^nDipauuoD 
 p A:i!SjaA!un 
 
 J 
 
 HE 2895.C37 
 Estudio sobre los ferrocarriles su 
 
 3 T153 DDbl7T3b 5 
 
J U A N JOSE GAS T li O . 
 
 TREATISE 
 
 ON THK 
 
 SOUTH AMERICAN RAILWAYS 
 
 A X D TUB 
 
 GREAT IMTEBNATIONftL LINES 
 
 PUBLISHED UNDER THE AUSPICES 
 
 OF THE 
 
 MINISTRY OF FOMENT 
 
 (I F Til K 
 
 ORIENTAL REPUBLIC OF URUGUAY 
 
 AND SENT TO THE 
 
 WORLD'S EXHIBITION AT CHICAGO. 
 
 MONTEVIIjKO. 
 
 LA NACn'iN STF.\M pp.tXTiNT; otkick, cs.u.f. 2:. de muo n."'- \K to m 
 1893. 
 
To His Excellen'cy, thk Secretary of State for Commerce 
 Indusstry, Eailways and Public Education, Exchxeer 
 Juan Alberto Capureo. 
 
 Sir, 
 
 Two great projects indicate the progress made by the 
 New World during tlie latter years of the preseut 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 to 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 
 
— 6 — 
 
 preparation of a treatise to be sent to the World's Exliibi- 
 tiou at Chicago, proving the truth of same by comparing 
 the South American Railways and studjdng the other 
 factors that must be taken into accoi;nt in the solution of 
 surli 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- 
 tul and enterprising nation in ^Those own territory there 
 is an extent of railways ueariy equal to thac of all the 
 other nations of the world. 
 
 Since its approval by the Pan-Ameiican 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 Cougres referred to. The surveys now 
 reach the Bolivian heights. 
 
 As regards the Inter -Oceanic Ruilwaj', the construction 
 of the part of the line traversing the Chilian Republic is 
 almost concluded, as also that in the Argentine territory: 
 the concession is granted and the surveys fully completed 
 of the Section correspoudiug to the Oriental Repubhc, 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 
 tlie present moment is only delaj^ed by purely accidental 
 causes. 
 
 There is, therefore, really practical utility in the infor- 
 mation which your Excelenc\- has ordered me to get 
 
together and which will not be foiiud of interest to our own 
 country exclusively. On the contrary, it is of the greatest 
 interest, not onl}' for South America, but for the whole 
 AVorld, to show, in a concise forni, the progress of the 
 Railwaj^s 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 
 Ealways that are projected. 
 
 It is to be regretted that only a verj^ short space of 
 time could be allowed for the executioa of so important a 
 work, but possibly this may have been made up for by the 
 enei'gy, and good will displayed, and is it with this hope 
 that I have the honor of placing in your Excellency's 
 hands the work which I have just concluded. 
 
 The Brazilian Eailways, 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 (iiovernment 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 Railway's, and I can assure your 
 Excellency that not only are there mentioned in 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 Railwaj's, I have been able to 
 avail myself of the latest and most complete information 
 concerning them thanks to the courtesy of the Ptiblic 
 Works Department and the General Railway Board of 
 that Republic. 
 
— 8 — 
 
 It has been still easier to obtain satisfactory data res- 
 pecting tlie 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 following subjects: 
 
 I. Railways of the Republic of Uruguay. 
 
 11. 
 
 do 
 
 u 
 
 " Argentine Republic. 
 
 III. 
 
 do 
 
 u 
 
 " ' United States of Brasil, 
 
 IV. 
 
 do 
 
 u 
 
 '• Republic of Chile. 
 
 V. 
 
 do 
 
 a 
 
 '• " " Paraguay. 
 
 VI. 
 
 do 
 
 u 
 
 " " " Bolivia. 
 
 VII. 
 
 do 
 
 u 
 
 " '• " Peru. 
 
 VIII. Inter-Continental 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 Republic 
 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 
 Sontli American Railways, whether working, under cons- 
 truction, or projected, which shows, clearly and graphicall}-, 
 the immense and exceptional importance of the Uruguayan 
 Railways when considered as a means of international com- 
 munitacion. 
 
 The Map has been drawn to a scale of 1 in 4.00.000, 
 
— 9 — 
 
 Bonne's projection, taking as meridian that of Montevideo 
 which passes througli the North Tower of the Cathedral 
 and as middle parallel the 23'''' degree of South latitude. 
 The part of the terrestrial sphere shown is that included 
 between the 6"' and 40*'' degrees of South latitude and 
 the 21st and 24"' of longitude East and West respectively 
 from Montevideo. 
 
 The principal points of the Atlantic, River Plate, and 
 Pacific coasts have been determined from the geographical 
 quantities given in the Paris ''Aunuare du Bureau des 
 longitiides" of 1892: and the hydrographical and orogra- 
 phical information has been taken from the best ciiarts of 
 ths various countries which the Map embraces. 
 
 I take this opportunity of saluting your Excellency with 
 all consideration. 
 
 JuAx Jose Castro. 
 
Ministrj- of Fomento. 
 
 Montevideo, February IC'li 1893. 
 
 The treatise- on Soutli American Railways compiled by 
 don Juan Jose Castro imder tlie direction of the Ministry 
 of Foment for trasmission to the Chicago Worlds Exhibi- 
 tion is hereby approved and is to be published. 
 
 HEEEERA Y OBES. 
 Juan A. CAiTaEo. 
 
CHArTER I, 
 
 RAiLWAVS OF THE URUGUAyAN REPUBLIC. 
 
 From various causes, viz, its geographical position, its 
 natural ports ou the Atlantic Ocean and River Plate, its 
 temperate climate, its fertile soil, its exceptional natm-al 
 increase of population in respect of which it sui-passes 
 countries more favored by nature, the nature of its popul- 
 ation, exempt as it is from deteriorating influences such as 
 inferior races, its spirit of activity and labor, proved by 
 the high figure exceeding that of the other States of America 
 represented by each member of the population in the com- 
 mercial aad industrial development of the countries, Uruguay 
 may be classed as one of the first countries ou the Contuient. 
 
 If, ou account of its progress, Uruguay is at the present 
 moment one of the most advanced countries of the new 
 world, its importance will in the future be much increased 
 as a necessary element]for rajiid and cheap communications 
 witli tlie countries situated beyond the vast Plate district. 
 
 Fortunateh', the outlines of the Uruguayan Eailwaj-s, 
 as established by the law of the 27 "' August 1884, will 
 each, on account of their direction, be of the greatest inter- 
 national importance : the lines which radiate from Mon- 
 tevideo towards the Riv'r Uruguay will spread across the 
 
— 14 — 
 
 Argentine system in order to reach Bolivia and Peru; )\v 
 the line to Rivera, the shortest route will be found to 
 Asuncion, to the eastern district of Bolivia, and to the 
 Intercontinental line which has been surveyed by engine- 
 ering committees appointed hy the International Railway 
 Conference held at Washington. The lines which go 
 towards Yaguarou and Lake Merim will shortea the time 
 necessary for communication whith Rio Grande, Pelotas, 
 and Porto Alegre; lastly, the transverse line from Colonia 
 to San Luis, as a seccion of the inter-oceanio line from 
 Recife to Valparaiso, will communicate on the one side 
 with Argentina and Chili, and on the other with the interior 
 of the States of Rio Grande del Sud, Santa Catalina, Pa- 
 rana, San Paulo, Minas Geraes, Bahia and Pernambuco 
 which will make this line of immense importance to the 
 system to which it belongs. 
 
 By a study of the map of the South American Railway's 
 whicli ^^'e have prepared it will be easy to understand 
 the importance of all the lines mentioned, which may 
 be considered principal elements of the South American 
 system of railways. 
 
 In the midst of its political agitations of the past, Uru- 
 guay has achieved a conquest which as time passes, will, 
 without doubt, influence its j^rogress and future grandeur, 
 this conquest is its network of railways, cleverly conceived 
 and to be carried out under the conditions to which all 
 first class railways iu America should be subjected. 
 
 "When the coRstruction of this system is completed, its 
 connection with the lines of the neighbouring States es- 
 tablished, and the fruits of this work of foresight and 
 patriotism are being reaped, coming generations will gra- 
 tefully remember their benefactors, who, with a clear 
 perception of the important part which it would fall to 
 
— 15 — 
 
 Uruguay to play iu the railway commuuicatioiis of the 
 American. Continent, laid down the routes to be followed 
 by the trunk lines of the system mth so much prudence 
 and foresight that there is not a single line projected that 
 is not of great international importance, and this will, in 
 the future enable the port of Montevideo, in which 
 thousands of kilometers of railway from the most distant 
 regions converge, to strengthen and increase the superior- 
 ity which, by its situation and natural advantages, it has 
 always enjoyed over the other ports of the River Plate. 
 
 For the purpose of drawing up the general railway law 
 to which Ave have already referred, the Executive Power 
 of the Nation appointed iu the year 1872 a committC'' of 
 engineers composed of dou Antonio Monteiro, don Carlos 
 Honore, don Juan Alberto Capurro, don Carlos Olascoaga, 
 don Emilio Dupre and don Enrique Penot who were to 
 determme the trunk raihvay lines which, starting from 
 Montevideo, should cross the country in various directions, 
 and in the future serve as rapid communications between 
 the interior of the country, the capital, and the Brazilian 
 and Argentine frontiers, whilst forming, at the same time, 
 a well combined plan of defence. 
 
 On the completion of this work, Senator don Juan Alberto 
 Capurro drew up, in the year 1884, a project of law, 
 incorporating with it the general outline as counselled by 
 the above-mentioned committee, and on August 27"' of the 
 same year it was sanctioned by the Honorable Assembly. 
 
 According to this law, the lines which constitute the 
 Uruguayan railway system are the following: 
 
 Central Uruguay liaihvay. 
 
 Northeastern " " 
 
 Eastern " '• 
 
— IG - 
 
 "Western Uruguay Eaihvaj' 
 
 Midlaud '- " 
 
 Northwestern " " 
 
 Xorthevn " '• 
 
 The four first, which are the principal trunk lines, start 
 from Montevideo and terminate respectively in Rivera, 
 Artigas, Port Cebollati of Lake Merim, and Fray Bentos 
 the three last form the extensions from Paso de los Toros 
 to Paysandu and Salto, from Salto to Santa Eosa, and 
 from Isla de Cabellos to San Engenio. 
 
 But, however, these lines whose initial point is Monte- 
 video and which separate more and more from each 
 other the further they get from the Capital, were not in 
 accord for the want of means of inter-communication, as 
 for this pm'pose it was necessary to come to the converging 
 point, unnecessarity running over long distances. 
 
 Besides, the general railway outline left a space of 400 
 kilometers on the Brazilian frontier, between Rivera and 
 Artigas, without any direct communication with the capital- 
 Understanding the necessity for intercommunication 
 between the trunk lines tnat run out of Montevideo and 
 of a line to a middle point on the frontier between Artigas 
 and Rivera, the Executive Power on September Gtli 188 
 published the laAV dictated by the Legislative Body Avhich 
 granted the concession for the Interior of Uruguay Railway : 
 this railway starts from the Port of Colonia, opposite 
 Buenos Aii'es and La Plata and runs to San Luis on the 
 Brazilian frontier, forming junctions with the Western' 
 Central and Northeastern lines : with the first named at 
 El Perdido, with the second at Durazno, and with the 
 tlilrd at Cerro Chato iPuntas del Yii. With this line, the 
 general system of railways, of a uniform gauge of lm.44 
 between the rails, is complete. 
 
— 17 - 
 
 The country does not need au}^ more lines of the im- 
 portance of those which form its system of internal com- 
 munication, that is to say, of lines of general interest ; 
 what the Republic ought in futare to project and carry 
 into execution are lines of local interest to serve the in- 
 dustrial centres and colonies. For such railways we con- 
 sider that it would be more convenient to adopt a gauge 
 of 60 centimeters. 
 
 With respect to the importance to our country of the 
 railway system as established, we will quote an interest- 
 ing impartial opinion, that of the illustrious Brazilian 
 engineer Doctor Ewbank da Camara,'' who, in his work 
 entitled "Caminhos: de Ferro Estrategicos do Rio Grande do 
 Sud " says as follows : 
 
 " In all South America there is up to now only one 
 " country that, con\'inced of the absolute necessity of a 
 " general plan of internal comunication, has laid down the 
 " complete oi^tline of its Railways. 
 
 " I refer to the Oriental Republic of Uruguay, a couu- 
 " try which is so distinguished among its neighbours by 
 " the powerful force of will with which it undertakes and 
 " carries on the most important improvements, without 
 " allowing the realization of its projects to be hindered 
 " either by internal struggles or by the hazards of the 
 " wars wliiuh it has undergone, and still less by the finan- 
 " cial state of the country. 
 
 " The subject of this chapter, the general plan of inter- 
 " nal communication, demands the most serious attention 
 " and study, and, speaking frankly, does honor to tlie 
 '^ Committee A\ho drew it up. 
 
 " The demands of Commerce have been satisfactorily 
 " attended to, while strategic necessities have been pro- 
 
— IS — 
 
 " vided for, that is to say: the means of oifence and 
 " defence in the vulnerable poiuts and in those most 
 " exposed to foreing invasions, viz the oceans, the rivers 
 " and the land frontier. " 
 
 The foUowiag statements will show the length in kilo- 
 meters of the raihvaj's of the Uruguayan system constructed, 
 in construction, surveyed, and being surveyed, as also the 
 capital authorized, the capital invested in the liues, the 
 guaranteed capital the amount of the guarantees, the length 
 that the system ■will consist of when constructed, and the 
 capital it will represent. 
 
— 19 — 
 
 RAILWAYS IN THE ORIENTAL REPUBLIC OF THE L'RUGUAY. 
 
 
 EXTENSION IN MLOMETERS. 
 
 RAILWAYS. 
 
 
 
 
 
 
 
 Open. 
 
 coiiJftrurtion. 
 
 Surveyed. 
 
 Projected. 
 
 TOTAL. 
 
 Central Uruguay (Mon- 
 
 
 
 
 
 
 tevideo to Paso de lo& 
 
 
 
 
 
 
 Tores 
 
 272.880 
 
 
 
 
 
 Central Uruguay 
 
 
 
 
 
 
 Northern Extension 
 
 
 
 
 
 
 (Paso de los Toros t( 
 
 
 
 
 
 
 Rivera) 
 
 •293.700 
 
 
 
 
 
 Branches of Central 
 
 
 
 
 
 
 Uruguay: 
 
 
 
 
 
 
 (a) 25 de Agosto to San 
 
 
 
 
 
 
 Jose .... 
 
 33.720 
 
 
 
 
 
 (b) Sayago to Treinta 
 
 
 
 
 
 
 y Tres .... 
 
 8.000 
 
 
 
 
 
 (c) Paso de los Toros to 
 
 
 
 
 
 
 Piiieyruas saladeto 
 
 1.000 
 
 
 
 
 609.300 
 
 Montevideo to Minas . 
 
 122.615 
 
 
 
 
 122.61.5 
 
 North East Uruguay 
 
 
 
 
 
 
 Railways: 
 
 
 
 
 
 
 (a) Toledo to Nioo Perez 
 
 206.200 
 
 
 
 
 
 (b) Nico Perez to Melo 
 
 
 
 
 
 
 and Artigas . 
 
 
 
 
 305.000 
 
 
 (c) Blanch to Treinta y 
 
 
 
 
 
 
 Tres ... 
 
 
 
 
 70.000 
 
 581.200 
 
 Uruguay Great Eastern 
 
 
 
 
 
 
 Railwaj's: 
 
 
 
 
 
 
 (a) Olmos to Solis Chico. 
 
 30.000 
 
 
 
 
 
 (b) Soils Chico to Mal- 
 
 
 
 
 
 
 donado .... 
 
 
 83.463 
 
 
 
 
 (c) Maldonado to Lagu- 
 
 
 
 
 
 
 na Merim . 
 
 
 
 306.000 
 
 
 419.46.0 
 
 Midland Uruguay, Rail- 
 
 
 
 
 
 
 way: (Paso do losToros 
 
 
 
 
 
 
 to Paj'.sandu and Saltoi 
 
 317.775 
 
 
 
 
 317.7.55 
 
 North West Uruguay 
 
 
 
 
 
 
 Railways: (Saito to 
 
 
 
 
 
 
 Santa Rosa. 
 
 178.800 
 
 
 
 
 17S.8(;ki 
 
 Uruguay Northern Rail- 
 
 
 
 
 
 
 way: (Isla Cabellos to 
 
 
 
 
 
 
 San Eugenie) . 
 
 114.200 
 
 
 
 
 114.200 
 
 Norihein Railway: Mon 
 
 
 
 
 
 
 tevidoo to Barra Santa 
 
 
 
 
 
 
 Lucia 
 
 23.000 
 
 
 
 
 23.000 
 
 Uruguay Western Rail- 
 
 
 
 
 
 
 way; Montevideo to 
 
 
 
 
 
 
 Rosario and Colonia. 
 
 
 223.883 
 
 
 
 
 Rosano to Mercedes and 
 
 
 
 
 
 
 Fray Bentos . 
 
 
 
 
 KU.OOC 
 
 
 I 
 
— 20 — 
 
 
 EXTENSION IN KILOMETERS. 
 
 
 Open. 
 
 1,1 
 
 const met ion. 
 
 Sui-cet/cd. 
 
 Projected. TOTAL. 
 
 Branoli fro;n Perdido 
 to Carmelo and Pal- 
 mira 
 
 Branch to Dolores . 
 
 Lhuguay Interior Rail- 
 ways.' Colonia to San 
 Luis (Brazilian fron- 
 tier) passing through 
 Perdido, Trinidad and 
 Durasiuo 
 
 Brancli to Cerro Chato . 
 
 Loop line from Sauce 
 Port to Rosario and 
 San .Jose (Lacaze con- 
 cession) 
 
 
 
 580.891 
 36.731 
 
 86.000 
 
 115.000 
 
 30.000 
 
 562.883 
 
 G17.622 
 86.000 
 
 
 1.601.840 
 
 307.346(11 
 
 1.009.622 714.000 
 
 3.G32.808 
 
 APITAL INVESTED IN THE RAILAVAYS OX THE 1 ^' JANUARY 1893. 
 
 Central Uruguay and branches . 
 Central Uruguay Northern extension 
 North-Eastern Urug. (Toledo to Nioo Perez) 
 
 Montevideo to Minas 
 
 Uruguay Great Eastern ', Olmos to Maldo 
 
 nado and Lake Merim) i3i . 
 Midland-Uruguav i^Paso de los Tores tc 
 
 Salto) . . " 
 
 North-Western Urug. (Salto to Santa Rosa). 
 Uruguay Northern (Isla Cabellos to San 
 
 Eugenioi 
 
 orthern (Montevideo to Barra de Santa 
 
 Lucia) 
 
 t 
 
 2.650.000 
 
 1.666.666 
 
 1.666.666 
 
 800.000 
 
 1.410.000 
 670.775 
 
 AMOUNT OK 
 
 c.iinTAl. 
 
 INVUUTKD $. (2 
 
 12.893.416 
 7. 821. 803 
 5.6.36.746 
 3.892.350 
 
 750.000 
 
 7.711.722 
 6.860.370 
 
 2.777.071 
 
 671.430 
 
 49.013.908 
 
 (1) The consU-uction of these lines is entirely su.'spendeil. 
 
 (2) $ 100 Uruguay gold are equivalent to S 1030 2 fnited States curreney. 
 
 (31 $ Tlie capital of the Great Eastern, Midland, and Uruguay Northern lines, has 
 linon calcnlaled on the kilometric cost per mile as fixed by the laws of concession for 
 llic payment of the guarantees. 
 
— 21 
 
 RAILWAYS OPENED TO TRAFFIC WITH GOVERNMENT CUABAKTEE. 
 
 
 
 
 ,, 
 
 
 •a 
 
 ^ ~T= 
 
 
 Lciifc-tli 
 
 'z 
 
 Amount 
 
 1r ^ 
 
 o U • 
 
 RAILWAYS. 
 
 in 
 
 ^ ^ 
 
 of capital 
 pnaranteed 
 
 i= 
 
 ".-"5.2 
 
 
 kilometers. 
 
 •2 
 
 l"Januaryl88;). 
 
 ~l 
 
 H t£ 
 
 Centra! UrugunyNo! th- 
 
 
 % 
 
 
 
 orn extonsioii : Pa- 
 
 
 
 
 
 
 so de los Toros de 
 
 
 
 
 
 
 Rivera. 
 
 293.700 
 
 24.327 
 
 7.144.840 
 
 3| 
 
 250.070 
 
 North - EitstGi-n Urug.: 
 
 
 
 
 
 
 Toledo to Nico Perez. 
 
 20G.200 
 
 2-1.327 
 
 5.016.227 
 
 3 J 
 
 175. S67 
 
 Montevideo to Mina.s . 
 
 8S.317 
 
 24.327 
 
 i,. 148. 487 
 
 3.i 
 
 75.197 
 
 Midland-Uruguay: Pa- 
 
 
 
 
 
 
 so de los ToroK to 
 
 
 
 
 
 
 Pay.s.nndu and Salto. 
 
 317.775 
 
 24.327 
 
 7.G31.512 
 
 3. J 
 
 2G7.103 
 
 North -Western L'lug.: 
 
 
 
 
 
 
 Salto to Santa Rosa. 
 
 80.257 
 
 24.327 
 
 1.952.412 
 
 3J 
 
 68.334 
 
 UiTigLiay Northern Isla 
 
 
 
 
 
 
 Cabellos a San Eu- 
 
 
 
 
 
 
 genic 
 
 114 200 
 
 24.327 
 
 2.778.143 
 
 3 A 
 
 97 235 
 
 
 1.100.419 
 
 26.671.621 
 
 933.506 
 
 There v/ere on January 1^* 1803, 1334 kilometers 747 
 meters opened to traffic v/ith a Government guaranfee of 
 3 1/2 o.'" on a capital of $ 27.505.989. 
 
 The total amount of the guarantee service would have 
 been $ 9(52.709 but in spite of the crisis some of the lines 
 are able to cover their Avorking expenses and also, show 
 a balance of profit that has been credited to the general 
 guarantee account. During the year 1892, the guarantees 
 paid to the various lines were as follows: 
 
— 22 — 
 
 TOTAL AMOUNT OF INTEREST PAID TO THE GOVERNMENT 
 GUARANTEED LINES IN 1892 AT THE KATE OF 3 1/2 "/o. 
 
 Central Uruguay Northern 
 
 Extension Eailway . . $ 239.957.28 
 Nortli-Eastern, (Toledo to 
 
 Nico Perez I " 171.846.30 
 
 Montevideo to Minas ... " 72.117.20 483.920.78 
 
 Midland-Uruguay 269.940.82 
 
 North-Western 68.334.96 
 
 Uruguay Nortlien 97.197.74 
 
 919.394.30 
 
— 23 — 
 
 TOTAL CAPITAL THAT WILL liE EEPKESENTED BY THE RAILWAYS 
 OS THE COMPLETION OF THE LINES SURVEYED AND PROJECTED. 
 
 Total 
 
 length of 
 
 liue. 
 
 Total capital. 
 
 S 
 
 KEM iEKS. 
 
 Central Uruguay 
 Montevideo to 
 Paso de los 
 To r OS a n c 
 branchps fron 
 25de Agostoto 
 San Jose, Sa- 
 yacjo to Trein 
 tay Tres, Paso 
 de los Toro 
 to P i ii e i r u a 
 saladero . 
 
 Central Uruguay 
 Northen e x- 
 tension Paso 
 do los Toros 
 to Rivera . . 
 
 Montevideo to 
 Minas .... 
 
 North Eastorn 
 Toledo to Nioo 
 Perez and the 
 prolongation 
 to Melo and 
 Artigas with 
 a branch to 
 Trein ta v Tres 
 
 315.600 
 
 293.700 
 122.615 
 
 .581.200 
 
 24.327 3 i; 
 24.327 3 i; 
 
 24.327 
 
 3 1,: 
 
 12,893.416 
 
 7.821.803 
 3.892.350 
 
 14.138.852 
 
 The Central line from 
 Montevideo to Du- 
 razno which was the 
 first line laid in the 
 country had a go- 
 vernment guarantee 
 of 7 ",'o on the outlay 
 of t lO.ONO per mile 
 ouS 311.339 per liilo- 
 meter. 
 
 From Durazno to Paso 
 de los Tores the go- 
 vernment only gave 
 a subvention of SOOi, 
 per mile the com- 
 pany undertaking to 
 return same when 
 the dividends exceed 
 8 »/„. ISy an agree- 
 ment made with the 
 tioverment on 22th 
 Felnuary 1878, the 
 Company renounced 
 the guarantee on the 
 section from Monte- 
 video to Durazno. 
 
 The guar.iritee is only 
 on 7.177.840 dollars'. 
 
 The guarantee is only 
 the total capital. 
 
 T li e guara u t e c of 
 :t 1/2 ",'o only refers 
 to the section 
 between Montevideo 
 and Nico Perez with 
 a capital of .5.016.227 
 dollars. 
 
24 
 
 
 
 1 ^• 
 
 .^ 
 
 
 
 Total 
 
 ■- ^ 
 
 x"^ 
 
 Total capital. 
 
 RAILWAYS. 
 
 length of 
 
 -^ ~ 
 
 ^ s 
 
 REM.IIJKS. 
 
 
 line. 
 
 1 ^ 
 
 12 2 
 
 -i 
 
 S 
 
 Uruguay 6re.it 
 
 
 
 
 
 T!ie construction of 
 
 Eastern (Mraoi- 
 
 
 
 
 
 tliis line is at present 
 
 to Maldoiiado 
 
 
 
 
 
 susjicuded. 
 
 and Lake Me- 
 
 
 
 
 
 
 rim 
 
 419.463 
 
 24.327 
 
 7 
 
 10.204.27G 
 
 
 Mid I and- Uru- 
 
 
 
 
 
 
 guay .... 
 
 317.775 
 
 24.327 
 
 3i/. 
 
 7.730 512 
 
 Tliis line is open ic 
 traffic, the total i .. 
 pital heiug guai- 
 anteeil. 
 
 JCorth-Western . 
 
 178.800 
 
 24.827 
 
 3 I/O 
 
 (3.8G0.370 
 
 Open to traffic the 
 
 
 
 
 
 i Kuarantee only being 
 
 
 
 
 
 
 on 1.W2.413 dollars. 
 
 Urugu.iy Nor- 
 
 
 
 
 
 
 thern: UabBllo.« 
 
 
 
 
 
 
 to S. Eugenio. 
 
 114.200 
 
 24.327 
 
 3 i/i 
 
 2.778.143 
 
 This line is open (o 
 traffic, the total ca- 
 
 j 
 
 
 
 
 pital being: guar- 
 
 
 
 
 
 
 anteed. 
 
 Western and; 
 
 
 
 
 
 
 branches. . . 
 
 563.000 
 
 
 6 
 
 16.435.456 
 
 It was arranged to 
 construct the 
 Western lines for the 
 government at 
 h 6.01.1) per mile 
 payable in funded 
 bonds at SS^/n beariu 
 (S°jo interest and l"/« 
 amortization. The 
 construction is sus- 
 pended. 
 
 Uruguaylnterior 
 
 617.662 
 
 24.327 
 
 G 
 
 15.025.863 
 
 The concession guar- 
 antees 6 "yo on a 
 
 
 3524.015 
 
 97.781.041 
 
 kilonietrio cost of 
 h 5.O0I.1. 
 
 With the completion of all the principal lines proposed 
 in the Republic, the amount of capital thus invested will 
 total a sum of $ 83.642.89, represented by 3.524 kilome- 
 ters of railway, or including the short line of 23 kilome- 
 ters to the Barra of Santa Lucia, open to traific, 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 
 
— 2o — 
 
 observed in the general plan of railway construction as 
 established by the Railway Law of August 27th 1884 and 
 the decree, amplifying it, oi Seotember 3rd of the same 
 year, as also the regulations laid down by the said law 
 and decree; the law, amplifying that of 27th August 18S4, 
 published on November 30th 1888 ; the law referring to 
 the Interior of Uruguay Railway ; the liisterical description 
 of the railwaj's; the agrement celebrated in London with 
 respect to their guarantees : — and we wil examine the 
 technical featiires of the various lines in the Republic, 
 the cross sections adopted for tlie 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 u. 
 Einimum radius of curves . . 400 meters. 
 Dittc ditto under exceptional con- 
 ditions 300 " 
 
 (*) This term covers all that portion of the coHstruction work of a 
 railway up to the rail laying and thus includes .surveys, plans, sections, 
 cartliworks, hridgos, tunnels, etc. The laying ot the rails and all suh- 
 scquunt works comih under siiprestnictura. 
 
 (1) General Railway Law of August 27th 1884 -Article 2. 
 
— 26 — 
 
 (1) Minimum distance permissible between two ciu'ves in 
 opppsite directions KX) meters. 
 
 ilinimiim distance of level between two adjacent grades 
 of more than 004 per meter, 100 meters. 
 
 {2 ) The 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 3000 for distances, or 1 in 
 1900 for heights; these latter measurements being taken 
 as frora sea level. (3). 
 
 On the longitudinal section must be shown the Icilometric 
 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 ex])lain- 
 ng the general ideas of the project, accompanied by a 
 
 (1) Article 3 of tha Executivo decree of Septembev grJ lSS-1. 
 
 (2) Article 11 ditto ditto 
 
 (o) Standard of reckoning for taking heights above sea level : 
 Public Works Department. To the Minister of Public Works. On 
 the iSth of May I had occasion to point oat to Mr. Galwey and 
 three of his staff the standard point adopted for tiie frequ -nt observations 
 that I h:ive had to raaku daring past years. This point is found on 
 the south side of Montevideo ou a large rock more or less 12.5 meters 
 to the East of the English chnrch. In order that later o;i there a.ay 
 be no difficuUy in recognizing tois spot I gave instructions that an 
 iron should be fixed in it and same has been done, I also, to further 
 ensure no mistake, ordered the bearings of the point to be taken in 
 counejtion with Camaras, Treinta y T"es. Camacua and Brecha streets, 
 which have beyn 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 ord ISO-l the 
 longitudinal levels of the various railways in the Republic must be 
 adjusted to the sea level as adopted on the above menticned rock 
 morked in the attached plan by the latters P. R. In order to assist 
 the Railway companies a level was taken of the relative height of 
 tbe extreme Southern threshold of the principal door of the Cabildo 
 and it was found that this point was 23 meters IS centimeters above 
 
— 27 — 
 
 return sliowing the proposed gradients with ditference of 
 levels, also oae showing tlie number of curves with tlieir 
 radius and other details. 
 
 The position of the stations or stopping places 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. 
 
 'Ij 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 Compan3's can take the thresholil of the principal entrance 
 to the Cahiklo as a second point of reference for purpaser, of levelling;'. 
 With the object of conveying this information to 3-011 as instructed etc. 
 
 Mcutcvideo, .Inne Till. 18-S7. 
 
 Juan B. Zanctti, 
 <'ivil EiiiriueLT. 
 
 Miniatry of Guvciiniii'iif. 
 
 Monteviiloo, June 16t.li. 1K8T. 
 Having considered the petition of the North Eastern Uruguay 
 Railway Company, and in accordance with the opinion of the Vice- 
 president of the Public Works department, Engineer Juan B ZHnetti, 
 the Government hereby resolves: To approve of the point marked 
 on the accompanying map bj- the letters P. R. as the standard of sea 
 compliance with Article 11 ot the Executive decree proraulgtting the 
 General Railway Law. Let this be noted and publi.-hed. 
 
 TAJES. 
 Jki.io Hehrera y Obes. 
 (1) Art. 1.5 of the E.x;cutivo decree of September 3''' 188i. 
 
— 28 — 
 
 4 1/2 meters when the bridge is built with iron or timber 
 horizontal beams. 
 
 The width of the larger bridges at rail ]evel is fixed 
 at eight meters when crossed by a double line of rails or 
 rails or at fom- meters and a half when only crossed by a 
 single line. 
 
 Both sides of the line 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 liand 
 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 batween the outer 
 rail and the abutment to the lowest cross beam of the 
 bridge, must be at least four and a half meters. 
 
 (2) In such points as it may be necessary to ci'oss the 
 public roads by level crossings the rails shall be laid so as 
 not to offer 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 G'^ 1884. 
 2) Art. 17 do. do. 
 
- 29 — 
 
 must order the erection of Iiuts for the accommodation of 
 the road-guards in those places where th.ey may be con- 
 sidered necessary for the public safety. 
 
 The class of barriers and railings to be employed must 
 be approved by the Public AVorks Board. 
 
 (I'l The railway Comj^any 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, ft may be 
 necessary to alter the level of same, the Eaihvay 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 Avill 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 inteiTupted 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 fouv 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, Articlo 12 of tha reglaraeotary decree. 
 
 (2) Article 18 of the reglamentary dasree, 
 {S) Article 21 do. do. 
 
— .30 — 
 
 (1) Should it be necessai-y 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 
 ^^ertical 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 public 
 road or street. 
 
 I "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 imtil the permanent works are finished, shall 
 be made at the expense of de Raihvaj^ Company. 
 
 Before diverting the traffic from auj^ public road over 
 any such temporary' structure, the Public AYorks Board 
 shall examine the safety of same and shall fix a time for 
 the completion of the permanent works required to resume 
 traffic on the orio'inal roads. 
 
 Superslructura. 
 
 The general conditions, regulating the construction of the 
 railway Avorks other than those dealt with in the j^rece- 
 diug chapter, are, by the General E-ailwaj' Law and decree 
 already mentioned, established as follows. 
 
 (1) Article 20 of the Executive decree of September 3"' 1884. 
 
 (2) Article 21 do. do. do. do. dp. 
 
— 31 — 
 
 ( 1 ) In the construction of the varions -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 Wuv must be laid in a solid manner 
 ■with materials of best qiiality. 
 
 The rails used on the main line must -weigh at least 
 thirtj- kilogramms ( 30 k. ) to the linsal 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 
 allo-wed to adopt any other system of permanent -way 
 -which has not been previously approved of by the Go- 
 vernmeat. 
 
 (3) The guage of the railways shall be from 1 meter 44 
 cent, to 1 m. 45c. 
 
 (4) The sidings and loop lines laid in stations or else- 
 -where shall allow of two meters fifty centimeters clear 
 bet-ween 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, .stop])- 
 ing places, or sidings shall be decided upon between the 
 Government and the Railway Company. 
 
 (1) Article 22 of the Execiitire decree of September ord 1884. 
 
 (2) Article 23 do. do. do. 
 (,-i) Article 2 of the Law of August 27tli 1881. 
 
 (4) Article 12 of the Executive decree of September iJr;l 1884. 
 
 (5) Article 14 do. do. do. 
 
— 32 — 
 
 Before commencing the construction of any station the 
 Company must submit to the PubUc 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 A'^ith the internal arrangements ; and 
 also the general surroundings of rhe naighboiirhood. 
 
 (6) Building elevation to scale of one ceniimeter to the 
 meter. 
 
 (c) 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 railwaj'-, 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 
 .\.ntonio Moutero, doa Carlos Honore, don Eugenio Ponot, 
 don Carlos (Jlascoaga, don Emilio Dupret, and don Juan 
 Alberto Capurro (who formed a Committee appointed by 
 the Department of Public Works iu October 1873), with 
 the modifications mentioned in this |aw, and the Execiitive 
 Power is empowered to make deviotions iu the lines laid 
 down by the said engineers without changing the route 
 should economy or the nature of the ground render it 
 necessarj'. 
 
— 33 — 
 
 Art. 2. The lines referred to are the following: 
 I. The Central Uruguay Railway from Montevideo to 
 the town of Rivera passing through Durazno, Paso 
 de los Toros ' Pass of the Bulls i on the Rio Ne- 
 gi'o, and San Fructuoso, with a branch from Paso 
 de los Toros to Salto and a sub-branch to Pay- 
 sandu. 
 II. Montevideo and Colonia Railway passing through the 
 Barra de Santa Lucia ( River Santa Lucia bar ) or 
 Belastequi pass, the Colonies and the town of Ro- 
 sario. 
 
 III. The Western Railway from 2.5 de iigosto to Car- 
 melo and Nueva Palmira, passing tlirough San Jose. 
 Puntas del Rosario and Puntas del CoUa, with a 
 branch to Mercedes. 
 
 IV. North Eastern Railway from Montevideo to Artigas 
 passing through San Ramon and Melo, with a 
 branch to Treinta y Tres, the Company having the 
 right to run another branch from San Ramon to 
 Minas. It can also start from Canelones, Piedras. or 
 Pando. 
 
 V. Eastern Uruguay Railway, from Montevideo to Lake 
 Merim, passing through Pando, Maldonado, San Car- 
 los and Rocha with a branch to Minas from be- 
 tween Pando and Maldonado ; that is, provided the 
 North Eastern Railway does not make one. 
 VI. Railway from Salto to Santa Rosa with a branch 
 from Isla de Cabellos to San Eugenic 1 1). 
 
 (1) The Senate and Chamber of Representatives of the Republic etc. 
 decree : — 
 
 Art. 1. Let th9 following; paragraph be added to article 1 of tlie 
 
— 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 lor 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. IG of the contract of 27"'- November 1877 
 it may state whether it will eifect 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. 
 
 x4.rt. 5. The Companies cannot oppose other railways 
 joining u]) 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 pi'imitive 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 August 27ili 1834, " Para : 7, A branch from MaMouado to 
 Punta (k-1 Este. ate. 
 
 Art. 2. Let this be communieatej etc. 
 
 Ses.sioiis H:vll of tlie H iQorabLe Chamber of Scnaior.-i, Montevideo, •lilh .lime ISSii. 
 
 PKniJO Cakve, 
 
 Francisco AqnVar ij Leal, 
 Secretary. 
 Ministry of Onveriiinent. 
 
 ■ Log tliis be oarried out etc. 
 
 1st. Vice PreBideut. 
 
 Montevideo, .July 1st 18S6. 
 
 SANTOS. 
 Li IS E. Peiiez. 
 
— 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 tlierewith 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 Avith its own; the remuneration and other conditions of 
 this service shall be settled by common accord. 
 
 Art. 8. When two or more lines, 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 eftect 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 Avhich 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 b? named by the companies before the proper 
 judge, who, shoiild the arbitrators fail to agree, will appoint 
 a third, against whose decision there shall be no appeal. 
 
 Art. 11. After tliey 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 tlie just value 
 of the line at the time of ex])ropriatiou, plu^ twenty ])er 
 cent bonus. 
 
— 86 — 
 
 Art. 12. The Nation guarantees seven per cent on the 
 amount hxed as the value of each kilometer of line com- 
 pleted and open to public service, i 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 1)3, and nntil the required amount is obtained, 
 fifty per cent of the Contribucion Directa i Land Taxi is to 
 be set aside. 
 
 Ai't. 15. Should the tax iixed ia the preceding article 
 not be sufficient, or should the new use to which it is to 
 be put produce a deficit in the yearly Budget, the Legis- 
 lative Power, at the request of the Executive, will create 
 the necessaiy 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 Y>ev cent. 
 
 Art. 17. AVlieu the net takings of the line exceed eight 
 per cent per annum, the company will retiuii to the Go- 
 vernment, besides the taking in excess of that rate, the 
 sums advanced uador the name of guarantiee, without tak- 
 ing into accouni 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 cnli^bratod in Loinlon on tlio 2(itli Augnst 
 ]H!il bbtween tlie Coinnnittco ivpieseiiting the liolders of Uruguayan 
 Bonds and Dr. D. Jose E. EUanri, rei)rfM»ntinir tlie Urugunyaii Go- 
 vei'nment, which .ngreeinont was ratified by the Law sanctioned by 
 the Assembly on 7tli Oetr. 1891 and published by the Executive Power 
 on tlie same dale, it was ariai.gcd the railways constvnoted in 
 accordance with this disposition should in future receive an ijitercst 
 of 3 1/2 per cen': per annum on their guaranteed capital. 
 
— 37 — 
 
 revenue, unless the said improvements are carried oat in 
 agreement witli tlie Exeoutive Power, and with newly in- 
 troduced capital. 
 
 Art. 19. So long as their net takings do not exceed four 
 per cent, 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 auditing and inspecting 
 the accounts of the different Companies for the purposes of 
 the foregoing articles : this ssction shall submit a inonthly 
 report to the Finance Department so that the portion of 
 the Coatribucion Diracta fixed in article li may be set 
 apart, i 1 i 
 
 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 fulfihneut 
 of their duties. 
 
 Art. 22. The Executive Power v^•ill 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 ]jer annum. 
 
 ( This sum must never exceed L 5000 per kilo- 
 meter. ") 
 II. The class of buildings, materials, rolling-stock, etc. 
 it is proposed to use in the line, as also the maxi- 
 nunn grade and the rainimun curve radius. 
 
 (1) B_v a ilecre-1 datoil November G th 1831 the Xatioii.il liailwav 
 Control OfficR was ostabli.slied. and Engineers .Tiilio Lerov. Vice 
 President of tlie Public Works Board, :iik1 Batti.sto Alcpsre. with 
 Sr. Aii.niisto ;M:ulalHna chief of the Railway department in the 
 TreasLirv. were aiJiiointcd members. 
 
— 38 — 
 
 III. The time when the works should be commenced and 
 concluded and tlie line handed over to public ser- 
 vice. 
 
 Art. 23. On a person pre.senting himself soliciting the 
 construction of a main or branch line, the Executive Power 
 will grant a term of eight months, i 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 
 aiTange with any other person for the conjtruction 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 tlie order 
 of the Executive Power in one of the Banks in the Cajji- 
 tal, a guarantee equal to one per cent of the estimated 
 value of the line solicited. This guarantee may be paid in 
 monay or in Debt Bonds or property titles, and in the 
 two latter cases the interested jjarty may enjoy the income 
 produced by the guarantee deposited. 
 
 Art. 24. The constructors of the line may withdraw the 
 amounts deposited as guarantee, as soon as they can prove 
 having executed sufAcient work to cover their value, the 
 railway works remaining hypothecated for said amounts 
 until the line is finished. 
 
 Art. 25 The guarantee deposited by the co.icessionaire 
 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 ])artially intprrupted, th3 Executive Power will 
 take tho necassaiy steps for temporarily carrying it on, at 
 the cost of the Companies. 
 
 Witliin six months the Company must show that it has 
 sufficient means to continue working, which may be passed 
 over to another Company or a third person, after obtaining 
 the permission of the E.xecutive 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- 
 claring the concession lapsed. 
 
 The appeal will be decided in verbal judgment within 
 the term of one month, all the facts being before t'-e Tri- 
 bunal I'll. 
 
 Art. 29. Once the line is defiuitely declared forfeited, the 
 Executive Power will cause a valuation to be made of the 
 
 (1) Lif'iiioHx A'hiiiiiistr--iti.ri' j iti-UiUc'hii. —Tho. Senate iiml Chaiubdr 
 of the Represeiiiiitives of the Republic etc. Ptc , ileci-ee : 
 
 Art. 1. It is (leclared tliat the litigious ailininistrative jui-isJict- 
 ion estal)ii5lieil in article 23 of th'! law ot' 27th Au.ujust I8S1, com- 
 prises all questions which may arise with reganl to Railways, hi 
 they between private parties and the State or between private 
 parties themselves, whenever th-y ar.) tlie result of resolutions ot 
 the Administrative autliority, with the exception of those referred 
 to in article 10 of the same law. 
 
 Art. 2. l-i^t this comninnicatcd etc. 
 
 Sessions H.1II of the Honorable cVianhcr of Kepresentatives, Montevideo IS t'.i Sep- 
 tember USSo. 
 
 Idi.\rtk Bohda. 
 
 Int. Vice President. 
 
 Jose Luis MinsaylUi, 
 
 Secretary. 
 
 Ministry of Gcvernomont. 
 
 Let this bo complied with etc. 
 
 Moniovideo. Se|itember 111 th l»-<o. 
 
 SANTOS. 
 Edl'ardo Zobkilla. 
 
- 40 - 
 
 works executed and of tlie coiistriiction and working ma- 
 terials on hand. 
 
 After this vahiatiou has been verified, the line Avill 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 will be offered 
 for the last time, for the same term, and for whatever 
 price may be obtained. 
 
 Art. BO. 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. AVhenever a Railway gives more than twelve jjer 
 cent per annum profit on the capital iuvested, the Execu- 
 tive Power shall have the right to interfere in the fixing 
 of 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 railway's 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 — 
 
 investigate crimes committed in the stations or trains, or 
 to collect information abont incidents that have OLaiiTed 
 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 pnblic, these services having the pre- 
 ference. 
 
 Art. 3.3. The emploj'es 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 Eailway 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 consti'uction of their lines. 
 
 Art. 35. The Companies will have the power to expro- 
 priate thr lands necessarj^ for the line a:id for building 
 the stations and accessories, in accordance with the ruling 
 law of expropiation, and may take possesion as soon as 
 thej'' require them, after making the corresponding deposit 
 on account of indemnity. 
 
 Ai't. 36. The guarantees and privileges gi'anted 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 18S4. 
 
 MlCJUEL GoNZ.iLEZ KoDIilGUEZ, 
 President. 
 
 Franchco Aginlay y LckI, 
 Secretavv. 
 
— 42 - 
 
 Ministry of Government. 
 
 Montevidfio, August 27tli 1884. 
 
 Let this be complied with, etc. 
 
 SANTOS. 
 
 C.\RLOS DE CaSTKO. 
 
 The law of 27"' August 1884, the dispositions of which 
 we have just quoted, was amphfied by a decree dated 3''<' 
 September of the same year giving the dispositions which 
 we have incorporated and Avliich form the principal ]Dart of 
 the programme for the construction of the railways, and 
 also those wiiich we will now quote as follows. 
 
 Ministry of Government. 
 
 ilontevideo, September 3 rd 15S4. 
 
 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 
 construction 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 
 dis]jositions and conditions established in the said law and 
 in this decree. 
 
 He will solicit the concession ol" the line or 'oranch sta- 
 ting the price per kilometer and other details mentioned in 
 article 22 of the law. declaring that the Companies formed 
 outside the country, will liavo jurisdictional and legal 
 
— 43 — 
 
 domicile in the Republic, as well as abroad, m order to 
 attend to any litigation that ma3'' arise. 
 
 Art. 2. Priority in the presentation of an oiler confer-s 
 no rights on the person presentnig it, the Executive Power 
 re.serving 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 conchision 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. (J. The Engineers in charge of the surveys must carr}', 
 with them the necessary permit from the Executive Power 
 who will inform the authorities of the various Depart- 
 meiiits, through which the j^rojijcted 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 pi'incipal meeting places in the camp, 
 and in the newspapers of the Capital and the locality' 
 
- 44 — 
 
 Art. 7. At tlie expiration of this term, the engiaeers can 
 enter the precincts of the properties, and should they meet 
 with opposition, Avill appeal to the local Judge of the 
 Paace. 
 
 Art: 8. The damages caused by the survej's Avill be 
 valued by the interested party and the engineer in charge, 
 who should be duly authorised for this ]5ur])0se by tho 
 Company he represents. 
 
 In case of disagreement, they will proceed according to 
 law. 
 
 Art. '.). The concessionaire must not commence any 
 work ill 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 Ijy the Government 
 and sealed and signed by the respective Muaister, 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 Works 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 onnot be carried out until they have 
 been approved by the Jixecutive 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 ai-e archived in tno Pubiic Works Department. 
 
— 45 
 
 Art. 24. It is forbidden, 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. 26. All the lands necessary for the establishment of 
 the railway or its dependencies, sidings (public or private d 
 deviation of streams, rivers, or canals, and, in general, for 
 the carrying out of anj^ works whatever originated by the 
 construction of the railway, will be expropriated by the 
 State and paid for by the concessionaire. 
 
 Art. 26. After the route has been approved, the conces 
 sionaire will propose the amounts to be offered to the per- 
 sons interested as indemnity for expropriation. If these be 
 not accepted, the Attorney of Finance will 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 thirty days their in- 
 tention to do so, and should the former owners or their 
 successors pi-esent themselves within this term, they will 
 have preferential right of purchase. 
 
 Art, 28 (The construction of the Railway having been 
 declared of public utillly, the concessionaire will enjo}^ all 
 the privileges which the laws, decrees and regulations con- 
 fer on the CTOvernment with regard to public works, both 
 in the acquisition of lauds, 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 regiilatioiis. 
 
 Art. 29. Should the Railway cross a ]nece 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 mine, 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 a';count 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 account of the Railway. 
 
 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). 
 
 Slinistrv nf I-'t^ment. 
 
 Montevideo, July 9lh 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 tlie canipowners have a perfect right to re- 
 quire that the Railway companies shall take such measuros as 
 will protect their cattle on the estanoias, frequently maimed and 
 Jcilled by trains in transit : 
 
 Considering also that although the Governments may rp(]uire the 
 Railway Companies to take the above piecaiitious 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 provisionallj^ 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 Uovernment 
 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 tlie Public Works Department, the 
 concessionaire will, at his own cost fix the land marks 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 tha archive of the Public Works 
 Department. Any lands which the concessionaire may 
 
 the objects raentioned, it is at the sairie time iuconveiiient 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 throughout its entire length, by art. 30 of the Regulating decree 
 of September ord 1884, has been recognised in practise by other 
 coimtries as unnecesarj', and even under some conditions dangerous, 
 especially in those countries whose territory in regard ro population 
 and settlement is nion? 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 lo 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 tlie general marking out to satisfy 
 the necessities of the worliing 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 alwaj'S 
 be kept in good order so that circulation shall be safe 
 and easy. 
 
 The cost of preservation and of ordinary rejjairs, shall 
 be at the sole charge of the concessionaire. 
 
 11', after the Railway is concluded, it be not always kept 
 in good order, the Department of Public 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 interru])tion, the said office will proceed to 
 carry them out at the cost of the concessionaire, without 
 prejudice to the dispositions laid down in the law of the 
 27"' August last. The amount of the advances made in this 
 muaner will be charged by means of statements certified 
 b}' the Department of Public Works and they will be co- 
 llected in the usual mauuei-. 
 
 full leiif;th of any wood aud forests, in accordance with the ins- 
 tructions of the Public Works Board. 
 
 Art. H. The Companies must al.so 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 the Regulations on the General Railway Law, 
 as also the form and plan on whi';h to make the level crossings 
 or erect barriers, in acLjordance with the limitations of art. '2 of 
 this decree. 
 
 Art. 5. Tlia decrees and regulations which in any clauses are not 
 in agreement with the dispositions of the present, aro revoked. 
 
 Art. C. Let this be published, etc. 
 
 HERRERA Y OBES. 
 Juan A. C.iPUHUo. 
 
— 49 — 
 
 Art. 34. The concessionaire must provide at his own 
 cost, and wherever the Public Works Department tliinks it 
 necessary, road-gaards in suificient number to ensure the 
 free transit of the trams on the line and the ordinary cir- 
 culation in the level crossings over public roads. i*i 
 
 Art. 35. The passenger carriages will be built according 
 to the best models and must satisfy all demands as regards 
 cleanliness and space. 
 
 They will be suspended on springs and provided with 
 seats. 
 
 There will be at least two classes of carriages. 
 
 The 1.^* class carriages will be covered, padded and 
 closed in with glass and curtains. The second class will 
 be covered, closed in with glass, and provic.ed 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. 30. Powder and other explosive articles must be 
 transported in trains which do not carry passengers, but 
 this rule does not appty 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 liailways for 
 its own account, paying the Companies a proportional 
 compensation, the base for determining which shall be the 
 
 (*) See the decree rcspectiiij^ road-gu.Ti-ds farther on. 
 
— 50 — 
 
 average takings of the line during the ]mst 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 comprised: the 
 trunks, boxes, portmanteaux, hat cases, bags, and, gene- 
 rally, the packages belonging to and accompanying i)as- 
 sengers. 
 
 By parcels will be understood loose or single packages 
 which reqiiire special care and which are carried at the 
 same speed as passengers. All articles not included in the 
 foregoing classification 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 qualit3', the name and address of the 
 remitter and consignee, and the station where it is to 
 be sent. 
 
 For the carriage of those ai'ticles 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 bj' this law, the Rail- 
 way Companies will be subject to the dispositions of the 
 
— 51 — 
 
 general transport laws, as also to those determiued by the 
 Custom House rules and regulations. 
 
 Art. 42. The Company will not be responsible for de - 
 ficiencies 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, mei'cliaudise lia- 
 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 caiTy 
 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. 4l). Should a package contain merchandise of dif- 
 ferent classes for whicli different tariffs are fixed, the high- 
 est of these shall serve as a base for the tran.iport 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 M'ill only be res- 
 ponsible for the faults or omissions of its employes. 
 
 Art. 47. If the Compan}' should not, directly or indi- 
 rectly, mediate in the loading of merchandise in wagons 
 hired for their carriage, they will not be responsible for 
 the deterioration that may happen. 
 
 Art. 4P. The Com]ninies will not be responsible for the 
 
natural waste of merchandise, provided that this does not 
 exceed ordinary proportions and does not arise from fraud 
 or neghgeuce. 
 
 Art. 49. On the arrival of the cargo at its destination, 
 should there result any deficiency or damage at the time 
 of deliver}', claim must be made at once to the Station 
 master, who will give the corresponding certificate. If, 
 thirty dav's after the claim has been established, the 
 missing cargo should not have appeared, the Gom])any 
 will pay for it. 
 
 Art. ')'.). 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 rr.tes. 
 
 All alterations in the tariffs must be jtublished a month 
 in advance by jiublic 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 
 l^rivate bu.siness of the Company, and the receipts of the 
 line will be credited with the amount such traffic would 
 ha^•e ])roduced at the authorized tariff rates. 
 
 Art. 53. The Company will be required to always per- 
 form with due care, precaution, and promptitude, au ..itii- 
 out favour, the transport of passengers, animals, mer- 
 chandise, or any other articles remitted by them. 
 
 In botli the despatching and receiving station;-, the 
 
— 53 — 
 
 goods, cattle, etc. must be noted wlieii dealt with in the 
 books provided; also the despatching station must make an 
 entry of the total amount of the freight for carriage. 
 
 The despatch of several consignments of goods for the 
 same place, must be made according to the order of recep- 
 tion as shown by the book entries. 
 
 For each consignment despatched a waybill must be 
 given to the sender setting forth the class and weight of 
 goods remitted, the total ainotnit of freight and the time 
 which is allowed to the Company for carriage to destination. 
 
 Art. 54. Cattle, general goods or any other articles 
 must be despatched from and delivered tinder the following 
 conditions fixing time allowed for carriage. 
 
 The maximum time allowed for any jouniej^ will be fixed 
 by the Public Works Board when requested by any 
 Compau3' to do so. 
 
 Such maximum mtist not exceed 22 hours for each 125, 
 kilometers or any part thereof 
 
 Animals consigned to any station before mid-day must 
 be sent on to destination within six hottrs counting from 
 the time of receptioa, and they must be put at the disposal 
 of the consigaee within two hours of their arrival. 
 
 Goods traffic must be placed at the disposition of the 
 consignee on the day following its arrival in any station. 
 
 The Company is only bound to comply with the time 
 stipulated as the maximum for the carriage in the pre- 
 ceding paragraphs. 
 
 Art. 55. The Company may. if it finds it convenient so 
 to do, undertake themselves or by responsible agents, the 
 collection from and delivery to the houses of business of 
 senders or consignees of any goods that may be entrusted 
 to their charge, but this shall not deprive private indivi- 
 duals of also exercisiag the same rights. 
 
— 54 — 
 
 Art. 5(). Whenever the Government may require to send 
 troops or war material to any point touched by the rail- 
 way, the Company is under the obligation of carrying same 
 immediately either by special or ordinary train, placing at 
 the disposal of the authorities all the means at command. 
 
 Art. 57. The Post Office mail service will be carried as 
 follows : 
 
 (1) In each booked passenger or cai'go train indicated 
 by the Governmeat, the Company must reserve free 
 of charge a special vehicle for the reception of cor- 
 respondence itii.l foi the ci.i^/.oyees of the Post Office. 
 
 (2) The Company shall give at least fifteen days notice 
 to the Postmaster General ef any intention to change 
 the time table of the trains. 
 
 (3) Whenever the Governmsint may require a special 
 train, outside the ordinarj' service, by day or by night, it 
 must be at once placed at their disposition, without 
 being allowed to interfere with the ordinary traffic. 
 The tariff rate will be afterwards arranged between 
 the parties or by arbitration. 
 
 (4) The Postmaster General will decide as to the form 
 and size of the cars for the transport of the cor- 
 respondence, being previously advised b}'' the Public 
 Works Board, oa the technical points to be consid- 
 ered in studying regularity and safety of transit. 
 
 The Company will construct and maiiitaia these 
 cars at their own cost. 
 
 (5) The Company must provide in the terminal stations 
 of the line, also ia| the principal intermediate stat - 
 ions as required by the Postmaster General, at their 
 own expense a site on which may be erected such 
 offices, stores or sheds as may be necessary for the 
 
This site shall be of the convenient size considered 
 necessary. 
 (61 The position of the buildings erected by the Post 
 Office must be so chosen as not to disturb the rail- 
 way service. 
 (7) The Post (Jffice employees shall be allowed access 
 to all stations for the execution of their duties, 
 in this being governed by the regulations for the 
 ordinary railway employees. 
 Art. 58. The special wagons for the conveyance of pri- 
 soners must be constructed and maintained at the ex- 
 pense of the Company, the Public AVorks Board determining 
 their shape, size and arrangement. 
 
 Art. 5i). The Company is bound to establish the electric 
 telegraph throughout the whole line for the purpose of attend- 
 ing to the service requirements of the railwaj'- and of the 
 National Offices. 
 
 The form and system of construction of the telegraph 
 line, also the organization of the service, will be subject 
 to the a])proval of the Government. 
 
 Tlie supervision of the telegraph lines, both of the Com- 
 pany and the Government, erected alongside the railway 
 must be performed by the Company. 
 
 Art. 60. When the Government may order or authorize 
 the construction of any highways, roads, railways or canals 
 that cross the line authoi-ised by a prior concession, the 
 concessionaire will not be allowed to oppose the works, 
 but the Public Works Board will lay down the necessary 
 rules to ensure there being no interruption in the con- 
 struction, or in the Railway service, nor expense to the 
 Company. 
 
 Art. 61. Further than the technical inspection entrusted 
 to the Public AVorks Department, the Government may 
 
— 56 — 
 
 name ODe or more Inspectors or special Commissionirs to 
 revise and attend to the business of tlie Company- 
 Art. 62. The Railway Companies are responsible for the 
 acts committed to the detriment or injury of passengers 
 b}' their employees in the discharge of their duties, with- 
 out distinguishing between such acts as maj^ ha^'e been 
 performed through nsgligence or intentionally. 
 
 Art. (Yd. The Companies will be held equally responsible 
 for any loss or damage occasioned by collisions between 
 their trains and those of any other Company that may 
 have acquired permission to use their Ime. 
 
 Art. 64. The employees of the liailway may arrest any 
 persons found, in the trains or elsewhere, preparing to 
 execute or executing acts that might prejudice or endanger 
 the lives of passengers, or damage the property, or interfere 
 with the march of the trains, and they must deliver them 
 prisoners as soon as possible to the nearest police authority 
 making before them the formal accusation. 
 
 Each passenger coach must be provided 'with an elect- 
 ric bell-push communicating with the alaim bell for the 
 guard of the train, xAio must immediately attend to anj' call. 
 
 Art. Go. Any forcible resistance to the Railway employ- 
 ees in the execution of their duties, will be dealt with by 
 the ordinary police authorities provided that the case is 
 not sufficiently serious to come under the juiisdiction of the 
 Criminal Code. 
 
 Art. 66, No persons other than those in the execution 
 of their duties will be allowed to «nter or walk on the 
 line. The driving of animals along the line is also pro- 
 hibited although they may be driven acros.s the line, but 
 the person in charge must be careful not to cross A\-heu 
 a train is approaching. 
 
 This regulation also appl3-s to cartmen or drivers of other 
 
veliicles, who will only bs allowad to cross the Hue at the 
 level crossings. 
 
 Art. 67. All}' person who maj' siitt'er loss or damage 
 through noncompliance with the above regulations shall 
 have no legal right of claim against the Company, unless 
 he is able to prove that notwithstanding his own neglig- 
 ence, the occurrence might have been avoided. 
 
 Art. 68. In each station there must be prominently 
 exposed the time tables, list of passenger flires, and goods 
 tariffs rates, for the information of the public. 
 
 Art. 69. Every change or modification of time table or 
 tariffs must be published in at least two newspapers for 
 one month, when referring to passengers, or three months, 
 to goods, before coming into force. 
 
 Art. 70. Each Company must draw up the service 
 regulations for the guidance of the staff, and must submil 
 same for the approval of the G-ovemment within two 
 months after opening the first section to traffic. 
 
 Art. 71. Each Company must keep a register of all 
 accidents or other notable occurrences, and must place 
 same at the disposition of the National authorities when- 
 ever called u])on to do so. 
 
 Art. 72. Eacii station must be provided with a register 
 which shall be revised periodicasly by the Public Works 
 Board or the National Eailvvay laspector, for the public 
 to note any complaints against the Companies or their 
 employees. 
 
 Art. 73. L2t this law he made public. 
 
 SANTOS. 
 Carlos de Castro. 
 
58 — 
 
 Railway Law. 
 
 I AMI'LIFIYXG THAT OF 27'^" AUGUST 1884). ■ 
 
 Legislativb Power. 
 
 The Senate a:iJ Cliaiiibers of Representatives of the 
 Oriental Republic of Urnguaj^, uaited in General Assembly. 
 
 DECREE: 
 
 Art. 1. The following lines will form part of the genera^ 
 ral railway system established by the law of 27"> Au ■ 
 gust 1884, in addition to those tlierein specihed. 
 
 I. A railway from the city of Durazno to Trinidad, 
 
 forming a junct'on with the Central Co. 
 II. A railway to the frontier by the Bage road, joining 
 with the Northeastern line at Cerro Chato (Puntas 
 del Yii. 
 III. A branch, from Pando to Minas, of the Northeast- 
 ern line which runs from Montevideo to Artigas, 
 passing through Pando, San Ramon and Villa de 
 Melo, with a branch to Treinta y Tres. 
 Art. 2. Should the line from Montevideo to Colonia, as 
 also the extension of the Western line, be constructed by 
 the State, their route shall be as follows.- — the main line 
 from Montevideo to Mercedes and Independencia, passing 
 through Rosario Oriental and following the mountain ridge 
 between Colla and Rosario until it joins the Cuchilla 
 Grrande (Great range) and following the latter as far as 
 Mercedes, with three branch lines, one from Rosario to 
 Colonia another from Puntas del Perdido to Carmelo and 
 
- 59 — 
 
 Palmira, and a third to Dolores ri.umiiig along the i-idge 
 which divides the water from San Salvador. 
 
 Art. 3. The regulations -^f the law of 27'" August 1884 
 with respect to the jaiiction and service in connectii)n there- 
 with will applj'' to the main and branch lines authorised 
 in tlie 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 I'ailT. ays intended to afford 
 direct communication, both locally and with the capital, to 
 camp towns and other rural centres. The cost of these 
 lines must 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 Hues to the Legislative Council for approval, or 
 will in each case ask for the necessary authority to con- 
 tract for ther constfnction. 
 
 Art. 6. In the concessions which may be granted, in 
 conformity ^^ith art. 4 of this law. the Executive Power 
 may grant a maximum guarantee ni' 7 ",o on the maximum 
 price of five thousand pounds sri.'rling per kilometer of 
 road ready for public ti-aftic : this guarantee to last for 33 
 years from the date of granting the concession. If on 
 account of difnculties_ in the route to be traversed, the 
 real cost should exceed L o.OOD stg. per kilometer, on 
 this being verified by the Government technical offices, the 
 Executive Povver shall fix a proportiouate rate of guaran- 
 tee interest on the legal value per kilometer of ihe line 
 (which value must in no case ..xceed L 7.000 stg.;, so 
 that the total sum to be paid them will be same 7 ", u on 
 L 5.000 per kilometer as fixed in the preceding paragraph 
 
— 60 — 
 
 Art. 7. Ill every contract of concession must be stipula- 
 ted tlie maximum tariffs which the Company ma}'' cliarge 
 the public, and the Executive Power will have the right 
 to exact a reduction i;i them and to intervene in the com- 
 pilation of the new oaes, should the liailway retuni more 
 than 8 "/u. In such case, the reduction of tariffs will be 
 limited to the excess over 8 »/o which may be payable to 
 the State as returned guarantee in accordance with art. 17 
 of the law of 27"' August 1884. 
 
 Art. 8. No conces-sion whatever will be granted except 
 on condition that, 'JO years after being granted, the line 
 becomes the property of the State, without any remunera- 
 tion whatever. 
 
 Art. 9. Relinquishment of the guarantee in accordance 
 with article 18 of the law of the 27"' August 1884, will 
 not exonerate the Companies from the obligations imposed 
 b}- 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 jn-ior right to a concession, even though not 
 yet granted, will be shortl}^ 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 da3^s at the 
 latest, no excuse of anv of its members or other incident 
 which may delaj' 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 account, the Government will issue Public 
 Debt bonds to be called " Railway Bonds " bearing 6 "/o 
 annual interest payable quarterly, and 1 "jo amortization 
 I^ayable annually and these bonds shall be specially gua- 
 ranteed by the railways which erov constructed by them, 
 the earning.? of same, and by the general national revenue. 
 These bonds may be redeemed at anytime at par value. 
 
 Art. 1.'], The construction of railways for the account of 
 the nation shall be undertaken at a fixed cost per kilome- 
 ter, but itli the object of ^'assisting 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. 10. AVhen 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 U]3on iu the con- 
 tract, which rate shall on no account be less than 8.5 "/„ 
 of their nominal value. 
 
 Art. 17. In accordance with the Law of Jnne 25'-' 1800 
 the construction o( 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 individuals, by the Government, for construction 
 for the account of the Nation, under the Law of 188-4, ara 
 exempted from the stipulations of clause 17. 
 
 Art. 19. The Oovernment will each 3'ear draw up the 
 tariffs for the various national railways 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 expro]n'iate the 
 railways held by any private Company, in accordance with 
 the general law of E.Kpropriation, 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 27"' 1881 
 not in accordance with tho^e of this law are hereby re- 
 
 Art. 22. The Government will issue regulations for the 
 jjromnlgation of the present law. 
 
 Art. 23. Let it be published, etc. 
 
 Hall of Sessions of the Assembly, Montevideo, Novem- 
 ber 28'i> 1888. 
 
 Fernando Tobees. 
 
 Francisco Agu'dar y Leal, 
 Secretary of the Senate. 
 
 Manml Garcia // Santos, 
 Secretai-}' of the Lfgislativo Assembly. 
 
— 63 — 
 
 Ministry of Government. 
 
 Montevideo, Koveraber 30'h 1888. 
 
 It is hereby decreed that this be complied with, communicated 
 to whom it may concern and inserted in the National Registry. 
 
 TAJES. 
 Julio Herreka y Obe.s. 
 
 Law 
 
 RELATING TO THK CONCESSION' OF THE URUGUAY INTERIOR 
 RAILWAY. 
 
 Ic is hereby decreed by the Senate and House of Re- 
 presentatives of the Oriental Republic of the Uruguay 
 assembled in Council: — 
 
 Article 1. The (lovernmeut shall contract with Messrs. 
 Castro Petty aud C.» (1) for the constrnction and delivery 
 to traffic of the Uruguay luterior 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 the Executive decree 
 of September 3"' 1884, on such points as are not in 
 opposition to the present laiv. The line will be divided 
 into three sections: tlie first extending from the Port of 
 Colonia to the town of Durazno, running through Perdido; 
 
 [I) The actual concession-iires are Messrs. Collet Castro & C". 
 
— 64 — 
 
 the second iVom Darazuo t? Yi or Carro Cliato, forming 
 a junction witli the North -Eastern Railway; and the 
 third from Yi or Cerro Chato to the BraziUan frontier 
 in the direction of the road to Bage. 
 
 Art. 2. The concessionaires must present definite surveyed 
 plans of this line within eighteen months from the 
 date of the concession, and witliiu 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 ( G "/„) 
 on the capital invested in the construction of the Hue, on 
 a cost of L 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 Government determining in 
 due course, ia agreement with the concessionaires, the 
 regulations for the general management of same, aud 
 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 line 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 Chato. 
 
 Art. 9. Let this law be published. 
 
 Sessions Hall of the Senate. 
 
 Montevideo, Setptember 4th 1889. 
 
 Francisco Aguilar y Leal, 
 Secretaiy. 
 
 Xavier Lariiia, 
 1*' Vice President. 
 
 Montevideo, September 5th 1889. 
 
 The Legisliitive Chambers yesterday sanctioned the law 
 which I now have the lionoiir to pass to the Executive 
 (jrovernment, authorizing the contract with Messrs. Castro 
 Petty and Co. for the consti'uctiou and opening to traffic 
 of the Uruguay Interior Railway from the North of Colonia 
 to the Brazilian frontier. I take this opportunity of assu- 
 ring the Executive Government of mj- sincere respect. 
 
 Xavier Lavina, 
 1st \iQ,Q President. 
 Francisco Afjuilar y Leal, 
 Secretary. 
 
 To tJie Executive Government of the Republic. 
 
— 66 — 
 
 Ministry of Government. 
 
 Monte i'idco, Setember Gth 1880. 
 
 It is hereby decreed that receipt be acknowledged of 
 the above law, and that it be communicated, published, 
 complied with and passed to the National Registry. 
 
 TAJES. 
 Julio Herrera y Ores. 
 
 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 Uruguay 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 Tomkinsou, 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 adopted in the construction of the first sections of 
 railway 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 Lu- 
 cia and Florida, with the right for the Company to extend 
 the line to the Brazilian frontier and granting the follow- 
 inn- concessions : 
 
— 67 — 
 
 (a.) State guaraute of 7 "!„ auunal interest on the 
 capital espeaditure of Ei 10.000 per Eaglisli mile of 1609 
 meters constructed, for the term of forty years. 
 
 The arraugement of this guarantee would 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 recogaised 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 railway. 
 
 (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 with the obligation on the part of the Company 
 to take all possible precautions for the public safety. 
 
 ( f. I Cession to the Company of any national or anuni- 
 cipal lands required for the purposes of the raih\'ay 
 construction, and the right of use of any public plaza 
 similarly requii'ed. 
 
 ( ij.) Expropiation for the private account of the Company 
 on the plea of public utility of any private properties 
 required for the construction of the line, executing such 
 acts in strict accordance with the law on such matters. 
 (It.) The right to coastruct branches with the previous 
 consent of the Government from the main line, ■which bran- 
 ches shall also enjoy the guarantee of 7 "/„. 
 
 (i. ) The Government in the desire to assist such enter- 
 
— 68 — 
 
 prise as would emich and increase the prosperity of the 
 Republic would voluntarily subscribe for 2000 shares so 
 soon a3 the construction works might be comnienced 
 paying for same by monthly instalments of L 2000. 
 
 The Company for their part undertook — 
 
 («.) To repay to the State the sums that m.ight be so 
 paid as guarantee with the half of the net profits of the 
 line over and above 7 " „ interest on the ea])ital during the 
 duration of the fofty years of the concession. 
 
 (&.) To cojistruct the line and its appurtenances in the 
 most solid manner possible, adopting the 4 feet 8 '/o inch 
 guage, and terminating the section to Durazuo 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. 
 
 id.) To erect at their own expense, v\'lien called upon 
 by the Government, the electric telegraph throughout the 
 extension of the hne, 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 vx'henever 
 the net profits amount to 16 "'o. 
 
 (Ji.) To intervene in the Companj's operations under any 
 of the special concessions granted. 
 
 (<■.) To inspect the works of the railway both dimng 
 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 
 line Y/as opened to public traffic either in complete or par- 
 tial sections the Departmental Councils of the Capital, 
 
— 69 — 
 
 Canelones, Florida, Durazno, and any other point to Avhicli 
 the liae may be earned, shall contribute the half of their 
 net revenne after paying their respective expenses. 
 
 (i.) Any questions between the Company, the CTOveru- 
 ment, or private individuals, shall be settled by arbitrators 
 appointed mutually by both parties. 
 
 AVith the idea of giving what impulse they could to 
 the construction of the Central Railway, on January 14"* 
 1868 the Government issued a decree aiithorizing 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 cDntrol, also sanctioning the change in the 
 constitution of the new Company. 
 
 The guarcatee was thus increased 1 "/o >fhilst the other 
 concessions granted by the decree of October 4^'' 18GG 
 were only modified in the part relating to the amouiLt of 
 capital on which the guarantee would 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'"' 18G6 
 notwihstanding the increase ia the amount of the guar- 
 antee by 1 "/o, it would appear did not meet the viev/s 
 of the Concessionaires as the line was constriacted as far 
 as Durazuo under the original decree of October 4"' 18G6. 
 
 The Company of the Central Uruguay Railway was 
 reorganized by an agi-eement 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 cancelled, the other 
 coucessious as indicated iu the remaiaing clauses being 
 
— 70 — 
 
 confirmed as also the ConipaDy's obligation under clause 
 c, aud 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 yearly ; the Company 
 promising to do all possible to raise abroad the necessary 
 capital to continue the line to the other side of the 
 Kiver Yi. 
 
 The Government agreed to give up the 5000 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 begau 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 foil wing stipulations: 
 
— 71 — 
 
 The Government would pay to the Company L 500 pei- 
 mile of tJie mentioned extension, in special bonds to be 
 called "Advancement of Riihvay bonds" (Fomento of 
 Railways) bearing 4 »/o P^r annum. The Company would 
 commence to amortize the bonds received for the construction 
 of the line two years after the date of their delivery with 
 the surplus of the 8 "/o of the net receipts of the whole 
 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 Grovernment as soon as the 
 line was opened to traffic to the North 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 mentioned was constructed and the Central 
 Company were authorized to definitely open same to public 
 traffic by the decree of February 17"^ 1887. 
 
 The progress of the construction of the railway system 
 in 1884 represented 411 kilometers 700 meters opened to 
 public traffic as follows. 
 
 Central Uruguay, Montevideo to Yi 
 
 " " Branch to San Jose 
 
 North "Western of Uruguay 
 Uruguay North Eastern. 
 Northern to Santa Lucia . 
 
 209. 
 
 33. 
 
 112.3 
 
 34.4 
 23. 
 
— 72 — 
 
 At that time tlie Legislative Chambers passed the Lavv' 
 of August 27"' 1884, promulgated by the Decree of 
 September 3'"'i 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 was realized 
 one of the acluevemeuts that has most contributed to our 
 grand future and the prominent position that our system 
 will serve in the quick service of Central South America. 
 
 By the following comparison the difference in the con- 
 ditions established under the two Laws will be observed. 
 
 LAW OF 1884. 
 («.) Perpetual concession. 
 
 (h.) Guarantee for a period 
 of forty yeai's of 7 "/o on a 
 maximum capital outlay of 
 L 5.000 per mile. 
 
 (c.) Right of the Govern- 
 ment to intervene in the 
 making of tariff rates when 
 the line earns more than 
 12 "A. 
 
 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 5 
 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 
 maidmum rate tliat the Com- 
 pany shall he allowed to 
 charge the public, the Execu- 
 tive Power being authorized 
 to demand a reduction of 
 same and intervene in their 
 formation when the line earns 
 more than 8 "/„ the reduction 
 thus made being limited to 
 that share of the interest 
 which over and above the 
 
- 73 — 
 
 (d.) Right of tbe State to 
 expropriate any rail-«-ay after 
 it lias been opened to traffic 
 for 25 years, paying a fair 
 valuation of the property at 
 such time plus 20 "y'o for 
 the o;oochvill. 
 
 8 o/o would correspond to 
 the State as a return of the 
 Guarantee in accordance with 
 article 17 of the law of 
 August 27"'. 
 
 Right of the State to ex- 
 propriate any railway at any 
 time iu accordance witi the 
 general law of expropriation, 
 
 (e.) Authorises the con- 
 struction for the account of 
 the State of railwaj-s of 
 general utility or merely of 
 local advantage, the Executive 
 Power being empowered to 
 issue Railway Bonds, at 6 "'« 
 interest payable quarterly 
 with 1 "/„ 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 
 conseqiaent mterest 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 law of 27*1' 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 j\Iid- 
 land Uruguay Railway Company Limited, the North- 
 
- 74: - 
 
 -western of Urugaay Railway Company Limited, and the 
 Uruguay Nortlieru Railway Company Limited, arranged 
 the conditions of the guarantees and their services as set 
 forth ill the followiag articles of the agreement ahove 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 Sl^' 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 which they are 
 payable. The amount of the reduced interest so guaranteed 
 shall be paid in London direct by the Bankers to the 
 said Railway Companies by equal quarterly instalments 
 on the l^f of May, August, November and February, ia 
 each year, in respect of the quarters endiag in Mai-h, 
 June, September and December, the first payment to be 
 made on the 1^* of May, 1892. 
 
 " Article 16. The net earnings of each Railway Com- 
 pany during each year ending 31^* of December shall be 
 applied in the following manner: — 
 1*', When the net earnings do not exceed 1 1/2 per cent, 
 per annum ou the sum of L 5,000 per kilometre 
 tliey shall be retained by the Raihvay Company for 
 its own use, without making any deduction whatever 
 from the guarantee. 
 2"''. "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 Company, the excess rip 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 5,000 per 
 kilometre shall be applied 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 L 6,000 per kilometre, shall be retained by the 
 Railway Company for its own use. 
 4"^. All sums received up to now and to be received 
 hereafter by the Company from the State in respec*' 
 of guarantee shall be returned to the Government 
 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 provisional accounts 
 showing its earnings and expenses during each quarter 
 (commencing with the quarter ending SI** March, 1892), 
 v\'ithin 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 
 whole year, as provided by the next Article. 
 
 " Article 18. The provisional quarterly accounts are only 
 established for the jDiirpose of not interrupting the pay- 
 ments at the fixed dates. Definitive accounts of the working 
 of each railway up to the Sl'^' of December in each year 
 shall be delivered by the Railway Company to the Govern- 
 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 suck 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 tha G-overnment 
 auditors, the railway Company not being in default. Any 
 question in difference arising on the aiidit shall be settled 
 in manner 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 
 Railwaj^s 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 ^^"hich the above 
 articles form part was ratified by tha financial agent of 
 Uruguay in London in accordaace with the law piiblished 
 on the T"' of October 1891 which authorized the Execu- 
 ^ve Power to arrange the External Debt and the Rail- 
 way guarantees. 
 
 In their turn the companies, through their representatives 
 ratified the agreement, which was therefore definitely 
 concluded. 
 
lu accordance with the regimeu 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 featui-es 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 luter- 
 Oceanic line from Recife to Valparaiso) 
 
— 78 
 
 Physical features of the Railways 
 
 OF THE OR-IEXsTT^L R.EFUBLIG OF XJR.tJC3-"CT A.Y. 
 
 CENTRAL URUGUAY RAILWAY. 
 
 LENGTH OF 
 
 LINE 314 KIL 
 
 600 
 
 met: 
 
 
 N.o. 
 
 LEKGTH 
 
 kil: met: 
 
 
 
 GRADIENTS. 
 
 Of 
 
 20 
 
 
 
 
 
 Between 
 
 ■20 
 
 
 aud 
 
 13 
 
 .26 
 
 u 
 
 13 
 
 26 
 
 and 
 
 10 
 
 00 
 
 u. 
 
 10.00 
 
 and 
 
 5 
 
 67 
 
 a 
 
 6 
 
 67 
 
 and 
 
 5 
 
 00 
 
 a 
 
 5 
 
 00 
 
 and 
 
 4 
 
 00 
 
 u. 
 
 4 
 
 00 
 
 and 
 
 3 
 
 30 
 
 Of less than 3.30 
 
 and 
 
 1 
 
 00 
 
 per 1000 
 
 506 
 
 Total of gradient line 
 
 " " level do 
 
 Maximum gradient 20 per 1.000. . . 
 
 do do, height of, 8.40 met. 
 
 do do, length 4.30 " 
 
 CURVE.S. 
 
 From 200 met. to 500 met. radius. . 113 
 
 " 500 " " 800 " " 83 
 
 " 800 " " 1.000 " " 69 
 
 Over 1.000 met. radius 29 
 
 Total length of cm-ved line 294 
 
 '■" " " straight " . . , . 
 
 Shorte:,t 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 liue exists at til: 65.2G0 m. 
 
 1^2) " " " " " " " " 69.510 m. 
 
 2 
 52 
 
 104 
 
 100 
 
 74 
 
 25 
 
 25 
 
 124 
 
 0.796 
 22.176 
 91.850 
 46.043 
 34.673 
 
 9.886 
 10.305 
 57.334 
 
 273.063 
 41.537 
 
 36 . 923 
 29 . 756 
 18.430 
 14.119 
 
 99.228 
 215.372 
 
 50 met. (1) 
 
 40 " (2j 
 
79 — 
 
 Central Oruguay Northern Extension Railway. 
 
 LENGTH OF LINE 293 KIL : 325 MET: 
 
 
 1 
 
 LENGTH 
 
 kil: met: 
 
 GRADIENTS. 
 
 
 
 Between 16 and 13.26 per 1000. 
 
 66 
 
 39.950 
 
 13.26 and 10.00 " '^ 
 
 208 
 
 94.294 
 
 " 10.00 and 0.67 " " 
 
 82 
 
 27 . 605 
 
 " 6.67 and 5.00 " " 
 
 48 
 
 15.358 
 
 " 5.00 and 4.00 " " 
 
 30 
 
 10.627 
 
 4.00 and 3.30 " 
 
 17 
 
 5.420 
 
 Of less than 3 . 30 per 1.00 " " 
 
 34 
 
 11.315 
 
 Total length of gradient line .... 
 « " level " .... 
 
 485 
 
 204.569 
 
 88.756 
 
 Maximum gradient 16 ]ier 1.000. . . 
 
 
 
 " " lieiglitof,29.60met. 
 " " 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 between two curves 
 
 in opposite direction 100 met. 
 
 Shortest jjiece of level Hue between two conti- 
 guous gradients 100 " 
 
80 — 
 
 North-Eastern Railway. 
 
 LENGTH OF LINE 206 KIL: 
 
 200 met: 
 
 
 K.°s 
 
 LENGTH 
 
 kil: met: 
 
 GEADIENTS. 
 
 Between 16 and 13.26 per 1000. 
 
 13.26 and 10.00 " " 
 
 10.00 and 6.67 " " 
 
 " 6.07 and 5.00 " " 
 
 " 5.00 and 4.00 " '• 
 
 « 4.00 and 3.30 " " 
 
 Ofless than 3.30 and 1.000 " " 
 
 11 
 137 
 39 
 29 
 16 
 12 
 24 
 
 7.550 
 71.600 
 16.570 
 15.175 
 7.025 
 6.575 
 14.325 
 
 Total length of gradient Ime. . . . 
 
 " " level " . . . . 
 
 Maximum gradient 16 per I.OOO . . 
 
 " '• Iieight 16.90 met. 
 
 « " length 1.050 " 
 
 CUKVES. 
 
 From 200 to 500 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 " 
 
 Shortest piece of straight line bet 
 
 203 
 
 ween t 
 
 74.014 
 1.32.186 
 wo 
 
 . 100 met. 
 
 Shortest piece of level line between 
 tiguous gradients 
 
 two c 
 
 3n- 
 . 100 " 
 
— 81 — 
 
 Montevideo -Minas Railway. 
 
 LENGTH OF LINE 122 KIL: 615 MET: 
 
 
 N.os 
 
 LENGTH 
 K I L : MET: 
 
 Of 
 
 Between 
 
 u 
 
 u 
 
 u 
 u 
 u 
 
 Of less til 
 
 GHADIENTS. 
 
 20 
 
 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 3. .30 
 
 an 3.30 to 1.000 
 
 )f gradient line. . 
 
 per 1.000. 
 
 11 u 
 
 U 11 
 
 11 u 
 u u 
 u u 
 
 U 11 
 
 u u 
 
 19 
 74 
 43 
 39 
 19 
 11 
 7 
 39 
 
 4.820 
 
 25.204 
 
 11.920 
 
 14.727 
 
 5.955 
 
 3.940 
 
 3.580 
 
 22.720 
 
 Leno-tli c 
 
 251 
 
 32 
 22 
 39 
 16 
 
 92.866 
 
 u 
 
 " level " . 
 
 1 gradient 24 per 
 " height 
 " length 
 
 CURVES. 
 
 200 to 500 1 
 TOO to 800 
 8(X) to 1.00(J 
 1.000 met. radiu 
 
 gth of curved lin 
 " " straight " 
 
 
 29 . 749 
 
 Maximun 
 
 a 
 u 
 
 Between 
 
 11 
 
 11 
 
 Over 
 
 1.000. . . 
 5.80 met. 
 2.40 " 
 
 net. radius. 
 
 U 11 
 
 11 u 
 S 
 
 e 
 
 7.520 
 
 7.292 
 
 13.608 
 
 6.882 
 
 Total lei] 
 11 
 
 109 
 
 35.302 
 87.313 
 
 Shortest length of straight line between two 
 
 cmwes in opposite directions 91.32 met. 
 
 Shortest length of level line between two 
 
 contiguous gradients 100 " 
 
— 82 — 
 
 Midland Uruguay Railway. 
 
 LENGTH OF LINE! 317 KILOJi: 775 MET: 
 
 
 N.os 
 
 LENGTH 
 
 kil: met: 
 
 GEADIENTS. 
 
 
 
 Between 16 and 10 per 1.000. . . 
 
 392 
 
 159.806 
 
 " 10 " 5 " "... 
 
 116 
 
 34.567 
 
 Oflesstliano " " . . . 
 
 75 
 
 27.860 
 
 Total length of gradient line .... 
 
 583 
 
 222.233 
 
 " " " level " . . . . 
 
 — 
 
 95.542 
 
 Maximum gradient 16 per 1.000. . . 
 
 
 
 " " height 27.60 met. 
 
 
 
 « " length 17.25 " 
 
 
 
 CURVES. 
 
 
 
 With radius of 300 met 
 
 1 
 
 0.241.73 
 
 Between 400 and 800 " radiiis . . 
 
 70 
 
 20.879.71 
 
 " 800 " 1.000 " " 
 
 14 
 
 5.430.87 
 
 " 1.000 " 2.000 " " 
 
 110 
 
 29.543.10 
 
 Total length of curved line 
 
 195 
 
 62 095.41 
 
 " " straight " 
 
 — 
 
 255.079.59 
 
 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„ 
 
 Nortli-West of Uruguay Railway. 
 
 Tliis 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 Yacuy stream and Santa Rosa, 
 
— 83 — 
 
 a length of 81 kil. 257 met., whose physical features are 
 as follows: 
 
 LENGTH OF LINE 81 KIL: 257 MET: 
 
 LENGTH 
 
 kil: met: 
 
 GRADIENTS. 
 
 Between 16. GG and 15 per 1.000 
 " 12 ^' 
 
 " 10 " 
 
 " 6.6G " 
 
 " 15 
 
 " 12 
 
 10 
 
 " G.66 
 
 5 
 Of less than 2.50 
 
 2.50 
 per 
 
 Total length of gradient line. . . 
 
 " " " straight " . . . 
 
 Maximum grade 16. 6G per 1.000. 
 
 " " height 16.07 met. 
 
 " " length 9.50 " 
 
 CURVES. 
 
 AVith 
 
 600 met. radius 
 
 700 " " 
 
 " 800 " 
 
 " 900 " 
 
 " 1.000 " 
 
 " 1.500 " 
 
 " 2.000 " 
 
 " 4.0(J0 " 
 
 Total length of 
 
 9.581 
 5.225 
 7.420 
 
 10.863 
 6.275 
 8.450 
 
 18.007 
 
 60.821 
 20.436 
 
 1.336 
 0.677 
 0.926 
 10.241 
 1.241 
 0.803 
 0.199 
 0.083 
 15.506 
 65.751 
 
 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 gi-adients 100 " 
 
84 — 
 
 Wortfiern Uruguay Railway. 
 
 LENGTH OF LINE 114 KIL: 200 MET: 
 
 
 N.os 
 
 LENGTH 
 
 kil: met: 
 
 GRADIENTS. 
 
 
 
 Between 15.384 and 10 per 1.000. 
 
 62 
 
 58.475 
 
 " 10 and 5 " " 
 
 27 
 
 14.700 
 
 Of less than 5 per 1.000 
 
 29 
 
 19.300 
 
 Total length of gradient line .... 
 
 118 
 
 92 475 
 
 " level " .... 
 
 — 
 
 21.725 
 
 Maximnm grade 15.384 per 1.000 . . 
 
 
 
 " " height 40.23 met. . 
 
 
 
 " " length 3.200 " 
 
 
 
 CURVES. 
 
 
 
 Between 500 and 800 met. radius . 
 
 48 
 
 20.076 
 
 " 800 and 1.000 " 
 
 16 
 
 5.447 
 
 " 1.000 and 2.000 " " 
 
 13 
 
 3.701 
 
 " 2.000 and 5.000 " " 
 
 2 
 
 0.480 
 
 Total length of curved line 
 
 79 
 
 29.704 
 
 " " " straight " .... 
 
 
 84.496 
 
 Shortest straight stretch between two cui'ves 
 
 in opposite directions 100 met. 
 
 Shortest level stretch between two contiguous 
 
 gi-adients 100 " 
 
— 85 
 
 The following figui'es refer to the physical features of 
 the lines in the Republic of most international impor- 
 tance. 
 
 PLANEMETEICAL FEATUEES. 
 
 RAILWAY. 
 
 Shortest distance 
 
 betwcca 
 
 termini. 
 
 Central Uruguay | 
 Rfiilwaj's and Montevideo, Paso 
 Northern Ex- 1 de ]os Tores to| 
 
 tension. • • • | Rivera j 424 kil'ers. 
 
 Montevideo to San 
 Ramon and Nico 
 
 Perez 
 
 Paso de los Toros 
 Pay.sandu and 
 
 Salto 
 
 IjColonia, Durazno.i 
 Internationallj Cerro Cliato and' 
 Uruguay Rail-;] kil: 126, '2iul. sec-^^ 
 ■ways . . . .i| tion, to San Luis.' 
 
 North -Eastern 
 Railways. . . 
 
 Midland Uru- 
 guay Railways' 
 
 117 kil: .500 m. 
 
 250 kil: 
 
 .502 kil: 500 m. 
 
 Length of 
 
 line 
 between 
 termini. 
 
 149 kil: 
 78S m. ill 
 
 317 kil: 
 775 m. 
 
 617 kil: 
 722 m. 
 
 Increased 
 distance 
 talten by 
 line com- 
 pared with 
 shortest 
 distance. 
 
 25.24 o'o 
 
 27.48 "/„ 
 
 27.20 »/o 
 22.4GO' 
 
 RAILWAY. 
 
 Percentage 
 straight line. 
 
 Percentage 
 
 of 
 
 curved line. 
 
 Central Uruguay and Northern 
 Extension Railways .... 
 North-Eastern Uruguay Railway 
 Midland Uruguay Railway . . 
 Uruguay Internal Railway . . 
 
 1 
 
 64.85 
 
 69.31 
 
 1 79.00 
 
 75.49 
 
 35.15 
 30.69 
 21.00 
 24.51 
 
 ALTIMETRICAL FEATURES. 
 
 RAILWAY. 
 
 Percentage 
 
 of 
 
 gradient line. 
 
 Percentage 
 
 of 
 
 level line. 
 
 Central Uruguay and Northern 
 
 Extension Railways 
 
 North-Eastern Railway. . . . 
 Midland Uruguay Rail«'aj^ . . 
 Uruguay Internal Railway . . 
 
 78.73 
 67.30 
 69.93 
 62.34 
 
 21.27 
 32.70 
 30.07 
 37.66 
 
 (1) San Ram6n and Nico P^rez are considered tcrmii 
 
— 86 — 
 
 1 
 
 RAILWAYS. 1 GRADIENTS OF. 
 
 PEE CENT. 
 
 Central Uruguay and 
 
 
 "'o 
 
 Northern Extension . 
 
 between 20 and 10 per 1.000 
 
 40.83 
 
 
 " 10 " 5 - " 
 
 20.35 
 
 
 u 5 a '• '• 
 
 17.42 
 
 
 level. 
 
 21.40 
 
 Nortli-Eastern 
 
 between 16 and 10 per 1.000 
 
 38.39 
 
 
 15.39 
 
 
 u 5 ;! " " 
 
 13.54 
 
 
 level. 
 
 32.70 
 
 Midland Urngiiay . . . 
 
 between 16 and 10 per 1.000 
 
 50.29 
 
 
 " 10 " 6 " " 
 
 10.87 
 
 
 " 5 '• " " 
 
 8.77 
 
 
 level. 
 
 30.07 
 
 Uruguay Interior . . . 
 
 between 16 and 10 per 1.000 
 
 30.85 
 
 
 10 " 5 " " 
 
 11.15 
 
 
 " 5 '' " " 
 
 20.34 
 
 
 level. 
 
 37.66 
 
 
 
 MINIMUM RADIUS 
 
 Total "'o 
 
 
 Cunes 
 
 400 METERS. 
 
 
 RAILWAYS. 
 
 
 
 
 : curves on 
 
 
 on tlie level. 
 
 Curves on gradienta of 
 0.01 to 11.09 »„ 12 to .6»o. 
 
 the line. 
 
 Central Uruguay and 
 
 
 
 
 
 Northern Extension' 
 
 10.04 »/o 
 
 11.95 »/" 
 
 16.89 o/oT 
 
 8.88 "/» 
 
 North- East 
 
 8.82 
 
 12.22 
 
 9.65 S 
 
 0.69 
 
 Midland Uruguay . .1' 5.51 
 
 5.68 
 
 9.80 2 
 
 1.00 
 
 Uruguay Interior . . ' 
 
 ■7 
 
 84 
 
 10.65 
 
 6.02 2 
 
 4.51 
 
- 87 — 
 
 Cross sections of ttie Railways. 
 
 The cross sections adopted in tlie construction of the 
 Hues in the Republic are all of a similar type. Those 
 shown on plate N." 1 correspond to the Northern Extension 
 of the Central Uruguay Railway and are in accordance 
 with the prescriptions of the 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 Republic 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 
 tlu'ough which each line runs: the absence of special 
 information on the point Avould have rendered necessary 
 a detailed local examination in each instance, a work of 
 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 more 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 foimd 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 recoui'se to explosives, but in determining 
 the permanent line, efforts are always made to limit as 
 far as possible cutting in the I'ock. 
 
 At kilometer 412, the Northern 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 cenozoic land, and 
 in some places, through basaltic and trachytie rock such as 
 it was necessary to perforate in making the tunnel at 
 kUometer 470. In this district are to be found the steepest 
 gradients ou 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, run over gradients of 0.016 per metre at 
 the maximum speedallowed, viz: 72 kilometers per hour. 
 
 Such marvellous speed cau only be attained in countries 
 like Uruguay, where the steep gradients are, in a manuci, 
 compensated for, and rapid transit over them is allowed 
 by the solidity "which the nature of the soil and the excel- 
 lent construction materials to be found at every step, afford 
 in the preparation of the road-bed. 
 
 It was with true foresight and a clear coucei)tion of the 
 future importance of the Railways in the Republic that an 
 article was included in the rail"way la"W fixing 1 met. 44 
 cent, as the gauge for all the lines. 
 
 This gauge is that shown in the ci'oss 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 rul3S 
 which should govern the construction of the great interna- 
 tional lines in America. 
 
 Buildings etc. 
 
 The Central Uruguay and other Railways 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 iu 
 great abundance, especially in the Colorado district of the 
 Department of Canelones. 
 
 In nearly all the stations the good-sheds, the roofs 
 and walls 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 providetl solid buildings wdth 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 ueccesaiy commodities for 
 
— 90 — 
 
 properly carrying on tlie service, and the permanent sta- 
 tion has been designed and its most necessary and urgent 
 parts erected, viz, tlie large deposit sheds. 
 
 It is calculated that L 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 amouat 
 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 Ya meters; and the tunnel at kilometer 470, 228 meters 
 long. On the Midland Uruguay Railway there are the 
 Salsipuedes bridge of 9 spans of 37 meters each; the River 
 Queguay bridge of 2 spans of 59 meters and 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 iron car- 
 ried on pillars, lof 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 predoniluatiiig spaas used are those of 5.10 and 15 
 meters (16'6", 33, aad 50', respectively]. Plates 5,6 and 7 
 show the types of bridges with spans of these dimensions, 
 and are those of the bridges bnilt both 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 iu detail in the plates 
 N."' 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 
 hill tlu'ough which it rims are shown in figures 3 and 4 of 
 plate N.« 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 
 corresponding to each of the constructions referred to. 
 
92 — 
 
 Central Urugyay Railway. 
 
 
 
 1 DISTANCE 
 
 HEIGHT 
 
 
 STATIONS. 
 
 I S K I L M E T K R S . 
 
 ABOVE 
 
 
 Between 
 
 From 
 
 SEA-LETEL. 
 
 
 
 |S ta tio 118 . 
 
 Montevideo. 
 
 
 
 
 1 
 
 
 Met. Cent. 
 
 1 
 
 Centi al (Moutevideo) . 
 
 0. 
 
 0. 
 
 2.40 
 
 2 
 
 Bella Vista . 
 
 i 2.710 
 
 2.710 
 
 8.05 
 
 3 
 
 Yatay 
 
 1.700 
 
 4.410 
 
 7.65 
 
 4 
 
 Sayago 
 
 : 3.640 
 
 8.050 
 
 44.50 
 
 5 
 
 Colou 
 
 ■ 2.880 
 
 10.930 
 
 44.26 
 
 6 
 
 Indepeudencia. 
 
 4.760 
 
 15.690 
 
 49.35 
 
 7 
 
 Piedras 
 
 3.960 
 
 19.650 
 
 68.90 
 
 8 
 
 Progreso . . . . 
 
 6.770 
 
 26.420 
 
 55.50 
 
 9 
 
 Jiaanico .... 
 
 8.900 
 
 35.320 
 
 43.00 
 
 10 
 
 Cauelones .... 
 
 7.220 
 
 42.540 
 
 28.90 
 
 11 
 
 Mai'gat 
 
 8.700 
 
 51 . 240 
 
 10.^0 
 
 12 
 
 Santa Lucia . 
 
 7.350 
 
 58.590 
 
 10.77 
 
 13 
 
 25 de Agosto. 
 
 4.550 
 
 63.140 
 
 14.35 
 
 14 
 
 Kil: 77 (Crossing sta'm 
 
 14.060 
 
 77.200 
 
 55 . 10 
 
 15 
 
 Isla jMala .... 
 
 13.420 
 
 90.620 
 
 63.70 
 
 16 
 
 Kil: 101(crossingsta"n 
 
 10.380 
 
 101.000 
 
 73.51 
 
 17 
 
 Florida 
 
 7.260 
 
 108.260 
 
 67.00 
 
 18 
 
 La Cruz .... 
 
 22.5.50 
 
 130.810 
 
 127.20 
 
 19 
 
 Sarandi .... 
 
 27.790 
 
 158.600 
 
 148.20 
 
 20 
 
 Kil: 172(crossiugsta'n) 
 
 13.600 
 
 172.200 
 
 141.90 
 
 21 
 
 Goiii 
 
 13.200 
 
 185.400 
 
 127.05 
 
 22 
 
 Durazno . 
 
 19.400 
 
 204.800 
 
 86.05 
 
 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 
 
 Rio Negro .... 
 
 28.540 
 
 273.140 
 
 65.90 
 
 27 
 
 lulom. 288 . . . 
 
 14.860 
 
 288.000 
 
 133.30 
 
 28 
 
 Cardoso .... 
 
 20.000 
 
 308.000 
 
 76.30 
 
 29 
 
 Achar 
 
 31.000 
 
 339.000 
 
 176.80 
 
 30 
 
 Pami^a 
 
 20.000 
 
 359.000 
 
 214.90 
 
 31 General Netto . 
 
 27. GOO 
 
 386.000 
 
 246.82 
 
 32 
 
 Tambores . . . 
 
 26.000 
 
 412.000 
 
 275.90 
 
93 
 
 
 STATIONS. 
 
 DISTANCE 
 
 IN KILOMKTERS. 
 
 HEIl:hT 
 
 
 Between 
 
 Stations. 
 
 From 
 Montevideo. 
 
 SEA-LEVEL. 
 
 33 
 
 Valle Edea (Eden Va- 
 
 
 
 Met. Cent. 
 
 
 lley) 
 
 11.000 
 
 423.000 
 
 171.30 
 
 34 
 
 Tacuarembo . 
 
 25.000 
 
 448.000 
 
 137.00 
 
 35 
 
 Bauado de Roclia . 
 
 19.000 
 
 467.000 
 
 180.26 
 
 36 
 
 Paso del Cerro . 
 
 16.000 
 
 483.000 
 
 132.95 
 
 37 
 
 Paso Tranqueras . 
 
 40.000 
 
 523.000 
 
 156.82 
 
 38 
 
 Paso Ataqvies. . 
 
 16.000 
 
 539.000 
 
 158.50 
 
 39 
 
 Rivera 
 
 28.000 
 
 567.000 
 
 203.80 
 
 BRIDGES. 
 
 and lengtli 
 sjiaus. 
 
 Iletween 
 bridges. 
 
 Height 
 above 
 sea-level. 
 
 Quita Calzones ri- 
 ver 
 
 Miguelete . . . . 
 Las Piedras. . . . 
 
 Valley 
 
 Colorado, river . . 
 Valley 
 
 Astorga river. 
 Valley. . . . 
 Mata-ojo river 
 Valley .... 
 
 Santa Lucia River 
 Valley 
 
 Isla Mala river 
 
 1 
 
 5 m. 
 
 4.305 
 
 4.365 
 
 
 23 m. 
 
 0.225 
 
 4.o90 
 
 
 15 m. 
 
 10.840 
 
 15.430 
 
 
 7 m. 
 
 2.560 
 
 17.990 
 
 
 5 m. 
 
 5.628 
 
 23.618 
 
 
 o m. 
 
 10.996 
 
 34.614 
 
 
 5 m. 
 
 2.090 
 
 36.704 
 
 
 5 m. 
 
 2.401 
 
 39.105 
 
 
 5 m. 
 
 1.513 
 
 40.618 
 
 1 
 
 10 m. 
 
 7.677 
 
 48.295 
 
 
 5 m. 
 
 0.745 
 
 49.040 
 
 
 24 m. 
 
 0.280 
 
 50.320 
 
 
 5 m. 
 
 0.774 
 
 51.094 
 
 
 5 m. 
 
 0.820 
 
 51.914 
 
 
 5 m. 
 
 3.912 
 
 55.826 
 
 
 5 m. 
 
 3.6.32 
 
 59.458 
 
 
 10 m. 
 
 1.916 
 
 61.374 
 
 20 
 
 15 m. ) 
 
 24 m. ) 
 
 1.426 
 
 62.800 
 
 
 5 m. 
 
 1.838 
 
 84.038 
 
 
 10 in. 
 
 1.029 
 
 85.666 
 
 
 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 
 
 13.05 
 
 45.70 
 47.30 
 43.70 
 50.80 
 
94 — 
 
 BRIDGES. 
 
 '» and length 
 of spans. 
 
 Between From Mon- 
 bridges. tevideo. 
 
 Height 
 
 above 
 
 sea-level. 
 
 23 
 
 24 
 25 
 26 
 27 
 28 
 29 
 30 
 31 
 32 
 33 
 34 
 35 
 36 
 37 
 38 
 39 
 40 
 41 
 42 
 43 
 44 
 45 
 
 46 
 
 Valley 
 
 Pintado River. 
 Valley. . . . 
 
 Vi Rivei". 
 Saradi do . 
 Vallay . . 
 
 Villasboas Eiver. 
 
 Santa Marta do . 
 
 u a Li 
 
 Valley,. . . . ! 
 
 u 
 
 Saraiidi Valley . 
 u u 
 
 Valley . . . . . 
 
 47 
 48 
 49 
 50 
 51 
 52 
 53 
 54 
 55 
 56 
 67 
 58 
 
 Rio Negro River. J 
 
 Guayabos do . . 
 
 Valley 
 
 Tala River. . . 
 Stream .... 
 
 Cardoso River 
 
 u u 
 
 Bney River. . 
 Valley . . . . 
 
 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 
 2i 
 ]| 
 
 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. 
 lU m. 
 10 m. 
 18 m. ) 
 36.50) 
 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. 
 
 2.188 
 3.786 
 0.270 
 0.292 
 8.132 
 57 . 758 
 41.399 
 
 2.1.50 
 1.700 
 
 94.5941 60.80 
 
 98.380: 49.94 
 
 98.650' 48.30 
 
 98.958' 49.06 
 
 107.090 51.30 
 
 164.848 126.70 
 
 206.247! 74.70 
 
 2. 128 208.. 375 74.06 
 
 2.475 210. 850j 77.84 
 
 213.000! 85.00 
 
 214.700, 89.40 
 
 12.954 227.654! 
 
 0.346 
 4. 213 
 0.465 
 0.305 
 16.755 
 10.368 
 
 228.000 
 232.215 
 232.680 
 233.045 
 249.800 
 260.668 
 
 1.832 262.500! 
 
 0.300 
 3.000 
 
 .800 
 , 625 
 
 262.800 
 265.800 
 267.600 
 269 225 
 
 272.325 
 
 293 900 
 296.530 
 301.875 
 306.900 
 306.9751 
 308.4001 
 1. 5501309, 950! 
 0.5501310.5001 
 4.545 315.045 
 
 3.100 
 
 21.575 
 2.630 
 5 . 345 
 5.025 
 0.075 
 1 . 425 
 
 1.055 
 27.005 
 76.395 
 
 316.100 
 343.105 
 419.500 
 
 86.30 
 86.30 
 95.30 
 97.30 
 99.48 
 112.30 
 90.30 
 84.78 
 84.44 
 74.43 
 68.98 
 64.30 
 
 62.90 
 
 89.90 
 
 101.65 
 
 77.65 
 
 74.80 
 
 74.80 
 
 76.90 
 
 78.50 
 
 79.90 
 
 87.90 
 
 92.05 
 
 171.30 
 
 198.50 
 
- 95 — 
 
 
 ■p T? 1 
 
 
 
 of 
 
 md length 
 apaus. 
 
 DISTANCE 
 
 Height 
 
 
 D SXiu Ky ILiO * 
 
 Dctwecn 
 bridges. 
 
 From Mon- 
 tevideo. 
 
 above 
 8c»level. 
 
 59 
 
 Valley . 
 
 
 
 15 m. 
 
 2.240 
 
 421.740 
 
 Met cent. 
 
 180.90 
 
 60 
 
 u 
 
 u 
 
 
 
 15 m. 
 
 1.210 
 
 422.950 
 
 176.10 
 
 61 
 
 a 
 
 u 
 
 
 
 5 m. 
 
 1.150 
 
 424.100 
 
 169.00 
 
 62 
 
 u 
 
 u 
 
 
 
 5 m. 
 
 1.625 
 
 425 . 725 
 
 159.42 
 
 63 
 
 u 
 
 u 
 
 
 
 15 m. 
 
 1.475 
 
 427.200 
 
 1.54.80 
 
 64 
 
 u 
 
 u 
 
 
 
 15 m. 
 
 1.850 
 
 429.050 
 
 149.70 
 
 65 
 
 u 
 
 u 
 
 
 
 15 m. 
 
 1.175 
 
 430.225 
 
 147.00 
 
 66 
 
 u 
 
 u 
 
 
 
 6 m. 
 
 1.675 
 
 431.900 
 
 143.70 
 
 67 
 
 u 
 
 a 
 
 
 
 5 m. 
 
 1.025 
 
 4.32.925 
 
 141.50 
 
 68 
 
 u 
 
 u 
 
 
 
 10 m. 
 
 1.200 
 
 434.125 
 
 140.30 
 
 69 
 
 u 
 
 u 
 
 
 
 5 m. 
 
 1.450 
 
 435.575 
 
 139 . 30 
 
 70 
 
 u 
 
 u 
 
 
 
 5 m. 80 
 
 1.050 
 
 436 625 
 
 138.30 
 
 71 
 
 u 
 
 u 
 
 
 
 15 m. 
 
 1.375 
 
 438. 
 
 137.30 
 
 72 
 
 u 
 
 u 
 
 
 
 15 m. 
 
 2.575 
 
 441 425 
 
 136.90 
 
 73 
 
 u. 
 
 u 
 
 
 
 5 m. 
 
 4.695 
 
 446.120 
 
 141.95 
 
 74 
 
 u. 
 
 u 
 
 
 
 10 m. 
 
 3.092 
 
 449.212 
 
 134. 
 
 75 
 
 u 
 
 u 
 
 
 
 15 m. 
 
 0.988 
 
 450.200 
 
 131.30 
 
 76 
 
 MoUes Eiver 
 
 
 
 10 m. 
 
 1.600 
 
 451.800 
 
 1.33.30 
 
 77 
 
 a 
 
 u 
 
 
 
 5 m. 
 
 1.375 
 
 453.175 
 
 1.36.30 
 
 78 
 
 River . 
 
 
 
 
 5 m. 
 
 3.400 
 
 456.575 
 
 147 . 10 
 
 79 
 
 a 
 
 , , 
 
 
 
 5 m. 80 c. 
 
 0.875 
 
 457.450 
 
 141.20 
 
 80 
 
 Tres Cruces. 
 
 
 
 15 m. 
 
 1.950 
 
 459.400 
 
 1.36.30 
 
 81 
 
 Sauce . 
 
 . . 
 
 
 
 10 m. 
 
 1.750 
 
 461.160 
 
 136.70 
 
 82 
 
 u 
 
 u 
 
 
 
 5 m. 
 
 2.865 
 
 464.015 
 
 146.10 
 
 83 
 
 Banado 
 
 de I 
 
 locha 
 
 
 
 
 
 
 
 river . 
 
 
 
 2 
 
 5 m. 
 
 4.595 
 
 468.610 
 
 179.30 
 
 84 
 
 Tunnel . 
 
 , . 
 
 
 len^ 
 
 th 228 c. 
 
 1.490 
 
 470.100 
 
 197.50 
 
 85 
 
 River . 
 
 
 
 1" 
 
 10 m. 
 
 4.150 
 
 474.250 
 
 142.80 
 
 86 
 
 u 
 
 
 
 1 
 
 10 m. 
 
 0.300 
 
 474.5.50 
 
 142.30 
 
 87 
 
 Carpiuteria River . 
 
 3 
 
 15 m. 
 
 2.150 
 
 476 . 600 
 
 137.40 
 
 88 
 
 Madruga " 
 
 1 
 
 15 m. 
 
 7.225 
 
 483.825 
 
 131.45 
 
 99 
 
 Tranquei-as " 
 
 1 
 
 15 m. 
 
 2.025 
 
 485.850 
 
 133.85 
 
 90 
 
 Las Can 
 
 itas " 
 
 3 
 
 15 m. 
 
 4.940 
 
 490,790 
 
 137.25 
 
 91 
 
 u 
 
 a 
 
 1 
 
 15 m. 
 
 7.420 
 
 498.210 
 
 140.64 
 
 92 
 
 Laureles river. . . 
 
 4 
 
 15 m. 
 
 0.240 
 
 498.4.50 
 
 140.64 
 
 93 
 
 River . 
 
 u 
 
 u. 
 
 
 1 
 
 10 m. 
 
 7 m. 
 10 m. 
 
 7.050 
 6.225 
 3 . 725 
 
 499.500 
 505 . 725 
 509.450 
 
 139 . 50 
 
 94 
 
 
 1 
 1 
 
 150.10 
 
 95 
 
 
 143 . 10 
 
— 96 
 
 BRIDGES. 
 
 N.'* ani length 
 of spans. 
 
 DISTANCES 
 
 Between From Mon- 
 bridges. tevidco. 
 
 Height 
 
 above 
 
 sea-level. 
 
 96 
 97 
 
 98 
 99 
 100 
 101 
 102 
 10.^ 
 
 River 
 
 Tacuarembo Graude 
 
 u 
 
 a 
 
 
 alley . 
 
 
 
 u 
 
 u 
 
 
 u 
 
 u 
 
 
 u. 
 iver . 
 
 u 
 
 
 15 m. 3.750 
 
 10 m.) 
 
 15 m. ) 
 
 Sm.SOc. 
 
 5 m. 
 
 5m. 89c. 
 
 4m. 50c. 
 
 7 m. 
 
 0.450 
 7.950 
 3.525 
 2.500 
 2.050 
 1.150 
 5.728 
 
 513.200 
 
 513.650 
 521.600 
 525 . 125 
 527.625 
 529.675 
 530.825 
 536 . 653 
 
 143.62 
 
 143.30 
 
 147.92 
 
 149.12 
 
 150.30 
 
 151. 
 
 752.80 
 
 158.12 
 
 CENTRAL LINE. 
 
 From Montevideo to Rivera, including the branches to 
 San Jose and from Sayago to Treinta y Tres (Junction 
 with Northeastern Railway). 
 
 TOTAL NUMBER OF 
 CULVERTS. 
 
 Under 1 metre 
 wide. 
 
 Between 
 
 I and 2 met. 
 
 wide. 
 
 Between 
 
 2 and 3 met, 
 
 wide. 
 
 Over 
 
 3 meters 
 
 wide. 
 
 755 1 
 
 567 
 
 128 
 
 57 
 
 3 
 
- 97 — 
 
 Montevideo to Minas Railway 
 
 BUILDINGS, BHIDGES, AXD CULVERTS. 
 
 STATIONS. 
 
 KILOMETRIC. 
 
 DISTANCES. 
 
 DISTANCE 
 
 FROM CENTRAL 
 
 STATION. 
 
 HEIGHT 
 ABOVE 
 
 SEA 
 LEVEL. 
 
 Montevideo . . . 
 
 Cordon 
 
 Union 
 
 Ituzaingo. . . . 
 
 Piedras Blancas. 
 
 Treinta y Tr 
 (Junction with 
 brancli to Central 
 
 Treinta y Tres (old 
 station). . . . 
 
 Toledo (Junction 
 with line to N"ico 
 Perez) 
 
 Suarez 
 
 Pando 
 
 Olmos I Junction 
 with Uruguay 
 Great Eastern . . 
 
 Tapia 
 
 Migues 
 
 Montes 
 
 Solis 
 
 ilinas 
 
 
 
 .150 
 ,130 
 .700 
 
 620 
 
 .440 
 .845 
 
 815 
 400 
 200 
 
 500 
 200 
 100 
 120 
 230 
 
 0. 
 
 1 . 150 
 
 6.280 
 
 9.880 
 
 11.500 
 
 13.940 
 17.785 
 
 24.600 
 30.000 
 37.200 
 
 40.700 
 63.900 
 78.000 
 86.120 
 104.350 
 9441125.294 
 
 1.150 
 
 17.785 
 
 2.74 
 10.61 
 55.08 
 48.89 
 .53.03 
 
 49.37 
 52.78 
 
 .59.90 
 54.24 
 26.35 
 
 18.90 
 23.90 
 63.40 
 37.80 
 73.90 
 119.40 
 
98 
 
 BEIDGES. 
 
 NUMBER OF 
 SPANS. 
 
 Between From Cen- 
 brldges. tral Station. 
 
 Height 
 
 above 
 
 sea-level. 
 
 1 River Manga . 
 
 2 " Toledo . 
 
 3 Valley .... 
 
 4 Eiver Meireles 
 
 5 Valley , 
 G 
 7 
 
 Eiver Paudo 
 Valley . . . 
 
 "La Soiida'" River. 
 
 Valley 
 
 Eiver Solis Cliico . 
 
 Eiver Solis del Me- 
 dio 
 
 Valley 
 
 Eiver Solis Grande, 
 Eiver Atahoma . . 
 Valley 
 
 Eiver San Francisco. 
 
 ) m. 80 
 11 m. 
 
 9 m. 
 
 9 m. 
 
 5 m. 
 16 m. 
 10 m. 
 15 m. 
 
 5 m. 
 
 5 m. 
 
 5 m. 
 
 5 m. 
 
 5 m. 
 
 5 m. 
 10 m. 
 10 m. 
 15 m. 
 
 5 m. 
 
 5 m. 
 
 5 m. 
 
 m. 
 
 15 ni. 
 
 5 m. 
 
 5 m. 
 15 m. 
 10 m. 
 10 m. 
 
 5 m. 
 
 5 m. 
 10 m. 
 
 5 m. 
 15 m. 
 
 20.785 
 2.580 
 2.964 
 2.326 
 2.174 
 4.335 
 0.295 
 3.946 
 3.095 
 2.800 
 0.525 
 1.805 
 2.590 
 
 11.425 
 1.485 
 3.095 
 0.550 
 4.650 
 1.695 
 1.330 
 1.250 
 0.785 
 0.940 
 3.560 
 4.340 
 1.075 
 
 1.525 
 4.750 
 6.450 
 2.360 
 1.540 
 4.800 
 0.355 
 5.195 
 0.775 
 0.550 
 9 . 925 
 
 20.785 
 23.365 
 26.329 
 28.655 
 30.829 
 35.164 
 35.459 
 39.405 
 42.500 
 45.300 
 45 825 
 47.630 
 50.220 
 61.645 
 63.130 
 66.225 
 66.775 
 71.425 
 73.120 
 74.450 
 75.700 
 76.485 
 77.425 
 80.985 
 85.325 
 86.400 
 
 87. 
 
 92. 
 
 99. 
 101. 
 103. 
 107. 
 108. 
 113, 
 114. 
 114, 
 124, 
 
 925 
 675 
 125 
 485 
 025 
 825 
 280 
 475 
 250 
 800 
 
 31.26 
 
 35.82 
 41.77 
 37.59 
 35.05 
 54.44 
 53.93 
 9.40 
 17.40 
 27.36 
 29.40 
 33.40 
 39.90 
 27.85 
 23.90 
 14.60 
 24.85 
 32.29 
 36.40 
 41.65 
 49.00 
 53.58 
 64.40 
 41.90 
 39.60 
 40.90 
 
 34.90 
 
 50.82 
 
 87.57 
 
 57.90 
 
 59.36 
 
 90.57 
 
 98.25 
 
 115.40 
 
 118.65 
 
 121.40 
 
 725ill6.40 
 
99 
 
 CULVERTS. 
 
 TOTAL NDMBBR 
 OF CULVERTS. 
 
 UNDER ONE 
 METER WIDE 
 
 FROM 1 MET. 
 TO 2 MET. 
 
 FROM 2 MET. 
 1 TO 3 MET. 
 
 OVER 
 3 METERS. 
 
 142 
 
 70 
 
 40 
 
 32 
 
 
 
 North [astern of Uruguay Railway. 
 
 TOLEDO TO NICO PEREZ 
 
 STATIONS. 
 
 KILOMETRIC DISTANCE. 
 
 From Central 
 Statiou. 
 
 HEIGHT ABOVE 
 SEi-LEVEL. 
 
 Toledo. . . 
 Sauce . . . 
 Santa Rosa. 
 Cazot . . . 
 San Ramon . 
 Chamizo . . 
 Latorre . . 
 Rebolecio . . 
 Cerro Colorad 
 Mansavillagra 
 Illescas. . . 
 Nico Perez. 
 
 24.600 
 11.800 
 17.900 
 
 8.900 
 18.800 
 
 5.000 
 19.900 
 25.800 
 20.300 
 29.000 
 21.450 
 27.550 
 
 24.600 
 
 36.400 
 
 54.300 
 
 63.200 
 
 82.000 
 
 87.000 
 
 106.900 
 
 132.700 
 
 153.000 
 
 182.000 
 
 203.450 
 
 231.000 
 
 59.90 
 
 36.25 
 
 58.08 
 
 71.78 
 
 44.80 
 
 67.45 
 
 87.70 
 
 175.70 
 
 232.65 
 
 187.10 
 
 250.80 
 
 272.65 
 
100 
 
 BRIDGES. 
 
 Number of 
 Spaus. 
 
 Meters. 
 
 KILOMETRIC DISTANCE. 
 
 Height 
 
 above 
 
 sea level. 
 
 Meter.s. 
 
 10 
 
 11 
 
 12 
 
 13 
 14 
 15 
 
 IG 
 
 17 
 
 18 
 
 19 
 
 20 
 21 
 22 
 23 
 24 
 
 Valley. ..... .j 
 
 River Sauce • • • 
 
 Valley ; 
 
 River Mata Siete .| 
 
 Valley ' 
 
 do 
 
 do 
 
 do 
 
 River Canelon Gran- 
 de 
 
 Valley 
 
 do ! 
 
 River Yala . . . . : 
 
 Valley 
 
 do 
 
 River Larraiiaga .1 
 
 River Sfca. Lucia. . ■ 
 
 River Sta. Lucia (old; 
 
 bed) ; 
 
 River Sta. Lucia (old 
 
 bed) ....'..; 
 River Sta. Lucia (oldl 
 
 bed) j 
 
 Valley 
 
 River Mansavillagra 
 Valley i 
 
 do I 
 
 do 
 
 10.00 
 
 10.00 
 5.00 
 
 10.00 
 5.00 
 5.00 
 5.00 
 
 10.00 
 
 10.00 
 
 10.00 
 
 5.00 
 
 15.00 
 
 5.00 
 
 5.00 
 
 10.00 
 
 15.00 I 
 
 24.00 ( 
 
 10.00 
 
 10.00 
 
 15.00 
 5.00 
 
 15.00 
 5.00 
 
 10.00 
 
 10.00 
 
 30.G20 
 5.. 380 
 0.700 
 3.800 
 1.510 
 1.390 
 0.780 
 9.330 
 
 5.590 
 4.700 
 2.900 
 8.400 
 1.650 
 1.040 
 910 
 
 4.300 
 
 0.750 
 0.470 
 
 0.720 
 91 . 750 
 
 0.760 
 12.820 
 
 0.7G0 
 37.930 
 
 30.620 
 36.000 
 36.700 
 40.500 
 42.010 
 43.400 
 44.180 
 53.510 
 
 59.100 
 63.800 
 66.700 
 75.100 
 
 76.750 
 77.790 
 78. 700 
 
 83.000 
 
 83.750 
 
 84.280 
 
 85 000 
 176.750 
 177.500 
 
 55.05 
 36.90 
 32.92 
 20.05 
 30.30 
 34.45 
 35.90 
 47.68 
 
 54.54 
 68.24 
 63.99 
 43.40 
 40.90 
 40.90 
 41.60 
 
 44.20 
 
 43.90 
 43.90 
 
 43.90 
 
 150.77 
 148.40 
 
 190.320 236.55 
 191.080 249.20 
 229.0101256.10 
 
 CULVERTS. 
 
 TOTAL NUMBER 
 OF CULVERTS. 
 
 LBS.S THAN ONE 
 I METER WIDE. 
 
 FROM 1 
 TO 2 METERS. 
 
 FltOM 2 
 TO 3 METERS. 
 
 OVER 
 3 METERS. 
 
 330 
 
 303 
 
 18 
 
101 — 
 
 Central Uruguay Railway. 
 
 SlSracaels line froni 35 dc i%g'Osto to Kan Jose. 
 
 
 STATIONS. 
 
 lOLOJIETEIC DISTANCES. 
 
 Height 
 above 
 
 
 Between IFrom the 
 stations. | junction 
 
 P'rom Central 
 station. 
 
 meters. 
 
 1 
 
 2 
 3 
 
 4 
 
 25 de Agosto . . . 
 
 Capurro 
 
 Rodriguez .... 
 San Jose 
 
 
 
 5.780 
 
 8.885 
 
 17.695 
 
 0. 
 
 5.780 
 14.665 
 32.360 
 
 68.140 
 95.500 
 
 14.35 
 25. 5i 
 
 46.44 
 39.40 
 
 BRIDGES. 
 
 
 
 Kilometri 
 
 a distances. 
 
 Number of spans. 
 
 From the 
 
 junction 
 
 2.5 de 
 
 Agosto 
 
 From 
 Central. 
 
 6 
 
 10.00 
 
 1.760 
 
 64.900 
 
 9 
 
 5.00 
 
 0.570 
 
 65.470 
 
 1 
 
 5.00 
 
 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 
 
 88.8.50 
 
 1 
 
 5.00 
 
 2.030 
 
 85.880 
 
 1 
 
 5.00 
 
 1.360 
 
 87.240 
 
 1 
 
 8.00 
 
 2.650 
 
 89.890 
 
 8 
 9 
 1 
 
 15.00) 
 
 10. 00) 
 
 6.00 
 
 3.210 
 0.540 
 
 93.100 
 93.640 
 
 Height 
 
 above 
 
 sea-level 
 
 meters. 
 
 Kiver of tlie Virgin . 
 
 Valley 
 
 River Paja . . . 
 Valley ..... 
 River Caganclia . 
 
 Valley ...... 
 
 u 
 
 u 
 u. 
 
 River San Jose . | 
 Valley 
 
 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 — 
 
 ISranch ffoni ^ayag^o to Treiuta y Trcs. 
 
 
 STATIONS. 
 
 KILOMETETC DISTANCES 
 
 Height 
 
 
 Between 
 Stations. 
 
 From the 
 Junction. 
 
 From Central 
 Station. 
 
 sea-level. 
 Meters. 
 
 1 
 
 2 
 3 
 
 Sayago 
 
 Peiiarol AVorkshojis 
 Treinta y Tres . . 
 
 
 1.927 
 6.000 
 
 0. 
 
 1.927 
 
 7.927 
 
 8.050 
 15.977 
 
 44.50 
 34.20 
 49.37 
 
 BKIDGE. 
 
 NDMBER OF 
 SPANS. 
 
 KILOMKTRIC 
 
 DISTANCE 
 
 FROM CI5STRAL 
 
 STATION. 
 
 HEIGHT ABOVE 
 
 SEA-LEVEL. 
 
 METERS. 
 
 1 River Mifruelete . . 2 of 15 meters 
 
 11.679 
 
 land Uruguay Railway. 
 
 18.00 m. 
 
 KILOMETEIC DISTANCES. 
 
 STATIONS. 
 
 From the 
 junction. 
 
 Height 
 
 above 
 
 sea-level. 
 
 1 
 
 2 
 3 
 
 4 
 
 5 
 
 G 
 
 7 
 
 8 
 
 9 
 
 |10 
 
 11 
 
 12 
 
 13 
 
 14 
 
 Junction with Cen- 
 tral Uruguay Rail- 
 way 
 
 Paso de los Toros. 
 
 Francia . . • . . 
 
 Tres Arboles . . . 
 
 Merinos 
 
 Guayabos . . . . 
 
 Algorta 
 
 Piedras Coloradas . 
 
 Romani 
 
 Paysandu 
 
 Queguay 
 
 Guaviyu . 5 . . . 
 
 Cliapicuy 
 
 Piuej^rua 
 
 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 
 
 '..84 
 
 301 
 
 327 
 
 263 
 
 590 kilom.' 
 
 70.36 
 
 83.37 
 
 119.37 
 
 176.22 
 
 169.30 
 
 65. 
 
 118.18 
 
 94.59 
 
 78. 
 
 46.64 
 
 39.27 
 
 29.48 
 
 39.50 
 
 61.83 
 
 40.83 
 
— 103 
 
 
 BRIDGES. 
 
 X 
 
 imber of 
 spans 
 oieters. 
 
 Kilometric 
 
 distance from 
 
 Paso (le los 
 
 Toros. 
 
 Height above 
 sea level 
 meters. 
 
 1 
 
 River Salsipuedes . 
 
 9 ot 37 m. 
 
 33.700 
 
 77.57 
 
 2 
 
 u 
 
 Guayabos 
 
 3 
 
 " 15 m. 
 
 178.330 
 
 60.60 
 
 3 
 
 u 
 
 u 
 
 1 
 
 " 10 m. 
 
 125. 
 
 65.48 
 
 4 
 
 a 
 
 Cuotiembre . 
 
 1 
 
 " 10 m. 
 
 209. 
 
 12.36 
 
 5 
 
 a 
 
 San Fraa'co . 
 
 2 
 
 " 37 m. 
 
 213.750 
 
 11.22 
 
 6 
 
 u 
 
 Chingolo . . 
 
 2 
 
 "10 m. 
 
 223.530 
 
 28.97 
 
 7 
 
 u 
 
 Queguay . . 
 
 (2 
 (5 
 
 " 50 m. ) 
 " 20 m. ) 
 
 230.650 
 
 20.07 
 
 8 
 
 Alfiarrobas Valley. 
 
 2 
 
 " 10 m. 
 
 233.400 
 
 21.37 
 
 9 
 
 
 u u 
 
 2 
 
 " 10 m. 
 
 238.400 
 
 32.02 
 
 10 
 
 Rive 
 
 r Qusbracho . 
 
 (2 
 
 (2 
 
 " 15 m. 1 
 " 10 m. ) 
 
 248.575 
 
 37.02 
 
 11 
 
 u 
 
 Guaviyu . . 
 
 (1 
 
 (7 
 
 " 37 m. ) 
 " 10 m. ) 
 
 264. 
 
 33.13 
 
 12 
 
 Li 
 
 Cli a p i c uy 
 Grande . . . 
 
 (2 
 (3 
 
 " 20 m. ) 
 " 10 m. ^ 
 
 278.300 
 
 33.24 
 
 13 
 
 11 
 
 Carpincliiiri . 
 
 4 
 
 " 10 m. 
 
 282.700 
 
 27.00 
 
 14 
 
 U 
 
 Chapicuy 
 
 
 
 
 
 
 
 Chico . . . 
 
 3 
 
 " 10 m. 
 
 289. 
 
 29.87 
 
 15 
 
 U 
 
 Ceibal G'de. 
 
 2 
 
 " 10 m. 
 
 297.660 
 
 37.21 
 
 16 
 
 U 
 
 Daj'man . . 
 
 ( 3 
 
 r39 
 
 " 20 m. ) 
 " lOm.l 
 
 308. 
 
 18.39 
 
 17 
 
 Ceibalito Valley. . 
 
 3 
 
 " 10 m. 
 
 315.875 
 
 23.47 
 
 ( 1 ) The total span of the bridges and ciilvei'ts througliout the line 
 is equal to 2GoO lineal meters and in the construction of the various 
 bridges LtS04 tons of cast and -wrought iron was employed. 
 
104: 
 
 North Western of Uruguay Railway. 
 
 Salto. . . . 
 Las Villas. . 
 San Autonio. 
 Stapevi . . . 
 Palomas . . 
 Arapey . . . 
 Santa Ana. . 
 Isla Cabellos. 
 Zaiija Honda 
 Santa Rosa . 
 Port Cnareim 
 
 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 
 
 59.040 
 
 74.740 
 
 83.890 
 
 112.360 
 
 147.900 
 
 173.150 
 
 178.800 
 
 BEIDGES 
 
 Eiver 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 ia each. 
 It has three wTought iron spans of 180 
 ft each, supported on wrought iron 
 columns of sixty feet high on concrete 
 foundations. 
 
 Lake Arapey. 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 Ime besides the above mentioned: 
 2 bridges of 191 feet 6 iu long. 
 
 1 
 
 do 
 
 u 
 
 178 
 
 u 
 
 
 
 1 
 
 do 
 
 u 
 
 149 
 
 u 
 
 
 
 3 
 
 do 
 
 u 
 
 127 
 
 u 
 
 6 
 
 1 
 
 do 
 
 u 
 
 94 
 
 a 
 
 
 
 3 
 
 do 
 
 u 
 
 85 
 
 u 
 
 
 
 1 
 
 do 
 
 u 
 
 50 
 
 u 
 
 
 
 2 
 
 do 
 
 L 
 
 42 
 
 u 
 
 6 
 
 2 
 
 do 
 
 U 
 
 32 
 
 u 
 
 
 
 1 
 
 do 
 
 u 
 
 30 
 
 It 
 
 
 
 3 
 
 do 
 
 u 
 
 18 
 
 u. 
 
 
 
 Uruguay northern Railway. 
 
 
 STATIONS. 
 
 KILOMETRIC 
 
 DISTANCES. 
 
 
 Between 
 Stations. 
 
 From 
 Isla Cabellos. 
 
 1 
 
 9 
 
 Isla Cabellos 
 
 0. 
 
 29.500 
 
 18.500 
 
 G.OOO 
 
 25 300 
 
 0. 
 
 29.500 
 
 ^ 
 
 
 48.000 
 
 A 
 
 
 54.000 
 
 5 
 
 
 79 300 
 
 In 
 
 
 14.700 
 20 200 
 
 94.000 
 
 7 
 
 San Encenio 
 
 114.200 
 
106 
 
 BRIDGES. (1) 
 
 Rivei- Sauce. . . . 
 Boqiieron Valley. . 
 Eolon do . . 
 River Cuaro Grande 
 Valley 
 
 do 
 
 do 
 
 River Cuaro Chico. 
 
 do Pelado . . - 
 
 Valley 
 
 River Tres Cruces . 
 Valley 
 
 do 
 
 LENGTH 
 IN METERS. 
 
 20.00 
 25.00 
 10.00 
 
 300.00 
 10.00 
 5.00 
 10.00 
 80.00 
 60.00 
 25.00 
 
 170.00 
 10.00 
 30.00 
 
 KILOMETRIC DISTANCES. 
 
 Between From 
 
 Stations. Isla Cabellos. 
 
 34.3S4 
 3.361 
 2.240 
 
 10.415 
 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 
 50.930 
 51.050 
 57.990 
 58.720 
 65.482 
 76.324 
 78.020 
 83.613 
 106.947 
 
 (I) The total spau 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. 
 
 Central Uruguay : The workshops of the Central Uru- 
 guay Railway are situated at Peiiarol, distant tea 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 foimd 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, smitliies, 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 ia 
 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 business- 
 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 25 
 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, drills, 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 engine 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 pulsometer into a tank of 250 cubic 
 meters capacity, solidly constructed and supported on 
 cast iron columns more or less twenty meters liigli_ 
 
 (8) Coal stages of a convenient height 'erected alongside 
 the departure hues for the coaling of the engines. 
 
 (9) A ntimber of houses 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 iia these shops and buildings in 
 round numbers amounts to $ 500,000, and the value of the 
 machinery, including all expenses of transport and instala" 
 tion, may be fairly estimated at an additional like amount. 
 
 Midland Ueuguay : The repairing and erection shops 
 of this Company are erected in the grounds of the head" 
 quarter station of the line at Paysandu, and they are 
 equipped with all the most modern system of apparatus 
 and 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 
 and 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 macliiuery for the 
 general repair of the rolling stock, worked by a sixteen 
 horse power engine. 
 
— 109 
 
 Rolliog Stock, 
 
 The Central Uruguay Company and allied Extension 
 Companies to Rivera, Nice Perez and Minas, representaing, 
 i;s 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, Xorth West 
 Uruguay, and Uruguay Northei'n, owing to the brief time 
 at om- disposal it has not been possible to obtain similar 
 returns. 
 
110 - 
 
 CO 
 
 o 
 o 
 
 m 
 
 bo 
 
 o 
 
 ca 
 faiD 
 
 ■X 
 
 a 
 
 ■< 
 s 
 
 M 
 
 Converted into small 
 saloons-188i. 
 
 Converted into sleep- 
 ing coaches 1802. 
 
 C n V e r 1 d from 
 Jli.xod 1890. 
 
 N.» 42 Converted 
 
 from l.»( class 1890. 
 
 N.»52and 55 Temp- 
 orarily as l.siclag. 
 
 1 
 1 
 
 z 
 
 o 
 
 V. U. Railway Comp.anj . 
 
 0. U. Northern E. Railway C". 
 '' Eastern " '* ^' 
 " Railway Company. 
 
 C. U. Northern E. Railway C". 
 " Ilastcrn " " " 
 
 C. U. Northern E. Railway C». 
 " Eastern " " " 
 " Railway Company. 
 
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— 113 — 
 
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 3 ;o xi CD 'iz^ ceres o r^ r- t- t- 00 
 
— 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 type 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 Avith 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 vorthy 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 Avith 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 emploj'ed in the 
 
- 115 — 
 
 passenger aud cargo service of the principal Company in 
 the Country, as also of the Midland Uruguay C", are quite 
 equal to that used by the principal European companies. 
 The Uruguayan Railways 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 well the international system, of -R-hich all the rail- 
 ways of the Republic 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 
 
 CYLINDERS. 
 
 DESCRIPTION. 
 
 DIAMETER. STROKE. 
 
 6 wheel covipled, .saddle tank. 
 
 6 wheel coupled, 6 wheel tender. 
 
 Ft. ins. Ft. ius. 
 
 2707 
 270S 
 2709 
 2710 
 3295 
 3290 
 3297 
 32ft8 
 32!)t) 
 3300 
 
 4 wheel conpled. compound passenger, 4 
 wheel bogle, & bogie tender. 
 
 1081 
 1082 
 
 630 
 629 
 
 4 wheel coupled. 4 Avheel bogie, bogie tender. 
 
 1019 |f) wheel, 4 wlieel coupled, 4 wheel tender. 
 
 675 
 673 
 674 
 «77 
 676 
 633 
 "84 
 
Allied Railway Cos. 
 
 LOCOMOTIVES. 
 
 — 117 
 
 WEIGHT 
 
 . ewt. qrs. lbs. 
 
 Tons. cnt. qrs. lbs. 
 
 . c^tI. (|rs. lbs. 
 
 PROPRIETORS. 
 
 C. U. Railway C" 
 
 JIauniug, Wardle & C» 
 
 ;S67 
 1870 
 1888 
 1889 
 
 C. U. Railway C". 
 
 37 IS 2 8 
 
 27 1!) 3 20 
 
 65 13 2 
 
 Eastern Extension. 
 
 C. U. Railway C" 
 
 E. Stpphenson & C" 
 
 Beyer Peacock & C" 
 
 R. Stephenson & C. 
 
 Taunton Mfg. C" 
 
 Sharp, Stewart & C» 
 
 North Eastern. 
 C. U. Railway C». 
 
 Vulcan Fonndry C" 
 
 never Peacock & C". 1874 
 
— 118 
 
 v: 
 
 
 
 
 
 X,.! 
 
 J 
 
 
 zj 
 
 
 Gl 
 
 19 
 
 " 
 
 sn 
 
 « 
 
 «i 
 
 « 
 
 as 
 
 
 
 u 
 
 28 
 
 « 
 
 2it 
 
 " 
 
 HO 
 
 « 
 
 ,H4 
 
 " 
 
 :tri 
 
 ** 
 
 Hti 
 
 " 
 
 37 
 
 DESCRIPTION. 
 
 CYLINDERS. 
 
 DIAMETER. STUOKE. 
 
 2111 
 
 8112 
 2113 
 2996 
 29u7 
 303O 
 3031 
 3032 
 2910 
 2917 
 2918 
 2913 
 
 6 wheel coupled, 2 wheel "Bissel" bogie, 6 
 wheel tender. 1 " 41/2 
 
 Ft. ins. 
 
 DLUIETEB 
 
 Ft. ins. 
 
 2 " 4 "6 
 
 299S 
 
 3033 
 3034 
 3U35 
 
 6 wheel coupled, comiiound, 2 wheel "Bissel" 
 bogie 6 wheel tender. 
 
 oB 
 
 2702 
 2703 
 2704 
 
 16 wheel coupled, compound 2 wheel bogie. 
 & bogie tender. 
 
 wheel coupled, 4 wheel bogie, & bogie 
 tender. 
 
 ti wheel coupled, s.idille tank. I 1 2 2 II " 8 4 " 
 
— 119 
 
 
 WEIGHT. 
 
 
 ENGINE. 
 
 TENDEIl. 
 
 TOTAL . 
 
 Tons. offt. qrs. Us- 
 
 Tons. cwt. ([rs. Ik, 
 
 Tons. cwt. qrs. Ilis. 
 
 PROPRIETORS. 
 
 Northern Extension. 
 North Eastern 
 
 1887 
 18S8 
 
 3S 16 (i 4 27 111 3 20 fifi Hi 2 21 Eastern Extension. StephenSon & C". 1691 
 
 25 " " 6H 
 
 C. C. Railway C». 
 
 Beyer Peacock & C". 
 
 North Eastern Taunton JIfg. C. 1873 
 
 30 7 1(> C. U. Raihvay C°. Stephenson & C"- M***" 
 
120 — 
 
 Central Uru 
 
 DESCRIPTIVE TABLE OF THE LOCOMOTn'ES, 
 
 GIVING THE MAXIMUM SPEED 
 CLASS WITH THE DIFFE 
 
 Number of each class. 
 
 Numeration of the engine, 
 of each class .... 
 
 Number of coupled wheels 
 Diameter of do . . . 
 ■' " cylinders 
 
 Stroke of pistons . . 
 Highest pressure allow 
 Maximum speed allowed 
 
 on inclines 
 
 Maximum load allowed 
 including weight of 
 wagons 
 
 Number of cattle wagons 
 plus 2 brakes and wa- 
 gons for horses (without 
 cutting) 
 
 Do. do. (cutting the train 
 on steep inclines) . . . 
 
 Goods trains (without cut- 
 ting) N." of vehicles 
 allowed 
 
 Mixed trains (heavy) 
 coaches and brakes . . 
 
 Do. do. do. wagons . . . 
 
 Do. do. (light) coaches and 
 brakes 
 
 Do. do. do. wagons . . . 
 
 Cattle wagons allowed 
 with mixed trains. . . 
 
 Passenger trains only . . 
 
 inches. 
 
 (pounds.) 
 milles. 
 
 (tons.) 
 
 A. 
 
 5 
 
 lan32 
 
 42 to 44 
 
 G 
 
 40 
 
 11 
 
 18 
 
 120 
 
 B. 
 
 3 and 4 
 
 6 
 
 54 
 
 16 
 
 22 
 
 120 
 
 280 
 
 12 
 1.5 
 
 28 
 
 (Compound) 
 47 and 52 
 
 57 to 62 
 
 4 
 
 60 
 
 16 and 22 
 
 22 
 
 170 
 
 45 
 
 250 
 
 10 
 13 
 
 23 
 
 18 
 
 D. 
 
 6 and 7 38 to 41 
 
 4 
 
 67 1/2 
 
 14 
 
 20 
 120 
 
 40 
 
 180 
 
 63 
 
 14 
 
 24 
 
 120 
 
 180 
 
 8 7 3^ 
 
 According to time table special orders. 
 
— 121 — 
 
 guay Railway. 
 
 ALLOWED ON THE INCLINES AND THE MAXIMUM LOAD ALLOTVED FOR EACH 
 KENT CLASSES OP TRAINS. 
 
 E. 
 
 F. 
 
 G. 
 
 H. 
 
 I. 
 
 K. 
 
 
 
 
 (Simple.) (Compound) 
 
 
 
 
 .s 
 
 2 
 
 SO 
 
 3 
 
 3 
 
 » 
 
 5 
 
 8 to 14 
 
 17 and 18 
 
 19 to 21 
 
 27 
 31 to 33 
 53 to 56 
 
 22 to 24 
 
 15 and 16 
 
 45 and 46 
 
 
 
 
 25 to 26 
 28 to 30 
 34 to 37 
 
 
 
 
 4 
 
 4 
 
 4 
 
 G 
 
 G 
 
 8 
 
 4 
 
 G 
 
 (iO 
 
 54 
 
 54 
 
 54 
 
 54 
 
 4G 
 
 54 
 
 48 
 
 • 15 
 
 14 
 
 14 
 
 IG 1/2 
 
 17 ajd 25 
 
 IS 
 
 12 
 
 14 
 
 IS 
 
 20 
 
 20 
 
 24 
 
 24 
 
 24 
 
 24 
 
 20 
 
 • 120 
 
 120 
 
 120 
 
 160 
 
 170 
 
 160 
 
 120 
 
 150 
 
 35 
 
 35 
 
 35 
 
 30 
 
 30 
 
 25 
 
 40 
 
 
 220 
 
 220 
 
 200 
 
 350 
 
 350 
 
 450 
 
 180 
 
 
 9 
 
 9 
 
 9 
 
 15 
 
 15 
 
 20 
 
 8 
 
 
 11 
 
 11 
 
 11 
 
 IS 
 
 18 
 
 24 
 
 9 
 
 
 22 
 
 22 
 
 20 
 
 35 
 
 35 
 
 45 
 
 18 
 
 
 5 
 
 5 
 
 5 
 
 5 
 
 5 
 
 
 5 
 
 
 12 
 
 12 
 
 10 
 
 25 
 
 25 
 
 
 6 
 
 
 7 
 
 7 
 
 7 
 
 7 
 
 7 
 
 
 7 
 
 
 G 
 
 6 
 
 5 
 
 IG 
 
 16 
 
 
 3 
 
 
 5 
 
 5 
 
 5 
 
 11 
 
 11 
 
 
 3 
 
 
122 
 
 Traffic returns of tfie Railways. 
 
 Comparative statement of the Central Uruguay Railway 
 
 INCLUDING THE BRANCHES TO SaN JoSE, MiNAS, ThEINTA Y 
 
 Tres, from 1874 to 1892 inclusive. 
 
 mLES OF 
 
 TRAIN 
 
 LINE 
 
 MILES 
 
 OPEN. 
 
 RUX. 
 
 GROSS 
 RECEIPTS. 
 
 EXPENDITURE. 
 
 NET 
 PROFIT.S. 
 
 U874 
 1875 
 1876 
 1877 
 1878 
 1879 
 1880 
 1881 
 1882 
 1883 
 1884 
 1885 
 1886 
 1887 
 1888 
 1889 
 1890 
 1891 
 1892 
 
 1271/2 
 
 — 
 
 130 
 
 201.115 
 
 
 
 220.734 
 
 
 
 209.896 
 
 
 
 224.375 
 
 — 
 
 234.845 
 
 — 
 
 244.835 
 
 150 
 
 245.939 
 
 — 
 
 228.735 
 
 190 
 
 266.835 
 
 — 
 
 288.708 
 
 
 
 353.739 
 
 266 
 
 478.131 
 
 271 
 
 449.062 
 
 271 
 
 434.927 
 
 353.666 
 387.009 
 431.778 
 431.545 
 456.276 
 518.463 
 572.347 
 642.648 
 666.311 
 737.513 
 798.981 
 909.403 
 786.916 
 916.703 
 ,041.679 
 ,294.738 
 ,831.929 
 ,418.974 
 ,149.476 
 
 00 270. 
 00 292. 
 00280, 
 00 302 , 
 00293, 
 
 278 
 307 
 316 
 347 
 350 
 392 
 
 419 00 
 582 00 
 885 00 
 436 00 
 279 00 
 764 69 
 928 83 
 237 41 
 970 87 
 915 19 
 368 51 
 
 82 
 94 
 150 
 129 
 162 
 239 
 264 
 326 
 320 
 386 
 406 
 
 49!440.168 30|469 
 
 951424 ' "" 
 
 63J4r.5 
 77485 
 07|603 
 271910 
 35751 
 05*627 
 
 .499 95 
 .999 16 
 .072 88 
 .988 86 
 .832 25 
 .089 50 
 .828 42 
 
 362 
 460 
 556 
 690 
 921 
 667 
 521 
 
 .247 00 
 .426 00 
 .893 00 
 .110 00 
 .896 00 
 .698 89 
 .418 98 
 .411 51 
 .340 41 
 .598 06 
 .613 40 
 .235 19 
 .417 00 
 .704 47 
 .600 89 
 .749 21 
 .097 02 
 .884 85 
 .647 63 
 
 From June 3"* 1874 only. 
 
— 123 — 
 
 
 = £S3S a 
 
 
 ^r-i ^ t-1 -tt or 
 
 l§53_^_ "^ 'Z'^'^ ^' ^ 
 
 9^5 ^ fej 
 
 53;S!si 
 
 <e^ 3 ¥>n 
 
 iO « ^ — 
 
 
 5w ۩- < e&:J 3 
 
 :^ O C5 1- -J -1- 
 
 
 tes ^ B 
 
 
 j^ g ^ — 3= " '-"-' S .-■ ° '^ Sf 3 
 
 S» €©;! s €©3 
 
 D p oo o— c; r 
 
 
 {Sa Ws 
 
 .a «fo 
 
 ^MPPx&fipflQPOBiSS Ctp 
 
 60 ■ C u .= a ;?; - 
 
 
124 — 
 
 Results of working of tde Midland Uruguay Railway. 
 
 DETAILS. 
 
 1890. 
 
 1S»>, 
 
 Number of passengers . 
 
 
 12.674 1/2 
 
 
 14.649 
 
 Eeceipts from passen- 
 
 
 
 
 
 ger traffic 
 
 S! 
 
 31.423.94 
 
 $ 
 
 44.892.62 
 
 Do. telegraph .... 
 
 a 
 
 737.78 
 
 u 
 
 1.634.91 
 
 Do. luggage and parcels 
 
 u 
 
 3.259.52 
 
 u 
 
 3.779.91 
 
 Sundry receipts . . . 
 
 u 
 
 515.11 
 
 u 
 
 2.541.95 
 
 Gross weight carried. 
 
 Kil"'- 
 
 . 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 . 
 
 S 
 
 63.0.36.29 
 
 s 
 
 99.279.32 
 
 Working expenditure . 
 
 '■ 
 
 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 "/„ 
 
 Kilometers of line 
 
 
 
 
 
 open. (I'l 
 
 
 — 
 
 
 317 
 
 (1) Until the 15tli April 1«90 only the first 80 1/5 kilometers, viz 
 as far as ^lerinos stations, -w-ere open to public service: on that 
 date the section from Merinos to Queguay (kil: 2^C,'\ was opRnefl. 
 
 The last section from Queguay to Salto (kil: 317.U3G) the junction 
 with the Northwestern Railway, was hauded over to public 
 traffic on 1^« November 1890. 
 
125 
 
 CO 
 
 "^^ COO 
 
 O coo C2 o 
 
 'O ... 
 
 • Ci O^ »0 lO 
 
 < .* O 00 tS S CD -T 
 
 * CJ *JJ uj iij 
 
 CO o CO 
 
 r- CO O (M (M 1-1 01 "-I t- -J CO 
 
 oc-oo(Mococa<x> CNO 
 
 [- 1^ O lO CO "* (N CO X 
 
 CO Ol C2 -J< CO 
 
 (MGOCMOiOOOO 
 
 ■~~o to CO ■* o o o 
 
 i o o »o t^ 
 
 < O to CO CO X 
 
 CD O CO CI • • . 
 -:fCOCOCOCT^O<M 
 
 T-H . . . O C- CD 
 
 • CO C-l CO • ■ 
 
 .^ .<t • ■ • C^ '^ • ■ 
 • ■ O lO <X1 ■ . CD -H 
 
 Ot>-cooc:)cocooc^ 
 
 ^50i-ICOC<IOl--C2I>- 
 
 .-. CO • • • rH C^ 
 
 • lO CO »0 ^H rH 
 
 CD <-H CO c; CO 
 
 CO -* >-H ^ '-H 
 
 5«3 :J ^3 
 
 f- O -H CO lO <N CO O 
 iOCDC0<M(NiOC2-S< 
 I— . . . - lO -* CO 
 
 • CO CO CO CO • • - 
 O C-l -^ CD CO CTJ CO CO 
 
 c-ico^T-iioo— 'Oi 
 
 . • • • lO CO lO 
 t- (>3 O i-l • • 
 
 COCOCOC-CTi^^m-H'Xl^CO 
 O lC5 O uO W CO O O C- CM x o 
 
 lO^ — ' O — I ■* -* COX o^ 
 XCO-HXC-CiXOX T-H 
 
 • • CM era -* ^ ' 
 
 CD Ol CO X X 
 
 -Hcoxxocjoo 
 
 Ol C"- CO »0 <M lO ^ -H 
 
 -* X -H O X CO O lO 
 1-lCOX'^COtOOX 
 
 ^lOOCNC^CO'TSCOt^OlCOX 
 
 -*mm.-i^XOTcC3^T-HOO 
 
 05 C5 - - O t- 
 
 . - O -* -H . . .-H « O C "H 
 
 >-iOOl— iOc:C0O— <C'-^^ 
 O ^ X lO t- X CN CM CO rt ,^ 
 
 03 lO X T-l ■* 
 (M (M T-l iH 
 
 CMio— ir-coiooio 
 
 ( O t^ !>• X O CO ^11 X 
 
 JCJoaoopico uoiooc:o350coxoxco; 
 
 ) CO co' . 
 
 (N iO -^ X lo 
 
 ^r uj i^j ,— , I 
 
 lo t- o 5; 1 
 
 COCOCO<M[~CO^OiOXrHCO-^ 
 ^; (M (M C- T-H X CO -H C35 O '-I T-H 
 
 ; O -^i c- X o 
 
 • • • Ct; ^ 
 
 CO CO X CD C 
 
 CS ri 
 
 lOP 
 
 ;z,P^ 
 
 ■ ^ qI^ 
 
 "o « '=' m 
 
 l> S.S'3 
 
 J o ja Mo' 
 
 ' >> 
 
 b'S 
 
 'o fl d 6 6 
 
 § Sqaft 
 
 ~ r; o -E-.s 
 
 S SpB * 
 
 M 2 " c 
 
 '_ 3 r- O . 
 
 « ^ ■= be 
 
 i H r^ Eh ?=^ P^ K a< < S 
 
 m o cj o^*-. 
 
— 126 
 
 Results of working of the Uruguay Northern Railway. 
 
 DETAILS. 
 
 ISSfl . 
 
 Number of passengers 
 
 
 3.353 1/2 
 
 Eeceipts from passenger traffic .... 
 
 $ 
 
 8.52G.80 
 
 Do. telegraph 
 
 
 .392.37 
 
 Do. luggage and parcels . . 
 
 
 1.128.98 
 
 
 
 57 . 39 
 
 Total weight carried 
 
 Kil 
 
 )s 4.0.30.028 
 
 Eeceipts from goods traffic 
 
 $ 
 
 11.490.56 
 
 Number of animals .... 
 
 
 315 
 
 Do. dogs 
 
 15 
 
 
 ff 
 
 21 596.10 
 
 
 a 
 
 55 . 672 . 65 
 
 
 
 21.496.47 
 
 Carriage aud wagon miles run 
 
 146.766.71 
 
 Eeceipts per train mile 
 
 s 
 
 100.46 
 
 "Working expenses per do 
 
 u 
 
 2.589.00 
 
 Percentage of expenses on receipts. . . 
 
 
 157.7 
 
 Kilometers of line open. (1) 
 
 
 114.155 
 
 (1) The line was opened throughout to public service on April 
 17111 ISOl. 
 
— 127 — 
 
 Control of Railways receiving State Guarantees. 
 
 By a decree dated January 26*'' 1892 the Eegulatious 
 for the fiscal intervention in the 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 in 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 oitt 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 Compaaies "with regard to the movement of 
 trains. 
 
Argentine Republic. 
 
II. 
 THE RAILWAyS OF THE ARGENTINE REPUBLIC. 
 
 In considering th© railways of the Argentine Republic 
 opened to traffic, in construction, or projected, tliere are 
 noticeable in the whole network four great sj'stems that 
 run out of Buenos Aires: 
 
 il.j The Buenos Aires Great Southern Railway, with a 
 total length of 187-8 kilometers, the main line running to 
 the port of Bahia Blanca, distant 717 kilometers, from 
 whence at a future date it is intended te be continued 
 across the Rio Negro, Chubut 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 Interoceanic line from 
 the port of Recife (Pernambucoj to the port of Valpa- 
 raiso. 
 
 ( 8. I The Buenos Aires and Rosario Railway running to 
 Tucumiin, and from thence, in combination with the Cen- 
 tral Xorthern 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. 
 
 I 4.) The Santa Fe, Reconquista and Formosa route in- 
 tended to communicate with Asuncion (Paraguay), and of 
 
— 132 — 
 
 the total length of 1216 kilometers to Formosa, there are 
 already constructed some 779 kilometers as far as Eecou- 
 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 : 
 
 {i.) To the Buenos Aires Great Southern Railway 
 
 Company Limited. 
 (2 . ) In three sections : 
 
 (a.) Buenos Aii-es to Yilla Mercedes to the Buenos 
 
 Aires & Pacific Rly. Co. Ld. 
 (b.) Villa Mercedes to Mendoza to the Argentine 
 
 Great Western Ely. Co. Ld. 
 (c.) Mendoza to the Chilian frontier, to The Tran- 
 sandine Railway Co. (I'l 
 
 (1) TIk^ iiiai^iiitudo of tlie works nov.' Iteiui;: carried ont for flic preparation of the 
 road-bed of tlie Traiisaiidiiie Railway and wliicii are tlie greatest uudertalten up to 
 the present in Snnili America, ilestined as they are to throw open the arteries of 
 rapid comnuuiiLation l)ei\veen this part of America and tlie Eurujiean Confiueut, 
 Australia and New Zealand, induces us to H'ive a slight description of. tliom, taking 
 extracts from an article whlcli appeared in the "Naclon' of Buenos Aires on 
 the 4th of Hay of this year. 
 
 The Transaadine Railway is of one meter gange and is divided into two 
 sections: tlie Argentine .Section, 175 Kilometers in length, belongs to an English 
 Company formed in London by Jlessrs. .lolwi E. and Mattliew Clark wlio are 
 constructing the line, and the Cliiliaii Section, 175 Kilometers long which is 
 being l-nillt by the same llrm of contractors. The two sections measure 350 
 Kilometers in length. 
 
 The length of all the tunnels, of which there are twenty, added togther is 
 Ifi 290 meters, of these 2.501-) meters are already perforated on the .\igentiue 
 side and 834 meters on the Chilian. 
 
 The most important tunnels arc 
 
 Jniq/I, !ii mttern 
 
 1. Las Senas («»!) 
 
 I'. Navarr 751) 
 
 3. Cnevas SMl 
 
 4. Ciimhre 5. 0115 
 
 5. Calavera :i.T.'.o 
 
 K. Portillo l.'^-i"' 
 
 r. .luncaiillo 1.-J7.-. 
 
 8. .Inncal l.HH 
 
 Total 1:1.3:5 meters. 
 
 The four first are in Argentine territory. 
 
 The tliree lirst and three List are lateral galleries, i : e :, they run parallel to the 
 riverbaiik at a few meters from the edges of the same and have been made as a 
 protection to the traok against snov,' and the incleineiicies of the wcatner. 
 
— 133 — 
 
 (3.) In two sections: 
 
 (a.) Baenos Aii-es to Tacuman, to the Buenos Aires 
 
 and Rosai'io Railway Co. Ld 
 (b.) TucLiman to Jujuy, to the Nation. 
 (4.) In three sections of which the two constracted 
 already belong : 
 (a.) From Buenos Aires to Santa Fe, to the Bnenos 
 
 Aires and Eosario Railway Co. Ld. 
 (b.) Santa Fe to Reconquista, to the Provincial 
 
 Government of Santa Fe. 
 
 (c.) Reconquista to Tucuman, to a separate company 
 
 that will be formed to construct this line. 
 
 The diversit}- of interests on some of the j)rincipal 
 
 trunk lines, by sections of the same belonging to different 
 
 Companies, might have the drawback of prejudicing the 
 
 regularity of a through service in combination from 
 
 On the .iroentine side Il;cre -n-ill ho 5217 meter.s leiifjlli of tunnel and ]\.\r,^ on 
 tlie Chilian. Tlie "Cnnihre" tunnel will lie IlirO meters above se;i level, which will 
 be the hif;hest ]ioint to which the railway will attain. 
 
 As a re.^ult of new and lengthy survey.s reeently made hy Hie enKineor Hiiggaliiy, 
 the lcn(;ih of the Cunilire tunnel 'will be reduced from SOUS to 2;iU0. Thii*. besides 
 sliortening the time required for boring from five yoars^ to t^vo and a half, will 
 by the increased facililitis for ventihition. lessen also the inconvenience caused by 
 engine smoke, as well as notably reducing the cost of the work. 
 
 Tile work of boring the tunnels was carried on during tiie winters of 1800 and 
 iS'Jl the snow otfcring no iiK-oiivi'Mience: niieratious were commenced on December 
 S t> l'S9 at the .\.igi iitine end nt the Cunibre tunnel and were gradually e.\- 
 terr . ■ to the others. In one year ^ibmii \920 meters were done in the .Argen- 
 tine bc-ction and KiKl in the cliiiinn. witlinnt counting tiie galleries of access and 
 other works for iucreasintr the points of attack. .Ml these works were done by 
 hand as up to the present no use has been made of the machinery, tlia installation 
 of .hicli was about to be concluded when tlic works were suspended in .lanuarv 
 18!)1. 
 
 The I'ortillo tunnel, on the Chilian side, turns completely on itself, resembling 
 a huge corskcrew within the monutain. its upper month is 135 meters above its 
 lower and the horizontal distance between the two is 4(111 meters" 
 
 The section of the tunnel is \") s'lnare meters in extent, and the greatest 
 height of solhl ground above them is (imi metres ( in the Cnmbre tniuie; i, so thai 
 the teniperaiuie inside does not exceed .-SO' I ceuiigrade) which will be cMsiiy support- 
 able !)>■ tlie workmen during construction and by the iiassengers jiassing through 
 them ill the trains. 
 
 The work was attacked from 2G different places, IS in the Argentine Section 
 and 13 in the Chilian, about i.iO meters all together being bored per month. 
 
 To conclude the tunnels it will be necessary to excavate abont 20O.OOU cubic 
 mcter.-i more of rock , 
 
 The starting point of the line is at Mendoza and at kilomeier 24"'>i' is II 
 first bridge; this merits attention oa account of its length which is 120 mete 
 in si.'C spans of 20 iuetcrs each. 
 
— 134 — 
 
 various causes, such as the different opiuions of the managers 
 charged with tlie direction of tlie hne, and also by the 
 want of uniformity in tlie 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 Comjianies, 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 Llreat AVestern Railways at Villa 
 Mercedes, they report: 
 
 " The difference in the system of cou])liug, between 
 
 At kilometer 32 the track betiinsylo wind towarfls the interior of the mor.iitaiii 
 riclj;c. 
 
 Tlie first tunnel, called the Coleton is at kilometer 36: it is l:i3 meters long 
 and lias been cut tlirouj^h red frranite. 
 
 Atkil: WioO" is the second bridge, crossing the Mendoza river: it is 45 meters 
 long and 40 meters above wafer level. 
 
 Atkil: 117300 the line crosses to the South Side of the river liy a third bridge 
 4n meters in length. This, like the preceding ones, is built of iron o;i stone 
 masonry, tiiere being three piers of the latter material. 
 
 At kii: S^su" is t!ie Cachenta station, which takes its name from the locality and 
 is solidy bniit of stone and lime. 
 
 By tlie fourth bridge, the line crosses again, at kil: 37'"'" to the Xortli bank. 
 This bridge is i"t meter-s long and is an elegant structure of iron on three piers of 
 Stone masonry. 
 
 Two hundred and fifty meters furtlier on, at kil: 31 is tlie second tH:uiel. 4) meter.^ 
 in length. 
 
 Between kilometers 41 and i2 the course of the river has been deviated: on account 
 of this two of the large bridges projected by the engineer who commenced the works 
 have not been re'iuired. 
 
 At Kilometer 48«'''' is the fifth bridge on the line and the first steel one, by this 
 bridge, which is of 7.5 meters span, the line passes over again to the South bank. 
 
 In kilometer ^i is the third tnnnel of 40 meters long. 
 
 The sixth bridge and second of 75 meters span is in Kilometer :i4 and the line cros- 
 ses by the line it to the north bank of the river. 
 
 The fourth and lifth tunnels arc ia kilometer j3 12 and are respectively 21 and 40 
 meters long. 
 
 In kilometer rs the line crosses to the south side of the river by the soventh 
 bridge, the third of 75 m. span, and in kil: ()2 it recrosses to the north side by the 
 eighth bridge and fourth of 7.") m. s;ian. At this point the line enters the district 
 called La Invernada (The Winter season). 
 
 Guido station is in kil: Hi and has an c.'icoUent supply of water for locomotive 
 purposes. 
 
 Tunnel N" 6 of S3 meters is in kil: 70.S05; a:i1 X" 7 of 91 meters is in kil: 71. 
 
 Ill 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 tliis Company, and of the othei* KaiUvays 
 " 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 Avithout 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 
 " A'ehicles 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 
 
 iiiiitli bridge of 60 m. span, tliin beint; tlie oiilv sti'el briJ;;p of tlioso obtaincil from 
 till- liiiti'd Staler 
 
 l'"roni tttis [loinr the railway runs for a distance of 70 kilometers along the southern 
 tuinli uiili! it arrives at the river Tiipimgato. 
 
 In liil: 77 is tunnel N" S of 27 meters leiijiith and a short distance beyond there was 
 anotliiT tunnel that has since been made iiito an open cutting for greater security. 
 
 Uspallata station 1 TOO m. aljove sea level ij in kil: i)2 and is of similar solid stone 
 ccHistrULtion to tliat of Cachenta. 
 
 Tuiitiels N" II Sc HI known as the "liermejito" are in kil: Hi, where the line crosses 
 the river at a Indght of 7t> meters. 
 
 Ill kil: \i\ i at a height of 2Q:*7 meters above sea level is the Rio lilanco (White 
 river) the terminus of the sections oBicially opetied to public traffic in .\r.;entine 
 territory, althrough the rails were laid on April 2v' I8u:i as far as kil: 135, Kio 
 Colorado (Red river;: from which point the earth-works have already been made, 
 for over two year.s, for another six kilomoters and now almost reach the stopping 
 place of Las \"acas. 
 
 The hrid;;es and tunnels that we have mentioned kilometer by kilometer hardly 
 give any idea of tlu' ciiormons work that has been required for the construction of 
 that p:irt of the line wliirli is now tinished. 
 
 We have not mentioned. heeauKe it would take up too much room, a considerable 
 iiuinlier of culverts, several of whiili by their size are entitled to rank .as bridges: 
 tieither have we spoken of the large cuttings and emh;inUinents because it would 
 make this article of tiiidue length, but we jriiglit mention that in tlie e.-icavations 
 made in the rocks for this line hundreds of tons of powder and dynamite have been 
 
 On .\pril Jth Ifv^U, the anniversary of the victory of llaipii, the works 
 Rosa de los .\udes were inaugurated by Fresident IJalmaceda. 
 The works on the Chilian section are divided into from sections: 
 
 K(. Krom Santa Rosa to kil i:i: 
 
 ,hI. - kil l;i " " 35; 
 
 i;v/. " Kil) Blanco " Juncal Kil 52; 
 
 'nil, " Juncal to la Cumbre. 
 
— 13G - 
 
 " being more or less worn, or, it may be owing to tlie 
 " center-buifer being fixed in a different position, but in 
 ^ eitlier event the coupling of same by a single link is 
 " very diflicult, at times making it necessary to bend 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 birffer locking 
 " with the other and probably in this manner occasion a 
 '• derailment ". 
 
 Actually the above Companies have abohshed 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 & Meudoza which has replaced the 
 primitive stock mentioned in the report: 
 
 The line tiegiiis a short distance from the State Railway (with whicli it forms a, 
 junction) ill Santa Rosa, 830 meters above sea level, and runs on the sonth bank of 
 tile River Aconcagua being completed and open to trafllc as for as Salto del Soldado 
 ( The Soldier' .s leap ) wliere it crosses the river in kil 2li by a bridge of 20 meters 
 span. 
 
 In Salto del Soldado there is a .series of tunnels the lirst of whieh is 2i0 meters 
 long and on emerging from which tlie river is crossed by a 20 meter span bridge to 
 at once run into another tunnel of 6:i meters on the opposite side, latter on passing 
 through others of 45 and 70 meters re.spectiveiy until arriving in kil 27.(00 the 
 actual point of the rails. 
 
 The earthworks have been finished as far as kil .11.300 and the masonry of the 
 bridges is also well advanced in tlie latter part of the second settion. whilst in Los 
 Andes Staton all tlie permanent way materials are deposited for the construction of 
 the line as for as .Juncal kil ni including the iron bridgework. 
 
 In kil 137 of the .\rgenrine section the rack railway on the Abt system commences 
 with a centre rail iin a gradient of S''o for a distance of 12o0 meters; it then runs 
 level as for as kil 141 where the rack again is used for 750 meters. 
 
 In kil 161 t!ie same metliod will be used for a distance of two kilometers, as also 
 from kil IBS.ITO to kil 170, tlie entrance to the first tunnel, of La Uumbre at 3188 
 meters above sea level. 
 
 On the Chilian section the rack commences in kil: 45oOO and runs for 3500 meters. 
 
 In kil: S4.2iXi it runs in the .luncal tunnel for a distance of 1104 meters & .also in 
 the .luucaliilo tunnel there is the .\bt system for 127."> meters as far as kil: 138. 0<X). 
 Part of this tunnel between kil: 55 and 58 is in spiral form, rising 135 metejs in a 
 horizontal distance of 4'i0 meters. 
 
 In kil: SS.tiO'^ tlie line is again level to allow of crossing & train shunting sidings, 
 locomotive service and to double the traffic facilities. 
 
 After passing this siding the rack line on the Abt system continues as for as 
 kit: (i3.700 where it ends & the railway then runs with a rising gradient of 1 in 20O 
 as for as kil: 04 where the descent commences. 
 
 In kil: Ho the frontier between Chili and Argentina is crossed. 
 
— 137 
 
 RAIL W AY. 
 
 ROLLING STOCK 
 
 NUUBEK OF VEHICLKS. 
 
 
 « 1S&8. 
 
 ms. 
 
 ISOO. 1S91. 
 
 Bueuos Aires & Pacific . . . 
 
 Argentine Great "Western . . 
 
 830 
 .781 
 
 1573 
 
 1418 
 
 1809 1838 
 1602 1637 
 
 In addition to the above difficulties which maj^ be 
 easily abohshed by the united actiou of the Companies, 
 ■we may also point out others affecting the Argentine 
 sections of the principal Hnes of iutemational importance 
 that have been brought aboirt: 
 
 I 1.) By the -R-ant of a well studied plan of the general 
 Argentine railway system that "vvould have conveniently 
 divided the camp districts served between the various 
 lines of general or local interest, and in accordance with 
 whish 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 guagn in the great 
 trunk systems. 
 
 The first 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 foi' 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 possibilit_y 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 xirgentine Republic. 
 
 The inconvenience caused by the second dihiculty 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 trafiic combination 
 service with the Southern lines unless they tranship; as 
 also the Eastern lines, which unless a mode of continuance 
 with the other linos in the country is resolved upon, will 
 be unable to establish a through service. 
 
 The guage of the railways in the Provinces of Corrion- 
 tes and Entre Rios 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 1.67G meters and 
 the 1 meter guiiges, 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 provi'nces of Entre Rios and Corrientes. iu our opinion 
 would have been the most -convenient one for the rail 
 waj's of pi-incipal national importance. 
 
— 139 — 
 
 With such a guage the line from Buenos Aires to 
 Bolivia, passing through Tucuman and Jujuy, that ^vill 
 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 ditticult}- of a change in 
 the gnage, 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 aft'ected on the ex- 
 tension of 1155 kilometers from Buenos Aires to Tucuman 
 hy the construction of the permanent way and "works 
 24 centimeters less than the actual width, would doubtless 
 have covered the cost of the extra width in the exten- 
 sion of 6j2 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 compulsor}' owing to the natural difficulties en- 
 countered, which are more . or less the same as those 
 found on the section from Tucuman to Jlotan, which Ave 
 see by the Eeport of the National Department of Public 
 "Works I 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 railii of 400 meters; 78.25 "i',, of the 
 railway being in straight lengths of Avliieh the longest 
 is 23.11J6 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 S per 1.000. 
 
 With the above technical conditions counting on the 
 solidity of the permanent wa}- obtainable on rocky and 
 
— L40 — 
 
 mountain lands; with a steel rail of the "Vignol" type 
 3-i 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 ot 28 per 1000 
 travel at a speed of from 25 to 80 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 4G kilometers. 
 
 And in Uruguay where the greatest gradients on the 
 lines of uniform tj'pe 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 
 Report 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 GO kilometers per hour. 
 
 With these experiences the Central Northern Eailway 
 (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 & Rosario 
 Eailway (from Buenos Aires to Tucuman), and would 
 have thus adepted it better for the movement of the 
 
— 141 — 
 
 interuaticual American traffic to wliicli it is destined: — 
 at tlie same time being more economical than the 1.076 
 meters guage. 
 
 Also retaining in the momitainous section to the Boli- 
 vian frontier the same gradient and planimetrical f'eatm'es 
 as in the section to 3Ietan, it will be seen that the line 
 would not be iu any worse conditions than 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 stabilit}^ 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 
 iuternatienal service. 
 
 The same drawback of the difference in guage is 
 noticed, and apparent^ with less cause, in the railway from 
 Buenos Aires to Formosa, a system of great importance 
 on account of the immense district it serves iu the Ai- 
 gentine territory, and by its being ultimately intended to 
 serve as a means of rapid transit with the Paraguayan 
 Republic. 
 
 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 traftlci 
 has been constructed with a guage of 1.676 meters : the 
 second section from Santa Fe to Keconquista, 31S 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 Avhich 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 Elver Parana 
 are distinguished by extensive plains; and the height 
 
— 142 — 
 
 above the sea level of that district as also of the various 
 stations of the Argentine Eailway system have been 
 furniched together with the kilometric distances by the 
 National Railway Board. 
 
 This uiteresting 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 hne from the Buenos Aires Central Station; 
 also the height above sea level of each station is given, 
 and it will be enongh to notice the various heights of 
 each station in relation to the plan of comparison adopted, 
 in order to prove that iu 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 Reconquista the general average of gradients 
 "will not exceed 1.5 per 1000. 
 
 These same and also the planimetrical conditions of the 
 section from Reconquista to Formosa are given in the 
 report of the National department of Public "Worlds i pages 
 13 & 14) as follows: 
 
 " The slopes and gradients are almost nil. This is 
 " proved by the level of the section of 230 kilometers 
 " (Reconquista 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 i 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 5G 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 exce])tiou of two close to Bermejo that 
 
— 143 — 
 
 " have only 300 meters each, but wliich may be somewhat 
 '' modified. 
 
 " Ou the first section the length of the curved as 
 " compared with the straight line is 25 kilometers to 
 " 230 kilometers, or 10 "lu 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 " to 96 1/2 "/„ respectively. " 
 
 AVith such exceptionally favourable natural couditions 
 permited b}' the geographical surroundings of the whole 
 district from Buenos Aires to Formosa at first sight it is 
 difficult to in any reasonable explanation to justify the 
 division of the uaiform 1.676 meters guage on the tAVo 
 extreme sections of a system of 318 kilometers from 
 Santa Fe to Reconquista Avith only a guage of one 
 meter. 
 
 But to dispel this idea of an apparent anomaly we 
 should remark that originally the full extension Avas not 
 planned out of the great Argentine railway that will thus 
 connect Buenos Aires with Asuncion (Paraguay), one, 
 which we jirove 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 commuuication 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 infiuenced by their interests 
 for the time being; this cause explains the differences in 
 guage ia the system that we now consider as a through 
 route to appreciate its united importance in the arrange- 
 ment of the intei'national rapid american service. On the 
 
- 144 — 
 
 other liaud 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, wliich has in its entii'e lengtli 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. 
 
 AVhen that time arrives, if the traffic requirements de- 
 mand it, the Santa Fe and Reconquista 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. 
 
 The Chaco Austral Railway, which commerces at Port 
 Barranqueros on the right bank of the Eiver Parana 
 opposite the Capital of the province of Cori'ientes, and 
 terminates in the junction with the Central Northern 
 Eailwaj' in the neighbourhood of San Jose de Metan 
 ('Province of Salta); considered from the point of view 
 that its important position gives it, in forming part of 
 the gi'eat 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 Reconquista 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 tliese latter with which it 
 
— 145 — 
 
 should form a coauecting link in establishing through 
 communication between the cities and ports of the right 
 bank of the Eiver Uruguay, and the countiies of Bolivia 
 and Peru. 
 
 This secoud and important connection of the Central 
 Northern Kailway 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 Uruguaj^, 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 i from Buenos 
 Aires to Villa Mercedes) where there are only three 
 gradients of less than two kilometers all told tha barely 
 average 5 per 1.000; the general average of the gradients 
 and slopes on that line, on the Buenos Aii'es and Eosa- 
 rio to Tucuman, and on the line 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 miTst be borne in mind, 
 that in a new country like the Argentine Eepublic, that, 
 
— 14(3 — 
 
 as an indispensable step for the opening np of its fertile 
 lauds, lias had to carry the iron road into the prairies, it 
 is not possible at the very beginning to lay down the 
 raih\'ays with all the im])rovements 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 
 thej-' had been built on a more rudimentaiy plan, less 
 costly, although at the same time so made as to admit of 
 their improvement trom time to time as tlie ti-affic neces- 
 sities might require. 
 
 In this matt?r the new countries should adopt the 
 american plan of railway construction and lit;/ doivn tJie 
 gvcatcd numhir of lihinvttrs iriih the smallest capital jwssiNe. 
 
 The improvement of the original construction is made 
 as the traffic grows, and had they not adopted this plan- 
 many of the great 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 costlj^ works to ]3ut same in first 
 class order. 
 
 Legal regime. 
 
 The construction of Railways in the Argentine Republic 
 has been effected by means of concessions granted in each 
 particular case, either by the National Congress or b}' the 
 Provincial Legislatures, the Railways being denominated, 
 in the one cnse, 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. 
 ih.) those destined to place the National capital in com- 
 munication with one or more Provinces. 
 (c.j those destined to establish communication between any 
 point of the National territory and one or more 
 neigh bouriiig States. 
 (d.) those to be constructed by the Nation. 
 (e.) Prolongations of lines belonging to tlie Nation or 
 whose concessions have been granted b}- the Na- 
 tional Congress. 
 The Provincial (Tovernments have granted concessions 
 for lines.' 
 
 (a.) Of local interest, i: e:, those which do not go 
 
 ontside the Province, thus respecting the rights 
 
 of existing concessions granted by the National 
 
 Government. 
 
 'NVith 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 repi'esent a series of state favors, there is real 
 
 convenience, specially in new countries, in keeping the 
 
 matter constantly on the tapi^:, 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 Railway from the city of Rosario to tliat of 
 Cordoba, on the following bases : — a temporary concession 
 for iiiuetyniue j'ears, at the end of which time the line 
 \\'ould revert to the Government, 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 brauches 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 Public 
 •Treasury may permit : the Company to have the right to 
 fix its tariffs wliide 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 18G1 granting a guarantee oi' seven per cent 
 ])er 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 L 6000 
 
- 149 — 
 
 per mile, with an anuual 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 tlie 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; thej^ 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 
 securitj^ to guarantee the the fulfilment of their contract, 
 and it was established that all questions that might arise 
 between the Companj' aud the Government should be 
 settled by arbitration. 
 
 The conditions established bj' this law were improved 
 by the contract of March 19tli 1863, approved by Law of 
 the National Congress on May 2.3rd. 
 
 This fixed the cost of line at L G400 per mile with an 
 annual guarantee of 7 "/o for forty years; this guarantee 
 to be covered by the State paying the difference between 
 the amount of such interest and the net profits of the 
 worhmg when this might be less, or when greater, the 
 amount o\-er and above to be paid to the State as return 
 ef the sums paid by it, it being established that henceforth 
 for the purposes of the guarantee accounts 45 "/'„ of the 
 gross receipts would be admitted as working expenses. 
 
 The Executive Power were authorised to subscribe for 
 fifteen throusaud L 20 shares in the Company; to grant to 
 the Company gratuitously the lands necessary for the 
 installation of the hue 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 construction 
 and iise 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 
 \J ' ] employees engaged ou the construction or in the working 
 
 N^**^ of the lino wore 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 cf 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'''i 1863 under which the construction of 
 the Central Argentine Railway was made with a guage 
 of 1.67G metei-s running from the city of Eosario of Sta. 
 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 Hue it may be said the maximum of State 
 concessions were enjoyed for the fomentation of Kailways, 
 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 per]5etuity of concession 
 as granted to the Central xlrgentine with a guarantee of 
 7 "/„ 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 fixed at L 10.000 
 per mile by the law of October 3''' 1SG3 and Decree of 
 July 26'h 1870. 
 
 The law of 10 th October 1879 and the decree of 14 th 
 October 1872 f 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 \\hich 
 guarantee would be adjusted to the true cost of the road . 
 
 The National Congress, A\-ithin the general tei'ms of the 
 regime of the concession of the Central Argentine Railway, 
 made imiform the conditions which should govern the 
 construction of five important 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 Transaudine to Chile, and issued the law which 
 was ])ublished on 5"' November 1S72 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. 
 
 (h.) to pay the guarantee in cash or in public bonds 
 bearing G per cent interest and one por cent amortiza- 
 cion. 
 
— 152 — 
 
 (c.) the cost of ^vo^•xiug to be fixed at 50 or 55 per cent 
 of the gross receipts, according to the expense of 
 traction rendered necessary by the nature of the 
 road. 
 (d.) to repay the amount paid as guarantee in public 
 fimds or cash with the excess over 7 per cent net 
 profit, if any. 
 (e.) The Executive Power to have the right to fix the 
 tarifi:s while the guarantee lasts, and to intervene in 
 them afterwards, should the Hue give more than 
 twelve per cent. 
 (/".) a money deposit of one hundred thousand hard 
 dollars on signing the contract, as a guarantee for 
 the completion of the work. 
 ('(/.") 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 S3 1.000 gold. 
 
 Perpetuity, vrhich was tacitly uuderstood in all the above 
 sections, has, in some guaranteed lines, been substituted 
 by a temporarj- 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 loth 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 uow giv3 the princijjal terns of the regimes 
 aifectiag the Argentine Railways. 
 I. (a.) Concession in perpetuity. 
 
 (/;.) a guaranteed interest for periods varying from 
 ten to forty years, paid in cash or public funds. 
 
 (f.) 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 
 tariifs while the guarantee lasts and _to intervene 
 in tliem afterwards, sliould tlie net earnings 
 exceed t^^■elve per cent. 
 
 ((/.) monetary deposit on signing the contract as a 
 guarantee for the completion of the works. 
 
 {k.) exemption from duties on the materials necessary 
 for the construction or working of the railways. 
 
 (i.) exemption from all national or provincial taxes 
 on the properties, fixed or movable, constitutiag 
 the railways, 
 n. (a.) Concession in peri^etuity without guaranteed in- 
 terest or premium of any kind. 
 
 [h.) exemption from duties as is customary in conces- 
 sions, stipulated by articles 54 and 55 of the 
 liailway law of 18 th September 1872, 
 m. (a.) Temporary concession for a term of from fifty 
 five to sixty years: 
 
 (h.) a guarantee of five per cent for the whole term 
 of the concession. 
 
 ((.'.) The return of the line and all its equipment to 
 
— 154 — 
 
 tlie State at tlie end of the concession, witliont 
 any compensatioii whatever. 
 IV. Temporary concession for the term of ninety nine 
 years, at tlie end of which the hue would revert 
 to the State: without guaranteed interest. 
 (b.) as in regime N." 3, the usual favors granted in 
 the law of the 18th of September 1872. 
 
 The provincial governments have granted raih\'ay con- 
 cessions in general, imder 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 Works and decreed by the Minister of the Interior 
 on July 27t], 1876. It is as follows: 
 
 rPOGKAMME 'TO BE FOLLOWED IN THE PEEPAEATION PROJECTS. 
 
 UOCUMKNT.S. 
 
 RECiULATIONS TO BE OBSEBVED. 
 
 1st Extracts of 
 
 letters . 
 2iitl. (ieiieral 
 
 phin. 
 
 It is optioiKil 
 according tocir- 
 
 CUmstUTR'fS til 
 
 adopt (me of tlie 
 following: 1 in 
 liiO;i; ill 201X1: 1 
 iu 231)0: 1 iii.iw»; 
 or ill luillHI.WIieii 
 possible tlie topo 
 ijrapliicTil plMU 
 BbouIJ be used. 
 
 Advance ^^roposdh. 
 
 P' : 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 referring 
 
155 
 
 DOCUMENTS. 
 
 KEGHLATIONS TO BE OBSERVED. 
 
 to tlis 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 tiie section, also 
 the kilometric distances, the heights 
 and radius of the curves the changes 
 of grade, and the works to be 
 constructed . 
 
 When it may be conveni3nt, to 
 examine the project more easily, the 
 longitudinal section will be shown 
 on the plan. 
 
 4"' : When 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 ^^•hich 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 beiow the 
 point of the proposed work so as 
 to give an exact idea of the general 
 direction of the water course. 
 
 5"' : Whea dealing with the 
 direction of a canal, public highroad, 
 
156 
 
 DOCUMENTS. 
 
 REGULATIONS TO BE OBSERVED. 
 
 a.rcl Longitiiil- 
 
 
 iual sectiorj. 
 
 
 Scale of section. 
 
 Sciile of 
 
 liUto 
 
 general plan. 
 
 of luMslits. 
 
 Decuple 
 
 
 of the plan 
 
 
 scaic. 
 
 or railway, the general plan 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 
 
 Qth . "When 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 
 eithei- 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 v/ater 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 
 given the accumulated distance from 
 starting point:the kiloinetric distaiices, 
 
157 — 
 
 DOCUMENTS. 
 
 BEGULATIOXS TO BE OBSERVED. 
 
 annotations on tlie levels of the 
 of the district with reference to the 
 plan of comparatiou. "When deahng 
 with high roads or railways there 
 must be given the levels of the 
 proposed, and the distances of the 
 direct outlines, points of tangent 
 with 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 
 j sections must be taken from 50 
 ;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 betweeii 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. 
 
 KEliULATIOXS TO i;E OBSERVED. 
 
 4th. Cross 
 sections. 
 
 1 in 2a. 
 
 for lieifi:lits 
 
 and distances. 
 
 5tli. Types of 
 constructions 
 k erections. 
 Dimensions 
 not exceeding 
 100 meters. 
 
 Ffir dimensions 
 
 tliat exceed 
 luO meters . 
 
 1st, Explanatory 
 report 
 
 2nd. Statement 
 
 sliowins 
 
 approxima 
 
 movenient 
 
 cartli.cnnstrnted 
 
 worlis, etc. 
 
 itrd.Approximat 
 
 estimate 
 
 in detail of 
 
 expenses 
 
 prnl.al.le 
 nn\enient,A\iien 
 dealing ivitll 
 lii^li rnads. 
 
 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 bein^; written 
 above the outline of same on the 
 plan, and the latter below. 
 
 12. The cross sections must sho"'y 
 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. 
 
 Li 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. 
 
 AVhen the proposals refer to any 
 wo''k or improvement of a water 
 course, a suiflcient number of cross 
 sections should be given to show 
 the high water mark, and these 
 should be taken outside the limits 
 of the laud exposed to inundation. 
 
 These cross sections must always 
 be shown o:i the same side, taking 
 
159 
 
 DOCUMENTS. 
 
 REGULATION'S TO BE OHSERVEP. 
 
 plan. 
 
 2iid. r.oiifritud- 
 
 iiial section of 
 
 disfauc'CH and 
 
 heights. 
 
 3rd. Excava- 
 
 miist be adopted 
 
 1 in lOOO, 
 1 in ii.m, 
 1 in 251X1, 
 1 in imn 
 or 1 lOOUII. 
 
 Whenever pos 
 
 sihle a 
 
 to)>ogriiphical 
 
 plan should 
 
 be used . 
 
 .5(11. ISuildln^'s 
 
 Wflen tlie 
 
 diniensitnis 
 
 donot exceed 
 
 2j meters. 
 
 the direction of this towards the 
 starting point. 
 
 13. The greatest care should be 
 observed in giving the levels, letting 
 ihsra. be distinct and exact. 
 
 The level of high and low Avater, 
 sea level, etc shoiild be marked by 
 means of blue ontlines acd levels, 
 in connection with the general plan. 
 
 Drfiuite Froj^ossoh. 
 
 14. The plans mus have all the 
 details s])eciiied 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. In 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, bj' 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. 
 
 REODLATIONS TO BE OBSERVED. 
 
 For tlie details 
 of buildings and 
 for iron and 
 wood railway 
 material etc. 
 
 1st. Descriptive 
 report. 
 
 3rd. Detailed 
 statement of 
 
 the cnbic 
 
 niovenieut of 
 
 earth. 
 
 4tli. Statements 
 
 of outlines, 
 heights, slopes, 
 
 gradients. 
 
 liorizontals,radii 
 
 of curves, etc. 
 
 h. .Analysis 
 of prices 
 
 7th Statement 
 of compensat- 
 ions to he paid. 
 
 Sth. Statement, 
 number 
 
 Always usiiie 
 
 simple dectmal 
 
 scales. 
 
 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- 
 saiy 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 Public AVorks are 
 authorised to amplify same giving 
 ia each case the conditions and 
 instructions necessary. 
 
 22. All the documents forming a 
 proposal must have a progressive 
 number. 
 
 2,3. The p)lan 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 wliich 
 a work is to be executed, there 
 should be indicated in the begin- 
 ning of the section, as well as at 
 the end, the approximate 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 gra])hically 
 shown on the plan and section and 
 
161 
 
 DCCl'MENTS. 
 
 IiE(;ULATION"S TO HE OBSKRVED. 
 
 prn{rress:vely of 
 
 the documents 
 
 composing tlie 
 
 proposal. 
 
 must also be shown iu figures, as, 
 for exemple: 
 
 Scale of 0"' 002 per meter (-^) 
 
 27. All the plans, sections, draw- 
 ings and docnments without except- 
 ion must be presented ' iu the form 
 of a packet or portfolio 0"' 22 by 
 O'l' 32. 
 
 28. The plans or sections which 
 should form part of the packet or 
 portfolio will be doubled according 
 to the foregoing dimensions in equal 
 and alternate folds both as regards 
 length and height so that 
 they may be conveniently and easily 
 examined 
 
 2iJ. The plaus which form part 
 of the proposal will be drawn on 
 transparent cloth, and the originals 
 must be sent separately. 
 
 30. The plan of the outhne will 
 be executed on one contiauous length 
 of paper, which can be made up of 
 sheets joined together so as t() foriu 
 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 whicji the 
 
— 162 — 
 
 DOCUMENTS. 
 
 SCALES. 
 
 REGILATIOXS TO BE OBSERVED. 
 
 
 
 drawing is interrupted. 
 
 31. All the plans and documents 
 which make up the proposal will be 
 signed by the engineer 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 WJdte, 
 
 Dire-:tor General. 
 
 General Law of National Railways. 
 
 The law regulating the National Railways of September 
 18th 1892 having been superseded by that of November 
 24:th 1891, we consider it of interest to give the text of 
 the latter in full, as follows: 
 
 RAILWAY LAW. 
 
 Act. -Vo. 3873 of the 3-Ith. November, 1S91. 
 
 SECTION I. 
 
 Preliniiuar.v. 
 
 Clause 1 — The construction and working of all Railways 
 ju 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 authorized 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 then- 
 respective territories. 
 
 SECTION II. 
 
 Begrulatious Relatiug; to National Railways. 
 
 CHAPTER I. 
 
 OF THE LIXE AND ITS MAIXTEXANCE. 
 
 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 hue constantly in good condition 
 so that it may be traversed by trains without danger, 
 and consequentl}' 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 stores, warehouses and other 
 accessories of the railway. 
 
 2 — To maintain in xwoper working order the I'olling 
 
— 164 — 
 
 stock, wliicli inust be iu quality and quantity sutii" 
 cient to supply tlie re quire meats of the road, having 
 regard to the ordinary' movement of traffic between 
 the variovis 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 
 estabUshed by the Executive Power in the ordinance^ 
 relating thereto. 
 
 3 — To establish Electric Telegraphs throughout the entire 
 length of the railway and maintain them iu 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. 
 
 .') — To Ivoep 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 E.xecutive Po^^'er. 
 
 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 opened after it has passed, to 
 leave the ordinary road open for trafftc. 
 
 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 necessary for 
 the proper drainage of adjaceni properties. 
 
 Clause <i — 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 •\vlien the 
 railways fail to carry out work which ma}' be ordered, the 
 Direction of Railways Avill 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 inspected and 
 authorized by the Direction of Railways. 
 
 AVhen any locomotive, engine or vebicle, is witJidravv-u 
 from service for general repairs, or on account of serious 
 defricts, the same may not again be put into .service without 
 being again inspected and authorized. 
 
 Clause 8 — The Direction of Railways will cause to be 
 exai^iined 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 oifer the necessary' security 
 to bs excluded from service. 
 
 Clause 9 — In the event of a Railwaj- 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 until the final decision is given. 
 
 Clause 10— In granting the authoi-izations 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, 
 b}' 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 
 instructions and everything essential to the proper perform- 
 ance of their duties. 
 
 CHAPTEE II. 
 
 OF THE FOEJIATION AND RUNXIXG OF TRAIXS. 
 
 Clause 12 — The formation and runnings of trains will 
 be subject to rules established by the Executive Power, 
 in which will be specially laid down the personal staff 
 of each train, the number 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 sj'stem of commuuicatiou between the engine, 
 the employees of the train and the passengers; the 
 maximum and miuimun speed at wliich trains may run ; 
 the apparatus and implements to be carried by each train 
 for use in case of accident; and t'le 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 a)id 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 iu movement must keep to the time 
 and speed -which tlie Railway 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 b\' 
 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. 
 
 CHAPTER III. 
 
 OBLIGATIONS OF RAILWAY ADMINISTEATTOXS. 
 
 Clause 16 — Railway Admiuistratons 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 trains of both the railways 
 in order that collisions and accidents may not happen. 
 
 To admit of one railway crossing another on the same 
 
— K^S — 
 
 level, the permission of the Executive Power must be 
 obtahied, but such permission sliall not be held to establish 
 a right. 
 
 Clause 17 — E,ail\vay Aduiinistratious 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 atf'ect the solidity of 
 the railway nor in any Avay interfere witli the regularity 
 of the train service. 
 
 Clause 18 — Every Railway Administration must carry free 
 of charge; — 
 
 1 — The Post Oflice mail 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 apart a special compartment in these trains of 
 sufHcient dimensions to contain all the mail bags. 
 3 — The officials and employees whose duty it is to 
 
 inspect and watch the Railways, 
 •i — The judicial and police authorities travelling for 
 the purpose of investigating crimes committed at 
 railway stations or in tr'ains, or accidents wliich 
 have occurred on the line. 
 Clause 19 — The Executive Power or such authorities as 
 it may determine have preferential right to the transport 
 by ra Iway of military forces and material of war upon 
 giving advice to the station master of any station two 
 liours before the departure of any train, and on payment 
 for the transport of troops of one-half the fare of the 
 class of seat thej' occupy,, and for munitions of war oue- 
 lialf the ordinary rates. 
 
— 169 — 
 
 Clause 20 — Tlie Executive Power or the authorities 
 which it may designate shall have the right to demand 
 the dispatch of a special traiia by giving tlu'ee hours 
 previous notice and on payment of one-half the ordinary 
 rate for special trains according to capacity. 
 
 Clause 21 — lu the event of civil disturbance or foreign 
 invasion 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- 
 3'earlj' period. 
 
 Clause 22 — Everj' 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 agi-eed iipon b}' the parties to the 
 arrangement. 
 
 Clause 2o— When two or more railwaj^s constructed by 
 different companies connect at any point, the carriages 
 and waggons of any of these ixndertakings 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 event 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 dispute 
 .shall be settled by arbitrators who must be nominated by 
 the companies interested before the proper Tribunals. 
 
 Clause 25 — Every Railway uxidertaking 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 hues be of different 
 gauge. 
 
 If the Railway Administrations should fail to make 
 arrangements for a suitable service, the Direction of Eail- 
 "ways 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 RAILWAY 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 — Li 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 imless work 
 be commenced within the periods fixed by the law relating 
 
— 171 — 
 
 to concessions, or within such deferred ])eriods as may be 
 conceded in ca«es of force majeure recognised by the 
 Executive Power. 
 
 Clause 30 — The privileges, exemptions from taxation, 
 premiiims or siibsidies 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 (xovernment 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 any 
 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 Government 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 anj' 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. 
 
 AVorking expenses will not include the cost of running 
 special trains, unless such trains have been ordered by the 
 Government or the public, excepting in cases of urgency 
 as provided for in the regulations of the Executive Power. 
 
- 172 — 
 SECTION III. 
 
 ftesulntious C'ohidiioii to all Rnil^vays. 
 
 CHAPTER I. 
 
 CARRIAGE OF PASSENGERS. 
 
 Clause 33— The charges for conveyance of persons and 
 excess luggage must be commnnicated to the Direction 
 General of National Hailways, and brought to the kaov.dedge 
 of the public in the same manner as laid down in regard 
 to time-tables. The regulations relating to luggage and 
 the adnilsf^Iou and liabilities of travell.-rs must also be 
 exhibited -at all railway stations. 
 
 Clause 34 — The ticket ofiice of each station must be 
 open at least 30 minutes before the announced time of 
 departure of a train. Luggage must be received up to two 
 minutes before the time of a train lea\ing. 
 
 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 3(3 — Eveiy passenger enjoys the right of travelling 
 in the same carriage to the end of the joui-ney on 
 each line of railway. 
 
 Clause 37 — The traveller who, for want of room in 
 the carriages is obliged to travel in a superior class to 
 that for \\hich he has taken a ticket, must not pay 
 excess to the railway for maldng use of the higher class. 
 
 When for the same reason, a traveller has had to 
 occupy a seat of infeiuor class to that specified in his 
 ticket, tlie Compa'.iy must refund to him at the cud 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 thoreb}- a passenger is 
 compelled to stand, be can demand that one-half the 
 price of his ticket be refunded, nuless there be a special 
 agreement to the contrary. 
 
 Clause 38 — Every passenger is entitled to hsLve carri-jd 
 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 Eailway Corapa.nies must deliver up to 
 every passenger, immediately after amval 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 whicli 
 shall be establishetl in the byo-la'u's of the railway and be 
 based on the nature and value of the packages. 
 
 Clause 40 — The Eailway Companies are not responsible 
 for articles which passengers take in tlieir o'wn charge. 
 
— 174 — 
 
 Neither are they respousible for je^-ellerj, 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 maj' record claims or com- 
 plaints against the Eailway Company and its employees, 
 and also in passenger trains. 
 
 Clause 4'2— 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 
 caiTied by sportsmen. 
 
 CHAPTER II. 
 
 THE TEAXSPORT OF GOODS. 
 
 Clause 44— Railway Administrations must communicate 
 to the Directions of Railways and pubhsh the rates and 
 regulations established for the transport of goods, in the 
 same manner prescribed for Fares and Bj^e-Laws relating 
 to passengers. Any changes which may be introduced 
 must be pubHcly announced one month before coming into 
 operation. 
 
 The rates for conveyance of passenger and goods must 
 be just and reasonable. 
 
 Clause 45 — Eailway Administrations must register the 
 
— 175 — 
 
 order in wliicli packages arri\'e for despatch, and issue a 
 consignment note if the consignor 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 ai-ticles must ha-ve preference 
 of transport: — 
 
 1st. Fruit and provisions for the daily supply of 
 
 towns served by the Railway. 
 'Jnd. Passengers luggage and parcels not exceeding 
 
 50 kilogTams in weight. 
 3rd. Mail bags and postal parcels. 
 4th. Articles intended for the public service and for 
 w^hich 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 inistake 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 delivery of merchandise. 
 
 Any questions which may arise as to the price, weiglit, 
 insufficiency of packing or covering of packages and 
 condition of merchandise, must be sumitted at the time 
 to the decision of the (rovernment Inspector. Should an 
 
— 17G — 
 
 luspector be at the station and the consignor refuse to 
 await the decision of the Direction of Railways the question 
 must be si;bmitted 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 paj" 
 arbitration fees in equal proportions. 
 
 Clause 4y — Eates shall be niiifonn for all who make use 
 of the Railway. 
 
 The Administration, notwithstanding, inay reduce rates 
 in favour of freighters who agree to a less expeditioi\3 
 service than tiie 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 Eail-nay. 
 Clause 50 — The obligations or responsibilities of Railway 
 Administrations towards freighters for loss, damage or 
 delay in the despatch or delivery of merchandise will be 
 governed by the provisions of the commercial code. The 
 provisions of the general laws of transport 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 b_y the Railway Administrations 
 and entered in a special register specifying the date and 
 place in which they were found, and Iheir principal dis- 
 tmctive marks. 
 
 Clause 52 - Articles deposited in lost property offiices 
 must be publicly announced liy means of notices in 
 stations. If the owners do not appear to claim them 
 vi-ithin 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 matter, who "vvill 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. 
 
 CH.iPTER Iir. 
 
 OF THE SERVITUDES TO -WHICH RAILWAYS CIVE RISE. 
 
 Clause 54 — The proprietors of lands adjoining the 
 railway lines must not throw rubbish into nor obstruct 
 the side ditches, nor .iiake use of them as drains, except- 
 ing properties which have their natural drainage tov\-ards 
 the railwaj-. 
 
 Clause 55 — Every person not iu 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 railwa}' on the approach of a train. 
 The same rule applies to drivers of carts vv other 
 vehicles. 
 
 Clause 5G — It is prohibited at a less distance than twenty 
 metres from the railway: — • 
 
 1st. To open ditches, make excavations, work ijuarries 
 or mines, and in general to execute any works 
 of similar character which might be jn'ejudicial 
 to the solidity of the railwaj-. 
 
-- 178 — 
 
 2ud. To construct buildings ^vith thatcli 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 railwaj^, 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 railway. 
 
 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 stn^ctiires being destroyed 
 f falling into ruin'); but in such case the railway must 
 
— 170 — 
 
 indemnify proprietors for damages resulting from the 
 sei-vitude imposed. 
 
 Clause 61 — The provisions contained in the second article 
 of clause 57 do not apply to: — 
 
 1st. The deposit of non inilammable 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 — 
 CHAPTER IV. 
 
 DUTIES OF R.ULWAY ADillNlSTRATIOJ^S. 
 
 Clause 64 — Connected Railway undertakings must be 
 considered as a single undertaking for all purposes con- 
 nected \\'ith contracts for conveyance without prejudice to 
 ijucstions of law wbicli may arise between tlie different 
 companies in regard to the terms or conditions of 
 agreement^ 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 towards 
 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 
 injmy was the result of inavoidable causes or force majeure 
 is imposed on fhe 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 
 wliich the laws impose, are null and void. 
 
 Clause 67 — The Administrations of Railway's 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 Railwavs which fix their rates without 
 
— 181 — 
 
 the iatervention of Government must not, for the pur- 
 pose of competing -with other cai.rying 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 establisliment of such carrying 
 agencies. 
 
 HECTTON IV. 
 
 (■ovcrucaieiit Iiis|)fi-tiwii. 
 
 CHAPTEE I. 
 
 BAILWAYS OPEX TO TUAFIC. 
 
 Clause 69 — It is tlie duty of the Direction-General of 
 National Railways : — 
 
 1 . To see that the Railway service is conducted in 
 accordance witli 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 tlie 
 Exchequer and secure the fulfilment of the respective 
 contracts, a separate account being opened lor 
 each Railway. 
 
 i. 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 ;ippeals against payment of the 
 fines, but only for the purpose of remitting them. 
 
— 182 — 
 
 after they have been paid. Government will not 
 admit as working expenses of ^Railways amounts 
 paid by the latter by way of fines. 
 
 5. To Avatch 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 requii'cments 
 of industrj^ 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 Avill 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 in 
 
— 183 — 
 
 tlie arraBgement of the Rates of Railways 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 Admininistratious of Railways 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 Railways in the 
 Republic, whether opeu 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 -w-hich 
 each National Railway 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 Railway Administrations must not employ 
 names other than those determined b}'^ the Direc- 
 tion General of Railways. 
 
 17. To compel Railway Companies to dismiss employees 
 whom it may consider dangerous to the safety of 
 passengers and the preservation of pubUc 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— TheDii'ection (xeneral of Hallways is empow- 
 ered to demand from Eaihvaj- 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 — Everj' person association of persons who 
 may consider themselves aggrieved by the acts or omissions 
 of Railway Administrations iu contraventiou 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 ia 
 writing within a reasouable period to bo fixed by the 
 I)irection. 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 ov siifficient cause is shown 
 to warrant au investigation, the Direction of Railways 
 must order au investigation in the manner and b}' the 
 methods it may consider convenient. No complaint must 
 be rejected on the ]i\ea, that the jiarty making the complaint 
 hcis 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 
 I)irection General of Railways will hold good in law unless 
 
— 1R5 — 
 
 the contrary is proved. The dictates of tlie Direction 
 General must be filed in its oiiicp, and copies given to 
 the party interested. 
 
 Clause 73 — In every investii^-ation, the Direction of Eailways 
 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 must be delivered forthwith 
 to the Railway with notice to suspeird 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 Eailways 
 that the infringement has bean stopped and the injury 
 been remedied, in accordance with its decision or to the 
 satisfaction of thn 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 yjaid, the amount of reserve fund, if 
 any, and the number of shareholders. 
 
 3 . The consolidated and iioating debts and the interest 
 they carry. 
 
 4. The cost and value of the movable and iumovable 
 assets of the Railway. 
 
 T). The number and class of employees and their 
 
 renumeration. 
 6. The sums set aside yearty for improvements, tlie 
 
 method of spending this money, and the nature of 
 
 these advances. 
 
— 186 — 
 
 7. Tlie 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 taad con- 
 ditions of transport, or relating to agreements wiih 
 other railways. 
 Clause 75 — It is also compulsory for the Eailway 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 
 Execiitive, may appoint a period within which the Railways 
 mnst introduce a uniform system of accounts. 
 
 CHAPTER n. 
 
 RAILWAYS IX CONSTRUCTIOX. 
 
 Clause 77 — To the Department of Public Works it 
 appertains : 
 
 1. To report upon Railway projects which may be 
 submitted to Congi'ess 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 aboi;t 
 
187 
 
 purcliase of materials for tlie Eailways whicli the 
 Natioa may construct at its own cost. 
 To submit to the Executive Power regnlations for 
 the construction of National Railways, and issue 
 instructions for guidance of inspectors of those 
 works. 
 
 To draw up each year, conjointly with the Uii'ection 
 of National Railways a map of the railways for 
 wliich concessions have been granted, those projected, 
 and those open for traffic. 
 
 To introduce uuiformitj' in the accoimts of Railways 
 constructed for the Nation or under its guarantee 
 or subsidy, and to solicit from the Executive Power 
 at the proper time, the resolution declaring the 
 period of construction in each case to have expired. 
 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 m. 
 
 F.\CULTIES OF INSPECTORS. 
 
 Clause 78— The Direction of Railways and the Public 
 "Works Department may reciprocally call for any reports 
 they may require in the discharge of their duties. 
 
 Clause 79 — The Inspectors of the Du-ection of Railways 
 and of the Public Works Department mxxst be alloM^ed free 
 access to the stations, workshops, railway'' lines, trains and 
 adjuncts of the National Railways. 
 
— 1W8 — 
 S E C T I O X Y . 
 
 Pena! C'9au«eai. 
 
 C H A P T E R I . 
 
 OFFENCES AFi-ECTING THE .S\F£TY OF THE PUBLIC AST) RAILWAY 
 TEAFFIC. 
 
 Clause SO — Directors, manager.s, employees, trustees or 
 receivers, lessees, agents and other persons carrying on 
 operations in the name of a Eaihvay undertaking will be 
 considered guilty of infringement of this !a«' irhpthfT they 
 act individually or colectivel}', 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 thev may be punished by arrest 
 for a period not exceeding one month, or by fine of from 
 cue 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 running 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 a\ ill be simple imprisonment of from one 
 to three j'ears. 
 
 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. 
 
— 139 — 
 
 and the tribunals are empowered to apply up to the 
 extreme penalty. 
 
 Clause 82 — A verual ur vv-riLleu Lhreat to commit anj* of 
 the oft'ences 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 liundred dollars. 
 
 Clause 83— Every individual who through imprudence, 
 neglect or inobservance of regulations maj' involuntarily 
 cause an accident from which injuries to cue or more 
 persons may result will be published by arrest of from 
 one month to one year, or by a fine of one hundred to one 
 tliousand dollars, without perjudioe 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 
 of 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 tliousand 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 ni the second case from one to three years simple 
 
— 190 — 
 
 imprisonment, without perjudice to the liability of tlie 
 Railway 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 Avilfully 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 dehnquent 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 - 
 
 the public force and that of individuals for the purpose 
 of giving etfect to the regulations which relate to the 
 aforesaid seci;rity, and also for the purpose of arresting 
 delinquents. 
 
 Clause 89 — lulringements 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. 
 
 OFFENCES COMIIITED BY RAILWAY ADMIXISTEATIONS. 
 
 Clause 91 — Railway Administi-ations are responsible for 
 acts or omissions which coutravene the present law and 
 the reglamentary decrees bassed thereon and are not at 
 liberty to tranfer the liability to their employees. 
 
 Clause 92 — Everj' iufraction of the law and decrees 
 committed by Railway Administrasions will be pimished 
 with fines of from five hundred to the thousand dollars, 
 and day vhich is allowed to transphe after receipt of an 
 order from the Government Inspection during which Railway 
 Administrations shall fail to complj"- with the law will 
 be considered as constituting a separate offence. 
 
— 192 — 
 
 Clause 93 — lu case of a second offence the fines 
 authorised by the foregoing Clause will be doubled. 
 
 SECTION VI. 
 
 YliNcellaueoiiN (^lauscN. 
 
 Clause 94 — The Executive will impose fines of from one 
 hundred to a thousand dollars in punishment of any 
 infringement of regulations wliich it may decree or approve, 
 especially such as involve neglect or inattention on the part 
 of Eailway Administrations and their employees towards 
 passengers and freighters. 
 
 Clause 95 — The amount of the fines imposed on Natioua' 
 Eailway Admimstrations in accordance with this law will 
 be applied to the formation of a special fund for the 
 establishment and support of a school cf engine-drivers 
 and firemen. 
 
 Clause 96 — Every account for guarantee due from tlie 
 National Government must be presented to the Direction 
 General of Railways for submission to the Minister of the 
 Interior, together with a summar}^ of the operations wliich 
 the Direction is required to perform in accordance Vvitli 
 clause (69) i'3 i. 
 
 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 works must be carried out in sncli manner 
 as not to interfere with the use of the waters. 
 
— 193 — 
 
 Clause 99— The Railway Law dated September 18'", 1872, 
 and regulations contrary to the present law, are hereby 
 annulled. 
 
 Clause 100 — Notwithstanding the provisions of clause 99, 
 existing orders relating to the formation and march ot' 
 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 la^\' 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. 
 
 (liven in the Chamber of Sessions of the Argentina Congress in 
 Buenos Aires, under date November the eighteenth, one thousand 
 eight hundred and niuetv-one. 
 
 Miguel M. NouGufis. Benjamin Zoreilla. 
 
 Benigno Ocatnpo, Uladislao S. Frias, 
 
 Secretary of the State. Secretary of the Chaui>ier of Deputies 
 
 It is hereby decreed. 
 That the above shall become National law, to publish 
 same and archive in the National Register. 
 
 PELLEGRINI. 
 
 JOSK Y. Z.^PATA. 
 
— 194 
 
 RAILWAY ADVANCEMENT. 
 
 Tlie first Bailway established iu tlie Argentine Republic 
 was the Western of Buenos Aires, the first section of 
 which, 10 kilometers iu length, was opered to public 
 traffic in 1857. The rate of railway in the Argentine 
 Republic an has been as follows : 
 
 YEARS. 
 
 KILOMETER. ! 
 
 1857 
 
 10 
 
 1860 
 
 39 
 
 1865 
 
 213 
 
 1870 
 
 732 
 
 1875 
 
 1384 
 
 1880 
 
 2313 
 
 1S85 
 
 4541 
 
 1890 
 
 9255 
 
 1892 
 
 12990 
 
— 195 — 
 
 The following statements show ho"\v these 12.990 kilo- 
 meters are distributed: 
 
 WESTERN BUENOS AIRES RAILWAY. 
 
 GUAGE 1.67G 3r. 
 
 STATIONS. 
 
 DISTANCE IX KILOMETERS. 
 
 From Coiifr.'^.l 
 
 HEIGHT 
 
 AWOVE 
 
 SEA 
 LEVEL 
 
 Once de Setiembre 
 Almagro . 
 Cabal lito . 
 Flores . . 
 V.-Sarstield 
 Liniers . . 
 Ramos Mejia 
 M. J. Haedo 
 
 6 
 7 
 8^ 
 
 9 1 Moron . . 
 10 Ituzaiiigo. 
 ll|Merlo . . 
 12 Moreno 
 
 Rodriguez 
 
 Lujan . . 
 
 Jauregui . 
 
 Olivera . . 
 
 Gov.'land . 
 
 Mercedes . 
 
 Suipaclit. 
 
 Gorostiaga 
 
 Chivilcoy . 
 
 Benitez . 
 
 Alberti . . 
 
 Larrea . . 
 
 Bragado . 
 
 Olascoaga 
 
 Dennehy . 
 
 Nueve de Julio 
 
 French. , . 
 
 Cambaceres . 
 
 Casares. . . 
 
 Gilanaco . . 
 
 
 1.1 
 
 3.2 
 
 1.6 
 
 1.4 
 
 4.4 
 
 3.4 
 
 3. 
 
 2.2 
 
 4.6 
 
 5.7 
 
 5.9 
 
 14.7 
 
 15.3 
 
 6.9 
 
 8.1 
 
 9.3 
 
 7.4 
 
 27.4 
 
 16.8 
 
 15.2 
 
 13.8 
 
 15 . 6 
 
 8.4 
 
 13.3 
 
 18. 
 
 17.7 
 
 16.6 
 
 13.2 
 
 12. 
 
 23.1 
 
 27.1 
 
 
 
 1.1 
 
 4.3 
 
 5.9 
 
 7.3 
 
 11.7 
 
 15.1 
 
 18.1 
 
 20.3 
 
 24.9 
 
 30.6 
 
 36.5 
 
 51.2 
 
 66.6 
 
 73.4 
 
 81.6 
 
 90.8 
 
 98.2 
 
 125.6 
 
 142.4 
 
 157.6 
 
 171.4 
 
 187. 
 
 195.4 
 
 208.7 
 
 226.7 
 
 244.4 
 
 261. 
 
 274.2 
 
 286.2 
 
 309.3 
 
 336.4 
 
 8.5 
 
 mett^rs 
 
 19.4 
 
 23.5 
 
 23.1 
 
 23.2 
 
 21. 
 
 20.1 
 
 23.2 
 
 2 6. '4 
 
 21.8 
 
 26.5 
 
 14.(3 
 
 22.8 
 
 31.1 
 
 28.4 
 
 26.3 
 
 28.5 
 
 33.3 
 
 39.5 
 
 46.1 
 
 49.5 
 
 53.6 
 
 52.1 
 
 53.9 
 
 56. 6 
 
 56.4 
 
 57.3 
 
 06.5 
 
 75.4 
 
 78.9 
 
 79.7 
 
 81.7 
 
 85.6 
 
— 196 
 
 
 
 DISTANCE IN KILOJIETERR. 
 
 HEIGHT 
 
 
 STATIONS. 
 
 
 
 
 
 
 
 
 
 
 Betweeu 
 Stations 
 
 From 
 Once 
 
 From Central 
 
 LEVEL 
 
 
 
 
 
 
 meters 
 
 33 
 
 Cliiclana 
 
 9.1 
 
 345.5 
 
 
 85.2 
 
 34 
 
 Pehuajo 
 
 17.1 
 
 362.6 
 
 
 85.6 
 
 35 
 
 Castelli 
 
 16.4 
 
 379. 
 
 
 85.9 
 
 36 
 
 Passo 
 
 21.4 
 
 400.4 
 
 
 85.9 
 
 37 
 
 Benitti 
 
 19.3 
 
 419.7 
 
 
 86.6 
 
 38 
 
 La Junta 
 
 13. 
 
 432.7 
 
 
 88.9 
 
 39 
 
 Ti'enque Lauquen . 
 
 10. G 
 
 443.3 
 
 451.8 
 
 94.9 
 
 Ouce <le Ketienihre aud Cataliuas Itraucb. 
 
 1 J Once de Setiembrel 
 2. Las Catalinas. . .1 
 
 0. 
 6. 
 
 8.5 
 2.5 
 
 19.4 
 4.8 
 
 Ouec de KeiiciiihE'e ami Prodtivc .^larkct Itraiich. 
 
 Once de Setiembre 
 Produce Market. . 
 
 0. 
 
 0. 
 
 8.5 
 
 19.4 
 
 13. 
 
 13. 
 
 21. 5 via 
 B. A. W. El'y. 
 
 4.7 
 
 llaedo and l.n l*lafa hrancla. 
 
 Haedo 
 
 Sau Justo . . . 
 Santa Catalina . 
 J. Mclrniol . . . 
 Claypole .... 
 
 Varela 
 
 J. Gutierrez . . 
 Perej^ra Jinictiue 
 Adolfo Alsina. . 
 Ringuelet. . . . 
 Tolosa ..... 
 
 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 AVest: 
 Raihvay 96.9 
 
 Via B. A . Ense- 
 
 Dada Raihvay 
 
 5G 
 
 26.4 
 24.3 
 16.1 
 22.7 
 18.8 
 22. 
 18.8 
 10.4 
 10.7 
 8.1 
 11.5 
 
 19. 
 
— 197 — 
 I^n Platn and River (^aiitiajs-o brauch. 
 
 
 STATIONS. 
 
 DISTANCK m KILOMETERS. 
 
 HEIGHT 
 
 
 Betwe'n 
 Stations 
 
 From 
 Junction 
 
 From 
 Central Station 
 
 SEA 
 LEVEL 
 
 1 La Plata 
 
 2 La Plata port. . . 
 
 3 Central Dock . . . 
 
 4 Mole 
 
 5 Rio Santiago . . . 
 
 0. 
 
 2.8 
 5.9 
 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. G. 
 
 Via B. A. W. 
 
 107.5. 
 
 Via B. A. Ense- 
 
 nada 66.6. 
 
 meters. 
 
 19. 
 
 13.9 
 
 7. 
 5.1 
 
 4.9 
 
 ToloMa aitd lOiiwciiada Juiietioii liraucli. 
 
 Tolosa . 
 
 Ensenada Junction . i 6.5 
 
 0. 
 
 6.5 
 
 Via B. A. W. 
 93.3. } 
 
 Via B. A. Ense-i 
 nada 52 4. 1 
 
 Via B. A. W. I 
 99.8. j 
 
 Via B. A. Ease-; 
 nada 58.9. 
 
 Toloita aud Klixaldc liraneli. 
 
 I'Tolosa. . . . 
 
 I 
 
 2 La Plata port. 
 
 3 Elizalde . . . 
 
 0. 
 
 0. 
 
 3. 
 
 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 
 
 B»epejra .liaiietioii and B'erejra Ktatioii hi-aueli. 
 
 Pereyra Juncture . 
 
 0. 
 
 0. 
 
 B. A. W. 82.3. 
 
 B. A. Ensenada 
 
 41.4 
 
 10.4 
 
198 — 
 
 
 STATIONS. 
 
 DISTANCE IN KILOMETERS. 
 
 HEIGHT 
 
 
 Betwen 
 Stations 
 
 From 1 From 
 P. Constit'n| Central Station 
 
 SKi 
 
 LEVEL 
 
 2 
 
 Pereyra 
 
 2. 
 
 2. 
 
 B. A. W. 84.3. 
 
 B. A. Ensenada 
 
 39.4 
 
 meters . 
 
 13.2 
 
 llarniol aud Tciia|ecrley liraiifli. 
 
 Marmol . 
 Temperley 
 
 0. 
 2.1 
 
 B. A. W. 53.2. 
 0. I Southern 22. 
 
 2.1 j B. A. W. 55.3. 
 Southern 19.9 
 
 19.6 
 19.1 
 
199 
 
 GREAT SOUTHERN RAILWAY. 
 
 GUAGE l.f)7G M. 
 
 
 
 DISTANCE IN KILOMETERS. 
 
 IIKIGHT 
 
 
 STATIONS. 
 
 
 
 AnoVK 
 
 
 
 
 
 
 
 Betw'en 
 
 From 1 From 
 
 SKA 
 
 
 
 Stations 
 
 P. Constit'nl Central Station 
 
 LRVKL 
 
 
 
 
 
 
 meters. 
 
 1 
 
 P. Constituciou . . 
 
 0. 
 
 0. 
 
 9.2 
 
 16.2 
 
 2 
 
 Barracas N. . 
 
 
 2.8 
 
 2.8 
 
 
 5.4 
 
 3 
 
 Barracas S. 
 
 
 
 0.8 
 
 3.6 
 
 
 5.4 
 
 4 
 
 Lani'is . . 
 
 
 
 5.4 
 
 9. 
 
 
 8.7 
 
 5 
 
 Banlield . 
 
 
 
 4. 
 
 13. 
 
 
 12.9 
 
 6 
 
 Luiiias de Zt 
 
 uiior 
 
 a . 
 
 ^^ _ 
 
 15. 
 
 
 18.2 
 
 7 
 
 Temperley 
 
 
 
 1.3 
 
 16.3 
 
 
 19.1 
 
 8 
 
 Adrogue . 
 
 
 
 2.8 
 
 19.1 
 
 
 23.1 
 
 9 
 
 Barzaco . 
 
 
 
 3.1 
 
 22.2 
 
 
 26.6 
 
 10 
 
 CI lew. . . 
 
 
 
 7. 
 
 29.2 
 
 
 28.3 
 
 11 
 
 San Vicente 
 
 
 
 10. 
 
 39.2 
 
 
 24.4 
 
 12 
 
 Donselar . 
 
 
 
 12.9 
 
 52.1 
 
 
 17.4 
 
 13 
 
 Ferrari . . 
 
 
 
 12.1 
 
 64.2 
 
 
 16.9 
 
 14 Jeppener. . 
 
 
 
 13. 
 
 77 . -A 
 
 
 15.4 
 
 15 Altamirano 
 
 
 
 10.2 
 
 87.4 
 
 
 15.^ 
 
 16 Alegre . . 
 
 
 
 15.7 
 
 103.1 
 
 
 19.1 
 
 17 Raiichos . 
 
 
 
 8.3 
 
 111.4 
 
 
 21.4 
 
 18 
 
 Villanueva 
 
 
 
 20.6 
 
 132 . 
 
 
 19.5 
 
 19 
 
 Bounement 
 
 
 
 5. 
 
 137. 
 
 
 18-6 
 
 20 
 
 Salado . . 
 
 
 
 6.4 
 
 143.4 
 
 
 21.3 
 
 21 
 
 Chas. . . 
 
 
 
 14.4 
 
 157.8 
 
 
 21.9 
 
 22 
 
 San Pedro 
 
 
 
 19.1 
 
 176.9 
 
 
 25.8 
 
 23 
 
 Rosas . . 
 
 
 
 14.6 
 
 191.5 
 
 
 32. 
 
 24 
 
 Las Flores 
 
 
 
 17. 
 
 208.6 
 
 
 36.7 
 
 25 
 
 Coiorada . 
 
 
 
 21. 
 
 229.5 
 
 
 47.7 
 
 26 
 
 Pardo . . 
 
 
 
 13.5 
 
 243. 
 
 
 57.8 
 
 27 
 
 Cachari. . 
 
 
 
 19.3 
 
 262.3 
 
 
 74.4 
 
 28 
 
 Parisch. . 
 
 
 
 19.5 
 
 281.8 
 
 
 89.4 
 
 29 
 
 Sliaes . . 
 
 
 
 14.4 
 
 296.2 
 
 
 108.4 
 
 30 
 
 Azul. . . 
 
 
 
 21.8 
 
 318. 
 
 
 138. 
 
 31 
 
 Hinojo. . 
 
 
 
 29. 
 
 347. 
 
 
 157.3 
 
 32 
 
 Olavarria . 
 
 
 
 15. 
 
 362. 
 
 
 163.9 
 
 33 
 
 Pourtale . 
 
 
 
 28.2 
 
 390.2 
 
 
 186.6 
 
 34 
 
 Mimoz. . 
 
 
 
 17. 
 
 407.2 
 
 
 184.3 
 
 35 
 
 Rocha . . 
 
 
 
 20.6 
 
 427.8 
 
 
 176. 
 
— 200 — 
 
 
 DISTANCE IN KILOMETERS. 
 
 HEIGHT 
 
 STATIONS. 
 
 
 
 
 
 
 
 
 
 
 Betwe'n 
 
 From 
 
 From 
 
 
 
 Stations 
 
 Jiinction 
 
 Central Station 
 
 
 
 
 
 
 
 meters. 
 
 36 
 
 Las Martinetas . . 
 
 13.5 
 
 441.3 
 
 
 177.8 
 
 37 
 
 La Gama 
 
 13.2 
 
 454.5 
 
 
 171.7 
 
 38 
 
 La Colina .... 
 
 27.7 
 
 482.2 
 
 
 195.4 
 
 39 
 
 Sauce Corto . . . 
 
 37.5 
 
 519.7 
 
 
 237.4 
 
 40 
 
 Ciirrumalau. . . . 
 
 15.6 
 
 535 . 3 
 
 
 250.5 
 
 41 
 
 Arroyo Corto. . . 
 
 17.7 
 
 553. 
 
 
 272.5 
 
 42 
 
 Pigiie 
 
 14.8 
 
 567.8 
 
 
 288.2 
 
 43 
 
 Alfalfa 
 
 20.3 
 
 588.1 
 
 
 341.7 
 
 44 
 
 Tornquist 
 
 40.7 
 
 628.8 
 
 
 285.8 
 
 45 
 
 Naposta 
 
 40.6 
 
 669 4 
 
 
 194.2 
 
 46 
 
 La Viticola. . . . 
 
 13.4 
 
 682.8 
 
 Via Altamirano 
 and Azul 720.3 
 
 131.2 
 1 
 
 47 
 
 Bahia Blanca . . . 
 
 26.6 
 
 709.4 
 
 via Maypu, and 
 
 Tres Arroyos 
 
 76t5.G via Flores. 
 
 20.3 
 
 48 
 
 Bahia Blanca Port. 
 
 7.3 
 
 716.7 
 
 and Tandil 731.1 
 
 5.7 
 
 Lauiis Jiiuctiou aud Boca l>i*aueli. 
 
 1 Laniis junction 
 
 2 Boca 
 
 0. 
 5.8 
 
 9.3 
 15.1 
 
 6.2 
 
 4.7 
 
 Tcnipcrley and Caniiclas hraueli. 
 
 Temperley . . . . 
 
 0. 
 
 Llavallol 
 
 5. 
 
 Monte Grande . . . 
 
 4.1 
 
 Ezeiza 
 
 5.9 
 
 Tristan Suarez . . 
 
 5.7 
 
 Maximo Paz . . . 
 
 7. 
 
 Vicente Casares. . 
 
 4.1 
 
 Caiiuelas 
 
 15.7 
 
 0. 
 5. 
 
 9.1 
 15. 
 20.7 
 27.7 
 31.8 
 47.5 
 
 19.9 
 
 67.4 
 
 19.1 
 
 30.8 
 
 17.2 
 
 22. 
 
 20.5 
 
 18.2 
 
 21.8 
 
 34.8 
 
— 201 — 
 Altauiirauo and Bahia Blanea Port hrancli. 
 
 STATIONS. 
 
 DISTANCE IN KILOMETERS. 
 
 HEIGHT 
 ABOVK 
 
 SKA 
 LEVKL 
 
 Altamirano . 
 
 Gaiidara . . 
 
 Cliascomus . 
 
 Adela . . . 
 
 Monasterio . 
 
 Lezama . . 
 
 Guerrero . . 
 
 STaillade . . 
 
 9 Sevigue . . 
 
 10 Dolores . . 
 
 lljParravicini . 
 
 12 1 Velazquez . 
 
 13 
 
 14 
 15 
 16 
 17 
 18 
 19 
 20 
 21 
 22 
 23 
 24 
 25 
 26 
 27 
 28 
 29 
 30 
 31 
 32 
 33 
 34 
 
 35 
 
 Maipu 
 Rodriguez . . . 
 
 Fair 
 
 Ayacucho . . . 
 Reconquista. . . 
 
 Iraola 
 
 Tandil 
 
 Pilar 
 
 Vela 
 
 Lopez 
 
 Juarez 
 
 Alzaga 
 
 Gonzalez Chavez 
 Vazquez .... 
 Tres Arroj'os . . 
 Micaela Gascallares 
 Irene . . . 
 Aparicio . . 
 Las Mostazas 
 San Roman. 
 Bajo Hondo 
 Griinbein . . 
 
 Bahia Blanea Port . 
 
 
 
 10.9 
 15 
 15.4 
 
 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 
 307.8 
 332.8 
 352.6 
 372 3 
 392.6 
 419. 
 440.6 
 458.8 
 483.2 
 505.5 
 526.5 
 544.5 
 582.2 
 595.3 
 609.9 
 633.5 
 
 643. 
 
 91. 
 
 Via Altamirano anil 
 A/.UI720.:) vlaMai- 
 pii and Trcs Arroyoa 
 7f)(3.li via Flores and 
 I Tandil 731.1 
 
 nietera 
 
 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 
 
 53.6 
 
 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 — 
 Slnipu and ilai* del PIntn Itraiich. 
 
 STATIONS. 
 
 DISTANCE IN KILOMETERS. 
 
 nKIGHT 
 AHOVK 
 
 I.EVEL 
 
 Maipu 
 
 Coroael Dorrego 
 Piran .... 
 
 Arbolito . . . 
 Vivai-ata . . . 
 Cannpt. . . . 
 Mar del Plata. 
 
 0. 
 25.6 
 22.1 
 21.2 
 
 0. 
 
 25.6 
 47.7 
 68.9 
 23.2} 92.1 
 25.fti 117.9 
 13.11 131. 
 
 272.7 
 
 lliiioj<» and Kiei>D-a Itayn I>i-nut°l>. 
 
 lIHiQOJo II 0- I 0. I 350.6 
 
 2|SidTii Baya. . . .'1 o.o! 5.5 | 356.1 
 
 miiioio aud Sierra Cliiea liraiieh. 
 
 lIHitiojo II ^- I ^■ 
 
 2|Sierra Cliica . . .|| 7.7| 7.7 
 
 350.6 
 358.3 
 
 meters. 
 
 16.1 
 
 21.8 
 24.2 
 26.1 
 28.2 
 26.7 
 16.3 
 
 157.3 
 216.8 
 
 157.3 
 170.3 
 
 Braiteh from Olavarrin to B'',!«taaicia. 
 
 1 1 Olavarria . . . . 
 2|Estaacia Davila. 
 
 0. 
 13. 
 
 0. 
 13. 
 
 365.6 
 378.6 
 
 Taudil and L.a.« C'niiteras l>B-ancli. 
 
 llTaadil. . . 
 2 Las Canteras 
 
 0. I 
 
 5.3 
 
 0. 
 5.3 
 
 398.8 
 404.1 
 
 163.9 
 196.8 
 
 173.3 
 213.1 
 
 Merlo . . 
 C. Suarez. 
 M. Paz. . 
 G. Homos 
 Las Heras 
 
 3Iei'!o aud SalatBillo Bii'iiucli. 
 
 39.1 
 
 0. 
 
 0. 
 
 4.2 
 
 4.2 
 
 13.1 
 
 17.3, 
 
 14.2 
 
 31.5 
 
 4.7 
 
 36.2 
 
 14.6 
 
 22.3 
 
 30. 
 
 33.3 
 
 36.1 
 
STATIONS. 
 
 203 
 
 DISTANCE IN KILOMETERS. 
 
 Betwe'n From 
 Stations] junction 
 
 From Central 
 
 HKIGHT 
 AIIOVK 
 
 SKA. 
 LEVEL 
 
 Zapiola. . 
 Lobos . . 
 S. Maria . 
 R. Perez . 
 Del Carril 
 Cazon . . 
 Saladillo . 
 
 16.9 
 
 53.1 
 
 15.2 
 
 68.3 
 
 15.3 
 
 83.6 
 
 18.9 
 
 102.5 
 
 19.9 
 
 122.4 
 
 15.7 
 
 138.1 
 
 15.3 
 
 155 4 
 
 109.5 
 
 34.5 
 28.3 
 30.4 
 33.9 
 36.6 
 41.6 
 46.7 
 
 lias Florcs hiicI Tantlil iBrancii. 
 
 Las Flores . . 
 Plaza Montero 
 Colman. . . . 
 Santa Rosa . . 
 Rauch .... 
 Egana .... 
 De la Canal . 
 
 Tandil. . . . 
 
 0. 
 
 0. 
 
 15.5 
 
 15.5 
 
 29.3 
 
 44.8 
 
 38.3 
 
 73.1 
 
 17.2 
 
 90.3 
 
 21. 
 
 111.3 
 
 18.4 
 
 129.7 
 
 21.5 
 
 151.2 
 
 214.9 
 
 Via Las Flores 
 
 3fiG.l 
 ViaMaipit 39S.8 
 
 36.7 
 43.7 
 58.5 
 75.9 
 
 94, 
 114. 
 135. 
 
 179.3 
 
 BUENOS AIRES AND ENSENADA PORT RAILWAY. 
 
 GUAGE 1.676 M. 
 
 (Y 
 
 Central. . . , 
 Venezuela . . 
 Casa Aniarilla 
 How house) . 
 General Brown 
 
 Boca 
 
 Peua Barraca. 
 Tres Esquinas. 
 North Barracas 
 Barracas Iglesias 
 General Mitre. 
 AVilde .... 
 Beriial .... 
 Qnilmes . . . 
 Espeleta . . . 
 
 0. 
 
 0. 
 
 0.7 
 
 0.7 
 
 1.4 
 
 2.1 
 
 1.5 
 
 3.C 
 
 0.6 
 
 4.2 
 
 0.5 
 
 4.7 
 
 0.8 
 
 5.5 
 
 0.9 
 
 6.4 
 
 0.7 
 
 7.1 
 
 2.9 
 
 10. 
 
 4. 
 
 14. 
 
 3. 
 
 17. 
 
 2.6 
 
 19.6 
 
 3.5 
 
 23.1 
 
 11.3 
 
 9.5 
 
 6.3 
 
 5.1 
 
 6.3 
 
 5.2 
 
 6.4 
 
 7.5 
 
 5.9 
 
 6.2 
 
 7.6 
 
 21.3 
 
 19.1 
 
 22.8 
 
— 204 — 
 
 STATIONS. 
 
 DISTANCE IN KILOMETERS. 
 
 HElGlir 
 ABOVE 
 SEA. 
 
 LEVEL 
 
 Barazategui 
 Godoy . . 
 Concliitas . 
 Pereyra . . 
 Punta Lara . 
 Ensenada . - 
 
 3.1 
 
 26.2 
 
 4. 
 
 30.2 
 
 1.6 
 
 31.8 
 
 7.6 
 
 39.4 
 
 0.8 
 
 50.2 
 
 9.7 
 
 59.9 
 
 meters 
 
 22.3 
 
 9.1 
 
 11.6 
 
 13.2 
 
 6. 
 
 5.7 
 
 Riu£uclet aufl Ferrari l»ra*u<>li. 
 
 From 
 junction 
 
 Riaguelet. 
 
 Hernandez 
 M. Romero 
 Abasto . . 
 Gomez . . 
 Brandzen. 
 
 Ferrari . . 
 
 
 0. 
 
 0. 
 
 
 3.9 
 
 3.9 
 
 
 5.2 
 
 9.1 
 
 
 5.4 
 
 14.5 
 
 
 11.6 
 
 26.1 
 
 
 11.9 
 
 38. 
 
 
 0.5 
 
 38.5 
 
 l''rom Central 
 
 Via Pereira 49.7 
 Haedo 90.6 
 
 Via Pereira 88.2 
 
 Haedo 129.1 
 South Ely 70.6 
 
 8.1 
 
 18.9 
 
 25. 
 
 28. 
 
 22.1 
 
 16.9 
 
 16.5 
 
 ■•'lizalde and Mlastlalcna firaneh. 
 
 Elizalde . 
 
 Correas . 
 B. Bavio. 
 Arditi . . 
 
 Magdalena 
 
 0. 
 
 0. 
 
 Via Pereyra 73 . 4 
 Haedo 104.3 
 
 28.2 
 
 12.5 
 
 12.5 
 
 
 15.7 
 
 10.8 
 
 23.3 
 
 
 22.9 
 
 10.8 
 
 34.1 
 
 V.Pereyra 120.6 
 
 9.3 
 
 13.1 
 
 47.2 
 
 Haedo 151.. 5 
 
 8.3 
 
— 205 
 
 CENTEAL ARGENTINE RAILWAY. 
 
 GDAGE 1.676 M. 
 
 STATIONS. 
 
 DISTANCE IN KILOMETERS. 
 
 From Ceutral 
 Bueuos Aires 
 
 HEIOHT 
 ABOVE 
 
 SEA 
 LKVEf, 
 
 Rosario 
 
 Fishertown . . 
 Avila .... 
 Roldan. . . . 
 San (xerouimo 
 Carcaraua . . 
 Correa .... 
 Caiiada de Gomez 
 Armstrong . . 
 Tortugas . . . 
 General Roca. 
 Marcos Jnarez. 
 Leones .... 
 San Marcos . . 
 Kilometer 186.5 
 Belle Villa . . 
 Kilometer 210. 
 Ballesteros . . 
 Carcano . . . 
 Villa Maria. . 
 Tiopujio . . . 
 Chauares . . . 
 Oliva .... 
 Oncativo . . . 
 Laguna Larga 
 
 Pilar 
 
 Rio Segundo . 
 Toledo. . . . 
 Ferreyra . . . 
 
 Cordoba 
 
 0. 
 
 0. 
 
 9.6 
 
 9.6 
 
 6.8 
 
 16.4 
 
 9.2 
 
 25.6 
 
 11.1 
 
 36.7 
 
 11.9 
 
 48.6 
 
 9.9 
 
 58.5 
 
 13.6 
 
 72.1 
 
 20. 
 
 92.1 
 
 20.8 
 
 112.9 
 
 8.9 
 
 121.8 
 
 18.2 
 
 140. 
 
 18.5 
 
 158.5 
 
 17.5 
 
 176. 
 
 10.5 
 
 186.5 
 
 9.9 
 
 196.4 
 
 13.6 
 
 210. 
 
 15. 
 
 225. 
 
 13. 
 
 238. 
 
 15.8 
 
 253.8 
 
 17.2 
 
 271. 
 
 17.2 
 
 288.2 
 
 16.8 
 
 305. 
 
 18. 
 
 323. 
 
 18.7 
 
 341.7 
 
 18.3 
 
 355. 
 
 3.8 
 
 358.8 
 
 14.2 
 
 373. 
 
 14. 
 
 387. 
 
 395.4 ; 
 
 8.4 
 
 Via B. A. and R. 
 
 _I03.8 
 
 Central Arg'tine 
 
 354.8 
 
 meters 
 
 22.4 
 
 23.4 
 
 32.9 
 
 39.7 
 
 49.4 
 
 53.1 
 
 68.2 
 
 92.9 
 
 118.2 
 
 74.1 
 
 87.4 
 
 113.9 
 
 116. 
 
 115.1 
 
 122.3 
 
 129.3 
 
 142.5 
 
 160.6 
 
 '178.1 
 
 203. 
 
 229.5 
 
 248.9 
 
 266.5 
 
 284.7 
 
 310.5 
 
 337. 
 
 342.6 
 
 371.9 
 
 Via B. Aires and C. 
 Arg. lines ti99.2 
 
 Via C. Arg. 703.7 
 Via Pacific and C. 
 
 Arg. 788.4 
 
 Via B. Aires and K. 
 
 4nd Cord. 736.3 
 
 Via C. Are. and 
 
 C. Cord. i58.4 
 
— 206 — 
 liUjsiii and Caunda dc Qouicz lirnucli. 
 
 STATIONS. 
 
 DISTANCE m KILOMETERS. 
 
 From Central 
 Buenos Aires 
 
 HEIGHT 
 
 SE.i. 
 LEVEL 
 
 Lujaa 
 
 Carlos Keen. . . 
 Azcuenaga . . . 
 S. Antonio de Areco 
 Duggan .... 
 C Sarmiento . . 
 Saavedra. . . . 
 Arrecifes. . . . 
 
 Viuas 
 
 Aucliorena . . . 
 Pergamino . . . 
 El Socorro . . . 
 Peyrauo .... 
 Francisco Paz. . 
 
 Wilde. 
 
 Fuentes .... 
 Caiidelaria . . . 
 Canada de G(5mez 
 
 0. 
 
 1(3.3 
 
 19.6 
 
 15.3 
 
 1.5-7 
 
 15.3 
 
 15. 
 
 16.6 
 
 14.1 
 
 16.9 
 
 17.1 
 
 29. 
 
 16.7 
 
 15.1 
 
 13.7 
 
 19. 
 
 17.9 
 
 31.9 
 
 0. 
 
 16.3 
 
 39.9 
 
 51.4 
 
 67.1 
 
 82.4 
 
 97.4 
 
 114. 
 
 128.1 
 
 145. 
 
 162.1 
 
 191.1 
 
 207.8 
 
 229.9 
 
 236.6 
 
 255.6 
 
 273.5 
 
 305.4 
 
 via B. A. "West 
 75. 
 
 meters. 
 
 28.4 
 
 37.6 
 
 37.5 
 
 34. 
 
 51.5 
 
 45.6 
 
 44.6 
 
 39.7 
 
 50. 
 
 71.9 
 
 67.2 
 
 72.2 
 
 66.8 
 
 70.9 
 
 75 3 
 
 78.3 
 
 81.9 
 
 83.4 
 
 Pci'sainiuo aud Kan \i(-olii<« Etraueli. 
 
 Pergamino . . 
 
 A. de la Pena . 
 Acevedo . . 
 Guerrico . . . 
 Conesa . . . . 
 Eojo 
 
 San Nicolas. 
 
 0. 
 
 0. 
 
 11.4 
 
 11.4 
 
 10.5 
 
 21.9 
 
 13.7 
 
 35.6 
 
 5.5 
 
 41.1 
 
 14.9 
 
 .56. 
 
 20.1 
 
 76.1 
 
 B. A. West & C. 
 
 A. 237.1 
 B. A. & Ros. & 
 
 C. Arg. 310.7 
 
 Pacific & C. Arg. 
 
 343 
 
 313.2 
 B. A. &R. 242.r 
 
 67.2 
 
 76.1 
 67.3 
 68.2- 
 
 56.8 
 40.7 
 
 18. 
 
— 207 — 
 
 STATIONS. 
 
 DISTANCE IN KILOIIETEES. 
 
 nEI«HT 
 
 ABOVE 
 
 SKA. 
 
 LEVEL 
 
 Pergamiuo 
 
 Ortiz Basualdo 
 E. Cano . . . 
 Rojas .... 
 E. Eclievarria. 
 Roca 
 
 Juiiin 
 
 0. 
 
 19.9 
 6.4 
 14. 
 18.8 
 17.6 
 
 12.3 
 
 0. 
 
 19.9 
 26.3 
 40.3 
 59.1 
 76.7 
 
 89. 
 
 B. A. West & C. 
 
 Arg. 237.1 
 B.A.&H.&C.A. 
 
 310.7 
 Pac:*C.Arg:343 
 
 B.A. West &C. 
 I Arg: 326.1 
 1 Pacific 255.7 
 
 67.2 
 
 77.1 
 Ce G 
 66.9 
 
 74.7 
 78.7 
 
 81.1 
 
 lEraitcIn Eiase i'vnnt Cniio to Kstancia C'ann. 
 
 ICano 
 
 I Cano Estancia. 
 
 0. I 
 
 2.3 
 
 0. 
 2.3 
 
 Stwi^ai'io and ■"eTi-nito l>i*aiii°ii. 
 
 Rosario 
 
 Eloy Palacios. 
 Soldini. . . . 
 Alvarez . . .. 
 Acebal. . . . 
 Santa Teresa . 
 
 Peyi'ano . . . 
 
 0. [ 
 
 7.1} 
 
 4.7| 
 
 13.1 
 
 12.9; 
 
 0. 
 
 7.1 
 11.8 
 24.9 
 37.8 
 
 22.8 60.6 
 11.4 72. 
 
 via B.A. &R. 
 
 303.8 
 
 C.Arg.S54.8 
 
 B. A. Weston & 
 
 (.:. Arg. 282.8 
 
 B. A. it Ros. & 
 
 C. Arg. 375.8 
 
 €'aaeat!n <!e iini'itvr. jtsicl Kastre lii-aiicli. 
 
 West'u.&O.Arg. 
 
 0S0.4 
 
 B. A.&Ros. & 
 
 C. A: 375.9 
 
 Canada de Gomez 
 
 Elisa. . . 
 Las Rosas 
 
 0. 
 
 20.4 
 23.6 
 
 20.4 
 
 44. 
 
 68.6 
 69.2 
 
 22.4 
 
 32.8 
 
 40. 
 
 49.2 
 
 65.8 
 
 60.1 
 
 66.8 
 
 '83.4 
 
 101.7 
 96.3 
 
— 208 — 
 
 STATIONS. 
 
 Los Cardos. 
 El Ti-eboi. . 
 Pellegrini. . 
 San Jorge . 
 
 Sastre 
 
 DISTANCE IN KILOMETERS. 
 
 Betwe'n From From Central 
 
 IStations Jtmction. Bueiios .\ires 
 
 18. j 
 15. 7i 
 
 17. i 
 19.2 
 
 62. 
 
 77.7 
 
 94 7 
 
 113.9 
 
 15. 128.9 
 
 West & C. Arg. 
 
 509.3 
 B. A. & Ros. & 
 C. Arg. 504.8 
 
 Rio Sesrundo and Altn Garein Itraueli. 
 
 B. A. * Ros. & 
 C. Arg: 662.6 
 C. Arg: 713.6 
 
 B. A. & Ros: & 
 
 C. Arg: 711.6 
 
 C. Arg. 762. C 
 
 Eio Segundo 
 Lozalda . . 
 Alta Garcia. 
 
 BUEXOS AIEES SECTION 
 
 ( FOI?:rEKLY "XORTHERN RAILWAY OF BUE.NTOS AmES'". ) 
 
 Central 
 
 Eetiro 
 
 Eecoleta .... 
 Palermo .... 
 Arg. Hippodrome 
 Belgrano. . . . 
 Xat.Hippodrom . 
 
 Nuiiez 
 
 Rivadavia . . . 
 Yiceute Lopez. . 
 
 Olivos 
 
 Martinez .... 
 San Isidro . . . 
 Victoria .... 
 San Fernando. . 
 Junction .... 
 Tiore • . . . . 
 
 0. 
 
 0. 
 
 1.7 
 
 1.7 
 
 1.6 
 
 3.3 
 
 2.5 
 
 5.8 
 
 1.3 
 
 7.1 
 
 2.5 
 
 9.6 
 
 1. 
 
 10.6 
 
 0.7 
 
 11.3 
 
 0.9 
 
 i2.2 
 
 1.9 
 
 14.1 
 
 1.9 
 
 16. 
 
 2.8 
 
 18.8 
 
 2.4 
 
 21.2 
 
 3.2 
 
 24.4 
 
 2.2 
 
 • 26.6 
 
 3.3 
 
 29.9 
 
 HEIGHT 
 A30YS 
 
 SUA. 
 LEVEL. 
 
 meters 
 
 108.5 
 
 92. 
 
 107.2 
 
 100. 
 
 104.7 
 
 342.6 
 377.3 
 551.3 
 
 11.3 
 5.6 
 4.7 
 4.8 
 5. 
 6. 
 6. 
 6.1 
 
 !Sau Feruaudo Hole liue. 
 
 11 Junction 'I '-^" I ^^ 
 
 2LSan F^'^'^'^"'^^'^ ■^■'■O^®'' ■'■■^' ■'■•^ 
 
 5.3 
 
 6.1 
 
 22.6 
 
 19.5 
 
 11.6 
 
 6.5 
 
 4.2 
 
 4.4 
 
— 209 — 
 WESTEEN SANTA FE EAILAVAY. 
 
 QUAGE 1.676 II. 
 
 STATIONS. 
 
 DISTANCE IN KILOMETEES. 
 
 HEIGHT 
 ABOVK 
 
 SEA. 
 LEVEL 
 
 1 Rosario 
 
 Bajo Hondo . . 
 
 Perez 
 
 Zavalla 
 
 Pujato 
 
 Villa Casilda . . 
 Juncture .... 
 Palacios .... 
 Arequitos . . . 
 S. Jose de laEsqiiina 
 Arteaga .... 
 
 Juarez Celman . 
 
 7.9 
 
 7.2 
 10.7 
 15.4 
 12.5 
 
 3.9 
 12.2 
 14.2 
 23.4 
 
 8.3 
 
 9.5 
 
 0. 
 
 7.9 
 15.1 
 25.8 
 41.2 
 53.7 
 57.6 
 69.8 
 84. 
 107.4 
 115.7 
 
 125.2 
 
 Via B.A. andE. 
 i01..T via B. A. West 
 and C. Arg. 35!l.l 
 
 Via B.A. and R. 
 
 and W, S. F. R. 
 
 129.7 via B. A. W. 
 
 C. A., and W. S. V. 
 
 ■181. a 
 
 meters. 
 
 28.1 
 
 26. 
 
 36. 
 
 49.3 
 
 71.6 
 
 75.1 
 
 78.7 
 
 93.8 
 
 95. 
 
 82.3 
 
 90.4 
 
 77.4 
 
 ^■lla C'u«>i^«la and lleliueue Itvaueli. 
 
 1 Villa Ca.iilda 
 
 Juncture , 
 Sanford , 
 Chabas . , 
 Villada. , 
 Firmat. . 
 
 Meliucv.e , 
 
 0. 
 
 3.9 
 11.1 
 13.4 
 14.1 
 13. 
 
 22.4 
 
 3.9 
 15. 
 
 28.4 
 42.5 
 
 77.9 
 
 B. A. and R.and 
 
 W.S.F.R. 358.2 
 
 Western and C. 
 
 Arg. 347.1 
 
 B. A. R. and W. 
 S. F.R. 436.1 W. 
 
 and C. A. 425 
 W.C.A. and 
 
 G. S. Santa Fe 
 and C6rd. 360.2 
 
 75,1 
 
 78.7 
 89.7 
 97.1 
 92. 
 106.3 
 
 89.8 
 
'210 
 
 BUENOS AIEES AND EOSAEIO RAILAYAY. 
 
 CiUAGE 1.67G M. 
 
 STATIONS. 
 
 DISTANCE IN KILOMETERS. 
 
 H RIGHT 
 ABOVE 
 
 S£A 
 LEVEL 
 
 1 Central. . 
 
 2 Parque 3 de Febrero 
 SjBelgrauo. 
 4 1 Villa Cataliuas 
 5iSan Martin , 
 OlBaucalari. , 
 
 7 Pacheco . , 
 
 8 Beuavidez . 
 
 9 Escobar . , 
 
 10 Bio Liijau , 
 
 11 Otameiidi. , 
 
 12 Campana. . 
 
 13 Zarate . . , 
 
 14 Lima . . , 
 
 15 Alsina . . , 
 
 16 Baradero. . 
 
 17 Tala. . . 
 
 18 San Pedro , 
 
 19 Castro . . , 
 
 20 El Paraiso . 
 
 21 Ramallo . , 
 
 22 Sanchez . . 
 
 23 San Nicolas 
 
 24 Villa Coustit 
 
 Junction . 
 
 25 Pavon . . . 
 
 26 Arroyo Seco 
 
 27 Alvear. . . 
 
 28 Rosario . . 
 
 29 Alberdi . . 
 
 30 Pagauini . . 
 
 31 Sail Lorenzo 
 
 32 Aldao . . . 
 
 33 Serodiuo . . 
 
 34 Carrizales . 
 
 35 Diaz .... 
 
 0. 
 
 6. 
 
 4.5 
 
 2.7 
 
 4.4 
 12.9 
 
 3. 
 
 8.3 
 11.7 
 11.7 
 
 6.6 
 
 9.6 
 12. 
 1G.4 
 24. 
 15.2 
 12.9 
 
 9.8 
 18.3 
 14.4 
 11. 
 10.6 
 12.9 
 
 18.9 
 1.9 
 
 13.2 
 
 15. 
 
 15.9 
 6.7 
 3.3 
 
 12.8 
 8.3 
 
 16. 6 
 
 13.4 
 
 16.4 
 
 0. 
 6. 
 10.5 
 13.2 
 17.6 
 30.5 
 83.5 
 41.8 
 53.5 
 65.2 
 71.8 
 81.4 
 98.4 
 
 109.8 
 
 1.33.8 
 
 149. 
 
 161.9 
 
 171.7 
 
 190. 
 
 204.4 
 
 215.4 
 
 226. 
 
 238.9 
 
 257.8 
 259.7 
 272.9 
 287.9 
 303.8 
 310.5 
 313.8 
 326.6 
 .334.9 
 351.5 
 364.9 
 381.3 
 
 meters. 
 
 11.3 
 
 4.9 
 15.5 
 28.8 
 18.5 
 6.1 
 6.1 
 7.3 
 24.3 
 5.8 
 5.8 
 5.3 
 26.6 
 26.7 
 23.9 
 29.7 
 24. 
 28. 
 35. 
 33.7 
 37. 
 81. 
 28.2 
 
 27.2 
 
 81.3 
 
 27. 
 
 32.8 
 
 20.5 
 
 28.8 
 
 81. 
 
 ■30.8 
 
 33. 
 
 34.9 
 
 38.3 
 
 38.5 
 
211 
 
 
 
 DISTANCE IN KILOMETERS. 
 
 u Right 
 
 
 STATIONS. 
 
 
 AltOVB 
 
 
 
 
 
 
 
 Betwe'n 
 
 From 
 
 
 ShA. 
 
 
 
 Stations 
 
 Central 
 
 
 LEVEL 
 
 
 
 
 
 
 meters. 
 
 36 
 
 Irigoyen 
 
 23.4 
 
 404.7 
 
 
 41.6 
 
 37 
 
 Galvez . . 
 
 
 
 
 16.2 
 
 420.9 
 
 
 54.2 
 
 38 
 
 Lopez . . 
 
 
 
 
 15.7 
 
 4.36.6 
 
 
 56.5 
 
 39 
 
 Santa Clara 
 
 
 
 
 16.2 
 
 452.8 
 
 
 53.7 
 
 40 
 
 Sii Pereyi-a 
 
 
 
 
 22. 
 
 474.8 
 
 
 64. 
 
 41 
 
 Aurelia. . 
 
 
 
 
 17. 
 
 491.8 
 
 
 73.8 
 
 42 
 
 Rafaela . 
 
 
 
 
 19.6 
 
 511.4 
 
 
 99 3 
 
 43 
 
 Lelimann . 
 
 
 
 
 15.2 
 
 526.6 
 
 
 95.1 
 
 44 
 
 Suuchales 
 
 
 
 
 19.6 
 
 546.2 
 
 
 96.1 
 
 45 
 
 Las Caclena 
 
 s 
 
 
 
 2 
 
 548.2 
 
 
 96.2 
 
 46 
 
 Palacios . 
 
 
 
 
 24. 
 
 572.2 
 
 
 95.4 
 
 47 
 
 Monigotes 
 
 
 
 
 24.5 
 
 596.7 
 
 
 92.5 
 
 48 
 
 Arrufo . . 
 
 
 
 
 30. 
 
 626.7 
 
 
 91.5 
 
 49 
 
 Hercilia . 
 
 
 
 
 27.5 
 
 654.2 
 
 
 88.8 
 
 50 
 
 Ceres . . 
 
 
 
 
 17. 
 
 671.2 
 
 
 87.8 
 
 51 
 
 SeJva . . 
 
 
 
 
 16. 
 
 687.2 
 
 
 86.1 
 
 52 
 
 Argentina 
 
 
 
 
 33.3 
 
 720.5 
 
 
 78.3 
 
 53 
 
 Malbran . 
 
 
 
 
 20.7 
 
 747.2 
 
 
 81.9 
 
 54 
 
 Pinto . . 
 
 
 
 
 31. 
 
 778.2 
 
 
 88. 
 
 55 
 
 Casares. . 
 
 
 
 
 26. 
 
 804.2 
 
 
 94.5 
 
 56 
 
 Icaiio . . 
 
 
 
 
 .30.7 
 
 834.9 
 
 
 102.5 
 
 57 
 
 Herrera . 
 
 
 
 
 28.3 
 
 863.2 
 
 
 109.7 
 
 58 
 
 No Teugo 
 
 
 
 
 32.5 
 
 895.7 
 
 
 117.9 
 
 59 
 
 Garza . . 
 
 
 
 
 28.2 
 
 923.9 
 
 
 129.1 
 
 60 
 
 Taboada . 
 
 
 
 
 25.7 
 
 949.6 
 
 
 142.1 
 
 61 
 
 Fernandez 
 
 
 
 
 17.5 
 
 967.1 
 
 
 153.4 
 
 02 
 
 Beltran. . 
 
 
 
 
 19.4 
 
 986.5 
 
 
 168.8 
 
 63 
 
 La Banda 
 
 
 
 
 20.4 
 
 1000.9 
 
 
 188.2 
 
 64 
 
 Euiz . . . 
 
 
 
 . 
 
 31.2 
 
 10.38 . 1 
 
 
 268.5 
 
 65 
 
 Gramilla . 
 
 
 
 
 1 30. 
 
 1068. 1 
 
 
 283.1 
 
 66 
 
 Suarez . . 
 
 
 
 
 I 29.1 
 
 1097.2 
 
 
 375.1 
 
 67 
 
 Sosa. . . 
 
 
 
 
 30.8 
 
 1128. 
 
 
 388.8 
 
 68 
 
 Sau Miguel 
 
 
 
 
 7. 
 
 1135. 
 
 
 
 69 
 
 Quinteros. 
 
 
 
 
 3.9 
 
 11.38.9 
 
 
 413.1 
 
 70 
 
 Cruz Alta 
 
 
 
 
 8.1 
 
 1147. 
 
 
 445.1 
 
 71 
 
 Tucuman . 
 
 
 
 
 8.1 
 
 1155.1 
 
 
 447.4 
 
— 212 — 
 BclsTPauo nu<l l^ns Couelins Itraiicli. 
 
 
 
 DISTANCE IN 
 
 KILOMETERS. 
 
 HEIGHT 
 
 
 STATIOInS. 
 
 
 
 
 
 
 Betwe'n 
 Statious 
 
 From 
 Juuction 
 
 From 
 Central Station 
 
 SEA 
 LKVEL 
 
 1 
 
 2 
 
 Belgrano 
 
 Coghlau 
 
 0. 
 0.5 
 
 0. 
 0.5 
 
 10.5 
 
 meters. 
 
 15.5 
 17.4 
 
 3 
 
 Saavedra 
 
 1.6 
 
 2.1 
 
 
 11.9 
 
 4 
 
 Florida 
 
 2.7 
 
 4.8 
 
 
 20.9 
 
 5 
 
 B. Mitre 
 
 1.9 
 
 6.7 
 
 
 17.9 
 
 6 
 
 Martinez 
 
 3.1 
 
 9.8 
 
 
 4.5 
 
 7 
 
 San Isidro .... 
 
 3.9 
 
 13.7 
 
 
 4.4 
 
 8 
 
 Punta Chica . . . 
 
 2.1 
 
 15.8 
 
 
 4.4 
 
 9 
 
 San Fernando . . . 
 
 3.1 
 
 18.9 
 
 
 4.4 
 
 10 
 
 San Fernando Canal 
 
 1.4 
 
 20.3 
 
 
 4.4 
 
 11 
 
 Las Conchas . . . 
 
 2.8 
 
 23.1 
 
 33.6 
 
 4.4 
 
 Sau liOreiizo aud Cerauo Port liraucli. 
 
 San Lorenzo . . 
 San Lorenzo Port 
 
 Cullen 
 
 Cerano Port. . . 
 
 0. 
 
 0. 
 
 3.3 
 
 3.3 
 
 1.8 
 
 5.1 
 
 1.6 
 
 6.7 
 
 .326.6 
 
 333.3 
 
 Irifrovcu aud 8aiita I'^e lirnucli. 
 
 Irigoyen . . 
 Ledesma . . 
 Larrechea . 
 Matilde. . . 
 San Agustin 
 Santo Tome 
 
 Santa Fe. 
 
 0. 
 
 0. 
 
 11.3 
 
 11.3 
 
 16.7 
 
 28. 
 
 17.2 
 
 45.2 
 
 16.3 
 
 61.5 
 
 10.1 
 
 71.6 
 
 5.2 
 
 76.8 
 
 404.7 
 
 Yia B. A. and 
 
 Kosario 481.5 
 
 Via Galvez and 
 
 Flores 500.-2 
 
 iialircx aud BIortcroH liraucli. 
 
 liGalvez II 0. 
 
 2 Wildermntli . . .19. 
 SiAvena, 19. 
 
 0. 
 19. 
 
 38. 
 
 420.9 
 
— 213 — 
 
 STATIONS. 
 
 DISTANCE IX KILOMETERS. 
 
 UEIGHT 
 ABOVE 
 
 SKA 
 LEVKL 
 
 4 Maria Juana . 
 
 5 Simon Pei-evra 
 
 6 Iturraspe . 
 
 7 Luxardo . 
 
 8 Freire . . 
 
 9 Portefia . 
 lOjBrinkman 
 11 Morteros . 
 
 21. 
 
 59. 
 
 23.6 
 
 82.6 
 
 22.4 
 
 105. 
 
 15.2 
 
 120.2 
 
 16.3 
 
 136.5 
 
 17. 
 
 153.5 
 
 16.5 
 
 170. 
 
 18.6 
 
 188.6 
 
 609.5 
 
 nietor.s. 
 
 104.3 
 
 114.4 
 114.6 
 112.6 
 108.3 
 104.3 
 101.1 
 99.1 
 
 lia llnnda and ^autiaao del Cstero lirancli. 
 
 La Banda. . . 
 
 Santia"-o del Estero 
 
 0. 
 6.8 
 
 I 1006.9 
 : Via B. A. and 
 Rosavio 1013.7 
 I Via C. N. 1199.7 
 !Via Cordoba t.nd 
 i E<3sario 12.32.8 
 
 188.2 
 185.3 
 
 BUENOS AIRES AND PACIFIC RAILWAY. 
 
 GUAGE 1,676 M. 
 
 Central. . . 
 Palermo . . 
 Devoto . . . 
 Caseros . . 
 Hurlingliam. 
 Bella Vista . 
 Muiiiz . . . 
 Pilar. . . . 
 Cortinez . , 
 Agote . . . 
 Mercedes . . 
 Franklin . . 
 fiivas . . . 
 Castilla. . . 
 Raw son . . 
 Sau Patricio 
 Cliacabuco . 
 
 0. 
 
 8.1 
 
 9. 
 
 4.7 
 
 6.6 
 
 3.9 
 
 3.8 
 
 20.8 
 
 30.9 
 
 15.6 
 
 9.8 
 
 20. 
 
 11.2 
 
 13.4 
 
 15.6 
 
 16.5 
 
 20.8 
 
 0. 
 
 8.1 
 
 17.1 
 
 21.8 
 
 28.4 
 
 32.3 
 
 36.1 
 
 56.9 
 
 87.8 
 
 103.4 
 
 113.2 
 
 133.2 
 
 144.4 
 
 157.8 
 
 173.4 
 
 189.9 
 
 210.7 
 
 11.3 
 6. 
 24.3 
 26.3 
 13.6 
 16.7 
 24.9 
 24.7 
 34.2 
 35.6 
 35.5 
 48.5 
 50.6 
 55. 
 61.5 
 60. 
 69.6 
 
STATIONS. 
 
 21-i 
 
 DISTANCE IN KILOMETERS. 
 
 O'Higgius 
 
 Junin . . 
 Ai-enales . 
 Vedia . . 
 Alberdi . . 
 Orellauos . . 
 Soler . . . 
 Rufiuo ... 
 Salas. . . . 
 Laboulaye . 
 Julio A. Eoca 
 La Cautiva. 
 Mackenua . 
 Washington 
 Paiiaero . . 
 Pedernera . 
 Villa Mercedes 
 
 232.4 
 
 255.7 
 
 284.9 
 
 311.8 
 
 387.5 
 
 367.3 
 
 390.4 
 
 422.5 
 
 457.1 
 
 486.7 
 
 519.3 
 
 553.2 
 
 582.1 
 
 610. 
 
 641. 
 
 669.1 
 
 691.3 
 
 ViaC.A. 
 
 NATIONAL ANDINE RAILWAY. 
 
 GCAGE 1.G76 M. 
 
 Villa Maria. , 
 
 Velez Sarlield, 
 Las Perdices , 
 General Cabrera, 
 Carnerillo. . . 
 Chucul. . . . 
 Rio Cuarto. . 
 Santa Catalina 
 Sampaclio . . 
 Chajan. . . . 
 
 Villa Mercedes 
 
 0. 
 
 0. 
 
 40. 
 
 40. 
 
 17. 
 
 57. 
 
 19. 
 
 76. 
 
 18. 
 
 94. 
 
 16. 
 
 110. 
 
 22. 
 
 132. 
 
 13. 
 
 145. 
 
 32. 
 
 177. 
 
 32. 
 
 209. 
 
 45. 
 
 254. 
 
 Via B. A. and P. 
 
 G46.8 
 Via C. Ai-a;. 5G2.1 
 
 Via B. A. and P. 
 
 G01.3 
 
 V.B. A. Western, 
 
 C. Ai'g. and 
 
 Andine S1G.3 
 
— 215 — 
 ARGENTINE GREAT WESTERN RAILWAY. 
 
 GUAOE 1 . 676 31. 
 
 STATIONS. 
 
 DlST.iXCE IN KILOMETERS. 
 
 jBetwe'n I From Villa I From 
 
 |Stations Mercedes j Central Stati 
 
 HKIGHT 
 AHOVE 
 
 SKA. 
 LliVIil. 
 
 Villa Mcrccdc 
 
 Fraga 
 
 Alto Grande . . 
 Sau Luis .... 
 
 Baede 
 
 Alto Pencoso. . 
 Desaguadero . . 
 
 La Paz 
 
 Tunny an .... 
 Santa Rosa. . . 
 Alto Verde. . . 
 Rivadavia . . . 
 San Martia. . . 
 Palmira .... 
 Rodeo del Medio 
 Maipii ..... 
 San Vicente . . 
 
 Mendoza .... 
 
 36. 
 24- . 
 .35.5 
 
 Jocoli .... 
 Ramblon . . . 
 Retamito . . . 
 Canada Honda 
 Pocitos. . . . 
 
 San Juan. 
 
 29.5 
 
 .35. 
 
 ■3i. 
 
 22. 
 
 40. 
 
 23. 
 
 19. 
 
 8. 
 
 6. 
 
 S. 
 16. 
 
 8. 
 
 8. 
 
 38. 
 30. 
 23. 
 14. 
 34. 
 
 18. 
 
 36. 
 
 60. 
 
 95.5 
 125. 
 160. 
 194. 
 216. 
 256. 
 279. 
 298. 
 306. 
 312. 
 320. 
 -336. 
 .344. 
 
 .356. 
 
 394. 
 424. 
 447.5 
 461.5 
 
 495.5 
 
 513.5 
 
 Via Bs. As. & P. 
 
 691.3 
 
 Vin Bs. As. W. 
 
 Central Argen- 
 
 tiue and Andiue 
 
 816.1 
 
 Via Bs. As. & P 
 
 10i7.3 
 ViaAnd'ne route 
 
 1172.1 
 
 Via Bs. As. & P 
 
 1204.9 
 Via And'ne route 
 
 1329.7 
 
 513.6 
 
 672.6 
 
 640.3 
 
 720.4 
 
 441. 
 
 623.4 
 
 459. 
 
 494. 
 
 563 . 
 
 603.7 
 
 6.34. 
 
 641. 
 
 649. 
 
 652. 
 
 701. 
 
 719. 
 
 7.59. 
 
 724.2 
 
 583. 
 601. 
 593. 
 591. 
 606. 
 
 638. 
 
— 2L6 — 
 
 VILLA MAEIA AND EUFINO RAILWAY. 
 
 (lUAGE 1.676 M. 
 
 
 STATIONS. 
 
 Dl!i 
 
 TANCE IN KILOMETERS. 
 
 HEIGHT 
 ABOVK 
 
 
 Betwe'n 
 
 Stations 
 
 From 
 VUla Maria 
 
 From 
 Central Station 
 
 St A 
 LKVEL 
 
 
 
 11 
 
 
 Via Bs. As. & P. 
 
 meters 
 
 1 
 
 Villa Maria. . 
 
 .!l 0. 
 
 l! 
 
 0. 
 
 646.8 
 Via C. A. .562.1 
 
 203. 
 
 2 
 
 Villa Nueva. . 
 
 .Ii 2.6 
 
 2.6 
 
 
 202.1 
 
 3 
 
 Ausoiiia . . . 
 
 • !' 24.6 
 
 27.2 
 
 
 182.8 
 
 4 
 
 Etruria. . . . 
 
 
 30.2 
 
 24.4 
 
 57.4 
 81.8 
 
 
 165.2 
 
 5 
 
 Santa Eufemia 
 
 
 154.8 
 
 6 
 
 La Carlota . . 
 
 
 30.9 
 
 112.7 
 
 
 142.4 
 
 7 
 
 Asunta .... 
 
 
 24.9 
 46.9 
 
 137.6 
 184.5 
 
 Via Bs. As & P. 
 
 130.7 
 
 8 
 
 La Cesira. . . 
 
 
 123 . 7 
 
 
 
 
 
 9 
 
 Rufino .... 
 
 . 42.3 
 
 226.8 
 
 422.. 5 
 C. A. 786.4 
 
 117.4 
 
 VILLA MERGE 
 
 DES ANI 
 
 GnAGE : 
 
 3 LA Rl 
 .676 M. 
 
 OJA RAILW 
 
 AY. 
 
 
 
 
 
 From Villa 
 Mereedes 
 
 Via Bs. As. & P. 
 691.3 
 
 
 1 
 
 Villa Mercedes 
 
 
 0. 
 
 0. 
 
 Via W., C. A. & 
 
 Andine 716.1 
 
 Via Bs. As. and 
 
 Rosario, C. A. & 
 
 513.6 
 
 O 
 
 ^ 
 
 San Jose del Mo 
 
 rro 
 
 57.2 
 
 57.2 
 
 Andine 811.6 
 
 810.1 
 
 3 
 
 La Yoma . . . 
 
 
 29.3 
 
 86 5 
 
 
 888.1 
 
 4 
 
 Renca 
 
 \ 
 
 40.7 
 
 127.2 
 
 
 772.1 
 
 5 
 
 Dolores S. Pablo 
 
 ^ 
 
 27.4 
 
 164.6 
 
 
 667.8 
 
 6 
 
 Santa Rosa. . . 
 
 o 
 
 1 
 
 24.7 
 
 179.3 
 
 
 591.4 
 
 7 
 
 ElSaltoLaPaz. 
 
 19.2 
 
 198.5 
 
 
 528.1 
 
 8 
 
 Dolores S. Pedro 
 
 
 28.1 
 
 226.6 
 
 
 514.1 
 
 9 
 
 San Vicente . . 
 
 1^ 
 
 29.7 
 
 256.3 
 
 
 391.1 
 
 10 
 
 Medaaito. . . . 
 
 \^ 
 
 29.4 
 
 285.7 
 
 
 286.7 
 
 11 
 
 Carmen . . . . 
 
 o 
 o 
 
 21.6 
 
 307.3 
 
 
 273.6 
 
 12 
 
 Balde Salado . . 
 
 ^ 
 
 28.1 
 
 354.4 
 
 
 282.1 
 
 13 
 
 Milagro . . . 
 
 r 
 
 31.7 
 
 367.1 
 
 
 352.1 
 
217 — 
 
 
 
 
 di.stance in kilometers. 
 
 HKIGHT 
 
 
 STATIONS. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 From Villa 1 From 
 
 
 
 
 
 stations 
 
 Mercedes | Central Station 
 
 
 
 
 
 
 
 
 meters . 
 
 14 
 
 Alanices .... I 
 
 
 26.6 
 
 393.7 
 
 
 371.4 
 
 15 
 
 Baldes dePache- 
 
 
 
 
 
 
 
 co 
 
 
 17.4 
 
 411.1 
 
 
 395.1 
 
 16 
 
 Chamical. . . . 
 
 :z; 
 
 41.9 
 
 453. 
 
 
 466.1 
 
 17 
 
 Punta de ios Lla- 
 
 H 
 
 
 
 
 
 
 nos 
 
 32.4 
 
 485.4 
 
 
 387.2 
 
 18 
 
 Chilca 
 
 
 35.3 
 
 520.7 
 
 
 327.6 
 
 19 
 
 Quemado . . . 
 
 o 
 
 26.9 
 
 547.6 
 
 Via Es. As. & P. 
 
 1277.4 
 
 331.7 
 
 
 
 
 
 Via Bs. As. and 
 
 
 
 
 "z, 
 
 
 
 Rosario, 0. A. & 
 
 
 20 
 
 LaRioja. . . . 
 
 38.5 
 
 586.1 
 
 Andine 1397.7 
 
 504.1 
 
 
 
 
 
 
 1497.7 
 
 
 
 
 
 
 
 Via W. & Andi- 
 
 
 
 
 
 
 
 ne 1492.2 
 
 
 GEEAT SOUTHERN SANTA FE AND CORDOBA 
 RMLWAY. 
 
 (J U A G F, 1 . fi 7 G 51. 
 
 l|Villa Constitucion 
 mole. . . 
 
 Do. do. station 
 Villa Constitucion 
 
 Junction . , 
 Godoy. . . 
 Santa Teresa 
 Paz ... . 
 Alcorta. . . 
 Cari'eras . . 
 
 
 — 
 
 0. 
 
 0. 
 
 1. 
 
 1. 
 
 5.6 
 
 6.6 
 
 16.9 
 
 23.5 
 
 27.1 
 
 50.6 
 
 16.6 
 
 67.2 
 
 16 7 
 
 83.9 
 
 18.6 
 
 102.5 
 
 Via B. A. and R. 
 
 264.5 via Wes- 
 tern, and C. A. 
 
 334.5 via Wes- 
 tern, C. A. and 
 Great SoiUhern 
 of Santa F6 and 
 
 Cordoba 344.9 
 
 22.7 
 
 24.2 
 
 27.2 
 50.6 
 62.6 
 83.2 
 
 88.5 
 99.6 
 
STATIONS. 
 
 — 218 - 
 
 DISTANCE IN KIL0M:TEES. 
 
 Froni Villa] 
 Constitu- 
 cion I 
 
 UEIGHT 
 
 AnovK 
 
 LEVEL 
 
 20 
 
 San Urbano (Melin- 
 
 cue ) . . 
 Flortondo. 
 San Jorge 
 Veuado Tuerto 
 San Eduardo 
 Maggiolo . . 
 Arias . . . 
 Alpjo Lpdesraa 
 Canals . . 
 Vazquez . 
 Olmos . . 
 
 La Carlota 
 
 14.1 
 16.8 
 IS.!) 
 18.7 
 10.5 
 18.3 
 17.6 
 20.7 
 24.8 
 12.3 
 12.2 
 
 17.8 
 
 116.6 
 
 133.4 
 
 147.3 
 
 166. 
 
 176.5 
 
 194.8 
 
 212.4 
 
 233.1 
 
 257.9 
 
 270.2 
 
 282.4 
 
 300.2 
 
 Via B. A. and R. 
 
 and (;. S. Santa 
 
 Fe and Cordoba 
 
 564.H via B. A. 
 
 and P. 534.1 
 
 via Western 
 
 Central Arg. and 
 
 G. S. Santa TA 
 
 & Cord: 543.8 
 
 90.8 
 103.3 
 105.6 
 114.1 
 111.5 
 117.6 
 123. 
 128. 
 122. 
 121.8 
 120.7 
 
 142.5 
 
 BAHIA BLANCA NOETH WESTERN EAILWAY. 
 
 GUAGE 1.G7G 51. 
 
 Junction with B 
 
 G. Sonthern 
 Bahia Blanca 
 Villa Olga . 
 Niieva Roma 
 Berraondo . 
 Adolfo Alsina 
 Jacinto Araoz 
 Bernasconi 
 Ramon Blanco 
 Epupel. . . . 
 
 / 
 
 General Aclia. 
 
 1 
 
 - 
 
 0. 
 
 0. 
 
 3.3 
 
 3.8 
 
 10.2 
 
 13.5 
 
 29. 
 
 42.5 
 
 22.9 
 
 65.4 
 
 43.4 
 
 108.8 
 
 32.4 
 
 141.2 
 
 34.4 
 
 175.6 j 
 
 29.8 
 
 205.4 i 
 
 36.8 
 
 242.2 
 
 40.8 
 
 283. 
 
 Via B. A. A. 
 
 Southern 707. 
 
 Via B. A. G. S, 
 and B. B. N. 
 Western 990.7 
 
 13 
 
 21 
 
 10 
 
 73 
 139 
 199 
 161.7 
 102. 2 
 136.9 
 176.8 
 
 220.0 
 
— 219 — 
 TEANSANDINE R.^lILWAY. 
 
 GUAGE 1 MKTER. 
 
 STATIONS. 
 
 DISTANCE IN KILOMETERS. 
 
 From 
 Central Station 
 
 UKIGIIT 
 AIKIVK 
 
 SEA 
 LKVEL 
 
 Meudoza 
 
 Com])uerta .... 
 
 Caclienta 
 
 Guido 
 
 Uspallata 
 
 Rio Blanco. . . . 
 Punta de las Vacas. 
 Puente del Inca. . 
 
 Areentinft Frontier. 
 
 0. 
 
 22. 
 
 16.7 
 
 26.3 
 
 27.7 
 
 19.3 
 
 30.7 
 
 16. 
 
 15.8 
 
 22. 
 
 38.7 
 
 65. 
 
 92.7 
 112. 
 142.7 
 157.7 
 
 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 
 
 724.7 
 
 1019. 
 
 1198.3 
 
 14.36.1 
 
 1718.6 
 
 1980.6 
 
 2358.9 
 
 2635.5 
 
 3189.1 
 
 CORDOBA CENTRAL RAILWAY. 
 
 GUAGE 1 METEIl. 
 
 1 Cordoba juaction 
 with Central 
 Northern . 
 
 Alta Cordoba . . 
 Constitucion . . 
 Pi'iuilin . . . . 
 Rio Primero . . 
 Santiago Temple 
 Traiisito .... 
 Arroyito .... 
 
 0. 
 
 0. 
 
 i 
 
 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! 427 
 Eosarioand Cen-I 
 
 tral Cordobaj 
 
 732.3 via C. A. 
 
 702.1 via C. A. 
 andC.C6rd:753.9 
 
 421.8 
 
 350.8 
 
 292.6 
 
 252.4 
 
 213. 
 
 174.5 
 
 149.1 
 
220 — 
 
 STATIONS. 
 
 DISTANCE IN KILOMETERS. 
 
 Betw'cn 
 Stations 
 
 From 
 C6rdoba 
 
 From 
 Central Station 
 
 HEIGHT 
 
 AnovK 
 
 LEVEL 
 
 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 
 
 Kosario, and 
 (central Cordoba 
 
 622.3 via C. A. 
 912.1 via and C. 
 
 COrdoba B43.9 
 B. A. & Eosario 
 
 meters. 
 
 128.2 
 111.7 
 112.6 
 116.5 
 116.2 
 
 CORDOBA AND EOSARIO RAILWAY. 
 
 GUAGE 1 METER. 
 
 Froutera . 
 Esmeralda 
 Sastre . . 
 Traill , . 
 Armstrong 
 6 Castro . . 
 
 Centeno .... 
 San Genaro. . . 
 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 
 
 Via B. A. and R. 
 & C. Cord: 543.9 
 
 Via B. A. and R. 
 
 301 via C. Arg. 
 
 3.54 
 
 Rnfncla aittl Frontera tic C'ordolia lirauele. 
 
 216.2 
 
 115.2 
 
 104.7 
 
 79.3 
 
 75.8 
 
 Frontera 
 
 2 Santa Clara . 
 
 3 Saguier . . 
 4,'Rafaela . . 
 
 0. 
 
 22.8 
 13.2 
 24. 
 
 0. 
 
 22.8 
 
 36. 
 
 60. 
 
 Via B. A. and R. 
 
 & Cordoba & R. 
 
 .522.3 
 
 [Via B. A. andR. 
 iand Cord: andR. 
 582.3 via B. A. 
 I and R. 511.4 
 
 60 
 66 
 63 
 60 
 50 
 27.7 
 2.6 
 31.5 
 
 1. 00 
 
221 
 
 CENTRA^L CORDOBA RAILWAY. 
 
 ( Central Northern Section. ) 
 
 ODAOE 1 METER. 
 
 
 
 DISTANCE IN 
 
 KILOMETERS. 
 
 IliClGIIT 
 
 
 STATIONS. 
 
 
 
 
 AMOVE 
 
 
 
 
 
 
 
 
 Betwe'a 
 
 From 
 
 From 
 
 SEA 
 
 
 
 Stations 
 
 Cordoba 
 
 Central Station 
 
 LEVEL 
 
 
 
 
 
 
 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. 758.4 
 
 389.4 
 
 2 
 
 Alta Cordoba . . . 
 
 4. 
 
 .4. 
 
 
 421.8 
 
 3 
 
 Juarez Celmau 
 
 
 15. 
 
 19. 
 
 
 498.7 
 
 4 
 
 General Paz . 
 
 
 14. 
 
 33. 
 
 
 530.4 
 
 5 
 
 Jesus Maria. 
 
 
 
 1 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 
 
 Recreo . . . 
 
 
 
 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 
 
 IG 
 
 Lavalle. . . 
 
 
 
 23.1 
 
 387.8 
 
 
 577.6 
 
 17 
 
 San Pedro . 
 
 
 
 27.2 
 
 415. 
 
 
 376.6 
 
 18 
 
 La Madrid . 
 
 
 
 35." 
 
 450. 
 
 
 287.3 
 
 19 
 
 Monteagi^do. 
 
 
 
 15.7 
 
 465.7 
 
 
 295. B 
 
 20 
 
 Simoca. . . 
 
 
 ' 
 
 29 3 
 
 495. 
 
 
 31i?.9 
 
 21 
 
 Bella Vista . 
 
 
 
 27. 
 
 622. 
 
 
 258.3 
 
 22 
 
 Rio Luiess . 
 
 
 
 9. 
 
 531. 
 
 
 375.4 
 
 23 
 
 San Felipe . 
 
 
 
 9. 
 
 540. 
 
 
 395.3 
 
 
 
 
 
 Via. n. A. &E. 1156.8 
 
 
 
 
 
 
 W S. Cristobal 1261.9 
 
 
 
 
 
 
 Via B.A.&R. Cord. 
 
 
 24 
 
 Tucuman 
 
 7. 
 
 547. 
 
 & Ros. & Central 
 
 Ci'.rd. 1305.4 
 Via Central Arjr. 
 
 430.4 
 
 
 
 
 
 
 
 &B. A. & R. 1246.2 
 
 
222 
 
 Rccreo aud (^iiuiailiieltn hrniicli. 
 
 STATIONS. 
 
 DISTAXCE IN KILOMETERS. 
 
 HEinilT 
 ABOVE 
 
 SKi 
 LEVEL 
 
 Eecreo . 
 
 Esquiii . . . 
 La Guardia. 
 Telaritos . . 
 San Martin . 
 San Ignacio . 
 Chumbicha . 
 
 27. 
 26. 
 28. 
 32. 
 32. 
 31. 
 
 Via B. A. and R. 
 and C. A. 1141.5 
 via do, C. and R. 
 0. 0. 1174.6 via 
 \V. C. A. 12011.7 
 
 Frins niid Hnuiiago <lcl Esfero Iirnncla. 
 
 0. 
 
 27. 
 
 53. 
 
 81. 
 113. 
 145. 
 176. 
 
 I Via C. A. and B. 
 A. and R. 965.5 
 jvia B. A. and R. 
 I Cord: and R.and 
 j Central Cordoba 
 1998.6 via Wes- 
 tern and C. A. 
 1024.7 
 
 I 
 
 meter.s. 
 
 219.2. 
 
 243.2 
 229.2 
 233.3 
 271.2 
 .305.4 
 415.2 
 
 1 Fria.s 
 
 2 Choya 
 
 3 Laprida .... 
 
 Loreto 
 
 Simbol 
 
 6 Sanjon 
 
 Sautiago del Estero 
 
 32. 
 37. 
 35. 
 23. 
 
 20. 
 15. 
 
 32. 
 
 69. 
 104. 
 127. 
 147. 
 162. 
 
 Via B. A. andi 328.1 
 R., C. Arg. 1037 
 via B. A. ami R., 
 C. and R., C. C. 
 1078 via Western 
 C. Arg. 1096, via 
 ". A. and R. 
 1175 
 
 381.3 
 208.3 
 139.5 
 165.3 
 176.6 
 Via B. A. and R. 187.3 
 
 C. Arg. 1199.7 
 
 via B. A. and R. 
 
 C. and R. C. C. 
 
 1238 via B. A. 
 
 aud R. 1013.7 
 
— 223 — 
 
 c6rdoba north-western railway. 
 
 GUAGE 1 METER. 
 
 
 
 DIST.OCE IN 
 
 KILOMETERS. 
 
 HEIGHT 
 
 
 STATIONS. 
 
 
 
 
 ABOVK 
 
 
 
 
 
 
 
 
 Betwen 
 
 From 
 
 I'roin 
 
 St^A 
 
 
 
 Stations 
 
 Cfirdoba 
 
 Central Station 
 
 LBVEL 
 
 
 
 
 
 
 meters. 
 
 1 
 
 Junction with Cen- 
 
 
 
 Via Cdrdoba and 
 
 
 
 tral <J6rdoba . . 
 
 0. 
 
 0. 
 
 R.-C. Coi-d. 732 
 via C. A. 706.5 
 
 via C. A.— C. 
 
 Cordoba 753.5 
 
 420.3 
 
 2 
 
 Alta Cordoba. . . 
 
 0.7 
 
 0-7 
 
 
 421.8 
 
 3 
 
 Rodriguez delBusto 
 
 .5.3 
 
 6. 
 
 
 450.7 
 
 4 
 
 Ai-giiello 
 
 4.4 
 
 10.4 
 
 
 467.2 
 
 5 
 
 La Calera. . . 
 
 
 11.8 
 
 21.7 
 
 
 544.7 
 
 6 
 
 Rio Primero . 
 
 
 12.3 
 
 34. 
 
 
 569.7 
 
 7 
 
 SauRoque . . 
 
 
 10.5 
 
 44.5 
 
 
 657.7 
 
 8 
 
 Santa Maria . 
 
 
 4.7 
 
 49.2 
 
 
 665.7 
 
 9 
 
 Cosquin . . . 
 
 
 8.2 
 
 57.4 
 
 
 721.7 
 
 10 
 
 Casa Grande . 
 
 
 12.6 
 
 70. 
 
 
 813.7 
 
 11 
 
 Huerta Grande 
 
 
 10.8 
 
 80.8 
 
 
 983.7 
 
 12 
 
 San Geronimo 
 
 
 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 
 
 
 365.2 
 
 16 
 
 Los Sauces. . . . 
 
 18. 
 
 139.2 
 
 
 593.2 
 
 17 
 
 Cruz del Eje . . . 
 
 11. 
 
 150.2 
 
 
 489.7 
 
 18 
 
 Junction with Dean 
 
 
 
 Via Cord, and R. 
 
 
 
 Funes and Cliile- 
 cito line .... 
 
 3. 
 
 153.2 
 
 — C. Cord. 885.1 
 via C. Arg. 859.7 
 via C. Ar!>-.— C. 
 
 480.7 
 
 
 
 
 
 
 Cord. 900.7 
 
 
 DEAN FUNES AND CHILECITO NATIONAL RAILWAY. 
 
 OUAQE 1 METER. 
 
 From 
 Deaii Funes 
 
 1 Dean Funes . 
 
 Santo Domingo 
 3 Cruz del Eje . 
 
 33.41 
 31. 
 
 33.4 
 64.9 
 
 Via B.A. andR.C.Vl fiOg 7 
 820 via B. A. and R.| "''-'•• 
 C. and R. 
 and C. C. 853.1 , 
 ria W. and C.A. 879 
 
 497.7 
 480.7 
 
— 224 
 
 STATIONS. 
 
 DISTAXCB IN KILOMETERS, 
 
 HKIQHT 
 ABOVE 
 
 From "i^*- 
 
 Central Station '^'^'''^^ 
 
 Banada de Soto. 
 Pozo Viejo . . . , 
 
 Tuelame 
 
 Punifa de la Serre 
 
 zuela 
 
 San Francisco. . , 
 
 Chaiiar 
 
 Cliamical 
 
 Punta de los Llanos 
 Padgnia . . . 
 Los Colorados. 
 La Eamada. . 
 Bicliigast . . 
 Nonogasta . . 
 Chilecito . . . 
 
 24.8 
 
 12. 
 
 6. 
 
 18.9 
 
 33 
 
 22.2 
 
 39.9 
 
 31.8 
 
 34.9 
 
 29.3 
 
 34.8 
 
 26.6 
 
 20.8 
 
 13.5 
 
 89.7 
 102.2 
 
 108.2 
 
 127 
 
 160. 
 
 183. 
 
 222 
 
 254. 
 
 289. 
 
 318. 
 
 353. 
 
 380. 
 
 401. 
 
 414. 
 
 .1 
 
 ViaB, A.andE. C..\ 
 i'234 B. A. and R. 
 C. and R. C. C. 
 
 meters. 
 
 482.3 
 
 413. 
 
 384.3 
 
 281.6 
 255.6 
 328.7 
 467.2 
 393.1 
 430.7 
 648.8 
 724.4 
 840.2 
 930. 
 1070.3 
 
 CHUMBICHA AND CATAMAECA RAILWAY. 
 
 GUAGE 1 METER. 
 
 Cliumbiclia . 
 
 Capayan . . 
 Villa Prima . 
 MLraflores . 
 Catamarca . 
 
 
 From 
 
 
 Chiinibicha 
 
 0. 
 
 0. 
 
 21.2 
 
 21.2 
 
 8.8 
 
 30. 
 
 18. 
 
 48. 
 
 18. 
 
 66. 
 
 Via B. A. and R. 
 C. A. and C. N. 
 1U1.5 via B. A. 
 and R. Cord, and 
 R. C. C, Central 
 Norte 1147.6 via 
 W. C. A., C. C. 
 C. Norte 1200.7 
 
 Via B. A. and R. 
 
 C. Arg. 1207.5 
 via B. A. and R., 
 
 Cord, and R. 
 C. Cord. 1240.6 
 via W. C. A., C. 
 
 Norte 1266.7 
 
 415.2 
 
 412.7 
 440.9 
 519.9 
 509.2 
 
— 225 — 
 CENTRAL NORTHERN PROLONGATION RAILWAY. 
 
 GIIAOK 1 METER. 
 
 STATIONS. 
 
 DISTANCE IN KILOMETERS. 
 
 HKiGirr 
 
 ABOVE 
 SKA 
 
 Tucuman . 
 
 2!Tafi viejo . . . . 
 
 BJTapia 
 
 4 Vipos 
 
 5jAlurralrle 
 
 H|Trancas 
 
 TjTala 
 
 S|Arenal 
 
 yiRosario de la fron- 
 
 tera 
 
 lOiMetan 
 
 11 j Las Piedras. . . . 
 
 12|Chilcas 
 
 Hi 
 1-4 
 15 
 10 
 17 
 IS 
 
 19 
 
 Las Palomitas . 
 Cabeza del Buey 
 General Giiemes 
 Pampa blanca. . 
 
 Perico 
 
 Palpala .... 
 
 '"J"y 
 
 14.5 
 
 17.5 
 
 15. 
 
 14.5 
 
 15.5 
 
 15. 
 
 27. 
 
 22. 
 37. 
 25. 
 23. 
 32. 
 14. 
 15. 
 16. 
 20. 
 16. 
 
 12.3 
 
 14.5 
 32. 
 47. 
 61.5 
 77. 
 92. 
 119. 
 
 141. 
 
 178. 
 
 203. 
 
 226. 
 
 258. 
 
 272.7 
 
 288. 
 
 304. 
 
 324. 
 
 340. 
 
 352.3 
 
 Via B.A. aiidR. 
 C. A. 1246 ; 
 via B. A. and R. 
 0. and E,. C. (J. 436.4 
 1279 3 via W. 
 and 0. A. 13054. 
 
 603.5 
 
 685.3 
 
 782 . 1 
 
 761.5 
 
 777.5 
 
 811. 
 
 915.9 
 
 783.7 
 852.2 
 718.8 
 689.8 
 860.9 
 74-4. y 
 718.7 
 744. 
 941.8 
 1090.5 
 
 Via B.A. andK 
 
 C. A. IGOl 
 Via B.A. and R 
 C. and R. 1034 
 Via Wi^stein and 1222. 5 
 
 C. A. ItifiO 
 Via B. A. and R. 
 
 1.511 
 
 TiaSanCfistobal 
 
 JCli; 
 
— ±2G - 
 CicnernI UiieMieN ai)«i Mnfttn i>i-nn<-ii. 
 
 — " 
 
 
 DISTANCE IX KILOJIETERS. 
 
 HEioirr 
 
 
 STATIONS. 
 
 
 
 AlKlVK 
 
 
 
 
 
 
 
 
 not we'll 
 
 From 
 
 From 
 
 r wv-r 
 
 
 
 Statioiis 
 
 a. IJilcmcs 
 
 Central Station 
 
 
 
 
 
 
 
 iiieter.->. 
 
 
 
 
 
 Via B. A. ami K. 
 
 
 
 
 
 
 C. A. 1533 
 
 
 
 
 
 
 Via B. A. and R. 
 
 
 3 
 
 General Giiemes . 
 
 0. 
 
 0. 
 
 C. and R. 15fi8 
 \"ia Western and 
 
 0. A. luM 
 Via B. A. and E. 
 
 718.7 
 
 . 
 
 
 
 1-115 
 
 
 2jCampoSanto . . . 
 
 7.15 
 
 7.3 
 
 
 7S5.2 
 
 3|Mojotoro 
 
 10.1 
 
 20.4 
 
 
 1047. ti 
 
 
 
 
 
 Via B. A. and R. 
 
 
 
 
 
 
 O.A. i.-)80 
 
 
 
 
 
 
 ViaB. A. .nndE. 
 
 
 
 
 
 
 C. and K. ir.lS 
 
 
 4 
 
 Salta 
 
 l!M 
 
 4-'") . 5 Via AVestern .-xncl 
 C. A. llviO 
 
 ; 1171.1 
 
 
 
 
 
 
 ! 
 
 Via B.A. andE 
 
 
 
 . 
 
 I 
 
 
 u;ii 
 
 1 
 
22/ 
 
 AUGENTINE NORTH WESTERN RAILWAY 
 
 i.iL'AOE 1 MKTKR. 
 
 STATIONS. 
 
 La Madind 
 
 Higueritas,stoppin, 
 
 place 
 
 2iGraneros. . . . 
 iCampobello, stop 
 I ping place . . 
 ;} Villa Alberdi . . 
 4 San Francisco . . 
 5 [Rio Cliico. . . . 
 () Aguilares. . . . 
 7|Azncarera Argen 
 
 ] tina 
 
 8 Concepciou . . . 
 Arcadia .... 
 10 Rio Seco .... 
 11 'Villa Quinteros . 
 12 Santa Rosa. . . 
 i;iiMonteros. . . . 
 Acheral, stoppinj 
 
 I place 
 
 1 I Famaillii .... 
 15;Monte Grande. . .1 
 1(1 ]ja Reduccion. . 
 
 Lules . . . . 
 Ingenio Lules. 
 San Pablo . . 
 
 'ii) Manantial 
 
 21|Tucuman. 
 
 DIST.\N'CE IN KILOMETERS. 
 
 From 
 Central Station 
 
 nisraiiT 
 
 ABIIVB 
 I.KVKI. 
 
 11. 
 
 9.V 
 
 11. 
 
 7. 
 
 (j.5 
 4.5 
 
 (is 
 
 .•5. 
 2.4 
 5., -5 
 
 8. a 
 
 7.6 
 
 4.8 
 7.8 
 
 ;}.8 
 
 11. 
 
 19.5 
 
 29. 
 40. 
 47. 
 5.3. 
 57. 
 
 63.5 
 
 68. 
 
 73. 
 
 79. 
 
 82. 
 
 84.4 
 
 89.7 
 
 98. 
 105 . 6 
 110.4 
 118.2 
 122. 
 124. 
 129. 
 133. 
 
 140.4 
 
 Via 13. A. find R. 
 
 C. A. 1149 
 Via B. A. ami R. 
 
 C. and R. 1182 
 
 Via Western C. 
 
 A. 1208 
 
 Via n. A. andR. 
 
 U. A. 12S0 
 
 Via J3. A. and R. 
 
 C. and R. 1322 
 
 ViaW.(;.A.]:-!48 
 
 Via B. A. and R. 
 
 1150 
 
 287.3 
 
 300. 
 318. 
 
 343.2 
 
 367.7 
 365.8 
 
 370.5 
 
 371. 
 364.5 
 366.3 
 368.6 
 
 362.8 
 348.8 
 352.1 
 
 I 358.4 
 367.4 
 390.8 
 413.3 
 
 410.6 
 411.8 
 
 422.6 
 
— 228 — 
 Concepciou aud llc<liiin.«> Icrandi. 
 
 
 STATIONS. 
 
 DISTANCE IN KILOJIETERS. 
 
 HKIGIIT 
 
 
 Tietwc'ii 
 Stations 
 
 From 
 CoiicejiciOn 
 
 From 
 
 Central Station 
 
 LKVKI. 
 
 1 
 
 2 
 
 Concepcion .... 
 Medinas 
 
 0. 
 11.8 
 
 0. 
 11.8 
 
 Via B. A. and &. 
 
 C. A. 1-217 
 
 Via B. A. and R. 
 
 C. and R. 1229 
 
 meters. 
 
 364.5 
 348.8 
 
 Curdohn tiud Tlnlnsiieun Rniltvay. 
 
 llCordoba |l ^- 1 0- 
 
 2 Malaguena . . . . 2G.2' 26.2 
 
 390.4 
 529.2 
 
 SANTA FE PROVINCIAL RAILWAYS. 
 
 Santa Fi and San Criilobal line. 
 
 GUAUE 1 METEK. 
 
 Santa Fe. 
 
 Flores 
 
 S. Carlos Jmictiou 
 Esperanza . 
 Humboldt . 
 Pilar. . , . 
 Aurelia. . . 
 Rafael a. . . 
 Lehman . . 
 Ataliva . . 
 Humberto 1." 
 Constanza . 
 
 9.4 
 15.6 
 15. 
 16.2 
 12.1 
 17.7 
 14. 
 14.6 
 15.6 
 22.9 
 
 
 Via B 
 
 A. and R. 
 
 
 
 C. 
 
 V. -lSi.5 
 
 
 
 Via B 
 
 A. and R. 
 
 
 0. 
 
 Santa 
 
 Fe 
 
 51G 
 
 Prov. 
 
 10. 8 
 
 
 ViaB 
 
 A. 
 
 ■\nd R. 
 
 
 
 ^Sta. 
 
 Feb 
 4G0 
 
 •anch) 
 
 
 7. 
 
 
 
 19. 
 
 16.4 
 
 
 
 
 19.3 
 
 32. 
 
 
 
 
 39.5 
 
 47. 
 
 
 
 
 54.7 
 
 63.2 
 
 
 
 
 60.9 
 
 75.3 
 
 
 
 
 66. 
 
 93. 
 
 
 
 
 100. 
 
 107. 
 
 
 
 
 »9.9 
 
 121.6 
 
 
 
 
 84.9 
 
 137.2 
 
 
 
 
 83.5 
 
 160.1 
 
 
 
 
 80.6 
 
STATIONS. 
 
 — 229 — 
 
 DISTANCE I\ KILOMETERS. 
 
 Botwe'n From 
 St.itions Santa Fi 
 
 13 
 
 14 
 
 Capivara . . . 
 San Cristobal. 
 
 22.5 182.6 
 
 16.9; 199.5 
 
 V/aB.A. nnd R. 
 
 I (;si 
 
 j Via B. A. and R. 
 !Sta Fe Prov.fi 17 
 ■ Via li. A. and P... 
 (Sta. Fe branch) 
 CGO 
 
 meters . 
 
 75.4 
 
 75.8 
 
 IliiuilioJtIt itiid Kniednd line. 
 
 
 
 
 Humboldt 
 
 
 
 
 
 
 
 Vi'aB. A. and R. 
 Sta. Fe Prov.5-28 
 
 
 1 
 
 Humboldt .... 
 
 0. 
 
 0. 
 
 Via B. A. and R. 
 
 (Sea. Fe brancln 
 
 54.7 
 
 2 
 
 Grutli 
 
 18.6 
 
 18.6 
 
 
 41.9 
 
 3 
 
 Progreso. . . . • 
 
 15.4 
 
 34. 
 
 
 51.9 
 
 4 
 
 Provideucia. • • • 
 
 15.8 
 
 49.8 
 
 
 54.1 
 
 6 
 
 La Pelada .... 
 
 13.5 
 
 63.3 
 
 Via B. A. and R. 
 Sta. Fe Prov. G2-2 
 
 53.8 
 
 6 
 
 Soledad 
 
 30.4 
 
 93.7 
 
 Via B. A. and R. 
 
 (Sta. Fo branch"! 
 
 (JUL 
 
 57.3 
 
 Knii CnrlON JiiDBctioia to tial-var. Itmiicli. 
 
 From 
 
 San Carlos Junction 
 
 Zavalla , 
 
 Franck 
 
 Las Tunas . . . , 
 
 ban Car. OS, North , 
 
 " " Centre , 
 
 " " South , 
 
 Gessler , 
 
 Loma Alta . . . , 
 Galvez , 
 
 0. 
 
 6.9 
 6.8 
 5.6 
 
 15.7 
 6.2 
 4.1 
 
 13.9 
 9.8 
 
 10.3 
 
 0. 
 
 Via 
 
 B. 
 
 A. 
 
 an 
 
 d R. 
 
 19.3 
 
 
 Sta 
 
 i'C 
 
 P 
 
 rov 
 
 .502 
 
 
 6.9 
 
 
 
 
 
 
 31.3 
 
 13.7 
 
 
 
 
 
 
 41.8 
 
 19.3 
 
 
 
 
 
 
 40.8 
 
 85. 
 
 
 
 
 
 
 46.5 
 
 41.2 
 
 
 
 
 
 
 43.3 
 
 45.3 
 
 
 
 
 
 
 41.9 
 
 59.2 
 
 
 
 
 
 
 44.8 
 
 69. 
 
 
 
 
 
 
 55. 
 
 79,3 
 
 Via 
 
 B. 
 
 A. 
 
 an 
 
 dR. 
 
 55 . 3 
 
 
 Sta 
 
 FeP 
 
 ro% 
 
 .420 
 
 
230 
 
 $>c»^:IcD* uiml t'aia*»i>da Hue. 
 
 
 
 DISTANCE IN KILOMETERS. 
 
 HEIOUT 
 
 
 STATIONS. 
 
 
 
 
 
 
 
 
 
 
 
 
 Betwc'n 
 
 From 
 
 From 
 
 ' 
 
 
 
 StationsI 
 
 .limction 
 
 Central Station 
 
 
 
 
 
 
 
 meters. 
 
 
 
 
 
 ViaB A. nndn. 
 
 
 
 
 
 
 Sta.Fe Prov. 442 
 
 
 1 
 
 Gessler. . . . . . 
 
 0. 
 
 0. 
 
 Via B. A. and R. 
 
 (Sta. F6 branch) 
 
 4TO 
 
 44.8 
 
 2 
 
 Orouo 
 
 5.4 
 
 5.4 
 
 ViaB A. and R. 
 Sta.Fe Prov. 4Go 
 
 40.8 
 
 3 
 
 Coronda 
 
 18.2 
 
 23. G 
 
 Via B. A. and [?. 
 
 iSta. Fe lirar.ch) 
 48 i 
 
 18.3 
 
 D'EDsar lanifl (L'«>rdo9iin H'ruiiloce* llS:se. 
 
 V\h 
 
 Angelica 
 Clacellas 
 Josefina 
 
 Coi'doba frontier, 
 
 0. 
 
 30.4 
 16. G 
 31. 
 
 13.8 
 
 30.4 
 
 47. 
 78. 
 
 81.8 
 
 jViaB. A. andR. 
 
 Sta.Fe Pj-ov.644 
 IViaB. A. and K. 
 I (Sta. Fe branch) 
 524 
 
 ViaB. A. andR. 
 Sta.Fe Prov. G2G 
 ViaB. A. andR. 
 (Sta. Fe branch^ 
 
 005 
 ViaB. A. andR. 
 C6r. and R. 522 
 
 Knuta. Wi: aiiA ColasSiisr 
 
 Santa Fe 
 
 Gnardia 
 
 Colastine 
 
 0. 
 2. 
 9. 
 
 0. 
 
 2. 
 
 11. 
 
 Via B. A. and R. 
 
 4bl 
 ViaB A. andR. 
 
 (Sta. Fe branch) 
 461 
 
 Via B. A. and R. 
 
 492 
 Via B. A. and R. 
 (Sta. Fe liranch) 
 
 472 
 
 60.9 
 
 78.3 
 
 97.3 
 
 114.1 
 
 116.2 
 
 16.8 
 
 14. 
 
 14.7 
 
231 — 
 
 Colnsilime mxS Kitia Jose cSuI SSaotouu lii'iiUi*!!. 
 
 DISTANCE IN KILOMETERS. 
 
 1 Colastine . 
 2 ; San Jose , 
 
 0. 
 
 6.3 
 
 0. 
 6 3 
 
 YiaB. A. Kndll.| 
 
 492.5 
 Vi'aB. A. and R. 
 
 (Sta. Fe branch); 
 471.S 
 
 U.'i 
 
 1G.2 
 
 ^aiEiisa Fe ncid IICceoi3(|iiisiit Sine. 
 
 Sauta 
 
 Eecroo . . . 
 
 Iriondo. . . 
 Galvey'.s sidi 
 
 Lassaga . , 
 
 Cabal' . . . 
 
 Emilio . . . 
 
 Videla . . . 
 
 Sail Jiislo . 
 
 Ramayun. . 
 
 Escalada . . 
 
 Siding . . . 
 
 Crespo . . . 
 
 Fives Lille . 
 
 Siding . . . 
 
 Siding . . . 
 
 Calcliaqni. . 
 
 Margarita. . 
 
 Espiu . . . 
 
 Vera. . . . 
 Cnragnatay. 
 
 [Malabrigo . 
 
 17.5 
 
 20. 
 5.8 
 8.2 
 ,7 
 6 
 4 
 7 
 3 
 8 
 
 .8 
 
 
 Via 
 
 B. A. 
 
 481 
 
 and E. 
 5 
 
 
 
 Via 
 
 B. A. 
 
 and R 
 
 
 0. 
 
 ("Sti 
 
 . Fe 
 
 iianchi 
 
 1G.8 
 
 
 
 400 
 
 
 
 Via 
 
 B. A. 
 
 and R. 
 
 
 
 Sta.Fe Pi 
 
 ov.oK. 
 
 
 17.5 
 
 
 
 
 2L.I 
 
 37.5 
 
 
 
 
 24.3 
 
 43.3 
 
 
 
 
 20. ;> 
 
 51.5 
 
 
 
 
 45.;! 
 
 61.2 
 
 
 
 
 47. (i 
 
 G5.8 
 
 
 
 
 47.0 
 
 80.2 
 
 
 
 
 45.1 
 
 98.9 
 
 
 
 
 56.2 
 
 114.2 
 
 
 
 
 56.3 
 
 125. 
 
 
 
 
 56. 3 
 
 140. 
 
 
 
 
 56. 
 
 150. 
 
 
 
 
 65.1 
 
 175. 
 
 
 
 
 56.2 
 
 187. 
 
 
 
 
 55.il 
 
 197. 
 
 
 
 
 55 . 3 
 
 203.0 
 
 
 
 
 57. 
 
 225.5 
 
 
 
 
 59.6 
 
 242.9 
 
 
 
 
 59.6 
 
 250.5 
 
 
 
 
 58.1 
 
 201 . 
 
 
 
 
 58.2 
 
 279.8 
 
 
 
 
 '55.6 
 
232 
 
 
 
 DISTANCE IN KILOMETERS. 
 
 HKKIHT 
 
 
 STATIONS. 
 
 
 
 
 
 Betw'en 
 
 Stations 
 
 Krom 
 Jmictiou 
 
 From 
 
 Central Station 
 
 SKA. 
 LKVKt, 
 
 0£^ 
 
 
 13 2 
 
 298. 
 
 ViaB. A. andE. 
 
 meters. 
 
 49.9 
 
 
 
 
 
 
 
 
 790.3 
 
 
 24 
 
 Eecoiiqiusta . . . 
 
 24.8 
 
 317.8 
 
 Via B. A. and R. 
 .Sta.Fp Prov. 8:U 
 ViaB. A. and R 
 iSta. Fe branch'! 
 77S 
 
 43.3 
 
 9Eaii3ieI (>s3lvei^ mxl ^nti €'c's.<i^»l>nB Sane. 
 
 Manuel Galvez 
 
 Los Leones. 
 Maria Liiisa. 
 La Pelacla . 
 Eliza. . . . 
 Clara . . . 
 
 San Cristobal 
 
 0. 
 
 12. G 
 21.8 
 16.8 
 20.8 
 20.9 
 
 26.3 
 
 0. 
 
 12.6 
 
 34.4 
 
 51.2 
 
 72. 
 
 92.9 
 
 119.2 
 
 Via B. A. and R 
 Sta.Fe Prov. 524 
 ViaB. A. and R. 
 
 (Sta. Fe brauch'l 
 504 
 
 Via B. A. and R. 
 Sta. Fe Prov. C44 
 ViaB. A. and]?. 
 I Sta. Fe branch ) 
 580 
 
 29.9 
 
 35.5 
 51.8 
 52.1 
 55 . 5 
 G5.8 
 
 81.2 
 
 ^nsB^tst Wv- aiDsE H».««iiirSo BSiic 
 
 Santa Fe. 
 
 Santo Tome. 
 Sauce Viejo. 
 Coronada . . 
 A.speaclero . 
 Arozena . . 
 Joaquina . . 
 La Barranca 
 Maciel . . . 
 
 0. 
 
 11. 
 
 11.7 
 
 23.8 
 
 0.9 
 14.6 
 
 7. 
 10.3 
 27. 
 
 0. 
 
 Via 
 
 H. 
 
 A 
 
 an 
 
 dR. 
 
 16.8 
 
 
 Sta.Fe 
 
 Prov 
 
 4G0 
 
 
 11. 
 
 
 
 
 
 
 17.1 
 
 22.7 
 
 
 
 
 
 
 15.4 
 
 46.5 
 
 
 
 
 
 
 15.2 
 
 47.4 
 
 
 
 
 
 
 15.1 
 
 62. 
 
 
 
 
 
 
 18.7 
 
 69. 
 
 
 
 
 
 
 tn.7 
 
 79.3 
 
 
 
 
 
 
 24.9 
 
 06. 3 
 
 
 
 
 
 
 18.2 
 
233 
 
 nincici and I'ort (ialtntn Itrniicli. 
 
 
 STATIONS. 
 
 DISTANCE IN KILOMETERS. 
 
 HKIGHT 
 
 
 Between From 1 From 
 Stations Junction | Central Station 
 
 SKI 
 I.KVKL 
 
 1 
 
 9 
 
 Maciel 
 
 Port Gaboto . . . 
 
 0. 
 
 7.9 
 
 0. 
 7.9 
 
 Via B. A. and K. 
 Sta.FeProv.354 
 
 meters. 
 
 18.2 
 12. 
 
 SAN CRISTOBAL AND TUCUMAN RAILWAY. 
 
 GUACIE 1 JIETER. 
 
 San CristubaL 
 
 La Cabral . . 
 Fas Avispas . 
 Estevan Ramos 
 Portalis . . . 
 Fort Tostaclo. 
 Fort Inea . . 
 Guardia Escolta 
 Bandera . . . 
 Averi'as . . . 
 
 Tacanitas. . . 
 Autuva . . . 
 Fort'Melero . 
 
 Matara 
 
 Suncho Corral 
 
 24.6 
 
 24.4 
 
 23.6 
 
 37.6 
 
 30.9 
 
 20.1 
 
 23.8 
 
 18. 
 
 24, 
 
 20. 
 23. 
 32. 
 27. 
 31. 
 
 24.6 
 
 49. 
 
 72.6 
 110.2 
 141.1 
 101.2 
 185. 
 203. 
 227. 
 
 247. 
 270. 
 302. 
 329. 
 360. 
 
 Via B. A. and R. 
 S. Fe Prov. from 
 Kalacla G17.i) 
 Via B. A. jindR. 
 (Sia. Fii braiicln 
 
 660 
 
 Via B. A. and R. 
 
 S. F« Pro^■. from 
 
 Pilar GSi 
 
 Via B. A. and R. 
 l_Sta. Fe braiichi 
 
 9G2 
 Via B. A. and R. 
 S. Fe Prov. from 
 Rafaola 919. !» 
 Via B. A and R. 
 S. Fe Prov. from 
 Pilar 9S3 
 
 75.9 
 
 68.8 
 64.8 
 68.1 
 73. 
 75.8 
 80.6 
 85.9 
 91.5 
 100. 
 
 105.8 
 
234 
 
 ocAMPo a:n^d paeana port line. 
 
 GUAGB 1 MBTEK. 
 
 
 STATIONS. 
 
 DISTANCE IN KILOMETERS. 
 
 inciGUT 
 
 AISOVK 
 
 SEA 
 LKVEI. 
 
 
 Betwe'n 
 Stations 
 
 From 1 From 
 Ocampo I Central Statiou 
 
 1 
 
 2 
 3 
 4 
 5 
 
 (j 
 
 Iiigenio Ocampo. . 
 
 Adela 
 
 Ocampo 
 
 Villa Vicente. . . 
 Port Vicente . . . 
 
 Parana Port . . . 
 
 0. 
 
 0.8 
 6.1 
 6. 
 4.4 
 
 22.5 
 
 0. 
 
 0.8 
 
 6.9 
 
 12.9 
 
 17.3 
 
 39.8 
 
 Via B. A. and R. 
 Sta. Fe and Re- 
 couquista 878.2 
 
 ViaB. A. and R. 
 Sta. Fe and Re- 
 conquista, Ocam- 
 po and P. 90-1 
 
 meters. 
 
 54.3 
 
 54.1 
 53.3 
 
 54.1 
 49. 
 
 47.9 
 
 FLORENGIA PLA;fJTATION AND POET LINE. 
 
 OUAGE 1 METER. 
 
 IFlorencia plantation! 0. 
 
 I 
 
 2iFlorencia j 16.4 
 
 3; Port Florencia . .|i 5.5 
 
 0. 
 
 16.4 
 21.9 
 
 Via B. A. and R. 
 Sta. Fe and Re- 
 couquista 940.1 
 
 Via B. A. and R. 
 Sta. Fe and Rr- 
 couquista 961.2 
 
 59. 
 57.3 
 5-2 2 
 
— 235 — 
 ENTRE Ef OS EAILAVAYS. 
 
 Blniii Uuc. 
 
 G U A li K 1 51 E T K R . 
 
 STATIONS. 
 
 DISTAN'^E I\ KILOMETERS 
 
 Retwcu Fron 
 Stations! I-. Pan 
 
 Lower Parana 
 
 Parana . 
 
 alez 
 
 Juarez Celmau 
 Racedo. 
 Crespo . 
 G I Ramirez 
 Heniaud 
 Nogoyd 
 Lucas Gfons 
 Sola. . . 
 Tala. . . 
 Rocamora 
 Basabilbaso 
 1." de Mayo 
 Caseros 
 Uruguay 
 
 17 
 
 Uruguay 
 wharf . 
 
 Xatioiial 
 
 6.5 
 15.8 
 17.3 
 i;3.9 
 20.8 
 27.4 
 25.1 
 26. 
 20.9 
 2 2. 
 17. 
 10.1 
 12.2 
 26.7 
 24.8 
 
 6.5 
 22.3 
 
 39.6 
 53.5 
 74.3 
 101.7 
 126.8 
 152 8 
 173.7 
 195.7 
 212.7 
 222.8 
 235. 
 261.7 
 286.5 
 
 289.5 
 
 Vi'hB. A. nndR.! 
 
 <Jolastioe 408 • 
 
 ViaB. A. :iud R. 
 
 (Sla. Fe branch i 
 
 478 
 
 Via H. A. aiifl R. 
 
 Cola.stiiie 788 
 
 ViaB. A. and K. 
 
 (StH. Fb bianchl 
 
 aiidC.KnlioRios 
 
 7G7.:i 
 
 IS. 6 
 
 67.7 
 
 113. (i 
 
 114.7 
 
 116.8 
 
 118.3 
 
 99.1 
 
 46.1 
 
 85.8 
 
 84.5 
 
 34. 
 
 44.6 
 
 53.7 
 
 58.2 
 
 53 . .") 
 
 20.1 
 
 ^MS»^<> mid Pni'tt % ieioc'in lirniicSB. 
 
 Nogoya 
 
 0. 
 
 Via B. A. and I{. 
 
 Colastine (l"2o 
 
 Via B. A. and R. 
 
 (Sta. Fe brancli i 
 
 andU.EnticRios 
 
 G04 
 
 46.1 
 
— 236 
 
 
 DISTANCE IN 
 
 KILOMETERS. 
 
 IIKIGHT 
 
 STATIONS. 
 
 
 
 
 
 iHptwe'n 
 Stations 
 
 From 
 Jiintion 
 
 From 
 Central Station 
 
 SKA 
 LEVKI. 
 
 2 
 
 Grobernador Febre. 
 
 ! 16.2 
 
 16.2 
 
 
 meters. 
 
 88.5 
 
 3 
 
 Antelo. 
 
 13.4 
 
 29.6 
 
 
 60.5 
 
 4 
 
 Victoria 
 
 19.6 
 
 49.2 
 
 Via B. A. and R. 
 
 Colastine. 
 C. E. R. 67G 
 
 8.2 
 
 6 Port Victoria . . . 
 
 2.3 
 
 51.5 
 
 B. A. and R. 
 
 Santa Fe 
 
 branch 
 C. E. R. 
 
 5.2 
 
 
 
 
 
 C6G 
 
 
 Tain ami <>iBnIea:uay Strniieli. 
 
 Tala. 
 
 Gobernador Eclia- 
 giie ...... 
 
 General Mansilla. . 
 
 '' Galarza . . 
 
 " Basabilbaso 
 
 Gualeg-uay 
 
 ViaBuenosAires 
 
 and Rcsario 
 
 Coliistine 697 
 
 ViaBuenosAirPs 
 
 and R. Santa Fe 
 
 branch 
 
 073 
 
 ViaBuenos Aires 
 
 and Rosario 
 
 Colastine 
 
 S(!7 
 
 Via Buenos Aires 
 
 and R. Santa Fe 
 
 branch 7b4 
 
 Ba!«al>ill>as» mid C>uales:uaycSDii Itrnucli. 
 
 1 1 Basabilbaso. 
 
 ^'ia Buenos Aires 
 
 and Rosario 
 
 Colastine 
 
 C. E. E. 721 
 
 Via Buenos Aires 
 
 R. Santa Fe 
 
 branch 701 
 
— 237 — 
 
 
 
 DISTANCE IN KILOMETERS. 
 
 IIF.KIHT 
 
 
 STATIONS. 
 
 
 
 
 
 
 
 
 
 
 
 
 lietwe'n 
 
 From 
 
 From 
 
 SEA 
 
 
 
 Siatioiis 
 
 Junction 
 
 Central Station 
 
 
 
 
 1 
 
 
 
 meters. 
 
 '2 
 
 Toreuato Gilbert . 
 
 i 29.9 
 
 20.9 
 
 
 66.8 
 
 3 
 
 General Urdinaraim 
 
 20.3 
 
 41.2 
 
 
 97 Ai 
 
 4 
 
 " Almada. . 
 
 20.4 
 
 61.6 
 
 
 41.8 
 
 5 
 
 " Palaveeino. 
 
 21.8 
 
 83.4 
 
 Via B. A. and R. 
 
 ColastiQe821 
 
 20.7 
 
 H 
 
 Gualegua3'cliu . . . 
 
 16.3 
 
 99.7 
 
 Via B. A. and R. 
 
 (Sta. Fe branchi 
 
 800 
 
 10.8 
 
 ICtcwtittintttMO nniti \ illa^iia.y Iifaiieli. 
 
 Basabilbaso . . 
 
 Gobernador Urquiza 
 Gobeniador Doraiu- 
 
 Villagiiay. 
 
 Via B. A. and R. 
 ColasrineC.E.R. 
 
 7-21 
 Via B. A. and R. 
 (Sta. Fe branch) 
 
 701 
 
 Via B. A. and R. 
 
 Colastino 783 
 
 Via B. A.andR. 
 
 I Sta. Fe branch) 
 
 702 
 
 53.7 
 
— 238 — 
 
 AEGENTINE XOETH EASTERN E AILWAY. 
 
 lUAOE 1.076 II. 
 
 
 
 
 DISTANCE IN 
 
 IvlLOMETERS. 
 
 HBIGHT 
 
 
 STATIONS. 
 
 
 
 
 
 ABoVi: 
 
 
 
 
 
 SfiA 
 
 
 
 
 Betwe'n 
 
 From 
 
 From 
 
 
 
 >>tatious 
 
 Caseros 
 
 Central Station | 
 
 
 1 
 
 
 
 
 
 
 meters. 
 
 1 
 
 
 
 
 
 Via B. A. R. 
 
 
 
 
 
 
 
 Oolastine 
 
 
 
 
 
 
 
 C. E. R. East 
 
 
 1 
 
 Monte Caseros. . 
 
 
 «■! 
 
 0. 
 
 Argentine 1065. 
 
 Via B. A. R. 
 Santa Fe braiicli 
 
 C. Entre-Eios 
 Ea5t Arg. 101.5. 
 
 67.1 
 
 2 
 
 Libertad . . . . 
 
 
 34.8 
 
 34.8 
 
 
 101. 
 
 3 
 
 Curuyti Cuatiti, . 
 
 
 30.6 
 
 65.4 
 
 
 86.5 
 
 4 
 
 Baibene . . . . 
 
 
 23.8 
 
 89.2 
 
 
 115.7 
 
 5 
 
 Justino Solari. . 
 
 
 26. 
 
 115.2 
 
 
 135.1 
 
 6 
 
 Mercedes. . . . 
 
 
 25.3 
 
 140.5 
 
 
 112.6 
 
 7 
 
 Felipe Jofre . . 
 
 
 27.1 
 
 167.6 
 
 
 90.6 
 
 8 
 
 J. M. Chavarria 
 
 
 28.8 
 
 196.4 
 
 
 75 . 5 
 
 9 
 
 San Diego . . . 
 
 
 23. 
 
 219.4 
 
 ■ 
 
 84.5 
 
 10 
 
 San Roque. . . 
 
 
 20.6 
 
 240. 
 
 
 78.3 
 
 11 
 
 Saladas . . . . 
 
 
 36.6 
 
 276.6 
 
 
 84. 
 
 12 
 
 San Lorenzo . . 
 
 1 
 
 19.2 
 
 295.8 
 
 
 78. 
 
 13 
 
 Empedrado. . . 
 
 !-' 
 
 21.4 
 
 317.2 
 
 
 83.5 
 
 14 
 
 Manuel Derqui . 
 
 |2 
 
 14.8 
 
 332. 
 
 
 76.8 
 
 15 
 
 Riachuelo . . . 
 
 '^ 
 
 'AT . 
 
 359. 
 
 
 75.1 
 
 16 
 
 Corrientes . . . 
 
 CO 
 
 8 
 
 15. 
 
 374. 
 
 Via Bs. As. 
 aud Rosaiio 
 
 76.2 
 
 17 
 
 Bajada 
 
 
 b . 
 
 377. 
 
 Colastine C.E.R. 
 
 East Argentine 
 
 N. E. R. 14.42 
 
 Via Bs. As. 
 
 R. Santa Ee 
 
 branch 
 etc. 1.421.G 
 
 60.7 
 
— 239 — 
 PEDIER EXTltERL-VNO LINE. 
 
 OUAOE 1 METER. 
 
 
 STATIONS. 
 
 1 
 
 DISTANCE T\ KILOMETERS. 
 
 nKifiiiT 
 
 
 Retwe'ii Total From 
 Stations 1 e n g t li Central Station 
 
 SKA. 
 
 LKVia. 
 
 1 
 
 2 
 
 Gualeguay . . . .j 
 
 1 
 
 Port Euiz .... 
 
 0. 
 9.G 
 
 0. 
 9.6 
 
 Via B. A. and R. 
 
 ColastineO.E.R. 
 
 804.5 
 
 Via B. A. and K. 
 
 (Sta. Fe branch) 
 
 C. E. R. 784 
 
 meters. 
 
 13.3 
 12.3 
 
 EAST ARGENTINE RAILAVAY. 
 
 i;U.lGE 1 METEU. 
 
 Concordia 
 
 Gualeguaycito 
 Fecleracion . 
 Santa Ana . 
 Chajari. . . 
 Mocareta . . 
 Naranjito . . 
 Monte Caseros, 
 
 9 Ceibo 
 
 29.2 
 
 25.8 
 
 11. 
 
 17.0 
 
 15.5 
 
 25.2 
 
 30.1 
 
 0. 
 
 29.2 
 
 55. 
 
 66. 
 
 83.5 
 
 99. 
 
 124.3 
 
 154.2 
 
 160. 
 
 A'ia B. A. and R. 
 Colast'neC.E.R. 
 
 911 
 
 ViaB. A. andR. 
 
 (Sta. Fe branch) 
 
 U. E. R. 890 
 
 Via B. A. and R. 
 ColastineO.E.R. 
 East Avg. 1071 
 Via B. A. and R. 
 (Sta. Fe branch) 
 C. E. R. E. Arg. 
 10.J0 
 
 42.1 
 
 52.1 
 57.4 
 52.9 
 78.6 
 «38.4 
 75.1 
 67.1 
 
 67.6 
 
— 24U — 
 
 CHUBUT CENTRAL RAILWAY. 
 
 CUAliE 1 METKU. 
 
 STATIONS. 
 
 1 
 i 
 
 DISTANCE IN KILOMETERS. 
 
 UKICUT 
 
 Betw'en 
 
 Stations 
 
 l'"roin 
 Port Madryn 
 
 SK\ 
 
 LUVKL 
 
 1 Port Madryn . . . 
 '2 Hill Araon .... 
 ij Frelew 
 
 0. 
 22.4 
 47.5 
 
 0. 1 
 22.4 1 
 
 G9.y 1 
 
 9.4 
 
 125. :j 
 
 26.9 
 
241 - 
 
 RESUMEN. 
 
 KAIL W A Y . 
 
 LKSCTH IN- 
 KII.OMETE);* 
 
 OK EACH 
 SECTION . 
 
 
 
 Wexfern of Bitcnof; Aires. 
 
 
 Main 
 
 line 
 
 from (Juce de Setiembre to Trenqiie- 
 
 
 
 
 443.300 
 
 Brauc 
 
 li from Once de Setiembre to Catalinas . 
 
 U.OOO 
 
 11 
 
 
 " " " to Prod. Market. 
 
 13.000 
 
 a 
 
 Ll 
 
 Haedo to La Platn 
 
 70.300 
 
 u 
 
 " 
 
 La Plata to River Santiago . 
 
 10. GOO 
 
 u 
 
 U 
 
 Tolosa toPerej-raJuuctu. 
 
 6.500 
 
 a 
 
 U 
 
 Tolosa to Elizalde 
 
 11.000 
 
 u 
 
 U 
 
 Pereyra Juuctu. to Pereyra . 
 
 2.000 
 
 Li 
 
 otal 
 
 Marmol to Temperley 
 
 .cngth of line 
 
 SuntJierii liitilirrty. 
 
 2.100 
 
 T 
 
 564.800 
 
 
 
 Main 
 
 Hue 
 
 to Port ofBahia Blauca . . . . 
 
 716.700 
 
 Brauc 
 
 h from Lanus Juncfcu. to the Boca . 
 
 
 5.800 
 
 a 
 
 '• 
 
 Temperley to Cauuelas 
 
 
 47.500 
 
 u 
 
 i; 
 
 Altamirauo to Baliia Blauca port 
 
 
 643.000 
 
 u 
 
 u 
 
 Maipu to Mar del Plata . 
 
 
 131.000 
 
 u 
 
 u 
 
 Hiuojo to Sierra Baja 
 
 
 5.500 
 
 u 
 
 u 
 
 Hiuojo to Sierra Chica, . 
 
 
 7 . 700 
 
 
 
 Olavarria to Estaucia Davila 
 Taudil to Las Canteras 
 
 
 13.000 
 5.300 
 
 
 
 Merlo to Saladillo. 
 Las F lores to Taudil. 
 
 
 151.400 
 151.200 
 
 T 
 
 otal 
 
 
 
 1878.100 
 
 
 Buenos Aire/- and Eiiscnada. 
 
 
 
 
 Jlain 
 
 line 
 ll fro 
 
 
 59 . 900 
 
 Brauc 
 
 u Ringuelet to Ferrari 
 
 38.500 
 
 .1 
 
 Otal 
 
 Elizalde to Magdaleua 
 
 eugtli of line 
 
 47.200 
 
 T 
 
 145.600 
 
24-2 — 
 
 
 LEN'CTU IN 
 
 RAIL W A Y . 
 
 KILOMETERS 
 
 
 OF EACH 
 
 
 SECTION . 
 
 Central Arr/entine Railwaij. 
 
 
 Main line from Eosario to Cordoba .... 
 
 395.400 
 
 Branch from Lujan to Canada de Gomez . 
 
 305.400 
 
 " '• Eosario to Peyrano 
 
 72.000 
 
 " " Pergamino to Sau Nicolas . 
 
 76.000 
 
 " " Pergamino to Junin 
 
 89.000 
 
 " " Cano to Estancia Cano .... 
 
 2.300 
 
 " " Cailada de Gomez to Sastre . 
 
 128.900 
 
 '• " Eio Segnndo to Alta Gracia. 
 
 49.000 
 
 Buenos Aires Sectlou ' formerly Nortern Eailway i . 
 
 
 Branch from Central to the Tigre 
 
 29.900 
 
 '• " Junction to San Fernando mole. 
 
 1.800 
 
 Total length of line 
 
 1149 800 
 
 irc'.^7i.;-» of Santa F('. 
 
 
 Main line from Eosario to Juarez Celman . 
 
 128.200 
 
 Branch from Villa Casilda to Melincuo . 
 
 77.900 
 
 Total lenglh of line 
 
 206.100 
 
 Buenos Aires and Jiosario. 
 
 
 Main line from Buenos Aires to Tucuman . 
 
 1155.100 
 
 Branch from Belgrano to Las Conchas 
 
 23.100 
 
 " '• San Lorenzo to Cerauo Port. 
 
 6 . 7(.iO 
 
 " " 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. 
 
 
 3[aia line from Buenos Aires co Villa Mercedes 
 
 
 1 San Luis < 
 
 691.300 
 
 Audi no liaihvuij. 
 
 
 From Villa Maria to Axilla Mercedes .... 
 
 254.000 
 
— 243 — 
 
 R A 1 L W A Y 
 
 Great West Argentine. 
 
 Main line from Villa Mercedes to Mendoza. , 
 From Mendoza to San Jnan 
 
 Total length of line, 
 
 Transandhii. Eaihcay. 
 
 From Mendoza to the Argentine and Chilian 
 Frontier 
 
 YiUa Maria mid Miifino . . . . 
 
 Kort- M'csf Arrjciitinc. 
 
 From A'illa Mercedes to I'ioja 
 
 (rreat Sontliern of Santa FO and Covdola. 
 
 From Yilla Coustitncion mole to Carlota. 
 
 Bah'ia Blanca and Xortluccsttru. 
 
 From Junction M'ith Southern Eailv.'ay to Epupel. 
 
 Central Cordohi I\aiJa-ai/. 
 
 From the Junction •with the Central Xorthei\u 
 Railway i^ Cordoba i to the Frontier. 
 
 Curdoha and Bnmrio. 
 
 Main line from Rosario to the Frontier . 
 Branch from the Cordobes frontier de Eafaela . 
 Total length of line 
 
 LESOTH IS 
 KILOMETERS 
 
 OF EACH 
 SECTION. 
 
 356.000 
 157 . 500 
 
 513.500 
 
 173.500 
 
 226 
 
 840 
 
 86 
 
 500 
 
 300 
 
 200 
 
 242 
 
 200 
 
 210.000 
 
 Central Cordoba Ihidinnj < Northern Sections. 
 
 Main line from Cordoba to Tucuman . 
 Branch from Recreo to Chumbicha .... 
 " " Frias to Santiago dei Estero . 
 Total length of line 
 
 218.400 
 60.000 
 
 T78.40O 
 
 547.000 
 176.000 
 162.000 
 
 885.000 
 
244 
 
 R A I L W A Y 
 
 .Centnd CurdoJia and NurtJui-estern. 
 
 Fron the Central Cordoba iiailway junction to 
 the junction with the I)eun Fnues and Chilecito 
 Railway 
 
 Dean Fames and Chilecito Bli/. 
 Erom Dean Funes to Padf^iiia. . 
 
 CInnnhirlia and Catamarca. 
 Cmtral Norlhern. 
 
 From Tucuu.aa ti Jujuy 
 
 Branch from (General Giiemes to Salta 
 Total length of line 
 
 North West Arcjtntinc. 
 
 Main line from La Madrid to Tucuman 
 
 Branch from Concepciou to Medinas . 
 
 Total lenc-th line 
 
 Malayiiena Eaihraij. 
 
 Cordoba to Malaguena 
 
 Ealhra>js of the Province of Santa Fc. 
 
 Main line from Santa Fe to San Cristobal 
 Branch from Humboldt to Soledad. 
 
 " " San Carlos Junction to Galvez . 
 
 '' " Gessler to Coronda 
 
 " " Pilar to the Cordoba frontier. 
 
 Line " Santa Fe to Colastine. 
 
 Branch '■ Colastine to San Jose del Eincon. 
 Line " Santa Fe to Recouquista . 
 Branch " Manuel Galvez to San Cristobal . 
 Line from Santa Fe to Rosario i as far as Maciel) 
 Branch " Maciel to Puerto Gaboto . 
 
 Total leno-th of line 
 
 I.F.NliTH IN 
 KILOMF.TEUS 
 
 OF EACH 
 SECTION . 
 
 153.200 
 
 289.600 
 
 66.000 
 
 352.300 
 45.000 
 
 "397.800 
 
 140.400 
 11.800 
 
 152.200 
 
 26.200 
 
 199.500 
 
 93.700 
 
 79.300 
 
 23.600 
 
 81.000 
 
 11.000 
 
 6 . 300 
 
 317.800 
 
 119.200 
 
 106.300 
 
 7.000 
 
 1046.400 
 
245 — 
 
 RAILWAY 
 
 LKNCTH IN 
 KIl.OMKTKRS 
 
 OF EACH 
 SECTION. 
 
 HGO.OOO 
 
 ay.soo 
 
 21.900 
 
 289.500 
 51.500 
 
 110.300 
 61.900 
 99.700 
 
 (112.900 
 
 San Crhtuhal and Tummdn. 
 From Sail Cristobal to Suucho Corral. 
 From the Ocampo Colour to Puerto Parana . 
 From Florencia Colony to Puerto Florencia . 
 
 Centred Entrc-Riano. 
 
 Main line from the Parana clifF to Concepcion 
 
 del Uruguay and the National Mole 
 Branch from Nogoya to Port Victoria . 
 
 " " Tala to Gualeguay. 
 
 " " Basabilbaso to Yillaguay. 
 
 " " id. to Gualeguaychu 
 
 Total length of line 
 
 NorfJi Ea4 Argentine. 
 
 Line from Moute Caseros to Mercedes. 
 
 " " Corrientes to Salados 
 
 " " Caseros to Paso de los Libres 
 
 Total length of line 
 
 East Argentine. 
 
 From Concordia to Monte Caseros a;id Ceibo 
 
 Eirst Entre-Miano. 
 
 From Gualeguay to Puerto Ruiz .... 
 
 Central Clmhnf. 
 From Port Jladryu to Frelew 
 
 140.600 
 100.400 
 100.000 
 
 1-540.900 
 
 100.000 
 
 9.600 
 
 69.900 
 
— 240 — 
 EAILWAYS AVOEKIXG, 
 
 CLASSIFIED ACCOIiDIXG TO GArG: 
 
 RAIL AV A Y . 
 
 LKXGTH !N 
 KII.OMKTKIiS. 
 
 Broad qcoifie: of 1 n\. 67 (i. (y"6'''). I 
 
 Western of Buenos Aires .......: 364 
 
 Southern 1 . !S7S 
 
 Buenos Aires a.ud Eusenada I 145 
 
 Central Argentine • . . .j L.14i> 
 
 Western of Santa Fe i 200 
 
 Buenos Aires and Eosario 1 . 457 
 
 Pacific ' G91 
 
 Andine I 254 
 
 Great West Argentine 513 
 
 Villa Maria and Rnflno 22G 
 
 Villa Mercedes a,nd Ivioja 86 
 
 Great Southern of Santa Fe> and Cordoba. . . | 300 
 
 Bahia Blanca and North-.vestern j 205 
 
 (Tiiiif/c of 1 m. 43-j [4^8'' Ij 
 
 Central Eiitre Riano. 
 North East Argentine . 
 East Argentine 
 First Entre Riano 
 
 GuiKjc of 1 1 
 
 Transandine .... 
 Central Cordoba . 
 Cordoba and Rosario. 
 Cordoba Central . 
 
 Carried forward 
 
 7 
 
 .674 
 
 
 612 
 
 
 360 
 
 
 160 
 
 t 
 
 y 
 
 i 1 
 
 .141 
 
 
 173 
 
 
 210 
 
 
 278 
 
 
 285 
 
 1 
 
 .546 
 
247 
 
 E A r L W A Y 
 
 LENGTH IX 
 KILOMETERS. 
 
 Gauge of 1 m. >'Ji:S") contd. 
 Brono'lit for«'a.rd 
 
 1.646 
 
 Cordoba and Xorthwestcrn 
 
 Deau Funes and Chilecito 
 
 153 
 298 
 
 Chumbicha and Catamarca ....... 
 
 Central Northern 
 
 North-West Ari^'eiitiue 
 
 (36 
 398 
 152 
 
 Provincial of Santa Fe 
 
 San Cristobal and Tucumau 
 
 1.046 
 3(iO 
 
 Ocampo Colony to Puerto Parana 
 
 Florencia Colony to Puerto Florencia. 
 Central Chubnt 
 
 39 
 
 21 
 70 
 
 
 
 4.149 
 
 Gauije of in. UO r2.-3 1 :/' l 
 Cordoba and Malagueuo 
 
 26 200 
 
 
 
 
 EESUMEN. 
 I "' CiiG gauge 
 
 7 674 
 
 1 " 435 '• 
 
 1.141 
 
 1 '■ — •• 
 
 4.149 
 
 
 26 200 
 
 Total length of Bnilwaj's working at i'^'-Jan. 
 
 1893. 
 
 127990^266 
 
248 — 
 
 RAILWAYS IN CONSTEUCTION. 
 
 SURVEYED, AJ»D GRANTED. 
 The propcrtij of the Nation. 
 
 IN CONSTRUCTION. 
 
 KILOMETERS. 
 
 Dean Fanes and CJdlccifo EaiJway. 
 
 From Patquia to Chilecito 133. 5G8 
 
 Central KortJicrn Eaihnuj. 
 From Salta to Carril 
 
 UNDER SURVEY. 
 
 Central Nortlicrn Baihvay. 
 
 Branch from Cerrillos to Rosario de Lerma 
 " " Carril to Gnacliipas. 
 
 35.000 
 
 168.568 
 
 10.750 
 50.250 
 
 "gTooo 
 
 GUARANTEED RAILWAYS. 
 
 IN CON'STRUCTION. 
 
 Transandine Railwaj' (Rio Blanco to the frontier) . 
 Northeast Argentine'" (Mercedes to Saladas and 
 
 Libi'es to Posadas) 
 
 San Juan to Chumbicha 
 
 Central South American 
 
 Bahia Blanca and Northwestern (Hucal to Villa 
 
 Mercedes and Rio Coarto i 
 
 Villa Mercedes and Rioja (Toma to Rioja^ . 
 
 Goya to Lncero 
 
 Nanducito to Presidencia Roca 
 
 9 de Julio to San Rafael 
 
 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 and Mi^jican Railway. Plans appi'oved . 
 
 44.400 
 
 Chiimbicha.Tino^-asta& Andalgalti Rly " 
 
 3ti4.000 
 
 San Juan & Salta Railway. Plans partly approved . 
 
 950.000 
 
 Austral Cliaco " , "^ " 
 
 033. 900 
 
 Intereoceanic " , " '■ 
 
 1.250.000 
 
 Rufino and Baliia Blanca Railway. 
 
 
 5G0.000 
 
 San Pedro and Rosario de la Frontera '* 
 
 
 1.160.000 
 
 Villa Maria and Reconquista Railway . 
 
 
 573.000 
 
 
 
 220.000 
 
 Mendoza and San Rafael 
 
 
 224.000 
 
 Villaguay, Mercedes, La Paz and Concordia 
 
 
 522.000 
 
 Tinogasta and Ciiile Railway .... 
 
 
 i 220.000 
 
 Jnjuy and Bolivia " 
 
 
 300.000 
 
 Parana and Moute Caseros " .... 
 
 
 312.000 
 j 7. 333. 300 
 
 UNGUARANTEED RAILWAYS . 
 
 IN CONSTUUCTIOS!. 
 
 Ct'iiticil Ar(/viitine Eaihraij. 
 (From Capilla del Senoi to Pergami;io) . 
 Bucnoit Aires and Jiomiio liaihraij. 
 (From San Fernando Canal to Las Conchas) . 
 
 158 
 
 1(31 
 
•250 
 
 Cx R A N T E D 
 
 ICILOMKTtRS. 
 
 Eailwaj' i narrow guage i from Buenos Aires to lio- 
 sario siu'veys approved , 
 
 " from Pilar to Carapana - 
 
 ^ '• Lujan to Meiincue 
 
 " " Bosario to Pergamiuo 
 
 " " A'illa Const, to Acevedo 
 
 " " Carlota to E,io Cuarto 
 
 " '• Buenos Aires to Baliia Blanca 'South 
 
 ern Railway i 
 
 Southern Railway (San Vicente to Tapalque i 
 National Transport Co. ' Victoria lO San Justo ) 
 Villa Maria and Carmen de Patagones . 
 Rosario, Lincoln. Pigue and General Aelia 
 Buenos Aires and Cordoba Rly . 
 
 '^ '■ •• Villa Jardin ■• . 
 
 c ... i. Trenquelauquen. 
 
 Zarate and Boca del Riachnelo . 
 Godov and San Nicolas .... 
 
 303 . 900 
 37.400 
 
 239.000 
 
 105.900 
 53.600 
 
 106.500 
 
 500.000 
 
 205.000 
 
 39.000 
 
 965.000 
 
 727.000 
 
 662.000 
 
 7.000 
 
 480.009 
 
 90.000 
 
 28.090 
 
 14.609.300 
 
— 251 - 
 
 The coiisti'Qctioii of the Transanclhie uikI Xortheast 
 Argeatine Hallways and of the brancli from the Sau 
 Fernando Canal to Las Conchas is being actively cai'ried 
 on. The works on the A'illa Mercedes and Rioja li.ie are 
 almost stopped, and on the others are entirely saspended. 
 
 GENERAL RESUMEN. 
 
 KILO.METKRS. 
 
 Railways open to pnblic service 
 
 '• , construction of which is being actively 
 
 carried on . . . • . . . . 
 " , constr\iction of which partly' stopped . 
 '• , '• of whicli is completely 
 
 stopped . . 
 
 " surveyed 
 
 " under survey 
 
 '• to be surveyed 
 
 lii.99U.200 
 
 527.900 
 500.400 
 
 3.G98.568 
 
 4.088.600 
 
 01.000 
 
 7.793.700 
 
 29^)00.368 
 
CAPITAL 
 
 EEPRESEXTED BY THE RAILWAYS OF THE AkGEXTINE RePUBTJC 
 IN THE YEAR 1892. 
 
 
 DOLLARS (•> 
 
 Andinc 
 
 Kast Ar""entine 
 
 4.123.608 
 5 051 573 
 
 Buenos Aires and Rosario . 
 Buenos Aires and Pacifico . 
 Bahia Bianca and Nortli AVestern . 
 Buenos Aires and Ensenada. 
 
 Central Argentine 
 
 Central Cordoba 
 
 Central Cordoba (Central Northern 
 
 section ) . 
 
 41.185.753 
 16.251.818 
 \ 4.269.587 
 10.097.243 
 49.172.613 
 4.824.932 
 20.262.446 
 13.293 613 
 
 Central Northern 
 
 Central Chubut 
 
 13.623.964 
 
 964.878 
 
 Chumbicha to Catamarca 
 
 Dean Funes to Chilecito 
 
 Great West Argentine 
 
 (xreat Southern of Santa Fe and Cordoba 
 North West Argentine ( Tucunian to La Madrid i 
 
 North East Argentine 
 
 Western of Santa Fe 
 
 Western of Buenos Aires 
 
 First E;itre-BJos 
 
 2.219.220 
 
 11.804.490 
 
 18.819.760 
 
 4.363.434 
 
 5.106.720 
 
 1.874.377 
 
 30.150.521 
 
 3.859.513 
 
 30.322.423 
 
 148.435 
 
 Proviucial of Santa Fe 
 
 Southern 
 
 San Cristobal to Tucuman ...... 
 
 Transrtudine 
 
 17.751.157 
 
 70.397.529 
 
 7.439.666 
 
 4 . 981 . 661 
 
 Villa Maria and Ruftno. 
 
 
 5.524.199 
 
 
 397.684.593 
 
 (1) Ona hunflroil dollars (TJ. S. A.) are tqiial to one hundred and 
 three dollars sixty four cents. Argentiue gola. 
 
— 253 — 
 EAILWAYS GUARANTEED 3Y THE NATION. 
 
 (YEAR 1892.) 
 
 RAILWAYS. 
 
 GUAI!.l.NTl!E 
 
 East Argentine. 
 Buenos Aires and Pacific . 
 Great west Ara;entine. 
 North west Argentine. 
 Villa Maria and Riifino . 
 San Ori.stobal to Tiicuraan. 
 North East Argentine. 
 Transandine .... 
 Bahia Blanca and North 
 
 west rn 
 
 Central Cordoba (Northern 
 
 Section) 
 
 160.000 
 G91.3<J<) 
 513 500 
 152 20() 
 2-20 840 
 .360.000 
 84().9«) 
 124.000 
 
 242.2C0 
 885.000 
 
 3.695.940 
 
 .834 4.773.4-40 
 .429 13.425.439 
 .42G 975.251 
 .700 3.302.740 
 .377 3.041.799 
 .85(1 6 426.000 
 .429 10 032 346 
 .6731 3.803.452 
 
 19.297 
 22 896 
 
 4.073.733 
 29 26.>.411 
 
 80(;i7.(;il 
 
 7"/„ 
 5o/„ 
 
 5 "/o 
 
 6 ».„ 
 
 7 "■;;, 
 
 5"/u 
 
 334 
 939 
 
 698 
 165 
 236, 
 
 321, 
 601. 
 206 
 
 .141 
 780 
 267 
 137 
 508 
 300 
 941 
 241 
 
 233.687 
 
 4.81)6.105 
 
 RAILWAYS BELONGING TO THE XATLOa. 
 
 YEAR 1892. 
 
 R A I L W A r S . 
 
 iAi'iT.\r, 
 rs )i'oi, I, .\jis. 
 
 Anrline 
 
 Central Northern . 
 Chumbicha to Catamarca 
 Deam Funes to Chilecito. 
 First Eutre liios . 
 
 254. nOD' .;1.12;].CU8 
 
 ;.}!rr.suo 
 
 •J8'.l.(i0l,l 
 
 '.i.(;oo 
 
 1.UJ7.000 
 
 la. (523.904 
 
 2.219.220 
 
 11.804.490 
 
 14S.435 
 
 31.919.719 
 
— 2.54 — 
 
 The 397.6S-i.5',};J dollars whicli rcpreseuh the total of the 
 Ar<j;eiitine llaihvays are distributed as follws: 
 
 Railways belonging to the Nation . Dollars 31.919.719 
 
 Do. do. guaranteed by the Nation . " 80.559.519 
 
 Do. do. belonging to provinces . . " 18.233.597 
 Do. do. of private ])ropeity ... " 2G6.971.758 
 
 Total Dollars 397.684.593, 
 
 Tlie gross receipts of all the Railways to l.'^' January 
 1892 amounted to 55.417.557 dollars, as follows: 
 
 National Railways Dollars 972.175 
 
 Provincial do " 2.964.075 
 
 Railways guarenteed by the Nation. " 8.430.243 
 
 Private Railways /' 43.051.062 
 
 Total Dollars 55. 417.. 557 
 
 The working expenses of all the lines to the same date 
 amounted to 37.852.768 dollars; as follows. 
 
 National Railways 1.475.974 
 
 Provincial do 2.563.940 
 
 Railways guaranteed by the Nation . . . 8.658.477 
 
 Private Railways 25.154.377 
 
 37.C52.7G8 
 
— ynrs — 
 
 Tlie profits and losses iu the year 1S91 amounted to 
 19.028.853 dollars, distributed as follows : 
 
 ■ PIIOFIT.S 
 IN D0LL.4US 
 
 LOSSKS 
 IX DOLL.^BS. 
 
 Xatloual Raihvay.s 
 Provincial do. . 
 Guaranteed do. 
 Private do . 
 
 503.7791 
 400.135 
 
 17.S9(;;.C.85: 
 
 18.S0O.G19 
 
 22S.2.34 
 
 228.234 
 
 According to the Office of Accountancy and Control of 
 the General Direction of Railways, the Guaranteed 
 Companie.s, in the year 1391, owed the Goverament for 
 guarantees considered to be unduly jjaid the sum of 
 4.087.389 dollars, distributed among the Companies as 
 follows: 
 
 Buenos Aires and Pacific 
 Central Cordoba - Central Xor 
 Great West Argentine . 
 Transandine ..... 
 Xorth East Argentine . 
 San Cristobal to Tucuman 
 Nortli AVest Argentine. , 
 Villa ]Maria and Rufino 
 Bahia Blauca and North AVester.i 
 
 thorn Sect 
 
 1.5S4.G72 
 
 1.095.503 
 
 1.318.137 
 
 15.220 
 
 34.098 
 
 2.081 
 
 2.813 
 
 10.789 
 
 24.070 
 
 $ 4.087.389 
 
— 25G — 
 
 COMPARATIVE STATEMENT OF THE 
 IN TKE YEARS 1S88 
 
 RAILAVAYS. 
 
 Audine 
 
 East Argentine 
 
 Buenos Aires and Rosario . 
 
 Buenos Aires and Ensenada . 
 
 Buenos Aires and Pacific. 
 
 Babia Blauea North Western 
 
 Central Entre-Rios . . . . 
 
 Central Cordoba . . . . 
 
 Central Cord. : Cent. N. Section ( 
 
 Central Northern . . . ( 
 
 Central Argentine . . . . 
 
 Chumbicha to Catamarca . 
 
 Chub at Central 
 
 Dean Funes to Chilecito . 
 Argentine (jreat AYestern. 
 Great South. ofS'ta Fc & Cord. 
 Ai'gentiiie North Western iTu- 
 
 cumiin to La Madrid) . 
 Do. do. I A'. Mercedes to LaRiojai 
 Buenos Aires Northern 
 Argentine North Eastern . 
 Buenos Aires AVestern . 
 Santa Fe Western. 
 1st Enti-e-Rios .... 
 Santa Fe Provincial . 
 rircat Southern. 
 San Cristobal and Tncuman 
 
 Transandine 
 
 Villa Maria and Rufiao . 
 
 STOL'K AT 31*' I)E- 
 f'BMBKB 1SS8, 
 
 13l 16 121 
 
 10 22! 188 
 
 571 60 j 2434 
 
 18 41 1 600 
 
 25 431 499 
 
 STOCK AT 31*'. DB- 
 CEMBliR lyS9. 
 
 20 182: 9 
 
 —I 10 
 I I 
 
 90| 12101 94 
 
 38! 151l' 84 
 
 121 
 217 
 3177 
 724 
 989 
 
 196 
 181 
 
 1454 
 
 44 
 43 
 
 20 
 20 
 
 122 
 
 58 2038 
 7| 79 
 G 59 
 
 48l 371 315 
 
 7 1 12' 206 
 15 45 279 
 
 94 2788 
 
 19 
 
 2 
 
 68 
 
 184 
 
 124 
 
 186 12 
 
 17 3 
 
 486 36 
 
 3426114 
 
 Totals 5801491 144487511 1115 19496 
 
 40 
 
 12 
 61 
 
 206 
 
 21 
 
 2 
 
 75 
 
 255 
 
 654 
 
 206 
 370 
 
 3758 
 
 225 
 
 17 
 
 533 
 
 4498 
 
ROLLING STOCK OF THE E AIL WAYS 
 1889, 1890 AND 1S91. 
 
 
 — 
 
 
 ■ 
 
 
 — 
 
 
 'I'UT. 
 
 h IN 
 
 JHK.ISK 
 
 STOCK AT 
 81'*f.DKCEMBEItl890 
 
 STOCK AT 
 31"'. UKCEMBKR 1S91. 
 
 ISCRKASK 
 DrRIXG 1891. 
 
 KKOM 1". . 
 
 1888 TO 
 
 nKCKMBK.n 
 
 ANt'AT'.Y 
 3^'. 
 1891. 
 
 
 ^ 
 
 
 S 
 
 . 
 
 •^. 
 
 ?: 
 
 '^ 
 
 ■ 
 2 
 
 i 
 
 i 
 
 V. 
 
 3 
 
 i 
 
 T, 
 
 ^ 
 
 ^ 
 
 IG 
 
 16 158 
 
 16 
 
 16 
 
 158 
 
 ~z 
 
 ._ 
 
 _ 
 
 3 
 
 
 37 
 
 10 
 
 24 
 
 287 
 
 14 
 
 27 
 
 285 
 
 4 
 
 3 
 
 _ 
 
 4 
 
 5 
 
 97 
 
 97 
 
 116 
 
 4104 
 
 106 
 
 142 
 
 4536 
 
 9 
 
 26 
 
 432 
 
 49 
 
 82 
 
 21<'i2 
 
 24 
 
 52 
 
 921 
 
 26 
 
 58 
 
 1031 
 
 2 
 
 6 
 
 110 
 
 8 
 
 17 
 
 431 
 
 41 
 
 53 
 
 1145 
 
 41 
 
 55 
 
 1151 
 
 _ 
 
 2 
 
 6 
 
 16 
 
 12 
 
 652 
 
 — 
 
 
 — 
 
 15 
 
 8 
 
 252 
 
 15 
 
 8 
 
 252 
 
 16 
 
 8 
 
 2.";2 
 
 19 
 
 26 
 
 272 
 
 19 
 
 26 
 
 272 
 
 — 
 
 — 
 
 — 
 
 10 
 
 6 
 
 ! K 1 
 
 10 
 
 21 
 
 914 
 
 10 
 
 20 
 
 1016 
 
 — 
 
 — 
 
 102 
 
 10 
 
 20 
 
 1016 
 
 74 
 
 99 
 
 1313 
 
 89 
 
 92 
 
 1313 
 
 15 
 
 — 
 
 — 
 
 30 
 
 22 
 
 466 
 
 20 
 
 45 
 
 363 
 
 38 
 
 55 
 
 587 
 
 IS 
 
 10 
 
 204 
 
 18 
 
 35 
 
 204 
 
 107 
 
 138 
 
 2430 
 
 139 
 
 163 
 
 3532 
 
 32 
 
 25 
 
 1102 
 
 59 
 
 80 
 
 1742 
 
 4 
 
 7 
 
 79 
 
 5 
 
 8 
 
 77 
 
 1 
 
 1 
 
 — 
 
 5 
 
 8 
 
 77 
 
 3 
 
 6 
 
 59 
 
 4 
 
 6 
 
 59 
 
 1 
 
 — 
 
 — 
 
 4 
 
 6 
 
 59 
 
 _.. 
 
 — 
 
 — 
 
 3 
 
 15 
 
 413 
 
 3 
 
 20 
 
 413 
 
 3 
 
 15 
 
 413 
 
 58 
 
 49 
 
 715 
 
 58 
 
 49 
 
 728 
 
 — 
 
 
 13 
 
 10 
 
 12 
 
 413 
 
 21 
 
 6 
 
 347 
 
 21 
 
 8 
 
 586 
 
 — 
 
 9 
 
 239 
 
 21 
 
 8 
 
 586 
 
 13 
 
 12 
 
 206 
 
 13 
 
 12 
 
 371 
 
 
 
 
 
 165 
 
 6 
 
 
 
 Km 
 
 2 
 
 6 
 
 54 
 
 4 
 
 6 
 
 54 
 
 2 
 
 — 
 
 - 
 
 4 
 
 6 
 
 54 
 
 3 
 
 4 
 
 50 
 
 10 
 
 16 
 
 176 
 
 7 
 
 12 
 
 126 
 
 10 
 
 16 
 
 176 
 
 148 
 
 206 
 
 36Sy 
 
 148 
 
 160 
 
 3688 
 
 — 
 
 — 
 
 — 
 
 54 
 
 66 
 
 90(_> 
 
 15 21 
 
 272 
 
 15 
 
 22 
 
 271 
 
 
 1 
 
 — 
 
 3 
 
 3 
 
 85 
 
 3 2 
 
 17 
 
 3 
 
 3 
 
 17 
 
 — 
 
 
 _ 
 
 1 
 
 1 
 
 — 
 
 413 80 
 
 683 
 
 53 
 
 107 
 
 924 
 
 10 
 
 27 
 
 241 
 
 24 
 
 39 
 
 4;J8 
 
 149 282 
 
 5856 
 
 183 
 
 234 
 
 6967 
 
 34 
 
 — 
 
 nil 
 
 86 
 
 50 
 
 3.541 
 
 _ 
 
 
 -- 
 
 12 
 
 27 
 
 421 
 
 12 
 
 27 
 
 421 
 
 12 
 
 27 
 
 421 
 
 — 
 
 — 
 
 -- 
 
 3 
 
 7 
 
 128 
 
 3 
 
 7 
 
 128 
 
 3 
 
 7 
 
 128 
 
 — 
 
 ~ 
 
 ^ 
 
 9 
 
 12 
 
 189 
 
 9 
 
 12 
 
 189 
 
 9 
 
 12 
 
 189 
 
 880 
 
 1271 
 
 2ym3 
 
 1057 
 
 r354 
 
 29182 
 
 177 
 
 189 
 
 5^2^54 
 
 477 
 
 563 
 
 14734 
 
258 — 
 
 LIST OF EOLLESTG STOCK OF THE ARGENTINE EAIL 
 
 RAILAVAYS. 
 
 KILOMETERS. 
 
 Andine 
 
 Eaat Argentine 
 
 liuenos Aires and Rosario . . . 
 Bueuos Aires and Enaenada. . . 
 liuenos Aires and Pacific. . . . 
 IJaliia Blaiica and North Western. 
 
 Central Entre Rios 
 
 Central Cordolia (Cent. \ort. Sect.) 
 
 Central Northern 
 
 Central Ari^entine 
 
 Chunibiclia and Catamarca . . . 
 
 Central Clinhut 
 
 I>ean Fiines to Chilecito. . . . 
 
 tfreat West ,\rt^entine 
 
 Ureal Southern of y. Fe and Ctird. 
 North West Arg, ;Tuc. to La Madrid) 
 North West Arg. (\. Merc, to Rioja) 
 
 Nortli East Argentine 
 
 AVestern of Buenos .\ire3. . . . 
 
 "Western Santa-Fe 
 
 First Entre-Rios 
 
 Provincial of 8anta F^ , . . , 
 
 Southern ■ . . 
 
 San Cristiihal to Tucumaii . . . 
 
 Trasandine 
 
 Villa Maria and Rutino . . . . 
 Central Cordoba 
 
 18SS 1SS9 1S90 1801 
 
 ">86 
 
 '£A 
 
 2r,4 
 
 160 
 
 IBI) 
 
 Mi 
 
 145!) 
 
 )im 68i 
 
 Ill iSi 
 
 e85 
 
 B83 
 
 ■287 
 
 2S7 
 
 
 884 
 
 
 22H 
 
 
 927 9C0 
 
 — 
 
 66 
 
 — 
 
 70 
 
 .■ii:i 
 
 .il.t 
 
 — 
 
 3111) 
 
 151) 
 
 16S 
 
 — 
 
 86 am 
 
 — 
 
 240 <Hiii 
 
 — 
 
 1022 115 
 
 211 
 
 211 
 
 1.. 
 
 10 
 
 HUB 
 
 813 
 
 1351 820 
 
 1331 820 
 
 - 
 
 210 
 
 1S8S\ 1889 ISOO 1891 
 
 ISO 
 U.-ifl 
 14;i 600 
 68S 
 
 aw 500 
 
 til 2 900 
 
 884 
 
 168 I 
 
 86 m)[ 
 
 210 00:i 
 
 541 
 
 211 
 
 10 
 
 llflD 
 
 lo03 
 
 171 .500 
 92 020 
 
 220 
 
 210 
 
 0.060 
 0.U32 
 
 ir5ilons;i 0.063 
 
 iiK2|ii.iKi2 0.087 
 116 0.IIH7 0.07b 
 0.215 0.178 
 0.060,0.060 
 — 0.073 
 0.066 
 
 0.083 0.100 
 0.088 O.OflS 
 0.116 0.121 
 0.09110.07.") 
 0.013 0.047 
 
 — I 0.0.56 
 0.113|0.113 0.113 
 
 — 0.0.0 0.070 
 131 io.07l!o. 073, 0.073 
 
 — iO.023'0.046 
 0.013 n.O'il 
 
 1.093 
 
 o.n 
 
 0.' 
 
 171 
 
 0.'-i03| 
 0.045; 
 0.0481 
 
 -f/ 
 
— 259 
 
 AVAYS DURING THE YEARS 1888, 1889, 1890 AND 1891. 
 
 CARRIAIIE.S. SLEEPlNG-COAaiES. 
 
 BRAKE VAXS. 
 
 WAOO.N-S. 
 
 J88S 
 
 1S8S 
 
 iSSO JS91 
 
 JSSli 
 
 1SS9 
 
 7690 
 
 1S91 
 
 1S8S 
 
 1880 
 
 1890 
 
 19 1 
 
 1888 
 
 1889 • 1890 
 
 1891 
 
 o.nsi 
 
 '>.()o^ 
 
 0.055 0.05." 
 
 0.01 i 
 
 O.OIl 
 
 0.007 
 
 0.007 
 
 o.o:ii 
 
 0.0.91 0.035 O.0.15 
 
 0.445 0.415 0.58610.586 
 
 II.I3T 
 
 O.ISt 
 
 o.ioo:o.it)S 
 
 
 
 
 
 
 
 
 
 0.(«1 
 
 0.031 O.03ro.ll31 
 
 1.144 1.32.'i 1.702 1.7.5) 
 
 D.nill 
 
 ll.U'l 
 
 0.031 ().()9I>]0.0'.S 
 
 0.02ft 
 
 0.01^ 
 
 o.ou 
 
 0.0.54 
 
 0.18s 0.034 II. (Nl 
 
 1.374 .■•...■;',7'-.'.779 :i.ri2:; 
 
 II.HHJ 
 
 0.41.-. 
 
 (l.4H"|(l Kill — 
 
 — 1 — 
 
 . — 
 
 0.075 
 
 0.227 0.2^2 ".2i:i 
 
 ;;.r,i'i h.cm 7.'iiiii i,.f«ri 
 
 (l.l)Kl 
 
 U.IIHI 
 
 II. (Willi. 08« O.004 
 
 0.004 
 
 0.01> 
 
 o.oia 
 
 0.029 
 
 0.(12!) 0.1157 d.ii.".:. 
 
 ii.^'Ki i.iiii i.i;i:,,i.,;L>i 
 
 — 
 
 
 — 
 
 — 
 
 — 
 
 — 
 
 — — (' ij>;i 
 
 — 
 
 — - 1 1 . JO- 1 
 
 n.ii;i 
 
 (1.7(11] (i.llliol 1 — 
 
 _ 
 
 — 
 
 — 
 
 0.021 
 
 0.02H ii.ii:!l -- 
 
 ().li2X 
 
 (I.O(ir)iU.9lfi 
 
 
 
 
 lo 0114 '11.104 
 
 
 (Mtn 
 
 ().(il5 
 
 
 
 - (l.dlO 
 
 
 
 1 387 
 
 1 .340 
 
 
 ,il.l4i 0.138; 
 
 
 01 :i 
 
 013 
 
 
 (I.II14 (l.llK-< 
 
 
 1.2iO 
 
 1.35;i 
 
 
 o.i:i;( 0.142 
 
 
 
 — 
 
 'i.oii; 
 
 O.Olf) 
 
 
 
 — ().ii!)i:(i.(i;i(i 
 
 
 
 
 
 ? 528 
 
 3.1J0I 
 
 — 
 
 — O.IOfi 0.121 
 
 
 
 — 
 
 — 
 
 — 
 
 — 
 
 — O.04:i|i).045 
 
 — 
 
 — 
 
 1.151 
 
 1.1.51 
 
 — 
 
 — iO.OSfi 0.03S 
 
 — 
 
 — 
 
 — 
 
 — 
 
 
 
 — 0.02!) 10.029 
 
 — 
 
 — 
 
 0.800 
 
 0.814 
 
 — 
 
 — 
 
 - o.oeg 
 
 
 
 — 1 — 
 
 — 
 
 . 
 
 — — 10.031 
 
 — 
 
 — 
 
 — 
 
 1.743 
 
 0.1170 
 
 0.070 
 
 0.08(j 0.081) 
 
 0.00:2 
 
 o,oio;o.oio 
 
 0,1)10 
 
 0.033 
 
 o.(Ki n ii's'ii (iH^i 
 
 1.583 
 
 1.191 
 
 1.325 
 
 1..3.50 
 
 — 
 
 — 
 
 O.()-20 0.026 
 
 — 
 
 — 
 
 — 1 
 
 — 
 
 — M,ii:;:i m.iijii 
 
 
 
 - 10.123 
 
 i.'i3y 
 
 il.iSl 
 
 0.08U 
 
 0.(j75|0.«7."i 
 
 - 
 
 — 
 
 _ 
 
 
 0.11,1 
 
 0.(14" li. I-'; ".'.-,h: 
 
 t 84fi 
 
 1. 33411. 101 
 
 1 IMI 
 
 — 
 
 — 
 
 O.ORll O.OfiO 
 
 
 — 
 
 — 
 
 
 — 
 
 — M 1) ;i 1 (1 ii;;.'i 
 
 
 
 — 0.500 
 
 
 — 
 
 — 
 
 O.OlSlO.OHfi 
 
 — 
 
 — 1 
 
 — 
 
 — 
 
 — 
 
 — 11.11 i!i II mii 
 
 — 
 
 — (I.2(«l 
 
 0.087 
 
 — 
 
 — 
 
 !I.I7!liO 2S1 
 
 
 1 
 
 ).(I10 
 
 0.013 
 
 
 ii.m:i:i ii.lsii 
 
 
 .^.482 
 
 ()..';;ii"i 
 
 i;.ci!i(i 
 
 O.IIIO 
 
 9.1(K),O.0!)9 
 
 — 
 
 1 
 
 
 
 
 
 0.IB8 
 
 ■),ia< n.ll|:> 11.(14;) 
 
 1 81X 
 
 0.843ll.24(j 
 
 1.211 
 
 ii.iOJ 
 
 l.alll 
 
 1.200 [0.200 
 
 — 
 
 — 1 
 
 
 
 
 
 O.IOJ 
 
 j.iiM ii.siiii ii.sdo; 
 
 .filKl 
 
 l.liOOlO.goi) 
 
 90iJ 
 
 il.Ufi 
 
 0.)(J7 
 
 l.0f)8 
 
 0.091) 
 
 — 
 
 - 1 
 
 — 
 
 — 
 
 0.038 
 
 5.03(1 
 
 0.028 0.0281 
 
 ).7!i3 
 
 :j."24 O.SlO 
 
 0.8>ifi 
 
 ii.iue 
 
 U.14B 
 
 1.145 
 
 0.109 
 
 0.029 
 
 ).04h; 
 
 )MA'J 
 
 ;).o40 
 
 ^.074 
 
 ).082 
 
 o.om 
 
 118 
 
 2,4(!4 
 
 3.240 4.236 
 
 4.323 
 
 _ 
 
 _ 
 
 — 
 
 0.157 
 0.007 
 
 ~ 
 
 — ! 
 
 z 
 
 — 
 
 z 
 
 z 
 
 z 
 
 0.122 
 O.OOk 
 
 — 
 
 
 2.339 
 1.217 
 
 — 
 
 — 
 
 — 
 
 O.O.H 
 
 — 
 
 — 1 
 
 — 
 
 — 
 
 — 
 
 — 
 
 — 
 
 0.045 
 
 — 
 
 — — 0.813 
 
 
 ~ 1 
 
 U.IUO 
 
 0.093 
 
 .1- 
 
 " ! 
 
 ~ 
 
 ~~ 
 
 ~ 
 
 ~ 
 
 U.US8 
 
 0.039 
 
 - - U.314U.800 
 
The Bra^^ilian Republic. 
 
CHAPTER III. 
 
 THE RAILWAYS OF BRAZIL 
 
 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 comitries have given their pi'eferential 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 commerce, 
 to organize with regularity the functions of the public 
 administration, and what is more, to solidify the political 
 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 fi-ontiers of neighbouring nations} 
 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 h.is the 
 sup])ort and co-operation of all good citizens. 
 
— 204 — 
 
 The railways already made are divided into three groups 
 that we may call: Th3 Northern; The Central; and the 
 Soutliern. — The first is laid in the States of Eio Grande 
 del Norte; Parahiba; Peraarabnco; Alagoas; Sergipe and 
 Baliia. The second in the States oi' Minas Geraes, Rio 
 Janeiro and San Paulo; and the third in the State of Rio 
 Grande do Sul. 
 
 In each ono of these nuclei of railway networks, the 
 lines generally are of local importance and of one meter 
 gauge, although, however, some by the conditions and 
 dii'ection ai^e destined to serve the general public traffic, 
 among which we might cite the line from Recife to San 
 Francisco, in the future it would have when incorjjorated 
 with the Inter-Oceanic line in the State of Pernambuco; 
 the Central Brazilian Railway; the Santos and Juudiahy 
 Railway; and the principal line of Mog5'aua in the 
 extensio;is 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 known as of international 
 character we should mention that of Santos, that fi'om San 
 Francisco to the Parag'iayan 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 find the law Ox 
 October SP' 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 
 1830 and later o.i was cancelled. 
 
— 2G5 — 
 
 Following the interesting review on the Brazilian railways 
 by that distinguished engineer Fernandez Pinheiro in his 
 work "Le Bresil" published in 1889 by Santa-Anua Nery, 
 Ave see that up to the year 1852 the problem of railway 
 construction was wrongly based and wa'3 only manifested 
 by the slow progress made i.i the public opuiion because 
 not a single rail was laid. As in all parts in the early daj-s 
 o^^ 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 transportatioa 
 was the most sure method of advancing the countrj'', and 
 for these reasons should rot 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 gaiued ground, 
 especially when supported by patriotism, this first indecision 
 was speedily overcome; it was recognized that the lir<;t 
 railways could not be obtained without the material 
 assistance of the Nation, apd that the simple leave to construct 
 and work them was not sufficient except Avhere the industry 
 is powerful and the cu Itivraion of the soil Ls very advanced, 
 conditions that were not found in a new country like Brazil. 
 
 The necessity for a National guarantee was thereupon 
 recognized and the jn-qject of the law thus based was 
 presented to the Brazilian Parliament and voted by the 
 Legislature in 1852 . 
 
 The decree N". 641 of June 2C"' 1F52 that promulgated 
 
— 2(56 — 
 
 this law markeil tlio real point of departure of tlio iron 
 network of Brasil. By tliat law the (Jovernraent \s-ere 
 authorized to concede certain favours, notably the guarantee 
 of interest to the lino that ran from the Cai)ital of the 
 Empire crossing tlio Province of Rio Janeiro to unfold 
 itself in Minas Geraos and San Paulo. 
 
 At Ihe 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 groat principle thus founded on a proper footing 
 could do not otherwise than acliieve success and the 
 Ministrj^ and ]jegislaturo of 1852 deserve the thanks of the 
 Country. 
 
 The Company of the Recife and San Francisco Railways 
 (decree N". 1291) of December 19"' 1853 1; the Bahia- 
 Alagorinhas C" (decree of December 19"' 1853V, 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"' 1856i were the fir.st fi-uits of the law 
 of 1852. Of those 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, 
 enjoying no guarantee or subvention (concession of the 
 province of Rio Janeiro dated April 27 in 1852 ) showed 
 that if State helj) wore necessary for large linos, for the 
 small ones private intluonce and aid were suti'icient, and 
 that the latter arc . only possible there where a paying 
 traffic is to be found from the beginning, in order not 
 to absorb the State funds which ai'e necessar}'- for the 
 larger Companies. To the above mentioned small railway. 
 
— 267 — 
 
 then called the Maua Railway and 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, 5.4:02 
 under construction, 5.175 surveyed, 4.414 being surveyed, 
 and 1.3.826 kilometers yet to be surveyed, when the 
 principal lines are being prolonged towai'ds 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 fertility, tlia 
 Brazil will gratefully repeat the names of her first ' great 
 railway pioneers: Dom Pedro 11 who, from the very first, 
 never ceased to give his constant and decided assistance 
 to the great cause: Irineo Evangelista de Sousa, Visconde 
 de Maua, the first to work a railway in Brazil; Luis; 
 Pedreira do Conto Ferraz, Visconde de Bom Retiro, who 
 had the honor of drawing up regulations for this great 
 and growing industry, imposing the necessary conditions 
 of safety and cai'e so that it should not degenerate into 
 inconsistencies, nor fall into the dangers of inexperience; 
 Cristiano Benodicto 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 i-ailways, which was then 
 in the hands of foreigners, to native engineers, thus opening 
 a ■wide field to the Brazilian engineers: Bento Sobragy, 
 Olivera — Bulhoes, Ferreira Ponna, 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, w orth}' of respect and 
 respeeted . 
 
 1 1 view of the enormous size of Brazil and 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 imjjorting commerce of the interior of the country 
 affording au easy exit through its principal ports, which 
 ju the Northern district are, : — Pernambuco and Bahia ; 
 in the Centsr district: Victoria, Rio de Janeiro and Santos; 
 and in the Southern: the mouth of the River (Irande del 
 Sul, its only exit to the Atlantic (.)c3au, aud which is 
 very badly qualified to serve the commerce of that State, 
 whose wants are chiefly supplied through the port o'^ 
 Montevideo and thosa of the River Uruguay i Sixlto and 
 Concordia. ) 
 
 Th3 populatioii of Brazil, already som3 15.503,033 souls, 
 its enormous products and commerce, show the necessity 
 for rapid au""! cheap communication between its States, 
 and the inter-union of these tliree iiidopeadent .sj'-stems of 
 railways; and to gain this end, which will be of the 
 greatest importance for Brazil, fT many reasons, the Public 
 Powers are allying themselves with ])rivat3 enterprise. 
 
 On the 1^'- of January 1892 the total length of the lines 
 in Brazil to which coacessions have been granted was 
 ii9.'J84 kilometers — 0.67 meters, distributed as follov.-s: 
 
— 269 — 
 
 Working . . . 10.280 kilom. 420 met: 
 
 In construction. . 5.. 33.3 " 800 " 
 
 Surveyed . . . 7.7GS " 943 '• 
 
 Being surveyed . 4.414 " 277 " 
 
 To be surveyed. . 12.186 '• 627 " 
 
 89.984 kilom. 067 met: 
 
 These, as a rule, have a single ti-ack, and the greater 
 part of them are of 1 meter gauge. 
 
 E.xcept for one short line in the State of Pernambuco 
 called the Recife— 01 inada — Beberibe Railway and which 
 is 1 m. 4(1 cm. between the rails, the broad gauge is 
 1 m. <30 cm. The first four concessions granted iu 
 accordance with the law of 18.j2 are the onl^' lines existing 
 in Brazil which are of this gauge, as, iti later concessions, 
 the I 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 I m. 
 60 cm. gauge, and from thence ou towards San Francisco, 
 the State has constructed 14() kilometers 420 meters of 
 line of 1 meter guage; — of the line from Bahia to San 
 Francisco onl}'' 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 coi^structed, for the account 
 of the State, of 1 meter gauge ; the Central Brazilian line 
 I formerly called the Pedro II i which runs towards San 
 Francisco ou the one hand anil on the other along the 
 Parahiba towards San Paulo has been constructed for 72.j 
 kilometers of 1 m. 60 cm. gauge, and I'rom the stations 
 Lafayette and Cachoeira towards the River San Francisco 
 
— 270 — 
 
 and San Paulo respectively, of one meter gauge; lastlj-, 
 the line from Santos to Jundiahy and its prolongation/ 
 built by the 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 4.00 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 lin those 8 kilometers traction is performed by 
 a cable worked from fixed enginesi, 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 2.5 and 20 
 per 1000. 
 
 In the early days of railways, Brazil, like other countries, 
 paid its tribute to inexparience, bj' 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 4.0 meters radius. 
 
 Curves of such small radius have not, however, a very 
 
— 271 — 
 
 prejuclicial effect on tlie permaneat way, nor on the safety 
 of the traffic, thanks to the class of rolling stock used 
 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 
 ill front; and waggons and carriages mounted on bogies 
 which allow of long bodies and greater commodity for 
 passengers. 
 
 As we have already said, the greater part of the 
 Brazilian Railways have been constructed on the narrow 
 gauge, and the 10.280 kilometers open to pubUc service 
 up to the l'*' of .January 1892 are distributed as regards 
 
 >'es. 
 
 in 
 
 th 
 
 B 1 
 
 ollowmg 
 
 manner 
 
 
 
 
 Gauge 
 
 of 
 
 m 66 . 
 
 
 139 km. 
 
 500 m. 
 
 a 
 
 
 u 
 
 
 
 ni 76 . 
 
 
 377 
 
 u 
 
 000 « 
 
 u 
 
 
 u 
 
 
 
 m 95 . 
 
 
 53 
 
 ^ 
 
 000 " 
 
 u 
 
 
 u 
 
 1 
 
 m 00 . 
 
 
 7.937 
 
 u 
 
 634 " 
 
 a 
 
 
 " 
 
 1 
 
 in 10 . 
 
 
 407 
 
 u 
 
 289 " 
 
 
 
 u 
 
 1 
 
 m 40 . 
 
 
 12 
 
 - 
 
 000 " 
 
 a 
 
 
 " 1 
 
 Total 
 
 m GO . 
 
 
 1.353 
 
 •' 
 
 997 " 
 
 
 10.280 ] 
 
 im. 
 
 420 m. 
 
 The question of the gradients naturally entails a less 
 return from the eugiue, which is inevitable, either because, 
 as often happens, it is impossible to work in any other 
 wa}', or because the state of the Company's fands 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 V 1803, 
 including preliminary expenses, expropriations, installations, 
 
fixed and moveable stock, buildings, shops and tools may 
 be estimated at 305. 59G, ItlOdollars distributed as follows: 
 2741 kms. 080 m. property of the State 110.501.052 dollars 
 5649 •• 239 •' " of Companies 
 
 with State guarantee 1(30.961.566 " 
 1886 '• 801 " property of Comp'ies 
 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 95.364 a 9652 to dollars. 
 
 Taking rd! 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 ])roduced B, 4, 5, 7, 10, and up to 14.9 per cent. 
 
 But let us consider only the average rate of profit 
 viz 3.69 "o returned liy the railways whoso receipts 
 already cover their working expenses: "is it not true that, 
 ]iutting oil one side the well being and industrial and agri- 
 cultural development afforded to a country hj' railways, this 
 is sufficient!}' stimulating, when we consider that in new profit 
 countries raik.vays must at first pass through very difficult 
 times? " 
 
 The princi])les Vidiich should govern the construction of 
 railways in Europe differ very greatly from those affecting 
 the same question in the new countries of Amei'ica. 
 
 In the first instance, the railwaj^ goes to meet an already' 
 assured trafiic, and if good profits are not realized from 
 the very beginning, the undertaking is a jjoor 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 the 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 raik.vaj' 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 lines have already passed through 
 this psriod, a proof of v/hich are the profits we have 
 above (|uoLed. 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 
 rlifferent to that governing the construction of railways in 
 Brazil and the other States of this Continent. 
 
 In such circumstances, the average figure that v.'e have 
 above quoted, is nothing more than the speculative outcome 
 of statistics. If we wish to study the financial side of the 
 Brazilian railv,-ays and gain an idea of their past, present 
 and future, it ^y'Ai 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 specia' 
 w.^rk 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 executioii of the 
 works ; it v.'ill then be necessary to take into account the 
 action of time, the development of the district ti'aversed 
 
— 274 — 
 
 and in vi-hat manner it has responded to the liopes based 
 on it. 
 
 In this task we must lay aside the general importance of 
 the lines in combination to give our attention to each line 
 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, aud others are still passing 
 through troubles and will continiie 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 well by 
 anticipating the future in the construction of its railways. 
 
 Principal Railways in a PR0srER0u.s 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 Brazilian 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 pi-actical was 
 done and the time was lost in attempts to float companies, 
 granting and extending useless concessions, until the law 
 of June 26"> 1852 with a State guarantee of interest put 
 a new face upon the question. 
 
 It was at the same time necessar}^ to overcome no 
 
 d) In the numeration we will adopt the same order as that of 
 the distinguished Brazilian engineer Sr. Fernandey. Pinheiro in the 
 worlc which we have already mentioned Sta Anna Nery 1889. 
 
— 275 — 
 
 small difficulties iii 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 oil 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. 
 
 Iq 1865 the line was open for IS'.i 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 Januaiy 
 I'" 1892 the Vii] kilometers received from the old company 
 had reached an extension of 1118 kil. 771 m. open to traffic 
 as follows : 
 
 (li Main Line from the Capital to Lafayette 
 
 (guage 1.60 m.") 
 
 Branches: (a) from Gauiboa to Caes 
 
 " ( b ) " Campiiiho. 
 
 " (ci " Santa Cruz 
 
 " (d) " Macacos . 
 
 ''■ (e) " San Paulo 
 
 « (f) " Port Niceres de Cunlio 
 
 462K.290 m. 
 
 1 " 123 " 
 
 1 " 524 " 
 
 34'' 090 " 
 
 4 "929 '• 
 
 157 " 198 '• 
 
 63 "764 " 
 
 724K.918 m. 
 
— 276 — 
 
 (*2) Main line fiom Lafaj^ette to Sahara 
 
 (gauge Ira.) 120K 402 " 
 
 Branches: (g) from San Panlo to Cachoeira. 231.000 " 
 
 " (h) " Onro Preto .... 42.451 " 
 
 1118k. 771m. 
 
 The prolongation of this line runs in the direction of 
 the River Sa'.i Francisco descending the valley of the river 
 Velhas; at present the section as far as Santa Lucia should 
 be completed, and the constrnction of the extension of 60 
 kilometers from there in the direction of Curvello, the 
 plans for which Avere approved on May 6"' 1892, should 
 be already in hand. 
 
 The line 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 Miuas Geraes. 
 
 Oa 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. 2.'37 meters, 
 bored at an altitude of 4(50 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 seooad system a third sti'ikes off at 200 
 kilometers distance and forms part of the main trunk 
 line running princijjally across the 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 
 bi'idges over the Parahiba which is crossed several times. 
 <_)n the central trunk line, after a very difficnlt section to 
 the foot of the Mantlqueira 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 earthworks and really 
 notable works of art are met with. It may be said that 
 in the whole length of the Central Brazilian Kailwaj' 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, and 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 18!J2 the capital employed in 
 the line opened to public service, was distributed as 
 foUov.'s : 
 
 1 meter GO fjaiu/es. 
 
 U^* Section 
 
 2nd a 
 
 Central line'Sfd " 
 \4ti. 
 
 (to Lafiiyette) 
 
 $ 4.393.902 
 " 7.651.927 
 " 2.632.83.3 
 " 6.567.058 
 « 10.4:4.70-4 
 
 "Santa Cruz 
 /Mac 
 
 icacos .... 
 Branches . San Pnulo. 
 
 \Puerto Nuevo ne Cnnha 
 Paty del Alfercz . 
 
 666.196 
 
 41.052 
 
 5.739.486 
 
 2.934.531 
 
 6.377 
 
— 278 — 
 
 Stations $ 5- 374.436 
 
 Offices and store in Sau Diego . . . . " 656 . 330 
 
 Engineers office in Town " 1.083.730 
 
 Engine house in tlie Eutre-iiios and S. 
 
 Julian Bar " 321.730 
 
 Eolliug Stock '^5.881.288 
 
 Furniture and tools " 314.523 
 
 Sundries " 162.839 
 
 Pintsch gas lighting ......." 74 . 403 
 
 $ 54.977.405 
 
 I meter gauge. 
 
 5"' Section (Lafayette 
 Central line to Congonhas . $ 989 . 575 
 %"• " 4.746.175 
 
 -p. , /San Paulo to Cachoeira " 5 . 461 . 223 
 liranclies .^^^^.^ p^^^^ ..." 2.317.163 
 
 Stations '• 228.419 
 
 Rolling Stock " 150.581 
 
 Animals " 10.046 13.903.18^ 
 
 Total $68,880,587 
 
 The total cost of the of 724.9'^ 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 ^^^ kilometers of 1 
 meter gauge, an average of $ 35.300 per kilometer. 
 
 Rece'rpfs and expeuffes. 
 
 The general receipts for 1891, compared with those of 
 the preceding year show the enormous increase of $ 2.263.345, 
 
— 279 — 
 
 clue to the increase in all traffics, especially ot passengers, 
 
 parcels, coffee and merchauuize. 
 
 The foUov/iug figures give a comparison of the general 
 
 receipts in the years feren^ed to. 
 
 I from traffic . 
 Receipts' '■ rents. . 
 
 I " sundries 
 Fines for infraction of 
 
 contract 
 
 Fines fron employes 
 
 $8,808 49-2$ 6.518.502 
 
 20. 846 I 18.727 
 
 6.431! .50.581 
 
 2.0631 4.460 
 
 I 2.200 
 
 ! S8.S37.832 S 6.5747470 
 
 Increase 
 
 $ 2.292.1071$ 28.792 
 2. 263.. 345 
 
 The working expenses amounted to $ 6.681. l-i7, as show 
 in the followins: statement. 
 
 1891. 
 
 1890. 
 
 INr«R\SK IS 
 
 1892. 
 
 Administration . 
 
 Shops 
 
 Traffic 
 
 Accounts nts'Dept 
 Locomotives . . 
 
 S 71.842 
 
 $ 64.275 
 
 s 
 
 7 . 567 
 
 42.593 
 
 30.821 
 
 
 11.771 
 
 2.289.339 
 
 1.. 505. 584 
 
 
 793.755 
 
 162.893 
 
 133.409 
 
 
 29.489 
 
 2. 234.. 581 
 
 1.538.840 
 
 
 695.740 
 
 1.879 899 
 
 1.741.581 
 
 
 118.318 
 
 $ 6.681.147 
 
 S 5.014.510 
 
 $1 
 
 .676.640 
 
 The increase in working expenses of $ 1.676.(.)-10 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, 231 kilometers long, to the 
 great amount of cargo in the Central, Marittme and San 
 Diego Stations, and to the. extraordinary production of 
 
— 280 — 
 
 coffee, the carriage of wliicli 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 1858, when the line Avas inaugurated : 
 
 
 Kilo- 
 
 
 
 
 "... Ol' 
 
 y K iiis. 
 
 ineter8 
 open. 
 
 RECEIPTS. 
 
 EXPENSES. 
 
 PKOFITS. 
 
 WUIIKINO 
 K.XrEXSKj 
 
 1858 
 
 62 
 
 $ 165.044 
 
 $ 112.252 
 
 $ 52.792 
 
 68.01 
 
 186B 
 
 90 
 
 564.547 
 
 472.814 
 
 91.728 
 
 89 14 
 
 1868 
 
 203 
 
 1.399.627 
 
 685.508 
 
 8i:4.118 
 
 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 
 
 3.581.956 
 
 2.750.054 
 
 .56.56 
 
 1888 
 
 786 
 
 6.865.201 
 
 3.756.922 
 
 3.108.279 
 
 54.72 
 
 1891 
 
 1119 
 
 8.837.8.34 
 
 6.681.156 
 
 2.156.678 
 
 75.59 
 
281 
 
 The foUowiny statemeut will give the number of each 
 class of train ran iii the varioiis sections and branches 
 during the year 1891. 
 
 1 
 
 
 O — CO o 
 
 o o 
 
 CO CO -!tl 
 
 Ol 1 
 
 1 
 
 
 O O) c- o 
 
 1~ o 
 
 l> ■ • 
 
 
 1 
 
 ■OPJJ OJtlQ 
 
 1 ir 
 
 CD CD 
 
 ■* t!( 
 
 d 
 
 
 o 
 
 O O 
 
 o o 
 
 
 
 
 o 
 
 CO CO 
 
 
 
 
 ■SKiilonj^ 
 
 1 1 '^ 1 II 
 
 ■^ -^ 
 
 1 ■* •* 
 
 1 ' 
 
 7) 
 
 
 
 r-A -H 
 
 
 1 
 
 
 
 
 
 
 
 
 — • il 3 CO X 
 
 — O 
 
 — CO q 
 
 CO 1 
 
 
 
 — 1 o c; -H x 
 
 —1 O 
 
 
 
 o 
 
 ^ 
 
 ■ZIUJ ll)UI)g 
 
 1 t~ era o CO 
 
 ■^ -»< 
 
 -r or. 
 
 " : 
 
 
 era CO 
 
 COQO 
 
 
 
 < 
 
 
 
 
 
 
 
 C-. o o 
 
 C-. O 
 
 o lO CO 
 
 Ol 
 
 
 ■oa^n^ 
 
 — O (M 
 
 030 
 
 o ■ • 
 
 
 PQ 
 
 1 m ^ 1 1 
 
 COCO 
 
 ■coco 
 
 d 
 
 
 u;.tJii^t 
 
 1 'II 
 
 
 o 
 
 
 
 "^ 
 
 <N*i 
 
 
 i 
 
 
 
 (>j O (N C O 
 
 ^ CO 
 
 .^ t^ CJ 
 
 "lO 
 
 
 
 lO o CO -f aD 
 
 ■^ o 
 
 •^ . • 
 
 
 
 "t>"'d «"A' 
 
 1 00 ^ lO (M O 
 
 
 ^ IM ^ 
 
 
 
 
 O 1- fN >0 
 
 -T '^ 
 
 O coo 
 
 ^^ 
 
 
 
 C: C-l rH CO 
 
 XiO 
 
 
 
 
 i^'i -'im 
 
 1 l;^ 
 
 CO CO 
 
 ^ TH 
 
 d 5 
 
 
 
 C-l (M -T c: o 
 
 9 SJ 
 
 tN C- 02 
 
 (N 
 
 
 
 i~ lO Ol rt x 
 
 
 CO • ■ 
 
 
 , '"" 
 
 /jay i/Kj 
 
 1 X x o 
 
 M 56 
 
 (N CI 
 
 t- c- 
 
 d i 
 
 
 
 O (N lO l~ 
 
 CO -Ji 
 
 Ol ^ "J- 
 
 O 
 
 
 
 lO CT lO t- S 
 
 l-iO 
 
 
 
 •wo 
 
 l^'S H>f 
 
 1 X -1 Ci -H 
 
 ^cr> 
 
 6i — CD 
 
 """ 
 
 
 
 (m' 
 
 Tjlco' 
 
 
 
 
 
 -^ o — in -Ti 
 
 ~;Tb 
 
 Ol C- --I 
 
 ^ 1 
 
 
 
 o cro o IS 
 
 CO CO 
 
 
 • 
 
 '"" 
 
 iMg ■/).({■ 
 
 1 O -^ t^ — 
 
 lO C5 
 
 CO OJ 
 
 lOO CO 
 
 
 
 
 I- O l~ X CO 
 
 lO rs 
 
 CO !N -H 
 
 ^m 
 
 
 
 C^ lO — < Ol o 
 
 
 -ii . ■ 
 
 
 ■,i„ 
 
 ,.ng pug 
 
 1 cs ^ o ?» c- 
 oi CO -^ 
 
 CO 00 
 
 t^-l' OJ 
 (N 01 
 
 OJ j 
 
 
 
 oi ■-:> 'X 1 CO 
 
 "^ r; 
 
 O! C-. l- 
 
 CI 1 
 
 
 
 .o c^ o ^ c:; c; 
 
 
 ■o 
 
 
 ■11'/ 
 
 ijj.7y ■!•[ 
 
 rH :c _i ci 01 -o 
 
 04 1- 
 
 '^ — ['2 
 
 o 
 
 
 
 o <N in (M 
 
 I~-' X 
 
 X ^ 
 
 
 
 
 
 c^ a 
 
 
 
 
 
 
 
 —1 o 
 
 
 
 
 
 
 • C5 O 
 
 
 
 
 
 
 X X 
 
 
 
 
 
 
 
 
 
 
 
 ~C X 
 
 
 
 
 t/j 
 
 
 
 
 
 
 '<, 
 
 ■ « . . «; . 
 
 2 -: 
 
 D "~ 
 
 C5 
 
 
 
 = c 
 
 
 
 
 
 < 
 
 ■ 2 ■ ■ K O 
 
 = . 
 
 
 S 
 
 
 H 
 
 ^ ^ • . 3. m; 
 
 'c 
 
 ,i' o ^ 
 
 ic 
 
 
 
 
 
 
 
 
 
 -S.2- xlS 
 
 t^ 
 
 c 
 
 Q 
 
 
 
 = i- a-c "S ^ 
 
 o - 
 
 
 
 
 
 - 2 X o i ' 
 
 K n »< C '/: 
 
 ;z;^ 
 
 p 
 
 
282 — 
 
 The number of kilometers run b}' the trains and the 
 daily average in 1890 and 18111 are as foUews: 
 
 
 •STIH 
 
 x"?io 
 
 
 j^B 
 
 °° 
 
 
 
 ■oi3jjsino 
 
 ^«« 
 
 t- x^ 
 
 
 
 
 
 o 
 
 2= 
 
 Ct ■X) 
 
 
 
 
 ■saia 
 
 -f 
 
 ccrT! 
 
 
 
 
 
 1 ll^ 1 1 1 
 
 CC73 
 
 1 
 
 1 
 
 
 32 
 
 'SO:iDJOj^ 
 
 ^ 
 
 ■"""• 
 
 
 
 
 m 
 
 
 
 
 
 
 
 
 
 
 
 
 
 snia 
 
 1 BS"5 
 
 g^: 
 
 w^^S 
 
 CO 
 
 
 
 
 
 
 
 
 
 Pi 
 
 -2?1.(J »^H»9 
 
 s?;^«! ^ 
 
 52 
 
 ^ 
 
 
 
 
 
 O*'*' 
 
 
 
 
 
 *S1IM 
 
 — ^ no 
 
 to-*- 
 
 
 
 
 
 
 
 '^c; 
 
 
 
 
 
 •o.un^V' 
 
 iSS I i!; 
 
 "n'lS 
 
 r- 
 
 
 
 
 •'l-i-"<d 
 
 
 
 
 
 
 
 -T-ocsd-^ 
 
 :r:x 
 
 
 -7" 
 
 
 
 •saiM 
 
 1 fC =; r^ CS rg 
 
 COES 
 
 « ^.-H 
 
 c 
 
 
 
 •o;no,f MO^- 
 
 
 SK 
 
 " 
 
 
 
 
 cc -f*ac :o 
 
 :c ro 
 
 cool r> 
 
 x> 
 
 
 j -Sim 
 
 oc c; ?^ (~ 
 
 
 l-<- Ol 
 
 -:r 
 
 
 
 
 
 
 
 
 ! iS'"^'^ 
 
 ir ■ '' 
 
 r- 
 
 
 
 ■v„n-Mf,' -lit;) 
 
 fM 
 
 cc — 
 
 ■^ 
 
 
 
 
 CC — ccco 
 
 
 
 CO 
 
 
 •saiH 
 
 , ->.-.-." 
 
 ^rae 
 
 &;3§ 
 
 
 
 
 1 J,- -*.--: -:^* 
 
 
 
 
 
 ■voiios^ -titn 
 
 
 Ss 
 
 " 
 
 
 
 
 
 
 
 OJ 
 
 
 •SUM 
 
 2§ca t^S 
 
 -c-^ 
 
 ^.-iS^ 
 
 50 
 
 
 
 
 
 
 
 1 ccx;=L-ix 
 
 
 oi 
 
 
 
 ■vmi03g -i/if 
 
 
 ^^ 
 
 
 
 
 
 O « C O' o 
 
 c:»ft 
 
 irsi-'Tf 
 
 
 
 'SIIM 
 
 iQ S X J^ -r- 
 
 ■MOO 
 
 co*-r^ 
 
 
 
 
 «!_C! 
 
 ccaci^ 
 
 
 
 
 
 «= t-^ 
 
 o* 
 
 
 
 'tlOlfOSi^ 'P'lf^ 
 
 c:cci^ r- 
 
 s§ 
 
 
 
 
 
 c: c c: Iff CI 
 
 
 <x xo 
 
 CC 
 
 
 1 -SIIM 
 
 CO i« O -5- O 
 
 
 
 
 
 c: i.-: o «J ic 
 
 l~g 
 
 
 
 
 
 1 ec— 'o'c'co 
 
 ,-'— ' 
 
 --'„'„' 
 
 
 
 [ •VOJl^at^' 'P^o 
 
 ©JC-Oi^CO 
 
 =■:; 
 
 Tt: 
 
 
 
 
 OI T*> •«* Oi t^ -* 
 
 Ci er> 
 
 ;0-v-0 
 
 
 
 
 
 
 scr-ci 
 
 
 
 ■SIIM 
 
 •s- cc cc P^ '.C' Ol 
 
 s'tC/ 
 
 M t- ■?! 
 
 -r 
 
 
 
 ■^ifZitit-^i'iTO 
 
 ^tzc 
 
 
 
 
 ■XtOtlMg ■)»[ 
 
 ^Sr^---"' 
 
 — CO 
 
 " 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 K 
 
 
 
 
 
 
 
 
 
 XK 
 
 
 
 g 
 
 
 
 
 
 
 
 
 
 
 
 
 s. 
 
 
 
 
 
 
 
 
 << 
 
 
 bf 
 
 
 
 =" 
 
 it' 
 
 c* 
 
 H 
 
 
 g 
 
 
 iS © 
 
 X 
 
 ^ 2- 
 
 s 
 
 
 c — 
 
 
 i.i£ 
 
 j;; 
 
 ■-E ^ 
 
 'z 
 
 
 
 
 c 
 
 1 
 
 •S 
 
 is 
 
 ; 
 
 i~i 
 
 - 
 
 = ■ 
 
 ^ 
 
 
 
— 283 — 
 
 Lastly, the number of trains run and the distance they 
 have covered, is as follows : 
 
 1.60 METERS GAUGE. 
 
 TRAINS. 
 
 NUMBERS. 
 
 26.152 
 
 7.082 
 
 KILOMETKRS 
 RUN. 
 
 Passenger 
 
 " Interior 
 
 444.472 
 846.533 
 
 Mixed 
 
 15.118 
 
 1.334.662 
 
 (loods 
 
 5.393 
 
 519.335 
 
 Special passenger 
 
 '• goods 
 
 354 
 2.4.52 
 
 55.250 
 196.607 
 
 Total 
 
 56 . 551 
 
 3.396.858 
 
 1 METER G.A.UGE. 
 
 Special passenger 
 Mixed .... 
 Goods .... 
 Special goods. 
 
 38 
 
 3.546 
 
 80 
 
 195 
 
 Total 3.859 
 
 274.686 
 
 ROLLING STOCK. 
 
 Enfi'mef^. 
 The. following is a detailed statement of the engines 
 owned by the Central Brazilian Railway on Januaiy 
 15th. 1892, 
 
 ENGINES. 
 
 a. 6C 
 
 I oioior 
 
 (\ort!iwii) 
 
 English, with 4 driving wheels . 
 
 4 
 
 1 
 
 3 
 
 & 
 
 " " " « . . 
 
 
 12 
 
 
 
 2' 
 
 14 
 
 American '-4 '• " . . 
 
 
 74 
 
 ( 
 
 17 
 
 ns 
 
 " G " •• . . 
 
 
 29 
 
 _ 
 
 G 
 
 3.5 
 
 "8 " '■ . . 
 
 
 24 
 
 4 
 
 
 
 28 
 
 ;. 10 '• " . . 
 
 
 1 
 
 
 
 
 
 1 
 
 Belgian, with tender, 4 driving wheels 
 
 
 1 
 
 
 
 
 
 1 
 
 French, " " G " '• 
 
 
 1 
 
 
 
 
 
 1 
 
 English, " " G '■ '• 
 
 
 
 
 3 
 
 
 3 
 
 u u u 4 .i u 
 
 
 3 
 
 'ib 
 
 — 
 
 3 
 
 
 149 
 
 28 
 
 192 
 
284 
 
 Their co'ic^itiou was as follows : 
 
 Im.GO gauge. 
 
 111 good coudition 
 
 . 32 
 
 u u 
 
 "fair " 
 
 . 38 
 
 u u 
 
 Undergoing general repairs. 
 
 . 36 
 
 u u 
 
 .small 
 
 . 38 
 
 u u 
 
 Rented 
 
 5 
 
 
 In good condition 
 
 149 
 
 1 meter gauge 
 
 1 
 
 a u 
 
 "fair " 
 
 8 
 
 u u 
 
 Undergoing general repairs . 
 
 2 
 
 u u 
 
 small 
 
 4 
 
 16 
 
 1 motor guage ( North ), in good condition . . . . 
 
 " " " " , " fair " . . . 
 
 " " " " , undergoing extensive i-epairs 
 
 " " " a a gjj^aii (^o_ _ _ 
 
 Careiages and wagons. 
 The nmnber of these is 2482,.asfoUo\ys: 
 
 12 
 
 7 
 7 
 2 
 
 28 
 
 VEHICLES. 
 
 l.HO 
 gauge 
 
 1 meter 
 gauge 
 
 NORTK. 
 
 TOTAL. 
 
 American, for passengers and 
 ])ost office 
 
 160 
 
 12 
 
 27 
 
 199 
 
 Various, for animals, and goods 
 
 354 
 
 41 
 
 294 
 
 689 
 
 On four wheels for passengers 
 and post-office .... 
 
 84 
 
 6 
 
 
 90 
 
 On four wheels for animals and 
 
 
 
 
 1504 
 
 goods 
 
 1457 
 
 47 
 
 "321" 
 
 — 
 
 
 2055 
 
 106 
 
 2482 
 
— 285 - 
 
 Haulage. 
 
 The distance run by the enghies in the yeai- 1891 was 
 5.4.49.360 kilometers, divided as follows: 
 
 1.00 
 
 
 Kilometers 
 
 KiloinctLTs 
 
 For traffic . . . 
 
 ■4.222.886 
 
 
 " the line . 
 
 162.536 
 
 4.386.422 
 
 " traffic . . . 
 
 279.817 
 
 
 " the line. . . 
 
 58.158 
 
 .3.37.975 
 
 (North). From June 
 
 
 
 to Dec'r 1891. 
 
 
 
 For traffic . 
 
 717.841 
 
 
 " the line. . . 
 
 7.112 
 
 724.953 
 
 5.449.350 
 
 The Central BraziUan 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, and Sau 
 Paulo. 
 
 Santos Jundiahy Railway. — This railway starts from 
 the port of Santos in the State of San Pau'o al Sud and 
 terminates in Jundiahy in the same State; it is 1.39 kilometers 
 long and the concession for it was granted by decree 
 dated April 26th 1856. Its gauge is 1 met. (iO and up to 
 the year 1874 it received the guaranteed interest of 7 "jo, 
 since when it has 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 paia in guarantees the snm 
 of $ 2.512.614. 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 foresiglit with which the concession 
 of April 26th 1856 was granted. 
 
 The Company organized under this concession was 
 called the "San Paulo Railway Companj'' Limited" and 
 obtaiued legal residence in Brazil on June 1st 1860. On 
 November 24th of the same year the works were commenced 
 and on the 16th Februai-y 18G7 the whole length of 139 
 kilometers was opened to public service. The follovv'ing 
 statement shows the financial workiug from the commencement- 
 
 
 LENGTH 
 
 RECIPTS. 
 
 EXPEXSES . 
 
 PROFIT. 
 
 PERSENTAGE 
 
 YEARS. 
 
 WORKED 
 
 s 
 
 $ 
 
 s 
 
 OK EXPENSES 
 
 
 KILOMETERS. 
 
 ON PECEIPTS. 
 
 1869. . . . 
 
 1B9 
 
 671.024' 165 470 
 
 505.554 
 
 24 3/4 
 
 187-2. . . . 
 
 i;59 
 
 1.083.673 532.661 
 
 551.011 
 
 ■19 
 
 1877. . . . 
 
 139 
 
 1.797.662 551.981 
 
 1.245.681 
 
 30 3/4 
 
 1882. . . . 
 
 139 
 
 2.953.943 1.026.786 
 
 1.927.156 
 
 34 3/4 
 
 1887. . . . 
 
 139 
 
 3.459.167 1 596.682 
 
 1.863.485 
 
 46 1/8 
 
 1891 (Omonths). 
 
 139 
 
 3.360.985 
 
 2.591.91! 
 
 769.073 
 
 77 l/IO 
 
 A mere glance at this statement will explain the financial 
 position of this Railway, which woiild 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, 570.794 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 "/„ on tha 
 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, wliicli 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 ss-eve 40 
 engines working on the line, these ran a distance of 1.7(M.065 
 kilometers, consuming 15.677.234 kilogrammes of coal. 
 
 The railway, starting fron it« maritime port, Santos, 
 reaches the foot of the Cubatao mountain range withoiit 
 great difficulty and with easy curves. To mount the 
 range, the Company preferred the solution of inclined planes 
 with gradients of 3 to 3 ] -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 Railway ascends the mountain by means of four cable 
 sections 8 kilometers in leugth and with a difference in 
 level of 778 meters between the beginning of the first 
 plane and tne conclusion of the last. 
 
 The first plane has : 
 
 1824 meters with gradient of 10 j 4 ", o 
 81 " " " '• 0,,,. 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 lias: 
 
 r271 meters with gradient of 10 i £ "/<, 
 421 " " " '• 10.46 " 
 
 82 " " a a On,. 0.76 
 
 1774 meters 
 
 In this there are 10'.)5 meters of straight line, 456 meters 
 in curves of 603 meters radius and 223 meters in curves 
 of 1206 meters radius. 
 
 The third plane has 
 
 254 meters witli gradient of 11 "/,i 
 1748 " '• ' " " 10.28 "A, 
 
 83 " " " " 0,„. 0.76 
 
 2085 meters 
 
 In this length, throe are 527 meters of straight line, 715 
 meters in curves of 1206 meters radius, 288 meters in 
 curves if 804 meters radius, and 555 meters in curves of 
 603 meters radius. 
 
 The fourth plane has: 
 
 1010 meters with gradient of 10.28 "/„ 
 44 '• '■ " " 5., 2 "/" 
 
 182 " level 
 
 2236 meters 
 
 There there are 629 meters of straight Hue and 16 jO 
 meters of curved, with radii that vary batweeii 160'J and 
 (>03 meters. 
 
 In the passage from one section to another and at the 
 summit ot the last, a fixed machine, of 150 nominal horse 
 ])ower, with cylinders of 660 milimeters diameter and 
 
— 289 — 
 
 pistons of 1520 millimetars stroke, move the cables by 
 which one train is raided and the other lo^-ered. 
 
 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 I'endered the 
 following precautionary measuras neoessaiy: 
 
 1. Any cables which, in a length of 915 milimeters, have 
 three broken wires, ai'e withdrawn from soi'vice, 2. Pi;icer 
 briikes which securely grip the rails in case of necesity; 
 y. 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 mo.~t important work ou 
 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",,. They are built 
 of iron, except for the abutments and pillar bases which 
 are of mosonry. 
 
 P.iULisT.A. Railway. This is a prolongation of the foregoing 
 and belongs to another Company, the primitive Company 
 which obtained the concession, having renoiinced 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 ''Companliia 
 Paulista da Estrada de ferro de Juudiahy a' Campinas"' was 
 ]egally recognised by a decree dated March 28tii 1888 
 
— 290 — 
 
 From the old province of San Paulo it obtained a guarantee 
 of 7 »„ for a term of 30 years; but shortly afterwards 
 renoimced it and repaid to the Treasury of that State the 
 sums it had received. 
 
 The Company has extended its line to Rio Claro and 
 has become owner of the Mogy-Cruassu and Descalvados 
 branches; in 1888 its capital amounted to S 10.845.516. 
 
 The length of the Co.npan3''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 ot woi'king results v.-ill show. 
 
 
 LENGTH 
 
 1 
 
 1 
 1 
 
 o/o OP 
 
 YF.ARD. 
 
 OF LINE 
 
 RECEIPTS. EXPENSES. | PROFITS. 
 
 EXPENSES 
 
 
 WORKED. 
 
 
 1 
 
 ON BECEIPTS. 
 
 187-2 . . . 
 
 klms. 44 
 
 S 168.728 S 
 
 101 .005 is 67.728 60 »/„ 
 
 J877 . . . 
 
 135 
 
 832.057 
 
 301.9921 530.065 361/3 " 
 
 1882 . , . 
 
 225 
 
 1561.97G 
 
 498.0221 1.063.954 32 
 
 1887 . . . 
 
 242 
 
 ].. 534.632 
 
 681.524' 803.108 
 
 43 
 
 In 1887 this line carried 248.081 passengers and 143.781 
 tons of goods. Its proiits have exceeded 8 "/o on the 
 Company's capital. 
 
 MoGYANA RAfLWAY. Tlio couces.siou 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 
 CTOvernment. The iirst 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 tlif Sa;i Paulo (j-overnment witli a 
 guarantee of 7 "/,, ou a capital of $2,784,600. The section 
 from Casa Brauca to Ribeirao Preto, 143 kilometers in 
 length, and the branch from Mogy-Mirim to Penha, 21 
 kilometers in length, were built ^vitho^■^t an)^ guarantee or 
 subvention on the part of the public powor.s. The whole 
 system is of one meter gauge, and the results obtained 
 from Campinas to liibeirao Preto and from the Amparo 
 and Penha branches have been excellent. 
 
 This line is divided into two parts Avhicli are distinct 
 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 1.5 "/o of 
 the cost per kilometer. The second part, the extension 
 from Riberao Preto to Jagaara, with a guarantee by the 
 National Government of G "'» on a capital of $ 3.3G0.007, 
 is only of very recent construction, but is situated in a 
 district in wlxich, 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 "I'o profit in 1889, but it has a sure future as the whole 
 district is prodigiously fertile, and agricultiure 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 "/„ from the National Government, as 
 does also the branch frem Cascavel to Pasos de Caldas 
 
— 292 — 
 
 wliicli 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; tlie line from Casa Branca to Ribeinio Preto 
 cost ^ 13.377 per kilometer and from thence to Rio Grande 
 or Jaguara S 17.128 per kilometer. 
 
 Tha Mogyana Company obtained from the Provincial 
 Government of Minas Geraes the concession to extend its 
 rails from the Rio Grande to the Paranahyba vv^ith a 
 guarantee on the capital employed, to a maximum of $ 16.380 
 per Idlometer. 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 
 shai-eholders of the Company, and the demand for shares 
 was such that they were distributed pro rata. This section 
 is 102 kdometers long. 
 
 Ths total length of line open to traffic is 740 kilometers, 
 distributed as follows: 
 
 Campinas to Casa Branca . . . 170 kil'. Consti-ucted with a guar- 
 antee of 7 "/o from the 
 Province cf Sau Paulo. 
 Casa Branca to Riberao Preto. . 143 " Unguaranteed. 
 Riberiio Preto to Rio Grande [Yn- 
 
 guara) 193 " With a guarantes of 6 ", » 
 
 from the National Govern- 
 mt>r't. 
 Rio Grande to Uberaba . . . . 102 " With a guarantee of 6<>/o 
 
 from the Province of Miuas 
 Geraes. 
 Branch from Jaguar}' to Amparo. 31 " 'Vith a guarantee of 7 °/o 
 
 from the Province of Sau 
 Pa\ilo. 
 " '• Mogy-Mirim to Penha 21 " Unguaranteed. 
 
 " '• Cascabel to Pasos dos 
 
 Caldos 77 " With a guarantee of C»'o 
 
 from the National Govern, 
 ment. 
 
 Total 740 kii^ 
 
— 293 — 
 
 During the 3'ears 1872 to 1878 the Province of Saa 
 Paulo paid tiie Mogyana Coinpaay 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 payme.it 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 will show the 
 results of working from 1837 up to and including the first 
 three quarters of 1891. 
 
 YEAR. 
 
 RKCEIPTS. 
 
 E.XPENSKS. 
 
 PnoFlT.S. 
 
 1887. 
 1888. 
 1889. 
 1890. 
 1891 
 
 9 months) . 
 
 $ 191 596 
 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 ou 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 surve3's 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 — 
 
 ' Tlie teclmical features of this section are as follows : 
 
 Minimnni radius 100.10 met. 
 
 Maximum gradient 0.033 " 
 
 Length in tangents. ...... 191 kil: 548 " 
 
 " " curves 8.5 " 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, (> 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 Idlometers were approved, the estimated average cost 
 per kilometer being $ 14152. The technical features of this 
 section are as follows : 
 
 Minimum radius 100.10 met. 
 
 Maximum gradient . 030 " 
 
 Length in tangents 42 kms. 339 " 
 
 " " curves 20 " 661 " 
 
 " " " of minimum radius . 6 " 278 " 
 
 '• on the level 19 % 
 
 " '■• slopes 39 "/u 
 
 " " counter slopes 42 "/o 
 
 Amount of earth moved 283.000 cubic metres. 
 
 Buildings und works of art: oue bridge of 40 meters; 
 4 retaining walls; 116 culverts; 3 stations, 3 water-tauks 
 and 11 gang houses. 
 
 From the preliminary and final surveys the length of 
 
— 295 — 
 
 the extension from Uberaba to Ctilan may be estimated as 
 390 kilometers; so that the direct h'ne 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 countrj'. 
 
 Rro Claro San Paulo Railway. This is a prolongation 
 of the Paulista lino of which we have already spoken. 
 It commences at Rio Claro and 57 kilometers from there 
 splits into two branches; one of 70 kilometers '225 meters 
 which terminates in Araraguara, and ths other of 137 
 kilomelers 392 meters, which rnus io .Tahii, 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 $ ,?.606.00iJ more or less- 
 
 By means of authority conferred by a decree dated 
 3P* September 1889, the Hue w^as transferred to a new 
 Compau}' called the Rio Claro San Paulo Railway Company 
 Limited, which at once took over the direction of the liae. 
 
 The length of line open to traffic on January I'*' 1890 
 was as follows : 
 
 Main line .... 127 klm. 225 m. 
 Branch to Jahii . . 137 - 392 " 
 
 Total. . . 264 klm. 617 m. 
 
— 296 — 
 
 The flaaiicial results oi this line iii 1839 were : general 
 receipts $ 621.954; expenses of administration, traffic, 
 accountautcy, traction and permanent way $ 228. G70; the 
 profits were $ 393 284 or 14 "/o on the capital invested 
 in the line. 
 
 Railways ov the Leopoldina Company. "The s^i-stera 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 bonght from other Companies, 
 as also the Cantagallo line purchased from the Provincial 
 Government of de Rio 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'''i 18.56: this later in the most interesting portion 
 ©n account of its technical fen tures: it gaug3 is 1.10 meters, 
 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 
 aad worked Ibr a long time with Fell engines, but ordinary 
 system of traction is now used, powerful engines, constructed 
 in the 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 here 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.'' 
 
 Tlie most modern of these simple adhesion engines for 
 the section of stiff gradients and curves of small radius 
 (8.3 per 100 the former and 40 meters the latter) is an 
 engine Vv-ith tender, "with three coupled axles, c\'linders of 
 
— 297 — 
 
 18" diameter and 20" stroke (0.457x0.508); the wkeel 
 base is 8'3" (2 514) and their diameter 39" (0.991); the outer 
 pairs of wheels have 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 Rio Janeiro, Minas Geraes, and 
 Espiritu Santo.— On the 1^' of January 1890 it had 1189 
 kilometers 855 meters open to traffic ; of these 417 kil: 
 0.89 met. are in the State of Rio de Janeiro and 763 
 kil: 81 G met: are in that of Minas Geraes. 
 
 Biver si/sfi'in. — l.lO md. gauge. Kil.mts. 
 
 Central lino. Nictheroy to Macaco .... 178.426 
 
 Macahe branch. Porto das Caixas to Macalie. 146.513 
 
 _324.939 
 
 1 met. (jcnige. 
 
 Sumidouro branch 92.100 
 
 Total 417.039 
 
 Minas Geraes system. — 1 met. gauge. Kil.mts. 
 
 Central line. Puerto Nuevo de Cunha 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 Sigacfio 150.416 
 
 San Paulo sub-do. Patrocinio to San Paulo do 
 
 Muriahe 17.733 
 
 Pomba do. Guarany to Pomba 27.196 
 
— 298 — 
 
 E,io Novo do. Fnrtado de Campos to the Rio 
 
 Novo 6.881 
 
 Total 763.816 
 
 General total 1180.855 
 
 Up to the P' January 1890 the capital employed was 
 $ 32.628.927, the average cost per kilom.eter 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 tlie State of 31inas 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 $ 4914 
 per kilometer, the construction of the following sections: 
 
 Puerto Nuevo to Cataguazes. 
 
 Yuelta Grande to Pirapetinga. 
 
 Recreo to Tombos. 
 
 Vista Alegre to Leopoldina. 
 
 The gross receipts of all the lines during 1889 amounted 
 to $2,682,514, the working expenses being $1,941,450: 
 the profits were $641,064 oa 1.96 "/«• 
 
 By decree dated 6"' September 1890 the transfer to the 
 Leopoldina Company was authorized of the concessions for 
 the Carangola and Baron de Araruama Railways. The first 
 named line is of the meter guage and has 223 Idlometers 
 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 "/u on a 
 eapital of $ 3:276.000. The Baron de Araruama Railway 
 
— 299 — 
 
 has 27 kilometers open to service and 66 '/2 kilometers 
 under constniction, and has been granted a guarantee of 
 6 "/o on a 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 
 Yentanua was inaugurated on August 17"* 1891; so that 
 at that date the Leopoldina Company had 1.430 kilometers 
 855 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 tilings 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 they 
 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. 
 
 Recife and Palmares 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 13"' 1853. 
 It has a guarantee of 7 "o on $ 5:823.003, and of 5 " « 
 on $ 2:351.071. 
 
 The construction was begun on September 7"' 1855 and 
 on Februarj^ 8"' 1858 the first section of 32 kilometei's 
 was opened to traffic; followed by the second of 26 
 kilometers on December 3'''" 1860, the third of 38 kilometers 
 
— 3'JO 
 
 m 1802, and the fourth of 29 kilometers ia November of 
 the same year. The line has thus a total length of 125 
 kilomcter.s open to traffic throughout; it is of 1.60 meter 
 gauge, "with curves of 400 meters miuimum radius and 
 maximum grades of 1 ',4 "/o; the rails used on the line 
 weigh 37.190 and 39.670 kilograms per lineal meter- 
 
 The increases in the general receipts of tha line have 
 been materially reduced by the losses entailed through 
 the depreciation in the currency being charged to working 
 expenses. 
 
 The following statement will shovv' the general returns 
 from the year 1887 to 1891 inclusive: 
 
 TEAR. 
 
 HECEIPTS. 
 
 s 
 
 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 
 6245 trains which ran 
 403.263 passengers, 1280 
 130.782 tons of merchand 
 profit on the total capital 
 cost of the line including 
 
 year (1891) was transported by 
 381.777 kilometers and carried 
 tons of luggage and parcels, 
 ise and 6332 animals. The net 
 of $ 9.073,359 (representing th® 
 soiling stock'i was 2.47 "A,. 
 
 Macahe and Campos Railway. — This line was authorized 
 by the Province of Eio Janeiro on February 3J'^ 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.'''* 1875 the whole distance 
 from Macahe to Campos, 96 kilometers, was opened to 
 traffic. This Company also acquired later on the line 
 Irom San Fidelis to Santo Antonio de Padua 93 kilometers 
 
- 301 — 
 
 but this is divided from the Macahe Campos Hue 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 Padua of one meter. 
 
 The average cost of the two lines, including rolling stock, 
 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 Compan}' also works the steam navigation betvv-eeii 
 Macahe and Rio Janeiro, but as this business does not 
 form part of the work on which we are engaged, r\-e shall 
 only deal with the railway transactions. 
 
 In 18<S7 the gross receipts of the lines were S 040.131. 
 the working expenses $ 348030, leaving a net profit of 
 $ 301101, equal to 3 ",„ on the gross capital of the line. 
 
 The Principe del Gk.\n ParA Railway. This is the old 
 Maua line, the oldest of the Brazilian raihvaj's, increased 
 by the section ascending the Petropolis mountain and its 
 extension. 
 
 The Company formed for the jjurchase t.f the Maua 
 line and to make the new^ constructions was legally recognised 
 by tiie decree of May 31'*' 1881. The old line from Maua 
 to the foot of the Petropolis mountain, Kl kilometers long, 
 was of 1.68 meter, gauge but the new Companj' 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 Riggenbach system is employed. In tliis section, which 
 
— B02 — 
 
 is 6028 meters long, there is a difference in level of 841 
 meters; tlie gradient is 15 "j,, and the minimum cm-ve 
 radius is 150 meters; the rack rail weighs 50 kilogrammes 
 per meter and the ordinary rails 20 kilogrammes. The 
 Eiggenbach engines have 1.05 m. driving wheels, cylinders 
 of 500 milimeters stroke, and boiler heating surface of 56 
 S(|uare meters. Newer and more powerful loconiotivcs have 
 been since constructed for this^ Railway by the Baldwin 
 Locomotive Works of Philadelphia, U. S. A. Tn this rack 
 section, there are some very important works of art, notably 
 lai'ge 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 $4.60.619 and expenses $ 285.849, 
 which gives a profit of $ $ 174.770 or a little more than 
 5 '', on the cost of the line, including rolling stock, stations, 
 etc: 
 
 Westerx Minas Railway. 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 
 legall}- recognized by decree dated July 20'^' 1878. The 
 line joins the Central Brazilian Railway at the Sitio station, 
 beyond the mouth of the Mautiqueira range ; and nms 
 towards the city of .San Juan del Re3- and to Uliveira, 
 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 0.7G m. gauge, this being the first 
 case in Brazil in which snch a nai-row gauge has been 
 used for so long distances. All the rolling stock employed 
 is American: the line has numerous though small woi'ks 
 
303 
 
 of art; the rails used are VignoUes section of 17 kilogrammes 
 per lineal meter, and the engineering features of some of 
 its sections are the following : 
 
 Extension frohi San 
 
 Tndo 
 
 (T El Ed to Obtceira 
 
 
 Total length .... 
 
 
 . . 178 kin 
 
 s. 
 
 
 Length in curves . 
 
 
 
 77.500 " 
 
 45 
 
 "A 
 
 " on the straight . 
 
 
 
 94.500 " 
 
 55 
 
 u 
 
 " slopes. . . 
 
 
 
 33.000 " 
 
 19 
 
 a 
 
 " " counter- slopes 
 
 
 
 22.000 " 
 
 13 
 
 u 
 
 " the level. . 
 
 
 
 117.000 " 
 
 (38 
 
 a 
 
 Minimum, curve radius. 
 
 
 
 75 m. 
 
 
 
 Maximum gradient . 
 
 
 
 2 o,'„ 
 
 
 
 Branch to Lovyaa 
 
 Eio Grande.) 
 
 
 
 Total length 
 
 . . 48 klms. 
 
 
 
 Length in curves .... 
 
 18 " 
 
 .37.5 
 
 "/( 
 
 " on the straiglit. 
 
 30 " 
 
 62.5 
 
 a 
 
 " " slopes .... 
 
 2 " 
 
 4.5 
 
 a 
 
 ^" " coimter-slopes . 
 
 16 " 
 
 33 
 
 li 
 
 " the level. . . . 
 
 . . 30 '• 
 
 62.5 
 
 a 
 
 Minimiim curve radius . 
 
 75 m. 
 
 
 
 Maximum gradient . 
 
 
 
 
 1.5 
 
 a 
 
 The average cost of these lines Avas S 7.600 per kilometer, 
 and on the first part ( Sitio de San Joiio d'El Rei i the 
 Company was granted a subvention of $4914 Idlometers for 
 the expenses of construction and primarj^ installation; tlie 
 extension from S. Joao d'El Eei to Oliveira and its 
 prolongation and the branch to Lavras have a guarantee 
 of 7 "/o, all of which have been granted by the Minas 
 Government. 
 
 The adoption by the Western Minas Railway Company 
 of the 0.76 m. gauge proves to be the most rational solution 
 
— 304 — 
 
 for districts wliich, on accomit 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 kilometer, would be a long time without earning amj'thing 
 proportionate to the capital invested, while the line of 
 which we are treating has already produced, iu the year 
 1887, 5.33 "/o on its capital. 
 
 The curves, as we have observed, come down to 72 
 meters radius, and the maximum gradients are 2 "'o. The 
 engines are of two driving axles with a weight of 5.200 
 kilogromnies on each, and leading wheels with 3.200 kilos 
 weight, the cjdiuders 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 veliicles are 
 all of the American ('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 trafnc, it 
 carried 22.778 passengers aid 14.51(3 tons of goods, the 
 gross receipts were S 158.368 and working expenses $ 71.153 
 giving a net profit of $87,215, equal to, as above said, 
 5.33 "/„ on S 1.035.000, the estimated cost of the 218 
 kilometers, including rollingstock. 
 
 B}' decree dated October 16"' 1890, the Western of Minae 
 Company was granted a concession to extend its line from 
 the Perddes station, on the one side towards the city of 
 Catalao ia the State of Goyaz and on the other sido towards 
 the most convenient point between the Comercio and Barra 
 Mausa stations on the Central Briizilian 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. 
 
— 30.J — 
 
 passing tlirougli Araxa, or its vicinity, it should form a 
 junction with the Mogyana Railway. 
 
 Besides the concessioa of fiscal lauds to the Compa.iy in 
 the neighborhood of the Hue and other favors, the above 
 mentioned decree granted a guarantee of 6 "j„ per annum 
 for 30 years on a maximiTm 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 public interest, the Federal Government 
 assuming the responsibilities entered into by the Minas 
 Geraes Government. 
 
 Important railways which have not yet passed through 
 THEIR critical PERIOD. Haviug detailed the Brazilian Railways, 
 wiiich are already in a prospei'ous condition, let us now 
 consider those important lines which do not as yet give a 
 return in proportion to the capital invested. This part of 
 our task would be very painful, had we not the most 
 luibounded faith in the future of these Companies, whose 
 destiny it is to cany the innumerable products of a soi"^ 
 which has been extraordinarily favored by nature. They 
 must all pass through their fii'st 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 emtrasted 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. 
 
 Batupjte Ratlwav. This Railway is in the State of 
 Ceani; it was constructed by a private Com])an3', but was 
 
- 306 — 
 
 redeemed by the National Government, mider whose auspices 
 the line 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 Avant 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 accoimt. 
 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 Fortaleza 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'^' 1892 197 kilometers 631 meters open to public 
 service, divided has follows : 
 
 Main line — Fortaleza — Baturite — Quixada 157 km. 4S9m.60 
 
 Marauguape Branch 7 " 141m. 40 
 
 Alfandega 2 " 900m. 
 
 The line from Quixada to Qnixeramobim 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 Bauahuihu ; it passes between 
 the Urucii 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 ri^'er of the 
 same name. 
 
 The financial results of this line for the five years from 
 1887 to 1891 were has follows: 
 
 EXPENSES. PROFIT OR LOSS. 
 
 1887 
 1888 
 1889 
 1890 
 1891 
 
 176.467 $ 160.479 $ 
 
 15.988 
 
 The receipts from tins line barely cover the working 
 expenspw; it is true that the State, on undertaking its 
 construction, did not do so with views of immediate profit, 
 but with the charitable idea of aiding a people who 
 w'ere 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 ",'(>, curves of 120 meters radius, and rails weighing 
 22 1/2 kilogrammes per lineal meter. 
 
 CoirociM, SoBRAL AND Ypf Railv.'ay. 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 constraction 
 
— 308 — 
 
 has beea effected in two large sections, one from the port 
 
 of Comocim to the city of Sobral and t-he second from 
 
 Sobral to Ypu. The works were commenced on the 
 
 14*'' September 1878, and on December Si"' 1882 the 
 ]ine 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 Coraocion to Sobral is 128 Idlometers 920 
 meters lonjr, divided as follows : 
 
 Comocim to Granja 
 
 Granja " Angico 
 
 Angico " Pilombeir 
 
 Pitombeiras " Massape 
 
 Massape " Sobral 
 
 24 km. 425 m. 
 19 " 3.55 " 
 35 " 353 " 
 27 " 187 " 
 22 " 600 " 
 
 128 km. 920 m. 
 
 The cost of the line was S 1-914.705 or $14,842 per 
 kilometer. 
 
 The eneineeriun- features of this section are the followine;: 
 
 Gauge 1 m.OO 
 
 Maximum gi-adient 0.018 m. p. met: 
 
 Minimum curve radius 181 m. 030 
 
— 309 — 
 
 Percentage of straight line . „ . . 56.347 " '« 
 
 " " curves 48.653 " 
 
 " " level line 29.852 " 
 
 " " line on slopes .... 39.976 " 
 
 " " " " counter slopes . 32.172 " 
 
 Width of the road bed iu cuttings. . . 4 meters. 
 
 " " " " " on banks ... 3 met: 600. 
 liails (weight per lineal meter) . . . 22 kil. 500 grms. 
 
 Sleepers Ira.80x0m.l8x0m.l3 
 
 Bridges of from 10m. to llOm • . 10 
 
 Small bridges, 2 to 5 meters 64 
 
 Closed culverts of less than 2 met: 125 
 
 Open " a Li a 2 " 56 
 
 The number of buildings, including stations, stores, offices, 
 and dwelling houses is 68. 
 
 The rolling stock is composed of: 
 
 Engines 5 
 
 l."' class jjassenger coaches 2 
 
 1.** and 2.'"' class passenger coaches (bogie) ... 2 
 
 2_iid U U Ll ... 7 
 
 Luggage vans 2 
 
 Boxcars 16 
 
 " (bogie) 2 
 
 Cattle trucks 4 
 
 "Wagons with tarpaulin covering and open (bogie i. . 13 
 
 The line is worked at a loss, the receipts in the years 
 1881 to 1891 inclusive being $ 394.68G and e.<penses 
 $ 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 tlie line from Sobral to 
 Ypu were eommenced on the 24"' January 1889, the length 
 of line between these two points being 87 kilometers 640 
 meters, with the following technical features: 
 
 Maximum gradient Om.018 p. met: 
 
 Minimum curve radius I81m.03 
 
 " straight stretch 50.75 met: 
 
 " level 200.00 " 
 
 Length of level line 46 . 81 "/o 
 
 " " curved 82.24 «/o 
 
 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/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 l"' 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 Ypu ought to be linished : the length of the whole line 
 from the port of Comocim to that place will be 46 
 kilometers 560 meters. 
 
 Southern Pernambuco Eaii.way. This raihvaj- also belongs 
 to the State: it starts from Palmares and forms an extension 
 
— 311 — 
 
 to the River San Francisco of the Jine of 1 m. 60 gauge 
 belonging to the Recife and San Francisco Eail\\ay Compauy 
 Limited. 
 
 On the 1"* 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 "/„o, 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. 4.?0 met. already constructed ai'e 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; seemmg 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 present' 
 have not contributed to the State's general receipts. 
 
 Under such conditions as these it is only the Piiblic 
 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 — 
 
 Pkolongatiox of the EahIa Eailway. This line belongs 
 to the State and, forming an extension of the line between 
 Bahia and Alagonlias, panefcratas into tha interior of the 
 State of Bahia in 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 "/,»), 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 fii'st 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 constructior. 
 of tho remaining 131 kilometers 600 meters to Joazeiro 
 has been continued, and in 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 raihvay is also worked at a loss; in 1891 the gross 
 receipts were $ 168.507 and the working expenses $ 399.792. 
 In order to understand the idea governing tho construction 
 of this railway and the precedmg 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 been 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, Paranah^'ba, Madeira, & 
 with their numerous branches, afford natural means of 
 
— 313 — 
 
 transport between the intarior aud the coast, so that there 
 the Railways are only aucessories 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 aud 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 Northern States. 
 
 "With the exception of the districts bordering 0:1 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 oljject it has been 
 necessary to construct great railways, not in the character 
 of industrial undertakings, because mucli time must elapse 
 before they can become such, but as a true im-tnuncntum 
 rec/ni, and it is only the State that can carry this into 
 effect. 
 
 From this sprang the idea of the two iirolongatious from 
 Bahia and Pernambuco to tlie 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 in their construction 
 ratums any profit. Such as these ai-o the only lines 
 which, in this aga of private enterpriso, can be admitted 
 as State lines. 
 
 Porto Alegre axd URuauAYAN.\ Railway. This is the 
 most southeraly of all the lines belonging to the Nation. 
 It is situated in the State of Rio Grande del Sud, at the 
 
— 314 - 
 
 extreme South of Brazil, and adjoins the Plate and 
 Paraguayan Eapublics. Surroianded by foreign countries, 
 the BraziHan 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 financial side of tho 
 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 AlGgre, and crossing the State from one end 
 to the other, a distance of 631 kilometers 785 meters, 
 will terminate in the frontier citj' of Uruguayana. Its 
 construction was commenced on the 28"' December 1877, 
 aud on the 1^' 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 kilnis. 629 met. of the road-bed were concluded aud 
 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, Poi'to Alegre, Margen 
 del Tacuary, and Paysandu in the Uruguayan Kepublic 
 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 $ 459.950 and 
 working expenses $533,671. 
 
 The line is of 1 meter gauge with curves of up to 120 
 meters radius and gradients of 18 "/uo : the rails weigh 20 1 2 
 kilogrammes per Uneal meter. 
 
 Ill the year 1890 a branch of this line from Laycan to 
 Santa Ana do Libramonto was suveryed; the shortest route 
 resulting from the various trials made v/as 138 kilometers 
 84:2 meters long. 
 
 Bahia Cextral 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 Paraguassu 
 Steam Traiu-Eoad Company Limited was formed in Loudon 
 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 liae passed iuto other hands. The new company 
 receives a guarantee of 7 "jo which 'was granted it by the 
 State under a decree dated 28' '' 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 preliminaries 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"' 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"' . 
 
— 31G — 
 
 1879, the first 8i kilometers of the same belag handed 
 over to traffic o;i the 23rd. December 1831; on loth. Oc- 
 tober 1883 a second section of 96 kilometers was opened; 
 and on January Ijth. 1885 a third section of C3 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 trafnc, was H15 kilometers. 
 
 The main line starts from the city of San Felix, runs 
 through the Chapada Diamantina, and penetrates into the 
 heart of the State of Baliia. The branch goes from the city 
 of Cachoeira to that of Feira de Sant'Auna, 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 $ 910.613. 
 
 Bahia-Mixas Eailwav. — 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 oi'igiu in the laws 
 of the Legislations of Minas Gerr.es and Bahia, dated 
 respectively 25.'" October 1878 aud 28."' August 1879; each 
 of these States granted a subvention of S 4.914 per kilo- 
 meter of line constructed in its territory, but that granted 
 by the first-named was replaced in .1888 bj" a 7 "/<> 
 guarantee. 
 
 The line is of one meter gauge v.'ith minimum curves of 
 
— 317 — 
 
 107 meters radius, maximum gradients of 2 '/o "/u, 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 $ 118.044 and the 
 working expenses were $70,154; giving a profit of $ 42.490 
 or 1 ^/o ",'o on the cost of the part opened to ti-affic. 
 
 MixAS AND Rio Eailway. — This concession was granted 
 by the Province of Minas Geraes on the 22'"^. February 
 1875, with a guarantee of 4 "/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 minimum curves 
 of 80 meters radius, gradients of up to 3 " „, 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 States of Minas 
 Geraes, into a district of great future on accoiint of the 
 fertility of the soil. The construction of the first section 
 was very difficult, being situated in the mourtain range, 
 Rnd 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 Ys meters long at kil: 20, a third 
 19 meters long at kil: 21, and shortly after, the most 
 important work of the whole line, viz : a tunnel 996 meters 
 long, 909 meters of which are cut through the solid rock 
 
— 318 - 
 
 and the remaining 8? are lined with Ijrickwork ; in this 
 first section, there is also, at kil: 30, an iron viaduct 28 
 meters long. 
 
 Aftar ascending the moiintaia rauge, 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 oa the 
 14"i 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, and enjoj'ment of the 
 ])roloiigation of its line to the navigable point of the Rio 
 Verde, as also of a braach to the city of Campanha, having 
 been declared lapsed by decree dated May 23'''i 1890, 
 tenders were called for the construction of these lines, 
 contracts for which were, by decree of October 11"^ of 
 the same year, entered into with the Muzambinho Railway 
 Company. 
 
 The final plans of the branch to Campanha, oS kil. GOO 
 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 ",0; 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 bv the following table: 
 
— 319 
 
 YEARS . 
 
 LENGET OPEN 
 TO SERVICE. 
 
 REGEIPTO. 
 
 EXPENSES. 
 
 PROFITS. 
 
 1887 
 
 klms. 170 
 
 $ 398.137 
 
 $ 272.186 
 
 $ 125.951 
 
 1888 
 
 u u 
 
 393.835 
 
 280.037 
 
 113.798 
 
 1889 
 
 a u 
 
 440. 14G 
 
 285.820 
 
 154.326 
 
 1890 
 
 u u 
 
 503.777 
 
 398.405 
 
 105.372 
 
 1891 
 
 u !; 
 
 596.613 
 
 448.975 
 
 447.638 
 
 SoROCABANA RAILWAY. — The construction 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/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 Boitnva to Tiete, 24 kilometers, and the branches 
 from Boituva to Tatuhy and from Cerquilho to Botucatu, 46 
 and 110 kilometers in length respectively, have no guai-antee. 
 The extent of hue open to traffic is 342 kilometers. 
 
 By a decree dated November 24tli. 1888 the Sorocabana 
 Railway obtained, besides other favors, a guarantee of 6 "/„ 
 for thirty years on the capital to be employed in the ex- 
 tension of its lines np to a maximun price of S 16380 per 
 kilometer. The extensions should be from Botucatu to a 
 convenient point on the 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 Faxiua: the porint chosen on 
 the borders of the two States was Itarare. 
 
 The final plans of these extensions were approved bj' 
 
— 320 — 
 
 decrees dated 3'^ December 1889 and 18'" October 1890, 
 and the term for finishing the v/orks was prolonged 
 from 3 to 5 years, after the plans were approved, by 
 decree of 9"' October 1890. 
 
 The extensions, which are being constructed, 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 
 commeucad on the 4'''' June 1891 and of that to Iterare 
 on March 31*'* of the sanne year. 
 
 Besides this concession, the Sorocabana Railway 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 about 200 kilometers long. 
 
 "When this line has completed its system, it wil be 1.016 
 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 Minas Geraes, and with the lines projected in the State 
 of Parana, it will be one of the most important railways 
 in Brazil. 
 
 AVich respoct to the traffic moved by the line, it has only 
 been possible to obtain data up to 1887. In 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 S 272.565. giving a 
 a profit of about 3 ",„. 
 
 Par.wA Railw.w — This concession belongs to a Com- 
 pany organized in France under the name of "Com]iagnie 
 
— 321 — 
 
 Ginerale dos Cheaiins de Fers Bresilieas. This somewhat 
 pompous title is liable to produce errors, as the Brazilian 
 Railways genei-ally are not treated of, but, to speak more 
 modest!}', one railway i;i Brazil. The concession was 
 granted by the Province of Parana on Xovember 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 t>; 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 G37 meters, and on 
 the fall, 2 kilometers, 888 meters; there are, in this section, 
 17 kilometers 432 meters on gradients and 43 kilometers 
 478 meters on the level. The length of maximum gradients 
 are: on the rise 750 meters, and on the fall, 700 meters. 
 The minimum curve radius is 200 meters. The total 
 length ou the curve is 7 km. 174 met; in citrves of minimum 
 radius, 1 km. 500 m., and on the straight 31 kilometers 
 7.5G meters. The gradient ]3art of the Hue is 42. Ij "/„ of 
 its length; and the part in curves 22.4 " o. 
 
 In this first section there are four stations: Paranagua, 
 the starting jioint, 5.(30 m. above sea level: Puerto Don 
 Pedro II, at kilometer 2, 4.20 m. above sea level; 
 Alexandra, at kilometer 16, 10.50 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 termiual 898.13 mot. 
 above sea level, the highest point, at kilometer 80, being 
 954.lj3 met. above sea level. The maximum gradients are: 
 
— 322 — 
 
 on the rise m. 0.30 per meter aud Om. 0.17 on the fall. 
 The total length of maximum gradient is 23 klm. 431 met. 
 on the rise and 2 Mm. 0.95 met. on the fall. This section 
 has 41 Mm. 255 met. of gradient and 4 Mm, 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 30 cubic 
 meters per lineal meter, of which about a third part was 
 in stone; 96 sustaining Avails were built of about 3 kilo- 
 meters in length altogether, and vvfith 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 biiilt, is there a small 
 ^ nucleus of j)opulation. " 
 
— 323 — 
 
 L) the third section, which is 24 kilonietei's hiug, the 
 maximum gradient is m. 0.17 per meter, of which there 
 are 1 1dm. 8()9 met. on the rise and 440 met. on ' the 
 fall. There are 13 klm. 362 met. in sundry gradients and 
 10 klm. (332 met. on the level, the former being 55. 6 "/" 
 of the length of the section. The minimum curve radius 
 is 150 meters, of which there are 257 meters: the leagth 
 of curved line is 7 klm. 874 met. or 32. 8 »/„ of the 
 section. The highest point, Cajuru, at kil. 106.500. is 
 624.90 met. above sea level. Iti this section there are two 
 stations: Piraguara, at kil. 87, 896.43 met. above sea 
 level, and Curj^iba, 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 ])roducts of the district seiwed by tliis section are 
 verba mate, timber and grain, the ground being suitable 
 for tlie cultivation of wheat. 
 
 The gauge adopted in this line is one meter, and as 
 we have above indicated, the maximum gradients are 
 0m.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, Ijeiug 
 about $ 91.000. 
 
 At the present time the extension of the line across the 
 high plateaux of the Siitte of Parana is being carried . This 
 extension will be of the greatest importance, both for the 
 Company and the State, which guarantees a minunum rate 
 of intci'est, as also for the districts traversed, ■which are 
 now destitute of cheap and rapid means of transport and 
 cannot therefore make use of their riches. 
 
— :m — 
 
 (111 Ihn I/*' (if .lamian- IS',)-J tlio fjjoiuu'ivl couditiou of the 
 liiu> was as follows : 
 
 l,K\(l-ni OI'KN TO TlfAFKlC. 
 
 I'lU-aua-MKi to Ciirytiha.. . . kil. lll.ODi) 
 
 Ciirvlilia lo laipa. .... " l-JO.OlH) kliu. 2ai.()(H) 
 
 IN OONSTIUK'TIOX. 
 
 l\rorrotos to Anloiiiua . . . kil. 17.000 
 La|.a (o Ih,. 1,'io Negro . . " CO.OOO 
 HiAiica.Moii lo I'li.Mlo Auuvwnias " (ll.'i-lO " l.'{8.240 
 
 .sl'UVKYlCr). 
 
 IvVstunn-a, Woca, to Pniita- (irossa " 72.220 
 
 Total. . . klin. lll.KIO 
 
 Tho auiomit. of capiial imostcil in tlio co.istrui'tion of 
 llu> lino from l'araua,i;uii to Cnrvtiba inchuliiii;; rolling 
 slock, is .■slinialod at s.nu.'wliat nn>n> than S lO.OOO.OOM, 
 Imt tlio oapilal on wliifh tlio gnaraulin> ot' 7 " „ is paid, 
 cnily anuMuils to $ (1.27 1.().") 1. M'ho extensions towards 
 .Antonina., Ivi(> Nogro, Puerto .Vnni/.onas anil .I'nnta (Jrossa 
 have a gaaraiitoo ot'(i " ,, oa tho I'apital that may ho invested 
 in tUoni, np to a niaxiuuini ot $ Id.lJSO, which was grnnted 
 hy the decrees of Jannary .'xh USS'.t and ISJh ( )ctober 181)0. 
 
 The una! plans of the hranch to Antonina. and (if the 
 extensions to Ivio Negro and Piu>rto .Vina/onas were 
 apin-o\-ed by decrees dated 'Jl"' Septenib"r and (Ith 
 Novoniber IHS',). 
 
 The works ot' the .Vntouina branch were connncnced in 
 dune 1S1)|, but due to luoditications it was necet'sary to 
 
 nnvke in the route, and (he (.'tuisiilerablo works oxocntod to 
 
.'<2r, 
 
 j)rufcuct tlu^ li.io iVoiii tlii^ wMtm-s, i(. v/,is! sfill ln'i;ii; cuii'^l i-iiL-t(Ml 
 at the end of ISKl ; but the lirauch slxnilil l)o rrady for 
 traffic ill Ajjril ISi);;. In fhis brancli tlio averago cost per 
 Ivilomnter was $'2().(iI0; in tlio extension from CJnr3'ti!)a to 
 til" i>nint, of bifnrcatiou with thelinoto Lajja and Kio Negro. 
 71 Idin. 7G() met. Imi';-, tlio average cost was $'Jl.!l92; 
 iVc)in till' point of liifurration to the city of jjiipa, .">() 
 kilometers, the cost was $ !().il2(>. 'J'lu'si^ two last, linos 
 wore opened to traffic on ISth Novendier iS'.il, and 0:10 
 of tlie ])rincipal ])roducts which tliey carry is ^-eiba mate 
 in tlio rough, tho ([unntity exported being sufficient to give 
 the line a considerable inconie. 
 
 The financial condition during the fi\(' }cars from ISS? 
 to 1M!)1 of tho lino from i*aranagua to Curytiha has 
 improved year by year. Tlie following statement will give 
 tlio movement during that period. 
 
 l.KNdlll lil'KN 
 TO THAKKK!. 
 
 1887 
 1888 
 188H 
 ]8!)0 
 18111 
 
 KIniH. 
 11 1 .()()() 
 ill .000 
 111 .000 
 11 1.000 
 lU.OUO 
 
 ;3t;8 
 
 7!)0 
 
 410.0(>2| 
 
 421 
 
 20(1 
 
 471 
 
 .•J7H 
 
 n.-j.j 
 
 817 
 
 ,•50 1. (170 
 28; J. 72.". 
 2i)2.M;i 
 ;M!» (vi'.t 
 2!)i.:5:.i 
 
 (-.7.120 
 
 I2(;.i{.'ui 
 121) ()(;;{ 
 
 ir)1.7H4 
 2-1.4. IOC 
 
 As will be seen tlii> prolits have grudiLilly increa-ird, 
 and it is to be ]io|)eil they w ill do so still more when the 
 nov,' extensions are oixMied to traffic. 
 
 Uio Gkaxde axu ]{a(ik Kaiiavay. Tho coucession for tliis 
 railway v/as granted by the |n'ovince of Kio (Jrande del 
 Sud on the 11th of August 1871 and a Company, calli'd 
 tiiii Imperial Railway Company of Kio (iraiuh- liel Sud, 
 was formcil in Franco to construct it with a cajiital of 
 
— 326 — 
 
 S 7.382.712 which, by decree dated October 26th 1878 
 was granted a guarantee of 7 "/o for 30 years in 
 accordaace 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 
 (jrrande 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 188J, the whole line of 283 
 kilometers was opened to traffic. It is, therefore, a line of 
 very recent construction, and in new countries, the prosperity 
 of railways is not apparent at first; it is therefore passing 
 through the period of difficulty which railways in these 
 countries generally have to bear. 
 
 The following statement shows the financial movement 
 of the line in the five years from 1887 to 1891 : 
 
 LKXGTH OPEN 
 TO TRAFFIC. 
 
 1887 
 
 283 
 
 1888 
 
 283 
 
 1889 
 
 283 
 
 1890 
 
 283 
 
 1891 
 
 283 
 
 349.123 
 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 Stats has set on foot the extension of this line from 
 Bage to Cacecjuy, a distance of 205 kilometers 843 meters, 
 
— 3'27 — 
 
 which \\ould form a junction at the latter place with the 
 line from Port Alegre to Uruguayana. 
 
 This extension will provide the line with greater elements 
 of life, which will undoubledly tend to shorten the period 
 during which it must avail itself of the '.vhole of the 
 guarantee granted by the State. 
 
 LEGAL REGIME 
 
 III Brazil as in the Argentine Republic 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: 
 
 1 «) That would establish communication between two or 
 
 more of the old Provinces; 
 (7/) That would connect the Federal Capital with one or 
 
 more of the Confederate States; 
 I CI 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. 
 
 if) That were an extension ot any National line or of 
 any line conceded by the Nation. 
 
 (Jn the other hand the old Provinces (or actual Confederate 
 States) have granted the conoession (jf those lines: 
 
 I « I That were exclusively of local interest, viz; those 
 that did not run beyond the limits of the State, and 
 
— 328 — 
 
 did not G.icroach upon die districi. already allotted by 
 any national concession, or belonging to a National line; 
 
 (b) That were branches of any lines authorized by the 
 National G overnm'='nt 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 territor3^ 
 
 In granting the concessions of thess lines there has been 
 no determined plan of legislation, each concession having 
 been made according to the reigning conditions, although 
 generally those of the National concessions have been more 
 or less adopted. 
 
 The concessions granted by the National Crovernment 
 are divided into four classes which although more or less 
 similar on the whole, nevertheless widelj' differ in their 
 details as to term of privilege, property, concessions, and 
 method of fixing capital outlay when there is a guaranteed 
 interest. 
 
 These tour classes do not form a general group from 
 which the Government makes a choice when granting a 
 concession but they rather represent the successive altei'ations 
 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 re])resent monopolies and 
 I'avours, the Government fulfil a moral obligacion in 
 modif3'ing 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 m Europe aiifl North America in the matter 
 of railway concessions the nations are still in the dark it 
 is not to be wondered at that in new countries like the 
 Argentine Republic and Brasil, where, as is natural, the 
 fever of advancsment is of a more acute type and where 
 hopes are more ai'dent, nlmost all the different systems of 
 concession should have been tried. 
 
 These four classes of which we have spoken are: 
 
 (1 I 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 I 30 kilometers on each side of the line i for the 
 same term as the guarantee; exemption fi'om 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 durmg the first thirty years 
 of v/orking, and other favours of which wo 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 ISoo. 
 
 (2. I Perpetual or temporary concession, in the latter case 
 not to exceed ninety years, and to revert to the 
 Nation at its termination ; Guarantee 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 ]jeriod of the guaranteed term or at tiie 
 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 bj' the law of February ISth 1874. 
 
— 330 — 
 
 (3.'i 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 
 ycai-s; 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 pi'ojected and approved, 
 nevertheless such capital may be increased by the 
 amount of awy modifications demanded by the Nation, 
 or if the Company should propose auy modifications 
 that would result in an economy on the accepted 
 plan, provided same were made with the approval of 
 the Groverament, 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 i20 kil on 9acli side of the line' 
 during the term of the temporary concession or 
 otherwise at the outside- for ninety years ; exemption 
 from import duties ou 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 lOth 1878. 
 
 i/i. I 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; prixdlege 
 of a twenty kilometer district (half on either side of 
 the line I during the term of the concession; other 
 
— 331 - 
 
 favours as in the third coiicessiou: ft-eedom from 
 expropriation for a term to be specified in each 
 concession; absolute right of expropriation on the 
 plea of piiblic utility. 
 
 The concessions 'without guaranteed interest have the 
 same clauses as those with guarantee, with the exception 
 of this particular, as also in the other favours which are 
 only granted when expressly mentioned in a concession. 
 
 We have only recited here the principal point.-, 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 1852 ; perpetual or temporary as granted to 
 those under the law of 1874; and still the same under the 
 law of 1878; finall_y by the law of 1880 exclusively 
 temporary. 
 
 At first the want of experience was paid for; later ou 
 the new concessions were 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 onlj- 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 cajjital Avas fixed 
 
— 332 — 
 
 beforelianrl but in turn this was changed, and it was 
 determined definitely to fix this after construction but 
 "witliout any limit as to maximum. 
 
 On this point there is a greater variance of ideas than 
 at tlie time of the concession, each system in Government 
 circles has its supporters and the question is at present far 
 from being resolved. 
 
 It is true that theoretically the doctrine of the law of 1S80 
 is the most reasonable, but is it tlie most convenient politically? 
 
 Hero we have only to review the various systems, but 
 if we were allowed to express our private opinion we should 
 say that the capital fixed beforehand under the wise 
 conditiousof 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 (36 to GO, to 40, and then to 20 kilometers. This 
 reduction was an absolute necessity for the opening up 
 of the country by raihvaj^s and to ensure to each district 
 the most convenient and natural outlet. 
 
 Further on we will explain what is luiderstood 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. 
 
 5. The right of expropriation has alwa^-s been maintained- 
 "\Ve will later on explain liow this is exercised but to 
 
balance this privilege the law of 1880 mentions for the 
 first time the rijrht of expropriation on the plea of pnblic 
 utility, although the same right has alwa_ys been tacitly 
 understood. 
 
 In all the concessions 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 tariffs for transport, to superintend the 
 execution and maintenance of the ^\'orks 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 pri\'ileges 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 necessai'y for the construction a:id original 
 e'|uipment oi the line and its workshops. 
 
 '2.'"' 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 requii'cd for the railway line, works, stations and other 
 dependencies. 
 
 4."' The gratuitoiTS concession for similar purposes of lands 
 of national property. 
 
 5."' The use for the works of the railway of the wood 
 and other materials found on the national lands or commons 
 
 <i."' The right to use free of charge the public roads for 
 the passage of the line. 
 
 7."' The cession at a nominal price of the lands bordering 
 the line for the purpose ot establishing colonies thereon. 
 
— 334 — 
 
 8."' The prefei'ence in equal conditions for the extension of 
 tlie hne or making of brandies. 
 
 9."' The preference in the working of any mines or water 
 v.'ays 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 military service of 
 all the native employees. 
 
 11."' The light to establish abroad the directorate of the 
 Companies, but with a resident representative in Brasil 
 with fuU 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"' Payment of the guarantees granted to Companies 
 formed abroad in gold or its equivalent . 
 
 13."' The right of arbitration for the adjustment of anj- 
 questions referring to the interpretation of contracts; 
 privileges, or the obligations of the contracting parties. 
 
 14."' 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 works, carrying to the credit 
 of the appropriations in the guarantee accounts the payments 
 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 mth 
 those Companies enjoying a guaranteed interest, to receive 
 the h^^lf of the net profits when these are from eight to 
 
— 335 — 
 
 twelve i^er cent, aud to reduce the tariff's wlien they 
 exceed 12 "/,,. 
 
 To complete tliis review before giving the dispositions 
 in detail of the four laws establishing the four classes of 
 concessions we Avill mention the various decrees: 
 
 1. Of October '27th 1855 regulating the pj'ocess of the 
 expropriation of the lands required for the construction of 
 the line and its dependent instalations, it establishing a 
 summary jirocedure 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 jiidicial 
 citation and within five days the proprietor will be obliged 
 to declare liis 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 Goverment 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 ratif}'- the 
 final judgement of the tribunal. 
 
 Once the judgement is pronounced, although without tlie 
 conformity of the owner, the Company will pay into 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 
 
— 33G — 
 
 made, when in Brasil the ideas upon raihvay matters 
 were very iudeliiiite, demonstrates an intelligent and 
 conscientious study of the European regulations with, a 
 foresight that does honor to the Minister '■A'ho signed it- 
 Later on it was completed, improved in certain clausse 
 reformed in others but even to day it still forms the basis 
 of them all; and when the day conies 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 enterjjrise in Brasil, should be better understood- 
 AVhen we have conchided 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 thh Law of June 2G"' 1832. This law 
 passed by the General Assembly and promulgated by tha 
 decree N." 641 of June.^6th 18-52 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 Rio de Janeiro and tei-minate in the most 
 favourable peints in the provinces of Minas Geraos and 
 San Paulo. 
 
 LTnder 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 Rio Janeiro with native 
 capital by the Viscount of Rio Bonito, Fnrqueim de 
 Ahneida, Zoa Baptista da Fonseca, Joseph Charleo Mayrnich, 
 Melitou 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. 
 
 lb I It fixes the extent of the concession to a maximum 
 limit of 90 years. 
 
 In the contract for this line, as also for the otliers 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 18j.j established special 
 regulations for the expropriation of private lands as we 
 have mentioned above. In addition to the national or 
 iinoccupied lauds, the Companies in the ex])roi)riatious from 
 private people wei'e exempt from paying for the value of 
 the ground granted under the old Colonial system gratis, 
 as also of those held iinder the squatting rights > first 
 occupant i. Id. 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,i Allows the Companies to make use of the 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 terras 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 83 kilometers 
 on eithe side of the line for a period of ninety j^ears. 
 
 This privilege is granted with the object of ensuring 
 the original lines from competition by new concessions in 
 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 in its starting or terminating 
 point . 
 
 It does not e-XLclude new lines which, beginning or 
 terminating in those same poiiits, aid in their development 
 beyond the district they serve, on condition that they do 
 not establish in the privileged district other stations than 
 those of arrival or departure. Neither does it exclude 
 extensions, convergent junctions, 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 I It gives the Government the right to fix the tariffs 
 up to tlie 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 i^ G.600' 
 metres) and by arrobas (14 kilogrammes 688 grammes) 
 as follows: $15 per ton and per kilometer or $8.20 U.S. 
 gold for prodttce for export in general; $ 30 i or $ 16.30 
 U. S. gold) per ton and per kilometer for imported goods; 
 for 1st, 2nd and 3id class passengers respectively 600' 
 400 and 200 reis per league ( 6.600 meters i which is 
 equal to S 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 ou tlie capital 
 employed, the term of the guarputee and the maximum 
 capital remaining to be fixed. 
 
 In the concessions granted under tliat 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 fijiished 
 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 cover the working exnenses, on the other hand 
 the guai'antee is limited to making up the seven per cent. 
 
 (ii Fixes the maximum 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 fixing 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. 
 
 ij) 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 exenptiou from military and national 
 guard service for those workmen and employe's of the 
 raihvay who are natives of the country, and faciUtios and 
 advantages as colonists for those who are foreigners. 
 
 Having already treated of this guarantee, it is scare ^-h' 
 remains for us to say that it has been fulfilled ia all the 
 concessions granted under that la^v. 
 
 (1) Exacts the approval of the (jrovernmeut 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 and the concession be modified. Farther, aiij'thing 
 established iu the statutes which may be contrary to the 
 clauses and conditions of the contract of concession, and 
 "which mn-y have passed unnoticed by the Grovernment when 
 approving them, will be, by right, considered null and 
 void, and no modification made ia 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 transit 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 crossiug of the railway by 
 these roads nor to levy tax on such crossing. 
 
 AVhen 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 constriiction 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 below. 
 
 (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 dividod 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 wliich the fine runs, and when this has 
 expii-ed, if the Company is still in fault, forfeiture is 
 declared. 
 
 (o) lisserves 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 conditions, the price to be paid for the 
 redemption will be a capital in bon:ls 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 neeessary regulations for the construction, maintenance 
 and working, as also for the control, public order, and 
 safety. 
 
 In comjjliance with that clause, the Government has 
 published the regulations, has appointed a fiscal engineer 
 on each line, and has in Europe an agent to aiTange the 
 guarantee accounts of the Companies. Questions of detail 
 are arranged by special agreement. 
 
 Art. 2. Makes the dispositions of this law. applioabls to 
 the Companies that maj^ be formed for the construetion 
 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 hnes, 
 and has given a great help to the new industry of railways 
 
— 343 — 
 
 besides establishing in Brazil a perfected S3'stem of raihvay 
 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 
 fourth 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 P'jblic Works for the years 1883 to 1892; 
 the Legislative Collection up to 1892; "Le Bresil" by E. 
 Lavasseur (Extract from the Euciclopedia of 1889 j; "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 sm-veyed; 
 the cost per kilometer of the line open to traffic, and the 
 receipts expenses, and protit or loss per kilometer. 
 
— 344 — 
 
 EAILWAY SYSTEM OF THE BRAZILIAN 
 
 CnXCr.SSlONAIEES. 
 
 DATE 
 
 JF roNCKSSIOX. 
 
 Amazonas. 
 ParA . . 
 Ceara . . 
 
 Alagoas 
 
 E, andMiiias Oeraes 
 
 Madeira to Maniore. . 
 Releni — Hragai)i;a 
 Kortaleza to ISaturite 
 
 Qiiixerainnl-ini . . . 
 Comocini— Sobral— Ipii. 
 Central Recife to Kitdy 
 
 Pesqiieira .... 
 Pernambuco .Soiitern — Pa 
 
 res to San Francisco. 
 Panlo ABonso (from Pirai 
 
 to YatoljS) .... 
 .^la^oinlias to Sau l'"rauci 
 Rio of Oiiro .... 
 Sto. .\inaro— .TacA . . 
 Central Brazilian . . 
 
 San Panlo. . . . Arajiuara to Rio (irande. 
 
 i Porto Ale^re to Urugnavana 
 
 RioGra„dedclSud.;''--"'™"'^-S;'>,^«^fta 
 
 Anna , 
 
 2ritli. .July 18711 
 l!ltli. .luly 1S78 
 
 26th. October 1878 
 
 Dill. May 1876 
 
 19th. .Tnly I87S 
 ■2litli. Kcliniarv 1876 
 2.'U(1 Feliriiari- 1S7« 
 mil. .Inly 1878 
 Stth. May 18riri 
 iUh. May 1871 
 
 lOdi. September 1873 
 
 LINES EXJOYING 
 
 Eio Grande del Norte 
 
 U''rom Natal to Noya Crns!. 
 
 I - •■ - Villa of Cci 
 
 Miiim 
 
 Cnnde d'Eii 
 
 Recife— Palmares 
 
 \ Recife— Limociro—Timbaiiba 
 iTaniandare to liarra . . . 
 
 RibeirAo to Itoiiito , . , . 
 
 Maceiii — Im|ieratriz (Central 
 
 1 das .vlaRoas) 
 
 'Macci6 to Leopoldina . . 
 
 / Alagoas to Panlo -vffonso. . 
 
 Natal and Noya Crns Raihvay 
 Company Limited. . 
 
 The Coiide irEu Railway Com 
 
 pany Limited . 
 The Recife and S. Francisco 
 
 Railway Company Linil 
 The (ireat Western of Brazi 
 
 Railway Company Limited 
 Conipagnia Hrazlleira de Ks 
 
 tradas de Ferrn e Nayegai;ao 
 
 .\loRria,s Railway Company 
 
 Limited ..."...", 
 
 Compania Promotora de ^lel 
 
 oth. December 1873 
 7th. Augnst 1852 
 
 li;th. .Inly 1871) 
 •2Uth. .laniiary ISim 
 
 18th. October 187il 
 ."til. Woyember 18110 
 8th. Noyember 1890 
 
— 3-i5 - 
 
 EEPUBLIC ON l.^t JANUARY 1892. 
 
 
 (!r.\E.\NTEE. TECHNICAL FE.\TURES. 
 
 LENfiTH 
 
 IN KILOMETERS. 
 
 
 
 
 - 
 
 
 .^ 
 
 
 
 ^ "^ ^- 
 
 ~ 
 
 5 t 
 
 •^ 
 
 ■ = 
 
 
 j, 
 
 
 3 ll.= 1 
 
 IJ 4J 
 
 to gl 
 
 
 s 
 
 1 
 
 ^ 
 
 j 
 
 Total. 
 
 e-' 
 
 
 
 fc 
 
 o" 
 
 ■5 
 
 
 S 
 
 
 
 1 .. 
 
 Im.OO 
 
 lOOm.OO 
 
 2.;io 
 
 
 
 3.10.0 W 
 
 
 330. OjO 
 
 1.475.0(1!! 
 
 
 
 " 
 
 1311m. 00 
 
 2.10 
 
 5).'yiD 
 
 
 151.'. 01 10 
 
 
 £011.000 
 
 r.. 0411.000 
 
 
 
 
 I20m.no 
 
 1.80 
 
 nn.SDi 
 
 200.000 
 
 
 
 307. (CI 1 
 
 :i.-.'so.5;i7 
 
 
 
 
 ISlm.OJ 
 
 l.SO 
 
 21H.3(iO 
 
 
 
 ■ • 
 
 210 5'JO 
 
 2.8(lt<.IKI0 
 
 
 
 " 
 
 150m. IX) 
 
 1.80 
 
 72.07.". 
 
 H7.930 
 
 
 
 170.005 
 
 5.471.4-20 
 
 
 
 u 
 
 150m .00 
 
 i.sn 
 
 143.420 
 
 
 &0O.O0O 
 
 
 616.420 
 
 2.784.000 
 
 
 " 
 
 8201.00 
 
 3 n:) 
 
 iKi.ssn 
 
 
 
 
 n5.8.''.3 
 
 7.'iin..-.2'. 
 
 
 " 
 
 IXtm.lW 
 
 l.SI 
 
 IJil.'.HH 
 
 131.600 
 
 
 
 i53.:iUll 
 
 74;.2.tf 
 
 
 '• 
 
 (j5m.lin 
 
 i.lO 
 
 83.0.-,4 
 
 
 
 
 S.3.054 
 
 l.SOI.iHI 
 
 
 " 
 
 itOm.OO 
 
 2.10 
 
 3(i.ll.O 
 
 
 
 
 S6.020 
 
 51. 7117. 45" 
 
 
 Im.WI 
 
 ISltii.OO 
 
 1:80 
 
 72'..t)18 
 
 
 
 
 724.018 
 
 13. no J. 185 
 
 
 Im.llJ 
 
 117m. 00 
 
 2.(.n 
 
 393.853 
 
 150.030 
 
 
 
 343.853 
 
 
 
 lOKm.OO 
 
 1.80 
 
 
 
 5J1 .000 
 
 
 .531.000 
 
 11.712.2.-)9 
 
 7 
 
 2 Im.OO 
 " I2ijm.00 
 
 1.80 
 
 l.SO 
 
 37T.iX)0 
 
 2".'i.781 
 
 iO."..84:i 
 
 138. 8 '.2 
 
 
 6''.|.7S+ 
 205. (;43 
 
 138.842 
 
 110. SOI .052 
 
 
 
 
 
 
 2.744.3S0 
 
 i.04n.i;i7 
 
 1.640.832 
 
 
 .5.434.379 
 
 i: .\ It A \ TEE. 
 
 3.701 .031 
 
 il. 037. 1 25 
 
 32-...30'j 
 4.207.r.'X, 
 
 3.000.843 
 
 7 
 
 Im.CO 
 
 llOm.OO 
 
 2.05 
 
 12!.O0iJ 
 
 
 
 
 (3.276.000 
 ( 378. -23') 
 (3. 824. 00! 
 (2.357.0/1 
 
 (7 
 (fi 
 (7 
 (■' 
 
 liii.OO 
 lm.60 
 
 103m .00 
 400in.00 
 
 2.17 
 1 .25 
 
 lU.O'jO 
 124.73^ 
 
 4i.400 
 
 " 
 
 
 •2.73ll.(«) 
 
 7 
 
 Im.OO 
 
 120m. 00 
 
 2.o:i 
 
 141. o:l.', 
 
 
 •■ 
 
 
 2.135.'J.'-,2 
 
 
 
 " 
 
 
 
 22! 000 
 
 97..V^1 
 10.00:1 
 
 IIJ.OOO 
 28.700 
 
 1,50.0 Ki 
 
 (2.4-!5.ilW 
 (1.IJ74.02S 
 
 (. 
 1 6 
 
 
 101)111.0 J 
 
 2.0J 
 
 Kin.iXfl 
 
 
 
 
 2.7r.l.8iO 
 
 
 
 
 
 
 
 
 Ili7.fi33 
 
 
 8.1011.000 
 
 
 
 
 
 
 
 
 10 i. 100 
 
 30J.S04 
 
 121 .0«t 
 
 44.490 
 
 141.0110 
 
 124.T.31I 
 141.063 
 
 150. 101 
 167.69S 
 
346 
 
 Babia AJagoinhas , 
 lAIagoiuhas— Tlrabo . 
 Central de Bahia. . 
 
 Espiritn Santo 
 
 Kspiritu 
 Mina!> 
 
 Uinas r 
 Jialiia 
 
 Santo a 
 trcraes. 
 leraes a 
 
 'Nazaretli— Santo Antonio. 
 
 Nazaroth Trani-Road . . 
 
 f'aravellas— Philadelphia . 
 
 Itapenierini— Alegre. . . 
 
 Victoria tu Peganha. . . 
 
 ' ■• " Santa Cruz ile 1 
 
 'Sta. Edo. to Cachoeira 
 itapemirini 
 
 From Benebente to Mina 
 From Itabira to .latohS. 
 ,Leopoldiua 
 
 CONCESSIONAIRES. 
 
 The Bahia and S. Francisco 
 Railway Company Limited. 
 
 The Tinihc) Branch Railway 
 Company Limited. . . *. 
 
 Brazilian Imperial Central 
 Bahia Railway Company 
 Limited 
 
 Nazareth Tram-road Company 
 
 Cnmpanhia Estrada de Ferro 
 Bahia e Minas . . . 
 
 Conipanhia E. de Ferro from 
 Victoria to Sta. Cruz de 
 Rio Pardo .... 
 :le|Compauhi-v Estrada de Ferro 
 Leopoldina 
 
 Com]tanhia (Jeral de Estrada; 
 de Ferro do Brazil . . 
 
 Companliia (Jeral de Estradas 
 de Ferro do Brazil . 
 
 Minas and Rio . 
 Pe(;anha to Araxa 
 Western Minas . 
 
 The Minas and Rio Railway 
 
 Company Limited. . . ". 
 
 Companliia Estrada de Ferro 
 
 de Pei;anha A, AraxA. . . 
 
 Companliia Estrada de Ferro 
 
 j Oeate de Minas 
 
 Mnzainbinho. From Tresl 
 Cora<;oes to the Rio A'erdejCompaiihia Estrada de Ferro 
 
 and branch to Campanha . I Muzambinho 
 
 .Iiiiz de Fora to Piaii . . . 1 Juiz de Fora i Plan . . . 
 Ottoni to Pittaiifrni. ... — — 
 
 Santa Isaliel ot Rio Piclo . , — — 
 
 Rozende— Areas j — — 
 
 Macahe — Central Companliia Industria Lavoura 
 
 I e Vla(;ao de Macahe . . . 
 Rio Bonito to Cabo Frio . . i Conipanhia E. de !•". de Rio 
 Benito il Cabo Frio . . . 
 Ribeirao to Bonito . . . .lEmprosa da E. de F. de 
 ( Ribeirao ao Bonito . , . 
 Mogj-ana ] Companliia Mo!,'yana de Es- 
 tradas de Ferro .... 
 
 ntin 
 
 Tanhate to Cbaliiba y Ramai, Conipanhia E. de F. Norte de 
 
 ri San Luis . . . . . . San Paulo 
 
 Si.rocaliaiKi Companhia Estrada de Ferro 
 
 Soracabana i 
 
 HATE 
 
 W CONrKSSlON. 
 
 1 nth. December 1S53 
 7th. April 1883 
 
 nth. January 18B3 
 February J871 
 
 15th. December 183!< 
 
 2;trd. April 1881) 
 loth. September 1883 
 
 12th. July 18(111 
 
 liitli. December 18f<S 
 
 8tli. :^:ovemher isro 
 2Ttli. March 18!)-,' 
 
 27rd. February 1875 
 
 28th. November IH'M 
 
 30tli. April 187:! 
 
 lltli. October 18IM1 
 1st. September 1880 
 13th. November 1881 
 2titli. December 1873 
 21st. February 1872 
 
 15th. December 1888 
 
 19tli. October 188!» 
 
 ISth. November 1372 
 ir>th. September 18711 
 
 Vtii to Iku 
 
 . Conipanhia Viai,ao Ferrea 
 
 Sajnicaliy 
 
 Paranasiuii to CurifybalCompagnie (Jenerale des ohe-i 
 
 rith. .lanuary 1888 
 .intli. .huie 1870 
 2Gth. .\pril 1890 
 
 Lapa aud Eio Negro. 
 lua. Theresa Christina 
 :io Crrande to Bage. . 
 
 /t^naraliim to Ytaiiiil 
 
 mius de fer liresiliens 
 
 The t-outhern Brazilian Rio. 
 
 I (irande do Sul Company 
 
 Limited 
 
 The Brazil Great Southern 
 I Railway Company Limited. 
 
 11th. August 1871 
 Iflth. November 1881 
 
347 - 
 
 GUARANTEE. TECHNICAL FEATURES. 
 
 LENGTH IN KILOSIETERS. 
 
 ^- 
 
 8.037.582 
 
 8.736.000 
 
 7 
 
 lm.60 
 
 WOm.OO 
 
 1.25 
 
 123.340 
 
 
 
 
 123.340 
 
 1. 440.900 
 
 1 .440.900 
 
 6 
 
 Im.OO 
 
 120m. 00 
 
 1.00 
 
 83.000 
 
 
 
 
 83.(X)0 
 
 7.704.182 
 677.844 
 
 7.0!l8.0Cn 
 ;i90.503 
 
 7 
 
 u 
 
 " 
 
 3.33 
 
 315.000 
 .34.003 
 
 
 300.000 
 138.000 
 
 
 015.000 
 172.00(1 
 
 947.70(1 
 
 6..i07.3ljs) 
 
 807. IHO 
 
 947.700 
 
 3.795.544 
 
 677.844 
 
 
 
 - 
 
 107m .00 
 
 2!50 
 
 42.000 
 142.000 
 
 -o.ax) 
 
 23.000 
 231.000 
 
 2081000 
 
 
 (15.000 
 393.000 
 278.00(J 
 
 
 7.862.400 
 
 
 
 Im.OO 
 
 100m. no 
 
 3. CO 
 
 
 81.100 
 
 395.900 
 
 
 480.000 
 
 1 
 
 1.392.300 
 
 2 
 
 - 
 
 - 
 
 " 
 
 
 85.000 
 
 
 
 85.0C0 
 
 1 
 
 1.474.203 
 
 
 
 " 
 
 
 ** 
 
 
 90.000 
 
 
 
 90.0(X) 
 
 
 5.208.840 
 
 
 
 - 
 
 
 
 
 331.000 
 
 
 
 331.0110 
 
 ,TO.«i4.!li2 
 
 13.ioI.603 
 
 
 
 8y' 
 
 Im.lO; 1: 
 0.93: 0.66 
 
 
 
 1.470.855 
 
 66.500 
 
 92.000 
 
 2.000.000 
 
 2.C92.00L) 
 1.337.333 
 
 8.400.40H 
 
 8.402.400 
 
 
 
 
 80111.00 
 
 3.00 
 
 170.000 
 
 
 288.000 
 
 
 170.000 
 288.000 
 
 ■i.Ti-.tm 
 
 18.549.111 
 
 ■■ 
 
 Oin.76 
 
 
 
 377.00(1 
 
 140. (XX) 
 
 532.000 
 
 328.000 
 
 1.S77.000 
 
 970.01)6 
 
 2.453.615 
 I.IM.IIII 
 
 1.370.187 
 
 976.096 
 
 3.272.978 
 
 2.06<'.648 
 
 050.772 
 
 1 
 
 lm!00 
 
 8llm.OO 
 100m. 00 
 
 80m. HO 
 100m. IX) 
 
 2 '.on 
 
 2.50 
 3.O0 
 
 ci lllOO 
 
 74!20n 
 28.3dO 
 
 113.100 
 2421000 
 
 esiooo 
 
 
 
 14:1.100 
 Sl.OOU 
 
 242.00(1 
 74.260 
 93.300 
 
 1.230. 171 
 
 1,260.174 
 819.000 
 
 
 
 '■ 
 
 
 
 44.000 
 
 13.280 
 75.000 
 
 
 
 57.280 
 73.000 
 
 9!)4.20f) 
 
 994.206 
 
 6 
 
 
 
 
 32.00) 
 
 
 28.70 
 
 
 60.700 
 
 10.427.00-, 
 1.258.108 
 
 11.418.907 
 1.258.108 
 
 2.722.3.30 
 
 
 
 
 
 Im.OO 
 
 83m OO 
 120m.no 
 
 3.00 
 2.75 
 
 740.000 
 52.a)0 
 
 300.000 
 186.211 
 
 
 
 1.130.000 
 52.000 
 
 166.214 
 
 8.782. !)84 
 
 ( i. 982. 517 
 (12.722.340 
 
 ■7) 
 .0) 
 
 6 
 
 _ 
 
 80m. 00 
 lOIni.OO 
 
 2.00 
 
 37B.0(JO 
 
 776.700 
 
 200.COO 
 366. n2C 
 
 
 1.352.700 
 366.920 
 
 12.114.240 
 3.3i3.0U8 
 
 6.275.654 
 3.011.793 
 
 7 
 
 ~ 
 
 75m. 01) 
 ICUm.OO 
 
 3.30 
 2.00 
 
 231.000 
 116.080 
 
 138.240 
 
 72.200 
 
 
 141.440 
 110.1120 
 
 8.193.114 
 
 7.377.798 
 
 7 
 
 " 
 
 120m. 00 
 
 3.00 
 
 28;>.00O 
 
 
 
 
 283.000 
 
 3.831 225 
 
 3.276.000 
 
 
 
 " 
 
 
 
 175.000 
 
 
 
 
 175.00O 
 
348 
 
 Eio Grande del Slid 
 
 Pnrto Alegre to Nuevo Am- 
 
 biir^o 
 
 ; De Ytaiinl to Han Anselo. . 
 
 I.Santa Maria to Cruz AUa. . 
 
 Torres to Porto Alegre. , . 
 
 ISan fieronimo to the Herbal 
 mountains and branch to 
 the liJge-Caceqny line. . 
 
 Pelotas to the San Lorenzo 
 Colonies 
 
 notli. .Inly IHtia 
 ("The r.raxil Crreat SonthernJ 
 
 Kailwav Compuuv Limited., — 
 
 CoMuia-n'ie del Ciieiniiis de 
 
 F,-r MMl-(iiiest Lrcsili.-ns . Oth. November 1889 
 Coninaiiliia IJni:io Industrial 
 
 dos Eslados do Brazil . . , 
 
 l!lth.,lulv lf'80 
 
 Compauhia E de F.y Jlinas de 
 San (reronimo 
 
 2Uh. .Inly 1891) 
 
 ParanS and Rio, ytarare to Crnz Alt 
 
 lli..iitHn rlpi Slid 
 
 Santa Oatalii 
 
 Estreito and San Francisco to 
 
 . L'lio]iin 
 
 ,\San Francisco lo P.liimeneau 
 <' I 
 
 '7. 
 
 Emjireza Industrial e (!ons- 
 
 tructora do Rio (irande rioi 
 
 Si,l 'loth. .January 1889 
 
 t'ompanhia I'niao Industrial 
 
 dos Kstados do iirazil . . 9th. November 1889 
 Companliia Estreito y San 
 
 F'rancisco a Chupin . . . 
 Do. do. do. do. . . . 
 
 Variante do Porto ISello . 
 V.lnmeneau for Lages . 
 
 Ct'beraha to Coxini . . . 
 
 f'oyaz (Jatalao to Palma.^ . . . 
 
 Gavaz and Mattel 
 
 (Jrosso . . . .'Calalao to Matto Grosso . 
 
 ^.\racayil to Sinuio Diaz . 
 
 Sergipe j „ .. 
 
 'F.ranch fron Capella. . . 
 
 do. . . 
 
 do. . . 
 
 _ _ . do. . . 
 
 Banco Uniao de San Paulo 
 
 Do. do. do. 
 Do. do. do. 
 
 Companliia Brasiileira de Es- 
 tradas de Ferro e Navei,'ai;ao 
 I Do. do. do. do. . . . 
 
 16th. October ISDO 
 
 ill. An;,'u.-it 18110 
 
 LIXES WITHOUT 
 
 Pernamhnco . . 
 
 Minas Geraes . 
 
 Eio .Taneiro . 
 
 Klo .Janeiro . 
 
 .kibeirao— Bonito. . 
 ^Ytatlbense .... 
 .laragua — Bebedonro 
 I Oaro Preto to Pe(;anh 
 
 Campos — .San Sebastian 
 I Macahe— Campos. . . 
 \S:into .\ntonio de PAdua 
 ,.'»an Fidelis .... 
 /Rio de .Janeiro to Mnge 
 
 Corcobado 
 
 ySanta Anna . . 
 . .I'niao Valenciana 
 Ifodeio — Vassouras 
 
 Companhia de Ohrtis Piiblicas 
 e Emprezas do Estado de 
 Minas Geraes . ... . . 
 
 Corcobado Hotel and Railway 
 Company 
 
 mith. Octotire 18li: 
 I'iiid. .July 18li8 
 
 mil. .lune 18(11 
 Uh. s,.ptenibcr 18(19 
 :ird. Fehrnarv 1870 ) 
 •iird. lieci'inberlSTIl I 
 
 8th. 
 
 itii. November .882 
 
 Till, .lannarv 1882 
 •jsth. June 1879 
 2;th. April 180« 
 
— 349 
 
 GUAEANTEE.* 
 
 TECHNICAL KEATl'RES. 
 
 LENGTH 
 
 IN KILOMETERS. 
 
 5 1 
 
 
 Si 
 
 S . 
 
 1^- 
 
 £ = . 
 
 '^5 '1 
 
 
 
 Total. 
 
 1.119. in 
 
 982.800 
 
 7 
 
 Im.OO 
 
 2;iOm.OO 
 
 2.00 
 
 43.000 
 
 
 1 
 
 
 43.0C0 
 
 
 5.84! ..S81 
 
 6 
 
 - 
 
 
 356.800 
 
 
 
 35B.8')0 
 
 
 2.627.352 
 
 6 
 
 101m. 38 
 
 
 160. iOO 
 
 .. 
 
 
 160.400 
 
 
 
 6 
 
 " 
 
 
 
 
 
 222. no 
 
 
 222.140 
 
 
 
 6 
 
 " 
 
 liOra.lO 
 
 3.00 
 
 
 
 189.000 
 
 
 lS9.00f) 
 
 
 S.3I8.;W9 
 
 B 
 
 " 
 
 
 
 
 141.552 
 
 
 
 I41.5:i2 
 
 
 
 (; 
 
 '■ 
 
 101m. 28 
 
 2.50 
 
 .. 
 
 
 1.0-1.512 
 
 1. 400.000 
 
 2.471.512 
 
 ;; 
 
 
 (> 
 
 " 
 
 
 
 :: 
 
 
 izb'.noo 
 
 1.800.000 
 
 1.800.000 
 
 
 
 « 
 « 
 
 6 
 
 " 
 
 
 
 
 
 140.000 
 83 .0011 
 
 i.ixxi.ooo 
 
 saxooi) 
 
 388!oi)0 
 1.000.000 
 80O.(KXl 
 
 
 
 6 
 
 '• 
 
 
 
 
 
 
 i.8a).o«u 
 
 1.800.000 
 
 
 :i. 202. 290 
 
 6 
 
 - 
 
 
 
 
 1115.279 
 ( 80.174 
 
 
 8..5R3.8.04 
 
 195.453 
 
 160.'JUl.56« 
 
 1'.I2.013.826 
 
 •• 
 
 
 
 .. 5.649.230 
 
 !.08(!.32a 
 
 5.ni5.T71 
 
 24224233 
 
 ST.\TE OUAKANTEK. 
 
 ■ID.iMv; 
 
 240. 000 
 337.0-8 
 240.«'«l 
 140.000 
 
 325.36(> 
 C..">63 700 
 
 330.888 
 
 l.H4il.»2« 
 
 • 868, 
 
 67.507 
 
 :: 
 
 Im.lO 
 Im.iO 
 
 60m .00 
 12(l]ii.iiO 
 
 1.30 
 3.5" 
 
 20.000 
 12.000 
 22. (KX) 
 19.000 
 10.000 
 
 38!000 
 
 
 
 
 lin.iKl 
 
 Om .95 
 (lai.oil 
 ( - 
 
 120m.00 
 15ilm.O0 
 lOlm.iX) 
 
 lisD 
 2 30 
 
 isiooo 
 
 9e.5(X) 
 «i.7IO 
 76.000 
 
 
 Bo.:co 
 
 288.000 
 
 
 Im.lO 
 
 Im.lO 
 Odi.60 
 
 220m. f,6 
 121m. 00 
 IOlm.(0 
 
 72111. (»l 
 4;m.0U 
 
 1.50 
 
 30. 0) 
 
 3..'i(i 
 
 88.0fn 
 3.72L> 
 00. 7« 
 63..S.V1 
 O.OX 
 
 ■ • 
 
 
 
 20.(XX) 
 12.(X10 
 60.0(10 
 lO.oOil 
 10.000 
 
 :ti8.ofo 
 
 18.000 
 !)6..5C0 
 92.710 
 76.0!JO 
 
 88.0X1 
 3.720 
 00.7(10 
 ta.SSK 
 6.00O 
 
— 350 — 
 
 Sail Paulo . 
 
 CONCESSIONAIRES 
 
 DATE 
 
 Ol' CONCESSION. 
 
 Cnmercio and Rio de las Flo- 
 res 
 
 Alcantara— Marica . . . . 
 Ramal Bananaleiise. . . . 
 
 (jiiisama 
 
 Rio lionito to .Iiiturnalilba . 
 jTijuca 
 
 Cruzeiro to Santa Cruz . . 
 
 Botafogo to Angra de Reis . 
 
 Principe of the Oian Pari . 
 
 Norte 
 
 Comercio to San Francisco 
 
 Xavier 
 
 Santos to Juiulialiy. . . . 
 
 Itnana 
 
 IPauIista 
 
 \Rio Chirci to San Carlos ot 
 1 the Pinhal 
 
 Rio Pardo 
 
 ' iTaiihate Trememhe. . . . 
 /Santos— San Vicente . . . 
 [San Paulo— Ssuto Amaro. . 
 
 Paratv to Iguape 
 
 San Paulo. Minas, 
 (iayaz y Matto 
 Grosso . . . . 
 
 ParanA and Matto 
 (irosso . . . . 
 
 Tauliate to Araj^ar 
 
 Pental to Matto Grosso . . 
 
 Ponta Grossa to Corumbi . 
 
 Madeira to Guapare. . . . 
 
 Recife to the Pacitir, an inter- 
 national line, already cons- 
 tructed in Argentine and 
 Chilian territory; definitely 
 surveyed in Uruguayan ter- 
 ritory, surveyed for over 
 KTO' kilometers in Brazil 
 and still to be surveyed 
 in Rio Grande and in the 
 States of San Paulo, Minas, 
 Gerries, Bahia and Pernani- 
 Inico 
 
 Provincial concession . . . 
 
 Companhia Estrada de Ferro 
 
 da Tiluca 
 
 Companhia Ehtrada de Ferro 
 
 Lavoura. Rio ^ San Paulo. 
 Companhia Viaijao Ferrea 
 
 Zapucahy .... 
 The Rio de Janeiro and 
 
 Northern Railway Company 
 
 Limited 
 
 Do. do. do. do ... . 
 Empresa de Melhoraroentos 
 
 no Brazil 
 
 San Paulo Railway Bompany 
 
 Limited 
 
 Companhia Ii nana . . . . 
 
 Paulista. . . . 
 
 Rio Claro S. Paulo Kailway 
 
 Company Limited. . . . 
 
 Engineer Silva Lara and Dr. 
 
 Pedro de Karros . . . . 
 Do. do. do. y Roberto Nar- 
 
 manton 
 
 Juan Carlos Leite Penteado 
 
 and others .... 
 Fco. da Silva and Christiano 
 
 Coutinho 
 
 Companhia Ed. de Ferro de 
 
 Madeira i Guapare . . . 
 Mello Barreto, Mnrinelli, Mi- 
 
 randola y Castro . . 
 
 26th. .June 1871 
 31st May 1S80 
 
 7th. November 18fll 
 
 4th. .Tuly 1891 
 14th. Febniary 1801 
 
 27th. .\pril 1852 
 
 2IJth. April IMS 
 28th. November 1SC8 
 4th. October 1880 
 
 19th. September 1891 
 17 th. 
 
 30th. May 1«)1 
 17th. October 1891 
 
 GENERAL 
 
 States lines 
 
 Lines enjoying state guarantee. 
 Lines without state guarantee. 
 
— 351 
 
 < -zs -^ S 
 
 CJUARANTEE. 
 
 TECHNICAL FEATURES. 
 
 J 8 a. 
 
 LEX&TH IX KILOMETERS. 
 
 b.SG.10O 
 403.320 
 i44.m". 
 
 13.2.i5.l81 
 
 2.(i!l4.98" 
 424.710 
 11.5.831) 
 II. ^.KW 
 231 .660 
 
 Im.OO 
 Oiii.ilS 
 lm.(Xl 
 
 (lm.60 
 (lm.60 
 
 -Jni.OO 
 Sfim.OO 
 80m .00 
 
 10(1111.01) 2.50 
 
 603m. 00 
 241ni.0() 
 
 3.00 
 l!2.5 
 2.50 
 
 10.16 
 2.50 
 
 35.6.')0 
 38.(0)1 
 2'.).(J«i 
 3.i.0I.K( 
 8.. "00 
 
 13.014 
 
 91 .700 
 45.340 
 
 8.C00) 
 131.00(1) 
 2S3.(10li 
 
 261. GI7 
 :i«.IKX) 
 9.01)0 
 
 26.000 
 18.314 
 
 150.000 
 
 200. a)o 
 
 1.800.000 
 1.400.000 
 400.000 
 
 500.000 
 i.COOOOO 
 
 35.6;iO 
 38.1)00 
 29.0011 
 35.(«iO 
 
 31 .32>< 
 
 160.011(1 
 139.000 
 
 204.617 
 36.00(J 
 9.1X10 
 9.000 
 20.00(1 
 
 450.(»(> 
 
 200.(1(1" 
 
 1.80O.0(((> 
 1.400.C(0(i 
 400.«o 
 
 500. OUo 
 2.600.O0O 
 
 2()7.31ii 2(J3.3i0 8.01H.00()il03!51.-,r. 
 
 RESUMEN 
 
 l1■(.;•.Ol.o.^2 
 
 Kid. 1161.566 
 34.133.:)72 
 
 l!)2.(ji3.826 
 
 
 
 
 
 2.744.38U I.040.I57 l.649.Kt2 
 5 649.239 4.086.329 3.91.5.771 
 1.886 801 207.314 203.340 
 
 a.ia;i894 
 
 8.018.001 
 
 543437'.l 
 2123i233 
 
 1031. 54.5.5 
 
 3or..59«.l'.IO 
 
 192.013.826 
 
 
 
 
 
 10280420 5.333.800 7.768.943 
 
 16601894 
 
 39984067 
 
— 352 — 
 RAILWAYS WOEKING IN 1892. 
 
 wnr.KiNo ]S isf2. 
 
 f'INANCIAJ. RESULTS. 
 
 o 
 
 A 
 
 I'RO 
 
 KIT. 
 
 .-• 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 a 
 
 is 
 
 s 
 
 "Is 
 
 2 
 1 
 
 liaturite . . 
 Comocini— dobral — Ypu, 
 CiMitral J'eriianil>iico 
 Palmaros to San Kco 
 Haiilo AfloTiso. . . 
 Alagoiulias ti> San Fen 
 Rio uf Oro. . . . 
 San .\inaio-Jacti. . 
 Central lirazilian . 
 
 ?..\legre to Uruguayan; 
 fjiiuriintriil 1,1/ lite Stiilr 
 Natal to Nova-Crnz. , 
 
 I'oiicledlCu 
 
 Recife— Palmares . . 
 Tvetitt — Liniociro — Tiiu- 
 
 hauba 
 
 Riberao to Bouito . 
 JIaeeio— Iniperatriz . . 
 Hakia— Ala^ninlias . . 
 .-Vlagoinlias— Timbu , . 
 Central llaliia. . . . 
 Xazarerli Santo .-Vnfonio 
 Nazaretli Tram-mart . 
 Caravella.s Philadelphia 
 
 (1KS7: 
 
 Itapeniirini Alegre . . 
 
 LeopoUlina 
 
 .Minas ami Rio . . . 
 Western Jlinas . . 
 .iniz de Tora to Plan 
 S.Isabel of the Rio Preto 
 Rosendo- Areas . 
 
 Ribei/'a'o'to liunit' 
 Jlogynaatmaiii linelf87) 
 lirafiantina . . . 
 SorocAbana . . . 
 Paranagrtd— Curifyba 
 
 I.apa 
 
 Theresa-Christina . 
 Rio Craude to liage 
 (^uarahini to Itaciui . 
 Un ,i<;,rnnt,ul. 
 Recife — 'Jaxaiig:^ , . 
 Maeahe— Campos. . 
 Santo ,\ntonio of Padua. 
 Rio .liinelro to II 
 Principe of tlie (f. Para 
 Santos to .Inndiahv 
 Ituaiia (I8SU) . . 
 I'aiilista , . 
 Rio Claro . . . 
 
 Im.fii'i 
 
 im.on 
 
 im.on 
 
 Im.H-) 
 hn.CO 
 
 115 
 
 3-22 " 
 
 36 " 
 
 lib " 
 
 ;ii(4 - (1 
 
 377 •• II 
 
 2.').:;nn 
 
 l.i.053 
 3d.0(K) 
 35.8011 
 24.l)(in 
 IB.Pfirf 
 8.9ti'o 
 36.1.TI 
 -.-..."41 
 
 31.8.53 
 
 2i.8UI 
 
 .297 
 
 2.S (i.-n 
 
 ■I) .1411 
 7.118 
 •-'4.H14 
 lil.937 
 14.580 
 
 Ini.m 
 liii.«n 
 Ira. (XI 
 
 32 " - 
 
 740 " — 
 
 .'i2 " 24.194 
 
 37« - 23.3.".9 
 
 -^' "(20.22 
 UK - II 30.381) 
 283 '■ (I 28.!i:!8 
 1 7.". •■ (I 22 UII7 
 I 
 
 •20 " 0| — 
 !lll '• 0' ., 
 fl2 " -)•>-■■'" 
 144 
 
 139 " (1 n.i.3i:4 
 
 LS3 " (I i.1.209 
 242 '• I) 3li.T37 
 2f)4 ■■ ()| y.SJ" 
 
 2.175.1 
 
 857.8 
 
 344 8 
 
 o23.3 
 
 1.551.0 
 
 7.897.8 
 1.220.0 
 
 438 
 
 7IIB.8 
 
 0.685.4 
 
 3. 5S5.fi 
 
 1.019.1 
 2.41(8.2 
 
 4as.i 
 
 1.198.3 
 
 1.417.0 
 
 3..50S.3 
 1. 159.6 
 
 1.913. 
 
 4.827.2 
 
 — :;.(io.">. 
 
 1.351.5 
 
 
 
 352.2 
 
 — 
 
 — 
 
 832. 1 
 
 1.343.0 
 
 3.70 
 
 2.13.1.6 
 
 
 
 
 
 666.6 
 
 
 
 — 
 
 1.241.6 
 
 
 
 
 
 2.327.2 
 
 - 
 
 - 
 
 5.873.3 
 
 2.022.3 
 
 3.(14 
 
 1.415.6 
 
 - 
 
 - 
 
 331.7 
 
 80.8 
 
 0.27 
 
 895.6 
 
 — 
 
 
 3.8«2.« 
 
 1.802 6 
 
 2.49 
 
 2. lie"). 8 
 
 619 8 
 
 2.03 
 
 «34.5 
 
 184 6 
 
 0.63 
 
 2.382.1 
 
 26.1 
 
 0.03 
 
 9J2.1 
 
 
 
 
 
 987.9 
 
 210.4 
 
 0.85 
 
 554. 
 
 312.0 
 
 1..-.6 
 
 920.0 
 
 527. 
 
 2.(10 
 
 2 641.(1 
 
 867.3 
 
 1.74 
 
 716.4 
 
 443.2 
 
 4.60 
 
 _ 
 
 — 
 
 — 
 
 — 
 
 — 
 
 — 
 
 
 _ 
 
 _ 
 
 1.638.8 
 
 1.441.9 
 
 14.90 
 
 676. 
 
 1.267 
 
 3.00 
 
 2.e24.8 
 
 2.200.1 
 
 — 
 
 1.221.1 
 
 _ 
 
 _ 
 
 1.378.5 
 
 — 
 
 — 
 
 520.3 
 
 
 ~ 
 
 1.841.5 
 
 1.593.0 
 
 3. 10 
 
 3.107.1 
 
 1.898,7 
 
 3.10 
 
 8.646.7 
 
 5.333.1 
 
 5.811 
 
 879.0 
 
 39-. 
 
 1.18 
 
 3.326.0 
 
 3.91 S.O 
 
 13.114 
 
 SUii.lO 
 
 7r2.3, 
 
 7.32 
 
 1297.8 
 321.8 
 718.3 
 
 829.8 
 39.0 
 161.8 
 
The Chilian Republic. 
 
CHAPTER IV. 
 
 THE RAILWAVS OF CHILE. 
 
 The statistical synopsis of Chile for the year 1891 wliicli 
 we will give will show the raihvaj's Avhich up to that time had 
 been opened to public service, as also those in constriictiou. 
 
 The State railways are divided into three sections, whose 
 leuftths are as follows: 
 
 1st. From Valparaiso north to the bank ot the 
 Mapocho, including the branches from Las 
 Vegas to the Andes and from Boron to the 
 
 Port '228 
 
 2uil. From the Mapocho to the Talca station, 
 including the branches from Tuugay to 
 Mercado and from Tinguiririca to Palmilla 296 
 3i-d. From Talca to Victoria, including the J^os 
 
 Angeles, Traiguen, and Talcahuauo branches 582 
 
 Total 1106 
 
356 
 
 The cost of the sections as delivered over by the coutractors 
 is show in the followino; statement: 
 
 SECTION. 
 
 Valparaiso to Quillota. 
 Quillota to Santiago 
 Las Vegas to San Felipe 
 San Felipe to Lcs AiiJes 
 Santiago to San Fernando 
 San FprnanJo to Uurico 
 Palmilla Bfiinch. 
 Ciir!c6 to Talca. . • 
 Taica, Chilian aud San 
 
 a;ol . .... 
 
 Chilian to Talcahnano . 
 
 Rosendo to An- 
 
 Klnif. 
 
 56 
 129 
 
 ;jo 
 
 15 
 134 
 51 
 40 
 
 65 
 
 '230 
 186 
 
 I $9^' 
 4 G04 
 G.!»!)l 
 i 459 
 
 453 
 5.(100 
 1.378 
 
 422 
 1.SG9 
 
 G.708 
 ,4.917 
 
 .9(X) 
 . 9(j9 
 .U7G 
 . 958 
 
 000 
 .460 
 
 285 
 .061 
 
 .044 
 25G 
 
 $ 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 tlie railways in 
 the years 1889 and 1890 : 
 
 Perm.anent Wiy 
 Tratfi; equipment . 
 Shops. . .... 
 
 Stores and duplicate parts 
 Furniture and tools . 
 Total erst of the RaiKvays 
 Cash on liand .... 
 
 Outstandhig accounts and su 
 debtors 
 
 Total. . . . 
 The gross receipts were, 
 aiid ^vorking expenses 
 
 giving a net profit of. 
 
 drv 
 
 1S90. 
 
 41.99S.492.89|S 
 8. 299. 076. 19: •• 
 
 4-24.5G1.6S ■■ 
 1.175,806 60 •■ 
 
 228.891.75 ' 
 
 52. 126. 829. 11 1 
 181.683.691 
 
 1. 569. 963. 29 j" 
 $ "53^878 47G 7 |S 
 ~87060."830.14!iir 
 6.911.940.04|-' 
 
 mil. 
 
 44.410.633.76 
 10 108 117.47 
 
 443,015.49 
 1.211.892.35 
 
 279.852.16 
 
 oG. 4.53. 5 11. 23 
 715. £26.84 
 
 1.6.58.310.40 
 TyS^Ts27."34Sr47 
 
 8.482.305.57 
 G. 953. 690. 17 
 
 1.148.890.1015; 1 b28. 615. 4U 
 
 In 1889 the working expenses were 8."). 7-1 " „ of the 
 receipts and in 1890, 81.98 "'„; in the former year the 
 profit was 2.13 "o of the capital cost of the railways and 
 iu the latter 2.70 ".'o. 
 
357 
 
 The receipts were as follows : 
 
 Passengers .... 
 
 Gooils 
 
 Parcels and htugago , 
 
 StoreagR 
 
 (rovrriiinent p;issages & 1' 
 Season tickets . 
 Mole diiHs .... 
 Loading and nnloading 
 Special trains .... 
 Ticket and parccl.s books 
 
 .071, 
 
 .500 
 
 3J7 
 
 45. 
 
 4(>. 
 IS. 
 
 40$ 
 
 ;">2 ,. 
 
 80 
 
 10 
 
 00 
 51 1<" 
 0X1 
 92 
 10 
 ,00 
 
 2.701.784.80 
 
 4.5-27.180.47 
 
 3-27.5:i9.87 
 
 45.020. 70 
 
 GO-2. 99.1. 8-2 
 
 50 087.80 
 
 1-2. Oil 
 
 •2.^1.755. 1-2 
 
 10 809.93 
 
 49(1. (Ml 
 
 8.000.800.14 .-S 8.4-!J.;!05 57 
 
 The v.'orklog expenses were: 
 
 Administration 
 Tiaciioii . 
 (loailics . 
 Ooods . 
 Stores 
 Stations . 
 Maiiitt'nar 
 and buildin 
 
 of permanent 
 Total. . . . 
 
 405. 074.. 5.0 
 ■2. 408. 001.17 
 
 :)-2O.0(iO.7-t 
 1.1 01. 070. OS 
 
 142. 7 17.0.8 
 
 4.5o..lua.04 
 
 1.032. 38 I. SO 
 
 0. nil. 940. 04 
 
 505.305.12 
 2 507.0-29.29 
 
 303. 907.. 50 
 1.302.321 07 
 
 160.718.72 
 
 5o4.:;'U5.03 
 
 1.520.423.44 
 
 .09. .1.17 
 
 The receipts contributed by each section were: 
 
 !■'. Section. ... $ '2.457. 107.. '33 $ 2 . 035 . G5'i . 07 
 
 2"". <lo " 3.587.222.20 " 3.733.35)8.25 
 
 3'''. do " 2.010.500.61 " 2.113.355.25 
 
 Total. 
 
 $ 8.060.830.14 $ 8 482.305.57 
 
— 358 — 
 
 Tlie following is the proportion in which the passengers, 
 goods etc: liave contributed to the total receipts: 
 
 18S9. 
 
 Passengers 3'3.14 ",„ 
 
 Goods 55.84 " 
 
 Luggage 4.0(3 " 
 
 Government passages. . 5.2(3 " 
 
 Siindries 1.70 " 
 
 100. »/« 
 
 1S90. 
 
 32.91 % 
 53.37 '• 
 
 3.86 " 
 8.17 " 
 1.(39 " 
 
 100. »/« 
 
 The number of passengers carried was: 
 
 l"**. Section. 
 2'"». do. . 
 3"i. do. , 
 
 1SS9. 1S!I0. 
 
 1.408. BOS 1.480.637 
 1.703.706 1.142.126 
 
 871.365 
 
 959.075 
 
 3.988.877 3.581.388 
 
 The carjro handled was: 
 
 l.**' Section. 
 2.'"' " 
 
 Total . 
 
 1889. 
 
 1890. 
 
 Metric quintals. 
 
 Metric quintals. 
 
 6.494.331 
 
 6.690.580 
 
 4.875.921 
 
 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 
 
— 359 ~ 
 
 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 Icilometer . 
 
 $ 
 
 
 1.136 
 
 $ 1.295 
 
 " vehicle " ... 
 
 u 
 
 
 0.125 
 
 " 0.118 
 
 "" ton " ... 
 
 u 
 
 
 0.0191 
 
 " 0.0198 
 
 " passenger per kilometer. 
 
 u. 
 
 
 0.0211 
 
 0.0213 
 
 The coal consumed in the 
 
 
 
 
 
 same years was. 
 
 tons. 
 
 113.521 
 
 tons. 125.177 
 
 tc the value of ... . 
 
 $ 
 
 1.442.087 
 
 $ 1.561.615 
 
 The average number of 
 
 
 
 
 
 Idlograms 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 129 153 
 
 Carriages 192 202 
 
 Luggage wagons. . . 43^ ^ ^^^ 
 
 Goods do. . . . 2.389^ 
 
813.37(> 
 
 1. 
 
 ,022.642 
 
 1(3.175.200 
 
 20. 
 
 925.342 
 
 2.780 
 
 
 2 . G04 
 
 $ 985 82 
 
 $ 
 
 'Ml . 68 
 
 119 
 
 
 131 
 
 60 
 
 
 75 
 
 — 360 — 
 
 The number of kilometers run by the engines, carriages 
 and wagons in service, was: 
 
 188S. 1890. 
 
 Engines 6.432.356 7.161.601 
 
 Carriages . . . . 11.252.301 12.208.006 
 AVagoMs . . . . 52.397.108 59.669.209 
 
 The number of service telegrams 
 
 sent over the railway telegraph 
 
 lines was 
 
 Number of words in same . 
 
 Private telegrams. 
 
 Costing 
 
 N." of telegraph offices . 
 
 " " telephone do. 
 
 The railway from (Jiiauaral 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 o;ily $ 55.686.88 giving a 
 loss of $ 26.680.82. 
 
 It has been found that it is not a line which can be 
 worked bj' the State, because in such a small undertaking 
 it is only private e;iterprise that can introduce economies- 
 The line has been placed in iirst-rate condition and well 
 equipped, at a cost of over $ 100.000. 
 
 The President of the Republic has been authorized to 
 spend up to $ 1.500.000 in acquiriag, by means of public 
 teuder, 350 store wagons. 290 cattle-wagons, 100 four-wheeled 
 box-wagons, and 72 pairs of wheels for passenger carriages, 
 for the use of the railways now worki.ig. 
 
- - 361 — 
 
 For the present year the administrative estimate oi tke 
 State Eailways amounts to $8.82G: 176. 
 
 The private railways are the following, commencing with 
 the North : 
 
 From the port of Arica to the city of Tacna. . . u3 
 
 " the ])ort of Pisagua to Tres Marias, 00 khns, 
 and branches to Agna Santa and Puntnncliara 
 and sidings, together 106 
 
 " the port of Iqnique to Tres Marias, 109 kims, 
 to Virginia 31 klms, branches to stores and 
 sidings, total • . . . . 194 
 
 " the port of Patillos to Salitreras del 8ur . . 93 
 
 " " '• " Mejillones del Sur to the Cerro 
 
 Gordo mine • . 29 
 
 " the port of Antofogasta, via Salmas de Dorado, 
 to the 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 couutr}' the line should 
 continue for a few kilometres to the rich 
 silver mine at Huauchaca 440 
 
 " the port of Taltal to Cachiyuyal or to 
 
 Eefresco 82 
 
 " the port of Caldera to Gopiapo, branching cnt 
 from thence to the Puquios mines, San Antonio 
 de Apacheta, and to Chaiiarcillo or to Juan 
 Godoy 242 
 
 " tlis ])OYt of Carrizal Bajo to Carrizal Alto, via 
 Barranquilla and Canto del Agua, 36 kilms, 
 and from thence another 45 klms eastwards, 
 to the Cerro Blanco mine 81 
 
— 362 — 
 
 KL5IS. 
 
 From the port of Coquimbo to the city of la 
 
 Serena y la Compafiia 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 
 
 Rivadavia, to the east of the city of Vicuiia . 78 
 
 " the port of Tongo to the Tamaya mine . . 55 
 
 " the port of Laraguete, in the bay of Arauco 
 to the coal mines of Quilachauquin and 
 Maquegua 40 
 
 " the city of Santiago lo 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 
 Hrst-named and a httle over 10 in the second. 
 
 Th-' same service has been established in the cities of 
 Concepcion, Copiapo, Chilian, Eeugo, Quillota, San Felipe, 
 Santa Eosa, Serena, Talca etc: 
 
 The number of passengers carried last year by the 
 Valparaiso urban railway was : 
 
 1^«. class 18.215.040 
 
 2'"'. "...... 14.171.918 
 
 Total 32.386.953 
 
 Besides these means of communication, Chile possesses 
 over 800 public road.s, whose total length is upwards of 
 G6.000 kilometers; 2000 local roads and paths maintained 
 
— 363 — 
 
 by muuieipalities or private persons, with a total leugth of 
 over 40.000 kilometers, and 78 navigable water-courses of 
 over 4.600 kilometers in length. 
 
 For the maintenance and extension of the public roads 
 and the opening of other;^, the sum of $ 800.000 was voted 
 from the Nrtional funds for the year 1890, and $ 550.000 
 for the current year. The inspection and carrying ont of 
 these works, and of bridges, buildings etc;, is under the 
 care of a Public Works Office to which is attached the 
 necessary staff of civil engineers. 
 
 Kailways in oonsteuction. The following statement will 
 give the name and length of the Unes being constructed, 
 the engineers in charge, and the gauge of each: 
 
 
 .= S 
 
 
 KSGINEKK IN CHARGE 
 
 N.VME Ol- LIXK. 
 
 ^ s 
 
 (iaiige. 
 
 
 
 "^2 
 
 
 or TUE WORK.S. 
 
 
 
 M. 
 
 
 From Huasco to Vallenar. . . 
 
 49.1 
 
 1.00 
 
 BoIeKlao Kulczewsky. 
 
 '• Vilos to Illafel y Sala- 
 
 
 
 
 manca 
 
 120.0 
 71.5 
 
 1.00 
 1.00 
 
 Eduardo Barriffa. 
 
 •• Calera to Ligua .... 
 
 Santiago Montt V. 
 
 " Santiago Mslipilla. . . 
 
 59.0 
 
 1.08 
 
 Federico Garce's P. 
 
 Pelequen to Peiimo. . . 
 
 28.1 
 
 1.68 
 
 Pedro A. Rosselot. 
 
 '■ Palrailla to Alcones . . 
 
 44.0 
 
 1 68 
 
 U .. U 
 
 " Talca to Constitucion. . 
 
 84.6 
 
 1.00 
 
 Santiago Sotomayor. 
 
 Parral to Cauquenes. . 
 
 49.4 
 
 1.68 
 
 Isaac Montt. 
 
 " Coilnio to Mulrhen. . . 
 
 41.4 
 
 1.68 
 
 Carlos Herman M. 
 
 '• Victoria to Token. . . 
 
 106.0 
 
 1 68 
 
 Liiis R. de la Mahotiere. 
 
 •• Valdivia toPinbi-UapuUi 
 
 95.0 
 
 1.68 
 
 Kicardo Martinez V. 
 
 " Pichi-Ropulli to Osorno. 
 
 70.0 
 
 1.68 
 
 .Jose Antonio Vadillo. 
 
 Of the lino 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 
 Gachapoal, 18 kilometers 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 np to the dates indicated, and 
 the lengtli of rails laid during the last year. 
 
- 264 — 
 
 i^ J C 
 
 o o 
 S 5 
 
 
 
 O 
 
 
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 IZ 
 
 rn 
 
 -r- 
 
 ■-S 
 
 _^ 
 
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 L- 
 
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 L^ 
 
 
 ■- 
 
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 ^, 
 
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 *-H 
 
 ^ 03 
 
 
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 rn 
 
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 00 CM 
 
 
 iM 00 -^ 
 
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 lO 
 
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 r-, 
 
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 rrr. 
 
 t^ 
 
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 l^ 
 
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 C.^1 
 
 JL' 
 
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 •—1 
 
 
 
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 — 
 
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 3^1 
 
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 00 
 
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 _, 
 
 ^^ 
 
 — , 
 
 ,~, 
 
 ~^ 
 
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 •^ 
 
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 -U 
 
 7) 
 
 -* 
 
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 3^i 
 
 
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 C^l 
 
 t^ 
 
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 ^ 
 
 
 
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 ^ 
 
 
 
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 ^ £ 
 
 
 ;3 
 
 .. B 
 
 
 
 
 
 
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 fa 
 
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 fa 
 
 
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 i^ a<] 
 
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 O :s 
 
 O L>- 
 
 -H lO X 
 
 iC 
 
 C<1 
 
 
 £ 
 
 GO OO 
 
 CO r.' 
 
 O -T< 
 
 ^^ -H 
 
 a> o ni 
 
 o 
 
 o 
 
 
 ii 
 
 c^ 00 
 
 
 -^ ^ 
 
 o X ^ o CO 
 
 t- 
 
 Si 
 
 Ja: 
 
 _ 
 
 ^ CO 
 
 CO ^ 
 
 fM 
 
 rh CO c<i lO o 
 
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 o 
 
 rt 
 
 
 X L- 
 
 X rn 
 
 O ^ Oi CM X t - 
 
 t^ 
 
 -* 
 
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 u 
 
 
 CO o 
 
 1—1 
 
 o 
 
 ^ 
 
 .—1 
 
 d 
 
 CM 
 
 T-( 
 
 
 
 »0 CN 
 
 I- o 
 
 O CM 
 
 CC O 
 
 O lO o 
 
 X 
 
 X 
 
 
 £ 
 
 o «o 
 
 O :o O CC 
 
 Oi —1 
 
 CM CO CO 
 
 
 — ^ 
 
 m" 
 
 2 
 
 ^ X 
 
 l2 t- 
 
 O lO 
 
 lO Tfl t- O X 
 
 Cj 
 
 CTj 
 
 
 s 
 
 CO '*< 
 
 CO X 
 
 ^ o 
 
 <-> )0 ccio ^ 
 
 —1 
 
 lO 
 
 '-^ 
 
 
 X o 
 
 CO X 
 
 CO 
 
 :o OT 
 
 lO t- 
 
 — ^ 
 
 X 
 
 = 
 
 .i 
 
 CM 
 
 CO 'trH 
 
 
 CO 
 
 o 
 
 o 
 
 
 " 
 
 £ 
 
 
 
 
 
 
 CO 
 
 
 s=^ 
 
 '5^ ^ 
 o ^ 
 
 ^ o o : 
 
 o "^ "^ : 
 
 O 0) 
 
 '^3 p 
 
 ii -^ -^ ^ 5 ^ 
 <3 2 ^ ^ J3 
 
 o O O -f^ 
 
 
 fa' 
 
 3 a a 3 
 
— 365 - 
 
 These constructions were but slightly advanced in the 
 year 1891. Under the dictatorship the men employed on 
 them v\-ere taken as recruits, and the works, which were 
 occasioning a heavy disbursement, had shortly after to be 
 suspended, as the maintenance of the mimerous army did 
 not allow of other expenses being 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 — 
 
 1 '^ 
 
 o „ o 
 
 K S (r 
 IH 
 
 § 5 " 
 
 ti -^ 9. \ 
 
 M ^ 1 
 
 to O CO lO 3 -M O O O --1 O -■ 
 
 g X CO 1- o ^ o CO C-. ■;; '-o lo 
 
 lO X CO o yj o o CO <^ uo -c 
 lO c-.. -n i>- m I- CO -T tr. C5 co 
 
 „cacsxoc-i-0C2WO o to 
 
 40 .... ... 
 
 X(Mmcot>-c:coc:cio ^ ^ 
 
 o g 
 
 1 c o . 
 E £ 2 
 
 <• V. "^ 
 
 1 E- 
 
 Amoniit of the 
 
 estimate 
 
 in national 
 
 currenry 
 
 $ Cts. 
 
 565.700 00 
 1-270.800 00 
 1-801.040 43 
 2071 1.000 00 
 1.673.229 49 
 689.468 39 
 717.111 01 
 1.903.376 3'? 
 1.C50.873 53 
 
 14.775.709 76 
 
 618.909 11 
 
 Contract 
 
 price in gold 
 
 dollars. 
 
 425 000 
 
 800.000 
 
 1.260 000 
 
 1.650.000 
 
 1.050.009 
 
 550.000 
 
 600.000 
 
 1.425.000 
 
 625.000 
 
 932,600 
 
 1 g 1 
 
 1 > 
 o 
 
 u 
 ! "^ S 
 
 i ^ 
 a 
 
 11th. May 1891. . 
 31si. May 1892. . 
 20th April 1892 
 2l)th. January 1892 
 12th. January 1891 
 
 29th. January 1892 
 30th. March 1892. 
 15th. April 1894 . 
 
 31f3t. March 1891 ! 
 
 P. 
 a ° 
 2 c 
 
 g s . 
 
 -< -< a 
 a E- !- 
 
 s g g 
 > 
 
 o 
 
 nth. May 1889. . 
 31st. May 1889. . 
 20th. April 1889 . 
 28th. January 1889 
 12th. January 1889 
 
 29lh. March 1889. 
 30th. March 1889. 
 15th. April 1889 . 
 
 31st. January 1890 
 
 \ 
 
 O 
 
 From Huasco to Vallenar .... 
 " Ovalle to San Matcos. . . . 
 " Vilos to Illapel y Salamanca . 
 " Oalera to Ligua and Cabildo. 
 " Santiago to Melipilla. . . . 
 " Pelcquen to Peumo . . . . 
 " Palmilla to Aicones . . . . 
 " TaIca to Constitucion 
 " CoihuB to Mulchen . . . . 
 " Victoria to kil. 130 . . . . 
 " Kil. 130 to Aiitilhue (kil. 235) . 
 " Valdiviato Pichirropulli (kil.305 
 " Pichirropulli to Union anc 
 Osorno fkilnis. 37'2) . . . . 
 '■■ Parr.al to Cauquenes. . . . 
 
— 367 — 
 
 Dou Fidel S. Meriuo is contractor for the line from 
 Parral to Cauquenes and Don Tomas E. Albarracin for 
 that from Victoria to Tolten: the remainder are being 
 constructed bj' the State. On the termination of the 
 construction of all, the accountj will be examined by the 
 North and South A. C. C". 
 
 The bridges to be erected in these lines and their length, 
 as well as the number and length of their spans, are as 
 follows : 
 
 NAME 
 
 OK LINE. 
 
 < )valle tx) 
 Marcos . 
 
 NAME OF BRIDGE. 
 
 N". OF Sl'AXS 
 AND THEIK LENGTH. 
 
 .River Humalata. 
 l1" do. do. 
 
 Vilos to IlIapeliLake of Oonclmle 
 and Salanian-. River Choapa . . 
 ca ' do. lUapel . . 
 
 do. Aconcagiia 
 
 Lake Litre . . . 
 do. Blanquillo 
 
 Calera to Ligua 
 and Cabildo. 
 
 Quebiadilla 
 Patagua . . 
 
 Santiago to Me-( do. Paico 
 
 lipilla. . . .(River Mapocho . . . 
 
 r> 1 • do. Cachapoal . . . 
 
 r, ' Lake of Malloa . . . 
 
 Puumo . . .1 -, .. r ■ 1 
 
 do. ot Limahue . . 
 
 Palmilla t oi do. of Chimbarongo 
 
 Alcone.s. . .(, do. of Ligiieimo . . 
 
 .River Claro 
 
 Talca to Cons-'Lake of the Puercos . 
 
 titucion . . .iQuebrada Honda. . . 
 
 'River Maiile 
 
 Lake of the Chanco . 
 
 (River Quiiio 
 
 .Lake of the Salto . . 
 
 ' do. Quillen .... 
 
 I do. Cuyunquen . . 
 
 do. Lleguin .... 
 
 River Cautin .... 
 
 , do. Quepe 
 
 From Victoria 
 to Valdivia 
 and Osorno . 
 
 of 
 
 .1 do. Limare ! 5 
 
 Quebrada Seca [1 
 
 50. 1 
 
 50. 
 
 50. 
 
 40. 
 
 25. 
 
 35. 
 
 25. 
 
 40. 
 
 50. 
 
 30. 
 
 20. 
 
 30. 
 
 20. 
 
 30. 
 
 25. 
 
 50. 
 
 50. 
 
 25. 
 
 41. (iO 
 
 40. 
 
 60. 
 
 40. 
 
 2l'. 
 
 40. 
 
 80. 
 
 30. 
 
 60. 
 
 40 
 
 70. 
 
 20. 
 
 25. 
 
 1)0. 
 
 65. 
 
 TOTAL 
 
 APPR0XI5IATB 
 
 LENGTHS. 
 
 130. 1 
 
 100. 
 250. 
 
 40. 
 
 50. 
 
 70. 
 
 25. 
 
 400. 
 
 .30. 
 20. 
 30. 
 
 ^ 70. 
 I. , 
 
 25. 
 250. 
 400. 
 
 .50. 
 
 41 66 
 
 80. 
 
 60. 
 20d. 
 
 60. 
 
 SO. 
 400 
 
 .30. 
 LSO, 
 200. 
 210. 
 
 CO. 
 
 25. 
 
 60 ! 
 
 65. 
 
- 368 
 
 NAME 
 
 NA.ME OP BRIDGE. 
 
 
 N". OF SP.4N8 
 
 TOTAL 
 APPROXIMATE 
 
 or LINE. 
 
 
 AND THEIR LKN6TH. 
 
 
 
 i 
 
 
 
 LENGTHS. 
 
 
 |River Hiiichave . . . . 
 
 1 
 
 of 50. mts. 
 
 50. mts. 
 
 
 do. Tementuco . 
 
 
 1 
 
 " 40. 
 
 40. 
 
 
 • do. Tollen . . . 
 
 
 ;] 
 
 '• 50 ■' 
 
 150. '• 
 
 
 First Llihaijn 
 
 
 
 
 1 
 
 " :-?o. 
 
 SO. 
 
 
 ' Second ilo. 
 
 
 
 
 1 
 
 " 20. 
 
 20. 
 
 
 Third do. 
 
 
 
 
 1 
 
 " 20 
 
 2(1. 
 
 
 Quillen . . . 
 
 
 
 
 1 
 
 '• 40. " 
 
 4(1 
 
 
 River Cruces 
 
 
 
 
 
 1 
 
 " 55. " 
 
 55 . '■ 
 
 From Victoria 
 
 Ruca Piclui 
 
 
 
 
 
 a 
 
 " 20. 
 
 (iO. 
 
 to Valdi via 
 and Osoruo . 
 
 Ina(|ue . . 
 
 Mafi! . . . 
 lMulp(in . . 
 jCalle-Calle 
 ' Cucuilelpu. 
 
 Collilelpu . 
 
 Cliampeco . 
 jLloIlelhue . 
 ;River Bueuo 
 ,Pilmaiquen 
 1 Cuinco . . 
 
 
 
 
 
 1 
 
 1 
 1 
 1 
 1 
 1 
 
 2 
 
 1 
 2 
 2 
 4 
 
 '• 40 . 
 
 •• 20 '■ 
 
 « 20. 
 
 '• !)0. 
 
 " 20. '• 
 
 " 56. 
 
 « 60. 
 
 " 20. 
 
 " 56. '• 
 
 " 55. « 
 
 " 50. 
 
 40. " 
 
 20. 
 
 20. 
 
 no. '• 
 
 20. 
 
 56. '• 
 120. 
 
 20. 
 110. 
 110. 
 200. '• 
 
The Republic of Paraguay. 
 
CHAPTER V. 
 
 THE RAILWAYS OF PABAGOAy. 
 
 Amongst the Soutli American Republics Paraguay' lias 
 not been backward in the commencement of the construction 
 of railways. Her Governors have understood that although 
 ])rovided with exuberant natural riches and with a climate 
 suitable for all the productions of the tropical zone, the 
 various natural products could not be transported and be 
 of commercial value without the facilities of communication 
 between the interior of the country and the great fluvial 
 arteries of the rivers Parana and Paraguay that bound the 
 Republic on the East \^"est and South, and which afford 
 ail outlet to the markets of the River Plate. Under the 
 Presidency of Don Carlos Antonio Lopez the constniction 
 was authorized of the line that leaving Asuncion should 
 have terminated in Villa Kica. 
 
 The works were commenced in .Tune lS."i9. and l>r. 
 Boui'gade, iu his work entitled ''Le Paraguay'' writes as 
 follows respecting them. 
 
 The first section was constructed under the direction of 
 Engineer Padison and reached to the Paraguari, a distance 
 of 72 kilometers from Asuncion. The surveys of the 
 second section were made by Messrs. Valpy and Biirrel 
 and the Avorks were about to be commenced when the 
 ^\-Ar broke out that tom])orarily ruined the Republic. ITntil 
 
1886 the works Avere entirely suspended when the 
 riovernment annulled the concession that belonged to a 
 private firm and ordered the continuation of the works. 
 
 This was entrusted to Don Luis Patri one of the richest 
 capitalists in Paraguay, and from that moment the works 
 were pushed on with great activity under the direction 
 of the French engineer M. Oil Eegnault, and the 
 section as far as the station General Caballero, situated 
 ou the other side of Ibitury has already been opened to 
 public traffic. The important surveys of M. Eegnault have 
 demonstrated iu various points the mistakes made in the 
 original plan by Valpy, and due to his experienced direction 
 and to the beneficial resolution of Sehor Patri it will not 
 be long before Paraguay is provided with a railway in first 
 class order. 
 
 The Grovarnment in desiring to foment by all possible 
 means the prosperity of the industries and of private 
 enterprise has resolved to sell this line and an English 
 Company with sufficient capital has recently taken it over 
 on condition of prolonging it to Villa Encaraacion situated 
 on the banks of the Paiana on the Southern boundary 
 of the Republic. The line should be completed by 1894 
 and will establish communication with the Argentine 
 Railway in course of construction between Monte Caseros 
 and Posadas. The line this extended will place Paraguay 
 in communication with the Argentine provinces of Cor- 
 rientes and Entre Eios as also with port of Montevideo 
 via Concordia, Salto and Durazno. 
 
 Had it not been for the general crisis that has affected 
 the whole of the River Plate and Brazil and which also 
 compelled the Company to suspend the construction works 
 at xOO kilometers from Villa Rica or 252 kilometers from 
 Asuncion on the right bank of tne River Pirapu, the line 
 
— 373 — 
 
 would actually have been completed as for as Villa En- 
 carnaciun in 189-2. Thero still remains to be constructed, 
 in order that the line may rtacli Eucarnacion, a distance 
 of 135 kilometers wliich vdll give the railway a total length 
 of 387 kilometers. 
 
 With the general technical conditious of the whole Hue 
 we are not acquainted, but iu his work " The Eepabhc of 
 Paraguay" the author Alireilo M. du (Iraty writes as 
 follows on the first section from Asuucion to Paraguay. 
 
 " From the. Capital to the river Ingueri the railway 
 runs up a hilly district iu Luque a distance of 16 kilo" 
 meters, with an elev.stion of 48 meters above the river 
 level. From Ingueri to Paraguay the line runs iu a 
 valley of tea or twelve kilometers wide formed by the 
 Altos mountains. 
 
 Throughout the section the heavy grades on the line 
 are less than 1 "/„ rise, the heaviest of all being 1 in 75; 
 from Inguery to Paraguay there is only a difference iu 
 level of 45 meters. 
 
 It would have beea. possible to reduce even these 
 grarlients on the sectio3.s of the line but to do this the 
 rails would have had to be laid in lowlying marshy 
 lands, which would have cousiderably increased the works 
 without producing any notable advantages in return. 
 
 The smallest curves oa the line are of about 800 meters 
 radius although there is one with a radius of 600 meters. 
 
 The embankments and cuttings are more or less equally 
 distributed and may be calculated at 7000 cubic meters 
 per kilometer. 
 
 The ground is of light earth}- formation, easj' to work 
 and to avoid the deterioration caused by the rains on 
 earth works of this nature, these are protected by being 
 sodded. 
 
— 374 — 
 
 Tlie line crosses a large number of bridges it having 
 been necessary to form sufficient watercourses to drain oli' 
 the rain water which would otherwise have destroyed the 
 earth ^vorks Indeed the number of these canals would 
 appear altogether excessive if the nature of the rainfall in 
 tropical climates were not taken into consideration ; — such 
 works being the most costly of all in the construction of 
 a railway. The gi-eater part of the bridges are of the 
 wood which is found in Paraguay in great quantities and 
 of special excellency for this class of work, in which they 
 have used Lapacho, Urundel and Curupai woods, noted 
 for their solidity and durability. ( 1 1 
 
 The bridges over the canals are built on piles well driven 
 into the earth or on buttresses of stonework; they are 
 from 3.60 meters to 4 meters long and from 3 to 4 ^2 
 meters high. 
 
 The bridge over the Iribai has a total length of 54 
 meters, comprising a span of 12 meters over the river 
 itself at a height of 8 meters: the one over the Itai in 
 the Campo Grande is 36 meters; and the one to be built 
 over the Ingueri will be 72 meters long. These bridges 
 are very solidl}' built and are important woi'ks of art. 
 
 The rail used is of the American type laid on Quebracho 
 sleepers, a wood of extra durability and proof aganist the 
 effects of damp. (2 i 
 
 The Grovernment bj' the law promulgated on September 
 22."* 1887 were authorized to sell the National Railway 
 from Asuncion to Villa Rica with the obligation of its 
 
 (1) It is a well established fact ihat the solidity and resistance 
 of wood is in relation to its weight : Lapaclio weight HO kilograms 
 to the cubic fort. 
 
 (2) Quebracho weighs 38 kilos to the cubic foot. 
 
— 375 — 
 
 extension to Villa Encarnaciou. The contract by which it 
 was handed over to an English company styled "The 
 Central Paraguay Railway Company" was made ia Ma^'^ 
 1889, the price agreed upon being $ •2.100.000 gold, payable 
 in gold one half in cash and the remainder in special 
 preference shares bearing 6 "/o interest. 
 
 The Company should finish the whole line within live 
 years time unless "force majeure" can be proved to have 
 hindered same. 
 
 The guage of the section from Villa Rica to Eacarnacion 
 will be decided upon by the CTOverumeiit in accord with 
 the Company; the latter haring the I'iglit to construct 
 branches off the main line, without guarantee, the plans 
 being previously approved by the Goverment. The State 
 guaranteed 6 "'o mterest for 20 years on the line from 
 Asuncion to Villa Eucamacion in the following manner: 
 From Asuncion to Villa Rica on the sale price of 
 $ 2.100.000 gold; and from Villa Rica to Encarnaciou 
 on the kilometric cost of $ 30.000 gold; the line as 
 constructed to be delivered to traffic in sections of 5(J 
 kilometers, and the guarantee service to be made six- 
 monthly. 
 
 For the guarantee purposes the working expenses were 
 fixed at 65 % of the gross receipts, the Company being 
 under the obligation to deliver to the State monthly the- net 
 profits of the line until the whole of the guarantee payments 
 may have been refunded ; whtn the net profit of the line 
 exceeds (J ",'», the amount over and above will be destined 
 to a reserve fund to attend to unavoidable losses etc, in the 
 formation and inversion of which the Government will 
 intervene; when the sums carried to such reserve fund have 
 reached $ 500000 gold, the amounts will be paid to the State 
 until the guarantee account may be litjuidated and balanced- 
 
— 376 — 
 
 During the time that the guarantee is in force the Government 
 in accord with the Company will fix the tarifTs, and when 
 the profits of the Hue exceed 12 "'o the Goverament will 
 fix same. 
 
 The yjroperty, material, and tools for the construction 
 maintenance and working of the line shall be free of all 
 fiscal duties; The Company undertakes to carry the 
 public corresyjondence free and to charge half the ordinary 
 tariff rates for the transport of employees, troops, ammunition 
 armament, equipment etc. for the national forces, as also 
 for the carriage of the olouists and their luggage when 
 sent by the Immigration Office. Perpetual free concession 
 was made of the state lands necessary for the construction 
 of the line, stations, workshops, sheds and other works, in 
 accordance with the approved plans; for the formation of 
 new towns each station shall cover a space of 1003 meters 
 square, the expropriation of such lands being made for 
 tlie account of the Company and not including houses or 
 villages. The right of cutting the necessary woods for 
 the construction of the line from the state lands, was 
 given, as also to work any quarries for the same purpose ; 
 and the private lands were declared of public necessity when 
 required for the installation of the line, the expropriation 
 of same being for the account of the Company. 
 
 The Company undertook to construct a double line of 
 telegraph from Asuncion to Villa Encarnacion which shall 
 serve for the business of tiie Company although the 
 administi-ation of the line shall be under the State whose 
 employees shall also be paid by it. The Government reserve 
 the right to inspect all the works by its Engineers and to 
 approve of any such in the construction of which they have 
 not intervened. The Company must have its headquarters 
 in the Capital of the Republic, and in caise the Board of 
 
- 377 — 
 
 Directors is established abroad, they must appoiat in th? 
 Country a Representative with full powers to treat definitely 
 and directly all the questions that may arise with the 
 Government or private individuals, the books of tiie railway 
 being kept in the national language. During the construction 
 of the works the emplo^'ees and workmen shall be exempt 
 from militaiy service ; the questions that may arise between 
 the Govei-nment and the Company shall be resolved by 
 means of arbitration. 
 
 These v/ere the genei'al bases of the agreement made 
 v,'ith the Central Paraguay Eailwaj^ C". for the prolon- 
 gation of the line to Villa Encarnaciou. 
 
 With the object of avoiding any doubts as to any of 
 the dispositions of the law of Setember 22.id. 1887 under 
 which the contract we have just been reciting was concluded, 
 the Congi'ess passed the law, promulgated on July 31st. 
 1890, by which the clauses relating to the guarantee must 
 be interpreted in accordance with the estipulations of same : 
 
 (d) The guarantee granted by the State will be paid 
 intact : — 
 
 (bi In each contract will be fixed a certain percentage 
 as working expenses which the (Tovernment will recognise 
 for the effects of the liquidation of the guarantee accounts; 
 and in those cases where special clauses have not been 
 inserted relating to this point, the working expenditure 
 should bo stipulated in relation to similar concessions where 
 this has been done. Thus the com]ianies must deliver to 
 the Government at the ajjpointed ])erio(ls for the payment 
 of the guarantee the excess of the gross receipts over the 
 recognized working expenses of the line. 
 
 When the companies, owing to the lowness of the receipts, 
 or the excess of the working expenses, over and above the 
 recognized expenses, are unable to pa}' this balance or only 
 
— 378 — 
 
 part of it, the Government will debit the companies in a 
 special account with the amount, and interest at the same 
 rate as the guarantee, of the difference between the gross 
 receipts and the recognized working expenses and the 
 amoimt paid in return of the guarantee ; these differences 
 will be taken into account in the final li(iuidation. 
 
 (c) If the gross receipts do not suffice to meet the working 
 expenses the companies must make up the deficit 
 without requiring the G-overnment to pay anything 
 over and above the guaranteed interest on the full 
 capital. 
 
 (d) Until such time as the whole amount paid by the 
 Government as guai-antee has been returned, the 
 Companies must not pay to the shareholders, partners 
 or holders larger dividends than those received as 
 guarantee from the Government according to the Law 
 and the special contract in each case; neither must 
 they deduct from the receipts after the actual and 
 legitimate expenses have been covered any sums for this 
 or any other object; 
 
 I e'\ The Conqianies may at any time renounce the 
 State guarantee but they must previously return the 
 amount received as guarantee from the Nation. 
 
 ( /■) In each railway administration of a guaranteed line 
 there must be an auditor named by the Government, 
 dependent of the Finance Minister, who shall perform 
 the following duties : 
 
 (1 1 Draw up every half year in accordance with the 
 General jManager or the Representative of the Com- 
 pany an estimate of the wages and ordinary working 
 expenses of the line for the next half j-ear, submitting 
 same to the Finance Minister with the necessary 
 remarks fcr his approval. 
 
— ;579 — 
 
 |'2) To intervene in the accountant's department anil note 
 
 that the receipts of the line are not expended 
 
 otherwise than estimated for, and that such outlays 
 
 are charged in due accord with their proper 
 
 appropriations. 
 
 {3} Observe that the Com])any acts iu accordance with 
 
 the tariffs in operation, requiring the Administration 
 
 to at once return any sum improperly charged or 
 
 collected. 
 
 1 4) Agree to the accounts ot' the Company as presented 
 
 for the collection of the guarantee, having previously 
 
 verified that same are in order with the result of the 
 
 working of the line and M'ith the approved estimate 
 
 of the working expenses. 
 
 (5) The salary of the auditor will be fixed by the 
 
 Government in accord with the Compauy and will 
 
 figure in the estimates as part of the working expenses 
 
 of the hne. 
 
 The National Congress has authorized other concessions 
 
 for railways destined to cross the Country iu various directions 
 
 and we will now give a short notice of each one of these _ 
 
 By the law of September '28th 1889 the Government was 
 
 authorized to contract with Don Antonio Pelaez for the 
 
 (fonstruction and woi'king of a railway to leave Formosa 
 
 vhere it would form a junction with the Argentine railway 
 
 running through Villa Oliva, Palmas, Angostura, Carapegua, 
 
 Ibitime, San .lose, Ajos, Carayao, Union, San Estanislao and 
 
 would end at Bella Vista. It would also have a branch 
 
 leaving Angostura and passing through Villeta, Ipaue, San 
 
 Lorenzo, Lambare to Asuncion. The definite surveys and 
 
 plans were to be presented within two years after signing 
 
 the contract, with a statement of the conditions of the 
 
 construction of the line giving details of the ])rice and 
 
— 380 — 
 
 quality of the rails and sleepers, their weight and strength, 
 
 it being understood that all the materials shall be of first 
 
 class quality eqnal to those employed in the x\rgentine 
 
 Republic. 
 
 The gauge will be 1.G76 meters and the total length of 
 
 the line must not exceed 500 kilometers, inclusive of the 
 
 sidings. 
 
 The Nation guarantees to the concessionaire G"/u interest 
 
 for twenty years on the kilometric cost of coustruetio.i of the 
 
 road of $ 30.000 gold. 
 
 Tlie gnarantee service will be paid every six months and 
 
 Avill commence to rnn from the time that the line is opened 
 
 to traffic in sections of fifty kilometers although the various 
 
 buildings may not be completed. 
 
 When the net profits of the line exceed 6 °j„ the 
 concessio:iaire will repay to the State the excess intact 
 until the full value received as guarantee has been refunded 
 with 6 »/„ interest on same, the "working expenses being 
 fixed in the maximum of 55 "/„ of the gross receipts. During 
 tho enjoyment of the guarantee the Concessio.iaire will 
 fix the tariffs in accord with the Government, but once 
 the line produces 1:^ " „ the Government alone will fix same- 
 A telegraph line must be constructed pai-allel v/itli the 
 railway which will be opened to public service and on 
 which the same tariffs will be charged as on the national 
 telegraphs. The railway must be finished six years after 
 the approval of the plans by the Government: the materials 
 for the construction and service of the line are free of all 
 national duties; the head offices of the concessio.iaire must 
 be in the Capital of the Eepublic, in which place the 
 dividends must be paid on such shares.' as are subscribed 
 there. Th-* concession is granted for a term of 55 years 
 from the dnre that the whole line is opened to SLi^vice, 
 
— 381 — ■• 
 
 and at the expiry of that period the whole Une, stations 
 shops, sheds, stores and roUing stock will become the 
 exclusive property of the State without any olaim for 
 indemnizations, the line to be handed over ia perfect 
 working order. • The gratuitous concession of state lands 
 the right to the expropriate the private lands necessary 
 for the installation of the line, and the obligations of 
 the concessionaires to transport the public and ofticial 
 correspondence and of the Government cargoes wax fixed 
 in the same terms as established by the law of September 
 22nd 1887 under which the sale of the National Railway 
 was aiTanged. The exemption from duties of the materials 
 required for the construction and niaintenancs of the line ; 
 the arrangement by arbitration of all questions raised 
 between the Government and the concessionaire were also 
 similarly fixed; and the latter agi-eed to deposit a guarantee 
 of $ 100,000 for the fulfilment of the obligations contracted, 
 the amount to be returned when the works were proved to 
 have been finished to the extent of that amount. 
 
 By the laws of September 12th 1890 and August 31st 1891 
 there was granted to Don Adeodato Goudra, as representative 
 of a syndicate of capitalists, the concession to construct and 
 work a line to leave the Villa del Pilar and run to Villa 
 Rica, through Talavei-a, Tacuaros, Guayucua, L^bicuary 
 (near Florida) Guifico, y Ibicuary, with a branch from 
 Villa Florida in the direction of Espinola, Cabanas, Caxpucii, 
 Ibicui, Guindi, Acahi, Carapegua, terminating in Parnguary. 
 
 The gauge will be of 1 meter: the State guarantees 
 6 "/(I interest for a term of 30 yeai-s on an outlay of S 30,(X)0 
 gold (6.000) per kilometer of line, paj-able six monthly, and 
 to run from the time the line is opened to public traffic 
 in sections of 50 kilometers. For the purposes of the 
 guarantee the working expe ises were fixed at 55 '• „ of the 
 
— 382 — 
 
 gross receipts, tlie concessioaaii-e being obliged to pay to the 
 <TOvernment at the time appointed for the payment of the 
 guarantee the excess of the gross receipts over and above 
 tlie recognized working expenses of the line open to traffic, 
 in the same form and conditions as stipulated for tins 
 service in the law that we have already quoted of July 
 31st 1890. It is also stipulated that imtil the total sum 
 paid by the Governmeut as guarantee should be returned 
 by the Company, this shall not i)ay to the shareholders, 
 partners or holders a greater dividend than 6 " 'o, nor deduct 
 from the receipts auy sum for this or any other object once 
 the working expenses have been covered. 
 
 The time allowed for the signature of the contract of 
 concession, having previously deposited $ 50000 to the 
 satisfaction of the Croverument, was six months counting 
 from August 31st 1891, the date of the promulgation of 
 the law; from the date of signing the contract of concession 
 the concessionaire had 18 months in which to present the 
 definite plans of the line, and the construction of same 
 must be commenced within 12 months after the approval 
 of same and should be terminated within four years after 
 commencement. 
 
 The Company may at auy time renounce the guarantee 
 when it may be convenient to do so, and from such time 
 the Government will cease to mtervene in the fixing of the 
 tariffs; when the term of the gTiarantee has expired the 
 State may expropriate the line with all its accessories on 
 payiug to the Company the valuation with an extra 20 "/'u 
 indemnization. 
 
 The clauses of this concession relating to the fixing of 
 the tariffs; expropriation of lands; headquarters of the 
 Company; exemption from dues on all materials necessary 
 for the construction and maintenance of the line; the use 
 
— 383 — 
 
 of the woods and other materials for cousti-actioii purposes 
 existing on the state lauds; the transport of the public- 
 correspondence and Government cargoes; of the exemption 
 from military servic? of the employees engaged in the 
 construction : of the erection of a telegraph line, and finally 
 of the arrangement b\' arljitration of the questions that 
 may arise between the Government and the Company, 
 have all been established in the same form as indicated 
 by the Law of September 22nd 1887. 
 
 Later only we Avill demonstrate the great importance 
 which tlie Central Paraguay Railway will have in the 
 future as an element of quick communication between the 
 Plate and Paraguay, once the Argentine line to Posadas 
 is co\istructed, and the extension of the Central Uruguay 
 Eailway from Rivera to San Borja is carried out. 
 
 It will also form n junction with the Intercontinental 
 trunk line, the preliminary surveys of which have just 
 been concluded by the Committees of Engineers appointed 
 for that purpose by the Congress of AVashington, and 
 will also establish communication between Uruguaj". the 
 State of Rio Grande del Sud and part of the Argentine, 
 and Bolivia and Peru. 
 
The Republic of Bolivia. 
 
CHAPTER VI. 
 
 THE RAILWAYS OF BOLIVIA, 
 
 The railway system of the Bohviau Repubhc is as yet 
 mostly projected, up to the present oaly one line having 
 been constructed establishing communication between the 
 interior of the couatry and the port of Antofagasta on the 
 Pacific. This line runs across the territory of Bolivia from 
 Ascotan, a point on the frontier with Chile, to (Druro and 
 is 923 kilometers long; for its conatruction an economical 
 type of road has been adopted of 0.75 meters guage, trains 
 being able to travel without danger at a maximum velocity 
 of 50 kilometers per hour. 
 
 The construction of this line has been completed within 
 a very short time; on February 27th 1889 tlie genera] 
 plans and surveys from Acostan to Oruro via Uyuni were 
 approved, and on May 15th 1890 the line as far as (Jruro 
 was opened to pubUc traffic. 
 
 With regard to the various railway measures that had 
 been adopted up to the year 1892, the Minister of Government, 
 Don Telmo Ychaca, on August 27th .of that year, in his 
 rej)ort presented to the National Congress mentions them 
 as follows: 
 
 "In the various sections of the Administrative service of 
 
— 388 — 
 
 the Republic during the coustitucionai period of 1888 is seen 
 the action adopted by the Government for providing the 
 country with expeditious means of commiinication to foster 
 the growth of its industries by their being placed in closer 
 relation to foreign markets. 
 
 With this object they have assisted specially the railway 
 from U^'uni to Oruro, the iuauguratiou of which was 
 celebrated in May last, a progress long delayed that at 
 last compensates for the many difficulties experienced in 
 overcoming the obstacles opposed by the uatiu-e of our 
 western territory. 
 
 I have pleasure in detailing the principal administrative 
 acts referring to its construction. 
 
 On July 19th 1888 when dn-ectingthe National Secretaryship 
 in the Finance and Industrial departments, I had the honour 
 to authorize the acceptance of the proposal presented by 
 Don Luis M. Sola as representative of the Huanchaco of 
 Boli\'ia Company. 
 
 On September 8th of the same year the concessionaire 
 was granted the right to transfer the privilege without 
 altering the clauses of the contract. 
 
 On February '27th 1889 the general plan of the line was 
 approved from Acostan to Oruro via Uyuui, the obligation 
 of the constructing company to make a branch to Allita, as 
 soon as the works were commenced on the proposed line to 
 the city of Potosi, being accepted. 
 
 On March 21st the deed of sale made by the Huanchaca 
 Company to "The Antofagasta and Bolivia Railway Company" 
 tra sferring the rights and privileges as mentioned in the 
 documents relating to the extension of the line to Oruro, 
 was approved. 
 
 On October 31st the law was promulgated conceding to 
 the Huanchaca Company a guaranteed interest of 6 "/o per 
 
— 38!) — 
 
 annum for twenty j^ears on the c:ipital Id vested in the 
 construction of the railway. 
 
 On November 25th the decree was issued authorizing the 
 opening to public service of the section between Ascotan 
 and Uyuni. 
 
 On the 10"' of April 1890 it was decided, subject to 
 the approval of the Legislature, that the term fixed by the 
 law of the 31"* October 1889 for the delivery of the Railway 
 shoi^ld be counted 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 Raih^^ay exceeding 
 6 "/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 traffic 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 naiTOW, as regards 
 capacity and greater velocity of the trains, be considered 
 as deciding elementii, when endeavoring to introduce 
 economies which will reduce the capital 50 "/u, which 
 
— 390 — 
 
 capital win be proportionately higher in the construction 
 of the Cochabamba and Potosi branches, on account of 
 the windings which render the levellmg of the lines so 
 difficult. " 
 
 " The length of the railway from Uyuiil to Oruro is 
 three hundred and fifteen kilometers; It Is served by the 
 following stations, viz: Oruro, Sebaruyo, Guarl, Challapata, 
 Pazha, Machacamarca and Uyuni, under the regulations 
 approved by the Government on the l?.*'' 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.*'' 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 SI.**' 
 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 Huanchaca, principally 
 intended for the transport of the metals of the Company 
 of the same name, does not belong to the public. 
 
— 391 ~ 
 PROPOSED RAILWAYS SANCTIONED. 
 
 la accordance with tlie law of October 15th 1890 which 
 extends the grant of guarantee to the branch Hne to be 
 constructed to Colquechaca, the right to construct a railway 
 has been conceded to Don Isidore Aramayo, that shall 
 commeace in the most convenient point 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 hne 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 in turn increase tlie 
 traffic of the Central line with the bulk of its mineral 
 exports. 
 
 Concession of FEBKrARV 10."' — To Don Guillermo Ugarte 
 has been granted the construction of a railway, that will 
 
— 392 — 
 
 connect the departments of Oruro and Cochabanba, within 
 the term of four years counting from the date of the 
 execution of the agreement of the contract of concession. 
 
 The clauses contained ia 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 Une to 
 which. I am i-eferricg 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 
 hinidred kilometers at an approximate cost of L.3000 per 
 kilometer on account of the nature 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 Rocha valley. 
 
 As the concessionaire's time under the sti])ulations of the 
 contract has not expired he has not yet presented the survej's 
 for the approval of the Government. 
 
 Concession of June 10th 1891. The proposal of Don 
 Lisimaco Gutierrez 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 engineei'.s 
 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 Uymii 
 via Allita 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 L 650.000 would be about 3 ";„. 
 
 Concession of October 13"' 1891. The decree issued on 
 June 15th 1880 conferred the concession on Don Fer- 
 nando Cerdeiia 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, ia 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 IMarcli 
 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 terras 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 of November 30"' 1890. — Under the law of 
 October 27"' 1890 that authorizes the construction of a 
 railway in the east ' of the Republic by Messrs Perry 
 Cutbill & G°. 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 Englisli compauy, 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 11"' 1890. — The navigation of 
 the river Desaguadero and the lake Poopo having been 
 authorized by the lavv^ 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 vicinitj" was granted to don Juan L. Thorndike 
 on November 11"' 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'^*. 
 
 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 geaeral 
 conditions of the law of October 1.5"' 1890 and those 
 specially provided as follows: 
 
 The cost of the construction materials will be fixed in 
 accordanca with tlia 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 Desagnadero and 
 Mollendo to the North, and by Antofagasta to the South. 
 
 Concession of 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 1 890, has obtained through 
 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 15 "/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 obtain for the latter 
 the same guarantee and privileges as were granted to the 
 former. 
 
— 396 — 
 
 The discussion wliicli has been sustaining the, theory of 
 incompatibiUty with respect to the railway Hues from 
 Puno to Molleudo and from Uyuni to Oi'uro, 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 coimtry 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 survej^s 
 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 statement is to give you 
 briefly, the administrative procedures referring to them. 
 
 By the law of October 13ti' 1890, the following authori- 
 zations were declared of no effect: tliat granted to Mr. John 
 Firth for a railway from Tacna to La Paz; that granted, 
 to Don Jose Manuel Bra ecu, 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 Hui'd, through our Legation in Washington, proposed 
 the navigation of the rivers running into the Amazon, and 
 the establishment of the railwa3rs from Cochabamba to 
 Chimore and from Santa Cruz to the Eio Grande, forming 
 a connection with the Brazilian Madera — Mamore line. 
 
— 397 — 
 
 Tlie negotatioiis wliicli were set on foot having been 
 abandonned, the Muiistry has refrained :\'roni dealing with 
 the matter officially. 
 
 The acceptance of the project Taa.ifr by Guillermo de 
 Ugarte for a railway from Oruro to Cochabamba, rendered 
 those presented simultaneous^ by Santiago Secombe, Te- 
 lesforo Tovar and Fernando Cerdeua without effect. 
 
 The withdrawal of the project of Mess'■^ Luis M. Sola 
 and Pedro "Weall for a Ijranch from Uyuni to Potosi pre- 
 ceded the acceptance of that made bj' Lisimaco Gutierrez 
 for the same line. 
 
 The negotiations which were carried on by doctor An- 
 tonio Quijarro, representmg a Franco-Belgian syndicate for 
 the navigation of the parts of the rivers Purus, Madre de 
 Dies, Beni and their affluents in the national territory, and 
 the construction of a connecting railway, were suspended 
 on account of substantial modifications ^vhich altered the 
 terms of the primitive project. 
 
 I do not think it, out of place to mention the project of 
 don Ernesto Eiicli 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 Purus: 
 
 Of Antonio Quijarro for a line from Puerto Suarez to 
 Chiquitos and Guarayos: 
 
 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 to\vn of Huaicho on the borders of 
 the lake of Titicaca, passing tlurough Oruro and La Paz: 
 
 Of Carlos Miiller for a line from Paraguay to Sucre, 
 Potosi and Quiaca: 
 
— 398 - 
 
 Of Adolfb Ballivian for a line from La Paz to Puno : 
 
 And of -Gache, for the Balli^dan 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 Repiiblic. 
 
 Now that the Bohvian table land railway borders on the 
 neighboring country, I must again make mention of that 
 undertaking of such incalculable importance, both to the 
 Hon. Members of Congress, and to the Government that 
 iuitiated it. 
 
 In the future destinies of the country, tlie realization of 
 this stupendous work will render our international relations 
 closer, supporting them by ties of common interest, without 
 the inconveniences attending the j\Iagellau and Panama 
 routes. 
 
 The prolongation of the Plate hues by the Santa Catalina 
 frontier to the point of bifurcation in U;yT.mi, crossing the 
 province of Lipez, will realize, at no distant time, one of 
 cm" greatest hopes. 
 
 No"w, notwithstanding our political disturbances, that the 
 road is opened to this class of undertakings by the initiative 
 taken by the Huanshaca Company of Bolivia, who 
 sub-guaranteed the capital invested ia the construction of 
 the railway from Uyuni to Oruro, and once confidence is 
 reestablished in the promises of the Governmect, we can 
 reasonably look for a radical charge in our financial 
 condition. 
 
 Those countries which, on account of their natm'al limits 
 are shut in and live almost completely isolated from the 
 contiguous states, have no unitj' 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 tlie 
 hidden valley is brought inte view, and enters into relations 
 with the neighboring lands, and its inhabitants form pai't 
 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 estabhshment 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 laM" 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 regiilated, 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 Railway initiative coutaiiied in 
 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 renders ordinary 
 communication difficult, have made this qiiestion the chief 
 of the tasks undertaken by the Government, and with 
 respect to which, Dr. Arce, the President of the Eepublic 
 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 kilometers being opened 
 to public service. Yon can appreciate its incalculable 
 advantages for the interests of the countrj'. Here yon 
 have it within this conutries, under the very eyes of the 
 iiacredulons, ^^■ho 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 efiorts 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 
 foi-ward 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 onty object 
 
— 401 — 
 
 of my mixing in the country's politics, and its realization 
 was the sole idea of my seeking power. 
 
 On separating mj'self from the management of public 
 affairs, I only aslv 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 Colquechaca; 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 e/ilLWAYS OF PERO, 
 
 Amongst the States of the American Continent Peru 
 lias had to pay the highest contribution of all to carry 
 o\;t the construction of her railway system. 
 
 In the railway s^'^stem 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 hi 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 however 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 s1oa\- 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 endowmeut of the Republic with steam 
 locomotion has been often projected. On June 30"' 1850 
 Don Ramon Castillo laid the foundation stone of the first 
 
— 406 — 
 
 railway hi Soiitli America, on the line from the port of 
 Callao to the city of Lima, opened to traffic on April 
 5*'' 1851 being 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 Tacua was completed 
 by Mr. Egan, and then those from lea to Pisco, and from 
 Iqiiique to Noria: but it was during the Administration of 
 Colonel Baltas from 1868 to 1872 that the railway industry 
 received its great impulse, the construction of nineteen 
 lines being commenced 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 Avorks 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 covering 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 eai'ly 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 MoHendo and Are- 
 quipa, Juliaca, and Puno; the third starting from Jaliaca, 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 Avill now briefly deal 
 with the conditions of each one separately. 
 
— 407 — 
 
 Callao and Oroya Railway. — Tliis line runs from the 
 port of Callao to the Monserrate station in Lima, after 
 a run of 12 Icilometers, it climbs the mountains on the 
 banks of the River Rinac until it reaches the San Pedro 
 Mauna station in kilometers 53.340 with minimum gradients 
 of ■ 3 o/o; from this point on, the rapid ascent is made 
 with gradients of 3.85 "/o and 4.43 "/« for which reason 
 heavy eagines are employed capable of overcoming these 
 very heavy gradients. 
 
 The station Cochaira is found in kilometer 75, Cliicha in 
 kilometer IGO 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 dii'ections, 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 m communication with the Pacific parts on 
 one side and with those of the Amazon on the other 
 would have constituted new sources of wealth for Peru^ 
 but financial difficulties in that country have delayed the 
 termination of the magnificent proposal of Meiggs. 
 
 Engineer Bresson in 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 ii'on span 
 
— 408 — 
 
 " supported by three pillars, one of -which is 90 meters 
 
 " high or 1 ' 2 times the height of the towers of [^^otre 
 
 " Dame in Paris. " 
 
 " The line of this singular railways runs nearly always 
 
 " on a gTadient of .03m. or .04m. per meter; the level or 
 
 " straight stretches being the exception indeed gradieiits 
 
 " and curves constitute the general condition of road that 
 
 " from time to time climbing the zigzag or running 
 
 " through tminels comes oat on imposing precipices terrible 
 
 " in their grandeur. Manj' times the line 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 feAV of the points we shall 
 
 " better be able to comprehend the titanic nature of this 
 
 " great work. " 
 
 Localities. p„Ti'fi'c' Ov'", „ 
 
 Lima 14m. GO 
 
 Quiroz 246m. 40 
 
 Santa Clara 400m. 20 
 
 La Chosita 854m. 00 
 
 Cochachaira 1.399m. 40 
 
 San Bartolome 1.496m. 03 
 
 Agua de Verrugas 1.770m. 00 
 
 Surco 2. 029m. 60 
 
 Matucama 2. 424m. 75 
 
 Infiernillo 3. 553m. 25 
 
 Mount Meiggs tunnel 4. 771m. 73 
 
 The cost of this hue has been close upon S 200.000 
 per kilometer. 
 
— 409 — 
 
 MoLLENDO TO Arequipa AND PuNO Eaelway. — Tliis line 
 is divided into four sections: 
 
 (ft) Port Molleudo to Arequipa ]72 km. 
 
 (h) Arequipa to Vincocaya 154 " 
 
 (c) Vincocaya to Juliaca 150 " 
 
 (d) Juliaca to Puno 47 " 
 
 523 km. 
 
 The gauge adopted has been 1,435 meters ('4 ft 8 ','2 in) 
 the technical conditions being as follows: 
 
 Minimum radius of curves 106 meters. 
 
 Maximum gradient m. 400 p. m. 
 
 do. do. in exceptional cases . m. 43(j " 
 
 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 
 tj'pe, 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 "/„ •\\-ith curves of 106 
 meters radiiis. 
 
 Juliaca and Cuzco Rauavay— 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 PEEUVIAN EAILWATS. 
 
 Northern si/sfem. 
 
 From the port of Paita to Puii'a, the capital 
 of the Departament, passing through Colon, 
 
 La Huaca and Sullano SGlan. 
 
 Prom Puira to Sechura, open as for as Catacaos . — 
 From the port of Elen to Terrehafe, passing- 
 through Monsefix, Chiclayo, and Lamljayeqire . 4:3km.492 
 Branch from Chiclayo to Patapo .... 24km. 9ol 
 From Lambayeyue to Pimieqtel i of which tliere 
 
 are constructed only 25km.000 
 
 From Pascamayo to Magdalena and Cajamarca. 179km.000 
 
 From Salaverry to Trujillo llkm.OOO 
 
 From Trujillo to Ascope 78km.000 
 
 From Chimbote to Huaraz and iiamay, 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 . . . Tkm.OOO 
 From Lima to Chan cay, open as far as Ancon. 33km.000 
 From Callao, Lima, Oroya and Cerro de Pasco, 
 
 line, open as far as Oroya 209km.000 
 
 From Pisco to lea 74km.000 
 
 Sonflicrn si/stejn. — IniASiJ gauge- 
 
 From MoUendo to Arequipa 172km.000 
 
 From Arequipa to Vincocaya, Ji;haca, and Puno 351km.000 
 
 From Puno to Cuzco, open as for as Sicuani. 200km.000 
 
 Total 1572km.393 
 
— 411 - 
 
 lu the year 188G tlie Peruvian Government contracted 
 with a North-American Company for the prolongation as 
 far as Cerro del Pasco of the Railway from Callao to 
 Oroya. 
 
 The termination of this line will give a great industrial 
 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 the American Inter contiaental Conference lield at 
 Washington in 1889, the idea of studying the practicabi- 
 lity or otherwise of a railway whicli shoidd unite the 
 States of tliis continent was one of tlie first matters to 
 occupy the attention of the Delegates representing 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 
 
— 41G — 
 
 the raw material aad the mauufactnred goods to the 
 centers of elaboration and consumption and to the Maritime 
 or river ports, is the forenmner 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 rail^^•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 unexploi-ed desert 
 behind them, like an [eternal enemy to civilization and 
 progress. 
 
 On the other hand, what 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 first 
 nations of the world! 
 
 The collective action of a town guided by the paths of 
 labour, aurl aided by the agents that multijjly 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 immigrti^nt, those two units that 
 have aided so prodigiously in the jn'Ogresses attained in 
 the new world, v.'ill always be noted as primordial factors 
 in the development and increase of American towns. 
 
— 417 — 
 
 This is already a tratli wlilcli 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 betv/een the repu- 
 bhcs possessing 12.000.009 square miles of the continent, 
 with a population of some 121.000.000 inhabitants, and, 
 Avith the development of reciprocal commerce, to consolidate 
 the bonds of American brotherhood, breaking for ever the 
 barriers placed by natiire against free intercommunication 
 between neighbouring countries. 
 
 This grand idea was adopted resolutely and decidedly 
 l:)y the majority of the countries represented at the 
 Washington International Conference, and is one to which 
 Uruguay should have assented without nnjustifiable reser- 
 vations, because in the work of American aggrar.disenieat 
 and brotherhood, not a single country should desert the 
 post of honor conferred on it in the efforts and collective 
 action demanded by great worlcs: and much less Uruguay, 
 which, by reason of its ports on the Plate and the Atlantic 
 and the developinent of its railwa}- system towards tho 
 interior of South America, is destined (as may be gathered 
 from our map of the South American Railways; to make 
 important use of the advantages of communication across 
 the continent. 
 
 Rendering the merit of initiation, to whom it is due wo 
 will now say: that the idea of joming, by means of a 
 Raih\-ay, the Northern and Central part of American with 
 the Southern States was in the year 1885, long before the 
 idea was raised at the Anicrican International Conference 
 to treat of this important matter, proposed, and a survey 
 and project submitted to the consideration of the (Govern- 
 ment of the United States of America, by Professor of 
 
— 418 - 
 
 iNatural Sciences Seiior Clemente Barrial Posada of this 
 city, which, although not specially taleen into consideration 
 by the Government referred to, was duly appreciated bj'- 
 the International Railway Commission. (1) 
 
 We will now proceed to detail the antecedents relating 
 to the projected Intercontinental Eaib.vay. 
 
 At the American International Conference the report of 
 the Committee of Railway communications which was 
 adopted by the Conference on February 2G*'* 1890, says as 
 follows: 
 
 Tlie American International Conference considers: 
 
 1st. That a railway 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. 
 
 2'nd. 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. 
 
 (1 ) In corroboration of the above we give the followins; transoription 
 of part of a letter bearing on the subject from Mr. William E. Curtis, 
 Chief of the Bureau of American Republics, addressed to Mr. Crocker, 
 
 BUKI.AU OF THE AMERICAN KEl'UELICS. 
 
 Dei).irtmL'iit of State. 
 
 Washington, U. S. A., April Sv"'- ISOl. 
 M-ederich Crocker Esq., 
 29 calle Riucuu. 
 
 Moutevideo (Uruguay). 
 Dear Sir: — 
 
 The very valuable Report prepared by Professor Posada on the 
 Railway project came into nij' hand.s about a year ago, having 
 been resurrected from the files of the State Department, and it is 
 now in the possession of the Intercontinental Raihvay Commission, 
 by whom it has been read with great interest. A party of engineers 
 is now on its way to Ecuador, where it v\-ill divide and make 
 survej's North and South, from some point to be determined upon 
 
— 419 — 
 
 3rd. That the" said Comoittee shall be composed of three 
 engineers appointed b}" 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. 
 
 4'ii. That each of the adherent Governments may, at 
 their own expense, appoint agents or engineers as auxiliaries 
 to the snb- committees charged with the sectional sm'vej^s 
 of the railway. 
 
 otJi.. That the railway line, so far .as is allowed by the 
 common interests, should join the principal cities in the 
 vicinity of its route. 
 
 O'tJi. That if the general direction of the line cannot be 
 deviated, ■without great prejudice, tor the oliject indicated 
 in the preceding article, branches shall be :-uu joining 
 those cities with the main line. 
 
 7tJi. That, in order to dimuiish the cost of the woi-k, 
 existing railways will be availed of so far as it be feasible 
 and compatible with the route and conditions of the con- 
 tinental railwaj^ to do so. 
 
 after visiting that country. Tiia engineers have with tbem copies 
 of Professor Posada's paper, and it will doubtless prove of great 
 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 mal« reparation 
 in the future. The proposition to construct this iJailv.-ay has been 
 received with tlie greatest favor by the people of the United States, 
 and our Congress has made liberal appropriations to carry on the 
 survey. The other Goveraments sent Commissioners here to confer 
 on the subject. 
 
 I am very glad to ba ri?m?mbered by you, and Will take great 
 pleasure in forwarding to you the publications of tlio Bureau iu mv 
 charge as they are issue.! for distribution. 
 
 If I can furnish you with aay otlier information cr serve you or 
 Prolessor Posada in anj' way, you v.ill bo good enough to command 
 me 
 
 ] am, very sincere!}'. 
 
 Your obedient servant, 
 
— 420 — 
 
 Stli. That slionlcl the works of the Committee show tlie 
 practicability and convenience of the Railway, tenders will 
 be called for tlae construction of the work, either iu 
 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 sxib- 
 contract the vfovk or to whom they may transfer their 
 rights with due formality, after obtaining the consent of 
 the respective Govermnents. 
 
 KHl/. 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. 
 
 nth. 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. 
 
 12t]i. 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 bj' the adherent Nations in 
 proportion to tJieir respective populations, according to 
 the last official cetisas, and iu defect of census, by 
 agreement among their own Go%'ernments. 
 
 14fh. That in order to ensure freedom of traftic, the 
 Railway be declared neutral in perpetuity 
 
 loth. That the approval of the projects, the conces.sions 
 in the proposals, protection to the concessionaires, inspection, 
 of the works, supervision of the line, the neutrality of the 
 road, and the tree ]jassage of the merchandize in ti-ansit, 
 will be, in the case provided for by ai'ticle S, matters of 
 special agreement among the nations interested. 
 
-- 421 — 
 
 Therefore as soon a« the Mexican Governmeat receives 
 the adliesioii of the other Governments to this project, it 
 will invite them to appoint the commission of Engineers 
 to which the second article refers, in order tliat they 
 may meet in the city of Washington as soon as possible. 
 
 Juan Frnni-n Velnrili>.— H. G. DarU — K. A. Mcxiri — 
 Fcrnainln Cent — Gev(')niiiw Zelaija — Jacinto ('fistellu- 
 nOS — Au'brrn Carnegie. — Carlos MarUiiez— SiLon — 
 .lose Andraile- .7. M. P. Caamanu—F. C. C. Zega- 
 rra — E. C. Var,is — Manuel Qidnf.ana — .l. G. do 
 Amar.il-Valentf—Jose S. Decnud—H. G\i:mnn. 
 
 In nccordance with the foregoing recommendation in 
 May 18'JO the Mexican Government inviterl 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 Repnblic, Columbia, Me.xico, San Salva- 
 dor, Peru, Ecuador. Uruguay, Paraguay, and Brazil sent 
 delegates and three corps of Engineers were named to 
 survey the Hue in the Central and South American states 
 taking as the general plan of direction the following- 
 proposals : 
 
 UXITED STATES A\D MEXICO. 
 
 The rnilways of these countries being already in working 
 combination tlie commission has only had to study the 
 remainder of the line 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 Eotallnicleu and Mazatenango to Santa 
 
— 422 — 
 
 Ijucia. From here it will continue on the branch in con- 
 struction of the Guatemala Central line to Exulntl, passing 
 through Cujiuijilapa to Santa Ana in the Ilepublic of 
 Salvador. 
 
 SAN SALVADOR. 
 
 In this State the Ime will avail itself of the projected 
 Central line through Sauta Ana, New San Salvador, San 
 Salvador, Cojutepegue, San Vicente, San Miguel, to enter 
 the Republic of Honduras by Guascoran. 
 
 REPUBLIC OF HONDURAS. 
 
 From 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 Re]iublic the line will touch the city of Chiuandegua 
 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 Avill 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 RICA. 
 
 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 tlie Sau Jose and Port 
 Simon Railway and thence by some as yet uadoiined 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 in this part of the line it will cross the 
 Central range of mountains to establish a branch connect- 
 ing Bogota with the trunk Hue. From Papaya it will 
 run lip the Eiver Patia valley to Pasto and Itialeo 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. 
 
 Passing throngh Ecuador, the line will toucii the city of 
 Tulcan, where, running throngh the Central Quito valley, 
 it will serve the cities of Ibarra, Quito, Jucumba, Amba- 
 la, Cuenca, and Loja, whence it will pass into Peru. 
 
 FERt. 
 
 The line will enter this country bj^ the department of 
 Cajamarca or Amazonns runtiiug in the direction of the 
 
— 424 — 
 
 River Marano:i dowa whose valley it will run to the 
 Cerro de Pazco. 
 
 If it be not possible to run up this valley, it is intended 
 to follow the River Huallaca to the Cerro de Pazco, the 
 first route however being more preferable as being the 
 shorter and avoiding the necessity of crossing the River 
 Marauon. 
 
 From Cerro de Pazco it will run in the direction of the 
 River Pcrene to a convenient point to branch ofi' for Santa 
 Ana, from there to Cuzco, Santa Rosa and Puno to run 
 into Bolivia by a route round the shores of Lake Titicaca. 
 
 In Bolivia the line will connect the towns of La Paz, 
 Oruro, and Huanchaca, branching off from there to Chili 
 the Argentine Repixblic, Brazil, Paraguay and Uruguay. 
 
 The branch for Chili is already made and runs from 
 Huanchaca to Antofagasta on the Pacific Ocean. 
 
 AEGENTIXE REPUBLIC. 
 
 This branch has been already surveyed from Huanchaca 
 to Jujuy where the system of Argentine railways terminates. 
 
 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 valley of the River Tacuari to 
 Coxini, from this point hj the line to be constructed to 
 
— 425 — 
 
 Uberaba, and thence over existing lines it will reach the 
 Capital of Eio Janeiro. 
 
 PABAGUAY. 
 
 The line connecting this country with the grand trunk 
 line will also branch oii' from Huanchaca and will follow 
 the left bank of the Iliver Pilcomayo until it forms a 
 junction with the Osborne concession running from Asuncion 
 to the North of Paraguay. From Asuncion it will 
 take the route of the line to Villa Encarnacion, cross 
 the E.iver Parana in front of Posadas and continue over 
 the North East Argentine line in construction to Monte 
 Caseros. 
 
 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. 
 
 VEXEZUELA. 
 
 To establish communication between this country and 
 the main line a branch will strike off from the most 
 convenient point in the Cai;ca valley and "will run to 
 Medelhn to connect with the line in construction from 
 that city to Port Berrio in Magdalena and thence to Bu- 
 caramanga ; from there to San Jose de Cucuta, San Cris' 
 tobal. La Gruta, Merida, Trujillo, Basqiiisimeto and 
 Palencia. 
 
 The three Corps of engineers having terminated their 
 duties the Executive Commission of the Intercontinental 
 
— 426 — 
 
 Railway reports on tlie results of the surveys made and 
 this document, which justifies the practicability of th® 
 "work under fairly economical conditions we will now give 
 in full in view of the interest of same. 
 
 PRELIMINARY REPORT OF THE EXECJUTIVE COMMITTEE. 
 
 The executive committee of the Intercontinental Eailway 
 Commission' submit the following report for the information 
 of the several governments mterested in establishing better 
 xaeaus 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 
 ■ander 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 the Commission; Mr. C. F. 
 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 wlion were expected to remain 
 in the United States, was appointed Avith full and sufficient 
 powers to conduct the business of the Commission during 
 the suspension of the regular sessions of the full delegation. 
 Str. Hector de Castro, who had been appointed secretary 
 in January, 1891, resigned to take effect June 30, 1892. 
 liieut. E. M. G. Brown, U. S. Navy, was appointed 
 
— 427 — 
 
 execiitive aud disbursing officer Marcli 10, 1891, and on the 
 20th of December, 1892, the executive committee elected 
 Capt. E. Z. Steever, U. S. Army, who had been serving ia 
 the office as engineer siace April 1, 1891, secretary of the 
 Commission, the duties of said position to be performed, in 
 addition to his other duties. 
 
 Tlie executive committee has maintained in Washington 
 a central office, wliich 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 
 survev through that channel. 
 
 CENTRAL AMERICA. 
 
 CORPS X.» 1. 
 
 Lieut. M. M. Macomb, Fourth Artillery, U. S. Army, E/iyiuccr in Charffe. 
 
 Lieut. S. M. FooTE, Fourth Artillery, U. S. Army. 
 
 Lieut. L. W. V. Kexxon, Sixth Infantry, U. S. Army. 
 
 Lieut. A. S. Row.iN, Fiteenlh Infantry, C. S. Army. 
 
 Lieut. Samdel Rebek, Fourth Cavalry, U. S. Army. 
 
 Lieut. C. A. Hedekin', Third, Cavalry, U. S. Army. 
 
 Mr. C. W. Haines, Civil Engineer. 
 
 Dr. "W. C. Shannon-, Assistant Surgeon, U. S. Army. 
 
— 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, 
 and were cordially received and shown evei y attention and 
 courtesy by the Executive and other officials of the 
 Government. 
 
 On the 21st day of Slay 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 carry out these recommendations, 
 making at the proper time a report to the nationallegislative 
 assembly". 
 
 On the "22^' of j\lay Mr. Samuel Kimberly, United States 
 consul general at Guatemala City, received a comminiication 
 from the National Government, informing him that — 
 
 "The minister of public works has given orders to the 
 supei-intendent of the hippodrome to place at the disposition 
 of the luteraational Commission of Engineer's 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 offica under his specia-^ 
 care, and the official engineer, Mr. Paschke, has instructions 
 to consult with the Commission in everj'thing though to be 
 of use". 
 
 The foregoing, as well as the subsequent action bj' the 
 Government of Guatemala, shows the interest taken in the 
 welfare of the work inaugurated by the Intercontinental 
 Railway Commission. 
 
— 429 — 
 
 Four voung officers of the Army were afterwards detailed 
 to assist Lieut. Macomb in making the surveys in Guate- 
 mala. All arrangements being concluded, part of the expe- 
 dition started, uader the orders of Lieut. Reber, with 
 animals and supplies, to establish camps at Escuintla, 
 Eetallmleu, and Quezaltenango. While in the city of Gua- 
 temala the engineers prepared a map of the boundaries of 
 the city and did other preliminary and topographical v/ork. 
 
 The actual survey began at Santa Lucia, a branch hue 
 between Escuintla and that point having already been sur- 
 veyed by the Guatemala Central Railroad Company. Under 
 date of May 31, 1891, Lieut. Macomb submitted the follow- 
 ing outline of his -plans for field work: 
 
 I 1} To run a line from Santa Lucia to Eetalhuleu. 
 
 I '2 I To examine the country between Retalhuleu and the 
 Mexican line toward Tapachula, Mexico, via Rodeo, Mala- 
 catan, and Tuxtla Chico, thus finishing the examination of 
 the lower line. 
 
 I 3 I To survey a route to San Marcos and down the Rio 
 Cuiico toward Amatenaugo. The Cuilco belonging to the 
 Chiapas drainage, its valley would offer the best line by 
 which to reach the highlan-Js of (Guatemala from the 
 direction of San Cristobal. 
 
 1,4 1 To run a line up the valley of the Cuilco toward 
 Quezaltenango and Totonicapan. 
 
 (5 1 Back to Guatemala from Totonicapan, examining 
 two routes. 
 
 Accordingly, a careful instrumental line was surveyed 
 from Escuintla, via Santa Lucia, PatuluJ, 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 location of tlie important points in the neighboriiood 
 of tte lines suirieyed, and manj' 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, ■svhile Lieut. 
 Keruion had immediate charge of the survey of the 
 adjacent lines and of the examination of the Cuilco region 
 between San Marcos, Q.uezalteuango, Huehueteuango, 
 and Amateuaugo-oa-the boundary. From the neighborhood 
 of Quezaltenango another route was surveyed via Totonieapan 
 and Chimaltenango back to Guatemala 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 sknt the foothills and 
 pass through forest and grazing lands. 
 
 The second is from 800 to 2,000 feet above sea level; 
 rmming along the lower edge, or near the middle of the 
 coffee belt, the richest and best cultivated district of 
 Guatemala. 
 
 The tliird is through the "altos" I'highlauds) in the vicinity 
 of the large cities, in a climate agi'eeable to our Northern 
 people, and to those of the temperate zone generally. 
 
— 431 — 
 
 Of these three lines two are pronoimced good by the 
 engineer in charge, preference, however, bemg given to 
 the one s\irting the mountains and passing through the 
 coffee belt. Oa the lower line, via Ayutla, EscuLntla, and 
 Platanar, no serious engineering difficulties present themsel- 
 ves ; the construction would be cheap, 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 Twould 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 offtce in Washington. 
 
 Owing to an affection to his eyes, Lieut. Hedeldn was 
 relieved from duty with the corps in Januarj-, 1892, and 
 was replaced by Lieut. Eowland G. Hill, Twentieth Infantiy, 
 U. S. Army, who reported for duty at Guatemala City, 
 Marcli 31, 1892. Other changes also occurred. Lieuts. Foote 
 and Reber were relieved in April and Lieut. Tlowan and 
 Mr. Haines in August, 1892. Mr. H. J. Humphrey, an 
 experienced draftsman was sent to join Lieut. jMacomb and 
 reported for duty in September, 1892. 
 
 After completing the sm've}^ of Guatemala that of El 
 Salvador "was commenced, the frontier being crossed in 
 August of 1892. At latest accounts the corps were betxveen 
 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 
 v\'itli the line started by Mr. Shunlv iu that locality. 
 
lu response to a request of Lieut. Macomb's, tlie United 
 States minister to Salvador, Mr. E. Cutts Shannon, commu- 
 nicated with the authorities and received assurances of the 
 warm interest taken by the Cxoverunient of Salvador in the 
 progress of the work being conducted by this Commission. 
 Accordingly orders v.'ere 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, vrhile 
 the -free iise of the telegraph for official business was also 
 tendered. Mr. Tomasso Stech Bouelle, 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 G miles west of Santa 
 Tecla or Xuevo 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 Sauta 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 starts from the Government 
 lino, at a point west of La Ceiba, and swings arouud to the 
 northwest, terminating at Santa Ana. '' 
 
 '• Mr. Scherzer has just returned from Europe witli the 
 necessary capit.il i and with much nipterial ordered - to 
 complete this line, and it is regarded as a sure thing. " 
 
- 433 — 
 
 " The French company's hne. extends from tlie capital 
 to La Union, the seaport on the (xulf of Fonseca. They 
 have only made reconnoissances, liowever, and have done 
 no work. " 
 
 " Tliese 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 connection 
 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 boundarj- of Salvador connecting 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 Guascoriin. There 
 will be some heavj- work required here, but from Guas- 
 coran to (Jhin.indega I am informed that the country is 
 flat and favorable for railway construction. 
 
 " I will forward a report of our prelimiuaiy work 
 between Escuintla and Santa Ana as soon as I can get 
 tlie 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 verj- 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 working in the higher country and report themselves 
 weU. " 
 
 " T 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. Macoml) 
 reported as follows: 
 
 " I went over with Mr. Scherzer, the best railroad man 
 in 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 Miguel. Here the country is exceedingly difficult and, 
 it is said, impracticable, but this is "\\'hat we shall find out 
 dm-ing 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 our work and connect with Mr, Shunk's 
 initial point. I understand that he is now working south 
 from Sau Jose de Costa Eica, and I expect to connect with 
 the Costa Eican Road at San Ramon''. 
 
 "We have collected a graat 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 iipon 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 — 
 
 sucli good results be obtained. When our notes are finally 
 reduced the geodetic positions of all the main points m the 
 vicinity of oiir line will be determined, and on this basis 
 will rest our final plans and profiles". 
 
 '•To make an intelligent selection of an acceptable line 
 tlu'ough this country requires a very careful preliminary 
 study of the topograph}', 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 suf&cientlj' expedite the work of Corps No. 1 
 so it might complete the survey of Central America within 
 the time 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 j)oints in that 
 section. Lieut. Kennon was then detached and sent to 
 Punta Arenas, Costa Rica, with the necessary eij^uipment 
 and with orders to organize a small party, seek Mr. Shunk"s 
 initial stake on the Rio Sav(?gre, near Boca Culebra, and 
 work northward, rmming a good transit and stadia line 
 until 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 neighborhood of San 
 Juan del Hur bj^ 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 Chinaudega to Granada will be accepted as it stands. 
 It is iinderstood that our minister, Mr. Shannon, was about 
 to secure, for the use of our surveyors, tracings and other 
 data covering not only the operated lines, but also those 
 studied, although not yet constructed. 
 
 Lieut. Macomb had connected, at Sitio del Nino, v.dth 
 the Scherzer liao, now being built between Ateos and 
 Santa Ana, and had run a Hue north of the volcano of 
 San Salvador. The capital being difficult of ingress and 
 egress, Lieut. Macomb is of the opmion 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 Ins 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 pnss within 2 or 3 mi-les 
 of the town of the same name and thence ]5robabiy via 
 Usulutau, near the coast, continuing to San Miguel through 
 a good railroad country, and oue sufficiently rich to afford 
 good opportunities for future development. From San 
 Miguel the line is expected to proceed via Santa Rosa and 
 Pasaquina tovv'ards Nacaome, in Honduras, thence to Cholu- 
 teca, and fiinally to Chinaudega, 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 tov/ards 
 the head of the Rio Tempis(]ue in Costa Rica, and so on 
 to Punta Arenas, or some other point, to a junction v.'ith 
 Lieut. Kennon's section. 
 
— 437 — 
 
 SOUTH AMERICA. 
 
 CORPS N." 2. 
 
 AViLLiAM F. Shuxic, Engineer in Charge. 
 
 Rnr.ERT BrRGKSs, Assistant. 
 
 William J. O'Connell, Topographer. 
 
 James Parker, As.siitant. 
 
 D. M. Martixez Assistant Tupugrnphcr. 
 
 Fred N. Ohden, 0. S. Nan;/, Surgeon. 
 
 Thomas F. Dempsey, Eodmnn. 
 
 This party, under tlie direction of Mr. "William F. Sliunk, 
 Avas assigned to survey the country I'rom Quito, Ecuador, 
 northward and through Colombia toward the Isthmus of 
 Panama. Being fully equi])ijed, it sailed from Xew York 
 oil the 10*'' of A]5ril, 1891, lor Guayaquil, Ecuador, which, 
 point was safely reached on the 25"' of the same month. 
 At Guayaquil the goveraor 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 offered trans])ortatiou and e\"ery 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 ]jarty on the iirst 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 3'''* of May liiobamba was reached and the 
 governor of the ])rovince of Chimbora/.o called to welcome 
 the party. To return in some degree the many courtesies 
 received, the surgeons attached to the surveying corps lent, 
 
— 438 — 
 
 on various occasions and gratuitously, tlieir professional 
 services. 
 
 Quito was reached on the G"' of Maj-. 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 prodacecl 
 by the great altitude of this regioa soon disappeared and 
 the worl; 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 Ya miles made to Ibai'ra, which was reached July 12, 
 1891. The geological character of the country is aptly 
 described by Mr. Shunk in the following woi'ds: 
 
 " This whole plateau valley, together with its outer 
 slopes on Amazon and Pacific vv'aters. 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, and brown; antl 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-rock, 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 high up ridges and crater rims, and 
 all such rock is porphyritic. The viscid mud discharge 
 came to rest at a moderate inchnation. and the volcanic 
 dust showered down on it for the most part crosswise of 
 the valley before the prevailing easterly winds, thus raising 
 or helping to raise the "nudos," or knots, which tie the 
 Cordillera pai-allels 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 topographj' must have been not unhke the 
 surface of a row of hippodrome tents set end to end, 30 
 to 50 miles wide and 50 to 100, or upAvards 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 caljx of a rose against the bub, with 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 caiions 
 deep, not only on the mountain flanks, but across the 
 plains and down the outlet valleys to ocean cr river 
 Along the lofty ridges between those old craters, dead and 
 alive, the same tendencies and effects are manifest, diversified! 
 
— 440 — 
 
 liowever, bj' occasional concentration of wash in the coves 
 and immense landshdes, either rewrought were they fell 
 or dissolved ar.d distributed over old lake bottoms to reappear 
 for us as plain countr^^, the garden ground of the liepublic. " 
 
 " Tliese 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 oiu" "bluff 
 along the Mississippi, near Vicksburg and N'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, 
 vv-all-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 profomid chasm- 
 The stream, too, is always sinuous, the tussks 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, nmsouiy, and bridges, of $20,000 equivalent 
 
— 441 — 
 
 to about $32,000 per railo, and rc'|uire uo gradient exceeding 
 3 1/2 per cent. 
 
 From Ibarra the line was carried forward b}' way of 
 Toquando and Ciiota valleys, over difficult ground, consuming 
 considerable time; the stay in the pit of Chota — only 2,500 
 feet above tide, amongst barren clay hills — being anj-thing 
 but agreeable. On the 23d ot July the corps was divided 
 into two sections, section 2, under Mr. Burgess, continuing 
 line of survey up Chota and Huaca valleys, Avhile Mr. 
 Shuuk, with section 1, advanced to tiie neighborhood of 
 Tulctin and started another line northward from the soiitherii 
 side of Nudo de Haaca, about 9 miles south of Tulcan. 
 
 At Tulcan, as at all other provincial capitals in Ecuador, 
 the governor courteously oifered his services to the repre- 
 sentatives of the Commission. Before crossing the frontier 
 of Colombia, the prefect of Obando, the southernmost 
 province, sent his card and placed himself at their orders. 
 Soon after arrival at the first camp north of the lioundary 
 the surveyors were visited by a committee of citizens of 
 Ipiales, offering welcome and bearing a letter from Seiior 
 Burbaro, the prefect of the i)rovince. Next da}' Mr. Shuuk 
 and his comrades called, by appointment, upon the prefect, 
 and v/ere most cordially welcomed and entertained at 
 luncheon. 
 
 From Nudo de Huaca Mr. Slmnk's line was cai-ried 
 across the Rio 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 
 soutliward 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 2.") miles on a 
 
— 442 — 
 
 gradient wliicli should not exceed 3 1/2 per cent oa 
 location, with t\\'o or three intermediate slacks. Ten 
 miles of like gradient carries one down to Pasto, about 
 80 miles from the start near Tulcan, and 216 miles from 
 Quito. The sucessful conduct of the line to Pasto, 
 overcoming the most difficult, probably, of the suu^mits, 
 was therefore happily effected. 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 River toward the north, and 
 inclosing a cu-cular 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 uususpected, 
 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 Cima 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 prosperously iuto Pasto, the 
 problem was to get successfully out, for the "next stage 
 of the survey required the crossing of the profound valleys 
 of the Juanambu and the Mayo, divided by a lofty Cordi- 
 llera, to the valley of the Patia. North of Pasto, the basin 
 in vi'hich the city lies is bounded by a high ridge, formerly 
 connected vv'ith La Galera, now traversed by Pasto River 
 iu canon. The whole countrv 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 iutelligeut studies 
 of Mr. Shuiik, he found a small brook, the Chichatoy, 
 flowing westward, about two and one-hadf miles in length, 
 into the Paste River, north of the high ridge bounding the 
 basin wherein the city lies, and giving access to the comb- 
 like spurs near their roots, and thus enabling the engineers 
 to avoid doubling ridges and ravines along three parallel 
 affluents of the Juariambu, and owing to a long bend 
 soutnward on the upper course of that river, above their 
 mouths, to approach it near Tabloii, thereby largely reducing 
 thb necessary descent to a crossing. 
 
 " The neighborhood of Tablon is a ruling objective^ 
 whether the old Arenal Summit, the thoroughfare for 
 generations between the Juanambu 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 Avilderiiess of sharp set ridges and hollows. The "\^ado, 
 eastward, was perceived to bo a canon Avater, equally 
 uninviting, besides heading up in the wrong direction, 
 without counter sloped watershed. The Quiiia, largest of 
 all the tributaries ia that quarter, appeared unquestionably 
 to be the preferable route and Awas so found ; the summit 
 as low as Areual. sharp edged and indicating a tmmel 
 about 2,503 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 
 quiLO regular inclination of .5 degrees. Taking advantage 
 of this topography and of a suitable located lateral ravine 
 it proved tetter to develop there rather than at the foot 
 of the valley, thus gaining 2 miles of distance by means 
 ot a flaked line ou comparatively inexpensive ground and 
 attaining the proper elevation for the tunnel. "' 
 
— 444 — 
 
 " Tli3 Qiifia Valley -.vas shaley aa:l slaty, the liills 
 rounding cIjv/q very uiiforaiily iti profile, thoiigli cut by 
 drainage, with an iicreashig pitoh tov/ard the stream. 
 North of the tunnel, on the Mayo slope, the surveyors 
 traversed a region of crumbly clays and soft pumice rock 
 very much weather worn. True contours would lie in 
 bights between thiu-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 Cruz' 
 is a 60-foot stream in canon valley, 800 feet wide and 300 
 feet deep, rec[uirlng a viaduct of that size. At the end of 
 10 mile? I 16 kilometers I diwi the valley it began to 
 break into impissable canon anl fingery, wall sided spui's 
 which were avoided by turning through a short tunnel into 
 the valley of Las Palraas. " 
 
 Seven miles additional brought Mr. Snu-.ik to a junction 
 with the alternative line surveyed by Mr. Burgess, said 
 junction being about 70 miles ■ 121.6 kilometers i from 
 Pasto, by ni3snren"ieLit of a.i approximate location oi the 
 field map5. Free use of curvature, a course clearly prescribed 
 by both physical and commarcial considerations and the 
 line skillfully located, the cost of these 76 miles north of 
 Paste 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 
 B '/a per cent. 
 
 Material for masonry exists in the stream beds. Timber 
 for ties is convenient and sutiicient, except in the Las 
 Palmas Valley, where the supply is scanty, limited to 
 small groves in the lateral ravines. 
 
 From Las Palmas tha line was carried via Cuevas to 
 Popa\-an, situated at the head of the Cauca Valley, camp 
 being pitched near that city December 4"' 1891. South 
 
— 44o — 
 
 of Popaj'iin the line crosses the ridge of Eoble, whieli is 
 the divide between the headwaters of the Patia liiver 
 flowing into the Pacific Ocean and those of the Canca 
 emptying into the Caribbean Sea. Ridge of Roble also 
 connects the oriental aad occidental Cordilleras. From 
 Popayan the survej' was conducted 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 Guaitara route is 
 about 490 miles (788 kilometers) and by the Tuquerres 
 route 5.30 miles ' 8.j3 kilometers) making an average of 
 about 70 miles ])er month, commendable progress, when 
 one considers that the route lay through some of the 
 boldest mountain regions of South America. 
 
 Concerning the section between Quito and Popayan, Mr 
 Shuuk is of thf^ opiaio.i that S 32,000 per mile i S 20,000 
 per kilometer ) would bo a fair valuation for grading, 
 masonry, and bridges, provided the hne were well laid 
 in gross aid carefally located in detail; that such a line 
 exists, awaiting the finder; and that it must be found 
 eventually if the road is to be bailt, as there does not 
 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 in the United States would prepare the 
 roadbed through ijrettj- difficult country; the grades and 
 curves admissible in Ecuador and Colombia go far to oifaet 
 the peculiar obstacles e.icountored. (.rood di-ainage 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 alreadj- done on the highways, whether by 
 storms or by hand. As a rule, the steeper the pitch the 
 
— 446 — 
 
 bettei' it stands. There would be three tunnels leqmred on 
 the section now under consideration. One about a mile in 
 length under Boliche Summit, another 2,500 feet long under 
 (Juiua Summit, and a short one under the Eidge of Roble. 
 In regard to the reach between Popayan and Call, Mr. 
 Slmnk 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 Tnnia, 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 Eidge of Eoble, with the neighboriug 
 country between Los Arboles and Popaj'an, 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." 2 started the line north from Cali January 25 
 1892, ani in three weeks achieved the distance thence to 
 Cartago; making, in round numbers, 24 miles (39 kilometers) 
 the first w^eek, 60 miles (96.6 kilometers) the second, and 
 40 miles ('64.4 kilometers') the third week. 
 
— 447 — 
 
 The}" were delayed more or less by foul weather, aud, 
 on the reach between Call and Palmira, by exceedingly 
 difficult gromid to get over rapidly. The Cauca there 
 traverses a sodden ilat through dense wilderness containing 
 a network of high-water sloughs, lagoons and bayous. The 
 road was very devious, but was necessarily followed. The 
 bridges on it had been swept oif by freshet two and a 
 half years before, a cu'cumstance that so obstructed 
 transportation that the progress of camp regulated the 
 progress of the survey. 
 
 (_)wing to the frequent fords or portages in mud or 
 water, averaging probably 500 to 700 feet asunder for a 
 long distance, camp moved slowly. 
 
 These 124 miles (200 kilometers) are without serious 
 obstacle to cliea]) construction. The Cauca River neat- 
 Call, requiring a bri'-lge 450 feet ( 137 meters ) lung, and 
 the flood vs-ater\vays 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 tov\-ard 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, prettj' 
 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 i 708 
 kilometers i from Quito to La Bolsa crossing of Cauca 
 
— 448 — 
 
 liiver, south of Cali, at the previously given net rate of 
 $ 32,000 ])er mile ($ 20,000 per kilometer i for grading, 
 masonry, and bridges; thence to the 4S7th mile i 784th 
 Idlometer) at Cali, $ 16,000 per mile ($10,000 per kilo- 
 meter), and thence to the 611th mile (9S3d kilometer) at 
 Cartago, $ 13,000 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 Februaiy 
 15, 1892. 
 
 At this point the party was divided, Mv. C'Counell con- 
 tinuing the line northward, while Mr. Shunk set out on 
 an exploration of the Quindio Pass in search oi a feasible 
 route into the Magdaleua Yallej'. On his return he 
 overtook the main body February- 27 at camp north of 
 Manizales, finding in charge Mr. J. D. (xarrison, sent out 
 by the Commission to relieve Mr. Burgess, resigned. 
 
 The main road between Cartago and Medelkn was 
 followed by the line as ftir as "^'alamiiia, v/liere a crossroad 
 permitted access to the wester.i side of Cauca River at 
 Marmato, from which poiat 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 Saturdaj', iMarcli 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 cordillera, 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 Ciiinchina River from the latter point to 
 Cauca Valley. 
 
— 449 — 
 
 Mr. Shank, however, ji^dges such a hue inexpedient. 
 Without apparent advantage of an}' kind it must be the 
 longer and more expensive alternative, and would enter the 
 vallej'' 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 Risaralda and San Juan valleys, but a report on that 
 country by Mr. Frank in 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 Risaralda approximating 4,300 feet 
 ri,310 metersi vertical, and a descent thence northwiird to 
 the mouth of the San Jnan of (3,700 feet vertical (2,042 
 metersi. The valley line, on a continuous descent, would 
 obviousl}' consume the difference only between those figures 
 or about 2,400 feet i731 meters\ distributed over a length 
 of more than 100 miles < 160 kilometers . Tlie interior lines 
 as tabled b}' Mr. AVhite, seem to be the shorter of the two 
 by about 8 or 10 miles 1 13 or 16 kilometersi, 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. I'he scheme of the work forbade 
 an attempt to examine its roadless, wildei'uess 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. Si unk that although 
 there may be occasional bluff spurs or pncipitous canons, 
 a road can be built there at moderate expense. Much, if 
 not most, of the "canon", so called, is firm hillside for 
 casting work, and there arc numerous reaches of "bench" 
 
— 450 — 
 
 or '•bottom". Yet in the uncertainty of the knowledge 
 acqiiired, 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 u])on 
 his explorations and studies of the passes leading from 
 the Cauca into the Magdalena Valley. From these it 
 appears that Avhile descending the Cauca the possibility 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 Coeilo, 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 Coeilo 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 
 debris from the volcano Tolima. The distance by each of 
 tlie general routes from Cartago to Ambalema, whether 
 by the Quindio Pass or by the headwaters of the Coeilo 
 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 
 joiu-ney beyond that pass. The summit tunnel tinder 
 Quindio would approximate 2,500 to 3,000 feet in length, 
 and would put the railroad 800 to 1,000 feet undergroutid. 
 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 tlie approacli to Quiudio Pass 
 from tlie 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. Slmnk, 
 thinks that $ 32,000 per mile (20,000 per kilometers) 
 would cover the cost of grading, masonry, and bridges; 
 and that, as an approximate valuation, that x-ate 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 Eiver, which line should ascend 
 to the- national capital by way of the Eio Bogota. 
 
 Owing to impassable roads Mr. Shunk, wliile at Popa- 
 yau, was upable to explore Guanacas Pass, but from 
 information obtained it is believed a railroad is feasible 
 fi'om Popayau, in the Cauca Valle}', to La Plata, in the 
 Magdalena Valley, via this pass. The ridge of Guanaca^s 
 is believed to be between 1,000 and 1,300 feet above the 
 waters of Palace River, 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 do Guanacas is given by the French 
 expedition as 11,590 feet (3,633 meters), and it is assumed 
 that the lake stands 500 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' 
 no that there is room lor movement up or down in this 
 conjecture without seriously dislocating the conclusions. 
 The distance from Popayan to the tunnel is placed at 40 
 miles (04 kilometers^ and thence to La Plata at GO miles 
 
— 452 — 
 
 (96 kilometers). The cost of grading, masonry, and 
 bridges from Popayaii to La Plata, inclusive of a tunnel 
 1 1/4 miles long ' 2 kilometers i 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 
 Pc^ayan, but time did not permit a search for them. 
 
 The surveyors were welcomed and oftered service bj- 
 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, v/as tendered, 
 courtesies v/ere 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 beginiug at 1 p. m. and not 
 ending till 6, with 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 v/ay of Antioquia to Canas 
 Gordas, on the river Sucio: thence, retunaing to Antioquia, 
 extended the survey southward up the left bank of the 
 Cauca Eiver 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, 
 
having STirveyi?il a line from Caldas by way of Fredonia to 
 the mouth of the river Poblanco; thence riirongh Jerico to 
 the San Juan Eiver, at the mouth of the Qaebradoua. and 
 thence througli Bolivar to the "(Tjuieljra" summit of the 
 western cordillera. He th'T-a connected his line through 
 Bolivar by way of the Cauca Valley to the ferry above 
 mentioned and returned to Medellin. Both had a good 
 deal of foul weather, and S^iction II suffered from ill 
 healtli. 
 
 " From the mouth of the Poblanco, on Cauca Iviver, 711 
 miles i' 1,1-15 Icilometers) from Quito, or fi-om Oanca River 
 at the mouth of the Snn Juan, 20 miles i .'52 kilometers) 
 down stream fi'om the former point, a ])raneh to Medellia 
 would be feasible, the length of it the same by both lines, 
 namely, about 46 miles (7-1 kilometers i. The first line 
 would ascend the Pobhinco Valley, pass the summit in San 
 Mig'iel Ridge near Fredonia, detour the heads of the Sinifana, 
 pass a depression in the spur ])rojecting v.'estward from th» 
 central cordillera near Awaga, ascend to a saddle in said 
 cordillera at the source of the Quebrada Leji;i. a i'ew miles 
 south of Caldas and run thence by way of tlmt town dowa 
 Medellin River to' the city of the same name. " 
 
 " The second line, descending Cauca Valley on its eastern 
 slope from the month of the San Juan, would ascend the 
 southern slope to tlie Sanifami Valley to a junction with 
 the Fredonia altt-r.iative near the rivor sources. The latter 
 line appears to be preferable as occu])ying 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. '" 
 
 ( )ae or the other of these two Hues seems to be the 
 only i)racticable approach to Medellin from the Cauca Valley 
 in this region. Mr. Shunk's studies along the road between 
 
— 454 — 
 
 Medelliii and Antioquia revealed a topography insuperable 
 h^ a I'ailroad at a reasonable cost. 
 
 '•From tlie mouth of the San Juan the line through or 
 near Bolivar encounters no especial difficulty until that 
 tov,-n is ])assed. Development then becomes necessary to 
 overcome the abru])t 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. 
 AVest 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 GO 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 d;-y 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 Rio Tonusco and its northern afluent, the Toyo, to a 
 tunnel 2,500 f set (762 meters) long at the head of the latter 
 stream; thence following the western bank of a tributary 
 of the Canas Gordas River, and developing up the latter 
 stream, reaches the village of Caiias Gordas, 35 miles 
 (56 kilometers) from Antioquia, 816 miles (1,314 kilometers) 
 from Quito. Barometrical observations by Mr. J. H. White 
 indicate tliat northward from Caiias Gcrdas the river fall.': at 
 the rate of about 2 per cent, and that thence forwa.rd, down 
 the valley of the Sucio, uo gradient exceeding 1 1/2 per cent 
 would be necessary anyv.diere." 
 
 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 
 
— 45.") — 
 
 to Caiias Gordas, difficult ground, at $48,000 per mile i $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 interaudine 
 upland explored by this party. The bowlders in the river 
 bed are very much the same everywhere. ?'outli of the 
 Patia Valley comparatively little clay will be met. Fi"om 
 the point of entrance of the corps iuto that valley 
 nortiiward 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. Sliunk thinks the whole line might be 
 estimated as loose rock at slopes of 1/4 to liail'2 to 1. 
 Nowhere was building stone seen iu the bed. It is found 
 only in the stream beds. Thfi-e 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 ot Eio Force, 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 
 valle}- of the Force and, proceeding along the highwaj- 
 through Fabon, formerly called Hojas Anchas, across the 
 Ilio Guadalupe to Carolina, thence swung northward, again 
 traversing the bridge north of Rio Gaadalupe to the Hi- 
 
— 456 — 
 
 gueron Summit, a marked depression near the junction of 
 the C4uadakipe and the Force, 854 meters (2,800 feet) 
 above the s?id juuotlou on one hand and only 185 meters 
 (605 feet) above the San Pablo on the other. Thence the 
 Hue Avas 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 '-ampa- 
 mento, Yarumal, Turbaco, and Raudal to Caceres, and Mr- 
 Shimk, with section 1, going to the same destination by 
 way of the hamlets of El Indio, Cruces de Anori, Zea, 
 and Cruces de Caceres, and the valleys of the Beguquillo, 
 and Caiica. The corps reassembled at Caceres July 21, 
 section 2 some days in advance of section 1, the former 
 having made 73 miles of survey, the latter 84. 
 
 From Caceres 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 Cienaga Betanci. It was learned, 
 howeverd, that the trail in that direction did not go 
 through, that it was i:i 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 an}^ direction, the failure to 
 proceed as anticipated became loss important. Therefore 
 the Cauca River was descended in canoes about 80 miles 
 (48 kilometers) to Cucharal, the port of Ayapel. Cucharal 
 is a hamlet of one house. The animals, sent ahead light 
 by land, were one week in making the journe3^ At Cu- 
 charal the cor])s again divided, section 1, with the surplus 
 bnggiige (everything that could be spared from the field), 
 
— 457 — 
 
 going down Caiica River iu a canoe, and section 2, prosecuting 
 the survey by way of Ayapel, Saliagun, Corozal, San Juan, 
 and Turbaco to the Plaza of the Patriots, in Cartagenn, 
 208 miles (334 kilometers) from Cucharal. Section 1 arrive I 
 ia Cartagena August 7, section 2 August 26, 1892. 
 
 "From Medellin to tha neighborhood of the Guadalupe- 
 Porce junction work will be comparatively light, the lower 
 portio:i of the valley, north of Barbosa, somewhat more 
 difficult than the upper. Oa the whole, Juniata Valley 
 work. The secti'^n of the line ascending from Porce Valley, 
 crossing the Guadalupe and tunneling Higueron Summit, 
 is exceedingly rough ground. The Guadalupe viaduct; 
 would be about 250 feet i76 meters) high and 1,200 feet 
 (866 meters) long. Higueron Tunnel is proposed to be 
 2,000 feet (604 metei-si long, at an elevation of 4,625 feet 
 (1,410 meters,' above sea, 475 feet (145 meters) below the 
 summit, 2,325 feet (709 meters) above the Guadalupe-Porce 
 junction, nnd 130 feet (40 meters) above San Pablo at its 
 western portal. The elevation of Higueroa Summit is 
 5,100 feet (1,555 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 "Sitlto'' 
 (fallsi and to provide for future betterments of line 
 without exceeding the maximum gradient used elsewhere. 
 From Higueron Tuanel the location would follow San 
 Pablo Valley to the Nechi and descend along the latter 
 stream to the vicinity of the Medio Luna, thence devoloping 
 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 5 miles i8 kilometers! south of Caceres. 
 The work on this section is not excessive. Mr. Garrisoa 
 reports it to be on the whole an easy country, presenting 
 
— 458 — 
 
 no epecial difficulties, "merely a question of fitting the 
 Hue to the ground and adjusting it to the topography of 
 the streams". 
 
 From Medellin to the Cauca, near Caceres, the rock 
 formation is gold bearing, Autioquia beiug preeminently 
 at preseut the gold-bearing State of the Colombian Union. 
 E.Kcavation would be mainly variegated clays, shales, slates, 
 aud schists, more or less metamorphic". 
 
 Is is to be observed that neither of the hues on the 
 reach between the Rio Grande and the Cauca, near Caceres, 
 lies 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 
 uoth of Auori was designed as a reserve against a con- 
 tingency of defeat on the westera line. Maps being very 
 imperfect, and his informatioa leading him to fear a 
 ])rohibitory summit ia the cordillera along Cauca Kiver, 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. Shuuk's individual work and is unquestionably, so far 
 as can be judged at present, the proper ground for a 
 railroad from Medellin to Cciceres. A partial alternative 
 might deviate from the junction of the San Pablo and 
 Yuyumal. which form the Nechi, to Auori, aud thence, 
 descending toward the village of Tami, coanect with the 
 proposed location part way up Quebrada Dorada. Mr. 
 Shunk is of the opiuiou that an alternative is feasible from 
 the same point of departure as the foregoing, by way of 
 the Quebradas, Yarumal, and Oro, and theuce down the 
 eastern flank of Cauca Valley, through Eaudal, to Cauca 
 crossing. 
 
— 459 — 
 
 " Objections to this line are the height of summit west 
 of Yarumal, 7,500 feet (2,280 meters) above the sea, and 
 a greater length of 20 miles (32 kilometersi 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 bluflP, 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. Piei's to be founded like those iu 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 kilmeters) longer than the proposed location. The summit 
 near Tamana mines, 2,300 feet iTOl meters), is considerably 
 lower than that at the head ot La Dorada, 3,050 feet (930 
 meters); but in every other respect the line 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 Sinu, whence, trending northeastward, 
 it merges in a surveyed line north of Ayapel and follows 
 that survey, with occasional slight 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 verjr rich farming and cattle district. The only high 
 ground met was the '^Paloraa" ridge, rising about 1,000 
 feet (300 meters) above tide between San Juau 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 150 meters (400 to 
 
— 4G0 — 
 
 500 feet above tide. It ascends northweswardly and culminates 
 in the Paloma. The approximate cost of grading, masonry, 
 and bridges from Mede'ilin to Cartagena is estimate as 
 follows : 
 
 24.83 miles from .Medelliu to Barbosa, 40 kiloraetar.-s, 
 
 at $ 12,000 g 430,000 
 
 3S.52 miles from Barbosa to foot of Higueron-tunnul 
 
 gradient, 62 kiloraocers, at $ 15,000 " 930,000 
 
 13.67 miles from foot of tunnel gradient, to we.stern jjortal, 
 
 22 kilometers, at, $ 45,000 " 990,000 
 
 55.92 miles from Higueron tunnel to and across Ciuica 
 
 liiver soutb of CViceres, 90 kilometers, at § 15,000. " 1,350,000 
 239.80 miles from Canoa cros.siug to Cartagena, 33ti 
 
 kilometers, at S 12,000 '' 4,632.000 
 
 Approximate cost S 8.382,000 
 
 Average, S 22,500 per mile; S 14,000 per kilouicter. 
 
 The railroads now bulding would reduce the length of 
 line to ba budt 130 miles (-18 kilometers) from Medeliin 
 northward, and '25 i40 kilometersj from Cartagena southward. 
 Timber for ties, stone for masonry, and water will be found 
 oa 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 (I'iO 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 Medeliin have already 
 been received and are on file in the central office in AVas- 
 hington. 
 
 Owing to the usuitanbleness of the season at the time 
 of Mr. Shunk's arrival in the lower Cauca Valley, it was 
 act 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 
 
— 4(31 — 
 
 aud work soutliward to\^•al• Panama, reacliiug the iiistlimus 
 ill Februar\', a favorable season for operations in that un- 
 healty region, and inake connetion -with tlie nortliwestern 
 terminus of his line in Colombia at Cauas Gordas. He sailed 
 from Cartagena on the 16th of September and reached 
 the capital of Costa Eica the 26th of th same month. 
 
 SOUTH AMERICA. 
 
 CORPS N." 3. 
 
 .T. IjiBniE iliLLEii, Engineer in diarrte. 
 W. D. Kelley, Assistant Engineer. 
 .T. R. Kcp.Tz, Assistant Engineer. 
 "Winter L. Wilson, Topographer. 
 Algernon B. Alderson, Draftsman. 
 J. Douglas Forster, Junior Assistant. 
 Charles AV. Rush, U. S. Knri/. Surgeon. 
 
 This party was assigned the sm'vey of the line from 
 Quito southward through Ecuador a:id Peril 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 Peru, to gather 
 information regarding the route, he turned over his party 
 to the engineer in charge of corps Xo. 2, and sailed 
 direct to Callao, arriving April 27. 
 
 He reports having been courteouslj* received and hand- 
 somely entertained by the United States minister to Peru, 
 Mr. John Hicks; by the secretary to the United States 
 legation. Mr. Richard R. Neill; by Admiral Brown and 
 officers of the flagship "San Francisco", and by private 
 residents of the cai:)ital. 
 
 Attache Ensign AY. E. Safford, U. S. Xavj-, on special 
 duty in Peru in connection with the Columbian Exposition, 
 kindly acted as interpreter. 
 
— 4()2 — 
 
 Interviews were secured M"ith Gen. Eemigio Morales 
 Berniudez, the President of the RepubHc, and with thg 
 secretaries and other Government officials thought to be 
 most able to forward the interests of the Commission. 
 Letters of introduction from Mr. Leifert L. Buck, Vhe 
 commissioner from Peru, to El Seuor Don Ernesto Mali- 
 nowsky, Mr. Eward Thornton, and other distinguished 
 civil engineers procured much useful information. Through 
 El Sehor Malinowski permission was accorded to visit the 
 Geographical Society' of Lima and trace portions of Rai- 
 muudi'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, ai-riving there ]\Iay 10, and at Quito May 20. 
 
 El Seiior J. M. P. Caamauo, governor of the Province of 
 Guayas, furnished transportation, as had ah-eadj'- 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 I'i 
 miles south of (^uito. 
 
 The next day both the second aud third corps com- 
 menced work on the railroad survey at Quito, the third 
 corjjs working southward, taking a belt contour-line topo- 
 graphy from 3 to 5 miles in width, including all available 
 gi'ound for railroad location on the Quito route, and also 
 connecting with the main valley route pastAvard of Quito, 
 surveyed by Mr. Shunk. 
 
 From June 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 SO miles 
 per month were on the main route south of Quito. 
 
 The compass and barometer were only used as check^ 
 
— 463 ~ 
 
 on the instrumental alignment and levels, the measm'emcnts 
 bciiig taken with the stadia, the ground being too broken 
 for accurate use of chain or odometer. 
 
 On October 31 the survey reached a point (jO miles 
 south of Loja, in Ecuador, near the border cf Peru, 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. 
 
 I' L A C B . 
 
 V'rom 
 IJ 11 i t 0. 
 
 .\ItiUulc. 
 
 Popula- 
 tion. 
 
 
 Miles. 
 
 Feet. 
 
 
 (^iiito . 
 
 
 9.350 
 9,325 
 
 80,000 
 
 Zero Mormaient 
 
 1 
 
 
 Santa Rosa Summit 
 
 10.^ 
 
 9,osr. 
 
 
 Amagiiana Bridge 
 
 11 
 
 8,470 
 
 2.000 
 
 Uyuiiibiclio 
 
 12 
 
 8,850 
 
 2,000 
 
 Tambillo 
 
 14 
 
 9,2.50 
 
 3.000 
 
 Machachi 
 
 22 
 
 9,760 
 
 8,000 
 
 Tiopullo Suinmit 
 
 34 
 
 11, .540 
 
 
 Lataciinga 
 
 57^ 
 
 9,177 
 
 15.000 
 
 San Aliguel 
 
 65^ 
 
 8,786 
 
 3.000 
 
 Amliato 
 
 81 
 
 8,304 
 
 18,000 
 
 
 '3b h 
 102" 
 
 10,810 
 12,000 
 
 3,000 
 
 Chiiuborazo Summit 
 
 
 Clmquipogio 
 
 106 
 
 11,716 
 
 
 Cajabamba 
 
 120 .', 
 
 10.715 
 
 -J ,000 
 
 Sicalpa 
 
 121 
 
 10,631 
 
 4,000 
 
 
 134 1 
 
 10,454 
 10,080 
 11, (SO 
 
 1,000 
 
 
 138 
 143 
 
 8,000 
 
 Palmira 
 
 l.OOD 
 
 Tigsan 
 
 155 .'. 
 
 9,784 
 
 l.uOU 
 
 Alansi 
 
 Itil 
 
 7,857 
 
 3,000 
 
 Chunchi 
 
 \T2\ 
 
 7,6.32 
 
 2,500 
 
 Azuay Summit 
 
 197 
 
 11,161) 
 
 
 Tambo •. . . 
 
 203.', 
 
 9.990 
 
 1,001) 
 
 Caiiar 
 
 205 
 
 1(;,368 
 
 5,000 
 
 Curiquinga Summit 
 
 2)32 
 
 10,888 
 
 
 Bibliar. 
 
 227.1 
 
 K,840 
 
 3,0W 
 
 
 231 
 
 8,494 
 8,100 
 
 6,000 
 
 Chuqiiipata 
 
 234 1, 
 
 200 
 
 Cuenca 
 
 247 
 
 8,600 
 
 40,000 
 
— 464 — 
 
 From Quito to Lqja the survey follows the valley of the 
 Andes between the Maritime and Central Cordillera. Tiiis 
 valley is crossed by numerous mountain spurs, each of which 
 divides the drainage ' as at TiopuUo, Azuay, etc. i, and 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 Cueuca 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 Seiior 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 carriage 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 liy 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 coimtry, he refused to return home until after two 
 relapses, when he was so much reduced in strength that 
 
— 465 — 
 
 ho had to be carried to the coast in a Htter. Great credit 
 is due Mr. Miller for the very satisfactory "woi'k 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, United 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 followinc;: 
 
 Estimate of coif of ral'icrn/. (^nito to Cumcn. 
 [271.7 uiilcs single track (m.iin aud side tracks), main track 247 milos. ] 
 
 Gold v„l„rt. 
 
 Excavations ami tunnels 
 
 Masonry and riprap 
 
 Iron viaducts and girders 
 
 Fencing, guards, road crossings, etc 
 
 Land damages .... 
 
 Engineering, legal expenses, and incidentals, .05 
 
 5,203,461.35 
 
 1,295,570 00 
 
 2,392,040.00 
 
 248,500.00 
 
 150,000.00 
 
 4U4,47S.8G 
 
 Total $ 9,754,050.11 
 
 Cost of roadway only per mile. 
 
 35,900.10 
 
 Track and ballast S 2,037,750.00 
 
 Telegraph " 98,800.00 
 
 Passenger, freight, and water stations " 322,900. iX) 
 
 Engine houses and repair shops. ......'• 175,000 00 
 
 Total 
 
 Total cost without rolling soock. 
 
 . . . . $ 12,388,500.11 
 .per mile. " 45,590.83 
 
 The prices upon Avhich the estimate is based are as 
 follows : 
 
 Earthwork per cubic yard. S 0.25 
 
 Solid rock do . . " 1.25 
 
 Tunnels per running foot. " 75.00 
 
 Riprap per cubic yard. " 2.it0 
 
 Arch culverts do ... " 10.00 
 
 Iron work erected per pound. ■' 07 1/2 
 
— 466 — 
 
 Track aud ballast complete per mile. S 7,500.00 
 
 Loose rock per cubic yard. '' 75 
 
 Foundations do ... " b') 
 
 Box culverts do ... " COO 
 
 Abutments do ... " 8.00 
 
 Upon the departure of Mr. Miller from Ecuador. Mr. W. D. 
 Kelley was placed iu cliarge of the corps and successfully 
 conducted the survey, under trying circumstances, to Cuzco. 
 
 Messrs. Kelley, "Wilson, and Forster, constituting the field 
 force, left Loja ou the 19fch 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 fiigh- 
 tenod 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, Alder-son, Rush, 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, aud 4th of November, but on 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 Government procured. Thf^se 
 soldiers moved the camp, under charge of Mr. Kurtz, a 
 further dintance of 2 ' /.^ leagues to a summit of the Cordi- 
 llera called Savauilla- 
 
— 467 — 
 
 It was uow the 20tli of November, 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 Avith rheumatism to continue on, remained, at Loja 
 some time and finally retm'ned to the Uuited States, having 
 been actually employed iu 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. Bosanquet is then placed ia obsolute charge of 
 the main camp, and receives orders to retura to Loja. 
 reorganize, and conduct the main camp by another route 
 until he overtakes the survey camp under Mr. Kelley, 
 which was successfully accomplished, the reurdon taking 
 place at Bajabamba, Peru, February 5, 1892, Mr. Alder- 
 son and Dr. Euhs 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 daptlis 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 cordi'lera, 
 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 
 .Vfter crossing over to the headwaters of the Amazon, the 
 line ruus through a very mountainous region covered with 
 dence forests as far as the E,io Canchis, onlj' an occacio- 
 nal Indian hut being encountered, the section almost des' 
 titute of food and resources, the canned supplies brought 
 
— 468 — 
 
 from the United States having been the main dejjendence. 
 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 Avould 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 -n-as 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 w^okr, 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 Indian help was short; many had the fever, much 
 of the work being in the rain and mud. Both men and 
 animals became greatly fatigued, and the latter having no 
 feed except vines, all exercised an unfavorable 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 famished for is orders to the Indian 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 50 miles, when the iiat 
 bottom lands of the valley of the Maraiion are encountered 
 at an elevation above sea level of 3,000 feet. These are 
 low, hot, and sandy, the trees of tre forest being replaced 
 by a low, liard}^ growth of thorny bushes, with woods in 
 
— 469 — 
 
 patches. In this section numerous insects ai'e found, -while 
 (he 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 Marauon 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 lel't the character of the 
 ground was barren sand and rocks, the region was 
 without population, without mule trails, and withont provi- 
 sions for man or beast. 
 
 The survey of the Ma.ianoa Valley Li,n best be 
 accomplished by starting at the head waters .\oar Cerro 
 de Pasco and descending the stream. 
 
 By ascending to the plateaiTS, as indicated above, the 
 preliminary line traversed the richest mineral an agricul- 
 tnral sections of the interior of Peru all the way to 
 Cuzco and passed through the princii)al towns and capitals 
 Avhereas, had the conditions along the Marauon been 
 favorable to the prosecution of tlie survey in an upstream 
 direction, as was originally intended by the Commission' 
 the line would have been run, it appears, through a region 
 without population and Avithout present resources. It 
 is desirable that the alternative elevated lino from Loja, 
 Ecuador, to the neighborhood of Chota, Peru, should be 
 surveyed in the near future. (_)wing to the small size of 
 the field party, three engineers and a few Indian helpers, 
 
— 470 — 
 
 and tlie scanty supply of the plainest food, it was not 
 practicable for Mr. Kelley to make other route inspections 
 Tvhile 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, E! Seuor Dn. M. C. Vargas, hospitably en- 
 tertained the engineers at the prefectura for ten days, 
 cared for and fed the mules, all Avithout 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 uitercontiuental rail\\"ay were 
 exhibited. 
 
 The line from the Ecuadorian frontier to Cajamarca, 
 with the exception of about 30 miles through the bottom 
 lands of the Maraiion, would be expensive and would 
 require maximum gradients aud curvatures, but when 
 the final 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 Hue 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 quantit.7, together with 
 productive agricultural lands. At this point the Maraiion 
 Eiver 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 I eft Cajaraarca 
 January 25 and reached Huaraz March 12, 1892. From 
 near the former town the line de.scends through a broad, 
 open valley to a junction with the Rio Huamachtico for a 
 distance of about 35 miles to an elevation of 7,500 feet 
 (the Maraiion 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 Maraiioa 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 " tlms enabling the 
 line to be carried in its true southerly directiou by easy 
 grades up this valle}', which is by far the most fertile 
 portion of Peru, witli 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 eastward, in an almost continuous line, rise the 
 snow-capped summits of the Andes, thus affording within 
 
— 472 — 
 
 a few hours, joui-ney all degrees of climate, temperature, 
 and vegetation, wov the above reasons, the latter route 
 was the one selected b}' Hr. Kelley, and in his opinion 
 has proven the better. The gold districts of Pallasca and 
 Cabana, the richest in Peru, are on the iumediate 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 Chimbote railroad, v.'hich was 
 destroyed by washouts, is likelyto be I'ebuilt 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 6th by the supply camp from Goja under Messrs. 
 Bosanquet, Aldei'son, and Rush. This latter party, being 
 under mule hire to Caraz, J'i-j miles farther, continued the 
 direct line of march to the latter place, which was reached 
 February 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 an-ival 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, 1892. 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 mifortunate illness of ilessrs. Kurtz, Alderson. 
 and Rush and the Savanilia mishap, all show the difficul- 
 ties under wliich the survey was prosecuted to a successful 
 end by the unswerving determination ad skillfull management 
 of Mr. Kelley, ably seconded by Messrs. AVilson and 
 Forstar, who remained M'ith 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 Aprile 6, 
 1892. From the former town southward the line ascends 
 by easy gradients and cheap construction a distance of 16 
 miles along the Rio Santa to the town of Recauy, 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 survejang corps, only 
 one could be examined : First, an eastward line requiring 
 a triple crossing of the cordillerra via Huailanca and, the 
 Mara nun slope of main chain to Cerro de Pasco. Secondly, 
 a w estward 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 foi'mer route passes 
 through the large coal and silver mining districts of Huailan- 
 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 — 
 
 he the better route, althougli 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 by 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 ]ireferable. 
 
 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 lieiug 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 respeci 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. AVithin 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 coiisequeutly 
 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 lias to be brought from a distance. Coal, 
 
brought some 10 leagues, is used by tlie smelting Avoi'ks, 
 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 Seuor Chavez, acting Prefecto of the Department of 
 Juniu, v/as tendered the engineers at this point, while. 
 El Seiior Valdasola^ Unitd States vice-consul, showed many 
 attentions. Here telegraphic instructions were received 
 from the central office in Washington to contmue the 
 survey to Cuzco. 
 
 After reorganizing his party, Mr. Kelley left Cerro de 
 Pasco on the 18th of April and reached Huancayo, 1-40 
 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 Juuin. So far as the topography 
 of the country is concerned, this is the cheapest ]iortion 
 of the line to be constructed, the grades being eas}', no 
 heavy crossings required, and a good alignment attainable. 
 However, wooden cross-ties in Cerro 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 liio Oroya Valle}' 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 ah'eady 
 built from the latter place to Casapalca, which is 41 '/j 
 miles from Oroya, this latter distatice bsiag covered by 
 niulo traffic in one and a half days. This interval is 
 
— 47G — 
 
 now under const ruction, and it is expected that the road 
 will be open to the public by the 1st. of January, 181)3) 
 From Oroya to Huaucaj-o, 68 miles, the line surveyed 
 follows down the Oroya Eiver, encountering no difficulties, 
 and for the last 28, or from Janja to Huancayo, passes 
 thi'ough 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 ZS and reached Ayacucho, 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 Rio Huauta, 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 Huaucavelica, 
 which lie to the westv.-ard of the best direction. The section 
 under consideration is but slightly productive, is v. ithout 
 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 bo made of the kindness of the prefecto. El 
 Senor Leonardo Cavero, and other officials at Ayacucho, and 
 of the banquet tendered the members of Mr. Kelley's party. 
 
— 477 — 
 
 From Ayacuclio to Abancay is 137 miles. The former 
 towa was left Juae 6 and the latter reached Julj' 8, 1892. 
 The survey gradually ascends from an elevation of 8,900 feet 
 at Ayacuclio to that of l-4,0o"2, v/here it crosses a ridg'i 
 38 miles from the starting point, and thence descends to an 
 elevation of 7,040 at the Rio Pampas by a side hill grade 
 line 44 miles long. The Rio Pampas was crossed on rafts 
 June 18, and the ivork continued, the line ascending the 
 valley of the Rio Huancaray b}' an easy grade to a summit 
 of the main cordillera having a:i elevation of 14,G28 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 tha 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 Rio Pachachaca, 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. 
 Letona. In the section between Ayacuclio 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 Pachachaca, the transversal ridges, and the 
 main cordillera, the construction of this portion of the 
 Intercontinental Railway would he 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, coui'teous attentions were sliov>-;i the 
 t'ommission's representatives. Dr. Letona entertained them 
 
— 478 — 
 
 for several days, and provided feed for the animals free of 
 charge. The prefecto of Abancay. El Seiior 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 Cazco, ■adhere the instrumental work ceased. The 
 foi'mer 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 direction 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 Eosa, 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, Pimo 
 and Cuzco Railroad. Secuani is 111 miles from Puno, on 
 Lake Titicaca, situated upon the v/estern boundary of 
 Bolivia. Cuzco is 463 miles from Mollendo on the seacast) 
 of which distance 378 miles are in operation. It is therefore 
 apparent that by cai-rying the instrumental survey to Cuzco 
 it has practically been carriel to the frontier of Bolivia. 
 
 Owing to the kindness of Mr. McCord, the entire party 
 and baggage were passed to the seacoast, aud an excursion 
 
— 479 — 
 
 to pQiio afforded an opportunity to inspect the wliole line. 
 Arequipa was reached July 28, and the usual courtesies 
 and banquet extended by the prefecto, el Sehor 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 Seiior Carlos M. Elias, in the exposition building, 
 and an official presentation to the President of the Republic 
 and his cabinet took place, all in honor of the Commission's 
 representatives. Courtesies were also shown by 3Ir. R. P. 
 Neill and others of the United States legation ; dj^ ]Mr. 
 Helcombe, of the banking firm of Grace Bros. <fc Co. and 
 by Chief Engureer Thorndike, of the Oroya Railroad, who 
 provided and excursion over his line in a special observation 
 car. Leaving Lima August 6, the party arrived in "Washiugion 
 on the 30th of same mouth, since which time they have 
 been engaged in working up the data collected and in 
 prepa,r.<Htion of tlie finished maps. 
 
. — 4S0 - 
 
 Some of the prinaiii'il poiids on t/ie line xiifvei/eil, their altitudes above 
 scii lefcl, and nppt'o.iimni.e i>np\ilntion . 
 
 
 DIS- 
 
 ELEVA- 
 
 rOPULA- 
 
 LOCALITY. 
 
 TAMCES. * 
 
 
 
 
 TION. 
 
 TION. 
 
 South of Quito. 
 
 Miles. 
 
 Feet. 
 
 
 Quito (plaza) 
 
 __ 
 
 9.350 
 
 80.000 
 
 Cuencii (1) 
 
 228.3 
 
 8. GOO 
 
 40.000 
 
 Zaraguro 
 
 309. & 
 
 8 456 
 
 5.000 
 
 Loja 
 
 341.0 
 
 7.138 
 
 18.000 
 
 
 mi.b 
 
 5.476 
 0.273 
 
 GOO 
 
 Yan!»iin;i 
 
 369.8 
 
 20J 
 
 Kio Ciiuchis [2] 
 
 413.1 
 
 3.000 
 
 
 South of Rio Caiichis. 
 
 
 
 
 .Taen 
 
 04.3 
 
 3.389 
 
 300 
 
 Rio Maranon (at first point touchetl) . 
 
 7(1.3 
 
 2,550 
 
 — 
 
 Ki'o Maraiiun lat point of leaving I . 
 
 96.9 
 
 2.957 
 
 — 
 
 Cliota 
 
 143.0 
 
 10.000 
 
 7.000 
 
 Cajamarc.a 
 
 191.2 
 
 9.843 
 
 30.000 
 
 Cajabamba 
 
 250.6 
 
 9.. 374 
 
 15.0(X) 
 
 Huaraachnco 
 
 266.1 
 
 11.035 
 
 15.000 
 
 Snmmit of cordillei'a 
 
 283.8 
 
 13 026 
 
 — 
 
 ]lio Mollepatii 
 
 303.1 
 
 7.^.36 
 
 — 
 
 Pallasca ... a 
 
 .306.9 
 
 10.350 
 
 6.000 
 
 Summit of tpur of coidillei-a .... 
 
 327.7 
 
 14.179 
 
 — 
 
 
 338.3 
 
 9.908 
 3 952 
 
 7 . noo 
 
 Rio Santa 
 
 352.1 
 
 
 
 376.8 
 
 7.174 
 
 15.000 
 
 Huaraz 
 
 416.0 
 
 9.5.37 
 
 25.000 
 
 Kecuav 
 
 481.7 
 
 10.615 
 
 6.000 
 
 Huarapasca (summit of spur) .... 
 
 456.8 
 
 35.199 
 
 — 
 
 
 463.6 
 
 15.128 
 
 — 
 
 Summit of coidillera 
 
 404.7 
 
 14.927 
 
 — 
 
 Huallanoa 
 
 476.5 
 
 11.. 302 
 
 4.000 
 
 Ccrro de Pasco 
 
 560.4 
 
 14.293 
 
 8.000 
 
 South of Ccrro de Pasco. 
 
 
 
 
 La-;o de .Juniu 
 
 33 . 7 
 
 13.422 
 
 
 
 Orova 
 
 72.2 
 
 12.166 
 
 300 
 
 Jauja 
 
 112.6 
 
 11.145 
 
 12.000 
 
 
 _ 
 
 
 
 50.000 
 
 Huancayo 
 
 140.3 
 
 10.6.35 
 
 20.000 
 
 Rio Huancavo tat Izcucliaca River) . 
 
 187.3 
 
 9.413 
 
 — 
 
 Summit of spur 
 
 197.8 
 
 14.723 
 
 — 
 
 Ayacucho 
 
 256.9 
 
 8.900 
 
 40.000 
 
 Summit of spur 
 
 294 
 
 14 062 
 
 — 
 
 
 321.9 
 
 7.040| 
 
 — 
 
 (I) Cm 
 (■i) Div 
 
 s iiipastircd on the preliinin.iry lino. 
 i.H 217 mill's south of Quito on the "loc:itioii 
 line botv.ecn Ecuador aiid Peru. 
 
— 481 — • 
 
 Soma of the principal points on the line aurveyed, their altitudes above 
 sea level, and appro.ijiiaatii population. — Continued. 
 
 South of Cerro de Pasco. — Continued. 
 
 Huancaray 
 
 Summit of Cordillera . 
 Rio PacLachaca. 
 Abancaj' 
 
 Summit ot spur. 
 
 Rio Apurimao (at crossing 
 
 Summit of spur. 
 
 Cuzcc I end of survey). 
 
 DIS- 
 TANCES. 
 
 Miles. 
 
 341. SJ 
 364.81 
 388.81 
 393. 8 1 
 401.0! 
 415. 7| 
 433.4 
 462.71 
 
 :lev,v- 
 
 POPCLA- 
 
 TIOX. 
 
 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 work of Corps No. 3. 
 
 Quito to Ecuadorian frontier. 
 Quito to Cerro de Pasco . 
 Quito to Cuzco 
 
 Total number of miles run. 
 
 MAI.V 
 
 LINE. 
 
 .SPUR 
 LINES. 
 
 " A " 
 POINTS. 
 
 TOT.VLS. 
 
 Miles. 
 
 413.1 
 
 973.5 
 
 1.436.2 
 
 Miles. 
 
 84.7 
 127.5 
 172.3 
 
 Miles. 
 
 57.5 
 73.9 
 90.8 
 
 Miles. 
 
 555.3 
 1.174.9 
 1.699.3 
 
 ~ 
 
 - 
 
 - 
 
 1.699.3 
 
 Population near line of survey. 
 
 Ecuador 215.500 
 
 Peru 384.600 
 
 Total 600.100 
 
 Throughout the entire distauce a .stadia transit and level 
 line was run, the barometer being used simply to check 
 up. The time employed in the field work was that from 
 June 2, 189] , to July 20, 1S92, or one j'ear one and 
 one-third months. The maximum elevation attained was 
 15,200 feet above soa-level and the minimum 2,500 feet. 
 
482 - 
 
 The maps covering tlie Ecuadorian section were made in 
 the field by the survey camp, while those relating to the 
 Peruvian portion of the line are now being constructed 
 In Washington. The total survey of 1,700 miles M'ill be 
 exhibited on about 50 maps and as many profiles. The 
 estimate of the cost of construction of the section between 
 Quito and Cuenca, by Mr. IMiller, has already been given. 
 Mr. Kelley submits the following approximate estimate of 
 the whole line: 
 
 Quito to Cuenca (by Mr. Millerj: 
 
 247 miles, at $ 35,000 per mile . 
 Cuenca to Loja, 113 miles : 
 
 36 miles, at $ 25.000 per mile . 
 77 " at S 55,000 " " 
 Loja to Peruvian boundary, 72 miles: 
 5 miles, at S 20.000 per mile. . 
 67 « at S 60,000 " 
 
 $ 8,867,300 
 
 " 900,000 
 
 " 4,235,000 
 
 " 100,000 
 
 " 4,020,000 
 
 Ecuador S5 18,122,300 
 
 Peruvian boundary to Cajamarca, 191 miles: 
 
 55 miles, at $ 20,000 per mile . . . 
 
 136 " at S 52,000 " " ... 
 Cajamarca to Huaraz, 225 miles: 
 
 40 miles, at S 18,000 per mile . . . 
 
 185 " at $ 50,000 " " ... 
 Huaraz to Cerro de Pasco, 144 miles: 
 
 60 miles, at $ 20,000 per mile . . . 
 
 84 " at $ 55,000 " " ... 
 Cerro de Pasco to Huancayo : 
 
 140 miles, a $ 20,000 per mile . . . 
 Huancayo to Aya'uicho, 117 miles: 
 
 47 miles, at $ 25,000 per mile . . . 
 
 70 " at $ 55,000 " " ... 
 Ayacuoho to Abancay, 137 miles: 
 
 43 miles, at S 30,000 per mile . . , 
 
 94 " at $ 55,000 " " ... 
 Abancay to Cuzco, 69 miles: 
 
 29 miles, at $ 25,000 per mile . . . 
 
 40 " at $ 40,000 " " ... 
 
 Peru 
 
 1,100.000 
 7,072,000 
 
 720,000 
 9,250,000 
 
 1,200,000 
 4,620,000 
 
 2,800,000 
 
 1,175,000 
 3,860,000 
 
 1,290,000 
 5,170,000 
 
 725,000 
 1,600,000 
 
 $ 40,572,000 
 
— 483 — _ 
 
 Ecuador S 18,122,300 
 
 Peru " 40,572,000 
 
 Total «$ 58,694,300 
 
 ■^Calculated on the mileage of the preliminary survey. 
 
 The line by locatiou, owing to curvatui'e in devolopmeut, 
 etc., may be loager, 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 
 utilizatiou of those already existing, ^^■ould materially lessen 
 the outlay. 
 
 A. J. Cassatt, 
 Chairman Executire Committee 
 
 AVashi.xgtgx, D. C, Jnnuanj 31, 1893. 
 
— 484 — 
 
 LIST OF DELEGATES. 
 ( Arranged alphabetically according to nations. ) 
 
 President, Alf.xan'dkr J. Cas.satt. 
 
 First Vice-President, Luis J. Blanco. 
 
 Second Vice-President, Pedro Betim Paes Leme. 
 
 ARGENTINE REPUBLIC. 
 
 Carles Agote. 
 Julio Krause. 
 Miguel Tedin. 
 
 Pedro Betira Paes Leme. 
 Francisco do Monlevade. 
 Francisco Leite Lobo Pereira. 
 
 C. Federico Parrraga. 
 Julio Kengilo. 
 Climaco Calderun. 
 
 ECUADOR AND PERC. 
 
 Lefl'ert L. Buck. 
 
 tiUATEJIALA. 
 
 Antonio Batres. 
 
 MEXICO. 
 
 Leandro Fernanduz. 
 
 fai;ai:uay. 
 John Stewart. 
 
 SALVADOR. 
 
 Benjamin Molina Guirola. 
 
 UNITED STATES. 
 
 Alexander J. Cassatt. 
 Henry G. Davis. 
 Richard C. Kerens. 
 
 URUGUAY. 
 
 Francisco A. Lanza. 
 
 VENEZUELA. 
 
 Luis J. Blanco. 
 
— 485 — 
 LIST OF COMMITTEES. 
 
 AUDITING COMMITTEE. 
 
 Mr. .Julio Eengifo. of Colombia. 
 Mr. Luis J. Blanco, of Venezuela. 
 !Mr. Peilro Betim Paes Leine, of 
 Brasil. 
 
 COMMITTEE OX COMMITTEES. 
 
 Mr. Henry G. Davis, of the United 
 Srate.s. 
 
 Mr. Leandro FernanJpz, of Jlexico. 
 
 Mr. Luis J. Blanco, of A'eiiezuela. 
 
 Mr. C. Federico Pairaga, of Co- 
 lombia. 
 
 COM.MITTEE ON" FINANCE. 
 
 Mr. Hnnrv G. Davis, of the United 
 
 States.' 
 Mr. Luis J. Blanco, of Venezufla. 
 Mr. Francisco da Monlevade, of 
 
 Brazil. 
 Mr. Miguel Tedin, of the Argentine 
 
 ilepi'iblic. 
 Mr. Climaco Calderon, of Colombia. 
 
 COMMITTEE ON ORGANIZATION. 
 
 Mr. Matias. Romero of Ecuador. 
 Mr. Climaco Caldeion. of Colombia. 
 Mr. Henry G. Davis, of the United 
 States. 
 
 COMMITTEE ON ORGANIZATIDS OK 
 
 SURVEY.S. 
 
 Mr. C. Federico Parraga, of Co- 
 lombia. 
 
 Mr. A. .7. Cassatt, of the United 
 States. 
 
 Mr. Luis.T. Blanco, of Venezuela. 
 
 Mr. .lulio Kiause, of the Argentine 
 Republic. 
 
 Mr. Pedro Betim Paes Leme, of 
 Erasil. 
 
 COMMITTEE ON I'KEBENTIALS. 
 
 Mr. Benjamin Molina Guirola, ot 
 
 Salvador. 
 Mr. Henry G. Davis, of the Uditcd 
 
 States. 
 Mr. .John Stewart, of Paraguay. 
 
 E.XECUTIVE COMMITTEE. 
 
 Mr. A. .J. Cassatt, of (he United 
 States. 
 
 Mr. Federico Parraga, of Co- 
 lombia. 
 
 Mr. Lef.ert L. Buck, of Ecuador 
 and Peru. 
 
 Mr. Luis .J. Blanco, of Venezuela. 
 
 Mr. John Stewart, of Paraguay. 
 
 COMMITTEE ON PAIILIAMENTAKY RCLES. 
 
 Mr. .Julio P.engifo, of Colombia. 
 Mr. Carlos Agote, of the Argentine 
 
 Republic 
 Mr. Benjamin Molina Guirola, of 
 
 Salvador. 
 
 COMMITTEE ON SURVEYS. 
 
 Mr. C. Federico Parraga, of Co- 
 lombia. 
 
 Mr. Luis J. Bl.inco. of Venezuela. 
 
 Mr. LeniiJi-o Fernandez, of Mexico. 
 
 Mr. Letfert L. Buck, of Ecuador 
 and Peril. 
 
 Mr. Henry G. Davis, of the United 
 State.s. 
 
 Mr. Benjamin Molina Guirola, of 
 Salvador. 
 
 Mr. .Tohn Stewart, of Paraguay. 
 
 Mr. .lulio Krause, of the Argentine 
 Republic. 
 
 Mr. Pedro Betim Paes Leme, of 
 Brasil. 
 
 Mr.Francisco A. Lanza, of Uruguay. 
 
 COMMITTEE ON TRADE AND RESOURCES. 
 
 Mr. Richard C. Kerens, of the United 
 
 States. 
 Mr. Miguel Tedin, of the Argentine 
 
 Republic. 
 Mr. Pedro Betim Paes Leme, of 
 
 Brasil. 
 Mr. Francisco A. Lanza of L'ru- 
 
 g'i».V- 
 Mr. BenjamiD Molina Guirola, of 
 Salvador. 
 
 The President of the Commission is ex u/ficin a mcmtuT of each committee- 
 
Interoceanic railway. 
 
CHAPTER IX. 
 
 INTEROCEANIC RillLWAy. 
 
 One of the greatest railway ideas of the age is withont 
 doubt the projected line between the ports of Recife and 
 Valparaiso. 
 
 Ill 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 Rio Grande del Sud, in commimication 
 directly with the Uruguayan and Argentine Republics 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 ;employed 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 Ahes 
 
— 490 — 
 
 legislature were considering the project of making the 
 surveys for the Transandine Eailway, 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 jjroject 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 Illinois, Indiana, Michigan 
 and Iowa ia the West of the United States, are immensely 
 rich, and, like the Ptates named, would aid in supporting 
 American democracy." 
 
 " For the Pacific republics, the Transaudine 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 order 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 ns traces of gold 
 and light which so splendidly indicate the civilization of 
 the age. 
 
 " Unless the prognostications of my ideas and my desires 
 fail me, all this will be brought to pass withia twenty 
 3'ears, and twenty years, my dear friend, are but a minute 
 of time for towns like ours, on whose ears still resound the 
 clamour raised by the fall of the most sanguinary and odious 
 tj-ranny 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 facHitating 
 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 
 much more so will it be when that line is extended across the 
 republic of Uruguay and Brasil to the port of Pemambuco? 
 
 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 line 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 iuteroceanic line and will serve the most important 
 interests of the majority of the States of South America. 
 
 It will cross C)500 kilometers 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 Great 
 Britain, a question of the greatest importance which will be 
 met by the proposed line from Recife to Valparaiso. 
 
 In Brazil also public opinion is fully made up as to the 
 great significance of this line in the commercial, political and 
 national welfare of that country, and the authorities have 
 accordingly authorized on October 17tli 1891 the construciion 
 of the line that v.'ill 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 Gth 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 Rio 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-se lator Barros Barreto also has written a series of 
 important articles on it which he concludes thi;s : 
 
 " 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 will form the crown of honour which will 
 " be due to those Brazilian Lesseps who may carry through 
 " the construction of the colossal work of national progress 
 " typified in the Iviteroceanic Railway''. 
 
 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 
 " audacitjr of the works, perhaps astounded at the immense 
 " capital that its realization will require". 
 
 ■^ The editor of the "Eailway 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 tlio 
 Port of Pernambuco iRecifc), 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 — 
 
 communicatiug artery wliich will connect all the lines 
 running down to the banks of that great river and thus 
 facilitate the working of their local vast riches. Hy means 
 of the projected lino from Araxa, Catalao and Goyay it 
 will communicate with the future Federal Capital wliich 
 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 Geraes, San Paulo, Parana, aud Rio Grande del 
 Sud; running through the town of Bago it will reach 
 San Luis on the frontiers of the Uruguayan territorj' ; 
 it will then cross this latter country passing through 
 gold, copper and coal districts via the fowns of Durazno, 
 Trinidad and Colonia ; it will then cross the River Plate 
 to Buenos Aires by m.ean3 of the steam train ferries on 
 the North American system similar to those emploj^ed 
 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 that bay to run a distance of 60 kilo- 
 meters from the bar of the River Sacramento to the citj' 
 of San Francisco ; from Buenos Aires it will continue over 
 the Pacific and Great "Western railways via San Lnis and 
 Mendoza to the terminus of Valparaiso. 
 
 The Interoceanic railway will communicate, by lines 
 already constructed, with the towns of Natai, Alagoas! 
 Bahia, Ouro Preto, Rio de Janeiro, San Paulo, Santos, 
 Curytiba, Paranagna, Porto Alegre, Pelotas, Uruguayana, 
 Salto, 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 coiirse of construction it 
 
— 495 — 
 
 will communicate "with Asuncion, the Capital of Parag'nay, 
 and v.'ith the towns of Sucre, Potosi and La Paz in Bo- 
 livia, in which coimtiy 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 3ontrary protect and assist them, by 
 mutually increasing the traffic ; the general plan of the 
 direction of the Literoceanic line, as at present proposed, 
 will benefit in a favourable sense the systems of Brazil, 
 Uruguay, the Argentine Repubhc and Chile; the systems 
 of those countries "will 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 utiUty to 
 Southern America but it must be treated as a necessary 
 ageiit, 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 establish his position and 
 that of liis family is very brief, and has passed avv^ay 
 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 efibrts, the 
 
— 496 — 
 
 greatest amount of work, will be the strongest, most vigorous 
 and most iudepeudent. 
 
 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 facilitate 
 intercourse between the South American States. 
 
 A few figures Avill demonstrate the commercial importance 
 of the interoceanic line : 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 tne commercial movement of Chili 
 represented the sum of £i 51.734.859, or an average increase 
 per annum for the five j'^ears from 1885 to 1889 of L 3.600.000 
 or 8.1 "/u'l the number of tons of cargo handled in the 
 same year v/as 16.689.014 ( Statement of the Chilian 
 Republic, page 1. ) 
 
 In the same year, the general commercial movement of 
 the Argentine Republic was L 65.404.600, being an annual 
 average increase, for the five years from 1885 to 1889 of 
 L 5-564.194 or 13 "/o; the number of tons handled being 
 19.061.754 I 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 L 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 H p. 609. ) 
 
 During the three years since 1887-88, Brazil has 
 
— 497 — 
 
 tremendously increased its commerce, its produce, and its 
 income; it is sufficient io quote figures with respect to 
 coiiee, one of its principal sources of riches; in the year 
 1886, 3.580.965 sacks were exported from the port of Rio 
 de Janeiro and according to all accounts no less than 8.000.000 
 sacks will be exported during the present year ip. 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 L 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 
 Chih, 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 1389 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 safelj^ assume 
 that the tonnage of the commercial movement here given 
 is within the limits of reality. 
 
 This total amounts to 62.177.902 tons representing a value 
 of L 228.493.457. 
 
 "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 suliiiient to quote in the total the enormous 
 tonnage moved in the countries that it will principally 
 serve, with its dii-ect communications "with the largest 
 ]3rodueing centres, and with the railway systems of Brazil, 
 Uruguay, the Argentine Eepublic and Chili, 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, 4.1G1 partially constructed and suspended, 
 ] 2.928 surveyed and 25.110 kilometers to be surveyed. It 
 would also communicate direct or by these auxiliaries already 
 made with all the principal toAvns of this part of America; 
 Pernambuco with 190.000 inhabitants, Bahia 200.000, Eio 
 de Janeiro 800.000, San Paulo 100.000, Porto Alegre 6O.OOO1 
 Montevideo 220.000, Buenos Au-es 570.000, Santiago ' Chili 1 
 270.000 and Valparaiso 130.000. 
 
 The kilometric extension of the line 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 hiUs ^; San Luis to Colouia across Uraguay 582 kilometers; 
 crossing the River Plate from Colonia to Buenos Aii'es 60 
 kilometers; Buenos Aires to the Cliiliau 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 comrse 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 thi'ee first in its general plan 
 it will have the following plan: 
 
499 — 
 
 STATES. 
 
 LOC.VLITIES. 
 
 KILOMETRIC EXTENSION. 
 
 to inijin. 
 
 I„ eon- 
 nt ruction. 
 
 Surveyed 
 
 Projected 
 
 J^crimmhiico . . . 
 
 JIahia and -J. Oeracs 
 San Paulo. . . . 
 
 ParaciAaml H. (iran- 
 dc of Siir . . . 
 
 Rio Graiidc of Sud. 
 
 Uruguay of Republic 
 
 Argentine Republic 
 and Cliilc . . . 
 
 Recife to Palmares . . 
 
 Palmares to San Fran- 
 cisco 
 
 .TatobA to Araxa . . . 
 
 .\raxa to Uberaba . . , 
 
 I'heraba to Campinas. . 
 
 Campina.H to ltaic\- . . 
 
 Jtaicy to Itii 
 
 Itu to Boituva .... 
 
 lioituva to Tatuliy. . . 
 
 Tatuhy to Harare . . . 
 
 Karare to Passo Fundo 
 (varying the definite 
 surveys made for tliis 
 line)+ 
 
 Passo Fundo to Cruz 
 Alta 
 
 Cruz AKa to Sta. Maria. 
 
 Sta. Maria to Caceqny . 
 
 Cacequy to liage . . . 
 
 Bage to San Luis . . . 
 
 Sari Luis to la Colonia . . 
 
 Colonia to Buenos Aires. 
 
 Buenos Aires lo Valpa- 
 raiso 
 
 121.7 
 llli.l 
 
 (ill.l 
 25. U 
 22.0 
 
 IfiO.n 
 115.0 
 
 20B.0 
 
 fid.n 
 
 1411.0 
 
 220.0 
 306.0 
 
 (<40.0 
 5S2.0 
 
 1875.0 
 
 180.0 
 
 28.0 
 50.0 
 
 110.11 
 60.0 
 
 
 2881.. T 
 
 521). 
 
 1322.0 
 
 2333.0 
 
 With this clirectiou the line "would be 7.172 kilometers 
 in length; 2881 open to trattic, 52(> constructing, 1322 
 survej'od and 2333 projected. 
 
 According to the report presented to the Brazilian Go- 
 vernment by the concessionaires, which ■we have mentioned 
 the Ime 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 Mogyaua and Sorocabana lint's will serve as powerful 
 assistants in its construe ion with a view to establish the 
 communication between Recife and Valparaiso in the 
 shortest possible time. Tlie construction should commence 
 from Itarare in a southerlv direction and from Araxa or 
 
— 500 — 
 
 neighbourhood towards the North, previously connecting 
 that point with a branch hue 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 Avould be possible, before the completion 
 of the sections of 500 kilometers between 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 Rio 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 points : from Araxa to 
 Jatoba 1770, from Jatoba to the terminus of the Pernam- 
 buco Southern Railwaj^ 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 G91 
 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 in 1.000, those of 2 and 
 
— 501 — 
 
 3 per 1000 predominating. From Villa Mercedes to Meiidoza 
 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 knov.'n as the Trausandine 
 Eailway is in Mendoza distant 173 1/2 kilometers from the 
 Chilian frontier; the stations Compuerta, Cachenta, Guide, 
 and Uspallata are situated in lulometers 22, 39, 65. and 93, 
 at the respective elevations of 1.019m., 1.198m., 1.436m. and 
 1.719 meters above sea level. E,io 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 Puutas Vacas, Inca 
 bridge, and Ai'gentine frontier stations in kil: 143, 158 and 
 173 1/2 at an elevation above sea level of 2.359m., 2.636m. 
 and 3.189 meters respectively. 
 
 The works on the Chilian side are being carried out by 
 Clark's Trasandiue Eailway Coy. Ld. between the Argentine 
 fi'ontier and Santa Rosa de los Anges, a distance of 65 
 kilometers of which 39 kiloms. are already constructed, 
 and 25 kiloms. ai'e 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 : 
 
 JJinimum radius 400m. 
 
 Maximum gradient 016m. 
 
 Length of straight line 438k.736m. 
 
— 502 — 
 
 Length of curved line 
 
 do " level '• 
 
 do " line on gradient .... 
 do " line on pendiente .... 
 Longest stretch of straight line . 
 
 do level "... 
 
 do between two curves in opposite 
 
 directions 
 
 do betvreen 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 11.99 "/o and 16 o/o. 
 
 Earthwork ballasting per lineal meter . 
 
 144k.lG4m. 
 2l2k.ll7m. 
 183k.828m. 
 186k.955m. 
 
 4k.825m. 
 41;. 210m. 
 
 114m. 
 
 100m. 
 
 lk.640m. 
 47k.l45m. 
 61k.983m. 
 35k.036m. 
 
 6m ^243. 
 
 CONSTEUCTIONS. 
 
 Distance 
 
 from 
 
 teiTriimis 
 
 (1) 
 
 L n C.\ L I T 'i' . 
 
 Height above 
 sea level. 
 
 Port of Colonia 
 
 Colonia station 
 
 Bridge over Caballada stream 
 
 Rosario station 
 
 Bridge over stream General . 
 
 Petty station 
 
 Manantiales station . 
 
 Perdido station 
 
 Soriano station 
 
 Bridge over the .stream Grande 
 
 Plores station 
 
 Ri-idge over the stream Sarandi 
 Trinidad stat'on .... 
 BriJge over stream Porongjs 
 Castellanos station .... 
 Bridge over stream Maciel . 
 Durazno station .... 
 
 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 " 50 
 
 99 " 10 
 122 " 00 
 
 76 " 50 
 126 " 00 
 
 69 " 50 
 
 75 " 00 
 
 (1) Kil of tlie line is the mole to lie ccmstrncted by the Company at Colonia. 
 
— 503 — 
 
 Distance 
 
 
 
 Height 
 
 
 from 
 terminus 
 
 L f 1 c .\ L 1 T Y . 
 
 Span. 
 
 sea 
 
 evcl. 
 
 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 
 
 '46 
 
 229.740 
 
 " " " Sarandi . 
 
 1 of 10m. 
 
 76 
 
 '30 
 
 ■'33 230 
 
 
 3 of 15m. 
 
 78 
 122 
 
 ' 00 
 
 243.090 
 
 San Borja station 
 
 
 '50 
 
 272.740 
 
 Carmen station 
 
 
 155 
 
 • 50 
 
 292.290 
 
 Bridge over stream Las Ovejas 
 
 1 of 15m. 
 
 138 
 
 ' 50 
 
 296.490 
 
 Ourhilla Grande station .... 
 
 
 164 
 
 ' 25 
 
 317-690 
 
 Pereira station 
 
 
 165 
 
 '89 
 
 339.540 
 
 Junction station 
 
 
 205 
 
 ' 75 
 
 372.120 
 
 Caetro station 
 
 
 162 
 
 ' .30 
 
 399.620 
 
 Collett station 
 
 
 154 
 
 '50 
 
 420 220 
 
 Biidge over river Negro .... 
 
 8 of 15m. 
 & 2 of 10m. 
 
 88 
 
 '00 
 
 433.470 
 
 Rio Negro station 
 
 
 125 
 
 ' 00 
 
 469.420:Caraguata .station 
 
 
 136 
 
 ' 25 
 
 501.370 Tacuarembo station 
 
 
 144 
 
 ' 25 
 
 531.370 Herrera station 
 
 
 152 
 
 ' 48 
 
 548. 320 1 A Bridge 
 
 1 of 10m. 
 
 133 
 
 '00 
 
 .554.080" " 
 
 1 of 10m. 
 
 1.30 
 
 ' 70 
 
 .562.170 Rivera, station 
 
 
 135 
 
 ' 75 
 
 563.065 Stream Coronilla 
 
 1 of 10m. 
 
 1.32 
 
 ' 25 
 
 577.780 " Hospital 
 
 2 of 10m. 
 
 141 
 
 ' 75 
 
 582.070 San Luis station ou frontier of Brazil 
 
 
 137 
 
 ' 50 
 
 
 98 culverts 
 
 Span of Im. 
 
 
 
 
 22 do 
 
 " " 2m. 
 
 
 
 
 22 do 
 
 " " 3m. 
 
 
 
 
 8 do 
 
 " " 4m. 
 
 
 
 
 21 do 
 
 " " 5m. 
 
 
 
 From Sau Liti.s, oti the frontier of Uruguay with Rio 
 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 "Industrial Union of Brazil C°J'" and 
 the surveys should now be concliTded; the first section of 
 the line from Cruz Alta to the River Uruguay of 381 
 k. 502m. was presented last year for the approval of the 
 
 (1) Tliis bridge lias been built by the Central Uruguay Railway C." 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 Idlomcteni di.stanl. the bridge being l>34.84 
 meters long. 
 
— 504 — 
 
 Brazilian Government, the technical conditions of this Hne 
 being as follows : 
 
 Minimum radius 101.28 m. 
 
 Maximum gradient 25 m. 
 
 Length of straight line 158km. 
 
 " curved " 2 23km. 502 
 
 " " "of minimum radius . 50km.512 
 
 " " level line ...... 170km.476 
 
 " " line on gradient .... 105km. 258 
 
 Earthwork ballasting per lineal meter. . . 5m. •'.300 
 
 Besides the plans of this section presented for the ap- 
 proval of the Government the surveys have been already 
 concluded on 142 kilometers from the River Uruguay to 
 port Union. 
 
 The ballasting per lineal meter proves that the surveyed 
 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 genex'al technical conditions that the various sections 
 of the Interoeeanic lino should maintain in Brazil and 
 Uruguay will allow of the trains travelling at an average 
 speed of Go kilometers per hour, as stated by the conces- 
 sionaries, in which case the journey from Recife to Mon- 
 tevideo or Colonia would be made in 78 1/2 hours, 
 to Bueros Aires in 81 hours; to Mendoza in 97 hours; and 
 allowing the trains from Mendoza to Valparaiso to only 
 travel at 30 Idioms, per hour, having to climb the Andes, 
 the journey from Recife to Valparaiso would be made in 
 109 hours, or 4 daj''s 13 hours. 
 
 From Lisbon to Recife the Transatlantic steamers travel 
 at 15 or 16 miles per hour and thus arrive ia ten days; 
 but by employing faster steamers such as those of the 
 
— 505 ~ 
 
 Canard, White Star, Ininan, Norddeutsche Lloyd or 
 Trasatlantique Companies and many others engaged on the 
 Western ocean route, this joui-ney can be made in, 
 6 days, so that the journey from Lisbon to Montevideo, 
 via the Interoceanic Hue, 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 to Valparaiso. 
 
 The cost of passenger transport from English 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 Europeaa 
 ports to the Plate is L 40, to Valparaiso L 80 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 S 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. 
 
 ST.\RTINU PDINT. 
 
 DESTINWTION. 
 
 Tune now 
 occupied hi/ 
 H ea roi/age. 
 
 nme occu- 
 pied bn 
 
 interoceiinic 
 line and 
 qtiickent 
 «teamer. 
 
 Fare hy 
 tea route. 
 
 Fare hy 
 >e« aud 
 landmUe. 
 
 English 
 
 ports . . . 
 
 TO theR. Plate. 
 
 21 days 
 
 11 days H h. 
 
 S 
 
 200 
 
 S ISl 
 
 Frencli 
 
 
 - 
 
 20 - 
 
 10 to 11 days 
 
 - 
 
 2C0 
 
 " I«l 
 
 " 
 
 " . . . 
 
 To Valparaiso. 
 
 :«toS5da.va 
 
 12 4 13 " 
 
 '■ 
 
 400 
 
 - 1-8 
 
 " 
 
 " . . . 
 
 " Callao . . 
 
 :I7 " 39 " 
 
 16 a 17 - 
 
 ■■ 
 
 r.h 
 
 " 253 
 
— 506 — 
 
 It is unuecessaiy to make further comments to show the 
 triumph which rapid and cheap communications will have 
 attained between the ports of Great Britana and Europe 
 and the most important cities of the Plate and the Pacific. 
 It may, however, be argued that the line from Eecife to 
 Valparaiso, passing through the Plate, will undoubtedly 
 facilitate passenger transport and that it will also serve the 
 industries and internal commerce of the Brazilian States 
 and the Uruguayan, Argentine, and Chilian Republics, but 
 that the transport of cargo from Europe will be absolutely ni 
 as it will never be able to competa 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 raila-ay. 
 
 The intrinsic value of the first differs notably from that 
 of the second, biit if it be taken into account that for the 
 more valuable mamifactui-es 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 threads, 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 ns 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 fii-ms of this market, Messrs- 
 
— 507 — 
 
 .Reia & Co. (formerly the house of ^Malhnanni has been 
 good enough to supply us with the average value of 1.000 
 kilogrammes of the manufactures which we are ahont to 
 name : 
 
 Articles of silk, per 1.000 kilos, 
 
 average S 20.000 
 
 Articles of silk and cotton, per 1.000 
 
 kilos, average " 12.000 
 
 Cachemiros, cloths, "Woollens, mufflers, 
 flannels, dress stuffs, merinos, pon- 
 chos, fine cotton stockings, etc., etc., 
 average per 1.000 kilos. 
 
 Felt Hats, average per 1.000 kilos . 
 
 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 "/„ . 
 
 The cost of a ton of special manufactures proceeding 
 from the ports indicated to those of the Pacific by sea, 
 woiild be $ 9.881. 
 
 Let us now see what this same ton of merchandize will 
 cost put in the Pacific ports, supposing the railway from 
 Kecife to Valparaiso be availed of: 
 
 Average cost of 1.000 kilos of merchandise at 
 
 the manufactory $ 9. GOO. 00 
 
 '■ 3.000 
 
 
 
 '• 10.000 
 
 
 
 ^ 3.000 
 
 $ 
 
 
 
 9.600 
 
 
 a 
 
 25 
 
 
 a 
 
 192 
 
 
 u 
 
 64 
 
 
 « 
 
 9.881 
 
" 65.53 
 
 " 72.00 
 
 " 32.00 
 
 S 9.774.53 
 
 — 508 — 
 
 Freight by sea to the port of Recife . . . $ 5.00 
 
 " " rail from Eecife to Valparaiso at 
 
 an average speed of 30 kilometers per hour . 
 Insurance by sea and land, $ 0.75 "/o. 
 Interest during the time occupied in transit, 
 
 20 days, at 6 "/o 
 
 This is an important difference iu favor of mi.xed transport, 
 so that it would be convenient, as we have just seen to use 
 the interoceauic line from the port of Recife for costly 
 manufactures proceeding to the Pacific. 
 
 The works A^'hich have been decreed and survej-ed 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 aJ] safety, it being proved that 
 not only does this artery resolve itself into a financial 
 problem of the greatest 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 ])roduce 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 commimication 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 jjart 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 tliem out. 
 
Population 
 
 OF THE SOUTH AMERICAN STATES. 
 
CHAPTER X. 
 
 PflPyUTIOI OF THE SOUTH AMEHIGM STATES 
 
 AND DEMOGRAPHIC REASONS JUSTIFYING THE ROUTE OF THE 
 INTERCONTINENTAL AND INTEROCEANIC LINES. 
 
 Tlie American Coiitine:it has 332.809 kilometers of 
 railwaj's open to traffic, and tlie two great projected 
 arteries, the intercontinental and interoceauic lines, will 
 join together the existing groups of railways. 
 
 The most rational route 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 ci\'ilized inhabitants 
 they contain,, so that we may definitely decide whether these 
 two lines ma}^ 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 tlie figures given by 
 those towns which have regularly kept up their Civil 
 Register. 
 
 In this respect the Uruguayan Republic has attained as 
 perfect an orgaaization as the most advanced countries; 
 for this reason we can determine the coefficient of its 
 gT0"Wth 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. 
 
 .„,,. 
 
 lUrths. 
 
 ricaths. 
 
 GrmctJi 
 ■In population. 
 
 Incrccifir per 100 
 
 {nliahUants. 
 
 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 
 
 12.2.^8 
 
 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 
 fi-om 1882 to 1891 vvfas 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 "/oo or 16.514 souls 
 and the balance of the migratory movement during 1892, 
 the population of the Republic at January 1^' 1893 would 
 amount to 776 580 inhabitants. 
 
 For the Ai'gentine Republic we have only figures 
 
515 
 
 respecting the city of Bvieaos Aires where, for the five 
 years from 1887 to 1891, the increase was 14.4 per thovisand, — 
 a very flattering figure to the growth of the Ai-gentine 
 Republic, as it is well known that tlie conditions of vitality 
 and fecundity in cities v/here 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 : 
 
 per 1000 inhabitants. 
 
 Montevideo (Capital). 
 
 
 
 14.0 
 
 Artigas (Departament) 
 
 
 
 34.0 
 
 Minas ' " 
 
 
 
 34.0 
 
 Durazno " 
 
 
 
 32.0 
 
 Maldonado " 
 
 
 
 31.0 
 
 Canelones " 
 
 
 
 30.5 
 
 Tacuarembo " 
 
 
 
 28.8 
 
 San Jose " 
 
 
 
 28.8 
 
 Florida « 
 
 
 
 28.7 
 
 Rio Negro " 
 
 
 
 27.8 
 
 Cen-o-Largo " 
 
 
 
 26.9 
 
 Rivera " 
 
 
 
 25.4 
 
 Coloaia " 
 
 
 
 25.0 
 
 Salto " 
 
 
 
 24.4 
 
 Rocha " 
 
 
 
 24.3 
 
 Flores " 
 
 
 
 22.6 
 
 Treinta y Tres " 
 
 
 
 22.7 
 
 Paysandii " 
 
 
 
 16.0 
 
 Soriano " 
 
 
 
 12.0 
 
 The 18 departments into which our rui-al districts are divided 
 give an average increase of 27.3 per 1.000, while tho 
 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 Rural towns ia the Argentine Republic is proportionally 
 the same. 
 
 The physiological increase of the city of Rio cle 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 iii population, as follows : 
 
 1889. 
 1890. 
 
 8.851 
 11.547 
 
 10.0-27 
 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 tjiis circumstance, Avhich 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 
 Sanitary 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. 
 
 
 VEAK.-!. 
 
 BlltTlIS. 
 
 DKATHS. 
 
 DIfl.'EBENO ER. 
 
 Uirtlii per 
 
 
 
 thomuml 
 
 
 
 
 
 
 
 
 mrths. 
 
 Dcatha. 
 
 ihnthn. 
 
 
 
 
 
 + 
 
 — 
 
 
 
 la-iS 
 
 30. (» •'„„ 
 
 in.9 » .,0 
 
 10.1 "/„„ 
 
 
 1512.5 
 
 I'arls 
 
 1-8H 
 
 in.!) ";„, 
 
 2<i.'.'> '■/„(, 
 
 .S.4 »,„„ 
 
 
 1114.0 
 
 Horlin .... 
 
 IHKM 
 
 M.O "/oo 
 
 •ii.l o,„„ 
 
 7.9«;„„ 
 
 
 1341.9 
 
 
 IXXH 
 
 33.4 »/o. 
 
 2.J.0 » „„ 
 
 8.4 "Ao 
 
 
 133«.0 
 
 Klo de'.Iaiieiro 
 
 18(10 
 
 •2-2.2 »/o„ 
 
 24. « ",„o 
 
 
 2.4 "/ou 
 
 901. a 
 
 Monte Video . 
 
 lft87 to l»9i 
 
 40.5 »/«« 
 
 2fi.r, o/„„ 
 
 14. -!„„ 
 
 
 lS84.i 
 
 Buenos Aires . 
 
 18S7 '■ 1881 
 
 41.9 »/oo 
 
 27.5 ".'oo 
 
 14.4 ",00 
 
 
 Kieti.s 
 
— 517 — 
 
 In the year compared, wlien the sanitary conditions 
 vi'ere favorable there werely barel}' 902 births per thousand 
 deaths; and in the preceding year, 1889, when epidemic 
 was 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 excess 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 niral 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. 
 
 Seiior 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 — 
 
 Tlie site elected and surveyed is on the table land of 
 (royaz, about 1.000 meters above sea level, iii the locality 
 meutioned 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 : 
 
 
 r J! It I . 
 
 000 TNUABITANTS. 
 
 
 Births. 
 
 Deaths . 
 
 Increase. 
 
 Ui-u^uav— 1882 to 1891 . . 
 Ciuli-1880 to 1SS9 . . . 
 
 39 
 36 
 
 17 
 30 
 
 
 
 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 increase (22 "/oo) to the Argentine Republic 
 as was had in the Uruguay during the period 1882 to 18^1. 
 
 To estimate the population of Brazil; for reasons noted 
 further on taken from the Statistics of Dr. Portugal, we 
 cannot allow a natural increase of population of more than 
 15 "/on and this is the rate we will take for our calcul- 
 ations. 
 
 For the other South American Countries whose principal 
 
— 519 — 
 
 cities are not iu the conditions which Dr. Portugal notes for 
 Rio Janeiro, we have taken the average natural growth at 
 20 -V«o. 
 
 Sehor 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 census of the Province ot 
 Santa Fe as taken iu 1887 'when it only represented 
 220.332 souls, whereas ou the authority of Sr. Latzina 
 liimself that Province at the end of 1888 had 300.000 
 iuhabitants 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: 
 
 YEAE. Immigration. 
 
 Emigration. 
 
 Excess of 
 immigration. 
 
 Excess nf 
 emigration . 
 
 1889 . . . 
 
 1890 . . . 
 
 1891 . . . 
 
 2G0.909 
 
 138.407 
 
 73.597 
 
 40.049 
 82.981 
 90.93G 
 
 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 Brazij 
 by the ports of Rio Janeiro, Santos, Victoria, and Desterro, 
 after deducting the number of emigrants that sailed from 
 the same ports was: 
 
 In 1889 65.161 souls. 
 
 " 1890 76.310 " 
 
 " 1891 217.946 " 
 
 giving au effective total of 359.417 persons: and adding 
 those who have entered by the ports of Eio Grande del 
 Sud, Paranagua, Bahia, Pernambuco, and Para, tlie 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 l'*' 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 on 
 account of the crisis which overtook the country in 1892 
 fallen to 73.000 persons for the whole country, a number 
 that will not be considered exaggerated when it is borne 
 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 Government 
 and colonization companies have been cancelled, according 
 to the Report of the Minister of Agriculture, Commerce 
 and Public Works for the year 1892, more than ninety 
 are still in force. 
 
 The "Statistical and Geographical Synopsis" of Chili for 
 the year 1891 gives us as the population of that country 
 accordino; to the census of November 26'''' 1885 a number 
 
— 521 — 
 
 of 2,527,320 inhabitants; bnt taldng into account 50,000 
 Indians that existed in that year, and the population who 
 were estimated to 15 '^/\, 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 population 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 Ave 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 "/uo, and this will give as the total 
 population of the republic on January l"* 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 Gotha 
 
522 — 
 
 ill 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 »/o, "wliich wou Id give 
 a total population on January i'**. 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 Republic, 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 
 ^0 this the 350.000 savages existing in 1876 and their 
 natural increase which we will only estimate at 1 "/o on. 
 accouiit of theii* fecundity being less than that of the 
 half-breeds, the population of the Eepublic of Peru on the 
 1st of January 1893 would amount to 4.020.000 inhabitants 
 including 560.000 savages. 
 
 In 1885 according to the Geographical Institute of Grotha, 
 Ecuador had 1.004.661 inhabitants and more or less 200.000 
 savages. 
 
 'By our calculations these figures will, at January I'*' 
 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 
 Republic of Columbia in 1884 a population of 3.320.550 
 inhabitants, and adding to these figui'es 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 iu the treatise on Columbia publsihed in 
 1891 by the Bm'eau of the South American Republic of 
 Washington. 
 
 According to the official edition of the "Historical, 
 Geographical and Political Description of the Republic 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 Republic of Columbia should, on the 1^* 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 gi\en 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. 
 
 Finally, the population of English, French and Dutcli 
 Guiana, which in 1887 amounted to 370.000, will, with 
 
— 524 — 
 
 its natural increase, have nunabered on January !»* 1893, 
 about 410.000 souls. 
 
 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 AJLEEIGA. 
 
 
 
 
 Number of 
 
 Number of 
 
 
 
 Population 
 
 inhabitiints 
 
 1 n h abitants 
 
 STATES. 
 
 Siiiierl'icie. 
 
 at 1" Januay 
 
 per 1 square 
 k i 1 m e ters 
 
 per 10 square 
 kil meters 
 
 
 
 1893. 
 
 i n c 1 u d i iig 
 savages. 
 
 excluding 
 savages. 
 
 Uruguay. 
 
 178.700 
 
 776.580 
 
 43.5 
 
 43.5 
 
 Chili 
 
 753.216 
 
 8.287.045 
 
 43.7 
 
 42.3 
 
 Peru 
 
 1. 07-2. 496 
 
 4 020. COO 
 
 .37.5 
 
 34.3 
 
 Columbia 
 
 1.330.875 
 
 4.102.571 
 
 30.8 
 
 28.5 
 
 Ecuaflor .... 
 
 643 295 
 
 1.359.344 
 
 21 1 
 
 17.8 
 
 Bolivia . . . . 
 
 1.2-22.250 
 
 2,492 841 
 
 20.4 
 
 14.1 
 
 United States ol' 
 
 
 
 
 
 Brazil .... 
 
 8.337.218 
 
 15.350.000 
 
 IS. 4 
 
 17.7 
 
 Ari^entine Republic 
 
 2.894.252 
 
 4.507.538 
 
 15.6 
 
 15.6 
 
 Venezuela . 
 
 1.5.39.398 
 
 2.369 997 
 
 15.4 
 
 15.4 
 
 Paras;iiav 
 
 253.100 
 
 364.000 
 
 14.4 
 
 14.4 
 
 Guianas .... 
 
 896.000 
 
 410. WO 
 
 10.3 
 
 10.3 
 
 
 18.620.800 
 
 39.039.916 
 
 - 
 
 - 
 
 The population of the South American States should on 
 January 1''* 1893 be between thirty nine and forty millions. 
 
 We will now proceed to determine the elements which 
 "will allow us to indicate the districts over wliich these 
 39:000.000 inhabitants are distributed. 
 
 The regions bordering ou the Atlantic and Pacific Oceans 
 are the more densely populated as will be seen by the 
 followiuD- statements. 
 
525 — 
 
 Snperficie 
 
 Population at 
 December !il 
 of 1888 ("Sta. 
 Anna Nery.") 
 
 Natural and 
 inimijjratory 
 increase at 
 
 Population 
 iu 1802. 
 
 Para . . . 
 Maragnon . 
 Piauhy . 
 Ceara . 
 
 Rio Grande del 
 Paraliyba 
 Pernaiiibuco 
 AlagOas . 
 Sergipe . 
 Bahia. . 
 Espiritu Santo 
 Minas Geraes 
 Municipio ?seut 
 Rio de Janeiro 
 San Paulo . 
 Parana . 
 Santa Catalina 
 R:o Grande del 
 
 Noi-te 
 
 Sud 
 
 229.942 
 459.884 
 301.797 
 ] 04. 250 
 
 57 . 4S5 
 
 74.7.S1 
 128.395 
 
 58.491 
 
 19.090 
 426.427 
 
 44.S39 
 
 574.865 
 
 1.394 
 
 68.982 
 290.876 
 221.319 
 
 74.156 
 236.553 
 
 B. 373. 466 
 
 407.350 
 488.443 
 264.9,33 
 952.625 I 
 308.852 I 
 496.618 
 
 1.110.831 I 
 459.371 
 232.640 1 
 
 1.821.083 I 
 121.562 
 
 3.018.807 
 406.958 
 
 1.164.438 
 
 1.306.272 
 187.548 
 236.346 
 643.527 
 
 3.';.009 
 43.178 
 23.597 
 84.212 
 27.302 
 43.904 
 98.153 
 40.608 
 20.565 
 
 160.984 
 10.746 
 
 266.862 
 35.975 
 
 102.936 
 
 115.474 
 1G.579 
 20.893 
 56.888 
 
 443 359 
 531.621 
 290 630 
 
 1.037 837 
 336.154 
 640.522 
 
 1.209.084 
 499.979 
 253.205 
 
 1.982.067 
 132.308 
 
 3.285.660 
 442.933 
 
 1.267.374 
 
 1.421.746 
 204.127 
 257.249 
 700.415 
 
 14.836.179 
 
 Of the 15.350.000 inhabitants of Brazil, 14.836.179 
 live iu the States bordering on the Atlantic and 513.821 
 in the interior States of the Amazon, Matto Grosso and 
 Cioj-az, in ^^iiich 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 
 
 AEGENTIXE REPUBLIC. 
 
 
 
 Population 
 
 Natural 
 
 Population 
 
 
 
 at Dec: 31 of 
 
 and 
 
 PLACE OR PROVINCE. 
 
 Snperficie, 
 
 18SS. 
 
 iiiimigratory 
 increase at 
 
 at 
 
 1"' January o( 
 
 1893." 
 
 
 
 (Latzina). 
 
 39 6«/oo. 
 
 Capital of the Republic. 
 
 181 
 
 goo 000 
 
 64.000 
 
 5G4.0000) 
 
 Province of B. Aires. 
 
 311.196 
 
 850.000 
 
 134.640 
 
 984.640 
 
 Santa Fe 
 
 131. B82 
 
 300 000 
 
 47 520 
 
 .347.520 
 
 Entre-Ri'os 
 
 
 
 
 75.457 
 
 248 700 
 
 39 392 
 
 288.092 
 
 Gonientes 
 
 
 
 
 81.148 
 
 200.000 
 
 31.680 
 
 231.680 
 
 Cordoba . 
 
 
 
 
 174 768 
 
 427. GOO 
 
 51.733 
 
 479.332 
 
 Spd Luis. 
 
 
 
 
 75.917 
 
 100.000 
 
 15.840 
 
 115.840 
 
 Mendoza. 
 
 
 
 
 160.813 
 
 137.200 
 
 21 732 
 
 158 9.32 
 
 Sac Juan 
 
 
 
 
 97.505 
 
 102.403 
 
 16.220 
 
 118.623 
 
 La Rioja . 
 
 
 
 
 39.030 
 
 80.000 
 
 12.672 
 
 92.672 
 
 Catamarca 
 
 
 
 
 90.644 
 
 110.000 
 
 8.624 
 
 118.624 
 
 Santiago . 
 
 
 
 
 102.355 
 
 209.000 
 
 33.104 
 
 242.104 
 
 Tuc iman 
 
 
 
 
 24 199 
 
 202.800 
 
 32.123 
 
 234.923 
 
 Salta . . 
 
 
 
 
 128 266 
 
 150.000 
 
 23.760 
 
 173.760 
 
 Jujuy . 
 
 
 
 
 45.268 
 
 55.800 
 
 8.838 
 
 64 688 
 
 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.G per square kilometer. 
 
 The population of the Chilian Eepublic is densest south 
 of Santiago as far as the Magellan territory and northwards 
 to the Pro\ince of Atacama; it amounts to 3.099.054 
 inhabitants and occupies 225.216 square liilometers 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 square kilometers. 
 
 The provinces of Atacama, Antofogasta, Tarapaca and 
 
 (I) The Municipal fitatistcs give the popiilafiou of Buenos Aires at the beginning 
 oriS92 as 550000 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 iinmigratory increase for the years 1888 to 
 1882, viz: 17.6 "ho. 
 
— 527 — 
 
 Tacua, 333.000 square kilometers in extent, have a population 
 187. SOI (0.57 iulaabitauts 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, 772.2.50 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 350.000 savages (0.7 per 
 square kilometer); the rest of the population composed 
 of 3.670.000 souls, is spi-ead over 372.496 square kilometer 
 (6.4 per square kilometers) in the Departments of Piura, 
 Cajamarca, Amazonas, Lambayeque, Libertad, Ancachs, Lima, 
 Junin, Huanuco, Huancavelica, Ayacu'sho, 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, Guayas, Chimborazo, Esme- 
 raldas, Tungurahua, Manabi, Loja, Azogue or Cafias, Bolivar^ 
 Carchi, Oro and Rios, and in the western part of the 
 Eastern provinces, occupying two fifths of the area of the 
 Republic, or about 257.000 kilometers, which gives an 
 average civilized population, mcludiug subdued savages, of 
 4.4 per square kilometer. 
 
 The population of the Columbian Republic is mostly 
 
— 528 — 
 
 settled ia the vestern part of the department of Cauca, in 
 the departments of Panama, BoHvar, Magdalena, Santander, 
 Autioquia, Boyaca, Tolima aad the extreme 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, 
 Guzman 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 Chaco, ascending again along the 
 eastei'n 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 — 
 
 STATES. 
 
 Area of 
 territory populated. 
 
 Population not 
 including savages. 
 
 N»of 
 inhabitants 
 per aiiuare 
 kilometer. 
 
 Brasil . 
 
 Argentine 
 
 Uruguay 
 
 Chili . 
 
 Bolivia 
 
 Peni . 
 
 Ecuador 
 
 Colombia 
 
 Venezuela 
 
 Paraguay 
 
 Guiauas 
 
 iJepiib 
 
 ic 
 
 
 3.373.466 
 1.7.38.3^9 
 178.700 
 225.216 
 450.000 
 372.496 
 . 2.57.000 
 900.000 
 400.000 
 253.100 
 396.000 
 
 14.836.179 
 
 4.389.140 
 
 776.. 580 
 
 3.099.0.54 
 
 2.000.000 
 
 3.670.000 
 
 1.141.080 
 
 3.793.000 
 
 2.969.997 
 
 364.000 
 
 410.000 
 
 4.39 
 2.65 
 4.35 
 13.74 
 4.44 
 6.45 
 4.44 
 4.21 
 5.92 
 1.44 
 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 ever}' 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 — 
 
 Soutli, the means of communication of the former are in 
 proportion to tliose 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, liio 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 Eio 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 Avealth; 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 affdirs which has so much 
 contributed to the advancement of the countries. 
 
— 531 — 
 
 In South America, Brazil, Uruguay, tlie Argentiue Republic 
 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 
 no*', 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 
 l)rojected 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 worid anticipates in the ordinary 
 march of affaii's 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 commnnication with. the outside commercial 
 world. 
 
Ports and Railways. 
 
CHAPTEH XI. 
 
 THE PORTS km RAILWHy LINES 
 
 OF THE Oriental Eepublic of Uruguay considered as 
 
 NECESSARY ELEMENTS OF RAPID COMilUNICATION BETWT5EN 
 
 THE Argentine Republic, Chile, Pertj, Bolivia, Paraguay^ 
 AND Rio Grande del Sud. 
 
 Along the great extent of coast-liiie of the Republic 
 bordering on the Atlantic Ocean and the River Plate are 
 several natural ports of importance, in the fii-st rank of 
 which are the bays of Montevideo, Maldoiiado and of 
 Colonia. 
 
 The question of the construction of a port iu 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 solution 
 of this important problem, induced the Government in 
 accordance with 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 presenting them expu-ed, twenty foui' were 
 sent in. 
 
 These projects were passed on to the General Council 
 of Public Works who, after a most careful exammation 
 of them, issued on November 17th 1890 a volumiuous 
 
— 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 hy the 
 couacil. 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 : 
 
 A. 
 
 WITH RESPECT TO THE TECHNICAL PART OF THE OUTER WORKS. 
 
 1. That all the projects presented arc 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 servo 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, careful and complete 
 surveys are necessary, no matter what project be adopted. 
 
— 537 — 
 
 G. 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 tlie 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 
 civilized countries. 
 
 6. Experience shows that notwithstanding all the ])re- 
 cautions and measures adopted by engineers when 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 arrangijig port works it is absolutely necessary 
 to determinp the general course or current of the waters: 
 if they are favorable, the works must be modified .so as to 
 prevent any stoppages. 
 
 11. The general v/ater currents in the Bay of Montevideo 
 are inimical to the preservation of deep water, as is shown 
 by a comparison of old soundings witii 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 ■\vliicli Cialli calls a "current wave", 
 disturbs tlie depths, drags along the sauds, 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 
 " Vi^ave 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 
 Blancas or Punta Cibils to Punta Guarani. 
 
 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 financial point of view 
 
 20. There is therefore no object in carrying 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 tliiis forming, 
 a much more sheltered roadstead near to Monte Video 
 and almost eatirely protecting the bay from the pampero 
 " wave cm'rent. " 
 
 21. The outer dyke of the bay can therefore be placed 
 outside a line ruaning from Punta Cibils to Puuta Gua- 
 rani, until a depth of 20 feet is reached, which in the 
 future can be increased to 30, so that, whilst fulhliing 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 pioloug it in the dii-ectiou 
 of the river. 
 
 22. Project N". 15 presented by Engineer Dr. Guillermo 
 Eigoui is the one which contains, in general, all the technical 
 conditions laid down by the Couucil. 
 
 23. The position and general bearings of the outer dyke: 
 the mouths of entrance and exit for the ]7riucipal 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, otter 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 extei-nal 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. 
 
 n. 
 
 A^aXH RESPECT TO THE COMMERCIAL PORT. 
 
 L . 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 woi'king expenses can be very notably 
 reduced if the ships, instead of having to wait in the 
 port, can carry out their operations safelj', comfortabty 
 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. Tlie Commercial Port should be established in the Bay. 
 either by placing tlie loading and discharging Moles on the 
 North beach, or by building them iia the Bay itself should 
 it be possible to overcome quicklj'' and at a moderets cost 
 the difficulties raised by some of the coast property holders. 
 
 i>. 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. 
 
 G. The Commercial Port should be able to cope with 
 a much larger traffic than the present: say two million 
 and a half or three million tons. 
 
 7 . The usual and most convenient shape for a Commercial 
 Port is that of several moles running out oblique!)'' from 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 vi-harves 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 traffic 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 
 pow(=!rful cranes 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 Avoks 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 realisation of the 
 works should not be based on the lands gamed from 
 the sea. 
 
 16. The State should always keep its river riglits, 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 with 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 aud complete surveys are absolutely neces- 
 sary ill 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 Seiior Rigoui. 
 
 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 
 do\\Ti by the General Council of Public AVorks 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 installations 
 for commercial purposes, machinery etc, aud in accordance 
 with the said programme, international tenders would be 
 called for their construction, unless the State . should 
 prefer to contract direct ^^"ith a private firm. 
 
 EXTENSION OP 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 ornament. 
 
 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 lauds reclaimed from the sea sliould be of small 
 
— 543 — 
 
 extent, and it might be convenient, by means of a wall 
 parallel to the one now existing in the Agnada to set ajjart 
 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 ^vith 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. 
 
 5. As it impossible for the sewers to shoot tlie matter 
 they carry off into one main sewer sm-rounding tlie 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 iirgent 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. 
 
 «. The question of the adornment which harmonizes most 
 with the general works mentioned, will also be a matter 
 for special stud}' 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 God guard Your Excellency many years. 
 
 E. de Arteaga, 
 President. 
 Jose M. CastdlcDios, 
 Secretary ad-hoc. 
 
— 544 — 
 
 The Minister of Foment prepared an ante-project for 
 the construction of the port in the Bay of Montevideo, 
 disagreeing with some of the technical conditions laid dovv'n 
 by the Council as being necessary for the stability and 
 secwity of the port works, and this, together A¥ith a project 
 presented by Seuor 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 April 1892, issued their 
 report, the conclusions of which were the following : 
 
 EESUMEN. 
 In conclusion, the Committee admit : 
 
 EXTERNAL WORKS. 
 
 1. Unaniinonsh/ : The utility of an outer breakwater. 
 
 2. Bjj a major itij of votes: The utility of the breakwaters 
 projected by Senor Eigoni, with the modifications that 
 may be made in the final surveys. 
 
 IXTEEX.\L WORKS. 
 
 3. Bij a majorltij of votes: The utility of the internal 
 dykes projected by Sehor Rigoni, with the slight modifications 
 that may be counselled in the final surveys, as in the case 
 of the outer dyke. 
 
 COMIIERCUL PART. 
 
 4. By a miijority of votes : That the Commercial port 
 adopted should be that formed by a bouadary sea-wall in 
 the Northern part of the city with moles running from it 
 obliquely; adhering, as regards their position and dimensions 
 to the results of the final surveys. 
 
— o-to — 
 
 Seilor Felipe Victora, wJio composed the minority of tlie 
 Committee, also repoited, giving the following. 
 
 CONCLUSIONS 
 
 a. I consider the outer breakwater proposed by Seiior 
 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 necessar}^. 
 
 3. Because the services it would render to navigation 
 would not be commensurate with its high cost. 
 
 b. That the works of the anteports of the Minister and 
 of Senor Rigoni, even though placed in the most con. 
 venient part of the Bay, v/ould have to iindergo 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 Ministers 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 entrnsted to me by 
 your Excellency, I have the honor to salute Y. E, 
 
 Montevideo, April 12tli 1892. 
 
 Felipe Victora. 
 
 In viow of this state of aflairs and of the diversity of 
 
— 54G — 
 
 opinions existing witli respect to a matter of sucii importance 
 for the future of the liepiiblic, the Executive Power 
 submitted all the antecedents of the subject to the General 
 Assembly, accompanying them by the following message 
 and project of law : 
 
 Executive Power. 
 
 Montevideo, Jaly 12tb. 1S92. 
 The Honorable General Assembly, 
 
 The Execi;tive Power has the honor to submit to you alj 
 the antecedents respecting the project for the Port of 
 Monte Video in order that you. may be good enough 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 them. 
 
 As was his duty, the Minister of Foment, after a lengthy 
 examination, as being a worli. 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 autecedents 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 aud 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 Minister, 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 could not be easily 
 removed. 
 
- 547 — 
 
 2 . To limit the port to one composed of well sheltered 
 docks, with a convenient antpport, tlie 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. 
 B . 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 contaiued m the 
 project of law accompanying this message, and which should 
 serve as a base for the definite sui-veys and project. 
 
 Should the Honorable Chambers sanction this project, 
 modifying it in detail as maj' 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 
 Ave could commence the work of the port, thus sujiplying 
 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. Capurao. 
 
 Francisco Bauz.4. 
 
 Manuel Herrero y Espixosa. 
 
 Luis E. Perez. 
 
 Eugenic J. Madalena. 
 
548 
 
 PROJECT OF LAW. 
 
 The Senate and Chamber of Representatives of the Oriental 
 Repubhc of Uruguay, assembled together in General 
 Congress 
 
 Article 1"^'. The Executive Power is authorised to proceed 
 with the definite survey's of the project of the Port of 
 Montevideo, on the following bases: 
 
 «. To carry ont the surve3-s and prepare the plans of 
 the project under consideration, the Executive 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 Avith special 
 experience in the matter. 
 
 h. 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 
 docJcs 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 Avill serve at the 
 same time for the formation of au ante-port. 
 
 e. The area of water to be enclosed by the "works 
 referred to will be about 250 hectareas : the docks 
 will bo at least 200 meters wide, and the length of 
 the wharves must not be less than 8.000 lineal 
 meters. 
 
 /". The depth of the port and of the ante-port will be 
 at least 21 feet at ordinary low water, and the 
 entrance.s 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 the waters, or by mechanical means. 
 
 (J. 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. 
 
 /(. As regards the other details res])ecting 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 baj', ths 
 bottom, the materials disposable for the said object 
 etc., etc. 
 
 i. When designing 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 on the surveys aad projects referred to, or to 
 coatract for these surveys v/ith any firm or company of 
 constructing hydraulic engineers that, in their opinion, is 
 quaUfied to cai-ry 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 price be arranged beforehand. 
 
 Art: 3. After 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. All laws and decrees which may be in 
 opposition to the present one are annulled. 
 
 Art: 6. Let this be communicated etc. 
 
 J. A. Capurro, 
 
 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 oiu' commerce and our industries, and 
 also quick communication with the neighbouring states anc[ 
 Paraguay, Bohvia, Peru etc. 
 
 The railway lines included in the general outline will 
 be at the service of the port of Montevideo, which lines Ijy 
 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. 
 
 " " Paysandii. 
 
 " " Santa Eosa. 
 
 " " Eivera. 
 
 " '• Artigas. 
 
 '• " Cebollati 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. 
 
 Tlirotig'h cciiiuiunientioii lietticcn Moutevidco and 
 Itulivia. 
 
 WESTERN E.ULWAY. 
 
 (From Montevideo to Fray-Binitos). 
 Extension that this koute will iik've, cRossixt; the 
 Argentine Eepublic and Bolivia euxninu through 
 
552 
 
 Ju.TUY, PoTOsi, AND SuCRE TO FORM A JDNCTION WITH THE 
 INTERCONTINENTAL LINE : 
 
 
 
 KILOMETRIC EXTENSION. 
 
 '^ » 
 
 1 
 
 Open 
 to traffic. 
 
 /,. co,i- 
 Htniction. 
 
 SufVei/cd 
 
 Projected 
 
 
 Oriental Republic of 
 tlie Uruguay . . 
 
 Do. and Argentine 
 Republic . . . 
 
 Do. 
 
 Do. 
 
 Do. 
 
 Do. 
 Do. 
 
 Do. 
 
 Do. 
 
 Do. 
 Do. 
 
 Boliviii 
 
 From Montevideo to 
 Rosario .... 
 
 From Rosario to Mer- 
 cede.s andF.Rentos. 
 
 Fray Bentos to Guale- 
 guayclul including 
 crosaing the River 
 Uruguav . . . . 
 
 f.uale-uavclui to lia- 
 savilliaso . . . . 
 
 liasavilhaso to Port 
 Parana 
 
 Port ParanA to Santa 
 Fe crossing River 
 Parana 
 
 Santa ¥i to Pilar. . 
 
 Pilar to frontier of 
 Oordoba and Santa 
 Fe Provinces . , 
 
 From frontier to the 
 innction with Cen- 
 tral Cord. Railway. 
 
 Cf'irdoba to Tucnman. 
 
 Tncuman to .lujuy . 
 
 .lujuv to Bolivian 
 frontier ... . 
 
 99.700 
 222.800 
 
 63.200 
 
 81.800 
 
 2in.0ij0 
 Ml.tm 
 352. ax) 
 
 
 110. 000 
 
 194.010 
 25.000 
 
 24.(J00 
 
 280.000 
 J20.00 
 
 1.44 
 1.00 
 
 
 Potosl and Sucre . 
 
 '■ 
 
 
 157li.800 
 
 
 1 ID. (100 
 
 U43.000 
 
 
 It will be thus necessary to make a i-ailway journey of 
 2669 kilometers from the port of Montevideo to arrive at 
 Sucre, the Bolivian Capital via the AVestern line in 
 combinatioa with the international railways. Of this gross 
 length there are at present opened to public traffic in the 
 Argentine territory 1576 kil. 800 m., and whenever the 
 line that is intended to connect Montevideo with Fray 
 Bentos, a distance of 343 kilometers, is completed, and 
 the necessary works uudertal'en on the banks of the Rivers 
 Parana and Uruguay to enable the trains to be conveyed 
 across the water in steam-train-ferries, which has been 
 
— 553 — 
 
 proved to be an easy and cheap means of locomotion, 
 it will be possible to establish a direct railway communication 
 to Jnjny, a distance of 1969 kilometers, linking with the 
 port of Montevideo by a quick service the intei-mediate 
 towns of Giialeguaychn, Parana, Santa Fe, Cordoba, and 
 Tucuman. 
 
 From Jujuy there remain 700 kilometers to be constructed 
 in Argentine and Bolivian territory, in order that this 
 system with Montevideo, and with the lines leaving Buenos 
 Aires, may form a junction in Sucre or thereabouts with 
 the Intercontinental line, over which it will be possible to 
 continue to Oruco and La Paz in Bolivia, Puho, Cuyes and 
 Lima in Peru, to Ecuador, Colombia, Central America, 
 Mexico, and the United States of North America. 
 
 The express trains should be able to make the journey 
 from Montevideo to Sucre, allowing an average speed in the 
 two guages of 50 and 40 kilometers per hour, between 
 Montevideo and Jujuy, and this latter point and Sucre 
 respective by, in 57 hours. 
 
 The importance of the Montevidean port, wliich is the 
 best for the ocean going steamers of any of the ports of 
 the River Plate, will be established by means of the 
 railway network of America, by which it will be thus 
 able to communicate so advantageously, not only with 
 Bolivia and Peru, but also with the Argentine Republic, 
 Chih, Paraguay and Brasil. 
 
 Montevideo will be a centre from which rapid means of 
 communication will be established in all directions to tho 
 interior of the South American continent. 
 
554 — 
 
 CENTRAL AND MIDLAND URUGUAY RAILWAYS. 
 
 {Line from Montevideo to Paysandi'i). 
 
 Extension that the route will have crossing the Argentine 
 Republic and Bolivia via Jujuy, Potosi and Sucre to 
 
 FORM a junction "WITH THE InTER CONTINENTAL LiNE. 
 
 
 LOCALITIES. 
 
 KILOMETRIC EXTENSION. 
 
 to 5 
 
 countries. 
 
 Opcu 
 to tragic. 
 
 1,1 con- 
 ftrtiction. 
 
 Survtijed 
 
 Projected 
 
 
 Unigiiay .... 
 Do. 
 
 ArKeiitiueRepiiljIic. 
 
 Do. 
 Do. 
 
 Do. 
 
 Montevideo to Eio 
 Negro 
 
 Eio Negro to Pay- 
 sandu 
 
 Crossing River Uru- 
 guay 
 
 From coast opposite 
 Paysandu to Con- 
 cepcion .... 
 
 Concepcion to ParanS 
 
 Port Parani to Santa 
 Fe including cros- 
 sing River Parand. 
 
 Santa Fe to Jujuy via 
 Cordoba and fucu- 
 
 273.000 
 213.000 
 
 286.50.1 
 
 12o4.300 
 
 
 36.000 
 
 3.000 
 
 24.000 
 
 280.000 
 420.000 
 
 1.44 
 1.44 
 
 1 00 
 
 Do. 
 Bolivm 
 
 .Jujuy to Bolivian 
 fro'ntier .... 
 
 Argentine frontier to 
 Sucre via Potosi . 
 
 
 
 
 2026.800 
 
 
 36.000 
 
 727.000 
 
 
 The total distance between Montevideo and the Capital 
 of Bolivia via Paysandu, Concepcion del Uruguay, Parana, 
 Santa Fe, Cordoba, and Tucuman, is 2770 kilometers, of 
 which 154:2k. 800m. are opened to traffic in the Argentine 
 Republic, and 434 kilom. in Uruguay. 
 
 The only link wanting to connect the networks of the 
 Uruguayan and Argentine Railways is the short section of 
 36 kilometers between Concepcion del Uruguay and the 
 coast opposite Paysandu and this has already been surveyed, 
 and when once constructed will establish direct communication 
 between Montevideo and Jujuy b}^ this route. 
 
— 555 — 
 
 Oace it has been arranged to cross the Rivers Uruguay 
 and Parana, a matter oifering no difficulties, the line from 
 Montevideo to Jujuy, via Paysandii, in a completed state 
 ready for through traffic, will be 20G2 kilometers long, 
 and with an average speed of 50 kilometers i31 miles) per 
 hour express trains should make the trip in 41 hours; — 
 at an average speed between Sucre an Jujuy of 40 kilometers 
 (25 miles) per hour, the joiirney from Montevideo to the 
 Bolivian Capital should take 50 hours. 
 
 Central, IMidland, and North-West Uruguay Railways. 
 (Montevideo to Santa Rosa). 
 
 Extension that the route will have crossing the Argentine 
 Republic and Bolivia via Jujuy, Potosi and SucrF4 to 
 
 FORM A junction WITH THE InTER-CcNTINEXTAI LinE. 
 
 countries. 
 
 LOCALITIES. 
 
 KILOMETEIC EXTENSION. 
 
 ^,- 
 
 Open 
 to lra£ic. 
 
 In con- 
 struction. 
 
 Surveyed 
 
 Projected 
 
 5"* 
 
 Uruguay .... 
 Do. 
 Do. 
 
 Arg ntinc Republic. 
 Do. 
 Do. 
 
 Do. 
 Do. (Cliaco) . . . 
 
 Do. 
 Bolivia 
 
 Montevideo to Rio Ne- 
 
 Kio Negro to Paysan- 
 dii aud Salto. . . 
 
 Salto to Santa Rosa. 
 
 Santa Rosa to Caseros 
 crossing River Uru- 
 guay 
 
 Caseros to Mercedes. 
 
 Mercedes to Saladas . 
 
 Saladas to Bajada 
 (CorriontesI . . . 
 
 Bajada to Resistencia 
 crossing River Pa- 
 rand 
 
 Resistencia to junction 
 with Jujuy line 
 above Metan. . . 
 
 From junction to Ju- 
 juy 
 
 Jujuy to the Bolivian 
 frontier .... 
 
 Argentine frontier to 
 Potosi and Sucre . 
 
 273.000 
 
 .117.0:16 
 178.800 
 
 140.300 
 ICO. 100 
 
 lfil."00 
 
 I3«.100 
 
 034.000 
 
 3.000 
 
 10.000 
 
 280.COO 
 420.000 
 
 l.il 
 
 1.00 
 
 
 ini.436 
 
 lae.ioo 
 
 634.000 
 
 713.000 
 
 
— 556 — 
 
 The distance from Montevideo to Sucre, crossing the 
 River Uruguay in front of Santa Rosa, is 2G5o kilometers 
 53r> m., of which tliere are ojien to traffic. 768k. 800m- 
 in the Uruguayan Republic, and 402k. 636m. in the Argentine, 
 there being 1478 kilometers to construct to establish direct 
 communication by this route between Montevideo and 
 Sucre, of which 645 kilometers have already been surveyed) 
 from Resistencia to the proposed junction "with tne Jujuy 
 line below Metan, crossing the Chaco ( Prairie ) running 
 th/ ough most fertile camjis without offering any difficulties 
 of construction. 
 
 By the same route through Santa Rosa it is possible to 
 communicate from Montevideo to Asuncion ( Paraguay )> 
 formiug 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 Railwaj^'s 
 prerogative as the highway to Asuncion (Paraguay) as will 
 be seen from the followiuR tables. 
 
— 00 1 
 
 TIii'oug:ii coniDiiuiiiontioBi Itetweeu tlic Hivcr I'lntc 
 niid I'arnK'UH.y. 
 
 By Central JJyuijnaij Baihcay . 
 Extension of the theough route to Asuncion, Paeaguay, 
 
 TO FORM A junction AVITH THE InTER-CoNTINENTAL LINE : 
 
 
 LOCALITIES. 
 
 IvILOMETRIC EXTENSION. 
 
 t; £ 
 
 
 Open In con- 
 fo trajf'if'.lntnution. 
 
 Sutfcyed 
 
 Projected 
 
 i^ 
 
 L'niguay .... 
 
 Brasil I'rnviiico of 
 Rio Grande . . 
 
 .\rp;cntiiieEeriibIic. 
 Paraguay .... 
 
 Montevideo to Rivera. 
 
 Rivera to San Korja. 
 
 San Borja to Santo 
 Tome crossing the 
 Kiver UniKuav . . 
 
 Sto. Tome to Posadas 
 
 Posadas to Encarna- 
 cion crossing River 
 Parana 
 
 Encarnacion to Pirapii 
 
 Pirapo to .\sunci6n. 
 
 567.00U 
 
 2;;2.ooo 
 
 135.000 
 i:?5.noo 
 
 
 2C0.0C0 
 10.C03 
 
 S.OOO 
 
 l.ii 
 
 
 819.0(10 S:1;1.(I(I0 
 
 
 27."). 000 
 
 
 The total distauce by railway that by this route will 
 lay between Montevideo and the Capital of the Paraguayan 
 Republic is 1384 kilometers, of "which 819 Idlometers 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 will 
 be effected hj steam train-ferries on the 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 Republic, 
 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 Proviuce of Eio Grande del Sud 
 it will form a junction in Alegreto with the railway running 
 from Uruguayana to Port Alegre, Bage, Pelotas and Rio 
 Grande; and it will also advantageously serve the western 
 part of that Province. On the other side of the E.iver 
 Uruguay, by utilizing in the provinces of Corrientes and 
 Misiones 155 kilometers of the Monte Caseros and Posadas 
 Railway, with the exemption of crossing the River Parana. 
 the direct communication is already established with Asuncion 
 by the line running from Encarnacion to that town already 
 open to traffic for nearly the whole length. 
 
 Inasmuch as the guage of the lines constructed in Uruguay, 
 Argentina, 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 Rivera and Posadas in the province of 
 Rio 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 stUl 
 wanting in the Brazilian, Argentine and Paraguayan territories 
 is completed, together with the arrangements for convenient 
 steam train-ferries on the Rivers Uruguay and Parana, 
 considering the technical conditions of the Central Uruguay 
 Railway and of those it will be possible to 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 Republic is not in a position to serve 
 the commerce of Paraguay by its railway system with 
 any advantage over that which woiild be obtained by the 
 Central Uruguay Railway route when the extensions maj' 
 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, principal^, 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 Rivers Plate, Parana and Pa- 
 raguay, as this means of transport will always be availed 
 of for goods or products of small value and large volume, 
 and such movement will equally favour both the Argen- 
 tine and Uruguayan ports. 
 
 We will only dwell upon the quick railway service 
 proposed to foster, and cultivate in a closer degree, tl^ 
 relations between the Paraguayan Republic and the ports 
 of the River 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 journej^ once the 
 same are concluded. 
 
— 560 — 
 
 BUENOS AIRES TO ASUNCION, PARAGUAY. 
 
 By tlie irdlivays on the left hand coast of the Eiver Parana. 
 
 COUNTRIES 
 
 LOCALITIES. 
 
 KILOMETRIC EXTENSION. 
 
 !>.£ 
 
 TEATEESED. 
 
 Upcn 
 lo trnffh. 
 
 In con- 
 strnction. 
 
 Stlrvcijcd 
 
 Prcijectnl 
 
 =:= 
 
 Aryeutine Republic. 
 I'araguay . . . ■ . 
 
 Buenos Aires to Ro- 
 sario 
 
 Rosario to Irij^oyen, 
 
 Irigoyeu to Saiita Fv . 
 
 H. Fe toRecomiuista. 
 
 Recouquista to For- 
 mosa 
 
 Formosa to Asuncion 
 crossing tlie River 
 Parana in front of 
 Formosa .... 
 
 303.800 
 inO.flCK) 
 76.800 
 317.800 
 
 45:i.OOO 
 
 
 140.rioo 
 
 1676 
 1.00 
 
 
 799.300 
 
 455.000 
 
 
 uo.ax) 
 
 
 The total distaace from Buenos Aires to Asuncion is 
 1.394 kilometers 300 meters, of which 7!:I9 kilometers 300 
 
 meters are already constructed, leaving 595 kilometers stil 
 to be made. 
 
 As it exists the line is of the 1.676 meter gauge from 
 Buenos Aires to Santa Fe; and 1 meter from that town 
 to Eeconquista ; the extension proposed from E-econquista 
 to Formosa will be constructed on the 1.676 meters gauge. 
 This change of guage will always entail a loss of time 
 in transit through the transhipment of the wagons and 
 will delay the transport of those goods which it is necessary 
 ftb convey to their destination as rapidly as possible. 
 
 It will not make much difference to the passenger traffici 
 but it may be supposed that once the rails reach to Asun- 
 cion, for convenience sake alone the different guages will 
 be made uniform of 1 .676 meters ; the predominating gauge 
 of the principal lines already my-de in this great artery as 
 rejected. 
 
— 561 — 
 
 Under such conditions the joui'nej' of 1.304 kilometers 
 between Buenos Aires and Asuncion could be made in 28 
 hours. 
 
 Let lis now see how long it would occupy going over 
 the Uruguayan railwaj's. 
 
 BUEXOS AIRES TO ASUXCION ( PARAGUAY. ) 
 
 Bij ihe raihcays on the right hand coast oftJie Eh:cr Unnjuaij. 
 
 (Via Port Concepcion del U. ) 
 
 C U N T R 1 E .S 
 
 LOCALITIES. 
 
 KILOMETRIC DISTANCE. 
 
 ~S.J 
 
 TRAVERSED. 
 
 Open 
 to traffk: 
 
 1„. rnn- 
 atruitimi. 
 
 Survri/cd Prrjvrfcd 
 
 i=^ 
 
 Argentine Republic . 
 ParayiKiy .... 
 
 Port of Concepcion 
 del U r 11 K H a y to 
 Concordia. , . . 
 
 Concordia to MonLe 
 Ca.seros .... 
 
 Caseros to Paso de 
 lo9 Libres. . . . 
 
 Paso de ios Libres to 
 Santo Tome . . . 
 
 Santo Tonii- to Po- 
 sadas 
 
 Po.sadas to Encarna- 
 cidn crossinji Kivir 
 Paranii 
 
 Encarnaci6n to Pirapo 
 
 Pirapo to Asuncion. 
 
 River passage from 
 Concepcion del Uru- 
 guay to ISucnOii 
 Aires 
 
 IBO.OOO 
 100. 000 
 
 255.0DII 
 260.000 
 
 180.000 
 ;.-)5.00U 
 
 135.0(XI 
 
 210.000 
 
 5.WKI 
 
 1.44 
 
 
 775.000 
 
 470.OCO 
 
 210.000 
 
 .5.000 
 
 
 Of the 1400 kilometers which separate Buenos Aires 
 from Asuncion by this route taking advantage of the 
 Eiver steamers to Coiice])ci6n del Uruguay, and then 
 travelling by the railways, 515 kilometers are already 
 opened to traffic, the remaining 685 kilometera being 
 either in course of construction or surveyed, 
 
 Calculating the rate of the express train service as 50 
 Idlometers per hour, it would be jtossible to make the 
 fourncy of 1 . 200 kilometers from Concepcion del U. to 
 
— 562 — 
 
 Asuncioa ia 24 hours, and as tlie time generally occupied 
 between the former place and Buenos Aires is 16 houi's 
 at least, "without allowing for any delay in transhipment, 
 the journey from Buenos Aires to Asuncion will take at 
 least 40 hours by this route via the East and North East 
 Argeutiae Railways through Concordia and Posadas and 
 over the Paraguayan Eailwaj'' to Villa Eoca and Asuncion. 
 If however we should avail ourselves of the actual 
 river service from Buenos Aires to Concordia we should 
 then make the jom'ney as follows. 
 
 BUENOS AIRES TO ASUXCION (PARAGUAY). 
 
 By the railways on the riyht hand coast of ihe River 
 Uruyuay. 
 
 Via Concoi-dia port. 
 
 COUNTRIES 
 
 LOCALITIES. 
 
 KILOMETEIC DISTANCE. 
 
 *c 
 
 TBiVEttSED. 
 
 Open 
 to traffic. 
 
 la con- 
 strtiction- 
 
 Sui-vci/ed 
 
 Projected 
 
 =;s 
 
 Argentine Republic . 
 Paraguay .... 
 
 Concordia to Monte 
 Caseros .... 
 
 Caseros to Sto. Tome. 
 
 Sto. Tom6to Posadas 
 
 Posadas to Encarna- 
 cidn crossiag tlie 
 River ParanA . . 
 
 Encarnacion to Pi- 
 rapd 
 
 Pirapd to Asuncion 
 
 River boat from Bne- 
 nos Aires to Con- 
 cordia 
 
 160.000 
 100.003 
 
 25.5.000 
 400.000 
 
 180.0.TO 
 loO.OOO 
 
 135.000 
 
 
 5.000 
 
 i.ii 
 
 
 915. (X»J 
 
 470.000 
 
 
 5.000 
 
 
 The total distance by tliis route from Buenos Aires to 
 Asuncion is 1.390 kilometers, including the river boat 
 journey, and of the railway system betiveen Concordia and 
 Asuncion there still remain 475 kilometers to be laid. 
 
— 563 — 
 
 Allowing of the river journej'- being accomplished iu 24 
 hours without any delay in the transliipiment to the trains j 
 wliich on the express service should run at 50 kilometers 
 per hour, the total journey from the Argentine to the 
 Paraguayan capital should not exceed 44 hom-s. 
 
 BUENOS AIRES TO ASUNCION. 
 
 Via Concordia, Caseros and Corrienies. 
 
 COUNTRIES 
 
 LOCALITIES. 
 
 KILOMETRIC DISTANCE. 
 
 fej 
 
 TRAVKUSED. 
 
 0pm 
 to traffir. 
 
 ,(n'Z«. Sm-ve^ul 
 
 J'" 
 iTater. 
 
 S3"^ 
 
 Argentine Republic . 
 
 Biieuos Aires to Con- 
 cordia by boat . . 
 
 Concordia to Caseros 
 
 Caseros to Mercedes. 
 
 Mercedes to Saladas. 
 
 Saladas to Corrientcs. 
 
 Corrientes to Asun- 
 cion by boat. . . 
 
 iGo.ono 
 
 liO.OOO 
 100.400 
 
 11 J. 000 
 
 
 loo.ooo 
 
 3t)0.000 
 
 1 . 1 ( 
 
 
 400.4IXI 
 
 115.0011 
 
 
 TtiO.OOO 
 
 
 Assuming the express trains between Concordia and 
 Corrientes to run at an a,verage speed of 50 Ivilometers per 
 hour, the 515 kilometers would be covered in 10 Vo hours; 
 and as it requies at least 48 hours to accomplish the river 
 journeys from Buenos Aires to Concordia, and from Cor- 
 rientes to Asuncion, allowing for the transhipment and 
 embarkation in botli ports to only occujiy a very short 
 time, with good management, the total journey by this 
 route the passenger would require at least 65 hours. 
 
 Having this demonstrated the time required for this 
 through journey by the Argentine route we will now sum 
 the advantages that the Uruguayan Republic can offer by 
 means of the Central Uruguay Railway: 
 
564 — 
 
 ROUTE. 
 
 DISTANCE 
 
 BETAVKES 
 
 THRMIXI. 
 
 AVERAGE 
 
 EXPRESS, 
 
 SPEED. 
 
 DUUATION 
 
 Ol-' 
 JOURNEV. 
 
 Montevideo to Asuncion via Kivern, San Borja, 
 Posadas, Villa Eica and Asuncion .... 
 
 liuenoii Airm to Attincinii : 
 
 (a.) Via Rosario (Santa Fc), Reconquista, For- 
 
 Kilometer.". 
 
 1391 
 
 1460 
 1.500 
 
 127H 
 
 Kilometers. 
 
 r,o 
 
 •15 
 
 511 
 
 Hours. 
 
 28 
 
 (h.) Via Concepcidn del Uniguav, Concordia. 
 Caseros, Santo Tome, Posadas, Villa Rica and 
 
 40 
 
 (c.) Via Concordia, etc 
 
 (d.) Via Concordia, Caseros and Corrientes, 
 etc., etc 
 
 44 
 
 By this stateineat we see at a glance the distance and 
 time occupied by the various routes of communication between 
 the River Plate ports and Asuncion, and we would point 
 out that the route through Uruguay and Rio Grande starting 
 from Montevideo offers much greater advantages over the 
 Argentine lines for the following reasons : 
 
 (1) The means of communication with Montevideo afford 
 a direct service without change ot grade ( 1.44m. ) whereas 
 the route via Rosario by railway from Buenos Aires, owing 
 to the difference in gauge, and by the other mixed land 
 arid water transit require several transhipments with a 
 consequent loss of time varying from 31 to 65 hours. 
 
 (2) The frequent transhipment of goods in transit would 
 tend to facilitate smuggling to prevent ^vhich the Revenue 
 Officers would to exercise extra vigilance which would not 
 occur on the transport direct from the port of Montevideo 
 to Paraguay territory without auy transhipment or change 
 "Wagon. 
 
 (3) Another great disadvantage of the mixed routes would 
 be the extra cost of the merchandise which would be incurred 
 through the losses sustained in breakages etc. by transhipment 
 from one means of transport to another. 
 
 (4) The only route which by establishing a uniform 
 
565 
 
 gauge would enable tlie Argentine to compete with the 
 line from Montevideo would be the line via Santa Fe and 
 Eeconquista. 
 
 "We should also remark that the route from Montevideo 
 to Asuncion is shorter and more advanced than the one 
 from Bueuos Aires as whereas the latter has only 799 
 kilometers opened to traffic the former has 822. 
 
 CoiMiiaioiiicatioii licttvccii Sloiilicvideo and 
 Rio Qrande <lel Stid. 
 
 ExTENSI6n that the EOaTE WILL HAVE IN THE PkOVIXCE OF 
 
 Rio Geande to form a dieect line between Montevideo 
 AND Poet Alegee. 
 
 Vki NortJi. Eastern Umgitai/ Baihmi/. 
 
 counteies 
 
 LOCALITIES. 
 
 KILOMETRIC DISTANCE. 
 
 ii^ 
 
 TRAVERSED. 
 
 "l"'Ji. 
 to IrnJlic. 
 
 III cuu- 
 ntntction. 
 
 Svroetjed 
 
 Projected 
 
 1^ 
 
 Urnfjuay .... 
 Rio Urandc del Siul 
 
 Montevideo to Nice 
 Perez 
 
 N'ico Perez to Melo 
 
 .Melo to Artipras . . 
 
 .\rtigaa to Yacuarrtn. 
 
 VaKuaruii to Piratini. 
 
 Piratini to Pelota.s . 
 
 Pelotas to San Lo- 
 renzo, colonies and 
 Camaqiiam . . . 
 
 Camaquani to San Ge- 
 ronimo 
 
 San Gerbnimo to Port 
 Alefire by boat ou 
 the Kiver .Taciihy . 
 
 ^2:l.488 
 80.1)(W 
 
 44.onn 
 
 50.000 
 
 97.500 
 
 189.000 
 
 200. nno 
 
 103.000 
 
 1 .0(H) 
 
 80.000 
 
 1.44 
 
 1.00 
 
 
 403. 48S 
 
 HT.IJOO 
 
 188.000 
 
 386.000 
 
 
 Allowing for the difference in gauge between the Brazilian 
 and Oriental railways in calculating the speed of the trains 
 at 40 kilometers per hour the journey from Montevideo to 
 Port Alegre via Pelotas should not occupy more thau 27 
 hours. 
 
— 566 — 
 
 Extension that the route would have ceossung the pbovince 
 OF Eio Gkande del Sud to communicate with Pelotas, 
 Rio Guanue and Pore Alegre by means op boat via 
 Lakes Merin and de los Patos. 
 
 Via Un(ijuc(i/a.n Great Eastern Baihray. 
 
 
 
 kilometric distance. 
 
 ■ 
 
 countries 
 
 localities. 
 
 
 ^ £ 
 
 
 
 
 TRAVERSED. 
 
 
 Outii In con- c, , 
 to trnffk. -.truction. *"'■«»<■'< 
 
 Navigated 
 
 =!« 
 
 Uruguay .... 
 
 Montevideo to Solis 
 Cliico 
 
 Soils Cliico to Maldo- 
 nado 
 
 Maldonado to Port 
 Cebollati on Lake 
 Merin 
 
 70.000 
 
 S3. 46a 
 
 306.000 
 
 
 1.44 
 
 Eio Gi-ande del Siul 
 
 Port CehoUati to Pe- 
 lotas 
 
 Do. do. to Rio (Sranrte 
 Do. do. to Port Alegre 
 
 
 
 
 220.000 
 265.000 
 495.000 
 
 " 
 
 
 70.000 
 
 S3.i03 
 
 306.000 
 
 495.000 
 
 
 Taking advantage of the navigation of lake Merin the 
 distance separating Montevideo, from Pelotas would be 679 
 kilometers; from Eio Grande 724 kilometers, or from Port 
 Alegre 954 kilometers; — and with express trains travelling 
 40 kilometers per lionr, and steamers sailing 10 miles per 
 honr, these journeys could be made ia 25 or 26 houi's to 
 Pelotas; 29 or 30 hours to Rio Grande; and 42 to 45 
 hours to Port Alegre, the service of course being organized 
 to avoid delays m calling at intermediate ports. 
 
 Generally, aud esjjecially in times of busy traffic, the 
 delay to steamers in port to load and unload cargo is a 
 matter of some time, and although it is true there is 
 some delay in picking up roadside tralhc on the railway 
 still it is onh' a question of minutes to shunt the wagons oft' 
 or on, and thus with a shorter distance to travel bv 
 
— 567 — 
 
 the mixed route from Montevideo to Port Alegre tlian 
 by the railway, the latter jomniey will always occupy less 
 time on account of the more rapid means of communication. 
 The communication between the port of Montevideo 
 and the Eastern region of Rio Grande as far as Port 
 Alegre may thus be made by two laud routes as indicated 
 over the North Eastern and Great Eastern of Urugua}'' 
 Railways. 
 
 We have dwelt upon the distances and length of journey 
 that the Uruguayan railways which run in the direction, 
 of the River Uruguay, sepai-ating us from the Argentine 
 Republic, and of the frontier of the neighbouring province 
 of Rio Grande del Sud would develop, and we will now 
 pass on to examine the connexions that the Interier Uru- 
 guay Railway would have with the general railway system 
 connecting ■with Montevideo as also the development it 
 would experience outside the boundaries of the Urugnyan 
 Republic. 
 
 INTEEIOR OF URUGUAY RAILWAY. 
 
 By the law published on the G*-'' of Saptember 1889 the 
 construction of this line was authorized, the Nation 
 guaranteeing 6 % interest on a cost of h 5.000 per kilometer. 
 The concessionaires have already submitted to the Government 
 the final surveys of the whole line which is (.517''-- kilm. 
 long. 
 
 This line starts from the town of Colonia, facing the 
 cities of Buenos Aires and La Plata, and runs through the 
 heart of the country as for as San Luis on the Brazilian 
 frontier: crossing as it does the Western, Central and North 
 Eastern Railways, it provides intei--communication between 
 these important lines which otherwise have no connecting 
 
— 568 — 
 
 point except their starting place -Montevideo: it wiil serve 
 rich and populated districts, and by reason of its junctions 
 with the three principal lines, it will be able to interchange 
 with them traffic to and from all parts of the country. 
 
 The direct line from Colonia to San Litis is 582 ^''^ 
 kilometers long. At kilometer 89 it "will form a junction 
 with the "Western line which runs from Montevideo to 
 Mercedes and Fray Bentos and communicates by the 
 Argentine lines with Bolivia where it will join the Inter- 
 continental R-ailvv-ay. At kilometer 211 it will join the 
 Central Uruguay Hallway which, also starting from 
 Montevideo, runs to Rivera, to be prolonged as far as 
 Asuncion (Paraguay) through Brazilian and Argentine 
 territory, this junction will alibrd the Interior of Uruguay 
 Railway communication with Paysandii, Salto, Santa Rosa 
 and San Eugenic. From kilometer 338 a branch 36.731 
 kilometers in length will run to Cerro Chato. where it 
 will form a junction with the North Eastern of Uruguay 
 Railway, should the extension of the latter from Nico Perez 
 to Artigas pass through Cerro Chato ; if on the other hand 
 the direct route to Melo and Artigas be chosen, the 
 above-men ioned branch to Cerro Chato will be prolonged 
 to Nico Perez Avhere the junction with the North Eastern 
 line will be made. 
 
 By means of this junction, the Interior of Uruguay 
 Railway will communicate with Montevideo, the Eastern 
 and North Eastern districts of the Republic and also with 
 the cities of Rio Grande, Pelotas and Porto Alegre, with 
 which the North Eastern line will, by the railways of that 
 part of Brazil, will be in communication. 
 
 As this line forms jiort of the Inter- Oceanic Railway 
 from Recife to Valparaiso, Ave will speak of its development 
 outside the frontiers of the Republic when considering the 
 
— 569 — 
 
 importance of tlie latter line, a point we will discuss in a 
 separate chapter. 
 
 With the Interior of Uruguay Railway and the port of 
 Colonia ( its starting place ) traffic from Buenos Aires and 
 the greater part of the Argentine provinces which may 
 require to go to to the interior of the United States of 
 Brazil, will make use of the said port, which with the 
 aid of line and its extension to Recife, will supply the 
 necessities ef communication between the Plate and interior 
 Bi-azilian States. 
 
 Once the line from Montevideo to Maldonado is finished 
 and the necesary improvements effected in the port of the 
 latter place, so that ocean vessels may work there, any 
 traffic that may require rapid transit to Montevideo, the 
 Argentine, Chili, Rio Grande, Paraguay, Bolivia, Peru, etc. 
 would take land route at that port. 
 
 Our three natural ports, by reason of their depths which 
 alllow vessels drawing 20 to 23 feet to perform the operations 
 of loading and discharging, v/ill play a most important 
 port in the rapid South American communications. With 
 increased traffic and commercial activity, improvements can 
 be projected and carried out in the ports of Maldonado 
 Colonia, which are capable of being made the best ports 
 this part of x\merica. 
 
 The ports of Montevideo and Maldonado, with the aid 
 of the net- work of South American railways, are destined 
 to form part of the system of rapid communication between 
 Europe and Great Britain and the irland States of Southern 
 America and the Pacific; and all traffic proceeding from 
 these places, as also from the States of Pernambuco, Bahia, 
 Minas Geraes, San Paulo, Parana, Santa Catalina and Rio 
 Grande del Sud to the Argentine and Chilian Republics 
 and vlccversa, can be carried through the port of Colonia, 
 
— 570 — 
 
 in its tui'n, and as the later-Oceanic line ■vrill shorten the 
 time necessarj' for communication between New Zealand 
 and Australia and the European continent via Lisbon, the 
 port of Colonia wilh in the future, receive traffic from 
 even those for distant regions. 
 
 And let it not be said that this is a beautiful but un- 
 realizable dream, rapid communications all over the world 
 are and will be realized by means of the iron road. 
 
 In the journey between the Pacific and the Em-opean 
 continent, in the future, the sea-voyage will be reduced to 
 the lowest minimum possible, and the route will be as 
 follows : by railway from Valparaiso to Eecife, by steamer 
 from Recife to Dakar and by railway from Dakar to 
 Gibraltar, "where entrance is obtained to the Em-opean 
 network of railway's by which any desired point can be 
 reached. 
 
 This, rouglily, will be the route to be followed, in the 
 future, for rapid communication between Australia, New 
 Zealand; the Pacific, the Plate and the European Continent. 
 
 It will be objected that when the Panama Canal is opened, 
 the Plate will lose much of its importance as a means of 
 communicatiou with Australia and the Pacific, but if it be 
 remembered that the distance between Australia andEm'Ope, 
 whether by Panama or by Valparaiso and Recife, it will 
 be agreed that for rapid commuuicaciones, the Plate route 
 will always have the preference. 
 
 In conclusion : passenger and postal traffic from abroad 
 proceeding to Buenos Aires via the port of Maldonado and 
 the Railway to Colonia, a distance of 260 kilometers, would 
 arrive in Buenos Aires in 8 hours, the express passenger 
 tl-ain, at the rate of 50 kilometers an hour, taking six hours, 
 and the passage from Colonia to Buenos Aires, tAvo effect- 
 ing a saving of 16 hours in the time occupied by the 
 
— 571 — 
 
 Transatlantic steamers, supposiag that from Maldouado to 
 Montevideo tliey take 4 hours, are 12 hours in the latter 
 port loading and unloading and take 8 more crossing to Buenos 
 Aires: the passengers and correspondence for the Pacific 
 Bolivia or Peru would also save these 16 hours, supposing 
 that passengers for these places and for Chile should require 
 to pass through Baenos Aires; but making use of the 
 direct lines which radiate from Montevideo towards the 
 Argentine Republic, Bolivia and Peru, the economy in 
 the time for communication between the ports of Montevi- 
 deo or Maldonado and Entre Rios, Santa Fe, Cordoba 
 Tucuman,. Jujuy, Bolivia, Peru, etc. would be at leost 24 
 hours, which, considering the demands tff rapid transit, would 
 be very appreciable. 
 
General conclusions. 
 
)#' 
 
CHAPTER XII. 
 
 GENERAL COWCLUSIOI^ES. 
 
 ».♦ 
 
 "We are now approaching the conclusion of this work. 
 In the foregoing chapters we have detailed the elements 
 which form the railway system of each of the South American 
 countries and the route followed by each line, and have also 
 shown how they could be united so as to establish inter- 
 commiinication between the South American States. 
 
 The following statements show the total railway develop- 
 ment of the American Continent, and that of each State 
 compared with the others, as regards area, population, 
 commerce, and capital invested in the lines. 
 
 TOTAL LENGTH OF THE EAILWAYS. 
 
 STATES. 
 
 DATE. 
 
 LENGTH OPEN TO 
 THAFFIC. 
 
 United States of North 
 
 
 
 
 
 America 
 
 1*** of Januarv 
 
 1892 
 
 km. 
 
 275.270 
 
 Dominion of Canada 
 
 
 u t; 
 
 •■ 
 
 u 
 
 22.553 
 
 Argentine Ropiiblic 
 Mexico. 
 
 
 " " 1893 
 September 1892 
 
 i; 
 
 12.994 
 10.660 
 
 Brazil . 
 
 
 
 
 1'* of Janirary 
 
 1892 
 
 u 
 
 10.281 
 
 Chili . . 
 
 
 
 
 in 1891 
 
 
 u 
 
 2.824 
 
 Uruguay . 
 Peru . 
 
 
 
 
 1^* of January 
 
 1893 
 
 
 1.602 
 1.532 
 
 Bolivia. 
 
 
 
 
 u i: 
 
 tj 
 
 a 
 
 923 
 
 Venezuela . 
 
 
 
 
 u « 
 
 1892 
 
 u 
 
 480 
 
 Colombia . 
 
 
 
 
 i'. u « 
 
 - 
 
 u 
 
 320 
 
 Costa Eica 
 
 
 
 
 u u. 
 
 u 
 
 u 
 
 259 
 
 Paraguay . 
 Nicaragua . 
 
 
 
 
 
 1893 
 1892 
 
 u. 
 
 252 
 145 
 
 Honduras . 
 
 
 
 
 t: u. 
 
 u 
 
 a 
 
 111 
 
 Ecuador . 
 
 
 
 
 u u 
 
 u 
 
 u 
 
 92 
 
 Salvador . 
 
 
 
 
 u u 
 
 u 
 
 - 
 
 90 
 
 Total .... 
 
 km. 
 
 340.388 
 
— 576 — 
 
 The American Coutiuent possesses as many railways as 
 those of the world pnt together, their united length at 
 January 1st. 1892 being 348.876 kilometers. To join together 
 all these great arteries is the object of the two great 
 projected lines, the iucontineatal and the interoceanlc, which 
 are treated upon in Chapters VIII and IX. 
 
 "\Ve are fully aware that in order to facilitate the realization 
 of this idea and procure that these tA^'o international 
 arteries fully carry out the purpose for which they are 
 intended, it will bo necessary to establish a technical nnitji 
 for their material and rolling stock, a question of the 
 most vital importance, whicli should be discussed and 
 resolved at an International American Conference. 
 
 For South America the question is one of real importance 
 its respective systems have not attained the development 
 for which they are destined, and the lines which may be 
 classed as international do not always preserve the conditions 
 of technical uniformity that they shoidd; singly, they v/ill 
 serve well the local or general traffic of each State, but the 
 same will not happen when an endeavour is made to join 
 them for international trathc. 
 
 For this reason, the realization of the two great projects, 
 the international and interoceanlc lines which are intended 
 to provide inter-communication for the railway systems of 
 the various States composing the Continent, cannot perhaps 
 be carried ont, v/ithout previously inviting these States to 
 an International Railway Conference, Avhich could be held 
 at Washington or in 6ne of the Plate Republics, and at 
 which a solution of the capital points of the uniformity of 
 tracks and rolling stock, the junctions and their service, 
 forms of couipeusation, freedom of terrestrial passage etc, 
 could be arrived at, many of which points were sketched 
 ont at the Pan-American Coigress of "Washington. 
 
All these questions are of the highest importance, and 
 demand a solution based on the precepts of science, experience 
 and the art of construction. 
 
 "With respect to the importance for the American States 
 of uniform general principles in this matter, we recollect 
 that at the present moment there is before the Public 
 Powers of Bolivia a railway project, the object of which 
 is to unite the city of Potosi and Laqiiiaca, (on the Bolivian 
 Argentine frontier) the terminal point of the Ai'gentine 
 Central Northern Eailway. This project is fostered by the 
 distinguished Bolivian citizen doctor Antonio Quijarro, and 
 has already been favorably reported on by the engineering 
 departments of that country. 
 
 "Will the type of track that may be adopted for this 
 railway, which is intended to place Bolivia in communication 
 with the Plate, harmonize with that used in the intercontinen- 
 tal line and its branches to Buenos Aires, Asuncion (Para- 
 guay), Montevideo and Rio de la Plata? 
 
 The mere formulation of this query shows that no real 
 advance can be made in the practical solution of the 
 question, without the concurrence of the parties interested, 
 unless the American States define and establisli the condi- 
 tions which will allow of free transit over all the first- 
 class railways of the Continent. 
 
 Having conchided this digression, we will now continue 
 our synthetical observations ou the South American Eailway, 
 showing their relative length per 1000 square kilometers. 
 
 LEXGTH PER 1.000 SQUARE KILOMETERS. 
 
 United States of North America . . 29 kms. 137 mts. 
 
 URUaUAY 8 " 964 " 
 
 Mexico 5 " 190 " 
 
 Costa-Rica 4 " 981 " 
 
„ 578 — ■i* 
 
 Salvador 4 kms. 812 mts. 
 
 Argentina 4 " 483 " 
 
 Chili 3 " 676 " 
 
 Canada 2 " 743 « 
 
 Peru 1 " 436 " 
 
 Brazil 1 " 233 " 
 
 Nicaragua 1 '• 082 " 
 
 Paraguay " 997 " 
 
 Honduras " 914 " 
 
 Bolivia " 756 " 
 
 Venezuela " 312 " 
 
 Colombia " 240 « 
 
 Ecuador " 139 " 
 
 The railway communication per 1000 square kilometers 
 possessed by the Uruguayan Republic is a third of that of 
 the United States of North Americ; almost double that 
 of Mexico, Costa Rica, San Salvador, and Argentina; two 
 and a half times as great as that of Chile, seven and a 
 half times that of Peru Brazil and Nicaragua; between 
 eight and nine times that of Paraguay, Honduras and 
 Bolivia, and about 35 times more than that of Venezuela 
 Columbia and Ecuador, Avhich shows that the relative 
 railway development of our country is gi'eater than that 
 of all the other Americaa States, excepting the United 
 States of North America. 
 
 We will now give the length of the railways in comparison 
 with the population : 
 
•* - 579 - 
 
 LENGTH PER 1.000 INHABITANTS. 
 
 Cauada 4 kins. 510 mts. 
 
 United States of North America. . . 4 " 066 " 
 
 Argentina 2 '• 961 " 
 
 Uruguay 2 " 063 " 
 
 Costa Rica 1 « 169 " 
 
 Chili " 855 " 
 
 Mexico " 828 " 
 
 Brazil ;* " 693 " 
 
 Paraguay '■ 693 « 
 
 Bolivia '• 461 " 
 
 Peril " 418 " 
 
 Nicaragua " 365 " 
 
 Honduras " 247 « 
 
 Venezuela " 203 « 
 
 Salvador " 128 " 
 
 Colombia U " 085 " 
 
 Ecuador " 079 " 
 
 Uruguay has nine-twentieths as much railway com- 
 munication, compared with population, as Canada, which 
 is the country with the largest ratio of 'railways to 
 inhabitants; half that possessed by the United Statesi seven, 
 tenths of that of the Argentine; almost double that of 
 Costa Eica; two and a half times that of Chili and Mexico; 
 three times that of Brazil and Paraguay; about four and 
 a half times that of Bolivia, Peru, and Nicaragua, rive 
 times that of Honduras and Venezuela, and about twenty 
 times more than Salvador, Columbia and Ecuador. 
 
 Uruguay, therefore, ranks fourth among the American 
 countries that have done most to provide their inhabitants 
 with railway communication. 
 
 The following statement shows the relative importance 
 
— 580 — ^ 
 
 of the commerce of each of the States possessig a greater 
 length of constructed railway's : 
 
 STATES. 
 
 Years. 
 
 KilAin . 
 
 Opril 
 
 to traffic. 
 
 Imports 
 find li.nportfi. 
 
 Viiliie of ImporiH and 
 
 exports per kUnmctcr 
 
 of nuhr.ni. 
 
 Chili 
 
 URUGUAY . . . 
 
 Brazil 
 
 Argentine Republic . 
 
 Peru 
 
 Mexico 
 
 United States of North 
 
 America .... 
 
 Canada 
 
 1891 
 
 " (1) 
 
 1890 
 1891 
 
 2.824 
 1 . 602 
 9.800 
 
 12.134 
 1.532 
 
 10.150 
 
 275 . 270 
 22 553 
 
 » 116.G28.186 
 
 56.092.356 
 
 262.766.160 
 
 182.794.313 
 
 22.050.898 
 
 119.467.719 
 
 1.717,186.000 
 44.919.000 
 
 $ 41.298 
 
 35.014 
 26.813 
 16.060 
 14 390 
 11.770 
 
 6.238 
 1.940 
 
 This statement shows that the import and export trade 
 of Uruguay, per kilometer of railway, compared with that 
 of the countries possessing most railways, is almost six 
 times that of the United States of North America; 18 time^ 
 that of Canada and three times that of Mexico; two and 
 a half times that of Peru; one and a third times that of 
 Brazil, and seven-tenths of that of Chili; so that even 
 from this point of view, the railway development of Uru- 
 guay is encouraging, as it occiipies the second place on 
 the list. 
 
 But where the commercial power of Uruguay is most 
 evident, and which is a most important factor for judging 
 the present and future vitality of its railways, is in the 
 value which each inhabitant contributes to the formation 
 of commerce with abroad in the shape of imports and 
 exports : 
 
 The following statement will give this factor for all the 
 coiintries of the American continent: 
 
 (1) The value of the imports and exports is the average for the 
 five years from 1887 to 1891. 
 
- 581 
 
 
 Poiiulation 
 
 
 
 CoDierce 
 
 STATES. 
 
 1H91 . 
 
 Imports. 
 
 Exports. 
 
 per 
 iuhabitant. 
 
 URUGUAY. . . . 
 
 750.G.J8 
 
 $29,453,572 
 
 {26.649.805 
 
 474.87 
 
 Cos:a Rica 
 
 26-2.400 
 
 8.361.U29 
 
 9. 664. 607 
 
 68.66 
 
 Argentine Republic. 
 
 4..S26.155 
 
 119.602.856 
 
 98.685.256 
 
 50.45 
 
 Dominion of Canada. 
 
 4.829.411 
 
 113.345.000 
 
 88.801.000 
 
 41.65 
 
 Chili 
 
 3.200.000 
 
 61.982.729 
 
 62.441.330 
 
 38.89 
 
 United States 
 
 
 
 64.500.000 
 
 844.916.000 
 
 872.270.000 
 
 26.62 
 
 Nicaragua . 
 
 
 
 298.968 
 
 2.780.000 
 
 3.5(J0.000 
 
 21.00 
 
 Brazil . . 
 
 
 
 
 14.568.120 
 
 119.745.160 
 
 143.021.000 
 
 18.50 
 
 Ecuador . 
 
 
 
 
 1.832.000 
 
 10.861.553 
 
 8.822.160 
 
 15.15 
 
 Paraguay 
 
 
 
 
 350.000 
 
 2.962.666 
 
 2.574.333 
 
 15.82 
 
 Venezuela 
 
 
 
 
 2.323.527 
 
 14.722.882 
 
 20 183.467 
 
 14.90 
 
 Salvador . 
 
 
 
 
 777.895 
 
 2.401.000 
 
 7.579.000 
 
 12.82 
 
 Mexico. . 
 
 
 
 
 11.885.607 
 
 44.000.000 
 
 75.467.715 
 
 10.05 
 
 Colombia. 
 
 
 
 
 4.000.000 
 
 13.241.438 
 
 19.829.751 
 
 8.27 
 
 Peni . . . 
 
 
 
 
 3.980.000 
 
 14 172.712 
 
 12.354.536 
 
 6 66 
 
 Bolivia. . 
 
 
 
 
 2.442.841 
 
 3.569.280 
 
 7.650.240 
 
 4.59 
 
 Taking the commercial power of Uruguay according to 
 the foregoing statement, as $ 74.87 per inhabitant, it results 
 that in the other countries the following population would 
 be required to equal our import and export commerce. 
 
 URUGUAY . . 
 
 Costa Rica 
 
 Argentine Republic 
 
 Dominion of Canada 
 
 Chili .... 
 
 United States of North America 
 
 Nicaragua 
 
 Brazil . 
 
 Ecuador 
 
 Paraguay 
 
 Venezuela 
 
 Salvador 
 
 Mexico 
 
 Colombia 
 
 Peru . 
 
 Bolivia 
 
 750.638 inhabitants. 
 
 854.986 " 
 
 1.112.059 " 
 
 1.347.072 " 
 
 1.442.617 " 
 
 2.155.740 " 
 
 2.672.066 " 
 
 3.032.615 " 
 
 3.703.193 " 
 
 3.54^i.358 '- 
 
 3.765.327 " 
 
 4.376.239 " 
 
 5.582.426 « 
 
 6.783 964 " 
 
 8.423.930 '^ 
 
 12.222.959 " 
 
 This superiority on the port of Uruguay over the other 
 
— 582 — 
 
 ■M 
 
 American countries witli respect to its commerce, is explained 
 by tlie London "Economist" of October 17 th. 1891 in an 
 article entitled "Eelative debts and assets of the South 
 American States", in the following manner : 
 
 " In Bolivia, Peru, Colombia and Paraguay the iudians 
 " and halfbreeds predominate, and in Bra5:il and Venezuela 
 " Indians and negroes, and their mixtures with the whites 
 " and between themselves, for which reason it shoiild be 
 " borne in mind that populations composed of such inferior 
 " races, especially as regards their financial capacities, are 
 " less capable of supporting public debts. 
 
 " So that by the figures shown Uruguay may be given 
 " the first place on the list with an income of L 4 — and 
 " export of L 7 — per head, and we are not far wrong 
 " ui saying that this Eepublic could easily support a debt 
 " "which would be oppressive to Peru. 
 
 "Chili and the Argentine RepnbUc would occupy the 
 " second and third places respectively on the scale. 
 
 " There are cases in which the income and export do 
 " not even amount to L 1 per head, which may be explained 
 " by the predominance in the population of inferior races- 
 
 " It may therefore be argued, that the South American 
 " countries that are most capable of resisting the pressure 
 " of a heavy public debt per head are : Uruguay, Chili and 
 " Argentina, in the order in which they are given, the 
 " next, although much behind, being Brazil. " 
 
 "We will now indicate the capital represented Ly the 
 South American Railways. 
 
- 583 — 
 
 CAPITAL REPRESENTED BY SOUTH AMEEICAN RAILWAYS. 
 
 STATES. 
 
 Years 
 
 
 Primi- 
 
 Averafje 
 
 to traffic. 
 
 gauge. 
 
 price per 
 kilometer. 
 
 12.993 k. 500 
 
 Im676 
 
 30.629 
 
 10.280 " 420 
 
 Im 
 
 29.726 
 
 2.823 " GOOllraSO 
 
 46.010 
 
 l.GOl " 840 
 
 lm44 
 
 30.599 
 
 252 " 000 
 
 lra44 
 
 30.000 
 
 923 " 000 
 
 lm75 
 
 _ 
 
 1 581 » 425 
 
 lm44 
 
 100.000 
 
 Cott in dollars. 
 
 Argentine Republic 
 United S. of Brazil 
 Chili . . 
 URUGUAY 
 Paraguay . 
 Bolivia 
 Peril . . 
 
 1892 
 1891 
 1891 
 1892 
 1892 
 1892 
 1892 
 
 397.684.593 
 .305.696.190 
 
 129.915.009 (1) 
 49.013.908 
 7.560.000 (2) 
 
 153.142.500(3) 
 
 According to this statement, Peru is the couatry which 
 has paid most dearly for its railways; this is explained by 
 the extremely broken nature of its soil which has necessitated 
 exceptional works of art ia most of the lines which run 
 across the Andes, in order to join the interior of the 
 country with the Pacific ports. 
 
 Then follows ChUi where, although we are not sure of 
 the exact figure per kilometer in view of the difficulties 
 which have had to be overcome, the cost must have been 
 high; then come Argeutine Republic, Uruguay and Para- 
 guay with a more or less equal average cost, and lastly 
 Brazil, with a cost per kilometer almost equal to the las 
 three states named. 
 
 It may appear anomalous that Brazil shoiild have expended 
 on its .system a relatively less cost than that employed by 
 
 (1) The cost of the 1106 kilometers of railway bslonging to the Nation 
 in the year 1890 was S 56.450.511 Chilian gold, and taking the average 
 of thisas a base for calculating the cost of the 1652 kilometers of 
 private lines, we find that the cost of the Chilian railways, including 
 the 55.600 kilometers constructed and handed over in 1S91, will be 
 more or less S 129.915.009. 
 
 (2) The price of S 300(.:0 gold per kilometer l.f that fixed in tlie 
 contract of concession of ihe Hrb to Villa Encarnacion. 
 
 (3j Mr. Bresson, the engineer, his wotk "Bolivia" published in 1886 
 ostiTcates that the average cost of the Peruvian Railways is 500.000 
 francs per kilometer. 
 
— 584 - 
 
 Argentine and Uruguay, as its railway system runs across 
 mountainous districts; but tliis is partly explained by the 
 fact of the narrow gauge predominating in Brazil on 
 account of the nature of the soil, while in the Argentine 
 Eepublic the broad gauge is prevalent, and in Uruguay the 
 1 meter 44 gauge is the only one used ; — but, of all the 
 Sonth-American eountries, we consider that it is Brazil 
 that has built its railways cheapest, if it be borne in mind 
 that in carrying them out difficulties have had to be 
 overcome which were not met in the Plate Eepublics. 
 
 "We will now conclude by showing the burden, in the 
 shape of guarantees to the railways, borne by the produce 
 to whose development they contribute. 
 
 "We will detail this amount proportionally comparing tlie 
 distribution of the guarantee between the River Plate Ee- 
 publics and Brazil for each $ 10.000 of exports: — 
 
 Opened to 
 ftervlve 
 
 (jiKii'imteed 
 length . 
 
 CaiiUid 
 cjimi'itilteed. 
 
 Interest 
 
 Amount of the 
 guarantee ser- 
 vleepugment^i- 
 
 Population. 
 
 Bi'azil 
 
 .Ai'gentini) Rep. 
 Uruguay. 
 
 5G49kiii.Jl92.013.82G 
 3G9G " 80.G17 Gil 
 1175 " 27.505.939 
 
 G&7 
 
 5, 6&7 
 
 3 1/2 
 
 12.460.898 
 
 4.806 105 
 
 9G2.709 
 
 873 
 488 
 331 
 
 From these recapitulatory statements it is seen, in 
 addition to the remarks already made, that the United 
 States of North America is the country heading the list in 
 this continent of those nations noted for railway enterprise. 
 
 What is the principal cause of this si^premacy? We do 
 not hesitate to reply that, in addition to the natural riches 
 and productive power of that great nation, the secret of its 
 enviable railway progress is found in the economie technical 
 
— 585 — 
 
 form adopted by the Americans for the coastruction of 
 their railways. 
 
 The Americans have adapted the raihoads to the exigen- 
 cies of the New "World, with various modifications in the 
 European technical programmes, by which they have 
 achieved a veritable conquest in the arrangement of rapid 
 and economical transport. 
 
 As is "Well known, to be perfect a railway should have 
 very easy gradients and curves of large radius, but it 
 unfortunately happens that the object of economy in the 
 cost of traction is generally the one causing most outlay in 
 the cost of constructing the line. 
 
 In France, for example, when constructing the first 
 great railway lines which "were intended to run through the 
 most important cities and to supply a very quick service, 
 the engineers considered it necessary and indispensable to 
 allow only very easy gradients and curves with large radii, 
 hi order, so they said, not to require of the engines of 
 the fast trains special extra tractive power or any notable 
 decrease of velocity. 
 
 The technical programme they adopted only allowed of 
 gradients varying from 0.05 to 0.10 meters per meter; and 
 curves with a minimum radius of 800 metei's ; under these 
 conditions the first and principal lines of the French general 
 railway system were constructed without any consideiation 
 ef expense with the view of obtaining an economical "woi'king 
 result. 
 
 At first sight one might think that the programme 
 adopted there and attended with good results, should be the 
 one applicable for railways of general interest in this part of 
 America, but the economic and natural conditions of the 
 two continents are entirely distinct. 
 
 The construction of the railways there has been carried 
 
- 586 - 
 
 out with an already densely populated district, and with 
 established commerce and industries; on this side they 
 have been made with a view to populating immense plains, 
 and to create the industries suited to the districts they 
 have to cross. 
 
 Thus taking as an example for comparison, let us say, 
 France, the resources at command for the construction of 
 the great trunk lines were immunerable; capital was 
 plentiful, waiting to be employed in safe investments at a 
 moderate rate of interest and under such favourable condi- 
 tions the necessary capital for the construction of the lines 
 was easily obtained. Here, on the other hand the capital 
 invested in the construction of railways has been brought 
 from abroad, attracted by high guarantees authorized by 
 the States and by the innunerable concessions granted to 
 the companies; m short, the European lines were built to 
 supply a traffic already existing, whereas those of Ameri- 
 ca were to create a traffic and to populate deserts, — and 
 under such disparity of conditions it has not been possible 
 even in lines of first importance to follow the severe 
 programme we have mentioned of the French lines, which 
 although it is true renders the working easier, also 
 increases very much the amount of capital required for the 
 construction. 
 
 On this account the Americans when constructing their 
 great lines laid them down in the most economical manner 
 possible. They required to facilitate communication over 
 an immense tract of territory and so that their railways 
 might be a real factor in the opening up of their natural 
 riches; even in the most distant States of the Union it was 
 imperative that their construction should not demand 
 excessive capital so that great distances of line might be 
 laid to establish communication bet-ween all the great 
 capitals. 
 
- 587 — 
 
 The technical programme they adopted for the longitu- 
 dmal section of their lines of primary importance was the 
 following: in slightly rugged districts, gradients of 10 and 
 15 "1 00, rising to 20 »/oo in some portions of the lines; the 
 minimum radius of the curves being 400 meters, and in 
 special cases 300 meters. In the mountainous regions the 
 gradients varied from 20 to 30 "/oo and the radius of the 
 curves at times was only 200 meters (Lavoime & Poityeu. — 
 "Les Chemins de Fer en Ameriquo'^). 
 
 It should also be remarked that these programmes have 
 also not been definitely executed to perfection at the time 
 of first installation, costly construction works being more 
 often than not provisionally supplied by temporary structures" 
 
 "When a mountaia range crossed the direction taken by 
 the line, the excessive cost of tunnelling through same 
 was avoided by studying some other means of reaching 
 the desired goal, and if crossing its summit was found less 
 costly than going through the mountain, tiio line was thus 
 carried over, the work finished and the railway opened to 
 traffic without loss of time. 
 
 "When a river impeded the extension of the railway by 
 the enormous expense the crossing of same would have 
 required for a bridge, this was met by transporting the 
 trains over on steam train rafts or ferries, a system per- 
 fected in the United States. 
 
 Furthermore in order that the technical programme that 
 we have indicated should be really practicable, it was 
 necessary to give the rolling stock a ilexibihty of motion 
 to render jjossible the construction of curves of such small 
 radius in the mountainous districts traversed. The bogie 
 truck invented by Mr. John Jervis has been the great 
 element for this object. It has allowed a notable increase 
 in the weight of the engine without the necessity to 
 
— 588 — 
 
 proportionally increase the weight of the permanent way 
 materials, thus allowing the running of heavy and fast 
 trains on light and unfinished roads, and their working in 
 equal economical conditions to the European lines that have 
 been constructed at such a high cost. 
 
 The plan of gradual improvement of the general cons- 
 truction as the traffic increases, replacing the provisional 
 works by definite ones, that has been observed in the 
 United States with great success, should be also followed 
 in the South American Countries if we want the railways 
 to be with us, as they are there, a powerful element in 
 the opening up of the natural riches and of international 
 relationships. 
 
 Even in the great trunk lines of the first importances, 
 that will serve as connecting links for the 340.000 kilome- 
 ters of railway lines existing in the Continent, if the 
 resources at command at the time of construction do 
 not allow in certain regions of permanent works, these 
 should be supplied by provisional structures, according to 
 the special circumstances of the case, in the same manner 
 that the North American engineers have overcome such 
 obstacles to hasten the opening of the lines to traffic. 
 
 Let us imitate our brothers in the North and not be 
 discouraged because difficulties have to be overcome in 
 the building up of our national greatnsss and in establish- 
 ing true bonds of union and fellowship amongst the 
 nations of America ! Let us bear in mind that lai-ge 
 schemes only alarm those small minds who see insuperable 
 difficulties wherever they may turn! 
 
IIsriDE2^. 
 
INDEX. 
 
 Note to the Minister of Foment accompanying the Report on 
 
 the Railways of South America 6 
 
 Decree approving of the Report and ordering its publication . 10 
 
 CHAPTER 1. 
 
 'rlie Kallnavfii of (lie Kcpithlic uf I i'ig$$'iiny. 
 
 General remariw 13 
 
 Railways open to trallic, in construction, surveyed or proposed. I'J 
 
 Amount of capital invested in the railways on January 1st 1893. 20 
 
 Railways open to traffic with a State guarantee 21 
 
 Amount of guaranteed interest paid to the railway companies by 
 
 the State in 1892 ■ 22 
 
 The capital that will be invested in the railways when the 
 
 whole system has been completed 23 
 
 Infrastrnctura 26 
 
 Superstructura 32 
 
 General dispositions of the Law of August 27th. 1884 .... 33 
 
 Reglamentary decree of the Law 42 
 
 Law relating to the concession for the Uruguay Interior Railway. 63 
 
 Historical review of the railways of the Republic 66 
 
 Difference between the conditions imposed by the Railway Law 
 
 of August 27th 1884 and of November .30th 1883 72 
 
 Arrangement made in London on August 2Gth 18i)l respecting the 
 
 railway guarantees 73 
 
 Technical conditions of the lines 78 
 
— 592 - 
 
 Relative co-efficients of the technical conditions of the lines of 
 
 greatest international importance 85 
 
 Transverse sections of the railroads 87 
 
 Buildings, and constructions 8'J 
 
 Kilometric locality of each construction on the various roads, and 
 
 the heights ahove sea level 92 
 
 The Workshops of the Central, Midland, North Western and 
 
 Northern of Uruguay Railways lOG 
 
 Rolling stock do. do. do. do lO'J 
 
 Locomotives do. do. do. do 114 
 
 Annual traffic returns of the Central Uruguay Railway and 
 
 branches from 187i to 1S92 122 
 
 Comparative results of working of the Central Uruguay Rail- 
 way, and of the Minas, Nioo Perez and Rivera Extensions. 123 
 
 Do. of the Midland Railway ' . 121 
 
 Do. North Western do 12.") 
 
 Do. Northern do 12G 
 
 Government control of the guaranteed lines 127 
 
 CHAPTER II. 
 The RniUvnys of the Arg^eiitiuc BepuhiSc 
 
 General remarks on the most important trunk lines; want of 
 general plan for the railways of national and local importance; 
 want of uniformity of guage in the systems of first impor- 
 tance; exceptional technical conditions in the general plans 
 of the railways 131 
 
 Legislative dispositions : Concessions authorized by the National 
 Government; Concessions authorized by the Provincial Govern- 
 ments: conveniences of not liaving adopted uniform legislation 
 for granting concessions; tho dispositions of the Law of .June 
 30th 1855, concessions for limited time without interest of 
 no effect; dispositions of the Laws of September 6th 1802, and 
 May 23rd 18G3; perpetual concessions with guarantee for forty 
 j'ears, construction of the Central Argentine Railway; main- 
 taining perpetuity of concession with restriction of other 
 
— 593 — 
 
 TAGK. 
 
 favours; perpetual coucessions without guarantee or any 
 
 premium; temporary concessions without guarantee . . . IIG 
 Pyeparation of Projects: Programme to be observed in the pre- 
 paration of projects of public worlcs, documents, scales of 
 
 plans and regulations 154 
 
 National Railway Lx-w. — PnliiHiiiary dispositions 162 
 
 Regulations relating to National Lines;: Permanent way and its 
 
 maintenance — formation and running of the trains — obligations 
 
 of the Companies — concessions for National Railways. . . . 1G3 
 
 General regulalions for all Railtvays: transport of passengers; — 
 
 goods traffic: services lequired of the Railways; — obligations of 
 
 the Corap^inies 172 
 
 Government Inspection: of the lines in constructien — of lines 
 
 open to traffic— duties of the Inspectors 1S2 
 
 Peml daHSPs:— for attempts against the safety of the line and 
 
 traffic; for the non-compliance with the law by the Companies 108 
 
 Sutidry dispositions. . . 192 
 
 The advancement of the Railways 194 
 
 The Buenos Aires Western Railway and braucho; 195 
 
 " Great Southern and branches 199 
 
 " Buenos Aires and Ensenada do 203 
 
 Central Argentine Railway and branches 205 
 
 Santa Fe AVestern do. do 209 
 
 Buenos Aires and Rosario do. do 210 
 
 Buenos Aires and Pacific do 213 
 
 National Andine do 214 
 
 Argentine Great Western do 215 
 
 Villa Maria and Rufino do. ... 216 
 
 Villa Mercedes and La Rioja do 21G 
 
 Cordoba and Santa Fe Great Southern do 217 
 
 Bahia Blanca North Western do . 218 
 
 Transandine do 219 
 
 Cordoba Central do 219 
 
 Cordoba and Rosario do. and branch 220 
 
 Central Curdoba do. do 221 
 
 C6rdoba North Western do 223 
 
 Dean Fanes and Chilecito do 223 
 
- 594 - 
 
 PAGB. 
 
 Churab:cha and Catamarca do 224 
 
 National Central Northern and branch 225 
 
 Argentine North Western (La Madrid to Tucuraan) .... 227 
 
 Santa Fe Provincial lines 228 
 
 San Cristobal and Tucuman Railway 233 
 
 Ocampo and Parana Pore do 234 
 
 Florencia and Florencia Port do 234 
 
 Central Entreriano and branches 235 
 
 Argentine North Eastern 238 
 
 Primer Entreriano 239 
 
 E»st Argentine 239 
 
 Chubut Central 211 
 
 Kesumen 241 
 
 Railways open to traliic; classified according to gauge . . . 246 
 
 National lines in construction, surveyed, and authorized. . . 248 
 
 Guaranteed lines in construction and authorized 240 
 
 Lines in construction and authorized without guarantee . . . 249 
 
 General Resumen 251 
 
 The Capital invested in the railways of the Argentine Republic 
 
 in 1S92 252 
 
 The capital invested in the lines open to tratiic with State 
 
 guarantee 253 
 
 Capital invested in the railways belonging to the Nation. . . 253 
 
 Gross receipts of the railways 254 
 
 Working Expenses do. do 254 
 
 Profits and Losses do. do. in 1891. . . . • 255 
 
 Amounts to ba refunded to the State bj- various Companies on 
 
 account of guarantee service 255 
 
 Comparative Statement of the Rolling Stock 25G 
 
 CHAPTER III. 
 
 Tlic Railna.Ts of Itrnzil. 
 
 General remarks 2CS 
 
 Principal lines in 2')'^'>perous condition: 
 
— 595 — 
 
 I'AGE. 
 
 The Brazilian Central Railway 274 
 
 " Santos Jundiahy do 285 
 
 " Paiilist do 289 
 
 " Mogyana do 290 
 
 " EioClaro do 293 
 
 " Leopoldina do 296 
 
 " Recife and Palmares do 299 
 
 " Macahe— Campos do. 300 
 
 " Principe del G. Para do 301 
 
 " Minas "Western do. 302 
 
 Railwaijs which as yet give no favoyablc financial renuUs : 
 
 The Baturite Railway 303 
 
 " Coraocim, Sobral and Ipu do 307 
 
 " Pernambuco Suuthern do 310 
 
 " Bahia Prolongation do 312 
 
 " Porto Alegre and Uruguayana do 313 
 
 " Bahia Central do 313 
 
 " Bahia— Minas do 316 
 
 " Jlinas and Rio do 317 
 
 " Sorooabana do 31'.) 
 
 " Parana do 320 
 
 " Rio Grando and Eage do 325 
 
 Railwny legislation: Concessions granted by the National Govern- 
 ment; concessions granted by the Provincial Governments; 
 varions regulations of the different concessions; dispositions 
 
 of the Law of July 26th 18.52 327 
 
 Ihc RiTiUcay System of the Republic on January 1st IH03: 
 National railways;— railways with State guarantee;- railwa3-s 
 
 without guarantee;— general resumen 311 
 
 CHAPTER IV. 
 The Rnilways of Ciiili. 
 
 Length of national lines in 1891 — cost of the railways as handed 
 over by tlie contractors; — cost of the railways from 18S8 to 
 IblK); — traflic in 1889 and 1890; — general receipt.s; working 
 
— 596 
 
 expenses; receipts from passengers, cargo, luggage, fiscal 
 passages, etc; — kilometiic earning for passengers and cargo 
 in 1889 and 1890; — locomotives, wagons, and coaches in 
 service; — total engine, wagon and coach kilometers run; — 
 
 estimate for the State Railways for 1891 355 
 
 Length of privately owned lines; — lines in construction, 
 designation, length, constructing engineers in charge, extent 
 of earthworks executed to date, total extent of earthworks 
 when finished, length in traffic up to 1891 — approximate total 
 cost of each lino including rolling stock and buildings — 
 average kilometric cost of line opened to tiaffio — number, 
 and description of spans and length of the bridges on these 
 lines. 361 
 
 CHAPTER V. 
 TSec Railways of Parngnnj. 
 
 Railway from Asuncion to Villa Rica; section constructed by 
 Engineer Padison to Paraguay; The Gci?ernraent expropiate 
 the line and continue the construction to ''General Caballfro"; 
 sale of the line to Central Paraguay Railway Company and 
 concession authorized to continue to Villa Encarnacion making 
 communications wiih the Provinces of Ccrrientes, Entre Rios, 
 and ihe Port ot Moutuvideo; leiigih con.slriicted; length partly 
 constructed: history of the sale 371 
 
 Concession of September 2Sth 1880 iu favo'.ir of Antonio Pelnez 
 for the construction of a line iVom Torniusa to Bella Vi^ta 
 and Asuncion 379 
 
 Concession of September r2th lf-'90 aed August 31st 1891 iu 
 
 I favour of Adeodato Gondra for a line from Villa del Pilar to 
 Villa Rica and branch to Paraguay 381 
 
 Project the International Railway from Asuncion to the port of 
 Santos 383 
 
— 597 — 
 
 CHAPTER VI. 
 The Uiiilnnys oi' BoliTin. 
 
 Railway opeiifJ from Asootan to Oruro Concession to Isidoro 
 
 Ai-amayo, of October loth 1800, for a line from the Uyuni 
 
 and Oruro railway to Colquechaca 391 
 
 Concession to Guillerrao Ugarte, of February 10th 1891, for a 
 
 line between the Oruro and Cochabamba departments . . . 391 
 Concession to Lisumaco Gutierrez, of Juno lOih 18!U, for a line 
 
 from Uryuni to Potosi . . . • 382 
 
 Concession to Fernando Cardona, of October 10th 1891, for a line 
 
 from Cochabamba to Mamore 393 
 
 Concession to Perry, Cutbill & C." of London, of November 30th 
 
 1890 for a line in the East of the Republic 393 
 
 Ccncession to John L. Thorndike, of October 11th 1890, for the 
 
 construction of raihvays and tramways 394 
 
 Concession to Carlos G. Avalos and others to extend the Oruro 
 
 line to La Paz, of August 1st 1891 394 
 
 Concassicn to the Peruvian Cjrpoiation Limited, of June 2'2ud 
 
 1891, for a line from Dasaguadero to the Peruviau froutler. . o95 
 Concessions cancelled 390 
 
 CHAPTiiR VII. 
 
 TIbv Et:ti]^var!« ni' B'erii. 
 
 Gt;iieial rem;;iks 405 
 
 I'rtnciial line-' of Peru: Cullao and Oroya railway: — Molleulo, 
 
 Arequipa and Puno do: — luliaca and Cnzco do 407 
 
 Railways opeucd U irnf/ic: Northern system; -Midland. -Southern 
 
 system . . ■ 410 
 
 Eailiiays in constiiiction 411 
 
— 598 — 
 
 CHAPTER Vni. 
 
 TItc lutcreoutiuculnl Kniiwa.r. 
 
 General remarks:— Pan-Amerioan conference; repoit of the General 
 Haiiway Commission; invitation of the Government of the United 
 States to the American nations; the Republic which sent dele- 
 gates, and appointment of three corps of engineers to survey 
 the line in the Central and South American Countries; general 
 directions for the survej-; conclusion of the explorations. . . 415 
 Preliminary report of' the Executive Coininission of the Interconti- 
 
 iienlal railway 42() 
 
 Central America; Corps N.° 1 4i7 
 
 South America " "2 437 
 
 "3 4fil 
 
 List ot Delegates 4H4 
 
 List of Comiuiltces 485 
 
 CHAPTER IX. 
 Tlie Iiitei'uceaiiie Railnaj. 
 
 General remarks 489 
 
 Kllometric extension of the lines from Recife to Valparaiso, 
 working, in construction, surveyed and projected 4'J9 
 
 The Chilian-Argentine section 500 
 
 " Uruguayan do • 501 
 
 " Brazilian do 503 
 
 Time that will be required for the journey from the European 
 Continent to the Plate and the Pacific when the Interoceanic 
 line is constructed; advantages and economy in the transport 
 of passengers and special goods 504 
 
 CHAPTER X. 
 
 Population of the South American States and demograpliic and 
 other reasons explaining the actual tracing of the routes for 
 the Intercontinental and Interoceanic lines 575 
 
- 599 
 
 CHAPTER XI. 
 
 The ports and railways of Uruguay as necessary elements of 
 rapid communication between tlie Argentine Republic, Chili, 
 Peru, Bolivia, Paraguay and Rio Grande del Sud .... 5:^5 
 
 CHAPTER XII. 
 fiicueral coiicliisious. 
 
 Convenience in celebrating a new International American Confe- 
 rence to establish technical uniformity in the tracks aid 
 rolling stock of the lines of an international nature, junctions 
 and services, form of compensation, liberty of land transit etc. .575 
 
 Lsngth of raihyay possessed by each country of the Ame- 
 rican Continent per 1000 square kiloraeteis;— length per 1000 
 inhabitants; representative value of the import and export 
 commerce per kilometer of railway; — commercial power of the 
 Uruguayan Republic; masses of population required by the 
 other American states to equal the external commerce of 
 imports and exports of Uruguay;— capital represented by the 
 South American Railwaj's;- relation of the guarantees paid 
 to the Plate and Brazilian Railways to the value of the 
 produce exported 577 
 
 Causes of the railway development of the United States of 
 North America — its natural riches and the economy observed 
 in constructing its railways; convenience in adopting the 
 technical programmes followed by the North Americans for the 
 construction and working of the South American Railways. 584 
 
- coo 
 
 PRINCIPAL ERRATA. 
 
 1. Page 48, 1." line of the note, for ii:ood read wnrxh. 
 
 2. Page 61, line 7, for the earnings of same read bi/ their earnings 
 
 3. Page 113, line 29, for 114 read l.UO 
 
 4. Page 115, line 7, for is read are. 
 
 5. Page 152, line 27, for Colon read Tucnmdn. 
 
 C. Page 416, line 8, for Northern of the United States read United 
 Stales of North America. 
 
 7. Page 423, line 8, for Ctiaca read Cauca. 
 
 " " " line 14, for Papaya read Popaydn. 
 
 8. Page 4G8, line 23, for the famished for is read furnished and 
 for his. 
 
 9. Page 474, line 33, for feet read feed. 
 
 10. Page 477, line 24, for thereout read the route. 
 
 11. Pago 527, line 24, for the the read which the. 
 
 12. Page 5G5, line 5, for is shorter and read besides being iliorter, is. 
 
 13. Page 570, line 24, for Recife, it read Recife, is more or lexs 
 equal, it. 
 
 14. Page 576, line 2, for General conclusiones read General coticlusions. 
 
- GOl — 
 
 
 PLATES. 
 
 (^ on the mih. ami foUonnng pages. -^ 
 j,„l cross section of the road (average types). 
 ^.2 an,. 3. 2nd. and 3rd. class stations. 
 Ko 4. CulveHs of 2 meters span ^^^^^^^ ^^^^^^ 
 
 I,,s 5, G, and 7. Bridges a o 0, a, ^^^^ ^._^ ^.^ ^ ^^.^.^^ 
 
 N.o. 8, y, and 10, and figures N.' • and 1 
 
 over the river Santa Lucia ^.^ ^ ^^^ sections 
 
 N, 11, and figures N."^ 3 and ^ f^l^'^ ^^ ,,,,n^e to Rivera. 
 
 1 'n 100 'istead of 1 in 
 Note - The scale on plate N." 4 is i ^ ^^_^ ^ ^^ 
 
 J Tl>e scale indicated as relating to hgu.es 
 Vlato K.o 12 should be struck on. 
 
 
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