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HE 2895.C36
Treatise on the South American railways
3 1924 020 327 023 *«.i
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JUAN JOSE CAST BO
: V-. ■
r'>
THEATISE
ON THE
SOUTH AMERICAN RAILWAYS
AND THE
GREAT INTERyiMiNAL LINES
PUBLISHED UNDER THE AUSPICES
Uif THE
MINISTRY OF FOMEN-T
0 F T H E » '
OBIENTAL REPUBLIC OP URUGUAY
AND SENT TO THE
WORLD'S EXHIBITIOK AT CHICAGO.
MONTEVIDEO.
LA NACION STlIA.Jt PRINTtXG OI'tTCK, CAI.LE 25 DK MAYO, X."'" Ufi TO
1893.
Juan .t o s e g a s t r o .
TREATISE
ON THE
SOUTH AMERICAN RAILWAYS
AXD THE
GREAT INTERNATIONAL LINES
PUBLISHED UNDER THE AUSPICES
OF THE
MINISTRY OF FOMENT
0 P THE
OSIENTAL REPUBLIC OP URUGUAY
AND SENT TO THE
WORLD'S EXHIBITIOK AT CHICAGO.
ilOMTEVibfiO.
La NACIOX SfRAM PRINTIXG 01.-PICH, Cil.I.E 25 DK SIAVO X."'" HO TO Hi
1893.
mizmo de 2iuiiGmomo
Consul f>^ „,_.,,., J ^.,,^^^r
Oriemal litnhUc nf'uru^uay
WASHINGTON, D. a, U. S.^'a
($)
To His Excellency, the Secbetaey of State for Commerce
Industry, Railways and Public Education, Engineer
Juan Alberto Capuero.
Sir,
Two great projects indicate the progress made by the
New "World during the latter years of the present century,
which, assuredly, will not be allowed to close without the
inauguration of the gigantic works involved viz : the Inter-
continental Railway and the South American Inter-Oceanic
Railway. The object of the first named line is to establish
direct communication between both Americas, from Canada
down to the River Plate and Chile: the second is intended
to shorten the time required for communication between
the Pacific Ocean, the River Plate, and Brazil, and the
European Continent, and at the same time tb open up new
facilities for commerce between the Republics through whose
territory it will run.
On account of its geographical situation and the techni-
cal features of its Railways, the' Oriental Republic of Uru-
guay, is destined to occupy a most prominent position in
the fulfilment of the two projects above indicated.
Acting on this idea, the patriotism of which demands
that it should be published throughout all America, your
Excellency has been good enough to entrust me with the
preparation of a treatise to be sent to the World's Exhibi-
tion at Chicago, proving the truth of same by comparing
the South American Railways and studying the other
factors that must be taken into account in the solution of
sui'h vast problems.
And your Excellency, these problems ought not to be
considered remote questions of yet uncertain future, and
therefore devoid of practical intest.
With regard to the Inter-Continental Railway, its success
is fully guaranteed by the initiative taken by the power-
ful and enterprising nation in whose own territory there
is an extent of railways nearly equal to that of all the
other nations of the world.
Since its approval by the Pan-American Congress in 1889)
the United States have not for one single moment allowed
the idea to drop, and the practicability of the project has
already been proved by the Engineering Committees
appointed at the Congres referred to. The surveys now
reach the Bolivian heights.
As regards the Inter - Oceanic Railway, the construction
of the part of the line traversing the Cliilian Republic is
almost concluded, as also that in the Argentine territory:
the concession is granted and the surveys fully completed
of the. Section corresponding to the Oriental Republic, and
the line to be made from Pernambuco to our San Luis
frontier is also partly surveyond. For Brazil that Railway
is of vital importance, and the immense means at the dis-
posal of that great nation, and the credit it justly enjoys,
are a guarantee as to the realization of the work which at
the present moment is .only delayed, by purely accidental
causes.
There is, therefore, really practical utility in the infor-
mation . which your Exoelency has ordered me to get
together and which will not be found of interest to our own
country exclusively. On the contrary, it is of the greatest
interest, not only for South America, but for the whole
World, to show, in a concise form, the progress of the
Railways in South America, the distribution and features
of the lines in each State, and what will be the destiny of
those lines when combined with the great International
Ralways that are projected.
It is to be regretted that only a very short space of
time could be allowed for the execution of so important a
work, but possibly this may have been made up for by the
energy, and good will displayed, and is it Avith this hope
that I have the honor of placing in your Excellency's
hands the work which I have just concluded.
The Brazilian Railways, covering, as they do, an im-
mense extent of country, have been the object of special
attention. By a decree dated the 15.*'' January 1890, the
Brazilian Government appointed a committee of Engineers
charging them with the preparation of a general Railway
map and with the delineation the extensions and branches
necessary for the service of so large an area, but up
to the present the results of their labors have not been made
public. I have however consulted every known publication
respecting the Brazilian Railways, and I can assure your
Excellency that not only are there mentioned ia this
treatise all those lines which are already being worked or
are under construction but also those still under survey or
only projected.
With respect to Argentine Railways, I have been able to
avail myself of the latest and most complete information
concerning them thanks to the courtesy of the Public
Works Department and the General Railway Board of
that Republic.
— 8 —
It has been still easier to obtain satisfactory data res-
pecting the Peruvian, Bolivian, Chilian and Paraguayan
Railways as they are much less complicated.
For the compilation of Statistics and other data referring
to the railway question I have made use of the latest
official and private comunications.
In compliance, therefore, vith your Excellency's sugges-
tion, this treatise embraces the foUowii/g subjects:
I. Railways of the Republic of Uruguay.
11.
do
" " Argentine Republic.
iii.
do
" " United States of Brasil.
IV.
do
" " Republic of Chile.
V.
do
" « " " Paraguay.
VI.
do
" « " " Bolivia.
Vii.
do
" " '■ " Peru.
VIII. Inter-Contiaental line.
IX. Inter-Oceanic line.
X. Population of the South American States and the
argument justifying the delineation of the inter-
continental and inter-oceanic lines.
XI. The ports and railways of the Oriental Repubhc
considered as necessary elements for rapid com-
munication between the Argentine Republic, Chile,
Peru, Bolivia, Paraguay and the Brazilian pro-
vince of Rio Grande del Sud.
This treatise is supplemented by a General Map of the
South American Railways, whether working, under cons-
truction, or projected, which shows, clearly and graphically,
the immense and exceptional importance of the Uruguayan
Railways when considered as a means of international com-
mnnitacion.
The Map has been drawn to a scale of 1 in 4.00.000,
— 9
Bonne's projection, taking as meridian that of Montevideo
whicli passes through the North Tower of the Cathedral
and as middle parallel the 23''<i 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 "Annuare du Bureau des
longitudes" of 1892: and the hydrographical and orogra-
phical information has been taken from the best charts of
ths various countries which the Map embraces.
I take this opportunity of saluting your Excellency with
all consideration.
JtfAN Jose Castro.
Ministry of Fomento.
Montevideo, February 16th 1893.
The treatise oii South Americaa Railways compiled bj-
don Juan Jose Castro under the direction of the Ministry
of Foment for trasmission to the Chicago Worlds Exhibi-
tion is hereby approved and is to be published.
HEREERA Y OBES.
Juan A. Capureo.
CHAPTER I.
RAILWAYS OF THE URUGUAYAN REPUBLIC.
From various causes, viz, its geographical position, its
natural ports on the Atlantic Ocean and River Plate, its
temperate climate, its fertile soil, its exceptional natural
increase of population in respect of which it surpasses
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 and industrial developmeat of the countries, Uruguay
may be classed as one of the first countries on the Continent.
K, on 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 rapid and cheap communications
with the countrie:^ situated beyond the vast Plate district.
Fortunately, the outlines of the Uruguayan Railways,
as established by the law of the 27 *'i August 1884, will
each, on account of their direction, be of the gxeatest 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 reacli Bolivia and Peru; by
tlie line to Eivera, 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 by the International Railway'
Conference held at "Washington. The lines which go
towards Yaguaron and Lake Merim will shortea the time
necessary for communication whith Eio Grande, Pelotas,
and Porto Alegre; lastly, the transverse line from Colonia
to San Luis, as a seccion of the inter-oceanic 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 Pernambuoo
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 Railways
which we 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 progress 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 in America should be subjected.
When the coEstiruction of this system is completed, its
cotinection 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 in the railway communications of the
American Continent, laid down the routes to be followed
by the trunk lines of the system with so much prudence
and foresight that there is not a single line projected that
is not of great international importance, and this wUl, 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 we have already referred, the Executive Power
of the Ifation appointed in the year 1872 a committee of
engineers composed of don Antonio Monteiro, don Carlos
Honore, don Juan Alberto Capurro, don Carlos Olascoaga,
don Emilio Dupre and don Enrique Penot who were to
determine the trunk railway 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 Unes which constitute ^he
Urug-uayan railway system are the following:
Central Uruguay Railway.
Northeastern " "
Eastern " "
— 16 ~
"Western Uruguay Railway
Midland " «
Northwestern " "
Northern " "
The four first, which are the principal truak lines, start
from Montevideo and terminate* respectively in Eivera,
Artigas, Port CeboUati of Lake Merim, and Fray Bentos
the three last form the extensions from Paso de los Toros
to Paysaudii and Salto, from Salto to Santa Eosa, and
from Isla de Cabellos to San Eugenio.
But, however, these lines whose initial point is Monte-
video a,nd 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-communic-ition, as
for this purpose it was necessary to come to the converging
point, unnecessarily running over long distances.
Besides, the general railway outline left a space of 400
kilometers on the Brazilian frontier, between Eivera and
Artigas, without any direct communication with the capital-
Understanding the necessity for intercommunication
between the trunk lines tnat ran out of Montevideo and
of a line to a middle point on the frontier between Artigas
and Eivera, the Executive Power on September 6th 1889
published the law dictated by the Legislative Body which
granted the concessioa for the Interior of Uruguay Eailw^ay :
this railway starts from the Port of Colonia, opposite
Buenos Aires 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
•third at Cerro Chato (Puntas del Yi'i. "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 any 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 fatare 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 E,io Grande do
Sud" says as follows:
" In all South America there is up to now only one
" country that, convinced of the absolute necessity of a
" general plan of internal comunication, has laid down the
" complete outline of its Railways.
" I refer to the Oriental Republic of Uruguay, a coun-
" try which is so distinguished among its neighbours by
" the powerful force of will with which it nndertakes and
" carries oil 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 which 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 the
" Committee who drew it up.
" The demands of Commerce have been satisfactorily
" attended to, while strategic necessities have been pro-
- 18 -
" vided for, that is to say : the means of offence and
" defence in the vulnerable points and in those most
" exposed to forcing invasions, viz the oceans, the rivers
" and the land frontier. "
The following statements -will show the length in kilo-
meters of the railways of the Uruguayan system constructed,
in construction, surveyed, and being surveyed, as also the
capital authorized, the capital iavested in the lines, 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 OEIENTAL EEPUBLIC OF THE. UEUGUAT.
RAILWAYS.
EXTENSION IN KILOMETEKS.
Open.
In
comtructum.
ProjectecL
Central Uruguay (Mon-
tevideo to Paso de los
Toros
Central Uruguay
Northern Extension
(Paso de los Toros to
Erivera) ....
Branches of Central
Uruguay :
(fl) 25 de Agosto to San
Jose ....
(6) Sayago to Treinta
yTres . . .
(c) Paso de los Toros to
Pineyrias saladero
Montevideo to Minas
North East Uruguay
Railways:
(a) ■ Toledo to Nioo Perez
(6) Nioo Perez to Melo
and Ai'tigas .
(c) Branch to Treinta y
Tres .....
Uruguay Great Eastern
Railways:
(a) Olmos to Solis Chibo,
(6) Soli's Chico to Mal-
donado ....
(c) Maldonado to Lagu
na Merim .
Midland Uruguay, Rail
way: (Paso de los Toros
to Paysandii and Salto)
North West Uruguay
Railways: (Salto to
Santa Rosa.
Uruguay Northern Rail
way: (Isla Cabellos to
San Eugenio) .
Norihem Railway: Mon-
tevidfio to Barra Santa
Lucia ....
Uruguay Western Rail-
way; Montevideo to
Rosario and Colonia.
Rosario to Mercedes and
Fray Bentos . .
272.880
293.700
33.720
8.000
1.000
122.615
206.200
30.000
317.776
178.800
114.200
23.000
83.463
223.883
306.000
305.000
70.000
194.000
609.300
122.615
581.200
419.463
317.755
178.800
114.200
23.000
— 20 —
EXTENSION IN KILOMETERS.
Open.
In
coiuU'uetion.
Surveyed.
Projected.
TOTAL.
Branoh from Perdido
to Carmelo and Pal-
mira
Branoh to Dolores .
Uruguay Interior Rail-
ways.- Colonia to San
Luis (Brazilian fron-
. tiei-) passing through
Perdido, Trinidad and
Durazno , . . . .
Branch 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
617.622
86.000
1.601.840
307.346(1)
1.009.622
714.000
3.632.808
CAPITAL INVESTED IN THE EAILWAYS ON THE 1 ^' JANUARY 1893.
R.\ILWAYS.
Central Uruguay and branches . . .
Central Uruguay Northern extension
North-Eastern TJrug. (Toledo to Nico Perez)
Montevideo to Minas
Uruguay Great Eastern (Olraos to Maldo-
nado and Lake Merim) (3) . . .
Midland-Uruguav (Paso de los Toros to
Salto) . . "
North-We.stern Urug. (Salto to Santa Rosa)
Uruguay Northern (Isla Cabellos to San
Eugenio)
Northern (Montevideo to Barra de Santa
Lucia)
AUTHOBIZED
OAPITAl.
i,
2.650.000
1.666.666
1.666.666
800.000
1.410.000
570.775
AMODST OF
CAVITAL
INVKKTED S. (2
12.893.416
7. 821. 803
5.635.746
3.892.350
750.000
7.711.722
6.860.370
2.777.071
671.430
49.013.908
fl) The construction of these lines is entirely suspended.
(2) $ 100 Uruguay gold are equivalent to $ lOSu^ United States curreney.
(31 S The capital of the Great Eastern, Midland, and Uruguay Northern lines, has
been calcnlated on the kilometric cost per mile as fixed by the laws of concession for
the payment of the guarantees.
— 21 —
BAILWAYS OPENED TO TRAFFIC WITH GOVEENMENT CUABANTEE.
Length
■S
Amount
||
CO o .
o o 0^
RAILWAYS.
in
Is
of capital
guaranteed
Is
kilometers.
3
l"'Jauaaryl883.
1 §»
Centra! UrnguayNoith-
i
ern extension : Pa-
so de Ids Toros de
Rivera!
293.700
24.327
7.144.840
3 J
2D0.070
North - Eastern Urug.:
Toledo to Nioo Perez.
206.200
24.327
5.016.227
3 J
175.567
Montevideo to Minas .
88.317
24.327
i,. 148.487
3J
75.197
Midland-Uruguay: Pa-
so de los Toros to
Paysandii and Salto.
317.776
24.327
7.631.612
31
267.103
Korth-Western Urug.:
Salto to Santa Bosa.
80.267
24.327
1.952.412
3^
68.334
Uruguay Northern Isla
Cabellos i San Eu-
genio
114 200
24.327
2.778.143
97.235
1.100.419
26.671.621
933.506
There -were on January l^' 1803, 1334 kilometers 747
meters opened to traffic with 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 $ 962.709 but in spite of the crisis some of the lines
are able to cover their working 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 AMOXrUT OF INTEEEST PAID TO THE GOVEENMEKT
GDAEANTEED LINES IN 1892 AT THE BATE OF 3 1/2 "/o.
Central Uruguay Northern
Extension Eailway .
North-Eastern, (Toledo to
Nico Perez) . . .
Montevideo to Minas
Midland-Uruguay . .
North-Western . . .
Uruguay Northen . .
$ 239.957.28
" 171.846.80
" 72.117.20
483.920.78
269.940.82
68.334.96
97.197.74
919.394.30
— 23 —
TOTAL CAPITAL THAT WILL BE EEPKESENTED BY THE RAILWAYS
ON THE COMPLETION OF THE LINES SURVEYED AND PEOJEOTED.
RAILWAYS.
" ^
e
^ S
Total
length of
line.
■2 £?
11
11
o tn
"S
3 i
u
Total capital.
Central Uruguay
Montevideo to
Paso de los
Tores and
branches from
25deAgostoto
San Jose, Sa-
yago to Trein-
tay Tres, Paso
de los Toros
to Pineirua
saladero . .
Central Uruguay
Northen e x
tension Paso
de los Toros
to Rivex-a .
Montevideo to
Minas ....
North Eastern
Toledo to Nico
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
24.327
24.327
3 1/2
3 1/2
31/2
12,893.416
7.821.803
3.892.350
14.138.852
The Central line from
Montevideo to Dn-
razno which was the
first line laid in the
country had a go-
vernment guarantee
of7"/o on the outlay
of tlO.OOnper mile
on $ 30.239 por kilo-
meter.
FromDiirazno to Paso
delos Toros the go-
vernment only gave
a subvention of SOOt
per mile the com-
pany undertaking to
return same when
the dividends exceed
.8 "/o. By an agree-
ment made with the
Goverment on 22th
February 1878, the
Company renounced
the guarantee on the
section from Monte-
video to Durazno.
The guarantee is only
on 7.177.840 dollars.
The guarantee is only
the total capital.
The gnara n t e e of
3 1/2 °/o only refers
to the section
between Montevideo
and Nico Perez with
a capital of 5.016.227
dollars.
24 —
RAILWAYS.
^
Total
length of
.2 >.
S '2
line.
,11
ss
13 i
6)1
Total capital.
$
Uruguay Great
Eastern Olmos
to Maldonado
and Lake Me-
riin ....
Midland-Uru
guay . . .
North-Western .
Uruguay Nor-
thern: Cabbllos
to S. Eugenio
Western and
branches. . .
Uruguajinterior
419.463
317.776
178.800
.114.200
563.000
617.662
3524.016
24.3-27
24.827
24.327
24.327
24.327
7
3 1/2
3 1/2
3 1/i
10.204.276
7.730 512
6.860.370
2,778.143
16.435.456
15.025.863
97.781.041
The conBtruction of
this line isat present
suspended.
This line is open tc
traffic, the total i ..
pital being gnai-
anteed.
Open to traffic the
guaran tee on I y being
on 1.952.413 dollars.
This line is open to
traffic, the total ca-
pital being guar-
anteed.
It was arranged to
construct the
Western lines for the
government at
ii 6.0(:0 per mile
payable m funded
bonds at 85»/o bearin
6»/o interest and l»/o
amortization. The
construction is sus-
pended.
The concession guar-
antees 6 »/o on a
kilometrio cost of
i 5.000.
"With tke completion of all the principal lines proposed
in the Eepublic, the amount of capital thus invested will
total a sum of % 83.642.89, represented by 3.624 kilome-
ters of railway, or including the short line of 23 kilome-
ters to the Barra of Santa Lucia, open to trafl&c, and the
line projected by Lacaze's concession 86 kilometeis without
having any guarantee, the grand total length of the lines
will be 3.633 kilometers.
"We will new briefly recount: the programme to be
— 23 —
observed in the general plan of railway construction as
established by the Eailway Law of August 27th 1884 and
the decree, amplifying it, of Seotember 3rd of the same
year, as aloo the regulations laid down by the said law
and decree ; the law, amplifying that of 27th August 1884,
published on November 30th 1888 ; the law referring to
the Interior of Uruguay Railway ; the histerical description
of the railways; the agrement celebrated in London with
respect to their guarantees : — and we wil examine the
technical features of the various lines in the RepubUc,
the cross sections adopted for the road-bed, the buildings
and constructions of importance in each line, mentioning
the locality in which they are found and the height above
sea level, the locomotives and rolling stok that the various
Companies ewn, the general results of their working, and
finally, the rules for the inspection of railways guaranteed
by the State.
Infrastructura ^*^
By the General Railway Law of August 27th 1884 and
by the Executive decree regulating same of September
2rd 1884, it is ordered, that in the construction of the
earthworks bridges, etc., the following regulation must be
observed :
( 1 ) Maximum grade .... 12 milimeters por meter.
Ditto under exceptional conditions 16 " " u
Einimum radius of curves . . 400 meters.
Ditto ditto under exceptional con-
ditions ■. . 300 "
{") This terra covers all that portion of the construction work of a
railway up to the rail laj'ing and ihus includes survevs, plans, sections,
earthworks, bridges, tunnels, etc. The laying ot the' rails and all sub-
sequent works come under suprestructura.
(1) General Railway Law of August 27th 1884 -Article 2.
— 26 —
(1) Minimum distance permissible between two carves in
opppsite directions 100 meters.
Minimum distance of level between two adjacent grades
of more than 004 per meter, 100 meters.
(2 ) Tbe general plan and section of the line will be
decided upon the presentation of the general proposal re-
ferring to the whole or any part of the same.
The scale of the general plan shoul be 1 in 1000 ; and
of the longitudinal section 1 in 5000 for distances, or 1 in
1900 for heights; these latter measurements being taken
as from sea level. (3).
On the longitudinal section must be shown the kilometric
distances of the line measured from the point of starting :
the length and conditions of each grade; the length of
all sections on the level, the direction and radius of each
curve, and the angle formed by the straight sections.
A cross section of the type of line, an account explain-
ng the general ideas of the project, accompanied by a
(1) Article 3 of tha Executive decree of September grd 1884.
(2) Article 11 ditto ditto
(3) Standard of reckoning for taking heights above sea level :
Public Works Department. To the Minister of Public "Works. On
the 18th of May I had occasion to point out to Mr. G-alwey and
three of his staff the standard point adopted for tbe frequent observations
that I have had to make during past years. This point is found on
the south side of Montevideo on a large rock more or less 125 meters
to the East of the English chnrch. In order that later oa there may
be no difficulty in recognizing tois spot I gave instructions that an
iron should be fixed in it and same has been done, I also, to farther
ensure no mistake, ordered the bearings of the point to be taken in
connection with Cdmaras, Treinta y T-es, Cainaoua and Brecha streets,
which have be-jn duly effected as shown on the attached map and
marked in red ink. It .should therefore be ordered that in conformity
with Article 11 of the Executive decree of September 3rd 1894 the
longitudinal levels of the various railways in the Bepublic must be
adjusted to the sea level as adopted on the above mentioned rock
morked in the attached plan by the latters P. E,. In order to assist
the Railway companies a level was taken of the relative height of
the extreme Southern threshold of the principal door of the Cabildo
and it was found that this point was 23 meters 18 centimeters above
— 27 —
retura showing the proposed gradients with difference of
levels, also one showing the number of curves . with their
radius and other details.
The position of the stations or stopping f)laces proposed,
the rivers or streams crossed by the line, also the roads,
must be marked and named both in the general plan
and longitudinal section. In this section must also be
shown the position of the culverts, bridges, level cross-
ings, waterways and any other construction designed for
drainage purposes or intended to allow the streams to
pass unimpeded where crosse by the line.
(1) When it is necessary for the line to pass over a
public road the distance between the buttresses of the
bridge or viaduct constructed for this purpose must be at
least 8 meters.
The smaller bridges built on arches must be at least
five meters high measured from the road level to the
keystone of the arch, but this height may be reduced to
the level of the spot marked P. R. or the level of sea. Thus the
Railway Companys can take the threshold of the principal entrance
to the Cabildo as a second point of reference for purposed of levelling.
With the object of couveying this information to you as instructed etc.
Montevideo, June 7tli. 1887.
Juan B. Zanetti,
Civil Engineer.
ilinistry of Government.
Montevideo, June 16tli. 1887.
Having considered the petition of the North Eastern Uruguav
Railway Company, and in accordance with the opinion of the Vice-
president of the Public Works department, Engineer Juan B. Zanetti,
the Government hereby resolves: To approve of the point marked
OB the accompanying map by the letters P. R. as the standard of sea
compliance with Article 11 of the Executive decree promulgating the
General Railway Law. Let this be noted and published.
TAJES.
Julio Heereea y Obes.
(1) Art. 15 of the Executive decree of September ^'^ 1884.
— 28 —
4 1/2 meters when the bridge is built with iron or timber
horizontal beams.
The width of the larger bridges at rail level is fixed
at eight meters when crossed by a double line of rails or
rails or at four meters and a half when only crossed by a
single line.
Both sides of the liae must be provided with a safe
platform to enable employees to cross in safety and the
sides of the bridges must be properly protected by hand
rails.
(1) "When the line has to pass under a public road the
distance between the buttresses must be ten meters,
allowing of an eight-meter roadway with paths of one
on each side.
All buttresses and breast-works must be solid with a
minimum height of one meter.
The distance between the abutments must be eight
meters for a double line or four and a half meters for a
single line of railway.
The height, measured from rail level between the outer
rail and the abutment to the lowest cross beam of the
bridge, must be at least four aad a half meters.
(2) In such points as it may be necessary to cross the
public roads by level crossings the rails shall be laid so as
not to ofier any obstruction whatsoever to the passage o^
ordinary vehicles.
The line must not cross a public road by a level cross-
ing at an angle with it of less than forty five degrees (45").
All level crossings in populated districts must be pro-
vided with barriers and the Public Works department
(1) Art. 16 decree of September 3'^^ 1884.
^2) Art. 17 do. do.
- 29 —
must order the erection of huts for the accommodation of
the road-guards in those places where they may be con-
sidered necessary for the public safety.
The class of barriers and railings to be employed must
be approved by the Public "Works Board.
(1) The railway Company must make the water chan-
nels considered necessary for draining • the line and the
dimensions of same will be fixed by the Public "Works
Board according to the local conditions affecting them on
the aplication of the Company.
(2) "When, in order to cross a public road, it may be
necessary to alter the level of same, the Railway Compa-
ny is obliged to do all the necessary earthworks and to
pave the part modified, furthermore maintaning same in
good repair for three years after.
The Public "Works Board will decide as to the grades
permissible in the modification of any public roads when
consulted by the Company.
(3) The Company must at their own expense re-establish
the natural flow of any stream whose course may have
been interrupted or diverted during construction work.
The bridges and culverts that it, may be necessary to
construct for carrying the line over rivers, streams, etc.,
must be at least eight meters broad at rail level when
crossed by a double line or four and a half meters broad
for a single line.
The height and opening of these works will be resolved
by the Public "Works Board after due consideration of the
special features of each case.
(1) Paragraphs 1 and 1, Artfclo 12 of the reglameotary desree.
(2) Article 18 of the reglamentary decree,
(3) Article 21 do. do.
— 30 —
(1) Should it be necessary to build any tunnels these
shall be, measured at rail level, at least eight meters broad
and six meters high to the keystone of the arch. The
vertical height from the outside rails to arch must be
at least four meters and a half.
The ventilation shafts must be built with a rampart
two meters high and must not be opened in any pubKc
road or street.
(2) When any line has to cross a navigable aiver or
canal the Company must at its own expense take the ne^
cessary measures to ensure that the navigation is not in'
terrupted by the construction works.
Also when crossing any public road, to avoid interrup-
ting the traffic, if necessary the temporary bridges or
roads required until the permanent works are finished, shall
be made at the expense of de Railway Company,
Before diverting the traffic from any public road over
any such temporary structure, the Public "Works Board
shall examine the safety of same and shall fix a time for
the completion of the permanent works required to resume
traffic on tbe original roads.
Superstructura.
The general conditions, regulating the construction of the
railway works other than those dealt with in the prece-
ding chapter, are, by the General Railway Lave and decree
already mentioned, estabUshed as follows.
(1) Article 20 of the Executive decree of September 3>'* 1884.
(2) Article 21 do, do. do. do. do.
— 31 -
(1) In tlie construction of the various works the Company
must employ first class materials to ensure of their being-
solid and durable.
The buildings etc., must be constructed of brick or
iron, unless in special cases approved otherwise by the
Public Works Board.
( 2 ) The permanent way must be laid in a solid manner
with materials of best quality.
The rails used on the main line must weigh at least
thirty kilogramms (30 k. ) to the lineal meter and must
be laid on wooden sleepers. The rails must be bolted
together by fishplates and bolts, and the distance between
the sleepers must not exceed ninety centimeters.
These regulations may from time to time be varied as
found advisable by experience, but no Company can be
allowed to adopt any other system of permanent way
which has not been previously approved of by the Go-
vernment.
( 3 ) The guage of the railways shall be from 1 meter 44
cent, to 1 m. 45o.
(4) The sidings and loop lines laid in stations or else-
where shall allow of two meters fifty centimeters clear
between same and the main line.
The ballasting of the road-bed shall be made to extend
at least one meter on either side of the rails.
( 5 ) The number, size and position of the stations, stopp-
ing places, or sidings shall be decided upon between the
Government and the Railway Company.
(1) Article 22 of the Executire decree of September 3rd 1884.
(2) Article 23 do. do. do.
(B) Article 2 of the Law of August 27tli 1884.
(4) Article 12 of tlie Executive decree of September 3rd 1884.
(5) Article 14 do. do. do.
— 32 —
Before commenciag the coasbructioa of any statioa the
Company must submit to the Public Works Board for
their approval a general project of same that will com-
prise :
(a) A plan to scale of 1 to 500 showing the line
sidings and buildings Avith the internal arrangements ; and
also the general surroundings of rhe neighbourhood.
(&) Building elevation to scale of one ceniimeter to the
meter.
(b) A general account of the design explaining the
principal points of same.
General Regulations.
Apart ■ from, what it lays down with respect to cons-
truction' of the railway, the law of August 27'''^ 1884
contains the following regulations:
Art. 1. The general system of railways is comprised of
those included in the plan prepared by Engineers don
Antonio Montero, doa Carlos Honore, don Eugenio Ponot,
dou Carlos Olascoaga, don Emilio Daprefc, and don Juan
Alberto Capurro (who formed a Committee appointed by
the Department of PubUc "Works iu October 1873), with
the modifications mentioned in this [aw, and the Executive
Power is empowered to make deviotions in the lines laid
down by the said engineers without changing the route
should economy or the nature of the ground render it
necessary.
— 33 —
Art. 2„ The lines referred to are the following :
I. The Central Uruguay Eailway from Montevideo to
the town of Eivera passing through Durazno, Paso
de los Toros (Pass of the Bulls)- on the Eio Ne-
gro, and San Fructuoso, with a branch from Paso
de los Toros to Salto and a sub-branch to Pay-
sandu.
n. Montevideo and Colonia Eailway passing through the
Barra de Santa Lucia ( Eiver Santa Lucia bar ) or
Belastequi pass, the Colonies and the town of Eo-
sario.
ni. The "Western Eailway from 25 de Agosto to Oar-
melo and Nueva Palmira, passing through San Jose,
Puntas del Eosario and Puntas. del Colla, with a
branch to Mercedes.
IV. North Eastern Eailway from Montevideo to Artigas
passing through San Eamon and Melo, "with a
branch to Treinta y Tres, the Company having the
right to run another branch from San Eamon to
Minas. It can also start from Canelpnes, Piedras, or
Pando.
V. Eastern Uruguay Eailway, from Montevideo to Lake
Merim, passing through Pando, Maldonado, San Car-
los and Eocha with a branch to Minas from be-
tween Pando and Maldonado ; that is, provided the
Nd'rth Eastern Eailway does not make one.
VJ. Eailway from Salto to Santa Eosa with a branch
from Isla de CabeUos to San Eugenie (1).
(1) THe Senate and Chamber of Eepresentatives of the Republic etc.
decree : —
Art. 1. Let the following paragraph be added to article 1 of the
— 34 -
Art. 3. The permanent way and rolling stock must
always be of the best quality and in accordance with the
latest scientific developments.
Art. 4. The Executive Power is authorized to enter into
contracts for the construction and continuation of the main
and branch lines indicated in article 1, and as soon as an
offer be made for the extension of the Central Uruguay
Railway, that Company will be inmediately notified of
the fact, so that, within the term of eight months laid
down by art. 16 of the contract of 27*''- November 1877
it may state whether it will effect the conclusion of the
line and submit the necessary estimate; should it decide
not to, the Executive Power may control the extension of
the same from Paso de los Toros to Rivera.
Art. 5. The Companies cannot oppose other railways
joining up with their own or crossing them above, below,
or on the level, provided that the works in connection
therewith do not interrupt the regular train service of the
original line; in the case of a junction or level crossing,
the primitive Company will carry ont the necessary works,
keep them in proper preservation, and will station at the
point of intersection the guards and other accesories
which are indispensable for the safety of both lines, all
this to be at the expense of the new Company.
law of Augu.st 27th 18S4, " Para : 7, A branch from Maldonado to
Punta dal Este, 9tc.
Art. 2. Let this be communicated etc.
ijessioas Hall of the Honorable Chamber of Senators, Montevideo, 23tli June 1886.
Pedro Cahve,
Francisco AguHar y Leal,
Secretary.
Ministry of Government.
Lee this be carried out etc.
1st. Vice President.
Montevideo, July 1st 18S6.
SANTOS.
Luis E. PfiHEZ.
— 35 —
Art. 6. The Companies may not oppose the crossing of
their lines by ordinary roads -when the construction of the
latter is ordered or permitted ; neither may they oppose the
construction of canals or artificial water drains which may
have to cross their lines, so long as the works in connec-
tion therewith do not impair the solidity of the track nor
interrupt the regular service of the trains.
Art. 7. Every Company is obliged to share the use of
any of its stations with other companies whose lines join
up with its own; the remuneration and other conditions of
this service shall be settled by common accord.
Art. 8. "When two or more Imes, constructed by differ-
ent companies, form a junction at one place, they may
freely run their wagons and carriages over each other's
lines, paying for this privilege in accordance with the con-
ditions to be established amongst them by common accord.
Art. 9. The regulations laid down in the preceding artic-
les will be carried into effect provided that they neither
hinder nor interrupt the regular traffic of the company
owning the line on whom the service falls.
Art. 10. Should the agreements to which the foregoing
articles refer not hold good, as also in the case of any
question that may arise between the companies with res-
pect to the fulfilment of the obligation imposed by the
said articles, the matter will be submitted to the decision of
arbitrators to be named by the companies before the jjroper
judge, who, should the arbitrators fail to agree, will appoint
a third, against whose decision there shall be no appeal.
Art. 11. After they have been working twenty five years,
the State will have the right to expropriate any of the lines
which this law comprises, in exchange for the just value
of the line at the time of expropriation, plus twenty per
cent bonus.
— 36 —
Art. 12. The Nation guarantees seven per cent on the
amount fixed as the value of each kilometer of line com-
pleted and open to public service. ( 1 ).
Art. 13. The guarantee service will begin for each section
of line as it is opened to public service, but the length of
each section must not be less than fifty kilometers.
Art. 14. For the service of the guarantee established in
articles 12 and 13, and until the required amount is obtained,
fifty per cent of the Contribucion Directa (Land Tax) is to
be set aside.
Ai-t. 15. Should the tax fixed in the preceding article
not bs sufficient, or should the new use to which it is to
be put prodtice a deficit in the yearly Budget, the Legis-
lative Power, at the request of the Executive, will create
the necessary funds.
Art. 16. The guarantee service shall be effected at the
end of every six months, making up the amount which the
net taking of the line, after it has been calculated, falls short
of seven per cent.
Art. 17. A¥hen the net takings of the line exceed eight
per cent per annum, the company will return to the Go-
vernment, besides the taking in excess of that rate, the
sums advanced under the name of guarantsse, without tak-
ing into account the interests accrued on such sums.
Art. 18. The sums expended on the line in improvements
which are not included in the original projects which served
as a base for the concession, will be considered as net
(1) By the agreement celRbratod in London on the 26tli August
1891 between the Comraittee representing the holder.i of Uruguayan
Bonds and Dr. D. Jose E. Ellauri, representini? the Uruguayan Go-
vernment, which agreement was ratified by the Law sanctioned by
the Asberably on 7th Octr. 1891 and published by the Lxecntive Power
on tlie same date, it was arrai.ged tlie railways constructed in
accordance with this disposition should in future receive an interest
of 3 1/2 per cen': per annum on their guaranteed capital.
— 37 —
revenue, uuless the said improvements are carried ont in
agreement with the Exeoutive Power, and with newly in-
troduced capital.
Art. 19. So long as their net takiags do not exceed four
per ceat, the Companies can renounce the guarantee, and
thus free themselves from the obligation of returning to
the State the sums advanced with this object.
Art. 20. To the general Treasury of the State there shall
be added a section especially for auditiag and inspecting
the accounts of the dififereat Companies for the purposes of
the foregoing articles : this section shall submit a monthly
report to the Finance Department so that the portion of
the Coatribucinn Diracta fixed in article 14 may be set
apart. ( 1 )
Art. 21. The Companies are obliged to place every facil-
ity at the disposal of the Treasury and the Public "Works
Office, viz : to exhibit the books, registers and other docu-
ments which they may require to inspect in the fulfilment
of their duties.
Art. 22. The Executive Power will receive proposals for
the construction of the main and branch lines referred to
in article 1, in all of which there must be stated :
I. The amount it is proposed to fix as the value of
each kilometer of line for the guarantee of seven
per cent per annum.
(This sura must never exceed L 5000 per kilo-
raeter. )
• II. The class of buildings, materials, rolling-stock, etc.
it is proposed to use in the line, as also the maxi-
mum grade and the minimun curve radius.
(1) By a deorof) rlated November 6 th 3891 the National Railwav
Cotitrol Offico was established, and Engineers Julio Lerov Vice
President of tlio Public Works Board, and Battisto Alcest'e' with
Sr. AugiiBto Madalena chief of the Railway department in the
Treasury, were appointed members.
— 38 —
ni. The time when the works should be commenced and
concluded and the line handed over to public ser-
vice.
Art. 23. On a person presenting himself soHciting the
construction of a main or branch line, the Executive Power
will grant a term of eight months, ( which can be prolong-
ed for four more, but cannot be extended beyond that, )
for the presentation of the plans, amount of guarantee and
the other requisites indispensable for drawing up the con-
cession. During this period the Executive Power cannot
arrange with any other person for the construction of the
line solicited, but at the end of the eight or twelve months,
whichever it be, if the tenderer has not presented his plans
etc., the proposed concession wil be null and void.
The concession will not be made a public deed unless
the person interested proves having deposited to the order
of the Executive Power in one of the Banks in the Capi-
tal, a guarantee equal to one per cent of the estimated
value of the line solicited. This guarantee may be paid in
money or in Debt Bonds or property titles, and in the
two latter cases the interested party may enjoy the income
produced by the guarantee deposited.
Art. 24. The constructors of the line may withdraw the
amotmts deposited as guarantee, as soon as they can prove
having executed sufficient work to cover their value, the
railway works remaining hypothecated for said amounts
until the line is finished.
Art. 25 The guarantee dsposited by the concessionaire
■will become the property of the State should the conces-
sion legally lapse.
Art. 26. The railway concessions will lapse if, within the
terms specified in the contract, the works be not commen-
ced, or the line, or the sections into which it is divided, be
not finished.
— 39 —
"Art. 27. Should the public service of the Railway lines
be wholly or partially interrupted, tha Executive Power will
take the necessary steps for temporarily carrying it on, afc
the cost of the Companies.
"Within six months the Company must show that it has
sv.fiicient means to continue working, which may be passed
over to another Company or a third person, afier obtaining
the permission of the Executive Power.
If, even by this m^ans, the service be not continued, the
concession will be considered forfeited.
Art. 28. The interested party may appeal before the Uni-
ted Tribunals of Appeal or the High Court of Justice, if
created, against the resolution of the Executive Power de"
daring the concession lapsed.
The appeal will be decided in verbal judgment within
the term of one month, all the facts being before the Tri-
bunal (1).
Art. 29. Once the line is definitely declared forfeited, the
Executi^^e Power will cause a valuation to be made of the
(1) Litigious A'lministrntlve jurisilicf.inji. — The Senate rind Chamber
of the Representatives of the Republic etc. etc , decree :
Art. 1. It id declared that the litigiona administrative jurisdict-
ion establiahnd 'in article 23 of the law of 27th Aiigust 183^, com-
prises all questions which may arise with regard to Railways, ba
they between private parties and the State or between private
parties themselves, whenever th"y arn the result of resolutions of
the Administrative authority, with the exoeptioa of those referred
to in article 10 of the same hiw.
Art. 2. Let this coranuinicated etc.
Sessions Hall of the Honorable Ciiaaiber of Eopresentatives, Montevideo 18 th Sep-
tember 1835.
Idiartf, Boeda,
1st. Vice President.
Jose Luis Miisaglia,
Secretary.
Ministry of Governement.
Montevideo, September 19 th 1883.
Let this be complied with etc.
SANTOS.
Eduardo Zobrilla.
- 40 —
works executed and of the constraction and working ma-
terials on hand.
After this valuation has been verified, the line will be
offered for public tender for the term of one year on the
base of two -thirds of the valuation; and if within this
term there should be no tender for it, it will be again
offered for a period of six months on the base of one-
half of the valuation: if not then sold, it w^ill be offered
for the last time, for the same term, and for whatever
price may be obtained.
Art. 30. On handing over the line to the new conces-
sionaire, he shall pay in to a Bank to be named by the
Executive Power, as a deposit, the amount of the sale
which, after the expenses caused have been deducted, shall
be delivered to the concessionaire whose rights have been
forfeited.
The new concessionaire will deposit the guarantee fixed
by article 23, and the dispositions of this law will apply
to him as if he had been the first.
Art. 31. Whenever a Railway gives more than twelve per
cent per annum profit on the capital invested, the Execu-
tive Power shall have the right to interfere in the fixing
ef the tariffs in order to reduce them, after the company
has been heard on the subject.
Art. 32. The carriage of the public and official corres-
pondence will be free of all cost in the railways to which
this law refers, for which purpose a special wagon will be
provided and also a cellular one for the conduction of pri-
soners: the use of the telegraph for official telegrams will
be gratis, and free passage in the carriages of the Com-
pany will be provided for the Engineers and Government
officials appointed to inspect, control and watch the rail-
ways, as also for the judicial functionaries who may go to
— 41 -
inrestigate crimes committed in the stations or trains, or
to collect information about incidents that have ocurred
on the line.
Police Commissaries and men, war materials and the pro-
perty of the Government will be carried at one half the
rates charged to the public, these services having the pre-
ference.
Art. 33. The employes of the Railway Companies will
always be exempt from military service, and at least half
of them must be natives of the country.
Art. 34. The Railway Companies referred to in this law
will be exempt from the payment af Trade and Land
Taxes, as also of duties on the materials they may im-
port for the construction of their lines.
Art. 35. The Companies will have the power to expro-
priate the laads necessary for the line and for building
the stations and accessories, in accordance with the ruling
law of expropiation, and may take possesion as soon as
they require them, after making the corresponding deposit
on account of indemnity.
Art. 36. The guarantees and privileges granted by this
law will remain in force for forty years, counting from the
date of the concession.
Art. 37. The Executive Power will issue the decree am-
plifyng this law.
Art. 38. Let this be communicated, etc.
Sessions Hall of the Senate.
Montevideo, 22 August 1884.
Miguel Gonzalez Rodeigdez,
President.
Francisco Aguilar y Leal,
Secre';avy.
- 42 -
Ministry of Government.
Montevideo, August 27th 1884.
Let this be complied with, etc.
SANTOS.
Caelos be Casteo.
The law of 27"^ August 1884, the dispositions of which
we have just quoted, was amplified by a decree dated 3 '"'J
September of the same year giving the dispositions which
we have incorporated and which form the principal part of
the programme for the construction of the railways, and
also those wnich we will now quote as follows.
Ministiy of Government.
Montevideo, September 3 rd 1884.
In accordance with what is established in article 27 of
the law of the 27"^ August last; the President of the Re-
public accords and decrees : —
Art. 1. The Executive Power will receive tenders for the
constructioa of the lines and branches referred to in the
law promulgated on 27*'' August last.
Every tenderer must address himself in writing to the
Ministry of Government declaring that he abides by all the
dispositions and conditions established in the said law and
in this decree.
He will solicit the concession of the line or branch sta-
ting the price per kilometer and other details mentioned in
article 22 of the law, declaring that the CompanicvS formed
outside the country, will have jurisdictional and legal
— 43 —
domicile in the Republic, as -well as abroad, in order to
attend to any litigation that may arise.
Art. 2. Priority in the presentation of an offer confers
no rights on the person presenting it, the Executive Power
reserving to itself the privilege of accepting the tender
which, in its judgment, offers greater guarantees as to
efficacy, taking also into consideration the other advanta^
ges offered.
Art. 3. After a tender is accepted, the Notary of Go-
vernment and Finance will issue to the interested person
an attested copy of the minutes refering to the subject,
putting as a heading the text of the law and of this
decree.
Art. 4. If, at the conclusion of the time granted, the
petitioner should not have complied with the conditions
laid down in article 23 of the law, new tenders will be
received for the construction of the line to which the
concession refers.
If, on the other hand, he should have complied with
these conditions, the concession will be granted him by
public deed, after he has deposited the corresponding gua-
rantee.
Art. 5. The indemnity for temporary occupation of or
damage to property, interruption of work, all damages
resulting from the works and caused by the surveys, will
be for account of the Companies.
Art. 6. The Engineers in charge of the surveys must carry,
with them the necessary permit from the Executive Power
who will inform the authorities of the various Depart-
ments, through which the projected line is to run, and the
local authorities will inform the owners of the various pro-
perties, by means of notices fixed for fifteen days in the
Judges offices and principal meeting places in the campi
and in the newspapers of the Capital and the locality
- 44 —
Art. 7. At the expiration of this term, the engineers can
enter the precincts of the properties, and should they meet
with opposition, will appeal to the local Judge of the
Peace.
Art: 8. The damages caused by the surveys will be
valued by the interested party and the engineer in charge,
who should be duly authorised for this purpose by the
Company he represents.
In case of disagreement, they will proceed according to
law.
Art. 9. The concessionaire must not commence any
work in connection with the Railway or its dependencies
without the permission of Government. To this end,
plans of all the works to be executed will be submitted to
the approval of the latter, who, after receiving the report
of the Public "Works Department, will determine the
modifications that may be necessary.
Those plans, after being approved by the G-overnment
and sealed and signed by the respective Minister, will be
passed to the Archive of the P ublic Works Department.
The concessionaire will, at his own expense, take two
copies, which will be attested by the Public AVorks De-
partment : one of these will be delivered to him and the
other will remain with the Department for inspection.
Both before and during the execution of the works, the
concessionaire wil have the right to propose any modifica-
tions that he may consider useful in the projects pre-
sented.
These modifications cannot be carried out until they have
been approved by the Executive Power, after consultation
with the Public Works Department.
Art. 10. The concessionaire can, at his own expense, take
copies of all plans or documents referring to his concession
that are arL;liivod in the Public AYorks Department.
46 -
Arb. 24. It is forbiddea, at a less distance than twenty
meters from a line on which locomotives run, to :
1.) Construct works which endanger the solidity of the
track, such as excavations, quarries or mines.
2.) Construct buildings of straw or to deposit in the
open air explosive or inflammmable matters.
Art. 25. All the lands necessary for the estabKshment of
the railway or its dependencies, sidings ( public or private ))
deviation of streams, rivers, or canals, and, in general, for
the carrying out of any works whatever originated by the
construction of the railway, will ba expropriated by the
State and paid for by the concessionaire.
Art. 26. After the route has been approved, the conces
sionaire will propose the amotmts to be offered to the per-
sons interested as indemnity for expropriation. If these be
not accepted, the Attorney of Finance wiU go to the place
where the land in dispute is situated, and after the approx-
imate value of the properties to be expropriated has been
approved by the Judge, in accordance with the law, the
concessionaire will deposit the amount, receiving immediate
possession of the land.
Art. 27. The Companies cannot sell expropriated lands
without previously advertising for tliirty days their in-
tention to do so, and should the former owners or their
successors present themselves within this term, they will
have preferential right of purchase.
Art. 28 ,The construction of the Railway having been
declared of public utility, the concessionaire v.'ill enjoy all
the privileges which the laws, decrees and regulations con-
fer on the Government with regard to public works, both
in the acquisition of lands, and for the extraction, trans-
— 46 —
port and deposit of earth, stone, saud or any class of ma-
terials, and will be subject to all the obligations imposed
on the State by the said laws, decrees and regulations.
Art. 29. Should the Eailway cross a piece of land al-
ready granted for working a mine, the Department of Pu-
blic "Works will indicate the measures to be adopted by
the concessionaire in order that the establishment of the
railway does not prejudice the working of the inine, and
also that the latter does not endanger the safety of the
railway.
The works of support that it may be necessary to carry
out in the interior of the mine, on account of the passage
of the Railway, and all the damages that may result both
for the concessionaire and the owner of the mine, will be
for acconnt of the Eailway.
Art. 30. The concessionaire will execute the works with
the means and the materials he may choose, but will al-
ways be under the inspection and control of the Public Works
Department, the object of such inspection and control
being to prevent his departing from the prescribed condi-
tions and from those laid down in the plans adopted.
The Company is obliged to fence both sides of the lines
and when it crosses camps belonging to private parties,
arrangements to this end in accordance with the ruling
laws mast be made (1).
MiniBtry of Foment,
Montevideo, July 9tli 1891.
Considering that it is of the greatest public convenience to adopt
the necessary means for avoiding accidents that may occur on the
railways, especially at level crossings in populated districts :
Considering also that the campowners have a perfect right to re-
quire that the Railway companies shall take such measures as
will protect their cattle on the estencias, frequently maimed and
killed by trains in transit :
Considering also that although the Governments may require the
Railway Companies to take the above precautions indispensable for
— 47 —
Art. 31. As soon as a section of the line be finished,
the concessionaire will ask that it be qualified for public
service, and the Public Works Department will proceed to
inspect it, and if they think fit, to provisionally accept it
This inspection will be carried out by one or more en-
gineers appointed by the Public "Works Department.
According to the report of this office, the Grovernment
will authorize or otherwise the delivery of the section to
public service, but partial receptions will not become final
until after the general reception of the whole line conceded.
Art. 32. After the works are concluded and within a
period to be fixed by the Public "Works Department, the
concessionaire will, at his own cost fix the land mai'ks and
prepare the land plan of the railway and its dependencies.
He will also, in agreement with the office named, pre-
pare a statement of all the works of art constructed: this
statement will be accompanied by an atlas with plans of
these works.
One duly certified copy of the land plan, of the descrip-
tive statement, and of the plans must be made at the cost
of the concessionaire for the archive of the Public "Works
Department. Any lands which the concessionaire may
the objects mentioned, it is at the same time inconvenient to res-
trict railway construction with heavy and in many cases uncalled-
for expenses, in view of the actual traffic and the considerable
extent of line :
Considering also that the wire fencing required on both sides of the
line thi-oughout its entire length, by art. 30 of the Regulating decree
of September 3rd 1884, has been recognised in practise by other
countries as unnecesary, and even under some conditions dangerous,
especially in those countries whose territory in regard to population
and settlement is more or less similar to this :
The President of Republic decrees- -
Art. 1. The Railway Companies must fence the boundaries of
the line, where it crosses private property in the country, when
called upon by the owners to do so according to the dispositions
of articles 704 to 710 of the Rural Code on Fencing.
Art. 2. The Companies are obliged to fence the line on both
sides at their own expense near the populated centres, also the
— 48 —
expropriate or acquire after the general marking out te satisfy
the necessities of the working of the line, will be marked
out and added to the plan as they are acquired. In the
same way will be added to the atlas of works of art, plans
of all those constructed after the preparation of the atlas_
Art. 33. The Railway and all its dependencies shall always
be kept in good order so that circulation shall be safe
and easy.
The cost of preservation and of ordinary repairs, shall
be at the sole charge of the concessionaire.
If, after the Railway is concluded, it be not always kept
in good order, the Department of PubHc "Works will order
what is necessary to be done, and should the conces-
sionaire not commence the works ordered within twenty-
four hours, or if, having begun them, should not continue
them without interruption, the said ofiS.ce will proceed to
carry them out at the cost of the concessionaire, without
prejudice to the dispositions laid down in the law of the
21^^ August last. The amount of the advances made in this
mnaner will be charged by means of statements certified
by the Department of Public Works and they will be co-
llected in the usual manner.
full length of any wood and forests, in accordance with the ins-
tructions of the Public Works Board.
Art. 3. The Companies must also erect barriers attended by road-
guards at the level crossings in populated districts considered dan-
gerous by the Public Works Board.
Art. 4. The Minister of Foment is appointed to see that the present
decree is complied with, obliging the Companies to strictly com-
ply with art. 17 of tha Regulations on the General Railway Law,
as also the form and plan on which to make the level crossings
or erect barriers, in aciordance with the limitations of art. 2 of
this decree.
Art. 6. The decrees and regulations which in any clauses are not
in agreement with the dispositions of the present, are revoked.
Art. 6. Let this be published, etc.
HERREEA T OBES.
Jdan A. Capurko.
— 49 —
Art. 34. The concessionaire must provide at his own
cost, and wherever the Public Works Department thinks it
necessary, road-guards in sufficient number to ensure the
free transit of the trauas on the line and the ordinary cir-
culation in the level crossings over public roads. (*)
Art. 36. The passenger carriages will be built according
to the best models and must satisfy all demands as regards
cleanUness and space.
They will be suspended on springs and provided with
seats.
There will be at least two classes of carriages.
The l.st class carriages will be covered, padded and
closed in with glass and curtains. The second class will
be covered, closed in with glass, and provided with padded
seats and curtains.
The number of seats will be indicated inside each com-
partment.
The rolling stock for passengers, cargo, or any other
use shall be of good and solid construction in all its parts-
The engines and coaches or vehicles which compose the
rolling stock shall be always kept in good order, and none
which have been temporarily repaired shall form part of
a passenger train.
Art. 36. Powder' and other explosive articles must be
transported in trains which do not carry passengers, but
this rule does not apply to the small quantities taken by
sportsmen for their own use.
Art. 37. In the event of internal disturbance or invasion
by foreigners, the State can make use of the Railways for
its own account, paying the Companies a proportional
compensation, the base for determining which shall be the
(*) See the decree respecting road-guards farther on.
— 50 —
average takings of the line during the past year. When
the State has finished with the Railway, it shall be retur-
ned in the same state as received, fair wear and tear
excepted.
Art. 38. The articles to be carried by the Railways shall
be classified in the following manner:
A. Luggage and parcels.
B. Merchandise.
Art. 39. Under the head of' luggage are coniprised: the
trunks, boxes, portmanteaux, hat cases, bags, and, gene-
rally, the packages belonging to and accompanying pas-
sengers.
By parcels will be understood loose or single packages
which require special care and which are carried at the
same speed as passengers. All articles not included in the
foregoing clasyiucadon will come under the head of mer-
chandise.
Art. 40. All merchandise handed in for carriage by the
Railways must be in good condition and must show the
number, class and quality, the name and address of the
remitter and consignee, and the station where it is to
be sent.
For the carriage of those articles liable to produce explo-
sions or fire, or whose deterioration or proximity may
damage other goods, special precautionary measures will
be taken.
Art. 41. The obligations or responsibilities of the Com-
panies with regard to the loaders for loss, damage, or
delay in the forwarding or delivery of merchandise, shall
be determined by the dispositions of the Commercial Code
(Chap. 5, part. 3, Book 1.
In all questions not provided for by this law, the Rail-
way Companies will be subject to the dispositions of the
- 51 —
general transport laws, as also to those determined by tlie
Custom House rules and regulations.
Art. 42. The Company will not be responsible for de •
fioiencies in or damage to the contents of a closed case or
package, provided, its exterior does not show breakages or
signs of being opened which did not exist at the time of
its delivery to the Company.
Art. 43. The Companies have the right to reject pack-
ages presented in bad condition, as also, merchaadise ha-
ble to damage, and those whose packing are insufficient
to preserve them. However, should the remitter insist on
their being admitted, the Company is obliged to carry
them, but will be free from any responsibility with
respect to them, and will note their objection on the
way-bill.
Art. 44. The way-bills delivered to the guards of goods
trains, will be evidence in favor of the owners who have
lost theirs, provided that they prove their identity.
Art. 45. Should a package contain merchandise of dif-
ferent classes for which different tariffs are fixed, the high-
est of these shall serve as a base for the transport charge.
Art. 46. The Companies are responsible to the loader
for the substractions, losses, or damage to the effects de-
livered to them, except in the case of accident or force
majeure.
The exoneration of the Company from liability can
however be agreed upon, in which case it will only be res-
ponsible for the faults or omissions of its, employes.
Art. 47. If the Company should not, directly or indi-
rectly, mediate in the loading of merchandise in wagons
hirad for their carriage, they will not be responsible for
the deterioration that may happen.
Art. 4?. The Companies will not be responsible for the
— 62 —
natural waste of merchandise, provided that this does not
exceed ordinary proportions and does not arise from fraud
or neghgence.
Art. 49. On the arrival of the cargo at its destination,
should there result any deficiency or damage at the time
of delivery, claim must be made at once to the Station
master, who will give the corresponding certificate. If,
thirty days after ^the claim has been established, the
missing cargo should not have appeared, the Company
will pay for it.
Art. 50. The regular passenger trains will be composed
of carriages of all classes in sufficient number to carry all
the persons who may present themselves at the ticket office.
Art. 51, In cases where the Company may reduce the
whole or any of the tariffs, subject to certain conditions
or otherwise, they will not be allowed to again adopt
the original rates without at least a month's notice when
treating of passenger fares, or three months when of
goods rates.
All alterations in the tariffs must be pubhshed a month
in advance by public bills, and in the newspapers of the
Capital.
Art. 52. Any private arrangements made by the Company
outside the authorized tariff will, for the purposes of
the Government guarantee accounts, be treated as the
private business of the Company, and the receipts of the
line will be credited with the amount such traffic would
have produced at the authorized tariff rates.
Art. 53. The Company will be required to always Der-
form with due care, precaution, and promptitude, ana \<ii,ii-
out favour, the transport of passengers, animals, mer-
chandise, or any other articles remitted by them.
In both the despatching and receiving stations, the
— 53 —
goods, cattle, etc. must be noted wlaen 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 bj'- 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 amount 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 under the following
conditions fixing time allowed for carriage.
The maximum time allowed for any journey will be fixed
by the Public Works Board when requested by any
Company to do so.
Such maximum must 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 hours counting from
the time of reception, 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 exercising the same rights.
— 54 —
Art. 66. "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 cargo train indicated
by the Government, the Company must reserve free
of charge a special vehicle for the reception of cor-
respondence and for the eniplcjscs of the Post GiUoe.
(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 Government may require a special
traia, outside the ordinary 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, beiag previously advised by the Public
Works Board, oa the technical points to be consid-
ered in studying regularity and safety of transit.
The Company will construct and maintain 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
service.
— 65 —
This site shall be of the convenient size considered
necessary.
■ (6) The position of the buildings erected by the Post
Oifice must be so chosen as not to disturb the rail-
way service.
(7) The Post Office employees shall be allov^ed 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 "Works Board determining
their shape, size and arrangement.
Art. 59. The Company is bound to establish the electric
telegraph throughout the whole line for the purpose of attend-
iag, to the service requirements of the railway 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 approval of the Government.
The 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 authorised by a prior concession, the
concessionaire will not be allowed to oppose the works,
but the Public "Works Board will lay down tbe 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 Works Department, the Government may
— 56 —
name one or more Inspectors or special Commissioners to
revise and attend to the business of the Company.
Art. 62. The Railway Companies are responsible for the
acts committed to the detriment or injury of passengers
by their employees in the discharge of their duties, with-
out distinguishing between such acts as may have been
performed through nagligence or intentionally.
Art. 63. The Companies will be held equally responsible
for aay loss or damage occasioned by collisions between
their trains and those of any other Company that may
have acquired permission to use their line.
Art. 64. The employees of the Railway 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 alarm bell for the
guard of the train, who must immediately attend to any call.
Art. 65. 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 jurisdiction of the
Criminal Code.
Art. 66. No persons other than those in the execution
of their duties will be allowed to anter or walk on the
line. The driving of animals along the line is also pro-
hibited although they may be driven across the line, but
the person in charge must be careful not to cross when
a train is approaching.
This regulation also applys to cartmen or drivers of other
— 57 —
vehioles, who will only be allowai to "cross the liae at the
level crossings.
Art. 67. Any person who may suffer loss or damage
through noncomplianiie 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 occui'rence might have beeu avoided.
Art. 68. In each station there must be prominently
exposed the time tables, list of passenger fares, 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 Grovernment 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 upon to do so.
Art. 72. Each station must be provided with a register
which shall be revised periodicasly by the Public Works
Board or the National Eailway laspeotor, for the public
to note any complaints against the Companies or their
employees.
Art. 73. Let this law he made public.
SANTOS.
Gahlos de Castro.
- 58
Railway Law.
(amplifiyxg that of 27'^" august 1884).
Legislativo Power.
The Senate aad Chambers of Representatives of the
Oriental Republic of Uruguay, united 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 therein specified.
I. A railway from the city of Dnrazno 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 Yi).
m. 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 Treiuta y Tres.
Art. 2. Should the line from Montevideo to Colouia, 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 Rosarlo Oriental and following the mountain ridge
between Colla and Rosario until it joins the Cuchilla
Grande (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 ranniug along the ridge
which divides the water from San Salvador.
Art. 3. The regulations of the law of 27"> August 1884
with respect to the juaction and service in connection there-
with will apply to the main and branch lines authorised
in the preceding decrees.
Art. 4. The Executive Power is authorised to contract
for their construction either for the account of the State
or through a concessionaire.
Art. 5. In the same way the construction is authorised
of broad or narrow gauge railw aj'^s intended to afford
direct communication, both locally and v/ith the capital, to
camp towns and other rural centres. The cost of these
lines rwisb not exceed three thousand pounds sterling per
kilometer, including rolling-stock, stations, telegraph, etc.
The Executive Power will either submit the general plan
of these lines to the Legislative Council for approval, or
will iu each case ask for the necessary authority to con-
tract for ther constfuction.
Art. 6. In the concessions which may be granted, in
conformity with art. 4 of this law, the Executive Power
may grant a maximum guarantee of 7 "/o on the maximum
price of five thousand pounds sterling per kilometer of
road ready for public traffic : this guarantee to last for 33
years from the date of granting the concession. If on
account of difficulties in the route to be traversed, the
real cost should exceed £i 5.000 stg. per kilometer, on
this being verified by the G-overnment technical offices, the
Executive Power shall fix a proportionate rate of guaran-
tee interest on the legal value per kilometer of the line
(which value must in no case exceed t 7.000 stg.^, so
that the total sum to be paid them will be same 7 "/o on
L 5.000 per kilometer as fixed in the preceding paragraph
— 60 —
Art. 7. la every contract of concession must be stipula-
ted the maximum tariffs which the Company may charge
the public, and the Executive Power will have the right
to exact a reduction in them and to intervene in the com-
pilation of the new oaes, should the Railway return more
than 8 "/o- In such case, the reduction of tariffs will be
limited to the excess over 8 "jo which may be payable to
the State as returned guarantee in accordance with art. 17
of the law of 27«i August 1884.
Art. 8. No concession whatever will be granted except
on condition that, 90 years after being granted, the line
becomes the property of the State, v^ithout any remunera-
tion whatever.
Art. 9. Relinquishment of the guarantee in accordance
with article 18 of the law of the 27'" August 1884, wUl
not exonerate the Companies from the obligations imposed
by this law.
Art. 10. Any Concession granted by the Executive Power,
the conditions of which have not been complied with
within the periods fixed by art. 23 of the said Law, will
be declared forfeited, no matter what may have been the
obstacle to carrying out the same.
Art. 11. The questions which may arise between private
persons as to prior right to a concession, even though not
yet granted, will be shortly and summarily decided by the
Executive Power, against whose decision the Supreme Court
of Justice, or the Tribunal representing it, may be appealed
to. Their decision must be given within thirty days at the
latest, no excuse of any of its members or other incident
which may delay final judgment being admitted.
In the case of concessions already granted action can only
be taken against the State: these questions shall be resol-
ved in the form and according to the procedure above esta-
blished.
— 61 —
Art. 12. For the payment of the railways constructed
for the national accouat, the Groverument will issue Public
Debt bonds to be called " Railway Boiads " bearing 6 %
annual interest payable quarterly, and 1 "/o amortization
payable annually and these bonds shall be specially gua-
ranteed by the railways which erev constructed by them,
the earnings of same, and by the general national revenue.
These bonds may be redeemed at anytime at par value.
Art. 13. The construction of railways for the account of
the nation shall be undertaken at a fixed cost per kilome-
ter, but ith the object of wassisting the contractors the
Government may arrange with them the separate valuation
of the various items it being understood that the total shall
be within the kilometric cost.
Art. 14. The maximum cost per kilometer will in every
case be fixed by the proper Departments based on the
technical studies, and in accordance with same general
tenders will be asked for which must not exceed the sti-
pulations of articles 5 and 6.
Art. 15. The Government will pay for these lines in
sections as completed and handed over to public service.
Art. 16. When the Government have accepted the most
advantageous tender, and thus determined the cost of the
line to be constructed, it shall issue the necessary amount
of Bonds to make the payments when convenient. The
Government are empowered to negociate these Bonds depo-
siting the amount in a bank, to be devoted solely to the
payment of the construction of the line, or they may pay
same to the contractor at the rate agreed upon in the con-
tract, which rate shall on no account be less than 85 "/o
of their nominal value.
Art. 17. In accordance with the Law of June 25"' 1860
the construction of all national railways shall be publicly
— 62 —
tendered for, and the applicant whose proposal may be
accepted shall deposit a guarantee of one per cent of the
total amount of the contract.
Art. 18. The concessionaires of the lines already assigned
to private iadividuals, by the Government, for construction
for the account of the Nation, under the Law of 1884, are
exempted from the stipulations of clause 17.
Art. 19. The Government will each 3'ear draw up the
tariffs for the various national railw^ays and will submit
them for the approval of the Legislative Chambers, without
which formality no change must be made in the existing
rates.
Art. 20. The Nation may at any time expropriate the
railways held by any private Company, in accordance with
the general law of Expropriation, always provided that in
the concessions already granted this clause is not specially
legislated upon to the contrary.
Art. 21. Those articles of the law of August 27ti» 1884
not in accordance with tho^se of this law are hereby re-
pealed.
Art. 22. The Government will issue regulations for the
promulgation of the present law.
Art. 23. Let it be published, etc.
Hall of Sessions of the Assembly, Montevideo, Novem-
ber 28th 1888.
Fernando Toeees.
Francisco Agu'dar y Leal,
Secretary of the Senate.
Manual Garcia y Santos,
Secretary of the Legislative Assembly.
— 63 —
Ministry of Government.
Montevideo, November 30th 1688.
Itis hereby deareed that this be complied with, communicated
to whom it may coacern and inserted in the National Registry.
TAJES.
Julio Heeebea y Obes.
Law
EELATING TO THE CONCESSION OE THE URUGUAY INTERIOE
EAILWAY.
Ic is hereby decreed by the Senate and House of Re-
presentatives of the Oriental Republic of the Uruguay
assembled ia Council: —
Article 1. The (lovernment shall contract with Messrs.
Castro Petty aad C.» (1) for the construction and delivery
to traffic of the Uruguay Interior Railway, starting from
the port of Colonia and reaching the Brazilian frontier,
passing through Trinidad, Durazno, and Cerro Chato, in
accordance with the stipulations of the laws of August
27"! 1884, November 30*^ 1888, and ths' -Executive decree
of September 3'"^ 1884, on such points as are not ia
opposition to the preseat law. The line will be divided
into three sections: the first exteading from the Port of
Colonia to the town of Darazao, running through Perdido;
(1) The actual conces-sionairos are Messrs. Collet Castro & C".
— 64 —
the second from Durazno to Yi or Cerro Chato, formiag
a juactioa witli the North -Eastern Railway; and the
third from Yi or Cerro Chato to the Brazilian frontier
iu the direction of the road to Bage.
Art. 2. The concessionaires must present definite surveyed
plans of this line within eighteea months from the
date of the concession, and within three years from the
date of their approval the first section from Colonia to
Durazno must be completed and opened to public service,
the other sections to be finished two and four years later
respectively.
Art. 3. The National Government guarantees to the
concessionaires an annual interest of six per cent (6 "/»)
on the capital invested in the construction of the line, on
a cost of ii 5.000 per kilometer.
Art. 4. The concessionaires are authorized to construct
in the port of Colonia, and on the lands they acquire, the
wharves and storesheds that may be required to facilitate
the business of the line, the G-overnment determining in
due course, in agreement with the concessionaires, the
regulations for the general management of same, and
establishing the charges to be made for storage.
Art. 5. Whenever it may be compulsory, in the arrange-
ment of the general plan of the line, to use the public
streets of any town or city crossed by the railway, the
concessionaires are empowered so to do, free of charge,
subject to the regulations laid down by the Executive
decree of September 3'^ 1884.
Art. 6. The tariffs of rates and fares shall be mutually
fixed by the Government and concessionaires.
Art. 7. The freight on the transport of the materials used
for the construction of the hue shall not be considered as
a source of income when arranging the guarantee accounts.
— 65 —
Art. 8. The concessionaires undertake to establish, an agri-
cultural colony of at least five square leagues in extension
between Durazno and Cerro Ghato.
Art. 9. Let this law be published.
Sessions Hall of the Senate.
Montevideo, Setptember 4th 1889.
Francisco Aguilar y Leal,
Secretaiy.
Xavier Lavina,
i>' Vice President.
Montevidee. September 5t]i 1889.
The Legislative Chambers yesterday sanctioned the law
which I now have the honour to pass to the Executive
Government, authorizing the contract with Messrs. Castro
Petty and Co. for the construction and opening to traffic
of the Uruguay Interior liailway from the North of Colonia
to the Brazilian frontier. I take this opportunity of assu-
ring the Executive Government of my sincere respect.
Xavier Lavina,
1st Vice President.
Francisco Aguilar y Leal,
Secretary.
To the Executive Oove^-nment of the Refuhlic.
— 66 —
Ministry of Grovernraent.
Montevideo, Setember Gtti 1889.
It is hereby decreed tliafc receipt be acknowledged of
the above law, and that it be communicated, published,
complied with and passed to the National Registry.
TAJES.
Julio Heereba y Obes.
We will now recapitulate the early steps connected with
the commencement of the first line of railway constructed
in the Republic.
In 1865 the concession for the Central Uraguay Rail-
way was granted to Mr. Senen M. Rodriguez who made
over his privilege to a syndicate of capitalists including
Messrs. Daniel Zorrilla, Antonio M. Marquez, Juan M.
Martinez, John D. Jackson, Thomas Tomkinsoa, James
Cibils, John Mac Coll, Joaquin B. Belgrano, John B. Ca-
purro and John Proudfoot, who in turn organized the
Company denominated the Central Uruguay Railway Com-
pany, of which they formed part as the founding members.
At the same time the Decree of October 4"* 1866 was
promulgated to indicate what method of procedure should
be a,dopted in the construction of the first sections of
raihvay constructed in the Republic, and it established
that the line should run from the Plaza Artola or most
convenient site to the town of The Union being continued
from there to Durazno via Piedras, Canelones, Santa Lii-
cia and Florida, with the right for the Company to extend
the line to the Brazilian frontier and granting the follow-
ing cor cessions :
— 67 —
(a.) State guarante of 7 "/o anuual interest on the
capital expeaditure of L 10.000 per English mile of 1609
meters ooustructfid,. for the term of forty years.
The arrangement of this guarantee Avould be made
annually by the payment of the difference that should
result between the amount of the net profits of the line
and the total sum of the guarantee.
In order to arrive at the former amount 55 »/o of the
gross receipts would be recognised as working expenses.
(h.) Exemption from all duties during the term of the
guarantee on all materials imported for the exclusive use,
construction and consumption of the raih\-ay.
(c.) Exemption, for the term of forty years from the
date when the whole line was opened to traffic, from all
property duties or taxes for the Company's property.
(d.) Exemption from military service of all the employees
engaged in the construction, management or service of the
line.
(e.) Free use of all public roads for the laying down of
-the line witli the obligation on the part of tke Company
to take all possible precautions for the public safety.
( f. ) Cession to the Company of any national or muni-
cipal lands required for the purposes of the railway
constrtiction, and the right of use of any public plaza
similarly required.
(g.) Expropiation for the private account of the Company
on the plea of public iitility of any private properties
required for the construction of the line, executing such
acts in strict accordance with the law on such, matters.
(/(.) The right to coastract branches with. th.e previous
consent of the Government from the main line, vhich bran-
ches shall also enjoy the guarantee of 7 "/o.
(^.) The Government in the desire to assist such enter-
— 68 —
prise as would enrich and increase the prosperity of the
Eepubhc would voluntarily subscribe for 2000 shares so
soon as the construction works might be commenced
paying for same by monthly instalments of t 2000.
The Company for their part undertook —
(a.) To repay to the State the sums that might be so
paid as guarantee with the half of the net profits of the
line over and above 7 "/o interest on the capital during the
duration of the forty years of the concession.
(&.) To construct the line and its appurtenances in the
most solid manner possible, adopting the 4 feet 8 Ya inch
guage, and terminating the section to Durazno within six
years after the commencement of the work.
{(■..) To carry the public correspondence free, to transmit
the public telegrams free, also to carry at half the public
tariff rates the troops, war material and national property,
giving preference to such official services.
(d.) To erect at their own expense, v/hen called upon
by the Government, the electric telegraph throughout the
extension of the line, placing same at the disposition of the
Government whenever called upon.
The Government reserved the right: —
(a.) To intervene in the making of the tariffs whenever
the net profits amount to 16 "/o.
(b.) To intervene in the Companys operations under any
of the special concessions granted.
(c.) To inspect the works of the railway both during
and after construction.
It was at the same time established: —
(a.) For the payment of the service of the deficit
which as guarantee corresponds to the state to pay after the
liae v/as opened to public traffic either in complete or par-
tial sections the Departmental Councils of the Capital,
— 69 —
Caneloues, Florida, Darazno, and any other point to "which
the line may be carried, shall contribute the half of their
net revenue after paying their respective expenses.
(&.) Any questions between the Company, the Govern-
ment, or private individuals, shall be settled by arbitrators
appointed mutually by both parties.
With the idea of giving what impulse they could to
the construction of the Central Railway, on January 14"'
1S68 the Government issued a decree authorizing the
Sindicate to offer, in the name of the State, the transfer
of the concession of the line to an English Company
with a guarantee of 8 "/o per annum to be paid from the
national revenue on the actual cost of construction under
the Government control, also sanctioning the change in the
constitution of the new Company.
The guarcatee v/as thus increased 1 o/o Avhilst the other
concessions granted by the decree of October #'' 1866
were only modified ia the part relating to the amourit of
capital on v^'hich the guarantee v/ould be paid, this being
admitted as the cost of the construction made under
the Government control.
This latter change on the decree of October 4"^ 1866
notwihstanding the increase in the amount of the guar-
antee by 1 "/o, it would appear did not meet the views
of the Concessionaires as the line was constructed as far
as Durazno under the original decree of October 4"' 1866.
The Company of the Central Uruguay Railway was
reorganized by an agreement made on February 25"' 1878
between the Executive Power and Messrs. Cooper, Capurro
and "Weldon on behalf of the Company, by which the
guarantee stipulated and accorded -as in clause a of the
concession of October 4"' 1886 was cancellecl, the other
concessions as indicated in the remaining clauses being
— 70 —
confirmed as also the Company's obligation under clause
c, and the right of iatervention reserved by the Govern-
ment under clause (a).
It -was further stipulated, in addition to the original
clauses of the concession which formed part of the new
agreement, that the Government undertook, to assist the
Company for a term of ten years -with an annual sub-
vention of $ 5000, — payable half yeai-ly ; the Company
promising to do all possible to raise abroad the necessary
capital to continue the line to the other side of the
River Yi.
The Government agreed to give up the 6000 shares
held by the State in the Railway the same to be at once
destroyed; they promised to pay to the Company all
sums owing for any services or guarantees over due ; the
Company undertook to obtain previous authorization from
the Government for the construction of any branch lines
off the main line, it being likewise agreed on the bases
of this concession that the Company might continue the
line to the Brazilian frontier. The line would belong in
perpetuity to the Concessionary Company, the privileges
and exemptions being continued for a period of forty years
from the date of this agreement which annulled all pre-
vious concessions to the present.
The concessionary Company began the construction of
the large iron bridge that spans the River Yi and the
section from Durazno to the station North of the Yi was
opened to public traffiic in 1879.
On September 24"! 1884 the law was promulgated
authorizing the Executive Power to contract with the
Central Company for the continuation of the line from the
River Yi to the North side of the River Negro in Paso
de los Toros under the follwing stipulations:
- 71 —
Tlio Government wovild pay to the Company L 500 per
mile of the mentioned extension, in special bonds to be
called "Advancement of Railway bonds" (Fomento of
Railways) bearing 4 % per aunmn. The Company \youid
commence to amortize the bonds received for the construction
of the line two years after tke date of their delivery with
the surplus of the 8 "/o of th.9 net receipts of the wholf
line from Montevideo to Paso de los Toros, inasmuch as
might be earned. The bonds of the Fomento of Railways
would be delivered by the Government as soon as the
line was opened to traffic to the ISforth bank of the Rio
Negro, and the interest would be paid on the same dates
as fixed for the service of the "Central Uruguay Railway
debt."
It is obligatory on the part .of the Company to submit
to the Government, whenever called upon so to do, the
books registers and other documents that may be required
to be verified to comply with the terms of the law, and
any neglect to fulfill this clause will relieve the State
from the fulfilment of the obligations contracted.
The extension m^entioned was constructed and the Central
Company were authorized to definitely opea same to public
traffic by the decree of February 17* 1887.
The progress of the construction of the raihvay system
in 1884 represented 411 kilometers 700 meters opened to
public traffic as folio v/s.
Central Uruguay, Montevideo to Yi . . . 209.
" " Branch to San Jose. . . 33.
North "Western of Uruguay 112.3
Uruguay North Eastern. ...... 34.4
Northern to Santa Lucia 23.
— 72 —
At that time the Legislative Chambers passed the Lav/
of August 27"' 1884, promulgated by the Decree of
September 3'^ of the same year and with that law was
incorporated with admirable foresight the general plan of
the Railway system proposed by the Commission of
Engineers above mentioned, and ou that date v/as realized
one of the achievements that has most contributed to our
grand future and the prominent position that our system
virill serve in the quick service of Central South America.
By the following comparison the difference in the con-
ditions established under the two Lavv's will be observed.
LAW OF 1884.
(a.) Perpetual concession.
(i.) Guarantee for a period
of forty years of 7 "/o on a
maximum capital outlay of
L 5.000 per mile.
(c.) Eight of the Govern-
ment to intervene in the
making of tariff rates when
the line earns more than
12 "/o.
LAW OF 1888.
Concession for ninety years
at the expiration of which
the line becomes the property
of the State without any
indemnization.
Guarantee for a period of
thirty three years of from 6
to 7 »/o according as the
maximum cost of construction
may be L 5.000, or in excep-
tional special cases may cost
L 7.000 per kilometer.
A stipulation in each con-
tract of concession as to the
maximum rate that the Com-
pany shall be allowed to
charge the public, the Execu-
tive Power being authoi-ized
to demand a reduction of
same and intervene in their
formation when the line earns
more than 8 "/o the reduction
thus made being limited to
that share of the interest
which over and above the
- 73
(d.) Eight of the State to
expropriate any railway after
it has been opened to traffic
for 25 years, paying a fair
valuation of the property at
such time_ plus 20 "/o for
the goodwill.
8 "/o would correspond to
the State as a return of the
Guarantee in accordance with
article 17 of the law of
August 27*1'.
Eight of the State to ex-
propriate any railway at any
time in accordance with the
general law of expropriation.
(e.) Atithorises the con-
struction for the account of
the State of railways of
general utility or merely of
local advantage, the Executive
Power being empowered to
issue Railway Bonds, at 6 <>/o
interest payable quarterly
with 1 "/o amortization payable
annually, to meet the cost of
same.
In the agreement celebrated in London on August 26*''
1891 with reference to the conversion and consolidation
of the External Debts, creation of new bonds and the
consequent interest service, a modification was made in
the part referring to the Railways as regards the rate of
interest guaranteed on their capital in accordance with
the laAV of 27*11 August 1884.
The contracting parties ; on the one hand, the Govern-
ment represented by their financial Agent Dr. Jose E.
Ellauri, and on the other hand, the Central- Uruguay
Eastern Extension Railway Company, Limited, the Central
Uruguay Northern Extension Company Limited, the North
Eastern of Uruguay Railway Company Limited, the Mid-
land Uruguay Railway Company Limited, the North-
- 74 -
■western of Urugtiay Railway Company Limited, and the
Uruguay Northern Railway Company Limited, arranged
the conditions of the guarantees and their services as set
forth ill the followiag articles of the agreement above re-
ferred to.
" Article 15. The Guarantees by the State of interest
given by any existing Law to all or any of the Railway
Companies mentioned in Article 1 shall be reduced as
from and after the 31^' of December, 1891, from 7 to 3 Y2
per cent, per annum on the sum L 5.000 per kilometes
during the remainder of the respective periods of guarantee
fixed by the Laws and Concession under Avhich they are
payable. The amount of the reduced interest so guaranteed
shall be paid in Iiondon direct by the Bankers to the
said Railway Companies by e^ual quarterly instalments
oa the 1^' of May, August, November and February, in
each year, in respect of the quarters ending in Marh,
June, September and December, the first payment to be
made on the l«t of May, 1892.
" Article 16. The net earnings of each Raihvay Com-
pany during each year ending Sl^t of December shall be
applied in the following manner: —
lst_ "W'hen the net earnings do not exceed 1 1 -2 per cent,
per annum on the sum of L 6,000 per kUometro
they shall be retained by the Raibray Company for
its own use, without making any deduction whatever
from the guarantee.
2ad_ When the net earnings exceed the 1 1/2 per cent,
mentioned in the last paragraph, which is to be le-
tained by the Railway Oompnny, the excess up to
3 1/2 per cent., that is to say, from 1 1/2 per cent.,
to 5 per cent., always on the sum of L 6,000 per
kilometre shall be appHed to reduction of the inte-
rest guaranteed by the State.
— 75 —
3^''^. When the net earnings exceed 5 per cent, the
excess np to 6 per cent, per annum on the sum
of ii 5,000 per kilometre, shall be retained by the
Eaihvay Company for its own use.
4^'^. All sums received up to now and to be received
hereafter by the Company from the State in respect
of guarantee shall be returned to the Grovernment
out of the net earnings exceeding 6 per cent, per
annum on the sum of L 5,000 per kilometre, until
complete reimbursement.
" Article 17. Each Company shall deliver to the
Government and the Bankers quarterly provision.al accounts
showing its earnings and expenses during each quarter
(commencing with the qiiarter ending Bl'*' March, 1892),
within one month after the expiration of such quarter
and the Bankers shall deduct from the quarterly instal-
ments payable, such amount or amounts as shall be shown
by the accounts thus rendered to be in exceess of the
amount required in respect of the guarantee. All such
quarterly accounts and payments shall be provisional only
and shall be afterwards definitively adjusted on the com-
pletion of the audit of the definitive accounts for the
vv'hole year, as provided by the next Article.
" Article 18. The provisional quarterly accounts are only
established for the purpose of not interrupting the pay-
ments at the fixed dates. Definitive accounts of the working
of each railway up to the 31^' of December in each year
shall be delivered by the Railway Company to the Grovern-
ment within two months after the close of such year, and
the audit of such accounts shall be proceeded with promptly_
On completion of the audit the Company shall forthwith
refund to the Bankers any amount shown thereby to have
been paid to the Company in excess of the amount payable
— 76 —
in respect of guaranteed interest in terms of articles 15
and 16, or shall receive sucli further amount as it may be
entitled to, as the case may be. No further payment shall
be made to any Company until any amount due from , it
shall have been refunded, but no quarterly payment on
account shall be withheld on the ground of the non-com-
pletion of the audit of the accounts by the Grovernment
auditors, the railway Company not being in default. Any
question in difference arising on the audit shall be settled
in maimer provided by the Railway Concessions and
Laws.
" Article 19. Except only as hereby varied the provi-
sions of the Laws and Concessions relating to the said
Railways remain in full force.
" Article 20. If, in consequence of the present arrange-
ment or for the purpose of carrying the same into effect,
it should be necessary or be deemed expedient for any of
the said Railway Companies to go into liquidation, such
Company and its Liquidators will have the right of
transferring its Concession to a new Company which shall
be recognised by the Government as entitled thereto, with
all the rights and privileges of the old Company thereunder _
The ad referendum agreement of which the above
articles form part v/as ratified by the financial agent of
Uruguay in London in accordance with the law published
on the T**" of October 1891 which authorized the Execu-
^ve Power to arrange the External Debt and the Rail-
Avay guarantees.
la their turn the companies, through their representatives
ratified the agreement, which was therefore definitely
concluded.
— 77 —
In accordance with the regimen determining the laws
and decrees bearing on the subject, concessions have been
granted for the construction, which will be carried ont,
of all the lines forming the railway system of the Republic.
Later on we will give the technical features of each
one of the trunk lines already constructed and open to
service, as also of the Interior of Uruguay Railway,
which, in. this Republic, forms a section of the Inter-
Oceanic line from Recife to Valparaiso)
78 —
Physical features of the Railways
OF THE OR.IEnsrTA.L R.EFtJBLia OF XTR-ITG-U A.Y.
CENTEAL UEUGUAY EAILWAY.
LENGTH OF LINE 314 KIL: 600 MET:
N.os
LENGTH
kil: met:
GRADIENTS.
Of
90. .
Between 20
and
13.26
it
13.26
and
10.00
11
10.00 and
5.67
u.
6.67
and
5.00
H
5.00
and
4.00
U
4.00
and
3.30
Of]essthaii3.30and
1.00
Total of gradient line
" " level do
Maximum gradient 20 per 1.000. . ,
do do, height of, 8. 40 met,
do do, length 4.30 "
CURVES.
From 200 met. to 500 met. radius.
" 500 " « 800 " "
" 800 " " 1.000 " "
Over 1.000 met. radius
2
52
104
100
74
25
25
124
606
113
83
69
29
294
0.796
22.176
91.850
46.043
34.673
9.886
10.306
67.334
273.063
41.537
36.923
29.756
18.430
14.119
Total length of curved line ....
" « " straight "...,.
Shortest piece of straight line between two
curves in an opposite direction
Shortest piece of level line between two
contiguous gradients
(1) Such a piece of line exists at l.-il: 65.260 m.
(2) " " " " " " " " 69.610 m.
99.228
215.372
60 met. (1)
40 " (2)
79 —
Central Uruguay Morthern Extension Railway.
LENGTH OF LINE 293 KIL I
326 met:
LENGTH
N.o»
kil: met:
GRADIENTS.
Between 16 and 13.26 per 1000.
66
39.950
" 18.26 and 10.00 " "
208
94.294
" 10.00 and 6.67 " "
82
27.605
6.67 and 6.00 " "
48
15.358
" 5.00 and 4.00 " "
30
10.627
" 4.00 and 3.30 " "
17
6.420
Of less than 3. 30 per 1.00 " "
34
11.315
Total length of gradient line ....
485
204.569
" « " level " ....
—
88.756
Maximum gTadient 16 per 1.000. . .
" " height of, 29. 60 met.
« " length 18.50 "
CURVES.
From 200 met. to 500 met. radius.
76
30.775
" 500 " " 800 " " .
101
44.727
" 800 " '■■ 1.000 " " .
53
20.236
Over 1.000 " radius
46
18.713
Total length of curved line
276
114.451
" " " straight
—
178.874
Shortest piece of straight line betvi^een
two cur
ves
in opposite direction
.
. 100 met.
Shortest piece of level line between i
wo cor
iti-
s'uous gradients
. 100 "
c^ \kx^ \^KJ C^ * tv\*l ^\JJ-^ XJiJ m u • • • t * ■ ■
80 —
Nortli-Eastern Railway.
LENGTH or LINE 206 KIL: 200 met:
N.os
LENGTH
kil: met:
GRADIENTS.
Between 16 and 13.26 per 1000.
" 13.26 and 10.00 " "
" 10.00 and 6.67 " "
" 6.67 and 6.00 " "
" 5,00 and 4.00 " "
' "■ 4.00 and 3.30 " "
Of less titan 3. 30 and 1.000 " "
11
137
39
29
16
12
24
7.650
71.600
16.670
15.175
7.025
6.575
14.325
Total lengfcli of gradient line. . . .
" _ "^ "_ level " . . . .
Maximum gradient 16 per I.UOO . .
'' " lieight 16.90 met.
" " length 1.050 «
CURVES.
From 200 to 600 met. radius . . .
" 500 " 8 JO " "
" 800 " 1.000 " '•
Over 1.000 met. radius
268
55
71
65
12
138.820
67.380
20.860
27.678
20.592
4.884
Total extent of curved line
" « " straight "
203
74.014
132.186
Shortest piece of straight line hetween two
curves in opposite directions 100 met.
Shortest piece of level line between two con-
tiguous gradients 100 "
— 81
Montevideo -Minas Railway.
LENGTH OF LINE 122 KIL: 615 MET:
N.os
LENGTH
kil: met:
GRADIENTS.
Of 20
Between 20 to 13.26
" 13.26 to 10.00
" 10.00 to 6.67
6.67 to 5.00
" 5.00 to 4.00
" 4.00 to 8.30
Ofless than 8.30 to 1.000
per 1.000.
u u
II u
II u
u u
u u
U II
li 11
19
74
43
39
19
11
7
39
4.820
25.204
11.920
14.727
5.955
8.940
3.580
22.720
liens'th of eradient line. .
251
32
22
39
16
92 . 866
« " level " 1
29 . 749
Maximum gradient 24 .per
" " height
« " length
CUEVES.
Between 200 to 500 i
" COO to 800
" 800 to 1.000
Over 1.000 met. radiu
1.000. . .
5.80 met.
2.40 "
Qet. radius.
II II
II li
3
e
7.520
7.292
13.608
6.882
Total length of curved lin
« " " straight "
109
35.302
87.313
Shortest length of straight line between two
curves iu opposite directions 91.32 met.
Shortest length of level line between two
contiguous gradients 100 "
82
Midland Uruguay Railway.
LENGTH OF LINE: 317 kilom: 775 met:
N.06
LENGTH
kil: met:
GRADIENTS.
Between 16 and 10 per 1.000
" 10 " 5 " "
OflessthanS « "
Total length of gradient line .
" " " level " .
Maximnm gradient 16 pep 1.000
" " heiglit 27.60 met
" " length 17.25 "
CURVES.
With radius of 300 met. . . .
Between 400 and 800 " radius.
" 800 " 1.000 " «
" 1.000 " 2.000 " "
Total leugfcli of curved line ,
" " " straight " .
392
116
75
583
1
70
14
110
195
159.806
34.567
27.860
222.233
95.542
0.241.73
26.879.71
5-430.87
29.543.10
62 095.41
255.679.59
Shortest piece of straight line between two cur-
ves in opposite directions 100 met.
Shortest stretch of level line between two conti-
guous gradients 100
lortli-West of Uruguay Railway.
This line, from Salto to the Cuareim River, is 187 kil
800 met. long, but it only enjoys State guarantee for the
part comprised between the Yacny stream and Santa Rosa,
83
a length of 81 kil. 257 met., whose physical features are
as follows:
LENGTH OP LINE 81 KIL: 257 aiet:
LENGTH
kil: met:
Between
u
15
12
10
6.66
5
Of less than 2 . 60
GRADIENTS.
16.66 and 16 per 1
12
10
6.66
5
2,
50
per
000
u
u
u
u
a
u
Total length of gradient line. . .
" _ " " straight "...
Maximum grade 16.66 per 1.000.
" " height 16.07 met.
" " length 9.50 "
CURVES.
With
u
600 met. radius
700 " "
" 800 " "
" 900 " "
" 1.000 " "
" 1.500 " "
« 2.000 " "
" 4.000 " "
Total length of curved line
« " " straight "
Shortest stretch of straight line between two
curves in opposite directions 100 met.
Shortest piece of level hne between two con-
tiguous gradients 100 "
9.581
5 225
7.420
10.863
6.275
8.450
13.007
60.821
20.436
1.336
0.677
0.926
10.241
1.241
0.803
0.199
0083
15 , 506
65 . 751
84 —
lortfiern Uruguay Railway.
LENGTH OF LINE 114 Kit: 200 MET:
N.os
LENGTH
kil: met:
GRADIENTS.
Between 15.384 and 10 per
" 10 and 5 "
Of less tlian 5 per 1.000. . .
1.000.
u
62
27
29
58.475
14.700
19 300
job . '.
met. .
u
radius .
LL
u
Total length of gradient line .
" " " level " .
Maximum grade 15.384 per l.(
" " heiglit 40.23
" " length 3.200
CURVES.
Between 500 and 800 met.
" 800 and 1.000 "
" 1.000 and 2.000 "
" 2.000 and 6.000 "
118
48
16
13
2
92 475
21.725
20.076
5.447
3.701
0.480
Total length of curved line ! 79 29.704
" " " straight " . . . .|| _ 84.496
Shortest straight stretch between two curves
in opposite directions 100 met.
Shortest level stretch between two contiguous
gradients 100 "
— 85 —
The following figures refer to the physical features of
the lines in the Republic of most iateraational impor-
tance.
PLANIMETEICAL FEATUEES.
RAILWAY.
Central Uruguay
-Railways and
27orthern Ex-
tension. . . .
North-Eastern
Railways. .
Midland Uru
guay Rail-ways
Internationa]
Uruguay Rail
ways . . . ,
Termini.
Shortest distance
bet\feeii
termini.
Montevideo , Paso
de los Toros t-o
Rii/era
Montevideo to San
Ramon and Nico
Perez
Paso de los Toros
Pay.sandii and
Salto ......
Colonia, Durazno,i
Cerro Chato and'
Idl: 126, Quel, sec- 1'
tion, to Sao Luis.'
424 kil'ers.
117 kil: 500 m.
2B0 kil:
502 kil: BOO m.
Length of
line
between
termini.
567 kil:
149 kil:
788 m. (1)
317 kil:
775 m.
617 kil:
722 m.
Increased
distance
taken by
line com-
pared with
shortest
distance.
25,24 »/o
27,48 »/o
27.20 »/o
22.46 "/„
RAILWAY.
Percentage
of
straight iine.
Percentage
of
curved line.
Central Uruguay and Northern
Extension Eailways ....
North-Eastem Uruguay Railway
Midland Uruguay Railway . .
Uruguay Internal Eailway . .
64.85
69.31
79.00
76.49
35.15
30.69
21.00
24.51
ALTIMETEIOAT,
FEATUEES
RAILWAY.
Percentage
of
gradient line.
Percentage
of
level line.
Central Uruguay and Northern
Extension Eailways
North-Eastem Eailway. . . .
Midland Uruguay Eailway . .
Uruguay Internal Eailway . .
78.73
67.30
69.93
62.34
21.27
32.70
30.07
37.66
(1) San Ram6n and Nico Perez are considered termini.
-^ 86
KAILWAYS.
GRADIENTS OF.
PER CENT.
Central Uruguay
and
"/o
Northern Extension .
between 20 and 10 per 1.000
40.83
" 10 " 5 " "
20.35
« 6 " 0 " "
17.42
level.
21.40
North-Eastern . . .
between 16 and 10 per 1.000
" 10 " 5 " "
38.39
15.39
" 5 " 0 " "
13.54
level.
32.70
Midland Uruguay .
between 16 and 10 per 1.000
50.29
a 10 " 5 « "
10.87
" 5 " 0 " "
8.77
level.
30.07
Uruguay Interior .
,
between 16 and 10 per 1.000
30.85
a 10 " 5 « "
11.15
" 5 " 0 " "
20.34
level.
37.66
RAILWAYS.
Curves
on the level.
MINIMUM RADIUS
400 METERS.
Curves on gradients of
0.01 to 11.99 »/o 12 to .6 »/o
Total "/o
of curves on
the line.
Central Uruguay and
Northern Extension
North- East. . . .
Midland Uruguay .
Uruguay Interior .
10.04
"/o
8.82
5.51
7.84
11
95
o/o
12
22
5
68
10
65
16.89 o/o
9.65
9.80
6.02
38.88 0/"
30.69
21.00
24.51
87 —
Cross sections of the Railways.
The cross sections adopted in the construction of the
lines in the Republic are all of a similar type. Those
shown on plate N.*-' 1 correspond to the Northern Extension
of the Central Uruguay Eailway and are in accordance
■with the prescriptions of tlie railway law of 27"^ August
1884 and the decree, amplifying it, of September 3"^ of
the same year.
Owing to the firm nature of the soil and subsoil, the
road-bed of the railways in the Eepublic cannot be sur-
passed as regards solidity.
It is to be regretted that it is impossible to give a
minute description of the geological features of the land
through which each line runs: the absence of special
information on the point would have rendered necessary
a detailed local examination in each instance, a work oi
too great length to be undertaken in the very limited time
allowed for the preparation of this report.
It is true that the hardness of the soil and subsoil neces-
sitates n^ore labor in the preparation of the road-bed, but
this, on the other hand, is compensated for by the abun-
dance of materials which are found almost at the Compa-
ny's feet, lime, sand, granite ballast, and drinkable water
existing in every direction.
Rock cuttings are avoided to a great extent by means of
the borings practised in laying on the final line and by
which the depth at which they are to be found is deter-
mined, and when fixing the gradients the cuttings are
allowed to touch the rock as little as possible especially if
it is of the nature of granite. Sometimes no remedy is
— 88 —
left but to have recourse to explosives, but in determining
the permanent line, efforts are always made to limit as
far as possible cuitting in the rock.
At kilometer 412, the ISTorthern Extension of the Central
Uruguay Railway, at a height of 275 meters 90 cent.^'''* above
the sea level, enters the mountain groups of Tambores and
the Infiernillo, and from that point to Rivera (203 met. 80
cent.: above sea level) runs through the most broken part
of the whole region traversed; the deep and unavoidable
cuttings have been made mostly through cenozoio land, and
in some places, through basaltic and trachytic rock such as
it was necessary to perforate in making the tunnel at
kilometer 470. In this district are to be found the steepest
gradients on the whole line; but the track is so solid and
well ballasted, and, like all the other sections under the
charge of the Central Uruguay Railway, is kept in such
perfect order, that trains weighing 250 tons (including the
weight of the wagons) and drawn by a four weel coupled
compound engine, ran over gradients of 0.016 per metre at
the maximum speedallowed, viz: 72 kilometers per hour.
Such marvellous speed can only be attained in countries
like Uruguay, where the steep gradients are, in a mannei,
compensated for, and rapid transit over them is allowed
by the solidity which the nature of the soil and the excel-
lent coastruction materials to be foiiiid at every step, afford
in the preparation of the road-bed.
It was with true foresight and a clear conception of the
future importance of the Railways in the Republic that an
article was included in the railway law fixing 1 met. 44
cent, as the gauge for all the lines.
This gauge is that shown in the cross sections on plate
N." 1, and the immense importance of the normal types
adopted in the construction of the railways in the Republic
— 89 —
will be evident when, later on, we treat of the general rubs
which should govern the construction of the great interna-
tional lines in America.
Buildings etc.
The Central Uruguay and other Kailways in the Republic
have refrained from spending large sums of money in
luxurious station buildings, although they have made them
commodious and of ample dimensions, and have provided
them with sufficient deposit sheds of the size that the
exigencies of the service require.
The material used in building the stations is the stone
found in the neighbourhood, pudding stone ( a silicate-alumi-
nous-ferruginous mixture ) being preferred on account of
its possesing the required solidity, and of its existing in
great abundance, especially in the Colorado district of the
Department of Canelones.
In nearly all the stations the good-sheds, the roofs
and vpalls of which are made of galvanized iron, have been
built on foundations of solidly cemented stone. In this
respect, the Railway Companies have proceeded with great
judgement, having provided solid buildings with all the
accommodation necessary, but without expending money
unnecessarily.
Up to the present, the Central Uruguay Railway Com-
pany, which works a length of 938 kilometers of line, has
not built its permanent Central Station, having thought
it prudent to postpone its construction for a time, in view
of the crisis through which the Country is passing. There
is a temporary -building with all neccesary commodities for
— 90 —
properly carrying on the service, and the permanent sta-
tion has been designed and its most necessary and urgent
parts erected, viz, the large deposit sheds.
It is calculated that £i 100.000 will be required for the
construction of the new station, and the Company at present
appears to prefer to use the interest of this large amount
for other and more pressing needs.
The stations are of two classes, 2"'' and 3'''^ and types
of thera are shown on plates N."'' 2 and 3, N.'^ 4 shows
types of 2. meter culverts, both open and closed.
Among the most important erections of the Railways in
the Republic are the iron bridges of the Central Uruguay
Railway, as follows: Over the River Santa Lucia of 20
spans of 15 meters each and 4 spans of 24 meters; over
the River San Jose with 8 spans of 15 meters each and 9
of 10; over the Yi with 41 spans of 15 meters 24 cent"'"';
over the Rio Negro with 22 spans of 18 meters and 9 of
36 Yj meters; and the tunnel at kilometer 470, 228 meters
long. 0.1 the Midland Uruguay Railway there are the
Salsipuedes bridge of 9 spans of 37 meters each; the River
Qaeguay bridge of 2 spans of 50 meters a-.id 5 of 20 and
the River Dayman bridge of 3 spans of 20 meters and 39
of 10 meters. On the North- West Uruguay Railway there
is the River Arapey bridge of 3 spans of 39 meters GO
cent«''s each and 18 of 12 meters 80 cent«''"\
Below will be found a list of the bridges, culverts etc, the
kilometric distance of each one, and the height of the
rails above sea level. The bridges are all of ii'on. car-
ried on pillars, "of iron in some cases, and of masonry in
others. On the Central Uruguay and Northern Extension
lines the Santa Lucia, San Jose and Yi bridges are on
iron columns, whilst the Rio Negro bridge is supported by
masonry.
— 91 —
The predomiaating spaus used are those of 5.10 and 15
meters (16'6", 33, and 50', respectively). Plates 5,6 and 7
show the types of bridges with spans of these dimensions,
and are those of the bridges built hoth on the Northern
Extension of the Central Uruguay Railway and on the other
lines where the same span is used.
The type of bridge over the Eiver Santa Lucia having spans
of 15 and 24 meters, is represented in detail in the plates
N.o'' 8, 9 and in figures 1 and 2 of N.'- 12.
The Rio Negro bridge with spans of 8 and 36 '/a meter
is represented in detail in the plates N."** 13 y 14.
In plate N." 11 are shown cross sections of the tunnel
constructed at kil. 470 on the Northern Extension of the
Central Uruguay Railway: its elevation and the section of
liill through which it runs are shown in figures 3 and 4 of
plate N.o 12.
Bearing in mind the importance of graphical language
when treating of construction we have thought it preferable
to accompany this report with the drawings referred to ins-
tead of giving a long written description.
The following statement gives the position and number
correspo.iding to each of the constructions referred to.
— 92 —
Central Uruguay Railway.
—
DISTANCE
HEIGHT
STATIONS.
IN K I L 0 JI K T E R S .
ABOVE
Between
From
SEA-LETEL.
Stations.
Montevideo.
Met. Cent.
1
Cential (Moutevideo) .
0.
0.
2.40
2
Bella Vista . . .
2.710
2.710
8.05
3
Yatay
1.700
4.410
7.65
4
Sayago
3.640
8.050
44.60
5
Colon
2.880
10.930
44.26
6
Indepeadencia.
4.760
15.690
49.36
7
Piedras
3.960
19.650
68.90
8
Progreso ....
6.770
26.420
56.50
9
Juanico ....
8.900
■' 35.320
43.00
10
Canelones ....
7.220
42.640
28.90
11
Margat
8.700
51.240
10.90
12
Santa Lucia .
7.360
68.690
10.77
13
25 de Agosto.
4.650
63.140
14.35
14
Kil; 77 (crossing sta'n)
14.060
77.200
65.10
15
Isla Mala . . ■.
13.420
90.620
63.70
16
Kil: lOlfcrossingsta'n)
10.380
101.000
73.51
17
Florida
7.260
108.260
67.00
18
La Cruz ....
22.560
130.810
127.20
19
Sarandi ....
27.790
158.600
148.20
20
Kil: 172(crossingsta'n)
13.600
172.200
141.90
21
Groni
13.200
186.400
127.05
22
Durazno . . . .;
19.400
204.800
86.06
23
Yi
4.180
208.980
73.84
24
Villasboas ....
19.620
228.600
89.05
25
Molles
16.000
244.600
128.30
26
Eio Negro . .
28.540
273.140
65.90
27
Kilom. 288 .. .
14.860
288.000
133.30
28
Cardoso ....
20.000
308.000
76.30
29
Achar
31.000
339.000
176.80
30
Pampa
20.000
359.000
214.90
31
General Netfco
27.000
386.000
246.82
32
Tambores , .
26.000
412.000
275.90
— 93
STATIONS.
DISTANCE
IN KILOMKTEKS.
HEIGHT
Between
Stations.
From
Montevideo.
SEA-LEVEL.
33
Valle Edea (Edea Va-
Met. Cent.
lley). ......
11.000
423.000
171.30
34
Tacuarembo .
25.000
448.000
137.00
35
Banado de Eoclia .
19.000
467.000
180.26
36
Paso del Cerro .
16.000
483.000
132.95
37
Paso Tranqueras .
40.000
623.000
166.82
38
Paso Ataques.
16.000
539.000
158.50
39
Rivera
28.000
667.000
203.80
BRIDGES.
X." and length
of spans.
DISTANCE
Between
bridges .
From Mon-
tevideo.
Heiglit
above
sea-level.
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
Quifca Gal zones ri
ver
Miguelete . . .
Las Piedras . . .
Valley
Colorado, river .
Valley
Ll
U
Astorga river. .
Valley. ....
Mata-ojo river .
Valley
u
u
u
u
Santa Lucia River ^
Valley ....
u
Isla Mala river
1
5 m.
4.305
4.365
23 m.
0.225
4.590
i
15 m.
10.840
15.430
1
7 m.
2.660
17.990
2
_ 6 m.
6.628
23.618
1
5 m.
10.996
34.614
1
5 m.
2.090
36.704
2
5 m.
2.401
39.105
1
5 m.
1.513
40.618
1
10 m.
7.677
48.295
1
5 m.
0.745
49.040
2
24 m.
0.280
50.320
1
5 m.
0.774
61.094
1
5 m.
0.820
51.914
1
6 m.
3.912
55.826
1
5 m.
3.632
69.458
1
10 m.
1.916
61 . 374
20
4
15 m. )
24 m.)
1.426
62.800
1
5 m.
1.838
84.038
1
10 m.
1.029
85.666
1
10 m.
2.603
88.370
2
10 m.
4.036
92.406
7.45
8.84
47.40
55.60
36.90
32.50
29.20
22.00
19.71
10.76
9.40
10.00
9.70
9.10
12.24
9.96
10.70
13.06
45.70
47.30
43.70
50.80
— 94
BBIDaES.
N'« and length
of spans.
DISTANCE
Between From Mon-
bridges. tcvideo.
Height
above
sea-level.
23
24
25
26
27,
28
29
30
31
82
83
34
85
36
37
38
39
40
41
42
43
44
45
Valley
it
Pintado River.
Valley. . . .
Yi River,
Saradi do .
Valley . .
Villasboas River.
Santa Mar ta do .
u u u
Valley
16
47
48
49
50
51
52
53
54
55
56
57
58
Sarandi
u
Valley .
Valley
u
Rio Negi'o River.
Griiayabos
Valley . . . .
Tala River . .
Stream . . .
Cardoso River
Buey River. .
Valley . . . .
do
Rolon River
Valley. . .
2
2
1
2
19
2
1
41
2
1
1
2
3
1
2
1
2
1
1
1
1
1
1
22
9
2
2
3
1
4
1
2
2
2
2
2
]
10 m.
5 m.
5 m.
10 m.
9 m.
5 m.
5 m.
15 m. 24
10 m.
10 m.
5 m.
10 m.
15 m. 24
10 m.
5 m.
5 m.
5 m.
10 m.
10 m.
5 m.
5 m.
lO m.
10 m.
IS m.)
86.50)
10 m.
5 m.
10 m.
18 m.
15 m.
5 m.
5 m. 80
6 m.
5 m.
5 m. 80
5 m.
10 m.
2
8
0
0
8
57
41
2
2
2
1,
12,
0,
4.
0.
0.
16.
188
.786
.270
.292
.182
.758
.399
.128
.475
.150
.700
.954
.346
213
,466
,305
,765
868
832
300
000
800
10.
1.
0.
8.
1.
1.626 269
94
98
98
98
107
164
206
208
210,
213.
214.
227.
228.
282.
282.
283.
249.
260.
262.
262.
265
267
.594
880
650
958
.090
.848
.247
.376
.850
.000
.700
-664
.000
.215
.680
045
800
668
500
800
800
600
226
60.80
49.94
48.30
49.06
51.30
126.70
74.70
74.06
77.84
85.00
89.40
86.30
86.30
95.80
97.30
99.48
112.30
90.80
84.78
84 44
74.43
68.98
64.30
8.100 272.325 62.90
21.
2.
5.
5.
0.
1.
1.
0.
4.
1.
27.
76,
575
630
345
025
075
425
550
660
545
055
005
895
293
296
301
806
806
808
809
310
816,
816,
843,
419,
900
.630
.875
.900
.975
.400
.950
.500
.045
.100
,105
,600
89.90
101 . 65
77.66
74.80
74.80
76.90
78.60
79.90
87.90
92.05
171.30
198.60
- 95
BRIDGES.
N."
lud lenffih -
DIS-^ANCE
Height
of spaus.
above
Between
From Mon-
sta-level.
briciges .
tevideo.
Met cent.
59
Valley .
1
16 ra.
2.240
421.740
L80.90
60
u
u
1
15 m.
1.210
422 . 950
176.10
61
u
«
J
5 m.
1.150
424.100
169.00
62
u
u .
1
5 m.
1.625
425.725
159.42
63
«
u
1
15 m.
1.475
4-27.200
154.80
64
u
u
I
15 m.
1.860
429 050
149.70
65
If
u
1
15 m.
1.175
430.225
147.00
66
u
u
1
6 m.
1.675
431.900
143.70
67
u
u
1
6 m. •
1.026
432.925
141.60
68
u
u
1
10 m.
1 . 200
434.125
140.30
69
• a
u
1
5 m.
1 .460
435 575
139.30
70
u
u
1
6 m. 80
1.050
436 G25
138.30
71
u
"
15 m.
1.375
+38.
13 "-.30
72
u
u
3
15 m.
2.575
441 425
136.90
73
u
u
i
6 m.
4.695
446.120
141.95
74
u
u
1
10 m.
3.092
449.212
134.
76
1!
u.
6
15 m.
0.988
450 200
131.30
76
Molles River . . .
1
10 m.
1.600
45 1.8*^0
133.30
77
u
u
1
6 m.
1.376
453.175
136.30
78
Eiver .
1
6 m.
3.400
456.676
147-. 10
79
u
1
5 m. 80 c.
0.875
457.450
141.20
80
Tres Cruces. . . .
5
16 m.
1.950
459.400
136.30
81
Sauce .
1
10 m.
1.750
461.150
136.70
82
ti
"
1
5 m.
2.865
464.016
146.10
83
Banado
de Rocha
river .
2
5 m.
4.595
468.610
179.30
84
Tunnel .
length 228 0.
1.490
470.100
197.50
85
River .
1
10 m.
4.150
474.250
142.80
86
li
1
10 m.
0.300
474.550
142 . 30
87
Carpinteria Eiver .
3
15 m.
2.150
476 . 000
137.40
88
Madruga "
1
15 m.
7 . 225
483 . 82.")
131.45
99
Tranqueras "
1
16 m.
2.025
485 S5ij
133.85
90
Las Canitas "
3
15 m.
4.940
490. 7901137.25
91
u
u
1
16 m.
7.420
19;.210il40.64
92
Laureles
river. . .
4
15 m.
0.240
41)8.450
140.64
93
River .
u
u
1
1
1
10 m.
7 m.
10 m.
7.050
6.225
3.725
499 . 501)
50"). 7 -2 5
509.4.50
139.60
94
150.10
95
• . • ■ •
143.10
— 96
BRIDGES.
N." ani length
of Bpaus.
DISTANCES
Between
bridges.
From- Mon-
tevideo.
Height
above
eea-Ievel.
96
97
98
99
100
101
102
103
River
Tacuarembo Grande
river
u
Valley
u
u
u
River
• •
u
10
7
3
2
2
1
5
15 m.
10 m.)
15 m. )
5m.80c.
5 m.
5m.89c.
4ra.50c.
7 m.
3.750
0.450
7.950
3.525
2.500
2.050
1.160
5.728
513.200
513,
521,
525,
527,
529,
530.
536.
650
600
125
625
675
825
653
143.62
143.30
147,92
149.12
150.30
151.
752.80
158.12
CENTRAL LINE.
From Montevideo to Rivera, including tlie branches to
San Jose and from Sayago to Treinta y Tres (Junction
with Northeastern Railway).
TOTAL NUMBER OF
CHLVEHTS.
0nder 1 metre
wide.
Between
1 and 2 met.
wide.
Between
2 and 3 met,
wide.
Over
3 meters
wide.
755
567
128
57
3
- 97 —
Montevideo to Minas Railway
BUILDINGS, BRIDGES, AND CULVERTS.
STATIONS.
KILOMETEIC.
DISTANCES.
Between
Stations.
DISTANCE
FROM CENTEAL
STATION.
HEIGHT
ABOVE
SEA
LEVEL.
8
9
10
11
12
13
14
15
16
Montevideo . . .
Cordon
Union
Ituzaingo. . . .
Piedras Blancas.
Tr eint a y Tr es
(Junction with
brancli to Central)
Treinta y Tres (old
station). . . .
Toledo (Junction
with line to Nico
Perez) ....
Suarez
Pando
Olnaos (Junption
"with Uruguay
Great Eastern.
Tapia
Migiies. ....
Monies
Solis
Minas
3,
23,
14,
8.
18.
20.
0.
,150
,130
,700
620
440
846
815
400
200
500
200
100
120
230
944
0
1.150
6.280
9.880
11.500
13.940
17.786
24.600
30.000
37.200
40.700
63.900
78.000
86.120
104.350
125.294
1.150
17.785
2.74
10.61
65.08
48.89,
53.03
49.37
52.78
69.90
54.24
26.35
18.90
23.90
63.40
37.80
73.90
119.40
— 98 —
BRIDGES.
NUMBER OF
SPANS.
KILOMETEIC
DISTANCE.
B etween
bridges.
From Cen-
tral Station.
HeigM
above
searlevel.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
-23
24
25
26
27
28
29
80
81
32
83
34
85
36,
37
River Manga .
« Toledo .
Valley. . . .
Eiver Meireles
Valley. . . .
River Pando
Valley. . .
"La Souda" Eiver
Valley
River Solis Chico .
Valley
River Solis del Me-
dio
Valley
River Solis Grande .
River Atahoma . .
Valley
River SanPrancisco.
80
5 m.
11 m.
9 m.
9 m.
5 m.
16 m.
10 m.
15 m.
5 m.
5 m.
6 m.
20.786
2.580
2.964
2.826
2.174
4.335
0.295
3.946
8.095
2.800
0.525
1
5 m.
3
5 m.
9
5 m.
2
10 m.
1
10 m.
6
15 m.
1
5 m.
3
5 m.
4
5 m.
2
5 m.
2
5 m.
1
5 m.
3
5 m.
2
5 m.
3
5 m.
10
15 m.
3
5 m.
1
5 m.
6
15 m.
2
10 m.
1
10 m.
1
5 m.
2
5 m.
1
10 m.
2
5 m.
7
15 m.
805
590
11.425
485
095
0.550
,650
,696
.330
,250
0.785
0.940
3.560
4.340
1.075
1.525
4.750
6.450
2.360
1.540
4.800
0.855
6.195
0.775
0.560
9.925
20-785
23.365
26.329
28.655
80.829
85.164
85.459
•89.405
42.500
46.300
45 825
47.630
50.220
61.646
63.130
66.225
66.775
71.425
78.120
74.450
75.700
76.485
77.425
80.985
85.325
86.400
87.
92.
99,
101,
103.
107.
108.
118.
114.
114,
124,
925
675
125
485
026
826
280
476
260
800
725
31.26
36.82
41.77
37.59
85.05
54.44
63.93
9.40
17.40
2*7. 36
29.40
88.40
39.90
27.85
23.90'
14.60
24.86
32.29
36.40
41.65
49.00
63.58
64.40
41.90
39.60
40.90
34.90
50.82-
87.57
57.90
59.36
90.67
98.26
115.40
118.65
121.40
116.40
— 99 -
CULVERTS.
TOTAL NUMBER
OF CULVERTS.
UNDER ONE
METER WIDE
FROM 1 MET.
TO 2 MET.
FROM 2 MET.
TO 3 MET.
OVER
3 METERS.
142
70
40
32
0
Morth Eastern of Uruguay Railway.
(TOLEDO TO NICO PEEEZ).
KILOMETEIC DISTANCE.
HEIGHT ABOVE
STATIONS.
SEA-LEVEL .
.
Between
From Central
METERS.
Stations.
Station,
1
Toledo
24.600
24.600
59.90
2
Sauce ....
11.800
36.400
36,25
3
Santa Rosa. .
17.900
54.300
58.08
4
Cazot ....
8.900
63.200
71.78
5
San Ramon . .
18.800
82.000
44.80
6
Chamizo . . .
5.000
87.000
67.45
7
Latorre . . .
19.900
106.900
87.70
8
Reboledo . . .
25.800
132.700
175.70
9
Cerro Colorado
20.300
153.000
232.65
10
Mansavillagra . .
29.000
182.000
187.10
11
Illescas
21.450
203.450
■ 250.80
12
Nico Perez. . .
27.550
231. QOO
272.65
— 100 —
BRIDGES.
Number of
Spans.
Meters.
KILOSIETBIC DISTANCE.
Between
bridges.
From Cen-
tral Station.
Height
above
sea level.
Meters.
1 Valley . \-' . ." . .
2 Eiver Sauce . . '.
3 Valley
4 River Mata Siete .
5 Valley
6 do
7 do
8 do
9 Eiver Canelon Gran-
de
10 Valley
11 do
12 River Yala ....
13 Valley
14 do ■ .■
15 River Larranaga .
16 River Sta. Lucia. .
17 River Sta. Lucia (old
bed)
18 River Sta. Lucia (old
, bed). . . .
19 River Sta. Lucia (old
bed) ....
20 Valley ....
21 River Mansavillagra
22 Valley. . . .
23 do ... .
24 do ... .
1
10.00
30.620
30.620
2
10.00
6.380
36.000
1
5.00
0.700
36.700
3
10.00
3.800
40.600
1
5.00
1.610
42.010
1
5.00
1.390
43.400
1
6.00
0.780
44.180
1
10.00
9.330
53.610
1
10.00
5.690
69.100
1
10.00
4.700
63.800
1
6.00
2.900
66.700
7
15.00
8.400
76.100
1
6.00
1.650
76.760
1
6.00
1.040
77.790
2
10.00
0 910
78. 700
) 20
3
16.00 1
24.00 1
4.300
83.000
1
10.00
0.750
83.750
1
10.00
0.470
84.280
3
16.00
0.720
85.000
1
6.00
91.760
176.750
10
15.00
0.750
177.500
1
5.00
12.820
190.320
1
10.00
0.760
191.080
1
10.00
37.930
229.010
65.05
36.90
32.92
20.05
30.30
34.46
35.90
47.68
54.54
58.24
63.99
43.40
40.90
40.90
41 .-60
44.20
43.90
43.90
43.90
150.77
148.40
236.65
249.20
2.'^)6.10
CULVERTS.
TOTAL NUMBER
OP CULVERTS.
LESS THAN ONE
METER WIDE.
FEOM 1
TO 2 METEKS.
FROM 2
TO 3 METERS.
OVER
3 METERS.
330
303
9
18
0
101 —
Central Uruguay Railway.
Brands line fVont 3& de Asosto to San Jose.
STATIONS.
KTLOMETEIC DISTANCES.
Between From the From Central
stations, jnnctlon station.
Height
above
sea-level
meters .
25 de Agosto
Capurro . .
Rodriguez .
San Jose. .
0
5.780
8.885
17.695
0.
6.780
14.665
32.360
63.140
95.500
14.35
25. 5x
46.44
39.40
BRIDGES.
Number of spans.
Kllometric distances.
From the
junction
25 de
Agosto
From
Central.
Height
above
aea-level
meters.
1
2
3
4
5
6
7
8
9
10
11
12
River of the Virgiu
u. ' u. u. u.
Valley
River Paja . . .
Valley
River Cagaacha .
Valley
u.
a
u
River San Jose . \
Valley ...
6
10.00
1.760
64.900
2
5.00
0.570
65.470
1
6.00
1.770
67.240
1
10.00
2.550
69.790
1
5.00
3.680
73.470
3
10.00
6.330
79.800
1
10.00
4.050
88.850
1
6.00
2.030
85.880
1
5.00
1.360
87.240
1
8.00
2.650
89.890
8
9
15.00)
10.00)
3.210
93.100
1
5.00
0.540
93.640
13.05
13.05
16.80
22.30
34.80
30.80
40.51
34.07
30.87
29.30
29.30
28.90
— 102 —
ICrancEi from Sajago to Treinta y Tres.
STATIONS.
KILOMETRIC DISTANCES
Height
above
Between
Stations.
From the
Junction.
From Central
Station.
Bea-level.
Meters.
1
2
3
Sayago
Penarol "Workshops
Treinta y Tres . .
0
1.927
6.000
0.
1.927
7.927
8.050
15.977
44.50
34.20
49.37
BRIDGE.
NUMBEB OF
SPANS.
KILOMETRIC
DISTANCE
FEOM CENTRAL
STATION.
HEISHT ABOVE
SEA-LEVEL.
METERS.
1
River Miguelete. .
2 of 15 meters
11.679
18.00 m.
Midland Uruguay Railway.
STATIONS.
KILOMETEIC DISTANCES.
Between
stations.
From tlie
junction.
From Central
Station,
Height
above
sea-level.
1
2
3
4
6
6
7
8
9
[10
11
12
13
14
Junction with Cen-
tral Uruguay Rail-
way
Paso de los Toros.
Francia . . • . .
Tres Arboles . . .
Merinos
Gruayabos . . . .
Algorta
Piedras Coloradas .
Romani
Paysandu
Queguay
G-uaviyu . 5 . . .
Chapicuy
Pineyrua
Salto
0
2
39
20
20
37
17
23
26
22
31
24
23
17
16
0
2
41
61
81
118
135
158
184
206
237
261
284
301
327
263
590 kilom.s
70.36
83.37
1119.37
176.22
169.30
65.
118.18
94.59
78.
46.64
39.27
29.48
39.50
61.83
40.83
— 103 —
BRIDGES.
Height above
sea level
meters .
1
River Salsipuedes .
9 ot 37 m.
33.700
77.57
2
" G-uayabos .
3 " 15 m.
178.330
60.60
3
" "
1 " 10 m.
126.
65.48
4
" Cuotiembre .
1 " 10 m.
209.
12.36
5
" San Fran'co .
2 « 37 m.
213.750
11.22
6
« Chingolo . .
2 " 10 m.
223.530
28.97
7
" Queguay . .
(2 "50 m.)
(6 " 20 m. )
230.650
20.07
8
Alfiarrobas Valley.
2 " 10 m.
235.400
21.37
9
u u
2 " 10 m.
238.400
32.02
10
River Quebracho .
(2 " 15 m. )
(2 " 10 m. )
248.575
37.02
11
" Guaviyii . .
(1 " 37 m. )
(7 " 10 m.)
264.
33.13
12
" Ch a pic uy
Grande . . .
(2 " 20 m. )
(3 "10 m. )
278.300
33.24
13
" Carpincburi .
4 " 10 m.
282.700
27.00
14
" Chapicuy
Chico . . .
3 " 10 m.
289.
29.87
15
" Ceibal G'de.
2 " 10 m.
297.660
37.21
16
" Dayman . .
( 3 " 20 m.)
(39 " 10 m. )
308.
18.39
17
Ceibalito Valley. .
3 " 10 m.
315.875
23.47
( 1 ) The total span of the bridges and culverts throughout the line
is equal to 2630 lineal meters and in the construction of the various
bridges li804 tous of cast and' wrought iron was employed.
•104 —
lilortli Western of Uruguay Railway.
STATIONS.
KILOMETRIC DISTANCES.
Between
ta tion B ,
From
Salto.
1
2
3
4
5
6
7
8
9
10
11
Salto. . . .
Las Vinas. .
San Aatonio.
Stapevi . . .
Palomas . .
Arapey . . .
Santa Ana. .
Isla Cabellos.
Zanja Honda
Santa Hosa .
Port Cuareim
0.
15.200
6.240
10.300
27.300
15.700
9.150
28.470
35.540
25.250
5.650
0.
15.200
21.440
31.740
69.040
74.740
83.890
112.360
147.900
173.150
178.800
BRIDGES.
Eiver Arapey.
Lake Arapey.
This bridge has a total length of 1155
feet being approached from the North by
a viaduct of 18 spans of 42 ft 6 in each.
It has three wrought iron spans of 130
ft each, supported on wrought iron
columns of sixty feet high on concrete
foundations.
5 spans of 42 feet 6 in.
1 do "32 ft.
Jacuy. 6 do "50 ft.
do new bridge 3 do " 42 ft. 6 in.
— 105 —
There are also on this line besides the above mentioned:
2 bridges of 191 feet 6 in long.
1
do
u
178
tt
0
u
1
do
u
149
u
0
u
3
do
u
127
u
6
a
1
do
u
94
li
0
u
3
do
u
85
a
0
u
1
do
u
50
u
0
u
2
do
u
42
u.
6
u
2
do
u
32
u
0
u
1
do
li
30
u
0
u
3
do
u
18
a
0
u
Uruguay Norttiern Railway.
STATIONS.
Isla Cabellos .
Sarandi . . .
Artola. . . .
Cuaro ....
Tres Graces .
Eivera Colony
San Eugenio .
KILOMETRIC DISTANCES.
Between Prom
Stations, Isla. Cabellos.
0.
29.600
18.500
6.000
25.300
14.700
20 200
0.
29.500
48.000
54.000
79.300
94.000
114.200
— 106 —
1
2
3
4
5
6
7
8
9
10
11
12
13
BRIDGES. (1)
River Sauce. . . .
Boqueron Valley. .
Rolon do . .
River Cuaro Grande
Valley
do
do
River Cuaro Chico.
do Pelado . . .
VaUey
River Tres Cruces .
VaUey
do
LENGTH
IN METERS.
20.00
26.00
10.00
300.00
10.00
5.00
10.00
80.00
60.00
26.00
170.00
10.00
30.00
KILOMETRIC DISTANCES.
Between From
Stations. Isia Cabellos.
34.384
3.361
2.240
10.416
0.530
0.120
6.940
0.730
6.762
10.842
1.696
5.593
23.334
34.384
37.745
39.985
50.400
60.930
51.050
57.990
58.720
65.482
76.324
78.020
83.613
106.947
(1) The total span of the bridges and culverts on this line is equal
to 958 lineal meters and in their construction 1486 tons of cast and
wrought iron have been employed.
Workshops.
Centkal Uruguay : The workshops of the Central Uru-
guay Railway are situated at Pefiarol, distant ten kilome-
ters from the Central station, and cover about fifteen
hectares of ground, on which area have been erected all
the buildings in use, with room left for any future
extensions when found necessary.
The present erections comprise :
(1) A central building accommodating the various offices.
(2) A large brick shed 80 meters long by 30 meter
broad, with weaving shed type roof of galvanized
— 107 —
♦
iron, the iron spans of which are supported by the
walls, and cast iron pillars on solid foundations,
used for the storage of the companys materials.
(3) An engine repairing shop 90 meters long by 40
meters broad, of similar construction to the storeshed,
equipped with the most modern machinery for turn-
ing, for polishing steel, smithies, steam hammer,
crucibles, etc., etc.
Two travelling cranes of 25 tons each, running
overhead, traverse the full length of the shop, being
moved by means of a cable , and with these
powerful machines the engines that are taken in
for repairs are lifted and carried from the general
road by which they enter to the repairing quarters
without delay, or interruption of the ordinary btisiness-
The general power is distributed with economical
arrangement, the whole of the machinery being run
by a 25 horse power engine.
(4) A general carpenters shop 48 meters long by 26
meters broad, in which a 30 horse-power engine
works the different machinery for turning, circular
and ripping saws of all sizes, adjustable planing
machine, driUs, and a special machine for the ma-
nufacture of urunday sleepers.
(5) A painters shop for the painting and varnishing of
the rolling stock; the repairs of the tarpaulins; and
the making of the cushions, beds and bedding for the
passenger coaches etc.
(6) An eagine round house capable of housing 32 engines
and tenders ; the centre being provided with a turntable
14 meters long, allowing any engine and tender to be
turned. *
(7) A well 80 feet deep for the supply of water which
— 108 —
is pumped by a pnlsometer into a tank of 250 cubic
meters capacity, solidly constructed and supported on
cast iron columns more or less twenty meters bigb,
(8) Coal stages of a convenient heigkt erected alongside
tbe departure lines for the coaling of tlie engines.
(9) A number of bouses inhabited by the five hundred
and odd workmen employed in the shops.
(10) A store set apart for the oil and kerosene, situated
at a convenient distance from the other buildings.
The capital invested in these shops and buildings in
round mambers amounts to $ 500,000, and the value of the
machinery, iacluding -all expenses of transport and instala"
tion, may be fairly estimated at an additional like amount.
Midland Uruguay: The repairing and erection shops
of this Company are erected' in the grounds of the head"
quarter station of. the line at Paysandii, and they are
equipped with all the most modern system of apparatus
aad machinery invented to perform any class of railway
work.
North West Uruguay: The workshops are situated two
kilometers distant from Salto station and are arranged
"with all the different power-machinery for the erection
aad repair of the rolling stock, or for executing any class
of work that the Company may require.
Uruguay Northern: These shops are erected in the
grounds of the San Eugenic station.
They are furnished with all classes of machinery for the
general repair of the rolling stock, worked by a sixteen
horse power engine.
— 109 —
Rolling Stock.
The Central Uruguay Company and allied Extension
Companies to Eivera, Nico Perez and Minas, representaing,
iis we have elsewhere shown, a total length of 938 kilometers
opened to public traffic, jointly possess 63 locomotives, 80
passenger coaches and saloons, 44 luggage vans and 1140
wagons of different classes for animals and cargo.
The accompanying statements show in detail the classes
of vehicles.
From the other Companies, the Midland, North "West
Uruguay, and Uruguay Northern, owing to the brief time
at our disposal it has not been possible to obtain similar
returns.
110
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— 114 —
Locomotives.
The following tabulated statements will demonstrate the
technical conditions of construction of the various * engines
belonging to the Central Uruguay Railway, as also the
maximum loads they are allowed to haul on the various
grades of the line.
Special attention is called to the locomotives of class
C, built in 1891, by Robert Stephenson & C." of Newcastle
on Tyne, of compound tyj)Te four-wheel-coupled with
four wheel bogie, and bogie tender. The engines of this
class on the Central line, and on the extensions to Rivera,
Nico Perez and Minas, on rising grades that vary from
0.016 per meter are able to haul 250 tons gross weight,
or with light 'trains can easily travel at the maximum
velocity permitted of 72 kilometers (45 miles) per hour.
The engines of class H, eight-wheel-coupled, Bissel two
wheel bogie, three axled tenders, built by Beyer Peacock
& C." of Manchester are also worthy of mention. These
engines are able to haul 450 tons on the rising grades
(0.016 p. m.) of the Central line, and travel at 40 kilo-
meters per hour.
These engines may be compared with the eight-wheel-
coupled engines sent by the Midland of France Railway
to the Paris exhibition of 1889, able to haul trains of
130 tons up rising grades of 0.033 per meter at 20 kilo-
meters per hour, or to the Woolf eight-wheel-coupled
type of cargo engine sent to the same exhibition by the
Northern of France Railway, hauling 470 tons at 31 kilo-
meters per hour on rising grades of 0.0115 per meter.
The engines and general rolling stock employed in the
— 115 —
passenger aud cargo service of the principal Company in
tlie Country, as also of the Midland Uruguay C", are quite
equal to that used by the principal European companies.
The Uruguayan Eailways by reason of the general
guage adopted of lm.44, by the hardness and solidity of
the permanent way which is well maintained, and by the
class of rolling stock, is at any time in a position to serve
perfectly weU the international system, of which all the rail-
ways of the Eepubhc are destined to form part, as will be
seen further on in the chapter treating on the extension
planned for them outside the national frontier.
116
Central Urupay and
LIST OF
><!'%
N»".
CO
DESCRIPTION.
CYLINDERS.
Ft. ins.
OF
1
235
2
, 300
42
1045
43
1148
44
1149
6 wlieel coupled, saddle tank.
11
1 "
u u u
245
251
6 wheel coupled, 6 wlieel tender.
1 " 10 4 " 6
47
2705
4R
2706
4!)
2707
50
2708
51
2709
.52
2710
57
3295
.58
3296
,59
3297
flO
3298
fil
3299
62
3300
D2
4 wheel coupled, compound passenger, 4
wheel bogie, & bogie tender.
Ft ins & Ft ins
1 11 " 1 4
5
u
10
U
u
u
u
u
u
u
u
u
u
u
u
«
u
u
u
a
u
u
u
«
u
u
u
u
u
u
u.
u.
u
"
"
"
a u u.
u u u
Dl
6
7
1081
1082
4 wheel coupled, 4 wheel bogie, 6 wheel
tender.
Ft
1
U
ins
2
1 " 8
u u u
5 " 71/2
630
629
4 wheel coupled, 4 wheel bogle, bogie tender.
El
5 1919 6 wheel, 4 wheel coupled, 4 wheel tender. I 1
3 1
5 " 0
e2
8
675
,(
9
673
10
674
"
11
677
12
676
"
13
638
14
«84
F 17
" 18
10
u u u
1424
1425
U U
117
Allied Railway Cos.
LOCOMOTIVES.
WEIGHT.
Tons. cwt. qrs.
Tons. cnt. qrs. lbs.
Tons. cwt. qrs. lbs.
PEOPEIETOES.
MAKERS.
C. U. Eailway C».
Nortli Eastern.
Northern Extension.
Maiming, Wardle & C»
1867
1870
1888
1869
C. U. Eailway C».
1868
37 IS 2
u u u
u u u
27
19
3 20
u
u
u u
u
u
u u
u
u
w u
u
u
(1 ((
u
<t
U ({
a
li
If f(
a
u
u u
u
u
u u
u
a
u u
65
13
2
0
«
I
u
(f
"
^
(J
,(
u
U
((
u
(1
u.
u
11
u
u
u
u
"
a
"
"
Eastern Extension.
C. U. Eailway C",
E. Stephenson & C°
Beyer Peacoclc & C».
1891
u u
E. Stephenson & C."
« « «
1867
1870
I I
Taunton Mfg. C».
1873
1 1 a .< 1 Sharp, Stewart &C». |l869
North Eastern.
C. U. Eailway C».
Vulcan Fqundry C^.
1873
Beyer Peacock & C». 1874
118
N»'.
DKSCEIPTION.
CYLINDEE8.
DIAMISTEB.
Ft.
DIAMETER
OF
.WHEELS,
Ft.
Gl
19
2111
«
20
8112
«
21
3113
«
2S
2996
*'
26
29q7
3030
U
2B
U
2»
3031
u
30
3032
"
H4
2916
«
as
2917
"
3«
2918
u
37
29-43
wheel coupled, 2 wheel "Biseel" bogie, 8
wheel tender.
1 "
u u
41/2
2 i; 0
a u
u
u u u
u u
u
a u u
U ti
u
u u u
u u
u
u u u
u u
u
U u u
u u
u
u u u
u
«
u u.
u u
"
" " "
" 6
G2
2998
3033
3034
3U35
wheel coupled, compoimd, 2 wheel "Bissel"
bogie 6 wheel tender.
Ft ins. Ft ins,
2 1 & 1 5
G3
2701
2702
2703
2704
6 wheel coupled, compound 2 wheel togie,
& bogie tender.
22
2512
2513
2314
1 wheel coupled, 2 wheel "Bissel" bogie, 6
wheel tender.
Ft.
1
ins.
6
" 0
■ 10
591
592
wheel coupled, 4 wheel bogie, & bogie
tender.
" 6
45
46
2711
2712
ti wheel coupled, saddle tank.
1 2
(1 " 8 4
" 0
(I u
— 119 —
WEIGHT.
PEOPEIETORS.
MAKERS.
ENSINB.
TENDER.
TOTAL.
s
«
n
Tons. Bwt. qrs. lbs-
Tons. Cfft. qrs. lbs.
Tons. wt. qrs. lbs.
U U It
(( ((
1881
* It ' u
U U
u
It u u
U (1
1888
Northern Extension.
« M
1889
It 11
U U
tl
Nortli Eastern
U U
1887
11 u
u u
1888
C. U. Railway C».
Northern Extension
U It
a u
1889
It It
a u
'*
38 16 6 4
u u u u
27 19 3 20
66 16 2 24
U U it u
Eastern Extension.
tl u
Stephenson &^ C»,
1691
U
u « u
u u u u
u a u u
tt u
u u
U
2 u „ «
U U U it
u u u u
U It
u. u
"
41 " " 25
25 " " 66
66 '
CO. Eailwav C.
Beyer Peacock & Co,
1884
Ll 11 U 1.
" '■ " "
11 LI I. U
"
«
North Eastern
Taunton Mfg.^ Co.
1873
30 7 0 16
0. U. Railway C».
Stephenson & Qo.
1891
— 120 —
Central Dry
DESCEIPTIYE TABLE OF THE LOCOMOTIVES, GIVING THE MAXIMUM SPEED
CLASS WITH THE DIPFE
T
A.
B.
C.
D.
Number of each class. .
Numeration of the engines
of each class
Number of coupled wheels.
Diameter of do
" " cylinders . .
Stroke of pistons ....
Highest pressure allowed .
Maximum speed allowed
on inclines
Maximum load allowed
including weight o
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 all'owed
with mixed, trains. .
Passenger trains only .
inches.
u
u
(pounds.
milles.
(tons.)
&
rlandS
42 to 44
6
40
H
18
120
3 and 4
6
54
16
22
120
30
280
12
15
28
5
20
(Compound)
t9
47 and 52
57 to 62
4
60
16 and 22
22
170
45
250
10
13
23
6
18
■7
10
6 and 7 38 to 41
4
67 1/2
14
20
120
40
180
8
9
18
4
68
14
24
120
40
180
8
9
18
According to time table special orders.
121
guay Railway.
ALLOWED ON THE INCLINES AND THE MAXIMUM LOAD ALLOVTED ?0R EACH
KENT CLASSES OF TRAINS.
E.
F.
a.
H.
I.
K.
(Simple.) (Compound)
s
s
SO
3
»
9
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
2B to 26
28 to 30
34 to 37
4
4,
4
6
6
8
4
6
60
54"
B4
54
54
46
54
48
IB
14
14
16 1/2
17 aad 25
18
12
14
18
20 .
20
24
24
24
24
20
120
120
120
160
170
160
120
150
35
35
3B
30
30
25
40
...
220
220
200
350
350
450
180
• ■ •
9
9
9
15
15
20
8
11
11
11
18
18
24
9
...
22
22
20
35
3B
45
18
B
5
B
B
5
5
12
12
10
25
2B
6
7
7
7
7
7
7
6
6
5
16
16
.3
B
B
5
11
11
•••
3
...
— 122 —
Traffic returns of the Railways.
COMPAHATIVE STATEMENT OF THE CeNTEAL UbUGUAY EaiLWAY
INCLUDING THE BLANCHES TO SaN JoSE, MiNAS, TeEINTA Y
Tees, eeom 1874 to 1892 inclusive.
MILES OF
LINE
OPEN.
TRAIN
MILES
BUN.
GROSS
RECEIPTS.
EXPENDITURE.
NET
PROFITS.
*1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
127 1/2
130
150
190
266
271
271
201
220
209,
224,
234,
244,
245,
228.
266,
288.
353.
478.
449.
434.
115
734
896
375
845
835
939
735
835
708
739
131
062
927
353.666
387.009
431.778
431.645
456.276
518.463
672.347
642.648
666.311
737.613
798.981
909.403
786.916
916.703
.041.679
.294.738
.831.929
,418.974
,149.476
00
00
00
00
00
50
92
81
28
25
91
49
96
63
77
07
27
36
05
270,
292
280
302
293,
278,
307,
316,
347,
360,
392,
440,
424.
455.
485.
603.
910.
751.
627.
419 00
682 00
885 00
436 00
279 00
764 69
928 83
237 41
970 87
916 19
368 51
168 30
499 95
999 16
072 88
988 86
832 25
089 50
828 42
82
94
150
129
162
239
264
326
320
386
406
469
362
460
556
690
921
667
521
.247 00
.426 00
.893 00
.110 00
.896 00
.698 89
.418
.411
.340 41
.598 06
.613 40
.235
.417
.704 47
.606 89
.749 21
.097 02
.884 85
.647 63
98
51
19
00
* From June 3'^^ 1874 only.
123 —
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2 »•
124
Results of working of the Midland Uruguay Railway.
DETAILS.
1890.
18»1.
Number of passengers .
12.674 1/2
14.649
Receipts from passen-
ger traffic
$
31.423.94
$
44.892.62
Do. telegrapli ....
u
737.78
«■
1.634.91
Do. luggage and parcels
a
3,259.52
u
3.779.91
Sundry receipts . . .
u
515.11
u
2.541.96
Gross weigM carried.
Kilers
. 9.990.812.00
Kil:
13.948.222.00
Receipts from goods
traffic
$
27.099.94
$
46.379.93
Number of animals . .
671
5.227
Do. dogs
114
127
Total gross receipts .
$
63.036.29
S
99.279.32
"Working expenditure.
u
125.006.09
u
137.238.74
Train miles run . . .
60.161.08
70.506.40
Carriage and wagon
miles run
491.178.00
884.347.50
Receipts per train mile .
1.05
1.41
Expenses " " " .
2.08
1.95
Percentage of working
expenses on receipts .
198.31 o/o
138.30 o/o
Kilometers of line
open. (1)
—
317
(1) Until the 15tli April 1890 only the first 80 1/2 kilometers, viz
as lar as Merinos stations, were open to public service: on that
date the section from Merinos to Queguay (kil: 236) was opened.
The last section from Queguay to Salto (kil: 317.036) the junction
with the Northwestern Railway, was hauded over to public
traffic on 1^* November 1890.
125
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— 126 —
Results of working of the Uruguay northern Railway.
DETAILS.
Number of passengers
Eeceipts from passenger traffic . .
Do. telegraph
Do. luggage and parcels
Sundry receipts
Total weight carried. ,
Eeceipts from goods traffic ....
Number of animals
Do. dogs
Total gross receipts
Working expenditure
Train miles run
Carriage apd wagon miles run. , .
Eeceipts per train mile
"Working expenses per do
Percentage of expenses on receipts.
Kilometers of line open. (1). . , .
189fl
Kilos
3.353 1/2
8.526.80
392.37
1.128.98
57.39
4.030.028
11.490.56
315
15
21.596.10
55.672.65
21.496.47
146.766.71
100.46
2.589.00
157.7
114.155
(1) The line was opened throughout to public service on April
17t!i 1S91.
— 127
Control of Railways receiving State Guarantees.
By a decree dated January 26"^ 1892 the Regulations
for tlie fiscal intervention in tlie guaranteed Railways
were approved.
The duties of the Central office, as set forth in these
Regulations, are as follows:
I. To intervene in all the technical branches of con-
struction working and administration.
n. To intervene in all that may refer to the safety
and regularity of the traffic, whether of passengers
or of merchandise.
III. To intervene in the consumption of materials, the
prices paid for them, their quality, their usefulness
and the use made of them.
IV. To intervene io^ the book-keeping, with a right to
reject all accounts not presented in the form laid
down in article 9 paragraph B.
V. After consulting the Companies, to point out to the
Superior Government any useful measures to be taken
which would benefit the public, the State or the
Companies themuselves.
VI. To take note of the agreements celebrated between
the Companies with regard to the movement of
trains.
secciON e
ANSVERSA1_ES DE l_A VIA
TIPOS NORMALES
SENERAL. TYPES O f= CROSS-SECTION OF
BANKS AND CUTTING
DESMONTE EN TIERRA
CUTTING IN EARTH
PIERKA EN DEPOSITO
TIERRA EN DEp6sIT0
DESMONTE EN TIERRA DURA
CUTTING IN HARD EARTH
''.'/'■" ^j://ji^f.',^ '...' /j^.;,^^';i,f./n
■ e.oo .
SECCION EN ROOA
SECTION IN ROCK
} '/ ^x_ \' ^ V
TERRAPLEN
BANKS
ESCAI-A
SECCION DE LA LINEA EN DECLIVE
SECTION OF THE LINE ON SIDE OF a HILL
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PUENXE DE1_ RIO SAMTA 1- U C I A
BRIDGE OVER RIVER SANTA LUCIA
SECCION DE UN TRAMO DE 60 PIES
CROSS SECTION OF 50'0 SPAN
F. C. C. DEI. U.
ESCALA SCALE
-^niT
PLANTA
PLAN OF SMALL PIER
N.°8
PUENTE DE1_ RIO SANTA LUCIA
BRIDGE OVER RIVER SANTA UUCIA
SECCION DE UN TRAMO DE 80 PIES
CROSS SECTION OF 80'O SPAN
F. C. C. oEi- U.
ESCALA SCALE
J»..
PLANTA
PLAN OF LARGE PIER
N."9
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F. C. C. oEL U.
PUENTE DE1_ RIO NEGRO (MITAD)
RIO NEQRO BRIDGE (HALF)
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DRTALLE DE UNA PILA GRANDK
DETAIL OF A LARGE COLUMN
ELEVACION TRANSVERSAL TRANSVERSE ELEVATION
v.^x^ ".^':::"'^^'B?"^:Ty^rr^^:
VIO.V UA.IO RIKL (liNTKK TRAMO GKANDK Y CHICO)
GIROICR HENKATU KAlL (HKl'WEl'IN LARGE AND SMALL Sl'ANS)
VIOA II A.I O RlKl,
OERDKU neNMATH RAIL
N^^^
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ON THIS AliUTMtNT
- 6.r(i-
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y
SEOCION LONO
NKO(;U)N TRANSVERSAL UE UN TRAMO ClIICO
TRANSVERSE SECTION OF A SMALL SPAN
SBCCION TRANSVERSAL DE U
PLANTA PLAN
N.°r3
F. C. C. DEL U.
PUENTE DEL- RIO NEGRO (MITAD)
RIO NEGRO BRIDGE (HALF)
[mKl^^[^^KXXMilxxKxxxx>oo<>^
PLANTA GENERAL (MITAD) GENERAL PLAN (HALF)
VIOA BAJO RIEL (ENTRE TRAMO GRANDE Y CHIOO)
GIRDER BENEATH RAIL (BETWEEN LARGE AND SMALL SPANS)
VIGA BAJO RIEL
GIRDER BENEATH RAIL
VIGA DE SOSTEN DEL RIEL
GIRDER SUPPORTING RAIL
I I ~T
rZl
VIGA BAJO EIEL (ENTRE DOS TRAMOS CHICOS)
GIRDER BENEATH RAIL (BETWEEN TWO SMALL SPANS)
EN EL ESTRIBO
ON THE ABUTMENT
%. '-#
SECCION TRANSVERSAL DE UN TRAMO CHICO
TRANSVERSE SECTION OF A SMALL SPAN
n;i3
- /;« 'J " -
DETALLK Dli LAR VIOAS DU 122 rilis
PUENTE DE1_ RIO NEGRO
RIO ISIEQRO BRIDGE
DETAI_I_ES DETAILS
DUTAll, Ol' 122 1-KKT OIRDKR
ELEVACION
ELEVATION
--- .*.-
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DETALLE DE UNA PILA CIIICA
DETAIL OF A SMALL COLUMN
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EXT
'^•3
ELEVAOIIIN TUANSVEUSAL
THANSVERSE ELEVATION
KRKNTE
FRONT
SECCION DEL. R I E 1_
TAMANO NATURAL
SECTION OF- RAIL
ACTUAL SIZE
POR M/C 71 LIBRAS 11—32 KOS. 640 OMS.
LARGO— 7 M, 315
LENGTH— 7315 MET.
1 KILOM— 63 TONELADAS 49
63 TONS TO THE KILOMETER
N.°i5
Argentine Republic.
II.
THE RAILWAyS OF THE ARGENTIIE REPOBLIC
la considering the railways of the Argentine Republic
opened to traffic, in construction, or projected, there are
noticeable in the whole network four great systems that
run out of Buenos Aires:
(1.) The Buenos Aires Great Southern Railway, with a
total length of 1878 bilonaeters, the main line running to
the port of Bahia Blanca, distant 717 kilometers, from
whence at a fubure date it is intended te be continued
across the Rio Negro, Ohubut and Santa Cruz territories.
(2.) The Buenos Aires and Pacific Railway to Valpa-
raiso of 1221 kilometers to the Argentine-Chilian frontier
this line forming a section of the Interoceajiic line from
the port of Recife (Pernambuco) to the port of Valpa-
raiso.
(3.) The Buenos Aires and Rosario Railway running to
Tucuman, and from thence, in combination with the Cen-
tral Northern Prolongation Railway, to Jujuy distant 1507
kilometers from the Capital.
The Central Northern 'Prolongation will be continued to
the Bolivian frontier and will thus form a principal line
in the combination proposed with ' the railways of that
country.
(4.) The Santa Fe, Reconquista and Formosa route in-
tended to communicate with Asuncion (Paraguay), and of
— 132 —
the total lengtli of 1216 kilometers to Formosa, there are
already constructed some Z79 kilometers as far as Eecon-
quista.
These four lines by the districts -which they traverse and
the towns which they serve, form the great trunk
lines of the Argentine railway system that connects with
the Capital, and they belong :
(1.) To the Baenos Aires Great Southern Railway
Company Limited.
(2.) In three sections:
(a.) Buenos Aires to Villa Mercedes to the Buenos
Aires & Pacific Ely. Co. Ld.
(b.) ViUa Mercedes to Mendoza to the Argentine
Great "Western Ely. Co. Ld.
(c.) Mendoza to the Chilian frontier, to The Tran-
sandine Eailway Co. (1)
(1) The magnitude of the ■works now being carried ont for the preparation of the
road-bed of the Transaudiue Eailway and which are the greatest undertaken up to
the present in South America, destined as they are to throw open the arteries of
rapid communication between this part of America and the European Continent,
Australia and New Zealand, induces us to give a slight description of them, taking
extracts from an article which appeared in the "Nacion" of Buenos Aires on
the 4th of May of this year.
The Transandine Railway is of one meter gange and is divided into two
sections : the Argentine Section, 175 Kilometers in length, belongs to an English
Company formed in London by Messrs. John E. and Matthew Clark who are
constructing the line, and the Chilian Section, 175 Kilometers long which is
being built by the same firm of contractors. The two sections measure 350
Kilometers in length.
The length of all the tunnels, of which there are twenty, added togther is
16.290 meters, of these 2.500 meters are already perforated on the Argentine
side and 834 meters on the Chilian.
The most Important tunnels arc
length in meters
1. Las Senas 690
2. Navarro 756
' 3. Cuevas 8S0
4. Cumbre 5.065
5. Calavera 3.75U
6. PortiUo 1.885
7. Junoalillo.' 1.275
8. Juneal l.IO-l
Total 13.375 meters.
The four first are in Argentine territory.
The three first and three last are lateral galleries, i : e :, they run parallel to the
riverbank at a few meters from the edges of the same and nave been made as a
protection to the track against snow and the inclemencies of the weatner.
— 133 —
(3.) In two sections:
(a.) Buenos Aires to Tacuman, to the Buenos Aires
and Eosario Railway Co. Ld.
(b.) Tucuman to Jujuy, to the Nation.
(4.) In three, sections of which the two constructed
already belong :
(a.) From Buenos Aires to Santa Fe, to the Buenos
Aires and Eosario Eailway Co. Ld.
(b.) Santa Fe to Eeconquista, to the Provincial
Grovernment of Santa Fe.
(o.) Eeconquista to Tucuman, to a separate company
that will be formed to construct this line.
The diversity of interests on some of the principal
trunk lines, by sections of the same belonging, to different
Companies, might have the drawbaik of prejudicing the
regularity of a through service in combination from
On the Aroentine Side there will he 5217 meters length of tunnel and 11.158 on
the Chilian . The "Ciimbre" tunnel will he 3200 meters above sea level, which will
be the highest point to which the railway will attain.
As a result of new and lengthy surveys reeently made by the engineer Bnggaluy,
the length of the Cumbre tunnel will be reduced from 5065 to 2500. This, besides
shortening the time required for boring from five years; to two fend a half, will
by the increased facilities for ventilation, lessen also the inconvenience caused by
engine smoke, as well as notably reducing the cost of the work.
The work of boring the tunnels wag carried on during the winters of 1890 and
1891, the snow offering no inconvenience; operations were commenced on December
S th 1889 at the Argentine end of the Cumbre tunnel and were gradually ex-
tended to the others. In one year about 1920 meters were done in the Argen-
tine section and 800 in the Chilian, without counting the galleries of access and
other works for increasing the points of attack. All these M'orks were done by
hand as up to the present no use has been made of the machinery, tho installation
of which was about to be concluded when the works were suspended in January
1891.
The Portillo tunnel, on the Chilian side, turns completely on Itself, resembling
a huge corskcrew within the mountain. Its upper month is 135 meters above its
lower and the horizontal distance between the two is 400 meters"
The section of the tunnel is 15 square meters in extent, and the greatest
height of solid ground above them is 900 metres ( in the Cumbre tunnel ), so that
the temperature inside does not exceed 30»( centigrade) which will be easily support-
able by the workmen during construction and by the passengers passing through
them in the trains.
The work was attacked from 26 different places, 13 in the Argentine Section
and 13 in the Chilian, about 450 meters all together being bored per month.
To conclude the tunnels it will be necessary to excavate about 200.000 cubic
meters more of rock.
The starting point of the line is at Mendoza and at kilometer 24" oo is the
first bridge ; this merits attention on account of its length which is 120 meters
In six spans of 20 meters each.
— 134 —
various causes, such as the differeat opinions of the managers
charged with the direction of the line, and also by the
"want of uniformity in the types of the rolling stock
employed, "were it not that the common interest of all
companies thus forming a trunk line compels them to
avoid the former possibility.
The second case has however been experienced in the
Argentine Republic in connection with the mutual ex-
change of traffic between two or more Companies, and
means . have been taken to avoid a recurrence of the
difficulties mentioned in the National Public Works Board
report, 1885 to 1888 (page 417), in which treating of
the exchange of traffic between the Buenos Aires &
Pacific, and Argentine Great "Western Railways at Villa
Mercedes, they report:
" The difference in the system of coupling, between
At kilometer 32 the track beginsito wind towards tlie Interior of tlie moimtain
ridge .
The first tunnel, called the Coleton is at kilometer 36 : it is 123 meters long
and has been out through red granite.
Atkll: 865 0 0 Js the second bridge, crossing the Mendoza river: it is 45 meters
long and 40 meWrs above water level.
At kil; 373 0 0 the line crosses to the South Side of the river by a third bridge
45 meters in length . This, like the preceding ones, is built of iron on stone
masonry, there being three piers of the latter material.
At kil: 38'''"' Is the Cachenta station, which takes its name from the locality and
is solidy built of stone and lime.
By the fourth bridge, the line crosses again, at kil: ST'"" to the North bank.
Tills bridge is 4j meters long and is an elegant structure of iron on three piers of
Stone masonry.
Two hundred and fifty meters further on, at kil : 39 is the second tunnel, 49 meters
In length.
Between kilometers 41 and 12 the course of the river has been deviated; on accomt
of this two of the large bridges projected by the engineer who commenced the works
have not been required.
At Kilometer 48i"' o is the fifth bridge on the line and the first steel one, by this
bridge, which is of 75 meters span, the line passes over again to the South bank.
In kilometer 5'2 is the third tnnnel of 40 meters long.
The sixth bridge and second of 75 meters span is in Kilometer 34 and the line cros-
ses by the line it to the north bank of the river.
The fourth and fifth tunnels are ia kilometer 36 1/2 and are respectively 21 and 40
meters long.
In kilometer liS the line crosses to the south side of the river by the seventh
bridge, the third of 75 m. s^)an, and in kil: 62 it reorosses to the north side by tlie
eighth bridge and fourth ot 7S m. span. At this point the line enters the district
called La Invernada {The Winter season).
(lUido 'station is in kil: 02 and has au excellent supply of water for locomotive
purposes.
Tunnel N<> 6 of 8S meters is in kil: 70. SOD; and N» 7 of 90 meters is in kil; 71.
In kil: 72 the point called Black mountain is arrived at it being a gigantic mono-
lith of dark stone, and here we again cross the river to the south side by the
— 135 -
" the -wagons of this Company, and of the other Eailvvays
" which run over this Companys line in great numbers
" loaded with merchandise for Mendoza and San Juan,
" causes great difficulties.
" The wagons of other companies are mostly provided
" with center hooks and coupling chains, as also with
" side buffers, whereas the greater part of the Argentine
" Great "Western stock has only the center coupling
" buffer with one link & is without side buffers.
" The difficulties and dangers thus presented for the
" coupling up of both classes of stock are innumerable
" Besides the difficulties experienced in coupling up
" vehicles with different systems of couplings, even with
" vehicles having this center coupling in common there
" is the trouble of one buffer being higher than the
" other peihaps, owing to the springs of the vehicle
ninth bridge of 60 m . span, tills being the oniy steel bridge of those obtained from
the United States
From this point the railway runs for a distance of 70 Icilometers along tile sonthera
banlt until it arrives at the "river Tupungato.
In kii: 77 is tunnel N" 8 of 27 meters length and a short distance beyond there was
another tunnel that bas since been made into an open cutting for greater security.
Uspaliata station 1700 m. above sea level is in kil: 92 and is of similar solid stone
conscruction to that of Cachenta.
Tunnels N" 0 & 10 known as the "Bermejito" are in kil: 114, where the line crosses
the river at a height of 7i> meters .
Jn kil: 121.2 at a height of 2087 meters above sea level is the Elo Blanco (White
river) the terminus of the sections officially opened to public traffic in Argentine
territory, althrough the rails were laid on April 23"' 1893 as far as kil: 135, Elo
Colorado (Eed river;; from which point the earth-works have already been made,
for over two years, for another six kilometers and now almost reach the stopping
place of Las Vacae.
The bridges and tunnels that we have mentioned kilometer by kilometer hardly
give any idea of the enormous work that has been required for the construction of
that part of the line which is now finished.
We liave not mentioned, because it would take up too much room, a considerable
number of culverts, several of which by their size are entitled to rank as bridges;
neither have we spoken of the large cuttings and embankments because it would
make this article of undue length, but wa might mention that in the excavations
made In the rocks for this line hundreds of tons of powder and dynamite have been
used.
On April Sth 1889, the anniversary of the victory of Maipil, the works in Santa
,Eosa de los Andes were inaugurated by President Balmaceda.
The works on the Cljiiian section are divided into from sections ;
lot. From Santa Eosa to kil 13;
2nd. " kil 13 " " 35;
3rd. " Elo Blanco " JnncalKil52;
ith. " Junoal to la Cumbre,
— 136 -
" being more or less -worn, or, it may be owing to the
" center-buffer being fixed in a different position, but in
" either event the coupling of same by a single link is
" very difficult, at times making it necessary to bead the
" link before it is possible to do so. It ■will also be
" seen that these defects in the vehicles may be the
" cause of accidents through the higher buffer locking
" "with the other and probably iu this manner occasion a
" derailment ".
Actually the above Companies have abolished the dangers
and difficulties mentioned, they having recently equipped
their lines with adequate rolling stock to ensure a good
traffic service, as is proved by the following comparative
table of the increase of the rolling stock on the lines
between Buenos Aires & Mendoza which has replaced the
primitive stock mentioned in the report:
The line begins a sliort distance from the State Railway ( with which it forma a
junction) in Santa Eosa, 830 meters above sea level, and runs on the south bank of
the Elver Aconcagua being completed and open to traffic as for as Salto del Soldado
( The Soldier's leap ) where it crosses the river in kil 26 by a bridge of 20 meters
span.
In Salto del Soldado there is a series of tunnels the first of whieh Is 240 meters
long and on emerging from which the river is crossed by a 20 meter span bridge to
at once run into another tunnel of 63 meters on the opposite side, latter on passing
through others of 45 and 70 meters respectively until arriving in Ml 27.700 the
actual point of the rails.
The earthworks have been finished as far as kil 31.300 and the masonry of the
bridges is also well advanced in the latter part of the second settion, whilst in Los
Andes Staton all the permanent way materials are deposited for tbe construction of
the line as for as Juncal kil K including the iron bridgework.
In kil ] 37 of the Argentine section the rack railway on the Abt system commences
with a centre rail on a gradient of 8°/o for a distance of 1230 meters ; it then runs
level as for as kil 141 where the rack again is used for 750 meters.
In killBl the same method will be used for a' distance of two kUometers, as also
from kil 165.300 to kil 170, the entrance to the first tunnel, of La Cumbre at 3188
meters above sea level.
On the Chilian section the rack commences in kil: 45.300 and runs for 3500 meters.
In kil: 54.200 it runs in the Juncal tunnel for a distance of 1104 meters & also in
the Juncalillo tunnel there is the Abt system for 1273 meters as far as kil: 138.600.
Part of this tunnel between kil: 56 and 58 is in spiral form, rising 133 meters in a
horizontal distance of 400 meters.
In kil: 58.600 the line is again level to allow of crossing & train shunting sidings,
locomotive service and to double the traific facilitiet.
After passing this siding the rack line on the Abt system continues as for as
kil: 03.700 where it ends & the railway then runs with a rising gradient of 1 in 20O
as for as kil: 64 where the descent commences. .
In kil: 63 the frontier between Chili and Argentina is crossed.
— 137 —
RAILWAY.
EOLLING STOCK
NUMBEK OF VEHICLKS.
laas.
1880.
1890.
1891.
Buenos Aires & Pacific . . .
Argentiae Great "Western . .
880
781
1573
1418
1809
1602
1838
1637
In addition to the above diiSculties -whicla may be
easily abolished by the united action of the Companies,
"we may also point out others affecting the Argentine
sections of the principal lines of international importance
that have been brought about:
(1.) By the want of a well studied plan of the general
Argentine railway system that would have conveniently
divided the camp districts served between the various
lines of general or local interest, and in accordance with
whioh the concessions ■would have been granted that have
authorized the construction of 29660 kilometers of line, of
which 12990 are already, open to traffic.
(2.) By the want of uniformity of guago in the great
trunk systems.
The iirst mentioned inconvenience has resulted in certain
lines of equally important extension competing for the
traffic of the same zone, as we have illustrated, amongst
others, by the lines from San Cristobal and' from Sunchales
to Tucuman running parallel with each other for a dis-
tance of 536 kilometers, more or less only 24 kilometers
apart, through the provinces of Santa Fe, Santiago del
Estero and Tucuman. There is barely a population of
32 inhabitants to ' the square kilometer, in no way
warranting the construction of two lines separated by
such a small distance, without resulting in serious detri-
ment to the interest of the Company that does' not" enjoy
the State guarantee, as also for the public interest thus
— 138 —
threatened by the possibility of being called upon to
pay the full amount of the guarantee owing to competi-
tion, actually taking place with the line from San
Cristobal to Tucuman.
In time the disadvantages thus suffered in the above
districts, served by two lines which have required the
investment of enormous sums of money for their con-
struction, will doubtless disappear with the growth of the
industries and commerce in the rapid manner customary
in the Argentine Republic.
The inconvenience caused by the second difficulty however
affects the proposed through direct service in this country's
territory.
Several of the principal lines in the North of the Re-
■public are unable to establish a mutual traffic combination
service with the Southern lines unless they tranship; as
also the Eastern lines, which unless a mode of continuance
with the other lines in the country is resolved upon, will
be unable to establish a through service.
The guage of the railways in the Provinces of Corrien-
tes and Entre E.ios differs from that adopted in the
neighbouring territories of the province of Santa Fe and
the Chaco, — and in these latter, as in all other parts of
the Country (with the exception of the Province of Buenos
Aires), they have alternately used the 1.676 meters and
the 1 meter guages, with the result that in the great
trunk systems of primary importance that should run
from Buenos Aires to Chili, Bolivia and Paraguay there is a
difference in the guage.
The mean guage between the rails of 1.435 meters, the
same as that adopted in the construction of the lines in
the provinces of Entre Eios and Corrientes, in our opinion
would have > been the most convenient one for the rail
ways of principal national importance.
— 139 —
Witli such a guage the line from Buenos Aires to
Bolivia, passing through Tucuman and Jujuy, that will
form a most important section in the general system of
the direct through route of the American continent, would
not have had to contend with difficulty of a change in
the guage, and the necessary loss of time required in
having to change from the 1,676 meter line to that of
1 meter.
The saving that would have been affected on the ex-
tension of 1165 kilometers from Buenos Aires to Tucuman
by the construction of the permanent way and works
24 centimeters less than the actual width, v\^ould doubtless
have covered the cost of the extra width in the exten-
sion of 652 kilometers to Bolivia, of which 352 kilometers
are already constructed as for as Jujuy.
The guage of one meter in the latter region has not
been compulsory owing to the natural difficulties en-
countered, which are more or less the same as those
found on the section from Tucuman to Metan, which wa
see by the Report of the National Department of Public
"Works ( pages 276 and 277 ) would have permitted
without difficulty the adoption of the 1,435 m. guage.
The curves on the line are in the proportion of 21.75 «/o
with minimum radii of 400 meters; 78.25 "jo of the
railway being in straight lengths of which the longest
is 23.196 meters.
They ^report a maximum slope, 2.200 meters long, of
18 per 1.000; and two maximum gradients, 1.500 and
4.600 meters long respectively, of 15 per 1.000.
The general average of the slopes being 9 per 1.000
and of the gradients 8 per 1.000.
AVith the above technical conditions counting on the
solidity of the permanent way obtainable on rocky and
— 140 —
mouatain lands; wLtli a steel rail of the "Vignol" type
34 kilograms to the lineal meter; rolling stock of the
American bogie system; and six wheel coupled with bogie
engines of "Stephenson", bogie tender; on the section
from Tucuman to Jujuy and to Bolivia express trains
would be able to travel at a maximum speed of 70
kilometers per hour; whilst the heavy cargo trains with
similar rolling stock hauled by eight wheel coupled engines
of Beyer Peacock & C.<> would be able to carry up to
450 tons.
In the United States on the lines between New York
& Boston heavy cargo trains on gradients ol 28 per 1000
travel at a speed of from 25 to 30 kilometers per hour
(L & P page 38); the average speed of the passenger
trains on the largest railways being from 65 to 70
kilometers per hour.
In Brazil on the Central line, with gradients of from
18 per 1000, and curves of as low as 180 meters the
trains run at an average speed of 46 kilometers.
And in Uruguay where the greatest gradients on the
lines of uniform type in exceptional instances are 16 per
1000, the average gradient being per 1000, with curves
of 200 meters, the light passenger trains with the rolling
stock and engines mentioned on pages 110 and 116 of this
Eeport are able to travel at the maximum speed allowed of
72 kilometers per hour, the average actual speed of the
trains being from 30 to 60 kilometers per hour.
With these experiences the Central Northern Railway
(Tucuman to Jujuy) could have been constructed at first
adopting the middle guage of 1.435 m., which also might
have been made applicable to the Buenos Aires & Eosario
Eailway (from Buenos Aires to Tucuman), and would
have thus adepted it better for the movement of the
— 141 —
international American traffic to wMch it is destined; —
at the same time being more economical than the 1.676
meters guage.
Also retaining in the mountaiaous section to the Boli-
vian frontier the same gradient and planimetrical features
as in the section to Metan, it will be seen that the line
would not be in any worse conditions thau similar lines
constructed in other American countries under the same
or worse technical conditions, it of course being assumed
that the roadbed would be made with the stability and
solidity necessary, the rails being of the weight and
section necessary to allow of the trains travelling without
risk at the velocity demanded for a quick national and
internatienal service.
The same drawback of the difference in guage is
noticed, and apparently with less cause, in the railway from
Buenos Aires to Formosa, a system of great importance
on account of the immense district it serves in the Ar-
gentine territory, and by its being ultimately intended to
serve as a means of rapid transit with the Paraguayan
Eepublic.
This line is divided into three long sections, each one
belonging to a distinct Company. The first from Buenos
Aires to Santa Fe, 481 1/2 kilometers open to traffici
has been constructed with a guage of 1.676 meters : the
second section from Santa Fe to Eeconquista, 318 kilo-
meters also open to traffic, has a guage of 1 meter
only, whilst the third section from Eeconquista to For-
mosa, the concession for which was granted by Congress
on October 5*'^ 1887, will be made with the 1.676 meters
guage.
The territories on the right . hand of the Eiver Parana
are distinguished by extensive plains; and the height
— 142 —
above tlie sea level of that district as also of the various
stations of the Argentine Railway system have been
furnished together with the kilometrio distances by the
National Railway Board.
This interesting and useful compilation that we include
further on gives for each railway, the distance between
every station, the distance of each from the commence-
ment of the line, also the distance of the two extreme
termini of each line from the Buenos Aires Central Station;
also the height above sea level of each station is given,
and it vpill be enough to notice the various heights of
each station in relation to the plan of comparison adopted,
in order to prove that in the sections of the line we are
treating of, i. e: — from Buenos Aires and Rosario via the
Irigoyen branch to Santa Fe, as also in the line from
Santa Fe to Eeconquista the general average of grg,dients
"will not exceed 1.5 per 1000.
These same and also the planimetrical conditions of the
section from Eeconquista to Formosa ^re given in the
report of the National department of Public "Works (pages
13 & 14) as follows:
" The slopes and gradients are almost nil. This is
" proved by the level of the section of 230 kilometers
" (Eeconquista to Formosa) in the total length of "which
" there is only a total difference of 20 meters or an
" average of 9 centimeters per kilometer.
" In the second section (Resistencia to Formosa) the
" gradients are still easier, there being only a difference
" in level of 4 meters in 187 kilometers.
" There are altogether 87 curves of which 56 are found
" on the first section and 31 on the second.
" The radius of these curves varies from 500 to 2.000
" meters, with the exception of two close to Bermejo that
— 143 ~
" have only 300 meters each, but which may be somewhat
" modified.
" On the first section the length of the curved as
" compared "with the straight line is 25 kilometers to,
" 280 kilometers, or 10 "/o of curves to 90 °/o straight
" line.
" On the second section the curved line is of 6.600
" kilometers extent to. 180.400 kilometers of straight line
" or 3 1/2 o/o to 96 1/2 "/o respectively. "
"With such exceptionally favourable, natural conditions
permited by the geographical surroundings of the whole
district from Buenos Aires to Formosa at first sight it is
diificult to in any reasonable explanation to justify the
division of the uniform 1.676 meters guage on the two
extreme sections of a system of 318 kilometers from
Santa Te to Eeconquista with only a guage of one
meter.
But to dispel this idea of an apparent anomaly we
should remark that originally the full extension was not
planned out of the great Argentine railway that will thus
connect Buenos Aires "vyith Asuncion (Paraguay), one,
which we prove further on, will be the route of greatest
advantage over the other Argentine lines running in the
direction of Paraguay, and that will be able to serve as a
means of rapid communication between the port of Buenos
Aires and that country.
Separate concessions have been granted to distinct
companies from time to time and these latter have
constructed their sections as influenced by their interests
for the time being; this cause explains the differences in
guage in the system that we now consider as a through
route to appreciate its united importance in the arrange-
ment of the international rapid american service. On the
_ 144 — .
other hand the section from Santa Fe, to Eeconqnista
as constructed is justified in adopting the narrow guage;
it forms part of the railway system of the province of
Santa Fe, which has in its entire length been constructed
of the meter guage, originally with the idea of forming
a system for local necessities, but which with the advance
of projects is now called upon to form a link in one of
the systems that will rank as of first importance.
"When that time arrives, if the traffic requirements de-
mand it, the Santa Fe and Eeconquista line will no
longer be a line of local interest but one of national
importance and will change its actual conditions unless
in the meantime engineering science has not discover-
ed some more rapid method, as for instance the change of
bogie (at present working successfully on North American
lines), by which the same vehicles are transferred from
broad to narrow guage and vice-versa. i
The Chaco Austral Railway, which commerces at Port
Barranqueros on the right bank of the River Parana
opposite the Capital of the province of Corrientes, and
terminates in the junction with the Central Northern
Railway in the neighbourhood of San Jose de Metan
f Province of Salta); considered from the point of view
that its important position gives it, in forming part of
the great system serving the American international
movement, although, by the guage of 1.676 meters on
which it as been projected, facilitates traffic with the
proposed line from Eeconquista to Formosa, at the same
time this difference of guage, from the lines forming its
real extensions, such as the Corrientes and Entre Eios
provincial system constructed on the 1.435 meter guage,
and the Central Northern Prolongation will cause delays
in the combinations with these latter with which it
— 145 —
should form a connecting link in establishing through
communipation between the cities and ports of the right
bank of the Eiver Uruguay, and the countries of Bolivia
and Peru.
This second and important connection of the Central
Northern Eailway confirms the 'advantages that would
have accrued from the construction of that line, as also
of the others of general interest in the Argentine republic)
of a uniform guage of 1.435 meters, the same as adopted
in the provinces bordering the Eiver Uruguay, and in
Paraguay, and which is the one most recommended for
railways of great extent.
As to the technical conditions of the Chaco Central ,line
in common with the majority of the Argentine lines they
are exceptionally easy: — there are long stretches of road
as on the Buenos Aires and Pacific line (from Buenos
Aires to Villa Mercedes) where there are only three
gradients of less than two kilometers all told tha barely
average 6 per 1.000; the general average of the gradients
and slopes on that line, on the Buenos Aires and Eosa-
rio to Tucuman, and on the Hne to Formosa only being
from 1 to 1.5 per 1000 ; "with straight lengths of line
extending 318 kilometers on the Pacific railway, and
another of 485 kilometers on the proposed Chaco Austral
line.
Although some of the lines of the Argentine system,
destined in the future to fill a principal part in the inter-
national service of South America, actually have not the
solidity of permanent way nor a heavy enough rail to
allow of an express train service, nevertheless when the
time comes to make that service it will be an easy matter
to adequately equip them. It must be borne in mind,
that in a new country like the Argentine Eepu.bHc, that,
— 146 —
as an indispensable step for the opening up of its fertile
lands, has had to carry the iron road into the prairies, it
is not possible at the very beginning to lay down the
railways with all the improvements of the age; it might
even have been more convenient if instead of the con-
struction of the railways of the Argentine network being
made as good as they are, in the unpopulated districts
they had been built on a more rudimentary plan, less
costly, although at the same time so made as to admit of
their improvement from time to time as the traffic neces-
sities might require.
In this matter the new countries should, adopt the
american plan of railway construction and lay down the
greatest number of kilometers with the smallest capital possihle.
The improvement of the original construction is made
as the tra^ffic grows, and had they not adopted this plani
many of the gteat lines of North America, that now enjoy
great prosperity, would never have been made at all, if
they had waited to obtain the capital required to lay the
line at first with all the costly works to put same in first
class order.
Legal regime.
The construction of Eailways in the Argentine Republic
has been effected by means of concessions granted in each
particular case, either by the National Congress or by the
Provincial Legislatures, the Eailways being denominated,
in the one case. National, and in the other Provincial.
The National Government has granted concessions for
lines, as follows:
— 147 -
(a.) those destined to place two or more Provinces in
communication.
(h.) -those destined to place the National capital in com-
munication with one or more Provinces,
(c; those destined to establish communication between any
point of the National territory and one or more
neigh bouring States. ,
{d.) those to be constructed by the Nation.
(e.) Prolongations of lines belonging to the Nation or
whose concessions have been granted by the Na-
tional Congress.
The Provincial Governments have granted concessions
for lines."
(a.) Of local interest, i: e:, those which do not go
ontside the Province, thtis respecting the rights
of existing concessions granted by the National
Government.
"With this state of things, there is no fixed legislation
to which the concessions, whether national or provincial,
have been made subject, and it is far from our intention
to say anything against this want of uniformity; as the
concessions represent a series of state favors, there is real .
convenience, specially in new countries, in keeping the
matter constantly on the tajjis, in order to restrict these
favors and diminish monopolies.
It is not be wondered at, therefore, that there has been
vacillation in this direction in the first steps in the Ar-
gentine Republic towards attracting capital for the con-
struction of the railway lines intended to populate its
rich territories and to create its industries and commerce
and that it was necessary to boad the concessions with
favors.
The first attempt is revealed in the law sanctioned by
— 148 —
Congress on the 30*'^ June 1885 authorising the construct-
ion of the Eailway from the city of Eosario to that of
Cordoba, on the following bases : — a tenaporary concession
for ninetynine years, at the end of which time the ' line
would revert to the G-overnment, on payment of its
valuation price : a free grant in perpetuity of a zone of
land twenty squares wide on each side of the line '■
exemption from duties on all the materials necessary for
the construction and equipment of the line : the right to
construct branches enjoying the same privileges as the
main line, the concession for the former to lapse concur-
rently with that for the latter : The Executive Power to
have the right to take as many shares as the Pubhc
Treasury may permit : the Company to have the right to
fix its tariffs whide the concession lasts, charging the
State for services rendered a third less than the general
tariff.
The results not being obtained that the National Con-
gress expected, the zone of land to be granted was doubled
by a decree dated 30"^ October 1857. These favors were
not sufficient to attract foreign capital, and the Public
Powers being anxious to encourage the construction of
Railways in the country, a law was issued on 26*'^
September 1861 granting a guarantee of seven per cent
per annum during ten years on a capital which should
not exceed a maximum to be settled beforehand, the
concessionaires being obliged to make a deposit in cash
or bonds as a guarantee for the fulfilment of the oblig-
ations undertaken and to submit their tariffs every year
for the approval of the Executive Power.
The regulations of this law were altered by the one of
September 5* 1862 which fixed as a maximum kilomet-
ric cost of railway ready for traffic the sum of £ 6000
— 149 —
per mile, with an anaual guarantee of seven per cent for
a term of years, the State to be repaid such sums as it
might have to disburse under this service with the net
profit of the working over and above 7 "/o; the Govern-
ment being authorized to intervene in the Company's
operations for the purposes of the guarantee service, as
also in the fixing of the tariffs when the net revenue of
the line exceeded 12 "/o per annum; they also reserving
the right to expropriate the railway at any time on payment
of its cost with additional 20 "/o as indemnization. The
company were also obliged to give a satisfactory money
security to guarantee the the fulfilment of their contract,
and it was established that all questions that might arise
between the Company aud the Government should be
settled by arbitration.
The conditions established by this law were improved
by the contract of March 19th 1863, approved by Law of
the National Congress on May 23rd.
This fixed the cost of line at h 6400 per mile with an
annual guarantee of 7 "/o for forty years; this guarautee
to be covered by the State paying the difference between
the amount of such interest and the net profits of the
working when this might be less, or when greater, the
amount over and above to be paid to the State as return
ef jthe sums paid by it, it being established that henceforth
for the purposes of the guarantee accounts 45 °/o of the
gross receipts would be admitted as working expenses.
The Executive Power were authorised to subscribe for
fifteen throusand L 20 shares in the Company; to grant to
the Company gratuitously the lands necessary for the
installation of the line and its dependencies; and to transfer
to the Company, on conditions that they populate same,
one league of land on both sides of the line in "its full
— 150 —
extension; to intervene in the arrangement of the tariffs
"when the line produces dividends of more than 15 "/o on
the capital.
The Company were exempted from all import duties for
forty years on the materials necessary for the construcdon
and use of the railway, as also for the same period of
exemption from any property tax or levy on the property
ot the Company or its dependencies. They were granted
the right of using the national woods and forests for the
purposes of the line or the traffic, — free of charge. The
employees engaged ou the construction or in the working
of the line were exempted from military service; and
similar' privileges to thoso granted or to be granted to
immigrants, would be extended to those introduced by the
Company.
The gratuitous transport of the public mails was made
obligatory ; the carriage of troops and war material to be
effected at half the ordinary rates ; and finally all questions
between the Company and the Government were to be
settled by arbitration. Such were the conditions of the
law. of May 23'^'^ 1863 under which the construction of
the Central Argentine Railway was made with a guage
of 1.676 meters running from the city of Rosario of Sia.
Fe to Cordoba.
It will be seen that the first steps taken for the
construction of National railways were made with all the
prudence that the question demanded. This was however
varied until the original plan was so changed to attract
foreign capital that the concessions on the part of the State
were increased, until at last the concessions were granted
in perpetuity with a guaranteed interest for forty years
on a mileage cost fixed beforehand in addition to the
other concessions we have mentioned:
— 151 —
"With this liae it may be said the maximum of State
concessions were enjoyed for the fomentation of Railways,
as later on the subsequent • concessions were somewhat
modified in their principal clauses.
Thus for instance although in the majority of conces-
sions authorized in later years, the perpetuity of concession
as granted to the Central Argentine with a guarantee of
7 "/o for forty years and other favours was also given,'
still to the East Argentine Railway there was no grant of
lands, but the cost of construction was iixed at L 10.000
per mile by the law of Ootobeaf S'''^ 1863 and Decree of
July 2&^ 1870.
The law of 10 th October 1879 and the decree of 14 th
October 1872 (concession of the Buenos Aires and Campana
Railway ) under the same type of concession, except that
there "was no land grant, reduced to 20 years the period
during which guarantee would be enjoyed and A\hich
guarantee would be adjusted to the true cost of the road .
The National Congress, within the general terms of the
regime of the concession of the Central Argentine Railway,
made uniform the conditions which should govern the
construction of five impoi-tant lines, viz : , from Buenos
Aires to Mendoza and San Juan; from San Juan to Toto-
ralejos : fromTucuman to Jujuy; from Mercedes to Corrientes
and the Transandine to Chile, and issued the law which
was published on o*"^ November 1872 authorizing the
Executive Power to contract, after calling for tenders, for
those railways under the following conditions :
(a.) guaranteed interest at the rate of seven per cent per
annum on the net cost of the line.
(&.) to pay the guarantee in cash or in public bonds
bearing 6 per cent interest and one por cent amortiza-
cion.
— 152 —
(c.) tlie cost of worxing to be fixed at 50 or 55 per cent
of the gross receipts, according to tlie expense of
traction rendered necessary by the nature of the
road.
(d.) to repay the amount paid as guarantee in public
funds or cash with the excess over 7 per cent net
profit, if any.
(e.) The Executive Power to have the right to fix the
tariffs whUe the guarantee lasts, and to intervene in
them afterwards, should the line give more than
twelve per cent.
(f.) a money deposit of one hundred thousand hard
dollars on signing the contract, as a guarantee for
the completion of the work.
(g.) The Executive Power to have the right to inspect
the works.
This base has been made applicable to almost all the
concessions for guaranteed railways since granted, with
variations in the terms: the rate of interest guaranteed
has been reduced to five per cent in the majority of the
concessions, and the price per kilometer has oscillated between
$18,000 and $31,000 gold.
Perpetuity, ■which was tacitly understood in all the above
sections, has, in some guaranteed lines, been substituted
by a temporary concession, limited to sixty years in the
case of the line from Villa Maria to Eioja, and to fifty
five years in the line from San Cristobal to Colon. (Laws
of 15 th and 21st October 1887.)
From the year 1887 onwards concessions have been
granted in perpetuity without guarantee or premium of
any kind, and temporary concessions for the tern of ninety nine
years.
— 153 —
"We will now giv3 the principal terns of the regimes
affecting the Argentine Railways.
I. (a.) Concession in perpetuity.
(6.) a guaranteed interest for periods varying from
ten to forty years, paid in cash or public funds.
(c.) capital determined by a price per kilometer, vary-
ing between $18,000 and $31,500 gold.
(d.) the passing of. from 45 to 60 per cent of the
gross receipts as the cost of working for arriving
at the guarantee.
(e.) repayment of the guarantee with the excess over
seven per cent of the net taking of the line.
(/■.) the right of the Executive Power to fix the
tariffs while the guarantee lasts and [to intervene
in them afterwards, should the net earnings
exceed twelve per cent.
(g.) monetary deposit on signing the contract as a
guarantee for the completion of the works.
(h.) exemption from duties on the materials necessary
for the construction or working of tjie railways.
(i.) exemption from all national or provincial taxes
on the properties, fixed or movable, constituting
the railways.
n. (a.) Concession in perpetuity without guaranteed in-
terest or premium of any kind.
(&.) exemption from duties as is customary in conces-
sions, stipulated by articles 54 and 55 of the
Railway law of 18 th September 1872,
m. (a.) Temporary concession for a term of from fifty
five to sixty years:
(&.) a guarantee of five per cent for the "Vfhole term
of the concession.
(c.) The return of the line and all its equipment to
— 154 —
the State at the end of the concession, without
any compensation whatever.
IV. Temporary concession for the term of ninety nine
years, at the end of which the line would revert .
to the State: without guaranteed interest.
(&.) as in regime N." 3, the usual favors granted in
the iaw of the 18th of September 1872.
The provincial governments have granted railway con-
cessions in general, under the same bases as the national
lines.
Preparation of projects.
The programme observed in proposing projects of public
works has been based on that ruling in France for the
body of Engineers of Bridges and Abutments, the adoption
of which was counselled by the National Department of
Public "Wofe and decreed by the Minister of the Interior
on July 27tii 1876. It is as follows:
PBOGEAMME TQ BE FOLLOWED IN THE PEEPAEATION PROJECTS.
DOODMENTS.
SCALES.
RBGULATIOXS TO BE OBSEBVED.
1st TSxtracta of
letters.
2nd. General
plan.
It Is optional
according to cir-
cnmBtunoes to
adopt one of the
following: 1 in
KjOO; . in 2000; 1
in 2S00; 1 in 51100;
or in lUOOO.When
possible the topo
graphical plan
shonld be used.
Advance proposals.
1^' : In the general plan should be
indicated the formation of the ground
by means of horizontal curves,
shaded or coloured, annoting also as
many levels above the sea as can
be obtained, especially those referriag
- 155
DOCUMENTS.
SCALES.
EEQUIiATIONS TO BE OBSERVED.
to the summits and river high-water
marks.
Whenever the plan of the scheme
is near the littoral the hydro-
graphical charts should be used to in-
dicate the coast line, and the heights
of same should be noted.
2"** : On all maps and general plans
due East must be shown.
3''*: The land plan must agree
■with the longitudinal seccion, and
should have marked upon in with
the greatest exactness possible the
principal points on tae section, also
the kilometrio distances, the heights
and radius of the curves the changes
of grade, and the works to be
constructed .
When it may be convenient, to
examine the project more easily, the
longitudinal section will be shown
on the plan. ' .
4tii. "^Then the tracing is shown
crossing a valley exposed to floods,
the high water limit must be indie ■
ated.
If it is treating of a project to
improve a water course or of a
river defence-work the extreme limit
to which the water reaches in each
case must be determined and the
direction of the current marked by
arrows. The plaa should also embrace
the waters above and below the
point of the proposed work so as
to give an exact idea of the general
direction of the water course.
6."^: When dealing with the
direction of a canal, public highroad.
— 166 —
DOCUMENTS.
SCALES.
BEGULATIONS TO BE OBSERVED.
S.rd Longitud-
inal section.
Scale of section.
ditto
of heights.
Scale of
general plan.
Decuple
of the plan
scale.
or railway, the general plaa should-
show both sides of the line, and
for a distance of not less than a
kilometers, a sufficient number of
levels to prove the conveniencie of
the proposed direction. The cross
roads, limits of the properties, bases
of the hill ranges, the river high-
water mark, or the bank of the
water-course, will give the most
convenient cross sections in connect-
ion with which the levels should
be taken.
gth ■ "^lien treating of the situation
of a bridge the general course of
the stream for a sufficiently extensive
stretch should be shown, giving the
waters above and below the point
chosen for at least a kilometer on
either side of it. The notes of
sufficient levels should be made to
give an exact idea of the longitudinal-
section of the bed of the water-course;
and a certain number of cross sections
to be able to judge of the convenience
of the chosen sport.
7"': The point of reference in the
taking of levels will be that of sea-
level, also whenever possible the
reference to the mean level of the
River Plate at low water must be
given.
8*: The annotations of the distan-
ces as also of the heights must be
written in lines below the section,
parallel with the edge of the plan.
In each note of level must be
givea the accvimulated distance from
starting point;the kilometric distances,
157 —
DOCUMENTS.
BE9DLATI0NS TO BE OBSBEVED.
annotations on the levels of the
of the district with reference to the
plan of comparation. When dealing
with high roads or railways there
must be given the levels of the
proposed, and the distances of the
direct outlines, points of tangent
vi^ith their length, radius and direction
of the curves, length of slopes or
gradients with horizontals of same,
mentioning the latter numerically.
In each proposal should be shown
on a line drawn above the general
outline, the distance traversed in each
Province.
9"^: The extension of the line must
be divided into kilometers, the point
of starting being marked with a
cypher, and the extent of each
kilometer noted with the letter K,
followed by the corresponding number
in figures.
Each of these divisions will be
again divided into equal fractions of
a kilometer also to be noted in figures
somewhat smaller than those used to
mark the kilometers.
10. The levels or notes of the
sections must be taken from 60
to meters apart when crossing a
district that is not broken up, or
in the latter case they will be taken
as near each other as possible, it
being generally arranged to have
the distances between the levelling
of equal lengths.
11. The section of the profile must
be shown by a black line. The
outline proposed must be drawn in
— 158
DOCUMENTS.
RESnLATIONS TO BE OBSERVED.
4tli. Cross
sections.
5tli. Types of
constructions
k erections.
Dimensions
not exceeding
100 meters.
For dimensions
that exceed
100 meters .
Written doon-
mcnts:
1st, Explanatory
report
2nd. Statement
sliowing
approximate
movement of
carth,con3tnited
works, etc.
3rd.Approximat
estimate
in detail of
expenses
4tii Estimate of
the yearly
probable
mpveraent,"\vlien
dealing with
high roads. '
1 in 200
for heights
and distances,
1 in 100
1 in 230
carmine. The surface of the earth-
works must also be in carmine, and
of the neighbouring land in yellow.
The levels of the earthworks and
surrounding ground will be noted
in carmine, the former being written
above the outline of same on the
plan, and the latter below.
12. The cross sections must show
an extension of at least double the
width of ground they occupy. The
level of the longitudinal section must
be distinguished from the others by
the use of special or distinct figures.
The levels of both the cross and
longitudinal sections must be made
on the same scale for comparison.
In order not to have the plans of
two great length these sections may
be shown on a plan showing a
greater distance either above or below
the point of reference but the annot-
ations must be stated as so made.
In ' the cross sections of lands
exposed to floods, or in the neigh-
bourhood of a watercourse, the high
water mark should be shown by a
blue line and the corresponding level
marked on the plan.
When the proposals refer to any
work or improvement of a water
course, a sufficient number of cross
sections should be given to show
the high water mark, and these
should be taken outside the limits
of the land exposed to inundation.
These cross sections must always
be shown on the same side, taking
159 —
DOCUMENTS.
SCALES.
REGULATIONS TO BE OBSERVED.
1st. General
plan.
2ncl. Longitud-
inal section of
distances and
heights.
3rd. Excava-
tions .
4th. Cross
secctions
5th. Buildings
Wflen the
dtniensious
donot exceed
25 meters.
According to
circumstances
one of the
following scales
must he adopted
1 in lOOO,
1 in 2000,
1 in 2500,
1 in 5000
or 1 lOOOO.
Whenever pos-
sible a
topographical
plan should
be used.
lin20O
1 in 200
1 in 50
the. direction of this towards the
starting point.
13. The greatest care shotdd be
observed ia giving the levels, letting
them be distinct and exact.
The level of high and low water,
sea level, etc should be marked by
means of blue outlines and levels,
in connection with the general plan.
Definite Propossols.
14. The plans mus have all the
details specified in articles 1, 2, 3
and 4.
15. The longitudinal section must
have the details specified in articles
6, 7, 8, 9 and 10, in addition giving
details of any excavations that it
may be necessary to make in cuttings,
or for foundations of buildings, these
being shown on the section.
16. A plan of the excavations
with all necessary details having
reference to the general plan must
be accompanied.
17. Ia addition to the details speci-
fied in article 12 the type of section
of the high road, canal, or railway
projected must be shown.
18. In the drawings of the sections
of the fundations of all buildings
should be shown, by shading or
coloured inks, the nature and thickness
of the strata of earth in which the
foundations have to be sunk. The
nature and thickness of each strata
should be marked on same.
19. By means of blue lines and
levels must be shown in the
160
DOCUMENTS.
REGULATIONS TO BE OBSBEVBD.
When between
Z5 and lOO
Over 109
For tlie details
of buildings and
for iron and
wood railway
material etc.
1st. Descriptive
report.
2nd. List of
conditions.
3rd. Detailed
statement of
the cubic
movement of
earth.
■tth. Statements
of outlines,
heights, slopes.
gradients,
horizontals,radii
of curves, etc.
5th. Analysis
of prices
6th. Detailed
estimate,
Tth Statement
of compensat-
ions to be paid.
8th, Statement,
number
1 in 200
From 1 In 10 to
linS,
Always usine
simple decimal
elevations and sections of earth works
the high and low water level both
of floods and otherwise.
20. On the plans of section and
elevations must be shown the neces-
sary levels to be able to establish
the correctness of the proposal, and
verify its importance.
21. In addition to the details
that should accompany the plans as
set forth in the previous articles
the Board of Pubho "Works are
authorised to amplify same giving
ia each case the conditions and
instructions necessary.
22. All the documents formiag a
proposal must have a progressive
number.
23. The plan and longitudinal
section will be drawn according to
the course of the road, the pro-
gressive numeration running from
the most important point on the
shore to the Interior.
24. To facilitate the determination
on a map of the point in which
a work is to be executed, there
should be indicated in the begin-
ning of the section, as well as at
the end, the approxSnate distance
and direction of the principal popu-
lated centres.
25. Special care must be taken
to show on the outline plan, the
towns, roads, water courses, pro-
perties etc. which are crossed or are
situated in the vicinity.
26. The scales must be graphically
shown on the plan and section and
— 161 —
DOCUMENTS.
SCALES.
HEGULATIONS TO BE OBSERVED.
progressively of
the documents
composing the
proposal.
must also be showa in figures, as,
for example:
Scale of 0™ 002 per meter (~)
27. All the plans, sections, draw-
ings and documents without except-
ion must be presented in the form
of a packet or portfolio 0"' 22 by
01^ 32.
28. The plans or sections which
should form part of the packet or
portfolio will be doubled according
to the foregoing dimensions in ecjual
and alternate folds both as regards
length and height so that
they may be conveniently and easily
examined.
29. The plans which form part
of the proposal will be drawn on
transparent cloth, and the originals
must be sent separately.
30. The plan of the outline will
be executed on one continuous length
of paper, which can . be made up of
sheets joined together so as to form
one piece.
When there is a change of direc-
tion open angles will be established
determined by two lines, with a
convenient width and so disposed
that it will be easy to establish
the angle of the two outlines.
For this the paper will be doubled
in two folds which will terminate
in the same edge of the cloth or
paper: one of the creases will be
perpendicular to the edge of the
paper, so as to divide into two
equal parts the angle at which the
— 162 —
DOCUMENTS.
SCALES.
REGULATIONS TO BE OBSKKVED.
drawing is interrupted.
31. All the plans and documents
■which make up the proposal will be
signed bj the engmeer charged with
their preparation, and will bear the
approval of those who have examined
them, giving the title or occupation
of each of them.
William White,
Dire-;tar General.
General Law of National Railways.
The law regulating the NA.tional Railways of September
18th 1892 having been superseded by that of November
24th 1891, we consider it of interest to give the text of
the latter in full, as follows:
BAILWAY LAW.
Act. No. 3873 of the 34th. November, 1891.
SECTION I.
Prcliniiuary.
Clause 1 — The construction and working of all Eailwaj's
■^ the Republic as well as the legal questions which may
arise in connection therewith, will be subject to the pro-
visions of the present Law.
Clause 2 — For the purposes of this Law the Railways
are divided into National and Provincial.
— 163 —
Clause 3 — Those considered National, are: —
1st. Railways the property of the Nation.
2nd. Those guaranteed, subsidised or authorised by the
Nation.
3rd. Those joining the capital or any federal territory
with one or more provinces or territories; and
those connecting one province with another, or
any point whatever in the territory of the Nation,
with a foreign state.
Clause 4 — Provincial Railways are those constructed or
authorized by the Provinces within the limits of their
respective territories.
SECTION II.
Beg;ulatious Belating to National Railways.
CHAPTER I.
OF THE LINE AND ITS MAINTENANCE.
Clause 5 — It is the duty of every National Railway
Administration from the time of the opening of the line
to public service —
1 — To maintain the hne constantly in good condition
so that it may be traversed by trains without danger,
and consequently to take measures for the immediate
repair of all obstacles which, might impede the
regular service of the line, the same regulation being
understood to apply to storeSj "warehouses and other
accessories of the railway.
2 — To maintain in proper working order the rolling
— 164 —
stock, which, must be ia quality and quantity suffi-
cient to supply the requirements of the road, having
regard to the ordinary movement of traffic between
the various towns and places it may connect, and
being subject, so far as the construction of the line
and rolling stock is concerned, to the fixed types
established by the Executive Power in the ordinance^
relating thereto.
3 — To establish Electric Telegraphs throughout the entire
length of the railway and maintain them in working
order for the service of the same.
4 — To light the Stations and Level Crossings from sunset
until the arrival of the last train.
r> — To Iceep level crossing watchmen for the service
of the barriers established at such points.
6 — To insure vigilance and regularity in the working
of points and crossings.
7 — To close the railway at such places and to such extent
as may be determined by the Executive Power.
8 — To establish barriers or cattle guards at all places
where Railways cross public roads or streets on the
level. These barriers must be closed ou the approach
of each train, and ©pened after it has passed, to
leave the ordinary road open for traffic.
9 — To carry out necessary works in streets or public
roads through which the railway passes, so as to
leave them open for ordinary traffic.
10— To construct the culverts and works necessaiy for
the proper drainage of adjacent properties.
Clause 6 — "Without prejudice to the penal responsibilities
the Railway Administrations are bound to execute the
works necessary to place the line in the conditions of the
foregoing article, within the time prescribed by the
— 165 —
Direction of Railways: but in case of urgency, or when the
railways fail to carry out work which may be ordered, the
Direction of Railways will proceed to the immediate exe-
cution of such works, at the expense of the respective
Administrations.
Clause 7 — No locomotive, tender or carriage may be used
for public service without being previously iaspected and
authorized by the Direction of Railways.
When any locomotive, engine or vehicle, is withdrawn
from service for general repairs, or on account of serious
defects, the sam3 may not again be put into service without
being again inspected and authorized.
Clause 8 — The Direction of Railways will cause to be
examined at all times when it may deem fit, all fixed and
moving structures connected with the operations of Railways,
and will cause such as do not offer the necessary security
to hs excluded from service.
Clause 9 — In the event of a Railway. Administration not
being satisfied with the result of the examination instituted
by the Direction of Railways, the case will be submitted
to the decision of technical arbitrators, and meanwhile
the rolling stock or plant declared to be in bad condition
must not be used untU the final decision is given.
Clause 10— In granting the authorizations mentioned in
the foregoing clauses, the Direction of Railways will
establish as far as possible uniformity of type in the
material of the permanent way and rolling stock.
Clause 11 — Every Railway Administration shall maintain
at stations, in trains, and throughout the entire railway,
by day and night, from the commencement to the termination
of the daily movement, the number of employes necessary
to ensure the service being carried on with regularity
and without interruption or danger of accidents.
— 166 —
These employes must be furnished with all necessary
instractioas and everything essential to the proper perform-
ance of their duties.
CHAPTER II.
OF THE FOEMATION AND EUNNING OF TRAINS.
Clause 12 — The formation and runnings of trains will
he subject to rules established by the Executive Power,
in which will be specially laid down the personal staff
of each train, the niunber and class of vehicles and the
order in which they shall be placed ; the brake power
and system to be employed; the signals and notices to be
used; the system of communicatiou between the engine,
the employees of the train and the passengers; the
maximum and minimnn speed at which trains may run ;
the apparatus and implements to be carried by each train
for use in case of accident ; and tie system of lighting
the trains.
Clause 13 — Railway Administrations must make known
to the public through the medium of newspapers, and by
notices posted at all stations, the general working of
trains showing time of arrival and departure.
All changes in working must be made known to the
public at least 15 days before being put in force through
the newspapers and by notices exhibited at stations.
The time tables must be arranged with the concurrence
of the Direction of Railways, which will intervene for
the purpose of assuring the convenience of passengers and
a satisfactory combination between the train services of
the various lines.
— 167 —
Clause 14— Trains in movement must keep to the time
and speed which the Eailway Administrations have
announced.
If on account of accidents or to avoid danger the
speed or time of trains should be altered, the guard of
the train must justihy, the procedure by drawing up a
statement of the circumstances which must be attested by
at least three passengers.
The neglect of this formality will render the Eailway
Administrations responsible for the consequence of the
alteration.
Clause 15 — The Direction of Railways in extraordinary
cases may authorize the reduction of the term fixed for
the publication of the notices referred to in the foregoing
clauses.
CHAPTEE in.
OBLIGATIONS OF EAILWAY ADMINISTBATTONS.
Clause 16 — Eailway Administratons cannot prevent other
railways making a junction with or crossing their lines on
a higher or lower level provided that the works to be
carried out do not interfere with the regular working of
the original line.
In the event of a junction being made, or a crossing
on the same level, the new undertaking must place a
signal box at the point of intersection, and a signalman,
acting under the orders of the original undertaking, must
be employed for signalling the trams of both the railways
in order that collisions and accidents may not happen.
To admit of one railway crossing another on the same
— 168 —
level, the permission of the Executive Power must be
obtained, but such permission shall not be held to establish
a right.
Clause 17 — Kailway Administrations cannot prevent their
railways being crossed by ordinary cart roads. Nor can
they prevent the construction of canals or artificial water-
courses intersecting the railway, provided that the works
undertaken for these purposes do not affect the solidity of
the railway nor in any way interfere with the regularity
of the train service.
Clause 18 — Every Railway Administration must carry free
of charge: —
1 — The Post Office Tnail bags.
2 — The Post Office employe in charge of the mail
bags. The Post Master General will determine
which ordinary trains are to be made use of for
these purposes. The Railway Administrations must
set apa;rt a special compartment in these trains of
sufficient dimensiorls to contain all the mail bags.
3 — The officials and employees whose duty it is to
inspect and watch the Railways.
4 — The judicial and police authorities travelling for
the purpose of investigating crimes committed at.
railway stations or in trains, or accidents which
have occurred on the hne.
Clause 19 — The Executive Power or such authorities as
it -may determine have preferential right to the transport
by ralway of military forces and material of war upon
giving advice to the station master of any station two
hours before the departure of any train, and on payment
for the transport of troops of one-half the fare of the
class of seat they occupy, and for munitions of war oue-
half the ordinary rates.
- 169 —
Clause 20 — The Executive Power or the authorities
which it may designate shall have the right to demand
the dispatch of a special train hj giving three hours
previous notice and on payment of one-half the ordinary
rate for special trains according to capacity.
Clause 21 — In the event of civil disturbance or foreign
iavasion the Executive Power is at liberty to take entire
control of railways on payment of compensation to the
Railway Companies, such compensation to be based on
the average receipts of the line during the previous half-
yearly period.
Clause 22 — Every Railway Administration must allow the
right of use of any of its stations to other companies
whose lines connect with its own, the terms and conditions
of this service to be agreed upon by the parties to the
arrangement.
Clause 23— "When two or more railways constructed by
different companies connect at any point, the carriages
and "waggons of any of these undertakings must be allowed
to pass over the lines belonging to the others on payment
of toll, and in conformity with conditions to be established
by mutual agreement.
Clause 24— In the eveat of agreements not being arrived
at as laid down in the foregoing clauses, the Direction of
Railways will fix a period within which they must be
concluded, and on the expiration of such period the
Direction of Railways will decide what further meausures
are to be taken until such time as the question in dispiite
shall be settled by arbitrators who must be nominated by
the companies interested before the proper Tribunals.
Clause 25 — Every Railway undertaking must arrange its
train service, both for passengers and goods, so as to fit
in with the service of other lines which have direct
— 170 —
connection with it, even though such lines be of different
gauge.
If the Railway Administrations should fail to make
arrangements for a suitable service, the Direction of Eail-
Avays will fix a definite period for the purpose, on the
expiration of which the aforesaid Direction will arrange
the service until such time as all points at issue shall be
settled by arbitrators to be named by the Railway Admin-
istrations interested before the proper Tribunal.
CHAPTER IV.
RELATING TO NATIONAL BaILWAY CONCESSIONS.
Clause 26 — Companies which construct or work National
Railways must have their legal domicile in the Republic.
Their books must be . kept in the Spanish language and
bear the rubric or stamp required to fulfil the requirements
of the Commercial Code.
Cause 27 — In whatever place the Directorates or Admi-
nistrations of National Railways may be established, there
must be a properly accredited representative in the Capital
of the Republic, with plenary powers for all the objects of
this law, and of the respective concessions.
Clause 28 — Sums of money spent by Railway Companies
outside the Republic will not be recognised as expenses of
Direction and Administration. ^
Clause 29 —National Railway concessions will be considered
to have lapsed unless the contracts relating thereto be drawn
up within one year reckoned from the date of promulgation
of the law which authorises the concession, and unless work
be commenced within the periods fixed by the law relating
— 171 —
to concessions, or within such deferred periods as may be
conceded ia cases of force majeure recognised by the
Executive Power.
Clause* 30 — The privileg'es, exemptions from taxation,
premiums or subsidies conceded to National Railway
enterprises will also be held to lapse in the event of total
or partial interruption of the service of the line for a term
of six months, except in cases of force majeure admitted
by the Executive Power or decided by a competent tribunal .
Clause 31 — -Any expenditure which the G-overnment may
incur on behalf of guaranteed or subsidised Railways in
accordance with the provisions of the present law will
be deducted by the Direction of Railways from the first
payment of guarantee or subsidy which falls due.
The Direction of Railways will recover judicially an};-
expenditure which the Government may incur in the cases
referred to on behalf of Railways which have neither
guarantee nor subsidy.
Clause 32 — The liability of G-overnment for guarantee
will be discharged by payment to the Companies of the
amount requisite to make up the guaranteed interest
reckoning as the net receipts of any line the excess of
gross earnings over and above the working expenses
recognised by the contract of concession.
"When the law relating to the concession does not, specify
what are, for guarantee purposes, to be regarded as working
expenses it must be understood that the working expenses
are to be fifty per cent, of the gross earnings.
Working expenses will not include the cost of running
special trains, unless such trains have been ordered by the
Grovernment • or the public, excepting in cases of urgency
as provided for in the regulations of the Executive Power.
- 172 —
SECTION III.
Bcg'ulatinoti Coiiiiiiou to all BaiKvays.
CHAPTER I.
CARRIAGE OF PASSEXGERS.
Clanse 33— The charges for conveyance of persons and
excess luggage must be commnnicated to the Direction
General of National Railways, and brought to the knowledge
of the public in the same manner as laid down in regard
to time-tables. The regulations relating to luggage and
the admission and liabilities of travellers must also be
exhibited at all railway stations.
Clause 34 — The ticket office of each station must be
open at least 30 minutos before the announced time of
departure of a train. Luggage must be received up to two
minutes before the time of a train leaving.
Clause 35 — Every inhabitant of the Republic possesses
the right to make use of railways which are open to
public service subject to the law of the- country of the
regulations of the railways.
The duty of the railway companies requires them to
exclude from trains and stations persons whose condition
might annoy the public, those who carry loaded firearms,
and those who will not conform to regulations. The
Companies must justify their action in such cases by
means of a written document attested by the signatures
least two passengers. Expulsion from a train must be
effected at the nearest station, and the luggage of the
persons expelled must be given up to them. In the
meantine such persons may be sequestrated from others
in a special compartment.
— 173 —
Clause 36 — Every passenger enjoys the riglit of travelling
in the same carriage to the end of the journey oa
each line of railway.
Clause 37— The traveller who, for ^^-ant of room ia
the carriages is obliged to travel in a superior class to
that for which he has taken a ticket, must not pay
ex3ess to the railway for making use of the higher class.
"When for the same reason, a traveller has had to
occupy a seat of inferior class to that specified in his
ticket, the Company must refund to him at the end of
the journey/ the entire amount paid for his ticket. If all
the seats corresponding to the class for which a ticket
as been issued are occupied, and thereby a passenger is
compelled to stand, be can demand that one-half the
price of his ticket be refunded, unless there be a special
agreement to the contrary.
Clause 38 — Every passenger is entitled to have carried
as luggage, without additional charge, packages of which
the total weight does not exceed 50 kilograms, and the
Railway Company, must issue to the passenger a "check"
which entitles him to delivery of the luggnge at desti-
nation.
Packages which do not incommode the public may be
taken in passenger coaches.
Clause 39 — The Railway Companies must deliver up to
every passenger, immediately after arrival at destination,
all packages which comprise his luggage. In the event
of any package being lost or damaged, compensation must
be paid in accordance with a scale of valuation which
shall be established in the bye-laws of the railway and be
based on the nature and value of the packages.
Clause 40 — The Railway Companies are not responsible
for articles which passengers take in their own charge.
— 174 —
Neither are they responsible for jewellery, precious stones,
money, bank notes, government or other securities, nor
other documents of similar character ■which may be
contained in passengers' luggage delivered to the Company
for conveyance, unless such articles have been specially
and definitely declared.
Clause 41 — In every railway station a register must be
kept and inspected every month by the Government Ins-
pector, in "which passengers may record claims or com-
plaints against the Railway Company and its employees,
and also in passenger trains.
Clause 42— In every station a medicine chest stored
with medicines, bandages and other requisites in case
of accidents, must be provided.
Clause 43 — In trains by which passengers are conveyed,
explosive materials must not be carried. This regulation,
however, does not apply to small quantities of' gunpowder
carried by sportsmen.
CHAPTER n.
THE TKANSPOET OF GOODS.
Clause 44— Railvs^ay Administrations must communicate
to the Directions of Railways and publish the rates and
regulations established for the transport of goods, in the
same manner prescribed for Fares and Bye-Laws relating
to passengers. Any changes which may be introduced
must be publicly announced one month before coming into
operation.
The rates for conveyance of passenger and goods must
be just and reasonable.
Clause 45 — Railway Administrations must register the
— 175 -
order in wliich packages arrive for despatch, and issue a
consignment note if the cousignor should require it, or
otherwise must give an ordinary receipt specifying the
the nature of contents and weight of packages, the total
amount of freight thereon, and the time within which
the transport must be completed. The despatch of goods
must be made in the same order as received without
giving preference to anyone, and transit must be continuous
from starting point to destination, even when the goods
have to be conveyed over several distinct railways.
Clause 46 — Notwithstanding what is laid down in the
fore-going clause, the following articles must have preference
of transport: —
1st. Fruit and provisions for the daily supply of
towns served by the Eailway.
2nd. Passengers luggage and parcels not exceeding
50 kilograms in weight.
3rd. Mail bags and postal parcels.
4th. Articles intended for the public service and for
which National or Provincial Governments claim
preference of despatch as urgent.
Clause 47 — Every consignor must declare before despatch
the number, weight, class and description of the goods he
has to despatch.
Clause 48- On the arrival of the packages at destination,
any mistake made at the station of despatch may be
rectified; this right is reciprocal between the Railways
and the public, and a settlement must be made at the
time of the dehvery of merchandise.
Any questions which , may arise as to the price, weight,
insufficiency of packing or covering of packages and
condition of merchandise, must be sumitted at the time
to the decision of the Government Inspector. Should an
— 176 -
Inspector be at the station and the consignor refuse to
await the decision of the Direction of Eailways the question
must be submitted to the decision of two arbitrators
appointed at the time, one on each side, with power to
appoint a third in case of disagreement, both parties to pay
arbitration fees in equal proportions.
Clause 49 — Rates shall be uniform for all who make use
of the Eailway.
The Administration, notwithstanding, may reduce rates
in fa^■our of freighters who agree to a less expeditious
service than the ordinary, or of those who bind themselves
to forward a minimum number of tons of cargo within a
stated period. Such a concession to one or more
freighters must be made applicable to all who ask for it
under the same conditions, and it must not be done
without the previous approval of the Direction of Railway.
Clause 50 — The obligations or responsibilities of Eailwaj-
Administrations towards freighters for loss, damage or
delaj' in the despatch or delivery of merchandise will be
governed by the provisions of the commercial code. The
provisions of the general laws of traxisport will be applicable
in all points not provided for in the present law.
Clause 51 — Articles left in railway carriages, or at
stations, or found on the line, or those whose owners,
consignors or consignees are not known, must be deposited
in a lost property office by the Railway Administrations
and entered in a special register specifying the date and
place in which they were found, and their principal dis-
tinctive marks.
Clause 52 - Articles deposited in lost property offiices
must be publicly announced by means of notices in
stations. If the owners do not appear to claim them
within three months dating from the posting of the
— 177 —
notices, they must be sold by public auction, the proceeds
being placed at the disposal of the Judge having jurisdic-
tion in the niatter, "who will order it to be paid into the
State Exchequer, after deduction of all expenses incurred.
Clause 53— If the articles should be of a perishable
nature, they must be immediately sold by public auction,
with the previous sanction of the Government Inspector,
the proceeds being disposed of in accordance with Clause 52.
CHAPTER nr.
OF THE SEBVITUDES TO WHICH EAILWAYS GIVE EISE.
Clause 54— The proprietors of lands adjoining the
railway lines must not throw rubbish into nor obstruct
the side ditches, nor .nake use of them as drains, except-
ing properties which have their natural drainage towards
the railway.
Clause 55— Every person not in the service of the
railway, is forbidden to enter or remain thereupon, except-
ing public servants in the execution of their duty. It is
also forbidden to drive any class of animals along the
railway, which must be crossed only at the places provided
for the purpose, the driver being obliged in such case to
make them leave the railway on the approach of a train.
The same rule applies to drivers of carts ur other
vehicles.
Clause 56 — It is prohibited at a less distance than twenty
metres from the railway: — ■
1st. To open ditches, make excavations, work quarries
or mines, and in general to execute any works
of similar character which might be prejudicial
to the solidity of the railway.
— 178 —
2iid. To construct buildings with thatch, or other
inflammable material. ■
3rd. To form enclosures, seed plots, deposits or
•warehouses of inflammable or combustible ar-
ticles.
Clause 57— It is also prohibited at a less distance than
twenty metres from the railway: —
1st. To make outlets in walls or fences giving upon
the railway, with the exception of properties
which the railway may intersect, in which such
outlets may be made with the permission of the
administrative authority.
2nd. To make deposits or warehouses for grain,
building materials, and other articles.
Clause 58 — It is likewise prohibited: —
1st. To construct walls or make enclosures at less
distance than two metres from the railway.
2nd. To make plantations of trees at less distance than
twelve metres from the raihvay.
Clause 59 — The provisions of the foregoing clauses are
not applicable to the owners of properties which open upon
public streets through which a railway passes within the
limits of towns or cities.
Clause 60 — If any one of the works specified in the
foregoing clauses should exist at less distance than provided
by said clauses at the time when a railway is constructed,
it may be expropriated on the application of the constructing
company. If expropriation is not effected, no works may
be executed beyond those necessary to retain already
existing works in the same condition, reconstruction being
prohibited in the event of existing structures being destroyed
(falling into ruin); but in such case the railway must
— 179 —
indemnify proprietors for damages resulting from the
servitude imposed.
Clause 61^ — The provisions contained in the second article
of clause 57 do not apply to: —
1st. The deposit of non inflammable materials so long
as the height does not exceed that of the
earthworks on which the railway is carried.
2nd. The deposit or temporary accumulation of building
materials or articles destined for cultivation.
3rd. The storage of harvest products during harvesting.
In these cases the railways will not be held
responsible for loss or injury occasioned by the
working of the railway, unless wilful negligence
on their part or on ' that of their agents be
proved.
Clause 62 — The distances specified in the foregoing clauses
must be measured horizontally from the bottom of the
slopes of embankments, from the top of the slopes in
cuttings, and from the outer edges of side ditches, or if
these do not exist, the distances must be measured from a
line drawn at a metre and a half from the outer rail of
the line.
Clause 63 — Without prejudice to the corresponding penalty,
those who contravene the preceding clauses will be obliged
to restore things to their former state, and to answer for
all damages occasioned. If within the term specified by
the judge before whom complaint is laid the author of the
infringement should not have restored things to their
former condition, the railway may do so at the expense
of the former, having previously obtained the sanction of
the competent tribunal.
— 180 —
CHAPTEE IV.
DUTIES OF RAILWAY ADMINISTRATIONS.
Clause 64 — Connected Railway undertakings must be
considered as a single undertaking for all purposes con-
nected with contracts for conveyance without prejudice to
questions of law which may arise between the different
companies in regard to the terms or conditions of
agreements among themselves.
Clause 65 — It is the duty of the Railway Administra-
tions to see that all their employees are diligent and
capable. The responsibility of the Railways tov/ards
passengers and freighters for damages which may be the
result of negligence on the part of their employees,
extends to all acts perfomed by the latter in the discharge
of their duties.
In cases of accident the onus of proving that loss or
injury was the result of inavoidable causes or force majeure
is imposed on the Railway authorities.
Clause 66 — Any clauses in the regulations of Railways
in consignment notes, or on tickets, introduced for the
purpose of exonerating the railways from liabilities
which the laws impose, are null and void.
Clause 67— The Administrations of Railways which
serve the same district are absolutely forbidden to enter
into arrangements among themselves with the object of
maintaining definite rates, or to establish a joint purse
in which the proceeds are divisible in fixed proportions,
and in the event of such agreements being entered into,
every day these arrangements are in force will be regarded
as a separate offence.
Clause 68— The Railways which fix their rates without
— 181 -
the intervention of Government must not, for the pur-
pose of competing with other carrying agencies by
land or water subsequently established, alter them during
a period of five years, dating from the commencement of
the works necessary for the establishment of such carrying
SECTION IV.
Qovcs'neiieitt Insipceti»u.
CHAPTER I.
RAILWAYS OPEN TO TEAPIC.
Clause 69 — It is the duty of the Direction-General of
National Railways: —
1 . To see that the Railway service is conducted in
accordance with the present law.
2. To inspect the National Railways open, to traffic,
and exact compliance with the obligations imposed.
3. To examine and settle the accounts of railways
guaranteed, subsidized, or leased by the State, and
'• to supeivise the management and audit the accounts,
for the purpose of protecting the interest of the
Exchequer. and secure the fulfilment of the respective
contracts, a separate account being opened for
each Railway.
4. To impose upon the Railways tho fines authorised
by this law and by the special regulations in force,
and enforce payment by judicial means. Judges
may not allow appeals against payment of the
fines, but only for the purpose of remitting them
— 182 —
after they have been. paid. G-overnment will not
admit as working expenses of ^Eailways amounts
paid by the latter by way of fines.
5. To watch over the compliance with the terms of
the concessions relating to National Railways open
for public service.
6 . To keep under observation everything which relates
to the working of Railways which are National
property.
7. To place before the Executive proposals for the
construction of new railways, branch lines and
stations in places where it considers that the
better means of communication and the requirements
of industry demand such accomodation.
8 . To give its opinion, after the Engineers' Department
has reported, on railway projects to be presented
to the Executive or to Congress.
9. To submit for approval of the Executive the
regulations to which the management and work-
ing of State Railways should be subject, laying
down as far as possible the duties of each
employee according to grade, and to give its
opinion in regard to Regulations submitted by
private companies in compliance with the present
law within such period as will be peremptorily
fixed by the said Direction.
10 . To issue instructions for the guidance of inspectors
of National Railways open for public service.
11. To submit to the Executive the tariffs which
should be applied on Railways which belong to the
State, and give their opinion in those cases in
which the Executive is entitled to intervene iu
— 183 —
the arrangement of the Eates of Eailways be-
longing to private companies.
12. To attend to claims made against the Adminis-
trations of National Railways in accordance with
this law.
13. To exact from Admininistrations of Eailways belong-
ing to the State open to public service, the
submision of monthly, quarterly and half-yearly
accounts of expenditure and receipts which are to
be examined and forwarded to the Accountant
General with report.
14. To draw up each year, conjointly with the Engineers'
Department, a map of all the Eailways in the
Eepublic, whether open or in construction, showing
their outline, length, gauge, the territories traversed
by them, and whether they belong to the Nation'
the Provinces, or to private Companies.
15. To determine from time to time, with the previous
approval of the Executive, the rolling-stock which
each National Eailway should maintain in ordinary
use, having regard to the movement of goods and
passengers between the various points served by it.
16 . To fix the names of stations on National Railways,
preference being given to the names of localities
in which stations are situated, and to alter names
at present in use when they lead to confusion.
The Eailway Administrations must not employ
names other than those determined by the Direc-
tion General of Eailways,
17. To compel Eailway Companies to dismiss employees
whom it may consider dangerous to the safety of
passengers and the preservation of public order.
IS. To arrest and bring before a competent tribunal
— 184 —
persons who come under the provisions of clause
81, calling in the aid of the public force in cases
of urgency.
Clause 70— The Direction General of Eailways is empow-
ered to demand from Railway Administrations all the
information it may deem necessary to enable it to discharge
its duties and fulfil the objects for which it was created.
It may call on witnesses to appear and give evidence, for
the production of books, papers, tariffs, contracts, settlements
and documents which have reference to the matter under
investigation.
Clause 71 — Every person association of persons who
may consider themselves aggrieved by the acts or omissions
of Railway Administrations in contravention of this law
may submit a brief statement of the facts to the Direc-
tion General of Railways. The Direction will transmit a
report containing the accusations to the Railway Adminis-
tration calling upon it to give satisfaction or reply in
writing within a reasonable period to be fixed by the
Direction. If within the time allowed, the Railway Admin-
istration makes amends for the alleged injury it will be
exempt from further responsibility for that particular
transgression. If the Administration fails to settle the
claim within the term fixed or sufficient cause is shown
to warrant an investigation, the Direction of Railways
must order an investigation in the manner and by the
methods it may consider convenient. No complaint must
be rejected on the plea that the party making the complaint
has sustained on direct injury.
■ Clause 72 — In every investigation the Direction of Railways
must reduce the results to writing and set forth the facts
upon which conclusions are based, and the dictates of the
Direction General of Railways will hold good in law unless
— 185 —
the contrary is proved. The dictates of the Direction
Greaeral must be filed in its office, and copies given to
the party interested.
Clause 73 — In every investigation, the Direction of Railways
must set forth clearly and definitely the act or omission
which is contrary to law, or the damage or injury caused
by its infringement. A copy muet be delivered forthwith
to the Railway with notice to suspend and desist from
further infringement, or to remedy the injury, or both at
one time, within a reasonable term to be fixed by the
Direction of Railways. If within the appointed term it is
proved to the satisfaction of the Direction of Railways
that the infringement has bean stopped and the injury
been remedied, in accord aiLce with its decision or to the
satisfaction of the aggrieved person, the circumstances must
de recorded, the Railway Administration being relieved from
future responsibility in respect of the aforesaid infringement.
Clause 74 — The Direction of Railways will demand from
every Railway Administration, in the time and form it may
determine, annual reports upon the following points: —
1 . The amount of capital issued, paid up, and the
form of payment.
2. The dividend paid, the amount of reserve fund, if
any, and the number of shareholders.
3 . The consolidated and floating debts and the interest
they carry.
4. The cost and value of the movable aud inmovable
assets of the Railway.
5. The number aud class of employees and their
renumeration.
6. The sums set aside yearly for improvements, the
method of spending this money, and the nature of
these advances.
— 186 —
7. The receipts and expenses of each department or
of any other character.
8. A balance of profit and loss.
9. A complete report on the administration and all
its operations during the year.
10. The information which may be called for by the
Directions of Railways concerning rates tand con-
ditions of transport, or relating to agreements wiih
other railways.
Cla,use 76 — It is also compulsory for the Railway Ad-
ministrations to reply to all special questions in regard to
which the Direction of Railways may require information,
as well as to fill up all statistical forms which the
Direction of Railways may send for that purpose.
Clause 76 — The Direction of Railways, authorised by the
Executive, may appoint a period within which the Railways
must introduce a uniform system of accounts.
CHAPTER n.
RAILWAYS nsr CONSTEUCTION.
Clause 77— To the Department of Public "Works it
appertains :
1. To report upon Railway projects which may be
submitted to Congress or to the Executive Power,
and also upon plans, specifications and tenders
ralating thereto.
2. To submit proposals to the Executive Power for
the construction of new railways, branch lines, and
stations in such places as it considers necessary.
3. To take charge of the inspection of National
Railways in construction, and to occupy itself about
— 187 —
purchase of materials for the Railways wliich the
Nation may cotistruct at its own cost.
4. To submit to the Executive Power regulations for
the construction of National Railways, and issue
instructions for guidance of inspectors of those
works.
5. To draw up each year, conjointly with the Direction
of National Railways a map of the railways for
which concessions have been granted, those projected,
and those open for traffic.
6 . To introduce uniformity in the accounts of Railways
constructed • for the Nation or under its guarantee
or subsidy, and to solicit from the Executive Fewer
at the proper time, the resolution declaring the
period of construction in each case to have expired.
7. To determine the construction capital of each
National Railway, in accordance with the plans,
specifications and final estimates, and to settle the
capital expended in railways constructed at the cost
of the Nation.
CHAPTER ni.
FACULTIES OP INSPECTOES.
Clause 78— The Direction of Railways and the Public
"Works Department may reciprocally call for any reports
they may reqiiire in the discharge of their duties.
Clause 79 — The Inspectors of the Direction of Railways
and of the Public Works Department must be allowed free
access to the stations, workshops, railway Unes, trains and
adjuncts of tho National Railways.
— 188 —
SECTION V.
I'enal C'Inuses.
CHAPTEE I.
OTTFKNOES AFFECTING THE SAFETY OF THE PUBLIC AND RAILWAY
TRAFFIC.
Clause 80 — Directors, managers, employees, truster's or
receivers, lessees, agents and other persons carrying on
operations in the name of a Eailway undertaking will be
considered guilty of infringement of this law whether they
act individually or colectively, or whether they influence
or consent to anything prohibited or declared unlawful, or
whether they omit to comply with anything herein prescribed,
and for each infringement they may be punished by arrest
for a period not exceeding one month, or by fine of from
one hundred to one thousand dollars.
Clause 81 — Any person who intentionally destroys a
barrier at level crossing or employs other means to delay
or retard the runniug of a train, or to cause it to leave
the rails, will be punished by arrest for a period of from
three months to one year.
If the object which the delinquent had in view be effected,
the punishment will be simple imprisonment of from one
to three years.
If the accident should cause bruises, wounds, of fractures
to any person, the penalty' may extend to from three to
eight years confinement with hard labour.
If the accident causes the death of one or more persons,
the penalty will be not less than eight years imprisonment,
— 189 —
and the tribuaals are empowered to apply up to the
extreme penalty.
Clause 82 — A vei'bal or written threat to commit any of
the offences specified in the previous clause when made
with the object of causing employes of a railway to
abandon their post of duty will be punished by arrest
extending from one to six months, or by a fine of fifty to
one hundred dollars.
Clause 83— Every individual who through imprudence,
neglect or inobservance of regulations may involuntarily
cause an accident from v/hioh injuries to one or more
persons may result will be piiblished by arrest of from
one month to one year, or bj' a fine of one hundred to one
thousand dollars, without perjudice to the liability of
compensation for damages.
It the accident causes death of one or more persons the
penalty will be simple imprisonment for from one to five
years.
If the person who caused the accident be a railway
employee, the Railway Administration will be held responsible
for the damages and loss caused thereby in accordance with
Clause 65.
Clause 84 — ^Enginemen, mechanics, conductors or guards
cf trains and other employees who abandon their post, or
are found intoxicated during their working hours will be
punished by arrest of from one month to a year, or by fine
extending from one hundred to a thousand dollars.
If in consequence of the abandonment of their post or
being intoxicated accidents happen which cause death or
injury to any person, the penalty will be in the first case
from three to eight years imprisonment Avith hard labour,
and in the second case from one to three years simple
— 190 —
imprisonment, wifchout perjudioe to the liability of the
Eailway Administration to make compensation.
If the desertion or intoxication be with criminal intention,
the culprit will be punished in accordance with Clause 82
with an addition of one third when the case is not one for
the application of the extreme penalty.
Clause 85 — Every person who wilfully cuts telegraph
wires intended for the service of a railway or who pulls
down or destroys telegraph posts, or does any other act
tending to interrupt telegraphic communication, will be
punished by arrest of from two months to a year. If
accidents to trains should result from the act, the penalty
will be from one to three years simple imprisonment. If
from these accidents the death or injury of any person
should result, the penalty will be from three to ten years
imprisonment with hard labour.
Clause 86 — Every attack or resistance with violence made
upon the agents or employees of Railways when occupied
in the execution of their duty will be punished with
arrest of from fifteen days to three menths, or by fine of
from fifty to three hundred dollars.
Clause 87 — If any offence be committed in a train while
running, the guard of the train must take the necessary
measures to secure the delinquent who must be placed at
the disposition of the judicial authority at the nearest
station, together with a detailed statement of the criminal
act and a declaration of the persons who witnessed it.
In fulfilment of this duty the guard will have faculties
and authority such as are allowed to police agents.
Clause 88— Station masters, guards of trains and other
employees whose duty it is to keep watch over the
movement of Railway traffic may call for the assistance of
— 191 -
tlie public force and that of individuals for the purpose
of giving effect to the regulations which relate to the
aforesaid security, and also for the purpose of arresting
delinquents.
Clause 89 — Inlringements of the present law committed
with criminal intent and for which no special penalty is
prescribed will be punished by the tribunals with simple
arrest for a term of from ono to six months or a fine of
from fifty to one thousand dollars, on the evidence of
inspectors, of passengers, or of the Railway authorities, or
at the instance of the Fiscal Ministry.
Clause 90 — The police force for maintenance of law and
order within railway stations and in trains will be governed
by a special set of regulations to be draw up by the
Railway authorities and approved by the National or
Provincial Evecutive.
CHAPTER II.
OITENCES COMMITED BY E4.ILWAY ADMINISTRATIONS.
Clause 91 — Railway Administrations are responsible for
acts or omissions which contravene the present law and
the reglamentary decrees bassed thereon and are not .at
liberty to tranfer the liability to their employees.
Clause 92— Every infraction of the law and decrees
committed by Railway Administrasions will be punished
with fines of from five hundred to the thousand dollars,
and day vhich is allowed to transpire after receipt of an
order from the Government Inspection during which Railway
Administrations shall fail to comply with the law will
be considered as constituting a separate offence.
— 192 —
Clause 93 — In case of a second offence the fines
authorised by the foregoing Clause will be doubled.
SECTION VI.
Mifkiccllancniis Clauses.
Clause 94 — The Executive will impose fines of from one
hundred to a thousand dollars in punishment of any
infringement of regulations which it may decree or approve,
especially such as involve neglect or inattention on the part
of Railway Administrations and their employees towards
passengers and freighters.
Clause 95 — The amount of the fines imposed on National
Railway Administrations in accordance with this law will
be applied to the formation of a special fund for the
establishment and support of a school of engine-drivers
and firemen.
Clause 96 — Every account for guarantee due from the
National Government must be presented to the Direction
Greneral of Railways for submission to the Minister of the
Interior, together with a summary of the operations which
the Direction is required to perform in accordance with
clause X69) (3).
Clause 97 — Railway employees engaged at stations and
on trains, and all those whose duties bring them neces-
sarily in communication v^^ith the public and the authorities
must be able to speak Spanish.
Clause 98 — When a raihvay passes over navigable rivers
it must be so constructed as not to impede navigation.
If it crosses unnavigable rivers, v/atercourses or irrigation
channels, the v/orks must be carried out in such manner
as not to interfere with the use of the waters.
— 193 —
Clause 99— The Eailway LaAv dated September 18«>, 1872,
and regulations contrary .to the present law, are hereby
annulled.
Clause 100 — Notwithstanding the provisions of clause 99,
existing orders r'?latiag to the formation and march of
trains will remain in force until such time as the Executive
shall issue the necessary regulations to give effect to the
portion of the present law relating thereto.
Clause 101 — Until such time as a special law relating to
conveyance by water be enacted, the present law shall be
applicable to such conveyance whenever suitable.
Clause 102 — Let this be communicated to the Executive
Power.
Griven in the Chamb'er of Sessions of the Argentine Congress in
Buenos Aires, under date November the eighteenth, one thousand
eight hundred and ninetv-one.
MiGnBL M. Nouanfis. Benjamin Zobrilla.
Benigno Ocampo, Uladislao S. Frias,
Secretary of the State . Secretary of the Chamlber of Deputies
It is hereby decreed.
That the above shall become National law, to publish
same and archive in the National Register.
PELLEGRINI.
Jose V. Zapata.
194 —
RAILWAY ADVANCEMENT.
The first Eailway established in the Argentine EepuhHc
was the Western of Buenos Aire^ the first section of
which, 10 kilometers in length, was opered to public
traffic in 1857. The rate of railway in the Argentine
Eiepublic an has been as follows :
TRA"RS.
KILOMETER.
1857
10
1860
39
1865
213
1870
732
1875
1384
1880
2313
1885
4541
1890
9255
1892
12990
195
The folio-wing statements show how these 12.990 kilo-
meters are distributed :
WESTERN BUENOS AIRES RAILWAY.
QUAGE 1.676 M.
DISTANCE IN KILOMETERS.
HEIGHT
STATIONS. •
ABOVK
SEA
Between
Stations
From
Once
From Ceutral
LEVEL
meters
1
Once de Setiembre
0
0
8.6
19.4
2
Almagro
1.1
1.1
23.5
3
Cabal lito
3.2
4.3
23.1
4
Flores
1.6
5.9
23.2
5
V.Sarsfield. . . .
1.4
7.3
21.
6
Liniers
4.4
11.7
20.1
7
Ramos Mejia . . .
3.4
15.1
23.2
8
M. J. Haedo . . .
3.
18.1
26.4
9
Moron
2.2
20.3
21.3
10
Ituzaingo
4.6
24.9
26.5
11
Merlo
6.7
30.6
14.6
12
Moreno
5.9
36.5
22.8
13
Rodriguez . . . .
14.7
51.2
31.1
14
Lujan
15.3
66.6
28.4
15
Jauregui
6.9
73.4
26.3
16
Olivera
8.1
81.5
28.5
17
Gowland
9.3
90.8
33.3
18
Mercedes
7.4
98.2
39.5
19
Suipachi
27.4
125.6
46.1
20
Gorostiaga . . . .
16.8
142.4
49.5
21
Chivilcoy
15.2
157.6
•
53.6
22
Benitez ......
13.8
171.4
52.1
23
Alberti
16.6
187.
53,9
24
Larrea
8.4
195.4
66.6
26
Bragado
13.3
208.7
66.4
26
Olascoaga . . . .
18.
226.7
57.3
27
Dennehy
17.7
244.4
66.5
28
Nueve de Julio . .
16.6
261.
75.4
29
French
13.2
274.2
78.9
30
Cambaceres . . . .
12.
286.2
79.7
31
Casares
23.1
309.3
81 ..7
32
Giianaco
27.1
336.4
85.6
— 196
STATIONS.
DISTANCE IN KILOMETERS.
Between From
Static as Once
From Central
HEIOHT
ABOVE
SEA.
LEVEL
33
34 Pehuajo
35
36
37
38
39
CMclana
Castelli.
Passo
Berutti
,La Junta ....
Trenque Lauquen
9.1
345.5
17.1
362.6
16.4
379.
21.4
400.4
19.3
419.7
13.
432.7
10.6
443.3
451.8
meters
85.2
85.6
85.9
85.9
86.6
88.9
94.9
Once de Setiembre and Catalinas braneb.
Once de Setiembre
Las Catalinas. . .
0.
6.
0.
6.
8.5
2.5
19.4
4.8
Once de fSetiembre and Produce llarket braneb.
Once de Setiembre
0.
0.
8.5
19.4
Produce Market. .
13.
13.
21.5Yia
B. A. W. El'y.
4.7
Haedo and lia Plata branch.
1
2
3
4
5
6-
7
8
9
10
11
12
Haedo ....
San Justo . .
Santa Catalina
J. Marmol . .
Claypole . . .
Varela ....
J. Gutierrez .
Pereyra Junctui'
Adolfo Alsina.
Ringuelet. . .
tTolosa. . . .
La Plata.
0.
0.
5.
5.
16.2
21.2
5.4
26.6
4.1
30.7
6.1
36.8
8.5
45.3
10.4
55.7
■ 6.9
62.6
1.4
64
2.7
66.7
3.6
70.3
26.6
Via B. A West;
Railway 96.9
Vi'aB. A. Ense-
nada Railway
26.4
24.3
16.1
22.7
18.8
22.
18.8
10.4
10.7
8.1
11.5
19.
— 197 —
lia Plata aud River ISaiitiago branch.
STATIONS.
DISTANCE IN KILOMETERS.
HEiaUT
ABOVE
Betwe'n
Stations
From
Junction
From
Central Station
SEA.
LEVISL
1
2
3
4
5
La Plata
La Plata port. . .
Central Dock . . .
Mole
Rio Santiago . . .
0.
2.8
6.9
0.5
1.4
0;
2.8
8.7
9.2
10.6
Via B. A. W.
96.9
Via B. A. Ense-
nada 66.6.
Via B. A. W.
107.5.
Via B. A. Ense-
nada 66.6.
meters.
19.
13.9
7.
5.1
4.9
Tolosa and Ensenada Jtiuetion branch.
Tolosa .
Ensenada Junction ,
0.
6.5
6.5
Via B. A. W.
93.3.
Via B. A. Ense-
nada 52 4.
Via B. A. W.
99.8.
Via B. A. Ense-
nada 58.9.
Tolosa and dizalde branch.
Tolosa ....
La Plata port.
Elizalde . . .
0.
0.
3.
3.
8.
11.
Via B. A. W.
93.3.
Via B. A. Ense-
nada 52.4.
B. A. W. line
104.3
B. A. Ensenada
69.9
11.5
4.9
11.5
13.9
28.2
Pereyra Junction and Pereyra station branch.
Pereyra Juncture
0.
0.
B. A. W. 82.3.
B. A. Ensenada
41.4
10.4
— 198 —
STATIONS.
DISTANCE IN KILOMETERS.
HEIGHT
Betwe'n From
Stations P. Constit'n
From
Central Station
LEVEL
2
Pereyra
2.
2.
B. A. W. 84.3.
B. A. Ensenada
39.4
meters.
13.2
IMarinol aud Teuiitcrley Iirauclt.
Marmol .
Temperley
0.
2.1
2.1
B. A. W. 53.2.
Southern 22.
B. A. W. 55.3.
Southern 19.9
19.6
19.1
199
aREAT SOUTHERN RAILWAY.
GUAGB l.'lTe M.
STATIONS.
DISTANCE IN KILOMETERS.
Betw'en From
Stations P. Constit'n
From
Central Station
HEIGHT
ADOVK
Si: it.
LEVKt.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
36
P. Constitucioa .
Barracas N. . .
Barraoas S. . . .
Laniis
Banfield ....
Lomas cle Zamora
Temperley . . .
Adrogue ....
Burzaco ....
Glew.
San Vicente . .
Donselar ....
Ferrari
Jeppener. . . .
Altamirano . . .
Alegre
Ranches ....
Villanueva . . .
Bonnement . . .
Salado
Chas
San Pedro . . .
Rosas
Las Flores . . .
Coiorada ....
Pardo
Cachari
Parisch
Shaes .....
Azul
Hinojo
Olavarria ....
Pourtale ....
Muiioz
Rocha
0.
2.8
0.8
5.4
4.
2.
1.3
2.8
3.1
7.
10.
12.9
12.1
13.
10
15
8
20
6
6.4
14.4
19.1
14.6
17.
21.
13.0
19.3
19.5
14.4
21.8
29.
15.
28.2
17.
20.6
0.
2.8
3.6
9.
13.
15.
16.3
19.1
22.2
29.2
39.2
52.1
64.2
77.2
87.4
103.1
111.4
132.
137.
143.4
167.8
176.9
191.5
208.5
229.5
243.
262.3
281.8
296.2
318.
347.
362.
390.2
407.2
427.8
9.2
meters.
16.2
5.4
5.4
8.7
12.9
18.2
19.1
23.1
26.6
28.3
24
17
16
15
15
19.1
.4
.5
21.
19.
18-6
21.3
21.9
25.8
32.
36.7
47.7
57.8
74.4
89.4
108.4
138.
157.
163.
186.6
184.3
176.
.3
.9
200
STATIONS.
DISTANCE IN KILOMETEES.
Betwe'n
dtations
From
Junction
From
Central Station
HEIOHT
ABOVE
SUA.
LKVEI.
36
37
38
39
40
41
42
43
44
45
46
47
48
Las Marfcinetas
La Gama. .
La Colina .
Sauce Corto
Currumalan.
Arroyo Corto
Pigtie . . .
Alfalfa. . .
Tomquisfc. .
Naposta . .
La Viticola.
Bahia Blanca . . ,
Bahia Blanca Port ,
13.5
13.2
27.7
37.5
15.6
17.7
14.8
20.3
40.7
40.6
13. 4
26.6
7.3
441
454
482,
519
635
563.
667.8
588.1
628.8
669.4
682.8
709.4
716.7
Via Altarairano
and Azul 720.3
via Maypii, and
Tres Arroyos
766.6 via Flores,
and Tandil 731.1
meters.
177.8
171.7
195.4
237.4
250.5
272.5
288.2
341.7
285.8
194.2
131.2
20.3
5.7
tiauiiai Jiinetiou aud Boca liraneli.
Laniis junction
Boca
0.
6.8
0.
5.8
9.3
15.1
6.2
4.7
Vciiiperley aud Canuelas brauch.
Temperley . .
Llavallol . . .
Monte Grande.
Ezeiza ....
Tristan Suarez
Maximo Paz .
Vicente Casares
Caiiuelas . . .
0.
0.
6.
6.
4.1
9.1
5.9
16.
5.7
20.7
7.
27.7
4-1
31.8
15.7
47.6
19.9
67.4
19.1
30.8
17.2
22.
20.6
18.2
21.8
34.8
— 201 —
Altamirano aud Itahia Blaiica Port branch.
STATIONS.
DISTANCE IN KILOMETERS.
Betwe'n
Stations
From
Junction
From
Central Station
HEIGHT
ABOVE
BW,i.
I-KVKL
1
2
3
4
0
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
Altamirano . . .
G-andara ....
Ohascomus . . .
Adela
Monasterio . . .
Lezama ....
Guerrero ....
Taillade ....
Sevigne ....
Dolores ....
Parravicini . . .
Velazquez . . .
Maipii
Rodriguez . . .
Fair
Ayacuclio . . .
Eieconquista. . .
Iraola
Tandil
Pilar
Vela
Lopez
Juarez
Alzaga
G-onzalez Chavez
Vazquez ....
Tres Arroyos ., .
IVIicaela Cascallares
Irene ,
Aparicio .....
Las Mostazas. . ,
San Roman. . . ,
Bajo Hondo . - . .
Grtinbein
Bahia Blanca Port,
0
10.9
16
1,5.4
9.7
13
11.5
14.
14.1
12.4
19.1
21.2
25.4
21.9
23.
17.8
20.7
21.3
21.4
25,
19.8
19.7
20.3
26.4
21.6
18.2
'24.4
22.3
21.
18.
37.7
13.1
14.6
23.6
95.
0.
10.9
25.9
41.3
51.
64.
75.5
89.5
103.6
116.
135.1
156.3
181.7
203.6
226.6
244.4
265.1
286.4
807.8
332.8
352.6
372 3
392.6
-419.
440.6
458.8
483.2
505.6
526.5
544.6
582.2
595.3
609.9
633.5
643.
91.
Via Altamirano and
Azul 720.3 via Mai-
pti and Tres Arroyos
766.6 via Floras and
Tandil731.1
meters
15.2
17.6
12.4
10.
9.6
10.9
7.8
9.9
10.3
7.9
9.3
10.7
]6.1
30.6
63.6
73.9
10.5
139.6
178.3
173.8
219.9
224.7
214.8
194.6
194.7
154.5
108.
116.5
,100.
110.1
112.
100.4
67.2
24.1
4.6
— 202 —
Maipu aud liar del Plata braiicli.
STATIONS.
DISTANCE IN KILOMETEES.
Betwe'n From
Stations Junction
From
Central Station
HEIGHT
ABOVK
SKA.
LEVEL
Maipii
Coronel Dorrego.
Piran
Arbolito ....
Vivarata ....
Cannet
Mar del Plata. .
0.
0.
25.6
25.6
22.1
47.7
21.2
68.9
23.2
92.1
26.8
117.9
13.1
131.
272.7
Hinojo and Sierra Baya Itraiich.
meters.
16.1
21.8
24.2
26.1
28.2
26.7
16.3
Hiaojo. . . .
Sierra Baya. .
0.
5.5
0.
5.5
350.6
356.1
miieojo and Sierra Chica braucli.
Hiaojo II 0.
Sierra Chica . . . 7.7
0.
7.7
350.6
358.3
157.3
216.8
157.3
170.3
Braneh from Olavarraa to Estaueia.
Olavarria ....
Estaacia Davila.
0.
13.
0.
13.
365.6
378.6
163.9
196.8
Tandil and l<as Cantcras branch.
1
Tandil
0.
0.
398.8
173.3
2
Las Caateras . . .
5.3
5.3 404.1
213.1
Slerlo an
d Saladillo branch.
1
Merlo
0.
0.
39.1
14.6
2
C. Suarez
4.2
4.2
22.3
3
M. Paz
13.1
17.3
30.
4
G. Hornos ....
14.2
31.5
33.3
6
Las Heras ....
4.7
36.2
36.1
STATIONS.
— 203 —
DISTANCE IN KILOMETERS.
Betwe'n
Stations
From
junction
From Central
HBIGHT
AHOVB
Slii.
LEVEL
6
7
8
9
10
11
12
Zapiola. .
Lobos . .
S. Maria .
E. Perez .
Del Carril
Cazon . .
Saladillo .
16.9
63.1
16.2
68.3
15.3
83.6
18.9
102.5
19.9
122.4
15.7
138.1
15.3
165 4
109.5
meters
34.5
28.3
30.4
33.9
36.6
41.6
46.7
fjUfi Flores aud Tandil Itrancli.
Las Flores . .
Plaza Montero
Colman. . . .
Santa Rosa . .
Eaucli . . . .
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
161.2
214.9
Via Las Flores
366.1
Via Maipu 398.8
36.7
43.7
58.5
75.9
94.1
114.3
135.2
179.3
BUENOS AIRES AND ENSENADA PORT RAILWAY.
GDAGE 1.676 M.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Central ,
Venezuela . . . ,
Casa Amarilla (Ye^
How house) . . ,
General Brown . ,
Boca
Pena Barraca. . .
Tres Esquinas. . ,
North Barracas . .
Barracas Iglesias. ;
General Mitre. . ,
Wilde ......
Bernal
Quilmes
Espeleta
0.
0.
0.7
0.7
1.4
2.1
1.5
3.C
0.6
4.2
0.0
4.7
0.8
5.6
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
6
7
21.3
19.1
22.8
— 204
DISTANCE IN KILOMETERS.
HEIGHT
STATIONS.
ABOVE
Betwe'n
Stations
From
Central
SEA
15
16
17
Barazategui. . . .
Godoy
Conchitas
3.1
. 4.
1.6
26.2
30.2
31.8
meters
22.3
9.1
11.6
18
19
Pereyra
Punta Lara ....
. 7.6
10.8
39.4
50.2
13.2
6.
20
Ensenada
9.7
59.9
5.7
Ring^uelet and Ferrari brancli.
Einguelet.
Hernandez
M. Romero
Abasto . .
G-omez . .
Brandzen.
Ferrari .
From
junction
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
From 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
Klizalde and llaffdalcna branch.
Elizalde . .
Correas . .
B. Bavio. .
Arditi . . .
Magdalena .
0.
0.
12.5
10.8
10.8
12.5
23.3
34.1
13.1
47.2
Via Pereyra 73. 4
Haedo 104.3
V.Pereyra 120.6
Haedo 151. B
28.2
15.7
22.9
9.3
8.3
205
CENTEAL AUGENTINE EATLWAY.'
GUAGE 1.676 M.
STATIONS.
DISTANCE IN KILOMETEES.
Betwe'n
Stations
From
Boeario
From Central
Buenos Aires
HEIOHT
ABOVE
S£A
LBVEI.
Eosario
2 Fisherto-wn . . .
3 Avila
4 Eoldan
5 San Geronimo .
6 Carcarana . . .
7 Correa
8 Canada de Gomez
9 Armstrong . . .
10 Tortugas ....
11 General Eoca. .
12 Marcos Juarez. .
13 Leones
14 San Marcos . . .
15 Kilometer 186.6.
16 Belle VUle . . .
17 Kilometer 210. .
18 Ballesteros . . .
19 Carcano ....
20 Villa Maria. . .
21 Tiopujio ....
22 Chanares ....
23 Oliva
24 Oncativo ....
25 Laguna Larga .
26 Pilar
27 Eio Segundo
28 Toledo.
29 Ferreyra ,
30
Cordoba
8.4
0.
1
0.
(
9.6
9.6
6.8
16.4
9.2
26.6
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.
226.
13.
238.
15.8
263.8
17.2
271.
17.2
288.2
16.8
306.
18.
323.
18.7
341.7
13.3
355.
3.8
358.8
14.2
373.
14.
387. /
Via B. A. and E.
303.8
Central Arg'tine
354.8
meters
22.4
23.4
32.9
39.7
49.4
63.1
68.2
92.9
118.2
74.1
87.4
113.9
116.
116.1
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
395.4
/Via B. Aires and C.\
Arg. lines 699.2 J
Via C. Arg. 703.1 /
I Via Pacific and C.f
Arg. 788.4
IVla B. Aires and E.
tod Cord. 736.3
Via C. Are. and
C. Cord. 758.4
— 206 —
■juJuu and Ciauada de Crouiez branch.
STATIONS.
DISTANCE IN KILOMETERS.
Betwe'n From
Stations Junction
From Central
Buenos Aires
HEIGHT
ABOVE
SEA
LEVEL
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
Lujan
Carlos Keen. . .
Azcuenaga . . .
S.Antonio de Areco
Duggan ....
C. Sarmiento . .
Saavedra. . . .
Arreeifes. . . .
Vinas
Ancliorena . . .
Pergamino . . .
El Socorro . . .
Peyraao ....
Francisco Paz. .
Wilde
Fuentes ....
Candelaria . . .
Canada de Gomez
0.
16.3
19.6
15.3
15-7
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
44.5
39.7
50.
71.
67.
72.
66.8
70.9
75.3
78.3
81.9
83.4
.9
.2
.2
Perg^aiuiDio and Kan Nicolas branch.
Pergamino
A. de la Peua
Acevedo . .
Guerrico . .
Conesa . . .
Eojo. . . .
San Nicolas.
0.
0.
11.4
11.4
10.6
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. & Ko.s. &
0. Arg. S10.7
Pacific & C. Arg.
343
West & C. Arg.
813.2
B. A. &R. 242.7
67.2
76.1
67.3
68.2
55.8
40.7
18.
— 207 —
Pergrainiuo and Juiiiu braiteh.
STATIONS.
DISTANCE IN KILOMETEES.
Betw' eu From
Stations Junction
From Central
Bncnos Aires
HEIGHT
ABOVE
LEVEL
Pergamiao
Ortiz Basualdo
R. Cano . . .
Eojas ....
E. Echevarrla .
Roca
Junin
0.
0.
19.9
19.9
6.4
26.3
14.'
40.3
18.8
59.1
17.6
76.7
12.3
89.
B. A. West & C.
Arg. 237.1
B.A.&H.&O.A.
310.7
Pac:&C.Arg:.g43
B. A. West & C.
Arg: 326.1
Pacific 255 . 7
67.2
77.1
68.6
66.9
74.7
78.7
81.1
Branch liuc t^'oin Caiio to Kstancia Can».
Cano
Oano Estaacia.
0.
2.3
0.
2.3
Rosario and Pejrauo branch.
viaB.A. & R.
Rosario 0. 0. 303.8
C. Arg. 354.8
Eloy Palacios
Soldini. . .
Alvarez . .
Acebal . . .
Santa Teresa
Peyrano . .
0.
0.
7.1
7.1
4.7
11.8
13.1
24.9
12.9
37.8
22.8
60.6
11.4
72.
B. A. West'n &
C. Arg. 282.8
B. A. & Ros. &
C. Arg. 375.8
Canada dc Comes and ^astre branch.
West'n.&O.Arg.
380.4
B.A.&Ros. &
C. A: 375.9
Canada de Gomez
ElLsa. . .
Las Rosas
0.
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.
DISTANCE IN KTT.OMETEES.
HEIGHT
Betwe'n
Stations
Prom
Junction.
From Central
Buenos Aires
SEA
LEVEL.
4
6
6
7
8
Los Cardos. . . .
El Trebol
Pellegrini
San Jorge ....
Sastre
18.
15.7
17.
19.2
16.
62.
77.7
94 7
113.9
128.9
West & C. Arg.
509.3
B. A. & Eos. &
C. Arg. 504.8
meters
108.5
92.
107.2
100.
104.7
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Rio !^eg;nnflo and Alta Garcia brancli.
B. A. & Eos. &
C. Arg: 662.6
0. Arg: 718.6
Eio Segundo
Lozalda . .
Alta G-arcia.
B. A. & Eos: &
C. Arg: 711.6
0. Arg. 762.6
BUENOS AIRES SECTION
( FORMEELY "NORTHBKN RAILWAY ' OF BUBNOS AlRES"- )
Central
Retire
Eecoleta ....
Palermo ....
Arg. Hippodrome
Belgrano. . . .
Nat.Hippodrom .
Niinez
Eivadavia . . .
Vicente Lopez. .
Olivos
Martinez ....
San Isidro . . .
Victoria ....
San Fernando. .
Junction ....
Tigre • . . . .
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
12.2
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
ISau Fei'oando Hole line.
342.6
377.3
551.3
11.3
5.6
4.7
4.8
5.
6.
6.
6.1
5.9
5.3
6.1
22.6
19.5
11.6
6.5
Junction |j 0.
gan F®^^^^^o Molell 1.8
0.
1.8
4.2
•o.o
4.4
— 209 —
WESTERN SANTA FE EAILWAY.
QUASE 1.676 M.
STATIONS.
DISTANCE IN KILOMETEES.
Betwe'n From From Central
Stations Eosario Buenos Aires
HEIGHT
ABOVK
SEi.
LEVEL
2
3
4
5
6
7
.8
9
10
11
12
Eosario . . .
Bajo Hondo .
Perez ....
Za valla. . . .
Pujato. . . .
Villa Casilda .
Juncture . , .
Palacios . . .
Arequitos . .
S. Jose de laEsquina
Arteaga . . .
Juarez Celman
0.
0.
7.9
7.9
7.2
16.1
10.7
25.8
15.4
41.2
12.6
53.7
3.9
57.6
12.2
69.8
14.2
84.
23.4
107.4
8.3
115.7
9.6
125.2
Via B. A. arid E.
i04.5vla B. A. West
and C. Arg. 359.1
VlaB.A. and E.
aud W, S. F. E.
429.7 via B. A. W.
C, A., and W. S. F.
484.3
meters.
28.1
26.
36.
49.3
•71.6
75.1
78.7
93.8
95.
82.
90.
.3
.4
77.4
Villa Casilda and nielincue Itrauch.
From
junction
V
Villa Casilda
Juncture .
Sanford .
Chabas . .
ViUada. .
Firmat . .
Melinciie .
0.
0.
3.9
3.9
11.1
15.
13.4
28.4
14.1
42.6
13.
65.6
22.4
77.9
B. A. and E,. and
W.S.RB. 368.2
Western and 0.
Arg. 347.1
B. A. R. and W.
S. F.E. 436.1 W.
and 0. A. 425
W.C.A.and
G. S. Santa Fe
and Cord. 360.2
75.1
78.7
89.7
97.1
92.
106.3
89.8
210
BUENOS AIEES AND EOSAEIO RAILWAY.
GnAQE 1.676 M.
STATIONS.
DISTANCE IN KILOMETERS.
Betwe'n From
Stations Central
HEIGHT
ABOVE
SKA
IjSVEL
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
Central
Parque 3 de Pebrero
Belgraao. . . .
Villa Catalinas .
San Martin . . .
Bancalari. . . .
Paclieco ....
Benavidez . . .
Escobar ....
Rio Ltijan . . .
Otamendi. . . .
Campana. . . .
Zarate
Lima
Alsina
Baradero. . . .
Tala
San Pedro . . .
Castro
El Paraiso . . .
Ramallo ....
Sancbez ....
San Nicolas. . .
Villa Constitucion
Junction . . .
Pavon
Arroyo Seco . .
Alyear
Rosario ....
Alberdi ....
Paganini. . . .
San Lorenzo . .
Aldao
Serodino ....
Carrizales . . .
Diaz
0
6
4.6
2.7
4.4
12.9
3.
8.3
11.7
11.7
6.6
9.6
12
16.4
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
33.6
41.8
53.5
65.2
71.8
81.4
93.4
109.8
133.8
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
.9
.5
.8
.5
.1
.1
meters.
11.3
4.
15.
23.
18.
6.
6.
7.3
24.3
5.8
6.8
5.3
26.6
26.7
23.9
29.7
24.
28.
35.
33.7
37.
31.
28.2
27.2
31.3
27.
32.8
20.5
28.8
31.
30.8
33.
34.9
38.3
38.5
211 -
DISTANCE IN KILOMETERS.
uKianT
STATIONS.
AHOVK
Betwe'n
From
SEA.
•
3tations
Central
LIBVEL
meters.
36
Irigoyen
23.4
404.7
41.6
37
G-alvez . .
16.2
420.9
54.2
38
Lopez . .
15.7
436.6
56.5
39
Santa Clara
16.2
452.8
53.7
40
Sa Pereyra
22.
474.8
64.
41
Aurelia. .
17.
491.8
73.8
42
Rafaela .
19.6
511.4
99 3
43
Lehmann .
16.2
526.6
95.1
44
Suachales
19.6
546.2
96.1
45
Las Cadena
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
60
Ceres . .
17.
671.2
87.8
51
SeJva . .
16.
687.2
86.1
52
Argentina
33.3
720.5
78.3
53
Malbran .
26.7
747.2
81.9
54
Pinto . .
31.
778.2
88.
55
Casares. .
26.
804.2
94.5
56
Icano . .
30.7
834.9
102.6
57
Herrera .
28.3
863.2
109.7
58
No Tengo
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
163.4
62
Beltran. .
19.4
986.5
168.8
63
La Banda
20.4
1006.9
188.2
64
Ruiz . . .
31.2
1038 . 1
268.6
65
Gramilla .
30.
1068.1
283.1
66
Suarez . .
29.1
1097.2
375.1
67
Sosa. . .
30.8
1128.
388.8
68
San Miguel
7.
1135.
69
Quinteros.
3.9
1188.9
413.1
70
Cruz Alta
8.1
1147.
445.1
71
Tucuman .
8.1
1155.1
447.4
212
BicIg;i'ano and Las Conchas branch.
DISTANCE IN KILOMETERS.
HEIGHT
STATIONS.
ABOVE
Betwe'n
From
From
SEA
Stations
Jimctlon
Central Station
LEVEL
meters.
1
Belgrano
0.
0.
10.5
15.5
2
Coghlan .
0.5
0.5
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 Ohiea
2.1
16.8
4.4
9
San Fernando
3.1
18.9
4.4
10
San Fernando Canal
1.4
20.3
4.4
11
Las Concha
3 .
.
2.8
23.1
33.6
4.4
San liorenxo and Ccrano Port branch.
San Lorenzo . .
San Lorenzo Port
Cullen
Cerano Port. . .
0.
3.3
1.8
1.6
326.6
333.3
30.8
23.5
27.9
22.6
Irig^oyen and Santa Fe branch.
Irigoyen .
Ledesma .
Larrecliea
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
Via B. A. and
Rosario 481.5
Via G-alvez and
Flores 500.2
41.6
31.2
33.5
32.
23.8
18.4
16.8
Galvez and Morteros' branch.
Galvez . . .
"Wildermuth
Avena . . .
0.
0.
19.
19.
19.
38.
420.9
54.2
53.2
67.1
213
STATIONS.
DISTANCE IN KILOMETEES.
Betwe'n
Stations
From
Junction
From
Central Station
HEIGHT
ABOVE
LEVKL
4
6
6
7
8
9
10
11
Maria Juana .
SimoTi Pereyra
Iturraspe . . .
Luxardo . . .
21.
23.6
22.4
15.2
16.3
17.
16.5
18.6
59.
82.6
105.
120.2
136.5
153.6
170.
188.6
Freire ....
Portena . . .
Brinkman . .
MorterdS . . .
609.5
meters.
104.3
114.4
114.6
112.6
108.3
104.3
101.1
99.1
l>a Banda and iSantiago del Estcro Itraucta.
La Banda. . . .
Santiago del Estero
0.
6.8
0.
6A
1006.9
Via B. A. and
Ro.?ario 1013.7
Via C. N. 1199.7
Via Cordoba j^nd
Eosario 1232.8
188.2
185.3
BUENOS AIRES AND PACIFIC EAILWAY.
GUAQB 1,676 M.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Central. . .
Palermo . .
Devoto . . .
Caseros . .
HTirlingliam.
Bella Vista .
Muniz . . .
Pilar. . . .
Cortinez . .
Agote . . .
Mercedes . .
Franklin . .
E-ivas . . .
Castilla. . .
Rawson . .
San Patricio
Chaoabuco .
From
C. station
0.
0.
8.1
8.1
9.
17.1
4.7
21.8
6.6
28.4
3.9
32.3
3.8
36.1
20.8
56.9
30.9
87.8
15.6
103.4
9.8
113.2
20.
133.2
11.2
144.4
13.4
167.8
15.6
173.4
16.5
189.9
20.8
210.7
.3
.3
.6
11.
6.
24.
26.
13.
16.7
24.9
24.7
34.2
35.6
35.5
48.5
50.6
55.
61.6
60.
69.6
214
DISTANCE IN KILOMETERS.
HEIGHT
STATIONS.
ABOVE
Betwe'n
]?rom
SKA
Stations
C. Station
liEVKL
meters.
18
O'Higgins . , . .
21.7
232.4 ■
73.3
19
Junin . . .
23.3
255.7
81.1
20
Areriales . .
■29.2
284.9
80.4
21
Vedia . . .
26.9
311.8
89.4
22
Alberdi . .
25.7
337.5
94.5
23
Orellanos. .
29.8
367.3
112.9
24
Soler . . .
23.1
390.4
106.6
25
Rufino . . .
32.1
422.5
■
117.4
26
Salas. . . .
34.6
457.1
127.8
27
Laboulaye .
29.6
486.7
137.1
28
Julio A. Eoca
32.6
519.3
151.7
29
La Oautiva, .
,33.9
553.2
191.9
30
Mackenna .
28.9
582.1
237.5
31
Washington
27.9
610.
308.4
32
Paunero . .
31.
641.
379.6
33
Pedernera .
28.1
669.1
449.1
34
Villa Mercedes
22.2
691.3
513.6
VlaC.A.
and Andine
816,1.
NATIONAL ANDINE EAILWAY.
GUAGE 1.676 M.
From
Villa Maria
2
3
4
5
6
7
8
9
10
11
Villa Ma,ria. .
Velez Sarfield.
Las Perdices .
General Cabrera.
Garnerillo. . .
Chucul. . . .
Rio Ouarfco. .
Santa Catalina
Sampacho . .
Chajan. . . .
Villa Mercedes
0.
0.
40.
40.
17.
57.
19.
76.
18.
94.
16.
110.
22.
132.
13.
146.
32.
177.
32.
209.
45.
254.
Via B. A. and P.
646.8
Via 0. Arg. 562.1
Via B. A. and P.
691.3
V.B. A. Western,
C. Arg. and
Andine 816.3
203.
226.5
242.
297.
320.
408.3
435.3
427.1
613.
498.5
513.6
— 215
ARGENTINE GEEAT WESTERN RAILWAY.
GUAGE 1.676 M.
STATIONS.
DISTANCE IN KILOMETERS.
Betwe'n From Villa
Stations Mercedes
From
Central Station
H BIGHT
AKOVB
SKA
LltVEl.
2
3
4
5
6
7
8
9
10
li
12
13
14
15
16
17
18
19
20
21
22
23
24
Villa Mercedes
Fraga . . .
Alto Grande
San Luis. .
Baede . . .
Alto Pencoso
Desaguadero
La Paz. .
Tunuyan .
Santa Rosa
Alto Verde
Rivadavia
San Martin
Palmira .
Rodeo del Medio
Maipu . , .
San Vicente
Mendoza
Jocoli ....
Ramblon . . .
Retamito . . .
Canada Honda
Pocitos. . . .
San Juan.
0.
0.
36,
36.
24.
60.
35.5
95.5
29.5
125.
35.
160.
34.
194.
22.
216.
40.
266.
23.
279.
19.
298.
8.
806.
6.
312.
8.
320.
16.
336.
8.
344.
8.
352.
4.
356.
38.
394.
30.
424.
23.5
447.5
14.
461.5
34.
496.5
18.
513.5
Via Bs. As. & P.
691.3
Via Bs. As. W.
Central Argen-
tine and Audine
816.1
Via Bs. As. & P.
1047.3
Via And'ne route
1172.1
Via Bs. As. & P.
1204.9
Via And'ne route
1829. 7
513.6
672.6
640.3
720.4
441.
623.4
459.
494.
563.
603.7
634.
641.
649.
662.
701.
749.
759.
724.2
583.
601.
693.
691.
606.
638.
— 216 —
yiLLA MAEfA AND EUPINO EAILWAY.
onAGE 1.676 M.
STATIONS.
DISTANCE IN KILOMETEES.
Betwe'n From From
Stations VUIa Maria Central Station
HEIBHT
ABOVE
LBVEL
Villa Maria. .
Villa Nueva. .
Ausonia . . .
Etruria. . . .
Santa Eufemia
La Carlota . .
Asnnta. . . .
La Cesira. . .
Eufino ....
0.
0.
2.6
2.6
24.6
27.2
30.2
57.4
24.4
81.8
30.9
112.7
24.9
137.6
46.9
184.5
42.3
226.8
Via Bs. As. & P.
646.8
Via C. A. B62.1
Via Bs. As & P.
422.5
0. A. 786.4
meters
203.
202.1
182.8
165.2
154.8
142.4
130.7
123.7
117.4
VILLA MEECEDES AISTD LA EIOJA EAILWAY.
GUAGE 1.676 M.
2
3
4
5
6
7
8
9
10
11
12
13
From Villa
Mereedes
Villa Mercedes . .
San Jose del Morro
LaYoma.
Eenca . . .
Dolores S. Pablo.
Santa Eosa . . .
ElSaltoLaPaz.
Dolores S. Pedro.
San Vicente
Medanito. .
Carmen . .
Balde Salado
Milagro
.r
—
0.
0.
57.2
67.2
29.3
86.5
40.7
127.2
27.4
154.6
24.7
179.3
19.2
198.5
28.1
226.6
29.7
256.3
29.4
286.7
21.6
307.3
28.1
354.4
31.7
367.1
Via Bs. As. & P.
691.3
ViaW., 0. A. &
Andine 716.1
Via Bs. As. and
Rosario, C. A. &
Andine 811.6
513.6
810.1
888.1
772.1
667.8
591.4
528.1
514.1
391.1
286.7
273.6
282.1
362.1
— 217
STATIONS.
DISTANCE IN KILOMETERS.
Betwe'n From Villa
Stations Mercedes
From
Central Station
IIKIGHT
ABOVE
SEA
LEVJiL
14
15
16
17
18
19
20
Alanices ....
Baldes dePache-
00.
Chamical. . . ,
Punta de ios Lla
nos
Chilca ig
Quemado .
LaEioja.
26.6
393.7
17.4
41.9
411.1
453.
32.4
35.3
26.9
485.4
520.7
547.6
38.5
586.1
Via Bs. As. & P.
1277.4
Via Bs. As. and
Rosario, 0. A. &
Andine 1397.7
1497.7
Via "W. & Andi-
ne 1492.2
meters .
371.4
395.1
466.1
387.2
327.6
331.7
504.1
GREAT SOUTHERN SANTA FE AND g6ED0BA
RAILWAY.
GUAtfE 1. G76 M.
From Villa
Constitucibn
Villa Constitucion
mole
J)o. do. station
Villa Constitucion
Junction . . .
G-odoy
Santa Teresa . .
Paz
Alcorta
Carreras ....
5.6
16.9
27.1
16.6
16.7
18.6
6.6
23.5
50.6
67.2
83.9
102.5
Via B. A. and R.
264.5 via Wes-
tern, and 0. A.
334.5 via Wes-
tern, C. A. and
Great Southern
of Santa F6 and
Cordoba 844.9
22.7
24.2
27.2
50.6
62.6
83.2
88.5
99.6
218
STATIONS.
DISTANCE IN KILOMETEES.
HEIGHT
StVJl^l Constitu-
Stationsl pi^„
From
Central Station
LEVEL
9
San Urbano (Melin-
meters
cue)
14.1
116.6
90.8
10
Flortondo
16.8
13.9
133.4
147.3
103.3
11
San Jorge ....
105.6
12
Venado Tuerto . .
18.7
166.
114.1
13
San Eduardo . . .
10.5
176.6
111.5
14
Maesfiolo
18.3
194.8
117.6
15
Arias
17.6
20.7
212.4
233.1
123.
16
Alejo Ledesma . .
128.
17
Canals
24.8
12.3
257.9
270.2
122.
18
Vazquez
121.8
19
Olmos
12.2
282.4
Via B. A. and R.
120.7
and G. S. Santa
Fe and C6rdoba
564.8 via B. A.
20
La Carlota ....
17.8
300.2
and P. 534.1
via Western
Centra! Arg. and
G. S. Santa Fe
& Cord: 543.8
142.5
BAHtA BLANCA NOETH WEST
EEN EAILW
AY.
GUAGE 1.676 M.
From Ba-
' }iia Blanca
1
Junction with B. A.
Via B. A. A.
Gr. Soiithern
0.
0.
Southern 707.7
13.
2
Bahia Blanca .
3.3
3.3
21.5
3
Villa Olga . .
10.2
13.6
10.2
4
Nueva Eoma .
29.
42.5
73.5
5
Berraondo . .
22.9
66.4
139.3
6
Adolfo Alsina..
43.4
108.8
199.1
7
Jacinto Araoz.
32.4
141.2
161.7
8
Bernasconi . .
34.4
175.6
162.2
9
Ramon Blanco
29.8
205.4
136.9
10
Epupel . . . . ] .|
/ i
36.8
242.2
176.8
Via B. A. G. S.
1 1
and B. B. N.
11
G-eneral Acha.
.il
40.8
283.
Western 990.7
220.6
— 219 —
TRANSANDINE RAILWAY.
GUAQE 1 METER.
STATIONS.
DISTANCE IN KILOMETERS.
Betwe'n
Stations
From
Mendbza
From
Central Station
HEIOIIT
ABOVli
SEA.
LEVEL
Mendoza
Compuerta . . . .
Cachenta. . . . .
Gruido
Uspallata
Rio Blanco. . . .
Punta de las Vacas,
Puente del Inca. .
Argentine Frontier
0.
0.
22.
22.
16.7
88.7
26.3
65.
27.7
92.7
19.3
112.
30.7
142.7
15.
157.7
15.8
173.5
Via Bs. As. & P.
1047.3
Via And'ne route
1172.1
Via Bs. As. & P.
1220.8
Via And'ne route
1345.6
meters.
724.7
1019.
1198.3
1436.1
1718.6
1980.6
2358.9
2635.6
3189.1
CORDOBA CENTRAL RAILWAY.
GUAQE 1 METER.
From
Cfirdoba
Cordoba junction
with Central
Northern . .
Alta Cordoba . .
Constitucion . .
Piquilin . . . .
Rio Primero . .
Santiago Temple
Traasito ....
Arroyito ....
0.
0.
1
1.1
1.1
22.4
23.5
18.5
42.
14.
56.
22.1
78.1
20.9
99.
14.2
113.2
Via Cordoba and
Eosarioand Cen-
tral Cordoba
732.3 via C. A.
702.1 via C. A.
andC.C6rd:7B3.9
427.
421.8
350.8
292.6
252.4
213.
174.5
149.1
— 220
STATIONS.
DISTANf^E IN KILOMETERS.
Betw'enl From
Stations Cbrdoba
From
Central Station
HEIGHT
ABOVE
BKi.
liBVEL
9
10
11
12
13
El Tio. . .
La Francia.
Devoto . . .
San Francisco
Frontera . .
22.3
18.5
31.
22.9
2.1
135.5
154.
185.
207.9
210.
Via Cordoba and
Rosario, and
Central Cordoba
522.3 via 0. A.
912.1 via and G.
Cordoba 543.9
B. A. & Bosario
meters.
128.2
111.7
112.6
116.5
116.2
cOedoba and eosario railway.
QUAGB 1 MJETER.
From
Frontera
1
2
3
4
5
6
7
8
9
ID
11
12
13
Frontera . . .
Esmeralda . .
Sastre ....
Traill ....
Armstrong . .
Castro ....
Centeno . . .
San G-enaro. .
Larguia . . .
Froilan Palacios
Luis Palacios . ,
Alberdi. . . .
Rosario . . .
0.
0.
21.
21.
18.1
39.1
19.
58.1
21.
79.1
18.9
98.
13.6
111.6
9.5
121.1
23.9
145.
17.8
162.8
21.4
184.2
19.5
203.7
14.7
218.4
ViaB. A. andR.
&C. Cord: 543.9
ViaB. A. andR.
301 via C. Are.
354
216.2
115.2
104.7
79.3
75.8
60.3
66.3
63.
60.7
50.7
27.7
2.6
31.5
Rafaela auti Frontera de Curdoha Itrauch.
Frontera
Santa Clara .
Saguier . .
Rafaela . .
0.
22.8
13.2
24. •
0.
22.8
36.
60.
Via B. A. and R.
& Cordoba & R.
522.3
Via B. A. and R.
and Cord: andR.
682.3 via B. A.
and R. 511.4
1. 00
— 221 —
CENTEAL C6ED0BA EAILWAY.
( Central Northern Section. )
GTIAGE 1 METER.
DISTiNCE IN KILOMETEKS.
HEIGHT
STATIONS.
ABOVlil
1
Betwe'n
From
From
SEA
Stations
Ocirdoba
Central Station
LEVML
meters.
1
Cordoba
0.
0.
Via B. A. and R
and C. A. 699.2
via B. A. and R.,
C. and R., and C.
Cordoba 732.3
via Western, and
C. Arg. 7B8.4
389.4
2
Alta Cordoba. . .
4.
4.
•
421.8
3
Juarez Celmaa .
15.
19.
498.7
4
Greneral Paz . .
14.
33.
530.4
5
Jesus Ma.ria. .
18.
51.
539.5
6
Sarmiento .
23.2
74.2
620.7
7
Avellaneda . .
22.
96.2
706.7
8
Dean Funes .
24.6
120.8
692.7
9
Quilino. . .
27.4
148.2
396.2
10
San Jose . .
25.8
174.
197.4
11
Yotoralejos .
48.
222.
176.9
12
Eecreo. . .
44.3
226.3
219.2
13
San Antonio
38.7
305.
267.3
14
Frias . . .
33.5
338.5
328.1
15
Iriondo. . .
26.2
364.7
425.1
16
Lavalle. . .
23.1
387.8
677.6
17
San Pedro .
27.2
415.
376.6
18
La Madrid .
35.
460.
287.3
19
Monteagudo.
15.7
466.7
296.3
20
Simoca. . .
29 3
495.
316.9
21
Bella Vista .
27.
622.
258.3
22
Eio Luiess .
9.
531.
375.4
23
San Felipe .
9.
640.
396.3
Via. B. A. &R. 1156.8
V. S. Cristobal 1281.9
VlaB.A. &E. C6rd.
24
Tucuman
7.
547.
& Eos. & Centi-aV
Cord. 1305.4
Via Central Arg.
436.4
&B. A. & B. 1246.2
— 222 —
Rccreo and Cbiiiiiliicba livaneb.
DISTANCE IN KILOMETERS.
HEIQHT
STATIONS.
ABOVE
Betwe'n
From
From
SEi
Stations
Junction
Central Station
Via 0. A. and B.
meters.
1
Eecreo
u.
0.
A. and B. 965.5
via B. A. and E.
Cord: and B.and
Central 06rdoba
998.6 via Wes-
tern and C. A.
1024.7
219.2
2
Esquiii
27.
27.
243.2
3
La G-uardia. . . .
26.
63.
229.2
4
Telaritos
28.
81.
233.3
5
San Martiu ....
32.
113.
271.2
6
San Ignado ....
32.
145.
305.4
7
Chumbicha. . . .
31.
176.
Via B. A. and R.
and 0. A. 1141.5
via do, C. and R.
C. C. 1174.6 via
W. C. A. 1200.7
415.2
Frias and .Santiago del Kstevo Itranch.
Frias
Choya ....
Laprida . . .
Loreto. . . ,
Simbol. . . .
Sanjon. . . .
Santiago del Estero
0.
0.
32.
32.
37.
69.
35.
104.
23.
127.
20.
147.
15.
162.
Via B. A. and
R., C. Arg. 1037
via B. A. and R,
C. and R., C. a
1078 via W'estern
C. Arg. 1G96, via
B. A. and R.
1175
Via B. A. and R.
C. Arg. 1199.7
via B. A. and R.
0. and R. 0. 0.
1238 via B. A.
and R. 1013.7
328.1
381.3
208.3
139.5
165.8
176.6
187.3
— 223 —
cOedoba noeth-westeen eailway.
GUAGB 1
METER.
STATIONS.
DISTANCE IN KILOMETERS.
HEIGHT
ABOVij
Betwe'n
From
From
S15A
Stations
C6rdot)a
Central Station
LKVEL
meters .
1
Junction with Cen-
Via C6rdoba and
tral (Jordoba . .
0.
0.
R.— 0. C6ra. 732
via C. A. 706.6
via 0. A.-O.
Cordoba 753.6
420.3
2
Alta Cordoba. . .
0.7
. 0-7
421.8
3
Eodriguez delBusto
5.3
6.
450.7
4
Argtiello
4.4
10.4
467.2
5
La Calera. . .
11.8
21.7
544.7
6
Eio Primero .
12.8
34.
669.7
7
SanEoque . .
10.6
44.5
657.7
8
Santa Maria .
4.7
49.2
665.7
9
Cosqm'n . . .
8.2
57.4
721.7
10
Casa Q-rande .
12.6
70.
813.7
11
Huerta Grande
10.8
80.8
983.7
12
San G-eronimo
12.6
93.4
1156.6
13
San Ignacio .
9.6
103.
1029.7
14
Capilla del Monte.
7.2
110.2
-
994.2
15
Carreras de Pun-Pun
11.
121.2
865.2
16
Los Sauces.. . . .
18.
189.2
693.2
17
Cruz del Eje . . .
11.
150.2
489.7
18
Junction with Dean
Yia Cord, and E.
Fuaes and Chile-
cito line ....
3.
153.2
-C. Cord. 885.1
via C. Arg. 859.7
via C. Arg.-C.
Cord. 906.7
480.7
DEAN EUNES AND CHILEC
ITO NATIONAL EAI]
:;WAY.
GtJAQE J
L METER.
From
Dean Fnnes
1
Dean Eunes . . .
0.
0.
VlaB.A.andE.C.A.
820 via B. A. and E.
C. and E.
and C. C. 853.1
via W. and C. A. 879
692.7
2
Santo Domingo . .
33.4
33.4
497.7
3
Cruz del Eje .
31.5
64.9
480.7
— 224
Ctm A mTi^TVTQ
DISTANCE IN KILOMETEES.
HRlQHT
ABOVE
STATIONS.
BetTwe'n From
From
SEA.
Stations Dean Funes
Central Station.
LEVEL
meters.
4
Banada de Soto. .
24.8
89.7
., ■
482.3
5
Pozo Viejo ....
12.5
102.2
413.
6
Tuelame
6.
108.2
384.3
7
Pumfa de la Serre-
zuela. .....
18.9
127.1
281.6
8
San Francisco. . .
33.7
160.8
255.6
9
Chanar
22.2
183.
328.7
10
Chamical .....
89.9
222.9
467.2
11
Punta de los Llanos
31.8
254.7
393.1
12
Padguia . . . . '^ i^
34.9
289.6
430.7
13
Los Colorados. . 1 §,
La Eamada. . . f |
29.3
318.9
648.8
14
34.8
353.7
724.4
15
Bioliigast . . . l g
26.6
380.3
840.2
16
Nonogasta . . . ] g
20.8
401.1
980.
17
Oliilecito . . . . / z
13.0
414.6
VlaB.A.anaE.C.A.
1234 B. A. and E.
C. and R. C. C.
1267.7
via W. and C. A.
1294
1070.8
CHUMBICHA AND CATAMAUGA RAILWAY.
fiUAGE 1 METEE.
From
Chumbiclia
Chumbiclia .
Capayan . .
Villa Prima .
Miraflores .
Catamarca .
0.
0.
21.2
21.2
8.8
30.
18.
48.
18.
66.
Via B. A. and R.
C. A. and C. N,
1141.5 via B. A:
and B. C6rd. and
R. 0. C, Central
Norte 1147.6 via
W. 0. A., C. C.
0. Norte 1200.7
Via B. A. and R.
C. Arg. 1207.5
via B. A. and R.,
Cord, and R.
C. Cord. ,1240.6
viaW. C. A., C.
Norte 1266.7
415.2
412.7
440.9
519.9
509.2
— 225 —
CENTEAL NOETHERN PEOLONaATION EAILWAY.
GUAQK 1 METER.
STATIONS.
A
DISTANCE IN KILOMETERS.
Betw'en From From
Stations Tuoumiin Central Station
HEIGHT
ABUVE
SKA.
10
11
12
13
14
15
16
17
18
19
Tucuman .
Tafi viejo . . . ,
Tapia
Vipos ,
Alurralde
Trancas . . . . ,
Tala
Arenal
Eosario de la froa
tera
Metan
Las Piedras. . . .
Chilcas
Las Palomitas . .
Cabeza del Buey .
General Giiemes .
Pampa blanca. . .
Perico
Palpala
Jujuy
0.
14.5
17.5
15.
14.5
15.5
15
27
22.
37.
25.
23.
32.
14.7
15.3
16.
20.
16.
12.3
0.
14.5
32.
47.
61.5
77.
92.
119.
141.
178.
203.
226.
2.58.
272.7
288.
304.
324.
340.
352.!
Via B, A. and R.
C. A. 1246
via B. A. and R.
C. and R., C. 0.
1279 3 via \V.
and 0. A. 13054.
Via B. A. and R.
C. A. leoi
Via B.A. and R.
C. and R. 1634
Via Wtistern and
0. A. 1660
Via B. A. and R.
1511
Via San Cristobal
1616
436.4
603.5
685.3
782.1
761.5
777.5
811.
915.9
783.7
852.2
718.8
689.8
860.9
744. S
718.7
744.
941.8
1090.6
1222.5
— 226 ^
CSeneral driieines aud Salta branch.
DISTAXCE IX KILOMETERS.
HKIQIIT
STATIONS.
Betwe'n
Stations
From
G. Gllemea
From
Central Station
SEA
Via B. A. and E.
meters.
C. A. 153S
,
ViaB.A. andja.
1
General Giiemes .
0.
0.
0. and K. 1568
Via V^estern and
0. A. 1594
Via B. A. and B.
1-145
718.7
2
Campo Santo . . .
7.3
7.3
785.2
3
Mojotoro
19.1
26.4
Via B. A. and R.
C. A. 1.580
1047.6
Via B. A. and E.
4
Salta
19.1
45.5
-0. and E. 1613
Via Western and
C. A. 1639
Via B.A. and E.
1491
1171J.
— 22/ —
AEOENTINE NOETH WESTERN RAILWAY.
GUAQE ]
METER.
DISTANCE IN KILOMETERS.
IXEIQUT
STATIONS.
ABOVE
SKA.
Betwe'ii
From
!• rom
Stations
La Madrid
Central Station
IjKVt!!*
meters.
Via B. A. and R.
0. A. 1149
1
La Madrid . . . .
0.
0.
Via B. A. and R.
C. and R. 1182
Via Western .0.
A. 1208
287.3
Higueritas,stopping
place
11.
11.
300.1
2
Grraneros
Campobello, stop-
8.5
19.5
818.1
ping place . . .
9.5
29.
343.2
3
Villa Alberdi . . .
11.
40.
367.7
4
San Francisco . . .
7.
47.
365.8
6
Eio Chico
6.
53.
6
Agnilares
4.
57.
370.5
7
Azucarera Argen-
'
tina
6.5
63.5
371.
8
Concepcion ....
4.5
68.
364.5
9
Arcadia .....
5,
73.
366.3
10
Eio Seco
6.
79.
368.6
11
Villa Quinteros . .
3.
82.
12
Santa Eosa. . . .
2.4
84.4
362.8
13
Monteros
Acheral, stopping
5.3
89.7
348.8
352.1
place
8.3
98.
14
Pamailla
7.6
105.6
358.4
15
Monte Grande . . .
4.8
110.4
367.4
16
La Eeduceion . . .
7.8
118.2
390.8
17
Lules
3.8
122.
413.3
18
Ingenio Lules . . .
2.
124.
19
San Pablo . . . .
5.
129.
410.6
30
Manantial ....
4.
133.
Via B. A. and R,
C. A. 1230
Via B. A. and R.
411. 8
21
Tucuman
7.4
140.4
0. and R. 1322
ViaW.C.A.1848
Via B. A. and R.
1156
422.6
228
Concci>ci6n and llediuas Itraiiclt.
STATIONS.
DISTANCE IN KILOMETKBR.
HEIOHT
AB0VJ5
Betwe'n
Stations
From
Conoepcldn
From
Central Station
SKA
LEVJEL
1
2
Coacepcion ....
Medinas
0.
11.8
0.
11.8
Via B. A. and R.
0. A. 1217
Via B. A. and R.
C. and R. 1229
meters.
364.5
348.8
Cwrdofta aud 9IaIag;ucHa Bailway.
Cordoba .
Malaguena
0.
26.2
From
C6rdoba
0.
26.2
SANTA FE PEOYINCIAL RAILWAYS.
Santa Fe and San Cristobal line.
GUAGE 1 METER.
2
3
4
5
6
7
8
9
10
11
12
Santa Fe.
Fiores
S. Carlos Junction
Esperanza .
Humboldt .
Pilar. . , .
Aurelia. . .
Eafaela. . .
Lehman . .
Ataliva . .
Humberto 1
Constanza .
From
Santa F6
7.
9.4
15.6
15.
16.2
12.1
17.7
14.
14.6
15.6
22.9
0.
7.
16.4
32.
47.
63.2
75.3
93.
107.
121.6
137.2
160.1
Via B. A. and R.
C. A. 481.5
Via B. A. and R.
Santa Fe Prov.
516
Via B. A. and R.
(Sta. Fe brancli)
460
390.4
529.2
16.8
19
19
39
54
60
66.
100.
»9.9
84.9
83.5
80.6
— 229
STATIONS.
DISTANCE IN KILOMETEES.
Betwe*!! From
Stations Santa V6
From
Central Station
HEtonT
A.1I0VK
SKI
I.KVKL
13
14
Capivara . . .
San Cristobal.
22.6
1G.9
1^.6
199.5
ViaB.A. and R.
681
Via B. A. and R.
StaFeProv.617
ViaB.A. and E.
(Sta. Fe branch)
660
meters.
75.4
75.8
Humboldt and Soledad lioc.
Humboldt
Grutli . . .
Progreso . .
Provideacia.
La Pelada .
Soledad
0.
18.6
15.4
15.8
13.5
30.4
From
Hnmboldt
Via B. A. and R.
Sta.reProv.528
0.
Via B, A. and R.
(Sta. Fe branch)
507
54.7
18.6
41.9
34.
51.9
49.8
54.1
63.3
Via B. A. and R.
Sta.FeProv.622
53.8
93.7
Via B. A. and E.
(Sta. Fe branch)
601
57.3
Sail Carlos juiactioii to Calves braneh.
From
jnuctiou
2
3
4
5
6
7
8
9
10
San Carlos Junction
Zavalla ,
Franck
Las Tunas . . . ,
San Car 1 OS, North
" " Centre,
" " Soutb ,
Gessler
Loma Alta . . . ,
Galvez
0.
0.
6.9
6.9
6.8
13.7
5.6
19. S
15.7
35.
6.2
41.2
4.1
45.3
13.9
59.2
9.8
69.
10.3
79.3
Via B. A. and R.
19.3
Sta. FeProv.502
31.3
41.8
40.8
46.5
43.3
41.9
44.8
55.
Via B. A. and R.
55.3
Sta.FeProv.420
2iu^
GcstsSei' euaA Okmnda line.
STATIONS.
lEtlSTASCE INKILOMETEES.
Beti>e%
Frem From
Junction Central Station
HEIGHT
ABOVli
SEi.
'Gessler.
Oroiio .
Coronda
O.
5.4
18.2
0.
3.4
as. 6
Via B A. and R.
Sta.Fe Pro V. 442
Via B. A. and R.
(Sta. Fe branohj
460
Via B A. and R.
Sta.FeProv.465
Via B. A. and R.
(Sta. Fe branch)
484
Pilar.
PiiEap amd. Cr6]i'«l!<ssi>%» S'ri92;iitiei* Sisae.
Via B. A. and R.
Sta.Fe Prov. 544.
Via B. A. and R.
(Sta. Fe branch)
524
Angelica
Clucellas
Josefina
Cordoba froaiier. .
0.
0.
30.4
30 ..4
16.6
47.
31.
78:
13-8
81-8
Via B. A. and R.
Sta.Fe Prov. 626
Via B. A. and R.
(Sta. Fe. branch)
G05
Via B. A. and R.
Cor. and R. 522
Sauta W6 aaidt ClwIaRtlixB Biraueli.
Santa Fe
Guardia
Colastine
44.8
40.8
18.3
60.9
78.3
97.3
114.1
116.2
Via B. A. and R.
481
0.
0-
ViaB A. andR.
(Sta. Fe branch)
16.8
461
2-,
2,
Via B. A. andR.
492 •
14.
9.,
11.
Via B. A. and R.
14.7
(Sta. Fe branch)
472
— 231 —
C!«»Sa.<(tiiiC' atml' Siaiei. JT'Bssb id!el ISiiiedn branch.
STATIONS.
DISTANCE BJ iOLOMETEES.
UniOHT
Bctrrc^ Wtam j From
Statiims SaaetUm | Central Station
SKA
1
2
Colastine
San Jose
O- 0.
6.3 6.3
Via B. A. and B.
492.5
Via B. A. and R.
(Sta. Fe branch)
471.8
meter.^.
14.7
16.2
fSnuiffi! W6 cafxdS lS«sennuisiraistai lime.
2
3
4
5
6
7
8
9
10
11
12
13
14
16
16
17
18
19
20
21
22
Santa Fe
Eecreo ....
Iriondo. . . .
Galvey's siding
Lassaga
Cabal . .
Emilio . .
Videla. .
San Justo
Ramayon
Esoalada
Siding
Crespo
Fives Lille
Siding
Siding
Calchaqui
Margarita
Espin
Vera
Caraguatay .
Malabrigo .
Via B. A. and R.
481.5
Via B. A. and R.
(Sta. Fe branch)
4C0
Via B. A. and B.
Sta.r6Prov.516
16.8
21.1
24.3
29.9
4.5.3
47.6
47.6
45.1
56.-2
56.3
06.3
56.
56.1
56.2
56.9
55.3
57.
69.6
59.6
58.1
58.2
56.6
232 —
STATIONS.
DISTANCE IN KILOMETERS.
HEIGHT
Bctw'cn
Stations
From
Junction
From
Central Station
SUA.
LEVEL
23
24
Berna
Eeconquista . . .
13.2
24.8
293.
317.8
Via B. A. and E.
799.3
Via B. A. and R.
Sta.reProv.831
Via B. A. and R
(Sta. Fe branch)
778
meters.
49.9
43.3
IHiauiiiel Cialvc^E amA iSau C!ristobaI liuc.
Manuel Galvez
Los Leones
Maria Luisa,
La Pelada
Eliza. . .
Clara . .
San Cristobal .
0.
0.
12.6
12.6
21.8
34.4
16.8
51.2
20.8
72.
20.9
92.9
26.3
119.2
ViaB. A. andR.
StR.FeProv.524
Via B. A. and R.
(Sta. Fe branch)
504
Via B. A. and R.
Sta. Fe Prov. 644
Via B. A. and P..
(Sta. Fe branch)
580
29.9
36.5
51.8
52.1
55.5
65.8
81.2
Santa Fe and iBosario line.
Santa Fe. . .
0.
0.
Santo Tome. .
11.
11.
Sance Viejo.
11.7
22.7
Coronada. .
23.8
46.5
Aspeadero .
0.9
47.4
Arozena . .
14.6
62.
Joaqnina. .
7.
69.
La Barranca
10.3
79.3
Maciel . . .
27.
106.3
Via B. A. and R.
Sta. Fe Prov. 460
16.8
17.1
15.4
15.2
16.1
18.7
21.7
24.9
18.2
233
MacicI and V^rt CSaboto brauch.
STATIONS.
DISTANCE IN KILOMETERS.
HBiaHT
ABOVK
Betwe'n
stations
1
From
Jnnction
From
Central Station
S114.
LKVKE.
1
2
Maciel
Port Gaboto . . .
0.
7.9
•
0.
7.9
Via B. A. and R.
Sta.FeProv.364
meters.
.18.2
12.
SAN CRISTOBAL AND TUCUMAN EAILWAY.
GUAGE 1 METEK-
From
S. Cristobal
2
3
4
6
6
7
8
9
10
11
12
13
14
16
San Cristobal.
La Cabral . .
Fas Avispas .
Estevan Eamos
Portalis . . .
Fort Tostado.
Fort Inea . .
Guardia Escolta
Bandera . . .
Averias . . .
Tacanitas. . .
Antuya . . .
Fort Melero .
Matara. . . .
Suncho Corral
0.
0.
24.6
24.6
24.4
49.
23.6
72.6
37.6
110.2
30.9
141.1
20.1
161.2
23.8
185.
18.
203.
24.
227.
20.
247.
23.
270.
32.
302.
27.
329.
31.
360.
Via B. A. and E.
S. Fe Prbv. from
Rafaela 617.9
Via B. A. and E.
(Sta. Fe branch)
660
Via B. A. and E.
S. Fe Prov. from
Pilar 681
Via B. A. and E.
(Sta. Fe branch)
962
Via B. A. and R.
S. Fe Prov. from
Eafaela 91£f.9
Via B. A and E.
S. F6 Prov. from
Pilar 983
75.9
68.8
64.8
68.1
73.
76.8
80.6
86.9
91.5
100.
105.8
234
OCAMPO AM* PASANi POET LINE.
<2iTAfiE 1 3EBTB&.
STATIONS.
mSTASCKIN KILOMETERS.
StaUona
Fiom
Ocaiu|to
From
Central Station
HElQHT
ADOVK
SEA.
LUVIil.
lagenio Ocanipo.
Adela
Ocampo
Villa Vicente.
Port Vicente .
Parana Port .
0.
0.81
6.l|
6.
4.4!
O.
0.8
€.9
12.9
17.3
22.5 1^.8
Via B. A. and R.
Sta. Fe and Ue-
conquista 878.2
ViaB. A. and R.
Sta. F6 and E,e-
conquista, Ocara-
po and P. 904
54.3
54.1
53.3
54.1
49.
47.9
FL0EENC3A PIASTATTON AJTD POET LINE.
1
2
3:
(SUASB i METIEB.
From
Via B. A. and B,.
Florencia plantation
Florencia
16.4
O.
16.4
Sta. Fe and Re-
conquista 940.1
Via B. A. and R.
59.
57.3
Port Florencia . .
5.S
21.9
Sta. Fe and Re-
■conquista 961.2
52.2
— 935 —
EKTEE Ef OS RAILWAYS.
SB A in SiSnic
GVA.CK 1 SB-7£S.
STATIONS.
MSTAHi'lE IN KILOMETERS.
3lstibnsl !•. Tanata.
From
Central Station
ABOTU
SKA.
LWVBI.
2
3
4
6
6
7
8
9
10
11
12
13
14
15
16
17
Lower Parana .
Paraaa
Juarez Celman .
Racedo
Crespo
Ramirez ....
Hernandez . . .
Nogoya ....
Lucas Gonsalez.
Sola
Tala
Rocamora . . .
Basabilbaso. . .
1.0 de Mayo . .
Caseros ....
Uruguay ....
Uruguay Nationa]
wharf ....
I O.
6
15
17
13
20
27
25
?.6
20
22
17
10
12
26
24
^1
8
3
9
8
4
if
.9
O.
6.5
22.3
39.6
53.5
74.3
101.7
126.8
162 8
173.7
195.7
212.7
222-8
235.
261.7
2%. 5
289.5
Via B. A. and R
Oolastine 498
VJaB. A. and R.
(Sta. Fe branch)
478
Via B. A. and R.
Colastine 788
ViaB. A. andR.
(Sta. Fe branch)
and C. Entre Rios
767.3
18,6
67.7
113.«
114.7
116.8
118. a
99.1
46.1
85.8
84.5
34.
44.6
53.7
58. 'i
53. r,
20.1
164
niogeya and PerU %'ieSaB-iA branch.
Nogoya
0.
TwBm
o.
ViaB. A. and R.
Colastine ()25
Via B. A. and R.
(Sta. Ti branch)
andCEntreRios
604
46.1
— 236
STATIONS.
DISTANCE IN KILOMETERS.
Betwe'n
Stations
From
Juntion
From
Central Station
HEIGHT
ABOVU
SKA.
LEVKL
Gobernador Febre
" Antelo
Victoria . . . . .
Port Victoria. .
16.2
13.4
19.6
2.3
16.2
29.6
49.2
51.5
Via B. A.andE.
Colas tine.
C. E. R. 676
B. A. and E.
Santa Fe
branch
C. E. R.
656
meters.
88.5
60.5
8.2
5.2
Tala amd GualcgrHaj braneli.
Tala.
Gobernador Echa-
giie . . . . .
General Mansilla.
'' Galarza .
" Basabilbaso
Gualeguay
Via Buenos Aires
and Rcsario
ColastinS 697
ViaBuenosAirPs
and R. Santa F6
branch
673
Via Buenos Aires
and Rosario
Colastine
807
Via Buenos Aires
and R. Santa Fe
branch 784
Basabilbaso aud Gualegiiaychii branch.
BasabUbaso .
Via Buenos Aires
and Rosario
Colastine
C. E. R. 721
ViaBuenos Aires
R. Santa Fe
branch 701
53.7
— 237
DISTANCE IN KILOMETERS.
HEiailT
STATIONS.
ABOVW
.
Betwe'n
From 1 ^ From
Stations
Junction | ^Central Station
meters.
2
Torcuato Gilbert .
20.9
20.9
66.8
3
General Urdinaraim
20.3
41.2
97.6
4
" Almada . .
20.4
61.6
41.8
5
" Palavecino.
21.8
83.4
Via B. A. and R.
Colastine 821
20.7
6
Gualeguaychu . . .
16.3
99.7
Via B. A. and R.
(Sta. Fe branch)
800
10.8
Basaliillsaso aud Tillagruay lii'aneb.
Basabilbaso .
GobernadorUrquiza
Gobernador Domiii'
guez
Villaguay.
Via B. A. and R.
Colastine O.E.R.
721
Via B. A. and R.
(Sta. Fe branch)
701
Via B. A. and R.
Colastine 783
Via B. A.andR.
(Sta. Fe branch)
762
53.7
238
AEGENTINE NOETH EASTERN EAILWAY.
GBAGE 1.676 M.
STATIONS.
DISTANCE IN KILOMETERS.
Betwe'n
Stations
From
Caseros
From
Central Station
HEieHT
ABOVK
Monte Caseros.
2 Libertad ....
3 Curuyii Cuatia .
4 Baibene ....
5 Justino Solari. .
6 Mercedes. ...
7 Felipe Jofre . .
8 J. M. Chavarria
9 San Diego . ■ • ;
10 San Roque. .
H Saladas . . .
12 San Lorenzo .
13 Empedjrado . . . te
14 Manuel Derqui . [2
15 Riachuelo . . . 'o
16 Corrientes . . . §
o
17 Bajada.
34.8
30.6
23.8
26.
25.3
27.1
28.8
23.
20.6
36.6
19.2
21.4
14.8
27.
15.
3.
34.8
65.4
89.2
115.2
140.5
167.6
196.4
219.4
240.
276.6
295.8
317.2
332.
359.
374.
377.
Via B. A. R.
Col as tine
0. E. ja. East
Argentine 1065.
yia ,b; A. E.
Santa Ee branch
0. Entre-Rios
EastArg. 1045.
Via Bs. As.
and Rosario
Oolastine C.E.R.
East Argentine
N. E. R. 14.42
Via Bs. As.
R. Santa Ee
branch
etc. 1.421.6
67.1
101.
86.5
115.7
135.1
112.6
90. G
75.5
84.5
78.3
84.
78.
83.5
75.8
75.1
76.2
60.7
- 239 —
PEMEE ENTEEEIANO LINE.
GUAGE 1 METER.
STATIONS.
DISTANCE IN KILOMETERS. '
HRIQHT
AltOVIfi
Betwe'n
Stations
. Total
length
From
Central Station
LBTBD
1
2
Gualeguay ....
Port Euiz ....
0.
9.6
0.
9.6
ViaB.A. andR.
ColastineC. E.R.
804.5
Via B, A. and R.
(Sta. Fe branch)
C. E. R. 784
meters.
13.3
12.3
EAST AEGENTINE EAILWAY.
Concordia
Grualeguaycito
Federacion .
Santa Ana .
Chajari. . .
Mocareta . .
Naranjito . .
Monte Caseros
Ceibo
GUAGE 1
METER.
From
Concordia
1
0.
0.
Via B. A. and R.
ColastineC. E.R.
911
Via B. A. and R.
(Sta. F6 branch)
U. E. R. 890
42.1
29.2
29.2
52.1
25.8
56.
57.4
11.
66.
52.9
17.0
83.6
78.6
15.0
99.
68.4
25.2
124.3
75.1
30.1
154.2
67.1
5.7
160.
Via B. A. and R.
ColastineC. E.R.
East Arg. 1071
Via B. A. and R.
(Sta. Fe branch)
C. E. R. E. Arg.
1050
67.6
— 240
CHUfiUT CENTEAL EAILWAY.
eUAGE 1 METER.
STATIONS.
DISTANCE IN KILOMETERS.
HEIGHT
ABOVE!
Betw'en
Stations
From
Port Madryn
SEA
LEVEL
1
2
3
Port Madryn . . .
Hin Araon ....
Frelew
0.
22.4
47.5
0.
22.4
69.9
9.4
125.3
26.9
- 241 -
RESUMEN.
LENGTH IN
RAILWAY.
KILOMETEKS
OF KACH
SECTION .
Western of Buenos Aires.
Main line from Once de Setiembre to Trenque-
Lauquen
443 300
Branch from Once de Setiembre to Catalinas .
6.000
" " " to Prod. Market.
13.000
" " Haedo to La Plata
70.300
" " La Plata to Eiver Santiago .
10.600
" " Tolosa to Pereyra Juuctn.
6.500
" " Tolosa to Elizalde
11.000
" " Pereyra Junctn. to Pereyra .
2.000
" " Marmol to Temperley
2.100
Total length of line
564 800
Southern Railway.
Main line to Port ofBahia Blanca . . . .
716.700
Branch from Lanus Junctn. to the Boca .
6.800
" " Temperley to Canuelas .
47.500
" " Altamirano to Bahia Blanca port
643.000
" " Maipii to Mar del Plata . .
131.000
" " Hinojo to Sierra Baja .
5.600
" " Hinojo to Sierra Chica
7.700
" " Olavarria to Estancia Davila
13.000
" " Tandil to Las Canteras . .
5.300
" " Merlo to Saladillo. . . .
151.400
" " Las Flores to Tandil. . .
161.200
Total length of line
1873.100
Buenos Aires and Ensenada.
Main line
59.900
Branch from Einguelet to Ferrari
38.600
•' " Elizalde to Magdalena
47.200
Total length of line
145.600
242
■
LENGTH IS
E A I L W A Y .
KILOMETERS
OP KACH
SECTION.
Central Argentine Bailway.
Main line from Eosario to Cordoba ....
395.400
Branch from Lujan to Canada de Gomez .
305.400
" " Eosario to Peyrano
72.000
" " Pergamino to San Nicolas
76.000
" " Pergamino to Junin
89.000
" " Cano to Estancia Cano . . . .
2.300
" " Canada de Gomez to Sastre .
128.900
" " Eio Segundo to Alta Gracia. .
49.000
Buenos Aires Section ( formerly ISTortern Eailway) .
Branch from Central to the Tigre
29.900
" " Junction to San Fernando mole .
1.800
Total length' of line
1149.800
Western of Santa Fe.
Main line from Eosario to Juarez Celman
128.200
Branch from Villa Casilda to Melincue
77.900
Total lenglh of line
206.100
Buenos Aires and Eosario.
Main line from Buenos Aires to Tucuman .
1155.100
Branch from Belgrano to Las Conchas
23.100
" " San Lorenzo to Cerano Port.
6.700
" " Irigoyen to Santa Fe
76.800
" " Galvez to Morteros
88.600
" " La Banda to Santiago del Estero .
6.800
Total length of line
1457.100
Buenos Aires and Pacific.
IVCain line from Buenos Aires co Villa Mercedes
«
(San Luis)
691.300
Andine Eaihmy.
From Villa Maria to Villa Mercedes ....
254.000
— 243 —
RAILWAY.
LENGTH IN
KILOMETKBS
OF BACH
SECTION.
Great West Argentine.
Maia line from Villa Mercedes to Mendoza .
From Mendoza to San Juan
Total length of line,
Transandini Railway.
From Mendoza to tlie Argentine and Chilian
Frontier ,
Villa Maria and Mufino ....
Nort-West Argentine.
From Villa Mercedes to E,ioja
Great Southern of Santa Fe and Cordoba.
From Villa Constitncion mole to Car lota .
Bdliia Blancaand NorfJiwestern.
From Junction with Southern Railway to Epupel.
Central Cordoba Bailway.
From the Junction with the Central Northern
Railway (Cordoba) to the Frontier.
Cordoba and Rosario.
Main line from Rosario to the Frontier .
Branch from the Cordobes frontier de Rafaela .
, Total length of line
Central Cordoba Railivay {Northern Section).
Main line from Cordoba to Tucuman ....
Branch from Recreo to Chumbicha
" " Frias to Santiago del Estero.
Total length of line
356.000
157.500
513.600
173.500
226.840
86.500
300.200
242.200
210.000
218.400
60.000
278.400
547.000
176.000
162.000
886.000
— 244
RAILWAY
LENGTH IN
KILOMETERS
OF EACH
SECTION .
Central Cordoba and Northwestern.
Fron the Central Cordoba Railway junction to
the junction with the Dean Funes and Chilecito
Railway .
Dean Fumes and Chilecito Ely.
Erom Dean Funes to Padquia .
Chumbicha and Catamarca.
Central Northern.
From Tucun^an to Jujuy
Branch from General Griiemes to Salta
Total length of line
North West Argentine.
Main line from La Madrid to Tucuman .
Branch from Concepcion to Medinas .
Total length line
Malaguena Eailway.
Cordoba to Malaguena
Ealhmys of the Province of Santa Fe.
Main line from Santa Fe to San Cristobal
Branch from Hnmboldt to Soledad .
San Carlos Junction to Galvez .
G-essler to Coronda
Pilar to the Cordoba frontier.
Santa Fe to Colastine.
Colastine to San Jose del Einoon .
Santa Fe to Eeconquista .
Manuel Galvez to San Cristobal .
Line from Santa Fe to Rosario (as far as Maciel)
Branch " Maciel to Puerto Gaboto .
Line
Branch
Line
Branch
Total length of line
153.200
289.600
66.000
352.300
46.000
397.800
140.400
11.800
162.200
26.200
199.500
93.700
79.300
23.600
81.00(?
11.000
6.300
317.800
119.200
106.300
7.000
1046.400
— 245 —
RAILWAY
LENGTH IN
KILOMETERS
OF EACH
SECTION.
San Cristobal and Tucuman.
From Saa Cristobal to Suaclio Corral.
From the Ocampo Colony to Puerto Parana
From Florencia Colony to Puerto Florencia
Central Entre-Biano.
Main line from the Parana cliif to Concepcion
del Uruguay and the National Mole
Branch from Nogoya to Port Victoria .
" " Tala to Gualeguay.
" " Basabilbaso to Villaguay.
" " id. to Grualeguaychii
Total length of line
North East Argentine.
Line from Monte Caseros to Mercedes .
" " Corrientes to Salados.
" " Caseros to Paso de los Libres .
Total I length of Hne
East Argentine.
From Concordia to Monte Caseros and Ceibo
First Entre-Biano.
From Gualeguay to Puerto Ruiz ....
Central Cliuhut.
From Port Madryn to Frelew.
360.000
39.800
21.900
289.500
51.500
110.300
61.900
99.700
612.900
140.500
100.400
100.000
340.900
160.000
9.600
69.900
— 246 —
RAILWAYS WOEKING, •
CLASSIFIED ACCOKDING TO GAUGE.
RAILWAY.
LENOTH IN
KILOMETERS.
Broad qauge- of 1 m. 676. {5'6'').
Western of Buenos Aires
564
Southern
1.878
Buenos Aires and Ensenada
145
Central Argentine ■ . . .
1.149
"Western of Santa Fe
206
Buenos Aires and Eosario
1.457
Pacific
691
Andine.
254
Great West Argentine
513
Villa Maria and Ruflno
226
Villa Mercedes and Eioja
86
Great Southern of Santa Fe and Cordoba.
300
Bahia Bianca and Northv/estern
205
7.674
Gauge of Im. 435 {4'8" 1/2).
Central Entre Eiano - . . .
612
North East Argentine
360
East Argentine
160
First Entre Eiano ..-...•...
9
1.141
Gcmge of 1 m. (3.' 3").
Transandiae
173
Central Cordoba
210
Cordoba and Eosario
278
Cordoba Central • .
285
Carried forA'S'ard
1.546
247 —
RAILWAY
LENGTH IN
KILOMETERS.
Oaugeof 1 m. (3/5") contd.
Bronghfc forward.
Cordoba and Northwestern
Dean Funes and Chilecito
Chumbicha and Catamarca
Central Northern
North-West Argentine
Provincial of Santa Fe
San Cristobal and Tucuman
Ocampo Colony to Puerto, Parana.
Florencia Colony to Puerto Florencia.
Central Chubut
Gauge of 0 m. 60(26 1/2").
Cordoba and Malagueno
EESUMEN.
1 >"■ 676 gauge
1 « 435 "
IK U
0 " 60 "
Total length of Railways working at 1^'iJan. 1893
1.646
153
298
66
898
152
1.046
360
89
21
70
4.149
26.200
7.674
1.141
4.149
26.200
12.990.200
— 248 —
RAILWAYS IN CONSTEUCTION.
SURVEYED, AND GRANTED.
The property of the Nation.
IN CONSTRUCTION.
KILOMETERS.
Dean Funes and Chilecito Railway.
From Patquia to Chilecito
Central Northern Baihvaij.
From Salta to Carril
tINDER SURVEY.
Central Northern Railway. -
Brancli from Cerrillos to Eosario de Lerma
" " Carril to Guachipas.
133.568
3.5.000
168.568
10.750
50.250
61.000
GUAEANTEED EAILWAYS.
IN CONSTRUCTION.
Transaudine Eailviray (Eio Blanco to tlie froatier) .
Northeast Argentine" (Mercedes to Salad as and
Libres to Posadas)
San Juan to Chumbicha
Central South American
Baliia Blanca and Northwestern (Hucal to Villa
Mercedes and Eio Cuarto)
Villa Mercedes and Eioja (Toma to Eioja) .
Goya to Lucero
Nanducito to Presidencia Eooa
9 de Julio to San Eafael
54.000
470.900
530.000
517.200
974.000
500.400
89.700'
516.700
744.400
4.397.300
— 249 —
GUARANTEED RAILWAYS.
GRANTED
KILOMETERS.
Chilecito aud Mejican Railway. Plans approved
Cliumbiclia,Tinogasta& Andalgala Rly "
San Juan & Salta Railway. Plans partly approved
Austral Chaco " , " "
Intereoceanic " , " "
Rufino and Bahia Blanca Railway.
San Psdro and Rosario de la Eront'era "
Villa Maria and Reconquista Railway .
Santa Rosa and Oran
Mendoza and San Rafael
Vniaguay, Mercedes, La Paz and Concordia .
Tinogasta and Chile Railvi^ay
Jujuy and Bolivia "
Parana and Monte. Caseros "
44.400
364.000
950.000
633.900
1.250.000
560.000
1.160.000
573.000
220.000
224.000
622.000
220.000
300.000
312.000
7.333.300
UNGUARANTEED RAILWAYS.
I>f CONSTRUCTION.
Central Argentine Railivay.
(Prom Capilla del Senor to Pergamino) .
Buenos Aires and Rosario Railway.
(Prom San Fernando Canal to Las Conchas)
158
161
— 250
GRANTED .
KILOMETEBS.
Eailway (narrow guage) from Buenos Aires to Eo-
sario surveys approved .
" from Pilar to Campana "
" " Lujan to Melincue "
" " Eosario to Pergamino "
" " Villa Const, to Acevedo "
" " CarlotatoRio Cuarto "
" '■ Buenos Aires to Bahia Blanca (South-
ern Bailway)
Southern Railway ( San Vicente to Tapalque)
Ifational Transport Co. ( Victoria \;o San Justo ) .
Villa Maria and Carmen de Patagones . . . .
Eosario, Lincoln, Pigue and General Acha .
Buenos Aires and Cordoba Ely
" " " Villa Jardia "
" '■ " Trenquelauquen
Zarate and Boca del Eiacliuelo
Godoy and San Nicolas
303.900
87.400
239.000
105.900
53.600
106.500
560.000
205.000
39.000
965.000
727.000
662.000
7.000
480:009
90.000
28.090
4.609.300
— 251 -
The construction of the Transandine and Northeast
Argentine Railways and of the branch from the Sau
Fernando Canal to Las Conchas is being actively carried
on. The works on the Villa Mnrcedes and Rioja line are
almost stopped, and on the others are entirely suspended.
GENERAL RESUMEN.
KILOMETKIIS.
Railways open to public service
" , construction of which is being actively
carried on
construction of which partly. stopped .
" of which is completely
stopped
surveyed ._
under survey
to be surveyed . . . ...
12.990.200
527.900
500.400
3,698.668
4.088.600
61.000
7.793.700
29.660.368
— 252 —
CAPITAL .
EEPEESENTED BY THE RAILWAYS OF THE ARGENTINE REPUBLIC
IN THE YEAR 1892.
DOLLAES W
Andine
East Argeatiae . ■.
Buenos Aires and Rosario .
Buenos Atfes and Pacifico .
Bahia Blanca and North "Western
Buenos Aires and Ensenada.
Central Argentine
Central Cordoba
Central Cordoba f Central Northern section)
Central Entre-Rios . .
Central Northern .
Central Chubut
Chumbicha to Catamarca
Dean Funes to Chilecito.
Great West Argentine .
Great Southern of Santa Fe and Cordoba
North West Argentine (Tucuraan to La Madrid)
North West Argentine (Villa Mercedes to Rioja)
North East Argentine.
Western of Santa Fe.
Western of Buenos Aires.
First Eatre-Rios .
Provincial of Santa Fe .
Southern
San Cristobal to Tucuman
Transandine ....
Villa Maria and Rufino.
4.123.608
5.061.673
41.186.763
16.261.818
4.269.587
10.097.243
49.172.613
4.824.932
20.262.446
13.293.613
13.623.964
964.878
2.219.220
11.804.490
18.8J9.760
4.363.434
5.106.720
1.874.377
30.160.521
3.859.513
30.322.423
348.435
17.761.167
70.397.629
.7.439.666
4.981.661
5.524.199
397.684.593
(1) Ona hundrod dollars (U. S. A.) are equal fco one hundred and
three dollars sixty four cents. Argentine gold.
— 253 —
EAILWAYS GUARANTEED BY THE NATION.
(year 1892.)
RAILWAYS.
Si iJ
so
12 J, <i
B M J
■4 J
B-4
AMOnST
OF
GUAKANTEE
IN
DOLLAKS.
East Argentine. ...
Buenos Aires and Pacific .
Great west Argentine .
North west Argentine.
Villa Maria and Rufino .
San Cristobal to Tuoumdn.
North East Argentine.
Transandine ....
Bahia Blanoa and North
"westirn
Central C6rdoba (Northern
Section) .....
160.000
691.300
513.500
152.200
226.840
360.000
B40.900
124.000
242.200
885.000
8.695.940
834
429
426
7U0
877
850
429
673
19.297
22 896
4.773.440
13.425.439
9.975.251
3.302.740
3.041.799
6 426.000
10.032.346
3.808.452
4.673.733
29.263.411
80.617.611
7^0
7»/„
T-lo
.5"/„
e-'/o
6»/„
6°/,.
7°/„
5"/o
5»/o
334.141
939.780
698.267
165.137
236.508
321.800
601.941
266.241
283.68,7
1.013.170
4.806.105
EAILWAYS BELONGING TO THE NATION.
YEAE 1892.
RAILWAYS.
KILOMKTEBS.
CAPITAL
IN DJOLLAl-tS.
Andine
Central Northern .
Ghnmbicha to Catamarca.
Deam Funes to Chilecito.
First Entre Eios .
254.000
397.800
66.000
289.600
9.600
1.017.000
4.123.608
13.623.964
2.219.220
11.804.490
148.435
31.919.719
~ 254 —
The 397.684.593 dollars which represent the total of the
Argentine Eaihvays are distributed as foUws:
BaUways belonging to the Nation . Dollars 31.919.719
Do. do. guaranteed by the Nation . " 80.669.519
Do. do. belonging to provinces . . " 18.233.597
Do. do. of private property ... " 266.971.758
Total Dollars 397.684.593
The gross receipts of all the Railways to 1.^* January
1892 amounted to 55.417.557 dollars, as follows:
^i
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 87.852.768 dollars; as follows.
National Railways 1.475.974
Provincial do 2.563.940
Railways guaranteed by the Nation . . . 8.668.477
Private Railways 25.164.377
37.852.768
— 255 —
The profits and losses in the year 1891 amounted to
19.028.853 dollars, distributed as follows :
National Railways.
Provincial do. .
Guaranteed do.
Private do.
PROFITS
IN DOLL.\RS.
LOSSES
IN DOLLARS.
503.779
400.135
17.896.685
228.234
18.800.619
228.234
According to the Office of Accountancy and Control of
the General Direction of Railways, the Guaranteed
Companies, in the year 1891, owed the Government for
guarantees considered to be unduly paid the sum of
4.087.389 dollars, distributed among the Companies as
follows:
Buenos Aires and Pacific $
Central Cordoba (Central Northern Section) "
Great West Argentine "
Transandine "
ISTprth East Argentine "
San Cristobal to Tucuman "
North "West Argentine "
Villa Maria and Rufino "
Baliia Blanca and North "Western ..."
1.584.672
1.095.503
1.318.137
15.220
34.098
2.081
2.813
10.789
24.07G
$ 4. 087'. 389
— 266
COMPAEATIVE STATEMENT OF THE
IN THE TEARS 1888
EAILWAYS.
STOCK AT 31»' DE-
CEMBER 1888,
79
65
4S
Andine
East Argentine
Buenos Aires and Eosario .
Buenos Aires and Ensenada .
Buenos Aires and Pacific.
Bahia Blanca North Western
Central Entre-Eios ....
Central Cordoba ....
Central Cord. (Cent. N. Section f
Central Northern . . . (
Central Argentine .
Chumbicha to Catamarca
Chubut Central.
Dean Funes to Chilecito
Argentine Great Western
Great South, of S'ta Fe & Cord
Argentine North Western (Tu^
cuman to La Madrid)
Do. do. (V.Mercedes to LaEioja
Buenos Aires Northern'
Argentine North Eastern
Buenos Aires Western
Santa Fe Western.
1st Entre-Eios .
Santa Fe Provincial
Great Southern.
San Cristobal and Tucumg-n
Transandine
Villa Maria and Eufino .
Totals 580
13
10
57
18
25
16
22
60
41
43
7
15
94
12
2
29
97
20
90
38
37
121
188
2434
600
499
STOCK AT SPK DE-
CEMBER 1889.
12
45
94
19
2
68
182
1210
1511
315
13
10
81
22
41
206
279
2788124
9
10
94
84
3
3
58
16 121
24 217
83
44
43
20
20
122
58
7
6
40
3177
724
989
11 12
23
184 3426114
491
186
17
486
14448751
12
3
36
61
206
21
2
75
255
196
181
1454
2038
79
59
654
1115
206
370
3758
225
17
533
4498
19496
257 —
EOLLING STOCK OF THE RAILWAYS
1889, 1890 AND 1891.
■
TOTAL INCliEASK
STOCK AT
31=t. DECEMBER 1890
STOCK AT
31st. DECEMBER 1891.
INCREASE
DURING 1891.
FKOM 1". JANUAP.Y
18S8 TO 31"'.
DECEMBER 1891.
IS
to
3
i
O
O
^
a
^
•<
7i
i
1
a
<
16
16
158
16
16
158
_
_
_
3
„
37
10
24
287
14
27
285
4
3
—
4
5
97
97
116
4104
106
142
4536
9
26
432
49
82
2102
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
15
8
252
19
26
272
19
26
272
. —
—
—
10
6
90
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
567
18
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
_..
—
—
8
15
413
3
20
413
3
15
413
58
49
715
58
49
728
—
13
10
12
413
21
6
347
21
8
586
—
2
239
21
8
5S6
13
12
206
13
12
371
165
•6
165
2
6
54
4
6
54
2
—
—
4
6
54
3
4
50
10
16
176
7
12
126
10
16
176
148
206
3688
148
160
3688
—
—
—
54
66
900
15
21
272
16
22
271
—
1
—
3
3
85
8
2
17
3
3
17.
. —
—
—
1
1
—
43
80
683
53
107
924
10
27
241
24
39
438
149
28-2
5856
183
234
6967
34
—
1111
86
50
3541
—
_-
—
12
27
421
12
27
421
12
27
421
—
—
—
3
7
128
3
7
128
3
7
128
~
1271
9
1057
12
1354
189
9
177
12
189
189
5254
9
477
12
563
189
880
239D3
29182
14734
— 258
LIST OF EOLLING STOCK OF THE AEGENTINE EAIL
RAILWAYS.
Andine
East Argentine
Buenos Alrea and Eosario . . .
Buenos Aires and Ensenada, ■. .
Buenos Aires and Pacific . . . .
Bahla Blanca and Nortli Western.
Central Entre Elos
Central Cbrdoba (Cent. Nort. Sect.)
Central Northern
' Central Argentine
Chumbiclia and Catamarca . . .
Central Chubut
Dean Funes to Chiieoito. . . .
Great West Argentine
Great Southern of S. P6 and C6rd.
North West Arg, ;Tuc. to La Madrid!
North West Arg. (V. Merc, to Eioja)
Nortli East Argentine
Western of Buenos Aires. . . .
Western Santa-F6 . . , .
First Eutre-Rios
Provincial of Santa F6 , . . .
Southern
s*an Cristobal to Tucum4n . . .
Trasandine
Villa Maria and Rufino ....
Central Cordoba
KILOMETERS.
188S
1889 1800
1891
254
160
S49 500
106 684
280
513
52
2H ,
10
386
1331 820
254
254
160
16U
554
1459
106 684
111 452
685
683
287
287
884
226
927 900
66
—
70
513
513
,
300
150
168
—
86 300
— .
240 900
—
1022 115
211
211
10
10 ■
686
813
1351 820
1351 820
—
210
254
160
1439
143 600
683 i
203 300
612 900
884
398 200
1144
66
70
289 600
513
800
168
86 300
240 900
544
211
10
1109
1303
171 500
92 020
220
210
1888 1889 1800 1801
0.032
.098
.134
0.832
0.048
0.063
0.087
0.073
0.178
0.060
0.073
0.100
0.005
0.121
0.073
0.047
0.056
0.113
0.070
0.073
0.046
0.041
0.272
0.071
0.300
0.047
0.122
0.070
0.003
0.045
0.048
259
WAYS DURING THE YEARS 1888, 1889,, 1890 AND 1891.
CAKRIASES.
SLBEPINQ-COACHBS.
BRAKE-VANS.
WACfONS.
1888
2889
1890
1891
1888
1889
1890
1891
1888
1889
1890
19 1
1888
1889
1890
1891
n.nsi
0,051
n.055
0.03b
O.Oli
O.OIl
0.007
0.007
0.031
0.031
0.035
0.0.15
0.d45
0.445
0.586
0.586
o-V^y
o.iw;
o.ior
0.16f
—
—
—
0.031
0.031
0.031
0.031
1.144
1.323
1.762
1.750
0,091
0.121
O.Ofil
0,OSH
0,0!b
\),(m
0.018
0.018
0.0a4
0.188
0.034
0.08:i
4.3/4
0.347
•i.77(i
.S.023
11,384
0.415
i).4fn
0 4on
—
0.UV5
0.227
0.2(J2
0.213
S.549
K.(i04
7.9911
6.900
(1 n6i
O.nfil
O.OM
0.0S6
0.004
0.004
0.01.1
0.013
0.029
0.029
0.05V
0.0,55
O.VJO
1.419
1.615
1.624
0,089
—
—
(>.029
■
1.20O
0,071
0.700
o,nm)
0.021
0.02S
0.031
0.«28
0.065
0.91fi
0.0i»4
0.104
o.ois
0.015
0 010
0.010
1.387
1 ,340
0,142
0.11(8
0.O13
0.018
0.044
0.068
1.270
1 ,,^59
0.133
0.142
—
—
0,016
0.019
0.091
0.096
—
—
2.,52S
3.000
—
—
0,10K
0.1 !il
—
—
—
—
0.043
0.045
—
—
1.1.51
1.1.51
—
—
0,08H
0.0,S6
—
—
—
—
—
0.029
0.029
—
—
0.800
0.814
—
—
(1.069
—
—
—
—
—
0.031
—
—
—
1.743
O.I)7{l
0.07(1
0.08610.086
0.0U2
0.010
0.010
U.OIO
0.033
0.084
0,068
0.068
0.5SH
1.191
1.325
1 ..H,50
—
O.020 0.026
—
—
—
0.033
o.oao
—
0.123
1 .9,=!S
0.231
O.OHI)
0.675 0.675
—
—
—
0.113
0.040
0.656
0.656
3.H4H
i.'iU
1.101
1 101
0.069
0.069
—
—
—
—
0.030
0.033
—
—
0.500
0.593
— r
O.OIH
0.066
—
—
—
—
0.009
0.046
—
—
0.2(K1
0.687
H,171)
()2S1
0.(110
0.013
0.099
0.189
3.482
6., 190
ii^m
O.IOU
9.100
0.099
—
—
0.0H8
0.03K
0.04i!
0.042
J.8-SH
0.843
1.246
1.2/il
U.5iOU
0.200
0.200
0.200
—
—
0.100
0.100
0.800
0.800
1.600
1.6W1
0.900
0.900
olios
0.107
O.OHK
0 096
—
—
—
1I,03K
11.036
11. (W8
0.028
,).7!tH
0.724
:),810
0.806
0.i4o
0.14,=i
0.109
0.029
0.043
0.042
0.046
:).074
:).082
:).(i96
0 112
2.4(i4
S.240
4.236
4.323
— .
—
—
0,157
—
—
_
—
1,122
—
—
—
2,339
—
—
-_
0.007
—
—
—
—
3.006
1.217
—
—
—
,).0.i4
—
— —
—
0.045
—
—
—
;).813
0.100
0.093
0.038
0.039
"
~
4.314
4.S0O
The Bra^dlian Republic.
CHAPTER III.
THE RAILWAVS OF BfiAZIL.
"With all the nations of South America the problem of
easy and economical means of communication, as the one
most affecting the general progress, is the one to which
all the countries have given their preferential attention^
Brazil has not been backward in promoting and fostering
successfully the construction of its railways because by them
she has been enabled to populate her enormous and rich
territory, to open up her various industries and commercs,
to organize with regularity the functions of the public
administration, and what is more, to solidify the politicaj^
union between the different States, many of them at great
distance from the Central Power.
In this respect Brazil cannot say with the Argentine,
Uruguayan and Chilian Republics, that its principal railways
already extend to the frontiers of neighbouring nationsl
establishing with the iron bonds the rapid international
intercourse of general life and commerce. Its enormous
territories, as in the United States, have required the
assistance of the Nation in bringing about the
construction of the great lines — ■ a project in which
all the public men of whatever party are interested.
The problem of the iron roads of Brasil is the question of
the advancement of the country and as such has the
support and co-operation of all good citizens.
— 264 —
The railways already made are divided into three groups
that we may call: The Northern; The Central; and the
Southern. — The first is laid in the States of E.io Grande
del Norte; Parahiba; Peraambuco; Alagoas; Sergipe and
Bahia. The second in the States of Minas Geraes, Rio
Janeiro and San Paulo ; and the third in the State of Eio
Grande do Sul.
In each one of these nuclei of railwaj' networks, the
lines generally are of local importance and of one meter
gauge, although, however, some by the conditions and
direction are destined to serve the general public traffic,
among which we might cite the line from Recife to San
Eraacisco, in the future it would have when incorporated
with the Inter-Ooeanic line in the State of Pernarabuco;
the Centiral Brazilian Railway; the Santos and Jundiahy
Railway; and the principal line of Mogyana in the
extensions proposed connecting with the lines running
through the States of Goyas and Matto Grosso as far as
the Bolivian frontier.
Amongst the lines projected and kaown as of international
character we should mention that of Santos, that from San
Prancisco to the Paraguayan frontier, and that from Recife
to Valparaiso which ceases to be a line of mere Brazilian
importance when considered as of South American inter-
national character.
Casting a retrospective glance to the first endeavours
to establish a railway in Brazil we fiad the law of
October 31**' 1835 authorizing the Government to grant
the first concession for a railway to run from the Capital
to the Interior in the direction of th? neighbouring States
of Rio Janeiro, Minas Geraes, and San Paulo. This concession
was granted to Mr. Thomas Cochrane on November 4
1839 and later on was cancelled.
— 265 —
^Following the interesting review on the Brazilian railways
by that distinguished engineer Fernandez Pinheiro in his
work "Le Bresil" published in 1889 ty Santa-Anna Nery,
we see that up to the year 1852 the problem of railway
construction was wrongly based and was only manifested
by the slow progress made in the public opinion because
not a single rail was laid. As in ail parts in the early days
of the campaign in favour of the new mode of travel, the
only view considered was that of speculation, and as
such was left entirely to the enterprise and risk of private
people. No notice was taken of the enormous power that
this reform of communication would one day represent,
nor did they consider' that this new means of transportation
was the most sure method of advancing the country, and
for these reasons should not have been treated on the
grounds of a private speculation but rather as of a national
character.
These vacillations in the opinions lasted for a lorg time
and the Government and Parliament in turn, because they
were treating of the unknown, also doubted of the success
of the system ; but as right and good sense gained ground,
especially when supported by patriotism, this first indecision
was speedily overcome; it was recognized that the fir'=!t
railways could not be o"K.tain.ed without the material
assistance of the Nation, and that the simple leave to construct
and work them was not sufficient except where the industry
is powerful and the cultivation of the soil is very advanced,
conditions that were not found in a new country like BraziL
The necessity for a National guarantee was thereupon
recognized and the project of the law thus based was
presented to the Brazilian Parliament and voted by the
Legislature in 1852.
The decree N". 641 of June 26"» 1852 that promulgated
— 266 —
this law marked the real poiat of departure of the iron
network of Brasil. By that law the Government were
authorized to concede certain favours, notably the guarantee
of interest to the line that ran from the Capital of the
Empire crossing the Province of Rio Janeiro to unfold
itself in Minas G-eraes and San Paulo.
At the same time the law of 1852 fixed the terms for
the concession of similar favours to other railways in
other parts of the Empire.
The great principle thus founded on a proper footing
could do not otherwise than achieve success and the
Ministry and Legislature of 1852 deserve the thanks of the
Country.
The Company of the Recife and San Erancisco Railways
(decree N<>. 1299 of. December 19*11 1853); the Bahia-
Alagorinhas C" (decree of December 19"^ 1853); the Dom
Pedro II C", now the Central Brazilian, (decree N". 1598 of
May 9^^ 1855); and the Santos-Jundiahy C". (decree N».
1759 of Abril 26* 1856) were the first fruits of the law
of 1852. Of these four great lines the first and fourth
at present give notable results; the third is also fairly
prosperous, and only the second has given a negative
result.
Besides these four concessions, — a notable fact at that
time — a small local railway, only 17 kilometers in length,
ei}joying no guarantee or subvention (concession of the
province of Rio Janeiro dated April 27 in 1852 ) showed
that if State help were necessary for large lines, for the
small ones private influence and aid were sufficient, and
that the latter are only possible there where a paying
traffic is to be found from the beginning, in order not
to absorb the State funds which are necessary for the
larger Companies. To the above mentioned small railway,
— 267 —
then called the Maua Railway aud now the Prince of
Para Railway, is due the honor of having started the
first railway train in South America.
To-day, forty-one years afterwards when there are in
Brazil 11.043 kilometers of railway in working, 5.402
under construction, 6.175 surveyed, 4.414 being surveyed,
and 13.826 kilometers yet to be surveyed, when the
principal lines are being prolonged towards the 'interior of
the country; when the number of Companies and State
lines amount to 108; it is to-day when the seed, so judiciously
sown before, is germinating with palpable ferbility, tha
Brazil will gratefully repeat the names of her first great
railway pioneers: Dom Pedro II who, from the very first,
never ceased to give his constant and decided assistance
to the great cause: Irineo Evangelista do Sousa, Visconde
de Maua, the first to work a railway in Brazil; Luis
Pedreira do Conto Ferraz, Visconde de Bom Retire, who
had the honor of drawing up regulations for this great
and growing industry, imposing the necessary conditions
of safety and care so that it should not degenerate into
inconsistencies, nor fall into the dangers of inexperience;
Cristiano Benedicto Ottoni, whose name will ever be
engraved in the gigantic boring works of the Dom Pedro
II line across the imposing mountain range: Mariano Pro-
copio Perreira Lage, to whom is due the merit of having
overcome the bias and fears then existing as regards
entrusting the construction of railways, which was then
in the hands of foreigners, to native engineers, thus opening
a "wide field to the Brazihan engineers: Bento Sobragy,
Olivera — Bnlhoes, Ferreira Penna, Pereira — Passes, men
who, in the first days of the Brazilian railways, were able
to show what might be expected from native science, and
— 268 -.
■who to-day form the old guard, ■worthy of respect and
respeated.
la view of the enormous size of Brazil aad of its
extensive coasts being provided with excellent ports, the
first necessity was to open up to each district its most
natural and shortest exit towards the sea, without consider-
ing that at some more or less distant date, these arteries
might become united and form one single network; in
this manner were established the three systems which we
have indicated in order to meet the demands of the exporting
and importing commerce of the interior of the country
affording an easy exit through its principal ports, ■which
in the Northern district are, : — Pernambuco and Bahia ;
in the Center district : Victoria, Eio de Janeiro and Santos ;
and in the Southern: the mouth of the River Grande del
Sal, its only exit to the Atlantic Ocean, and which is
very badly qualified to serve the commerce of that State,
whose wants' are chiefly supplied through the port o*
Montevideo and those of the River Uruguay (Salto and
Concordia. )
The population of Brazil, already some 15.503,003 souls,
its enormous products and commerce, show the necessity
fer rapid and cheap communication between its States,
and the inter-union of these three independent systems of
railways; and to gain this end, which will be of the
^ greatest importance for Brazil, for many reasons, the Public
Powers are allying themselves with private enterprise.
On the 1^'- of January 1892 the total length of the lines
in Brazil to "which concessions have been granted was
39.984 kilometers — 0.67 meters, distributed as follovt's:
— 269 —
Working . . . 10.280 kilom. 420 met:
In construction. . 5.333 " ' 800 "
Surveyed ... 7.768 " 943 "
Being surveyed . 4.414 " 277 "
To be surveyed. . 12.186 " 627 "
39.984 kilom. 067 met:
These, as a rule, have a single track, and the greatej-
part of them are of 1 meter gauge.
Except for one short line in the State of Pernambuco
called the Recife— Olinada — Beberibe Railway and which
is 1 m. 40 cm. between the rails, the broad gauge is
1 m. 60 cm. The first four concessions granted in
accordance with the law of 1852 are the only lines existing
in Brazil which are of this gauge, as, ia later concessions,
the 1 meter gauge was nearly always adopted. Even in
the extensions of the first four lines referred to, the broad
gauge was altered ; so that, in the line from Recife to San
Francisco, the first 125 kilometers, to Palmares are of 1 m.
60 cm. gauge, and from thence on towards San Francisco,
the State has constructed 146 kilometers 420 meters of
line of 1 meter guage; — of the line from Bahia to San
Francisco only 123 kilometers, as far as Alagoinhas, are
of 1 m. 60 cm. gauge, and from thence on in the
direction of the River San Francisco, a length of 321
kilometers, 996 meters has been constructed, for the account
of the State, of 1 meter gauge ; the Central Brazilian line
(formerly called the Pedro 11 ) which runs towards San
Francisco on the one hand and on the other along the
Parahiba towards San Paulo has been constructed for 725
kilometers of 1 m. 60 cm. gauge, and from the stations
Lafayette and Cachoeira tovi^ards the River San Francisco
— 270 —
and San Paulo respectively, of one meter gauge; lastly,
the line from Santos to Jundiahy and its prolongation?
built by tbe Paulista Company, together 381 kilometers in
length, is of the broad gauge, whilst for their extensions
towards the interior of the State of San Paulo, carried ont
by different Companies, the narrower gauge has been
accepted.
These lines of 1 met. 60 cm. gauge were on a very severe
technical programme; in the first line, the minimum curve
radius was 400 meters and the maximum gradient 12 met.
50 per 1000 ; in the second, the former was 300 meters
and the latter 12.^° per 1000; in the third, the minimum radius
was 181 meters and the maximum gradient 18 per 1000;
and in the fourth line, the minimum radius, for a length
of 8 kilometers, was 603 meters with gradients of 101 met
6 per 1000 (in these 8 kilometers traction is performed by
a cable worked from fixed engines), and in the remainder
of the line to Jundiahy and in the part built by the
Paulista Company, the minimum radii adopted were 241
and 301 meters with maximum gradients of 25 and 20
per 1000.
In the early days of railways, Brazil, like other countries,
paid its tribute to inexparience, by adopting a very severe
technical programme for the development of its lines,
which had to run between mountains and slopes.
A reaction speedily set in; and local communication and
the prolongation of the first 1 met. 60 gauge lines, were
effected, as a rule, on the one meter gauge, which easily
allowed of grades of 30, 33 and 35 and, in special cases,
of 83, 150, and 300 millimiters per meter (for railways
on the rack sj'stem) with curves of from 80 to 60 and
even of 40 meters radius.
Curves of such small radius have not, however, a very
_ 271 —
prejudicial effect on the permaneat way, nor on the safety
of the traffic, thanks to the class of rolling stock usftd
by all the Companies : American engines (which are less
rigid than the European) of a reduced rigid base, of more
than three driving axles -when necessary, and with a bogie
in front; and waggons and carriages mounted on bogies
which allow of long bodies and greater commodity for
passengers.
As Ave have already said, the greater part of the
Brazilian Railways have been constructed on the narrow
gauge, and the 10.280 kilometers open to public service
up to the 1^' of January 1892 are distributed as regards
gauges, in the following manner:
Gauge of 0 m 66 .
u
u
0 m 76 .
u
a
0 m 95 .
u
Lt
1 m 00 .
Li
u
1 m 10 .
U
u
1 m 40 .
a
u
1 m 60 .
Total.
139
km.
500
m
377
a
000
U
53
a
000
u
7.987
u
634
u
407
u
289
u
12
u
000
u
1.353
u
997
u
10.280 km. 420 m.
The question of the gradients naturally entails a less
return from the engine, which is inevitable, either because,
as often happens, it is impossible to work in any other
way, or because the state of the Company's funds force it
to sacrifice rapidity to economy, which, although an evil,
at least allows the existence of a railway which, after all,
will effect transport more cheaply and quickly than carts
or mules.
The cost of the lines being worked at January 1^* 1893,
including preliminary expenses, expropriations, installations,
— 272 -
fixed and moveable stock,_ buildings, shops and tools may
be estimated at 305.596, 190dollars distributed as follows:
2744 kms. 380 m. property of the State 110.501.052 dollars
5649 " 239 '^ " of Companies
with State guarantee 160.961.566 "
1886 " 801 " property of Complies
without State gua-
rantee 34.133.572 "
395.596.190 dollars
This cost gives a mean price of 29.726 dollars per
kilometer, the price varying from 96 . 364 a 9652 to dollars.
Taldng all the lines together, the movement realized gives
an average profit of 3.69 per cent on the capital employed
on the lines handed over to public service, some of which
have produced 3, 4, 5, 7, 10, and up to 14.9 per cent.
But let us consider only the average rate of profit
viz 3.69 "/» returned by the railways whose receipts
already cover their working expenses: "is it not true that,
putting on one side the well being and industrial and agri-
cultural development afforded to a country by railways, this
is sufficiently stimulating, when we consider that in new profit
countries raihyays must at first pass through very difficult
times? "
The ^principles v/hich should govern the construction of
railways in Europe differ very greatly from those affecting
the same question in the new countries of America.
In the first instance, the railway goes to meet an already
assured traffic, and if good profits are not realized from
the very beginning, the undertaking is. a poor and even
ruinous one.
In a young country with a great future before it, like
Brazil, the railways marches like au explorer; like those
bold explorers that civilized Europe sends across the African
— 273 —
deserts, it is tlie railway that opens- up and makes valuable
its countless riches; it is the railway that will stimulate
agriculture to take advantage of the unequalled fertility of
that greedy soil that extends through varied districts and
bears most varied produce; it is the railway that affords
to industry the means of propagation, dissemination and
development. In this manner it creates its future traffic,
but till then it has a difficult period to pass through, a
period more or 'less long according to the district it has
been chosen to serve, and the nature of the route adopted.
Some of the Brazilian liaes have already passed through
this period, a proof of which are the profits we have
above quoted. These same railways, notwithstanding', at
the commencement gave very scanty returns .and it was
from the guaranteed interest that the shareholders then
derived the greater part of their dividends.
The proceeding, therefore, in advanced countries is very
different to that governing the construction of railways in
Brazil and the other States of this Continent.
In such circumstances, the average fi.gure that v/e have
above quoted, is nothing more than the speculative outcome
X)f statistics. If we wish to study the financial side of the
Brazilian railways and gain an idea of their past, present
and future, it will be necessary, to avoid mistakes, to do
so on an economist's basis. One will then have to make
one's self thoroughly acquainted with the very special
work of a railway in a young country, after which it
"will be necessary to take each railway separately, to study
the district it traverses, the greater or less degree of
foresight shown in the selection of the route and to see up
to "what point economy has governed the execution of the
works; it Vifill then be necessary to take into account the
action of time, the development of the district traversed
— 274 —
and in what manner it has responded to the hopes based
on it.
In this task we must lay aside the general importance of
the lines in combination to give our attention to each Hne
separately and distinctly. By so doing "we shall find that
there are some lines that have in a short time conquered
the first difficulties and are now in a prosperous condition ;
others are in the way of doing so, and others are still passing
through troubles and will continue to do so for a longer or
shorter period. It will also be seen that Brazil in common
with the other countries of the New World has done ^v^ell by
anticipating the future in the construction of its railways.
Principal Railways in a peospbeous condition ^^^ : As we
have now finished our general remarks on the Brazilian
railways, it will probably be useful to call the reader's
attention to the more important lines that are already in
a prosperous condition.
The Central BraziHan Railway : is the most important
line in the Republic not merely for its great traffic and
large capital interests but for the important character of
its works, the difficulties of the general construction and
the property which it possesses. The project of this line
dates from the year 1835, the first concession being granted
in 1840 ; but from 1835 to 1852 nothing practical was
done and the time was lost in attempts to float companies,
granting and extending useless concessions, until the law
of June 26* 1862 with a State guarantee of interest put
a new face upon the question.
It was at the same time necessary to overcome no
(1) In the numeration we will adopt tbe same order as that of
the distinguished Brpz)!ian engineer Sr. Ternandez Pinheivo in the
work which we have already mentioned Sta Anna Nery 1889.
— 275 —
small difficulties in dissipating the suspicious atmosphere
with which the matter "Was surrounded through the failure
of the earlier projects, and only on May 9* 1855 was a
company formed which commenced the surveys for the
line and put in hand the construction of the works on
the first two sections. The first length of 48 kilometers
was opened to traffic on March 28 "^ 1858 and in 1860
the whole ,of the first section was also completed, and
without having any notable works it had had to cross in
the latter part low-lying lands liable to floods.. The
work on. the second section was still continued in its
crossing of the mountain range round the coast and in this
were carried ont some most important works and con-
structions.
In 1865 the line was open for 133 kilometers, but owing
to the exceptionally costly works in crossing the mountains
the capital of the Company was exhausted.
On July 10"^ 1865 the Government by a mutual
arrangement rescinded the concession in order that the
State, by making it the first national line, could give to
the railway the impulse that was required. On January
1^* 1892 the 133 kilometers received from the old company
had reached an extension of 1118 kil. 771 m. open to traffic
as follows:
(l)-Main Line from the Capital" to Lafayette
(guage 1.60 m.) 462K290 m.
Branches: (a) from Gamboa to Caes. . . 1 "123 "
" (b) " Campinho 1 « 524 "
" (o) " Santa Cruz . . » . 34 " 090 "
" (d) " Macacos 4 "929 "
" (e) " San Paulo .... 157 " 198 "
« (f) " Port Niceres de Cunho . 63 " 764 "
724K918 m.
— 276 —
(2) Maia line from Lafayette to Sabara
(gauge 1 m.) 120K,402 "
Branches: (g) from San Paiilo to Cachoeira. 231.000 "
" (h) " Ouro Preto .... 42.451 «
1118 k. 771m.
The prolongation of this line runs in the direction of
the River San Francisco descending the valley of the river
Velhas; at present the section as far as Santa Lucia shoaild
be completed, and the construction of the extension of 50
kilometers from there in the direction of Curvello, the
plans for which were approved on May 6*'^ 1892, should
be already in hand.
The hue commences in the Federal Capital, crosses a
great part of the State of Rio Janeiro and then runs
through the States of San Paulo and Minas Geraes.
On leaving the capital it ascends the imposing coast
range of mountains that are penetrated by a succession of
tunnels, high embankments, heavy cuttings, sustaining
"Walls and at the summit by a long tunnel of 2.237 meters,
bored at an altitude of 460 meters ■ above sea level ; from
this it descends into the valley of the river Parahiba and
splits into two great systems, one of which runs up this
river and into the State of San Paulo, the other descends
the river and runs through the territories of the States of
Rio Janeiro and Minas Geraes.
From this second system a third strikes off at 200
kilometers distance and forms part of the main trunk
line running principally across tbe State of Minas Geraes
and running towards the navigable watercourse of the
Upper San Francisco.
— 277 —
The general plan of the two first systems includes,
besides earthworks of considerable importance, some notable
bridges over the Parahiba which is crossed several times.
On the central trunk line, after a very difficult section to
the foot of the Mantiqueira mountain range, this has to
be ascended to a height of 1117 meters above sea level,
with no lesser difficulties than those of the second section
of the coast range and further on the Taipas mountains.
In the whole of the distance heavy earthw^orks and really
notable works of art are met with. It may be said that
in the whole length of the Central Brazilian Railway there
is not one single stretch of easy line ; in the broad guage
part (725 kilometers of 1 meter 60 track) it has been
necessary to continually employ gradients of 18 millimeters
per meter, aad curves of 180 meters radius, and in its
narrow guage (1 meter) prolongation gradients of 20
millimeters per meter and curves of 117 meters radius.
Up to the 1^' of January 1892 the capital employed in
the line opened to public service, was distributed as
follows :
1 meter 60 gauges.
U^t Section $ 4.393.962
2'>'i " ..,...." 7.651.927
Centralline B-^d " "2.632.833
\4«i " " 6.567.068
;6tii " (to Lafayette) . . " 10.4r>4.704
"^.Santa Cruz " 666.196
Macacos " 41.052
Branches .San Paulo " 5.739.486
\PuertoNuevo de Cunha. . . " 2.934.531
'Paty del Alferez " 6.377
— 278 —
Stations $ 5-374.436
Offices aad store in San Diego . . . . " 656 . 330
Engineers office in Town " 1.083.730
Engine house in the Entre-Eios and S .
Julian Bar " 321.730
Eolling Stock " 5.881.288
Furniture and tools " 314.523
Sundries " 162.839
Pintschgas lighting " 74.403
$ 54.977.405
1 meter gauge.
]5*'i Section (Lafayette
Centra] line to Congonhas . $ 989.675
)6* " 4.746.176
-r, , )San Paulo to Cachoeira" 5.461.223
Branches . ^^^^ p^^^^ ..." 2.317.163
Stations " 228.419
Eolling Stock " 150.581
Animals " 10.046 13.903.185
Total $68,880,587
The total cost, of the of 724.9^8 kilometers of 1 met. 60
gauge proves to be $ 54,977,405 equal to an average of
$ 75.839 per kilometer ; and for the 393 ^53 kilometers of 1
meter gauge, an average of $ 35.300 per kilometer.
Receipts and expenses.
The general receipts for 1891, compared with those of
the preceding year show the enormous increase of $ 2.263.345,
— 279 —
due to the increase in all traffics, especially of passengers,
parcels, coffee and merchandize.
The follo\ving figures give a comparison of the general
receipts in the years fererred to.
SOURCE.
1891.
1890.
DIFFERENCE
IN 1891.
Increase. Decrease.
1 from traffic .
Receipts/ " rents. .
f " sundries
Fines for infraction of
contract
Fines fr'ona employes .
$ 8.808.492
20.846
6.431
2.063
$6,518,502
18.727
50.581
4.460
2.200
$ 2.289.989
2.118
$ 24.155
2.296
2.211
Increase
$8,837,832
$ 6.574.470
$ 2.292.107 $28,792
~~"$'T268.346
The workiag expenses amounted to $ 6.681.147, as show-
in the following statement.
SOURCE.
1891.
1890.
ISCKEASE IN
1802.
Administration
Shops
$ 71.842
42.593
2.289.339
162.893
2.234.581
1.879.899
$6,681,147
$ 64.275
30.821
1.505.584
133.409
1.538.840
1.741.581
$ 7.567
11.771
Traffic
793 755
Acoountants'Dept
Locomotives
Permanent way and buildings
29.489
695.740
118.318
$5,014,510
$ 1.676.640
The increase in working expenses of $ 1.676.640 shown
in 1891 over 1890 is due, in the first place to the incor-
poration by the Central Brazilian Railway with the branch
from Cachoira to San Paulo, 23.1 kilometers long, to the
great amount of cargo in the Central, Marittme and San
Diego Stations, and to the extraordinary production of
280
coffee, fixe carriage of -vvhicli was delayed for want of
rolling stock.
The following statement shows the receipts, expenses,
profits and the percentage of the cost of working as compared
with the gross receipts, taken at intervals of five years
since 1868, v/hea the line was inaugurated :
Kilo-
»/u OV
TEir.S.
meters
open.
EECEIPTS.
EXPENSES.
PROFITS.
WOIIKING
MXl'ENSKJ
1858
62
$ 165.044
$ 112.252
$ 52.792
68.01
1863
96
564.547
472.814
91.728
89.14
1868
203
1.399.627
685.608
854.118
44.98
1873
375
3.500.444
1.933.942
1.566.495
46.26
1878
622
5.472.301
3.035.874
2.436.426
42.87
1S83
723
6.332.011
3.581.966
2.760.054
56.36
1888
786
6.865.201
3.756.922
8.108.279
54.72
1891
1119
8.837.834
6.681.156
2.156.678
75.59
— 281
The foUowiny statement will give the number of each
class of train run in the various sections and iDranches
during the year 1891.
C-'COO
ro CD
CO CO -tjl ■
(N
CD CO COO
I- o
c- ■ •
■OVUJ OJUQ
1 I"'.
CD CO
■*■*
6
o
oo
0 0
ts
CO CD
'900U0UJ/^
1 I-* 1 1 1
TT tH
1 Tji Tii
1
CO
1-H
-H -H
1-1 O O CD CO
— O
_i U5 0
CO
^^ O 05 iH CO
■H O
i-( ■ •
>5
■ntuiQ nimg
1 t-- CQ 03 m
•^ Til
-* CO
CN <M
T-l
CO en
CO 00
<!
cno o
c; o
0 in CO
OJ
m
' oaan^
1 CS "^ 1 1
03 o
CO 9;
0 • •
•coco
d
oi-anj
1 'II
0
1— (
(N ci
~in
0« O (M O O
•^ CO
T-IC- (N
in m CO -^ C30
■w 0
^ • ■
■oprnj uag
1 CO >-i in (N CO
10 w
■^ fM 1-1
I-H T— I
rH
O 1^ CT lO
-* ^
0 CD 10
,_,
CO (M r-l CO
OC 10
CO ■ •
•Moipag -ipo
1 1-^
— ^H
tH -^
d
oa (N -^ CO CO
0 oa
IN C- 03
01
lO ira CM ^ 00
com
CO • •
■uoi^iag -^lo
1 OD CO o
1-4
coco
t- t-
d
~» o (N in i>-
CO ^
Ol^Tfl
0
incni in c-o
L^ in
CM . ■
■miioag -iitf
1 00 t-l 03 ^H
1-1 CD
^CO
oa — 10
T-H O 1-1 lO -^
<-! 0
01 t^ rH
CO
lO C0 03 O CO
CO 00
1-- • ■
■noiiMg -p-is
1 O -*H.-- -H
10 03
CO cj
mm CO
T— 1
l^ O 1.-- CO cc
lO C3
CO (M rH
r-i
CO lo — ) rM o
CO CO
-f ■ ■
■uonmg -pus
1 CO CO CO CM C-
c<icrj ^
coo
06 CD
CN CI
ci
CM iCi CO -^ ^ CO
CO -1
c-1 c; i-
t» 1
- lO en CO -* CO CT
— CO
'" ,.-;
■uoipag -isi
^_CO ^_ 01 tM CO
CN Ir-
TT. y~< r.o
■ OC-
CO
OQ
CO oi in (M
r-'co
ZO r-4
Ol
ca C4
-iO
•03 03
-H 0
CO CO
OT 0
T-H T-t
00 CO
m
^ JTi
7-1 r-^
•S ^
25
. ^ . . bO .
C 3
^ -.
0
HH
C r*
0 (I)
0
<
Pi
111 .
passe
passei
goods
.5 3
H
B
03 >
s«
C5 ^
■— Bj
■e .2 r^ »: "^
t" .
«^
fi
3 1- UT3-3 .
0 '
c
— 282 —
The number of kilometers run by tbe trains and tlie
daily average in 1890 and 1891 are as foUovs:
0ff0<0{73
T-OO
eoinr-
00
•i3ni5i
QOlrttMO
CSi-i
^oco
t-CQpHOJ
^•v
1 1 ojeo^-^
r^QO
«
•ojsjjamQ
■a
t-X-
0
§1 .
SO-SJ
•S'lm
I 1 ^ 1 1 t
coco
1 In 1 11
meo
1
1
en
H
W
• BOtlVODfH
^ 0 «« 0 -^
<nco
1ft 00^
r-
■sira
oaoomr-'-H
CS r .
001—'^
CQ
<
ajcDOMi^
OtJJ
K=ir. W
1 co-Hco* <n"
— 'l'^
CO
•ZJ!.1J «)M»5'
«-^m p-l
SS
(NO 0
CMMH
OOC^PI
•eaijt
CO^
OOCMO
OJ
n
1 '^^ 1 1 °^
•<i*Ci
•^•^Tt*
'ss? ' '-^
I--
-*OCSlM-*
Cico
r—Ci Hi
-V
•Blia
W^COffOCS
=*:).-(
(Nr-1-
CZi
t- QO iTj f-i l-
0^^
caccic
1 na^tsai CO
eot£>
«i-.i-t
•02™rf '"'5'
e-? CO 00 —,00
CO
Q0-^G0<a3
COffQ
cocM :o
CO
■S1I>I
e»3 cs C5 t—
-T-i-
■*
r-cnirso
C3— <
t-OQCO
1 1 ITS 00*
lACO
t-'
■uoyiaog -iiig
<33
00 1-1
"
SS3S3S
I>— 1
CO I— (OS
CO
•Sira
ODOO
W.>-^PC3
■^
CO W QO r- L—
(-ICM
OOOC3
I r^-^-_-„-^-
o-^
IC»-'
•uoj)09g -lite
u^-^C^
?§S
000 ®IO
T-iCS
irtOCO
(M
■S113I
r-1 Ci (Ml> 0
ICCOO
;ra
QOCCSDlfSOO
r-'oo*
oi
■umto^s -ytf
cs^i.-- ,
RS
.-H
00000
oin
irit--^
CO
•S'liH
irt 0 00 so -^
(MOO
coi-^«
O-^OTi^i-f
cccs
COOCi^
i^'^'^'oo^
<=s t^
C4
'UO}}03gf *p.(^
cncoo i-(
OJCO
0
OOCSifSM
mr-
C»Q0O
00
1 'saia
cOinO'^O
00
C5CO -T<
0
CliOOOiO
^.^.
r---o_
1 ew^'co'o'wa
LQCTS
Sft'l-t'l-H
■uoi)oag pug
(ND-OirtCO
CO
'
(M tc Tf en r- 05
esco
CD -J* CO
QO
t- t> i-H 0 CD OS
CN-7<
oor- C3
r-
■SIIH
"J* CD cot- CO OS
anew
tND-el
•*
■«# lA 10 1> ;.T CO
cm'qo*
■^c^w
■tiotioss ■in
^iSS^--"™
— CO
000
C^
.—4 :3)
CO
05OT
12;
'r^ ' ' .' '
w'd-
COOC
•— (i-H
H-l
&..E.
m05
<!
GOOD
0 <y
^1
§
r passei
passer
goods
0
rs eS
S:i
«>.
p
« >^ 0 5-
0
n
283
Lastly, the number of trains ran and the distance they
have covered, is as follows :
1.60 METERS GAUGE.
TRAINS.
NUMBERS.
KILOMETERS
RUN.
Passeng
u
Mixed .
Goods .
er
interior
26.152
7.082
15.118
5 393
444.472
846.533
1.334.662
619.335
Special
11
passenger
goods
Total
1 METEB GAUGE.
passenger
354
2.452-
56.551
55.250
196.607
3.396.858
Special
Mixed .
38
3.546
1.159
255.740
Goods .
Special
goods
Total
80
195
3.859
4.260
13.537
274.686
ROLLING STOCK.
Ungines.
The following is a detailed statement of the engines
owned by the Central" Brazilian Railway on January
16th. 1892,
NUMBER .
E N aiNES.
1 Dl. CC
1 motor
Im. gauge
TOTAL-
gillgO
gaugo
(lorilwrn)
English, with 4 driving wheels . . .
4
1
3
s
11 II (5 11 "...
12
_
2
14
American "4 " " . . . .
74
7
17
98
11 "6 " " . . . .
29
'
6
35
11 "8 " "...
24
4
,
28
II a 10 '• " . . ■
1
, J
1
Belgian, with tender, 4 driving wheels. .
r
—
—
1
French, " " 6 « " . .
1
__
1
English, " " 6 " " . .
—
3
. —
3
u 11 11 4 " «
3
^ —
—
3
149
15
28
192
284 —
Their coQclition was as follows :
lm.60 gauge. In good condition .
" "fair "...
" " Undergoing general repairs
« " " small. . .
" « Eented
32
38
36
38
5
149
1 meter gauge. In good condition
a « u fa^ij. a
Undergoing general repairs
" small. . .
1
8
2
4
16
1 meter guage (North), in good condition.
"fair " ■
u
u
u
u
u
u
u
u
)
u
u
u
u
undergoing extensive repairs
" small do.
12
7
7
2
28
Cakuiages and wagons.
The number of these is 2482, as follows:
VEHICLES.
1.69
gauge
] meter
gauge
NOKTN.
TOTAL.
American, for passengers and
post office
Various, for animals, and goods
On fou;- wheels for passengers
and post-office ....
On four wheels for animals and
goods
160
354
84
1457
12
41
6
47
27'
294
321
199
689
90
1504
2055
106
2482
- 285 -
Haulage.
The distance run by the engines in the year 1891 was
5.449.360 kilometers, divided as follows:
Kilometers
Kilometers
1.60
Grange.
For traffic .
, ,
4.222.886
u
« the line .
" traffic .
•
162.536
4.386.422
1.00
279.817
u
u
" the line.
(North). From
June
58.158
337.975
u
to Dec'r 1891,
u
u
For traffic .
,
717.841
u
X
" the line.
• •
7.112
724.953
5.449.350
The Central Brazilian Railway is not only important of
account of the great benefits it confers on the district in
serves; it has also become the great artery for a great
system of railway lines converging from right and lett
towards its own, and which make it what the law of 1852
intended it to be, viz, the great factor in the development
of the States of Rio de Janeiro, Minas Geraes, aad San
Paulo.
Santos Jundiahy Railway.— This railway starts from
the port of Santos in the State of San Paulo al Sud and
terminates in Jundiahy in the same State; it is 139 kilometers
long and the concession for it was granted by decree
dated April 26th 1856. Its gauge is 1 met. 60 and up to
the year 1874 it received the guaranteed interest of 7 »/o>
since when . it haa not availed itself of it, because its takings
exceeded that limit: the half of any excess over 8''/o has
been repaid to the State.
— 286 —
Up to 1874 the State had paid in guarantees the sum
of $ 2.ol2;614, and the part of the profits returned to it
up to the end of 1887 was $ 2.731.119. This splendid
result clearly shows the foresight with which the concession
of April 26th 1856 was granted.
The Company organized under this concession was
called the "San Paulo Eailway Company Limited" and
obtained legal residence in Brazil on June 1st 1860. On
November 24th of the same year the works were commenced
and on the 16th February 1867 the whole length of 139
kilometers was opened to public service. The following
statement shows the financial working from the commencement-
YEARS.
LENGTH
WORKED
KILOMETERS.
PROFIT.
PERSENTA6E
OP EXPENSES
ON PBCEIPTS.
1869. . . .
139
1872. . . .
139
1877. . . .
139
1882. . . .
139
1887. . . .
139
1891 (9 months).
139
671.024;
1.083.673:
1.797.662:
2.953.943 1.
3.459.167 1
165 470
532.661
551.981
026.786
596.682
3.360.985 2.591.91]
505.554
551.011
.245.681
,927.156
,863.485
769.073
24 3/4
49
30 3/4
34 3/4
46 1/8
77- 1/10
A mere glance at this statement will explain the financial
position of this Eailway, which would be even more
prosperous were it not that in one part haulage is effected
by means of cables and fixed engines. In this section,
besides the high cost of the first installation, the working
expenses are very considerable;— notwithstanding this, the
returns are encouraging.
In the three first quarters of 1891, for which we have
data, 670.794 passengers (including 88.056 immigrants who
travelled free) and 343.627 tons of merchandise were carried.
The 'profits from traffic were at the rate of 7.71 "/o on the
capital invested in the line.
— 287 -
This return, on account of the extraordinary increase
in production, might have been much greater were it not
for the serious inconveniences attending loading and
unloading in the port of Santos, which gave rise to a real
crisis in transport which still exists, although it has been
energetically combatted. It is therefore to be hoped that
with the measures taken by the Finance Minister with
respect to a night service in the intervals between the
storms, the effects of this crisis may be overcome, until
such time as a more radical means be found for completely
doing away with the evil.
During the first three quarters of 1891, there were 40
engines working on the line, these ran a distance of 1.764.065
kilometers, consuming 15.677.234 kilogrammes of coal.
The railway, starting fron its maritime port, Santos,
reaches the foot of the Cubatao mountain range without
great difficulty and with easy curves. To mount the
range, the Company preferred the solution of inclined planes
with gradients of 3 to 3 1/2 per cent, which, at the time
that the line was surveyed, still] frightened the majority of
the engineers. This idea, unfortunately, being approved,
the Eailway ascends the mountain by means of four cable
sections 8 kilometers in length and with a difference in
level of 778 meters between the beginning of the first
plane and the conclusion of the last.
The first plane has :
1824 meters with gradient of 10 1/4 "/o
81 " " " " Om 076
1905 meters
In this- length there are 1275 meters of straight line and
630 meters of curved, with radii of 804 meters.
— 288 —
The second plane has :
1271 meters with gradient of 10 i/g "/o
421 " " " " 10.46 "
82 " " " " Om.0.76
1774 meters
In this there are 1095 meters of straight line, 456 meters
in om-yes of 603 meters radius and 223 meters in curves
of 1206 meters radius.
The third plane has
254 meters with gradient of 11 "/o
1748 " " " " 10.28 o/o
83 " " " " Om.0.76
2085 meters
In this length, three are 527 meters of straight line, 715
meters in curves of 1206 meters radius, 288 meters in
curves if- 804 meters radius, and 556 meters in curves of
603 meters radius.
The fourth plane has:
1010 meters with gradient of 10.28 "/o
44 " " " " 5.1/2 »/"
182 " level
2286 meters
There there are 629 meters of straight line and 16 JO
meters of curved, with radii that vary between 1609 and
603 meters.
In the passage from one section to another and at the
summit ot the last, a fixed machine, of 150 nominal horse
power, with cylinders of 660 milimeters diameter and
— 289 —
pistons of 1520 millirasters stroke, move the cables by
which one train is raised and the other lowered.
As the line is of single track, the crossing of the two
trains is effected on a piece of double track in the middle
of the section.
The cables are of steel, of 42 wires, of 34 milimeters
diameter, and work at a tenth part of their trial load.
The danger of this method of haulage has. rendered the
following precautionary measuras necessary:
1. Any cables which, in a length of 915 milimeters, have
three broken wires, are withdrawn from service, 2. Piacer
brakes which securely grip the rails in case of necesity;
3. Electric connection which always allows the guard to
communicate with the driver of the fixed engine.
For important works of art, there are sustaining walls
and a large viaduct in the inclined plane section, and a
tunnel, 501 meters long, in the section where ordinary
traction is used, The viaduct, the most important work on
the v/hole line, is 215 meters 25 milimeters long and 49
meters high; there are ten bridges ef 20 meter spans, and
one of 137 ^"/^^ meters, and are placed on a curve of 603
meters radius with a gradient of 10.28 "/o- They are built
of iron, except for the abutments and pillar bases which
are of mosonry.
Paulista Railway. This is a prolongation of the foregoing
arid belongs to another Company, the primitive Company
which obtained the concession, having renounced the right
to make the extension. Its gauge is also 1 meter 60.
La Company formed for the construction and working of
this prolongation, under the name of the "Companhia
Paulista da Estrada de ferro de Jundiahy a' Campinas" was
jegally recognized by a decree dated March 28tii 1888
— 290 —
From the old province of San Paulo it obtained a guarantee
of 7 "/o for a term of 30 years; but shortly afterwards
renounced it and repaid to the Treasury of that State the
sums it had received.
The Company has extended its line to Rio Ckro and
has become owner of the Mogy-Guassu and Descalvados
branches ; in 1888 its capital amounted to $ 10.845.516.
The length of the Goaipany's lines is 242 kilometers, all
open to traffic.
The line possesses no notable works of art, and its technical
features are shown in the general statement which will be
given at the end of this sketch. As regards direction, and
district tiaversed, the line is well situated, as the following
statement ol working results will show.
YEAED.
LENGTH
OF LINE
WORKED.
RECEIPTS.
E.XPENSES.
PROFITS.
»/„ OP
EXPENSES
ON KECEIPTS.
1872 . . .
1877 . . .
1882 . . .
1887 . . .
klms, 44
135
225
242
S 168.728
832.057
1.561.976
3.534.632
S 101.005
301.992
498.022
681.524
$ 67.723
530.065
1.063.954
803.108
60 °/„
361/3 "
32
43
In 1887 this line carried 248.081 passengers and 143.781
tons of goods. Its profits have exceeded 8 "/o on the
Company's capital.
MoGYANA EArLWAY. The concession for one part of the
lines belonging to the "Companhia da Estrada da Ferro
Mogyana", whose legal existence was recognized by decree
dated November 13'" 1S72, was granted by the Province
of San Paulo and for the other part by the National
Government. The first part from Campinas, (where it joins
with the Paulista Railway) to Casa Branca, 173 kilometers
long, with a branch from Jaguary to Amparo, 31 kilometers
— 291 —
long, were granted by the Saa Paulo Government with a
guarantee of 7 "/o on a capital of $2,784,600. The section
from Casa Branca to Ribeirao Preto, 143 kilometers in
length, and the branch from Mogy-Mirim to Penha, 21
kilometers in length, were built without any guarantee or
subvention on the part of the public powers. The whole
system is of one meter gauge, and the results obtained
from Campinas to Eibeirao Preto and from the Amparo
and Peaha branches have been excellent.
This line is divided into two parts which are distract
from each other, both on account of the difference in the
dates of construction, and in the progress made in the
districts traversed. The first and older part (from Campinas
to Eiberao Preto is already in a state of prosperity and
in 1887 the profit from the traffic was almost 15 "/o of
the cost per kilometer. The second part, the extension
from Eiberao Preto to Jaguara, with a guarantee by the
National G-overnment of 6 "/o on a capital of $ 3.360.007,
is only of very recent construction, but is situated in a
district in which, although very fertile, everything has yet
to be done, and will therefore require some years before it
can find itself in a prosperous condition. Having only
just commenced working, this second part only returned
1 "/o profit in 1889, but it has a sure future as the whole
district is prodigiously fertile, and agriculture is developing
very remarkably. It should be added that this railway
has been very economically constructed and is judiciously
worked, a creditable fact to its administration and staff,
who are ail natives of the country.
This second part of the line, from Riberao Preto to
Jaguara, is- 193 kilometers long, and, as said before, receives
a guarantee of 6 "/o from the National Government, as
does also the branch frem Cascavel to Pasos de Caldas
— 292 —
whicli is 77 kilomeiers long. On account of the large
amount of earth to be moved and the works of art
necessary, the cost of this branch amounted to $ 17.745
per kilometer; the line from Casa Branca to Eibeirao Preto
cost i| 13.377 per kilometer and from thence to Rio Grande
or Jaguara $ 17.128 per kilometer.
Tha Mogyana Company obtained fr(;m the Provinciaj
Government of Minas Geraes the concession to extend its
rails from the Rio Grande to the Paranahyba with a
guarantee on the capital employed, to a maximum of $ 16.380
per kilometer. The line, penetrating into the State of
Goyaz, will go as far as Catalan.
The capital required for the construction of the first
section to the city of Uberaba was subscribed among the
shareholders of the Company, and the demand for shares
was such that they were distributed pro rata. This section
is 102 kilometers long.
Ths total length of line open to traffic is 740 kilometers,
distributed as follows:
CrtiTipinsts to Casa Branca . . . 173 kil'. Constructed with a guar-
antee of 7 »/o from the
Province of San Paulo.
Cii-H, Branca to Riberao Preto. . 143 " Unguaranteed.
Rilierao Preto to Rio Grande (Ya-
giiara) 193 " With a guarantfieofeo/o
from tlie National Govern-
ment.
Ell Grande to Uberaba . . . , 102 " With a guarantee of 6 "/o
from theProvince of Minas
Geraes.
Branch from Jaguary to Amparo. 31 " With a gnarantee of 7 %
from the Province of San
Paulo.
" " Mogy-Mirim to Penha 21 " Unguaranteed.
■' " Oascabel toPasos dos
fVldos 77 " With a guarantee of Go/o
from the National Govern-
ment.
Total 740 kil''
— 293 —
During the years 1872 to 1878 the Province of San
Paulo paid the Mogyana Company as guarantees the sum
of $ 234.835, but the Company has already returned to the
Treasury of the Province the whole of the amount so
paid: the last payment was made on May 3'''* 1886 since
when the Campinas to Casa Branca line and Jaguary to
Amparo branch have ceased to figure among the guaranteed
lines.
In the Eibeirao to Jaguara section and Caldas branch
of the Mogyana Company's lines, the profits are still small,
and the following comparative statement Nxill show the
results of working from 1837 up to and including the first
three quarters of 1891.
YEAll.
RKCEIPTS.
E-XPENSES.
PROFITS.
1887
1888
1889
1890
1891 (9 months) .
$ 191 696
296.876
332.213
320.693
297.980
$ 180.039
257.575
292.159
316.909
266.726
11.557
39.301
40.054
3.784
31.254
The traffic returns of the line from Jaguara to Catalan,
since its opening to Uberaba, which took place on the
25"^ April 1889, were as follows:
In 1889 there was a profit of $ 24.641, in 1890 of $ 19.935^
but in the first six months of 1891 there was a deficit of
$ 21.687, but it is presumed that after the accounts for the
second half of the j'ear are made up, the deficit will be
greatly reduced.
By a decree dated 23'^'* February 1891 the surveys of
the extension of 137 kilometers onwards from Uberaba
were approved with some modifications, the estimated cost
being $ 1.822.488, or $ 13.303 per kilometer.
— 294 —
The teclinical features of this section are as follows :
Minimum radius 100.10 met.
Maximum gradient 0.033 "
Length in tangents 191 kil: 548 "
" " curves 35 " 452 "
" " " of minimum radins . 13 « 966 "
" on the level 27.00 "/»
" " slopes 35.50 "
" " counter-slopes .... 37.50 "
Movement of earth 146.000 cubic meters.
This section contains the following works of art: two
twenty -meter bridges; 111 culverts, 6 stations and 6 water
deposits, and the works were inaugurated on June 17*"^ 1891.
By a decree dated 17**^ October 1891 the plans of a further
63 kilometers were approved, the estimated average cost
per kilometer being $ 14162. The technical features of this
section are as follows :
Minimum radius 100.10 met.
Maximum gradient 0 . 030 "
Length ia tangents 42 kms. 339 "
" " curves 20 " 661 "
" " " of minimum radius. 6 " 278 "
" on the level 19 %
" " slopes 39 »/o
" " counter slopes 42 "/o
Amount of earth moved. ...... 283 . 000 cubic metres.
Buildings iind works of art: one bridge of 40 meters;
4 retaining walls; 116 culverts; 3 stations, 3 water-tanks
and 11 gang houses.
From the preliminary and final surveys the length of
— 295 —
the extension from Uberaba to Calan may be estimated as
390 kilometers; so that the direct line from Campinas in
the State of San Paulo to Catalan in that of Goyaz, will
be 1001 kilometers long.
Of all the Brazilian Railways, this! important line has
best served the interests of the country.
Rio Claeo San Paulo Railway. This is a prolongation
of the Paulista line of which we have already spoken.
It commences at Rio Claro and 67 kilometers from there
splits into two branches; one of 70 kilometers 225 meters
which terminates in Araraguara, and the other of 137
kilomelers 392 meters, which runs io Jahii, both in the
Province of San Paulo: this gives a total length of 264
kilometers, all of one meter gauge. The State granted
the concession by decree dated 4* October 1880, without
any guarantee or subvention. The Company is called
"Rio Claro".
The construction works were commenced on the 15*
October 1881 and on the 2"^ of May 1883 the first section
of 77 kilometers was handed over to traffic. In 1887 the
whole line was opened.
The capital of the Company is about $ 2 800.000, but the
line and its equipment only cost $5,606,000 more or less-
By means of authority conferred by a decree dated
31^* September 1889, the line was transferred to a new
Companj' called the Rio Claro San Paulo Railway Company
Limited, which at once took over the direction of the line.
The. length of line open to traffic on January 1^' 1890
was as follows:
Main line .... 127 klm. 225 m.
Branch to Jahii . . 137 " 392 "
Total. . . 264 klm. 617 m.
— 296 —
The flaancial results ot this line in 1839 were: general
receipts $ 621.954; expenses of administration, traffic,
acoountaatcy, traction ani permanent way $ 228.670; the
profits were $ 393 284 or 14 "/<> on. the capital invested
in the line.
Railways of the Leopoldina Company. "The system of
railways belonging to this Company is the most extensive
of any in Brazil, and comprises both lines conceded direct
to the Company and others bought from other Companies,
as also the Cantagallo line purchased from the Provincial
Government of de Eio Janeiro. The primitive concession
of the Company was granted on the 27"' March 1872,
and the concession for the Cantagallo line bears date
August 23'^'* 1856: this later in the most interesting portion
on account of its technical features: it gaug3 is 1.10 metersi
the other lines of the Company being of 1 meter gauge."
"The Cantagallo line is noticeable as being composed of
very pronounced gradients and sharp curves: it was equipped
and worked for a long time with Fell engines, but ordinary
.system of traction is now used, powerful engines, constructed
in tha shops oj the Baldwin Locomotive Works, Piladelphia
U. S. A. being employed."
"In the general statement, to be given at the end of
this sketch,, the technical features of this special section
will be shown, and we will only give liere a few figures
respecting the simple adhesion engines now used and
which are cheaper and give a better return than the Fell
engines formerly employed."
The most modern of these simple adhesion engines for
the section of stiff gradients and curves of small radius
(8.3 per 100 tlie former and 40 meters the latter) is an
engine v/ith tender, with three coupled axles, cylinders of
— 297 —
18" diameter and 20" stroke (0.457x0.508); the wheel
base is 8'3" (2 514) and their diameter 39" (0.991); the outer
pairs of wheels havfe a flanged tyre, and the inner pair a
tyre of 5 1/2" (0.140) without tyre. The total weight of
the engines when ready for the road is 88.000 lbs. (39.865
kilogrammes, and they are capable of hauling a train of
40 tons at a speed of 14 kilometers per hour".
"The Leopoldina Company's system works very important
districts in the States of Eio Janeiro, Minas Geraes, and
Espiritu Santo.— On the 1^' of January 1890 it had 1180
kilometers 855 meters open to traffic; of these 417 kil:
0.39 met. are in the State of E,io de Janeiro and 763
kil: 816 met: are in that of Minas Geraes.
Biver system. — 1.10 met. gauge. Kil.mts.
Central line. Nictheroy to Macaco .... 178.426
Macahe branch. Porto das Caixas to Macahe. 146.513
""324.939
1 met. gauge.
Sumidouro branch 92 . 100
Total 417.039
Minas Geraes system. — 1 met. gauge. Kil.mts.
Central line. Puerto Nuevo de Cimha to Saude. 368.927
Pirapetinga branch. Volta Grande to Pirapetinga . 31 . 032
Alto Muriahe do. Eecrea to Santa Lucia de
Carangola 149.347
Leopoldina do. Vista Alegre to Leopoldina. . 12.284
Serraria do. Serraria to Sigacao 150.416
San Paulo sub-do. Patrocinio to San Paulo do
Miiriahe 17.733
Pomba do. Guarany to Pomba 27.196
— 298 —
E,io Novo do. Furtado de Campos to the Eio
Novo 6.881
Total 763.816
General total _1180.j55
Up to tlie 1^'- January 1890 the capital employed was
$ 32.628.927, the average cost per kilometer being $ 27.631.
The Company's capital at the same date was $ 27:300.000
divided into 25.000 shares of L20 each, 68.000 being
preference and 182.000 ordinary.
Of this capital, $ 8.294.073 enjoy a guarantee of 7 "/o
per annum, granted by the State of Minas Geraes for
the following sections :
San Gerardo to Saude.
Sigacao to Serraria.
Guaranhy to Pamba.
Tombos to Santa Lucia do Carangola.
The said State subventioned also, at the rate of f 4914
per kilometer, the construction of the following sections:
Puerto Nuevo to Cataguazes.
Vuelta Grande to Pirapetinga.
Eecreo to Tombos.
Vista Alegre to Leopoldina.
The gross receipts of all the lines during 1889 amounted
to $2,582,514, the working expenses being $1,941,450:
the profits were $641,064 oa 1.96 "/o-
By decree dated 6"^ September 1890 the transfer to the
Leopoldina Company w^as authorized of the concessions for
the Carangola and Baron de Araruama Railways. The first
named line is of the meter guage and has 223 kilometers
open to traffic, viz:, 164 kilometers in the main line, 21
kilometers in the Itapemirim branch, and 38 kilometers in
the Patrocinio branch. It has a guarantee of 7 "/o on a
capital of $ 3:276.000. The Baron da Araruama Railway
— 299 —
has 27 kilometers open to service and 66 '/a kilometers
under construction, and has been granted a guarantee of
6 o/o °^ ^ fixed price of $ 16.380 per kilometer. Its
gauge is 0.65 meter, it starts from Triumpho and should
communicate in Macaco with the Leopoldina Railway.
The length of 27 kilometers between Triumpho and
Ventanua was inaugurated on August 17*'^ 1891; so that
at that date the Leopoldina Company had 1.430 kilometers
856 meters of line opened to public service.
The newer lines worked by the Leopoldina Company in
the State of Minas Geraes run through districts of great
fertility although little advanced; at present they absorb
a great part of the profits earned by the old lines, but'
this is a state of things that will pass away, because the
industrial and commercial development afforded to these
districts, so full of life in themselves, by the facilities of
communication and immigration, will in a short time free
the older lines from the assistance which at present thejr
have to afford the newer ones, and, like the lines in the State
of San Paulo, their profits will become highly remunerative.
This railway system has an undeniable future, and it will
not be long before facts justify its importance.
Recipe and Palmabes Railway. — This line, which is
situated in the Province of Pernambuco, was authorized
on August 7*'^ 1852 and is the property of The Recife and
San Francisco Railway C". L"''^. formed in London, and
legally registered by the decree of October IS'*" 1858.
It has a guarantee of 7 »/o on $ 5:823.003, and of 5 "/o
on $ 2:351.071.
The construction was begun on September 7* 1855 and
on February 8"* 1858 the first section of 32 kilometers
was opened to traffic; followed by the second of 26
kilometers on December 3'''* 1860, the third of 38 kilometers
300
in 1862, and the fourth of 29 kilometers in November of
the same year. The line has thus a total length of 125
kilometers open to traffic throughout; it is of 1.60 meter
gauge, with curves of 400 meters minimum radius and
maximum grades of 1 74 "/f, the rails used on the line
weigh 37.190 and 39.670 kilograms per lineal meter-
The increases in the general receipts of the line have
been materially reduced by the losses entailed through
the depreciation in the currency being charged to working
expenses.
The following statement will show the general returns
from the year 1887 to 1891 inclusive:
YEAE.
BECEIPTS.
$
EXPENSES.
PROFIT.
1887
1888
1889
1890
1891
643.133.58
680.812,86
554.850,66
561.713,88
706.442,10
400.125,18
314.769,00
310.859,64
326.846,52
481.697,58
243.008,40
366.043.86
243.991.02
234.867,36
224.744,52
The traffic in this last year (1891) was transported by
6245 trains which rnn 381.777 kilometers and carried
403.263 passengers, 1280 tons of luggage and parcels,
130.782 tons of merchandise and 6332 animals. The net
profit on the total capital of $ 9.073,359 (representing th®
cost of the line including soiling stock) was 2.47 »/o.
Macahe and Campos Railway. — This line was authorized
by the Province of E,io Janeiro on February 3.'^'* 1870 and
the Company's existence was legally recognized by the
decree of October 18. "^ 1871. The construction was begun
in March 1872 and on June 13."' 1876 the whole distance
from Macahe to Campos, 96 kilometers, was opened to
traffic. This Company also acquired later on the line
from San Fidelis to Santo Antonio de Padua 93 kilometers
— 301 —
but this is divided from the Macahe Campos liae by the
Campos-Fidelis line belonging to another Company. The
two lines mentioned have a total length of 189 kilometers
open to traffic, the section from Macahe to Campos being
of 0.95 met. gauge and the section to Piidua of one meter
The average cost of the two lines, including rolling stoclc,
is calculated at $ 52.509 per kilometer; this high figure is
due to the numerous bridges and long embankments that
it has been necessary to construct in order to cross the
low lands subject to .floods for a great distance along the
Ma.cahe- Campos line.
The Company also works the steam navigation between
Macahe and E,io Janeiro, but as this business does not
form part of the work on which we are engaged, v.e shall
only deal with the railway transactions.
In 1887 the gross receipts of the lines were $ 640.131,
the working expenses $ 348030, leaving a net profit of
$ 801101, equal to 3 "/„ on the gross capital of the hne.
The Peincipe uel Gban PabI Railway. This is the old
Maua line, the oldest of the Brazilian railways, increased
by the section ascending the Petropolis mountain and its
extension.
The Company formed for the purchase of the Maua
line and to make the new constructions was legally recognised
by the decree of May 31^' 1881. The old line from Maua
to the foot of the Petropolis mountain, 16 kilometers long,
was of 1.68 meter, gauge but the new Company have
reduced this to 1 meter, the gauge adopted for the new
section and extension. The line has a total length of 92
kilometers open to traffic since 1887.
The only part of the line of importance on account of
its engineering difficulties is the mountain section where
the Eiggenbach system is employed. Iii this section, which
— 302 —
is 6028 meters long, there is a difference in level of 841
meters; the gradient is 15 "/o and the minimum curve
radius is 150 meters; the rack rail weighs 50 kilogrammes
per meter and the ordinary rails 20 kilogrammes. The
Eiiggenhach engines have 1.06 m. driving ■wheel?, cylinders
of 600 milimeters stroke, and- boiler heating surface of 66
square meters. Newer and more powerful locomotives have
been since constructed for thisl Eailway by the Baldwin
Locomotive "Works of Philadelphia, U. S. A. Tn this rack
section, there are some very important. works of art, notably
large sustaining walls and a viaduct 60 meters long and
24 high.
The whole line of 92 kilometers is handed over to traffic:
in 1887 it carried 101.199 passengers and 34.263 tons of
goods. The receipts were $460,619 and expenses $ 285.849,
which gives a profit of $ $ 174.770 or a little more than
5 "/o on the cost of the line, including rolling stock, stations,
etc:
"Western Minas Eailway. The concession for this was
granted by the province of Minas Geraes by a contract
dated 30* April 1873. The Company owning it is called
the "Companhia da Estrada de Ferro do Oeste" and was
legally recognized by decree dated July 20* 1878. The
line joins the Central Brazilian Eailway at the Sitio station,
beyond the mouth of the Mantiqueira range; and runs
towards the city of .San Juan del Eey and to Oliveira,
and from the Mourao station a branch runs to Lavras de
Famil, all in the State of Minas Geraes.
There zhould now be 377 kilometers in working, which
have been constructed of 0.76 m. gauge, this being the first
case in Brazil in which snch a narrow gauge has been
used for so long distances. All the rolling stock employed
is American; the line has numerous though small works
— 303
of art; the rails used are VignoUes section of 17 kilogrammes
per lineal meter, aad the engineering I'eatures of some of
its sections are the following :
Extension from San Jodo cV El Eei to Obiveim
Total length 178 klms.
Length in curves .
" on the straight .
" " slopes.
" " counter- slopes
" " the level. .
Minimum, curve radius .
Maximum gradient .
77.500 "
94.500 "
38.000 "
22.000 "
117.000 "
75 m.
2 o/o
45 o/o
55 "
19 '
13 "
68 "
Branch to Lovras (Bio Grande.)
Total length .
Length in curves
" on the straight.
" " slopes
^" " counter-slopes
" " the level. .
48 klms.
18 "
30 "
2 "
16 "
30 "
75 m.
37.5
62.5
4.5
33
62.5
u
Minimum curve radius
Maximum gradient 1.5 "
The average cost of these lines was $ 7.500 per kilometer,
and on the first part (Sitio de San Joao d'El Eei) the
Company was granted a subvention of $ 4914 kilometers for
the expenses of construction and primary installation; the
extension from S. Joao d'El E,ei to Oliveira and its
prolongation and the branch to Lavras have a guarantee
of 7 o/o, all of which have been granted by the Minas
Crovernment.
The adoption by the "Western Minas Eailway Company
of the 0.76 m. gauge proves to be the most rational solution
— 304 —
for districts "which, on account of their scanty population
and the embryo state of their commerce, cannot at first
give greater returns; under these conditions, a railway of
one meter gauge, costing on the average $ 15.000 to $ 18.000
per kiloineter, would be a l&ng time without earning amything
proportionate to the capital invested, while the line of
which we are treating has already produced, in the year
1887, 5.33 "/o on its capital.
The curves, as we have observed, come down to 72
meters radius, and the m.aximum gradients are 2 "/„. The
engines are of two driving axles with a weight of 5.200
kilogrammes on each, and leading wheels with 3.200 kilos
weight, the cylinders are 250 millimeters in diameter with
400 millimeters stroke; the total weight, when ready for
the road, is 13.600 kilogrammes; and the tender holds
3400 litres of water. As we have said, the vehicles are
all of the Americau (bogie) type, which allows of greater
space being given to the bodies, and more advantageously
establishes the relation of capacity to dead weight.
In 1887 this line had 218 kilometers opened to trafdc, it
carried 22,778 passaagers and 14.516 tons of goods, the
gross receipts were $ 168.368 and working expenses $ 71.153
giving a net profit of $87,215, equal to, as above said,
6.33 "/o on $1,635,000, the estimated cost of. the 218
kilometers, including rollingstock.
By decree dated October 16"' 1890, the Western of Mina?
Company was granted a concession to extend its line from
the Perdoes station, on the one side towards the city of
Catalao in the State of Goyaz and on the other sido towards
the most convenient point between the Comercio and Barra
Mausa stations on the Central Brazilian Railway, in the
State of Rio de Janeiro: the Company also had the option
of constructing the line to Catalao in such a manner that,
— 305 —
passing through Araxa, or its vicinity, it should form a
junction with the Mogyana Railway.
Besides the conoessioa of fiscal lauds to the Compauy in
the neighborhood of the line and other favors, the above
mentioned decree granted a guarantee of 6 "/o per annum
for 30 years on a maximum price of $ 16380 per kilometer
of line equipped and ready for handing over to public
service.
The Western Minas Company's lines and its extensions
were declared of pnblic interest, the Federal Government
assuming the responsibilities entered into by the Minas
G-eraes Government.
Important railways which have not yet passed through
THEIR critical PERIOD. Having detailed the Brazilian Railways,
which are already in a prosperous condition, let us now
consider those important lines which do not as yet give a
return in proportion to the capita! invested. This part of
our task would be very painful, had we not the most
imbouuded faith in the future of these Companies, whose
destiny it is to carry the innumerable products of a soi^
which has been extraordinarily favored by nature. They
must all pass through their first period, a difficult one for
nearly all the railway lines of the new world, which are
not going to supply the necessities of an already developed
life, but which are going to create it, fulfilling the
mission of civilization emtrusted to them as agents of
progress in modern life.
"We will begin with the State lines, concluding 'with those
belonging to private Companies, but will only, in both
cases, treat of the more important.
Batbrite Ratlwav. This Railway is in the State of
Ceara; it was constructed by a private Company, but was
— 306 —
redeemed by the National Government, under whose auspices
the Hne has had a relatively important development.
A sentiment of humanity gave rise to the acquisition
of this line by the State : in 1878 the old Province of Ceara
passed through a terrible period, this beautiful district
being harassed with a frightful drought; the populace were
abandonning it or were uniting together around the capital
where the aid sent by Government, with a care that did
them honor, could the sooner arrive; the productions of
the province had become exhausted and tillage was
impossible for want of water. In this state of things,
the Government endeavored to maintain in the starving
population the habit and feeling of work, inducing them
to look on the aid so prodigally given, not as alms, but
as compensation for lost labor.
The Baturite line had not then more than 40 1/2
kilometers open to traffic and was in very precarious
circumstances. The Government redeemed the concession
and ordered that the line be extended for its own account.
The works were actively pushed on, and in them a great
part of the population found a means of subsisteace. In
1881 the main line from Tortaleza to Baturite and the
branches from Alfandega and Maracamahu to Maraugiiape
were 109 kilometers 482 meters long; from that date to
December 31^* 1890 only 45 kilometers 440 meters were
built, but, the works being accellerated. the line had on
January l^t 1892 197 kilometers 631 meters open to public
service, divided has follows :
Main line— Fortaleza— Baturite— Quixada 157 km. 489m. 60
Marauguape Branch 7 " 141m. 40
Alfandega 2 " 900m.
The liae from Quixada to Quixeramobim is being
— 307 —
constructed, and crosses the granite ridges surrounding the
first named city, which is situated on the bank of the
river Satia, an affluent of the Banahuihii; it passes between
the Urucu and Negra ranges and follows a great plain
between the Sipo and Cachoeira ranges towards the city
of Quixeramobim, situated on the bank of the river of the
same name.
The financial results of this line for the five years from
1887 to 1891 were has follows:
YEARS.
HECEIPTS.
EXPENSES.
PHOFIT OR LOSS.
1887
1888
1889
1890
1891
$
176.467
$ 160.479
$ 15.988
The receipts from this line barely cover the w^orking
expenses; it is true that the State, on undertaking its
construction, did not do so vt'ith views of immediate profit,
but with the charitable idea of aiding a people who
were harassed by the horrors of an unprecedented drought,
but in the future this will be fully repaid, and the State
will be fully reimbursed for the sacrifices it has made
in this district.
The line is of one meter gauge, with gradients of up
to 1.8 "/o, curves of 120 meters radius, and rails weighing
22 1/2 kilogrammes per lineal meter.
CoMociM, SoBEAL AND YpiJ Eailway. This Railway was
constructed by the National Government in the State of
Ceara under the difficult conditions already spoken of as
existing in the case of the Baturite Railway. Its construction
— 308 —
has beea effected in two large sections, one from the port
of Comociin to the city of Sobral and the second from
Sobral to Ypii. The works were commenced on tlie
14*'^ September 1878, and on December SI"' 1882. the
line as for as Sobral was inaugurated.
The principal works entailed in this section by the
preparation of the road-bed were as follows:
Amount of earth moved 615.158 cub. met:
" " loose stone 64.915 " "
" " rock moved 28.565 " "
Various brickwork 15.718 " "
Stonework 695 « "
The line from Comocion to Sobral is 128 kilometers 920
meters long, divided as follows :
Comccim to Granja 24 km. 425 m.
Granja " Angico 19 " 355 "
Angico " Pilombeiras 35 " 353 "
Pitombeiras " Massape 27 " 187 "
Massape " Sobral ...... 22 " 600 "
128 km. 920 m.
The cost of the line was $1,914,705 or $ 14.842 per
kilometer.
The engineering features of this section are the following:
Gauge 1 m.OO
Maximum gradient 0 . 018 m. p. met:
Minimum curve radius ' 181 m. 030
— 300 —
Perceatage of straight line . ^ . . 56.347 "/«
" " curves 43.653 "
" " level line 29.852 "
" " line on slopes .... 39.976 "
" " " " counter slopes . 32.172 "
"Width of the road bed in cuttings ... 4 meters.
" " " " " on banks ... 3 met: 600.
liails ("weight per lineal meter) . . . 22 kil. 500 grms.
Sleepers . Im.80x0m.l8x0m.l3
Bridges of from 10m. to llOm 10
Small bridges, 2 to 6 meters 64
Closed culverts of less than 2 met: 125
Open « « « « 2 " 56
The number of buildings, including stations, stores, offices,
and dwelling houses is 68.
The rolling stock is composed of:
Engines 5
1.^* class passenger coaches 2
1.^* and 2.""^ clasE passenger coaches (bogie) ... 2
2_nd II U U ... 7
Luggage vans 2
Boxcars 16
" (bogie) 2
Cattle trucks 4
"Wagons with tarpaulin covering and open (bogie). . 13
The line is worked at a loss, the receipts in the years
1881 to 1891 inclusive being $ 394.686 and ejcpeases
$ 714.938, so that for the eleven years a loss of $ 320.352
is shown for the section from Comocim to Sobral.
— 310 —
The works for the extension of the line from Sobral to
Ypii were eommenced on the 24*'' January 1889, the length
of line between these two points being 87 kilometers 640
meters, with the following teehnical features:
Maximum gradient Om.018 p. met:
Minimum curve radius 181m.03
" straight stretch 50.75 met:
" level 200.00 "
Length of level line 46 . 81 "/o
'' curved 82.24 o/o
u
The works of art projected consist of 12 bridges, 10 of
less than ten meters, and 202 culverts.
The estimated movement of earth is the following:
70 "/o in earth 459.697 cub. met.
20 " " loose stone 131.342 " «
10 " " rock 65.671 " "
Total. . . . 656.710 cub. met.
The cost of the 87 kilometers 640 meters comprising the
extension has been estimated at $ 1.345.835 equal to
$ 15.293 per kilometer.
On the 1^* January 1892 the road-bed of this second
part of the line was already prepared for laying the rails,
so that at the present time the construction of the line
to Ypii ought to be finished : the length of the whole line
from the port of Comocim to that place will be 46
kilometers 560 meters.
SoUTHEBN Pernambtico Eailwat. This railway also belongs
to the State : it starts from Palmares and forms an extension
— 311 —
to the River San Francisco of the line of 1 m. 60 gauge
belonging to the, Recife and San Francisco Railway Company
Limited.
On the 1st January 1892 the part constructed and open
to public service of this Railway amounted to 146 kilometers
420 meters, the works having been inaugurated on 24*'*
December 1876. Its gauge is one meter, the maximum
gradients are 18 "/oo, the minimum curve radius is 150
meters, and the weight of the rails 25 kilogrammes per
lineal meter.
The surveys of the extension of 500 kilometers to the
River San Francisco have been approved and are ready
for the works to be commenced. The line between San
Francisco and Palmares will be 646 kilometers long and
to the port of Recife 771 kilometers.
The 146 klm. 450 met. already constructed are worked
at a loss. The center of the State of Pernambuco may
be said to be still virgin soil, and as the mission of these
railways is to attract population and foment industry and
commerce, it would not be reasonable to expect profits of
any kind in their early days; loss has of necessity to be
incurred ; seeming loss, however, which the State "will make
up for by the increased income which will be produced
by the handing over to work and civilization of districts
which are bounding with life, and which, up the presenti
have not contributed to the State's general receipts.
Under such conditions as thes'e it is only the Public
Powers who can initiate and carry out works, the realization
of which is really of National interest, or by means of
subventions or guarantees of a minimum rate of interest,
can encourage the investment of private capital in undertakings
of this nature.
In 1891 the gross receipts of this line were $ 125602
and the working expenses $ 315.588.
— 312 —
Pkolongation op the BAHtA Railway. This line belongs
to the State and, forming an extension of the line between
Bahia and Alagonhas, paaetrates into the interior of the
State of Bahia ia the direction of Joazeiro, situated on the
right bank of the River San Francisco. Its gauge is one
meter and its technical features comprise maximum gradients
of 18 "/oo, minimum curve radii of 153 meters, and its
rails weigh 22 1/2 kilogrammes per lineal meter. Its
construction was commenced on the 25* October 1877; on
the 18*'^ November 1880 the first section, 111 kilometers
long, was opened; on the G'** February 1886 there were
227 kilometers 959 meters open to public service, and at
the end of 1888. 321 kilometers 996 meters. The construction
of the remaining 131 kilometers 600 meters to Joazeiro
has beea continued, and ia 1891 was well advanced, so that
it should be now completed and open to traffic. The length
of the line from Bahia should be therefore 453 kilometers
596 meters.
This railv.'ay is also worked at a loss; in 1891 the gi-oss
receipts "were $ 168.507 and the working expenses $ 399.792.
In order to understand the idea governing the construction
of this railway and the preceding one, it is necessary to
know the configuration of the country and the ordinary
means of transport in each district giving communication
between the coast and the interior. Brazil has bean repeatedly
compared to a large ham in shape. This comparison is by
no means inopportune, as will be at once observed on
looking at a map of South America. Its extremity is near
the Equator ; its widest part is in the Provinces of Pernambuco
and Bahia, and from thence it gradually narrows down
to its Southern frontier. In its northern end the great
Rivers Amazon, Tocantino, Paranahyba, Madeira, &
with their numerous branches, afford natural means of
— 313 —
transport between the interior and the coast, so that there
the Railways are only accessories or are only necessary to
the more or less narrow districts between these large
rivers. In the South, the comparative narrowness of the
country also allows of ordinary communication with the
coast and with the River Parana, which is the inland
boundary of the country. Further -more these States, as also
that of Minas Geraes, which is in that district, have more
quickly attracted private enterprice in the shape of Railways,
having developed more rapidly than the Northera States.
With the exception of the districts bordering on the
coast, the wide part of the ham has, on account of its
width, been more abandonned: it has, however, been necessary
to place these districts, situated so far from civilization
and its attendant benefits, in direct and rapid communication
with the Atlantic, and to attain this object it has been
necessary to construct great railways, not in the character
of industrial undertakings, because much time must elapse
before they can become such, but as a true instnimentum
regni, and it is only the State that can carry this into
effect.
From this sprang the idea of the two prolongations from
Bahia and Pernambuco to the River San Francisco : this
district is a new world which these two lines will open to
progress and civilization; and the country will feel the
advantage before the capital employed iti their construction
returns any profit. Such as these are the only lines
which, in this age of private entarpris3, can be admitted
as State lines.
Porto Ai.egrb and Uruguayana Railway. This is the
most southeraly of all the lines belonging to the Nation.
It is situated in the State of Rio Grrande del Sua, at the
- 314 -
extreme Soutli of Brazil, and adjoins the Plate and
Paraguayan E,9publics. Surrounded by foreign counuries,
the Brazilian Government is carrying out the construction
of this line in obedience to the strategic plan of communication
laid down for this State.
This consideration, as well as the iinancial side of the
question, has induced it to give preferential attention to
I'ailway communication in this" district, by constructing
lines for its own account, or by granting concessions to
Companies.
The line with which we are now dealing starts from
Tacuary, from which point there is water communication
with Porto Alagre, and crossing the State from one end
to the other, a distance of 631 kilometers 785 meters,
will terminate in the frontier city of Uruguayana. Its
construction was commenced on the 23'''i December 1877,
and on the I''* of January 1892 there were open to public
service 377 kilometers, or as for as Cacequy, and the
remaining 254 kilometers 785 meters of the line to Uruguayana
were in construction, as well as 205 kilometers 843 meters
of the branch from Cacequy to Bage.
359 kilms. 629 met. of the road-bed were concluded and
the remaining 101 klms. in preparation.
The expense incurred in the banks and cuttings was
$1,874,921.
Of the 1256 works of art projected, 716 are ready for
final measurement, 166 are being constructed, and 344
are ready to be commenced. The total value of these works
was $1,124,574.
Through the ports of Rio Grande, Porto Alegre, Margen
del Tacuary, and Paysandu in the Uruguayan Republic
12.028 metric tons of material for the permanent way and
iron bridges, engines and telegraph material were received ;
the cost of transporting all these was $129,838.
- 315 ~
The part of this railway opened to public service is worked
at a loss, its gross receipts in 1891 being $ 469.960 and
working expenses $633,671.
The line is of 1 meter gauge with curves of up to 120
meters radius and gradients of 18 "/oo : the rails weigh 20 1/2
kilogrammes per lineal meter.
In the year 1890 a branch of this line from Laycan to
Santa Ana do Libramento was suveryed; the shortest route
resulting from the various trials made v/as 138 kilometers
842 meters long.
BahIa Central Railway. This line, situated in the State
of Minas Geraes, was granted by decree dated January 14"'
1866; in January of the following year the Paraguassii
Steam Train-Road Company Limited was formed in London
to carry out the construction of the line, to which the
Province of Bahia contributed by subscribing , a part of
the capital; but the Company was short-lived, as two years
later it went into liquidation on, and on the 26*'^ September
1872 the line passed into other hands. The new company
receives a guarantee of 7 "/o which 'was granted it by the
State under a decree dated 28* 'i October 1874. The line is
of one meter gauge, with curves of up to 120 meters radius,
and gradients of up to 33 "/oo, and the rails weigh 20
kilogrammes per lineal meter. The difficulties undergone
by the first Company, and those which hindered the formation
of the second, as also the long preUminaries gone through
in modifying, improving and defining the terms of the
concession, did not allow of the necessary impulse being
given to the works from the beginning, so that not until
the 7"i April 1875 could there be handed over to public
service a length of 43 kilometers, which did not even
constitute a section of the main line, but was only a branch
The works of the main line were commenced on May 17"' .
— 316 —
1879, tlie first 84 kilometers of tke same being . handed
over to traffic oa the 23rd. December 1831; on 15th. Oc-
tober 1883 a second section of 96 kilometers was opened;
and on January 1j th. 1885 a third section of 63 kilometers-
In 1887 the Company were working 299 kilometers includ-
ing the branch of which we have already spoken, and in
1890 the length of line, completely finished and handed
pver to traffic, was 315 kilometers.
The main line starts from the city of San Felix, runs
throngh the Chapada Diamantina, and penetrates into the
heart of the State of Bahia. The branch goes from the city
of Cachoeira to that of Feira de Sant'Anna, all in the
same State.
This Railway which, as we have just seen is of recent
date, cannot for the present give large profits but this is
only a question of tinne.
The gross receipts from 1888 to 1890 inclusive were
$ 957.526 and the working expenses in the same period
were $ 9i0.613.
Bahia-Minas Eailway. — This Railway, starting from the
port of Caravellas, in the State of Bahia, crosses the latter
as for as the Aimores mountain range and enters into the
State of Minas Geraes: iis terminating point will be the
city of Teofilo Ottoni, also called Philadelphia.
The construction of the line has its origin in the laws
of the. Legislations of Minas Geraes and Bahia, dated
respectively 25.*h October 1878 aud 28.*'! August 1879; each
of these States granted a subvention of $ 4.914 per kilo-
meter of line constructed in its territory, but that granted
by the first-named was replaced in .1888 by a 7 "/o
guarantee.
The line is of one meter gauge with minimum curves of
— 317 —
107 meters radius, maximum gradieats of 2 ^l-i »/o, and
rails of 18 kilogrammes per lineal meter. On the 1.^' of
January 1888 there were 142 kilometers being worked and
251 in construction. The part open to traffic is the least
paying part, and it will only be when the section now
being built in the Province of Minas Geraes is handed
over, that the Company will see realized the brilliant future
that is reserved the it.
In 1887 the gross receipts were $ 118.644 and the
■working expenses were $76,154; giving a profit of $ 42.490
or 1 ^2 "/" on the cost of the part opened to traffic.
MiNAs AND Rio Railway. — This concession was granted
by the Province of Minas G-eraes on the 22'"*. February
1875, with a guarantee of 4 o/o, to which was added 3 "/o
granted by the National Government, who later on took
on themselves that granted by the Minas Geraes Legisla-
ture.
The line is of one meter gauge, has miaimum curves
of 80 meters radius, gradients of up to 3 »/o, and rails of
20 and 25 kilogrammes per lineal meter. It communicates
with the Central Brazilian Railway at Cruzeiro station, in
the State of San Paulo, through whose territory it runs
for 45 kilometers, and penetrates into the State of Minas
Geraes, into a district of great future on account of the
fertility of the soil. The construction of the first section
was very difficult, being situated ■ in the mourtain range,
and it was necessary to carry out very costly and arduous
works, the principal of which are: a tunnel at kil: 13, 22
meters long, another 27 Y2 meters long at kil: 20, a third
19 meters long at kil: 21, and shortly after, the most
important work of the whole liae, viz : a tunnel 996 meters
long, 909 meters of which are cut through the solid rock
— 318 -
and the remaining '8? are lined with brickwork; in this
first section, there is' also, at kil: 30, an iron viaduct 28
meters long.
Aftar ascending the mountain raage, the line runs through
comparatively easy valleys, and the further it goes, the
more the cost per kilometer, which in the first section
was very high, diminishes.
The works commenced on April 21^* 1881, and on the
14**^ July 1884 the whole line, 170 kilometers long, was
finally handed over to traffic. Its prolongation is now
talked of as well as several branches.
The concession granted to the Miuas and Rio Railway
Company for the construction, use, aud enjoyment of the
proloagation of its luie to the navigable point of the Rio
Verde, as also of a branch to the city of Campanha, having
been declared lapsed by decree dated May 23^^ 1890,
tenders were called for the construction of these lines,
contracts for which were, by decree of October ll"i of
the same year, entered into with the Muzambinho Railway
Company.
The final plans of the branch to Campanha, 58 kil. 600
met. long, were approved by decree dated July 13th. 1891.
The capital employed in the construction of the 170 ki-
lometers, including rolling stock, was $ 8.460.412, on which
there is a guarantee of 7 "/o; the average cost per kilome-
ter is, therefore, $ 49.767.
An examination of the returns for the period 1887 to
1891 shows a constant increase in the gross receipts,
although the profits have not increased in like proportion
as will be seen by the following table:
— 319 ~
YEAES .
1887
1888
1889
1890
1891
LENGET OPEN
TO SEEVIOE.
klms. 170
u u
u u
u u
REGEIPTO.
398.137
393.835
440.146
503.777
596.613
EXPENSES.
272.186
280.037
285.820
398.405
448.975
PEOPITS.
125.951
113.798
154.326
105.372
447.638
SoEOCABANA RAILWAY. — The coiistruction of this line was
authorized by law of the Legislature of San Paulo dated
24th. March 1870, and, by a contract celebrated with the
same State on 18th. June 1871, it was granted a guarantee
of 7 "/o per annum. The section which enjoys this favor
is 128 kilometers long and runs from the city of San Paulo
to Villeta: the sections from Villeta to Boituva 34 kilometers
long, from Boituva to Tiete, 24 kilometers, and the branches
from Boituva to Tatuhy and from Cerquilho to Botucatii, 46
and 110 kilometers in length respectively, have no guarantee.
The extent of line open to traffic is 342 kilometers.
By a decree dated November 24th. 1888 the Sorocabana
Railway obtained, besides other favors, a guarantee of 6 "fo
for thirty years on the capital to be employed in the ex-
tension of its lines up to a maximun price of $ 16380 per
kilometer. The extensions should be from Botucatu to a
convenient point on tha right bank of the River Parana-
panema, below the confluence of the Tibagy, and from
Tatuhy, in the State of San Paulo to a convenient point
on the border of the State of Parana, passing through
the cities of Itapetininga and Faxina: the point chosen on
the borders of the two States was Itarare.
The final plans of these extensions were approved by
— 320 —
decrees dated S'^'i December 1889 and 18'i' October 1890,
and the term for finishing the v/orks w.is prolonged
from 3 to 5 years, after the plans were approved, by
decree of 9«i October 1890.
The extensions, which are being constracted, are:
From Botucatu to Tibagy 470 km. 700 m.
" Tatuhy to Itarare 306 " "
Total 776 km. 700 m.
The construction of the first named extension was
commencad on the 4'^'^ June 1891 and of that to Iterare
on March 31^' of the sanne year.
Besides this concession, the Sorocabana Eaiiway were
granted another for a line from S. Jaoa to Santos, with
all usual favors, except guarantee. This line is being sur-
veyed and should be abont 200 kilometers long.
When this line has completed its system, it wil be 1.316
kilometers long, and, on account of the important districts
through whinch it pass, and its junctions with the
railway systems of the States- of San Paulo, Rio de Janeiro
and Miuas Geraes, and with the lines projected in the State
of Parana, it will be one of the most important railways
in Brazil.
"With respect to the trafno moved by the line, it has only
been possible to obtain data up to 1887. la that year
with 222 kilometers open to service, 56437 passengers
and 28771 tons of goods were carried, the gross receipts
being $ 417.864 and working expenses $ 272.565, giving a
a profit of about 3 "/„.
PabanI Railway— This concession belongs to a Com-
pany organized in France under the name of "Compagnie
— 321 —
G-anerale do3 Chsmins de Ftjrs Bresiliens. This somewhat
pompous title is lia.ble to produce errors, as the Brazilian
Railways geaerally are not treated of, but, to speak more
modestly, one railway iu Brazil. The concession was
granted by the Province of Parana on November 20"' 1872
and bears a State guarantee of 7 "/„.
The construction of the line vas commenced on June
5th 1880 and on the 17th November 1883 tb3 first section
of 41 kilometers was handed over to traffic. In 1887, the
whole line of 110 kilometers was in working. It is divided
into three sections, each one of which is different from
the others on account of its technical features.
The first section is 40 kilometers 930 meters long; the
maximum gradients are 0 m. 0.10 per meter, and th'^ir total
length is; on the rise, 2 kilometers 637 meters, and on
the fall, 2 kilometers, 888 meters; there are, in this section,
17 kilometers 452 meters on gradients and 43 kilometers
478 meters on the level. The length of maximum gradients
are: on the rise 760 meters, and on the fail, 700 meters.
The minimum curve radius is 200 meters. The total
length on the curve is 7 km. 174 met ; ia curves of minimum
radius, 1km. 560 m., and on the straight 31 kilometers
756 meters. The gradient part of the line is 42.6 "/o of
its length ; and the part in curves 22.4 "/o.
In this first section there are four stations: Paz'anagua,
the starting point, 5.60 m. above sea level; Puerto Don
Pedro II, at kilometer 2, 4.20 m. above sea level;
Alexandra, at kilometer 16, 10.60 m. above sea level;
Marrotes, at kilometer 40.800, 9.50 m. above sea level.
Of the second section, 45 kilometers 458 meters long,
the initial point is 9.50 met. and the terminal 898.13 met.
above sea level, the highest point, at kilometer 80, being
954,63 met. above sea level. The maximum gradients are:
— 322 —
on the rise 0 m. 0.30 per meter and Om. 0.17 on the fall.
The total length of maximum gradient is 23 klm. 431 met.
on the rise and 2 klm. 0.95 met. on the fall. This section
has 41 klm. 255 met. of gradient and 4 klm, 204 met. of
level line, the former being 90 »/" of the whole section. The
minimum curve radius is 100 meters. The length of the
curves is 23 klm. 382 or 51.5 "/o of the whole section. There
is only one station, Port de Cima, at kil 50.600, 232.60
met. above sea level. The works of art are :
Tunnels 16
Bridges and viaducts. ... 41
Culverts 30
Drainage pipes 165
Sustaining walls 96
The 15 tunnels, which have been almost all perforated
through solid rock, measure together 1710 meters long.
In this part of the line the greatest difficulties have been
encountered, the banks and cuttings exceeded 50 cubic
meters per lineal meter, of which about a third part was
in stone; 96 sustaining walls were built of about 3 kilo-
meters in length altogether, and with about 19 cubic
meters to the lineal meter.
"The works" (according to the President of the old
province of Parana) "are most important and it will be
" difficult to find more remarkable in Brazil; sustaining
" walls are followed by tunnels and the latter by viaducts.
" The passage between the San Juan and Ipiranga valleys
" is magnificent, and it is a pity that such a beautiful
" district is not adapted to agriculture. The railway line
" is always rising, leaving house after house behind in the
" depth of the valleys but only in the place called
" Ipiranga, where a station has been built, is there a small
" nucleus of population. "
— 323 —
Li the third section, which is 24 kilometers long, the
maximum gradient is 0 m. 0.17 per meter, of which there
are 1 Mm. 869 met. on the rise and 440 met. on the
fall. There are 13 klm. 362 met. in sundry gradients and
10 klm. 632 met. on the level, the former being 55. 6 o/"
of the length of the section. The minimum curve radius
is 150 meters, of which there are 267 meters: the length
of curved line is 7 klm. 874 met. or 32. 8 o/o of the
section. The highest point, Cajurii, at kil. 106.500, is
624.90 met. above sea level. In this section there are two
stations: Piraguara, at 'kij. 87, 896.43 met, above sea
level, and Curytiba, at kil. 110.500, 895.46 met. above sea
level. There are also the following work of art:
'Bridges and viaducts .... 9
Culverts 8
Drainage pipes 8
The products of the district served by this section are
yerba mate, timber and grain, the ground being suitable
for the cultivation of wheat.
The gauge adopted in this line is one meter, and as
we have above indicated, the maximum gradients are'
Om.0.30, and the minimum curve radius is 85 meter.
The construction of the line between Paranagua and Cury-
tipa, has cost more than that of any of the lines built in
Brazil, the cost per kilometer, including rolling stock, being
about $ 91.000.
At the present tinie the extension of the line across the'
high plateaux of the State of Parana is being carried . This
extension will be of the greatest importance, both for the
Company and the State, which guarantees a minimum rate
of interest, as also for the districts traversed, 'vshich are
now destitute of cheap and rapid means of transport and
cannot therefore make use of their riches.
— 324 —
On the 1.^' of January 1892 the general condition of the
line was as follows :
LENGTH OPEN TO TRAFFIC.
Paranagua to Curytiba. . . kil. 111.000
Curytiba to Lapa . , , . " 120.000
Mm. 231.000
IN CONSTRUCTION.
Morrotes to An'uonina . . . kil. 17.000
Lapa to the Eio Negro . . « 60.000
Bifurcacion to Puerto Amazoaas " 61.240
" 138.240
SURVEYED.
Eestunga Seca to Punta Grossa " 72.220
Total. . . klm. 441.460
The amount of capital invested in the construction of
the line from Paranagua to Curytiba including rolling
stock, is estimated at somewhat more than $ 10.000.000,
but the capital on wliich the guarantee of 7 "/o is paid,
only amounts to $ 6.274.654. The extensions towards
Antonina, Eio Negro, Puerto Amazonas and Punta Grossa
have a gaarantee of 6 "/« on the capital that may be invested
in them, up to a maximum of $ 16.380, which was granted
by the decrees of January 5th 1889 and 18fh October 1890.
The final plans of the branch to Antonina and of the
extensions to Eio Negro and Puerto Amazonas were
approved by decrees dated 21*' September and 6th
November 1889.
The works of the Antonina branch were commenced in
June 1891, but due to modifications it was necet-'sary to
make in the route, and the considerable works executed to
— 325 —
protect the llae from the waters, it was still beiag constructed
at the end of 1891 ; but the branch should be ready for
traffic in April 189i^. In this branch the average cost per
kilometer was $ 20.010 ; in the extension from Cury tiba to
the point of bifurcation with the line to Lapa and Rio Negro,
71 klm. 760 met. long, the average cost was $21,992;
from the point of bifurcation to the city of Lapa, 50
kilometers, the cost was $ 16.926. These two last lines
were opened to traffic on 18th November 1891, and one
of the principal products which they carry is yerba mate
in the rough, the quantity exported being, sufficient to give
the line a considerable income.
The financial conditioji during the five years from 1887
to 1891 of the line from Paranagua to Curytiba has
improved year by year. The following statement will give
the movement during that period.
YKAKS.
LKNGTH OPKN
TO THAFFIC.
HECEIPTS.
EXPENSES.
PKOFITS .
1887
KlniK.
111.000
$ 368.790
$ 301.670
$ 67.120
1888
111.000
410.062
283.723
126.339
1889
111.000
421.206
292.143
129.063
1890
111.000
471.373
319 639
151.734
1891
111.000
535.817
291.351
244.466
As will be seen the profits have gradually increased,
and it is to be hoped they will do so still more when the
new extensions are opened to- traffic.
Eio GrRANDE AND Bage Railway. The coucession for this
railway 'vas granted by the province of Rio Grande del
Sud on the 11th of August 1871 and a Company, called
the Imperial Railway Company of Rio Grande del Sud,
was formed in France to construct it with a capital of
— 326 —
$7,382,712 wMch, by decree dated October 26th 1878
"was granted a guarantee of 7 »/o for 30 years in
accordaaoe with the terms of the law of September 10th
1873.
Later on, by government resolution of 17th February
1882, the French Company was authorized to transfer its
concession to the Eaglish, who have more confidence than
the French in foreign undertakings and know better how
to sow ia new countries in order to reap later on. The new
Company which was called the "Southern Brazilian Rio
Grande do Sul Railway Company, Limited, has carried out
the construction of the line from Rio Grande to Bage.
The line is of one meter gauge, with minimum curves
of 120 meters radius, and maximum gradients of 3 "/o. Its
construction was commenced on the 27th November 1881,
and on the 2nd of December 1885, the whole line of 263
kilometers was opened to traffic. It is, therefore, a liae of
very recent construction, and in new couatries, the prosperity
of railways is not apparent at first; it is therefore passing
through the period of difficulty which railways in these
couniaries generally have to bear.
The following statement shows the financial movement
of the line in the five years from 1887 to 1891 :
LENGTH OPEN
TO TRAFFIC.
EXPENSES.
PROFITS .
1887
283
1888
283
1889
283
1890
283
1891
-283
$
349.15^3
292.334
303.418
338.602
373.426
324.335
326.726
371.842
330.568
390.117
+ $24,288
— 34.392
— 68.024
— 966
— 16.691
The State has set on foot the extension of this line from
Bage to Cacequy, a distance of 205 kilometers 843 meters,
— 327 —
wliioli 'would form a junctioa at the latter place with the
line from Port Alegre to Uruguay ana.
This extension will provide the line with greater elements
of life, which will uadoubledly tend to shorten the period
during which it must avail itself of the whole of the
guarantee granted by the State.
LEGAL EEGIME
In Brazil as in the Argentine Eepublic the railway
concessions have been granted by the National Government
or the Governments of the various Provinces, today called
confederate states.
The National Government has granted the concessions of
of those lines:
(a) That would establish communication between two or
more of the old Provinces ;
{!)) That would connect the Federal Capital with one or
more of the Confederate States ;
(c) That would establish communication between any part
of the national territory with one or more of the border
States ;
{d) That by their general importance in the administrative
service do not even pass the borders of one Confederate
State,
(e) That were to be constructed by the Nation itself.
(/) That were an extension ot any National line or of
any line conceded by the Nation.
On the other hand the old Provinces (or actual Confederate
States) have granted the conoession of those lines:
(a) That were exclusively of local interest, viz: those
that did not run beyond the limits of the State, and
— 328 —
did not eacroach tipoti the district already allotted by
any national concession, or belonging to a National line;
(b) Tliat were branches of any lines authorized by the
National Government or of National ■ property, such
branches not to cross the frontiers of the concessionary
Confederate State;
(c) That were to be constructed for and worked by the
Confederate State exclusively withim its own territory.
In granting the concessions of these liaes there has been
no determined plan of legislation, each concession having
been made according to the reigning conditions, although
generally those of the National coacessioas have been more
or less adopted.
The concessions granted by the National Government
are divided into four classes which although more or less
similar on the whole, nevertheless widely differ in their
details as to term of privilege, property, concessions, and
method of fixing capital outlay when there is a guaranteed
interest.
These four classes do not form a general group from
which the Government makes a choice when granting a
concession but they rather represent the successive alterations
made in the base of same as induced by experience and by
the personal ideas of the governors at different times; it
thus results that each concession has been given according
to the ideas ruling at the date when made.
To those who would wish to make out a certain confusion
in this diversity of plans we would remind them that as
railway concessions generally represent monopolies and
favours, the Government fulfil a moral obligacion in
modifying from time to time when necessary such regulations
with a view to eliminating wherever possible such monopolies
and favours as experience may prove advisable.
— 329 —
"When even in Europe and North America in the matter
of railway concessions the nations are still in the dark it
is not to l)e wondered at that in new countries like the
Argentine Republic and Brasil, where, as is natural, the
fever of advancement is of a more acute type and where
hopes are more ardent, almost all the different systems of
concession should have been tried.
These four classes of which we have spoken are:
(1) Perpetual concession; guaranteed interest for ninety
years on a capital at first estimated at the maximum, but
to be afterwards definitely determined upon the bona
fide proofs of the cost of construction up to the
maximum cost allowed; privilege of a sixty kilometer
district (30 kilometers on each side of the line) for the
same term as the guarantee; exemption from import
duties on all material introduced for the construction
of the line, the workshops, and for their maintenance;
exemption from similar duties on the coal required
for the use of the road during the first thirty years
of v/orking, and other favours of which we will
treat further on. Absolute right of redemption after
thirty years of being opened to traffic. Such are the
stipulations of the law of June 26th 1855.
(2. ) Perpetual or temporary conces-^ion, in the latter case
not to exceed ninety years, and to revert to the
Nation at its termination ; Gruarantee on a capital fixed
as set forth in the preceding concession ; privilege of
a sixty kilometer district ( 30 kil each side of the
lire) for the period of the guaranteed term or at the
outside ninety years; similar favours to those set
forth in the previous concession; absolute freedom
from expropriation after fifteen years open to traffic.
This was established by the law of February 18th 1874.
— 330 —
(3.) Perpetual or temporary concession, in the latter case
reverting to the Nation on the expiry of the same;
guarantee of interest for a maximum period of thirty
years; the capital guaranteed to be calculated on the
estimated cost after survey, this to be unalterable
however much the line should afterwards cost under
the conditions originally projected and approved,
nevertheless such capital may be increased by the
amount of any modifications demanded by the Nation,
or if the Company should propose any modifications
that would result in an economy on the accepted
plan, provided same were made with the approval of
the Government, the half of the amount of same would
be deducted from the capital, otherwise the whole
amount would be thus treated: privilege of a forty
kilometer district ('20 kil on sach side of the line)
during the term of the temporary concession or
otherwise at the outside for ninety years ; exemption
from import duties on the material destined for the
construction and equipment of the line ; similar
exemption on the coal required for the use of the
line during the first twenty years open to traffic;
other favours in common with the preceding concessions;
absolute freedom from expropriation for thirty years
after the completion of the construction of the line.
Such is the law of August lOfch 1878.
(4.) Temporary concession for a maximum term of ninety
years; reversion of the line to the Nation at the
expiration of the concessionary period ; a eapital
guarantee for a maximum term of 30 years; privilege
of a twenty kilometer district (half on either side of
the line) during the term of the concession; other
— 331 -
favours as in the third concession; freedom from
expropriation for a term to be specified in each
concession; absokite right of expropriation on the
plea of public utility.
The concessions without guaranteed interest have the
same clauses as those with guarantee, with the exception
of this particular, as also ia the other favours which are
only granted v^hen expressly mentioned in a concession.
We have only recited here the principal points of the
different types of concessions, reserving for later on the
study of the details of same.
From the comparison of the four types mentioned it will
be seen :
1. That the duration of the time fixed in the concessions
is: perpetual under all those granted under the stipulations of
the law of 1862 ; perpetual or temporary as granted to
those under the' law of 1874 ; and still the same under the
law of 1878; finally by the law of 1880 exclusively
temporary.
At first the want of experience was paid for; later on
the new concessions veere made on more reasonable
conditions; and finally in 1880 these were definitely settled,
since which time no perpetual concessions _ have been
granted, it having been made an invariable condition of all
the concessions that they were only for certain periods,
and whatever may be the regulation of railway concessions
in the future they will doubtless always be so granted
with reversion to the Nation.
2. The capital guaranteed was fixed in the first concessions
by a maximum without the benefit of a subsequent
adjustment on the production of bona fide proofs of the
expenditure made. Afterwards the capital- was fixed
— 332 —
beforehand but in turn this was changed, and it was
determined definitely to fix this after construction but
"without any limit as to maximum.
On this point there is a greater variance of ideas than
at the time of the concession, each system in Government
circles has its supporters and the question is at present far
from Ijeing resolved.
It is true that theoretically the doctrine of the law of 1880
is the most reasonable, but is it the most convenient politically?
Here we have only to review the various systems, but
if we were allowed tn express our private opinion we should
say that the capital fixed beforehand under the wise
conditionsof the law of August 10th 1878, or the third
system, is the most prudent in the interest of the Nation
as guarantor.
3. The privilege of a reserved district has been rednced
from 66 to 60, to 4.0, and then to 20 kilometers. This
reduction was an absolute necessity for the opening up
of the country by railways and to ensure to each district
the most convenient and natural outlet.
Further on we will explain what is understood by "privilege
of a zone", but as the term is self explanatory in representing
a monopoly, it will be easy to comprehend the importance
of the reduction in the width of the district thus conceded
to each railway.
4. The term fixed for the guaranteed interest service also
suffered no less changes, being reduced from ninety years
under the first concessions to thirty as a maximum under
the law ef August 10th 1878, which law also considerably
reduced the responsibility of the Nation undea the concessios
subsequently granted.
6. The right of expropriation has always been maintainecl'
"We will later on explain how this is exercised but to
— 333 —
balance this privilege the law of 1880 mentions for the
first time the right of expropriation on the plea of pnblio
utility, although the same right has always been tacitly
understood.
"■In all the concessiors the Nation reserved the' right
to examine and approve the plans, projects and estimates,
to demand modification* in same, to determine the nature
and capacity of the material, to regulate in accord with
the companies the tarijBfs for transport, to superintend the
execution and maintenance of the works and stock, to
intervene in the "working, establishing regulations for
its protection, security and government, to fix periods
in which the plans should be presented, the construction
of the works begun or their completion terminated, and for
the line to be opened to traffic, indeed generally for the
control of the Companies that enjoy the State guarantee.
The privileges granted as a general rule by all the
concessions besides the guarantee of interest are.
1.^' Exemption from all import duties on all the materials
and tools necessary for the construction and original
equipment oi the line and its workshops.
2.nd The same exemption for the fuel required for the
working of the line and its shops during a fixed period.
3."^* The benefits of a special law of expropriation for the
land required for the railway line, works, stations and other
dependencies.
4 "til The gratuitous concession for similar purposes of lands
of national property.
5.*'' The use for the works of the railway of the wood
and bther materials found on the national lands or commons
6."^ The right to use free of charge the pubhc roads for
the passage of the line.
7."' The cession at a nominal price of the .lands bordering
the line for the purpose of establishing colonies thereon.
— 334 —
8.*'' The preference in equal conditions for the extension of
the line or making of branches.
9.*'^ The preference in the working of any mines or water
ways existing in the district reserved to the railway.
10.*'' The recognition as colonists with the grant of the
corresponding privileges of all the foreign employees on
the line, and also the exemption from mihtary service of
all the native employees.
11. "• The right to establish abroad the directorate of the
Companies, but with a resident representative in Brasil
with full powers and personality to respond to the courts
of the country for any question referring to Brasil, its
subjects or residents with respect to acts having place in
Brasil.
12*'i Payment of the guarantees granted to Companies
formed abroad in gold or its equivalent.
IS.*"! The right of arbitration for the adjustment of any
questions referring to the interpretation of contracts?
privileges, or the obligations of the contracting parties.
14.*'i Exemption from general taxes in common with other
companies under the law of 1888; also similar exemption
from local and provincial taxes.
15.*^ Payment of the guaranteed interest by half yearly
arrangements on the guaranteed capital by delivery to the
Company's banker, who will only pay same in proportion
to the requirements of the v\?orks, carrying to the credit
of the appropriations in the guarantee accounts the paymfents
made by the banker for interest.
On the other hand besides the right of approving the
plans estimates and tariffs, and of exercising the control
and superintendence etc, besides the other stipulations of
of the concessions, the Nation also reserves the right with
those Companies enjoying a guaranteed interest, to receive
the hS'lf of the net profits when these are from eight to
-. 335 —
twelve per cent, and to reduce the tariffs when they
exceed 12 "/o.
To complete this review before giving the dispositions
in detail of the four laws establishing the four classes of
concessions we will mention the various decrees :
1. Of October 27th 1855 regulating the p]-ocess of the
expropriation of the lands required for the construction of
the line and ■ its dependent instalations, it establishing a
summary procedure for the expropriarions which may be
summarised as follows:
The Company in the first place will make a friendly
offer to the proprietors or interested parties which if accepted
avoids any necessity for the interference of the law; if it
should be refused it will then be repeated by judicial
citation and within five days the proprietor will be obliged
to declare his acceptance or otherwise; if accepted the cause
will be summarily disposed of, if refused the proprietor
must at once name two arbitrators, the Company another
two and the Groverment a fifth. These five will meet
under the presidency of the District Judge and will at
once proceed to value the lands, taking as a base the prices
offered and demanded, and the Judge will ratify the
final judgement of the tribunal.
Once the judgement is pronounced, although without the
conformity of the owner, the Company will pay iato court
the amount fixed by the tribunal, and the Judge will by" an
official delivery make over to the Company the rights of
possession of the lands and of prosecuting the works in
same. The lawsuit will take its ordinary routine but will
not cause any delay to the construction of the works.
2. Of April 26th 1857 regulates the construction,
maintenance, working, government and security of the
railways. This regulation, by the date in which it was
— 336 —
made, when in Brasil the ideas upon railway matters
were very indefinite, demonstrates an intelligent and
conscientious study of the European regulations with a
foresight that does honor to the Minister who signed it*
Later on it was completed, improved in- certain cla^^sse
reformed in others but even to day it still forms the basis
of them all ; and when the day comes for a general revision
of all the various dispositions arrived at at sundry times,
to complete or interpret same, this decree will still serve
as the best foundation for future regulations. It was signed
by Dom Luis de Conto-Ferraz.
"We will conclude this review by giving the substance
with comments of the law of June 26th 1852 in order that
the importance of same, from which dates the commencement
of railway enterprise in Brasil, should be better understood-
"When we have conckided this, together with what we have
just said on the different classes of concessions it will
give an idea of the other various laws without the necessity
on our part to lengthem this article with comments on
each of them.
Dispositions oe the Law of June 26"^ 1852. This law
passed by the General Assembly and promulgated by tha
decree N.<^ 641 of June 56th 1852 is the first that established
general bases for railway concessions.
The first article .
(a) Authorizes the Government to grant a concession
for the construction of a railway which shall commence
in the city of Eio de Janeiro and terminate in the most
favourable peints in the provinces of Minas Geraes and
San Paulo.
Under this article the Government by decree and contract
of May 9th 1855 granted the concession to the "Dom Pedro
I Company, after the non fulfilment of other previous
— 337 —
concessions and contracts which were annulled. This first
great company was founded in Eio Janeiro with native
capital by the Viscount of Eio Bonito, Furqueim de
Almeida, Zoa Baptista da Fonseca, Joseph Charles Mayrnich,
Meliton Maximo da Souza and Christian Benedict Ottorni.
On July 10th 1865 the Government by friendly arrangement
took it over and gave it great impulse. This line is to day
the most important of the State and indeed of all the
Brazilian lines. The original line is 725 kilometers long
with a guage of 1.60 meters, the extensions being of 1 meter
guage.
(b) It fixes the extent of the concession to a maximum
limit of 90 years.
In the contract for this line, as also for the others under
this law, the term for the enjoyment of the various privileges
has been fixed at ninety years, the property of the concessions
being granted to the Company in perpetuity.
(c) Grants to the Companies the right of expropriation
on the plea of public utility ; it also cedes the national lands,
or those not allotted to anyone, for the purposes of the line,
works and dependencies.
Later on the law of October 27th 1855 established special
regulations for the expropriation of private lands as we
have mentioned above. In addition to the national or
unoccupied lands, the Companies in the expropriations from
private people were exempt from paying for the value of
the ground granted under the old Colonial system gratis,
as also of those held under the squatting rights (first
occupant). In either of theSe cases the Company only had
to pay to the proprietors the value of the cultivation,
constructions or other manual labour. In making the
arbitration the valuers must not take into consideration
the extra value that the passing of the line would give it.
— 338 - •
(d) Allows the Companies to make use of tlie wood
and other materials found on the national or untenanted
lands through which the line runs.
This privilege "was made in all the contracts made under
this law and it was established that the quarries found
on the lands expropriated under the terms of the previous
article should not increase the indemnization to be paid
unless they were actually being worked.
(e) Grants the Companies exemption from import duties
on materials introduced from abroad for the construction
and equipment of the line, and also on the coal required
for the working and shops during a certain period to be
stypulated in each case.
(f) Grants a monopoly of the district of 33 kilometers
on eithe side of the line for a period of ninety years.
This privilege is granted with the object of ensuring
the original lines from competition by new concessions iu
the district which they opened up. In practice this restriction
on new concessions is not taken as absolute, it refers to
new lines starting from or arriving at the same place as
the primitive one, or which starting from one point of the
district served by the older line terminates in another
point ot the same district or ia its starting or terminating
point.
It does not exclude new lines which, beginning or
terminating in those same points, aid in their development
beyoad the district they serve, on condition that they do
iiot establish in the privileged district other stations than
those of arrival or departure. Neither does it exclude
extensions, convergent junctio as, nor transverse lines which
cross the primary one with different objects. In a word,
the object of the restriction is to ensure to the first line
its natural traffic and not a forced traffic, which might
— 339 —
oe tlie case should there exist another exit for produce
than that which it affords. Considered in any other
light, the privileged zone would be irritating and would
become a serious obstacle to the development of the primitive
line.
>.g).It gives the Grovernment the right to fix the tariffs
up to the maximum according to the means of transport
existing in the district crossed at the time of the
concession.
In the concessions made by virtue of this law, the
merchandise tariffs have been fixed by leagues ( 6.600
metres) and by arrobas (14 kilogrammes 688 grammes)
as follows: .fl5 per ton and per kilometer or $8.20 U.S.
gold for produce for export in general; $ 30 (or $ 16.30
U. S. gold) per ton and per kilometer for impprted goods;
for 1st, 2nd and 3id class passengers respectively 600'
400 and 200 reis per league (6.600 meters) which is
equal to $ 0,329; $ 0,219; and $ 0,109.
The present tariffs are generally lower than the limits
given in 1852, and the Government, whose duty it is to
approve them, always takes care to get them reduced
each time.
(h) Guarantees an interest of five per 3ent on ..the capital
employed, the term of the guar8,ntee and the maximum
capital remaining to be fixed.
In the concessions granted under that law, the guarantee
is increased from five to seven per cent^ because the
provinces help with two per cent, and the State took on
itself the responsibility of the provincial guarantee. The
guaranteed capital is first of all estimated to a maximum
figure, and after the construction of the railway is finished
and the accounts of the bona-fide expenses made up, is
settled.
— 340 —
The guarantee is paid in ' full when the takings 'of the
line do not cov^r the working expenses, on the other hand
the guarantee is limited to making up the seven per cent.
(i) Fixes the maximuni dividends to be paid at eight per
eent, after which the excess profits are divided with the
State as a set-off or the responsibility assumed respecting
the guarantee, and orders the fixihg of a limit for the
dividends on reaching which the tariffs shall be reduced.
We have already show that from eight to twelve per cent
half the excess returns to the State, and that twelve per
per cent has been fixed as the limit on reaching which the
tariffs shall be reduced, so that the profits can never
exceed twelve per cent.
(j) The Company is forbidden to own or employ slaves.
Now that there are no more slaves in Brazil, there is
no necessity for this regulation, but its having been established
in 1852 proves that for a long time back the Public Powers
of Brazil were using, all possible means to restrict the
evils of slavery, a sad legacy of the times of colonists.
(k) Guarantees exenption from niilitary. and national
guard service for those workmen and employe's of the
raihvay who are natives of the country, and facilities and
advantages as colonists for those who are foreigners.
Having already treated of this' guarantee, it is scarcely
remains for us to say that it has been fulfilled in all the
concessions granted under that law.
(1) Exacts the approval of the Government to the statutes
of the Company and does not recognise their legal existence
before such approval.
The principle established is the following: every native
or foreign Company formed to work a railway concession,
must submit its statutes to the approval of the Government,
who can exact that anything that is not in accordance with
— 341 —
the law anrl the concession be modified. Further, aaj'thing
established in the statutes which may be contrary to the
clauses and conditions of the contract of concession, and
which may have passed unnoticed by the Government when
approving them, will be, by right, considered null and
void, and no modification made in the legal statutes will
have legal force unless it be previously approved by the
Government.
(m) Prohibits the Company from placing any obstacle in
the way of free ti-ansit over the roads existing at time of
the concession being granted, or that may have been
established in the interests of the public alongside the
the railway, nor to oppose the crossing of the railway by
these roads nor to levy tax on such crossing.
When the track of a railway cuts an already existing
public or private road, the Companies are obliged to provide,
at their own cost, a passage either above or below the line.
As regards the public roads that may be established after
the construction of the railway, crossing is always permitted,
but the cost of the works will not be chargeable to the
Company. With respect to private roads that may be
made after the construction of the railway, the consent
of the latter is necessary in order to be able to cross it
on the level, above, or bel6w.
(n) Prescribes that in the contract the Government will
fix terms for the commencement and conclusion of the
works, and establishes a system of fines and forfeits in the
event of delay.
That clause has been maintained in all the concessions.
The line is divided into various lengths or sections, for
each of which is fixed a term for the commencement of
the works and another for their conclusion, with fines in
the event of delay; should this happen, a further term is
— 342 —
granted, during which the iiae runs, and when this has
expired, if the Company is still in fault, forfeiture is
declared.
(o) Reserves to the Government the right to redeem the
concession, on the expiry of a term to be fixed in the
concession.
In the concessions granted under this law, it has been
agreed that, saving mutual agreement, that, saving mutual
agreement, that right of redempcion cannot be exercised
until thirty five years after the handing over of the line
to traffic. In those couditions, the price to be paid for the
redemption will be a capital in bonis of the Brazilian
Public Debt, with an interest equal to the average profit
given by the line during the last five years.
(p) Gives the Government the right to make and impose
the necessary regulations for the construction, maintenance
and working, as also for the control, public order, and
safety.
In compliance with that clause, the Government has
published the regulations, has appointed a fiscal engineer
on each line, and has in Europe an agent to arrange the
guarantee accounts of the Companies. Questions of detail
are arranged by special agreement.
Art. 2. Makes the dispositions of this law, apphcabla to
the Companies that may be formed for the construction
of railways in other parts of the country, after ratification
by Parliament of what refers to the convenience of the
line granted, is usefulness and the responsibility of the
State.
That article has considerably widened the reach of the
law on which we are commenting, it has made it the
starting point of the concessions of the first great lines,
and has given a great help to the new industry of railways
— 343 —
besides establishing in Brazil a perfected system of railway
communications.
As a consequence of that article of the law, three other
great lines have been granted, all of 1 m. 60 guage, one
in the Stato of San Paulo, another in the State of Bahia,
and another in the State of Pernambuco.
Arts. 3 and 4. These articles are of no interest for this
explanation. The third is a transitory measure and the
foiirth is simply the formula with ■which all laws concluded.
In working this chapter the following works have been
consulted, viz: — the reports of the Ministery of Agriculture,
Commerce and Public "Works for the years 1883 to 1892 ;
the Legislative Collection up to 1892; "Le Bresil" by E.
Lavasseur (Extract from the Enciclopedia of 1889); "Le
Bresil" by Alfred Marc of 1889 ; and Fernandez Pineiro's
work (Le Bresil" of Sta. Ana Nery 1889) which latter has
been entirely followed as regards the legal regime.
We will now give statements shwing: the States crossed
by the railways, the names of the lines and of the conces-
sionaires, the date of concession, the capital cost of the
haes, the guaranteed capital, the percentage of interest
enjoyed, the technical feautures of the lines, length open
to traffic, in construction, surveyed and to be surveyed;
the cost per kilometer of the line open to traffic, and the
receipts expenses, and profit or loss per kilometer.
— 344 —
EAILWAY SYSTEM OF THE BRAZILIAN
S TATE
STATES.
RAILWAYS.
CONCESSIONAIRES.
DATE
OF COXCESSIOS.
AmazoDas. . , .
Madeira to Mamore. . . .
State
2.5th. November 1882
Pari
Belem— Bragan(;a . . . .
21st. March IS'D
CearA
Fortaleza to Batnrite and
Quixeramotim
"
25th. July 18711
Comocini— Sobral— Ipil. . .
Central Recife to Rnssluha
" ..*......
I9th. Jaly 1878
Peruambuco . . .
Pesqueira
«
26th. October 1 878
" ...
Pernambvico'Sontern— Palma-
re.s to San Francisco . . .
"
9th. May 1876
Alagoas ....
Paulo Atlonao (from Piranhas
to YatobA)
"
19th. ,Tnly 1878
Bahia
Alagoinhas to San Francisco .
"
26th. February 1876
Rio de Janeiro . ,
Rio of Onro
"
2iind. February 187B
—
Sto. Amaro— Jacn ....
" ,
nth. July 1878
E. and Minaa Geraes.
Central Brazilian ....
"
9tli. May 18.15
u u u ^
u u
"
2ith. May 1871
San Paulo. . . .
Araguari to Rio Grande. .
u
—
Porto Alegre to Urugnayana.
u
10th. September 1873
Rio Grande del Sud.
Branch from Cacequy to JJag^ .
" '' Saican to Santa
Anna
"
(( UK
Totals .
LINES ENJOYING
Sio Grande del Norte
Parahyba .
Pcrnambuco •
AlagSas
VFrom Natal to Nova Cruz. .
f " « " Villa of CearA
]' Mirim
Conde d'Eu
Recife— Palmares
^Recife— Limoeiro— Timbauha.
iTamaudar^ to Barra .
Ribeir4o to Bonito ....
' Maoei6 — Imperatriz (.Central
1 das .Uagoas)
'Macei6 to Leopoldlna . . .
/Alagoas to Paulo -l.fFouso. .
Natal and Nova Cruz Railway
Company Limited. . .
The Conde d'Eu Railway Com-
pany Limited
The Recife and S. Francisco
Raihvay Company Limited
The Great Western of Brazil
Railway Company Limited
Compagnia Brazile'ira de Es
tradas de Ferro e Navegagao
Alogoas Railway Company
Limited '.
Compania Promotora do Mel-
lioramentns de Alagoas. .
Compania Estrada de Ferro
Central Alagoana. , . .
2nd, July 1873
3th. December 1873
7th. August 1852
10th. July 1870
20th. January 1S90
18th. October 1879
Sth. November 1890
8th. November 1890
— 343
EEPUBLIC ON l.«t JANUARY 1892.
LINES
IS"
S .«-S « ■a
CtUAKANTEE.
TECHNICAL FEATURES.
LENGTH
IN KILOMETERS.
to
3 0^
3.;
!
o
a
1-
2
o
^1
t
5!
V3
1
g
Total.
Im.OO
160m. 00
2.o0
330.0.10
330.000
1.4V5.O0O
"
laUni.iX)
2.C0
5J.000
150.000
200.000
5.040,000
"
laOm.OO
1.80
lin.GSi
200.000
397. Kll
;t. 260. 537
"
181m. OJ
l.SO
216.560
,■
21U 560
2.808.000
"
150m. 00
1.80
72.07;>
97.930
170.005
5.271.420
«
laOm.OO
l.SO
146.420
500.000
646.420
2.784.000
i-
82m.00
3 00
113.853
115.853
7.«24..=i2'i
"
ISara.OO
1.8)
8il.!19B
131.600
453.391;
741.208
"
U5m.00
4.10
8S.0d4
8S.a'>4
1.30l.'i6l
"
flOm.OO
2.L0
36.020
36.020
5t.7(i7.45>*
Im.TO
ISlni.OO
1.80
72f.018
724.918
ia.90j.I85
im.n:)
117m. 00
2. CO
393.853
150.000
.■)43.8Kt
'■
lOUm.OO
1.80
531 .000
531.000
11.712.259
'*
'20m. 00
1.8(1
377.000
234. 78 (
B3I .784
..
"
I2i)m.00
1.80
i03.843
!
205.843
••
7
"
■■
138.842. ..
i:i8.842
110.501.052
••
•■
2.741.380
1.O40.137
1.640.83:3 ..
5.434.379
STATE GUARANTEE.
3.854.213
3.791.631
9.037.125
4.292.004
32 j. 363
4.207.300
3.000.843
(2.4Sd.0SS
U.074.52S
2.731.840
8.19'J.OOO
7
Im.CO
110m. 00
2.05
121.000
41.490
'0
(«
Im.OO
100m. 00
2.17
1 41 .000
(7
(5
lm.60
400m. 00
1.25
124.730
7
Im.OO
120m. 00
2.00
141.035
6
"
:;
22! 000
97.500
lO.UOO
.32.900
28.700
150.000
(7
|6
100m. OD
2.00
130.000
0
107.693
6
191.106
305.804
121.000
44.490
141.000
124.730
141.063
280.400
W).700
I 50. 000
167.693
500.C03
346 —
STATES.
RAILWAYS.
CONCESSIONAIRES.
DATE
OF CONCESSION.
I Baliia Alagcinhas .
\ Alagoinhas— TImb6 .
'i
Baliia
Central de Bahia.
Espfritu Santo
/ Nazareth— Samto Antonio
I Nazareth Tram-Road .
Caravellas— Philadelphia .,
fltapemerim— Alegre. .
! Victoria to Pe^anha. .
" Santa Crnz de
Pardo .
(Sta. Edo. to Cachoelra
Itapemirim ....
""^^ lt?ae°s.'">™-B»«^-t« *« Minas
^Bahla*^!'*!" f >"i| From Itabira to JatobA.
.Leopoldina
Mlnas and Rio . .
iPe^anha to AraxA .
Minas Geraes . . Western Minas . .
Eio Janeiro
iMuzambinho, From Tres
[ Coragoes to the Eio Verde
and branch to Campanha .
I Juiz de Fora to Plan
Ottoni to Plttangui. .
'Santa Isabel of Eio Preto
Rozende— Areas . .
iMaeahS — Central . . ,
/rIo Bonlto to Cabo Frio
lElbelrlo to Bonlto . .
Mogyana
San Paulo.
Santa Catalina
Rio Grande del Sud
iBragantina
)Taubate to Ubatiiba y Eamal
A San Lnis
iSorocabana
The Bahia and S. Francisco
Railway Company Limited
The Timbd Branch Railway
Company Limited. . .
Brazilian Imperial Central
Bahia Railway Company
Limited
Nazareth Tram-road Company
Companhia Estrada de Ferro
Bahia e Minas
Companhia E. de Ferro from'
Victoria to Sta. Cruz de
Rio Pardo
Companhia Estrada de FeiTo
Leopoldina
Companhia Geral de Estradas
de Ferro do Brazil . . .
Companhia Geral de Estradas
de Ferro do Brazil . . .
The Mlnas and Eio Railway
Company Limited. . . .
Conlpanhia Estrada de Ferro
de Peganha A AraxA. . .
Companhia Estrada de Ferro
Oeste de Minas. . . .
Ytil to Iguape
From ParanagiiA to Ciirityba
\ Lapa and Rio Negro. . .
jDna. Theresa Christina . .
Rio Grande to Bag^. . . .
/Qnarahim to Ytaciul
Companhia Estrada de Ferro
Huzambinho ....
Juiz de Fora A Plan . .
Companhia IndnstrIa Lavoura
e Yiajao de Macah^ . .
Companhia E. de F. de Rio
Benito d, Cabo Frio . ,
Empresa da E. de F. de
Ribeirao ao Bonlto . . ,
Companhia Mogyana de Es-
tradas de Ferro ....
Companhia E. de F. Norte de
San Paulo
Companhia Estrada de Ferro
Soracabana
Companhia Viaijao Ferrea
Saiiucahy
Compagnie Generale des che-
mins de fer Breslliens . .
The f-onthern Brazilian Rio
Grande do Sul Company
Limited .......
The Brazil Great Southern
Railway Company Limited.
19th. December 1853
7 th. April 1883
17th. January 1863
February J 871
15th. December 1838
23rd. April 1880
15th. September 1883
12th. July 1890
15th. December 1888
8th. November ISfO
27th. March 189?
27rd. February 1875
28th. November 18(10
30th. April 1873
11th. October 1890
1st. September 1880
13th. November 1881
26th. December 1873
2l3t. February 1872
15th. December 1888
19th. October 1889
13th. November 1372
15th. September 1873
oth. January 1888
30th. Juue 1870
26th. April 1890
2ath. November 1872
1st. June 1871
11th. August 1871
19tli. November 1881
- 347 -
^t^l
GUARANTEE.
■I I
^ 5
TECHNICAL FEATURES.
LENGTH
IN KILOMETERS.
!
^
Total.
o
^
s
<
Eh
8.697.582
1.446. 90O
7.704.182
677.844
947.700
■6.507.3UD
867.040
39.624.9-S2
8.460.406
3.737.804
976.096
2.455,
1.19ti,
1.266.171
994.266
10.427
1.258
8.782.984
12.414.
3.543.
8.I9S.114
3'.831,225
8.736.000
1.446.900
7.098.000
596.503
947.700
3.795.544
677.844
7.862,400
1.392.300
1.474.200
5.208.840
13. 101.603
8.402.406
18.549.111
1.370.187
97B.I
3.272.978
2.06r'.648
650.772
1.266.174
819.000
,, 994.266
11.418.907
1.258.108
2.722.336
( 2.982.517
(12.722.346
6.274.654
3.041.793
7.377.798
3. 276.000
6
6
6
6y7
lm.60
Im.OO
Im.OO
:-K)0m.OO
laOm.OO
107111.00
lOOm.OO
Im.lO;!;
0.93; 0.66
Oni.76
Im.OO
Im.OO
SOni.OO
80m. 00
100m. 00
80m. (10
100m. 00
83m. no
120m. 00
, 80m.00
IWm.OO
75m. 00
ICOm.OO
120m. 00
1.25
1.60
3.33
2!50
3.C0
3.00
2.00
2.50
3.00
3.03
2.75
2.00
2.25
3.30
2.00
3.00
123.340
83.000
315.000
."M.OOO
42.000
142.000
70.000
1.470.855
170.000
377.000
61.000
74! 260
28.3d0
44.000
32.000
740.000
52.000
376.000
231.000
116.620
283.000
175.000
23.000
231,000
Si.lOO
85.000
90.000
331.000
66.500
140.000
143.100
342 ; 000
esiooo
13.280
75.000
390.000
166.214
776.700
138.240
300.000
138.000
208.000
395.900
92.000
288.000
532.000
2.000.000
328.000
28.703
200.000
366; 920
72.200
123.340
83.000
615.000
172.000
65.000
393.000
278.000
480.000
85.000
90.000
331.000
2.092.000
1.337.33S
170.000
288.000
1.377.000
143.100
61.000
242.000
74.260
93.360
57.280
7S.000
60.700
1.130.000
52.000
166.214
1.352.700
366.920
441.440
116.020
283. OOO
175.000
— 348
Porto Alcgrc to Niievo Am-
i biirgo
I De Ytaqnl to fc'aii Augelo.
I Santa Maria to Crnz Alta.
'Torres to Porto Alegre. ,
Eio Grande del Slid. ',
JSan Gerdnimo to the Herbal
I monntaiiix and branch to
I the ]5ag6— Cacequy line.
I Pelotaa to the San Lorenzo
I Colonies ... . .
Parana and Kio I
Grande del Snd,
Ytarare to Cruz Alta
lEstrcito and San Francisco to
I Cliopin
o »„ r<.t.i:»„ „„j\San Francisco to Blumeneaii.
^^iSrSd^'deisrd'-'^^rirau^'"!'"'.' ."" ^'":
fVariante de Porto Beilo . .
' Blumeneau for Lages . . .
„„ „_ fUberaba to Coxim ....
*™y*^ Catalao to Palmas . . . .
<ia.vaz and Matto I
(jlrosso . . . .'Catalao to Matto G rosso . .
^Aracayii to Simao Diaz . ,
, Sergipc I
^Branch fron Capclla. . . .
CThp' Brazil Great Southern;
Eailway Company l^imited.
Compagn'io del Clieinins de
Fer Sud-Ouest Bresiliens .
Companhia (Jniao Industrial
dos Kstados do Brazil , .
Companhia E de F.y Minas de
San Ger6nimo ....
Empreza Industrial e Cons-
tructora do Eio Grande do
Sul
Companhia Uniao industrial
dos Estados do IJrazil . .
Companiiia Estreito y San
Francisco A Cliopin . . .
Do. do. do. do. . , .
Do. do. do. do. . . .
Do. do. do. do. . . .
Do. do. do. do. . . .
Banco Uniao de San Paulo .
Companhia Brazileira de Es-
tradas de Feiro 6 Navega^ao
Do. do. do. do. . .
30th. July 18(i9
9th. November 1S89
10th. July 1890
24th. July 1890
lath. January 1889
9th. November 1889
16th. October 1830
2nd. August 1890
LINES WITHOUT
Fernambuco . .
Minas Geraea .
Bio Janeiro .
Eio Janeiro
kRccift! to Caxangi , .
'Recife— Olinda—Beberi be
•jHiboirao— Bonito. . .
Ytatibense
JaraguS,— Bebedourn .
Ouro Preto to Pc^anha.
Campos— San Sebastiao
Macah6— Campos . ■ .
iSauto Antonio de'Pddua
jf'an Fidelis
/Rio de Janeiro to Magtf
' Corcobado
\ Santa Anna , .
, ^Uniao Valenclana
Rodeio — Vasaonras
Compaiiliia de Obras Pdblicas
e Emprezas da Estado de
Minas Gerfles
Corcobado Hotel and Railway
Company ,
:)Oth. Octobre 18*3
2Jud. July 181)8
6th. June 1891
4th. September 1889
;ird. February 1870 (
23rd.DecemberI876)
8tb. June Ic76
ith. November .881!
7th. January 1882
»<th. June 1879
27 th. April 1868
349 —
3=1
GUARANTEE.
I
TECHNICAL FEATURES.
^ ? a-
LENGTH IN KILOMETERS.
^
Total.
l.U9.4n
«82.800
5.845.381
7
6
Im.OO
230m. 00
2.00
43.000
356.800
••
43.0C0
35G.800
••
2.627.352
6
6
«
lOtm.38
160.500
222.150
160.400
222.140
" ■ *
2.318.389
6
6
"
liOm.lO
3. CO
••
141.552
189.000
••
169.000
141.532
..
..
G
«
101m. 23
2.50
..
1.071.512
1.400,000
2.471.312
•;
, .
G
G
U
u ■
■•
••
••
isoiooo
1.800.000
1.800.000
••
■•
G
6
6
6
6
u
;;
••
:;
140.000
35.000
83.001)
1.009.000
SOoioOB
388;00(l
l.OOO.OOO
800.000
..
..
6
"
,.
..
1.800.000
1.800.000
• 3.202.290
6
"
••
••
(115.279
( 80.174
■•
195.453
.160.961.566
192.013.826
5.619.2.19
'•.030.329
5.915.771
8..583.8P4
24234233
!
STATE GTJAKANTEE.
716.00.';
240.0011
337.078
240.ll!)0
140.000
325.366
6.,^63.706
905.250
1.084.35.%
.330.888
1.640.926
868.725
67.567
"
lm.10
Im.iO
60m .00
120m. "0
1.30
3.5'.!
20.000
12.000
22.000
lo.cion
10.000
ssiooo
••
••
-» •
Im.OO
Om.95
(Im.OO
( "
120m. 00
ISDm.OU
lOlm.OO
i'.io
2 oO
IsioDO
oe.-Hoo
92.710
76.000
60.:co
288.000
• •
Im.CO
u
Im.lO
0m.06
220m.CO
121m.00
lOim.CO
72m. 00
4:m.0U
1.5ft
.SO.OJ
3.50
88.00-0
3.7-20
00.700
63.35fi
6.030
••
• *
20.000
12.000
60.000
19.(X)0
10.000
318. OCO
18.000
96. SCO
92.710
7B.0U0
88.030
3.720
60.790
63.339
6.000
— 350 —
STATES.
RAILWAYS.
CONCESSIONAIRES.
DATE
Of CONCESSION.
Rio Janeiro .
Comercio and Rio de ias Flo-
! res
; Alcantara— Marlo4 . . . .
[Ramal Bananalense, . . .
iQnisama
iRio Bonito to Juturnahiba .
ITijuca
Cruzeiro to Santa Cruz .
iBotafogo to Angra de Reis
Principe of tlie Gran Pard
r
p>
San Paulo
San Paulo,
Grayaz y
Grrosso .
Parang and Matto
Grosso
Norte
iComercio to San Francisco
Xavier
Santos to Jundiahy. . . .
; Ituana
IPaulieta
iRio Ciaro to San CMos of
I the Plnlial
Rio Pardo
Taubate Tremembe. . ,
Santos— San Vicente . .
San Paulo — Ssnto Amaro.
Paraty to Iguap6. . . .
Minas,
Matto
Taubate to Amparo . . ; .
Pental to Matto Grosso .
Ponta Grossa to Corumbi
Madeira to Guapar^. . , .
Recife to the Pacifle, an inter-
national line, already cons-
tructed in Argentine and
Chilian territory; definitely
surveyed in Uruguayan ter-
ritory, surveyed for over
1000 Iriiometers in Brazil
and still to be sul'veyed
in Rio Grande and in the
States of Fan Paulo, Minas,
Geraes, Bahia and Pernam-
biicb
Provincial concession . ,
Companhia Estrada de Ferro
da Tijuca
Companhia Ehtrada de Ferro
Lavoura, Rio i San Paulo.
Companhia Vja^ao Ferrea
Zapucahy
The Rio de Janeiro and
Northern Railway Company
Limited
Do. do. do. do ... .
Empresa de Melhoramentos
no Brazil
San Paulo Railway Bompany
Limited .... . .
Companhia Jtuana ....
" Paulista. . . .
Rio Claro S. Paulo Railway
Company Limited.
Engineer Silva Lara and Dr.
Pedro de Barros ....
Do. do. do. y Roberto Nar-
manton
Jnan Carlos Leite Penteado
and others
j?co._da Silva and Christiajio
Coulmffo. . . .'. .' .
Companhia Ed. de Ferro de
Madeira A Guapar§ . . .
Mello Barreto, Murinelli, Mi-
randola y Castro ....
26th. June 1871
31st May 1880
7th. November 1891
4th. July 1891
14th. February 1891
2-th. April 185-2
2Cth. April 1856
28th. November 1868
4th. October 1880
19th. September 1891
nth. "
30th. May 1891
17th. October 1891
Sumas.
GENERAL
states lines. . .'
Lines enjoying state guarantee
Lines without state guarantee
Totals
— 351
fi tj
aUAEANTEE.
TECHNICAL FEATURES.
LENGTH
IN KILOMETERS.
§*§ '^
a Jill
~ 1
i
.11
f
o
s
1
r
Totul.
2«l =-
^ 5
■s>
S. ~
2
^
386.100
463.320
.144. CIS
3.571.428
13.235.031
2.604,987
4Si4.710
115.830
115.830
231.660
.34.133.372
Im.OO
Ini.'oO
Ora.95
Im.OO
Im.OO
im.eo
'lm.60
im.eo
Im.OO
72m. 00
SOra.OO
80m. 00
lOOm.OO
603m. 00
241m. 00
301m.00
120m. CO
3.00
l'.25
2!50
2.50
10.16
2.50
2!6o
35.650
38.000
2il.00O
35.000
8.300
13.014
91.700
45.340
8.000)
131.000)
283.000
242.000
264.617
SB. 000
9.000
20.000
26.000
18.314
50.000
75.000
1.88G801
143.340
207.314
220.000
160.000
450.000
200.000
1.80O.000
1.400.000
400.000
500.000
2.600.000
203.3.10
8.O18.0O0
35.630
38. oa)
29.000
35.(Xi(>
34.5ai
31 .32«
220.000
193.340
91.700
120.340
160.000
139.000
283.000
242.(J0fJ
204.617
36.000
g.OlXi
9.0OfJ
20.000
450. OCO
200.00*
1.800.000
1.400.000
400.01"
500.000
2.600.OUO
10315155
110.301.052
160.961.566
34.133.372
192.6i3.828
•■
•■
2.744.380
5 649.239
1.886.801
1.040.157
4.086.329
ao7;3i4
5.333.800
1.649.832
0.915.771
203.340
8.083.894
8.018.000
5434S7!>
24235233
10315455
305.596.190
192.013.826
_■:__
10280420
7.768.943
16601894
3998406:
— 352 —
RAILWAYS WOEKING IN 1892.
WOKKING l.V 18C2.
FINANCIAI. RESULTS.
s
o
_o
TROl'lT.
u
RAILWAYS.
a
i 5
■£5
|g
3
i
o 5
'a
5
A
^
III
.1^
o
o
p.
ps
1
1
o
State.
Baturite
Im.OO
]971im6
25.S00
1234.
1.351.5
—
—
117.".
Comocim— dobral — Ypi'i.
"
21B " 6
15.(153
IBS. 3
3.52.2
—
180.0
Central Pernambuco .
"
72 " 1
39.000
2.175.1
832.1
1.343.0
3.70
Palmares to San Fco.
"
116 " 4
35.86!)
857.8
2.133.8
—
1297.8
Paulo Afforso. . . .
"
115 " 9
24.000
344 8
666.6
—
321.8
Alagoinlias to fan Fco.
"
322 " 0
16.P68
323.3
1.241.6
—
718.3
fiio of Oro
"
83 " 0
8,966
I. f 51.0
2.327.2
—
776.-2
San Amaro-Jacii. , .
"
36 " 0
36.1.51
Central Brazilian . .
Im.CO
7i5 " 0
■.m " 0
75.341
3."..287
' 7.897.8
5.873.3
2.022.3
3.04
-
P.Alegrc to Uruguayana
"
377 " 0
31.037
1.220.0
1.415.6
—
—
195 6
Ouaranteed hi/ the State
Natal to Nova-Cruz. .
Im.OO
121 "0
31.853
438.3
.331.7
80.8
0.27
Conde d'Eu . . . . .
■'
Ul " 0
21.891
7(16.8
895. ()
188.8
Recife— Palmares . .
lm.60
124 " 7
72.297
3.665.4
3.8C2.-<
1.802 6
2.49
Retifc— Litnoeiro— Tim-
bauba. . . . - .
Im.CO
141 " 1
30.444
3.535.6
2.063.8
8198
2.C3
—
Riberao to Bonito . .
, —
22 " 0
—
—
—
—
JIaoeio— Imperatriz . .
_L
•,H0 " U
28 050
1.019.1
834.5
184 6
0.63
—
Bahia— Alagoinlias . .
lm.60
123 " 3
7n.S40
2.408.2
2.382.1
26.1
o.oa
—
Alagoinlias— Timbtf . .
Im.OO
83 " 0
17..iI8
488.1
922.1
—
—
434.0
Central Baliia. . . .
"
SIS " 0
24,614
1.J98.3
987.9
210.4
0.85
—
Nazareth Santo Anfonio
«
34 " 0
19.937
—
Nazareth Tram-road .
«
42 " 0
14.380
__
Caravellas Philadeluliia
(1887;, .
a
142 " 0
20.000
12.393
866.0
554.0
312.0
1..56
Itapemirim Alegie . .
"
70 " 11
—
—
—
—
Leopoldina. . .
—
1471 " 0
26.938
1.447.0
920.0
527.
2.00
—
Minas and Rio . . .
Im.OO
17(1 '■ 0
49 7H7
3.503.3
2.ti41.0
867.3
1.74
Western Minas . . .
0m.7tj
377 " 0
9.052
1.159.0
716.4
443.2
4.60
Juiz de Fora to Piau .
—
61 " 0
16.(X)1
. —
.
—
S. Isabel of the Rio Preto
Im.OO
74 -5
33 050
—
Rosendo-Areas . . .
"
28 "4
12.870
—
.
Central F-'-ahe . . .
"
41 "0
16.380
—
_
Ribei/So to Bonito . .
"
32 " 0
—
Mogranalmain line 1887)
"
740 " (1
—
3.08f).7
1.638.8
1.441.9
14.00
BriiHantina ....
"
r,2 " 0
24.194
—
Sorrtcabana ....
"
37tj " 0
23.359
1.913.
076.
1.267
3.00
ParbnaguA— Curityba—
hi^
"
2-^' "(20.212
4.827.2
2.C24.8
2.200.1
—
_
Theresa-Christina . .
u
116 " 0 30.386
394.3
1.221.1
82!t.8
Rio (jraude to Bage .
"
283 " 0 28.1138
1.319.5
1.. 178.5
—
oy.o
Quarahim to Itajni . .
"
173 " 0,22 UU7
358.. i
520.3
—
—
161.8
Un gnamntncd.
1
1
Recife— CaxangA . . .
tm.]0
20 " 01 —
„_
Macahe— Campos. . .
yantn Antonio'of Padua.
Im.OO
Dtl " 0)-, „,..
3.434.5
1.841.5
1.593.0
3.10
-
Rio Janeiro to Magfi .
"
88 " 0
15.144
Principe of the 0. Para
"
91 '• 7
3.005.8
3.107.1
1. 898.7
:i.io
Santos to .liindiahy , .
—
l;i9 " 0
3.i,3(i4
21.179.0
18.646.7
5.333.1
5.81)
—
Ituaiia (1886) . .' . .
Im.OO
iSS " 0
23.209
1.285.0
879.0
397.
1.18
—
Panlista . .,••.•. ,
lm.«0
242 " 0
16.737
7.244.0
3.328.0
=1.918.0
i:t.04
Rio Claro
m.OO
264 " 6
9.867
1.54S.2
826.0
7-!2.3
7.32
—
The Chilian Republic.
CHAPTER IV.
THE RAlLWArS OF CHILt,
The statistical synopsis of Chile for the year 1891 which
we will give will show the railways which up to that time had
been opened to public service, as also those in construction.
The State railways are divided into three sections, whose
lengths are as follows:
Ist. Prom Valparaiso north to the bank of the
Mapocho, including the branches' from Las
Vegas to the Andes and from Borpn to the
Port 228
■2nd, From the Mapocho to the Talca_ station,
including the branches from Tungay to
Mercado and from" Tinguiririca to Palmilla 296'
3rd. From Talca to Victoria, incbading the Los
Angeles, Traiguen, and Talcahuano branches 582
Total liofe
— 356 -
The cost of the sections as delivered over by the coatractors
is show in the following statement:
SECTION
LENGTH.
COST.
Average
price per
kilometer.
Yalpai-aiso to Quillota
Quillota to Santiago
Las Vegas to San Felipe
San Felipe to Los Andes
Santiago to San Fernando ....
S^n Fernando to Curico
Palmilla Branch.
Curicd to Talca. . •
Taloa, ■ Chilian aud San Rosendo to An
gol .
Chilian to Taloahuano
Klim.
$ gold.
bb
4 694.900
129
6.991.969
30
459.076
15
453.958
134
5.000.000
61
1.378.460
43
• 425f 285
65
1.869.061
S39
6.708.944
186
4.917.256
$ gold.
85.361
54.201
15.302
30.263
37.313
27.028
9.820
28 754
28.070
26.436
The following statement shows the cost of the railways in
the years 1889 and 1890:
Permanent way ....
Traffic equipment ....
Shops
Stores and duplicate parts .
Furniture and tools . . .
Total ccst of the Railways.
Cash on hand .....
Outstanding accounts and sundry
debtors
Total. ....
The gross receipts were.
a(id WQrkjng expenses . .
giving a net profit of. . .
1890.
41.998.492.89
8.299.076.19
424.561.68
1.175.806 60
228.891.75
52.126.829.11
181.683.69
« 1.569.963.29
$ 53.878.476 07
8.060.830:14
•6. 911.. 940. 04
$ 1.148.890.10
S
1801.
44.riO.633.76
10 108.117.47
443.015.49-
1.211.892.35
279.852.16
56.453.511.23
715.e26.84
1.6.58.310.40
$ 58.827.348.47
8.482.305.57
6.953.600.17
1 528.615.40
In 1889 the working expenses were 85.74 "/o of the
receipts and in 1890, 81.98 "/o; in the former year the
profit was 2.13 "/o of the capital cost of the railways and
in the latter 2.70 "/«•
— 357 —
The receipts were as follows :
1889.
1890.
UiSgajje
Pasasngers
Goods
Parcfils and
StoreagR.
GoypiTiinP,nt passages & freights
Sea.soii tickets
Mole duHs .
Loading and unloading wagons
Sperial trains
Ticket and parcels books .
2.671.618.401
4.500.801.32!"
327 363.8'Ji"
45.107.10 «
423.216 00;-'
46.840.50 "
6.00 •'
26.201.92 "
18.G00.lo!"
420. 00 1 ■'
2.791.784.80
4.627.189.47
327.5;i9.87
45.020.76
692.995.82
56.687.80
12.00
23.755.12
16.839.93
490.00
$ 8.060.830.1l;.S 8.48i.30j 57
The v/orkiiig expenses were:
1889.
1890.
Administration .
. . . _ .1
■i
.i
.L
.4
",
,1
405.674.63
2.468.061.17
320.660.74
1.191.976.38
142.717.38
450. -168. 04
1.9.32.381.80
!
u
.1
u
lit
.(
535.335.12
Traction . .
2.567.629.29
(loaches
Goods
Stores
Stations . . ....
363.997.50
1.302.321 07
159.718.72
504.265.03
Maintenance of
and buildings
permanent way
1.520.423.44
Total .
S'
6.911.940.04
6.953.690.17
The receipts contributed by each section were:
1''. Section .
2°''. do. .
Si-d. do. .
Total.
2.457.107.33
3.587.222.20
2.016.600.61
$ 2.635.652.07
" 3.733.398.25
" 2.113.355.25
$ 8.060.830.14 $ 8.482.305.57
35a
The following is the proportioi;i in which the passengers,
goods etc:
have contributed to the total receipts :
1889.
Passengers 33.14 "/o
Goods 55.84 "
Luggage . . ... . 4.06 "
Government passages. . 5.26 '"
Sundries 1.70 "
100. »/o
1890.
32.
91
»/o
53,
,37
u
3.86
u
8,
,17
«
1,
.69
u
100,
%
The number of passengers carried was :
1889.
1890.
l^t. Section.
2""'. do. .
.3'''i. do. .
1.408.806
1.708.706
871.365
1.480.637
1.142.126
959.075
3.988.877 3.581.388
The cargo handled was:
l.'^t Section.
Total,
1889,
1890.
Metric quintals.
Metric quintals.
6.494.331
6.690.530
4.876.921
5.260.962
4.509.446
4.720.753
15.879.698 16.672.245
The traffic in coal, wood and wheat represents about a
— 369 ~
third of the number of metric quintals transported in
1890, viz:
Coal 2.317.131 met. quintals
Wood 1.306.071 « «
Wheat .... 1.538.632 " «
5.161.834 met. quintals
The receits per kilometer for passengers and cargo in the
years 1889 and 1890 were as follows:
Per train kilometer .
$
1.136
$
1.295
" vehicle " ...
u
0.125
u
0.118
" ton " ...
u
0.0191
u
0.0198
" passenger per kilometer.
u
0.0211
u
0.0213
The coal consumed in the
same years was. . .' .
tons.
113.521
tons.
125.177
tc the value of ... .
$
1.442.087
$
1.661.615
The average number of
kilograms of coal consumed
per hundred kilometers rum
was
1.663 " 1.643
The following is the number of engines, carriages and
wagons in service in the years 1888 and 1890 :
Engines.
Carriages . .
Luggage wagons .
Goods do. .
1889
1890
129
153
192
202
43|
2.339
2.862
— 360 —
The number of kilometers run by the engines, carriages
and wagons in service, was :
1888. 1890.
Engines 6.432.356 7.161.601
Carriages . . . . 11.252.301 12.208.006
Wagons 52.397.108 59.669.209
The number of service telegrams
sent over the railway telegraph
lines "was 813.376 1.022.642
Number of words in same , . . 16 . 175 . 200 20 . 925 . 342
Private telegrams 2.780 2.604
Costing $ 985 32 $ 901,68
iSr.« of telegraph offices ... 119 131
" " telephone do. . . . 60 75
The railway from Chaiiaral to tha Animas and Salado
mines, 65 1/4 kilometers in length, was bought by the
Government for the high sum of $350,504.23 and was
handed over to traffic on the 21'* January 1889.
The maintenance of this line is a heavy drain ■ on the
State. In the first eleven months of 1890 the expenses
were $ 82.367.70, and the receipts oaly $ 55.686.88 giving a
loss of $ 26.680.82.
It has been found that it is not a line which can be
worked by the State, because in such a small undertaking
it is only private enterprise that can introduce economies-
The line has been placed in fir.'^t-rate condition and well
equipped, at a cost of over $ 100.000.
The President of the Eepublic has been authorized to
spend up to $ 1.500.000 in acquiring, by means of public
tender, 350 store wagons, 200 cattle-wagons, 100 four-wheeled
box- wagons, and 72 pairs of wheels for passenger carriages,
for the use of the railways now working.
-. 361 —
For the present year the administrative estimate of ike
State Eailways amounts to $8,826:176.
The private railways are the following, commencing with
the North:
KLMS.
From the port of Arica to the city of Tacna. . . 63
" the port of Pisagua to Tres Marias, 90 klms,
and branches to Agua Santa and Puntunchara
and sidings, together 106
" the port of Iquique to Tres Ma,rias, 109 Mms,
to Virginia 31 klms, branches to stores and
sidings, total • . . . . 194
" the port of Patillos to Salitreras del Sur . . 93
" " " " Mejillones del Sur to the Cerro
Gordo mine ■ . 29
" the port of Antofogasta, via Salinas de Dorado,
to tho town of Calama and thence towards
the East in the direction of the borax deposits
of Ascotan on the borders of Bolivia, into the
interior of which couutrj'^ the line should
continue for a few kilometres to the rich
silver mine at Huanchaca 440
" the port of Taltal to Cachiyuyal or to
Eefresco 82
" the port of Caldera to Copiapo, branching cut
from thence to the Puquios mines, San Antonio
de Apacheta, and to Chanarcillo or to Juan
Godoy 242
" the port of Carrizal Bajo to Carrizal Alto, via
Barranqnilla and Canto del Agua, 36 kilms,
and from thence another 45 klms eastwards,
to the Cerro Blanco mine 81
— 362 —
KLMS.
From the port of Coquimbo- to the city of la
Serena ylaCompania 15
" the same port to the city of Ovalle with a
branch to Panulcillo 123
" the port of Serena to Elqui or to the town of
Eivadavia, to the east of the city of Vicuna . 78
" the port ofTongo to the Tamaya mine . . 55
" the port of Laraguete, in the bay of Arauco
to the coal mines of Qailachauquin and
Maquegua 40
" the city of Santiago to Pirque 21
Total 1662
KLMS.
There are also some other short railways which serve
the coal-mines of Coronel, Lota, Lebu, etc: and a tram or
railway, worked by animal power, 6 to 8 kilometers long,
between the port of San Antonio and Boca de Maipo.
In the cities of Santiago and Valparaiso thore are
convenient, tramways, of over 60 kilometers long in the
Urst-named and a little over 10 in the second.
The same service has been established in the cities of
Concepcion, Copiapo, Chilian, Rengo, Quillota, San Felipe,
Santa Rosa, Serena, Talca etc:
The number of passengers carried last year by the
Valparaiso urban railway was :
l«t. class 18.215.040
2°*. " 14.171.913
Total 32 386.953
Besides these means of communication, Chile possesses
over 800 public roads, whose total length is upwards of
66.000 kilometers; 2000 local roads and paths maintained
— 363 —
by municipalities or private persons, with a total leagth of
over 40.000 kilometers, and 78 navigable water-coiirses of
over 4.600 kilometers in length.
For the maintenance and extension of the public roads
and the opening of others, the sum of $ 800.000 was voted
from the Nrtional funds for the year 1890, apd $ 550.000
for the current year. The inspection and carrying ont of
these "worljs, and of "bridges, buUdings etc;, is under the
care of a Public "Works Office to which is attached the
necessary staff of civil engineers.
Railways in constbuction. The following statement will
give the name and length of the lines being constructed,
the engineers in charge, and the gauge of each:
.2 S
KNGISEKK IN CHiRQE
NAME Of LIKE.
II
Gauge.
0J-- THE W011K8.
M.
From Huasco to Vallenar.
. 49.1
1.00
Boleslao Kulczewsky.
" Vilos to Illafel y Sa
la-
manca
. 120.0
1.00
Eduardo Barriga.
' Calera to Ligua. .
71.5
1.00
Santiago Montt V.
' Saatiago Melipilla.
. B9.0
1.68
Federico G-arces P.
' Pelequen toPeurao.
. 28.1
1.68
Pedro A. Rosselot.
' Palmilla to Alcones
. 44.0
1 68
U C( u
' Talca to Constitucion
. 84.6
1.00
Santiago Sotomayor.
' Parral to Cauquenes
. 49.4
1.68
Isaac MoDtt.
' Coihue to Mulchen .
. 41.4
1.68
Carlos Herman M.
' Victoria to Token.
. 106.0
1 68
Luis R. de la Mahotiere.
' Valdivia toPichi-Rapi
lUi 9B.0
1.68
Ricardo Martinez V.
' Piohi-Ropulli to Qson
m. 70.0
•
1.68
Jos6 Antonio Vadillo.
Of the line from Santiago to Melipilla the section
between the former city and Chinihue, 48 kilometers long,
is open to traffic, as is also the part as far as the river
Cachapoal, 18 kUometers long, of the Pelequen — Peumo line.
The following statement will show the total amount of
earth which, according to the surveys, it will be necessary
to move, the amount moved up to the dates indicated, and
the length of rails laid during the last year.
364 —
in •
W J a- -I
3§
8
TO
(N
t- K-'
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. a
?. H
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a Eh
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O O fN — i -^ <N
O — 1 -^ 3D -< CO
O CM CO CC !M CN
8!a5 CO 00 — I t-'
O -=11 TO t- Ol
00 CM T-H (M 00 -^
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tx
O lO O O (M O Ol't-
O b- O O CO CM CO lO
O CD 1.0 b- d '^ CC -^
O 00 t~ lO t- '-H cc — I
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CO CO CD CO Tt< — ' CD O
CM CO tH tN b- CO
CD
oi
CO
CD
CO
co'
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t'l
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CCCOOCCCM— fCMCOOO
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iOb-OiOiO-*t-iOQ0
—1
Oi
co^
CO 00 T-l O O lO CO lO--*
!£•
■"
00 O:
CO 00
CO CO Ol
lO tr-
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B
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C^
CO 'dl
CO
io
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CO
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^^s
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cfl nj O ctf
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• c3 • ■
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Cod""
c3 cS S rs
^ ""^ cr' ci
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:2 d
en i_j
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'S 'o
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3 3 3 3 3
- 365 -
These constructions were but slightly advanced in the
year 1891. Under the dictatorship the nien emplqyed on
thena were taken as recrats, and the works, which were
occasioning a heavy disbursement, had shortly after to be
suspended, as the maintenance of the numerous army did
not allow of other expenses beiiig incurred.
The dates on which the works were commenced on the
various lines and those on which the State should take
them over : the approximate cost of each including rolling
stock and buildings, and, the average cost of construction
per kilometer, are shown in the following table:
— 366 —
g H S
i s s
•a « g
0)_O
m QCO-»00.»HOOO'H O O
g .a Wr-O«3OK105«5 «0 "5
to CO CO CO <:o cs o CO 1:0 la , -^
lO 05 •«( If OS t»- 85 -^ 02 OS eo
to «o 00 o D- lO tS 00 p o 50
cDoi oJaJj^iW'COcoio ■«*< «*
r-( (S i-l >H iH T-l jH W
ni OOCOOOSOai-itNCO
'-* QQ 0005 00 tHJOCS
©©■^OtMtDi-Hrit-
t-ooc>ocii'«?;r-(a3cq
4a io«)THceoo5t»coo
rH rH A^ iH rH rH
OS
o
05
o
OS
OOOQOJOOOO
OOOOQOOOQ
o o o o o q o O 0
,,^ >o o o o 0.0 Q iH >J!i
** <M O CO ID >e >0 O 03 IM
"^WCSlCOOiOCD'^CO
1-1 T-H V^ rH
o,
o
S3
05
w
a'
?3
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!<5
. . • <M r-.
05 05
„ CO CO 3
_i 01 OS
05 05 CD >,>,
QQ CO lH t, *■
T-i '"' — ™ ^
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(M ■ •
05(M
com_„
thoo:*
iH 05 :3
^ CO
a OS p< ^
A^ Of
o
^^oo^~ " SSiS
. ■ .050S
-- cooS-
.. • 05 iH T-t
05m 00
OOCOCO >5>i
COCOiH fci l<
>• ^'g, C3 3 "
.»j CO '-u 4J -1-3 ::±
)0D_
jcoOT
(>-ICD
00 :
a
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4^ 4,3 4-3 :
05 O 10
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■ 00 • • -a
43>,3-S-|§3
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ao
'2 CO
■%^
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5 > [- <S S OJ « I*
Ph
^=1
in S
.OQrM £3 . .
1-2 -2 i
<^'^ So
■^ tl a.^2
S.S.i: a"*
.■a J3 !; f
••-f 03 .S 01 at
367
Dou Fidel S. Merino is contractor for the line from
Parral to Oauquenes and Don Tomas R. Albarraoin for
that from Victoria to Tolten: the remainder are being
constructed by the State. On the termination of the
construction of all, the account'^ 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
■OF LINE.
NO. OF SPANS
AND THEIR LENGTH.
TOTAL
APPROXIMATE
LENGTHS.
/River Hurfialata. . .
Ovalle to Sail) do. do. . . .
Marcos . . .i do. Limar6 . . . .
\Quebrada Seca. . . .
Vilos to IllapelfLake of Oonchale . .
and Salaman-jRiver Choapa . . . .
oa ' do. lUapel . . . .
[ do. Aconcagua . .
Calera to LiguaH^^^ ^f '® •.„• • " ■
and CabilSo. f • S^'^'^*? " " "
' do. QuebradiUa . .
do. Patagua . . . .
Santiago to Me-( do. Paioo
lipilla. . . .(River Mapooho . . .
Peumo . . .) ^^ of Limaliue . .
Palmilla to( do. of Chimbarongo
Aloones'. . ,( do. of Ligueimo . .
/River Claro
Talca to Cons-jLake of the Paercos .
titucidn . . .iQuebrada Honda. . .
VRiver Maule
/Lake of the Ohanco .
River Quino
Prom VictoriaVl^^ nl,-|lln^*''° " '
toValdiviaH°- Q"^"^° ; ■ • •
andOsorno. ti^^gTn"'". ::
River Cautin . . . .
\ do. Quepe
3 of
2
5
1
2
2
1
^^
(4
1
1
1
(2
(1
1
5
8
2
1
2
1
5
3
2
5
1
3
5
3
3
1
1
1
50.
50.
50.
40.
26.
36.
26.
40.
50.
30.
20.
30.
20.
30.
25.
50.
50.
25.
41.06
40.
60.
40.
2l'.
40.
80.
30.
60.
40
70.
20.
25.
60.
65.
mts.
150.
100.
250.
40.
60.
70.
25.
[400.
30.
20.
30.
70.
26.
260.
400.
60.
41 66
80.
60.
200.
60.
80.
400.
30.
180.
200.
210.
60.
25.
60.
65.
mts.
- 368 —
NAME
OF LINE.
NAME OF BRIDGE.
N». OP SPANS
AND THEIR LENGTH.
TOTAL
APPROXIMATE
LENGTHS.
River Huichave .
, do. Tementuoo
' do. ToU^n . .
First Llihaen . .
Second do. . .
Tliird do. . .
Quillen
River Cruoes .
Raca Pichii . . .
Inaque
From Victoria
to Valdivia(i?^3,'
a„dOsorno.K,„.;.;:
Calle-Calle .
Cucuilelpu. .
CoUilelpa . .
Chumpeco . .
LloUelhue . .
jRiver Bueno.
iFilmaiqu^u .
Oainco . . .
1 of 60. mts.
1
U
40
3
a
50
u
30.
u
20.
u
20.
u
40.
u
55.
u
20.
u
40.
u
20.
u
20.
u
90.
u
20.
L(
66.
2
u
60.
1
u
20.
2
((
55.
2
u
55.
4
u
50.
50.
40.
150.
30.
20.
20.
40.
55.
60.
40,
20.
20.
90.
20..
55.
120.
20.
110.
110.
200.
mts.
The Republic of Paraguay.
CHAPTER V.
THE RAILWAYS OF PARAGUAY.
Amongst tlie South American Republics Paraguay has
not been baetward in the commencement of the construction
of railways. Her Grovernors have understood that although
provided 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
Eepublic on the East West and South, and which afford
an outlet to the markets of the Eiver Plate. Under the
Presidency of Don Carlos Antonio Lopez the construction
was authorized of the line that leaving Asuncion should
have terminated in Villa Rica.
The works "were commenced in June 1859, and Dr.
Bourgade, in his work entitled "Le Paraguay" writes as
follo"Ws 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 Burrel
and the works were about to be commenced when the
war broke out that temporarily ruined the Eepublic. Until
— 372 —
1886 the works were entirely suspended when the
Government 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. Gril Regnault, and the
section as far as the station General Caballero., situated
on the other side of Ibitury has already been opened to
public traffic. The important surveys of M. Eegnault have
demonstrated in various points the mistakes made in the
original plan by Valpy, and due to his experienced direction
and to the beneficial resolution of Senor Patri it will not
be long before Paraguay is provided with a railway in first
class order.
The Government 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 Eepublic. 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 Eiver Plate and Brazil and which also
compelled the Company to suspend the construction works
at iOO kilometers from Villa Rica or 252 kilometers from
Asuncion on the right bank of tne River Pirapo, the line
— 373 —
would actually have been completed as for as Villa En-
carEacion in 1892. There still remains to be constructed,
in order that the line may reach Encarnacion, a distance
of 135 kilometers which will give the railway a total length
of 387 kilometers.
With the general technical conditions of the whole line
we are not acquainted, but in his work " The Republic of
Paraguay" the author Alfredo M. du Graty writes as
follows on the first section from Asuncion to Paraguay.
" From the Capital to the river Ingueri the railway
runs up a hilly district in Luque a distance of 16 kilo"
meters, with an elevRtlon of 48 meters above the river
level. From Ingaeri to Paraguay the liiie runs in 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 "/o rise, the heaviest of all being 1 in 75;
from Inguery to Paraguay there is only a difference in
level of 45 meters.
It would have been possible to reduce even these
gradients on the sections of the line but to do this the
rails would have had to be laid in lowlying marshy
lands, which would have considerably increased the works
without producing any notable advantages. in return.
The smallest curves on the line are of about 800 meters
radius although there is ono 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 earthy formation, easy to work
and to avoid the deterioration caused by the rains on
earth works of this nature, these are protected by being
sodded.
— '374 —
The line crosses a large number of bridges it having
beea necessary to form sufficient watercourses to drain oflf
the rain water "which would otherwise have destroyed the
earth, works 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 greater 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)
The bridges' over the canals are built on piles well driven
into the earth of on buttresses of stonework; 'they are
from 3.60 meters to 4 meters long and from 3 to 4 1/2
meters high.
The bridge over the Iribai has a total length of 64
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 solidly built and are important works ' 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)
The Grovemment by the law promulgated on September
22."^^ 1887 were authorized to sell the National Eailway
from Asuncion to Villa Eica with the obligation of its
(1) It is a well established fact that the soliaity and resistance
of wood is in relation to its weight: Lapacho weight 30 kilograms
to the cubic fort.
(2) Qnebracho weighs 38 kilos to the cubic foot.
— 375 —
extension to Villa Encarnacion. The contract by which it
was handed over to an English compaay styled "The
Central Paraguay Railway Company" was made in May
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 five
years time unless "force majeure" can be proved to have
hindered same.
The guage of the section from Villa Rica to Encarnacion
will be decided upon by the Grovernment in accord with
the Company; the latter haring the right to coastruct
branches off the main line, without guarantee, the plans
being previously approved by the Goverment. The State
guaranteed 6 "/o interest for 20 years on the line from
Asuncion to Villa Encarnacion in the following manner:
Prom Asuncion to Villa Rica on the sale price of
$ 2.100.000 gold; and from Villa Rica to Encarnacion
on the kilometric cost of $ 30.000 gold; the line as
constructed to be delivered to traifio in sections of 50
kilometers, and the guarantee service to be made six-
monthly.
For the guarantee purposes the working expenses were
fixed at 65 o/o of the gross receipts, the Coi^ipany 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 6 "/o, 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 Groverrment 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 liquidated and balanced-
— 376 —
During the time that the guarantee is in force the Government
in accord with the Company will fix the tariffs, and when
the profits of the line exceed 12 "/o the Government will
fix same.
The property, 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 correspondence free and to charge half the ordinary
tariff rates for the transport of employees, troops, ammunition,
armament, equipment «to. for the national forces, as also
for the carriage of the colonists and their luggage when
sent by the Immigration Office. Perpetual free concession
was made of the state lands neceosary for the oonstruotion
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 1000 meters
square, the expropriation of such lands being made for
the 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 yilla Encarnaciou which shall
serve for the business of the Company although the
administration 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 ot which they have
not intervened. The Company must have its headquarters
in the Capital of the Republic, and in case the Board of
- 377 —
Directors is established abroad, they must appoint in th3
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 the railway
being kept in the national language. During the construction
of the works the employees and workmen shall be exempt
from military service ; the questions that may arise between
the Government and the Company shall be resolved by
means of arbitration.
These were the general bases of the agreement made
with the Central Paraguay Railway C". for the prolon-
gation of the line to Villa Encarnaeion.
With the object of avoiding any doubts as to any Of
the dispositions of the law of Setember 22ad. 1887 under
which the contract we have just been reciting was concluded,
the Congress passed the law, promulgated on July 31st.
1890, by which the clauses relating to the guarantee must
be interpreted in accordance with the estipul'ations of same :
(a) The guarantee granted by the State will be paid
intact : —
(b) In each contract will be fixed a certain percentage
as working expeiises which the Government 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 be stipulated in relation to similar concessions where
this has been done. Thus the companies must deliver to
the Government at the appointed periods 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 pay this balance or only
— 378 —
part of it, tlie Government will debit the companies in a
special account witli 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
amount paid iti return of the guarantee; these differences
will be taken into account ' in the final liquidation.
(c) If the gross receipts do not suffice to meet the working
expenses the companies must make up the deficit
without' requiring the Grovernment 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 guarantee has been returned, the
Companies inust ' 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 iu each case ; neither must
they deduct ;fi:om the receipts after the actual and
legitimate expenses have been covered any sums' for this
or any other object;
(e) The Companies 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) Draw up every half year in accordance with the
General Manager or the Representative of the Com-
pany an estimate of the wages and ordinary working
expenses of the line for the next half year, submitting
same' to the Finance Minister with the necessary
remarks for his approval;
— 379 ~
(2) To intervene in the accountant's department and 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) OLserve that the Company acts iu accordance with
the tariffs in operation, requiring the Administration
to at once return any sum improperly charged or
collected.
(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 with the approved estimate
of the working expenses.
(5) The salary of the auditor will be fixed by the
Grovernment in accord with the Company and will
figure in the estimates as part of the working expenses
of the hne.
The National Congress has authorized other concessions
for railways jiestined to cross the Country in 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 . Ajitonio Pelaez for the
.construction and working of a railway to leave Formosa
vherej.it would form a junction with the Argentine railway
running, through Yilla Oliva, Palmas, A-ngostyxa, Carapegua,
Ibitime, San Jose, Ajos, Carayap, Union, San Estanislao and
would end at B§lla. VisM- It would also have a branch
leaving Angostura and passing, .through Villeta, Ipane, San
Lorenzp, Lambare to Asuncion. The definite surveys and
plans were to be presented, within two years after signing
the . coritract, .with a staternent of the conditions of the
construction of the lin^. giving, details of the price 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 equal to those employed in the Argentine
Eepublic.
The gauge will be 1.676 meters and the total length of
the line must not exceed 500 kilometers, inclusive of the
sidings.
The Nation guarantees to the coacessionaire 6 "/o interest
for twenty years on the kllometric cost of construction of the
road of $ 30.000 gold.
The guarantee service will be paid every six months and
will 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 "/o the
concessionaire will repay to the State the excess intact
until the full value received as guarantee has been refunded
with 6 °/u interest on same, the working expenses being
fixed in the maximum of 55 "/„ of the gross receipts. During
tho enjoyment of _ the guarantee the Concessionaire will
fix the tariffs in accord with the Government, but once
the line produces 12 »/o the Government alone will fix same.
A telegraph line must be constructed parallel with 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 concessionaire must
be in the Capital of the Eepublic, in which place the
dividends must be paid oa such shares as are subscribed
there. Th'^ concession is granted for a term of 55 years
from the date that tho whole line is opened, to service.
— 381 —
and at the expiry of that period the whole line, stations
shops, sheds, stores and rolling stock will become the
exclusive property of the State without any olaim for
indemnizations, the line to be handed over in 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 official
correspondence and of the Government cargoes wa^ fixed
in the same terms as established by the law of September
22nd 1887 under which the sale of the National Eailway
was arranged. The exemption from duties of the materials
required for the construction and maintenanca of the line ;
the arrangement by arbitration of all questions raised
between the Government and the concessionaire were also
similarly fixed; and the latter agreed 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 Talavera, Tacuaros, Guayucua, Dbicuary
(near Florida) Guifico, y Ibicuary, with a branch from
Villa Florida in the direction of Espinola, Cabanas, Caxpucii,
Ibicui, Guindi, Acahi, Carapegua,, terminating in Paraguary.
The gauge will be of 1 meter: the State guarantees
6 o/o interest for a term of 30 years on an outlay of $ 30,000
gold (6.000) per kilometer of line, payable six monthly, and
to riin from the time the line is opened to public traffic
in sections of 50 kilometers. For the purposes of the
guarantee the working expenses were fixed at 55 o/o of the
— 382 —
gross receipts, the concessiouaire being obliged to pay to the
Govermneat at the time appointed for the payment of the
guarantee the excess of the gross receipts over and above
the recognized workiag expenses of the line open to traffic,
in the same form and conditions as stipulated for this
service in the law that we have already quoted of July
31st 1890. It is also stipulated that until the total sum
paid by the Government as guaraptee should be returned
by the Company, this shall not pay " to the shareholders,
partners or holders a greater dividend than 6 »/o, nor deduct
from the receipts any sum for this or any other object once
the working expeases have been covered.
The time allowed for the signature of the contract of
concession, having previously deposited $50000 to the
satisfaction of the Government, 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 any time renounce the guarantee
when it may be convenient to do so, and from such time
the Government will cease to intervene in the fixing of the
tariffs ; when the term of the guarantee has expired the
State may expropriate the line with aU its accessories' on
paying to the Company the valuation with an extra 20 »/o
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 tlie Avoods and other materials for ooastructiou purposes
existing on the state lands; the transport of the public
correspondence and G-overnment cargoes; of the exemption
from military service of the omployees engaged in the
construction ; of the erection of a telegraph line, and finally
of the arrangement by arbitration 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 will demonstrate the great importance
which the 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 constructed, and the extension of the Central Uruguay
Railway from Rivera to San Borja is carried out.
It will also form a 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 "Washington, and
will also establish communication between Uruguay, 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 Bolivian RepubHc is as yet
mostly projected, tip to the present only one line having
been constructed establishing communication between the
interior of the country 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 Oruro and
is 923 kilometers long; for its construction 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 the generaj
plans and surveys from Acostan to Oruro via Uyuni were
approved, and on May 15th 1890 the line as fdr as Oruro
was opened to public 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
report presented to the National Congress mentions them
as follows:
"In the various sections of the Administrative service of
- 388 —
the Republic duriag the constitucional period of 1888 is seen
the action adopted by the Government for providing the
country with expeditious means of communication to foster
the growth of its industries by their being placed in closer
relation to foreign markets.
With T,his object they have assisted specially the railway
from Uyuni to Oruro, the inauguration 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 nature of our
western territory.
I have pleasure in detailing the principal administrative
acts referring to its construction.
On July 19th 1888 when directing the 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
Bolivia 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 Uyuni, the obligation
of "the constructing company to make a branch to Allita, as
soon as the works were commenced on the proposed hne to
the city of Potosi, being aecepted.
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
— 389 —
annum for twenty years on, the capital invested in the
constrnction of the railway.
On November 25th the decree was issued authorizing the
opening to public service of the section between Ascot-an
and Uyuni.
On the 10* of April 1890 it was decided, subject to
the approv'al of the Legislature, that the' t6rm fixed by the
law of the 31st October 1889 for the delivery of the Eailway
should be coimted from the date of the contract, the
estimate and cost of the line being verified, at the proper
time, by the National Department of Engineers."
'' In the event of the profits from the Eailway exceeding
6 o/o per annum, it wa.s agreed that anything over that
sum should be handed to the State in return of the amounts
paid as guarantee.
" On the 11* of April last, in view of the interruption
to the traf&c of the line from Antofagasta to Ascotan
caused by the political disturbances in Chile, the term fixed
for the delivery of the line to public service was prolonged
to the 15"! of May, on which day it was officially
inaugurated.
" In his report, the Chief of the Department of Na-
tional Engineers certified to tha Government that the
line was solidly constructed; that the rolling stock and
engines were of good quality ; that the gauge of seventy
five centimeters was safe with a speed not- exceeding ' fifty
kilometers per hour; that its technical features allowed
the running ' of trains of a capacity ■ sufficient for the
purpose for which they were destined ; unless the
advantages of the broad gauge over the narrow, as regards
capacity and greater velocity of the trains, be considered
as deciding elements, when endeavoring to introduce
economies which will reduce the capital 50 "jo, which
- 390 —
capital will be proportionately higher in the construction
of the Cochabamba and Potusi branches, on account of
the winldings which render the levelling of the lines so
difficult. "
" The length of the railway from Uyuni to Oruro is
three hundred and fifteen kilometers; it is served by the
following stations, viz: Orui'o, Sebaruyo, Guari, Challapata,
Pazua, Machacamarca and Uyuni, under the regulations
approved by the Grovernment on the 17.* of February
for the Antofagasta line. "
" It having been reported that the Company had
established exorbitant tariffs for the carriage of animals
and transmission of telegrams, a note was addressed to
it on the 9th of June, calling on it to comply with the
third clause of the resolution of July 19th 1888. "
" As it is necessary that the preliminary operations
referred to in the 6}^ article of the resolution of April
10."i 1890 be carried out, it is ordered that the Chief of
the National Department of Engineers proceed to inspect
the works executed by the Company, verifiying the exist-
ing material and the true cost of the line. "
" To comply with article 1 of the law of October 31.^'
1889,- the Government will arrange for the administrative
audit for the determining of the receipts and working
expenses of the line. "
" The line from Antofagasta to Uyuni, established
without guarantee, by resolution dated July 19<* 1888,
serves the public traffic in an equitable manner.
The Uyuni, Julaca and Chihuana Stations attend to its
normal requirements, and its engines number thirty-nine."
The branch to Pulacayo and Huanchaoa, principally
intended for the transport of the metals of the Company
of the same name, does not belong to the public.
— 391 —
PEOPOSED EAILWAYS SANCTIONED.
lu accordance with the law of October 15th 1890 which
exteads the grant of guarantee to the branch line to be
constructed to Colquechaca, the right to construct a railway-
has been conceded to Don Isidoro Aramayo, that shall
commence in the most convenient poiat of the main line
from Uyuni to Oruro and shall run to the above town.
The obligations imposed upon the concessionaire are to
make the technical surveys within one year, begin the
works within a year after the plans and definite surveys
have been approved, and to open the line to traffic within
two years by sections of fifty kilometers. He is also
required to deposit the sum of $ 30.000 (Bolivian) in one
of the Banks established in the Republic as a guarantee
for the execution of the work in the construction of
which only first class materials shall be employed.
On the part of the Government the concessionaire has
the privilege of reserved district of 50 kilometers on both
sides of the line for the term of 20 years ; exemption from
fiscal and local duties on the construction material; free
grant of the land for the construction of the line and its
stations, the right to determine the starting point and the
direction of the line being reserved, as also the right of
expropriation on payment of the guaranteed capital with
15 o/o bonus.
The construction of this branch will help to foment on a
large scale the growth of the industries in the noted mineral
district of Colquechaca, which will ia turn increase the
traffic of the Central line with the bulk of its mineral
exports.
Concession of Febkuaey lO.*'* — To Don G-uillermo Ugarte
has been granted the construction of a railway, that will
— 392 —
connect tlae departments ■ of Oruro and Gochabanba, within
the term of four years counting from the date of the
execution of the agreement of ihe contract of concession.
Tlae clauses contained in same, being the same as those
of all the railway concessions, cover the right granted to
the concessionaire to make use of the rights of free transpot
being in return compensated by the maintenance of the
cart service from Oruro to Cochabamba.
If the other lines authorized have been proposed to
assist the opening up of the mineral industry, the line to
which. I am referring is intended to augment the existing
commercial relations between the central agricultural districts
of the state and the fertile valleys of the department of
Cochabamba.
The length of this line is calculated at more or less two
hundred kilometers at an approximate cost of tSOOO per
kilometer on account of the natare of the ground and its
slippery composition.
' It is generally allowed that the most important section
is the one that runs through the Sequehalca pass, touches
on the borders of Challa, Sayari and Itapaya, and ends
in the Eocha valley.
As the concessionaire's time under the stipulations of the
contract has not expired he has not yet presented the surveys
for the a,pproval of the Government.
Concession of June 10th 1891. The proposal of Don
Lisimaco Grutierrez for the construction of the branch from
Uyuni to Potosi having been accepted, the definite surveys
have not yet been made as stipulated in article 2.
The surveys made by the corps of national engineers
cover a length of from 225 to 230 kilometers with a
maximum gradient of 25 per 1000, and a minimum radius
— 393 —
of 100 meters on curves. The general plan from Uyuni
via AUita and Tomare to Viloyo, and via Porco to Potosi,
crossing the mountain ridge of Mangui, is preferable to
those proposed with a view to facilitate future extensions
of the line. Its income to commence with calculated on a
cost of i 650.000 would be about 3 »/o.
Concession of Ootobee 13"i 1891. The decree issued on
June 15th 1880 conferred the concession on Don Fer-
nando Cerdena to construct a railway from the city of
Cochabamba to the banks of the river Mamure or one of
its tributaries in the department of Beni.
This concession grants to the concessionaire 100 square
leagues of state lands, in alternate lots of 10 leagues each,
situated on both sides of the line, with a view to establish
colonies and agricultural settlements under the law of
November 13th 1886 and reglamentary decree of March
10th 1890.
The construction of the various sections should be
terminated in the year 1900, which is a rather considerable
lapse of time. With respect to the terms granted for the
construction of the railway from Oruro to Cochabamba it
is possible that when the first difficulties occasioned to the
Nation by the payment of the interest on the authorized
lines have been overcome it will be found in conditions to
fulfill the guarantees so undertaken.
Concession op November 30"^ 1890. — Under the law of
October 27* 1890 that authorizes the construction of a
railway in the east of the Eepublic by Messrs Perry
Cutbill & C". of London, the reglamentary decree was issued
on November 30"^ of which I gave you advice last session.
"Various observations afterwards made by Don Antonio
— 394 —
Quijarro, as representative of the Eaglisli company, induced
the Government to hold over the plans submitted for their
approbation and they will be presented for your discussion
with the latest reports.
Concession of October ll*"! 1890. — The navigation of
the river Desaguadero and the lake Poopo having been
authorized by the law of November 22"'* 1887, the right
to construct railways and tramways from the banks of
these waterways to the populated centres and mining
districts in the vicinity was granted to don Juan L. Thorndike
on November 11*1^ 1886.
The law of December 2'"^ extended the terms of the
privilege granted for the river navigation and construction
of tramways to 20 years to count from January l^t.
The concessionaire has commenced the preliminary surveys
in earnest with a view to completing . the works proposed.
Concession of August 1.^' — By the decree of this date
the right to continue the line from Oruro to the city of
La Paz has been granted to Messrs. Carlos G-. Avalos,
Emilio Villarino, and Luis M. Sola, under the general
conditions of the law of October 15"^ 1890 and those
specially provided as follows:
The cost of the construction materials will be fixed in
accordanca with tha ruling tariff for the line from Anto-
fagasta to Oruro.
The line must be opened to public traffic within three
years counting from the date of signing the deed of con-
cession.
The concessionaires guarantee the completion of the
works by an individual and collective guarantee for
$ 30000.
— 395 —
The minimum tariff charged must be 1 1/2 cents per
100 kilograms.
The establishment of th'.s new line will complete the
Bolivian Central Railway within the short space of five
years, and it will cross the national territory transporting our
products to the foreign markets by the Desaguadero and
Mollendo to the North, and by Antofagasta to the South.
Concession op 22'^* June. — The English Company which
under the title of "The Peruvian Corporation Limited" was
negotiating for the construction of a railway from La Paz
to the Peruvian frontier, modifying the proposal made by the
National Congress on 14*'' October 1890, has obtained throngh
its agent Don Ventura Farfan, authority to make a line from
the said city to Desaguadero, with a guarantee of 6 "/o foj.
twenty years, after which the Government will be entitled
to take it over, acquiring the right of property by paying
the capital invested out of the amount paid as guaranteed
interest, and 16 <>/o indemnity.
A condition having been inserted in the proposal that
the duties payable in the port of Mollendo be made the
same as those charged in the other Custom Houses of the
Republic, the resolution of 22^^ July last, as far as refers
to the Ministry under my charge, has accepted the proposed
bases for the Company, handing over to the Ministry of
Foreign Affairs, to whom it corresponds, the arrangement
of the condition referred to, in accordance with the
treaty of commerce and customs made with the Peruvian
Republic.
The concessionaires undertake to make a junction between
the line from La Paz to Desaguadero and the one from
Puno to Mollendo, provided that they obtaia for the latter
the same guarantee and privileges as were granted to the
former.
— 396 —
The discussion which has been sustaining the theory of
incompatibiHty with respect to the railway hnes from
Puno to Mollendo and from Uyuni to Oruro, in their
relations with the commercial interest of the Departament
of La Paz, confirms the advantages which would accrue
to the Northern markets, by the extension of the Uyuni
line to meet the one conceded to the English Company.
The proposal of the Peruvian corporation being accepted,
as well as that of that of Mess''^. Avalos, Villarino, and
Sola, both lines will be constructed simultaneously, bene-
fitting the country generally, and especially the populous
Departament of La Paz.
CONCESSIONS CANCELLED.
The expiry of the terms respectively granted to the
concessionaires for the presentation of preliminary surveys
and failure to comply with the clauses governing the
guarantee for carrying out the works, have been the cause
of the withdrawal of some proposals and the lapsing of
others.
The object of the following ctatement is to give you
briefly, the administrative procedures referring to them.
By the law of October IB*'' 1890, the following authori-
zations were declared of no -'effect: that granted to Mr. John
Firth for a railway from Tacna to La Paz; that granted,
to Don Jose Manuel Braccu, representing Juan L-
Thorndyke, for the Desaguadero line, and that granted to
the North American citizen "W. H. Christy for the Sotalaya
lines over the Titicaca lake.
John Hurd, through our Legation in "Washington, proposed
the navigation of the rivers running into the Amazon, and
the establishment of the railways from Cochabamba to
Chimore and from Santa Cruz to the Eio Grande, forming
a connection with the Brazilian Madera — Mamore line.
— 397 —
The negotations which were set ou foot having been
abandonned, the Ministry has refrained \rom dealing with
the matter officially.
The acceptance of the prdyect iiift^ by Guillermo de
Ugarte for a railway from Oruro to Cochabamba, rendered
those presented simultaneously by Santiago Secombe, Te-
lesforo Tovar and Fernando Cerdena without effect.
The withdrawal of the project of Messi's. Luis M. ^ola
and Pedro "Weall for a branch from Uyuni to Potosi pre-
ceded the acceptance of that made by Lisimacb Grutierrez
for the same line.
The negotiations which were carried on by doctor An-
tonio Quijarro, representing a Franco-Belgian syndicate for
the navigation of the parts of the rivers Puriis, Madre de
Dies, Beni and their af&uents in the national territory, and
the construction of a connecting railway, were suspended
on account of substantial modifications which altered the
terms of the primitive project.
I do not think it, ont of place to mention the project of
don Ernesto Eiich for the construction of a Railway from
Uyuni to the Argentine Republic; nor also of the following:
Of Mess''**. Emilio Reus and Victor M. Acenarro; for the
establishment of lines from the Argentine Republic and
Paraguay to Santa Cruz and the river Puriis:
Of Antonio Quijarro for a line from Puerto Suarez to
Chiquitos and Gruarayos:
Of General Thomas Ogden Osborn for a line from the
Paraguayan and Bolivian frontiers to the capital of the
Republic.
Of August Stumpf, to extend the line comprised in the
Osborn project, to the town of Huaicho on the borders of
the lake of Titicaca, passing through Oruro and La Paz :
Of Carlos Mtiller for a line from Paraguay to Sucre,
Potosi and Quiaca:
- 398 -
Of Adolfo Ballivian for a line from La Paz to Puno :
And of Gaclie, for the Ballivian port line.
In former reports I had the honor of pointing ont to you
the convenience of negotiating for the extension of the
Argentine Central Northern Railway to the Southern provin-
ces this Republic.
Now that the Bolivian table land railway bordfjrs on the
neighboring country, I must again make mention of that
undertaking of such incalculable importance, both to the
lion. Members of Congress, and to the Government that
initiated it.
In the future destinies of the country, the realization of
this stupendons work will render our international relations
closer, supporting them by ties of common interest, without
the inconveniences attending the Magellan and Panama
routes.
The prolongation of the Plate lines by the Santa Catalina
frontier to the point of bifurcation in Uyuni, crossing the
province of lipez, will realize, at no distant time, one of
our greatest hopes.
Now, notwithstanding our political disturbances, that the
road is opened to this class of undertakings by the initiative
taken by the Huanahaca Company of Bolivia, who
sub-guaranteed the capital invested in the construction of
the railway from, Uyuni to Oruro, and once confidence is
reestablished in the promises of the Govemmect, we can
reasonably look for a radical charge in our financial
condition.
Those countries which, on account of their natural limits
are shut in and live almost completely isolated from the
contiguous states, have no unity of ideas or interests with
their neighbors, and do not understand any other life than
that of a purely local existecce. Every government can
— 399 —
combat and overcome this inconvenience by opening easy
roads of communication, by whose beneficent influence the
hidden valley is brought inte view, and enters into relations
with the neighboring lands, and its inhabitants form part
of one great family, from which, up to then, they had
been separated. The iron roads and the electric telegraph
will finish by triumphing over time and space, which in
the middle ages were very powerful agents of the dismem-
bering of the land and of the want of unity in the Go-
vernment.
As laid down in article 10 of its regulations, it is the
duty of the National Department of Engineers to tech-
nicably inspect the railways.
It is of recognized convenience to endow it with
administrative intervention, the right to verify the cost of
construction, to revise the tariffs for passengers and goods
the liquidation and payment of guarantees, the regulation
of the traffic, etc: so as to watch over the interests of the
public and exact compliance with the obHgations entered
into.
The establishment of an office of railway statistics, will
soon be rendered necessary by the development of the
undertakings already commenced, by reason of the large
sums they represent, and the increase they are destined
to produce in commercial activity.
In the Government report for 1889, I had the honOj,
to present to you a project of law relating to the
railways of the Republic, having also published the project
of the law amplifying it.
Now that the Central Railway, whose service should be
properly regulated, is handed over to the public, it is
indispensable that both projects be sanctioned, and this I
beg to recommend for your preferential consideration.
— 400 —
These are the ideas of Eailway initiative contaiaed ia
the document which we have guoted, and public men with
a well-founded conception of the great importance of
the development of railways, •especially in countries like
Bolivia where the nature of the soil readers ordinary
communication difficult, have made this question the chief
ofithe tasks undertaken by the Government, and with
respect to which, Dr. Arce, the President of the Republic
has expressed hunself as follows in his Message for the
past year, the last of his term, to the National Congress:
"The efforts of my administration have been preferen-
tially devoted to endowing the country with easy and
convenient roads, this being one of the chief items of the
programme laid down.
The establishment of the first railway in Bolivia is
already an accomplished fact: it was inaugurated on the
15* of May last, a length of 923 Idlometers being opened
to public service. Yon caa appreciate its incalculable
advantages for the interests of the country. Here yon
have it within this conutries, under the very eyes of the
incredulous, who four years ago thought of it but as a
dream!
I have already said and I.. now repeat: the ' execution of
this work, important by reason ot the efforts preceding it)
the sacrifices on the part of its initiators and its invaluable
advantages for the country's prosperity, is the only pleasure
which has fully repaid me for- the contradictions, put
forward more than once, to the industrial plan which I had
proposed to develop.
I say with sincerity: the railway in Bolivia has been the
constant theme of my mind, a hope experienced there for
a long time, both in the anxious desires of youth and in
the ideas of more mature age. It has been the only object
— 401 —
of my mixing in the country's politics, and its realization
was the sole idea of my seeking power.
On separating myself from the management of public
affairs, I only ask you not to let this powerful element of
progress stop here: the necessities of the other departments
demand its benefits. May the railway line inaugurated iu
this city penetrate into Cochabamba and La Paz and be
extended to Sucre and Colqueohaca; may it penetrate to
all the centers of agricultural and mineral production, to
the limits of our territory in the Department of Beni.
That it may prove to be beneficial and profitable for
Bolivia will be my happiest reward. "
The Republic of Peru.
CHAPTER VII.
THE RAILWAYS OF PERU.
Amongst the States of tlie American Continent Peru
has had to pay the liighest contribution of all to carry
out the construction of her raihvay system.
In the railway system extending from the Pacific
coasts to the interior of the country, climbing the
mountains of the Andes and crossing one of the most
rugged districts in the would, the works have always had ,
to be made in the face of the greatest difficulties.
Notwithstanding, the exceptional nature of the land has
not been sufficient to dismay the authorities and the
companies who have undertaken the construction of the
lines, they being persuaded that hov/ever great may be
the sacrifices required they will be amply repaid by giving
to the country the means of easy communication.
This want of communication in the Republic between
important centres owing to the obstacles presented by
nature, the slow and expensive transport by the ordinary
carts or on mules was found such a block to the ad-
vancement and opening up of the country that from the
earliest times the endowment of the Republic with steam
locomotion has been often projected. On June 30*'' 1850
Don Eamon Castillo laid the foundation stone of the first
— 406 —
railway in South America, on the line from the port of
Callao to the city of Lima, opened to traffic on April
5*^1 1851 beiag 14 kilometers in length.
It is thus to Peru, that the honour corresponds of having
been the first to run a locomotive in the new world.
Following this the line from Arica to Tacna was completed
by Mr. Egan, and then those from lea to Pisco, and from
Iquique to Noria: but it was during the Administration of
Colouel Baltas from 1868 to 1872 that the railway industry
received its great impulse, the construction of nineteen
lines being commonced that it was intended should extend
2500 kilometers, and of which more than half were completed
before the war of 1880, the consequences of which paralized
these works which were of solid progress to Peru.
According to Engineer Bresson the average cost of the
Peruvian railways is more or less $ 100,000 per kilometer,
an enormously high figure only explained by the railway
system coveriag one of the most rugged districts in the
vorld, and by the concessions, favours and special grants
made to attract the Capital required for such great works
in the early days of their being commenced.
Reviewing the Peruvian railway system there are
three lines which stand forth as of first class; the first
is the Transandine running from Callao in the direction
of Lima, Oroya and Cerro de Pasco; the second establishes
communication between the port of Mollendo and Are-
quipa, Juliaca, and Puno; the third starting from Juliaca, runs
to Cuyco through Pucara, Santa Rosa, and Sicuain; this line
from the direction in which it runs being one day destined
to be the Peruvian Central Railway, from which the whole
railway system will branch off.
For the construction of these lines the guage of 1.435
meters has been adopted and we wiU now briefly deal
with the conditions of each one separately.
— 407 —
Callao and Oroya Railway. — This line ruas from the
port of Callao to the Monserrate station in Lima, after
a run of 12 kilometers, it climbs the mountains on the
banks of the River Einac until it reaches the San Pedro
Mauna station in kilometers 63.340 with minimum gradients
of 3 o/o; from this point on, the rapid ascent is made
•with gradients of 3.85 "/o ^^^ 4-43 % fo^' "which reason
heavy engines are employed capable of overcoming these
very heavy gradients.
The station Cochaira is found in kilometer 75, Chicha in
Idlometer 160 and Oroya is reached in kilometer 209 from
Callao. The minimum radius of the curves is 120 meters
with a distance of 40 meters stretch of direct line between
two curves in opposite directions, save in some special
cases where this has been reduced to 15 meters in order
to have an easier line with reduced wear and tear for the
rolling stock.
The Engineer in chief of this important line was don
Enrigue Meiggs. It is one of the most notable in the
world, in a distance of 200 kilometers it rises to a height,
not reached by any other railway, of 4779 meters, Mont
Blanc only being 4809 meters high ! !
"With these extraordinary works there would be opened
to commerce and agriculture entirely virgin districts which,
once placed in communicatioa with the Pacific parts on
one side and with those of the Amazon on the other
would have constituted new sources of wealth for Perii:
but financial difficulties in that country have delayed the
termination of the magnificent proposal of Meiggs.
Engineer Bresson iu his work "Bolivia", edited in Paris
in 1886, says " one of the curiosities of the Oroya rail-
" way is the Verrugas bridge, an inmense viaduct crossing
" a torrent of 175 meters wide by means of an iron span
- 408 —
" supported by three pillars, one of whicL. is 90 meters
" high or 1 ^1-2 times the height of the towers of ]^>otre
" Dame in Paris. "
" The line of this singular railways runs nearly always
" on a gradient of .03m. or .Oim. per meter; the level or
" straight stretches being the exceptiou indeed gradients
" and curves constitute the general condition of road that
" from time to time climbing the zigzag or running
" through tunnels comes out on imposing precipices terrible
" in their grandeur. Many times the Hue appears like
" a cornice on the sides of the Andes, on one side the,
" precipice and on the other a perpendicular wall of rock
" towering above the aerial road. "
" With the altitudes of a few of the poiats we shall
" better be able to comprehend the titanic nature of this
" great work. "
Localities.
Lima .
Quiroz .
Santa Clara
La Chosita
■Cochachaira
San Bartolome
Agua de Verrugas
Surco
Matucama .
Infiernillo .
Mount Meiggs tunnel
Height above
Pacific Ocean.
14m. 60
246m. 40
400m.20
854m. 00
1.399m. 40
1.496m. 03
1.770m. 00
2. 029m. 60
2. 424m. 75
3. 553m. 25
4. 771m. 73
The cost of this line has been close upon S 200.000
per kilometer.
— 409 —
MOLLENDO TO ArEQUIPA AND PuKO RAILWAY. -^ This liue
is divided into four sectious':
(«) Pork Mollendo to Arequipa 172 km.
(&) Arequipa to Vincbcaya 154 "
(c) Viucocaya to Juliaca ' . ' . . . . . . 150 "
(4) Juliaoa to Puno 47 "
523 km.
The gauge adopted has been 1,435 meters (4 ft 8 Vs.i'^)
the technical conditions being as follows:
Minimum radius of curves 106 meters.
Maximum gradient 0 m. 400 p. m.
do. do. in exceptional cases . 0 m. 436 "
Minimum tangent between opposite curves 40 m. "
do. do. in excepcional cases . 15 m. "
•
The rails weigh 30 kilograms per lineal meter.
The , locomotives in use are of the first class American
type, to burn steam coal, "with "Bessels" safety truck capable
of hauling 62 tons of cargs (exclusive of the tare of the
wagons) on gradients of 3 or 4 "/o with curves of 106
meters radius.
Juliaca and Cazoo Railway — The total length of this
line between the two termini is 353 kilometers of which
more or less 200 kilometers are opened to traffic.
The technical conditions of the line are fairly favourable^
long stretches of straight line with easy gradients and
curves of large radius; the ballasting has been made in
almost two-thirds of the total with soft earth, the remainder
being with stone. The estimated outlay for the installation
of the line is $ 24:000.000.
— 410 —
THE PKEUVIAN EAILWAYS.
Northern system.
From the port of Paita to Puira, the capital
of the Departament, passing through Colon,
La Huaca and Sullano 96kni.
From Puira to Sechura, open as for as Catacaos . —
From the port of Elen to Terrenafe, passing
through Monsefu, Chiclayo, and Lambayeque . 43km.492
Branch from Chiclayo to Patapo .... 24km.9ul
From Lambayequeto Pimieijtel (of which there
are constructed only 25km.00O
From Pascamayo to Magdalena and Cajamarca . 179km.O0O
From Salaverry to Trujillo llkm.OOO
From Trujillo to Ascope 781un.000
From Chimbote to Huaraz and Eamay, cons-
tructed as for as Suchunan 55km.000
Central system.
From Callao to Lima, lm.435 gauge passing
through Barranco and Miraflores. . . . 14km.000
From Lima to la Magdalena del Mar . . . 7km.OOO
From Lima to Chan cay, open as far as Ancon. 33km.O0O
From Callao, Lima, Oroya and Cerro de Pasco,
line, open as far as Oroya 209km.OOO
From Pisco to lea 74km.000
Southern system. — lm.435 gauge-
From MoUendo to Arequipa 172km.000
From Arequipa to Yincocaya, Juliaca, and Puno 351km.0(X)
From Puno to Cuzco, open as for as Sicuani. 200km.000
Total 1572km.393
— 411 -
In the year 1886 the Peruvian G-overnment contracted
with a North-American Company for the prolongation as
far as Cerro del Pasco of the Railway from Callao to
Oroya.
The tei'mination of this line will give a great iadustriaj
impetus to Peru. The working of the silver mines of the
Cerro del Pasco, renowned for the abundance and good
quality of the ore will be developped as they merit, in
view of the immense values they represent.
The extenssion of other railways has also been contracted,
amongst which are : the Trujillo, Chimbote and Cuzco lines.
Intercontinental line.
CHAPTER VIII.
INTERCONTINENTAL RAILWAY.
At tlie American Intercontinental Conference held at
"Washington in 1889, the idea of studying the practicabi-
lity or otherwise of a railway which should unite the
States of this continent was one of the first matters to
occupy the attention of the Delegates repres?enting the
countries of the new "world.
"With the object of making commercial relations closer
between the American states, and by a reciprocity of
interests and community of purposes, to establish strong
bonds of fraternity, it "was immediately decided to study
the best means for establishing easy communication, both
by land and sea; both points were worthy of preferential
attention because it was recognized that only by means
of the combined action of easy and cheap transport by
sea and land that the commercial interests of American
towns could be positively benefited.
A commercial interchange of produce and manufactures
cannot be thought of without facility and cheapness of
transport; to create the latter is to establish the former.
The railway, whose mission it is to pierce the fertile
lands of America, penetrating into manufactories, to carry
— 416 —
tlie raw material and the manufactured goods to the
centers of elaboration and consumption and to the Maritime
or river ports, is the forerunner of great developments ia
these new countries; it attracts immigration, foments
business transactions, creates industry, promotes commerce
and gives life to towns and widens their future.
"What would have become of the vast territories of the
Northern of the United States, if the railv/ays had not
disturbed their silence with the whistles of their engines?
They would still have been fertile districts delivered over
to the savages and the wild beasts! As happens in the
old Empire of Brazil, the population concentrated on the
maritime shores would still have an unexplored desert
behind them, like an [eternal enemy to civilization and
progress.
On the other hand, vv'hat a different spectacle is today
offered by that great nation, with its 66:000.000 inhabitants
spread over all its territory, with democratic institutions
of the most advanced character, and rich by sheer effort
and spirit of enterprise and work, with which it has won
the well deserved renown that places it among the iirst
nations of the world!
The collective action of a town guided by the paths of
labour, and aided by the agents that multiply the efforts
of man, —this is the secret of the wonderful advances made
by the young towns of this continent, possessed of immense
lands and innumerable riches, which have only become
valuable when subjected to the miner's pick or the
husbandman's plough.
The railway and the immigra.nt, those two units that
have aided so prodigiously in the progresses attained in
the new world, vv^ill always be noted as primordial factors
in the development and increase of American towns.
— 417 —
* This is already a truth "which has become an axiom,
and a law in modern life for towns in formation which
aspire to robust, rich, and independent organizations.
It would, therefore, be the mission of the Intercontinen-
tal Railway to improve the relations between the repu-
blics possessing 12.000.009 square miles of the continent,
with a population of some 121.000.000 inhabitants, and,
with the development of reciprocal commerce, to consolidate
the bonds of American brotherhood, breaking for ever the
barriers placed by nature against free intercommunication
between neighbouring countries.
This grand idea was adopted resolutely and decidedly
by the majority of the countries represented at the
"Washington International Conference, and is one to which
Uruguay shonld have assented without unjustifiable reser-
vations, because in the work of American aggrarxlisemeat
and brotherhood, not a single country shonld desert the
post of honor conferred on it in the efforts and collective
action demanded by great woi'ks; and much less Uruguay,
which, hj reason of its ports on the Plate and the Atlantic
and the developinent of its railway system towards the
interior of South America, is destined (as may be gathered
from our map of the South American Eailways.) to make
important use of the advantages of communication across
the continent.
Rendering the merit of initiation, to whom it is due "Vve
will now say: that the idea of joining, by means of a
Railway, the Northern and Central part of American with
the Southern States was in the year 1885, long before the
idea was raised at the American International Conference
to treat of this important matter, proposed, and a survey
and project submitted to the consideration of the Grovern-
ment of the United States of America, by Professor of
- 418 -
Natural Sciences Seiior Clemente Barrial Posada of tHs
city, wMch, althougli not specially taken into consideration
by the Government referred to, was duly appreciated by
the International Railway Commission. (1)
"We will now proceed to detail the antecedents relating
to the projected Intercontinental Railway.
At the American International Conference the report of
the Committee of Railway communications which was
adopted by the Conference on February 26"^ 1890, says as
follows :
The American International Conference considers:
Isf. That a rail"way joining all or the greater part of the
nations represented at the Conference, will powerfully con-
tributed to the development of the moral relations and
material interests of the said nations.
.2nd. That the most adequate means for preparing and
resolving on its execution, is the naming of an International
Committee of Engineers who shall survey the routes, possible,
fix their true length, calculate their respective costs and
compare their reciprocal advantages.
(I) In corroboi-ation of the above we give the following transcription
of part of a letter bearing on the subject from Mr. William E. Curtis,
Chief of the Bareaix of American Republics, addressed to Mr. Crocker,
EUEEin OF THE AJffiRICiN EEPUBUCS.
Department of State.
Washington, U. S. A., April 27*'^- 1891.
Fredcrieh Crocker Esq.,
20 calle Elnc6n.
Montevideo (Uruguay).
Dear Sir : —
The very valuable Report prepared by Professor Posada on the
Railway project came into my hands about a year ago, having
been resurrficted from the files of the State Department, and it is
now in the possession of the Intercontinental Railway Commission,
by whom it has been read with great interest. A party of engineers
is nuw on its way to Ecuador, where it will divide and make
surveys North and South, from some point to be determined upon
— 419 —
3rci. That the said Oommttee shall be composed of three
engineers appointed by each Nation, who shall be empowered
to divide theniselves into sub-committees and appoint the
other engineers and employes necessary for the speedier
completion of their task.
4th. That each of the adherent Governments may, at
their own expense, appoint agents or engineers as auxiliaries
to the sub-committees charged with the sectional surveys
of the railway.
5th. That the railway line, so far as is allowed by the
common interests, should join the principal cities in the
vicinity of its route.
6th. That if the general direction of the line cannot be
deviated, without great prejudice, for the object indicated
in the preceding article, branches shall be run joining
those cities with the main line.
7th. That, in order to diminish the cost of the work,
existing railways will be availed of so far as it be feasible
and compatible with the route and conditions of the con-
tinental railway to do so.
after visiting that country. The engineers have witii them copies
of Professor Posada's paper, and it will doubtless prove of gcea.%
value to them. "Will jou kindly convey to him my regrets that
any apparent, though unconscious, injustice may have been done
him in this respect, and say that I will very gladly make reparation
in the future. The proposition to construct this JEiailway has been
received with the greatest favor by the people of the United States,
and our Congress has made liberal appropriations to carry on the
survey. The other Grovernraents sent Commissioners here to confer
on the su'bject.
I am very glad to be remembered by you, and will take great
pleasure in forwarding to you the publications of the Bureau iu my
charge as they are issued for distribution.
If I can furnish you with aay other information or serve you or
Prolessor Posada in any way, you will be good enough to command
me
T am, very sincerely.
Your obedient servant,
William E. Gu.rti%.
— 420 —
8th. That should the works of the Committee show the
practicability and convenience of the Railway, tenders will
be called for the construction of the work, either in
whole or part.
9th. That the construction, administration and working
of the line be for the private account of the conces-
sionaires or the persons to whom the latter may sub-
contract the worlt or to whom they may transfer their
rights with d-ae formality, after obtaining the consent of
the respective Governments.
10th. That all the materials necessary for the construction
and working of the railway be free of import duties, due
measures being taken to prevent abuses which might be
committed.
11th. That the fixed and movable property of the railway
employed in its construction and working be exempt from
all fiscal tax, whether national, State, provincial or municipal.
13th. That the carrying out of a work of such magnitude
also merits being aided with subventions, concessions of
lands, or the guarantee of a minimum interest.
13th. That the salaries of the members of the Committee
as also the expenses rendered necessary by the preliminary
and final surveys, be paid by the adherent Nations in
proportion to their respective populations, according to
the last official census, and in defect of census, by
agreement among their own Governments.
14th. That ia order to ensure freedom of traffic, the
Railway be declared neutral in perpetuity
15th. That the approval of the projects, the concessions
in the proposals, protection to the concessionaires, inspection
of the works, supervision of the line, the neutrality of the
road, and the free passage of the merchandize in transit,
will be, in the case provided for by article 8, matters of
special agreement among the nations interested.
— 421 —
Therefore as sioon. as the Mexican G-overnmeat receives
the adhesion of 'the otlier GrOTernments to this project, it
will invite them to appoint the commission of Engineers
to which the second article refers, in order that they
may meet in the city of "Washington as soon as possible.
Jiirm Franco Vclarrli—Ti. G. Dnvis — K. A. Mi'xia —
Fernando Cruz-^Gcronimn Zelnya—Taidnto Cnsicllu-
nos — Andrn-n Carncgin — OcMns M/irl.ittez— SHitn —
.Jose Andrade- J. M. P. Cnnmmw—F. C. 0. Zega-
rra — E. C. Yaros— Manuel Quint'inn — .J. G. do
Amavc.l-Valente—Josi^S. Decoiid—II. Guzman.
In nccordance with the foregoing' recommendation in
May 1890 the Mexican Government invited all the
States on the Continent to name delegates to represent
them at the international conference to be held in October
of the same year.
The Argentine Republic, Columljia, Mexico, San Salva-
dor, Peru, Ecuador, Uruguay, Paraguay, and Brazil sent
delegates and three corps of Engineers vere named to
survey the line in the Central and South American states
taking as the general plan of direction the following
proposals :
UNITED STATES AND MEXICO.
The railways of these countries being already in working
combination the commission has only had to study the
remainder of the Une endeavouring to find in Mexico the
most convenient point for its continuation. The point
chosen was Ayutla where the Mexican railway ends on
the borders of Guatemala.
GUATEMALA.
From Ayutla the line will run down the Pacific coast
passing close by Eotallmcleu and Mazatenango to Santa
— 422 —
Lucia. From here it will continue on the branch in con-
struction of the Guatemala Central line to Exuintl, passing
through Cujinijilapa to Santa Ana in the Eepublic of
Salvador.
SAN SALVADOR.
In this State the line will avail itself of the projected
Central line through Santa Ana, New San Salvador, San
Salvador, Cojutepegue, San Vicente, San Miguel, to enter
the Republic of Honduras by Gruascoran.
BEPUBLtC OF HONDURAS.
Ffom Guascoran it will continue on the borders of the
Gulf of Fonseca running through in the State of Choluteca,
the city of the same name, from whence taking a southerly
direction it will enter Nicaragua.
NICARAGUA.
In this Republic the line will touch the city of Chinandegua
where it will form a junction with the railway from Corinto
to the Lake Managua, continuing over this to some
convenient site, such as Pueblo Viejo, and from there coasting
the lake to the city of Managua, where it will take the
line already constructed from there to Masaya. From
here again it will continue to Rivas crossing the proposed
canal and will run into Costa Rica.
COSTA RIGA.
In this Republic it will continue on the banks of Lake
Nicaragua running into the interior of the country by the
plains of Guatusos and San Carlos as far as the city of
Alajuela, where there is a branch line to the Capital.
— 423 —
From Alajuela it will continue over the San Jose and Port
Simon Railway and thence by some as yet undefined route
in the Isthmus of Panama until it enters in the valley of
the Eiver Atrato in Colombia.
COLOMBIA.
When the line enters Colombia it crosses the mountains
to the west of the Andes to drop down the valley of
the river Cuaca touching on the outskirts of the city of
Antioquia, it then ascends that rich valley linking
together the numerous cities and towns that are found
there until it arrives at Papayan at the head of it. In a
convenient point ia this part of the line it will cross the
Central range of mountains to establish a branch connect-
ing Bogota with the trunk line. From Papaya it will
run up the Eiver Patia valley to Pasto and Itialco and
from thence into Ecuador. The crossing of the mountains
between Papaya and Pasto is one of the serious difficulties
•which the construction of the line in this Republic
presents, it being in this spot where the Andes branches
off in several directions.
ECUADOR.
Passing through Ecuador, the line will touch the city of
Tulcan, where, running through the Central Quito valley,
it will serve the cities of Ibarra, Quito, Jucumba, Amba-
la, Cuenca, and Loja, whence it will pass into Peru.
The hne will enter this country by the department of
Cajamarca or Amazonas ruuniag in the direction of the-
— 424 —
River Maranon down "whose" -valley it will run to the
Cerro de Pazco.
If it be not possible to runup this valley, it is intended
to follow the E/iver Huallaca to the Gerro de Pazco, the
first route however being more preferable as being the
shorter and avoiding the necessity of crossing the River
Maraiion.
From Cerro de Pazco it will run in the direction of the
River Perene to a convenient point to branch off for Santa
Ana, from there to Cuzco, Santa Rosa and Puno to rim
into Bolivia by a route round the shores of Lake Titicaca.
BOLIVIA.
In Bolivia the line will connect the towns of La Paz,
Oruro, and Huanchaca, branching off from there to Chili
the Argentine Republic, Brazil, Paraguay and Uruguay.
CHILI.
The branch for Chili is already made and runs from
Huanchaca to Antofagasta on the Pacific Ocean.
ARGENTINE REPUBLIC.
This branch has been already surveyed from Huanchaca
to Jujuy where the sj'stem of Argentine railways terminates.
BRAZIL.
The branch with the United States of Brazil leaves
Huanchaca, running in an easterly direction crosses the
River Paraguay in Corumba where ■ it enters Brazilian
territory and runs up the ^-alley of the River Tacuari to
Coxini, from this point by the line to be constructed to
— 425 —
Uberaba, and thence over existing lines it will reach the
Capital of Rio Janeiro.
PABAGUAY.
The line connecting this country with the grand' trunk
line will also branch off from Huanchaca and "will follow
the left bank of the River Pilcomayo until it forms a
junction with the Osborne concession running from Asuncion
to the North of Paraguay. Froin Asuncion it will
take the route of the line to Villa Encarnacion, cross
the River Parana in front of Posadas and continue over
the North East Argentine line in construction to Monte
Caseros.
imuauAY.
At Monte Caseros it will cross the River Uruguay to
form a junction with the railway constructed and open to
traffic from Santa Rosa to Montevideo, the Capital of the
Republic, which also connects the principal cities and
towns of the littoral and interior.
VENEZUELA.
To establish communication between this country and
the main line a branch will strike oif from the most
convenient point in the Cauca valley and will run to
Medellin to connect with the line in construction from
that city to Port Berrio in Magdalena and thence to Bu-
caranaanga ; from there to San Jose de Cucuta, San dm,'
tobal, La G-ruta, Merida, Trujillo, Basquisimeto and
Palencia.
The three Corps of engineers having terminated their
duties the Executive Commission of the Intercontinental
— 426 —
Eailway reports on the results of the surveys made and
this document, which justifies the practicabiUty of th®
■work under fairly economical conditions we will now give
in full in view of the interest of same.
PRELIMINAKY KEPORT OF THE EXECUTIVE COMMITTEE.
The executive committee of the Intercontinental Eailway
Commission submit the following report for the information
of the several governments interested in estabHshing better
means of intercommunication between the republics of the
Western Hemisphere. This preliminary report is simply in-
tended to exhibit, in a general way, the progress of the surveys
under the direction of the committee, as the details of the
enterprise and the conclusions to be arrived at must await
the completion of the field surveys and the preparation of
the final maps.
The better to show this progress, the operations of the
several parties will be shown separately. It will be remembered
that when the full Commission adjourned in April, 1891,
an executive committee of five members, consisting of Mr.
A. J. Cassatt, the president of tbe Commission; Mr. 0. ¥.
Parraga, of Colombia; Mr. L. L., Buck, of Ecuador and
Peru; Mr. Luis J. Blanco, of Venezuela, and Mr. John
Stewart, of Paraguay, all of whon were expected to remain
in the United States, was appointed with full and sufficient
powers to conduct the business of the Commission during
the suspension of the regular sessions of the full delegation.
]\rr. Hector de Castro, who had been appointed secretary
in January, 1891, resigned to take effect June 30, 1892.
Lieut. li. M. C Brown, U. S. Navy, was appointed
— 427 —
executive aud disbursing officer March 10, 1891, and on the
20th of December, 1892, the executive committee elected
Capt. E. Z. Steever, U. S. Army, who had been serving in
the office as engineer since April 1, 1891, secretary of the
Commission, the duties of said position to be performed, in
addition to his other duties.
The executive committee has maintained in "Washington
a central office, which has been under the immediate charge
of Lieut. Brown, assisted by Capt. Steever, and Mr. H. S-
Flynn, as clerk. With this small force all the business of
the Commisston has been transacted and the home expenses
kept down to a minimum.
The executive committee, with the assistance of Mr. H.
Gr. Davis, chairman of the committee on finance, and Mr.
E. C. Kerens, chairman of the committee on trade and
resources, have met from time to time, whenever necessary
or advisable, to approve the steps already taken or to
decide upon more important matters for the future. Its
chairman has been in constant communication with the
"Washington office and has supervised the conduct of the
survey through that channel.
CENTRAL AMERICA.
OOEPS N." 1.
Lieqt. M. M. Macomb, Fourth Artillery, U. S. Army, Engineer in Charge.
Lieut. S. M. FooTB, Fourth Artillery, U. S. Army.
Lieut. L. W. V. Kennon, Sixth. Infantry, U. S. Army.
Lieut. A. S. Rowan, Fiteenth Infanlry, U. S. Army.
Lieut. Samuel Rebeb, Fourth Cavalry, U. S. Army.
Lieut. 0. A. Hbdekw, Third, Cavalry, TJ. S. Army.
Mr. 0. "W. Haines, Civil Engineer.
Dr. "W. C. Shannon, Assistant Sargeon, TJ. S. Aruiy.
— 428 -
The members of this expedition sailed from New York
fully equipped on the 20th of April, 1891, bound for
Guatemala City, where they arrived on the 9th of May,
aad were cordially received and shown evei y attention and
courtesy by the Executive and other officials of the
Government.
On the 21st day of May the President of Guatemala
issued the following order:
"The recommendations of the International American
Conference are accepted by the Government of this Eepublic
in so far as they refer to communications by railway, and
the department of foreign relations will, in consequence,
give the necessary orders to curry ont these recommendations,
making' at the proper time a report to the national legislative
assembly".
On the 22'i of May Mr. Samuel Kimberly, United States
consul general at Guatemala City, received a communication
from the National Government, informing him that^
"The minister of public works has given orders to the
superintendent of the hippodrome to place at the disposition
of the International Commission of Engineers such part
of the building as may be required to establish their
offices and storerooms. If the members of the Commission
have documents, which from their importance they may
desire to preserve safely, the superintendent of the building
has instructions to keep them in his office under his specia-^
care, and the official engineer, Mr. Paschke, has instructions
to consult with the Commission in everything though to be
of use".
The foregoing, as well as the subsequent action by the
Government of Guatemala, shows the interest taken in the
welfare of the work inaugurated by the Intercontinental
Railway Commission.
— 429 —
Four young officers of the Army were afterwards detailed
to assist Lieut. Macomb in making the surveys iu Guate-
mala. All arrengements being concluded, part of the expe-
dition started, uader the orders of Lieut. Reber, with
animals and supplies, to establish camps at - Escuintla,
Retalhuleu, and Quezalteiiango. While in the city of Gua-
temala the engineers prepared a map of the boundaries of
the city and did other preliminary and topographical work.
The actual survey began at Santa Lucia, a branch line
between Escuintla and that point having already been sur-
veyed by the Guatemala Central Eailroad Company. Under
date of May 31, 1891, Lieut. Macomb submitted the follow-
ing outline of his plans for field work:
(1) To run a line from Santa Lucia to Retalhuleu.
('2) To examine the country between Retalhuleu and the
Mexican line toward Tapachula, Mexico, via Rodeo, Mala-
catan, and Taxtla.Chico, thus finishing the examination of
the lower line.
(3) To survey a route to San Marcos and down the Rio
Cuilco toward Amatenango. The Cuilco belonging to the
Chiapas drainage, its valley would offer the best line by
which to reach the highlands of Guatemala from the
direction of San Cristobal.
(4) To run a line up the valley of the Cuilco toward
Quezaltenango and Totonicapan.
(5) Back to Guatemala from Totonicapan, examining
two routes.
Accordingly, a careful instrumental line was surveyed
from Escuintla, via Santa Lucia, Patulul, and Retalhuleu,
to Ayutla, on the Mexican boundary, the stadia method
being employed and numerous barometric observations taken
at important points for .the determination of altitudes. The
country was covered with a network of triangles for the
— 430 —
accurate looatiou of the important points in the neighborhood
of the lines surueyed, and many astronomical observations
for latitude also taken. Ayutlha was reached January 26,
1892, the survey to that point from Escuintla having been
under the immediate charge of Lieut. Foote, ■shile Lieut.
Kennon had immediate charge of the survey of the
adjacent lines and of the examination of the Cuilco region
between San Marcos, Quezaltenango, Huehuetenango,
and Amatenango-on-the boundary. From the neighborhood
of Quezaltenango another route was surveyed via Totonicapan
and Chimaltenango back to Gruatemala City, and subsequently
the instrumental line was taken up at Escuintla and carried
via Platanar to the Salvadorean frontier.
Owing to the conditions existing in the section under
consideration, Lieut Macomb deemed it inadvisable to
confine himself to the survey of a single line, and
therefore examined a broad belt of country in order to
determine not only the practicability of a railroad, but to
ascertain the best route of several that presented themselves
for an intercontinental trunk line.
From the data gathered three lines are practicable
across Guatemala from the Mexican boundary to Salvador.
The first is of light grades and comparatively easy
construction, at a general level of between 250 and 600
feet above the sea. This would skirt the foothiUs and
pass through forest and grazing lands.
The second is from 800 to 2,000 feet above sea leveh
running along the lower edge, or near the middle of the
coffee belt, the richest and best cultivated district of
Guatemala.
The third is through the "altos" (highlands) in the vicinity
of the large cities, in a climate agreeable to our Northern
people, and to those of the temperate zone generally.
— 431 —
Of these three lines two are pronounced good by the
engineer in charge, preference, however, being given to
the one s\irting the mountains and passing through the
coffee belt. On the lower line, via Ayutia, Escuintla, and
Platanar, no serious engineering difficulties present themsel-
ves ; the construction would be chnap, easy, and quick, the
most important item being the crossing of the numerous
streams by suitable bridges. Still, this is not regarded as
the best location for an intercontinental trunk line, owing
to the absence of population and products. The line along
the base of the mountains and running north of Mazate-
nango, Santa Lucia, and Escuintla is therefore, deemed
the best, as it would drain a fine country now being
developed and afford a large local traffic by reason of the
coffee, sugar, rubber, and fruit trade.
Tracings of the lower line have been received from the
field and are on file in the central office in Washington.
Owing to an affection to his eyes, Lieut. Hedeldn was
relieved from duty with the corps in January, 1892, and
"Was replaced by Lieut. Rowland G. HUl, Tvvrentieth Infantry,
U. S. Army, who reported for duty at Guatemala City,
March 31, 1892. Other changes also occurred. Lieuts. Foote
and Eeber Avere relieved in April and Lieut. Eowan and
Mr. Haines in August, 1892. Mr. H. J. Humphrey, an
experienced draftsman was sent to join Lieut. Macomb and
reported for duty in September, 1892.
After completing the survey of Guatemala that of El
Salvador was commenced, the frontier being crossed in
August of 1892. At latest accounts the corps were between
San Salvador and San Vicente and hoped to carry the line
through to Boca Culebra, at the mouth of the Savegre
River, in Costa Rica, where connection would be made
with the line started by Mr. Shunk in that locality.
— 432 —
lu response to a request of Lieut. Macomb's, tlie United
States minister to Salvador, Mr. E. Cutis Shannon, commu-
nicated with the authorities and received assurances o£ the
"warm interest taken by the Government of Salvador in the
progress of the work being conducted by this Commission.
Accordingly orders were issued to the heads of departments
to give all possible aid, to the custom-house officials to
admit the property of the surveyors without duty, while
the free tise of the telegraph for official business was also
tendered. Mr. Tomasso Stech Boiielle, Government engineer,
was assigned to duty with the corps as consulting engineer.
Lieut. Macomb, under date of August 11, 1892, reported
from Santa Ana as follows concerning the condition of
railway construction in Salvador:
" The Government line from Acajutla has been extended
to La Ceiba, a point about 5 or 6 miles west of Santa
Tecla or Nuevo Saa Salvador. Between Santa Tecla and
the terminus at La Ceiba is some heavy work requiring
some viaducts and a couple of tunnels. From Santa Tecla
to San Salvador the railroad grade is complete and it is
now operated as a tramway, with mules. The Government
engineer is at present busily engaged on this final piece
of work which will place San Salvador in connection with
the seaport by an all-rail route. Now it is rail to La Ceiba,
stage or horseback to Santa Tecla, and tramcar thence to
San Salvador, the whole trip taking about six hours. "
" It is considered certain that the line will be completed. "
" Mr. Albert J. Scherzer's line itarts from the Government
line, at a point west of La Ceiba, and swings around to the
northwest, terminating at Santa Ana. "
" Mr. Scherzer has just returned from Europe with the
necessary capital (and with much mp.terial ordered) to
complete this line, and it is regarded as a sure thing. "
- 433 —
" The French company's line extends from the capital
to La Union, tlie seaport on the Gulf of Fonseca. They
have only made reconnoissances, however, and have done
no work. "
" These are the lines with which we will have to
connect, but thus far we have been unable to get any
complete maps from any of them, and probably none exist.
It is a difficult thing to make a satisfactory coanection
or show the Commission how our work connects with
that proposed without maps. That is the great trouble
we have encountered thus far in trying to make use of
other work, the records and maps are incomplete and
inaccurate. Hence we have had to do over, in some cases,
work which has been done once before, but of which
the records were lost through some carelessness. "
" I hope to be able to find a feasible line from the
west boundary of Salvador coanecting either with Santa
Ana or Sonsonate. "
" This done, I think we may assume that the route
as far as San Salvador is fixed. Our work then will
consist in finding an acceptable route to Guascoran. There
will be some hea-vy work required here, but from Guas-
coran to Chinandega I am informed that the country is
flat and favorable for railway construction. "
" I will forward a report of our preliminary work
between Escuintla and Santa Ana as soon as I can get
the data in shape. Mr. Hill and I have been over some
rather unhealthy country. During the last two weeks I
have been incapacitated for field work for some days,
and am now under treatment. Mr. Brooks (quartermaster,
etc.) vas very ill for two weeks, and several of the natives
have been down. Mr. Hill is still well and has been free
from attacks of fever. Messrs. Kennon and Shannon have
— 434 —
been worMng ia the higher country and report themselves
well. "
" I have not asked for any more officers because I
believe we can work more economically as we are. "
Under date of September 22, 1892, Lieut. Macomb
reported as follows:
" I went over with Mr. Scherzer, the best railroad man
ia this country, and saw just where he proposed to locate
his line from Santa Ana toward San Salvador. "
" He is doing his work so well that I shall connect with
it by triangulation and not resurvey what he has done-
We soon shall start into the east of San Salvador, toward
San Migael. Here the country is exceedingly difficult and,
it is said, impracticable, but this is what we shall find out
during October. Just now the roads are horrible — mere
ditches of mud and water, and worse than in Guatemala
last year, because_ there has been a good deal more rain
here. I expect to reach Managua in latter part of No-
vember or first week in December. "
Under date of November 16, 1892, Lieut. Macomb reported
that —
"I estimate that it will take us until the end of June
next to complete oar work and connect with Mr, Shunk's
initial point. I understand that he is now working south
from San Jose de Costa Rica, and I expect to connect with
the Costa Eican E,oad at San Kamon".
"We have collected a great deal of material of interest
bearing on the regions through which we have passed and
the topographical works has been very carefully done and
is based upon a net of triangles. For the credit of all
concerned and to give a permanent geographical value to
our work, I consider it important that triangulation should
be carried to the end of our line. In no other way can
— 435 —
such, good results be obtained. "When our notes are finally
reduced the geodetic positions of all the main points in the
vicinity of our line will be determined, and on this basis
will rest our final plans and profiles".
"To make an intelligent selection of an acceptable line
through this country requires a very careful preliminary
study of the topography, which should be laid down in
all the detail which the character of the work permits.
Upon this map, with the personal knowledge of the country
acquired in actual field work, a good location can be
made. "
In order to sufficiently expedite the work of Corps No. 1
so it might complete the survey of Central America within
the tim.e and within the funds at the disposal of the
Commission, instructions were dispatched to Lieut. Macomb
to discontinue his triangulation and to confine his work to
that of a preliminary railroad survey. Accordingly he closed
out his system of triangulation by the occupation of the
volcano of San Vicente, which gave direct connection with
La Libertad, one of the best determined points in that
section. Lieut. Kennon was then detached and sent to
Punta Arenas, Costa Eica, with the necessary equipment
and with orders to organize a small party, seek Mr. Skunk's
initial stake on the Eio Savegre, near Boca Culebra, and
work northward, running a good transit and stadia line
untn connection should be made with the main party
coming southward. It is estimated that Lieut. Kennon wil
have about 200 miles to cover during the months of
February, March, and April, while the main party would
survey about 280 miles and be in the neighb9rhood of San
Juan del Sur by the 1st of May, with its field work
completed.
It is not intended to duplicate any work now, completed
— 436 —
and accordingly the existing line of the Nicaragua Railway
from Chinandega to Granada will be accepted as it stands.
It is understood that our minister, Mr. Shannon, was about
to secure, for the use of our surveyors, tracings and other
data covering not only the operated lineSj but also those
studied, although not yet constructed.
Lieut. Maconib had connected, at Sitio del Nino, with
the Scherzer line, now being built between Ateos and
Santa Ana, and had run a line north of the volcano of
San Salvador. The capital being difficult of ingress and
egress, Lieut. Macomb is of the opinion that it would be
better to put San Salvador on a spur rather than attempt
to build a trunk line through it. Under date of January
6, 1893, the chief of Corps N.'' 1 reported that his party
were working along the slopes of the volcano of San
Vicente, a fine peak, with much ground available for
coffee, indigo, sugar, and cattle, and possessing a good
water supply. The line run would pass within 2 or 3 miles
of the town of the same name and thence probably via
TIsulutan, near the coast, continuing to San Miguel through
a good railroad country, and one sufficiently rich to afford
good opportunities for future development. From San
Miguel the line is expected to proceed via Santa Eosa and
Pasaquina towards Nacaome, in Honduras, thence to Cholu-
teca, and finally to Chinandega, thus connecting v.'ith the
Nicaragua railroad. On reaching this latter point the
survey would be discontinued and resumed again at Gra-
nada, the farther terminus and thence continued towards
the head of the Eio Tempisque in Costa Rica, and so on
to Punta Arenas, or some other point, to a junction with
Lieut. Kennon's section.
- 437 —
SOUTH AMERICA.
CORPS N.o 2.
William F. Shunk, Engineer in Charge.
Roueut Burgess, Assistant.
William J. O'Connell, Topographer.
James Parker, Assistant.
D. M. Martinez Assistant Topographer.
Fred N. Ogden, 0. 8. Navy, Surgeon.
Thomas F. Dempset, Rodman.
This party, under the direction of Mr. William F. Shunk,
was assigned to survey the country from Quito, Ecuador,
northward and through Colombia toward the Isthmus of
Panama. Being fully equipped, it sailed from New York
on the 10* of April, 1891, for Guayaquil, Ecuador, which
point was safely reached on the 25"^ of the same month.
At Guayaquil the governor of the province and the United
States consul-general did all in their power to assist the
party. Many unavoidable delays were experienced, but the
Government oiFered transportation and every possible facility
to convey the surveying corps to Quito.
The distance from Guayaquil to the capital is about 270
miles, there being rail communication as far as Chimbo, but
the rest of the distance, about 200 miles, has to be covered
by means of horses or mules.
The governor of the province and his staff accompanied
the party on the first day out from Guayaquil. The central
government issued orders to the authorities to facilitate the
progress of the engineers and no efforts v/ere spared to
carry out these instructions.
On the S""* of May Eiobamba was reached and the
governor of the province of Chimborazo called to welcome
the party. To return in some degree the many courtesies
received, the surgeons attached to the surveying corp.s lent,
— 438 —
on various occasions and gratuitously, their professional
services.
Quito was reached on the 6^^ of May. A committee of
citizens, appointed by El Seiior Antonio Flores, the President
of the Eepublic, met the party and escorted it to the city.
During the stay at Quito government officials and private
individuals were constantly extending hospitalities and courte-
sies to the members of the surveying parties. After
consultation with the minister of public works, who
furnished Mr. Shunk with maps and other valuable inform-
ation, the necessary arrangments for starting having been
made, the first camp was established at a point 3 mile.s
from Quito for the purpose of completing the organization
of the working parties. The temporary ill effects prodaced
by the great altitude of this region soon disappeared and
the work began in earnest.
The initial stake of the survey was set in the southeastern
suburb of Quito, June 3, and a daily average progress of
2 1/2 miles made to Ibarra, which was reached July 12,
1891. The geological character of the country is aptly
described by Mr. Shunk in the following words:
" This whole plateau valley, together with its outer
slopes on Amazon and Pacific waters, appears to have
been built up coordinately with the gradual lift of the
volcanic border peaks ; and those volcanoes delivered, almost
exclusively, mud and dust. The surface material therefore;
for an unknown depth, is mainly clay of some kind,
white, yellow, a,nd brown; and black seams of comminuted
pumice' occur, and beds of clayey conglomerate, holding
angular porphyry and trachyte blocks of all sizes, from a piece
of chalk to a house, stiffened in the argillaceous matrix to
a half-reck, the consistency of hard pan; here and there
strata of water-rolled gravel and shingle; very rarely, and
— 439 ~
low down, a streak of lava. Little outcropping rock is
visible, excepting the liigh up ridges and crater rims, and
all such rock is porphyritic. The viscid mud discharge
came to rest at a moderate inclination, and the volcanic
dust showered down on it for the most part cross\vise of
the valley before the prevailing easterly winds, thus raising
or helping to raise the "nudos," or knots, which tie the
Cordillera parallels together and form the chief obstacles to
a good railroad . line. The original declivity of this earthen
output was 12 or 15 degrees at top to where it abutted
with the steep crater cone; thence it gradually flattened to
about 5 degrees at the base. "
" Before weather-wear began, assuming that to be sup-
posable, the topography must have been not unlike the
surface of a row of hippodrome tents set end to end, 30
to 50 miles wide and 50 to 100, or upwards long; where
two touched, a nudo; the tuck-up poles baptized Chimbo-
razo, Tunguragua, Cotacachi, and so on. Erosion, hoewver,
has done marvellous sculpture on this symmetrical mold.
It seems to have begun at the summits, where rain and
snow began most vigorously. The tendency was to form
an annular depression about each central cone, a ring
pond overflowing at low spots. Hence broad based, smooth
and cultivable triangles of the ancient surface surround
every typical peak or crater, their points upward, like
the cloven calyx of a rose against the bub, v?ith abrupt
counter-slopes, and divided by chasmal ravines narrowing
downward to canons. Good drainage has preserved these
significant surfaces and plenty of it has scoured the canons
deep, not only on the mountain flanks, but across the
plains and down the outlet valleys to ocean or river
Along the lofty ridges between those old craters, dead and
alive, the same tendencies and effects are manifest, diversified?
— 440 —
however, by occasional coacentration of wash in the coves
and immense landslides, either rewrought were they fell
or dissolved acd distributed over old lake bottoms to reappear
for us as plain country, the garden ground of the liepublic. "
" These mountains are grassed, but treeless; above the
shrub limit, pale green with dashes of tawny; then shrubs
of the myrtle kind, on the lower declivities, chiefly in the
coves and ravines; then the fat pastures of the plain, grain
fields, gardens, clumps of fruit trees, and everywhere the
eucalyptus as a feature in the landscape almost as
characteristic as the adobe fences, topped with cactus and
maguey. "
" It is remarkable that all surface material here seems
to make "adobe" and stands, very much like our "bluff'
along the Mississippi, near Vicksburg and I^atchez, at the
vertical or at slight deviations therefrom, scaling hard where
exposed and greening over with a. finely textured protec-
tive moss. "
" The breaks or "quebradas," as they are locally called)
which net the country wherever water runs in the wet
season, invariably have a tin-funnel cross-section, slant above,
"wall-sided below, whether 10 feet deep or 500, dropping as
a rule abruptly from the surface to an angle of forty-five
degrees and rounding down to the perpendicular; so that,
in our experience, a trifling ditch to appearance usually
proves impassable by horse or foot as a profound chasm-
The stream, too, is always sinuous, the tusks and indents
locking like the teeth of' a porpoise or the sutures of a
skull. Another feature is that they rarely shoal up stream,
so that in most cases economy can not be gained by
swerving the line."
The first hundred kilometers average each an estimated
cost, for grading, masonry, and bridges, of $20,000 equivalent
— 441 —
to about $32,000 per mile, and require no gradient exceeding
31/2 per cent.
From Ibarra the line was carried forward by way of
Toquando and Ciiota valleys, over difficult ground, consuming
considerable time; the stay in the pit of Cliota — only 2,500
feet above tide, amongst barren clay hills — being anything
bu<-. agreeable. On the 23d oi July the corps was divided
into two sections, section 2, under Mr. Burgess, continuing
line of survey up Chota and Huaca valleys, while Mr.
Shunk, with section 1, advanced to the neighborhood of
Tulcan and started another line northward from the southern
side of Nudo de Huaca, about 9 miles south of Tulcan.
At Tulcan, as at all other provincial capitals in Ecuador,
the governor courteously offered his services to the repre-
sentatives of the Commission. Before crossing the frontier
of Colombia, the prefect of Obaudo, the southernmost
province, sent his card and placed himself at their orders.
Soon after arrival at the first camp north of the boundary
the surveyors were visited by a committee of citizens of
Ipiales, offering welcome and bearing a letter from Sefior
Burbaro, the prefect of the province. Next day Mr. Shunk
and his comrades called, by appointment, upon the prefect,
and v/ere most cordially welcomed and entertained at
luncheon.
From Nudo de Huaca Mr. Shunk's line was carried
across the liio Telles, near its junction with the Guaitara
by' way of the latter stream, the Guapuscal and the
Chimbatangua, to the village of Tanqua ; thence turned
southward and doubled into the valley of the Taruqui,
where another return v/as made southward, followed by a
final one north to the great " pastures, " near the village
of Tacuanquer, thence to the summit up the southeastern
fiank of La Galera, a distance of about 25 miles on a
— 442 —
gradient which should not exceed 3 1/2 per cent on
location, with two or three intermediate slacks. Ten
miles of like gradient carries one down to Pasto, about
80 miles from the start near Tulcaa, and 216 miles from
Quito. The sucessful conduct of the line to Pasto,
overcoming the most difficult, probably, of the summits,
was therefore happily effeqted. This involved the ascent
of the flank of " the huge ruined cone of La Galera,
15,000 feet above tide, forming a pit 4 or 5 miles athwart,
being itself on the rim of a still more stupendous ruin,
threefold that diameter, its edge slightly dipped toward
the south cloven by Pasto Eiver toward the north, and
inclosing a circular tract of hill country benching down
2.500 feet vertical to the exit of drainage northward
where the city stands. Viewed from the south, therefore
on Guaitara waters, the summit, heretofore unsuspected,
appears to be a wall of mountain, slightly saddled or
wind gapped." It remained for Mr. Shunk's party to be
its discoverer, and using the privilege of such, named it
La Oima de Santa Gertrudis.
The alternative to the upper Guaitara route, run by
Mr. Burgess, via Tuquerres, compares with the line run by
Mr. Shunk, in length about 50 to 30.
Having carried the line prosperouslj' iato Pasto, the
problem was to get successfully out, for the ''next stage
of the survey required the crossing of the profound valleys
of the Juanambii and the Mayo, divided by a lofty Cordi-
llera, to the valley of the Patia. North of Pasto, the basin
in which the city lies is bounded by a high ridge, formerly
connected with La Galera, now traversed by Pasto Piver
in canon. The whole country north of that bounding ridge
tumbles down 6,000 or 8,000 feet within 15 miles to the
Juanambu, flowing westward, and in the main is heavily
— 443 —
timbered and beset with spurs ranging north like the teeth
of a comb." However, owing to the intelligent studies
■of Mr. Shuak, he found a small brook, the Chichatoy,
flowing westward, about two and one-half miles in length,
into the Pasto River, north of the high ridge bounding the
basin wherein the city lies, and giving access to the oomb-
like spurs near their roots, and thus enabling the engineers
to avoid doubling ridges and ravines along three parallel
affluents of th'i Juanambu, and owing to a long bend
southward on the upper course of that river, above their
mouths, to approach it near Tablon, thereby largely reducing
the necessary descent to a crossing.
" The neighborhood of Tablon is a ruling objective
whether the old Areaal Summit, the thoroughfare for
generations between the Juanambvi and the Mayo, be
crossed or one of the streams from the great divide
further east be followed. The ascent to the Arenal exhibited
a jwilderness of sharp set ridges and hollows. The Vado,
eastward, was perceived to be a canon water, equally
uninviting, besides heading up in the wrong direction,
without counter sloped watershed. The Quina, largest of
all the tributaries in that quarter, appeared unquestionably
to be the preferable route and was so found ; the summit
as low as Arenal. sharp edged and indicating a tunnel
about 2,500 feet long. The neighborhood of Tablon was
surveyed extensively to provide a reserve of development,
if needed. The upper valley, however, proved to be a
plain, level athwart, about 300 meters wide and having a
quiuo regular inclination of 5 degrees. Taking advantage
of this topography and of a suitable located lateral ravine
it proved better to develop there rather than at the foot
of the valley, thus gaining 2 miles of distance by means
ot a flaked line on comparatively inexpensive ground and
attaining the proper elevation for the tunnel. "
— 444 —
" The Qaina Yalley '>vas shaley and slaty, the hills
rouading down very xiaifbrmily in profile, though cut by
draiaage, with an increasing pitch tov/ard the stream.
North of the tunnel, on tlie Mayo slope, the surveyors
traversed a region of crumbly clays and soft pumice rock
very much weather worn. Trae contours would lie in
bights between thia-nosed spurs like a slack clothesline
between its props. The concaves are fittable, as a rule, by
our curvature; cuts through the points deep and short.
The Mayo at the crossing, about 6 miles north of La Cruzi
is a 60-foot stream in caiion valley, 800 feet wide and 300
feet deep, requiring a viaduct of tbat size. At the end of
10 miles- (16 ktlom^terj) dow.i the valley it began to
break into impassable canon and fingery, wall sided spurs
wh.ich were avoided by turning through a short tunnel into
the valley of Las Palmas. "
Sdven miles additional brought Mr. Shunk to a junction
with the alternative line surveyed by Mr. Burgess, said
juncbion being about 76 miles (121.6 kilometers) from
Pasto, by mesuremeut of an approximate location on the
field maps. Free use of curvature, a course clearly prescribed
by both physical and commercial considerations and the
line skillfully located, the cost of these 76 miles north of
Pasto will, in the opinion of Mr. Shunk, not exceed the
average previously given for the reach north of Quito
while the maximum gradient required will be less than
3 Y2 per cent.
Material for masonry exists in the stream beds. Timber
for ties is convenient and sufficient, except in the Las
Palmas Valley, where the supply is scanty, limited to
small groves in the lateral ravines.
From Las Palmas the line was carried via Cuevas to
Popayan, situated at the head of the Caiica Valley, camp
being pitched near that city December 4* 1891. South
— 445 —
of Popaysin the line crosses the ridge of Eoble, which is
the divide between the headwaters of the Patia River
flowing into the Pacific Ocean and those of the Cauca
emptying into the Caribbean Sea. Eidge of Eoble also
connects the oriental and. occidental Cordilleras. From
Popayan the survey was coaducted via Cajibio to Cali
which was reached January 18, 1892, the division of the
corps into two sections materially increasing the rate of
progress of the work.
The distance from Quito to Cali by the Gruaitara route is
about 490 miles (788 kilometers) and by the Tuquerres
route 530 miles (853 kilometers) making an average of
about 70 miles per month, commendable progress, when
one considers that the route lay through some of the
boldest mountain regions of South America.
Coaceraing the section between Quito and Popayan, Mr
Shuuk is of the opinioa that $ 32,000 per mile ($ 20,000
^per kilometer) would be a fair valuation for grading,
masonry, and bridges, provided the line were well laid
in gross aad carefully located ia detail; that such a line
exists, awaiting the finder; and that it must be found
eventually if the road is to be built, as there does nofc
appear to be business in sight or in the near prospect to
warrant a larger average outlay, if even an outlay so
large. That sum ia the United States would prepare the
roadbed through pretty difficult oouatry; the grades and
curves admissible in Ecuador and Colombia go far to offset
the peculiar obstacles eacountered. Good drainage would
be a prominent item of expense. On the other hand, cuts
can be taken out to steep slopes in that frostless region,
judging not only by the character of the material in place,
but by work already done on the highways, whether by
storms or by hand. As a rule, the steeper the pitch the
— 446 —
better it stands. There would be three tunnels required on
the section now under consideration. One about a mile in
length under Boliche Summit, another 2,500 feet long under
Quina Summit, and a short one under the Eidge of Eoble.
In regard to the reach between Popayan and Cali, Mr.
Shunk reports that there appeared to him to be three
alternative lines awaiting examination:
" First. A detour by way of the Cauca River from
Popayan to Paso la Bolsa, north of Buenos Aires. Second.
From Popayan across country by way of Duende or vicinity
to the valley of the Piendamo, thence to and along Cauca
River to Paso la Bolsa. Third. From Popayan along the
foothills of the central cordillera adjacent to the national
road north, by way of Jimena, to the ridge between the
rivers Piendamo and Tunia, thence along that ridge to the
vicinity of Aganche, whence a descent may be made along
the southern flank of the valley of the Ovejas to the Cauca
near Jelima and thence to Paso la Bolsa. At the latter
point the valley opens. There is plain ground and no
difficulty to Cali. "
" Before location, the Ridge of Roble, with the neighboring
country between Los Arboles and Popayan, deserves particular
study, for there are several alternatives inviting attention.
Of course but one could be followed. "
From Quito to the vicinity of Los Arbcles, Shunk is of
the opinion that the line actually run is pretty near the
right ground, assuming it to be inadmissible to put Quito
itself on a spur.
Corps N'.o 2 started the line north from Cali January 25
1892, and in three weeks achieved the distance thence to
Cartage; making, in round numbers, 24 miles (39 kilometers)
the first week, 60 miles (96.6 kilometers) the second, and
40 miles (64.4 kilometers) the third week.
— 447 —
They were delayed more or less by foul weather, and,
on the reach between Call and Palmira, by exceedingly
difficult ground to get over rapidly. The Cauca there
traverses a sodden flat through dense wilderness containing
a network of high-water sloughs, lagoons and bayous. The
road Avas very devious, but was necessarily followed. The
bridges on it had been swept off by freshet two and a
half years before, a circumstance that so obstructed
transportation that the progress of camp regulated the
progress of the survey.
Owing to the frequent fords or portages in mud or
water, averaging probably 600 to 700 feet asunder for a
long distance, camp moved slowly.
These 124 miles (200 kilometers) are without serious
obstacle to cheap construction. The Canca E-iver near
Call, requiring a bri'lge 450 feet ( 137 meters ) lung, and
the flood waterways to be provided in the vicinity of the
river, make the division from Cali to Palmira more ex-
pensive than that from Palmira to Cartago.
" Throughout the latter the alluvion of the valley, a
plain sloping toward the main stream at a declivity almost
imperceptible, borders the foothills along a winding line of
demarcation with curves and indents like a sea margin.
The railroad would cross those bays and coves on fast
ground, with hillside excavation around the capes and
through cuts through the occasional isthmuses, pretty
largely in a gravel formation good for ballast. It is a
well-watered country, rivers and brooks from the central
Cordillera abounding, and will neccesitate ample provision
for drainage. Timber convenient for ties and material for
masonry obtainable from the water channels. "
An approximate estimate places the 440 miles ( 708
kilometers ) from Quito to La Bolsa crossing of Cauca
— 448 —
Eiver, south of Cali, at the previously given net i-a,te of
$ 32,000 per mile ($ 20,000 per kilometer) for grading,
masonry, and bridges ; thenoe to the 487th mile ( 784th
kilometer) at Cali, $ 16,000 per mile ($10,000 per kilo-
meter), and thence to the 611th mile (983d kilometer) at
Cartago, $ 18,000 per mile ($ 8,000 per kilometer).
The survey v/as carried to the camp of the corps,
1 1/2 miles north of Cartago, at noon of February
15, 1892.
At this point the party was divided, Mr. O'Connell con-
tinuing the line northward, while Mr. Shunk set out on
an exploration of the Quindio Pass in search of a feasible
route into the Magdalena Valley. On his return he
overtook the main body February 27 at camp north of
Manizales, finding in charge Mr. J. D. Garrison, sent out
by the Commission to relieve Mr. Burgess, resigned.
The main road between Cartago and Medellin was
followed by the line as far as Palamina, v/here a crossroad
permitted access to the western side of Cauca River at
Marmato, from v/hich point progress northward was made
by way of New Carameato, Valparaiso, the Farralones,
Santa Barbara, and Caldas, to Medellin, the suburbs of
v/hich were reached Saturday, March 19, 1892, and the
line extended through it on the 21.^'
" It should be observed that the survey northward from
Cartago, being restricted to the public road, traversed a
rugged region crosswise of torrent dramage from the Pa-
ramos and Nevadas of the central cordiUera, and for the
most part out of sight of the true field along the Cauca
Valley, over ground quite impracticable for a railroad at
a reasonable cost, except the reach between Cartago and
San Francisco. A location could be found there des-
cending the Chiuchina River from the latter point to
Cauca Valley.
— 449 — '
Mr. Shunk, however, judges such a Hne inexpedient.
"Without apparent advantage of any kind it must be the
longer and more expensive alternative, and would enter the
valley near head of what it considered its worst portion,
avoiding, therefore, no difficulties of importance.
Mr. Shunk had contemplated trying a line by way of
the Eisaralda and San Juan valleys, but a report on that
country by Mr. Frankin "White, presented at Palmira,
caused its dismissal. Mr. "White's reconnoisance, made in
1878, indicates a gradient of 7.7 per cent for about 9
miles (14.4 kilometers) at the summit, an ascent thither
from the mouth of the Eisaralda approximating 4,300 feet
(1,310 meters) vertical, and a descent thence northward to
the mouth of the San Juan of 6,700 feet vertical (2,042
meters). The valley line, on a continuous descent, would
obviously consume the difference only between those figures
or about 2,400 feet (731 meters), distributed over a length
of more than 100 miles (160 kilometers). The interior lines
as tabled bj' Mr. "White, seem to be the shorter of the two
by about 8 or 10 miles (13 or 16 kilometers), a difference
which it is thought would be more than extinguished by
the development necessary to reduce gradient within the
limith prescribed. On a whole, the valley line is deemed
preferable to any other. The scheme of the work forbade
an attempt to examine its roadless, wilderness declivities,
and smoky Indian-summer weather prevented good viewg
of it from the overlooking upland; but such glimpses as
were obtained, the observations made at the crossings, and
the information of residents satisfied Mr. Shunk that although
there may be occasional bluff spurs or pricipitous canons,
a road can be buUt there at moderate expense. Much, if
not most, of the "caiion", so called, is firm hillside for
casting work, and there are numerous reaches of "bench"
— 450 —
or "bottom". Yef, in the uncertainty of the knowledge
acquired, the division from Cartago by way of the river
to the mouth of the Poblanco, in round numbers 100 miles
(160 kilometers), is estimated at $ 32,000 per mile.
After his arrival at Medellin Mr. Shunk reported upon
his explorations and studies of the passes leading from
the Gauca into the Magdalena Valley. From these it
appears that while descending the Cauca the possibihty of
finding a line thence up the Paila Valley, or that of the
next affluent northward, which would favorably approach
a low summit of the central cordillera at the head of the
Rio Coello, a tributary of the Magdalena, was suggested.
From Mr. White, many years resident in the State of
Cauca, the best information concerning the country in the
neighborhood was obtained. He confirmed the conjecture
that either from Cartago or the Paila vicinity a lower
pass than that of the Quindio would be found to the
southward. He added that the ground in the valley of
the Coello and its affluents offered easier construction
than the valley of the upper Toche, northwest of Ibaque,
the latter being greatly cumbered with bowlders and other
debiis from the volcano Tolima. The distance by each of
the general routes from Cartago to Ambalema, whether
by the Quindio Pass or by the headwaters of the Coello
would be about 125 to 130 miles (200 to 210 kilometers).
Judging the ascent from Cartago to the Quindio Pass,
at the time of his reconnoissance, to be decisive of the
feasibility of the work, Mr. Shunk, did not extend his
jOurney beyond that pass. The summit tunnel under
Quindio would approximate 2,500 to 3,000 feet in length,
and would put the railroad 800 to 1,000 feet underground.
The material to be penetrated is compact blue slate and
shale. By reason of the flattening off of the eastern
— 451 —
ravine a much lower tunnel would be greatly longer and
therefore inexpedient. On the approach to Quindio Pass
from the westward there would be light valley work from
Cartago to the vicinity of Salento ; thence to the tunnel
heavy and curvy. Massing those subdivisions, Mr. Shunk,
thinks that $ 32,000 per mile (20,000 per Idlometers}
would cover the cost of grading, masonry, and bridges;
and that, as an approximate valuation, that rate might
be used for the entire distance between Cartago and
Ambalema, about 130 miles ( 210 kilometers ).
The general map of Colombia seems to offer an alter-
native line southeastward instead of northeastward from
Ibaque to the Magdalena River, which line should ascend
to the national capital by way of the Rio Bogota.
Owing to impassable roads Mr. Shunk, while at Popa-
yan, was upable to explore Guanacas Pass, but from
information obtained it is believed a railroad is feasible
from Popayan, in the Cauca VaUey, to La Plata, in the
Magdalena Valley, via this pass. The ridge of Guanacas
is believed to be betv\reen 1,000 and 1,300 feet above the
waters of Palace Eiver, and this would imply a tunnel
,of about 1 to 1 1/4 miles long, provided an exit eastward
at an elevation of 11,000 feet might be made. The
elevation of Lago de Guanacas is given by the French
expedition as 11,590 feet (3,533 meters), and it is assumed
that the lake stands 600 or 600 feet above the stream
into which it flows, and from which it appears to be
distant 1 1/2 miles. This assumed tunnel elevation could
be surmounted well within the rate of limiting gradient'
so that there is room for movement up or down in this
conjecture without seriously dislocating the conclusions.
The distance from Popayan to the tunnel is placed at 40
miles (64 kilometers), and thence to La Plata at 60 miles
— 452 —
(96 kilometers). The cost of grading, masonry, and
bridges from Popayan to La Plata, inclusive of a tunnel
1 1/4 miles long (2 Idlometers) at the ridge of the Gua-
nacas, would not exceed $ 40,000 per mile ($ 25,000 per
kilometer). Below La Plata there would be no difficulty
to the sea as to gradient. Doubtless there are other
passes into the valley of the Magdalena, both north of
Popayan, but time did not permit a search for them.
The surveyors were welcomed and offered service by
alcaldes of towns and prefects of provinces, under orders
from Bogota, and the director of national mails and telegraphs
gave the freedom of the wires in Colombia. At Pasto a
formal reception and lunch, as at Ipiales, was tendered,
courtesies were shown at Cartago, but especially at Medellin
was the reception most hearty and cordial. The governor
of the State had the engineers to breakfast at the Executive
Mansion, an entertainment begining at 1 p. m. and not
ending till 6, vith a distinguished company to assist. Then
the business men tendered a supper, an elegant collation, a
very solid assembly and an interchange of goodly expressions
from 6 p. m. till midnight. This was followed by courtesies
from the president of the School of Mines and the municipal
council, together with numerous acts of kindness on the
part of other individuals, including the American and foreign
consuls.
At Medellin the corps was again divided into two sections
each taking the field at the beginning of April. Section I,
under Mr. Shunk, went by way of Antioquia to Canas
Grordas, on the river Sucio; thence, returning to Antioquia,
extended the survey southward up the left bank of the
Cauca River to the ferry on the trail between Concordia
and Titiribi, arriving at this rendezvous May 10. Mr_
Garrison, with the second section, joined a few days later,
— 453 —
having surveyed a line from Oaldas by way of Fredonia to
the mouth of the river Poblanco; thence through Jerico to
the San Juan Eiver, at the mouth of the Quebradona, and
thence through Bolivar to the "Quiebra" summit of the
western cordillera. He then connected his line through
Bolivar by way of the Oauca Valley to the ferry above
mentioned and returned to Medellin. Both had a good
deal of foul weather, and Section II suffered from ill
health.
" From the mouth of the Poblanco, on Oauca River, 711
miles (1,145 kilometers) from Quito, or from Oauca Eiver
at the mouth of the San Juan, 20 miles (32 kilometers)
down stream from the former point, a branch to Medellin
would be feasible, the length of it the same by both lines,
namely, about 46 miles (74 kilometers). The first line
"would ascend the Poblanco Valley, pass the summit in San
Miguel E,idge near Fredonia, detour the heads of the Sinifana,
pass a depression in the spur projecting westward from the
central cordillera near Awaga, ascend to a saddle in said
cordillera at the source of the Quebrada Lejia, a few miles
south of Oaldas and run thence by way of that town down
Medellin Eiver to the city of the same name. "
" The second line, descending Oauca Valley on its eastern
slope from the mouth of the San Juan, would ascend the
southern slope to the Sanifana Valley to a junction with
the Fredonia alternative near the river sources. The latter
line appears to be preferable as occupying better ground,
accommodating the country side better, and as being free
from objectionable counter gradient. Both lines would
serve the unique coal deposit of the Sinifana Valley. "
One or the other of these two lines seems to be the
only practicable approach to Medellin from the Oauca Valley
in this region. Mr. Shunk's studies along the road between
— 454 —
Medellin and Antioquia revealed a topography insuperable
b'^ a railroad at a reasonable cost.
"From the mouth, of the San Juan the line through or
near 5olivar encounters no especial difficulty until that
town is passed. Development then becomes necessary to
overcome the abrupt rise of the cordillera to La Quiebra
summit, about 2,000 feet vertical (610 meters) in a horizontal
distance of 1 1/2 miles ( 2 1/2 kilometers). Support for such
development is offered by the Quebrada Linda, southward.
"West of the summit the country slopes off with a moderate
declivity and there would be no great difficulty, according to
information, in the way of a railroad thence to Qaibdo on
the Atrato, about 60 miles (97 kilometers)."
From the mouth of the Rio San Juan the main line
descends Cauca Valley on its western slope, over ground
alternately bluff, bench and bottom, cloven by frequent
streams or dry beds of torrent streams, 50 miles (80
kilometers) to the city of Antioquia, 781 miles (1,257
kilometers ) from Quito. Thence it develops up the valleys of
the Eio Tonusco and its northern afluent, the Toyo, to a
tunnel 2,600 faet (762 meters) long at the head of the latter
stream; thence following the western bank of a tributary
of the Canas Grordas Eiver, and developing up the latter
stream, reaches the village of Canas Gordas, 35 miles
(56 kilometers) from Antioquia, 816 miles (1,314 kilometers)
from Quito. Barometrical observations by Mr. J. H. "White
indicate that northward from Canas Grordas the river falls at
the rate of about 2 per cent, and that thence forward, down
the valley of the Sucio, no gradient exceeding 1 1/2 per cent
would be necessary anywhere."
Mr. Shunk values the main line from the Poblanco to
Antioquia at $24,000 per mile ($15,000 per kilometer) for
grading, masonry, and briges; the extension from Antioquia
— 465 —
to Cafias Gordas, difacult ground, at $48,000 per mile ($30,000
per kilometer); the branch to Medellin and the branch to
LaQuiebra at 8 32,000 per mile ($20,000 per kilometer).
The material to be moved is chiefly red or yellow clay,
loamy or sandy to some extent, but for the most part stiff.
There are exposures of slate and shale, frequently metamorphic.
Here and there occur beds of pumice sand, indurated.
Scattered bloks of basalt, trachyte, porphyry and granitoid
rock may be said to be characteristic of the whole interandine
upland explored by this party. The bowlders in the river
bed are very much the same everywhere. South of the
Patia Valley comparatively little clay will be met. From
the point of entrance of the corps into that valley
northward it is a predominant material in "excavation."
Solid rock occurs so rarely and, in the absence of frost
there, the material actually existing stands at so steep a
pitch, that Mr. Shunk thinks the whole line might be
estimated as loose rock at slopes of 1/4 to 1 @ 1/2 to 1.
Nowhere was building stone seen in the bed. It is found
only in the stream beds. There it abounds. Streams also
abound: so that by means of steam crushers ballast might
be provided quite conveniently. All through the region
herein reported on there is timber for ties.
On June 7, 1892, the corps set out northward from Me-
dellin, down the valley o± Eio Porce, and followed that
valley through the towns of Copacabana, Jirardat, and
Barbosa to the bridge, a short distance below the mouth
of the Eio Grande.
"The survey there was diverted from the inmediate
valley of the Porce and, proceeding along the highway
through Pabon, formerly called Hojas Anchas, across the
Eio Guadalupe to Carolina, thence swung northward, again
traversing the bridge north of Eio Guadalupe to the Hi-
— 456 —
gueron Summit, a marked depression near the junction of
the Guadalupe and the Force, 854 meters (2,800 feet)
above the said junction on one hand and only 185 meters
(605 feet) above the San Pablo on the other. Thence the
line "Was continued, still following the road along the
crest of the divide between the Force and Nechi to the
town of Anori, where the corps arrived July 1, about 83
miles (133 kilometers) from Medellin."
At Anori the corps was divided, Mr. Garrison, with
section 2, traversing the highway thence through 'Jampa-
mento, Yarumal, Turbaco, and Eaudal to Gaceres, and Mr-
Shunk, with section 1, going to the same destination by
way of the hamlets of El Indio, Graces de Anori, Zea,
and Cruces de Gaceres, and the valleys of the Beguquillo,
and Cauca. The corps reassembled at Gaceres July 21,
section 2 some days in advance of section 1, the former
having made 73 miles of survey, the latter 84.
From Gaceres Mr. Shunk had expected to be able to
cross nortwestwardly to the divide betwen the San Jorge
and the Sinii to a point about 20 miles (30 kilometers)
southward from the Gienaga Betanci. It was learned,
howeverd, that the trail in that direction did not go
through, that it was in bad condition, and was, furthermore,
a mere footpath, never yet passed nor made to be passed
by pack animals. However, as the flatness of the country
would admit a line in almost any direction, the failure to
proceed as anticipated became less important. Therefore
the Gauca River was descended in canoes about 30 miles
(48 kilometers) to Cucharal, the port of Ayapel. Gucharal
is a hamlet of one house. The animals, seat ahead light
by land, were one week in making the journey. At Cu-
charal the corps again divided, section 1, with the surplus
baggage (everything that could be spared from the field),
— 457 —
going down Cauca River in a canoe, and section 2, prosecuting
the survey by way of Ayapel, Sahagun, Corozal, San Juan,
and Turbaco to the Plaza of the Patriots, in Cartagena,
208 miles (334 kilometers) from Cucharal. Section 1 arrived
in Cartagena August 7, section 2 August 26, 1892.
"From Medellin to the neighborhood of the Guadalupe-
Porce junction work will be comparatively light, the lower
portion of the valley, north of Barbosa, somewhat more
difficult than the upper. On the whole, Juniata Valley
work. The section of the line ascending from Porce Valley,
crossing the Gruadnlupe and tunneling Higueron Summit,
is exceedingly rough ground. The G-uadalupe viaduct
would be about 250 feet (76 meters) high and 1,200 feet
(366 meters) long. Higueron Tunnel is proposed to be
2,000 feet (604 meters) long, at an elevation of 4,626 feet
(1,410 meters) above sea, 475 feet (145 meters) below the
summit, 2,325 feet (709 meters) above the G-uadalupe-Porce
junction, and 130 feet (40 meters) above San Pablo at its
western portal. The elevation of Higueron Summit is
5,100 feet (1,556 meters) above the sea. A gradient of 2
per cent has been assumed on the approach from the
Porce, in order to cross the Guadalupe above the "Salto''
(falls) and to provide for future betterments of line
without exceeding the maximum gradient used elsewhere.
From Higueron Tunnel the location would follow San
Pablo Valley to the Nechi and descend along the latter
stream to the vicinity of the Medio Luna, thence developing
up the Quebrada Dorada to the divide (3,050 feet, 930
meters), sloping northward to the waters of Rio Neri,
whence a descend is made to the proposed crossing of
Cauca River, about 6 miles (8 kilometers) south of Caceres.
The work on this section is not excessive. Mr. Garrison
reports it to be on the whole an easy country, presenting
— 458 —
no epecial difficulties, "merely a question of fitting tlie
•line to tlie ground and adjusting it to the topography of
the streams".
From Medellin to the Cauca, near Caceres, the rock
formation is gold bearing, Antioquia being preemineatly
at present the gold-beariag State of the Colombian Union.
Excavation would be mainly variegated clays, shales, slates,
and schists, more or less metamorphic".
Is is to be observed that neither of the hnes on the
reach between the Rio Grande and the Cauca, near Caceres,
hes near the prospective location, though occasional views
of that prospective ground, from overlooking heights, were
obtained by the surveyors. The line traced by Mr. Shunk
noth of Anori was designed as a reserve against a con-
tingency of defeat on the western line. Maps being very
imperfect, and his information leading him to fear a
prohibitory summit in the oordillera along Cauca Eirer, he
thought it prudent to examine the Quebrada Cruces de
Caceres, with a view, if necessary, to exit that way from
the vallej' of the Nechi. Mr. Garrison's happy discovery
of the summit at the head of Quebrada Dorada superseded
Mr. Shunk's individual work and is unquestionably, so far
as can be judged at present, the proper ground for a
railroad from Medellin to Caceres. A partial alternative
might deviate from the junction of the San Pablo and
Yuyumal. which form the Neohi, to Anori, and thence,
descending toward the village of Tami, connect with the
proposed location part way up Qaebrada Dorada. Mr.
Shunk is of the opiaion that an alternative is feasible from
the same point of departure as the foregoing, by way of
the Quebradas, Yarumal, and Oro, and thence down the
eastern flank of Cauca Valley, through Eaudal, to Cauca
crossing.
— 459 —
" Objections to this Hue are the height of summit west
of Yarumal, 7,600 feet (2,280 meters) above the sea, and
a greater length of 20 miles (32 kilometers) as compared
with the proposed location. The crossing of the Cauca
Eiver south of Caceres would approximate 700 feet (213
meters) in length; the banks firm, east side bluif, west
side flat for a short distance; depth of water at ordinary
stage, 8 to 10 feet (3 meters), with a flood range making
it 12 feet (4 meters) deeper at high water. Bottom,
shingle. Piers to be fouuded like those in the Allegheny,
at Pittsburg. No crossing of the Cauca equal to this or
at all' comparable with it anywhere downstream was seen-
Below Caceres the river soon enters flat ground and laces
the adjacent country with bayous. "
Mr: Shunk's line from Anori, by way of Cruces de Ca-
ceres, calls for no particular remark, being about 25 miles
(40 kilmetars) longer than the proposed location. The summit
near Tamana miaes, 2,300 feet (701 meters), is considerably
lower than that at the head ot La Dorada, 3,060 feet (930
meters); but in every other respect the liae is at a
disadvantage. From the Cauca crossing no material obstacle
exists to a line northwestward to the upland between the
Rivers San Jorge and Sinii, whence, trending northeastward,
it merges in a surveyed line north of Ayapel and follows
that survey, with occasional shght deviations, to Cartagena-
After passing Ayapel, the country is rolling prairie and
timber, better populated and better utilized than any region
of like extend seen by Mr. Shunk in South America. It is
a very rich farming and cattle district. The only high
ground met was the "Paloma" ridge, rising about 1,000
feet (300 meters) above tide between San Juan and Cayetano;
but it would be taken on the slant, with good approach spurs
both sides, and yet at moderate cost. The general elevation
of the plane north of Ayapel is 120 to 160 meters (400 to
— 460 —
500 feet above tide. It ascends northweswardly and culmina-tes
in the Paloma. The approximate cost of grading, masonry,
and bridges from Medellin to Cartagena is estimate as
follows :
24.85 miles from Medellin to Barbosa, 40 kilometers,
at $ 12,000 $ 480,000
38.52 miles from Barbosa to foot of Higueron-tunnel
gradient, 62 kilometers, at $ 15,000 " 930,000
13.67 miles from foot of tunnel gradient to western portal,
22 kilometers, at $ 45,000 " 990,000
55.92 miles from Higueron tunnel to and across Oauca
River south of Oaceres, 90 kilometers, at $ 15,000. " 1,350,000
239.86 miles from Oauca crossing to Cartagena, 388
kilometers, at $ 12,000 " 4,632,000
Approximate cost S 8,382,000
Average, $ 22,500 per mile; S 14,000 per kilometer.
The railroads now bulding would reduce the length of
line to be built 30 miles (48 kilometers) from Medellin
northward, and 25 (40 kilometers) from Cartagena southward.
Timber for ties, stone for masonry, and water will be found
on the line or near by throughout its length. From the San
Jorge crossing, 25 miles (40 kilometers) northwest of Ca-
ceres, a line about 75 miles (120 kilometers) in length is
believed, from trustworthy information, to be feasible over
the low western ridge to Pavarandocito on the Sucio.
Maps of the line from Quito to Medellin have already
been received and are on file in the central office in Was-
hington.
Owing to the usuitanbleness of the season at the time
of Mr. Shuhk's arrival in the lower Cauca Valley, it was
not advisable to attempt a survey of the Isthmus of Pana_
ma at that date, consequently he has been transferred from
Cartagena to San Jose de Costa Eica, with orders to
begin a line at some suitable point in that neighborhood
- 461 —
and work southward towar Panama, reaching the insthmus
in February, a favorable season for operations in that un-
healty region, and make connetion with the northwestern
terminus of his line in Colombia at Canas Gordas. He sailed
from Cartagena on the 16th of September and reached
the capital of Costa Rica the 26th of th same month.
SOUTH AMERICA.
COEPS N." 3.
.J. Imbrie Miller, Engineer in Charge.
W. D. Kelley, Assistant Engineer.
J. R. Kurtz, Assistant Engineer.
Winter L. Wilson, Topographer.
Algernon B. Alderson, Draftsman.
J. Douglas Foestbr, Junior Assistant.
Ohakles W. Rush, V. S. Navy, Surgeon.
This party was assigned the survey of the line from
Quito southward through Ecuador and Peru to Cuzco, the
ancient capital of the latter country.
The engineers sailed on April 10, 1891, from New York,
with those of the second corps; but as Mr. Miller had
been instructed to proceed in advance to Perii, to gather
information regarding the route, he turned over his party
to the engineer in charge of corps No. 2, and sailed
direct to Callao, arriving April 27.
He reports having been courteously received and hand^
somely entertained by the United States minister to Peru,
Mr. John Hicks; by the secretary to the United States
legati9n, Mr. Richard R. Neill; by Admiral Brown and
officers of the ilagship "San Francisco", and by private
residents of the capital.
Attache Ensign "W. E. Saiford, U. S. Navy, on special
duty in Peru in connection with the Columbian Exposition,
kindly acted as interpreter.
— 462 —
luterviews were secured "with G-en. Remigio Morales
Bermudez, tlie President of the Eepublio, and with thg
seeretaries and other Government of&oials thought to be
most able to forward the interests of the Commission.
Letters of introduction from Mr. Leffert L. Buck, the
commissioner from Peru, to El Senor Don Ernesto Mali-
nowsky, Mr. Eward Thornton, and other distinguished
civil engiaeers procured much useful information. Through
El Senor Malinowski permission was accorded to visit the
Geographical Society of Lima and trace portions of Eai-
mundi's new map of Peru. Copies of the text of this
important work were presented.
May 6, nine days after landing, the engineer started for
Guayaquil, arriving there May 10, and at Quito May 20.
El Senor J. M. P. Caamano, governor of the Province of
Guayas, furnished transportation, as had already been done
for the double engineer corps with Mr. Shunk. On arrival
at camp, 3 miles north of Quito, the supplies were inspected
and repacked, instruments adjusted, riding horses and pack
mules purchased, and a few natives exercised in field duties,
so that on June 1 the third corps camp was moved 12
miles south of Quito.
The next day both the second and third corps com-
menced work on the railroad survey at Quito, the third
corps working southward, taking a belt contour-line topo-
graphy from 3 to 5 miles in width, including all available
ground for railroad location on the Quito route, and also
connecting with the main valley route pastward of Quito,
surveyed by Mr. Shunk.
From Juae 2 to October 31 (five months) the corps com-
pleted 507 miles of careful instrumental surveys, equal to
a little more than 100 miles per month, of which 80 miles
per month were on the main route south of Quito.
The compass and barometer were only used as check^
— 463 —
oa the instrumental aligament and levels, the measurements
being taken with the stadia, the ground being too broken
for accurate use of chain or odometer.
On October 31 the survey reached a point 60 nules
south of Loja, in Ecuador, near the border ef Peril, and
415 miles from Quito by may survey.
Some of the principal points on the location are noted
below, with the distances from Quito, the altitudes above
ocean level, and their respective populations.
From
Quito.
Popula-
tion.
Quito .....
Zero Monument .
Santa Bosa Summit
Amaguana Bridge.
Uyumbicho .
Tambillo. . . .
Machachi
TiopuUo Summit .
Latacunga .
San Miguel .
Ambato ....
Mocha ....
Chimborazo Summit
Chuquipogio
Cajabamba .
Sicalpa
Columbe ....
Guamote
Palmira ....
Tigsan ....
Alansi ....
Chunchi ....
Azuay Summit. .
Tambo ....
Gauar ....
Curiquinga Summit
Biblian ....
Azogues ....
Chuquipata .
Cuenca ....
Miles.
Feet.
.
9,350
1
9,825 ;
lOJ
9,986
11
8,470
12
8,850
14
9,250
22
9,760
34
11,540
57 1
9,177
654
8,786
81
8,304
954
1C,810
102
12,000
106
11,716
1204
10,715
121"
10,631
134 1
10,454
138
, 10,080
148
11,650
1551
9,784
161
7,857
172J
7,632
197
11,160
2034
9,990
205
10,368
213 1
10,888
227 1
8,840
231
8,494
234 J
8,100
247
8,600
80,000
2,000
2,000
3.000
8,000
iKooo
3,000
18,000
3,000
4,000
4,000
1,000
8,000
1,000
1.500
3,000
2,500
i^OOO
5,000
3,000
«,000
200
40,000
— 464 —
From Quito to Loja the survej' follows the valley of the
Audes betweea the Maritime and Central Cordillera. This
valley is crossed by numerous mountain spurs, each of which
divides the drainage (as at TiopuUo, Azuay, etc.), aud the
engineering problem is to cross these summits with suitable
gradients and alignment, and at the same time avoid as
much as possible the numerous deep ravines along the
mountain slopes.
The line from Quito to Cuenca presents no extraordinary
engineering features excepting high viaducts and somewhat
of a lack of good building materials adjacent to the work.
South of Cuenca the ground is very broken and in places
covered with dense forests, the cross ridges being frequent
and irregular.
Both at Cuenca and Loja and elsehewre the Government
officials and private citizens were very prominent in showing
attention to the officers of the Commission, and the leading
ladies made silk American flags to grace the banquet tendered
the engineers.
To El Senor Antonio Borero, governor of the Province
of Cuenca, and El Senor Ulpiano Valdivieso, governor of
the Province of Loja, grateful mention is due. The latter
"Was good enough to cash bank drafts on Guayaquil, so as
to save delay in carnage of specie required.
The weather proved wet and cold at the high altitude
selected, and there was considerable sickness caused by
exposure. Mr. Miller, the chief of the party, was, soon
after his arrival at Quito, attacked by a malady to which
persons unaccustomed to these high altitudes are somewhat
subject, and, although warned by the surgeon of the party
and by resident physicians that he ran great risk by remaining
in the country, he refused to return home until after two
relapses, when he was so much reduced in strength that
— 465 —
he had to be carried to the coast in a litter. Grreat credit
is due Mr. Miller for the very satisfactory work and good
progress of his party, as well as for his pluck in remaining
so long at the serious risk of his life.
Mr. "William B. Sorsby, Uuited States consul-general for
Ecuador, and Mr. Martin Eeinberg, the vice-consul, were
very attentive to the interests of the Commission.
Upon his return to the United States Mr. Miller submitted
the following:
JEstimate of cost of railway, Quito to Cuenca.
[271.7 milea single track (main and side traclfB), main track 247 miles.]
Gold values.
Excavations and tunnels $ 5,203,461.35
Masonry and riprap " 1,295,576 00
Iron viaducts and girders " 2,392,040.00
Fencing, guards, road crossings, etc " 248,500.00
Land damages " 160,000.00
Engineering, legal expenses, and incidentals, .05 . " 464,478.86
Total "$ 9,754,066.11
Cost of roadway only per mile. " 36,900.10
Track and ballast "$ 2,037,750.00
Telegraph " 98,800.00
Passenger, freight, and water stations " 322,900.00
Engine houses and repair shops. . . ..." 175,000.00
Total $ 12,388,506.11
Total cost without rolling stock, .per mile. " 45,596.83
Tte prices upon which the estimate is based are as
follows :
Earthwork. per cubic yard. S 0.25
1.25
75.00
2.00
10.00
07 1/2
Solid rock do . .
Tunnels per running foot.
Riprap per cubic yard.
Arch culverts do . . .
Iron work erected per pound.
— 466 —
Track and ballast complete per mile. $ 7,500.00
Loose rock per cubic yard. " 75
Foundations do ... " 60
Box culverts .do ... " 6.00
Abutments do ... " 8.00
Upon the departure of Mr. Miller from Ecuador, Mr. W. D.
Kelley "was placed in cHarge of the corps and successfiilly
conducted the survey, under trying circumstances, to Cuzco.
Messrs. Kelley, "Wilson, and Forster, constituting the field
force, left Loja oa the 19th of October, 1891, and reached
the Peruvian line on the 26th of November, covering a
distance of 72 miles. At Loja it became necessary to
reorganize the camp, purchase fresh mules, and hire new
men, The first hired by public advertisement became frigh-
tened at the prospect ahead, and refuced to enter the
mountains through fear of the Indians and the wild beasts.
Requisition was accordingly made upon the governor for
the usual forced "peon" labor for linemen and mule drivers
the former being paid by contract to move the main camp,
consisting of Messrs. Kurtz, Alderson, Eush, and Bosanquet,
who had in charge the necessary provisions to carry the
party through the unpopulated section between Loja and
the first considerable towns in Peru. The help thus obtain-
ed moved the main camp a distance of ten leagues on the
2d, 3d, and .4th of November, but oa the night of the
latter date the natives escaped from camp and ran away.
Requisition was again made upon the gorvernor for more
men and the necessary guard of soldiers. The men could
not be obtained, but 12 soldiers under a captain were by
permission of the Ecuadorian Grovernment procured. These
soldiers moved the camp, under charge of Mr. Kurtz, a
further dintance of 2 1/2 leagues to a summit of the Cordi-
llera called Savanilla-
— 467 —
It -was now tlie 20th of NoYember, the members of the
camp being disheartened, and, after holding a meeting in
the rain, decided to return to Loja, thus leaving the ad-
vance party without proper provisions. Mr. Kustz, being
too ill with rheumatism to continue on, remained, at Loja
some time and fiually . returned to the Uuited States, having
been actually employed ia the fieldd less than three weeks-
Mr. Bosanquet, however, makes a trip on foot through
the forests and reports to Mr. Kelley the condition of
affairs. Bosanq[uet is then placed in obsolute charge of
the main camp, and receives orders to return to Loja,
reorganize, and conduct the main camp by another route
until he overtakes the survey camp imder Mr. Kelley,
which was successfully accomplished, the reunion taking
place at Bajabamba, Peru, February 5, 1892, Mr. Alder-
son and Dr. Ruhs accompanying Mr. Bosanquet. The ac-
tion of Mr. Bosanquet in making a trip on foot through
this wild region, leadin a mule packed with provisions for
the three sorveyors in advance hidden in the depths of
the forest, was highly commendable, and probably preven-
ted an unfortunate delay in the prosecution of the enter-
prise if not the loss of life.
From Loja soutward the line as surveyed has a gradual
ascent for 7 miles to the summit of Cajanuma, 8,302 feet,
in a flat open country, thence to a summit of the cordiUera,
elevation 6,350 feet, 35 miles distant from Loja by a
meandering line along the mountain, side, the small villages
of Vilcabamba and Yangana lying to the westward below
After crossing over to the headwaters of the Amazon, the
line runs through a very mountainous region covered with
dence forests as far as the Rio Canchis, only an occacio-
nal Indian hut being encountered, the section almost des'
titute of food and resources, the canned supplies brought
— 468 —
from the Uuited States having been the main dependence.
The mountain streams carry some gold, and signs of other
metals are apparent, but owing to the remoteness of the
locality and it inaccessibility, it would not be profitable
to work mines in this section at present. At this time
very long stadia sights and barometer checks had to be
resorted to in order to make sufficient headway to pre-
vent being inclosed between the swollen mountain torrents,
for the rainy season was on in full force and the region
was devoid of food supplies. The presipitous mountains
and the dence forests requiring much chopping, all tended
to delay the wokr, but by clearing the hilltops, stripping
the trees of bark, erecting cross-arms thereon and utilizing
them as stadia rods, maximum sights of about six miles
were obtained and the necesary rate of progress secured.
The ladian help was short; many had the fever, much
of the work being m the rain and mud. Eoth men and
animals became greatly fatigued, and the latter haviag no
feed except vines, all exercised an xmfavorable influence
upon the speed af the work,
Mention is due of the kindness of Dr. Castillo, dean
of the cathedral ef Loja, for the supplies he personally
the furnished for is orders to the ladian communities to
supply provisions to the surveying party and feed for their
animals.
The next reach in the survey is that extending from the
northern boundary of Peru to Cajamarca, a distance of
191 miles. From the frontier soutward the same mountainous
country continues for about 60 miles, when the flat
bottom lauds of the valley of the Maranon are encountered
at an elevation above sea level of 3,000 feet. These are
low, hot, and saady, the trees of tre forest being replaced
by a low, hardy growth of thorny bushes, with woods in
— 469 —
patclies. In this section numerous insects are found, ■wiiile
the climate is unhealthy. The line was run so as to skirt
along the edges of the foothills, throungh the old town of
Jaen, and reached the Marahon River at a point 76 miles
from the Ecuadorian frontier and 12 miles south of Jaen,
at an elevation of 2,550 feet , thence following the western
bank of the river, in and upstream direction, a distance of
20 miles to an elevation of 2,957 feet, when such abrupt
projecting spurs, 4,000 feet in height, alternating with
deep-cut cross gorges at right angles to the line, were
encountered that it became impracticable to adhere to the
valley any longer, and the survey or were forced to carry
the line to the right and up on the table-lands. At the
point where the valley was left . the character of the
ground was barren sand and rocks, the region was
without population, without mule trails, and without provi-
sions for man or beast.
The survey of the Maiaiion Valley C3,n best be
accomplished by starting at the head waters near Cerro
de Pasco and descending the stream.
By ascending to the plateaus, as indicated above, the
preliminary line traversed the richest mineral an agricul-
tural sections of the interior of Peru all the way to
Cuzco and passed through the principal towns and capitals
whereas, had the conditions along the Marahon been
favorable to the prosecution of the survey in an upstream
direction, as was originally intended by the Commission'
the line woald have been run, it appears, through a region
without population and without present resources. It
is desirable that the alternative elevated line from Loja,
Ecuador, to the neighborhood of Chota, Peru, should be
surveyed in the near future. Owing to the small size of
the field party, three engineers and a few Indian helpers,
— 470 —
and the scanty supply of the plainest food, it was not
practicable for Mr. Kelley to make other route inspections
while pushing his line over the best route that the
limited information obtainable indicated. Cajamarca, the
capital of the department of the same name, was safely
reached on the 15th of January, 1892, and ten days were
then devoted to recuperating the worn-out mules, making
records, and developing certain sections. As this town,
the Prefecto, El Senor Dn. M. 0. Vargas, hospitably en-
tertained the engineers at the prefectura for ten days,
cared for and fed the mules, all without charge, A ban-
quet was given the engineers and other evidences of the
friendly feelings entertained by the Peruvians towards the
commendable scheme of an intercontinental railway were
exhibited.
The Hne from the Ecuadorian frontier to Cajamarca,
with the exception of about 30 miles through the bottom
lands of the Maranon, would be expensive and would
require maximum gradients aud curvatures, but when
the iinal location is made it is believed that the elevated
alternative between Loja and Cajamarca would be the one
adopted. Along the southern end of this line there are
several considerable towns. Near Buena Vista and Jaen
coffee, tobacco, and cocoa are grown in limited quantities
and much more could readily be produced, but in the
absence of means of transportation to the outside world
there is no incentive for such extension. Near Cajamarca
there are extensively worked silver mines, bituminous coa^
fields of good quality and ample quantity, together with
productive agricultural lands. At this point the Maranon
River lies about 40 miles to the eastward.
The next reach of the survey is that extending from
Cajamarca to Huaraz, a distance of 225 miles as measured
— 471 —
on the preliminary line. The engineers left Cajamarca
January 25 and reached Huaraz March 12, 1892. From
near the former town the line descends through a broad,
open valley to a junction with the Eio Huamachuco for a
distance of about 35 miles to an elevation of 7,500 feet
(the Maranon being 15 miles eastward), thence ascends
the former stream to its source and to the top of the
main cordillera of the Andes, at which point a spur of
somew hat higher elevation and with snow capped peaks
runs eastwardly to the Maranon. Here two alternatives
presented themselves, the eastern one on the Maranon slope
of the main cordillera and the western one on the Pacific
slope. The former would require tunneling through the
numerous spurs and cross at right angles the deep gorges
and waterways leading to the Maranon for a distance of
nearly 150 miles, and would traverse a country very
rough, but little populated and of meager natural re"
sources. The latter crosses the main cordillera on the
surface at an elevation of 13,026 feet and after a distance
of 90 miles enters the beautiful valley of the Rio Santa,
also called the " Callejon de Huailas '■ thus enabling the
line to be carried in its true southerly direction by easy
grades up this valley, which is by far the^ most fertile
portion of Peru, with its large towns, tickly populated
roadsides, rich mineral lands both ■ east and west, gold
and silver predominating. These mines are worked on a
large scale, as easy communication with the coast permitted
the introduction of heavy machinery and supplanted the
handling of the ores by the primitive methods of manual
labor formerly in vogue.
Lower down in the same valley is the sugar cane, while
to the east"ward, in an almost continuous Hne, rise the
snow-capped summits of the Andes, thus affording within
— 472 —
a few hours, journey all degrees of climate, temperature,
and vegetation, wor the above reasons, the latter route
"was the one selected by Hr. Kelley, and in his opinion
has proven the better. The gold districts of Pallasca and
Cabana, the richest in Peru, are on the inmediate line of
the survey, aud when the construction of the road is once
commenced, the nearness to the coast and the facilities for
getting machinery and suplies "would lessen the cost of
building. Moreover, the Cliimbote railroad, which was
destroyed by washouts, is likelyto be rebuilt in the near
future, and this, with the local traffic here existing, in
irself remunerative, all confirm the advantages of the Pacific
to the Maranon slope of the Andes.
The surveyors arrived at Cajabamba, 60 miles south of
Cajamarca, on the 3d of February and were met there on
the 5th by the supply camp from Loja under Messrs.
Bosanquet, Alderson, and Rush. This latter party, being
under mule hire to Caraz, 125 miles farther, continued the
direct line of march to the latter place, which was reached
iPebruary 21, intending to await the arrival of the surveying
party at that point and utilize the time in drafting the maps
then in arrears. On the arrival of Mr. Kelly's section at
Caraz, March 4, he found the other party al sick, Mr-
Alderson being in bed with a high fever and not in condition
to be moved, while Dr. Rush and Mr. Bosanquet were also
ill. Under these circumstances it was impossible for Mr.
Bosanquet's party to continue the march to Cerro de Pasco
and accordingly as soon as Mr. Alderson could be moved he
was carried to the coast, and he with Dr. Rush returned,
via Lima, to the United States, where they arrived in
April, 1882. Under orders from the Commission, Mr. Bosanquet's
party was disbanded at Lima, and he in person proceeded
to join Mr. Kelley in the field at Huancayo, where he
arrived May 10, 1892.
- 473 —
The unfortunate illness of Messrs. Kurtz, Alderson,
and Eush and the Savanilla mishap, all show the difficul-
ties under which the survey was prosecuted to a successful
end by the unswerving detennination ad skillfull management
of Mr. Kelley, ably seconded by Messrs. "Wilson and
Forster, who remained with him to the end.
The next stretch of survey to be considered is that from
Huaraz to Cerro de Pasco, a distance of 144 miles as
measured along the preliminary line actually run. Leaving
Huaraz March 16, Cerro de Pasco was reached AprUe 6,
1892. From the former town southward the line ascends
by easy gradients and cheap construction a distance of 16
miles along the E.io Santa to the town of Eecauy, situated
at the head of the industries of the valley and the populous
district and where are located extensive silver smelting
works.
At Recauy two alternatives present themselves; but,
owing to the reduced size of the surveying corps, only
one could be examined : First, an eastward line requiring
a triple crossing of the cordillerra via Huallanca and, the
Maranon slope of main chain to Cerro de Pasco. Secondly,
a w eetward line on the Pacific slope, passing bi Cajatambo
and crossing a high spur of the cordillera forming one of the
above-mentioned triple crossings. The former route passes
through the large coal and silver mining districts of Huallan-
ca and enters the populous deparment of Huanuco which is
very fertile and productive. The latter crosses, aspur with as
high a summit as that of the main ridge,but without
the coal and silver industries and population to recom-
mend it, and besides would require a steeper and more
troublesome ascent in order to attain the high pampa
of Cerro de Pasco. Under these circumstances the first
alternative was selected and is believed by Mr. Kelley to
— 474 —
be tlie better route, althougb before final location the other
should be surveyed. Near Eecauy the main cordillera is
crossed at an elevation of 14,927 feet and the two spurs
can be crossed on the surface hj developing the line along
the rocky and snowy mountain sides, at elevations of
15,199 and 15,128 feet, but it is believed that tunnels here
would be preferable.
Thence descent is made by a rather narrow valley to
Huallanca, where coal is abundant in quantity and is of
good qunlity, while the silver ores pay as high as $320
per ton, those as low as $37 per ton being cast on the
dump. Smelting works with improved machinery are being
established. At this point, hospitalities were extended to
the engineers, while the prefect and certain citizens of
Huanuco, 32 leagues distant, came to pay their respect to
the representatives of the Commission. From Huallanca to
Cerro de Pasco, 84 miles, owing to the crossing at right
angles of the numerous gorges of the headwaters of the
Maraiion, the line would be costly, except the last 15 miles
at the Cerro de Pasco end. This latter town is famous for
its silver mines, its business industries, and extensive
commerce, and for the number of foreigners to be found
there. Within a radius of 12 miles the country is dotted
with small mining towns and haciendas for working silver.
There is a railroad 3 leagues long from the mines in Cerro
de Pasco to the reduction works. The mines are mostly
under the city, and in addition to the railroad thousands
of llamas are used to transport the ore.
The city as han elevation of 14,293 feet and consequently
no timber exists in its immediate vicinity, but barley straw
grows in scattered patches, but never produces grain. The
llamas graze off the very short pampa pasturage while
mule feet has to be brought from a distance. Coal,
— 475 -
brought some 10 leagues, is used by tlie smelting works,
the railroad, and the richer families, but the fuel most in
use is the llama dung, gathered in bags by the Indian
women. A sun-dried sod, called "champa", is also used
for the same purpose* A banquet under the auspices of
El Senor Chavez, acting Prefecto of the Department of
Junin, was tendered the engineers at this point, "while.
El Senor Valdasola^ Unitd States vice-consul, showed many
attentions. Here telegraphic iastructions were received
from the central office in "Washington to continue the
survey to Cuzco.
After reorganizing his party, Mr. Kelley left Cerro de
Pasco on the 18th of April and reached Huancayo, 140
miles distant, May 10. From Cerro de Pasco southward
the route lies across the high pampa at elevations varying
from 13,400 to 14,000 feet above sea level, and passes by
the eastern side of Lake Junin. So far as the topography
of the country is concerned, this is the cheapest portion
of the hne to be constructed, the grades being easy, no
heavy crossings required, and a good alignment attainable.
However, wooden cross-ties in perro de Pasco cost $ 1.25
each, in native money, and prices of all classes of com-
modities are very high. After leaving Junin the line
passes over a slight summit ( 13,751 feet) and then des-
cends by a tributary into the Eio Oroya Valley to the
town of the same name. The route followed is practically
that of the Oroya and Cerro de Pasco Railroad, and on
April 28 Mr. Kelley's party were in camp with the
engineers of that road and exchanged elevations with them.
Oroya is 137 miles from Lima, and the railroad is already
built from the latter place to Casapalca, which is 41 1/2
miles from Oroya, this latter distaace beiag covered by
mule traffic in one and a half days. This interval is
— 476 —
now under construction, and it is expected that the road
will be open to the public by the 1st. of January, 1893)
From Oroya to Huancayo, 68 miles, the line surveyed
follows down the Oroya Eiver, encountering no difficulties,
and for the last 28, or from Jauja to Huancayo, passes
through an open country, rich agriculturally, but without
mineral vealth, at elevations varying from 9,000 to 10,000
feet. This section is claimed to be adapted to tea culture
although none is grown there now. It contains many
large towns, and the construction, of a railroad would
develop a considerable passenger and local freight traffic.
After enjoying a banquet, the surveyors left Huancayo
May ^3 and reached Ayaeticho, 117 miles distant, June 1.
From Huancayo southward the survey continues down the
Oroya Eiver a distance of 47 miles to Izcuchaca, at an
elevation of 9,413 feet. At this point two routes became
available; the first continues down the Oroya River to
its junction with the Eio Huanta, and then ascends that
stream to Ayacucho. The second adheres to the highlands .
in a generally straight direction. The first having been
surveyed by other parties, 'although it may be the better
of the two, Mr. Kelley decided to follow the second, so
as not to duplicate the surveys, but obtain additional
data. The line as actually run passes some towns and
is not far from the rich quicksilver mines of Huancavelica,
which lie to the westward of the best direction. The section
under consideration is but slightly productive, is without
timber, without mines, and but sparely populated by poor
Indians. The first route indicated above would pass through
a timbered country and through lower levels into or near the
sugar, coffee, and tobacco district below Huanta. Special
mention should be made of the kindness of the prefecto. El
Senor Leonardo Oavero, and other officials at Ayacucho, and
of the banquet tendered the members of Mr. Kelley's party.
— 477 -
From Ayaouoho to Abancay is 137 miles. The former
towa was left Juae 6 and the latter reached July 8, 1892.
The survey gradually ascends from an elevation of 8,900 feet
at Ayacucho to that of 14,062, where it crosses a ridge
38 miles from the starting point, and thence descends to an
elevation of 7,040 at the Eio Pampas by a side hUl grade
line 44 miles long. The Eio Pampas was crossed on rafts
June 18, and the work continued, the line ascending the
valley of the Eio Huanoaray by an easy grade to a summit
of the main cordillera having an elevation of 14,628 feet.
This ridge here runs east and west, the town of Andahuailas
being situated on the other side of the ridge at a distance
of five leagues to the eastward. From the summit just
mentioned the line then descends by the use of much
curvature to an elevation of 5,800 feet in the valley of
the Eio Pachachaoa, lying at right angles to the line of
survey. After crossing this stream there is another ascent
up the valley of the Abancay to the village of that name,
the route passing through the large sugar estates of Dr.
Letoua. In the section between Ayacucho and Abancay
small villages and a sparse Incian population are found. The
country, being generally high, is adapted to sheep raising,
and although minerals are said to exist, no mines had been
opened along therout. Owing to the crossing of the rivers
Pampas and Pachachaoa, the transversal ridges, and the
main cordillera, the construction of this portion of the
Intercontinental Eailway would be expensive.
As portion of the route was believed to be infested by
hostile Indians, a cavalry escort for a distance of 40 miles
and arms and ammunition were furnished the engineers by
the Government authorities at Ayacucho.
As elsewhere, courteous attentions were shown the
Commission's representatives. Dr. Letona entertained them
— 478 —
for several days, aad provided feed for the animals free of
ckarge. The prefecto of Abancay. El Senor Juan Pablo
Palosminos, was equally attentive, and a banquet was
one of the hospitalites extended here.
The next reach of the survey, 69 miles, is that from
Abancay to Cuzoo, where the instrumental work ceased. The
former town was left July 11, and the ancient capital of
the, Incas reached July 20, 1892.
Leaving Abancay, the line ascends to a summit elevation
of 12,900 feet, and thence descends to that of 6,083 in the
valley of the Apurimac, through a populous district, fine
agriculturally, and producing considerable quantities of
sugar cane. Crossing the river, there is another ascent
to a summit of 12,438 feet, thence by a light gradient
a descent by hillside work into the valley at Cuzco,
11,103 feet above sea level. Before final location a
survey of the valleys of the rivers Pampas and Apurimac
in a down stream directiojj towards the eastward and
northward would seen to be advisable as well as the
examination of an alternative line from the 12,900 foot
summit south of Abancay to some point on the existing
railroad between Marangani and Santa Rosa, thus adhering
to the table lands and avoiding the deep crossing of the
Apurimac.
A three day's mule ride of 75 miles brought the engineers
to Secuani, the present terminus of the Arequipa, Puno
and Cuzco Eailroad. Secuani is 111 miles from Puno, on
Lake Titicaca, situated upon the western boundary of
Bolivia. Cuzco is 453 miles from Mollendo on the seacast;
of which distance 378 miles are in operation. It is therefore
apparent that by carrying the instrumental survey to Cuzco
it has practically been carriel to the frontier of BoHvia.
Owing to the kindness of Mr. McCord, the entire party
and baggage were passed to the seacoast, and an excursion
— 479 —
to Pano afforded an opportunity to inspect the whole line.
Arequipa was reached July 28, and the usual courtesies
and banqret extended by the prefecto, el Senor Abrill.
At this point, Mr. Kelley was met by Dr. Parro, director-
general of public works of Peru.
Arriving at Lima August 2, the engineers were taken
ashore in a special launch and met by officials of the
Government. A private reception was held by Dr. Parro
at his residence, a banquet by the president of the cabi-
net, ei Senor Carlos M: Elias, in the exposition building,
and an official presentation to the President of the EepubUc
and his cabinet took place, all in honor of the Commission's
representatives. Courtesies were also shown by Mr. R. E..
Neill and others of the United States legation ; dy Mr.
Helcombe, of the banking firm of Grace Bros. & Co. and
by Chief Engineer Thorndike, of the Oroya Railroad, who
provided and excursion over his line in a special observation
car. Leading Lima August 6, the party arrived in Washingion
on the 30th of same month, since which time they have
been engaged in working up the data collected and in
preparation of the finished maps.
Some of the principal points on tlie line surveyed, their altitudes above
sea level, and approximate population.
LOCALITY.
South of Quito.
Quito (plaza).
Cueoca (1) .
Zaraguro .
Loja . . . .
Yilcabamba .
Yangana .
Bio Cauchis (2).
South of Bio Canchis.
Jaen
Eio Maran6n (at first point touclied)
Kio Marau6n (at point of leaving) .
Chota
Cajamarca
Cajabamba
Hnamachuco
Summit of cordillera
Rio MoUepata
Fallasca ... a
Summit of spur of cordillera .
Corongo
Rio Santa
Caraz
Huaraz
Recnay
Huarapasca (summit of spur) .
Yanachachas (summit of spur) .
Summit of cordillera
Huallanca
Cerro de Pasco
South of Cerro de Pasco.
La^io de Junin
Oroya
Jauja
Other towns
Huancayo
Bio Huancayo (at Izouohaca River) . .
Summit of spur
Ayacucho
Summit of spur
Bio Pampas (at crossing)
* Distances measured on tlie preliminary line.
(1) Cuenoa is 247 milea south of Quito on tlio "location"
(2) Dividing line between Ecuador and Perfl.
DIS-
ELEVA-
POPULA-
TANCES. *
TION.
TION.
Miles.
Feet.
9.360
80.000
228. c
8.600
40.000
309.8
8 456
5.000
341.0
7.138
18.000
361.6
5.476
600
369.8
6.273
200
413.1
3.000
—
64.3
3.389
300
76.3
2,550
96.9
2.967
143.0
10.000
7.000
191.2
9.843
30.000
250.6
9.374
15.000
266.1
11.035
15.000
283.8
13 026
303.1
7,S36
.S06.9
10.350
6.000
327.7
14.179
338.3
9.908
7.000
352.1
3.962
376.8
7.174
15.000
416.0
9.537
25.000
431.7
10.615
6.000
456.8
35.199
463.6
15.128
—
464.7
14.927
—
476.5
11.302
4.000
560.4
14.293
8.000
33.7
13.422
72.2
12.166
300
112.6
11.145
12.000
50.000
140.3
10.635
20.000
187.3
9.413
197.8
14.723
256.9
8.900
40.000
294 6
14.062
321.9
7.040
—
— 481 —
Some of the principal points on the line surveyed, their altitudes above
sea level, and approximate population.— Continued.
LOCALITY.
South of Cerro de Pijsco.— Continued.
Huanoaray
Summit of cordillera . .
Rio Pachachaca.
Abancay
Summit ot spur. . , .
Rio Apurimao (at crossing)
Summit of spur.
Uuzoc (end of survey) .
DIS-
TANCES.
Miles.
341.6
364.8
388.8
393.8
401.0
415.7
433.4
462.7
ELEVA-
POPULA-
TION.
TION.
Feet.
9.669
3.000
14.628
5.800
—
7.853
7.000
12.900
^
6.083
—
12.438
11.003
60.000
Summary of woi'k «/ Corps No. 3.
MAIN
LINE .
spun
LINES.
"A"
POINTS.
TOTALS.
Quito to Ecuadorian frontier.
Quito to Cerro de Pasco .
Quito to Cuzco
Miles.
413.1
973.5
1.436.2
Miles.
84.7
127.5
172.3
Mites.
67,5
73.9
90. S'
Miles.
555.3
1.174.9
1.699.3
Total number of miles ran.
—
—
—
1.699.3
Population near line of survey.
Ecuador 215.600
Peru 384.600
Total 600.100
Throughout the entire distance a stadia transit and levej
line was run, the barometer being used simply to check
up. The time employed in the field Avork was that- from
June 2, 189], to July 20, 1892, or one year one and
one-third months. The maximum elevation attained was
15,200 feet above sea-level and the miuimum 2,500 feet.
— 482 —
The maps covering the Ecuadorian section were made in
the field by the survey camp, while those relating to the
Peruvian portion o-f the line are now being constructed
in Washington. The total survey of 1,700 miles will be
exhibited on about 50 maps aad as many profiles. The
estimate of the cost of construction of the section between
Quito and Cueaca, by Mr. Miller, has already been given.
Mr. Kelley submits the following approximate estimate of
the whole Hne:
Quito to Caenca (by Mr. Miller):
247 miles, at $ 36,900 per mile $ 8,867,300
Cuenca to Loja, 113 miles :
36 miles, at $ 26,000 per mile " 900,000
77 " at $ 65,000 " « " 4,236,000
Lioja to Peruvian boundary, 72 miles;
5 miles, at $ 20,000 per mile " 100,000
67 " at $ 60,000 " " " 4,020,000
Ecuador $ 18,122,300
Peruvian boundary to Gajamarca, 191 miles:
55 iniles, at S 20,000 per mile $ 1,100,000
136 " at $ 52,000 " « " 7,072,000
Gajamarca to Huaraz, 225 miles:
40 miles, at S 18,000 per mile " 720,000
186 " at $ 50,000 " " " 9,250,000
Huaraz to Cerro de Pasco, 144 miles:
60 miles, at $ 20,000 per mile « 1,200,000
84 « at 38 55,000 " " " 4,620,000
Oerro de Pasco to Huancayo:
140 miles, k $ 20,000 per mile " 2,800,000
Huancayo to Ayacuoho, 117 miles:
47 miles, at $ 25,000 per mile " 1,175,000
70 " at $ 65,000 « « « 3,850,000
Ayacucho to Abanoay, 137 miles:
43 miles, at $ 30,000 per mile ......." 1,290,000
94 " at $ 55,000 " " " 5,170,000
Abancay to Cazeo, 69 miles:
29 miles, at $ 25,000 per mile " 725,000
40 " at I 40,000 " « " 1,600,000
Perii » 40,572,000
— 483 —
Ecuador $ 18,122,300
Perii " 40,572,000
Total *$ B8,694,30Q
*Caloulatecl on the mileage of the preliminary survey.
The liae by location, owing to curvature in devolopment,
etc., ma.y be longer, but the cost of construction of the
Intercontinental trunk line would depend very much upon
the cost of getting machinery, supplies, tools, materials, etc.,
into the interior. The building of the several roads now
projected from the coast into the interior, as well as the
utilization of those already existing, would materially lessen
the outlay.
A. J. Cassatt,
CJiairman Exemtive Committee
"Washington, D. C, January 31, 1893.
- 484- —
LIST OF DELEaATES.
(Arranged alphabetically according to nations.)
President, Alexander J. Cassatt.
First Vice-President, Luis J. Blanco.
Seamd Vice-President, Pedro Betim Paes Leme.
ARGENTINE REPUBLIC.
Carlos Agote.
Julio Krause.
Miguel Tedin.
BRAZIL.
Pedro Betim Paes Leme.
Francisco do Monlevade.
Francisco Leite Lobo Pereira.
COLOMBIA.
C. Federico Parrraga.
Julio Beugifo.
Climaco Calderon.
ECUADOR AND PBRll.
Leffert L. Buck.
GUATEMALA.
Antonio Batres.
MEXICO.
Leaodro Fernandez.
PARAGUAY.
John Stewart.
SALVADOR.
Benjamin Molina Guirola.
UNITED STATES.
Alexander J. Cassatt.
Henry G. Davis.
Richard 0. Kerens.
URUGUAY.
Francisco A. Lanza.
VENEZUELA.
Luis J. Blanco.
— 485 —
LIST OF COMMITTEES.
AUDITING COMMITTEE.
Mr. .Julio Rengifo, of Colombia.
Ml'. Luis J. Blanco, of Venezuela.
Mr. Pfdro Betim Pass Leme, of
Brasil.
COMMITTEE ON COMMITTEES.
Mr. Henry G. Davis, of the United
States .
Mr. Leandro FernA.ndez, of Mexico.
Mr. Luis T. Btanco, of Venezuela.
Mr. C. Federico Pirraga, of Co-
lombia.
COMMITTEE ON FINANCE.
Mr. Henry G. Davis, of the United
Srates.
Mr. Luis J. Blanco, of Venezuela.
Mr. Francisco do Monlevade, of
Brazil.
Mr. Miguel Tedin, of the Argentine
Republic.
Mr. Climaco Oakleron, of Colombia.
COMMITTEE ON ORGANIZATION.
Mr. Matias Romero of Ecuador.
Mr. Climaco Calder6n. of Colombia.
Mr. Henry G. Davis, of the United
States.
COMMITTEE ON ORGANIZATION OP
SUBVEYS.
Mr. C. Federico Parraga, of Co-
lombia.
Mr. A. J. Cassatt, of the United
States.
Mr. Lui.s J. Blanco, of Venezuela.
Mr. Julio Krause, of the Argentine
Republic.
Mr. Pedro Betim Paes Leme, of
Brasil.
COMMITTEE ON CREDENTIALS.
Mr. Benjamin Molina Guirola, of
Salvador.
Mr. Henry G. Davis, of the Uditcd
States.
Mr. John Stewart, of Paraguay.
The President of the Commission is ex officio a member of each committee-
EXEOOTIVE COMMITTEE.
Mr. A. ,J. Cassatt, of ihe United
States.
Mr. C Federico Pirraga, of Co-
lombia.
Mr. Leffert L. Buck, of Ecuador
and Peni.
Mr. Luis J. Blanco, of Venezuela.
Mr. John Stewart, of Paraguay.
COMMITTEE ON PARLIAMENTARy BULES.
Mr. Julio Rengifo, of Colombia.
Mr. Carlos Agote, of the Argentine
Repiiblic.
Mr. Benjamin Molina Guirola, of
Salvador.
COMMITTEE ON SL'KVEYS.
Mr. C. Federico Parraga, of Co-
lombia.
Mr. Luis J. Blanco, of Venezuela.
j\Ii'. Leandro Fernandez, of Mexico.
Mr. Leffert L. Buck, of Ecuador
and Peru.
Mr. Henry G. Davis, of the United
States.
Mr. Benjamin Molina Guirola, of
Salvador.
Mr. John Stewart, of Paraguay.
Mr. Julio Krause, of the Argentine
Republic.
Mr. Pedro Betim Paes Leme, of
Brasil.
Mr. Francisco A. Lanza, of Uruguay.
COMMITTEE ON TKADE AND EESOL'RCES.
Mr. Richard C. Kerens,of theUnited
States.
Mr. Miguel Tedin, of the Argentine
Republic.
Mr. Pedro Betim Paos Leme, of
Brasil.
Mr. Francisco A. Lanza of Uru-
guay.
Mr. Benjamin Molina Guirola, of
vSalvador.
Interoceanic railway.
CHAPTER IX.
INTtROCEANIC RAILWAY.
Oae of the greatest railway ideas of the age is without
doubt the projected line between the ports of Eecife and
Valparaiso.
In the same manner that the mission of the Intercontinental
line, which runs from North to South, is to effect a union
between all the States comprised from Canada to Chili
and the Plate, it is for the Interoceanic railway, running
from East to West, to place the States of Brazil, extending
from Pernambuco to Eio Grande del Sud, in communication
directly with the Uruguayan and Argentine liepublics and
Chili, and indirectly with Paraguay, Bolivia, and Peni.
The importance of this artery which will unite the
railway systems of the countries mentioned, does not only
concern the Nations which it will serve, but it also affects
the time now 'lemployed in communication between the
the Brazilian, Plate and Pacific ports with the European
continent on the one hand, and with Australia and New
Zealand on the other.
The idea of an artery which will attain these ends, as
regards the communications of the future has been a noble
inspiration on the part of the men and governments of these
countries. As far back as 1868, when the Buenos Au-es
— 490 —
legislature were considering the project of making the
surveys for the Transandine Railway, Don Pedro Agote, the
Statist, read a letter addressed to himself by Dr. William
Rawson, "who in support of the idea to place the Plate in
communication with the Pacific, said as follows :
"For the Argentine Republic, this grand project would
mean the population of 4.000 leagues of desert and the
formation of cities and provinces for which names have
yet to be found, and which, like Illiaois, Indiana, Michigan
and Iowa in the "West o£ the United States, are immensely
rich, and, like the J^tates named, would aid in supporting
American democracy."
" For the Pacific republics, the Transandine Railway would
establish the most solid relations of friendship and mutual
convenience with this section of America, and would open
up to them, >'also, a direct means of communication with
Europe.
" For universal commerce, for the aggrandisement of
of those new worlds which have arisen in the Southern seas
under the names of Australia, New Zealand etc: this
interoceanic railway will be indisputably the most efficient
road for their gigantic development, and a thousand times
preferable to all the existing routes, viz. Cape Horn, the
isthmus of Panama, the Suez canal and even the Central
United States Railway which, starting from the shores of
the Atlantic and traversing a distance of over three
thousand miles, will, at the end of 1868, terminate at
San Francisco in California.
" "When we have constructed the bare two hundred
leagues that separate us from Curlco, an immense revolution
will have been wrought in the commercial routes of the
world.
" It will then be necessary to widen the streets of Buenos
— 491 —
Aires, in ordei' that they may contain the crowds of human
beings of all races who, loaded with infinite varieties of
wares, will seek its market, leaving among us traces of gold
and light which so splendidly indicate the civilization of
the age.
" Unless the progaostications of my ideas and my desires
fail me, ■ all this will be brought to pass within twenty
years, and twenty years, my dear friend, are but a minute
of time for towns like ours, on whose ears still resoimd the
clamour raised by the fall of the most sanguinary and odious
tyranny that modern history has known."
What Dr. Eawson foretold will come to pass; the Andes,
which then raised themselves as an impassable barrier to
free transit, already show openings through their midst for
the passage of the means of circulation which will expand
the mutual relations between the Pacific and the Plate and
which will extend their influence to that other world of
Australia and New Zealand, for which will be opened a
new route, creating for them relations with the Plate which
to day do not exist, and at the same time facihtating
communications with the European Continent and Great
Britain.
And if such a favourable future was projected for the
line intended to connect Valparaiso with Buenos Aires, how
m.uch more so will it be when that line is extended across the
republic of Uruguay and Brasil to the port of Pernambuco?
The most powerful conception is not able to embrace the
transformation in the commercial destiny of those countries
once the interior of their States, with all their varied animal
agricultural and mining products, are put in a position to
communicate with ease with the great consuming centres
of the globe.
The Hne from Valparaiso to Buenos Aires will serve the
— 492 —
immediate interests of the Pacific and the Plate ; but the
line from Valparaiso to Buenos Aires and Pernambuco is
truly an interoceanic line and will serve the most important
interests of the majority of the States of South America.
It will cross 6500 kQometers of fertile lands placing in
mutual communication 31.000,000 souls that at present
inhabit the countries interested in its construction.
The line to Buenos Aires shortens the journey between
the Pacific and the Plate and the European continent, but
it does not solve the problem of rapid communication
between the Plate and the interior of Brazil with the other
American States, with the continent of Europe, and G-reat
Britain, a question of the greatest importance which will be
met by the proposed line from Eecife to Valparaiso.
In Brazil also public opinion is fully made up as to the
great significance of this line in the commercial, poKtical and
national welfare of that country, and the authorities have
accordingly authorized on October 17th 1891 the construction
of the line that will leave the port of Recife (Pernambuco)
and will terminate in San Luis, on the frontier of Uruguay
with Eio Grande del Sud, the point where the section
commences that will cross Uruguay, authorized by the
Assembly on September 6th 1889.
The dominant opinion in Brazil on the convenience of the
construction of this railway is well demonstrated by Dr.
Octacilio Camara in his work "The strategic value of the
city of Pelotas", published in Eio de Janeiro in 1891, in
which he devotes the second part to point out the immense
importance of this line for the interests of Brazil and of
America.
Ex-senator Barros Barreto also has written a series of
important articles on it which he concludes thus :
" All the energies that have been given to carrying this
- 493 —
" powerful element of progress to the centres of our
" population and even to the most distant districts will be
" unfading titles of genuine patriotism in the history
" of Brazil".
" Such titles wUl form the crown of honour which will
" be due to those Brazilian Lesseps who may carry througt^
"the construction of the colossal work of national progress
" typified in the Interoceanic Eailway".
The following remarks are attributable to Don Alfred
Lisboa :
" The unexpected appearance of this great project and
" its publication will undoubtedly produce immense enthusiasm
" amongst those who do not doubt the great future of our
" country, whilst not a great number of others will be
" indifferent or incredulous in view of the magnitude and
" audacit}'- of the works, perhaps astounded at the immense
" capital that its realization will require".
'■' The editor of the " Railway Review " says :
" Unless we shortly obtain the means of locomotive
" overland transit between the Atlantic and the Pacific
" oceans our importance will be reduced by the isolation
" in which the interior states of Brasil will continue, and
" the consequent want of expansion of the elements of their
" national life".
The Interoceanic line, as we have said, will leave the
Port of Pernambnco (Recife), which with the proposed
improvements will be made into a first class port with
sufficient water for the largest ocean steamers ; it will
follow the valley of the River San Francisco whose
banks have from the most remote times served as a
means of road transit for the Brazilian interior commerce
and which will thus in future be called upon to better
fulfil that object by serving as a passage for the great
- 494 —
communicating artery -whicli will connect all the lines
running down to the banks of that great river and thus
facilitate the working of their local vast riches. By means
of the projected Hne from Araxa, Catalao and Groyay it
will communicate with the future Federal Capital which
the scientific commission presided over by the astronomer
Dr. Gouls has decided to fix on the table land of Goyaz;.
it will cross the railway system of the States of Bahia,
Minas G-eraes, San Paulo, Parana, aud Rio Grande del
Sud; running through the town of Bage it will reach
San Luis on the frontiers of the Uruguayan territory;
it will then cross this latter country passing through
gold, copper and coal districts via the towns of Durazno,
Trinidad and Coloaia ; it will then cross the River Plate
to Buenos Aires by means of the steam train ferries on
the North American system similar to those employed
on the New York and San Francisco overland line in
the bay of the latter place, capable of transporting, a
railway train of 48 wagons and the engine, steam-ferries
that are used in thab bay to run a distanee of 60 kilo-
meters from the bar of the River Sacramento to the city
of San Francisco ; from Buenos Aires it will continue over
the Pacific and Great "Western railways via San Luis and
Mendoza to the terminus of Valparaiso.
The Interoceanic railway will communicate, by lines
already constructed, with the towns of Natal, Alagoas?
Bahia, Ouro Preto, Rio de Janeiro, San Paulo, Santos,
Curytiba, Paranagna, Porto Alegre, Pelotas, Uruguayana,
Saito, Paysandu, and Montevideo ; with all the capitals
of the Argentine Provinces to which the railway system
leaving Buenos Aires extends, and with the Chilian capi-
tal of Santiago.
"With the lines proposed or in course of construction it
— 495 —
will communicate with Asuncion; the Capital of Paraguay,
anci with the towns of Sucre, Potosi and La Paz in Bo-
livia, in which country it will form a junction with the
Intercontinental line.
It is well established that lines crossed by others in a
perpendicular or transverse direction do not compete with
them but on the contrary protect and assist them, by
mutually increasing the traffic; the general plan of the
direction of the Interoceanio Hne, as at present proposed,
will benefit in a favourable sense the systems of Brazil,
Uruguay, the Argentine Republic and Chile; the systems
of those countries wUl be powerful auxiliaries in the
same way as the tributaries of a great river, flowing
into it from all sides bring down the commercial and
industrial products of each country, and in retarn they
will have brought to them by the same means traffic
from distant lands that will be distributed through each
State by the numerous local arteries.
The Interoceanic railway will not only be of utility to
Southern America but it must be treated as a necessary
agent, indispensable for the better opening up of its towns,
for the rapid and economical establishment of communication
between them, and the only means of advancing the individual
and national prosperity with the rate of progress demanded.
Human existence is very limited, the active period of a
man's life, in which he has to estabUsh his position and
that of his family is very brief, and has passed away
almost before its presence has been appreciated, and to
enable the fullest employment in that short period to be
made of the energies of life is a supreme consideration only
given weight to by nations of a common level.
Those countries which have been able to put together
in a limited time, by individual and collective efforts, the
— 496 —
greatest amount of work, will be the strongest, most vigorous
and most independent.
Speedy means of communication are a first necessity that
cannot be overlooked by new towns without exposing
themselves to delay in their development, and this great
line will break through the existing isolation and facihtate
intercourse between the South American States.
A few figures will demonstrate the commercial importance
of the interoceanic Hne : they are taken from the report
presented to the Brazilian Government by the Company to
whom the line of which we are treating was conceded,
and although they refer to the year 1889, they are not
without significance.
In the year mentioned the commercial movement of Chili
represented the sum of L 51.734.856, or an average increase
per annum for the five years from 1885 to 1889 of L 3.600.000
or 8.1 o/o; the number of tons of cargo handled in the
same year was 16.689.014 ( Statement of the Chilian
Republic, page 1. )
In the same year, the general commercial movement of
tbe Argentine Republic was L 65.404.600, being an annual
average increase, for the five years from 1885 to 1889 of
ii 5'564.194 or 13 "/o; the number of tons handled being
19.061.754 ( Arg. Rep. p. 214. )
Notwithstanding the crisis of 1885-86, the import and
export movement of the Uruguayan Republic amounted to
ii 13.357.016, being an average yearly increase for the five
years from 1885 to 1889 of ii 642.205- ( Uruguay Rep.
p. 177 ) the number of tons handled being 2.427.137.
In 1887 and 1888 the United States of Brazil had a
commercial movement of L 61.214.382 ( "Le Bresil" by
Alfreo Marc, vol II p. 609. )
During the three years since 1887-88, Brazil has
— 497 —
tremendously increased its commerce, its produce, and its
income; it is sufficient fo quote figures with respect to
coffee, one of its principal sources of riches; in the year
1886 3.580.965 sacks were exported from the port of ISio
de Janeiro and according to all accounts no less than 8.000.000
sacks will be exported during the present year (p. 49 of
the report of the Finance Minister presented in June 1891)
which will be equal to more or less L 37.000.000, and if
to this be added its immense export in caoutchouc, tobacco,
cocoa, sugar, cotton, cane and other produce, mineral riches
and woven manufactures, according to our calculations
the amount of the exportations this year cannot be less
than L 49.000.000.
For various reasons; it is said that the imports should
have somewhat exceeded the exports, but, suppossing they
were equal, it may well be taken that the general
commerce of Brazil during the present year will not be
less than h 98.000.000. We have not the exact tonnage
represented by this sum, but estimating it by the figures
which we possess relating to the Plate ! Republics and
Chili, it should be about 24.000.000 tons.
It will be seen that we only have statistical information
to estimate the traffic in Chili, the Argentine Republic and
Uruguay during the year 1889 and it is well known that
in spite of the civil war and the financial crisis, the natural
resources of these countries have not suffered, indeed, on the
contrary, they have increased, so that we may safely assume
that the tonnage of the commercial movement here given
is within the limits of reality.
This total amounts to f'i2. 177.902 tons representing a value
of L 228.496.457.
"We do not wish to detain the reader by making calculations
of the possible income the Interoceanic line might enjoy,
— 498 —
as it will be suffioienfc to quote in the total the enormous
tonnage moved in the countries that it will principally
serve, with its direct communications "with the largest
producing centres, and with the railway syistems of Brazil,
Uruguay, the Argentine Eepublic and Chih, that at present
consist of 79.737 kilometers whose construction is authorized;
— of which 30.350 kilometers are opened to service, 7.188
in construction, 4.161 partially constructed and suspended,
12.928 surveyed and 25.110 kilometers to be surveyed. It
would also communicate direct or by these auxiliaries already
made with all the principal towns of this part of America;
Pernambuco with 190.000 inhabitants, Bahia 200.000, Eio
de Janeiro 800.000, San Paulo 100.000, Porto Alegre 60.000)
Montevideo 220.000, Buenos Aires 550.000, Santiago (CMli)
270.000 and Valparaiso 180.000. ''
The kilometric extension of the Hne is as follows. Recife
to San Luis on the Uruguayan frontier 4.500 kilometers
(the line leaving on one side the Espinosa range and
mountains del Mar, and not meeting with any large valleys
or hills); San Luis to Colonia across Uruguay 582 kilometers;
crossing the Eiver Plate from Colonia to Buenos Aires 60
Idlometsrs; Buenos Aires to the Chihan frontier 1.220
kilometers; thence to Valparaiso 191 kilometers; or a total
of 6.553 kilometers.
The line in Brazil will be able to take advantage of
some lines already made and others in course of construction
in the region which it traverses.
These are: the Recife and Palmares; the Palmares and
San Francisco; the main line of the Mogyana C"., and
Itarare and Passo Fundo line.
Adopting the route of the three first in its general plan
it will have the following plan:
— 499 -
STATES.
LOCALITIES.
lOLOMETEIC EXTENSION.
Open
to traffic.
In con-
struction.
Surveyed
Projected
Peruambuoo . . .
BaUa and M. Qeiaes
San Faulo. . . .
Faraa& and E. Gran-
de of Sur . . .
Elo Grande of Sud.
Uruguay of Eepublio
Argentine EepuTjIic
and Chile , .
Becife to Palmares
Palmares to San Fran-
cisco. . . . ,
Jatob^ to Arax& .
Arax& to TJberaba.
Uberaba to Campinas
Campinas to Itaicy
Italcy to ItU. . .
Itii to Boitttva . .
Boituva to Tatuhy.
Tatuhy to Harare .
Itarar^ to Passo Fundo
(varying the definite
surveys made for this
llne)+
Passo Fundo to Cru
Alta
Cruz Alta to Sta. Maria
Sta. Maria to Cacequy
Cacequy to Bagfi . .
Bag6 to San Luis . .
SauLuia to la Colonia.
Colonia to Buenos Aires
Baeiios Aires to Valpa-
raiso
124.7
146.4
611.4
25.0
22.0
160.0
115.0
206.0
60.0
1411.0
220.0
626.0
840.0
582.0
1875.0
180.0
28.0
50.0
140.0
60.0
1322.0 2333.0
"Witli this direction tlie line would be 7.172 kilonieters
in length; 2881 open to traffic, 526 constructing, 1322
surveyed and 2333 projected.
According to the report presented to the Brazilian Go-
vernment by the concessionaires, which we have mentioned
the line will be of 1.44 meter guage, and as its cons-
truction is with the object of serving as an artery of
rapid communication of the first class, the general direction
taken should be that we have above indicated in order
not to augment its total length.
The Mogyana and Sorocabana lines will serve as powerful
assistants in its construdion with a view to estabhsh the
communication between Recife and Valparaiso in the
shortest possible time. The construction should commence
from Itarare in a southerly direction and from Araxa or
— 500 —
neiglibourhood towards the North, previously connecting
that point with a branch line to Uberaba; in this manner
when the line reaches Cruz Alta in the South, and Pal-
mares in the North, if the construction has been simul-
taneously commenced of the Uruguayan section from Co-
lonia to San Luis, it would be possible, before the completion
of the sections of 500 kilometers bet-ween Passo Fundo
and San Luis, and of 800 kilometers between Araxa and
Itarare, to establish communication between Valparaiso and
^Recife by provisionally availing of the lines of Eio Gran-
de del Sud and San Paulo.
It ■will be recognised that once the communication is
established throughout the whole line, even though is
should not be with the perfection desirable, the sections
constructed will become of great value, an object to be
attained for the line which by its great length will demand
very heavy outlay.
Thus, in order, to establish the communication between
the systems of Brazil, Uruguay, the Argentine Eepublic
and Chili, it will be sufficient to construct 3577 kilometers
of railway between the following poiats : from Araxa to
Jatoba 1770, from Jatoba to the terminus of the Pernam-
buco Southei-n Eailway 220 kiloms. from Itarare to Passo
Fundo 840 kiloms. the whole length of which is very
easy as the line does not cross a territory requiring any
great engineering works.
In that part of the main line constructed between Bue-
nos Aires and Mendoza it runs through flat country with
very easy gradients.
From Buenos Aires to Villa Mercedes a distance of 691
kilometers there is a stretch of straight line 318 kilometers
long, and there are only three sections of 2 kilometers
length that have a gradient of 5 ia 1.000, those of 2 and
— 501 —
3 per 1000 predominating. From Villa Mercedes to Mendoza
the line has heavier gradients.
As far as the last named place the line is of 1.676 meters
gauge but from thence on across the Andes the gauge
of one meter has been adopted.
The starting point of this line known as the Transandine
Eailway is in Mendoza distant 173 1/2 kilometers from the
Chilian frontier; the stations Compuerta, Cachenta, Gruido,
and Uspallata are situated in kilometers 22, 39, 65. and 93,
at the respective elevations of 1.019m., 1.198m., 1.436m. and
1.719 meters above sea level. Rio Blanco station is in kil:
112 at 1.981 meters above sea level and from that station
forward the rack system is employed to make the ascent and
descent of the Andes touching at the Puntas Vacas, Inca
bridge, and Argentine frontier stations in kil: 143, 158 and
173 1/2 at an elevation above sea level of 2.259m., 2.636m.
and 3.189 meters respectively.
The works on the Chilian side are being carried out by
Clark's Trasandine Railway Coy. Ld. between the Argentine
frontier and Santa Rosa de los Anges, a distance of 65
kilometers of which 39 kiloms. are already constructed,
and 25 kiloms. are in construction, these latter comprehending
the cumbre tunnels of 11.200 meters length the boring of
which has already been half completed.
In Uruguay the Interoceanic line stretches 582 kilometers
from the Port of Colonia to San Luis on the frontier of
the State of Rio Grande del Sud.
It has been surveyed and the technical conditions are as
follows :
Minimum radius 400m.
Maximum gradient 016m.
Length of straight line 438k.736m.
502 —
Length of curved line
do " level «
do " line on gradient ....
Longest stretch of straight line .
do level "...
do between two curves in opposite
directions
do between two gradientes in op-
site directions
do on heaviest gradient ....
Length of curved line on the level .
do gradients between 0 and 11.99 "/o
do do 11.990/0 and 16 o/o.
144k. 164m.
214k.ll7m.
183k.074m.
4k.825m.
4k.210m.
114m.
100m.
lk.640m.
47k. 645m.
61k.983m.
35k.036m.
CONSTEUCTIONS.
Distance
from
terminus
(1)
LOCALITY.
Height above
sea level.
0.000
2.000
4.350
IB 000
20.190
41.600
65.200
88.900
112.150
130.700
139.250
158.100
161 300
172.700
186.000
199.700
209.800
Port of Colonia
Colonia station
Bridge over Caballada stream
Rosarlo station . . . .
Bridge over stream General .
Petty station
Manantiales station .
Perdido station
Soriano station.
Bridge over, the stream Grande
Flores station
Bridge over the stream Sarandi
Trinidad station ....
Bridge over stream Porongjs
Castellanos station ....
Bridge over stream Maciel .
Dnrazno station ....
1 of 10m.
1 of 10m.
1 of 15m.
2 of 15m.
5 of 15m.
3m.75
7" 00
7" 00
54 " 35
51 " 89
108 " 55
128 " 25
167 " 00
156 " 75
89 " 50
132 " 00
99 " 10
122 " 00
76 " 50
126 " 00
69 " 50
75" 00
(1) Kil 0 of the line is the mole to be constructed by the Company at Colonia.
503 —
Distance
from
LOCALITY.
Span.
Height above
terminus
sea level.
212.300
Bridge over ower Yi (1) . . . .
built
73 " 44
213.840
Yi station
74 " 25
219.440
Bridge over stream Tejera . . .
3 of 10m.
72 " 45
229.740
" " " Sarandi . . .
1 of 10m.
76 " 30
283 230
Stream Cuadra
3 of 15m.
78 " 00
243.690
San Borja station
122 " 50
272.740
Carmen station
155 " 50
292.290
Bridge over stream Las Ovejas
1 of 15m.
138 •' 50
296.490
Cuc.hilla Grande station ....
164 " 25
317-690
Pereira station
165 " 89
339.540
Junction station
205 " 75
372.120
Castro station
162 " 30
399.620
Collett station
164 " 50
420 220
Biidge over river Negro ....
8 of 15m.
& 2 of 10m.
88 " 00
433.470
Ri'o Negro station
125 " 00
469.420
CaraguatA station
136 " 25
501.370
Tacuarembo station
144 " 25
531.370
Herrera station
162 " 48
548.320
A Bridge
1 of 10m.
133 " 00
554.080
u u
1 of 10m.
130 « 70
562.170
Rivera stati6n
135 " 75
5G3.066
Stream Coronilla
1 of 10m.
132 " 25
577.780
" Hospital
2 of 10m.
141 '' 75
582.070
San Luis station on frontier of Brazil
137 " 50
98 culverts
Span of Im.
22 do
" " 2m.
22 do
" " 3m.
8 do
" " 4m.
21 do
« •' 5m.
From San Luis, on tlie frontier of Uruguay with Eio
Grande del Sud, to Passo Fundo the line has not been
surveyed for a distance of more or less 500 kilometers;
from the neighbourhood of Passo Fundo to Itarare the
line belongs to the "Indiistrial Union of Brazil 0°^" and
the surveys should now be concluded; the first section of
the line from Cruz Alta to the Eiver Uruguay of 381
k. 502m. was presented last year for the approval of the
(1) This bridge has been built by the Central Uruguay Railway 0.» who will allow
the Interior of Uruguay Railway to cross if the two Companies come to an arran-
gement; the junction of the lines is 2 kilometers distant, the bridge being 634.84
meters long. _ «
— 504: —
Brazilian Government, the technical conditions of this line
being as follows :
Minimum radius 101.28 m.
Maximum gradient 25 m.
Length of straight line 158km.
" curved " 223km.512
" " "of minimum radius . 50km.476
" " level line 170km.476
" " line on gradient .... 105km.278
Earthwork ballasting per lineal meter. . . 5 l/3c.m.
Besides the plans of this section presented for the ap-
proval of the Grovernment the surveys have been already
concluded on 142 kilometers from the Eiver Uruguay to
port Union.
The ballasting per lineal meter proves that the surve3'ed
section would have allowed of more favourable conditions
for the laying down of this line of general interest without
increasing the cost to an excesive figure.
The general technical conditions that the various sections
of the Interoceanio line should maintain in Brazil and
Uruguay will allow of the trains travelling at an average
speed of 65 kilometers per hour, as stated by the conces-
sionaries, in which case the journey from Eecife to Mon-
tevideo or Colonia would be made in 78 1/2 hours,
to Buenos Aires in 81 hours; to Mendoza in 97 hours; and
allowing the trains from Mendoza to Valparaiso to only
travel at 30 kiloms. per hour, having to climb the Andes,
the journey from Recife to Valparaiso vould be made in
109 hours, or 4 days 13 hours.
From Lisbon to Recife the Transatlantic steamers travel
at 15 or 16 miles per hour and thus arrive in ten days;
but by employing faster steamers such as those of the
— 605 ~
Cunard, "White Star, Inman, Norddeutsche Lloyd or
Traaatlantique Compauies and many others engaged on the
"Western ocean route, this journey can be made in
6 days, so that the journey from Lisbon to Montevideo,
via the Interoceanic line, will only require 9 days 6 hours;
or the same time to Colonia; 9 days 9 hours to
Buenos Aires and 10 days 13 hours t^ Valparaiso.
The cost of passenger transport from Eaghsh or French
ports to the Plate or Valparaiso would be reduced to
much less than what it now costs, and with a considerable
saving of time.
In the best ships the passage from any of the European
ports to the Plate is L40, to Valparaiso L80 and to
Callao L 90; these fares, which are so considerable as to
impede economic passenger transit for distances, would be
reduced by the interoceanic line. The present first class
fare from Buenos Aires to Mendoza is $ 0.016 per kilometer,
which would be a high rate for the passage from Recife
to Valparaiso : fixing it at the equitable price of $ 0.012
the passage from Recife to Colonia or Montevideo would
cost $ 61; to Buenos Aires $ 61.70, to Mendoza $ 74.26
and to Valparaiso $ 78.63
The following statement will give the time now occupied
and the fares paid from English and other European ports
to those of the Pacific, as compared with what would be
entailed by using the interoceanic line.
STARTING POINT.
English ports
French "
DESTINATION.
TO theE. Plate,
U (f
To Valparaiso
Callao . ,
Time now
occupied by
9 ea voyage.
21 days
20 "
33 to 26 days
;i7 " 39 "
Time occu
pied hy
interoceanie
line and
quickest
steamer.
U days 6 h.
10 to 11 days
12 & 13 "
16 A 17 "
Fare by
sea route.
% 200
" 2C«
" 400
" 475
Fare by
sea aud
land route.
% 161
" 161
" 178
" 253
— 506 —
It is unnecessary to make further comments to show the
triumph which rapid and cheap communications will have
attained between the ports of Great Britain and Europe
and the most important cities of the Plate and the Paciiic.
It may, however, be argued that the line from Eecife to
Valparaiso, passing through the Plate, will undoubtedly
facilitate passenger transpoi't and that it will also serve the
industries and internal commerce of the . Brazilian States
and the Urnguayan, Argentine, and Chilian Republics, but
that the transport of cargo from Europe will be absolutely ni
as it will never be able to compete with the cheapness of
maritime freights.
It is not out of place to examine this objection which has
all the appearance of truth.
True it is that freights by sea are much cheaper than
those by railivay.
The intrinsic value of the first differs notably from that
of the second, but if it be taken into accouat th^it for the
more valuable manufactures the dangers entailed by the
one are much greater than those offered by the other, and
that insurance against accidents is much more costly for
maritime transport, (calculating what this latter item
represents on a ton of goods manufactured of silk, cotton,
wool, or thread), it will be seen that the low price of
transport for valuable merchandise completely disappears
before that other factor of insurance that weighs so heavily
on special cargoes, which, on well examining the question)
so increases the apparently small freight by sea.
Let us now see what is the burden in the way of
freight and insurance, laid on those 1.000 kilogrammes of
merchandise proceeding from English or French ports to
the Pacific.
One of the importing firms of this market, Messrs-
— 507 —
Eeia & Co. (formerly the house of Mallmann) has been
good enough to supply us with the average value of 1.000
kilogrammes of the manufactures which we are about to
name:
Articles of silk, per 1.000 kilos,
average $ 20.000
Articles of silk and cotton, per 1.000
kilos, average "12.000
Cachemires, cloths, woollens, mufders,
flannels, dress stuffs, merinos, pon-
chos, fine cotton stoolungs, etc., etc.,
average per 1.000 kilos.
Felt Hats, average per 1.000 kUos
Woollen " , " " " "
Average per 1.000 kilos ....
Freight by sea from English or French
ports to Pacific, per ton.
Insurance, 2 <>/o
Interest during the time occupied by
the voyage, 40 days, at 6 "/o . . " 64
" 3.000
" 10.000
" 3.000
$
9.600
u.
25
a
192
$ 9.891
The cost of a ton of special manufactures proceeding
from the ports indicated to those of the Pacific by sea,
would be $ 9.873.
Let us now see what this same ton of merchandize will
cost put in the Pacific ports, supposing the railway from
Eecife to Valparaiso be availed of:
Average cost of 1.000 kilos of merchandise at
the manufactory $ 9.600.00
— 508 —
Freight by sea to the poi-fc of Eecife . . . S 5 . 00
" " rail from Eecife to Valparaiso at
an average speed of 30 kilometers per hour . " 65 . 53
Insurance by sea and land, f 0.75 "/o- • • " 72.00
Interest during the time occupied in transit,
20 days, at 6 "/o " 32.00
$ 9.774.63
This is an important difference in favor of mixed transport,
so that it would be convenient, as we have just seen to lase
the interoceanic line from the port of Eecife for costly
manufactures proceeding to the Pacific.
The works which have been decreed and surveyed for the
port "named, will allow of the transatlantic steamers working
in its docks with the greatest facility and loading and
unloading will be effected without prejudicial hindrances
or delays.
Under these conditions, traffic to or from the Pacific
can be carried on with all safety, it being proved that
not only does this artery resolve itself into a financial
problem of the gi-aatest importance for passenger transport,
but that it also solves advantageously the question of the
carriage of cargoes of costly manufactures, favoring the
merchants of the Pacific, who will be able to dispose
of their merchandise with a saving of at least 20 days
over the time employed by the Straits of Magellan route,
which will in the future be relegated to cargoes of lesser
value which do not require to avail of the saving in
time effected by railway communication.
In whatever way this project be viewed, it is seen
that it is destined to produce a revolution in the rapid
communications of the world ; indicating a route of vaster
- 509 —
importance than the opening of the isthmus of Panama or
the Suez Canal.
It -will be superior to the first-named by reason of the
shorter time which will be occupied in communication
between Australia, New Zealand, Chili and Peru and the
European eontinent; it will surposs the second on account
of the greater rapidity and comfort of communication between
the same places and Great Britain and the Mediterranean
and European Atlantic ports with equal distances to traverse
in both cases, of the route via the Plate 6.500 kilometers
will be by railway, the greater part of the sea and land
voyage being in temperate climates, while, by the Suez
route, three parts of the journey will be in the torrid zone.
The intercontinental and interoceanic lines, whose first
destiny is to establish and render closer the chains of union
and confraternity between the nations of the American
continent, will be the most worthy work of the peoples
who have initiated and will carry them out.
Population
OF THE SOUTH AMERICAN STATES.
CHAPTER X.
POPULATIOII OF THE SOUTH AMERICAM STATES
AND DEMOGEAPHIC REASONS JUSTIFYING THE ROUTE OF THE
INTERCONTINENTAL AND INTEROCEANIC LINES.
The American Coiitineat has 332.809 kilometers of
railways open to traffic, and the two great projected
arteries, the intercontinental and interoceanic lines, will
join together : the existing groups of railways.
The most rational routs for carrying this junction into
effect should run through the most productive and populated
centers, joining, if possible, the principal cities, to whom
cheap and easy means of communication, as afforded by
first class arteries, are of the greatest importance.
To prove whether, by crossing the most populated districts
of South America, the two projected arteries fulfil the
conditions above indicated, let us first of all determine which
are those districts and what number of civilized inhabitants
they contain, so that we may definitely decide whether these
two lines may constitute one of the greatest aspirations of
an American.
The absence of data respecting most of the South
American countries which would afford us the growth in
population of their towns obliges us to estimate it
— 514 —
approximately, basing ourselves on the figures given by
those towns which have regularly kept up their Civil
Eegister.
In this respect the Uruguayan Republic has attained as
perfect an organization as the most advanced countries;
for this reason we can determine the coefficient of its
growth in population with great exactitude. For this
purpose we will take the figures relating to the births
and deaths for the decade from 1882 to 1891.
Yeai'8.
BiHha.
Deaths.
Gh'owth
in population.
Increase -per 100
inhabitants.
1882
21.719
9.640
12.079
23.8
1883
22.254
8.993
13.261
25.5
1884
21.781
10.278
11.503
20.5
1885
23.807
10.273
13.534
21.5
1886
24.712
11.537
13.175
22.1
1887
25.133
12.238
12.895
20.8
1888
25.832
11.739
14 093
22.0
1889
26.981
12.573
14.408
22.6
1890
27.889
14.473
13.416
19.2
1891
28.696
12.419
16.277
21.6
219.6
The average physiological growth during the decade
from 1882 to 1891 was therefore 22 per thousand.
According to the statistics for the year 1891, the po-
pulation of the Republic was 750.658 inhabitants; if to
this be added the natural growth 22 "foo or 16.514 souls
and the balance of the migratory movement during 1892,
the population of the Eepublic at January 1=' 1893 vv'ould
amount to 776.580 inhabitants.
For the Argentine Eepublic we have only figures
515
respecting the city of Buenos Aires where, for the five
years from 1887 to 1891, the increase was 14.4 per thousand, —
a very flattering figure to the growth of the Argentine
Republic, as it is well known that the conditions of vitality
and fecundity in cities where there is a great agglomeration
of people in a confined space are very inferior to those
offered by rural towns situated in open districts.
As an example of this we give a comparison between the
increase in population of the municipality and that of the
rural towns in the year 1891, as follows :
Montevideo (Capital).
. 14.0
per
1000 inhabitants
Artigas (Departament) .
. 34.0
a
11
It
Minas
u
. 34.0
a
u
11
Durazno
u
. 32.0
u
u
11
Maldonado
u
. 31.0
a
ll
11
Caneloiies
u
. . 30.5
11
11
a
Tacuarembo
u
. . 28.8
a
(I
a
San Jose
11
. 28.8
11
11
a
Florida
u.
. 28.7
11
a
u
Rio Negro
u
. 27.8
11
11
u
Cerro-Largo
u
. 26.9
u
11
11
Rivera
u
. 25.4
11
K
u.
Coloaia
u
. 25.0
11
u
u
Salto
u
. 24.4
11
u
a
Rocha
u
. 24.3
u
11
a
Plores
u
. 22.6
11
11
11
Treinta y Tres
a
. 22.7
11
11
11
Paysandii
u
. 16.0
11
11
11
Soriano
a
, 12.0
11
u
11
The 18 departments into which our rural districts are divided
give an average increase of 27.3 per 1.000, while the
increase of the Capital is only 14 per 1.000 — and for the
purpose of our calculations we assume that the increase of
— 516 —
the Eural towns in. tlie Argentine Eepublic is proportiondly
the same.
The physiological increase of the city of Rio de Janeiro,
which has 800.000 inhabitants, is counteracted by the deaths
being more than the births.
The sanitary statistics of Dr. Portugal for the year
1890 give the decreases ia population, as follows :
BIBTHS .
1889.
1890.
8.851
11.547
DEATHS .
10.027
12.804
The City of Rio Janeiro, therefore, does not contribute
any increase to the general population of the Nation; on
the contrary, it gives negative quantities which, in the
years of epidemic, amount to alarming figures, as in the
year 1889.
In view of this circumstance, wliich is permanent in
the city of Rio and also others such as Santos, we cannot
accept for Brazil the same ratio of growth as for the
Uruguayan and Argentine Republics.
The following statement taken from the Demographical
Sanitaty Statistical Return of Dr. Portugal, and amplified
by us with figures relating to the River Plate cities, will
give a comparison between the growth in population of
these latter and the principal European cities.
YEAliS.
BIllTnS.
DKATHS.
DIl'FKUENCES.
liiHlis per
thousand
CITIEF.
Birlhf.
Deaths.
deaths '
+
—
Ijondon. . . .
1888
30.0 »/oo
19.9 »/oo
I0.1''/oo
1512.5
Paris
1'88-
25.9 »/„o
23. S °/oo
3.4 °/oo
.,
1114 0
1341.9
Berlin ....
1888
lU.O »/oo
23.1 «/„„
7.9»/oo
,,
Vienna ....
1888
33.4 »/oo
25.0 °,„o
8.4 »/oo
1336.0
Rio de .laneiro
1890
22.2 »/oo
24.6 »/„o
2.4 »/oo
901.8
Monte Video .
1887 to 1891
40.5 ^00
26.5 •/»»
U. «>/oa
,,
1684.2
Biienos Airijs .
1887 " 1891
41.9 '/oo
27.5 »/„o
14.4 "/oo
•■•
166M.6
— 517 ~
la the year compared, v/hen the sanitary conditions
were favorable there werely barely 902 births per thousand
deaths; and in the preceding year, 1889, when epidemic
v/as rife, there were only 480 biths per thousand deaths.
Dr. Portugal adds : " As will be seen, the city of Rio
de Janeiro is the only one which presents the phenomenon,
singular on account of its prevalency, of the births being
fewer than the deaths. The foregoing statement shows that
with the exception of Rio de Janeiro, all the cities
whose mortality is high, have also a large number of births,
so that there is always a balance in favor of the latter".
The sad reality that the city of Rio Janeiro presents, of
being always scourged with a death rate in exces.s of the
births, requires that the increase in the population noticed
from year to year should be supplied by immigration and
by the influx into the city of the villagers from the
neighbouring rural districts.
To reduce such a disastrous state of affairs in the pre-
servation of human life alone, the idea has been formulated
of changing the locality of the Federal Capital, and
with thus object article 3 of the Constitution of the
United States of Brazil establishes that the Government
shall proceed to mark out a zone of 14,000 square kilo-
meters on the central ' tableland of Brazil in order to
remove the Federal Capital to that district.
Senor Gouls the astronomer was charged with the or-
ganization and direction of a scientific Commission to
undertake the necessary studies in the interior region- and
to mark out the area destined for the site of the future
Federal Capital. — This commission consisted of two
astronomers, a doctor, five geographical engineers, a natu-
ralist nnd two mechanical engineers with a military escort
of fifty men.
— 518 —
The site elected and surveyed is on the table land of
Goyaz, about 1.000 meters above sea level, in the locality
meationed in our chapter on the railways and is considered
to be one of the healthiest in Brazil.
The towns of the River Plate, Montevideo and Buenos
Aires figure in the foremost rank of the cities of the world
so far as natural increase of population.
It is much to be regretted that statistics do not exist
to enable us to ascertain more accurately the average of
the increase of the population in Brazil, the Argentine
Republic and other South American States, but Uruguay
and Chili are the only two countries in this part of the
world that have established the Civil Registry with an
organization able through the annual returns to furnish the
most complete information on this matter, and the following
comparison will show the position of these two Republics :
i> ji It ] .
000 INHABITANTS.
Births .
Deaths .
lucreaee.
Uruguay— 1882 to 1891 . .
Chili-iSSO to 1689 . . .
39
3G
17
30
22
6
The increase in Uruguay is very notable and considering
the similarity in the conditions of Montevideo and Bue-
nos Aires we will for the purposes of estimate assign the
same rate of iacrease (22 "/oo) to the Argentine Republic
as was had in the Ur-jguay during the period 1882 to 18t31.
To estimate the population of Brazil, for reasons noted
further on ta,ken from the Statistics of Dr. Portugal, we
cannot allow a natural increase of population of more than
15 »/oo and this is the rate we will take for our calcul-
ations.
For the other South American Countries whose principal
— 519 —
cities are not in the conditions -Nvhich Dr. Portugal notes for
Rio Janeiro, Ave have taken the average natural growth at
20 o/oo.
Senor Latzina, Registrar General of the Statistical
Department of the Argentine Republic gives the population
of that country on January 1^* 1889 as 3.794858 inhabitants
including in this calculation the oensus of the Province of
Santa Fe as taken in 1887 ■when it only represented
220.332 souls, whereas on the authority of Sr. Latzina
himself that Province at the end of 1888 had 300.000
inhabitants owing to the large number of immigrants
attracted by its fertile lands ; thus the actual population of
the Argentine Republic on the date mentioned should have
been 3.874.858 inhabitants.
The movement of immigration during the three years
1889-1891 has been as follows:
YEAR.
Immigration. Emigration.
Excess of
immigration.
Excess of
emigration.
1889 . . .
1890 . . .
1891 . . .
260.909
138.407
73.597
40.649
82.981
90.936
220.257
55.426
17.339
Taking the co-eficient that we have assigned to the Argen-
tine Republic as natural growth, this, with the increase in
population through immigration to the country, would give
a population at the and of the year 1891 of 4.326,155
inhabitants; and allowing for the temporary paralization for
the movement of immigrants to the River Plate, circulating
for the year 1892 the natural increase only, the population
on January l'^*- 1893 would number 4.421,330 inhabitants.
The populatian of Brazil was calculated by the statistician
Santa Anna Nery, on the basis of the general census taken
in 1872, as 14.002.335 inhabitants on January 1st 1889.
— 520 —
The actual number of immigrants that entered Brazi][
by the ports of Rio Jaueiro, Santos, Victoria, and Desterro,
after deducting the number of emigrants tliat sailed from
the same ports was:
In 1889 65.161 souls.
" 1890 76.310 "
" 1891 217.946 "
giving an effective total of 359.417 persons: and adding
those who have entered by the ports of Eio Grands del
Sud, Paranagua, Bahia, Pernambuco, and Para, the total
increase during these three years may be fairly estimated
in 400.000 immigrants.
This the natural growth of the population augmented by
the movement of immigration would give an approximate
population on January 1^' 1892 of 15.277.167 inhabitants,
or on January 1^' 1893 of 15.350.000, on the supposition
that the immigration which in 1891 reached 217.946, had oa
account of the crisis which overtook the country iu 1892
fallen to 73.000 persons for the whole country, a number
that will not be considered exaggerated when it is borae
in mind that although the immigratory movement has been
somewhat checked, nevertheless it has not ceased to flow
towards Brazil during the last year, because, although a
great number of contracts celebrated between the Gover]q,ment
and colonization companies have been cancelled, accordiag
to the Report of the Minister of Agriculture, Commerce
and Public Works for the j'ear 1892, more than niaety
are still in force.
The "Statistical and Geographical Syaopsis" of Chili for
the year 1891 gives us as the population of that country
according to the census of November, 26"' 1885 a number
— 521 -
of 2,527,320 inhabitants; bnt taking into account 50,000
Indians that existed in that year, and the population who
were estimated to 15 'Y» of the whole, the total number
of inhabitants in Chili in 1885 should be taken as
2.956,412 inhabitants.
Upon this basis taking the average natural growth of
the population in the ratio given by the returns for the
census of 1875 and 1885, the population for the year
1891 has been estimated at 3.267,441 inhabitants.
This calculation is based on good logical grounds, as the
increase in the populatioa of Chili is purely natural, the tide
of immigration never having flowed to its shores as it has
done to the Republics of the River Plate and Brazil.
The number of foreigners settled in Chili is comparatively
insignificant.
Excluding 51.880 Peruvians and Bolivians in the Provinces
of Antofogasta, Tarapaca and Tacna, according to the census
of 1885 there were only 35.197 foreigners in the old Chilian
provinces, or 12 to each 1000 native inhabitants'
Thus to estimate the population of Chili on January 1^'
1893 we have only to take for the year 1892 the natural
increase, which, by the report of Senor Miguel Irarrazabal,
Inspector of the Civil Registry of Chili, during the decade
1880-1889 averaged 6 "/oo, and this will give as the total
population of the republic on January 1«* 1893 about 3.287.046
inhabitants.
The population, of the Republic of Paraguay according
to the Statistical office of that country in 1890 amounted
to 350.000 inhabitants, which, increased by the average
rate of natural increase for the years 1891 and 1892, would
give at the commencement of 1893 a population of 364.000
persons.
Bolivia, according to the Geographical Institute of Grotha
— 522 —
ia 1888 had 2:303.000 inhabitants. As we have no details
of the very small immigration that this country has attracted*
we will only consider the increase of its population by the
average annual natural growth of 2 "/oj which would give
a total population on January 1^'. 1893 of 2:492.841 persons
comprising' 1:080.000 pure indians, 760.000 half bre eds and
652.000 descendants of Europeans.
The Peruvian Eepubhc, according to the census of 1876,
had then a population of 2.621.814, and adding 350,000 the
number more or less of savage indians, the total Peruvian
population that year was estimated at 2.971.924.
The same census gave 18.082 as the number of foreign
inhabitants, which shows that up to then migratory movement
in Peru had been almost nil; in order to estimate its
population for the 16 years between then and the present
day we will only add the increase, which, according to the
coefficient adopted in our calculations, is 838.976 inhabitants,
giving, at January 1st 1893, a total of 3.460.820. Adding
to this the 350.000 savages existing in 1876 and their
natural increase which we will only estimate at 1 »/o on
accouijt of their fecundity being less than that of the
half-breeds, the population of the Republic of Peru on the
1st of January 1893 would amount to 4.020.000 inhabitants
including 560.000 savages.
In 1885 according to the G-eographical Institute of Gotha,
Ecuador had 1.004.661 inliabitants and more or less 200.000
savages.
'By our calculations these figures will, at January 1^'
1893, have amounted to 1.145.344, or, adding 214.000
savages, to a total population of 1.359.344 inhabitants.
The only addition we have made to the population of
1885 has been the natural growth as we have no data
— 523 —
to show the movement of immigrants, -which, however, as
in Peru, will be very small.
The Geographical Institute of Gotha assigns to the
Eepublic of Columbia in 1884 a population of 3.320.550
inhabitants, and adding to these figures the natural increase
during the 8 years to the present date which we have
estimated at 20 per thousand, the present population
would be 3.890.571. We would note as a proof of the
result of our calculations, that they coincide with the
figures given in the treatise on Columbia publsihed in
1891 by the Bureau of the South American Republic of
"Washington.
According to the official edition of the "Historical,
Geographical and Political Description of the Kepublic of
Columbia" published in Bogota in 1887 the indigenous
population was in 1886 more or less 200.000, and with a
probable natural increase of 10 "/oo, the total population of
the Eepublic of Columbia should, on the l^t of January
1893, amount to 4.102.571 inhabitants.
To calculate the population of the United States of
Venezuela, we must take as a base the figures given in the
1893 report of the Geographical Institute of Gotha, as the
population for 1891, viz 2.323.527, increased by the natural
growth in the year 1892. The population on the 1''' January
1893 should therefore be 2.369.977 inhabitants.
We have no figures for the increase of foreigners, and
even though the Public Powers have on their part done all
in their power to place immigrants on their rich and fertile
lands, the number of strangers in the United States of
Venezuela will not exceed 100.000.
Pinaliy, the population of English, French and Dutch
Guiana, which in 1887 amounted to 370.000, will, with
its natural increase,
about 410.000 souls.
- 524 —
numbered on January !»* 1893,
The following is a general statement of the extent and
population of the South American countries, compiled from
the figures we have just given.
EXTENT AND POPULATION OF SOUTH AMERICA.
Numb e r of
Number of
Population
inhabitants
inhabitants
STATES.
Superflcie.
at 1"' Jamiay
per 1 0 square
k i 1 0 m e ters
per 10 square
kilometers
1893.
including
savages.
e X e 1 u d ing
savages.
Uruguay. . . .
178.700
776.580
43. B
43.5
Ohili
753.216
8.287.045
43.7
42.3
Peni
1.07-2.496
4 020 COO
37.5
34.3
Columbia
1.330.875
4.102.571
30.8
28.5
Eouafloi- ....
643 295
1.359.344
21 1
17.8
Bolivia . . . .
1.222.250
2.492 841
20.4
14.1
United States ol
Brazil ....
8.337.218
15.350.000
18.4
17.7
Ai-gentine Republic
2.894.252
4.607.538
35.6
15.6
Venezuela .
1.5.39,398
2.369 997
15.4
15.4
Paraguay
263.100
364.000
14.4
14.4
Guianas ....
396.000
410.000
10.3
10.3
18.G20.800
39.039.916
—
—
The population of the South American States should on
January l^* 1893 be between thirty nine and forty millions.
We v/ill now proceed to determine the elements which
will allov/ us to iadicate the districts over wiiich these
39:000.000 inhabitants are distributed.
The regions borderiag on the Atlantic and Pacific Oceans
are the more densely populated as will be seen by the
following statements.
— 525 —
BRAZIL .
STATES.
Superfloie
in
kilometers.
Population at
December 111
of 1888("Sta.
Anna Nery.")
Natural and
immigratory
increase a t
22.1»/o».
Population
in 1892.
Para ......
Maragnon . . . .
Piauby . . . . .
CearA
Rio Grande del Norte .
Parahyba . . . .
Pernainbuco . . .
Alagoas
Sergipe . . . . ■
Bahia
Espiritu Santo.
Minas Geraes .
Municipio Neutro .
Rio de Janeiro.
San Paulo . . . .
Parana
Santa Catalina. . .
R-o Grande del Sud .
229.942
469.884
301.797
104.260
57.485
74.731
128.396
68.491
19.090
426.427
44.839
674.865
1.394
68.982
290.876
221.319
74.156
236.653
407.350
488.443
264.933
952.626
308.852
496.618
1.110.831
469.371
232.640
1.821.083
121.662
3.018.807
406.958
1.164.438
1.306.272
187.548
236.346
643.527
35.009
43.178
, 23.597
84.212
27.302
43.904
98.153
40.608
20.565
160.984
10.746
266.862
36.975
102.936
116.474
16.579
20.893
56.888
443 369
631.621
290 630
1.037 837
336.154
540.522
1.209.084
499.979
253.205
1.982.067
132.308
3.285.669
442.933
1.267.374
1.421.746
204.127
267.249
700.416
3.373.466
—
—
14.836.179
Of the 15.350.000 inhabitants of Brazil, 14.836.179
live in the States bordering on the Atlantic and 513.821
in the interior States of the Amazon, Matto Grosso and
G-oyaz, in which latter figure 120.000 savages are included.
These half million souls occupy 4.963.752 square kilometers,
almost three fifths of the whole of Brazil, or at the rate
of 0.10 persons per square kilometer.
526
AEGENTINE EEPUBLIO.
Population
at Deo: 31 of
Natural
and
Population
PLACE OB, PROTINCE.
Snperfloie.
1888.
immlgratory
Increase at
1"' January of
(Latzina).
39 6 »/oo.
Capital of the Republic.
181
goo 000
G4.000
564.0000)
Province of B. Aires.
311.196
850.000
134.640
984.640
Santa Fe
131.582
300 000
47 520
347.520
Entre-Rios
75.457
248 700
39 392
288.092
Corrientes
.
81.148
200.000
31.680
231.680
G6rdoba .
174 768
427.600
51.733
479.332
Ssn Luis.
75.917
100.000
15.840
115.840
Mendoza.
160.813
137.200
21.732
158 932
San Juan
97.505
102.403
16.220
118.623
La Rioja.
39.080
80.000
12.672
92.672
Oatamarca
90.644
110.000
8.624
118.624
Santiago .
102.355
209.000
33.104
242.104
TucJman
24 199
202.800
32.123
234.923
Salta . .
.
128 266
150.000
23.760
173.760
Jujuy .
.
45.268
55.800
8.838
64 638
National Territories .
200.000
150.000
23.760
173.760
1:738.329
—
—
4:389.140
The most populated districts of the Argentine RepubHc,
1.738.329 square kilometers in extent, contain 4.389.140
inhabitants or a the rate of 2.6 ^er square kilometer.
The population of the Chilian Eepublic is densest south
of Santiago as far as the Magellan territory and northwards
to the Province of Atacama; it amounts to 3.099.054
inhabitants and occupies 225.216 square kilometers or at
the rate of 13.7 souls per square kilometer.
The Magellan territory may be called a desert ; with
195.000 square kilometers, it has barely 3111 inhabitants,
or 0.016 per sqiaare kilometers.
The provinces of Atacama, Antofogasta, Tarapaca and
(1) The Municipal Sitatistos give tlie population of Buenos Aires at the beginning
of 1892 as .^50,000 which agrees with our calculations based on the figures given by
Latzina in 1888, increased by the natural growth of the Federal Capital from 1887
to 1891, viz: 14,4 °/oo and the average immlgratory increase for the years 1888 to
18II2, viz: 17.6 °l">-
— 627 —
Tacua, 333.000 square kilometers in extent, have a population
187.991 (0.57 ialiabitants per square kilometer).
The population of Bolivia is mostly settled in the
Departments of La Paz, Cochabamba, Oruro, Potosi, Tarija
to the west of the Pilcomayo, in part of the Department
of Chuquisaca and in part of Santa Cruz : this extent of
about 450 000 square kilometers comprises a population of
2.000.000 inhabitants; the rest of the Republic composed of
the Department of Beni and the greater part of Santa Cruz,
Chuquisaca and Tarija, 772.250 square kilometers in extent,
has a population of about half-a-million, of purely indigenous
breed.
It is calculated that the part of Peru enclosed by the
rivers Huallaga, Ucayali and Madera, 500.000 square kilo-
meters in extent, is inhabited by 850.000 savages (0.7 per
square kilometer); the rest of the population composed
of 3.670.000 souls, is spread over 372.496 square kilometer
(6.4 per square kilometers) in the Departments of Piura,
Cajamarca, Amazonas, Lambayeque, Libertad, Anoachs, Lima,
Junin, Huanuco, Huancavelica, Ayacucho, lea, Apurimac,
Arequipa, Moquegua in the Western of the Huallaga River
( Department of Loreto ) and in the Southern part of the
Departments of Cuzco and Puno.
Ecuador is divided into 17 provinces, of the the Galapagos
Isles form one : its population is chiefly settled in the
provinces of Pichincha, Azuay, Gruayas, Chimborazo, Esme-
raldas, Tungurahua, Manabi, Loja, Azogue or Cauas, Bolivar,
Carchi, Oro and Eios, and in the vi^estern part of the
Eastern provinces, occupying two fifths of the area of the
RepubUc, or about 257.000 kilometers, which gives an
average civilized population, including subdued savages, of
4.4 per square kilometer.
The population of the Columbian Republic is mostly
— 528 —
settled ia the vestern part of tlie department of Cauca, in
the departments of Panama., Bolivar, Magdalena, Santander,
Antioquia, Boyaea, Tolima and the extrem** west of
Cundinamarca, occupying an area of about 900.000 kilometers,
equal to, excluding savages, 4.21 per square kilometer.
The population of Venezuela is concentrated in the Federal
district and in the States of Bermudez, Carabobo, Falcon,
Gruzman Blanco, Lara, Los Andes, and Zamora, about
400.000 kilometers in extent, equal to 5.92 inhabitants per
square kilometer.
According to this, the population of South America is
mostly settled in the zone of land which starts from the
confluence of the Amazon, runs down the Atlantic coast as
far as the 40th parallel and ascends the Pacific coast as
for as Panama, the inferior limit of which zone may
be determined as follows : -by the shores of the rivers
San Francisco and Parana, part of Paraguayan territory
then following the Parana as far as the South border of
the Argentine Austral Ghaco, ascending again along the
eastern side of the Andes as far as the Southern border of
the Department of Zamora in Venezuela, then following the
left bank of the river Orinoco until it runs into the Atlantic,
and then the English, Dutch, French and Brazilian Guianas
as far as the mouth of the Amazon.
The area and number of inhabitants contained ^in this
more peopled district is as follows:
529 —
Area of
Population not
N» of
inhabitants
territory populated.
including savages.
per square
liilometer.
Brasil
3.373.466
14.836.179
4.39
Argentine Eepiiblio
1.738.329
4.389.140
2.65
Uruguay .
178.700
776.580
4.35
Chili .
225.216
3.099.054
13.74
Bolivia
450.000
2. poo. 000
4.44
Peru .
372.496
3.670.000
6.45
Ecuador
267.000
1.141.080
4.44
Colombia
900,000
3.793.000
4.21
Venezuela
400.000
2.969.997
5.92
Paraguay
253.100
364.000
1.44
Guiauas
396.000
410.000
1.03
8.544.307
36.848.930
4.32
The populated port of South American is, therefore,
8.544.307 square kilometers in extent and possesses 36.848.930
civilized inhabitants, giving an average of 4.32 per square
kilometer.
The remainder of the territory may be said to be desert,
it is 10.076.493 square kilometers in extent, with a population,
mostly savage, of 2.191.186, equal to the low proportion of
0.22 per kilometer.
As will be seen, the populated and civilized part of South
America possesses 4.32 inhabitants per kilometer and 31.242
kilometers of railway being worked, equal to one kilometer
for every 1179 inhabitants.
North and Central America with a population of 4.24
inhabitants per square kilometer, have 301.567 kilometers
of railways, or one kilometer for every 286 inhabitants.
From this it will be seen that while the density of
population of the States of Northern and Central America
is almost equal to that of the populated regions of the
— 530 —
South, the means of coinmuaicatiou of the former are in
proportion to those of the latter as 4 to 1, from which
fact arises the isolation and want of interchange among
the towns of the South.
The two international lines proposed will thus supply an
important want of these districts, crossing as they do, the
centre of the South American countries populated by
36.845.366 civilized inhabitants. They "will connect the
principal centres of population, as the Interoceanic line
from Recife to Buenos Aires and Valparaiso, by means of
the existing combining lines, will communicate with the
cities of Bahia, Bio Janeiro, San Paulo, Santos, Curityba,
Porto Alegre, Asuncion, Montevideo and Santiago (Chili);
whilst the Intercontinental line, by means of connecting
lines already made, would unite the cities of Montreal,
New York, "Washington, Philadelphia, Brooklyn, Chicago,
Boston, San Louis, Baltimore, Cincinatti, San Francisco,
New Orleans, and Mexico; and in South America the main
line and branches will link together Bogota, Caracas, Quito,
Lima, Sucre, and by connecting lines its trains will run
to Bio Janeiro, Montevideo, Buenos Aires, and Valparaiso.
(See maps of South American railwaj' system).
No one doubts nowadays that the marvellous progress
of the North American Countries is in great manner due
to the transport and facilities afforded by its railways,
which, with the assistance of European immigration, have
tranformed deserts into centres of life, activity and work;
have augmented the public and private wealth; have exercised
a most powerful influence on the political and social relations,
linking together large populations in closer bonds of
brotherhood, making uniform the local customs, and
establishing that condition of affairs which has so much
contributed to the advancement of the countries.
— 531 —
lu South America, Brazil, Uruguay, the Argentine Eepublio
and Chili all owe to this same influence their great progressive
advancement, although in their territories the means of
communication have only thus far been of local importance,
each nation having made its own railway system for its
particular wants, without studying the part it should take
in the system of universal communication. In South America
the railways are in the condition of navigation companies
not permitted to trade further than the frontiers of their
respective countries and are thus deprived of the opportunity
of extending their influence and accomplishing the grand
aim of endowing the continent with the means of easy
and rapid communication.
Thus it ■will be recognized that the- problem of the
projected international lines to unite all the cities of the
South American continent is of the highest importance
as by their means they will bind together 125.000,000 of
people, who at present are divided into independent groups,
and they will immensely influence the consolidation of the
races that the future of the world anticipates in the ordinary
march of affairs for the world of Columbus to open up
the immense riches to be found and opened up which are
at present unknown, but which these two great lines will
place in direct communication with the outside commercial
world.
Ports and Railway^.
CHAPTER XI.
THE POBTS m RAILWAY LINES
OF THE OeMNTAL REPUBLIC OF UbUGUAY CONSIPEEED AS
NECESSARY ELEMENTS OF RAPID COMMUNICATION BETWEEN
THE Argentine Republic, Chile, PEiitr, Bolivia, Paraguay
AND Rio Grande del Sud.
Along the great extent of coast-line of the Republic
bordering on the Atlantic Ocean and the River Plate are
several natural ports of importaace, in the first rank of
which are the bays of Montevideo, Maldonado and of
Colonia.
The question of the construction of a port in the bay of
Montevideo has occupied the attention of former Governments
as well as of the present one. The want of success which
had attended the various attempts to arrive at a si>lufcion
of this important problem, induced the Government in
accordance w^ith a decree dated January 16th 1889 to
again call for projects for the por of Montevideo, and up
to May '21st of the same year, on which date the term
allowed for presentiag them expired, twenty four were
sent in.
These projects were passed on to the General Council
of Public Works who, after a most careful examination
of them, issued on November 17th 1890 a voluminous
— 536 —
report advising the acceptance of the project presented
by Doctor Don Guillermo Rigoni, on the ground that it
fulfilled all the technical conditions demanded hj the
council. The synthesis of this report is contained in the
following
GENERAL SUMMARY.
Lastly, the council, in accordance , "with the conclusions
deduced in the ten parts of the present report, are of
opinion :
WITH EESPECT TO THE TECHNICAL PABT OF THE OUTKE WOIIKS.
.1 . That all the projects presented are wanting in such
data to fix in detail the position, dimensions, form, class
and approximate cost of all the works.
2. Notwithstanding this deficiency, it is possible, with
the aid of the data and information collected and the
examinations made by the Corporation or some of its
members, to arrive at the general technical principal which
should serve as a base for the arrangemeat of external
works of Shelter and protection.
3. Any port project which is rational should be drawn
up on this base and be in accordance therewith.
4. The Port project, from a commercial point of view,
can be studied separately, once the outer works (dykes,
break waters), have been definitely fixed.
5. In order to establish all the elements of the Port
in a detailed and definite manner, carefal and complete
surveys are necessary, no matter what project be adopted.
— 537 —
6. The formation of the Commercial port, which has as
its basis the extension of the Northern part of the
peninsula, requires specially careful examination, "with
respect to the present levelling of the zone frequently-
inundated by water, both from the River and rain.
7. Such surveys should be carried out with the aid of
port and marine experts of every class, whose experience
should be availed of, as is counselled by the most
celebrated engineers and is the custom in the most
civiliised countries.
6. Experience shows that notwithstanding all the pre-
cautions and measures adopted by engineers vi^hen making
ports on sandy shores,- It is impossible to completely
prevent the entrance therein of a certain quantity of
sand, ooze, and detritus.
9. The engineers should use every effort towards the
reduction of the deposits and the prevention, as far as
possible of their formation, seeing this latter cannot be
entirely avoided.
10 . When arranging port works it is absolutely necessary
to determine the general course or current of the waters:
if they are favorable, the works must bo modified so as to
prevent any stoppages.
11 . The general water currents in the Bay of Monte Video
are inimical to the preservation of deep vv'ater, as is shown
by a comparison of old soundings with recent ones, daily
experience, and common sense.
12. The real and principal cause of the blocking -up of
ports and of the formation of sandy and other deposits
formed along the coasts, has been demonstrated by the
eminent sailor Cialdi who attributes them to the movement
imparted to the waters by the predominating winds, and
not, as was formerly supposed, to the shore currents.
— 538 —
13 . This movement which Cialli calls a "current wave",
disturbs the depths, drags along the sands, and partly
deposits them on the shores, where in time they accumulate.
14. The winds from the South-west (pamperos) are those
ruling in Montevideo, and, therefore, those which have
most bearing on the invasion of the Bay by the sands from
outside.
15. Every rationally and conceived Port project must
above all suppress, or reduce as far as possible, the
"wave current" which the pamperos raise in the river
waters.
16. Any project must therefore be rejected in which
are proposed dykes, facing the bay. but a long distance
from Monte Video.
17. The following is the general principle which should
serve as a base for the arrangement of the external
works of shelter and protection.
To prevent as far as possible the entrance of the
" wave current " raised by the pamperos and to
alllow instead entry to the port and a certain part
of the principal current which runs from Piedras
Eilancas or Punta Cibils to Punta Gruarani.
18. As it will be necessary in the future for the
Port to be of a greater depth than that shown in any of
the projects, none of which provide for more than 22
feet, it will be impossible to avoid external dredging at
any of the dykes indicated in the plans presented.
19. As is shown by the adjoined statements these
dredgings are possible from a fiaancial point of view
20. There is therefore no object in carryiug out the
works at a depth of 22 feet, seeing that by means of a
supplementary dredging of only two feet, the said depth
— 539 —
can be obtained with greater economy thus forming,
a much more sheltered roadstead near to Monte Video
and almost entirely protecting the bay from the pampero
" wave current. "
21. The outer dyke of the bay can therefore be placed
outside a line running from Piinta Cibils to Puata Gua-
rani, until a depth of 20 feet is reached, which in the
future can be increased to 30, so that, whilst fulfilling the
demands of navigation both by ,day and by night, this
dyke will yet be as little distant as possible from the line
mentioned, and can also be cheaply and easily extended,
should it ' be thought necessary to prolong it in the direction
of the river. , ,,
22. Project No. 15 presented by Engineer Dr. Gruillermo
Eigoni is the one which contains, in general,; all the technical
conditions laid down by the Council.
23. The position and general bearings of the outer dyke:
the mouths of entrance and , exit for the principal current,
also allowing for the cleaning currents produced when the
ruling winds have passed ; the position of these same mouths
for meeting the demands of navigation in any weather and
at any hour of the day or night, the slight and beneficial
agitation which will exist in the bay, offer in the council's
opinion, reasonable guarantees of success in maintaining,
and even of increasing, the sheltered depths and also the
entrances and exits.
24. The external works of shelter and protection, as
devised by Sr. Eigoni, can be, somewhat modified, from
details afforded by surveys supplementary to those presented
and already in the council's possession.
WITH EESPECT TO THE OOMMEEOIAI; POET.
I . That, after providing for entrance to, exit from, shelter
— 540 —
and protection for the port, its prosperity very essentially
depends on the reduction to a minimum of the cost of
"working the ships which frequent it and on the lowering of
the taxes on the merchandise brought by the vessels.
2. The said working expenses can be very notably
reduced if the ships, instead of having to wait in the
port, can carry out their operations safely, comfortably
and rapidly.
3. This reduction of expenses demands, therefore, that
the fittings of the Commercial Port must be perfect, the
machinery must be powerful in order to shorten the unloading,
verification, exit or loading & of the merchandise.
The conditions which should characterize a modern com-
mercial Port are set forth on pages 3 and 4 of this report.
4. The Commercial Port should be established in the Bay.
either by placing the loading and discharging Moles on the
North beach, or by building them in the Bay itself should
it be possible to overcome quickly and at a moderets cost
the difficulties raised by some of the coast property holders.
5. In the Council's opinion, the first idea is preferable
viz, to run the moles out from the peninsula, which is the
centre of activity of the movement in the Port.
6. The Commercial. Port should.be able to cope with
a much larger traffic than the present: say two million
and a half or tliree million tons.
7 . The usual and most convenient shape for a Commercial
Port is that of several moles running .out obliquely ifrom the
shore, with docks of moderate width between them and
protected by a breakwater placed 250 to 300 meters from
the end of the moles.
8. Should it be considered impossible to run the moles
out from the shore itself, Senor Rigoni's idea could be
accepted, viz: to place them in front of the shore, but
— 541 —
with the addition of wharves in an oblique position to
the general mole.
9 . The dimensions of the moles should be calculated on
the basis of 550 tons per meter length of mole.
10. A traf5fio of three million tons could therefore be
handled with five moles, of the shape and dimensions
shown in the sketch: the said mole to be furnished with
powerful cratnes of various sizes, sheds, deposits, rails, &.
11. These five moles can be built by degrees, in ac-
cordance with the demands of the traffic.
12. On account of the topographical ' features of the
Northern part of Montevideo, it is absolutely necessary to
arrange for the drainage and hygiene of the same, before
constructing the commercial port.
13. No estimate of the works can be formed except by
comparison, and in this form the risk is run of spending
much more than is really necessary.
14. Once the woks are completely finished they cannot
cost much more than fifteen million dollars, and in forty
years the State could amortize this capital by means of
an annuity of $ 1.733.154 which would begin to be paid
at the end of the fifth year from the commencement of
the works.
15. The financial calculations for the reahsation of the
works should not be based on the lands gained from
the sea.
16. The State should always keep its river rights, and
should it be convenient to encroach on the Bay, it must
be almost exclusively for forming new lands for extending
the port, public promenades etc:, but never w^ith the idea
of selling the greater part of the land reclaimed, the im-
mense cost of the formation of which can only be regained
in the distant future.
— 542 —
17. Minute and complete surveys are absolutely neces-
sary in order to arrive at a true estimate of the cost of
the "Works.
18. In the opinion of the Council, these surveys should
be carried out by the author of the project of external
works of shelter and protection which may be accepted
by the Public Powers; if the Council's recommendation be
adopted, this person will be Senor Rigoni.
19. The said surveys would be carried out with the
help and under the control of a Committee of National
Engineers, and in accordance with a programme laid
down by the General Council of Public Works previously
approved by the Public Powers.
20 . On the conclusion of the final surveys a programme
will be drawn up showing the position, number, class, shape
and dimensions of all the works, as also the iastallations
for commercial purposes, machinery etc, atid in accordance
with the said programme, international tenders would be
called for their construction, unless the State should
prefer to contract direct with a private firm.
C.
EXTENSION OF THE COAST. BOUNDARY SEA WALL. HYGIENE.
1. The widening of certain portions of the coast is
necessary, not only for the convenience afforded and the
easy working of the Commercial Port, but also for the
equally important questions of public hygiene and ornamant.
2. Such extensions are only permissible at those points
of the coast where there is not much depth and which cannot
be used in any way, now or in the future, for Port installations.
3. The lands reclaimed from the sea should be of small
— 643 —
extent, and it might be convenient, by means of a "wall
parallel to the one now existing in the Aguada to set apart
a limited space for a park and public walks.
4. Later on and in accordance with the law, the broken
lines of the peninsula, to the South and "West of Montevideo
can be straightened, and new gardens formed with the lands
so gained from the River, the positions for which have been
laid down in the general plan of adornment and hygiene
projected by the Municipality.
6. As it impossible for the sewers to shoot the matter
they carry ojff into one main sewer surrounding the city,
some other method must be adopted.
6. This would be, in principle, to establish a low point
of the coast, a large deposit into which two sewers should
open.
7. The establishment of a main sewer or sewers is of
undeniable and urgent necessity, especially in the Northern
part of the city, and will form the subject of very minute
study when the definite surveys of the Port are carried
out.
8. The question of the adornment which harmonizes most
with the general works mentioned, will also be a matter
for special study by an artist of renown.
This council considers that with the foregoing report it
has fulfilled the mission entrusted to it, and therefore has
the honor to present it to your Excellency for consideration.
May Grod guard Your Excellency many years.
B. de -Arteaga,
President.
Jose M. Castellanos,
Secretary ad-hoo.
— 54.4 —
The Minister of Foment prepared an ante-project for
tlae construction of the port in the Bay of Montevideo,
disagreeing with some of the technical conditions laid down
by the Council as being necessary for the stability and
secwity of the port works, and this, together with a project
presented by Senor Buette, was submitted to a committee
of engineers composed of Messrs. Juan Bautista Zanetti,
Julio Leroy, Alberto Farriols, Felipe Victora and Alceste
Battiste, who, on the 12"> of Api'il 1892, issued their
report, the conclusions of which were the following :
RESUMEN.
In conclusion, the Committee admit :
EXTERNAL WORKS.
1. XJiianimonsly : The utility of an outer breakv/ater.
2. Bjj a majority of votes: The utility of the breakwaters
projected by Senor Eigoni, with the modifications that
may be made in the .final surveys.
INTERNAL WORKS.
3. By a majority of votes: The utility of the internal
dykes projected by Seiior Rigoni, with the slight .modifications
that may be counselled in the final surveys, as ia the ease
of the outer dyke.
COMMERCTAL PART.
4. By a nmjority of votes: That the Commercial port
adopted should be that formed by a boaadary sea-wall ia
the Northern part of the city with moles running from it
obliquely; adhering, as regards their position and dimensio:is
to the results of the final surveys.
— 545 —
Senor Felipe Victora, ■who composed the minority of the
Committee, also repotted, giving the following.
CONCLUSIONS
a. I consider the outer breakwater proposed by Senor
Eigoni unacceptable, even with the modifications that may
be proposed by the future Commitee of surveys on the
arrangement of the bay.
1. As dangerous to the preservation of deep water.
2. As not actually necessary.
3. Because the services it would render to navigation
would not be conimensurate with its high cost.
b. That the works of the anteports of the Minister and
of Senor Uigoni, even though placed in the most con,
venient part of the Bay, would have to undergo certain
modifications, as regards their definite position and shape
before they could be considered to fulfil the conditions of
an acceptable ante-port project.
c. That in the Minister's report the true financial phase
of the port project is studied and appreciated.
d. That general studies of the special conditions of the
system of the Bay are indispensable.
e. That whatever may be the work accepted or projected
it should be carried out by degrees.
f. That the most necessary works and those of re.
cognized utility should be carried out first, and that the
effects produced by their development should be studied
before proceeding with the others.
Having thus terminated the work entrusted to me by
your Excellency, I have the honor to salute Y. E,
Montevideo, April 12tii 1892.
Felipe Victora.
In view of this state of affairs and of the diversity of
— 546 —
opinions existing witli respect to a matter of sacli importance
for the future of the liepublic, the Executive Power
submitted all the antecedents of the subject to the Greneral
Assembly, accompanying them by the following message
and project of law :
iExEouTiTE Power.
Montevideo, July 12tli. 1892.
The Honorable General Assembly,
The Executive Power has the honor to submit to you al]^
the antecedents respecting the project for the Port of
Monte Yideo in order that yon may be good enongh to
resolve what you think most prudent.
As yon will see, in response to the call made, twenty
four projects have been presented, the examination of which
has been a matter of long and laborious study by the
scientific committees appointed to report on tkem.
As was his duty, the Minister of Foment, after a lengthy
examination, as being a work of immense importance for
the national interests, has drawn up an ante project in
accordance with his opinions, and the Executive Power
in its turm, after duly considering all the antecedents referred
to, is inclined to support the theories put forth by the said
Minister in his report, considering them more adequate to
our necessities and of more practical and economical
realization: these theories can be condensed as follows:
1. To eliminate from the project the costly outer dyke,
if, as is stated by the Foment Miaister, it should,
after the last and definite surveys, prove not to be
necessary, and if, also, it would be an active cause
of large alluvial deposits which conld not be easily
removed.
- 547 —
2 . To limit the port to one composed of well sheltered
docks, with a convenient antnport, the "whole of the
■works enclosing a comparatively small area of "water
which could be deepened "without great expense : for
this end dredging would be adopted as an essential
means.
3 . To project a length of sea walls that would accommodate
a merchandise movement about three times as large
as that dealt with in our Port in the time of greatest
prosperity.
The foregoing is an abstract of the ideas contained in the
project of law accompanying this message, and which should
serve as a base for the definite surveys and project.
Should the Honorable Chambers sanction this project,
modifying it in detail as may be thought fit, a resolution
"Would, in the opinion of the Executive Power, be obtained
of the problem which has for so long back been occupying
the attention of the Public Powers, and in a .abort time
we could commence the work of the port, thus supplying
one of eur greatest national necessities, and one which the
interests of commerce and navigation urgently demand.
In "view of the details accompanying this message, the
Executive Power- considers it unnecessary to dilate at further
length on this important subject, leaving the matter to the
judgment of the Honorable Chambers.
The Executive Power begs the Honorable Chambers to
receive its salutations.
JULIO HEREEEA Y OBES.
J. A. Capueao.
Feancisco Bauza.
Mantjbl Heeebeo t Espinosa.
L"nis E. Peeez.
EUGENIO J. MaDALENA.
— 548
PROJECT OF LAW.
The Senate aad Chamber of Eepreseatatives of the Oriental
Eepublio of Uruguay, assembled together in General
Congress
DECEEE
Article 1**'. The Executive Power is authorised to . proceed
with the definite sur\-eys of the project of the Port of
Montevideo, on the following bases:
a. To carry ont the surveys and prepare the plans of
the project under consideration, the Executivfe Power
shall appoint a Committee, which shall be under the
orders of the Ministry of Foment, and shall be
composed of engineers of recognised competence, one
or two of whom shall be foreigners with special
experience iu the matter.
b. This Committee shall study whether, in the first
place, the construction of an outer breakwater for
the bay of Montevideo is absolutely necessary, and
in the second place, whether the same is convenient,
bearing in mind the probable danger of alluvial
deposits which the said work may bring in its train,
and whether its cost would not prove to be out of
proportion to our maritime and commercial movement,
in which case it should be struck out of the project.
c. To project docks for loading and unloading ships
along the North and West coasts of the city, these
docks being extended in time to the South side.
d. These docks must be perfectly sheltered by breakwaters
— 549 —
placed at such a distance that they will serve at the
same time for the formation of an ' ante-port.
e. The area of water to be eaclosed by the works
referred to will be about 250 hectareas: the docks
will be at least 200 meters wide, and the length of
the wharves must not be less than 8.000 lineal
meters.
f. The depth of the port and of the ante-port will be
at least 21 feet at ordinary low water, and the
entrances will have 18 to 19 feet under the same
conditions. These last depths can be increased either
by making use of the natural currents of entrance
and exit of tke waters, or by mechanical means.
g. For deepening the port dredging will be the essential
means used, but without prejudice to the use of the
natural currents, as an auxiliary, especially for renewing
and cleaning the waters, in which case discharge
from the main sewers and surface drains in to the
■docks must be suppressed.
li. As regards the other details respecting the bearings
and position of the entry to the port, break-water
systems, sea-walls, hydraulic pipes, general stores, port
machinery etc:, the committee of Engineers will design
the ones they consider most suited to the bay, the
bottom, the materials disposable for the said object
etc., etc.
i. When ■ desiguing the works alluded to, there must be
taken into account their solidity and utility for the
loading and unloading of the ships, reserving the
right to propose such economies as may be the
considered reasonable.
Art: 2. The Executive Power is authorised to expend up
— 550 —
to $ 150.000 oa the surveys and projects referred to, or to
coatract for these surveys with any firm or company of
coastructing hydraulic eagineers that, in their opinion, is
qualified to carry them out under the inspection of the
Committee of Engineers appointed by the Executive Power>
and on condition that, if tenders be called, for the works
and the concession be granted to the said firm or Company
the cost of the surveys and ]plans will be included in
that of the works to be carried out : on the other hand,
they will be paid for at a pries be arranged beforehand.
Art: 3. A.fter the definite final, survey of the port project
is concluded, the list of conditions drawn up, and the cost
fixed, the Executive Power will submit all the details to
Congress, so that, should it be thought convenient, its
approval may be accorded thereto, and the funds necessary
for carrying out the works be authorised.
Art: 4. Once the project has been approved, the construction
of the port will be offered to public tender, • in accordance
with the conditions established in 'the law, for which end
the detailed plans and schedule conditions will be established,
and the proposal which, in the opinion of the Executive
Power, is most advantageous as regards price and sincerity
will be arcepted.
Art: 5. AH laws and decrees which may be in
opposition to the present one are annulled.
Art: 6. Let this be communicated etc.
J. A. Captjkeo,
The question of the port of Montevideo is now waiting
the resolution of the Legislative Body, which is 'expected
at any moment, and it is to be hoped that they will bear
in mind the great public convenience of arriving at a
judicious solution of this question on which hangs the
— 551 —
future prosperity of our commeroe and our industries, and
also quick communication with tlje neighbouring states and
Paraguay, Bolivia, Peru etc.
The railway lines included in the general outline will
be at the service of the port of Montevideo, which Hues by
their developments are destined to carry the influence of
the port beyond our frontiers.
The extreme points of those lines are the following :
Montevideo and Fray-Bentos.
" " Paysandu.
" " Santa Eosa.
" " Rivera.
" " Artigas.
" " CeboUati Port (Lake Merim.
Colonia " San Luis, the Uruguay Interier
Railway, which will communicate with the Port of Monte
Video by three distinct arteries, viz : the "Western, Central
and North Eastern lines.
"We will detail the importance of these lines for
communication with the Pacific States, Bolivia, Paraguay
and Brazil, giving, at the same time, their length in kilometers,
the features of each line and the time which will be
occupied in running over , them.
Throug^h eemuiunicatiou Itetn'een SIonteTideo and
Bolivia.
WESTERN EAILWAY.
(From Montevideo to Fray-Bentos).
Extension that this route will have crossing the
Argentine Eepublic and Bolivia running through
— 552 —
JujUr, POTOSi, AND SUCKE TO FOEM A JUNCTION WITH THE
INTEHCONTINENTAL LINE :
COUNTEIES.
LOCALITIES.
KTLOMETEIC EXTENSION.
s-JS
Open
to traffic.
In con-
HrucHon.
Surveyed Projected
From Montevideo to
Oriental Republic of
EoBario ....
119.000
1.44
the Uruguay . .
From Eosario to Mer-
cedes andF.Bentos.
Fray Bentos to Gfuale-
194.000
U
Do. ana Argentine
guaychil Including
Republic . . ,
crossing the Eiver
Uruguay ... .
25-.00O
«
Do.
GrualeguaycM to Ba-
savilbaso
99.700
u
Do.
Basavilbaso to Port
Parani
222.800
a
Do.
Port Parani to Santa
F6 crossing Eiver
Parani
24.000
y
Do.
Santa Fi5 to Pilar. .
63.200
l.(K»
Do.
Pilar to frontier of
06rdoba and Santa
F<S Provinces . .
81.800
u
Do.
From frontier to the
junction with Cen-
tral C6rd. Eailway.
210.000
„
Do.
C6rdoba to TucumAn.
647.000
u.
Do.
Tucum&u to Jujuy .
352.300
"
Do.
Jujuy to Bolivian
frontier ....
280.000
Bolivia
Argentine frontier to
Potosi and Sucre .
i20.00
"
1571!. SOO
.1 49. 000
943.000
It ■will be thus necessary to make a railway journey of
2669 kilometers from the port of Montevideo to arrive at
Sucre, the Bolivian Capital via the Western liae in
combination with the international railways. Of this gross
length there are at present opened to public traffic in the
Argentine territory 1576 kil. 800 ni., and whenever the
line that is intended to connect Montevideo with Fray
Bentos, a distance of 343 kilometers, is completed, and
the necessary works undertai 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 au easy and cheap means of locomotion,
it will be possible to establish a direct railway communication
to Jujuy, a distance of 1969 kilometers, linking with the
port of Montevideo by a quick service the intermediate
towns of Gualeguaychii, Parana, Santa Fe, C6rdob«, »«^
Tucuman.
Trom Jujuy there remain 700 kilometers to be constructed
in Argentine and Bolivian territory, iu order that tkie
system with Montevideo, and with the lines leaving Buonog
Aires, may form a junction in Sucre or thereabouts with
the latercontinental line, over which it will be possible to
continue to Oruco and La Paz in Bolivia, Puuo, Cujes teni
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 hom-, between
Montevideo and Jujuy, and this latter point and Sucre
respective by, in 57 hours.
The importance of the Montevidean port, which is the
best for the ocean going steamers of any of the port* «f
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 Eepublic,
Chili, Paraguay and Brasil.
Montevideo will be a centre from which rapid means of
communication will be established in all directions to the
interior of the South American continent.
554 —
CENTRAL AND MIPLAND URUGUAY RAILWAYS.
{Line from Montevideo to Paysandu).
Extension that the route will have crossing the Argentine
Eepublio and Bolivia via Jujuy, Potosi and Sucre to
FORM A junction "WITH THE InTES CONTINENTAL LiNE.
COUNTRIES,
LOCALITIES.
KlLOMETEIC EXTENSION.
w -
Op&n^
to traffic.
III con-
struction.
Surveyed Projected
Uruguay ....
Do.
Argentine Eepublio .
Do.
Do.
Do.
Do.
Bolivia
Montevideo to Elo
Negro
Elo Negro to Pay-
sandii
Crossing Eiver Uru-
guay
From coast opposite
Paysandil to Oon-
cepci6n ....
Conoepoidn to ParanA
Port ParanA to Santa
F4 including cros-
sing Eiver Parang.
Santa Fe to Jujuy via
Cdrdolia and Tucu-
m4n
Jujuy to Bolivian
frontier ....
Argentine frontier to
Sucre via PotosI .
273.000
213.000
286.500
1234.300
36.000
3.000
24.000
280.000
420.000
1.44
U
1.44
1.00
u
u
2020.800
36.000
727.000
The total distance between Montevideo and the Capital
of Bolivia via Paysandu, Concepcion del Uruguaj', Parana,
Santa Fe, Cordoba, and Tuc-amaa, is 2770 kilometers, of
which 1542k. SOOm. are opened to traffic in the Argentine
Eepublio, and 434 kilom. in Uruguay.
The only link wanting to connect the networks of the
Uruguayan and Argentine Eailways 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 by this route.
— 555 —
Oace it has been arranged to cross the Rivers Uruguay
and Parana, a matter offering no difficulties, the line from
Montevideo to Ju.juy, via Paysandu, in a completed state
ready for through traffic, will be 2062 kilometers long,
and -with an average speed of 50 kilometers (31 miles) per
hour express traias should make the trip in 41 hours; —
at an average speed between Sucre an Jujuy of 40 kilometers
(25 miles) per hour, the journey from Montevideo to the
Bolivian Capital should take 50 hours.
Central, Midland, and Noeth-West Uruguay Railways.
• (Montevideo to Santa Rosa).
Extension that the route will have crossing the Argentine
Eepublio and Bolivia via Jujuy, Potosi and Sucre to
form a junction with the Inter-Ccntinentai Line.
localities.
kilometeic extension.
^£
countries.
Open
to traffic.
7m con-
struction.
Surveyed
Projected
1-
Uruguay ....
Montevideo to Elo Ne-
gro
273.000
l.U
Do.
Elo Negro to Payaan-
Ml and Salto. . .
317.036
«
Do.
Salto to Santa Eosa.
Santa Eosa to Caaeroe
crossing Eiver Uru-
guay
178.800
3.000
Arg ntine Republic.
Caaeros to Mercedes.
140.300
"
Do.
Mercedes to Saladas .
130.100
"
Do.
Saladas to Baj ada
(Corrienteel . . .
100.400
Do.
Bajada to Eesistencia
crossing Eiver Pa-
rand
10.000
t.
Do. (Cliaoo) . . .
Eesistencia to junction
with Jujuy line
above Metan. . .
From junction to Ju-
juy
161 .'iOO
634.000
1.00
Do.
Jujuy to tile Bolivian
frontier ....
280. COO
"
Bolivia
Argentine frontier to
Potosi and Sucre .
420.000
«
1171.436
136.100
634.000
713^000
— 556 —
The distance from Montevideo to Sucre, crossing the
River Uruguay in front of Santa Rosa, is 2655 kilometers
53f'i m., of which there are open 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 tiie Jujuy
line below Metan, crossing the Ohaco ( Prairie ) running
thitough afiost fertile camps without offering any difficulties
of construction.
By the same route through Santa Rosa it is possible to
communicate from Montevideo to Asuncion ( Paraguay )>
forming a junction in Caseros with to East Argentine
Railway extension running to Posadas, but this journey
would be 215 kilometers longer than the Montevideo,
Rivera, San Borja, Posadas and Asuncion. This latter by
its directness establishes the Central Uruguay Railway's
prerogative as the highway to Asuncion (Paraguay) as will
be seen from the following tables.
— 557 —
Throiig-h coiuinnuication between tlie River Plate
and I*arag:ua}-.
By Central Uruguay Eailivay .
Extension of the THEOuan eoute to Asuncion, Paraguay,
TO form a JDNOTION "WITH THE InTEE-CoNTINENTAL LINE*
LOCALITIES.
KILOMETRIC EXTENSION.
Open,
to tragic.
In con-
struction .
Sui-veyed Projected
IS
iTrugiiay . . . .
Brasil Province of
Rio Grande . .
Argentine Republic .
Paraguay. . . .
Montevideo to Rivera.
Rivera to San Borja.
»an BorJa to Santo
TomS crossing tlie
River Uruguay . .
Sto. Tom(5 to Posadas
Posadas to Enoarna-
oi<5n crossing River
ParanA
Enoarnaoi6n to Pirap6
Pirapd to Asunci6u.
567.000
232.000
135.000
135.000
260.000
10.000
5.000
l.ii
819.000
290.000
27S.0O0
The total distaace by railway that by this route will
lay between Montevideo and the Capital of the Paraguayan
Eepublio is 1384 kilometers, of which 819 kilometers are
already constructed, 290 kilometers in course of construction,
and 275 projected; in which latter proportion are included
the crossing of the Rivers Uruguay and Parana, that wiU
' be effected by steam train-ferries on ihe North American
plan.
Further to the North of Asuncion the line will be
continued across the Chaco ( prairie ) until it enters the
Bolivian territory to form a junction in Sucre, or some
other convenient point on the elevated lands of that Eepublic,
with the Inter- Continental line surveyed recently by the
North American Commissions of Engineers.
The oompletion of this system is of international importance.
— 558 —
In the territory of the Province of Eio Grande del Sud
it will form a junction in Alegreto with the railway running
from Uruguayana to Port Alegre, Bage, Pelotas and Eio
Grande; and it will also advantageously serve the western
part of that Province. On the other side of the River
Uruguay, by utilizing in the provinces of Corrientes and
'Misiones 155 kilometers of the Monte Caseros and Posadas
Eailway, with the exemption of crossing the Eiver Parana,
the direct communication is already established with Asuncion
fey the line running from Encarnacion to that town already
open to traffic for nearly the whole length.
Inasmuch as theguageof the lines constructed in Uruguay,
A:^entina, and Paraguay is uniform, in order to render
possible direct communication between Montevideo and
Asuncion, without difficulties or delays, the railway to be
constructed between Eivera and Posadas in the province of
Eio Grande should also be made of the same guage which
will assuredly be the one that will be finally adopted for all
the lines of international character and general importance.
Once the construction of the 550 kilometers of line still
wanting in the Brazilian, Argentine and Paraguayan territories
is completed, together with the arrangements for convenient
steam train-ferries on the Elvers Uruguay and Parana,
considering the technical conditions of the Central Uruguay
Eailway and of those it will be possible bo obtain in the
railways of the other countries, express trains of the North
American type of rolling stock should be able to maintain
without difficulty a speed of 60 kilometers (37 1/2 miles)
per hour, and in such event the journey from Montevideo
to Asuncion conld be performed in less than 24 hours.
At the present time by means of the best Platense
Navigation Coy's boats, the "Eolo" or "Cosmos", this
same journey takes five days.
— 559 —
The local direct traffic from Montevideo alone would
thus gain four days on the actual mode of communication,
and the passenger from Europe instead of requiring from
35 to 40 days for the journey to Asuncion would by the
land rente only occupy 24 or 25 days.
The Argentine Eepublic is not in a position to serve
the commerce of Paraguay by its railway system with
any advantage over that which would be obtained by the
Central Uruguay Eailway route when the extensions may
be made as far as Asuncion.
The advantages claimed by the Port of Montevideo over
the Argentine ports in facilities for serving the Para-
guayan commercial traffic are supported, principally, by
the communication with fewer difficulties than are found
in either the Ports of Buenos Aires or Concordia. To
prove this assumption we will examine the various means
of communication at the disposal of both ports in claiming
preference for the attraction of the commercial movement
of Paraguay.
In doing this we will not trouble to consider the
facilities for navigation by the Eivers Plate, Parana and Pa-
raguay, as this means of transport will always bo availed
of for goods or products of small value and large volume,
and such movement will equally favour both the Argen-
tine and Uruguaj^an ports.
"We will only dwell upon the quick railway service
proposed to foster, and cultivate in a closer degree, the
relations between the Paraguayan Eepublic and the ports
of the Eiver Plate.
The following statements will show us the actuaj
position of the railway lines forming the links between
the port of Buenos Aires or Concordia and Asuncion
•also the time estimated for the through journey once the
:same are concluded.
— 560 —
BUENOS AIEES TO ASUNCIOK, PAEAOUAY.
By the railways on the left hand coast of the River Parana.
COUNTRIES
LOCALITIES.
KILOMETRIC EXTENSION.
TBATEUSED.
Open
to traffic.
In can-
atrucHon.
Survei/ed
Projected
Argentine Republic .
Paraguay. . . .
Buenos Aires to Eo-
sario
Eosarlo to Irigoyen.
Irigoyen to Santa 1<Y.
S.- F6 to Reconquista.
Reoonquista to For-
mosa
Formosa to Asnnoidn
crossing the Eiver
Parang in. front of
Formosa ....
303.800
100.900
76.800
317.800
453.000
UO.OOO
1676
I.OO
799.300
455.000
UO.OOO
The total distance from Buenos Aires to Asuncion is
1.394 kilometers 300 meters, of which 799 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 Reconquista; the extension proposed from Reconquista
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
i;o convey to their destination as rapidly as possible.
It will not make much difference to the passenger traf&ci
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 made in this great artery as
ro jected.
— 561 —
Under such conditions the journey of 1.394 kilometers
between Buenos Aires and Asuncion could be made in 28
hours.
Let us now see how long it would occupy going over
the Uruguayan railways.
BUENOS AIRES TO ASUN0I6n ( PARAGUAY. )
By the railtvays on the right hand coast of the Eiver Uruguay.
( Via Port ConcepoWn del U. )
COUNTRIES
LOCALITIES.
KILOMETEIC DISTANCE.
^S
TllAVKKSED.
Open
to ti-ajfic.
In con-
struction.
Surveyed Projected
^1
Argentine Republic .
Port of Conoepcifin
del Uruguay to
Concordia. . . .
Concordia to Monte
Caeeros ....
Caseros to Paso de
loa Libres. . . .
Paso de los Libres to
Santo Tom(5 . . .
Sonto TomS to Po-
sadas
Posadas to Encarna-
ci6n crossing Eivu-
Paran4
Encarnacion to Pirapo
160.000
100.000
255.000
260.000
180.000
155.000
135.000
210.000
5.000
i.«
Pirap6 to Asuncion.
River passage from
Concepcion del Uru-
guay to Buenos
Aires
„
175.000
470.0CO
210.000
5.000
Of the 1460 kilometers which separate Buenos Aires
from Asuncion by this route taking advantage of the
Eiver steamers to Concepcion del 'Uruguay, and then
travelling by the railways, 515 kilometers are already
opened to traffic, the remaining 685 kilometers being
either in course of construction or surveyed,
Calculating the rate of the express train service as 50
kilometers per hour, it would be possible to make the
fourney of 1.200 kilometers from Concepcion del U. to
— 562 —
Asuncioa ia 24 hoiirs, and as the time generally occupied
between the former place and Buenos Aires is 16 hours
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
Argentine Railways through Concordia and Posadas and
over the Paraguayan Railway 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 journey as follows.
BUENOS AIBES TO ASUNCION (pABAGUAy).
By the railways on the right hand coast of ihe Miva'
Uruguay.
Via Concordia port.
COUNTRIES
LOCALITIES.
KILOMETRIC DISTANCE.
is
TEATEKSED.
Open
to traffic.
In eoii-
Bti'UCtion.
Swvdi/ed Projected
Argentine Eepublio .
Paraguay. . . .
Concordia to Monte
Caseros . . . .
Caserosto Sto. Tomi.
Sto. Tomfito Posadas
Posadas to Enoarna-
cidn crossing the
River Parana, . .
Encarnaoibn to Pi-
rap6
Pirap6 to Asnncidn
River boat from Bne-
nos Aires to Con-
cordia
160.000
100.000
235.000
400.000
180.000
135.000
135.000
5.000
1.54
U
U
ii
915.000
470.000
5.000
The total distance by this route from Buenos Aires to
Asuncion is 1.390 kilometers, including the river boat
journey, and of the railway system between Concordia and
Asuncion there still remain 475 kilometers to be laid.
— 563 —
Allowing of the river joui-nej'- being acoomplislied in 24
hours without any delay in the transhipiment to the trains)
which on the express service should run at 50 kilometers
per hour, the total journey from the Argentine to the
Pai-aguayan capital should not exceed 44 hours.
BUENOS AIEES TO ASUNCION.
Via Concordia, Caseros and Corrientes.
■COUNTEIES
LOCALITIES.
KILOMETEIC DISTANCE.
ttS
TRAVEKSED,
Open
to traffic.
In con-
ati-uation.
Surveyed
.J"
Water.
Argentine Eeputolio .
Buenos Aires to Con-
cordia by boat . .
Concordia to Caseros
Caseros to Mercedes.
Mercedes to Saladas.
Saladas to Corrientes.
Corrientes to Asun-
cion by boat. . .
160.000
liO.OOO
100.400
113.000
400.000
360.000
1.44
400.400
115.000
"GO. 000
Assuming the express trains between Concordia and
Corrientes to run at an average speed of 60 kilometers per
hour, the 515 kilometers would be covered in 10 Ya 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 both ports to only occupy 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 Eepublic can offer by
means of the Central Uruguay Eailway:
— 564
E O U T E
DISTANCE
BETWEEN
TliRUi:!!.
AVEIli&S
K X P II E S S
Sl'EED.
Montevideo to Asuncion via Rivera, San Borja,
Posadas, Viiia Eioa and Asunoidn . . . ,.
Buenos Aires to Asuncidti :
(a.) Via Eosario (Santa F&), Eeconquista, For-
mosa and Asunci6n
(b.) Via Coiicepciin del Uruguav, Concordia.
Caseros, Santo Tom6, Posadas, Viiia Rica and
Asniicidn
(c.) Via Concordia, etc
(d.) Via Concordia, Caseros and Corrientes,
etc., etc
DURATION
01'
JOURNEY.
Kilometers.
Kilometers.
1387
50
1394
43
1460
1390
50
1276
"
Hours.
28
40
44
By this statement we see at a glance the distance and
time occupied by the various routes of communication between
the Eiver Plate ports and Asuncion, and we would point
out that the route through Uruguay and Eio Grande starting
from Montevideo offers much greater advantages over the
Aj-gentine lines for the following reasons :
(1) The means of communication with Montevideo afford
a direct service without change of 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
and 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 which 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 any 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 oaly route which by establishing a uniform
— 565 —
gauge would enable the Argentine to compete with, the
line from Montevideo would be the line via Santa Fe and
Keconquista.
"We should also remark that the route from Montevideo
to Asuncion is shorter and more advanced than the one
from Buenos Aires as whereas the latter has only 799
kilometers opened to traffic the former has 822.
CoimnHiiieation liettvccu Montevideo and
Rio Grande del Kiid.
Extension that the route will have m the Province of
Elo Grande to form a direct line between Montevideo
AND Port Ai^egre.
Via North Eastern Uruguay Eaihcay.
COXJNTEIES
LOCALITIES.
KILOMETRIC DISTANCE.
^^
TKAVERSKD .
Open
to traffic.
lu con-
atniction.
Svneyed Projected
;5 '
Unigiiay ....
Eio Grande del Sud
Montevideo to Nico
PSrez
Nico P6rez to Melo
Melo to Artigas . .
Artigas to Yaguarbn.
Yaguaron to Piratini.
Piratiiii to Pelotas .
Pelotas to San Lo-
renzo, colonies and
Camaquam . . .
Camaquam to San Ge-
r(5nimo
San Gerdnirao to Port
Alegre by boat on
the River Jacuhy .
229.488
80.000
44.000
50.000
97.500
189.000
200.000
105.000
1.000
80.000
1.44
1.00
403.488
97.300
189.000
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 than 27
hours.
— 566 —
Extension that the boute would have ceossing the province
OF Eio Grande del Stjd to communicate with Pelotas,
Eio Grande and Poke Alegee by means or boat vIa
Lakes Merin and de los Patos.
Via Uruguayan Great Eastern Bailway.
countries
LOCALITIES.
KILOMETEIC DISTANCE.
TKAVEESED.
Open
to traffic.
In con-
structiim.
Surveyed
Navigated
Urnguay ....
Eio Grande del Sud
Montevideo to Solfe
Cllico
Soils Cllico to Maldo-
nado
Maldonado to Port
CebollatI on Lake
Merin. . ,. . .
Port CelsoUati to Pe-
lotas
Do. do. to Eio Grande
Do. do. to Port Alegre
70.000
83.463
308.000
220.000
265.000
495.000
1.44
70.000
83.iOS
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 witli express trains travelling
40 kilometers per hour, and steamers sailing 10 miles per
hour, these journeys could be made in 25 or 26 hours to
Pelotas; 29 or 30 hours to fiio Grande; and 42 to 45
hours to Port Alegre, the service of course being organized
to avoid delays m calling at intermediate ports.
Generally, and especially 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 traffic on the railway
still it is only a question of minutes to shimt the wagons off
or on, and thus with a shorter distance to travel by
— 567 —
the mixed route from Montevideo to Port Alegre than
by the railway, the latter journey "will always occupy less
time on accotint of the more rapid means of communication.
The communication between the port of Montevideo
and the Eastern region of Eio Grande as far as Port
Alegre may thus be made by two land routes as indicated
over the North Eastern and Great Eastern of Uruguaj''
Railways.
"W"e have dwelt upon the distances and length of journey
that the Uruguayan railways which run in the direction,
of the River Uruguay, separating 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 vith Montevideo as also the development it
would experience outside the boundaries of the Uruguyan
Republic.
INTEEIOR OF USUGUAY BAIIWAY.
By the law published on the Q*-^ of Saptember 1889 the
construction of this line was authorized, the Nation
guaranteeing 6 "/o interest on a cost of L 5.000 per kilometer^
The concessionaires have already submitted to the Government
the final surveys of the whole line which is 617 ^-^ 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 inter-communication between
these ' important lines which otherwise have no connecting
— 568 —
point except their starting place -Montevideo: it will serve
ricli 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 Luis is 5828"!
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 later-
continental Railway. At kilometer 211 it will join the
Central Uruguay Eailway which, also starting from
Montevideo, runs to Rivera, to be prolonged as far as
Asuncion (Paraguay) through Brazilian and Argentine
territory, this junction will afford the Interior of Uruguay
Railway communication with Paysandii, Salto, Santa Rosa
and San Eugenio. From kilometer 338 a branch 36.731
kilometers iu 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 where 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 liue forms port of the Inter- Oceanic Railway
from Recife to Valparaiso, we will speak of its development
outside the frontiers of the Republic when considering the
— 569 —
importance of the 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
Brazilian 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
alUow vessels drawing 20 to 23 feet to perform the operations
of loading and discharging, Vv'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 America.
The ports of Montevideo and Maldonado, x/iih the aid
of the net-work of South Ameiican railways, are destined
to form part of the system of rapid communication betweeri
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 viceversa, can be carried through the port of Colonia,
— 670 —
in its turn, and- as the later-Oceanic line will shorten the
time necessary for communication between New Zealand
and Australia and the European continent via Lisbon, the,
port of Colonia "will, 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 European
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 Recife, by steamer
from Eecife to Dakar and by railway from Dakar to
Gibraltar, vthere entrance is obtained to the European
network of railways hj which any desired point can be
leached.
This, roughly, 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 Panamd Canal is opened,
the Plate will lose much of its importance as a means of
communication with Australia and the Pacific, but if it be
remembered that the distance between Australia and Europe,
whether by Panama or by Valparaiso and Recife, it will
be agreed that for rapid communicaciones, 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 hoiirs, the express passenger
train, at the rate of 50 kilometers an hour, taking six hours,
and the passage from Colonia to Buenos Aires, two effect-
ing a saving of 16 hours in the time occupied by the
— 571 —
Transatlaatic steamers, supposing that from Maldonado to
Montevideo they take 4 hours, are 12 hours ia the latter
port loading and unloading and take 8 more crossing to Buenos
Aires: the passengers and correspondence for the Pacific
Bolivia or Perii vsrould 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 aad Peru, the economy in
the time for communication between the ports of Montevi-
deo or Maldonado and Entre Eios, Santa Fe, Cordoba
Tucuman, Jujuy, Bolivia, Peru, etc. would be at leost 24
hours, which, considering the demandsof rapid transit, would
be very appreciable.
General conclusions.
CHAPTER XII.
GEERAL GONCLUSIOES.
We ave 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 Sonth American
countries and the route followed by each line, and have also
shown how they could be united so as to establish inter-
commi\nication 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 LENaTH OP THE BAIL WAYS.
LENGTH OPEN TO
STATES.
DATE.
TRAEEIC.
United States of
North
America.
, ^
1st of January
1892
km.
275.270
Dominion of Canada
(( u
u
u
22.553
Argentine Republic .
u u
1893
u
12.994
Mexico.
September 1892
u
10.660
Brazil .
1st of January
1892
u
10.281
Chili . .
in 1891
a
2.824
Uruguay .
1st of January
1893
Ll
1.602
Peru .
u u
u
u
1.532
Bolivia.
u u
u
u.
923
Venezuela .
a u
1892
Li
480
Colombia .
u u
u
u
320
Costa Eica
a a
u
a
259
Paraguay .
U Li
1893
Li
262
Nicaragua .
u u
1892
u
145
Honduras .
u u
u
Li
111
Ecuador .
a u
u
Li
92
Salvador .
u a
u
Li
90
Total ....
km.
340.388
— 576 —
The American Contiaent possesses as many railways as
those of the world put 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 incontinental and the interoceanic, which
are treated upon in Chapters VIII and IX.
"We are fally aware that in order to facilitate the realization
of this idea and procure that these two international
arteries fully carry out the purpose for which they are
intended, it will bo necessary to establish a technical unity
for their material and rolling stock, a question of the
most vital importance, which should be discussed and
resolved at an International American Conference.
Fox 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 should; 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 traffic.
For this reason, the realization of the two great projects,
the international and interoceanic lines which are intended
to provide inter-communication for the railway systems of
the various Spates composing the Continent, cannot perhaps
be carried ont, without previously inviting these States t-o
an International Eailway Conference, which could be held
at "Washiagfcon or ia one 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 compensation, freedom of terrestrial passage etc,
could be arrived at, many of which points were sketched
ont at the Pan-American Coigress of "Washington,
— 577 —
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 preseat moment there is before the Public
Powers of Bohvia a railway project, the object of which
is to unite the city of Potosi and Laquiaca, (on the Bolivian
Argentine frontier) the terminal point of the Argentine
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 re.al
advance can be made in the practical solution of the
question, without the concurrence of the parties interested,
unless the American States define and establish the condi-
tions which will allow of free transit over all the firot-
class railways of the Continent.
Having concluded this digression, we \n\l now continue
our synthetical observations outlie South American Eailway,
sho"wing their relative length per 1000 square kilometers.
LENGTH PER 1,000 SQUARE KILOMETERS.
United States of North America . . 29 kms. 137 mts.
UEUaUAY 8 " 964 "
Mexico 5 " 190 "
Costa-Eica 4 " 981 "
578
Salvador. .
4 kms. 812 nits
Argentina
4 « 483 «
Chili. .
. 3 « 676 «
Canada .
. 2 " 743 «
Peru . .
1 " 435 "
Brazil
. 1 « 233 «
Nicaragua
Paraguay-
Honduras
1 " 082 "
0 " 997 "
. 0 " 914 "
Bolivia .
0 " 756 "
Yenezuela
0 " 312 "
Colombia .
0 " 240 "
Ecuador
0 « 139 «
The railway communication per 1000 square kilometers
possessed by the Uruguayan Eepublic 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, which shows that the relative
railway development of our country is greater than that
of all the other American States, excepting the United
States of North America.
We will now give the length of the railways in comparison
with the population :
— 579 -
LENGTH PEE, 1.000 INHABITANTS.
Canada 4 kms. 510 mts.
United States of North America. . . 4 " 066 "
Argentina 2 '■ 961 "
Uruguay 2 " 063 "
Costa Eica 1 « 169 "
Chili 0 " 855 "
Mexico 0 " 828 "
Brazil 0 " 693 "
Paraguay 0 '• 693 "
Bolivia - . . . 0 " 461 "
Peru 0 " 418 "
Nicaragua 0 '• 365 "
Honduras 0 " 247 "
Venezuela 0 " 203 "^
Salvador 0 " 128 "
Colombia 0 " 085 "
Ecuador 0 « 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, Peril, and Nicaragua; five
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 —
b£ tiie oommeroe of each of the States
length of constructed railways :
possessig a greater
STATES.
Yeare.
open
Jmporta
Value of impoyts and
exports per kilometer
to traffic.
and exports.
of railway.
Chili
1891
2.824
$ 116.628.186
% 41.298
URUGUAY . . .
" (1)
1.602
56.092.856
35.014
Brazil
1890
9.800
262.76G.160
26.813
Argentine Republic .
1891
12.134
182.794.313
15.060
Peru
U
1.B32
22.050.898
14 390
Mexico
u
10.150
119.467.719
11.770
United States ofNorth
America ....
u
275.270
1.717.186.000
6.238
Canada
kl
22 553
44.919.000
1.940
This statement shows that the import and export trade
of Uruguay, per kilometer of railway, compared with that
of the countries possessiqg 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 occupies 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
countries of the American continent:
(1) The value of the imports and exports is llie average for the
five j'ears' from 1887 to 1891.
- 581 —
Population
Comerce
STATES.
1891.
Imports.
E.xports.
per
inliabilant.
URUGUAY. . . .
750.658
$29,453,572
$26,649,805
*74.87
Cosia Rica
262.400
8.351.029
9.664.607
68.66
Argentins 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. BOO. 000
844.91G.000
872.270.000
26.02
Nicaragua .
298.908
2.780.000
3.500.000
21.00
Brazil . . .
14.568.120
119.745.160
143.021.000
18.50
Ecuador , .
1.332.000
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
Peru. . . .
3.980.000
14 172.712
12.354.536
6 66
Bolivia. . .
2. <l 42. 841
3.569.280
7.660.240
4.59
Taking the commercial power of Uruguay according i;o
the foregoiag 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.
UEUGUAY . . .
Gosta Rica
Argentine Eepublic .
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 ■ "
3.672.066 "
3.032.615 "
3.703.193 "
3.54f;.358 "
3.766.827 "
4.376.239 "
5.582.426 «
6.783.964 «
8.423.980 "
12.222.959 «
This superiority on the port of Uruguay over the other
— 582 —
American countries with respect to its commerce, is explained
by the 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 Indians
" and halfbreeds predominate, and in Brajiil and Venezuela
" Indians and negroes, and their mixtures v/ith the whites
" and between themselves, for which reason it should 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
" in saying that this Eepublic could easily support a debt
" which would be oppressive to Peru.
"Chili and the Argentine Republic 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 by the
J?outh American Railways.'
- 583 --^
CAPITAL REPRESENTED BY SOUTH AMERICAN RAILWAYS.
STATES.
Years
Kitonieterff open
to traffic.
Pnnrii-
Avcrafie
pal
price per
gavge.
kilometer.
Ira676
30.629
Ira
29.726
lm60
46.010
lm44
30.599
lra44
30.000
lm75
lm44
100.000
Coat in dollars.
Argentine Republic,
United S. of Brazil ,
Chili
URUGUAY . . .
Paraguay . . . .
Bolivia . . . ,
Peru
1892
1891
1891
1892
1892
1892
1892
12.993 k. 500
10.280 " 420
2.823 " 600
1.601 " 840
252 " 000
923 " 000
1 531 " 425
397.684.593
305.596.190
129.915.009 (1)
49.013.908
7.560.000(2)
153.142.500(3)
According to this statement, Peru is the country 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 in most of the lines which run
across the Andes, in order to join the interior of the
country with the Pacific ports.
Then follows Chili 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 Argentine 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 should have expended
on its system a relatively less cost than that employed by
(1) The cost of the 1106 kilometers of railway balonging to the Nation
in the year 1890 was % 56.453.511 Chilian gold, and taking the average
of this as a base for calculating the cost of the 1652 kilometers of
private lines, we find that the cost of the Chilian railways, including
the 56.600 kilometers constructed and handed over in 1591, will be
more or less 1 129.916.009.
(2) The price of S 300C0 gold per kilometer l.^! that fixed in the
contract of concession of ihe lise to Villa Encarnacion.
(3) Mr. Bresson, the engineer, his wotk "Bolivia" published in 1S8G
estimates that the average cost of the Peruvian Railways is 500.000
francs per kilometer.
584
Argeatine and Uruguay, as its railway system runs across
mountainous districts; but this 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
Republic the broad gauge is prevalent, and in Uruguay the
1 meter 44 gauge is the only one nsed; — but, of all the
South-American countries, 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 Republics.
"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 the
distribution of the guarantee between the liiver Plate Re-
publics and Brazil for each $ 10.000 of exports; —
COUNTRIES.
Opened to
ffucfi'anteed
hvgtlt .
Capital
guaranteed.
Interest
Amount of the
guarantee ser-
vice pai/meats-
Population.
.Brazil
.Argentine Eep.
Uruguay.
3649 kin.
3696 "
1175 "
$
L92.013.826
80.617 Oil
27.505.989
6&7
5, 6&7
3 1/2
$
12.480.898
4.806 105
962.709
873
488
381
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 supremacy? "We do
not hesitate to reply that, in addition to the natural riches
and productive povt-er of that great nation, the secret of its
enviable railway progress is found in the economie technical
— 685 —
form adopted by the Americans for the construction, of
their railways.
The Americans have adapted the railroads 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 kaown, 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
alio w only very easy gradients and curves with large radii ,
in 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 meters ; under these
conditions the first and principal lines of the French general
railway system were constructed without any considei ation
ef expense with the view of obtaining an economical working
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. witli an already densely populated district, and witli
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 bronght
from abroad, attracted hj high guarantees authorized by
the States and by the innunerable concessions granted to
the companies; in short, the European lines were built to
supply a trafi&c 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 between all the great
capitals.
- 587 —
The toclinical programme they adopted for the longitu-
dinal section of their lines of primary importance was the
following: in slightly rugged districts, gradients of 10 and
15 o/oo, 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 & Poityen. —
"Leg Chemins de Fer en Amerique").
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 mountain 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, the 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 practieable, it was
necessary to give the rolling stock a flexibility of motion
to render possible 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
- 688 —
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 vs^ant 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 siaeoial circumstances of the case, ia the same manner
that the North American engiaeers 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 large
schemes only alarm those small minds who see insuperable
difficulties wherever they may turn!
iisrDHix:.
INDEX.
Note to the Minister of Foment accompanying the Esport on
the Railways of South Amei-ica 5
Decree approving of the Report and ordering its publication . 10
CHAPTER 1.
The Rail«vayai ol* the Uepuhlic of Irugiiay.
General remarks 13
Railways open to traffic, in construction, surveyed or proposed. 19
Amount of capital invested in the railways on January 1st 1893. 20
Railways open to traffic with a St&te 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
Infrastructura 26
Superstrnctura 82
General dispositions of the Law of August 27th. 1884 .... 83
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
Diii'erence between the conditions imposed by the Railway Law
of August 27th 1884 and of November 30th 1883 72
Arrangement made in London on August 26th 1891 respecting the
railway guai'antees 73
Technical conditions of the lines 78
— 592 -
Relative co-efficients of the technical conditions of the lines of
greatest international importance 83
Transverse sections of the railroads 87
Buildings, and constructions 89
Kilometric locality of each construction on the various roads, and
the heights above saa level 92
The Workshops of the Central, Midland, North Western and
Northern of Uruguay Railways 106
Rolling stock do. do. do. do 109
Locomotives do. do. do. do 114
Annual traffic returns of the Central Uruguay Railway and
branches from 1874 to 1892 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 124
Do. North Western do 125
Do. Northern do 126
Government control of the guaranteed lines 127
CHAPTER II.
The Railfvays of the AB'g^eittiue Rcpuhllc.
• 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 having adopted uniform legislation
for granting concessions; the dispositions of the Law of .Tune
30th 1855, concessions for limited time without interest of
no effect; dispositions of the Laws of September 5th 1862, and
May 23rd 1863; perpetual concessions with guarantee for forty
j'sars, construction of the Central Argentine Railway; main-
taining perpetuity of concesfiou with restriction of other
— 593 —
I'AOK.
favours; perpetual oouoessions without guarantee or any
premium; temporary concessions without guarantee . . . 146
Preparation of Projects: Programme to be observed in the pre-
jtaration of projects of public works, documents, scales of
plans and regulations 154
National Railway Lkw. — Preliminary dispositions 162
Regulations relating to National Lines: Permanent way and its
maintenance — formation and running of the trains— obligations
of the Cotnpanies— concessions for National Railways. . . . 163
General regulations for all Railways: transport of passengers;—
goods traffic: services lequired of the Railways;— obligations of
the Companies 172
Government Inspection: of the lines in constructien— of lines
open to traffic— duties of the Inspectors 182
Penil clcmses:—lor attempts against the safety of the line and
traffic; for the non-compliance with the law by the Companies 108
Sundry dispositions. . . 192
The advancement of the Raihoays 194
The Buenos Aires Western Railway and branches 195
" Great Southern and branches 199
" Buenos Aires and Ensenada do 203
Central Argentine Railway and branches 205
Santa F.6 Western do. do 209
Buenos Aires and Rosario do. do 210
Buenos, Aires and Pacific do 213
National Apdine do 214
Argentine Great Western do. 215
Villa, Maria and Rnfino do 216
Villa Mercedes and La Rioja do 216
Cordoba and Santa Fe Great Seuthern do 217
Bahia Blanca North Western do 218
Transandine do 219
Cordoba Central do 219
C6rdoba and Rosario do. and branch 220
Central Cordoba do. do 221
C6rdoba Nprth Western do 223
Dean Funes and Ohilecito do 223
- 594 -
PAGE.
Chumbicha and Catamarca do 224
National Central Northern and branch 225
Argentine North Western (La Madrid to Tucumdn) ', . , . 227
Santa Fd Provincial lines 228
Saa Cristobal and Tuoumin Railway 233
Ocampo and ParanA Port do 234
Florencia and Plorenoia Port do. . 234
Central Entreriano and branches 235
Argentine North Eastern 238
Primer Entreriano 239
Bast Argentine , 239
Chubut Central 241
Kesumen 241
Railways open to trafiio; 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 Eesumen 251
The Capital invested in the railways of the Argentine Republic
in 1892 252
The capital invested ia the lines open to traffic 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
Ataounts to ba refunded to the State by various Companies on
account of guarantee service 255
Comparative Statement of the Rolling Stock 256
CHAPTER IIL
The Railways of Brazil.
General remarks '. 2C3
Principal lines in prosperous condition:
— 595
PAGE.
The Brazilian Central Railway 274
" Santos Jundiahy do 285
" Paulist do 289
" Mogyana do 290
" Kfo Claro do '. . . 295
" Leopoldina do 296
" Recife and Palmares do 299
" Maoahe— Campos do 300
" Principe del G. Pari do 301
" Minas Western do 302
Haihoays which as yet give no favorable financial results :
The Batnrite Railway 305
," Coraooim, Sobral and Ipii do 307
" Pernambuco Suuthern do 310
" Bahia Prolongation do 312
" Porto Alegre and Uruguayana do 313
« Bahia Central do 315
« Bahia— Minas do 316
« Minas and Rio do 317
" Sorocabana do 319
" Paran4 do .320
" Rio Grande and Bage do 325
Railway legislation: Concessions granted by the National Govern-
ment; concessions granted by the Provincial Governments;
various regulations of the different concessions; dispositions
of the Law of July 26th 1852. . 327
Ihe Railway System of the Republic on January 1st 1893:
National railways;— railways with State guarantee;— railways
without guarantee;— general resumen 344
CHAPTER IV.
Tlie Rail^vays of Chili.
Length of national lines in 1891 — cost of the railways as handed
over by the contractors ; — cost of the railways from 1S88 to
1890; — traffic in 1889 and 1890; — general receipts; working
596
expenses; receipts from passengers, cargo, luggage, - fiscal
passages, etc; — kilometrio 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 conotruction,
designation, length, constructing engineers in charge, extent
of earthworks executed to date, total extent of earthworks
when finished, length in traffic up to 1&91 — approximate total
cost of each lino including rolling stock and buildings —
averago kilometric cost of line opened to traffic — number,
and description of spans and length of the bridges on these
lines 361
CHAPTBS, V.
The Bail^ays of Paragnay.
Eailway from Asuncion to Villa Eica; section constructed by
Engineer Padison to Paraguay; The Government expropiale
the line and continua the constructipn to "General Caballero";
sale of the line to Central Paraguaj' Railway Company and
concession authorized to continue to Villa Encarnacion making
communications with the Provinces of Ccrrientes, Entro Hios,
and the Port ot Montcivideo; length conslruotod; length partly
constructed; Jiistory of the sale 371
Concession of September 28th 1889 in favo'.ir of Antonio Pelnez
for the construction of a line from Tormosa to Bella Vista
and Asuncion 379
Concession of September 12th 1P90 and August 31st 1891 in
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 Itailwnys of BoliTia.
Railway opened from Ascotan to Oruvo Concession to Isidoro
Avamayo, of October 15th 1890, for a line from the Uyuni
and Oruro railway to Colquechaca 391
Concession to Guillerrao Ugarte, of February 10th 1891, for a
Hue between the Oruro and Oochabamba departments . . . 391
Concession to Lisuraaco Gutierrez, of Jane 10th 1891, 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
Concession to John L. Thorndike, of October llth 1890, for the
construction of railways and tramways. 394
Concession to Carlos G-. Avalos and others to extend the Oruro
line to La Paz, of August 1st 1891 394
Concession to the Peruvian Corpoiation Limited, of June 22nd
189J, for a line from Desaguadero to the Peruvian froutier. . 395
Concessions cancelled 396
CHAPTER VII.
The Railtvajs wf Peru.
General remarks 405
Princiial lines of Penc: Callao and Oroya railway:— Mollenio,
Arequipa and Puno do:— laliaca and Cuzco do 407
Railways opened to traffic: Northern system;— Midland. — Southern
system . . • 410
Railways in constrttcfion 411
— 598 —
CHAPTER VJII.
The lutercoutincutal Bailnay.
General remarks:— Pan-American conference; report of the General
Railway 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 survey; conclusion of the explorations. . . 415
Preliminary report of the Executive Commission of the Interconti-
nental railway 426
Central America; Corps N." 1 ■ 4£7
South America " " 2 . . . . 437
." " " "3 461
List of Delegates 484
List of Committees 485
CHAPTER IX.
The Interoeeauic Railway.
General reniarks 489
Kilometrio extension of tho lines from Recife to Valparaiso,
working, in construclion, surveyed and projected 499
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 Interoceanio
line is constructed; advantages and economy in the transport
of passengers and special goods. ' . 504
CHAPTER X.
Population of the South American States and demographic and
other reasons explaining the actual tracing of the routes for
the Intercontinental and Interoceanio lines 513
- 599 -
CHAPTER XL
The ports and railways of Uruguay as necessary elements ot
rapid communication between the Argentine Republic, Chili,
PerA, Bolivia, Paraguay and Rio Grande del Sud .... 535
CHAPTER Xri.
General cosiclusioiis.
Convenience in celebrating a new International American Confe-
rence to establish technical uniformity in the tracts and
rolling stock of the lines of an international nature, junctions
and services, form of compensation, liberty of land transit etc. 575
Langth of railway possessed by each country of the Ame-
rican Continent per 1000 square kilometers; —length per 1000
inhabitants; representative value cf 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 Railways; — relation of the guarantees paid
to the Plate and Brazilian Railways to the value of the
produce exported 677
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
- 600 -
PEINCIPAL EEEATA.
1. Page 48, 1."* line of the note, for wood read woods.
2. Page 61, line 7, for the earnings of same read by their earnings
3. Page 113, line 29, for 114 read 1.140
4. Page 115, line 7, for is read are.
5. Page 152, line 27, for Colon read Tucumdn.
6. Page 416, line 8, for Northern of the United States read United
States of North America.
7. Page 423, line 8, for Cuaca read Canca.
" " " line 14, for Papaya read Popaydn.
8.. Page 468, line 23, for the furnished for is rejid furnished and
for his.
9. Page 474, line 33, for feet read feed.
10. Page 477, line 24, for thereoid read the route.
11. Page 527, line 24, for the the read tohich the.
12. Page 665, line 5, for is shorter and read besides being slwrter, is.
13. Page 570, line 24, for Recife, it read Recife, is more or less
equal, it.
14. Page 675, line 2, for General eondusiones read General conclusions.
- 601 -
PLATES
TYPES OP THE BUILDINGS AND CONSTRUCTIONS OF THE URUGUAYAN KAIT-WAYS.
( On the ISSth. and following pages. )
N." 1. Cross section of the road (average types).
N."^ 2 and 3. 2nd. and 8rd. class stations.
N.° 4. Culverts of 2 meters span.
N.»s 5, 6, and 7. Bridges of 6, 10 and 16 meters span.
N.»s 8, 9, and 10, and figures IST.os i and 2 of plate N.° 12: Biidgo
over the river Santa Lucia.
N." 11, and figures N."^ '6 and 4 of plate N," 12 : cross sections,
longitudinal section, and elevation of the tunnel on the line to Rivera.
N."s 13 and 14. Bridge over llie rivur liio Negro.
Note. — The scale on plate N." 4 is 1 in 100 instead of 1 in
200. The scale indicated as relating to figures N "* 3 and 4 of
plule N.« 12 should bo struck on.
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