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 F 1405 1889 .A6 
 
 Report of the International American con 
 
 3 1924 020 437 459 
 
Cornell University 
 Library 
 
 The original of tiiis book is in 
 tine Cornell University Library. 
 
 There are no known copyright restrictions in 
 the United States on the use of the text. 
 
 http://www.archive.org/cletails/cu31924020437459 
 
REPORT 
 
 OT THB 
 
 Intemational AmepiIcan Conference 
 
 EBLATIVB TO 
 
 AN LNTERCONTINENTAL RAILWAY LINE. 
 
 WASTTTNGTON : 
 
 GOVERNMENT PKINTXNG OFFICE. 
 1890. 
 
REPORT 
 
 OV THB 
 
 Intermtioml American Confeeence 
 
 EELATITE TO 
 
 AN INTEIIGONXnENTAL RAILWAY LINE. 
 
 • WASHINGTON: 
 
 GOVERNMENT PRINTING QFPICB). 
 ;890. 
 
MESSAGE 
 
 FEOM THE 
 
 PRESIDENT OF THE UNITED STATES, 
 
 TRANSMITl'lNG 
 
 A letter of the Secretary of State and, report of the International Ameri- 
 can Conference relative to an international railway line. 
 
 May 19, 1890. — Read, referred to the Committee on Foreign ReLations, and ordered 
 
 to be printed. 
 
 To the Senate and House of Representatives : 
 
 I transmit herewith a report of the International American Confer- 
 ence, recently in session at this Capital, recommending a survey of a 
 route for an intercontinental line of railroad to connect the systems of 
 lyTorth America with those of the Southern Continent, and to be con- 
 ducted under the direction of a board of commissioners representing 
 the several American Riepublics. 
 
 Public attention has chiefly been attracted to the subject of improved 
 water communication between the ports of the United States and those 
 of Central and South America. The creation of new and improved 
 steam-ship lines undoubtedly furnishes the readiest means of develop- 
 ing an increased trade with the Latin- American nations. But it should 
 not be forgotten that it is possible to travel by land from Washington 
 to the southernmost capital of South America, and that the opening of 
 railroad communication with these friendly States will give to them 
 and to us facilities for intercourse and the exchanges of trade that are 
 of special value. The work contemplated is vast, but entirely practi- 
 cable. It will be interesting to all and perhaps surprising to most of 
 us to notice how much has already been done in the way of railroad 
 construction in Mexico and South America that can be utilized as part 
 of an intercontinental line. I do not hesitate to recommend that Con- 
 gress make the very moderate appropriation for surveys suggested by 
 the Conference, and authorize the appointment of commissioners and 
 the detail of engineer officers to direct and conduct the necessary pre- 
 liminary surveys. 
 
 Bbnj. Haekison. 
 
 Executive Mansiom, 3 
 
 Ma/y 19^,1890. 
 
4 INTERNATIONAL RAILWAY LINE. 
 
 PROPOSED INTERCONTINENTAL RAILWAY. 
 
 Letter from the Secretary of State. 
 
 Department of State, 
 
 Washington, May 12, 1890. 
 To the President : 
 
 I have the honor to submit herewith a plan for a preliminary survey 
 for a railway line to connect the great commercial cities of the Ameri- 
 can hemisphere. No more important recommendation has come from 
 the International American Goaference, and I earnestly commend it to 
 your attention, with full confidence that prompt action will be taken by 
 Congress to enable this Government to participate in the promotion of 
 the enterprise. The resolutions of the Conference are accompanied by 
 special reports concerning the transportation facilities that already ex- 
 ist in the several American Eepublics. These reports comprise all the 
 information that could be gathered upon this imjyortant subject, and 
 will be found both interesting and authentic. 
 
 "Under the generous and progressive policy of President Diaz the 
 railways of Mexico have been extended southward as well as north- 
 ward and toward the two oceans. The development of the Argentine 
 system has been equally rapid. Lines of track now reach from Buenos 
 Ayres to the northern cities of that Eepublic, and nearly to the Bolivian 
 boundary. Chili has a profitable system of railroads from the mount- 
 ains to the Pacific Ocean, and the completion of the tunnel that is now 
 being pierced through the Cordilleras will bring Valparaiso within two 
 days' travel of Buenos Ayres. In the other Eepublics similar enter- 
 prise has been shown. Each has its local lines of railway, and to con- 
 nect them all and furnish the people of the Southern Continent the 
 means of convenient and comfortable intercourse with their neighbors 
 north of the Isthmus is an undertaking worthy the encouragement 
 and co-operation of this Government. lu no other way could the Gov- 
 ernment and the people of the United States contribute so much to the 
 development and prosperity of our sister Eepublic and at the same 
 time to the expansion of our commerce. 
 
 A very important feature of the report, to which I especially direct 
 your attention, will be found in the international declaration that the 
 line of the proposed railway shall be forever neutral territory ; that the 
 material necessary for the construction and operation of the road shall 
 be admitted free of customs dues, and that its property and revenues 
 shall be always exempt from all forms of taxation. This guaranty, 
 having all the force of a treaty, will stimulate private and public confi- 
 dence, and thus lead to the investment of capital that might otherwise 
 be reluctant and distrustful. 
 
 It is proposed that a survey to ascertain the best and most economi- 
 cal routes be made under the direction of an international commission, 
 and tbat tbe expense be sh^.re(J by the several nations of the hemi. 
 
INTERNATIONAL RAILWAY LINE. 5 
 
 sphere in proportion to their respective populations. The share of the 
 United States is estimated to be $65,000, and I would respectfully sug- 
 gest the propriety of securing from Congress an appropriation for that 
 purpose. Three commissioners will be required to represent the United 
 States upon the international board, and authority should be asked 
 for the detail of offlcers of the Army and Navy to serve as engineers in 
 conducting the survey. 
 
 The headquarters of the commission, by a vote of the International 
 Conference, will be located in Washington, and it is proposed to invite 
 the commissioners to meet here on the 1st of October next, or as soon 
 thereafter as may be practicable, for the purpose of organization and 
 initiating the work of the survey. 
 
 EespectfuUy submitted, 
 
 James G. Blaine. 
 
REPORT 
 
 OF THB 
 
 COMMITTEE ON EAILWAY COMMUNICATION. 
 
CONTENTS, 
 
 Pagfc 
 
 Message of the President 3 
 
 Letter of the Secretary of State 4 
 
 Eeport of the Railway Committee 7 
 
 Report of the Hon. Jnau F. Velarde, chairman 13 
 
 Reports of delegates upon the railways in their own countries : 
 
 Argentine Republic 15 
 
 Bolivia 19 
 
 Brazil 25 
 
 Chili 27 
 
 Colombia 31 
 
 Costa Rica 34 
 
 Ecuador 43 
 
 Guatemala - 47 
 
 Honduras 49 
 
 Mexico -.1 52 
 
 Nicarauga 54 
 
 Paraguay ...J' .„ 55 
 
 Peru 58 
 
 Salvador.;.. .' 61 
 
 United States 62 
 
 Uruguay 80 
 
 Veneiuela 81 
 
 apfi:ndix. 
 
 Eeport to the Hon. H. G. Davis and Andrew Carnegie, United States Delegates, 
 upon the railways of Spanish America, by Lieut. George A. Zinu, Corps of 
 
 Engineers, U. S. Army 83 
 
 ZIST OF MAPS. 
 
 Western Hemisphere. 
 
 United States, Mexico, and Central America, 
 
 Mexico. 
 
 Central America. 
 
 South America. 
 
INTERNATIONAL AMERICAN CONFERENCE. 
 
 REPORT OF THE COMMITTEE ON RAILWAY COMMUNICA- 
 TION. 
 
 The International American Conference is of the opinion : 
 
 First. That a railroad connecting all or a majority of the nations 
 represented in this Conference will contribute greatly to the develop- 
 ment of cordial relations between said nations and the growth of their 
 material interests. 
 
 Second. That the best method of facilitating its esecution is the ap- 
 pointment of an international commission of engineers to ascertain the 
 possible routes, to determine their true length, to estimate the cost of 
 each, and to compare their respective advantages. 
 
 Third. That the said commission should consist of a body of engi- 
 neers of whom each nation should appoint three, and which should 
 have authority to divide into subcommissions and appoint as many 
 other engineers and employes as may be considered necessary for the 
 more rapid execution of the work. 
 
 Fourth. That each of the Governments accepting may appoint, at its 
 own expense, commissioners or engineers to serve as auxiliaries to the 
 subcommissions charged with the sectional surveys of the line. 
 
 Fifth. That the railroad, in so far as the common interests will per- 
 mit, should connect the principal cities lying in the vicinity of its route. 
 
 Sixth. That if the general direction of the line can not be altered 
 without great inconvenience, for the purpose mentioned in the preced- 
 ing article, branch lines should be surveyed to connect those cities with 
 the main line. 
 
 Seventh. That for the purpose of reducing the cost of the enterprise 
 the existing railways should be utilized as far as is practicable and com- 
 patible with the route and conditions of the continental railroad. 
 
 Eighth. That in case the results of the survey demonstrate the prac- 
 ticability and advisability of the railroad, proposals for the construc- 
 tion either of the whole line or of sections thereof should be solicited. 
 
 Ninth. That the construction, management, and operation of the line 
 should be at the expense of the concessionaires, or of the persons to 
 whom they sublet the work or transfer their rights, with all due formal- 
 ities, the consent of the respective Governments being first obtained. 
 
 11 
 
12 INTERNATIONAL AMERICAN CONFEBENOE. 
 
 Tenth. That all materials necessary for the construction and opera- 
 tion of the railroad should be exempt from import duties, subject to such 
 regulations as may be necessary to prevent the abase of this privilege. 
 
 Meventh. That all personal and real property of the railroad employed 
 in its construction and operation should be exempt from all taxation, 
 either national, provincial (State), or municipal. 
 
 Twelfth. That the execution of a work of such magnitude deserves to 
 be further encouraged by subsidies, grants of land, or guaranties of a 
 minimum of interest. 
 
 Thirteenth. That the salaries of the commission, as well as the ex- 
 pense incident to the preliminary and final surveys, should be assumed 
 by all the nations accepting, in proportion to population according to 
 the latest ofBcial census, or, in the absence of a census, by agreement 
 between their several Governments. 
 
 Fourteenth. That the railroad should be declared forever neutral for 
 the purpose of securing freedom of traffic. 
 
 Fifteenth. That the approval of the surveys, the terms of the pro- 
 posals, the protection of the concessionaires, the inspection of the work, 
 the legislation affecting it, the neutrality of the road, and the free 
 passage of merchandise in transit, should be (in the event contemplated 
 by article eighth) the subject of special agreement between all the 
 nations interested. 
 
 Sixteenth. That as soon as the Government of the United States shall 
 receive notice of the acceptance of these recommendations by the other 
 Governments, it shall invite them to appoint the commission of engineers 
 referred to in the second article, in order that it may meet in the city 
 of Washinton, at the earliest possible date. 
 
 JxxAN Francisco Velarde. 
 H. G. Davis. 
 
 E. A. Mexia. 
 Fernando Cruz. 
 
 jERdNIMO ZbLAYA. 
 
 Jacinto Gastellanos. 
 Andrew Carnegie. 
 Carlos Martinez Silva. 
 Jos:^ Andrade. 
 J. M. P. Caamano. 
 
 F. C. 0. Zegarra. 
 E. C. Varas. 
 Manuel Quintana. 
 
 J. G. do Amabal Valentb. 
 Jos:^ S. Decoud. 
 H. Guzman. 
 
LETTER FROM TEE CHAIRMAN OF THE COMMITTEE, 
 
 INTBENATIONAL AmBEICAN CoNFEEENOB, 
 
 Washington, April 18, 1890. 
 To the honorable President of the International American Conference : 
 
 Mr. Pebsident : As an addition to the report made by the Committee 
 on Eailroads, I have the honor to transmit herewith to the table, for 
 insertion as an appendix, the personal reports of the Delegations from 
 Peru, Guatemala, Colombia, Costa Eica, Uruguay, Paraguay, Brazil, 
 Honduras, Mexico, Bolivia, United States of America, Venezuela, Sal- 
 vador, and Ecuador. 
 
 The Delegations from Argentine and Nicaragua have offered to send 
 in reports of their respective countries. Although deficient in some 
 statistical data, the accompanying reports give a general idea of the 
 present service of the railroads, the length of the lines in operation, 
 those in course of construction and survey ; thus enabling one to appre- 
 ciate the importance of the work realized up to date, and that what is 
 needed to place in practical effect the beautiful idea of a continental 
 railroad that will bind all the nations rei^resented in the Conference. 
 
 I entertain the conviction that the day is not far distant when the 
 great work of a continental railroad will become a fact, and that the 
 recommendation made by the Conference will have contributed power- 
 fully towards its fealization. 
 
 I have no doubt that the measures for its survey and execution pro- 
 posed by the Conference will receive the unanimous approval of all the 
 Governments of America. 
 
 Saluting the President with such gratifying motives, and reiterating 
 to him the assurance of my most high and distinguished consideration, 
 I am 
 
 Your obedient servant, 
 
 Juan Peancisoo Vblaedb. 
 
 13 
 
RAILWAYS OP THE ARGENTINE REPUBLIC. 
 
 The first line built was probably that from Eosario to C<5rdoba, com- ' 
 menced in 1863 and finished in 1870. In 1873 the Government finished 
 the first section of the Transandine Eailway, 82 miles, from Villa Mer- 
 cedes to Eio Cnarto. In 1875 the second section, from Eio Ouarto, 76 
 miles, was in operation. In 1880 were completed 69 miles, to the city 
 of San Luis. In 1883, 75 more were finished, and La Paz became the 
 terminus for the time being. In April, 1885, 80 miles were opened from 
 La Paz to Mendoza ; a branch of 100 miles from Mendoza to San Juan 
 Avas opened at the same time. The total cost to the Government thus 
 far, of the 472 miles, had been $ 13,000,000. From Mendoza to the Chil- 
 ian boundary, through the Uspallata Valley, is 140 miles. The road 
 runs at nearly double the elevation of the Central Pacific line across 
 the Eocky Mountains. The Northern Central Argentine at C6rdoba, 
 connecting with the Central and extending northward to Salta, is a 
 narrow-gauge road of 340 miles, and was continued through the prov- 
 ince of Jujuy. 
 
 In 1885 three railways were opened for traffic — the Mercedes, Andine 
 East Argentine, and Campana lines. The Tucuman line was to be 
 completed in 1876, when there would be in all ten railroads with a 
 total of 2,260 kilometers, or 1,404 miles, in operation. The Andine line 
 was leased to a private person for four years with the condition that he 
 should receive 80 per cent, of the gross receipts for the first three years 
 and 75 per ceot. for the last year. The Central Argentine, which 
 opened in 1870, earned in 1875 a surplus of $161,000 in addition to the 
 guarantied interest of 7 per cent on the capital stock. That surplus 
 was paid over to the Government. 
 
 In 1886 there were in operation 6,152 kilometers, of which 1,877 were 
 national, 1,104 provincial, and 3,160 private property. There were 
 consequently added to the 2,318 kilometers existing in 1880, during 
 the last five years, 3,834 kilometers. The total cost of the lines exist- 
 ing in 1885 was about $1,000,000,000, or an average of about $33,330 
 per mile. 
 
 The gross earnings of all the railroads in 1885 were $416,150,894 ; 
 the net earnings were $6,489,701; the percentage of net earnings were 
 7.32 against 5 in the United States, and 4J in England, and 4J in Ger- 
 many and France. 
 
 E. L. Baker, esq.. United States consul at Buenos Ayres, in a report 
 of December 17, 1886, says: 
 
 As allowing the progress which railway construction has been making in the Argen- 
 tine Republic, I may say that in October, 1880, the total number of kilometers was 
 
 15 
 
16 
 
 INTEKNATIONAL AMEEICAN CONPEEENCE. 
 
 2,318, of which 810 belonged to the national Government, 348 to the provincial gov- 
 ernment of Buenos Ayres, and 1,104 were in private hands. There are now 6,152 
 kilometers in the Republic, of which 1,877 belong to the nation, 1,104 to the pro- 
 vincial governments, and 3,161 to private companies; a gain of about 3,834 kilo- 
 meters in a little over five years. 
 
 Mr. Vilas, secretary of legation at Buenos Ayres, in a report to 
 Department of State, dated July 22, 1889. says.: 
 
 ■• I forward herewith certain figures taken from the report upon the railways of the 
 Argentine Republic for the year 1888, prepared by Mr. Cortinez, under the direction 
 of the national railway board recently created. * " • 
 
 Amount of railway capital in country in 1888, $220,746,247 ; gross earnings, 826,- 
 526,707 ; working expenses, |15,529,993 ; net earnings, $11,500,000. 
 
 Net earnings of Argentine railways for 1888. 
 
 Eailways. 
 
 Capital. 
 
 Eetams. 
 
 Expenses. 
 
 Net. 
 
 Buenos Ayres and Rosario . 
 
 Primer Entre Kiano 
 
 Central Argentine 
 
 East Argentine 
 
 Argentine Great Western - . 
 
 Central Northern 
 
 Province of Bncnos Ayres . 
 
 Andlne 
 
 Central Entre Eiano 
 
 Baenos Ayres Northern 
 
 Eusenada 
 
 G-reat Southern 
 
 Oesto Santa Fecino 
 
 Santa F6 Colonies 
 
 Northwestern Argentine . . . 
 
 330, 000 
 153, 839 
 648, 000 
 989, 615 
 984, 800 
 990,342 
 474, 283 
 366, 665 
 000, 000 
 991,487 
 681, 885 
 330, 000 
 000, 000 
 839, 088 
 273, 920 
 
 $B, 312, 882 
 15:j, 839 
 
 3, 813, 325 
 271, 185 
 897, 791 
 
 2, 367, 941 
 
 4, 867, 550 
 441, 024 
 261, 394 
 735, 325 
 
 3,152,791 
 
 6, 172, 033 
 
 277, 015 
 
 801, 946 
 
 12, 267 
 
 $1, 577, 
 
 10, 
 
 1, 798, 
 
 269, 
 
 1, 368, 
 
 1, 594, 
 
 2, 873, 
 284, 
 278, 
 365, 
 552, 
 
 2,782, 
 
 336, 
 
 615, 
 
 12, 
 
 $1, 735, 603 
 
 652 
 
 2,017,212 
 
 1,303 
 
 773, 303 
 
 1, 993, 928 
 
 156, 842 
 
 369, 471 
 
 599,948 
 
 3, 389, 186 
 
 186,690 
 
 The following loans were made : Argentine Great Western, $468,983.51 ; Central 
 Entre Riano, $16,841.43 ; Oeste Santa Fecino, $59,888.65 ; total loans, $545,713.58. 
 The rate of returns upon capital is as follows : 
 
 Lines. 
 
 Bates of 
 returns. 
 
 Lines. 
 
 Eates of 
 returns. 
 
 
 Pur cent. 
 7.04 
 0.35 
 10.82 
 0.26 
 2.86 
 7.66 
 
 
 Per cent. 
 2.16 
 
 
 
 3.06 
 
 
 
 12.35 
 
 
 Ensenada ' 
 
 8 96 
 
 
 
 8.41 
 
 
 Santa F6 Colonies 
 
 1 90 
 
 
 
 
 The number of passengers carried in 1888 was 9,681,233 ; tonnage of goods, 3,937,534. 
 
 United States Consul Edward L. Baker, under date of December 13, 
 1889, furnishes the following on railways in the Argentine Republic : 
 
 There continues to be a great movement throughout the Argentine Republic in the 
 construction of railways. So great are the number of new concessions granted by the 
 national Congress and by the different provincial legislatures that I find it impos- 
 sible to name them all. Up to the meeting of the last Congress there were national 
 concessions for seventeen different lines, of which thirteen enjoy the guaranty of the 
 Government. These guarantied lines represent a total length of 7,961 kilometers 
 (4,975 miles), and the aggregate length of the other lines 1,272 kilometers (795 
 miles), making a total of 5,770 miles. Among them are the following, viz : The 
 Chaco and Tartagal Railway, the Reconquista and Formosa (Chaco) Railway, the 
 BaWa Blauo* and YiUa Mercedes Railway, tlie ^an Juas and SaJta Railway, the Churo- 
 
INTERNATIONAL AMERICAN CONFERENCE. 
 
 17 
 
 bioba, Tinogasta and Andalgala Railway, the Goya and Monte Caseros RaLlway, the 
 Resistenoia and Metan Railway, the San Cristobal and Tucuman Railway, etc. A 
 line from San Jnan to Cabra Corral, in Salta, is being surveyed, as also one from 
 Mendoza to San Rafael; also the line from Cobos to Salta via Lagnnilla, and several 
 others of less prominence. 
 
 The following roads are in the course of construction, to wit, the extensions of the 
 Northern Central, the road now being opened beyond Tucuman as far as Chilcas. 
 The branches from Dean Fnrnes to Chilioito, and from Chumbicha to Catamarca 
 have the road-beds completed, and the track-laying has commenced. Beyond Chilcas 
 towards Salta and Jujuy the work is still progressing, but there are many engineer- 
 ing difficulties to overcome, and not much has yet been accomplished. The line from 
 Buenos Ayres to Mercedes, which is a link of the Transardine Railway, is now com- 
 pleted and opened to traffic, thus giving a through line from Buenos Ayres as far as 
 Mendoza. Work continues to progress on the line from Mendoza towards Valpa- 
 raiso, Chili, some of the track having already been laid, and by the end of the year 
 it is expected that the Uspallata Pass of the Andes will be reached. For the con- 
 struction of the railway from Monte Caseros to Corrientes and Posadas in the Misionee 
 the necessary materials are now being received, and the work has commenced. The 
 new line from Rosario via Sunohales to Tucuman is being rapidly pushed forward, 
 and the rails are laid for 50 or 60 miles beyond Sunchales. 
 
 The last session of the Argentine Congress, in response to the recommendations of 
 the President, made a very firm stand against the granting of any more charters or 
 concessions with Government guaranties, and the fact that numerous applications 
 were made for new lines without such guaranties shows that the condition of the 
 country is now so promising that capital is ready to embark in such enterprises with- 
 out Government aid (December 18, 1889). 
 
 Consul Baker's last report (December 112, 1889) says: 
 
 Railways, however, are rapidly extending themselves in nearly every part of the 
 Argentine Republic. There was never before known such a push to obtain conces- 
 sions or charters for new lines as has been the case during the last year, the National 
 Government indiscriminately with the provincial governments being appealed to by 
 the applicants. A year ago the Government expressed its determination to grant no 
 more concessions which carried with them a guaranty on the part of the nation that 
 if the enterprise did not pay acertain per cent, the Government would make good the 
 difference ; but, during the recent session of Congress, several new lines were char- 
 tered with this provision. 
 
 The total length of all the railways in the Argentine Republic now amounts to 
 7,700 kilometers, an increase since the previous year of 958 kilometers. There are 
 now in process of construction as follows : * 
 
 Description. 
 
 Length. 
 
 Description. 
 
 Length. 
 
 By the Government : 
 
 From CliamWcha to Catamarca . . . 
 
 From Dean Fnn6fl to Chilicito 
 
 From Cliiloas to Jujuy 
 
 KUometeri. 
 
 65 
 415 
 124 
 
 64 
 
 809 
 
 192 
 
 1,070 
 
 183 
 
 By the provincial governments — con- 
 tinned. 
 From La Plata to Eio Santiago. . . 
 
 Kilometers. 
 
 8 
 109 
 
 60 
 
 From Santa Kosa to Salta 
 
 From Kogoya to Victoria 
 
 By private parties with Govei-nment 
 
 guaranty : 
 Section of Northeast Argentine... 
 
 Spp-tinn of Tr»,TiRafi.Tlil1^ 
 
 From Santa F6 provincial roads. . 
 By private companies, without guar- 
 anty: 
 Cordoba to Santa F6 
 
 444 
 
 !RaDducito to Tucuman 
 
 282 
 127 
 141 
 010 
 
 By the provincial govemmentu : 
 
 From Nueve de Julio to Trenque- 
 
 Lancmen 
 
 From Kiachuelo to the maritime 
 
 Canada de Gomez and LasTerhas. 
 Cafiadade Gomez and Pt^rgamino. 
 Sunchales and Tucumau 
 
 Total 
 
 
 station 
 
 4,79* 
 
 
 
 S. Ex. 126- 
 
18 INTEENATIOWAL AMERICAN CONFERENCE. 
 
 Daring the year the railways of the country transported 8,373,500 passengers and 
 3,950,000 tons of cargo, against 7,173,500 passengers and 3,866,523 tons of cargo the 
 previous year. The railways in operation have 602 locomotives, 912 coaches for 
 passengers, and 14,334 cargo wagons, and tbej represent a capital of $193,000,000. 
 
 During the year 1888 the National Government paid out of its treasury for guaran- 
 ties to railways the sum of $3,000,000 in gold. The President, however, in view of 
 the fact that some of the guarantied railway companies persistently neglect to keep 
 their roads in proper condition and are without the necessary equipment to transact 
 the business for which they were chartered, has just issued aa order suspending the 
 payment of any further guaranties until they conform to the law in these respects. 
 
 It is not deemed necessary here to give a list of the various railways which have 
 recently been chartered, but which have not yet been "floated," or whose surveys 
 have not yet been completed. Owing to the present financial condition of the 
 country, the construction of some of these will probably be postponed for the present. 
 For the same reason the National Congress, at its recent session, failed to act upon 
 another large "batch" of projected railways, but left them for future consideration 
 
RAILWAYS OP BOLIVIA. 
 
 bepobt of juan ff velarde, delegate from bolivia.* 
 Memorandum on Eailroads in Bolivia. 
 
 The Republic of Bolivia, with a populatioa of 2,500,000, has an area 
 of 55,000 square leagues, or 275,000 square kilometers, 
 
 Situated in the center of the South American continent, it is bounded 
 on the north and east by Brazil, on the southeast by the river Paraguay 
 and the Republic of that name, on the south by the Argentine Republic, 
 on the southwest by Chili ; oa the west by the Pacific Ocean and Peru. 
 
 The eastern part is level, as if it were a continuation of the Argen- 
 tine pampas, which extend as far as the plains of Venezuela, forming 
 forests, prairies, and fields of extraordinary tropical fertility. 
 
 The western x^art is mountainous, having a mild or cold climate, ac- 
 cording to the height of the valleys, broken country, or table-lands, 
 where the principal settlements of the Republic are located. 
 
 The Andes range, which forms this region, divides in latitude 22° 
 south, and enters the Bolivian territory in two sections, the westerner 
 coast range and the eastern or principal range, from which latter sep- 
 arate several branches, running inland until they are lost in the plains 
 of the east. 
 
 Between these two ranges is found the high Inter-Andine table-land, 
 with an average altitude of 12,000 to 13,000 feet above the level of the 
 sea, at the northern end of which is situated the great lake Titicaca, 
 and toward the southern or central region Lake Poop6, which receives 
 the waters of the former by means of the river Desaguadero. The ex- 
 tent from north to south of this table-land is about 150 or 200 leagues, 
 with a width from east to west of from 20 to 50 leagues. It is connected 
 on the north with the plateaus of Puno in Peru, and on the south with 
 those of the Argentine Republic. In these regions are found the richest 
 mines of silver, copper, tin, gold, and other minerals. 
 
 The central location of Bolivia has retarded the development of its 
 railroads, since it has been obliged to wait until the lines of the neigh- 
 boring countries should approach its own frontiers before undertaking 
 their extension, as in the case of those from MoUendo to Puno and from 
 Aricato Tacna, in Peru, which still remain idle within their respective 
 limits, and that of the Central North Argentine Railway, which is now 
 Hearing Jujui, with every probability that it will be extended as far as 
 the Bolivian frontier. 
 
 Topographical and financial difliculties for a long time prevented the 
 
 " Translation. 
 
20 INTERNATIONAL AMEKICAN CONFEKENCE. 
 
 constructioa of the railway from Antofagasta to the interior, but they 
 have lately beeo overcome by the Huanchaca Company, of Bolivia, which 
 has succeeded in completing the narrow-gauge railroad between Anto- 
 fagasta and TJyuni, with an extent of 600 kilometers. The same com- 
 pany has contracted for the extension of this line to Oruro, which is 
 considered a distance of 320 kilometers. The Government guarantees 
 6 per cent, interest on the capital invested, which is estimated at 
 £500,000 sterling. 
 
 The configuration of the territory of Bolivia, and its vast area, give 
 origin to three channels of communication; by way of the Pacific, the 
 river La Plata, and the Amazon, respectively, each one of which is the 
 outlet for a particular region possessing resources of its own of great 
 value, which will rapidly develop as soon as transportation is made 
 cheap and easy by the construction of railroads. 
 
 The communications by the Pacific are obtained : (1) by Antofagasta 
 Eailway ; (2) by the Arica Eailway ; (3) by the Mollendo Eailway. 
 
 (1) The Antofagasta Eailway, which had to contend against the ob- 
 stacle presented by an uninhabitable desert, has become practicable on 
 account of the narrow-gauge railway (75 centimeters), which runs from 
 that place to Uyuni, as has been stated, Uyuni is at a distance of 25 
 kilometers from the rich mines of Huanchaca, 200 kilometers from the 
 city of Potosi, 300 kilometers from the capital, Sucre, and 320 kilometers 
 from Oruro. 
 
 The line crosses a very rich mineral region of much promise. Its pro- 
 longation to Oruro, with a branch line to Potosi, will tend to further 
 develop the mineral production, which to-day is quite considerable. 
 
 (2) The Arica Eailway runs a line as far as Tacna (47 miles), whence 
 It is intended to build another to Corocoro and La Paz (about 400 kil- 
 ometers). This work requires an immense capital, since the road has 
 f,o ascend the coast range at its steepest part. Traf&c is at present 
 "/arried on by means of mules. This line is connected with the depart- 
 TQents of La Paz, Oruro, and Cochabamba, to whose commerce it gives 
 ffreat facilities on account of being the shortest road. 
 
 (3) The Mollendo Eailway, open to traffic since 1870, has the use of a 
 line which leaves that port, runs through Arequipa, and ends in Puno, 
 covering a distance of 522.96 kilometers, or 320 miles. 
 
 Bolivian traffic makes use of this railroad in connection with naviga- 
 tion by steamer on Lake Titicaca and the high-road from Chililaya to 
 La Paz, 14 leagues. 
 
 The Peruvian bond-holders, to whom that railroad has been granted, 
 have obtained concessions from Peru as well as Bolivia to extend it as 
 far as La Paz, whence within a short time a road will be run to Oruro, 
 250 kilometers, in order to form a junction there with the Antofagasta 
 road. It is intended to run a branch line from Oruro to the fertile de- 
 partment of Cochabamba, a distance of 200 kilometers. 
 
 The Bo.ivian part of the railroad from Puno to La Paz extends 150 
 
INTERNATIONAL AMERICAN CONFERENCE. 21 
 
 kilometers from the Desagiiadero. The Tiatioii guarantees G per cent. 
 on the capital invested. 
 
 The communications with the river La Plata are carried on by means 
 of the Iforthern Central Argentine Eailroad and by the river Paraguay 
 and the high-road to Santa Cruz. 
 
 The extensioH of the Northern Central Argentine Eailroad has al- 
 ready reached Salta and will soon go as far as Jujni, from which place 
 it will be extended to the Bolivian frontier, the Argentine Government 
 having granted a concession for this. It will then be an easy matter to 
 join this line with the Andine of Bolivia by extending it either to XJyuni 
 or to Potosi, in either case a distance of not more than 500 kilometers. 
 
 It is proposed to run two railways from the river Paraguay, one from 
 the Gaiva to Santa Cruz de la Sierra, running through the province of 
 Chiquitos, over some 750 kilometers of level country, and another from 
 Bahia Negra to Sucre, with a branch to Santa Cruz, 750 kilometers in 
 level country and 500 in mountainous and broken country. 
 
 With these two railroads and another contemplated between Parang 
 and Tarija, communications will be opened with the river La Plata. 
 
 The extensive eastern region of Bolivia, rich in all kinds of tropical 
 products of superior quality, such as coffee, cocoa, sugar, cotton, rice, 
 tobacco, etc., and likewise in gold ore, offers a. wide field for industry, 
 commerce, and immigration. 
 
 The northern region, which is of wonderful fertility and is irrigated 
 by the rivers Guapor6 Henes, Mamor6, Beni, and Madre de Dios and 
 their numerous navigable branches, whicli all unite to form the river 
 Madera, the i)riucipal tributary of the Amazon, in order to enjoy the 
 full benefits of steam navigation and the products of civilization, re- 
 quires the construction of a railroad from the Madera to Mamor6 so as 
 to avoid the rapids which interfere with navigation on these great 
 rivers ; said railway will be, at most, 180 miles long. The survey of 
 this road has been in the hands of a commission of engineers appointed 
 by the Brazilian Government, and its cost has been estimated at not 
 more than $6,000,000 in gold. 
 
 In connection with this railroad, and in order to make communications 
 between the navigable rivers and the cities of the interior of Bolivia, it 
 will be necessary to construct the following supplementary lines : 
 
 I. Prom Rio Grande, a tributary of the Mamor4, to Santa Cruz de la 
 Sierra, 150 kilometers, through level country. 
 
 II. From the river Chimor6 or Upper Mamor6 to Oochabamba, 250 
 kilometers, through broken and mountainous country. 
 
 III. Prom the river Beni to La Paz, about 500 kilometers, through 
 broken and mountainous country. 
 
 Workmen, provisions, and timber for the construction of these rail- 
 roads are found in abundance in the respective departments of Santa 
 Cruz, Oochabamba, and La Paz, which will derive great benefit from 
 them. 
 
 It is estimated that the freight on the materials for these railways, to- 
 
22 INTERNATIONAL AMERICAN CONFERENCE 
 
 gether Trith that on the steamers and machinery Trhich will have to be 
 imported for the rivers of Bolivia, outside of the regular commercial 
 trafiSc, will suffice to give life and impetus for the first few years to the 
 Madera and Mamor^ Eailroad, whose importance may be compared, 
 without exaggeration, to that of the railroad of the Isthmus of Panama, 
 
 SUMMARY. 
 
 There is in operation the narrow-gauge railway from Antofagasta to 
 Uyuni, 610 kilometers, whose dividends exceed the guarantee of 7 per 
 cent, interest. 
 
 There is under survey and construction the railway from Uyuni to 
 Oruro, 320 kilometers, with a guarantee of per cent, interest, and a 
 term of two years for its completion. 
 
 There is under survey a railway to be constructed as soon as the 
 Peruvian section is completed from Puno to the Desaguadero, running 
 from the latter point to La Paz, 150 kilometers, with a guarantee of 6 
 per cent, interest. 
 
 There are in contemplation : 
 
 Kilometers. 
 
 The railway from La Paz to Oruro 250 
 
 The railway from Oruro to Cochabamba 200 
 
 The railway from Uyuni to Potosl 200 
 
 The railway from Uyuni to La Quiaca, on the Argentine frontier 500 
 
 The railway from the river Paraguay to Santa Cruz 750 
 
 Its prolongation to Suere 750 
 
 The railway from the Argentine ParaniS and its prolongation to Tarija 300 
 
 From Rio Chimor6 to Cochabamba 250 
 
 From Rio Beni to La Paz 500 
 
 For illustration there is appended the law of railroads, and several 
 drafts of concessions sought from the government, and a map of the 
 Eepublic of Bolivia. 
 
 Jtjan Franc Velarde. 
 
 Le&ation of Bolivia, 
 
 Washington, February, 1890. 
 
 ACT RELATING TO RAILROADS. 
 
 Be it enacted by the Chamber of Deputies : 
 
 Art. 1. That the Huanchaca Company, of Bolivia, is guaranteed an 
 annual interest of six per cent., for a term of twenty years, on the capital 
 which it may invest in the construction of the railway from Uyuni to 
 Oruro. This guarantee shall be obligatory from the time that the rail- 
 way reaches Oruro. 
 
 art. 2. The estimate and cost of the line shall be verified by the na- 
 t onal engineer corps. 
 
 Art. 3. The company constructing the railroad shall open it to the 
 public in Oruro within two years from the 1st of January, 1890, paying 
 
INTERNATIONAL AMERICAN CONFERENCE. 23 
 
 in case it should not then be completed, the fine of four hundred thou- 
 sand Bolivian dollars. 
 
 Art. 4. The same annual interest of six per cent, is guaranteed, for 
 twenty years, on the capital employed in the coustruction of a railway 
 from the city of La Paz to the Peruvian frontier in the Department of 
 Puno. 
 
 Art. 5. The same interest is guaranteed, for twenty years, on the 
 capital invested in the construction of the railroads from banks of the 
 river Paraguay and the Argentine frontier to Santa Cruz, the Beni, 
 Tarija, and Sucre. 
 
 This concession refers only to the propositions presented to the legis- 
 lature in 1889. 
 
 Art. 6. There is hereby granted to the companies constructing the 
 railroads one square league of ground for each league of track laid ; 
 this ground to be in alternate lots, the remaining lands continuing to 
 be Government property. 
 
 Art. 7. In case those companies should prefer the granting of lands 
 they will not be entitled to the money guarantee. 
 
 Art. 8. The stipulations of responsibility for the payment of the 
 granted guarantee shall not in any case affect the present national in- 
 come. 
 
 Art. 9. All further stipulations bearing upon the present act are 
 leit to the power of the executive. 
 Let this be sent to the Senate for its action. 
 
 The Hall of the Chamber of Deputies in La Paz, October 27, 1889. 
 
 Jbnaro Sanjini^s, 
 
 President. 
 Marco D. Parades, 
 
 Secretary. 
 Casto RomIn, 
 
 Secretary. 
 
 Aniceto Arcs, 
 
 Constitutional President of the Republic : 
 
 Whereas, the National Congress has authorized the following act : 
 
 Be it enacted by the National Congress : 
 
 That Mr. W. H. Christy is authorized to build a narrow-gauge rail- 
 road from the Desaguadero to the city of Oruro, with the following 
 stipulations : 
 
 1. The railway of the Titicaca Company shall start from the highest 
 navigable point of the river Desaguadero and run to Oruro, over the 
 surveyed route approved by the company. 
 
 2. The road shall be a narrow one, with a gauge of 1 meter, with 
 steel rails and ties ; the rails shall weigh 30 pounds per meter, and the 
 ties shall be placed at intervals of 800 millimeters. The locomotives 
 shaU weigh 15 tons, having a draught power of 400 tons and a maxi- 
 
24 INTERNATIONAL AMERICAN CONFERENCE. 
 
 mum speed of 30 miles an hour. The rolling stock shall consist of one 
 hundred and fifty cars and four locomotives. 
 
 3. This railroad shall be for freight, but it shall also transport pas- 
 sengers, for which it shall make use of suitable material. 
 
 4. The examination of the preliminary surveys shall be begun in the 
 month of May, 1890, and shall be submitted for the approval of the 
 Government on or before the expiration often months. 
 
 The final work shall be begun three months after the Government 
 has notified the company of its approval of the plan and surveys made. 
 After the expiration ot this period, the concession shall be repealed. 
 
 5. The company shall be bound to carry the mail-bags gratis, to lower 
 the price of transportation for Government employes 50 per cent., and 
 and for government troops and materials 70 per cent. 
 
 6. The Government shall grant to the company, with full unincum- 
 bered title, all the land necessary for the road, its stations and neces- 
 sary adjuncts, as determined in the respective plans. 
 
 7. The company shall always have the right of alienating the railroad 
 owned by it, without being subject to other restrictions than those set 
 forth in the act, provided that the Government be previously notified, 
 which shall, conditions being equal, have the right of preference. 
 
 8. The passenger and freight tariff shall be fixed by the company, 
 after its approval by the Government. 
 
 9. All materials destined for the construction and use of the railroad 
 and its stations and other adjuncts shall be free from Government and 
 municipal (Octroi) duty. 
 
 10. The employes of the railroad shall be exempt from service in the 
 army and the national police. 
 
 11. The Bolivian Government, after the final work on the railroad is 
 over, shall not grant any concession for another railroad through this 
 same route, unless at a parallel distance of 15 miles. 
 
 12. The railroad of the Titicaca Company shall be opened to the pub- 
 lic in sections of five leagues, according to the proscriptions and for- 
 malities of the law, the entire road being completed twenty months 
 from the time the work was begun, or before that if possible. 
 
 Let this be forwarded to the Executive. 
 
 The Hal' of the National Congress, La Paz, October 31, 1889. 
 
 Serapio Ei^YEs Ortiz. 
 Jenaro Sanjin:6s. 
 Emeterio Gang, 
 
 S. Secretary. 
 Marco D. PariSdes, 
 
 B. Secretary. 
 Therefore I promulgate it, that it may be and act as a law of the Ee- 
 public. 
 Government Palace, La Paz, November 16, 1889. 
 
 Aniceto Arce, 
 Minister of the Interior and Industry. 
 
RAILWAYS OP BRAZIL. 
 
 kepobt of j. g. do amaral valente, delegate from brazil.* 
 
 Delegation op Beazil, 
 
 Washington, February 27, 1890. 
 Sir: I have tlie honor to present to your excellency the accompany- 
 ing synopsis containing a statement of the number and length of the 
 railroads of Brazil, and of the capital therein invested. 
 
 I take this occasion of expressing to your excellency the assurances 
 of my distinguished consideration. 
 
 J. a. DO Amaeal Yalbntb. 
 Hon. F. F. Velaede, 
 
 Chairman, Committee on Railway Communication. 
 
 Railroad system of Brazil, c<yrreoted to January 1, 1888. 
 
 Sailroads. 
 
 Capital. 
 
 Length in kilometers. 
 
 In 0]Bera- 
 tion. 
 
 Bnlia- 
 ing. 
 
 Under 
 Buxvey. 
 
 Total. 
 
 Madeira- Xatd or6 (Estado do Amazona) 
 
 BeleiD-BragaD9a (Estado do Pari) 
 
 Camocim-Sobral (Estado do Coaril) 
 
 Baturit6 (Estado do Ceard) 
 
 Natal Nova Cruz (Estado Eio Grande do Norte) 
 
 Gonde d'Eu (Estado Parahyba) 
 
 Kecife-Palmares (Estado de Pemambuco) 
 
 Becife-Limoeiro-TimbAuba (Estado dePemambnco). 
 
 Recil'e-Camani (Estailo de Pemambuco) 
 
 Becife-Caxaug4 (Estado de Pemambuco) 
 
 Becife-Olinda-Beberibe (Estado de Pernambnco) 
 
 Palmares-Sau Francisco (Estado de Pemambuco) 
 
 KibeiraS Bonito (Estado de Pemambuco) 
 
 Itatibense (Estado de Alagoas) 
 
 Maci 6-Imperatriz (Estado da Alagoas) 
 
 Paulo- Affonso (Estado da Alagoas) 
 
 JaraqnA-Bebedouro (Estado da Alag5as) 
 
 Bahia-Alagoinbas (Estado da Babia) 
 
 Alagolnha8-Timb6 (Estado da Bahia) 
 
 Alagoinbas-San Francisco (Estado da Babia) 
 
 Central Bahia (Estado da Bahia) 
 
 Santo- Amaro Taoii (Estado da Babia) 
 
 Nazareth Santo Antonio (Estado da Babia) 
 
 Caravellas-Pbiladelphia (Estado da Babia) 
 
 Victoila-Natividad e (Estado da Bahia) 
 
 Itapemerim- Alegre (Estado Bio de Jaueiro) 
 
 Campos-Carano^ola (Estado Kio de Janeiro) 
 
 Campos S. Sebastiao (Estado Bio de Janeiro) 
 
 Macahfe-Campos (Estado Eio de Janeiro) 
 
 Santo Antonio de Padua (Estado Rio de Janeii'o) 
 
 San Fedelis (Estado Eio de Janeiro) 
 
 Estrada de Ferro Central (Estado Eio S. Panic, Minas) 
 Estrado de Ferro Central (Estado Eio S. Paulo, Minas) 
 
 Bio do Ouro (Estado do Eio) 
 
 Eio do Janelro-Mag6 (Estado doEio) 
 
 Coroovado (Estado do Eio) 
 
 Principe do Grao Par A (Estado do Eio) 
 
 Santa Isabel do Eio Preto (Estado do Eio) 
 
 Francs. 
 
 24, 500, 000 
 
 14, 900, 000 
 
 25, 300, 000 
 2,";, 900, 000 
 19, 97.'), ;1 
 18, 333, 633 
 46,816,479 
 
 15, 437, 328 
 22, OOO, 000 
 
 3, 580, 000 
 
 1, 400, 000 
 
 120, 000, 000 
 
 1, 685, 393 
 
 1, 200, 000 
 
 12, 788, 32a 
 
 14, 300, 000 
 
 700, 000 
 
 44, 943, 820 
 
 7, 443, 820 
 
 38, 20O, 000 
 
 38, 514, 357 
 
 6, 741, Sl'i 
 
 3, 511, 236 
 33,707,865 
 30, 600, 000 
 
 4, 494, 382 
 33, 707, 865 
 
 1, 683, 393 
 33, 707, 685 
 
 5, 000, 000 
 
 270, 855, 360 
 
 45, 000, 000 
 
 3, 271, 999 
 
 5, 617, 977 
 
 I, 713, 674 
 
 18, 256, 427 
 
 12, 6C8, 539 
 
 ■ Translation. 
 
 69 
 139 
 lU 
 131 
 121 
 12.? 
 96 
 76 
 20 
 12 
 146 
 
 116 
 10 
 
 123 
 83 
 
 322 
 
 299 
 .56 
 34 
 
 142 
 
 70 
 223 
 18 
 96 
 93 
 
 725 
 01 
 65 
 28 
 4 
 92 
 74 
 
 20 
 
 ios 
 
 "26 
 
 330 
 160 
 
 88 
 84 
 
 18 
 
 560 
 38 
 
 131 
 3 
 
 138 
 
 218 
 
 208 
 
 84 
 
 34 
 
 330 
 
 209 
 
 217 
 
 195 
 
 121 
 
 139 
 
 125 
 
 142 
 
 111 
 
 20 
 
 12 
 
 640 
 
 60 
 
 19 
 
 88 
 
 116 
 
 10 
 
 123 
 
 83 
 
 463 
 
 302 
 
 36 
 
 172 
 
 393 
 
 218 
 
 278 
 
 307 
 
 18 
 
 189 
 
 76 
 
 725 
 
 164 
 
 65 
 
 88 
 
 4 
 
 92 
 
 74 
 
 35 
 
26 INTEKNATIONAL, AMERICAN CONFERENCE. 
 
 Bailroad system of Brazil, corrected to January 1, 1888 — Continued. 
 
 B^ilroada. 
 
 Kezende Ar6aa {Eatado doEio) 
 
 Eamal de Cantagallo (Estado do Eio) 
 
 Santa xVniia (EaLado do liio) 
 
 Uiiiao Valeuciana (Eatado do Rio) 
 
 Kodero Va^aoaraa (Eatado do Bio) 
 
 Barao Araniaina (Eatsidodo Rio) ^ 
 
 Rio daa Florea (Eatado Rio de Jaueiro) 
 
 Alcautara-MaricA (Eatado Rio de Janeiro) 
 
 Ramal Banalalenae (Eatado Rio de Janeiro) 
 
 Mag6 Thereaopolia (Eatado Rio de Janeiro) 
 
 Leopoldina-Cantagallo (Eatado Rio de Janeiro) 
 
 Minaa-Rio (Eatado de Minaa Geraea) 
 
 Juiz de B'6ra-Piaii (Eatado de Minaa Geraea) 
 
 Oeate do Minaa (Eatado de Minaa Geraea) 
 
 Pitanfftii (Eatado de Minaw Geraea) 
 
 Mogyana (Eatado de Sao Paulo) 
 
 San i*axilo-Rio de Janeiro (Estado de Sao Paulo) 
 
 Santoa-Jnndiahy (Eatado de Sao Pauln) , 
 
 Araraquara Rio Grande (Estado de Sao Paulo) 
 
 Sorocabana (Eatado de Sao Paulo) 
 
 lti!iana (Eatado de Sao Paulo) 
 
 Faoliata (Eatado de Sao Paulo) 
 
 Bragantlna (Eatado de Sao Paulo) 
 
 San Carlos do Pinhal (Eatado de Sao Paulo) 
 
 RioPardo (Eatado de Minaa Geraea) 
 
 Taubat6-Tr6memb6 
 
 San Paulo Santo Amaro (Eatado de Sao Paulo) 
 
 Sautoa S. Vicente (Eatado de Sao Paulo) 
 
 Paranagna-Coritiba (Eatado do Parang) 
 
 Dona TherezaCbriatina (Eatado de Santa Catberina) . 
 Taquary-Uruguayaoa (Eatado do Rio Grande do Sul) 
 Rio Grande -Bag6 (Eatado do Rio Giandb do Sul) . . . . . 
 
 Bag6-0aceqni (Eatado do Rio Grande do Sul) 
 
 Quarahim-Ttaqui (Eatado do Rio Grande do Sul) . — 
 Porto- Alegre KoTa Ham barge (Eatado do Rio Grande 
 
 do Sul 
 
 Capital. 
 
 Total 1,655,916,159 
 
 Francs. 
 6, 179, 775 
 6, 000, 000 
 8, 400, 000 
 
 4, 494, 382 
 350, 000 
 
 2, 25U, 000 
 
 1 , 960, 000 
 
 2, 300, 000 
 
 2, 275, 000 
 
 5, 018, 000 
 110, 449, 438 
 
 43, 625, 992 
 5,056,180 
 
 13, 960, 674 
 16, 853, 933 
 66, 460, 674 
 29, !)57, 805 
 68, 664, 170 
 55, (100, 000 
 33, 707, 865 
 
 3, 7C5, 730 
 66,179,775 
 
 6,616,854 
 
 14, 044, 014 
 2, 200, 000 
 
 000, 090 
 
 1,200,000 
 
 600, 000 
 
 50, 000, 000 
 
 18, 253, 184 
 102, 90O, 000 
 
 41, 814, 831 
 25, OOO, 000 
 
 19, 975, 031 
 
 10, 000, 000 
 
 Length in kilometers. 
 
 In opora- 
 tiou. 
 
 297 
 
 170 
 
 62 
 
 218 
 
 661 
 232 
 138 
 
 222 
 220 
 242 
 
 52 
 264 
 
 36 
 9 
 
 20 
 9 
 111 
 116 
 262 
 280 
 
 Build- 
 ing. 
 
 103 
 
 110 
 
 40 
 
 1,398 
 
 Under 
 
 enrvey. 
 
 66 
 .242 
 
 531 
 44 
 23 
 
 269 
 
 210 
 
 3,697 
 
 TotaL 
 
 93 
 86 
 S6 
 
 40 
 
 36 
 
 38 
 
 29 
 
 43 
 
 1,204 
 
 170 
 
 61 
 
 377 
 
 242 
 
 739 
 
 232 
 
 139 
 
 531 
 
 376 
 
 283 
 
 S42 
 
 62 
 
 264 
 
 20 
 9 
 
 m 
 
 116 
 643 
 283 
 210 
 176 
 
 43 
 
 13,481 
 
 J. AuGusTo DA Costa, 
 Secretario do Delegaca5do8 
 Ettadog TJnidoi do BraziL 
 
THE RAILWAYS OF CHILI. 
 
 report of emilio c. varas, delegate from chill' 
 
 Legation of Chili, 
 Waghington, January 9, 1890. 
 
 Distinguished Colleague : lu reply to your favor of the 7th, 
 which I received to-day, and according to the desire therein expressed, I 
 enclose a part of the Statistical Synopsis of Chili in which you will find 
 a list of the railroad lines constructed in Chili and those under con- 
 struction, together with a. table of the length of each in kilometers, and 
 of the points or places which they connect. 
 
 To the railroads in construction mentioned in the Synopsis, are to be 
 added the two which in a short time will unite the Central Railroad of 
 Chili and the railroads of the Argentine Eepublic, and whiih are being 
 at present constructed between the Andes (Chili) and Mendoza (in the 
 Argentine Eepublic), and between Zurabel (in Chili) and Bahla Blanca 
 (in the Argentine Republic). 
 
 The laying of another line is at present contemplated between Val- 
 paraiso and Santiago, and the plan of a railroad between Serena and 
 Tarapacd is being prepared, to which end the G-overnment has asked 
 from Congress the funds necessary. This line will connect with the 
 Central Railroad which already runs to the southern extremity of the 
 Republic. 
 
 In the same synopsis you will find the data relating to the cost of 
 construction, transportation of passengers, carriage of freight, etc., of 
 the railroad lines of the State. 
 
 As for plans, proposals, and estimates relative to all these railroad 
 lines, they do not exist, as you will suppose, in the records of this le- 
 gation ; they are to be found in the archives of the Direction of Public 
 Works of Chili, and it would not be easy to get them here. I hope, 
 however, that they will not be necessary to the purpose of your com- 
 mittee. 
 
 With expressions of my most distinguished consideration, I am, your 
 obedient servant, 
 
 E. C. Varas. 
 
 Hon. Juan Francisco Velarde, 
 
 H. JE. and M. P. of Bolivia, present. 
 
 ' Translation. 
 
 91 
 
2% rSTEENATIONAL AMERICAN CONFERENCE. 
 
 [Extract from the statistical and geographical synopsis of Chili.] 
 
 Department op Industry and Ptjulic Works. 
 
 PROMOTION OP INDUSTRY. 
 
 Thedevelopmentof industry is being rapidly promoted. TheNational 
 Society of Agriculture of the capital, and the Southern Agricultural So- 
 ciety, the Agricultural Institute by its principal branches of general agri- 
 culture, and the practical schools for its teaching and application, estab- 
 lished in the towns of Santiago, San Fernando, Talca, Chilian, Con- 
 cepci6n, Vicuna, and Salamanca are all working for this end. The 
 mining industry is receiving equally close attention from the National 
 Miners' Association and the practical schools of this branch kept up in 
 Santiago, Copiap6, and Serena. There is also in the capital a Society 
 for the Improvement of Manufactures, a School of Arts and Trades, and 
 a Bureau of Architecture, devoted to the promotion of manufacturing 
 interest, building, etc. 
 
 Linet of railroads of the State now in operation. 
 
 Santiago to Valparais* 
 
 Andes Branch - 
 
 Santiago ta Cnric6 
 
 Palmilfa Branch 
 
 Cnrictf to Chill&n 
 
 CbilUn to Taloahuano 
 
 San Koeendo to Angol 
 
 Santa F6 to Los Angeles 
 
 Angol to Traien6n 
 
 Kenaioo to Fort Victoria 
 
 Kobleria to Collipulli ■ 
 
 Chanaral to the mineral springs, Animas and Salado 
 
 .Kalo- 
 
 meters. 
 
 187.0 
 45.0 
 
 185.0 
 39.0 
 
 210.9 
 
 187.5 
 73.0 
 22.0 
 72.0 
 75.0 
 42.0 
 60.0 
 
 A-verage 
 
 cost per 
 
 kilometer 
 
 (gold). 
 
 6,842 
 
 Total coat. 
 
 $69,781 
 
 $13, 049, 473 
 
 23, 783 
 
 1. 025, 235 
 
 32,171 
 
 5, 951, 835 
 
 9,820 
 
 422, 260 
 
 28, 412 
 
 6, 994, 932 
 
 26, 436 
 
 4, 956, 750 
 
 28, 070 
 
 2, 949, 110 
 
 28, 070 
 
 617,640 
 
 55, 982 
 
 4,030.704 
 
 65,982 
 
 4, 198. 050 
 
 350, 529 
 
 Movement of passengers, freight, and baggage in 1887. 
 
 ClasHes. 
 
 Passengers. 
 
 Freight. 
 
 Valne of 
 
 Namhor. 
 
 Valne. 
 
 "Weight. 
 
 Valne. 
 
 baggage. 
 
 Yirat .r 
 
 1, 112, 597 
 802, 3li4 
 543,359 
 
 $793, 630. 25 
 638, 300. 00 
 468, 909. 05 
 
 MetiHccwt. 
 5, 026, 714 
 4, 737, 339 
 3, 637, 939 
 
 $1,114,224.46 
 1,675,518.49 
 1, 122, 943. 26 
 
 $88,308.82 
 
 
 Third 
 
 63, 925.'; 5 
 
 
 Total 1887 
 
 2,458,310 
 
 1,900,839.30 
 
 13, 401, 993 
 13, 062, 675 
 
 3, 912, 986. 21 
 3, 091, 727. 24 
 
 320, 677. 85 
 
 Total 1888 
 
 
 
 
 
 
 
 
 339,417 
 
 221, 258. 97 
 
 13,428.48 
 
 
 
 
 The total receipts of the railroads of the State in 1887 were $6,349,- 
 621.30 ; the expenses amounted to $4,197,250.66, leaving a clear gain of 
 $2,152,370.04. 
 
INTKKNATIONAI. AMEKICAN CONFEEENCE. 29 
 
 The private lines of railroads in operation are, commencing from th« 
 north: 
 
 Kilometers. 
 
 From the port of Arioa to the city of Tacna 63 
 
 From the port of Pisagua to Trea Marias, 90 kilometers, and branches to Agna 
 
 Santa and Puntunchara with sidings 106 
 
 From that of Iquique to Trea Marias, 109 kilometers, to Virginia, 31 kilometers, 82 
 
 branches to Bodegas with sidings 194 
 
 From that of Patillos to Salitrerag de Snr 93 
 
 From that of Mejillones del Sar to the Cerro Gordo mine 29 
 
 From that of Autofagasta, via Salinas el Dorado to the village of Calama, con- 
 tinuing eastward in the direction of the borate deposits of AsootSu on the 
 frontier of Bolivia, and which is to continue some kilometers into the inte- 
 rior of this state to the rich silver mine of Huanohaoa 440 
 
 From that of Taltal to Cachiyuyal or El Eefresoo 82 
 
 From that of Caldera to the city of Copiapd, branching at the mines of Puqnios 
 
 to San Antonio de Apaoheta and to Chanaroillo or Juan Godoy 242 
 
 From that of Lower to Upper Carrizal, via Baranqailla and Canto del Agua, 
 
 36 kilometers, and thence 45 more to the Cerro Blanco Mine on the east 81 
 
 From that of Coquimbo to the city of La Serena and La CompaBIa 15 
 
 From the same to the city of Ovalle with braoch to Panulcillo 123 
 
 From that of La Serena to Elqui, or to the village of Eivadavia east of the city 
 
 of Vienna 78 
 
 From that of Tongoy to the mine of Tamaya.... 55 
 
 From that of Laraquete, in the bay of Arauco, to the coal mines of Quilachau- 
 
 qnin and Maquegua 40 
 
 Total 1,641 
 
 Or 1017. 4 miles. 
 
 EAILROAD LINES UNDER CONSTKUOTION. 
 
 The Congress has recently approved a contract made by the Execu- 
 tive with Mr. Newton B. Lord for the construction of the ten lines here- 
 after mentioned upon the basis of an estimated sum. 
 
 The total cost of these works amounts to the sum of £3,542,000 ster- 
 ling, including in this sum the 13 per cent., to which the excess over the 
 value of the estimates first made amounted. 
 
 Only the lines and their distances in kilometers can be noted here, 
 and not the cost of each, because it is not yet known what changes can 
 be made, either in their length or in the al teration of the gauge from 
 wide to narrow, and vice versa. 
 
 If, for example, the line from Victoria to Osorno be taken, the cost 
 much exceeds the estimates. 
 
 The average cost per kilometer, including equipment, etc., is about 
 $27,000, more or less. Thirteen per cent, may be taken as the average 
 excess of cost over that first estimated ; thus, for instance, there are 
 lines, the actual cost of which has been 8 per cent., 13 per cent., and in 
 the case of that bet ween Ooustitucion and Talca, 28 per cent, over the 
 original estimate. 
 
30 INTERNATIONAL AMERICAN CONPEKENCE. 
 
 The following table will give the names of th -j several liues with the 
 extent of each : 
 
 KLlomet^s. 
 
 Ovalle to San Marcos 60 
 
 Vilosto lUapel and Salamauoa 128 
 
 Ligua to Calera and Cabildo 76 
 
 Santiago to Melipilla - 59 
 
 Pelequea to Peumo 35 
 
 Palmilla toAlcones 45 
 
 Constituoion to Talca 85 
 
 Coihue to Mulchen 43 
 
 Victoria to Oaomo and Valdlvia 403 
 
 Huasco to Vallenar .' 48 
 
 Total 928 
 
 Or 608.84 miles. 
 
THE RAILWAYS OF COLOMBIA. 
 
 SEPOBT OF MARTINEZ SILVA, DELEGATE FROM COLOMBIA.' 
 
 Washington, January 10, 1890. 
 Dear Sir and Friend : I send yon herewitli the information I have 
 Deen able to collect about the railroads of Colombia. I am expecting 
 a map which 1 have been advised has been sent, and when I receive it 
 I will take pleasure in forwarding it to you to illustrate the notes ap- 
 pended hereto. 
 
 Your obedient servant and friend, 
 
 Carlos Martinez Silva. 
 Mr. Juan F. Velarde, 
 
 Chairman, Committee on Railway Communication^ Present. 
 
 Railroads in Colombia. 
 
 The Eepublic of Colombia has a population of 4,000,000 inhabitants, 
 with an extent of territory of 13,310 square myriameters, ot which 
 10,354 are uncultivated. 
 
 The population is densest along the Atlantic coast, and especially in 
 the interior of the country in the high regions where the climate is mild 
 and healthy and the soil suitable for agriculture. 
 
 The highway for communication with the exterior is the Eiver Mag 
 dalena, which waters seven of the nine departments into which the Re- 
 public is divided, and empties into the Atlantic through the two mouths 
 Ceniza and Bio Yiejo. The Magdalena is navigable for vessels of smal, 
 draught (3 — 3J feet) from a little below Honda to Barranquilla. This 
 part of the river is called Lower 2Iagdalena. In the dry season its 
 waters diminish greatly, rendering navigation diflicult and even dan- 
 gerous, at least between Honda and the point called Nare. The 
 Upper Magdalena, that is to say, from Honda to its source, is also nav- 
 fgable to a great extent (between Honda and Neiva), but there the 
 scarcity of water during a large part of the year is still more noticeable, 
 which renders navigation very irregular and dependent upon circum- 
 stances. 
 
 The Magdalena being the principal highway of Colombia, and travers- 
 ing the richest and most populous departments, it is easily understood 
 that the tendency there has been to connect this ri«ver with the principal 
 
 * Original. 
 
 31 
 
32 INTERNATIONAL ^MERICiN CONFEEENCE. 
 
 centers of production and consumption. For this reason there is nothing 
 in Colombia corresponding to a railroad system; the existing lines, those 
 under construction, and those contemplated are all short, isolated, and 
 independent. 
 
 From the first the need which was most urgently felt there was that 
 of communication between the capital of the Republic (Bogotd) and the 
 Magdalena. With this in view, the construction of a railroad was 
 commenced which was to connect Girardot, a port on the Upper Mag- 
 dalena, a little above Honda, with the table-land on which Bogota is 
 situated (9,000 feet above the sea level). Of this road some 40 kilom- 
 eters are already constructed, and there remain about 45 more to be 
 built to connect it with the railroad on the plain of Bogota, between that 
 city and Facatativ4 (37J kilometers), at the branch line running south- 
 ward towards the aforesaid railroad of G-irardot. The part of this work 
 yet to be finished is relatively the most difficult and expensive, since it 
 must ascend the cordillera, which, as may be deduced from the height 
 of Bogotd, is very high and abrupt. 
 
 Even when this road is completed it will not be of great utility for 
 outside trade, since it does not avoid that part of the Magdalena which 
 is most liable to accidents and dangers on account of low water in the 
 river during a large part of the year, and since it requires a transship- 
 ment at Honda, where there is a rapid which interrupts navigation be- 
 tween the Upper and Lower Magdalena. 
 
 To partly avoid this difficulty another short line of railroad has been 
 constructed, called the Dorada (23J kilometers), between a point below 
 Honda and another above that city. 
 
 The Antioquia Railroad starts from Puerto Berrio, on the Magdalena, 
 and runs to Medellin, capital of the rich and densely populated depart- 
 ment of Antioquia. Fifty kilometers of the most difficult and expensive 
 portion have been constructed. This railroad belongs to the Govern- 
 ment of the department, which is disposed to make very liberal offers 
 for its completion. It would be a fine investnient for foreign capital. 
 
 Another very important line, and one which would yield large divi- 
 dends, would be the one which would connect the city of Bucaramanga 
 with the Eiver Magdalena. Bucaramanga is the capital of the rich and 
 industrious department of Santander. It is one of the most prosperous 
 cities of the Eepublic, and is the center of a region which produces large 
 quantities of excellent coffee. The road would be a short one, has been 
 accurately surveyed, and its construction offers no great difficulty. 
 
 Another line of railroad is that which runs irom Barranquilla, on the 
 Magdalena, to Puerto Colombia on the Atlantic (22 kilometers), which 
 is the place where to-day the greater part of the exports and imports of 
 the Eepublic are made. The construction of this railroad was made 
 necessary because the mouth of the Magdalena called Ceniza is unnav- 
 igable on account of the sand-banks formed there in the struggle be- 
 tween the waters of the river and the sea. 
 
INTERNATIONAL AMERICAN CONFERENCE. 33 
 
 Nevertheless, Puerto Colombia, is not, and never can be, a convenient 
 po!rt, because vessels have to anchor at a considerable distance from 
 the shore. 
 
 The best ports of Colombia on the Atlantic are Cartagena and Santa 
 Marta, but the latter city, once very important on account of its com- 
 munication with the Magdalena, has eventually become cut off from it. 
 A.n attempt is now being made to re-establish this communication by 
 means of a railroad of which 45 kilometers have already been built. It 
 is under the direction of a private company, backed by European capi- 
 tal. 
 
 Those just enumerated are the railroads which communicate with the 
 Magdalena. 
 ^, Completely independent of these are three others : 
 
 That of Panama, which crosses the Isthmus between Colon and Pan- 
 ama (7GJ kilometers). 
 
 That oi. Gucuta, between that city (which is the southern-most one of 
 the republic), on the frontier of Venezuela, and the river Zulia, by which 
 is exported all the coffee of that part of Colombia and the neighboring 
 states of Venezuela. It is 55 kilometers long, and is an excellent line, 
 constructed with domestic capital and by native engineers, as was also 
 that of the table-land of Bogota. 
 
 That of the Gauca, starting from the port of Buenaventura and run- 
 ning to Call, a very important city of the highly fertile valley of the 
 Gauca; 21 kilometers of this have been laid, and a European company 
 has recently taken charge of its completion. 
 
 From what has been set forth it may be concluded that what Colom- 
 bia most needs to-day is to construct or finish lines connecting Bogota 
 Bucaramanga, and Medellin with the Magdalena. A railroad which 
 would ascend this river from Cartagena to Bogota, would obviate all 
 the difficulties of that slow and uncertain navigation. The work would 
 not present serious difficulties of engineering, and would rapidly open 
 up the immense tracts situated along the river, which are exceptionally 
 fertile and rich in all kinds of woods and vegetable products. 
 
 As for a railroad to go through Colombia toward the southern repub- 
 lics, I believe that the only possible route would be that of the Lower 
 Magdalena, ascending to Bogota, crossing the eastern chain, of easy 
 access at many points, and then descending to the immense plains which 
 form the basin of the Amazon and its affluents. Such a work would be 
 colossal in its extent, and would have to be carried through a region of 
 unbroken wilderness, although of a fertility beyond belief. At all 
 events, the enterprise would be worthy of the skill and daring of the 
 people of the United States. 
 
 Oak'^os Martinez Silva, 
 
 Delegate from Golombia. 
 
 Washington, January 10, 1890. 
 
 S. Ex. 125 3 • 
 
THE RAILWAYS OP COSTA RIGA. 
 
 BEPORT OF MANUEL ABAGON, DELEGATE FROM COSTA EICA.' 
 
 Washington, January 5, 1890. 
 
 Sir : In accordance with our conversation relating to the commis- 
 sion, over which yoa preside so ably, charged with making a report to 
 the above-mentioned congress upon the railroad communications in 
 Spanish- American countries, I have the honor to transmit the following 
 data, wherein I have tried to condense the information concerning Costa 
 iiica's interests in that important question. 
 
 The Kepublic of Costa Eica is situated on the southern part of Cen- 
 tral America, between S° and 11° 16' north latitude and 81° 40' and 
 85° 40' west longitude, Greenwich meridian. Its territory covers an 
 area estimated at 25,000 square miles, and its limits are as follows : On 
 the north and east it is bound by the Eepublic of Nicaragua and the 
 Caribbean Sea; on the south and west by the Pacific Ocean and the 
 State of Panama, in the Eepublic of Colombia. 
 
 The Cordillera of the Andes passes through the country from north- 
 west to southeast, and from it are separated the mountains which cross 
 it in every direction, thus forming highlands, immense valleys, and ex- 
 tensive coasts, leaving the territory divided in three different regions: 
 the high-lauds, those lying between them, and the slopes ot the mount- 
 ains, and those formed by the coasts in extensive and extremely fertile 
 plains. 
 
 The Cordillera of the Andes bears various names in Costa Eica; a 
 part of it, called Mountain of Dota, occupies the central portion of the 
 territory ; others are named the Po^s and Barba Mountains, which 
 meet on the summits of Irazu and Turrialba and end on the Atlantic 
 coast. Those of Po4s and Barba stretch a little toward the north. On 
 the south of Turrialba and on the east of Dota rises the peak of Chir- 
 rip6, and on a line almost parallel with the littoral of the Atlantic 
 continue the mountains of Lyon (Ujnm), Pico Blanco (Kannic), Pico 
 Eovalo, and the Cordillera of Chiriqui. On the northwest side, with the 
 mountains of Po^s, follows the chain forming the hills called Los Gua- 
 tusos, Tilard.n, Cerro Pelado, Tenorio, Miravalles, Eincon de la Vieja, 
 and Orosi. Another important range extends from the mountain of 
 Herradnra and joins the great mountain of Dota on the eastern side; 
 between both points are comprised the plateaus of Turrubales, Puriscal, 
 and Candelaria. In that manner the principal altitudes of Costa Eica 
 meet together, and are divided throughout the country in numerous 
 
 * Original. 
 'a* 
 
INTERNATIONAL AMERICAN CONFERENCE. 35 
 
 and varied regions, among whicli attention must be called to the mount- 
 ain of Aguacate (formerly called Terroto), celebrated for its mineral 
 wealth, especially in gold and silver. , 
 
 The several heights referred to have been measured and the follow- 
 ing is the result : 
 
 Feet 
 (BngliBh;. 
 
 Pico Blanco 11,800 
 
 Volcano Irazu 11,500 
 
 Volcano Turrialba 11,350 
 
 Volcano Pofe 8,895 
 
 Volcano Barba 8,700 
 
 PicoRovalo 7,013 
 
 Alto Chomozo 5,265 
 
 Volcano Orosi 5,200 
 
 Miravalles 4,700 
 
 Mountain Aguacate ." 4,132 
 
 The whole territory is crossed by rivers and small streams bringing 
 fertility everywhere, and offering great inducements to various indus- 
 tries, which will find sufficient motive power in the currents for all kind 
 of machinery. 
 
 The principal rivers coursing toward the Pacific are the Tempizque, 
 which, uniting the waters from almost the entire province of Guana- 
 caste, empties into the Gulf of Nicoya. That river, like a great many 
 of its tributaries, is navigable for many miles for boats drawing 4 or 
 5 feet of water. Then comes the Barranca Eiver, which empties east of 
 Puntarenas, the Jesus-Maria Eiver, and the Eio Grande, all of which 
 empty in the same Gulf of Kicoya. The Pirris, Naranjo, Bavegre, Baru, 
 and Rio Grande de Terraba empty directly into the Pacific Ocean. The 
 Dulce, El Goto, Pavon, and other ri vers of lesser importance flow into the 
 Gulf Dnlce. The Frio Eiver, navigable to a considerable distance, emp- 
 ties into the Lake of Nicaragua at the very place where the San Juan 
 Eiver begins. The Zapatero, Viejo, Kegro, and Platanares Elvers also 
 empty in the same lake. The San Carlos and Sarapiqui are tributaries 
 of the San Juan, whose course runs between Costa Eica and Nicaragua 
 toward the Atlantic. The Sucio Eiver is divided between the Sarapiqui 
 and the Colorado, thus facilitating the communications with an exten- 
 sive territory. 
 
 In the Caribbean Sea, or of the Antilles, empties directly the Colo- 
 rado Eiver, which in its widest part receives the waters of the San 
 Juan and to its outlet on the Atlantic; the Parisimina, wherein 
 the Eeventazon empties itself, and whose source is southwest of Car- 
 tage ; the Pascuara and Matina, communicating together by great 
 creeks, and the Toro or Morin. All these rivers are situated on the 
 northern side of Port Limon, as well as the Peniteucia, Suerte, Palacio, 
 Tortuguero, and Sierpe, of smaller importance, which emjJty in a creek 
 communicating with the Sea of the Antilles at the point called Tortu- 
 guero. South of Port Limon, empty the Limon, Banana, Bananita, and 
 
36 
 
 INTERNATIONAL AMEEICAN CONFERENCE. 
 
 other shallow rivers. The Telire or Sixola Eiver passing through a 
 great tract of land, and the Tilorio or Chanquinola, celebrated under 
 the name of the Estrella Eiver, empty in a more southerly direc- 
 tion after irrigating with its numerous tributaries the important terri- 
 tory of Talamauca. The Bananas, Barras, Rovalo, and other rivers of 
 little consequence empty in Admiral Bay.* 
 
 The climate of Costa Eica is remarkably mild and healthful. There 
 is no extreme heat or cold, neither are there endemic or virulent dis- 
 eases. The mean temperature in the high-lands is from 14° to 20° 
 centigrade, and from 20° to 26° on the coast.f 
 
 It can be said that there are but two seasons ; the dry one and the rainy 
 one. The first is from November to May ; in the latter the rain gener- 
 ally begins and lasts until ITovember. . In either of those seasons the 
 sun rises, with a difference of a few minutes, at six in the morning and 
 sets about the same time in the evening. 
 
 Storms, cyclones, and hurricanes, which in other localities cause so 
 much damage, are unknown in Costa Eica, nor is there any danger of 
 inundations on account of the heavy rains, owing to the ijeculiar con- 
 figuration of the country. 
 
 The present population of the Eepublic, according to the report of 
 the Bureau of Statistics for 1888, is 205,000 inhabitants of European 
 origin ; the homogeneity of the white race of Spanish descent being 
 very notable. There are neither negroes nor Asiatics, and the Indians are 
 in so small a proportion that they are not considered important enough 
 to be mentioned in the census. The number of foreigners residing in 
 the country can be estimated at 8,000, and is composed mostly of 
 Germans, French, English, and North America.us. 
 
 The principal port of Costa Eica on the Atlantic is Limon, situated 
 about 10° north latitude, and 83° 4' west longitude, Greenwich merid- 
 ian. On the Pacific the principal port is Puntarenas, on the Gulf of 
 Nicoya, and is also about 9° 58' north latitude by 84° 46' of same longi- 
 tude ; the distance, therefore, in a straight line between the two ports 
 being 1° 42', or from 102 to 103 geographical miles. 
 
 The Eepublic is divided into five provinces and two comarcas. and the 
 principal cities are situated as follows : 
 
 Provincea. 
 
 San Job6 
 
 Cartago 
 
 Heretua 
 
 Alajaela 
 
 Guanacasto — 
 
 Comarcas : 
 Puntarenas 
 Limon 
 
 Cities, 
 
 San Jos6,-. 
 
 Cartafio 
 
 Heredia ... 
 Alajuela ... 
 Liberia 
 
 Puntarenas 
 Limon 
 
 - * Costa Eica in 1886, by J. B. Calvo. 
 t Costa Eica j au Future, by PauPBioUey. 
 
 Latitude 
 ncrtli. 
 
 Longi- 
 tudewest. 
 
 o // 
 
 o // 
 
 9 56 
 9 6t, 
 9 50 
 9 59 
 .10 32 
 
 84 6 
 
 83 68 
 849 
 
 84 15 
 
 85 15 
 
 9 58 
 10 
 
 84 46 
 83 4 
 
INTERNATIONAL AMERICAN CONFERENCE. 37 
 
 The cities of Alajuela and of Heredia are northeast of San Jos6, at 
 a distance of 7 and 14 miles (English) respectively ; and Oartago, south- 
 east of the above-mentioned city of San Jos6. 
 
 These cities are the most important of Oosta Rica, and their heights 
 above sea-level are as follows : 
 
 Feet. 
 
 San Jos6 3,868 
 
 Cfirtago 4,930 
 
 Heredia 3,786 
 
 Alajuela. .'. 3,001 
 
 From the total of the population corresponding to each of the prov- 
 inces, according to the division previously made, the number of inhabi- 
 tants is as follows : 
 
 San.Tosd 64,000 
 
 Alajuela 51,000 
 
 Cartago 34,000 
 
 Heredia 29,500 
 
 Gnanacaste 16, 000 
 
 Puntarenas 8,500 
 
 Limon 2,000 
 
 The principal products of Oosta Eica consist in coffee, dye and cab- 
 inet woods, bananas and other fruits, hides, skins, mother-of-pearl, 
 sarsaparilla, cocoa-nuts, etc. 
 
 The value of the importations of foreign merchandise in 1888 amounted 
 to $5,203,000, corresponding to an average of $25.30 for every inhabitant; 
 and the exportations during the same year were $5,714,000, or an aver- 
 age of $27.87 per capita. 
 
 Of the value of the importations, those from the United States rep- 
 resent a sum of $1,794,000, equal to about 33J per cent, of the whole 
 importations ; and the value of the exportations to the United States 
 was $2,077,000, or about 36J per cent, of the total value of the exported 
 products. 
 
 The Importations from the United States to Costa Eica consist mainly 
 in cotton goods, tools, machinery, and provisions. The exportations 
 from the latter to the former are principally coffee, fruits, hides, skins, 
 and India rubber. 
 
 The national revenues in 1888 amounted to $3,687,595, a sum which, 
 divided among the population according to the calculation made, gives 
 an approximate contribution of $18 per inhabitant. 
 
 The roads in Costa Eica are national and municipal. The national 
 are those which communicate with the principal centers of population, 
 and the latter with the ports of entry. Their construction and mainte- 
 nance are paid out of appropriations made by the state, and for this 
 reason are controlled by the Minister of Foraento. The municipal roads 
 are those which connect the smaller populations with the larger ones 
 or with the principal cities, and extend their branches in every inhabited 
 or producing locality. These roads, for the most part, are splendidly 
 built, and would be thought admirable everywhere. 
 
38 INTERNATIONAL AMERICAN CONFERENCE. 
 
 The cities of Cartago, San Jos6, Heredia, and Alajuela, besides their 
 extensive and contiguous roads and national highways, connect with 
 each other by railroad, and the trains, at present, make three regular 
 daily trips between the '28 miles which separate the former from the 
 latter cities. 
 
 The railroad called the Atlantic line, starts westward from Port Li- 
 mon and arrives at Eeventazon, thence branches off in two directions, 
 one southwest, to connect with the Central Railroad running between 
 Cartago and Alajuela already referred to; and the other, going north- 
 west, crosses the fertile plains of Santa Clara and, for the present, ter- 
 minates at Carillo. The plain of Santa Clara contains a great number 
 of valuable banana plantations, stock farms, etc.; the same can be said 
 of the Valley of Matina, west of it, and the favorable locality for the 
 cultivation of cacao, which produces a crop of excellent quality. 
 
 The length of the railroad from Limon to Cartago is 95 miles, and 
 from Limon to Carillo about 72 miles, due, in both cases, to the sin- 
 uosities of the ground near the ascent toward the interior. 
 
 From Cartago to Puntarenas, on the Pacific, there is a magnificent 
 national highway, very uneven at the part crossing the summit of the 
 mountain of Aguacate, but which continues in that direction for the 
 purpose of maintaining easy communications with the rich gold and 
 silver mines that are exploited in that mountain so favored with great 
 mineral wealth. The height of the summit of that mountain, where 
 the road referred to crosses it, is 4,132 feet above sea-level. There is 
 between Alauela and Puntarenas quite a number of small popula 
 tions, and, among them, three important towns, such as Atenas, situated 
 at 2,380 feet above the sea ; San Mateo, at 1,050 feet, and Esparta, at 
 718 feet. 
 
 From Esparta to Puntarenas, besides the highway the first sectioc 
 of 14 miles of the railroad of the Pacific line has been constructed and 
 is now in operation. 
 
 From Esparta to San Mateo the distance will be 12 miles ) the sami 
 from San Mateo to Atenas, and from Atenas to Alajuela. The tota» 
 number of miles of the highway from the latter city to the above-men- 
 tioned port is over 50 miles long on account of the uneven road across 
 the mountains. 
 
 There is another highway which had been very important for the com- 
 munications with Limon by the railroad ending at Carillo. It is the one 
 starting from San Jos6 in the direction of La Palma, crosses that height 
 at 5,000 feet above the sea, and descends to Carillo, which is only 1,400 
 feet high. That highway is 25 miles long, and it must be observed 
 that in a distance of 17J miles separating the two places referred to 
 the difference of the level between both is 3,600 feet. 
 
 There was always a project of an interoceanic railroad. The na- 
 tional congress made an appropriation of $25,000 for a final survey of 
 the part to be built between Alajuela and Esparta, and the Govern- 
 
INTERNATIONAL AMERICAN CONFERENCE. 39 
 
 ment received proposals for its construction. It is also intended to 
 build a branch to the port of Tivives, though not a port of entry, but 
 which could be made one, owing to its excellent conditions of security 
 and for its facilities. 
 
 A new railroad is nearly completed, which is to run across the regions 
 of the country that excite the most the desires of the settlers on account 
 of the great abundance of beautiful cabinet woods, dye-woods, and 
 timber to be found in those localities, as well as for the richness of the 
 soil for agricultural pursuits. That line is to start from .limenez, on the 
 Atlantic Railroad, nearly 10° 10' north latitude, and 83° 45' west longi- 
 tude, Greenwich meridian ; taking a north-northwest direction, it will 
 cross the Sarapiqui River at the point called Bl Muelle, or at another 
 more or less immediate ; thence taJiing a northwest direction it will 
 continue to the Frio Eiver at its entrance on the Nicaraguau territory. 
 
 This new road will open, as already stated, one of the richest regions 
 of the country, and though the hope that the interoceanic canal may 
 be constructed within a few years, or that the realization of that great 
 enterprise may be delayed longer, the railway from Jimenez to Frio 
 River will give life to and develop many important undertakings. Even 
 supposing that the lands should not be, as they are in reality, adapted 
 to every kind of cultivation, the fact alone of facilitating the exploita- 
 tion of the forests which, to-day, contain an immense amount of India 
 rubber and other trees of different speCies, as already said, would justify 
 the efforts made by the Government for the construction of the line 
 alluded to. 
 
 Upon the accompanying map has been marked, in black, the proba- 
 ble direction which the said railroad shall follow. Its length will be 
 about 80 or 90 miles from its starting-point. 
 
 The land communication with Nicaragua begins at a place called La 
 Barranca, close by Esparza; crosses the entire Province of Guanacaste, 
 a distance of 90 or 100 miles, and, though in the dry season the traffic 
 is made by carts, during the rainy one it can only be carried by means 
 of beasts of burden, owing to the even surface of the road, which does 
 not give to the waters a sufficient incline to run off, nor absorb them 
 quickly enough to make it passable. 
 
 In a southwest direction, starting from Gandelaria, south of San Jos6, 
 and partly following the Pacific coast, there is a bridle-path that passes 
 through the land occ ipied by the native population of Terraba and 
 Boruca, and ends on the Colombian frontier. The length of that path, 
 crossing through places almost depopulated, added to the facilities of 
 communication by steam with Panama, causes the traffic to be made by 
 sea to Colombia instead of by the road referred to. 
 
 There is a path which starts from Angostura, east of Cartago. and 
 leads to the localities southeast of the territory inhabited by the In- 
 dians of Talamanca, who use it only on account of its being more easy 
 and accessible to those distant regions by way of Limori and Puerto 
 
40 INTERNATIONAL AMERICAN CONFERENCE. 
 
 Viejo (Old Harbor), being near that point, and with which they com- 
 municate by a bridle path. 
 
 The distance of the railroad from the Atlantic to the frontier of Co- 
 lombia, can be calculated at 120 miles in a direct line ; but, were it 
 a questioa of a railroad between both places, the length could not bo 
 estimated at less than 150 miles, owing to the configuration of the land 
 and to the consequent deviation from the straight line, 
 
 PROJECT OF A RAILROAD THROUGH THE LENGTH OP THE COUNTRY. 
 
 From the preceding remarks, it is clearly seen that the railways con- 
 structed in Costa Eica follow a transversal direction from the one to be 
 taken by the projected line lengthwise of the continent, and that only 
 the road from Jimenez to the Frio Kiver could form a part of that 
 great line if, touching it on the Costa Rican territory on the northern 
 frontier, it was directed or laid toward the Frio Eiver ; but, as the 
 railway system in Nicaragua tends toward Granada, it can not be indif- 
 ferent to that republic to connect the city of Uivas with that railroad, 
 it is natural to suppose that, in such a case, the line would reach Costa 
 Rica west of the Lake of Nicaragua, and the track run south, more or 
 less parallel with the shore of said lake and join the road of Jimenez 
 to the Frio River. 
 
 But leaving the latter supposition and taking for granted that from 
 tlie northern shore of the above mentioned lake, the railroad shall pass 
 south of Costa Rica, that Republic would see with great interest the 
 Intel-continental road cross the territory of Guatusos to its connection 
 with the Jimenez and Frio River line branch, already referred to, on ac- 
 count of the immense advantages to be derived from the opening oi 
 these extensive and rich lands. Besides the economy of construction, 
 the enterprise would find ample means of sustenance, according to the 
 natural features of the soil, all offering every desirable condition as to 
 the cost, as well as to the interests it would develop. 
 
 The extension of that part of the road, about 60 or 65 miles, would 
 give an impulse to all the natural resources, as well as to a thousand 
 various undertakings that would be started, not only on the plains of 
 Guatusos, but also oq those of San Carlos, to which would be added the 
 movement of the great interests already existing in the region of Santa 
 Clara. By that connection, the expenses of the construction of about 
 80 miles of the proposed transcontinental railway would be more 
 economical. 
 
 Supposing the above idea be accepted, and establishing Matina as 
 the starting point south, the southeast line would extend about 120 
 miles toward the frontier of Colombia and pass through very fertile 
 lands, where there is an abundance of timber, lirush-woods, etc., and a 
 great variety of minerals. It results, therefore, that the railroad from 
 the limit of Nicaragua, following the Atlantic coast to the frontier of 
 
mTERNATIONAL AlMERICAN CONFERENCE. 41 
 
 Colombia, would cross the territory of Costa Eica on a line of about 200 
 or 220 miles long, 
 
 A similar project, to be realized on the Pacific side, would include 
 something like 50 miles more than the preceding one; that is to say, 
 between 250 and 260 miles in length, and much nearer to the Pacific 
 coast, so aa to follow it almost on a parallel line, but it would not pass 
 through such rich localities, nor offer . such a bright future like those 
 above mentioned. 
 
 I considered proper to transmit to you the data contained in this com- 
 munication, bearing upon the topography of the country, so as to convey 
 an idea of the position of the Cordilleras and principal mountains, in 
 order that their configuration may be well understood ; and by this 
 means help to decide upon the most convenient line for the projected 
 transcontinental railroad passing through the Costa Eican territory. 
 In the same manner I have thought useful to furnish the statistics in 
 this report, as they indicate with sufficient correctness the resources 
 upon which the Eepublic relies today. From them, therefore, it will 
 be easy to judge of the development they would receive in a given time, 
 impelled forward by an enterprise of such magnitude. In regard to the 
 position of the existing railroad lines, the accompanying map will help 
 to show it. 
 
 There remains but one more observation, and it refers to the number 
 of inhabitants in Costa Eica, which has been calculated upon the most 
 exact figures furnished by the Bureau of Statistics ; and, as you are 
 well aware in making a census there are often many errors, owing 
 sometimes to unavoidable omissions, that of Costa Eica, being made 
 quite a long time ago, does not contain the indigenous population ; 
 nor has another edition been published for some years past to make the 
 necessary corrections. For this reason the actual population is estimated 
 at not less than 225,000 inhabitants, according to the opinion of various 
 writers well acquainted with the country ; still, it ought to be estimated 
 higher if the relation which always exists between the total of inhabit- 
 ants and the number of soldiers and that of children attending schools 
 is taken into consideration. 
 
 Ill the hope that what precedes will prove of some use to you, I have 
 the honor to be, sir, 
 
 Eespectfully, your obedient servant, 
 
 Manuel Akag6n. 
 
 Hon. Sr. Don Jtjan F. Velarde, 
 Delegate from Bolivia to the 
 
 International American Congress, present. 
 
 Washington, January 13, 1890. 
 Sir : In answer to your favor of the 7th instant, I have a great pleas- 
 ure in transmitting herewith the information you were pleased to in- 
 
42 INTEENATIONAJ. AMERICAN CONFEEENCE. 
 
 dicate, tlius supplementing that contained in my communication of the 
 5th instant. 
 
 The cost of constructing railroads in Costa Rica varies, of course, 
 according to the conditions of the lands they have to pass through, the 
 value of private property to be expropriated, and the topographical difft- 
 culties to overcome in different places; but judging from past experi- 
 ence the highest cost could be estimated, at the most, between $60,000 
 and $70,000 per mile, equipped with its corresponding rolling-stock, 
 machine shops, and other necessary appurtenances. It must be observed 
 that the present lines cross the Cordillera, and that until now none has 
 been constrncted running parallel to it. 
 
 The general trafQc at the ports of the Republic, taking as a basis the 
 quantity of imported merchandise and exported products, not only 
 in the rough weight, but also in the bulk or capacity as when re- 
 ceived on board the vessels, could be estimated at, 66,500 tons, and 
 the traflac of the interior, though its importance is not entered on the 
 offlcial records, could be put at 40,700 tons. 
 
 About 50,000 tons of the general trafiQc are carried by the Atlantic 
 Railroad, and should it increase in proportion to the progressive de- 
 velopment of the country during the past live years it can be expected 
 that within the same lapse of time it will augment at least 40 per cent, 
 of its actual importance. 
 
 The freight per ton by the line above mentioned is $17 in American 
 gold. 
 
 The earnings from the freight and passengers deducted from the 
 corresponding expenses give an annual profit of over 10 per cent, on 
 the invested capital. 
 
 I have the honor to remain, sir, your obedient servant, 
 
 Manuel AeagkSn. 
 
 Hon. Sr. Dn. Juan F. Velarde, 
 
 Delegate from Bolivia to the 
 
 International American Congress, present. 
 
THE RAILROADS OF ECUADOR 
 
 BEFOBT OF MB. J. M. P. CAAMANO. 
 
 My Very Distinguished Friend and Colleague : 
 
 In accordance with yoar request that the various Delegates compos- 
 ing the Committee on Railroads furnish some data relative to railroads 
 in their respective countries, 1 have the honor to give the following : 
 
 The construction of railroads in Ecuador began in 1872 under the ad- 
 ministration of Mr. Garcia Moreno by commencing the road of Yagua- 
 chi, to place the coast provinces in connection with the capital of the 
 Eepublicand the provinces to the east and north of Guayaquil. Various 
 difficulties made this work slow, and during said administration up to 
 1875 about 70 kilometers, to a point called " Barraganetal," were built. 
 Afterwards, during the administration of Presidents Barrero and Vein- 
 timilla, the same line was extended to the vicinity of the Chimbo Eiver 
 that marks the limits of the coast lauds and the beginning of the Cordil- 
 leras of the Andes. Later on, and under the administration of the under- 
 signed, work was renewed on the line from February, 1884, to June, 
 1888, by virtue of a contract entered into with Mr. Marcus J. Kelly and 
 by the executive power, and approved by Congress in 1885; according 
 to which, 82 additional kilometers were to be constructed from Chimbo 
 to Sibambe. 
 
 The contractor has encountered many obstacles, the principal' one 
 being lack of laborers; for Ecuador has only a population of 1,500,000 
 inhabitants ; and as the agricultural industry absorbs most of the work- 
 men, it is difScult to find any considerable number of hands. At the 
 commencement, the contractor associated with him some Guayaquil- 
 ian capitalists, and with them secured a loan in Europe ; but this loan 
 has not proved sufficient, and to-day they are making arrangements 
 to overcome all obstacles and liuish the contract. The road being once 
 finished to Sibambe, and the serious difficulty of passing over the west- 
 ern range of the Cordillera surmounted, the prolongation of the line 
 some 300 kilometers, more or less, to the capital is very practicable. 
 
 A syndicate of European capitalists have made a proposal to the Gov- 
 ernment, which, among other things, contemplates the finishing of the 
 railroad alluded to, not only to the capital but to Tbarra, an important 
 city situated about 90 miles to the north of Quito. 
 
 It is not possible for me to assure you that this proposed plan will be 
 realized ; but I know that the President, devotedly interested in the 
 progress of the country, has called an extra session of C()ngress that 
 
 43 
 
44 , INTERNATIONAI, AMERICAN CONFERENCE. 
 
 ■will assemble on the 15tli of May and will interest itself principally in 
 this matter. 
 
 From Sibambe to Quito and thence to Tbarra this line will encounter 
 less difiaculties to construct; because in the provinces of the interior 
 the climate is healthy, and it is easy to obtain workmen. Moreover, 
 wages are very low, and the railroad can take in its line some sections 
 of a wagon road we have, having a length of some 200 kilometers. This 
 wagon road,on accountof its width, accommodation, and one hundred and 
 sixteen bridges (among them are tr ne works of art), it can be said, is one of 
 the best roads in the world. There are a number of contractors ready to 
 undertake the construction of a road from Sibambe to Quito, and I have 
 no doubt but that a contract will be made before the conclusion of the 
 year. This line would open up a wide field for the development of fer- 
 tile lands, and very rich are those lying between the two ranges of the 
 Cordilleras. This section is the center of a population noted for agri- 
 cultural pursuits, and comprising such towns as Alausi, Ghimbo, Guar- 
 anda, Eiobamba, Guano, Colta, Ambato, Pelileo, Patate, Pillaro, San- 
 Miguel, Satacunga, Machachi, Ohillo, Quito, Uotocollas, Pomasqui, 
 Puembo, Tumbaco, Otavalo, and Ybarra. 
 
 There are about 100 kilometers of railroad constructed up to date in 
 this line, the most important of all. 
 
 Between Chimbo and Sibambe the greatest difficulty is encountered 
 in constructing the railroad of the south ; because there must be passed 
 over a great part of the western chain of the Andes, and the road must 
 climb up to an elevation of 3,000 meters in a distance of about 50 kilo- 
 meters; for which it has been necessary to attain a grade of 82, cross- 
 ing over enormous precipices, rocks, and wide rivers. This accounts for 
 the slowness in carrying on such a collossal work that rivals or exceeds, 
 perhaps, the road built on the lands of Oroya in Peru. 
 
 In order to comprehend the magnitude of those obstacles, it is suf- 
 ficient to state that the contract with Mr. Kelly was fixed at $145,000 
 per league, and this sum, although seemingly high, does not cover the 
 expenses of construction, according to documents and publications I 
 have among my papers. 
 
 On the 9th, of April, 1884, the Ecuadorian Congress made a law 
 authorizing the executive power to appropriate $300,000 for the con- 
 struction of a railroad of Manabi, a province of the Pacific coast, and 
 in August, 1887, a contract was made with Mr. Ignacia Palao to con- 
 struct said line, which to-day is being built, with strong subsidies 
 which the Government gives, and a loan obtained from European capi- 
 talists. This road commences from the bay of Caraquez, and crosses a 
 region of exhuberant fertility, and has but little obstacles along the 
 proposed route. The length of the road will be 400 kilometers, more or 
 less, and connects the rich and industrious province of Manibi with the 
 capital of the Republic. 
 
 The province of Eios, Guayas, and Bsmeraldas are washed by a net- 
 
mTERNATIONAL AMEKICAN CONFERENCE. 45 
 
 work of large and small rivers, the greater part of them uavigable ; and 
 their valuable products are carried by a large number of steamers that 
 ascend these rivers to points that seem almost inaccessible. The laws 
 of the country that open up the country and give facilities have served as 
 a stimulus for various companies ; and these, due to keeu competition, 
 have so lowered the rates on freight and passengers as to come within 
 reach of all; thus giving an accommodating, quick, and cheap service. 
 Notwithstanding this condition of affairs, a contract was awarded to 
 Mr. Joseph Theakston to build railroads in the province of Rios in order 
 to give a greater facility of communications, and for the transportation 
 of fruits, among them being that of cacao, which iu this province alone 
 amounts to some millions annually. 
 
 In March, 1884, another concession was given to Mr. Antonio Meina to 
 build a railroad between the cities of Machala and Oueuca, and which is 
 about 180 kilometers in length. To-day, this contract is ia the hands 
 of the family of Mr. Juan B. D4villa, whose heirs are endeavoring to 
 arrange amicably the difficulties that had arisen, due to the recent de- 
 mise of the contractor. This line shall pass through Azogues and join 
 the three provinces of Ora, Oanar, and Azuay In May of the same 
 year, a concession was also made to Messrs. Munoz and Wilczynska for 
 the construction of another line between Santa Eosa and Zaruma, dis- 
 tricts in the province of Oro. The length of this road is only 40 kilo- 
 meters, but it runs th.rough the rich mineral districts of Zaruma whose 
 ore is of high fineness, and employs the work of a multitude of mining 
 enterprises that are constantly being established with native and foreign 
 capital, under the sanction of the most liberal mining laws, that I had 
 the satisfaction to approve in August, 1886. 
 
 About the middle of the year 1887 a contract was made with Mr. 
 Marcus J. Kelly to establish a railroad between Duran and Yaguachi. 
 It is about 22 kilometers long. It is finished and in running operation, 
 costing $650,000. 
 
 In the same year Mr. Francisco Wyte Wiswell made a contract to 
 build a railroad between Ybarra and Pailon, in the province of Esmer- 
 aldas. This road is from 110 to 125 kilometers long; and if it should 
 be built, or better, I should say, when it is built, will give an outlet for 
 the valuable products of the provinces of Ymbabura and Carchi that are 
 situated on the boundaries of Colombia. 
 
 As a counterbalance to the material obstacles that the accidents of 
 the land in Ecuador present for the construction of railroads, we have, 
 on the other hand, the advantages that our forests abound in indestruct- 
 able woods for railroad ties and other things ; that the narrow-gauge 
 system is adopted, and that in our contracts we cede lands of the first 
 quality and large area, and that our laws accord protection and privi 
 leges of positive importance. 
 
 The present epoch of peace that the country enjoys, the path of prog- 
 ress that its able ruler follows, and the foreign credit which undoubt- 
 
46 INTERNATIONAL AMEEICAN CONPEKENCE. 
 
 edly shall remain solidif.ed by the legislature, which for that object is 
 going to assemble, leads us to hope with foundation that the public 
 works initiated by the precediug administration will be carried out and 
 new ones inaugurated in accordance with the demands of the present 
 century, in which the prosperity of the people spreads itself on wings 
 of electricity and carries forward its march by means of railroads. 
 Tour obedient servant and friend, 
 
 J. M. P. Oaamano. 
 Hon. Mr. J. P. Velakde. 
 
THE RAILWAYS OF GUATEMALA. 
 
 bepost of febnando cbuz, delegate from guatemala. 
 Memorandum op Eailkoads in the Eepublic of Guatemala. 
 
 There are only two lines constructed and in actual operation in Guate- 
 mala : that which starts from the capital and terminates at the port of 
 San Jos6, and that which connects the city of Eetalhuleu with the port of 
 Champerico. The first is 70 miles long, and is owned by a North Amer- 
 ican syndicate. Negotiations are now pending looking to its purchase 
 by the Government. The extent of the second is 27 miles; it belongs to 
 Guatemalan capitalists. 
 
 Some time since a contract was made for a branch line, which, start- 
 ing from Old Guatemala, would unite with the aforementioned lines. 
 The company commenced the work, but it is now paralyzed. 
 
 The greatest work which the Eepublic has in view is the construc- 
 tion of the Northern Eailroad, which will begin at the capital and end 
 at the Bay of Santo Tomas on the Atlantic, crossing through extensive 
 territories, fertile and rich in natural products, and providing the im- 
 portant cities and agricultural centers of the country with a natural 
 road, short and cheap, for the commerce of Europe and the United 
 States. This line, connecting with that from Guatemala to San Jos6, 
 will constitute a great interoceanic road. Its total cost is calculated at 
 from $8,000,000 to $9,000,000. The Government has already contracted 
 with a French syndicate for its construction, but it is not yet known if 
 this syndicate can carry out its agreements. 
 
 The Northern Eailway constructed, its most important branches will 
 be to Santa Ana, in the Eepublic of Salvador, furnishing an outlet by 
 the Atlantic for the fruits which that country produces ; to Mazate- 
 nango or Eetalhuleu, in the western district, to connect the most valu- 
 able agricultural belts of the Eepublic with the interoceanic line ; to 
 t/obau, on the northern coast, an important coffee center; and to the 
 >japitals of the eastern districts. 
 
 Other important lines would be those which should connect the Port 
 'of Ocos with the agricultural centers of Costa Grande, and Cuca, of 
 Tumbador, and of San Marcos in the western districts. 
 
 We might connect with Mexico by means of a railroad run by way of 
 the Pacific coast to the frontier of both Kepublics, One which should 
 
 47 
 
48 INTEKNATIONAL AMEEICAN CONF.EKENCE. 
 
 be built crossing the extensive and sterile district of Peten would be 
 enormously expensive and of difiBcult execution. 
 
 A line which should connect us with the Eepublic of Honduras, be- 
 sides being unprofitable, would be difScult and costly. 
 
 The other railroads which the country needs for its development are 
 of less importance than those here indicated. 
 
 Fernando Oeuz. 
 
THE RAILWAYS OP HONDURAS. 
 
 REPORT OF JEKONIMO ZELA.YA, DELEGATE FROM HONDURAS.* 
 
 Washington, D. C, January 12, 1890. 
 
 Esteemed Colleague : It gives me pleasure to reply to your polite 
 request by furnishing you with information relative to Honduras de- 
 sired by the Railroad Committee, of which you are chairman. 
 
 Honduras is situated between the thirteenth and sixteenth parallels 
 of north latitude, haviag 250 miles of coast on the Atlantic, and 60 on 
 the Pacific, with magnificent harbors on both oceans. Being favored 
 with peculiar advantages for the construction of an interoceanic rail- 
 road, gifted with a healthy climate, and possessing varied and abun- 
 dant natural resources, it finds itself in circumstances exceptionally fav- 
 orable for establishing with all the countries of America, and even with 
 the whole world, a commerce of the greatest importance. 
 
 Honduras is truly rich in useful and precious metals, in extensive and 
 fertile farming lands, in lumber for building and cabinet work, and in 
 textile and medicinal plants. 
 
 The government of Honduras, being convinced that the best means 
 for developing the country would be to traverse it by an interoceanic 
 railroad, attempted its construction as much as thirty years ago. Kot 
 being able to organize a company in this country, it at length contracted 
 in England a debt of $5,000,000 for the execution of a third part of 
 the work, mortgaging the road itself and the government lands. In 
 October, 1868, the work was formally commenced at Puerto Cortez ; 
 but scarcely had 50 miles of the road been laid, at a probable cost of 
 a million and a half at the most, when Honduras, the victim of 
 wretched management, found herself defrauded of the remaining mil- 
 lions, and indebted without the power of prosecuting the work. Since 
 then other endeavors have been made to arrange the debt in England, 
 and secure the continuance of the railroad, but these efforts have been 
 of little avail, and at the present date Honduras possesses only her 
 hopes for the future and 38 miles of railroad in actual operation, since 
 the remaining 13 miles became useless, owing to the destruction of an 
 iron bridge over the Chamelicon Eiver, and to-day sleepers and rails 
 lie buried beneath the grass. 
 
 The interoceanic railroad projected between the Bay of Honduras, on 
 the Atlantic, and the Bay of Ponseca, on the Pacific, will be 200 miles 
 
 * Translation. 
 S. Ex. 125 i • 49 
 
50 INTERNATIONAL AMEEICAN CONFERENCE, 
 
 long, and have, at the center, a maximnni elevation of 2,850 feet, or a 
 grade of 29 feet to the mile, rather less than 1 in a 100. This favor- 
 able circumstance is due to a break at this point in the Cordillera 
 of the Andes, and to the fact that a chain of rich and fertile valleys ex- 
 tends from north to south, thus materially facilitating the performance 
 of the work, and insuring the success of the enterprise. 
 
 The road is to-day in the hands of Mr. Kraft, of Puerto Oortez, who 
 leased it from the goverment for thirty years, five of which have already 
 passed. This gentleman keeps the existing lines in operation, and ob- 
 tains from the traffic between Puerto Cortez and San Pedro Sula a 
 monthly return of about $1,250. In case of the organization of a com- 
 pany to continue the road, Mr. Kraft will offer Jio objections. 
 
 The diagrams, profiles, and other details relating to the road will be 
 found explained in the work of G-. S. Squier, entitled " Notes on Central 
 America," and may perhaps be found also in the archives of the State 
 Department. 
 
 Another railroad from Puerto Cortez to Truxillo, 150 miles in length 
 and parallel to the Atlantic coast, has been commenced on account of 
 its obviously great importance to the development of the country. 
 The principal objects of this road are the exploitation of valuable 
 woods and the advancement of agricultural industry in the northern 
 part of Honduras. For the construction of this road the government 
 has made a liberal concession to Mr. S. B. McConnico, general agent in 
 New Orleans, of the Illinois Central. It is to be hoped that the con- 
 cessionary will avail himself of this grant, and construct the road withjn 
 the time specified. 
 
 There is also a^railroad projected, but not yet commenced, which is 
 to unite the port of San Lorenzo, in Ponseca Bay, with Tegucigalpa, the 
 capital and commercial and mining center of the Eepublic. This line 
 will be over 100 miles in length, and, compared with those heretofore 
 described, will be relatively costly. The annual imports and exports 
 of Honduras are as follows : 
 
 IMPORTS. 
 
 Packages. 
 
 For the the Paoiflc, Port of Amapala (7,389,707 pounds) 59, 192 
 
 For the Atlantic : 
 
 Port of Cortez 31,8P9 
 
 Eoatan y Ulila (7,347;745 pounds) 16, 580 
 
 Trnjillo 23,168 
 
 Total 71,647 
 
 EXPORTS. 
 
 For thePaoiQc $1,805,378.3? 
 
 For the Atlantic 1,271,114.88 
 
 Total ,., 3,076,493.81 
 
INTERNATIONAL AMERICAN CONFERENCE. 51 
 
 Of which $1,500,000 are exported to the United States in silver and 
 gold, and $1,000,000 in fruits, lumber, India rubber, and sarsaparilla. 
 
 The maritime movement of the ports is as follows : In service on the 
 Pacific, 11 steamers and 12 sailing vessels ; on the Atlantic, 34 steamers 
 and 44 sailing vessels. 
 
 Which figures, relating to the past fi.scal year, clearly show that dur- 
 ing the construction of the railroads above mentioned, and especially of 
 the iuteroceanic one, a large traflQc between the ports and the interior 
 of the country would be developed, proportionate to the immense nat- 
 ural wealth of the country, which is at present lying undeveloped. 
 
 Moreover, it should be taken into consideration that once iuteroceanic 
 communication is established across Honduras it would serve for gen- 
 eral transportation, competing successfully with Panama, especially 
 with places north of the equator, such as San Francisco and N^ew Or- 
 leans, or New York and San Francisco. 
 
 Appended will be found a map of Honduras, which, although imper- 
 fect in detail, is sufficiently correct as a whole. There is noc yet a 
 complete map of the country drawn with scientific precision; but, hav- 
 ing taken the limits of the coast from the United States hydrographic 
 charts, and the border lines of the adjoining Republics, which have 
 been well laid down, the details were filled in by means of observations 
 made by experienced travelers. 
 
 "With expressions of sincere esteem, I am, your obedient, 
 
 Jbronimo Zblaya. 
 
 Hon. J. F. Velarde, 
 
 Delegate from Bolivia, and Ohairman Committee on Railroads . 
 
THE RAILWAYS OF MEXICO. 
 
 The Mexican system of railroads since the completion of a line from 
 Vera Cruz to the City of Mexico, with a branch to the city of Puebla, 
 has been greatly developed, The country is now pretty well inter- 
 sected by railways, and their construction is being rapidly pushed for- 
 ward. In a short time Mexico will possess a net-work of railroads that 
 must materially develop her vast natural wealth. 
 
 In 1879, there were only 372 miles of railway. From 1880 to 1884 the 
 construction of new lines may be said to have been rather too rapid. In 
 1883 the number of miles existing was a little over 3,800. 
 
 In 1886 there were in operation about 3,725 miles of railroads. 
 
 In 1887 there were open for traffic 3,870 miles besides 92 miles of city 
 or suburban lines, altogether 3,962 miles. 
 
 The Mexican minister, Senor Don Matias Eomero, in a letter on the 
 railroads of his country, dated April 30, 1890, says : 
 
 The only data whicli I can give you on the subject is the inclosed list, showing the 
 number of kilometers of each line constructed. The President in his address to the 
 Congress on the 1st instant, stated that Mexico has 8,850 kilometers of railroads. 
 
 All of the railway lines are subsidized, excepting the International Eailroad. 
 
 List of railroads in Mexico. 
 
 Mexican Central Railroad (broad gaiigo) : KUometeiB. 
 
 Mexico to Paso del Norte 1, 970 
 
 Tampioo to San fcnis 442 
 
 Silao to Guanajuato 23 
 
 Soledad to San Luis 6 
 
 San Luis to Guaristemba 25 
 
 Agnas Calientes to San Luis 210 
 
 Irapuato to Guadalajara 260 
 
 Marques to Zimapau 24 
 
 2, <J60 
 
 Mexican National Eailroad (narrow gauge) : 
 
 Mexico City to Laredo 1 , 351 
 
 Acambaro to Morelaia 02 
 
 Morelia to Patzcuaro ; (52 
 
 Mexico City to El Salto 67 
 
 Manzanillo to Armeria 45 
 
 Zacateoas to Ojo Caliente 47 
 
 Matamoros to San Miguel 20 
 
 1,684 
 
 International Eailroad, from Torreou to Piedras Nogras (broad gauge) G17 
 
 Mexican Eailroad, Mexico City to Vera Cruz, and branches to Puebla and 
 
 Jalapa, (broad gauge) ! 569 
 
 Intercolonial Eailroad (narrow gauge) 623 
 
 Tohuantepec Eailroad lOa 
 
 62 
 
INTERNATIONAL AMERICAN CONFERENCE. 53 
 
 Hidalgo Railroad 157 
 
 Gruaymas to Nogales 432 
 
 Siualoato Durango 62 
 
 Salamanca to Valle do Santiago 14 
 
 Cordova to Tnxtepeo „ 37 
 
 Monterey al Golfo S56 
 
 Chihuahua to Parral , 5 
 
 PotrerotoCedral- , 20 
 
 Sau Juau Bautista to Tamulta 3 
 
 Toluea to San Jiian 12 
 
 Tlazcala to Santa Ana 8 
 
 Tlalraanalco Railroiui 20 
 
 Tehnacau to Esperanza Railroad 50 
 
 Vera Cruz to Alavarado 71 
 
 Paebl.i to Izucar 46 
 
 Calkini to Campeohe 67 
 
 Mei Ida to Sotuta 54 
 
 Merida to Calkini 52 
 
 Morida to Progreso 26 
 
 Merida to Valladolid 1 80 
 
 Merida to Peto 75 
 
 Maravatio to Iguala 45 
 
 Tramways 584 
 
 Cardenas to Rio Grijalva 8 
 
 Orizaba to Igenio 5 
 
 Chalohicomula Railroad 10 
 
 Total 8,850 
 
 "VVASHINGTOTf, April 30, 1890. 
 
 Report of Senor General Enrique A,. Mexia on the rail- 
 roads OP Mexico. 
 
 To the President of the Gommittee on Railroad Communication : 
 
 Sir : Tho Mexicau railroad system consists, to-day, of 8,850 kilometers 
 completed and 2,793 kilometers in course of construction. Two inter- 
 oceanic lines will shortly be finished, the interoceanic from Vera Oruz 
 to Acapulco, and the Tehuantepec from Coatzacoalcos in the Gulf of 
 Mexico to the Pacific Ocean. The latter line will be completely finished 
 before the end of three months. The lines that can serve for the Con- 
 tinental International Railroad are two: the Mexican International 
 and Mexican Central. The former could be employed for traffic from 
 all points between the Atlantic coast and the Rocky Mountains, and 
 the latter for the traffic between the said mountains and the Pacific 
 coast. These two lines unite in the Torreon, and come on only one 
 line, the Mexicau Central, to the city of Mexico. 
 
 Prom the capital of Mexico the route along the Vera Cruz Railroad 
 would be taken to a point called Esperanza and from there to Tehua- 
 can, which is the terminus of the constructed lines; and from thence 
 the route would be taken that is in course of construction toward 
 Oaxaca, Tehuantepec, and the Republic of Guatemala. 
 
 ^ E. A. Mbxla.. 
 
 WASHINGHON, April 15, 1890. 
 
THE RAILROADS OF NIOARAGUA. 
 
 MEMORANDUM CONOEBNING TEE JIJILROADS IN NICARAGUA. 
 
 There are at present in operation in Nicaragua about one hundred 
 miles of railroad. 
 
 The line is divided into two sections, which are called the Eastern 
 and Western. They are separated by Lake Managua, 1he 24 miles of 
 width of which are crossed by commodious steamers. 
 
 The Western section, which was the first constructed, starts from the 
 port of Corinto, on the Pacific, and terminates at Lake Managua, as 
 above stated. On this line, which is 57^ miles in length, is a great 
 bridge over the estuary or inlet of Paso Caballos, which is a notable 
 piece of engineering. 
 
 The Eastern section of the railroad goes from Managua, the capital 
 of Nicaragua, to Grenada, a city situated on the great Lake Nicaragua. 
 As this city is in direct and constant communication, by means of the 
 the lake and the San Juan Kiver, with the port of San Juan del Norte, 
 or G-reytown, on the Atlantic, it results that there exists across the 
 territory of Nicaragua good and easy communication between the two 
 oceans. 
 
 The Nicaragua railroad is on the American system, and was con- 
 structed exclusively with national capital, without aid from foreign 
 funds. The road, as well as the rolling stock, is of the best quality. 
 Although of small dimensions as yet, it is of the greatest utility to the 
 country, for it brings in contact many of its principal commercial 
 centers. 
 
 In Nicaragua there is noted a great interest in the development of 
 railway enterprises, and it is certain that before long the number of 
 miles in operation will have increased considerably. 
 
 As regards the connecting of the Nicaraguan railways with those 
 whicli may be constructed in the neighboring republics, the work would 
 present no difficult engineering feats as far as the topography of the 
 country is concerned. 
 
 H. Guzman. 
 
 $4 
 
THE RAILWAYS OP PARAGUAY. 
 
 REPORT OF JOSli S. DEGOUD, DELEGATE FROM PARAGUAY." 
 
 Washington, January 23, 1890. 
 Distinguished Colleague : In reply to your esteemed favor of the 
 7th instant, I have the honor to forward to yon the information re- 
 quested with respect to the railroads of Paraguay, together with a map 
 of the Central Eailroad and its connection with the Argentine system. 
 In the report of the engineers, Burrell and Valpy, which I beg leave 
 to append, you will find all the information I can procure which would 
 be suitable to your needs. 
 With expressions of my most distinguished consideration, T remain, 
 
 Jos:^ S. Decoud. 
 Hon. Dr. Juan Francisco Velaedb, 
 
 Ghairman of the Committee on Railroads, etc. 
 
 Report of Messrs. Burr el and Valpy, M. M. Inst., O. E. of the Paraguay 
 Central Railway, together with estimate of the probable traffic that unll 
 be carried when line is completed throughout.} 
 
 This railway consists of three portions : 
 
 Miles. 
 
 (1) From the port of Asnuoion, the capital of Paraguay, to Paxagaari, iu 
 operation .-.; 46 
 
 (2) From Paraguai-i to Villa Eioa, in operation 46 
 
 (3) Prom Villa Rica to Villa Encarnacion, to be oouatraoted 136 
 
 Total length of railway, about 228 
 
 The first section, from Asuncion to Paraguari, was .originally made 
 3y the Government, and has been iu operation many years. Although 
 ;his portion of the railway has been worked under great disadvantages, 
 3specially as regards the inadequate supply of rolling-stock, its revenue 
 has rapidly and continuously increased, as the returns below will show, 
 taking 3s. as the average value of $1 : 
 
 
 Gross re- 
 ceipts. 
 
 Gross re- 
 
 oeipts per 
 
 mile. 
 
 1883 : 
 
 £10,07.? 
 13, ■JC7 
 13, 964 
 19, 033 
 24,103 
 
 £237 
 
 1884 
 
 294 
 
 1885 . 
 
 310 
 
 1886 — 
 
 423 
 
 1887 . 
 
 636 
 
 
 
 w 
 
66 INTERNATIONAL AMERICAN CONFERENCE. 
 
 The working expenses have been r;jduced from about 70 per cent, in 
 1884 (they are not obtainable for 1833) to about GO per cent, in 1887; 
 the net revenues have consequently more than doubled in this x)criod. 
 
 It may confidently be expected that the results of the working of 1888, 
 ■when known, will bear a favorable comparison with those of 1887, and 
 as the new rolling-stock manufactured by Messrs. Krupp & Co. for the 
 Government has recently been delivered in Asuncion, whilst in July, 
 1887, Congress voted the sum of $150,000 for improvements on this sec- 
 tion, there can be no doubt that the future returns of this portion of the 
 railway will per se greatly exceed those obtained in the past. 
 
 The second section, from Paraguari to Villa Eica, is already con- 
 structed and equipped with the above-mentioned rolling-stock ; opened 
 for traffic since January, 1890. 
 
 The first and second sections together form a length of about 92 miles, 
 and will connect Villa Eica, the second largest town in the country, and 
 the center of a very rich district, with Asuncion. We anticipate there- 
 fore a very considerable and more than proportionately increased traffic 
 to accrue to the railway immediately on the opening of the second sec- 
 tion, with a reduction in the rate of working expenses. 
 
 From the surveys we have made of the extension from Villa Eica to 
 Villa Encarnacion, we find that the line will be of easy construction 
 owing to the comparatively level ground through which the railway will 
 pass. 
 
 The earth-work will be light, except near Villa Encarnacion, where 
 somewhat heavier work will be encountered, and a careful and more 
 detailed study of the ground will be required than we have yet had an 
 opportunity of making in order to select the best line. 
 
 The rivers to be crossed are not rapid and are of little depth, and all 
 the bridge-work can be constructed with native timber, which is of a 
 very suitable character. 
 
 The gradients will be comparatively light and the curves easy on 
 this section, as well as from Asuncion to Villa Eica, so that the work- 
 ing expenses of the railway may fairly be expected to be low. 
 
 The railway, when completed, will run through and open up some of the 
 most fertile and populous portions of the country. It will terminate at 
 the town of Villa Encarnacion, on the river Parana, opposite to the town 
 of Posadas, the terminus of the Argentine ISTortheastern Eailway, now 
 under construction and, we understand, being pushed forward rapidly. 
 
 These railways, when completed, will form the future trunk line of 
 the country, affording as they will do the shortest route to the sea- 
 coast, with important intermediate connections, firstly via Brazil to Eio 
 Grande do Sul, secondly via Uruguay to Monte Video, and thirdly via 
 the Argentine Confederation to Concordia, or if certain projected rail- 
 ways are constructed to Buenos Ayres itsel f. 
 
 The line from Villa Eica to Encarnacion, passing as it does through 
 
INTERNATIONAL AMERICAN CONPEHENCE, 57 
 
 a fertile country, will secure a considerable traffic, which will in addition 
 largely increase the traffic on the line from Villa Kica to Asuncion 
 The through, or international, traffic may also be expected to be large 
 and to arise immediately on the completion of the railway. 
 
 On a moderate basis we estimate that when the railway is opened 
 throughout the gross traffic will amount, on the average, to £1,000 
 per mile per annum, or a total of £228,000, and judging by comparison 
 of other South American railways, a traffic of this amount should be 
 worked at 50 per cent., giving a net revenue of £114,000 per annum. 
 
 A considerable proportion of the country through which the railway 
 passes consists of forest lands, comprising timber of valuable descrip- 
 tion for house building, ship building, railway sleepers, etc., and it is 
 expected that a large traffic will be derived from the carriage of timber 
 from the ports at both ends of the line. The carriage of yerba mat6 and 
 agricultural produce — e. g., tobacco, grain, oranges, etc. — should also 
 yield a substantial income, whilst large numbers of horses and cattle 
 are constantly being brought from the province of Corrientes to Encar- 
 nacion, which should further add to the receipts. 
 
THE RAILWAYS OP PERU. 
 
 sepobt of f. c. c. zegabba, delegate from peru." 
 
 Legation of Peku 
 IN THE United States of America, 
 
 Washington, January, 1890. 
 Sib : I have the honor to present to you the report solicited by the 
 committee of which you are the worthy chairman. 
 
 Appended to said report you will find a map of the Eepublic axid a 
 printed volume. 
 
 I have the honor to be, your very obedient servant, ' 
 
 P. C. C. Zegarka, 
 
 Hon. Juan Feancisco Velarde, 
 
 Chairman of the Committee on Railroad Communication. 
 
 Data Ptjenished by the Peruvian Delegation to the Com- 
 mittee ON Eaileoad Commdnioation. * 
 
 No. 1. — Map of the Rqpublic. 
 
 The Delegation has the honor to inclose a map which bears no title, 
 but which, it believes, was copied from a work entitled : " Geographi- 
 cal Atlas of Peru," by Dr. Don Mariano Felipe Paz-Soldan, and al- 
 though It is to be hoped that in its draughting other previous maps have 
 been consulted, the Delegation does not consider itself authorized to 
 guarantee its scientific exactness. For this reason it deems it indispen- 
 sable that other works should be consulted, and especially one entitled 
 "El Peru," written by the naturalist Don Antonio Eaymondi, which 
 contains abundant and important data relative to explorations, config- 
 uration of the land, physical conditions, and other details necessary to 
 obtain an idea of Peru. 
 
 The delegation regrets not having at hand the said work, which 
 might possibly be found in one of the many public libraries of Wash- 
 ington. 
 
 • Translaticn. 
 58 
 
INTERNATIONAL AMEEICAN CONFERENCE. 69 
 
 No. 2. — Railroad lines constructed and in operation, lines in course of 
 construction, and lines projected, and lines which connect tlie neighbor- 
 ing nations. 
 
 The names of the lines, their length, and other details will be found 
 in the accompanying collection of decrees and contracts. The lines 
 actually in operation are the following : 
 
 KUomoters. 
 
 Callao to CMola 146 
 
 Callao to Lima and Chorrillos 27 
 
 Lima to Ancon 
 
 Lima to Magdalena 6 
 
 Pisco to Yea 74 
 
 Chimbote to Huaraz 70 
 
 Payta toPinra and Cataoaos - 
 
 Salaverry to Trujillo 7 
 
 Pacasmayo to Yonan and Guadalupe 146 
 
 MoUendo to Arequipa 173 
 
 Arequipa to Puno 370 
 
 Juliaoa to Santa Rosa 193 
 
 Mineral del Cerro de Pasco - 11 
 
 The projected lines consist principally of the prolongation towards 
 the interior of the country of some of the existing lines already men- 
 tioned. So line exists connecting Peru with the neighboring nations, 
 but an effort has been made to prolong the Puno line to Desaguadero 
 in order to unite it with the railroad system projected in Bolivia. 
 
 No. 3. — Cost ofworJc done and projected. 
 
 The cost of the work done will be found, for the most part, in the ac- 
 companying volume. No estimate has been made of the projected work, 
 because the Government is not responsible for its payment, but the syn- 
 dicate of foreign stockholders under the clause of the last contract 
 concluded in Lima, and it has not been considered necessary to specify 
 in detail the value of work not yet commenced. 
 
 No. 4. — Annual returns, traffic, and prospects. 
 
 The returns from the lines actually in operation have only been sat- 
 isfactory in the case of those completed, such as Lima to Callao and 
 Chorrillos, Lima to Chicla, and Mollendo to Puno. The others, in or- 
 der to giveany advantageous results, without dc«bt need to be extended 
 to their natural termini. This attained the interior development of the 
 country will make a great and rapid advance ; the fountains of wealth 
 existing in the Eepublic will be opened and what to-day remains inert 
 for lack of cheap and regular outlet to the sea-coast will be developed. 
 With this in view it is of the greatest interest for Peru to have railroad 
 lines running either to the Atlantic or to the Pacific Ocean and it is 
 evident that enterprises of this kind will be of incalculable utility. 
 
60 INTERNATIONAL AMERICAN CONFERENCE, 
 
 No. 5. — Facilities which tlie Oovernment has offered for this class ofworTc. 
 
 It may be judged to what extent the Governmeut of Peru is, on its 
 part, inclined to facilitate the construction of railroad lines through its 
 territory when the offers it has already made are borne in mind. 
 
 ISTotlong since it invited proposals for the construction of a railroad 
 from Limo to Pisco, offering the following peiquisites : 
 
 (1) Exemption of customs duties, during twenty years, on the material, 
 fixed and rolling stock destined for the plant of the line ; 
 
 (2) Authority of the G-overnmentto adjudicate to the manager 25,000 
 hectares of vacant lands near the line, with the express condition that 
 they shall be irrigated within five years ; 
 
 (3) JExemptiou from military service in the army, during time of peace, 
 for the employes and laborers on the riiilroad ; 
 
 (4) Privilege of operating the road for twenty-five years ; and 
 
 (5) The power to transfer the property of the line and its branches. 
 In the contracts concluded lately with the foreign bondholders, whilst 
 
 the power to operate the railroads constructed is given them, there is 
 imposed upon them the obligation to extend these, and there is ceded 
 to them : ' 
 
 (1) All the disposable government lands necessary for the railroad 
 lines, stations, depots, factories, and other dependencies without re- 
 muneration whatever. 
 
 (2) Exemption from government taxes during the period fixed for the 
 construction and possession of the railroads ; and during the period of 
 the enjoyment of the benefits derived therefrom, exemption from taxes 
 on locomotives, rolling stock, rails, sleepers, and anthracite coal. 
 
 (3) The right to navigate freely the interior lakes under the Peruvian 
 flag. 
 
THE RAILWAYS OP SALVADOR. 
 
 REPOBX OF JACINTO CASTELLANOS. * 
 
 Washington, D. C, January 9, 1890. 
 My Dear Sib and Distinguished Colleague : 
 
 Eeplying to your favor of the 7th instant, which I had not received 
 until to-day, I am sorry to inform you that I lack the documents neces- 
 sary to give you information with respect to the plans and computations 
 which may have been presented in Salvador for newly projected rail- 
 roads ; and that tlie only data that is possible for me to give you touch- 
 ing their actual state and the possibility of connecting them with the 
 lines of the neighboring Eepublics of Guatemala and Honduras is is 
 follows : 
 
 A tramway 10^ miles iu length unites the cities of San Salvador and 
 Santa Tecla. 
 
 A steam railway connects the port of Acajutla with the city of Son- 
 sonate, the distance being 21J miles. 
 
 From that city the same line is extended to the interior of the Ee- 
 public to a point called Amate Marin, over a distance of 80f miles: 
 
 Work is now progressing on the railroad from Amate Marin to the 
 capital of the Eepublic, and once concluded, it will have an approxi- 
 mate extent of 25 miles. 
 
 There are two other lines of railways now projected, one to connect 
 the rich city of Santa Ana with the port of Acajutla, joining it at the sta- 
 tion of Armenia, between Sonsonate and San Salvador, and the other 
 from the port of La Union to the city of San Miguel. For the building 
 of the latter, a company is now being organized in London, and for the 
 former there have been subscribed by the capitalists of the country 
 about $300,000. 
 
 I do not consider the union of the Salvador railroads with those of 
 Guatemala and Honduras to be difficult, if these two republics carry their 
 roads to the frontier; for at any point thereon they could be joined to 
 the existing roads. 
 
 It is in the latter lines, to my mind, that the principal difficulties 
 exist, because of the great extent of their territories. 
 
 I am, sir, with every consideration, your very humble servant, 
 
 Jacinto Oastbllanos. 
 
 Mr Juan F. Velarde, 
 
 Delegate for Bolivia to the International American Conference. 
 
 * Tranalation. 
 
 61 
 
THE RML^AYS OF THE UNITED STATES. 
 
 bepobt of henry g. davis and andrew carnegie, delegates 
 from the united states, to the committee on railway com- 
 munication of the international american conference* 
 
 Washington, D. C, 
 
 March 24, 1890. 
 
 The attention of the people of the United States has been for years 
 directed to the desirability of securing closer commercial relations witli 
 the states of Central and South America. 
 
 For want of regular, quick, and economical transportation between 
 these countries, trade is carried on almost wholly by way of Europe; 
 mail matter, passengers, and goods are compelled to cross the Atlantic 
 twice before reaching their destination. Although united geographi- 
 cally, close commercial relations do not exist; neighbors though we 
 are, yet for want of prompt and regular transportation facilities we are 
 widely separated. 
 
 That the trade with these countries is extensive is shown by the table 
 on page 74. Spanisb America has an area of 8,500,000 square miles, 
 with about 50,000,000 inhabitants ; of this area a large part is unde- 
 veloped, although immensely rich in mineral and agricultural resources, 
 and yet the present trade amounts to about $900,000,000 yearly, about 
 equally divided between imports and exports ; of this trade in 1889, 
 $173,217,571, or one-flfth only, was with the United States, $122,014,137 
 being imports and $51,203,434 exports. Id other words, we buy from 
 the Spanish American countries more than twice as much as we sell 
 them. This should not, and need not, be. 
 
 In 1887 Great Britain's trade with these countries amounted to about 
 $176,208,000, of which $71,283,000 were imports and $104,925,000 ex- 
 ports, or, in other words, Great Britain sells almost twice as much as it 
 buys from them. 
 
 The United States exported to Great Britain in 1889, $382,981,674, 
 and imported from that country $178,269,067, less than one-half the 
 exports. Why should our trade with Great Britain be so much in our 
 favor, and that with Spanish-American countries the reverse, and 
 Great Britain's trade with these countries bo so much more favorable 
 to it than our trade -with them is to us ? 
 
 We manufacture most of the articles used by them as cheaply as Great 
 Britain, and many of these manufactured in the United States are shipped 
 
 * Ojiginal. 
 68 
 
INTERNATIONAL AMERICAN CONFERENCE. 63 
 
 to Europe and then to Spanish America. Central and South America 
 have raw material which we need, and it may be said that the resources 
 of these countries are almost undeveloped. There is a great field which 
 if opened up to us must be immensely valuable. 
 
 With quick and regular communication which Europe has enjoyed 
 and we have not, she has more than successfully competed with us for 
 the trade of these countries ; but if rail communication were opened 
 from the United States southward such would not be the case, as we 
 should then have the advantage of connection by land which Europe 
 could not obtain. This is proved by an examination of the effect of rail 
 communication between the United States, Canada, and Mexico. 
 
 The opening of direct rail communication between the United States 
 and the city of Mexico took place in April, 1884. Prom that day it 
 began to be felt that all influences and all other modes of communica- 
 tion combined could not exert so powerful an elfect iu drawing these 
 countries together and extending their trade. Special attention is 
 called to the growth of trafSo between the two republics since united 
 by rail. 
 
 Prom tables, pages 77, it is seen that whereas the trafflc carried in 
 cars or other land vehicles amounted to $2,164,414 in the year 1883, it 
 reached $13,955,764 in 1889, increasing sixfold in six years. Nor has 
 this remarkable increase been made by diverting trade from other land 
 routes or from water transportation lines, for the total imports and ex- 
 ports between the United States and Mexico (table 29, page 76) shows 
 rapid and continuous development, the total of 1883 being $24,764,000, 
 and that of 1889, $32,740,000. 
 
 The influence of rail communication upon trade between the United 
 States and British North American possessions is not less marked. 
 
 In 1853 a railway was opened between Portland, Me. and Montreal. 
 The year previous, 1853, shows imports into the United States from 
 British North America, $5,469,000. These reached $43,000,000 iu 1889. 
 The exports from the United States in 1852 were only $13,993,000. In 
 1889 they reached $57,413,000. It is to the railroads wo owe the revo- 
 lution which has taken place in the trade of these British possessions. 
 In 1887 Canada exported to Great Britain $44,571,846 and imported 
 $45,167,040, and in the same year exported to the United States 
 $37,660,190 and imported $51,006,323, the total to and from Great 
 Britain being $89,738,886, and the United States $88,666,513. 
 
 In 1889 this was reversed. The United States now ranks first ; the 
 proportion of Great Britain's trade to and trom being 44.44 per cent, 
 of the whole, that of the United States 47.20, so decided is the effect 
 of frequent and rapid intercommunication by rail over the slower and 
 irregular mode by water. It is a significant fact that almost all the 
 trade between these countries is transported by rail. Not one regular 
 line of steam-ships plies between the United States and Canadian ports. 
 These exhibits prove that the experience of the United States with rail- 
 ways within her own border is being repeated with lines in Canada and 
 
64 INTEBNATIONAl. AMERICAN CONFKEBNCE. 
 
 Mexico, and, no doubt, would be repeated upon international lines as 
 these are constructed, and bind together the republics of America in 
 their peaceful grasp. 
 
 THE TTNITED STATES EATLWAY SY.3TEM. 
 
 As far as the people of the United States are concerned, it unneces- 
 sary for us to dwell upon the importance of our railway system, for 
 no words of ours can adequately describe their universal apprecia- 
 tion of the value of rapid railroad communication between all parts 
 of the EepubHc. Xot only are railways considered by them the first 
 factor in our material development, but it is clearly seen that these alone 
 have rendered development possible ; nor is this their most valuable 
 service to the nation ; for, unbound by these ribs of steel, the question 
 of tlie future of the union between the States might give rise to serious 
 foreboding, bound together as they are into one vast neighborhood 
 the people of the various States, by frequent change of residence, 
 intermarriage, commercial relations, and constant communication, are 
 fast becoming more and more of one national type, alike in thought, 
 manner, and action. 
 
 It may be well, however, for the benefit of those among our neigh- 
 boring republics who have not yet fully entered upon the construction 
 of railways to give a short history of our railway policy and its results. 
 For this purpose we have availed ourselves freely of the services of 
 Messrs. Taylor and Brock, the respective heads of the Railway Bureau 
 and of the Bureau of Statistics. 
 
 .The United States possesses to-day nearly half the railway mileage 
 of the world. At the close of the year 1889 there were 161,313 miles in 
 operation, enough to make twelve steel girdles around the earth. Their 
 cost has been fnlly eight thousand miUians of dollars. Excepting agri- 
 culture, the railway interest is the largest single interest in the country. 
 It employs as wage-earners not less than two millions of people ; thus 
 eight millions or more persons depend upon railways for their daily 
 support. The development and prosperity of the country have been 
 proportionate to the building of its railways. In the increase of popu- 
 lation, business, and wealth, in the opening to settlement and commerce 
 of new States and Territories, the railway has been the most potent 
 factor. It touches every pursuit, whether of agriculture, manufactures, 
 finance, commerce, or science. It is comparatively a short time since 
 the settlement of the country bordering on the ^Iississii>pi River began. 
 Prior to that, and before the era of railway building, settlements were 
 few and small upon the shores of the lakes and the navigable rivers 
 that then furnished means of transportation for the surplus products of 
 the factory and farm. 
 
 As fast as railways were constructed the adjacent country was rap- 
 idly settled. Wherever a railway reached, supplying the necessary 
 facilities of transportation, there hurried with eager steps labor and 
 capital, seeking employment and investment. Forests were felled and 
 
INTEENATIONAL AMERICAN CONPEEENCE. 65 
 
 mines opened and contributed their wealth to the markets of the world. 
 Vast prairies, inhabited only by Indians and wild beasts, where the 
 yearly vegetation rotted upon the deepening- soil, when traversed by 
 railways quickly sprang into active agricultural and commercial life. 
 The touch of the plowshare brought abundant harvests, and villages 
 and cities sprang into existence. 
 
 To show the great importance of railways to the agricultural interests 
 of the United States, Poor's Manual for 1889 says : 
 
 Over ordinary earth roads wheat will hear trausportation for u, distauoe of ouly 
 250 miles, when its value is $1.50 per bushel at the market. ladiau corn will bear trans- 
 portation ouly 125 miles, when its value is 75 cents per bushel. When grown at 
 greater distances from market, these products, without railroads, have no commercial 
 or exportable value. The railroads by transporting at oae-twentieth the cost over 
 earth roads give a marketable value to wheat grown 5,000 miles inland; to Indian 
 corn grown 2,500 miles inland. Beyond a certain limit, consequently, these works 
 are the sole inducement to the production of these staples in an auioiint greater than 
 thatneoessary for consiimption by the producer. Eailroads are as much the condition of 
 their production as the ship is for the production of wool in Australia. The effect of 
 cheap production is well illustrated in the extraordinary increase in the production of 
 wheat and corn in the Western States and the corresponding impulse given to the 
 construction of railroads, the increased mileage of which has ouly kept pace with 
 that of other industries. 
 
 It is not, however, as potent agencies, foremost in stimulating the 
 settlement and development of the resources of the country, that rail- 
 ways perform their highest function, but, as has been before stated, 
 they cement and tend to preserve the unity of the extended region over 
 which the Republic holds sway. The building of the first Pacific rail- 
 way was equally a military and a commercial necessity. Previous to the 
 opening of rail communication, the Pacific coast had little in common 
 with the Union, No sooner had the iron bands joined the agricultural 
 regions of the Mississippi Valley and the manufacturing States of the 
 East with it, than close business, social, and political relations sprang 
 up between the two sections and bound them closely together. The in- 
 timate social, political, and commerciiil relations which now so happily 
 exist between all parts of our united country could never have been 
 created without rail communication. 
 
 The progress made in railway building in this country has been due 
 largely to the liberality shown by local communities, the several States 
 and the General Government toward railway enterprise. The Govern- 
 ment has been prodigal in the bestowal of munificent grautw of the pub- 
 lic domain to aid the construction of railways, and in this regard has 
 been wisely emulated by many of the States, which have given large 
 tracts of their public lands to encourage the building of railways within 
 their limits. In addition to large and numerous subsidies given by the 
 General Government and the States to railway companies many coun- 
 ties, towns, villages, and cities have voted sums in aid of railway con- 
 struction. Communities that had no railway have eagerly pledged 
 their credit to secure one, and those that have had one or more have 
 often made liberal donations to secure competing lines. 
 S. Ex. 12.'i 5* 
 
66 
 
 INTERNATIONAL AMERICAN CONFERENCE. 
 
 There is no room to doubt that this pol.cy was wise. The value of 
 every acre of land and every dollar in money uftntributed towardthe 
 construction of railways has been repaid tenfold to the public in the 
 added stimulus to business and increased value to property produced 
 by cheaper transportation. Especially has this been true as regards 
 the States and Territories of the West. There lay a region embracing 
 more than half the area of the United States rich in natural resources, 
 yet inaccessible, and heretofore practically valueless. Railways alone 
 could have made this latent wealth productive. So with our mineral 
 wealth. Had not railways stimulated by public aid been constructed 
 through the mineral regions of the country our mines must have re- 
 mained unopened. 
 
 Railway construction once begun in a country can stop only when all 
 sections are supplied, for such are the advantages of railways to the sec- 
 tions that construct them that all other sections must necessarily follow 
 or become almost valueless. For this reason we find every part of our 
 country either already supplied with railways or rapidly becoming so. 
 
 Railway management is constantly growing more broad, conserva- 
 tive, and liberal; excessive rates and unwarranted discrimination are 
 being corrected by competition and forbidden by law. Rates by rail 
 are now not infrequently as low as by water, a condition of things 
 which, a few years ago, was not thought possible. Reference to the fol- 
 lowing tables will show the great reductions in rates by rail which 
 have taken place in recent years. It is believed that the minimum 
 charges have not yet been reached. 
 
 FREIGHT KATES. 
 
 Annual average freight rates per bushel of wheat for transportation from Chicago to New 
 York for each year from 1857 to 1888, inclusive. 
 
 
 Average rates 
 per bushel. 
 
 By all 
 rail. 
 
 Calendar year. 
 
 Average rates 
 per bnsheL 
 
 By all 
 rail. 
 
 Calendar year. 
 
 By late 
 
 and 
 canal.* 
 
 By late 
 
 and 
 rail. 
 
 By lake 
 
 and 
 canal.* 
 
 By late 
 
 and 
 rail. 
 
 
 Oente. 
 25.29 
 16.28 
 17.59 
 24.83 
 26.55 
 26.33 
 22.91 
 28.36 
 26.62 
 29.61 
 22.36 
 22.79 
 25.12 
 17.10 
 20.24 
 24.47 
 19.19 
 
 Oents. 
 
 Cents. 
 
 1874 
 
 Cents. 
 
 14.10 
 
 11.43 
 
 9.68 
 
 11.24 
 
 9.15 
 
 11.60 
 
 12.27 
 
 8.19 
 
 7.89 
 
 8.37 
 
 6.31 
 
 5.87 
 
 8.71 
 
 8.61 
 
 6.93 
 
 6.89 
 
 Cents. 
 16.9 
 14.8 
 11.8 
 15.8 
 11.4 
 13.3 
 15.7 
 10,4 
 10.9 
 11.5 
 9.95 
 9.02 
 12.00 
 12.00 
 11.00 
 J8.70 
 
 Cents. 
 28.7 
 
 1858 
 
 
 
 1875 
 
 24 1 
 
 
 
 
 1876 
 
 
 1860 
 
 
 
 1877 
 
 1878 
 
 20 3 
 
 J861 
 
 
 
 17.7 
 
 
 
 
 1879 
 
 17.3 
 
 1363 . 
 
 
 
 1880 
 
 19 9 
 
 
 
 
 1881 
 
 14.4 
 
 1865 
 
 
 
 1882 
 
 14*6 
 
 
 
 
 1883 
 
 16.5 
 
 1867 
 
 
 
 1884.. 
 
 13 125 
 
 1868 
 
 22.0 
 25.0 
 22.0 
 25.0 
 28.0 
 26.9 
 
 42.6 
 35.1 
 33.3 
 31.0 
 33.5 
 33.2 
 
 1885 
 
 14.00 
 
 
 1886 
 
 16.50 
 
 1870 
 
 1887. . 
 
 tl6 33 
 
 
 1888 
 
 tl4. 60 
 
 1872 
 
 1889 
 
 15.00 
 
 1873 
 
 
 
 
 
 ♦Including canal tolls until 1882, but not Buffalo transfer charges. 
 
 t Averages of officially pablished tariffs. The actual cost of transportation waa somewhat leas, as 
 rates were unsettled during a considerable pcrtion of each year, and i^rain was frequently taken at 
 less than tariff rates. 
 
 {Average of officially published tariffs. 
 
INTERNATIONAL - AMERICAN CONFEKENCET 
 
 67 
 
 Annval average freight rates on grain and flour from St. Louis to various points during 
 each year from 1876 lo 18f,8, inclusive. 
 
 [Prepared by Mr. George H. Morgan, aecretary Merchants' Exchange 
 
 St. Louis, Mo, 1 
 
 
 To New Orleana by 
 river. 
 
 To New York by raU. 
 
 To Liverpool. 
 
 Calendar year. 
 
 G-rainin 
 sacks, per 
 109 pounj(l3. 
 
 Wheat in 
 
 bnlk by 
 
 barges, per 
 
 bushel. 
 
 Grain 
 per 100 
 pounds. 
 
 Flour per 
 biirrel. 
 
 Via New- 
 Orleans, 
 wheat per 
 bushel. 
 
 Via New 
 
 York, 
 
 wheat per 
 
 bushel. 
 
 1876 
 
 Cents. 
 
 Cents. 
 
 Cents. 
 
 m 
 
 41 
 38 
 32i 
 42 
 32 
 29i 
 33 
 26 
 22f 
 29 
 32i 
 *29i 
 t28i 
 
 Cents. 
 79 
 82 
 76 
 67 
 84 - 
 61 
 59 
 66 
 52 
 44? 
 58 
 64i 
 69 
 58 
 
 Cents. 
 
 Cents. 
 
 1877 
 
 21 
 
 ITi 
 
 19 
 
 19 
 
 20 
 
 20 
 
 \l' 
 15 
 16 
 18 
 15 
 17tV. 
 
 8J 
 7i 
 
 7i 
 
 P 
 
 6 
 
 6 
 
 6 
 
 6 
 
 6 
 
 6i8 
 
 
 
 1878 
 
 
 
 
 
 
 1680 
 
 
 
 1881 
 
 
 
 1882 
 
 22* 
 )9A 
 
 15J 
 
 III 
 15J 
 I'i 
 
 23i 
 
 1883 
 
 27 
 
 1884 
 
 2H 
 
 1885 
 
 20i 
 24 
 
 1886 
 
 1887 
 
 24J 
 
 1888 
 
 1889 
 
 
 
 * These figures 29^ represent published rates. At times during the year the rate was cut to 20 
 cents, making the average rate on that basis, St. Louis to Liverpool via New York, as low as 17^ cents 
 per busbel. 
 
 t On all grain, except corn, on which the rate was 26 cents. 
 
 NOTK 1.— In the normal condition of freight rates, the rate to Boston would be 5 cents per 100 pounds 
 higher than to New York, to Philadelphia 2 cents per 100 pounds lower th.an to New York, and to 
 Baltimore 3 cents per 100 ponnds lower than to New York; but sometimes rates by these cities are 
 independent of local rail rates. 
 
 Note 2. — The rate on flour is always double the rate on grain per 100 pounds, 
 
 GRANTS TO RAILWAYS. 
 
 On March 2, 1827, Congress granted to the State of Illinois lands to aid 
 in the construction of a canal " to connect the waters of Illinois and Lake 
 Michigan." Six years later, in 3833, Congress authorized the above 
 grant to be diverted, and a railway constructed with the proceeds of 
 said lands. This was the first land grant ever made by the Government 
 to aid in the constfaction of a railway. 
 
 The first important land- grand act passed was that of September 20, 
 1850 : " An act granting the right of way and making a grant of land 
 to the States of Illinois, Mississippi and Alabama, in aid of the construc- 
 tion of a railroad from Chicago to Mobile." This grant gave alternate 
 sections of laud (even numbered) for six sections in width on either 
 side of the road and branches, making six sections, or 3,840 acres for 
 every mile of road. In the case of this grant, as iu the case of all those 
 made subsequently, the law provided that the land within the limits 
 of the grant not given to the railroad company, that is, every other 
 section, should be doubled in price from $1.25 to $2.50 per acre. In 
 this way, the Government received as much from the lands remaining 
 ^itbin the limits of the grant, as it would have received from all the 
 
68 XNTEKNATIONAL AMEKICAN CONFERENCE. 
 
 lands Iiad uo grant been made. .The building of railroads rendered the 
 lands salable ; whereas in most cases, if no railroads had been con- 
 structed, the ands would never have found purchasers, as they were 
 of no value where facilities for the transportation of their product to 
 market were not provided. 
 
 Under an act passed June 10, 1852, entitled "An act granting the right 
 of way to the State of Missouri, and a portion of the public lands to aid 
 in the coi^struction of certain railroads in that State," the Hannibal and 
 St. Joseph and the Missouri Pacific Eailroads were built. 
 
 June 29, 1854, a grant was made to the Territory of Minnesota for the 
 purpose of aiding the construction of a railroad from the southern line 
 to the eastern line. In 1856 a series of grants was made to Iowa and 
 other States, to be used only to aid in the constructiou of railroads, 
 which were in form and substance similar to the Missouri grant of June 
 10, 1852. 
 
 From 1850 to 1860 a strong sentiment arose favorable to the con- 
 struction of a railroad to the Pacific coast. Congress, on July 1, 1862, 
 enacted a law entitled "An act to aid in the construction of a railroad 
 and telegraph line from the Missouri River to the Pacific Ocean, and to 
 secure to the Government the use of the same for postal, military, and 
 other purposes." This was the charter of the Union Pacific Eailroad 
 Company, which conferred certain privileges and made grants to sev- 
 eral other railroad companies then existing under State charters. It 
 empowered the Union Pacific Eailroad Company " to lay out, locate, 
 construct, furnish, maintain, and enjoy a continuous railroad and tele- 
 graph, with the appurtenances, from a point on the one hundredth me- 
 ridian of longitude west from Greenwich * * * to the western 
 boundary of Nevada Territory," subject to the terms of the act. 
 
 At the western boundary of Nevada it vias to meet and connect with 
 the line of the Central Pacific Eailroad of California, a corporation then 
 existing under the laws of that State which, by this act, was authorized 
 to construct a raihoad and telegraph line from the Pacific coast at or 
 near San Francisco or the navigable waters of the Sacramento Eiver 
 to the eastern boundary of the State of California, upon the same terms 
 and conditions in all respects as were provided for the Union Pacific 
 Eailroad Company, and it was further provided that the Central Pacific 
 Eailroad Company of California, after completing its line to the eastern 
 boundary of California, should continue constructing eastward until it 
 should meet and connect with the Union Pacific, and the whole line of 
 railroad from the Missouri Eiver to the Pacific Oceau was completed. 
 
 Eight of way was granted through the public lands to the extent of 
 200 feet in width on each side of the track, and a grant of land amount-' 
 ing to five (increased to ten by the act of 1804) alternate sections per 
 mile on each side of the road. In addition to the lands granted to aid in 
 the construction of the Pacific roads mentioned, the act also provided for 
 a Government subsidy of bonds equal to $16,000 per mile fol that por- 
 
INTERNATIONAL AMERICAN CONFERENCE. 69 
 
 tion of the line between the Missouri Eiver and the base of the Rocky 
 Mountains ; $48,000 per mile for a distauce of 150 miles through the 
 mountain range ; $32,000 per mile for the distance intermediate between 
 the Eocky and Sierra Nevada ranges, and $48,000 per mile for a dis- 
 tance of 150 miles through the latter range of mountains. 
 
 These bonds were in the nature of a loan of credit by the United States, 
 and were at first made a first-mortgage lien on the whole line of rail- 
 road and telegraph and all its appurtenances, but by section 10 of the 
 act of 1864 they were made a second mortgage or subordinate lien to 
 bonds of the same tenor and amount which the respective companies 
 were authorized to issue. 
 
 The United States issued bonds to theamount of $27,236,512, and gave 
 13,384,089 acres of land to the Union Pacific Eailroad Company. It 
 also issued bonds to the amount of $6,300,000, and gave lands amount- 
 ing to 8,174,000 acres to the Kansas Pacific Eailway Company. The 
 Denver Pacific Eailway and Telegraph Company also received 1,355,292 
 acres of land. On January 20, 1880, these roads were consolidated and 
 formed the Union Pacific Eailway Company. It will be seen, therefore, 
 that the Union Pacific Eailway Company has been loaned by the Govern- ' 
 ment, in bonds, $33,536,512, and been given in lands, 22,913,381 acres. 
 The Central Pacific Eailroad Company of California received in bonds 
 $5,885,120, and was granted 9,440,000 acres of land. The Western Pa- 
 cific Eailroad Company received bonds to the amount of $1,970,560 and 
 its land grant amounted to 1,576,448 acres. June 23, 1870, the Central 
 Pacific Eailroad Company of California and the Western Pacific Bkil- 
 road Company were consolidated under the name of the Central Pa- 
 cific Eailroad Company ; this company has, therefore, been loaned in 
 bonds, $27,885,680, and has been granted lands to the extent of 11,016,448 
 acres. 
 
 Previous to these grants the Government expended $440,000 in mak- 
 ing preliminary surveys to determine the feasibility of building a line 
 to the Pacific. 
 
 In addition to the Government aid rendered to the railroads men- 
 tioned, large grants of land have been bestowed upon other companies 
 for the building of transcontinental and other railroads. 
 
 The lands given -by Congress to aid railway construction aggreg^ated 
 197,700,000 acres. Some of these grants have been forfeited and others 
 reduced in various ways, but most of the lands have gone into the 
 possession of the various companies. It is safe to say that these lands, 
 after the building of the railways to which they were given had been 
 completed, were worth, at a low estimate, from $3 to $5 per acre. In 
 many cases where grants of timber lands were made, including tracts 
 of pine, the value of the lands was greatly iu excess of the figures 
 given. Taking these figures as a safe basis, they show that Congress 
 has donated for railroad purposes lands worth from $500,000,000 to 
 $800,000,000. 
 
70 
 
 INTERNATIONAL AMERICAN CONFERENCE. 
 
 Vast as is this sum, the statistics of the increase in the population, 
 business, and wealth of the States and Territories in which these land- 
 grant roads have been built prove that its bestowal was wise. 
 
 The policy pursued by the people toward railway development has 
 always been of the most generous and helpful character. It is specially 
 gratifying that vast as have been the grants and concessions by the 
 National Government, States, and communities, yet the returns made by 
 the railways to the national unity, growth, and well-being, have far ex- 
 ceeded the expectations of the most sanguine, and that the Government 
 will not be called upon to lose one dollar of any of its pecuniary ad- 
 vances or upon any of its guaranties, all the assisted lines being amply 
 able to meet such obligations from their own revenues. 
 
 RAILWAY CONSTKirCTION. 
 
 Sixty years ago there were but 23 miles of railroad in the United 
 States. In the next thirty years about 30,000 miles were built. In the 
 last thirty years over 130,000 miles have been built. The figures which 
 we give below as to the railroad-building, as well as to the growth of 
 the States named in population, products, and wealth, date trom 1860, 
 a period of thirty years. The first few years following 1860, it must be 
 remembered, were the years of the civil war, when progress in railway- 
 building, as well as in many other public and private enterprises, was 
 greatly retarded or entirely suspended. 
 
 Eailioay mileage of the United States. 
 
 Tear. 
 
 Bnilt dar. 
 ing the 
 year. 
 
 Total 
 operated 
 at end of 
 
 year. 
 
 Tear. 
 
 Bnilt dur- 
 ing the 
 year. 
 
 Total 
 operated 
 at end of 
 
 year. 
 
 1860 
 
 Miles. 
 1,840 
 1,177 
 •6,070 
 1,711 
 6, 712 
 
 MilM. 
 30, 635 
 35,085 
 52, 914 
 71, 096 
 93, 296 
 
 1885 
 
 '886 
 
 mua. 
 
 2,930 
 8,100 
 12,872 
 7,001 
 5,231 
 
 MOea. 
 128,309 
 136,419 
 149, 281 
 156,082 
 
 1865 
 
 1870 
 
 1887 
 
 1875 
 
 1888 
 
 1880 
 
 1889 
 
 
 
 
 To prove that the aid rendered railways was wisely bestowed, it is 
 only necessary to consider the increase in population and wealth di- 
 rectly attributable to their construction. It must be borne in mind 
 that most of the railways receiving public assistance could not have 
 been constructed at all, or that their construction would at least have 
 been long delayed, unless thus fostered. Many of these roads were 
 constructed before the business of the sections they traverse appeared 
 to require them. 
 
 The policy was to build through sparsely populated or altogether un- 
 settled regions in the belief that railways would induce settlement and 
 create business. This has proved to be the case. Settlements have 
 rapidly followed the building of every railway. No matter how wild 
 and unproductive the country through which it passed, sooner or later 
 it developed remunerative traflSc for itself. 
 
INTERNATIONAL AMERICAN CONFERENCE. 71 
 
 Thefijj;ure.s em[)basize the facts more strongly than anything that can 
 be said relating to the wonderful growth which has followed rail- 
 way facilities. We have selected a few of the States and given figures 
 showing the number of miles of railway built, and their increase in 
 population, products, manufactures, and wealth since 1860. (See page 78.) 
 
 The reader will search the history of the world in vain for such a 
 record of growth as these figures show, and which the railway system 
 alone has rendered possible. 
 
 SUMMARY. 
 
 The following summary shows the mileage of road, equipment, stock, 
 bonds, and other liabilities ; also earnings and traffic statistics of all the 
 railways in the United States for the year 1888 : 
 
 Milos. 
 
 Mileage of railways, 1888 156,082 
 
 Double track, sidings, etc 37, 225 
 
 Total track 193,307 
 
 Locomotives 29, 398 
 
 Cars: 
 
 Passenger 21, 425 
 
 Baggage, mail, etc 6, 827 
 
 Freight 1,005,116 
 
 Capital stock $4, 4;?8, 411, 342 
 
 Bonded debt 14,624,035,023 
 
 Other liabilities $544,040,944 
 
 Passengers carried 451,353,655 
 
 Tons of freight moved 589,398,317 
 
 Earnings : 
 
 Passenger $251,356,167 
 
 Freight 639,200,723 
 
 Miscellaneous - 60,065, 118 
 
 Total earnings 950,622,008 
 
 HALL COMMUNICATION BETWEEN THE THREE AMERICAS. 
 
 Examination of the subject of continuous rail communication be- 
 tween South and Central America, Mexico, and the United States is 
 most encouraging. Judged by what has already been accomplished, 
 the task can not be deemed stupendous. In opening railways between 
 the Atlantic and Pacific Oceans, the United States, Canada, and other 
 countries have performed works of equal or greater magnitude than 
 will probably be required to establish unbroken railway communication 
 with all the Eepublics south of us. 
 
 The building of the Baltimore and Ohio and the Pennsylvania Rail- 
 ways over the Allegheny Mountains were greater undertakings than 
 that of an intercontinental railway would be now. 
 
 The most difficult portions of a railway to South America will not 
 exceed those of the Mexican Railway from Vera Cruz to the City of 
 Wexico, or those of the Panama Railway across the Isthmus. 
 
72 INTERNATIONAL AMERICAN CONFERENCE. 
 
 !\Inch lias already been accomplished in the different Spanish- Amer- 
 ican countries in building parts of the proposed through line, which, 
 when combined, will reduce the entire work and distance almost one- 
 half; so that not only can continuous railway communication with those 
 countries be considered feasible, but also that it is on a fair way to be 
 realized. The situation at present stands thus : 
 
 The railways of the United States, from all points east and west, con- 
 nect with the railways of Mexico upon the border of the two countries 
 at El Paso, 2,456 miles from Kew York, 1,286 miles from San Fran- 
 cisco, and 1,642 miles from Chicago ; at Eagle Pass, 2,083 miles from 
 New York, 1,819 from San Francisco, and 1,380 miles from Chicago; 
 and at Laredo, 2,187 miles from New York and 1,316 miles from Chicago. 
 Hence to the City of Mexico there are two rail routes: that from El 
 Paso via the Mexican Central, 1,224 miles ; that from Laredo via the 
 Mexican National, 839 miles, making the distance from New York via 
 El Paso 3,680 miles, from San Francisco 2,510 miles, and from New 
 York via Laredo 3,026 miles. A line is in operation 183 miles south of 
 the City of Mexico, and a concession has been granted for its extension 
 585 miles to the borders of Guatemala. Surveys are being made along 
 the route, and it is believed that the construction will be completed at 
 no distant day. We are informed that a survey is also being made for 
 the connection of the Jlexican line with the ^city of Guatemala, which 
 will carry the line 120 miles further south, and leave only 60 miles to 
 reach the northern border of Salvador. In Salvador a line has been 
 projected through that state about 170 miles. To carry the line through 
 Honduras in order to reach the nearest point of the Nicaraguan railway 
 system is only about 90 miles, and this system, consisting of two sec- 
 tions of 58 miles and 32 miles in length, can be incorporated into the 
 through line by uniting these two sections by a new line of about 35 
 miles. Through Honduras, Nicaragua, and Costa Eica the country is 
 reported of a character very favorable to railway construction. 
 
 From the southern terminus of the Nicaraguan system to the bound- 
 ary of Costa Eica and through Costa Rica to its railway, of which about 
 35 miles may be used in the through line, is about 210 miles. We are 
 informed that a syndicate has acquired a concession and will build a 
 line to connect with the railway already constructed. About 75 miles 
 of this may be utilized, thus lessening by so much the distance to be 
 constructed by the through line. 
 
 From the southern terminus of the Costa Rica Railway, the Atlantic 
 coast may be followed to the northern border of South America, a dis- 
 tance of aljout 130 miles. 
 
 Thus to carry communication through Central America from the city 
 of Mexico requires about 1,700 miles of railway, of which 295 miles are 
 already constructed and in operation, about 780 miles are being con- 
 structed and surveyed, leaving 625 miles still to be located. 
 
 In the extreme south the railways of the Argentine Republic connect 
 
INTERNATIONAL AMERICAN CONFERENCE. 73 
 
 with those of Chili, Uruguay, and Brazil, and extend northward to 
 with in- 120 miles of the Bolivian frontier and are rapidly being pushed 
 further. Concessimis have been granted for the continuation of these 
 lines, or rather for the building of a line to connect with them, and with 
 the railways of Bolivia and Peru, which when completed will afford 
 communication as far north as Cuzco in Peru, about 2,190 miles from 
 Buenos Ayres. 
 
 Beyond this, northward to the boundary of Central America, little has 
 been done toward an intercontinental line. Should it be located along 
 the Central Plateau in the heart of the Andes, then a line which has been 
 projected north and south 151 miles in Ecuador might be used, in addi- 
 tion to about 30 miles to be builtin Peru near Cerro de Pasco. AFrench 
 syndicate is also endeavoring to secure a concession in Colombia to build 
 a line from Bogota to Cartagena, and are said to have the capital to 
 construct it ; but it may be said that nothing has really been done, and 
 especially so if the intercontinental line should be located on the east- 
 ern slopes of the Andes, through that rich but almost unknown coun- 
 try of the headwaters of the Amazon. From Cuzco in Peru to the rail- 
 ways of Costa Eica, about 2,300 miles, is found the one long link which 
 the intercontinental line will be called upon to construct. 
 
 From the southern terminus of the railroads now in operation in 
 Mexico to the northern terminus of the Argentine system is estimated 
 at 4,900 miles. In this distance 230 miles are now in operation which 
 may be utilized in the through line; of the remaining distance, about 
 1,800 miles are already under survey and construction, which when com- 
 pleted will leave about 2,890 miles to be located and constructed, in 
 order to complete the line that will eventually unite the republics of 
 the Western Hemisphere. 
 
 The distance between I^ew York and San Francisco by the shortest 
 rail route is 3,207 miles. 
 
 From every point of view, it seems. clear to us that immediate steps 
 should be taken to ascertain whether the acquisition of advantages of 
 such transcendant importance as direct and unbroken rail transporta- 
 tion would give to all the republics of this continent, are really within 
 our reach by any reasonable expenditure, or by the granting of reason- 
 able concessions to capitalists who would undertake the construction 
 and operation of the necessary railway, and give satisfactory security 
 for the fulfillment of their engagement. 
 
 We strongly recommend to the International Conference that pro- 
 vision should be made for the appointment of an International Commis- 
 sion of Engineers, to make the necessary surveys and report upon the 
 entire subject at the earliest possible date. We are of opinion that 
 our Government will co-operate with the other republics in this matter, 
 for its policy in the past has shown it to be most liberal in aiding, by 
 grants of land and of money, all enterprises for the impiovement of 
 means of communication, nor has this poZicy been confined to enter- 
 
74 
 
 INTEENATIONAL AMERICAN CONrEKENCE. 
 
 jirises entirely iu our own territory, for the problem of interoceauic 
 commnuicatiou across the Isthmus of Panaiiui, aucl through Central 
 America, has received attention and obtained aid as early as 1834. 
 
 When the recommendations of this proposed commission are sub- 
 mitted to the various governments, they can then confer as to the best 
 means of securing the union of the three Americas by unbroken and 
 direct rail communications. 
 
 We must believe that a work which would confer such manifold ad- 
 vantages to all the countries interested, would so strongly commend 
 itself as to induce them promptly to give it such encouragement and to 
 take such measures as will lead to its early completion. 
 
 Area, population, exports, imports, and miles of railway in the Spanish-American counlriea 
 
 and the United States. 
 
 Countries. 
 
 Axea (sq. 
 miles). 
 
 Popnlation. 
 
 Xear. Number. 
 
 Exports. 
 
 Tear. 
 
 Total. 
 
 To the 
 
 United States 
 
 in 1889. 
 
 Argentine Bepublio 
 
 Bolivia 
 
 Brazil 
 
 Chili 
 
 Colombia 
 
 Costa Rica 
 
 Ecuador 
 
 Guatemala 
 
 Honduras 
 
 Mexico 
 
 ^Nicaragua 
 
 Paraguay 
 
 Peru 
 
 Salvador 
 
 TJrug uay 
 
 Venezuela 
 
 "United States 
 
 Central America (includes British 
 
 Honduras) 
 
 South America (includes Guiana 
 
 and the Falkland Islands) 
 
 Total of Mexico, Central and South 
 
 America 
 
 1, 125, 086 
 
 772, 548 
 
 3, 119, 764 
 
 293, 970 
 
 604, 773 
 
 23, 000 
 
 248, 370 
 
 41, 830 
 
 47, 090 
 
 "751,479 
 
 49, 600 
 
 142, 916 
 
 463, 747 
 
 7,225 
 
 72, 175 
 
 394, 374 
 
 3, 581, 000 
 
 175, 045 
 
 7, 540, 158 
 
 8,492,682 
 
 1887 
 1882 
 1888 
 1885 
 1881 
 1S83 
 1885 
 1888 
 1887 
 1882 
 1883 
 1886 
 1876 
 1888 
 1887 
 1886 
 
 3, 894, 955 
 
 1, 182, 279 
 
 14, oo::, 335 
 
 2, 527, 320 
 
 3, 878, 600 
 
 203, 780 
 
 1, 004, 651 
 
 1,427,116 
 
 361, 700 
 
 10, 447, 984 
 
 275, 815 
 
 263, 751 
 
 2, 621, 844 
 
 664, 613 
 
 651, 112 
 
 2, 198, 320 
 
 1887 
 1886 
 18S7 
 1887 
 1887 
 1887 
 1887 
 1887 
 1887 
 1888 
 1886 
 1886 
 1884 
 1887 
 18S7 
 1886 
 1889 
 
 2, 950, 376 
 32, 583, 757 
 45, 982, 116 
 
 $113, 244, 801 
 
 9, 745, 000 
 
 143, 903, 661 
 
 67, 194, 709 
 
 10, 037, 205 
 
 4, 667, 422 
 7, 356, 868 
 7, 044, 498 
 1, 296, 000 
 
 38,619,867 
 1, 770, 413 
 1, 535, 272 
 
 5, 785, 920 
 5, 101, 143 
 
 27, 373, 172 
 15, 884, 728 
 742,401,375 
 
 20, 902, 102 
 
 373, 713, 387 
 
 433, 235, 356 
 
 $5, 454, 618 
 2,136 
 
 60,403,804 
 2, 622, 625 
 4,263,519 
 1,442,365 
 695, 005 
 2, 346, 685 
 1, 215, 561 
 
 21,253,601 
 
 1, 747, 246 
 None. 
 
 314, 032 
 1,663,162 
 
 2, 986, 964 
 10, 3D2, 569 
 
 8, 625, 484 
 92, 135, 052 
 122,014,137 
 
 Countries. 
 
 Argentine Eepublic. 
 
 BoUvia 
 
 Brazil 
 
 Chili 
 
 Colombia 
 
 CJosta Rica 
 
 Ecuador 
 
 Guatemala 
 
 Honduras 
 
 Mexico 
 
 Nicaragua 
 
 Paraguay 
 
 Imports. 
 
 Year. 
 
 Peru. 
 
 Salvador 
 
 Uruguay 
 
 Venezuela 
 
 United States 
 
 Central America (includes British Honduras) 
 
 South America (includes Guiana and the Falkland Isl'ds). 
 Total of Mexico, Central and South America 
 
 1887 
 1885 
 1887 
 1887 
 1887 
 1887 
 1887 
 1887 
 1887 
 1888 
 1886 
 1886 
 1884 
 1887 
 1887 
 1886 
 1889 
 
 Total. 
 
 From the 
 
 United States 
 
 in 1889. 
 
 $81, 467, 056 
 
 6, 820, 000 
 
 114, 335, 667 
 
 52, 667, 831 
 
 6, 339, 379 
 
 4, 200, 919 
 
 8, 333, 254 
 
 6, 312, 160 
 
 1, 215, 000 
 
 43, 380, 000 
 
 1, 062, 040 
 
 1, 399, 777 
 
 8, 044, 069 
 
 3, 186, 798 
 
 29, 950, 402 
 
 12,053,612 
 
 745, 131. 552 
 
 15, 800, 285 
 
 364, 838, 005 
 
 424, 018, 290 
 
 $9, 293, 856 
 
 0,838 
 
 9, 531, 081 
 
 2, 927, 794 
 
 3, 821, 017 
 983. 16 1 
 756, 211 
 994, 701 
 637, 175 
 
 11, 486, 896 
 
 1, 009, 687 
 
 None. 
 
 780, 835 
 
 701, 196 
 
 2, 192, 848 
 
 3, 738, 961 
 
 4, 695, 531 
 35, 021, 017 
 61, 203, 434 
 
 Miles of 
 
 railway, 
 
 1889. 
 
 4, 033. 5 
 106.2 
 
 5, 260. 5 
 1, 759. 9 
 
 226 
 110.5 
 
 40 
 103. 05 
 
 69 
 5, 021. 66 
 
 90 
 
 92 
 1, 037. 01 
 
 32 
 400 
 196 
 
 372. 05 
 13, 170. 02 
 18, 563. 91 
 
INTERNATIONAL AMERICAN CONFERENCE. 
 
 75 
 
 I. — Total vatiea of merchandise imported, into the United States from the British Korth 
 American Possessions and of mercliaiulise imported from the United States' into and en- 
 tered for consumption in the British North Amei'ican Possessions during each year from 
 1850 to 1889, inclusive (see Note 5). 
 
 Years. 
 
 Imports iuto the 
 
 United States 
 
 from the Britisli 
 
 Korth American 
 
 rossession. 
 
 Imports into the 
 British North 
 
 American Posses- 
 sions from the 
 United States. 
 
 Excess of imports 
 
 into the United 
 
 States. 
 
 Excess of imports 
 
 into the British 
 
 Korth American 
 
 Possessions. 
 
 1850 
 
 $5, 179, 600 
 5, 279, 718 
 
 5, 469, 445 
 
 6, 527, 659 
 8,784,412 
 
 15, 118, 289 
 
 21, 276, 614 
 22, 108, 916 
 15, 784, 836 
 19, 287, 565 
 23,572,796 
 
 22, 724, 489 
 18, 515, 685 
 17,101,217 
 29, 608, 736 
 83,264,403 
 48, 528, 628 
 2d, 044, 006 
 26, 261, 378 
 29,293,706 
 36, 265, 328 
 
 32, 542, 137 
 36, 346, 930 
 37, 649, 632 
 34, 365, 961 
 28,270,926 
 29, 010, 251 
 24, 277, 378 
 25, 357, 802 
 26, 133, 554 
 
 33, 214, 340 
 38, 041, 947 
 61, 118, 475 
 44, 740, 876 
 39, 015, 840 
 36, 960, 541 
 37, 496, 338 
 38, 016, 584 
 43,064,123 
 43,009,473 
 
 $11, 608, 641 
 14, 263, 751 
 13, 993, 670 
 19,445,478 
 26, 115, 132 
 34,362,188 
 35, 764, 980 
 
 27, 788, 238 
 22,210,837 
 
 26, 761, 618 
 
 25, 871, 399 
 
 28, 520, 735 
 30,373,212 
 29, 680, 955 
 
 7, 952, 401 
 
 27, 269, 158 
 27, 906, 984 
 
 26, 239, 459 
 22, 644, 235 
 21, 680, 062 
 21, 869, 447 
 27, 185, 580 
 33, 741, 995 
 47, 223, 171 
 53,430,424 
 50,319,993 
 45, 502, 201 
 63, 624, 029 
 50, 324, 123 
 45,196,601 
 41,926,563 
 
 50, 935, 925 
 55, 270, 580 
 65, 018, 933 
 69, 845, 968 
 63, 397, 608 
 49, 773, 232 
 
 51, 937, 050 
 54, 706, 161 
 57,412,887 
 
 
 $6,429,141 
 8, 984, 033 
 8, 524, 125 
 12, 917, 919 
 17, 330, 720 
 19,243,899 
 14, 488, 366 
 6,679,322 
 6,426,001 
 7, 474, 053 
 2, 298, 603 
 5, 796, 246 
 
 11, 857, 527 
 
 12, 489, 738 
 
 1851 
 
 
 1852 
 
 
 1853* 
 
 
 1834 
 
 
 1855 
 
 
 1856 . 
 
 
 1857 
 
 
 1858 
 
 
 1859 
 
 
 I860 . . 
 
 
 1861 
 
 
 1862 
 
 
 1863 - . 
 
 
 1864 
 
 
 1865 
 
 $5,995,246 
 20, 622, 644 
 
 
 1866 
 
 
 1867 
 
 195, 451 
 
 1868 
 
 3, 617, 143 
 7, 613, 704 
 14, 395, 881 
 6, 356, 551 
 3, 604, 936 
 
 1869 
 
 
 1870 
 
 
 1871 
 
 
 
 
 
 
 1874 
 
 
 19, 064, 463 
 22,049,067 
 16, 491, 960 
 29, 246, C:i 
 24,966,321 
 19, 063, 017 
 
 8,712,233 
 12,913,978 
 
 4 157 105 
 
 
 
 1876 
 
 
 
 1878 
 
 
 
 
 1880 
 
 
 
 
 1882 . 
 
 
 
 
 20, 278, 057 
 20, 830, l'J8 
 16, 437, 067 
 12, 276, 8.04 
 13, 921, 406 
 11,622,038 
 14,403,414 
 
 1884 
 
 
 
 
 1886 
 
 
 
 
 1888 
 
 
 
 
 
 
 NOTES. 
 
 1. All of the above data arc given for yeara ending June 30, except that the imports into the British 
 Possessions from 1850 to 1863 are for calendar years, and those for 1864 are for the six months ending 
 June 30. 
 
 2. The imports into the British Possessions from 1850 to 1867 comprise the imports into the provinces 
 of Quebec and Ontario, as taken from the Canadian accounts, plus the exports to the other provinces 
 of the present Dominion, as taten from the United States accounts ; the imports into the British Pos- 
 sessions for the remaining years are taken exclusively from the Canadian accouuts, "^'ith Ihe following 
 additions from the TJnited States accounts, viz: 1868, exports to British Columbia, $1,178,813; 1869, 
 exports from Minnesota, $182,682; 1870, exports from Minnesota, $172,210; 1873 to 1889, exports from 
 the United States to Newfoundland and Labrador. The accounts of these exports, which were exclu- 
 sively by water, are reliable. 
 
 3. The imports into the United States for 1864 and from 1868 to 1887 include the imports from all 
 British North American Possessions. 
 
 4. For the gradual formation of the present Dominion of Canada, see Statement No. 4. 
 
 5. The imports into the British North American Possesaions from 1850 to 1875 inclusive are the im- 
 ports entered for consumption, and those from 1876 to 1889 inclusive are the general imports of mer- 
 chandise. 
 
 * Railway communication, Atlantic and St. Lawrence and G-rand Trunk Hailroad, established he- 
 ween the United States and Canada (between Montreal and Portland, Me.) in 1853. 
 
76 
 
 INTERNATIONAL AMERICAN CONFERENCE. 
 
 II. — Imports and expo-fa of merchandise into and from the United States fron^ and to Mex- 
 ico, Central America, the WeM Indies, and South America during the years 1821,1830, 
 1840, 1850, 18B0, and from 1866 to 1889 inclusive. 
 
 TEAT>B WITH MEXICO. 
 
 Tears ending — 
 
 Export to 
 
 Imports 
 from. 
 
 Total importa 
 
 Bomeatic. a 
 
 FoteigD. 
 
 Total. 
 
 and exports. 
 
 September 30— 
 
 1821 
 
 (ft) 
 $985, 764 
 969, 938 
 
 1,498,791 
 
 3, 309, 379 
 3,701,599 
 
 4, 823, 614 
 5,048,420 
 
 3, 835, 699 
 
 4, 544, 745 
 6, 044, 033 
 3, 420, 658 
 
 3, 941. 019 
 
 4, 016, 148 
 3,872,004 
 4, 700, 978 
 4, 603, 802 
 5,811,429 
 
 6, 400, 380 
 6, 065, 974 
 9, 198. C77 
 
 13, 324, 605 
 
 14, 370, 992 
 11, 089, 603 
 
 7, 370, 599 
 fi, 856, 077 
 7,267,129 
 9, 242, 188 
 
 10, 886, 283 
 
 (ft) 
 $3,851,694 
 1, .545, 403 
 
 514, 036 
 
 2,015.334 
 
 871, 619 
 
 372, 182 
 
 1, 392, 919 
 
 1,047,408 
 
 1, 314, 955 
 3, 668, 080 
 2, 122, 931 
 
 2, 323, 882 
 1,930,691 
 1, 866, 278 
 1, 499, 594 
 1,389,692 
 1, 649, 275 
 1,361,864 
 
 1, 800, 519 
 1, 973, 161 
 2, 158, 077 
 
 2, 216, 628 
 1, 614, 689 
 
 970, 185 
 881,646 
 692,428 
 655, 584 
 600,608 
 
 (ft) 
 $4 837,458 
 2,516,341 
 
 2,012,827 
 5, 324. 713 
 4,573,218 
 
 5, 395, 796 
 
 6, 441, 3=9 
 
 4, 883, 107 
 5,869,700 
 7, 612, 113 
 5,643,689 
 6, 264, 901 
 
 6, 946, 839 
 5, 737, 282 
 6, 200, 572 
 
 5, 893, 494 
 
 7, 460, 704 
 
 6, 752, 244 
 7,866,493 
 
 11, 171, 238 
 15,482,582 
 16, 587, 620 
 12,704,292 
 
 8, 340, 784 
 
 7, 737, 623 
 7, 959, 557 
 
 9, 897, 772 
 11, 486, 896 
 
 $531, 525 
 716, 109 
 
 575, 200 
 1,903,431 
 1,726,092 
 1,071.936 
 1,590,667 
 2, 336, 164 
 
 2, 715, 665 
 
 3, 209, 688 
 
 4, 002, 920 
 4,276,105 
 
 4, 346, 364 
 
 5, 174, 594 
 5, 150, 572 
 5.204,264 
 5, 251, 502 
 5, 493, 221 
 7,209,593 
 8, 317, 802 
 8,461,899 
 8, 177, 123 
 0,016,486 
 9,267,021 
 
 10, 687, 972_ 
 14, 719, 840 
 17,329,889 
 21, 263, 601 
 
 (ft) 
 
 1830 
 
 $5, 368, 983 
 
 1840 
 
 3,231,460 
 
 June 30— 
 
 1860 
 
 2, 588, 027 
 
 I860 
 
 ■", 228, U-, 
 
 1860 
 
 1867 
 
 6,299,310 
 6,467,732 
 
 1S08 
 
 1 869 
 
 8,032,006 
 7, -219, 271 
 
 1870 
 
 1871 
 
 8,575,365 
 10, 821, 801 
 
 1872 
 
 1873 
 
 1874 
 
 9,546,509 
 10,541,066 
 10,293,203 
 
 1875 
 
 1878 
 
 1877 
 
 1878 . . 
 
 10,911,876 
 11,351,144 
 11, 097, 758 
 12,712,206 
 
 1879 
 
 1880 
 
 1881 
 
 1882 
 
 1883 
 
 12,245,465 
 15,076,086 
 19,489,040 
 23,944,481 
 24,764,743 
 
 1884 
 
 1885 
 
 , 21, 720, 778 
 17, 607, 805 
 
 1886 
 
 1887 
 
 18fi8 
 
 1889 
 
 18, 425, 595 
 22, 679, 397 
 27,227,681 
 32,740,497 
 
 
 
 a In tbe absence of law providing for the collection of atatistios of exports to adjacent foreign terri- 
 tory over railwayg, tbe values of exports to Mexico since 1883 bave been considerably understated. 
 According to tbe official inform.ation from Mexican sonreea the value of imports into that country 
 rom tbe United States during the year ending June 30,1888, ■was$19,264,673, includingprecions metals 
 valued at $38,362. 
 
 Eailway connection Satablisbed between tbe United States and Mexico April 10, 1884. (See Table 
 III.) 
 
 b Not an independent country in 1821. 
 
 III. — Values of merchandise and of gold and silver coin and hullion imported into and ex- 
 ported from the United States from and to Mexico during each year ending June 30 from 
 1880 to 1889 inclusive, and exhibiting the values of imports and exports hy land separately 
 iy customs districts, and the total values of the imports and exports hy water. 
 
 MEECItAS"DISE. 
 
 
 
 Carried 
 
 in cars and other land vehicles. 
 
 
 Teara ending June 30 — 
 
 Corpus 
 
 Ctriati. 
 
 Paso del Iforte. 
 
 Saltirla. 
 
 
 Imports. 
 
 Exports 
 
 Imports. 
 
 Exports. 
 
 Imports. 
 
 Exports. 
 
 1880 ... . 
 
 $453, 876 
 495,816 
 346, 374 
 838, 194 
 490, 290 
 756. 975 
 953, 184 
 905, 627 
 750, 268 
 1, 510, 479 
 
 $643, 294 
 664, IfO 
 2, 049, 696 
 ],983,2!i4 
 1, 626, 377 
 1. 164, 2.33 
 1,011,196 
 1, 0.50, 970 
 1, 704, 086 
 3, 110, 386 
 
 $196, 804 
 
 216, 560 
 
 154, 973 
 
 325, 960 
 
 797, 967 
 
 1,058,960" 
 
 1, 837, 396 
 
 3, .531, 664 
 
 4, 141, 634 
 
 5, 116, 061 
 
 
 $93, 989 
 108, 878 
 131, 849 
 100, 084 
 161, 617 
 232,277 
 417, 168 
 210,210 
 489, 297 
 1, 175, 832 
 
 $340,348 
 175, 991 
 145, 191 
 850, 159 
 891 800 
 
 1881 
 
 
 1883 
 
 $192, 379 
 
 1, 163, 861 
 
 962,453 
 
 332, 935 
 
 61, 940 
 
 40, 909 
 
 32, 242 
 
 30, 551 
 
 1883- 
 
 1884 
 
 1885 
 
 372,231 
 
 145, 532 
 
 762, 669 
 
 1, 022, 688 
 
 1, 472, 078 
 
 1886 
 
 1887 
 
 1888 
 
 1889 
 
 
INTEKNATIONAL AMERICAN CONFERENCE, 
 
 77 
 
 III. — Value of mwdliandise and of gold and silver coin and bullion, etc. — Continued. 
 MERCHjlN DISE— Continued. 
 
 
 
 Carried 
 
 in cars and other land veliicles. 
 
 
 Tears ending Jni s 30— 
 
 San Diego. 
 
 Other ports. 
 
 Total. 
 
 
 Imports. 
 
 Exports. 
 
 Imports. 
 
 Exports. 
 
 Impo$ts. 
 
 Exports. 
 
 1880 
 
 $34, 559 
 52, 269 
 49,294 
 55, 762 
 
 122, 962 
 61, 912 
 88, 320 
 83, 950 
 
 135,484 
 
 164, 611 
 
 $14, 483 
 46,441 
 42, 933 
 
 101,402 
 70, 813 
 62, 241 
 68, 990 
 89, 337 
 
 114, 853 
 
 192,928 
 
 
 $35, 847 
 77, P07 
 4,780 
 
 219,317 
 44,354 
 69, 531 
 
 409, 559 
 98, 498 
 74, 403 
 79, 909 
 
 $779, 228 
 
 871, 629 
 
 681, 490 
 
 1, 259, 353 
 
 1, 585, 595 
 
 2, 676, 364 
 
 3, 623, 639 
 5, 00'', 721 
 5, 829, 812 
 8, 341, 557 
 
 $1, 033, 977 
 
 1881 
 
 
 964, 419 
 
 1882 . . 
 
 
 2, 434, 979 
 
 1883 
 
 $119,363 
 12, 759 
 666, 240 
 327, 471 
 271, 270 
 313.239 
 375, 584 
 
 4, 317, 023 
 
 1884 ... 
 
 3, 596, 797 
 
 1885 
 
 1,981,171 
 
 1886 
 
 1887 
 
 1, 687, 217 
 
 2, 042, 283 
 
 1888 
 
 2, 947, 672 
 
 1889 
 
 3, 894, 852 
 
 
 
 
 Carried 
 
 u vessels. 
 
 * Total. 
 
 Total 
 imports and 
 
 
 Imports. 
 
 Exports. 
 
 Imports. 
 
 Exports, a 
 
 exports. 
 
 1880 - 
 
 $6,430,365 
 7, 446, 273 
 7, 780, 409 
 
 6, 917, 770 
 
 7, 430, 891 
 
 6, 590, 657 
 
 7, 064; 433 
 9,717,119 
 
 11, 500, 077 
 12, 912, 044 
 
 $6, 832, 616 
 10,206,819 
 13, 047, 603 
 12, 270, 597 
 9,108,496 
 6, 359, 613 
 
 6, 060, 406 
 5,917,274 
 6,950,100 
 
 7, 592, 044 
 
 $7, 209, 593 
 8,317,802 
 8,461,899 
 8, 177, 123 
 9,016,486 
 9, 267, 021 
 10,687,972 
 14, 719, 840 
 17, 329, 889 
 21, 253, 601 
 
 $7,866,493 
 
 $15, 076, 086 
 
 1881 
 
 19, 489, 040 
 
 1882 
 
 15, 482, 582 
 
 16, 587, 020 
 12, 704, 292 
 
 8, 340, 784 
 7, 737, 623 
 7,959,557 
 9, 897, 772 
 11,486,896 
 
 23, 944, 481 
 
 1883 
 
 24, 764, 743 
 
 1884 
 
 21, 720, 778 
 
 1885 
 
 17, 607, 805 
 
 1886 
 
 18,4'5 595 
 
 1887 
 
 22, 679, 397 
 
 1888 
 
 27, 227, 661 
 
 1889 
 
 32, 740, 497 
 
 
 
 a See note to Table II. 
 COIif AND BULLION. 
 
 
 Carried in oars and other laud vehicles. 
 
 Years ending June 30— 
 
 Corpus 
 
 Christi. 
 
 Paso del Norte. 
 
 Saluria. 
 
 
 Imports. 
 
 Exports. 
 
 Imports. 
 
 Exports. 
 
 Imports. 
 
 Exports. 
 
 1880 
 
 $130, 167 
 169, 435 
 323, 091 
 1, 036, 995 
 1, 360, 835 
 781, 103 
 725, 863 
 698, 904 
 491, 866 
 513, 927 
 
 
 $487,078 
 
 425, 097 
 
 813, 753 
 
 1, 076, 606 
 
 2, 946, 736 
 
 9,418,969 
 
 12, 585, 015 
 
 10, 598, 215 
 
 10, 225, 041 
 
 13, 103, 596 
 
 
 $5, 461 
 
 12, 027 
 
 8,988 
 
 823 
 
 38, 348 
 
 5,966 
 
 9,136 
 
 22, 373 
 
 21, 648 
 
 338, 241 J 
 
 
 
 
 
 
 1882 
 
 
 
 $8, 762 
 20, 478 
 112 248 
 
 1883 
 
 $22, 960 
 875 
 37, 818 
 90, 979 
 23, 767 
 32, 687 
 10,318 
 
 
 1884 
 
 
 1885 
 
 
 
 1886 .... 
 
 
 
 1887 
 
 
 163, 200 
 
 1888 . 
 
 
 242, 146 
 61, 565 
 
 1889 
 
 
 
 
 
 Carried in cars and other land vehicles. 
 
 Years ending June 30— 
 
 San Diego. 
 
 Other ports. 
 
 * Total. 
 
 
 Imports. 
 
 Exports. 
 
 Imports. 
 
 Exports. 
 
 Imports. 
 
 Exports. 
 
 1880 . . . 
 
 
 
 
 
 $622, 706 
 
 606, 559 
 
 645, 832 
 
 2, 162, 414 
 
 4, ,135, 919 
 
 10, 206, 018 
 13, 320, 014 
 
 11, 319, 493 
 10, 738, 455 
 13, 955, 704 
 
 
 1881 
 
 
 
 
 
 
 1882 
 
 
 
 
 
 $8, 762 
 43,428 
 113,123 
 37 818 
 
 1883 . ... 
 
 
 
 $17, 990 
 
 
 1884 
 
 
 
 
 1885 
 
 
 
 
 
 1886 
 
 
 
 
 
 90, 079 
 186,967 
 274, 833 
 
 61, 883 
 
 1887 - 
 
 
 
 
 
 1888 
 
 
 
 
 
 1889 
 
 
 
 
 
 
 
 
 
 
 
7,8 INTERNATIONAL AMERICAN CONFERENCE. 
 
 III. — Values of merchandise and, of gold and silver coin a:%d 'bullion, etc. — Continued. 
 COIN AND BUXLIOST— Continued. 
 
 Years ending June 30 — 
 
 Carried in vessels. 
 
 Total. 
 
 Total 
 imports and 
 
 
 Imports. 
 
 Exports. 
 
 Imports. 
 
 Exports. 
 
 exports. 
 
 1880 
 
 $8,493,118 
 8, 529, 765 
 5, 986, 106 
 
 7, 620, 672 
 
 8, 679, 982 
 4, 713, 593 
 3, 615, 382 
 3, 636, 273 
 3, 294, 182 
 3,601,484 
 
 $3, 371 
 
 1,600 
 
 9,684 
 
 53, 536 
 
 222, 612 
 41, 688 
 19, 056 
 92, 845 
 44, 575 
 
 114,733 
 
 $9, 115, 824 
 9, 136, 324 
 6, 631, 938 
 9, 782, 986 
 
 13, 015, 901 
 
 14, 919, 611 
 16, 935, 396 
 14, 855, 765 
 14, 032, 637 
 17,557,248 
 
 $3,371 
 1,500 
 
 18, 446 
 
 96, 964 
 335, 635 
 
 79,406 
 110, 035 
 279, 812 
 319, 408 
 176, 616 
 
 *9, 119, 195 
 9, 137, 824 
 6, 650, 384 
 9, 879, 950 
 
 13, 361, 636 
 
 1881 
 
 1882 
 
 1883 
 
 1884 
 
 1885 
 
 1886 
 
 17,045,431 
 15,135,677 
 14,352,045 
 17, 733, 864 
 
 1887 
 
 1888 
 
 1889 
 
 
 * See remarkable development of traf&c in consequence of railway oommnuication, established April, 
 1884. 
 
 RAILWAY CONSTRUCTION AS BEARING UPON POPULATION, WEALTH, 
 
 AND DEVELOPMENT. 
 
 The miles of railway, poiiulation, aud farming products are given up 
 to 1889. The miles of railway are exact. The population given is from 
 estimates made in the Census Of&ce, and the products are from reports 
 to the Agricultural Department. The statistics of manufactures and 
 wealth are taken from the Census reports of 1880, and to these figures 
 we have added for the increase since 1880 amounts equal to the in- 
 crease shown between 1870 and 1880. It is certain that the forthcoming 
 census of the present year will show figures greatly in excess of those 
 we have given. 
 
 One of the greatest industries of the country, that of mining, which 
 has developed perhaps more rapidly than any other, shows almost fabu- 
 lous proportions in some sections we have omitted entirely, as we have 
 been unable to find reliable statistics of the mining interests by States- 
 
 Railways, population, and wealth. 
 
 Railways. 
 
 Population. 
 
 Wealth. 
 
 Arkansas (area, 53,860 square miles): 
 
 1860 
 
 1870 •• , 
 
 1860 
 
 1888 
 
 Incre.iso 1888 over IbGO 
 
 California (area, 158,360 square miles)- 
 
 1860 
 
 1870 
 
 1880 
 
 1888 
 
 Increase 1888 over 1860 
 
 Illinois (area, 56,650 square miles): 
 
 1860 
 
 1870 
 
 1880 
 
 1888 
 
 Increase 1888 over 1860 
 
 Kansas (area, 82,080 square miles): 
 
 1880 i 
 
 1«70 
 
 1880 : 
 
 18«8 
 
 Increase 1888 over 1860 
 
 Miles. 
 
 38 
 
 256 
 
 864 
 
 2,046 
 
 2,008 
 
 23 
 
 925 
 
 2,220 
 
 4,126 
 
 4,103 
 
 2,790 
 4,823 
 7,851 
 9,000 
 7,110 
 
 1,601 
 3,400 
 
 8,765 
 8,765 
 
 435, 460 
 484, 471 
 802, 525 
 1, 140, 000 
 706, 550 
 
 379, 994 
 560, 247 
 864, 694 
 
 1, 350, 000 
 970, 006 
 
 1, 171, 951 
 
 2, 539, 891 
 
 3, 077, 871 
 3, 750, 000 
 2, 578, 049 
 
 107, 206 
 
 304, 399 
 
 996, 096 
 
 1, 518, 000 
 
 1, 410, 794 
 
 $219, 266, 000 
 156, 394, 000 
 246, 000, 000 
 336, 000, 000 
 116, 744, 000 
 
 207, 874, 613 
 
 638, 767, 017 
 
 1,430,000,000 
 
 2, 220, 000, 000 
 
 2, 012, 126, 387 
 
 871, 864, 282 
 2,121,680,579 
 
 3, 092, 000. 000 
 
 4, 070, 000, 000 
 3, 198, 139, 718 
 
 31, 327, 895 
 188, 892, 014 
 675, 000, 000 
 961, 118, 000 
 929, 790, lOS 
 
INTEENATIONAL AMERICAN CONFEEENCE. 
 
 Maihoays, population, a/nfi wealth — Continued. 
 
 79 
 
 
 Eailways. 
 
 Population. 
 
 Wealth. 
 
 Muaouri (area, 69,416 square miles): 
 
 1860 
 
 817 
 2,000 
 3,965 
 5,901 
 5,084 
 
 307 
 
 711 
 
 8,244 
 
 8,211 
 
 7,904 
 
 1, 182, 012 
 1,721,295 
 2, 168, 380 
 2, 750, 000 
 
 1, 667, 988 
 
 604,215 
 
 818, 579 
 
 1,591,740 
 
 2, 060, 000 
 1,455,785 
 
 501, 214, 398 
 
 1870 
 
 1, 284, 922, 897 
 
 1880 
 
 1, 630, 000, 000 
 1, 776, 000, 000 
 1,278,785,002 
 
 1888 •- . 
 
 Increase 1888 over 1860 
 
 Texas {area, 265,780 square miles): 
 
 I860 
 
 365, 200, 614 
 
 1870 
 
 169, 0.52, 542 
 
 726, 000, 000 
 
 1, 291, 000, OOO 
 
 1880 
 
 1888 
 
 Increase 1888 over 1860 
 
 925, 799, 386 
 
 
 
 Products for the year. 
 
 Arkatisas (area, 53,850 
 square miles) : 
 
 1860 
 
 1870 
 
 1880 
 
 1888 
 
 Increase 1888 over 
 
 1860 
 
 CaWomia (area, 158,360 
 square miles) : 
 
 1860 
 
 1870 
 
 1880 
 
 1888 
 
 ioerease 1888 over 
 
 1860 
 
 Illinois (area, 56,650 
 square miles) : 
 
 1860 
 
 1870 
 
 1880 
 
 1888 
 
 Increase 1888 over 
 
 1860 
 
 Kansai (area, 82,080 
 square miles) : 
 
 1860 
 
 1870 
 
 1880 , 
 
 1888 
 
 Increase 1888 over 
 
 1860 
 
 Missouri (area, 69,415 
 square miles) : 
 
 1860 , 
 
 1870 
 
 1880 , 
 
 1888 
 
 Increase 1888 over 
 
 1860 
 
 Texas (area, 265,780 
 square miles) : 
 
 1800 
 
 1870 
 
 1880 
 
 1888 
 
 Increase 1888 over 
 1860 
 
 Com. 
 
 Bushels. 
 17, 823, 688 
 13, 382, 145 
 24,156,417 
 42, 608, 000 
 
 24, 784. 412 
 
 510, 708 
 1, 221, 222 
 1, 993, 326 
 4, 464, 000 
 
 3, 963, 292 
 
 115, 174, 777 
 129, 921, 395 
 385, 792, 481 
 259, 125, 000 
 
 143, 960, 223 
 
 6, 150,727 
 
 17, 025, 525 
 
 105, 729, 326 
 
 240, 508, 000 
 
 234, 357, 273 
 
 72, 892, 157 
 
 66, 034, 076 
 
 202,414,413 
 
 218, 841, 000 
 
 145, 948, 843 
 
 16, 600, 702 
 20, 554, 538 
 29, 065, 172 
 83, 698, 000 
 
 67, 197, 298 
 
 Wheat. 
 
 Bushels. 
 
 957, 601 
 
 741, 736 
 
 1,269,715 
 
 1, 794, 000 
 
 836, 399 
 
 5, 928, 470 
 16, 676, 702 
 29, 017, 707 
 43, 781, 000 
 
 37, 852, 630 
 
 23, 837, 023 
 30, 128, 405 
 51, 110, 502 
 38, 014, 000 
 
 14, 176, 977 
 
 194, 173 
 
 2, 391, 198 
 
 17, 324, 141 
 
 30, 912, 000 
 
 30, 717, 827 
 
 4, 227, 586 
 14, 316, 926 
 24, 966, 627 
 20, 639, 000 
 
 16, 411, 414 
 
 1, 478, 345 
 405, 112 
 
 2, 587, 737 
 6, 189, 000 
 
 4, 710, 655 
 
 Oats. 
 
 Potatoes. 
 
 BuBlwls< 
 
 475, 268 
 
 528, 777 
 
 2, 219, 822 
 
 4, 848, 000 
 
 4, 372, 732 
 
 1, 043, 006 
 1, 757, 607 
 1, 341, 271 
 1, 899, 000 
 
 855, 994 
 
 15, 220, 029 
 42, 780, 851 
 63, 189, 200 
 146, 364, 000 
 
 130, 143, 971 
 
 88, 326 
 4, 097, 925 
 8, 180, 385 
 37, 529, 000 
 
 37, 440, 675 
 
 3, 680, 870 
 16, 678, 313 
 20, 670, 958 
 36, 384, 000 
 
 32, 703, 130 
 
 986, 889 
 
 762, 263 
 
 4, 893. 359 
 
 14, 808, 000 
 
 13, 822, 111 
 
 Bushels. 
 418, 000 
 422, 196 
 402, 027 
 864,000 
 
 416, 000 
 
 1, 789, 463 
 2, 049, 227 
 4, 550, 565 
 4, 442, 000 
 
 2, 652, 637 
 
 6, 540, 390 
 
 10, 944, 790 
 10,865,707 
 
 11, 706, 000 
 
 6, 165, 610 
 
 296, 335 
 2, 342, 988 
 2, 894, 198 
 9, 063, 000 
 
 8, 766, 666 
 
 1, 900, 860 
 4, 238, 361 
 4, 189, 694 
 6, 044, 000 
 
 4, 063, 160 
 
 174, 182 
 208, 383 
 228, 832 
 700, OOO 
 
 625, S18 
 
 Hay. 
 
 Tons. 
 
 9,356 
 
 6,839 
 
 20, 630 
 
 66, 235 
 
 46, 877 
 
 305, 655 
 
 561, 773 
 
 1,045,119 
 
 1, 539, 454 
 
 1, 233, 799 
 
 1, 774, 554 
 
 3, 747, 339 
 3, 276, 319 
 
 4, 626, 482 
 
 2, 850, 928 
 
 56, 232 
 
 490, 289 
 
 1, 601, 932 
 
 1, 936, 450 
 
 1, 879, 218 
 
 401, 070 
 
 616, 611 
 
 1, 083, 929 
 
 1, 802, 494 
 
 1,401,424 
 
 11, 865 
 
 18, 982 
 
 48,530 
 
 189, 795 
 
 177, 930 
 
 Cattle. 
 
 Yalue of 
 
 manu- 
 factures. 
 
 No. 
 667, 799 
 357, 935 
 708, 243 
 824, 539 
 
 256, 760 
 
 1, 180, 142 
 631, 398 
 664, 307 
 985, 176 
 
 194, 966 
 
 1, 583, 813 
 
 1, 715, 586 
 
 2, 384, 322 
 2, 605, 302 
 
 921, 489 
 
 93, 456 
 373, 967 
 
 1, 461, 057 
 2, 315, 994 
 
 2, 222, 539 
 
 1, 168, 984 
 1, 153, 695 
 2, 080, 932 
 2, 181, 007 
 
 1,012,023 
 
 3, 535, 768 
 3, 494, 043 
 
 4, OU, 605 
 7, 923, 690 
 
 4, 387, 922 
 
 $2, 880, 578 
 4, 629, 234 
 6, 756, 159 
 8, 883, 159 
 
 6, 002, 581 
 
 68, 253, 228 
 66, 594, 656 
 116, 218, 973 
 165, 843, 000 
 
 97, 589, 772 
 
 57, 580, 886 
 205, 620, 672 
 414, 864, 673 
 624, 108, 000 
 
 566, 527, 114 
 
 4,357, 408 
 11,776,833 
 30, 843, 777 
 49, 900, COO 
 
 45, 642, 592 
 
 41, 782, 731 
 206, 213, 429 
 165, 386, 205 
 200, 000, 000 
 
 158, 217, 269 
 
 6, 677, 202 
 11,517,302 
 20, 719, 928 
 30, 000, 000 
 
 23, 422, 793 
 
THE RAILWAYS OF URUGUAY. 
 
 BEfOBT OF ALBERTO NIN, DELEGATE FROM URUGUAY.'' 
 
 Washington, January 6, 1890. 
 
 Mr. Chaieman: To satisfy the desires of the committee over which 
 you so worthily preside, I have the pleasure to send herey^ith a pam- 
 phlet arranged ad hoc, which contains all the legislation on railroads 
 at present in force in Uruguay, and a map which graphically illustrates 
 its railway system. 
 
 As the chairman will observe, this system radiates from Montevideo, 
 capital of the Republic, and terminates, by way of the center, at the 
 north and the extreme eastern and western limits on the frontier of 
 Brazsil, and by way of the west in the Uruguay Eiver, which separates 
 the Eepublic from that of the Argentine, so that its junction with what- 
 ever line may be established to put the country which I have the honor to 
 represent in communication with the other nations of America would 
 be as easy to carry out as it would be at once practicable, since the 
 great trunk lines of the Uruguayan system will be complete and open 
 to the public service in all extent during the present year. 
 
 The general railr,oad system law establishes, moreover, a valuable 
 guaranty to the capitals invested by private enterprises, but notwith- 
 standing these circumstances, I believe it proper to state, at this time, 
 that if it should be necessary and advisable to join in obtaining the 
 most perfect communication with the other uations of America, Uru- 
 guay would not be very far behind in conceding especial favors which 
 would assure that result. 
 
 To this end, it is pleasant to me to salute the chairman with my most 
 distinguished consideration and appreciation. 
 
 Albbeto Nin. 
 
 Hon. Juan F. Velaede, 
 
 Chairman Committee on Railroads, 
 
 International American Congress. 
 
 ' Translation, 
 
 HO 
 
THE RAILWAYS OF VENEZUELA. 
 
 REPORT OF JOS^ ANDBADE, DELEGATE FBOM VENEZUELA, TO TBE 
 COMMITTEE ON SAILEOADS OF THE INTERNATIONAL AMERICAN 
 CONFERENCE.* 
 
 At the end of 1887 Venezuela had 232 kilometers of railroad open 
 to public trafftc and 407 kilometers under construction, besides 1,982 
 kilometers contracted for or projected. 
 
 Since 1887 there have been finished and opened to the public the line 
 from Puerto Cabello to Valencia, 54 kilometers ; that from Barcelona tb 
 the coal mines, 19 kilometers ; that from La Luz to Barquisimeto, To- 
 cuyo, and Trujillo, 350 kilometers, and that from Caracas to Trujillo, 
 54 kilometers. The construction of a railroad from Caracas to Victoria 
 has also been begun, and is already well advanced, and it is now to be 
 extended to San Cailos, beyond Valencia, under the name of the Grand 
 Trunk Line of Venezuela. Lately contracts have been made for the 
 construction of new lines which can not be specified at this moment. 
 The Slemoirs of Public Credit of 1888 and 1889, give an account of all 
 these contracts with their minor details, and in those of the Treasury 
 Department can be seen the annual earnings and expenses of the lines 
 in actual operation. 
 
 In the Engineers' Handbook, published at Caracas in the same year 
 of 1887 by Dr. Jesus M» Mufioz-T^bar, present minister of public works 
 in Venezuela, and perhaps the best-known railroad engineer in that 
 country, will be found exact information about the native woods most 
 employed in such works, with their common and botanical names, their 
 resistance and price, the weight and price of brick, ballast, etc., and of 
 various materials for pottery found near Caracas. It also contains the 
 barometrical altitudes of some points of Venezuela in the neighborhood 
 of Caracas, on the ridges of the central coast chain which divides the 
 valley of Caracas from those of the Tuy ; along the highway of the south 
 which leads to those valleys ; on the coast range of Venezuela, the peak 
 of Naigevatd, and chair of Caracas ; the Avila and the other mountains 
 to the north of Caracas; Agua Negra and the other mountains to the 
 west of Caracas ; and the interior chain between the rivers Tuy and 
 Gu^rico. A copy of the Engineers' Handbook mentioned is herewith 
 inclosed. 
 
 There is also inclosed a pamphlet abouading in information, entitled 
 
 * Tra,iiRlatiou.. 
 S. Ex. 125 a* 81 
 
82 INTEEKATIONAL AMERICAN CONFERENCE. 
 
 "Document Eelating to the Railroad of Ceiba," 1888, in Spanish, French, 
 and English, together with a copj of the Statistical Annual of Vene- 
 zuela for the year 1887, in which will be found, among other information, 
 the following relating to railroads : 
 
 Complete list of railroads of Venezuela up to date, aivided into three classes: 
 Those constructed and in operation, those under construction, and those 
 - merely contracted for. 
 
 Diagram of the railroad from La Guayra to Caracas. 
 
 Diagram of the railroad from Caracas to Santa Lucia. 
 
 Diagram of the railroad from Puerto Cabello to Valencia. 
 
 Extract from the immigration law. 
 
 Extract from the land-grant law. 
 
 Extract from the law guaranteeing 7 per cent, upon capital invested in the 
 construction of railroads. 
 
 It is probable that complete copies of all laws relating to railroads, 
 and the Statistical Annuals for 1888 and 1889, may soon be presented 
 to the committee. 
 
 No map of the Eepublic other than that found in the Statistical An- 
 nual can be found here, and I do not know in what part of the United 
 States one of larger dimensions and equal accuracy can be obtained. 
 
 Washing-ton, Jamutry 18, 1890. 
 
A-iT»EI^DIX 
 
 REPORT 
 
 COMMITTEE ON RAILWAY COMMUNICATION. 
 
 83 
 
CONTENTS 
 
 V Page. 
 
 Letter of transmittal 87 
 
 Mexico 89 
 
 Yucatan 101 
 
 Central America 104 
 
 Guatemala r 105 
 
 Honduras 107 
 
 Salvador 112 
 
 Nicaragua 113 
 
 Costa Kica 114 
 
 South America , 120 
 
 Colombia 122 
 
 "Venezuela 127 
 
 Ecuador ., 132 
 
 Peru : 134 
 
 BoUvia 139 
 
 Chili 141 
 
 Argentine 145 
 
 Uruguay 154 
 
 Paraguay 155 
 
 Brazil 157 
 
 The Intercontinental Railway 16G 
 
 Surveys .' 172 
 
 Eailway Gauges 177 
 
 Metal Ties 179 
 
 Table of Railways 180 
 
 Table of Altitudes 190 
 
 Table of Distances 192 
 
 List of Books 196 
 
 List of Maps , 199 
 
 85 
 
LETTER OF TRANSMITTAL. 
 
 ■Washington, D. C, March 19, 1890. 
 
 Gkntlbmen : At your request I have obtained the following information with ref- 
 erence to the railways of Mexico, Central and South America, and the prospects of 
 railway building in these countries, especially with reference to an intercontinental 
 line. I have examined the libraries of the city, the Bnreaus of the War, Navy, and 
 other Departments, and have had the benefit of reading the reports of the Spanish- 
 American Delegates to the railway committee. 
 
 The Spanish^American countries naturally form three groups, viz : Mexico, Central 
 America, and South America. The topographical features of each group and of each 
 country are briefly described. Where railway development is extensive, a mere 
 statement of this is sufficient ; -where little has been done, more detailed information 
 seemed necessary, and especially as to those countries which the Intercontinental 
 Line would probably traverse. All the railways are given and the important ones 
 described with such other information as seemed valuable ; but details have been 
 omitted when given in the reports of the Delegates. 
 
 A plan for an Intercontinental Railway has been outlined from a study of all the 
 information obtainable; and, as a matter of interest in this connection, because of 
 the diversity of existing gauges, and of the rapidity with which timber is destroyed 
 in some of these countries, articles on railway gauges and metal ties have been added. 
 Attention is also called to the method of making topographical surveys in various 
 countries. a 
 
 Tables are given of e'evations and distances in these countries and of all the rail- 
 ways built and projected. Where no distinct statement of the distance between the 
 two points could be found it was measured upon all the maps. 
 
 For future reference a list of the maps and books from which I have obtained in- 
 formation is submitted. 
 
 Very respectfully, your obedient servant, 
 
 Geo. a. Zinn, 
 First Lieutenant, Engineers, U. S. Army. 
 
 Hon. H. G. Davis and Andrew Carnegie, 
 
 Members of the Committee on Railway Communication, 
 
 of the International American Conference. 
 
 87 
 
MEXICO 
 
 The railway system of this country has been so well developed that little uood lie 
 said beyond describing the important lines. As early as 1837, a concession was 
 granted for the building of a line from Vera Cruz to the City of Mexico ; but the 
 first real work was not done upon it until 1857. The success of this railway afterits 
 opening, in 1873, led to the projection of others by United States capitalists, having 
 the City of Mexico as their objective points. The fii-st of these to take tangible 
 shape was the Mexican Central from El Paso, Tex., where it connects with the 
 Southern Pacific Railway of the United States. The Mexican Government granted 
 liberal concessions of money and land for the building of other lines, most of which 
 have the City of Mexico as a terminal. The theory of these was to have, as well as 
 the through line, branches loading to the Paci fie and to the Gulf coast, and a glance 
 at the map will show that some of these have been built. Some of the Mexican lines 
 were projected from the United States to a good port on the Pacific coast to form 
 transcontinental lines. The Sonera Railway and the Texas, Topolobampo and Pa- 
 cific Railway are examples. The Tehnan tepee line was projected to connect the 
 Gulf directly with the Pacific. 
 
 A line has been projected from the City of Mexico to Central America, and is now 
 under construction. 
 
 Many concessions have been granted by the Mexican Government for the building 
 of railways, and it has been very liberal In donating money and lands ; some of these 
 concessions have been forfeited from failure to comply with the conditions imposed, 
 and others are not likely to be carried into effect. 
 
 I have described first the lines leading south from the border line of Mexico and 
 the United States, and then named the other lines : 
 
 80N0RA RAILWAY. 
 
 The Sonora Railway, from Nogalea, Mexico, to Guaymas, Mexico, 262.41 miles, was 
 opened from Guaymas to Hermosillo, 90 miles, in November, 1881, and to Nogales in 
 October, 1882. It is owned by the Atchison, Topeka and Santa F6 Railroad Company, 
 and with the New Mexico and Arizona Railroad forms the Sonora Division of the 
 Atchison Company's system of roads. 
 
 Leaving Benson the line takes a southwesterly direction through the lower part of 
 Arizona to Nogales on the Mexican frontier, 88 miles distant. 
 
 This road extends through a fine cereal and grazing country. Another line is to be 
 constrftcted from Hermosillo (263 miles from Benson), via Ures, Arispe, Bachnachi, 
 and Espia, to Paso del Norte. The population of Guaymas is about 6,000. 
 
 When fast trains are put on the Atchison, Topeka and Santa F6, the journey may 
 be made from New York to Guaymas in five days and a few hours. This line is ex- 
 pected to facilitate communication with Australia, while it also gives traders of the 
 Mexican, Central and South American coasts an opportunity to send their products 
 
 89 
 
90 INTERNATIONAL AMERICAN CONFERENCE. 
 
 quickly to the Mississippi Valley, the Ea st, and the large cities that Ue between the 
 Gulf of Mexico and the Great Lakes. 
 
 There is immense mineral wealth in Sonora ; mines of gold, silver, iron, lead, cop- 
 per, antimony, tin, and sulphur are found in the region adjacent to the railway. 
 Deposits of carbonate of soda, alum, marble, salt, and gypsum are also abundant. 
 One of the most important mineral deposits of Sonora is anthracite, recently discov- 
 ered at Barranca on the Yaqui River. The coal is found in sandstone and conglom- 
 erate and is said to contain 90 per cent, of carbon. Among other products reachea 
 by this railroad are sugar-cane, tobacco, rice, rosewood, ebony, logwood, and Brazil- 
 wood. 
 
 The cost of its property was $10,972,796. Its earnings in 1888 were $221,761.99. 
 
 MEXICAN CENTRAL. 
 
 The Mexican Central from El Paso, Tex., to the City of Mexico, 1,224.1 miles, with 
 blanches from Aguas Calientes to San Bias on the Pacific coast, and to Tampico oc 
 the eastern coast, from Silao to Guanajuato, 11.4 miles, and from Guanajuato to Ira- 
 puato, 161 miles. Of the San Bias division only 16.6 miles are completed, and of the 
 Tampico division, the line to San Luis Potosi, 130.7 miles was opened in June, 1889, 
 and at the present time there remains less than 50 miles to be completed. It is be- 
 lieved that the entire division will be opened for traffic by March 31, 1890. 
 
 This is the longest of any Mexican line, and has a subsidy of $9,500 per kilometer, 
 or in all amounting to about $32,000,000. It runs through a country rich in mineral 
 and agricultural resources, and connects the largest centers of population in Mexico, 
 although it crosses certain areas of sterile plains in the north. 
 
 This road was incorporated in Massachusetts February 25, 1880, and in the same 
 year purchased of the Guanajuato Railway Company 60 kilometers of narrow-gange 
 railway, which was widened and iocorporated into the main line. The entire main 
 line was completed March 8, 1884, and opened April 10, 1884. The Guadalajara divis- 
 ion was opened from Irapuato, May 21, 1888. 
 
 The subsidy acquired by this company covered the main line, the Tampico and 
 Guadalajara divisions, and is payable from custom-house receipts. The company 
 has the right to import free of duty all material required for construction, maintenance, 
 and operation of its lines, is exempted from taxation till the expiration of fifty years 
 after completion of all the lines, and has the right to construct and operate its tele- 
 graph lines for ninety-nine years. Small additional subsidies were given by the State 
 governments of San Luis Potosi and Guanajuato. The Government of Mexico, on 
 June 1, 1885, suspended the payment of its subsidy. 
 
 This road runs through the center of the great plateau, the healthiest region in the 
 world. As a rule the grades are gentle, but exceedingly rough hill-work was found 
 in the States of Guanajuato. Zacateoas, and Durango, and near the City of Mexico. 
 The road passes through Chihuahua, 12,000 inhabitants ; Zacatecas, 30,000 ; Aguas 
 Calientes, 31,880; Silao, 4,000; Guadalajara, 71,000; San Luis Potosi, 34,000; Tam- 
 pico, 7,000 ; Qneretaro, 48,000 ; Guanajuato, 63,000 ; Celaya, 10,000; Irapuato, 21,000; 
 Leon, 74,000 ; Mexico, 260,000. 
 
 Milea. 
 
 Main lines. City of Mexico to El Paso 1,224.0 
 
 Guanajuato Branch, Silao to Guanajuato 11.4 
 
 Branch to stone quarry 6.5 
 
 Tampico division, Tampico, westerly 117. 8 
 
 Tampico division, main line junction to San Luis Potosi 130.7 
 
 San Bias division 16.6 
 
 Guadalajara division, Irapuato to Guad.ilajara 161.0 
 
 Total length of lines owned, 1888 1,663.C 
 
 Average-number of miles operated during the year, 1,316.4. Gange, 4 feet Si 
 inches ; rail, steel, 56 pounds. 
 
INTERNATIONAL AMERICAN CONFERENCE. 
 
 91 
 
 Operations far year ending December 31, 1888. — Train mileage, passenger, and freight 
 itatistioa not reported. Earnings, |5,774,331.31, or l|4,386.40 per mile. 
 
 Expenses : 
 
 Maintenance of way -• $789,523. 18 
 
 Maintenance of cars yi8i 102. 9G 
 
 Motive power 1,416,425.86 
 
 Transportation 819,463.99 
 
 Miscellaneous. 181,321.57 
 
 Total, ($2,597 per mile) 3,418,837.56 
 
 Net earnings (40.79) per cent 2,355,493.75 
 
 This is net currency. Equivalent in United States money to $1,748,451.95.* 
 Bailway commerce. — The Mexican Central Railway, from El Paso del Norte to the 
 City of Mexico, was completed in 1884, and Paso del Norte, as its northern terminus, 
 at once became the most important town on the frontier. The commerce pf the place 
 sprang almost immediately from insignificance to considerable proportions, and is 
 now exceeded by but one city in the whole Republic. Not only did the through 
 traffic swell beyond all comparison with its former condition but the local trade was 
 also augmented. The Mexican collector of customs informed me that m 1884 he for- 
 warded to the ministerio de hacienda an estimate of the amount of merchandise on 
 hand at Paso del Norte, in the stores of the place, which he then computed, approx- 
 imately, as amounting to $50,000. Effects on hand in these establishments, which are 
 principally retail, can not now be estimated at less than twelve times that value. 
 It was thought by many that the construction of the International Railway through 
 Piedras Negras and of the Mexican National at Laredo would divert much of the 
 traffic from the Mexican Central, and consequently diminish the commercial impor- 
 tance of El Paso and Paso del Norte. Both of the first named routes are much shorter 
 than the Mexican Central line, as will be seen from the following table: 
 
 Distancea to City of Mexico from— 
 
 Tia 
 El Paso. 
 
 Via Eagle 
 Pass. 
 
 Via 
 Laredo. 
 
 In favor 
 
 of Laredo 
 
 over El 
 
 Paao. 
 
 New Orleans 
 New York... 
 
 Chicago 
 
 St. Lonia — 
 Kansas City . 
 
 Mileg, 
 2,433 
 3,e40 
 2,8G6 
 2,684 
 2,398 
 
 Milei. 
 1,836 
 8,210 
 2,471 
 2,189 
 2,080 
 
 Miles. 
 1, 578 
 3,015 
 2,236 
 1,950 
 1,821 
 
 Mile». 
 
 855 
 634 
 630 
 634 
 577 
 
 This greater proximity to the centers of commerce above enumerated resulted 
 during the first four months, in the loss of considerable traffic to the El Paso route, but 
 recently much of this business has returned to the Mexican Central, and but little ap- 
 prehension is entertained of any permanent loss from the competition and advan- 
 tages offered by the rival roads. 
 
 It is claimed that the Mexican Central places freight in the City of Mexico in less 
 time than the Mexican National, notwithstanding the greater distance over which 
 their merchandise is transported. This dispatch may be explained partly by the su- 
 perior organization and partly by the superior road-bed and equipments of the first- 
 named railway. The Mexican National labors under the disadvantages of a narrow 
 gauge, and the International is obliged to pass their cars over the Central line from 
 Laredo to the City of Mexico. In addition to this, the Mexican Central connects the 
 important cities of Chihuahua, Laredo, Zacatecas, Queretaro, Aguas Calientes, 
 Guanajuato, Guadalajara, and Leon, the commerce of which this road will always 
 control. — (Report of Consul Maokey, Paso del Norte, March 22, 1889.) 
 
 MEXICAN NATIONAL. 
 
 A concession generally known as the Palmer-Sullivan concession was granted to 
 the Mexican National Construction Company by an act of the Mexican Congress of 
 September 13, 1680, for the following named lines of railway : From the City of Mex- 
 ico to the Pacific coast at the port of Manzanillo, or between that port and La Nav- 
 idad, passing through the towns of Toluoa, Maravatio, Acambaro, Morelia, Zamora, 
 and La Piedad, and from a point on the foregoing line between Maravatio and Mo- 
 
 * Poor's Manual. 
 
92 INTERNATIONAL AMERICAN CONFERENCE. 
 
 relia to a point ou the northern frontier at Laredo, or between Laredo and Eagle Pass, 
 passing through the towns of San Lnis Potosi, Saltillo, and Monterey ; the railroad 
 thus constracted to be 3 feet gauge. An additional concession given January 10, 
 1883, granted the right to extend this system from the port of Matamoros through 
 Mier to Monterey, and from San Lnis Potosi through Zacatecas to Lagos. These 
 concessions granted the payment of a subvention of $11,270 per mile ($7,000 per 
 kilometer) on tine line from the City of Mexico to the Pacific and of $10,460 per mile 
 on the line to the northern frontier. They granted the right to bring materials duty 
 free, right of way over government lands, right to all mineral deposits discovered, 
 exemption from taxation, and other privileges and immunities. The company was 
 bound to complete 280 miles of track every two years, the line to the Pacific within 
 five years, to the northern frontier in eight years, dating from September 30, 1880 ; 
 and at the end of ninety-nine years the railway should revert to the Government, with 
 the right to purchase rolling stock from the company. The time was afterwards ex- 
 tended to completion in ten years from July 15, 1886, the distance was reduced to 155 
 miles in each two years, and a fine was imposed if this should not be complied with, 
 and other minor modifications. Construction was began October 14, 1880. The di- 
 vision from Laredo through Monterey to Saltillo, 236 miles, was completed September 
 14, 1883. The southern division was completed from City of Mexico through Toluca 
 to San Miguel de AUende, 254 miles, November 29, 1883. 
 
 The Pacific division was completed from Aoambaro through Morelia to Patzcuaro 
 June 1, 1886. This line had been surveyed all the way to Colima through Uruapan. 
 The Matamoros division is completed to San Miguel, 75 miles. The section between 
 Zacatecas and the suburb of Guadalupe, 5 miles, is operated at present by animal 
 traction and was purchased in 1881. The company has also acquired, by purchase, 
 the line between the City of Mexico and El Salto, and the line through Texas from 
 Laredo to Corpus Christi, 161 miles. A few miles of track has been laid from the 
 port of Manzanillo. By the concession of June 2, 1883, the company was granted 
 the right to construct a line completely around the City of Mexico, with branch lines 
 to Tlalpam, San Angel, and Contreras. Of this line, called the Cintura or Belt, the 
 important section that connects the several railways enteting the city is completed 
 and in operation. 
 
 The property of this company was sold under foreclosure May 23, 1887, and the 
 company .was reorganized. (For reorganization see Poor's Manual for 1887, page 935. ) 
 The through line was completed September 28, 1888, and opened for traffic November 
 1, 1888. 
 
 This road passes through the important cities of Monterey, 42,000; Saltillo, 17,000; 
 San Luis Potosi, 34,000; Acambaro, £17,000; Maravatio, 12,000 ; Tolnoa, 12,000 ; Mo- 
 relia, 35,000 ; Colima, 31,000. It is expected that the line from San Miguel to La- 
 redo will be completed in fifteen months from July, 1889. 
 
 Miles. 
 
 Main line of road, City of Mexico to New Laredo 838.63 
 
 El Salto line. City of Mexico to El Salto 42.41 
 
 Patzcuaro branch, Acambaro to Patzcuaro 95. 85 
 
 Belt line, Santiago to La Garita de San Lazaro 3. 17 
 
 Matamor* division, Matamoros to San Miguel, Mexico 75. 50 
 
 Texas Mexican Railway, Corpus Christi to Laredo and branch 162. 03 
 
 ■Sfownsville and Gulf, Eio Grande River through Brownsville, Tex 1. 00 
 
 Total of above lines 1,218.59 
 
 Add lines named in paragraph following 13.65 
 
 Total length operated December 31. 1888. 1,232.24 
 
 Gauge 3 feet ; tulx, steel and iron, 40 and 45 pounds. 
 
 In addition to the above mileage are the following lines which are unused or used 
 only as side tracks, special service tracks, and tramways: El S.ilto towards Tepeji, 
 2.5; Quarry branch from Naucalpan Junction to Quarry, 2,8; branch in Nevf 
 Laredo, 1. 
 
INTERNATIONAL AMERICAN CONFERENCE. 93 
 
 OperaUona for 1888.«-Train mi'eage, passenger, and freight traffic not reported. 
 
 Eafumgs : 
 
 Passenger $599,194.00 
 
 Freight 1,649,347.83 
 
 Mail 11,227.14 
 
 Other earnings 145, ISJl. 70 
 
 Total 2,404,891.53 
 
 Expenses : 
 
 Transportation 509,863.10 
 
 Motive power 820,007.57 
 
 Maintenance of cars 97,278.47 
 
 Maintenance of way 753, 199. 35 
 
 Extraordinary expenses 45,081.90 
 
 General expenses 115, 630. 00 
 
 Total 2,341,086.43 
 
 Net earnings ^ 63,811.10 
 
 Reduced to United States currency this equals $51,048.88. Add interest, discount, 
 and exchange, $71,022.44. Available revenue, $122,071.32 Paid interest on Texas, 
 Mexican Railway Company bonds, $60,880. Balance surplus, $61,191.32.* 
 
 A loan of $8, 000, 000 has recently been negotiated for the purpose of purchasing new 
 rolling stock and laying a third rail from Laredo to the City of Mexico — work to 
 begin at once. 
 
 THE MEXICAN INTERNATIONAL. 
 
 This company was organized December 9, 1882, under special charter from the 
 State of Counectiont. In 1883 it acquired certain concessions granted by the Govem- 
 menc of Mexico under date of June 7, 1881, November 4, 1881, April 1, 1882, which au- 
 thorized the construction and operation of a line of railroad and telegraph between 
 the City of Mexico and the Rio Grande, terminating at or near Piedras Nograa (Eagle 
 Pass), with the right to construct another line from a convenient point on the main 
 line to some point on the Gulf of Mexico, between Matamoros and Vera Cruz; also 
 another line to the Pacific Ocean at iome point between Mazatlan, Zihuatanejo, and 
 also such branches as tne company deem desirable from each sid* of the lines above 
 mentioned, said branches to be subject to the approval of the department of public 
 works and not to exceed 100 miles each in length. 
 
 It is stipulated in the concession that the road and its appurtenances shall be ex- 
 empt from taxation for fifty years, and that the materials required for construction, 
 operation, and repair of the road shall be free from import and other duties. No sub- 
 vention is granted, but the Government has obligated itself not to give a subvention 
 to any other line of railroad within 50 miles on either side of the lines so authorized. 
 About 70 miles, extending from Piedras Negras to Sablnas and including the part 
 within Mexican territory at the International bridge over the Rio Grande, were com- 
 pleted in 1883. In 1884, 89.37 miles of the main line were completed, and also 10.84 
 miles of the Lampazos branch, the latter thus reaching the coal fields of San Felipe. 
 The track of the main line was completed January 12, 1888, to Torreon, where con- 
 nection is made with the Mexican Central Railroad. The operation of the road to 
 Torreon was commenced March 1, 1888. • 
 
 The theory of all these lines is to have an interoceanic line, as well as a main line 
 north and south. 
 
 Main line, Piedras Negras, Mexico to Torreon, Mexico, 383.4 miles. Lampazos 
 Branch, completed from near Sabiuas Station on main line to Hondo, 12.31 miles. 
 Total 395.71 miles. 
 
 Gauge, 4 feet 8^ inches; rail, steel, 54 pounds. 
 
 * Poor's HanoaL 
 
94 INTEKNATIONAL AMERICAN CONPERKNCE. 
 
 THB MEXICAN SOUTHERN. 
 
 From Laredo another road was projected to the City of Mexico. The original con- 
 cession for building it was granted May 26, 1881. It has been called "The Mexican 
 Southern,'' " The Mexican Oriental," " The International and Interoeeanie." 
 
 The following is a condensed itinerary of this route : 
 
 A station had been erected at New Laredo, and on September 1, 18b3, aboat 100 
 miles of road had been graded, but only half a mile of track had been completed. 
 From New Laredo the route wiU follow the course of the Rio Grande to Meir, via 
 Guerrero. Leaving Mier the road goes southward to China. The ccmpimy has the 
 option of constructing a branch to Matamoros, 100 miles distant from Mier. There 
 are wagon roads from China to Monterey (60 miles) and also to Matamoros (90 miles). 
 The line then passes to the eastward of Teran and Linares, running almost due south 
 from China to Victoria, 270 miles from New Laredo. It lies on the border of the 
 Tierra templada. From Victoria the line will have a southeasterly direction, crossing 
 the Rio Panuca near Tanjuco, 45 miles from its mouth. 
 
 The company has the option of building branch roads to Tampioo and to San Luis 
 Potosi, but it is not probable that it will compete with the Mexican Central between 
 these points. 
 
 The line will be easy to construct as far as Victoria. South of this station it will 
 extend through the mountains on the eastern edge of the great table-land, and will 
 require rather heavy grades and some tunneling. This division will traverse the 
 Huasteca country, one of the richest portions of the Republic both in agricultural 
 products and mineral deposits. 
 
 The proximity of this railway to the sea-board should also be considered. This 
 company has also the choice of extending branch roads to Tuxpan and Vera Cmz. 
 This would, of course, be ajformidable opposition line to the Mexican Railway. Judg- 
 ing from the topography of the country, this road will be easier to construct than the 
 Mexican Railway. 
 
 The southern division may be described as follows : 
 
 Leaving the City of Mexico the line will ran parallel with the Mexican Railway 
 (it is not allowed to cross it) to Irolo, 45 miles from the City of Mexico the track will 
 be continued over a level country to Puebla (111 miles), thence southeasterly to Te- 
 haacan (182 miles), from which place there is a tramway to Esperanza, on the Mexican 
 Railway, 31 miles distant. 
 
 The road will go south from Tehuacan, following the Rio Salado for several leagues 
 to Arenal, where the Salado and Cuicatlau Rivers unite and form the Rio Quiotepec. 
 Arenal is 237 miles from the capital. A branch line is under construction from Anton 
 Lizardo, on the Gulf of Mexico, toward Arenal via Amapa and Tuxtepeo. Anton 
 Lizardo is 148 miles from Arenal Junction. The former town is the only good port 
 on the Gulf coast. The eastern division will be extended to Vera Cruz 23 miles dis- 
 tant. But little artificial grading will be required on the eastern division, and the 
 heaviest grade, according to the surveys, is 72 feet to the mile. 
 
 From Arenal the main line will run almost due southward along the Rio Cuicatlan 
 through a well-timbered region to Sedas (301 miles), and thence to Oaxaca, 350 
 miles (population 26,228, ejpvation about 5,000 feet). Leaving Oaxaca the railway 
 will run southward with a descending grade to Amatlan, Ejutla, and Miahnatlan, the 
 latter being about 65 miles from Puerto Angel, the principal port of the State, and 
 at which the Pacific Mail steamers touch. 
 
 From Miahuatlan the road takes an easterly course over a rugged country to the 
 town of Tehuantepec (523 miles), 10 miles from La Veutosa on the coast. The Pacific 
 Mail steamers stop at the adjoining port of Salina Cruz, which has a good harbor and 
 will become the terminus of the projected railway across the Isthmus. The Mexican 
 Southern will make connection with the Tehuantepec road at the station of that 
 name. The former road will be extended eastward from the town of Tehuantepec 
 
INTEENATIONAL AMERICAN CONFERENCE. 95 
 
 (l>opulation 12,000) to Toaala on the coast, where the Paoilio Mail steamers stop once 
 a month. Leaving Tonala the main line bifarcates, one branch running northeastly 
 to San Cristobal, the other to Tapaohula and thence probably to the City of Guate- 
 mala. 
 
 The region traversed by the southern division of this railway lies mostly in the 
 States of Vera Cruz, Oaxaoa, and Chiapas. It is very rich in mineral deposits and 
 agricultural products. The climate is salubrious and the vegetation luxuriant along 
 the greater part of the route. The State of Oaxaca contains valuable mines of gold, 
 silver, iron, copper, and mercury ; the cereals, brown beans, and tobacco, are grown 
 in abundance, and petroleum is found near Puerto Angel. The States of Vera Cruz 
 and Chiapas are rich in coffee, sugar cane, cocoa, tobacco, indigo, vanilla, and India 
 rubbers 
 
 Here (Laredo) the " Oriental," the southern corner of the vast Gould system of rail- 
 roads, leaps straight across the river, penetrates the tierra caliente, or hot coast region, 
 and draws a direct line for Mexico City. Thence it will be continued southward to 
 the "Mexican Southern," a concession controlled by General Grant, and eventually 
 may penetrate the confines of Guatemala, and even Central and South America. 
 Who knows t With a management presided over by the greatest general of our 
 armies and the skillful organizer of our railways it is possible that within a decade 
 of years one may obtain over the Gould system of roads a through ticket from New 
 York to Panama or from St. Louis to Quito. " 
 
 Mexico has almost no navigable streams, and hence the railway would seem to fur- 
 nish the instrumentality indispensable to her future development. 
 
 The Mexican Southern Company has recently issued $2,940,000 of preferred stock 
 and $2,450,000 of common stock to aid in the construction from Puebla to Oaxaoa, 249 
 miles. The present issue is to complete the road from Puebla to Tecomavaca, 139 
 miles. It is said that the surveys are complete to this point. Tlie grading is com- 
 plete from Puebla about 90 miles, and a very large force is now at work. The entire 
 line is to be completed in two years. It will connect with the Interoeeanic and the 
 Mexican Central at Puebla. and will have a gauge of 3 feet. 
 
 The following is given in the Engineering News of January 11, 1890 : 
 
 Salvador Malo, of the City of Mexico, has taken over the concession known as the 
 Fenelon concession for a railroad from Oaxaca to Tehauntepeo. 
 
 CONTINENTAL KAILWAY. 
 
 A concession was granted November 15, 1889, to Feliciano San Roman for the con- 
 struction of a railway from Matamoras to Tuxpan, thence one branch to the city of 
 Mexico, and another to connect with the National Railroad of Tehuantepec, from 
 which connection one branch is to be built to any port in Yucatan and another branch 
 to the boundary lin» of Guatemala. Construction is to commence in two years and 
 the line is to be completed in twenty years. The Government grants a subsidy of 
 $18,000 per kilometer in 5 per cent, bonds and gives the company all mineral lands 
 and marble quarries along the right of way. 
 
 Some years ago a concession was granted to Count Telfener for a railway called the 
 New York, Texas and Mexican Railroad to be built from Matamoras through Tam- 
 pioo and Tuxpan to the City of Mexico. This concession was forfeited, but a renewal 
 of it has recently been secured by General TreviBo. 
 
 MEXICAN RAII.WAY. 
 
 Vera Cruz to City of Mexico 264 miles. In 1837, the first Government decree was 
 issued granting a concession for the building of this railroad, but the projector was 
 unable to con struct any portion of it and the grant was declared forfeited. The first 
 real work was begun in 1857, when Don Antonio Escandron secured the right to con- 
 struct a line from the Gulf of Mexico to the Pacific. This concession was transferred 
 
 • Obera : * Travels in Mexico.* 
 
96 INTERNATIONAL AMEEICAN CONPEKENCK. 
 
 in 1865, and work was begun at either end ; after many delays trains commenced run- 
 ning between Orizaba and Vera Cruz September 5, 1872, and on January 1, 1873, the 
 entire line was completed. Its success led to seeking connection with the United 
 States and mauy concessions for such lines were granted by the Government with 
 subsidies of about $8,600 per kilometer. Most of these have been merged into the 
 greater lines. 
 Senor Bomero has said: 
 
 Asa test of the capabilities of this road, let us make a comparison between the 
 earnings of the Vera Cruz Eailroad and roads similarly situated iu the United States. 
 Probably the two lines combining more nearly than any others similar conditions are 
 the Union Pacific and the Central Pacific, having heavy mountain grades, long 
 stretches of high table lands, and sea-coast connections. An examination of the offi- 
 pial report shows that in 1880 the gross earnings per mile of these three roads were, 
 Uuion Pacific, $11,304 ; Central Pacific, $7,818 ; Vera Cruz, $12,662. Thenet earnings 
 per mile were as follows: Union Pacific, $6,168; Central Pacific, $3,913; Vera Cruz, 
 $7,330. The reports for 1835 show as follows : Gross earnings Union Pacific, $12,516 
 Central Pacific, $8,758; Vera Cruz, $16,459. Net earnings : Union Pacific, $6,207 
 Central Pacific, $8,758; VeraCruz, §10,098. It will thus be seen that for the last year, 
 the Vera Cruz road made a net earning of 6 per cent, upon a capital of $168,000 per 
 mile. A very liberal estimate would not place the cost of construction to-day at 
 more than $50,000 per mile, upon which the present net earnings would be a return 
 of about 20 per cent. 
 
 This line has a branch from Apizaco to Puebla, 29 miles in length, and operates the 
 Jalapa Branch Eailway from Vera Cruz to Jalapa, 70.75 miles. 
 
 THE INTBROCEA.NIC RAILWAY OP ACAPULCO AND VBEA CRUZ. 
 
 This road was registered April 30, 1888, and projected to run from Acapulco, on the 
 Pacific Ocean, to Vera Cruz, on the Atlantic, passing through the cities of Morelos, 
 Yantepec, Amacusao, Mexico, Irolo, Calpulalpam, San Martin, Vireyes, Perote, and 
 Jalapa; with branches from Vireyes to San Juan de los Llanos, from San Lorenzo to 
 San Nicholas, and from Yautepec to Cuernavaca. For fifteen years the company may 
 import, free of all duties, federal and local, material for construction, operation, and 
 rolliug-stock. The company is obliged to build at least 50 kilometers of track each 
 year (beginning July 1, 1887), over and above the 467 kilometers (289.5 miles) already 
 built, as follows: Mexico to San Martin, via Irolo, 123.6 kilometers (76.6 miles); 
 San Martin to Puebla, acquired by the coal company, 37 kilometers (22.9 miles) ; 
 Puebla to Jalapa, via Vireyes and Perote, 89.7 kilometers (55.6 miles) ; Vera Cruz to 
 Jalapa, 25 kilometers (15.5 miles) ; Mexico to Yantepec, 158.3 kilometers (94.4 miles) ; 
 total, 268.6 miles. Branches: San Lorenzo to San Nicholas, 22.3 kilometers (13.8 
 miles) ; Vireyes to San Juan de los Llanos, 11.3 kilometers (7 miles); total branches, 
 33.6 kilometers (20.8 miles) ; total of all lines 289.5 miles. The company must fiuish 
 said lines within the maximum term of twelve years, counting from Jnlyl, 1887. The 
 company has purchased the Puebla and San Marcos, running from Puebla to San 
 Marcos, on the Mexican Railway, 35.4 miles, and has under construction a con- 
 nection from La Luz to Vireyes, on the Puebla road. Control was also acquired 
 in 1884 of the Mexican Carboniferous Railroad, projected from Puebla south to the 
 coal fields ; and iu 1886 the Mexican Governmeut sold to this company the Puebla 
 aud San Martin Texmelucan Railway from Puebla to San Martin, 15 miles, with the 
 stipulation that the road is to be speedily completed — the guage is 3 feet and rail 
 steel, 40 pounds. 
 
 An idea of the construction of this road in a difficult part is given in the following 
 quotation : 
 
 From Oznmba the descent begins. Its steepest portion is in the next 10 miles, 
 where the lines twist backward and forward along the sharp declivity in order to 
 obtain a sufficiently easy grade. At several points in this curving descent three lines 
 of track at different elevations lie close together. Prom Nepautla the road is much 
 less steep, but all the way to Cuaatla the road is down hill. Beyond, the road con- 
 tinues through the caue country to Yautepec. 
 
INTERNATIONAL AMERICAN CONFERENCE. 97 
 
 This line is complete from Mexico City to Perots, 160 miles, and the Morelos line 
 has been completed to Tlalizapan. 
 
 From a point 25 miles south of Cuernavaoa this line will run entirely within Guer- 
 rero, a State possessing immense mineral wealth almost totally undeveloped. 
 
 The Interoceanic Railway, a narrow-gauge road from Vera Cruz to the City of 
 Mexico and thence to Acapulco, has been in contemplation for several years, but the 
 necessary capital to carry it through has been wanting. At one time a French com- 
 pany was formed, but it failed to accomplish anything. Finally English capital was 
 induced to take hold of the enterprise. After a siirvey of the route by civil engineers, 
 sent out for the purpose, a company was organized with a capital of £3,500,000 ster- 
 ling. That was over a year ago. It has been actively at work about nine months. 
 Prom a civil engineer connected with the company I learn the following facts : 
 
 The work done thus far has been on the Vera Cruz division, which, it is expected, 
 will be finished and in active operation in about a year. A new contract has been 
 made by the company with the Mexican authorities for the Acapulco division, of the 
 terms of which I am not advised. There are now at work on the division being built 
 about six thousand men. The line is complete from thri City of Mexico to Perote, ICO 
 miles. That from Perote to Vera Cruz, I'.i'i miles, is under construction. 
 
 On the Acapulco division there are 95 miles of railway in operation, from the City 
 of Mexico to Yautepec, which was purchased by the Interoceanic Company. In this 
 connection I would remark that tbe Interoceanic Company has purchased two other 
 lines on the Vera Cruz division — the road from Puebla to San Juan, 90 miles, and 
 from Vera Cruz* to Irolo, 40 miles. 
 
 The distance from Acapulco to the City of Mexico, in a straight line, this engineer 
 informs me, is about 285 miles ; as the road will probably be run it will reach 386 
 miles. The route has not been as yet defined or determined. It may not be run direct 
 to the City of Mexico, but make a divergence at or near Chilpanzingo and connect 
 with the Vera Cruz line at Puebla. While this will not materially lengthen the dis- 
 tance to the City of Mexico, the change will shorten the route from Acapulco to Vera 
 Crnz. 
 
 The most difficult portion of the work is between Acapulco and Chilpanzingo, a 
 distance of 108 miles. The route is hilly and mountainous, the hills running trans- 
 versely across the route, thus rendering the engineering laborious and costly. The 
 character of these elevations can be conjectured from the fact that Chilpanzingo is 
 between 5,000 and 6,000 feet above the level of the sea. 
 
 The most important fact connected with this brief summary is the certain con- 
 struction of this important railroad, which will be of immense benefit in the develop- 
 ment of this portion of Mexico and to its commerce. It will open, besides, a new and 
 brilliant future to Acapulco, utilizing its splendid harbor and opening to its people 
 new and varied industries. On the completion of this work depends the future of the 
 town and the development of this section. (Report by Consul Loughery, Aoapnlco, 
 August 22, 1889.) 
 
 KAILKOAD FRANCHISE IN MBXICO. 
 
 Mention has already been made of a railroad concession having been granted on 
 December 5, 1887, for a line to commence at the port of Mazatlan (consular district 
 of Mazatlan), State of Sinaloa, to extend to the northwest, nearly parallel with the 
 coast line of the Gulf of California into Sonora, to connect with the Sonera Rail way at 
 some convenient point north of Guaymas. This franchise or contract was not formally 
 confirmed by the Presiden t of the Mexican Republic until February 23 of this year, 
 and is a modification of the franchise or contract of the Sinaloa and Durango line 
 which was signed on July 5, 1886. 
 
 It is proposed that this line shall pass through Culiacan, the State capital of Sina- 
 loa, into Sonora, touching at Alamos, and, as before stated, connecting with the So- 
 nora Railway. 
 
 The contract also includes a road from Culiacan or Mazatlan to some point in the 
 State of Durango, with right to continue the line through the State of Coahuila to the 
 Rio Grande, and to construct branches from either side of the lines, each branch not to 
 exceed 62.14 statute miles in length, the said branches to be designated to the execu- 
 tive within five years from date of signature of the franchise. 
 
 From the port of Altata to the city of Culiacan a railway 35 miles in length is in 
 operation. This piece of road was constructed under a concession granted to the 
 government of the State of Sinaloa on the 15th August, 1880. The time allowed for 
 commencement and completion of the surveys and construction of the line is the 
 same as that stipulated by the concession of July 5, 1886, but extended so as to count 
 from February 23 of this year. 
 
 * Prohably the City of Mexico.— <J. A. Z. 
 
 S. Ex, 125 7' 
 
98 INTERNATIONAL AMERICAN CONFERENCE. 
 
 The concession confers right to construct and operate docks, ■wharves, warehouges, 
 telegraphs, etc., as is usual in such contracts. 
 
 The road is to be standard guage, the maximum of grades to be 4 per cent, and the 
 minimum radius of curves to be 325 feet. The weight of rails to be 60 pounds to the 
 yard. 
 
 The company formed to carry out this contract can issue bonds at not less than 
 $15,000 nor more than $25,00U per kilometer, and can mortgage the line at a rate not 
 to exceed ^150,000 per kilometer. The subsidy given by the Government is to be 
 S8,0U0 per kilometer (equal to 1^12,874 a statute mile), in bonds denominated "railway 
 subsidy bonds," bearing 6 per cent, interest, payable by the Treasury every six 
 mouths. 
 
 At the end of ninety-nine years the road and all its equipments is to become the 
 property of the Government. 
 
 Referring to a franchise granted by the Mexican Government iu November of last 
 year, mentioned in my general report of that year, for the construction of a line of a 
 railroad from Guay mas to Alamos, 240 miles distant, a reconnaissance of the route has 
 been made, but no work of construction has yet been commenced, nor has any mate- 
 rial arrived. (Report by A. Willard, IT. S. consul, Guaymas, Mexico, March 19, 1888.) 
 
 THE TEXAS, TOPOLOBAMPO AND PACIFIC RAILROAD 
 
 (American andMexican Pacific Railway) was projected, of standard gauge, to run from 
 Eagle Pass to Topolobampo, with branches to Presidio del Norte, Alamos in Sonera, 
 and the port of Mazatlan. The concession was granted June 22, 1880, with a subsidy 
 of $18,050 per mile. The company was organized in March, 1881, under the name of 
 the Texas, Topolobampo and Pacific Railroad Company, but in 1883 the name was 
 changed to the American and Mexican Pacific Railway Company. The total length 
 of the line was to be about 1,500 miles, of which 93 miles are surveyed and 35 miles 
 graded from the harbor to the Rio Fuerte. This route was to be the shortest trans- 
 continental line to Australia and Asia that could be laid down on the map. It claimed 
 to have at Topolobampo, within the Gulf of Mexico, one of the few tine harbors of the 
 Pacific coast. These harbors are spaced at wide intervals. That at the Columbia 
 River is the highest up, then 600 miles south is San Francisco, 441 miles below this 
 is San Diego, 650 miles farther on in a direct line, or 936 doubling Cape St. Lucas, is 
 Topolobampo, and 740 miles south of this again is Ac'apulco. Between them there is 
 nothing that can be called a harbor. 
 
 The concession granted to the Texas, Topolobampo and Pacific Railway Company 
 has been ofiicially declared forfeited. The concession was originally granted in June, 
 I'^'Sl, and modified afterwards in a manner favorable to the company, the company 
 being obliged within a year from the final modification in 1888 to build at least 50 kilo- 
 meters of road, which was not done. The company loses the forfeit money, amounting 
 to $90,000. (Telegram, City of Mexico, January 6, 1890.) 
 
 TEHUANTEPEC RAILWAY. 
 
 In 1841 the Mexican Government granted a concession to Don Jos^ de Garay to 
 make a connection between the two oceans, providing that the grantee should make 
 a survey, at his own expense, of the ground and the direction which the route should 
 follow, and also of the ports which might be decreed most convenient from their 
 proxirai ty . A survey was duly made and the reports were published. The route was 
 not necessarily to be a canal, although SeuorMoro, the engineer, based his operations 
 upon this assumption. 
 
 Soon after the termination of the war with the United States, the franchise of 
 Seflor de Garay became the property of Mr. P. A. Hargous, of New York, who, in con- 
 nection with a company organized in New Orleans, assumed the rights and responsi- 
 bilities of the Garay grant. After negotiations with the Mexican Government, and 
 unavoidable delays, it was agreed that a railroad would be more practicable than a 
 caual. Accordingly a survey for a railway across the isthmus was made in 1851, 
 under the direction of the late General J. G. Barnard, of the U. S. Army, who was de- 
 tailed for that purpose. The surveys demonstrated that a railway would be feasible 
 »t a moderate expense, that the grades did not exceed 60 feet per mile except at the 
 
INTERNATIONAL AMERICAN CONFERENCE. 99 
 
 Chivela Pass, where they "svere 116 feet per mile for the distance of 8 miles, and that 
 the summit was 720 feet above the sea level. lu 1857 the railroad project was re- 
 sumed and a ue(v survey was executed under the direction of Col. W. H. Sidell, U. S. 
 Army, but owing to various reasons this line was never constructed. 
 
 iln 1870, the Tehuantepec Railway Company was formed in New York. Mr. Simon 
 Stevens became its president, with the late Hon. Marshall Roberts as promoter. New 
 urveys and exploration were made, but the road was not built under this administra- 
 tion. Upon a reorganization of the company, with Mr. Edward Larnod, of Pittsfield, 
 Mass., as president, and under a charter from the State of Massachusetts, a modified 
 concession was obtained from the Mexican Government on June 2, 1879, to build the 
 Tehuantepec Railroad. A subsidy of $7,500 per kilometer was included in the con- 
 cession. The track was not to exceed 200 kilometers (124 miles) in length. 
 
 ITnder Mr. Larned's management only 5 kilometers were constructed and the con- 
 cession was declared forfeited for non-compliance with its conditions. 
 
 In 1882 the Mexican Government made a contract with private individuals for the 
 completion of the Tehuantepec line, and in January, 1883, the track was finished 
 from the mouth of the Coatzacoalcos River to Minatitlan, a distance of 25 miles. The 
 route of the projected railway is about 170 miles in length. 
 
 The line runs due north and south, and will traverse the southern portions of the 
 States of Vera Cruz and Oaxaca. The adjacent country may be described as follows : 
 
 The depth of the water at low tide is 13 feet on the bar at. the month of the Coat- 
 zacoalcos River, which is navigable for a distance of 30 miles. Placer gold deposits 
 are said to exist in the interior of the isthmus, although the country has not been yet 
 geologically explored. Large beds of asphalt also occur. The vegetable productions 
 of this region are indigo, tobacco, sugar-cane, cocoa, cotton, cofiee, Indian corn, 
 vanilla, sarsaparilla, ginger, and India rubber. The terminus of the road will be at 
 Salina Cruz, 3 miles west of La Ventosa, on the Pacific coast, which is considered a 
 safe harbor. 
 
 A telegram from the City of Mexico dated February 12 says that work on this road 
 is making good progress, with over 2,000 men employed. Up to date 47 kilometers 
 (29 miles) are completed from Coatzacoalcos on the Gulf and 80 kilometers (49.6 
 miles) on the Salina Cruz or Pacific end. The great provisioiial bridge, 1,250 feet 
 long, over the Tehuantepec River is finished. It will eventually he replaced by a 
 more solid structure. 
 
 Cardenas Bailway. — From Villa de Cardenas to El Ingenio, on the left bank of the 
 Grijalva River, in the State of Tabasco. Completed 4 miles. 
 
 A company has secured a subscription of $2,500,000 in London to its first preference 
 stock to build a line from Tonala to a point on the Grijalva River, thus making an 
 interoceanic line. Surveys are novy being made westward on the Pacific Coast from 
 Tonala; a portion of the line to the eastward lias already been located. 
 
 Ferro Carril de Sidalgo, from Irolo to Pachnca, 37 miles with branches from 
 Teoloyucan to Tizayuce, 15 miles, and from Tepa to Santa Maria, 9 miles, total 61 
 miles and siding 2 miles. Gauge 3 feet. 
 
 Ferro Carril de Monterey y Golfo, projected from Monterey to Tampioo, about 400 
 miles, 25 miles opened April 24, 1889, 100 miles to be completed July 1, 1889, the re- 
 mainder to be built as rapidly as possible. A recent report says that track is 
 laid 78.2 miles southeast of Monterey, and the branch line running northwostly to 
 Venadito is being completed at the rate of 2 miles a day. 
 
 Ferro Carril Naeional de Tehuacan a' iJsperanza.— Chartered September, 1877. Con- 
 struction begun July 1, 1878, completed and opened January, 1880. This road was built 
 chiefly to carry the products of the country through which it passes. It is worked 
 by mule power, the use of locomotives being very expensive and considered im 
 practicable. Length of line 31 miles. Gauge 4 feet 8} inches. Total cost of road 
 $350,000. Operating cost 65 per cent, of gross earnings. A concession has been 
 granted to extend it 49.6 miles south of Esperanza. 
 
100 INTERNATIONAL AMEEICAN CONFERENCE. 
 
 M%tamoro8 and, Matehuala. — It is stated that this road will soon be under construc- 
 tion. It is to run from Tamaulipas via Villa de Mendez, Cruilla, Burgos, San Nicolas, 
 Villagrau, Hidalgo, Victoria, Linares, to Matehuala. The country through which it 
 jjasses is rich in minerals and tinlber and is capable of producing large crops of 
 cotton, sugar and tropical fruits. 
 
 Sinaloa and Durango Railwaxj. — A concession was granted to Mr. Robert R. Symon 
 and associates for the construction of a railway from the Port of Altata to Durango 
 via Culiacan and Casala, with a branch to run down the coast from Culiacan (popu- 
 lation 10,00C) to Mazatlan. 
 
 This road is completed to Culiacan, :it!.5 miles The company's charter was amended 
 in 1888, authorizing the construction of u, road from Mazatlan to Guaymas, and 
 promising a subsidy of $8,000 per kilometer, payable in per cent, bonds. The cost 
 of the completed portion was $1,102,269, of the equipment, |54,577. 
 
 Uichoacan and Facific. — This road was opened for traffic from Maravatio to Augan- 
 geo, 27.9 miles, on January 1, 1890, and -will be opened to Las Trojes, 3 miles further, 
 by March 1. The construction is to be continued towards Ignala. 
 
 Xautla and San Marcos Baiiiooi/.— Authorized from bar of Nautla, on the gulf be- 
 tween Vera Cruz and Tuxpan to San Marcos, on the Mexican Railway, 111 miles. 
 Four miles have been completed of standard gauge. The concession, dated June 25, 
 1881, granted a subsidy of $9,660 per mile. 
 
 Puebla and Izucar de Matamoros Railroad. — From Puebla to Izucar, 37 miles, of 
 narrow-gauge. The concession, dated May (5, 1878, granted a subsidy of |12,880 
 per mile, or $480,000 in all. 
 
 Vera Cruz, Anton Lizardo and Alvarado Railway. — From Vera Cruz to Alvarado, 34 
 miles. The concession granted March 26, 1878, carried a subsidy of $12,880 per mile ; 
 an extension having been authorized from the San Juan River to the Isthmus of Te- 
 huautcpec, 84 miles, makes this amount to $1,520,000 in all. 
 
 The following concessions are said to have been granted and are likely to be carried 
 out, either wholly or in part : 
 
 (1) For a road from Doming, N. Mex., southward via Asuncion, Corralitos, Casas 
 Grandes, El Valle, and Santa Ana to Guerrero, east to Chihuahua and west to Guay- 
 mas Bay and Topolobampo. Surveys are being made along the route. 
 
 (2) For a line from Matamoros to San Luis Potosi, to be of standard gauge and 
 with a subvention of $8,000 per kilo. 
 
 (3) From Matamoros to Bagdad. 
 
 (4) To Gonzales Esteva for a line from Chamela, on the Pacific, to Aguas Caliente, 
 and Guadalajara. The States of Jalisco and Aguas Calientes have granted subsi- 
 dies of $2,000 and $3,000 per mile, respectively. 
 
 (5) To General Felipe Camacho for a line from Tula via Pachuca and Enlanoingo 
 to Zacualtipau with authority to extend the line to Tampico or Tuxpan. The sur- 
 veys are to begin at once, the construction within a year, and the line is to be com- 
 pleted within four years. A subsidy of $9,000 per mile was given. Work has already 
 begun and about 14 miles are nearly completed. 
 
 General Palmer, president of the National road, says that the introduction of rail- 
 roads has increased the revenues of the Government from eighteen to thirty-one 
 millions a year. It is clear that railroads are going to have a profitable corner here, 
 but it will have to be on a reasonable business basis. When the railroad people con- 
 clude to reckon their subsidies as uncertain, for the present at least, and to count 
 simply on the earning capacity of their property, they will be on a solid basis and in 
 time a profitable one, too. 
 
 The expenses of railroading in this hot climate are great. Wooden ties have but 
 a short life, cracking in the dry season and rotting during the rainy months ; bridge 
 timber and piles also wear out rapidly. Freight cars must be painted frequently to 
 prevent drying and cracking, and even the substantial Pullman cars shrink under 
 this exposure. Fuel constitutes a large item of outlay. Mesquit roots are burned on 
 the Central road, pine cut along its route is used on the Interoceanic, and the Vera 
 Crua Company feed their engines coal blocks, brought from Wales as ballast. The 
 decay of ties will in time necessitate a serious outlay on the Central road, for wooden 
 
INTERNATIONAL AMERICAN CONFERENCE. 101 
 
 sleepers cost here $1 each. It is evident that iron ties are a necessity in Mexico, and 
 they are jnst comfng into use. The climate tends to , preserve the rails and iron 
 bridges, provided the latter escape the torrents of the rainy season. The grades on 
 the railroads are somewhat heroic, and the taslc of constructing road beds in this 
 mountainous region is often gigantic* 
 
 RAILROADS IN YUCATAN. 
 
 FerrocarHl de Merida d Progreso, from Merida to Progreso, 24 miles. Federal sub- 
 sidy, $9,660 per mile. Total cost, $800,000. Construction begun, July, 1873. The road 
 was opened September 12, 1882. Gauge, 4 feet 9 inches. Soluta branch from Merida 
 to Soluta, 30 miles. 
 
 Ferrocarril de Merida d Peto, from Merida to Tisoal, 43.4 miles projected to Peto, 100 
 miles in all. Concession was granted by the federal government to the governor of 
 Yucatan March 27, 1878. After 2.5 miles had been built it was transferred to E. and 
 O. G. Canton. The completed portion was opened May 5, 1885. It has a subsidy of 
 $8,344 per mile. Gauge, 3 feet. 
 
 Ferrocarril de Merida d Calhini, from Merida to Chochola, 21 miles; projected to Cal- 
 kini, 102 miles. Completed portion opened August 2, 1884 ; the remainder is under 
 construction. Concession dated September 14, 1880, with subsidy of $8,344 per mile. 
 Gauge, 3 feet. 
 
 Ftrrocarril de Campeche d Calkini, projected from Campeche to Calkini, 52 miles. 
 Completed branches from Campeche to Pomuch, 39 miles, and from Campeche to 
 Lerma, 6 miles. The main line is under construction. Gauge, 3 feet. Concession 
 is dated February 23, 1881, and gives a subsidy of $9,6t)0 per mile. Sole owner, Jos6 
 Mendez Estrada, who issued to the State of Campeche fifty shares of stock of $1,000 
 each in consideration of the concession. 
 
 Ferrocarril de Merida d Vallidolid, projected from Merida to Valladolid, 106 miles, of 
 which 22 miles from Merida to Motul City, were completed and opened July 22, 1888, 
 the remainder is under construction branch from Conkal to Progreso, 19 miles, com- 
 pleted. Another branch is projected from Cenotilla to Tizimin, 37.7 miles. Gauge, 3 
 feet. Concession dated December 15, 1880, with a subsidy of $8,344 per mile. 
 
 The following concessions have been granted : 
 
 (1) For a line from Cancel to Progreso, without a money subsidy, the road to be 
 finished in five years. 
 
 (2) For a line from Izamal to Chan Santa Cruz. An extension to be built from Te- 
 kanto to Izamal. 
 
 One of the best bnilt railroads in Yucatan is that owned by the brothers Rudolfo 
 and Olegario G. Canton, and named the Merida and Peto Railroad, and, as it may be 
 considered a typical road of Yucatan, a general description of it may be of use. 
 
 Its concession was consummated May 27, 1878, and the first rail laid a year later. 
 The road is of 3 feet gauge, well built, and ballasted for the most part. The rails are 
 of Bessemer steel (purchased in England), weighing 40 pounds to the yard, and rest- 
 ing upon sleepers of " Chu cum," a very hard wood, as hard and heavy as lignum 
 vitas. These ties, or sleepers, are placed 2 feet apart, fifteen to the rail length. The 
 locomotives are four in number, all purchased in the United States. Five passenger- 
 cars are now in use. Twenty-two box and platform cars carry tliebulk of the traffic. 
 
 Upon the line of the 68 kilometers (42 miles) now in actual operation there are 
 eight suitable and thrifty looking stations, built of stone and mortar, well cared for, 
 and veryjieat in appearance. 
 
 The cost of constructing a road-bed in Yucatan is materially lessened by the level 
 land surface. I know of but one natural depression necessitating a fill of over 25 feet 
 upon any of the five railroads in Yucatan. The rocky plane that for the most part 
 covers the populated portion of Yucatan is of recent formation, being of soft, calcare- 
 ous rock, and in traversing it the road builders sometimes find themselves literally 
 breaking through, the percolating waters and other causes combining to form caves 
 or " cenotes " of varying magnitude, and covered with a crust of various degrees of 
 thickness and strength. 
 
 The above-described Merida and Peto Railroad has just had to grapple with and 
 
 * " Meiico of To-day," by S. B. Griffin, 1886. 
 
102 INTERNATIONAL AMERICAN CONFERENCE. 
 
 overcome a difficnlty of this nature. While cutting the road through a small hill 
 near the station of Hunabchen a blast suddenly opened the mouth of a gulf beneath, 
 which luckily proved to be comparatively small and shallow, and with much labor 
 was filled sumciently to allow the work to proceed. 
 
 I have collated the following data concerning the railroads of Yucatan. The amount 
 expended can, of course, be considered as only approximately correct. Various rea- 
 sons make it an impossibility to obtain the exact figures in dollars and cents.* (Re- 
 port by Edward H. Thompson, U. S. Consul, Merida, Yucatan, February 15, 1888. ) 
 
 THE COAL-MEASURES OF COAHUILA. 
 
 As the Republic of Mexico is generally regarded as barren in coal-measures of com 
 mercial worth, a statement of what has actually been accomplished in the past three 
 years in proving the existence of extensive coal areas and in their development in a 
 portion of the state of Coahuila will be of value. 
 
 The region of country bordering the Rio Grande River, from above Eagle Pass to 
 below Laredo, Tex., and extending westerly and southerly over 100 miles in tho State 
 of Coahuila, belongs geologically to the cretaceous period. In the Rio Grande region 
 the coal-measnres, as seen in the hills around Eagle Pass, Tex., and at Laredo, belong 
 to the "Fox Hills group " in the classification of geologists. 
 
 This Rio Grande coal belongs to the class of cannels or semi-cannel coals. Caunel 
 coals are valuable for household and general use as fuel, eith.erfor heat or steam pro- 
 duction, and also for the manufacture of gas or the distillation of oil, but are value- 
 less for manufacture of coke. 
 
 The Sabinas coal, as the Coahuila coal is called, on the other hand, is a highly bi- 
 tuminous coal, yielding by analysis from 60 to 70 per cent, carbon, and produces an 
 excellent grade of coke admirably adapted to all smelting purposes, whether of iron 
 or the ores of the precious metals. 
 
 The extent of the coal areas in the State of Coahuila is not yet definitely deter- 
 mined, and hence this report will be limited to a general description of the coal areas 
 that have been explored and are now being actually developed by the companies rep- 
 resenting American capital, the Coahuila Coal Company and the Alamo Coal Com- 
 pany. These companies jointly own about 51 square leagues of territory, or about 
 220,646 English acres. This immense area is traversed by the track of the Mexican 
 International Railway, and embraces a large portion of the valleys of the Sabinas 
 and Salado Rivers. 
 
 Sabinas station, on the Mexican International, is 73 miles from the Rio Grande 
 River at Piedras Negras, and has an altitude above sea-level of 1,116 feet. 
 
 From Sabinas there is a standard-gauge railroad 13 miles to the coal mines at San 
 Felipe and Hondo, where the coal companies have their main works. Here are 
 ofiBces, store- houses, miners' quarters, mining machinery, and all appliances formining 
 and shipping coal in large quantities. Explorations over this large area by pros- 
 pecting shafts and the diamond drill have conclusively demonstrated that two, and 
 perhaps three, coal horizons underlie this territory. The uppermost in the geological 
 series of these coal formations is known as the "Laramie group," and the one that 
 belongs immediately beneath it is the Fox Hills group. 
 
 The Laramie and Fox Hills groups are well-known coal-bearing formations in 
 Colorado, Utah, and Wyoming. 
 
 In Coahuila coal formations the same conditions are found to exist as in all other 
 western coal formations. 
 
 The entire region appears to have been disturbed by some convulsion of nature, so 
 much so that the coal horizons, instead of lying in horizontal planes, can be more 
 accurately compared to an undulating inclined plane. The disturbing cause or 
 force seems to have been exerted along a path from south-southwest to north-north- 
 east, leaving the ridges and depressions running nearly west-northwest and east- 
 southeast, and hence at many points the strata have been greatly disturbed and 
 broken up and faults occur in the continuity of the coal-bed. 
 
 At some points the strata are nearly horizontal and in close proximity; have 
 changed to an inclination of from 30 degrees to 40 degrees. Other peculiarities of the 
 formation were caused, probably, by forces at work simultaneously with the deposi- 
 tion of the coal material. The district was doubtless acted upon by swift currents of 
 vpater that washed away portions of the vegetable material (basis of future coal) and 
 clays were deposited in its stead. 
 
 Subsequently other coal material was deposited over the clays, and clays in pro- 
 cess of time changed to argillaceous shales. These shales, representing what coal 
 miners call a "horse," where no subsequent deposit of coal material was laid down, 
 only a thin scale of coal will be found. Hence coal mining in the western coal 
 
 * Tfie table has not been copied — G. A. Z. 
 
INTERNATIONAL AMERICAN CONFERENCE. 103 
 
 formations ia Utah, Colorado, and Wyoming, ia the United States, and here in 
 Coahuila, is- subject to about the same conditions, viz., varying thickness of the coal- 
 beds, even within short distances, and to greater or less variation in the quality of 
 the coal within equally circumscribed limits. The variation in thickness may ex- 
 tend even to an entire absence of coal from certain portions of the bed, and variation 
 in quality may range from fine coal to merely carbonaceous shale. These varying 
 conditions in thickness and quality necessitate careful explorations with the diamond 
 prospecting drill. This has been very exhaustively performed over large areas by the 
 coal companies established at San Felipe and Hondo. 
 
 The Laramie strata can be traced along the north side of the Sabinas Valley, a dis- 
 tance of nearly 40 miles, beginning a few miles above Sabinas station of the Mexican 
 International Railroad and extending southward down the valley. 
 
 On the south side of the River Sabinas, some 20 miles from Sabinas station, 
 coal oroppings are found in strata equivalent to the Fox Hills group. 
 
 As coal of either the Laramie or Fox Hills age, or both, is well known to exist in 
 Colorado aud New Mexico along the eastern slopes of the mountains, it is evident 
 that there is a belt of these two coal-bearing formations extending nearly or quite 
 continuously from the valley of the South Platte in Colorado to the State of Nueyo 
 Leon, Mexico. The coal at Sabinas is the only coal found anywhere in northern 
 Mexico suitable for iron smeltiag and kindred metallurgical processes. 
 
 At many points on the Sabinas River thick beds of argillaceous shales occur, mixed 
 with alternate layers of iron-stone. This iron-stone, it is believed, will some day 
 prove of immense value for manufacture of pig-iron. 
 
 The argillaceous iron-stone of the Sabinas region, the mountains of magnetic iron 
 ore in the neighborhood of Monclova, and the limestone found all over the country, 
 in connection with the Sabinas coal and coke, comprise ^11 the materials and requi- 
 sites for the manufacture of iron. 
 
 Tlie extension of the Mexican International Railroad to Durango will bring Sabi- 
 nas coal and coke to the famous iron mountain of Durango. 
 
 When one considers that save at the Sabinas coal mines no coal is anywhere mined 
 in all the territory of Mexico, and bearing in mind, too, the equally important fact 
 that Sabinas coal produces afine grade of coke, the immense value of these coal mines, 
 now producing over 8,000 tons of coal per month, to Mexico is apparent. This coal 
 is sold to the Mexican International and Mexican Central Railways, shipped to the 
 City of Mexico, aud about 3,000 tons monthly is exported to the United States at Pie- 
 dras Negras for the Southern Pacific Railway. 
 
 The development of iron manufacture, that is, producing pig-iron from iron ores, 
 and of the thousand attendant industries, will be of incalculable benefit to Mexico, 
 as at present Mexico purchases all her iron and iron manufactures. 
 
 It is quite possible that the full development of the iron industries of Mexico, now 
 for the first time made possible, or even probable, by the demonstrated fact that coal 
 yielding an excellent coke exists in inexhaustible quantity in the Sabinas region, 
 will prove of greater value to Mexico, will contribute more to the real comfort and 
 well-being of her people, and add more to the real greatness and wealth of the Mexi- 
 can nation than have her immense resources in the precious metals. 
 
 So to-day in the United States the united industries of coal and iron add more to 
 the national wealth, strength, and prosperity than does the total yield, immense as it 
 is, of our mines of the precious metals. (Report by Eugene O, Fech6t, U. S. consul, 
 Piedras Negras, December 6, 1889.) 
 
CENTRAL AMERICA. 
 
 The present independent Kepublics of Guatemala, San Salvador, Honduras, Nicara- 
 gua, and Costa Eioa constitute what is known as Central America — a territory extend- 
 ing between 8° 10' and 19° 20' north latitude, and between 82° 25' and 92° 30' west 
 longitude. In length it measures between 800 and 900 miles, while its breadth varies 
 from 30 to 300 miles. No competent survey has ever been made of this country, and 
 even the coast line is not always correctly laid down on the best charts. Maps have 
 been made at haphazard in most cases, and very few positions have been sucoessfully 
 determined. Government surveys along the lines of proposed canals or railways have 
 not extended beyond a narrow line, usually in low regions remote from important cen- 
 ters. Dr. Franzius has published a very excellent map of Costa Rica ; but most of 
 the so-called maps published by or under the authoriy of individual republics are 
 of no scientific value, the course of the principal rivers and the direction of the main 
 mountain chains being unknown. To illustrate the uncertain geography of Central 
 America, let me give the extent and population, as published by three authorities : 
 I. Lippincott's Gazetteer; II. Whittaker's Almanac, and III. the "Geografia do 
 Centro America" of Dr. Gonzalez : 
 
 
 I. 
 
 n. 
 
 ni. 
 
 States. 
 
 Square 
 miles. 
 
 Popula- 
 tion. 
 
 Square 
 miles. 
 
 Popula- 
 tion. 
 
 Square 
 miles. 
 
 Popula- 
 tion. 
 
 
 40, 777 
 7,355 
 47, 090 
 58,000 
 21, 495 
 
 1, 190, 754 
 434,520 
 351, 700 
 263,000 
 180, 000 
 
 40, 776 
 7,335 
 39, 600 
 68, 170 
 26, 040 
 
 1, 600, 000 
 554, 000 
 300, 000 
 300, 000 
 200, 000 
 
 50, 600 
 9,600 
 40, 000 
 40, OOO 
 21, 000 
 
 1,200,000 
 
 
 600, 000 
 
 
 400,000 
 
 
 275, 816 
 
 Coata Rica . .. . .. 
 
 200, OJO 
 
 
 
 
 174, «97 
 
 2, 392, 974 
 
 171, 921 
 
 2, 854, 000 
 
 161, 200 
 
 2,675,818 
 
 Without surveys and without a proper census of the Indian tribes no scientific 
 description of the country can be given. Humboldt's theory of an Audean Cordillera 
 has been disputed, and his mountain chain has proved to be a confusing (but not 
 confused) series of mountain chains. 
 
 # If # « j» * # 
 
 Whatever has been the process by which this essentially mountainous country has 
 been formed, we have at present at its northern boundary the high plain of Anahnac, 
 extending from Mexico (where it is interrupted by the Isthmus of Tehauntepec) 
 through Guatemala ; of somewhat lower level in Honduras and Salvador, sinking to 
 almost sea level in Nicaragua (l.')4 feet) ; and rising again in the Altos of Veragua to 
 about 3,2.50 feet. This main range has its axis much nearer the Pacific shore and 
 almost parallel to it, being in Salvador, distant 75 miles, and in Guatemala (Totoni- 
 capau), ouly 50. Towards the Pacific the slope is steep, interrupted by many vol- 
 canoes; while on the Atlantic side the gently terraced incline is broken into sub- 
 sidiary ridges extending to the very shores. In the oceanic valleys and along the 
 coast are the only lowlands of Central America." 
 
 Among the important rivers of Central America are the Usumacinta, which flows 
 into the Gulf .of Mexico, and is navigable many miles through a singularly fertile 
 country. The swift Chixos, the Rio de la Pasion, and the almost unknown San Pedro, 
 unite to form this '' child of many waters." 
 
 ' Gautemala," by W. T. Brigham, 1887. 
 
 104 
 
INTERNATIONAL AMERICAN CONFERENCE. 105 
 
 The Rio Polochic and Motagua in Guatemala, tht Segovia, Rio Grande, San Juan, 
 etc., flow into the Caribbean Sea. Those flowinginto the Pacific are short in length, 
 except perhaps the Lempa in Salvador. 
 
 Of the lakes, the most important are Nicaragua and Managua, Izabal and Peten, 
 500 feet above sea-level, Atitlan (5,110 feet), Amatitlan (3,890 feet), Cartina, Laguna 
 de la Cuba, and Lago de Guija. 
 
 The country in general is divided into three zones : the hot, the temperate, and the 
 cold. T\ie first is along the coast, extending to about 3,000 feet in height ; the temperate, 
 that of all the plateaus between 3,000 and 6,000 feet, contains the greater portion of 
 the population ; and the cold, above the latter height. 
 
 The seasons are two : the wet extending from May to November, and the dry dur- 
 ing the remainder of the year. The range of temperature throughout the year is not 
 over 17 degrees. On the Pacific side there is less rain than on the Atlantic, but the 
 ^ • • streams become torrents everywhere during the rainy season. The climate, except 
 along the coast, is healthful, and the soil is rich in all tropical productions. The 
 precious metals are found in abundance and many other ores occur. All our sugar, 
 coffee, chocolate, rice, India rubber, etc., should come from Central America. 
 
 GUATEMALA. 
 
 The largest part of Guatemala consists of an elevated table-laud, a continuation of 
 the plateau of Yucatan, and whose mean altitude is about 5,000 feet. The climate of 
 the elevated region is very agreeable ; along the coast it is hot and moist. 
 
 This State is very rich in resources, which as yet have been little developed ; gold, 
 silver, coal, iron, lead, and marble are found. There are upwards of one hundred kinds 
 of timber trees. Other products are coifee, cochineal, maize, frijoles, rice, wheat, in- 
 digo, cocoa, sarsaparilla, tobacco, sugar, vanilla, chile, and many fruits. 
 
 The rain-fall on the coast is about 150 inches during the rainy season. 
 
 Santo Tomas is one of the best ports of Central America, affording anchorage close 
 to shore for large ships. 
 
 An excellent idea of the topography of this country can be obtained from the map 
 in the report of the French expedition of 1868. The table-land is intersected by deep 
 valleys running in various directions. 
 
 The greater population is on the table-land, because the coast is so unhealthy. The 
 entire population is about 1,400,000, of which 59,039 are in the city of Guatemala, 
 20,000 in Antigua, 25,000 in Quezaltenango, etc. 
 
 Guatemala has a good system of roads ; stages ply between Guatemala City,dV.ntigua, 
 and Quezaltenango, but travel across the country from east to west must be carried 
 on by saddle. 
 
 The coal, which is bituminous and very rich, is found in the department of Izabal. 
 
 RAILWAYS. 
 
 Champerieo and Northern, from Champerico to' Retalhuleu, 27 miles, opened July, 
 1883, projected to San Felipe, 16 miles farther. It has recently been purchased by 
 native capitalists. The total amount of coffee moved by this road in the year endiu"- 
 June 30, 1887, was 16,873 tons. The imports carried were 3,015 tons. In volume 27, 
 Consular Reports, United States, page 262, will be found a complete description of 
 this road. The gauge is 3 feet, with maximum grades of 3 per cent, and minimum 
 curvature of 4 degrees. 
 
 lerro-carril del Norte de Guatemala, -pxajecieA from Puerto Barrios to Guatemala City, 
 185 miles ; 4 miles were constructed from Santo Tomas in 1883. The Guatemalan Gov- 
 ernment has recently entered into a contract with M. Henri Louis Felix Cotta for a 
 loan of $21,312,500, for the construction of a railway from Guatemala City to Santo 
 Tomas, about 185 miles, and agreement on the part of Mr. Cottu to transfer the Gua- 
 temala Central Railroad to the Republic of Guatemala. This contract also calls foi 
 
106 INTERNATIONAL AMERICAN CONFERENCE. 
 
 the building of a wharf at Santo Tomas ; the total cost of road and wharf is fixed at 
 $10,000,000. Surveys are to be commenced in six months, and the construction in one 
 year. A copy of the contract is issued by the Bureau of Statistics, State Department. 
 
 Guatemala Central, from San Josg to Guatemala City, 71.8 miles. Gauge, 1 meter; 
 maximum grade, 4^ per cent. This line is subsidized by the Guatemalan Government 
 to the extent of $100,000 per annum for twenty-five years. The completed road was 
 opened in September, 1884. It is thoroughly built and w ell. ballasted. The cross- 
 ties are partly native wood and partly California redwood. 
 
 A branch to La Antigua is proj ected. The total cost of the completed line was 
 $2,500,000. The highest elevation reached is 5,010 feet. 
 
 It is reported that this road has recently been purchased by American capitalists, 
 along with the franchise previously obtained by Mr. Cottu. 
 
 Surveys are in progress for a railway to run from Guatemala City to a oonneetioo 
 with the Mexican Pacific Railroad at the Mexican border. 
 
 The railroad system of Guatemala includes two short lines of track — one of them 
 reaching from San Jo86, the principal Pacific port, to the capital, 72 miles, and the 
 other irom Champerico, a few leagues northward, to the coffee plantations of the in- 
 terior, about 22 miles. Both are useful factors in the development of the country ; 
 but more important to the commercial interests of the United States is the proposed 
 line which is intended to connect Port Barrios, on the Caribbean Sea, with the capi- 
 tal and the Pacific, thus shortening the transportation distance from Guatemala to 
 the trade centers of our own country by several thousand miles. This railroad has 
 been contemplated for many years, and a liberal concession was made by the Gov- 
 ernment to citizens of the United States for its construction ; but the grantees after 
 several extensions of their privilege, have finally abandoned the project, and the 
 Government is doing a small amount of work upon it without much encouragement for 
 its completion. Labor is scarce on theAtlantic side of the continent and the climateis 
 very severe ; few laborers being able to endure the miasm which constantly arises from 
 the jungles along the coast. Lastfall several ship-loads of white and colored laborers 
 were imported from New Orleans to do the grading, but the experiment was disas- 
 trous, resulting in a fiightful amount of disease and mortality, so that the United 
 States consul-general was obliged to appeal to the Government for a naval vessel to 
 carry the sick back to their homes. But the present engineer-in-ohief states that »■ 
 recent acquisition of negroes experienced in railroad building has been found very 
 effioientaudthelaborershave very good health. The importance of the line to Ameri- 
 can commerce leads to the hope that all obstacles to its speedy completion will be 
 removed. 
 
 The country along the Atlantic coast is rich in tropical vegetation, and would be 
 rapidly developed if meaus of transportation were afforded; but the difficulties already 
 encountered make the outlook somewhat discouraging. 
 
 The railroad from San Jos6 to Guatemala City has been in progress of construction 
 for five years; the concession being originally granted to a native by whom it was 
 transferred to General Butterfield, of New York. The latter completed the lino as far 
 as Escuintla, a town 25 miles from the coast, which has long been the center of a 
 large, thickly settled and finely cultivated area, producing valuable crops of coffee, 
 sugar, cocoa, cotton, and other tropical products. There are 500 miles of wagon-roads 
 Teaching Escuintla, and the town has always been a market of great importance. 
 
 General Butterfield abandoned the railroad at this point, when its completion was 
 undertaken by a syndicate of capitalists from the Pacific coast, who laid the last rail 
 and opened it to commerce in August, 1884. Although constructed through a mount- 
 ainoHS country, with an average grade of 4 per cent., the road will compare well with 
 any narrow-gauge line in the world, and is probably the best in Central America. It 
 is laid with steel rails upon hard-wood ties, many of which were imported; is firmly 
 ballasted, and its many bridges were constructed with regard to permanence and 
 safety. The equipment of the road appears to be amply sufficient, its station-houses 
 are commodious structures built upon modern plans ; its management is courteous, 
 liberal, and enterprising, and this institution, most important to the commercial 
 welfare of Guatemala, is in all respects a credit to the Republic and the citizens of 
 California, whose energy and capital carried it through. By giving as low rates of 
 freight as the cost of construction will permit, and by a studious regard far the in- 
 terests of their shippers the managers of this road have done much to facilitate com- 
 merce and cheapen the coot of imported goods. 
 
 The other railroad from Champerico to Retalhulen has brought life in a similar 
 manner to a valuable section of the country , and has very largely increased the pro- 
 ductive area of the department through which it runs. This road was also con- 
 structed by the citizens of the United States and has proved remunerative to its own- 
 
INTERNATIONAL AMERICAN CONFERENCE. 107 
 
 era. The port cf Champerioo has the largest export of ooifee iu Central America, but 
 the importation at Sau Jos<5 is greatly iu excess. 
 
 It is a plan to extend the Champerioo Railroad farther into the interior, and a few 
 years will probably see it done. In this connection it may be stated that the exten- 
 sion of the Mexican system of roads into Central America is by no means a difficult 
 or impracticable scheme. The commission has taken pains to secure the information 
 of the character of the country to be traversed, the difficulties and expenses of con- 
 struction, the probable result such a, road would bring to commerce, and is strongly 
 of the opinion that such an undertaking, even if it were carried as far as the Isthmus 
 of Panama, would result in ultimate benefit, not only to the communities through 
 which it would pass, but to the commercial interests of the United States. (Report 
 of South American Commission, page 182.) 
 
 First, we discussed a road from Livingston to Coban, to open the coffee region ; 
 and as we were fresh from the very route, we tackled the problem unhesitatingly. 
 The road, we decided, should run up the coast towards Cocali, turn through the 
 forest 6 miles to Chocon, crossing the Chocon River on a single span, then over the 
 smaller Rio Cienega and along the north shore of the Lago de Izabal, then a little to 
 the northward of the Rio Polochic, bridging the Cahabon near the limestone ledges 
 east of Pansa, thence through Teleman, and by nearly the cart-road route to Coban. 
 Perhaps 125 or 130, miles in all, of single track, would result in quadrupling the 
 coffee export of Guatemala. It would then be profitable to raise more of the delicious 
 oranges of Teleman, oranges such as Florida can never raise; the mahogany of the 
 Cienega and Chocon could be marketed ; and all Alta Verapaz be a plantation of cof- 
 fee and fruits. More than this, the road would pay from the first through train. 
 Before us on the west coast was the sugar and cacao region — that land that pro- 
 duces the royal chocolate, which outside barbarians never get, but which might be 
 raised very extensively from Soconusco eastward if a railroad should be built over 
 the level lands from Esouintla to Retalhuleu, and Oc6s. A road from Guatemala 
 City through Salamd. to Coban would not only open the rich sugar estate of San 
 Geronimo, but connect the capital with the Mexican system, which will probably go 
 to Coban eventually. At Belize the English are trying to build a road inland to 
 Peten to open the logwood and mahogany forests, and they need a road along the coast 
 to open the settlements that now have no outlet save by water. A hundred and forty 
 miles at the outside would connect Belize with Livingston. The roads in Honduras 
 will extend between Trujillo and Puerto Barrios, there connecting with the North- 
 ern Railroad of Guatemala. Not one of these projected lines presents any very 
 difficult engineering problems. The financial question is the only obstacle ; and 
 with the exception of the first two — both coast roads, and of simple construction — they 
 would not pay for a few years. (Brigham's Guatemala, page 168.) 
 
 HONDURAS.* 
 
 This is the third Republic of Central America, and its resources are almost 
 wholly undeveloped. The vast plains of Coraayagua and Olancho are covered with 
 excellent grass, and pasture large herds of cattle. The forests, which occupy much 
 of the Atlantic coast region and the lower mountain slopes, abound in mahogany, 
 rosewood, cedar, etc. In mineral wealth Honduras easily outranks all her sister Re- 
 publics. Silver ores are exceedingly abundant, chiefly on the Pacific slopes. Gold 
 washings occur in Olancho, antimony, tin, and zinc have been reported. 
 
 Of the cities one of the most important is Tegiicigalpa, the capital, in the midst of 
 a plain 3,000 feet above the sea and surrounded by a mining region. Its population 
 is about 12,000. The population of Comayagua is 10,000. 
 
 Puerto Cortes has a good port, and the Gulf of Fonseca is an excellent harbor, the 
 finest on the Pacific coast of Central America. 
 
 RAILWAYS IN H01<fDURAS. 
 
 A narrow-gauge railway extends from Puerto Cortes to San Pedro Sula, 69 miles, 
 but is operated only to St. Jago, 37 miles, the remaining 32 miles being useless, be- 
 cause of thj destruction of an iron bridge over the Charaelicon River. It was orig- 
 inally projected to the Gulf of Fonseca (Amapala), under the name of the Hondm-at 
 
 * The land laws of HoDduras are given in the Consnlar Kepoi'ts of United States, No. 105, page 158. 
 
108 INTERNATIONAL AMERICAN CONFERENCE. 
 
 Railway, and was to be about 200 miles long, with a maximnm elevation near the cen- 
 ter of 2,850 feet. The present line has a traffic of about |1,250 a month. 
 
 The Honduras Central is projected from Truxillo to Jutecalpa, 200 miles, and thence 
 to the Gulf of Fonseca. The concession is owned by a New York syndicate. 
 
 In July, 1884, the Honduras North Coast Railwan and Improvement Company veceived 
 a concession accompanied by a land grant, estimated at 1,000,000 acres, for a line from 
 Truxillo to Puerto Cortes, about 150 miles, with power to extend to the Guatemala 
 boundary line. The gauge is 3 feet ; the construction began July 8, 1885. 
 
 The Ti-umllo and Roman River Railway is projected from Truxillo to Roman River, 
 20 miles, with power to extend up the Arenal Valley. 
 
 HONDURAS INTEROCEANIC RAILWAT. 
 
 One of the great questions of the time is that of effecting interoceanic communi- 
 cation across the American Isthmus, and thus opening to the world the most impor- 
 tant highway for the trade and commerce of all countries. This vast problem has not 
 only occupied the attention of our time, but it has also occupied the attention of the 
 past. King Philip II, of Spain, with all the wealth of the Indies at his command, 
 sought, but failed, to accomplish this great work ; audits importance to the world 
 was known and discussed long before that early period. 
 
 One of the possibly practical solutions of the great problem is, it seems, about to 
 be undertaken by the construction of a railway across the Republic of Honduras, 
 from Puerto Cortes on the Atlantic to Amapala on the Pacific. An English syndicate 
 during last year obtained a concession to build this interoceanic railroad, and organ- 
 ized in London with the title, capital, conditions, and objects, so succinctly set forth 
 in the following notice published in the Financial News, of Loudon : 
 
 " Honduras Railway Company, limited. — Registered by Johnson, Budd & Johnson, 
 100 Winchester House, E, C. The capital of the company is £8,000,000, divided 
 into 200,000 shares of £12 each, and 72,000 shares of £50 each, which are created to 
 enable effect to be given to clause 3 of the memorandum of association, and into 
 20,000 of £100, with power to issue any of the 20,000 shares of £100 each, and auy 
 new shares upon such terms as to preference or otherwise, as the company in general 
 meeting may direct. The objects for which the company is established are to ac- 
 quire, complete, construct, maintain, and work a railway or railways across the ter- 
 ritory of Honduras, from Puerto Cortes, on the Atlantic, to some point in the Gulf of 
 Fonseca on the Pacific, and all or any modification of those works, and all such rail- 
 ways or other works as may be authorized by any concession or decree of the Republic 
 of Honduras authorizing the execution of any railway, or railways, or public work 
 in the said Republic, and to develop traffic or operations thereon or in connection 
 therewith ; to acquire the concession or any interest in the concession for the said rail- ■ 
 way or railways, or any other concession or concessions for rail ways or public works in 
 the Republic of Honduras which the company may decide to acquire, and to accept 
 any liability ; to offer to the holders of bonds of the Republic of Honduras ordinary 
 shares of the company, fully paid up, in exchange for and against delivery and trans- 
 fer to the company of such bonds, and also to purchase and otherwise acquire any 
 railways or other works in Honduras which shall at the time of such purchase or 
 acquisition have been wholly or partially constructed ; to acquire, complete, con- 
 struct, maintain, and work any roads or lines of telegraphs, docks, wharves, quays, 
 jetties, warehouses, telegraphs, buildings, or operations of navigation or mining, or 
 other operations authorized or demanded by any such concession or concessions as 
 aforesaid, or which it shall be deemed advantageous or convenient to establish or 
 work in connection with what shall be so authorized or demanded, and generally to 
 do such acts and things, the doing of which shall be within the scope or be deemed 
 calculated to develop the advantages of any such concession or concessions." 
 
 This venture had so faltered and wavered and even failed, until the stipulated 
 time had expired, that it engendered a general belief that the concession, like many 
 others, would prove a fiasco. But extension of time was obtained, and the syndi- 
 cate sent a corps of engineers to make examinations, which are now concluded ; 
 and the chief of engineers, Mr. Lee Smith, remained here at the capital until last 
 mouth arranging with the Government, to his satisfaction, some minor details, and 
 he is now going away, leaving the assurance that the road will be completed within 
 three years. 
 
 . "Wbat a pity this great work will not owe its completion, as ii does its design, to 
 American genius and enterprise. If our people are to lose by failing to grasp the im- 
 portance of the enterprise, it is not the fault of their Government or representatives 
 here, for all necessary information thereon was given years ago by Mr. E. G. Squiers, 
 who was then our charge d'affaires in Honduras, and who designed this road and 
 
INTERNATIONAL AMERICAN CONFERENCE. 109 
 
 published to the world its superior advantages over all others for a traasisthmian 
 railway. In addition to the loregoiug published and public facts, I have done my 
 best to draw the attention oC our railroad capitalists to the urgent need of trans- 
 portation facilities in this country and to profits from investments for railroads. Mr. 
 Squiers has perhaps given this subject more study and investigation than any other 
 person, and he estimated the cost of the road to be not necessarily more than 
 17,000,000, and that the road would pay for itself within the first four years If this 
 is auythiug near the truth, some of our capitalists will regret that they have let the 
 opportunity slip of building this road, as it would not only have increased their fort- 
 unes, but would have gained them the title of public benefactors and the gratitude 
 of the people of this Eepublio, where the want of railroad enterprise is so severely 
 felt and the help of capitalists so much needed and sought. 
 
 When it is cousidered how this important question of interoceanic coramunication 
 has been so long and continuously agitated, it is not a little surprising that there has 
 never yet been but one way actually constructed, and that the little railroad crossing at 
 Panama, and especially since the advantages of the Honduras route have been made so 
 clearly evident. The Panama road cost twice as much per mile as Squiers's estimate 
 of the cost per mile of the Honduras road, and yet it is certain that the Panauia road 
 has yielded rich returns for the capital invested. The Honduras route will be not 
 only cheaper in construction, but cheaper in operation. It has better ports, easier 
 facilities for embarkation and debarkation, better sources of supply, a healthier cli- 
 mate, and is shorter in distance and in time between the great commercial centers of 
 the world. 
 
 As it is now probable that the road will be built under the aforesaid concession, I 
 herewith forward official copy of the same, but without translation. Its most note- 
 worthy feature is the vast amount of land it grants, thus enabling the syndicate to 
 establish a large British colony in Spanish Honduras, which wasdonein what is now 
 known as British Honduras, and which resulted in making the latter a dependency of 
 Great Britain. It is not likely that this country can ever be made a dependency of 
 the British Government either as a protege, as Cromwell so early extended his British 
 protectorate over that part of old Yucatan now known as British Honduras, or as a 
 part of the present colonial system of England. (Report of Consul Herring, Teguci- 
 galpa, November 25, 1888.) 
 
 TRANSPOKTATION IN HONDURAS. 
 
 Progress in Honduras, not only commercially but in every way, is greatly retarded 
 by lack of facilities for transportation. To remedy this difficulty the Government has 
 been carrying on a work designed to give this Republic a complete system of good 
 wagon-roads. The first link in this chain of communication — a broad, smooth road 
 of easy grades — was completed two years ago. It connects Tegucigalpa,a city of about 
 12,000 inhabitants, with the ports on the Bay of Fonseca, some 90 miles away, and 
 there with the vessels of the Pacific Mail Steam-ship Company, which regularly ply 
 between San Francisco and Panama. This road is of great benefit to the trade ol 
 Tegucigalpa, the capital of the Republic, as it affords for the first time within the 
 period of modern history means for comparatively easy and cheap transportation of 
 goods from abroad, and of the produce for which these goods are exchanged. Soon 
 after this road was finished another was constructed, connecting Tegucigalpa with 
 the mining camps of the mineral district of Yuscaran, 45 miles distant. Over this 
 new highway the mining companies have hauled large and heavy castings, which 
 could not have been carried over the old trails at a cost within the bounds of reason. 
 Within the last year another wagon-road has been completed from Tegucigalpa to 
 the rich Rosario mine, at Sanjuancito, a distance of over 20 miles. And, by the way, 
 a telephone line from Sanjuancito, via Tegucigalpa, to San Lorenzo, on the coast, 
 near Amapala, is just finished by the enterprising Americans owning the Rosario 
 mine. Within the last year another wagon-road has been constructed by Capt. F. M. 
 Imboden, an American, who built the two first mentioned. This road extends from 
 Tegucigalpa to the city of Oomayagua, which was long the capital of the Republic, 
 and is now, of all towns in the country, only second in size to Tegucigalpa, and is 
 two days' journey away. The Intention is to continue this road through the valleys 
 of Comayagna, Espinal, and Sulaco to the terminus of the railroad, at San Pedro 
 Sula, 37 miles south of Puerto Cortes, on the north coast. This road is of the highest 
 importance. 
 
 As far back as 1539, when this country was under Spanish rule, the governor of 
 Honduras addressed a letter to the then Emperor of Spain advising the construction 
 of a road over this same way to the Bay of Fonseca and representing that this was 
 the best route that could be obtained for the transportation of goods and persons 
 from Spain to Peru and other points on the Pacific Ocean. Most of the correspond- 
 ence with people in the United States and Europe, with British Honduras and the 
 West Indies, passes over this route ; and many, if not most, of the visitors from the 
 
110 INTERNATIONAL AMERICAN CONFERENCE. 
 
 Uni tod States to the seat of governmout here come by way of this road, through 
 Comayagua. One reason for this is found in the fact that the only steamers making 
 trips regularly, on fixed dates, between the United States and the north coast of 
 Honduras run from New Orleans and Puerto Cortes. Another reason is that this 
 roufo to the north, via Comayagua and Puerto Cortes, is much cheaper and more di- 
 rect than is any other between Tegucigalpa and points in the States east of the Mis- 
 sissippi or in Europe. Mail from central cities of the United States, as Chicago, St. 
 Louis, or Cincinnati, reaches Tegucigalpa in sixteen to twenty days if sent by way 
 of New Orleans and Puerto Cortes, while that sent from New York or San Francisco 
 requires from twenty-one to twenty-six for its transmission. 
 
 It will be seen that this road to Comayagua forms a link in what will he a chain 
 of roads reaching from Puerto Cortes on the north coast, and only 900 miles from New 
 Orleans, to La Brea on the south, some 1,670 miles south of the latitude of San Fran- 
 cisco. Connected with lateral branches to be made through tho large and fertile 
 valleys of the Salaco, of the Chamilicon, and the Santa Barbara Rivers, this system 
 will not only afford comparatively easy and quick communication between Atlantic 
 and Pacific ports, but it will also furnish an outlet for the products of three great 
 valleys and of the countless fertile mesas and hill-sides and valley farms, naturally 
 tributary to the large valleys. 
 
 From Comayagua to Puerto Cortes the road follows the lines selected, after careful 
 survey by American engineers, as a route for an interoceanic railway from Puerto 
 Cortes to Fonseca Bay. From Comayagua to Tegucigalpa the road is a departure 
 from the proposed railway route, but it is evident that there would be little diflSculty 
 in constructing a railway where a wagon road of easy grades and curves has been 
 made. Honduraneans and Americans having interests in this country arc anxious 
 for this railway to be built. The Government has offered most liberal terms to sev- 
 eral parties who have proposed to build such a road. Several contracts have been 
 made for that purpose, but so far nothing has been done in its construction since the 
 completion of the short road of 37 miles from Pnerto Cortes to San Pedro, and this is 
 yet the only railroad in this country. The greatest obstacle in the way of this much 
 desired interoceanic railroad is a contract that was made for its construction many 
 years ago with an English company who built the 37 miles of road referred to and 
 then abandoned the work, leaving the Governu'ent bound for a large debt of bonds 
 issued for the company in the hope that the entire road would be completed under 
 the contract. This railroad debt amounted, with interest, to §32,500,000 in July, 
 187.'i, and no part of it has since been paid, and the interest on it has been accumu- 
 lating at the rate of 10 per cent, per annum. It is believed that this debt is now 
 bought up and hold by a few capitalists, principally in London and Paris, and 
 could be compromised or adjusted on very easy terms to be paid at a small per cent, 
 of the face value of the bonds. At any rate, until this obstacle is in some way re- 
 moved, there seems to be no cause to hope for the construction of this great high- 
 way, the advantages of which to Honduras, and, as a transisthmian route, to the 
 whole world, have been clearly made known by Mr. E. G. Squiers, formerly United 
 States charg6 d'affaires to Honduras. — (Consul Herring, Tegucigalpa, Honduras, 
 June, 18c9.) 
 
 MININO INDUSTRY OF HONDURAS. 
 
 The interest and activity of gold and silver mining have been rapidly on the in- 
 crease since the last report on the subject from this consulate. In the twelve months 
 preceding this there have been denounced* under the mining laws more veins than 
 any four years of the past. There is no record yet compiled, nor likely to be for a 
 year, showing the nnmber of mines so denounced, but I am assured by the chief of 
 the mining bureau that this number may be safely put down as not less than one 
 thousand. This shows a notably confidence of this people in the future mineral 
 wealth of their couutry. The denouncements are mostly made by the natives. For- 
 eigners usually ask for concessions from the supreme Government. At the last report 
 there were not over thirty stamps in operation, now there are over a hundred. 
 Within the last twelve months the Rosario mine, at San Juanito, has declared its 
 first dividend. It is the pioneer of about a dozen of non-active American companies, 
 and is the first and only one of them that has paid a dividend up to date. 
 
 Since last report the Government has created a mining bureau, which may be ad- 
 dressed by any one abroad desiring information upon the minerals or mining indus- 
 try of the country. There has been established an assay office, which is attached to 
 this bureau, and in which are kept for public exhibiiionand for study and reference 
 a collection of many specimens of geological and mmeralogical formations of the 
 country. There are also now a government geologist and an inspector-general of 
 mines. And, furthermore, there is in eontemplatiou a national school of mines, 
 which will perhaps be in operation some time during the coming year. Such facts 
 
 * To denounce mines in Honduras means to take np or enter. 
 
INTERNATIONAL AMERICAN CONFEEENCE. Ill 
 
 show that the 3overnment as well a8 the people have a growing faith in the mineral 
 resources of the country. Keeping pace with this increasing interest in mineral de- 
 velopment, a Honduras mining syndicate was formed at Tegucigalpa in June last for 
 the purpose of buying and selling mineral properties, exploring and working old 
 veins, and discovering new ones. 
 
 Although the mining industry as operated under the modern system of improved 
 machinery is hut in its infancy in Honduras, yet recent evidences of the power it is 
 destined to wield in the development of this country are seen in mines that have been 
 raised into most valuable properties since its introduction. It is gratifying to add 
 that most, and perhaps all, of such improved machinery comes from the United 
 States, and the increasing demand for the same will doubtless continue to be sup- 
 plied by the manufacturers of our country. 
 
 No doubt what are thought to be the best of the old mines are already taken up, 
 but there are still other good mines that may bo denounced under the mining laws, 
 purchased reasonably, or a controlling interest obtained in same by simply placing 
 the necessary machinery upon the grounds. There are also many minesoflow-grade 
 ores which can not now be successfully worked, and command bat little if any at- 
 tention, which will be gladly seized upon when transportation facilities become as 
 they should, and, therefore, as they will be, and especially since exceedingly low- 
 grade ores, worth far less than these, can be successfully worked. 
 
 Whether these mines are as valuable as those in the United States or not, it may, 
 nevertheless, be safely stated that they are cheaper in proportion to the real richness 
 of the ores. Andfor this reason, with the increasing facilities for transportation (now 
 so very much needed ), the hope is not without its foundation that there is to be a 
 continual and healthy growth of the mining industry in Honduras. Of course, there 
 may be expected the usual failures, resulting from mistakes in the selection of 
 mines, and from mismanagement or dishonesty or both, in the home or foreign office. 
 There are yet old inhabitants, who worked these mines under the Spaniards, who 
 will testify to the rich quality and abundant quantity of the orBS. Even one who 
 knows absolutely nothing about mines, mining, or miners, but can weigh properly 
 the credibility of testimony, must conclude that tradition is wholly unreliable, and 
 that history, moreover, has been most unreasonably and unwarrantably falsified, or 
 else these mines are well worth the attention of the capitalists of the world. If the 
 testimony of living witnesses, if the traditions and the written history of the past 
 are worthy o£ belief, the Spaniards and the Spanish Government have derived im- 
 mense fortunes and revenues from these same mines of Honduras, and this, too, 
 without the aid of the great improvement in the mining machinery of modern times. 
 But if these mines were so valuable formerly, why is it that they have not produced 
 more bullion and declared more dividends of late years f It is because in the great 
 revolution of 1821, when this people threw off the yoke of Spain and drove its do- 
 minions from their borders, ISiere also went with the Spaniards, who left the country, 
 the most of the intelligence and capital that had been directing and was necessary 
 to direct these mining operations. Since then the mines, until lately, have been 
 falling into obscurity. 
 
 There was no effort on the part of the Government to advertise its mineral re- 
 sources. Whether from a fear that the wealth of their mines would attract the 
 cupidity of some other nation that would come and again reduce them to slavery, or 
 from a desire to preserve the mines exclusively for Honduran enterprise, is unnecessary 
 to state. There was, however, as was very natural, a strong prejudice against for- 
 eigners. Laws were enacted preventing them from acquiriug or holding property. 
 Under these circumstances it is not strange or irreconcilable with the intrinsic value 
 of the mines that theyAad fallen almost, if not quite, into forgetfulness by enter- 
 prising capitalists abroad, especially as the rich mines of the United States, Mexico, 
 and other countries were more fairly and freely open to the competition of the 
 world. Nor is this all. Not only was foreign enterprise excluded from the country, 
 but the natives themselves could not properly work the mines on account of the in- 
 cessant wars and rumors of wars, even had they otherwise all the necessary means. 
 It is easily understood that without peace, and uninterrupted peace, there can be 
 no such thing as large and successful mining operations. It was only during the 
 administration preceding that of the present chief executive that the prejudicial laws 
 referred to were repealed. But now they have given place to foreigners. Not only 
 have the laws improved towards foreigners, but also the minds and hearts of the 
 people, to the extent that enterprising capitalists from abroad are now more than 
 welcome ; they are gladly received, both by the Government and by the people. As 
 peace is prolonged the prospects brighten for the opening up of good roads. 
 
 The climate is always both healthy and comfortable in the raining regions. The 
 water supply for mining is abundant, flowing six mouths of the year ; but in the 
 dry season there is a scarcity in some places. By an outlay of the necessary ex- 
 penses, sometimes considerable, for flumes, etc., water sufficient for work the entire 
 year may be brought to most places where it is needed. Wood is plentiful now, but 
 
112 INTERNATIONAL AMERICAN CONFERENCE. 
 
 the time will likely come when it will be scarce in some of the mineral districts, 
 and nnfortunately, there has not yet been discovered sofSficient coal or other fuel to 
 take its place. For these reasons it is very necessary, when one wishes to purchase 
 or locate a mine, to have a care, not alone for the richness of the ore, but also the 
 Avater and their rights, privileges, and facilities. 
 
 There is no mining now of any minerals in Hondnras except that of gold and silver. 
 At this time Honduras is not the place for prospectors. There is no room here now 
 for either American prospectors or mining tramps. In the first place, becanse the 
 country is already thoroughly prospected, and even if it were not a poor prospector, 
 siugle-ihanded and alone, can not compete with the rich Honduras syndicate before 
 alluded to. And, moreover, though the natives have not the means to work their 
 mines, they are, nevertheless, recognized as good prospectors, and they know the 
 country and the mineral indications peculiar to the country, and they have had very 
 long experience. Although their country may have been neglected or forgotten by 
 capitalists and the outside world they themselves have never lost the beet mines of 
 the old Spaniards or ceased to hunt new veins. The native prospector, as well as 
 the common miner, can live well on what an American would think starvation to 
 him. They can live on 10 cents a day as comfortably to them as the average Amer- 
 ican can live on a dollar a day — ten times as much. Wages are very low. Not even 
 the Chinaman can compete with the natives, and I, therefore, do not know a single 
 Chinese laborer in the whole Republic. When skilled Americans are needed to direct 
 the common labor they are usually contracted with in the States and brought here at 
 the expense of the companies. — (Report by D. W. Herring, U. S. Consul, Tegucigalpa, 
 October 31, 16o8.) 
 
 SALVADOR. 
 
 This is the smallest and most populous of the Central American Republics, there 
 being no less than sixty-three inhabitauts to the square mile. The central part 
 is an upland of a mean elevation of iJ.OOO feet above the sea, bounded on the Pacific 
 slope by a chain of volcanic peali.s, beyond which is a strip of lowland from 10 to 20 
 miles wide. The Gulf of Fonseca, 50 miles long and nearly 30 miles wide, is said to 
 be the most beautiful harbor on the Pacific coast. 
 
 Mines of gold, silver, copper , lead, iron, and anthracite coal are found within the 
 borders of Salvador. Some of the principal cities are Santa Ana, 25,000 inhabitants; 
 Salvador. 16,3i7 ; Chinandega, San Miguel, etc. 
 
 RAILROADS I^f SALVADOR. 
 
 In lSy2 the first railway in the Republic was opened from Acajutla to Sonsonaie, 15 
 miles, with 3-foot gauge. The Government guaranties an annual diAadend of 12 per 
 cent. This line is to be extended to Amate Marin over a distance of 80f miles. Work 
 is progressing ou a railroad from Amate Marin to the capital, which will be approxi- 
 mately 25 miles in length. 
 
 A line is projected to connect Santa Ana with Acajutla, in aid of which about 
 5300,000 have been subscribed by native capitalists. 
 
 Another line is projected from La Union to San Miguel, and a company is being or- 
 ganized in London to build it. 
 
 A road is projected by the Government from the port of La I«bertad to San Salva- 
 dor. 
 
 Ttie Salvadore Central Railway is projected from La Union, Gulf of Fonseca, to the 
 Guatemala boundary line. The preliminary work has been completed. The Govern- 
 ment has granted a subsidy of -510,000 and guaranties net earnings of §1,000. D. But- 
 t«rfield is the concessionare. 
 
 A tramway lOJ miles in length is in operation between San Salvador and Santa 
 Tecla ; it was built by the Government at a cost of $200,000, but has recently been 
 sold to F. Camacho, Guatemala. 
 
 In " Capitals of Spanish America," Mr. Curtis says that a road was spoken of to 
 traverse the entire Statoin the interior valley parallel to the sea-coast, with branches 
 to the importaut cities, and that the work was not considered either difficult or ex- 
 pensive. 
 
INTEKNATIONAL AMERICAN CONFBEENCE. 113 
 
 Of these great highways of modern civilization there are but 35 miles in actual 
 operation, with a few more in process of immediate construction and many more in 
 the contemplation of the Government. This little line of road leading in the direction 
 of the capital runs out from Aoajutla, the extreme southwestern sea-port of Salvador 
 to the village of Atios. This point has but recently been reached and a depot es- 
 tablished. 
 
 Although there have been many concessions or grants made by the Government to 
 parties to construct railroads through sections of its territory, it seems that the pe- 
 culiarly rugged topography of the country has hitherto interposed insuperable ob- 
 stacles to the consummation of their plans and purposes. The Government, how- 
 ever, being the proprietor of a section of this road and of a large interest in that over 
 which it does not exercise exclusive supervision with the reserved right to purchase 
 at will, appreciating the needs of its people and tlie advantages of the prompt and 
 rapid interchange of products and commodities, has set to work on its own account 
 to extend this line of road to the capital, and the work is being executed under the 
 supervision and direction of an enterprising American, Mr. Brannon. 
 
 Ic is contemplated by the Government to extend this road, when circumstances 
 favor, through its entire length of territory, making La Union, which is one o( the 
 iinest harbors on the Pacilic, at the base of the great mineral district of San Miguel, 
 its other terminus. In the meanwhile the road will have traversed one of the richest 
 mining and agricultural districts (now almost unexplored) in all Central America. 
 When this work shall have been accomplished, in connection with the prospective 
 construction of the Nicaragua Canal, a new era will dawn upon this corner of the 
 Western Hemispheie. (Eeport by Thomas T. Ttinstall, U. S. consul, San Salvador, 
 July 4, 1889.) 
 
 NICARAGUA. 
 
 Nicaragua is distinguished from the other Central American countries by its lower 
 level and the great lake, which offers so inviting a route for an interoceanic canal. 
 Geologically, Nicaragua is no less rich than Honduras. 
 
 The only port on the Caribbean Sea is San Juan del Norte, and this is not a very 
 good one ; the Pacific coast is bold and rocky, but has the convenient harbors San 
 Juan del Sur, Brito, and Eealejo. 
 
 Among the cities are Managua, 1,800 ; Granada, 16,000 ; Leon, 25,000 ; Rivas, 10,000 ; 
 Chinandega, 11,000; Libertad, 5,000; Matagalpa, 9,000; Ocotar, 3,000; Greytown, 
 1,512 ; Blewfields, 1,000. 
 
 At Eivas the annual rain-fall is about 102 inches ; elsewhere the summer rain-fall 
 is about 90 inches, and in the winter less than 10 inches. The mean annual temper- 
 ature is about 80° Fah., falling to 70° at night and rising to 90° iu the hottest weather. 
 This does not refer to the highlands. 
 
 RAILWAYS. 
 
 The only railway iu operation consists of two sections, the first from Corinto to 
 Momotombo (Lake Managua), 58 miles, begun in 1879 and completed December, 1883; 
 the second from Managua to Granada (Lake Nicaragua), 32 miles, opened March 1, 
 1886, and of 3 feet 6 inches gauge. Connection is made between these two sections 
 by steam-boats on Lake Managua, owned by private parties, and which are soon to 
 be replaced by boats owned by the Government. 
 
 The road is owned by the Government and operated under the general direction of 
 the minister of public works. In 1888 the cost of maintenance was 55 per cent of 
 the gross earnings. 
 
 A railway has been projected by the Government from San Jnan del Sur via Eivas 
 to San Jorge, on Lake Nicaragua, but no work has yet been done. 
 
 A branch from Chinandega to El Viejo, about 19 miles, has been surveyed and lo- 
 cated. Another Government survey is in progress for a line to connect the City of 
 Matagalpa with some point on the east side of Lake Managua. 
 
 A concession for a railway connecting the City of Matagalpa with the east-coa.it 
 at the mouth of the Eamos Eiver has been granted by the Government to Don Pedro 
 Ramirez, of Managua, who has sold it to English capitalists. The road is to be SJO 
 miles long, and will tap the rich mining region of Aooyapa and La Libertad. 
 8. Ex. 125 8* 
 
114 INTERNATIONAL AMERICAN CONFERENCE. 
 
 COSTA RICA. 
 
 The Atlantic coast is low and covered by dense forests, while the Pacific slop« it 
 characterized by wide savanas or llaauras. Between these borders are .high vol- 
 canoes and an elevated table-land 3,000 to 4,000 feet above the sea, the latter almost 
 the only cultivated land in the State. The forests are largely composed of valaable 
 trees — mahogany, ebony, brazil-wood, and oak. 
 
 The range of mountains called theCordillera of theAndes passes through the country 
 from southeast to northwest, and is divided into several systems, separated by the 
 valleys of the Keventazon and the Eio Grande. The first system forms two groups, 
 one from the northwest boundary southeast to Mount Aguacate ; the other consists 
 of Mounts Poas, Barba, and Irazu. A large plain covers the northeastern part of the 
 Republic, through which the San Carlos and Sarapiqui wind their way to the San 
 Juan, and the Rio Frio and many smaller streams to Lake Nicaragua. Mr. Paul 
 Biolley says: "This region is even to-day almost unexplored." 
 
 The San Carlos River is navigable 20 leagues inland from i fcs mouth at the San Juan. 
 The latter river forms a portion of the northern boundary of the State. 
 
 During the rainy season the rivers become torrents, especially on the Atlantic side. 
 Several rivers of the northern slope present this peculiarity, that while their left 
 banks are formed of dry lands free from marshes, their right banks present a succes- 
 sion of lagoons and localities frequently inundated, rendering them often unhealth- 
 ful. 
 
 The hot lands extend to 3,000 feet above the sea, the Pacific side being the hotter. 
 Above this height the climate is temperate. On the coast the mean temperature is 
 from 20° to 26° centigrade, and on the highlands from 14° to 20°, corresponding to 
 57°, 68° and 79° Fahr. 
 
 Besides gold, the principal metals whose existence has been established beyond 
 doubt in Costa Rica, but which have not been exploited, are, iron in abundance, cop- 
 per, argentiferous lead, and quicksilver. Among other mineral products are sul- 
 phur, kaolin, lignite, limestone, marble, gypsum, alum, and mineral waters. 
 
 The exports of this country are coffee, dye and cabinet woods, bananas, and other 
 fruits, hides, mother-of-pearl, sarsaparilla, cocoa-nuts, India rubber, etc. The princi- 
 pal imports are' cotton goods, hardware, and provisions. 
 
 The principal ports are Limon on the Atlantic, and Punta Arenas on the Pacific, the 
 direct distance between them being 102 or 1U3 geographical miles. 
 
 The population of the provinces of Costa Rica are, San Jose, 64,000; Alajuela, 51,000; 
 Cartage, 34,000 ; Heredia, 29,000; Guanacaste, 16,000 ; Punta Arenas, 8,500 ; Limon, 
 2,000; containing the important cities of San Jos6, 15,000; Cartago, 10,000; Heredia, 
 9,000; Alajuela, 6,000; Punta Arenas, 1,800. 
 
 HIGHWAYS. 
 
 From Cartago to Punta Arenas there is a fine highway, which is very uneven at the 
 summit of Mount Aguacate, where it has an altitude of about 4,132 feet above sea 
 level. It passes through Alajuela, Atenas, San Mateo, and Esparta, the total length 
 being about 50 miles, owing to the circuitous route necessary to climb the elevations. 
 Another important highway runs from San Jos6, in the direction of La Palma; it crosses 
 that height at 5,000 feet and then decends to Carillo 1,400 feet. In the 17^ miles sep- 
 arating these two places, the road overcomes 3,600 feet of elevation. The road to 
 Nicaraguabegins at La Barranca, near Esparta, and crosses the province of Gnanaoaste 
 90 or 100 miles ; it is bad in the rainy season because the even surface retains the 
 water. Starting from Candelaria, south of San Jos6 and partly following the Pacific 
 coast, there is a bridle path through Terraba and Boruca, ending on the Colombian 
 frontier. A path starts from Augostura east of Cartago and leads to Talamanca. 
 
 The general traffic at the ports of the republic, imports and exports, can be takea 
 
INTERNATIONAL AMERICAN .CONFERENCE. 115 
 
 Bt 66,500 tons, and the traffic of the interior at 40,700 tons. About 50,000 tons of the 
 general traffic are carried by the Atlantic Railroad, and judging from the past this 
 will probably increase 40 per cent in the next five years. The freight per ton by the 
 railway is $17 American gold. 
 
 BAIL^ArAYS. 
 
 The Government projected about 1870, an interooeanic line from Punta Limon to 
 Funta Arenas, a distance of about 172 miles. Coustruction was begun in 1871, but 
 three sections only were completed, as follows: From Punta Limon to Carrillo, 70 
 miles; Punta Arenas east to Esparta, 14 miles; and from Cartago west via San Jos6 
 to Alajuela, 26i miles ; the latter division was opened January 19, 1872, the others as 
 completed. Total built, 110| miles. The line up the Eeventazou Valley to Cartago, 
 48 miles, is now being built by English capitalists represented by M. C. Keith, and is 
 to be completed by January, 1890. The earnings on the completed road are over 10 
 per cent, on the invested capital. From Liinou to Cartago i895 miles. The distance 
 from Carrillo to San Jos6 is about28 miles, over a steep mountain cart road. Esparta 
 is connected with Alajuela by a mountain cart road, a distance of .35 miles. 
 
 The Government has appropriated $25,000 for a final survey of the part between 
 Alajuela and Esparta, and proposals have been received for its construction. It is 
 also intended to build a branch to the Port of Tivives. Lately a concession has been 
 granted to an English company to build from San Jos6 to Esparta, about 36 miles, 
 and another from a point near Esparta northwestward through Guanaoaste to the 
 Nicaragua boundary. 
 
 Another railway has been the subject of study of late, to unite Lake Nicaragua at 
 the outlet of the San Juan River, with Punta Limon, which is in the hands of the 
 Costa Kioa Railway Company (limited) represented by M. C. Keith. This new road 
 will start from Jimenez (10° 10' latitude and 83° 45' longitude), on the Atlantic Rail- 
 road, taking a north northwest direction through a very rich country for timber and 
 agriculture, crossing the Sarapiqui at El Muelle, thence northwest to the Frio River 
 at its entrance into Nicaraguan territory, a distance of about 90 miles from Jimenez. 
 This line, with part of the Atlantic Division, might form a portion of an interconti- 
 nental railway, Matina being probably the starting point southward. 
 
 An English syndicate has secured a concession to build a road paralleling the Nica- 
 ragua Canal. 
 
 The cost of constructing railways, judging from past experience, will be, complete, 
 from $60,000 to $70,000 a mile in the worst situations. 
 
 RAILROADS IN COSTA HICA. 
 
 The railroads already completed in Costa Rica are — 
 
 (1) From Fort Limon to Carrillo, 70 miles — Carrillo being connected with San Jos6 
 by a steep mountain cart-road, a distance of 88 miles. 
 
 (2) The road from Cartago to Alajvela, passing through San Jos^ and Heredia; 
 total length, 25 miles. 
 
 (3) From Punta Arenas to Esparta, IS miles, Esparta being connected with Alajuela 
 by a mountain cart road, a distance of 35 miles. 
 
 To complete the connection with Port Limon there is now being constructed 50 
 miles of new road from Cartago to a point near Siquires, on the Eeventazon River. 
 This new road is about one-third done. According to the terms of the contract with 
 Mr. Minor C. Keith (contractor), it should be completed August, 1889, but Mr. Keith 
 has had many difficulties to contend with, and it is not i)robable that it will be com- 
 pleted before August, 1890. The road from Port Limon to Carrillo (No. 1), from Car- 
 tago to Alajuela (No. 2), and the new line from Cartago to Siquires, together with 
 the wharf at Limon, have been transferred to and are owned by the Costa Rica 
 Railway Company (limited), of London. The Governmentof Costa Rica also granted 
 to said company 800,000 acres of unimproved lands. The Government now owns, 
 however, one third of the stock of said company. The Government also owns arid 
 
116 INTERNATIONtL AMERICAN CONFERENCE. 
 
 operates the railroad from Punta Arena to Esparta (No. 3). To preserve the trade of 
 California with Punta Arenas it is necessary that the road from Esparta be extended 
 to the interior. Otherwise, when through connection is made with Port Limon, upon 
 the completion of the missing link from Cartago, all trade will go by way of Port 
 Limon. This is important to San Francisco, and her business men could well aflford 
 to obtain from the Government of Costa Rioa the transfer of the line from Punta 
 Arenas to Esparta, and extend the same to the interior. If, however, the Nicaragua 
 Canal is to be opened, and it is found advisable to follow the line mapped out by Mr. 
 Menocalin 1885, Iconsider it of utmost importance to the trade interests of the United 
 States to secure a railroad charter from this Government to run said road from the 
 valley of the San Carlos River to San JosS. 
 
 It is observed that Mr. Menocal (see page 26 of his report) proposes to build a dam 
 52 feet high at Oohoa, just below the point where the San Carlos empties into the 
 San Juan River. The San Carlos is now navigable, I understand, by small boats to 
 the ' ' muelle " ( wharf), some 30 miles. From this muelle to San Jo86 is some 60 or 70 
 miles. When the dam of 52 feet is built at Ochoa the San Carlos will be navigable 
 much higher up. The San Carlos country is considered the finest section of Costa Rica. 
 The lands are said to be of inexhaustible fertility and well adapted to the growth of 
 bauanas, cacao (chocolate bean), and cattle. At present there is no outlet to this sec- 
 tion and it is undeveloped. A grant of lands along the railroad could be most prob- 
 ably obtained and would prove valuable, but, what I consider of far more importance, 
 would give the trade of this country to the United States. The proposed road con- 
 necting with the canal would connect with steamers going both to ports on the At- 
 lantic and on the Pacific. The aggregate exports and imports of Costa Rica last year 
 (1887) were l|ll,000,000, of which the larger portion goes to and comes from Europe, 
 and necessarily so when the ways of communication are owned in Europe. To illus- 
 trate; The freight on coffee per ton from Punta Arenas to New Yorli is $26.40; to 
 England, £3. From Limon to New York, $10 ; from Limon to England, £1 lOs. It is 
 also greater from Punta Arenas to San Francisco than to England, though I have not 
 the exact figures. I think it very important to obtain this railroad charter to the San 
 Carlos as soon as possible ; otherwise it will be taken by an English company. Costa 
 Rica is very anxious to have the canal on the route of Mr. Menocal's survey of 1885 
 rather than on the new line now being surveyed, and in making arrangements with 
 her for the former route this railroad charter aud grant could be secured on favora- 
 ble terms. It may be that an effort will be made by English capital to secure this or 
 some other railroad charter at the next Congress, which convenes in May. I have 
 had some slight intimation that there is now a project on foot for a survey for a new 
 railroad by an English company, but whether it is in connection with the grant of 
 the 800,000 acres of land above referred to or another scheme I have not been able 
 to learn. 
 
 I inclose a small map, upon which I have marked the road now being constructed 
 from Cartago to Siquires, the proposed road from Esparta to San Jos^, and from the 
 muelle, on the San Carlos, to San Jos^. (Report by J. Richard Wingfield, U. S. con- 
 sul, San Jos^, Costa Rica, March 30, 1888.) 
 
 RAILWAY SYSTEM OF CENTRAL AMERICA. 
 
 The late president, General Barrios, of Guatemala (as is President Menendez, of 
 Salvador), was an earnest friend of the United States. Barrios, as does President 
 Menendez, favored the assimilation of the institutions and business methods of his 
 country to those of the United States. Barrios's ambition and Ihe jealousy of his 
 neighbors led to war with the little Republic of Salvador, which cost Guatemala a 
 humiliating defeat and Barrios his life. Through his policy Americans were induced 
 to invest in Guatemalan railways, banks, and coffee and sugar plantations. He pro- 
 jected and began the construction of a railway from the bay of San Tomas, on the 
 Caribbean Sea, to his capital, Guatemala City, a distance of 150 miles, there to con- 
 nect with the existing narrow gauge of the Guatemala Central, 75 miles in length, 
 terminating on the Pacific at the open roadstead of San Jos6. Forty miles of Bar- 
 rios's transcontinental road, from Puerto Barrios to Guatemala City, were half finished 
 when his untimely death occurred. 
 
 Barrios's worthy successor, the vigorous President Barrillos, pursues the policy of 
 his predecessor, favoring the construction of the transisthmian and other railways pro- 
 jected in Guatemala, and notably of that designed to counect the capitals of Guatemala 
 and Mexico. In truth, General Barrillos aud other Central American statesmen have 
 not failed to discover that no Central American Union is desirable which may be 
 pinned together with bayonets, and none desirable and enduring can be achieved 
 Bave through the intervention of perfect irterstate railway systems. 
 
INTERNATIONAL AMERICAN CONFERENCE. 
 
 117 
 
118 INTERNATIONAL AMERICAN CONFERBNCR. 
 
 THE MESA OP SALVADOR. ' 
 
 Discovering, during a three days' sojourn at La Libertad, at the sea level in Sal- 
 vador, how fatal tounacolimated persons was the breath of the sea at the very shore, 
 drenched as it is each day by tides -which leave heaps of shell and other fishes to rot 
 instantly beneath the rays of the equatorial sun, and learning that Panama was thus 
 made a grave-yard, because ships can not touch the shore and passengers must in- 
 hale yellow death through weary deadly days and nights while tugs and lighters 
 discharge tedious taslis — seeing and learning this at La Libertad nearly two years 
 ago, I sought a perfect harbor on the Pacific coast whence to extend a railway to 
 another on the Atlantic. It is the foul breath of the sea-shore at the sea level at 
 points nnswept by winds from bouudless seas that makes the word "Panama" the 
 synonym of pestilence and death. To avoid detention at the sea-shore in hot lati- 
 tudes ships must anchor at wharves within land-locked harbors whence passengers 
 may be transferred instantly by railways to the mesa or elevated plateau from 2,000 
 to 3,000 feet above the sea level, and extending from one to the other ocean. 
 
 A CONFESSED PACT. 
 
 The Nicaragua Canal and the Ship Railway and De Lesaeps Canal each and all are 
 at the sea level. No soft, cooling wind from the Pacific may find its way into either 
 canal or follow gigantic locomotives tugging at ships crossing Tehuantepec, and the 
 acclimated alone may cross the continent in safety at the sea level ; but there is per- 
 fect immunity from climatic diseases the instant the traveler reaches an elevation of 
 1,000 feet above the sea. Commerce, therefore, will traverse the ship railway and 
 the canal ; men and women will prefer this transisthmain railway, having a perfectly 
 land-locked harbor at each terminus and an elevation at no point after leaving the 
 coast of less than 2,000 feet above the plane of the two oceans. 
 
 WONDERS OF THE INTERIOR. 
 
 Eighty miles from the harbor of La Union, going north through the greatest length 
 of Salvador, the traveler will rest at the fathomless lake of Ilopango, 25 miles long 
 and 8 to 10 miles wide. Its tepid waters occupy craters of extinct volcanoes. In 
 1870, when Salvador was shaken violently by earthc[ua,kes, the water of the lake 
 sank in the night 9 feet, and along its shores were gathered earthen vessels curiously 
 colored, and images carved out of porphery, and others precisely like those at the 
 museum at Washington taken from Egyptian tombs. A few miles southeast from 
 the railway the ever-active volcano Izalco rises 6,000 feet, a perfect cone, from the 
 plain about Aimenia. The railway crosses the State of Santa Ana, a district of Salva- 
 dor 50 miles square, producing, it is stated, more coffee than any equal area of land 
 in the world. In truth, every acre of the mesa of Salvador is cultivated, each pro- 
 ducing from two to four crops annually. The products are rice, tobacco, indigo, sea- 
 island cotton, coffee, sugar, cocoa (chocolate), India rubber, and Peruvian gum — so 
 called because it was originally sent from Salvador to Peru and thence to European 
 markets. The railway penetrates from La Union to Puerto Barrios, or to Port Izabal, 
 whichever harbor may be its northern terminus, a very paradise. The average densi- 
 ty of population along the whole route exceeds 100 for each square mile. Here vil- 
 lages and towns are almost conterminous, and the population — Aztecs 92 per cent, and 
 Spanish 8 per cent — toil most industriously. Labor costs 20 to 25 cents, and food 10 
 cents per diem. The thatch-roofed, lloorless adobe huts of the natives (Aztecs) are 
 the cheapest possible, and only useful in protecting the occupants against rain-storms 
 of July, August, and September (the rainy season), when the country is flooded al- 
 most every day. There is not a stove or fire-place in any house in the Republic ; 
 none are needed where the thermometer never falls below 70 or rises above 80 de- 
 grees. So great is the annual production of fruits, as well as of indigo, tobacco, 
 sugar, and coffee, and so short the distance from Port Barrios to Mobile, that it is be- 
 lieved that most delicate and delicious tropical fruits, never seen in the United 
 States, will be distributed everywhere from Mobile ; and so redundant are the crops of 
 Salvador and of the districts of Guatemala penetrated by this railway, that it must 
 have two tracks — one for immense local, the other for interoceanio, freights and 
 travel. 
 
 POLITICAL RESULTS. 
 
 But the great good to be achieved by this transisthmian road consists not so much 
 in the fact that it will enable traveling multitudes to cross the continent where nar- 
 rowest, without possible danger from deadly fevers and plagues incident to detention 
 at the sea-level, but with its branches, binding together these five Central American 
 
INTERNATIONAL AMERICAN CONFERENCE. 119 
 
 States iu perfect political and social unity, it accomplishes their perfect commercial 
 annexation to the United States. Puerto Barrios is within fifty hours or less of 
 Dauphin's Island wharves at Mobile, and only sixty hours would be required to trans- 
 fer a traveler or bale of goods from Mobile to the Pacific coast harbor of La Union. 
 United States and other steamers now pay from |20 to $30 a ton at La Union for En- 
 glish or Australian coal. It may be delivered there from Alabama, over the trans- 
 isthmian railway, for from |5 to |7 a ton. Therefore, the Government of the United 
 States as well as the people must confess keen interest in this short, easily-built rail- 
 way, which surely must accomplish most beneficent political and commercial results. 
 
 AMERICANS PRBWERRBD. 
 
 After the plan of the transisthmian railway was conceived and the details pub- 
 lished, and after applications wore made for charters in Salvador and Guatemala, 
 English and French bankers and capitalists sought much the same concessions ; but 
 the governments of Salvador and Guatemala both gave preference to the American 
 applicant for these franchises. The Salvador charter conceded a monopoly for fifty 
 years of the right of excess to the matchless harbor of La Union. The cost of a 
 double-track road from La Union to Port Izabal, or Port Barrios, it is stated by en- 
 gineers who have surveyed part and traversed the whole route of about 300 miles, 
 will not exceed $35,000 a mile ; there will not be a tunnel on the whole line, or a grade 
 greater than 70 feet on any mile, and this only at each terminus, whence locomotives 
 must climb, within 30 or 40 miles, to the mesa 2,000 feet above the sea. 
 
 The rapid multiplication of foundries, furnaces, and forges in Alabama and other 
 Southern States induced the writer to seek, for the behoof of the commonwealth 
 which is his home, an insatiable market for its products, to be found alone along the 
 western shores of the three Americas. Prom every trading place of as many as two 
 or three thousand inhabitants along this interminable coast a railway will soon lead 
 to farms and villages of the interior. Twelve such railways are now building between 
 the southern confines of Chili and California. If the transisthmian railway be speed- 
 ily finished, the iron and coal and steel of England and Australia may be supplanted 
 everywhere on the Pacific by that produced in the United States. (Report by L. J. 
 Dn Pre, U. S. Consul, San Salvador, December 13, 1887.) 
 
 BRITISH HONDURAS. 
 
 A road has been projected from Belize westward 90 miles to the frontier ; from 
 there it will probably go to Lake Peten. 
 
SOUTH AMERICA. 
 
 It will be observed that the continent of South America has a general triangalar 
 shape. In the north a mouutaia system runs east and west ; again we find the same 
 thing farther south in Brazil. In the west is the great chain of the Andes traversing 
 the entire continent from north to south. Leaving Patagonia, they enter Chili, rising 
 higher and higher, until they culminate in the volcano Aconcagua. At the boundary 
 of Bolivia, the chain turns to the northwest and separates into t wo, inclosing the table- 
 laud of the Desaguadero, a wonderf al valley, having at one end Potosi, the highest city 
 in the world, and at the other Cuzco ; between them is Lake Titicaca, from which not 
 a drop of water escapes except by evaporation. At Pasco a third cordiUera is thrown 
 oif, and with a triple arrangement and a lower altitude the Andes enter the Eepublic 
 of Ecuador, where the double line is resumed. Just above the equator one ridge is 
 formed which then spreads out like a fan ; one cordiUera goes to the east, giving rise 
 on its eastern slopes to the Orinoco and its tributaries, the central cordiUera having 
 the volcano of Tolima, soon loses itself in the Carribbean Sea, and tlie western turning 
 to the left, with a much lower altitude traverses the isthmus, rises in altitude, and 
 expands again to form the tabl e-land of Mexico. The snow limit at the equator is 
 15,800 feet; at 27 degrees it is 13,800 feet, and at 33 degrees it is 12,780 feet. Twenty- 
 two of the fifty-one volcanoes in the Andes have their summits covered with per- 
 petual snow, and twenty encircle the valley of Quito. 
 
 The Andes almost stop the trade-winds (which are again felt at 150 miles from the 
 coast), causing them to drop their moisture on the eastern slopes, and thus give rise to 
 those great rivers, the Orinoco, the Amazon, and the La Plata, which, flowing east- 
 -ward, almost quarter the continent. 
 
 Near Cerro de Pasco in a little lake, just below the limit of perpetual snow, and 
 scarcely 60 miles from the Pacific rises the greatest river in the world. Flowing 
 northerly 500 miles through adeep valley, it turns on reaching the frontier of Ecuador 
 to the right and runs easterly 2,500 miles. At Tabatinga, 2,000 miles from its mouth, 
 it is a mile and a half wide. So many and far-reaching are its tributaries that it 
 touches every country of the continent except Chili and Patagonia. These tributaries 
 communicate with each other by so many intersecting canals that Central Amazonia 
 is a cluster of islands, and if a circle be drawn 1,600 miles in diameter it will include 
 an ever green unbroken forest. 
 
 The Amazon really lies in a plain, for the slope from the mouth of the Napo to the 
 ocean, in a direct line 1,800 miles, is but 1 foot in 5 mUes. A fair conception of this 
 will be obtained from au examination of the altitudes on the edges of this plain, 
 bounded by the grassy plains of Venezuela, the chain of the Audes, and the table lands 
 of Matto Grosso. 
 
 The Cassiquiare, a natural canal three-fourths of a mile wide, and with a portage 
 of only two hours, connects the headwaters of the Orinoco and the Amazon. 
 
 Of the tributaries of the Amazon, the Putumayo and the Napo rise among the moun- 
 tains of Colombia and Peru. The Pastassa rises in the valley of Quito and trav- 
 erses a very steep course ; the Maranon, or the main river, rises near Cerro de Pasco. 
 The Huallaga comes from the Peruvian Andes at au elevation of 8,600 feet, and is 
 navigable for steamers to the port of Moyobamha. Its mouth is a mile wide. Canoe 
 120 
 
INTERNATIONAL AMERICAN CONFERENCE. 121 
 
 navigation begins at Tinga Maria, 300 miles from Lima. Tlie fertile plain through 
 which it flows is very attractive to au agriculturist. 
 
 The Ucay ali originates near Cuzco. For 250 miles above its mouth it averages half a 
 mile in width and has a current of 3 miles an hour ; at Sarayacu it is 20 feet deep and 
 it is navigable at least 100 miles. East of the Uoayali are six rivers rising in the un- 
 known lands of northern Bolivia, of which the most important is the Purus, a deep, 
 slow river over 1,000 miles long, open for navigation half way to its source. 
 
 The Madeira is about 3,000 miles in length. One branch, the Beni, rises near Lake 
 Titicaca; another, the Marmor6, near Chiquisaca, within 1.5 miles of the sources of 
 the Paraguay, and if it were not for the rapids 480 miles from its mouth large vessels 
 might sail from the Amazon into the heart of Bolivia. Another great tributary of the 
 Amazon, the Tapajos, about 1,000 miles long, rises only 20 miles from the headwa- 
 ters of the Eio Plata. 
 
 A number of routes are open across the continent : At the harbor of Buenaventura 
 in Colombia, a railroad is to be built to Call in the Cauca Valley. The valleys of the 
 Magdalena and the Cauca have been followed to their sources, but I do not know of . 
 any passage in that vicinity to the headwaters of the Amazon. From San Lorenzo, 
 Bahia, and Guayaquil, in Ecuador, there are routes to Quito, whence the eastern 
 ridge may be crossed to Papallacta, Archidona, and the Napo. The route from the 
 Quito Valley, via the Pastassa River in Ecuador, is difficult on account of the rapids, 
 and dangerous because the inhabitants are hostile. The route via Loja in Ecuador 
 and the Maranon is also difficult. The best route of any is from Trujillo in Peru to 
 Caxamaroa, Chachapoyas, and Moyabamba; thence from Balsa Puerto by canoe to 
 Yurimaguas and down the Huallaga. 
 
 From Lima in Peru there is a road to Tinga Maria, via Huanaco and then down the 
 Huallaga, which is difficult in the rainy season ; or from Lima to Mayro, via Cerro 
 de Pasco and Huanaco, and down the Pachitea and the Ucayali. 
 
 There is a route through Bolivia to Cochabamba and down the Marmor6 and 
 Madeira, or to Santa Cruz arid'the Paraguay River. The route through the Uspallata 
 Pass in Chili is now followed by a railroad to join the railways of Argentine. 
 
 But little is known of the Amazon basin beyond the limits of the river banks ; it 
 is thinly inhabited and only by uncivilized people. All the travelers through this 
 region speak of the density and profusion of the foliage. The Pampas of Sacramento 
 are thickly covered with trees, and the vegetation in all parts almost entirely pre- 
 vents communication. 
 
 In Raimondi's Peru there is mention of a journey by Senor Reyes from Popayan, 
 in Colombia, across* the Cordilleras and down the Putumayo, but no description is 
 given of the ronte. 
 
 In the proceedings of the Royal Geographical Society for 1880 there is a statement 
 of the parts of South America not yet thoroughly explored. They include the head- 
 waters of the Amazon in Ecuador and Colombia, and the parts of Colombia between 
 the western Cordilleras and the Orinoco and Negro, and between the river Meta and 
 the rivers Uaupes and Japura. 
 
 The inhabitants of South America live upon its outer borders ; in the southern part 
 the mass of population is on the sea-coast, farther north on the interior plateaus. 
 
 On the Andes the rainy season sets in toward the end of September and lasts until 
 March, when the dry season begins. During the rainy season the roads become so bad 
 that travel is almost suspended. 
 
 Gold and coal are found at Chiriqui, Colombia, and in abundance in other parts of 
 the State. Coal is found near Huanoa, in Peru, at a height of 14,700 feet. Among 
 the exports of South America are gold, silver, copper, tin, and other ores, guano, 
 niter, sugar, wool, cotton, tobacco, vanilla, cinchona, cocoa, Peruvian bark, India 
 rubber, coffee, hides, wheat, etc. The soil of the mountain valleys is rich and fertile. 
 
 Traffic is carried on by mule or railway directly to the coast ; or by mule, almost 
 in the opposite direction to the headwaters of the great rivers, whence it goes to the 
 
122 INTERNATIONAL AMERICAN CONFERENCE. 
 
 coast by cauoe aud steam-boat. Many of the rivers bave regular lines of boats. The 
 Magdalena is navigable to Honda for steam-boats and above that for a long distance 
 by cauoe. The Patumayo is navigable to the boundaries of Colombia ; the Maranon, 
 Huallaga, Ucayali, Purus, aud Marmor6 carry the products of Peru aud Bolivia; the 
 La Plata aud San Francisco those of Bolivia, the Argentine Republic, Uruguay, Par- 
 aguay, and Brazil; aud the Orinoco, of Brazil, Venezuela, and Guiaua. 
 
 COLOMBIA. 
 
 OEOGRAPHICAL FEATURES. 
 
 The republic of Colombia may be called one of the most important countries of 
 South America, situated as it is near Central America and connected with it by the 
 Isthmus of Panama. In the soutli the Andes Mountains, dividing into three chains, 
 traverse the country from north to south. The western Cordillera follows the coast, 
 with a decreasing altitude, turns to the northwest, and traverses the isthmus to Cen- 
 tral America. On the Atrato River line its highest point is about 900 feet ; on the 
 Panama canal line it is only about 300 feet. Beyond this point the elevation increases. 
 The central Cordillera passes northward until it is lost in the Caribbean Sea. In 
 this chain lie several volcanoes of great height; in the northern part it is somewhat 
 broken and of lower level. The eastern Cordillera turns slightly to the east in its 
 northern part and forms the boundary between Colombia and Venezuela. In the 
 southern part of the republic there is a portion of the chain previously mentioned 
 as crossing the continent from east to west. 
 
 The topographical features of the isthmus lend themselves in numerous places to 
 interoceanic communication. Routes for interooeauic canals have been surveyed at 
 the Chiriqui Lagoon, at Colon, where work has been in progress for a canal, at the 
 Gulf of San Bias, Caledonia Bay, aud the Atrato River. The ranges of mountains 
 determine the water systems. On the western coast small streams flow into the 
 Pacific ; in the interior, the Cauca, with its many tributaries, rises at an elevation 
 of 14,000 feet, aud flowing north passes through the lower portions of the central 
 Cordillera to unite with the Magdalena not far from the coast. The Magdalena, 
 navigable for 600 miles, and having the volume of the Mississippi, is the great 
 artery for the commerce of Colombia. It flows northward into the Caribbean Sea 
 between the central and eastern Cordilleras, and it is said that both the Cauca aud 
 the Magdalena have their origin in the Lakes Las Papas. 
 
 At Honda the rapids in the river.form the head of steam-boat navigation. Naviga- 
 tion is carried on for 175 miles above them by steam-boat and for several hundred 
 miles further by canoe. The Cauca Valley is throughout much higher than that of 
 the Magdalena. The Cauca River is navigable for a short distance only, to the rap- 
 ids, but above them a steam-boat line carries navigation several hundred miles. 
 
 On the slopes of the eastern Cordillera are numerous sources of the Orinoco and the 
 Amazon, separated by the central range. The whole of Colombia may be called 
 mountainous, except along the northern coast, where the land is level and the water- 
 courses numerous. Communication is consequently difficult in all parts. The old 
 maps show the great Spanish highway from Quibdo on the Atrato southward to Po- 
 payan, Pasto, and Ecuador. This highway is said to have been used to carry the 
 products of the mines of Peru, Ecuador, and Colombia to the port of Cartagena, 
 whence they were taken to Spain. The water-courses and the great mountain val- 
 leys constitute the highways. In the north and northwest the ranges are easily crossed 
 at numerous points (the canaS routes have already been mentioned), but in the south 
 the passages are few. The one best known is the Quindio Pass. 
 
 In the far south little is known of the country. In Raimoudi'sPern, as previously 
 mentioned, the author speaks of El Seuor Reyes having gone from Popayan to Paato, 
 thence across the Cordillera and down the Patumayo, where there has since been ea- 
 
INTERNATIONAL AMERICAN CONFERENCE. 
 
 123 
 
 tablished a Una of steam-boats by whiob commerce of the Department of Cauca is 
 carried into the Amazon. I have been able to find only general "descriptions of Co- 
 lombia, and of these the leading features have been given. The products of this 
 country find their way to market upon the backs of mules, or by means of boats upon 
 the numerous water-courses. Roads, properly so-called, are not general ; they exist 
 merely as mule tracks. Efforts have recently been made to effect an improvement in 
 this respect, and military labor has been used' for the purpose. A road suitable for 
 vehicles was opened about a year ago from Bogotii to the Magdalena River. A good 
 road has also been opened from Quibdo to Medellin, touching the rich mining towns 
 along its route. 
 
 RAILWAYS, 
 
 With the exception of the Panama Railway, 47 miles in length, there are only about 
 180 miles of line constructed, although many more have beeii projected, with promises 
 of liberal aid from the Government. A report of Vice-Consul Whelpley, with a map, 
 iu added, from which a good idea may be obtained of the roads mentioned. There 
 are several others of importance: the Cuout^ railway, in the eastern part of the State, 
 connects San Jos6 de Cucut£i with the Zulia River at Villamazar, and the Savanna 
 railway joins Bogota and Facatativa on the plain of Bogota. The Panama railway, 
 uniting the two oceans at Colon (Aspinwall) was chartered by the State of New York 
 in 1849 and was opened iu 1855. Its immediate purpose was to provide a route to Cali- 
 fornia, but has since become a great commercial highway between western Europe 
 and eastern Asia. It may soon be rivaled, however, by the railways to be constructed 
 in Guatemala and Costa Rica and by the Nicaragnan Canal. It is said that a French- 
 Belgian syndicate is endeavoring to secure a concession from the Government to build 
 a railway from Cartagena to Bogota, and from Bogota to Buenaventura, and that the 
 syndicate is ready to complete the road provided the Government will guarantee an 
 annual interest of 5 per cent, upon the capital. 
 
 A concession has been granted to a French syndicate for a line from Bogota to the 
 Orinoco River, and very recently the Department of Bolivar has contracted for the 
 construction of a line from Cartagena to Cuout^i, a distance of about 350 miles, with 
 the subvention of a large tract of land for each mile of line constructed. Dr. Nu- 
 nez, President of the Republic, highly approves a line up the Atrato River to Quibdo, 
 with a branch to Medellin, and thence up the Cauca Valley to Popayan. Connection 
 might be made to Bogota over the Quindio Pass. It would pass through the Choco 
 district, the richest in the world, and would reach a population of 800,000 people. 
 Along its route would be found coal, gold and silver, India rubber, and great quan- 
 tities of coffee. 
 
 The following table shows briefly the railways of Colombia, the first figures show- 
 ing length of line when finished, the second the portion in actual opevatiqu : 
 
 Kame of railway. 
 
 Terminal points. 
 
 When 
 
 In oper- 
 
 finished. 
 
 ation. 
 
 Miles. 
 
 Milei. 
 
 47 
 
 47 
 
 20 
 
 20 
 
 34 
 
 34 
 
 30 
 
 18 
 
 98 
 
 20 
 
 125 
 
 30 
 
 85 
 
 12 
 
 20 
 
 20 
 
 75 
 
 1 
 
 24 
 
 24 
 
 Panama Eail way . 
 
 Bolivar 
 
 CactitA 
 
 La Dorado 
 
 Girardot 
 
 Antioquia 
 
 Cauca 
 
 Santa Marta 
 
 Santander 
 
 Savanna 
 
 Total - 
 
 Colon to Panama 
 
 Baranquilla to PuertoBelillo. 
 
 Cucut^ to Villanilzar 
 
 Conejo to Honda 
 
 Girardot to Bogota 
 
 Puerto Berrio to Medellin 
 
 Buenaventura to Call ..,..,.. 
 
 Santa Marta to Cienaga 
 
 Puerto Wilches 
 
 Facatativa to Bogota 
 
 226 
 
124 INTERNATIONAL AMERICAN CONFERENCE. 
 
 To these are to be added the projected roada from Cartagena and Bogotil. 
 
 Another great scheme has recently been advanced of connecting the Port of Carta- 
 gena with the railways of Peru by a line up the Magdalena Valley, traversing the 
 valley of the Amazon, and again crossing the Andes in Peru. A charter has been 
 granted by the legislature of Virginia for the formation of a company to build this 
 road. 
 
 An important transportation route has been traced by Dr. Nuiiez, President of the 
 Republic, as follows : A railroad to be built from Bogota to the river Meta, 120 
 miles; thence by water down the Meta and the Orinoco to the Cassiquiari; along this 
 latter river a railroad to be constructed 240 miles to the river Negro, and thence to 
 the Amazon and its tributaries by water. 
 
 COLOMBIA— GEOQRAPHICAL FEATURES. 
 
 The official name of the country is the " Republic of Colombia." It is bounded on 
 the north by the Caribbeau Sea, on the east by Venezuela and Brazil, on the south by 
 Ecuador, and ou the west by the Pacific Ocean, and includes the Isthmus of Panama 
 as far north as Costa Rica. Its southern boundary is neat the equator. It is 
 traversed by ranges of the Andes, and is one of the most mountainous countries of the 
 world. The soil of the valleys and plains is rich and productive, and many of the 
 mountains are covered with green even to their summits. The climate varies with 
 the altitude, from the tropical heat of the coast and great river-beds to the cold of 
 perpetual frost. 
 
 Bogota, the capital, contains 75,000 people, and is situated upon an immense pro- 
 ductive plain at a Ueight of S,oOO feet above sea-level. The temperature averages 60° 
 above zero, and the climate is salubrious. 
 
 CHAEACTEUISTICS OF THE PEOPLE. 
 
 The population of Colombia approaches 4,000,000, and consists of Indians, negroes, 
 half-breeds, and the whites, who are the descendants of the Spanish conquerors. The 
 common people are industrious, simple, hospitable, and of singular probity. Life and 
 property are absolutely safe. Highway robbery would be a novelty, and courtesy to 
 strangers is proverbial. The upper classes are well educated, intelligent, desirous 
 of progress, courteous to strangers, patriotic, and sensible. The Government is a 
 centralized republic. Absolute peace has been maintained since 1H35. The property 
 and rights of foreigners are respected and protected. The disposition of the govern- 
 ment and of all classes is friendly to foreigners, and with rare exceptions the people 
 are especially inclined to the citizens and institutions of the United States. They 
 like our products, and prefer many of them to those of European countries. (Report 
 by Minister Abbot, of Bogota, September 4, 1889.) 
 
 Colombia is without doubt rich in mineral resources. The mountainous part of 
 the interior abounds in gold and silver, and in some parts iron is found in considerable 
 quantities, while on the coast, in the region of Santa Marta, copper exists. The work- 
 ing of the iron mines has not proved a success, while the copper has not been attempted. 
 An American mining engineer has lately reported petroleum in very considerable 
 quantities to exist in Tubara, 12 miles from Barrauquilla, and within the limits of 
 this consular district. But the principal mines are of gold and silver. Until a few 
 years ago these mines were almost entirely in the hands of thetflnglish; but recently 
 there has been an influx of American enterprise, capital, and machinery. It is too 
 early yet to say what will be the outcome of this, but with better communication 
 and facilities for getting the heavy machinery into place there seems to be no rea- 
 son why these mines will not be worked to advantage. 
 
 COLOMBIAN RAILROADS. 
 
 The information, obtainable only from Government archives at the capital of the 
 nation — so distant and so unapproachable except with a "golden key" — has rendered 
 it necessary to rely on my own observations and the engineers in charge of construc- 
 tion and management. I inclose a plan of the railroad system, presuming it may lead 
 to a better understanding of the present report. The railroad system of the interior 
 of Colombia is as yet in its embryonic stage and slow in growth. 
 
INTERNATIONAL AMERICAN CONFERENCE. 125 
 
 The capital that might have built railroads and brought remunerative order out 
 of a chaotic realm of natural wealth has been mainly spent in fostering and suppress- 
 ing political revolutions. 
 
 The internal resources of Colombia in precious metals, coal, iron, copper, gums, 
 dye woods, medicinal plants, fibers, and valuable timber should rank her among the 
 most prosperous in the family of republics. 
 
 The only road in this consular district in actual service is the Bolivar, between 
 Barranquilla and Salgar, the port for shipment. A branch road to Puerto Colombia, 
 not yet completed, will terminate at the pier now building, where steamers can dis- 
 charge and receive freight in the future. The railroads to be considered are the Boli- 
 var, Cauoa, Jirardot, the Antioquia, and the Dorado. I name the Bolivar first as being 
 the first in importance in its service and aid to foreign commerce, as well as in its per- 
 fect management. 
 
 A slight digression here may obviate a more prolonged explanation later. The 
 moutli or delta of the Magdalena River, the great coinaiercial artery for eight States 
 of the Republic, is obstructed more or less at all seasons by a shifting bar formed by 
 the sediment of the Magdalena, the Cauca, and their hundreds of tributaries. It is 
 and has been a " marine cemetery," so to speak, for the past forty or fifty years. 
 Vessels enter the river sometimes with from 18 to 20 feet of water on the bar, but a 
 few days later, when cleared for departure, there may be but 9 or 10. Loaded vessels 
 outward bound have waited sixty or seventy days watching for the favorable com- 
 bination, which seldom occurs, of a fair wind, good depth of water on the bar, a mod- 
 erate sea, and a reliable pilot to get safely out of this aquatic trap. And it is not an 
 exaggeration to say that one-quarter part of the sailing craft has been lost iu exit or 
 entrance. Vessels have been lost on the bar when in tow of a powerful tng-boat and 
 piloted by one of the best experts on the coast. Daring the past month au American 
 schooner, the F. G. French, of New Haven, could not get out on account of the heavy 
 sea on the bar, the prevailing northerly wind, and the uncertainty of the eccentric 
 channel, which may or may not be as it was upon the entrance. A British barken- 
 tine has been nearly two months in the same dilemma, and on the 26th ultimo the Ger- 
 man hug Enrique was lost with a valuable cargo, and two of her officers were drowned, 
 in endeavoring to reach the proper- entrance to this delta of the Magdalena; a river 
 800 miles in navigable length, exclusive of its tribntaries, one of the great rivers of 
 the world, but without a light-house, a beacon, or even a buoy to mark its entrance, 
 with no landmarks, no pilots, and a channel as shitting and unstable as the sands 
 that bar the entrance. It was to obviate this peril to life and property that the Boli- 
 var Railroad was constructed. 
 
 When the branch to Puerto Colombia is completed steam-ships can lie alongside a 
 pier iu smooth water, in a port easy of access, to discharge and receive freight. Six- 
 teen thousand three hundred and seventy-one tons of exports from the interior have 
 been passed over this road for shipment during the year 1887, and 11,848 tons of Im- 
 ports have been delivered at the Barranquilla terminus for the interior trade. 
 
 The exports are from the marginal towns and villages along the rivers accessible 
 by river steamers, and only a fractional part of what might be sent to the coast for 
 foreign markets reaches commercial channels through a lack of proper roads and the 
 scarcity of labor. Seven steam-ship lines touch at Salgar to discharge and receive 
 freight, mails, and passengers. German line from Hamburg twice a mouth ; Royal 
 Mail twice a month to and from Southampton ; West India and Pacific, English, 
 twice a month from Liverpool ; Atlas, English, from New York, twice a month ; Har- 
 rison, English, Liverpool and New Orleans, twice a month ; General Transatlantic, 
 French, twice a month, and the Spanish line twice a month. The pahsenger traffic 
 over the Bolivar road from and to the Salgar terminus has more than doubled during 
 the past three years. 
 
 Should the Dorado and the Antioquia roads be pushed to completion there would 
 be four trains or more daily to Salgar instead of only two, as at preseut. But of these 
 roads we will speak in the proper routine. 
 
 The Bolivar is under American management ; is owned by private parties. The 
 rolling stock now in service, of English manufacture, will be replaced as the necessity 
 arises with American. The extension ofthe branch road to Puerto Colombia, on the 
 northwest side of Salgar Bay, makes the distance from the Barranquilla terminus to 
 the pier eighteen miles. The Salgar terminus will probably be abandoned in the im- 
 mediate future. 
 
 Barranquilla to Salgar wharf is 14 miles, and the necessity for steam-tugs and 
 lighters between Salgar and the shipping will soon he abolished, and probably lower 
 rates of freight will be established to the pier at Puerto Colombia. 
 
 The rate for passengers at present is $5 per capita for first-class from Barranquilla 
 to the shipping, or rice versa ; %'i for second class ; and freight at the rate of $2.50 per 
 ton. 
 
 The Cauca Railroad. — This road, the construction of which was commenced in 1878 
 and was to connect with Call and the west bank of the Cauca River, has its present 
 
126 INTERNATIONAL AMERICAN CONFERENCE. 
 
 terminus at Cardova, 12 miles from Buenaventura. It is now gOYernment property ; 
 has been surveyed to Cali, but the work has been suspended. ^ , , ., ^ .^ 
 
 At the time the contract was made the National Government ceded to the grantee 
 500,000 acres of wild land on both sides of the line in alternate lots of 10,000 hectares 
 each. During the construction of the road, and for five years after its completion, all 
 the material for construction and operation— tools, food, medicine, etc, were to be 
 free of duty, tax, or impost. The State governments of Cauca and AntiOquia were 
 joint share-holders, the National Government agreeing to contribute |3,000,000, one- 
 half of the estimated cost of the road. An exclusive franchise for forty years was 
 guarantied by the National Government. The passengertariff for the 70 miles— Buena- 
 ventura to Cali— was to be $b for first class, $3 for second class, and 1 cent a pound 
 for freight. For way traffic a differential tariff would be established within the speci- 
 fied limits. 
 
 An integral and important part of the contract was the construction of a pier at 
 the port of Buenaventura to accommodate loaded trains and ships drawing 20 feet of 
 water. As far as can be learued from unofficial sources, failure in payment of prom- 
 ised subsidies and revolutionary troubles have prevented the continuance of the work. 
 The grantee on the one part and the Government on the other made an amicable ad- 
 justment, and the line as far as completed (12 miles) became the property of the gov- 
 ernment of Cauca and the nation, and its future is a matter of vagne uncertainty. 
 
 The Jirardot Mailroad.—B^ reference to the accompanying plan it will be seen that 
 this line has been completed to Portillo, U miles. The line has been surveyed to 
 Bogota, a distance of about 80 miles. It is a Government enterprise, and presents 
 engineering difficulties of no ordinary character. The work is progressing slowly, 
 but owing to the topographical features of the route, gradients will be necessary at 
 several points on the line of survey ; and it is considered doubtful whether the road 
 ■when completed will ever pay its running expenses. Passengers coming up the river 
 en route for Bogota prefer to leave the river steamer at Yegnas, taking the Dorado 
 Railroad to Honda ; then they cross the river and proceed by the old mule road, con- 
 secrated by a century of usage. Comfortable hotels, in picturesque locations, break 
 the journey into easy stages, and whether for business or pleasure the majority of 
 travelers who have had a surfeit of river travel between Barranquilla and Yeguas do 
 not care to spend two or three days more on a small steamer on the Upper Magdalena 
 for the doubtful pleasure of skirting mountain spurs and crossing ravines on trestle- 
 work among the Cordilleras. Remarks on the future progress and prospects of this 
 line would be premature ; its history is a subject for the future. (Gauge 3 feet, rail 
 30 pounds, section completed in 1884.') 
 
 The Antioqwia Eailroad. — From Puerto Berrio to Medellin, 125 miles, has been com- 
 pleted to Pavis, 30 miles from Puerto Berrio. The first contract for this road was 
 signed in February, 1874, modified on the 4th of May following, and in July, 1876, a 
 new contract was made for the termination of the line at Barbosa, a distunoe of 100 
 miles from Puerto Berrio. This also is a road of heavy gradients. The State of An- 
 tioquia was to coutribute at the rate of $17,700 per mile, but not to exceed a total of 
 $2,000,000, upon which basis State bonds were issued. The State of Antioqnia, as 
 share-holders of one-third part of the enterprise, owned the right to one-third of its 
 proceeds. The grant was for the period of fifty-five years, with exclusive privilege 
 for thirty years, beginning from the Ist of March, 1883. The same immunities and 
 privileges in regard to duties aud taxes as specified for the Cauca road were also 
 conceded for the Antioquia. The maximum rates of fare and freight were: For first- 
 class passengers, 12 ceots per mile; second class, 8 cents; third class, 4 cents. Im- 
 ports, 30 cents per ton per mile ; exports, 25 cents, and coffee and tobacco 15 cents a 
 mile. 
 
 With this brief summary of the principal features of the grant it may not be amiss 
 to mention some of the difficulties. 
 
 There are to be 22 bridges, 115 trestles, 58 culverts, 4,135,288 cubic yards of earth- 
 work, and 177,242 cubic yards of retaining walls. The central Cordillera to be 
 passed at its greatest depression, 5,177 feet above sea-level, " requires the adoption of 
 6 per cent, gradient." But in spite of the difficulties to be overcome, the original 
 design of the projector, the grand project of joining the Magdalena Valley to the 
 Pacific coast by the union of the Cauca and the Antioquia roads would open up a 
 realm of wealth. There are five hundred and eighty mines of gold or silver constantly 
 worked, a large number without machinery, within those mountain barriers, only 
 accessible by bridle-patlis, rendering the transportation of proper tools and machinery 
 impossible. On souio of the interior rivers marble in inexhaustible quantities could 
 be quarried, especially on the Claro and Nare. 
 
 Coal belts have been discovered, alum, sodium, calcium, manganese, cobalt, lead, 
 zinc, mercury, arsenic, and platinum have been reported upon ; agates, jaspers, and 
 variegated marbles are found in the mountains. The population of the more mount- 
 ainous regions of Colombia are the bone and sinew of the nation — hardy, persevering, 
 and industrious— good herdsmen, agriculturists, or foresters in times of peace, and 
 brave and reliable soldiers in war. 
 
INTERNATIONAL AMERICAN CONPEKENCE. 127 
 
 Sugar, cotton, corn, rice, wheat, tobacco, cocoa, coflfee, aniseed, ate some of the pro- 
 ductions awaiting an outlet from the valleys and tahle-lands of the interior to navi- 
 gable waters. The space to which this report should be limited prevents a more de- 
 tailed description of domestic and forest products intended to be reached by the An- 
 tioquia Railroad. 
 
 TAe Dorada liailroad. — It is neceasaty to refer to the Magdalena River, especially 
 to that portion of the river between Honda and Yeguas, unuavigable when the water 
 is low on account of the rocks, shoals, and rapids in that section of the river. 
 
 In 1872 the State of Tolima granted an exclusive privilege for constructing a rail- 
 road between the waters of the Lower Magdalena, at Caracoli, and the Upper Magda- 
 lena, at Honda, and a bridge across the river at Honda. A series of rapids and falls 
 at this place forms a barrier between the upper and lower rivers. 
 
 The National Government guaranteed, for twenty-five years, 7 per cent, interest on 
 the sum of £42,000 sterling — the estimated cost of the work. The preliminary surveys 
 elicited adverse reports. That the capital so guaranteed was insufficient for the purpose, 
 and that such a short line would be expensive in working, especially in competition 
 with the time-honored mule train, that would still absorb a good portion of the traffic 
 on the 3 miles of road. Navigation being difficult and dangerous for at least :iO miles 
 below Honda, application was made for and a new concession granted with exclusive 
 privileges. English capital could not be found for the original plan, as the cost was 
 estimated at £16,600 sterling per mile. Taken by itself this seemed excessive, but 
 in conjunction with 27 miles on which the cost would be exceptionally low, the aver- 
 age cost did not seem so great. The projected plan for the extra concession was to 
 connect a port below El Dorado with Honda, and the bridge to cross the river at 
 that place — about 30 miles along that pait of the river most obstructed by shoals and 
 rapids. The road has been completed to Yeguas, about 18 miles. Owing to revolu- 
 tionary disturbances, additional time was granted (to August, 1885) to extend the 
 road to Conejo. 
 
 The National Government grants a subsidy of |5,833 per mile, as completed, and 
 an exclusive privilege for eighty years, at which period it is to become the property 
 of the nation. Seven per cent, annual interest is allowed for any delay in the pay- 
 ment of the promised subsidy. The road between Caracoli, below Honda and La 
 Noria, above Honda, has been .in service since June 1, 1882, effectually uniting pas- 
 senger and freight traffic between the waters of the Lower and the Upper Magdalena. 
 This, the most difficult part of the road, cost $64,000, and the engineers have esti- 
 mated the remainder of the road at a cost of $16,000 per mile. 
 
 The bridge across the river at Houda will probably be built in the future, but as 
 yet nothing has been done towards its construction. Some five years ago a Colom- 
 bian railroa'd enterprise was inaugurated to construct a railroad from Puerto Wilches, 
 on the eastern bank of the Magdalena River, to follow the valley of the Sogoraosa 
 River and reach Bncuramauga. The line was surveyed and a short section of track, 
 less than a mile, was laid. 
 
 Both the State and the National Government contributed aid to the project. Pre- 
 sumably the revolution of 1884-'85 caused its suspension. Rumors of a new contract 
 are current, but no official data has come to hand in regard to its prospects. Before 
 closing this report mention should be made of a projected railroad scheme to connect 
 Santa Marta with one of the up-river ports. There are 20 miles of road completed 
 from Santa Marta to the Cienega station, and the line is being surveyed, it is reported, 
 to Banco. As a large section of the line south of the Cienegas is on alluvial lands 
 subjectto overHow, and the main portion is through swamp jungle and across various 
 lagoons and water-courses of promising difficulties, it would be premature to ex- 
 press any positive opinion as to its future. There are said to be copper mines in 
 course of development within reach of the line tliat may be largely remunerative in 
 the future, but it is doubtful whether profits derived solely from such a course would 
 be able to cover the interest on sufficient capital to build such a road— through a 
 district very sparsely populated— and in competition with the steam-boat lines. 
 (Report by S. M. Whelpley, United States vice-consul, Barranquilla, March 10, 1888.) 
 
 VENEZUELA. 
 
 The total area of the Republic, in itsoffioial statistics, is computed at 1,639,398 square 
 kilometers (of which 8.59, or nearly 2^ make 1 square mile, English) ; of this, the sec- 
 tion south of the Orinoco River and its great tributary, the Apure, and the delta ot 
 the former, contain the State of Bolivar and the territories ot Yuruary, Caura, Alto 
 Orinoco, and Alto Amazonas, with a collective area of 1,044,294 square kilometers. 
 In 1883 the entire population of this vast region was but 108,352 souls. As 10,861 
 were in the single city of Ciudad Bolivar, and at least as many in the gold regions 
 near it, and many thousands of the subjugated but scarcely civilized Indian tribes 
 were included iji the census, the remainder must constitute an exceedingly sparse 
 
128 INTEENATIONAL AMERICAN CONFERENCE. 
 
 population, so much so that the population of Caura on 58,458 square kilometers 
 seems not to have been counted at all, but included in that of the State of Bolivar. 
 It is difficult to estimate the area and population north of the Orinoco and Apnre. 
 The greater mass of the population lies upon the comparatiyely narrow rim of the 
 Republic in the elevated regions bordering on the Caribbean Sea and Lake Maracaibo, 
 which extends southwardly to the slopes of the Andes. 
 
 The obviously leading thoughts of both the rulers and the business men of Vene- 
 zuela are to connect its populous and productive uplands with the Caribbean sea-ports 
 by railways. Those uplands occupy precisely the relations to those ports which the 
 eastern ports of the Mississippi Valley do to theJAtlautic sea-board except that the lines 
 of communication between the former must be from north to south. A railway is 
 already in successful operation from La Guayra to Caracas and a few miles buyond. 
 Mr. Bird, United States consul at the former place, suggests in his report of May 1, 
 1884, that it should be extended through the mountains southwardly to theOrinoco val- 
 ley. From Puerto Cabello a railway is in course of construction southwardly to Va- 
 lencia, and the late very progressive ruler of Venezuela, General Guzman Blanco, 
 made Government contracts for the construction of a railway from Gritain the heart 
 of the mountains in the State of Los Andes, down to Lake Maracaibo. After the suc- 
 cesses of oiar own engineers in overcoming the obstacles of our Rocky Mountains, the 
 Andes in Pern, and even in the short line which has been built in Venezuela itself 
 around the 8,000 feet high mountain between La Guayra and Caracas and of European 
 engineers in Switzerland and India, it is a question only of energy and capital how 
 long it will be before all the really salubrious parts of Venezuela will be connected 
 by railways with the ports on the Carribbean Sea.* 
 
 The following is a brief statement of railroad building in Venezuela taken from the 
 Statistical Annuary of Venezuela for 1887: 
 
 Railways open to traffic. 
 
 Miles. 
 
 From Caracas to La Guayra 23.6 
 
 Tucacas to Aroa - 55. 8 
 
 La Ceiba to Sabana Mendoza 25.1 
 
 Caracas to El Valle 3.4 
 
 Marquetia to Macnto 4.3 
 
 Carenero to Rio Chico 19.8 
 
 Caracas to Petare 6. 2 
 
 Caracas to Antimano 5.5 
 
 143.8 
 
 Sailways in construetion. 
 
 From Puerto Cabello to Valencia 33. 5 
 
 Petare to Santa Lucia 27.3 
 
 Santa Cruz to La Fria 55. 8 
 
 Orinoco to Yuruari 124.0 
 
 Barcelona to the Coal Mines 11.8 
 
 252.4 
 Lines contracted and ieing studied. 
 
 From Caracas to La Victoria 62.0 
 
 Petare to Cindad Bolivar (through Guarenas, Guatire, Rio Chico, etc.) . . 449. 5 
 
 Puerto Cabello toZamora 186.0 
 
 Maracaibo to Cojoro 96.1 
 
 Coro ro La Vela , 7.4 
 
 San Cristobal to Uribante 49.6 
 
 La Luz to Barquisimeto, Tocuyo, and Trnjillo 217.0 
 
 Merida to Mucuohies and Bobures 161. 2 
 
 1,228.8 
 
 A French company has recently acquired a concession to build a railway from San 
 Carlos del Zulia to Merida, and to operate a line of steamers in connection with it 
 between San Carlos on the Escalante and Maricaibo. 
 
 Most of these railways have obtained guarantees from the Government of 7 per cent. 
 interest upon their capital proportionate to the cost of tlie road, to continue for ninety- 
 
 *Keport of South American Commission. 
 
INTERNATIONAL AMERICAN CONFERENCE. 129 
 
 nine years; and some have a further grant of authority to work all mines within a 
 certain distance of their lines. These railways have all been constructed by British 
 capital. 
 
 The statistical aunuary of Venezuela for 1889 makes the following statement: 
 There are completed to the present time (July 1, 1889) 316 kilometers (196 miles), of 
 which 37 kilometers (23 miles) are from Caracas to La Guayra ; 8 kilometers (4.9 miles), 
 Marquetia and Macuto ; 5 kilometers (3.1 miles), Caracas and El Valle ; 54 kilometers 
 (33.5 miles), Puerto Cabello to Valencia; 90 kilometers (55.8 miles), Tucaoas and 
 mines of Area ; 35 kilometers (SJl.7 miles), La Ceiba and Sabaiia de Mendoza ; 19 kilo- 
 meters (11.8 miles), Barcelona and Bay of Guanta; 33 kilometers (20.5 miles), Care- 
 nero to San Jos6 ; 20 kilometers ( 12.4 miles) are in the Central Railroad ; 15 kilometers 
 (9.3 miles) in the great railroad of Venezuela. The Central is to be 240 kilometers 
 (144.8 miles) long from Caracas to Valencia. The great railway will be 300 kilometers 
 (186 miles), and will connect Caracas with San Carlos in the state of Zamora. 
 
 RAILROADS IN VENEZUELA. 
 
 On the 16th ultimo the railroad between this port and Valencia was formally 
 opened by President Hermogeiies Lopez. 
 
 The Fuei'to Cabello and Valencia Bailroacl, as it is called, was commenced a little 
 more than two years ago by Perry, Carutliers & Co., of London, contractors. Ou 
 the 1st of April it will pass into the hands of the company, of which Mr. W. Mallon is 
 general manager. The gauge is 3 feet 6 inches — 6 inches wider than the track be- 
 tween La Giiayra and Caracas. 
 
 The distance is 54 kilometers. Valencia, the southern terminus, is a city of some 
 40,000 people, and is situated in the heart of one of the richest agricultural regions 
 in the country. In fact, it is admitted that the States of Carabobo and Lara are the 
 first in agricultural development in the entire republic. Another railway, from Ca- 
 racas to Valencia, about 300 kilometers in length, is in process of construction by an 
 English company. It is reported tliat Krupp, of Krupp guu fame, has a concession 
 for still another railway between the two cities mentioned above. 
 
 Another railway is projected between this port and Aurare, which is not far from 
 the Apure River, one of the principal tributaries of the Orinoco on the north. This 
 is also about 300 kilometers in length. 
 
 There is still another line of railway — already commenced — in this consular dis- 
 trict, extending from La Luz to Barquisimeto, a distance of 85 kilometers. 
 
 These lines will open up a great agricultural and mineral district, facilitating 
 greatly the movement of merchandise to this port, and will doubtless build up and 
 develop the country's resources more largely, and materially inaprove and advance 
 the interests of the people throughout the entire country, and will be the best mnans 
 of placing the Government on a much more stable basis than it has ever bad. (Re- 
 port by David M. Burke, United States consul, Puerto Cabello, March 15, 1888.) 
 
 Consul Pliimacher, under date of February 5, 1889, reports that the Credit Mobilier 
 of Paris has commenced preliminary work upon a road from La Fria to San Cristobal. 
 The chief engineer, M. Dubo.sques, died from yellow fever almost upon arrival at La 
 Fria, which will probably delay operations. Another road from the city of Merida 
 to the lake coast is about to be begun . 
 
 A railway from Santa Barbara, at the southern extremity of the lake to San Cristo- 
 bal will be commenced within a month, the contractors being a French company. 
 No railroad in Venezuela will excel this in Importance, and it has been talked about 
 for many years, but there is every reason to believe that it will now be vigorously 
 pushed through to completion. (Report by E. H. Plumacher, United States consul, 
 Maracaibo, February 20, 1889.) 
 
 Referring to previous dLtpatches from this office respecting the projected railwiiy 
 from Lake Maracaibo to the city of Merida, I now have the honor to report that the 
 work has already commenced, the contractors being a company formed in Paris with 
 the title of "Compagnie Francaise des Chemins de fer Venezu^liens." 
 
 The original concession was granted to the Duke of Morny, son-in-law of Geueral 
 Guzman Blanco, who transferred his privileges to the above mentioned company. 
 The engineer in chief, with a complete staff and a large amount of material, arrived 
 in this city last month, and the preliminary work has already begun. When the 
 termsof the contract became generally known, however, there imnjediately arose a 
 strong opposition on the part of the people who, although fully appreciating the lu- 
 calculable advantages of direct railway oomnuiiiioation between Lake Maracaibo 
 and the rich coffee regions of the Cordillera, wore very unfavorably impressed with 
 the extraordinarily exceptional privileges granted to the contractors. 
 
 S. Ex. 125 9 * 
 
130 INTEKNATIONAIi AMERICAN CONPEKENCE. 
 
 I inclose translation which appeared in the Fonografo, a leading Maracaibo news- 
 paper, giTing a tolerably accurate idea of the general feeling of the people. It is 
 true that all railways constructed in Venezuela have been favored with a guar- 
 anty clause in the contracts, assuring to the contractors an interest of 7 per cent, 
 upon the oapital invested, but it is complained in this case that the estimate of the 
 cost of constructioa is excessive. Of the 170 kilometers comprised in the line the 
 first 60 have been estimated to cost $60,000 each and the remaining 110 $70,000 each. 
 
 It must be aclsnowledged that the conditions topographically and otherwise are 
 peculiar, as one part of the road will pass through swamps and morasses and another 
 will necessitate heavy rock work in order to climb the Cordillera ; but even taking 
 all this into consideration it is to be regretted that American capitalists did not take 
 this enterprise in hand. For years this consulate has called attention to its impor- 
 tance and to other opportunities for successful Invescmeuts, but these suggestions 
 have been utilized almost invariably by foreigners and not by Americans, for whose 
 knowledge and benefit they were intended. 
 
 In this consular district there is now one railway in active and successful operation 
 (that of La Ceiba), which will probably soon be extended to Valera by a French com- 
 pany. The Merida road is French property, and there is still another about to be 
 constructed from one of the tributaries of the lake to the city of San Cristobal, also 
 under a French contract. We are thus losing constantly excellent opportunities of 
 augmenting our commercial prestige in this Republic. The French, particularly, 
 have recently shown much activity in Venezuelan enterprises, and the only coal de- 
 posit where serious efforts have been made for the extractionof the mineral is granted 
 to a Paris company. 
 
 In this connection I beg to state, as indicative of the interest taken by Europeans 
 in these matters, that my report of February 3, 18ci8, referring to commercial and in- 
 dustrial matters in this consular district, published by the Department, attracted 
 the attention of the British Government, and the foreign minister recently sent a 
 personal cablegram to the British consul at this port, requiring detailed information 
 respecting the petroleum deposits referred to at length in my above mentioned dis- 
 patch. 
 
 It would be gratifying to mo wers our own people to take advantage of these 
 numerous opportunities for the enterprises of railways, coal mines, petroleum deposits, 
 etc., but as it has often been mentioned in consular reports from various parts of 
 Soatli America the information thus furnished for the benefit of the capitalists, mer- 
 chants, manufacturers, and exporters of the United States is acted upon more by 
 Europeans than by our own people. 
 
 To return, however, to the railway, which is the immediate subject of this dis- 
 patch, I shall endeavor to keep the Department informed as to its progress and chances 
 of completion. There are other details in connection with the enterprise, such as the 
 alleged exclusive privilege of steam navigation on the lake, which are not yet suffi- 
 ciently clearly defined for me to inform the Department with accuracy, but I think 
 I can safely say that such a monopoly can not possibly exisr., especially as it would 
 conflict directly with the interests of an American company chartered and incorpo- 
 rated in New York. (Report by E. H. Plumacher, consul, Maracaibo, March 8, 1889.) 
 
 I have the honor to furnish the Department with further details respecting the 
 progress of the railway from the lake coast to the city of Merida, as referred to in my 
 dispatch No. 574, of March 4, last. 
 
 In January last the chief engineer, Mr. William H. Burr, an Englishman, and a 
 staif of assistants, principally Americans engaged in New York, together with an 
 English physician, arrived at Maracaibo and began the organization of the work. 
 The circumstances attendant upon the concession for this enterprise were somewhat 
 peculiar, ami a brief r&um^ thereof will be of interest to those of our own country- 
 men who may contemplate similar enterprises in this Republic. 
 
 When the question of a railway from the lake shore to Merida was first seriously 
 discussed, Guzman Blanco was then supreme in Venezuela and in actual possession 
 of the presidency. 
 
 His sou-in law, the Duke de Morny, visited this country immediately after his 
 marriage, and was at once granted various valuable concessions, among them one 
 for the construction of a railway from San Carlos, a river port at the extreme south 
 of Lake Maracaibo, to the city of Merida. 
 
 This concession was granted by the exeoutive power, needing only the approval of 
 Congress to rentier it valid. As for nearly twenty years, however, the will of Guz- 
 man had been the law of the land, and as the national legislature had never hesi- 
 tated to approve all of his acts without discussion, it was taken for granted that this 
 railway contract of de Morriy would be at once confirmed, although its terms were 
 highly disadvantageous to the country and proportionately favorable to the conces- 
 sionaire. 
 
 In a previous dispatch I pointed out the just grounds of the people at large against 
 tlje issue of a costmst lims^ upoa sugti miequal terras, and iuolosed newspaper arti* 
 
INTEKNATIONAL AMERICAN CONFEEENCE. 131 
 
 oles referring to the matter, in which both Guzman and his son-in-law were severely 
 handled. However, as time elapsed the reactioQ against the dictator took place, and 
 the present incumbent, Dr. Kojas Paul, succeeded to the Presidency. Congress met, 
 and most of the contracts made by General Guzman Blanco were disapproved, hut 
 this particular concession for the Merldr. road was not submitted, its supporters fear- 
 ing, no doubt, that in the existing temper of Congress and on account of the force of 
 public opinion it would meet a like fate. 
 
 In the meantime De Morny had formed a company in Paris, he and his father-in- 
 law, it is said, being heavy stockholders, and this company contracted for the con- 
 struction of the road with theCompagnie de Pives-Lille, a French firm whose opera- 
 tions extend over the greater part of the civilized world. This latter company, it 
 will be understood, are merely the constructors, having engaged to build the road 
 for a stipulated sum, and have nothing whatever to do witb questions of concessions 
 or ownership. 
 
 It will be noted from the foregoing, however, that the contract is not yet approved, 
 and if, in February next, when the Venezuelan Congress meets, it should be thrown 
 out, then the company formed by the Duke de Morny will be obliged either to sus- 
 pend operations after having already expended a large amount of money, or to con- 
 tinue at their own risk without the Government guaranty of 7 per cent, upon outlay, 
 which is the backbone of the concession. 
 
 Of course it is impossible to prophecy what Congress may do, but it is certain that 
 if the contract should be approved it will be greatly modified, as the estimated cost 
 of the road, aa accepted by Guzman Blanco, and upon which the 7 per cent, guaranty 
 must be given by this Government, is scandalously in excess of even the most gener- 
 ous computation. 
 
 From the very beginning this project has been viewed but coldly by the Venezue- 
 lans, and with reason. As the traffic between Merida and Maracaibo is comparatively 
 insignificant, the former city being situated in the poorest part of the Cordillera, it 
 is difficult to see how a fair interest above running expenses can possibly be obtained 
 upon the capital invested, and for many years, should the concession be finally ap- 
 proved, the people of this country would be taxed to maintain a line which really 
 offers but few advautagos, and the whole affair has borne such an unmistakable odor 
 of a job in favor of the contractor that the only friends of the project are the few who 
 for various reasons may be directly interested. 
 
 It is true that a railway from Lake Maracaibo to the rich coffee regions of the Cor- 
 dillera is a necessity, but Merida is the worst possible point that could have been 
 selected, and the projected road from San Cristobal, the seat of one of our consular 
 agencies, to which I will have the honor to refer in a subsequent report, will fill all 
 the present needs of the situation. 
 
 Notwithstanding the unpopularity of the Merida contract and its lack of final ap- 
 proval by Congress, it was determined to begin work and trust to the influence of 
 Guzman Blanco to straighten out all difficulties, and in January last, as previously 
 stated. Chief Engineer Burr arrived as representative of the construction company, 
 and it is to the result, or rather want of result, of the operations of the past ten 
 months that I desire to call attention. 
 
 These details may not appear of great interest, but will be appreciated by railroad 
 men at home who may sometime be engaged in similar enterprises in this country, 
 and, as one of the results of the Pan-American Congress will be to call particular at- 
 tention to the South American Republics and the fields there offered for the enterprise 
 and capital of our people, it seems to be especially appropriate just now to explain 
 clearly the industrial situation. 
 
 The history of the Merida road, from the beginning of the work up to the present, 
 is simply a record of mistakes in administration and management. 
 
 The starting-point of the railway is at the town of Santa Barbara, situated on the 
 river Escalente, 30 miles from its mouth, which latter is at the southern extremity of 
 the lake, about 100 miles from Maricaibo. 
 
 The chief engineer established his headquarters in this city, where he has remained 
 almost constantly, exercising no personal supervision over the work. 
 
 For convenience of survey the line was divided into i,wb sections, the first from 
 Santa Barbara to the foot of the mountains, and the second from this latter point to 
 Merida. 
 
 The first section, comprising an almost level plain, was placed in charge of Mr. J. 
 T. McGauran, a well-known New York engineer, and the second under control of 
 Mr. C. Corner, with a corps of American assistants. The personnel of the staff ap- 
 peared to leave nothing to be desired, but nevertheless ten months have elapsed, a 
 large amount of money has been expended, and comparatively nothing done. Want 
 of personal inspection on the part of the chief engineer may have been at the root of 
 the matter, as, without being actually present at times in the field, it has naturally 
 
 beeu impossible for hioi to keep thoroughly posted as to tUo necessities of the sitimr" 
 
132 V INTERNATIONAL AMEKICAN CONFERENCE. 
 
 tion, and enterprise, as far as the practical part is concerned, may be considered 
 acephalous. 
 
 This had its natural result, diseatisfactiou ensued among the assistants, several of 
 the American engineers having presented complaints at this consulate fornon-fullill- 
 liieut of details of contracts made with them in the United States and for other rea- 
 sons, many of these complaints Itfing, no doubt, well-founded. 
 
 The work progressed very slowly and unsatisfactorily, and to-day, more than tea 
 months after the initiation of the surveys, they are not yet completed, although the 
 entire distance is but 30 leagues. It will be remembered, moreover, that this is a 
 climate of perpetual summer, where inclemency of weather is not a factor in the con- 
 sideration of obstacles. It will seem almost incredible to our railroad people in the 
 United States that, with ample funds and competent engineers, ten months have not 
 sufficed to complete the survey of less than 100 miles, one-half of that distance being 
 a level plain. 
 
 In the mean time the company in France has dispatched many ship-loads of rails, 
 locomotives, etc., expecting that at least the first section would be entirely finished 
 and trains running before now. The fault has been want of administrative judgment, 
 and the working staff as first organized has now gone to pieces, and within the past 
 few days a large party of engineers (all French) have arrived to replace vacancies. 
 Mr. Burr, as far as is now known, still remains as chief engineer, although some of 
 his former subordinates have made complaints against him to headquarters at Paris. 
 It is true that in this country the administration is much more difficult than at home, 
 but in the matter of the Merida road there has been such an absence of good judgjnent 
 and administrative tact as to serve as a warning to impresarios in the future. 
 
 Lake Maracaibo is fed by about one hundred and fifty rivers, each one extending 
 far inland, making the circumference of the lake an almost continuous swamp, with 
 occasional stretches of solid ground between the river systems. It will therefore be 
 readily seen that a railway from the Cordillera could not possibly arrive at the city 
 of Maracaibo except by an enormous expeuditure of money, far in excess of the most 
 costly works of a similar character in any part of the world. A convenient port on 
 one of the lake tributaries must be selected as a terminus, and from there steamers 
 must connect with Maracaibo. This naturally necessitates a system of lake and river 
 navigation in connection with the railway, and, recognizing this fact, the contractor 
 Avas ill-advised enough to have a clause placed in the concession giving him the ex- 
 clusive right of lake navio;ation. The absurdity of this is evident when it is con- 
 sidered that hundreds of sailing vessels have for generations traversed the lake and 
 rivers, giving employment to thousands of people, and that there already exist vari- 
 ous steam-ship Hues, some under American charter. Appreciating this, the company 
 formed by de Morny hastened to explain that this exclusive privilege only extended 
 to steam navigation, which is also a ridiculous assumption, as for years American 
 companies organized in New York and doing business under Venezuelan license have 
 been actively engaged in the navigation of the lake and its rivers, and their exclusion 
 would now bring about an international question. 
 
 It is much to be regretted that our own countrymen have not taken part in railway 
 matters in this Republic, and the general opinion, as freely expressed in this section, 
 is to the effect that if the Merida road, with all its natural drawbacks and unpopu- 
 larity, had been from the first under American control the result to-day would be 
 very different. 
 
 As the case now stands, time and money have been wasted, the prestige of the con- 
 structors has received a severe blow, and the ouly thing tangible to show for so many 
 months of work and such a large outlay is an incomplete survey and a few hundred 
 yards of track laid at the village of Santa Barbara. It is expected that the recent 
 arrivalof the new staff from France may bring orderout of chaos; but a very different 
 system miist be adopted, and even should the survey and construction now proceed 
 satisfactorily, yet it is doubtful whether Congress, in its session of February next, will 
 approve the concession, even under modified and more reasonable conditions. (Re- 
 port by E. H. Plumaoher. U. S. Consul, Maracaibo, December 6, 1889.) 
 
 ECUADOR. 
 
 This country may be said to consist of three parts— the western slope, the Quito 
 Valley, and the Napo region, so formed by the two Cordilleras of the Andes travers- 
 ing the country from uorth to south. The Quito Valley having a general elevation 
 of 7,000 feet is separated into three parts by lateral ridges, called sierras; the first, 
 on the south, contains the cities of Lojaaud Cuenca and is about 50 miles in length; 
 the middle basin, about 130 miles in length, is rather barren, and has the cities of 
 Riobamba, Aiubato, audTacuuga ; the third and most northerly, in which is situated 
 the city of Quito, the capital, is rich and fertile. 
 
INTERNATIONAL AMERICAN CONFERENCE. 133 
 
 The Napo region is a dense primeval forest, broken only by rivers. There is not a 
 good road in the whole province, and it is very thinly inhabitated. The Andes slope 
 rapidly both in this regioQ and on the western coast. 
 
 The river system consists of the Napo, Pastassa and Santiago, tributaries of the 
 Maranon, and the Mira, Esmeraldas, and the Guayaquil flowing westward into the 
 Pacific. The waters of the Quito Valley iiroper flow into the Pacific, while at Ambato 
 the Pastassa flows into the Amazon. 
 
 The rainy season on the eastern elope is from Ma'oh to November, with the greatest 
 rain in April. The mean annual rain-fall at Quito is 70 inches, while at Charleston, 
 S. C, it is only 46 inches, and at New York 42 inches. The mean annual temperature 
 of Quito is 58. 8°, Ihs extremes in a year being 45° and 70°. 
 
 During this season the rains are frequent, giving rise to the great rivers, the N.apo, 
 the Pastassa, and their many tributaries flowing into the Amazon. The Maranon at 
 Nauta is three-fourths of a mile wide and flows at a rate of 3^ miles an hour. The 
 Putumayo, which rises in Colombia and enters the Amazon below the Napo, has 
 several mouths, one of which is a mile in width. 
 
 The population of Ecuador is given at about 1,000,000, of which the capital, Quito, 
 has about 70,000, Cuenca, 30,000; Guayaquil, 40,000. The greater portion of the 
 whole population is on the central plateau. 
 
 The western slope is mountainous, the coast having several harbors, the great port 
 of entry being Guayaquil, whence merchandise is carried by rail or mules to the in- 
 terior. There is one main road to the plateau which iu the rainy season is very dif- 
 ficult of passage, but along the plateau there is a good road. Several passages from 
 the central plateau through the mountains have been followed to the headwateie of 
 the Amazon, one down the Pastassa River is difficult because of the rapids, another 
 by way of Loja to the Maranon is also difficult. There is a road to Macas which is 
 little used. The best route is probably from Quito to Papallacta, about 40 miles east- 
 southeast from Quito, across an extreme elevation of about 14,000 feet, by a road just 
 passable for horses, thence to Napo village, Archidona and down the Napo River. 
 Papallacta lies on the western edge of the great forest. The old maps sliow the great 
 Spanish high road traversing Ecuador from Colombia on the north to Peru on the 
 south, touching all the important towns in the central plateau. 
 
 RAIL.^A^AYS. 
 
 In the report of the South American Commission it is said that "Finally the Pres- 
 ident thought the building of a railroad from Guayaquil to Quito would be a re- 
 munerative enterprise. The commerce of the country passes through Guayaquil, and 
 it is tlie most advantageous point from which the interior can be reached. The road 
 would be about 100 or 170 miles in length from the head of navigation on the Guayas 
 River, and he estimated its cost at not over $4,000,000 in gold." 
 
 Communication between Quito and the Amazon is not difficult, and if opened up 
 would no doubt make Quito a thriving city. 
 
 ■.The ¥aguache Eailuay, from Yagnache to Chimbo, 40 miles, with an extension 
 from Chimbo to Sibambe, 50 miles, almost completed. This is the only railroad in op- 
 eration in Ecuador, and is owned by the Government. The construction was begun 
 iu 1872 and the line opened to Chimbo in 1877; the original intention was to build to 
 Quito on the north and Guayaquil on the south. A concession has recently been 
 made for the construction of the line eastward from Yaguache to Duran, 14 miles, a 
 point nearly opposite Guayaquil on the other side of the river. 
 
 A telegraph line from Guayaquil to Quito over this route was completed in August, 
 1884. 
 
 Other concessions have been granted for railways in Ecuador as follows: From 
 the port of San Lorenzo to Ibarra, about 30 leagues, or 90 miles, the concession being 
 for ninety-nine years, when the line reverts to the Government, and 6 per cent, being 
 
134 INTERNATIONAL, AMERICAN CONFERENCE. 
 
 guarantied; from Machalato AzogiieanclCiieiica; froniManabi (or Bahia)toQuito; 
 aud in the Province of Rios from Baba to Vinces and Pnebloviejo. 
 A survey is reported to have been made on the Bahia-Quito line. 
 
 RAILWAY PROJECTS IN ECUADOR. 
 
 In 1885 the Government made a contract for the construction of a section of rail- 
 way from Chimbo to Sibambe, .50 miles m length, an extension of, a railroad built 
 Bdme fifteen jears ago by the Government from Yagnache, the head of navigation of 
 a river of the same name, to Chimbo. For the constrnction of this extension tlie 
 Government granted to the contractor, for twelve years, the income derived by it 
 from the monopoly of the sale of salt in the Republic, amounting to 200,000 sucres 
 annually, and the right to the use for his own benefit of the whole line for tweuty- 
 five years, he agreeing to complete the extension in four years. This year the eon- 
 tractor assigned his contract to a company of this city, known as the Railway and 
 Public Works Company, which is now engaged in grading the roadway. Only a few 
 miles have been graded so far. The Government has no share in the management of 
 any part of the road. The direction from Yagnache to Chimbo is north, and from 
 Chimbo to Sibambe east. From Yaguache, 25 miles northeast of this city, to Chimbo, 
 the road passes through a fertile country, only sparsely populated, the chief products 
 of which are sugar and rice. Several large sugar estates and a few small cocoa plan- 
 tations are on the line of the road. The popnlatiou is almost exclusively agricultural. 
 From Chimbo to Sibambe, the terminal point contracted for, the road will pass through 
 a mountainous region for the greater part of the distance, reaching at Sibambe an ele- 
 vation of 7,500 feet. The conntry to be tapped by this section produces cattle, wheat, 
 barley, and in fact most of the cereals aud vegetables of the temperate zones, but the 
 population is sparse, composed mostly of Indians, who are very poor and ignorant, 
 though peaceable and laborious. The land is fertile and capable of yielding abund- 
 ant harvests. 
 
 Last year the Government granted a concession for a railway from Duran, a point 
 across the river and nearly opposite Guayaquil, to Yaguache, 14 miles west by land, 
 to connect at that place with the road to Chimbo. For this the contractor is to re- 
 ceive from the Government 20,000 sucres a mile, and to enjoy the free use of the road 
 for twenty years, at the expiration of which term it is to become the property of the 
 Government ; until then the Government will have no share in its management. 
 Work has been progressing for the past year, and it is expected that the road will be 
 open for traffic in December next. It runs through a low, flat region of country, de- 
 voted principally to the pasture of cattle and abounding in tropical fruits. The' pop- 
 ulation is sparse and composed mainly of Cliolos, a mixture of white and Indian, who 
 bring the vegetable and fruit supplies to this city. 
 
 With the completion of the two lines or sections there will be arailroad of 96 miles, 
 connecting Guayaquil and Sibambe (the latter a town of 2,000 or 3,000 inhabitants), 
 and from thence there is a wagon road north to Quito, but it is much out of repair, 
 and no wagon, I believe, has ever passed over it. There is some remote probability 
 of an attempt, after the line reaches Sibambe, to continue the railroad to Quito. 
 
 A concession and subvention were last year granted for a railroad from Bahia de 
 Carequez, a port on the Pacific, to Quito, about 280 miles east of the proposed line, 
 the person undertaking to build the road to receive the net income of the custom- 
 houses at Bahia and Monta, amounting to 70,000 sncres a year, for ninety-nine years, 
 and to have the nse of the road for the same period. The Government is to have no 
 share in its management. For some 30 miles from Bahia eastward the projected 
 road is through a level, flat country. Afterwards it enters the Andes and passes 
 through a mountainous region, almost uninhabited. Some little grading has been 
 done near Bahia, but it is thought to be a very difficult and costly enterprise and one 
 not likely to be carried to a. successful termination, with the wholly inadequate means 
 at the command of the contractor. (Report by Owen Mc(Jarr, U. S. consul-general, 
 Guayaquil, Ecuador, July 27, 1888.) 
 
 PERU. 
 GEOGRAPHICAL FEATURES. 
 
 Peru is perhaps the best known of all South American countries. It is the seat 
 of the ancient civilization of the Incas and contains some of the famous silver mines 
 worked for so many centuries. It is divided by its mountains into three regions — the 
 coast, the central plateau, and the Amazon region. The coast line of Peru presents 
 an almost unbroken front of arid ridges of sand or bleak ranges of rock running some- 
 
INTERNATIONAL AMERICAN CONFERENCE. 135 
 
 times to the sea, yet behind those ridges and between those bare mountains are val- 
 leys of unparalleled fertility, through which wind streams of water fed by the unfail- 
 ing snows of the highest peaks, streams whose volumes and force abate as they reach 
 the wall of sand toward the sea and in which they are finally lost. There are few 
 rivers of the multitude along the western slope of the Cordillera that find their way 
 unbarred by sand to the ocean. In these valleys the products of the field are exuber- 
 ant and varied, corn, cotton, sugar-cane, alfalfa, rice, with grapes, apples, pears, 
 peaches, and other fruits abound. The maturity of the crops depend upon the time of 
 sowing and planting, so that they may be arranged to mature consecutively, thus 
 keeping the mills always at work. 
 
 The mineral resources of Peru are very abundant. Silver is found throughout her 
 territory, also gold, coal, copper, and many other minerals. 
 
 The country is very favorable for the raising of wool, and it is only necessary to 
 mention the guano and nitrate deposits to complete the list of the almost unlimited 
 resources of this wonderful country. 
 
 The plateau is an agricultural country broken by many ridges. In the south is a 
 portion of the great basin of Lake Titicaoa, the remainder being in Bolivia; the 
 whole is entirely surrounded by hills, thus cutting otf all escape for its waters. North 
 of this basin, in the valleys, flow the tributaries of the Amazon ; on the plateau they 
 flow due north, ami then, escaping throuKh the ridges, pour thuir waters iuto the Uca- 
 yali, the Huallaga, and the Maranon. These again, increased by the streams rising 
 upon the eastern slopes of the Cordillera, enter the Amazon. 
 
 ' The greater portion of the population live on the central plateau, the Province of 
 Jauja being the most thickly inhabited. 
 
 The Amazon provinces are thickly covered with vegetation, and are thinly inhab- 
 ited. They are traversed in all directions by water-courses; the climate is mild, and 
 the soil extremely fertile. In this country lies the head of navigation of the 
 Amazon, beyond which the ways open to traffic are few, consisting of mule-paths al- 
 most impassible during the rainy season. The early Spaniards built extensive roads 
 through the plateau, and it is said that the "Royal Highway" traversed the country 
 from north to south. Along the coast there are also good roads, but across the mount- 
 ains there are few passages. Several routes are used from the coast to navigation 
 upon the Amazon, as previously mentioned, via the Maranon, Chachapoyas, and Huan- 
 uco, besides which there are no doubt others to reach the Purus and the Beni. 
 
 To overcome the difficulties of transportation and to give a market for the exten- 
 sive mineral products railways have been extensively built and projected. The 
 first efforts were towards the coast, and resulted in the construction of the Mollendo 
 and Arequipaand the Callao and Oroya Railways ; but recently others have been pro- 
 jected not only to the Pacific, but also to the eastward to reach the Pauhitea, the 
 Ucayali, and the Purus. 
 
 RAILAATAYS. 
 
 Beginning at the north the railroads are as follows : 
 
 Payta to Pmra,6S miles; gauge, 4 feet 8^ inches; owned by the Peruvian Govern- 
 ment; construction begun in ld72; total cost, $2,000,000. An extension of this line 
 to a point on the Amazon River called Limon. passing through the provinces of 
 Huancabamba and Jaen, and forming a route which is claimed to be the shortest yet 
 projected in South America, between the Atlantic and the Pacific, was originally 
 contemplated by the Government, and preliminary surveys were made; but owing to 
 the recent disturbed condition of the country the project has practically been 
 abandoned. Near Tumbez, about 20 miles north of this road, is the petroleum region, 
 producing oil of good quality. East of it is a great sugar region. 
 
 Pimental Eailu-ay, from Pimental to Chiclayo, with branches to Larabayeque, 
 Muchumi, Tucuma, Picsi, and Ferranafe ; total length 45 miles, of which 30 miles are 
 completed. This company has no subsidy, but has a monopoly for twenty -five years. 
 
136 INTERNATIONAL AMERICAN CONFERENCE. 
 
 The completed poitiou, of narrow gauge, has heeu opoiibi. for several years, anil cost 
 about 1.000,000 soles. It passes through a rich sugar and cotton country extending 
 along the coast about 100 miles and 60 miles inland. 
 
 Eten and Ferranafe Railroad, from Port of Eten to Perranafe, 50 miles. The 
 original concession was made July 3, 1867, to Jos6 A. Garcia y Garcia, and trans- 
 ferred by permission of Government, October, 1867, to a stock company. The road 
 is of standard gauge and was opened in 1873. 
 
 Pacasmayo and Magdalena Railroad, from Pacasmayo to Guadelnpe and Yonan, 
 93 miles. This road was built of standard gauge, and is owned and operated by 
 the Government. An extension is proposed to Cajamarca, where it touches a 
 beautiful grazing and farming country ; it could be extended to the Amazon via 
 Chachapoyas aud Moyobamba. A portion was destroyed by freshets, because it 
 had been located near the river, in which there is a tremendous current in the 
 winter. Near its present terminus are rich silver mines. 
 
 Siilavrrrij and TritjiUo Railroad, from the port of Salaverry to Trujillo, capital 
 of the Department of La Liberfcad, 85 miles. This road, of 3 feet gauge, was 
 built by the Peruvian Government and opened about 1875. There are some coal 
 mines farther on, and it is proposed to extend the road to them, but it can have 
 no eastern outlet. 
 
 Chimbote Siiaraz and Bequay Railroad, Chimbote to Reqnay, 60 miles; gauge, 3 
 feet. Tlie total projected length is 172 miles. The construction of this road was 
 begun in 1870 by the Peruvian Government, which owns and operates it. It 
 runs through a broken, heavy couutry, and touches what is said to be one of the 
 richest mineral regions in Peru, there being silver and mineral coal beds on the 
 line. The coal is bituminous and valuable for steam and gas; the supply is said 
 to be sufiBcient for the whole Pacific coast, while the harbor of Chimbote is 
 probably the best south of Panama. 
 
 Lima, Ancon, and Chancay Railroad, from Lima to Chancay, 43 miles ; gauge, 1 meter. 
 This road forms the first and second sections of the Lima aud Huacho Railroad. It 
 runs north from the right bank of the Rimao River (which flows through the center 
 of the city of Lima), following and nearly parallel to the coast. It was built by a 
 stock company and was originally projected to ruu to Huacho, about 25 miles beyond 
 Chancay, but no work has been done on the last section for many years. The cou- 
 cession was afterwards annulled and the road acquired by the Government. Its total 
 cost was $2,600,000. 
 
 Lima and Magdalena Railroad, from Lima to Magdalena, 5 miles ; gauge, 1 meter. 
 
 Callao, Lima, and Oroya Railroad, from the port of Callao to Chicla, 86.5 miles; 
 gauge, 4 feet 8J inches. The construction was begun in January, 1870, by the late 
 Henry Meiggs, under a contract made in December, 1869, with the Peruvian Govern- 
 ment, which called for the completion of the whole line, Callao to Oroya, 135.8 miles, 
 in six years. The contractor was to receive $27,600,000 for the building of the line, 
 which then was to become the property of the Government. The road presents some 
 of the most remarkable engineering achieveuients in the world. Over sixty tunnels, 
 or an average of about one in every 2 miles, pierce the mountain iu its path. Among 
 these the most remarkable is the Galera, or Summit, Tunnel, 104.5 miles east of Callao, 
 which is nearly 4,000 feet long, and is 15,645 feet above the sea-level. At Mount Meiggs 
 the road reaches its highest elevation, 17,574 feet, from that point descending the 
 eastern slope of the Andes to Oroya, 12,257 feet above sea-level. In addition to the 
 large number of tunnels there are also about eighty bridges, the most important be- 
 ing the Agua de Verrugas Viaduct, 576 feet long and 253 feet high, constructed on 
 the Fink truss plan. 
 
 In consequence of the great engineering diiBculties which attended the construc- 
 tion of this line its cost greatly exceeded the original estimates, and when the road 
 reached Chicla, to which point it has been opened for several years, the funds appli- 
 cable to its construction had been exhausted. 
 
INTERNATIONAL, AMERICAN CONFERENCE. 137 
 
 A contract was made by the Government in 1885 (a copy of which is found in the 
 Report of the South American Commission) with M. P. Grace to construct a railway 
 hetweeu Oroya and Cerro de Pasco, which at the end of ninety-nine years shall revert 
 to the Government. This contract included the unoonstructed section of the Oroya 
 Railway between Chicla and Oroya. The company was also to have the preference 
 in the construction of railways from any part of the line from Chicla to Tarma and 
 Chanchamayo. The section from Chicla to Oroya was to be completed in four years 
 from the date of the contract, with a penalty attached for its non-completion. 
 
 All articles necessary for the completion and operation of the line were to be im- 
 ported free of duty. To complete it to Oroya and Cerro de Pasco is 85 miles, and of 
 this part much of the heavy work and tunneling is already finished Cerrodo Pasco 
 is the heart of the mining region. There is an immense basin 2i miles in length and 
 about IJ miles in width, in which hardly a shovelful of earth can be turned without 
 silver. 
 
 The highest point on this road is 15,684 feet, and the mines themselves are 14,300 
 feet above the sea. 
 
 This company owns the Cerro de Pasco Railway, running from the mines to their 
 mill and the surrounding estates, used for the transportation of freight and passen- 
 gers. The total projected length was 22 miles, of which 9 are built. The estimated 
 cost was |l,300,'O00, upon which the Government guaranties 7 per cent., and work 
 ■was begun in 1869, under a contract with Henry O. Wymau & Co. 
 
 It is proposed to extend this road to a point called Chanchacayo, the head of steam 
 navigation on the Amazon, and preliminary surveys have been made. The entire 
 distance from Callao to this point is only 210 miles. 
 
 A branch of the Oroya road has also been projected to Janja. 
 
 Another railway to form a connection with the Oroya road has been surveyed under 
 Government supervision from Cerro de Pasco to Port Salvation, 204 miles distant, on 
 the river Picbis, a stream flowing into the Paohitea, one of the Peruvian headwaters 
 of the Amazon. 
 
 Lima railways, from Callao to Lirna, 8.5 miles, and from Lima to Chorillos, 9 miles ; 
 gauge 4 feet 8^ inches. These lines are owned by a British corporation, registered 
 in 1865, to acquire and work two railways held under concessions from the Peru- 
 vian Government, the first section (Callao to Lima) of which was built by local 
 capitalists under a concession granted in 1S48, and the second (Lima and Chorillos) 
 built by local capitalists under a concession granted in 1855. Original cost pf both 
 $1,200,000. 
 
 Pisco and lea Railroad, from port of Pisco to lea, 46 miles; with a branch to 
 Macacona, 1 mile ; gauge, 4 feet 8J inches. This line was built by a private company, 
 but afterwards purchased by the Peruvian Government. Its cost, |1,450,000, is repre- 
 sented by bonds bearing 7 per cent, interest, which has been in default since 1875. 
 The road was formerly leased by Senor Boza. 
 
 At lea there is a rich mining and agricultural region, silver, gold, and copper being 
 found, but the great mineral product is iron. This valley is famous for its grapes, 
 and is also prolific in other fruits. The mountains would make it difficult to extend 
 this line to the eastward, but if extended to the southward it would pass through a 
 yeiy rich region. No surveys, however, have been made for this purpose. 
 
 Mollendo and Arequipa Bailroad, irom iMe, port of Mollendo to the interior city of 
 Arequipa, 107 miles, where connection is made with the Arequipa, Puno and Cuzco 
 feailroad. The construction was begun in 1868, and the line was opened in 1870. 
 The road was located by John L. Thorndyke, of New York, and is owned by the 
 Peruvian Government, by whom it was originally leased to Henry Meiggs. The total 
 cost was $2,000,000. The guage is 4 feet 8i inches, and the rail steel, 63 pounds to 
 the yard. The maximum grade is 4 per cent. ; the minimum radius of curves 352 
 feet. 
 
 Areqiiipa, Puno and Cuzco Bailroad, a continuation of the above line from Arequipa 
 
138 INTERNATIONAL AMERICAN CONFERENCE. 
 
 to Pnno, 217.6 miles, and from Juliaca to Santa Rosa, 82 miles, -srith sidings, etc., 
 41.5 miles. The gauge is 4 feet 8i inches, the rail steel, 60 pounds to the yard; the 
 heaviest grade, 4 per cent. The Pnno division was opened in 1874, and the Cnzco 
 division from Jiiliaoa, in 1875. The latter was originally projected to Cuzco. A line of 
 steamers on Lake Tiricaca runs in connection with this railway from Pano to Chili- 
 layo, in Bolivia, 120 miles. 
 
 This road ia owned by the Peruvian Government and was originally leased and 
 operated by John L. Thorndyke, but by a recent contract it has been leased to M. 
 P. Grace & Co., and is to be extended to La Paz in Bolivia. 
 
 Ilo and Moquegua Railroad, from the port of Ilo to the interior town of Moquegua, 
 63 miles, running through one of the richest wine-producing districts in the country. 
 It was located by John L. Thorndyke, the construction begun in 1871, and opened 
 in 1873, having cost in all |5,025,000. It is owned by the Peruvian Government. 
 Gauge 4 feet 8^ inches. 
 
 In the work on the railways of Peru submitted with the report of the delegate 
 from that country lines of railways between various parts of the country are dis- 
 cussed. Among the roads proposed, in addition to those above named, are the fol- 
 lowing: 
 
 From Chancay (on the Lima, Ancon and Chancay Railroad) to Cerro de Pasco ; 
 from lea (Pisco and lea railroad) to Ayacucho in the intirior ; from Tacna (on the 
 Chilian road between Arica andTacna) to Pnno ; from Trujillo (Salaverty & Trujillo) 
 to Cajamarca au^ Eten. 
 
 On J.mnary 11, 1890, the Peruvian Government signed a contract with the Grace 
 bondholders ceding for sixty-six years the railways from MoUendo to Arequipa and 
 Pano, Jnliaca to Santa Rosa, Pisco to lea, Callao to Chicla, Lima to Ancon, Chimbote 
 to Seechiman, Pacasmayo to Yonau and Guadalupe, Salaverry to Trujillo, Paita to 
 Pinra, with all the necessary laud for their extension. The work contemplated is, 
 first, the extension and repair of the existing railways at an estimated cost of 
 13,212,000, the extension of the Arequipa Railway from Puuo, its terminus on Lake 
 Titicaca, to Desaguadero, on the Bolivian frontier, by a narrow-gauge line; and 
 second, to continue the line from Desaguadero to La Paz and Oruro, in Bolivia, at an 
 estimated cost of $3,150,000. The existing revenue from railways is $6,300,000, which 
 is to be available to the bondholders. Another concession in their hands empowers 
 them to connect the Oroya Railway with the navigable waters of the Amazon by 180 
 miles of narrow-gauge road. Along with the contract mentioned there are cessions 
 of valuable guano deposits. 
 
 PERU IN 1887-'88. 
 
 Foreign capital and enterprise are indispensable for the advancement of this coun- 
 try materially and in the way of business. The natural resources of Peru as regards 
 mining, agriculture, wine growing, and cattle raising are unlimited, but find here 
 no sufficient elements for their proper development, owing to inability of the Govern- 
 meat to lend assistance and the general poverty everywhere experienced. And that 
 capital and enterprise, certain to be richly rewarded, is withheld doubtless from the 
 distrust entertained by foreigners as to the guaranties afforded to them in the invest- 
 ment of their means and the recent proceedings regarding certain railway contracts, 
 based upon legal dispositions and perfected with properly-constituted Governments, 
 are certainly not calculated to dispel such distrust. Some adventures of foreign 
 capital have been made in mining enterprises. The famous silver mines of Hual- 
 gayoc, in the vicinity of Cajamarca, are now to be worked by an American company 
 said to be well equipped with the means of successfully developing their undertak- 
 ing, aud the gold washings of Carabaya, near Arequipa, are in the hands of a re- 
 sponsible organization formed in London by the late Admiral Garcia y Garcia. 
 
 The Lima Railways Company, an English organization, recently sent to Peru the 
 president of their board of directors, and this gentleman bas been engaged in in- 
 investigating the advantages of continuing the line connecting Lima with Chorilla 
 to Pisco and lea, 120 miles down the coast. This railway has been the subject of 
 consideration for years past, and the general opinion is that from the immensely 
 fertile region it would traverse, from whence the Lima and Callao markets could be 
 
INTERNATIONAL AMERICAN CONFERENCE. 139 
 
 cheaply provided with provisions and meat, the undertaking wonld prove to he the 
 most profitable, more particvilarly as the engineering difficulties to be surmounted 
 are not formidable. No proposition has as yet been made to the Government, the de- 
 cision of the London board having first to be heard; but it seems probable that the 
 undertaking will be commenced. Owing to the complete service on the coast offered 
 by steamers, the railways constructed or projected in Peru have had a route leading 
 from the ports inland, and this possible departure from the customary plan is regarded 
 with much interest. Another proposed railway has been surveyed, under Govern- 
 ment supervision, from the Cerro de Pasco to Port Salvation, on the i-iver Piohis, a 
 stream flowing down to the Pachitea, one of the Peruvian headwaters of the Amazon. 
 The road, if constructed, offers no especial difficulties, and would form a connection 
 between Cerro de Pasco, the ultimate terminus of the Oroya Railway, and a point on 
 the Pichis, 204 miles distant, where steamers drawing 3 or 4 feet of water can readily 
 arrive, and then proceeding down to the Pachitea, carry the valuable products of 
 that region, principally India rubber, dye-woods, fruit, etc., to markets on the Amazon 
 and beyond. Tliis road, when completed and connecting with the projected prolonga- 
 tion of the Oroya to the Cerro de Pasco, would open up the rich Amazonian region 
 to enterprise from this portion of the Republic, communication between the two points 
 at present being so difficult of accomplishment and so expensive as to prevent all 
 profitable trade. 
 
 During the past year the Government at Lima has formed several military colonies 
 composed of half-pay officers and veteran soldiers, which have proceeded to the coun- 
 try near the Pachitea for the purpose of founding settlements and opening up those 
 districts to commerce. The informa'ion received from these expeditions corroborates 
 the general descriptions regarding the natural wealth of those sections, and the Gov- 
 ernment is aiding the colonists with the limited means at its disposal. 
 
 The development and prolongation of the great railways, upon which such large 
 amounts of money have laeen expended, depend upon the action to be taken by Con- 
 gress regarding the proposals made by the bondholders of Peru abroad, whose capital 
 has been employed in the undertakings, to the Government at Lima. To the general 
 disappiontment, and as the department was duty informed, this proposal, known as 
 the Grace- Aranibar contract, was not acted upon by Congress at its last session owing 
 to certain animadversions made against several of the clauses by the Government of 
 Chili, and although the President at the opening of the Congress now in session did 
 not refer to the contract in his inauguratory message, his silence is explained by the 
 official journals of Lima from the circumstance that as not only the Chilian but the 
 British Government has interested itself in the matter, the communication made by 
 the Executive to the legislature, or to be made, must be of a reserved character. On 
 the successful issue of this contract depends, it is believed, the future progress of 
 Peru. Should it be ratified, the necessary capital for the completion of the railways 
 would be furnished by the bondholders, who thus seek to promote their interests, be- 
 coming the holders of the roads for a long period of time and giving a participation 
 of profits to the .Government, and at the same time giving an opportunity for labor 
 and assuring the industriously inclined of lucrative occupation. Before closing this 
 dispatch it may be possible to report some action of Congress regarding the important 
 matter. 
 
 Numerously-signed petitions from different portions of the country have been pre- 
 sented to the Government, urging the adoption of this contract, but, as has been 
 stated, we are in ignorance at the present moment of its prospects of success. The 
 British minister at Lima received information from his Government a short time 
 since to the effect that Great Britain could not entertain the conditions desired by 
 Chili which, it is thought, were of a nature seeking to introduce some dispositions 
 regarding the territory of Arica and Tacna, held by Chili for a period of ten years, 
 into a contract purely mercantile in its character, and the English cabinet desired 
 Peru to be made acquainted with the favorable views it entertains respecting the 
 proposed contract, by which the interests of British creditors would be assured and 
 those of Peru certainly advanced. (Report by United States Consul Brent, Callao, 
 June 30, 1888.) 
 
 BOLIVIA. 
 
 The topographical features of this country are much the same as those of Ecuador 
 and Peru, so far as the plateau and the eastern slopes of the Andes are concerned. The 
 Cordillera of the An(Jes is divided into two parts, between which lies the basin of 
 Lake Titicaca, I^ake Poopo, and their tributary streams. This basin has an altitude 
 of 11,000 to 13,000 feet above the sea, and is .'iOO or 600 miles in length and from 60 to 
 150 miles in width. It is so surrounded by mountains that no water escapes except by 
 evaporation. On its southern edge is situated the city of Potosi, the highest in the 
 
140 INTERNATIONAL AMERICAN CONFERENCE. 
 
 ■world. Among other cities in Bolivia are La Paz, 60,000 ; Coehabamba, 14,700; Sucre, 
 15,500, and Ornro, 8,000. In this State are the richest silver mines in the world. 
 
 On the eastern slopes of the Andes sources of Ihe Amazon flow northward across 
 the plain of Mojos and of the La Plata flov\- southeastward into the Atlantic. Of 
 these are the Beni, Mamor6, and the Guapore flowing northward into the Madeira ; 
 the Pilcomayo and its tributaries emptying into the Paraguay. The plain of Mojos 
 merges into the table-lands of Matto Grosso in Brazil, which separate the sonrces of 
 the Amazon from those of the Paraguay and Parana. Canoe navigation is carried 
 into the heart of the country ; other transportation is hy mules, for there are few 
 roads that can be used by wheeled vehicles, especially during the rainy season. The 
 falls of the Madeira alone prevent large boats from ascending the Mamor^ a long dis- 
 tance ; to overcome this a railroad has been projected around them in Brazilian terri- 
 tory. The principal road extends from Puno in Peru to La Paz, the capital of 
 Bolivia, proceeds southward near the shores of Lake Aullagas through Oruro to 
 Potosi and thence to Tupiza, with branches to Sucre, Coehabamba, and other cities. 
 
 Exports find their way out of the country to the eastward by the water-courses, on 
 the north by Lake Titicaca and the Peruvian Railroad to MoUendo, on the west and 
 south by land transportation. 
 
 RAIL-WAYS. 
 
 It will not he long before Bolivia will have an extensive railroad system. The 
 railway, of narrow gauge, from Antofagasta has just been completed to Uyuni, 379 
 miles. The same company has contracted for the prolongation of this line to. Oruro, 
 a distance of about 198.5 miles. The Government has guarantied an annual interest 
 of 6 per cent, upon a capital of about |S,000,000. Uyuni is about 16 miles from Huan- 
 chaca, 125 from Potosi, and 217 from Sucre. 
 
 A railroad is projected from Tacna, the terminus of the Arica-Taena Railway, to 
 Corocoro or to LaPaz, about 250 miles. This will be difficult of execution because of the 
 abruptness of the mountain slopes; at present there is a mule road between these 
 points, over which much traffic passes. 
 
 A concession has been granted for the extension of the Arequipa-Pnno Railway in 
 Peru, to Desagnadero. cind from there to La Paz, the capital of Bolivia. It is to be 
 extended to Oruro, where it will join the line from Antofogasta. From Oruro a 
 branch is projected to Coehabamba. 
 
 The Central Northern Railway of Argentine is to be extended from Jujuy to the 
 Bolivian frontier, whence it will be easy to continue it to join the Bolivian line at 
 Uyuni. 
 
 Another important project is for a railway from the Paraguay River to Santa Cruz 
 and Sucre. 
 
 Besides these lines, which have the important object of giving outlets for traffic 
 beyond the borders of the State, there are minor projects which while serving the 
 same purpose are of great value for internal commerce, as follows : From Santa Cruz 
 to the Rio Grande, from Coehabamba to the Rio Chimor^, and from La Paz to the 
 river Beni. There is a line of telegraph froai the Argentine frcntier through Potosi, 
 Sucre, Aruro, and La Paz to Chililayo on Lake Titicaca, and another to the Pacific 
 coast. 
 
 Till within a few years, the vast agricultural and mineral resources of the country 
 were entirely dormant for want of means of communication, but more recently an 
 attempt has been made to construct roads and railways. The silver mines of Potosi 
 alone are estimated to have produced 600,000,000 sterling fioin their discovery in 1545 
 down to 1864. The Indian rubber snpply of Bolivia is of the finest quality .and almost 
 inexhanstible. Cocoa is one of the most important products of Bolivia; in 1884-'85 
 the quantity derived was valued at £343,660; and cinchona is another important 
 culture; a report of the United States consul, referring to l.-'84-'85, estimates the 
 number of trees at five millions and the quantity of bark produced in the year at 
 200,000 pounds. (Stateman's Year Book.) 
 
 Besides those mentioned other exports are coffee, copper, tin, and cubic niter. Two- 
 thirds of the exports consist of silver. 
 
INTEKNATIONAL AMERICAN CONFERENCE, 
 
 141 
 
 CHILI. 
 
 This country, cousistiug of the territory between the mountains and the Pacific 
 coast from Peru southward, for about 1,800 miles, has been well covered by railways, 
 aud was the first of South American countries to build tliem, having opeued the one 
 from Caldera to Copiapo in Jauuary, 1852. The first railways were built from the 
 sea-coast towards the interior, aud afterwards extended in all directions until the 
 country is united throughout. This is strictly true for the southern part, and in the 
 north a railway is projected which will give almost unbroken communication 
 throughout the entire State. Two trausandine lines are under construction and will 
 be finished at an early day, one from Valparaiso, across the Uspallata Pass at an ele- 
 vation of 10,600 feet, with a tunnel several miles iu length, to Mendoza aud thence to 
 Buenos Ayres, 870 miles, the other from Zumbel in Chili to Bahia Blauca. To these 
 might be added the Antofogasta line, which will soou be completed to Huanchaca iu 
 Bolivia, where it will join the line under construction from Buenos Ayres, thus form- 
 ing a transcontiuental liue. Another has also been spoken of from San Antonio on 
 the Copiapo Railway, crossing the Andes at 27 degrees south longitude, following 
 the Jorquera, Turbes, and Cachelos Rivers, endiug at Pucha Pucha on the Argentine 
 frontier, and another from Conception to Buenos Ayres. 
 
 On the line now being constructed, the grade in some portions is 422 feet per mile, 
 to overcome which the Abt rack-rail system is to be used. 
 
 A table is given iu the report of the delegate from Chili, from which I extract the 
 following : 
 
 Lines of railroad built and oroned by the state. 
 
 Termini. 
 
 Santiago to Valparaiso 
 
 Santiago to Curico 
 
 Cnrico to Chilian 
 
 Chilian to Talcabuano 
 
 Andes Branch 
 
 Palmilla Branch 
 
 San Kosendo to Augol 
 
 Anaol to Traignen 
 
 Santa F6 to Los Angplps 
 
 i^enaica to Fort Victoria 
 
 ]i()l»lori.i to Collipulli 
 
 Chanaral to Auiioasaud Salado 
 
 Total (743milee) 
 
 Kilo- 
 meters. 
 
 1, 198. 4 
 
 Average 
 
 cost per 
 
 kilometer. 
 
 
 Odld. 
 
 187 
 
 $69, 781 
 
 1«6 
 
 32, 171 
 
 210.9 
 
 28,412 
 
 187.5 
 
 26, 4S6 
 
 45 
 
 22, 783 
 
 39 
 
 9,820 
 
 73 
 
 28, 070 
 
 72 
 
 55, 982 
 
 22 
 
 28, 070 
 
 75 
 
 55, 982 
 
 42 
 60 
 
 
 5,842 
 
 The total receipts for 1887 were $6,349,621.20 and the expenses $4,197,250.66, leav- 
 ing a clear gain of |2,152,370.64. 
 
 Of private lines there are quite a number, aggregating 1,000 miles, and the Congress 
 has recently approved a contract made by the executive with Mr. Newton B. Lord for 
 the construction of ten lines, aggregating 608.84 miles, the total cost of which will 
 be about 117,500,000, the average cost per mile being $28,700, more or less. I have 
 found a description of these in the Engineering News which is here given in full : 
 
 THE NORTH AND SOUTH AJIEKICAN CONSTKUCTION COMPANY IN CHILI. 
 
 The roads which are to be coustructed by the North and South American Couatruc- 
 tiou Company are briefly analyzed as follows, beginning at the most northerly one, 
 by Col. S. H. Lockett, who was one of the representatives of the syndicate in securing 
 the concession. 
 
 (1) Road from Huasoo to Vallmar, 1-meter gauge, 50 kilcmioters long; starts at 
 the port of Huasoo, a village of about 1,000 iuhabitants, lying on a blull' near the 
 
142 INTERNATIONAL AMERICAN CONFERENCE. 
 
 mouth of a small river, whose waters coming from the melting snows of the Andes 
 sometimes find their way to the sea, but are generally exhausted in irrigation or lose 
 themselves in the sandy river-bed. Huasco has quite an extensive copper smelting 
 works. The harbor or roadstead is fairly good, but a mole is needed, and is one item 
 of the specification for the railway. The road runs up a level, cultivated valley with 
 but very slight irregularity of surface, crosses the river once on an uuimportaut 
 bridge, terminates at Vallmar, a town of between 5,000 and 6,000 inhabitants ; climate 
 good ; valley fertile and fruitful. 
 
 (2) Road from Ovalle to San Marcos, is 1-meter gauge, 60 kilometers long ; is pro- 
 longation of a road now iu operation from Coquimboto Ovalle, a town of 5,5S0 souls. 
 The roads follow the valley of the Limar6 River, cutting across the spurs of hills, 
 giving rise to some deep, but not long, excavations and fills; considerable amount of 
 rock cutting, but nothing that would be called difficult work ; ore important bridge 
 across the Limar6 River of 210 meters length ; numerous small bridges, culverts, and 
 drains across the irrigation canals, and small runs from the side hills; climate good ; 
 valley fertile. Coquimbo, the landing place, is considered the best port of the entire 
 coast. 
 
 (3) Road from Los "Vilas to Illapel and Salamanca, starts from the port of Los Vilas, 
 where there is a mole, takes a sharp curve around a lake back of the port and returns 
 to the coast, skirts along the coast, crossing sand dunes and mouths of gulches, com- 
 ing arouud or cutting through rocky head lands till it arrives at Hnantelauquen, a 
 distance of 5.19 kilometers. This is a somewhat difficult portion of the line to con- 
 struct, and will be more difficult to keep in good condition. 
 
 At Hnantelauquen the road turns up the narrow valley of the Choapa River, one 
 branch following this river to Salamanca, the other to Illapel on a stream of the same 
 name. Both streams have rocky spurs to be skirted or cut through. There will be 
 gradients of 2 per cent, and numerous curves, so that the entire line may be desig- 
 nated as " heavy work." The valleys are fertile and the mountains rich in silver, 
 copper, and gold ; climate good. There will be two bridges of 60 meters span, one of 
 40, and numerous smaller ones. 
 
 (4) Road from La Calera to La Ligua and Cabildo, 77 kilometers, 1-meter gauge, starts 
 from La Calera on the Valparaiso and Santiago line, crosses the Aconcagua River 
 on a bridge of -JOO meters length, and follows the valley of the Melon 16 kilometers; 
 winds up the "quebrada" (cation) of Collague nntil at the twenty-fifth kilometer it 
 is 495 meters above the level of the sea ; here crosses the Sierra del Melon by a tunnel 
 nearly 1,000 meters long; winds down the northern slope of the Sierra and reaches 
 the valley of La Ligua at an altitude of 69 meters above sea level, then follows the 
 valley on an easy line to its terminus at Cabildo. The gradients in crossing the 
 " divide" are as high as 3 per cent.; curves are numerous ; one hundred and twenty- 
 three culverts and small bridges, one bridge 200 meters long, and three others 
 of minor importance. Being in the heart of Chili, the line has favorable conditions 
 for securing labor, plant, etc. The heaviest work of all the lines is ou this one. 
 
 (5) Road from Santiago to Melipilla, 59 kilometers long, 1.68-meter gauge, follows 
 the rich fertile valley ot the Mapocho Eiver, presents no difficulties, has one bridge 
 of 252 meters in length. 
 
 (6) Road from Palmilla to Alcones ; 45 meters long, 1.68-m6ter gauge; is a x>ro- 
 lougation of a branch of the main trunk liue south, runs through a level and undu- 
 lating country ; presents no points of difficulty or of special interest. It is proposed 
 to continue this ultimately to the coast, having Pichilemofor its terminus; this ex- 
 tension will cross the coast range and bring in some tunneling and other varieties of 
 mountain work. 
 
 (7) Road from Talca to Constitucion, 85 kilometers long, 1 meter gauge; starts 
 from the important iuland city of Talca, follows Ihe river Maule on its north bank 
 until it has reached a point nearly opposite to Constitucion, at its mouth; crosses the 
 river by a bridge 280 meters long, which is much the most difficult work of the line. 
 Following the sinuosities of a crooked stream, sharp curves are numerous, and deep, 
 short cuts and corresponding fills of frequent occurrence, with considerable rock 
 work. One tunnel 90 meters long is encountered. 
 
 (8) Road from Pelequen to Peumo, 35 kilometers long, 1.68-moter gauge, is a 
 branch of the main trunk line running through a level country, having nothing of 
 interest except a bridge across the Cachapoal River of 360 meters length. 
 
 (9) Road from Coihue to Mulohen, 43 kilometers long, 1.68-meter gauge; a branch 
 of the main trunk line running up the valley of a small stream with no elements of 
 difficulty 
 
 (10) The road from Victoria to Valdivia and Osorno, 403 kilometers long, 1.68-meter 
 gauge. 
 
 This is the prolongation of the grand central trunk line, follows the trend of the 
 central valley, generally avoids hills and rough ground, but crosses noraerons small 
 streams and many of considerable size. About 30 miles from Victoria it enters the 
 
 Boutliera forest, & region cowparable to tlie great forests of Oregon, Considering the 
 
INTEKNATIONAL AMEEICAN CONFEKENCE. 143' 
 
 length of the line, the grading work will not be very heavy ; hut one short tunnel 
 occurs, but the amount of bridging is proportionately very great. In addition to 
 numerous small bridges, culverts, open and arched drains, there are forty-one prin- 
 cipal bridges, varying between 50 and 250 meters iu length, and ranging in height 
 from 4 meters to 38 meters. The climatic conditions will present some difficulties, 
 as the rains are copious and the rainy season prolonged. 
 
 The labor question will be one of considerable importance in tbe execution of works 
 of such magnitude in a country whose population is only 2,500,000 people. But the 
 liberality ot the Government in providing for the introduction of foreign laborers and 
 artisams has done much towards a solution of this problem. It might be mentioned 
 here that a prevalent soil in Chili is the so-called toaca, or " hard-pan " of the United 
 States. 
 
 Taking all things into consideration, there seems to be every reason for believing 
 that the contract just made between the Chilian Government and the North and South 
 American Construction Company will be fulfilled in the specified time of five years, 
 to the honor and credit and profit of both parties. 
 
 When these are constructed the north and south line will extend, with the excep- 
 tion of one or two short breaks, for a distance of about 1,450 miles. 
 
 The following is a brief account of the private lines : 
 
 Angela Chilian Nitrate and Railway Company. — This British corporation was regis- 
 tered in 1888 to acquire nitrate grounds in the Province of Antofagasta, and to con- 
 struct railways and other works. By the terms of the contract the entire line from 
 Tocapilla to the nitrate grounds, 60 miles, was to be opened to> traffic by December 
 29, 1889. 
 
 Antofagasta and Bolivia Railway Company, formed for the purpose of acquiring from 
 the Compania Huanchaca, de Bolivia, the concessions granted by the governments of 
 Bolivia and Chili for the constrnotion of railways and telegraphs from Antofagasta 
 to Huanchaca, 395 miles, via Salinas, El Dorado, to the village of Calama, hence 
 eastward to the borate deposits of Asootau on the frontier of Bolivia, and thence to 
 the silver mines of Huanchaca. The whole of the Chilian section, 272.8 miles, has 
 been opened for traffic, and it was expected to complete the whole line in October, 
 1889. This line is to connect at Huanchaca with the Argentine line from Buenos 
 Ayres, and will be extended to Potosi and Oruro, connecting there with the Peruvian 
 line from Puno. 
 
 Arica and Tacna Bailway, from the Port of Arica to Tacna, 39 miles, opened in 1854. 
 This road is situated in territory acquired from Bolivia by the ireaty of 1883. 
 
 Antofagasta Nitrate and Railway Company.— Frojected line from Antofagasta to 
 Chonchi, 185 miles, with branches, extensions, etc., 20 miles. The gauge is to be 2 
 feet 6 inches. - 
 
 Antofagasta and Aguas Blancas. — A contract was recently signed by the Government 
 with Mr. George Phillips for the construction of a railway with 1-meter gauge between 
 these two points, and which is to pass through all the nitrate works between them, 
 with branches to any others that may be established hereafter. Plans are to be sub- 
 mitted to the Government within three months, and work is to be commenced within 
 four months after their approval. 
 
 Carrizaland Cerro Blanco Railway , from Carrizal to Yuerba Buena, with a branch 
 from Canto del Aqua to Carrizal Alto, and other branches making the total length 50.2 
 miles. The extension up the Jarilla Valley, 20 miles, was completed in 1886. 
 This road is owned by a British corporation formed in 1880 by the consolidation of 
 the Carrizal Railway and the Cerro Blanco Railway. 
 
 Copiapo Raihvay, from Caldera to San Antonio, 93.6 miles, with branches from Pa- 
 bellon to Charuacillo, 24.6 miles; from Paipote to Puqnios, 31.6 miles; total, 150.0 
 miles, with sitlings, etc., 19.2 miles. This is the pioneer road of the southern hem- 
 isphere. The company was organized in October, 1849, and the road was opened to 
 Copiapo in January, 1852 ; to Pabellon, January 1, 1855, and to San Antonio, Febru- 
 ary 1, 1867. In 1868 the Charnaoillo branch was purchased, and on January 20, 1871, 
 the Puquios branch was opened. This road has been very profitable. 
 
 Co^imio Bailmy,itom Coquimbo to La Severn and La Compania, 9.3 miles ; and 
 
144 INTEENATIOilAL AMERICAN CONFERENCE. 
 
 from Coquimbo to Ovalle, with branch to Panulclllo, 76.3 miles. This road was 
 opened to Las Cardas and La Compania in August, 186-2. Gauge 5 feet 6 inches. 
 
 JElqui Eaihoay, from Serena to Elqui, 48.4 miles, opened in 1883. Gauge, I meter. 
 Uses tracks of Coqiiiuibo Eaihvay from Serena to Compania, a third rail having beea 
 laid for that purpose between those points. 
 
 Laraquete and Moquegwa Railway, from Laraquete to the coal mines of Qailacbanquin 
 and Moquegua, 24.8 miles. 
 
 MejUlones Del Sur and Cerro Gordo Railroad, from Mejillones to Cerro Gordo, 18 miles. 
 
 Patilloa Bailway, from Patillos to Salibreras Del Snr, 57.7 miles, projected to Lagu- 
 nas, 10.5 miles further ; total, 08.3 miles. This road is owned by a British corporation, 
 and was built in 1872. Gauge, 2 feet 6 inches. 
 
 Pisagua Railway, from Pisagna to Tres Marias, 54.8 miles, with branches to Agua 
 Santa and Puntunchara and sidings ; total, 65.7 miles. 
 
 Iqiiiqae Railway, from Iquique to Tres Marias, 67.7 miles, with branches to Vir- 
 ginia, 19.2 miles; to Bodegas, with sidings; in all, 120.3 miles. This road connects 
 with the Pisagua Railway. Both of these lines were built about twelve years ago, 
 by private capital, to develop the nitrate mines. Guage, 2 feet 6 inches. 
 
 laltal Railway, from Taltal to El Refresco, 18 miles. Branch projected to the 
 Arturo Prot mines. Sidings, 3 miles. This road is owned by a British company, in- 
 corporated in 1881. Construction was begun in December, 1880, and the road opened 
 October, 1882. 
 
 Tongoy Railway, from Tdugoy to Tamaya, 33.1 miles ; Tongoy to the smelting works 
 in ToQgoy, 1 mile ; total 34.1 miles. Gauge, 3 feet 6 inches. Tbis road was built in 
 1867, by a Chilian corporation established in 1865. Au extension from Cerrillos to 
 Ovalle, 20.5 miles, was projected and has been surveyed. 
 
 The South American Commission, in their report upon Chili, state that the experi- 
 ment of governmental management of railways has not been a success. They also 
 say that nearly all the railway supplies are obtained from the United States. 
 
 W. C. Quiuby stated, in the testimony given before that Commission, that a road 
 had been surveyed from Colon to Bogota, theuce to Quito and Cerro de Pasco, and 
 down to Cuzco and Argentine ; that it was a preliminary survey, made probably from 
 the maps and water-courses. He thought it would never be built. 
 
 AMERICAN RAIL^A^AY BUILDERS IN CHILI. 
 
 The most interesting feature I have to report on this occasion, in connection with 
 United States afl'air.s here, is the letting of a Government contract for the con- 
 struction of about 1,000 kilometers of railway to an American syndicate. The con- 
 tract price is about £3,.500,U00, but, unfortunately, the agreement has been seriously 
 affected by a sudden and unexpected advance in the price of exchange on London. 
 When the contract was signed exchange fluctuated between 25d and 26d; but since 
 then it has touched 'iOd, and is now fluctuating between 28rf and UM. It is esti- 
 mated that an exchange of 'dOd would cause a loss to the contractors of about 
 $3,000,000, and negotiations on an exchange basis to provide against a contingency, 
 have been opened between the representatives of the syndicate and the Government. 
 It is understood tliat the President of the Republic is desirous of making equitable 
 concessions, and if this matter can be satisfactorily arranged there will be nothing, 
 after the stipulated security of $1,000,000 for the fulfilment of the contract is 
 deposited in this country, to hinder the contractors from commencing operations at 
 once. The rolling stock for the new lines is to be mostly of American pattern, and, 
 therefore, the probabilities are that this class of materials will be mostly procured 
 from the United States. 
 
 This fact and these circumstances would seem to invite the attention and ecter- 
 prise of our unequaled car builders. (Report by James W. Romeyn, U. S. Consul, 
 Valparaiso, Chili, December 15, 1888.) 
 
 CHILIAN LOCOMOTIVES. 
 
 I have referred incidentally to thebnildiug in Chili of certain locomotive engines 
 and carsfortheState railways. I had lately the satisfaction of visitingaud inspecting 
 unofficially, of course, the extensive works of the contractors for the six locumotiyea. 
 
INTERNATIONAL AMERICAN CONFERENCE. 145 
 
 Messrs. Lever, Murphy & Co., at Caleta Abaroa, about 4 miles from this port. Mr. 
 Lever is an Englishman, though formerly a resident of San Francisco. The firm have 
 large capital, have been long established, and have done a great deal of work in repairs 
 on United States vessels of war. 
 
 The wages of their employes, about four hundred and fifty in number (some 70 per 
 cent, of native birth, the others English, Scotch, and Irish), run as high as $7, Chili 
 mouey(nearly $4 gold), per day. The locomotives (two still in the shops in a forward 
 state, the fourotherscontractedfor having been delivered, the first in December last) 
 are entirely constructed here with the exception of the wheels, which are of English 
 manufacture. The contract price was |40,000 each, about |31,000 gold. Eighteen 
 months were allowed for the construction of all. The general design is the American 
 with the American bogie, and with cylinders on the outside, instead of on the Eng- 
 lish plan. These cylinders are relatively larger than ours, 17 by 24. Certainly, the 
 American engine is much the better adapted to the sharp curves of those mountain 
 roads. 
 
 The machinery used by the constructors for this and other of their irietal work is 
 English ; that for wood- working from the United States. Their steel is imported from 
 Englsind ; pig-iron for castings, from Scotland. Through the kindness of Captain 
 Saukey, an Englishman, but holding the appointment in the Chilian Naval Service of 
 Inspector General of Machinery, I had the opportunity of inspecting the new steel 
 boilers in construction at the same works for the Chilian steam corvette Pilcomayo, 
 a wooden vessel built in England, captured from Pern in the late war. The contract 
 price for these boilers (two) is $52,000 paper currency, about $27,000 gold. (Report 
 by Jas. W. Romeyn, U. S. Consul, Valparaiso, Chili, February 29, 18cj8.) 
 
 ARGENTINE. 
 
 This country is level except in its most northern and western parts, which perhaps, 
 as much as any "thing else, has contributed to its wonderful railway development. 
 The other prominent factors are the energy of its people and its great resources. 
 
 Its railway system is more complete thau that of any other South American coun- 
 try, for all parts of the country are in communication with each other, and as far as 
 international lines are concerned this development is complete. 
 
 Radiating from Buenos Ayres the railroads traverse the country north, south, east, 
 and west. They touch the eastern coast at La Plata, Mar del Plata, and Bahia 
 Blanca. The western boundary is already crossed to unite with the Chilian railway 
 from Valparaiso, and projects have been formed to unite at other points with the 
 Chilian railways from Copiapo and La Conception. In the north the Bolivian fron- 
 tier will soon be reached from Jujuy. At Corrientes and Posadas connection will be 
 made with lines in Paraguay, at Monte Caseros with Brazilian lines, and at Concordia 
 with those of Uruguay. 
 
 A very noticeable fact is that English and French capital, and more especially the 
 former, has produced this wonderful development. This may be truthfully said of 
 all South American countries, except Peru and Colombia. Not because there is a 
 prejudice against North Americans, but probably on account of the indifference ex- 
 hibited by capitalists to the great field which is open to them; and perhaps this should 
 not be called indifference, for capital so far has always found an outlet in our own 
 country. 
 
 As an evidence of this, I append a copy of a letter published in the Railway Age 
 of February 22, 1890 : 
 
 Argkntine Republic, South America., 
 
 National Hotel, Buenos Ayres, January, 1890. 
 
 tCorrespondenoe of The Eailway Age.] 
 
 In my last letter to you I remarked that I would like to see a railroad built and 
 operated in this country by North Americans; that I could see no reason why the 
 capitalists of North America should not invest their funds in this country, as the 
 English are now doing, as their chances are just as good— even better. Here is a 
 country whose soil and climate are unsurpassed ; a country rapidly filling up by im- 
 migration. The statistics show for the year an immigration increase in the population 
 of 287,000— almost 1,000 people per day landing on these shores, and there is work 
 
 8. Ex. VJo 10 * 
 
146 INTERNATIONAL AMEEICAN CONPEKENCE. 
 
 for all. For this I can vouch, for to-day it is really a difBcult matter to procure 
 laborers for public works. The Government guaranties nios' of the lines, and all 
 material for railroad purposes is imported free of duty. What a chance for North 
 Americans, who do most of their construction nowadays with machinery. Even the 
 English are beginning to use it here. I know of one contracting firm, away up in 
 the province of Salta, who are working fourteen steam shovels (of English make). 
 Salta is the province in the extreme northwest of the Eepublio, and the last place in 
 the world where you would expect to see such heavy machinery. The English con- 
 tractors are beginning to send orders to the States for tools and machinery that are 
 new to them as well as to the country. 
 
 A company is organized in England ; a concession is applied for in this country ; if 
 granted, the capital, engineers, contractors, and tools are sent from England and the 
 work commenced. Why don't we hear of North Americans doing likewise ? After 
 the road is built the factories of England get the orders for the rolling stock. True, 
 there is some North American rolling stock here, but there ought to be more. To a 
 North American down here it looks very much as if his countrymen were asleep. 
 John Bull is alive to his interests, and while he sends some of his sons to the States 
 to buy up its breweries he is sending others to build railways in this country. I like 
 the American's pride in himself, but I can't help thinking that the English have more 
 enterprise than we. Go where you will you'll find English. I append here a clip- 
 ping from the Buenos Ayres Standard of January 1, 1890, giving a review of Argen- 
 tine railways during the year 1889.* 
 
 H. Z. TiLLOTSON. 
 RAILWAYS. 
 
 The following is a list of the railways corrected to January 1, 1890, by the use of 
 the above-mentioned extract : 
 
 Andine Railroad, from Villa Maria to San Juan via Villa Mercedes and Mendoza, 
 480 miles. Construction was begun in 1870, and sections opened at various times as 
 they were completed; the Rio Cuarto section in 1873 (82 miles), 76 miles in 1875, 59 
 miles in 1880, 75 miles in 1883, 80 miles in 1884, and 108 miles to San Juan in 1885. 
 This road was built by the Federal Government at a total cost of about $15,000,000. 
 It is the intention to form a connection through the Uspallata Pass with the Chilian 
 line from Valparaiso. The work is now being pushed with vigor, and it is believed 
 that but little remains to be done. The gauge is 5 feet 6 inches. 
 
 A company under the name of the Buenos Ayrea and Valparaiso Transandrine 
 Railway Company has been formed to build this extension from Mendoza to the 
 Chilian line, a distance of 121 miles, and the line as above stated is now under con- 
 struction. This company has a Government guaranty of 7 per cent, on its capital 
 for twenty years. 
 
 Argentine Northeastern Bailroad. — Line projected from Monte Caseros to Corrieutes, 
 229 miles, and from Monte Caseros to Posadas, 283.7 miles. The concession calls for 
 the completion of the road in five years. Work was pushed during 1889 with re- 
 markable activity. Up to November 30, one hundred and seventy bridges had been 
 built and thirty were in course of construction ; 89 miles of rails had been laid and 
 several stations finished. 
 
 Bahia Blanea and Northwestern. — A concession has been obtained to build a road 
 from Bahia Blanca to Villa Mercedes via Kio Cuarto, 738 miles. Work was begun on 
 the 18th of September, 1889. 
 
 Bahia Nueva Railway, Chubuf. — The line was inaugurated on May 25. 
 
 Belgrano and Tigre Railway. — The plans were approved in May and the work begun. 
 
 Buenos Ayrea and Ensenada Port. — From Buenos Ayres to Ensenada, 35 miles. Built 
 by a British company, and opened January 1, 1S73 ; its total cost was about 
 $3,950,000, and its earnings are |10,000 a mile. 
 
 Buenos Ayres Northern Railway. — From Buenos Ayres to San Fernando, 20 miles. 
 This company has a subsidy from the provincial government of Buenos Ayres. The 
 total cost was about $2,500,000, and its net earnings in 1887 about $300,000. 
 
 Buenos Ayres Great Southern Bailwa'j, from Buenos Ayres to Bahia Blanca, 445.25 
 miles; Altamarino to Tres Arroyos, 300.25 miles; Maipu to Mar del Plata, 80 miles; 
 
 » Omitted— G. A. Z, 
 
INTERNATIONAL AMERICAN CONFERENCE. 147 
 
 total, 825.5 miles. Second track 13.5 miles. Ttiere .are also new lines under construc- 
 tion — San Vicente to Las Flores, about 85 miles ; Las Flores to Taudil, about 89 miles ; 
 Tres Arroyos to Bahia Blanoa, about 112 miles; Piqu6 to Trenque Lauquen, 132 
 miles; Arbolito to Neooohes, about 93; in all 511 miles. The first section of this road 
 was opened August, 1864. 
 
 Buenos Ayrea and Bahia Blanoa. — Plans for this line must be submitted to the Gov- 
 ernment before May, 1691. 
 
 Baenos Ayres and Paoific Railway, from Mercedes province of Buenos Ayres, to Villa 
 Mercedes, province of San Luis, 371.4 miles from Mercedes to Buenos Ayres, 54.6 miles, 
 or in all 426 miles. The ooustrnotion of this line was begun in May, 1883, and opened 
 from Orillanos to Villa Mercedes Marcb, 1886, and from Mercedes to Buenos Ayres in 
 March, 1888, This line forms the most important link in the transandiue line, con- 
 necting at Villa Mercedes with the Andine Railway and at Mercedes with the West- 
 ern of Bueuos Ayres. This company has a gauranty of 7 per cent, upon a capital of 
 about $20,000 a mile. 
 
 Buenos Ayrea and Bosario Railway (Temple concession). — The surveys were begun and 
 will soon be completed. 
 
 Buenos Ayres and Bosario Railway. — Buenos Ayres to Sunchales, 341 miles. An ex- 
 tension is under construction from Sunchales to Tucuman, about 385 miles, and rails 
 have been laid for a distance of about 77.5 miles ; part of the line was opened in Sep- 
 tember, 1889. In the second section of the line to Santiago del Estero the earth- 
 works were pushed forward with great activity. Branches have been authorized 
 from Galvez to Mouteros and from Irogoyen to Santa Fi5, a total of about 110 miles. 
 A branch from San Lorenzo station to the river bank was opened in August, 1889. 
 
 Campana Railway, Pila, surveys have been completed and plans will be presented 
 to the Government immediately. 
 
 Central Argentine ^Railway, RosMio to Cordoba, 246.6 miles, with branches to Las 
 Yerbas and to Porgamiuo in course of constructiou, 167.5 miles. The company opened 
 to traffic in July the first section from Canada de Gomez to Las Rosas, and the second 
 section from La.s Rosas to El Treval is also ready for service. The other section from 
 Canada de Gomez will be ready for public service in January. The main line was 
 opened in 1870, its total cost being about $9,000,000. 
 
 The concession for a road from Rosario to Pezzano has recently been transferred 
 to this company, the plans having previously been approved by the Government. 
 Chilecito and Mejieano Bailway.— The plans were approved in June. 
 Cordoba and Northwestern.— Uoa,d authorized from Cordoba to Crus del Eje, 100 
 miles. It has a subsidy of |35,500 per mile. The property is to be exempt from tax- 
 ation, and at the end of fifty years after the completion of the work it is to revert to 
 the Government. 
 
 Cordoba Southern Bailway, Santa i*"^.— The new plans and the contract for construc- 
 tion have been approved by the Government. 
 
 Cordoba Central Railway.— Company was registered in August, 1837, to acquire a 
 concession granted by the provincial government of Cordoba. The line is projected 
 from city of Cordoba to a junction with the Western and Central Colonies Railway 
 of Santa F6, 132 miles. 
 
 East Argentine Railway.— Conooidia. to Monte Caseros, 96 miles, Monte Caseros to 
 Ceibo Creek, 3 miles. This line follows the west bank of the Uruguay River, and was 
 opened to Ceibo Creek in 1880. The concession was granted in 1869. From Ceibo 
 Creek this company runs steamers to Uruguayana, Brazil. 
 
 Entre Bios Central Bailway, from Parana to Uruguay, 186 miles, traversing the en- 
 tire province. The first section of the line to Nogoya, 77.5 miles, was to be opened in 
 1886 and the remainder the following year. 
 
 First Entre-riano Railroad, Gualeguaychu to Puerto Echagne, 6.2 miles. Owned by 
 the province of Entre Rios, and built in 1878, at a cost of $153,839. 
 
148 INTERNATIONAL AMERICAN CONFEKENCE. 
 
 Gran Chaco Austral Railway. — Although the plans were approved in 1888, the work 
 has not yet been begun. 
 
 Goya and Lucevo Railway. — The plans were approved and the kilometric cost was 
 set down at $28,000 in gold. This is equal to about $45,162 per mile. The work of 
 construction has not begun. 
 
 Intei-oceanic Railway. — The contract was approved in Febrnary, Mr. Bustamente 
 being the concessionaire. 
 
 Luqan Railway (MelincaeJ.— Plans for the entire length of the line are before the 
 railroad bureau. 
 
 Mendoza and San Rafael Railway. — Projected from Mendoza to San Rafael, 180 miles 
 south of Mendoza. Surveys are in progress and the road is to be built by the National 
 Government. 
 
 National Central Northern Railway. — Main line, Cordoba to Tucnman,:?38.5 miles. 
 Branch from Frias to Santiago del Estero, 100.4 miles, andfroni Recreo to Chumbricba, 
 109.1 miles. Gauge, 1 meter. This line, built and owned by the National Government, 
 was begun in 1872 under the direction of Jos6 Telfeuer, and in 1885 both lines were 
 opened. The total cost was about S-22,000 j>er mile. It crosses 300 miles of country 
 in which there is no water. Each freight train carries three water-tank cars, each 
 containing 8 tons of water. The line is now open to Salta and Jujuy and will ulti- 
 mately be extended to the Bolivian frontier. 
 
 Northern Colonies Railway of Sante Fe. — From Santa F6 to Lehman, in same province, 
 62 miles, opened in July, 1885. Branch from San Carlos to Santa F^, opened in 1886, 
 and from Santa F6 to Port of Colastine in October, 1886. An extension from Lehman 
 to the southern boundary line of the lauds of the Santa F6 Laud Company, 100.75 
 miles, is under construction. This lino was built and is owned by the provincial gov- 
 ernment of Santa F^. 
 
 Nandudto and Presidencia Roca Railway. — The final plac.s were completed and cost 
 per mile, $46,194, approved. 
 
 Northwest Argentine Railway. — Line projected from La Madrid, on the Central 
 Northern Railway, to Tucuman. The first section to Santa Ana, 30 miles, was opened 
 in July, 188-i, and the whole line was to be completed in the summer of 1889. There 
 is no monetary guaranty with the concession. 
 
 Patagones Railway (Villa Maria). — The surveys were to have been presented to the 
 Government in November. 
 
 Posadas Railway {Itazsbxngo). — The concessionares are to present plans before the 
 end of 1890. 
 
 Besistencia and Oran Railway. — Very little progress was made in the plans, and the 
 Government has allowed another year for the presentation. 
 
 Reconqaista Railway (Villa Maria). — Plaus are to be presented before the end of 
 Ai)ril. 
 
 San Antonio-Areco Railway (Rivadavia). — The contract for the building was signed 
 in January ; the original plans were amended and approved in November. 
 
 San Cristobal and Tucuman Railway.— The plans were approved and work begun in 
 October, rails having been laid as far as kilometer 17. 
 
 Santa Fi and Cordoba Great Southern Railway. — A concession was granted by the 
 National Government for a line of railway from Villa Coustitucion, via Melincue, to 
 Venado Tuerto, a distance of 103 miles, and from Villa Coustitucion to La Carlota, 
 84 miles; a total distauce of 187 miles. The concession exempts the property from 
 taxation and calls for the coispletiou of line by January 22, 1891. The section from 
 Villa Coustitucion to Melincue was expected to be opened about January, 1890. 
 
 San Feriiando Railway (Pergaraino). — All the plans have been approved and authority 
 has beeu given to build a double track. 
 
 San Jwan to Ohnmbicha Railway.^The plans were apjiroved in October. 
 
 i$an Juan to Salta. — The plans for the first 60 miles were examined and approved. 
 
INTERNATIONAL AMERICAN CONFERENCE. l49 
 
 San Rafael to 9 de JaKo.— Plaus were a])proved in July. 
 
 Santa Rosa Raihoay (Conception del Tio). — The plans and surveys of this line, 
 105.4 miles long, were approved on the 7th of November last. 
 
 Santa Rosa and Oran Railioay. — The surveys were begun aud the guaranty reduced 
 to 5 per cent., on a kilometer cost of $37,000 in gold ($58,678 per mile). 
 
 Tinogaata and Andalgala Railway. — All the plans were approved. The line enjoys a 
 guaranty for twenty years. 
 
 Villa Mercedes and Rioja Railway. — The contract was approved in February. The 
 total cost of the line was set down at $13,837,500 gold; the length of the line being 
 381.3 miles. 
 
 Villa Maria and Rufino Railway. — Projected from Villa Maria, on the Central Argen- 
 tine Eailway, to Rufluo, oti the Buenos Ayres and Pacific, a distance, via Villa Nueva 
 and Carlota, of about 140.5 miles. The concession was obtained from the National 
 Government. The works were begun in July, the line being divided into two sections, 
 viz: From Villa Maria to kilometer 109, and from there to Rufino. On the 30th of 
 September the earthworks had reached kilometer 30 and the rails kilometer 8. 
 
 Western and Central Colonies of Santa F4. — Lines in progress, San Carlos (N. C. Ext. 
 Co.) to Galoez (B. A. and E. Ky.), <il7 miles; Gessler Colony to Corondo, 18.6 miles; 
 Pilas (N. C. Ey.) southwest to boundary of Cordoba, 52.7 miles ; Humboldt (N. C. Ey.) 
 northerly 49.6 miles. The lines are being built by the provincial government of 
 Santa F^, and it was expected that they would be opened during the latter part of 
 1889. 
 
 Western Railway of Buenos Ayres, from Buenos Ayres to 9 de Julio, 162.4 miles ; Lu- 
 gan via Pergamino to Junin, 155.6 miles ; Merlo to Lobos and Saladillo, 93.6 miles; La 
 Plata via Temperley to Moron, 47.1 miles ; La Plata to Ferrari, 24.2 miles ; Perga- 
 mino to San Nicholas, 45.9 miles; Temperley to Canuelas, 29.1 miles, and several 
 small branches aggregating 19.8 miles, or 574.7 miles in all. There are projected: 
 9 de Julio to Los Mellizos, Saladillo to Alvear, second track 28.5 miles, and other 
 track 74.4 miles — a grand total of 677.66 miles. The construction of the road was be- 
 gun in 1853 by the provincial government of Buenos Ayres. Gauge, 5 feet 5 inches. 
 
 Western Raihvay of Santa Fi. — Projected to run from Eosario to San Jos6 de la Es- 
 quina, 110 miles, and from Candelaria to Melincue, 80 miles. It is completed from 
 Eosario to Candelaria, 40 miles. 
 
 The engineer department of the Government drew up plans for the following: 
 Santa Eosa via Majotoro to Salta, Salta to Cabra Corrol, San Juan to Jachal, Chum- 
 bicha to Tinogasta and Andalgala. 
 
 All that relates to the Argentine railways is under the supervision of the depart- 
 ment of civil engineers, an important and ably managed national bureau which 
 employs ninty-eight civil engineers. 
 
 There continues to be a great movement throughout the Argentine Eepublic in the 
 construction of railways. So great are the number of new concessions granted by the 
 national congress and by the different provincial legislatures that 1 find it impossible 
 to name them all. Up to the meeting of the last congress there were national con- 
 cessions for seventeen different lines, of which thirteen enjoy the guaranty of the 
 Government. These guarantied lines represent a total length of 7,961 kilonietera 
 (4,975 miles), and the aggregate length of the other lines, 1,272 kilometers (795 miles), 
 making a total of 5,770 miles. Among them are the following, viz: The Chaoo and 
 Tartagal Eailway, the Eeconquista and Formosa (Chaco) Eailway, the Bahia Blanca 
 aud Villa Mercedes Eailway, the San Juan and Salta Eailway, the Chumbicha, Ti- 
 nogasta and Andalgala Eailway, the Goya and Monte Caseros Eailway, the Eesisten- 
 cia and Metan Eailway, the San Cristobal and Tucumau Railway, etc. A line from 
 San Juan to Cabra Corral, in Salta, is being surveyed, as also one from Mendoza to San 
 Rafael; also the line from Cobosto Salta via Laguuilla, and several others of less 
 prominence. 
 
 The following roads are in the course of construction, to wit : The extensions of the 
 Northern Central, the road now being opened beyond Tucuman as far as Chilcas. 
 The branches from Dean Furnes to Chilecito, and from Chumbicha to Catamarca 
 have the road-beds completed and the track laying has commenced. Beyond Chilcas 
 
150 INTERNATIONAL AMEEICAN CONFERENCE. 
 
 towartls Salto and Jujny the work is still progressing, but there are many engineMing 
 difficulties to overcome, and not much Las as yet been accomplished. The line from 
 Bnenos Ayrea to Mercedes, -which is a link of the Transardine Railway, is now com- 
 pleted and opened to traffic, thus giving a through line from Buenos Ayres as far as 
 Mendoza. Work continues to progress on the link from Mendoza towards Valparaiso, 
 Chili, some of the track having already been laid, and by the end of the year it is ex- 
 pected that the Uspallata Pass of the Andes will be reached. For the construction 
 of the railway from Monte Caseros to Corrientes and Posadas in the Misiones the 
 necessary materials are now being received, and the work has commenced. The new 
 line from Rosario, via Sunchalea, to Tucuman is being rapidly pushed forward, and 
 the rails are laid for 50 or 60 miles beyond Sunchales. 
 
 The last session of the Argentine congress, in response to the recommendations of 
 the president, made a very firm stand against the granting of any more charters or 
 concessions with Government guaranties, and the fact that numerous aipplications 
 were made for new lines without such guaranties shows that the condition of the 
 country is now so promising that capital is ready to embark in such enterprises with- 
 out Government aid. (Report by Consul Baker, Bnenos Ayres, December 13, 1888.) 
 
 From the report of the South American commissioner I extract the following, dated 
 
 June, 1S35. 
 
 The effect of railroad building, which during the last few years has been very 
 marked, seems to stimulate the raising of grain and the growth of flocks more than 
 any other agricultural pursuit. The completed railroads embrace over 2,800 miles, 
 and the extension of those lines now under construction amount to nearly 900 miles. 
 There are projected, aluo, many thousand miles more, which in the course of time 
 will be built. A railroad man (an American) describes this country in this respect 
 as being in the condition of our country thirty years ago. The cost of building roads 
 throughout Argentine is very little, so far as grading is concerned. Many of the lines 
 had but little to do for long tangents except to lay down the rails on the even plains. 
 At first some trouble was found on certain lines to provide stone for culverts and 
 abutments, but afterwards plenty of good building rock was discovered. The cost 
 of procuring ties is heavy, as they must be brought from the northern provinces or 
 from Paraguay. Now a line of road is being constructed toward and through the 
 Gran Chaco and the fine forest lands of the Republic. This extension is also designed 
 to reach into Bolivia and its greatest timber tracts, thereby giving to that Republic 
 an eastern outlet for its rich mines and agricultural products. The completion of 
 this road will cheapen the cost of lumber to all the Republics, and open up an iudustry 
 of great profit in the luxuriant forests of the Upper Parana and other streams. At 
 present the largest cost to the estancia holders in fencing grows out of the scarcity of 
 posts. The policy of inclosing all the pasture land of the owner is becoming universal, 
 and the erection of corrals increases the expenses of a good estancia very materially, 
 for they are made almost entirely of lumber imported from our country. 
 
 At present there is no coal found in this country, and the engines are all driven by 
 fuel brought from Cardiif. This is a serious drawback to the railroads of the Republic. 
 Those lines running toward the north can in timeobtain wood from that region. Butit 
 will probably always be cheaper to import coal for the most of the roads than to rely up- 
 on the northern forests. There has been a recent discovery of petroleum in the western 
 part of the Republic, in the province of Mendoza, and a company has been organized 
 to develop the oil-producing districts, and many believe that near by will be found 
 coal measures of considerable extent. 
 
 The railroads are in part owned and managed by the Government. If we trust 
 the statement of Mr. Hopkins, herewith submitted, we find the result of this man- 
 agement to be here, as in Chili, very unsatisfactory; and great complaints are made 
 at the high railroad charges of all the companies. But the cost of operating must be 
 very serious, and no people ever think they are charged too little for railroad trans- 
 portation ; but all agree that new regions are being made accessible and great agri- 
 cultural industries are being promoted by these modes of internal communication, 
 though they are expensive. 
 
 The railroad map of the Republic shows how little of its territory has yet felt the 
 beneficial effects of these arteries of commerce. Ten times its present railroad devel- 
 opment would fail to bring the whole country into anything like close communica- 
 tion. But the fever of railroad building has touched the people, and in some way 
 these needed lines will be pushed to completion. One gentleman observed that In 
 many respects it was cheaper to build railroads than highways, of which there are 
 very few, called cart roads, in the country. As yet the private railroads have been 
 built almost wholly by English and French capital, but they were aided by liberal 
 concessions from the Government lands, and a guaranty of a certain interest on the 
 construction bonds, and these guaranties have not been called into force in but one 
 instance, so remunerative have the investments proven. 
 
INTEENATIONAL AMERICAN CONFERENCE. 151 
 
 THE FUTUKE OF ARGENTINE. 
 
 Prom the interesting paper on the railroads of the Republic, by Mr. Russel R. 
 Pealer, the lines and present roads and those in construction can bo learned. The 
 advantages of the country for American capital are pointed out, and probably a hint 
 may be found in the projected Bolivian line of the future railroad whicb shall con- 
 nect North and Sonth America. We have met with no one familiar wiuh the entire 
 line, but at Montevideo we listened to a professor in a college there, who professed 
 to have been over the route from the Istbmus south to Buenos Ayers. If he is cor- 
 rect, there are no insurmountable obstacles in the way of this colossal nnilertaking. 
 The president of this Republic said on this point that his people would push their 
 line up into Bolivia, and he hoped ir would come in his day that one might take a 
 carat Buenos Ayres and not change until be set foot in New York. Mr. Pealor's paper 
 is replete with sugi^estious and worthy of the attention of our people. The draw- 
 hack to an extensive system lies in the vast size of the eatancias and, in consequence, 
 the sparse population. The towns are far apart and so long as cattle and sheep are 
 the chief industries the freight traffic can not be at all equal to what it would be 
 with grain farming, and in neither case can it be what it would be were the land 
 out into small farms. The policy of selling the land by leagues — 6,600 acres in a 
 body — still prevails. 
 
 In a few days there will be opened to purchase by these large areas a wide tract of 
 country lately taken from the Indiaus. To counteract this aggregation of lands in 
 one ownership, the law of inheritance requires all estates to be divided among the 
 children of the decedent and his widow in certain proportions; and it renders it im- 
 possible to defeat this end by any will or devise. But it is quite clear that, aside 
 from this provision of the statute, the land must, in time, suffer division in all those 
 regions where grain-raising shall be deemed more profitable than stock pursuits. 
 This will result from the tendency among European laborers, on whom the country 
 mainly relies, to become land-owners. They can afford to pay so much more for 
 their small farms than the landlord can realize in any other way, so that he will find 
 it to his interest to subdivide his estate. This tendency finds encouragement in the 
 fact that the larger proportion of eslancia-holders now reside in Buenos Ayres and 
 other large towns, and have no attachment to the estates. Their city expenses and 
 mode of life draw heavily on their country incomes. Habitsof idleness fall upoiitheir 
 sons, few of whom take any lively interestin their fathers' eatancias. The immigrant 
 from Italy, the Basque provinces, or Germany, loves to till his own acres. The work 
 the Basques accomplish, when on their own land, is continuous and very great. The 
 Italian does not fall far behind. With the division of these estates will of course 
 come a greater demand for railroads. The products from the sea-port markets will 
 multiply. Already quite a supply of linseed comes to our country from the Argentine 
 Republic, and we may look to a very diversified agriculture on these plains. While 
 they are now treeless, yet they have been found to be well adapted to rearing forest 
 growths, as well as many kinds of fruits, apples, pears, peaches, apricots, and most 
 of our northern fruits are already abundant, while the northern regiDns furnish tropi- 
 cal productions ive unlimited amounts; and this brings us to consider briefly the co- 
 lossal development, of the Republic and the people it is drawing hither. 
 
 RAILWAY SYSTEM OF THE ARGENTINE REPUBLIC. 
 [Statement of Eussell B. Pealee, of Baenos Ayres.] 
 
 In reply to yonr question as to what plans I have for the extension of the railroad 
 system of this country into Paraguay and Bolivia to facilitate and increase our com- 
 mercial relations, I shall as briefly as possible give you our opinion on the subject. 
 
 At present we are engaged on the construction of a railway line in the province of 
 Eutre Rios from " Puerto. Echague," the head of ocean navigation on the Uruguay 
 River to Concordia, the length of the line being 156 miles. From Concordia I pro- 
 pose extending our line through the provinces of Eutre Rios and Corrientes into Mis- 
 sioaes, to Posadas, the capital of that territory. From that point our intention is to 
 extend the road into Paraguay, passing by Villa Rica and traversing the country be- 
 tween Asuncion and the limits of the southern boundary of Brazil, penetrating into 
 Bolivia and continuing around toward the northern boundary of Peru and along into 
 Ecuador, intercepting the Grand Intercontinental Railway, and forming the link 
 that will connect it with the head of ocean navigation of the River Plate at Puerto 
 Echague, on the Uruguay River. 
 
 The concession we have asked for and expect to obtain from the Paraguayan and 
 Bolivian Governments: First, perpetuity; second, Government guaranty of ti per 
 cent, oii the cost of |40,000 per mile ; the Government to grant us from 6 to 12 square 
 leagues of land along the line, 
 
152 INTERNATIONAL AMERICAN CONFERENCE. 
 
 As soon as the road is in operation these lands must naturally increase rapidly m 
 value, and, though perhaps not worth more than f 1 per acre in the beginning, must 
 advance to more than $20 per acre in less than twenty years. This has been the 
 history of all lands along the line of railways constructed in this country, and the 
 same may be expected of tnem in Paraguay and Bolivia when railway facilities at- 
 tract immigration and increase the industries. 
 
 At present the Government may not afford to pay more than half the guaranty, 
 but as they develop by means of the enterprise and become enriched by the im- 
 mense increase in value of their lands, they will soon be enabled to pay the 6 per 
 cent, guaranty. The cost of these roads, with single track, will not exceed $30,000 
 per mile, as we know of no engineering difficulties up to the northern boundary of 
 Bolivia; nor would there be any should we go through the Amazon portion of Bra- 
 zil. The principal streams will be crossed at their heads, where they are small, and 
 branches from the trunk line be made to lead to the head of steam-boat navigation 
 of theOriuoco, Amazon, and other important rivers to the Atlantic, then to connect 
 ■pith the steamers to and from the United States. 
 
 The western and southwestern portions of Brazil would be an important element 
 io the railway aud our river and cceiin steamers. Besides a line of steamers to tne 
 River Plato, we would recommend a lioe to the Orinoco, and another to the Amazon 
 to run in connection with the steamers on those rivers to our railway system. 
 
 When all this is done our people will hold and control the key of the trade with all 
 this portion of South America, and solve the question of rapid communication and 
 quick transit of commerce with these countries. If by sea our steamers can afford to 
 carry merchandise as cheaply as do those of the Lamport and Holt line, they will un- 
 doubtedly get the most of it. Those of us here doing business with the United States 
 find ourselves heavily handicapped by those in the European trade. 
 
 Merchandise from the United States takes double the time to reach here that goods 
 do ordered from any part of Europe; and in view of the small proportion of vessels 
 obtaining return cargoes, freights are much higher from the United States than from 
 Europe by steamers, which, in addition to their freight, derive much of their profit 
 from the carrying of passengers aud emigrants. 
 
 The benefits to be derived from the direct communication with the United States 
 as afforded by our trunk line of railway in connection with the grand interconti- 
 nental railway system projected by the United States people to connect North, Cen- 
 tral, and South American countries, can not be overestimated, and must, in our 
 opinion, have a most favorable influence upon the governments and the people of the 
 republics. 
 
 The Argentine Republic already possesses the advantages of a direct trade with the 
 United States and Europe to such an extent that her commerce is carried on as con- 
 veniently and advantageously as that of any other country ; but it would be greatly 
 increased by the construction of this great railroad enterprise, bringing down to the 
 head of ocean navigation the products of the upper regions of the undeveloped 
 countries, and affording a quick and economical means of conveying to them the im- 
 ports brought to supply these countries. 
 
 In the mean time, to obtain some of the benefits referred to, we must have direct 
 and prompt communication with the United States by means of steamers terminating 
 their route at Buenos Ayres. Owing to the geographical position the Argentiuo Re- 
 public posseses every facility for carrying on its commerce. Paraguay, owing to its 
 great distance from the sea-board, aud Bolivia, from its distance inland and isolated 
 position, may be considered as comparatively excluded from intercourse with the 
 rest of the world at present. 
 
 All the wants of both these countries could be supplied from the United States, 
 and the cost of bringing those supplies by means heretofore described. Paraguay 
 pays one freight to the River Plate and twice as much more in addition from the 
 River Plate to Asuncion. Bolivia,owing to its inland situation must now deprive itself 
 of many things that it would consume, or have to submit to the heavy tax now paid 
 for transportation over difficult overland mountainous country on the backs of mules. 
 Railway communication would so far reduce the cost of carriage as to enable the 
 populations of Bolivia and Paraguay to consume liberally many things manufactured 
 in the United States of which they now have to do without. 
 
 We do not consider that the extension of the line of railways toMendoza andTncu- 
 mau, also Jujuy, can have any effect upon diverting trade away from Bolivia aud 
 Pern to the Atlantic sea-board, because of the great extent of the mountainous country 
 to be traversed between them, and because of the diversity of gauges of those roads 
 and ours which would forbid the forming of a connection. 
 
 One gauge is 5 feet 6 inches and the other is 1 meter, while our projected liue is 
 the American standard gauge of 4 feet 8^ inches throughout. 
 
 In addition to the many articles of export from Paraguay and Bolivia, of which I 
 shall make mention hereafter, I would now refer to the products of cattle as an Im- 
 portant factor in the trade between the United States and those countries. In some 
 
INTERNATIONAL AMERICAN CONFERENCE. 153 
 
 patts cattle are very abundant, and for want o( an outlet bave increased to such an 
 exteut that they can be bought for |8 per head. 
 
 The opening of communication with Paraguay and Bolivia would enable them to 
 find a market for the hidea in the United States and the dried beef in Brazil, to the 
 mutual benefit of the producers and the railways. 
 
 Herewith I beg to band you a skeleton map of the Argentine Republic, sbowing 
 tbe railways built and in operation, those now under construction, and those pro- 
 jected, the names of the companies, and which are owned by the national or provin- 
 cial governments. This will give you a brief idea of the entire railway system of the 
 Argentine Republic. 
 
 In addition to the map, I give you a list of all the railways in operation in the 
 Republic, their gauge, ownership, and length ; also, of those under construction. 
 
 Th I total number of miles of telegraph in operation is 18,000, all owned by the 
 national government, and '^,000 miles more under construction. The only private 
 line — owned by an English company — is that between this city and Montevideo, 
 connected by a cable across the La Plata River, between Buenos Ayres and Co- 
 lonia. 
 
 There is but one railroad in Paraguay, that being only 40 miles in length, and was 
 built many years ago by the Dictator Lopez. 
 
 In the Republic of Bulivia there does not exist a single mile ot railway. 
 
 All tbe railroads in the Argentine Republic are now paying from 7 to 14 per cent, 
 (see quotations on railway stock of Argentine Republic, varying from 25 to 75 per 
 cent, premium). All the roads when properly built and equipped, 50 per cent, of the 
 gross earuings are more than sufficient for the working expenses, as the quality of the 
 land for the road-beds is generally good, and no frost to contend with. 
 
 These railroads, built and owned by foreign companies, have had the benefit of a 6 
 per cent. Government guaranty, varying from £6,000 to £10,000 per mile. Of late 
 years they have nearly thrown off the guaranty and paid back the Government such 
 guaranty as was received during the early existence of the roads. 
 
 Most of the railway concessions are granted for perpetuity, and all material for 
 building and equipping are allowed to be imported into the country free of duties, 
 and are free of all internal taxes. All works that are considered public come under 
 the same category. 
 
 Thesp English companies have all amassed immense fortunes out of these railway 
 enterprises and Government guaranties. We would here state that railway enter- 
 prises and other public works are still in their infancy, and I can only compare this 
 couutry now to what the United States was some thirty years ago. Now is the time 
 for the American people to get a foothold here, and, with their capital, control and 
 monopolize the future public works of this great valley. 
 
 The people here will give preference to the Americans over any other nationality, 
 and we can attain from them grants and concessions when no other people can. 
 Formerly Americans have not been able to compete with other nationalities owing 
 to the cheapness of mnney and material, but that day is now gone by and America 
 can compete with both money and material against any European country. British 
 capital and influence to control these countries is a thing of the past. They are not 
 now nor ever have been, congenial to the Latin races, and especially to the people of 
 these republics. The greatest enemies and competitors the Americans have out here 
 to contend with are the English. 
 
 This country has always faithfully paid up its obligations on all the public works 
 as well as its national debt, and its credit stands to-day almost equal to that of the 
 United States. Its progress is fast following that of our own. 
 
 These republics, when traversed -with railways into their interior, will open out 
 the great mineral wealth of the Cordillera slope. 
 
 Formerly this great valley was one vast grazing ground, principally for cattle, 
 horses, sheep, and goats, etc. Animals live without shelter the year round, and it is 
 not required to store food for the winter months, as done in the United States. La- 
 bor is cheap, owing to the abundance of meat, fish, game, fruit, and vegetables. 
 
 Owing to the immense European immigration these countries are fast developing 
 into an aoricultural region. It is one of the healthiest climates on the face of the 
 earth ; our average temperature in winter is 54 degrees, in summer 74 degrees, and 
 seldoin ever rises to 90 degrees. 
 
154 INTERNATIONAL AMERICAN CONFERENCE. 
 
 List of railways in the Argentine Republic. 
 
 Miles. 
 Central Argentine : Rosaries to Cordova, gauge 5 feet 6 inches (English com- 
 pany) 248 
 
 Northern Central, gauge 3 feet 3i inchea (owned by National Government"): 
 
 Cordova to Tucuman 340 
 
 Tacumau to Metuu (Saltu) .. 180 
 
 I'rias to Santiago del Estero 100 
 
 Andi'ne Railway, gauge 5 feet 6 inches (owned by National Government): 
 
 Villa Maria to Mendoza 380 
 
 Mendoza to San Juan - 100 
 
 East Argentine, gauge 4 feet 8i inclies (English company): Concordia to Monte 
 
 Caseros 100 
 
 Campana Railway, gauge 5 feet 6 inohos (English company) : Buenos Ayres to 
 
 Campana 40 
 
 Northern Railway, gauge 5 feet 6 inches (English company) : Buenos Ayres to 
 
 Tigre 18 
 
 Enseaada Railway, gauge 5 feet 6 inches (English company) : Buenos Ayres to 
 
 Ensenada - 35 
 
 Southern Railway, gauge 5 feet 6 inches (English Company) : Buenos Ayres 
 
 to Bathia Blauca 636 
 
 Santa F6 Railway, gauge 3 feet 3J inches (English company) : Santa F6 to 
 
 the Colonies 56 
 
 Western Railway, gauge 5 feet 6 inches (owned by the Government of Prov- 
 ince of Buenos Ayres) : Buenos Ayres to San Nicholas and branch to La Plata . 610 
 
 2,843 
 
 List of railtoays under construction. 
 
 Miles. 
 Campana and Eosario, gauge 5 feet 6 inches (English company) : Campana 
 
 to Rosario 140 
 
 Entre Rios Eastern, gauge 4 feet 8i inches (American company) : Port Echague 
 
 to Concordia :. 156 
 
 Transandine Railway, gauge 5 feet 6 inches (English company) : Mercedes, 
 
 Buenos Ayres to Villa Mercedes, San Luis 350 
 
 Entre Eiano Railway, gauge 4 feet 8i inches (owned by the Government of 
 
 Province of Entre Rios) : Parana to Concepcion ,, 182 
 
 Central Northern Railway, Metan to Jujuy 62 
 
 890 
 
 RECAPITULATION. 
 
 Ten railways in operation 2,843 
 
 Five railways under construction 890 
 
 3,733 
 URUGUAY. 
 
 The railways of Uruguay radiate from Montevideo and connect on the west and 
 north with those of Argentine, Paraguay, and Brazil. There are now 400 miles con- 
 structed and much more projected, principally toward the Brazilian frontier. 
 
 A general railroad law was enacted in 1884, which named certain lines recommended 
 by a commission of engineers as worthy of construction, and which named also the 
 conditions which were to govern the granting of concessions and the construction of 
 the lines. The gauge w as to be 4 feet 8^ inches, and the minimum radius of curvature 
 400 meters. A guaranty of 7 per cent, per annum on about $25,000 per mile was to 
 accompany the concessions. 
 
 The lines named are shown upon the map accompanying the report of the delegate 
 from Uruguay, but I believe some of them are not yet under construction. 
 
 Central Urmjuay Railway Company of Montevideo. — Line of road authorized, Monte- 
 video to Durazno ; completed from Moiitevideo to Rio Negro, 170 miles. Branch : 
 Santa Lucia to San Jos^, 20 miles, total 190 miles. Opened from Montevideo to Santa 
 
INTERNATIONAL AMEEICAN CONFERENCE, 155 
 
 Lucia, 40 miles, in 1872, and to the present terminus in 1879. Extension to north 
 bank of Rio Negro, 41 miles, opened July, 1865. The Government has granted a per- 
 petnal succession, with a guaranty of $3,500 per mile attaching, as each separate 
 section is opened. This company operates the line of the Uruguay Central and Hy- 
 gueritas Railway Company, extending from the junction with the Central Uruguay 
 at Juan Chaso to San Jos^, 20 miles. The total authorized length of the latter line 
 is 146 miles, Santa Lucia to Hygueritas, the Government also guarantying a net 
 revenue of 7 per cent, on £10,000 pounds per mile (about $50,000). 
 
 Central Uruguai/ Northern Extension Company, registered in Loudon, October, 27, 
 1888, to acquire a concession from the Uruguayan Government for a line forming an 
 extension of the system of the Central Uruguay Railway Company, of Montevideo, 
 to the Brazilian frontier, a distance of about 288 kilometers (179 miles). 
 
 Northeastern iJaiiway.— ProjectedfromMontevideotoArtigas (on the Brazilian front- 
 ier) ; completed to Minas, 74 miles. The section to Pando, 18 miles, was completed in 
 1883. 
 
 Northwestern Railway.— Fnom Salto to Santa Rosa and the Brazil) an frontier, 111 miles, 
 with a branch from Isla de Cabello to San Eugenio, 70 miles. Main liueis completed 
 and connects at its northern terminus with the Brazilian Great Southern Railroad 
 from Uruguay ana. The Uruguay road runs parallel to that from Concordia to Ceiba 
 in Argentine. 
 
 Midland Uruguay Railway Company. — Projected line of road from Paso de los Toros 
 to Salto, 174 miles. Registered in London under the Companies act, July 2, 1887, to 
 acquire a concession granted by the Government of Uruguay. Under this concession 
 the Government guaranties, for a period of forty years, commenciug from the opening 
 of each section of 50 kilometers, 7 per cent, per annum on a capital stock of £5,000 
 per kilometer. 
 
 Northern Railway and Tramway Company. — Montevideo to Santa Lucia, has 25 miles 
 in operation, 
 
 PARAGUAY, 
 
 The railway from Asuncion to Paraguari, a distance of 45.2 miles (72 kilometers 
 417 meter.s), the first line constructed in South America, was built for Lopez during 
 the year, 1861-64 by the Englishmen Burrell, Valpy, and Thompson, with a force of 
 6,000 soldiers detailed for the purpose. It rested at Paraguari until recently, the war 
 having stopped it midway on its course to Villa Rica, the proposed terminus. After 
 many vicissitudes the building of the road has been resumed, and the new station, 
 General Escobar, 11.20 miles (18 kilometers, 50 meters) beyond Paraguari, was opened 
 last September. Work on the road-bed is being pushed, and a fine bridge across 
 Tebicuari of 260 meters is in process of construction. It is expected that it will be 
 completed to Villa Rica during the coming year, a distance from Asuncion of 91.48 
 miles (147 kilometers. 242 meters). A concession to further extend the railway to 
 Encamacion, on the Parana River, has been granted to certain parties, who are now 
 in London negotiating its sale. 
 
 Trains ran daily from Asuncion to Escobar and return, leaving the former at 6 
 o'clock a. m., arriving at Escobar at 12; leaving Escobar (returning) atl p. m., and 
 arriving at Asuncion at 6 p. m. The old track to Paraguari has recently been 
 thoroughly overhauled. New bridges and culvertfe jave been built. There are four 
 classes of cars. The first-class coaches, of Belgian make, are beautiful carriages, as 
 fine in appearance as the best Americass coaches, and perhaps more ornate in their 
 appointments. The second and third class coaches are plain, comfortable carriages. 
 The fourth class are simple trucks without seats, but are very cheap and certainly a 
 great convenience to the poor Paraguayans, mainly women, who patronize it. First- 
 class fare, about 4^ cents. 
 
 The railway traverses a very picturesque region. The orange and palm groves of 
 Luque, the superb lake of Ipacarai, stretching out to the foot of the Cordillera; the 
 peak of Itagaa, the valley of the Pirayu, the Cerro Batovi, and the bold heights 
 about Paraguari form a pleasing landscape of considerable variety. The section 
 now being extended to Villa Rica wiU pass over a still more charming country. 
 
 The number of passengers carried -ast year amounted to 257,688 ; amount of traffic, 
 fl61,550. In 1881 the total numoer of passengers amounted to 81,807; total amount 
 of traffic, $62.20'^ Tlie passengers and traffic returns for 1887 show a considerable 
 
156 INTERNATIONAL AMERICAN CONFERENCE. 
 
 increase over those of 1886, in -ffliich year 120,865 persons were carried, attd the 
 traffic reached the sum of $85,606.17. 
 
 In 1876 a survey was made for a railway, which was to start from a town called 
 Curitaba, in the Brazilian province of Parana, near Paranagna, and run thence to 
 Matto Grosso and Bolivia, thus placing Paraguay within five days of Rio de Janeiro. 
 
 The air of the River Plate is full of great railway enterprises just now, and new 
 lines and gigantic combinations are projected in every direction, A late number of 
 the Buenos Ayres Standard contains the following : 
 
 " Messrs. Clark & Co. have long planned a vast net-work of railway in the South 
 American Continent, and the scheme for a line from Recife to the Pacific coast forms 
 part of this bold plan. Such a line would eclipse the Panama Canal and rouse the 
 wonder of the world. Rapid communication would be established between Aus- 
 tralia and Europe, and immigration to the Pacific coast would be considerably facili- 
 tated. The lines which the Messrs. Clark are at present building from Monte Caseros 
 to Corrientes, Posadas, and Missiones also form part of the vast plan alluded to and 
 are intended to connect us with the transcontinental Brazilian line. Tiie plans were 
 ronghly drawn up in 1886 by these fore-seeing and powerful railway kings. The first 
 section, according to the plan, stretches from the Missiones territory as far as San 
 Pablo, in a southwesterly direction from the lines at present in course of construc- 
 tion. At Curitiba a branch line would be built to Paranagua, on the Atlantic, and 
 at San Pablo there would be a junction with the railway running to Rio Janeiro, or 
 with that terminating in Santos. The second section, which runs in a, more westerly 
 direction, would be the prolongation northward of the Missiones line. It would 
 incline gently eastward after crossing the province of Parana and San Pablo,* then 
 continue to the west of Minas Geraes and Bahia, and terminate in Pemambuco. 
 
 " The third, an interoceanic section, would form a junction with the Transandine 
 line. It would stretch from Villa Mercedes, in San Luis, through Villa Maria (as at 
 present), Santa F6, Esperanza, along the right bank of the Parana as far as Cor- 
 rientes. It would then cross the river a little higher up and stretch to Asuncion, 
 thence to Paraguari, Villa Rica, and other towns, and finally into Brazilian territory 
 to Para, communicating, by means of a branch to Braganza, with the Atlantic. Such 
 is the gigantic scheme which the Messrs. Clark have been planning since 1886. The 
 Emperor Pedro is highly in favor of it and assured Mr. Matthew Clark in London 
 that he would do everything in his power to assist him and his brother to carry out 
 the greatest scheme of the age." 
 
 The often discussed project of a great international railway to run from Buenos 
 Ayres, through Paraguay, Bolivia, Peru, and Ecuador to Bogota in Colombia, thence 
 to coast, to Carthagena or Panama, on the Isthmus, has been ably and exhaustibly 
 dealt with by Minister Bacon in a recent issue of the Consular Reports. 
 
 The Government in September, 1887, concluded the following agreement for the 
 sale of the present line of railway with a view to its extension to Villa Encarnacion, 
 on the Parana River: 
 
 "Article I. The executive is authorized to make arrangements with Dr. William 
 Stewart for the sale of the railway from Asuncion to Villa Rica and all appurtenances 
 for 2,100,000 hard dollars gold. The purchaser being to prolong the line to Villa En- 
 carnacion. 
 
 "Article V. The executive concedes to Dr. William Stewart the right to build 
 and work a railway from Villa Rica to Villa Encarnacion in accordance with the con- 
 ditions specified in this law. 
 
 "Article VII. * * * The company is at liberty to build such branches as may 
 be found necessary, without, however, having the privileges of a guaranty. 
 
 " Article VIII. The Government guaranties an annual interest of 6 per cent, on 
 the capital sunk in this undertaking for twenty-years. The maximum cost per kilo- 
 meter not to exceed 30,000 hard dollars gold. * • » Government to determine 
 tariff so soon as net earnings exceed 12 per cent, per annum." 
 
 Dr. Stewart is now in Loudon to effect the sale as projected, but has not succeeded 
 in doing so up to this time. The railway has been reported as sold several times dur- 
 ing the year. The matter is one of great moment to those interested in the country, 
 and ttie fate of the " Stewart concession " has been closely watched. It is now re- 
 ported that Dr. Stewart has asked the Government for an extension of three months' 
 time ; also that the Government does not feel inclined to a«cede to the request. I 
 understand, further, that in case Dr. Stewart fails to place the concession in London 
 a Belgian company stands ready to succeed in his rights in the matter. There is no 
 doubt that the road will be extended soon by some company. (Report by Frank D. 
 Hill, United States Consul, Asuncion, Paraguay, January 23, 1889.) 
 
 * Probably San Panlo. 
 
INTERNATIONAL AMERICAN CONFERENCE. 157 
 
 This English company ispushing the construction of the work, which is to be finished 
 to Encarnaciou in 1893. It will connect with the road now being constructed from 
 Monte Caseros to Posados in Argentine and will put Paraguay in rail connection with 
 Montevideo and Buenos Ayres. 
 
 The receipts of the 45 miles in operation for 18^8 were $210,000, while for 1881 they 
 were only $61,207. 
 
 The entire line from Asuncion to Villa Rica was put in operation January, 1890. 
 
 Another great project has just been elaborated which will put Paraguay in com- 
 munication with the eastern coast of South America. This line is to be called The 
 Transcontinental Railway fron Asuncion to Santos, and is to run from Asuncion to 
 the northeastern frontier of Paraguay, where at the junction of the Sierra Mbara- 
 cayu with the Sierra Amamby, it will enter Brazil about the twenty-fourth parallel, 
 which will be followed to Santos, the great port of San Paulo. Its length will be 
 about 1,300 kilometers (306 miles). 
 
 BRAZIL. 
 
 This great country exhibits in the moat marked degree the statement made in 
 regard to the location of the mass of the population, for less than half the territory 
 contains almost all the inhabitants. Omitting the provinces of Amazonas, Para, 
 Matto Groaso, and Gfoyaz, comprising the interior, there remain 1,157,842 square miles, 
 out of a total of 3,119,764 square miles, in which live 13,222,860 out of the 14,002,335 
 people, accordins; to the estimate of 1888. 
 
 This fact can easily be explained from the physicial features of the country. The 
 imazon, whose tributaries spread in all directions, traverses it from west to east, and 
 between these water courses are vast plains covered so thickly with vegetation as to 
 be almost impenetrable. Along the coast there are several ranges o f hills with ele vat ed 
 lands between, and here is the mineral and agricultural wealth of the country. The 
 table-land of Matto Grosso divides the waters of the Amazon and the La Plata, the 
 sources of the latter rising within a very short distance of the Atlantic. The Sau 
 Francisco River flows northeastward between two ranges. 
 
 RAILWAYS. 
 
 Transportation in the interior is carried on entirely by water, and along the coast 
 by mules and railways, the majority of the latter being in the southeast, and one- 
 fourth of the whole in the province of San Paulo. These railways were first built 
 from the coast towards the interior and their length was limited by the distance of 
 the mountains from the coast. Indeed, this is still true, for there are only two 
 or three exceptions, the greatest being the Don Pedro Seguudo Railway in the province 
 of Rio de Janeiro, which runs parallel to the coast and some distance from it, and the 
 Madeira and Mamore Railway, projected along the Madeira River, far in the interior, 
 around the falls which form the only obstruction to navigation from the interior of 
 Bolivia to the Alantio Ocean. 
 
 In the south, connection is made with the raihiays of Argentine and Uruguay, but 
 as the lines in Brazil are not united, traffic to these countries can not be carried ou 
 very extensively. Another project has been elaborated for a line from the city of 
 San Paulo westward to Paraguay, and a line is under construction from Porto Alegre 
 westward to Uruguayana. The Paraguay line will give communication between the 
 most populous portions of Brazil and all of Paraguay. The line from Porto Alegre to 
 Bag(S might also be extended to the frontier of Uruguay. 
 
 A point to be noted is that railway communication northward in the eastern part 
 of the country is almost impossible because of great size of the water-courses, and, con- 
 sequently, traffic between the southeastern part of Brazil and Venezuela or Colombia 
 ■wiU. for many years be carried on by water. 
 
158 INTERNATIONAL AMERICAN CONFERENCE. 
 
 lu an extract from the Consular Reports of 1882 there is a report by Consnlar 
 Agent Comsett, in which he refers to international lines of road.* 
 
 The principal Brazilian railways are the following: 
 
 Alagoas Railway, from Maoeio to Imperatrix, 55 miles, along the valleyof theMun- 
 dahu River in the province of Alagoas. Gauge, 1 meter. This company was organ- 
 ized in 1881 to build the line under the concession granted to Domingos Mortinhoand 
 Jacquimda Silva Leao. Road was opened December 3, 1884. The Government guar- 
 anties 7 per cent, per annum on maximum capital £512,5S12, and reserves rights of 
 purchase. In 1885 a concession was obtained from the Provincial Government for the 
 construction of a branch from the main line to the town of Assemblea, about 40 miles, 
 and surveys have recently been completed. A dividend of &J per cent, was paid from 
 the Government guaranty. 
 
 Bahia and Minas Railway, from Carvellas to Aymore, 88 miles, and extension, 9.3 
 miles. This railway is now under construction to Philadelphia, 155.6 miles ; gauge, 1 
 meter. It was built under a concession granted to M. P. ArgoUa, the constrnction 
 having begun January 25, 1881 ; the road was opened to Aymore, November 9, 1882, 
 and the extension in 188i!. 
 
 Bahia and San Francisco Railway, from Bahia to Alagoiuhas, 76.3 miles. Timbo 
 branch, Alagoiuhas to Timbo, 51.4 miles. Gange, 5 feet 3 inches. This branch was 
 opened for traffic March 30, 1887, and is a separate undertaking, the estimated cost 
 was $1,490,000, on which there is a government guaranty of 6 per cent. ; the guar- 
 anty on the main line is 7 per cent. This is an English corporation. 
 
 Bahia and San Francisco Railway Extension. — Line of road, Alagoiuhas to Villa 
 Nevada Rainha, 199.6 miles. Gauge, 1 meter. This line is owned by the provincial 
 government of Bahia and forms an extension of the Bahia and San Francisco Rail- 
 way, northwest from its terminus at Alagoiuhas. In 1881, it was in operation from 
 Alagoiuhas to Santa Lucia, 112.2 miles. A continuation of this line is now under 
 construction to Joazeiro on the San Francisco River. 
 
 Bananal, Rio de Janeiro Railway, from the Sandade station on the Dom Pedro II. 
 line to Bananal, 19.2 miles ; opened February 1, 1889. 
 
 Brazil Great Southern Railway, from Cuarim River, the dividing line between Uru- 
 gnay and Brazil, to the town of Itagiie, on the Uruguay River, 110 miles, all in the 
 province of the Rio Grande do Sul ; line was opened for traffic December 31, 1888. It 
 has a government guaranty of 6 per cent, on a capital of £675,000, with reservation 
 of right to purchase after ninety years. It is owned by a British corporation. 
 
 Central Bahia Railway, province o£ Bahia, main line Sao Felix to Queimadinhas 170 
 miles, branch, Cachoeira to Feira de Santa Anna, 15 miles. Gauge, 3 feet 6 inches. 
 The construction was begun in 1880, and the line completed in sections ; it was opened 
 to Queimadinhas in December, 1885 ; there is a government guaranty of 7 per cent, 
 on the capital, $7,130,000, for thirty years. The line is projected to the San Francisco 
 River, and stock has been issued for the construction of a branch line to Olhos and 
 Agua. This line is owned by a British corporation. 
 
 Campos and Carangola Railway, from Campos to Porto Alegre, 101 miles, Patrocinio 
 branch, 24.2 miles; Itabopoano branch, 13 miles; total completed, 117.2 miles. The 
 main line is projected to Santo dos Tombos on the boundary line of the province of 
 Minas Geraes. Gauge, 1 meter. Construction was begun in 1876, and the first sec- 
 tion of the main line opened December, 1878 ; second October, 1882. This line has a gov- 
 ernment guaranty of 7 per cent, on $3,375,000 capital for a period of thirty years, ter- 
 minating March 20, 1905, and is owned by a Brazilian company chartered in 1872. 
 
 Companhia Bragantina, Campo Lempo station on the S. B. Railway to Bran-anza 32.2 
 mil™. Gauge, 1 meter. Construction and equipment to December 31, 1886, amounted 
 to $35,000 per mile. 
 
 ' See page 161 for this report. 
 
INTEENATIONAL AMERICAN CONFERENCE. 159 
 
 Companhia Estrada de Ferro Macahe 6 Campos. — Line of road from Campos to port of 
 Imbetiba, 59.5 miles. This company has a concession from the provincial government 
 of Rio de Janeiro. 
 
 Conde D'Eu Railway (province of Parahyba), from Parahyba to Inclependenoia, 60 
 miles, branch from Cob6 Junction to Pilar, 15 miles. Total, 75 milas. The following 
 are projected: Extension of main line to Cabedello, 11.2 miles, to be constructed in 
 one year, extension of branch to Inga, and constrnction of branch from Maluiign to 
 Alagoa Grande. Gauge, 1 meter. British corporation, organized in 1875. Construc- 
 tion was begun in 1882 ; the road opened to Molungu September, 1883, to Indepeu- 
 dencia June, 1884 ; branch line November, 1883. This line has a government guar- 
 anty of 7 per cent, per annum on maximum capital of $3,375,000, with option of pur- 
 chase. Loss on operating for year ending June 30, 1888, |50,000. 
 
 Corcovada Bailmai/, from Laraugeiras to Mount Corcovada, 2.5 miles. 
 
 Doni Pedro Segundo Railroad main line and branches in province of Rio Janeiro, 
 etc., radiating from the city of Rio Janeiro to leading towns of the interinr, connecting 
 with all other important lines of railway in the province of Rio Janeiro, Espiritu 
 Santo, Minas Geraes, and San Paulo. Total length, 460 miles. Gauge, 5 feet 3 inches. 
 This road was built and owned by the Imperial Government of Brazil and named after 
 the Emperor Doin Pedro II. Its construction was begun in 1862, in which year 39 
 miles of main line were opened. Extensions and branches were opened from time to 
 time and constructive operations are not yet closed. 
 
 Donna Theresa Christina Railway, from Laguna to Iinbetuba and Tuberao (coal 
 mines), province of Santa Catariua, 71.9 miles. Guage, 1 meter. British corporation, 
 organized in 1876. This line has a government guaranty on |3, 155,000 capital, with 
 privilege of purchase. 
 
 Estrada de Ferro Baturite. — Line of road from Fortaleza, province of Cerea, to Canao ; 
 total length, including branches to Alfandega from Maracanahu to Maranguape and 
 the extension from Canao to Baturite, 68.6 miles. Gauge, 1 meter. Owned by the pro- 
 vincial government of Cerea. 
 
 Estrada de Ferro de Cantagallo, from Nictheroy to Rio Bonita and to Passageme via 
 Macaco, with branch to Parahyba Corte and San Jos^; total, 1S5 miles. Gauge, 1.1 
 meters. This road was owned by the provincial government of Rio de Janeiro, but 
 was purchased in August, 1887, by the Leopoldino Railway Company. 
 
 Great Western of Brazil Railway Conipany, from Recife to Limeoiro, 60 miles; branch 
 from Nazareth to Timbauba, 27 miles ; total, 87 miles. Gauge, 3 feet 3| inches. The 
 construction was begun in 1881, and the whole of the main lino completed and opened 
 in September, 1882. In 1886 the company undertook an extension to Timbauba with- 
 out a government guaranty. This is a British corporation and has a government 
 guaranty of 7 per cent, per annum on a capital of $2,812,500, with option of pur- 
 chase. 
 
 Imperial Brazilian Natal and Nova Cruz Railway Company. — Main line from Natal to 
 Nova Cruz, 75 miles. Gauge, 3 feet 3| inches. This line has a government guaranty 
 of 7 per cent, per annum on a capital of $3,091,500, with option of purchase after 
 thirty years. It was operated in 1886 at a loss. 
 
 Ituana Railway, from Jundiahy to Piraoicaba, 122.4 miles; branch from main line 
 to Itu, 14 miles ; total, 136.4 miles. Gauge, 1 meter. Extension to San Manoel pro- 
 jected. The road was opened in February, 1877. It has a guaranty of 7 per cent, 
 by the provincial government of San Paulo. 
 
 Leopoldina Railway (province of Minas Geraes), from Porto Novo de Cunha (Junc- 
 tion Dom Pedro II Railroad) via Leopoldina and Sao Geialdo northwest. Total 
 length of completed mai;i line and branches, 184.1 miles; extensions and branches 
 projected, 40.3 miles. Gauge, 1 meter. In August, 1887, this road purchased from the 
 province of Rio de Janeiro the Cantagallo Railway, 165 miles, extending from Nicthe- 
 roy to Macuco in the province of Rio Janeiro. 
 
 Madeira and Mamore Railway, projected along the Madeira River, 205 miles, to carry 
 
 * There is published a very finely illustrated description of tliis load, a railway of perhaos finer 
 constrnction tliau any other in Soath America. 
 
160 INTERNATIONAL AMERICAN CONFERENCE. 
 
 traffic around the falls. A concession was granted by the Brazilian Government to 
 G. E. Church, April 20, 1875, for the building of this road and granted bonds, etc., 
 for the purpose. The estimated cost was about $30,000 per mile. 
 
 Minos Central Bailway of Brazil, under construction from a point of junction with 
 the Dom Pedro Sogundo Railroad, to the city of Pitangui on the San Francisco River, 
 about 150 miles. The concession was granted by the government of the province of 
 Minas Geraes, which guaranties an income of $300,000 for thirty years from the con- 
 struction of the line, and interest during ccmstruction ; the company is also guarantied 
 a monopoly for fifty years, during which time no competing line can be built within 
 18 miles. This line is owned by a British corporation. 
 
 Minas and Rio Railway, from Cruzeiro (Junction Dom Pedro Segundo Railroad, 
 Province of San Paulo) to Tres Coracoes (province of Minas Geraes), 105.4 miles. 
 Gauge, 1 meter. This road was opened in 1884, and is owned by a British corporation 
 registered in 1880, which has a government guaranty of 7 per cent, per annum on a 
 maximum capital of about §8,715,000, with option of purchase. 
 
 Mogyanna Railroad, from Campinas to Casa Branca, 173 miles, with branches from 
 Jaguary to Amparo, 90 miles ; Sertaochino to Eibiero Preto, 90 miles ; Mogy to Penha, 
 13 miles, etc. ; total, 341.6 miles. Under construction, 116.5 miles. Gauge, 1 meter. 
 The line is divided into three sections, the first aud second are open for traffic and the 
 third is nnder construction. This line is owned by a Brazilian corporation. 
 
 Para and Braganca Railway (province of Para). — Line of road projected from Belem 
 (or Para) to Braganca, 129.6 miles. Completed from Belem 36.6 miles ; narrow 
 gauge. 
 
 Paranagua and Caratiba Railroad (province of Paranagua), from Paranagua to 
 Morretes, 68.8 miles. Gauge, 1 meter. 
 
 Paulo Alfonso Railway (province of Alagoas), from Piranhas to Jatoba, 71.9 miles, 
 following the north bank of the San Francisco River. Gauge, 1 meter. Built and 
 owned by provincial government of Alagoas; opened in August, 1883, aud worked 
 at a loss. Total cost, .>-^, 550, 000. 
 
 Porlo Alegre and New Hamhurgo (Brazilian) Railway (province of Sao Pedro do 
 Rio Grande do Sul), from Porte Alegre to Now Hamburgo, 26.7 miles ; gauge, 1 meter. 
 This line is owned by a British corporation. 
 
 Recife and Caruarn Railway (province of Peruambuco), under construction from 
 Recife westward to Caruaru, 08.2 miles; gauge, 1 meter; 47.1 miles are open for 
 traffic. 
 
 Recife and Sao Francisco (Parnambuco), Railway from Cinco Pontas (city of Recife) 
 to Una (or Palmares), 77.5 miles ; gauge, 5 feet 3 inches. The construction of this 
 line was begun in 1856 and completed in 18C2. It has a Government guaranty of 7 
 per cent. 
 
 Recife and Sao Francisco (Pernamhueo) Extension, from Una to Garanhuns, 90.5 miles, 
 built and ov/ned by the provincial goverumeut of Pernambuco. Constructed in 
 in 1882-85. Gauge, 1 meter. 
 
 Rio de Janeiro and Northern. — Concession granted by the Brazilian Government 
 November 4, 1882, runs for seventy years, after which the railroad reverts to the 
 Government. In 1888 an agreement was entered into for the purchase of the property 
 of the Principe de Grao Para Railway Company, comprising 57 miles of road con- 
 structed, with 16 miles to be completed about August, 1889. This latter line of road 
 extended from Manua to the city of Petropolis and thence to San Jos6 de Rio. A 
 further extension to Entre Rios to connect with the Dom Pedro II Railroad is under 
 construction. 
 
 Rio de Ouro Railway, from Quiuta do Caja to Rio de Ouro,,33 miles, with branches 
 to Ignassa, 7.4 miles ; to Eageagerode Dentro, 933 meters ; to Claire Reis, 274 meters; 
 total length of main line aud branches, 40.4 miles. Owned by the Government aud 
 used for the purpose of conveying material for the works which supply the city of 
 Rio de Janeiro with water. Gauge, 1 meter. Worked at a considerable loss. 
 
INTERNATIONAL AMERICAN CONPEKENCE. 161 
 
 San Paulo Brazilian Railway, from Santos to Jundiahy, 86.:2 miles ; gauge, 5 feet 3 
 inches. The construction of this line was begun in 1860, and the line opened Febru- 
 ary, 1867. The total cost was about $10,000,000. The company has a Government 
 guaranty of 7 per cent, per annum on capital stock of $13,250,000, with option of pur- 
 chase. 
 
 San Paulo and Bio Janeiro Eaihoay, from San Paulo to Cachoeira and junction with 
 the Dom Pedro II Railway, 143.8 miles ; gauge, 1 meter. The road was opened 
 throughout July 8, 1877. The provincial government of San Paulo guaranties 7 per 
 cent, per annum on $6,000,000, with right to purchase. The due payment of this in- 
 terest for thirty years is guarantied by the Brazilian Government. 
 
 Sanio Amaro Railway, from city of Santo Amaro to Jaou, 22.3 miles ; gauge, 1 meter. 
 Owned by the provincial government of Bahia. 
 
 Santo Antonio de Padua Baihoay (province of Eio de Janeiro), from Lucca to Mira- 
 cema, 57.6 miles. Sold to the C. E. F. Macahe and Campos. Gauge, 2 feet ll^i^ inches. 
 
 Sao Carlos de Pinhal Railway : 47.7 miles were opened May 2, 1883, and there is under 
 construction 25.5 miles. Branch lines to Brotos and Jahu are under construction, and 
 the Dane Corregas section of the latter branch was opened September 7, 1886. There 
 is now completed in all 163.7 miles. 
 
 Sobral Railway (province of Ceara), from Camocim to Sobral, 80 miles. An exten- 
 sion of 61.2 miles to Ipu is projected. This road was built by the Government and 
 was operated in 1884 at a loss. 
 
 Sorocabana Railway, from San Paulo to Tiet^, 118 miles ; gauge, 1 meter. An exten- 
 sion to Botucatu is in progress, and the Cerquiho Laranjai section of same was opened 
 May 24, 1886. The road was opened, to Tiet6 in 1885. This line is owned by a Bra- 
 zilian corporation. Completed 137.6 miles. 
 
 Southerti Brazilian Bio Grande do Sal Baihoay, from Rio Grande to Bag6, 173.6 
 miles ; gauge, 1 meter. Line opened December, 1884. By the terms of the concession 
 the Government guaranties for thirty years 7 per cent, per annum on a capital of 
 ^7,605,000, with no competing line within 20 kilometers to be sanctioned for ninety 
 years without the company's consent, hut reserves the option of purchase after thirty 
 years. 
 
 Taquary and Uruguayana Baihoay, projected to run from Taquary near Porto 
 Alegre, due west to Uruguayana. From Taquary to Santa Maria 162.40 miles is 
 already completed, between Santa Maria to Caooquay 71.5 miles more under con- 
 struction, leaving 164.5 miles yet to be constructed. Gauge, 1 meter. This liue was 
 operated in 1^88 at a loss. 
 
 Unaio Valenciana Railway, Desengano to Rio Preto, 39 miles ; gauge, 1.1 meter. 
 
 Western Raihoay of San Paulo (Companhia Paulista de Estrada de Ferro de Oeste), 
 from Jundiahy ( junction San Paulo Railway ) via Campinas to Belem do Descalva- 
 dos, 125 miles, with branch from Condeiras via Rio Claro to the Mogy Gassu river at 
 Pinhal, 26 miles ; total, 151 miles. Gauge, 5 feet 3 inches. Thisroad was built by a 
 Brazilian corporation without the ai d of foreign capital and Its total cost was about 
 $33,500 per mile. 
 
 There are a number of other lines aggregating 526.6 miles, the most important 
 being the Oeste de Minus, 125.2 miles in length. The others are given in the table. 
 
 PROJECTED RAILROADS IN SOUTH BRAZIL. 
 
 Having been handed a pamphlet upon the projected lines of railroad for the south- 
 ern portion of Brazil, I have made copies thereof, one of which I inclose, thinking 
 some of our railroad men might like to know what was going on in this part of South 
 America. 
 
 The line from San Francisco, just north of this port passing here, thence to Porto 
 Aiegre, I believe, is in the hands of an English company, and they expect the final 
 or third passage through the present house of deputies to take place in a few days, 
 when work is to be commenced. The chart will otherwise explain itself. 
 
 S. Ex. 125 11 * 
 
162 INTERNATIONAL AMERICAN CONFEEENCE. 
 
 fTianelation.l 
 ON THE PROJECTED LINES OF KAILROAD IN THE SOUTHERN PORTION OF BRAZIL. 
 
 We will divide the execution of the plan of railways herein delineated in the 
 southern part of Brazil into three classes, viz : 
 
 (1) Lines of great necessity, "urgent," which we designate "primary." 
 
 (2) Lines in continuation of the above, which we will term " secondary " lines. 
 
 (3) Ultimately at a more remote period, as the increase of population will war- 
 rant, those we will denominate "final" lines of construction. 
 
 PRIMARY LINES. 
 
 (1) From the hest port in the province of Santa Catharina to the city of Porto 
 Al«(i,i'e, capital of the province of Rio Grande do Sul. 
 
 (2) From the western part of Eio Grande do Sul. Porto Alegre to Uruguayana. 
 
 (3) Alcgrete to Quarahim. 
 
 (4) In the southern part of the province of Rio Grande do Sul, from Porto Alegre 
 to Jaguarao. 
 
 SECONDART LINES. 
 
 (1) From Sorocaba to the bay of San Francisco, province of Santa Catharina. 
 
 (2) From San Francisco, province of Santa Catharina, to the two rivers San An- 
 tonio and Pepery-Guassfi. 
 
 (3) Erom Sao Gabriel to Jaguarao, passing through Bag6. 
 
 (4) From Alegrete to Sao Borja. 
 
 (5) From Bag6 to the terminus of one of the eastern lines on the frontier. 
 
 (6) From Sao Gabriel to Santa Anna do Livramento. 
 
 FINAL LINES OF CONSTRUCTION. 
 
 (1) Those from tne ports of Santos, Paranagna, and Desterro, in direction, re- 
 spectively, of the Colony Douradas, Sete Quedas in Paraue, Pepery-Guassn, and Sao 
 Borja. 
 
 (2) The lines from Sao Gabriel, passing through Santa Maria da Boca da Monte, 
 Passo Fundo, and near to the city of Goyaz, may talse direction to a point on the 
 right bank of the Amazon, between 9° and 17° long. W. of Rio de Janeiro. This will 
 be the Central Brazilian line, at some point of which, when partially developed, is 
 destined to be the future capital of Brazil. 
 
 The lines above mentioned are to run from the ports of Santos, Paranagua, Sao 
 Francisco, and Desterro in direction west, crossing the future Brazilian central line. 
 It is not impossible, or impracticable, that a line could be constructed running from 
 the port of Valparaiso, taking an easterly course, and finding way over these several 
 lines, to the South Atlantic coast. 
 
 In a petition we made to the Imperial Government in 1865, from Paris, we asserted, 
 in order to give the province of Rio Grand do Sal a sure and available communica- 
 tion with the ocean, that it would be necessary to unite the capital by rail with the 
 port of Santa Catharina, and that this line might serve as the common junction for 
 the three great interuational lines, viz : 
 
 First. To bring the city of Montevideo within eighty hours from the imperial cap- 
 ital. 
 
 Second. To make the Santa Catharina line the terminus for the ports of the republic 
 on the South Pacific coast. 
 
 Lastly. To bring the city of Ascuncion, capital of Paraguay, within four days dis- 
 tance from Rio de Janeiro. 
 
 By following this j)lan the result will be our having three railroad lines terminating 
 at as many diifereut points on the frontier of the Empire. 
 
 On account of the extraordinary progress developing within the States on the Pa- 
 cific coast, thereby enlarging the field of our operations, there is a necessity for these 
 lines to meet those from Cobija, Caldera, or Copiapo, which are in search of outlets, 
 the nearest upon the Brazilian coast, thus estaljlisliing great interoceanic lines. 
 
 Note. — Within the zone embracing the province of Santa Catharina, between the 
 general mountain range and the ocean, is where colonies have been established, 
 which, under diiferent headings, represent a sum of not less than $60,000,000,000 ex- 
 pended by the general government with the intention of developing the interest of 
 this zone. It is here the lands are located which were given to the Imperial Princess 
 as dotal patrimony. 
 
INTERNATIONAL AMERICAN CONFERENCE. 163 
 
 Oa this oontiDent Washington and the t'utui'e capital of Brazil, united by a com- 
 plete system of railroads, shall form the two grand centers, both political and com- 
 mercial, which shall be the regulator of ideas in this part of the globe. 
 
 As the United States of America employ all their efl'orts to foster through railroads 
 their interest with those of Mexico and the British possessions, so Brazil, with equal 
 energy, should nurse the aspirations of her people in unison with this interest with 
 those of the various independent States on her border. 
 
 This we understand ought to be one of the principal objects of those charged with 
 the destinies of the country. 
 
 If the traditional policy of Peter the Great of Russia, that the eagle of theRoman- 
 oft's should extend its flight to the Bosporus and the Bay of Bengal, that of Brazil 
 ought to bind together iuSimately the diiferent points of her possessions, and extend 
 her influence to Cape Horn and the South Pacific. 
 
 The locomotive is destined to unite the two oceans which border the South Amer- 
 ican continent, assisted by the two grand water- courses, the Amazon and La Plata. 
 (Report by Consular Agent Comsett, of Desterro, September 10, 1882.) 
 
 RAILROADS AND STEAM-SHIPS OF SOUTHERK BRAZIL. 
 
 In this province, Stlo Pedro do Rio Grande do Sul, there are at present three rail- 
 ways in operation, and one or two other linos projected for which preliminary sur- 
 veys have been made. 
 
 Tlie lines in operation are, first, Estrada de Ferro do Rio Grande & Bag^, opened for 
 traffic on December 2, 1884 ; second, Estrada de Ferro de Porto Alegre a Uruguayana, 
 opened in March, 1883, and third, Estrada de Ferro de Porto Alegre & Nova Ham- 
 burgo, opened in 1875. 
 
 The first line runs from the city of Rio Grande do Sul, in the southern part of the 
 province, along the low sandy shores of Lagoa dos Patos to Pelotas, a city of over 
 10,000 inhabitants, distant 52.5 kilometers (32.6 miles) ; from thence almost due west 
 to Bag6, the present terminus — a total distance from Rio Grande do Sul of 280.2 kilo- 
 meters, or 174 English miles, and within 80 miles of the boundary line between the 
 Republic of Uruguay and the Empire of Brazil. 
 
 The road is substantially built; has a gauge of 1 meter, or 1.09 yards, and is laid 
 with heavy T rails, of English manufacture, on hard-wood sleepers, secured with 
 spikes, and" ends joined with fish-plates and bolts. It was built, and is at present 
 owned and operated, by an English company. The locomotives are from the famous 
 Baldwin Locomotive Works in the United States, of the "Mogul" pattern, burning Car- 
 difl'eoal and patent fuel, which is simply very fine coal mixed with some resinous sub- 
 stance and pressed into hard blocks. Passenger coaches are of two classes ; those for 
 the lirat-class passengers were made in the United States and on the American plan, 
 and those for second-class passengers were made in Europe, but on the same plan as 
 the first-class coaches. The traffic, or freight cars are of Brazilian make, being light 
 and short, mounted on a single truck at each end. It is expected to extend this road 
 to the Brazilian boundary. 
 
 The latest published official returns showing the receipis and expenses of the road 
 are for the year 1886, in which year its receipts were, reduced to United States cur- 
 rency, 1329,645, and expenses, including improvements, $306,364, leaving an unex- 
 pended balance of |v;3,281. In that year it carried 105,465 passengers of all classes, 
 and 20,735 tons of freight. First-class passenger rates from Rio Grande to BagS are 
 $10; round trip, $115. Freight is divided into five classes under the tariff list of the 
 company. For first-class freight the charge is $28 per ton from Rio Grande to Bag<5, 
 and for 'fifth-class, $6.70 per ton. The road was built at an average cost of $37,000 
 per mile, under a guaranty by the Brazilian Government of 7 per cent, per annum on 
 the capital stock subscribed; provided, however, so much is expended annually in 
 extending the line or on improvements of the line already built by the company, 
 which improvements are under the control and direction of the Government's agents, 
 termed fiscal engineers. 
 
 If the operating expenses should exceed the receipts, the 7 per cent, guaranty by 
 the Government is first applied to the payment of that deficit, and if not sufficient to 
 discharge it, the Government's responsibility extends no further. A number of sub- 
 scribers to the capital stock were under the impression that the guaranty of 7 per 
 cent, per annum by the Brazilian Government was unconditional, but they have since 
 learned differentlv ; for last year a dividend of 5 per cent, only was declared, which 
 is practically a deficit of 2 per cent, on the gross receipts of the road. 
 
 The second road, when complete'd, will run from Porto Alegro, the capital of the 
 province, in the central eastern part to Uruguayana, ou the Uruguay River, a dis- 
 tance of 378 miles. However, it is not completed over two-thirds of the way, the 
 work of track-laying progressing slowly. This is the central road of the province, 
 dividing it east and west into two nearly equal parts, and when completed will con- 
 
164 IKTERNATIONAL AMERICAN CONFEEEKfcE. 
 
 nect the capital, a city of 40,000 inhabitants, with the Argentine Confederation at 
 Uruguayana, where the Brazilian Government has a cnstoin-house. It is owned and 
 operated by the Government and is 1 meter in gauge. I linow nothing of the engines 
 and cars. 
 
 The receipts for the fiscal year 1886 of this road were $219,063 ; expenses, $254,310, 
 leaving a deficit of Ss35,247; number of passengers, 40,515; freight, 34,701 tons. 
 
 The third and last Hue in operation is a short one, 2(j miles in length, connecting 
 the capital with New Hamburg, a large German settlement. It is owned by au En- 
 glish company, and in 1886 had a deficit of $1,878 but I am informed that under its 
 recent management it will pay a small dividend this year. 
 
 Some time since a survey was made by the Government for a road from Porto Ale- 
 gro to the port of Sao Francisco, in the province of Santa Catharina, the object of 
 which was to give an outlet to the sea for the northern and western part of the prov- 
 ince without passing through Lago dos Patos over the Rio Grande bar. This sur- 
 vey has been retracted by the Government, as the road it now operates does not pay 
 expenses. 
 
 Tbe sum ofSlOO.OOO has been subscribed by citizens of this city and Pelotas for the 
 building of a steam tramway running from the suburbs of this city to the sea-shore, 
 a distance of 11 miles, where extensive grounds will be arranged for a pleasure resort. 
 This road will be built, the name of the company being Companhia de Binds subur- 
 banos de Mangneira. (Report of Lebbeus 6. Bennington, consul at Rio Grande do 
 Sul, July 9, 1888.) 
 
 BRAZILIAN RAILROADS. 
 
 At the close of the year 1887 there were in operation in Brazil 5,222 miles of railroad, 
 of which 1,251 belonged to the general government, 59 to provincial governments, 
 and 3,912 to companies and individuals. Of tbe last named, 1,340 miles were built 
 without assistance from the general or provincial governmeuts. The provincial gov- 
 ernments aided, either by subsidies or by guarantying interest on the capital in- 
 vested, in the construction of 972 miles, and the general government is responsible 
 for interest on the capital invested in 1,600 miles. 
 
 At the same time there were in construction 870 miles of railway, of which about 
 450 miles it is estimated have since been completed, making the total length of the 
 railways in operation in Brazil nearly 5,700 miles. 
 
 Nearly one-fourth of the total mileage is in the proviace of Sao Paulo, and it is in 
 this province that railroads are most prosperous. At the close of 1886 there were in 
 the province eight railroads whose total length was 1,124 miles, besides a part of the 
 principal government road, the D. Pedro II. The cost of building these eight roads 
 was §49,498,000. Up to that time the general government had expended ou them in 
 the form of guarantied interest tbe sum of $7,364,040, of which $2,473,420 had been 
 repaid. The provincial government had expended $3,7.',2, ItfS, the amount repaid be- 
 ing §234,403. Tbe operating expenses of the eight loads in ld86 were §4,263,253, and 
 the receipts S8,399,59'5. 
 
 Outside of the province of Sao Paulo there are few prosperous railroads in the Em- 
 pire. Of those belonging to the Government the only one that pays a reasonable in- 
 terest on the capital invested in it is the D. Pedro II. This road, which in 1886 was 
 463 miles long, had cost up to that time §.53,833,000. In that year the operating ex- 
 penses of the road were 83,534,062 and the receipts 8'', 304, 983. 
 
 On none of the other Government roads were the receipts that year sufficient to 
 pay operating expenses. These expenses .'imounted to 81,112.370, while the receipts 
 were only 8773,450. The cost of these roals, which were at that time 704 miles long, 
 was 848,180,000. 
 
 Of the roads receiving Government aid there are some which have drawn from the 
 State in guarantied interest a larger sum than the original cost of construction. 
 These roads, which in 1886 were 1,445 miles hmg, had cost up to that time 894,113,000. 
 At the close of 1887, when the length of these roads (seventeen in number) was, as 
 has already been stated, 1,600 miles, the companies owning them had received from 
 the Government in guarantied interest the sum of §61,757,828. 
 
 From these figures it will bo seen that the large increase in the annual expendi- 
 tures of the Government and, consequently, in the public debt and the burdens of 
 taxation is partly due to the liabilities incurred in promoting the construction of 
 Government and assisted railroads. 
 
 On the other hand, it is undouljtedly true that the railroads so constructed have 
 contributed to stimulate production, promote progress, auil increase the annual rev- 
 enue of the Government. 
 
 The data of which I have made use in treating of railroads had to oe drawu from 
 various sources, there being no single work in which recent anu complete informa- 
 tion can be obtained. This remark applies with still greater force to the statistics 
 
INTERNATIONAL AMERICAN CONFERENCE 165 
 
 of manufacturing industry in this country. (Report by Consul-General Armstrong, 
 Rio Janeiro, June 1, 1889.) 
 
 Under date of August 31, 1889, Consul Borstel, of Pernambuco, reports that the con- 
 tract to build a new railroad in the province of Piauby, in this consular district, has 
 been awarded to Dr. Newton Coyar Bustlamaqui, a Brazilian. This line will be nar- 
 row-gauge, and will begin in the city of Amarante, a small sea-port town in the 
 above-named province, and ruu to the sierra called Dais Amaas, or Two Brothers, in 
 the same province, a distance of 700 kilometers, or 140 leagues. Dr. Bustlamaqui has 
 an additional contract to carry on the line from the said sierra to the city of Petro- 
 lina, on the banks of the River San Francisco, in the province of Pernambuco, a 
 distance of 200 kilometers, or 40 leagues. This is thesame line of which some meager 
 account was sent in my dispatch No. 33, of April 14, 1888. The estimated cost of the 
 line is $12,000 per kilometer, or close to |10, 000,000 for the whole line. The Govern- 
 ment guarantied 6 per cent, yearly upon the capital expended until the line is fin- 
 ished to its satisfaction. 
 
 BRITISH GUIANA. 
 
 Demarara Railway, from Georgetown to Mahaioa, 20 miles. This line is owned by 
 a British corporation organized in 1845. The road was completed and opened 
 throughout its entire length, September 1, 1864, and has a gauge of 4 feet 8 J inches. 
 The net earnings for 1888 were $67,145. 
 
THE INTERCONTINENTAL RAILWAY. 
 
 The idea of au intercontiueutal railway was givea prominence some years ago by 
 Mr. Helper iu his book, the " Three Americas Railway," containing some essays writ- 
 ten upon the subject at his request. The Commission appointed nnder act of Con- 
 gress approved July?, 1884, "to ascertain and report on the best modes of securing 
 more intimate international and commercial relations between the United States and 
 the several countries of Central and South America," made inquiries in those coun- 
 tries in regard to the feasibility of such a line. Their report, published in 1885 and 
 1886, contains much valuable information. 
 
 Au interesting contribution to this subject was also made by John E. Bacon, United 
 States minister to Uruguay. He discusses the feasibility of the line, and names sev- 
 eral general routes which might be"* followed. His report is published in "Trade and 
 Transportation," by William E. Curtis (Government publication), and in volume 26 
 Consular Reports, State Department. 
 
 Summing up the detailed iuforraiition it ia seen that much has already been accom- 
 plished in the direction of an intercontinental railway. 
 
 A glance at the map of the Western Hemisphere will show that in the north the 
 railways of the United States extend east and west, north and south; they join those 
 of Mexico at several points, and extend in several lines southward to the City of 
 Mexico, whence lines have been projected to the boundary of Central America, and 
 one is under construction. Again, in South America, railways cover the southern 
 part in all directions, converge northward and proceed onward in a single line. 
 
 The railway systems of the United States reach the frontier at four points ; Nogales, 
 El Paso, Eagle Pass, and Laredo. 
 
 At Nogales, the Sonora road extends to Guaymas, from which point another line is 
 projected southward along the Pacific coast, as far as Mazatlan, and indeed to Guer- 
 rero, which would eventually connect it with the City of Mexico. From El Paso 
 which is 2,456 miles from New York and 1,286 from San Francisco, the Mexican Cen- 
 tral Railroad goes 1,224 miles to the City of Mexico. From Eagle Pass, 2,083 miles 
 from New York and 1,819 miles from San Francisco, the Mexican International to 
 Torreon on the Mexican Central, 384 mUes, and thence to the City of Mexico, in all 
 1,091 miles, and from Laredo, 2,187 miles from New York, the Mexican National, 839 
 miles to the City of Mexico. 
 
 The City of Mexico may then be taken as another starting point. 
 
 The Mexican Southern has been projected from the City of Mexico through Puebla, 
 Tehuacan, Oaxaca, etc., to Tehuantepec, and thence along the coast to the frontier of 
 Guatemala, 768 miles. A line is already iu operation 183 miles south of the City of 
 Mexico, and the line above mentioned is under construction. A great portion is al- 
 ready surveyed, the remainder will soon be located, and it is believed that the con- 
 struction will be completed at no distant day. A branch was projected from Tonala 
 to San Cristobal. That this route has been phosen to reach Central America would 
 seem to show that it is the best. It reaches the population where it is densest around 
 Oaxaca, and it goes from there along the route easiest of construction except perhaps 
 for the numerous bridges required from Tehuantepec southward along the coast. 
 The elevation, gradually increasing from Tehuantepec, would reach at Tapaohula 
 about 1,000 feet. 
 166 
 
INTERNATIONAL AMERICAN CONFERENCE. 167 
 
 From the City of Mexico there is another roate. The Mexican Railway may be 
 taken to Vera Cruz, 263 miles, and then the Alvarado road to Alvaratlo, 34 miles, or 
 297 in all. This latter road has a concession for an extension to the Isthmus of 
 Tehuantepec. The Continental Railway, projected from Matamoras along the 
 Gulf coast, will also follow this route south of Vera Cruz. None of this latter line 
 has been surveyed, but for a portion of the distance there is a level strip of land be- 
 tween the coast and the mountains which would permit of a railway, yet the mount- 
 ains at places approach the coast very closely. From Alvarado to Minatitlan, on the 
 Isthmus, would be about 110 miles. At this point the Tehuantepec Railway might be 
 used to Tehuantepec, or a southeasterly direction, following the cart roads into the 
 Interior to the city of San Cristobal, 200 miles further, or 607 miles in all from the 
 City of Mexico, and from that point the same general direction to the frontier of 
 Guatemala. The heights on the Isthmus are moderate, but the country to the east- 
 ward has not been surveyed. As an alternative line, this would not be any more 
 difficult of construction than the Mexican Southern ; that its length is less makes its 
 worthy of consideration, and being in the interior, it would have a healthier situa- 
 tion. 
 
 The coast may still be followed by the first route through the State of Guatemala. 
 It is said that a survey is being made for a line from Guatemala City to connect with 
 the road from Tonala, but it has not been announced yet what route it will take, 
 however, it is probable that jt will follow the coast, gradually ascending from Tapa- 
 chula to Retalhuleu, meeting the railway from Champerioo, thence to Esouintla, 1,450 
 feet above the sea, which is a point on the railway from San Joa6 to Guatemala City. 
 Contracts have recently been made for the extension of this latter line to Santo 
 Tomas, making it a means of interooeanic communication. The distance from Ta- 
 pachula to Escuintla is about 145 miles. 
 
 From Escuintla the line may again follow the coast through the State of Salvador 
 to San Miguel or La Union, the distance to the latter point being about 218 miles, but 
 there are few inhabitants along the coast, and branches would have to be built to the 
 capital and other important cities; hence it would be better l^o go at once from Es- 
 cuintla to San Salvador 126 miles, crossing the railroad from Acajutla to Santa Ana 
 at Sonsonate, then the high land can be followed through the important cities of Co- 
 jntepeque and San Vicente to San Miguel. Such a line would reach the greater por- 
 tion of the population and would be in a healthy location. The grades would not be 
 too heavy, as shown by the elevations determined by the French expedition. The 
 traffic of the country is carried by the cart roads along about the same route. From 
 San Salvador to San Miguel is above 90 miles. 
 
 Taking up again the interior route at San Cristobal in Mexico, a general southeast- 
 erly direction might be taken to Totonicapan, Solola and Guatemala City, a total of 
 about 205 miles from San Cristobal. While this route reaches the mass of the popu- 
 lation and the fertile reigons, yet the topography is such as to make construction dif- 
 ficult. It is mountainous, the spurs or chains running in a direction almost perpen- 
 dicular to the lino, with deep valleys between. However, it is again to be noticed 
 that the distance is apparently less from the City of Mexico than by the coast route. 
 
 From Guatemala City the line may then proceed by the shortest rente to the city 
 of Santa Ana and San Salvador, whence the route previously described may be fol- 
 lowed, or the line may go from Guatemala City to Jutiapa, and thence down the valley 
 of the Lempa in a general direction parallel to the coast, with branches to the prin- 
 cipal cities. Such a railroad has been spoken of by the capitalists of Salvador and 
 has indeed been projected. A line is said to be under construction from San Miguel 
 to La Union, which is no doubt part of the general project. The distance through 
 this State is about 170 miles. 
 
 From San Miguel the line may go directly west over almost level ground to the 
 river Goascoran, crossing the projected Honduras Interoceanic Railway for which sur- 
 veys were made as long ago as 1853, and which clearly show the nature of the country 
 in this vicinity. 
 
168 INTERNATIONAL AMERICAN CONFERENCE. 
 
 The surveys for the Nicaragua Canal have covered the territory in the Tveatern part 
 of the State of Nicaragua, and these show to the country be very favorable for rail- 
 way building. 
 
 Here again there is a large proportion of the population in the cities of Leon, Ma- 
 nagua, Granada, Rivas, etc. The Nicaragua Railway having a general direction 
 parallel to the coast may be used in the through line. At the Goasooran, the line 
 will be about at sea-level and little change in elevation will be required from this 
 point almost to the Isthmus of Panama. 
 
 Crossing the Goascoran, the line will skirt the Gulf of Fonseoa, passing through 
 the State of Honduras, the town of Cholnteca, crossing the Rio Negro, and thence to 
 the nearest point, Chinandega, of the Nicaragua Railway. The distance through 
 Honduras will be about 90 miles to Chinandega, or about 120 miles from San Miguel. 
 The Nioaraguan Railway consists of two sections, 58 miles and 32 miles each in length, 
 communication between them being carried on by a line of steam-boats on Lake 
 Managua, but they could easily be united by a line of railway. About 45 miles only 
 of the first section can be used in the through line from Chinandega to Momotombo. 
 From Granada, the southern terminus of the Nicaragua Railway, the Intercontinental 
 line would then follow the shores of Lake Nicaragua to the city of Rivas (or Nica- 
 ragua), 150 miles from Chinandega, and still following the lake would cross the 
 frontier line of Costa Rica. 
 
 Here the question arises as to whether the Pacific or the Atlantic slope should be 
 followed. It is reported that a syndicate has been formed to build a line from Jimenez, 
 on the Costa Rica Railway, northwestward to the mouth of the San Carlos River, 
 and that the concession has been granted by the government. A concession has been 
 granted very recently for another line from Esparta northwestward to the Nicaragua 
 boundary. The general line may take either of these : the Atlantic or the Pacific coast 
 being followed to the isthmus, or the Pacific coast to Esparta, thence across the State 
 by the line now almost completed to Matina and from there south along the Atlantic 
 coast. 
 
 While the latter wftuld pass through the most populous region, it would be longer 
 than either of the others, and the grades of the Costa Rica Railway are heavy. The 
 distance from the northern to the southern boundary is the same by either of the 
 other routes, but it is believed that the Atlantic slope is richer both in agricultural 
 and mineral productions, and hence would no doubt be better for the through line. 
 From the Nicaragua boundary the line would reach the nearest point of the San Carlos 
 line, thence to Jimenez on the Costa Rica Railway, thence to Matina, and southward 
 along the coast. From the southern terminns of the Nicaraguan Railway to Jimenez 
 is about 210 miles, of which about 75 miles will be along the San Carlos line. From 
 Jimenez to Matina is about 33 miles, and from Matina, to the frontier about 130 miles. 
 
 Thus to carry communication through Central America from the City of Mexico 
 requires about 1,700 miles of railway, of which 293 miles are already constructed and 
 in operation, 780 miles are under construction and survey, and 625 remain still to be 
 located. The figures for the line through the interior are slightly different, but in 
 each case they can only be approximate on account of the inaccuracy of the maps. 
 Few surveys have been made, and those are confined to some route proposed for a 
 railway or a canal. 
 
 The elevations, as has been said, from San Miguel in Salvador, all the way to the 
 southern boundary of Costa Rica, do not change much, and hence the grades will 
 probably be light. There are a number of rivers, but it is believed that noue of them 
 would require long or expensive bridges. The engineer's estimates for the Costa Rica 
 Railway were $37,500 per mile, and this in the difficult part ; hence the average cost 
 of the International line from the City of Mexico through Central America would 
 probably be no greater. The traffic which it would reach would undoubtedly be re- 
 munerative, for all these countries are very rich both in agricultural and mineral 
 Tesouioes. 
 
INTKENATIONAL AMERICAN CONFERENCE. 169 
 
 By a glatico at the map of South America it will be seen that its railways lie upon 
 the outer border, with the exception perhaps of the projected line around the rapids 
 of the Madeira River. In the south the railways of Chili, Argentine, Uruguay and 
 Paraguay, and Brazil are already so united, or soon to be united, as to form great 
 systems. Lines also have been projected in Peru and Bolivia which will eventually 
 unite with those south of them, carrying rail communication as far north as Cuzoo, in 
 Peru, about 2,189 miles from Buenos Ayres. North of this little has been done that 
 will be of use in the Intercontinental line. 
 
 Taking np the line at the boundary of Costa Rica, it must from there traverse the 
 Isthmus of Panama to reach the commerce of the southern continent. Very little is 
 known of the topography of the isthmus beyond a few miles on either side of the 
 routes surveyed for interoceanic canals. However, these indicate that grades need 
 not be difficult — although the experience of the Panama Railroad would show that 
 there are many other difficulties to be overcome. The important xioint in this local- 
 ity is, therefore, the saving of distance. The line, beginning on the north side, will 
 at some convenient point cross to the south side, thence by the shortest distance to 
 Quibdo, or some other convenient point in Colombia. Surveys may show that it is 
 better to follow the north side of the isthmus. In any case the road must be built in 
 the foot-hills to avoid the numerous water-courses and the low and marshy lands. 
 
 Having reached the Continent, there are several general routes open for choice, 
 which for convenience will be called : 
 
 (1) The coast. 
 
 (2) The eastern slope of the Andes. 
 
 (3) The interior. 
 
 (4) The central plateau. 
 
 No. 1. The Andes in the north approach very near to the Pacific ; the coast, except 
 in the south, is thinly inhabitated, and is not the productive area of the continent, 
 and hence would be unfavorable, except perhaps from the city of Guayaquil in Ecua- 
 dor southward. Even upon this part there are objections to the selection of this 
 route because of the proximity of water transportation and because the central pla- 
 teau and the eastern slopes of the Andes are the populous and fertile regions of this 
 portion of the continent. Yet it will be noticed that the Chilian railways form an 
 almost unbroken line for 1,500 miles, and that Peru has numerous short lines which 
 might be united. The coast line would be beneficial when these countries become 
 more thickly settled and better developed. 
 
 No. 2. The line may be carried to the eastern slopes of the Andes and thence 
 southward, but it would traverse a country without roads and with few inhabitants — 
 a country thickly covered with forests and crossed by many streams, along which 
 communication is maintained to the foot of the Cordilleras from which trails lead 
 to the plateau. While this line would pass through a rich country where traffic 
 might possibly be developed, yet difficulties of construction or even of location seem 
 to be such as to render it almost impossible. If the line, however, is so located it 
 should follow the dividing line of two water-sheds, cross the Amazon, and then take 
 its conrse toward the northernmost point of the systems of the countries to the south, 
 most likely Cnzco or Cerro de Pasco in Peru. At the latter of these there is a pass in 
 the Cordillera through which traffic passes to reach the head of navigation in the 
 Amazon. The line would thus descend from an elevation of about 12,000 feet in 
 Colombia to 400 feet on the Amazon and ascend again to about 11,000 feet at Cerro de 
 Pasco or Cuzco. 
 
 No. 3. The interior route, on account of the immense breadth of the rivers, their 
 number, the density of the forests, and the lack of population, is almost out of the 
 question. While this country is undoubtedly very fertile it is almost entirely un- 
 known; but when it becomes known and more thickly settled this route would be 
 valuable, because it reaches in the shortest distance the populated regions of the 
 southeast. 
 
170 INTERNATIONAL AMERICAN CONFERENCE. 
 
 No. 4. There rein.ain3, then, the rente by the central plateau, against which fewer 
 objections seem to exist than against any of the others. It would reach throughout 
 its length the most thickly settled portion of the continent ; it would reach all its 
 mineral wealth and connect with nearly all the railways so far projected, and besides 
 there are but a few points where great difficulty would be found in the location. One 
 of these has already been mentioned, near Popayau in Colombia ; another is between 
 Pasto and Ibarra in Ecuador, and another near Loja in Ecuador, all caused by lat- 
 eral ridges of the Andes. One of these might be avoided by crossing the Cordillera 
 in Ecuador to Macas, thence south along the eastern slope to Moyobamba, and 
 thence to Cerro de Pasco. 
 
 The line through Colombia may follow two routes : The valley of the Cauca or the 
 valley of the Magdaleua. The Cauca Valley is more fertile and thickly inhabited, 
 and being nearer to the Isthmus wiU require less construction than the interconti- 
 nental line. It may, however, be deemed desirable to reach Bogota, the capital, 
 which might be done by a branch, the main line being carried along the Cauca. A 
 branch might also be extended to Venezuela. The Antioquia Railway, already partly 
 constructed, could be used as part of it. The Cauca Valley is spoken of more favora- 
 bly by Colombians than the Magdalena, although lines to Bogota have been projected 
 and a French syndicate is endeavoring to obtain a concession for this. Whichever 
 valley is followed, a portion of Colombia is reached about which very little is known. 
 The old Spanish road extends firom Popayau, at the head of the Cauca, southward 
 along the central plateau, bat nothing is known about the country southward from 
 the Magdalena across the Cordilleras. This is one difficult portion of the proposed 
 line, and how difficult it is impossible to estimate. 
 
 The line may then be described as follows : Leaving Quibdo in Colombia, the Cauca 
 Valley would be entered at the first available opening in the Cordillera, and would 
 be followed with an ascending grade to Bnga, Cartage and Popayan ; then, crossing 
 the lateral ridge, enter the plateau proper, passing through Pasto and Ibarra to 
 Quito. A railway has been projected to this point from Sibambe, 150 miles south, to 
 which point the line from Guayaquil is now being constructed. Prom Sibambe the 
 through line may go to Cuenca and Loja, thence into Peru and the valley of the Mar- 
 anon, and to Cerro de Pasco, where it will meet the line projectedfrom Oroya. From 
 some point on this line a branch is projected to Janja, from which the Intercontinental 
 Railway will go by the best route to Cuzco, where it will join the MoUendo, Arequipa 
 and Puuo Railway, of which a portion only has been constructed. When completed 
 this line may be taken to Puno, from whence another line has been projected to La 
 Paz in BoUvia. The portion of the Puno road referred to is about 92 miles in length, 
 From La Paz a line is projected to Oruro and Huanchaca, from which point the pro- 
 jected line goes in two directions — one towards Antofagaeta, the other southward to 
 meet theArgeutine line from Jujuy. The line from Antofagasta is under construction 
 towards Huanchaca and the greater portion is built. The line from Jujuy is now 
 within 120 miles of the Bolivian frontier. 
 
 The distances can be only approximately determined, except in the southern part. 
 By measurement upon the maps I have obtained the following : From the front- 
 ier of Costa Rica through Quibdo the Cauca Valley and Popayan to Qaito is about 
 985 miles; from Quito to Cerro de Pasco is about 805 miles; from Cerro de Pasco 
 to Cuzco is about 350 miles ; from Cuzco to Puno is 272 mUes, Puno to La Paz 162. 
 La Paz to Potosl 342, Potosi to Jujuy 420, Jujuy to Buenos Ayres 993, or from Cuzco 
 to Buenos Ayres 2,189 miles. 
 
 From Cuzco in Peru to the railways of Costa Rica, about 2,300 miles, is the one 
 long link which the Intercontinental line will be called upon to constmot, for 
 from Cuzco south to Buenos Ayres or Valparaiso it will be seen that railways are 
 already built or projected. 
 
 The general elevation will be about 7,000 or 8,000 feet above the level of the 
 sea. It rises in the Cauca Valley to perhaps 14,000 feet, sinks again in Ecuador, 
 
INTERNATlONAli AMERICAN CONFERENCE. 171 
 
 rising to pass the lateral sierras, reaches its lowest level at the Maranon, and rises 
 again to reach the great table-land of Bolivia. 
 
 To sum up : From the southern terminus of the railways in operation in Mexico 
 to the northern terminus of the xlrgentine system is about 4,900 miles. In this 
 distance there are already constructed about 230 miles which can be used in the 
 through line, 1,800 miles are under construction and survey, and there remain2,870 
 miles to be located in order to complete tbe line that will eventually unite the 
 republics of the Western Hemisphere. 
 
 A more accurate statement of the location can not be made from present knowledge 
 of the subject. Surveys are necessary ; general, in order to give a mstre complete idea 
 of the topography, and particular for the exact location of the line. Much of the 
 country to be traversed is unknown ; of the rest but few surveys have been under- 
 taken. 
 
 A branch line has been projected in Bolivia from Oruro to Cochabamba. A line 
 has been projected from Santa Crnz to the Paraguay. If these are built with a con- 
 nection between Cochabamba and Santa Cruz, the commerce of Paraguay and Brazil 
 will be reached. The lino from the Paraguay is to go to Sucre, and might be extended 
 to Potosi and Uyuni, joining at that point the Bolivian railways. 
 
 The route by the central plateau touches a number of transandine lines : The 
 Cauca RaUway, in Colombia, from Buenaventura to Call, partly completed; the rail- 
 way in Ecuador from Guayaquil to Sibambe, soon to be completed ; the Oroya and 
 Arequipa lines in Peru, now complete ; and the Antofagasta and the Valparaiso lines, 
 approaching completion. 
 
 Another route for the intercontinental line deserves mention. The Brazilian rail- 
 ways cover, more or less, the eastern coast of the continent. If these were joined 
 and carried northward they would approach the Amazon. The Venezuelan lines are 
 being connected with each other and are projected toward the interior. The Orinoco 
 and the Amazon then form the only barrier between the railways of Venezuela and 
 those of Brazil, but one which may almost be considered impassable. 
 
SURVEYS. 
 
 It was stated that the information relating to the topography of the Spanish Amer- 
 ican countries is very limited. This is true of all these countries with perhaps one 
 or two exceptions. Much of their area is unexplored, and few general surveys have 
 ever been undertaken. Maps of each country are published, but they are on small 
 scales, they differ greatly among themselves, and few are reliable, as the records of 
 travelers show. A far better idea of the topography is obtained by reading books 
 of travel ; even this information is to be taken cautiously unless the writer in accus- 
 tomed to accurate observation, consequently only general ideas can be formed of this 
 portion of the Western Hemisphere. 
 
 The exceptions are where surveys have been undertaken for some particular pur- 
 pose as a railway or interoceanic canal. It may be safely said of these, however, 
 that little is known beyond ten miles on either side of the canal or railway line, and 
 especially is this true of the canal lines, where the object was not a topographical 
 survey, but merely the finding of a single line, which might be used for a canal. 
 Some parts of th ese countries are inhabited by Indian tribes hostile to foreigners, 
 other parts are sterile and bleak thus discouraging travel. 
 
 The lack of topographical information may be supplied by general surveys. This 
 is done in the older and more thickly settled countries in various ways. 
 
 ORGANIZATIONS ,* 
 
 In Great Britain the survey is called the ordnance survey, and is carried on by 
 officers of the royal engineers, Lieut. Gen. Sir Henry James having been for many 
 years at its head. December 31, 1874, there were employed on it 19 officers of royal 
 engineers ; 4 companies of royal engineers containing 121 non-commissioned officers, 
 243 sappers and 8 buglers, 1,000 civil assistants of different grades, and 448 laborers. 
 
 In Prussia the trigonometrical, topographical, and chartographical work is in- 
 trusted to the staff corps of the army, while the geodetic work in connection with the 
 " European measurement of degrees" is in charge of the Geodetic Institute, whose 
 head is Lieut. Gen. J. J. Baeyer. In 1875, 43 staff officers were employed on the sur- 
 vey, together with a large number of gunners, civil assistants, and laborers. 
 
 In Austria, the survey of the empire is intrusted to the Military Geographical In- 
 stitute, an organization which has a general at its head and is under the war depart- 
 ment. Its members are officers, military officials, civil assistants, non-commissioned 
 officers, and workmen. In 1875, it employed 1,258 persons, of whom 283 were army 
 officers varying in rank from lieutenant to major-general. 
 
 In Italy, the surveys, prior to 1873, were carried on by officers of the staff corps 
 under the chief of staff ; but then the survey was given a more independent organ- 
 ization under the title of " Military Topographical Institute." Its present director 
 is Major-General de Vecohi. 
 
 In Spaiu, the surveys are controlled by the Geographical Statistical Institute, with 
 Major-General IbaBez at its head, and are largely carried on by officers of the army. 
 In 1871 there were about thirty geodetic and topographical parties employed. 
 
 In Switzerland the Surveys are under the direction of Colonel Siegfried, chief of 
 staff of the army. 
 
 In Sweden, the geodetic and topographic survey is carried on by the officers of the 
 general staff of the army. Its head is the chief of the topographical division, at 
 present Colonel von Vegesack. 
 
 *B«port of the Chief of Engineers U. S. Army for 187», p. 127. 
 172 
 
INTERNATIONAL AMERICAN CONFERENCE. 173 
 
 In Russia, the military topographical corps is charged with surveys. Its organ- 
 ization is : 6 generals ; 33 majors, lieutenant-colonels, and colonels ; 150 comets, lieu- 
 tenants, and captains ; 170 classed topographers ; 236 topographers, of sergeant's 
 rank ; 42 apprentices. 
 
 The main divisions of the work of a European state survey are usually three, the 
 triangnlation, the topography, and the chartography. When it is practicable, the tri- 
 angulation precedes the topography, and inolades the primary, secondary, and ter- 
 tiary triangnlations and their computations. 
 
 If the triangnlation points thus determined are numerous, as in the Prussian sur- 
 veys, additional triangulation by the topographer will not be needed : when, as in 
 Austria, comparatively few points are determined, the topographer will have to base 
 on them a smaller triangnlation for his detailed work. 
 
 The topographers having been furnished with the positions of certain points within 
 the area to be covered by one of their topographical sheets, make a survey of that 
 area, whose amount of detail will depend on the scale or object of the survey. Their 
 work includes the determination of the required level-curves. 
 
 The topographers' sheets go to the chartographio division, whence they are either 
 reproduced on the same scale or reduced to a smaller scale, and the maps resulting 
 from them are published. 
 
 METHODS. 
 
 It is only within the present century that the methods of geodetic and topographic 
 surveying for large areas have reached high precision. Proviouslythe chief spur to 
 the production of accurate maps was their necessity for military purposes. In some 
 states progress beyond this need has scarcely been made as yet, and the maps give no 
 more detail than is needed for the movement of troops; in others, and notably in 
 Great Britain and Germany, the progress in civilization, the needs of the govern- 
 ment, and the dense population, have required and have obtained the adoption of 
 systems of topographical survey and publication, which are sufficient for all rational 
 demands. 
 
 Aside from the military uses of maps, uses that in Europe must long be among the 
 most important, the increasing intelligence of man in civilized countries demands an 
 accurate knowledge of the earth's surface in his vicinity ; a surface that, while 
 slightly modified by his actii n upon it, yet retains the same principal features from 
 age to age, so that one good survey, with slight occasional corrections, wUl suffice 
 for an indefinite period. 
 
 Where the survey is on a large scale it serves another purpose, by giving, with 
 sufficient accuracy for the imposition of taxes, the areas of all estates, and may, in- 
 deed, be made a basis for land titles. This, however, requires a larger scale than is 
 necessary for ordinary purposes. In England, such maps, called parish plans, are 
 on a scale of yjW- I" many European states, cadastral surveys have been made fre- 
 quently without connection with a topographical survey, their object being the 
 proper apportionment of land-taxes. 
 
 Again, when an accurate survey of a country is made, it will aid in the prelimi- 
 nary examinations for works of engineering, such as railroads, canals, river improve- 
 ments, although no general survey could properly give the detail necessary for the 
 final location or construction of such works. 
 
 In nearly all the European states the area over which the survey extends is covered 
 by a net or chains of triangles of large size, the lengths of whose sides vary from 10 
 to 100 miles, and depend on bases measured with the highest precision that it is prac- 
 ticable to reach ; their probable errors not exceeding about aodV ao part of their lengths. 
 In some states all the angles of this net are observed with extreme precision, so that 
 the probable error of any angle shall not exceed a few tenths of a second ; in others, 
 as in Italy and Spain, certain chains of triangles, 100 or 200 miles apart, running north 
 and south and east and west, thus forming large quadrilaterals, are observed with 
 the greatest precision, the intermediate triangles receiving less care. At the vertices 
 of several of the triangles accurate determinations of latitude and longitude are made, 
 and the azimuth of a triangle side is determined. The heights of the ground above 
 the level of the sea at all vertices are found either by levelings of precision, or trigo- 
 nometrically. The positions of these vertices are thus accurately known in latitude, 
 longitude, and elevation ; they are the precise reference points on which all the in- 
 ferior points depend. 
 
 Starting from the triangle sides of the primary triangulation, the interior of each 
 such triangle is cut up into a smaller triangulation, called secondary, and the sec- 
 ondary triangles, if necessary, into still smaller ones, called tertiary. The vertices of 
 the tertiary triangulation are the guiding points of the topographer ; on them he 
 bases his sheets. 
 
 Thus, in Austria two or three such points at least are required for every sheet cov- 
 ering 7^ minutes of latitude and 15 of longitude, on n scale of at^da , with one or two 
 
174 INTERNATIONAIi AMERICAN CONFERENCE. 
 
 additional ones on the sheet, hut perhaps outside of the horder. This gives one point 
 for each 60 square kilometer (24 square miles.) 
 
 In the Prussian surveys 10 trigonometrical points are required for each 56 square 
 kilometers (22 square miles), scale of detail sheets ^irJwiy- 
 
 In Italy the scale used being y^j^Tn^, one trigonometrical point is determined for every 
 25 square kilometers (10 square miles). 
 
 The heights of these points are also determined and given to the topographer, who 
 bases on them his level or contour curves. 
 
 The determination of points on Tvhich the topographical survey depends has now 
 been explained. If possible, those determinations Should be made in advance of the 
 topographical work. Where that is impossible the topographer must leave perma- 
 nent marks in prominent positions, which are afterward determined from the triangu- 
 lation. 
 
 On the Continent the topographical work is done mainly with the plane table, the 
 amount of detail introduced depending on the scale adopted. Thus, in Prussia, 
 where the scale of the plane-table sheets is asiao t ^'^ necessary detail can be given. 
 Roads, paths, mills, detached houses, important fences, streams, ponds, forests, 
 bridges, mines — all can be shown. When the scale is diminished to sohoo t s-s in 
 Italy, a part of this detail must be omitted, and still more when the scale of publica- 
 tion is diminished, as in Sweden, to too'ooo - 
 
 In all the best modern surveys, even when haohures are used to give pictorial 
 effect, the relief of the earth's surface is shown by level or contour lines, at eleva- 
 tions differing with the precision of the survey. 
 
 In the Prussian sheets, scale nlo^ , the level curves are 20 or 25 feet apart in ele- 
 vation. The J3wiss sheets, scale -j^^Tyxri gi'^o them 10 meters apart. In the Austrian 
 surveys at least eight heights are determined in each square kilometer for the scale 
 ;jiii)o > s-iid seventeen for the double scale. The level curves are drawn at either 20 
 or 100 meters apart. 
 
 In the publication of the results of surveys, the scale ^rirrai adopted by Prussia 
 throughout, and by Switzerland, except for the most mountainous area, appears suf- 
 ficient for all ordinary purposes. It permi cs the measurement of distances to within 15 
 feet. It gives much more detail than the scale of ^^J^, at first adopted for the British 
 maps ; and their map now being published on a scale of 6 inches to the mUe, or -relw> 
 while not large enough to give weU the boundaries of estates, yet requires six times as 
 many sheets as the scale rzhns would do. 
 
 The scale Tshns furnishes also an admirable basis for detailed geological work, en- 
 abling the geologist at once to place on maps of sufficient detail the results of his labors, 
 as is beiug done in Prussia. Indeed, the general topographical and geological maps 
 of that country now in progress present to us a standard of excellence which can only 
 be attained after many years. 
 
 The detailed sheets need combination for general use into maps of a smaller scale. 
 General Dufour adopted imj ' ooo for his excellent map of Switzerland, and the same 
 scale is adopted for the general staff map of Prussia, derived from the asioo sheets. 
 
 In reference to the cost of these surveys per square mile, save in the case of Prus- 
 sia, there is little information. In that country there are about 200 square Prussian 
 miles (4,380 square miles) covered annually by triangulation, costing $78,000 gold. 
 The topography covers the same area per annum , and, with cartography, costs .§117,000, 
 gold, per annum. Dividing the total expense, $195,000 gold, by 4,380, we have $44, 
 gold, per square mile as the cost ot the survty, exclusive of topography done by con- 
 tract at the rate of 700 or 800 francs per square stunde, or $16 to $16, gold, per square 
 English mile. The cost of triangulation, revision, and publication would have to bo 
 added to this. Half the cost of the new Swiss survey is borne by the Confederation 
 and half by the cantons. 
 
 Publication on the scale of the field-sheets only takes place when some society or 
 person agrees to bear half the expense. Austria expends annually about $490,000 for 
 her surveys, but the area covered is not known. It is stated that in the Austrian 
 surveys an officer experienced in topography can, with the aid of two or more sol- 
 diers, survey in the sis summer months, on a a ; ,',,) n scale, from 350 to 500 square kilo- 
 meters (140 to 190 square miles), drawiug the same in colors during the winter. 
 
 Schiavoni, in Principii di Geodesia, states that a topographer in six months can 
 cotnplete SI square kilometers, the scale being YTshm- The wide difference in these 
 estimates is doubtless due in part to difference m precision of the work, although the 
 scales are nearly the same. 
 
 A writer in the North American Review of July, 1875, estimates the total cost of 
 the ordnance survey of Great Britain up to that date at about $20,000,000, in gold, 
 and the area at 111,000 square miles. This would give a cost of $190 per square mile, 
 the work not yet beiui; complete. It should be remembered that it includes many 
 publications on scales larger than irs^ms- 
 
 Taking the Prussian survey as a model, aud recollecting that the cost, $44 per 
 square mile, previously stated, does not include the pay of officers, nor (probably) 
 
INTERNATIONAL AMERICAN CONFERENCE. 175 
 
 the cost of the Geodetic Institute, which has charge of the piimary triangulation and 
 astronomical work, these two omissions, perhajis, increasing thu cost of the work to 
 $60 or $65, it is very doubtful if similar work in this country, on account of the 
 greater cost of labor, both skilled and unskilled, could be done for less than flOO 
 gold per square mile. 
 
 If a lower standard of accuracy were adopted, such as determination of but one 
 triangulatiou-poiut in 25 or 50 square miles, level curves 100 feet apart, field-sheets 
 on a scale of ;otoo i and published maps on a scale of ruThiins! the cost might porbaps 
 be reduced to $50, gold, per square mile. For level, thickly settled areas, with nu- 
 merous telegraph lines, the cost of the first and less precise maps might be further re- 
 duced by substituting astronomical for trigonometrical determinations of the guid- 
 ing points. But when at last good topographical work was to be done, trigonometri- 
 cal points would still be necessary. 
 
 To supply the information necessary for the location of an intercontinental line by 
 any of these methods would take a great length of time. It must be done more 
 quickly and for the definite purpose of railway location. 
 
 In several of the South American countries the government engineers, or engineers 
 employed especially for the purpose, have surveyed lines between all the important 
 points in the State, which are to be used if railways are ever built. 
 
 Even this method does not supply sufiflcient information, for there must be unity 
 of action between the engineers of the several States, or else engineering parties must 
 be sent out for the especial purpose of making the surveys for international and 
 intercontinental lines. 
 
 It could not be considered extraordinary for any one country to undertake this 
 survey, although an agreement between the interested nations with a sharing of the 
 expenses would no doubt be a better plan. 
 
 The United States has always encouraged expeditions and explorations, whose 
 object was either to increase scientific knowledge or to promote its trade with other 
 countries. It has fitted out many to make surveys and explorations in other coun- 
 tries and for other scientific purposes. The following are a few of the more note- 
 worthy instances : 
 
 In 1834 Charles Biddle was sent to Central America as a special agent to investi- 
 gate plans, estimates, etc., for an interoceanio canal. 
 
 Act of Congress May 14, 1836, authorized the President to send out a surveying and 
 exploring expedition to the Pacific Ocean and the South Seas, and appropriated 
 $150,000 for expenses. This expedition was commanded by Commodore Wilkes. 
 
 President Pierce, in 1853, authorized the Secretary of the Navy to send Lieut. Isaac 
 Strain to make surveys of a canal route by way of Nicaragua. Expenses were paid 
 by the Navy Department. 
 
 In 1853 Lieutenants Gibbon and Herndon, U." S. Navy, made exploration of the 
 Amazon River to its sources. 
 
 In 1853-'54-'55-'56 Commander Thomas G. Page, U. S. Navy, made explorations of 
 the La Plata River. 
 
 Act of Congress March 3, 1857, appropriated $25,000 and authorized the Secretaries 
 of War and Navy to employ such officers of the Army and Navy as might be neces- 
 sary to make explorations for a shii^-canal by way of the Atrato and Turando Rivers. 
 The survey was made by Lieut. N. Michlor, of the Army, and Lieut. T. A. Craven, of 
 the Navy. 
 
 In 1860 Congress appointed a committee of Army and Navy officers to examine the 
 Chiriqui route for a canal. 
 
 Act of Congress April 17, 1866, directed a survey, under the Secretary of the Navy, 
 of Behring Straits and the China Seas, for the benefit of American shipping. 
 
 Act of Congress July 28, 1866, appropriated $40,000 for a survey of the Isthmus of 
 Darien, under the War Department. 
 
 Act of Congress July 12, 1870, directed the President to send an expedition toward 
 the North Pole for scientific objects, under instructions from the National Academy 
 of Sciences, and appropriated $50,000 for the expenses. 
 
 Act of Congress July 15, 1870, appropriated $30,000 for an examination and survey, 
 
176 INTERNATIONAL AMERICAN CONFEEENOE. 
 
 under the direction of the presideut of the Tehauntepeo and Nicaragua routes, to 
 ascertain the practicability of canals. 
 
 Act of Congress, May 18, 1872, appropriated $20,000 for the completion of the sur- 
 veys of the Tehauntepeo and Nicaragua routes, and $5,000 to complete the survey of 
 the Darien route. Under the acts of 1870 and 1872 a number of surveys were made 
 by the Navy Department. 
 
 A commission composed of General Humphreys, Mr. C. P. Patterson, of the Coast 
 Survey, -and Commodore Ammeu.of the Navy, was appointed March 13, 1672, to re- 
 port upon the results of those surveys. 
 
 Acts of Congress, March 13, 1849, March 3, 1853, May 31, 1854, August 4, 1854, ap- 
 propriated in all $144,200 for surveys by army engineers for the Pacific railroads in 
 the United States. 
 
 Acts of Congress appropriated mouey for Arctic explorations made under De Haven, 
 De Long, Franklin, and Greely. 
 
 An Antarctic expedition was sent out either by the Navy Department or ander a 
 special appropriation. 
 
RAILWAY GAUGES. 
 
 The selection of a, gauge for the Intercontinental line is not so unimportant a 
 matter as it would seem. 
 
 In the United States there is but one great narrow-gauge system, the Denver and 
 Eio Grande Railway, and it is rumored that this may be converted to standard gauge. 
 A large loan has recently been obtained by the Mexican National Railway for the 
 purpose of changing It to standard gauge. In Mexico the greater portion of the mile- 
 age is 4 feet 8i inches ; in Central America it is 3 feet, or slightly greater ; in South 
 America most of the Argentine railways have a gauge of 5 feet 6 inches ; those of Bra- 
 zil 1 meter, or 3 feet 3f inches ; in Chili it varies from 2 feet 6 inches to 5 feet 6 inches ; 
 in Colombia most of the roads are 3 feet ; and in Peru 4 feet 8^ inches. 
 
 From a comprehensive review of the history and development of the railway 
 gauges of the world the following particulars in regard to the gauges of the world 
 are extracted. It was agreed in England about 1H48 that a uniform gauge 4 feet 8i 
 inches should be used on all roads, except those already served by 7-foot gauge. The 
 first German road, from Nuremberg to Furth, was built with 4 feet Hi inches gauge, 
 which is now used by all the principal roads of Germany, although there is a very 
 considerable mileage of narrower gauges, mainly 1 meter, or 3 feet ,3f inches. Prance 
 started her roads with a width between rail centers of 4 feet 11 inches, which has 
 led to some slight variations of gauges according to rail width. The later roads 
 nave been built with a gauge of 4 feet 8| inches. Holland began with a 6 foot 4 
 inch gauge, but has now altered all its roads to 4 feet 8i inches. The railroad con- 
 gress at Berne, in May, 1886, adopted the following resolution, which is to apply to 
 Germany, Austria-Hungary, France, Italy, and Switzerland: "The gauge of rail- 
 roads measured between the inner edges of the rail heads shall, for roads built or 
 altered as to gauge after this resolution takes effect, not be less than 4 feet 8f inches 
 on straight lines, nor more than 4 feet 9f inches on curves." 
 
 In Russia the first road opened, in 1832, from St. Petersburg to Zarskoe-Selo, about 
 16 miles, had a 6-foot gauge. When the second road was made, in 1842, from St. 
 Petersburg to Moscow, the Czar, at the instance of our countryman, Major Whistler, 
 fixed the Russian gauge at 5 feet, which increase over the English gauge was thought 
 desirable for locomotive purposes. Major Whistler thought as wide a gauge un- 
 called for. The 5-foot gauge has continued the standard in Russia ; but that it is 
 not made different froni the German gauge for military reasons seems to be proved 
 by the fact, instanced by Herr Clans, that the lines built under imperial direction 
 from Warsaw to Vienna and from Warsaw to Bromberg— the Berlin line — were 
 carried out with the German gauge. 
 
 Ireland has a standard gauge of 5 feet 3 inches ; Spain and Portugal, 5 feet 6J inches. 
 Sweden and Norway have the 4-foot 8J-inoh gauge over the majority of their rail- 
 roads ; but 20 per cent, of the Swedish roads have gauges varying from 2 feet 7^ 
 inches up to 4 feet. Norway has 592 kilos of standard gauge, and 970 kilos of 3 feet 
 6 inch gauge. 
 
 In Asia, of the British-Indian roads, with a collective length of 12,366 miles, about 
 7,450 miles have a gauge of 5 feet 5| inches, the remainder being divided among 6 
 gauges from 2 to 4 feet. Of the narrow gauges, the most prevalent, pmbracing 4,200 
 miles, is the meter, 3 feet 3| inches. The Ceylon railways have the standard Indian 
 gauge. The Russian Trans-Caspian lines have the Russian standard gauge of 5 feet. 
 In Asia Minor, the line Mudauia Brussa has a gauge of 3 feet 7^ inches. The island 
 of Java has 449 miles of 3 foot 6 inch gaufce, and 1^:6 miles with 4-foot 8i-inoh. 
 
 In Japan, with the exception of an 8-mile piece, begun in 1885, with a gauge of 2 
 feet 9 inches, all the roads have a 3-foot 6-inch gauge. 
 
 In Africa, the Egyptian railroads, amounting to 932 miles, are of the 4 feet 8i inch 
 gauge. Algiers and Tunis, with 1,203 miles in 1884, had the 4 foot 8i-inch standard 
 8. Ex. 125 12* ■ 177 
 
178 INTEENATIONAL AMERICAN CONFERENCE. 
 
 on all except 155 miles, which had a 3-foot 7i-inoh gauge. The English Cape Colony 
 had in 188.5 1,522 miles, all of 3-foot 6-inch gauge. 
 
 In America, apart from the comparatively small mileage of the United States roads 
 with 3-foot gauge, practically the whole of the United States and Canadian railways 
 are of 4 feet 8^ inches to 4 feet 9 inches. In Mexico, in 1884, 2,083 miles were 4 feet 8^ 
 inches, and 944 3-feet gauge. In Brazil, at the end of 1884, there were 869 miles of 5 
 feet 3 inches gauge, and 4, 164 miles of various gauges between 2 feet and 4 feet 7 inches 
 over 3,700 miles, being 1 meter, or 3 feet 3| inches. So that this may be considered 
 the standard gauge of Brazil. 
 
 In Australia the different colonies, rather singularly, have different gauges, that of 
 New South Wales being 4 feet 8^ inches ; Victoria, 5 feet 3 inches ; South Australia, 
 5 feet 3 inches and 3 feet 6 inches, and the other colonies 3 feet 6 inches. 
 
 The total mileage in operation in the world at the end of 1885 was 303,048 miles. 
 Of this length 74 per cent, were of the 4 feet &} inches to 4 feet 9 inches ; 12 per cent, 
 had larger gauges, and 14 per cent, smaller. (Engineering News, December 8, 1888.) 
 
METAL RAILWAY TIES. 
 
 A point of great importanoe is the material of the ties, which should possess hard- 
 ness, stLffuess, and durability. In Central aud South America the climate causes 
 wood to deteriorate very rapidly, and again in certain parts of these countries it will 
 probably be difficult to get suitable wood. One wr.iter states that in Guatemala ants 
 ate the wooden ties very rapidly. The usefulness of metal ties is appreciated already 
 by the railway builders in Mexico and South America, as the following article from 
 the Engineering News will show : 
 
 METAL RAILWAY TIES. 
 
 The following is the substance of a preliminary report made to the Department of 
 Agriculture iu February, 1889, by Mr. E. E. Kussell Tratman, giving the present ex- 
 tent of use of iron ties throughout the world. It gives in concise form very complete 
 information on this subject. 
 
 SOUTH AMBKIOA. 
 
 Argentina Bepublic. — In this State, cast-iron pot ties are used almost exclusively, 
 except in the far west and north. The Buenos Ayres Great Southern Railway, which 
 began operations in 1865, has 134 miles of double track and 819^ miles of single track 
 laid with cast-iron ties of an improved design. They are adopted on account of the 
 difficulty of procuring good hard-wood ties in sufficient quantity and the greater ex- 
 pense of these wooden ties , also because they give a more rigid and satisfactory 
 track. The Central Argentine Railway has 246 miles laid with cast-iron track. The 
 Santa F6 and Cordoba Railway ordered 20,000 steel ties in England in 18S8. 
 
 Chili. — Steel ties have been tried to a small extent, but the type was considered too 
 heavy and expensive. Previous to the award in November last, to an American 
 syndicate, of the contract for building about 780 miles of railway for the State, pro- 
 posals had been invited by the Chilian legation in Erance for the supply of 739,400 
 metal ties 9 feet long and 725,100 ties 4J feet long. 
 
 United Statea of Colombia. — There has been some talk of adopting metal ties on the 
 Bolivar Railway. 
 
 The Mexican Railway (Vera Cruz line) is using a large number of steel ties of the 
 type in general use in India, andhas obtained very good results with them, especially 
 at times when the road has been flooded. These ties were first used in 1884, and at 
 the end of June, 1888, there were 46J miles of track laid with steel ties. The Mexi- 
 can Central Railway has been contemplating the adoption of the same type of tie on 
 the mountain division of the road, the advantages being that they last longer than 
 wooden ties and keep the track in perfect gauge. 
 
 As a fact of interest I have extracted from a table iu Engineering News the follow- 
 ing: 
 
 On the Pennsylvania Railroad, in 1887, the average tons in loads of freight trains 
 was 207 ; the average charge fer transporting 1 ton 1 mile was .67 of a cent ; the 
 percentage of operating expenses to earnings was 63; the percentage of traffic ex- 
 penses (coaching and merchandise) to total operating expenses was 35 ; the aver- 
 age cost of transporting 1 ton 1 mile was .426 of a cent ; the average cost of trans- 
 porting 1 ton 1 mile, deducting all "traffic expenses" (coaching and merchandise) 
 on all roads, .277 of a c^nt ; average cost of tj-ain mile, freight and passenger, was 
 S5.37 cents. 
 
 179 
 
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 189 
 
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CERTAIN HEIGHTS DETERMINED BY THE 
 FRENCH EXPEDITION. 
 
 Locality. 
 
 Tactic - -*. 
 
 Coban 
 
 San Cristobal 
 
 San Miguel Uapantan.-- 
 
 Cuuen 
 
 Sacapnlaa 
 
 Santa Cruz del Guiche. . 
 
 Quezaltenango 
 
 Totooicapan 
 
 SololA 
 
 Gnatemala City 
 
 Antiffna 
 
 Cindad Vieja 
 
 Escnintla 
 
 Amatitlan 
 
 Palin 
 
 Cnajiniquilapa 
 
 Cerro Redondo 
 
 1^08 Esclavos 
 
 AgaaBlanca 
 
 Sncliitan 
 
 Santa Catarin;* (Rio) 
 
 Retalhulen 
 
 Salania 
 
 Col dePinnla 
 
 Tray Jauea 
 
 Lac de los Pinoa 
 
 Santa Caterina (Pueblo) 
 
 Esqnipolas 
 
 Paso del Eodeo 
 
 Los Horcones 
 
 Piedra de Amoiaa 
 
 Heiffht. 
 
 Feet. 
 4,725 
 4.356 
 4,643 
 6,040 
 5,942 
 3,826 
 6,621 
 7,697 
 8,150 
 7,041 
 5,013 
 5,072 
 5,151 
 1.450 
 3,901 
 3.753 
 2, S48 
 3,542 
 2, 3!)4 
 2 658 
 4,108 
 
 2. 251 
 775 
 
 2,874 
 6, 300 
 5, 537 
 3,274 
 2, 325 
 2,986 
 2,744 
 
 3, 637 
 2,340 
 
 Localitv. 
 
 Copan 
 
 "Vado Hondo 
 
 CMqniniula 
 
 Zacapa 
 
 Pacaya 
 
 Volcan de Agna 
 
 Volcan de Agua (Santa Maria) . , 
 Volcan de Agna (Crater bottom) 
 
 "Volcan de Fnego 
 
 "Volcan de Fnego (la Mtsota) 
 
 Acatenango 
 
 Volcan do Atitlau 
 
 Cerro de Atitlan 
 
 Cerro Quemado 
 
 Santa Maria 
 
 Lago de Atitlan 
 
 Lago de Amatit Uid 
 
 Lago de San Cristobal 
 
 Lai^o de Ayarza 
 
 Jalpatapia 
 
 Rio Paz 
 
 ApanocA 
 
 Ahaachapan 
 
 Sonsonate 
 
 Santa Teola 
 
 San Salvador 
 
 Co.iTitepeque 
 
 San Vicente 
 
 Rio Lempa (Barca) 
 
 Chinameca - 
 
 San Miguel 
 
 La Union 
 
 Height. 
 
 Feet. 
 
 1,830 
 
 1,237 
 
 1,244 
 
 449 
 
 8,360 
 
 12,313 
 
 6,823 
 
 12, 087 
 
 13,127 
 
 12, 001 
 
 13, 616 
 11,723 
 11,723 
 10, 201 
 11, 453 
 
 5,112 
 3.918 
 4,643 
 3,100 
 1, 904 
 
 908 
 4,864 
 
 907 
 
 650 
 2,980 
 2,201 
 2,940 
 1,175 
 10 
 2,000 
 
 363 
 
 HEIGHTS IN NICARAGUA. 
 
 Lake Nicaragua . 
 
 110 Lake Managua.. 
 
 148 
 
 HEIGHTS IN COSTA RICA. 
 
 San Jose, 
 Carta^o.. 
 Heredia . 
 Alajnela 
 
 190 
 
 Atenas — 
 San Mat«o 
 Esparta... 
 
 2,380 
 
 1,050 
 
 718 
 
INTERNATIONAL AMERICAN CONFERENCE. 
 
 191 
 
 HEIGHTS IN SOUTH AMERICA. 
 
 Medellin 
 
 Antioquia 
 
 Cartago 
 
 Buga 
 
 Cauca at Buga 
 
 Fopayan 
 
 Puraoe 
 
 Tuqtierres 
 
 Bogota 
 
 Piedras 
 
 Tocalma 
 
 Ibagu6 
 
 Falmilla 
 
 Gallegos 
 
 Balsa 
 
 Honda 
 
 Paramo of Qnindio 
 
 Neyva 
 
 La Plata 
 
 Call 
 
 Caaca at Call 
 
 Las Papas 
 
 Point near Pasto . . 
 
 Ibarra 
 
 Qnito 
 
 Caencu 
 
 •Taen 
 
 Loja 
 
 Cerro de Pasco 
 
 Tarma 
 
 Cazco 
 
 5,085 
 1,888 
 3,197 
 3,281 
 2,957 
 6,810 
 8,732 
 9,968 
 8,725 
 775 
 1,806 
 4,476 
 6,861 
 
 8, 775 
 4,620 
 
 719 
 11, 496 
 2,511 
 4,227 
 3,537 
 3,278 
 14, 272 
 6,488 
 7,500 
 
 9, 520 
 8,640 
 1,491 
 6,768 
 
 13, 873 
 
 10, 075 
 
 11, 445 
 
 San Eafael 
 
 Huanuco 
 
 Juliaca 
 
 Piino 
 
 La Paz 
 
 Potosi , 
 
 Quaranda 
 
 Arenal 
 
 Ambato 
 
 Tacuuga 
 
 Tinpailo 
 
 Paneoilla 
 
 Klobamba 
 
 Tablon 
 
 Papallacta 
 
 Baeza 
 
 ArcMdona 
 
 Napo 
 
 Mouth of !N"apo 
 
 Coca 
 
 Mouth Agii arico 
 
 Moyohamba 
 
 Chachapoyae 
 
 Tinga Maria 
 
 Kegro and Cassiquiari 
 
 Mouth Mamore 
 
 Tabattnga 
 
 Nauta 
 
 Mouth Ucayali 
 
 Iquitos 
 
 Cajamarca 
 
 8,764 
 6,300 
 13, 025 
 12,962 
 
 12, 226 
 
 13, 330 
 &,840 
 
 14, 200 
 8, 4i)0 
 9,181 
 
 11,662 
 
 10, 101 
 
 9,200 
 
 10, 516 
 
 10, 511 
 
 6,625 
 
 2,115 
 
 1,450 
 
 385 
 
 850 
 
 586 
 
 1,043 
 
 7,682 
 
 2,200 
 
 400 
 
 800 
 
 255 
 
 436 
 
 876 
 
 350 
 
 9,438 
 
 GREATEST HEIGHTS FOUND ON CANAL SURVEYS. 
 
 Tehanntepeo, 780 feet, by Barnard's map. 
 
 Nicaragua Canal, 156; summit is 46 feet above Lake Nicaragua. 
 
 From Baily's map of Nicaragua, on which there are laid down several lines for 
 canals, the following heights are obtained: Sapoa trial line, 258 feet ; Brito line, 202 
 feet, Managua Realejo line, 212 feet; Lake Managua to Gulf of Fonseca probably 55 
 feet above the lake. 
 
 Panama : Garella's line, 459.2 feet, via Rio Gigante, Rio Grande, Rio Chagres. 
 
 Panama Railroad: Colonel Hughes, in Admiral Davis's report, 239 feet. 
 
 Darien: Savari and Morti Rivers, by Gisborne, 1854, 1,020 feet. 
 
 Darien, via Atrato, Turando, Michler, 900 feet. 
 
 Honduras Interoceanio Railroad, in Sq[uier's book of same name, via Rancho, Chi- 
 quita Pass, 2,408 feet; Guajoca, 2,308 feet; Tambla, 1,944 feet; Lamani, 2,016 feet; 
 Nicaragua, Pim, and Leeman, via riiser Tule and Rama, highest, 700 feet. This is 
 east of Nicaragua. 
 
TABLE OF DISTANCES. 
 
 FROM POINTS IN THE UNITED STATES TO POUiTTS IN MEXICO. 
 
 Miles. 
 
 NeTf York to St. Louis 1,065 
 
 New York to New Orleans 1,338 
 
 St. Louia to El Paso 1,359 
 
 St. Louia to Eagle Paaa 1,098 
 
 St. Loais to Laredo - 1, 196 
 
 St. Louia to New Orloans 700 
 
 New Orleans to El Paso 1,158 
 
 New Orleans to Eagle Pass 745 
 
 New Orleana to L aredo 731 
 
 New York, ria St. Louis, to El Paso 2,424 
 
 New York, via St. Louis, to Eagle Pass 2,163 
 
 New York, via St. Louis, to Laredo 2,261 
 
 New York, via Now Orleans, to El Paao 2, 496 
 
 New York, via New Orl pan a, to Eagle Paaa 2,083 
 
 New York, via New Orleans, to Laredo 2, 069 
 
 San Francisco to El Paso, via Soutbem Pacific 1,286 
 
 El Paso to City of JVIexico — 1,224 
 
 Eagle Pass to City of Mexico 1,091 
 
 Laredo to City of Mexico 839 
 
 Eagle Pass io Torreon 384 
 
 New York, via St Louia and Ell Paso, to City of Mexico 3, 648 
 
 New York, via St. Louia and Eagle Pass, to City of Mexico 3, 254 
 
 New York, via St. Louis and Laredo, to City of Mexico 3,100 
 
 New York, via New Orleans and El Paso, to City of Mexico 3,720 
 
 Now York, via New Orlpana mid Eagle Paas, to City of Mexico 3, 174 
 
 New York, via New Orleana and Laredo, to City of Mexico 2,908 
 
 San Francisco via El Paso to City of Mexico 2, 510 
 
 Chicago to City of Mexico, via El Paso 2, 860 
 
 Chicago to City of Mexico, via Eagle Pass 2, 471 
 
 Chicago to Cily of Mexico, via Laredo 2, 155 
 
 St. Louia to City of Mexico, via El Paso 2, 584 
 
 St. Louis to City of Mexico, via Eagle Paaa 2,189 
 
 St. Louia to City of Mexico, via Laredo 1,823 
 
 Kansas City to City of Mexico, via El Paao 2,398 
 
 Kansas City to City of Mexico, via Eagle Pass 2,080 
 
 Kansas City to City of Mexico, via Laredo 1, 714 
 
 Chicago to New Orleans 915 
 
 Corpus Chrieti to Laredo 161 
 
 Corpus Chriati to City of Mexico , 1 OOO 
 
 FROM POINTS IN MEXICO TO POLNTS IN CENTRAL AMERICA. 
 
 Mexico City to Vera Cmz. 263 
 
 Mexico City to Alvarado 297 
 
 Mexico City to Tehuacau 1 83 
 
 Mexico City to Oaxaca : 350 
 
 Mexico City to Acapnleo 290 
 
 Mexico City to San Bias 661 
 
 Mexico City to Morelia 222 
 
 Mexico City to Perote ^ ,. , ,. 237 
 
 193 
 
INTEltNATIONAL AMERICAN CONPEEENCE. 1D3 
 
 Miles. 
 
 Honterey to Acambaro 4^8 
 
 Aoambaro to Manzanilla 3S0 
 
 Benson to GuaymaB „ 353 
 
 Miuatitlon to Tehnantepec 135 
 
 Oaxacato Tehnantepec 173 
 
 Tehnantepec to Tonala 130 
 
 Tonala to Tapaohnla : US 
 
 Tapachnla to Betalhulen 55 
 
 Mexico Oazaca to Santa Ana 902 
 
 Alvarado to Minatitlau 110 
 
 Minatitlan to San Cristobal 200 
 
 San Cristobal to Coban 150 
 
 San Cristobal to Guatemala City 205 
 
 i JKOM POOTTS IN CBlfTEAL AMF.BICA TO POINTS IN SOUTH AMERICA. 
 
 Coban to Santo Tomas 140 
 
 Santo Tomas to Tmxillo 
 
 Betalhulen to Qnezaltenango 40 
 
 Eetalhulen to Eaonintla 65 
 
 Saoaintla to Santa Ana 85 
 
 Escnlntla to boundary (Bio Paz) ; 68 
 
 Escuintlato Sonsonate 80 
 
 Santa Ana to San Salvador 35 
 
 Sonsonate to San Miguel (by coast) 115 
 
 Sonsonate to La Union (by coast) 138 
 
 San Micuel to Goasooran 30 
 
 La Union to Goaaooran 30 
 
 San Miguel to Chinandega 120 
 
 Chinandega to Bivas 147 
 
 Kivaa to Matina 200 
 
 Guatemala City to Santa Ana 100 
 
 Guatemala City to Tejntla 80 
 
 Tejutla to Chalatenango 30 
 
 Tejntla to Cojutepeqne 42 
 
 Tejntla to San Mignel 126 
 
 San Vicente to Chalatenango 31 
 
 Goascoran to Cholnteca 40 
 
 Choluteca toChinandega 1 47 
 
 Cholnteca to boundary 10 
 
 Chlnandega to Momotombo — - — 45 
 
 Chinandega to Managua 75 
 
 Managua to Granada 32 
 
 Granada to Bivas - 40 
 
 Bivas to boundary of Nicaragua and Costa Bica - 20 
 
 Boundary of Nicaragua and Coata Bioa to Matina (Colton's) 180 
 
 Matina to boundary of Costa Bica and Colombia 130 
 
 Matina to Panama 290 
 
 Matina to Aepinwall 275 
 
 Panama to a point 7° north 77° weat 250 
 
 Aspinwall to a point 70 north 770 west 300 
 
 DISTANCES MBASUBED BY THE FEENOH EXPEDITION (ALONG THE EOADS). 
 
 Qaezaltenango to Totonicapan 15 
 
 Totonicapan to Solola 32 
 
 Solola, Guatemala City ; Tl 
 
 Guatemala City to Los Baclaroa 46 
 
 Los Esclavos to Jalpatagua 31 
 
 Jalpataguato Ahnaohapan 29 
 
 Ahuachapan to Apaneca ^ 
 
 Apaneca to Nahnizalco 12 
 
 Nahuizalcoto Sonsonate 9 
 
 San Salvador to Cojutepeque 26 
 
 Cojutepeqne to San Vicente 19 
 
 .San Vicente to San Mignel 65 
 
 8an Miguel to L» Union — — 3' 
 
 S. Ex. 125 13 • 
 
194 
 
 INTERNATIONAL AMERICAN CONFERENCE. 
 
 DISTANCES IN SOUTH AMEKICA. 
 
 UUes. 
 
 Point 70 north 77° Wbst to Qaibdo 95 
 
 Qotibdo to Cartago 80 
 
 Cartago to Popayan 160 
 
 Popayan to Quito 240 
 
 Quito to Cuencn 205 
 
 Quito to Kiobamba 105 
 
 Cuenca to Alansi ■ 55 
 
 Cuenca to Cerro de Paaco 600 
 
 Cerro do Pasco to Cuzco 350 
 
 Cuzco to Jtyuy 1,331 
 
 Jujuy lo Tucuman 220 
 
 Tucuman to Buenos Ayres - -- 773 
 
 Bnenos Ayres to Valparaiso 870 
 
 Cartago to Buga - 60 
 
 Bugato Call d5 
 
 Cali to Popayan - 65 
 
 Popajian toPasto - 110 
 
 Pasto to Quito 132 
 
 Kiobamba to Macas ■ 90 
 
 Macas to Moyobamba 250 
 
 Moyobamba to Cuzco 640 
 
 Moyobamba to Cerro de Paaco 370 
 
 Point 7° north 77° west to Antioqaia. - 80 
 
 Antioqnia to Medellin _ 45 
 
 Kedellin to Honda 90 
 
 Medellin to Cartago - 106 
 
 Honda to Bogota - 110 
 
 Honda to Neyva 150 
 
 Honda to Cartago 116 
 
 Neyva to La Plata 50 
 
 La Plata to Popayan 52 
 
 Popayan to Nauta or Oran 510 
 
 La Plata to Nauta or Oran 600 
 
 Popayan to Moyobamba 585 
 
 La Plata to Moyobamba 605 
 
 Naata to Cozoo 650 
 
 Oran to Cuzco 690 
 
 Nauta to Quito 485 
 
 Neyva to Moyobamba 650 
 
 DISTANCES GIVEN BY CORTES "BOLIVIA.'' 
 
 Potosi. 
 
 Santa 
 Cruz. 
 
 Omro. 
 
 La Paz. 
 
 Cocha- 
 bamba. 
 
 Sucre 
 
 Potosi 
 
 Santa Cruz ... 
 
 Omro 
 
 La Paz 
 
 Cochabamba . 
 
 Miles. 
 87 
 
 459 
 
 195 
 342 
 282 
 
 MUeg. 
 372 
 459 
 
 "'480 
 627 
 
 87 
 
 Miles. 
 225 
 195 
 480 
 
 147 
 357 
 
 Miles. 
 
 30 
 
 342 
 
 87 
 
 282 
 
 123 
 
 Miles. 
 195 
 282 
 357 
 123 
 270 
 
 from: CHURCH'S "ROUTE TO BOLIVIA." 
 
 Miles. 
 
 Jujuy to Potosi 420 
 
 Jujuy to Cochabamba 717 
 
 Jujuy to Ornro 615 
 
 JujuytoLaPaz 762 
 
 Jujuy to Rosario 836 
 
 Kosario to Buenos Ayres .- 240 
 
 CnrunjTja to Santa Cnui:,-,,..-„,,,,„,r ,,,,,..,.,..,„ ,..„ 570 
 
INTEKNATIONAL AMERICAN CONFERENCE. 195 
 
 I-EOM Ol.'HBK AUTHORITIES. 
 
 Miles. 
 
 Iqnitos to Hanta 78 
 
 Nautato Sara^'aoa 248 
 
 Sarayacuto Tierra Blanca 49 
 
 Nanta to Tierra Blanoa 1B8 
 
 Oerro de Pasco to Hnanuoo 79 
 
 Cerrode Pasco to Tarma 85 
 
 Ceiro de Pasco to Janja 117.2 
 
 Gajamaioa to Cbaehapoyas 183 
 
 Cnzoo to Pane 272 
 
 PuaotoLaPaz 162 
 
 Janja to Tarma ■- 34 
 
 Total length of Putumayo in a straight line about 600 miles. 
 
 Raimondi says that the usual length of the legua is about 5 kilometers (varas5983) 
 or 3.1 miles. 
 
LIST OF BOOKS. 
 
 aENERAL. 
 
 1. Trade and Transportation between the United States and Spanish. America. By 
 
 William Eleroy Curtis. Wash ington, la8J. 
 
 2. Poor's Manual of Railroads, 1889. 
 
 3. Statesman's Year Book, 1889. 
 
 4. Reports of United States Consuls, 1887-'88-'89. Published in Washington, D. 
 
 C, by the Bureau of Statistics. State Department. 
 
 5. Reports of the South American Commission. Washington, D. C, 1886. 
 
 6. Around and About South America. Frank Vincent. New York, 1890. 
 
 7. Three Americas Railway. Helper. 
 
 8. Spanish American Manual. San Francisco, 1889. 
 
 9. Capitals of Spanish America. Curtis. New York, 1888. 
 
 10. Atlas of the World. ZelL 
 
 MEXICO. 
 
 11. The Republic and its Railways. Robert Gorsuch. Horsford & Sons, New York. 
 
 12. Appleton's Guide to Mexico. New York, 1883. 
 
 13. S'cribner's Guide to Mexico. New York, 1890. 
 
 14. Hamilton's Mexican Hand Book. Boston, 1883. 
 
 15. The Isthmus of Tehuantepec. J. J. Williams. New York, 1852. 
 
 16. Tehuantepec Ship Canal Survey, 1871. R. W. Shufeldt, U. S. Navy. Washing- 
 
 ton, D. C, 1872. 
 
 17. Voyage sur I/Isthuie de Tehuantepec dans I'etat de Chiapas et la Republique de 
 
 Guatemala. Paris, 1861. 
 
 18. Mexico of To-day. Solomon Bulkeley Griffin. New York, 1886. 
 
 19. The Republic of Mexico in 1882. Castro. New York, 1882. 
 
 20. Travels in Mexico. T. A. Ober. Boston, 1884. 
 
 21. Guide to Mexico. Zaremba. Chicago, 1883. 
 
 CENTRAL AMERICA. 
 
 22. Notes on Central America. E. G. Stjuier. 
 
 23. States of Central America. E. G. Squier, 1858. 
 
 24. Central and South America. H. W. Bates, 1878. 
 
 25. Central America. John Baily. Loudon, 1850. 
 
 26. Geografioa de Ceutro America. Toledo. Guatemala, 1874. 
 
 27. A Winter in Central America. Helen J. Sanborn. Boston, 1886. 
 
 28. History of Central America to 1887. Bancroft. 
 
 29. Travels in Central America. J. L. Stephens, New York, 1841. 
 
 30. Report on luteroceanio Canals. Admiral Davis. Washington, 1867. 
 
 31. Message of President about Canals. Senate Ex. Doo. 112, Forty-sixth Congress, 
 
 second session. 
 
 196 
 
INTERNATIONAL AMERICAN CONFERENCE. 197 
 
 32. Report of United States Canal Commisaion. WaBliington, 1872. 
 
 33. Narrative of au Official Visit to Guatemala from Mexico. By G. A. Thompson. 
 
 London, 1829. 
 
 34. Guatemala; the Land of the Quetzal. W. T. Brigham. New York, 1887. 
 
 3.J. Mission Soientifique an Mexiqueet dans L'Amerique Central. Geologic. Voyage 
 Geologique dans les Repablig.ues de Guatemala et de Salvador. Par Mr. A. 
 DoUfus et De Mont Serrat. Paris, 1868. 
 
 36. Report on the Problem of Interoceanic Communication by way of American I.sth- 
 
 mus. Sullivan. Washington, D. C, 1883. 
 
 37. Report on Interoceanic Canals. United States Expedition of 1875. Atrato and 
 
 Doguado, Washington, D. C, 1879. 
 
 38. Honduras Interoceanic Railway. E. G. Squier, 1857. 
 3i). Honduras. Squier. London, 1870. 
 
 40. Explorations in Honduras. Wells, 1857. 
 
 41. Nicaragua. Squier. New York, 1852. 
 
 42. Nicaragua, Jottings on the Roadside. Pim & Leeman, London, 1869. 
 
 43. Expeditions of 1872-'73. Senate Ex. Doc. 57, Forty-third Congress, first session, 
 
 Washington, D. C, 1874. 
 
 44. Walker's Expedition to Nicaragua. W. M. Wells, New York, 185G. 
 
 45. Costa Rica and Her Future. By Paul Biolly. Translated by Cecil Cliarles. 
 
 Washington, D. C, 1889. 
 
 46. Apuntamientos sobrela Geograflca fisica de la Republica del Salvador. Guzman. 
 
 San Salvador, 1883. 
 
 47. The Republic of Costa Rica. Joaquin P. Calvo. Chicago, 1890. 
 
 SOUTH AMERICA. 
 
 48. Report on Atrato River Survey. Michler. Senate, Doc, second session Thirty- 
 
 sixth Congress, volume 7. Washington, D. C, 1861. 
 
 49. Colombia. Walker. London, 1822. 
 
 50. Voyage dans la Republique de Colombia. MoUien. Paris, 1825. 
 
 51. Colombia, Geografia General Fisica y PoliticadelosEstadosUnidos de Colombia. 
 
 Perez. Bogota, 1883. 
 
 52. Physical Geography of New Granada. By General F. C. de Mosquera. New 
 
 York. F. Dwight, 1853. 
 
 53. The Isthmus of Panama. Bidwell. London, 1865. 
 
 54. Statistical Annnary of the United States of Venezuela. Caracas, 1889. Edition 
 
 concluded on July 1, 1889, contains map. 
 
 55. Documentos Refereutes a la Reunion de la Seguuda Asamblea General Ordinaria 
 
 de la Compania en Comandita por Acoiones. R. March & Ca. Maracaibo, 
 1888. 
 
 56. Cartera Del Ingeniero empleado en la Construcoion de Ferrocarriles en Terrenes 
 
 Montauosos por Jesus Munoz Tebar, Ingeniero, Caracas, 1887. This book gives 
 a table of altitudes of many points in Venezuela, and much other valuable in- 
 formation. 
 
 57. Venezuela. Eastwick. London. 1868. 
 
 58. Geografia de la Republica del Ecuador. New York, 1858. ViUavicencio. 
 
 59. The Andes and the Amazon. Jas. Orton. New York, 1871, with map. 
 00. Travels in Peru. Markham. London. 1862. 
 
 61. Cuzco, Lima, and Peru. Markham. London. 1856. 
 
 62. Amazon Provinces of Peru. Guillaume. London. Wyman & Sous, 1888. 
 
 63. Journey from Lima to Para across Andes and down Amazon. Smith & Lowe, 
 
 Loudon, 1836. 
 
 64. Travels in South America from the Pacific Ocean to the Atlantic Ocean. Marooy. 
 
 London, 1875. 
 
198 INTEENATIONAL AMERICAN CONFERENCE. 
 
 65. Los Ferrocarriles del Peru. Lima, 1876. 
 
 66. El Peru, Raimondi, Lima, 3 volumes, 1874-1876-1879. Contains map of Peru on 
 
 scale of 1 inch to about 70 miles. 
 
 67. Geografia del Peru. Paz Soldan. Paris, 1862. 
 
 68. Dicoionario Geografia Estadistico del Peru. Paz Soldan. Lima, 1877. 
 
 69. Geology and Physical Geography of Brazil. Ch. Fred. Hartt. Boston, 1870, with 
 
 map. 
 
 70. Explorations of the Valley of the Amazon. Gibbon & Herndon. Washington, 
 
 1853. 
 
 71. Brazil. Its Provinces and Chief Cities. Scully. London, 1868. 
 
 7^. The Route to Bolivia via the River Amazon. George Earl Church. London, 1877, 
 with map of Bolivia, scale 100 miles to the inch. 
 
 73. Bolivia. Jos6 Domingo Cortez. Paris, 1875. 
 
 74. Chili. The United States Naval Astronomical Expedition, 1849-52, Lieut. J. M. 
 
 Gillis. House Ex. Doc. No. 121, Thirty-third Congress, first session. 
 
 75. Republioa Oriental del Uruguay, Sistemo de Ferro Carriles. Mapa de la Repub- 
 
 lica. Contains map showing railways and telegraphs, presented with delegate's 
 report. 
 
 76. Uruguay Anuario Estadistico de la Republioa Oriental del Uruguay Ano, 1887. 
 
 Montevideo, 1888. 
 
 77. Argentine. Message of the President of the Republic on opening the session of 
 
 Congress, May, 1888. Buenos Ayres, 1888. 
 7-i. Argentine Republic Geografia de la Republioa. Argentina Buenos Aires, 1888. 
 Contains several good maps. 
 
 79. La Plata, the Argentine Confederation and Paraguay. Commander Thos. G. Page 
 
 New York, 1859. 
 
 80. Le Paraguay. Dr. E. De Bourgade la Dardye. Paris, 1889, with map of Para- 
 
 guay. 
 
 SURVEYS. 
 
 81. Report upon the Third International Geographical Congress at Venice, Italy, I ly 
 
 George M. Wheeler. Washington, D. C, 1885. 
 
 82. Report of the Secretary of War, 1876, vol. 2, part 3. Notes on European Surveys. 
 
 83. The Economic Theory of Railway Location, by A. M. Wellington. New York, 
 
 1889. 
 
LIST OF MAPS. 
 
 1. Atlas of the World. Keith Johnson. London, 1877. Chart of South America 
 
 Scale 1 : 8,989,200 or 141.875 miles to an inch. 
 
 2. Atlas of the World. Stieler. South America. Scale 1 : 7,500,000 — very good. 
 
 3. Atlas of the World. A. Arrowamith. London, 1811. Map of South America. Scale 
 
 about 1 inch to 43 miles. 
 
 4. Mexico, Carta General de la Republica Mexicana Formado par Antonio Garcias y 
 
 Cubas, 1S6S. Scale 1 : 2,362,000 topographical. 
 
 5. Mexico. Carta General de los Estados Unidos Mexicanos, Manuel Fernandez, 
 
 Mexico. Scale 1: 3,000,000. 
 
 6. Mexico. Owen & Von Motz. IS82. 1 inch, equal to 30 miles. 
 
 7. Mexico. Oweu, 1884. Scale 1 inch, equal to 30 miles. 
 
 8. Mexico. Railroad map in Castro's Republic of Mexico, 1882. Scale about 1 : 
 
 3,000,000. 
 
 9. Mexico. Nioux, Paris, 1873. Scale 1 : 3,000,000. Published in office of Chief of 
 
 Engineers, TJ. S. Army. v 
 
 10. Mexico. Atlas of Garcias y Cubas. Mexico, 1858. 
 
 11. Central America. JohnBaily, Edward Stanford. London, 1853. Scale 1 inch, 
 
 equals about 35 miles. 
 
 12. Central America. G. W. & C. B. Colton. New York, 1889. Scale : 1,705,000. 
 
 13. Central America. Carta de los Estados de Ceutro America, Guatemala, 1862. 
 
 Scale 1 : 2,000,000. 
 
 14. Central America. H. Kiepert. Berlin, 1858. Scale 1 : 2,000,000. Has map of Sal- 
 
 vador. Scale 1 : 1,000,000. 
 l.T Central America. Map compiled in office of Chief of Engineers, U. S.Army, 1889. 
 Scale 1: 1,250,000. 
 
 16. Guatemala. Herman Au. Published by Charles Fuchs, Hamburgo, 1875. Scale 
 
 1 inch, equal to 15 nautical miles. 
 
 17. Guatemala. M. Sonnensteru, 1859. Scale about 1 : 672,000. G. Kraetzer, Lifch 
 
 East New York, Long Island. 
 
 18. Guatemala. Carta de la Republica de'trazado por J. Gaverrete y Publioada por 
 
 Machado Trigoyen y Ca, Paris. No date. Scale about 1 inch, equal to 10 
 nautical miles. 
 ^ 19. Honduras and Salvador, in Squier's notes on Central America, 1858. 
 
 20. Salvador. Maximilian Sonnenstern, 1859. Scale 1 inch, equal to about 6 miles. 
 
 21. Honduras. G. W. & C. B. Colton. New York, 1886. Mapa de la Republica de 
 
 Honduras por A. T. Byrne, C. E. Scale 1 : 1,000,000. 
 
 22. Honduras. Map in Wells's Explorations in Honduras, 1857. 
 
 23. Honduras. Interoceanic Railway, E. Q. Squier, 1857. 
 
 24. Honduras. Culler & Gallup, Rand, McNally & Co., 1885. Scale 1 inch, equal to 
 
 10 miles. 
 
 25. Nicaragua. Sefior Perman Ferrer. Published 1856 by A. H. Jocelyu. Scale 1 : 
 
 1,000,000. 
 
 199 
 
200 INTERNATIONAL AMERICAN CONFERENCE. 
 
 2G. Nif-aragHa. Maximilian Sonuenstern, 1858. Scale about 1 : 710,000. G. Kraet- 
 zer, Lith. East New York, Long Island. Scale 1 inch, equal to 10 miles. 
 
 27. Nicaragua. Scale 1 : 4,000,000. In Senate Executive Document 57, Forty-third 
 
 Congress, first session. Explorations of 1872, 1873. 
 
 28. Nicaragua, in Squier's Nicaragua. 
 
 29. Costa Kioa. Luis Frederichsen in Hamburgo, 1876. Scale about 1 : 500,000. 
 
 30. Costa Rica. Mapa de la Republica de Costa Rica. For F. Montesdeoca, 1889. 
 
 Published in Paris and issued in Biolley's "Costa Rica." 
 
 31. Isthmus of Panama. Senate Executive Document No. 6, Forty-second Congress, 
 
 second session. Shufeldt's Tehuantepec Survey, 1872. Scale 1 : 250,000. 
 
 32. Isthmus of Darieu. Scale 1 : .375,000 from Panama railroad to Gulf of Darien. 
 
 Miscellaneous Document No. 113, Forty-second Congress, third session. Sel- 
 fridge, Isthmus of Darien survey, 1870-'73. 
 
 33. Isthmus San Bias, showing gulf oi San Bias and Rio Bayano in same report. 
 
 34. South America. G. W. & C. B. Colton, 1889. Scale 1 : 5,220,000. 
 
 35. Colombia. Mollien's Travels. 
 
 36. Colombia. Carta de laRepublicadeN. Granada, porT.C. deMosqnera. No date. 
 
 Published 1853 by T. Dwight, New York. F. Mayer, Lith., No. 93 William 
 street, New York. Scale about 1 : 5,380,000. 
 
 37. Venezuela. Mapa Fisico y Politico do los E. E. U. XJ. de Venezuela printed by 
 
 National Government Caracas, 1889. Scale 1 inch to about 55 miles. Uses 
 meridian of Caracas as origin of longitudes. 
 
 38. Ecuador. Mapa del, por Santiago M. Basurgo, Ingeniero. G. W. <fe C. B. Colton, 
 
 1884. Scale about 1: 1,030,000. 
 
 39. Peru. Mapa General del Peru. Paz Soldan. Published in Paris about 1865, in 
 
 " Geografia del Peru." Scale about 1 : 3,253,000. 
 
 40. Bolivia. Mapa de la Republica de Bolivia. Ondarzay Mujia. Published by J. 
 
 H. Colton, New York, ia59. Scale about 1 : 1,570,000. 
 
 41. Argentine Republic— in "Geografia del Republica Argentina." Buenos Ayres, 1888. 
 
 Has several very good maps. 
 
 42. Argentine Republic, Atlas of. Published by Guillermo Kraft, Calle Reconquista, 
 
 No. 62. Buenos Ayres, 1886 ; sis plates. Province Cordoba. Scale 1: 1,000,000. 
 Santa Cruz 1: 2,000,000. Entre Rios 1 : 1,000,000. Buenos Ayres 1 : 1,000,000. 
 
 43. Uruguay. London, 1889. Scale 1: 1,806,105. Presented with report of delegate. 
 
 Paraguay— in Bourgade La Dardye's Paraguay, 1889. Scale 1 : 1,000,000. 
 
 44. La Plata Basin, based on Commander Page's work. 
 
 45. United States. Prepared in office Chief of Engineers, U. S. Army, 1885. Scale 1 : 
 5,000,000. 
 
 46. Terri tory of United States west of the Mississippi River. Prepared in the oflBce 
 
 of the Chief of Engineers, U. S. Army, 1883. Scale 1 : 2,000,000. 
 
INDEX TO REPORT ON RAILWAY COMMUNICATION. 
 
 Page. 
 
 AlagoasRailwayCBrazin 158 
 
 Americans preferred in Salvador 119 
 
 American railway builders in Chiii 144 
 
 Andine Railway (Argentine Republic) 146 
 
 Audrade, Jo86, report on railways of Venezuela 81 
 
 Angelo Chilian Nitrate and Railway Company 14:! 
 
 Annual returns, traffic and prospects of railways in Peru f>9 
 
 Antioquia Railway (Colombia) 126 
 
 Antofogasta Nitrate and Railway Company (Chili) 14,! 
 
 Antofogasta and Aguas Blancos Railway Company (Chili) 143 
 
 Antofogasta and Bolivian Railway Company (Chili) Hi 
 
 Aragon, Manuel, report on the railways of Costa Rica 34 
 
 Arequipa, Puno, and Cuzco Railway (Peru) 137 
 
 Argentine Northwest Railway 148 
 
 Argentine Republic : 
 
 Acts relating to railways of 22 
 
 Areas of (1887) 74 
 
 Andine Railway 146 
 
 Buenos Ayers and Ensenada Port Railway 14U 
 
 Bahia Nueva Railway 146 
 
 BahiaBlanca and Northwestern Railway 146 
 
 Belgrano and Tigre Railway 146 
 
 Buenos Ayres Great Southern Railway 146 
 
 Buenos Ayres Northern Railway 146 
 
 Buenos Ayres and Bahia Blanca Railway 147 
 
 Buenos Ayres and Pacific Railway I47 
 
 Buenos Ayres and Rosario Railway 147 
 
 Campana Railwaj' 147 
 
 Central Argentine Railway 147 
 
 Chilecito and Mejicano Railway 147 
 
 Cordoba Central Railway 147 
 
 Cordoba Southern Railway, Santa F^ 147 
 
 Cordoba and Northwestern Railway _ 147 
 
 Eastern Argentine Railway 147 
 
 Entre Rios Central Railway 147 
 
 Exports of (1889) 74 
 
 Features of 145 
 
 First Entre-Riano Railway , 147 
 
 Future of 151 
 
 Goya and Lnoero Railway 148 
 
 Gran Chaco Austral Railway 148 
 
 Imports of (1889) 74 
 
 Imports of railways of 150 
 
 Inter-Oceanic Railway 14'i 
 
 201 
 
202 INDEX 
 
 Page. 
 Argkntine Kepujjlio- Continued. 
 
 List of railways ^^ 
 
 List of railways under construction l-'* 
 
 Lugan Railway - - - — '■^ 
 
 Mendoza and San Kafael Railway 148 
 
 Miles of railway '* 
 
 National Central Northern Railway 148 
 
 Nandnoito and Presidenoia Railway 148 
 
 Net earnings of railways of (1888) 16 
 
 Northeastern Railway 146 
 
 Northwest Argentine Railway 148 
 
 Northwest Colonies Railway of Santa F6 148 
 
 Patagones Railway 148 
 
 Population of (1887) 74 
 
 Posados Railway - 148 
 
 Railways of - 15 
 
 Railways in process of construction (1889) 17 
 
 Railway system of - 151 
 
 Rate of returns upon capital in railways of 16 
 
 Reconquista Railway - 148 
 
 Report of South American commissioner on railways of 150 
 
 Resistencia and Oran Railway 148 
 
 San Antonio- Areco Railway 148 
 
 San Cristobal and Tacuman Railway 148 
 
 San Fernando Railway 148 
 
 San Juan to Chnmbicha Railway - 148 
 
 San Juan to Salta Railway 148 
 
 San Ratael to 9 de Julio Railway 149 
 
 Santa Rosa Railway 149 
 
 Santa F6 and Cardoba Great Southern Railway 148 
 
 Santa Rosa and Oran Railway - 149 
 
 Table of Railways 180 
 
 Tinogasta and Andalgola Railway 149 
 
 Villa Maria and Ruflno Railway 149 
 
 Villa Mercedes and Rioja Railway - 149 
 
 Western Railway of Buenos Ayres 149 
 
 Western Railway of Santa F6 149 
 
 Western and central colonies of Santa F6 Railway 149 
 
 Arica and Tacna Railway (Chili) 143 
 
 Bahia Nueva Railway (Argentine Republic) Wg 
 
 Bahia Blanca and Northwestern Railway (Argentine Republic) 146 
 
 Bahia and Minas Railway (Brazil) 158 
 
 Bahia and San Francisco Railway (Brazil) 158 
 
 Bananal, Rio de Janeiro Railway 158 
 
 Belgrano and Tigre Railway (Argentine Republic) 146 
 
 Blaine, Secretary, letter of 4 
 
 Bolivia : 
 
 Area of (1882) 74 
 
 Distances from Church's " Route to BoliTia " 194 
 
 Distances given by Cortes' Bolivia 194 
 
 Exports of (1889) 74 
 
 Imports of (1889) 74 
 
 Miles of railway 74 
 
 Population of (1885) 74 
 
 Railways of 140 
 
 Report on railways of . 19 
 
INDEX. 203 
 
 Bolivia— Continued. ''^* 
 
 Table of railways 181 
 
 Topographical features of 139 
 
 Brazil: 
 
 Alagoas Eailway 158 
 
 Area of (1888) , 74 
 
 Bahia and Minas Railway 158 
 
 Bahia and San Francisco Railway 158 
 
 Bahia and San Francisco Railway extension 1,58 
 
 Bananal Rio de Janeiro Railway 158 
 
 Brazil Great Southern Railway 158 
 
 Central Bahia Railway 158 
 
 Campos and Carangola Railway 1.58 
 
 Campanhia Bragantina Railway 158 
 
 Campanhia Estrada de Ferro Machee Campos 159 
 
 Conde D'Eu Railway 159 
 
 Corcorado Railway 159 
 
 Dom Pedro Segundo Railway 159 
 
 Donna Theresa Christiana Railway 159 
 
 Estrada de Ferro Baturite Railway 159 
 
 Estrada de Ferro de Cantagallo Railway 159 
 
 Exports of (1889) 74 
 
 Features of 157 
 
 Great Western of Brazil Railway 159 
 
 Imperial Brazilian, Natal and Nova Cruz Railway 159 
 
 Imports of (1889) 74 
 
 Ituana Railway 159 
 
 Leopoldina Railway 159 
 
 Madeira and Mamore Railway 159 
 
 Miles of railway 74 
 
 Minas Central Railway of Brazil 160 
 
 Minas and Rio Railway 160 
 
 Mogyanna Railway 160 
 
 Oeste de Minas Railway 161 
 
 Para and Braganca Railway 160 
 
 Paranagua and Caratiba Railway 160 
 
 Paulo Alfonso Railway 160 
 
 Population of (1887) 74 
 
 Parto Alegre and New Hamburg Railway 160 
 
 Projected raQways in southern BrazU 161 
 
 Railways in 157-165 
 
 Railway system of 25 
 
 Railways and steamships of southern Brazil 163 
 
 Recife and Caruara Railway 160 
 
 Recife and San Francisco Railway 160 
 
 Recife and San Francisco Railway extension 160 
 
 Report on railways of 35 
 
 Riode Janeiro and Northern Railway 160 
 
 Rio de Ouro Railway 160 
 
 San Paulo Brazilian Railway 161 
 
 San Paulo and Rio de Janeiro Railway 161 
 
 Santo Amaro Railway 161 
 
 Santo Antonio de Padua Railway 161 
 
 Sao Carlos de Perihal Railway 161 
 
 Sobral Railway 161 
 
204 INDEX. 
 
 Page. 
 Braz IL— Continued. 
 
 Sorocabana Railway - ^"' 
 
 Southern Brazilian Eio Grande do Sul Railway 161 
 
 Table of railways I*'! 
 
 Taqnary and Urngnayana Railway If'l 
 
 Unaio Valenciana Railway - 161 
 
 Western Railway of Sau Paulo 161 
 
 Brazil Great Southern Railway 158 
 
 Bkitish Guiana : 
 
 Demarara Railway 165 
 
 Table of railways 189 
 
 British Honduras, railways projected in 119 
 
 British North America, imports of merchandise into, from United States 75 
 
 Buenos Ayres Great Southern Railway (ArRentiue Republic) 146 
 
 Buenos Ayres Northern Railway (Argentine Republic) 146 
 
 Buenos Ayres and Bahia Blanca Railway (Argentine Republic) 147 
 
 Buenos Ayres and Ensenada Port Railway (Argeuliue Republic) 146 
 
 Buenos Ayres and Pacific Railway (Argentine Republic) 147 
 
 Buenos Ayres and Eosario Railway (Argentine Republic) 147 
 
 Burrel &Valpy, Messrs., M.M.Inst. C. E., report on Paraguay Central Rail way . 55 
 
 Caainano, J. M. P., report on railroads of Ecuador 43 
 
 Callao, Lima and Oroya Railway (Peru) 136 
 
 Campana Railway (Argentine Republic) 147 
 
 Campanhia Brogantina Railway (Brazil) 158 
 
 Campanhia Estrada do Ferro Macahe 6 Campos Railway (Brazil) 159 
 
 Campos and Carangola Railway (Brazil) 1.58 
 
 Canal surveys, greatest heights found ou 191 
 
 Cardenas Railway (Mexico) 99 
 
 Carnegie, Andrew, report on railways of United States 62 
 
 Carrigal and Cerro Blanco Railway (Chili) 143 
 
 Coatellanos, Jacinto, report on the railways of Salvador 61 
 
 Cauca Railway (Colombia) 125 
 
 Cextrai America: 
 
 Distances from points in, to points in South America 193 
 
 Features of 104 
 
 List of books on 196 
 
 Railway system of 116 
 
 Central Argentine Railway 147 
 
 Central Bahia Railway (Brazil) 158 
 
 Central Uruguay Northern Railway Extension Company 155 
 
 Central Uruguay Railway Comjjany of Montevideo 154 
 
 Champerico andNorthern Railway (Guavemala) 105 
 
 Characteristics of the people of Colombia 124 
 
 Chilecito and Mejicana Railway (ArgeutineRepublic) 147 
 
 Chili : 
 
 American railway builders in 144 
 
 Anprelo Chilian Nitrate and Railway Company 143 
 
 Autofagaata Nitrate Railway 143 
 
 Autofagasta and Aguas Blanoas Railway 143 
 
 Autofagasta and Bolivian Railway 143 
 
 Area of (1885) '. 74 
 
 Aricaand Tocna Railway I43 
 
 Carrizal and Corro Blanca Railway I43 
 
 Chilian locomotives I44 
 
 Coquimbo Railway I43 
 
INDEX. 205 
 
 Chili— Continued. ''^*' 
 
 Copiapo Railwa; 143 
 
 Elqui Eailway 144 
 
 Exports of (1889) 74 
 
 Extract from statistical and geographical synopsis of, relating to industry 
 
 and public works 28 
 
 Imports of (1889) 74 
 
 Iquique Railway I44 
 
 Laraquete and Moquequa Eailway 144 
 
 Mejillones, Del Sur and Cerro Gordo Railway 144 
 
 Miles of railway 74 
 
 Movement of passengers, freight, and baggage (1887) 28 
 
 North and South American Construction Company 141 
 
 Patillos Railway 144 
 
 Pisagua Railway I44 
 
 Population of (1887) 74 
 
 Private railway lines in operation 29 
 
 Railways built and owned by ■ I39 
 
 Railways in operation 28 
 
 Railway lines under constrftotion 29 
 
 Report on rail way s of 27 
 
 Table of railways 183 
 
 Taltal Railway 144 
 
 Tougoy Railway I44 
 
 Chilian locomotives I44 
 
 Chimbote, Huaraz, and Requay Railway (Peru) 136 
 
 Coal measures in Coahaila 102 
 
 Colombia : 
 
 Antioquia Railway 126 
 
 Area of (1881) 74 
 
 Cauca Railway 125 
 
 Characteristics of people 124 
 
 Dorada Railway 127 
 
 Exports of (1889) 74 
 
 Geographical features of 122-124 
 
 Imports of (1889) 74 
 
 Jtradot Railway 126 
 
 Miles of railway 74 
 
 Mines of...' 124 
 
 Population of (1887) 74 
 
 Railways in 123,124 
 
 Report of railways of 31 
 
 Table of railways 1S4 
 
 Committee on railway communication, report of 11 
 
 Conde D'Eu Railway (Brazil) 159 
 
 Contents, table of 9 
 
 Continental Eailway of Mexico 95 
 
 Copiapo Railway (Chili) 143 
 
 Coquimbo Railway (Chili) 143 
 
 Corcovado Railway (Brazil) 159 
 
 Cordoba Cuntral Railway (Argentine Republic) 147 
 
 Cordoba Southern Eailway Santa F6 (Argentine Republic) 147 
 
 Cordoba and Northwestern RaUway (Argentine Republic) 147 
 
 Cost of oonstnicting railways in Costa Rica 42 
 
 Coat of railway work done and projected in Peru 59 
 
206 INDEX. 
 
 Page. 
 Costa Rica: 
 
 Area of (1883) ''* 
 
 Cost of constructing railways in 
 
 Exports of (1889) ''* 
 
 Highways •: 
 
 Heights in ^^ 
 
 Imports of (1889) 74 
 
 Map of 117 
 
 Miles of railway 74 
 
 Population of (1887) 74 
 
 Project of a railway through the length of 40 
 
 Railways in 115 
 
 Report on railways of 34 
 
 Cruz, Fernando, report on the railways of Guatemala 47 
 
 Davis, Henry G., report on the railways of United States 62 
 
 Decond, Jose S., report on the railways of Paraguay 54 
 
 Bemarara Railway (British Guiana) 165 
 
 Distances : 
 
 From points in Mexico to points in Central America 192 
 
 From points in United States to points in Mexico 192 
 
 Given by Cortes' "Bolivia" 194 
 
 Given by Church's "Route to Bolivia" 194 
 
 In South America 194 
 
 Measured by the French expedition 193 
 
 From points in Central America to points in South America 192 
 
 Dom Pedro Segundo Railway (Brazil) 159 
 
 Donna Theresa Christina Railway (Brazil) 159 
 
 Dorada Railway (Colombia) 127 
 
 Eastern Argentine Railway 147 
 
 Ecuador : 
 
 Areaof (1883) 74 
 
 Exports of (1889) 74 
 
 Features of . — -... 132 
 
 Imports of (1889) 74 
 
 Miles of railway 74 
 
 Population of (1887) 74 
 
 Railways of 133 
 
 Railway projects in 134 
 
 Report on railways of 43 
 
 Table of railways 185 
 
 Elqui Railway (Chili) 144 
 
 Entre-Rios Central Railway (Argentine Republic) 147 
 
 Estrada de Ferro de Cantagallo (BrazU) 159 
 
 Eten and Ferronafe Railway (Peru) 136 
 
 Explorations for Intercontinental Railway, authorized by United States 175 
 
 Exports of Honduras 50 
 
 Exports of merchandise, coin, and bullion from the United States to Mexico.. 76 
 
 Facilities offered by the Government of Peru for railway work 60 
 
 Features of — 
 
 Argentine Republic 145 
 
 Brazil 157 
 
 Central America IO4 
 
 Ecuador 132 
 
 South America 120 
 
 Venezuela .,„,..„,.„„..,.. .,,,.„,„,,....„,. ,,,,.,, la? 
 
INDEX. 207 
 
 Page. 
 
 Ferro Carril del Norte de Guatemala 105 
 
 Ferro Carril del Hidalgo (Mexico) 99 
 
 Ferro Carril de Monterey y Golfo (Mexico) 99 
 
 First Entre-riano (Argeutiue Eepublio) 147 
 
 French expedition : 
 
 Heights determined by 190 
 
 Distances measured iiy 193 
 
 Freight rates in United States 66 
 
 Future of Argentine Kepublio 151 
 
 Guatemala : 
 
 Area of (1888) 74 
 
 Cbamperico and Northern Railway 105 
 
 Exportsof (1889) 74 
 
 Ferro Carril del Norte de Guatemala 105 
 
 Guatemala Central Railway 106 
 
 Imports of (1889) 74 
 
 Miles of railway 74 
 
 Population of (1887) 74 
 
 Report on the railways of 47 
 
 Table of railways 185 
 
 Geographical features of Colombia 122-124 
 
 Geographical features of Peru 134 
 
 Goya and Lucero Railway (Argentine Eepublio) 148 
 
 Grace bondholders, contract with Peru i 138 
 
 Gran Chaco Austral Railway (Argentine Republic) 148 
 
 Grants to railways in United States 67 
 
 Great Western of Brazil Railway 159 
 
 Guatemala Central Railway 106 
 
 Harrison, President, message of 3 
 
 Heights, greatest, found on canal surveys 191 
 
 Highways in Costa Rica 114 
 
 Honduras : 
 
 Area of (1887) 74 
 
 Exportsof 50-74 
 
 Honduras Interoceauic Railway 108 
 
 Imports of 50-74 
 
 Miles of railway 74 
 
 Mining industry of 110 
 
 Population of (1887) 74 
 
 Railways in .' 107 
 
 Report on the railways of 49 
 
 Tables of railways 185 
 
 Transportation in 109 
 
 Interoceauic Railway 108 
 
 no and Moquegua Railway (Peru) 138 
 
 Imports : 
 
 Of Honduras 50 
 
 Of merchandise into British North America from United States (1850-'89). 75 
 Of merchandise into the United States from British North America 
 
 (1850-'89) 75 
 
 Of merchandise, coin, and bullion into the United States from Mexico 
 
 (1880-'89 76 
 
 Imperial Brazilian, Natal and Nova Cruz Railway 159 
 
 Improvement of railways of Argentine Republic ......... ..,,.,..,. .... „,... 149 
 
208 INDEX. 
 
 Page. 
 
 Intbkcokttinbntal Eailway : 
 
 What has been accomplished 
 
 Routes suggested 167-171 
 
 City of Mexico starting point ^™ 
 
 Surveys - 
 
 ■ 179 
 
 Organizations '■"^ 
 
 Method ----- 1''3 
 
 Explorations authorized by United States 175 
 
 Interoceanic Railway of Acapulco and Vera Cruz (Mexico ) 96 
 
 Interoceanic Railway (Argentine Republic) 148 
 
 Iquique Railway (Chili) 144 
 
 Ituana Railway (Brazil) 159 
 
 Jiradot Railway (Colombia) 126 
 
 Laraquete and Moquegna Railway (Chili) 144 
 
 Leopaldina Railway (Brazil) - 159 
 
 Lima Ancon and Chanooy Railway (Peru) 136 
 
 Lima and Magdalena Railway (Peru) -. 136 
 
 Lima railways (Peru) 137 
 
 List of Books: 
 
 General --• - - 196 
 
 On Mexico 196 
 
 On Central America .- 196 
 
 On South America 197 
 
 Surveys 198 
 
 List of maps 199 
 
 List of railways in Argentine Republic 154 
 
 List of railways under construction in Argentine Republic 154 
 
 List of railways in Mexico 52 
 
 Lugan Railway (Argentine Republic) 148 
 
 Madeira and Mamore Railway (Brazil) ■. 159 
 
 Map of Costa Rica 117 
 
 Matamoras and Matehuala Railway (Mexico) 100 
 
 Mejillones, Del Sur and Cerro Gordo Railway (Chili) 144 
 
 Mendoza and San Rafael Railway (Argentine Republic) 148* 
 
 Mesa of Salvador 118 
 
 Metal railway ties 179 
 
 Methods of work on the Intercontinental Railway 173 
 
 Mexia, E. A., report on the railways of Mexico 52 
 
 Mexican Central Railway 90 
 
 Mexican International Railway .' 93 
 
 Mexican National Railway ' 91 
 
 Mexican Railway 95 
 
 Mexican Southern Railway 94 
 
 Mexico : 
 
 Area of (1882) 74 
 
 Cardenas Railway 99 
 
 Coal measures in Coahuila 102 
 
 Continental Railway 95 
 
 Distances from points in to points in Central America 192 
 
 Exports of (1889) 74 
 
 Exports of merchandise, coin, and bulUou into the United States (1880-'89) 76 
 
 Ferro Carril de Hidalgo 99 
 
 Ferro Carril de Monterey y Golfo 99 
 
 Ferro Carril Nacioual dc Tehuacan & Esperenza 99 
 
 Imports of (1889) 74 
 
INDEX. §09 
 
 MkXICO— Conti mied . 
 
 Imports of merchandise, Coin, and bullion from United States (ly80-'89) .. 76 
 
 Interoceanio Railway of Acapulso md Vera Cruz 06 
 
 •List of books on 196 
 
 List of railways in . . , 52 
 
 Matamoras and Matehuala Railway 100 
 
 Mexican Railway 95 
 
 Mexican Central Railway 90 
 
 Mexican International Railway 93 
 
 Mexican National Railway 91 
 
 Mexican Southern Railway 94 
 
 Michoacan and Pacific Railway 100 
 
 Miles of railway 74 
 
 Nantla and San Marco Railway.. 100 
 
 Population of (1888) 74 
 
 Fuebla and Izucar de Matamoras Railway 100 
 
 Railway franchise 95 
 
 Railways in Yucatan 101 
 
 Report on railways of 52 
 
 Sinaloa and Durango Railway 100 
 
 Sonora Railway 89 
 
 Table of railways 186 
 
 Tehauutepec Railway 98 
 
 Texas, Topolobampo and Pacific Railway (American and Mexican Pacific 
 
 Railway) t 98 
 
 Vera Cruz, Anton Lizardo and Alyarado Railway 100 
 
 Michoacan and Pacific Railway 100 
 
 Midland Uruguay Railway 155 
 
 Minas Central Railway of Brazil 160 
 
 Minaa and Rio Railway (Braail) . 160 
 
 Mines of Colombia .. 124 
 
 Mining industry of Honduras 109 
 
 Mogyanna Railway (Brazil) 160 
 
 Movement of passengers, freight, and baggage on railways in Chili (1887) 28 
 
 Nauducito and Presidencia Railway (Argentine Republic) 148 
 
 Nautla and San Marcas Railway (Mexico) 100 
 
 National Central Northern Railway (Argentine Republic) 148 
 
 Net earnings railways of Argentine Republic 16 
 
 NiCABAGDA : 
 
 Areaof (1883) 74 
 
 Exports of (1889) 74 
 
 Heights in . 190 
 
 Imports of (1889) 74 
 
 Miles of railway 74 
 
 Population of (1886) 74 
 
 Railways in 113 
 
 Table of railways 187 
 
 Nil! Alberto, report on railways of Uruguay 80 
 
 North and South American Construction Company in Chili 141 
 
 Northeastern Railway (Uruguay) ir)5 
 
 Northern Colonies Railway of Santa F6 (Argentine Republic) 148 
 
 Northern Railway and Tramway Company (Uruguajf) 155 
 
 Northern Railway (Uruguay) 154 
 
 Northwestern Argentine Railway (Argentine Republic) 148 
 
 Oeste de Minas Railway (Brazil) 161 
 
 S. Ex. 125 14 • 
 
210 INDEX. i 
 
 Peg*. 
 
 Organization for Inti^rcnntinental Railway •• ...-. — 
 
 P.acasmoyo and Magdaleua Kailway (Peru) - — ■ ■'•'° 
 
 Para and Braganca Railway (Brazil) '■'" 
 
 Paraguay : 
 
 Area of (1886) 74 
 
 Exports of (1889) -- 74 
 
 Imports of (1889) 74 
 
 Miles of railway 74 
 
 Population of (1886) 74 
 
 Railways in -- 155 
 
 Report on railways of 55 
 
 Table of railways 187 
 
 Paraguay Central Railway, report on 55 
 
 Paraguay and Caratiba Railway (Brazil) 160 
 
 Patagones Railway (Argentine Republic) 148 
 
 Patillos Railway (Chili) 144 
 
 Panic Alfonso Railway (Brazil) 160 
 
 Payta and Puira Railway (Peru) ^ 135 
 
 Pkrc: 
 
 Annual returns, traffic, and prospects of railways of 59 
 
 Area of (1876) 74 
 
 Arequipa, Puno and Cuzco Railway 137 
 
 Callao, Lima and Oroya Railway 136 
 
 Chimbote, Huarez and Requay Railway 136 
 
 Contract with the Glrace bond-holders 138 
 
 Cost of railway work done and projected 59 
 
 Eten and Feiranafe Railway 136 
 
 Exports of (1889) 74 
 
 facilities offered by the Government of, for railway work 60 
 
 Geographical features of 134 
 
 Ilo and Moquegno EaUway 138 
 
 Imports of (1889) 74 
 
 Inl887-'88 138 
 
 Lima railways 137 
 
 Lima, Ancon and Chancoy Railway : 136 
 
 Lima and Magdaleua Railway 136 
 
 Miles of railway 74 
 
 Mollendo and Arequipa Railway 137 
 
 Pacasmoyo and Magdalena Railway 136 
 
 Payta and Puira Railway 135 
 
 Pimental Railway 135 
 
 Pisco and lea Railway 137 
 
 Population of (1884) 74 
 
 Railway data famished by delegation 58 
 
 Railways in operation S9 
 
 Report on railways of Ci8 
 
 Salaverry andTrnjillo Railway 136 
 
 Table of railways 187 
 
 Peruvian delegation, railway data furnished by 58 
 
 Pimental Railway (Peru) 135 
 
 Pisco and lea Railway (Peru) 137 
 
 Pisagna Railway (Chili) 144 
 
 Porto Allegre aud New Hambnrgo Railways (Brazil) 160 
 
 Posados Railway (Argentine Republic) 148 
 
 Private railway lines in operation in Chili , jjg 
 
INDEX. 211 
 
 ^. -^ Page- 
 Projected railways in soathern Brazil 101 
 
 Puobla and Izucar de Mata Moras Railway (Mexico) 100 
 
 Bail comniuuicatiou between the Three Americas 71 
 
 Railway oonstrnctiou in the United States -. 70 
 
 ^^ailway construction in the United States as bearing upon population, wealth, 
 
 J and development 78 
 
 , Railway franchise in Mexico 97 
 
 Railway gauges 177 
 
 Railway projects in Ecuador 134 
 
 Railway summary of Venezuela (1889) 129 
 
 Railway systkm of — 
 
 Argentine Republic 151 
 
 Brazil 25 
 
 Central America 116 
 
 United States <54 
 
 Railway lines under contract and survey in Vtueznola 128 
 
 Railways : 
 
 Built and owned by Chili 141 
 
 In Argentine Republic (table) 180 
 
 In Bolivia 140 
 
 In Bolivia (table) 131 
 
 In Brazil 157-164 
 
 In Brazil (table) 181 
 
 In British Guiana (table) 189 
 
 In Chili (table) 183 
 
 In Colombia 123, l-^'4 
 
 In Colombia (table) 184 
 
 In construction in Venezuela ( 1837) 128 
 
 In Costa Rica .- 115 
 
 In Ecuador 133 
 
 In Ecuador (table) 185 
 
 In Guatemala (table) .-. 185 
 
 In Hondnras 107 
 
 In Honduras (table) * 185 
 
 In Mexico (table) 186 
 
 In Nicaragua 113 
 
 In Nicaragua (table) 187 
 
 In operation in Chili 28 
 
 In operation in Peru 59 
 
 In Paraguay 155 
 
 In Peru (table) 187 
 
 In process of construction in the Argentine Republic (1889) 17 
 
 In Salvador 109 
 
 In Salvador (table) 188 
 
 In Uruguay 154 
 
 In Uruguay (table) 188 
 
 In Venezuela 129 
 
 In Venezuela (table) - IH'J 
 
 In Yucatan 100 
 
 Railways opened to traffic in Venezuela (1887) 128 
 
 Railways and steam-ships of southern Brazil 163 
 
 Rates of return on capital in Argentine Republic railways IG 
 
 Recife and Caruaru Railway (Brazil) 100 
 
 Recife and Sao Francisco Railway (Brazil) 100 
 
 Recife and Sao ITrancisco Railway extenalon (Brazil) 160 
 
212 INDEX. 
 
 Eeoonquista Railway (Argentine Republic) • ^''^ 
 
 Eesistencia and Oran Railway (Argentine Republic) 148 
 
 Rio de Janeiro and Northern Railway (Brazil) — • 160 
 
 Rio de Onro Railway (Brazil) - IC 
 
 Routes suggested for Inter-Continental Railway 167-171 
 
 San Antonio-Areco Railway (Argentine Republic) 14d 
 
 San Cristobal and Tacnman Railway (Argentine Republic) 148 
 
 San Fernando Railway (Argentine Republic) 148 
 
 San Juan to Chumbicha Railway (Argentine Republic) 14H 
 
 San Juan to Salto Railway (Argentine Republic) 148 
 
 San Rafael to 9 de Julio Railway (Argentine Republic) 1411 
 
 San Panlo Brazilian Railway... 101 
 
 San Paulo and Rio Janeiro Railway (Brazil) 161 
 
 Santa F^ and Cordoba Great Southern Railway (Argentine Republic) 148 
 
 Santa Rosa Railway (Argentine Republic) 149 
 
 Santa Rosa and Oran Railway (Argentine Republic) 149 
 
 Santo Amero Railway (Brazil) 161 
 
 Santo Antonio de Padna Railway (Brazil) 161 
 
 Salaverry and Trujillo Railway (Peru) 136 
 
 Salvador : 
 
 Americans preferred 119 
 
 Areaof (1888) 74 
 
 Exports of (1889) 74 
 
 Imports of (1889) 74 
 
 Mesa of 118 
 
 Miles of railway 74 
 
 Railways in llii 
 
 Report on railways of 61 
 
 Population of (1887) 74 
 
 Table of railways 188 
 
 Wonders of the interior of 118 
 
 Sao Carlos de Pinhal Railway (Brazil) 161 
 
 Silva, Carlos Martinez, report on railways of Colombia 31 
 
 Sinaloa and Dnrango Railway (Mexico) 100 
 
 Sobral Railway (Brazil) „ 161 
 
 Souora Railway (Mexico) ;... 89 
 
 Sorocabana Railway (Brazil) 161 
 
 South American Commissioner's report on railways of Argentine Republic 150 
 
 South America: 
 
 Distances in 194 
 
 Features of 120 
 
 Heights in 191 
 
 List of books on 197 
 
 Southern Brazilian Rio Grande do sul Railway 161 
 
 Starting point Inter-Continental Railway (City of Mexico) 1C6 
 
 Summary of United States railway statistics 71 
 
 Surveys, books on „ 198 
 
 Surveys for Inter-Continental Railway 172 
 
 Tables: 
 
 Area Spanish American countries and United States 74 
 
 Distances from Church's " Route to Bolivia" 194 
 
 Distances given by Cortes " Bolivia" Xg4 
 
 Distances in South America - lf).( 195 
 
 Distances measured by French expedition lyj 
 
 Distances, points in the United States to points in Mexico lyg 
 
INDEX. 213 
 
 Page. 
 Tabibs— Continvied. 
 
 Distances, points in Mexico to points in Central America 193 
 
 Distances, points in Central America to points in Soatti America 193 
 
 Exports, Spanish American conntrios and United States • 74 
 
 Heights determined by French expedition 190 
 
 Heights in Nicaragua 190 
 
 Heights in Costa Rica 190 
 
 Heights in South America 191 
 
 Imports of merchandise into British North America from the United States 
 
 (1850-'89) 75 
 
 Imports of Spanish- American countries and United States 74 
 
 Imports and exports of merchandise into and from the United States from 
 and to Mexico, Central America, South America, and West Indies 
 
 (18-21-'89) 75 
 
 Imports of merchandise into the United States from British North America 
 
 {1850-'89) 75 
 
 Imports and exports of merchandise, coin, and bullion into and from the 
 
 United States from and to Mexico (18S0-'89) 76 
 
 Influence of railways on population, wealth, and production of United 
 
 States 78 
 
 Lines of railway built and owned by Chili 141 
 
 Miles of railway in Spanish-American countries and United States 74 
 
 Movement of passengers, freight, and baggage on railways in CLili (1887). 79 
 
 Net earnings railways of Argentine Eepublic (1888) 16 
 
 Population Spanish- American countries and United States 74 
 
 Private railway lines in operation in Chili 29 
 
 Eailway system of Brazil 25 
 
 Kailwaysin Argentine Eepublic 180 
 
 Bolivia 181 
 
 Brazil . lyl 
 
 British Gniana 189 
 
 Chili 18:i 
 
 Colombia 123-184 
 
 Ecuador 185 
 
 Guatemala 185 
 
 Honduras 185 
 
 Mexico 186 
 
 Nicaragua 1k7 
 
 Paraguay 187 
 
 Peru '. 1H7 
 
 Salvador 188 
 
 Uruguay 188 
 
 Venezuela 189 
 
 operation in Chili -28 
 
 process of construction of Argentine Republic (1889) 17 
 
 Ea*e of returns on capital in Argentine Eepublic railways Ifi 
 
 Taltal Eailway (Chili) 144 
 
 Toquary and Urugaayana Eailway (Brazil) 161 
 
 Tongoy Eailway (Chili) 144 
 
 Topograpliical features of Bolivia 139 
 
 Tehauntepec Eailway (Mexico) - 98 
 
 Texas, Topolobampo and Pacific Eailway (American and Mexican Pacific 
 
 Eailway 93 
 
 Three Americas, rail communication between ., 71 
 
214 INDEX. 
 
 P»g6. 
 
 Tinogasta and Andalgala Railway (Argentine Republic) 149 
 
 Transportation in Honduras - — " ^^" 
 
 Unaio Valenciana Railway (Brazil) 161 
 
 United States: 
 
 Area of — ''4 
 
 Bearing of railway construction upon population, wealtli, and develop- 
 ment of -- - 78 
 
 Distances from points in, to points in Mexico 192 
 
 Exports of (1889) 74 
 
 Exports of merchandise, coin, and bullion to Mexico (1880-'89) 7G 
 
 Freight rates 61) 
 
 Grants to railways in 67 
 
 Imports of (1889) 74 
 
 Imports of merchandise, coin, and bullion from Mexico (1880-'89) 76 
 
 Imports of merchandise from British North America (1850-9) 75 
 
 Eailway construction in 70 
 
 Railway system of 64 
 
 Report on railways of 62 
 
 Summary of railway statistics 71 
 
 Uruguay : 
 
 Area of (1887) 74 
 
 Central Uruguay Railway of Montevideo 154 
 
 Central Uruguay Northern Extension Company 155 
 
 Exports of (1889) 74 
 
 Imports of (1889) 74 
 
 Midland Uruguay Railway 155 
 
 Miles of railway 74 
 
 North Eastern Railway -. 155 
 
 Northern Railway 155 
 
 Northern Eailway and Tramway Company 155 
 
 Population of (1887) 74 
 
 Railways in 154 
 
 Report on railways of 86 
 
 Table of railways 188 
 
 Valente, J. G. do Amaral, report on railways of Brazil... 25 
 
 Varas, Emilco C, report on railways of Chili 27 
 
 Velarde, Juan Francisco, Chairman of Committee on Eailway Communication, 
 
 letter of 13 
 
 Velarde, Juan Fraucisco, report on railways of Bolivia 19 
 
 Vbiotzubla : 
 
 Area of (1886) , 74 
 
 Exports of (1889) 74 
 
 Features of 127 
 
 Imports of (1889) 74 
 
 Miles of railway 74 
 
 Population of (1886) 74 
 
 Railways in 129 
 
 Railways in construction (1887) 128 
 
 Railways oi^en to traffic 128 
 
 Eailway summary (1889) 129 
 
 Railways under contract and survey (1887) 128 
 
 Eeport on railways of gl 
 
 Table of railways 189 
 
 Vera Cruz, Anton Lizardo and Alvarado Eailvray (Mexico) 100 
 
INDEX. 215 
 
 Paga 
 
 Villa Maria and Eufino Railway (Argoiilino Republic) I'lO 
 
 Yilla Mercedes and Bioja Kailway (Argentine Bepuljlio) 149 
 
 Western Eailway of Baenos Ayrea (Argentine Eepublic) 149 
 
 Western Railway of San Paulo (Brazil) IGl 
 
 Western Railway of Santa F6 (Argentine Republic) 149 
 
 Western and Central Colonies of Santa ¥6 Railway (Argentine Republic) 149 
 
 Wonders of the interior of Salvador 118 
 
 Z6garra, F. C. C, report on the railways of Pern 58 
 
 Zelaya, Jerdnimo, report on the railways of Honduras 49 
 
 Zinn, Lieut. Qeorge A.^ letter of transmittal to Messrs. Davis and Carnegie . .. 87