NOT FOR PUBLIC DISTRIBUTION LATIN AMERICAN TRANSPORTATION SURVEY m RAILWAY SECTION THE RAILWAYS OF BOLIVIA PREPARED BY U. S. DEPARTMENT OF COMMERCE (J, 5' BUREAU OF FOREIGN AND DOMESTIC COMMERCE FOR THE M 51 WH*- BOARD OF ECONOMIC WARFARE THE RAILWAYS OF BOLIVIA Prepared By SEYMOUR T. R. ABT Under The Supervision of OSGOOD HARDY RAILWAYS OF BOLIVIA INDEX Railway Page No, Antófagasta - Bolivia ••••••••»•«••«••••••«•.•••••••••••••• 7 Arica « La Paz 14 Atocha - Villazon *••••«•«*•••• 2L Coachahariba - Santa Cruz*......••••••••••••••«•..••• 35 • Guaqui - La Paz 20 Huanchaca*•»••••••••••••••••*•••••••••••••••.......•••••••* b-9 Machacamrca-XJncia* ••••••••••••••••»••••*•«••...... •••••••• ^5 Potosi-Sucre. •••••••••••••• * 31 Yungas. • •••••••••••••*••••• LO SEGjTIQIf f, INTRODUCTION THD REPUBLIC OF BOLIVIA (La República de Bolivia) u2- \ The Republic of Bolivia (La República de Bolivia) The Republic of Bolivia' is the only Latin American country named after the famous Überall« ançl is one of the two landlocked nations on the South ■American Conti^en^| ^qraguay being the other. Although its area has never been accurately determined, it is estimated at something over 400,000 square miles. In 1932 waç byeke out between Bolivia and Paraguay over lands in the Chaco region. Pqlivia, being defeated, w§,s forced ^q sigh an armistice in 1935 and a peace treaty in 1938, by the terms of which Paraguay yr£.s awarded a sizeable area in the disputed zone. The national language of Bolivia is Spanish, but the Indians retain their own language and dialects. Although the legal capital is Sucre, the seat of the Government is in fact located at La Paz. The monetary unit is the boliviano, whose legal parity is set at 2.739 per dollar. Actually the value of the boliviano has been steadily decreasing since 1930, and in August 1942, 46.46 bolivianos equalled 1 dollar at the controlled rate of exchange. GEOGRAPHY AND CLIMATE Bolivia has three distinct topographical and climatic divisions. The first of these is the high plateau region of the west, averaging 12,000 feet above sea level, but having some peaks that reach elevations of 20,000 feet and more. This district, separated by mountains from Chile and Peru on the west and from the Bolivian plains on the east, comprises two-fifths of the total area of the country. It is the center of the nation's population and of its mining industry and political activity. The climate here is temperate to cold, 35 degrees Fahrenheit being the average temperature. The second division, known as the Yungas, is made up of the valleys sloping toward the eastern plains. Although 5,000 to 11,000 feet above sea level, the Yungas has a subtropical climate, A large percentage of this area is heavily forested, while parts of it are im¬ port ani agriculturally. The third division includes the tropical pampa and swampland of the Beni and the Chaco to the south. Here are found rubber, petroleum depo sit s ,■ grazing land, and the valuable forest products, cinchona bark and quebracho. Both of these last two divisions are sparsely inhabited, chiefly by Indian tribes, and many sections are unexplored and inadequately provided with transportation facilities. GOVERNMENT According to the Constitution of 1938, the President and Vice- President are elected by direct popular vote for 4 years, with the President ineligible to succeed himself. Congress consists of the Senate and the Chamber of Deputies,* it meets at La Paz, regularly on August 6th and for extraordinary sessions called by the President or by a majority of both chambers. There are three senators from each of the nine departments,elect¬ ed to serve 6 years, with one-third retiring every 2 years. The deputies, who number 70 to 75, are elecfeed to 4-year terms, with one-half retiring every 2 years. The franchise is granted all male citizens of,21 years or over, literate, and possessed of a fixed income. 2-14664 -3- All executive, power radiates downward from the President, The nine depart¬ ments and three territories* are "administered by presidentially appointed prefects who select the subprefepts of [the¡ 71"provinces, who in turn choose the corregi¬ dores of the '940 cantons. Public saxety, education, end highways are under/ • national control, ... Departmental legislativer matters, are. controlled "by an elected Departmental Assembly,' The territories in the Chaco, "the Oriente region, and the northwestern area of Bolivia are gOvernéd by three 'national' delegates, • • ^ The Supreme Court is the only "branch.of the Central Government located.at the légal capital :at. Sucre. Consisting of eight members, presided over by a • • Chief Justice,'and chosen by a" two-thirds' vote of Congress, the Supreme -Court- •appoints; the .judges of the district courts. .... . '' • *■ POPULATION h X - •* 4 4 \ , 4i \ . J J. - ' • « In 1939 the population of Bolivia was estimated at 3,398,000, of which 51 percent was Indian, chiefly ofthe Aymara and Quechua tribes, 25 to 30 per¬ cent was of mixed Indian and Spanish blood, and the 'remainder was white. In recent years immigration into Bolivia has been accelerated by the persecution- of racial minorities in Durope, * •" MILITARY STRENGTH , The military organization of Bolivia consists of three districts, the northern,' the central \ •'•and the southern, and three commands, A permanent .• force5-of-"3,7'77 men, provided by law, is augmented by an annual .contingent . of conscripts to a total of about 10,000 which can be expanded to about 70,000 in time of war. Military service is compulsory for all-males between 19 and 50, Those 19 to 25 years old serve hot more than 2 years with the standing army, and those 25 to 30 undergo an occasional period, of .3 months', service. Thereafter the men' are 'in the reserves for 10 years and", .finally, ,in the territorial guard for another 10 years'« The military, services are modeled after the- German pattern -and are equipped mainly with" Mauser rifles, German- made artillery,' and even .with German-made 'machine' guns,. ' The air forces have . about 20 obsolete Breguéis and American-made'planes, . • - Í - '* ' , \ A ' , ' * , * -, Í44' I » As it is a landlocked country, Bolivia has, of course, no navy, . . . ... * A new department -was created in 1938, It is not known whether or not ..this ninth department, Pando,- did away with one/(of the territories. 2-14664 •-4- 9 ECONOMY » i • Possessed of a wealth of mineral resources, Bolivia's entire economy has been concentrated on the mining industry. As a consequence of this policy, no other occupation has ever attained any but a lesser importance. Agriculture, carried on principally by Indians with primitive methods, does, not provide enough staple foodstuffs to satisfy the domestic requirements. Manufacturing, limited by a lack of cheap fuel, is carried on by a few small and unimportant mills and factories. Minerals, notably tin and bismuth, and including zinc, lead, silver, antimony, tungsten, copper, and gold, annually comprise some 98 percent of the total exports of the country, which in 1940 amounted in value to $42,252,000. The economic dislocations caused by this reliance on metal have at times been severe. In the years between 1930 and 1939 mineral exports fell, and foreign exchange became too scarce to permit the necessary importation of other materials. At the outbreak of war the situation changed. Bolivia became the Allies' leading source of tin and foreign exchange became plentiful. However, with the United States' entry into the conflict and its restrictions on exports, Bolivia found itself with plenty of money and no place to spend it. There are 'indications that the Government will increase its hitherto abortive efforts to stimulate domestic manufacturing and agriculture. It has been estimated by the Minister of Poreign Affairs, Eduardo Anze Matienzo, that nearly 40 percent of Bolivia's imports con¬ sist of x^roducts which could be produced at home. In an attempt to get away from its reliance on tin and to develop another exporting industry, Bolivia in 1941 concluded an agreement with Argentina to build a railway from that country to Santa Cruz and to exploit the Bolivian petroleum lands, The entire program, however, is attended with difficulties of -one sort or another, and it will probably be a matter of years before any considerable quantity of petroleum will be exported from Bolivia. 9 THE RAILWAYS OP BOLIVIA " . - » Railroad communication in Bolivia is almost exclusively the result of tho two chief characteristics of the country: its landlocked location and its tin resources. • There are only nine distinct railway entities in the country. Of these, the Arica - La Paz¿ the Antofagásta Bolivia, and the Guaqui - La Paz Railways serve as outlets bo the Pacific Ocean, and the Cochabamba — Santa Cruz was intended to become a link in a transcontinental railway, A fifth road, the Atocha - Villazon, connects with Argentina at one terminus and with the Antofagastar-Bolivia at the other, thus in fact being part of a transcontinental route. The Machacamarca-Unica and Huanchaca Railways are mining roads. The Poto si-Sucre is merely an appendage of the Bolivia Railway, which, in turn, Is part of the Antofagastar-Bolivia, Even the last road, the Yungas, was at one time intended to connect with Brazil's Madeira^Mamore Railway and thus give access to the Amazon River, Of the nine railroads, five are owned by the Bolivian Government, two áre owned by British "capital, and two are owned by mining companies. All but one are of 1-meter gage (3 feet 3 3/8 inches),' the exception being the Machacamarcar- Uncia with a gage of 0,76 meter (2 feet 6 inches), Only one of the railroads, the Guaqui-La Paz, has any electrified track and not one has double track. All are located on the western plateau or run out of it. The eastern regions of Bolivia are totally devoid of rail communication. 2-14664 -5- Bolivia's slow progress in railroad development must not be too harshly criticized, however. The difficult nature of the terrain makes construction hazardous at the best and well-nigh impossible at the worst. The Yungas Rail¬ way represents an engineering feat with few peers, and the steep grades and sharp curves on some of the others attest to the complexity of the problem. Moreover, with more than half the population made up of Indians with an extremely limited purchasing power, and constantly occupied with disastrous wars, Bolivia has lacked the capital required for rail construction. The necessity for importing fuel and" equipment of all kinds has further hindered progress. Finally, road competition in recent years has added to the woes of the railway builders. In fact,.it is more than likely that the Vila Vila^-Santa Cruz projected extension will be sujh- planted by a highway, and that the transcontinental rail route from Brazil to Chile will thus never become a reality ROLLING STOCK At the end of 1941 the meter-gage roads were operating 94 locomotives, 375 boxcars, 453 gondolas and flatcars, 39 livestock cars, 9 water—tank cars, and 49 miscellaneous freight cars. Passenger equipment included 38 first-class coaches, 52 second-class coaches, 1 third-class coach, 6 mixed coaches, 16 sleeping cars, 2 dining cars, 21 baggage cars, 18 motor cars, and 15 miscellaneous cars. In¬ spection cars numbered 7, The above equipment has been insufficient for the traffic needs of the country, and Bolivian railway officials have been strongly requesting the United States to furnish additional rolling stock. It should be noted, however, that, although Bolivia's need is great, there is evidence that the more efficient use of available equipment would do much to relieve the present situation. TRAFFIC .In 1940 traffic on the railways of Bolivia, exclusive of the Huanchaca Railway, which does not publish annual statistics, totaled 1,465,787 metric tons of freight, 1,456,924 passengers, and 28,881 metric tons of baggage and express. As no breakdown of the traffic statistics is published, there is no way of as¬ certaining with certainty the exact tonnage of strategic and critical minerals carried. As most, if not all, of the exported ore is carried to tidewater by thç railroads, the export figures, 78,053 metric tons of tin concentrates in 1940 and the leased lines have 41 kilometers (25,5 miles) of sidings. All the lines are of meter gage*, s ingle-tracked and steam- operated. This railway system makes connections with six other Bolivian common car¬ riers, At Atocha it joins the Atochar-Villazon Railway, which forms part of the transcontinental rail route to Buenos Aires, On the Uyuni-Orurt section it meets the Machacamarcar-Uncia Railway, At Poto si it meets the Poto si-Sucre Rail¬ way, At Viacha connection is made with both the Aricar-La Paz and the Guaqui-La Paz Railways, At La Paz it meets the Yungas Railway. CONDITION OF ROADBED * «#• I Grade With a ruling grade of 3 percent, only 85 kilometers (52,8 miles) of the owned line and 71 kilometers (44,1 miles) of the leased lines are level. The Antofagasta-Bolivia has 205 kilometers (127,4 miles) with grades up to 3 percent and 250 kilometers (149.1 miles) with grades steeper than 3 percent. The Bolivia Railway has 345 kilometers (214,4 miles) with grades less than the ruling figure and 256 kilometers (159,1 miles) steeper« The maximum grade,, 7,6 percent, is on the Oruro-Cochabamba branch. % ». * Curvature With a minimum curve radius of 76 meters (249 feet) on the Uyuni—Atocha, Rio Mulato-Potosi, and Oruro-Cochabamba sections, the Bolivian Railway has 216 kilometers (134,2 miles) on q. curve; Only 71 kilometers (44,1 miles) of the Antofagastar-Bolivia are curved. The Ollague-Oruro section has a minimum curve radius of 190 meters (623 feet) and the ViacharJja Paz has one of 80 meters (262 feet). 2-14664 ~9~ Culverts. Bridges, and Viaducts On its own line the railway has 580 culvert? with a total span of 524 meters (1,719 feet), whereas the leased lines have 1,391 culverts-with a combined span of 1,122 meters (3,681 feet)» The Antofagasta-3olivia crosses 261 "bridges and viaducts with a total span of 3,002 meters (9,849 feet), and the Bolivia Railway- crosses 368 "bridges and viaducts with a total span of 4,154 meters (1,375 feet). A list of the most important of these structures is found in the report on' The Railways of Chile» Tunnels ' There are five tunnels ön the Oruru-Oochabamba "branch with a total length . of 301 meters (988 feet). The Viacha-Jja Paz section is reported to have two. tun¬ nels running 207 meters (679 feet)*." ' ' Telegraph Facilities . ; * " * « t « » ' i •' .. , ' 1 £he owned road has 1,058"kilometers (6"57.4 jniles) of double-wired •' telegraph lines, Vhëreas the leased road has 872 kiïoiéeters (541.8-miles) of single-and double-wired telegraph lines. Crossties Ties of hardwood and steel are used. The Antofagastar-Bo.livia has 37Q. kilo¬ meters (229.9 miles) of Wood and 160 kilometers (99,4 miles) of steel ties, • The Bolivia ■Railway' is laid with-266 kilometers (165.3 miles) of wood and, 406 kilo¬ meters (252.3 miles) of steel ties. The Oll&gue-Oruro section has wood and steel; the Uyuni-Atocha, steel; the Rio Mulato-Potosi, steel; the Oruro-Cochabamba, wood and steel; the Oruro—Viacha, wood; and the ViacharJja Paz has steel ties. Rails - The weight of the -rails on the different sections i h as. follows! Ollague-Oruro - 60, 68,4 pounds per yard Uyuni-Atocha - 60 11 " " Rio Mulato-Potosi - 65 " " " Oruro-Gochabamba - '60,65 " *'"' •" Oruro-Tiacha ' -' •• 55 " w Viacha¡-La Paz - 60 M " " i Water Stations Water is taken from 10 stations on the owned line and 16 stations on the leased lines. Maintenance The lines are reportedly kept in good condition. Annual expenditures by the company for maintenance of way and structures have been as follows! 2-14664 1936 1937 1938 1939 1940 1941 $93,360 131,895 153,795 131,455 195,470 248,865 -10- EQJJIPMMT Locomotives In 1940 the Bolivian section of the Antofagastar-Bolivia's own line had 20 locomotives, of which an average of 17,9 were in use during the year. The total number included 6 pas senger« train locomotive tenders, 3 pas s enger-train G-arratt units without tenders, 4. mixed locomotive tenders, and 7 freight-train engines with 4-wlieel drives. Of this total, 16 were oil "burners, using "bunker fuel pur¬ chased from the International Petroleum Company, The other 4 locomotives were coal "burners,. In the same year the leased lines had 18 locomotives, of which an average of 15,8 were in use during the year. The total number, Included 6 mixed locomotive tenders, 10 freight-train locomotive 'tenders with Awheel drives, and 2 switchers with 4-wheel drives. Seven of the units were coal burners and 11 were oil burners. In the same year the leased lines had 18 locomotives, of which an average of 15,8 were in use during the year. The total number included 6 mixed locomotive tenders, 10 freight-train locomotive tenders with 4-wheel drives, and 2 switchers with 4-wheel drives. Seven of the units were coal burners and 11 were oil.burners, ' Freight Oars The Bolivian portion of the owned line had 88 boxcars, 88 gondolas and flatcars, 2 livestock cars, and 14 miscellaneous cars, such as refrigerator and inflammable's cars. These 192 cars have a combined capacity of 4,800 metric tons and a total dead weight of 1,776 metric tons,. ft* Passenger Cars Passenger equipment includes 61 cars with a total dead weight of 1,420 metri tons and 9 baggage cars with a total dead weight of 162 metric tons and a capacit; of 90 metric tons . 2-14664 -11- Table I The Antofägasts-Bölivia Railway* .Passenger and. Baggage Cars. 1941 Typ.e .. ■ Number . - . — ' * -• * \ ' ■" ' *• r . ... ' Owned line Leased lines Total First-class coaches 4 12 16 Second-class coaches .7 14 21 Mixed coaches .1 4 5 Sleeping cars .7 3 10.. Other coaches .2 7 9 Baggage cars 3 6 9 Total 24 46 70 Renair Facilities; ' There is a well-equipped machine shop ät Oruro, serving "both the Bolivian and Chilean sections, ¡ It is able to handle all repair work, including,general locomotive repairs« Minor'or running repairs bay be made" at various stations on the lines. There are also • 2 roundhouses, 3 car barns, and.10 warehouses ( on the owned line.; and 5 roundhouses, 2 car barns, and 16 warehouses on the pleased lines« TRAFFIC Total Traffic - • • f* ■ • Traffic in the years 1936-1940 included the following: The Antofagasta-Bolivia Railway: Freight Traffic. 1936 - 1940 Year Owned line Leased lines Metric 'tons Metric -tons' _. 1936 344,0Ï7': 294,261 1937 369,140-" 352,784 1938 402,012- 302,289 . •< 1939 427,396 » 409,070 1940 474,364 1 486,849 2-14664 -12- Table III The Antofagast-Bolivia Railway: Passenger and Baga-ase and Express Traffic.-• 1936 - 1940 Year Passengers Owned line Leased lines 1936 1937 1938 1939 1940 354,337 340,000 289,988 397,9.26 341,521 392,550 ?2é 332,403 343,192 438,868 Passenger-kilometers » Owned line Leased lines 28,433,7^4 £9.200,3?$ • 28,355,6Ejl 47,24|,8G3 26,033,217 42,632,960 28,229,808 49,135,536 31,120,061 56,629,547 Metric tons of baggage and express Owned line Leased lines 6,531 7,466 6,784 7,240 7,685 6,740 8,308 8,306 9,398 10,643 Traffic bv Commodities The commodities which make up the freight traffic are shown in Table IV. Table IV The Antcfagasta<->3olivia Railway? Traffic by Commodities. 1940 Metric tons . Commoditv Owned line Leased line Low-grade ores 134,316 26,904 Tin concentrates i 59,048 43,191 Articles for mining industry and for construction 50,598 83,575 Wood and other fuel 46,175 24,168 Cereals, wheat, corn, etc. 32,847 35,886 PI our : . • 14,894 27,196 Stone 3,248 31,390 Sugar 10 ,-572 27,085 Explosives and inflammables 14,619 20,485 Salt 10,413 6,164 Oil 8,376 7,256 Coal and coke 6,948 4,063 Rice 3,245 7,633 Beer 5,048 5,090 Co ca 3,514 4,465 High-grade ores 2,063 1,493 Bran 940 1,830 Candle s . 422 641 Other articles 67.078 108.334 Total 474,364 466,849 Strategic Commodities Traffic In 1941 copper and tin comprised 44.91 percent of all the freight of the railroad. Prom Bolivia came 61,995 tons of tin barrilla, 54,228 tons of low- grade ores and tin slag, and 3,930 tons of other high-grade mineral ores» 2-14664 -13— Probiens in Increasing Traffic The Antofagastar-Bolivia Railway seems to have enough rolling stock to in-' crease substantially its traffic. In fact in 1941, it ran part of the service on both the Poto si-Sucre and Atocha Hailways, vithiwhich it connects. It has been reported, however, that the Bolivian section of this international line is poorly managed, and^that its traffic movement is slow. OPERATING STATEMENT The following table gives an operating statement of the railroad for the years 1930-1938: Table V The .Antofagasta-Bolivia Railway: Operating Statement. 1930 - 1938 Operating Year ■ revenues *(bolivianos) Operating expenses (bolivianos) Operating profit (bolivianos) Operating ratio (percent) Owned Leased Owned Leased Owned Leased Owned Leased '?v line lines' line lines line line line lines 1930 4,928,293 5,010,644 3,077,793 ' 2,999,458 1,850,500 3,011,186 62.45 59,81 1931 3,355,243 3,405,965 2,232,998 2,396,574 1,122,245 1,009,391 66,55 70.31 1932 2,834,655 3,243,384 1,889,060 2,144,308 945,595 1,099,076 67.00 66.0' 1933 3,783,094 4,506,434 1,930,073 2,209,708 1,853,021 2,296,726 51.02 49.0 1934 4,731,920 5,757,895 2,172,389 2,619,623 2,559,531 3,138,272 45.91 45.5 1935 6,687,010 8,762,367- 2,903,492 3,510,816 3,783,518 5,251,551 43.42 40,0' 1936 9,092,861 12,310,150 6,043,319 6,674,386 3,049,542 5,635,814 66,46 54.2 1937 14,454,363 19,912,577 12,661,584 14,800,031 1,792,779 5,112,546 87.60 74,3 1938 20,320,443 27,180,211 18,163,033 21,228,749 2,157,410 5,951,462 89.38 78.1' * 46.46 bolivianos - 1 United States dollar at the controlled rate of exchange, August 1942. 3-14664 -14- SECTION III , THE ARICA-LA PAZ RAILWAY (ferrocarril Arica a La Paz) —15— THE ARICA-LA PAZ RAILWAY' .•i •» ■ ■ ^ i - — — — ■ »i» ———— ' ( Pe ? r o c ar r í-1 ' Ar i- c a "a L'a Paz )• '* ** 1 i, • , . ( 1.* , «. *.'J i' - / J.-7 . ' -" » ' * ► ^ , The construction of the Arica-La Pas Rail way was.,one of the results of the War of the Pacific which involved Bolivia, Peru, and Chile, In thé treaty of peace of 1904 the Chilean Government agreed to "build a railway, from.the port of Arica to- the metropolis, of Bolivia and later to recognize the Bolivian Government1 .s ownership of/ its' section' of the-röad.: Construction was begun in 1909, the railway was completed in 1913,- and in 1928 Bolivia assumed' title to the line beyond Kilometer 207, ' ' ;! As this railway is the shortest of Bolivia's three possible outlets to the Pacific Ocean, it is of greater importance to this country than it is to Chile, It is also significant because it is the western end of a projected transcon¬ tinental railway, a portion of which is now (1942) under construction and which, when and if completed, will extend from Arica through Brazil to Santos. „ . , LENGTH ' . ' ! ' ' •- * I# J. ' '* . . I * . , * The Aricar-La Paz is a meter-gáge*, single-track, steam railway running from Arica on the Pacific Coast to Charana on the Chilean-Bolivian border, and -on to La Paz, which it reaches by means of the Antof agastar-Bolivia Railway'from El Alto, With a branch to El Molina the Chilean section has a total route length of 207 kilometers' (128.6 miles). The Bolivian part runs for 241 kilometers (149.8 miles) including a branch of 8 kilometers (5.0 miles) from General-Pando to Coröcofö* Sidings in Bolivia total 12 kilometers (7.5 miles). As'-'the AricarCharana portion of the road is treated in the report on The Railway's of ¡.Chile. Department of Commerce, September 1942,, this, study will deal only with the Bolivian section running from Charana to L,a Paz. * ' '• 'V CONDITION CF ROADBED Grades • • • . . ' » 1 ' ' ' .** V *..•*. « Of the total main-line" and branch mileage., 41 kilometers (25,5 miles) are level, '62 kilometers (.38,'5 miles) are on-a grade of less than thp "ruling grade of 2.2 percent, and 138 kilometefs' (85*7- "miles) exceed, the ruling gradeThese figures include the branch, 7.5 kilometers (4.7 miles) of which are On à grade. Curvature • • * - 1 * ' ' ' ♦ "* •. v ■ • " * / The Aricar-La Paz- main line" has-a minimum curve radius of 100 meters (328 feet for 238 meters (781 feet).., whereas the branch has.-a minimum curve radius of 70 meter's (230 feet) rfor- 9.7 metérs"!(32"-feet.) • The main line has 177 kilometers (110.0 miles) .on the straightaway and 56 kilometers (-34,8 -miles) curved; whereas the Corocoro branch has 5 straight kilometersr(5.1 miles) and-3 curved "kilometers (1.9 miles). %,• ; - . „ < ' ' • , , ,,r s . , » *1 meter equals./about. 3 feet 3 3/8 inches.'- •î4 4 •• - r ' ' i ' * J V 2-14664 —16 Culverts, Bridges. Tunnels, and Viaducts • /' ... i". ' ' . There are 1,472 culverts on this railway, their total span "being 916 meters (3,005 feet), and 82 bridges and viaducts with a total span of 674 meters (2,211 feet)» . All are on the main line» There are no tunnels anywhere on the Bolivian section of the road. • - < ■ J .. ' % j 1 , ' » . * • " * . • Telegranh Equipment < , . , ■ -n The main line has a double-wired telegraph line of 470 kilometers (292.Ö miles), whereas the Corocoro branch has a .single-wired line of 7.60 kilometers (4.51. miles).r . Crossties i , Kardwood ties are used exclusively. Kails • The main lino roadbed is laid with Vignftla rails, weighing 28-30 kilograms per meter* Krupp rails are used on the branch;.their weight is 30 kilograms per motor* ■ . : SHIPMENT : Locomotives Locomotives of the main line of the Bolivian section of the Arica-La-Pa« number 7, including 2 passenger-train locomotive tenders, 3 freight-train units with 3-wheel drive's, 1 with 4-wheel drives, and 1 with 5-whëel drives* The Corocoro branch has 1 locomotive for mixed service. Although all units are coal burners, some of them also burn Diesel fuel oil, Preight Cars The Aricar-La Paz has 102 4-wheeled freight cars on the Bolivian section, their total dead weight being 1,207 metric tons, They include 50 boxcars, 39 .gondolas and flatçars, 6 livestock cars,, and 7. special cars (refrigerators, inflammables cars, etc*) _ ' * i Passenger Cars The total number'of passenger cars is 10, including 2 second?-class coaches on the Corocoro branch and 1 baggage, car on the main line* Other main-line cars-are 1 first-class, coach, 2 second-class, coaches, "1 mixed coach and 3' sleeps ing cars. Main-line units have a total dead weight of 141 metric tons, ex¬ clusive of the baggage car whose weight,is 2i'metric tons. The dead weight of the branch cars totals 25 metric tons. ■ < * * ■ Beuair Shop a. machine shop, capable of making general locomotive repairs is located at Viacha; it serves both the Bolivian and, the Chilean sections of the line* Minor or running repairs may be made at various stations on the railway* The' main¬ line has 2 roundhouses, 1 car shelter, and 4 warehouses. The branch has its own 2-14664 , - -17« i roundhouse and warehouse. . . • TRAFFIC . 4 ; Total Traffic / The traffic statistics for the Bolivian s.ection during thé years 1936-1940 , are shown in Tables I and II. v" ' " • Table I » , The Arica-La Paz Railway' Freight Traffic. 1936-1940 Ton-kilometers Year" i 1936 1937 .. 1938 ; 1939 1940.. ; Metric tons 120,955 144,593 157,804 144,381 181,365 Main line 23,584,884 28,243,399 31,368,977 27,851,917 31,168,664' Branch 60,552 73,992 75,754 99,673 139,776 • . Table II /, . » • „ * * The Aricarla Paz Railways Passenger» Baggage'« and Exnress Traffic. 1936-1940 *• * Passenger-kilometers Baggage Year Passengers Main line Branch Metric tons •••Ton-kilometers 1936 44,396 3,452,824 138,564 520 68,423 1937 45,817 3,512,120 136,168 681 94,272 1938 35,096 3,002,354 109,786 627 100,658 1939 42,446 4,033,459 127,648 824 1940 57,234 3,595,500 160,053 759 a rate war between the Chilean and Bolivian sections of the railway resulted in raising the rat^s on the entire line at the beginning of 1942. As a con¬ sequence, a^ good deal of traffic was diverted to the Guaqui-La Paz Railway, which is part of the route to Moliendo, Peru# It was believed, however, that an agreé- ment would be reached between Bolivia and Chile whereby the Arica~La Paz rates ' would be lowered in order to regain the lost traffic# At present (September 1942) it is possible that this settlement has already been effected. Strategic Commodities Traffic In 1941 the Corocoro copper deposits shipped 18,023 metric tons of concen¬ trates containing 7,274 metric tons of copper# This represents a gross ore ton¬ nage of over 30,000 metric tons. Problems in Increasing Traffic On several occasions in the past the Aricar*La Paz has been taxed beyond its capacity by the demands of Bolivian shippers with consequent long delays in the transportation of freight. Indications are that additional rolling stock is needed J.f the railway is to increase its freight traffic substantially, although 3-14664' .18- in 1941 it had enough locomotives and even loaned two to the Atochar-Villazon Railway. OPERATING STATEMENT The following operating statement indicates the financial.fortunes of the railway for the years 1930-1938: . Tahle III The Arica-La Paz Railway: Operating Statement of Main Line in Bolivianos, 1930-1938 Year Operating revenues Operating ' expenses Operating profit or loss Operating ratio -(percent) (bolivianos) (bolivianos) '(bolivianos) 1930 1,422,773 , 978,869 443,904 68.80 1931 898,221 788,043 ' 110,248 87.73 ' 1932 884,702 712,443 "" 172,259 80.53 1933 962,266 842,215 . 120,051 75.37 1934 1,467,407 1,194,010 ' 275,396 57.61 1935 2,235,144 999,022 1,236,121 44.70 . 1936 4,686,648 1,569,070 3,117,578 43.93 ' ; 1937 7,960,628 3,736,836 4,223,792 46.94 1938 10,474,426 5,475,726/. 4,998,700' 52.28 2-14664 píe»» fa? c r+i 4+: *v/j* si » 4 • • • <5> PERU <$ O ¿A PAT c* nj Ni SANIA CRUZ ♦ ♦ » ' \ * A R G ENTINA >14664 -<7 TRANSCONTINENTAL RAI LWAY SANTOS TO ARICA IÓO 50 O roo 200 300 400 500 MILES / MUE - /• 6Q9 KILOMETERS DEPARTMENT OF COMMERCE BUREAU or rOREMM ANO DOMESTIC COMMERCE' S COR U MBA' R?*ES*Z*A*tCA < -»SO-* SECTION IV. THE GUAWUI—LA PAZ RAILWAY (Perrocarril Guaqui~La Paz) — 21«-* the guaqui-la paz railway (ferrocarril Guaqui La Paz) ■". - She Guaqui-La Paz Railway was constructed "by the Solivian Government" under a law of 1900. Its purpose was to provide an outlet to the Pacific Ocean by means of connections with Lake Titicaca steamers to Puno and the Southern Rail- • way' of"Peru to Moliendo. As.the Government could -not; meet it s obligations to its bondholders, in 1910 it sold the railway to the Peruvian Corporation, Ltd., the British concern which owns the Southern Railway of Peru as well as other ' Peruvian roads. LENGTH The Guaqui-La Paz 'là • a-met en-gage*- single-track road, operated by steam traction between Guaqui and El Alto and electrified.from there to La Paz. She total route length i s 97 kilometers (60*3 miles) and there are 14 kilometers (8.7 miles) of sidings» ' At'..Viacha it meets .the Anto fandst ar-Bolivi a and' Arica- La Paz Railways. At La Paz it connects with the Yungas Railway. CONDITION Of ROADBED Grades The steam-operated section has a maximum, grade of 2.5 percent', but the electrified line has a grade of 7 percent for 5 kilometers (3.1 miles). Of the total route length, 10 kilometers (6.2 miles) are level, 16 kilometers (9.8,miles) are on light grades, and 71 kilometers (44.1 miles) are on steep grades.- ' \ Curvature With a miniinUió' curve radiu's of 100 meters (328 feet), 53 kilometers;(32.9- ■; miles) are curved and 44 kilometers (27.3 miles) are straight. " Culverts. Bridges. Viaducts, and Tunnels There are 70-culvert s on .the line with a total span .of 70 meters (23Ö feet) and 41 bridges and viaducts with a total span of 310 meters (l,017" feet). The Guaqui-La Paz does not go through any tunnels. " •v < Telegraph facilities The Guaqui-La Paz has 307 kilometers (190.8 miles) of double-wired telegraph lines. Crossties Ties of Oregon pine are used. * 1 meter equals about 3 feet, 3 3/8 inches i 2-14664 -23- Ralls ' * -* <« The rails used aré A» S.C*E, standard, 16, 18, 35, and 31 kilograms per meter in weight, the heaviest /being used on the electrified section. Clearance -Clearance on the Guaqui-La Paz is limited to 27 meters^(89 feet) in length and 2.20 meters (7.23 feet) in width. • EQUIPMENT Locomotives In 1941, the railroad had 13 locomotives, all used for mixed passenger and freight service. Of these, 7 were locomotive tenders, 2 "being oil "burners, and 5 coal "burnérs. The remaining 6 ware electric units. In June 1942 the Guaqui-La Paz sold two 1904 Mogul switchers to the Atocha-Villazon Railway. Ereight Cars ' The railrèad has 76 freight cars with a combined capacity of 1,337 metric tons and a total dead weight of 729 metric tons. They include 53 "boxcars, 21 gondolas and flatcars, and 2 other cars. Passenger Cars The G-uaqui-La Paz has 16 passenger, coaches and 2 "baggage cars. The coaches have a combined dead weight of 180 metric tons* They include 8 first-class coaches, 6 second-class coaches, and 2 other coaches. The "baggage cars have a total capacity of 20 metric tons and a dead weight of 23 metric tons. Repair Facilities * * Equipment for repairs is meager, there "being one machine shop capable of making only minor repairs. There are also 3 roundhouses, 3 carbarns, and 14 warehouses. TRAFFIC Total Traffic k ( Traffic statistics since 1936 are as followsi 2-14664 •dff- Táble X The Guaciui-La Paz Railway? Traffic. 1936-1940 Freight Passengers Baggage and express Ton- Passenger- Ton- Year Metric tons kilometers Number kilometers Metric tons kilometers 1936 71,046 4,052,732 68,861 4,863,064 850 53,033 1937 98,496 5,347,989 61,266 4,291,404 395 33,792 1938 119,050 6,048,736 47,408 3,084,033 242 —_ 1939 112,745 6,090,164 48,831 2,914,031 187 1940 100,980 5,799,834 60,087 3,749,701 149 Strategic Commodities Traffic ALthough no "breakdown of the traffic statistics is available* it is likely that the Guaqui-La Paz carries some tin and tungsten» OPERATING- STATEMENT Financial statistics show that the railroad has not been operated profitably in the past» Table II The Guaaui-La Paz Railway? Operating Statement. 1930-1938 Year Operating revenues Operating expenses Operating erofit or loss Operating ratio (uercent) *(bolivianos) (bolivianos) (bolivianos) i 1930 675,710 643,181 32,529 95.19 1931 453*634 518,613 -64,979 114*32 1932 , 270,989 471,877 -200,888 174.13 1933 376,030 477,349 -101,319 126.94 1934 514,104 638,348 -124,244 124.17 1935 786,539 1,370,318 -583,779 174.22 1936 1,217,832 1,942,021 ' -724,189 159.47 1937 2,217,741 2,940,918 -723,177 132.61 1938 3,54.2,195 5,601,205 -2,059,010 158.13 * 46.46 Bolivianos = 1 United States dollar at the controlled rate of exchange, August 1942. \ \ 2-14664 SECTION V THJD ATO CHA-VILLA20U RAILWAY (Ferrocarril Atochar-Villason) „ -25- THF ATOCHA-VILLAZON RAILWAY (Ferrocarril Atocha-Villazon) ,r'„ ?'a ■ >:..?*>•' i¿.u-.'-L »' ¿r* ■ •' >! - The construction of .the.-AtoehaAVillazo'n Railway was first stipulated, in 1894 "by an urgentine^Bolivian .convention'^ After many contractual difficulties ,with the constructing firms, the Bolivian Government finally succeeded ih getting the road finished, in 1925 at an' approximate cost of'$10,000,000,' ' Originally operated "by the Government, the At o char-Vi llazon, later came under the administration of the Hochschild raining interests but in èarljr 1942 returned to the jurisdiction of the Bolivian Dirección General de Ferrocarriles,, although with its own' lócal management. •. ♦ h '*• ' " The strategic importance of the Atochai-Villazon is that it is a link in the only all-rail transcontinental system in South America, a system running from Buenos Aires, Argentina, to Antofagasta, Chile, With the present war and its attendant Atlantic-shipping limitations, the role of the Atocha-Villazon has be¬ come increasingly, vital, " ' ' ■ • • LFNGTH This railway, lying in the Department of Potosi, runs from Yillazon. north to Kilometer 90 and then northwest to Atocha, and has à total length of 198 kilometers (123,0. miles) of meter-gage*, single-track, steam-operated track,.' The Ato char-Vi llazon has only ten kilometers (16,2 miles) of sidings and " 1 auxiliary tracks. At Villazon it connects with the Argentine State Railway and at Atocha with the Antofagastar-Bolivia, * ' CONDITION OF ROADBFD 5 « " Grades The maximum grade occurs between Kilometer 123 and Kilometer 149, , Here in crossing- the Yufiiia Hill, a total1 distance of 26 kilometers (16, 2 miles) the railroad makes an ascent of 603 meters (1,978 feet), ' On this 'section 'only 2,245 meters (7,365 feet) are level; 19,695 meters (64,616 feet) have grades of over 2 percent, and .23 meters (75 feet) have the maximum grade of 3-percent," Curves • Between Kilometers*22 and 45 there are.a- total of 99.curves, including 66 percent of the entire section. The minimum curve radius of the entire line, v82.06 metqjjs,. occurè in a tunnel at Kilometer 37, f \ i I ' • f ' ' ' Culverts. Bridges and Viaducts "" The Atocha-Villazon crosses 837 culverts and 52 bridges and viaducts, with total lengths of 927 meters ,(3,041. feet) . and 203. meters. (666 feet), respectively. Construction of the bridges is too weak tp withstand the .annual-rainy season be¬ tween December and March, and torrential downpours periodically carry them away, \ * 1 meter equals approximately 3 feet 33/8 inches. 2-14664 •~«2'fc>— Tunnel s • There are five tunnels on this line, running 475 meters (1,558 feet) ail told. The first of these is 43 meters (141 feet) long and occurs 105 kilometers (65,2 miles), from Atocha where the line passes through the Tupiza gorge, The second tunnel lies in the Oploca gorge at Kilometer 71 and has a length of 182 meters (597 feet). Between Kilometers 22 and 45 there are three tunnels extending a combined distance of 250 meters (820 feet) and having numerous retaining walls. Telegraph Facilities This railway has 198 kilometers (123,0 miles) of doubles-wired telegraph lines. Ballast Ballast on the Atochar-Villazon Railway consists of stone and dirt and in,the past has proved inadequate. Long sections of rail are annually washed away.by the rains, Crossties Except for 19 kilometers (11,8 miles) laid with pine tica ties the entire roadbed uses Argentine quebracho and United States Douglas fir, spaced 1,500 and 1,800 to the kilometer, respectively. Rails Standard rails, made of Bessemer steel, and imported from Belgium and the United States, are used. They weigh 30, 32, 34, and 39 kilograms per meter. Clearance Clearance is limitèd to 3.20 meters (10.50 feet) in width and 4,07 meters (13,35 feet) in height, Later Stations ' * Frincipal water stations occur at Viílazon (one 30,000-gallon tank poorly equipped with an old Worthington pump)- Medinaceli (hojo station, one well and 15 ,000-gallon tank); Arenales (Yuruma station, one 15,000-gallon tank and one 18,000-gallon tank); Balcarce (Házareno station, one: well); and Tupiza (one 40,000-rgallon tank and One 20,000-gallon tank). Arenales, with an ample supply . of medium-hard water, is the leading water station. The Tupiza water'is too hard for boiler feed and is used'only for washing purposes. One other station supplies water for the boilers. This- is at Kilometer 20, where, there is a 15 ,000-gallon tank. Stations at Opio ça'and Tres Palcas' have , . water-which is too hard'for-the boilers. Atocha is-equipped with facilities be¬ longing to the Bolivia Railway, and-the supply is barely sufficient for the re-' quirements of that line.' " ' ' !,i > 2-14664 27- Maintenance * The maintenance of the line presented serious problems to the Hochschild administration, "but it is said that " the. incompetence, ôf the present government operation has considerably aggravated the situation. . The section of line most difficult *to'operate extends from Kilometer 22 to Kilometer 45, especially that part between Tres Palcas and Kl Chorro. Here the railroad follows a, narrow gorge and',the roadbed is' subject to {'the constant threat of floods and slides. Grades up to and above 2 percent are present for all but ^260 met ers (85¿3'feet) of the way,, and the tunnels and sharp curves mentioned àbove are found in this section. Although engineers1 reports indicate that a line of lesser grades and curves than the present one could have been constructed, a general rectification of the line is now considered out of the question. Some reductions in grade are believed possible without great cost, especially in one of 1,83 percent at the entrance to the Oploca station, a grade which is so close to the station that it cannot be negotiated by momentum. ' EQUIPMENT ' • • ^ Locomotives" " • • 'The Atocha-Villar on Railway, has eight main-line locomotives and ,three switch¬ ing engines in service and two main-line engines undergoing general repairs. All are in poor condition and have not been under general repairs for a number of years. Of the total number, only six main-line and three switching units belong to the railroad. Three of these'locomotives are -American Locomotives Works Mikados, built in 1923, and one of these is pnder repair. Of three Borsigs, pur¬ chased in .1925, one is under repair. Another Borsig, of the Consolidation type, was purchased in 1927 and. is used for switching. The last two are switchers used at Villason and.Tupiza.. '.They are;1904 Moguls,, purchased in •June 1942 from the Guaqui-La Paz Railway, in order to release main-line units previously used for switching.. ...J. - The remaining.four locomotives are borrowed from other lines. Two of these are G-arratt-articulated heavy-duty engines leased from the Argentine State. Rail¬ ways under contraot of March 6, 1942. They are too old, too heavy, and. too- long for efficient use -.on the Atocha-Villazon. and will probably not be used north of Tupiza. :The last two locomotives, one a Mikado and the other a Consolidation, are on loan from the Airica-La Paz. ■ ' • . - Eoiir Santa Pe-type units are on order with the Baldwin Locomotive Works. Indications are t'hat two of these will be shipped in September 1942,-. r ■ 1 ' .r ' - V Lo co mot ive 'Puëi , All -but four of the locomotives are-coal burners. The Garratts nse Diesel oil which,, by the terms of the lease, is delivered at La ^uiaca by the Argentine State Railways."'-Two of the switching-engines are wood burners,,. , . It has been reported that the locomotives in the past were fed an unsuit¬ able type of coal, causing their periodic internment in the Tupiza shops. More¬ over,, acid content in the water at one or two of the stations on the line is said to have corroded the boilers, s 2-14664 ~28- Freight Cars In 1941 the Atocha Villazon was using the following freight cars, all of which were in serviceable condition. "* ' Table I • The Atocha-Vi11azon Railwavi Freight Cars in 1941 Tyoe Number Year Purchased Boxcars 15 1925 Boxcars 1 1939 (built in Tupiza) Flat cars 11* 1922 ■ G-ondolas 5 1925 Cattle cars \ 10 1925 ; Water-tank cars 7 • Totals 49 * 10 used in road construction and maintenance, • 1 for public traffic» Although more freight cars ar'e'desirable, they are not absolutely necessary« Passenger Cars The passenger cars include the following:. » « Table II The Atocha-Villazon Railway! î Passenger Cars in 1941 Type Number Year purchased Condition • First-class coac'h 1 1926 serviceable First-class coach ' ( 1 1926 in repair Second-class coach ."1 1926 serviceable Second-class coaçh 1 ' 1926 ' in repair Third-class coach ' ;1 For use in Maintenance of Way Department Dining car 1 1926 " serviceable Dining car f, 1 1926 in repair Sleeping cars . ' '2 1926 (2 serviceable Sleeping car ' ' 1 1937 (Tupiza) (l in repair Private car 1 1928 serviceable Inspection car 1 1926 serviceable Baggage car 1 1925 (l serviceable Baggage car ' * ' 1. 1931 (Tupiza • (l in repair • (rebuild - Kalamazoo mot«r cafs 3 for own use ' serviceable Kalamazoo motor cars 1 for own use in repair 2-14664 -29-" Renair Shops The only repair shops of the AtochaAVillazon are at Tupiza, inadequately equipped with old tools. As the buildings are small, inspection, minor repairs, and painting must be done in the open air. General repairs beyond the capacity of the Tupiza shops are usually made in the Tafi Viejo shops of the Argentine State Railways, Some work has also been done for the Atochaf-Villazon by the Antof agastar-Bolivia Railway at Uyuni, TRAFFIC 'Total Traffic For a long time past, the shortage of rolling stock and the poor condi¬ tion of the roadbed have resulted in serious traffic congestion. Under the Hochschild administration trains moved at capacity, but the management of the Government has been inefficient■and things have gone from bad to worse, -Almost all freight movement originates in .Argentina and is northward. By March 1942 huge stores of-freight were piled up at the Argentiné frontier, with the result that the administration decreed that only flour, wheat, gasoline, sugar, and live cattle would thenceforth be accepted for transport, with exceptions-al¬ lowed only by special permits, Since that time it has been alleged that favoritism plays a part in the issuing of these permits and even so long de¬ lays in movement are unavoidable. The following table shows the traffic for the years 1936-1940Î * i * • » • ' r Table III The Atocha-Villazon Railway! Traffic. 1936-1940 * Year 1936 1937 1938 1939 1940 'Passengers . Baggage and express Freight Number Passenger-kilometers Metric tons Metric tons Ton-kilomett. 80,018 42,489 44,275 38,729 42,001 10,927,105 5,068,903 5,525,430 5,050,290 5,031,808 2,241 2,390 2,217 3,023 78,726 97,752 48-, 012 58,692 84,463 7,333,034 9,230,756 7,129,655 9,521,437 14,641,869 Strategic Commodities Traffic Other than gasoline, which it hauls for domestic consumption, the Atochar- Villazon is not known to carry any strategic commodities.. LABOR Salaries of Atocha-Villazon employees are uniformly low and were not changed in 1941, when most of the Bolivian lines granted increases. Overtime, however, is paid, and this leads to a slowing down of traffic movement. 2-14664 .. ^ OPERATING- STATEMENT The following statement shows the fluctuating fortunes of the railway! Table IV The Atochctt-Villazon Railway»- One r atins St at ement.. 1930-1938 Operating i , ' Operating Operating * * ' Year revenues expenses nrofit or loss Oner at ins re *(bolivianos) (bolivianos) (bolivianos) (•percent) 1930 714,625 883,495 - 168,870 , 123.63 1931 503,201 568,235 - 65,034 , 112.92 1932 . 732,944 762,472' • - 29,528 104,03 1933 1,043,002 , 930,737 • 112,265 ' 89.24 1934 . 1,723,799 1,523,006 200,733 88.35 1935 2,156,268 . 1,813,769 342,499 84.12 1936 2,382,240 1,976,129 ' 406,111 •82,95 1937 3,333,932 ■ ; 3,223,748 110,184 , 96.70 1938 3,418,839 . 3,457,471 • — 38,632 .. 101,13 FUTURE r p V V '* . ' • . With Brazil in the war, the shipping hazards along the Atlantic-coast lanes will become increasingly prominent. Freight from Uruguay and Argentina will seek a safer route through the Pacific Ocean to the United States, and the deficiencies of the one weak link in the railroad chain occurring between Villazon and Atocha will seriously hamper the overland traffic; Several suggestions for improving conditions on this railroad have been forthcoming, most of them dealing with management problems. The necessary increase" in rolling stock would be small if management were to be properly delegated and exercised all along the line. Dispatching is poor?;.train schedules operate on'a day-to-day'basis. Argentine cooperation in the.leasing of rolling stock and in the operation of part of the line is not being exploited to the fullest,and the wage system is inefficient. Improved repair, facilities at Tupiza, additional sidings, and better water, should also be secured. The aid of the AntofagastaABolivia Railway should.be enlisted wherever possible. All these factors deserve the consideration of .the authori¬ ties before the, question of sending equipment from the United States is answered. « • » i ' • " • t ' , » • 1 ' • • * 46,46 bolivianos - 1 United States dollar at the controlled rate of exchange, , August 1942. • 2-14664 -31— SECTION VI THE POTOSI-SUCHE RAILWAY (Ferrocarril Potosí a Sucre) THE POTOSI- SUGEE RAILWAY (Ferrocarril Potosí a Sucre) The Poto si-Sucre Railway, v/hich was opened to traffic in 1933, is a federally owned road "but is virtually an extension of the Bolivia Railway, Its significance is less economic than political for by it, at long last, the de .iure capital of Bolivia finally sechred a connection with the country's railroad system. The main line of th|s rai^çpad runs from Poto si to Sucre, a distance of 174 kilometers (108,1 miles). In line with the country's desire to develop communication between the plateaus and the lowlands, an eastern extension of 15 kilometers (9.3 miles) was put into service in 1938, Projected additions, when completed, will reach the oil fields and refinery of Camiri. The Potosi- Sucre is a meter-gage*,single-track, steam-operated road with 8 kilometers (5,0 miles) of sidings, CONDITION OF ROADBED Grades ' The ruling grade is 3 percent, and only 2 kilometers (1,2 miles) are level. Of the remainder, 107 kilometers (66,5 miles) are on grades of less than 3 per¬ cent, and 80 kilometers (49.7 miles) equal or exceed the ruling grade. Curvature With a minimum curve radius of 70 meters (230 feet), 85 kilometers (52,8 miles) are straight and 104 kilometers (64,6 miles) are curved. Culverts. Bridges. Viaducts, and Tunnels The Potosi-Sucre Railway has 1,019 culverts, with a total span of 1,061 meters (3,481 feet), and 18 bridges and viaducts, which span a combined dis¬ tance of 568 meters (1,864 feet). There is 1 tunnel on the road, 130 meters (427 feet) long. TelegraUh Facilities ) Telegraph facilities include 405 kilometers (251,7 miles) of double-wired line, / Crossties Of the total track, 96 kilometers (59,7 miles) are laid with steel ties, while the remainder of the ties are of hardwood. * 1 meter equals approximately 3 feet 33/8 inches. 2-14664 •**33— Rails Various type's of rail sections ; afe. used,, th,ei'r weights varying from 18 to 32 kilograms per meter, \ Maintenance f • ' ... i , equipment Locomotives The Poto si-Sucre Railway has 2 Vulcan Iron Works oil-burning locomot ives purchased in 1918 and now in poor condition; 2 Or ens t'ein and Koppel Malletts, 1 an oil burner; and the. other being converted to burn oil, .purchased in 1913, and al^so in poo.r condition; and 5 gasoline-driven motor cars» ". Of these, last- 5'¿ only 2 are in good condition, 1 is undergoing repairs,' and the others are in poor to bad condition. Freight Cars • - The freight car*?-on this line are all in good condition» '-They include 6 boxcars, 5 flatcars, 5 gondolas, and 2 cattle cars, «. Passenger Oars Passenger,/oar s number 11, and of .'these,-, 9 are1 motor-car s,. 1 is a first- class coach, and the last is a second-class coach. Whereas the coaches are both in serviceable condition, the engines of all but 1 of the motor cars are in bad order; the exception, with a 25-seat capacity, is in good .condition, . One of the motorcars has 6 seats,, another has 20 seats, 4 have 2Q' seats, and 2 seat 34, • i' + Re-pair Facilities t * A railway-machine shop,, reputedly the best in'Bolivia, is equipped for all work, including general locomotive repairs. The.- equipmentdespite being over 10 years old, is in serviceable condition. The Poto si-Sucre Railway also has 2 roundhouses, 2 carbarns, and 7 warehouses.. • traffic Total Traffic The movement of traffic on the railway is wholly dependent on the Antofagasta-Bolivia Railway» 2-14664 •—34-' Table X The Poto si-Sucre Railway: Traffic. 1936-1938 Year 1936 1937 1938 Freight Passengers Baggage and express Ton« Passenger- Ton- Metric tons kilometers Number kilometers Metric tons kilometers 22,208 15,406 24,2-73 2,071,767 49,802 4,425,471 53,876 4,535,425 53,807 4,247,856 - ' « > - f 760 855 105,528 130,305 Strategic Commodities Traffic It is doubtful whether the Potosi-Sucre Railway carries any strategic com¬ modities, The projected extension, however, as noted above, will serve the oil fields and refinery of Camiri, OPERATING STATEMENT The operations of the railroad have yielded the following operating re¬ sult sí Table II The Potosi-Sucre Railwayi Operating Statement. 1933-Í938 Year Operating revenues t .ivianos) Operating expenses (bolivianos) Operating profit or loss (bolivianos) Operating ratio ratio (percent) 1933 1934 1935 1936 1937 1938 76,954 200,345 1,117,874 1,317,5.33 ■ 2,-095,597 3,103,917 231,464 230,936 742,038 ; "976,535 .1,873,898 2,972,045 154,510 30,591 375,836 340,998 221,699 131,872 300.78 115«27 66.38 74.12 89.42 95.75 * 46.46 Bolivianos « 1 United States dollar at the controlled rate of exchange, August 1942. 2-14664 SECTION VII. THE C0C11AB AMBiW SAHT A CHUZ RAILWAY (Ferrocarril Cochábambar-Santa Cruz) —36.— THE COCHAD AM3 A- SANTA CRUZ RAILWAY (Ferrocarril Co chaba¿bar-Santa Cruz) The Co chabambar-Santa Cruz Railway isa projected link, partially completed, in the Transcontinental Railway from Santos, Brazil to Arica, Chile. The chief motive for its construction, however, was the desire to provide connections be¬ tween the Bolivian plateau and the fertile food-supplying lowlands to the east. Although a survey was authorized in 1918, authorization for its building did not come until 1928. It reached Vila Vila in 1930; since that time no further con¬ struction has taken place. Because of the small population of the area traversed, it is claimed that the extension to Santa Cruz would be unprofitable,. LENGTH The railway runs from Cochabamba on the Bolivia Railway to Vila Vila, with a branch from Cliza to Arani. Single-tracked and steam-operated, it has a gage of one meter* and a total route length of 141 kilometers (87,6 miles). Sidings x add 8 kilometers (5,0 miles) to the track. CONDITION OF ROADBED I Grades Of the total 'length only 13 kilometers (8.1 miles) are level, 71 kilo¬ meters (44,1 miles) are on a grade of less than the ruling 3 percent, and 57 kilometers (35.4 miles) exceed the ruling grade. Curvature The minimum curve radius on the Co chabambar* Santa Cruz is 75 meters (246 feet), and 56 kilometers (34,8 miles) of the road are curved. Culverts. Bridâtes. Viaducts, and Tunnels ' This railroad crosses 687 culverts, with a total span of 595 meters (1,952 feet), and 55 bridges and viaducts, spanning 816 meters (2,677 feet) all told. There are 9 tunnels on the road, with a total length of 1,327 meters (4,354 feet). Telegraph Facilities / The Cochabambar-Santa Cruz operates 142 kilometers (88,2 miles) of double- wired telegraph line, Crossties Hardwood ties are used,. * 1 meter equals about 3 feet 3-3/8 inches. 2-14664 -37- Rails Standard,, rails, ■wëighing'35 and 52 kilÔgr-ams perimeter,, are used. • ' B^UIPKFNT • 4 - t ¡ Locomotives The Co chabambar-Santa Cruz Railway has six wood-burning locomotives. These include 4 Or en stein and Koppel 1929 Mikados, 1 Baldwin 1922 Mogul, and 1 Borsig 1913 Mogul,■ The only lopomotive in good condition is one of the Orenstein hmd Koppels, Mother Orenstèin and Koppel and the Baldwin- engine are in "bad order. The three remaining units are in fair condition, ' Freight Cars Freight cars of the railway are as followsi Table X The Oochabamba-Santa Cruz Railway? Freight Cars. 1941 / 1 * * . r Year of Capacity "of each Type Number Manufacturer manufacture (metric Boxcars 14 ♦ t American Car & Foundry 1929 24.' Boxcars 11 Bautzen 1938 24 Boxcars 1 Brocker 1929 12 Gondolas 3 Bautzen 1938 24 Flat car s.. 9 American-Car & Foundry .19.29. 12 Flat car s "5 : • Bautzen . .. , 1936' 24 Ballast cars 10 American Car & Foundry 1928 24 Livestock cars 2 American Car & Foundry 1929 24' Livestock car 1 Bautzen 1938 24 Total 56 Condition good -' ; good "bad. good ' -, good good good "• good '• good Passenger Cars This railroad operates 21 passenger and baggage cars. Tahle IX \ The Coohabamba-Santa Cruz Railway? Passenger Cars. 1941 Type Number Manufacturer First-class coaches 2 American Car' & Foundry First-class coaches 2 Bautzen First-class coaches 2 Brocker Second-class coaches 4 American Car & Foundry Second-class coaches 3 Bautzen Second-class coaches 5 Brocker Baggage cars 3 American Car & Foundry Total 21 Year of manufacture 1929 1938 1929 1929 1938 1929 1929 18 Seat s in each 64 64 36 64 64 36 metric tons Condition good gocd fair good good fair good 2-14664 -38-*." .. Repair and. Storage Facilities ^he Cocha'bam'ba-Sant.a Cruz Railway has a machine shop equipped for all re« pair wopk,including general locomotive repairs, Although practically all the equipment was purchased in 1928, it is/ in serviceable condition. The rail¬ road also has a roundhouse, a carbarn and six warehouses. TRAFFIC Total Traffic The traffic carried by the railway has been as follows: Table III The Cochabamba-Santa Cruz Railway? Traffic. 1936-1940 Freight Passengers Baggage and express Metric Ton- Passenger- Metric Ton- Year tons kilometers Number kilometers tons kilometers 1936 21,590 1,109,311 590,136 25,682,973 3,623 147,4-73 1937 27,223 1,562,115 ' 470,370 25,656,609 3,601 187,604 1938 28,529 1,660,236 375,037 11,619,609 3,140 119,761 1939 31,306 419,404 11,693,653 3,578 1940 38,938 396,098 16,543,264 3,719 . Strategic Commodities Traffic Although it is doubtful whether the Cochabamba-Sântà Cruz now carries , strategic commodities, the proposed extension would pass through lands known to contain petroleum. 3-14664 -39- OPERATING- STATEMENT An operating statement for this railway reveals the following: Table IV The Cochabamba-Santa Cruz Railway: Operating Statement, 1930-38 Year 1930 1931 1932 1933 1934 1935 1936 1937 1938 Operating revenue *(boliviano s) 302,284 226,339 218,133 290,642 389,836 622,708 978,418 1,712,683 2,304,111 Operating expenses (boliviano s) 247,731 236,141 183,705 255,373 321»723 429,147 852,406 1,443,162 2,226,593 Operating profit or loss (bolivianos) 54,552 - 9,802 34,428 35,268 68,113 193,561 126,012 269,521 77,518 Operating ratio (percent) 81.95 104.33 84. 20 87.86 82.53 68.92 87.12 84, 26 96.63 * 46.46 Bolivianos 1 United States dollar at the controlled rate of exchange, August 1942. 2-14664 -40- SECTION VIII TITS YUNGAS RAILWAY (ferrocarril La Paz - Yungas) 3-14664 - 41- ' Jhe Yuncas Railway (Ferrocarril La Paz - Yungas) In 1914, when construction of the Yungas Hallway was authorized,, it was in¬ tended to huh the line, into't he Yungas valleys and thé town of, Chulumani and thence to the upper waters of the Béni at Rurrenabaque, Because of a lach of capital, however, these plans have never been realized«, Work was begun in 1915 and discontinued - permanently, it seems - in 1916, When .the road had only been constructed between La Paz and Ingeniero Tejada, / ... - i. ; - • •* «• . »r /I » • The Yungas Railway has proven one of the most difficult, construction tasks ... railroad engineers have ever faced. While making its way 7.4 kilometers (46,0 miles) down the Unduavi Canyon, the road falls 3,500 meters (11,483 feet). Be¬ tween Kilometer 49 and Kilometer 64, a rail distance of 15 kilometers (.9,3 miles) , the actual horizontal distance is less than 5 kilometers (3,1 miles)» but the fall in elevation is 717 meters (2,352 feet). Added .to. these feats has been the laying of a roadbed on a most precarious rock formation, consisting in some places of strata of slate and shale parallel to the slope of the mountain side. Here-the construction of masonry bulwarks was necessary to keep the roadbed from slipping. Other problems that have added to the. complexity of the .job. have been occasioned by gravelly ground in some stretches, that prevent the solid anchoring of the track, and a heavy, humid growth of almost indestructible vegetation. LENGTH A federally Owned meter-gage*, s ingle-tracked road, the Yungas Railway ex-r- tends for 54 kilometers (33.6 miles) between La Paz and Ingeniero Tejada, and has 2 kilometers (1.2 miles) of sidings. Although it was originally designed for electric traction, the railway has always been steam-operated. An extension to Rurrenabaque on the Beni River via Coripata, Coroico, and Puerto Pando, 300 kilometers (186 miles) long, is;projected but lack of capital has prevented it s pónstruction, .h' CONDITION OP ROADBED / ' Altitude The highest, point o^i.the line is .Cunbre.4,6^3 .meters (15,200 feet) above sea level., Other éleVatlôns are El Alto de La P'az.i 4,103. meters. (13,, 461 feet),. . La Paz, 3,701 meters (12,142 feet), ' and Ingeniero" Tejada, 3,264 meters (10,7,09 feet). Grades Por one section of the Yungas 22 kilometers (13,7'miles) .of railway are needed to cover a horizontal distance of 10 kilometers (0*2. miles), and a drop of 1,500 meter's (4,92Í feet h 'Here' Occurs' á 6-percent grade, the longest' in the railroad world. Only 2 kilometers (l;2 miles) are level, 25 kilometers (15,5 miles), are on » * -1 , . « • i ' » 1Í '] * i f ' » v * 1 meter equals approximately 3' feet 3 3/8' inches» 2-14664 -43- grades up to 6 percent, and 27 kilometers (16,8 miles) equal or exceed the 6-per¬ cent grade. Curvature With a minimum .curve radius of 60 meters (197 feet), the Yungas Railway has 24 kilometers (14,9 miles) of curved road and 30 kilometers (18,6 miles) of straight road, . Culverts. Bridges. Viaducts and Tunnels » . - . There are 228 culverts çn the road, with a total span of 499 meters (1,637 feet) and 15 "bridges and viaducts whose spans run a combined distance of 194 meters (636' feet). Two tunnels have a total length of 119 meters (390 feet), Telegranh Facilities » 0 » The Yungas has 184 kilometers (114,3 miles) of double-wired telegraph .lines, Crossties Crossties of redwood are used on 49 kilometers (30.4 miles) of the road, while steel and concrete ties are used on the balance. Rails The roadbed is laid with Vignola rails, 18 to 25 kilograms per meter in weight* . ' • . . SHIPMENT . : Locomotives Two locomotives are in operation, both for mixed passenger and freight ser¬ vice. One of these is a Shay engine, built by the Lima Locomotive "Works in 1918, and in very poor condition. The other is an International Motor car in fair con¬ dition, Another Shay locomotive and■International Motor car are owned by the Yungas, but the former is retired and completely useless, whereas the latter has no engine. Although coal is the'fuel used, it is :very scarce. Water, however, is plentiful, and it was partly for these reasons that the road was constructed for "electric powers " " . i , ' ; . • Freight Cars Freight, cars•include'5 boxcars with wooden bodies, 8 gondolas with wooden bodies, and 4 steel-frame- flat cars« All were constructed by the American Oar & Foundry Company and,, having'been in use since 1918, are in very poor condition, t + î» ■< * >.**•- - * ' ' ' ' - *' , ' I » Other Oars ' »■•••;: i > - ; - There are 5 other cars on the road, used for mixed passenger and freight service and inspection. They include 2 International Motor cars., capacity 30 3-14664 ... -43- passengers, 6,300 kilograms freight, in poor condition; 2 International Motor cars for freight and second-class passengers, capacity 6,30.0 kilograms, in very bad order; and .1 Kalamazoo motor car for inspection, capacity 3 passengers, in very bad orders The International Motor cars are 1934 models; the other, is .a 1919 model. : •» . ■ , • • Renair Facilities Although the Yungas has a machine shop, it is equipped for minor repairs only, and the Viacha shop of the Arica - La Paz Railway is relied on for major jobs. The Yungas also has one-roundhouse, two car shelters, and,one warehouse.. TRAFFIC Total Traffic • 7 ' The traffic,, carried by the railroad is shown in the following table; Table I - • ■ ■ * •? The Yun¿ras Railway? Traffic. 1936-1940 Freight Passengers Baggage and express r. ■ " ' Ton- Passenger- Ton- Year Metric tons kilometers Number kilometers Metric tons kilometers 1936 3,165 75,853 6,098 270,566 ' 694 18,427 1937 4,689 / 153,045 11,789 526,812 1,518 74,507 1938 5,544 241,056 9,840 425,573 1,125 1939 6,934 280,101 8,476 463,793 908 1940 14,659 13,792 1,168 Strategic Commodities Traffic Although no breakdown of the traffic statistics is available, it is known that the Yungas Railway does not carry any strategic commodities. Once it is completed to Rurrenabaque, it should provide a good outlet for Bolivia's more valuable minerals via the River Beni, the Madeira - Mamore Rail¬ road, the Madeira River, and the Amazon. Return .freight could consist of low¬ land and montana (foot-hill) fruits and vegetables so badly needed in Bolivia's Andean plateau. Also, if, as the geologists claim, the road would pass through Bolivia's petroleum belt, oil might well provide remunerative traffic. I 2-14664 —44- OPERATING STAMMT An operating statement of the railroad reveals that the Yungas has never been a paying investment. Unless the Government is willing to spend enough to - secure its completion, all tóldate expenditures will continue to be money thrown away, •' : : • Table II The Yungas Rail way i Operating Statement» 1930-»1937 Operating Operating Operating Operating Year revenues expenses loss rat io *(bolivianos) (bolivianos) (bolivianos) (percent) 1930 105 ,-217 269,406 164,189 256,05 1931 74,^.58 199,842 125,684 269.48 1932 91,686 176,713 85,027 192.74 1933 102,334 203,206 100,872 198.57 1934 96,670 196,343 99,673 203.11 1935 127,490 220,874 93,384 173.25 1936 106,660 316,727 210,067 " 296.95 1937 231,884 467,546 235,662 201.63. * 46,46 bolivianos = 1 United States dollar at the controlled rate of exchange, August 1942, . 2-14664 SECTION IX THE MACHACAMARCAfUNCIA RAILWAY (Ferrocarril M ach ac amar c a>-Un c i a ) _46t— THE MACHACAIiARC A-UN CIA RAILWAY (Ferrocarril Machacanarcar-Uncia) The Machacamarcar-Uncia Railway ivas completed in May 1921, "by Simon I. Patino, who had acquired it under the terms of a 99-year concession. Built for the pur¬ pose of serving the Uncia tin mines, in 1924 title to the railroad passed to the Patino Mines and Enterprises Consolidated (Ine,). LENGTH The main line of the railway runs from Machacamarca, a few kilometers south of Oruro, where it meets the Antofagastar-Bolivia Railway, 906 kilometers (563.0 miles) from Antofagasta, 107 kilometers (66.5 miles) to Uncia. At Kilometer 95 a'"branch of 4 kilometers ( 2.5 miles) goes off to La Estrella. From La Estrella one branöh goes off 3 kilometers (1.9 miles) to Catari and another continues for 4 kilometers (2.5 miles) to Siglo XX, making a total of 11 kilometers (6,8 miles) öf branches. Another branch of 1 kilometer (0.62 mile) is used for tailings dis¬ posal from the Santa Elena Mill of the Bolivian Tin and Tungsten Mines Corporation, but it is not properly a part of the Machacamarca-Uncia system. There are 7 kilometers (4,3 miles) of sidings. Traction on this railway is by steam. The road has a gage of one meter*, and the entire track is single. CONDITION OF ROADBED Grades The ruling grade on the main line is 2.5 percent and on the branches, 4 percent. On the trunk, 14 kilometers (8,7 miles) are level, 56 kilometers (34,8 miles) are on grades less than the ruling grade, and 37 kilometers (23.0 miles) exceed it. Curvature The minimum curve radius is 71.85 meters (236 feet). Of the total main¬ line track, 62 kilometers (38,5 miles) are straight and 45 kilometers (28,0 miles) are on curves. Culverts. Bridges. Viaducts.^and Tunnels There are 356 culverts on the Machacamarca/-Uncia5 with a total span of 300 meters (984 feet). In addition, there are 35 bridges and viaducts, whose combined spans amount to 245 meters (804 feet). The road has 1 tunnel 90 meters (295 feet) long. Telegraph Facilities The MachacamarcardJncia operates 292 kilometers (181.4 miles) of double-wired telegraph lines, * 1 meter equals about 3 feet 33/8 inches. 2-14664 Crossties Hardwood ties are used.on 8..kilometers (5.0 miles) of - the line, and steel on 99 kilometers:(61.5 miles). : ... Rajls, The roadbed is laid with Vignola rails, weighing 25 kilograms per meter. EQUIPMENT . ' Locomotives Of 9 locomotives owned by the Machacamarcar-Uncia Hailway, 1 Orenstein and Koppel, Type 3, 100-horsepower engine has: been-retired as useless. The othef eight are i * 3 Orenstein and Kopjjel, Typo Ef 600-horsepower, 5-wheel drive, coal burners, in good condition; : ' 2 Orenstein and Koppel,, Type OC Malle.tts, 500-horsepower, 5-wheel drive, coal burners, in good condition; . ' . r - - ' ; * , . * 1 ' • » '* \ * ' » ' * 2 Linke-Hofmann diesel-electric motor:coaches of 320 horsepower at sea level or 210 horsepower at 4,000 meters (13,123 feet) above séa level, with a gross tractive effort of 25 tons; ; . 1 Vulcan gasoline engine, 60~horsepower, for switching.service at Machacamarca; and .-. ' r , • « 1 Vulcan gasoline engine, 75-horsepower, for tailings, disposal at the Santa Elena Mill* Freight Oaxs > Freight cars on this road total 86. Their total capacity is 1,661 metric . tons, and their combined dead weight is 716 metric, tons,, .' They include 42 box¬ cars, 32 gondolas,. 2 livestock cars, 8 ore cars, and 2 water-tank cars. Passenger Cars The Machacamarca has 14 passenger coaches, with' a combined dead weight of 197 metric tons. In addition, there are 4 baggage cars, carrying 20 metric tons each and weighing 58 metric tons together. The passenger cars include 4 first- class coaches, 6 second-class coaches, and 4 miscellaneous cars. Other Cars For inspection service, the Machacamarcar-Uncia Hailway has' three 7-passenger Buick cars, one 1-ton Chevrolet truck-, and one 1934 Buick, all on flanged wheels. 2-14664 r*48~ Repair facilities All classes of repair work, including general locomotive repairs, may "be made in one of the railroad1 s two roundhouses, or in the machine shops'of the mining company. There are three car shelters on'the line and three warehouses. TRATTIC • ' ' Total Traffic Traffic on the road has included the following: Table I The Machácamarca-Uncia Railway: Traffic. 1936-1940 freight Passengers Baggage and express Me'tric Ton- Passenger- Metric Ton- Year tons kilometers Number kilometers tons kilometers 1936 49,048 3,881,552 77,286 4,750,420 1,196 93,628 1937 56,541 4,179,379 78,703 4,817,673 1,550 116,633 1938 52,440 3,956,135 57,662 3,703,786 799 59,049 1939 ' 43,622 3,382,313 58,621 - 3,759,104 957 1940 66,313 5,188,955 57,153 4,628,938 868 Strategic Commodities Traffic Although exact figures are not available, probably most of the freight car¬ ried is.tin and tungsten. OPERATING STATEMENT The fortunes of this railroad are shown by the following statistics: Table II The Machacamarca»-Uncia Railway* Operating Statement. 1930-1958 Operating Operating Operating Operating Year revenues exnenses -orofit or loss : ratio *(bolivianos) (bolivianos) (bolivianos) r>er cent 1930 2,440,560 1,251,680 1,188,880 : 51.29 1931 1,557,171 •• 1,015,190 541,980 •. • 65.19 1932 • ' 976,978 . 889,164' 87,814 91.01 1933 714,832 866,265 •-151,433 ■ 121*18 1934 1,076,416 986,175 90,241 91.62 1935 1,599,348 1,286,806 312,542 80.46 1936 .2,465,326 2,536,671 1,689,247 • -71,345 102.89 - 1937 2,703,024 V- 1,013,777 62.49 1938 3,138,801 3,044,324 94,477 96.99 *46.46 bolivianos - 1 United States dollar at the controlled rate of exchange,' August 1942,-. 2-14664 i -49- SECTION X THÜ KUMCHACA RAILWAY (Ferrocarril Huanchaca de Bolivia) 2-14664 -50- THE HUMÇHACA RAILWAY (Ferrocarril Huanchaca de Bolivia) The Huanchaca Railway is owned and operated "by the Compania Huanchaca de Bolivia, which also owns and operates the Huanchaca mines. It is used principal¬ ly for carrying supplies to and ores from the mines, and runs out of Uyuni on the Antofagasta^Bolivia Railway, The line is 39 kilometers (24,2 miles) long and has a gage of 0.76 meter (2 feet 6 inches). It has a maximum grade of 3,25 percent and a minimum curve radius of 109.7 meters (360 feet), In 1936 the rolling stock consisted of 6 locomotives, 2 mptor cars, and 17 freight cars. 2-14664 OCT 1 5 1942 u. s, ocpmmgwT of gOMMcgct *2 •0 M Ribaratto RAILWAYS OF BOLIVIA 10 matar gag* i.».******* 10 matar gaga ++++++++♦ (und#r conttrgel|eft) -i—i—i—»— 0.76 matar gaga 10 "Vv_ "1 / / Í ' (ACUSA) S N Sonto Cruz + + + + 0Son Juan «M. -Ml % S I« Loguntkot V / / ■J \ / V. A V. \ V. N N RAILWAYS 1. Antofogasta (Chili ) and Bolivia Railway Company Limitad 2. Bolivia Railway Co 3. F. C. Guoqui-La Paz 4. F. C. Machocamorca-Uncia (TIN) 5. F. C. Arica-La Paz 6. F C. Atocha-Villazo'n 7„ F. C Cochabomba Sonta Cruz 8. F. C. La Paz-Ytmgos 9. F. C. Potosí'-Sucre 10. F. C- Huanchaca de Boiivia (Tin) 11. Argentine State Railways 12. Southern Railway of Peru 13. E.F. Noroeste do Brasil (Under Construction) 14. E F. Mode ira -Mamare / / TA »» y / Punrto Corum¿fx / I >- I \ \ \ \ i i ) i j ! V (SOMOIIlG tÜMMUE Wu06K4W|t AM# OUfWUt ' WANOM. â- huí DRAWN M GEOGRAPHY DIVISION, a & S-, MAP NO »46, SEPTEMBER 21, 194«.