CORNELL UNIVERSITY LIBRARY FROM Cornell University Library HE 2895.C36 Treatise on the South American railways 3 1924 020 327 023 *«.i m Cornell University Library The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924020327023 JUAN JOSE CAST BO : V- . ■ r'> THEATISE ON THE SOUTH AMERICAN RAILWAYS AND THE GREAT INTERyiMiNAL LINES PUBLISHED UNDER THE AUSPICES Uif THE MINISTRY OF FOMEN-T F T H E » ' OBIENTAL REPUBLIC OP URUGUAY AND SENT TO THE WORLD'S EXHIBITIOK AT CHICAGO. MONTEVIDEO. LA NACION STlIA.Jt PRINTtXG OI'tTCK, CAI.LE 25 DK MAYO, X."'" Ufi TO 1893. Juan .t o s e g a s t r o . TREATISE ON THE SOUTH AMERICAN RAILWAYS AXD THE GREAT INTERNATIONAL LINES PUBLISHED UNDER THE AUSPICES OF THE MINISTRY OF FOMENT P THE OSIENTAL REPUBLIC OP URUGUAY AND SENT TO THE WORLD'S EXHIBITIOK AT CHICAGO. ilOMTEVibfiO. La NACIOX SfRAM PRINTIXG 01.-PICH, Cil.I.E 25 DK SIAVO X."'" HO TO Hi 1893. mizmo de 2iuiiGmomo Consul f>^ „,_.,,., J ^.,,^^^r Oriemal litnhUc nf'uru^uay WASHINGTON, D. a, U. S.^'a ($) To His Excellency, the Secbetaey of State for Commerce Industry, Railways and Public Education, Engineer Juan Alberto Capuero. Sir, Two great projects indicate the progress made by the New "World during the latter years of the present century, which, assuredly, will not be allowed to close without the inauguration of the gigantic works involved viz : the Inter- continental Railway and the South American Inter-Oceanic Railway. The object of the first named line is to establish direct communication between both Americas, from Canada down to the River Plate and Chile: the second is intended to shorten the time required for communication between the Pacific Ocean, the River Plate, and Brazil, and the European Continent, and at the same time tb open up new facilities for commerce between the Republics through whose territory it will run. On account of its geographical situation and the techni- cal features of its Railways, the' Oriental Republic of Uru- guay, is destined to occupy a most prominent position in the fulfilment of the two projects above indicated. Acting on this idea, the patriotism of which demands that it should be published throughout all America, your Excellency has been good enough to entrust me with the preparation of a treatise to be sent to the World's Exhibi- tion at Chicago, proving the truth of same by comparing the South American Railways and studying the other factors that must be taken into account in the solution of sui'h vast problems. And your Excellency, these problems ought not to be considered remote questions of yet uncertain future, and therefore devoid of practical intest. With regard to the Inter-Continental Railway, its success is fully guaranteed by the initiative taken by the power- ful and enterprising nation in whose own territory there is an extent of railways nearly equal to that of all the other nations of the world. Since its approval by the Pan-American Congress in 1889) the United States have not for one single moment allowed the idea to drop, and the practicability of the project has already been proved by the Engineering Committees appointed at the Congres referred to. The surveys now reach the Bolivian heights. As regards the Inter - Oceanic Railway, the construction of the part of the line traversing the Cliilian Republic is almost concluded, as also that in the Argentine territory: the concession is granted and the surveys fully completed of the. Section corresponding to the Oriental Republic, and the line to be made from Pernambuco to our San Luis frontier is also partly surveyond. For Brazil that Railway is of vital importance, and the immense means at the dis- posal of that great nation, and the credit it justly enjoys, are a guarantee as to the realization of the work which at the present moment is .only delayed, by purely accidental causes. There is, therefore, really practical utility in the infor- mation . which your Exoelency has ordered me to get together and which will not be found of interest to our own country exclusively. On the contrary, it is of the greatest interest, not only for South America, but for the whole World, to show, in a concise form, the progress of the Railways in South America, the distribution and features of the lines in each State, and what will be the destiny of those lines when combined with the great International Ralways that are projected. It is to be regretted that only a very short space of time could be allowed for the execution of so important a work, but possibly this may have been made up for by the energy, and good will displayed, and is it Avith this hope that I have the honor of placing in your Excellency's hands the work which I have just concluded. The Brazilian Railways, covering, as they do, an im- mense extent of country, have been the object of special attention. By a decree dated the 15.*'' January 1890, the Brazilian Government appointed a committee of Engineers charging them with the preparation of a general Railway map and with the delineation the extensions and branches necessary for the service of so large an area, but up to the present the results of their labors have not been made public. I have however consulted every known publication respecting the Brazilian Railways, and I can assure your Excellency that not only are there mentioned ia this treatise all those lines which are already being worked or are under construction but also those still under survey or only projected. With respect to Argentine Railways, I have been able to avail myself of the latest and most complete information concerning them thanks to the courtesy of the Public Works Department and the General Railway Board of that Republic. — 8 — It has been still easier to obtain satisfactory data res- pecting the Peruvian, Bolivian, Chilian and Paraguayan Railways as they are much less complicated. For the compilation of Statistics and other data referring to the railway question I have made use of the latest official and private comunications. In compliance, therefore, vith your Excellency's sugges- tion, this treatise embraces the foUowii/g subjects: I. Railways of the Republic of Uruguay. 11. do " " Argentine Republic. iii. do " " United States of Brasil. IV. do " " Republic of Chile. V. do " « " " Paraguay. VI. do " « " " Bolivia. Vii. do " " '■ " Peru. VIII. Inter-Contiaental line. IX. Inter-Oceanic line. X. Population of the South American States and the argument justifying the delineation of the inter- continental and inter-oceanic lines. XI. The ports and railways of the Oriental Repubhc considered as necessary elements for rapid com- munication between the Argentine Republic, Chile, Peru, Bolivia, Paraguay and the Brazilian pro- vince of Rio Grande del Sud. This treatise is supplemented by a General Map of the South American Railways, whether working, under cons- truction, or projected, which shows, clearly and graphically, the immense and exceptional importance of the Uruguayan Railways when considered as a means of international com- mnnitacion. The Map has been drawn to a scale of 1 in 4.00.000, — 9 Bonne's projection, taking as meridian that of Montevideo whicli passes through the North Tower of the Cathedral and as middle parallel the 23''. S '2 line. ,11 ss 13 i 6)1 Total capital. $ Uruguay Great Eastern Olmos to Maldonado and Lake Me- riin .... Midland-Uru guay . . . North-Western . Uruguay Nor- thern: Cabbllos to S. Eugenio Western and branches. . . Uruguajinterior 419.463 317.776 178.800 .114.200 563.000 617.662 3524.016 24.3-27 24.827 24.327 24.327 24.327 7 3 1/2 3 1/2 3 1/i 10.204.276 7.730 512 6.860.370 2,778.143 16.435.456 15.025.863 97.781.041 The conBtruction of this line isat present suspended. This line is open tc traffic, the total i .. pital being gnai- anteed. Open to traffic the guaran tee on I y being on 1.952.413 dollars. This line is open to traffic, the total ca- pital being guar- anteed. It was arranged to construct the Western lines for the government at ii 6.0(:0 per mile payable m funded bonds at 85»/o bearin 6»/o interest and l»/o amortization. The construction is sus- pended. The concession guar- antees 6 »/o on a kilometrio cost of i 5.000. "With tke completion of all the principal lines proposed in the Eepublic, the amount of capital thus invested will total a sum of % 83.642.89, represented by 3.624 kilome- ters of railway, or including the short line of 23 kilome- ters to the Barra of Santa Lucia, open to trafl&c, and the line projected by Lacaze's concession 86 kilometeis without having any guarantee, the grand total length of the lines will be 3.633 kilometers. "We will new briefly recount: the programme to be — 23 — observed in the general plan of railway construction as established by the Eailway Law of August 27th 1884 and the decree, amplifying it, of Seotember 3rd of the same year, as aloo the regulations laid down by the said law and decree ; the law, amplifying that of 27th August 1884, published on November 30th 1888 ; the law referring to the Interior of Uruguay Railway ; the histerical description of the railways; the agrement celebrated in London with respect to their guarantees : — and we wil examine the technical features of the various lines in the RepubUc, the cross sections adopted for the road-bed, the buildings and constructions of importance in each line, mentioning the locality in which they are found and the height above sea level, the locomotives and rolling stok that the various Companies ewn, the general results of their working, and finally, the rules for the inspection of railways guaranteed by the State. Infrastructura ^*^ By the General Railway Law of August 27th 1884 and by the Executive decree regulating same of September 2rd 1884, it is ordered, that in the construction of the earthworks bridges, etc., the following regulation must be observed : ( 1 ) Maximum grade .... 12 milimeters por meter. Ditto under exceptional conditions 16 " " u Einimum radius of curves . . 400 meters. Ditto ditto under exceptional con- ditions ■. . 300 " {") This terra covers all that portion of the construction work of a railway up to the rail laj'ing and ihus includes survevs, plans, sections, earthworks, bridges, tunnels, etc. The laying ot the' rails and all sub- sequent works come under suprestructura. (1) General Railway Law of August 27th 1884 -Article 2. — 26 — (1) Minimum distance permissible between two carves in opppsite directions 100 meters. Minimum distance of level between two adjacent grades of more than 004 per meter, 100 meters. (2 ) Tbe general plan and section of the line will be decided upon the presentation of the general proposal re- ferring to the whole or any part of the same. The scale of the general plan shoul be 1 in 1000 ; and of the longitudinal section 1 in 5000 for distances, or 1 in 1900 for heights; these latter measurements being taken as from sea level. (3). On the longitudinal section must be shown the kilometric distances of the line measured from the point of starting : the length and conditions of each grade; the length of all sections on the level, the direction and radius of each curve, and the angle formed by the straight sections. A cross section of the type of line, an account explain- ng the general ideas of the project, accompanied by a (1) Article 3 of tha Executive decree of September grd 1884. (2) Article 11 ditto ditto (3) Standard of reckoning for taking heights above sea level : Public Works Department. To the Minister of Public "Works. On the 18th of May I had occasion to point out to Mr. G-alwey and three of his staff the standard point adopted for tbe frequent observations that I have had to make during past years. This point is found on the south side of Montevideo on a large rock more or less 125 meters to the East of the English chnrch. In order that later oa there may be no difficulty in recognizing tois spot I gave instructions that an iron should be fixed in it and same has been done, I also, to farther ensure no mistake, ordered the bearings of the point to be taken in connection with Cdmaras, Treinta y T-es, Cainaoua and Brecha streets, which have be-jn duly effected as shown on the attached map and marked in red ink. It .should therefore be ordered that in conformity with Article 11 of the Executive decree of September 3rd 1894 the longitudinal levels of the various railways in the Bepublic must be adjusted to the sea level as adopted on the above mentioned rock morked in the attached plan by the latters P. E,. In order to assist the Railway companies a level was taken of the relative height of the extreme Southern threshold of the principal door of the Cabildo and it was found that this point was 23 meters 18 centimeters above — 27 — retura showing the proposed gradients with difference of levels, also one showing the number of curves . with their radius and other details. The position of the stations or stopping f)laces proposed, the rivers or streams crossed by the line, also the roads, must be marked and named both in the general plan and longitudinal section. In this section must also be shown the position of the culverts, bridges, level cross- ings, waterways and any other construction designed for drainage purposes or intended to allow the streams to pass unimpeded where crosse by the line. (1) When it is necessary for the line to pass over a public road the distance between the buttresses of the bridge or viaduct constructed for this purpose must be at least 8 meters. The smaller bridges built on arches must be at least five meters high measured from the road level to the keystone of the arch, but this height may be reduced to the level of the spot marked P. R. or the level of sea. Thus the Railway Companys can take the threshold of the principal entrance to the Cabildo as a second point of reference for purposed of levelling. With the object of couveying this information to you as instructed etc. Montevideo, June 7tli. 1887. Juan B. Zanetti, Civil Engineer. ilinistry of Government. Montevideo, June 16tli. 1887. Having considered the petition of the North Eastern Uruguav Railway Company, and in accordance with the opinion of the Vice- president of the Public Works department, Engineer Juan B. Zanetti, the Government hereby resolves: To approve of the point marked OB the accompanying map by the letters P. R. as the standard of sea compliance with Article 11 of the Executive decree promulgating the General Railway Law. Let this be noted and published. TAJES. Julio Heereea y Obes. (1) Art. 15 of the Executive decree of September ^'^ 1884. — 28 — 4 1/2 meters when the bridge is built with iron or timber horizontal beams. The width of the larger bridges at rail level is fixed at eight meters when crossed by a double line of rails or rails or at four meters and a half when only crossed by a single line. Both sides of the liae must be provided with a safe platform to enable employees to cross in safety and the sides of the bridges must be properly protected by hand rails. (1) "When the line has to pass under a public road the distance between the buttresses must be ten meters, allowing of an eight-meter roadway with paths of one on each side. All buttresses and breast-works must be solid with a minimum height of one meter. The distance between the abutments must be eight meters for a double line or four and a half meters for a single line of railway. The height, measured from rail level between the outer rail and the abutment to the lowest cross beam of the bridge, must be at least four aad a half meters. (2) In such points as it may be necessary to cross the public roads by level crossings the rails shall be laid so as not to ofier any obstruction whatsoever to the passage o^ ordinary vehicles. The line must not cross a public road by a level cross- ing at an angle with it of less than forty five degrees (45"). All level crossings in populated districts must be pro- vided with barriers and the Public Works department (1) Art. 16 decree of September 3'^^ 1884. ^2) Art. 17 do. do. - 29 — must order the erection of huts for the accommodation of the road-guards in those places where they may be con- sidered necessary for the public safety. The class of barriers and railings to be employed must be approved by the Public "Works Board. (1) The railway Company must make the water chan- nels considered necessary for draining • the line and the dimensions of same will be fixed by the Public "Works Board according to the local conditions affecting them on the aplication of the Company. (2) "When, in order to cross a public road, it may be necessary to alter the level of same, the Railway Compa- ny is obliged to do all the necessary earthworks and to pave the part modified, furthermore maintaning same in good repair for three years after. The Public "Works Board will decide as to the grades permissible in the modification of any public roads when consulted by the Company. (3) The Company must at their own expense re-establish the natural flow of any stream whose course may have been interrupted or diverted during construction work. The bridges and culverts that it, may be necessary to construct for carrying the line over rivers, streams, etc., must be at least eight meters broad at rail level when crossed by a double line or four and a half meters broad for a single line. The height and opening of these works will be resolved by the Public "Works Board after due consideration of the special features of each case. (1) Paragraphs 1 and 1, Artfclo 12 of the reglameotary desree. (2) Article 18 of the reglamentary decree, (3) Article 21 do. do. — 30 — (1) Should it be necessary to build any tunnels these shall be, measured at rail level, at least eight meters broad and six meters high to the keystone of the arch. The vertical height from the outside rails to arch must be at least four meters and a half. The ventilation shafts must be built with a rampart two meters high and must not be opened in any pubKc road or street. (2) When any line has to cross a navigable aiver or canal the Company must at its own expense take the ne^ cessary measures to ensure that the navigation is not in' terrupted by the construction works. Also when crossing any public road, to avoid interrup- ting the traffic, if necessary the temporary bridges or roads required until the permanent works are finished, shall be made at the expense of de Railway Company, Before diverting the traffic from any public road over any such temporary structure, the Public "Works Board shall examine the safety of same and shall fix a time for the completion of the permanent works required to resume traffic on tbe original roads. Superstructura. The general conditions, regulating the construction of the railway works other than those dealt with in the prece- ding chapter, are, by the General Railway Lave and decree already mentioned, estabUshed as follows. (1) Article 20 of the Executive decree of September 3>'* 1884. (2) Article 21 do, do. do. do. do. — 31 - (1) In tlie construction of the various works the Company must employ first class materials to ensure of their being- solid and durable. The buildings etc., must be constructed of brick or iron, unless in special cases approved otherwise by the Public Works Board. ( 2 ) The permanent way must be laid in a solid manner with materials of best quality. The rails used on the main line must weigh at least thirty kilogramms (30 k. ) to the lineal meter and must be laid on wooden sleepers. The rails must be bolted together by fishplates and bolts, and the distance between the sleepers must not exceed ninety centimeters. These regulations may from time to time be varied as found advisable by experience, but no Company can be allowed to adopt any other system of permanent way which has not been previously approved of by the Go- vernment. ( 3 ) The guage of the railways shall be from 1 meter 44 cent, to 1 m. 45o. (4) The sidings and loop lines laid in stations or else- where shall allow of two meters fifty centimeters clear between same and the main line. The ballasting of the road-bed shall be made to extend at least one meter on either side of the rails. ( 5 ) The number, size and position of the stations, stopp- ing places, or sidings shall be decided upon between the Government and the Railway Company. (1) Article 22 of the Executire decree of September 3rd 1884. (2) Article 23 do. do. do. (B) Article 2 of the Law of August 27tli 1884. (4) Article 12 of tlie Executive decree of September 3rd 1884. (5) Article 14 do. do. do. — 32 — Before commenciag the coasbructioa of any statioa the Company must submit to the Public Works Board for their approval a general project of same that will com- prise : (a) A plan to scale of 1 to 500 showing the line sidings and buildings Avith the internal arrangements ; and also the general surroundings of rhe neighbourhood. (&) Building elevation to scale of one ceniimeter to the meter. (b) A general account of the design explaining the principal points of same. General Regulations. Apart ■ from, what it lays down with respect to cons- truction' of the railway, the law of August 27'''^ 1884 contains the following regulations: Art. 1. The general system of railways is comprised of those included in the plan prepared by Engineers don Antonio Montero, doa Carlos Honore, don Eugenio Ponot, dou Carlos Olascoaga, don Emilio Daprefc, and don Juan Alberto Capurro (who formed a Committee appointed by the Department of PubUc "Works iu October 1873), with the modifications mentioned in this [aw, and the Executive Power is empowered to make deviotions in the lines laid down by the said engineers without changing the route should economy or the nature of the ground render it necessary. — 33 — Art. 2„ The lines referred to are the following : I. The Central Uruguay Eailway from Montevideo to the town of Eivera passing through Durazno, Paso de los Toros (Pass of the Bulls)- on the Eio Ne- gro, and San Fructuoso, with a branch from Paso de los Toros to Salto and a sub-branch to Pay- sandu. n. Montevideo and Colonia Eailway passing through the Barra de Santa Lucia ( Eiver Santa Lucia bar ) or Belastequi pass, the Colonies and the town of Eo- sario. ni. The "Western Eailway from 25 de Agosto to Oar- melo and Nueva Palmira, passing through San Jose, Puntas del Eosario and Puntas. del Colla, with a branch to Mercedes. IV. North Eastern Eailway from Montevideo to Artigas passing through San Eamon and Melo, "with a branch to Treinta y Tres, the Company having the right to run another branch from San Eamon to Minas. It can also start from Canelpnes, Piedras, or Pando. V. Eastern Uruguay Eailway, from Montevideo to Lake Merim, passing through Pando, Maldonado, San Car- los and Eocha with a branch to Minas from be- tween Pando and Maldonado ; that is, provided the Nd'rth Eastern Eailway does not make one. VJ. Eailway from Salto to Santa Eosa with a branch from Isla de CabeUos to San Eugenie (1). (1) THe Senate and Chamber of Eepresentatives of the Republic etc. decree : — Art. 1. Let the following paragraph be added to article 1 of the — 34 - Art. 3. The permanent way and rolling stock must always be of the best quality and in accordance with the latest scientific developments. Art. 4. The Executive Power is authorized to enter into contracts for the construction and continuation of the main and branch lines indicated in article 1, and as soon as an offer be made for the extension of the Central Uruguay Railway, that Company will be inmediately notified of the fact, so that, within the term of eight months laid down by art. 16 of the contract of 27*''- November 1877 it may state whether it will effect the conclusion of the line and submit the necessary estimate; should it decide not to, the Executive Power may control the extension of the same from Paso de los Toros to Rivera. Art. 5. The Companies cannot oppose other railways joining up with their own or crossing them above, below, or on the level, provided that the works in connection therewith do not interrupt the regular train service of the original line; in the case of a junction or level crossing, the primitive Company will carry ont the necessary works, keep them in proper preservation, and will station at the point of intersection the guards and other accesories which are indispensable for the safety of both lines, all this to be at the expense of the new Company. law of Augu.st 27th 18S4, " Para : 7, A branch from Maldonado to Punta dal Este, 9tc. Art. 2. Let this be communicated etc. ijessioas Hall of the Honorable Chamber of Senators, Montevideo, 23tli June 1886. Pedro Cahve, Francisco AguHar y Leal, Secretary. Ministry of Government. Lee this be carried out etc. 1st. Vice President. Montevideo, July 1st 18S6. SANTOS. Luis E. PfiHEZ. — 35 — Art. 6. The Companies may not oppose the crossing of their lines by ordinary roads -when the construction of the latter is ordered or permitted ; neither may they oppose the construction of canals or artificial water drains which may have to cross their lines, so long as the works in connec- tion therewith do not impair the solidity of the track nor interrupt the regular service of the trains. Art. 7. Every Company is obliged to share the use of any of its stations with other companies whose lines join up with its own; the remuneration and other conditions of this service shall be settled by common accord. Art. 8. "When two or more Imes, constructed by differ- ent companies, form a junction at one place, they may freely run their wagons and carriages over each other's lines, paying for this privilege in accordance with the con- ditions to be established amongst them by common accord. Art. 9. The regulations laid down in the preceding artic- les will be carried into effect provided that they neither hinder nor interrupt the regular traffic of the company owning the line on whom the service falls. Art. 10. Should the agreements to which the foregoing articles refer not hold good, as also in the case of any question that may arise between the companies with res- pect to the fulfilment of the obligation imposed by the said articles, the matter will be submitted to the decision of arbitrators to be named by the companies before the jjroper judge, who, should the arbitrators fail to agree, will appoint a third, against whose decision there shall be no appeal. Art. 11. After they have been working twenty five years, the State will have the right to expropriate any of the lines which this law comprises, in exchange for the just value of the line at the time of expropriation, plus twenty per cent bonus. — 36 — Art. 12. The Nation guarantees seven per cent on the amount fixed as the value of each kilometer of line com- pleted and open to public service. ( 1 ). Art. 13. The guarantee service will begin for each section of line as it is opened to public service, but the length of each section must not be less than fifty kilometers. Art. 14. For the service of the guarantee established in articles 12 and 13, and until the required amount is obtained, fifty per cent of the Contribucion Directa (Land Tax) is to be set aside. Ai-t. 15. Should the tax fixed in the preceding article not bs sufficient, or should the new use to which it is to be put prodtice a deficit in the yearly Budget, the Legis- lative Power, at the request of the Executive, will create the necessary funds. Art. 16. The guarantee service shall be effected at the end of every six months, making up the amount which the net taking of the line, after it has been calculated, falls short of seven per cent. Art. 17. A¥hen the net takings of the line exceed eight per cent per annum, the company will return to the Go- vernment, besides the taking in excess of that rate, the sums advanced under the name of guarantsse, without tak- ing into account the interests accrued on such sums. Art. 18. The sums expended on the line in improvements which are not included in the original projects which served as a base for the concession, will be considered as net (1) By the agreement celRbratod in London on the 26tli August 1891 between the Comraittee representing the holder.i of Uruguayan Bonds and Dr. D. Jose E. Ellauri, representini? the Uruguayan Go- vernment, which agreement was ratified by the Law sanctioned by the Asberably on 7th Octr. 1891 and published by the Lxecntive Power on tlie same date, it was arrai.ged tlie railways constructed in accordance with this disposition should in future receive an interest of 3 1/2 per cen': per annum on their guaranteed capital. — 37 — revenue, uuless the said improvements are carried ont in agreement with the Exeoutive Power, and with newly in- troduced capital. Art. 19. So long as their net takiags do not exceed four per ceat, the Companies can renounce the guarantee, and thus free themselves from the obligation of returning to the State the sums advanced with this object. Art. 20. To the general Treasury of the State there shall be added a section especially for auditiag and inspecting the accounts of the dififereat Companies for the purposes of the foregoing articles : this section shall submit a monthly report to the Finance Department so that the portion of the Coatribucinn Diracta fixed in article 14 may be set apart. ( 1 ) Art. 21. The Companies are obliged to place every facil- ity at the disposal of the Treasury and the Public "Works Office, viz : to exhibit the books, registers and other docu- ments which they may require to inspect in the fulfilment of their duties. Art. 22. The Executive Power will receive proposals for the construction of the main and branch lines referred to in article 1, in all of which there must be stated : I. The amount it is proposed to fix as the value of each kilometer of line for the guarantee of seven per cent per annum. (This sura must never exceed L 5000 per kilo- raeter. ) • II. The class of buildings, materials, rolling-stock, etc. it is proposed to use in the line, as also the maxi- mum grade and the minimun curve radius. (1) By a deorof) rlated November 6 th 3891 the National Railwav Cotitrol Offico was established, and Engineers Julio Lerov Vice President of tlio Public Works Board, and Battisto Alcest'e' with Sr. AugiiBto Madalena chief of the Railway department in the Treasury, were appointed members. — 38 — ni. The time when the works should be commenced and concluded and the line handed over to public ser- vice. Art. 23. On a person presenting himself soHciting the construction of a main or branch line, the Executive Power will grant a term of eight months, ( which can be prolong- ed for four more, but cannot be extended beyond that, ) for the presentation of the plans, amount of guarantee and the other requisites indispensable for drawing up the con- cession. During this period the Executive Power cannot arrange with any other person for the construction of the line solicited, but at the end of the eight or twelve months, whichever it be, if the tenderer has not presented his plans etc., the proposed concession wil be null and void. The concession will not be made a public deed unless the person interested proves having deposited to the order of the Executive Power in one of the Banks in the Capi- tal, a guarantee equal to one per cent of the estimated value of the line solicited. This guarantee may be paid in money or in Debt Bonds or property titles, and in the two latter cases the interested party may enjoy the income produced by the guarantee deposited. Art. 24. The constructors of the line may withdraw the amotmts deposited as guarantee, as soon as they can prove having executed sufficient work to cover their value, the railway works remaining hypothecated for said amounts until the line is finished. Art. 25 The guarantee dsposited by the concessionaire ■will become the property of the State should the conces- sion legally lapse. Art. 26. The railway concessions will lapse if, within the terms specified in the contract, the works be not commen- ced, or the line, or the sections into which it is divided, be not finished. — 39 — "Art. 27. Should the public service of the Railway lines be wholly or partially interrupted, tha Executive Power will take the necessary steps for temporarily carrying it on, afc the cost of the Companies. "Within six months the Company must show that it has sv.fiicient means to continue working, which may be passed over to another Company or a third person, afier obtaining the permission of the Executive Power. If, even by this m^ans, the service be not continued, the concession will be considered forfeited. Art. 28. The interested party may appeal before the Uni- ted Tribunals of Appeal or the High Court of Justice, if created, against the resolution of the Executive Power de" daring the concession lapsed. The appeal will be decided in verbal judgment within the term of one month, all the facts being before the Tri- bunal (1). Art. 29. Once the line is definitely declared forfeited, the Executi^^e Power will cause a valuation to be made of the (1) Litigious A'lministrntlve jurisilicf.inji. — The Senate rind Chamber of the Representatives of the Republic etc. etc , decree : Art. 1. It id declared that the litigiona administrative jurisdict- ion establiahnd 'in article 23 of the law of 27th Aiigust 183^, com- prises all questions which may arise with regard to Railways, ba they between private parties and the State or between private parties themselves, whenever th"y arn the result of resolutions of the Administrative authority, with the exoeptioa of those referred to in article 10 of the same hiw. Art. 2. Let this coranuinicated etc. Sessions Hall of the Honorable Ciiaaiber of Eopresentatives, Montevideo 18 th Sep- tember 1835. Idiartf, Boeda, 1st. Vice President. Jose Luis Miisaglia, Secretary. Ministry of Governement. Montevideo, September 19 th 1883. Let this be complied with etc. SANTOS. Eduardo Zobrilla. - 40 — works executed and of the constraction and working ma- terials on hand. After this valuation has been verified, the line will be offered for public tender for the term of one year on the base of two -thirds of the valuation; and if within this term there should be no tender for it, it will be again offered for a period of six months on the base of one- half of the valuation: if not then sold, it w^ill be offered for the last time, for the same term, and for whatever price may be obtained. Art. 30. On handing over the line to the new conces- sionaire, he shall pay in to a Bank to be named by the Executive Power, as a deposit, the amount of the sale which, after the expenses caused have been deducted, shall be delivered to the concessionaire whose rights have been forfeited. The new concessionaire will deposit the guarantee fixed by article 23, and the dispositions of this law will apply to him as if he had been the first. Art. 31. Whenever a Railway gives more than twelve per cent per annum profit on the capital invested, the Execu- tive Power shall have the right to interfere in the fixing ef the tariffs in order to reduce them, after the company has been heard on the subject. Art. 32. The carriage of the public and official corres- pondence will be free of all cost in the railways to which this law refers, for which purpose a special wagon will be provided and also a cellular one for the conduction of pri- soners: the use of the telegraph for official telegrams will be gratis, and free passage in the carriages of the Com- pany will be provided for the Engineers and Government officials appointed to inspect, control and watch the rail- ways, as also for the judicial functionaries who may go to — 41 - inrestigate crimes committed in the stations or trains, or to collect information about incidents that have ocurred on the line. Police Commissaries and men, war materials and the pro- perty of the Government will be carried at one half the rates charged to the public, these services having the pre- ference. Art. 33. The employes of the Railway Companies will always be exempt from military service, and at least half of them must be natives of the country. Art. 34. The Railway Companies referred to in this law will be exempt from the payment af Trade and Land Taxes, as also of duties on the materials they may im- port for the construction of their lines. Art. 35. The Companies will have the power to expro- priate the laads necessary for the line and for building the stations and accessories, in accordance with the ruling law of expropiation, and may take possesion as soon as they require them, after making the corresponding deposit on account of indemnity. Art. 36. The guarantees and privileges granted by this law will remain in force for forty years, counting from the date of the concession. Art. 37. The Executive Power will issue the decree am- plifyng this law. Art. 38. Let this be communicated, etc. Sessions Hall of the Senate. Montevideo, 22 August 1884. Miguel Gonzalez Rodeigdez, President. Francisco Aguilar y Leal, Secre';avy. - 42 - Ministry of Government. Montevideo, August 27th 1884. Let this be complied with, etc. SANTOS. Caelos be Casteo. The law of 27"^ August 1884, the dispositions of which we have just quoted, was amplified by a decree dated 3 '"'J September of the same year giving the dispositions which we have incorporated and which form the principal part of the programme for the construction of the railways, and also those wnich we will now quote as follows. Ministiy of Government. Montevideo, September 3 rd 1884. In accordance with what is established in article 27 of the law of the 27"^ August last; the President of the Re- public accords and decrees : — Art. 1. The Executive Power will receive tenders for the constructioa of the lines and branches referred to in the law promulgated on 27*'' August last. Every tenderer must address himself in writing to the Ministry of Government declaring that he abides by all the dispositions and conditions established in the said law and in this decree. He will solicit the concession of the line or branch sta- ting the price per kilometer and other details mentioned in article 22 of the law, declaring that the CompanicvS formed outside the country, will have jurisdictional and legal — 43 — domicile in the Republic, as -well as abroad, in order to attend to any litigation that may arise. Art. 2. Priority in the presentation of an offer confers no rights on the person presenting it, the Executive Power reserving to itself the privilege of accepting the tender which, in its judgment, offers greater guarantees as to efficacy, taking also into consideration the other advanta^ ges offered. Art. 3. After a tender is accepted, the Notary of Go- vernment and Finance will issue to the interested person an attested copy of the minutes refering to the subject, putting as a heading the text of the law and of this decree. Art. 4. If, at the conclusion of the time granted, the petitioner should not have complied with the conditions laid down in article 23 of the law, new tenders will be received for the construction of the line to which the concession refers. If, on the other hand, he should have complied with these conditions, the concession will be granted him by public deed, after he has deposited the corresponding gua- rantee. Art. 5. The indemnity for temporary occupation of or damage to property, interruption of work, all damages resulting from the works and caused by the surveys, will be for account of the Companies. Art. 6. The Engineers in charge of the surveys must carry, with them the necessary permit from the Executive Power who will inform the authorities of the various Depart- ments, through which the projected line is to run, and the local authorities will inform the owners of the various pro- perties, by means of notices fixed for fifteen days in the Judges offices and principal meeting places in the campi and in the newspapers of the Capital and the locality - 44 — Art. 7. At the expiration of this term, the engineers can enter the precincts of the properties, and should they meet with opposition, will appeal to the local Judge of the Peace. Art: 8. The damages caused by the surveys will be valued by the interested party and the engineer in charge, who should be duly authorised for this purpose by the Company he represents. In case of disagreement, they will proceed according to law. Art. 9. The concessionaire must not commence any work in connection with the Railway or its dependencies without the permission of Government. To this end, plans of all the works to be executed will be submitted to the approval of the latter, who, after receiving the report of the Public "Works Department, will determine the modifications that may be necessary. Those plans, after being approved by the G-overnment and sealed and signed by the respective Minister, will be passed to the Archive of the P ublic Works Department. The concessionaire will, at his own expense, take two copies, which will be attested by the Public AVorks De- partment : one of these will be delivered to him and the other will remain with the Department for inspection. Both before and during the execution of the works, the concessionaire wil have the right to propose any modifica- tions that he may consider useful in the projects pre- sented. These modifications cannot be carried out until they have been approved by the Executive Power, after consultation with the Public Works Department. Art. 10. The concessionaire can, at his own expense, take copies of all plans or documents referring to his concession that are arL;liivod in the Public AYorks Department. 46 - Arb. 24. It is forbiddea, at a less distance than twenty meters from a line on which locomotives run, to : 1.) Construct works which endanger the solidity of the track, such as excavations, quarries or mines. 2.) Construct buildings of straw or to deposit in the open air explosive or inflammmable matters. Art. 25. All the lands necessary for the estabKshment of the railway or its dependencies, sidings ( public or private )) deviation of streams, rivers, or canals, and, in general, for the carrying out of any works whatever originated by the construction of the railway, will ba expropriated by the State and paid for by the concessionaire. Art. 26. After the route has been approved, the conces sionaire will propose the amotmts to be offered to the per- sons interested as indemnity for expropriation. If these be not accepted, the Attorney of Finance wiU go to the place where the land in dispute is situated, and after the approx- imate value of the properties to be expropriated has been approved by the Judge, in accordance with the law, the concessionaire will deposit the amount, receiving immediate possession of the land. Art. 27. The Companies cannot sell expropriated lands without previously advertising for tliirty days their in- tention to do so, and should the former owners or their successors present themselves within this term, they will have preferential right of purchase. Art. 28 ,The construction of the Railway having been declared of public utility, the concessionaire v.'ill enjoy all the privileges which the laws, decrees and regulations con- fer on the Government with regard to public works, both in the acquisition of lands, and for the extraction, trans- — 46 — port and deposit of earth, stone, saud or any class of ma- terials, and will be subject to all the obligations imposed on the State by the said laws, decrees and regulations. Art. 29. Should the Eailway cross a piece of land al- ready granted for working a mine, the Department of Pu- blic "Works will indicate the measures to be adopted by the concessionaire in order that the establishment of the railway does not prejudice the working of the inine, and also that the latter does not endanger the safety of the railway. The works of support that it may be necessary to carry out in the interior of the mine, on account of the passage of the Railway, and all the damages that may result both for the concessionaire and the owner of the mine, will be for acconnt of the Eailway. Art. 30. The concessionaire will execute the works with the means and the materials he may choose, but will al- ways be under the inspection and control of the Public Works Department, the object of such inspection and control being to prevent his departing from the prescribed condi- tions and from those laid down in the plans adopted. The Company is obliged to fence both sides of the lines and when it crosses camps belonging to private parties, arrangements to this end in accordance with the ruling laws mast be made (1). MiniBtry of Foment, Montevideo, July 9tli 1891. Considering that it is of the greatest public convenience to adopt the necessary means for avoiding accidents that may occur on the railways, especially at level crossings in populated districts : Considering also that the campowners have a perfect right to re- quire that the Railway companies shall take such measures as will protect their cattle on the estencias, frequently maimed and killed by trains in transit : Considering also that although the Governments may require the Railway Companies to take the above precautions indispensable for — 47 — Art. 31. As soon as a section of the line be finished, the concessionaire will ask that it be qualified for public service, and the Public Works Department will proceed to inspect it, and if they think fit, to provisionally accept it This inspection will be carried out by one or more en- gineers appointed by the Public "Works Department. According to the report of this office, the Grovernment will authorize or otherwise the delivery of the section to public service, but partial receptions will not become final until after the general reception of the whole line conceded. Art. 32. After the works are concluded and within a period to be fixed by the Public "Works Department, the concessionaire will, at his own cost fix the land mai'ks and prepare the land plan of the railway and its dependencies. He will also, in agreement with the office named, pre- pare a statement of all the works of art constructed: this statement will be accompanied by an atlas with plans of these works. One duly certified copy of the land plan, of the descrip- tive statement, and of the plans must be made at the cost of the concessionaire for the archive of the Public "Works Department. Any lands which the concessionaire may the objects mentioned, it is at the same time inconvenient to res- trict railway construction with heavy and in many cases uncalled- for expenses, in view of the actual traffic and the considerable extent of line : Considering also that the wire fencing required on both sides of the line thi-oughout its entire length, by art. 30 of the Regulating decree of September 3rd 1884, has been recognised in practise by other countries as unnecesary, and even under some conditions dangerous, especially in those countries whose territory in regard to population and settlement is more or less similar to this : The President of Republic decrees- - Art. 1. The Railway Companies must fence the boundaries of the line, where it crosses private property in the country, when called upon by the owners to do so according to the dispositions of articles 704 to 710 of the Rural Code on Fencing. Art. 2. The Companies are obliged to fence the line on both sides at their own expense near the populated centres, also the — 48 — expropriate or acquire after the general marking out te satisfy the necessities of the working of the line, will be marked out and added to the plan as they are acquired. In the same way will be added to the atlas of works of art, plans of all those constructed after the preparation of the atlas_ Art. 33. The Railway and all its dependencies shall always be kept in good order so that circulation shall be safe and easy. The cost of preservation and of ordinary repairs, shall be at the sole charge of the concessionaire. If, after the Railway is concluded, it be not always kept in good order, the Department of PubHc "Works will order what is necessary to be done, and should the conces- sionaire not commence the works ordered within twenty- four hours, or if, having begun them, should not continue them without interruption, the said ofiS.ce will proceed to carry them out at the cost of the concessionaire, without prejudice to the dispositions laid down in the law of the 21^^ August last. The amount of the advances made in this mnaner will be charged by means of statements certified by the Department of Public Works and they will be co- llected in the usual manner. full length of any wood and forests, in accordance with the ins- tructions of the Public Works Board. Art. 3. The Companies must also erect barriers attended by road- guards at the level crossings in populated districts considered dan- gerous by the Public Works Board. Art. 4. The Minister of Foment is appointed to see that the present decree is complied with, obliging the Companies to strictly com- ply with art. 17 of tha Regulations on the General Railway Law, as also the form and plan on which to make the level crossings or erect barriers, in aciordance with the limitations of art. 2 of this decree. Art. 6. The decrees and regulations which in any clauses are not in agreement with the dispositions of the present, are revoked. Art. 6. Let this be published, etc. HERREEA T OBES. Jdan A. Capurko. — 49 — Art. 34. The concessionaire must provide at his own cost, and wherever the Public Works Department thinks it necessary, road-guards in sufficient number to ensure the free transit of the trauas on the line and the ordinary cir- culation in the level crossings over public roads. (*) Art. 36. The passenger carriages will be built according to the best models and must satisfy all demands as regards cleanUness and space. They will be suspended on springs and provided with seats. There will be at least two classes of carriages. The l.st class carriages will be covered, padded and closed in with glass and curtains. The second class will be covered, closed in with glass, and provided with padded seats and curtains. The number of seats will be indicated inside each com- partment. The rolling stock for passengers, cargo, or any other use shall be of good and solid construction in all its parts- The engines and coaches or vehicles which compose the rolling stock shall be always kept in good order, and none which have been temporarily repaired shall form part of a passenger train. Art. 36. Powder' and other explosive articles must be transported in trains which do not carry passengers, but this rule does not apply to the small quantities taken by sportsmen for their own use. Art. 37. In the event of internal disturbance or invasion by foreigners, the State can make use of the Railways for its own account, paying the Companies a proportional compensation, the base for determining which shall be the (*) See the decree respecting road-guards farther on. — 50 — average takings of the line during the past year. When the State has finished with the Railway, it shall be retur- ned in the same state as received, fair wear and tear excepted. Art. 38. The articles to be carried by the Railways shall be classified in the following manner: A. Luggage and parcels. B. Merchandise. Art. 39. Under the head of' luggage are coniprised: the trunks, boxes, portmanteaux, hat cases, bags, and, gene- rally, the packages belonging to and accompanying pas- sengers. By parcels will be understood loose or single packages which require special care and which are carried at the same speed as passengers. All articles not included in the foregoing clasyiucadon will come under the head of mer- chandise. Art. 40. All merchandise handed in for carriage by the Railways must be in good condition and must show the number, class and quality, the name and address of the remitter and consignee, and the station where it is to be sent. For the carriage of those articles liable to produce explo- sions or fire, or whose deterioration or proximity may damage other goods, special precautionary measures will be taken. Art. 41. The obligations or responsibilities of the Com- panies with regard to the loaders for loss, damage, or delay in the forwarding or delivery of merchandise, shall be determined by the dispositions of the Commercial Code (Chap. 5, part. 3, Book 1. In all questions not provided for by this law, the Rail- way Companies will be subject to the dispositions of the - 51 — general transport laws, as also to those determined by tlie Custom House rules and regulations. Art. 42. The Company will not be responsible for de • fioiencies in or damage to the contents of a closed case or package, provided, its exterior does not show breakages or signs of being opened which did not exist at the time of its delivery to the Company. Art. 43. The Companies have the right to reject pack- ages presented in bad condition, as also, merchaadise ha- ble to damage, and those whose packing are insufficient to preserve them. However, should the remitter insist on their being admitted, the Company is obliged to carry them, but will be free from any responsibility with respect to them, and will note their objection on the way-bill. Art. 44. The way-bills delivered to the guards of goods trains, will be evidence in favor of the owners who have lost theirs, provided that they prove their identity. Art. 45. Should a package contain merchandise of dif- ferent classes for which different tariffs are fixed, the high- est of these shall serve as a base for the transport charge. Art. 46. The Companies are responsible to the loader for the substractions, losses, or damage to the effects de- livered to them, except in the case of accident or force majeure. The exoneration of the Company from liability can however be agreed upon, in which case it will only be res- ponsible for the faults or omissions of its, employes. Art. 47. If the Company should not, directly or indi- rectly, mediate in the loading of merchandise in wagons hirad for their carriage, they will not be responsible for the deterioration that may happen. Art. 4?. The Companies will not be responsible for the — 62 — natural waste of merchandise, provided that this does not exceed ordinary proportions and does not arise from fraud or neghgence. Art. 49. On the arrival of the cargo at its destination, should there result any deficiency or damage at the time of delivery, claim must be made at once to the Station master, who will give the corresponding certificate. If, thirty days after ^the claim has been established, the missing cargo should not have appeared, the Company will pay for it. Art. 50. The regular passenger trains will be composed of carriages of all classes in sufficient number to carry all the persons who may present themselves at the ticket office. Art. 51, In cases where the Company may reduce the whole or any of the tariffs, subject to certain conditions or otherwise, they will not be allowed to again adopt the original rates without at least a month's notice when treating of passenger fares, or three months when of goods rates. All alterations in the tariffs must be pubhshed a month in advance by public bills, and in the newspapers of the Capital. Art. 52. Any private arrangements made by the Company outside the authorized tariff will, for the purposes of the Government guarantee accounts, be treated as the private business of the Company, and the receipts of the line will be credited with the amount such traffic would have produced at the authorized tariff rates. Art. 53. The Company will be required to always Der- form with due care, precaution, and promptitude, ana \ August 1884 with respect to the juaction and service in connection there- with will apply to the main and branch lines authorised in the preceding decrees. Art. 4. The Executive Power is authorised to contract for their construction either for the account of the State or through a concessionaire. Art. 5. In the same way the construction is authorised of broad or narrow gauge railw aj'^s intended to afford direct communication, both locally and v/ith the capital, to camp towns and other rural centres. The cost of these lines rwisb not exceed three thousand pounds sterling per kilometer, including rolling-stock, stations, telegraph, etc. The Executive Power will either submit the general plan of these lines to the Legislative Council for approval, or will iu each case ask for the necessary authority to con- tract for ther constfuction. Art. 6. In the concessions which may be granted, in conformity with art. 4 of this law, the Executive Power may grant a maximum guarantee of 7 "/o on the maximum price of five thousand pounds sterling per kilometer of road ready for public traffic : this guarantee to last for 33 years from the date of granting the concession. If on account of difficulties in the route to be traversed, the real cost should exceed £i 5.000 stg. per kilometer, on this being verified by the G-overnment technical offices, the Executive Power shall fix a proportionate rate of guaran- tee interest on the legal value per kilometer of the line (which value must in no case exceed t 7.000 stg.^, so that the total sum to be paid them will be same 7 "/o on L 5.000 per kilometer as fixed in the preceding paragraph — 60 — Art. 7. la every contract of concession must be stipula- ted the maximum tariffs which the Company may charge the public, and the Executive Power will have the right to exact a reduction in them and to intervene in the com- pilation of the new oaes, should the Railway return more than 8 "/o- In such case, the reduction of tariffs will be limited to the excess over 8 "jo which may be payable to the State as returned guarantee in accordance with art. 17 of the law of 27«i August 1884. Art. 8. No concession whatever will be granted except on condition that, 90 years after being granted, the line becomes the property of the State, v^ithout any remunera- tion whatever. Art. 9. Relinquishment of the guarantee in accordance with article 18 of the law of the 27'" August 1884, wUl not exonerate the Companies from the obligations imposed by this law. Art. 10. Any Concession granted by the Executive Power, the conditions of which have not been complied with within the periods fixed by art. 23 of the said Law, will be declared forfeited, no matter what may have been the obstacle to carrying out the same. Art. 11. The questions which may arise between private persons as to prior right to a concession, even though not yet granted, will be shortly and summarily decided by the Executive Power, against whose decision the Supreme Court of Justice, or the Tribunal representing it, may be appealed to. Their decision must be given within thirty days at the latest, no excuse of any of its members or other incident which may delay final judgment being admitted. In the case of concessions already granted action can only be taken against the State: these questions shall be resol- ved in the form and according to the procedure above esta- blished. — 61 — Art. 12. For the payment of the railways constructed for the national accouat, the Groverument will issue Public Debt bonds to be called " Railway Boiads " bearing 6 % annual interest payable quarterly, and 1 "/o amortization payable annually and these bonds shall be specially gua- ranteed by the railways which erev constructed by them, the earnings of same, and by the general national revenue. These bonds may be redeemed at anytime at par value. Art. 13. The construction of railways for the account of the nation shall be undertaken at a fixed cost per kilome- ter, but ith the object of wassisting the contractors the Government may arrange with them the separate valuation of the various items it being understood that the total shall be within the kilometric cost. Art. 14. The maximum cost per kilometer will in every case be fixed by the proper Departments based on the technical studies, and in accordance with same general tenders will be asked for which must not exceed the sti- pulations of articles 5 and 6. Art. 15. The Government will pay for these lines in sections as completed and handed over to public service. Art. 16. When the Government have accepted the most advantageous tender, and thus determined the cost of the line to be constructed, it shall issue the necessary amount of Bonds to make the payments when convenient. The Government are empowered to negociate these Bonds depo- siting the amount in a bank, to be devoted solely to the payment of the construction of the line, or they may pay same to the contractor at the rate agreed upon in the con- tract, which rate shall on no account be less than 85 "/o of their nominal value. Art. 17. In accordance with the Law of June 25"' 1860 the construction of all national railways shall be publicly — 62 — tendered for, and the applicant whose proposal may be accepted shall deposit a guarantee of one per cent of the total amount of the contract. Art. 18. The concessionaires of the lines already assigned to private iadividuals, by the Government, for construction for the account of the Nation, under the Law of 1884, are exempted from the stipulations of clause 17. Art. 19. The Government will each 3'ear draw up the tariffs for the various national railw^ays and will submit them for the approval of the Legislative Chambers, without which formality no change must be made in the existing rates. Art. 20. The Nation may at any time expropriate the railways held by any private Company, in accordance with the general law of Expropriation, always provided that in the concessions already granted this clause is not specially legislated upon to the contrary. Art. 21. Those articles of the law of August 27ti» 1884 not in accordance with tho^se of this law are hereby re- pealed. Art. 22. The Government will issue regulations for the promulgation of the present law. Art. 23. Let it be published, etc. Hall of Sessions of the Assembly, Montevideo, Novem- ber 28th 1888. Fernando Toeees. Francisco Agu'dar y Leal, Secretary of the Senate. Manual Garcia y Santos, Secretary of the Legislative Assembly. — 63 — Ministry of Government. Montevideo, November 30th 1688. Itis hereby deareed that this be complied with, communicated to whom it may coacern and inserted in the National Registry. TAJES. Julio Heeebea y Obes. Law EELATING TO THE CONCESSION OE THE URUGUAY INTERIOE EAILWAY. Ic is hereby decreed by the Senate and House of Re- presentatives of the Oriental Republic of the Uruguay assembled ia Council: — Article 1. The (lovernment shall contract with Messrs. Castro Petty aad C.» (1) for the construction and delivery to traffic of the Uruguay Interior Railway, starting from the port of Colonia and reaching the Brazilian frontier, passing through Trinidad, Durazno, and Cerro Chato, in accordance with the stipulations of the laws of August 27"! 1884, November 30*^ 1888, and ths' -Executive decree of September 3'"^ 1884, on such points as are not ia opposition to the preseat law. The line will be divided into three sections: the first exteading from the Port of Colonia to the town of Darazao, running through Perdido; (1) The actual conces-sionairos are Messrs. Collet Castro & C". — 64 — the second from Durazno to Yi or Cerro Chato, formiag a juactioa witli the North -Eastern Railway; and the third from Yi or Cerro Chato to the Brazilian frontier iu the direction of the road to Bage. Art. 2. The concessionaires must present definite surveyed plans of this line within eighteea months from the date of the concession, and within three years from the date of their approval the first section from Colonia to Durazno must be completed and opened to public service, the other sections to be finished two and four years later respectively. Art. 3. The National Government guarantees to the concessionaires an annual interest of six per cent (6 "/») on the capital invested in the construction of the line, on a cost of ii 5.000 per kilometer. Art. 4. The concessionaires are authorized to construct in the port of Colonia, and on the lands they acquire, the wharves and storesheds that may be required to facilitate the business of the line, the G-overnment determining in due course, in agreement with the concessionaires, the regulations for the general management of same, and establishing the charges to be made for storage. Art. 5. Whenever it may be compulsory, in the arrange- ment of the general plan of the line, to use the public streets of any town or city crossed by the railway, the concessionaires are empowered so to do, free of charge, subject to the regulations laid down by the Executive decree of September 3'^ 1884. Art. 6. The tariffs of rates and fares shall be mutually fixed by the Government and concessionaires. Art. 7. The freight on the transport of the materials used for the construction of the hue shall not be considered as a source of income when arranging the guarantee accounts. — 65 — Art. 8. The concessionaires undertake to establish, an agri- cultural colony of at least five square leagues in extension between Durazno and Cerro Ghato. Art. 9. Let this law be published. Sessions Hall of the Senate. Montevideo, Setptember 4th 1889. Francisco Aguilar y Leal, Secretaiy. Xavier Lavina, i>' Vice President. Montevidee. September 5t]i 1889. The Legislative Chambers yesterday sanctioned the law which I now have the honour to pass to the Executive Government, authorizing the contract with Messrs. Castro Petty and Co. for the construction and opening to traffic of the Uruguay Interior liailway from the North of Colonia to the Brazilian frontier. I take this opportunity of assu- ring the Executive Government of my sincere respect. Xavier Lavina, 1st Vice President. Francisco Aguilar y Leal, Secretary. To the Executive Oove^-nment of the Refuhlic. — 66 — Ministry of Grovernraent. Montevideo, Setember Gtti 1889. It is hereby decreed tliafc receipt be acknowledged of the above law, and that it be communicated, published, complied with and passed to the National Registry. TAJES. Julio Heereba y Obes. We will now recapitulate the early steps connected with the commencement of the first line of railway constructed in the Republic. In 1865 the concession for the Central Uraguay Rail- way was granted to Mr. Senen M. Rodriguez who made over his privilege to a syndicate of capitalists including Messrs. Daniel Zorrilla, Antonio M. Marquez, Juan M. Martinez, John D. Jackson, Thomas Tomkinsoa, James Cibils, John Mac Coll, Joaquin B. Belgrano, John B. Ca- purro and John Proudfoot, who in turn organized the Company denominated the Central Uruguay Railway Com- pany, of which they formed part as the founding members. At the same time the Decree of October 4"* 1866 was promulgated to indicate what method of procedure should be a,dopted in the construction of the first sections of raihvay constructed in the Republic, and it established that the line should run from the Plaza Artola or most convenient site to the town of The Union being continued from there to Durazno via Piedras, Canelones, Santa Lii- cia and Florida, with the right for the Company to extend the line to the Brazilian frontier and granting the follow- ing cor cessions : — 67 — (a.) State guarante of 7 "/o anuual interest on the capital expeaditure of L 10.000 per English mile of 1609 meters ooustructfid,. for the term of forty years. The arrangement of this guarantee Avould be made annually by the payment of the difference that should result between the amount of the net profits of the line and the total sum of the guarantee. In order to arrive at the former amount 55 »/o of the gross receipts would be recognised as working expenses. (h.) Exemption from all duties during the term of the guarantee on all materials imported for the exclusive use, construction and consumption of the raih\-ay. (c.) Exemption, for the term of forty years from the date when the whole line was opened to traffic, from all property duties or taxes for the Company's property. (d.) Exemption from military service of all the employees engaged in the construction, management or service of the line. (e.) Free use of all public roads for the laying down of -the line witli the obligation on the part of tke Company to take all possible precautions for the public safety. ( f. ) Cession to the Company of any national or muni- cipal lands required for the purposes of the railway constrtiction, and the right of use of any public plaza similarly required. (g.) Expropiation for the private account of the Company on the plea of public iitility of any private properties required for the construction of the line, executing such acts in strict accordance with the law on such, matters. (/(.) The right to coastract branches with. th.e previous consent of the Government from the main line, vhich bran- ches shall also enjoy the guarantee of 7 "/o. (^.) The Government in the desire to assist such enter- — 68 — prise as would enrich and increase the prosperity of the Eepubhc would voluntarily subscribe for 2000 shares so soon as the construction works might be commenced paying for same by monthly instalments of t 2000. The Company for their part undertook — (a.) To repay to the State the sums that might be so paid as guarantee with the half of the net profits of the line over and above 7 "/o interest on the capital during the duration of the forty years of the concession. (&.) To construct the line and its appurtenances in the most solid manner possible, adopting the 4 feet 8 Ya inch guage, and terminating the section to Durazno within six years after the commencement of the work. {(■..) To carry the public correspondence free, to transmit the public telegrams free, also to carry at half the public tariff rates the troops, war material and national property, giving preference to such official services. (d.) To erect at their own expense, v/hen called upon by the Government, the electric telegraph throughout the extension of the line, placing same at the disposition of the Government whenever called upon. The Government reserved the right: — (a.) To intervene in the making of the tariffs whenever the net profits amount to 16 "/o. (b.) To intervene in the Companys operations under any of the special concessions granted. (c.) To inspect the works of the railway both during and after construction. It was at the same time established: — (a.) For the payment of the service of the deficit which as guarantee corresponds to the state to pay after the liae v/as opened to public traffic either in complete or par- tial sections the Departmental Councils of the Capital, — 69 — Caneloues, Florida, Darazno, and any other point to "which the line may be carried, shall contribute the half of their net revenue after paying their respective expenses. (&.) Any questions between the Company, the Govern- ment, or private individuals, shall be settled by arbitrators appointed mutually by both parties. With the idea of giving what impulse they could to the construction of the Central Railway, on January 14"' 1S68 the Government issued a decree authorizing the Sindicate to offer, in the name of the State, the transfer of the concession of the line to an English Company with a guarantee of 8 "/o per annum to be paid from the national revenue on the actual cost of construction under the Government control, also sanctioning the change in the constitution of the new Company. The guarcatee v/as thus increased 1 o/o Avhilst the other concessions granted by the decree of October #'' 1866 were only modified ia the part relating to the amourit of capital on v^'hich the guarantee v/ould be paid, this being admitted as the cost of the construction made under the Government control. This latter change on the decree of October 4"^ 1866 notwihstanding the increase in the amount of the guar- antee by 1 "/o, it would appear did not meet the views of the Concessionaires as the line was constructed as far as Durazno under the original decree of October 4"' 1866. The Company of the Central Uruguay Railway was reorganized by an agreement made on February 25"' 1878 between the Executive Power and Messrs. Cooper, Capurro and "Weldon on behalf of the Company, by which the guarantee stipulated and accorded -as in clause a of the concession of October 4"' 1886 was cancellecl, the other concessions as indicated in the remaining clauses being — 70 — confirmed as also the Company's obligation under clause c, and the right of iatervention reserved by the Govern- ment under clause (a). It -was further stipulated, in addition to the original clauses of the concession which formed part of the new agreement, that the Government undertook, to assist the Company for a term of ten years -with an annual sub- vention of $ 5000, — payable half yeai-ly ; the Company promising to do all possible to raise abroad the necessary capital to continue the line to the other side of the River Yi. The Government agreed to give up the 6000 shares held by the State in the Railway the same to be at once destroyed; they promised to pay to the Company all sums owing for any services or guarantees over due ; the Company undertook to obtain previous authorization from the Government for the construction of any branch lines off the main line, it being likewise agreed on the bases of this concession that the Company might continue the line to the Brazilian frontier. The line would belong in perpetuity to the Concessionary Company, the privileges and exemptions being continued for a period of forty years from the date of this agreement which annulled all pre- vious concessions to the present. The concessionary Company began the construction of the large iron bridge that spans the River Yi and the section from Durazno to the station North of the Yi was opened to public traffiic in 1879. On September 24"! 1884 the law was promulgated authorizing the Executive Power to contract with the Central Company for the continuation of the line from the River Yi to the North side of the River Negro in Paso de los Toros under the follwing stipulations: - 71 — Tlio Government wovild pay to the Company L 500 per mile of the mentioned extension, in special bonds to be called "Advancement of Railway bonds" (Fomento of Railways) bearing 4 % per aunmn. The Company \youid commence to amortize the bonds received for the construction of the line two years after tke date of their delivery with the surplus of the 8 "/o of th.9 net receipts of the wholf line from Montevideo to Paso de los Toros, inasmuch as might be earned. The bonds of the Fomento of Railways would be delivered by the Government as soon as the line was opened to traffic to the ISforth bank of the Rio Negro, and the interest would be paid on the same dates as fixed for the service of the "Central Uruguay Railway debt." It is obligatory on the part .of the Company to submit to the Government, whenever called upon so to do, the books registers and other documents that may be required to be verified to comply with the terms of the law, and any neglect to fulfill this clause will relieve the State from the fulfilment of the obligations contracted. The extension m^entioned was constructed and the Central Company were authorized to definitely opea same to public traffic by the decree of February 17* 1887. The progress of the construction of the raihvay system in 1884 represented 411 kilometers 700 meters opened to public traffic as folio v/s. Central Uruguay, Montevideo to Yi . . . 209. " " Branch to San Jose. . . 33. North "Western of Uruguay 112.3 Uruguay North Eastern. ...... 34.4 Northern to Santa Lucia 23. — 72 — At that time the Legislative Chambers passed the Lav/ of August 27"' 1884, promulgated by the Decree of September 3'^ of the same year and with that law was incorporated with admirable foresight the general plan of the Railway system proposed by the Commission of Engineers above mentioned, and ou that date v/as realized one of the achievements that has most contributed to our grand future and the prominent position that our system virill serve in the quick service of Central South America. By the following comparison the difference in the con- ditions established under the two Lavv's will be observed. LAW OF 1884. (a.) Perpetual concession. (i.) Guarantee for a period of forty years of 7 "/o on a maximum capital outlay of L 5.000 per mile. (c.) Eight of the Govern- ment to intervene in the making of tariff rates when the line earns more than 12 "/o. LAW OF 1888. Concession for ninety years at the expiration of which the line becomes the property of the State without any indemnization. Guarantee for a period of thirty three years of from 6 to 7 »/o according as the maximum cost of construction may be L 5.000, or in excep- tional special cases may cost L 7.000 per kilometer. A stipulation in each con- tract of concession as to the maximum rate that the Com- pany shall be allowed to charge the public, the Execu- tive Power being authoi-ized to demand a reduction of same and intervene in their formation when the line earns more than 8 "/o the reduction thus made being limited to that share of the interest which over and above the - 73 (d.) Eight of the State to expropriate any railway after it has been opened to traffic for 25 years, paying a fair valuation of the property at such time_ plus 20 "/o for the goodwill. 8 "/o would correspond to the State as a return of the Guarantee in accordance with article 17 of the law of August 27*1'. Eight of the State to ex- propriate any railway at any time in accordance with the general law of expropriation. (e.) Atithorises the con- struction for the account of the State of railways of general utility or merely of local advantage, the Executive Power being empowered to issue Railway Bonds, at 6 <>/o interest payable quarterly with 1 "/o amortization payable annually, to meet the cost of same. In the agreement celebrated in London on August 26*'' 1891 with reference to the conversion and consolidation of the External Debts, creation of new bonds and the consequent interest service, a modification was made in the part referring to the Railways as regards the rate of interest guaranteed on their capital in accordance with the laAV of 27*11 August 1884. The contracting parties ; on the one hand, the Govern- ment represented by their financial Agent Dr. Jose E. Ellauri, and on the other hand, the Central- Uruguay Eastern Extension Railway Company, Limited, the Central Uruguay Northern Extension Company Limited, the North Eastern of Uruguay Railway Company Limited, the Mid- land Uruguay Railway Company Limited, the North- - 74 - ■western of Urugtiay Railway Company Limited, and the Uruguay Northern Railway Company Limited, arranged the conditions of the guarantees and their services as set forth ill the followiag articles of the agreement above re- ferred to. " Article 15. The Guarantees by the State of interest given by any existing Law to all or any of the Railway Companies mentioned in Article 1 shall be reduced as from and after the 31^' of December, 1891, from 7 to 3 Y2 per cent, per annum on the sum L 5.000 per kilometes during the remainder of the respective periods of guarantee fixed by the Laws and Concession under Avhich they are payable. The amount of the reduced interest so guaranteed shall be paid in Iiondon direct by the Bankers to the said Railway Companies by e^ual quarterly instalments oa the 1^' of May, August, November and February, in each year, in respect of the quarters ending in Marh, June, September and December, the first payment to be made on the l«t of May, 1892. " Article 16. The net earnings of each Raihvay Com- pany during each year ending Sl^t of December shall be applied in the following manner: — lst_ "W'hen the net earnings do not exceed 1 1 -2 per cent, per annum on the sum of L 6,000 per kUometro they shall be retained by the Raibray Company for its own use, without making any deduction whatever from the guarantee. 2ad_ When the net earnings exceed the 1 1/2 per cent, mentioned in the last paragraph, which is to be le- tained by the Railway Oompnny, the excess up to 3 1/2 per cent., that is to say, from 1 1/2 per cent., to 5 per cent., always on the sum of L 6,000 per kilometre shall be appHed to reduction of the inte- rest guaranteed by the State. — 75 — 3^''^. When the net earnings exceed 5 per cent, the excess np to 6 per cent, per annum on the sum of ii 5,000 per kilometre, shall be retained by the Eaihvay Company for its own use. 4^'^. All sums received up to now and to be received hereafter by the Company from the State in respect of guarantee shall be returned to the Grovernment out of the net earnings exceeding 6 per cent, per annum on the sum of L 5,000 per kilometre, until complete reimbursement. " Article 17. Each Company shall deliver to the Government and the Bankers quarterly provision.al accounts showing its earnings and expenses during each quarter (commencing with the qiiarter ending Bl'*' March, 1892), within one month after the expiration of such quarter and the Bankers shall deduct from the quarterly instal- ments payable, such amount or amounts as shall be shown by the accounts thus rendered to be in exceess of the amount required in respect of the guarantee. All such quarterly accounts and payments shall be provisional only and shall be afterwards definitively adjusted on the com- pletion of the audit of the definitive accounts for the vv'hole year, as provided by the next Article. " Article 18. The provisional quarterly accounts are only established for the purpose of not interrupting the pay- ments at the fixed dates. Definitive accounts of the working of each railway up to the 31^' of December in each year shall be delivered by the Railway Company to the Grovern- ment within two months after the close of such year, and the audit of such accounts shall be proceeded with promptly_ On completion of the audit the Company shall forthwith refund to the Bankers any amount shown thereby to have been paid to the Company in excess of the amount payable — 76 — in respect of guaranteed interest in terms of articles 15 and 16, or shall receive sucli further amount as it may be entitled to, as the case may be. No further payment shall be made to any Company until any amount due from , it shall have been refunded, but no quarterly payment on account shall be withheld on the ground of the non-com- pletion of the audit of the accounts by the Grovernment auditors, the railway Company not being in default. Any question in difference arising on the audit shall be settled in maimer provided by the Railway Concessions and Laws. " Article 19. Except only as hereby varied the provi- sions of the Laws and Concessions relating to the said Railways remain in full force. " Article 20. If, in consequence of the present arrange- ment or for the purpose of carrying the same into effect, it should be necessary or be deemed expedient for any of the said Railway Companies to go into liquidation, such Company and its Liquidators will have the right of transferring its Concession to a new Company which shall be recognised by the Government as entitled thereto, with all the rights and privileges of the old Company thereunder _ The ad referendum agreement of which the above articles form part v/as ratified by the financial agent of Uruguay in London in accordance with the law published on the T**" of October 1891 which authorized the Execu- ^ve Power to arrange the External Debt and the Rail- Avay guarantees. la their turn the companies, through their representatives ratified the agreement, which was therefore definitely concluded. — 77 — In accordance with the regimen determining the laws and decrees bearing on the subject, concessions have been granted for the construction, which will be carried ont, of all the lines forming the railway system of the Republic. Later on we will give the technical features of each one of the trunk lines already constructed and open to service, as also of the Interior of Uruguay Railway, which, in. this Republic, forms a section of the Inter- Oceanic line from Recife to Valparaiso) 78 — Physical features of the Railways OF THE OR.IEnsrTA.L R.EFtJBLia OF XTR-ITG-U A.Y. CENTEAL UEUGUAY EAILWAY. LENGTH OF LINE 314 KIL: 600 MET: N.os LENGTH kil: met: GRADIENTS. Of 90. . Between 20 and 13.26 it 13.26 and 10.00 11 10.00 and 5.67 u. 6.67 and 5.00 H 5.00 and 4.00 U 4.00 and 3.30 Of]essthaii3.30and 1.00 Total of gradient line " " level do Maximum gradient 20 per 1.000. . , do do, height of, 8. 40 met, do do, length 4.30 " CURVES. From 200 met. to 500 met. radius. " 500 " « 800 " " " 800 " " 1.000 " " Over 1.000 met. radius 2 52 104 100 74 25 25 124 606 113 83 69 29 294 0.796 22.176 91.850 46.043 34.673 9.886 10.306 67.334 273.063 41.537 36.923 29.756 18.430 14.119 Total length of curved line .... " « " straight "...,. Shortest piece of straight line between two curves in an opposite direction Shortest piece of level line between two contiguous gradients (1) Such a piece of line exists at l.-il: 65.260 m. (2) " " " " " " " " 69.610 m. 99.228 215.372 60 met. (1) 40 " (2) 79 — Central Uruguay Morthern Extension Railway. LENGTH OF LINE 293 KIL I 326 met: LENGTH N.o» kil: met: GRADIENTS. Between 16 and 13.26 per 1000. 66 39.950 " 18.26 and 10.00 " " 208 94.294 " 10.00 and 6.67 " " 82 27.605 6.67 and 6.00 " " 48 15.358 " 5.00 and 4.00 " " 30 10.627 " 4.00 and 3.30 " " 17 6.420 Of less than 3. 30 per 1.00 " " 34 11.315 Total length of gradient line .... 485 204.569 " « " level " .... — 88.756 Maximum gTadient 16 per 1.000. . . " " height of, 29. 60 met. « " length 18.50 " CURVES. From 200 met. to 500 met. radius. 76 30.775 " 500 " " 800 " " . 101 44.727 " 800 " '■■ 1.000 " " . 53 20.236 Over 1.000 " radius 46 18.713 Total length of curved line 276 114.451 " " " straight — 178.874 Shortest piece of straight line betvi^een two cur ves in opposite direction . . 100 met. Shortest piece of level line between i wo cor iti- s'uous gradients . 100 " c^ \kx^ \^KJ C^ * tv\*l ^\JJ-^ XJiJ m u • • • t * ■ ■ 80 — Nortli-Eastern Railway. LENGTH or LINE 206 KIL: 200 met: N.os LENGTH kil: met: GRADIENTS. Between 16 and 13.26 per 1000. " 13.26 and 10.00 " " " 10.00 and 6.67 " " " 6.67 and 6.00 " " " 5,00 and 4.00 " " ' "■ 4.00 and 3.30 " " Of less titan 3. 30 and 1.000 " " 11 137 39 29 16 12 24 7.650 71.600 16.670 15.175 7.025 6.575 14.325 Total lengfcli of gradient line. . . . " _ "^ "_ level " . . . . Maximum gradient 16 per I.UOO . . '' " lieight 16.90 met. " " length 1.050 « CURVES. From 200 to 600 met. radius . . . " 500 " 8 JO " " " 800 " 1.000 " '• Over 1.000 met. radius 268 55 71 65 12 138.820 67.380 20.860 27.678 20.592 4.884 Total extent of curved line " « " straight " 203 74.014 132.186 Shortest piece of straight line hetween two curves in opposite directions 100 met. Shortest piece of level line between two con- tiguous gradients 100 " — 81 Montevideo -Minas Railway. LENGTH OF LINE 122 KIL: 615 MET: N.os LENGTH kil: met: GRADIENTS. Of 20 Between 20 to 13.26 " 13.26 to 10.00 " 10.00 to 6.67 6.67 to 5.00 " 5.00 to 4.00 " 4.00 to 8.30 Ofless than 8.30 to 1.000 per 1.000. u u II u II u u u u u U II li 11 19 74 43 39 19 11 7 39 4.820 25.204 11.920 14.727 5.955 8.940 3.580 22.720 liens'th of eradient line. . 251 32 22 39 16 92 . 866 « " level " 1 29 . 749 Maximum gradient 24 .per " " height « " length CUEVES. Between 200 to 500 i " COO to 800 " 800 to 1.000 Over 1.000 met. radiu 1.000. . . 5.80 met. 2.40 " Qet. radius. II II II li 3 e 7.520 7.292 13.608 6.882 Total length of curved lin « " " straight " 109 35.302 87.313 Shortest length of straight line between two curves iu opposite directions 91.32 met. Shortest length of level line between two contiguous gradients 100 " 82 Midland Uruguay Railway. LENGTH OF LINE: 317 kilom: 775 met: N.06 LENGTH kil: met: GRADIENTS. Between 16 and 10 per 1.000 " 10 " 5 " " OflessthanS « " Total length of gradient line . " " " level " . Maximnm gradient 16 pep 1.000 " " heiglit 27.60 met " " length 17.25 " CURVES. With radius of 300 met. . . . Between 400 and 800 " radius. " 800 " 1.000 " « " 1.000 " 2.000 " " Total leugfcli of curved line , " " " straight " . 392 116 75 583 1 70 14 110 195 159.806 34.567 27.860 222.233 95.542 0.241.73 26.879.71 5-430.87 29.543.10 62 095.41 255.679.59 Shortest piece of straight line between two cur- ves in opposite directions 100 met. Shortest stretch of level line between two conti- guous gradients 100 lortli-West of Uruguay Railway. This line, from Salto to the Cuareim River, is 187 kil 800 met. long, but it only enjoys State guarantee for the part comprised between the Yacny stream and Santa Rosa, 83 a length of 81 kil. 257 met., whose physical features are as follows: LENGTH OP LINE 81 KIL: 257 aiet: LENGTH kil: met: Between u 15 12 10 6.66 5 Of less than 2 . 60 GRADIENTS. 16.66 and 16 per 1 12 10 6.66 5 2, 50 per 000 u u u u a u Total length of gradient line. . . " _ " " straight "... Maximum grade 16.66 per 1.000. " " height 16.07 met. " " length 9.50 " CURVES. With u 600 met. radius 700 " " " 800 " " " 900 " " " 1.000 " " " 1.500 " " « 2.000 " " " 4.000 " " Total length of curved line « " " straight " Shortest stretch of straight line between two curves in opposite directions 100 met. Shortest piece of level hne between two con- tiguous gradients 100 " 9.581 5 225 7.420 10.863 6.275 8.450 13.007 60.821 20.436 1.336 0.677 0.926 10.241 1.241 0.803 0.199 0083 15 , 506 65 . 751 84 — lortfiern Uruguay Railway. LENGTH OF LINE 114 Kit: 200 MET: N.os LENGTH kil: met: GRADIENTS. Between 15.384 and 10 per " 10 and 5 " Of less tlian 5 per 1.000. . . 1.000. u 62 27 29 58.475 14.700 19 300 job . '. met. . u radius . LL u Total length of gradient line . " " " level " . Maximum grade 15.384 per l.( " " heiglit 40.23 " " length 3.200 CURVES. Between 500 and 800 met. " 800 and 1.000 " " 1.000 and 2.000 " " 2.000 and 6.000 " 118 48 16 13 2 92 475 21.725 20.076 5.447 3.701 0.480 Total length of curved line ! 79 29.704 " " " straight " . . . .|| _ 84.496 Shortest straight stretch between two curves in opposite directions 100 met. Shortest level stretch between two contiguous gradients 100 " — 85 — The following figures refer to the physical features of the lines in the Republic of most iateraational impor- tance. PLANIMETEICAL FEATUEES. RAILWAY. Central Uruguay -Railways and 27orthern Ex- tension. . . . North-Eastern Railways. . Midland Uru guay Rail-ways Internationa] Uruguay Rail ways . . . , Termini. Shortest distance bet\feeii termini. Montevideo , Paso de los Toros t-o Rii/era Montevideo to San Ramon and Nico Perez Paso de los Toros Pay.sandii and Salto ...... Colonia, Durazno,i Cerro Chato and' Idl: 126, Quel, sec- 1' tion, to Sao Luis.' 424 kil'ers. 117 kil: 500 m. 2B0 kil: 502 kil: BOO m. Length of line between termini. 567 kil: 149 kil: 788 m. (1) 317 kil: 775 m. 617 kil: 722 m. Increased distance taken by line com- pared with shortest distance. 25,24 »/o 27,48 »/o 27.20 »/o 22.46 "/„ RAILWAY. Percentage of straight iine. Percentage of curved line. Central Uruguay and Northern Extension Eailways .... North-Eastem Uruguay Railway Midland Uruguay Railway . . Uruguay Internal Eailway . . 64.85 69.31 79.00 76.49 35.15 30.69 21.00 24.51 ALTIMETEIOAT, FEATUEES RAILWAY. Percentage of gradient line. Percentage of level line. Central Uruguay and Northern Extension Eailways North-Eastem Eailway. . . . Midland Uruguay Eailway . . Uruguay Internal Eailway . . 78.73 67.30 69.93 62.34 21.27 32.70 30.07 37.66 (1) San Ram6n and Nico Perez are considered termini. -^ 86 KAILWAYS. GRADIENTS OF. PER CENT. Central Uruguay and "/o Northern Extension . between 20 and 10 per 1.000 40.83 " 10 " 5 " " 20.35 « 6 " " " 17.42 level. 21.40 North-Eastern . . . between 16 and 10 per 1.000 " 10 " 5 " " 38.39 15.39 " 5 " " " 13.54 level. 32.70 Midland Uruguay . between 16 and 10 per 1.000 50.29 a 10 " 5 « " 10.87 " 5 " " " 8.77 level. 30.07 Uruguay Interior . , between 16 and 10 per 1.000 30.85 a 10 " 5 « " 11.15 " 5 " " " 20.34 level. 37.66 RAILWAYS. Curves on the level. MINIMUM RADIUS 400 METERS. Curves on gradients of 0.01 to 11.99 »/o 12 to .6 »/o Total "/o of curves on the line. Central Uruguay and Northern Extension North- East. . . . Midland Uruguay . Uruguay Interior . 10.04 "/o 8.82 5.51 7.84 11 95 o/o 12 22 5 68 10 65 16.89 o/o 9.65 9.80 6.02 38.88 0/" 30.69 21.00 24.51 87 — Cross sections of the Railways. The cross sections adopted in the construction of the lines in the Republic are all of a similar type. Those shown on plate N.*-' 1 correspond to the Northern Extension of the Central Uruguay Eailway and are in accordance ■with the prescriptions of tlie railway law of 27"^ August 1884 and the decree, amplifying it, of September 3"^ of the same year. Owing to the firm nature of the soil and subsoil, the road-bed of the railways in the Eepublic cannot be sur- passed as regards solidity. It is to be regretted that it is impossible to give a minute description of the geological features of the land through which each line runs: the absence of special information on the point would have rendered necessary a detailed local examination in each instance, a work oi too great length to be undertaken in the very limited time allowed for the preparation of this report. It is true that the hardness of the soil and subsoil neces- sitates n^ore labor in the preparation of the road-bed, but this, on the other hand, is compensated for by the abun- dance of materials which are found almost at the Compa- ny's feet, lime, sand, granite ballast, and drinkable water existing in every direction. Rock cuttings are avoided to a great extent by means of the borings practised in laying on the final line and by which the depth at which they are to be found is deter- mined, and when fixing the gradients the cuttings are allowed to touch the rock as little as possible especially if it is of the nature of granite. Sometimes no remedy is — 88 — left but to have recourse to explosives, but in determining the permanent line, efforts are always made to limit as far as possible cuitting in the rock. At kilometer 412, the ISTorthern Extension of the Central Uruguay Railway, at a height of 275 meters 90 cent.^'''* above the sea level, enters the mountain groups of Tambores and the Infiernillo, and from that point to Rivera (203 met. 80 cent.: above sea level) runs through the most broken part of the whole region traversed; the deep and unavoidable cuttings have been made mostly through cenozoio land, and in some places, through basaltic and trachytic rock such as it was necessary to perforate in making the tunnel at kilometer 470. In this district are to be found the steepest gradients on the whole line; but the track is so solid and well ballasted, and, like all the other sections under the charge of the Central Uruguay Railway, is kept in such perfect order, that trains weighing 250 tons (including the weight of the wagons) and drawn by a four weel coupled compound engine, ran over gradients of 0.016 per metre at the maximum speedallowed, viz: 72 kilometers per hour. Such marvellous speed can only be attained in countries like Uruguay, where the steep gradients are, in a mannei, compensated for, and rapid transit over them is allowed by the solidity which the nature of the soil and the excel- lent coastruction materials to be foiiiid at every step, afford in the preparation of the road-bed. It was with true foresight and a clear conception of the future importance of the Railways in the Republic that an article was included in the railway law fixing 1 met. 44 cent, as the gauge for all the lines. This gauge is that shown in the cross sections on plate N." 1, and the immense importance of the normal types adopted in the construction of the railways in the Republic — 89 — will be evident when, later on, we treat of the general rubs which should govern the construction of the great interna- tional lines in America. Buildings etc. The Central Uruguay and other Kailways in the Republic have refrained from spending large sums of money in luxurious station buildings, although they have made them commodious and of ample dimensions, and have provided them with sufficient deposit sheds of the size that the exigencies of the service require. The material used in building the stations is the stone found in the neighbourhood, pudding stone ( a silicate-alumi- nous-ferruginous mixture ) being preferred on account of its possesing the required solidity, and of its existing in great abundance, especially in the Colorado district of the Department of Canelones. In nearly all the stations the good-sheds, the roofs and vpalls of which are made of galvanized iron, have been built on foundations of solidly cemented stone. In this respect, the Railway Companies have proceeded with great judgement, having provided solid buildings with all the accommodation necessary, but without expending money unnecessarily. Up to the present, the Central Uruguay Railway Com- pany, which works a length of 938 kilometers of line, has not built its permanent Central Station, having thought it prudent to postpone its construction for a time, in view of the crisis through which the Country is passing. There is a temporary -building with all neccesary commodities for — 90 — properly carrying on the service, and the permanent sta- tion has been designed and its most necessary and urgent parts erected, viz, the large deposit sheds. It is calculated that £i 100.000 will be required for the construction of the new station, and the Company at present appears to prefer to use the interest of this large amount for other and more pressing needs. The stations are of two classes, 2"'' and 3'''^ and types of thera are shown on plates N."'' 2 and 3, N.'^ 4 shows types of 2. meter culverts, both open and closed. Among the most important erections of the Railways in the Republic are the iron bridges of the Central Uruguay Railway, as follows: Over the River Santa Lucia of 20 spans of 15 meters each and 4 spans of 24 meters; over the River San Jose with 8 spans of 15 meters each and 9 of 10; over the Yi with 41 spans of 15 meters 24 cent"'"'; over the Rio Negro with 22 spans of 18 meters and 9 of 36 Yj meters; and the tunnel at kilometer 470, 228 meters long. 0.1 the Midland Uruguay Railway there are the Salsipuedes bridge of 9 spans of 37 meters each; the River Qaeguay bridge of 2 spans of 50 meters a-.id 5 of 20 and the River Dayman bridge of 3 spans of 20 meters and 39 of 10 meters. On the North- West Uruguay Railway there is the River Arapey bridge of 3 spans of 39 meters GO cent«''s each and 18 of 12 meters 80 cent«''"\ Below will be found a list of the bridges, culverts etc, the kilometric distance of each one, and the height of the rails above sea level. The bridges are all of ii'on. car- ried on pillars, "of iron in some cases, and of masonry in others. On the Central Uruguay and Northern Extension lines the Santa Lucia, San Jose and Yi bridges are on iron columns, whilst the Rio Negro bridge is supported by masonry. — 91 — The predomiaating spaus used are those of 5.10 and 15 meters (16'6", 33, and 50', respectively). Plates 5,6 and 7 show the types of bridges with spans of these dimensions, and are those of the bridges built hoth on the Northern Extension of the Central Uruguay Railway and on the other lines where the same span is used. The type of bridge over the Eiver Santa Lucia having spans of 15 and 24 meters, is represented in detail in the plates N.o'' 8, 9 and in figures 1 and 2 of N.'- 12. The Rio Negro bridge with spans of 8 and 36 '/a meter is represented in detail in the plates N."** 13 y 14. In plate N." 11 are shown cross sections of the tunnel constructed at kil. 470 on the Northern Extension of the Central Uruguay Railway: its elevation and the section of liill through which it runs are shown in figures 3 and 4 of plate N.o 12. Bearing in mind the importance of graphical language when treating of construction we have thought it preferable to accompany this report with the drawings referred to ins- tead of giving a long written description. The following statement gives the position and number correspo.iding to each of the constructions referred to. — 92 — Central Uruguay Railway. — DISTANCE HEIGHT STATIONS. IN K I L JI K T E R S . ABOVE Between From SEA-LETEL. Stations. Montevideo. Met. Cent. 1 Cential (Moutevideo) . 0. 0. 2.40 2 Bella Vista . . . 2.710 2.710 8.05 3 Yatay 1.700 4.410 7.65 4 Sayago 3.640 8.050 44.60 5 Colon 2.880 10.930 44.26 6 Indepeadencia. 4.760 15.690 49.36 7 Piedras 3.960 19.650 68.90 8 Progreso .... 6.770 26.420 56.50 9 Juanico .... 8.900 ■' 35.320 43.00 10 Canelones .... 7.220 42.640 28.90 11 Margat 8.700 51.240 10.90 12 Santa Lucia . 7.360 68.690 10.77 13 25 de Agosto. 4.650 63.140 14.35 14 Kil; 77 (crossing sta'n) 14.060 77.200 65.10 15 Isla Mala . . ■. 13.420 90.620 63.70 16 Kil: lOlfcrossingsta'n) 10.380 101.000 73.51 17 Florida 7.260 108.260 67.00 18 La Cruz .... 22.560 130.810 127.20 19 Sarandi .... 27.790 158.600 148.20 20 Kil: 172(crossingsta'n) 13.600 172.200 141.90 21 Groni 13.200 186.400 127.05 22 Durazno . . . .; 19.400 204.800 86.06 23 Yi 4.180 208.980 73.84 24 Villasboas .... 19.620 228.600 89.05 25 Molles 16.000 244.600 128.30 26 Eio Negro . . 28.540 273.140 65.90 27 Kilom. 288 .. . 14.860 288.000 133.30 28 Cardoso .... 20.000 308.000 76.30 29 Achar 31.000 339.000 176.80 30 Pampa 20.000 359.000 214.90 31 General Netfco 27.000 386.000 246.82 32 Tambores , . 26.000 412.000 275.90 — 93 STATIONS. DISTANCE IN KILOMKTEKS. HEIGHT Between Stations. From Montevideo. SEA-LEVEL. 33 Valle Edea (Edea Va- Met. Cent. lley). ...... 11.000 423.000 171.30 34 Tacuarembo . 25.000 448.000 137.00 35 Banado de Eoclia . 19.000 467.000 180.26 36 Paso del Cerro . 16.000 483.000 132.95 37 Paso Tranqueras . 40.000 623.000 166.82 38 Paso Ataques. 16.000 539.000 158.50 39 Rivera 28.000 667.000 203.80 BRIDGES. X." and length of spans. DISTANCE Between bridges . From Mon- tevideo. Heiglit above sea-level. 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Quifca Gal zones ri ver Miguelete . . . Las Piedras . . . Valley Colorado, river . Valley Ll U Astorga river. . Valley. .... Mata-ojo river . Valley u u u u Santa Lucia River ^ Valley .... u Isla Mala river 1 5 m. 4.305 4.365 23 m. 0.225 4.590 i 15 m. 10.840 15.430 1 7 m. 2.660 17.990 2 _ 6 m. 6.628 23.618 1 5 m. 10.996 34.614 1 5 m. 2.090 36.704 2 5 m. 2.401 39.105 1 5 m. 1.513 40.618 1 10 m. 7.677 48.295 1 5 m. 0.745 49.040 2 24 m. 0.280 50.320 1 5 m. 0.774 61.094 1 5 m. 0.820 51.914 1 6 m. 3.912 55.826 1 5 m. 3.632 69.458 1 10 m. 1.916 61 . 374 20 4 15 m. ) 24 m.) 1.426 62.800 1 5 m. 1.838 84.038 1 10 m. 1.029 85.666 1 10 m. 2.603 88.370 2 10 m. 4.036 92.406 7.45 8.84 47.40 55.60 36.90 32.50 29.20 22.00 19.71 10.76 9.40 10.00 9.70 9.10 12.24 9.96 10.70 13.06 45.70 47.30 43.70 50.80 — 94 BBIDaES. N'« and length of spans. DISTANCE Between From Mon- bridges. tcvideo. Height above sea-level. 23 24 25 26 27, 28 29 30 31 82 83 34 85 36 37 38 39 40 41 42 43 44 45 Valley it Pintado River. Valley. . . . Yi River, Saradi do . Valley . . Villasboas River. Santa Mar ta do . u u u Valley 16 47 48 49 50 51 52 53 54 55 56 57 58 Sarandi u Valley . Valley u Rio Negi'o River. Griiayabos Valley . . . . Tala River . . Stream . . . Cardoso River Buey River. . Valley . . . . do Rolon River Valley. . . 2 2 1 2 19 2 1 41 2 1 1 2 3 1 2 1 2 1 1 1 1 1 1 22 9 2 2 3 1 4 1 2 2 2 2 2 ] 10 m. 5 m. 5 m. 10 m. 9 m. 5 m. 5 m. 15 m. 24 10 m. 10 m. 5 m. 10 m. 15 m. 24 10 m. 5 m. 5 m. 5 m. 10 m. 10 m. 5 m. 5 m. lO m. 10 m. IS m.) 86.50) 10 m. 5 m. 10 m. 18 m. 15 m. 5 m. 5 m. 80 6 m. 5 m. 5 m. 80 5 m. 10 m. 2 8 8 57 41 2 2 2 1, 12, 0, 4. 0. 0. 16. 188 .786 .270 .292 .182 .758 .399 .128 .475 .150 .700 .954 .346 213 ,466 ,305 ,765 868 832 300 000 800 10. 1. 0. 8. 1. 1.626 269 94 98 98 98 107 164 206 208 210, 213. 214. 227. 228. 282. 282. 283. 249. 260. 262. 262. 265 267 .594 880 650 958 .090 .848 .247 .376 .850 .000 .700 -664 .000 .215 .680 045 800 668 500 800 800 600 226 60.80 49.94 48.30 49.06 51.30 126.70 74.70 74.06 77.84 85.00 89.40 86.30 86.30 95.80 97.30 99.48 112.30 90.80 84.78 84 44 74.43 68.98 64.30 8.100 272.325 62.90 21. 2. 5. 5. 0. 1. 1. 0. 4. 1. 27. 76, 575 630 345 025 075 425 550 660 545 055 005 895 293 296 301 806 806 808 809 310 816, 816, 843, 419, 900 .630 .875 .900 .975 .400 .950 .500 .045 .100 ,105 ,600 89.90 101 . 65 77.66 74.80 74.80 76.90 78.60 79.90 87.90 92.05 171.30 198.60 - 95 BRIDGES. N." lud lenffih - DIS-^ANCE Height of spaus. above Between From Mon- sta-level. briciges . tevideo. Met cent. 59 Valley . 1 16 ra. 2.240 421.740 L80.90 60 u u 1 15 m. 1.210 422 . 950 176.10 61 u « J 5 m. 1.150 424.100 169.00 62 u u . 1 5 m. 1.625 425.725 159.42 63 « u 1 15 m. 1.475 4-27.200 154.80 64 u u I 15 m. 1.860 429 050 149.70 65 If u 1 15 m. 1.175 430.225 147.00 66 u u 1 6 m. 1.675 431.900 143.70 67 u u 1 6 m. • 1.026 432.925 141.60 68 u u 1 10 m. 1 . 200 434.125 140.30 69 • a u 1 5 m. 1 .460 435 575 139.30 70 u u 1 6 m. 80 1.050 436 G25 138.30 71 u " 15 m. 1.375 +38. 13 "-.30 72 u u 3 15 m. 2.575 441 425 136.90 73 u u i 6 m. 4.695 446.120 141.95 74 u u 1 10 m. 3.092 449.212 134. 76 1! u. 6 15 m. 0.988 450 200 131.30 76 Molles River . . . 1 10 m. 1.600 45 1.8*^0 133.30 77 u u 1 6 m. 1.376 453.175 136.30 78 Eiver . 1 6 m. 3.400 456.676 147-. 10 79 u 1 5 m. 80 c. 0.875 457.450 141.20 80 Tres Cruces. . . . 5 16 m. 1.950 459.400 136.30 81 Sauce . 1 10 m. 1.750 461.150 136.70 82 ti " 1 5 m. 2.865 464.016 146.10 83 Banado de Rocha river . 2 5 m. 4.595 468.610 179.30 84 Tunnel . length 228 0. 1.490 470.100 197.50 85 River . 1 10 m. 4.150 474.250 142.80 86 li 1 10 m. 0.300 474.550 142 . 30 87 Carpinteria Eiver . 3 15 m. 2.150 476 . 000 137.40 88 Madruga " 1 15 m. 7 . 225 483 . 82.") 131.45 99 Tranqueras " 1 16 m. 2.025 485 S5ij 133.85 90 Las Canitas " 3 15 m. 4.940 490. 7901137.25 91 u u 1 16 m. 7.420 19;.210il40.64 92 Laureles river. . . 4 15 m. 0.240 41)8.450 140.64 93 River . u u 1 1 1 10 m. 7 m. 10 m. 7.050 6.225 3.725 499 . 501) 50"). 7 -2 5 509.4.50 139.60 94 150.10 95 • . • ■ • 143.10 — 96 BRIDGES. N." ani length of Bpaus. DISTANCES Between bridges. From- Mon- tevideo. Height above eea-Ievel. 96 97 98 99 100 101 102 103 River Tacuarembo Grande river u Valley u u u River • • u 10 7 3 2 2 1 5 15 m. 10 m.) 15 m. ) 5m.80c. 5 m. 5m.89c. 4ra.50c. 7 m. 3.750 0.450 7.950 3.525 2.500 2.050 1.160 5.728 513.200 513, 521, 525, 527, 529, 530. 536. 650 600 125 625 675 825 653 143.62 143.30 147,92 149.12 150.30 151. 752.80 158.12 CENTRAL LINE. From Montevideo to Rivera, including tlie branches to San Jose and from Sayago to Treinta y Tres (Junction with Northeastern Railway). TOTAL NUMBER OF CHLVEHTS. 0nder 1 metre wide. Between 1 and 2 met. wide. Between 2 and 3 met, wide. Over 3 meters wide. 755 567 128 57 3 - 97 — Montevideo to Minas Railway BUILDINGS, BRIDGES, AND CULVERTS. STATIONS. KILOMETEIC. DISTANCES. Between Stations. DISTANCE FROM CENTEAL STATION. HEIGHT ABOVE SEA LEVEL. 8 9 10 11 12 13 14 15 16 Montevideo . . . Cordon Union Ituzaingo. . . . Piedras Blancas. Tr eint a y Tr es (Junction with brancli to Central) Treinta y Tres (old station). . . . Toledo (Junction with line to Nico Perez) .... Suarez Pando Olnaos (Junption "with Uruguay Great Eastern. Tapia Migiies. .... Monies Solis Minas 3, 23, 14, 8. 18. 20. 0. ,150 ,130 ,700 620 440 846 815 400 200 500 200 100 120 230 944 1.150 6.280 9.880 11.500 13.940 17.786 24.600 30.000 37.200 40.700 63.900 78.000 86.120 104.350 125.294 1.150 17.785 2.74 10.61 65.08 48.89, 53.03 49.37 52.78 69.90 54.24 26.35 18.90 23.90 63.40 37.80 73.90 119.40 — 98 — BRIDGES. NUMBER OF SPANS. KILOMETEIC DISTANCE. B etween bridges. From Cen- tral Station. HeigM above searlevel. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 -23 24 25 26 27 28 29 80 81 32 83 34 85 36, 37 River Manga . « Toledo . Valley. . . . Eiver Meireles Valley. . . . River Pando Valley. . . "La Souda" Eiver Valley River Solis Chico . Valley River Solis del Me- dio Valley River Solis Grande . River Atahoma . . Valley River SanPrancisco. 80 5 m. 11 m. 9 m. 9 m. 5 m. 16 m. 10 m. 15 m. 5 m. 5 m. 6 m. 20.786 2.580 2.964 2.826 2.174 4.335 0.295 3.946 8.095 2.800 0.525 1 5 m. 3 5 m. 9 5 m. 2 10 m. 1 10 m. 6 15 m. 1 5 m. 3 5 m. 4 5 m. 2 5 m. 2 5 m. 1 5 m. 3 5 m. 2 5 m. 3 5 m. 10 15 m. 3 5 m. 1 5 m. 6 15 m. 2 10 m. 1 10 m. 1 5 m. 2 5 m. 1 10 m. 2 5 m. 7 15 m. 805 590 11.425 485 095 0.550 ,650 ,696 .330 ,250 0.785 0.940 3.560 4.340 1.075 1.525 4.750 6.450 2.360 1.540 4.800 0.855 6.195 0.775 0.560 9.925 20-785 23.365 26.329 28.655 80.829 85.164 85.459 •89.405 42.500 46.300 45 825 47.630 50.220 61.646 63.130 66.225 66.775 71.425 78.120 74.450 75.700 76.485 77.425 80.985 85.325 86.400 87. 92. 99, 101, 103. 107. 108. 118. 114. 114, 124, 925 675 125 485 026 826 280 476 260 800 725 31.26 36.82 41.77 37.59 85.05 54.44 63.93 9.40 17.40 2*7. 36 29.40 88.40 39.90 27.85 23.90' 14.60 24.86 32.29 36.40 41.65 49.00 63.58 64.40 41.90 39.60 40.90 34.90 50.82- 87.57 57.90 59.36 90.67 98.26 115.40 118.65 121.40 116.40 — 99 - CULVERTS. TOTAL NUMBER OF CULVERTS. UNDER ONE METER WIDE FROM 1 MET. TO 2 MET. FROM 2 MET. TO 3 MET. OVER 3 METERS. 142 70 40 32 Morth Eastern of Uruguay Railway. (TOLEDO TO NICO PEEEZ). KILOMETEIC DISTANCE. HEIGHT ABOVE STATIONS. SEA-LEVEL . . Between From Central METERS. Stations. Station, 1 Toledo 24.600 24.600 59.90 2 Sauce .... 11.800 36.400 36,25 3 Santa Rosa. . 17.900 54.300 58.08 4 Cazot .... 8.900 63.200 71.78 5 San Ramon . . 18.800 82.000 44.80 6 Chamizo . . . 5.000 87.000 67.45 7 Latorre . . . 19.900 106.900 87.70 8 Reboledo . . . 25.800 132.700 175.70 9 Cerro Colorado 20.300 153.000 232.65 10 Mansavillagra . . 29.000 182.000 187.10 11 Illescas 21.450 203.450 ■ 250.80 12 Nico Perez. . . 27.550 231. QOO 272.65 — 100 — BRIDGES. Number of Spans. Meters. KILOSIETBIC DISTANCE. Between bridges. From Cen- tral Station. Height above sea level. Meters. 1 Valley . \-' . ." . . 2 Eiver Sauce . . '. 3 Valley 4 River Mata Siete . 5 Valley 6 do 7 do 8 do 9 Eiver Canelon Gran- de 10 Valley 11 do 12 River Yala .... 13 Valley 14 do ■ .■ 15 River Larranaga . 16 River Sta. Lucia. . 17 River Sta. Lucia (old bed) 18 River Sta. Lucia (old , bed). . . . 19 River Sta. Lucia (old bed) .... 20 Valley .... 21 River Mansavillagra 22 Valley. . . . 23 do ... . 24 do ... . 1 10.00 30.620 30.620 2 10.00 6.380 36.000 1 5.00 0.700 36.700 3 10.00 3.800 40.600 1 5.00 1.610 42.010 1 5.00 1.390 43.400 1 6.00 0.780 44.180 1 10.00 9.330 53.610 1 10.00 5.690 69.100 1 10.00 4.700 63.800 1 6.00 2.900 66.700 7 15.00 8.400 76.100 1 6.00 1.650 76.760 1 6.00 1.040 77.790 2 10.00 910 78. 700 ) 20 3 16.00 1 24.00 1 4.300 83.000 1 10.00 0.750 83.750 1 10.00 0.470 84.280 3 16.00 0.720 85.000 1 6.00 91.760 176.750 10 15.00 0.750 177.500 1 5.00 12.820 190.320 1 10.00 0.760 191.080 1 10.00 37.930 229.010 65.05 36.90 32.92 20.05 30.30 34.46 35.90 47.68 54.54 58.24 63.99 43.40 40.90 40.90 41 .-60 44.20 43.90 43.90 43.90 150.77 148.40 236.65 249.20 2.'^)6.10 CULVERTS. TOTAL NUMBER OP CULVERTS. LESS THAN ONE METER WIDE. FEOM 1 TO 2 METEKS. FROM 2 TO 3 METERS. OVER 3 METERS. 330 303 9 18 101 — Central Uruguay Railway. Brands line fVont 3& de Asosto to San Jose. STATIONS. KTLOMETEIC DISTANCES. Between From the From Central stations, jnnctlon station. Height above sea-level meters . 25 de Agosto Capurro . . Rodriguez . San Jose. . 5.780 8.885 17.695 0. 6.780 14.665 32.360 63.140 95.500 14.35 25. 5x 46.44 39.40 BRIDGES. Number of spans. Kllometric distances. From the junction 25 de Agosto From Central. Height above aea-level meters. 1 2 3 4 5 6 7 8 9 10 11 12 River of the Virgiu u. ' u. u. u. Valley River Paja . . . Valley River Cagaacha . Valley u. a u River San Jose . \ Valley ... 6 10.00 1.760 64.900 2 5.00 0.570 65.470 1 6.00 1.770 67.240 1 10.00 2.550 69.790 1 5.00 3.680 73.470 3 10.00 6.330 79.800 1 10.00 4.050 88.850 1 6.00 2.030 85.880 1 5.00 1.360 87.240 1 8.00 2.650 89.890 8 9 15.00) 10.00) 3.210 93.100 1 5.00 0.540 93.640 13.05 13.05 16.80 22.30 34.80 30.80 40.51 34.07 30.87 29.30 29.30 28.90 — 102 — ICrancEi from Sajago to Treinta y Tres. STATIONS. KILOMETRIC DISTANCES Height above Between Stations. From the Junction. From Central Station. Bea-level. Meters. 1 2 3 Sayago Penarol "Workshops Treinta y Tres . . 1.927 6.000 0. 1.927 7.927 8.050 15.977 44.50 34.20 49.37 BRIDGE. NUMBEB OF SPANS. KILOMETRIC DISTANCE FEOM CENTRAL STATION. HEISHT ABOVE SEA-LEVEL. METERS. 1 River Miguelete. . 2 of 15 meters 11.679 18.00 m. Midland Uruguay Railway. STATIONS. KILOMETEIC DISTANCES. Between stations. From tlie junction. From Central Station, Height above sea-level. 1 2 3 4 6 6 7 8 9 [10 11 12 13 14 Junction with Cen- tral Uruguay Rail- way Paso de los Toros. Francia . . • . . Tres Arboles . . . Merinos Gruayabos . . . . Algorta Piedras Coloradas . Romani Paysandu Queguay G-uaviyu . 5 . . . Chapicuy Pineyrua Salto 2 39 20 20 37 17 23 26 22 31 24 23 17 16 2 41 61 81 118 135 158 184 206 237 261 284 301 327 263 590 kilom.s 70.36 83.37 1119.37 176.22 169.30 65. 118.18 94.59 78. 46.64 39.27 29.48 39.50 61.83 40.83 — 103 — BRIDGES. Height above sea level meters . 1 River Salsipuedes . 9 ot 37 m. 33.700 77.57 2 " G-uayabos . 3 " 15 m. 178.330 60.60 3 " " 1 " 10 m. 126. 65.48 4 " Cuotiembre . 1 " 10 m. 209. 12.36 5 " San Fran'co . 2 « 37 m. 213.750 11.22 6 « Chingolo . . 2 " 10 m. 223.530 28.97 7 " Queguay . . (2 "50 m.) (6 " 20 m. ) 230.650 20.07 8 Alfiarrobas Valley. 2 " 10 m. 235.400 21.37 9 u u 2 " 10 m. 238.400 32.02 10 River Quebracho . (2 " 15 m. ) (2 " 10 m. ) 248.575 37.02 11 " Guaviyii . . (1 " 37 m. ) (7 " 10 m.) 264. 33.13 12 " Ch a pic uy Grande . . . (2 " 20 m. ) (3 "10 m. ) 278.300 33.24 13 " Carpincburi . 4 " 10 m. 282.700 27.00 14 " Chapicuy Chico . . . 3 " 10 m. 289. 29.87 15 " Ceibal G'de. 2 " 10 m. 297.660 37.21 16 " Dayman . . ( 3 " 20 m.) (39 " 10 m. ) 308. 18.39 17 Ceibalito Valley. . 3 " 10 m. 315.875 23.47 ( 1 ) The total span of the bridges and culverts throughout the line is equal to 2630 lineal meters and in the construction of the various bridges li804 tous of cast and' wrought iron was employed. •104 — lilortli Western of Uruguay Railway. STATIONS. KILOMETRIC DISTANCES. Between ta tion B , From Salto. 1 2 3 4 5 6 7 8 9 10 11 Salto. . . . Las Vinas. . San Aatonio. Stapevi . . . Palomas . . Arapey . . . Santa Ana. . Isla Cabellos. Zanja Honda Santa Hosa . Port Cuareim 0. 15.200 6.240 10.300 27.300 15.700 9.150 28.470 35.540 25.250 5.650 0. 15.200 21.440 31.740 69.040 74.740 83.890 112.360 147.900 173.150 178.800 BRIDGES. Eiver Arapey. Lake Arapey. This bridge has a total length of 1155 feet being approached from the North by a viaduct of 18 spans of 42 ft 6 in each. It has three wrought iron spans of 130 ft each, supported on wrought iron columns of sixty feet high on concrete foundations. 5 spans of 42 feet 6 in. 1 do "32 ft. Jacuy. 6 do "50 ft. do new bridge 3 do " 42 ft. 6 in. — 105 — There are also on this line besides the above mentioned: 2 bridges of 191 feet 6 in long. 1 do u 178 tt u 1 do u 149 u u 3 do u 127 u 6 a 1 do u 94 li u 3 do u 85 a u 1 do u 50 u u 2 do u 42 u. 6 u 2 do u 32 u u 1 do li 30 u u 3 do u 18 a u Uruguay Norttiern Railway. STATIONS. Isla Cabellos . Sarandi . . . Artola. . . . Cuaro .... Tres Graces . Eivera Colony San Eugenio . KILOMETRIC DISTANCES. Between Prom Stations, Isla. Cabellos. 0. 29.600 18.500 6.000 25.300 14.700 20 200 0. 29.500 48.000 54.000 79.300 94.000 114.200 — 106 — 1 2 3 4 5 6 7 8 9 10 11 12 13 BRIDGES. (1) River Sauce. . . . Boqueron Valley. . Rolon do . . River Cuaro Grande Valley do do River Cuaro Chico. do Pelado . . . VaUey River Tres Cruces . VaUey do LENGTH IN METERS. 20.00 26.00 10.00 300.00 10.00 5.00 10.00 80.00 60.00 26.00 170.00 10.00 30.00 KILOMETRIC DISTANCES. Between From Stations. Isia Cabellos. 34.384 3.361 2.240 10.416 0.530 0.120 6.940 0.730 6.762 10.842 1.696 5.593 23.334 34.384 37.745 39.985 50.400 60.930 51.050 57.990 58.720 65.482 76.324 78.020 83.613 106.947 (1) The total span of the bridges and culverts on this line is equal to 958 lineal meters and in their construction 1486 tons of cast and wrought iron have been employed. Workshops. Centkal Uruguay : The workshops of the Central Uru- guay Railway are situated at Pefiarol, distant ten kilome- ters from the Central station, and cover about fifteen hectares of ground, on which area have been erected all the buildings in use, with room left for any future extensions when found necessary. The present erections comprise : (1) A central building accommodating the various offices. (2) A large brick shed 80 meters long by 30 meter broad, with weaving shed type roof of galvanized — 107 — ♦ iron, the iron spans of which are supported by the walls, and cast iron pillars on solid foundations, used for the storage of the companys materials. (3) An engine repairing shop 90 meters long by 40 meters broad, of similar construction to the storeshed, equipped with the most modern machinery for turn- ing, for polishing steel, smithies, steam hammer, crucibles, etc., etc. Two travelling cranes of 25 tons each, running overhead, traverse the full length of the shop, being moved by means of a cable , and with these powerful machines the engines that are taken in for repairs are lifted and carried from the general road by which they enter to the repairing quarters without delay, or interruption of the ordinary btisiness- The general power is distributed with economical arrangement, the whole of the machinery being run by a 25 horse power engine. (4) A general carpenters shop 48 meters long by 26 meters broad, in which a 30 horse-power engine works the different machinery for turning, circular and ripping saws of all sizes, adjustable planing machine, driUs, and a special machine for the ma- nufacture of urunday sleepers. (5) A painters shop for the painting and varnishing of the rolling stock; the repairs of the tarpaulins; and the making of the cushions, beds and bedding for the passenger coaches etc. (6) An eagine round house capable of housing 32 engines and tenders ; the centre being provided with a turntable 14 meters long, allowing any engine and tender to be turned. * (7) A well 80 feet deep for the supply of water which — 108 — is pumped by a pnlsometer into a tank of 250 cubic meters capacity, solidly constructed and supported on cast iron columns more or less twenty meters bigb, (8) Coal stages of a convenient heigkt erected alongside tbe departure lines for the coaling of tlie engines. (9) A number of bouses inhabited by the five hundred and odd workmen employed in the shops. (10) A store set apart for the oil and kerosene, situated at a convenient distance from the other buildings. The capital invested in these shops and buildings in round mambers amounts to $ 500,000, and the value of the machinery, iacluding -all expenses of transport and instala" tion, may be fairly estimated at an additional like amount. Midland Uruguay: The repairing and erection shops of this Company are erected' in the grounds of the head" quarter station of. the line at Paysandii, and they are equipped with all the most modern system of apparatus aad machinery invented to perform any class of railway work. North West Uruguay: The workshops are situated two kilometers distant from Salto station and are arranged "with all the different power-machinery for the erection aad repair of the rolling stock, or for executing any class of work that the Company may require. Uruguay Northern: These shops are erected in the grounds of the San Eugenic station. They are furnished with all classes of machinery for the general repair of the rolling stock, worked by a sixteen horse power engine. — 109 — Rolling Stock. The Central Uruguay Company and allied Extension Companies to Eivera, Nico Perez and Minas, representaing, iis we have elsewhere shown, a total length of 938 kilometers opened to public traffic, jointly possess 63 locomotives, 80 passenger coaches and saloons, 44 luggage vans and 1140 wagons of different classes for animals and cargo. The accompanying statements show in detail the classes of vehicles. From the other Companies, the Midland, North "West Uruguay, and Uruguay Northern, owing to the brief time at our disposal it has not been possible to obtain similar returns. 110 CO as (S3 ^ CM ^ ;3 o ^3 03 03 ■< ■aoivoraaai Eh 2 •HaaMHN •adsi. S S .S " > 0) ■" a E-'f i3 >> O 3 & 6' 6=6= >. >> io s= a ^- :^- f3 « p. M « & S • • 9 13= O w= w= 5, SaBab- ^ o coco a m -^ rj« M 00 00 00 kO 05 p. (~ ,_ f^ ^ - - 00- 11 '-' '-' P d -o WcJ ^ d, • 3 i" s E: S 55D eC{>] S >> CO f*^ ®!.^S5 >> >s>i^ e3^^ >i>»«3 >» '{a«3 -*i-« <*> aft ^ iftOJ t-(M - 1^ 0(M ■ COIN t^>a ^cSd to OS CD CD (M(N' 1-1 CO''*' 02 t M as o o H . CJ CM ^ Si ^ 585 > d -* d 1-^ 't rt y ag o o ^4 Wl ^ ©CD S o' o o •3 1^ P d SS. d ^D- 1— CD COCO i-H — s»irt-^tr- Cs CO ^00- r a u S ^5 d K _, a« .§ |=- m cQ 02 ^:i B^J S _ COt-iCO if3 (N-* 115 -^r-i — lO r-iflflCO «*< WW coll 112 — O ■4 aoivoraam •aari M o !i=' 5"!^ i"^i Ip'IS &^^. ^ = = - "S = = s-^-^s-^ ^'^ Eallw stern rtliern Railw , (S o , li= W pwiat^ w„- >ar n**?:: f-i ^-r '.3 coco r- COOOOO" 00 00 00 3_S 03 S i . S S-3 fog Is cs en s= ^ SOQ O OOOOQ CI- SDO Oi (N-^QOOCS- 8 8. d r-" ^# ^^ CO CQ CO ^^ ' iSi(M?ocOco-*ri<''ti'^'*'<*t'^-*»5ii^iws* -oosJcOiOCDcsi-Hcooso»'30 0coo^^c^OC:>-^cNSS^-t « "lis M . . Pp 1^3 CO — 3 -^3 ^3 : 00 00 00 CO 00 oo as QOOOQ CSrHQOOOOS T-1 OtOOQ o 00000000000 00 8oc3oooooiraooo ooosraooooooirs 00 CO O U3 W Oi i-H (D i-H O -»J' o - ^o-^ooco oi>--^ffcr-oo- Q»«- - eocomt-csoo ciooescicaca (N^ o oo o —1 w t-h i-i — i-i »— M -^ ^-rjtiracMOooiraifs moiiracMOJOco<»oj-rn oooooCT ini-- ffO I— O O CM -* r- O C^ CO 00 r-( CO O i-I C«J N CM CO ■<*< yj OT 1-1 01 CO SQ >-(Tiooooor-«.-ti-H.-icM(?»oooooooc50'-i— <'^o 00 ■* -* in CC53 cDcoe»cDcDwcowc-t-i>t-a6cOQdoooocoaocoo csos • M* C*J »-i .— 1 1- ffo 1— < -H — ao eo CO O -^ r™ CO ^- 1— 1 1- ?9 m — I *-i -^ -^ ^^ f* ^ eo C«lCOOQOCM'*t-OC«JCOOOrMOOi-* CO CD CD CD coco CO CD CO r~ r- C- 1- OO COQO 00 CO 00 Oi CB ^11 — 114 — Locomotives. The following tabulated statements will demonstrate the technical conditions of construction of the various * engines belonging to the Central Uruguay Railway, as also the maximum loads they are allowed to haul on the various grades of the line. Special attention is called to the locomotives of class C, built in 1891, by Robert Stephenson & C." of Newcastle on Tyne, of compound tyj)Te four-wheel-coupled with four wheel bogie, and bogie tender. The engines of this class on the Central line, and on the extensions to Rivera, Nico Perez and Minas, on rising grades that vary from 0.016 per meter are able to haul 250 tons gross weight, or with light 'trains can easily travel at the maximum velocity permitted of 72 kilometers (45 miles) per hour. The engines of class H, eight-wheel-coupled, Bissel two wheel bogie, three axled tenders, built by Beyer Peacock & C." of Manchester are also worthy of mention. These engines are able to haul 450 tons on the rising grades (0.016 p. m.) of the Central line, and travel at 40 kilo- meters per hour. These engines may be compared with the eight-wheel- coupled engines sent by the Midland of France Railway to the Paris exhibition of 1889, able to haul trains of 130 tons up rising grades of 0.033 per meter at 20 kilo- meters per hour, or to the Woolf eight-wheel-coupled type of cargo engine sent to the same exhibition by the Northern of France Railway, hauling 470 tons at 31 kilo- meters per hour on rising grades of 0.0115 per meter. The engines and general rolling stock employed in the — 115 — passenger aud cargo service of the principal Company in tlie Country, as also of the Midland Uruguay C", are quite equal to that used by the principal European companies. The Uruguayan Eailways by reason of the general guage adopted of lm.44, by the hardness and solidity of the permanent way which is well maintained, and by the class of rolling stock, is at any time in a position to serve perfectly weU the international system, of which all the rail- ways of the Eepubhc are destined to form part, as will be seen further on in the chapter treating on the extension planned for them outside the national frontier. 116 Central Urupay and LIST OF >-HM CO O L- S'-'* P^ ^3 Oi T-? ■T— U3 '^ "^ i-> ira o 1- cs tt3 r-l O -^00 00 ^Jj" tstm y-' OcT o CO r- (M CO ■!-< 'W ^ 03 cc OS .-H CO com - -coco ••■Ot- ^ -H'ccg^t-" r:;f5- - - cocsco oci tN(N e9s (NCOCJ 0'-"M(M 00 r- CM I— OSOOu^ OOCMC T-l CD cocs I- ■^ i-i OiOO T QO'iH CD — t~-CD CDPO : :*i:s; -I ^ «> -i « 5^ 8»»i=i t-'^CM Tf^PQ f— CJ m — 1-. CO tMcr _r— (csoc£ ^CO0O»-(C COOOO — -f CO ■^ ■tj' CO CD CD r~ 00 0*^000 -Tf coco CM GO .10 us 1-1 f 30 Irt ? CM COC^iCOCOO(MCHCD03kft(MCOr--*'*Tf<0 00 OCD-**OUSroCDCD-*COO"^CDeocM Ocicoo ■10 JMOJ Ntr^CM CDCMi-H CllAU^'-'COCi^OOlLOlr-l.'SOmCM^CDr-CS ■^CMi^ C7J_CM__'N__u:s_irt_0 * -cD^cTs, • -O^O - - ■ iiiioco c5"co"co"co"ii2'od"S2 ft ifs"cM ;* ^ 3! ^TxT^^ '"' '"' eocooo-H CD CM O fX) I- I- CI 00'- ■ « . - P o 0CMr^cDii^-!iHCMi~-a> — t-— It— r^oor^iDCN.— locc^oco :JC3--'iri00O3U^O3-*;OCOi-^U3a5lOCMCMOeCG0Xic:iCS - — -*.-Hi:ooi>cOoo-i*i"- ■ •■<*"c» - -1— 10 ■ • - - ro^ uses. , ■^Wcr3C3'= OSCOO^^ C— 00 Xz~-co £|.| w J3 ^ en . ii •'3 'O t! ra "^ •- QJ ^^ S^ >5:t= rt -w O (H <)3 o ,Q .tr-*^ ^ ^2 -^ -^ X -Q faccji^a SCJ 'OH _^_ - „. t) ■•fl o ^ -*^ t-i ■If ct> ' ^°^ rt'-' CD O t? M S o 2 »• 124 Results of working of the Midland Uruguay Railway. DETAILS. 1890. 18»1. Number of passengers . 12.674 1/2 14.649 Receipts from passen- ger traffic $ 31.423.94 $ 44.892.62 Do. telegrapli .... u 737.78 «■ 1.634.91 Do. luggage and parcels a 3,259.52 u 3.779.91 Sundry receipts . . . u 515.11 u 2.541.96 Gross weigM carried. Kilers . 9.990.812.00 Kil: 13.948.222.00 Receipts from goods traffic $ 27.099.94 $ 46.379.93 Number of animals . . 671 5.227 Do. dogs 114 127 Total gross receipts . $ 63.036.29 S 99.279.32 "Working expenditure. u 125.006.09 u 137.238.74 Train miles run . . . 60.161.08 70.506.40 Carriage and wagon miles run 491.178.00 884.347.50 Receipts per train mile . 1.05 1.41 Expenses " " " . 2.08 1.95 Percentage of working expenses on receipts . 198.31 o/o 138.30 o/o Kilometers of line open. (1) — 317 (1) Until the 15tli April 1890 only the first 80 1/2 kilometers, viz as lar as Merinos stations, were open to public service: on that date the section from Merinos to Queguay (kil: 236) was opened. The last section from Queguay to Salto (kil: 317.036) the junction with the Northwestern Railway, was hauded over to public traffic on 1^* November 1890. 125 CO C33 CO 02 I— I o OOlOc35(MOr-IOO COCOOOSO'-ltCi-l 00 - • • t- CO CB • O C35 lO lO • • • TH-jfimaOCMiOCO-* • ■ • en oco O ^ iO . . ■ €©3 3 3 0)0 ■ ■ • om ■ • • ■ CD tMCO • • CO CO t-CDCDlOCD-^^CNCOOp lO'^OtMOOOOiO'^ 05C- • • ■ CO • • • - CD -=H C3 rt — ! CO (N CD -^ CO (NCO i-liH *e.3 3 «?3 —ICO (M O CNCOCMOiOOOO 03c:iCDiOi>-THasioco COCX) -----CD CD 00 -^ »0 O OS n-(1005^C-lOT-l(MQO 02O "-< ; • ■ • ^ CO (M -* Ttl • • -m-^ ■ ■ o X CS CO (^) . ■ • ■ ■ o lo 00 ■ -cOtH *- "H rH . . . OC-S Ob-cocDoacocooaa to-i ® 1 rHCOrHCCKMOt-oatr- 1 '"* 1 „ . . .-105 -0:)t-(tHO^H001>-CD cOirDoaiOcocoocDD-cacoo ■^ X • • t-co • • • • . -i-ialTtl • -OOCO CDiH >0-^ — I O — 1^-* coco lO—l UO CO tH CO !>• 05 00 C^ CO tH lo 03 . • . 00 ■ • • ■ CN 03 ■* rt — I CP Ol CO CD CO CO -^ — < tH HH ■ee'3 3 ■e&3 ^CD0000CO(MCT)O (MCjCOiOtMlO-^HW CO t- ■ • ■ CO T-j lO ■ -co oo ■ • ■ ■^OO-HOOOCOOlO rHcOOO^CDiOOCO ■ ■ COCO-rtl —I lO • • ^ 100(Ml^-CD'mCOt-(^lCDCO l005^-lT:J^ooc:3G5^^^-^00 02 ■ . COC- ■ O "^ — I - • — I — f 05 O 1-H OCNr-IOO^COO'-HO'^rH ^ 00 lO C- CO CH tH *3 3 «3 CMiO^HI>-CDlOCMO OOrHOaCMOC^CNCO (M • ■ • -^ C-^ . 1>- 05 CD CO i-J • • Ot-OBRI>-'^ • ■ ■ -^ o^ ^rHT}( (N m ■ CO O 1-1 ^3 3 3^33 CDl^-OCMrHCOl>-t>-COOCO-^GO mcoio •■•coi-H - - -OitJiiX) • ■ lO CO CO CO — I CO CM CT t- tH 00 C^ i-H Oi O 1-H 1-1 c- GO as ■ • • t>i • . ■ - -CO-XiO OtH CO COCOCDOCQ OS . -*^ a ._ . OS CD ^ -. Q g s>D o *+-< o o s § -=1 c ca fTS ■^ a ,« o °s ■3 ° iB ^ >. Ts a d o •a a c« ITS a rt (li a ft.=l .ffl >5 ■■§ s (D CD . !-i hn H a ■ O ai en o _ bos S-i Cfr4 A Mo -a a "S CD rJ3 w _ a ; OJ CD : ■■^ ft' ^ c o o pn /S"*'^' •S.S ■&°3 f^ 3 ° >< J! ft aft ?„n^ C5 to 5p m CD C3 CD ^i-< Q-S 5.2 — 126 — Results of working of the Uruguay northern Railway. DETAILS. Number of passengers Eeceipts from passenger traffic . . Do. telegraph Do. luggage and parcels Sundry receipts Total weight carried. , Eeceipts from goods traffic .... Number of animals Do. dogs Total gross receipts Working expenditure Train miles run Carriage apd wagon miles run. , . Eeceipts per train mile "Working expenses per do Percentage of expenses on receipts. Kilometers of line open. (1). . , . 189fl Kilos 3.353 1/2 8.526.80 392.37 1.128.98 57.39 4.030.028 11.490.56 315 15 21.596.10 55.672.65 21.496.47 146.766.71 100.46 2.589.00 157.7 114.155 (1) The line was opened throughout to public service on April 17t!i 1S91. — 127 Control of Railways receiving State Guarantees. By a decree dated January 26"^ 1892 the Regulations for tlie fiscal intervention in tlie guaranteed Railways were approved. The duties of the Central office, as set forth in these Regulations, are as follows: I. To intervene in all the technical branches of con- struction working and administration. n. To intervene in all that may refer to the safety and regularity of the traffic, whether of passengers or of merchandise. III. To intervene in the consumption of materials, the prices paid for them, their quality, their usefulness and the use made of them. IV. To intervene io^ the book-keeping, with a right to reject all accounts not presented in the form laid down in article 9 paragraph B. V. After consulting the Companies, to point out to the Superior Government any useful measures to be taken which would benefit the public, the State or the Companies themuselves. VI. To take note of the agreements celebrated between the Companies with regard to the movement of trains. secciON e ANSVERSA1_ES DE l_A VIA TIPOS NORMALES SENERAL. TYPES O f= CROSS-SECTION OF BANKS AND CUTTING DESMONTE EN TIERRA CUTTING IN EARTH PIERKA EN DEPOSITO TIERRA EN DEp6sIT0 DESMONTE EN TIERRA DURA CUTTING IN HARD EARTH ' '.'/ ' ■" ^j://ji^f.',^ ' ...' /j^.;,^^ ' ;i,f./n ■ e.oo . SECCION EN ROOA SECTION IN ROCK } '/ ^x_ \' ^ V TERRAPLEN BANKS ESCAI-A SECCION DE LA LINEA EN DECLIVE SECTION OF THE LINE ON SIDE OF a HILL N.' Ul ffl < J Z < ni h 111 Q < 1- (0 z 0) CD < h < J (!) Q Ill Z w < z D L 111 Q 111 Q. >• H D. nnm '0 'A a90«ni]v 1 ■ 1 1 1 i i l i ilL a 1 1 ■s _ « W o &< + c { ,° "! c ) 1 f ) 1 < ' ) ' 1 ' i c ? 1 1 1 ' , = o 1 ' < ° y : c 1 o a? o o 1 1 o , O '. 1 r 1 1 O 1 1 ; " 1 ; 1 1 1 < !° i ° { o ? , , to 1 o , o L 1 o o c*o 6 ' : o 1 1 c ; . ' 1 t ' 1 c { 1 i c c 1 1 , < + 0*^0 > 1 ' 'o i ° > J : o i " L 'o \ " a \ » o o ako ■ "^ ] ( ( •o =; 1 -^ o o O O O V '■■■|°.o.. ; o o ; o o '■' r- o o o o o S ■^ i o o ; o o ; o o o 1 o olo olo o'o > i O o : o o i o o . o o / -;(r- i O O o o o o > o o o o o o 3 o o o o o o o o ^ 1 i o o 1 — ;. — ; O O i ; o o 1 1 o o o o ) ■^■- « o o o > ; ---* — o o o o O 1 i o o O O - o o o o > 1 — *-" o o o o o o 1 Si o o o o s — Jfc--- ?- o o ' 1 ^ ! 1 loo! u o o o o o o C4 o o UJ z 55 (0 < . d: II I- III 111 =! i^ :^ / b= 1 — \ — \ 1 \ — \ — 1 ! 1 ; i 1 i 1 1 1 i j 1 i s i ! i : i 1 . '• , ■ 1 1 ' 1 I I 1 : i ^ 1 ; t 1 ^ i • 1 i 1 1 i i ! i i 1 i-f'i',/- j 1 1 —}f~ 1 1 |S— - — -* -*- \ . M — I f ^T— \ i "'i'" \ \ ? i m ' i \ ^^=- o z z < 0. (0 h IL IL (D UJ CD (T m ; J I ; !: irr^ , fl sosa 1 1 :: id - ^fe ll 1 It I C] f 1 ^ 1 ''■■ 1 1 II ■■ 1 :, 1 '•' 1 1 ;' 1 II..... ^ , 1 14 1 ^ ^ 1 ! [■ 5 oooo 1 1 ' ' 1 1 M 1°° 1 h 1 L /I ■*■/ J I ' ' 1 r "if ' ' L..| ^ m [-„'>?*.*.-l 1 ;; ..«.»•- 1 : : 1 1 1 ° ° 1 fc i 1 1 f 1 1 f ' 1 1 II F' 1 1 t ' !d 1 1 ^ 1 1 1 1 ' 1 II 1. 1 t k 1 ' ^ 1 1 L ' ' 1 < J C 1 1 ^i i 1 1 t I 1 1 b 1 1 f ' 1 1 ■' 1 1 1- ^ 1 1 II •' 1 ' ' 1 II ;: 1 1 1 9 C r] 1 ^ ' ' rJi 1 D ! t^f 1 ^ ■ 1 ;: 1 Ir-^IP 1 o 2 2 ^ PUENXE DE1_ RIO SAMTA 1- U C I A BRIDGE OVER RIVER SANTA LUCIA SECCION DE UN TRAMO DE 60 PIES CROSS SECTION OF 50'0 SPAN F. C. C. DEI. U. ESCALA SCALE -^niT PLANTA PLAN OF SMALL PIER N.°8 PUENTE DE1_ RIO SANTA LUCIA BRIDGE OVER RIVER SANTA UUCIA SECCION DE UN TRAMO DE 80 PIES CROSS SECTION OF 80'O SPAN F. C. C. oEi- U. ESCALA SCALE J».. PLANTA PLAN OF LARGE PIER N."9 o O 5 g is J 111 z o J 1- u J z HI z , J 5? s ? (D Ul "S o 111 I f* f. Z H CD Z O 9- < - 3 I I • oso'-oa fas-- CM- O S S33H3HHBS 3/tfflJ ZS-f'^Sl V F. C. C. oEL U. PUENTE DE1_ RIO NEGRO (MITAD) RIO NEQRO BRIDGE (HALF) Jl iiiiiiiMiiiii i i iii iiiii i iNi i iiii ii rnTni 3K, Tjn XT nr XT j1_ IllTITTT1T1lllirflTT[niiliTITin3M1^ Xr 'W PI.ANTA OKNKRAL (MITAD) OENKKAL PLAN (HAI.K) r I T TiiTrrriTTTffl "U DRTALLE DE UNA PILA GRANDK DETAIL OF A LARGE COLUMN ELEVACION TRANSVERSAL TRANSVERSE ELEVATION v.^x^ ".^':::"'^^'B?"^:Ty^rr^^: VIO.V UA.IO RIKL (liNTKK TRAMO GKANDK Y CHICO) GIROICR HENKATU KAlL (HKl'WEl'IN LARGE AND SMALL Sl'ANS) VIOA II A.I O RlKl, OERDKU neNMATH RAIL N^^^ FRKNl'K KaONT 1^I^CJ=5 \ VIGA RAJO lUbir fKNTRK DOS TRAMOS CIIKUIS) OlaUKK Hl^NEATH ilAlL {llKTWKKN I'WO SMALL SPANS) KN KL KSIRinO ON THIS AliUTMtNT - 6.r(i- I! to y SEOCION LONO NKO(;U)N TRANSVERSAL UE UN TRAMO ClIICO TRANSVERSE SECTION OF A SMALL SPAN SBCCION TRANSVERSAL DE U PLANTA PLAN N.°r3 F. C. C. DEL U. PUENTE DEL- RIO NEGRO (MITAD) RIO NEGRO BRIDGE (HALF) [mKl^^[^^KXXMilxxKx xxx>oo<> ^ PLANTA GENERAL (MITAD) GENERAL PLAN (HALF) VIOA BAJO RIEL (ENTRE TRAMO GRANDE Y CHIOO) GIRDER BENEATH RAIL (BETWEEN LARGE AND SMALL SPANS) VIGA BAJO RIEL GIRDER BENEATH RAIL VIGA DE SOSTEN DEL RIEL GIRDER SUPPORTING RAIL I I ~T rZl VIGA BAJO EIEL (ENTRE DOS TRAMOS CHICOS) GIRDER BENEATH RAIL (BETWEEN TWO SMALL SPANS) EN EL ESTRIBO ON THE ABUTMENT %. '-# SECCION TRANSVERSAL DE UN TRAMO CHICO TRANSVERSE SECTION OF A SMALL SPAN n;i3 - /;« 'J " - DETALLK Dli LAR VIOAS DU 122 rilis PUENTE DE1_ RIO NEGRO RIO ISIEQRO BRIDGE DETAI_I_ES DETAILS DUTAll, Ol' 122 1-KKT OIRDKR ELEVACION ELEVATION --- .*.- I. y'^f" i. - ■- ' 5 ■«"•-■ •*■ C'fl" * - -■ - r ■fl". - --. » ] 1 n r r ■ i _J LLI LJI II ILILILJI — 1 J U U U U DTfll □ULIUUlULJUUUU PLANTA PLAN N.°i4 DETALLE DE UNA PILA CIIICA DETAIL OF A SMALL COLUMN -1.2P - -mo-- -SBO-- mmm I . I . I . I . I .T- T I ■ . ! ^"^^"=555 ij|>|^j | ii|iy l'' ^ r^' r -r^i-'-ii-L'i'i' m+rra±i:hiii.iidi^'i""-'Kr'' f: u CC EXT '^•3 ELEVAOIIIN TUANSVEUSAL THANSVERSE ELEVATION KRKNTE FRONT SECCION DEL. R I E 1_ TAMANO NATURAL SECTION OF- RAIL ACTUAL SIZE POR M/C 71 LIBRAS 11—32 KOS. 640 OMS. LARGO— 7 M, 315 LENGTH— 7315 MET. 1 KILOM— 63 TONELADAS 49 63 TONS TO THE KILOMETER N.°i5 Argentine Republic. II. THE RAILWAyS OF THE ARGENTIIE REPOBLIC la considering the railways of the Argentine Republic opened to traffic, in construction, or projected, there are noticeable in the whole network four great systems that run out of Buenos Aires: (1.) The Buenos Aires Great Southern Railway, with a total length of 1878 bilonaeters, the main line running to the port of Bahia Blanca, distant 717 kilometers, from whence at a fubure date it is intended te be continued across the Rio Negro, Ohubut and Santa Cruz territories. (2.) The Buenos Aires and Pacific Railway to Valpa- raiso of 1221 kilometers to the Argentine-Chilian frontier this line forming a section of the Interoceajiic line from the port of Recife (Pernambuco) to the port of Valpa- raiso. (3.) The Buenos Aires and Rosario Railway running to Tucuman, and from thence, in combination with the Cen- tral Northern Prolongation Railway, to Jujuy distant 1507 kilometers from the Capital. The Central Northern 'Prolongation will be continued to the Bolivian frontier and will thus form a principal line in the combination proposed with ' the railways of that country. (4.) The Santa Fe, Reconquista and Formosa route in- tended to communicate with Asuncion (Paraguay), and of — 132 — the total lengtli of 1216 kilometers to Formosa, there are already constructed some Z79 kilometers as far as Eecon- quista. These four lines by the districts -which they traverse and the towns which they serve, form the great trunk lines of the Argentine railway system that connects with the Capital, and they belong : (1.) To the Baenos Aires Great Southern Railway Company Limited. (2.) In three sections: (a.) Buenos Aires to Villa Mercedes to the Buenos Aires & Pacific Ely. Co. Ld. (b.) ViUa Mercedes to Mendoza to the Argentine Great "Western Ely. Co. Ld. (c.) Mendoza to the Chilian frontier, to The Tran- sandine Eailway Co. (1) (1) The magnitude of the ■works now being carried ont for the preparation of the road-bed of the Transaudiue Eailway and which are the greatest undertaken up to the present in South America, destined as they are to throw open the arteries of rapid communication between this part of America and the European Continent, Australia and New Zealand, induces us to give a slight description of them, taking extracts from an article which appeared in the "Nacion" of Buenos Aires on the 4th of May of this year. The Transandine Railway is of one meter gange and is divided into two sections : the Argentine Section, 175 Kilometers in length, belongs to an English Company formed in London by Messrs. John E. and Matthew Clark who are constructing the line, and the Chilian Section, 175 Kilometers long which is being built by the same firm of contractors. The two sections measure 350 Kilometers in length. The length of all the tunnels, of which there are twenty, added togther is 16.290 meters, of these 2.500 meters are already perforated on the Argentine side and 834 meters on the Chilian. The most Important tunnels arc length in meters 1. Las Senas 690 2. Navarro 756 ' 3. Cuevas 8S0 4. Cumbre 5.065 5. Calavera 3.75U 6. PortiUo 1.885 7. Junoalillo.' 1.275 8. Juneal l.IO-l Total 13.375 meters. The four first are in Argentine territory. The three first and three last are lateral galleries, i : e :, they run parallel to the riverbank at a few meters from the edges of the same and nave been made as a protection to the track against snow and the inclemencies of the weatner. — 133 — (3.) In two sections: (a.) Buenos Aires to Tacuman, to the Buenos Aires and Eosario Railway Co. Ld. (b.) Tucuman to Jujuy, to the Nation. (4.) In three, sections of which the two constructed already belong : (a.) From Buenos Aires to Santa Fe, to the Buenos Aires and Eosario Eailway Co. Ld. (b.) Santa Fe to Eeconquista, to the Provincial Grovernment of Santa Fe. (o.) Eeconquista to Tucuman, to a separate company that will be formed to construct this line. The diversity of interests on some of the principal trunk lines, by sections of the same belonging, to different Companies, might have the drawbaik of prejudicing the regularity of a through service in combination from On the Aroentine Side there will he 5217 meters length of tunnel and 11.158 on the Chilian . The "Ciimbre" tunnel will he 3200 meters above sea level, which will be the highest point to which the railway will attain. As a result of new and lengthy surveys reeently made by the engineer Bnggaluy, the length of the Cumbre tunnel will be reduced from 5065 to 2500. This, besides shortening the time required for boring from five years; to two fend a half, will by the increased facilities for ventilation, lessen also the inconvenience caused by engine smoke, as well as notably reducing the cost of the work. The work of boring the tunnels wag carried on during the winters of 1890 and 1891, the snow offering no inconvenience; operations were commenced on December S th 1889 at the Argentine end of the Cumbre tunnel and were gradually ex- tended to the others. In one year about 1920 meters were done in the Argen- tine section and 800 in the Chilian, without counting the galleries of access and other works for increasing the points of attack. All these M'orks were done by hand as up to the present no use has been made of the machinery, tho installation of which was about to be concluded when the works were suspended in January 1891. The Portillo tunnel, on the Chilian side, turns completely on Itself, resembling a huge corskcrew within the mountain. Its upper month is 135 meters above its lower and the horizontal distance between the two is 400 meters" The section of the tunnel is 15 square meters in extent, and the greatest height of solid ground above them is 900 metres ( in the Cumbre tunnel ), so that the temperature inside does not exceed 30»( centigrade) which will be easily support- able by the workmen during construction and by the passengers passing through them in the trains. The work was attacked from 26 different places, 13 in the Argentine Section and 13 in the Chilian, about 450 meters all together being bored per month. To conclude the tunnels it will be necessary to excavate about 200.000 cubic meters more of rock. The starting point of the line is at Mendoza and at kilometer 24" oo is the first bridge ; this merits attention on account of its length which is 120 meters In six spans of 20 meters each. — 134 — various causes, such as the differeat opinions of the managers charged with the direction of the line, and also by the "want of uniformity in the types of the rolling stock employed, "were it not that the common interest of all companies thus forming a trunk line compels them to avoid the former possibility. The second case has however been experienced in the Argentine Republic in connection with the mutual ex- change of traffic between two or more Companies, and means . have been taken to avoid a recurrence of the difficulties mentioned in the National Public Works Board report, 1885 to 1888 (page 417), in which treating of the exchange of traffic between the Buenos Aires & Pacific, and Argentine Great "Western Railways at Villa Mercedes, they report: " The difference in the system of coupling, between At kilometer 32 the track beginsito wind towards tlie Interior of tlie moimtain ridge . The first tunnel, called the Coleton is at kilometer 36 : it is 123 meters long and has been out through red granite. Atkll: 865 Js the second bridge, crossing the Mendoza river: it is 45 meters long and 40 meWrs above water level. At kil; 373 the line crosses to the South Side of the river by a third bridge 45 meters in length . This, like the preceding ones, is built of iron on stone masonry, there being three piers of the latter material. At kil: 38'''"' Is the Cachenta station, which takes its name from the locality and is solidy built of stone and lime. By the fourth bridge, the line crosses again, at kil: ST'"" to the North bank. Tills bridge is 4j meters long and is an elegant structure of iron on three piers of Stone masonry. Two hundred and fifty meters further on, at kil : 39 is the second tunnel, 49 meters In length. Between kilometers 41 and 12 the course of the river has been deviated; on accomt of this two of the large bridges projected by the engineer who commenced the works have not been required. At Kilometer 48i"' o is the fifth bridge on the line and the first steel one, by this bridge, which is of 75 meters span, the line passes over again to the South bank. In kilometer 5'2 is the third tnnnel of 40 meters long. The sixth bridge and second of 75 meters span is in Kilometer 34 and the line cros- ses by the line it to the north bank of the river. The fourth and fifth tunnels are ia kilometer 36 1/2 and are respectively 21 and 40 meters long. In kilometer liS the line crosses to the south side of the river by the seventh bridge, the third of 75 m. s^)an, and in kil: 62 it reorosses to the north side by tlie eighth bridge and fourth ot 7S m. span. At this point the line enters the district called La Invernada {The Winter season). (lUido 'station is in kil: 02 and has au excellent supply of water for locomotive purposes. Tunnel N<> 6 of 8S meters is in kil: 70. SOD; and N» 7 of 90 meters is in kil; 71. In kil: 72 the point called Black mountain is arrived at it being a gigantic mono- lith of dark stone, and here we again cross the river to the south side by the — 135 - " the -wagons of this Company, and of the other Eailvvays " which run over this Companys line in great numbers " loaded with merchandise for Mendoza and San Juan, " causes great difficulties. " The wagons of other companies are mostly provided " with center hooks and coupling chains, as also with " side buffers, whereas the greater part of the Argentine " Great "Western stock has only the center coupling " buffer with one link & is without side buffers. " The difficulties and dangers thus presented for the " coupling up of both classes of stock are innumerable " Besides the difficulties experienced in coupling up " vehicles with different systems of couplings, even with " vehicles having this center coupling in common there " is the trouble of one buffer being higher than the " other peihaps, owing to the springs of the vehicle ninth bridge of 60 m . span, tills being the oniy steel bridge of those obtained from the United States From this point the railway runs for a distance of 70 Icilometers along tile sonthera banlt until it arrives at the "river Tupungato. In kii: 77 is tunnel N" 8 of 27 meters length and a short distance beyond there was another tunnel that bas since been made into an open cutting for greater security. Uspaliata station 1700 m. above sea level is in kil: 92 and is of similar solid stone conscruction to that of Cachenta. Tunnels N" & 10 known as the "Bermejito" are in kil: 114, where the line crosses the river at a height of 7i> meters . Jn kil: 121.2 at a height of 2087 meters above sea level is the Elo Blanco (White river) the terminus of the sections officially opened to public traffic in Argentine territory, althrough the rails were laid on April 23"' 1893 as far as kil: 135, Elo Colorado (Eed river;; from which point the earth-works have already been made, for over two years, for another six kilometers and now almost reach the stopping place of Las Vacae. The bridges and tunnels that we have mentioned kilometer by kilometer hardly give any idea of the enormous work that has been required for the construction of that part of the line which is now finished. We liave not mentioned, because it would take up too much room, a considerable number of culverts, several of which by their size are entitled to rank as bridges; neither have we spoken of the large cuttings and embankments because it would make this article of undue length, but wa might mention that in the excavations made In the rocks for this line hundreds of tons of powder and dynamite have been used. On April Sth 1889, the anniversary of the victory of Maipil, the works in Santa ,Eosa de los Andes were inaugurated by President Balmaceda. The works on the Cljiiian section are divided into from sections ; lot. From Santa Eosa to kil 13; 2nd. " kil 13 " " 35; 3rd. " Elo Blanco " JnncalKil52; ith. " Junoal to la Cumbre, — 136 - " being more or less -worn, or, it may be owing to the " center-buffer being fixed in a different position, but in " either event the coupling of same by a single link is " very difficult, at times making it necessary to bead the " link before it is possible to do so. It ■will also be " seen that these defects in the vehicles may be the " cause of accidents through the higher buffer locking " "with the other and probably iu this manner occasion a " derailment ". Actually the above Companies have abolished the dangers and difficulties mentioned, they having recently equipped their lines with adequate rolling stock to ensure a good traffic service, as is proved by the following comparative table of the increase of the rolling stock on the lines between Buenos Aires & Mendoza which has replaced the primitive stock mentioned in the report: The line begins a sliort distance from the State Railway ( with which it forma a junction) in Santa Eosa, 830 meters above sea level, and runs on the south bank of the Elver Aconcagua being completed and open to traffic as for as Salto del Soldado ( The Soldier's leap ) where it crosses the river in kil 26 by a bridge of 20 meters span. In Salto del Soldado there is a series of tunnels the first of whieh Is 240 meters long and on emerging from which the river is crossed by a 20 meter span bridge to at once run into another tunnel of 63 meters on the opposite side, latter on passing through others of 45 and 70 meters respectively until arriving in Ml 27.700 the actual point of the rails. The earthworks have been finished as far as kil 31.300 and the masonry of the bridges is also well advanced in the latter part of the second settion, whilst in Los Andes Staton all the permanent way materials are deposited for tbe construction of the line as for as Juncal kil K including the iron bridgework. In kil ] 37 of the Argentine section the rack railway on the Abt system commences with a centre rail on a gradient of 8°/o for a distance of 1230 meters ; it then runs level as for as kil 141 where the rack again is used for 750 meters. In killBl the same method will be used for a' distance of two kUometers, as also from kil 165.300 to kil 170, the entrance to the first tunnel, of La Cumbre at 3188 meters above sea level. On the Chilian section the rack commences in kil: 45.300 and runs for 3500 meters. In kil: 54.200 it runs in the Juncal tunnel for a distance of 1104 meters & also in the Juncalillo tunnel there is the Abt system for 1273 meters as far as kil: 138.600. Part of this tunnel between kil: 56 and 58 is in spiral form, rising 133 meters in a horizontal distance of 400 meters. In kil: 58.600 the line is again level to allow of crossing & train shunting sidings, locomotive service and to double the traific facilitiet. After passing this siding the rack line on the Abt system continues as for as kil: 03.700 where it ends & the railway then runs with a rising gradient of 1 in 20O as for as kil: 64 where the descent commences. . In kil: 63 the frontier between Chili and Argentina is crossed. — 137 — RAILWAY. EOLLING STOCK NUMBEK OF VEHICLKS. laas. 1880. 1890. 1891. Buenos Aires & Pacific . . . Argentiae Great "Western . . 880 781 1573 1418 1809 1602 1838 1637 In addition to the above diiSculties -whicla may be easily abolished by the united action of the Companies, "we may also point out others affecting the Argentine sections of the principal lines of international importance that have been brought about: (1.) By the want of a well studied plan of the general Argentine railway system that would have conveniently divided the camp districts served between the various lines of general or local interest, and in accordance with whioh the concessions ■would have been granted that have authorized the construction of 29660 kilometers of line, of which 12990 are already, open to traffic. (2.) By the want of uniformity of guago in the great trunk systems. The iirst mentioned inconvenience has resulted in certain lines of equally important extension competing for the traffic of the same zone, as we have illustrated, amongst others, by the lines from San Cristobal and' from Sunchales to Tucuman running parallel with each other for a dis- tance of 536 kilometers, more or less only 24 kilometers apart, through the provinces of Santa Fe, Santiago del Estero and Tucuman. There is barely a population of 32 inhabitants to ' the square kilometer, in no way warranting the construction of two lines separated by such a small distance, without resulting in serious detri- ment to the interest of the Company that does' not" enjoy the State guarantee, as also for the public interest thus — 138 — threatened by the possibility of being called upon to pay the full amount of the guarantee owing to competi- tion, actually taking place with the line from San Cristobal to Tucuman. In time the disadvantages thus suffered in the above districts, served by two lines which have required the investment of enormous sums of money for their con- struction, will doubtless disappear with the growth of the industries and commerce in the rapid manner customary in the Argentine Republic. The inconvenience caused by the second difficulty however affects the proposed through direct service in this country's territory. Several of the principal lines in the North of the Re- ■public are unable to establish a mutual traffic combination service with the Southern lines unless they tranship; as also the Eastern lines, which unless a mode of continuance with the other lines in the country is resolved upon, will be unable to establish a through service. The guage of the railways in the Provinces of Corrien- tes and Entre E.ios differs from that adopted in the neighbouring territories of the province of Santa Fe and the Chaco, — and in these latter, as in all other parts of the Country (with the exception of the Province of Buenos Aires), they have alternately used the 1.676 meters and the 1 meter guages, with the result that in the great trunk systems of primary importance that should run from Buenos Aires to Chili, Bolivia and Paraguay there is a difference in the guage. The mean guage between the rails of 1.435 meters, the same as that adopted in the construction of the lines in the provinces of Entre Eios and Corrientes, in our opinion would have > been the most convenient one for the rail ways of principal national importance. — 139 — Witli such a guage the line from Buenos Aires to Bolivia, passing through Tucuman and Jujuy, that will form a most important section in the general system of the direct through route of the American continent, would not have had to contend with difficulty of a change in the guage, and the necessary loss of time required in having to change from the 1,676 meter line to that of 1 meter. The saving that would have been affected on the ex- tension of 1165 kilometers from Buenos Aires to Tucuman by the construction of the permanent way and works 24 centimeters less than the actual width, v\^ould doubtless have covered the cost of the extra width in the exten- sion of 652 kilometers to Bolivia, of which 352 kilometers are already constructed as for as Jujuy. The guage of one meter in the latter region has not been compulsory owing to the natural difficulties en- countered, which are more or less the same as those found on the section from Tucuman to Metan, which wa see by the Report of the National Department of Public "Works ( pages 276 and 277 ) would have permitted without difficulty the adoption of the 1,435 m. guage. The curves on the line are in the proportion of 21.75 «/o with minimum radii of 400 meters; 78.25 "jo of the railway being in straight lengths of which the longest is 23.196 meters. They ^report a maximum slope, 2.200 meters long, of 18 per 1.000; and two maximum gradients, 1.500 and 4.600 meters long respectively, of 15 per 1.000. The general average of the slopes being 9 per 1.000 and of the gradients 8 per 1.000. AVith the above technical conditions counting on the solidity of the permanent way obtainable on rocky and — 140 — mouatain lands; wLtli a steel rail of the "Vignol" type 34 kilograms to the lineal meter; rolling stock of the American bogie system; and six wheel coupled with bogie engines of "Stephenson", bogie tender; on the section from Tucuman to Jujuy and to Bolivia express trains would be able to travel at a maximum speed of 70 kilometers per hour; whilst the heavy cargo trains with similar rolling stock hauled by eight wheel coupled engines of Beyer Peacock & C.<> would be able to carry up to 450 tons. In the United States on the lines between New York & Boston heavy cargo trains on gradients ol 28 per 1000 travel at a speed of from 25 to 30 kilometers per hour (L & P page 38); the average speed of the passenger trains on the largest railways being from 65 to 70 kilometers per hour. In Brazil on the Central line, with gradients of from 18 per 1000, and curves of as low as 180 meters the trains run at an average speed of 46 kilometers. And in Uruguay where the greatest gradients on the lines of uniform type in exceptional instances are 16 per 1000, the average gradient being per 1000, with curves of 200 meters, the light passenger trains with the rolling stock and engines mentioned on pages 110 and 116 of this Eeport are able to travel at the maximum speed allowed of 72 kilometers per hour, the average actual speed of the trains being from 30 to 60 kilometers per hour. With these experiences the Central Northern Railway (Tucuman to Jujuy) could have been constructed at first adopting the middle guage of 1.435 m., which also might have been made applicable to the Buenos Aires & Eosario Eailway (from Buenos Aires to Tucuman), and would have thus adepted it better for the movement of the — 141 — international American traffic to wMch it is destined; — at the same time being more economical than the 1.676 meters guage. Also retaining in the mountaiaous section to the Boli- vian frontier the same gradient and planimetrical features as in the section to Metan, it will be seen that the line would not be in any worse conditions thau similar lines constructed in other American countries under the same or worse technical conditions, it of course being assumed that the roadbed would be made with the stability and solidity necessary, the rails being of the weight and section necessary to allow of the trains travelling without risk at the velocity demanded for a quick national and internatienal service. The same drawback of the difference in guage is noticed, and apparently with less cause, in the railway from Buenos Aires to Formosa, a system of great importance on account of the immense district it serves in the Ar- gentine territory, and by its being ultimately intended to serve as a means of rapid transit with the Paraguayan Eepublic. This line is divided into three long sections, each one belonging to a distinct Company. The first from Buenos Aires to Santa Fe, 481 1/2 kilometers open to traffici has been constructed with a guage of 1.676 meters : the second section from Santa Fe to Eeconquista, 318 kilo- meters also open to traffic, has a guage of 1 meter only, whilst the third section from Eeconquista to For- mosa, the concession for which was granted by Congress on October 5*'^ 1887, will be made with the 1.676 meters guage. The territories on the right . hand of the Eiver Parana are distinguished by extensive plains; and the height — 142 — above tlie sea level of that district as also of the various stations of the Argentine Railway system have been furnished together with the kilometrio distances by the National Railway Board. This interesting and useful compilation that we include further on gives for each railway, the distance between every station, the distance of each from the commence- ment of the line, also the distance of the two extreme termini of each line from the Buenos Aires Central Station; also the height above sea level of each station is given, and it vpill be enough to notice the various heights of each station in relation to the plan of comparison adopted, in order to prove that in the sections of the line we are treating of, i. e: — from Buenos Aires and Rosario via the Irigoyen branch to Santa Fe, as also in the line from Santa Fe to Eeconquista the general average of grg,dients "will not exceed 1.5 per 1000. These same and also the planimetrical conditions of the section from Eeconquista to Formosa ^re given in the report of the National department of Public "Works (pages 13 & 14) as follows: " The slopes and gradients are almost nil. This is " proved by the level of the section of 230 kilometers " (Eeconquista to Formosa) in the total length of "which " there is only a total difference of 20 meters or an " average of 9 centimeters per kilometer. " In the second section (Resistencia to Formosa) the " gradients are still easier, there being only a difference " in level of 4 meters in 187 kilometers. " There are altogether 87 curves of which 56 are found " on the first section and 31 on the second. " The radius of these curves varies from 500 to 2.000 " meters, with the exception of two close to Bermejo that — 143 ~ " have only 300 meters each, but which may be somewhat " modified. " On the first section the length of the curved as " compared "with the straight line is 25 kilometers to, " 280 kilometers, or 10 "/o of curves to 90 °/o straight " line. " On the second section the curved line is of 6.600 " kilometers extent to. 180.400 kilometers of straight line " or 3 1/2 o/o to 96 1/2 "/o respectively. " "With such exceptionally favourable, natural conditions permited by the geographical surroundings of the whole district from Buenos Aires to Formosa at first sight it is diificult to in any reasonable explanation to justify the division of the uniform 1.676 meters guage on the two extreme sections of a system of 318 kilometers from Santa Te to Eeconquista with only a guage of one meter. But to dispel this idea of an apparent anomaly we should remark that originally the full extension was not planned out of the great Argentine railway that will thus connect Buenos Aires "vyith Asuncion (Paraguay), one, which we prove further on, will be the route of greatest advantage over the other Argentine lines running in the direction of Paraguay, and that will be able to serve as a means of rapid communication between the port of Buenos Aires and that country. Separate concessions have been granted to distinct companies from time to time and these latter have constructed their sections as influenced by their interests for the time being; this cause explains the differences in guage in the system that we now consider as a through route to appreciate its united importance in the arrange- ment of the international rapid american service. On the _ 144 — . other hand the section from Santa Fe, to Eeconqnista as constructed is justified in adopting the narrow guage; it forms part of the railway system of the province of Santa Fe, which has in its entire length been constructed of the meter guage, originally with the idea of forming a system for local necessities, but which with the advance of projects is now called upon to form a link in one of the systems that will rank as of first importance. "When that time arrives, if the traffic requirements de- mand it, the Santa Fe and Eeconquista line will no longer be a line of local interest but one of national importance and will change its actual conditions unless in the meantime engineering science has not discover- ed some more rapid method, as for instance the change of bogie (at present working successfully on North American lines), by which the same vehicles are transferred from broad to narrow guage and vice-versa. i The Chaco Austral Railway, which commerces at Port Barranqueros on the right bank of the River Parana opposite the Capital of the province of Corrientes, and terminates in the junction with the Central Northern Railway in the neighbourhood of San Jose de Metan f Province of Salta); considered from the point of view that its important position gives it, in forming part of the great system serving the American international movement, although, by the guage of 1.676 meters on which it as been projected, facilitates traffic with the proposed line from Eeconquista to Formosa, at the same time this difference of guage, from the lines forming its real extensions, such as the Corrientes and Entre Eios provincial system constructed on the 1.435 meter guage, and the Central Northern Prolongation will cause delays in the combinations with these latter with which it — 145 — should form a connecting link in establishing through communipation between the cities and ports of the right bank of the Eiver Uruguay, and the countries of Bolivia and Peru. This second and important connection of the Central Northern Eailway confirms the 'advantages that would have accrued from the construction of that line, as also of the others of general interest in the Argentine republic) of a uniform guage of 1.435 meters, the same as adopted in the provinces bordering the Eiver Uruguay, and in Paraguay, and which is the one most recommended for railways of great extent. As to the technical conditions of the Chaco Central ,line in common with the majority of the Argentine lines they are exceptionally easy: — there are long stretches of road as on the Buenos Aires and Pacific line (from Buenos Aires to Villa Mercedes) where there are only three gradients of less than two kilometers all told tha barely average 6 per 1.000; the general average of the gradients and slopes on that line, on the Buenos Aires and Eosa- rio to Tucuman, and on the Hne to Formosa only being from 1 to 1.5 per 1000 ; "with straight lengths of line extending 318 kilometers on the Pacific railway, and another of 485 kilometers on the proposed Chaco Austral line. Although some of the lines of the Argentine system, destined in the future to fill a principal part in the inter- national service of South America, actually have not the solidity of permanent way nor a heavy enough rail to allow of an express train service, nevertheless when the time comes to make that service it will be an easy matter to adequately equip them. It must be borne in mind, that in a new country like the Argentine Eepu.bHc, that, — 146 — as an indispensable step for the opening up of its fertile lands, has had to carry the iron road into the prairies, it is not possible at the very beginning to lay down the railways with all the improvements of the age; it might even have been more convenient if instead of the con- struction of the railways of the Argentine network being made as good as they are, in the unpopulated districts they had been built on a more rudimentary plan, less costly, although at the same time so made as to admit of their improvement from time to time as the traffic neces- sities might require. In this matter the new countries should, adopt the american plan of railway construction and lay down the greatest number of kilometers with the smallest capital possihle. The improvement of the original construction is made as the tra^ffic grows, and had they not adopted this plani many of the gteat lines of North America, that now enjoy great prosperity, would never have been made at all, if they had waited to obtain the capital required to lay the line at first with all the costly works to put same in first class order. Legal regime. The construction of Eailways in the Argentine Republic has been effected by means of concessions granted in each particular case, either by the National Congress or by the Provincial Legislatures, the Eailways being denominated, in the one case. National, and in the other Provincial. The National Government has granted concessions for lines, as follows: — 147 - (a.) those destined to place two or more Provinces in communication. (h.) -those destined to place the National capital in com- munication with one or more Provinces, (c; those destined to establish communication between any point of the National territory and one or more neigh bouring States. , {d.) those to be constructed by the Nation. (e.) Prolongations of lines belonging to the Nation or whose concessions have been granted by the Na- tional Congress. The Provincial Governments have granted concessions for lines." (a.) Of local interest, i: e:, those which do not go ontside the Province, thtis respecting the rights of existing concessions granted by the National Government. "With this state of things, there is no fixed legislation to which the concessions, whether national or provincial, have been made subject, and it is far from our intention to say anything against this want of uniformity; as the concessions represent a series of state favors, there is real . convenience, specially in new countries, in keeping the matter constantly on the tajjis, in order to restrict these favors and diminish monopolies. It is not be wondered at, therefore, that there has been vacillation in this direction in the first steps in the Ar- gentine Republic towards attracting capital for the con- struction of the railway lines intended to populate its rich territories and to create its industries and commerce and that it was necessary to boad the concessions with favors. The first attempt is revealed in the law sanctioned by — 148 — Congress on the 30*'^ June 1885 authorising the construct- ion of the Eailway from the city of Eosario to that of Cordoba, on the following bases : — a tenaporary concession for ninetynine years, at the end of which time the ' line would revert to the G-overnment, on payment of its valuation price : a free grant in perpetuity of a zone of land twenty squares wide on each side of the line '■ exemption from duties on all the materials necessary for the construction and equipment of the line : the right to construct branches enjoying the same privileges as the main line, the concession for the former to lapse concur- rently with that for the latter : The Executive Power to have the right to take as many shares as the Pubhc Treasury may permit : the Company to have the right to fix its tariffs whide the concession lasts, charging the State for services rendered a third less than the general tariff. The results not being obtained that the National Con- gress expected, the zone of land to be granted was doubled by a decree dated 30"^ October 1857. These favors were not sufficient to attract foreign capital, and the Public Powers being anxious to encourage the construction of Railways in the country, a law was issued on 26*'^ September 1861 granting a guarantee of seven per cent per annum during ten years on a capital which should not exceed a maximum to be settled beforehand, the concessionaires being obliged to make a deposit in cash or bonds as a guarantee for the fulfilment of the oblig- ations undertaken and to submit their tariffs every year for the approval of the Executive Power. The regulations of this law were altered by the one of September 5* 1862 which fixed as a maximum kilomet- ric cost of railway ready for traffic the sum of £ 6000 — 149 — per mile, with an anaual guarantee of seven per cent for a term of years, the State to be repaid such sums as it might have to disburse under this service with the net profit of the working over and above 7 "/o; the Govern- ment being authorized to intervene in the Company's operations for the purposes of the guarantee service, as also in the fixing of the tariffs when the net revenue of the line exceeded 12 "/o per annum; they also reserving the right to expropriate the railway at any time on payment of its cost with additional 20 "/o as indemnization. The company were also obliged to give a satisfactory money security to guarantee the the fulfilment of their contract, and it was established that all questions that might arise between the Company aud the Government should be settled by arbitration. The conditions established by this law were improved by the contract of March 19th 1863, approved by Law of the National Congress on May 23rd. This fixed the cost of line at h 6400 per mile with an annual guarantee of 7 "/o for forty years; this guarautee to be covered by the State paying the difference between the amount of such interest and the net profits of the working when this might be less, or when greater, the amount over and above to be paid to the State as return ef jthe sums paid by it, it being established that henceforth for the purposes of the guarantee accounts 45 °/o of the gross receipts would be admitted as working expenses. The Executive Power were authorised to subscribe for fifteen throusand L 20 shares in the Company; to grant to the Company gratuitously the lands necessary for the installation of the line and its dependencies; and to transfer to the Company, on conditions that they populate same, one league of land on both sides of the line in "its full — 150 — extension; to intervene in the arrangement of the tariffs "when the line produces dividends of more than 15 "/o on the capital. The Company were exempted from all import duties for forty years on the materials necessary for the construcdon and use of the railway, as also for the same period of exemption from any property tax or levy on the property ot the Company or its dependencies. They were granted the right of using the national woods and forests for the purposes of the line or the traffic, — free of charge. The employees engaged ou the construction or in the working of the line were exempted from military service; and similar' privileges to thoso granted or to be granted to immigrants, would be extended to those introduced by the Company. The gratuitous transport of the public mails was made obligatory ; the carriage of troops and war material to be effected at half the ordinary rates ; and finally all questions between the Company and the Government were to be settled by arbitration. Such were the conditions of the law. of May 23'^'^ 1863 under which the construction of the Central Argentine Railway was made with a guage of 1.676 meters running from the city of Rosario of Sia. Fe to Cordoba. It will be seen that the first steps taken for the construction of National railways were made with all the prudence that the question demanded. This was however varied until the original plan was so changed to attract foreign capital that the concessions on the part of the State were increased, until at last the concessions were granted in perpetuity with a guaranteed interest for forty years on a mileage cost fixed beforehand in addition to the other concessions we have mentioned: — 151 — "With this liae it may be said the maximum of State concessions were enjoyed for the fomentation of Railways, as later on the subsequent • concessions were somewhat modified in their principal clauses. Thus for instance although in the majority of conces- sions authorized in later years, the perpetuity of concession as granted to the Central Argentine with a guarantee of 7 "/o for forty years and other favours was also given,' still to the East Argentine Railway there was no grant of lands, but the cost of construction was iixed at L 10.000 per mile by the law of Ootobeaf S'''^ 1863 and Decree of July 2&^ 1870. The law of 10 th October 1879 and the decree of 14 th October 1872 (concession of the Buenos Aires and Campana Railway ) under the same type of concession, except that there "was no land grant, reduced to 20 years the period during which guarantee would be enjoyed and A\hich guarantee would be adjusted to the true cost of the road . The National Congress, within the general terms of the regime of the concession of the Central Argentine Railway, made uniform the conditions which should govern the construction of five impoi-tant lines, viz : , from Buenos Aires to Mendoza and San Juan; from San Juan to Toto- ralejos : fromTucuman to Jujuy; from Mercedes to Corrientes and the Transandine to Chile, and issued the law which was published on o*"^ November 1872 authorizing the Executive Power to contract, after calling for tenders, for those railways under the following conditions : (a.) guaranteed interest at the rate of seven per cent per annum on the net cost of the line. (&.) to pay the guarantee in cash or in public bonds bearing 6 per cent interest and one por cent amortiza- cion. — 152 — (c.) tlie cost of worxing to be fixed at 50 or 55 per cent of the gross receipts, according to tlie expense of traction rendered necessary by the nature of the road. (d.) to repay the amount paid as guarantee in public funds or cash with the excess over 7 per cent net profit, if any. (e.) The Executive Power to have the right to fix the tariffs whUe the guarantee lasts, and to intervene in them afterwards, should the line give more than twelve per cent. (f.) a money deposit of one hundred thousand hard dollars on signing the contract, as a guarantee for the completion of the work. (g.) The Executive Power to have the right to inspect the works. This base has been made applicable to almost all the concessions for guaranteed railways since granted, with variations in the terms: the rate of interest guaranteed has been reduced to five per cent in the majority of the concessions, and the price per kilometer has oscillated between $18,000 and $31,000 gold. Perpetuity, ■which was tacitly understood in all the above sections, has, in some guaranteed lines, been substituted by a temporary concession, limited to sixty years in the case of the line from Villa Maria to Eioja, and to fifty five years in the line from San Cristobal to Colon. (Laws of 15 th and 21st October 1887.) From the year 1887 onwards concessions have been granted in perpetuity without guarantee or premium of any kind, and temporary concessions for the tern of ninety nine years. — 153 — "We will now giv3 the principal terns of the regimes affecting the Argentine Railways. I. (a.) Concession in perpetuity. (6.) a guaranteed interest for periods varying from ten to forty years, paid in cash or public funds. (c.) capital determined by a price per kilometer, vary- ing between $18,000 and $31,500 gold. (d.) the passing of. from 45 to 60 per cent of the gross receipts as the cost of working for arriving at the guarantee. (e.) repayment of the guarantee with the excess over seven per cent of the net taking of the line. (/■.) the right of the Executive Power to fix the tariffs while the guarantee lasts and [to intervene in them afterwards, should the net earnings exceed twelve per cent. (g.) monetary deposit on signing the contract as a guarantee for the completion of the works. (h.) exemption from duties on the materials necessary for the construction or working of tjie railways. (i.) exemption from all national or provincial taxes on the properties, fixed or movable, constituting the railways. n. (a.) Concession in perpetuity without guaranteed in- terest or premium of any kind. (&.) exemption from duties as is customary in conces- sions, stipulated by articles 54 and 55 of the Railway law of 18 th September 1872, m. (a.) Temporary concession for a term of from fifty five to sixty years: (&.) a guarantee of five per cent for the "Vfhole term of the concession. (c.) The return of the line and all its equipment to — 154 — the State at the end of the concession, without any compensation whatever. IV. Temporary concession for the term of ninety nine years, at the end of which the line would revert . to the State: without guaranteed interest. (&.) as in regime N." 3, the usual favors granted in the iaw of the 18th of September 1872. The provincial governments have granted railway con- cessions in general, under the same bases as the national lines. Preparation of projects. The programme observed in proposing projects of public works has been based on that ruling in France for the body of Engineers of Bridges and Abutments, the adoption of which was counselled by the National Department of Public "Wofe and decreed by the Minister of the Interior on July 27tii 1876. It is as follows: PBOGEAMME TQ BE FOLLOWED IN THE PEEPAEATION PROJECTS. DOODMENTS. SCALES. RBGULATIOXS TO BE OBSEBVED. 1st TSxtracta of letters. 2nd. General plan. It Is optional according to cir- cnmBtunoes to adopt one of the following: 1 in KjOO; . in 2000; 1 in 2S00; 1 in 51100; or in lUOOO.When possible the topo graphical plan shonld be used. Advance proposals. 1^' : In the general plan should be indicated the formation of the ground by means of horizontal curves, shaded or coloured, annoting also as many levels above the sea as can be obtained, especially those referriag - 155 DOCUMENTS. SCALES. EEQUIiATIONS TO BE OBSERVED. to the summits and river high-water marks. Whenever the plan of the scheme is near the littoral the hydro- graphical charts should be used to in- dicate the coast line, and the heights of same should be noted. 2"** : On all maps and general plans due East must be shown. 3''*: The land plan must agree ■with the longitudinal seccion, and should have marked upon in with the greatest exactness possible the principal points on tae section, also the kilometrio distances, the heights and radius of the curves the changes of grade, and the works to be constructed . When it may be convenient, to examine the project more easily, the longitudinal section will be shown on the plan. ' . 4tii. "^Then the tracing is shown crossing a valley exposed to floods, the high water limit must be indie ■ ated. If it is treating of a project to improve a water course or of a river defence-work the extreme limit to which the water reaches in each case must be determined and the direction of the current marked by arrows. The plaa should also embrace the waters above and below the point of the proposed work so as to give an exact idea of the general direction of the water course. 6."^: When dealing with the direction of a canal, public highroad. — 166 — DOCUMENTS. SCALES. BEGULATIONS TO BE OBSERVED. S.rd Longitud- inal section. Scale of section. ditto of heights. Scale of general plan. Decuple of the plan scale. or railway, the general plaa should- show both sides of the line, and for a distance of not less than a kilometers, a sufficient number of levels to prove the conveniencie of the proposed direction. The cross roads, limits of the properties, bases of the hill ranges, the river high- water mark, or the bank of the water-course, will give the most convenient cross sections in connect- ion with which the levels should be taken. gth ■ "^lien treating of the situation of a bridge the general course of the stream for a sufficiently extensive stretch should be shown, giving the waters above and below the point chosen for at least a kilometer on either side of it. The notes of sufficient levels should be made to give an exact idea of the longitudinal- section of the bed of the water-course; and a certain number of cross sections to be able to judge of the convenience of the chosen sport. 7"': The point of reference in the taking of levels will be that of sea- level, also whenever possible the reference to the mean level of the River Plate at low water must be given. 8*: The annotations of the distan- ces as also of the heights must be written in lines below the section, parallel with the edge of the plan. In each note of level must be givea the accvimulated distance from starting point;the kilometric distances, 157 — DOCUMENTS. BE9DLATI0NS TO BE OBSBEVED. annotations on the levels of the of the district with reference to the plan of comparation. When dealing with high roads or railways there must be given the levels of the proposed, and the distances of the direct outlines, points of tangent vi^ith their length, radius and direction of the curves, length of slopes or gradients with horizontals of same, mentioning the latter numerically. In each proposal should be shown on a line drawn above the general outline, the distance traversed in each Province. 9"^: The extension of the line must be divided into kilometers, the point of starting being marked with a cypher, and the extent of each kilometer noted with the letter K, followed by the corresponding number in figures. Each of these divisions will be again divided into equal fractions of a kilometer also to be noted in figures somewhat smaller than those used to mark the kilometers. 10. The levels or notes of the sections must be taken from 60 to meters apart when crossing a district that is not broken up, or in the latter case they will be taken as near each other as possible, it being generally arranged to have the distances between the levelling of equal lengths. 11. The section of the profile must be shown by a black line. The outline proposed must be drawn in — 158 DOCUMENTS. RESnLATIONS TO BE OBSERVED. 4tli. Cross sections. 5tli. Types of constructions k erections. Dimensions not exceeding 100 meters. For dimensions that exceed 100 meters . Written doon- mcnts: 1st, Explanatory report 2nd. Statement sliowing approximate movement of carth,con3tnited works, etc. 3rd.Approximat estimate in detail of expenses 4tii Estimate of the yearly probable mpveraent,"\vlien dealing with high roads. ' 1 in 200 for heights and distances, 1 in 100 1 in 230 carmine. The surface of the earth- works must also be in carmine, and of the neighbouring land in yellow. The levels of the earthworks and surrounding ground will be noted in carmine, the former being written above the outline of same on the plan, and the latter below. 12. The cross sections must show an extension of at least double the width of ground they occupy. The level of the longitudinal section must be distinguished from the others by the use of special or distinct figures. The levels of both the cross and longitudinal sections must be made on the same scale for comparison. In order not to have the plans of two great length these sections may be shown on a plan showing a greater distance either above or below the point of reference but the annot- ations must be stated as so made. In ' the cross sections of lands exposed to floods, or in the neigh- bourhood of a watercourse, the high water mark should be shown by a blue line and the corresponding level marked on the plan. When the proposals refer to any work or improvement of a water course, a sufficient number of cross sections should be given to show the high water mark, and these should be taken outside the limits of the land exposed to inundation. These cross sections must always be shown on the same side, taking 159 — DOCUMENTS. SCALES. REGULATIONS TO BE OBSERVED. 1st. General plan. 2ncl. Longitud- inal section of distances and heights. 3rd. Excava- tions . 4th. Cross secctions 5th. Buildings Wflen the dtniensious donot exceed 25 meters. According to circumstances one of the following scales must he adopted 1 in lOOO, 1 in 2000, 1 in 2500, 1 in 5000 or 1 lOOOO. Whenever pos- sible a topographical plan should be used. lin20O 1 in 200 1 in 50 the. direction of this towards the starting point. 13. The greatest care shotdd be observed ia giving the levels, letting them be distinct and exact. The level of high and low water, sea level, etc should be marked by means of blue outlines and levels, in connection with the general plan. Definite Propossols. 14. The plans mus have all the details specified in articles 1, 2, 3 and 4. 15. The longitudinal section must have the details specified in articles 6, 7, 8, 9 and 10, in addition giving details of any excavations that it may be necessary to make in cuttings, or for foundations of buildings, these being shown on the section. 16. A plan of the excavations with all necessary details having reference to the general plan must be accompanied. 17. Ia addition to the details speci- fied in article 12 the type of section of the high road, canal, or railway projected must be shown. 18. In the drawings of the sections of the fundations of all buildings should be shown, by shading or coloured inks, the nature and thickness of the strata of earth in which the foundations have to be sunk. The nature and thickness of each strata should be marked on same. 19. By means of blue lines and levels must be shown in the 160 DOCUMENTS. REGULATIONS TO BE OBSBEVBD. When between Z5 and lOO Over 109 For tlie details of buildings and for iron and wood railway material etc. 1st. Descriptive report. 2nd. List of conditions. 3rd. Detailed statement of the cubic movement of earth. ■tth. Statements of outlines, heights, slopes. gradients, horizontals,radii of curves, etc. 5th. Analysis of prices 6th. Detailed estimate, Tth Statement of compensat- ions to be paid. 8th, Statement, number 1 in 200 From 1 In 10 to linS, Always usine simple decimal elevations and sections of earth works the high and low water level both of floods and otherwise. 20. On the plans of section and elevations must be shown the neces- sary levels to be able to establish the correctness of the proposal, and verify its importance. 21. In addition to the details that should accompany the plans as set forth in the previous articles the Board of Pubho "Works are authorised to amplify same giving ia each case the conditions and instructions necessary. 22. All the documents formiag a proposal must have a progressive number. 23. The plan and longitudinal section will be drawn according to the course of the road, the pro- gressive numeration running from the most important point on the shore to the Interior. 24. To facilitate the determination on a map of the point in which a work is to be executed, there should be indicated in the begin- ning of the section, as well as at the end, the approxSnate distance and direction of the principal popu- lated centres. 25. Special care must be taken to show on the outline plan, the towns, roads, water courses, pro- perties etc. which are crossed or are situated in the vicinity. 26. The scales must be graphically shown on the plan and section and — 161 — DOCUMENTS. SCALES. HEGULATIONS TO BE OBSERVED. progressively of the documents composing the proposal. must also be showa in figures, as, for example: Scale of 0™ 002 per meter (~) 27. All the plans, sections, draw- ings and documents without except- ion must be presented in the form of a packet or portfolio 0"' 22 by 01^ 32. 28. The plans or sections which should form part of the packet or portfolio will be doubled according to the foregoing dimensions in ecjual and alternate folds both as regards length and height so that they may be conveniently and easily examined. 29. The plans which form part of the proposal will be drawn on transparent cloth, and the originals must be sent separately. 30. The plan of the outline will be executed on one continuous length of paper, which can . be made up of sheets joined together so as to form one piece. When there is a change of direc- tion open angles will be established determined by two lines, with a convenient width and so disposed that it will be easy to establish the angle of the two outlines. For this the paper will be doubled in two folds which will terminate in the same edge of the cloth or paper: one of the creases will be perpendicular to the edge of the paper, so as to divide into two equal parts the angle at which the — 162 — DOCUMENTS. SCALES. REGULATIONS TO BE OBSKKVED. drawing is interrupted. 31. All the plans and documents ■which make up the proposal will be signed bj the engmeer charged with their preparation, and will bear the approval of those who have examined them, giving the title or occupation of each of them. William White, Dire-;tar General. General Law of National Railways. The law regulating the NA.tional Railways of September 18th 1892 having been superseded by that of November 24th 1891, we consider it of interest to give the text of the latter in full, as follows: BAILWAY LAW. Act. No. 3873 of the 34th. November, 1891. SECTION I. Prcliniiuary. Clause 1 — The construction and working of all Eailwaj's ■^ the Republic as well as the legal questions which may arise in connection therewith, will be subject to the pro- visions of the present Law. Clause 2 — For the purposes of this Law the Railways are divided into National and Provincial. — 163 — Clause 3 — Those considered National, are: — 1st. Railways the property of the Nation. 2nd. Those guaranteed, subsidised or authorised by the Nation. 3rd. Those joining the capital or any federal territory with one or more provinces or territories; and those connecting one province with another, or any point whatever in the territory of the Nation, with a foreign state. Clause 4 — Provincial Railways are those constructed or authorized by the Provinces within the limits of their respective territories. SECTION II. Beg;ulatious Belating to National Railways. CHAPTER I. OF THE LINE AND ITS MAINTENANCE. Clause 5 — It is the duty of every National Railway Administration from the time of the opening of the line to public service — 1 — To maintain the hne constantly in good condition so that it may be traversed by trains without danger, and consequently to take measures for the immediate repair of all obstacles which, might impede the regular service of the line, the same regulation being understood to apply to storeSj "warehouses and other accessories of the railway. 2 — To maintain in proper working order the rolling — 164 — stock, which, must be ia quality and quantity suffi- cient to supply the requirements of the road, having regard to the ordinary movement of traffic between the various towns and places it may connect, and being subject, so far as the construction of the line and rolling stock is concerned, to the fixed types established by the Executive Power in the ordinance^ relating thereto. 3 — To establish Electric Telegraphs throughout the entire length of the railway and maintain them in working order for the service of the same. 4 — To light the Stations and Level Crossings from sunset until the arrival of the last train. r> — To Iceep level crossing watchmen for the service of the barriers established at such points. 6 — To insure vigilance and regularity in the working of points and crossings. 7 — To close the railway at such places and to such extent as may be determined by the Executive Power. 8 — To establish barriers or cattle guards at all places where Railways cross public roads or streets on the level. These barriers must be closed ou the approach of each train, and ©pened after it has passed, to leave the ordinary road open for traffic. 9 — To carry out necessary works in streets or public roads through which the railway passes, so as to leave them open for ordinary traffic. 10— To construct the culverts and works necessaiy for the proper drainage of adjacent properties. Clause 6 — "Without prejudice to the penal responsibilities the Railway Administrations are bound to execute the works necessary to place the line in the conditions of the foregoing article, within the time prescribed by the — 165 — Direction of Railways: but in case of urgency, or when the railways fail to carry out work which may be ordered, the Direction of Railways will proceed to the immediate exe- cution of such works, at the expense of the respective Administrations. Clause 7 — No locomotive, tender or carriage may be used for public service without being previously iaspected and authorized by the Direction of Railways. When any locomotive, engine or vehicle, is withdrawn from service for general repairs, or on account of serious defects, the sam3 may not again be put into service without being again inspected and authorized. Clause 8 — The Direction of Railways will cause to be examined at all times when it may deem fit, all fixed and moving structures connected with the operations of Railways, and will cause such as do not offer the necessary security to hs excluded from service. Clause 9 — In the event of a Railway. Administration not being satisfied with the result of the examination instituted by the Direction of Railways, the case will be submitted to the decision of technical arbitrators, and meanwhile the rolling stock or plant declared to be in bad condition must not be used untU the final decision is given. Clause 10— In granting the authorizations mentioned in the foregoing clauses, the Direction of Railways will establish as far as possible uniformity of type in the material of the permanent way and rolling stock. Clause 11 — Every Railway Administration shall maintain at stations, in trains, and throughout the entire railway, by day and night, from the commencement to the termination of the daily movement, the number of employes necessary to ensure the service being carried on with regularity and without interruption or danger of accidents. — 166 — These employes must be furnished with all necessary instractioas and everything essential to the proper perform- ance of their duties. CHAPTER II. OF THE FOEMATION AND EUNNING OF TRAINS. Clause 12 — The formation and runnings of trains will he subject to rules established by the Executive Power, in which will be specially laid down the personal staff of each train, the niunber and class of vehicles and the order in which they shall be placed ; the brake power and system to be employed; the signals and notices to be used; the system of communicatiou between the engine, the employees of the train and the passengers; the maximum and minimnn speed at which trains may run ; the apparatus and implements to be carried by each train for use in case of accident ; and tie system of lighting the trains. Clause 13 — Railway Administrations must make known to the public through the medium of newspapers, and by notices posted at all stations, the general working of trains showing time of arrival and departure. All changes in working must be made known to the public at least 15 days before being put in force through the newspapers and by notices exhibited at stations. The time tables must be arranged with the concurrence of the Direction of Railways, which will intervene for the purpose of assuring the convenience of passengers and a satisfactory combination between the train services of the various lines. — 167 — Clause 14— Trains in movement must keep to the time and speed which the Eailway Administrations have announced. If on account of accidents or to avoid danger the speed or time of trains should be altered, the guard of the train must justihy, the procedure by drawing up a statement of the circumstances which must be attested by at least three passengers. The neglect of this formality will render the Eailway Administrations responsible for the consequence of the alteration. Clause 15 — The Direction of Railways in extraordinary cases may authorize the reduction of the term fixed for the publication of the notices referred to in the foregoing clauses. CHAPTEE in. OBLIGATIONS OF EAILWAY ADMINISTBATTONS. Clause 16 — Eailway Administratons cannot prevent other railways making a junction with or crossing their lines on a higher or lower level provided that the works to be carried out do not interfere with the regular working of the original line. In the event of a junction being made, or a crossing on the same level, the new undertaking must place a signal box at the point of intersection, and a signalman, acting under the orders of the original undertaking, must be employed for signalling the trams of both the railways in order that collisions and accidents may not happen. To admit of one railway crossing another on the same — 168 — level, the permission of the Executive Power must be obtained, but such permission shall not be held to establish a right. Clause 17 — Kailway Administrations cannot prevent their railways being crossed by ordinary cart roads. Nor can they prevent the construction of canals or artificial water- courses intersecting the railway, provided that the works undertaken for these purposes do not affect the solidity of the railway nor in any way interfere with the regularity of the train service. Clause 18 — Every Railway Administration must carry free of charge: — 1 — The Post Office Tnail bags. 2 — The Post Office employe in charge of the mail bags. The Post Master General will determine which ordinary trains are to be made use of for these purposes. The Railway Administrations must set apa;rt a special compartment in these trains of sufficient dimensiorls to contain all the mail bags. 3 — The officials and employees whose duty it is to inspect and watch the Railways. 4 — The judicial and police authorities travelling for the purpose of investigating crimes committed at. railway stations or in trains, or accidents which have occurred on the hne. Clause 19 — The Executive Power or such authorities as it -may determine have preferential right to the transport by ralway of military forces and material of war upon giving advice to the station master of any station two hours before the departure of any train, and on payment for the transport of troops of one-half the fare of the class of seat they occupy, and for munitions of war oue- half the ordinary rates. - 169 — Clause 20 — The Executive Power or the authorities which it may designate shall have the right to demand the dispatch of a special train hj giving three hours previous notice and on payment of one-half the ordinary rate for special trains according to capacity. Clause 21 — In the event of civil disturbance or foreign iavasion the Executive Power is at liberty to take entire control of railways on payment of compensation to the Railway Companies, such compensation to be based on the average receipts of the line during the previous half- yearly period. Clause 22 — Every Railway Administration must allow the right of use of any of its stations to other companies whose lines connect with its own, the terms and conditions of this service to be agreed upon by the parties to the arrangement. Clause 23— "When two or more railways constructed by different companies connect at any point, the carriages and "waggons of any of these undertakings must be allowed to pass over the lines belonging to the others on payment of toll, and in conformity with conditions to be established by mutual agreement. Clause 24— In the eveat of agreements not being arrived at as laid down in the foregoing clauses, the Direction of Railways will fix a period within which they must be concluded, and on the expiration of such period the Direction of Railways will decide what further meausures are to be taken until such time as the question in dispiite shall be settled by arbitrators who must be nominated by the companies interested before the proper Tribunals. Clause 25 — Every Railway undertaking must arrange its train service, both for passengers and goods, so as to fit in with the service of other lines which have direct — 170 — connection with it, even though such lines be of different gauge. If the Railway Administrations should fail to make arrangements for a suitable service, the Direction of Eail- Avays will fix a definite period for the purpose, on the expiration of which the aforesaid Direction will arrange the service until such time as all points at issue shall be settled by arbitrators to be named by the Railway Admin- istrations interested before the proper Tribunal. CHAPTER IV. RELATING TO NATIONAL BaILWAY CONCESSIONS. Clause 26 — Companies which construct or work National Railways must have their legal domicile in the Republic. Their books must be . kept in the Spanish language and bear the rubric or stamp required to fulfil the requirements of the Commercial Code. Cause 27 — In whatever place the Directorates or Admi- nistrations of National Railways may be established, there must be a properly accredited representative in the Capital of the Republic, with plenary powers for all the objects of this law, and of the respective concessions. Clause 28 — Sums of money spent by Railway Companies outside the Republic will not be recognised as expenses of Direction and Administration. ^ Clause 29 —National Railway concessions will be considered to have lapsed unless the contracts relating thereto be drawn up within one year reckoned from the date of promulgation of the law which authorises the concession, and unless work be commenced within the periods fixed by the law relating — 171 — to concessions, or within such deferred periods as may be conceded ia cases of force majeure recognised by the Executive Power. Clause* 30 — The privileg'es, exemptions from taxation, premiums or subsidies conceded to National Railway enterprises will also be held to lapse in the event of total or partial interruption of the service of the line for a term of six months, except in cases of force majeure admitted by the Executive Power or decided by a competent tribunal . Clause 31 — -Any expenditure which the G-overnment may incur on behalf of guaranteed or subsidised Railways in accordance with the provisions of the present law will be deducted by the Direction of Railways from the first payment of guarantee or subsidy which falls due. The Direction of Railways will recover judicially an};- expenditure which the Government may incur in the cases referred to on behalf of Railways which have neither guarantee nor subsidy. Clause 32 — The liability of G-overnment for guarantee will be discharged by payment to the Companies of the amount requisite to make up the guaranteed interest reckoning as the net receipts of any line the excess of gross earnings over and above the working expenses recognised by the contract of concession. "When the law relating to the concession does not, specify what are, for guarantee purposes, to be regarded as working expenses it must be understood that the working expenses are to be fifty per cent, of the gross earnings. Working expenses will not include the cost of running special trains, unless such trains have been ordered by the Grovernment • or the public, excepting in cases of urgency as provided for in the regulations of the Executive Power. - 172 — SECTION III. Bcg'ulatinoti Coiiiiiiou to all BaiKvays. CHAPTER I. CARRIAGE OF PASSEXGERS. Clanse 33— The charges for conveyance of persons and excess luggage must be commnnicated to the Direction General of National Railways, and brought to the knowledge of the public in the same manner as laid down in regard to time-tables. The regulations relating to luggage and the admission and liabilities of travellers must also be exhibited at all railway stations. Clause 34 — The ticket office of each station must be open at least 30 minutos before the announced time of departure of a train. Luggage must be received up to two minutes before the time of a train leaving. Clause 35 — Every inhabitant of the Republic possesses the right to make use of railways which are open to public service subject to the law of the- country of the regulations of the railways. The duty of the railway companies requires them to exclude from trains and stations persons whose condition might annoy the public, those who carry loaded firearms, and those who will not conform to regulations. The Companies must justify their action in such cases by means of a written document attested by the signatures least two passengers. Expulsion from a train must be effected at the nearest station, and the luggage of the persons expelled must be given up to them. In the meantine such persons may be sequestrated from others in a special compartment. — 173 — Clause 36 — Every passenger enjoys the riglit of travelling in the same carriage to the end of the journey oa each line of railway. Clause 37— The traveller who, for ^^-ant of room ia the carriages is obliged to travel in a superior class to that for which he has taken a ticket, must not pay ex3ess to the railway for making use of the higher class. "When for the same reason, a traveller has had to occupy a seat of inferior class to that specified in his ticket, the Company must refund to him at the end of the journey/ the entire amount paid for his ticket. If all the seats corresponding to the class for which a ticket as been issued are occupied, and thereby a passenger is compelled to stand, be can demand that one-half the price of his ticket be refunded, unless there be a special agreement to the contrary. Clause 38 — Every passenger is entitled to have carried as luggage, without additional charge, packages of which the total weight does not exceed 50 kilograms, and the Railway Company, must issue to the passenger a "check" which entitles him to delivery of the luggnge at desti- nation. Packages which do not incommode the public may be taken in passenger coaches. Clause 39 — The Railway Companies must deliver up to every passenger, immediately after arrival at destination, all packages which comprise his luggage. In the event of any package being lost or damaged, compensation must be paid in accordance with a scale of valuation which shall be established in the bye-laws of the railway and be based on the nature and value of the packages. Clause 40 — The Railway Companies are not responsible for articles which passengers take in their own charge. — 174 — Neither are they responsible for jewellery, precious stones, money, bank notes, government or other securities, nor other documents of similar character ■which may be contained in passengers' luggage delivered to the Company for conveyance, unless such articles have been specially and definitely declared. Clause 41 — In every railway station a register must be kept and inspected every month by the Government Ins- pector, in "which passengers may record claims or com- plaints against the Railway Company and its employees, and also in passenger trains. Clause 42— In every station a medicine chest stored with medicines, bandages and other requisites in case of accidents, must be provided. Clause 43 — In trains by which passengers are conveyed, explosive materials must not be carried. This regulation, however, does not apply to small quantities of' gunpowder carried by sportsmen. CHAPTER n. THE TKANSPOET OF GOODS. Clause 44— Railvs^ay Administrations must communicate to the Directions of Railways and publish the rates and regulations established for the transport of goods, in the same manner prescribed for Fares and Bye-Laws relating to passengers. Any changes which may be introduced must be publicly announced one month before coming into operation. The rates for conveyance of passenger and goods must be just and reasonable. Clause 45 — Railway Administrations must register the — 175 - order in wliich packages arrive for despatch, and issue a consignment note if the cousignor should require it, or otherwise must give an ordinary receipt specifying the the nature of contents and weight of packages, the total amount of freight thereon, and the time within which the transport must be completed. The despatch of goods must be made in the same order as received without giving preference to anyone, and transit must be continuous from starting point to destination, even when the goods have to be conveyed over several distinct railways. Clause 46 — Notwithstanding what is laid down in the fore-going clause, the following articles must have preference of transport: — 1st. Fruit and provisions for the daily supply of towns served by the Eailway. 2nd. Passengers luggage and parcels not exceeding 50 kilograms in weight. 3rd. Mail bags and postal parcels. 4th. Articles intended for the public service and for which National or Provincial Governments claim preference of despatch as urgent. Clause 47 — Every consignor must declare before despatch the number, weight, class and description of the goods he has to despatch. Clause 48- On the arrival of the packages at destination, any mistake made at the station of despatch may be rectified; this right is reciprocal between the Railways and the public, and a settlement must be made at the time of the dehvery of merchandise. Any questions which , may arise as to the price, weight, insufficiency of packing or covering of packages and condition of merchandise, must be sumitted at the time to the decision of the Government Inspector. Should an — 176 - Inspector be at the station and the consignor refuse to await the decision of the Direction of Eailways the question must be submitted to the decision of two arbitrators appointed at the time, one on each side, with power to appoint a third in case of disagreement, both parties to pay arbitration fees in equal proportions. Clause 49 — Rates shall be uniform for all who make use of the Eailway. The Administration, notwithstanding, may reduce rates in fa^■our of freighters who agree to a less expeditious service than the ordinary, or of those who bind themselves to forward a minimum number of tons of cargo within a stated period. Such a concession to one or more freighters must be made applicable to all who ask for it under the same conditions, and it must not be done without the previous approval of the Direction of Railway. Clause 50 — The obligations or responsibilities of Eailwaj- Administrations towards freighters for loss, damage or delaj' in the despatch or delivery of merchandise will be governed by the provisions of the commercial code. The provisions of the general laws of traxisport will be applicable in all points not provided for in the present law. Clause 51 — Articles left in railway carriages, or at stations, or found on the line, or those whose owners, consignors or consignees are not known, must be deposited in a lost property office by the Railway Administrations and entered in a special register specifying the date and place in which they were found, and their principal dis- tinctive marks. Clause 52 - Articles deposited in lost property offiices must be publicly announced by means of notices in stations. If the owners do not appear to claim them within three months dating from the posting of the — 177 — notices, they must be sold by public auction, the proceeds being placed at the disposal of the Judge having jurisdic- tion in the niatter, "who will order it to be paid into the State Exchequer, after deduction of all expenses incurred. Clause 53— If the articles should be of a perishable nature, they must be immediately sold by public auction, with the previous sanction of the Government Inspector, the proceeds being disposed of in accordance with Clause 52. CHAPTER nr. OF THE SEBVITUDES TO WHICH EAILWAYS GIVE EISE. Clause 54— The proprietors of lands adjoining the railway lines must not throw rubbish into nor obstruct the side ditches, nor .nake use of them as drains, except- ing properties which have their natural drainage towards the railway. Clause 55— Every person not in the service of the railway, is forbidden to enter or remain thereupon, except- ing public servants in the execution of their duty. It is also forbidden to drive any class of animals along the railway, which must be crossed only at the places provided for the purpose, the driver being obliged in such case to make them leave the railway on the approach of a train. The same rule applies to drivers of carts ur other vehicles. Clause 56 — It is prohibited at a less distance than twenty metres from the railway: — ■ 1st. To open ditches, make excavations, work quarries or mines, and in general to execute any works of similar character which might be prejudicial to the solidity of the railway. — 178 — 2iid. To construct buildings with thatch, or other inflammable material. ■ 3rd. To form enclosures, seed plots, deposits or •warehouses of inflammable or combustible ar- ticles. Clause 57— It is also prohibited at a less distance than twenty metres from the railway: — 1st. To make outlets in walls or fences giving upon the railway, with the exception of properties which the railway may intersect, in which such outlets may be made with the permission of the administrative authority. 2nd. To make deposits or warehouses for grain, building materials, and other articles. Clause 58 — It is likewise prohibited: — 1st. To construct walls or make enclosures at less distance than two metres from the railway. 2nd. To make plantations of trees at less distance than twelve metres from the raihvay. Clause 59 — The provisions of the foregoing clauses are not applicable to the owners of properties which open upon public streets through which a railway passes within the limits of towns or cities. Clause 60 — If any one of the works specified in the foregoing clauses should exist at less distance than provided by said clauses at the time when a railway is constructed, it may be expropriated on the application of the constructing company. If expropriation is not effected, no works may be executed beyond those necessary to retain already existing works in the same condition, reconstruction being prohibited in the event of existing structures being destroyed (falling into ruin); but in such case the railway must — 179 — indemnify proprietors for damages resulting from the servitude imposed. Clause 61^ — The provisions contained in the second article of clause 57 do not apply to: — 1st. The deposit of non inflammable materials so long as the height does not exceed that of the earthworks on which the railway is carried. 2nd. The deposit or temporary accumulation of building materials or articles destined for cultivation. 3rd. The storage of harvest products during harvesting. In these cases the railways will not be held responsible for loss or injury occasioned by the working of the railway, unless wilful negligence on their part or on ' that of their agents be proved. Clause 62 — The distances specified in the foregoing clauses must be measured horizontally from the bottom of the slopes of embankments, from the top of the slopes in cuttings, and from the outer edges of side ditches, or if these do not exist, the distances must be measured from a line drawn at a metre and a half from the outer rail of the line. Clause 63 — Without prejudice to the corresponding penalty, those who contravene the preceding clauses will be obliged to restore things to their former state, and to answer for all damages occasioned. If within the term specified by the judge before whom complaint is laid the author of the infringement should not have restored things to their former condition, the railway may do so at the expense of the former, having previously obtained the sanction of the competent tribunal. — 180 — CHAPTEE IV. DUTIES OF RAILWAY ADMINISTRATIONS. Clause 64 — Connected Railway undertakings must be considered as a single undertaking for all purposes con- nected with contracts for conveyance without prejudice to questions of law which may arise between the different companies in regard to the terms or conditions of agreements among themselves. Clause 65 — It is the duty of the Railway Administra- tions to see that all their employees are diligent and capable. The responsibility of the Railways tov/ards passengers and freighters for damages which may be the result of negligence on the part of their employees, extends to all acts perfomed by the latter in the discharge of their duties. In cases of accident the onus of proving that loss or injury was the result of inavoidable causes or force majeure is imposed on the Railway authorities. Clause 66 — Any clauses in the regulations of Railways in consignment notes, or on tickets, introduced for the purpose of exonerating the railways from liabilities which the laws impose, are null and void. Clause 67— The Administrations of Railways which serve the same district are absolutely forbidden to enter into arrangements among themselves with the object of maintaining definite rates, or to establish a joint purse in which the proceeds are divisible in fixed proportions, and in the event of such agreements being entered into, every day these arrangements are in force will be regarded as a separate offence. Clause 68— The Railways which fix their rates without — 181 - the intervention of Government must not, for the pur- pose of competing with other carrying agencies by land or water subsequently established, alter them during a period of five years, dating from the commencement of the works necessary for the establishment of such carrying SECTION IV. Qovcs'neiieitt Insipceti»u. CHAPTER I. RAILWAYS OPEN TO TEAPIC. Clause 69 — It is the duty of the Direction-General of National Railways: — 1 . To see that the Railway service is conducted in accordance with the present law. 2. To inspect the National Railways open, to traffic, and exact compliance with the obligations imposed. 3. To examine and settle the accounts of railways guaranteed, subsidized, or leased by the State, and '• to supeivise the management and audit the accounts, for the purpose of protecting the interest of the Exchequer. and secure the fulfilment of the respective contracts, a separate account being opened for each Railway. 4. To impose upon the Railways tho fines authorised by this law and by the special regulations in force, and enforce payment by judicial means. Judges may not allow appeals against payment of the fines, but only for the purpose of remitting them — 182 — after they have been. paid. G-overnment will not admit as working expenses of ^Eailways amounts paid by the latter by way of fines. 5. To watch over the compliance with the terms of the concessions relating to National Railways open for public service. 6 . To keep under observation everything which relates to the working of Railways which are National property. 7. To place before the Executive proposals for the construction of new railways, branch lines and stations in places where it considers that the better means of communication and the requirements of industry demand such accomodation. 8 . To give its opinion, after the Engineers' Department has reported, on railway projects to be presented to the Executive or to Congress. 9. To submit for approval of the Executive the regulations to which the management and work- ing of State Railways should be subject, laying down as far as possible the duties of each employee according to grade, and to give its opinion in regard to Regulations submitted by private companies in compliance with the present law within such period as will be peremptorily fixed by the said Direction. 10 . To issue instructions for the guidance of inspectors of National Railways open for public service. 11. To submit to the Executive the tariffs which should be applied on Railways which belong to the State, and give their opinion in those cases in which the Executive is entitled to intervene iu — 183 — the arrangement of the Eates of Eailways be- longing to private companies. 12. To attend to claims made against the Adminis- trations of National Railways in accordance with this law. 13. To exact from Admininistrations of Eailways belong- ing to the State open to public service, the submision of monthly, quarterly and half-yearly accounts of expenditure and receipts which are to be examined and forwarded to the Accountant General with report. 14. To draw up each year, conjointly with the Engineers' Department, a map of all the Eailways in the Eepublic, whether open or in construction, showing their outline, length, gauge, the territories traversed by them, and whether they belong to the Nation' the Provinces, or to private Companies. 15. To determine from time to time, with the previous approval of the Executive, the rolling-stock which each National Eailway should maintain in ordinary use, having regard to the movement of goods and passengers between the various points served by it. 16 . To fix the names of stations on National Railways, preference being given to the names of localities in which stations are situated, and to alter names at present in use when they lead to confusion. The Eailway Administrations must not employ names other than those determined by the Direc- tion General of Eailways, 17. To compel Eailway Companies to dismiss employees whom it may consider dangerous to the safety of passengers and the preservation of public order. IS. To arrest and bring before a competent tribunal — 184 — persons who come under the provisions of clause 81, calling in the aid of the public force in cases of urgency. Clause 70— The Direction General of Eailways is empow- ered to demand from Railway Administrations all the information it may deem necessary to enable it to discharge its duties and fulfil the objects for which it was created. It may call on witnesses to appear and give evidence, for the production of books, papers, tariffs, contracts, settlements and documents which have reference to the matter under investigation. Clause 71 — Every person association of persons who may consider themselves aggrieved by the acts or omissions of Railway Administrations in contravention of this law may submit a brief statement of the facts to the Direc- tion General of Railways. The Direction will transmit a report containing the accusations to the Railway Adminis- tration calling upon it to give satisfaction or reply in writing within a reasonable period to be fixed by the Direction. If within the time allowed, the Railway Admin- istration makes amends for the alleged injury it will be exempt from further responsibility for that particular transgression. If the Administration fails to settle the claim within the term fixed or sufficient cause is shown to warrant an investigation, the Direction of Railways must order an investigation in the manner and by the methods it may consider convenient. No complaint must be rejected on the plea that the party making the complaint has sustained on direct injury. ■ Clause 72 — In every investigation the Direction of Railways must reduce the results to writing and set forth the facts upon which conclusions are based, and the dictates of the Direction General of Railways will hold good in law unless — 185 — the contrary is proved. The dictates of the Direction Greaeral must be filed in its office, and copies given to the party interested. Clause 73 — In every investigation, the Direction of Railways must set forth clearly and definitely the act or omission which is contrary to law, or the damage or injury caused by its infringement. A copy muet be delivered forthwith to the Railway with notice to suspend and desist from further infringement, or to remedy the injury, or both at one time, within a reasonable term to be fixed by the Direction of Railways. If within the appointed term it is proved to the satisfaction of the Direction of Railways that the infringement has bean stopped and the injury been remedied, in accord aiLce with its decision or to the satisfaction of the aggrieved person, the circumstances must de recorded, the Railway Administration being relieved from future responsibility in respect of the aforesaid infringement. Clause 74 — The Direction of Railways will demand from every Railway Administration, in the time and form it may determine, annual reports upon the following points: — 1 . The amount of capital issued, paid up, and the form of payment. 2. The dividend paid, the amount of reserve fund, if any, and the number of shareholders. 3 . The consolidated and floating debts and the interest they carry. 4. The cost and value of the movable aud inmovable assets of the Railway. 5. The number aud class of employees and their renumeration. 6. The sums set aside yearly for improvements, the method of spending this money, and the nature of these advances. — 186 — 7. The receipts and expenses of each department or of any other character. 8. A balance of profit and loss. 9. A complete report on the administration and all its operations during the year. 10. The information which may be called for by the Directions of Railways concerning rates tand con- ditions of transport, or relating to agreements wiih other railways. Cla,use 76 — It is also compulsory for the Railway Ad- ministrations to reply to all special questions in regard to which the Direction of Railways may require information, as well as to fill up all statistical forms which the Direction of Railways may send for that purpose. Clause 76 — The Direction of Railways, authorised by the Executive, may appoint a period within which the Railways must introduce a uniform system of accounts. CHAPTER n. RAILWAYS nsr CONSTEUCTION. Clause 77— To the Department of Public "Works it appertains : 1. To report upon Railway projects which may be submitted to Congress or to the Executive Power, and also upon plans, specifications and tenders ralating thereto. 2. To submit proposals to the Executive Power for the construction of new railways, branch lines, and stations in such places as it considers necessary. 3. To take charge of the inspection of National Railways in construction, and to occupy itself about — 187 — purchase of materials for the Railways wliich the Nation may cotistruct at its own cost. 4. To submit to the Executive Power regulations for the construction of National Railways, and issue instructions for guidance of inspectors of those works. 5. To draw up each year, conjointly with the Direction of National Railways a map of the railways for which concessions have been granted, those projected, and those open for traffic. 6 . To introduce uniformity in the accounts of Railways constructed • for the Nation or under its guarantee or subsidy, and to solicit from the Executive Fewer at the proper time, the resolution declaring the period of construction in each case to have expired. 7. To determine the construction capital of each National Railway, in accordance with the plans, specifications and final estimates, and to settle the capital expended in railways constructed at the cost of the Nation. CHAPTER ni. FACULTIES OP INSPECTOES. Clause 78— The Direction of Railways and the Public "Works Department may reciprocally call for any reports they may reqiiire in the discharge of their duties. Clause 79 — The Inspectors of the Direction of Railways and of the Public Works Department must be allowed free access to the stations, workshops, railway Unes, trains and adjuncts of tho National Railways. — 188 — SECTION V. I'enal C'Inuses. CHAPTEE I. OTTFKNOES AFFECTING THE SAFETY OF THE PUBLIC AND RAILWAY TRAFFIC. Clause 80 — Directors, managers, employees, truster's or receivers, lessees, agents and other persons carrying on operations in the name of a Eailway undertaking will be considered guilty of infringement of this law whether they act individually or colectively, or whether they influence or consent to anything prohibited or declared unlawful, or whether they omit to comply with anything herein prescribed, and for each infringement they may be punished by arrest for a period not exceeding one month, or by fine of from one hundred to one thousand dollars. Clause 81 — Any person who intentionally destroys a barrier at level crossing or employs other means to delay or retard the runniug of a train, or to cause it to leave the rails, will be punished by arrest for a period of from three months to one year. If the object which the delinquent had in view be effected, the punishment will be simple imprisonment of from one to three years. If the accident should cause bruises, wounds, of fractures to any person, the penalty' may extend to from three to eight years confinement with hard labour. If the accident causes the death of one or more persons, the penalty will be not less than eight years imprisonment, — 189 — and the tribuaals are empowered to apply up to the extreme penalty. Clause 82 — A vei'bal or written threat to commit any of the offences specified in the previous clause when made with the object of causing employes of a railway to abandon their post of duty will be punished by arrest extending from one to six months, or by a fine of fifty to one hundred dollars. Clause 83— Every individual who through imprudence, neglect or inobservance of regulations may involuntarily cause an accident from v/hioh injuries to one or more persons may result will be piiblished by arrest of from one month to one year, or bj' a fine of one hundred to one thousand dollars, without perjudice to the liability of compensation for damages. It the accident causes death of one or more persons the penalty will be simple imprisonment for from one to five years. If the person who caused the accident be a railway employee, the Railway Administration will be held responsible for the damages and loss caused thereby in accordance with Clause 65. Clause 84 — ^Enginemen, mechanics, conductors or guards cf trains and other employees who abandon their post, or are found intoxicated during their working hours will be punished by arrest of from one month to a year, or by fine extending from one hundred to a thousand dollars. If in consequence of the abandonment of their post or being intoxicated accidents happen which cause death or injury to any person, the penalty will be in the first case from three to eight years imprisonment Avith hard labour, and in the second case from one to three years simple — 190 — imprisonment, wifchout perjudioe to the liability of the Eailway Administration to make compensation. If the desertion or intoxication be with criminal intention, the culprit will be punished in accordance with Clause 82 with an addition of one third when the case is not one for the application of the extreme penalty. Clause 85 — Every person who wilfully cuts telegraph wires intended for the service of a railway or who pulls down or destroys telegraph posts, or does any other act tending to interrupt telegraphic communication, will be punished by arrest of from two months to a year. If accidents to trains should result from the act, the penalty will be from one to three years simple imprisonment. If from these accidents the death or injury of any person should result, the penalty will be from three to ten years imprisonment with hard labour. Clause 86 — Every attack or resistance with violence made upon the agents or employees of Railways when occupied in the execution of their duty will be punished with arrest of from fifteen days to three menths, or by fine of from fifty to three hundred dollars. Clause 87 — If any offence be committed in a train while running, the guard of the train must take the necessary measures to secure the delinquent who must be placed at the disposition of the judicial authority at the nearest station, together with a detailed statement of the criminal act and a declaration of the persons who witnessed it. In fulfilment of this duty the guard will have faculties and authority such as are allowed to police agents. Clause 88— Station masters, guards of trains and other employees whose duty it is to keep watch over the movement of Railway traffic may call for the assistance of — 191 - tlie public force and that of individuals for the purpose of giving effect to the regulations which relate to the aforesaid security, and also for the purpose of arresting delinquents. Clause 89 — Inlringements of the present law committed with criminal intent and for which no special penalty is prescribed will be punished by the tribunals with simple arrest for a term of from ono to six months or a fine of from fifty to one thousand dollars, on the evidence of inspectors, of passengers, or of the Railway authorities, or at the instance of the Fiscal Ministry. Clause 90 — The police force for maintenance of law and order within railway stations and in trains will be governed by a special set of regulations to be draw up by the Railway authorities and approved by the National or Provincial Evecutive. CHAPTER II. OITENCES COMMITED BY E4.ILWAY ADMINISTRATIONS. Clause 91 — Railway Administrations are responsible for acts or omissions which contravene the present law and the reglamentary decrees bassed thereon and are not .at liberty to tranfer the liability to their employees. Clause 92— Every infraction of the law and decrees committed by Railway Administrasions will be punished with fines of from five hundred to the thousand dollars, and day vhich is allowed to transpire after receipt of an order from the Government Inspection during which Railway Administrations shall fail to comply with the law will be considered as constituting a separate offence. — 192 — Clause 93 — In case of a second offence the fines authorised by the foregoing Clause will be doubled. SECTION VI. Mifkiccllancniis Clauses. Clause 94 — The Executive will impose fines of from one hundred to a thousand dollars in punishment of any infringement of regulations which it may decree or approve, especially such as involve neglect or inattention on the part of Railway Administrations and their employees towards passengers and freighters. Clause 95 — The amount of the fines imposed on National Railway Administrations in accordance with this law will be applied to the formation of a special fund for the establishment and support of a school of engine-drivers and firemen. Clause 96 — Every account for guarantee due from the National Government must be presented to the Direction Greneral of Railways for submission to the Minister of the Interior, together with a summary of the operations which the Direction is required to perform in accordance with clause X69) (3). Clause 97 — Railway employees engaged at stations and on trains, and all those whose duties bring them neces- sarily in communication v^^ith the public and the authorities must be able to speak Spanish. Clause 98 — When a raihvay passes over navigable rivers it must be so constructed as not to impede navigation. If it crosses unnavigable rivers, v/atercourses or irrigation channels, the v/orks must be carried out in such manner as not to interfere with the use of the waters. — 193 — Clause 99— The Eailway LaAv dated September 18«>, 1872, and regulations contrary .to the present law, are hereby annulled. Clause 100 — Notwithstanding the provisions of clause 99, existing orders r'?latiag to the formation and march of trains will remain in force until such time as the Executive shall issue the necessary regulations to give effect to the portion of the present law relating thereto. Clause 101 — Until such time as a special law relating to conveyance by water be enacted, the present law shall be applicable to such conveyance whenever suitable. Clause 102 — Let this be communicated to the Executive Power. Griven in the Chamb'er of Sessions of the Argentine Congress in Buenos Aires, under date November the eighteenth, one thousand eight hundred and ninetv-one. MiGnBL M. Nouanfis. Benjamin Zobrilla. Benigno Ocampo, Uladislao S. Frias, Secretary of the State . Secretary of the Chamlber of Deputies It is hereby decreed. That the above shall become National law, to publish same and archive in the National Register. PELLEGRINI. Jose V. Zapata. 194 — RAILWAY ADVANCEMENT. The first Eailway established in the Argentine EepuhHc was the Western of Buenos Aire^ the first section of which, 10 kilometers in length, was opered to public traffic in 1857. The rate of railway in the Argentine Eiepublic an has been as follows : TRA"RS. KILOMETER. 1857 10 1860 39 1865 213 1870 732 1875 1384 1880 2313 1885 4541 1890 9255 1892 12990 195 The folio-wing statements show how these 12.990 kilo- meters are distributed : WESTERN BUENOS AIRES RAILWAY. QUAGE 1.676 M. DISTANCE IN KILOMETERS. HEIGHT STATIONS. • ABOVK SEA Between Stations From Once From Ceutral LEVEL meters 1 Once de Setiembre 8.6 19.4 2 Almagro 1.1 1.1 23.5 3 Cabal lito 3.2 4.3 23.1 4 Flores 1.6 5.9 23.2 5 V.Sarsfield. . . . 1.4 7.3 21. 6 Liniers 4.4 11.7 20.1 7 Ramos Mejia . . . 3.4 15.1 23.2 8 M. J. Haedo . . . 3. 18.1 26.4 9 Moron 2.2 20.3 21.3 10 Ituzaingo 4.6 24.9 26.5 11 Merlo 6.7 30.6 14.6 12 Moreno 5.9 36.5 22.8 13 Rodriguez . . . . 14.7 51.2 31.1 14 Lujan 15.3 66.6 28.4 15 Jauregui 6.9 73.4 26.3 16 Olivera 8.1 81.5 28.5 17 Gowland 9.3 90.8 33.3 18 Mercedes 7.4 98.2 39.5 19 Suipachi 27.4 125.6 46.1 20 Gorostiaga . . . . 16.8 142.4 49.5 21 Chivilcoy 15.2 157.6 • 53.6 22 Benitez ...... 13.8 171.4 52.1 23 Alberti 16.6 187. 53,9 24 Larrea 8.4 195.4 66.6 26 Bragado 13.3 208.7 66.4 26 Olascoaga . . . . 18. 226.7 57.3 27 Dennehy 17.7 244.4 66.5 28 Nueve de Julio . . 16.6 261. 75.4 29 French 13.2 274.2 78.9 30 Cambaceres . . . . 12. 286.2 79.7 31 Casares 23.1 309.3 81 ..7 32 Giianaco 27.1 336.4 85.6 — 196 STATIONS. DISTANCE IN KILOMETERS. Between From Static as Once From Central HEIOHT ABOVE SEA. LEVEL 33 34 Pehuajo 35 36 37 38 39 CMclana Castelli. Passo Berutti ,La Junta .... Trenque Lauquen 9.1 345.5 17.1 362.6 16.4 379. 21.4 400.4 19.3 419.7 13. 432.7 10.6 443.3 451.8 meters 85.2 85.6 85.9 85.9 86.6 88.9 94.9 Once de Setiembre and Catalinas braneb. Once de Setiembre Las Catalinas. . . 0. 6. 0. 6. 8.5 2.5 19.4 4.8 Once de fSetiembre and Produce llarket braneb. Once de Setiembre 0. 0. 8.5 19.4 Produce Market. . 13. 13. 21.5Yia B. A. W. El'y. 4.7 Haedo and lia Plata branch. 1 2 3 4 5 6- 7 8 9 10 11 12 Haedo .... San Justo . . Santa Catalina J. Marmol . . Claypole . . . Varela .... J. Gutierrez . Pereyra Junctui' Adolfo Alsina. Ringuelet. . . tTolosa. . . . La Plata. 0. 0. 5. 5. 16.2 21.2 5.4 26.6 4.1 30.7 6.1 36.8 8.5 45.3 10.4 55.7 ■ 6.9 62.6 1.4 64 2.7 66.7 3.6 70.3 26.6 Via B. A West; Railway 96.9 Vi'aB. A. Ense- nada Railway 26.4 24.3 16.1 22.7 18.8 22. 18.8 10.4 10.7 8.1 11.5 19. — 197 — lia Plata aud River ISaiitiago branch. STATIONS. DISTANCE IN KILOMETERS. HEiaUT ABOVE Betwe'n Stations From Junction From Central Station SEA. LEVISL 1 2 3 4 5 La Plata La Plata port. . . Central Dock . . . Mole Rio Santiago . . . 0. 2.8 6.9 0.5 1.4 0; 2.8 8.7 9.2 10.6 Via B. A. W. 96.9 Via B. A. Ense- nada 66.6. Via B. A. W. 107.5. Via B. A. Ense- nada 66.6. meters. 19. 13.9 7. 5.1 4.9 Tolosa and Ensenada Jtiuetion branch. Tolosa . Ensenada Junction , 0. 6.5 6.5 Via B. A. W. 93.3. Via B. A. Ense- nada 52 4. Via B. A. W. 99.8. Via B. A. Ense- nada 58.9. Tolosa and dizalde branch. Tolosa .... La Plata port. Elizalde . . . 0. 0. 3. 3. 8. 11. Via B. A. W. 93.3. Via B. A. Ense- nada 52.4. B. A. W. line 104.3 B. A. Ensenada 69.9 11.5 4.9 11.5 13.9 28.2 Pereyra Junction and Pereyra station branch. Pereyra Juncture 0. 0. B. A. W. 82.3. B. A. Ensenada 41.4 10.4 — 198 — STATIONS. DISTANCE IN KILOMETERS. HEIGHT Betwe'n From Stations P. Constit'n From Central Station LEVEL 2 Pereyra 2. 2. B. A. W. 84.3. B. A. Ensenada 39.4 meters. 13.2 IMarinol aud Teuiitcrley Iirauclt. Marmol . Temperley 0. 2.1 2.1 B. A. W. 53.2. Southern 22. B. A. W. 55.3. Southern 19.9 19.6 19.1 199 aREAT SOUTHERN RAILWAY. GUAGB l.'lTe M. STATIONS. DISTANCE IN KILOMETERS. Betw'en From Stations P. Constit'n From Central Station HEIGHT ADOVK Si: it. LEVKt. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 36 P. Constitucioa . Barracas N. . . Barraoas S. . . . Laniis Banfield .... Lomas cle Zamora Temperley . . . Adrogue .... Burzaco .... Glew. San Vicente . . Donselar .... Ferrari Jeppener. . . . Altamirano . . . Alegre Ranches .... Villanueva . . . Bonnement . . . Salado Chas San Pedro . . . Rosas Las Flores . . . Coiorada .... Pardo Cachari Parisch Shaes ..... Azul Hinojo Olavarria .... Pourtale .... Muiioz Rocha 0. 2.8 0.8 5.4 4. 2. 1.3 2.8 3.1 7. 10. 12.9 12.1 13. 10 15 8 20 6 6.4 14.4 19.1 14.6 17. 21. 13.0 19.3 19.5 14.4 21.8 29. 15. 28.2 17. 20.6 0. 2.8 3.6 9. 13. 15. 16.3 19.1 22.2 29.2 39.2 52.1 64.2 77.2 87.4 103.1 111.4 132. 137. 143.4 167.8 176.9 191.5 208.5 229.5 243. 262.3 281.8 296.2 318. 347. 362. 390.2 407.2 427.8 9.2 meters. 16.2 5.4 5.4 8.7 12.9 18.2 19.1 23.1 26.6 28.3 24 17 16 15 15 19.1 .4 .5 21. 19. 18-6 21.3 21.9 25.8 32. 36.7 47.7 57.8 74.4 89.4 108.4 138. 157. 163. 186.6 184.3 176. .3 .9 200 STATIONS. DISTANCE IN KILOMETEES. Betwe'n dtations From Junction From Central Station HEIOHT ABOVE SUA. LKVEI. 36 37 38 39 40 41 42 43 44 45 46 47 48 Las Marfcinetas La Gama. . La Colina . Sauce Corto Currumalan. Arroyo Corto Pigtie . . . Alfalfa. . . Tomquisfc. . Naposta . . La Viticola. Bahia Blanca . . , Bahia Blanca Port , 13.5 13.2 27.7 37.5 15.6 17.7 14.8 20.3 40.7 40.6 13. 4 26.6 7.3 441 454 482, 519 635 563. 667.8 588.1 628.8 669.4 682.8 709.4 716.7 Via Altarairano and Azul 720.3 via Maypii, and Tres Arroyos 766.6 via Flores, and Tandil 731.1 meters. 177.8 171.7 195.4 237.4 250.5 272.5 288.2 341.7 285.8 194.2 131.2 20.3 5.7 tiauiiai Jiinetiou aud Boca liraneli. Laniis junction Boca 0. 6.8 0. 5.8 9.3 15.1 6.2 4.7 Vciiiperley aud Canuelas brauch. Temperley . . Llavallol . . . Monte Grande. Ezeiza .... Tristan Suarez Maximo Paz . Vicente Casares Caiiuelas . . . 0. 0. 6. 6. 4.1 9.1 5.9 16. 5.7 20.7 7. 27.7 4-1 31.8 15.7 47.6 19.9 67.4 19.1 30.8 17.2 22. 20.6 18.2 21.8 34.8 — 201 — Altamirano aud Itahia Blaiica Port branch. STATIONS. DISTANCE IN KILOMETERS. Betwe'n Stations From Junction From Central Station HEIGHT ABOVE BW,i. I-KVKL 1 2 3 4 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 Altamirano . . . G-andara .... Ohascomus . . . Adela Monasterio . . . Lezama .... Guerrero .... Taillade .... Sevigne .... Dolores .... Parravicini . . . Velazquez . . . Maipii Rodriguez . . . Fair Ayacuclio . . . Eieconquista. . . Iraola Tandil Pilar Vela Lopez Juarez Alzaga G-onzalez Chavez Vazquez .... Tres Arroyos ., . IVIicaela Cascallares Irene , Aparicio ..... Las Mostazas. . , San Roman. . . , Bajo Hondo . - . . Grtinbein Bahia Blanca Port, 10.9 16 1,5.4 9.7 13 11.5 14. 14.1 12.4 19.1 21.2 25.4 21.9 23. 17.8 20.7 21.3 21.4 25, 19.8 19.7 20.3 26.4 21.6 18.2 '24.4 22.3 21. 18. 37.7 13.1 14.6 23.6 95. 0. 10.9 25.9 41.3 51. 64. 75.5 89.5 103.6 116. 135.1 156.3 181.7 203.6 226.6 244.4 265.1 286.4 807.8 332.8 352.6 372 3 392.6 -419. 440.6 458.8 483.2 505.6 526.5 544.6 582.2 595.3 609.9 633.5 643. 91. Via Altamirano and Azul 720.3 via Mai- pti and Tres Arroyos 766.6 via Floras and Tandil731.1 meters 15.2 17.6 12.4 10. 9.6 10.9 7.8 9.9 10.3 7.9 9.3 10.7 ]6.1 30.6 63.6 73.9 10.5 139.6 178.3 173.8 219.9 224.7 214.8 194.6 194.7 154.5 108. 116.5 ,100. 110.1 112. 100.4 67.2 24.1 4.6 — 202 — Maipu aud liar del Plata braiicli. STATIONS. DISTANCE IN KILOMETEES. Betwe'n From Stations Junction From Central Station HEIGHT ABOVK SKA. LEVEL Maipii Coronel Dorrego. Piran Arbolito .... Vivarata .... Cannet Mar del Plata. . 0. 0. 25.6 25.6 22.1 47.7 21.2 68.9 23.2 92.1 26.8 117.9 13.1 131. 272.7 Hinojo and Sierra Baya Itraiich. meters. 16.1 21.8 24.2 26.1 28.2 26.7 16.3 Hiaojo. . . . Sierra Baya. . 0. 5.5 0. 5.5 350.6 356.1 miieojo and Sierra Chica braucli. Hiaojo II 0. Sierra Chica . . . 7.7 0. 7.7 350.6 358.3 157.3 216.8 157.3 170.3 Braneh from Olavarraa to Estaueia. Olavarria .... Estaacia Davila. 0. 13. 0. 13. 365.6 378.6 163.9 196.8 Tandil and la Banda and iSantiago del Estcro Itraucta. La Banda. . . . Santiago del Estero 0. 6.8 0. 6A 1006.9 Via B. A. and Ro.?ario 1013.7 Via C. N. 1199.7 Via Cordoba j^nd Eosario 1232.8 188.2 185.3 BUENOS AIRES AND PACIFIC EAILWAY. GUAQB 1,676 M. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Central. . . Palermo . . Devoto . . . Caseros . . HTirlingliam. Bella Vista . Muniz . . . Pilar. . . . Cortinez . . Agote . . . Mercedes . . Franklin . . E-ivas . . . Castilla. . . Rawson . . San Patricio Chaoabuco . From C. station 0. 0. 8.1 8.1 9. 17.1 4.7 21.8 6.6 28.4 3.9 32.3 3.8 36.1 20.8 56.9 30.9 87.8 15.6 103.4 9.8 113.2 20. 133.2 11.2 144.4 13.4 167.8 15.6 173.4 16.5 189.9 20.8 210.7 .3 .3 .6 11. 6. 24. 26. 13. 16.7 24.9 24.7 34.2 35.6 35.5 48.5 50.6 55. 61.6 60. 69.6 214 DISTANCE IN KILOMETERS. HEIGHT STATIONS. ABOVE Betwe'n ]?rom SKA Stations C. Station liEVKL meters. 18 O'Higgins . , . . 21.7 232.4 ■ 73.3 19 Junin . . . 23.3 255.7 81.1 20 Areriales . . ■29.2 284.9 80.4 21 Vedia . . . 26.9 311.8 89.4 22 Alberdi . . 25.7 337.5 94.5 23 Orellanos. . 29.8 367.3 112.9 24 Soler . . . 23.1 390.4 106.6 25 Rufino . . . 32.1 422.5 ■ 117.4 26 Salas. . . . 34.6 457.1 127.8 27 Laboulaye . 29.6 486.7 137.1 28 Julio A. Eoca 32.6 519.3 151.7 29 La Oautiva, . ,33.9 553.2 191.9 30 Mackenna . 28.9 582.1 237.5 31 Washington 27.9 610. 308.4 32 Paunero . . 31. 641. 379.6 33 Pedernera . 28.1 669.1 449.1 34 Villa Mercedes 22.2 691.3 513.6 VlaC.A. and Andine 816,1. NATIONAL ANDINE EAILWAY. GUAGE 1.676 M. From Villa Maria 2 3 4 5 6 7 8 9 10 11 Villa Ma,ria. . Velez Sarfield. Las Perdices . General Cabrera. Garnerillo. . . Chucul. . . . Rio Ouarfco. . Santa Catalina Sampacho . . Chajan. . . . Villa Mercedes 0. 0. 40. 40. 17. 57. 19. 76. 18. 94. 16. 110. 22. 132. 13. 146. 32. 177. 32. 209. 45. 254. Via B. A. and P. 646.8 Via 0. Arg. 562.1 Via B. A. and P. 691.3 V.B. A. Western, C. Arg. and Andine 816.3 203. 226.5 242. 297. 320. 408.3 435.3 427.1 613. 498.5 513.6 — 215 ARGENTINE GEEAT WESTERN RAILWAY. GUAGE 1.676 M. STATIONS. DISTANCE IN KILOMETERS. Betwe'n From Villa Stations Mercedes From Central Station H BIGHT AKOVB SKA LltVEl. 2 3 4 5 6 7 8 9 10 li 12 13 14 15 16 17 18 19 20 21 22 23 24 Villa Mercedes Fraga . . . Alto Grande San Luis. . Baede . . . Alto Pencoso Desaguadero La Paz. . Tunuyan . Santa Rosa Alto Verde Rivadavia San Martin Palmira . Rodeo del Medio Maipu . , . San Vicente Mendoza Jocoli .... Ramblon . . . Retamito . . . Canada Honda Pocitos. . . . San Juan. 0. 0. 36, 36. 24. 60. 35.5 95.5 29.5 125. 35. 160. 34. 194. 22. 216. 40. 266. 23. 279. 19. 298. 8. 806. 6. 312. 8. 320. 16. 336. 8. 344. 8. 352. 4. 356. 38. 394. 30. 424. 23.5 447.5 14. 461.5 34. 496.5 18. 513.5 Via Bs. As. & P. 691.3 Via Bs. As. W. Central Argen- tine and Audine 816.1 Via Bs. As. & P. 1047.3 Via And'ne route 1172.1 Via Bs. As. & P. 1204.9 Via And'ne route 1829. 7 513.6 672.6 640.3 720.4 441. 623.4 459. 494. 563. 603.7 634. 641. 649. 662. 701. 749. 759. 724.2 583. 601. 693. 691. 606. 638. — 216 — yiLLA MAEfA AND EUPINO EAILWAY. onAGE 1.676 M. STATIONS. DISTANCE IN KILOMETEES. Betwe'n From From Stations VUIa Maria Central Station HEIBHT ABOVE LBVEL Villa Maria. . Villa Nueva. . Ausonia . . . Etruria. . . . Santa Eufemia La Carlota . . Asnnta. . . . La Cesira. . . Eufino .... 0. 0. 2.6 2.6 24.6 27.2 30.2 57.4 24.4 81.8 30.9 112.7 24.9 137.6 46.9 184.5 42.3 226.8 Via Bs. As. & P. 646.8 Via C. A. B62.1 Via Bs. As & P. 422.5 0. A. 786.4 meters 203. 202.1 182.8 165.2 154.8 142.4 130.7 123.7 117.4 VILLA MEECEDES AISTD LA EIOJA EAILWAY. GUAGE 1.676 M. 2 3 4 5 6 7 8 9 10 11 12 13 From Villa Mereedes Villa Mercedes . . San Jose del Morro LaYoma. Eenca . . . Dolores S. Pablo. Santa Eosa . . . ElSaltoLaPaz. Dolores S. Pedro. San Vicente Medanito. . Carmen . . Balde Salado Milagro .r — 0. 0. 57.2 67.2 29.3 86.5 40.7 127.2 27.4 154.6 24.7 179.3 19.2 198.5 28.1 226.6 29.7 256.3 29.4 286.7 21.6 307.3 28.1 354.4 31.7 367.1 Via Bs. As. & P. 691.3 ViaW., 0. A. & Andine 716.1 Via Bs. As. and Rosario, C. A. & Andine 811.6 513.6 810.1 888.1 772.1 667.8 591.4 528.1 514.1 391.1 286.7 273.6 282.1 362.1 — 217 STATIONS. DISTANCE IN KILOMETERS. Betwe'n From Villa Stations Mercedes From Central Station IIKIGHT ABOVE SEA LEVJiL 14 15 16 17 18 19 20 Alanices .... Baldes dePache- 00. Chamical. . . , Punta de ios Lla nos Chilca ig Quemado . LaEioja. 26.6 393.7 17.4 41.9 411.1 453. 32.4 35.3 26.9 485.4 520.7 547.6 38.5 586.1 Via Bs. As. & P. 1277.4 Via Bs. As. and Rosario, 0. A. & Andine 1397.7 1497.7 Via "W. & Andi- ne 1492.2 meters . 371.4 395.1 466.1 387.2 327.6 331.7 504.1 GREAT SOUTHERN SANTA FE AND g6ED0BA RAILWAY. GUAtfE 1. G76 M. From Villa Constitucibn Villa Constitucion mole J)o. do. station Villa Constitucion Junction . . . G-odoy Santa Teresa . . Paz Alcorta Carreras .... 5.6 16.9 27.1 16.6 16.7 18.6 6.6 23.5 50.6 67.2 83.9 102.5 Via B. A. and R. 264.5 via Wes- tern, and 0. A. 334.5 via Wes- tern, C. A. and Great Southern of Santa F6 and Cordoba 844.9 22.7 24.2 27.2 50.6 62.6 83.2 88.5 99.6 218 STATIONS. DISTANCE IN KILOMETEES. HEIGHT StVJl^l Constitu- Stationsl pi^„ From Central Station LEVEL 9 San Urbano (Melin- meters cue) 14.1 116.6 90.8 10 Flortondo 16.8 13.9 133.4 147.3 103.3 11 San Jorge .... 105.6 12 Venado Tuerto . . 18.7 166. 114.1 13 San Eduardo . . . 10.5 176.6 111.5 14 Maesfiolo 18.3 194.8 117.6 15 Arias 17.6 20.7 212.4 233.1 123. 16 Alejo Ledesma . . 128. 17 Canals 24.8 12.3 257.9 270.2 122. 18 Vazquez 121.8 19 Olmos 12.2 282.4 Via B. A. and R. 120.7 and G. S. Santa Fe and C6rdoba 564.8 via B. A. 20 La Carlota .... 17.8 300.2 and P. 534.1 via Western Centra! Arg. and G. S. Santa Fe & Cord: 543.8 142.5 BAHtA BLANCA NOETH WEST EEN EAILW AY. GUAGE 1.676 M. From Ba- ' }iia Blanca 1 Junction with B. A. Via B. A. A. Gr. Soiithern 0. 0. Southern 707.7 13. 2 Bahia Blanca . 3.3 3.3 21.5 3 Villa Olga . . 10.2 13.6 10.2 4 Nueva Eoma . 29. 42.5 73.5 5 Berraondo . . 22.9 66.4 139.3 6 Adolfo Alsina.. 43.4 108.8 199.1 7 Jacinto Araoz. 32.4 141.2 161.7 8 Bernasconi . . 34.4 175.6 162.2 9 Ramon Blanco 29.8 205.4 136.9 10 Epupel . . . . ] .| / i 36.8 242.2 176.8 Via B. A. G. S. 1 1 and B. B. N. 11 G-eneral Acha. .il 40.8 283. Western 990.7 220.6 — 219 — TRANSANDINE RAILWAY. GUAQE 1 METER. STATIONS. DISTANCE IN KILOMETERS. Betwe'n Stations From Mendbza From Central Station HEIOIIT ABOVli SEA. LEVEL Mendoza Compuerta . . . . Cachenta. . . . . Gruido Uspallata Rio Blanco. . . . Punta de las Vacas, Puente del Inca. . Argentine Frontier 0. 0. 22. 22. 16.7 88.7 26.3 65. 27.7 92.7 19.3 112. 30.7 142.7 15. 157.7 15.8 173.5 Via Bs. As. & P. 1047.3 Via And'ne route 1172.1 Via Bs. As. & P. 1220.8 Via And'ne route 1345.6 meters. 724.7 1019. 1198.3 1436.1 1718.6 1980.6 2358.9 2635.6 3189.1 CORDOBA CENTRAL RAILWAY. GUAQE 1 METER. From Cfirdoba Cordoba junction with Central Northern . . Alta Cordoba . . Constitucion . . Piquilin . . . . Rio Primero . . Santiago Temple Traasito .... Arroyito .... 0. 0. 1 1.1 1.1 22.4 23.5 18.5 42. 14. 56. 22.1 78.1 20.9 99. 14.2 113.2 Via Cordoba and Eosarioand Cen- tral Cordoba 732.3 via C. A. 702.1 via C. A. andC.C6rd:7B3.9 427. 421.8 350.8 292.6 252.4 213. 174.5 149.1 — 220 STATIONS. DISTANf^E IN KILOMETERS. Betw'enl From Stations Cbrdoba From Central Station HEIGHT ABOVE BKi. liBVEL 9 10 11 12 13 El Tio. . . La Francia. Devoto . . . San Francisco Frontera . . 22.3 18.5 31. 22.9 2.1 135.5 154. 185. 207.9 210. Via Cordoba and Rosario, and Central Cordoba 522.3 via 0. A. 912.1 via and G. Cordoba 543.9 B. A. & Bosario meters. 128.2 111.7 112.6 116.5 116.2 cOedoba and eosario railway. QUAGB 1 MJETER. From Frontera 1 2 3 4 5 6 7 8 9 ID 11 12 13 Frontera . . . Esmeralda . . Sastre .... Traill .... Armstrong . . Castro .... Centeno . . . San G-enaro. . Larguia . . . Froilan Palacios Luis Palacios . , Alberdi. . . . Rosario . . . 0. 0. 21. 21. 18.1 39.1 19. 58.1 21. 79.1 18.9 98. 13.6 111.6 9.5 121.1 23.9 145. 17.8 162.8 21.4 184.2 19.5 203.7 14.7 218.4 ViaB. A. andR. &C. Cord: 543.9 ViaB. A. andR. 301 via C. Are. 354 216.2 115.2 104.7 79.3 75.8 60.3 66.3 63. 60.7 50.7 27.7 2.6 31.5 Rafaela auti Frontera de Curdoha Itrauch. Frontera Santa Clara . Saguier . . Rafaela . . 0. 22.8 13.2 24. • 0. 22.8 36. 60. Via B. A. and R. & Cordoba & R. 522.3 Via B. A. and R. and Cord: andR. 682.3 via B. A. and R. 511.4 1. 00 — 221 — CENTEAL C6ED0BA EAILWAY. ( Central Northern Section. ) GTIAGE 1 METER. DISTiNCE IN KILOMETEKS. HEIGHT STATIONS. ABOVlil 1 Betwe'n From From SEA Stations Ocirdoba Central Station LEVML meters. 1 Cordoba 0. 0. Via B. A. and R and C. A. 699.2 via B. A. and R., C. and R., and C. Cordoba 732.3 via Western, and C. Arg. 7B8.4 389.4 2 Alta Cordoba. . . 4. 4. • 421.8 3 Juarez Celmaa . 15. 19. 498.7 4 Greneral Paz . . 14. 33. 530.4 5 Jesus Ma.ria. . 18. 51. 539.5 6 Sarmiento . 23.2 74.2 620.7 7 Avellaneda . . 22. 96.2 706.7 8 Dean Funes . 24.6 120.8 692.7 9 Quilino. . . 27.4 148.2 396.2 10 San Jose . . 25.8 174. 197.4 11 Yotoralejos . 48. 222. 176.9 12 Eecreo. . . 44.3 226.3 219.2 13 San Antonio 38.7 305. 267.3 14 Frias . . . 33.5 338.5 328.1 15 Iriondo. . . 26.2 364.7 425.1 16 Lavalle. . . 23.1 387.8 677.6 17 San Pedro . 27.2 415. 376.6 18 La Madrid . 35. 460. 287.3 19 Monteagudo. 15.7 466.7 296.3 20 Simoca. . . 29 3 495. 316.9 21 Bella Vista . 27. 622. 258.3 22 Eio Luiess . 9. 531. 375.4 23 San Felipe . 9. 640. 396.3 Via. B. A. &R. 1156.8 V. S. Cristobal 1281.9 VlaB.A. &E. C6rd. 24 Tucuman 7. 547. & Eos. & Centi-aV Cord. 1305.4 Via Central Arg. 436.4 &B. A. & B. 1246.2 — 222 — Rccreo and Cbiiiiiliicba livaneb. DISTANCE IN KILOMETERS. HEIQHT STATIONS. ABOVE Betwe'n From From SEi Stations Junction Central Station Via 0. A. and B. meters. 1 Eecreo u. 0. A. and B. 965.5 via B. A. and E. Cord: and B.and Central 06rdoba 998.6 via Wes- tern and C. A. 1024.7 219.2 2 Esquiii 27. 27. 243.2 3 La G-uardia. . . . 26. 63. 229.2 4 Telaritos 28. 81. 233.3 5 San Martiu .... 32. 113. 271.2 6 San Ignado .... 32. 145. 305.4 7 Chumbicha. . . . 31. 176. Via B. A. and R. and 0. A. 1141.5 via do, C. and R. C. C. 1174.6 via W. C. A. 1200.7 415.2 Frias and .Santiago del Kstevo Itranch. Frias Choya .... Laprida . . . Loreto. . . , Simbol. . . . Sanjon. . . . Santiago del Estero 0. 0. 32. 32. 37. 69. 35. 104. 23. 127. 20. 147. 15. 162. Via B. A. and R., C. Arg. 1037 via B. A. and R, C. and R., C. a 1078 via W'estern C. Arg. 1G96, via B. A. and R. 1175 Via B. A. and R. C. Arg. 1199.7 via B. A. and R. 0. and R. 0. 0. 1238 via B. A. and R. 1013.7 328.1 381.3 208.3 139.5 165.8 176.6 187.3 — 223 — cOedoba noeth-westeen eailway. GUAGB 1 METER. STATIONS. DISTANCE IN KILOMETERS. HEIGHT ABOVij Betwe'n From From S15A Stations C6rdot)a Central Station LKVEL meters . 1 Junction with Cen- Via C6rdoba and tral (Jordoba . . 0. 0. R.— 0. C6ra. 732 via C. A. 706.6 via 0. A.-O. Cordoba 753.6 420.3 2 Alta Cordoba. . . 0.7 . 0-7 421.8 3 Eodriguez delBusto 5.3 6. 450.7 4 Argtiello 4.4 10.4 467.2 5 La Calera. . . 11.8 21.7 544.7 6 Eio Primero . 12.8 34. 669.7 7 SanEoque . . 10.6 44.5 657.7 8 Santa Maria . 4.7 49.2 665.7 9 Cosqm'n . . . 8.2 57.4 721.7 10 Casa Q-rande . 12.6 70. 813.7 11 Huerta Grande 10.8 80.8 983.7 12 San G-eronimo 12.6 93.4 1156.6 13 San Ignacio . 9.6 103. 1029.7 14 Capilla del Monte. 7.2 110.2 - 994.2 15 Carreras de Pun-Pun 11. 121.2 865.2 16 Los Sauces.. . . . 18. 189.2 693.2 17 Cruz del Eje . . . 11. 150.2 489.7 18 Junction with Dean Yia Cord, and E. Fuaes and Chile- cito line .... 3. 153.2 -C. Cord. 885.1 via C. Arg. 859.7 via C. Arg.-C. Cord. 906.7 480.7 DEAN EUNES AND CHILEC ITO NATIONAL EAI] :;WAY. GtJAQE J L METER. From Dean Fnnes 1 Dean Eunes . . . 0. 0. VlaB.A.andE.C.A. 820 via B. A. and E. C. and E. and C. C. 853.1 via W. and C. A. 879 692.7 2 Santo Domingo . . 33.4 33.4 497.7 3 Cruz del Eje . 31.5 64.9 480.7 — 224 Ctm A mTi^TVTQ DISTANCE IN KILOMETEES. HRlQHT ABOVE STATIONS. BetTwe'n From From SEA. Stations Dean Funes Central Station. LEVEL meters. 4 Banada de Soto. . 24.8 89.7 ., ■ 482.3 5 Pozo Viejo .... 12.5 102.2 413. 6 Tuelame 6. 108.2 384.3 7 Pumfa de la Serre- zuela. ..... 18.9 127.1 281.6 8 San Francisco. . . 33.7 160.8 255.6 9 Chanar 22.2 183. 328.7 10 Chamical ..... 89.9 222.9 467.2 11 Punta de los Llanos 31.8 254.7 393.1 12 Padguia . . . . '^ i^ 34.9 289.6 430.7 13 Los Colorados. . 1 §, La Eamada. . . f | 29.3 318.9 648.8 14 34.8 353.7 724.4 15 Bioliigast . . . l g 26.6 380.3 840.2 16 Nonogasta . . . ] g 20.8 401.1 980. 17 Oliilecito . . . . / z 13.0 414.6 VlaB.A.anaE.C.A. 1234 B. A. and E. C. and R. C. C. 1267.7 via W. and C. A. 1294 1070.8 CHUMBICHA AND CATAMAUGA RAILWAY. fiUAGE 1 METEE. From Chumbiclia Chumbiclia . Capayan . . Villa Prima . Miraflores . Catamarca . 0. 0. 21.2 21.2 8.8 30. 18. 48. 18. 66. Via B. A. and R. C. A. and C. N, 1141.5 via B. A: and B. C6rd. and R. 0. C, Central Norte 1147.6 via W. 0. A., C. C. 0. Norte 1200.7 Via B. A. and R. C. Arg. 1207.5 via B. A. and R., Cord, and R. C. Cord. ,1240.6 viaW. C. A., C. Norte 1266.7 415.2 412.7 440.9 519.9 509.2 — 225 — CENTEAL NOETHERN PEOLONaATION EAILWAY. GUAQK 1 METER. STATIONS. A DISTANCE IN KILOMETERS. Betw'en From From Stations Tuoumiin Central Station HEIGHT ABUVE SKA. 10 11 12 13 14 15 16 17 18 19 Tucuman . Tafi viejo . . . , Tapia Vipos , Alurralde Trancas . . . . , Tala Arenal Eosario de la froa tera Metan Las Piedras. . . . Chilcas Las Palomitas . . Cabeza del Buey . General Giiemes . Pampa blanca. . . Perico Palpala Jujuy 0. 14.5 17.5 15. 14.5 15.5 15 27 22. 37. 25. 23. 32. 14.7 15.3 16. 20. 16. 12.3 0. 14.5 32. 47. 61.5 77. 92. 119. 141. 178. 203. 226. 2.58. 272.7 288. 304. 324. 340. 352.! Via B, A. and R. C. A. 1246 via B. A. and R. C. and R., C. 0. 1279 3 via \V. and 0. A. 13054. Via B. A. and R. C. A. leoi Via B.A. and R. C. and R. 1634 Via Wtistern and 0. A. 1660 Via B. A. and R. 1511 Via San Cristobal 1616 436.4 603.5 685.3 782.1 761.5 777.5 811. 915.9 783.7 852.2 718.8 689.8 860.9 744. S 718.7 744. 941.8 1090.6 1222.5 — 226 ^ CSeneral driieines aud Salta branch. DISTAXCE IX KILOMETERS. HKIQIIT STATIONS. Betwe'n Stations From G. Gllemea From Central Station SEA Via B. A. and E. meters. C. A. 153S , ViaB.A. andja. 1 General Giiemes . 0. 0. 0. and K. 1568 Via V^estern and 0. A. 1594 Via B. A. and B. 1-145 718.7 2 Campo Santo . . . 7.3 7.3 785.2 3 Mojotoro 19.1 26.4 Via B. A. and R. C. A. 1.580 1047.6 Via B. A. and E. 4 Salta 19.1 45.5 -0. and E. 1613 Via Western and C. A. 1639 Via B.A. and E. 1491 1171J. — 22/ — AEOENTINE NOETH WESTERN RAILWAY. GUAQE ] METER. DISTANCE IN KILOMETERS. IXEIQUT STATIONS. ABOVE SKA. Betwe'ii From !• rom Stations La Madrid Central Station IjKVt!!* meters. Via B. A. and R. 0. A. 1149 1 La Madrid . . . . 0. 0. Via B. A. and R. C. and R. 1182 Via Western .0. A. 1208 287.3 Higueritas,stopping place 11. 11. 300.1 2 Grraneros Campobello, stop- 8.5 19.5 818.1 ping place . . . 9.5 29. 343.2 3 Villa Alberdi . . . 11. 40. 367.7 4 San Francisco . . . 7. 47. 365.8 6 Eio Chico 6. 53. 6 Agnilares 4. 57. 370.5 7 Azucarera Argen- ' tina 6.5 63.5 371. 8 Concepcion .... 4.5 68. 364.5 9 Arcadia ..... 5, 73. 366.3 10 Eio Seco 6. 79. 368.6 11 Villa Quinteros . . 3. 82. 12 Santa Eosa. . . . 2.4 84.4 362.8 13 Monteros Acheral, stopping 5.3 89.7 348.8 352.1 place 8.3 98. 14 Pamailla 7.6 105.6 358.4 15 Monte Grande . . . 4.8 110.4 367.4 16 La Eeduceion . . . 7.8 118.2 390.8 17 Lules 3.8 122. 413.3 18 Ingenio Lules . . . 2. 124. 19 San Pablo . . . . 5. 129. 410.6 30 Manantial .... 4. 133. Via B. A. and R, C. A. 1230 Via B. A. and R. 411. 8 21 Tucuman 7.4 140.4 0. and R. 1322 ViaW.C.A.1848 Via B. A. and R. 1156 422.6 228 Concci>ci6n and llediuas Itraiiclt. STATIONS. DISTANCE IN KILOMETKBR. HEIOHT AB0VJ5 Betwe'n Stations From Conoepcldn From Central Station SKA LEVJEL 1 2 Coacepcion .... Medinas 0. 11.8 0. 11.8 Via B. A. and R. 0. A. 1217 Via B. A. and R. C. and R. 1229 meters. 364.5 348.8 Cwrdofta aud 9IaIag;ucHa Bailway. Cordoba . Malaguena 0. 26.2 From C6rdoba 0. 26.2 SANTA FE PEOYINCIAL RAILWAYS. Santa Fe and San Cristobal line. GUAGE 1 METER. 2 3 4 5 6 7 8 9 10 11 12 Santa Fe. Fiores S. Carlos Junction Esperanza . Humboldt . Pilar. . , . Aurelia. . . Eafaela. . . Lehman . . Ataliva . . Humberto 1 Constanza . From Santa F6 7. 9.4 15.6 15. 16.2 12.1 17.7 14. 14.6 15.6 22.9 0. 7. 16.4 32. 47. 63.2 75.3 93. 107. 121.6 137.2 160.1 Via B. A. and R. C. A. 481.5 Via B. A. and R. Santa Fe Prov. 516 Via B. A. and R. (Sta. Fe brancli) 460 390.4 529.2 16.8 19 19 39 54 60 66. 100. »9.9 84.9 83.5 80.6 — 229 STATIONS. DISTANCE IN KILOMETEES. Betwe*!! From Stations Santa V6 From Central Station HEtonT A.1I0VK SKI I.KVKL 13 14 Capivara . . . San Cristobal. 22.6 1G.9 1^.6 199.5 ViaB.A. and R. 681 Via B. A. and R. StaFeProv.617 ViaB.A. and E. (Sta. Fe branch) 660 meters. 75.4 75.8 Humboldt and Soledad lioc. Humboldt Grutli . . . Progreso . . Provideacia. La Pelada . Soledad 0. 18.6 15.4 15.8 13.5 30.4 From Hnmboldt Via B. A. and R. Sta.reProv.528 0. Via B, A. and R. (Sta. Fe branch) 507 54.7 18.6 41.9 34. 51.9 49.8 54.1 63.3 Via B. A. and R. Sta.FeProv.622 53.8 93.7 Via B. A. and E. (Sta. Fe branch) 601 57.3 Sail Carlos juiactioii to Calves braneh. From jnuctiou 2 3 4 5 6 7 8 9 10 San Carlos Junction Zavalla , Franck Las Tunas . . . , San Car 1 OS, North " " Centre, " " Soutb , Gessler Loma Alta . . . , Galvez 0. 0. 6.9 6.9 6.8 13.7 5.6 19. S 15.7 35. 6.2 41.2 4.1 45.3 13.9 59.2 9.8 69. 10.3 79.3 Via B. A. and R. 19.3 Sta. FeProv.502 31.3 41.8 40.8 46.5 43.3 41.9 44.8 55. Via B. A. and R. 55.3 Sta.FeProv.420 2iu^ GcstsSei' euaA Okmnda line. STATIONS. lEtlSTASCE INKILOMETEES. Beti>e% Frem From Junction Central Station HEIGHT ABOVli SEi. 'Gessler. Oroiio . Coronda O. 5.4 18.2 0. 3.4 as. 6 Via B A. and R. Sta.Fe Pro V. 442 Via B. A. and R. (Sta. Fe branohj 460 Via B A. and R. Sta.FeProv.465 Via B. A. and R. (Sta. Fe branch) 484 Pilar. PiiEap amd. Cr6]i'«l!%» S'ri92;iitiei* Sisae. Via B. A. and R. Sta.Fe Prov. 544. Via B. A. and R. (Sta. Fe branch) 524 Angelica Clucellas Josefina Cordoba froaiier. . 0. 0. 30.4 30 ..4 16.6 47. 31. 78: 13-8 81-8 Via B. A. and R. Sta.Fe Prov. 626 Via B. A. and R. (Sta. Fe. branch) G05 Via B. A. and R. Cor. and R. 522 Sauta W6 aaidt ClwIaRtlixB Biraueli. Santa Fe Guardia Colastine 44.8 40.8 18.3 60.9 78.3 97.3 114.1 116.2 Via B. A. and R. 481 0. 0- ViaB A. andR. (Sta. Fe branch) 16.8 461 2-, 2, Via B. A. andR. 492 • 14. 9., 11. Via B. A. and R. 14.7 (Sta. Fe branch) 472 — 231 — C!«»Sa.<(tiiiC' atml' Siaiei. JT'Bssb id!el ISiiiedn branch. STATIONS. DISTANCE BJ iOLOMETEES. UniOHT Bctrrc^ Wtam j From Statiims SaaetUm | Central Station SKA 1 2 Colastine San Jose O- 0. 6.3 6.3 Via B. A. and B. 492.5 Via B. A. and R. (Sta. Fe branch) 471.8 meter.^. 14.7 16.2 fSnuiffi! W6 cafxdS lS«sennuisiraistai lime. 2 3 4 5 6 7 8 9 10 11 12 13 14 16 16 17 18 19 20 21 22 Santa Fe Eecreo .... Iriondo. . . . Galvey's siding Lassaga Cabal . . Emilio . . Videla. . San Justo Ramayon Esoalada Siding Crespo Fives Lille Siding Siding Calchaqui Margarita Espin Vera Caraguatay . Malabrigo . Via B. A. and R. 481.5 Via B. A. and R. (Sta. Fe branch) 4C0 Via B. A. and B. Sta.r6Prov.516 16.8 21.1 24.3 29.9 4.5.3 47.6 47.6 45.1 56.-2 56.3 06.3 56. 56.1 56.2 56.9 55.3 57. 69.6 59.6 58.1 58.2 56.6 232 — STATIONS. DISTANCE IN KILOMETERS. HEIGHT Bctw'cn Stations From Junction From Central Station SUA. LEVEL 23 24 Berna Eeconquista . . . 13.2 24.8 293. 317.8 Via B. A. and E. 799.3 Via B. A. and R. Sta.reProv.831 Via B. A. and R (Sta. Fe branch) 778 meters. 49.9 43.3 IHiauiiiel Cialvc^E amA iSau C!ristobaI liuc. Manuel Galvez Los Leones Maria Luisa, La Pelada Eliza. . . Clara . . San Cristobal . 0. 0. 12.6 12.6 21.8 34.4 16.8 51.2 20.8 72. 20.9 92.9 26.3 119.2 ViaB. A. andR. StR.FeProv.524 Via B. A. and R. (Sta. Fe branch) 504 Via B. A. and R. Sta. Fe Prov. 644 Via B. A. and P.. (Sta. Fe branch) 580 29.9 36.5 51.8 52.1 55.5 65.8 81.2 Santa Fe and iBosario line. Santa Fe. . . 0. 0. Santo Tome. . 11. 11. Sance Viejo. 11.7 22.7 Coronada. . 23.8 46.5 Aspeadero . 0.9 47.4 Arozena . . 14.6 62. Joaqnina. . 7. 69. La Barranca 10.3 79.3 Maciel . . . 27. 106.3 Via B. A. and R. Sta. Fe Prov. 460 16.8 17.1 15.4 15.2 16.1 18.7 21.7 24.9 18.2 233 MacicI and V^rt CSaboto brauch. STATIONS. DISTANCE IN KILOMETERS. HBiaHT ABOVK Betwe'n stations 1 From Jnnction From Central Station S114. LKVKE. 1 2 Maciel Port Gaboto . . . 0. 7.9 • 0. 7.9 Via B. A. and R. Sta.FeProv.364 meters. .18.2 12. SAN CRISTOBAL AND TUCUMAN EAILWAY. GUAGE 1 METEK- From S. Cristobal 2 3 4 6 6 7 8 9 10 11 12 13 14 16 San Cristobal. La Cabral . . Fas Avispas . Estevan Eamos Portalis . . . Fort Tostado. Fort Inea . . Guardia Escolta Bandera . . . Averias . . . Tacanitas. . . Antuya . . . Fort Melero . Matara. . . . Suncho Corral 0. 0. 24.6 24.6 24.4 49. 23.6 72.6 37.6 110.2 30.9 141.1 20.1 161.2 23.8 185. 18. 203. 24. 227. 20. 247. 23. 270. 32. 302. 27. 329. 31. 360. Via B. A. and E. S. Fe Prbv. from Rafaela 617.9 Via B. A. and E. (Sta. Fe branch) 660 Via B. A. and E. S. Fe Prov. from Pilar 681 Via B. A. and E. (Sta. Fe branch) 962 Via B. A. and R. S. Fe Prov. from Eafaela 91£f.9 Via B. A and E. S. F6 Prov. from Pilar 983 75.9 68.8 64.8 68.1 73. 76.8 80.6 86.9 91.5 100. 105.8 234 OCAMPO AM* PASANi POET LINE. <2iTAfiE 1 3EBTB&. STATIONS. mSTASCKIN KILOMETERS. StaUona Fiom Ocaiu|to From Central Station HElQHT ADOVK SEA. LUVIil. lagenio Ocanipo. Adela Ocampo Villa Vicente. Port Vicente . Parana Port . 0. 0.81 6.l| 6. 4.4! O. 0.8 €.9 12.9 17.3 22.5 1^.8 Via B. A. and R. Sta. Fe and Ue- conquista 878.2 ViaB. A. and R. Sta. F6 and E,e- conquista, Ocara- po and P. 904 54.3 54.1 53.3 54.1 49. 47.9 FL0EENC3A PIASTATTON AJTD POET LINE. 1 2 3: (SUASB i METIEB. From Via B. A. and B,. Florencia plantation Florencia 16.4 O. 16.4 Sta. Fe and Re- conquista 940.1 Via B. A. and R. 59. 57.3 Port Florencia . . 5.S 21.9 Sta. Fe and Re- ■conquista 961.2 52.2 — 935 — EKTEE Ef OS RAILWAYS. SB A in SiSnic GVA.CK 1 SB-7£S. STATIONS. MSTAHi'lE IN KILOMETERS. 3lstibnsl !•. Tanata. From Central Station ABOTU SKA. LWVBI. 2 3 4 6 6 7 8 9 10 11 12 13 14 15 16 17 Lower Parana . Paraaa Juarez Celman . Racedo Crespo Ramirez .... Hernandez . . . Nogoya .... Lucas Gonsalez. Sola Tala Rocamora . . . Basabilbaso. . . 1.0 de Mayo . . Caseros .... Uruguay .... Uruguay Nationa] wharf .... I O. 6 15 17 13 20 27 25 ?.6 20 22 17 10 12 26 24 ^1 8 3 9 8 4 if .9 O. 6.5 22.3 39.6 53.5 74.3 101.7 126.8 162 8 173.7 195.7 212.7 222-8 235. 261.7 2%. 5 289.5 Via B. A. and R Oolastine 498 VJaB. A. and R. (Sta. Fe branch) 478 Via B. A. and R. Colastine 788 ViaB. A. andR. (Sta. Fe branch) and C. Entre Rios 767.3 18,6 67.7 113.« 114.7 116.8 118. a 99.1 46.1 85.8 84.5 34. 44.6 53.7 58. 'i 53. r, 20.1 164 niogeya and PerU %'ieSaB-iA branch. Nogoya 0. TwBm o. ViaB. A. and R. Colastine ()25 Via B. A. and R. (Sta. Ti branch) andCEntreRios 604 46.1 — 236 STATIONS. DISTANCE IN KILOMETERS. Betwe'n Stations From Juntion From Central Station HEIGHT ABOVU SKA. LEVKL Gobernador Febre " Antelo Victoria . . . . . Port Victoria. . 16.2 13.4 19.6 2.3 16.2 29.6 49.2 51.5 Via B. A.andE. Colas tine. C. E. R. 676 B. A. and E. Santa Fe branch C. E. R. 656 meters. 88.5 60.5 8.2 5.2 Tala amd GualcgrHaj braneli. Tala. Gobernador Echa- giie . . . . . General Mansilla. '' Galarza . " Basabilbaso Gualeguay Via Buenos Aires and Rcsario ColastinS 697 ViaBuenosAirPs and R. Santa F6 branch 673 Via Buenos Aires and Rosario Colastine 807 Via Buenos Aires and R. Santa Fe branch 784 Basabilbaso aud Gualegiiaychii branch. BasabUbaso . Via Buenos Aires and Rosario Colastine C. E. R. 721 ViaBuenos Aires R. Santa Fe branch 701 53.7 — 237 DISTANCE IN KILOMETERS. HEiailT STATIONS. ABOVW . Betwe'n From 1 ^ From Stations Junction | ^Central Station meters. 2 Torcuato Gilbert . 20.9 20.9 66.8 3 General Urdinaraim 20.3 41.2 97.6 4 " Almada . . 20.4 61.6 41.8 5 " Palavecino. 21.8 83.4 Via B. A. and R. Colastine 821 20.7 6 Gualeguaychu . . . 16.3 99.7 Via B. A. and R. (Sta. Fe branch) 800 10.8 Basaliillsaso aud Tillagruay lii'aneb. Basabilbaso . GobernadorUrquiza Gobernador Domiii' guez Villaguay. Via B. A. and R. Colastine O.E.R. 721 Via B. A. and R. (Sta. Fe branch) 701 Via B. A. and R. Colastine 783 Via B. A.andR. (Sta. Fe branch) 762 53.7 238 AEGENTINE NOETH EASTERN EAILWAY. GBAGE 1.676 M. STATIONS. DISTANCE IN KILOMETERS. Betwe'n Stations From Caseros From Central Station HEieHT ABOVK Monte Caseros. 2 Libertad .... 3 Curuyii Cuatia . 4 Baibene .... 5 Justino Solari. . 6 Mercedes. ... 7 Felipe Jofre . . 8 J. M. Chavarria 9 San Diego . ■ • ; 10 San Roque. . H Saladas . . . 12 San Lorenzo . 13 Empedjrado . . . te 14 Manuel Derqui . [2 15 Riachuelo . . . 'o 16 Corrientes . . . § o 17 Bajada. 34.8 30.6 23.8 26. 25.3 27.1 28.8 23. 20.6 36.6 19.2 21.4 14.8 27. 15. 3. 34.8 65.4 89.2 115.2 140.5 167.6 196.4 219.4 240. 276.6 295.8 317.2 332. 359. 374. 377. Via B. A. R. Col as tine 0. E. ja. East Argentine 1065. yia ,b; A. E. Santa Ee branch 0. Entre-Rios EastArg. 1045. Via Bs. As. and Rosario Oolastine C.E.R. East Argentine N. E. R. 14.42 Via Bs. As. R. Santa Ee branch etc. 1.421.6 67.1 101. 86.5 115.7 135.1 112.6 90. G 75.5 84.5 78.3 84. 78. 83.5 75.8 75.1 76.2 60.7 - 239 — PEMEE ENTEEEIANO LINE. GUAGE 1 METER. STATIONS. DISTANCE IN KILOMETERS. ' HRIQHT AltOVIfi Betwe'n Stations . Total length From Central Station LBTBD 1 2 Gualeguay .... Port Euiz .... 0. 9.6 0. 9.6 ViaB.A. andR. ColastineC. E.R. 804.5 Via B, A. and R. (Sta. Fe branch) C. E. R. 784 meters. 13.3 12.3 EAST AEGENTINE EAILWAY. Concordia Grualeguaycito Federacion . Santa Ana . Chajari. . . Mocareta . . Naranjito . . Monte Caseros Ceibo GUAGE 1 METER. From Concordia 1 0. 0. Via B. A. and R. ColastineC. E.R. 911 Via B. A. and R. (Sta. F6 branch) U. E. R. 890 42.1 29.2 29.2 52.1 25.8 56. 57.4 11. 66. 52.9 17.0 83.6 78.6 15.0 99. 68.4 25.2 124.3 75.1 30.1 154.2 67.1 5.7 160. Via B. A. and R. ColastineC. E.R. East Arg. 1071 Via B. A. and R. (Sta. Fe branch) C. E. R. E. Arg. 1050 67.6 — 240 CHUfiUT CENTEAL EAILWAY. eUAGE 1 METER. STATIONS. DISTANCE IN KILOMETERS. HEIGHT ABOVE! Betw'en Stations From Port Madryn SEA LEVEL 1 2 3 Port Madryn . . . Hin Araon .... Frelew 0. 22.4 47.5 0. 22.4 69.9 9.4 125.3 26.9 - 241 - RESUMEN. LENGTH IN RAILWAY. KILOMETEKS OF KACH SECTION . Western of Buenos Aires. Main line from Once de Setiembre to Trenque- Lauquen 443 300 Branch from Once de Setiembre to Catalinas . 6.000 " " " to Prod. Market. 13.000 " " Haedo to La Plata 70.300 " " La Plata to Eiver Santiago . 10.600 " " Tolosa to Pereyra Juuctn. 6.500 " " Tolosa to Elizalde 11.000 " " Pereyra Junctn. to Pereyra . 2.000 " " Marmol to Temperley 2.100 Total length of line 564 800 Southern Railway. Main line to Port ofBahia Blanca . . . . 716.700 Branch from Lanus Junctn. to the Boca . 6.800 " " Temperley to Canuelas . 47.500 " " Altamirano to Bahia Blanca port 643.000 " " Maipii to Mar del Plata . . 131.000 " " Hinojo to Sierra Baja . 5.600 " " Hinojo to Sierra Chica 7.700 " " Olavarria to Estancia Davila 13.000 " " Tandil to Las Canteras . . 5.300 " " Merlo to Saladillo. . . . 151.400 " " Las Flores to Tandil. . . 161.200 Total length of line 1873.100 Buenos Aires and Ensenada. Main line 59.900 Branch from Einguelet to Ferrari 38.600 •' " Elizalde to Magdalena 47.200 Total length of line 145.600 242 ■ LENGTH IS E A I L W A Y . KILOMETERS OP KACH SECTION. Central Argentine Bailway. Main line from Eosario to Cordoba .... 395.400 Branch from Lujan to Canada de Gomez . 305.400 " " Eosario to Peyrano 72.000 " " Pergamino to San Nicolas 76.000 " " Pergamino to Junin 89.000 " " Cano to Estancia Cano . . . . 2.300 " " Canada de Gomez to Sastre . 128.900 " " Eio Segundo to Alta Gracia. . 49.000 Buenos Aires Section ( formerly ISTortern Eailway) . Branch from Central to the Tigre 29.900 " " Junction to San Fernando mole . 1.800 Total length' of line 1149.800 Western of Santa Fe. Main line from Eosario to Juarez Celman 128.200 Branch from Villa Casilda to Melincue 77.900 Total lenglh of line 206.100 Buenos Aires and Eosario. Main line from Buenos Aires to Tucuman . 1155.100 Branch from Belgrano to Las Conchas 23.100 " " San Lorenzo to Cerano Port. 6.700 " " Irigoyen to Santa Fe 76.800 " " Galvez to Morteros 88.600 " " La Banda to Santiago del Estero . 6.800 Total length of line 1457.100 Buenos Aires and Pacific. IVCain line from Buenos Aires co Villa Mercedes « (San Luis) 691.300 Andine Eaihmy. From Villa Maria to Villa Mercedes .... 254.000 — 243 — RAILWAY. LENGTH IN KILOMETKBS OF BACH SECTION. Great West Argentine. Maia line from Villa Mercedes to Mendoza . From Mendoza to San Juan Total length of line, Transandini Railway. From Mendoza to tlie Argentine and Chilian Frontier , Villa Maria and Mufino .... Nort-West Argentine. From Villa Mercedes to E,ioja Great Southern of Santa Fe and Cordoba. From Villa Constitncion mole to Car lota . Bdliia Blancaand NorfJiwestern. From Junction with Southern Railway to Epupel. Central Cordoba Bailway. From the Junction with the Central Northern Railway (Cordoba) to the Frontier. Cordoba and Rosario. Main line from Rosario to the Frontier . Branch from the Cordobes frontier de Rafaela . , Total length of line Central Cordoba Railivay {Northern Section). Main line from Cordoba to Tucuman .... Branch from Recreo to Chumbicha " " Frias to Santiago del Estero. Total length of line 356.000 157.500 513.600 173.500 226.840 86.500 300.200 242.200 210.000 218.400 60.000 278.400 547.000 176.000 162.000 886.000 — 244 RAILWAY LENGTH IN KILOMETERS OF EACH SECTION . Central Cordoba and Northwestern. Fron the Central Cordoba Railway junction to the junction with the Dean Funes and Chilecito Railway . Dean Fumes and Chilecito Ely. Erom Dean Funes to Padquia . Chumbicha and Catamarca. Central Northern. From Tucun^an to Jujuy Branch from General Griiemes to Salta Total length of line North West Argentine. Main line from La Madrid to Tucuman . Branch from Concepcion to Medinas . Total length line Malaguena Eailway. Cordoba to Malaguena Ealhmys of the Province of Santa Fe. Main line from Santa Fe to San Cristobal Branch from Hnmboldt to Soledad . San Carlos Junction to Galvez . G-essler to Coronda Pilar to the Cordoba frontier. Santa Fe to Colastine. Colastine to San Jose del Einoon . Santa Fe to Eeconquista . Manuel Galvez to San Cristobal . Line from Santa Fe to Rosario (as far as Maciel) Branch " Maciel to Puerto Gaboto . Line Branch Line Branch Total length of line 153.200 289.600 66.000 352.300 46.000 397.800 140.400 11.800 162.200 26.200 199.500 93.700 79.300 23.600 81.00(? 11.000 6.300 317.800 119.200 106.300 7.000 1046.400 — 245 — RAILWAY LENGTH IN KILOMETERS OF EACH SECTION. San Cristobal and Tucuman. From Saa Cristobal to Suaclio Corral. From the Ocampo Colony to Puerto Parana From Florencia Colony to Puerto Florencia Central Entre-Biano. Main line from the Parana cliif to Concepcion del Uruguay and the National Mole Branch from Nogoya to Port Victoria . " " Tala to Gualeguay. " " Basabilbaso to Villaguay. " " id. to Grualeguaychii Total length of line North East Argentine. Line from Monte Caseros to Mercedes . " " Corrientes to Salados. " " Caseros to Paso de los Libres . Total I length of Hne East Argentine. From Concordia to Monte Caseros and Ceibo First Entre-Biano. From Gualeguay to Puerto Ruiz .... Central Cliuhut. From Port Madryn to Frelew. 360.000 39.800 21.900 289.500 51.500 110.300 61.900 99.700 612.900 140.500 100.400 100.000 340.900 160.000 9.600 69.900 — 246 — RAILWAYS WOEKING, • CLASSIFIED ACCOKDING TO GAUGE. RAILWAY. LENOTH IN KILOMETERS. Broad qauge- of 1 m. 676. {5'6''). Western of Buenos Aires 564 Southern 1.878 Buenos Aires and Ensenada 145 Central Argentine ■ . . . 1.149 "Western of Santa Fe 206 Buenos Aires and Eosario 1.457 Pacific 691 Andine. 254 Great West Argentine 513 Villa Maria and Ruflno 226 Villa Mercedes and Eioja 86 Great Southern of Santa Fe and Cordoba. 300 Bahia Bianca and Northv/estern 205 7.674 Gauge of Im. 435 {4'8" 1/2). Central Entre Eiano - . . . 612 North East Argentine 360 East Argentine 160 First Entre Eiano ..-...•... 9 1.141 Gcmge of 1 m. (3.' 3"). Transandiae 173 Central Cordoba 210 Cordoba and Eosario 278 Cordoba Central • . 285 Carried forA'S'ard 1.546 247 — RAILWAY LENGTH IN KILOMETERS. Oaugeof 1 m. (3/5") contd. Bronghfc forward. Cordoba and Northwestern Dean Funes and Chilecito Chumbicha and Catamarca Central Northern North-West Argentine Provincial of Santa Fe San Cristobal and Tucuman Ocampo Colony to Puerto, Parana. Florencia Colony to Puerto Florencia. Central Chubut Gauge of m. 60(26 1/2"). Cordoba and Malagueno EESUMEN. 1 >"■ 676 gauge 1 « 435 " IK U " 60 " Total length of Railways working at 1^'iJan. 1893 1.646 153 298 66 898 152 1.046 360 89 21 70 4.149 26.200 7.674 1.141 4.149 26.200 12.990.200 — 248 — RAILWAYS IN CONSTEUCTION. SURVEYED, AND GRANTED. The property of the Nation. IN CONSTRUCTION. KILOMETERS. Dean Funes and Chilecito Railway. From Patquia to Chilecito Central Northern Baihvaij. From Salta to Carril tINDER SURVEY. Central Northern Railway. - Brancli from Cerrillos to Eosario de Lerma " " Carril to Guachipas. 133.568 3.5.000 168.568 10.750 50.250 61.000 GUAEANTEED EAILWAYS. IN CONSTRUCTION. Transaudine Eailviray (Eio Blanco to tlie froatier) . Northeast Argentine" (Mercedes to Salad as and Libres to Posadas) San Juan to Chumbicha Central South American Baliia Blanca and Northwestern (Hucal to Villa Mercedes and Eio Cuarto) Villa Mercedes and Eioja (Toma to Eioja) . Goya to Lucero Nanducito to Presidencia Eooa 9 de Julio to San Eafael 54.000 470.900 530.000 517.200 974.000 500.400 89.700' 516.700 744.400 4.397.300 — 249 — GUARANTEED RAILWAYS. GRANTED KILOMETERS. Chilecito aud Mejican Railway. Plans approved Cliumbiclia,Tinogasta& Andalgala Rly " San Juan & Salta Railway. Plans partly approved Austral Chaco " , " " Intereoceanic " , " " Rufino and Bahia Blanca Railway. San Psdro and Rosario de la Eront'era " Villa Maria and Reconquista Railway . Santa Rosa and Oran Mendoza and San Rafael Vniaguay, Mercedes, La Paz and Concordia . Tinogasta and Chile Railvi^ay Jujuy and Bolivia " Parana and Monte. Caseros " 44.400 364.000 950.000 633.900 1.250.000 560.000 1.160.000 573.000 220.000 224.000 622.000 220.000 300.000 312.000 7.333.300 UNGUARANTEED RAILWAYS. I>f CONSTRUCTION. Central Argentine Railivay. (Prom Capilla del Senor to Pergamino) . Buenos Aires and Rosario Railway. (Prom San Fernando Canal to Las Conchas) 158 161 — 250 GRANTED . KILOMETEBS. Eailway (narrow guage) from Buenos Aires to Eo- sario surveys approved . " from Pilar to Campana " " " Lujan to Melincue " " " Eosario to Pergamino " " " Villa Const, to Acevedo " " " CarlotatoRio Cuarto " " '■ Buenos Aires to Bahia Blanca (South- ern Bailway) Southern Railway ( San Vicente to Tapalque) Ifational Transport Co. ( Victoria \;o San Justo ) . Villa Maria and Carmen de Patagones . . . . Eosario, Lincoln, Pigue and General Acha . Buenos Aires and Cordoba Ely " " " Villa Jardia " " '■ " Trenquelauquen Zarate and Boca del Eiacliuelo Godoy and San Nicolas 303.900 87.400 239.000 105.900 53.600 106.500 560.000 205.000 39.000 965.000 727.000 662.000 7.000 480:009 90.000 28.090 4.609.300 — 251 - The construction of the Transandine and Northeast Argentine Railways and of the branch from the Sau Fernando Canal to Las Conchas is being actively carried on. The works on the Villa Mnrcedes and Rioja line are almost stopped, and on the others are entirely suspended. GENERAL RESUMEN. KILOMETKIIS. Railways open to public service " , construction of which is being actively carried on construction of which partly. stopped . " of which is completely stopped surveyed ._ under survey to be surveyed . . . ... 12.990.200 527.900 500.400 3,698.668 4.088.600 61.000 7.793.700 29.660.368 — 252 — CAPITAL . EEPEESENTED BY THE RAILWAYS OF THE ARGENTINE REPUBLIC IN THE YEAR 1892. DOLLAES W Andine East Argeatiae . ■. Buenos Aires and Rosario . Buenos Atfes and Pacifico . Bahia Blanca and North "Western Buenos Aires and Ensenada. Central Argentine Central Cordoba Central Cordoba f Central Northern section) Central Entre-Rios . . Central Northern . Central Chubut Chumbicha to Catamarca Dean Funes to Chilecito. Great West Argentine . Great Southern of Santa Fe and Cordoba North West Argentine (Tucuraan to La Madrid) North West Argentine (Villa Mercedes to Rioja) North East Argentine. Western of Santa Fe. Western of Buenos Aires. First Eatre-Rios . Provincial of Santa Fe . Southern San Cristobal to Tucuman Transandine .... Villa Maria and Rufino. 4.123.608 5.061.673 41.186.763 16.261.818 4.269.587 10.097.243 49.172.613 4.824.932 20.262.446 13.293.613 13.623.964 964.878 2.219.220 11.804.490 18.8J9.760 4.363.434 5.106.720 1.874.377 30.160.521 3.859.513 30.322.423 348.435 17.761.167 70.397.629 .7.439.666 4.981.661 5.524.199 397.684.593 (1) Ona hundrod dollars (U. S. A.) are equal fco one hundred and three dollars sixty four cents. Argentine gold. — 253 — EAILWAYS GUARANTEED BY THE NATION. (year 1892.) RAILWAYS. Si iJ so 12 J, .029 ■ 1.20O 0,071 0.700 o,nm) 0.021 0.02S 0.031 0.«28 0.065 0.91fi 0.0i»4 0.104 o.ois 0.015 010 0.010 1.387 1 ,340 0,142 0.11(8 0.O13 0.018 0.044 0.068 1.270 1 ,,^59 0.133 0.142 — — 0,016 0.019 0.091 0.096 — — 2.,52S 3.000 — — 0,10K 0.1 !il — — — — 0.043 0.045 — — 1.1.51 1.1.51 — — 0,08H 0.0,S6 — — — — — 0.029 0.029 — — 0.800 0.814 — — (1.069 — — — — — 0.031 — — — 1.743 O.I)7{l 0.07(1 0.08610.086 0.0U2 0.010 0.010 U.OIO 0.033 0.084 0,068 0.068 0.5SH 1.191 1.325 1 ..H,50 — O.020 0.026 — — — 0.033 o.oao — 0.123 1 .9,=!S 0.231 O.OHI) 0.675 0.675 — — — 0.113 0.040 0.656 0.656 3.H4H i.'iU 1.101 1 101 0.069 0.069 — — — — 0.030 0.033 — — 0.500 0.593 — r O.OIH 0.066 — — — — 0.009 0.046 — — 0.2(K1 0.687 H,171) ()2S1 0.(110 0.013 0.099 0.189 3.482 6., 190 ii^m O.IOU 9.100 0.099 — — 0.0H8 0.03K 0.04i! 0.042 J.8-SH 0.843 1.246 1.2/il U.5iOU 0.200 0.200 0.200 — — 0.100 0.100 0.800 0.800 1.600 1.6W1 0.900 0.900 olios 0.107 O.OHK 096 — — — 1I,03K 11.036 11. (W8 0.028 ,).7!tH 0.724 :),810 0.806 0.i4o 0.14,=i 0.109 0.029 0.043 0.042 0.046 :).074 :).082 :).(i96 112 2.4(i4 S.240 4.236 4.323 — . — — 0,157 — — _ — 1,122 — — — 2,339 — — -_ 0.007 — — — — 3.006 1.217 — — — ,).0.i4 — — — — 0.045 — — — ;).813 0.100 0.093 0.038 0.039 " ~ 4.314 4.S0O The Bra^dlian Republic. CHAPTER III. THE RAILWAVS OF BfiAZIL. "With all the nations of South America the problem of easy and economical means of communication, as the one most affecting the general progress, is the one to which all the countries have given their preferential attention^ Brazil has not been backward in promoting and fostering successfully the construction of its railways because by them she has been enabled to populate her enormous and rich territory, to open up her various industries and commercs, to organize with regularity the functions of the public administration, and what is more, to solidify the politicaj^ union between the different States, many of them at great distance from the Central Power. In this respect Brazil cannot say with the Argentine, Uruguayan and Chilian Republics, that its principal railways already extend to the frontiers of neighbouring nationsl establishing with the iron bonds the rapid international intercourse of general life and commerce. Its enormous territories, as in the United States, have required the assistance of the Nation in bringing about the construction of the great lines — ■ a project in which all the public men of whatever party are interested. The problem of the iron roads of Brasil is the question of the advancement of the country and as such has the support and co-operation of all good citizens. — 264 — The railways already made are divided into three groups that we may call: The Northern; The Central; and the Southern. — The first is laid in the States of E.io Grande del Norte; Parahiba; Peraambuco; Alagoas; Sergipe and Bahia. The second in the States of Minas Geraes, Rio Janeiro and San Paulo ; and the third in the State of Eio Grande do Sul. In each one of these nuclei of railwaj' networks, the lines generally are of local importance and of one meter gauge, although, however, some by the conditions and direction are destined to serve the general public traffic, among which we might cite the line from Recife to San Eraacisco, in the future it would have when incorporated with the Inter-Ooeanic line in the State of Pernarabuco; the Centiral Brazilian Railway; the Santos and Jundiahy Railway; and the principal line of Mogyana in the extensions proposed connecting with the lines running through the States of Goyas and Matto Grosso as far as the Bolivian frontier. Amongst the lines projected and kaown as of international character we should mention that of Santos, that from San Prancisco to the Paraguayan frontier, and that from Recife to Valparaiso which ceases to be a line of mere Brazilian importance when considered as of South American inter- national character. Casting a retrospective glance to the first endeavours to establish a railway in Brazil we fiad the law of October 31**' 1835 authorizing the Government to grant the first concession for a railway to run from the Capital to the Interior in the direction of th? neighbouring States of Rio Janeiro, Minas Geraes, and San Paulo. This concession was granted to Mr. Thomas Cochrane on November 4 1839 and later on was cancelled. — 265 — ^Following the interesting review on the Brazilian railways by that distinguished engineer Fernandez Pinheiro in his work "Le Bresil" published in 1889 ty Santa-Anna Nery, we see that up to the year 1852 the problem of railway construction was wrongly based and was only manifested by the slow progress made in the public opinion because not a single rail was laid. As in ail parts in the early days of the campaign in favour of the new mode of travel, the only view considered was that of speculation, and as such was left entirely to the enterprise and risk of private people. No notice was taken of the enormous power that this reform of communication would one day represent, nor did they consider' that this new means of transportation was the most sure method of advancing the country, and for these reasons should not have been treated on the grounds of a private speculation but rather as of a national character. These vacillations in the opinions lasted for a lorg time and the Government and Parliament in turn, because they were treating of the unknown, also doubted of the success of the system ; but as right and good sense gained ground, especially when supported by patriotism, this first indecision was speedily overcome; it was recognized that the fir'=!t railways could not be o"K.tain.ed without the material assistance of the Nation, and that the simple leave to construct and work them was not sufficient except where the industry is powerful and the cultivation of the soil is very advanced, conditions that were not found in a new country like BraziL The necessity for a National guarantee was thereupon recognized and the project of the law thus based was presented to the Brazilian Parliament and voted by the Legislature in 1852. The decree N". 641 of June 26"» 1852 that promulgated — 266 — this law marked the real poiat of departure of the iron network of Brasil. By that law the Government were authorized to concede certain favours, notably the guarantee of interest to the line that ran from the Capital of the Empire crossing the Province of Rio Janeiro to unfold itself in Minas G-eraes and San Paulo. At the same time the law of 1852 fixed the terms for the concession of similar favours to other railways in other parts of the Empire. The great principle thus founded on a proper footing could do not otherwise than achieve success and the Ministry and Legislature of 1852 deserve the thanks of the Country. The Company of the Recife and San Erancisco Railways (decree N<>. 1299 of. December 19*11 1853); the Bahia- Alagorinhas C" (decree of December 19"^ 1853); the Dom Pedro II C", now the Central Brazilian, (decree N". 1598 of May 9^^ 1855); and the Santos-Jundiahy C". (decree N». 1759 of Abril 26* 1856) were the first fruits of the law of 1852. Of these four great lines the first and fourth at present give notable results; the third is also fairly prosperous, and only the second has given a negative result. Besides these four concessions, — a notable fact at that time — a small local railway, only 17 kilometers in length, ei}joying no guarantee or subvention (concession of the province of Rio Janeiro dated April 27 in 1852 ) showed that if State help were necessary for large lines, for the small ones private influence and aid were sufficient, and that the latter are only possible there where a paying traffic is to be found from the beginning, in order not to absorb the State funds which are necessary for the larger Companies. To the above mentioned small railway, — 267 — then called the Maua Railway aud now the Prince of Para Railway, is due the honor of having started the first railway train in South America. To-day, forty-one years afterwards when there are in Brazil 11.043 kilometers of railway in working, 5.402 under construction, 6.175 surveyed, 4.414 being surveyed, and 13.826 kilometers yet to be surveyed, when the principal lines are being prolonged towards the 'interior of the country; when the number of Companies and State lines amount to 108; it is to-day when the seed, so judiciously sown before, is germinating with palpable ferbility, tha Brazil will gratefully repeat the names of her first great railway pioneers: Dom Pedro II who, from the very first, never ceased to give his constant and decided assistance to the great cause: Irineo Evangelista do Sousa, Visconde de Maua, the first to work a railway in Brazil; Luis Pedreira do Conto Ferraz, Visconde de Bom Retire, who had the honor of drawing up regulations for this great and growing industry, imposing the necessary conditions of safety and care so that it should not degenerate into inconsistencies, nor fall into the dangers of inexperience; Cristiano Benedicto Ottoni, whose name will ever be engraved in the gigantic boring works of the Dom Pedro II line across the imposing mountain range: Mariano Pro- copio Perreira Lage, to whom is due the merit of having overcome the bias and fears then existing as regards entrusting the construction of railways, which was then in the hands of foreigners, to native engineers, thus opening a "wide field to the Brazihan engineers: Bento Sobragy, Olivera — Bnlhoes, Ferreira Penna, Pereira — Passes, men who, in the first days of the Brazilian railways, were able to show what might be expected from native science, and — 268 -. ■who to-day form the old guard, ■worthy of respect and respeated. la view of the enormous size of Brazil aad of its extensive coasts being provided with excellent ports, the first necessity was to open up to each district its most natural and shortest exit towards the sea, without consider- ing that at some more or less distant date, these arteries might become united and form one single network; in this manner were established the three systems which we have indicated in order to meet the demands of the exporting and importing commerce of the interior of the country affording an easy exit through its principal ports, ■which in the Northern district are, : — Pernambuco and Bahia ; in the Center district : Victoria, Eio de Janeiro and Santos ; and in the Southern: the mouth of the River Grande del Sal, its only exit to the Atlantic Ocean, and which is very badly qualified to serve the commerce of that State, whose wants' are chiefly supplied through the port o* Montevideo and those of the River Uruguay (Salto and Concordia. ) The population of Brazil, already some 15.503,003 souls, its enormous products and commerce, show the necessity fer rapid and cheap communication between its States, and the inter-union of these three independent systems of railways; and to gain this end, which will be of the ^ greatest importance for Brazil, for many reasons, the Public Powers are allying themselves with private enterprise. On the 1^'- of January 1892 the total length of the lines in Brazil to "which concessions have been granted was 39.984 kilometers — 0.67 meters, distributed as follovt's: — 269 — Working . . . 10.280 kilom. 420 met: In construction. . 5.333 " ' 800 " Surveyed ... 7.768 " 943 " Being surveyed . 4.414 " 277 " To be surveyed. . 12.186 " 627 " 39.984 kilom. 067 met: These, as a rule, have a single track, and the greatej- part of them are of 1 meter gauge. Except for one short line in the State of Pernambuco called the Recife— Olinada — Beberibe Railway and which is 1 m. 40 cm. between the rails, the broad gauge is 1 m. 60 cm. The first four concessions granted in accordance with the law of 1852 are the only lines existing in Brazil which are of this gauge, as, ia later concessions, the 1 meter gauge was nearly always adopted. Even in the extensions of the first four lines referred to, the broad gauge was altered ; so that, in the line from Recife to San Francisco, the first 125 kilometers, to Palmares are of 1 m. 60 cm. gauge, and from thence on towards San Francisco, the State has constructed 146 kilometers 420 meters of line of 1 meter guage; — of the line from Bahia to San Francisco only 123 kilometers, as far as Alagoinhas, are of 1 m. 60 cm. gauge, and from thence on in the direction of the River San Francisco, a length of 321 kilometers, 996 meters has been constructed, for the account of the State, of 1 meter gauge ; the Central Brazilian line (formerly called the Pedro 11 ) which runs towards San Francisco on the one hand and on the other along the Parahiba towards San Paulo has been constructed for 725 kilometers of 1 m. 60 cm. gauge, and from the stations Lafayette and Cachoeira tovi^ards the River San Francisco — 270 — and San Paulo respectively, of one meter gauge; lastly, the line from Santos to Jundiahy and its prolongation? built by tbe Paulista Company, together 381 kilometers in length, is of the broad gauge, whilst for their extensions towards the interior of the State of San Paulo, carried ont by different Companies, the narrower gauge has been accepted. These lines of 1 met. 60 cm. gauge were on a very severe technical programme; in the first line, the minimum curve radius was 400 meters and the maximum gradient 12 met. 50 per 1000 ; in the second, the former was 300 meters and the latter 12.^° per 1000; in the third, the minimum radius was 181 meters and the maximum gradient 18 per 1000; and in the fourth line, the minimum radius, for a length of 8 kilometers, was 603 meters with gradients of 101 met 6 per 1000 (in these 8 kilometers traction is performed by a cable worked from fixed engines), and in the remainder of the line to Jundiahy and in the part built by the Paulista Company, the minimum radii adopted were 241 and 301 meters with maximum gradients of 25 and 20 per 1000. In the early days of railways, Brazil, like other countries, paid its tribute to inexparience, by adopting a very severe technical programme for the development of its lines, which had to run between mountains and slopes. A reaction speedily set in; and local communication and the prolongation of the first 1 met. 60 gauge lines, were effected, as a rule, on the one meter gauge, which easily allowed of grades of 30, 33 and 35 and, in special cases, of 83, 150, and 300 millimiters per meter (for railways on the rack sj'stem) with curves of from 80 to 60 and even of 40 meters radius. Curves of such small radius have not, however, a very _ 271 — prejudicial effect on the permaneat way, nor on the safety of the traffic, thanks to the class of rolling stock usftd by all the Companies : American engines (which are less rigid than the European) of a reduced rigid base, of more than three driving axles -when necessary, and with a bogie in front; and waggons and carriages mounted on bogies which allow of long bodies and greater commodity for passengers. As Ave have already said, the greater part of the Brazilian Railways have been constructed on the narrow gauge, and the 10.280 kilometers open to public service up to the 1^' of January 1892 are distributed as regards gauges, in the following manner: Gauge of m 66 . u u m 76 . u a m 95 . u Lt 1 m 00 . Li u 1 m 10 . U u 1 m 40 . a u 1 m 60 . Total. 139 km. 500 m 377 a 000 U 53 a 000 u 7.987 u 634 u 407 u 289 u 12 u 000 u 1.353 u 997 u 10.280 km. 420 m. The question of the gradients naturally entails a less return from the engine, which is inevitable, either because, as often happens, it is impossible to work in any other way, or because the state of the Company's funds force it to sacrifice rapidity to economy, which, although an evil, at least allows the existence of a railway which, after all, will effect transport more cheaply and quickly than carts or mules. The cost of the lines being worked at January 1^* 1893, including preliminary expenses, expropriations, installations, — 272 - fixed and moveable stock,_ buildings, shops and tools may be estimated at 305.596, 190dollars distributed as follows: 2744 kms. 380 m. property of the State 110.501.052 dollars 5649 " 239 '^ " of Companies with State guarantee 160.961.566 " 1886 " 801 " property of Complies without State gua- rantee 34.133.572 " 395.596.190 dollars This cost gives a mean price of 29.726 dollars per kilometer, the price varying from 96 . 364 a 9652 to dollars. Taldng all the lines together, the movement realized gives an average profit of 3.69 per cent on the capital employed on the lines handed over to public service, some of which have produced 3, 4, 5, 7, 10, and up to 14.9 per cent. But let us consider only the average rate of profit viz 3.69 "/» returned by the railways whose receipts already cover their working expenses: "is it not true that, putting on one side the well being and industrial and agri- cultural development afforded to a country by railways, this is sufficiently stimulating, when we consider that in new profit countries raihyays must at first pass through very difficult times? " The ^principles v/hich should govern the construction of railways in Europe differ very greatly from those affecting the same question in the new countries of America. In the first instance, the railway goes to meet an already assured traffic, and if good profits are not realized from the very beginning, the undertaking is. a poor and even ruinous one. In a young country with a great future before it, like Brazil, the railways marches like au explorer; like those bold explorers that civilized Europe sends across the African — 273 — deserts, it is tlie railway that opens- up and makes valuable its countless riches; it is the railway that will stimulate agriculture to take advantage of the unequalled fertility of that greedy soil that extends through varied districts and bears most varied produce; it is the railway that affords to industry the means of propagation, dissemination and development. In this manner it creates its future traffic, but till then it has a difficult period to pass through, a period more or 'less long according to the district it has been chosen to serve, and the nature of the route adopted. Some of the Brazilian liaes have already passed through this period, a proof of which are the profits we have above quoted. These same railways, notwithstanding', at the commencement gave very scanty returns .and it was from the guaranteed interest that the shareholders then derived the greater part of their dividends. The proceeding, therefore, in advanced countries is very different to that governing the construction of railways in Brazil and the other States of this Continent. In such circumstances, the average fi.gure that v/e have above quoted, is nothing more than the speculative outcome X)f statistics. If we wish to study the financial side of the Brazilian railways and gain an idea of their past, present and future, it will be necessary, to avoid mistakes, to do so on an economist's basis. One will then have to make one's self thoroughly acquainted with the very special work of a railway in a young country, after which it "will be necessary to take each railway separately, to study the district it traverses, the greater or less degree of foresight shown in the selection of the route and to see up to "what point economy has governed the execution of the works; it Vifill then be necessary to take into account the action of time, the development of the district traversed — 274 — and in what manner it has responded to the hopes based on it. In this task we must lay aside the general importance of the lines in combination to give our attention to each Hne separately and distinctly. By so doing "we shall find that there are some lines that have in a short time conquered the first difficulties and are now in a prosperous condition ; others are in the way of doing so, and others are still passing through troubles and will continue to do so for a longer or shorter period. It will also be seen that Brazil in common with the other countries of the New World has done ^v^ell by anticipating the future in the construction of its railways. Principal Railways in a peospbeous condition ^^^ : As we have now finished our general remarks on the Brazilian railways, it will probably be useful to call the reader's attention to the more important lines that are already in a prosperous condition. The Central BraziHan Railway : is the most important line in the Republic not merely for its great traffic and large capital interests but for the important character of its works, the difficulties of the general construction and the property which it possesses. The project of this line dates from the year 1835, the first concession being granted in 1840 ; but from 1835 to 1852 nothing practical was done and the time was lost in attempts to float companies, granting and extending useless concessions, until the law of June 26* 1862 with a State guarantee of interest put a new face upon the question. It was at the same time necessary to overcome no (1) In the numeration we will adopt tbe same order as that of the distinguished Brpz)!ian engineer Sr. Ternandez Pinheivo in the work which we have already mentioned Sta Anna Nery 1889. — 275 — small difficulties in dissipating the suspicious atmosphere with which the matter "Was surrounded through the failure of the earlier projects, and only on May 9* 1855 was a company formed which commenced the surveys for the line and put in hand the construction of the works on the first two sections. The first length of 48 kilometers was opened to traffic on March 28 "^ 1858 and in 1860 the whole ,of the first section was also completed, and without having any notable works it had had to cross in the latter part low-lying lands liable to floods.. The work on. the second section was still continued in its crossing of the mountain range round the coast and in this were carried ont some most important works and con- structions. In 1865 the line was open for 133 kilometers, but owing to the exceptionally costly works in crossing the mountains the capital of the Company was exhausted. On July 10"^ 1865 the Government by a mutual arrangement rescinded the concession in order that the State, by making it the first national line, could give to the railway the impulse that was required. On January 1^* 1892 the 133 kilometers received from the old company had reached an extension of 1118 kil. 771 m. open to traffic as follows: (l)-Main Line from the Capital" to Lafayette (guage 1.60 m.) 462K290 m. Branches: (a) from Gamboa to Caes. . . 1 "123 " " (b) " Campinho 1 « 524 " " (o) " Santa Cruz . . » . 34 " 090 " " (d) " Macacos 4 "929 " " (e) " San Paulo .... 157 " 198 " « (f) " Port Niceres de Cunho . 63 " 764 " 724K918 m. — 276 — (2) Maia line from Lafayette to Sabara (gauge 1 m.) 120K,402 " Branches: (g) from San Paiilo to Cachoeira. 231.000 " " (h) " Ouro Preto .... 42.451 « 1118 k. 771m. The prolongation of this line runs in the direction of the River San Francisco descending the valley of the river Velhas; at present the section as far as Santa Lucia shoaild be completed, and the construction of the extension of 50 kilometers from there in the direction of Curvello, the plans for which were approved on May 6*'^ 1892, should be already in hand. The hue commences in the Federal Capital, crosses a great part of the State of Rio Janeiro and then runs through the States of San Paulo and Minas Geraes. On leaving the capital it ascends the imposing coast range of mountains that are penetrated by a succession of tunnels, high embankments, heavy cuttings, sustaining "Walls and at the summit by a long tunnel of 2.237 meters, bored at an altitude of 460 meters ■ above sea level ; from this it descends into the valley of the river Parahiba and splits into two great systems, one of which runs up this river and into the State of San Paulo, the other descends the river and runs through the territories of the States of Rio Janeiro and Minas Geraes. From this second system a third strikes off at 200 kilometers distance and forms part of the main trunk line running principally across tbe State of Minas Geraes and running towards the navigable watercourse of the Upper San Francisco. — 277 — The general plan of the two first systems includes, besides earthworks of considerable importance, some notable bridges over the Parahiba which is crossed several times. On the central trunk line, after a very difficult section to the foot of the Mantiqueira mountain range, this has to be ascended to a height of 1117 meters above sea level, with no lesser difficulties than those of the second section of the coast range and further on the Taipas mountains. In the whole of the distance heavy earthw^orks and really notable works of art are met with. It may be said that in the whole length of the Central Brazilian Railway there is not one single stretch of easy line ; in the broad guage part (725 kilometers of 1 meter 60 track) it has been necessary to continually employ gradients of 18 millimeters per meter, aad curves of 180 meters radius, and in its narrow guage (1 meter) prolongation gradients of 20 millimeters per meter and curves of 117 meters radius. Up to the 1^' of January 1892 the capital employed in the line opened to public service, was distributed as follows : 1 meter 60 gauges. U^t Section $ 4.393.962 2'>'i " ..,...." 7.651.927 Centralline B-^d " "2.632.833 \4«i " " 6.567.068 ;6tii " (to Lafayette) . . " 10.4r>4.704 "^.Santa Cruz " 666.196 Macacos " 41.052 Branches .San Paulo " 5.739.486 \PuertoNuevo de Cunha. . . " 2.934.531 'Paty del Alferez " 6.377 — 278 — Stations $ 5-374.436 Offices aad store in San Diego . . . . " 656 . 330 Engineers office in Town " 1.083.730 Engine house in the Entre-Eios and S . Julian Bar " 321.730 Eolling Stock " 5.881.288 Furniture and tools " 314.523 Sundries " 162.839 Pintschgas lighting " 74.403 $ 54.977.405 1 meter gauge. ]5*'i Section (Lafayette Centra] line to Congonhas . $ 989.675 )6* " 4.746.176 -r, , )San Paulo to Cachoeira" 5.461.223 Branches . ^^^^ p^^^^ ..." 2.317.163 Stations " 228.419 Eolling Stock " 150.581 Animals " 10.046 13.903.185 Total $68,880,587 The total cost, of the of 724.9^8 kilometers of 1 met. 60 gauge proves to be $ 54,977,405 equal to an average of $ 75.839 per kilometer ; and for the 393 ^53 kilometers of 1 meter gauge, an average of $ 35.300 per kilometer. Receipts and expenses. The general receipts for 1891, compared with those of the preceding year show the enormous increase of $ 2.263.345, — 279 — due to the increase in all traffics, especially of passengers, parcels, coffee and merchandize. The follo\ving figures give a comparison of the general receipts in the years fererred to. SOURCE. 1891. 1890. DIFFERENCE IN 1891. Increase. Decrease. 1 from traffic . Receipts/ " rents. . f " sundries Fines for infraction of contract Fines fr'ona employes . $ 8.808.492 20.846 6.431 2.063 $6,518,502 18.727 50.581 4.460 2.200 $ 2.289.989 2.118 $ 24.155 2.296 2.211 Increase $8,837,832 $ 6.574.470 $ 2.292.107 $28,792 ~~"$'T268.346 The workiag expenses amounted to $ 6.681.147, as show- in the following statement. SOURCE. 1891. 1890. ISCKEASE IN 1802. Administration Shops $ 71.842 42.593 2.289.339 162.893 2.234.581 1.879.899 $6,681,147 $ 64.275 30.821 1.505.584 133.409 1.538.840 1.741.581 $ 7.567 11.771 Traffic 793 755 Acoountants'Dept Locomotives Permanent way and buildings 29.489 695.740 118.318 $5,014,510 $ 1.676.640 The increase in working expenses of $ 1.676.640 shown in 1891 over 1890 is due, in the first place to the incor- poration by the Central Brazilian Railway with the branch from Cachoira to San Paulo, 23.1 kilometers long, to the great amount of cargo in the Central, Marittme and San Diego Stations, and to the extraordinary production of 280 coffee, fixe carriage of -vvhicli was delayed for want of rolling stock. The following statement shows the receipts, expenses, profits and the percentage of the cost of working as compared with the gross receipts, taken at intervals of five years since 1868, v/hea the line was inaugurated : Kilo- »/u OV TEir.S. meters open. EECEIPTS. EXPENSES. PROFITS. WOIIKING MXl'ENSKJ 1858 62 $ 165.044 $ 112.252 $ 52.792 68.01 1863 96 564.547 472.814 91.728 89.14 1868 203 1.399.627 685.608 854.118 44.98 1873 375 3.500.444 1.933.942 1.566.495 46.26 1878 622 5.472.301 3.035.874 2.436.426 42.87 1S83 723 6.332.011 3.581.966 2.760.054 56.36 1888 786 6.865.201 3.756.922 8.108.279 54.72 1891 1119 8.837.834 6.681.156 2.156.678 75.59 — 281 The foUowiny statement will give the number of each class of train run in the various sections and iDranches during the year 1891. C-'COO ro CD CO CO -tjl ■ (N CD CO COO I- o c- ■ • ■OVUJ OJUQ 1 I"'. CD CO ■*■* 6 o oo ts CO CD '900U0UJ/^ 1 I-* 1 1 1 TT tH 1 Tji Tii 1 CO 1-H -H -H 1-1 O O CD CO — O _i U5 CO ^^ O 05 iH CO ■H O i-( ■ • >5 ■ntuiQ nimg 1 t-- CQ 03 m •^ Til -* CO CN -i in (N CO 10 w ■^ fM 1-1 I-H T— I rH O 1^ CT lO -* ^ CD 10 ,_, CO (M r-l CO OC 10 CO ■ • •Moipag -ipo 1 1-^ — ^H tH -^ d oa (N -^ CO CO oa IN C- 03 01 lO ira CM ^ 00 com CO • • ■uoi^iag -^lo 1 OD CO o 1-4 coco t- t- d ~» o (N in i>- CO ^ Ol^Tfl incni in c-o L^ in CM . ■ ■miioag -iitf 1 00 t-l 03 ^H 1-1 CD ^CO oa — 10 T-H O 1-1 lO -^ <-! 01 t^ rH CO lO C0 03 O CO CO 00 1-- • ■ ■noiiMg -p-is 1 O -*H.-- -H 10 03 CO cj mm CO T— 1 l^ O 1.-- CO cc lO C3 CO (M rH r-i CO lo — ) rM o CO CO -f ■ ■ ■uonmg -pus 1 CO CO CO CM C- c s« C5 ^ ■— Bj ■e .2 r^ »: "^ t" . «^ fi 3 1- UT3-3 . ' c — 282 — The number of kilometers run by tbe trains and tlie daily average in 1890 and 1891 are as foUovs: 0ff0<0{73 T-OO eoinr- 00 •i3ni5i QOlrttMO CSi-i ^oco t-CQpHOJ ^•v 1 1 ojeo^-^ r^QO « •ojsjjamQ ■a t-X- §1 . SO-SJ •S'lm I 1 ^ 1 1 t coco 1 In 1 11 meo 1 1 en H W • BOtlVODfH ^ «« -^ «i-.i-t •02™rf '"'5' e-? CO 00 —,00 CO Q0-^G0I e»3 cs C5 t— -T-i- ■* r-cnirso C3— < t-OQCO 1 1 ITS 00* lACO t-' ■uoyiaog -iiig <33 00 1-1 " SS3S3S I>— 1 CO I— (OS CO •Sira ODOO W.>-^PC3 ■^ CO W QO r- L— (-ICM OOOC3 I r^-^-_-„-^- o-^ IC»-' •uoj)09g -lite u^-^C^ ?§S 000 ®IO T-iCS irtOCO (M ■S113I r-1 Ci (Ml> ICCOO ;ra QOCCSDlfSOO r-'oo* oi ■umto^s -ytf cs^i.-- , RS .-H 00000 oin irit--^ CO •S'liH irt 00 so -^ (MOO coi-^« O-^OTi^i-f cccs COOCi^ i^'^'^'oo^ <=s t^ C4 'UO}}03gf *p.(^ cncoo i-( OJCO OOCSifSM mr- C»Q0O 00 1 'saia cOinO'^O 00 C5CO -T< CliOOOiO ^.^. r---o_ 1 ew^'co'o'wa LQCTS Sft'l-t'l-H ■uoi)oag pug (ND-OirtCO CO ' (M tc Tf en r- 05 esco CD -J* CO QO t- t> i-H CD OS CN-7< oor- C3 r- ■SIIH "J* CD cot- CO OS anew tND-el •* ■«# lA 10 1> ;.T CO cm'qo* ■^c^w ■tiotioss ■in ^iSS^--"™ — CO 000 C^ .—4 :3) CO 05OT 12; 'r^ ' ' .' ' w'd- COOC •— (i-H H-l &..E. m05 . p « >^ 5- n 283 Lastly, the number of trains ran and the distance they have covered, is as follows : 1.60 METERS GAUGE. TRAINS. NUMBERS. KILOMETERS RUN. Passeng u Mixed . Goods . er interior 26.152 7.082 15.118 5 393 444.472 846.533 1.334.662 619.335 Special 11 passenger goods Total 1 METEB GAUGE. passenger 354 2.452- 56.551 55.250 196.607 3.396.858 Special Mixed . 38 3.546 1.159 255.740 Goods . Special goods Total 80 195 3.859 4.260 13.537 274.686 ROLLING STOCK. Ungines. The following is a detailed statement of the engines owned by the Central" Brazilian Railway on January 16th. 1892, NUMBER . E N aiNES. 1 Dl. CC 1 motor Im. gauge TOTAL- gillgO gaugo (lorilwrn) English, with 4 driving wheels . . . 4 1 3 s 11 II (5 11 "... 12 _ 2 14 American "4 " " . . . . 74 7 17 98 11 "6 " " . . . . 29 ' 6 35 11 "8 " "... 24 4 , 28 II a 10 '• " . . ■ 1 , J 1 Belgian, with tender, 4 driving wheels. . r — — 1 French, " " 6 « " . . 1 __ 1 English, " " 6 " " . . — 3 . — 3 u 11 11 4 " « 3 ^ — — 3 149 15 28 192 284 — Their coQclition was as follows : lm.60 gauge. In good condition . " "fair "... " " Undergoing general repairs « " " small. . . " « Eented 32 38 36 38 5 149 1 meter gauge. In good condition a « u fa^ij. a Undergoing general repairs " small. . . 1 8 2 4 16 1 meter guage (North), in good condition. "fair " ■ u u u u u u u u ) u u u u undergoing extensive repairs " small do. 12 7 7 2 28 Cakuiages and wagons. The number of these is 2482, as follows: VEHICLES. 1.69 gauge ] meter gauge NOKTN. TOTAL. American, for passengers and post office Various, for animals, and goods On fou;- wheels for passengers and post-office .... On four wheels for animals and goods 160 354 84 1457 12 41 6 47 27' 294 321 199 689 90 1504 2055 106 2482 - 285 - Haulage. The distance run by the engines in the year 1891 was 5.449.360 kilometers, divided as follows: Kilometers Kilometers 1.60 Grange. For traffic . , , 4.222.886 u « the line . " traffic . • 162.536 4.386.422 1.00 279.817 u u " the line. (North). From June 58.158 337.975 u to Dec'r 1891, u u For traffic . , 717.841 u X " the line. • • 7.112 724.953 5.449.350 The Central Brazilian Railway is not only important of account of the great benefits it confers on the district in serves; it has also become the great artery for a great system of railway lines converging from right and lett towards its own, and which make it what the law of 1852 intended it to be, viz, the great factor in the development of the States of Rio de Janeiro, Minas Geraes, aad San Paulo. Santos Jundiahy Railway.— This railway starts from the port of Santos in the State of San Paulo al Sud and terminates in Jundiahy in the same State; it is 139 kilometers long and the concession for it was granted by decree dated April 26th 1856. Its gauge is 1 met. 60 and up to the year 1874 it received the guaranteed interest of 7 »/o> since when . it haa not availed itself of it, because its takings exceeded that limit: the half of any excess over 8''/o has been repaid to the State. — 286 — Up to 1874 the State had paid in guarantees the sum of $ 2.ol2;614, and the part of the profits returned to it up to the end of 1887 was $ 2.731.119. This splendid result clearly shows the foresight with which the concession of April 26th 1856 was granted. The Company organized under this concession was called the "San Paulo Eailway Company Limited" and obtained legal residence in Brazil on June 1st 1860. On November 24th of the same year the works were commenced and on the 16th February 1867 the whole length of 139 kilometers was opened to public service. The following statement shows the financial working from the commencement- YEARS. LENGTH WORKED KILOMETERS. PROFIT. PERSENTA6E OP EXPENSES ON PBCEIPTS. 1869. . . . 139 1872. . . . 139 1877. . . . 139 1882. . . . 139 1887. . . . 139 1891 (9 months). 139 671.024; 1.083.673: 1.797.662: 2.953.943 1. 3.459.167 1 165 470 532.661 551.981 026.786 596.682 3.360.985 2.591.91] 505.554 551.011 .245.681 ,927.156 ,863.485 769.073 24 3/4 49 30 3/4 34 3/4 46 1/8 77- 1/10 A mere glance at this statement will explain the financial position of this Eailway, which would be even more prosperous were it not that in one part haulage is effected by means of cables and fixed engines. In this section, besides the high cost of the first installation, the working expenses are very considerable;— notwithstanding this, the returns are encouraging. In the three first quarters of 1891, for which we have data, 670.794 passengers (including 88.056 immigrants who travelled free) and 343.627 tons of merchandise were carried. The 'profits from traffic were at the rate of 7.71 "/o on the capital invested in the line. — 287 - This return, on account of the extraordinary increase in production, might have been much greater were it not for the serious inconveniences attending loading and unloading in the port of Santos, which gave rise to a real crisis in transport which still exists, although it has been energetically combatted. It is therefore to be hoped that with the measures taken by the Finance Minister with respect to a night service in the intervals between the storms, the effects of this crisis may be overcome, until such time as a more radical means be found for completely doing away with the evil. During the first three quarters of 1891, there were 40 engines working on the line, these ran a distance of 1.764.065 kilometers, consuming 15.677.234 kilogrammes of coal. The railway, starting fron its maritime port, Santos, reaches the foot of the Cubatao mountain range without great difficulty and with easy curves. To mount the range, the Company preferred the solution of inclined planes with gradients of 3 to 3 1/2 per cent, which, at the time that the line was surveyed, still] frightened the majority of the engineers. This idea, unfortunately, being approved, the Eailway ascends the mountain by means of four cable sections 8 kilometers in length and with a difference in level of 778 meters between the beginning of the first plane and the conclusion of the last. The first plane has : 1824 meters with gradient of 10 1/4 "/o 81 " " " " Om 076 1905 meters In this- length there are 1275 meters of straight line and 630 meters of curved, with radii of 804 meters. — 288 — The second plane has : 1271 meters with gradient of 10 i/g "/o 421 " " " " 10.46 " 82 " " " " Om.0.76 1774 meters In this there are 1095 meters of straight line, 456 meters in om-yes of 603 meters radius and 223 meters in curves of 1206 meters radius. The third plane has 254 meters with gradient of 11 "/o 1748 " " " " 10.28 o/o 83 " " " " Om.0.76 2085 meters In this length, three are 527 meters of straight line, 715 meters in curves of 1206 meters radius, 288 meters in curves if- 804 meters radius, and 556 meters in curves of 603 meters radius. The fourth plane has: 1010 meters with gradient of 10.28 "/o 44 " " " " 5.1/2 »/" 182 " level 2286 meters There there are 629 meters of straight line and 16 JO meters of curved, with radii that vary between 1609 and 603 meters. In the passage from one section to another and at the summit ot the last, a fixed machine, of 150 nominal horse power, with cylinders of 660 milimeters diameter and — 289 — pistons of 1520 millirasters stroke, move the cables by which one train is raised and the other lowered. As the line is of single track, the crossing of the two trains is effected on a piece of double track in the middle of the section. The cables are of steel, of 42 wires, of 34 milimeters diameter, and work at a tenth part of their trial load. The danger of this method of haulage has. rendered the following precautionary measuras necessary: 1. Any cables which, in a length of 915 milimeters, have three broken wires, are withdrawn from service, 2. Piacer brakes which securely grip the rails in case of necesity; 3. Electric connection which always allows the guard to communicate with the driver of the fixed engine. For important works of art, there are sustaining walls and a large viaduct in the inclined plane section, and a tunnel, 501 meters long, in the section where ordinary traction is used, The viaduct, the most important work on the v/hole line, is 215 meters 25 milimeters long and 49 meters high; there are ten bridges ef 20 meter spans, and one of 137 ^"/^^ meters, and are placed on a curve of 603 meters radius with a gradient of 10.28 "/o- They are built of iron, except for the abutments and pillar bases which are of mosonry. Paulista Railway. This is a prolongation of the foregoing arid belongs to another Company, the primitive Company which obtained the concession, having renounced the right to make the extension. Its gauge is also 1 meter 60. La Company formed for the construction and working of this prolongation, under the name of the "Companhia Paulista da Estrada de ferro de Jundiahy a' Campinas" was jegally recognized by a decree dated March 28tii 1888 — 290 — From the old province of San Paulo it obtained a guarantee of 7 "/o for a term of 30 years; but shortly afterwards renounced it and repaid to the Treasury of that State the sums it had received. The Company has extended its line to Rio Ckro and has become owner of the Mogy-Guassu and Descalvados branches ; in 1888 its capital amounted to $ 10.845.516. The length of the Goaipany's lines is 242 kilometers, all open to traffic. The line possesses no notable works of art, and its technical features are shown in the general statement which will be given at the end of this sketch. As regards direction, and district tiaversed, the line is well situated, as the following statement ol working results will show. YEAED. LENGTH OF LINE WORKED. RECEIPTS. E.XPENSES. PROFITS. »/„ OP EXPENSES ON KECEIPTS. 1872 . . . 1877 . . . 1882 . . . 1887 . . . klms, 44 135 225 242 S 168.728 832.057 1.561.976 3.534.632 S 101.005 301.992 498.022 681.524 $ 67.723 530.065 1.063.954 803.108 60 °/„ 361/3 " 32 43 In 1887 this line carried 248.081 passengers and 143.781 tons of goods. Its profits have exceeded 8 "/o on the Company's capital. MoGYANA EArLWAY. The concession for one part of the lines belonging to the "Companhia da Estrada da Ferro Mogyana", whose legal existence was recognized by decree dated November 13'" 1S72, was granted by the Province of San Paulo and for the other part by the National Government. The first part from Campinas, (where it joins with the Paulista Railway) to Casa Branca, 173 kilometers long, with a branch from Jaguary to Amparo, 31 kilometers — 291 — long, were granted by the Saa Paulo Government with a guarantee of 7 "/o on a capital of $2,784,600. The section from Casa Branca to Ribeirao Preto, 143 kilometers in length, and the branch from Mogy-Mirim to Penha, 21 kilometers in length, were built without any guarantee or subvention on the part of the public powers. The whole system is of one meter gauge, and the results obtained from Campinas to Eibeirao Preto and from the Amparo and Peaha branches have been excellent. This line is divided into two parts which are distract from each other, both on account of the difference in the dates of construction, and in the progress made in the districts traversed. The first and older part (from Campinas to Eiberao Preto is already in a state of prosperity and in 1887 the profit from the traffic was almost 15 "/o of the cost per kilometer. The second part, the extension from Eiberao Preto to Jaguara, with a guarantee by the National G-overnment of 6 "/o on a capital of $ 3.360.007, is only of very recent construction, but is situated in a district in which, although very fertile, everything has yet to be done, and will therefore require some years before it can find itself in a prosperous condition. Having only just commenced working, this second part only returned 1 "/o profit in 1889, but it has a sure future as the whole district is prodigiously fertile, and agriculture is developing very remarkably. It should be added that this railway has been very economically constructed and is judiciously worked, a creditable fact to its administration and staff, who are ail natives of the country. This second part of the line, from Riberao Preto to Jaguara, is- 193 kilometers long, and, as said before, receives a guarantee of 6 "/o from the National Government, as does also the branch frem Cascavel to Pasos de Caldas — 292 — whicli is 77 kilomeiers long. On account of the large amount of earth to be moved and the works of art necessary, the cost of this branch amounted to $ 17.745 per kilometer; the line from Casa Branca to Eibeirao Preto cost i| 13.377 per kilometer and from thence to Rio Grande or Jaguara $ 17.128 per kilometer. Tha Mogyana Company obtained fr(;m the Provinciaj Government of Minas Geraes the concession to extend its rails from the Rio Grande to the Paranahyba with a guarantee on the capital employed, to a maximum of $ 16.380 per kilometer. The line, penetrating into the State of Goyaz, will go as far as Catalan. The capital required for the construction of the first section to the city of Uberaba was subscribed among the shareholders of the Company, and the demand for shares was such that they were distributed pro rata. This section is 102 kilometers long. Ths total length of line open to traffic is 740 kilometers, distributed as follows: CrtiTipinsts to Casa Branca . . . 173 kil'. Constructed with a guar- antee of 7 »/o from the Province of San Paulo. Cii-H, Branca to Riberao Preto. . 143 " Unguaranteed. Rilierao Preto to Rio Grande (Ya- giiara) 193 " With a guarantfieofeo/o from tlie National Govern- ment. Ell Grande to Uberaba . . . , 102 " With a guarantee of 6 "/o from theProvince of Minas Geraes. Branch from Jaguary to Amparo. 31 " With a gnarantee of 7 % from the Province of San Paulo. " " Mogy-Mirim to Penha 21 " Unguaranteed. ■' " Oascabel toPasos dos fVldos 77 " With a guarantee of Go/o from the National Govern- ment. Total 740 kil'' — 293 — During the years 1872 to 1878 the Province of San Paulo paid the Mogyana Company as guarantees the sum of $ 234.835, but the Company has already returned to the Treasury of the Province the whole of the amount so paid: the last payment was made on May 3'''* 1886 since when the Campinas to Casa Branca line and Jaguary to Amparo branch have ceased to figure among the guaranteed lines. In the Eibeirao to Jaguara section and Caldas branch of the Mogyana Company's lines, the profits are still small, and the following comparative statement Nxill show the results of working from 1837 up to and including the first three quarters of 1891. YEAll. RKCEIPTS. E-XPENSES. PROFITS. 1887 1888 1889 1890 1891 (9 months) . $ 191 696 296.876 332.213 320.693 297.980 $ 180.039 257.575 292.159 316.909 266.726 11.557 39.301 40.054 3.784 31.254 The traffic returns of the line from Jaguara to Catalan, since its opening to Uberaba, which took place on the 25"^ April 1889, were as follows: In 1889 there was a profit of $ 24.641, in 1890 of $ 19.935^ but in the first six months of 1891 there was a deficit of $ 21.687, but it is presumed that after the accounts for the second half of the j'ear are made up, the deficit will be greatly reduced. By a decree dated 23'^'* February 1891 the surveys of the extension of 137 kilometers onwards from Uberaba were approved with some modifications, the estimated cost being $ 1.822.488, or $ 13.303 per kilometer. — 294 — The teclinical features of this section are as follows : Minimum radius 100.10 met. Maximum gradient 0.033 " Length in tangents 191 kil: 548 " " " curves 35 " 452 " " " " of minimum radins . 13 « 966 " " on the level 27.00 "/» " " slopes 35.50 " " " counter-slopes .... 37.50 " Movement of earth 146.000 cubic meters. This section contains the following works of art: two twenty -meter bridges; 111 culverts, 6 stations and 6 water deposits, and the works were inaugurated on June 17*"^ 1891. By a decree dated 17**^ October 1891 the plans of a further 63 kilometers were approved, the estimated average cost per kilometer being $ 14162. The technical features of this section are as follows : Minimum radius 100.10 met. Maximum gradient . 030 " Length ia tangents 42 kms. 339 " " " curves 20 " 661 " " " " of minimum radius. 6 " 278 " " on the level 19 % " " slopes 39 »/o " " counter slopes 42 "/o Amount of earth moved. ...... 283 . 000 cubic metres. Buildings iind works of art: one bridge of 40 meters; 4 retaining walls; 116 culverts; 3 stations, 3 water-tanks and 11 gang houses. From the preliminary and final surveys the length of — 295 — the extension from Uberaba to Calan may be estimated as 390 kilometers; so that the direct line from Campinas in the State of San Paulo to Catalan in that of Goyaz, will be 1001 kilometers long. Of all the Brazilian Railways, this! important line has best served the interests of the country. Rio Claeo San Paulo Railway. This is a prolongation of the Paulista line of which we have already spoken. It commences at Rio Claro and 67 kilometers from there splits into two branches; one of 70 kilometers 225 meters which terminates in Araraguara, and the other of 137 kilomelers 392 meters, which runs io Jahii, both in the Province of San Paulo: this gives a total length of 264 kilometers, all of one meter gauge. The State granted the concession by decree dated 4* October 1880, without any guarantee or subvention. The Company is called "Rio Claro". The construction works were commenced on the 15* October 1881 and on the 2"^ of May 1883 the first section of 77 kilometers was handed over to traffic. In 1887 the whole line was opened. The capital of the Company is about $ 2 800.000, but the line and its equipment only cost $5,606,000 more or less- By means of authority conferred by a decree dated 31^* September 1889, the line was transferred to a new Companj' called the Rio Claro San Paulo Railway Company Limited, which at once took over the direction of the line. The. length of line open to traffic on January 1^' 1890 was as follows: Main line .... 127 klm. 225 m. Branch to Jahii . . 137 " 392 " Total. . . 264 klm. 617 m. — 296 — The flaancial results ot this line in 1839 were: general receipts $ 621.954; expenses of administration, traffic, acoountaatcy, traction ani permanent way $ 228.670; the profits were $ 393 284 or 14 "/<> on. the capital invested in the line. Railways of the Leopoldina Company. "The system of railways belonging to this Company is the most extensive of any in Brazil, and comprises both lines conceded direct to the Company and others bought from other Companies, as also the Cantagallo line purchased from the Provincial Government of de Eio Janeiro. The primitive concession of the Company was granted on the 27"' March 1872, and the concession for the Cantagallo line bears date August 23'^'* 1856: this later in the most interesting portion on account of its technical features: it gaug3 is 1.10 metersi the other lines of the Company being of 1 meter gauge." "The Cantagallo line is noticeable as being composed of very pronounced gradients and sharp curves: it was equipped and worked for a long time with Fell engines, but ordinary .system of traction is now used, powerful engines, constructed in tha shops oj the Baldwin Locomotive Works, Piladelphia U. S. A. being employed." "In the general statement, to be given at the end of this sketch,, the technical features of this special section will be shown, and we will only give liere a few figures respecting the simple adhesion engines now used and which are cheaper and give a better return than the Fell engines formerly employed." The most modern of these simple adhesion engines for the section of stiff gradients and curves of small radius (8.3 per 100 tlie former and 40 meters the latter) is an engine v/ith tender, with three coupled axles, cylinders of — 297 — 18" diameter and 20" stroke (0.457x0.508); the wheel base is 8'3" (2 514) and their diameter 39" (0.991); the outer pairs of wheels havfe a flanged tyre, and the inner pair a tyre of 5 1/2" (0.140) without tyre. The total weight of the engines when ready for the road is 88.000 lbs. (39.865 kilogrammes, and they are capable of hauling a train of 40 tons at a speed of 14 kilometers per hour". "The Leopoldina Company's system works very important districts in the States of Eio Janeiro, Minas Geraes, and Espiritu Santo.— On the 1^' of January 1890 it had 1180 kilometers 855 meters open to traffic; of these 417 kil: 0.39 met. are in the State of E,io de Janeiro and 763 kil: 816 met: are in that of Minas Geraes. Biver system. — 1.10 met. gauge. Kil.mts. Central line. Nictheroy to Macaco .... 178.426 Macahe branch. Porto das Caixas to Macahe. 146.513 ""324.939 1 met. gauge. Sumidouro branch 92 . 100 Total 417.039 Minas Geraes system. — 1 met. gauge. Kil.mts. Central line. Puerto Nuevo de Cimha to Saude. 368.927 Pirapetinga branch. Volta Grande to Pirapetinga . 31 . 032 Alto Muriahe do. Eecrea to Santa Lucia de Carangola 149.347 Leopoldina do. Vista Alegre to Leopoldina. . 12.284 Serraria do. Serraria to Sigacao 150.416 San Paulo sub-do. Patrocinio to San Paulo do Miiriahe 17.733 Pomba do. Guarany to Pomba 27.196 — 298 — E,io Novo do. Furtado de Campos to the Eio Novo 6.881 Total 763.816 General total _1180.j55 Up to tlie 1^'- January 1890 the capital employed was $ 32.628.927, the average cost per kilometer being $ 27.631. The Company's capital at the same date was $ 27:300.000 divided into 25.000 shares of L20 each, 68.000 being preference and 182.000 ordinary. Of this capital, $ 8.294.073 enjoy a guarantee of 7 "/o per annum, granted by the State of Minas Geraes for the following sections : San Gerardo to Saude. Sigacao to Serraria. Guaranhy to Pamba. Tombos to Santa Lucia do Carangola. The said State subventioned also, at the rate of f 4914 per kilometer, the construction of the following sections: Puerto Nuevo to Cataguazes. Vuelta Grande to Pirapetinga. Eecreo to Tombos. Vista Alegre to Leopoldina. The gross receipts of all the lines during 1889 amounted to $2,582,514, the working expenses being $1,941,450: the profits were $641,064 oa 1.96 "/o- By decree dated 6"^ September 1890 the transfer to the Leopoldina Company w^as authorized of the concessions for the Carangola and Baron de Araruama Railways. The first named line is of the meter guage and has 223 kilometers open to traffic, viz:, 164 kilometers in the main line, 21 kilometers in the Itapemirim branch, and 38 kilometers in the Patrocinio branch. It has a guarantee of 7 "/o on a capital of $ 3:276.000. The Baron da Araruama Railway — 299 — has 27 kilometers open to service and 66 '/a kilometers under construction, and has been granted a guarantee of 6 o/o °^ ^ fixed price of $ 16.380 per kilometer. Its gauge is 0.65 meter, it starts from Triumpho and should communicate in Macaco with the Leopoldina Railway. The length of 27 kilometers between Triumpho and Ventanua was inaugurated on August 17*'^ 1891; so that at that date the Leopoldina Company had 1.430 kilometers 856 meters of line opened to public service. The newer lines worked by the Leopoldina Company in the State of Minas Geraes run through districts of great fertility although little advanced; at present they absorb a great part of the profits earned by the old lines, but' this is a state of things that will pass away, because the industrial and commercial development afforded to these districts, so full of life in themselves, by the facilities of communication and immigration, will in a short time free the older lines from the assistance which at present thejr have to afford the newer ones, and, like the lines in the State of San Paulo, their profits will become highly remunerative. This railway system has an undeniable future, and it will not be long before facts justify its importance. Recipe and Palmabes Railway. — This line, which is situated in the Province of Pernambuco, was authorized on August 7*'^ 1852 and is the property of The Recife and San Francisco Railway C". L"''^. formed in London, and legally registered by the decree of October IS'*" 1858. It has a guarantee of 7 »/o on $ 5:823.003, and of 5 "/o on $ 2:351.071. The construction was begun on September 7* 1855 and on February 8"* 1858 the first section of 32 kilometers was opened to traffic; followed by the second of 26 kilometers on December 3'''* 1860, the third of 38 kilometers 300 in 1862, and the fourth of 29 kilometers in November of the same year. The line has thus a total length of 125 kilometers open to traffic throughout; it is of 1.60 meter gauge, with curves of 400 meters minimum radius and maximum grades of 1 74 "/f, the rails used on the line weigh 37.190 and 39.670 kilograms per lineal meter- The increases in the general receipts of the line have been materially reduced by the losses entailed through the depreciation in the currency being charged to working expenses. The following statement will show the general returns from the year 1887 to 1891 inclusive: YEAE. BECEIPTS. $ EXPENSES. PROFIT. 1887 1888 1889 1890 1891 643.133.58 680.812,86 554.850,66 561.713,88 706.442,10 400.125,18 314.769,00 310.859,64 326.846,52 481.697,58 243.008,40 366.043.86 243.991.02 234.867,36 224.744,52 The traffic in this last year (1891) was transported by 6245 trains which rnn 381.777 kilometers and carried 403.263 passengers, 1280 tons of luggage and parcels, 130.782 tons of merchandise and 6332 animals. The net profit on the total capital of $ 9.073,359 (representing th® cost of the line including soiling stock) was 2.47 »/o. Macahe and Campos Railway. — This line was authorized by the Province of E,io Janeiro on February 3.'^'* 1870 and the Company's existence was legally recognized by the decree of October 18. "^ 1871. The construction was begun in March 1872 and on June 13."' 1876 the whole distance from Macahe to Campos, 96 kilometers, was opened to traffic. This Company also acquired later on the line from San Fidelis to Santo Antonio de Padua 93 kilometers — 301 — but this is divided from the Macahe Campos liae by the Campos-Fidelis line belonging to another Company. The two lines mentioned have a total length of 189 kilometers open to traffic, the section from Macahe to Campos being of 0.95 met. gauge and the section to Piidua of one meter The average cost of the two lines, including rolling stoclc, is calculated at $ 52.509 per kilometer; this high figure is due to the numerous bridges and long embankments that it has been necessary to construct in order to cross the low lands subject to .floods for a great distance along the Ma.cahe- Campos line. The Company also works the steam navigation between Macahe and E,io Janeiro, but as this business does not form part of the work on which we are engaged, v.e shall only deal with the railway transactions. In 1887 the gross receipts of the lines were $ 640.131, the working expenses $ 348030, leaving a net profit of $ 801101, equal to 3 "/„ on the gross capital of the hne. The Peincipe uel Gban PabI Railway. This is the old Maua line, the oldest of the Brazilian railways, increased by the section ascending the Petropolis mountain and its extension. The Company formed for the purchase of the Maua line and to make the new constructions was legally recognised by the decree of May 31^' 1881. The old line from Maua to the foot of the Petropolis mountain, 16 kilometers long, was of 1.68 meter, gauge but the new Company have reduced this to 1 meter, the gauge adopted for the new section and extension. The line has a total length of 92 kilometers open to traffic since 1887. The only part of the line of importance on account of its engineering difficulties is the mountain section where the Eiggenbach system is employed. Iii this section, which — 302 — is 6028 meters long, there is a difference in level of 841 meters; the gradient is 15 "/o and the minimum curve radius is 150 meters; the rack rail weighs 50 kilogrammes per meter and the ordinary rails 20 kilogrammes. The Eiiggenhach engines have 1.06 m. driving ■wheel?, cylinders of 600 milimeters stroke, and- boiler heating surface of 66 square meters. Newer and more powerful locomotives have been since constructed for thisl Eailway by the Baldwin Locomotive "Works of Philadelphia, U. S. A. Tn this rack section, there are some very important. works of art, notably large sustaining walls and a viaduct 60 meters long and 24 high. The whole line of 92 kilometers is handed over to traffic: in 1887 it carried 101.199 passengers and 34.263 tons of goods. The receipts were $460,619 and expenses $ 285.849, which gives a profit of $ $ 174.770 or a little more than 5 "/o on the cost of the line, including rolling stock, stations, etc: "Western Minas Eailway. The concession for this was granted by the province of Minas Geraes by a contract dated 30* April 1873. The Company owning it is called the "Companhia da Estrada de Ferro do Oeste" and was legally recognized by decree dated July 20* 1878. The line joins the Central Brazilian Eailway at the Sitio station, beyond the mouth of the Mantiqueira range; and runs towards the city of .San Juan del Eey and to Oliveira, and from the Mourao station a branch runs to Lavras de Famil, all in the State of Minas Geraes. There zhould now be 377 kilometers in working, which have been constructed of 0.76 m. gauge, this being the first case in Brazil in which snch a narrow gauge has been used for so long distances. All the rolling stock employed is American; the line has numerous though small works — 303 of art; the rails used are VignoUes section of 17 kilogrammes per lineal meter, aad the engineering I'eatures of some of its sections are the following : Extension from San Jodo cV El Eei to Obiveim Total length 178 klms. Length in curves . " on the straight . " " slopes. " " counter- slopes " " the level. . Minimum, curve radius . Maximum gradient . 77.500 " 94.500 " 38.000 " 22.000 " 117.000 " 75 m. 2 o/o 45 o/o 55 " 19 ' 13 " 68 " Branch to Lovras (Bio Grande.) Total length . Length in curves " on the straight. " " slopes ^" " counter-slopes " " the level. . 48 klms. 18 " 30 " 2 " 16 " 30 " 75 m. 37.5 62.5 4.5 33 62.5 u Minimum curve radius Maximum gradient 1.5 " The average cost of these lines was $ 7.500 per kilometer, and on the first part (Sitio de San Joao d'El Eei) the Company was granted a subvention of $ 4914 kilometers for the expenses of construction and primary installation; the extension from S. Joao d'El E,ei to Oliveira and its prolongation and the branch to Lavras have a guarantee of 7 o/o, all of which have been granted by the Minas Crovernment. The adoption by the "Western Minas Eailway Company of the 0.76 m. gauge proves to be the most rational solution — 304 — for districts "which, on account of their scanty population and the embryo state of their commerce, cannot at first give greater returns; under these conditions, a railway of one meter gauge, costing on the average $ 15.000 to $ 18.000 per kiloineter, would be a l&ng time without earning amything proportionate to the capital invested, while the line of which we are treating has already produced, in the year 1887, 5.33 "/o on its capital. The curves, as we have observed, come down to 72 meters radius, and the m.aximum gradients are 2 "/„. The engines are of two driving axles with a weight of 5.200 kilogrammes on each, and leading wheels with 3.200 kilos weight, the cylinders are 250 millimeters in diameter with 400 millimeters stroke; the total weight, when ready for the road, is 13.600 kilogrammes; and the tender holds 3400 litres of water. As we have said, the vehicles are all of the Americau (bogie) type, which allows of greater space being given to the bodies, and more advantageously establishes the relation of capacity to dead weight. In 1887 this line had 218 kilometers opened to trafdc, it carried 22,778 passaagers and 14.516 tons of goods, the gross receipts were $ 168.368 and working expenses $ 71.153 giving a net profit of $87,215, equal to, as above said, 6.33 "/o on $1,635,000, the estimated cost of. the 218 kilometers, including rollingstock. By decree dated October 16"' 1890, the Western of Mina? Company was granted a concession to extend its line from the Perdoes station, on the one side towards the city of Catalao in the State of Goyaz and on the other sido towards the most convenient point between the Comercio and Barra Mausa stations on the Central Brazilian Railway, in the State of Rio de Janeiro: the Company also had the option of constructing the line to Catalao in such a manner that, — 305 — passing through Araxa, or its vicinity, it should form a junction with the Mogyana Railway. Besides the conoessioa of fiscal lauds to the Compauy in the neighborhood of the line and other favors, the above mentioned decree granted a guarantee of 6 "/o per annum for 30 years on a maximum price of $ 16380 per kilometer of line equipped and ready for handing over to public service. The Western Minas Company's lines and its extensions were declared of pnblic interest, the Federal Government assuming the responsibilities entered into by the Minas G-eraes Government. Important railways which have not yet passed through THEIR critical PERIOD. Having detailed the Brazilian Railways, which are already in a prosperous condition, let us now consider those important lines which do not as yet give a return in proportion to the capita! invested. This part of our task would be very painful, had we not the most imbouuded faith in the future of these Companies, whose destiny it is to carry the innumerable products of a soi^ which has been extraordinarily favored by nature. They must all pass through their first period, a difficult one for nearly all the railway lines of the new world, which are not going to supply the necessities of an already developed life, but which are going to create it, fulfilling the mission of civilization emtrusted to them as agents of progress in modern life. "We will begin with the State lines, concluding 'with those belonging to private Companies, but will only, in both cases, treat of the more important. Batbrite Ratlwav. This Railway is in the State of Ceara; it was constructed by a private Company, but was — 306 — redeemed by the National Government, under whose auspices the Hne has had a relatively important development. A sentiment of humanity gave rise to the acquisition of this line by the State : in 1878 the old Province of Ceara passed through a terrible period, this beautiful district being harassed with a frightful drought; the populace were abandonning it or were uniting together around the capital where the aid sent by Government, with a care that did them honor, could the sooner arrive; the productions of the province had become exhausted and tillage was impossible for want of water. In this state of things, the Government endeavored to maintain in the starving population the habit and feeling of work, inducing them to look on the aid so prodigally given, not as alms, but as compensation for lost labor. The Baturite line had not then more than 40 1/2 kilometers open to traffic and was in very precarious circumstances. The Government redeemed the concession and ordered that the line be extended for its own account. The works were actively pushed on, and in them a great part of the population found a means of subsisteace. In 1881 the main line from Tortaleza to Baturite and the branches from Alfandega and Maracamahu to Maraugiiape were 109 kilometers 482 meters long; from that date to December 31^* 1890 only 45 kilometers 440 meters were built, but, the works being accellerated. the line had on January l^t 1892 197 kilometers 631 meters open to public service, divided has follows : Main line— Fortaleza— Baturite— Quixada 157 km. 489m. 60 Marauguape Branch 7 " 141m. 40 Alfandega 2 " 900m. The liae from Quixada to Quixeramobim is being — 307 — constructed, and crosses the granite ridges surrounding the first named city, which is situated on the bank of the river Satia, an affluent of the Banahuihii; it passes between the Urucu and Negra ranges and follows a great plain between the Sipo and Cachoeira ranges towards the city of Quixeramobim, situated on the bank of the river of the same name. The financial results of this line for the five years from 1887 to 1891 were has follows: YEARS. HECEIPTS. EXPENSES. PHOFIT OR LOSS. 1887 1888 1889 1890 1891 $ 176.467 $ 160.479 $ 15.988 The receipts from this line barely cover the w^orking expenses; it is true that the State, on undertaking its construction, did not do so vt'ith views of immediate profit, but with the charitable idea of aiding a people who were harassed by the horrors of an unprecedented drought, but in the future this will be fully repaid, and the State will be fully reimbursed for the sacrifices it has made in this district. The line is of one meter gauge, with gradients of up to 1.8 "/o, curves of 120 meters radius, and rails weighing 22 1/2 kilogrammes per lineal meter. CoMociM, SoBEAL AND YpiJ Eailway. This Railway was constructed by the National Government in the State of Ceara under the difficult conditions already spoken of as existing in the case of the Baturite Railway. Its construction — 308 — has beea effected in two large sections, one from the port of Comociin to the city of Sobral and the second from Sobral to Ypii. The works were commenced on tlie 14*'^ September 1878, and on December SI"' 1882. the line as for as Sobral was inaugurated. The principal works entailed in this section by the preparation of the road-bed were as follows: Amount of earth moved 615.158 cub. met: " " loose stone 64.915 " " " " rock moved 28.565 " " Various brickwork 15.718 " " Stonework 695 « " The line from Comocion to Sobral is 128 kilometers 920 meters long, divided as follows : Comccim to Granja 24 km. 425 m. Granja " Angico 19 " 355 " Angico " Pilombeiras 35 " 353 " Pitombeiras " Massape 27 " 187 " Massape " Sobral ...... 22 " 600 " 128 km. 920 m. The cost of the line was $1,914,705 or $ 14.842 per kilometer. The engineering features of this section are the following: Gauge 1 m.OO Maximum gradient . 018 m. p. met: Minimum curve radius ' 181 m. 030 — 300 — Perceatage of straight line . ^ . . 56.347 "/« " " curves 43.653 " " " level line 29.852 " " " line on slopes .... 39.976 " " " " " counter slopes . 32.172 " "Width of the road bed in cuttings ... 4 meters. " " " " " on banks ... 3 met: 600. liails ("weight per lineal meter) . . . 22 kil. 500 grms. Sleepers . Im.80x0m.l8x0m.l3 Bridges of from 10m. to llOm 10 Small bridges, 2 to 6 meters 64 Closed culverts of less than 2 met: 125 Open « « « « 2 " 56 The number of buildings, including stations, stores, offices, and dwelling houses is 68. The rolling stock is composed of: Engines 5 1.^* class passenger coaches 2 1.^* and 2.""^ clasE passenger coaches (bogie) ... 2 2_nd II U U ... 7 Luggage vans 2 Boxcars 16 " (bogie) 2 Cattle trucks 4 "Wagons with tarpaulin covering and open (bogie). . 13 The line is worked at a loss, the receipts in the years 1881 to 1891 inclusive being $ 394.686 and ejcpeases $ 714.938, so that for the eleven years a loss of $ 320.352 is shown for the section from Comocim to Sobral. — 310 — The works for the extension of the line from Sobral to Ypii were eommenced on the 24*'' January 1889, the length of line between these two points being 87 kilometers 640 meters, with the following teehnical features: Maximum gradient Om.018 p. met: Minimum curve radius 181m.03 " straight stretch 50.75 met: " level 200.00 " Length of level line 46 . 81 "/o '' curved 82.24 o/o u The works of art projected consist of 12 bridges, 10 of less than ten meters, and 202 culverts. The estimated movement of earth is the following: 70 "/o in earth 459.697 cub. met. 20 " " loose stone 131.342 " « 10 " " rock 65.671 " " Total. . . . 656.710 cub. met. The cost of the 87 kilometers 640 meters comprising the extension has been estimated at $ 1.345.835 equal to $ 15.293 per kilometer. On the 1^* January 1892 the road-bed of this second part of the line was already prepared for laying the rails, so that at the present time the construction of the line to Ypii ought to be finished : the length of the whole line from the port of Comocim to that place will be 46 kilometers 560 meters. SoUTHEBN Pernambtico Eailwat. This railway also belongs to the State : it starts from Palmares and forms an extension — 311 — to the River San Francisco of the line of 1 m. 60 gauge belonging to the, Recife and San Francisco Railway Company Limited. On the 1st January 1892 the part constructed and open to public service of this Railway amounted to 146 kilometers 420 meters, the works having been inaugurated on 24*'* December 1876. Its gauge is one meter, the maximum gradients are 18 "/oo, the minimum curve radius is 150 meters, and the weight of the rails 25 kilogrammes per lineal meter. The surveys of the extension of 500 kilometers to the River San Francisco have been approved and are ready for the works to be commenced. The line between San Francisco and Palmares will be 646 kilometers long and to the port of Recife 771 kilometers. The 146 klm. 450 met. already constructed are worked at a loss. The center of the State of Pernambuco may be said to be still virgin soil, and as the mission of these railways is to attract population and foment industry and commerce, it would not be reasonable to expect profits of any kind in their early days; loss has of necessity to be incurred ; seeming loss, however, which the State "will make up for by the increased income which will be produced by the handing over to work and civilization of districts which are bounding with life, and which, up the presenti have not contributed to the State's general receipts. Under such conditions as thes'e it is only the Public Powers who can initiate and carry out works, the realization of which is really of National interest, or by means of subventions or guarantees of a minimum rate of interest, can encourage the investment of private capital in undertakings of this nature. In 1891 the gross receipts of this line were $ 125602 and the working expenses $ 315.588. — 312 — Pkolongation op the BAHtA Railway. This line belongs to the State and, forming an extension of the line between Bahia and Alagonhas, paaetrates into the interior of the State of Bahia ia the direction of Joazeiro, situated on the right bank of the River San Francisco. Its gauge is one meter and its technical features comprise maximum gradients of 18 "/oo, minimum curve radii of 153 meters, and its rails weigh 22 1/2 kilogrammes per lineal meter. Its construction was commenced on the 25* October 1877; on the 18*'^ November 1880 the first section, 111 kilometers long, was opened; on the G'** February 1886 there were 227 kilometers 959 meters open to public service, and at the end of 1888. 321 kilometers 996 meters. The construction of the remaining 131 kilometers 600 meters to Joazeiro has beea continued, and ia 1891 was well advanced, so that it should be now completed and open to traffic. The length of the line from Bahia should be therefore 453 kilometers 596 meters. This railv.'ay is also worked at a loss; in 1891 the gi-oss receipts "were $ 168.507 and the working expenses $ 399.792. In order to understand the idea governing the construction of this railway and the preceding one, it is necessary to know the configuration of the country and the ordinary means of transport in each district giving communication between the coast and the interior. Brazil has bean repeatedly compared to a large ham in shape. This comparison is by no means inopportune, as will be at once observed on looking at a map of South America. Its extremity is near the Equator ; its widest part is in the Provinces of Pernambuco and Bahia, and from thence it gradually narrows down to its Southern frontier. In its northern end the great Rivers Amazon, Tocantino, Paranahyba, Madeira, & with their numerous branches, afford natural means of — 313 — transport between the interior and the coast, so that there the Railways are only accessories or are only necessary to the more or less narrow districts between these large rivers. In the South, the comparative narrowness of the country also allows of ordinary communication with the coast and with the River Parana, which is the inland boundary of the country. Further -more these States, as also that of Minas Geraes, which is in that district, have more quickly attracted private enterprice in the shape of Railways, having developed more rapidly than the Northera States. With the exception of the districts bordering on the coast, the wide part of the ham has, on account of its width, been more abandonned: it has, however, been necessary to place these districts, situated so far from civilization and its attendant benefits, in direct and rapid communication with the Atlantic, and to attain this object it has been necessary to construct great railways, not in the character of industrial undertakings, because much time must elapse before they can become such, but as a true instnimentum regni, and it is only the State that can carry this into effect. From this sprang the idea of the two prolongations from Bahia and Pernambuco to the River San Francisco : this district is a new world which these two lines will open to progress and civilization; and the country will feel the advantage before the capital employed iti their construction returns any profit. Such as these are the only lines which, in this age of private entarpris3, can be admitted as State lines. Porto Ai.egrb and Uruguayana Railway. This is the most southeraly of all the lines belonging to the Nation. It is situated in the State of Rio Grrande del Sua, at the - 314 - extreme Soutli of Brazil, and adjoins the Plate and Paraguayan E,9publics. Surrounded by foreign counuries, the Brazilian Government is carrying out the construction of this line in obedience to the strategic plan of communication laid down for this State. This consideration, as well as the iinancial side of the question, has induced it to give preferential attention to I'ailway communication in this" district, by constructing lines for its own account, or by granting concessions to Companies. The line with which we are now dealing starts from Tacuary, from which point there is water communication with Porto Alagre, and crossing the State from one end to the other, a distance of 631 kilometers 785 meters, will terminate in the frontier city of Uruguayana. Its construction was commenced on the 23'''i December 1877, and on the I''* of January 1892 there were open to public service 377 kilometers, or as for as Cacequy, and the remaining 254 kilometers 785 meters of the line to Uruguayana were in construction, as well as 205 kilometers 843 meters of the branch from Cacequy to Bage. 359 kilms. 629 met. of the road-bed were concluded and the remaining 101 klms. in preparation. The expense incurred in the banks and cuttings was $1,874,921. Of the 1256 works of art projected, 716 are ready for final measurement, 166 are being constructed, and 344 are ready to be commenced. The total value of these works was $1,124,574. Through the ports of Rio Grande, Porto Alegre, Margen del Tacuary, and Paysandu in the Uruguayan Republic 12.028 metric tons of material for the permanent way and iron bridges, engines and telegraph material were received ; the cost of transporting all these was $129,838. - 315 ~ The part of this railway opened to public service is worked at a loss, its gross receipts in 1891 being $ 469.960 and working expenses $633,671. The line is of 1 meter gauge with curves of up to 120 meters radius and gradients of 18 "/oo : the rails weigh 20 1/2 kilogrammes per lineal meter. In the year 1890 a branch of this line from Laycan to Santa Ana do Libramento was suveryed; the shortest route resulting from the various trials made v/as 138 kilometers 842 meters long. BahIa Central Railway. This line, situated in the State of Minas Geraes, was granted by decree dated January 14"' 1866; in January of the following year the Paraguassii Steam Train-Road Company Limited was formed in London to carry out the construction of the line, to which the Province of Bahia contributed by subscribing , a part of the capital; but the Company was short-lived, as two years later it went into liquidation on, and on the 26*'^ September 1872 the line passed into other hands. The new company receives a guarantee of 7 "/o which 'was granted it by the State under a decree dated 28* 'i October 1874. The line is of one meter gauge, with curves of up to 120 meters radius, and gradients of up to 33 "/oo, and the rails weigh 20 kilogrammes per lineal meter. The difficulties undergone by the first Company, and those which hindered the formation of the second, as also the long preUminaries gone through in modifying, improving and defining the terms of the concession, did not allow of the necessary impulse being given to the works from the beginning, so that not until the 7"i April 1875 could there be handed over to public service a length of 43 kilometers, which did not even constitute a section of the main line, but was only a branch The works of the main line were commenced on May 17"' . — 316 — 1879, tlie first 84 kilometers of tke same being . handed over to traffic oa the 23rd. December 1831; on 15th. Oc- tober 1883 a second section of 96 kilometers was opened; and on January 1j th. 1885 a third section of 63 kilometers- In 1887 the Company were working 299 kilometers includ- ing the branch of which we have already spoken, and in 1890 the length of line, completely finished and handed pver to traffic, was 315 kilometers. The main line starts from the city of San Felix, runs throngh the Chapada Diamantina, and penetrates into the heart of the State of Bahia. The branch goes from the city of Cachoeira to that of Feira de Sant'Anna, all in the same State. This Railway which, as we have just seen is of recent date, cannot for the present give large profits but this is only a question of tinne. The gross receipts from 1888 to 1890 inclusive were $ 957.526 and the working expenses in the same period were $ 9i0.613. Bahia-Minas Eailway. — This Railway, starting from the port of Caravellas, in the State of Bahia, crosses the latter as for as the Aimores mountain range and enters into the State of Minas Geraes: iis terminating point will be the city of Teofilo Ottoni, also called Philadelphia. The construction of the line has its origin in the laws of the. Legislations of Minas Geraes and Bahia, dated respectively 25.*h October 1878 aud 28.*'! August 1879; each of these States granted a subvention of $ 4.914 per kilo- meter of line constructed in its territory, but that granted by the first-named was replaced in .1888 by a 7 "/o guarantee. The line is of one meter gauge with minimum curves of — 317 — 107 meters radius, maximum gradieats of 2 ^l-i »/o, and rails of 18 kilogrammes per lineal meter. On the 1.^' of January 1888 there were 142 kilometers being worked and 251 in construction. The part open to traffic is the least paying part, and it will only be when the section now being built in the Province of Minas Geraes is handed over, that the Company will see realized the brilliant future that is reserved the it. In 1887 the gross receipts were $ 118.644 and the ■working expenses were $76,154; giving a profit of $ 42.490 or 1 ^2 "/" on the cost of the part opened to traffic. MiNAs AND Rio Railway. — This concession was granted by the Province of Minas G-eraes on the 22'"*. February 1875, with a guarantee of 4 o/o, to which was added 3 "/o granted by the National Government, who later on took on themselves that granted by the Minas Geraes Legisla- ture. The line is of one meter gauge, has miaimum curves of 80 meters radius, gradients of up to 3 »/o, and rails of 20 and 25 kilogrammes per lineal meter. It communicates with the Central Brazilian Railway at Cruzeiro station, in the State of San Paulo, through whose territory it runs for 45 kilometers, and penetrates into the State of Minas Geraes, into a district of great future on account of the fertility of the soil. The construction of the first section was very difficult, being situated ■ in the mourtain range, and it was necessary to carry out very costly and arduous works, the principal of which are: a tunnel at kil: 13, 22 meters long, another 27 Y2 meters long at kil: 20, a third 19 meters long at kil: 21, and shortly after, the most important work of the whole liae, viz : a tunnel 996 meters long, 909 meters of which are cut through the solid rock — 318 - and the remaining '8? are lined with brickwork; in this first section, there is' also, at kil: 30, an iron viaduct 28 meters long. Aftar ascending the mountain raage, the line runs through comparatively easy valleys, and the further it goes, the more the cost per kilometer, which in the first section was very high, diminishes. The works commenced on April 21^* 1881, and on the 14**^ July 1884 the whole line, 170 kilometers long, was finally handed over to traffic. Its prolongation is now talked of as well as several branches. The concession granted to the Miuas and Rio Railway Company for the construction, use, aud enjoyment of the proloagation of its luie to the navigable point of the Rio Verde, as also of a branch to the city of Campanha, having been declared lapsed by decree dated May 23^^ 1890, tenders were called for the construction of these lines, contracts for which were, by decree of October ll"i of the same year, entered into with the Muzambinho Railway Company. The final plans of the branch to Campanha, 58 kil. 600 met. long, were approved by decree dated July 13th. 1891. The capital employed in the construction of the 170 ki- lometers, including rolling stock, was $ 8.460.412, on which there is a guarantee of 7 "/o; the average cost per kilome- ter is, therefore, $ 49.767. An examination of the returns for the period 1887 to 1891 shows a constant increase in the gross receipts, although the profits have not increased in like proportion as will be seen by the following table: — 319 ~ YEAES . 1887 1888 1889 1890 1891 LENGET OPEN TO SEEVIOE. klms. 170 u u u u u u REGEIPTO. 398.137 393.835 440.146 503.777 596.613 EXPENSES. 272.186 280.037 285.820 398.405 448.975 PEOPITS. 125.951 113.798 154.326 105.372 447.638 SoEOCABANA RAILWAY. — The coiistruction of this line was authorized by law of the Legislature of San Paulo dated 24th. March 1870, and, by a contract celebrated with the same State on 18th. June 1871, it was granted a guarantee of 7 "/o per annum. The section which enjoys this favor is 128 kilometers long and runs from the city of San Paulo to Villeta: the sections from Villeta to Boituva 34 kilometers long, from Boituva to Tiete, 24 kilometers, and the branches from Boituva to Tatuhy and from Cerquilho to Botucatii, 46 and 110 kilometers in length respectively, have no guarantee. The extent of line open to traffic is 342 kilometers. By a decree dated November 24th. 1888 the Sorocabana Railway obtained, besides other favors, a guarantee of 6 "fo for thirty years on the capital to be employed in the ex- tension of its lines up to a maximun price of $ 16380 per kilometer. The extensions should be from Botucatu to a convenient point on tha right bank of the River Parana- panema, below the confluence of the Tibagy, and from Tatuhy, in the State of San Paulo to a convenient point on the border of the State of Parana, passing through the cities of Itapetininga and Faxina: the point chosen on the borders of the two States was Itarare. The final plans of these extensions were approved by — 320 — decrees dated S'^'i December 1889 and 18'i' October 1890, and the term for finishing the v/orks w.is prolonged from 3 to 5 years, after the plans were approved, by decree of 9«i October 1890. The extensions, which are being constracted, are: From Botucatu to Tibagy 470 km. 700 m. " Tatuhy to Itarare 306 " " Total 776 km. 700 m. The construction of the first named extension was commencad on the 4'^'^ June 1891 and of that to Iterare on March 31^' of the sanne year. Besides this concession, the Sorocabana Eaiiway were granted another for a line from S. Jaoa to Santos, with all usual favors, except guarantee. This line is being sur- veyed and should be abont 200 kilometers long. When this line has completed its system, it wil be 1.316 kilometers long, and, on account of the important districts through whinch it pass, and its junctions with the railway systems of the States- of San Paulo, Rio de Janeiro and Miuas Geraes, and with the lines projected in the State of Parana, it will be one of the most important railways in Brazil. "With respect to the trafno moved by the line, it has only been possible to obtain data up to 1887. la that year with 222 kilometers open to service, 56437 passengers and 28771 tons of goods were carried, the gross receipts being $ 417.864 and working expenses $ 272.565, giving a a profit of about 3 "/„. PabanI Railway— This concession belongs to a Com- pany organized in France under the name of "Compagnie — 321 — G-anerale do3 Chsmins de Ftjrs Bresiliens. This somewhat pompous title is lia.ble to produce errors, as the Brazilian Railways geaerally are not treated of, but, to speak more modestly, one railway iu Brazil. The concession was granted by the Province of Parana on November 20"' 1872 and bears a State guarantee of 7 "/„. The construction of the line vas commenced on June 5th 1880 and on the 17th November 1883 tb3 first section of 41 kilometers was handed over to traffic. In 1887, the whole line of 110 kilometers was in working. It is divided into three sections, each one of which is different from the others on account of its technical features. The first section is 40 kilometers 930 meters long; the maximum gradients are m. 0.10 per meter, and th'^ir total length is; on the rise, 2 kilometers 637 meters, and on the fall, 2 kilometers, 888 meters; there are, in this section, 17 kilometers 452 meters on gradients and 43 kilometers 478 meters on the level. The length of maximum gradients are: on the rise 760 meters, and on the fail, 700 meters. The minimum curve radius is 200 meters. The total length on the curve is 7 km. 174 met ; ia curves of minimum radius, 1km. 560 m., and on the straight 31 kilometers 756 meters. The gradient part of the line is 42.6 "/o of its length ; and the part in curves 22.4 "/o. In this first section there are four stations: Paz'anagua, the starting point, 5.60 m. above sea level; Puerto Don Pedro II, at kilometer 2, 4.20 m. above sea level; Alexandra, at kilometer 16, 10.60 m. above sea level; Marrotes, at kilometer 40.800, 9.50 m. above sea level. Of the second section, 45 kilometers 458 meters long, the initial point is 9.50 met. and the terminal 898.13 met. above sea level, the highest point, at kilometer 80, being 954,63 met. above sea level. The maximum gradients are: — 322 — on the rise m. 0.30 per meter and Om. 0.17 on the fall. The total length of maximum gradient is 23 klm. 431 met. on the rise and 2 klm. 0.95 met. on the fall. This section has 41 klm. 255 met. of gradient and 4 klm, 204 met. of level line, the former being 90 »/" of the whole section. The minimum curve radius is 100 meters. The length of the curves is 23 klm. 382 or 51.5 "/o of the whole section. There is only one station, Port de Cima, at kil 50.600, 232.60 met. above sea level. The works of art are : Tunnels 16 Bridges and viaducts. ... 41 Culverts 30 Drainage pipes 165 Sustaining walls 96 The 15 tunnels, which have been almost all perforated through solid rock, measure together 1710 meters long. In this part of the line the greatest difficulties have been encountered, the banks and cuttings exceeded 50 cubic meters per lineal meter, of which about a third part was in stone; 96 sustaining walls were built of about 3 kilo- meters in length altogether, and with about 19 cubic meters to the lineal meter. "The works" (according to the President of the old province of Parana) "are most important and it will be " difficult to find more remarkable in Brazil; sustaining " walls are followed by tunnels and the latter by viaducts. " The passage between the San Juan and Ipiranga valleys " is magnificent, and it is a pity that such a beautiful " district is not adapted to agriculture. The railway line " is always rising, leaving house after house behind in the " depth of the valleys but only in the place called " Ipiranga, where a station has been built, is there a small " nucleus of population. " — 323 — Li the third section, which is 24 kilometers long, the maximum gradient is m. 0.17 per meter, of which there are 1 Mm. 869 met. on the rise and 440 met. on the fall. There are 13 klm. 362 met. in sundry gradients and 10 klm. 632 met. on the level, the former being 55. 6 o/" of the length of the section. The minimum curve radius is 150 meters, of which there are 267 meters: the length of curved line is 7 klm. 874 met. or 32. 8 o/o of the section. The highest point, Cajurii, at kil. 106.500, is 624.90 met. above sea level. In this section there are two stations: Piraguara, at 'kij. 87, 896.43 met, above sea level, and Curytiba, at kil. 110.500, 895.46 met. above sea level. There are also the following work of art: 'Bridges and viaducts .... 9 Culverts 8 Drainage pipes 8 The products of the district served by this section are yerba mate, timber and grain, the ground being suitable for the cultivation of wheat. The gauge adopted in this line is one meter, and as we have above indicated, the maximum gradients are' Om.0.30, and the minimum curve radius is 85 meter. The construction of the line between Paranagua and Cury- tipa, has cost more than that of any of the lines built in Brazil, the cost per kilometer, including rolling stock, being about $ 91.000. At the present tinie the extension of the line across the' high plateaux of the State of Parana is being carried . This extension will be of the greatest importance, both for the Company and the State, which guarantees a minimum rate of interest, as also for the districts traversed, 'vshich are now destitute of cheap and rapid means of transport and cannot therefore make use of their riches. — 324 — On the 1.^' of January 1892 the general condition of the line was as follows : LENGTH OPEN TO TRAFFIC. Paranagua to Curytiba. . . kil. 111.000 Curytiba to Lapa . , , . " 120.000 Mm. 231.000 IN CONSTRUCTION. Morrotes to An'uonina . . . kil. 17.000 Lapa to the Eio Negro . . « 60.000 Bifurcacion to Puerto Amazoaas " 61.240 " 138.240 SURVEYED. Eestunga Seca to Punta Grossa " 72.220 Total. . . klm. 441.460 The amount of capital invested in the construction of the line from Paranagua to Curytiba including rolling stock, is estimated at somewhat more than $ 10.000.000, but the capital on wliich the guarantee of 7 "/o is paid, only amounts to $ 6.274.654. The extensions towards Antonina, Eio Negro, Puerto Amazonas and Punta Grossa have a gaarantee of 6 "/« on the capital that may be invested in them, up to a maximum of $ 16.380, which was granted by the decrees of January 5th 1889 and 18fh October 1890. The final plans of the branch to Antonina and of the extensions to Eio Negro and Puerto Amazonas were approved by decrees dated 21*' September and 6th November 1889. The works of the Antonina branch were commenced in June 1891, but due to modifications it was necet-'sary to make in the route, and the considerable works executed to — 325 — protect the llae from the waters, it was still beiag constructed at the end of 1891 ; but the branch should be ready for traffic in April 189i^. In this branch the average cost per kilometer was $ 20.010 ; in the extension from Cury tiba to the point of bifurcation with the line to Lapa and Rio Negro, 71 klm. 760 met. long, the average cost was $21,992; from the point of bifurcation to the city of Lapa, 50 kilometers, the cost was $ 16.926. These two last lines were opened to traffic on 18th November 1891, and one of the principal products which they carry is yerba mate in the rough, the quantity exported being, sufficient to give the line a considerable income. The financial conditioji during the five years from 1887 to 1891 of the line from Paranagua to Curytiba has improved year by year. The following statement will give the movement during that period. YKAKS. LKNGTH OPKN TO THAFFIC. HECEIPTS. EXPENSES. PKOFITS . 1887 KlniK. 111.000 $ 368.790 $ 301.670 $ 67.120 1888 111.000 410.062 283.723 126.339 1889 111.000 421.206 292.143 129.063 1890 111.000 471.373 319 639 151.734 1891 111.000 535.817 291.351 244.466 As will be seen the profits have gradually increased, and it is to be hoped they will do so still more when the new extensions are opened to- traffic. Eio GrRANDE AND Bage Railway. The coucession for this railway 'vas granted by the province of Rio Grande del Sud on the 11th of August 1871 and a Company, called the Imperial Railway Company of Rio Grande del Sud, was formed in France to construct it with a capital of — 326 — $7,382,712 wMch, by decree dated October 26th 1878 "was granted a guarantee of 7 »/o for 30 years in accordaaoe with the terms of the law of September 10th 1873. Later on, by government resolution of 17th February 1882, the French Company was authorized to transfer its concession to the Eaglish, who have more confidence than the French in foreign undertakings and know better how to sow ia new countries in order to reap later on. The new Company which was called the "Southern Brazilian Rio Grande do Sul Railway Company, Limited, has carried out the construction of the line from Rio Grande to Bage. The line is of one meter gauge, with minimum curves of 120 meters radius, and maximum gradients of 3 "/o. Its construction was commenced on the 27th November 1881, and on the 2nd of December 1885, the whole line of 263 kilometers was opened to traffic. It is, therefore, a liae of very recent construction, and in new couatries, the prosperity of railways is not apparent at first; it is therefore passing through the period of difficulty which railways in these couniaries generally have to bear. The following statement shows the financial movement of the line in the five years from 1887 to 1891 : LENGTH OPEN TO TRAFFIC. EXPENSES. PROFITS . 1887 283 1888 283 1889 283 1890 283 1891 -283 $ 349.15^3 292.334 303.418 338.602 373.426 324.335 326.726 371.842 330.568 390.117 + $24,288 — 34.392 — 68.024 — 966 — 16.691 The State has set on foot the extension of this line from Bage to Cacequy, a distance of 205 kilometers 843 meters, — 327 — wliioli 'would form a junctioa at the latter place with the line from Port Alegre to Uruguay ana. This extension will provide the line with greater elements of life, which will uadoubledly tend to shorten the period during which it must avail itself of the whole of the guarantee granted by the State. LEGAL EEGIME In Brazil as in the Argentine Eepublic the railway concessions have been granted by the National Government or the Governments of the various Provinces, today called confederate states. The National Government has granted the concessions of of those lines: (a) That would establish communication between two or more of the old Provinces ; {!)) That would connect the Federal Capital with one or more of the Confederate States ; (c) That would establish communication between any part of the national territory with one or more of the border States ; {d) That by their general importance in the administrative service do not even pass the borders of one Confederate State, (e) That were to be constructed by the Nation itself. (/) That were an extension ot any National line or of any line conceded by the Nation. On the other hand the old Provinces (or actual Confederate States) have granted the conoession of those lines: (a) That were exclusively of local interest, viz: those that did not run beyond the limits of the State, and — 328 — did not eacroach tipoti the district already allotted by any national concession, or belonging to a National line; (b) Tliat were branches of any lines authorized by the National Government or of National ■ property, such branches not to cross the frontiers of the concessionary Confederate State; (c) That were to be constructed for and worked by the Confederate State exclusively withim its own territory. In granting the concessions of these liaes there has been no determined plan of legislation, each concession having been made according to the reigning conditions, although generally those of the National coacessioas have been more or less adopted. The concessions granted by the National Government are divided into four classes which although more or less similar on the whole, nevertheless widely differ in their details as to term of privilege, property, concessions, and method of fixing capital outlay when there is a guaranteed interest. These four classes do not form a general group from which the Government makes a choice when granting a concession but they rather represent the successive alterations made in the base of same as induced by experience and by the personal ideas of the governors at different times; it thus results that each concession has been given according to the ideas ruling at the date when made. To those who would wish to make out a certain confusion in this diversity of plans we would remind them that as railway concessions generally represent monopolies and favours, the Government fulfil a moral obligacion in modifying from time to time when necessary such regulations with a view to eliminating wherever possible such monopolies and favours as experience may prove advisable. — 329 — "When even in Europe and North America in the matter of railway concessions the nations are still in the dark it is not to l)e wondered at that in new countries like the Argentine Republic and Brasil, where, as is natural, the fever of advancement is of a more acute type and where hopes are more ardent, almost all the different systems of concession should have been tried. These four classes of which we have spoken are: (1) Perpetual concession; guaranteed interest for ninety years on a capital at first estimated at the maximum, but to be afterwards definitely determined upon the bona fide proofs of the cost of construction up to the maximum cost allowed; privilege of a sixty kilometer district (30 kilometers on each side of the line) for the same term as the guarantee; exemption from import duties on all material introduced for the construction of the line, the workshops, and for their maintenance; exemption from similar duties on the coal required for the use of the road during the first thirty years of v/orking, and other favours of which we will treat further on. Absolute right of redemption after thirty years of being opened to traffic. Such are the stipulations of the law of June 26th 1855. (2. ) Perpetual or temporary conces-^ion, in the latter case not to exceed ninety years, and to revert to the Nation at its termination ; Gruarantee on a capital fixed as set forth in the preceding concession ; privilege of a sixty kilometer district ( 30 kil each side of the lire) for the period of the guaranteed term or at the outside ninety years; similar favours to those set forth in the previous concession; absolute freedom from expropriation after fifteen years open to traffic. This was established by the law of February 18th 1874. — 330 — (3.) Perpetual or temporary concession, in the latter case reverting to the Nation on the expiry of the same; guarantee of interest for a maximum period of thirty years; the capital guaranteed to be calculated on the estimated cost after survey, this to be unalterable however much the line should afterwards cost under the conditions originally projected and approved, nevertheless such capital may be increased by the amount of any modifications demanded by the Nation, or if the Company should propose any modifications that would result in an economy on the accepted plan, provided same were made with the approval of the Government, the half of the amount of same would be deducted from the capital, otherwise the whole amount would be thus treated: privilege of a forty kilometer district ('20 kil on sach side of the line) during the term of the temporary concession or otherwise at the outside for ninety years ; exemption from import duties on the material destined for the construction and equipment of the line ; similar exemption on the coal required for the use of the line during the first twenty years open to traffic; other favours in common with the preceding concessions; absolute freedom from expropriation for thirty years after the completion of the construction of the line. Such is the law of August lOfch 1878. (4.) Temporary concession for a maximum term of ninety years; reversion of the line to the Nation at the expiration of the concessionary period ; a eapital guarantee for a maximum term of 30 years; privilege of a twenty kilometer district (half on either side of the line) during the term of the concession; other — 331 - favours as in the third concession; freedom from expropriation for a term to be specified in each concession; absokite right of expropriation on the plea of public utility. The concessions without guaranteed interest have the same clauses as those with guarantee, with the exception of this particular, as also ia the other favours which are only granted v^hen expressly mentioned in a concession. We have only recited here the principal points of the different types of concessions, reserving for later on the study of the details of same. From the comparison of the four types mentioned it will be seen : 1. That the duration of the time fixed in the concessions is: perpetual under all those granted under the stipulations of the law of 1862 ; perpetual or temporary as granted to those under the' law of 1874 ; and still the same under the law of 1878; finally by the law of 1880 exclusively temporary. At first the want of experience was paid for; later on the new concessions veere made on more reasonable conditions; and finally in 1880 these were definitely settled, since which time no perpetual concessions _ have been granted, it having been made an invariable condition of all the concessions that they were only for certain periods, and whatever may be the regulation of railway concessions in the future they will doubtless always be so granted with reversion to the Nation. 2. The capital guaranteed was fixed in the first concessions by a maximum without the benefit of a subsequent adjustment on the production of bona fide proofs of the expenditure made. Afterwards the capital- was fixed — 332 — beforehand but in turn this was changed, and it was determined definitely to fix this after construction but "without any limit as to maximum. On this point there is a greater variance of ideas than at the time of the concession, each system in Government circles has its supporters and the question is at present far from Ijeing resolved. It is true that theoretically the doctrine of the law of 1880 is the most reasonable, but is it the most convenient politically? Here we have only to review the various systems, but if we were allowed tn express our private opinion we should say that the capital fixed beforehand under the wise conditionsof the law of August 10th 1878, or the third system, is the most prudent in the interest of the Nation as guarantor. 3. The privilege of a reserved district has been rednced from 66 to 60, to 4.0, and then to 20 kilometers. This reduction was an absolute necessity for the opening up of the country by railways and to ensure to each district the most convenient and natural outlet. Further on we will explain what is understood by "privilege of a zone", but as the term is self explanatory in representing a monopoly, it will be easy to comprehend the importance of the reduction in the width of the district thus conceded to each railway. 4. The term fixed for the guaranteed interest service also suffered no less changes, being reduced from ninety years under the first concessions to thirty as a maximum under the law ef August 10th 1878, which law also considerably reduced the responsibility of the Nation undea the concessios subsequently granted. 6. The right of expropriation has always been maintainecl' "We will later on explain how this is exercised but to — 333 — balance this privilege the law of 1880 mentions for the first time the right of expropriation on the plea of pnblio utility, although the same right has always been tacitly understood. "■In all the concessiors the Nation reserved the' right to examine and approve the plans, projects and estimates, to demand modification* in same, to determine the nature and capacity of the material, to regulate in accord with the companies the tarijBfs for transport, to superintend the execution and maintenance of the works and stock, to intervene in the "working, establishing regulations for its protection, security and government, to fix periods in which the plans should be presented, the construction of the works begun or their completion terminated, and for the line to be opened to traffic, indeed generally for the control of the Companies that enjoy the State guarantee. The privileges granted as a general rule by all the concessions besides the guarantee of interest are. 1.^' Exemption from all import duties on all the materials and tools necessary for the construction and original equipment oi the line and its workshops. 2.nd The same exemption for the fuel required for the working of the line and its shops during a fixed period. 3."^* The benefits of a special law of expropriation for the land required for the railway line, works, stations and other dependencies. 4 "til The gratuitous concession for similar purposes of lands of national property. 5.*'' The use for the works of the railway of the wood and bther materials found on the national lands or commons 6."^ The right to use free of charge the pubhc roads for the passage of the line. 7."' The cession at a nominal price of the .lands bordering the line for the purpose of establishing colonies thereon. — 334 — 8.*'' The preference in equal conditions for the extension of the line or making of branches. 9.*'^ The preference in the working of any mines or water ways existing in the district reserved to the railway. 10.*'' The recognition as colonists with the grant of the corresponding privileges of all the foreign employees on the line, and also the exemption from mihtary service of all the native employees. 11. "• The right to establish abroad the directorate of the Companies, but with a resident representative in Brasil with full powers and personality to respond to the courts of the country for any question referring to Brasil, its subjects or residents with respect to acts having place in Brasil. 12*'i Payment of the guarantees granted to Companies formed abroad in gold or its equivalent. IS.*"! The right of arbitration for the adjustment of any questions referring to the interpretation of contracts? privileges, or the obligations of the contracting parties. 14.*'i Exemption from general taxes in common with other companies under the law of 1888; also similar exemption from local and provincial taxes. 15.*^ Payment of the guaranteed interest by half yearly arrangements on the guaranteed capital by delivery to the Company's banker, who will only pay same in proportion to the requirements of the v\?orks, carrying to the credit of the appropriations in the guarantee accounts the paymfents made by the banker for interest. On the other hand besides the right of approving the plans estimates and tariffs, and of exercising the control and superintendence etc, besides the other stipulations of of the concessions, the Nation also reserves the right with those Companies enjoying a guaranteed interest, to receive the hS'lf of the net profits when these are from eight to -. 335 — twelve per cent, and to reduce the tariffs when they exceed 12 "/o. To complete this review before giving the dispositions in detail of the four laws establishing the four classes of concessions we will mention the various decrees : 1. Of October 27th 1855 regulating the p]-ocess of the expropriation of the lands required for the construction of the line and ■ its dependent instalations, it establishing a summary procedure for the expropriarions which may be summarised as follows: The Company in the first place will make a friendly offer to the proprietors or interested parties which if accepted avoids any necessity for the interference of the law; if it should be refused it will then be repeated by judicial citation and within five days the proprietor will be obliged to declare his acceptance or otherwise; if accepted the cause will be summarily disposed of, if refused the proprietor must at once name two arbitrators, the Company another two and the Groverment a fifth. These five will meet under the presidency of the District Judge and will at once proceed to value the lands, taking as a base the prices offered and demanded, and the Judge will ratify the final judgement of the tribunal. Once the judgement is pronounced, although without the conformity of the owner, the Company will pay iato court the amount fixed by the tribunal, and the Judge will by" an official delivery make over to the Company the rights of possession of the lands and of prosecuting the works in same. The lawsuit will take its ordinary routine but will not cause any delay to the construction of the works. 2. Of April 26th 1857 regulates the construction, maintenance, working, government and security of the railways. This regulation, by the date in which it was — 336 — made, when in Brasil the ideas upon railway matters were very indefinite, demonstrates an intelligent and conscientious study of the European regulations with a foresight that does honor to the Minister who signed it* Later on it was completed, improved in- certain cla^^sse reformed in others but even to day it still forms the basis of them all ; and when the day comes for a general revision of all the various dispositions arrived at at sundry times, to complete or interpret same, this decree will still serve as the best foundation for future regulations. It was signed by Dom Luis de Conto-Ferraz. "We will conclude this review by giving the substance with comments of the law of June 26th 1852 in order that the importance of same, from which dates the commencement of railway enterprise in Brasil, should be better understood- "When we have conckided this, together with what we have just said on the different classes of concessions it will give an idea of the other various laws without the necessity on our part to lengthem this article with comments on each of them. Dispositions oe the Law of June 26"^ 1852. This law passed by the General Assembly and promulgated by tha decree N.<^ 641 of June 56th 1852 is the first that established general bases for railway concessions. The first article . (a) Authorizes the Government to grant a concession for the construction of a railway which shall commence in the city of Eio de Janeiro and terminate in the most favourable peints in the provinces of Minas Geraes and San Paulo. Under this article the Government by decree and contract of May 9th 1855 granted the concession to the "Dom Pedro I Company, after the non fulfilment of other previous — 337 — concessions and contracts which were annulled. This first great company was founded in Eio Janeiro with native capital by the Viscount of Eio Bonito, Furqueim de Almeida, Zoa Baptista da Fonseca, Joseph Charles Mayrnich, Meliton Maximo da Souza and Christian Benedict Ottorni. On July 10th 1865 the Government by friendly arrangement took it over and gave it great impulse. This line is to day the most important of the State and indeed of all the Brazilian lines. The original line is 725 kilometers long with a guage of 1.60 meters, the extensions being of 1 meter guage. (b) It fixes the extent of the concession to a maximum limit of 90 years. In the contract for this line, as also for the others under this law, the term for the enjoyment of the various privileges has been fixed at ninety years, the property of the concessions being granted to the Company in perpetuity. (c) Grants to the Companies the right of expropriation on the plea of public utility ; it also cedes the national lands, or those not allotted to anyone, for the purposes of the line, works and dependencies. Later on the law of October 27th 1855 established special regulations for the expropriation of private lands as we have mentioned above. In addition to the national or unoccupied lands, the Companies in the expropriations from private people were exempt from paying for the value of the ground granted under the old Colonial system gratis, as also of those held under the squatting rights (first occupant). In either of theSe cases the Company only had to pay to the proprietors the value of the cultivation, constructions or other manual labour. In making the arbitration the valuers must not take into consideration the extra value that the passing of the line would give it. — 338 - • (d) Allows the Companies to make use of tlie wood and other materials found on the national or untenanted lands through which the line runs. This privilege "was made in all the contracts made under this law and it was established that the quarries found on the lands expropriated under the terms of the previous article should not increase the indemnization to be paid unless they were actually being worked. (e) Grants the Companies exemption from import duties on materials introduced from abroad for the construction and equipment of the line, and also on the coal required for the working and shops during a certain period to be stypulated in each case. (f) Grants a monopoly of the district of 33 kilometers on eithe side of the line for a period of ninety years. This privilege is granted with the object of ensuring the original lines from competition by new concessions iu the district which they opened up. In practice this restriction on new concessions is not taken as absolute, it refers to new lines starting from or arriving at the same place as the primitive one, or which starting from one point of the district served by the older line terminates in another point ot the same district or ia its starting or terminating point. It does not exclude new lines which, beginning or terminating in those same points, aid in their development beyoad the district they serve, on condition that they do iiot establish in the privileged district other stations than those of arrival or departure. Neither does it exclude extensions, convergent junctio as, nor transverse lines which cross the primary one with different objects. In a word, the object of the restriction is to ensure to the first line its natural traffic and not a forced traffic, which might — 339 — oe tlie case should there exist another exit for produce than that which it affords. Considered in any other light, the privileged zone would be irritating and would become a serious obstacle to the development of the primitive line. >.g).It gives the Grovernment the right to fix the tariffs up to the maximum according to the means of transport existing in the district crossed at the time of the concession. In the concessions made by virtue of this law, the merchandise tariffs have been fixed by leagues ( 6.600 metres) and by arrobas (14 kilogrammes 688 grammes) as follows: .fl5 per ton and per kilometer or $8.20 U.S. gold for produce for export in general; $ 30 (or $ 16.30 U. S. gold) per ton and per kilometer for impprted goods; for 1st, 2nd and 3id class passengers respectively 600' 400 and 200 reis per league (6.600 meters) which is equal to $ 0,329; $ 0,219; and $ 0,109. The present tariffs are generally lower than the limits given in 1852, and the Government, whose duty it is to approve them, always takes care to get them reduced each time. (h) Guarantees an interest of five per 3ent on ..the capital employed, the term of the guar8,ntee and the maximum capital remaining to be fixed. In the concessions granted under that law, the guarantee is increased from five to seven per cent^ because the provinces help with two per cent, and the State took on itself the responsibility of the provincial guarantee. The guaranteed capital is first of all estimated to a maximum figure, and after the construction of the railway is finished and the accounts of the bona-fide expenses made up, is settled. — 340 — The guarantee is paid in ' full when the takings 'of the line do not cov^r the working expenses, on the other hand the guarantee is limited to making up the seven per cent. (i) Fixes the maximuni dividends to be paid at eight per eent, after which the excess profits are divided with the State as a set-off or the responsibility assumed respecting the guarantee, and orders the fixihg of a limit for the dividends on reaching which the tariffs shall be reduced. We have already show that from eight to twelve per cent half the excess returns to the State, and that twelve per per cent has been fixed as the limit on reaching which the tariffs shall be reduced, so that the profits can never exceed twelve per cent. (j) The Company is forbidden to own or employ slaves. Now that there are no more slaves in Brazil, there is no necessity for this regulation, but its having been established in 1852 proves that for a long time back the Public Powers of Brazil were using, all possible means to restrict the evils of slavery, a sad legacy of the times of colonists. (k) Guarantees exenption from niilitary. and national guard service for those workmen and employe's of the raihvay who are natives of the country, and facilities and advantages as colonists for those who are foreigners. Having already treated of this' guarantee, it is scarcely remains for us to say that it has been fulfilled in all the concessions granted under that law. (1) Exacts the approval of the Government to the statutes of the Company and does not recognise their legal existence before such approval. The principle established is the following: every native or foreign Company formed to work a railway concession, must submit its statutes to the approval of the Government, who can exact that anything that is not in accordance with — 341 — the law anrl the concession be modified. Further, aaj'thing established in the statutes which may be contrary to the clauses and conditions of the contract of concession, and which may have passed unnoticed by the Government when approving them, will be, by right, considered null and void, and no modification made in the legal statutes will have legal force unless it be previously approved by the Government. (m) Prohibits the Company from placing any obstacle in the way of free ti-ansit over the roads existing at time of the concession being granted, or that may have been established in the interests of the public alongside the the railway, nor to oppose the crossing of the railway by these roads nor to levy tax on such crossing. When the track of a railway cuts an already existing public or private road, the Companies are obliged to provide, at their own cost, a passage either above or below the line. As regards the public roads that may be established after the construction of the railway, crossing is always permitted, but the cost of the works will not be chargeable to the Company. With respect to private roads that may be made after the construction of the railway, the consent of the latter is necessary in order to be able to cross it on the level, above, or bel6w. (n) Prescribes that in the contract the Government will fix terms for the commencement and conclusion of the works, and establishes a system of fines and forfeits in the event of delay. That clause has been maintained in all the concessions. The line is divided into various lengths or sections, for each of which is fixed a term for the commencement of the works and another for their conclusion, with fines in the event of delay; should this happen, a further term is — 342 — granted, during which the iiae runs, and when this has expired, if the Company is still in fault, forfeiture is declared. (o) Reserves to the Government the right to redeem the concession, on the expiry of a term to be fixed in the concession. In the concessions granted under this law, it has been agreed that, saving mutual agreement, that, saving mutual agreement, that right of redempcion cannot be exercised until thirty five years after the handing over of the line to traffic. In those couditions, the price to be paid for the redemption will be a capital in bonis of the Brazilian Public Debt, with an interest equal to the average profit given by the line during the last five years. (p) Gives the Government the right to make and impose the necessary regulations for the construction, maintenance and working, as also for the control, public order, and safety. In compliance with that clause, the Government has published the regulations, has appointed a fiscal engineer on each line, and has in Europe an agent to arrange the guarantee accounts of the Companies. Questions of detail are arranged by special agreement. Art. 2. Makes the dispositions of this law, apphcabla to the Companies that may be formed for the construction of railways in other parts of the country, after ratification by Parliament of what refers to the convenience of the line granted, is usefulness and the responsibility of the State. That article has considerably widened the reach of the law on which we are commenting, it has made it the starting point of the concessions of the first great lines, and has given a great help to the new industry of railways — 343 — besides establishing in Brazil a perfected system of railway communications. As a consequence of that article of the law, three other great lines have been granted, all of 1 m. 60 guage, one in the Stato of San Paulo, another in the State of Bahia, and another in the State of Pernambuco. Arts. 3 and 4. These articles are of no interest for this explanation. The third is a transitory measure and the foiirth is simply the formula with ■which all laws concluded. In working this chapter the following works have been consulted, viz: — the reports of the Ministery of Agriculture, Commerce and Public "Works for the years 1883 to 1892 ; the Legislative Collection up to 1892; "Le Bresil" by E. Lavasseur (Extract from the Enciclopedia of 1889); "Le Bresil" by Alfred Marc of 1889 ; and Fernandez Pineiro's work (Le Bresil" of Sta. Ana Nery 1889) which latter has been entirely followed as regards the legal regime. We will now give statements shwing: the States crossed by the railways, the names of the lines and of the conces- sionaires, the date of concession, the capital cost of the haes, the guaranteed capital, the percentage of interest enjoyed, the technical feautures of the lines, length open to traffic, in construction, surveyed and to be surveyed; the cost per kilometer of the line open to traffic, and the receipts expenses, and profit or loss per kilometer. — 344 — EAILWAY SYSTEM OF THE BRAZILIAN S TATE STATES. RAILWAYS. CONCESSIONAIRES. DATE OF COXCESSIOS. AmazoDas. . , . Madeira to Mamore. . . . State 2.5th. November 1882 Pari Belem— Bragan(;a . . . . 21st. March IS'D CearA Fortaleza to Batnrite and Quixeramotim " 25th. July 18711 Comocini— Sobral— Ipil. . . Central Recife to Rnssluha " ..*...... I9th. Jaly 1878 Peruambuco . . . Pesqueira « 26th. October 1 878 " ... Pernambvico'Sontern— Palma- re.s to San Francisco . . . " 9th. May 1876 Alagoas .... Paulo Atlonao (from Piranhas to YatobA) " 19th. ,Tnly 1878 Bahia Alagoinhas to San Francisco . " 26th. February 1876 Rio de Janeiro . , Rio of Onro " 2iind. February 187B — Sto. Amaro— Jacn .... " , nth. July 1878 E. and Minaa Geraes. Central Brazilian .... " 9tli. May 18.15 u u u ^ u u " 2ith. May 1871 San Paulo. . . . Araguari to Rio Grande. . u — Porto Alegre to Urugnayana. u 10th. September 1873 Rio Grande del Sud. Branch from Cacequy to JJag^ . " '' Saican to Santa Anna " (( UK Totals . LINES ENJOYING Sio Grande del Norte Parahyba . Pcrnambuco • AlagSas VFrom Natal to Nova Cruz. . f " « " Villa of CearA ]' Mirim Conde d'Eu Recife— Palmares ^Recife— Limoeiro— Timbauha. iTamaudar^ to Barra . Ribeir4o to Bonito .... ' Maoei6 — Imperatriz (.Central 1 das .Uagoas) 'Macei6 to Leopoldlna . . . /Alagoas to Paulo -l.fFouso. . Natal and Nova Cruz Railway Company Limited. . . The Conde d'Eu Railway Com- pany Limited The Recife and S. Francisco Raihvay Company Limited The Great Western of Brazil Railway Company Limited Compagnia Brazile'ira de Es tradas de Ferro e Navegagao Alogoas Railway Company Limited '. Compania Promotora do Mel- lioramentns de Alagoas. . Compania Estrada de Ferro Central Alagoana. , . . 2nd, July 1873 3th. December 1873 7th. August 1852 10th. July 1870 20th. January 1S90 18th. October 1879 Sth. November 1890 8th. November 1890 — 343 EEPUBLIC ON l.«t JANUARY 1892. LINES IS" S .«-S « ■a CtUAKANTEE. TECHNICAL FEATURES. LENGTH IN KILOMETERS. to 3 0^ 3.; ! o a 1- 2 o ^1 t 5! V3 1 g Total. Im.OO 160m. 00 2.o0 330.0.10 330.000 1.4V5.O0O " laUni.iX) 2.C0 5J.000 150.000 200.000 5.040,000 " laOm.OO 1.80 lin.GSi 200.000 397. Kll ;t. 260. 537 " 181m. OJ l.SO 216.560 ,■ 21U 560 2.808.000 " 150m. 00 1.80 72.07;> 97.930 170.005 5.271.420 « laOm.OO l.SO 146.420 500.000 646.420 2.784.000 i- 82m.00 3 00 113.853 115.853 7.«24..=i2'i " ISara.OO 1.8) 8il.!19B 131.600 453.391; 741.208 " U5m.00 4.10 8S.0d4 8S.a'>4 1.30l.'i6l " flOm.OO 2.L0 36.020 36.020 5t.7(i7.45>* Im.TO ISlni.OO 1.80 72f.018 724.918 ia.90j.I85 im.n:) 117m. 00 2. CO 393.853 150.000 .■)43.8Kt '■ lOUm.OO 1.80 531 .000 531.000 11.712.259 '* '20m. 00 1.8(1 377.000 234. 78 ( B3I .784 .. " I2i)m.00 1.80 i03.843 ! 205.843 •• 7 " ■■ 138.842. .. i:i8.842 110.501.052 •• •■ 2.741.380 1.O40.137 1.640.83:3 .. 5.434.379 STATE GUARANTEE. 3.854.213 3.791.631 9.037.125 4.292.004 32 j. 363 4.207.300 3.000.843 (2.4Sd.0SS U.074.52S 2.731.840 8.19'J.OOO 7 Im.CO 110m. 00 2.05 121.000 41.490 '0 (« Im.OO 100m. 00 2.17 1 41 .000 (7 (5 lm.60 400m. 00 1.25 124.730 7 Im.OO 120m. 00 2.00 141.035 6 " :; 22! 000 97.500 lO.UOO .32.900 28.700 150.000 (7 |6 100m. OD 2.00 130.000 107.693 6 191.106 305.804 121.000 44.490 141.000 124.730 141.063 280.400 W).700 I 50. 000 167.693 500.C03 346 — STATES. RAILWAYS. CONCESSIONAIRES. DATE OF CONCESSION. I Baliia Alagcinhas . \ Alagoinhas— TImb6 . 'i Baliia Central de Bahia. Espfritu Santo / Nazareth— Samto Antonio I Nazareth Tram-Road . Caravellas— Philadelphia ., fltapemerim— Alegre. . ! Victoria to Pe^anha. . " Santa Crnz de Pardo . (Sta. Edo. to Cachoelra Itapemirim .... ""^^ lt?ae°s.'">™-B»«^-t« *« Minas ^Bahla*^!'*!" f >"i| From Itabira to JatobA. .Leopoldina Mlnas and Rio . . iPe^anha to AraxA . Minas Geraes . . Western Minas . . Eio Janeiro iMuzambinho, From Tres [ Coragoes to the Eio Verde and branch to Campanha . I Juiz de Fora to Plan Ottoni to Plttangui. . 'Santa Isabel of Eio Preto Rozende— Areas . . iMaeahS — Central . . , /rIo Bonlto to Cabo Frio lElbelrlo to Bonlto . . Mogyana San Paulo. Santa Catalina Rio Grande del Sud iBragantina )Taubate to Ubatiiba y Eamal A San Lnis iSorocabana The Bahia and S. Francisco Railway Company Limited The Timbd Branch Railway Company Limited. . . Brazilian Imperial Central Bahia Railway Company Limited Nazareth Tram-road Company Companhia Estrada de Ferro Bahia e Minas Companhia E. de Ferro from' Victoria to Sta. Cruz de Rio Pardo Companhia Estrada de FeiTo Leopoldina Companhia Geral de Estradas de Ferro do Brazil . . . Companhia Geral de Estradas de Ferro do Brazil . . . The Mlnas and Eio Railway Company Limited. . . . Conlpanhia Estrada de Ferro de Peganha A AraxA. . . Companhia Estrada de Ferro Oeste de Minas. . . . Ytil to Iguape From ParanagiiA to Ciirityba \ Lapa and Rio Negro. . . jDna. Theresa Christina . . Rio Grande to Bag^. . . . /Qnarahim to Ytaciul Companhia Estrada de Ferro Huzambinho .... Juiz de Fora A Plan . . Companhia IndnstrIa Lavoura e Yiajao de Macah^ . . Companhia E. de F. de Rio Benito d, Cabo Frio . , Empresa da E. de F. de Ribeirao ao Bonlto . . , Companhia Mogyana de Es- tradas de Ferro .... Companhia E. de F. Norte de San Paulo Companhia Estrada de Ferro Soracabana Companhia Viaijao Ferrea Saiiucahy Compagnie Generale des che- mins de fer Breslliens . . The f-onthern Brazilian Rio Grande do Sul Company Limited ....... The Brazil Great Southern Railway Company Limited. 19th. December 1853 7 th. April 1883 17th. January 1863 February J 871 15th. December 1838 23rd. April 1880 15th. September 1883 12th. July 1890 15th. December 1888 8th. November ISfO 27th. March 189? 27rd. February 1875 28th. November 18(10 30th. April 1873 11th. October 1890 1st. September 1880 13th. November 1881 26th. December 1873 2l3t. February 1872 15th. December 1888 19th. October 1889 13th. November 1372 15th. September 1873 oth. January 1888 30th. Juue 1870 26th. April 1890 2ath. November 1872 1st. June 1871 11th. August 1871 19tli. November 1881 - 347 - ^t^l GUARANTEE. ■I I ^ 5 TECHNICAL FEATURES. LENGTH IN KILOMETERS. ! ^ Total. o ^ s < Eh 8.697.582 1.446. 90O 7.704.182 677.844 947.700 ■6.507.3UD 867.040 39.624.9-S2 8.460.406 3.737.804 976.096 2.455, 1.19ti, 1.266.171 994.266 10.427 1.258 8.782.984 12.414. 3.543. 8.I9S.114 3'.831,225 8.736.000 1.446.900 7.098.000 596.503 947.700 3.795.544 677.844 7.862,400 1.392.300 1.474.200 5.208.840 13. 101.603 8.402.406 18.549.111 1.370.187 97B.I 3.272.978 2.06r'.648 650.772 1.266.174 819.000 ,, 994.266 11.418.907 1.258.108 2.722.336 ( 2.982.517 (12.722.346 6.274.654 3.041.793 7.377.798 3. 276.000 6 6 6 6y7 lm.60 Im.OO Im.OO :-K)0m.OO laOm.OO 107111.00 lOOm.OO Im.lO;!; 0.93; 0.66 Oni.76 Im.OO Im.OO SOni.OO 80m. 00 100m. 00 80m. (10 100m. 00 83m. no 120m. 00 , 80m.00 IWm.OO 75m. 00 ICOm.OO 120m. 00 1.25 1.60 3.33 2!50 3.C0 3.00 2.00 2.50 3.00 3.03 2.75 2.00 2.25 3.30 2.00 3.00 123.340 83.000 315.000 ."M.OOO 42.000 142.000 70.000 1.470.855 170.000 377.000 61.000 74! 260 28.3d0 44.000 32.000 740.000 52.000 376.000 231.000 116.620 283.000 175.000 23.000 231,000 Si.lOO 85.000 90.000 331.000 66.500 140.000 143.100 342 ; 000 esiooo 13.280 75.000 390.000 166.214 776.700 138.240 300.000 138.000 208.000 395.900 92.000 288.000 532.000 2.000.000 328.000 28.703 200.000 366; 920 72.200 123.340 83.000 615.000 172.000 65.000 393.000 278.000 480.000 85.000 90.000 331.000 2.092.000 1.337.33S 170.000 288.000 1.377.000 143.100 61.000 242.000 74.260 93.360 57.280 7S.000 60.700 1.130.000 52.000 166.214 1.352.700 366.920 441.440 116.020 283. OOO 175.000 — 348 Porto Alcgrc to Niievo Am- i biirgo I De Ytaqnl to fc'aii Augelo. I Santa Maria to Crnz Alta. 'Torres to Porto Alegre. , Eio Grande del Slid. ', JSan Gerdnimo to the Herbal I monntaiiix and branch to I the ]5ag6— Cacequy line. I Pelotaa to the San Lorenzo I Colonies ... . . Parana and Kio I Grande del Snd, Ytarare to Cruz Alta lEstrcito and San Francisco to I Cliopin o »„ r<.t.i:»„ „„j\San Francisco to Blumeneaii. ^^iSrSd^'deisrd'-'^^rirau^'"!'"'.' ."" ^'": fVariante de Porto Beilo . . ' Blumeneau for Lages . . . „„ „_ fUberaba to Coxim .... *™y*^ Catalao to Palmas . . . . San Paulo San Paulo, Grayaz y Grrosso . Parang and Matto Grosso Norte iComercio to San Francisco Xavier Santos to Jundiahy. . . . ; Ituana IPaulieta iRio Ciaro to San CMos of I the Plnlial Rio Pardo Taubate Tremembe. . , Santos— San Vicente . . San Paulo — Ssnto Amaro. Paraty to Iguap6. . . . Minas, Matto Taubate to Amparo . . ; . Pental to Matto Grosso . Ponta Grossa to Corumbi Madeira to Guapar^. . , . Recife to the Pacifle, an inter- national line, already cons- tructed in Argentine and Chilian territory; definitely surveyed in Uruguayan ter- ritory, surveyed for over 1000 Iriiometers in Brazil and still to be sul'veyed in Rio Grande and in the States of Fan Paulo, Minas, Geraes, Bahia and Pernam- biicb Provincial concession . , Companhia Estrada de Ferro da Tijuca Companhia Ehtrada de Ferro Lavoura, Rio i San Paulo. Companhia Vja^ao Ferrea Zapucahy The Rio de Janeiro and Northern Railway Company Limited Do. do. do. do ... . Empresa de Melhoramentos no Brazil San Paulo Railway Bompany Limited .... . . Companhia Jtuana .... " Paulista. . . . Rio Claro S. Paulo Railway Company Limited. Engineer Silva Lara and Dr. Pedro de Barros .... Do. do. do. y Roberto Nar- manton Jnan Carlos Leite Penteado and others j?co._da Silva and Christiajio Coulmffo. . . .'. .' . Companhia Ed. de Ferro de Madeira A Guapar§ . . . Mello Barreto, Murinelli, Mi- randola y Castro .... 26th. June 1871 31st May 1880 7th. November 1891 4th. July 1891 14th. February 1891 2-th. April 185-2 2Cth. April 1856 28th. November 1868 4th. October 1880 19th. September 1891 nth. " 30th. May 1891 17th. October 1891 Sumas. GENERAL states lines. . .' Lines enjoying state guarantee Lines without state guarantee Totals — 351 fi tj aUAEANTEE. TECHNICAL FEATURES. LENGTH IN KILOMETERS. §*§ '^ a Jill ~ 1 i .11 f o s 1 r Totul. 2«l =- ^ 5 ■s> S. ~ 2 ^ 386.100 463.320 .144. CIS 3.571.428 13.235.031 2.604,987 4Si4.710 115.830 115.830 231.660 .34.133.372 Im.OO Ini.'oO Ora.95 Im.OO Im.OO im.eo 'lm.60 im.eo Im.OO 72m. 00 SOra.OO 80m. 00 lOOm.OO 603m. 00 241m. 00 301m.00 120m. CO 3.00 l'.25 2!50 2.50 10.16 2.50 2!6o 35.650 38.000 2il.00O 35.000 8.300 13.014 91.700 45.340 8.000) 131.000) 283.000 242.000 264.617 SB. 000 9.000 20.000 26.000 18.314 50.000 75.000 1.88G801 143.340 207.314 220.000 160.000 450.000 200.000 1.80O.000 1.400.000 400.000 500.000 2.600.000 203.3.10 8.O18.0O0 35.630 38. oa) 29.000 35.(Xi(> 34.5ai 31 .32« 220.000 193.340 91.700 120.340 160.000 139.000 283.000 242.(J0fJ 204.617 36.000 g.OlXi 9.0OfJ 20.000 450. OCO 200.00* 1.800.000 1.400.000 400.01" 500.000 2.600.OUO 10315155 110.301.052 160.961.566 34.133.372 192.6i3.828 •■ •■ 2.744.380 5 649.239 1.886.801 1.040.157 4.086.329 ao7;3i4 5.333.800 1.649.832 0.915.771 203.340 8.083.894 8.018.000 5434S7!> 24235233 10315455 305.596.190 192.013.826 _■:__ 10280420 7.768.943 16601894 3998406: — 352 — RAILWAYS WOEKING IN 1892. WOKKING l.V 18C2. FINANCIAI. RESULTS. s o _o TROl'lT. u RAILWAYS. a i 5 ■£5 |g 3 i o 5 'a 5 A ^ III .1^ o o p. ps 1 1 o State. Baturite Im.OO ]971im6 25.S00 1234. 1.351.5 — — 117.". Comocim— dobral — Ypi'i. " 21B " 6 15.(153 IBS. 3 3.52.2 — 180.0 Central Pernambuco . " 72 " 1 39.000 2.175.1 832.1 1.343.0 3.70 Palmares to San Fco. " 116 " 4 35.86!) 857.8 2.133.8 — 1297.8 Paulo Afforso. . . . " 115 " 9 24.000 344 8 666.6 — 321.8 Alagoinlias to fan Fco. " 322 " 16.P68 323.3 1.241.6 — 718.3 fiio of Oro " 83 " 8,966 I. f 51.0 2.327.2 — 776.-2 San Amaro-Jacii. , . " 36 " 36.1.51 Central Brazilian . . Im.CO 7i5 " ■.m " 75.341 3."..287 ' 7.897.8 5.873.3 2.022.3 3.04 - P.Alegrc to Uruguayana " 377 " 31.037 1.220.0 1.415.6 — — 195 6 Ouaranteed hi/ the State Natal to Nova-Cruz. . Im.OO 121 "0 31.853 438.3 .331.7 80.8 0.27 Conde d'Eu . . . . . ■' Ul " 21.891 7(16.8 895. () 188.8 Recife— Palmares . . lm.60 124 " 7 72.297 3.665.4 3.8C2.-< 1.802 6 2.49 Retifc— Litnoeiro— Tim- bauba. . . . - . Im.CO 141 " 1 30.444 3.535.6 2.063.8 8198 2.C3 — Riberao to Bonito . . , — 22 " — — — — JIaoeio— Imperatriz . . _L •,H0 " U 28 050 1.019.1 834.5 184 6 0.63 — Bahia— Alagoinlias . . lm.60 123 " 3 7n.S40 2.408.2 2.382.1 26.1 o.oa — Alagoinlias— Timbtf . . Im.OO 83 " 17..iI8 488.1 922.1 — — 434.0 Central Baliia. . . . " SIS " 24,614 1.J98.3 987.9 210.4 0.85 — Nazareth Santo Anfonio « 34 " 19.937 — Nazareth Tram-road . « 42 " 14.380 __ Caravellas Philadeluliia (1887;, . a 142 " 20.000 12.393 866.0 554.0 312.0 1..56 Itapemirim Alegie . . " 70 " 11 — — — — Leopoldina. . . — 1471 " 26.938 1.447.0 920.0 527. 2.00 — Minas and Rio . . . Im.OO 17(1 '■ 49 7H7 3.503.3 2.ti41.0 867.3 1.74 Western Minas . . . 0m.7tj 377 " 9.052 1.159.0 716.4 443.2 4.60 Juiz de Fora to Piau . — 61 " 16.(X)1 . — . — S. Isabel of the Rio Preto Im.OO 74 -5 33 050 — Rosendo-Areas . . . " 28 "4 12.870 — . Central F-'-ahe . . . " 41 "0 16.380 — _ Ribei/So to Bonito . . " 32 " — Mogranalmain line 1887) " 740 " (1 — 3.08f).7 1.638.8 1.441.9 14.00 BriiHantina .... " r,2 " 24.194 — Sorrtcabana .... " 37tj " 23.359 1.913. 076. 1.267 3.00 ParbnaguA— Curityba— hi^ " 2-^' "(20.212 4.827.2 2.C24.8 2.200.1 — _ Theresa-Christina . . u 116 " 30.386 394.3 1.221.1 82!t.8 Rio (jraude to Bage . " 283 " 28.1138 1.319.5 1.. 178.5 — oy.o Quarahim to Itajni . . " 173 " 0,22 UU7 358.. i 520.3 — — 161.8 Un gnamntncd. 1 1 Recife— CaxangA . . . tm.]0 20 " 01 — „_ Macahe— Campos. . . yantn Antonio'of Padua. Im.OO Dtl " 0)-, „,.. 3.434.5 1.841.5 1.593.0 3.10 - Rio Janeiro to Magfi . " 88 " 15.144 Principe of the 0. Para " 91 '• 7 3.005.8 3.107.1 1. 898.7 :i.io Santos to .liindiahy , . — l;i9 " 3.i,3(i4 21.179.0 18.646.7 5.333.1 5.81) — Ituaiia (1886) . .' . . Im.OO iSS " 23.209 1.285.0 879.0 397. 1.18 — Panlista . .,••.•. , lm.«0 242 " 16.737 7.244.0 3.328.0 =1.918.0 i:t.04 Rio Claro m.OO 264 " 6 9.867 1.54S.2 826.0 7-!2.3 7.32 — The Chilian Republic. CHAPTER IV. THE RAlLWArS OF CHILt, The statistical synopsis of Chile for the year 1891 which we will give will show the railways which up to that time had been opened to public service, as also those in construction. The State railways are divided into three sections, whose lengths are as follows: Ist. Prom Valparaiso north to the bank of the Mapocho, including the branches' from Las Vegas to the Andes and from Borpn to the Port 228 ■2nd, From the Mapocho to the Talca_ station, including the branches from Tungay to Mercado and from" Tinguiririca to Palmilla 296' 3rd. From Talca to Victoria, incbading the Los Angeles, Traiguen, and Talcahuano branches 582 Total liofe — 356 - The cost of the sections as delivered over by the coatractors is show in the following statement: SECTION LENGTH. COST. Average price per kilometer. Yalpai-aiso to Quillota Quillota to Santiago Las Vegas to San Felipe San Felipe to Los Andes Santiago to San Fernando .... S^n Fernando to Curico Palmilla Branch. Curicd to Talca. . • Taloa, ■ Chilian aud San Rosendo to An gol . Chilian to Taloahuano Klim. $ gold. bb 4 694.900 129 6.991.969 30 459.076 15 453.958 134 5.000.000 61 1.378.460 43 • 425f 285 65 1.869.061 S39 6.708.944 186 4.917.256 $ gold. 85.361 54.201 15.302 30.263 37.313 27.028 9.820 28 754 28.070 26.436 The following statement shows the cost of the railways in the years 1889 and 1890: Permanent way .... Traffic equipment .... Shops Stores and duplicate parts . Furniture and tools . . . Total ccst of the Railways. Cash on hand ..... Outstanding accounts and sundry debtors Total. .... The gross receipts were. a(id WQrkjng expenses . . giving a net profit of. . . 1890. 41.998.492.89 8.299.076.19 424.561.68 1.175.806 60 228.891.75 52.126.829.11 181.683.69 « 1.569.963.29 $ 53.878.476 07 8.060.830:14 •6. 911.. 940. 04 $ 1.148.890.10 S 1801. 44.riO.633.76 10 108.117.47 443.015.49- 1.211.892.35 279.852.16 56.453.511.23 715.e26.84 1.6.58.310.40 $ 58.827.348.47 8.482.305.57 6.953.600.17 1 528.615.40 In 1889 the working expenses were 85.74 "/o of the receipts and in 1890, 81.98 "/o; in the former year the profit was 2.13 "/o of the capital cost of the railways and in the latter 2.70 "/«• — 357 — The receipts were as follows : 1889. 1890. UiSgajje Pasasngers Goods Parcfils and StoreagR. GoypiTiinP,nt passages & freights Sea.soii tickets Mole duHs . Loading and unloading wagons Sperial trains Ticket and parcels books . 2.671.618.401 4.500.801.32!" 327 363.8'Ji" 45.107.10 « 423.216 00;-' 46.840.50 " 6.00 •' 26.201.92 " 18.G00.lo!" 420. 00 1 ■' 2.791.784.80 4.627.189.47 327.5;i9.87 45.020.76 692.995.82 56.687.80 12.00 23.755.12 16.839.93 490.00 $ 8.060.830.1l;.S 8.48i.30j 57 The v/orkiiig expenses were: 1889. 1890. Administration . . . . _ .1 ■i .i .L .4 ", ,1 405.674.63 2.468.061.17 320.660.74 1.191.976.38 142.717.38 450. -168. 04 1.9.32.381.80 ! u .1 u lit .( 535.335.12 Traction . . 2.567.629.29 (loaches Goods Stores Stations . . .... 363.997.50 1.302.321 07 159.718.72 504.265.03 Maintenance of and buildings permanent way 1.520.423.44 Total . S' 6.911.940.04 6.953.690.17 The receipts contributed by each section were: 1''. Section . 2°''. do. . Si-d. do. . Total. 2.457.107.33 3.587.222.20 2.016.600.61 $ 2.635.652.07 " 3.733.398.25 " 2.113.355.25 $ 8.060.830.14 $ 8.482.305.57 35a The following is the proportioi;i in which the passengers, goods etc: have contributed to the total receipts : 1889. Passengers 33.14 "/o Goods 55.84 " Luggage . . ... . 4.06 " Government passages. . 5.26 '" Sundries 1.70 " 100. »/o 1890. 32. 91 »/o 53, ,37 u 3.86 u 8, ,17 « 1, .69 u 100, % The number of passengers carried was : 1889. 1890. l^t. Section. 2""'. do. . .3'''i. do. . 1.408.806 1.708.706 871.365 1.480.637 1.142.126 959.075 3.988.877 3.581.388 The cargo handled was: l.'^t Section. Total, 1889, 1890. Metric quintals. Metric quintals. 6.494.331 6.690.530 4.876.921 5.260.962 4.509.446 4.720.753 15.879.698 16.672.245 The traffic in coal, wood and wheat represents about a — 369 ~ third of the number of metric quintals transported in 1890, viz: Coal 2.317.131 met. quintals Wood 1.306.071 « « Wheat .... 1.538.632 " « 5.161.834 met. quintals The receits per kilometer for passengers and cargo in the years 1889 and 1890 were as follows: Per train kilometer . $ 1.136 $ 1.295 " vehicle " ... u 0.125 u 0.118 " ton " ... u 0.0191 u 0.0198 " passenger per kilometer. u 0.0211 u 0.0213 The coal consumed in the same years was. . .' . tons. 113.521 tons. 125.177 tc the value of ... . $ 1.442.087 $ 1.661.615 The average number of kilograms of coal consumed per hundred kilometers rum was 1.663 " 1.643 The following is the number of engines, carriages and wagons in service in the years 1888 and 1890 : Engines. Carriages . . Luggage wagons . Goods do. . 1889 1890 129 153 192 202 43| 2.339 2.862 — 360 — The number of kilometers run by the engines, carriages and wagons in service, was : 1888. 1890. Engines 6.432.356 7.161.601 Carriages . . . . 11.252.301 12.208.006 Wagons 52.397.108 59.669.209 The number of service telegrams sent over the railway telegraph lines "was 813.376 1.022.642 Number of words in same , . . 16 . 175 . 200 20 . 925 . 342 Private telegrams 2.780 2.604 Costing $ 985 32 $ 901,68 iSr.« of telegraph offices ... 119 131 " " telephone do. . . . 60 75 The railway from Chaiiaral to tha Animas and Salado mines, 65 1/4 kilometers in length, was bought by the Government for the high sum of $350,504.23 and was handed over to traffic on the 21'* January 1889. The maintenance of this line is a heavy drain ■ on the State. In the first eleven months of 1890 the expenses were $ 82.367.70, and the receipts oaly $ 55.686.88 giving a loss of $ 26.680.82. It has been found that it is not a line which can be worked by the State, because in such a small undertaking it is only private enterprise that can introduce economies- The line has been placed in fir.'^t-rate condition and well equipped, at a cost of over $ 100.000. The President of the Eepublic has been authorized to spend up to $ 1.500.000 in acquiring, by means of public tender, 350 store wagons, 200 cattle-wagons, 100 four-wheeled box- wagons, and 72 pairs of wheels for passenger carriages, for the use of the railways now working. -. 361 — For the present year the administrative estimate of ike State Eailways amounts to $8,826:176. The private railways are the following, commencing with the North: KLMS. From the port of Arica to the city of Tacna. . . 63 " the port of Pisagua to Tres Marias, 90 klms, and branches to Agua Santa and Puntunchara and sidings, together 106 " the port of Iquique to Tres Ma,rias, 109 Mms, to Virginia 31 klms, branches to stores and sidings, total • . . . . 194 " the port of Patillos to Salitreras del Sur . . 93 " " " " Mejillones del Sur to the Cerro Gordo mine ■ . 29 " the port of Antofogasta, via Salinas de Dorado, to tho town of Calama and thence towards the East in the direction of the borax deposits of Ascotan on the borders of Bolivia, into the interior of which couutrj'^ the line should continue for a few kilometres to the rich silver mine at Huanchaca 440 " the port of Taltal to Cachiyuyal or to Eefresco 82 " the port of Caldera to Copiapo, branching cut from thence to the Puquios mines, San Antonio de Apacheta, and to Chanarcillo or to Juan Godoy 242 " the port of Carrizal Bajo to Carrizal Alto, via Barranqnilla and Canto del Agua, 36 kilms, and from thence another 45 klms eastwards, to the Cerro Blanco mine 81 — 362 — KLMS. From the port of Coquimbo- to the city of la Serena ylaCompania 15 " the same port to the city of Ovalle with a branch to Panulcillo 123 " the port of Serena to Elqui or to the town of Eivadavia, to the east of the city of Vicuna . 78 " the port ofTongo to the Tamaya mine . . 55 " the port of Laraguete, in the bay of Arauco to the coal mines of Qailachauquin and Maquegua 40 " the city of Santiago to Pirque 21 Total 1662 KLMS. There are also some other short railways which serve the coal-mines of Coronel, Lota, Lebu, etc: and a tram or railway, worked by animal power, 6 to 8 kilometers long, between the port of San Antonio and Boca de Maipo. In the cities of Santiago and Valparaiso thore are convenient, tramways, of over 60 kilometers long in the Urst-named and a little over 10 in the second. The same service has been established in the cities of Concepcion, Copiapo, Chilian, Rengo, Quillota, San Felipe, Santa Rosa, Serena, Talca etc: The number of passengers carried last year by the Valparaiso urban railway was : l«t. class 18.215.040 2°*. " 14.171.913 Total 32 386.953 Besides these means of communication, Chile possesses over 800 public roads, whose total length is upwards of 66.000 kilometers; 2000 local roads and paths maintained — 363 — by municipalities or private persons, with a total leagth of over 40.000 kilometers, and 78 navigable water-coiirses of over 4.600 kilometers in length. For the maintenance and extension of the public roads and the opening of others, the sum of $ 800.000 was voted from the Nrtional funds for the year 1890, apd $ 550.000 for the current year. The inspection and carrying ont of these "worljs, and of "bridges, buUdings etc;, is under the care of a Public "Works Office to which is attached the necessary staff of civil engineers. Railways in constbuction. The following statement will give the name and length of the lines being constructed, the engineers in charge, and the gauge of each: .2 S KNGISEKK IN CHiRQE NAME Of LIKE. II Gauge. 0J-- THE W011K8. M. From Huasco to Vallenar. . 49.1 1.00 Boleslao Kulczewsky. " Vilos to Illafel y Sa la- manca . 120.0 1.00 Eduardo Barriga. ' Calera to Ligua. . 71.5 1.00 Santiago Montt V. ' Saatiago Melipilla. . B9.0 1.68 Federico G-arces P. ' Pelequen toPeurao. . 28.1 1.68 Pedro A. Rosselot. ' Palmilla to Alcones . 44.0 1 68 U C( u ' Talca to Constitucion . 84.6 1.00 Santiago Sotomayor. ' Parral to Cauquenes . 49.4 1.68 Isaac MoDtt. ' Coihue to Mulchen . . 41.4 1.68 Carlos Herman M. ' Victoria to Token. . 106.0 1 68 Luis R. de la Mahotiere. ' Valdivia toPichi-Rapi lUi 9B.0 1.68 Ricardo Martinez V. ' Piohi-Ropulli to Qson m. 70.0 • 1.68 Jos6 Antonio Vadillo. Of the line from Santiago to Melipilla the section between the former city and Chinihue, 48 kilometers long, is open to traffic, as is also the part as far as the river Cachapoal, 18 kUometers long, of the Pelequen — Peumo line. The following statement will show the total amount of earth which, according to the surveys, it will be necessary to move, the amount moved up to the dates indicated, and the length of rails laid during the last year. 364 — in • W J a- -I 3§ 8 TO (N t- K-' o ■" . a ?. H s => a Eh o -s a 5 y o ■^ o p <1 O o d o o CD ■ O C£> CO 00 CC — I O CO (N b- O 00 O O fN — i -^ 5 • ^ >, ^BS o Cod"" c3 cS S rs ^ ""^ cr' ci ^ ^ o ^ :2 d en i_j §^ o 'S 'o (D I o -a PM << o o .■*= S ri t* o -D -jS += -u 'g cj 't; 'S ■ o • pi o r* «j t^ ^^ I <» OS O o -(J PhAhOPM IsSL' 3 3 3 3 3 - 365 - These constructions were but slightly advanced in the year 1891. Under the dictatorship the nien emplqyed on thena were taken as recrats, and the works, which were occasioning a heavy disbursement, had shortly after to be suspended, as the maintenance of the numerous army did not allow of other expenses beiiig incurred. The dates on which the works were commenced on the various lines and those on which the State should take them over : the approximate cost of each including rolling stock and buildings, and, the average cost of construction per kilometer, are shown in the following table: — 366 — g H S i s s •a « g 0)_O m QCO-»00.»HOOO'H O O g .a Wr-O«3OK105«5 «0 "5 to CO CO CO <:o cs o CO 1:0 la , -^ lO 05 •«( If OS t»- 85 -^ 02 OS eo to «o 00 o D- lO tS 00 p o 50 cDoi oJaJj^iW'COcoio ■«*< «* r-( (S i-l >H iH T-l jH W ni OOCOOOSOai-itNCO '-* QQ 0005 00 tHJOCS ©©■^OtMtDi-Hrit- t-ooc>ocii'«?;r-(a3cq 4a io«)THceoo5t»coo rH rH A^ iH rH rH OS o 05 o OS OOOQOJOOOO OOOOQOOOQ o o o o o q o O ,,^ >o o o o 0.0 Q iH >J!i ** e >0 O 03 IM "^WCSlCOOiOCD'^CO 1-1 T-H V^ rH o, o S3 05 w a' ?3 o !<5 . . • ,>, QQ CO lH t, *■ T-i '"' — ™ ^ ja w ^ J3 ja „ (M ■ • 05(M com_„ thoo:* iH 05 :3 ^ CO a OS p< ^ A^ Of o ^^oo^~ " SSiS . ■ .050S -- cooS- .. • 05 iH T-t 05m 00 OOCOCO >5>i COCOiH fci l< >• ^'g, C3 3 " .»j CO '-u 4J -1-3 ::± )0D_ jcoOT (>-ICD 00 : a • o 00 OS o a OS 4^ 4,3 4-3 : 05 O 10 OCICO — I ■ 00 • • -a 43>,3-S-|§3 "" ^ 0! "oj !l) O ■■♦^ O ~ " " ao '2 CO ■%^ o 5 > [- /o per — 389 — annum for twenty years on, the capital invested in the constrnction of the railway. On November 25th the decree was issued authorizing the opening to public service of the section between Ascot-an and Uyuni. On the 10* of April 1890 it was decided, subject to the approv'al of the Legislature, that the' t6rm fixed by the law of the 31st October 1889 for the delivery of the Eailway should be coimted from the date of the contract, the estimate and cost of the line being verified, at the proper time, by the National Department of Engineers." '' In the event of the profits from the Eailway exceeding 6 o/o per annum, it wa.s agreed that anything over that sum should be handed to the State in return of the amounts paid as guarantee. " On the 11* of April last, in view of the interruption to the traf&c of the line from Antofagasta to Ascotan caused by the political disturbances in Chile, the term fixed for the delivery of the line to public service was prolonged to the 15"! of May, on which day it was officially inaugurated. " In his report, the Chief of the Department of Na- tional Engineers certified to tha Government that the line was solidly constructed; that the rolling stock and engines were of good quality ; that the gauge of seventy five centimeters was safe with a speed not- exceeding ' fifty kilometers per hour; that its technical features allowed the running ' of trains of a capacity ■ sufficient for the purpose for which they were destined ; unless the advantages of the broad gauge over the narrow, as regards capacity and greater velocity of the trains, be considered as deciding elements, when endeavoring to introduce economies which will reduce the capital 50 "jo, which - 390 — capital will be proportionately higher in the construction of the Cochabamba and Potusi branches, on account of the winldings which render the levelling of the lines so difficult. " " The length of the railway from Uyuni to Oruro is three hundred and fifteen kilometers; it is served by the following stations, viz: Orui'o, Sebaruyo, Guari, Challapata, Pazua, Machacamarca and Uyuni, under the regulations approved by the Grovernment on the 17.* of February for the Antofagasta line. " " It having been reported that the Company had established exorbitant tariffs for the carriage of animals and transmission of telegrams, a note was addressed to it on the 9th of June, calling on it to comply with the third clause of the resolution of July 19th 1888. " " As it is necessary that the preliminary operations referred to in the 6}^ article of the resolution of April 10."i 1890 be carried out, it is ordered that the Chief of the National Department of Engineers proceed to inspect the works executed by the Company, verifiying the exist- ing material and the true cost of the line. " " To comply with article 1 of the law of October 31.^' 1889,- the Government will arrange for the administrative audit for the determining of the receipts and working expenses of the line. " " The line from Antofagasta to Uyuni, established without guarantee, by resolution dated July 19<* 1888, serves the public traffic in an equitable manner. The Uyuni, Julaca and Chihuana Stations attend to its normal requirements, and its engines number thirty-nine." The branch to Pulacayo and Huanchaoa, principally intended for the transport of the metals of the Company of the same name, does not belong to the public. — 391 — PEOPOSED EAILWAYS SANCTIONED. lu accordance with the law of October 15th 1890 which exteads the grant of guarantee to the branch line to be constructed to Colquechaca, the right to construct a railway- has been conceded to Don Isidoro Aramayo, that shall commence in the most convenient poiat of the main line from Uyuni to Oruro and shall run to the above town. The obligations imposed upon the concessionaire are to make the technical surveys within one year, begin the works within a year after the plans and definite surveys have been approved, and to open the line to traffic within two years by sections of fifty kilometers. He is also required to deposit the sum of $ 30.000 (Bolivian) in one of the Banks established in the Republic as a guarantee for the execution of the work in the construction of which only first class materials shall be employed. On the part of the Government the concessionaire has the privilege of reserved district of 50 kilometers on both sides of the line for the term of 20 years ; exemption from fiscal and local duties on the construction material; free grant of the land for the construction of the line and its stations, the right to determine the starting point and the direction of the line being reserved, as also the right of expropriation on payment of the guaranteed capital with 15 o/o bonus. The construction of this branch will help to foment on a large scale the growth of the industries in the noted mineral district of Colquechaca, which will ia turn increase the traffic of the Central line with the bulk of its mineral exports. Concession of Febkuaey lO.*'* — To Don G-uillermo Ugarte has been granted the construction of a railway, that will — 392 — connect tlae departments ■ of Oruro and Gochabanba, within the term of four years counting from the date of the execution of the agreement of ihe contract of concession. Tlae clauses contained in same, being the same as those of all the railway concessions, cover the right granted to the concessionaire to make use of the rights of free transpot being in return compensated by the maintenance of the cart service from Oruro to Cochabamba. If the other lines authorized have been proposed to assist the opening up of the mineral industry, the line to which. I am referring is intended to augment the existing commercial relations between the central agricultural districts of the state and the fertile valleys of the department of Cochabamba. The length of this line is calculated at more or less two hundred kilometers at an approximate cost of tSOOO per kilometer on account of the natare of the ground and its slippery composition. ' It is generally allowed that the most important section is the one that runs through the Sequehalca pass, touches on the borders of Challa, Sayari and Itapaya, and ends in the Eocha valley. As the concessionaire's time under the stipulations of the contract has not expired he has not yet presented the surveys for the a,pproval of the Government. Concession of June 10th 1891. The proposal of Don Lisimaco Grutierrez for the construction of the branch from Uyuni to Potosi having been accepted, the definite surveys have not yet been made as stipulated in article 2. The surveys made by the corps of national engineers cover a length of from 225 to 230 kilometers with a maximum gradient of 25 per 1000, and a minimum radius — 393 — of 100 meters on curves. The general plan from Uyuni via AUita and Tomare to Viloyo, and via Porco to Potosi, crossing the mountain ridge of Mangui, is preferable to those proposed with a view to facilitate future extensions of the line. Its income to commence with calculated on a cost of i 650.000 would be about 3 »/o. Concession of Ootobee 13"i 1891. The decree issued on June 15th 1880 conferred the concession on Don Fer- nando Cerdena to construct a railway from the city of Cochabamba to the banks of the river Mamure or one of its tributaries in the department of Beni. This concession grants to the concessionaire 100 square leagues of state lands, in alternate lots of 10 leagues each, situated on both sides of the line, with a view to establish colonies and agricultural settlements under the law of November 13th 1886 and reglamentary decree of March 10th 1890. The construction of the various sections should be terminated in the year 1900, which is a rather considerable lapse of time. With respect to the terms granted for the construction of the railway from Oruro to Cochabamba it is possible that when the first difficulties occasioned to the Nation by the payment of the interest on the authorized lines have been overcome it will be found in conditions to fulfill the guarantees so undertaken. Concession op November 30"^ 1890. — Under the law of October 27* 1890 that authorizes the construction of a railway in the east of the Eepublic by Messrs Perry Cutbill & C". of London, the reglamentary decree was issued on November 30"^ of which I gave you advice last session. "Various observations afterwards made by Don Antonio — 394 — Quijarro, as representative of the Eaglisli company, induced the Government to hold over the plans submitted for their approbation and they will be presented for your discussion with the latest reports. Concession of October ll*"! 1890. — The navigation of the river Desaguadero and the lake Poopo having been authorized by the law of November 22"'* 1887, the right to construct railways and tramways from the banks of these waterways to the populated centres and mining districts in the vicinity was granted to don Juan L. Thorndike on November 11*1^ 1886. The law of December 2'"^ extended the terms of the privilege granted for the river navigation and construction of tramways to 20 years to count from January l^t. The concessionaire has commenced the preliminary surveys in earnest with a view to completing . the works proposed. Concession of August 1.^' — By the decree of this date the right to continue the line from Oruro to the city of La Paz has been granted to Messrs. Carlos G-. Avalos, Emilio Villarino, and Luis M. Sola, under the general conditions of the law of October 15"^ 1890 and those specially provided as follows: The cost of the construction materials will be fixed in accordanca with tha ruling tariff for the line from Anto- fagasta to Oruro. The line must be opened to public traffic within three years counting from the date of signing the deed of con- cession. The concessionaires guarantee the completion of the works by an individual and collective guarantee for $ 30000. — 395 — The minimum tariff charged must be 1 1/2 cents per 100 kilograms. The establishment of th'.s new line will complete the Bolivian Central Railway within the short space of five years, and it will cross the national territory transporting our products to the foreign markets by the Desaguadero and Mollendo to the North, and by Antofagasta to the South. Concession op 22'^* June. — The English Company which under the title of "The Peruvian Corporation Limited" was negotiating for the construction of a railway from La Paz to the Peruvian frontier, modifying the proposal made by the National Congress on 14*'' October 1890, has obtained throngh its agent Don Ventura Farfan, authority to make a line from the said city to Desaguadero, with a guarantee of 6 "/o foj. twenty years, after which the Government will be entitled to take it over, acquiring the right of property by paying the capital invested out of the amount paid as guaranteed interest, and 16 <>/o indemnity. A condition having been inserted in the proposal that the duties payable in the port of Mollendo be made the same as those charged in the other Custom Houses of the Republic, the resolution of 22^^ July last, as far as refers to the Ministry under my charge, has accepted the proposed bases for the Company, handing over to the Ministry of Foreign Affairs, to whom it corresponds, the arrangement of the condition referred to, in accordance with the treaty of commerce and customs made with the Peruvian Republic. The concessionaires undertake to make a junction between the line from La Paz to Desaguadero and the one from Puno to Mollendo, provided that they obtaia for the latter the same guarantee and privileges as were granted to the former. — 396 — The discussion which has been sustaining the theory of incompatibiHty with respect to the railway hnes from Puno to Mollendo and from Uyuni to Oruro, in their relations with the commercial interest of the Departament of La Paz, confirms the advantages which would accrue to the Northern markets, by the extension of the Uyuni line to meet the one conceded to the English Company. The proposal of the Peruvian corporation being accepted, as well as that of that of Mess''^. Avalos, Villarino, and Sola, both lines will be constructed simultaneously, bene- fitting the country generally, and especially the populous Departament of La Paz. CONCESSIONS CANCELLED. The expiry of the terms respectively granted to the concessionaires for the presentation of preliminary surveys and failure to comply with the clauses governing the guarantee for carrying out the works, have been the cause of the withdrawal of some proposals and the lapsing of others. The object of the following ctatement is to give you briefly, the administrative procedures referring to them. By the law of October IB*'' 1890, the following authori- zations were declared of no -'effect: that granted to Mr. John Firth for a railway from Tacna to La Paz; that granted, to Don Jose Manuel Braccu, representing Juan L- Thorndyke, for the Desaguadero line, and that granted to the North American citizen "W. H. Christy for the Sotalaya lines over the Titicaca lake. John Hurd, through our Legation in "Washington, proposed the navigation of the rivers running into the Amazon, and the establishment of the railways from Cochabamba to Chimore and from Santa Cruz to the Eio Grande, forming a connection with the Brazilian Madera — Mamore line. — 397 — The negotations which were set ou foot having been abandonned, the Ministry has refrained \rom dealing with the matter officially. The acceptance of the prdyect iiift^ by Guillermo de Ugarte for a railway from Oruro to Cochabamba, rendered those presented simultaneously by Santiago Secombe, Te- lesforo Tovar and Fernando Cerdena without effect. The withdrawal of the project of Messi's. Luis M. ^ola and Pedro "Weall for a branch from Uyuni to Potosi pre- ceded the acceptance of that made by Lisimacb Grutierrez for the same line. The negotiations which were carried on by doctor An- tonio Quijarro, representing a Franco-Belgian syndicate for the navigation of the parts of the rivers Puriis, Madre de Dies, Beni and their af&uents in the national territory, and the construction of a connecting railway, were suspended on account of substantial modifications which altered the terms of the primitive project. I do not think it, ont of place to mention the project of don Ernesto Eiich for the construction of a Railway from Uyuni to the Argentine Republic; nor also of the following: Of Mess''**. Emilio Reus and Victor M. Acenarro; for the establishment of lines from the Argentine Republic and Paraguay to Santa Cruz and the river Puriis: Of Antonio Quijarro for a line from Puerto Suarez to Chiquitos and Gruarayos: Of General Thomas Ogden Osborn for a line from the Paraguayan and Bolivian frontiers to the capital of the Republic. Of August Stumpf, to extend the line comprised in the Osborn project, to the town of Huaicho on the borders of the lake of Titicaca, passing through Oruro and La Paz : Of Carlos Mtiller for a line from Paraguay to Sucre, Potosi and Quiaca: - 398 - Of Adolfo Ballivian for a line from La Paz to Puno : And of Gaclie, for the Ballivian port line. In former reports I had the honor of pointing ont to you the convenience of negotiating for the extension of the Argentine Central Northern Railway to the Southern provin- ces this Republic. Now that the Bolivian table land railway bordfjrs on the neighboring country, I must again make mention of that undertaking of such incalculable importance, both to the lion. Members of Congress, and to the Government that initiated it. In the future destinies of the country, the realization of this stupendons work will render our international relations closer, supporting them by ties of common interest, without the inconveniences attending the Magellan and Panama routes. The prolongation of the Plate lines by the Santa Catalina frontier to the point of bifurcation in Uyuni, crossing the province of lipez, will realize, at no distant time, one of our greatest hopes. Now, notwithstanding our political disturbances, that the road is opened to this class of undertakings by the initiative taken by the Huanahaca Company of Bolivia, who sub-guaranteed the capital invested in the construction of the railway from, Uyuni to Oruro, and once confidence is reestablished in the promises of the Govemmect, we can reasonably look for a radical charge in our financial condition. Those countries which, on account of their natural limits are shut in and live almost completely isolated from the contiguous states, have no unity of ideas or interests with their neighbors, and do not understand any other life than that of a purely local existecce. Every government can — 399 — combat and overcome this inconvenience by opening easy roads of communication, by whose beneficent influence the hidden valley is brought inte view, and enters into relations with the neighboring lands, and its inhabitants form part of one great family, from which, up to then, they had been separated. The iron roads and the electric telegraph will finish by triumphing over time and space, which in the middle ages were very powerful agents of the dismem- bering of the land and of the want of unity in the Go- vernment. As laid down in article 10 of its regulations, it is the duty of the National Department of Engineers to tech- nicably inspect the railways. It is of recognized convenience to endow it with administrative intervention, the right to verify the cost of construction, to revise the tariffs for passengers and goods the liquidation and payment of guarantees, the regulation of the traffic, etc: so as to watch over the interests of the public and exact compliance with the obHgations entered into. The establishment of an office of railway statistics, will soon be rendered necessary by the development of the undertakings already commenced, by reason of the large sums they represent, and the increase they are destined to produce in commercial activity. In the Government report for 1889, I had the honOj, to present to you a project of law relating to the railways of the Republic, having also published the project of the law amplifying it. Now that the Central Railway, whose service should be properly regulated, is handed over to the public, it is indispensable that both projects be sanctioned, and this I beg to recommend for your preferential consideration. — 400 — These are the ideas of Eailway initiative contaiaed ia the document which we have guoted, and public men with a well-founded conception of the great importance of the development of railways, •especially in countries like Bolivia where the nature of the soil readers ordinary communication difficult, have made this question the chief ofithe tasks undertaken by the Government, and with respect to which, Dr. Arce, the President of the Republic has expressed hunself as follows in his Message for the past year, the last of his term, to the National Congress: "The efforts of my administration have been preferen- tially devoted to endowing the country with easy and convenient roads, this being one of the chief items of the programme laid down. The establishment of the first railway in Bolivia is already an accomplished fact: it was inaugurated on the 15* of May last, a length of 923 Idlometers being opened to public service. Yon caa appreciate its incalculable advantages for the interests of the country. Here yon have it within this conutries, under the very eyes of the incredulous, who four years ago thought of it but as a dream! I have already said and I.. now repeat: the ' execution of this work, important by reason ot the efforts preceding it) the sacrifices on the part of its initiators and its invaluable advantages for the country's prosperity, is the only pleasure which has fully repaid me for- the contradictions, put forward more than once, to the industrial plan which I had proposed to develop. I say with sincerity: the railway in Bolivia has been the constant theme of my mind, a hope experienced there for a long time, both in the anxious desires of youth and in the ideas of more mature age. It has been the only object — 401 — of my mixing in the country's politics, and its realization was the sole idea of my seeking power. On separating myself from the management of public affairs, I only ask you not to let this powerful element of progress stop here: the necessities of the other departments demand its benefits. May the railway line inaugurated iu this city penetrate into Cochabamba and La Paz and be extended to Sucre and Colqueohaca; may it penetrate to all the centers of agricultural and mineral production, to the limits of our territory in the Department of Beni. That it may prove to be beneficial and profitable for Bolivia will be my happiest reward. " The Republic of Peru. CHAPTER VII. THE RAILWAYS OF PERU. Amongst the States of tlie American Continent Peru has had to pay the liighest contribution of all to carry out the construction of her raihvay system. In the railway system extending from the Pacific coasts to the interior of the country, climbing the mountains of the Andes and crossing one of the most rugged districts in the would, the works have always had , to be made in the face of the greatest difficulties. Notwithstanding, the exceptional nature of the land has not been sufficient to dismay the authorities and the companies who have undertaken the construction of the lines, they being persuaded that hov/ever great may be the sacrifices required they will be amply repaid by giving to the country the means of easy communication. This want of communication in the Republic between important centres owing to the obstacles presented by nature, the slow and expensive transport by the ordinary carts or on mules was found such a block to the ad- vancement and opening up of the country that from the earliest times the endowment of the Republic with steam locomotion has been often projected. On June 30*'' 1850 Don Eamon Castillo laid the foundation stone of the first — 406 — railway in South America, on the line from the port of Callao to the city of Lima, opened to traffic on April 5*^1 1851 beiag 14 kilometers in length. It is thus to Peru, that the honour corresponds of having been the first to run a locomotive in the new world. Following this the line from Arica to Tacna was completed by Mr. Egan, and then those from lea to Pisco, and from Iquique to Noria: but it was during the Administration of Colouel Baltas from 1868 to 1872 that the railway industry received its great impulse, the construction of nineteen lines being commonced that it was intended should extend 2500 kilometers, and of which more than half were completed before the war of 1880, the consequences of which paralized these works which were of solid progress to Peru. According to Engineer Bresson the average cost of the Peruvian railways is more or less $ 100,000 per kilometer, an enormously high figure only explained by the railway system coveriag one of the most rugged districts in the vorld, and by the concessions, favours and special grants made to attract the Capital required for such great works in the early days of their being commenced. Reviewing the Peruvian railway system there are three lines which stand forth as of first class; the first is the Transandine running from Callao in the direction of Lima, Oroya and Cerro de Pasco; the second establishes communication between the port of Mollendo and Are- quipa, Juliaca, and Puno; the third starting from Juliaca, runs to Cuyco through Pucara, Santa Rosa, and Sicuain; this line from the direction in which it runs being one day destined to be the Peruvian Central Railway, from which the whole railway system will branch off. For the construction of these lines the guage of 1.435 meters has been adopted and we wiU now briefly deal with the conditions of each one separately. — 407 — Callao and Oroya Railway. — This line ruas from the port of Callao to the Monserrate station in Lima, after a run of 12 kilometers, it climbs the mountains on the banks of the River Einac until it reaches the San Pedro Mauna station in kilometers 63.340 with minimum gradients of 3 o/o; from this point on, the rapid ascent is made •with gradients of 3.85 "/o ^^^ 4-43 % fo^' "which reason heavy engines are employed capable of overcoming these very heavy gradients. The station Cochaira is found in kilometer 75, Chicha in Idlometer 160 and Oroya is reached in kilometer 209 from Callao. The minimum radius of the curves is 120 meters with a distance of 40 meters stretch of direct line between two curves in opposite directions, save in some special cases where this has been reduced to 15 meters in order to have an easier line with reduced wear and tear for the rolling stock. The Engineer in chief of this important line was don Enrigue Meiggs. It is one of the most notable in the world, in a distance of 200 kilometers it rises to a height, not reached by any other railway, of 4779 meters, Mont Blanc only being 4809 meters high ! ! "With these extraordinary works there would be opened to commerce and agriculture entirely virgin districts which, once placed in communicatioa with the Pacific parts on one side and with those of the Amazon on the other would have constituted new sources of wealth for Perii: but financial difficulties in that country have delayed the termination of the magnificent proposal of Meiggs. Engineer Bresson iu his work "Bolivia", edited in Paris in 1886, says " one of the curiosities of the Oroya rail- " way is the Verrugas bridge, an inmense viaduct crossing " a torrent of 175 meters wide by means of an iron span - 408 — " supported by three pillars, one of whicL. is 90 meters " high or 1 ^1-2 times the height of the towers of ]^>otre " Dame in Paris. " " The line of this singular railways runs nearly always " on a gradient of .03m. or .Oim. per meter; the level or " straight stretches being the exceptiou indeed gradients " and curves constitute the general condition of road that " from time to time climbing the zigzag or running " through tunnels comes out on imposing precipices terrible " in their grandeur. Many times the Hue appears like " a cornice on the sides of the Andes, on one side the, " precipice and on the other a perpendicular wall of rock " towering above the aerial road. " " With the altitudes of a few of the poiats we shall " better be able to comprehend the titanic nature of this " great work. " Localities. Lima . Quiroz . Santa Clara La Chosita ■Cochachaira San Bartolome Agua de Verrugas Surco Matucama . Infiernillo . Mount Meiggs tunnel Height above Pacific Ocean. 14m. 60 246m. 40 400m.20 854m. 00 1.399m. 40 1.496m. 03 1.770m. 00 2. 029m. 60 2. 424m. 75 3. 553m. 25 4. 771m. 73 The cost of this line has been close upon S 200.000 per kilometer. — 409 — MOLLENDO TO ArEQUIPA AND PuKO RAILWAY. -^ This liue is divided into four sectious': («) Pork Mollendo to Arequipa 172 km. (&) Arequipa to Vincbcaya 154 " (c) Viucocaya to Juliaca ' . ' . . . . . . 150 " (4) Juliaoa to Puno 47 " 523 km. The gauge adopted has been 1,435 meters (4 ft 8 Vs.i'^) the technical conditions being as follows: Minimum radius of curves 106 meters. Maximum gradient m. 400 p. m. do. do. in exceptional cases . m. 436 " Minimum tangent between opposite curves 40 m. " do. do. in excepcional cases . 15 m. " • The rails weigh 30 kilograms per lineal meter. The , locomotives in use are of the first class American type, to burn steam coal, "with "Bessels" safety truck capable of hauling 62 tons of cargs (exclusive of the tare of the wagons) on gradients of 3 or 4 "/o with curves of 106 meters radius. Juliaca and Cazoo Railway — The total length of this line between the two termini is 353 kilometers of which more or less 200 kilometers are opened to traffic. The technical conditions of the line are fairly favourable^ long stretches of straight line with easy gradients and curves of large radius; the ballasting has been made in almost two-thirds of the total with soft earth, the remainder being with stone. The estimated outlay for the installation of the line is $ 24:000.000. — 410 — THE PKEUVIAN EAILWAYS. Northern system. From the port of Paita to Puira, the capital of the Departament, passing through Colon, La Huaca and Sullano 96kni. From Puira to Sechura, open as for as Catacaos . — From the port of Elen to Terrenafe, passing through Monsefu, Chiclayo, and Lambayeque . 43km.492 Branch from Chiclayo to Patapo .... 24km.9ul From Lambayequeto Pimieijtel (of which there are constructed only 25km.00O From Pascamayo to Magdalena and Cajamarca . 179km.O0O From Salaverry to Trujillo llkm.OOO From Trujillo to Ascope 781un.000 From Chimbote to Huaraz and Eamay, cons- tructed as for as Suchunan 55km.000 Central system. From Callao to Lima, lm.435 gauge passing through Barranco and Miraflores. . . . 14km.000 From Lima to la Magdalena del Mar . . . 7km.OOO From Lima to Chan cay, open as far as Ancon. 33km.O0O From Callao, Lima, Oroya and Cerro de Pasco, line, open as far as Oroya 209km.OOO From Pisco to lea 74km.000 Southern system. — lm.435 gauge- From MoUendo to Arequipa 172km.000 From Arequipa to Yincocaya, Juliaca, and Puno 351km.0(X) From Puno to Cuzco, open as for as Sicuani. 200km.000 Total 1572km.393 — 411 - In the year 1886 the Peruvian G-overnment contracted with a North-American Company for the prolongation as far as Cerro del Pasco of the Railway from Callao to Oroya. The tei'mination of this line will give a great iadustriaj impetus to Peru. The working of the silver mines of the Cerro del Pasco, renowned for the abundance and good quality of the ore will be developped as they merit, in view of the immense values they represent. The extenssion of other railways has also been contracted, amongst which are : the Trujillo, Chimbote and Cuzco lines. Intercontinental line. CHAPTER VIII. INTERCONTINENTAL RAILWAY. At tlie American Intercontinental Conference held at "Washington in 1889, the idea of studying the practicabi- lity or otherwise of a railway which should unite the States of this continent was one of the first matters to occupy the attention of the Delegates repres?enting the countries of the new "world. "With the object of making commercial relations closer between the American states, and by a reciprocity of interests and community of purposes, to establish strong bonds of fraternity, it "was immediately decided to study the best means for establishing easy communication, both by land and sea; both points were worthy of preferential attention because it was recognized that only by means of the combined action of easy and cheap transport by sea and land that the commercial interests of American towns could be positively benefited. A commercial interchange of produce and manufactures cannot be thought of without facility and cheapness of transport; to create the latter is to establish the former. The railway, whose mission it is to pierce the fertile lands of America, penetrating into manufactories, to carry — 416 — tlie raw material and the manufactured goods to the centers of elaboration and consumption and to the Maritime or river ports, is the forerunner of great developments ia these new countries; it attracts immigration, foments business transactions, creates industry, promotes commerce and gives life to towns and widens their future. "What would have become of the vast territories of the Northern of the United States, if the railv/ays had not disturbed their silence with the whistles of their engines? They would still have been fertile districts delivered over to the savages and the wild beasts! As happens in the old Empire of Brazil, the population concentrated on the maritime shores would still have an unexplored desert behind them, like an [eternal enemy to civilization and progress. On the other hand, vv'hat a different spectacle is today offered by that great nation, with its 66:000.000 inhabitants spread over all its territory, with democratic institutions of the most advanced character, and rich by sheer effort and spirit of enterprise and work, with which it has won the well deserved renown that places it among the iirst nations of the world! The collective action of a town guided by the paths of labour, and aided by the agents that multiply the efforts of man, —this is the secret of the wonderful advances made by the young towns of this continent, possessed of immense lands and innumerable riches, which have only become valuable when subjected to the miner's pick or the husbandman's plough. The railway and the immigra.nt, those two units that have aided so prodigiously in the progresses attained in the new world, vv^ill always be noted as primordial factors in the development and increase of American towns. — 417 — * This is already a truth "which has become an axiom, and a law in modern life for towns in formation which aspire to robust, rich, and independent organizations. It would, therefore, be the mission of the Intercontinen- tal Railway to improve the relations between the repu- blics possessing 12.000.009 square miles of the continent, with a population of some 121.000.000 inhabitants, and, with the development of reciprocal commerce, to consolidate the bonds of American brotherhood, breaking for ever the barriers placed by nature against free intercommunication between neighbouring countries. This grand idea was adopted resolutely and decidedly by the majority of the countries represented at the "Washington International Conference, and is one to which Uruguay shonld have assented without unjustifiable reser- vations, because in the work of American aggrarxlisemeat and brotherhood, not a single country shonld desert the post of honor conferred on it in the efforts and collective action demanded by great woi'ks; and much less Uruguay, which, hj reason of its ports on the Plate and the Atlantic and the developinent of its railway system towards the interior of South America, is destined (as may be gathered from our map of the South American Eailways.) to make important use of the advantages of communication across the continent. Rendering the merit of initiation, to whom it is due "Vve will now say: that the idea of joining, by means of a Railway, the Northern and Central part of American with the Southern States was in the year 1885, long before the idea was raised at the American International Conference to treat of this important matter, proposed, and a survey and project submitted to the consideration of the Grovern- ment of the United States of America, by Professor of - 418 - Natural Sciences Seiior Clemente Barrial Posada of tHs city, wMch, althougli not specially taken into consideration by the Government referred to, was duly appreciated by the International Railway Commission. (1) "We will now proceed to detail the antecedents relating to the projected Intercontinental Railway. At the American International Conference the report of the Committee of Railway communications which was adopted by the Conference on February 26"^ 1890, says as follows : The American International Conference considers: Isf. That a rail"way joining all or the greater part of the nations represented at the Conference, will powerfully con- tributed to the development of the moral relations and material interests of the said nations. .2nd. That the most adequate means for preparing and resolving on its execution, is the naming of an International Committee of Engineers who shall survey the routes, possible, fix their true length, calculate their respective costs and compare their reciprocal advantages. (I) In corroboi-ation of the above we give the following transcription of part of a letter bearing on the subject from Mr. William E. Curtis, Chief of the Bareaix of American Republics, addressed to Mr. Crocker, EUEEin OF THE AJffiRICiN EEPUBUCS. Department of State. Washington, U. S. A., April 27*'^- 1891. Fredcrieh Crocker Esq., 20 calle Elnc6n. Montevideo (Uruguay). Dear Sir : — The very valuable Report prepared by Professor Posada on the Railway project came into my hands about a year ago, having been resurrficted from the files of the State Department, and it is now in the possession of the Intercontinental Railway Commission, by whom it has been read with great interest. A party of engineers is nuw on its way to Ecuador, where it will divide and make surveys North and South, from some point to be determined upon — 419 — 3rci. That the said Oommttee shall be composed of three engineers appointed by each Nation, who shall be empowered to divide theniselves into sub-committees and appoint the other engineers and employes necessary for the speedier completion of their task. 4th. That each of the adherent Governments may, at their own expense, appoint agents or engineers as auxiliaries to the sub-committees charged with the sectional surveys of the railway. 5th. That the railway line, so far as is allowed by the common interests, should join the principal cities in the vicinity of its route. 6th. That if the general direction of the line cannot be deviated, without great prejudice, for the object indicated in the preceding article, branches shall be run joining those cities with the main line. 7th. That, in order to diminish the cost of the work, existing railways will be availed of so far as it be feasible and compatible with the route and conditions of the con- tinental railway to do so. after visiting that country. The engineers have witii them copies of Professor Posada's paper, and it will doubtless prove of gcea.% value to them. "Will jou kindly convey to him my regrets that any apparent, though unconscious, injustice may have been done him in this respect, and say that I will very gladly make reparation in the future. The proposition to construct this JEiailway has been received with the greatest favor by the people of the United States, and our Congress has made liberal appropriations to carry on the survey. The other Grovernraents sent Commissioners here to confer on the su'bject. I am very glad to be remembered by you, and will take great pleasure in forwarding to you the publications of the Bureau iu my charge as they are issued for distribution. If I can furnish you with aay other information or serve you or Prolessor Posada in any way, you will be good enough to command me T am, very sincerely. Your obedient servant, William E. Gu.rti%. — 420 — 8th. That should the works of the Committee show the practicability and convenience of the Railway, tenders will be called for the construction of the work, either in whole or part. 9th. That the construction, administration and working of the line be for the private account of the conces- sionaires or the persons to whom the latter may sub- contract the worlt or to whom they may transfer their rights with d-ae formality, after obtaining the consent of the respective Governments. 10th. That all the materials necessary for the construction and working of the railway be free of import duties, due measures being taken to prevent abuses which might be committed. 11th. That the fixed and movable property of the railway employed in its construction and working be exempt from all fiscal tax, whether national, State, provincial or municipal. 13th. That the carrying out of a work of such magnitude also merits being aided with subventions, concessions of lands, or the guarantee of a minimum interest. 13th. That the salaries of the members of the Committee as also the expenses rendered necessary by the preliminary and final surveys, be paid by the adherent Nations in proportion to their respective populations, according to the last official census, and in defect of census, by agreement among their own Governments. 14th. That ia order to ensure freedom of traffic, the Railway be declared neutral in perpetuity 15th. That the approval of the projects, the concessions in the proposals, protection to the concessionaires, inspection of the works, supervision of the line, the neutrality of the road, and the free passage of the merchandize in transit, will be, in the case provided for by article 8, matters of special agreement among the nations interested. — 421 — Therefore as sioon. as the Mexican G-overnmeat receives the adhesion of 'the otlier GrOTernments to this project, it will invite them to appoint the commission of Engineers to which the second article refers, in order that they may meet in the city of "Washington as soon as possible. Jiirm Franco Vclarrli—Ti. G. Dnvis — K. A. Mi'xia — Fernando Cruz-^Gcronimn Zelnya—Taidnto Cnsicllu- nos — Andrn-n Carncgin — OcMns M/irl.ittez— SHitn — .Jose Andrade- J. M. P. Cnnmmw—F. C. 0. Zega- rra — E. C. Yaros— Manuel Quint'inn — .J. G. do Amavc.l-Valente—Josi^S. Decoiid—II. Guzman. In nccordance with the foregoing' recommendation in May 1890 the Mexican Government invited all the States on the Continent to name delegates to represent them at the international conference to be held in October of the same year. The Argentine Republic, Columljia, Mexico, San Salva- dor, Peru, Ecuador, Uruguay, Paraguay, and Brazil sent delegates and three corps of Engineers vere named to survey the line in the Central and South American states taking as the general plan of direction the following proposals : UNITED STATES AND MEXICO. The railways of these countries being already in working combination the commission has only had to study the remainder of the Une endeavouring to find in Mexico the most convenient point for its continuation. The point chosen was Ayutla where the Mexican railway ends on the borders of Guatemala. GUATEMALA. From Ayutla the line will run down the Pacific coast passing close by Eotallmcleu and Mazatenango to Santa — 422 — Lucia. From here it will continue on the branch in con- struction of the Guatemala Central line to Exuintl, passing through Cujinijilapa to Santa Ana in the Eepublic of Salvador. SAN SALVADOR. In this State the line will avail itself of the projected Central line through Santa Ana, New San Salvador, San Salvador, Cojutepegue, San Vicente, San Miguel, to enter the Republic of Honduras by Gruascoran. BEPUBLtC OF HONDURAS. Ffom Guascoran it will continue on the borders of the Gulf of Fonseca running through in the State of Choluteca, the city of the same name, from whence taking a southerly direction it will enter Nicaragua. NICARAGUA. In this Republic the line will touch the city of Chinandegua where it will form a junction with the railway from Corinto to the Lake Managua, continuing over this to some convenient site, such as Pueblo Viejo, and from there coasting the lake to the city of Managua, where it will take the line already constructed from there to Masaya. From here again it will continue to Rivas crossing the proposed canal and will run into Costa Rica. COSTA RIGA. In this Republic it will continue on the banks of Lake Nicaragua running into the interior of the country by the plains of Guatusos and San Carlos as far as the city of Alajuela, where there is a branch line to the Capital. — 423 — From Alajuela it will continue over the San Jose and Port Simon Railway and thence by some as yet undefined route in the Isthmus of Panama until it enters in the valley of the Eiver Atrato in Colombia. COLOMBIA. When the line enters Colombia it crosses the mountains to the west of the Andes to drop down the valley of the river Cuaca touching on the outskirts of the city of Antioquia, it then ascends that rich valley linking together the numerous cities and towns that are found there until it arrives at Papayan at the head of it. In a convenient point ia this part of the line it will cross the Central range of mountains to establish a branch connect- ing Bogota with the trunk line. From Papaya it will run up the Eiver Patia valley to Pasto and Itialco and from thence into Ecuador. The crossing of the mountains between Papaya and Pasto is one of the serious difficulties •which the construction of the line in this Republic presents, it being in this spot where the Andes branches off in several directions. ECUADOR. Passing through Ecuador, the line will touch the city of Tulcan, where, running through the Central Quito valley, it will serve the cities of Ibarra, Quito, Jucumba, Amba- la, Cuenca, and Loja, whence it will pass into Peru. The hne will enter this country by the department of Cajamarca or Amazonas ruuniag in the direction of the- — 424 — River Maranon down "whose" -valley it will run to the Cerro de Pazco. If it be not possible to runup this valley, it is intended to follow the E/iver Huallaca to the Gerro de Pazco, the first route however being more preferable as being the shorter and avoiding the necessity of crossing the River Maraiion. From Cerro de Pazco it will run in the direction of the River Perene to a convenient point to branch off for Santa Ana, from there to Cuzco, Santa Rosa and Puno to rim into Bolivia by a route round the shores of Lake Titicaca. BOLIVIA. In Bolivia the line will connect the towns of La Paz, Oruro, and Huanchaca, branching off from there to Chili the Argentine Republic, Brazil, Paraguay and Uruguay. CHILI. The branch for Chili is already made and runs from Huanchaca to Antofagasta on the Pacific Ocean. ARGENTINE REPUBLIC. This branch has been already surveyed from Huanchaca to Jujuy where the sj'stem of Argentine railways terminates. BRAZIL. The branch with the United States of Brazil leaves Huanchaca, running in an easterly direction crosses the River Paraguay in Corumba where ■ it enters Brazilian territory and runs up the ^-alley of the River Tacuari to Coxini, from this point by the line to be constructed to — 425 — Uberaba, and thence over existing lines it will reach the Capital of Rio Janeiro. PABAGUAY. The line connecting this country with the grand' trunk line will also branch off from Huanchaca and "will follow the left bank of the River Pilcomayo until it forms a junction with the Osborne concession running from Asuncion to the North of Paraguay. Froin Asuncion it will take the route of the line to Villa Encarnacion, cross the River Parana in front of Posadas and continue over the North East Argentine line in construction to Monte Caseros. imuauAY. At Monte Caseros it will cross the River Uruguay to form a junction with the railway constructed and open to traffic from Santa Rosa to Montevideo, the Capital of the Republic, which also connects the principal cities and towns of the littoral and interior. VENEZUELA. To establish communication between this country and the main line a branch will strike oif from the most convenient point in the Cauca valley and will run to Medellin to connect with the line in construction from that city to Port Berrio in Magdalena and thence to Bu- caranaanga ; from there to San Jose de Cucuta, San dm,' tobal, La G-ruta, Merida, Trujillo, Basquisimeto and Palencia. The three Corps of engineers having terminated their duties the Executive Commission of the Intercontinental — 426 — Eailway reports on the results of the surveys made and this document, which justifies the practicabiUty of th® ■work under fairly economical conditions we will now give in full in view of the interest of same. PRELIMINAKY KEPORT OF THE EXECUTIVE COMMITTEE. The executive committee of the Intercontinental Eailway Commission submit the following report for the information of the several governments interested in estabHshing better means of intercommunication between the republics of the Western Hemisphere. This preliminary report is simply in- tended to exhibit, in a general way, the progress of the surveys under the direction of the committee, as the details of the enterprise and the conclusions to be arrived at must await the completion of the field surveys and the preparation of the final maps. The better to show this progress, the operations of the several parties will be shown separately. It will be remembered that when the full Commission adjourned in April, 1891, an executive committee of five members, consisting of Mr. A. J. Cassatt, the president of tbe Commission; Mr. 0. ¥. Parraga, of Colombia; Mr. L. L., Buck, of Ecuador and Peru; Mr. Luis J. Blanco, of Venezuela, and Mr. John Stewart, of Paraguay, all of whon were expected to remain in the United States, was appointed with full and sufficient powers to conduct the business of the Commission during the suspension of the regular sessions of the full delegation. ]\rr. Hector de Castro, who had been appointed secretary in January, 1891, resigned to take effect June 30, 1892. Lieut. li. M. C Brown, U. S. Navy, was appointed — 427 — executive aud disbursing officer March 10, 1891, and on the 20th of December, 1892, the executive committee elected Capt. E. Z. Steever, U. S. Army, who had been serving in the office as engineer since April 1, 1891, secretary of the Commission, the duties of said position to be performed, in addition to his other duties. The executive committee has maintained in "Washington a central office, which has been under the immediate charge of Lieut. Brown, assisted by Capt. Steever, and Mr. H. S- Flynn, as clerk. With this small force all the business of the Commisston has been transacted and the home expenses kept down to a minimum. The executive committee, with the assistance of Mr. H. Gr. Davis, chairman of the committee on finance, and Mr. E. C. Kerens, chairman of the committee on trade and resources, have met from time to time, whenever necessary or advisable, to approve the steps already taken or to decide upon more important matters for the future. Its chairman has been in constant communication with the "Washington office and has supervised the conduct of the survey through that channel. CENTRAL AMERICA. OOEPS N." 1. Lieqt. M. M. Macomb, Fourth Artillery, U. S. Army, Engineer in Charge. Lieut. S. M. FooTB, Fourth Artillery, U. S. Army. Lieut. L. W. V. Kennon, Sixth. Infantry, U. S. Army. Lieut. A. S. Rowan, Fiteenth Infanlry, U. S. Army. Lieut. Samuel Rebeb, Fourth Cavalry, U. S. Army. Lieut. 0. A. Hbdekw, Third, Cavalry, TJ. S. Army. Mr. 0. "W. Haines, Civil Engineer. Dr. "W. C. Shannon, Assistant Sargeon, TJ. S. Aruiy. — 428 - The members of this expedition sailed from New York fully equipped on the 20th of April, 1891, bound for Guatemala City, where they arrived on the 9th of May, aad were cordially received and shown evei y attention and courtesy by the Executive and other officials of the Government. On the 21st day of May the President of Guatemala issued the following order: "The recommendations of the International American Conference are accepted by the Government of this Eepublic in so far as they refer to communications by railway, and the department of foreign relations will, in consequence, give the necessary orders to curry ont these recommendations, making' at the proper time a report to the national legislative assembly". On the 22'i of May Mr. Samuel Kimberly, United States consul general at Guatemala City, received a communication from the National Government, informing him that^ "The minister of public works has given orders to the superintendent of the hippodrome to place at the disposition of the International Commission of Engineers such part of the building as may be required to establish their offices and storerooms. If the members of the Commission have documents, which from their importance they may desire to preserve safely, the superintendent of the building has instructions to keep them in his office under his specia-^ care, and the official engineer, Mr. Paschke, has instructions to consult with the Commission in everything though to be of use". The foregoing, as well as the subsequent action by the Government of Guatemala, shows the interest taken in the welfare of the work inaugurated by the Intercontinental Railway Commission. — 429 — Four young officers of the Army were afterwards detailed to assist Lieut. Macomb in making the surveys iu Guate- mala. All arrengements being concluded, part of the expe- dition started, uader the orders of Lieut. Reber, with animals and supplies, to establish camps at - Escuintla, Retalhuleu, and Quezalteiiango. While in the city of Gua- temala the engineers prepared a map of the boundaries of the city and did other preliminary and topographical work. The actual survey began at Santa Lucia, a branch line between Escuintla and that point having already been sur- veyed by the Guatemala Central Eailroad Company. Under date of May 31, 1891, Lieut. Macomb submitted the follow- ing outline of his plans for field work: (1) To run a line from Santa Lucia to Retalhuleu. ('2) To examine the country between Retalhuleu and the Mexican line toward Tapachula, Mexico, via Rodeo, Mala- catan, and Taxtla.Chico, thus finishing the examination of the lower line. (3) To survey a route to San Marcos and down the Rio Cuilco toward Amatenango. The Cuilco belonging to the Chiapas drainage, its valley would offer the best line by which to reach the highlands of Guatemala from the direction of San Cristobal. (4) To run a line up the valley of the Cuilco toward Quezaltenango and Totonicapan. (5) Back to Guatemala from Totonicapan, examining two routes. Accordingly, a careful instrumental line was surveyed from Escuintla, via Santa Lucia, Patulul, and Retalhuleu, to Ayutla, on the Mexican boundary, the stadia method being employed and numerous barometric observations taken at important points for .the determination of altitudes. The country was covered with a network of triangles for the — 430 — accurate looatiou of the important points in the neighborhood of the lines surueyed, and many astronomical observations for latitude also taken. Ayutlha was reached January 26, 1892, the survey to that point from Escuintla having been under the immediate charge of Lieut. Foote, ■shile Lieut. Kennon had immediate charge of the survey of the adjacent lines and of the examination of the Cuilco region between San Marcos, Quezaltenango, Huehuetenango, and Amatenango-on-the boundary. From the neighborhood of Quezaltenango another route was surveyed via Totonicapan and Chimaltenango back to Gruatemala City, and subsequently the instrumental line was taken up at Escuintla and carried via Platanar to the Salvadorean frontier. Owing to the conditions existing in the section under consideration, Lieut Macomb deemed it inadvisable to confine himself to the survey of a single line, and therefore examined a broad belt of country in order to determine not only the practicability of a railroad, but to ascertain the best route of several that presented themselves for an intercontinental trunk line. From the data gathered three lines are practicable across Guatemala from the Mexican boundary to Salvador. The first is of light grades and comparatively easy construction, at a general level of between 250 and 600 feet above the sea. This would skirt the foothiUs and pass through forest and grazing lands. The second is from 800 to 2,000 feet above sea leveh running along the lower edge, or near the middle of the coffee belt, the richest and best cultivated district of Guatemala. The third is through the "altos" (highlands) in the vicinity of the large cities, in a climate agreeable to our Northern people, and to those of the temperate zone generally. — 431 — Of these three lines two are pronounced good by the engineer in charge, preference, however, being given to the one s\irting the mountains and passing through the coffee belt. On the lower line, via Ayutia, Escuintla, and Platanar, no serious engineering difficulties present themsel- ves ; the construction would be chnap, easy, and quick, the most important item being the crossing of the numerous streams by suitable bridges. Still, this is not regarded as the best location for an intercontinental trunk line, owing to the absence of population and products. The line along the base of the mountains and running north of Mazate- nango, Santa Lucia, and Escuintla is therefore, deemed the best, as it would drain a fine country now being developed and afford a large local traffic by reason of the coffee, sugar, rubber, and fruit trade. Tracings of the lower line have been received from the field and are on file in the central office in Washington. Owing to an affection to his eyes, Lieut. Hedeldn was relieved from duty with the corps in January, 1892, and "Was replaced by Lieut. Rowland G. HUl, Tvvrentieth Infantry, U. S. Army, who reported for duty at Guatemala City, March 31, 1892. Other changes also occurred. Lieuts. Foote and Eeber Avere relieved in April and Lieut. Eowan and Mr. Haines in August, 1892. Mr. H. J. Humphrey, an experienced draftsman was sent to join Lieut. Macomb and reported for duty in September, 1892. After completing the survey of Guatemala that of El Salvador was commenced, the frontier being crossed in August of 1892. At latest accounts the corps were between San Salvador and San Vicente and hoped to carry the line through to Boca Culebra, at the mouth of the Savegre River, in Costa Rica, where connection would be made with the line started by Mr. Shunk in that locality. — 432 — lu response to a request of Lieut. Macomb's, tlie United States minister to Salvador, Mr. E. Cutis Shannon, commu- nicated with the authorities and received assurances o£ the "warm interest taken by the Government of Salvador in the progress of the work being conducted by this Commission. Accordingly orders were issued to the heads of departments to give all possible aid, to the custom-house officials to admit the property of the surveyors without duty, while the free tise of the telegraph for official business was also tendered. Mr. Tomasso Stech Boiielle, Government engineer, was assigned to duty with the corps as consulting engineer. Lieut. Macomb, under date of August 11, 1892, reported from Santa Ana as follows concerning the condition of railway construction in Salvador: " The Government line from Acajutla has been extended to La Ceiba, a point about 5 or 6 miles west of Santa Tecla or Nuevo Saa Salvador. Between Santa Tecla and the terminus at La Ceiba is some heavy work requiring some viaducts and a couple of tunnels. From Santa Tecla to San Salvador the railroad grade is complete and it is now operated as a tramway, with mules. The Government engineer is at present busily engaged on this final piece of work which will place San Salvador in connection with the seaport by an all-rail route. Now it is rail to La Ceiba, stage or horseback to Santa Tecla, and tramcar thence to San Salvador, the whole trip taking about six hours. " " It is considered certain that the line will be completed. " " Mr. Albert J. Scherzer's line itarts from the Government line, at a point west of La Ceiba, and swings around to the northwest, terminating at Santa Ana. " " Mr. Scherzer has just returned from Europe with the necessary capital (and with much mp.terial ordered) to complete this line, and it is regarded as a sure thing. " - 433 — " The French company's line extends from the capital to La Union, tlie seaport on the Gulf of Fonseca. They have only made reconnoissances, however, and have done no work. " " These are the lines with which we will have to connect, but thus far we have been unable to get any complete maps from any of them, and probably none exist. It is a difficult thing to make a satisfactory coanection or show the Commission how our work connects with that proposed without maps. That is the great trouble we have encountered thus far in trying to make use of other work, the records and maps are incomplete and inaccurate. Hence we have had to do over, in some cases, work which has been done once before, but of which the records were lost through some carelessness. " " I hope to be able to find a feasible line from the west boundary of Salvador coanecting either with Santa Ana or Sonsonate. " " This done, I think we may assume that the route as far as San Salvador is fixed. Our work then will consist in finding an acceptable route to Guascoran. There will be some hea-vy work required here, but from Guas- coran to Chinandega I am informed that the country is flat and favorable for railway construction. " " I will forward a report of our preliminary work between Escuintla and Santa Ana as soon as I can get the data in shape. Mr. Hill and I have been over some rather unhealthy country. During the last two weeks I have been incapacitated for field work for some days, and am now under treatment. Mr. Brooks (quartermaster, etc.) vas very ill for two weeks, and several of the natives have been down. Mr. Hill is still well and has been free from attacks of fever. Messrs. Kennon and Shannon have — 434 — been worMng ia the higher country and report themselves well. " " I have not asked for any more officers because I believe we can work more economically as we are. " Under date of September 22, 1892, Lieut. Macomb reported as follows: " I went over with Mr. Scherzer, the best railroad man ia this country, and saw just where he proposed to locate his line from Santa Ana toward San Salvador. " " He is doing his work so well that I shall connect with it by triangulation and not resurvey what he has done- We soon shall start into the east of San Salvador, toward San Migael. Here the country is exceedingly difficult and, it is said, impracticable, but this is what we shall find out during October. Just now the roads are horrible — mere ditches of mud and water, and worse than in Guatemala last year, because_ there has been a good deal more rain here. I expect to reach Managua in latter part of No- vember or first week in December. " Under date of November 16, 1892, Lieut. Macomb reported that — "I estimate that it will take us until the end of June next to complete oar work and connect with Mr, Shunk's initial point. I understand that he is now working south from San Jose de Costa Rica, and I expect to connect with the Costa Eican E,oad at San Kamon". "We have collected a great deal of material of interest bearing on the regions through which we have passed and the topographical works has been very carefully done and is based upon a net of triangles. For the credit of all concerned and to give a permanent geographical value to our work, I consider it important that triangulation should be carried to the end of our line. In no other way can — 435 — such, good results be obtained. "When our notes are finally reduced the geodetic positions of all the main points in the vicinity of our line will be determined, and on this basis will rest our final plans and profiles". "To make an intelligent selection of an acceptable line through this country requires a very careful preliminary study of the topography, which should be laid down in all the detail which the character of the work permits. Upon this map, with the personal knowledge of the country acquired in actual field work, a good location can be made. " In order to sufficiently expedite the work of Corps No. 1 so it might complete the survey of Central America within the tim.e and within the funds at the disposal of the Commission, instructions were dispatched to Lieut. Macomb to discontinue his triangulation and to confine his work to that of a preliminary railroad survey. Accordingly he closed out his system of triangulation by the occupation of the volcano of San Vicente, which gave direct connection with La Libertad, one of the best determined points in that section. Lieut. Kennon was then detached and sent to Punta Arenas, Costa Eica, with the necessary equipment and with orders to organize a small party, seek Mr. Skunk's initial stake on the Eio Savegre, near Boca Culebra, and work northward, running a good transit and stadia line untn connection should be made with the main party coming southward. It is estimated that Lieut. Kennon wil have about 200 miles to cover during the months of February, March, and April, while the main party would survey about 280 miles and be in the neighb9rhood of San Juan del Sur by the 1st of May, with its field work completed. It is not intended to duplicate any work now, completed — 436 — and accordingly the existing line of the Nicaragua Railway from Chinandega to Granada will be accepted as it stands. It is understood that our minister, Mr. Shannon, was about to secure, for the use of our surveyors, tracings and other data covering not only the operated lineSj but also those studied, although not yet constructed. Lieut. Maconib had connected, at Sitio del Nino, with the Scherzer line, now being built between Ateos and Santa Ana, and had run a line north of the volcano of San Salvador. The capital being difficult of ingress and egress, Lieut. Macomb is of the opinion that it would be better to put San Salvador on a spur rather than attempt to build a trunk line through it. Under date of January 6, 1893, the chief of Corps N.'' 1 reported that his party were working along the slopes of the volcano of San Vicente, a fine peak, with much ground available for coffee, indigo, sugar, and cattle, and possessing a good water supply. The line run would pass within 2 or 3 miles of the town of the same name and thence probably via TIsulutan, near the coast, continuing to San Miguel through a good railroad country, and one sufficiently rich to afford good opportunities for future development. From San Miguel the line is expected to proceed via Santa Eosa and Pasaquina towards Nacaome, in Honduras, thence to Cholu- teca, and finally to Chinandega, thus connecting v.'ith the Nicaragua railroad. On reaching this latter point the survey would be discontinued and resumed again at Gra- nada, the farther terminus and thence continued towards the head of the Eio Tempisque in Costa Rica, and so on to Punta Arenas, or some other point, to a junction with Lieut. Kennon's section. - 437 — SOUTH AMERICA. CORPS N.o 2. William F. Shunk, Engineer in Charge. Roueut Burgess, Assistant. William J. O'Connell, Topographer. James Parker, Assistant. D. M. Martinez Assistant Topographer. Fred N. Ogden, 0. 8. Navy, Surgeon. Thomas F. Dempset, Rodman. This party, under the direction of Mr. William F. Shunk, was assigned to survey the country from Quito, Ecuador, northward and through Colombia toward the Isthmus of Panama. Being fully equipped, it sailed from New York on the 10* of April, 1891, for Guayaquil, Ecuador, which point was safely reached on the 25"^ of the same month. At Guayaquil the governor of the province and the United States consul-general did all in their power to assist the party. Many unavoidable delays were experienced, but the Government oiFered transportation and every possible facility to convey the surveying corps to Quito. The distance from Guayaquil to the capital is about 270 miles, there being rail communication as far as Chimbo, but the rest of the distance, about 200 miles, has to be covered by means of horses or mules. The governor of the province and his staff accompanied the party on the first day out from Guayaquil. The central government issued orders to the authorities to facilitate the progress of the engineers and no efforts v/ere spared to carry out these instructions. On the S""* of May Eiobamba was reached and the governor of the province of Chimborazo called to welcome the party. To return in some degree the many courtesies received, the surgeons attached to the surveying corp.s lent, — 438 — on various occasions and gratuitously, their professional services. Quito was reached on the 6^^ of May. A committee of citizens, appointed by El Seiior Antonio Flores, the President of the Eepublic, met the party and escorted it to the city. During the stay at Quito government officials and private individuals were constantly extending hospitalities and courte- sies to the members of the surveying parties. After consultation with the minister of public works, who furnished Mr. Shunk with maps and other valuable inform- ation, the necessary arrangments for starting having been made, the first camp was established at a point 3 mile.s from Quito for the purpose of completing the organization of the working parties. The temporary ill effects prodaced by the great altitude of this region soon disappeared and the work began in earnest. The initial stake of the survey was set in the southeastern suburb of Quito, June 3, and a daily average progress of 2 1/2 miles made to Ibarra, which was reached July 12, 1891. The geological character of the country is aptly described by Mr. Shunk in the following words: " This whole plateau valley, together with its outer slopes on Amazon and Pacific waters, appears to have been built up coordinately with the gradual lift of the volcanic border peaks ; and those volcanoes delivered, almost exclusively, mud and dust. The surface material therefore; for an unknown depth, is mainly clay of some kind, white, yellow, a,nd brown; and black seams of comminuted pumice' occur, and beds of clayey conglomerate, holding angular porphyry and trachyte blocks of all sizes, from a piece of chalk to a house, stiffened in the argillaceous matrix to a half-reck, the consistency of hard pan; here and there strata of water-rolled gravel and shingle; very rarely, and — 439 ~ low down, a streak of lava. Little outcropping rock is visible, excepting the liigh up ridges and crater rims, and all such rock is porphyritic. The viscid mud discharge came to rest at a moderate inclination, and the volcanic dust showered down on it for the most part cross\vise of the valley before the prevailing easterly winds, thus raising or helping to raise the "nudos," or knots, which tie the Cordillera parallels together and form the chief obstacles to a good railroad . line. The original declivity of this earthen output was 12 or 15 degrees at top to where it abutted with the steep crater cone; thence it gradually flattened to about 5 degrees at the base. " " Before weather-wear began, assuming that to be sup- posable, the topography must have been not unlike the surface of a row of hippodrome tents set end to end, 30 to 50 miles wide and 50 to 100, or upwards long; where two touched, a nudo; the tuck-up poles baptized Chimbo- razo, Tunguragua, Cotacachi, and so on. Erosion, hoewver, has done marvellous sculpture on this symmetrical mold. It seems to have begun at the summits, where rain and snow began most vigorously. The tendency was to form an annular depression about each central cone, a ring pond overflowing at low spots. Hence broad based, smooth and cultivable triangles of the ancient surface surround every typical peak or crater, their points upward, like the cloven calyx of a rose against the bub, v?ith abrupt counter-slopes, and divided by chasmal ravines narrowing downward to canons. Good drainage has preserved these significant surfaces and plenty of it has scoured the canons deep, not only on the mountain flanks, but across the plains and down the outlet valleys to ocean or river Along the lofty ridges between those old craters, dead and alive, the same tendencies and effects are manifest, diversified? — 440 — however, by occasional coacentration of wash in the coves and immense landslides, either rewrought were they fell or dissolved acd distributed over old lake bottoms to reappear for us as plain country, the garden ground of the liepublic. " " These mountains are grassed, but treeless; above the shrub limit, pale green with dashes of tawny; then shrubs of the myrtle kind, on the lower declivities, chiefly in the coves and ravines; then the fat pastures of the plain, grain fields, gardens, clumps of fruit trees, and everywhere the eucalyptus as a feature in the landscape almost as characteristic as the adobe fences, topped with cactus and maguey. " " It is remarkable that all surface material here seems to make "adobe" and stands, very much like our "bluff' along the Mississippi, near Vicksburg and I^atchez, at the vertical or at slight deviations therefrom, scaling hard where exposed and greening over with a. finely textured protec- tive moss. " " The breaks or "quebradas," as they are locally called) which net the country wherever water runs in the wet season, invariably have a tin-funnel cross-section, slant above, "wall-sided below, whether 10 feet deep or 500, dropping as a rule abruptly from the surface to an angle of forty-five degrees and rounding down to the perpendicular; so that, in our experience, a trifling ditch to appearance usually proves impassable by horse or foot as a profound chasm- The stream, too, is always sinuous, the tusks and indents locking like the teeth of' a porpoise or the sutures of a skull. Another feature is that they rarely shoal up stream, so that in most cases economy can not be gained by swerving the line." The first hundred kilometers average each an estimated cost, for grading, masonry, and bridges, of $20,000 equivalent — 441 — to about $32,000 per mile, and require no gradient exceeding 31/2 per cent. From Ibarra the line was carried forward by way of Toquando and Ciiota valleys, over difficult ground, consuming considerable time; the stay in the pit of Cliota — only 2,500 feet above tide, amongst barren clay hills — being anything bu<-. agreeable. On the 23d oi July the corps was divided into two sections, section 2, under Mr. Burgess, continuing line of survey up Chota and Huaca valleys, while Mr. Shunk, with section 1, advanced to the neighborhood of Tulcan and started another line northward from the southern side of Nudo de Huaca, about 9 miles south of Tulcan. At Tulcan, as at all other provincial capitals in Ecuador, the governor courteously offered his services to the repre- sentatives of the Commission. Before crossing the frontier of Colombia, the prefect of Obaudo, the southernmost province, sent his card and placed himself at their orders. Soon after arrival at the first camp north of the boundary the surveyors were visited by a committee of citizens of Ipiales, offering welcome and bearing a letter from Sefior Burbaro, the prefect of the province. Next day Mr. Shunk and his comrades called, by appointment, upon the prefect, and v/ere most cordially welcomed and entertained at luncheon. From Nudo de Huaca Mr. Shunk's line was carried across the liio Telles, near its junction with the Guaitara by' way of the latter stream, the Guapuscal and the Chimbatangua, to the village of Tanqua ; thence turned southward and doubled into the valley of the Taruqui, where another return v/as made southward, followed by a final one north to the great " pastures, " near the village of Tacuanquer, thence to the summit up the southeastern fiank of La Galera, a distance of about 25 miles on a — 442 — gradient which should not exceed 3 1/2 per cent on location, with two or three intermediate slacks. Ten miles of like gradient carries one down to Pasto, about 80 miles from the start near Tulcaa, and 216 miles from Quito. The sucessful conduct of the line to Pasto, overcoming the most difficult, probably, of the summits, was therefore happily effeqted. This involved the ascent of the flank of " the huge ruined cone of La Galera, 15,000 feet above tide, forming a pit 4 or 5 miles athwart, being itself on the rim of a still more stupendous ruin, threefold that diameter, its edge slightly dipped toward the south cloven by Pasto Eiver toward the north, and inclosing a circular tract of hill country benching down 2.500 feet vertical to the exit of drainage northward where the city stands. Viewed from the south, therefore on Guaitara waters, the summit, heretofore unsuspected, appears to be a wall of mountain, slightly saddled or wind gapped." It remained for Mr. Shunk's party to be its discoverer, and using the privilege of such, named it La Oima de Santa Gertrudis. The alternative to the upper Guaitara route, run by Mr. Burgess, via Tuquerres, compares with the line run by Mr. Shunk, in length about 50 to 30. Having carried the line prosperouslj' iato Pasto, the problem was to get successfully out, for the ''next stage of the survey required the crossing of the profound valleys of the Juanambii and the Mayo, divided by a lofty Cordi- llera, to the valley of the Patia. North of Pasto, the basin in which the city lies is bounded by a high ridge, formerly connected with La Galera, now traversed by Pasto Piver in canon. The whole country north of that bounding ridge tumbles down 6,000 or 8,000 feet within 15 miles to the Juanambu, flowing westward, and in the main is heavily — 443 — timbered and beset with spurs ranging north like the teeth of a comb." However, owing to the intelligent studies ■of Mr. Shuak, he found a small brook, the Chichatoy, flowing westward, about two and one-half miles in length, into the Pasto River, north of the high ridge bounding the basin wherein the city lies, and giving access to the oomb- like spurs near their roots, and thus enabling the engineers to avoid doubling ridges and ravines along three parallel affluents of th'i Juanambu, and owing to a long bend southward on the upper course of that river, above their mouths, to approach it near Tablon, thereby largely reducing the necessary descent to a crossing. " The neighborhood of Tablon is a ruling objective whether the old Areaal Summit, the thoroughfare for generations between the Juanambvi and the Mayo, be crossed or one of the streams from the great divide further east be followed. The ascent to the Arenal exhibited a jwilderness of sharp set ridges and hollows. The Vado, eastward, was perceived to be a canon water, equally uninviting, besides heading up in the wrong direction, without counter sloped watershed. The Quina, largest of all the tributaries in that quarter, appeared unquestionably to be the preferable route and was so found ; the summit as low as Arenal. sharp edged and indicating a tunnel about 2,500 feet long. The neighborhood of Tablon was surveyed extensively to provide a reserve of development, if needed. The upper valley, however, proved to be a plain, level athwart, about 300 meters wide and having a quiuo regular inclination of 5 degrees. Taking advantage of this topography and of a suitable located lateral ravine it proved better to develop there rather than at the foot of the valley, thus gaining 2 miles of distance by means ot a flaked line on comparatively inexpensive ground and attaining the proper elevation for the tunnel. " — 444 — " The Qaina Yalley '>vas shaley and slaty, the hills rouading down very xiaifbrmily in profile, though cut by draiaage, with an increasing pitch tov/ard the stream. North of the tunnel, on tlie Mayo slope, the surveyors traversed a region of crumbly clays and soft pumice rock very much weather worn. Trae contours would lie in bights between thia-nosed spurs like a slack clothesline between its props. The concaves are fittable, as a rule, by our curvature; cuts through the points deep and short. The Mayo at the crossing, about 6 miles north of La Cruzi is a 60-foot stream in caiion valley, 800 feet wide and 300 feet deep, requiring a viaduct of tbat size. At the end of 10 miles- (16 ktlom^terj) dow.i the valley it began to break into impassable canon and fingery, wall sided spurs wh.ich were avoided by turning through a short tunnel into the valley of Las Palmas. " Sdven miles additional brought Mr. Shunk to a junction with the alternative line surveyed by Mr. Burgess, said juncbion being about 76 miles (121.6 kilometers) from Pasto, by mesuremeut of an approximate location on the field maps. Free use of curvature, a course clearly prescribed by both physical and commercial considerations and the line skillfully located, the cost of these 76 miles north of Pasto will, in the opinion of Mr. Shunk, not exceed the average previously given for the reach north of Quito while the maximum gradient required will be less than 3 Y2 per cent. Material for masonry exists in the stream beds. Timber for ties is convenient and sufficient, except in the Las Palmas Valley, where the supply is scanty, limited to small groves in the lateral ravines. From Las Palmas the line was carried via Cuevas to Popayan, situated at the head of the Caiica Valley, camp being pitched near that city December 4* 1891. South — 445 — of Popaysin the line crosses the ridge of Eoble, which is the divide between the headwaters of the Patia River flowing into the Pacific Ocean and those of the Cauca emptying into the Caribbean Sea. Eidge of Eoble also connects the oriental and. occidental Cordilleras. From Popayan the survey was coaducted via Cajibio to Cali which was reached January 18, 1892, the division of the corps into two sections materially increasing the rate of progress of the work. The distance from Quito to Cali by the Gruaitara route is about 490 miles (788 kilometers) and by the Tuquerres route 530 miles (853 kilometers) making an average of about 70 miles per month, commendable progress, when one considers that the route lay through some of the boldest mountain regions of South America. Coaceraing the section between Quito and Popayan, Mr Shuuk is of the opinioa that $ 32,000 per mile ($ 20,000 ^per kilometer) would be a fair valuation for grading, masonry, and bridges, provided the line were well laid in gross aad carefully located ia detail; that such a line exists, awaiting the finder; and that it must be found eventually if the road is to be built, as there does nofc appear to be business in sight or in the near prospect to warrant a larger average outlay, if even an outlay so large. That sum ia the United States would prepare the roadbed through pretty difficult oouatry; the grades and curves admissible in Ecuador and Colombia go far to offset the peculiar obstacles eacountered. Good drainage would be a prominent item of expense. On the other hand, cuts can be taken out to steep slopes in that frostless region, judging not only by the character of the material in place, but by work already done on the highways, whether by storms or by hand. As a rule, the steeper the pitch the — 446 — better it stands. There would be three tunnels required on the section now under consideration. One about a mile in length under Boliche Summit, another 2,500 feet long under Quina Summit, and a short one under the Eidge of Eoble. In regard to the reach between Popayan and Cali, Mr. Shunk reports that there appeared to him to be three alternative lines awaiting examination: " First. A detour by way of the Cauca River from Popayan to Paso la Bolsa, north of Buenos Aires. Second. From Popayan across country by way of Duende or vicinity to the valley of the Piendamo, thence to and along Cauca River to Paso la Bolsa. Third. From Popayan along the foothills of the central cordillera adjacent to the national road north, by way of Jimena, to the ridge between the rivers Piendamo and Tunia, thence along that ridge to the vicinity of Aganche, whence a descent may be made along the southern flank of the valley of the Ovejas to the Cauca near Jelima and thence to Paso la Bolsa. At the latter point the valley opens. There is plain ground and no difficulty to Cali. " " Before location, the Ridge of Roble, with the neighboring country between Los Arboles and Popayan, deserves particular study, for there are several alternatives inviting attention. Of course but one could be followed. " From Quito to the vicinity of Los Arbcles, Shunk is of the opinion that the line actually run is pretty near the right ground, assuming it to be inadmissible to put Quito itself on a spur. Corps N'.o 2 started the line north from Cali January 25 1892, and in three weeks achieved the distance thence to Cartage; making, in round numbers, 24 miles (39 kilometers) the first week, 60 miles (96.6 kilometers) the second, and 40 miles (64.4 kilometers) the third week. — 447 — They were delayed more or less by foul weather, and, on the reach between Call and Palmira, by exceedingly difficult ground to get over rapidly. The Cauca there traverses a sodden flat through dense wilderness containing a network of high-water sloughs, lagoons and bayous. The road Avas very devious, but was necessarily followed. The bridges on it had been swept off by freshet two and a half years before, a circumstance that so obstructed transportation that the progress of camp regulated the progress of the survey. Owing to the frequent fords or portages in mud or water, averaging probably 600 to 700 feet asunder for a long distance, camp moved slowly. These 124 miles (200 kilometers) are without serious obstacle to cheap construction. The Canca E-iver near Call, requiring a bri'lge 450 feet ( 137 meters ) lung, and the flood waterways to be provided in the vicinity of the river, make the division from Cali to Palmira more ex- pensive than that from Palmira to Cartago. " Throughout the latter the alluvion of the valley, a plain sloping toward the main stream at a declivity almost imperceptible, borders the foothills along a winding line of demarcation with curves and indents like a sea margin. The railroad would cross those bays and coves on fast ground, with hillside excavation around the capes and through cuts through the occasional isthmuses, pretty largely in a gravel formation good for ballast. It is a well-watered country, rivers and brooks from the central Cordillera abounding, and will neccesitate ample provision for drainage. Timber convenient for ties and material for masonry obtainable from the water channels. " An approximate estimate places the 440 miles ( 708 kilometers ) from Quito to La Bolsa crossing of Cauca — 448 — Eiver, south of Cali, at the previously given net i-a,te of $ 32,000 per mile ($ 20,000 per kilometer) for grading, masonry, and bridges ; thenoe to the 487th mile ( 784th kilometer) at Cali, $ 16,000 per mile ($10,000 per kilo- meter), and thence to the 611th mile (983d kilometer) at Cartago, $ 18,000 per mile ($ 8,000 per kilometer). The survey v/as carried to the camp of the corps, 1 1/2 miles north of Cartago, at noon of February 15, 1892. At this point the party was divided, Mr. O'Connell con- tinuing the line northward, while Mr. Shunk set out on an exploration of the Quindio Pass in search of a feasible route into the Magdalena Valley. On his return he overtook the main body February 27 at camp north of Manizales, finding in charge Mr. J. D. Garrison, sent out by the Commission to relieve Mr. Burgess, resigned. The main road between Cartago and Medellin was followed by the line as far as Palamina, v/here a crossroad permitted access to the western side of Cauca River at Marmato, from v/hich point progress northward was made by way of New Carameato, Valparaiso, the Farralones, Santa Barbara, and Caldas, to Medellin, the suburbs of v/hich were reached Saturday, March 19, 1892, and the line extended through it on the 21.^' " It should be observed that the survey northward from Cartago, being restricted to the public road, traversed a rugged region crosswise of torrent dramage from the Pa- ramos and Nevadas of the central cordiUera, and for the most part out of sight of the true field along the Cauca Valley, over ground quite impracticable for a railroad at a reasonable cost, except the reach between Cartago and San Francisco. A location could be found there des- cending the Chiuchina River from the latter point to Cauca Valley. — 449 — ' Mr. Shunk, however, judges such a Hne inexpedient. "Without apparent advantage of any kind it must be the longer and more expensive alternative, and would enter the valley near head of what it considered its worst portion, avoiding, therefore, no difficulties of importance. Mr. Shunk had contemplated trying a line by way of the Eisaralda and San Juan valleys, but a report on that country by Mr. Frankin "White, presented at Palmira, caused its dismissal. Mr. "White's reconnoisance, made in 1878, indicates a gradient of 7.7 per cent for about 9 miles (14.4 kilometers) at the summit, an ascent thither from the mouth of the Eisaralda approximating 4,300 feet (1,310 meters) vertical, and a descent thence northward to the mouth of the San Juan of 6,700 feet vertical (2,042 meters). The valley line, on a continuous descent, would obviously consume the difference only between those figures or about 2,400 feet (731 meters), distributed over a length of more than 100 miles (160 kilometers). The interior lines as tabled bj' Mr. "White, seem to be the shorter of the two by about 8 or 10 miles (13 or 16 kilometers), a difference which it is thought would be more than extinguished by the development necessary to reduce gradient within the limith prescribed. On a whole, the valley line is deemed preferable to any other. The scheme of the work forbade an attempt to examine its roadless, wilderness declivities, and smoky Indian-summer weather prevented good viewg of it from the overlooking upland; but such glimpses as were obtained, the observations made at the crossings, and the information of residents satisfied Mr. Shunk that although there may be occasional bluff spurs or pricipitous canons, a road can be buUt there at moderate expense. Much, if not most, of the "caiion", so called, is firm hillside for casting work, and there are numerous reaches of "bench" — 450 — or "bottom". Yef, in the uncertainty of the knowledge acquired, the division from Cartago by way of the river to the mouth of the Poblanco, in round numbers 100 miles (160 kilometers), is estimated at $ 32,000 per mile. After his arrival at Medellin Mr. Shunk reported upon his explorations and studies of the passes leading from the Gauca into the Magdalena Valley. From these it appears that while descending the Cauca the possibihty of finding a line thence up the Paila Valley, or that of the next affluent northward, which would favorably approach a low summit of the central cordillera at the head of the Rio Coello, a tributary of the Magdalena, was suggested. From Mr. White, many years resident in the State of Cauca, the best information concerning the country in the neighborhood was obtained. He confirmed the conjecture that either from Cartago or the Paila vicinity a lower pass than that of the Quindio would be found to the southward. He added that the ground in the valley of the Coello and its affluents offered easier construction than the valley of the upper Toche, northwest of Ibaque, the latter being greatly cumbered with bowlders and other debiis from the volcano Tolima. The distance by each of the general routes from Cartago to Ambalema, whether by the Quindio Pass or by the headwaters of the Coello would be about 125 to 130 miles (200 to 210 kilometers). Judging the ascent from Cartago to the Quindio Pass, at the time of his reconnoissance, to be decisive of the feasibility of the work, Mr. Shunk, did not extend his jOurney beyond that pass. The summit tunnel under Quindio would approximate 2,500 to 3,000 feet in length, and would put the railroad 800 to 1,000 feet underground. The material to be penetrated is compact blue slate and shale. By reason of the flattening off of the eastern — 451 — ravine a much lower tunnel would be greatly longer and therefore inexpedient. On the approach to Quindio Pass from the westward there would be light valley work from Cartago to the vicinity of Salento ; thence to the tunnel heavy and curvy. Massing those subdivisions, Mr. Shunk, thinks that $ 32,000 per mile (20,000 per Idlometers} would cover the cost of grading, masonry, and bridges; and that, as an approximate valuation, that rate might be used for the entire distance between Cartago and Ambalema, about 130 miles ( 210 kilometers ). The general map of Colombia seems to offer an alter- native line southeastward instead of northeastward from Ibaque to the Magdalena River, which line should ascend to the national capital by way of the Rio Bogota. Owing to impassable roads Mr. Shunk, while at Popa- yan, was upable to explore Guanacas Pass, but from information obtained it is believed a railroad is feasible from Popayan, in the Cauca VaUey, to La Plata, in the Magdalena Valley, via this pass. The ridge of Guanacas is believed to be betv\reen 1,000 and 1,300 feet above the waters of Palace Eiver, and this would imply a tunnel ,of about 1 to 1 1/4 miles long, provided an exit eastward at an elevation of 11,000 feet might be made. The elevation of Lago de Guanacas is given by the French expedition as 11,590 feet (3,533 meters), and it is assumed that the lake stands 600 or 600 feet above the stream into which it flows, and from which it appears to be distant 1 1/2 miles. This assumed tunnel elevation could be surmounted well within the rate of limiting gradient' so that there is room for movement up or down in this conjecture without seriously dislocating the conclusions. The distance from Popayan to the tunnel is placed at 40 miles (64 kilometers), and thence to La Plata at 60 miles — 452 — (96 kilometers). The cost of grading, masonry, and bridges from Popayan to La Plata, inclusive of a tunnel 1 1/4 miles long (2 Idlometers) at the ridge of the Gua- nacas, would not exceed $ 40,000 per mile ($ 25,000 per kilometer). Below La Plata there would be no difficulty to the sea as to gradient. Doubtless there are other passes into the valley of the Magdalena, both north of Popayan, but time did not permit a search for them. The surveyors were welcomed and offered service by alcaldes of towns and prefects of provinces, under orders from Bogota, and the director of national mails and telegraphs gave the freedom of the wires in Colombia. At Pasto a formal reception and lunch, as at Ipiales, was tendered, courtesies were shown at Cartago, but especially at Medellin was the reception most hearty and cordial. The governor of the State had the engineers to breakfast at the Executive Mansion, an entertainment begining at 1 p. m. and not ending till 6, vith a distinguished company to assist. Then the business men tendered a supper, an elegant collation, a very solid assembly and an interchange of goodly expressions from 6 p. m. till midnight. This was followed by courtesies from the president of the School of Mines and the municipal council, together with numerous acts of kindness on the part of other individuals, including the American and foreign consuls. At Medellin the corps was again divided into two sections each taking the field at the beginning of April. Section I, under Mr. Shunk, went by way of Antioquia to Canas Grordas, on the river Sucio; thence, returning to Antioquia, extended the survey southward up the left bank of the Cauca River to the ferry on the trail between Concordia and Titiribi, arriving at this rendezvous May 10. Mr_ Garrison, with the second section, joined a few days later, — 453 — having surveyed a line from Oaldas by way of Fredonia to the mouth of the river Poblanco; thence through Jerico to the San Juan Eiver, at the mouth of the Quebradona, and thence through Bolivar to the "Quiebra" summit of the western cordillera. He then connected his line through Bolivar by way of the Oauca Valley to the ferry above mentioned and returned to Medellin. Both had a good deal of foul weather, and Section II suffered from ill health. " From the mouth of the Poblanco, on Oauca River, 711 miles (1,145 kilometers) from Quito, or from Oauca Eiver at the mouth of the San Juan, 20 miles (32 kilometers) down stream from the former point, a branch to Medellin would be feasible, the length of it the same by both lines, namely, about 46 miles (74 kilometers). The first line "would ascend the Poblanco Valley, pass the summit in San Miguel E,idge near Fredonia, detour the heads of the Sinifana, pass a depression in the spur projecting westward from the central cordillera near Awaga, ascend to a saddle in said cordillera at the source of the Quebrada Lejia, a few miles south of Oaldas and run thence by way of that town down Medellin Eiver to the city of the same name. " " The second line, descending Oauca Valley on its eastern slope from the mouth of the San Juan, would ascend the southern slope to the Sanifana Valley to a junction with the Fredonia alternative near the river sources. The latter line appears to be preferable as occupying better ground, accommodating the country side better, and as being free from objectionable counter gradient. Both lines would serve the unique coal deposit of the Sinifana Valley. " One or the other of these two lines seems to be the only practicable approach to Medellin from the Oauca Valley in this region. Mr. Shunk's studies along the road between — 454 — Medellin and Antioquia revealed a topography insuperable b'^ a railroad at a reasonable cost. "From the mouth, of the San Juan the line through or near 5olivar encounters no especial difficulty until that town is passed. Development then becomes necessary to overcome the abrupt rise of the cordillera to La Quiebra summit, about 2,000 feet vertical (610 meters) in a horizontal distance of 1 1/2 miles ( 2 1/2 kilometers). Support for such development is offered by the Quebrada Linda, southward. "West of the summit the country slopes off with a moderate declivity and there would be no great difficulty, according to information, in the way of a railroad thence to Qaibdo on the Atrato, about 60 miles (97 kilometers)." From the mouth of the Rio San Juan the main line descends Cauca Valley on its western slope, over ground alternately bluff, bench and bottom, cloven by frequent streams or dry beds of torrent streams, 50 miles (80 kilometers) to the city of Antioquia, 781 miles (1,257 kilometers ) from Quito. Thence it develops up the valleys of the Eio Tonusco and its northern afluent, the Toyo, to a tunnel 2,600 faet (762 meters) long at the head of the latter stream; thence following the western bank of a tributary of the Canas Grordas Eiver, and developing up the latter stream, reaches the village of Canas Gordas, 35 miles (56 kilometers) from Antioquia, 816 miles (1,314 kilometers) from Quito. Barometrical observations by Mr. J. H. "White indicate that northward from Canas Grordas the river falls at the rate of about 2 per cent, and that thence forward, down the valley of the Sucio, no gradient exceeding 1 1/2 per cent would be necessary anywhere." Mr. Shunk values the main line from the Poblanco to Antioquia at $24,000 per mile ($15,000 per kilometer) for grading, masonry, and briges; the extension from Antioquia — 465 — to Cafias Gordas, difacult ground, at $48,000 per mile ($30,000 per kilometer); the branch to Medellin and the branch to LaQuiebra at 8 32,000 per mile ($20,000 per kilometer). The material to be moved is chiefly red or yellow clay, loamy or sandy to some extent, but for the most part stiff. There are exposures of slate and shale, frequently metamorphic. Here and there occur beds of pumice sand, indurated. Scattered bloks of basalt, trachyte, porphyry and granitoid rock may be said to be characteristic of the whole interandine upland explored by this party. The bowlders in the river bed are very much the same everywhere. South of the Patia Valley comparatively little clay will be met. From the point of entrance of the corps into that valley northward it is a predominant material in "excavation." Solid rock occurs so rarely and, in the absence of frost there, the material actually existing stands at so steep a pitch, that Mr. Shunk thinks the whole line might be estimated as loose rock at slopes of 1/4 to 1 @ 1/2 to 1. Nowhere was building stone seen in the bed. It is found only in the stream beds. There it abounds. Streams also abound: so that by means of steam crushers ballast might be provided quite conveniently. All through the region herein reported on there is timber for ties. On June 7, 1892, the corps set out northward from Me- dellin, down the valley o± Eio Porce, and followed that valley through the towns of Copacabana, Jirardat, and Barbosa to the bridge, a short distance below the mouth of the Eio Grande. "The survey there was diverted from the inmediate valley of the Porce and, proceeding along the highway through Pabon, formerly called Hojas Anchas, across the Eio Guadalupe to Carolina, thence swung northward, again traversing the bridge north of Eio Guadalupe to the Hi- — 456 — gueron Summit, a marked depression near the junction of the Guadalupe and the Force, 854 meters (2,800 feet) above the said junction on one hand and only 185 meters (605 feet) above the San Pablo on the other. Thence the line "Was continued, still following the road along the crest of the divide between the Force and Nechi to the town of Anori, where the corps arrived July 1, about 83 miles (133 kilometers) from Medellin." At Anori the corps was divided, Mr. Garrison, with section 2, traversing the highway thence through 'Jampa- mento, Yarumal, Turbaco, and Eaudal to Gaceres, and Mr- Shunk, with section 1, going to the same destination by way of the hamlets of El Indio, Graces de Anori, Zea, and Cruces de Gaceres, and the valleys of the Beguquillo, and Cauca. The corps reassembled at Gaceres July 21, section 2 some days in advance of section 1, the former having made 73 miles of survey, the latter 84. From Gaceres Mr. Shunk had expected to be able to cross nortwestwardly to the divide betwen the San Jorge and the Sinii to a point about 20 miles (30 kilometers) southward from the Gienaga Betanci. It was learned, howeverd, that the trail in that direction did not go through, that it was in bad condition, and was, furthermore, a mere footpath, never yet passed nor made to be passed by pack animals. However, as the flatness of the country would admit a line in almost any direction, the failure to proceed as anticipated became less important. Therefore the Gauca River was descended in canoes about 30 miles (48 kilometers) to Cucharal, the port of Ayapel. Gucharal is a hamlet of one house. The animals, seat ahead light by land, were one week in making the journey. At Cu- charal the corps again divided, section 1, with the surplus baggage (everything that could be spared from the field), — 457 — going down Cauca River in a canoe, and section 2, prosecuting the survey by way of Ayapel, Sahagun, Corozal, San Juan, and Turbaco to the Plaza of the Patriots, in Cartagena, 208 miles (334 kilometers) from Cucharal. Section 1 arrived in Cartagena August 7, section 2 August 26, 1892. "From Medellin to the neighborhood of the Guadalupe- Porce junction work will be comparatively light, the lower portion of the valley, north of Barbosa, somewhat more difficult than the upper. On the whole, Juniata Valley work. The section of the line ascending from Porce Valley, crossing the Gruadnlupe and tunneling Higueron Summit, is exceedingly rough ground. The G-uadalupe viaduct would be about 250 feet (76 meters) high and 1,200 feet (366 meters) long. Higueron Tunnel is proposed to be 2,000 feet (604 meters) long, at an elevation of 4,626 feet (1,410 meters) above sea, 475 feet (145 meters) below the summit, 2,325 feet (709 meters) above the G-uadalupe-Porce junction, and 130 feet (40 meters) above San Pablo at its western portal. The elevation of Higueron Summit is 5,100 feet (1,556 meters) above the sea. A gradient of 2 per cent has been assumed on the approach from the Porce, in order to cross the Guadalupe above the "Salto'' (falls) and to provide for future betterments of line without exceeding the maximum gradient used elsewhere. From Higueron Tunnel the location would follow San Pablo Valley to the Nechi and descend along the latter stream to the vicinity of the Medio Luna, thence developing up the Quebrada Dorada to the divide (3,050 feet, 930 meters), sloping northward to the waters of Rio Neri, whence a descend is made to the proposed crossing of Cauca River, about 6 miles (8 kilometers) south of Caceres. The work on this section is not excessive. Mr. Garrison reports it to be on the whole an easy country, presenting — 458 — no epecial difficulties, "merely a question of fitting tlie •line to tlie ground and adjusting it to the topography of the streams". From Medellin to the Cauca, near Caceres, the rock formation is gold bearing, Antioquia being preemineatly at present the gold-beariag State of the Colombian Union. Excavation would be mainly variegated clays, shales, slates, and schists, more or less metamorphic". Is is to be observed that neither of the hnes on the reach between the Rio Grande and the Cauca, near Caceres, hes near the prospective location, though occasional views of that prospective ground, from overlooking heights, were obtained by the surveyors. The line traced by Mr. Shunk noth of Anori was designed as a reserve against a con- tingency of defeat on the western line. Maps being very imperfect, and his information leading him to fear a prohibitory summit in the oordillera along Cauca Eirer, he thought it prudent to examine the Quebrada Cruces de Caceres, with a view, if necessary, to exit that way from the vallej' of the Nechi. Mr. Garrison's happy discovery of the summit at the head of Quebrada Dorada superseded Mr. Shunk's individual work and is unquestionably, so far as can be judged at present, the proper ground for a railroad from Medellin to Caceres. A partial alternative might deviate from the junction of the San Pablo and Yuyumal. which form the Neohi, to Anori, and thence, descending toward the village of Tami, connect with the proposed location part way up Qaebrada Dorada. Mr. Shunk is of the opiaion that an alternative is feasible from the same point of departure as the foregoing, by way of the Quebradas, Yarumal, and Oro, and thence down the eastern flank of Cauca Valley, through Eaudal, to Cauca crossing. — 459 — " Objections to this Hue are the height of summit west of Yarumal, 7,600 feet (2,280 meters) above the sea, and a greater length of 20 miles (32 kilometers) as compared with the proposed location. The crossing of the Cauca Eiver south of Caceres would approximate 700 feet (213 meters) in length; the banks firm, east side bluif, west side flat for a short distance; depth of water at ordinary stage, 8 to 10 feet (3 meters), with a flood range making it 12 feet (4 meters) deeper at high water. Bottom, shingle. Piers to be fouuded like those in the Allegheny, at Pittsburg. No crossing of the Cauca equal to this or at all' comparable with it anywhere downstream was seen- Below Caceres the river soon enters flat ground and laces the adjacent country with bayous. " Mr: Shunk's line from Anori, by way of Cruces de Ca- ceres, calls for no particular remark, being about 25 miles (40 kilmetars) longer than the proposed location. The summit near Tamana miaes, 2,300 feet (701 meters), is considerably lower than that at the head ot La Dorada, 3,060 feet (930 meters); but in every other respect the liae is at a disadvantage. From the Cauca crossing no material obstacle exists to a line northwestward to the upland between the Rivers San Jorge and Sinii, whence, trending northeastward, it merges in a surveyed line north of Ayapel and follows that survey, with occasional shght deviations, to Cartagena- After passing Ayapel, the country is rolling prairie and timber, better populated and better utilized than any region of like extend seen by Mr. Shunk in South America. It is a very rich farming and cattle district. The only high ground met was the "Paloma" ridge, rising about 1,000 feet (300 meters) above tide between San Juan and Cayetano; but it would be taken on the slant, with good approach spurs both sides, and yet at moderate cost. The general elevation of the plane north of Ayapel is 120 to 160 meters (400 to — 460 — 500 feet above tide. It ascends northweswardly and culmina-tes in the Paloma. The approximate cost of grading, masonry, and bridges from Medellin to Cartagena is estimate as follows : 24.85 miles from Medellin to Barbosa, 40 kilometers, at $ 12,000 $ 480,000 38.52 miles from Barbosa to foot of Higueron-tunnel gradient, 62 kilometers, at $ 15,000 " 930,000 13.67 miles from foot of tunnel gradient to western portal, 22 kilometers, at $ 45,000 " 990,000 55.92 miles from Higueron tunnel to and across Oauca River south of Oaceres, 90 kilometers, at $ 15,000. " 1,350,000 239.86 miles from Oauca crossing to Cartagena, 388 kilometers, at $ 12,000 " 4,632,000 Approximate cost S 8,382,000 Average, $ 22,500 per mile; S 14,000 per kilometer. The railroads now bulding would reduce the length of line to be built 30 miles (48 kilometers) from Medellin northward, and 25 (40 kilometers) from Cartagena southward. Timber for ties, stone for masonry, and water will be found on the line or near by throughout its length. From the San Jorge crossing, 25 miles (40 kilometers) northwest of Ca- ceres, a line about 75 miles (120 kilometers) in length is believed, from trustworthy information, to be feasible over the low western ridge to Pavarandocito on the Sucio. Maps of the line from Quito to Medellin have already been received and are on file in the central office in Was- hington. Owing to the usuitanbleness of the season at the time of Mr. Shuhk's arrival in the lower Cauca Valley, it was not advisable to attempt a survey of the Isthmus of Pana_ ma at that date, consequently he has been transferred from Cartagena to San Jose de Costa Eica, with orders to begin a line at some suitable point in that neighborhood - 461 — and work southward towar Panama, reaching the insthmus in February, a favorable season for operations in that un- healty region, and make connetion with the northwestern terminus of his line in Colombia at Canas Gordas. He sailed from Cartagena on the 16th of September and reached the capital of Costa Rica the 26th of th same month. SOUTH AMERICA. COEPS N." 3. .J. Imbrie Miller, Engineer in Charge. W. D. Kelley, Assistant Engineer. J. R. Kurtz, Assistant Engineer. Winter L. Wilson, Topographer. Algernon B. Alderson, Draftsman. J. Douglas Foestbr, Junior Assistant. Ohakles W. Rush, V. S. Navy, Surgeon. This party was assigned the survey of the line from Quito southward through Ecuador and Peru to Cuzco, the ancient capital of the latter country. The engineers sailed on April 10, 1891, from New York, with those of the second corps; but as Mr. Miller had been instructed to proceed in advance to Perii, to gather information regarding the route, he turned over his party to the engineer in charge of corps No. 2, and sailed direct to Callao, arriving April 27. He reports having been courteously received and hand^ somely entertained by the United States minister to Peru, Mr. John Hicks; by the secretary to the United States legati9n, Mr. Richard R. Neill; by Admiral Brown and officers of the ilagship "San Francisco", and by private residents of the capital. Attache Ensign "W. E. Saiford, U. S. Navy, on special duty in Peru in connection with the Columbian Exposition, kindly acted as interpreter. — 462 — luterviews were secured "with G-en. Remigio Morales Bermudez, tlie President of the Eepublio, and with thg seeretaries and other Government of&oials thought to be most able to forward the interests of the Commission. Letters of introduction from Mr. Leffert L. Buck, the commissioner from Peru, to El Senor Don Ernesto Mali- nowsky, Mr. Eward Thornton, and other distinguished civil engiaeers procured much useful information. Through El Senor Malinowski permission was accorded to visit the Geographical Society of Lima and trace portions of Eai- mundi's new map of Peru. Copies of the text of this important work were presented. May 6, nine days after landing, the engineer started for Guayaquil, arriving there May 10, and at Quito May 20. El Senor J. M. P. Caamano, governor of the Province of Guayas, furnished transportation, as had already been done for the double engineer corps with Mr. Shunk. On arrival at camp, 3 miles north of Quito, the supplies were inspected and repacked, instruments adjusted, riding horses and pack mules purchased, and a few natives exercised in field duties, so that on June 1 the third corps camp was moved 12 miles south of Quito. The next day both the second and third corps com- menced work on the railroad survey at Quito, the third corps working southward, taking a belt contour-line topo- graphy from 3 to 5 miles in width, including all available ground for railroad location on the Quito route, and also connecting with the main valley route pastward of Quito, surveyed by Mr. Shunk. From Juae 2 to October 31 (five months) the corps com- pleted 507 miles of careful instrumental surveys, equal to a little more than 100 miles per month, of which 80 miles per month were on the main route south of Quito. The compass and barometer were only used as check^ — 463 — oa the instrumental aligament and levels, the measurements being taken with the stadia, the ground being too broken for accurate use of chain or odometer. On October 31 the survey reached a point 60 nules south of Loja, in Ecuador, near the border ef Peril, and 415 miles from Quito by may survey. Some of the principal points on the location are noted below, with the distances from Quito, the altitudes above ocean level, and their respective populations. From Quito. Popula- tion. Quito ..... Zero Monument . Santa Bosa Summit Amaguana Bridge. Uyumbicho . Tambillo. . . . Machachi TiopuUo Summit . Latacunga . San Miguel . Ambato .... Mocha .... Chimborazo Summit Chuquipogio Cajabamba . Sicalpa Columbe .... Guamote Palmira .... Tigsan .... Alansi .... Chunchi .... Azuay Summit. . Tambo .... Gauar .... Curiquinga Summit Biblian .... Azogues .... Chuquipata . Cuenca .... Miles. Feet. . 9,350 1 9,825 ; lOJ 9,986 11 8,470 12 8,850 14 9,250 22 9,760 34 11,540 57 1 9,177 654 8,786 81 8,304 954 1C,810 102 12,000 106 11,716 1204 10,715 121" 10,631 134 1 10,454 138 , 10,080 148 11,650 1551 9,784 161 7,857 172J 7,632 197 11,160 2034 9,990 205 10,368 213 1 10,888 227 1 8,840 231 8,494 234 J 8,100 247 8,600 80,000 2,000 2,000 3.000 8,000 iKooo 3,000 18,000 3,000 4,000 4,000 1,000 8,000 1,000 1.500 3,000 2,500 i^OOO 5,000 3,000 «,000 200 40,000 — 464 — From Quito to Loja the survej' follows the valley of the Audes betweea the Maritime and Central Cordillera. This valley is crossed by numerous mountain spurs, each of which divides the drainage (as at TiopuUo, Azuay, etc.), aud the engineering problem is to cross these summits with suitable gradients and alignment, and at the same time avoid as much as possible the numerous deep ravines along the mountain slopes. The line from Quito to Cuenca presents no extraordinary engineering features excepting high viaducts and somewhat of a lack of good building materials adjacent to the work. South of Cuenca the ground is very broken and in places covered with dense forests, the cross ridges being frequent and irregular. Both at Cuenca and Loja and elsehewre the Government officials and private citizens were very prominent in showing attention to the officers of the Commission, and the leading ladies made silk American flags to grace the banquet tendered the engineers. To El Senor Antonio Borero, governor of the Province of Cuenca, and El Senor Ulpiano Valdivieso, governor of the Province of Loja, grateful mention is due. The latter "Was good enough to cash bank drafts on Guayaquil, so as to save delay in carnage of specie required. The weather proved wet and cold at the high altitude selected, and there was considerable sickness caused by exposure. Mr. Miller, the chief of the party, was, soon after his arrival at Quito, attacked by a malady to which persons unaccustomed to these high altitudes are somewhat subject, and, although warned by the surgeon of the party and by resident physicians that he ran great risk by remaining in the country, he refused to return home until after two relapses, when he was so much reduced in strength that — 465 — he had to be carried to the coast in a litter. Grreat credit is due Mr. Miller for the very satisfactory work and good progress of his party, as well as for his pluck in remaining so long at the serious risk of his life. Mr. "William B. Sorsby, Uuited States consul-general for Ecuador, and Mr. Martin Eeinberg, the vice-consul, were very attentive to the interests of the Commission. Upon his return to the United States Mr. Miller submitted the following: JEstimate of cost of railway, Quito to Cuenca. [271.7 milea single track (main and side traclfB), main track 247 miles.] Gold values. Excavations and tunnels $ 5,203,461.35 Masonry and riprap " 1,295,576 00 Iron viaducts and girders " 2,392,040.00 Fencing, guards, road crossings, etc " 248,500.00 Land damages " 160,000.00 Engineering, legal expenses, and incidentals, .05 . " 464,478.86 Total "$ 9,754,066.11 Cost of roadway only per mile. " 36,900.10 Track and ballast "$ 2,037,750.00 Telegraph " 98,800.00 Passenger, freight, and water stations " 322,900.00 Engine houses and repair shops. . . ..." 175,000.00 Total $ 12,388,506.11 Total cost without rolling stock, .per mile. " 45,596.83 Tte prices upon which the estimate is based are as follows : Earthwork. per cubic yard. S 0.25 1.25 75.00 2.00 10.00 07 1/2 Solid rock do . . Tunnels per running foot. Riprap per cubic yard. Arch culverts do . . . Iron work erected per pound. — 466 — Track and ballast complete per mile. $ 7,500.00 Loose rock per cubic yard. " 75 Foundations do ... " 60 Box culverts .do ... " 6.00 Abutments do ... " 8.00 Upon the departure of Mr. Miller from Ecuador, Mr. W. D. Kelley "was placed in cHarge of the corps and successfiilly conducted the survey, under trying circumstances, to Cuzco. Messrs. Kelley, "Wilson, and Forster, constituting the field force, left Loja oa the 19th of October, 1891, and reached the Peruvian line on the 26th of November, covering a distance of 72 miles. At Loja it became necessary to reorganize the camp, purchase fresh mules, and hire new men, The first hired by public advertisement became frigh- tened at the prospect ahead, and refuced to enter the mountains through fear of the Indians and the wild beasts. Requisition was accordingly made upon the governor for the usual forced "peon" labor for linemen and mule drivers the former being paid by contract to move the main camp, consisting of Messrs. Kurtz, Alderson, Eush, and Bosanquet, who had in charge the necessary provisions to carry the party through the unpopulated section between Loja and the first considerable towns in Peru. The help thus obtain- ed moved the main camp a distance of ten leagues on the 2d, 3d, and .4th of November, but oa the night of the latter date the natives escaped from camp and ran away. Requisition was again made upon the gorvernor for more men and the necessary guard of soldiers. The men could not be obtained, but 12 soldiers under a captain were by permission of the Ecuadorian Grovernment procured. These soldiers moved the camp, under charge of Mr. Kurtz, a further dintance of 2 1/2 leagues to a summit of the Cordi- llera called Savanilla- — 467 — It -was now tlie 20th of NoYember, the members of the camp being disheartened, and, after holding a meeting in the rain, decided to return to Loja, thus leaving the ad- vance party without proper provisions. Mr. Kustz, being too ill with rheumatism to continue on, remained, at Loja some time and fiually . returned to the Uuited States, having been actually employed ia the fieldd less than three weeks- Mr. Bosanquet, however, makes a trip on foot through the forests and reports to Mr. Kelley the condition of affairs. Bosanq[uet is then placed in obsolute charge of the main camp, and receives orders to return to Loja, reorganize, and conduct the main camp by another route until he overtakes the survey camp imder Mr. Kelley, which was successfully accomplished, the reunion taking place at Bajabamba, Peru, February 5, 1892, Mr. Alder- son and Dr. Ruhs accompanying Mr. Bosanquet. The ac- tion of Mr. Bosanquet in making a trip on foot through this wild region, leadin a mule packed with provisions for the three sorveyors in advance hidden in the depths of the forest, was highly commendable, and probably preven- ted an unfortunate delay in the prosecution of the enter- prise if not the loss of life. From Loja soutward the line as surveyed has a gradual ascent for 7 miles to the summit of Cajanuma, 8,302 feet, in a flat open country, thence to a summit of the cordiUera, elevation 6,350 feet, 35 miles distant from Loja by a meandering line along the mountain, side, the small villages of Vilcabamba and Yangana lying to the westward below After crossing over to the headwaters of the Amazon, the line runs through a very mountainous region covered with dence forests as far as the Rio Canchis, only an occacio- nal Indian hut being encountered, the section almost des' titute of food and resources, the canned supplies brought — 468 — from the Uuited States having been the main dependence. The mountain streams carry some gold, and signs of other metals are apparent, but owing to the remoteness of the locality and it inaccessibility, it would not be profitable to work mines in this section at present. At this time very long stadia sights and barometer checks had to be resorted to in order to make sufficient headway to pre- vent being inclosed between the swollen mountain torrents, for the rainy season was on in full force and the region was devoid of food supplies. The presipitous mountains and the dence forests requiring much chopping, all tended to delay the wokr, but by clearing the hilltops, stripping the trees of bark, erecting cross-arms thereon and utilizing them as stadia rods, maximum sights of about six miles were obtained and the necesary rate of progress secured. The ladian help was short; many had the fever, much of the work being m the rain and mud. Eoth men and animals became greatly fatigued, and the latter haviag no feed except vines, all exercised an xmfavorable influence upon the speed af the work, Mention is due of the kindness of Dr. Castillo, dean of the cathedral ef Loja, for the supplies he personally the furnished for is orders to the ladian communities to supply provisions to the surveying party and feed for their animals. The next reach in the survey is that extending from the northern boundary of Peru to Cajamarca, a distance of 191 miles. From the frontier soutward the same mountainous country continues for about 60 miles, when the flat bottom lauds of the valley of the Maranon are encountered at an elevation above sea level of 3,000 feet. These are low, hot, and saady, the trees of tre forest being replaced by a low, hardy growth of thorny bushes, with woods in — 469 — patclies. In this section numerous insects are found, ■wiiile the climate is unhealthy. The line was run so as to skirt along the edges of the foothills, throungh the old town of Jaen, and reached the Marahon River at a point 76 miles from the Ecuadorian frontier and 12 miles south of Jaen, at an elevation of 2,550 feet , thence following the western bank of the river, in and upstream direction, a distance of 20 miles to an elevation of 2,957 feet, when such abrupt projecting spurs, 4,000 feet in height, alternating with deep-cut cross gorges at right angles to the line, were encountered that it became impracticable to adhere to the valley any longer, and the survey or were forced to carry the line to the right and up on the table-lands. At the point where the valley was left . the character of the ground was barren sand and rocks, the region was without population, without mule trails, and without provi- sions for man or beast. The survey of the Maiaiion Valley C3,n best be accomplished by starting at the head waters near Cerro de Pasco and descending the stream. By ascending to the plateaus, as indicated above, the preliminary line traversed the richest mineral an agricul- tural sections of the interior of Peru all the way to Cuzco and passed through the principal towns and capitals whereas, had the conditions along the Marahon been favorable to the prosecution of the survey in an upstream direction, as was originally intended by the Commission' the line woald have been run, it appears, through a region without population and without present resources. It is desirable that the alternative elevated line from Loja, Ecuador, to the neighborhood of Chota, Peru, should be surveyed in the near future. Owing to the small size of the field party, three engineers and a few Indian helpers, — 470 — and the scanty supply of the plainest food, it was not practicable for Mr. Kelley to make other route inspections while pushing his line over the best route that the limited information obtainable indicated. Cajamarca, the capital of the department of the same name, was safely reached on the 15th of January, 1892, and ten days were then devoted to recuperating the worn-out mules, making records, and developing certain sections. As this town, the Prefecto, El Senor Dn. M. 0. Vargas, hospitably en- tertained the engineers at the prefectura for ten days, cared for and fed the mules, all without charge, A ban- quet was given the engineers and other evidences of the friendly feelings entertained by the Peruvians towards the commendable scheme of an intercontinental railway were exhibited. The Hne from the Ecuadorian frontier to Cajamarca, with the exception of about 30 miles through the bottom lands of the Maranon, would be expensive and would require maximum gradients aud curvatures, but when the iinal location is made it is believed that the elevated alternative between Loja and Cajamarca would be the one adopted. Along the southern end of this line there are several considerable towns. Near Buena Vista and Jaen coffee, tobacco, and cocoa are grown in limited quantities and much more could readily be produced, but in the absence of means of transportation to the outside world there is no incentive for such extension. Near Cajamarca there are extensively worked silver mines, bituminous coa^ fields of good quality and ample quantity, together with productive agricultural lands. At this point the Maranon River lies about 40 miles to the eastward. The next reach of the survey is that extending from Cajamarca to Huaraz, a distance of 225 miles as measured — 471 — on the preliminary line. The engineers left Cajamarca January 25 and reached Huaraz March 12, 1892. From near the former town the line descends through a broad, open valley to a junction with the Eio Huamachuco for a distance of about 35 miles to an elevation of 7,500 feet (the Maranon being 15 miles eastward), thence ascends the former stream to its source and to the top of the main cordillera of the Andes, at which point a spur of somew hat higher elevation and with snow capped peaks runs eastwardly to the Maranon. Here two alternatives presented themselves, the eastern one on the Maranon slope of the main cordillera and the western one on the Pacific slope. The former would require tunneling through the numerous spurs and cross at right angles the deep gorges and waterways leading to the Maranon for a distance of nearly 150 miles, and would traverse a country very rough, but little populated and of meager natural re" sources. The latter crosses the main cordillera on the surface at an elevation of 13,026 feet and after a distance of 90 miles enters the beautiful valley of the Rio Santa, also called the " Callejon de Huailas '■ thus enabling the line to be carried in its true southerly direction by easy grades up this valley, which is by far the^ most fertile portion of Peru, with its large towns, tickly populated roadsides, rich mineral lands both ■ east and west, gold and silver predominating. These mines are worked on a large scale, as easy communication with the coast permitted the introduction of heavy machinery and supplanted the handling of the ores by the primitive methods of manual labor formerly in vogue. Lower down in the same valley is the sugar cane, while to the east"ward, in an almost continuous Hne, rise the snow-capped summits of the Andes, thus affording within — 472 — a few hours, journey all degrees of climate, temperature, and vegetation, wor the above reasons, the latter route "was the one selected by Hr. Kelley, and in his opinion has proven the better. The gold districts of Pallasca and Cabana, the richest in Peru, are on the inmediate line of the survey, aud when the construction of the road is once commenced, the nearness to the coast and the facilities for getting machinery and suplies "would lessen the cost of building. Moreover, the Cliimbote railroad, which was destroyed by washouts, is likelyto be rebuilt in the near future, and this, with the local traffic here existing, in irself remunerative, all confirm the advantages of the Pacific to the Maranon slope of the Andes. The surveyors arrived at Cajabamba, 60 miles south of Cajamarca, on the 3d of February and were met there on the 5th by the supply camp from Loja under Messrs. Bosanquet, Alderson, and Rush. This latter party, being under mule hire to Caraz, 125 miles farther, continued the direct line of march to the latter place, which was reached iPebruary 21, intending to await the arrival of the surveying party at that point and utilize the time in drafting the maps then in arrears. On the arrival of Mr. Kelly's section at Caraz, March 4, he found the other party al sick, Mr- Alderson being in bed with a high fever and not in condition to be moved, while Dr. Rush and Mr. Bosanquet were also ill. Under these circumstances it was impossible for Mr. Bosanquet's party to continue the march to Cerro de Pasco and accordingly as soon as Mr. Alderson could be moved he was carried to the coast, and he with Dr. Rush returned, via Lima, to the United States, where they arrived in April, 1882. Under orders from the Commission, Mr. Bosanquet's party was disbanded at Lima, and he in person proceeded to join Mr. Kelley in the field at Huancayo, where he arrived May 10, 1892. - 473 — The unfortunate illness of Messrs. Kurtz, Alderson, and Eush and the Savanilla mishap, all show the difficul- ties under which the survey was prosecuted to a successful end by the unswerving detennination ad skillfull management of Mr. Kelley, ably seconded by Messrs. "Wilson and Forster, who remained with him to the end. The next stretch of survey to be considered is that from Huaraz to Cerro de Pasco, a distance of 144 miles as measured along the preliminary line actually run. Leaving Huaraz March 16, Cerro de Pasco was reached AprUe 6, 1892. From the former town southward the line ascends by easy gradients and cheap construction a distance of 16 miles along the E.io Santa to the town of Eecauy, situated at the head of the industries of the valley and the populous district and where are located extensive silver smelting works. At Recauy two alternatives present themselves; but, owing to the reduced size of the surveying corps, only one could be examined : First, an eastward line requiring a triple crossing of the cordillerra via Huallanca and, the Maranon slope of main chain to Cerro de Pasco. Secondly, a w eetward line on the Pacific slope, passing bi Cajatambo and crossing a high spur of the cordillera forming one of the above-mentioned triple crossings. The former route passes through the large coal and silver mining districts of Huallan- ca and enters the populous deparment of Huanuco which is very fertile and productive. The latter crosses, aspur with as high a summit as that of the main ridge,but without the coal and silver industries and population to recom- mend it, and besides would require a steeper and more troublesome ascent in order to attain the high pampa of Cerro de Pasco. Under these circumstances the first alternative was selected and is believed by Mr. Kelley to — 474 — be tlie better route, althougb before final location the other should be surveyed. Near Eecauy the main cordillera is crossed at an elevation of 14,927 feet and the two spurs can be crossed on the surface hj developing the line along the rocky and snowy mountain sides, at elevations of 15,199 and 15,128 feet, but it is believed that tunnels here would be preferable. Thence descent is made by a rather narrow valley to Huallanca, where coal is abundant in quantity and is of good qunlity, while the silver ores pay as high as $320 per ton, those as low as $37 per ton being cast on the dump. Smelting works with improved machinery are being established. At this point, hospitalities were extended to the engineers, while the prefect and certain citizens of Huanuco, 32 leagues distant, came to pay their respect to the representatives of the Commission. From Huallanca to Cerro de Pasco, 84 miles, owing to the crossing at right angles of the numerous gorges of the headwaters of the Maraiion, the line would be costly, except the last 15 miles at the Cerro de Pasco end. This latter town is famous for its silver mines, its business industries, and extensive commerce, and for the number of foreigners to be found there. Within a radius of 12 miles the country is dotted with small mining towns and haciendas for working silver. There is a railroad 3 leagues long from the mines in Cerro de Pasco to the reduction works. The mines are mostly under the city, and in addition to the railroad thousands of llamas are used to transport the ore. The city as han elevation of 14,293 feet and consequently no timber exists in its immediate vicinity, but barley straw grows in scattered patches, but never produces grain. The llamas graze off the very short pampa pasturage while mule feet has to be brought from a distance. Coal, — 475 - brought some 10 leagues, is used by tlie smelting works, the railroad, and the richer families, but the fuel most in use is the llama dung, gathered in bags by the Indian women. A sun-dried sod, called "champa", is also used for the same purpose* A banquet under the auspices of El Senor Chavez, acting Prefecto of the Department of Junin, was tendered the engineers at this point, "while. El Senor Valdasola^ Unitd States vice-consul, showed many attentions. Here telegraphic iastructions were received from the central office in "Washington to continue the survey to Cuzco. After reorganizing his party, Mr. Kelley left Cerro de Pasco on the 18th of April and reached Huancayo, 140 miles distant, May 10. From Cerro de Pasco southward the route lies across the high pampa at elevations varying from 13,400 to 14,000 feet above sea level, and passes by the eastern side of Lake Junin. So far as the topography of the country is concerned, this is the cheapest portion of the hne to be constructed, the grades being easy, no heavy crossings required, and a good alignment attainable. However, wooden cross-ties in perro de Pasco cost $ 1.25 each, in native money, and prices of all classes of com- modities are very high. After leaving Junin the line passes over a slight summit ( 13,751 feet) and then des- cends by a tributary into the Eio Oroya Valley to the town of the same name. The route followed is practically that of the Oroya and Cerro de Pasco Railroad, and on April 28 Mr. Kelley's party were in camp with the engineers of that road and exchanged elevations with them. Oroya is 137 miles from Lima, and the railroad is already built from the latter place to Casapalca, which is 41 1/2 miles from Oroya, this latter distaace beiag covered by mule traffic in one and a half days. This interval is — 476 — now under construction, and it is expected that the road will be open to the public by the 1st. of January, 1893) From Oroya to Huancayo, 68 miles, the line surveyed follows down the Oroya Eiver, encountering no difficulties, and for the last 28, or from Jauja to Huancayo, passes through an open country, rich agriculturally, but without mineral vealth, at elevations varying from 9,000 to 10,000 feet. This section is claimed to be adapted to tea culture although none is grown there now. It contains many large towns, and the construction, of a railroad would develop a considerable passenger and local freight traffic. After enjoying a banquet, the surveyors left Huancayo May ^3 and reached Ayaeticho, 117 miles distant, June 1. From Huancayo southward the survey continues down the Oroya Eiver a distance of 47 miles to Izcuchaca, at an elevation of 9,413 feet. At this point two routes became available; the first continues down the Oroya River to its junction with the Eio Huanta, and then ascends that stream to Ayacucho. The second adheres to the highlands . in a generally straight direction. The first having been surveyed by other parties, 'although it may be the better of the two, Mr. Kelley decided to follow the second, so as not to duplicate the surveys, but obtain additional data. The line as actually run passes some towns and is not far from the rich quicksilver mines of Huancavelica, which lie to the westward of the best direction. The section under consideration is but slightly productive, is without timber, without mines, and but sparely populated by poor Indians. The first route indicated above would pass through a timbered country and through lower levels into or near the sugar, coffee, and tobacco district below Huanta. Special mention should be made of the kindness of the prefecto. El Senor Leonardo Oavero, and other officials at Ayacucho, and of the banquet tendered the members of Mr. Kelley's party. — 477 - From Ayaouoho to Abancay is 137 miles. The former towa was left Juae 6 and the latter reached July 8, 1892. The survey gradually ascends from an elevation of 8,900 feet at Ayacucho to that of 14,062, where it crosses a ridge 38 miles from the starting point, and thence descends to an elevation of 7,040 at the Eio Pampas by a side hUl grade line 44 miles long. The Eio Pampas was crossed on rafts June 18, and the work continued, the line ascending the valley of the Eio Huanoaray by an easy grade to a summit of the main cordillera having an elevation of 14,628 feet. This ridge here runs east and west, the town of Andahuailas being situated on the other side of the ridge at a distance of five leagues to the eastward. From the summit just mentioned the line then descends by the use of much curvature to an elevation of 5,800 feet in the valley of the Eio Pachachaoa, lying at right angles to the line of survey. After crossing this stream there is another ascent up the valley of the Abancay to the village of that name, the route passing through the large sugar estates of Dr. Letoua. In the section between Ayacucho and Abancay small villages and a sparse Incian population are found. The country, being generally high, is adapted to sheep raising, and although minerals are said to exist, no mines had been opened along therout. Owing to the crossing of the rivers Pampas and Pachachaoa, the transversal ridges, and the main cordillera, the construction of this portion of the Intercontinental Eailway would be expensive. As portion of the route was believed to be infested by hostile Indians, a cavalry escort for a distance of 40 miles and arms and ammunition were furnished the engineers by the Government authorities at Ayacucho. As elsewhere, courteous attentions were shown the Commission's representatives. Dr. Letona entertained them — 478 — for several days, aad provided feed for the animals free of ckarge. The prefecto of Abancay. El Senor Juan Pablo Palosminos, was equally attentive, and a banquet was one of the hospitalites extended here. The next reach of the survey, 69 miles, is that from Abancay to Cuzoo, where the instrumental work ceased. The former town was left July 11, and the ancient capital of the, Incas reached July 20, 1892. Leaving Abancay, the line ascends to a summit elevation of 12,900 feet, and thence descends to that of 6,083 in the valley of the Apurimac, through a populous district, fine agriculturally, and producing considerable quantities of sugar cane. Crossing the river, there is another ascent to a summit of 12,438 feet, thence by a light gradient a descent by hillside work into the valley at Cuzco, 11,103 feet above sea level. Before final location a survey of the valleys of the rivers Pampas and Apurimac in a down stream directiojj towards the eastward and northward would seen to be advisable as well as the examination of an alternative line from the 12,900 foot summit south of Abancay to some point on the existing railroad between Marangani and Santa Rosa, thus adhering to the table lands and avoiding the deep crossing of the Apurimac. A three day's mule ride of 75 miles brought the engineers to Secuani, the present terminus of the Arequipa, Puno and Cuzco Eailroad. Secuani is 111 miles from Puno, on Lake Titicaca, situated upon the western boundary of Bolivia. Cuzco is 453 miles from Mollendo on the seacast; of which distance 378 miles are in operation. It is therefore apparent that by carrying the instrumental survey to Cuzco it has practically been carriel to the frontier of BoHvia. Owing to the kindness of Mr. McCord, the entire party and baggage were passed to the seacoast, and an excursion — 479 — to Pano afforded an opportunity to inspect the whole line. Arequipa was reached July 28, and the usual courtesies and banqret extended by the prefecto, el Senor Abrill. At this point, Mr. Kelley was met by Dr. Parro, director- general of public works of Peru. Arriving at Lima August 2, the engineers were taken ashore in a special launch and met by officials of the Government. A private reception was held by Dr. Parro at his residence, a banquet by the president of the cabi- net, ei Senor Carlos M: Elias, in the exposition building, and an official presentation to the President of the EepubUc and his cabinet took place, all in honor of the Commission's representatives. Courtesies were also shown by Mr. R. E.. Neill and others of the United States legation ; dy Mr. Helcombe, of the banking firm of Grace Bros. & Co. and by Chief Engineer Thorndike, of the Oroya Railroad, who provided and excursion over his line in a special observation car. Leading Lima August 6, the party arrived in Washingion on the 30th of same month, since which time they have been engaged in working up the data collected and in preparation of the finished maps. Some of the principal points on tlie line surveyed, their altitudes above sea level, and approximate population. LOCALITY. South of Quito. Quito (plaza). Cueoca (1) . Zaraguro . Loja . . . . Yilcabamba . Yangana . Bio Cauchis (2). South of Bio Canchis. Jaen Eio Maran6n (at first point touclied) Kio Marau6n (at point of leaving) . Chota Cajamarca Cajabamba Hnamachuco Summit of cordillera Rio MoUepata Fallasca ... a Summit of spur of cordillera . Corongo Rio Santa Caraz Huaraz Recnay Huarapasca (summit of spur) . Yanachachas (summit of spur) . Summit of cordillera Huallanca Cerro de Pasco South of Cerro de Pasco. La^io de Junin Oroya Jauja Other towns Huancayo Bio Huancayo (at Izouohaca River) . . Summit of spur Ayacucho Summit of spur Bio Pampas (at crossing) * Distances measured on tlie preliminary line. (1) Cuenoa is 247 milea south of Quito on tlio "location" (2) Dividing line between Ecuador and Perfl. DIS- ELEVA- POPULA- TANCES. * TION. TION. Miles. Feet. 9.360 80.000 228. c 8.600 40.000 309.8 8 456 5.000 341.0 7.138 18.000 361.6 5.476 600 369.8 6.273 200 413.1 3.000 — 64.3 3.389 300 76.3 2,550 96.9 2.967 143.0 10.000 7.000 191.2 9.843 30.000 250.6 9.374 15.000 266.1 11.035 15.000 283.8 13 026 303.1 7,S36 .S06.9 10.350 6.000 327.7 14.179 338.3 9.908 7.000 352.1 3.962 376.8 7.174 15.000 416.0 9.537 25.000 431.7 10.615 6.000 456.8 35.199 463.6 15.128 — 464.7 14.927 — 476.5 11.302 4.000 560.4 14.293 8.000 33.7 13.422 72.2 12.166 300 112.6 11.145 12.000 50.000 140.3 10.635 20.000 187.3 9.413 197.8 14.723 256.9 8.900 40.000 294 6 14.062 321.9 7.040 — — 481 — Some of the principal points on the line surveyed, their altitudes above sea level, and approximate population.— Continued. LOCALITY. South of Cerro de Pijsco.— Continued. Huanoaray Summit of cordillera . . Rio Pachachaca. Abancay Summit ot spur. . , . Rio Apurimao (at crossing) Summit of spur. Uuzoc (end of survey) . DIS- TANCES. Miles. 341.6 364.8 388.8 393.8 401.0 415.7 433.4 462.7 ELEVA- POPULA- TION. TION. Feet. 9.669 3.000 14.628 5.800 — 7.853 7.000 12.900 ^ 6.083 — 12.438 11.003 60.000 Summary of woi'k «/ Corps No. 3. MAIN LINE . spun LINES. "A" POINTS. TOTALS. Quito to Ecuadorian frontier. Quito to Cerro de Pasco . Quito to Cuzco Miles. 413.1 973.5 1.436.2 Miles. 84.7 127.5 172.3 Mites. 67,5 73.9 90. S' Miles. 555.3 1.174.9 1.699.3 Total number of miles ran. — — — 1.699.3 Population near line of survey. Ecuador 215.600 Peru 384.600 Total 600.100 Throughout the entire distance a stadia transit and levej line was run, the barometer being used simply to check up. The time employed in the field Avork was that- from June 2, 189], to July 20, 1892, or one year one and one-third months. The maximum elevation attained was 15,200 feet above sea-level and the miuimum 2,500 feet. — 482 — The maps covering the Ecuadorian section were made in the field by the survey camp, while those relating to the Peruvian portion o-f the line are now being constructed in Washington. The total survey of 1,700 miles will be exhibited on about 50 maps aad as many profiles. The estimate of the cost of construction of the section between Quito and Cueaca, by Mr. Miller, has already been given. Mr. Kelley submits the following approximate estimate of the whole Hne: Quito to Caenca (by Mr. Miller): 247 miles, at $ 36,900 per mile $ 8,867,300 Cuenca to Loja, 113 miles : 36 miles, at $ 26,000 per mile " 900,000 77 " at $ 65,000 " « " 4,236,000 Lioja to Peruvian boundary, 72 miles; 5 miles, at $ 20,000 per mile " 100,000 67 " at $ 60,000 " " " 4,020,000 Ecuador $ 18,122,300 Peruvian boundary to Gajamarca, 191 miles: 55 iniles, at S 20,000 per mile $ 1,100,000 136 " at $ 52,000 " « " 7,072,000 Gajamarca to Huaraz, 225 miles: 40 miles, at S 18,000 per mile " 720,000 186 " at $ 50,000 " " " 9,250,000 Huaraz to Cerro de Pasco, 144 miles: 60 miles, at $ 20,000 per mile « 1,200,000 84 « at 38 55,000 " " " 4,620,000 Oerro de Pasco to Huancayo: 140 miles, k $ 20,000 per mile " 2,800,000 Huancayo to Ayacuoho, 117 miles: 47 miles, at $ 25,000 per mile " 1,175,000 70 " at $ 65,000 « « « 3,850,000 Ayacucho to Abanoay, 137 miles: 43 miles, at $ 30,000 per mile ......." 1,290,000 94 " at $ 55,000 " " " 5,170,000 Abancay to Cazeo, 69 miles: 29 miles, at $ 25,000 per mile " 725,000 40 " at I 40,000 " « " 1,600,000 Perii » 40,572,000 — 483 — Ecuador $ 18,122,300 Perii " 40,572,000 Total *$ B8,694,30Q *Caloulatecl on the mileage of the preliminary survey. The liae by location, owing to curvature in devolopment, etc., ma.y be longer, but the cost of construction of the Intercontinental trunk line would depend very much upon the cost of getting machinery, supplies, tools, materials, etc., into the interior. The building of the several roads now projected from the coast into the interior, as well as the utilization of those already existing, would materially lessen the outlay. A. J. Cassatt, CJiairman Exemtive Committee "Washington, D. C, January 31, 1893. - 484- — LIST OF DELEaATES. (Arranged alphabetically according to nations.) President, Alexander J. Cassatt. First Vice-President, Luis J. Blanco. Seamd Vice-President, Pedro Betim Paes Leme. ARGENTINE REPUBLIC. Carlos Agote. Julio Krause. Miguel Tedin. BRAZIL. Pedro Betim Paes Leme. Francisco do Monlevade. Francisco Leite Lobo Pereira. COLOMBIA. C. Federico Parrraga. Julio Beugifo. Climaco Calderon. ECUADOR AND PBRll. Leffert L. Buck. GUATEMALA. Antonio Batres. MEXICO. Leaodro Fernandez. PARAGUAY. John Stewart. SALVADOR. Benjamin Molina Guirola. UNITED STATES. Alexander J. Cassatt. Henry G. Davis. Richard 0. Kerens. URUGUAY. Francisco A. Lanza. VENEZUELA. Luis J. Blanco. — 485 — LIST OF COMMITTEES. AUDITING COMMITTEE. Mr. .Julio Rengifo, of Colombia. Ml'. Luis J. Blanco, of Venezuela. Mr. Pfdro Betim Pass Leme, of Brasil. COMMITTEE ON COMMITTEES. Mr. Henry G. Davis, of the United States . Mr. Leandro FernA.ndez, of Mexico. Mr. Luis T. Btanco, of Venezuela. Mr. C. Federico Pirraga, of Co- lombia. COMMITTEE ON FINANCE. Mr. Henry G. Davis, of the United Srates. Mr. Luis J. Blanco, of Venezuela. Mr. Francisco do Monlevade, of Brazil. Mr. Miguel Tedin, of the Argentine Republic. Mr. Climaco Oakleron, of Colombia. COMMITTEE ON ORGANIZATION. Mr. Matias Romero of Ecuador. Mr. Climaco Calder6n. of Colombia. Mr. Henry G. Davis, of the United States. COMMITTEE ON ORGANIZATION OP SUBVEYS. Mr. C. Federico Parraga, of Co- lombia. Mr. A. J. Cassatt, of the United States. Mr. Lui.s J. Blanco, of Venezuela. Mr. Julio Krause, of the Argentine Republic. Mr. Pedro Betim Paes Leme, of Brasil. COMMITTEE ON CREDENTIALS. Mr. Benjamin Molina Guirola, of Salvador. Mr. Henry G. Davis, of the Uditcd States. Mr. John Stewart, of Paraguay. The President of the Commission is ex officio a member of each committee- EXEOOTIVE COMMITTEE. Mr. A. ,J. Cassatt, of ihe United States. Mr. C Federico Pirraga, of Co- lombia. Mr. Leffert L. Buck, of Ecuador and Peni. Mr. Luis J. Blanco, of Venezuela. Mr. John Stewart, of Paraguay. COMMITTEE ON PARLIAMENTARy BULES. Mr. Julio Rengifo, of Colombia. Mr. Carlos Agote, of the Argentine Repiiblic. Mr. Benjamin Molina Guirola, of Salvador. COMMITTEE ON SL'KVEYS. Mr. C. Federico Parraga, of Co- lombia. Mr. Luis J. Blanco, of Venezuela. j\Ii'. Leandro Fernandez, of Mexico. Mr. Leffert L. Buck, of Ecuador and Peru. Mr. Henry G. Davis, of the United States. Mr. Benjamin Molina Guirola, of Salvador. Mr. John Stewart, of Paraguay. Mr. Julio Krause, of the Argentine Republic. Mr. Pedro Betim Paes Leme, of Brasil. Mr. Francisco A. Lanza, of Uruguay. COMMITTEE ON TKADE AND EESOL'RCES. Mr. Richard C. Kerens,of theUnited States. Mr. Miguel Tedin, of the Argentine Republic. Mr. Pedro Betim Paos Leme, of Brasil. Mr. Francisco A. Lanza of Uru- guay. Mr. Benjamin Molina Guirola, of vSalvador. Interoceanic railway. CHAPTER IX. INTtROCEANIC RAILWAY. Oae of the greatest railway ideas of the age is without doubt the projected line between the ports of Eecife and Valparaiso. In the same manner that the mission of the Intercontinental line, which runs from North to South, is to effect a union between all the States comprised from Canada to Chili and the Plate, it is for the Interoceanic railway, running from East to West, to place the States of Brazil, extending from Pernambuco to Eio Grande del Sud, in communication directly with the Uruguayan and Argentine liepublics and Chili, and indirectly with Paraguay, Bolivia, and Peni. The importance of this artery which will unite the railway systems of the countries mentioned, does not only concern the Nations which it will serve, but it also affects the time now 'lemployed in communication between the the Brazilian, Plate and Pacific ports with the European continent on the one hand, and with Australia and New Zealand on the other. The idea of an artery which will attain these ends, as regards the communications of the future has been a noble inspiration on the part of the men and governments of these countries. As far back as 1868, when the Buenos Au-es — 490 — legislature were considering the project of making the surveys for the Transandine Railway, Don Pedro Agote, the Statist, read a letter addressed to himself by Dr. William Rawson, "who in support of the idea to place the Plate in communication with the Pacific, said as follows : "For the Argentine Republic, this grand project would mean the population of 4.000 leagues of desert and the formation of cities and provinces for which names have yet to be found, and which, like Illiaois, Indiana, Michigan and Iowa in the "West o£ the United States, are immensely rich, and, like the J^tates named, would aid in supporting American democracy." " For the Pacific republics, the Transandine Railway would establish the most solid relations of friendship and mutual convenience with this section of America, and would open up to them, >'also, a direct means of communication with Europe. " For universal commerce, for the aggrandisement of of those new worlds which have arisen in the Southern seas under the names of Australia, New Zealand etc: this interoceanic railway will be indisputably the most efficient road for their gigantic development, and a thousand times preferable to all the existing routes, viz. Cape Horn, the isthmus of Panama, the Suez canal and even the Central United States Railway which, starting from the shores of the Atlantic and traversing a distance of over three thousand miles, will, at the end of 1868, terminate at San Francisco in California. " "When we have constructed the bare two hundred leagues that separate us from Curlco, an immense revolution will have been wrought in the commercial routes of the world. " It will then be necessary to widen the streets of Buenos — 491 — Aires, in ordei' that they may contain the crowds of human beings of all races who, loaded with infinite varieties of wares, will seek its market, leaving among us traces of gold and light which so splendidly indicate the civilization of the age. " Unless the progaostications of my ideas and my desires fail me, ■ all this will be brought to pass within twenty years, and twenty years, my dear friend, are but a minute of time for towns like ours, on whose ears still resoimd the clamour raised by the fall of the most sanguinary and odious tyranny that modern history has known." What Dr. Eawson foretold will come to pass; the Andes, which then raised themselves as an impassable barrier to free transit, already show openings through their midst for the passage of the means of circulation which will expand the mutual relations between the Pacific and the Plate and which will extend their influence to that other world of Australia and New Zealand, for which will be opened a new route, creating for them relations with the Plate which to day do not exist, and at the same time facihtating communications with the European Continent and Great Britain. And if such a favourable future was projected for the line intended to connect Valparaiso with Buenos Aires, how m.uch more so will it be when that line is extended across the republic of Uruguay and Brasil to the port of Pernambuco? The most powerful conception is not able to embrace the transformation in the commercial destiny of those countries once the interior of their States, with all their varied animal agricultural and mining products, are put in a position to communicate with ease with the great consuming centres of the globe. The Hne from Valparaiso to Buenos Aires will serve the — 492 — immediate interests of the Pacific and the Plate ; but the line from Valparaiso to Buenos Aires and Pernambuco is truly an interoceanic line and will serve the most important interests of the majority of the States of South America. It will cross 6500 kQometers of fertile lands placing in mutual communication 31.000,000 souls that at present inhabit the countries interested in its construction. The line to Buenos Aires shortens the journey between the Pacific and the Plate and the European continent, but it does not solve the problem of rapid communication between the Plate and the interior of Brazil with the other American States, with the continent of Europe, and G-reat Britain, a question of the greatest importance which will be met by the proposed line from Eecife to Valparaiso. In Brazil also public opinion is fully made up as to the great significance of this line in the commercial, poKtical and national welfare of that country, and the authorities have accordingly authorized on October 17th 1891 the construction of the line that will leave the port of Recife (Pernambuco) and will terminate in San Luis, on the frontier of Uruguay with Eio Grande del Sud, the point where the section commences that will cross Uruguay, authorized by the Assembly on September 6th 1889. The dominant opinion in Brazil on the convenience of the construction of this railway is well demonstrated by Dr. Octacilio Camara in his work "The strategic value of the city of Pelotas", published in Eio de Janeiro in 1891, in which he devotes the second part to point out the immense importance of this line for the interests of Brazil and of America. Ex-senator Barros Barreto also has written a series of important articles on it which he concludes thus : " All the energies that have been given to carrying this - 493 — " powerful element of progress to the centres of our " population and even to the most distant districts will be " unfading titles of genuine patriotism in the history " of Brazil". " Such titles wUl form the crown of honour which will " be due to those Brazilian Lesseps who may carry througt^ "the construction of the colossal work of national progress " typified in the Interoceanic Eailway". The following remarks are attributable to Don Alfred Lisboa : " The unexpected appearance of this great project and " its publication will undoubtedly produce immense enthusiasm " amongst those who do not doubt the great future of our " country, whilst not a great number of others will be " indifferent or incredulous in view of the magnitude and " audacit}'- of the works, perhaps astounded at the immense " capital that its realization will require". '■' The editor of the " Railway Review " says : " Unless we shortly obtain the means of locomotive " overland transit between the Atlantic and the Pacific " oceans our importance will be reduced by the isolation " in which the interior states of Brasil will continue, and " the consequent want of expansion of the elements of their " national life". The Interoceanic line, as we have said, will leave the Port of Pernambnco (Recife), which with the proposed improvements will be made into a first class port with sufficient water for the largest ocean steamers ; it will follow the valley of the River San Francisco whose banks have from the most remote times served as a means of road transit for the Brazilian interior commerce and which will thus in future be called upon to better fulfil that object by serving as a passage for the great - 494 — communicating artery -whicli will connect all the lines running down to the banks of that great river and thus facilitate the working of their local vast riches. By means of the projected Hne from Araxa, Catalao and Groyay it will communicate with the future Federal Capital which the scientific commission presided over by the astronomer Dr. Gouls has decided to fix on the table land of Goyaz;. it will cross the railway system of the States of Bahia, Minas G-eraes, San Paulo, Parana, aud Rio Grande del Sud; running through the town of Bage it will reach San Luis on the frontiers of the Uruguayan territory; it will then cross this latter country passing through gold, copper and coal districts via the towns of Durazno, Trinidad and Coloaia ; it will then cross the River Plate to Buenos Aires by means of the steam train ferries on the North American system similar to those employed on the New York and San Francisco overland line in the bay of the latter place, capable of transporting, a railway train of 48 wagons and the engine, steam-ferries that are used in thab bay to run a distanee of 60 kilo- meters from the bar of the River Sacramento to the city of San Francisco ; from Buenos Aires it will continue over the Pacific and Great "Western railways via San Luis and Mendoza to the terminus of Valparaiso. The Interoceanic railway will communicate, by lines already constructed, with the towns of Natal, Alagoas? Bahia, Ouro Preto, Rio de Janeiro, San Paulo, Santos, Curytiba, Paranagna, Porto Alegre, Pelotas, Uruguayana, Saito, Paysandu, and Montevideo ; with all the capitals of the Argentine Provinces to which the railway system leaving Buenos Aires extends, and with the Chilian capi- tal of Santiago. "With the lines proposed or in course of construction it — 495 — will communicate with Asuncion; the Capital of Paraguay, anci with the towns of Sucre, Potosi and La Paz in Bo- livia, in which country it will form a junction with the Intercontinental line. It is well established that lines crossed by others in a perpendicular or transverse direction do not compete with them but on the contrary protect and assist them, by mutually increasing the traffic; the general plan of the direction of the Interoceanio Hne, as at present proposed, will benefit in a favourable sense the systems of Brazil, Uruguay, the Argentine Republic and Chile; the systems of those countries wUl be powerful auxiliaries in the same way as the tributaries of a great river, flowing into it from all sides bring down the commercial and industrial products of each country, and in retarn they will have brought to them by the same means traffic from distant lands that will be distributed through each State by the numerous local arteries. The Interoceanic railway will not only be of utility to Southern America but it must be treated as a necessary agent, indispensable for the better opening up of its towns, for the rapid and economical establishment of communication between them, and the only means of advancing the individual and national prosperity with the rate of progress demanded. Human existence is very limited, the active period of a man's life, in which he has to estabUsh his position and that of his family is very brief, and has passed away almost before its presence has been appreciated, and to enable the fullest employment in that short period to be made of the energies of life is a supreme consideration only given weight to by nations of a common level. Those countries which have been able to put together in a limited time, by individual and collective efforts, the — 496 — greatest amount of work, will be the strongest, most vigorous and most independent. Speedy means of communication are a first necessity that cannot be overlooked by new towns without exposing themselves to delay in their development, and this great line will break through the existing isolation and facihtate intercourse between the South American States. A few figures will demonstrate the commercial importance of the interoceanic Hne : they are taken from the report presented to the Brazilian Government by the Company to whom the line of which we are treating was conceded, and although they refer to the year 1889, they are not without significance. In the year mentioned the commercial movement of Chili represented the sum of L 51.734.856, or an average increase per annum for the five years from 1885 to 1889 of L 3.600.000 or 8.1 o/o; the number of tons of cargo handled in the same year was 16.689.014 ( Statement of the Chilian Republic, page 1. ) In the same year, the general commercial movement of tbe Argentine Republic was L 65.404.600, being an annual average increase, for the five years from 1885 to 1889 of ii 5'564.194 or 13 "/o; the number of tons handled being 19.061.754 ( Arg. Rep. p. 214. ) Notwithstanding the crisis of 1885-86, the import and export movement of the Uruguayan Republic amounted to ii 13.357.016, being an average yearly increase for the five years from 1885 to 1889 of ii 642.205- ( Uruguay Rep. p. 177 ) the number of tons handled being 2.427.137. In 1887 and 1888 the United States of Brazil had a commercial movement of L 61.214.382 ( "Le Bresil" by Alfreo Marc, vol II p. 609. ) During the three years since 1887-88, Brazil has — 497 — tremendously increased its commerce, its produce, and its income; it is sufficient fo quote figures with respect to coffee, one of its principal sources of riches; in the year 1886 3.580.965 sacks were exported from the port of ISio de Janeiro and according to all accounts no less than 8.000.000 sacks will be exported during the present year (p. 49 of the report of the Finance Minister presented in June 1891) which will be equal to more or less L 37.000.000, and if to this be added its immense export in caoutchouc, tobacco, cocoa, sugar, cotton, cane and other produce, mineral riches and woven manufactures, according to our calculations the amount of the exportations this year cannot be less than L 49.000.000. For various reasons; it is said that the imports should have somewhat exceeded the exports, but, suppossing they were equal, it may well be taken that the general commerce of Brazil during the present year will not be less than h 98.000.000. We have not the exact tonnage represented by this sum, but estimating it by the figures which we possess relating to the Plate ! Republics and Chili, it should be about 24.000.000 tons. It will be seen that we only have statistical information to estimate the traffic in Chili, the Argentine Republic and Uruguay during the year 1889 and it is well known that in spite of the civil war and the financial crisis, the natural resources of these countries have not suffered, indeed, on the contrary, they have increased, so that we may safely assume that the tonnage of the commercial movement here given is within the limits of reality. This total amounts to f'i2. 177.902 tons representing a value of L 228.496.457. "We do not wish to detain the reader by making calculations of the possible income the Interoceanic line might enjoy, — 498 — as it will be suffioienfc to quote in the total the enormous tonnage moved in the countries that it will principally serve, with its direct communications "with the largest producing centres, and with the railway syistems of Brazil, Uruguay, the Argentine Eepublic and Chih, that at present consist of 79.737 kilometers whose construction is authorized; — of which 30.350 kilometers are opened to service, 7.188 in construction, 4.161 partially constructed and suspended, 12.928 surveyed and 25.110 kilometers to be surveyed. It would also communicate direct or by these auxiliaries already made with all the principal towns of this part of America; Pernambuco with 190.000 inhabitants, Bahia 200.000, Eio de Janeiro 800.000, San Paulo 100.000, Porto Alegre 60.000) Montevideo 220.000, Buenos Aires 550.000, Santiago (CMli) 270.000 and Valparaiso 180.000. '' The kilometric extension of the Hne is as follows. Recife to San Luis on the Uruguayan frontier 4.500 kilometers (the line leaving on one side the Espinosa range and mountains del Mar, and not meeting with any large valleys or hills); San Luis to Colonia across Uruguay 582 kilometers; crossing the Eiver Plate from Colonia to Buenos Aires 60 Idlometsrs; Buenos Aires to the Chihan frontier 1.220 kilometers; thence to Valparaiso 191 kilometers; or a total of 6.553 kilometers. The line in Brazil will be able to take advantage of some lines already made and others in course of construction in the region which it traverses. These are: the Recife and Palmares; the Palmares and San Francisco; the main line of the Mogyana C"., and Itarare and Passo Fundo line. Adopting the route of the three first in its general plan it will have the following plan: — 499 - STATES. LOCALITIES. lOLOMETEIC EXTENSION. Open to traffic. In con- struction. Surveyed Projected Peruambuoo . . . BaUa and M. Qeiaes San Faulo. . . . Faraa& and E. Gran- de of Sur . . . Elo Grande of Sud. Uruguay of Eepublio Argentine EepuTjIic and Chile , . Becife to Palmares Palmares to San Fran- cisco. . . . , Jatob^ to Arax& . Arax& to TJberaba. Uberaba to Campinas Campinas to Itaicy Italcy to ItU. . . Itii to Boitttva . . Boituva to Tatuhy. Tatuhy to Harare . Itarar^ to Passo Fundo (varying the definite surveys made for this llne)+ Passo Fundo to Cru Alta Cruz Alta to Sta. Maria Sta. Maria to Cacequy Cacequy to Bagfi . . Bag6 to San Luis . . SauLuia to la Colonia. Colonia to Buenos Aires Baeiios Aires to Valpa- raiso 124.7 146.4 611.4 25.0 22.0 160.0 115.0 206.0 60.0 1411.0 220.0 626.0 840.0 582.0 1875.0 180.0 28.0 50.0 140.0 60.0 1322.0 2333.0 "Witli this direction tlie line would be 7.172 kilonieters in length; 2881 open to traffic, 526 constructing, 1322 surveyed and 2333 projected. According to the report presented to the Brazilian Go- vernment by the concessionaires, which we have mentioned the line will be of 1.44 meter guage, and as its cons- truction is with the object of serving as an artery of rapid communication of the first class, the general direction taken should be that we have above indicated in order not to augment its total length. The Mogyana and Sorocabana lines will serve as powerful assistants in its construdion with a view to estabhsh the communication between Recife and Valparaiso in the shortest possible time. The construction should commence from Itarare in a southerly direction and from Araxa or — 500 — neiglibourhood towards the North, previously connecting that point with a branch line to Uberaba; in this manner when the line reaches Cruz Alta in the South, and Pal- mares in the North, if the construction has been simul- taneously commenced of the Uruguayan section from Co- lonia to San Luis, it would be possible, before the completion of the sections of 500 kilometers bet-ween Passo Fundo and San Luis, and of 800 kilometers between Araxa and Itarare, to establish communication between Valparaiso and ^Recife by provisionally availing of the lines of Eio Gran- de del Sud and San Paulo. It ■will be recognised that once the communication is established throughout the whole line, even though is should not be with the perfection desirable, the sections constructed will become of great value, an object to be attained for the line which by its great length will demand very heavy outlay. Thus, in order, to establish the communication between the systems of Brazil, Uruguay, the Argentine Eepublic and Chili, it will be sufficient to construct 3577 kilometers of railway between the following poiats : from Araxa to Jatoba 1770, from Jatoba to the terminus of the Pernam- buco Southei-n Eailway 220 kiloms. from Itarare to Passo Fundo 840 kiloms. the whole length of which is very easy as the line does not cross a territory requiring any great engineering works. In that part of the main line constructed between Bue- nos Aires and Mendoza it runs through flat country with very easy gradients. From Buenos Aires to Villa Mercedes a distance of 691 kilometers there is a stretch of straight line 318 kilometers long, and there are only three sections of 2 kilometers length that have a gradient of 5 ia 1.000, those of 2 and — 501 — 3 per 1000 predominating. From Villa Mercedes to Mendoza the line has heavier gradients. As far as the last named place the line is of 1.676 meters gauge but from thence on across the Andes the gauge of one meter has been adopted. The starting point of this line known as the Transandine Eailway is in Mendoza distant 173 1/2 kilometers from the Chilian frontier; the stations Compuerta, Cachenta, Gruido, and Uspallata are situated in kilometers 22, 39, 65. and 93, at the respective elevations of 1.019m., 1.198m., 1.436m. and 1.719 meters above sea level. Rio Blanco station is in kil: 112 at 1.981 meters above sea level and from that station forward the rack system is employed to make the ascent and descent of the Andes touching at the Puntas Vacas, Inca bridge, and Argentine frontier stations in kil: 143, 158 and 173 1/2 at an elevation above sea level of 2.259m., 2.636m. and 3.189 meters respectively. The works on the Chilian side are being carried out by Clark's Trasandine Railway Coy. Ld. between the Argentine frontier and Santa Rosa de los Anges, a distance of 65 kilometers of which 39 kiloms. are already constructed, and 25 kiloms. are in construction, these latter comprehending the cumbre tunnels of 11.200 meters length the boring of which has already been half completed. In Uruguay the Interoceanic line stretches 582 kilometers from the Port of Colonia to San Luis on the frontier of the State of Rio Grande del Sud. It has been surveyed and the technical conditions are as follows : Minimum radius 400m. Maximum gradient 016m. Length of straight line 438k.736m. 502 — Length of curved line do " level « do " line on gradient .... Longest stretch of straight line . do level "... do between two curves in opposite directions do between two gradientes in op- site directions do on heaviest gradient .... Length of curved line on the level . do gradients between and 11.99 "/o do do 11.990/0 and 16 o/o. 144k. 164m. 214k.ll7m. 183k.074m. 4k.825m. 4k.210m. 114m. 100m. lk.640m. 47k. 645m. 61k.983m. 35k.036m. CONSTEUCTIONS. Distance from terminus (1) LOCALITY. Height above sea level. 0.000 2.000 4.350 IB 000 20.190 41.600 65.200 88.900 112.150 130.700 139.250 158.100 161 300 172.700 186.000 199.700 209.800 Port of Colonia Colonia station Bridge over Caballada stream Rosarlo station . . . . Bridge over stream General . Petty station Manantiales station . Perdido station Soriano station. Bridge over, the stream Grande Flores station Bridge over the stream Sarandi Trinidad station .... Bridge over stream Porongjs Castellanos station .... Bridge over stream Maciel . Dnrazno station .... 1 of 10m. 1 of 10m. 1 of 15m. 2 of 15m. 5 of 15m. 3m.75 7" 00 7" 00 54 " 35 51 " 89 108 " 55 128 " 25 167 " 00 156 " 75 89 " 50 132 " 00 99 " 10 122 " 00 76 " 50 126 " 00 69 " 50 75" 00 (1) Kil of the line is the mole to be constructed by the Company at Colonia. 503 — Distance from LOCALITY. Span. Height above terminus sea level. 212.300 Bridge over ower Yi (1) . . . . built 73 " 44 213.840 Yi station 74 " 25 219.440 Bridge over stream Tejera . . . 3 of 10m. 72 " 45 229.740 " " " Sarandi . . . 1 of 10m. 76 " 30 283 230 Stream Cuadra 3 of 15m. 78 " 00 243.690 San Borja station 122 " 50 272.740 Carmen station 155 " 50 292.290 Bridge over stream Las Ovejas 1 of 15m. 138 •' 50 296.490 Cuc.hilla Grande station .... 164 " 25 317-690 Pereira station 165 " 89 339.540 Junction station 205 " 75 372.120 Castro station 162 " 30 399.620 Collett station 164 " 50 420 220 Biidge over river Negro .... 8 of 15m. & 2 of 10m. 88 " 00 433.470 Ri'o Negro station 125 " 00 469.420 CaraguatA station 136 " 25 501.370 Tacuarembo station 144 " 25 531.370 Herrera station 162 " 48 548.320 A Bridge 1 of 10m. 133 " 00 554.080 u u 1 of 10m. 130 « 70 562.170 Rivera stati6n 135 " 75 5G3.066 Stream Coronilla 1 of 10m. 132 " 25 577.780 " Hospital 2 of 10m. 141 '' 75 582.070 San Luis station on frontier of Brazil 137 " 50 98 culverts Span of Im. 22 do " " 2m. 22 do " " 3m. 8 do " " 4m. 21 do « •' 5m. From San Luis, on tlie frontier of Uruguay with Eio Grande del Sud, to Passo Fundo the line has not been surveyed for a distance of more or less 500 kilometers; from the neighbourhood of Passo Fundo to Itarare the line belongs to the "Indiistrial Union of Brazil 0°^" and the surveys should now be concluded; the first section of the line from Cruz Alta to the Eiver Uruguay of 381 k. 502m. was presented last year for the approval of the (1) This bridge has been built by the Central Uruguay Railway 0.» who will allow the Interior of Uruguay Railway to cross if the two Companies come to an arran- gement; the junction of the lines is 2 kilometers distant, the bridge being 634.84 meters long. _ « — 504: — Brazilian Government, the technical conditions of this line being as follows : Minimum radius 101.28 m. Maximum gradient 25 m. Length of straight line 158km. " curved " 223km.512 " " "of minimum radius . 50km.476 " " level line 170km.476 " " line on gradient .... 105km.278 Earthwork ballasting per lineal meter. . . 5 l/3c.m. Besides the plans of this section presented for the ap- proval of the Grovernment the surveys have been already concluded on 142 kilometers from the Eiver Uruguay to port Union. The ballasting per lineal meter proves that the surve3'ed section would have allowed of more favourable conditions for the laying down of this line of general interest without increasing the cost to an excesive figure. The general technical conditions that the various sections of the Interoceanio line should maintain in Brazil and Uruguay will allow of the trains travelling at an average speed of 65 kilometers per hour, as stated by the conces- sionaries, in which case the journey from Eecife to Mon- tevideo or Colonia would be made in 78 1/2 hours, to Buenos Aires in 81 hours; to Mendoza in 97 hours; and allowing the trains from Mendoza to Valparaiso to only travel at 30 kiloms. per hour, having to climb the Andes, the journey from Recife to Valparaiso vould be made in 109 hours, or 4 days 13 hours. From Lisbon to Recife the Transatlantic steamers travel at 15 or 16 miles per hour and thus arrive in ten days; but by employing faster steamers such as those of the — 605 ~ Cunard, "White Star, Inman, Norddeutsche Lloyd or Traaatlantique Compauies and many others engaged on the "Western ocean route, this journey can be made in 6 days, so that the journey from Lisbon to Montevideo, via the Interoceanic line, will only require 9 days 6 hours; or the same time to Colonia; 9 days 9 hours to Buenos Aires and 10 days 13 hours t^ Valparaiso. The cost of passenger transport from Eaghsh or French ports to the Plate or Valparaiso would be reduced to much less than what it now costs, and with a considerable saving of time. In the best ships the passage from any of the European ports to the Plate is L40, to Valparaiso L80 and to Callao L 90; these fares, which are so considerable as to impede economic passenger transit for distances, would be reduced by the interoceanic line. The present first class fare from Buenos Aires to Mendoza is $ 0.016 per kilometer, which would be a high rate for the passage from Recife to Valparaiso : fixing it at the equitable price of $ 0.012 the passage from Recife to Colonia or Montevideo would cost $ 61; to Buenos Aires $ 61.70, to Mendoza $ 74.26 and to Valparaiso $ 78.63 The following statement will give the time now occupied and the fares paid from English and other European ports to those of the Pacific, as compared with what would be entailed by using the interoceanic line. STARTING POINT. English ports French " DESTINATION. TO theE. Plate, U (f To Valparaiso Callao . , Time now occupied by 9 ea voyage. 21 days 20 " 33 to 26 days ;i7 " 39 " Time occu pied hy interoceanie line and quickest steamer. U days 6 h. 10 to 11 days 12 & 13 " 16 A 17 " Fare by sea route. % 200 " 2C« " 400 " 475 Fare by sea aud land route. % 161 " 161 " 178 " 253 — 506 — It is unnecessary to make further comments to show the triumph which rapid and cheap communications will have attained between the ports of Great Britain and Europe and the most important cities of the Plate and the Paciiic. It may, however, be argued that the line from Eecife to Valparaiso, passing through the Plate, will undoubtedly facilitate passenger transpoi't and that it will also serve the industries and internal commerce of the . Brazilian States and the Urnguayan, Argentine, and Chilian Republics, but that the transport of cargo from Europe will be absolutely ni as it will never be able to compete with the cheapness of maritime freights. It is not out of place to examine this objection which has all the appearance of truth. True it is that freights by sea are much cheaper than those by railivay. The intrinsic value of the first differs notably from that of the second, but if it be taken into accouat th^it for the more valuable manufactures the dangers entailed by the one are much greater than those offered by the other, and that insurance against accidents is much more costly for maritime transport, (calculating what this latter item represents on a ton of goods manufactured of silk, cotton, wool, or thread), it will be seen that the low price of transport for valuable merchandise completely disappears before that other factor of insurance that weighs so heavily on special cargoes, which, on well examining the question) so increases the apparently small freight by sea. Let us now see what is the burden in the way of freight and insurance, laid on those 1.000 kilogrammes of merchandise proceeding from English or French ports to the Pacific. One of the importing firms of this market, Messrs- — 507 — Eeia & Co. (formerly the house of Mallmann) has been good enough to supply us with the average value of 1.000 kilogrammes of the manufactures which we are about to name: Articles of silk, per 1.000 kilos, average $ 20.000 Articles of silk and cotton, per 1.000 kilos, average "12.000 Cachemires, cloths, woollens, mufders, flannels, dress stuffs, merinos, pon- chos, fine cotton stoolungs, etc., etc., average per 1.000 kilos. Felt Hats, average per 1.000 kUos Woollen " , " " " " Average per 1.000 kilos .... Freight by sea from English or French ports to Pacific, per ton. Insurance, 2 <>/o Interest during the time occupied by the voyage, 40 days, at 6 "/o . . " 64 " 3.000 " 10.000 " 3.000 $ 9.600 u. 25 a 192 $ 9.891 The cost of a ton of special manufactures proceeding from the ports indicated to those of the Pacific by sea, would be $ 9.873. Let us now see what this same ton of merchandize will cost put in the Pacific ports, supposing the railway from Eecife to Valparaiso be availed of: Average cost of 1.000 kilos of merchandise at the manufactory $ 9.600.00 — 508 — Freight by sea to the poi-fc of Eecife . . . S 5 . 00 " " rail from Eecife to Valparaiso at an average speed of 30 kilometers per hour . " 65 . 53 Insurance by sea and land, f 0.75 "/o- • • " 72.00 Interest during the time occupied in transit, 20 days, at 6 "/o " 32.00 $ 9.774.63 This is an important difference in favor of mixed transport, so that it would be convenient, as we have just seen to lase the interoceanic line from the port of Eecife for costly manufactures proceeding to the Pacific. The works which have been decreed and surveyed for the port "named, will allow of the transatlantic steamers working in its docks with the greatest facility and loading and unloading will be effected without prejudicial hindrances or delays. Under these conditions, traffic to or from the Pacific can be carried on with all safety, it being proved that not only does this artery resolve itself into a financial problem of the gi-aatest importance for passenger transport, but that it also solves advantageously the question of the carriage of cargoes of costly manufactures, favoring the merchants of the Pacific, who will be able to dispose of their merchandise with a saving of at least 20 days over the time employed by the Straits of Magellan route, which will in the future be relegated to cargoes of lesser value which do not require to avail of the saving in time effected by railway communication. In whatever way this project be viewed, it is seen that it is destined to produce a revolution in the rapid communications of the world ; indicating a route of vaster - 509 — importance than the opening of the isthmus of Panama or the Suez Canal. It -will be superior to the first-named by reason of the shorter time which will be occupied in communication between Australia, New Zealand, Chili and Peru and the European eontinent; it will surposs the second on account of the greater rapidity and comfort of communication between the same places and Great Britain and the Mediterranean and European Atlantic ports with equal distances to traverse in both cases, of the route via the Plate 6.500 kilometers will be by railway, the greater part of the sea and land voyage being in temperate climates, while, by the Suez route, three parts of the journey will be in the torrid zone. The intercontinental and interoceanic lines, whose first destiny is to establish and render closer the chains of union and confraternity between the nations of the American continent, will be the most worthy work of the peoples who have initiated and will carry them out. Population OF THE SOUTH AMERICAN STATES. CHAPTER X. POPULATIOII OF THE SOUTH AMERICAM STATES AND DEMOGEAPHIC REASONS JUSTIFYING THE ROUTE OF THE INTERCONTINENTAL AND INTEROCEANIC LINES. The American Coiitineat has 332.809 kilometers of railways open to traffic, and the two great projected arteries, the intercontinental and interoceanic lines, will join together : the existing groups of railways. The most rational routs for carrying this junction into effect should run through the most productive and populated centers, joining, if possible, the principal cities, to whom cheap and easy means of communication, as afforded by first class arteries, are of the greatest importance. To prove whether, by crossing the most populated districts of South America, the two projected arteries fulfil the conditions above indicated, let us first of all determine which are those districts and what number of civilized inhabitants they contain, so that we may definitely decide whether these two lines may constitute one of the greatest aspirations of an American. The absence of data respecting most of the South American countries which would afford us the growth in population of their towns obliges us to estimate it — 514 — approximately, basing ourselves on the figures given by those towns which have regularly kept up their Civil Eegister. In this respect the Uruguayan Republic has attained as perfect an organization as the most advanced countries; for this reason we can determine the coefficient of its growth in population with great exactitude. For this purpose we will take the figures relating to the births and deaths for the decade from 1882 to 1891. Yeai'8. BiHha. Deaths. Gh'owth in population. Increase -per 100 inhabitants. 1882 21.719 9.640 12.079 23.8 1883 22.254 8.993 13.261 25.5 1884 21.781 10.278 11.503 20.5 1885 23.807 10.273 13.534 21.5 1886 24.712 11.537 13.175 22.1 1887 25.133 12.238 12.895 20.8 1888 25.832 11.739 14 093 22.0 1889 26.981 12.573 14.408 22.6 1890 27.889 14.473 13.416 19.2 1891 28.696 12.419 16.277 21.6 219.6 The average physiological growth during the decade from 1882 to 1891 was therefore 22 per thousand. According to the statistics for the year 1891, the po- pulation of the Republic was 750.658 inhabitants; if to this be added the natural growth 22 "foo or 16.514 souls and the balance of the migratory movement during 1892, the population of the Eepublic at January 1=' 1893 vv'ould amount to 776.580 inhabitants. For the Argentine Eepublic we have only figures 515 respecting the city of Buenos Aires where, for the five years from 1887 to 1891, the increase was 14.4 per thousand, — a very flattering figure to the growth of the Argentine Republic, as it is well known that the conditions of vitality and fecundity in cities where there is a great agglomeration of people in a confined space are very inferior to those offered by rural towns situated in open districts. As an example of this we give a comparison between the increase in population of the municipality and that of the rural towns in the year 1891, as follows : Montevideo (Capital). . 14.0 per 1000 inhabitants Artigas (Departament) . . 34.0 a 11 It Minas u . 34.0 a u 11 Durazno u . 32.0 u u 11 Maldonado u . 31.0 a ll 11 Caneloiies u . . 30.5 11 11 a Tacuarembo u . . 28.8 a (I a San Jose 11 . 28.8 11 11 a Florida u. . 28.7 11 a u Rio Negro u . 27.8 11 11 u Cerro-Largo u . 26.9 u 11 11 Rivera u . 25.4 11 K u. Coloaia u . 25.0 11 u u Salto u . 24.4 11 u a Rocha u . 24.3 u 11 a Plores u . 22.6 11 11 11 Treinta y Tres a . 22.7 11 11 11 Paysandii u . 16.0 11 11 11 Soriano a , 12.0 11 u 11 The 18 departments into which our rural districts are divided give an average increase of 27.3 per 1.000, while the increase of the Capital is only 14 per 1.000 — and for the purpose of our calculations we assume that the increase of — 516 — the Eural towns in. tlie Argentine Eepublic is proportiondly the same. The physiological increase of the city of Rio de Janeiro, which has 800.000 inhabitants, is counteracted by the deaths being more than the births. The sanitary statistics of Dr. Portugal for the year 1890 give the decreases ia population, as follows : BIBTHS . 1889. 1890. 8.851 11.547 DEATHS . 10.027 12.804 The City of Rio Janeiro, therefore, does not contribute any increase to the general population of the Nation; on the contrary, it gives negative quantities which, in the years of epidemic, amount to alarming figures, as in the year 1889. In view of this circumstance, wliich is permanent in the city of Rio and also others such as Santos, we cannot accept for Brazil the same ratio of growth as for the Uruguayan and Argentine Republics. The following statement taken from the Demographical Sanitaty Statistical Return of Dr. Portugal, and amplified by us with figures relating to the River Plate cities, will give a comparison between the growth in population of these latter and the principal European cities. YEAliS. BIllTnS. DKATHS. DIl'FKUENCES. liiHlis per thousand CITIEF. Birlhf. Deaths. deaths ' + — Ijondon. . . . 1888 30.0 »/oo 19.9 »/oo I0.1''/oo 1512.5 Paris 1'88- 25.9 »/„o 23. S °/oo 3.4 °/oo ., 1114 1341.9 Berlin .... 1888 lU.O »/oo 23.1 «/„„ 7.9»/oo ,, Vienna .... 1888 33.4 »/oo 25.0 °,„o 8.4 »/oo 1336.0 Rio de .laneiro 1890 22.2 »/oo 24.6 »/„o 2.4 »/oo 901.8 Monte Video . 1887 to 1891 40.5 ^00 26.5 •/»» U. «>/oa ,, 1684.2 Biienos Airijs . 1887 " 1891 41.9 '/oo 27.5 »/„o 14.4 "/oo •■• 166M.6 — 517 ~ la the year compared, v/hen the sanitary conditions were favorable there werely barely 902 births per thousand deaths; and in the preceding year, 1889, when epidemic v/as rife, there were only 480 biths per thousand deaths. Dr. Portugal adds : " As will be seen, the city of Rio de Janeiro is the only one which presents the phenomenon, singular on account of its prevalency, of the births being fewer than the deaths. The foregoing statement shows that with the exception of Rio de Janeiro, all the cities whose mortality is high, have also a large number of births, so that there is always a balance in favor of the latter". The sad reality that the city of Rio Janeiro presents, of being always scourged with a death rate in exces.s of the births, requires that the increase in the population noticed from year to year should be supplied by immigration and by the influx into the city of the villagers from the neighbouring rural districts. To reduce such a disastrous state of affairs in the pre- servation of human life alone, the idea has been formulated of changing the locality of the Federal Capital, and with thus object article 3 of the Constitution of the United States of Brazil establishes that the Government shall proceed to mark out a zone of 14,000 square kilo- meters on the central ' tableland of Brazil in order to remove the Federal Capital to that district. Senor Gouls the astronomer was charged with the or- ganization and direction of a scientific Commission to undertake the necessary studies in the interior region- and to mark out the area destined for the site of the future Federal Capital. — This commission consisted of two astronomers, a doctor, five geographical engineers, a natu- ralist nnd two mechanical engineers with a military escort of fifty men. — 518 — The site elected and surveyed is on the table land of Goyaz, about 1.000 meters above sea level, in the locality meationed in our chapter on the railways and is considered to be one of the healthiest in Brazil. The towns of the River Plate, Montevideo and Buenos Aires figure in the foremost rank of the cities of the world so far as natural increase of population. It is much to be regretted that statistics do not exist to enable us to ascertain more accurately the average of the increase of the population in Brazil, the Argentine Republic and other South American States, but Uruguay and Chili are the only two countries in this part of the world that have established the Civil Registry with an organization able through the annual returns to furnish the most complete information on this matter, and the following comparison will show the position of these two Republics : i> ji It ] . 000 INHABITANTS. Births . Deaths . lucreaee. Uruguay— 1882 to 1891 . . Chili-iSSO to 1689 . . . 39 3G 17 30 22 6 The increase in Uruguay is very notable and considering the similarity in the conditions of Montevideo and Bue- nos Aires we will for the purposes of estimate assign the same rate of iacrease (22 "/oo) to the Argentine Republic as was had in the Ur-jguay during the period 1882 to 18t31. To estimate the population of Brazil, for reasons noted further on ta,ken from the Statistics of Dr. Portugal, we cannot allow a natural increase of population of more than 15 »/oo and this is the rate we will take for our calcul- ations. For the other South American Countries whose principal — 519 — cities are not in the conditions -Nvhich Dr. Portugal notes for Rio Janeiro, Ave have taken the average natural growth at 20 o/oo. Senor Latzina, Registrar General of the Statistical Department of the Argentine Republic gives the population of that country on January 1^* 1889 as 3.794858 inhabitants including in this calculation the oensus of the Province of Santa Fe as taken in 1887 ■when it only represented 220.332 souls, whereas on the authority of Sr. Latzina himself that Province at the end of 1888 had 300.000 inhabitants owing to the large number of immigrants attracted by its fertile lands ; thus the actual population of the Argentine Republic on the date mentioned should have been 3.874.858 inhabitants. The movement of immigration during the three years 1889-1891 has been as follows: YEAR. Immigration. Emigration. Excess of immigration. Excess of emigration. 1889 . . . 1890 . . . 1891 . . . 260.909 138.407 73.597 40.649 82.981 90.936 220.257 55.426 17.339 Taking the co-eficient that we have assigned to the Argen- tine Republic as natural growth, this, with the increase in population through immigration to the country, would give a population at the and of the year 1891 of 4.326,155 inhabitants; and allowing for the temporary paralization for the movement of immigrants to the River Plate, circulating for the year 1892 the natural increase only, the population on January l'^*- 1893 would number 4.421,330 inhabitants. The populatian of Brazil was calculated by the statistician Santa Anna Nery, on the basis of the general census taken in 1872, as 14.002.335 inhabitants on January 1st 1889. — 520 — The actual number of immigrants that entered Brazi][ by the ports of Rio Jaueiro, Santos, Victoria, and Desterro, after deducting the number of emigrants tliat sailed from the same ports was: In 1889 65.161 souls. " 1890 76.310 " " 1891 217.946 " giving an effective total of 359.417 persons: and adding those who have entered by the ports of Eio Grands del Sud, Paranagua, Bahia, Pernambuco, and Para, the total increase during these three years may be fairly estimated in 400.000 immigrants. This the natural growth of the population augmented by the movement of immigration would give an approximate population on January 1^' 1892 of 15.277.167 inhabitants, or on January 1^' 1893 of 15.350.000, on the supposition that the immigration which in 1891 reached 217.946, had oa account of the crisis which overtook the country iu 1892 fallen to 73.000 persons for the whole country, a number that will not be considered exaggerated when it is borae in mind that although the immigratory movement has been somewhat checked, nevertheless it has not ceased to flow towards Brazil during the last year, because, although a great number of contracts celebrated between the Gover]q,ment and colonization companies have been cancelled, accordiag to the Report of the Minister of Agriculture, Commerce and Public Works for the j'ear 1892, more than niaety are still in force. The "Statistical and Geographical Syaopsis" of Chili for the year 1891 gives us as the population of that country according to the census of November, 26"' 1885 a number — 521 - of 2,527,320 inhabitants; bnt taking into account 50,000 Indians that existed in that year, and the population who were estimated to 15 'Y» of the whole, the total number of inhabitants in Chili in 1885 should be taken as 2.956,412 inhabitants. Upon this basis taking the average natural growth of the population in the ratio given by the returns for the census of 1875 and 1885, the population for the year 1891 has been estimated at 3.267,441 inhabitants. This calculation is based on good logical grounds, as the increase in the populatioa of Chili is purely natural, the tide of immigration never having flowed to its shores as it has done to the Republics of the River Plate and Brazil. The number of foreigners settled in Chili is comparatively insignificant. Excluding 51.880 Peruvians and Bolivians in the Provinces of Antofogasta, Tarapaca and Tacna, according to the census of 1885 there were only 35.197 foreigners in the old Chilian provinces, or 12 to each 1000 native inhabitants' Thus to estimate the population of Chili on January 1^' 1893 we have only to take for the year 1892 the natural increase, which, by the report of Senor Miguel Irarrazabal, Inspector of the Civil Registry of Chili, during the decade 1880-1889 averaged 6 "/oo, and this will give as the total population of the republic on January 1«* 1893 about 3.287.046 inhabitants. The population, of the Republic of Paraguay according to the Statistical office of that country in 1890 amounted to 350.000 inhabitants, which, increased by the average rate of natural increase for the years 1891 and 1892, would give at the commencement of 1893 a population of 364.000 persons. Bolivia, according to the Geographical Institute of Grotha — 522 — ia 1888 had 2:303.000 inhabitants. As we have no details of the very small immigration that this country has attracted* we will only consider the increase of its population by the average annual natural growth of 2 "/oj which would give a total population on January 1^'. 1893 of 2:492.841 persons comprising' 1:080.000 pure indians, 760.000 half bre eds and 652.000 descendants of Europeans. The Peruvian Eepubhc, according to the census of 1876, had then a population of 2.621.814, and adding 350,000 the number more or less of savage indians, the total Peruvian population that year was estimated at 2.971.924. The same census gave 18.082 as the number of foreign inhabitants, which shows that up to then migratory movement in Peru had been almost nil; in order to estimate its population for the 16 years between then and the present day we will only add the increase, which, according to the coefficient adopted in our calculations, is 838.976 inhabitants, giving, at January 1st 1893, a total of 3.460.820. Adding to this the 350.000 savages existing in 1876 and their natural increase which we will only estimate at 1 »/o on accouijt of their fecundity being less than that of the half-breeds, the population of the Republic of Peru on the 1st of January 1893 would amount to 4.020.000 inhabitants including 560.000 savages. In 1885 according to the G-eographical Institute of Gotha, Ecuador had 1.004.661 inliabitants and more or less 200.000 savages. 'By our calculations these figures will, at January 1^' 1893, have amounted to 1.145.344, or, adding 214.000 savages, to a total population of 1.359.344 inhabitants. The only addition we have made to the population of 1885 has been the natural growth as we have no data — 523 — to show the movement of immigrants, -which, however, as in Peru, will be very small. The Geographical Institute of Gotha assigns to the Eepublic of Columbia in 1884 a population of 3.320.550 inhabitants, and adding to these figures the natural increase during the 8 years to the present date which we have estimated at 20 per thousand, the present population would be 3.890.571. We would note as a proof of the result of our calculations, that they coincide with the figures given in the treatise on Columbia publsihed in 1891 by the Bureau of the South American Republic of "Washington. According to the official edition of the "Historical, Geographical and Political Description of the Kepublic of Columbia" published in Bogota in 1887 the indigenous population was in 1886 more or less 200.000, and with a probable natural increase of 10 "/oo, the total population of the Eepublic of Columbia should, on the l^t of January 1893, amount to 4.102.571 inhabitants. To calculate the population of the United States of Venezuela, we must take as a base the figures given in the 1893 report of the Geographical Institute of Gotha, as the population for 1891, viz 2.323.527, increased by the natural growth in the year 1892. The population on the 1''' January 1893 should therefore be 2.369.977 inhabitants. We have no figures for the increase of foreigners, and even though the Public Powers have on their part done all in their power to place immigrants on their rich and fertile lands, the number of strangers in the United States of Venezuela will not exceed 100.000. Pinaliy, the population of English, French and Dutch Guiana, which in 1887 amounted to 370.000, will, with its natural increase, about 410.000 souls. - 524 — numbered on January !»* 1893, The following is a general statement of the extent and population of the South American countries, compiled from the figures we have just given. EXTENT AND POPULATION OF SOUTH AMERICA. Numb e r of Number of Population inhabitants inhabitants STATES. Superflcie. at 1"' Jamiay per 1 square k i 1 m e ters per 10 square kilometers 1893. including savages. e X e 1 u d ing savages. Uruguay. . . . 178.700 776.580 43. B 43.5 Ohili 753.216 8.287.045 43.7 42.3 Peni 1.07-2.496 4 020 COO 37.5 34.3 Columbia 1.330.875 4.102.571 30.8 28.5 Eouafloi- .... 643 295 1.359.344 21 1 17.8 Bolivia . . . . 1.222.250 2.492 841 20.4 14.1 United States ol Brazil .... 8.337.218 15.350.000 18.4 17.7 Ai-gentine Republic 2.894.252 4.607.538 35.6 15.6 Venezuela . 1.5.39,398 2.369 997 15.4 15.4 Paraguay 263.100 364.000 14.4 14.4 Guianas .... 396.000 410.000 10.3 10.3 18.G20.800 39.039.916 — — The population of the South American States should on January l^* 1893 be between thirty nine and forty millions. We v/ill now proceed to determine the elements which will allov/ us to iadicate the districts over wiiich these 39:000.000 inhabitants are distributed. The regions borderiag on the Atlantic and Pacific Oceans are the more densely populated as will be seen by the following statements. — 525 — BRAZIL . STATES. Superfloie in kilometers. Population at December 111 of 1888("Sta. Anna Nery.") Natural and immigratory increase a t 22.1»/o». Population in 1892. Para ...... Maragnon . . . . Piauby . . . . . CearA Rio Grande del Norte . Parahyba . . . . Pernainbuco . . . Alagoas Sergipe . . . . ■ Bahia Espiritu Santo. Minas Geraes . Municipio Neutro . Rio de Janeiro. San Paulo . . . . Parana Santa Catalina. . . R-o Grande del Sud . 229.942 469.884 301.797 104.260 57.485 74.731 128.396 68.491 19.090 426.427 44.839 674.865 1.394 68.982 290.876 221.319 74.156 236.653 407.350 488.443 264.933 952.626 308.852 496.618 1.110.831 469.371 232.640 1.821.083 121.662 3.018.807 406.958 1.164.438 1.306.272 187.548 236.346 643.527 35.009 43.178 , 23.597 84.212 27.302 43.904 98.153 40.608 20.565 160.984 10.746 266.862 36.975 102.936 116.474 16.579 20.893 56.888 443 369 631.621 290 630 1.037 837 336.154 540.522 1.209.084 499.979 253.205 1.982.067 132.308 3.285.669 442.933 1.267.374 1.421.746 204.127 267.249 700.416 3.373.466 — — 14.836.179 Of the 15.350.000 inhabitants of Brazil, 14.836.179 live in the States bordering on the Atlantic and 513.821 in the interior States of the Amazon, Matto Grosso and G-oyaz, in which latter figure 120.000 savages are included. These half million souls occupy 4.963.752 square kilometers, almost three fifths of the whole of Brazil, or at the rate of 0.10 persons per square kilometer. 526 AEGENTINE EEPUBLIO. Population at Deo: 31 of Natural and Population PLACE OB, PROTINCE. Snperfloie. 1888. immlgratory Increase at 1"' January of (Latzina). 39 6 »/oo. Capital of the Republic. 181 goo 000 G4.000 564.0000) Province of B. Aires. 311.196 850.000 134.640 984.640 Santa Fe 131.582 300 000 47 520 347.520 Entre-Rios 75.457 248 700 39 392 288.092 Corrientes . 81.148 200.000 31.680 231.680 G6rdoba . 174 768 427.600 51.733 479.332 Ssn Luis. 75.917 100.000 15.840 115.840 Mendoza. 160.813 137.200 21.732 158 932 San Juan 97.505 102.403 16.220 118.623 La Rioja. 39.080 80.000 12.672 92.672 Oatamarca 90.644 110.000 8.624 118.624 Santiago . 102.355 209.000 33.104 242.104 TucJman 24 199 202.800 32.123 234.923 Salta . . . 128 266 150.000 23.760 173.760 Jujuy . . 45.268 55.800 8.838 64 638 National Territories . 200.000 150.000 23.760 173.760 1:738.329 — — 4:389.140 The most populated districts of the Argentine RepubHc, 1.738.329 square kilometers in extent, contain 4.389.140 inhabitants or a the rate of 2.6 ^er square kilometer. The population of the Chilian Eepublic is densest south of Santiago as far as the Magellan territory and northwards to the Province of Atacama; it amounts to 3.099.054 inhabitants and occupies 225.216 square kilometers or at the rate of 13.7 souls per square kilometer. The Magellan territory may be called a desert ; with 195.000 square kilometers, it has barely 3111 inhabitants, or 0.016 per sqiaare kilometers. The provinces of Atacama, Antofogasta, Tarapaca and (1) The Municipal Sitatistos give tlie population of Buenos Aires at the beginning of 1892 as .^50,000 which agrees with our calculations based on the figures given by Latzina in 1888, increased by the natural growth of the Federal Capital from 1887 to 1891, viz: 14,4 °/oo and the average immlgratory increase for the years 1888 to 18II2, viz: 17.6 °l">- — 627 — Tacua, 333.000 square kilometers in extent, have a population 187.991 (0.57 ialiabitants per square kilometer). The population of Bolivia is mostly settled in the Departments of La Paz, Cochabamba, Oruro, Potosi, Tarija to the west of the Pilcomayo, in part of the Department of Chuquisaca and in part of Santa Cruz : this extent of about 450 000 square kilometers comprises a population of 2.000.000 inhabitants; the rest of the Republic composed of the Department of Beni and the greater part of Santa Cruz, Chuquisaca and Tarija, 772.250 square kilometers in extent, has a population of about half-a-million, of purely indigenous breed. It is calculated that the part of Peru enclosed by the rivers Huallaga, Ucayali and Madera, 500.000 square kilo- meters in extent, is inhabited by 850.000 savages (0.7 per square kilometer); the rest of the population composed of 3.670.000 souls, is spread over 372.496 square kilometer (6.4 per square kilometers) in the Departments of Piura, Cajamarca, Amazonas, Lambayeque, Libertad, Anoachs, Lima, Junin, Huanuco, Huancavelica, Ayacucho, lea, Apurimac, Arequipa, Moquegua in the Western of the Huallaga River ( Department of Loreto ) and in the Southern part of the Departments of Cuzco and Puno. Ecuador is divided into 17 provinces, of the the Galapagos Isles form one : its population is chiefly settled in the provinces of Pichincha, Azuay, Gruayas, Chimborazo, Esme- raldas, Tungurahua, Manabi, Loja, Azogue or Cauas, Bolivar, Carchi, Oro and Eios, and in the vi^estern part of the Eastern provinces, occupying two fifths of the area of the RepubUc, or about 257.000 kilometers, which gives an average civilized population, including subdued savages, of 4.4 per square kilometer. The population of the Columbian Republic is mostly — 528 — settled ia the vestern part of tlie department of Cauca, in the departments of Panama., Bolivar, Magdalena, Santander, Antioquia, Boyaea, Tolima and the extrem** west of Cundinamarca, occupying an area of about 900.000 kilometers, equal to, excluding savages, 4.21 per square kilometer. The population of Venezuela is concentrated in the Federal district and in the States of Bermudez, Carabobo, Falcon, Gruzman Blanco, Lara, Los Andes, and Zamora, about 400.000 kilometers in extent, equal to 5.92 inhabitants per square kilometer. According to this, the population of South America is mostly settled in the zone of land which starts from the confluence of the Amazon, runs down the Atlantic coast as far as the 40th parallel and ascends the Pacific coast as for as Panama, the inferior limit of which zone may be determined as follows : -by the shores of the rivers San Francisco and Parana, part of Paraguayan territory then following the Parana as far as the South border of the Argentine Austral Ghaco, ascending again along the eastern side of the Andes as far as the Southern border of the Department of Zamora in Venezuela, then following the left bank of the river Orinoco until it runs into the Atlantic, and then the English, Dutch, French and Brazilian Guianas as far as the mouth of the Amazon. The area and number of inhabitants contained ^in this more peopled district is as follows: 529 — Area of Population not N» of inhabitants territory populated. including savages. per square liilometer. Brasil 3.373.466 14.836.179 4.39 Argentine Eepiiblio 1.738.329 4.389.140 2.65 Uruguay . 178.700 776.580 4.35 Chili . 225.216 3.099.054 13.74 Bolivia 450.000 2. poo. 000 4.44 Peru . 372.496 3.670.000 6.45 Ecuador 267.000 1.141.080 4.44 Colombia 900,000 3.793.000 4.21 Venezuela 400.000 2.969.997 5.92 Paraguay 253.100 364.000 1.44 Guiauas 396.000 410.000 1.03 8.544.307 36.848.930 4.32 The populated port of South American is, therefore, 8.544.307 square kilometers in extent and possesses 36.848.930 civilized inhabitants, giving an average of 4.32 per square kilometer. The remainder of the territory may be said to be desert, it is 10.076.493 square kilometers in extent, with a population, mostly savage, of 2.191.186, equal to the low proportion of 0.22 per kilometer. As will be seen, the populated and civilized part of South America possesses 4.32 inhabitants per kilometer and 31.242 kilometers of railway being worked, equal to one kilometer for every 1179 inhabitants. North and Central America with a population of 4.24 inhabitants per square kilometer, have 301.567 kilometers of railways, or one kilometer for every 286 inhabitants. From this it will be seen that while the density of population of the States of Northern and Central America is almost equal to that of the populated regions of the — 530 — South, the means of coinmuaicatiou of the former are in proportion to those of the latter as 4 to 1, from which fact arises the isolation and want of interchange among the towns of the South. The two international lines proposed will thus supply an important want of these districts, crossing as they do, the centre of the South American countries populated by 36.845.366 civilized inhabitants. They "will connect the principal centres of population, as the Interoceanic line from Recife to Buenos Aires and Valparaiso, by means of the existing combining lines, will communicate with the cities of Bahia, Bio Janeiro, San Paulo, Santos, Curityba, Porto Alegre, Asuncion, Montevideo and Santiago (Chili); whilst the Intercontinental line, by means of connecting lines already made, would unite the cities of Montreal, New York, "Washington, Philadelphia, Brooklyn, Chicago, Boston, San Louis, Baltimore, Cincinatti, San Francisco, New Orleans, and Mexico; and in South America the main line and branches will link together Bogota, Caracas, Quito, Lima, Sucre, and by connecting lines its trains will run to Bio Janeiro, Montevideo, Buenos Aires, and Valparaiso. (See maps of South American railwaj' system). No one doubts nowadays that the marvellous progress of the North American Countries is in great manner due to the transport and facilities afforded by its railways, which, with the assistance of European immigration, have tranformed deserts into centres of life, activity and work; have augmented the public and private wealth; have exercised a most powerful influence on the political and social relations, linking together large populations in closer bonds of brotherhood, making uniform the local customs, and establishing that condition of affairs which has so much contributed to the advancement of the countries. — 531 — lu South America, Brazil, Uruguay, the Argentine Eepublio and Chili all owe to this same influence their great progressive advancement, although in their territories the means of communication have only thus far been of local importance, each nation having made its own railway system for its particular wants, without studying the part it should take in the system of universal communication. In South America the railways are in the condition of navigation companies not permitted to trade further than the frontiers of their respective countries and are thus deprived of the opportunity of extending their influence and accomplishing the grand aim of endowing the continent with the means of easy and rapid communication. Thus it ■will be recognized that the- problem of the projected international lines to unite all the cities of the South American continent is of the highest importance as by their means they will bind together 125.000,000 of people, who at present are divided into independent groups, and they will immensely influence the consolidation of the races that the future of the world anticipates in the ordinary march of affairs for the world of Columbus to open up the immense riches to be found and opened up which are at present unknown, but which these two great lines will place in direct communication with the outside commercial world. Ports and Railway^. CHAPTER XI. THE POBTS m RAILWAY LINES OF THE OeMNTAL REPUBLIC OF UbUGUAY CONSIPEEED AS NECESSARY ELEMENTS OF RAPID COMMUNICATION BETWEEN THE Argentine Republic, Chile, PEiitr, Bolivia, Paraguay AND Rio Grande del Sud. Along the great extent of coast-line of the Republic bordering on the Atlantic Ocean and the River Plate are several natural ports of importaace, in the first rank of which are the bays of Montevideo, Maldonado and of Colonia. The question of the construction of a port in the bay of Montevideo has occupied the attention of former Governments as well as of the present one. The want of success which had attended the various attempts to arrive at a si>lufcion of this important problem, induced the Government in accordance w^ith a decree dated January 16th 1889 to again call for projects for the por of Montevideo, and up to May '21st of the same year, on which date the term allowed for presentiag them expired, twenty four were sent in. These projects were passed on to the General Council of Public Works who, after a most careful examination of them, issued on November 17th 1890 a voluminous — 536 — report advising the acceptance of the project presented by Doctor Don Guillermo Rigoni, on the ground that it fulfilled all the technical conditions demanded hj the council. The synthesis of this report is contained in the following GENERAL SUMMARY. Lastly, the council, in accordance , "with the conclusions deduced in the ten parts of the present report, are of opinion : WITH EESPECT TO THE TECHNICAL PABT OF THE OUTKE WOIIKS. .1 . That all the projects presented are wanting in such data to fix in detail the position, dimensions, form, class and approximate cost of all the works. 2. Notwithstanding this deficiency, it is possible, with the aid of the data and information collected and the examinations made by the Corporation or some of its members, to arrive at the general technical principal which should serve as a base for the arrangemeat of external works of Shelter and protection. 3. Any port project which is rational should be drawn up on this base and be in accordance therewith. 4. The Port project, from a commercial point of view, can be studied separately, once the outer works (dykes, break waters), have been definitely fixed. 5. In order to establish all the elements of the Port in a detailed and definite manner, carefal and complete surveys are necessary, no matter what project be adopted. — 537 — 6. The formation of the Commercial port, which has as its basis the extension of the Northern part of the peninsula, requires specially careful examination, "with respect to the present levelling of the zone frequently- inundated by water, both from the River and rain. 7. Such surveys should be carried out with the aid of port and marine experts of every class, whose experience should be availed of, as is counselled by the most celebrated engineers and is the custom in the most civiliised countries. 6. Experience shows that notwithstanding all the pre- cautions and measures adopted by engineers vi^hen making ports on sandy shores,- It is impossible to completely prevent the entrance therein of a certain quantity of sand, ooze, and detritus. 9. The engineers should use every effort towards the reduction of the deposits and the prevention, as far as possible of their formation, seeing this latter cannot be entirely avoided. 10 . When arranging port works it is absolutely necessary to determine the general course or current of the waters: if they are favorable, the works must bo modified so as to prevent any stoppages. 11 . The general water currents in the Bay of Monte Video are inimical to the preservation of deep vv'ater, as is shown by a comparison of old soundings with recent ones, daily experience, and common sense. 12. The real and principal cause of the blocking -up of ports and of the formation of sandy and other deposits formed along the coasts, has been demonstrated by the eminent sailor Cialdi who attributes them to the movement imparted to the waters by the predominating winds, and not, as was formerly supposed, to the shore currents. — 538 — 13 . This movement which Cialli calls a "current wave", disturbs the depths, drags along the sands, and partly deposits them on the shores, where in time they accumulate. 14. The winds from the South-west (pamperos) are those ruling in Montevideo, and, therefore, those which have most bearing on the invasion of the Bay by the sands from outside. 15. Every rationally and conceived Port project must above all suppress, or reduce as far as possible, the "wave current" which the pamperos raise in the river waters. 16. Any project must therefore be rejected in which are proposed dykes, facing the bay. but a long distance from Monte Video. 17. The following is the general principle which should serve as a base for the arrangement of the external works of shelter and protection. To prevent as far as possible the entrance of the " wave current " raised by the pamperos and to alllow instead entry to the port and a certain part of the principal current which runs from Piedras Eilancas or Punta Cibils to Punta Gruarani. 18. As it will be necessary in the future for the Port to be of a greater depth than that shown in any of the projects, none of which provide for more than 22 feet, it will be impossible to avoid external dredging at any of the dykes indicated in the plans presented. 19. As is shown by the adjoined statements these dredgings are possible from a fiaancial point of view 20. There is therefore no object in carryiug out the works at a depth of 22 feet, seeing that by means of a supplementary dredging of only two feet, the said depth — 539 — can be obtained with greater economy thus forming, a much more sheltered roadstead near to Monte Video and almost entirely protecting the bay from the pampero " wave current. " 21. The outer dyke of the bay can therefore be placed outside a line running from Piinta Cibils to Puata Gua- rani, until a depth of 20 feet is reached, which in the future can be increased to 30, so that, whilst fulfilling the demands of navigation both by ,day and by night, this dyke will yet be as little distant as possible from the line mentioned, and can also be cheaply and easily extended, should it ' be thought necessary to prolong it in the direction of the river. , ,, 22. Project No. 15 presented by Engineer Dr. Gruillermo Eigoni is the one which contains, in general,; all the technical conditions laid down by the Council. 23. The position and general bearings of the outer dyke: the mouths of entrance and , exit for the principal current, also allowing for the cleaning currents produced when the ruling winds have passed ; the position of these same mouths for meeting the demands of navigation in any weather and at any hour of the day or night, the slight and beneficial agitation which will exist in the bay, offer in the council's opinion, reasonable guarantees of success in maintaining, and even of increasing, the sheltered depths and also the entrances and exits. 24. The external works of shelter and protection, as devised by Sr. Eigoni, can be, somewhat modified, from details afforded by surveys supplementary to those presented and already in the council's possession. WITH EESPECT TO THE OOMMEEOIAI; POET. I . That, after providing for entrance to, exit from, shelter — 540 — and protection for the port, its prosperity very essentially depends on the reduction to a minimum of the cost of "working the ships which frequent it and on the lowering of the taxes on the merchandise brought by the vessels. 2. The said working expenses can be very notably reduced if the ships, instead of having to wait in the port, can carry out their operations safely, comfortably and rapidly. 3. This reduction of expenses demands, therefore, that the fittings of the Commercial Port must be perfect, the machinery must be powerful in order to shorten the unloading, verification, exit or loading & of the merchandise. The conditions which should characterize a modern com- mercial Port are set forth on pages 3 and 4 of this report. 4. The Commercial Port should be established in the Bay. either by placing the loading and discharging Moles on the North beach, or by building them in the Bay itself should it be possible to overcome quickly and at a moderets cost the difficulties raised by some of the coast property holders. 5. In the Council's opinion, the first idea is preferable viz, to run the moles out from the peninsula, which is the centre of activity of the movement in the Port. 6. The Commercial. Port should.be able to cope with a much larger traffic than the present: say two million and a half or tliree million tons. 7 . The usual and most convenient shape for a Commercial Port is that of several moles running .out obliquely ifrom the shore, with docks of moderate width between them and protected by a breakwater placed 250 to 300 meters from the end of the moles. 8. Should it be considered impossible to run the moles out from the shore itself, Senor Rigoni's idea could be accepted, viz: to place them in front of the shore, but — 541 — with the addition of wharves in an oblique position to the general mole. 9 . The dimensions of the moles should be calculated on the basis of 550 tons per meter length of mole. 10. A traf5fio of three million tons could therefore be handled with five moles, of the shape and dimensions shown in the sketch: the said mole to be furnished with powerful cratnes of various sizes, sheds, deposits, rails, &. 11. These five moles can be built by degrees, in ac- cordance with the demands of the traffic. 12. On account of the topographical ' features of the Northern part of Montevideo, it is absolutely necessary to arrange for the drainage and hygiene of the same, before constructing the commercial port. 13. No estimate of the works can be formed except by comparison, and in this form the risk is run of spending much more than is really necessary. 14. Once the woks are completely finished they cannot cost much more than fifteen million dollars, and in forty years the State could amortize this capital by means of an annuity of $ 1.733.154 which would begin to be paid at the end of the fifth year from the commencement of the works. 15. The financial calculations for the reahsation of the works should not be based on the lands gained from the sea. 16. The State should always keep its river rights, and should it be convenient to encroach on the Bay, it must be almost exclusively for forming new lands for extending the port, public promenades etc:, but never w^ith the idea of selling the greater part of the land reclaimed, the im- mense cost of the formation of which can only be regained in the distant future. — 542 — 17. Minute and complete surveys are absolutely neces- sary in order to arrive at a true estimate of the cost of the "Works. 18. In the opinion of the Council, these surveys should be carried out by the author of the project of external works of shelter and protection which may be accepted by the Public Powers; if the Council's recommendation be adopted, this person will be Senor Rigoni. 19. The said surveys would be carried out with the help and under the control of a Committee of National Engineers, and in accordance with a programme laid down by the General Council of Public Works previously approved by the Public Powers. 20 . On the conclusion of the final surveys a programme will be drawn up showing the position, number, class, shape and dimensions of all the works, as also the iastallations for commercial purposes, machinery etc, atid in accordance with the said programme, international tenders would be called for their construction, unless the State should prefer to contract direct with a private firm. C. EXTENSION OF THE COAST. BOUNDARY SEA WALL. HYGIENE. 1. The widening of certain portions of the coast is necessary, not only for the convenience afforded and the easy working of the Commercial Port, but also for the equally important questions of public hygiene and ornamant. 2. Such extensions are only permissible at those points of the coast where there is not much depth and which cannot be used in any way, now or in the future, for Port installations. 3. The lands reclaimed from the sea should be of small — 643 — extent, and it might be convenient, by means of a "wall parallel to the one now existing in the Aguada to set apart a limited space for a park and public walks. 4. Later on and in accordance with the law, the broken lines of the peninsula, to the South and "West of Montevideo can be straightened, and new gardens formed with the lands so gained from the River, the positions for which have been laid down in the general plan of adornment and hygiene projected by the Municipality. 6. As it impossible for the sewers to shoot the matter they carry ojff into one main sewer surrounding the city, some other method must be adopted. 6. This would be, in principle, to establish a low point of the coast, a large deposit into which two sewers should open. 7. The establishment of a main sewer or sewers is of undeniable and urgent necessity, especially in the Northern part of the city, and will form the subject of very minute study when the definite surveys of the Port are carried out. 8. The question of the adornment which harmonizes most with the general works mentioned, will also be a matter for special study by an artist of renown. This council considers that with the foregoing report it has fulfilled the mission entrusted to it, and therefore has the honor to present it to your Excellency for consideration. May Grod guard Your Excellency many years. B. de -Arteaga, President. Jose M. Castellanos, Secretary ad-hoo. — 54.4 — The Minister of Foment prepared an ante-project for tlae construction of the port in the Bay of Montevideo, disagreeing with some of the technical conditions laid down by the Council as being necessary for the stability and secwity of the port works, and this, together with a project presented by Senor Buette, was submitted to a committee of engineers composed of Messrs. Juan Bautista Zanetti, Julio Leroy, Alberto Farriols, Felipe Victora and Alceste Battiste, who, on the 12"> of Api'il 1892, issued their report, the conclusions of which were the following : RESUMEN. In conclusion, the Committee admit : EXTERNAL WORKS. 1. XJiianimonsly : The utility of an outer breakv/ater. 2. Bjj a majority of votes: The utility of the breakwaters projected by Senor Eigoni, with the modifications that may be made in the .final surveys. INTERNAL WORKS. 3. By a majority of votes: The utility of the internal dykes projected by Seiior Rigoni, with the slight .modifications that may be counselled in the final surveys, as ia the ease of the outer dyke. COMMERCTAL PART. 4. By a nmjority of votes: That the Commercial port adopted should be that formed by a boaadary sea-wall ia the Northern part of the city with moles running from it obliquely; adhering, as regards their position and dimensio:is to the results of the final surveys. — 545 — Senor Felipe Victora, ■who composed the minority of the Committee, also repotted, giving the following. CONCLUSIONS a. I consider the outer breakwater proposed by Senor Eigoni unacceptable, even with the modifications that may be proposed by the future Commitee of surveys on the arrangement of the bay. 1. As dangerous to the preservation of deep water. 2. As not actually necessary. 3. Because the services it would render to navigation would not be conimensurate with its high cost. b. That the works of the anteports of the Minister and of Senor Uigoni, even though placed in the most con, venient part of the Bay, would have to undergo certain modifications, as regards their definite position and shape before they could be considered to fulfil the conditions of an acceptable ante-port project. c. That in the Minister's report the true financial phase of the port project is studied and appreciated. d. That general studies of the special conditions of the system of the Bay are indispensable. e. That whatever may be the work accepted or projected it should be carried out by degrees. f. That the most necessary works and those of re. cognized utility should be carried out first, and that the effects produced by their development should be studied before proceeding with the others. Having thus terminated the work entrusted to me by your Excellency, I have the honor to salute Y. E, Montevideo, April 12tii 1892. Felipe Victora. In view of this state of affairs and of the diversity of — 546 — opinions existing witli respect to a matter of sacli importance for the future of the liepublic, the Executive Power submitted all the antecedents of the subject to the Greneral Assembly, accompanying them by the following message and project of law : iExEouTiTE Power. Montevideo, July 12tli. 1892. The Honorable General Assembly, The Executive Power has the honor to submit to you al]^ the antecedents respecting the project for the Port of Monte Yideo in order that yon may be good enongh to resolve what you think most prudent. As yon will see, in response to the call made, twenty four projects have been presented, the examination of which has been a matter of long and laborious study by the scientific committees appointed to report on tkem. As was his duty, the Minister of Foment, after a lengthy examination, as being a work of immense importance for the national interests, has drawn up an ante project in accordance with his opinions, and the Executive Power in its turm, after duly considering all the antecedents referred to, is inclined to support the theories put forth by the said Minister in his report, considering them more adequate to our necessities and of more practical and economical realization: these theories can be condensed as follows: 1. To eliminate from the project the costly outer dyke, if, as is stated by the Foment Miaister, it should, after the last and definite surveys, prove not to be necessary, and if, also, it would be an active cause of large alluvial deposits which conld not be easily removed. - 547 — 2 . To limit the port to one composed of well sheltered docks, with a convenient antnport, the "whole of the ■works enclosing a comparatively small area of "water which could be deepened "without great expense : for this end dredging would be adopted as an essential means. 3 . To project a length of sea walls that would accommodate a merchandise movement about three times as large as that dealt with in our Port in the time of greatest prosperity. The foregoing is an abstract of the ideas contained in the project of law accompanying this message, and which should serve as a base for the definite surveys and project. Should the Honorable Chambers sanction this project, modifying it in detail as may be thought fit, a resolution "Would, in the opinion of the Executive Power, be obtained of the problem which has for so long back been occupying the attention of the Public Powers, and in a .abort time we could commence the work of the port, thus supplying one of eur greatest national necessities, and one which the interests of commerce and navigation urgently demand. In "view of the details accompanying this message, the Executive Power- considers it unnecessary to dilate at further length on this important subject, leaving the matter to the judgment of the Honorable Chambers. The Executive Power begs the Honorable Chambers to receive its salutations. JULIO HEREEEA Y OBES. J. A. Capueao. Feancisco Bauza. Mantjbl Heeebeo t Espinosa. L"nis E. Peeez. EUGENIO J. MaDALENA. — 548 PROJECT OF LAW. The Senate aad Chamber of Eepreseatatives of the Oriental Eepublio of Uruguay, assembled together in General Congress DECEEE Article 1**'. The Executive Power is authorised to . proceed with the definite sur\-eys of the project of the Port of Montevideo, on the following bases: a. To carry ont the surveys and prepare the plans of the project under consideration, the Executivfe Power shall appoint a Committee, which shall be under the orders of the Ministry of Foment, and shall be composed of engineers of recognised competence, one or two of whom shall be foreigners with special experience iu the matter. b. This Committee shall study whether, in the first place, the construction of an outer breakwater for the bay of Montevideo is absolutely necessary, and in the second place, whether the same is convenient, bearing in mind the probable danger of alluvial deposits which the said work may bring in its train, and whether its cost would not prove to be out of proportion to our maritime and commercial movement, in which case it should be struck out of the project. c. To project docks for loading and unloading ships along the North and West coasts of the city, these docks being extended in time to the South side. d. These docks must be perfectly sheltered by breakwaters — 549 — placed at such a distance that they will serve at the same time for the formation of an ' ante-port. e. The area of water to be eaclosed by the works referred to will be about 250 hectareas: the docks will be at least 200 meters wide, and the length of the wharves must not be less than 8.000 lineal meters. f. The depth of the port and of the ante-port will be at least 21 feet at ordinary low water, and the entrances will have 18 to 19 feet under the same conditions. These last depths can be increased either by making use of the natural currents of entrance and exit of tke waters, or by mechanical means. g. For deepening the port dredging will be the essential means used, but without prejudice to the use of the natural currents, as an auxiliary, especially for renewing and cleaning the waters, in which case discharge from the main sewers and surface drains in to the ■docks must be suppressed. li. As regards the other details respecting the bearings and position of the entry to the port, break-water systems, sea-walls, hydraulic pipes, general stores, port machinery etc:, the committee of Engineers will design the ones they consider most suited to the bay, the bottom, the materials disposable for the said object etc., etc. i. When ■ desiguing the works alluded to, there must be taken into account their solidity and utility for the loading and unloading of the ships, reserving the right to propose such economies as may be the considered reasonable. Art: 2. The Executive Power is authorised to expend up — 550 — to $ 150.000 oa the surveys and projects referred to, or to coatract for these surveys with any firm or company of coastructing hydraulic eagineers that, in their opinion, is qualified to carry them out under the inspection of the Committee of Engineers appointed by the Executive Power> and on condition that, if tenders be called, for the works and the concession be granted to the said firm or Company the cost of the surveys and ]plans will be included in that of the works to be carried out : on the other hand, they will be paid for at a pries be arranged beforehand. Art: 3. A.fter the definite final, survey of the port project is concluded, the list of conditions drawn up, and the cost fixed, the Executive Power will submit all the details to Congress, so that, should it be thought convenient, its approval may be accorded thereto, and the funds necessary for carrying out the works be authorised. Art: 4. Once the project has been approved, the construction of the port will be offered to public tender, • in accordance with the conditions established in 'the law, for which end the detailed plans and schedule conditions will be established, and the proposal which, in the opinion of the Executive Power, is most advantageous as regards price and sincerity will be arcepted. Art: 5. AH laws and decrees which may be in opposition to the present one are annulled. Art: 6. Let this be communicated etc. J. A. Captjkeo, The question of the port of Montevideo is now waiting the resolution of the Legislative Body, which is 'expected at any moment, and it is to be hoped that they will bear in mind the great public convenience of arriving at a judicious solution of this question on which hangs the — 551 — future prosperity of our commeroe and our industries, and also quick communication with tlje neighbouring states and Paraguay, Bolivia, Peru etc. The railway lines included in the general outline will be at the service of the port of Montevideo, which Hues by their developments are destined to carry the influence of the port beyond our frontiers. The extreme points of those lines are the following : Montevideo and Fray-Bentos. " " Paysandu. " " Santa Eosa. " " Rivera. " " Artigas. " " CeboUati Port (Lake Merim. Colonia " San Luis, the Uruguay Interier Railway, which will communicate with the Port of Monte Video by three distinct arteries, viz : the "Western, Central and North Eastern lines. "We will detail the importance of these lines for communication with the Pacific States, Bolivia, Paraguay and Brazil, giving, at the same time, their length in kilometers, the features of each line and the time which will be occupied in running over , them. Throug^h eemuiunicatiou Itetn'een SIonteTideo and Bolivia. WESTERN EAILWAY. (From Montevideo to Fray-Bentos). Extension that this route will have crossing the Argentine Eepublic and Bolivia running through — 552 — JujUr, POTOSi, AND SUCKE TO FOEM A JUNCTION WITH THE INTEHCONTINENTAL LINE : COUNTEIES. LOCALITIES. KTLOMETEIC EXTENSION. s-JS Open to traffic. In con- HrucHon. Surveyed Projected From Montevideo to Oriental Republic of EoBario .... 119.000 1.44 the Uruguay . . From Eosario to Mer- cedes andF.Bentos. Fray Bentos to Gfuale- 194.000 U Do. ana Argentine guaychil Including Republic . . , crossing the Eiver Uruguay ... . 25-.00O « Do. GrualeguaycM to Ba- savilbaso 99.700 u Do. Basavilbaso to Port Parani 222.800 a Do. Port Parani to Santa F6 crossing Eiver Parani 24.000 y Do. Santa Fi5 to Pilar. . 63.200 l.(K» Do. Pilar to frontier of 06rdoba and Santa F forming a junction in Caseros with to East Argentine Railway extension running to Posadas, but this journey would be 215 kilometers longer than the Montevideo, Rivera, San Borja, Posadas and Asuncion. This latter by its directness establishes the Central Uruguay Railway's prerogative as the highway to Asuncion (Paraguay) as will be seen from the following tables. — 557 — Throiig-h coiuinnuication between tlie River Plate and I*arag:ua}-. By Central Uruguay Eailivay . Extension of the THEOuan eoute to Asuncion, Paraguay, TO form a JDNOTION "WITH THE InTEE-CoNTINENTAL LINE* LOCALITIES. KILOMETRIC EXTENSION. Open, to tragic. In con- struction . Sui-veyed Projected IS iTrugiiay . . . . Brasil Province of Rio Grande . . Argentine Republic . Paraguay. . . . Montevideo to Rivera. Rivera to San Borja. »an BorJa to Santo TomS crossing tlie River Uruguay . . Sto. Tom(5 to Posadas Posadas to Enoarna- oi<5n crossing River ParanA Enoarnaoi6n to Pirap6 Pirapd to Asunci6u. 567.000 232.000 135.000 135.000 260.000 10.000 5.000 l.ii 819.000 290.000 27S.0O0 The total distaace by railway that by this route will lay between Montevideo and the Capital of the Paraguayan Eepublio is 1384 kilometers, of which 819 kilometers are already constructed, 290 kilometers in course of construction, and 275 projected; in which latter proportion are included the crossing of the Rivers Uruguay and Parana, that wiU ' be effected by steam train-ferries on ihe North American plan. Further to the North of Asuncion the line will be continued across the Chaco ( prairie ) until it enters the Bolivian territory to form a junction in Sucre, or some other convenient point on the elevated lands of that Eepublic, with the Inter- Continental line surveyed recently by the North American Commissions of Engineers. The oompletion of this system is of international importance. — 558 — In the territory of the Province of Eio Grande del Sud it will form a junction in Alegreto with the railway running from Uruguayana to Port Alegre, Bage, Pelotas and Eio Grande; and it will also advantageously serve the western part of that Province. On the other side of the River Uruguay, by utilizing in the provinces of Corrientes and 'Misiones 155 kilometers of the Monte Caseros and Posadas Eailway, with the exemption of crossing the Eiver Parana, the direct communication is already established with Asuncion fey the line running from Encarnacion to that town already open to traffic for nearly the whole length. Inasmuch as theguageof the lines constructed in Uruguay, A:^entina, and Paraguay is uniform, in order to render possible direct communication between Montevideo and Asuncion, without difficulties or delays, the railway to be constructed between Eivera and Posadas in the province of Eio Grande should also be made of the same guage which will assuredly be the one that will be finally adopted for all the lines of international character and general importance. Once the construction of the 550 kilometers of line still wanting in the Brazilian, Argentine and Paraguayan territories is completed, together with the arrangements for convenient steam train-ferries on the Elvers Uruguay and Parana, considering the technical conditions of the Central Uruguay Eailway and of those it will be possible bo obtain in the railways of the other countries, express trains of the North American type of rolling stock should be able to maintain without difficulty a speed of 60 kilometers (37 1/2 miles) per hour, and in such event the journey from Montevideo to Asuncion conld be performed in less than 24 hours. At the present time by means of the best Platense Navigation Coy's boats, the "Eolo" or "Cosmos", this same journey takes five days. — 559 — The local direct traffic from Montevideo alone would thus gain four days on the actual mode of communication, and the passenger from Europe instead of requiring from 35 to 40 days for the journey to Asuncion would by the land rente only occupy 24 or 25 days. The Argentine Eepublic is not in a position to serve the commerce of Paraguay by its railway system with any advantage over that which would be obtained by the Central Uruguay Eailway route when the extensions may be made as far as Asuncion. The advantages claimed by the Port of Montevideo over the Argentine ports in facilities for serving the Para- guayan commercial traffic are supported, principally, by the communication with fewer difficulties than are found in either the Ports of Buenos Aires or Concordia. To prove this assumption we will examine the various means of communication at the disposal of both ports in claiming preference for the attraction of the commercial movement of Paraguay. In doing this we will not trouble to consider the facilities for navigation by the Eivers Plate, Parana and Pa- raguay, as this means of transport will always bo availed of for goods or products of small value and large volume, and such movement will equally favour both the Argen- tine and Uruguaj^an ports. "We will only dwell upon the quick railway service proposed to foster, and cultivate in a closer degree, the relations between the Paraguayan Eepublic and the ports of the Eiver Plate. The following statements will show us the actuaj position of the railway lines forming the links between the port of Buenos Aires or Concordia and Asuncion •also the time estimated for the through journey once the :same are concluded. — 560 — BUENOS AIEES TO ASUNCIOK, PAEAOUAY. By the railways on the left hand coast of the River Parana. COUNTRIES LOCALITIES. KILOMETRIC EXTENSION. TBATEUSED. Open to traffic. In can- atrucHon. Survei/ed Projected Argentine Republic . Paraguay. . . . Buenos Aires to Eo- sario Eosarlo to Irigoyen. Irigoyen to Santa 1