B 382849
ARTES
1837
VERITAS
LIBRARY
SCIENTIA
OF THE
UNIVERSITY OF MICHIGAN
7. E-PLURIBUS UNUM
TUF BOR
SI-QUAERIS-PENINSULAM·AMOENAME
CIRCUMSPICE
I
HE
323
215
1895

EPARTMEN
BUREAU D
THE NAVY
NAVIGATION
70°
120°
Schigansk
130°
140°
150°
160°
170°
180°
170°
160°
150°
140°
130°
120°
Speed per hour with daily and weekly distances in
nautical miles
Henrietta
Reduction of Knots or Nautical Miles to Statute Miles
Nautical Miles Statute Miles Nautical Miles Statute Miles
DE LONG ISLANDS
8 knots an hour 192
miles a day or 1344 miles a week
Jeannette
9:
216
1512
100
- 115.1565
10
11.5156
10
240
1680
90
103.6408
10.3641
264
1848
80
92.1252
9.2125
12.
288...
2016
70
80.6096
?
8.06 10
13
312...
2184
60
89.0939
6.9094
44............
336
2352
50
$7,5782
5.7578
15...
360....
2520.
.........
40
48.0626
4
4.6063
New Siberia.
16
384
2688..
30
34.5470
17
408...
2856
20
23.0313
32
3.4547
2.303 1
BEAUFORT
18.
432..
3024
10
11.5156
1.15 16
19..............
456......
3192
SEA
20......
480........
3360..
21
.504..
3528...
22
3696.....
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C.Berejnila
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C.Darigin
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TRACKS FOR FULL POWERED STEAM VESSELS
WITH DISTANCES IN NAUTICAL MILES
60°
50°
40°
30
20°
10°
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1200
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12000
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C.Grey
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DENMARK STRAIT
C.Dan
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Snaefells A
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90°
C.Ludlow Rich
80°
Moore B
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J.Bassel Pt
C.Pr. Alfred
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Mercy B.
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of Parry
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of M. Chure!
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Mirto Inlet
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MELVILLE SOUND
Ommarney B
Minto H
MC Clintock Chan.
McDougall B
Lowther L
C.Eden
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Creswell.B.
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Berkeley Gr
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PORT TOWNSEND TO YOKOHAMA 4575, TO SHANGHAI 5500, TO HONGKONG 6148, TO SINGAPORE 7575, TO CALCUTTA 9210
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8113
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2160
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FASTNET TO SANDY HOOK 2729
BISHOPS RK. TO
NY TO QUEENSTOWN 2843, TO LIVERPOOL 3079
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FASTNET TO SANDY HOOK 2808
SANDY HOOK TO BISHOPS ROCK 2883,
SANDY HOOK TO FASTNET 2755
LIVERPOOL TO NEW YORK 3053
Gut of Canso
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12
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LIVERPOOL TO NY ST
N
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QUEENSTOWN
NEW YORK TO HAVRE 3245
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H NEW YORK
T
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GIBRALTAR TO NEW YORK 3204 (Jan-July
NEW YORK TO GIBRALTAR
NEW YORK - FAYAL
2098
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GIBRALTAR TO NEW YORK 3561
Bermuda
AT
BERMUDA TO PLYMOUTH 3150
NEW YORK-PERNAMBUCO
ST. THOMAS-FAYAL 2247
NEW YORK
I
NEW YORK
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3215
FUNCHAL
- LAS PALMAS 2958
BORDEAUX
3051
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NEW YORK TO PLYMOUTH 30
3187
FAYAL PLYMOUTH
3202 (July-Jan
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Fay
2768
@Terceira (2435)
Jorge
tichart (949)
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FAYAL TO BERMUDA
1880
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3030
GIBRALTAR
3304
BARBADOS-FUNCHAL
2799
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- ST. VINCENT 2919
ERMUDA-ST. VINCENT 2320
3696
ARBADOS - LIVERPOOL 3705
ST.THOMAS
BALTIMORE
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2948
HONGKONG TO HONOLULU 4917
Mellish Br
YOKOHAMA TO HONOLULU 33es
PDQ
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HONOLULU TO YOKOHAMA 3445
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HONOLULU- SITKA 2395
R
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SAN FRANCISCO TO YOKOHAMA 4791, TO HONGKONG 6381
H
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HONOLULU TO HONGKONG 4961
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3850.
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HONOLULU CHRISTMAS I. 1075
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HONOLULU 4777
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ACAPULCO APIA 4643
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STENN
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Atchafalay B
ALABAMA
Mobile
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Ervies
D
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gara Fallen
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o Pittsby
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more
INIA
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CARA
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597
G. OF MEXICO
NORLEANS-VERUZ 788
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BRIT
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2700
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ANAMA
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10
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32
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S
ON 1380
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AVAN
NEW YORK-COLON 9811
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NEW YORK
BERMUDA HAVANA 150
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NEW YORK ST. THOMAS 1428
ST.THOMAS 1290
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THOMAS 840
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1829
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1050
iriqui In
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CartograN-ST. THOMAS
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fluracao
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4747)
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PANAMA-TAHITI 4530
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18826 10
C.8Lorenzo 1420
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3873
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5739
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1560
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4868
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18730
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2550
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3309
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2602
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KING GEORGE SOUND HOBART 1500
HOBART TO DIEGO GARCIA 4480. TO ADEN 6000
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(2840)
Sydney Jackson UCKLAND - SYDNEY 1284
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aunceston
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6089
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WELLINGTON SYDNEY 1280
1537
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+ Banks Str.
TASMANIAAUCKLAND
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AUCKLAND - NOUMEA 1047
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Hokianga R
Kaipara H
Manukau H
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Chatham I
30°
40°
50°
60
I
GAPE
WELLINGTON
High solid barrier
180 fhigh
Porpoise B.
Land covered
Barrie
Worth's HighLan
6769
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DRoyal Company Is
YOKOHAMA
KOBE
AKAMAGASEKI
NAGASAKI
HAKODADI
SANTA BARBARA
SAN FRANCISCO
0
MONTEREY
90 295
0
0
330
536 237
0
Auckland
ACAPULCO
SALINAS CRUZ
SAN DIEGO
SAN BLAS
GUAYMAS
SAN JOSE
Bounty I:
Antipodes 1:
PUNTA ARENAS
CORINTO
ESMERALDAS
PANAMA
CUAYAQUIL
PAYTA
PACASMAYO
CALLAO
PISCO
ISLAY
ARICA
IQUIQUE
ANTOFAGASTA
COPIAPO
COQUIMBO
VALPARAISO
TALCAHUANO
LOTA
VALDIVIA
PUNTA ARENAS
(SANDY PT)
4451 45
451 1430 1510 1836 2189 2446 2671 2916 3277 3395 3608 3552 3709 4012 41 15 4451 4579 4645 4770 4885 5036 5140 5272 5287 5410 6199 SAN FRANCISCO
220 376 1355 1435 1805 2124 2371 2596 2841 3227 (3320 3528 13477 3634 3937 4040 4376 4504 4570 4695 4802 4964 5065 5197 5212 5335 6124) MONTEREY
164 1166 1248 16161935 2182 2407] 26523038 3131 3339 3288 3445 3748 3851 4187 4315 43814506 4620 4745 4870 5002 5017 5142 5945 SANTA BARBARA
843 923 1493 1812 2059 2284 2529 2965 3008 3216 3165 3322 3635 3728 4064 4196 4258 4368 4501 4626 4747 4879 4894 5019 5822 SAN DIEGO
500 520 780 1074 1310 1534 1948 2033 2254 2210 2374 2680 2784 3126 3254 3321 3444 3582 3713 3724 3993 4008 4139 4976 SAN BLAS
954 1251 1508 1774 1968 2382 2467 2668 2644 2808 3114 3218 3560 3688 3755 3878 4016 4147 4285 4427 4442 4573 5410 GUAYMAS
300 563 799 1023 1437 15321762 1720 1889 2189 2303 2647 2775 2842 2973 31 13 3253 3398 3554 3569 3708 4580 ACAPULCO
529 765 180 1302 1598 1535 1615 1989 2109 2317 2493 2688 279412936 3086 3254 3412 3424 3566 4510 SALINAS CRUZ
0
0
0
0
0
291
0
238 474 888 1026 1298 1281 1453 1759 1871 2193 2354 2421 2550 2704 2864 3224 3203 3218 3378 4295 SAN JOSE
284 898 8301301 126 1302 1608 1720 2042 2203 2270 (2399 2553 271312879 3069 3084 3255 4186 CORINTO
490 640 947 948 1125 1431 1543 1866 2026 2093 2222 2376 2538 2702 2894 2909 3071 4019 PUNTA ARENAS
475 842 849 1031 1337 1449 1771 1932 1999 2128 2282 2444 2608 2801 2816 2979 3932 PANAMA
409 416 800 906 1018 1340 1501 15681697 1851 2013 2177 2370 2385 2548 3501 ESMERALDAS
o
0
0
WEST COASTS OF NORTH AND
COASTS OF
696 389 152
546 841 686 814
PETROPAVLOVSKI 1550 1847 1708 1812 1074
VLADIVOSTOK
SHANGHAI
TIENTSIN
TAMBUI
FUCHAU
AMOY
SWATAU
HONGKONG
CANTON
MANILA
SINGAPORE
BATAVIA
COLOMBO
Numerous
Ice Islands
Disapportment
Peacock's
0
0
957 795 558 662
431 1350
1050 769
532
4261188 2174 1024
0
1367 1088
798
8311487 2473 1313) 729)
0
1185 949 758 645 1414 2400 1250 437 1055
226 415 721 83311551316 1383 15121666 1828 1992 2185 2200 2363 3316 GUAYAQUIL
0
0
200 508 618 94011011168 1297 1451 1613 1777 1970 1985 2148 3101 PAYTA
127 452 622 689 807 9651139 1309 1514 1529 1607 2666 CALLAO
703 8811033 1204 1413 1428 1597 2550 PISCO
316 430 754 913 9901109 1267 1442 1608 1808 1823 1987 2949 PACAS MAYO
0
0
335 511 578
0
139
222.428
0 110
0
0
OF CHINA AND THE EAST
1233 1017 807 702 1463 2449 1299 465 1082) 133
Ο
0
0
13431127 923 819 1579 2565 1415) 586) 1203) 200 212
1445 1229 1025 921 1681 2667 1517 687 1304 296 313 145
1560 1363169 1065 1825 2761 1661 859 1486 453 4691 296 195
1655 1441 124711431903 2739 1739 937 1564 531 547 374 273
78
1753 1557 14071298 206313065 1917 1235 1852 734 781 666 616 628 718
0
CO
2955 2732 2548 2444 3204 4140 3040 2238 2865 1832 1848 1692 1556 144014351386
3159 2963 2813 2704 3469 4471 332312519 3146 2091 2130 1968 1876 1776 1819 1564521 0
4526 4302 4118 4014 4774 5710466 3808
KOBE
YOKOHAMAN
C.Hudson
I
Reynold's
pl
Eld's
pk
NAGASAKI
HARODADI
AKAMADAYEKI
Ringgold's
Kroll
NENT
604 790 967 1196 1211 1384 2370 ISLAY
323 538 697 881 1102 1129 1301| 2294 ARICA
222 437 600 784 1005 1032 1204 2185 IQUIQUE
229 392 576 797 824 996 1981 ANTOFAGASTA
SOUTH AMERICA
4435 3402 3418 3262 3162 2953 3005 2956 1560 1867
18/326
SWATAU
AMOY
FUCHAU
TAMSU
TIENTSIN
SHANGHAI
LADIVOSTOK
AROPAVLOVSKI
Bulleny I
0
COLOMBO
BATAVIA
SINGAPORE
MANILA
CANTON
HONGKONG
0
179 361 582 609 78 1705 COPIAPÓ
0
198 426 450 623 1613 COQUIM BO
0
240 265 437 1425 VALPARAISO
0
39 222 1210 TALCAHUANO
0
207 1194 LOTA
0 1011 VALDIVIA
0
PUNTA ARENAS
(SANDY PT)
Piners Bay
with snow
69°
120°
ANTARCTIC
130°
PAlden
140°
Division of Chart Construction. G.W.Littlehales. Assistant in Change.
P Case
PrEmmons
CONT
150°
J
PAYTA
APIA
5399
Geno
Henderson
.Ducia
Pitca
C
E
A
N
PAYTA
TAHITI 4126
PANAMA WELLINGTON 6581
CALLAO-TAHITI 4205
C.Corrientes
COLUMBN
Bogota
Marcayboy
Meta
Anguilla
βανομία
Sa Buhers antigua
Cympna
ZUELA
pure
QUNTED R Guiviare Fernando
Caribbea
I
(4800) Dominica
St Vincent
Angostura
Mardracay smeralda
Martinique
Stupid
Barbadoes
Grenaded (2760)
Tobago
Trinidad
Mouths of the
Ovinogo
R.Taupes
N
1276
NO
m
English Chem.
YMOUTH
Lor
SEA
10°
20°
30°
40°
50°
60°
70°
80°
Green toall
700
Edge I Witch I!)
Ryk Yi Is
Bel
1600
Horn
sa
C.South
500
Lookout
02:
Hamme
ARKANGEL
Ivalo
Ando
Him:
Modström
Röst
发
​Leafotsex
WFiond
Thrin Is
Negen
Wigten Is
Fro
Fryveri
Singelen
Christiansynd
Stadtland
Sagnerd
Shetland J
Orkney R
Kinnaird
770H
Hardanger
Christianiu ALAN DUpsali
stadt
Skien
Stavanger
Mister
Lindesnoes
NORTH Lim
!
SEA
Dundee
Hartlapol
York
Hall
Shefpeld
mingha
Foalford
069
Wetter
Gottenborg, of
SOTHLAN
WOT
.
PD.Thousand I
Hope or Sea Hores I.
Solitary L
(Einsamkeit L
90°
Brusewitz Is..
.Id
100°
C.Cheljuskin
C.St Thadous
C.Lapter.
Actinia Hr
Taimur
Taimur Sa
Gulf
C.Polushhof
C.Stregelow
Kjellman.l
Petimskoje
C.Nassau
Cross I..
Bear or
Cherry I.
Black C.
BARENTS
SE A
Adeniralty Pen
Maschigin B.
Z EMLY A
GrtIce C.
C.Mauritius
Hooft Hock
C.Bismarckh
Barents B.
C.Edwarde
Stroom B.
CProkofiev
SE A
Pakhtusov
Sukhoi C2206
Five Finger P
Silver B..
KARA
Hampherte
Soroen
1940
North Cape (no)
Nordkyn
Pors Anger Fa
Tara Pd
Tanu
Kardola
Varanger Fd
Ribachi Pena
Kildin E.
Britwin
Moller B.
N. Goose C
Gooreland
S.Goose C
HULL-YENISEI R. 25/0
Meshdushar I
latoshkin Shar
Sviator Nos
ㄠ​ˇˋˊ
Orlor
Ponot
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maalaksha 4
R
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Got Kandalak
WHITE
SEA
Halgouier
Reetin Str
Sakanikha B
Mentchikor
Sangeiskil.
Hara Str.
BC Buski Z
Buski Zavarot
Vaigaits I.
ora
Changel
Mexen
Pineg
Pexa
Beresnik
N
Jet Triling
Ishma
Koshva
Dolgoi 1
Khaipu
Warinda 1.
Quesa
Obdorsk
R.Vellear
Yugor Str
Kara
Vengan C.
Samoyede Per
Gulf
Obi
chouchia
Stony
C.Sredni
Obdorsk
N
C.Caldwin
White I.
Ryindye
Hessen C
Drovianoi
Cambei
C. Schubert
Matte Sale Pri
Sibiriakoff
IS
Kuskino
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Dickson
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G.
NEA
BOTHNIA
cand
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Buxhaven
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genhed TET
Swingmunte
Ricchott
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Berlin
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dam Ca
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LONDON - CHRISTIANIA
LONDON
COPENHAGEN
Combr
Bristol Dovers
rboury
Reane's
of Biscay
Sebastian
Suktander
C.Polas.
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MELBOURNE 6320
HOBART TO DIEGO GARCIA 4480, TO ADEN 6600
MAURITIUS TO KING GEORGE SOUND 3300
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30000
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CAPE TO MAURITIUS
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CAPE TO SUNDA STRAIT 5010
CAPE TO KING GEORGE SOUND 4880, TO ADELAIDE 5760, TO MELBOURNE 6030.
Amsterdam. (ano)
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(860)
TO SYDNEY 6500
Note-Vessels may make quicker passages by going further south, but better weather will, as a rule, be found on this parallel
By Cape of Good Hope
3800
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Murchison R
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By Suez Canal
George 34
Full Powered Auxy: Steam Auxy. Steam Sail Alone Sail Alone Ausy. Steam Auxy. Steam Full Powered
Steam Vessels EMonsoon SWMonsoon NEMonsoon SWMonsoon N. EMonsoon S.W.Monsoon Steam Vessels
BARBADOS-ST. VINCENT 2040
3716
BARBADOS - SIERRA LEONE
BARBADOS-MONROVIA
Essabon
Demerara
New Amsterdam
DEMERARA
DEMERARA
FAYAL 2491
FUNCHAL 2763
2781
2938
PARA FUNCHAL
PARA-ST VINCENT
DEMERARA
BARBADOS-
VINCENT 1619
SIERRA LEONE 267
KONGO R. 4437
StPaul
SIERRA LEONE 1632
AS Peñeão de S.Pedr
NSION
ST. HELENA
3641
Paramaribo
R.Surinam
11421
BARBADOS
PERNAMBUCO
Cayeur
C.Orange
good
Maraca I
G
azili
R.Me
Obidoe
Cogetag
Paybay
Lobos de Afuera
jillo
Sanza
Ja
Putumayo
Nguy
R
Loreto
Baryelosor
R.Japura
Jutahy
Tette
M
Moine
bens
Cont
Borba
SAN FRANCISCO - VALPARAISO $140
Hugormek
Buara
Callao
Pisco
Chincha
PUNTA ARENAS
VALPARAISO
HONOLULU 5916
St. Felix &
Easter I..
Sala-y-Gomex
PUNTA ARENAS
HONOLULU 379
PUNTA ARENAS -
TAHITI
4224
PUNTA ARENAS
APIA
5197
VALPARAISO-WELLINGTON 5039
PUNTA ARENAS
WELLINGTON 4378
Riy. Amazon
Cavana I
BARBADOS
BARBADOS
Para R
rá
R.Furyasou
Maranha
MARANHAM
ranahya
N.Y-RIO DE JANEIRO 4778
2184
Aracan
St Toas
de Barra
Lapd
Chapada
PERNAMBUCO
2975
Bijouga
Los T
SIERRA LEONG
Freetown
ST. VINCENT-ST. HELENA
ST. VINCENT-ASCENSION 1627
Rocgle
AMatal
μια Ναντιλα
ACB Fogue
Bylába
(2000)
PERNAMB
MBUCO
Pernambuco
JC.S.Agostino
Sergipe B.
394
PERNAMBUCO - ASCENSION 1217
PERNAMBUCO - ST. HELENA
1776
ASCENSION-SERRA LEONE 803
Mesur
e
(2618)
45
Hugmango
Crapgo
P.S.Juar
Pescaderos
Islay
Arequipe
Arica
PIquique
C. Paquifa
Moreno B.
Nues: Señora B.
P.Calder
Asa
Ben
agrugdo L.
Apolobambar
Potasio
Tupin
acuma
MATTO
afrimgad
ham
Villa Bella
Overaba L
Chuquisaon
Fujay
Salta
Tarya
Miraflores
S.Maria
Tacuman
N.Coimbrad
Olimpo
Grande L
antine
Cuiaba
Ta guam
Baranantha
Tiete
Port
Uberabg
Parana
S.Paulo
Sar
Corrientes
Santiago
Salado
Dulce
TRE RIOS
PARANA
con Suritiz Curitiba
Felo
Los Borja
R
SUL
GRANDE
Tankhanha
Bahia
R Contas
Belmonte
P.Siguro
Igyp
SOBERA
Paranagua
foo
RIO DE JANEIRO - ASCENSION 1865
Abrolhos I
in megre
rampos
Doce
/CS Thoms
C.Frio
Rio de Janeiro
A.Grande
Rebastiao I.
Sta Catharina 1.
C/staMarta
956
Gre
♡
Aad (2050)
ST. HELENA
2131
RIO DE JANEIRO artin e
MONTEVIDED - ASCENSION 2837
RIO DE JANEIRO
ONTEVIDEO
-
ST. HELENA 294!
CAPE 3265
A T
L
CAPE TO MONTEVIDEO 3710
PANAMA
P.Copiap
Salinas
Podesta.
(60)
Masafuera
3932
Juan Fernanden
Sarco
Rioja
Coquimbo
Conchala
Valparaiso
Toro
La Constitucion to
23910
agua Mt
Lundove
Silvero L.
Mendoza.
VOL
Luis
Conceptions
Losarta
Bage
Pelotas
Montevideo
Patos
B/Grande do Sul
Carrillo B.
Maldonado
de la Plata
G.S.Antonio
C.Corrientes
STANLEY HR. 4250
Bevedero L. Buestory
BUENOS AYRES
Concepcion
Bitter L.
ruco Pol
B.Vecine
Volcan M
Maqui Vola
P.Belgra
Morada
Mocha I.
R.Ne
Bahia Blanga
Valdivia
P.S.Antonio
welhuapi.l
Anegada B
armen
G.of SM
P.Sep
Anbud
R.Chabat
Valdes Fe
1259
Duero G
Chiloe
Corcovado
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MONTEVIDEO
STANLEY HR.
CAPE
Hugo I.o
Chonos Arch
Pen? of Taying
G.of Feñas
Dyneley
Archipelago
Madre de Dios
Hangver
Adelaide Ar
Chalf
1672
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Colaguape
Wellington I.
C.Rular
Desolation
sier Chan
S0400
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P.Malaspina
R.Desire
NOW
G. of St George
EVIDEO
MONTEVIDEO COOK..
Blanco
Kop Degire
Apri
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R.Chico
P.Sta Cruz
Coy Infer
gellan Stri
Jas
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Javerin I.
Falkland Is
P.Stephen
Falkland
Staten I.
Maire Str.
Cape Horn
Salvador
Stanley E
Choiseul S
Beauchene
Shug R
Wallis I.
South Georgia
+Clerke R
Dougherty I.
Ports
MELBOURNE TO NEW YORK
SYDNEY
WELLINGTON
VALPARAISO
ESQUIMALT
By Magellan Strait
Full Powered Auxiliary
Steam Vessels Steam. Vessels
By C.Horn
Sailing
Vessels
12880
13120
13760
+2700
13050
13750
1500
11850
12550
8480
8680
9400
SAN FRANCISCO
13090
14670
15420
13840.
15330
16060
HONOLULU
13200
14170
14970
NEW YORK TO VALPARAISO
8460
9130
9420
SAN FRANCISCO
13090
15350
15660
ESQUIMALT
13920
15980
16290
HONOLULU
13200
14650
15480
Clarence!
Londonderry
Honte I
Ildefonen I!!
Diego Banurez I
Petra I
160°
170°
180°.
170°
160°
150°
140°*
130°
120°
110°
100°
90°
80°
Alexander Is
South
Shetlands
Elephant I.
Clarence I.
George I..
(4557)
Livingston L
Brausfeld Str.
Smith IA
ception I
C.Cockburn
South Orkneys
(337)
Coronation
(3397)
Laurie 1.13088)
7050
Louis Philippe Land
Joinville I.
Erebus & Terror &.
C.Seymour
Active Volcanos
Appearance of Land
Pitt I
Biscoe Is
ઙ
Adelaide I
70°
Graham Land
fish Pk
60°
50°
S
709
ST. HELENA 1564
St Helena
2823)
CAPE-
- PLYMOUTH 5948
CAPE-ST HELENA 1682
60
Bembe
Tondo
Benghela
C.St Mary
Lit. Fish B
Mossamedes
GtFish B
C.Frid
Pinda
Shapeybba
Handa
umbe
Peho
Manjanke
fakurueue
S+Ambrose
CCross
Wathisch B
CAPE-ST. VINCENT 3896,-SIERRA LEONE
T
H
CAPE - PERNAMBUCO 3320
A
N
T
I
EVIDEO
Bristan da Cunha,
Inaccessible L. (7840)
"Nightingale I
MONTEVI
TO CAPE 3615-
Gough I.(380)
0
C E
A
Ñ
Bird T.
Mostar L.
A TE
Ljatus
Zambesi
Moreni
MATAB
Damara Land Ngami L
hoboth ALAHARI
DESERT
AFRIC
Pretoria
Marion I.
(200)
Crozet Is
Hog
East I.
Pr. Edward. I
(2310)
Penguin
5200
2090
Quangnan
hachia QUANG
Semimg
ONG KINNG
long hing
Sinchy
Tang ling
UANG
chchen
Gut
Flamman
Pen.
Macao
TUNG
FOKIEN
Tekanchu Amy
Canton
anglong
Hainan St
628
CHIN
Mutend
SWatcher
Paracel Is& pra
Fabu
Hué
SIA M
Hlaupat
Lollao
Maades-
Korat
CBarangan
Trityn
cil. Ofield B
S
E/A
CVerda
Carranty
ida
MANILA 1435
ป
Palawan
Koh-Kruho
MAPAY
HS
Jo Carwick
Mu
"of the
Canin Ro
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PoObi
GULF OF SIAM
Panjang
Sumui
SINGAPORES
Redan
Antimba
ngapore
Tambelas
14
440
Carima
Rhi
Gespar
30
SINGAPORE
SANTAKAN 100
O
Bilabag
400
Arbong
OR
13700
00
Jadura
Mac
Lombok
Sumbawa
Bulungan
10°
Carongan
cassar
Str.
-0°
10°
Pager
Trieste
Benimlen
Engano
Benkeerat
Sunda B
Batavia
Winkoop B
Santiang
Bambangan
Bandyerma
JAVA SEA
ring
Madei
MIS
Sarawak
maarale
haminding
M
SINGAPORE - KING GEORGE SD. 2470
Segon Wed
AVA
Baruny
Baly
Dopier
Beaut L
20°
Barrow
uelt.
NNW.Cape
McBruce
SBOO
Ports
NEW YORK TO BOMBAY
1/250.
!2670
11820
13310
12460
* 8370
8120
COLOMBO
10950
11730
11730
12370
12260
8610
8610
-8120
8610
CALCUTTA
12180
13710
13140
14390
13780
10460
9830
9830
SINGAPORE
12150
12850
13120
13490
13760
10170
10170
10170
HONGKONG
13590
14750
14560
15430
15200
12110
11610
11610
SHANGHAI
14340
15560
15370
16510
16010
12920
12410
YOKOHAMA
15020
16450
16120
16900
16760
13820
13160
12360
13040
MELBOURNE
12670
12840
12840
13480
13480
15030
15010
12790
SYDNEY
13140
13310
13310
13950
13950
14480
14460
13320
WELLINGTON
13710
14240
14240
14880
14880
15680
15680
14230
Possession I. (5000)
Bughs Cap
Kargnelen I.
(4000)
Solitary.I
Christmas H
Hillsborough B
Royal. Sa
C.Challenger
10
KEY WEST
357
0
459
134
512
195 77
535 234 120 100
SHORES
567 321 229 211
724 491 406 391
170
353 351
APALACHICOLA
PENSACOLA
MOBILE
SHIELDS BORO
NEW ORLEANS
GALVESTON
SABINE CITY
MATAGORDA
755 529 445 431 392 390)
847 642 559 545 507 505
NEWPORT NEWS
PHILADELPHIA
BALTIMORE
BUENOS AYRES
PUNTA ARENAS
PORT CASTRIES
DEMERARA
PERNAMBUCO
BAHIA
RIO
DE JANEIRO
MONTEVIDEO
SAINT THOMAS
CHARLESTON
SAVANNAH
BERMUDA
KEY WEST
HAVANA
PORTLAND
BOSTON
QUEBEC
HALIFAX
CHARLOTTETOWN PER
404
281
NEW YORK
0
362 3001404 581 828 229
629
699 676 11711215 1430 1746 2209 3696 4096 4778
5768 5868
(SANDY PT)
6890 NEW YORK
0 1111161 343 575 529 693 567 901 971 739 1400 1444 1562 1853 2289 3701 4101 4783 5773 5873 6895 PORTLAND
383 627 477 641 515 849 919 696 1348 1392 1516 1808 2253 3666 4066 4748 5738 5838 6860 BOSTON
861 570 1558 1739 1613 1904 1978 1505 2377 2421 2340 2574 2935 4171 4571 5253 6243 6343 7365 QUEBEC
836 710 10771147 758 1568 1612 1613 1873 2279 3575 3975 4657 5647 5747 6769 HALIFAX
9821137 10111323 1393 852 1807 1851 1790 2028 2437 3662 4062 4744 5734 5834 6856 CHARLOTTETOWN
355 229 594 664 729 1093 1137 1437 1762 2225 3746 4146 4828 5818 5918 6940 PHILADELPHIA
156 550 620 759 1049 1093 1414 1743 2204 3758 4158 4840 5830 5930|6952 BALTIMORE
424 494 633 923 967 1287 1617 2086 3622 4003 4780 5750 5853 6826
88 816 598 642 1194 1554 1984 3631 4031 4713 5703 5803 6825
EA
01205
S
0
Thompso
Lindsay
Bouvet I
(8000)
OF THE
54
192
Ο
134
835 682 598 584 552 550 284 237 180
893 819 749 739 695 705 495 453 407 230
0
0
273 735
0
2
0
0
830 569 613 1212 1566 2202 3660 4060 4742 5732 5832 6854
0 1090 141 853 1134 1724 3037 3437 4119 5109 5209 6231
COASTS OF NORTH AND
GULF OF MEXICO AND THE
0
0
RIO GRANDE
Travers It
TAMPICO
TUXPAN
Canilemas VERA CRUZ
TABASCO
Sandwich
A Saunders ARMEN
Group
CAMPECHE
HAVANA
894 840 781 784 760 744 532 520 456 318 90
854 875 840 835 790 788 646 61 581 415
724 780 765 772 750 745 675 665 623 510 360 305 204
.694 762 751 751 728
738 675 658 662 530 393 340 240
611 679 668 668 645 655 625 615 633 523 432 325 32
-90 421 512 557 573 597 738 765 847 819 853 856 809 680 647 564
203
66
0
60
0
153 107
Brister L
CIENFUEGOS
510 752 803 838 841 851 947 967 1003 992 981 951 920 785 755 682 482
South Thule PORT ROYAL, JAM.
758 1014 1064 1099 1102 11 12 1208 1228 1264 1248 1237 1207 11761041 1011 938 740 327
0
PORT AU PRINCE
657 1007 109 1162 1185 1215 1356 1392 1466 1450 1439 1409 1384 1243 12131140 653 528 288
0
CAPE HAITIEN
624 98110831361159 1189 1330 1366 1456 1448 1449 1419 1388 1253 1223 1150 614 533 316 205
SANTO DOMINGO
SAINT THOMAS
POINTE A PITRE
Montaguet
0
984 13411443 1493 1496 1506 1602 1622 1658 1645 1634 1604 1573 1438 1408 1335 929 720 421 459 394
0
0
NEWPORT NEWS
CHARLESTON
SAVANNAH
BERMUDA
90 1040 1360 1797 3814 4214 4896 5886 5986 7008 KEY WEST
1019 1360 1869 3509 3909 4591 5581 6681 6703 HAVANA
346 802 2469 2869 3551 4541 4641 5663 SAINT THOMAS
461 2155 2555 3237 4227 4327 5349 PORT CASTRIES
01788 2188 2870 3860 3960 4986 DEMERARA
400 1100 2065 12183 3340 PERNAMBUCO
736 1717 1835 2992 BAHIA
0 104 1312
0111011622228 RIO DE JANEIRO
SOUTH AMERICA
0
145
0
0
01386
CARIBBEAN SEA
0
0
0
0
}]}
0
1040 1397 1499 1552 1578 1605 1746 1772 1762 1754 1746 1874 1843 1708 1678 1605 1019 958 684 630 442 302
1313 16701772 1825 1848 1725 2019 2055 2045 2037 2119 2089 2058 1923 1893 1820 1269 1189 897 884 699 518 262
1360 1717 1819 1842 1895 1925 2066 2112 2102 2094 2159 2129 20981963 1933 1860 1360 1230 927 947 760 571 346
590 799 848 875 872 882 969 985 1047 986 981 951 920 785 755 682 529 520 680 932 957 1095 1364 1557 1589
9651741223 1250 1247 1257 1344 1360 142213611356 1326 1295 11601130 1057 891 719 592 840 390 960 1182 1345 1334 5911
COLON (ASPINWALL) 1086 1295 1344 1371 1368 1380 1465 1481 1543 1482 1477 1447 14161281 125111781013 767 546 770 814 793 101411641144 724 242
CARTAGENA
112 1379 1428 1455 145214624549 1565 1627 1566 1561 1531 1500 1365 1335 1262 1075 765 463 644 678 538 788 908 901 870 474 266
1137 1494 1596 1649 1672 1702 1789 1805 1857 1806 1801 1771 1740 1605 1675 150211451 900 580 662 698 398 451 531-513 1140 817 677 415
1244 1601 1703 1756 1779 1808 1895 1911 1973 1912 1907 1877 1846 1711 1681 1608 1240 1012 685 764 751 497 502 519 462 1276 736 794 551
1282 1639 1741 1794 1817 1846 1933 1949 2011 1950 1945 19:5 1884 1749 1719 1646 1275 1044 726] 803 750 502 484 466 403 1322 654 726 587 148 65
PORT CASTRIES
BELIZE
GREYTOWN
CURACAO
PUERTO CABELLO
LA GUAYRA
PORT OF SPAIN
485 1842.19
21.1944 1997 2020 2050 21912202
MOBILE
2303 2242 2237 2207 2176
2011 1938 1521 1288 990 1065
894 675 510 343 218 1586 13181137 902
BELIZE
0
MONTEVIDEO
BUENOS AYRES
PUNTA ARENAS
(SANDY PT)
0
452 394 324
0
LA GUAYRA
CURACAO
PORT OF SPAIN
PUERTO CABELLO
CARTAGENA
GREYTOWN
PORT AU PRINCE
CAPE HAITIEN
SANTO DOMINGO
SAINT THOMAS
POINTE A PITRE
PORT CASTRIES
CIENFUEGOS
HAVANA
2041
CARMEN
GAM PECHE
TABASCO
SHIELDSBORO
NEW ORLEANS
SABINE CITY
GALVESTON
MATAGORDA
RIO GRANDE
TAMPICO
TUXPAN
PENSACOLA
KEY WEST
APALACHICOLA
VERA CRUZ
PORT ROYAL, JAM.
COLON (ASPIN WALLY
Enderby
Land
40°
30°
20° West Longitude 10°
Komp Land
Mc Donald Is Heard I.
(650)
(6000)
CAPE
WELLINGTON
6769
Cook in 1978
nurbon Land
Repulse Bay
Line
I cy
Sandal
Budd's
High Land
Knox's High Land
Totton's High Landl
40°
50°
-60°
Published June, 1891, at the Hydrographic Office, Navy Department Washington D. C.
Richardson Clover, Lieut.-Comdr, U. S. Navy, Hydrographer to the Bureau of Navigation.
Merid" of 0° Greenwich 10° East Longitude 20°
30°
40°
50°
60°
70°
80°
90°
69°
100°
110°
120°
Drawn by A. C. Roberts and G. Noetzel. Engraved by R.F. Bartle and VL.Ourdan.
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U.S. Bureau of Foreign Commerces
SPECIAL CONSULAR REPORTS.
HIGHWAYS OF COMMERCE.
THE
OCEAN LINES, RAILWAYS, CANALS, AND OTHER
TRADE ROUTES OF FOREIGN COUNTRIES.
VOL. XII.
ISSUED FROM THE BUREAU OF STATISTICS,
DEPARTMENT OF STATE.
OF
DEPARTMENT
PLURIBUS UNU
*
UNITED
STATES
STATE
OF
*
AMERICA
WASHINGTON:
GOVERNMENT PRINTING OFFICE.
1895.
Values of foreign coins…...
CONTENTS.
Foreign weights and measures
-
Railways and telegraphs of the world.
Dominion of Canada:
Introductory statistics.
British Columbia..
Manitoba....
Ontario..
New Brunswick.
Nova Scotia..
Newfoundland..
Prince Edward Island.
Mexico
Central America:
Guatemala...
British Honduras
Honduras..
Salvador
Nicaragua
Page.
5-8
9-13
16-18
AMERICA.
19-27
27-31
31-33
33, 34
35-37
37
38
38-41
41-71
22
71
72
73
74
75-78
78
Costa Rica..
Test Indies:
Bahamas
Bermuda
Cuba...
Haiti..
Santo Domingo
Puerto Rico..
Jamaica.
South America:
Intercontinental Railway
79, 80
81
81-85
85
85
86
86, 87
88, 89
Colombia
89-101
Panama Canal
101-103
-
Venezuela
103-106
British Guiana (see also Appendix).
106-108
Brazil
108-118
Ecuador...
118-121
Peru.
121-128
Bolivia
128-136
Chili.
136-139
Paraguay.
139-143
Uruguay..
Argentine Republic.
145, 146
146-152
!
1
2
CONTENTS.
EUROPE.
Page.
United Kingdom..
153-188
England....
189-193
Liverpool, 189; London, 190; Southampton, 193.
Wales...
194-203
Scotland..
204-214
Ireland:
215-224
Belgium..
Holland
Denmark.
224-235
235-239
240-246
France.
246-282
Spain (see also Appendix).
282-302
Gibraltar
303, 304
Germany
305, 331
Luxemburg.
331-334
Switzerland
335-338
Austria-Hungary
338-355
Austria, 338; Bohemia, 344; Hungary, 348.
Italy
355-386
Italy, 355; Mont Cenis Tunnel, 361; Genoa, 368; Palermo, 373.
Greece....
386-389
Turkey
389-392
Bulgaria
Russia...
St. Petersburg, 393; Odessa, 403; Great Siberian Railway, 409; Finland, 418.
Norway.
392, 393
393-421
422-424
Sweden
425, 426
Morocco
Algeria..
Tunis.
Tripoli
Egypt
Madagascar.
Mauritius.
Mozambique.
Somali Coast (British).
Zanzibar
Cape Colony..
Orange Free State..
Natal....
AFRICA.
Central Africa (British)
German Africa....
Togoland, 489; Cameroons, 491; East and Southwest Africa, 493.
Angola (Portuguese)
Congo Free State...
Liberia.....
Sierra Leone...
Senegal...
Madeira
ASIA.
427-430
: 431-438
438-442
443-445
445-451
451-457
457-460
460-467
468, 469
470
471-473
473-476
... 477-480
480-488
489-496
497-502
502-507
508
509-513
513
514, 515
Turkey in Asia……..
517-531
Asia Minor, 517; Bagdad, 518; Syria, 522; Palestine, 527.
Maskat.
531
CONTENTS.
3
Page
Persia
British India.
Calcutta, 543; Bombay, 562.
Ceylon
532-542
543-570
570-577
Straits Settlements.
578-584
Malay States....
585
Selangor, 585; Sungie Ujong, 588; Perak, 590.
Dutch India
591-596
•
Java, 591; Sumatra, 596.
China.
597-611
Shanghai, 597; Tientsin, 604; Hongkong, 608.
Japan
611-616
Korea.
617
Cochin China...
617
Philippine Islands.
618-620
AUSTRALASIA.
New South Wales...
620-627
Victoria
627-638
New Zealand.
639-649
·
POLYNESIA.
New Caledonia...
Fiji Islands.
Tahiti..
Hawaiian Islands.
650
650-653
654
655-658
APPENDIX.
A. Ocean lines from United States ports.
B. Dutch Guiana
C. Spanish railways
·
D. New tariff rates of Austrian State railways
E. Interior waterways of northwest Europe
F. Brazil (ocean lines and railroads)
MAPS.
·
661-696
696-698
698-703
703
704-728
729-743
Tracks for full-powered steamships....
Frontispiece
Railroads, principal rivers, ports, and steamship lines in Mexico.
41
Comparison of the Tehuantepec, Nicaragua, and Panama routes.
54
Welsh coal fields..
194
Railroads in the district of Genoa..
371
Great Siberian Railway
Land and water routes of Madagascar.
Natal Government Railways...
Railways, telegraphs, and steamship routes of India.
418
471
478
543
1
VALUES OF FOREIGN COINS.
The following statements show the valuation of foreign coins, as given by
the Director of the United States Mint and published by the Secretary of the
Treasury, in compliance with the first section of the act of March 3, 1873,
viz: "That the value of foreign coins, as expressed in the money of account
of the United States, shall be that of the pure metal of such coin of standard
value," and that "the value of the standard coins in circulation of the vari-
ous nations of the world shall be estimated annually by the Director of the
Mint, and be proclaimed on the 1st day of January by the Secretary of
the Treasury.'
In compliance with the foregoing provisions of law, annual statements
were issued by the Treasury Department, beginning with that issued on Jan-
uary 1, 1874, and ending with that issued on January 1, 1890. Since that
date, in compliance with the act of October 1, 1890, these valuation state-
ments have been issued quarterly, beginning with the statement issued on
January 1, 1891.
These estimates "are to be taken (by customs officers) in computing the
value of all foreign merchandise made out in any of said currencies, imported
into the United States."
The following statements, running from January 1, 1874, to April 1,
1894, have been prepared to assist in computing the proper values in Ameri-
can money of the trade, prices, values, wages, etc., of and in foreign coun-
tries, as given in consular and other reports. The series of years are given
so that computations may be made for each year in the proper money values
of such year. In hurried computations, the reductions of foreign currencies
into American currency, no matter for how many years, are too often made
on the bases of latest valuations. When it is taken into account that the ruble
of Russia, for instance, has fluctuated from 77.17 cents in 1874 to 37.2 cents in
April, 1894, such computations are wholly misleading. All computations
of values, trade, wages, prices, etc., of and in the “fluctuating-currency coun-
tries' should be made in the values of their currencies in each year up to
and including 1890, and in the quarterly valuations thereafter.
To meet typographical requirements, the quotations for the years 1876,
1877, 1879, 1881, and 1882 are omitted, these years being selected as show-
ing the least fluctuations when compared with years immediately preceding -
and following.
To save unnecessary repetition, the estimates of valuations are divided
into three classes, viz: (A) countries with fixed currencies, (B) countries
with fluctuating currencies, and (C) quarterly valuations of fluctuating cur-
rencies.
5
6
VALUES OF FOREIGN COINS.
A.-Countries with fixed currencies.
Belgium............
Brazil.....
Gold..
Milreis....
Value in
Countries.
Standard.
Monetary unit.
terms of
United
States
Coins.
gold.
Argentine Republic*.... Gold and silver... Peso
………..
.....
$0.96,5
Austria-Hungaryt....... Gold
Gold and silver...] Franc……….
Crown.
Gold-Argentine ($4.82,4) and
Argentine; silver-peso and di-
visions.
Gold-20 crowns ($4.05,2) and 10
crowns.
Gold-10 and 20 franc pieces; sil-
ver-5 francs.
Gold-5, 10, and 20 milreis; sil-
ver-½, 1, and 2 milreis.
.20,3
.19,3
• 54,6
British North America
do.......
Dollar...
1.00
(except Newfound-
land)).
Chilet..........
Gold and silver.... Peso....
.91,2
Cuba......
......do.....
...do…………..
.92,6
peso.
Denmark........
Gold..
Crown..
.26,8
Egypt..........
...do….....
Pound (100 pias-
ters).
4.94,3
Finland.......
...do……………..
Mark.....
.19,3
France...............
Gold and silver.... Franc.............
.19,3
Germany..
Gold ......
Great Britain.....
.....do….........
Mark.......
Pound sterling.....
.23,8
|
Greece....
Gold and silver.... Drachma........
.19,3
Haiti........
....do…...……..
Italy....
.....do.
.do......
Gourde.......
Lira..........
.96,5
Gold-escudo ($1.82,4), doubloon
($4.56,1), and condor ($9.12,8);
silver-peso and divisions.
Gold-doubloon ($5.01,7); silver-
Gold-ro and 20 crowns.
Gold-10, 20, 50, and 100 piasters;
silver-1, 2, 10, and 20 piasters.
Gold-10 and 20 marks ($1.93 and
$3.85,9).
Gold-5, 10, 20, 50, and 100 francs;
silver-5 francs.
Gold-5, 10, and 20 marks.
4.86,6 Gold-sovereign (pound sterling)
and half sovereign.
Gold-5, 10, 20, 50, and 100 drach-
mas; silver-5 drachmas.
Silver-gourde.
.19,3
Gold-5, 10, 20, 50, and 100 lire;
silver-5 lire.
Liberia........
Gold ..
Dollar.
1.00
Netherlands?
Gold and silver.... Florin.........
.40,2
Gold-10 florins; silver-½, 1, and
2½ florins.
Newfoundland.......
Portugal.........
Gold
Gold ..
Dollar..
Milreis
I. OI, 4
Gold-2 ($2.02, 7).
1.08
Gold—1, 2, 5, and 10 milreis.
Spain............
Gold and silver.... Peseta.....
.19,3
Gold-25 pesetas; silver-5 pese-
las.
Sweden and Norway...
Gold
Crown....
.26,8
Gold-10 and 20 crowns.
Switzerland.....
Gold and silver.... Franc……..
.19,3
Gold-5, 10, 20, 50, and 100 francs;
silver 5 francs.
Turkey..
Gold ......
Piaster....
.04,4
Gold-25, 50, 100, 200, and 500
piasters.
Venezuela....
Gold and silver....] Bolivar....
.19,3
Gold-5, 10, 20, 50, and 100 boli-
vars; silver-3 bolivars.
*In 1874 and 1875 the gold standard prevailed in the Argentine Republic. Its currency does not appear
in the statements again until 1883, when the double standard prevailed, and the peso attained a fixed value of
96.5 cents.
† On reference to the table of "fluctuating currencies," it will be seen that Austria had the silver standard
up to and including the quarter ending July 1, 1892. The next quarter (October 1) inaugurated the gold stand-
ard (see note under table of "fluctuating currencies ").
†The gold standard prevailed in Chile until January 1, 1890. The value of the peso has been the same
under both standards.
? The Netherlands florin, as will be seen in the "fluctuating" table, became fixed in value (40.2 cents) in
1880.
VALUES OF FOREIGN COINS.
7
· B.—Countries with fluctuating currencies, 1874–290.
Value in terms of the United States gold dollar on
January 1-
Countries.
Standard.
Monetary unit.
1874.
1875. 1878. 1880.
1883.
1884.
Austria-Hungary*. Silver..
Florin..
$0.47,6 $0.45,3 $0.45,3 $0.41,3 $0.40, 1
I
$0.39,8
Bolivia......
...do........
Dollar until
.96,5
.96,5 .96,5
.83,6
.81,2
.80, 6
1880; bolivi-
ano there-
after.
Central America...
...do.......
Peso......
.96,5
.91,8 .91,8
.83,6
China
Silver..
Haikwan tael....
I. 61
1.61
Colombia.....
......do......
Peso.........
.96,5
.96,5 .96,5
.83,6
.81,2
.80, 6
Ecuador.....
......do.........
...do............
.96,5
.91,8
.91,8 .83,6
.81,2
.80,6
Egypt........
Gold.....
Pound (100
4.97,4 4.97,4
4.90
4.90
piasters).
India........
Silver..
Gold.......
Rupee....
.45,8
43,6
• 43,6
.39,7 .38,6
.38,3
Japan.....
Silver....
}
Yen.......
.99,7
.99, 7
.99,7
.99,7
.87,6
.86,9
Mexico......
....do.......
Dollar......
1.04,7
• 99,8
· 99,8
.90,9
.88,2
.87,5
Netherlands +........] Gold and silver..| Florin...
.40,5
.38,5
.38,5
.40,2
•
Peru.....
Russia...
Tripoli........
Silver..
Sol.......
.92,5
.91,8
.91,8
.83,6
.81,2
.80, 6
..do.......
Ruble.......
.77,17
. 73,4
.73,4
.66,9
.65
.64,5
ን
do.......
Mahbub of 20
piasters.
.87,09
.82,9
.82,9
· 74,8
. 73,3
.72,7
Value in terms of the United States gold dollar on
January 1-
Countries.
Standard.
Monetary unit.
1885. 1886. 1887. 1888. 1889. 1890.
Austria-Hungary*. Silver....
Bolivia.....
...do......
Florin....
Dollar until
1880; bolivi-
ano there-
$0.39,3 $0.37,1 $0.35,9 $0.34.5 $0.33,6 $0.42
.79,5 .75, 1 .72,7
.69,9 .68
.85
after.
Central America......... do…….....
Peso.....
Colombia.....
.79,5
.75, I
. 72,7
.69,9 68
.69,9 .68
.85
85
Ecuador.....
..do......
...do......
.79,5
.75, I
Egyptt........
Gold......
Pound (100
4.90
4.90
. 72,7
4.94,3
.69,9
.68
.85
4.94, 3
4.94,3
4.93,3
piasters).
India......
Silver....
Rupee.......
37,8
· 35,7
Gold.....
.34,6
.99,7
.33,2 .32,3
.40,4
.99,7 .99,7
.99,7
Japan.....
Yen....
Silver....
.85,8
.81
.78,4
. 75,3
.73,4
.91,7
Mexico...
...do.......
Dollar....
.86,4
.81,6
.79
. 75,9
. 73,9
.92,3
Peru....
Silver...
Sol..........
.79,5
· 75, 1
Russia......
......do.......
Ruble.....
.63,6
.60, I
.72,7
.58,2
.69,9
.68
.85
• 55,9
.54,4
.68
Tripoli........
...do.....
Mahbub of 20
piasters.
.71,7
.67,7
.65,6
.63
.61,4
.76,7
*The silver standard prevailed in Austria-Hungary up to 1892. The law of August 2 of that year (see
CONSULAR REPORTS, No. 147, p. 623) established the gold standard.
†The Egyptian pound became fixed in value at $4.94,3 in 1887.
The Netherlands florin fluctuated up to the year 1880, when it became fixed at 40.2 cents.
8
VALUES OF FOREIGN COINS.
C.—Quarterly valuations of fluctuating currencies, 1891–294.
Countries.
Monetary unit.
1892.
1893.
Jan. 1. April 1. July 1. Oct. 1. Jan. 1. | April 1. July 1. Oct. 1.
Gold crown.....
$0, 20, 3
Austria-Hungary *
Silver florin....$o. 34, 10. 32,8 $0.32
Bolivia.......
Central America...
Silver boliviano.
.E9, I
.66,5
.64,9
.61,6 $0.61,3 $0.61
$0.60,4
$0.53, I
Silver peso...
.69, 1
.66,5
.64,9
.61,6 .61,3 .61
.60,4
.53, I
Shanghai tael.
1.02, 1
.98,2
· 95,8
.91
.90,6
.90, 1
.89,2
.78,4
Chinat........
Haikwan tael..
1. 13,7
1.09,3
1.06, 7
I. OI, 3
I. OI
ΟΙ
1.00, 4
.99,4
.87,4
Colombia......
Silver peso.......
.69, I
.66,5
.64,9
.61,6
.61,3
.61
.60,4
.53, I
Ecuador.....
.do.......
.69, I
.66,5
.64,9
.61,6
.61,3
.61
.60,4
• 53, I
India......
Silver rupee......
.32,8
• 31,6
•
· 30,8
.29,3
.29,2
.29
.28,7
.25,2
Japan‡.......
Silver yen.
.74,5
.71,6
.69,9
.66,4
.66,1
.65,8
.65, I
.57,3
Mexico.....
Silver dollar…....
.75
. 72,2
. 70,4
.66,9
.66,6
.66,2
.65,6
.57,7
Peru......
Silver sol......
.69, I
.66,5
.64,9
.61,6
.61,3
.61
.60,4
• 53, I
Russia?.......
Silver ruble ......
.55,3
. 53, I
.51,9
.49,2
. 49, I
.48,8
.48,3
.42,5
Tripoli......
Venezuela [..
Silver mahbub..
Silver bolivar....
.62,3
. 13,8
.60
.13,3
.58,5
.55,5
. 55,3
.55
. 54,5
.47,9
.13
.12,3
1894.
1895.
Countries.
Monetary unit.
Jan. 1. April 1. July 1.
Oct. 1. Jan. 1. April 1.
Bolivia.......
Central America…...
Silver boliviano So. 51,6 $0.46,5 $0.45,7
Silver peso.......
[ Shanghai tael.. .76,2 .68,6
-51,6 .46,5 .45,7
$0.46,4 $0.45,5 $0.44, I
.46,4 · 45,5
· 44, I
.67,6
.68,5
Haikwan tael..
China +.........
Colombia.......
Ecuador.....
India....
Japan‡........
Mexico......
.84,9
.76,5
. 75,3
.76,3
.74,9
Tien-Tsin tael.
. 72,7
.67.3
.71,4
•
65,2
· 75,6
.69,2
Chefoo tael......
.71,7
. 70,4
Silver peso.......
.....do........
.51,6
.46,5
.45,7
.46,4
.45,5
· 51,6
.46,5
.45,7
.46,4
• 45,5
.68,3
.44, I
• 44, I
Silver rupee......
.24,5
.22, I
.21,7
•
22
.21,6
.21,0
Silver yen....……….
· 55,6
.50, I
.49,3
.50
Silver dollar......
.56
. 50,5
.49,7 .50,4
.49, I
..49,5
.47,6
-47,9
Peru....
Russia?.......
Silver sol......
• 51,6
Silver ruble......
.41,3
Silver mahbub.. .46,5
.46,5
.37,2
.41,9
·45,7
.36,6 .37, I
.46,4
.45,5
• 44, I
.36,4
.35,3
.41,3
•
41,8
.41, I
· 39,8
Tripoli........
*Austria-Hungary had the silver standard up to August, 1892 (see note to "fluctuating" table B).
+China (silver). The Haikwan tael is the customs tael, and the Shanghai tael that used in trade. Con-
sul-General Denny (CONSULAR Reports No. 43, p. 516) says: "The value of the tael varies in the different
ports of China, and every port has two taels, one being the Government, or Haikwan, tael, in which all duties
have to be paid, and the other the market tael, the former exceeding the latter by some 11 per cent."
Gold is the nominal standard in Japan, but silver is practically the standard. The fixed value of the
gold yen is 99.7 cents.
? The gold ruble is valued at 77.2 cents. Silver is the nominal standard, but paper is the actual currency,
and its depreciation is measured by the gold standard.
|| The Venezuelan bolivar became fixed in value (19.3 cents) on January 1, 1892.
FOREIGN WEIGHTS AND MEASURES.
The following table embraces only such weights and measures as are
given from time to time in CONSULAR REPORTS and in Commercial Rela-
tions:
Foreign weights and measures, with American equivalents.
Denominations.
Where used.
American equivalent. ¦
Almude......
Ardeb......
Are......
Arobe.......
Arratel or libra……..
Arroba (dry)………………….
Do.......
Do.......
Do........
Do.......
Do........
Arroba (liquid)……..
Arshine....
Arshine (square)....
Artel......
Baril......
Barrel..
Do.......
Berkovet.......
Bongkal........
Bonw.....
Bu.........
Butt (wine)....
Caffiso
Candy
Portugal.....
Egypt...
Metric....
Paraguay
Portugal......
Argentine Republic
Brazil....
Cuba......
Portugal..
Spain.......
Venezuela.....
Cuba, Spain, and Venezuela.....
Russia
....do......
Morocco.
Argentine Republic and Mexico....
Malta (customs)...
Spain (raisins)…………..
Russia
.....
India.....
Sumatra.......
Japan.....
Spain........
Malta
4.422 gallons.
7.6907 bushels.
0.02471 acre.
25 pounds.
1.011 pounds.
25.3175 pounds.
32.38 pounds.
25.3664 pounds.
32.38 pounds.
25.36 pounds.
25.4024 pounds.
4.263 gallons.
28 inches.
5.44 square feet.
1.12 pounds.
20.0787 gallons.
11.4 gallons.
100 pounds.
361.12 pounds.
832 grains.
7,096.5 square meters.
0.1 inch.
140 gallons.
5.4 gallons.
India (Bombay).
529 pounds.
Do......
India (Madras)..
500 pounds.
Morocco.......
113 pounds.
575 pounds.
Cantar....
Do.......
Do........
Cantaro (Cantar)…………..
Carga
Catty
Syria (Damascus)……………..
Turkey.
124.7036 pounds.
175 pounds.
Malta......
Mexico and Salvador.
300 pounds.
China....
1.333% (1) pounds.
Do.......
Do.......
Japan...
1.31 pounds.
Do........
Java, Siam, Malacca.......
Sumatra......
1.35 pounds.
Centaro......
Centner......
Do.......
Do.......
Do.......
Do........
Do.......
Do.......
Do........
Do.......
Chih...........
Coyan...........
Do.......
Central America.....
Bremen and Brunswick.
Darmstadt.....
Denmark and Norway....
Nuremberg....
Prussia.......
Sweden.........
Vienna......
Zollverein..
Double or metric.
China.....
Sarawak....
Siam (Koyan)………………….
2.12 pounds.
4.2631 gallons.
117.5 pounds.
110.24 pounds.
110.II pounds.
112.43 pounds.
113.44 pounds.
93.7 pounds.
123.5 pounds.
110.24 pounds.
220.46 pounds.
14 inches.
3,098 pounds.
2,667 pounds.
>
9
10
FOREIGN WEIGHTS AND MEASURES.
Foreign weights and measures, with American equivalents—Continued.
Denominations.
Where used.
American equivalent. !
Cuadra.........
Do.......
Do.......
•
Do........
Cubic meter....
Cwt. (hundredweight)..
Dessiatine....……………………….
Do............
Drachme......
Dun.......
Egyptian weights and measures...
Fanega (dry)...
Do..........
Do........
Do......
Do............
Do.......
Do........
Do.......
Fanega (liquid)……………..
Feddan....
Frail (raisins)..........
Frasco...
}
Do........
Fuder......
Garnice......
Gram
Hectare.......
Hectoliter:
Dry........
Liquid....
Joch.....
Ken.....
Kilogram (kilo)………………….
Kilometer.....
Klafter......
Kota........
Korree.......
Last
Do......
Do.....
Do.......
Do.....
Do.....
League (land).....
Li.
Libra (pound).
Argentine Republic...
Paraguay.........
Paraguay (square).
Uruguay
Metric......
British
Russia..
Spain.....
Greece...
Japan......
(See CONSULAR REPORTS No. 144.)
Central America......
Chile......
Cuba........
Mexico....
Morocco......
Uruguay (double)……………………….
Uruguay (single).
Venezuela......
Spain...........
Egypt.......
Spain......
Argentine Republic.....
Mexico.......
Luxemburg.
Russian Poland.....
Metric...........
...do..
.do...........
.do..........
Austria-Hungary.
Japan....
Metric.....
...do.......
Russia......
Japan....
Russia....
Belgium and Holland .......
England (dry malt).
Germany.
Prussia....
Russian Poland....
Spain (salt).......
Paraguay
China .....
Castilian..
Argentine Republic
Central America…...
Chile............
Cuba........
Mexico....
Peru
Do......
Do.....
Do.....
Do.....
Do.....
Do......
Do.....
Do.....
Do.....
Liter
.....
......
Livre (pound)…………….
Greece
Do.......
Guiana
Portugal........
Uruguay
Venezuela......
Metric
4.2 acres.
78.9 yards.
8.077 square feet.
Nearly 2 acres.
35.3 cubic feet.
112 pounds.
2.6997 acres.
1.599 bushels.
Half ounce.
I inch.
1.5745 bushels.
2.575 bushels.
1.599 bushels.
1.54728 bushels.
Strike fanega, 70 lbs.
full fanega, 118 lbs.
7-776 bushels.
3.888 bushels.
1.599 bushels.
16 gallons.
1.03 acres.
50 pounds.
2.5096 quarts.
2.5 quarts.
264.17 gallons.
0.88 gallon.
15.432 grains.
2.471 acres.
2.838 bushels.
26.417 gallons.
1.422 acres.
4 yards.
2.2046 pounds.
0.621376 mile.
216 cubic feet.
5.13 bushels.
3.5 bushels.
85134
82.52 bushels.
bushels.
2 metric tons (4,480
pounds).
112.29 bushels.
11% bushels.
4,760 pounds.
4,633 acres.
2,115 feet.
7,100 grains (troy).
1.0127 pounds.
1.043 pounds.
1.014 pounds.
1.0161 pounds.
1.01465 pounds.
1.0143 pounds.
1.011 pounds.
1.0143 pounds.
1.0161 pounds.
1.0567 quarts.
1.1 pounds.
1.0791 pounds.
FOREIGN WEIGHTS AND MEASURES.
11
Foreign weights and measures, with American equivalents-Continued.
Denominations.
Load..............
Where used.
England (timber)………………………….
Costa Rica..........
Manzana
Marc......
Maund.....
Meter..
Mil..
Do......
Morgen
Oke..........
Bolivia.....
India......
Metric
American equivalent.
Square, 50 cubic feet;
unhewn, 40 cubic feet;
inch planks, 600 super-
ficial feet.
1 acres.
0.507 pound.
824 pounds.
39.37 inches.
Denmark....
4.68 miles
Denmark (geographical)………………..
4.61 miles.
Prussia.....
0.63 acre.
Egypt.........
2.7225 pounds.
Do......
Pic......
Picul....
Do......
Do.......
Do.......
Do......
Pie..........
Do.......
Pik.....
Pood
Pund (pound)......
Quarter.....
Do......
Quintal..........
Do......
Do......
Do......
Great Britain......
Do.....
Do......
Do.......
Greece
.....
Hungary
Turkey.....
Hungary and Wallachia.
Egypt......
Borneo and Celebes.....
China, Japan, and Sumatra…………….
Java......
Philippine Islands (hemp)......
Philippine Islands (sugar)......
Argentine Republic........
Castilian
Turkey.......
Russia
Denmark and Sweden...
2.84 pounds.
3.0817 pounds..
2.85418 pounds.
2.5 pints.
2114 inches.
135.64 pounds.
133 pounds.
135.1 pounds.
139.45 pounds.
140 pounds.
0.9478 foot.
0.91407 foot.
27.9 inches.
36.112 pounds.
1.102 pounds.
8.252 bushels.
London (coal)…………..
36 bushels.
Argentine Republic.......
101.42 pounds.
Brazil.......
130.06 pounds.
Castile, Chile, Mexico, and Peru.........
101.61 pounds.
Greece.....
123.2 pounds.
Do....
Do......
Do.....
Do...
Newfoundland (fish)……………….
112 pounds.
Paraguay.....
100 pounds.
Rottle.........
Do......
Sagen....
Salm....
Syria........
Metric
....
Palestine...
Syria.........
Russia.
Malta....
Se......
Seer....
Shaku....
Sho.......
Standard (St Petersburg)........
Stone
Suerte..........
Tael....
Tan...
To.......
Ton..............
Tonde (cereals)……………….
Tondeland....
Tsubo.......
Tsun.....
Tunna
Tunnland...
Vara........
Do.......
Do.............
Japan...
India......
Japan.....
Lumber measure………….
British....
Uruguay.....
Cochin China..
Japan.....
....do.......
Space measure..
Denmark......
Japan......
China....
Sweden...
.....do......
Argentine Republic.....
Castile.......
Central America.............…………………………………………………………
125 pounds.
220.46 pounds.
6 pounds.
534 pounds.
7 feet.
490 pounds.
3.6 feet.
I pound 13 ounces.
10 inches.
1.6 quarts.
165 cubic feet.
14 pounds.
2,700 cuadras (see cua-
dra).
590.75 grains (troy).
0.25 acre,
2 pecks.
40 cubic feet.
3.94783 bushels.
1.36 acres.
6 feet square.
1.41 inches.
4.5 bushels.
1.22 acres.
34.1208 inches.
0.914117 yard.
38.874 inches.
12
FOREIGN WEIGHTS AND MEASURES.
1
Foreign weights and measures, with American equivalents-Continued.
Vara..........
Denominations.
Do........
Do......
Do..............
Do............
Do.....
Vedro......
Vergees....
Verst.....
Vlocka.......
Where used.
Chile and Peru
.....
American equivalent.
33.367 inches.
33.384 inches.
Cuba.......
Curaçao
Mexico...........
Paraguay
Venezuela.............
Russia......
Isle of Jersey.....
Russia.
Russian Poland.....
33.375 inches.
33 inches.
34 inclies.
33.384 inches.
2.707 gallons.
71.1 square rods
0.663 mile.
41.98 acres.
METRIC WEIGHTS AND MEASURES.
Metric weights.
Milligram (10 gram) equals 0.0154 grain.
Centigramo gram) equals 0.1543 grain.
Decigram (gram) equals 1.5432 grains.
Gram equals 15.432 grains.
Decagram (10 grams) equals 0.3527 ounce.
Hectogram (100 grams) equals 3.5274 ounces.
Kilogram (1,000 grams) equals 2.2046 pounds.
Myriagram (10,000 grams) equals 22.046 pounds.
Quintal (100,000 grams) equals 220.46 pounds.
Millier or tonnea-ton (1,000,000 grams) equals 2,204.6 pounds.
Metric dry measure.
Millimeter (1
liter) equals 0.061 cubic inch.
Centiliter (liter) equals 0.6102 cubic inch.
Deciliter (liter) equals 6.1022 cubic inches.
Liter equals 0.908 quart.
Decaliter (10 liters) equals 9.08 quarts.
Hectoliter (100 liters) equals 2.838 bushels.
Kiloliter (1,000 liters) equals 1.308 cubic yards.
Millimeter (1
Metric liquid measure.
liter) equals 0.27 fluid ounce.
Centiliter (liter) equals 0.338 fluid ounce.
Deciliter (liter) equals 0.845 gill.
Liter equals 1.0567 quarts.
Decaliter (10 liters) equals 2.6417 gallons.
Hectoliter (100 liters) equals 26.417 gallons.
Kiloliter (100 liters) equals 264.17 gallons.
Metric measures of length.
Millimeter (o meter) equals 0.0394 inch.
Centimeter (
meter) equals 0.3937 inch.
Decimeter (meter) equals 3.937 inches.
Meter equals 39.37 inches.
FOREIGN WEIGHTS AND MEASURES.
13
Decameter (10 meters) equals 393.7 inches.
Hectometer (100 meters) equals 328 feet 1 inch.
Kilometer (1,000 meters) equals 0.62137 mile (3,280 feet 10 inches).
Myriameter (10,000 meters) equals 6.2137 miles.
Metric surface measures.
Centare (1 square meter) equals 1,550 square inches.
Are (100 square meters) equals 119.6 square yards.
Hectare (10,000 square meters) equals 2.471 acres.
HIGHWAYS OF
OF COMMERCE.
On the 10th of April, 1894, the Department of State sent a circular
to consular officers instructing them to prepare reports on the great
through lines of traffic, by land and water, in their districts. The
circular said:
In case of statements for an entire year, the calendar year 1893 should be prefer-
entially covered.
No traffic line need be mentioned unless it carries passengers, through mails, or
freight in very considerable quantities, the purpose of these reports being to supply
to American merchants, travelers, and students authentic information concerning the
great highways of traffic and travel. Neither subsidiary lines nor military lines, as
such, need be discussed.
The great through lines should be reported upon under the heads, "Ocean lines"
(including great coastwise lines), "Railways," "Navigable rivers and canal lines,"
and "First-class highways" (paved or macadamized).
The following interrogatories indicate the kind and the extent of the information
desired:
1. Who controls the respective lines (government, corporations, etc.)?
2. What are the termini and the main points touched?
3. What is the length of the total line, and what are the distances between main
points?
4. What is the condition of the line?
5. What (in the case of ocean lines and important coast, river, and canal lines) is
the number of vessels; what their size and power?
6. What (in the case of railways) is the number of tracks ?
7. What (in the case of highways) is the width?
8. How frequent is the communication on each line?
9. What are the rates (first class) for passengers, and for freight by the ton or
kilogram, both between termini and intermediate points? Reserve terminal charges
(so called) for future treatment, but report on through traffic and short hauls.
Roads overcoming great obstacles (by grade, bridges, etc.) should be specially
mentioned, and accurate historical notes upon important highways would be appre-
ciated.
The following reports in answer to the circular had been received up
to July 10, 1895. In cases where no replies to the circular were forth-
coming, or where it was impossible to obtain original information, owing
to the fact that no consular representatives of the United States were
stationed in the localities described, such matter as was procurable has
been given, the sources being indicated either by footnotes or in the
body of the text.
15
RAILWAYS AND TELEGRAPHS OF THE WORLD.
1. RAILWAYS.
The minister of public works for the German Empire has recently
published the annual Railway Record. The statistics are based upon
facts existing on December 31, 1892. At that date, the total length of
all the railways of the world amounted to 406,3483 miles, or more than
sixteen times the circumference of the earth at the equator.
In the apportionments by continents, America occupies first rank with
218,871 miles, or 31,3944 miles more than the remainder of the world.
Europe has 144,359 miles of railway, while Asia, notwithstanding its
immense size, counts only 23,219 miles. Africa has 7,2124 miles, and
Australia 12,685 miles of iron road.
The following table gives the figures for various European countries:
Countries.
Length of
railways,
in miles.
Miles of Miles of
railway per railway per
100 square
1
Germany.
Austria-Hungary
Great Britain and Ireland…….
France
Russia.
Italy
Belgium.
Spain
10,000 in-
miles.
habitants.
27, 451
13.084
5.45
17, 621
7.313
4. 44
20,321
16.778
5.16
24, 014
11.229
6.26
19, 622
.936
2.05
8, 496
7.678
2.74
3, 379
29.710
5.45
6,769
3.456
3.93
The other countries of Europe combined have a total of 16,655 miles
of road, making a total of 144,359 miles, as already stated, for all
Europe, with a proportion of 3.829 miles per 100 square miles, and of
4.22 miles per 10,000 inhabitants.
Of the 218,871 miles opened in America, the United States alone
possesses 174,747 miles,¹ with a proportion of 4.913 miles per 100 square
miles, and of 25.12 miles per 10,000 inhabitants. Next come Canada
and the British Provinces with 14,866 miles, or 0.436 mile per 100 square
miles, and 30.66 miles per 10,000 inhabitants. There are in Mexico
6,624 miles of railway; in Brazil, 6,388 miles, and in the Argentine
Republic, 8,161 miles.
¹ Poor's Manual of Railroads gives the mileage of railways in the United States
as 175,204 and 177,753 miles, at the close of the calendar years 1892 and 1893, respec-
tively. The Statistician and Economist, for 1895–96, gives the railway mileage of the
United States at the close of the calendar year 1894 as 189,576, and the total mileage
of the world at 423,923.
16
HIGHWAYS OF COMMERCE.
17
Of the 23,219 miles of railway in Asia, 17,715 miles are located in
the British East Indies. In Africa, the French possessions have 1,984
miles and Cape Colony 2,443 miles.
The financial statistics relative to the subject are interesting. It is
estimated that these 406,3483 miles of railway have cost $33,655,340,000,
which makes the average cost per mile $82,823.73. The total length of
European railways has cost $17,505,100,000, being an average cost of
$121,260.88 per mile.
In the countries about to be mentioned, the average price per mile has
been as indicated by the following table, which also gives the total
amount invested in railways:
France..
Great Britain and Ireland.
Belgium
Italy..
Austria-Hungary.
Germany
Russia.
·
Countries.
Average cost
per mile.
$131, 859.96
131, 047.76
130, 984. 08
114, 593.99
95, 391. 47
95, 194. 23
90, 414. 18
Total amount in-
vested in railways.
$3, 166, 485, 079.44
2. 663, 021, 530.96
442, 585, 206. 32
973, 590, 539. 04
1,680, 893, 092.87
2, 613, 176, 807.73
1, 756, 107, 039. 96
The 261,989 miles of the other portions of the globe represent a
total sum of $16,152,170,000, with an average cost of $61,651.85 per
mile. The cheapest railways are in Australia, where, in the western
portion, the price falls as low as $21,723 per mile.
The United States share in the figures above mentioned to the
amount of $10,362,170,000, with an average cost per mile of $59,298.12.
The total cost for Canada has been $856,148,000, or an average of
$57,591 per mile.
2. TELEGRAPHS.
Another authority gives the total length of telegraph wires as
1,062,543 miles,' of which 380,278 miles are in Europe, 545,625 in
America, 67,481 in Asia, 21,562 in Africa, and 47,535 miles in Australia.
The United States has the largest number of miles of wires, there
being 403,891 miles, or more than the total for all Europe.
The following statement shows the mileage by countries:
United States
Miles.
403, 891
Miles.
Canada
32, 311
Russia
80, 778
Italy..
24, 233
Germany.
D
73, 322
Turkey
20,505
France
-
59, 652 | Argentine Republic
18, 6:41
Austria-Hungary
42, 999 Spain
16, 158
British East Indies.
39, 146
Chile
15, 845
Mexico....
United Kingdom
37, 904
34, 175
Belgium
4, 624
'The Statistician and Economist, for 1895-96, gives the following telegraphic
figures: Total telegraph lines of the world, 904,701 miles; total miles of wire,
2,682,583. Total miles of telegraph in the United States at the close of 1894, 190,303;
total miles of wire in the United States, 790,792.
533A-2
18
HIGHWAYS OF COMMERCE.
1
Divisions and countries.
100 square
Number of
miles per
Number of
miles per
10,000 in-
Divisions and countries.
Number of Number of
miles per
miles per
100 square
miles.
habitants.
miles.
10,000 in-
habitants.
The world..
*2.06
0.708
COUNTRIES—continued.
DIVISIONS.
Europe.
10
10.870
Great Britain and Ireland
Italy
28. 217
8.544
21.899
7.573
America
3.495
49.602
Austria-Hungary
17.846
10. 238
Asia
.332
.848
Turkey
16. 274
12. 612
United States.
11. 354
62.137
Africa.
.187
1.047
Australia
1.359
15, 845
Spain
8.237
8.976
...
Chile
6. 169
62.727
Mexico.
5.046
34.458
COUNTRIES.
British Indies.
4. 534
1.957
Belgium.
40.622
7.700
Russia.
3.572
8.503
Germany.
34.946
14.664
....
Argentine Republic..
1.702
46.602
France..
29.228
14.913
Canada.
.932
53.852
*Only land surfaces are considered in obtaining this result; in the subsequent calculations, all the
larger bodies of water have been excluded.
GHENT, November 26, 1894.
HENRY C. MORRIS,
Consul.
NORTH AMERICA.
DOMINION OF CANADA.
INTRODUCTORY.¹
Canada has a system of canal, river, and lake navigation over 2,700
miles in length, and vessels from the lake ports reach the Atlantic with-
out breaking bulk. Up to 1891, $61,000,000 had been spent on canals
for construction alone. In 1892, 25,105 vessels, of 4,273,760 tons, passed
through the Canadian canals, carrying 152,439 passengers and 3,031,736
tons of freight, chiefly grain, timber, and coal.
The Dominion of Canada had a network of railways of a total length
of 15,320 miles completed at the end of June, 1893, being a considerable
increase over that of 1891. The number of miles in operation was
15,020. A considerable extent of railway is in course of construction,
and concessions have been granted by Government for upward of 4,000
miles more. The Canadian Pacific Railway main line, from Montreal to
Vancouver, is 2,906 miles in length. By means of this railway and a
line of Pacific steamers, subsidized by the Imperial and Dominion
Governments, Montreal and Yokohama have been brought within four-
teen days of one another, and the journey from Liverpool to Yokohama
is accomplished in less than twenty-one days. An experimental service
has also been established between Australia and British Columbia, the
first steamer, the Miowera, arriving at Vancouver from Sydney, New
South Wales, on June 8, 1893, with mails, passengers, and freight.
The traffic on Canadian railways in 1892 and 1893 was:
Year.
Miles of
railway.
Passengers.
Tons of
freight car-
ried.
Receipts.
Expenses. Net profits. Capital paid
up.
1892
1893.
14, 588
15, 020
13, 533, 414
13, 618, 027
22, 189, 923
22, 003, 599
$51, 685, 768
52,042, 397
$36, 488, 228
36, 616, 033
$15, 197, 540
15, 426, 304
$844, 991, 750
872, 156, 476
In 1893, of the capital paid up, $147,212,610 represented Federal
Government aid, and $42,148,313 aid from provincial governments and
municipalities.
On June 30, 1893, there were 8,437 post offices in the Dominion. A
uniform rate of postage of 3 cents has been established over the whole
Dominion. The number of money-order offices in Canada in 1893 was
From the Statesman's Year Book for 1895.
19
20
HIGHWAYS OF COMMERCE.
1,168. Since confederation, in 1867, the number of offices has doubled,
and the number of orders sent is more than eight times as many.
There were 31,841 miles (2,709 being Government) of telegraph lines
in Canada in 1893, and 69,111 miles of wire, with 2,692 offices. There
were, in 1893, 44,000 miles of telephone wires, and 33,500 sets of instru.
ments.
THE CANAL SYSTEM OF CANADA.¹
The St. Lawrence River, and the Great Lakes, whose waters flow
through it into the Atlantic, form a continuous waterway extending
from Fond du Lac, at the head of Lake Superior, to the straits of Belle
Isle, a distance of 2,384 miles. Along its course, at convenient dis-
tances, is abundant water power, and in its numerous bays and inlets
are safe and commodious harbors.
Emptying into the St. Lawrence and contributing to the volume of
its waters, as well as to the importance of its trade, are the Ottawa
and Richelieu rivers, the former bringing it into communication with
the immense lumber forests of Ontario, and the latter connecting it
with Lake Champlain in the United States. These rivers were the
thoroughfares in peace and the base lines in war for the Indian tribes
long before the white man appeared on the Western Hemisphere. Upon
their broad bosoms, the first explorers and voyagers pushed their
adventurous way into the heart of this northern country, and opened
it to commerce and civilization.
The early colonists of Canada found them the convenient and almost
the only channels of intercourse among themselves and with the home
country. Supplies were brought up the St. Lawrence in seagoing ves-
sels to Quebec and Montreal, and thence distributed to the scattered
settlements throughout the country.
Indian canoes, richly laden with furs and pelts, and later, batteaux
and Durham boats, freighted with the surplus grain of the colonists,
and lumber rafts from the Upper Ottawa and the lakes, floated down
the Ottawa and the St. Lawrence to Montreal, Three Rivers, and Quebec,
where their cargoes were exchanged for the comforts and necessaries of
life brought from France. The St. Lawrence was navigable for sea-
going vessels as far as Montreal, but between Montreal and the foot
of Lake Ontario, there was a succession of rapids separated by navi-
gable reaches. On account of the rapidity of the current, these rapids
are impassable to boats of any size ascending the river, but most of
them can be passed on the downward trip by vessels not too heavily
loaded and built strongly enough to resist the strain of the whirling
waters.
The head of navigation on the Ottawa River is the city of Ottawa,
now the capital of the Dominion, but formerly, known as Bytown.
¹Extracts from report by Consul-General Stearns, of Montreal, printed in Consular
Reports, No. 42, June, 1884. Reprinted in Special Consular Reports, "Canals and
Irrigation," 1891.
HIGHWAYS OF COMMERCE.
21
Between this city and the mouth of the river at the southern extremity
of the Island of Montreal, there are several impassable rapids.
The Richelieu, which is, as I have said, the outlet of Lake Champlain,
was also so much obstructed at various points as to be unavailable for
navigation.
A list of the various rapids on the St. Lawrence, Ottawa, and Riche-
lieu, with a statement showing their length and that of the navigable
reaches between them, will be found in Appendices A, B, and C.
The canal system of Canada, both in its entirety and its separate
parts, has been established to overcome these obstructions, and, by
artificial channels at various points, to render freely navigable the
natural routes of transportation. By means of it, the whole St. Law-
rence system, from Lake Erie to the sea, has been made passable by a
connecting chain of canals, comprising 71 miles of artificial naviga-
tion, the least depth of which is 9 feet; a line of communication estab.
lished between the St. Lawrence at Montreal and Lake Ontario at
Kingston, by way of the Ottawa and the Rideau River, and a passage
opened from the St. Lawrence to Lake Champlain and the United States.
APPENDIX A.-Table of distances, sections of navigation, and obstructions on the St.
Lawrence route.
From-
Montreal ..
Lachine
Melocheville..
Valleyfield.
Cornwall.
Dickinsons Landing...
Farrans Point.
Croyles Island.
Morrisburg.
Head of Rapide Plat...
Iroquois Village..
Head Galops Rapids.
Prescott...
Kingston.
Port Dalhousie
Port Dalhousie
Lachine
To-
Melocheville..
Valleyfield
Cornwall
Dickinsons Landing
Farrans Point ….
Croyles Island..
Morrisburg.
Rapide Plat
Iroquois Village.
Galops Rapids.
Prescott.
Kingston
Port Dalhousie
Port Colborne
Port Colborne
Dis-
Sections of navigation.
Obstructions.
tance.
Miles.
Lachine Canal…….
Lake St. Louis..
Beauharnois Canal
83 Lachine Rapids.
151
111
Cascades, Coteau
and Cedar Rapids.
Lake St. Francis
Cornwall Canal..
323
11
Long Sault Rapids.
River St. Lawrence..
5
Farrans Point Canal
River St. Lawrence.
Rapide Plat Canal
Rapids.
10
4
Rapide Plat Rap-
ids.
River St. Lawrence.
Galops Canal …….
River St. Lawrence.
River St. Lawrence.
59
How to calco
Galops Rapids.
Lake Ontario …….
Welland Canal (old)
170
27
Niagara River and
Falls.
Welland Canai (enlarged).
263
APPENDIX B.-Table of distances, sections of navigation, and obstructions on the Montreal,
Ottawa and Kingston route.
From--
Montreal
Lachine
Foot of St. Anne's Ca-
nal and lock.
Head
of St. Anne's
Canal and lock.
Foot of Carillon Canal.
Head of Carillon Canal.
Foot of Grenville Ca-
nal.
Head of Grenville Ca-
nal.
Ottawa City..
To-
Lachine..
St. Anne's Canal..
Head of St. Anne's
Canal and lock.
Foot of Carillon Ca-
nal.
Head of Carillon Ca-
nal.
Grenville Canal…………
Head of Grenville
Canal.
Ottawa City
Kingston
Sections of navigation.
Dis-
tance.
Obstructions.
Miles.
83
143
18
St. Anne's Rapid.
27
Lachine Canal.
Lake St. Louis..
St. Anne's Canal.
Lake of Two Mountains
and River Ottawa.
Carillon Canal...
River Ottawa.
Grenville Canal.
River Ottawa..
Rideau Canal……
·
ત
67
Carillon Rapids.
53 Long Sault Rapids.
56
1261 Rapids and shal
lows and falls.
22
HIGHWAYS OF COMMERCE.
From-
APPENDIX C.-Table of distances, sections of navigation, and obstructions on the Lake
Champlain route.
Montreal
Sorel
St. Ours
St. Ours Lock
Chambly Basin
St. Johns
Canals.
To-
Sections of navigation.
Dis-
tance.
Obstructions.
Miles.
Sorel...
St. Ours
River St. Lawrence.
River Richelieu..
St. Ours lock and dam
46
14
St. Ours Rapids..
Chambly Basin
River Richelieu..
32
•
St. Johns
Chambly Canal
12
Chambly Rapids.
Rouse Point..
River Richelieu
23
APPENDIX D.—Table showing length of each canal, number and dimensions of locks, and
dimensions and tonnage of vessels which can pass them.
Locks.
Vessels passing through.
Length.
No. of locks.
Lockage.
Length.
Breadth.
Depth.
Length.
Breadth.
Draft.
Miles.
Feet.
Lachine..
82
5
45 270
45
12
250
44
12
1, 000 to 1, 500
Beauharnois..
111
9
82
200
45
9
180
44
9
700
Cornwall
11
7
48.1 200
55
9
180
54
9
750
Williamsburg
12
6
293
200
45
9
180
44
9
800
Welland (new)
263 26
3261 270
45
12
250
44
12
1,000 to 1, 500
St. Ours lock
1
5
200
45
7
180
41
7
600
Chambly.
8
9
74
118
23
7
110
23
230
St. Anne's lock
1
2
200
45
9
180
44
9
700
Carillon
2
123
200
45
9
180
44
9
700
Grenville
53
5
453 200
45
9
180
44
9
700
Rideau
1261
47
(1)
134
33
5 120
31
4
250
Rise, 2821; fall, 161; total, 4461.
NOTE. The depth given is the average depth at low water. When the water is unusually low this
depth can not be maintained, and the capacity of the canals is reduced.
CANAL DEVELOPMENT.¹
Previous to confederation, the canals in Canada were owned by the
provincial governments.
In 1867, the union of the provinces was effected and they became the
property of the Dominion Government, subject to the control of the
department of inland revenue, but their construction, maintenance,
and repairs are provided for by the department of railroads and canals.
The St. Lawrence and Welland Canal systems, in conjunction with the
Sault Ste. Marie Canal and the Great Lakes, give an unbroken water
communication from Duluth via Montreal to Liverpool, a distance of
4,618 miles, of which 71 miles are artificial navigation.
In 1841, the system of canals between Montreal and Lake Ontario
was contemplated with a view of securing a depth of 9 feet at all stages
of the St. Lawrence waters.
The St. Lawrence River, however, is from various causes subject to
fluctuations, the extent of which it seems was not determined with pre-
cision at the time when the canals were originally constructed.
1 Report by Commercial Agent Leishman, of Morrisburg, printed in Special Consu-
lar Reports, "Canals and Irrigation," 1891.
Tonnage.
HIGHWAYS OF COMMERCE.
23
The observations and experience of subsequent years have proven
that while the intermediate river affords a sufficient depth for vessels
drawing 9 feet, in the canals themselves at certain periods of low water
that depth can not be maintained, the bottom not having been sunk to
an adequate low depth.
The Dominion canals constructed between Montreal and Lake Erie
are the Lachine, Beauharnois, Cornwall, Farrans Point, Rapide Plat,
Galops, and Welland. The aggregate length of these canals is 701
miles, the total height overcome by locks is 5334 feet, and the number
of locks is fifty-three. The greatest navigable depth is 14 feet, and that
at present is to be found only in the Welland Canal, which was opened
for the first time for 14-foot navigation during the season of 1888.
In the year 1871, it was decided by the Dominion Government to
enlarge the canals on the St. Lawrence route, and it was subsequently
determined that such a depth should be secured as would accommo-
date vessels of 14 feet draft. In conformity with this scheme of enlarge-
ment, all permanent structures, such as locks, bridges, etc., which are
being built are required to be of such proportions as will accommodate
vessels of 14 feet draft. The new locks are 270 feet long between the
gates, 45 feet wide, and with a clear depth of 14 feet of water on the
sills. The walls are of dressed stone, backed up with large, flat-bedded
stones, and laid throughout in hydraulic cement. The face stones are
laid in regular courses, the thickest course being at the bottom and di-
minishing upward in regular succession. The foundation timbers are
pine, 12 inches square, and covered with two thicknesses of planks.
Lachine Canal.—The Lachine Canal is located on the northern side
of the St. Lawrence River. It extends from the city of Montreal to the
village of Lachine, and was constructed to overcome the St. Louis
rapids. It is 8 miles in length, has five locks, and a total lockage or
rise of 45 feet. Its mean width is 150 feet. It consists of one channel,
with two distinct systems of locks, the old and the enlarged. Its
present navigable depth is 12 feet, but with the excavation of the canal
prism to a further depth of 2 feet, it will accommodate vessels of 14
feet draft. A portion of this canal is lighted by electricity. Its con-
struction consists of the excavation of earth and rock, and the manner
of letting the work is by public tenders. The work on this canal was
commenced in 1821, and the first vessel passed through it in 1825.
•
Beauharnois Canal.-This canal commences 15 miles west from the
head of the Lachine Canal. It is on the south side of the St. Lawrence
River and connects Lakes St. Louis and St. Francis, and passes the
three rapids known, respectively, as the Cascades, the Cedars, and the
Coteau. Its length is 114 miles, the number of locks is nine, and their
dimensions are the old size-200 feet long and 45 feet in width. The
total rise or lockage overcome is 82 feet; the navigable depth is 9
feet; the breadth of the canal bottom is 80 feet, and its breadth at the
water surface is 120 feet. Opened in October, 1845, for navigation.
24
HIGHWAYS OF COMMERCE.
Cornwall Canal.-The Cornwall Canal was commenced in 1834 and
opened for navigation in 1842. It is situated on the north side of the
St. Lawrence, opposite the village of Cornwall, and commences 323
miles from the head of the Beauharnois Canal. It extends past the
Long Sault Rapide. It is the longest canal on the St. Lawrence, being
11½ miles in length, has six locks, two of which are of the new or enlarged
size. The total rise or lockage overcome is 48 feet. The navigable
depth is 9 feet. Its breadth at the bottom is 100 feet and at the water
surface 150 feet. Four new locks are under contract and are now [1889]
in the actual course of construction, together with the supply weirs and
bridges, also the enlarging and deepening of the canal prism. Its water
is utilized for motive power by varied and extensive manufacturing
industries. This canal was formed by excavation and crib work.
Williamsburg Canals.-The Farrans Point, Rapide Plat, and Galops
canals are collectively known as the Williamsburg Canals. They are
situated on the north shore of the St. Lawrence River and were con-
structed to overcome certain rapids, the names of which they bear.
They were formed by cutting through projecting points, and with the
material removed inclosing bays and indents in the shore line, making
a continuous range of bank between the river and the canal. Wherever
required by the swiftness of the current, the depth of water, or other
circumstances, the bank is made solid by a line of rough crib work, and
along the outer side of the bank as well as the two inner sides of the
canal a wall of broken stone has been built to prevent the washing of
the sides. The channel is 50 feet wide at the bottom, with side slope
of 2 horizontal to 1 vertical. The breadth of the canal is 90 feet at
the surface of the water and it is navigable for vessels of 9 feet draft.
The Farrans Point Canal is the first of the division in ascending the
river. It commences 5 miles from the head of the Cornwall Canal. It
was opened in 1847, is three-fourths of a mile in length, has one lock,
with a lockage or total rise of 4 feet. Its banks vary from 15 to 38 feet
high over the water surface.
Rapide Plat Canal is the second of the series and is located opposite
the village of Morrisburg. It commences 10 miles from the head of
Farrans Point Canal. It was first opened for navigation in September,
1847. It is 4 miles in length, has two locks, and a total rise or lockage
of 113 feet. The enlargement of this canal in conformity with the pro-
portions of the general scheme has been commenced.
The Galops Canal commences 43 miles from the head of Rapide Plat
Canal. It is 7 miles in length, has three locks, and a total rise or
lockage of 153 feet. It was first opened October, 1847. The new work
completed on this canal consists of the deepening of a channel way at
upper end, greatly facilitating access to the canal.
Welland Canal.-The Welland Canal connects Lake Erie with Lake
Ontario. It is 263 miles in length, extending from Port Colborne to
Port Dalhousie. It has twenty-six locks and a total rise or lockage of
HIGHWAYS OF COMMERCE.
25
326 feet. Its construction was commenced by an incorporated com-
pany. The first sod was turned November 30, 1824. The company's
financial resources proved inadequate to the large outlay that was
necessary to maintain the canal in the efficient condition its importance
required, and in 1841 an act was passed authorizing its purchase by
the Government. This canal was opened for navigation in 1841. It
has gone through several subsequent changes, the tendency of which
has been to greatly increase its depth and dimensions.
THE SAULT STE. MARIE CANAL.
A press dispatch from Sault Ste. Marie, Ontario, gives the following.
account of the opening, on the 13th of June, 1895, of the Sault Ste.
Marie Canal, connecting the waters of Lake Superior with those of
Lake Huron by a route on the Canadian side, avoiding the rapids of
the strait:
It was expected that a large delegation of ministers and members of the Canadian
Parliament would be here to-day to join in celebrating the opening of the new Cana-
dian canal, but as members in both sides of the house were opposed to breaking in
on the time of Parliament when so many were anxious to get home, the idea was
abandoned.
There were no speeches or parades or other ceremonies incident to the opening.
The canal will not have an available draft at present of more than 14 feet on account
of bowlders in the channel. It will take a month yet to remove all obstructions.
The contracts for the canal and lift locks were let in November, 1888, and those for
the entrance works in January, 1889. Water was first admitted to the lock Septem-
ber 25, 1894. The total length of the canal across St. Marys Island is 4,000 feet, or
from eastern to western extremities of the piers about 8,000 feet. With the ap-
proaches, the total distance is about 33 miles. The lock chamber is 900 feet long, 60
feet wide, with depth of water sufficient to pass vessels of 20 feet draft at the lowest
recorded stage of water below the lock. The lock fills in nine minutes and can be
emptied in seven and one-half minutes.
The canal proper has a surface width at low-water level of 152 feet, and a bottom
width of 145 feet. At a point about 1,500 feet above the lock it is crossed by a swing-
bridge over which the railway systems of Canada and the United States find accom-
modation. The works altogether cost about $4,000,000.
The New York Journal of Commerce of June 17, 1895, says:
On Thursday the Canadian canal at the falls of St. Marys River, the outlet of
Lake Superior, was opened, and it affords to navigation much greater facilities than
the canal on the American side which is now in use, but the American canal which
will be opened next year will in its turn surpass the Canadian canal in general
capacity, though the Canadian canal will remain superior in two dimensions. These
canals and their locks may be spoken of interchangeably, because in each case the
canal consists simply in the lock and the channels approaching it. It is only four-
teen years since the present American canal was opened, and yet the growth of the
lake commerce was so rapid that the construction of a new lock was begun six years
ago. The inadequacy of the lock now in use became apparent before it was opened
for commerce, but when it was projected a lock 515 feet long and carrying 17 feet of
water on the sills in a favorable stage of water seemed likely to respond to all
demands upon it for many years to come.
The Canadian lock, which in rapidity of construction has outstripped ours, is 900
feet long, 60 feet wide and 22 feet deep. Of our new lock, the masonry work is com-
pleted, and all the gates will be completed this summer, but nearly a year's work
26
HIGHWAYS OF COMMERCE.
remains on the approaches. The lock is 800 feet long, 100 feet wide, and a steamer
drawing 21 feet of water can pass through it. Though shorter than the Canadian
lock, its superficial area is 80,000 feet, and that of the Canadian canal 54,000 feet. The
American canal lock will accommodate four of the largest lake steamers at the same
time. The depth of the lock is as great as there will be any occasion for until the
lake ports generally are deepened. The two largest and finest passenger steamers
on the lakes, the Northwest, which was put on the route last year, and the North Land,
which has begun her career this year, and which compare not unfavorably with
Atlantic passenger steamers, excepting a very few of the champion racers, draw, we
believe, but 17 feet of water. It seems unlikely at present that steamers drawing
more than 21 feet will ever be desired on the lakes.
The net registered tonnage passing through the St. Marys Falls Canal in 1885 was
but a trifle more than 3,000,000 tons, and the average tonnage of vessels was 602
tons; in 1894, in spite of the dullness in the ore trade in the early part of the year,
the tonnage of the canal exceeded 13,000,000 tons, and the average tonnage of vessels
passing through had increased to 944 tons. The net tonnage that passed through
the Suez Canal in 1894 was but a trifle over 8,000,000 tons. The number of passengers
carried through the St. Marys Canal in 1894 was 14,491, compared with 3,352 through
the Suez Canal. The aggregate tonnage of all domestic and foreign steam and sail-
ing vessels that entered from or cleared for foreign countries at all ports of the United
States in 1894 was only a little more than 15,000,000 tons, or a little more than
2,000,000 tons in excess of the tonnage of vessels that passed through the lock of the
St. Marys Canal.
UNITED STATES AND CANADIAN CANAL COMMISSION.
In the sundry civil appropriation bill, the Fifty-third Congress, third
session, 1895, provided that the President of the United States be
authorized to appoint three persons who should have the power "to
meet and confer with any similar committee which may be appointed
by the Government of Great Britain or of the Dominion of Canada,
and who shall make inquiry and report whether it is feasible to build
such canals as shall enable vessels engaged in ocean commerce to pass
to and fro between the Great Lakes and the Atlantic Ocean, with an
adequate and controllable supply of water for continual use; where
such canals can be most conveniently located, the probable cost of the
same, with estimates in detail; and if any part of the same should be
built in the territory of Canada, what regulations or treaty arrange-
ments will be necessary between the United States and Great Britain
to preserve the free use of such canal to the people of this country at
all times; and all necessary facts and considerations relating to the
construction and future use of deep water channels between the Great
Lakes and the Atlantic Ocean." Writing of this project from Ottawa,
under date of June 11, 1895, a correspondent of the New York Evening
Post says:
The Dominion Government is about to appoint a departmental commission for the
same purpose, and it is expected that the two bodies will meet, and, if possible,
arrive at a common plan. An international convention, held at Toronto last fall,
recommended that the route should be deepened to 21 feet and a canal of the same
depth constructed from the St. Lawrence to the Hudson, either by way of the Mohawk
or by enlarging the existing channel of the Richelieu River and Champlain Canal,
the whole work to be done at the joint expense of the United States and Canada
HIGHWAYS OF COMMERCE.
27
and to be subject to their joint control. This convention was the outcome of smaller
conventions at Grand Forks and elsewhere in the Northwestern States.
Canada has spent about $50,000,000 on the St. Lawrence route to secure a 14-foot
channel. From the Strait of Belle Isle to Duluth is 2,385 statute miles, of which
72 are artificial and 2,313 open navigation. From Belle Isle to Liverpool is 2,234
statute or 1,942 geographical miles. The artificial navigation can be deepened to 21
feet for about $30,000,000. The cost of enlarging the Richelieu and Champlain route
to connect Montreal with Albany and New York City is not accurately known, nor
has any estimate been formed of the cost of building a canal by the Mohawk. Some
engineers recommend that instead of going by the Mohawk or the Richelieu it would
be better to build a canal from Caughnawaga, opposite Montreal, to Lake Cham-
plain. The entire project is still in the nebulous form, though all agree that it would
be a great thing for the Northwest to have a deep-water line to New York and New
England as well as to Liverpool.
The navigation of the Gulf of St. Lawrence was made free to both nations by the
treaty of 1783, that of the River St. Lawrence by the Washington treaty of 1871.
But the key to the navigation of the river lies in the Canadian canals between Mon-
treal and Kingston, and between Lake Ontario and Lake Erie. The Welland Canal,
joining these two lakes, is 14 feet deep and the lower canals will soon be that depth;
at present their greatest depth is 9 feet. The fleet of large steamers, 300 in number,
plying west of Buffalo, is thus literally shut up in the upper lakes; in other words,
the St. Lawrence route to tidewater is available only to the smaller lake craft, and
till a depth of 21 feet is obtained from end to end the cost of transportation can not
be materially reduced.
The Dominion is not in a position to sink much more money in canals or anything
else, its net debt being already $50 per head. Canadians think, moreover, that as
the United States would profit fully as much as themselves from a 21-foot channel
between Montreal and Duluth, the United States should help to foot the bill. It is
said that with that depth in the canals wheat could be sent from Duluth to Liver-
pool for 10 cents a bushel. But the principal gain, perhaps, would be in the cheap-
ening of transportation between the Northwestern and Eastern States, food products
going one way and manufactures the other. It is also assumed that the low rates on
this route, open seven months in the year, would tend to reduce rates on all lines of
railroad south of it connecting the Western States with the Atlantic. The distance
from Montreal to New York by the Richelieu River and Champlain Canal is 457 miles,
of which 372 are open and 85 artificial navigation. The lockage upward from the
St. Lawrence at Sorel to the summit-level of the Champlain Canal is 136 feet, and
from the summit down to Albany 150 feet. Mr. L. E. Cooley, the Chicago engineer,
advocates a 21-foot channel from Chicago to the Gulf of Mexico as part and parcel of
the St. Lawrence scheme.
BRITISH COLUMBIA.
OCEAN LINES.
Victoria, British Columbia, from its location and its natural relation
to coastwise and transpacific lines, is a growing center of travel and
traffic, and of necessity, will always remain so. It lies directly in the
way of all the north and south Pacific Coast lines, both rail and water,
and of all the lines from the Orient which strike the American conti-
nent north of San Francisco. It is the first and last port touched by
28
HIGHWAYS OF COMMERCE.
deep sea vessels coming and going from all that part of the globe
where extreme west meets extreme east.
Six principal steamship lines touch at this port at present, or make
it one of their termini. The great through lines of traffic are: Cana-
dian Pacific Steamship Company, Canadian and Australian Steamship
Company, Northern Pacific Steamship Company, Pacific Coast Steam-
ship Company, Puget Sound and Alaska Steamship Company, Cana-
dian Pacific Navigation Company. In addition to these lines are the
Esquimalt and Nanaimo Railway; the steamship line from Victoria to
Comox, and the line to New Westminster and other points on the
Fraser River.
Canadian Pacific Navigation Company Line.-The vessels of this line
are the Empress of China, the Empress of India, and the Empress of
Japan. They run in connection with the Canadian Pacific Railway,
making Vancouver the American terminus, and Hongkong the Asiatic
terminus. These ships are of about 6,000 tons register, 10,000 horse-
power, 485 feet long, 51 beam, 36 below hatches, and are fitted for
both passengers and freight. They are new, having been built at Bar-
row, England, in 1891; are in excellent condition, and can accommodate
180 first class, 200 second class, and 1,000 steerage passengers. The
ocean is crossed in thirteen to fourteen days, and trips are made once
in three weeks.
The distance from Vancouver to Yokohama is 4,283 miles; fare
(first class), one way, $200; round trip, $300.
Distance from Vancouver to Hongkong, 6,140 miles; fare (first class),
one way, $225; round trip, $325.
Freights are difficult to quote, owing to classification, quality, etc.
They run from $5 to $50 per ton, through rates.
Canadian and Australian Line.-This line was opened in 1893, the
first trip being made by the Miowera, since then disabled and returned
to England for repairs. The vessels now in service are the Warrimoo
and Arawa. They are of 5,000 tons register, thoroughly seaworthy,
of good power, and well fitted for both passenger and freight business.
The terminal points are Vancouver and Sydney, touching at Hono-
lulu and Suva en route. The distances are: Vancouver to Honolulu,
2,410 miles; Vancouver to Sydney, 6,824 miles. Fare to Honolulu
(first class), $75; to Suva or Sydney, $200. The steamers stop at Vic-
toria going and coming, landing at the outer wharf. They also make
stops of several hours at Honolulu and Suva. Through freight rates
run from $5 to $20 per ton, according to classification.
Northern Pacific Steamship Company.-This line was opened in 1893
and runs in connection with the Northern Pacific Railroad. There are
three vessels, the Tacoma, the Victoria, and the Sikh. The terminal
points are Tacoma, Washington, and Hongkong, China. Service in
summer once in three weeks, and in winter once in four weeks. The
HIGHWAYS OF COMMERCE.
29
Tacoma is a vessel of 1,662 tons; length, 327 feet; beam, 39; below
hatches, 26; horsepower, 250; compound engines; the Victoria, 2,035
tons; length, 360 feet; beam, 40; below hatches, 34; horsepower, 500;
the Sikh, 1,736 tons; length, 335 feet; beam, 40; below hatches, 25;
horsepower, 500. First-class passenger rates from Tacoma to Yoko-
hama, $175; from Tacoma to Hongkong, $225. Freight rates may be
quoted at $12 per ton, but they vary much under classification. The
vessels are in good condition and make the passage in fifteen to
eighteen days.
COAST WISE LINES.
Pacific Coast Steamship Company. This line has been in business for
many years between San Francisco (where it connects with the trans-
continental railroads) and Puget Sound ports. It also runs steamers
the year round from Puget Sound to Wrangel, Juneau, and Sitka,
Alaska. In summer extra vessels are put on this northern service that
carry excursion parties to that far-off, interesting region. The steamers
from San Francisco come directly to Victoria, British Columbia, with-
out touching at intermediate points. After landing passengers and
freight at Victoria they spend several days in the Sound, visiting Port
Townsend, Seattle, Tacoma, Fairhaven, and occasionally other ports,
returning to Victoria before leaving on the homeward bound trip. The
distance from San Francisco to Victoria is 750 miles. The vessels are
the Umatilla, Walla Walla, and the City of Puebla.
The two former are of 3,070 tons register, iron, screw propellers;
length, 310 feet; beam, 40; hold, 22. The City of Puebla is somewhat
smaller. All are kept in complete repair and are skillfully and safely
handled by competent officers. Fare between termini, first class, $20,
including berth and meals; second class, $10. Freight charges range
from $2.50 to $6 per ton.
The line to Sitka is made up of the City of Topeka, which runs the
year round, and the Queen. Service monthly. The City of Topeka is
of iron, screw propeller, 1,057 tons; length, 198 feet; beam, 35; depth,
18. The Queen is of 2,728 tons; length, 332 feet; beam, 38; hold, 12.
Fare to Wrangel, $50; Juneau, $70; Sitka, $70.
Canadian Pacific Navigation Company.-This company operates regu-
lar lines to Vancouver, British Columbia, to connect with the Canadian
Pacific Railway, and to New Westminster and points farther up the
Fraser River; also, a northern line to Fort Simpson, Skeena River,
Bella Bella, Alert Bay, and Queen Charlotte Islands; also, to Barclay
Sound and Alberni on the west coast of Vancouver Island. It owns
eight steamers, among them the Islander, the Premier, the Danube, the
Rithet, and the Princess Louise. The Islander is an iron vessel, double
screw, 864 tons, and usually makes the run to Vancouver daily, 80
miles; fare, $5. Distance to New Westminster, 75 miles, the Premier
making the round trip three times a week. She is a screw, wooden
30
HIGHWAYS OF COMMERCE.
vessel of 498 tons. The Danube, an iron, screw vessel, 581 tons, nas
the northern run. Distance to Metlakahtla and Fort Simpson, 527
miles; fare, first class, $20; second class, $10. Trips to Barclay Sound
and Alberni are made every fortnight; distance to Cape Beale, 95 miles;
fare, $5; to Alberni, 129 miles; fare, $7.
Puget Sound and Alaska Steamship Company.-The boats of this line
are the City of Kingston, of iron, screw, fitted for freight and passen-
gers, 816 tons; and the City of Seattle, of wood, screw, 913 tons.
One or the other of these boats make six round trips a week between
Tacoma, where they connect with the Northern Pacific Railroad, and
Victoria, British Columbia; distance, 114 miles, touching at Port
Townsend and Seattle en route. Fare from Victoria to Port Towns-
end, $2; to Seattle, $3; to Tacoma, $3.50. Freight charges on general
merchandise, $3 per ton. These steamers are in first-class condition,
and are palatial and their passenger accommodations good.
The Comax Line.-The steamer Joan, a wooden propeller of about
400 tons, new and neat, makes weekly trips from Victoria to Comax,
and sometimes extending it to Valdez Island and Seymour Narrows.
She runs in connection with the Esquimalt and Nanaimo Railroad,
being owned and operated by the same interests. The trips to Comax
are continued the year round; to other points in summer only. The
ride is a delightful one, constantly among islands and narrow passages,
with towering rocky shores on either hand. Numerous landings are
made at mills, farms, and hamlets. Distance from Victoria to Comax,
130 miles; fare, $9, exclusive of meals and berths; to Valdez Island
and the Narrows, $12.
RAILWAYS.
Esquimalt and Nanaimo Railway. This line, starting at Victoria,
runs northwest of Vancouver Island to Nanaimo, 73 miles, and to the
Wellington mines, 5 miles farther. Fare to Nanaimo, $3; to Welling-
ton, $3.25. Return tickets good for seven days, at one and one-half
fare. Excursion rates, one and one-fourth fare, Fridays, Saturdays,
and Sundays. The track lies in a mountainous region, and rises to
1,000 feet above Saanieh Arm, which it skirts for several miles. The
scenery is delightful. Niagara Canyon is spauned by a trestle of 200
feet in height, and Arbutus and Double Head ravines by trestles of 150
feet each. Shawnigan Lake, 28 miles from Victoria, is a beautiful
expanse of water and affords fine trout fishing. Freight rates, car lots,
to Nanaimo, $15. Excursionists to Alaska, when the vessel arrives at
Victoria, frequently take this line to Nanaimo, joining the vessel again
when it arrives at that point. They also frequently take the cars at
Naniamo, coming down, and await the arrival of the vessel at Victoria.
All these lines are operated by corporations.
HIGHWAYS OF COMMERCE.
31
HIGHWAYS.
The natural surface of the country is so rough and so obstructed by
forest trees and underbrush that carefully constructed highways are a
necessity of occupancy by civilized men. Good roads, therefore,
abound. They are constructed by skilled engineers, and are paid for
out of the general treasury. First-class roads cost from $2,000 to $4,000
per mile, and there are 1,250 miles in the province of British Columbia.
Second-class roads cost $500 to $1,000 per mile. The drives in the
vicinity of Victoria are noted for their excellence.
LEVI W. MYERS,
VICTORIA, BRITISH COLUMBIA, May 12, 1894.
Consul.
MANITOВА.
RAILWAYS.
The Northern Pacific Railway.-This railroad is controlled by a cor-
poration of that name. At present it is in the hands of receivers.
The principal termini are: In the East, St. Paul and Minneapolis,
Duluth, and Superior; on the Pacific Coast, Portland, Tacoma, and
Seattle. In addition to the above points, it reaches Winnipeg, Bran-
don, and Portage La Prairie, in Manitoba, and the following inter-
mediate points on its main line: Fargo, Jamestown, Mandan, Yellow-
stone Park, Helena, Butte, Spokane, Ellensburg, etc. Total mileage
in operation, 4,657 miles. The principal offices are in St. Paul, and the
mileage between St. Paul and the points named is as follows: Winni-
peg, 482; Portland, 2,056; Seattle, 1,932; Spokane, 1,512; Tacoma,
1,912; Mandan, 450; Jamestown, 343; Helena, 1,130. The condition
of the line is good; it is a single track line. The passenger and freight
train service is daily. The passenger rates are various; in Manitoba
it is 3 and 4 cents per mile. The freight rates vary according to dis-
tance and classifications; for instance, taking a distance of 10 miles,
first-class rates are 15 cents per 100 pounds, and tenth class, or lowest
grade, 5 cents. The other classes are graduated between. A large
amount of traffic is brought through from eastern Canadian and
American ports; also from Great Britain and the Pacific Coast, as well
as from Asiatic points.
Canadian Pacific Railway.-The mileage of all the Canadian Pacific
Railway lines is 6,015.5 miles. The total mileage of the western divi-
sion of this road, which is operated from this city (Winnipeg), is 2,953.8.
Of this, 1,449 miles is main line, extending from Port Arthur, Ontario,
to Donald, British Columbia, and the whole of it, except 61 miles, is
east of the British Columbia boundary. The Qu'Appelle, Long Lake
!
32
HIGHWAYS OF COMMERCE.
and Saskatchewan Railway, from Regina to Prince Albert, and the
Calgary and Edmonton Railway, from Calgary to Edmonton and Cal-.
gary to Macleod, are operated by this company under lease, but in
the meantime, they are, to all intents and purposes, parts of the Cana-
dian Pacific Railway.
All the lines in this district forming a part of this system are oper-
ated by railway companies, the Government having no interest therein.
The termini of the Canadian Pacific Railway are St. John, New
Brunswick, on the Atlantic coast, Quebec, on the St. Lawrence River.
Vancouver, on the Pacific coast, and Windsor, on the Detroit River,
This is without mentioning branches, many of which reach the interna-
tional boundary line between Canada and the United States, where
goods and passengers may easily be transferred to and from connecting
American lines. This company built an important line in 1893 from
North Portal, on the boundary line between North Dakota and Assini-
boia, to Pasqua, the first station east of Moose Jaw, on the main line,
161 miles. This new line is built according to the highest standard,
with heavy steel rails and some of the longest tangents in existence.
The importance of this line rests in the fact that in connection with the
main line of the Canadian Pacific Railway and the Minneapolis, St.
Paul and Sault Ste. Marie Railway it forms the shortest line from St.
Paul to the Pacific Coast at Vancouver. The condition of this com-
pany's lines is first class in every respect.
All railways in this country are single-track lines; gauge, 4 feet 81
inches.
On the main line west of Winnipeg, the service is daily; east of
Winnipeg it is six days a week, there being no train arriving at or
leaving Montreal on Sunday.
The average freight rate per ton per mile on the Canadian Pacific
Railway during the year 1893 was 0.87 cent. The average rate per
passenger per mile was 1.69 cents. The local rate on this division is 3
cents per mile on the main line between Fort William (Lake Superior)
and Brandon, Manitoba. West of Brandon and on the branches the
rate is 4 cents per mile. I do not know that on this division and within
this consular district there are any very important bridges. The bridge
over the Red River of the North at Winnipeg is a masonry and iron
bridge, 691 feet long, and was constructed by the city of Winnipeg, and
is used by this company under an agreement. The company also has
a masonry and iron bridge over the Saskatchewan River at Saskatoon,
and there are various crossings of the Assiniboine River in Manitoba,
the Bow River in Alberta, and the Kicking Horse River in British
Columbia.
The equipment of the Canadian Pacific Railway Company consists
of 578 locomotives, 891 passenger coaches, 14,802 freight cars, 522
boarding, tool, auxiliary cars, steam shovels, etc.; 3 steel steamships
HIGHWAYS OF COMMERCE.
33
on Lake Superior-the Alberta, Athabasca, and Manitoba-and 3 steam-
ships on the Pacific Ocean-Empress of China, Empress of Japan, and
Empress of India.
The main line of this road crosses the main chain of the Rocky
Mountains at the British Columbia boundary at an elevation of 5,299
feet above the level of the sea.
I have not been enabled so far to report on the Great Northern
Railway.
WINNIPEG, June 29, 1894.
M. M. DUFFIE,
Consul.
ONTARIO.
RAILWAYS.
The Canadian Pacific and the Canada Atlantic are the only through
lines of railway touching Ottawa. The Grand Trunk Railway secures
entrance to the city by arrangement with the Canada Atlantic, using
its track from Coteau, 78 miles from Ottawa.
Canadian Pacific Railway.—The Canadian Pacific Railway Company
was organized in 1881 to construct a road across the continent. Prior
to that time, the Canadian Government had commenced the construc-
tion of such a line. In 1881, it made an arrangement with the Cana-
dian Pacific Company to build the road, and in aid of the enterprise
gave 413 miles of road which it had constructed between Lake Supe-
rior and Winnipeg, and 213 miles between Burrards Island, on the
Pacific, and Kamloops Lake, British Columbia. The cost of the lines
thus ceded, and other improvements transferred to the company at the
same time, amounted in the aggregate to $37,527,995. In addition to
these, a subsidy or bonus of $25,000,000 was made, besides a grant of
26,586,000 acres of agricultural land. The company now owns 5,766
miles of railway, with termini at Quebec and St. John, New Brunswick,
in the east, and Detroit, St. Paul, Duluth, and Vancouver, in the west.
The distances in miles from Quebec are: To Vancouver, 3,078; to
Detroit, 744; to Duluth, 1,212; to St. Paul, 1,305; to Montreal, 176;
to Ottawa, 296; to Winnipeg, 1,421. It is a single-track road, first-
class construction and equipment, and runs through passenger trains
daily. The local rate is 3 cents per mile. Through return tickets are
sold at about one-half this rate. The rates for freight depend upon the
length of haul and class of goods.
The company also have three first-class steamers plying between
Vancouver and China and Japan. It also has a line of steamers on
the Great Lakes, between Owen Sound and Fort William, touching at
Sault Ste. Marie en route.
533A-
3
34
HIGHWAYS OF COMMERCE.
Canada Atlantic Railway.-The construction of this line was com-
menced in 1881. When completed, it will connect the Vermont Cen-
tral and Delaware and Hudson River systems at Rouses Point with
Parry Sound on Lake Huron, and will furnish the shortest rail and
water route from Chicago, Milwaukee, Duluth, and other lake ports
to Boston, Portland, and other New England points. The road is com-
pleted from Ottawa to Rouses Point, 135 miles east, and to Long Lake,
140 miles west of Ottawa. The company expects to finish the line next
year. It is a single-track road, thoroughly built and equipped. It con-
nects with the main line of the Grand Trunk Railway at Coteau, 50
miles west of Montreal. The company bridged the St. Lawrence at
this point at a cost of $1,200,000.
The road carries the larger part of the lumber from the Ottawa
Valley to New York and the New England States. West of Ottawa,
the road runs through the Algonquin Park, a large tract of primeval
forest set apart by the Province of Ontario. This region is regarded
as the best fishing and hunting ground in Canada. The rates charged
for passengers and freight are about the same as charged by the
Canadian Pacific Company.
THE RIDEAU CANAL.
The Ottawa River and Lake Ontario are connected by the Rideau
Canal, the termini being Ottawa and Kingston, the distance between
the cities being 126 miles. The canal was constructed by converting
the Rideau and Cataraqui rivers into a continuous navigable channel.
There are forty-seven locks. The depth of water on the lock sills is 5
feet. The locks are 134 by 33 feet. The canal was constructed for
military purposes by the British Government between 1826 and 1832,
at a cost of $3,911,701, and was transferred to the Canadian authorities
in 1857. With the completion of this work, access by water to the Great
Lakes from the St. Lawrence at Montreal was had via the Ottawa River
and this canal, the whole distance from Montreal to Kingston being
246 miles. The completion of the St. Lawrence canal system has ren-
dered it useless for that purpose, but lumber and other products origi-
nating in the Ottawa Valley are shipped to New York via the Ottawa
River to Montreal, thence down the St. Lawrence River to Sorel, 45
miles east of Montreal, thence by the Richelieu River to Lake Cham-
plain, through Lake Champlain and the Champlain Canal to the Hudson
River at Troy. Shipments from the Ottawa Valley are made to Lake
Ontario ports via the Rideau Canal.
OTTAWA, September 20, 1894.
JOHN B. RILEY,
Consul-General.
HIGHWAYS OF COMMERCE.
35--
NEW BRUNSWICK.
The natural situation of St. John, possessing the only harbor of easy
access upon the northerly side of the Bay of Fundy, and its connection
with the interior by the broad, navigable River St. John, render it the
natural point of distribution for New Brunswick. These causes have
made it the terminus of the principal railway systems of the Province.
OCEAN LINES.
Furness Line.-The Furness Line plies between this port and London,
touching at Halifax, and has four steamers, of 1,400 tons each, making
fortnightly trips. The vessels are fitted for freight and passengers,
are well equipped, and in good condition.
West India Line.-The West India Steamship Line makes monthly
trips between St. John and Demerara, employing two steamships, of
1,180 tons each, and touching at Bermuda and various of the West
India Islands. These steamships are primarily intended for the car-
riage of freight, but afford comfortable accommodation for passenger
traffic.
-COAST LINES.
International Steamship Company.-The larger portion of summer
traffic, both in passengers and freight, is carried by the International
Steamship Company. This is an American line, of which the principal
offices are at Boston, Mass., and Portland, Me., and was established
some forty years ago.
This line has at present three steamers, of 868, 1,145, and 1,188 tons,
respectively, making daily trips between Boston and St. John during
the summer, and semiweekly trips at other times. Its steamers touch
at Portland, Eastport, and Lubec, Me. Another boat, now in process
of construction at Bath, will be placed on the route upon its comple-
tion in the early fall.
In behalf of this line, the well-founded claim is made that it is sur-
passed by no coastwise line of equal extent in the world in the charac-
ter and equipment of its boats and the personnel of its officers and
crews, and its appreciation by travelers and tourists is attested by the
constantly increasing volume of its business.
This route affords the most direct and comfortable means of reaching
the various points of interest in the Maritime Provinces from the
United States.
Bay of Fundy Company.-The Bay of Fundy Steamship Company
uses a single steamer, of 478 tons, between St. John and Digby, Nova
Scotia, and is a favorite route for tourists wishing to visit the Annap-
olis Valley and "Land of Evangeline." It is a daily summer line-semi-
weekly in winter-and is excellently well fitted to insure the comfort
and convenience of travelers.
36
HIGHWAYS OF COMMERCE.
A single steamer of small tonnage plies weekly between this port
and the Island of Grand Manan, and is the only regular means of
reaching that resort. It touches at Eastport and Campobello.
All the foregoing lines, except the International, which is owned and
operated by Americans, are heavily subsidized by the Dominion
Government.
NAVIGABLE RIVERS.
The St. John River is navigable for some 90 miles, and two small
steamers run between St. John and Fredericton, the capital, during the
summer months, affording a most delightful excursion for tourists
through the fertile valley of this river.
RAILWAYS.
The principal railway lines of the Province center at this port.
The Atlantic division of the Canadian Pacific runs from St. John
along the banks of the river to Edmonton, at the extreme northern
point of Maine, thence connecting with its western division. It also
runs directly through the State of Maine, connecting at the frontier, at
Vanceboro, with the Maine Central system, making the through rail
route from the United States. It has a branch running to Frederic-
ton, the capital. It is excellently ballasted and equipped.
The Intercolonial Railway, the building of which was a condition upon
which the Maritime Provinces joined the confederation and was pro-
vided for in the act of union, extends from St. John to Moncton; thence
southerly through Nova Scotia to Halifax and Sydney, and northerly
by the Bay of Chaleur beyond the northern extremity of Maine to
Quebec. It is wholly owned and operated by the Dominion Govern-
ment, and is a well-conducted railway in respect to its equipment, road-
bed and general management. Over these roads two passenger trains
are run daily.
The Shore Line Railway runs between St. John and St. Stephen, on
the St. Croix River. It is expected that a connection will be made
between the terminus at the Maine frontier and the Maine Central.
Until this is done the road is useful only for purely local traffic and is
not available for the carriage of through business.
All the railways of the Province are operated over a single track.
HIGHWAYS.
Concerning the highways, no special mention seems necessary, as
they possess no particularly noteworthy features, except, perhaps, the
general excellence of the bridges, which are constructed at the expense
and under the control of the Government. It is doubtful, however,
whether such construction is as economical as the municipal perform-
ance of like work would be.
HIGHWAYS OF COMMERCE.
37
PASSENGER AND FREIGHT RATES.
The accompanying table gives as nearly as I am able to ascertain, the
rates upon the various steamship and railway lines. Freight charges
greatly differ between long and short hauls, and depend upon the amount
of traffic and the extent of competition by water and otherwise; so
much so, indeed, that no satisfactory schedule of rates could be obtained
of officials. There are also discriminating rates given upon the roads
owned by the Government in favor of the produce of the northern and
western Provinces.
Names.
Ownership, etc.
Termini.
Length.
Passenger.
Rates.
Freight.
OCEAN LINES.
International
Steamship Co.
Furness Line....
West India Steam-
ship Co.
Bay of Fundy
Steamship Co.
Grand Menan Line.
Miles.
Private corpora-
tion, American.
St. John and Bos-
ton.
Private corpora-
tions heavily
subsidized by
the Dominion
Government.
St. John and
London.
St. John and
Demerara.
St. John and Dig.
by, Nova Sco-
tia.
St. John and
Grand Menan.
30
$5 to Boston.... 12, 15, 20 cents
per 100 pounds
to Boston.
$50 to London...
$110 to Deme-
rara.
$1.75 to Digby….
90❘ $2 to Grand
Menan.
Depends largely
upon contract.
RAILWAYS.
Canadian Pacific
Railway, At-
lantic division.
Intercolonial Rail-
way.
Shore Line Rail-
way.
Corporation,
aided by Gov.
ernment.
Owned by Domin-
ion Govern
ment.
Private corpora-
tion.
St. John and Ed.
monton.
310 3 cents per cent per ton per
mile.
St. John and 1,060
Halifax and
Sydney.
St. John and 80
St. Stephen.
mile.
3 cents per mile Greatly varies.
length.
JOHN S. DERBY,
ST. JOHN, NEW BRUNSWICK, February 15, 1895.
Consul.
NOVA SCOTIA.
RAILWAYS.
The Government of Canada controls the Intercolonial Railway, and
the Windsor and Annapolis Railway is controlled by the company.
The termini and main points reached by the Intercolonial Railway
are Halifax, Sydney, Pictou, St. John, and Quebec; and by the Windsor
and Annapolis Railway, Halifax, Annapolis, and ultimately Yarmouth
The length of the Intercolonial Railway is about 1,135 miles, and the
distances from Halifax are: Sydney, 276 miles; Pictou, 117 miles; St.
John, 275 miles; Quebec, 674 miles. The distance from Halifax to
Annapolis (on the Windsor and Annapolis road) is 116 miles.
38
HIGHWAYS OF COMMERCE.
European mail and freight steamships connect at Halifax by several
lines of steamers of various sizes.
The roads are single track. Trains run daily each way to terminals;
to intermediate points more frequently.
Local rates for passengers, 3 cents per mile; through and excursion
rates less. Freight rates, according to classification, distance, and
quantity.
Highways or turnpike roads are about 60 feet wide.
HALIFAX, May 9, 1894.
GEORGE HILL,
Vice Consul-General.¹
NEWFOUNDLAND.
The steamship lines between the United States and St. Johns are
the Allan Line, from Baltimore and Philadelphia, calling at this port
on its way to Glasgow, and receiving a subsidy from the Newfoundland
Government for conveying mails from Great Britain, Halifax, and the
United States to this port, and the Red Cross Line, which runs from
New York to this port via Halifax. Both lines carry mails, and pas-
sengers when offered, and are owned by English companies. The rate
of passage is from $25 to $40 to Baltimore; $20 to $30 to New York.
Freight is 40 to 50 cents per barrel. Railroad communications across
the country are not yet completed.
THOS. N. MOLLOY,
ST. JOHNS, NEWFOUNDLAND, March 5, 1895.
Consul
PRINCE EDWARD ISLAND.
OCEAN LINES.
The ocean lines having Charlottetown as one of their termini, or as
one of their ports of call, are the Canada Atlantic and Plant Steam-
ship Line, Black Diamond Steamship Company, Quebec Steamship
Company, Pickford & Black Line, and Dobell Line
The termini of the Canada Atlantic and Plant Steamship Line are
Boston, Mass., and Charlottetown. The distance between Boston and
Charlottetown is 612 miles. There is but one steamer on the line, viz,
the Florida. She is in good condition and well adapted, both as to
Vice Consul-General Hill omits to state that the Allan Line and the Red Cross
Line of British steamers, as mentioned in the report from St. Johns, Newfoundland,
call at Halifax.
HIGHWAYS OF COMMERCE.
39
freight and passenger traffic, to the requirements of the route. This
is the Florida's first season to ply between these ports, and she has
been specially fitted up to perform her work. She has a gross of 1,787
and a net of 1,307 tons. She makes weekly trips between this port
and Boston. The passenger rate (first class) for the round trip is
$7.50. The freight rates are: From Boston to Charlottetown-fruit, 10
cents per cubic foot; flour, 17 cents per barrel; tobacco, hardware, and
manufactured cotton goods, 20 cents per 100 pounds. From Charlotte-
town to Boston-potatoes, 18 cents per 100 pounds; mackerel, 30 cents
per barrel; lobsters, 8 cents per case; eggs, 20 cents per case; hides
and pelts, 15 cents per 100 pounds; horses, $15. These are among
the principal articles moving between both ports. Briefly stated, the
rates charged by the line range from 6 to 10 cents per cubic foot, accord-
ing to class, so that the freight upon any article not herein enumerated
can be easily determined. The line is controlled by a corporation. The
agents here are the Charlottetown Steam Navigation Company.
The termini of the Black Diamond Steamship Company are Montreal,
and St. Johns, Newfoundland, with Charlottetown and Sydney, Cape
Breton, as ports of call. There are two steamers on the line, viz, the
Bonavista and Coban. The line is controlled by a corporation. The
Bonavista has a gross of 1,306 and a net of 836 tons. The Coban has a
gross of 1,063 and a net of 688 tons. The steamers are specially fitted
for the passenger trade in the Gulf of St. Lawrence, having all the
latest appointments and carrying experienced stewardesses. The pas-
senger rates (first class) from Montreal are as follows: To Charlotte-
town, $18; to Sydney, $18; to St. Johns, $30. These rates include
both meals and berth. The distance between Montreal and Charlotte-
town is 780 miles; between Charlottetown and Sydney, 217 miles;
between Sydney and St. Johns, 360 miles. Fortnightly trips are made
between Montreal and this port. The agents here are Peake Bros.
& Co.
The termini of the Quebec Steamship Company are Montreal, and
Pictou, Nova Scotia, with Quebec, Summerside, Prince Edward Island,
and Charlottetown as ports of call. There is but one steamer, the
Miramichi, on the route, and the controlling power is vested in a cor-
poration. The Miramichi has a gross of 727 and a net of 491 tons.
Her freight and passenger accommodation is good. The passenger rates
(first class) are: From Montreal to Summerside, $24, and from Mon-
treal to Charlottetown, $25. These rates include berth and meals.
The distance from Montreal to Quebec is 180 miles; from Quebec to
Summerside, 540 miles; from Summerside to Charlottetown, 40 miles.
The Miramichi makes fortnightly trips between Montreal and Char-
lottetown. Her agents here are Carvell Bros.
The termini of the Pickford & Black Line are Halifax, Nova Scotia
and Summerside, Prince Edward Island, with harbors along the east-
ern coast of Nova Scotia, Arichat, Cape Breton, and Charlottetown as
40
HIGHWAYS OF COMMERCE. -
ports of call. The steamer on the route is the Fastnet. She has a
gross of 337 and a net of 155 tons, and is owned by a corporation.
Although designed chiefly for the freight requirements of the route,
she has capital passenger accommodation. The rates (first class) from
Halifax to Charlottetown, to and from Halifax to Summerside and
return, are $7 and $7.50 respectively. Halifax is 257 miles from Char-
lottetown and 297 miles from Summerside. Weekly trips are made
between all three ports. The agent here is W. W. Clarke.
The termini of the Dobell Line are Montreal, and St. Johns, New-
foundland, with Summerside and Charlottetown as ports of call. The
steamship on the line is the Polino. She has a gross of 807 and a net
of 524 tons. A corporation controls the line. The accommodation is
almost exclusively for freight, and communication between the points
mentioned depends, in a great measure, upon the quantity of freight
offering. The agents here are N. B. & M. Rattenbury.
Traffic between the Magdalen Islands (situated about 50 miles north
of Prince Edward Island) and the last named place is kept up by the
steamer St. Olaf, which leaves Souris, Prince Edward Island, every
week. She has a gross of 305 and a net of 72 tons. Accommodations
for passengers are also provided. The distance between Souris and
the Magdalen Islands is 60 miles.
COAST LINES.
Connecting Prince Edward Island with the mainland are two steam-
ers, both owned by the Charlottetown Steam Navigation Company.
These steamers make daily connections with the railway systems in
Nova Scotia and New Brunswick. The St. Lawrence plies between
Charlottetown and Pictou, Nova Scotia, the distance between the
points being 45 miles. She is a side-wheel vessel of 846 tons gross and
675 tons net, and has good accommodation for freight and passengers.
The Northumberland, a steel, twin-screw steamer of 1,255 tons gross
and 519 tons net, runs between Summerside and Point du Chene, New
Brunswick. Summerside is distant from Charlottetown 49 miles. An
express train on the Prince Edward Island Railway makes daily con-
nections between both points, enabling passengers to catch the North-
umberland at the former. The distance between Summerside and Point
du Chene is 35 miles. The Northumberland is palatial in her appoint-
ments, and of admirable seagoing qualities.
RAILWAYS.
But one railway line traverses the Province of Prince Edward Island,
viz, The Prince Edward Island Railway. It is a Government work,
being owned and controlled by the government of Canada. Its track,
a narrow gauge one, is 213 miles in length, and traverses the island
from east to west. The termini are Charlottetown, Georgetown, and
Souris in the east, and Tignish and Cape Traverse in the west.

18
16
14
12
10
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2°
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8°
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MAP
of the
Railroads, Principal Rivers, Ports,
and
Steamship Lines,
in
MEXICO.
сн
0
Frontera
1
Palisada
de Termi
Jonuta
$ Juan Baadista
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ducalco
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Temax
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50
0
16°
14°
12°
10°
8°
6
4
2°
THE NORRIS PETERS CO, PHOTO-LITHO, WASHINGTON, DC.
2°
4°
6°
8°
10°
12°
24
22°
20°
18
16
HIGHWAYS OF COMMERCE.
41.
Between this latter point and Cape Tormentine, New Brunswick, the
winter ice-boat service across the Northumberland Strait is kept up.
Trains runs daily over the whole line.
After leaving this Province and arriving in the neighboring Prov-
inces of New Brunswick and Nova Scotia, passengers can reach the
United States over the Intercolonial Railway or the Canadian Pacific
Railway, or by steamship routes from St. John and Halifax.
DOMINIC J. KANE,
CHARLOTTETOWN, P. E. I., January 1, 1894.
Consul.
MEXICO.
PHYSICAL FEATURES.
The physical condition of Mexico is entirely different from the region
north of it. The configuration of the country and the character of the
seasons make great navigable rivers impossible. It is only on the level
of the coast that some few rivers admit of traffic by small craft, and
that not exceeding 125 miles from the Gulf and 62 miles from the
Pacific coast. The numerous peaks, whose altitudes are between 10,000
and 17,000 feet above the level of the sea, are sparingly snow clad, and
the quantity of snow falling on them is insufficient for causing large
volumes of water or large streams. On the central table-lands, there
are a few lakes, the waters of which are utilized to a limited extent by
the Indians for traffic in their small, crude canoes. Canals are imprac-
ticable, on account of the topography, excepting on the Gulf coast and
the plains of the central States and of the northern frontier; but the
greatest obstacle to interior navigation is the fact that in certain periods
of the year, principally in the dry season, either by natural evapora-
tion or by the careless use of the waters for irrigation, the springs
decrease to such an extent as to render the streams insufficient to float
the smallest boats. Sooner or later this waste of water will be reme-
died, as the authorities are vigilant in protecting and guarding every
element that contributes to the advancement of Mexico. This lack of
means for navigation might, to a certain extent, be remedied by canal-
ization and drawing off the waters existing in natural basins in various
parts of the Republic and diverting them at intervals in certain seasons
of the year to the rivers or canals which are navigable to maintain
constantly the required depth.
On account of the peculiar geological formation of the country it has
been difficult for the rulers to build good highways. Axayacatl, King
of Mexico from 1469 to 1481, was evidently aware that of all the needs
of a prosperous country there are few more important than the estab-
lishment and maintenance of facilities of communication to link together
42
HIGHWAYS OF COMMERCE.
•
and promote relations among its people. Consequently he built several
roads connecting the great Tenochtitlan with the neighboring towns
of his numerous allies. Cortez and his followers, after conquering the
Aztec Empire, discovered that Mexico, with an immense extent of terri-
tory and a large variety of race elements, should have better means of
travel and transportation, and later on the viceroys and Franciscan
friars initiated lengthy highways. Three centuries of Spanish domina-
tion, however, did not accomplish much in this direction. The exer-
tions of President Diaz and his liberality toward railroad enterprises.
and steamship lines have been the chief factors in establishing means
of communication throughout the Republic, accomplishing what none
of his predecessors could do-that is, making this one of the most
prosperous of the Spanish-American countries.
1. RAILWAYS.
The principal railways in Mexico are controlled by corporations,
excepting the Tehuantepec, which is owned by the Mexican Govern-
ment. All are single track, more than half of their number standard
gauge, and their condition, with few exceptions, is first class.
The Mexican Railway.—This was the first railway constructed in the
Republic. It was begun in 1857, and portions of the line were opened
at different times. The Puebla branch was inaugurated in 1869; the
main line was opened for its entire length in 1873, and the extension
from Ometusco to Pachuca in December, 1890. It is broad gauge, and
runs through the States of Vera Cruz, Puebla, Tlaxcala, Hidalgo, and
Mexico. It starts from the city of Vera Cruz, runs through Cordova,
Orizaba, Puebla, Tlaxcala, and Pachuca and terminates at the City of
Mexico. The length of the main line, City of Mexico to Vera Cruz, is
264 miles; the Pachuca branch 28 miles, the Puebla branch 29 miles,
and the Tlaxcala branch (animal traction), 5 miles. Trains from the
City of Mexico for Vera.Cruz leave daily at 7 a. m., arriving on the same
day at 6.30 p. m. From Vera Cruz trains leave at 6 a. m., arriving at
6.40 p.m.
Connections are made with such trains at Apizaco for Puebla
and Tlaxcala, and at Ometusco for Pachuca. An accommodation train
leaves the City of Mexico daily in the afternoon for Pachuca and
Puebla.
Passenger (first class) rates from the City of Mexico to Pachuca are
$2.96; to Puebla, $3.06; to Esperanza, $6.15; to Orizaba, $8.34; to Cor-
dova, $9.56, and to Vera Cruz, $14.50. Baggage allowance, 37 pounds;
on through tickets, 150 pounds.
Rate on freight from Vera Cruz to Mexico is 42 to 94 cents per kilo-
meter (0.621376 of a mile) per ton of 1,000 kilograms (2,204 pounds),
and from Mexico to Vera Cruz half these rates. This road and the
Interoceanic, Mexican Central, National, and International have formed
a pool, and on long hauls, such as from the United States and Europe,
have fixed and combined rates.
HIGHWAYS OF COMMERCE.
43
The Mexican Railway connects in Mexico City with the Mexican Cen-
tral and Mexican National for northern and western points, and with
the Interoceanico Railroad for Morales; in Puebla, with the Mexican
Southern for Oaxaca, Puerto Angel, and Tehuantepec, and with the
Interoceanic for Ixucar Matamoras; in San Marcos, with the Nautla
Railroad for San Juan de los Llanos; in Esperanza, with the Tehuan-
tepec Railroad; in Cordova, with the Agricola Railroad for Motzorongo
and Tuxtepec; and in Vera Cruz, with the Alvarado Railroad for Tlac-
otalpam, San Andres, Tuxtla, Cosamaloapan, and Playa Vicente, and
with steamship lines for Mexican gulf ports, namely, Progreso, Cam-
peche, Carmen, Frontera, Coatzacoalcos, Tuxpan, and Tampico, and for
Havana, American, English, Spanish, French, and German ports.
The Mexican Central. This important means of communication be-
tween Mexico and the United States was constructed by virtue of a
concession granted by the Mexican Government in April, 1880, which
has been amended and modified at various times permitting the com-
pany to build branch lines to Guadalajara, Tampico, aud Guanajuato.
Work was commenced in May, 1880, and carried on simultaneously at
its northern and southern extremities, completing the main line sooner
than was anticipated by both the Government and the public. The
road was opened to regular passenger traffic on the 10th of April, 1884.
The Guadalajara division was opened May 21, 1888, and the Tampico
division was finished March 30, 1890, thereby bringing the line to the
Gulf of Mexico at Tampico. The railway is broad gauge, and traverses
the Federal District, the States of Mexico, Hidalgo, Queretaro, Guana-
juato, Jalisco, Aguas Calientes, Zacatecas, Coahuila, Durango, and
Chihuahua. It affords an outlet to the agricultural centers of San Juan
del Rio, Penjamo, Silas, the extensive territory called El Bajio, and
Lagos; to such manufacturing cities as Queretaro, Celaya, and Leon;
to the rich mining districts of Pachuca, Zimapan, Guanajuato, Zacate-
cas Sombrerete, Sierra Mojada, and Chihuahua; to the cotton coun-
try in the valleys of the rivers Nazas and Conchos; and to the com-
mercial centers of Mexico, Guadalajara, Aguas Calientes, San Luis
Potosi, and Tampico.
The length of the main line, City of Mexico to El Paso, Tex., is 1,224
miles; of the San Luis Division (including Tampico branch) 415 miles;
Guadalajara division, 161 miles; Pachuca branch, 93 miles; Guana-
juato branch, Silao to Guanajuato, 16 miles, and San Blas division, 17
miles. Through trains, from Ciudad Juarez for the City of Mexico,
leave daily at 5.15 p. m., arriving next day at Chihuahua at 7 a m.; at
Jimenez at 1.15 p. m., aud at Torreon at 6.45 p. m.; the second day, at 9
a. m. it reaches Zacatecas; at 12.15 a. m., Aguas Calientes; and Silao
at 6 p. m., finally arriving at the City of Mexico at 7 a. m. on the third
day. The train for Tampico leaves City of Mexico at 9 a. m., arriving
at Aguas Calientes at 12.15 a. m.; leaves Aguas Calientes at 2.45 a. m.,
arriving at San Luis Potosi at 7.55 a. m., and at Tampico at 9.30 p. m.
44
HIGHWAYS OF COMMERCE.
•
The train from Tampico leaves at 6 a. m., arriving at San Luis Potosi
at 7.20 p. m., same day, and at Aguas Calientes at 1.15 a. m., reaching
City of Mexico on the second day at 6.30 p. m. From Silao a train
⚫ leaves daily for Guanajuato upon arrival of through and accommodation
trains either way. From Irapuato, a train leaves daily at 8.35 a. m.,
arriving same day at Guadalajara at 3.30 p. m.; leaving Guadalajara at
11.30 a. m., this train returns to Irapuato, arriving there at 6.20 p. m.
A train for Pachuca leaves the City of Mexico daily at 9 a. m., trans-
fers at Tula, arriving at 1 p. m. same day; returning from Pachuca at
2.30 p. m., it arrives at City of Mexico at 6.30 p. m.
The Mexican Central connects at El Paso with the Atchison, Topeka
and Santa Fe; for all points northeast and west with the Texas and
Pacific; with the Southern Pacific for points north and east; with
Southern Pacific Company and the Atchison, Topeka and Santa Fe
for points north and west in the United States; at Gallejo, with stage
for Ascencion and Casa Grandes Corralitos; at Chihuahua, with stage
for Cusihuiriachic, Guerrero, and Rosario; at Jimenez, with stage for
Allende and Parral; at Escalon, with Mexicau Northern Railway for
Sierra Mojada; at Torreon, with the Mexican International for Durango,
Monterey and Tampico via the Mexican Gulf Railway; at Fresnillo,
with stage for Sombrerete; at Zacatecas, with Sullivan Construction
Railway for Ojo Caliente, with tramway for Guadalupe, and with stage
for Jerez; at San Luis Potosi, with the Mexican National for Catorce
Mines, Saltillo, Monterey, and San Miguel Allende; at Tampico, with
steamers for Galveston, New Orleans, Mobile, New York, and European
ports; at Celaya, with Mexican National for points north and south of
that road; at Negrete, La Barca, and La Piedad, with stage for Zamora;
at Guadalajara, with stage for Mazatlan, Tepic Guzman, Ameca, and
Zapotlan; at El Castillo, with tramway for the falls of Juanacatlan;
at Atequiza, with stage for Lake Chapala; at the City of Mexico, with
the Mexican Railway and Interoceanic for Puebla Cholula, Orizaba,
Vera Cruz, Jalapa, Cuautla, Oaxaca via Mexican Southern, with the
Hidalgo Railway for Tulaucingo; at Huachinango, with the Mexican
National for Toluca, Morelia and Lake Patzcuaro, and with stage for
Cuernavaca.
First-class passenger rates from El Paso are: To Chihuahua, $11.08;
to Jimenez, $18.27; to Escalon, $20.53; to Torreon, $25.55; to Zaca-
tecas, $48.59; to Guanajuato, $49.30; to Irapuato, $49.51; to Celaya,
$51.38; to Queretaro, $52.79; to Tula, $57.86; to City of Mexico, $60.31;
from Aguas Calientes to San Luis Potosi, $8.61, and to Tampico, $18.12;
from Irapuato to Guadalajara, $10.61. From City of Mexico: To
Pachuca, $2.96; to San Luis Potosi and return, $24; to Tampico and
return, $45; to Guadalajara and return, $25. Baggage allowance, 33
pounds on local and 150 pounds on through tickets.
Rates of freight from El Paso to City of Mexico, and vice versa, are:
Class A, 5 cents; class 1, 44 cents; class 2, 3 cents, and class 3, 27
HIGHWAYS OF COMMERCE.
45
cents, per ton (2,204 pounds) per kilometer (0.6214 mile.) Freight rates
on local traffic from Tampico to San Luis Potosi are the same as those
of the Mexican Railway from Vera Cruz to City of Mexico. For car-
load rates a rebate of 5 to 15 per cent is allowed the on above rates.
The Mexican National Railroad. This road has no less importance
than the Central, although it is a narrow gauge. It is the shortest
route from the United States to Mexico. The through line was com-
pleted September, 1888, and was opened for traffic November 1, 1888.
It unites the capital of the Republic with the States of Mexico,
Michoacan, Guanajuato, San Luis Potosi, Coahuila, Nuevo Leon, and
Tamaulipas. After ascending from the City of Mexico on its way west
and north, this road touches Toluca, Maravateo, Acambaro, Morelia,
Patzcuaro, Celaya, San Miguel, Allende, Dolores Hidalgo, San Luis
Potosi, Vanegas, Saltillo, Monterey, Lampazos, and Laredo. The
length of the main line, City of Mexico to Nuevo Laredo, is 840 miles;
the Patzcuaro branch, Acambaro to Patzcuaro, 96 miles; Matamoras
division, Matamoras (on the Rio Grande) to San Miguel, Tamaulipas, 75
miles; El Salto branch, City of Mexico to El Salto, 42 miles; and from
Laredo, Tex., the road runs 161 miles east to the port of Corpus Christi.
Through trains from Laredo leave daily at 4.45 p. m., arriving at the
City of Mexico on the third day at 8.55 a. m., making the trip in forty
hours. From the City of Mexico it leaves daily at 5 p. m. for Laredo,
arriving at 10.45 a. m. third day. An accommodation train leaves
Laredo daily at 6.40 a. m., and reaches Monterey at 7.45 in the evening;
leaves Monterey 6.35 a. m., and reaches Laredo at 6.50 p. m. same day.
A train leaves Saltillo at 7 a. m. daily, and in a five hours run reaches
Monterey; returning, leaves Monterey at 8.35 p. m., and reaches Saltillo
at 3 a. m. next day. An express train leaves San Miguel daily, except-
ing Sundays, at 5.45 a. m., and arrives at the City of Mexico at 8.15
p. m. same day; going north, the same train leaves Mexico City at 6.30
a. m., and reaches San Miguel at 8.35 in the evening. Trains leave
Acambaro daily, Sundays excepted, for Morelia at 4.30 p. m. and 7.45
a. m., arriving at 7.45 p. m. and 12.45 a. m., same day; this train con-
tinues on to Patzcuaro, arriving at 5.10 p. m.; returning, trains leave
Patzcuaro at 6.30 and 10.20 a. m., reaching Morelia same day at 9.25
a. m. and 3.20 p. m. Trains run from Matamoras on Mondays, Wednes-
days, and Fridays at 9 a. m., and reach San Miguel same day at 3
p. m.; leave San Miguel Tuesdays, Thursdays, and Saturdays at 10 a. m.,
arriving at Matamoras at 4 p. m. An accommodation train leaves the
City of Mexico daily at 5.30 p. m., arriving at El Salto at 9.45 same
evening; leaves El Salto at 5.30 a. m., arrives at the City of Mexico at
9.25 same morning.
The connections of the Mexican National are at Laredo, for points
north and east in the United States; at Matamoras, with the Mexican
Gulf Railway for Venadito, Montemorelos, and Tampico; at Vanegas,
with Vanegas, Cedral and Rio Verde Railroad for Cedral and Mate-
46
HIGHWAYS OF COMMERCE.
huala; at San Luis Potosi, with Mexican Central for Aguas Calientes
and Tampico; at Celaya, with same road for Guanajuato and Guadala-
jara; at Maravateo, with Michoacan and Pacific Railroad for Agangeo;
at Toluca, with San Juan Railroad for Valle; at Mexico City, with the
Hidalgo, the Interoceanic,, and the Mexican for Pachuca, Puebla, Vera
Cruz, Jalapa, Orizaba, and Cuautla Morelos.
First-class passenger rates from Laredo are as follows: To Monterey,
$8.24; Saltillo, $11.54; Vanegas, $17.39; San Luis Potosi, $23.41;
Celaya, $30.27; Acambaro, $32.55; Maravateo, $34.43; Toluca, $39.02;
City of Mexico, $41.25. From Mexico City: To Toluca and return, $3;
Maravateo, $6.83; Morelia and return, $15.50; Patzcuaro and return,
$18; Celaya, $8.94; San Luis Potosi and return, $24; El Salto, $1.93;
from Matamoras to San Miguel, and vice versa, $3. Baggage allowance
either on local or through tickets is precisely the same number of
pounds as given for the other Mexican roads.
Freight rates from Laredo to City of Mexico and vice versa are, on
an average, for Class A, 93 cents; class 1, 54 cents; class 2, 32 cents;
class 3, 3 cents per ton (2,204 pounds) per kilometer (0.6214 mile), and for
car loads about half the ton rate. Rates from Matamoras to San Miguel,
and vice versa, are: Class A, 12 cents; class 1,6 cents; class 2, 4 cents;
class 3, 3 cents, and for car loads about half the ton rate.
The Interoceanic Railway.-This road, although narrow gauge, is a
potent competitor of the Mexican Railway. The aim of the Mexican
Railway Company was to build the shortest possible line with the
steepest workable gradients; that of the Interoceanic to make a simi-
lar connection, but with easier gradients, and passing through entirely
different districts, where there was known to exist local traffic of au
important kind.
The professed purpose of the Interoceanic is to connect the two
oceans, the Atlantic and the Pacific, by establishing communication
between Vera Cruz, as the Gulf terminus (the city of Puebla being the
central point of the two sections), with a branch to Mexico City; thence
southward to the rich sugar and mineral districts of Morelos, finally
connecting with the main line at Chelpancingo, the capital of Guerrero.
The finished section of this road traverses the States of Vera Cruz,
Puebla, Tlaxcala, Mexico, and Morelos, touching the, cities of Vera
Cruz, Jalapa, Puebla, Cholula, Jojutla, and Amacusac, and the pro-
posed line will cross the whole State of Guerrero, touching Chiautla,
Textla, Chilpancingo, and Acapulco. The main line from Vera Cruz
to Puebla and the branch to Mexico City and thence to Morelos, were
opened for traffic more than two years ago, and the line from Puebla
to Acapulco is well advanced, having 150 kilometers (93.2 miles) built,
Chietla being the present terminus. The distance between Vera Cruz
and the City of Mexico by the Interoceanic is 360 miles; from Mexico
to Jojutla, 123 miles; from Puebla to Chietla, 94 miles; and from Vir-
reyes to San Juan de los Llanos, 7 miles.
HIGHWAYS OF COMMERCE.
47
A train leaves Vera Cruz at 1.30 p. m. daily for City of Mexico, arriv
ing at Jalapa at 6.28 p. m.; resuming next day at 5.50 a. m., it reaches
Puebla at 12.16 p. m., arriving at City of Mexico at 6.23 a. m., same day.
A train leaves City of Mexico daily at 7 a. m., arriving at Puebla at
12.45 a. m. and at Jalapa at 7.25 p. m.; resuming next morning at 6.55, it
reaches Vera Cruz at 11.54 a. m. Accommodation trains run daily from
City of Mexico to Texcoco and Ozumba, and from Puebla to San Martin.
Trains leave City of Mexico daily at 7.45 a. m., arriving at Jojutla at 4.32
p. m.; returning, leave Jojutla at 9.25 a. m., reaching City of Mexico at
7 p. m. Trains leave Puebla daily at 7.30 a. m., arriving at Chietla at
12.35 a. m.; returning, leave Chietla at 2.05 p. m., arriving at Puebla at
7.08 p. m. Trains leave Virreyes at 10.20 a. m. and at 2.30 p. m. for San
Juan; returning, leave San Juan at 9.25 a. m. and 2.30 p. m., arriving
at Virreyes at 9.50 a. m. and 2.55 p.m. Baggage allowance is the same
as given by the other roads.
Connections: At City of Mexico, with Mexican Central and Mexican
National railroads for points north and west; at Otumba, with Mexican
Railway; at Irolo, with Hidalgo Railway for Pachuca; at Puebla, with
Mexican Southern for Oaxaca, with Mexican Railway for Tlaxcala, and
with Industrial Road (animal traction); for Cholula and San Marcos,
with the Nautla Railroad and Mexican Railway; at Jalapa, with tram-
way for Coatepec; at Vera Cruz, with Mexican Railway for Alvarado,
and with steamers for Gulf ports, Havana, United States, and Europe;
at Compania, with tramway for Chalco; at Yantepec, with private con-
veyance for Cuernavaca; at Jojutla, with stage for principal towns in
the State of Guerrero.
First-class passenger rates: From Vera Cruz to Jalapa, $2.70; to
Oaxaca and return, $26.50; to Puebla and return, $13; to City of Mex-
ico and return, $20. From Jalapa to San Marcos, $3.11; to Puebla,
$4.23; to Irolo, $6.63; to City of Mexico, $8.47. From City of Mexico
to Texcoco and return, $1.50; to Otumba, $1.43; to Irolo, $1.84; to
Puebla, $3.06 (round trip, $4); to San Marcos, $5.37; to Jalapa, $8.47
(round trip, $15); to Vera Cruz, $11.17 (round trip, via the Mexican
Railway, $22); to Ameca and return, $2; to La Compania and return,
$1.25; to Cuautla and return, $4; to Jojutla and return, $7; to Oaxaca
and return, $17.50. Baggage allowance is the same as given by the
other roads.
Through freight rates from Mexico to Vera Cruz, and vice versa,
are the same as those of the Mexican Railway, but local rates are:
Class A, 12 cents; class 1, 6 cents; class 2, 4 cents; class 3, 33 cents,
per ton (2,204 pounds) per kilometer (0.621 mile). On car-load lots the
same discount is allowed as by the competing lines. Rates for expor·
tation from Jojutla, Mexico, Irolo, Matamoras, Puebla, and Jalapa to
Vera Cruz are: Class 1, 2 cents; class 2, 13 cents; class 3, 1 cent per
kilometer per ton of 2,204 pounds. Local rates from Jojutla to City of
Mexico and from Matamoras to Puebla are the same as the local rates
on the main line.
48
HIGHWAYS OF COMMERCE.
The Mexican International.—This standard gauge railway is an exten-
sion of the Southern Pacific. It is the only trunk line built in Mexico
with American capital without a subsidy. Believing that a road from
the Rio Grande toward the Pacific Ocean would cross a section of
the Republic of Mexico susceptible of great development, this com-
pany obtained certain concessions in 1881, modified in 1882 and 1883,
and work was immediately commenced at Ciudad Porfirio Diaz, and
89.37 miles of the main line were completed, and also 10.84 of the
Lampazos branch, thereby reaching the coal fields of San Felipe. The
track of the main line to Torreon was completed January 12, 1888, and
operation of the road was commenced two months later. The San
Pedro branch was built in 1890, and the main line was completed Octo-
ber 1, 1892, to Durango, the capital of the State of Durango.
This road traverses the States of Coahuila and Durango, and will
extend through Sinaloa to reach Mazatlan, on the Pacific coast. It
touches Eagle Pass, Allende, Sabinas, Monclova, Trevino, Jaral, Paila,
Torreon, and Durango. The length of the main line, Ciudad Porfirio
Diaz to Durango, is 540 miles; of the branches, Sabinas to Hondo,
12.43 miles; Hornos to San Pedro, 14.35 miles; and Pedricena to Vel-
ardena, 5.82 miles.
Connections: At Eagle Pass, with the Southern Pacific Company for
all points in the United States; at Allende, with stage for Zaragoza; at
Sabinas, with stage for San Juan de Sabinas; at Felipe, with stage for
Juarez and Progreso; at Baroteran, with stage for Villa de Musquiz
(Santa Rosa); at Monclova, with stage for Cuatro Cienegas and Sierra
Mojada; at Trevino, with the Mexican Gulf Railway for Monterey,
Tampico, and points on the National; at Jaral, with stage for Saltillo,
the capital of the State of Coahuila; at Paila, with stage for Parras;
at Hornos, with stage for Viesca; at Torreon, with the Mexican Central
Railway for all points on that line and its connections. A through
train leaves Ciudad Porfirio Diaz daily at 4 p. m., arriving at Sabinas
at 6.05 p. m.; at Monclova, 10.10 p. m.; at Trevino, 1.35 a. m. (second
day); at Jaral, 2.52 a. m.; at Paila, 4.15 a. m.; at Hornos, 5.51 a. m.;
at Torreon, 7.05 a. m.; at Pedricena, 9.51 a. m.; at Durango, 3 p. m.
Train leaves Durango daily at 8.20 a. m., arriving at Pedricena 12.42
a. m.; at Torreon, 3 p. m.; at Hornos, 4.15 p. m.; at Paila, 6.04 p. m.;
at Jaral, 7.30 p.m.; at Trevino, 9.01 p. m.; at Monclova 12.20 p. m.; at
Sabinas, 3.20 a. m. (second day). A daily train leaves Ciudad Porfirio
Diaz at 8 a. m., arriving at Monclova at 6.30 p. m. same day; returning,
leaves Monclova at 7.15 a. m. and reaches Ciudad Porfirio Diaz at
6.30 p. m.
First-class passenger rates: From Ciudad Porfirio Diaz to Allende,
$2.10; to Sabinas, $4.70; to Baroteran, $5.80; to Monclova, $9.55; to
Trevino, $14.40; to Jaral, $16.40; to Paila, $19.20; to Hornos, $22.55;
to Torreon, $24.70; to Durango, $34.80. From Durango to Torreon,
$10.20; to Paila, $15.70; to Jaral, $18.45; to Trevino, $20.45; to Mon-
HIGHWAYS OF COMMERCE.
49
clova, $25.30. From Torreon to Hornos, $2.20; to Paila, $5.60; to Jaral,
$8.30; to Trevino, $10.35; to Monclova, $15.20; to Baroteran, $19; to
Sabinas, $20; to Allende, $22; and to Piedras Negras, or Ciudad Porfirio
Diaz, $24.70. Baggage allowance on through tickets, 150 pounds, and
on local tickets, 33 pounds.
Freight rates from Ciudad Porfirio Diaz to Durango, or vice versa,
average for Class A, 10 cents; class 1, 9 cents; class 2, 64 cents, class
3, 44 cents, per ton (2,204 pounds) per kilometer (0.6214 mile). On car-
load lots there is a reduction of 33 per cent on class 1; of 20 per cent
on class 2, and 11 per cent on class 3.
Monterey and Mexican Gulf Railroad.-The original concession for
this road is dated November 10, 1887, and gives the company the right
to build to a port on the Pacific. The line extends from Trevino (for-
merly Venadito) on the International Railway, southeast through
Monterey, Cadereyta, Montemorelos, Linares, and Victoria to Tampico,
on the Gulf, a distance of 387 miles. It is a broad gauge, and traverses
the States of Tamaulipas, Nuevo Leon, and Coahuila. The first portion
of this road was opened from Monterey east on May 5, 1889; to Monte
morelos, 68 miles, June 30, 1889; from Venadito to Villagran, 188 miles,
on April 1, 1890; to La Cruz, 216 miles, August, 1890; to Victoria, 242
miles, October, 1890, and to Tampico, July 20, 1891.
Connections: At Trevino, with the International Railway for Torreon,
Durango, and points north; at Monterey, with the Mexican National
for points north and south on that road; at Tampico, with the Mexican
Central for San Luis Potosi and Aguas Calientes, and with steamers
for Gulf ports, United States, Havana, and Europe. Through trains
leave Tampico daily for the north at 6 a. m., arriving at Victoria at 12.27
a. m.; at Linares, 4.36 p. m.; at Montemorelos, 6 p. m.; at Cadereyta,
Sp. m., and at Monterey, 9 p. m. Trains leave Monterey on the second
day at 7 a. m., reaching Trevino at 10.04 a. m.; going south, trains leave
Trevino daily at 1.45 p. m., reaching Monterey at 4.45 p. m.; leave Mon-
terey, 5.55 a. m., and arrive the next day at Cadereyta at 6.57 a. m.;
at Montemorelos, at 8.40 a. m.; at Linares, 10.26 a. m.; at Ciudad Vic-
toria, 2.21 p. m., and at Tampico, 9.15 p. m.
•
A freight train leaves Tampico every day at 7.15 p. m., carrying a
passenger coach, stopping over night at Ciudad Victoria and Monterey,
and reaching Trevino at 12.45 a. m. on third day. From Trevino this
train leaves at 1.30 p. m., and reaches Monterey at 6.40 p. m.; leaves
Monterey 6.40 a. m., and arrives at Ciudad Victoria on the next day
at 7.30 a. m.; reaching Tampico at 7.20 p. m. on the third day.
First-class passenger rates from Tampico are as follows: To Ciudad
Victoria, $9.59; to Linares, $15.10; to Monterey, $21.10; to Trevino,
$25.42. From Trevino to Monterey, $4.33. From Monterey to Cade-
reyta, $1.47; to Montemorelos, $3.96; to Linares, $6; to Ciudad Victoria,
$11.59; to Tampico, $21.19. Baggage allowance is the same as that of
the Mexican National.
533A- -4
50
HIGHWAYS OF COMMERCE.
Freight rates from Tampico to Trevino and vice versa are, for the
first 100 kilometers (62.14 miles): Class A, 12 cents; class 1, 8 cents;
class 2, 6 cents; class 3, 4 cents; then they average for Class A, 10
cents; class 1, 7 cents; class 2, 54 cents; class 3, 3 cents, per kilometer
(0.6214 mile) per ton (2,204 pounds). Car-load rates are: Class 1, 5
cents; class 2, 5 cents; class 3, 3 cents; but on the first 100 kilometers
the rates are the same as above.
Mexican Southern Railway.—The company (English) operating this
road was chartered on May 9, 1890, and a concession was obtained about
a month later. In 1892 the line was completed to Tecomavaca, 140
miles from Puebla, and in March, 1893, work terminated at Oaxaca, mak-
ing a total of 228 miles. It is narrow gauge, and traverses the States
of Puebla and Oaxaca, and will eventually be built to Salina Cruz, on
the Pacific Coast, and to Vera Cruz, on the Gulf. Its connections are:
At Puebla, with the Mexican Railway and Interoceanic for Vera Cruz,
Jalapa, Pachuca, Mexico City, and Izucar Matamoras; at Tehuacan,
with Esperanza Railroad; at Oaxaca, with stage and private convey-
ances for Tehuantepec, Pluma, Hidalgo, Valle Nacional, Puerto Angel,
ruins of Mitla, and the famous trees of Santa Maria del Tule.
Train leaves Pueblo at 6 a. m., reaching Tehuacan at 9.22 a. m., Teco-
mavaca at 12.29 a. m., Tomellin at 1.55 p. m., Oaxaca at 7 ir the evening;
leave Oaxaca at 6 a. m., reaching Tomellin at 11.07 a. m., Tecomavaca
at 12.33 p. m., Tehuacan at 3.15 p. m., and Puebla at 7.40 in the evening.
First-class passenger rates from Puebla are: To Tehuacan, $3.92; to
Tecomavaca, $6.89; to Tomellin, $7.90; to Oaxaca and return, $13.50.
From Oaxaca to Tomellin, $3.37; to Tecomavaca, $4.38; to Tehuacan,
$7.35; to Puebla, $11.23. A liberal allowance is made for baggage.
Freight rates from Puebla to Oaxaca, and vice versa, are: For class
A, 12 cents; class 1, 6 cents; class 2, 4 cents; class 3, 3 cents, per ton
per kilometer. Special rates given on car-load lots.
Hidalgo and Northwestern Railroad.—This road holds one of the first
concessions granted, its date being January 28, 1878. The concession
has since been modified several times. It is the pioneer line, connect-
ing the Mexican Railway with the city of Pachuca. Within the last
four years it has been extended to the City of Mexico. It is narrow
guage, and traverses the Federal District and the States of Mexico and
Hidalgo. The line is finished to Acapulco, a few miles out from Tulan-
cingo. From Acapulco it will pass by Huachinango, Xicotepec (in the
State of Puebla), Bixcuantla, and Teahicatlan to Tuxpan, the second
port of Vera Cruz. It touches Mexico City, Pachuca, and Tulancingo.
The length of the main line, City of Mexico to Romeros (Tulancingo),
is 77 miles; of branches, Pachuca and Irolo, 43.5 miles, Tizayucan to
Teoloyucan, 16.15 miles.
Connections: At Mexico City, with Mexican National, Mexican Cen-
tral, Interoceanic, and Mexican Railways; at Tizayucan, with Mexican
Railway; at Teoloyucan, with Mexican National and Mexican Central;
•
HIGHWAYS OF COMMERCE.
51
at Pachuca, with Mexican Central, and Mexican Railway, and with
stage for Real del Monte Mines; at Romeros, with stage for Tulancingo
and Huachinango.
Trains leave Mexico City daily at 7.15 a. m. and 3.45 p. m., reaching
Tizayuca at 8.31 a. m. and 5.01 p. m.; Tepa, at 9.24 a. m. and 5.53 p. m.,
arriving at Pachuca at 10 a. m. and 6.30 p. m.; leaving Pachuca at
7 a. m. and 3.30 p. m., they reach Tepa at 7.40 a. m. and 4.10 p. m.;
Tizayuca at 8.31 a. m. and 5 p. m., and arrive at Mexico City at 9.45
a. m. and 6.15 p. m. Passengers going to Tulancingo must take the
morning train (7.15) for Pachuca and transfer at Tepa (9.24 a. m.),
reaching Tulancingo at 11.45 a. m. Going to City of Mexico, passengers
leave Tulancingo at 1.15 p. m. and transfer at Tepa at 3.50 p. m., arriving
at 6.15 p. m.
First-class passenger rates: From Mexico City to Tizayuca, $1.59; to
Tepa, $2.45; to Pachuca, $3.06; to Tulancingo, $3.06. From Pachuca
to Tepa, 67 cents; to Irolo, $1.59; to Tizayucan, $1.53; to Tulancingo,
$1.69; to City of Mexico, $3.06. From Teoloyucan to Tizayucan, 72
cents. Baggage allowance is the same as given by the Interoceanic
Railroad.
Freight rates from the City of Mexico to Irolo and Pachuca are the
same as those of the Central and the Interoceanic; but to Tulancingo
are: Class A, 12 cents; class 1, 8 cents; class 2, 6 cents; class 3, 4 cents
per kilometer (0.6214 mile) per ton (2,204 pounds).
Sonora Railway.—The original concession of this road was obtained
September 14, 1880, and modified in 1881 and 1882. It was opened
from Hermosillo to Guaymas, 90 miles, November, 1881, and to Nogales,
262 miles, on October 25, 1882. The line is owned by the Atchison,
Topeka and Santa Fe Railroad Company, and with the New Mexico and
Arizona Railroad forms the Sonora division of the Atchison company's
system of roads. It is standard gauge, and traverses the whole State
of Sonora, touching Guaymas, Hermosillo, Magdalena, and Nogales and
Benson, Ariz. Its connections are: At Guaymas, with steamers for
Alamos via Agiabampo for Topolobampo, Altata, Mazatlan, San Blas,
Manzanillo, Acapulco, La Paz and other points in Lower California, and
with stage for the Yaqui country; at Hermosillo, with stage for Ures
and Arispe; at Magdalena, with stage and private conveyance for Altar
and Arispe; at Nogales, with stage for Tucson, Ariz.; at Benson, Ariz.,
with Southern Pacific for points east and west.
Trains leave Benson daily at 7.30 a. m., and reach Nogales at 12.15
a. m.; leave Nogales at 2.37 p. m., arriving at Magdalena at 9.10 p. m.,
Hermosillo at 6.04 a. m., and arrive at Guaymas at 12.14 a. m., second
day. Going north, trains leave Guaymas daily at 1.40 p. m., arriving
at Hermosillo at 7.20 p. m.; Magdalena, 3.50 a. m. (next day); Nogales,
8.20 a. m., arriving at Benson at 2.40 p. m.
The first-class passenger rate is 3 cents per kilometer (0.6214 of a
mile). From Benson to Nogales the fare is $4.33, United States cur-
rency; to Magdalena, $6,48, Mexican currency; to Hermosillo, $12.69,
52
HIGHWAYS OF COMMERCE.
and to Guaymas, $17.01. From Guaymas to Hermosillo, $4.32; to Mag-
dalena, $10.17; to Nogales, $12.75; to Benson, $17.01. Tickets can be
bought from the Mexican Central from City of Mexico to Benson for
$78.02, Mexican currency. Local baggage allowance, 33 pounds; on
through tickets, 150 pounds.
Freight rates per kilometer (0.6214 of a mile) are:
1 to 150 kilometers .
151 to 300 kilometers
151 to 400 kilometers..
301 to 500 kilometers
401 to 500 kilometers
·
1 to 75 kilometers
1 to 150 kilometers
1 to 185 kilometers
76 to 100 kilometers
76 to 150 kilometers.
101 to 500 kilometers
151 to 225 kilometers...
151 to 300 kilometers
186 to 400 kilometers
226 to 300 kilometers
301 to 500 kilometers
401 to 500 kilometers
Price per ton.
Distances.
Class A. Class 1. Class 2.
Class 3.
$0.12
$0.06
$0.04
$0.023
.09
.053
033
.028
.05
.05
.03
·
021
In car-load lots.
053
•021
.10
.03
.02
05
•
.01
.04
.08
.021
.08
.04
021
.02
•
Mexican Northern.-The concession for this road was obtained March
20, 1890, and the company operating was chartered in the June follow-
ing. The road was opened to Rincon in February, 1891, and the entire
line (81.25 miles) was in operation by July of the same year. It is a
broad-gauge road, and runs from Escalon, a station on the Mexican
Central, in Chihuahua, to Sierra Mojada, a mining town in Coahuila.
At Sierra Mojada connection is made with stage for Cuatro Cienegas
and Monclova.
Trains run from Escalon daily at 4 p. m., reaching Sierra Mojada
at 7.15 p. m.; leaving Sierra Mojada daily at 7.15 a. m., and reaching
Escalon at 10.30 a. m.
The first-class passenger rate is 5 cents per kilometer from Escalon
to Sierra Mojada; from Sierra Mojada to Escalon the fare is $6.25.
Baggage allowance, 15 kilograms (33 pounds).
Freight charges are: Special or class A, 12 cents; class 1, 10 cents;
class 2, 7 cents; class 3, 5 cents per kilometer (0.6214 mile) per ton of
2,204 pounds in quantities less than a car load. For car-load lots 10 per
cent reduction is made.
Alvarado Railroad. The original concession for this road was granted
on May 4, 1875, but was modified in 1878, 1888, and 1890. The route
designated in the decrees was to be from the city of Vera Cruz to Alva-
rado, a distance of 70 kilometers (43.50 miles) south, with a branch to
Anton Lizardo, and from some convenient point on the Rio San Juan,
and opposite Alvarado, to proceed south, to connect with the Tehuan-
tepec Railway. The road is in operation to Alvarado, and already
located to Joltipan on the Tehuantepec Railroad. At Vera Cruz it
HIGHWAYS OF COMMERCE.
53
connects with the Mexican and Interoceanic railways for Jalapa, Cor-
doba, Orizaba, Puebla, Pachuca, and Mexico City, and with steamers
for Gulf ports, Cuba, United States, and Europe; at Alvarado, with
river steamers for Tlacotalpan, Cosamaloapan, Textepec, San Juan
Evanglista, and San Andres Tuxtla, via Tlacotalpan, by animal con-
veyance.
Trains leave Vera Cruz daily at 11 a. m., arriving at Medellin at 11.50
a. m., and at Alvarado at 4.30 p. m.; returning, leave Alvarado at 7
7 a. m., arriving at Vera Cruz at 2 p. m.
First-class passenger rate, 3 cents per kilometer. First-class fare
from Vera Cruz to Medellin, 46 cents; to Alvarado, $2.14; from Alvar-
ado to Medellin, $1.68.
Freight rates. Special, 12 cents; first class, 6 cents; second class, 4
cents; third class, 3 cents per kilometer per ton of 2,204 pounds.
Manzanillo and Colima Railroad.-The original concessions of this road
(from Toluca to the Pacific Ocean) were obtained by the Mexican National
Railroad Company in 1872 and 1877, but, by subsequent arrangement,
the Mexican National Construction Company took over the concession
for building a line from Manzanillo, the best port in Colima, ‘o some
point in the interior. It is a narrow-gauge line and is open ted to
Colima, the capital of the State of Colima, having a length of 94
kilometers (58.41 miles). It connects at Manzanillo with steamers for
Pacific Coast ports, and at Colima with stage or private conveyance for
Zapoltan and Guadalajara.
Trains leave Manzanillo at 2 p. m., arriving at Colima at 6 p. m.;
returning, leave Colima at 7 a. m., arriving at Manzanillo at 11 a. m.
First-class passenger rate, 4 cents per kilometer (0.6214 mile). First-
class fare from Colima to Manzanillo, or vice versa, $3.88.
Freight rates: Special, 12 cents; first class, 6 cents; second class, 4
cents; third class, 3 cents per kilometer per ton.
Sinaloa and Durango Railroad.-The original concession was granted
August 16, 1880, and modified in 1881, 1882, 1886, and 1888. Under its
first concession it was to have been an extensive system, from the port
of Altata to the city of Durango, via Culiacan and many other interior
points, and having various connections with coast towns northward.
Only 61 kilometers (37.91 miles), however, have been built from Altata
to Culiacan, and these are in operation in connection with two small
steamers owned by the company engaged in the coasting trade.
Trains leave Altata daily at 6.30 a. m., arriving at Culiacan at 9.10
a. m.; returning, leave Culiacan at 6 a. m., reaching Altata at 8.30 a. m.
At Altata trains connect with steamers for Pacific coast ports, and at
Culiacan with stage and private conveyance for Sinaloa, Tamazula,
Casa, and San Ignacio.
First-class passenger rate, 3 cents per kilometer (0.6214 mile). First-
class fare from Altata to Culiacan, or vice versa, $1.90.
Freight rates are: Special, 10 cents; first class, 7 cents; second class,
5 cents, third class, 4 cents per ton per kilometer (10.6214 mile).
54.
HIGHWAYS OF COMMERCE.
Tehuantepec Railway. This road, now within 25 miles of completion,
is destined to be one of the most important in the Republic. The project
was to build across the Isthmus of Tehuantepec and connect the Atlantic
and Pacific oceans. The idea of a highway for this purpose is very
old, dating from the time of Cortez. Surveys and plans have been
UNITE D
San-Francisco
New Or
Galveston
MEXI
Mexico
-
D
Α
TES New York
Mobile
Havana
CUBAY
TEHUANTEPEC
NICARAGUA
NICAR
PANAMA
ISTHMUS OF
COMPARISON
OF THE
TEHUANTEPEC,
NICARAGUA
and PANAMA
ROUTES.
R
T
H
A
Cape Horn
made from time to time, but those of Captain Eads take the first place.
The first serious efforts to realize this great work began in 1879, when
an American company obtained a concession, but, unfortunately, the
company was declared bankrupt in 1882. In 1883 the Mexican Gov-
ernment undertook to build the road, and laid rails for a distance of
HIGHWAYS OF COMMERCE.
55
some 40 kilometers (24.85 miles). In 1889 and 1890 about 100 more
kilometers (62.14 miles) of rails were laid under the McMurdo contract,
and it was supposed that there remained only 100 kilometers more to
build. In 1891 the McMurdo concession was rescinded and a new
contract was made with Stanhope, Corthell & Hampson. By virtue
of the authorization which Congress gave the Executive last fall, a
contract was eutered into with Stanhope & Corthell for the comple-
tion of the road. The completed line now measures over 255 kilometers
(158.46 miles), and less than 25 miles are lacking for the termination of
the shortest interoceanic line in Mexico. The road is broad gauge and
traverses the States of Vera Cruz and Oaxaca, touching Coatzacoalcos,
Minatitlan, Suchil, Tehuantepec, and Salina Cruz. At Coatzacoalcos
it connects with steamers for Gulf ports, Havana, United States, and
Europe; at Tehuantepec, with private conveyance for Oaxaca, Miahutlan,
and Pachueta, and at Salina Cruz, with steamers for Tonala, San Benito,
and other Pacific coast ports.
There are no regular passenger trains running as yet, but two coaches
are attached to freight trains carrying material, etc., which carry pas-
sengers (fare, 3 cents per kilometer = 0.6214 miles) to the end of con-
struction, and then transfer by coach or private conveyance to other
sections.
Tehuantepec Railway vs. Nicaragua and Panama canals.-In order that
the commercial interests of the United States may know the distances
saved between shipping points of the world, I append a table, approved
by the Mexican Government and used by Minister Matias Romero in
his pamphlet entitled El Ferrocarril de Tehuantepec:
From-
To-
Via
Tehuantepec Nicaragua
Railway. Canal.
Via
Via
Panama
Railway.
New York…….
New York.
New York…….
New York..
New York...
New York.
New York...
New York…….
New York….
New York…….
New York….
New York.
Mazatlan
New York..
New York…….
San Francisco..
Puget Sound..
Sitka
Behring Straits.
Acapulco
Hongkong
Miles.
Miles.
Miles.
4, 925
5, 651
6, 107
5, 647
6, 524
6,855
6, 347
7, 113
7,555
7,788
8,524
9, 101
2,722
3,507
3,988
3,476
4, 232
4, 675
Yokohama
Melbourne.
Auckland
Honolulu
11, 597
12, 313
12, 645
9,984
10, 626
11, 211
11, 068
11, 357
11, 471
9, 345
9, 745
9, 813
Callao
6, 566
7,390
7,705
-
Guayaquil
4, 661
4,312
3,873
New Orleans.
Valparaiso..
4, 141
3.774
3,303
•
San Francisco.
6, 370
5,774
5,337
New Orleans...
New Orleans.
Acapulco
3, 561
4,776
5,415
1, 454
Mazatlan
2, 631
3,296
New Orleans.
Liverpool.
New Orleans.
Callao
Valparaiso..
San Francisco.
2,027
3,357
3,983
3,393
3,436
3, 181
5, 040
4,899
4, 644
Liverpool
8, 274
Liverpool
Acapulco
8,783
9.071
•
6, 076
Mazatlan
6, 639
6, 952
Liverpool
6,714
Auckland.
7,364
7, 640
Liverpool
12, 584
Liverpool
Guayaquil
Callao
12, 877
12, 777
7,379
6,848
6, 267
Liverpool
7,899
Liverpool...
Valparaiso.
Honolulu
7,444
6, 837
9, 356
8, 906
8, 301
Liverpool.
9, 805
Yokohama
10,522
10.670
Liverpool.
13, 223
Melbourne
13,758
14, 175
14, 113
14, 499
14, 435
56
HIGHWAYS OF COMMERCE.
These remarkable savings in distance, says Manuel Rivera, a dis-
tinguished Mexican civil engineer, will no doubt be found equivalent
to a great saving in time as well as freight, and this is what constitutes
the great commercial feature of this road. Therefore, when completed
the road will be of great benefit to some of the commercial ports of the
United States.
Minor railways.—Among the many railways partially built and in
operation, the following may be mentioned briefly: Potrero Cedral,
Vanegas and Rio Verde, with a branch to Matehuala and Catorce,
mining centers, and a connection with the Mexican National Railway,
having 86 kilometers in operation; the Michoacan and Pacific, from
Maravatio, on the Mexican National Railway, to the Trojos mining dis-
trict, 55 kilometers, with right to continue, according to the concession,
to various points in Michaocan and to the Pacific Ocean, and also con-
nect with the Interoceanic at Cuernavaca or Yantepec; the Salamanca,
Valle de Santiago and Jaral, 35 kilometers in operation, from its con-
nection with the Mexican Central at Salamanca; the San Marcos, on
the Mexican and Interoceanic railways, and Nautla, on the Mexican
Gulf, with branches to Zacapoaxtla and Perote, 76 kilometers in opera-
tion; the Esperanza and Tehuantepec, 50 kilometers, connecting with
the Mexican Railway at Esperanza and at Tehuacan with the Mexican
Southern (the Oaxaca Railroad); the Cordova and Tuxtepec, 51 kilome
ters finished, to connect with the Mexican Railway at Orizaba, its pres-
ent terminus being Matzarongo, a celebrated rice and sugar hacienda
(plantation) a few miles from the River Tonto; the Mexico, Cuernavaca
and Pacific, 31 miles finished, which will extend from the City of Mex-
ico to the harbor of Acapulco, touching Cuernavaca, Jojutla, Tlapa, and
Ametepec. A part of the country through which this last road will pass
abounds in long-leaf pine and oak, which will give it considerable traffic
in supplying Mexico with fuel, for which there is a good demand. The
Cuernavaca Valley is one of the heaviest sugar districts in Mexico. It
also produces aquardiente, molasses, rice, fruits, etc. Cuernavaca is one
of the most charming summer resorts of Mexico and was the favorite
resort of Cortez and Maximilian. This road is being rapidly pushed
to completion.
YUCATAN RAILWAYS.
The railways in the State of Yucatan merit special mention. They
have been built mainly with native capital. Most of them are stand-
ard gauge.
Merida and Progreso.-The original concession for the Merida and
Progreso (via San Ignacio) Railway was decreed by the Government
on the 17th of January, 1874, and modified April 26, 1875. This road
(36 kilometers (22.37 miles) in length) was opened in 1881. At Pro-
greso it connects with the steamers for Gulf ports, United States,
Cuba (Havana), and European ports. At Merida it connects with
HIGHWAYS OF COMMERCE.
57
branches of the same system for Akil (Peto Railroad) and Izamal; for
Campeche, via Macaxoni, by animal conveyance.
Trains leave Progreso daily at 9.30 a. m., arriving at Merida at 10.45
a. m.; trains leave Merida at 7 a. m. and reach Progreso at 8.30 a. m.
First-class fare either way, 77 cents.
Freight rates are: Special, 10 cents; first class, 6 cents; second class,
4 cents; third class, 2 cents per kilometer (0.6214 mile) per ton of
2,204 pounds. These rates apply also to the Izamal railroad.
Merida and Peto.-The concession for this road was granted March 27,
1878, and modified in the years 1882, 1886, and 1888. The direction of
the road is from Merida to Peto, via Ticul and Tekax, with Lake Chau-
kanah and Partido de los Chenes, in the State of Campeche, as objec-
tive points. The road is open to Akil, a distance of 99 kilometers
(61.52 miles), although 104 kilometers (64.62 miles) are built. This is
a narrow-gauge line.
Trains leave Merida at 2 p. m., arriving at Akil at 6.15 p. m.; trains
leave Akil at 5 a. m., arriving at Merida at 9.20 a. m. First-class fare
either way, $2.02. Freight rates are: Special, 12 cents; first class, 6
cents; second class, 5 cents; third class, 4 cents per ton (2,204 pounds)
per kilometer (0.6214 mile). These rates apply also to the Merida and
Campeche Railroad.
Merida and Valladolid.-The original concession for this road was
granted December 15, 1880, and modified in 1881, 1883, 1886, and 1888.
The route designated in the decrees was to be from Merida to Valladolid,
via Texkokob, Motul, Temax, and Cenoletto, with a branch road to Pro-
greso and another from some point on the trunk line to Tizimin, via
Espita. The road is opened from Merida to Progreso, a distance of 47
kilometers (29.21 miles); from Conkal to Tekax, 28 kilometers (17.40
miles); and from Conkal to Motul, 31 kilometers (19.26 miles).
Trains leave Merida at 5 p. m., arrive at Conkal at 5.30 p. m., and
at Progreso at 6.30 p. m. Returning, trains leave Progreso at 2.30
p. m., arrive at Conkal at 3.30 p. m., and at Merida at 4. p. m. Trains
leave Conkal at 6 p. m. and arrive at Tekax at 6.45 p. m.; returning,
leave Tekax at 3 p. m., arrriving at Conkal at 3.55 p. m. A train
leaves Conkal at 5.40 p. m., arriving at Motul at 6.45 p. m.; returning,
leaves Motul at 2.20 p. m., reaching Conkal at 3.55 p. m.
The first-class passenger rate is one-half cent per kilometer (0.6214
mile). Fare from Merida to Progreso, or vice versa, is 73 cents; from
Merida to Conkal, 25 cents; from Conkal to Tekax, or vice versa, 43
cents; from Conkal to Motul, or vice versa, 48 cents.
Freight rates per ton per kilometer (0.6214 mile) are: Special, 10
cents; first class, 5 cents; second class, 4 cents; third class, 3 cents.
Merida and Campeche.-The original concession for this road was
granted September 14, 1880, but was modified in 1881, 1882, 1886, 1888,
and 1889. The route designated in the decrees was to be from the city
58
HIGHWAYS OF COMMERCE.
of Merida to Campeche, via the town of Calkini, with a branch to Hunri-
cina, and another to Mura. The road is open from Merida to Maxcanu, a
distance of 59 kilometers, (136.66 miles), and from Campeche to Pomuch,
a distance of 53 kilometers (22.93 miles), but 129 kilometers are built.
This is a narrow-guage line.
Trains leave Merida daily at 6 a. m. and arrive at Maxcanu at 8.30
a. m.; returning, leave Maxcanu at 7 a. m., reaching Merida at 9.15 a. m.
Trains leave Campeche at 2 p. m., reaching Pomuch at 4.40 p. m.;
returning, leave Pomuch at 6 a. m., arriving at Campeche at 8.40 a. m.
First-class passenger rate is 2 cents per kilometer. Fare from Merida
to Maxcanu, or vice versa, $1.21; and from Campeche to Pomuch, or
vice versa, $1.09.
Freight rates are the same as for the Merida and Peto Railroad.
Merida and Izamal.-The concession for this road was granted May 15,
1884; modified in 1886, 1888, and 1890. The route of this road is from
Campeche to Izamal, via Tekanto, 67 kilometers (41.63 miles), and is
now open for traffic.
Trains leave Merida at 6 a. m., reaching Izamal at 8.55; returning,
leave Izamal at 6 a. m., reaching Merida at 8.55 a. m.
First-class passenger rate, 2 cents per kilometer (0.6214 mile). First-
class fare from Merida to Izamal, or vice versa, $1.37.
Freight rates are the same as for the Merida and Progreso Railroad.
2. NAVIGABLE RIVERS AND CANALS.
The first important river found in the extreme north of the Repub-
lic, on the Gulf side, is the Rio Grande, forming a portion of the
boundary line between Mexico and the United States. It is navigable
for a short distance from Matamoras to the interior for good-sized
boats, and small craft ascend as far as 196 miles from this point.
There is communication on the Panuco River, between Tampico and
Tantoyuquila, by steamboats, which, starting for the interior, run into
the Guayalejo or Temesi, through the mouths of El Moralillo, and
enter the Chairel Lake and the American Canal. For nearly the whole
distance there is an average depth of more than 20 feet. Once in the
Tamėsi, the average depth is a little over 16 feet to the San Francisco
ranch, where the rocky bed leaves little more than 4 feet, rendering
navigation extremely difficult and at night impossible. The canaliza-
tion of the Tamesi would be an easy task, the bottom being mostly of
sand and mud, while the obstructions referred to could be blown up
without difficulty.
Some years ago work was commenced on the Chijol Canal, between
Tampico and Tuxpan. It is to be 250 miles long, and will be extended
to the Lomas del Real, to drain the lagoons existing in the neighbor-
hood, and thus improve the salubrity of Tampico. The connection of
the Panuco with the Barbarena will be completed the required length
and, with its completion, the abundant resources of the region will be
made available. The Panuco itself is navigable for 80 miles.
HIGHWAYS OF COMMERCE.
59
A few months ago the Government made a contract with Emilio
Rubio and Samuel Morales Pereira for the improvement and canaliza-
tion of the River Tempoal, which empties into the Panuco close to
Tampico. The new company organized for this important enterprise is
authorized to work from the town of Panuco up the river. The work
must be done so that the river may be fitted for traffic, the canalization
of the river to be sufficient to allow the passage of boats of 60-tons
burden. The company doing the work must finish it in proper shape
within a specified time, and in payment for each kilometer of improve-
ment made, the concessionaries are to receive from the Government
4,000 hectares (9,884 acres) of public land wherever desired, providing
said work be approved by the secretary of public works.
The rivers Presas and Soto la Marina, in Tamaulipas, could be made
navigable so as to reach, on the former, the towns of San Fernando
and Mendez, and on the latter, the city of Soto la Marina. The Soto
la Marina River receives the waters of numerous streams and of sev-
eral rivers of considerable volume, and from the nature of its bed could
be easily rendered navigable.
Among the lakes lying along the coast of Tamaulipas is the Laguna
de la Madre, with a width varying between 10 and 26 miles. In view
of its many communications with the Gulf, and with the fertile lands
around it, its waters should be more largely utilized.
The Tuxpan River, in the State of Vera Cruz, which empties into the
port having the same name, is navigable for about 60 miles, and, with
a little dredging, a depth of 6 or 7 meters might readily be obtained.
The Papaloapam, San Juan, and Coatzacoalcos are open for vessels
carrying from 8 to 12 feet. The Papaloapam is navigable for 90 miles;
the San Juan for about 125 miles, and the Coatzacoalcos for more than
50 miles. On the Papaloapam and its tributaries, a franchise has been
given to a Mexican company (Maclovio Ramos, No. 1 Angel street, City
of Mexico, agent), with a subvention of $3,600 annually, to run small
steamboats twenty times a month between Tlacotalpam and Tuxte-
pec, touching at Cosamaloapam, and between Anton Lizardo and San
Juan Evangelista. Besides these, there are six more boats, belonging
to the Vives Hermanos (Alvarado), and José L. Perez y Francisco
Cházaro Hijos (Tlacotalpam), plying between Alonzo Lazaro, Alvarado,
Tlacotalpam, San Nicolas, Chacaltianguis and Tuxtepec.
The Papaloapam and its affluents are in the best possible condition
for canalization; their waters are placid, their currents seldom exceed
a mile an hour, and the territory through which they run contains some
of the richest of lands.
The Coatzacoalcos and its tributaries would, by canalization, develop
an immense traffic for over 100 miles in the interior; as by opening the
channel to the easternmost part of Oaxaca, vast quantities of products
would be carried over its waters.
Tabasco is not supplied with railroads, but nature has provided her
with many waterways, which traverse the State in all directions. The
60
HIGHWAYS OF COMMERCE.
Tauchiochapa, Gonalez, San Pedro, the majestic Grijalva, the Usuma-
cinta, with its wealth of waters, and a large number of channels and
streams, which by little labor and expense might be rendered navigable
for vessels drawing 5 to 8 feet, would make together quite a system of
navigation that would contribute not only to the welfare of that State,
but also to that of Chiapas and Campeche.
From the Lake of Terminos, via Palizada, and by two different routes,
the port of Frontera and the Usumacinta River may be reached. From
Frontera, on steamboats following up the Grijalva, touching San Juan
Bautista to Huimanguillo; and by changing to small crafts, ascent can
be made on the Mescalapa to Tuxtla, and San Cristobal, the capital
city of Chiapa, not far distant from the above towns, can be easily
reached overland.
The Usumacinta joins the Grijalva at Tres Bocas, and runs thence
toward the southeast, across the rich districts of Centro, Jonuto,
Monte Cristo, Palenque, Balancan, and Tenosique. After penetrating
the mountain region it becomes a boisterous torrent. The river's
navigable length, about 125 miles, is almost three times that of the
Grijalva, and the region which it waters is by no means inferior to the
one drained by the latter. The waters of the Grijalva and Mescalapa,
for a length of some 95 miles, penetrate the low mountains of Pichu-
calco, irrigate a section of country wherein the layer of tillable soil
varies between 10 and 20 feet in depth, well watered by timely rains,
and capable of producing, in the greatest abundance, all the use-
ful plants of the tropical region. During the rainy season both the
Grijalva and Mescalapa are apt to overflow, but this evil can be reme-
died by establishing regulating dikes at the Seco and the Conduacan.
By deepening at some places the channel of the Mescalapa between
San Juan Bautista and Huimanguillo, a permanent passage would be
secured for vessels drawing from 6 to 10 feet from Frontera to the dis-
trict of Huimanguillo.
On the rivers Grijalva and Usumacinta, franchises have been granted
to two Mexican companies (Mauricio Horner and José Tamborrel, agents,
City of Mexico), with a subvention of $5,400 annually to the first one
(Grijalva River Mexican Navigation Company) for the purpose of run-
ning small steamboats fifty-four times during the year between Atasta
and La Palma on the Grijalva and Atasta and the Port of Chiltepec
on the Gonzalez. A subvention of $9,000 annually is given by the
Government to the second one (Grijalva, Usumacinta and Palizada
Mexican Navigation Company) to ply nine times a month from San
Juan Bautista to Tenosique, on the Grijalva and Usumacinta, touching
at Frontera, Palizada, Jonuto, Monte Cristo, and Balancan, and on the
river Palizada from Palizada to the port of Carmen, in the State of
Campeche.
In Campeche, the Lake of Terminos receives numerous rivers, some of
which may be rendered navigable for short distances. Among them
HIGHWAYS OF COMMERCE.
61
are the Conception and the Mamantel, running through very rich for-
ests. The Champoton, although naturally navigable for some distance,
would, if rendered entirely fit for navigation, throw open to commerce
the productive regions of the eastern part of that State. On the Pacific
slope there are but few rivers that could be rendered navigable, owing
to the short or turbulent course of most of them. Some, however,
would repay the expense of improving their channels. The course of
the Tehuantepec is 182 miles from its source in the district of Tlacolula
(Oaxaca) to its mouth in the bay of La Ventosa, where it forms the port
of the same name, the terminal point of the Tehuantepec Railway.
The river runs through the thickly populated districts of San Carlos,
Yautepec, and Tehuantepec, and its canalization would give life to an
agricultural region which now lacks commercial activity. The Rio
Verde undoubtedly admits of canalization for at least 62 miles of its
course.
In Guerrero, the current of the few rivers emptying into the Pacific
is for the most part too impetuous for navigation. The most important
among them is Las Balsas, which, with its source in the State of Tlax-
cala, has a length of 419 miles. Notwithstanding its volume of water,
its rapid slope, and the sand bank it forms at the place where it dis-
charges into the ocean, are serious obstacles to canalization; the ex-
pense attached to its improvement might, however, be justifiable in
view of the rich resources in agriculture and stock raising of the thickly
populated region through which it flows.
On the coasts of Colima, Jalisco, Sinaloa, and Sonora there are rivers
of considerable importance for their volume of water, the length of
their course, and the rich sections of country through which they run.
The Coahuayana, Armeria, Chacala, Piginto, and San Pedro, are in
favorable condition for canalization.
The Santiago may be utilized for a considerable distance. In this
river there are obstacles, chiefly in the differences of level in its bed,
presenting in some places fords with very rapid currents. These obsta-
cles would call for sectional canalization, but with such a system the
development of new industries and wealth in Jalisco and Tepic would
provide for the well-being of many thousands of people.
The Mazatlan River is also in the best condition for canalization for
about 62 miles, and this may also be said of the Culiacan, Sinaloa, and
Fuerte.
Sonora has within its limits excellent rivers that may be turned to
advantage for considerable distances. The Yaqui and Mayo both carry
abundant water, have thoroughly good beds and outlets, and run
through extensive and fertile plains, forming the tropical belt between
the mountains and the sea.
The Colorado, emptying into the northern extremity of the Gulf of
California, presents considerable difficulties. It will change its course
at the caprice of a patch of sand, which, shifting now in one direction
62
HIGHWAYS OF COMMERCE.
and then in another, renders impossible, under present physical condi-
tions, any permanent system of navigation. Nevertheless, a few flat
steamboats ply its waters.
Such are the numerous rivers of Mexico, many of which are in the
best possible condition for contributing to the development of the coun-
try, and for aiding great and profitable enterprises, especially as motor
power.
3. PORTS AND HARBORS.
Nature has not been liberal in providing Mexico with available ports.
On the Gulf coast there are open roadsteads where vessels at anchor
are exposed to more or less danger, and bars and sand banks obstruct
access to the shelters which the rivers would afford.
Matamoras, on the Mexican side of the Rio Grande, is a safe port,
especially since the Government has completed works to prevent the
periodical overflows which invariably follow the rainy season.
Tampico, at the mouth of the River Panuco, has been lately improved
by the construction of jetties on the Eads system, and is now the finest
harbor on the Gulf seaboard. From the mouth of the river, for 20 miles,
the stream is about half a mile wide, with an average depth of 35 feet,
forming a completely land-locked harbor, where vessels drawing 20
eet can ride in safety.
Leagued with the future of Tampico is the port of Tuxpan, which is
situated at the mouth of the river of the same name. The entrance has
been obstructed by a bar which carried a depth varying from 10 to 14
feet during the rainy season, but the Government has constructed two
jetties from the shore seaward, and dredged a canal at the mouth of
the river, at a total expense of $283,680.
Vera Cruz was the principal port on the Gulf until Tampico was
improved. It has a light-house on the southeast extremity of the castle
on the Island of San Juan de Ulua. The anchorage ground is between
the castle and the city, and affords very little security to vessels when
the heavy "northers" sweep across the Gulf. The depth of water is
sufficient only for vessels drawing about 19 feet; those which draw more
have to anchor at the Island of Sacrificios, where there is greater depth
and protection, but too far from the city for unloading cargo. To obvi-
ate this the Government is building a breakwater from the mainland to
the Gallega reefs; another, on the Gallega reefs from the northwest
extremity of the former to the eastern end of the fort on the Island of
Ulua, and is dredging the channel thus formed. The total cost of these
works is to be $5,615,000.
Alvarado and Anton Lizardo have been declared by the Govern.
ment engineers as high-water ports, both have good anchorage, and both
are spacious harbors.
Tlacotalpam is on the banks of a lagoon, 15 miles southeast of Alva-
rado. Vessels drawing 13 feet of water can enter.
HIGHWAYS OF COMMERCE.
63
Minatitlan is 18 miles up the River Coatzacoalcos, on the Gulf side
of the Isthmus of Tehuantepec. The river is navigable from the town
to the mouth, having sufficient water for the largest vessels, though the
bar prevents the entrance of ships drawing more than 12 feet. But in
connection with the construction of the Tehuantepec Railway, the Gov-
erument is making a channel of 26 feet depth which, together with
piers, warehouses, etc., will probably cost $4,000,000. Minatitlan, or
properly speaking, Coatzacoalcos, will be a harbor destined soon to be
the entrepôt for a large interoceanic business.
Frontera is the entrance to the River Grijalva, in the State of Tabasco.
It is the port for San Juan Bautista, which is situated some distance
up the river, to which point it has water for large vessels. The entrance
is obstructed by a bar, with varying depth of water. During the rainy
season it carries from 9 to 11 feet, and in the dry season only 7 feet.
Large vessels have to anchor outside the bar, exposed to the "northers"
and the heavy seas they create.
Campeche is an open roadstead, where vessels drawing 10 feet anchor
about a mile from the shore, and those drawing over 15 feet, from 6 to
7 miles off.
Laguna de Terminos (Carmen) is a port formed by the island of Car-
men. The anchorage is safe inside the bar, which carries from 12 to 14
feet of water, and obstructs the entrance to the lake. Large vessels
anchor outside this bar and discharge and receive cargo from launches.
Sisal is an open roadstead, with good holding ground, although
exposed to the northers. It was formerly the chief port of Yucatan,
but the removal of the custom-house to Progreso has destroyed its
foreign trade.
Progreso is another open roadstead where vessels anchor in 4 fathoms
of water about 2 miles from the shore. It has a light-house, situated
some 4 miles southeast from the anchorage off the town.
On the Pacific coast there are some good harbors:
San Benito, in the State of Chiapas, and close to the frontier of
Guatemala, is an open roadstead.
Tonala, 120 miles northwest of the former port, is another open road-
stead. The Government spent $900,000 in building a pier at each of
these ports, but the heavy gales which occur periodically on this coast
destroyed them.
Ventosa, at the mouth of Tehuantepec River, and 25 miles from the
town of the same name, is an open bay.
Salina Cruz, now the port on the Pacific end of the Tehuantepec
Railway, is an open roadstead, and affords no shelter for vessels, but
in the last contract made to terminate the Tehuantepec Railway the
construction of an iron pier and a breakwater was included.
Huatulco, at the western extremity of the Gulf of Tehuantepec, is
well sheltered from the southerly winds. A natural breakwater, in the
shape of two islands lying opposite this port, has been the means of
J
64
HIGHWAYS OF COMMERCE.
forming a channel from 7 to 9 fathoms in depth. The Government, as
well as the Mexican Southern Railway Company, could well afford to
make this port the Pacific terminus of their respective roads.
Puerto Angel, south of the State of Oaxaca, is protected from the
southwest winds, and the bay affords an anchorage of 12 or 13 fathoms
of water. The landing, however, is somewhat difficult on account of
the waves, which break heavily on the beach.
Acapulco, in the State of Guerrero, and the projected Pacific coast
terminus of the Interoceanic Railway, is a fine land-locked harbor,
sheltered on the north by mountains, which rise to the height of from
2,000 to 2,700 feet. The depth of water varies from 5 to 25 fathoms.
There is no pier, and cargoes are discharged into launches, which carry
them to the beach.
Manzanillo, in the State of Colima, is a small and comparatively safe
port, which the Mexican National Construction Company will make the
terminus of its railway from Guadalajara.
Chamela, in the Bay of Panela, State of Jalisco, is comparatively
sheltered, except from the southerly winds, which prevail in July and
August, when very heavy seas roll in.
San Blas, at the mouth of the Santiago River, is open to the full
sweep of the Pacific Ocean; anchorage, 5 to 7 fathoms.
Mazatlan, in the State of Sinaloa, is one of the best ports on the
Pacific coast, and is partially sheltered; anchorage, from 5 to 7
fathoms.
Altata, the terminus of the Culiacan Railroad, is partially sheltered;
anchorage, 5 to 6 fathoms.
Playa Colorado is almost an open roadstead, where vessels anchor in
from 5 to 7 fathoms, about 4 miles from the shore.
Guaymas, in Sonora, is at the mouth of a small river, which empties
into the Gulf of California. It has a good bay, protected from the
winds by surrounding hills. Vessels anchor close to the town, in about
3 fathoms of water.
La Libertad, north of Guaymas, has a safe and commodious bay, with
sufficient water for all vessels.
Pichillingue is an extensive bay on the eastern coast of Lower Cali-
fornia, and affords good anchorage, with deep water, and is a safe port.
La Paz is a bay in the same territory, where small vessels anchor
about a mile from the shore; large ships anchor under the island of San
Juan Nepomuceno, in 5 to 10 fathoms of water, about 9 miles out.
Ensenada de Todos Santos, on the west coast, is a bay, where there
is comparatively safe anchorage, and partial protection for ships.
4. OCEAN LINES.
The development of maritime commerce, in connection with activity
in the interior trade since 1877, has induced the Government to give it
further impulse by granting concessions to various ocean transporta-
HIGHWAYS OF COMMERCE.
65
tion companies and individuals. Subsidies and special privileges have
been given to the following companies:
The New York and Cuba Mail Steamship Company (American), J.
Ritter, Gante, No. 1, Mexico City, and James E. Ward & Co., 113
Wall street, New York City, agents; has no subvention, but has special
exemptions. Steamers make 104 trips (52 required) regularly from
and to New York, Havana, Progreso, Vera Cruz, Tuxpan, and Tam-
pico and Frontera and Campeche, alternately, reaching Havana in 4
days, Progreso 7 days, and Vera Cruz 9 days. First-class fare to Vera
Cruz, $55 gold, and to Mexico City, $60 gold.
The German Imperial Mail, Busing & Co., Vera Cruz, agents; has
no subvention, but has special exemptions. The line must make 12
voyages yearly, starting every month from Vera Cruz, for Tampico,
Progreso, Havre, and Hamburg.
The Harrison Line and The West Indian and Pacific Steamship Com-
pany (English), Juan Ritter, Gante, No. 1, Mexico City, agent; have no
subventions, but have special privileges; must make 12 voyages annu-
ally, starting monthly from Liverpool, and touching Paillac, Barbados,
St. Thomas, Trinidad, La Guayra, Puerto Cabello, Curaçao, Santa
Marta, Sabanilla, Cartagena, Port au Prince, Kingston, Colon, Vera
Cruz, Tampico, and New Orleans, with the option of touching at
Progreso, Campeche, and Tuxpan when necessary.
Romano y Cia. (Mexican), Indalicio Sanchez Gavito, No. 12, San
Agusten, Mexico City, agent; receives a subvention of $1,000 per round
trip. Must make 36 trips annually between Tuxpan, Vera Cruz, Coat-
zacoalcos, Minatitlan, and Frontera, with the privilege of stopping
at San Juan Bautista, Laguna, Campeche, Progreso, Tampico, and
Tecolutla.
Spanish Transatlántica, José D. Bousquet, No. 3 Tiburcio, Mexico
City, agent, has no subventions; but has special exemptions. These
steamers make 36 through trips (12 annually required) between Vera
Cruz, Frontera, Campeche, Progreso, Tampico, Tuxpan, Havana,
Coruna, Santander, Cadiz, Barcelona, Liverpool, Havre, and New
York. Leave New York on the 10th of the month for Havana,
Progreso, and Vera Cruz; on the 13th for Havana, and on the 30th for
Havana, Santiago de Cuba, Guayra, Puerto Cabello, Santa Marta,
Puerto Limon, and Vera Cruz; leave Vera Cruz on the 4th for Progreso,
Havana, Puerto Rico, and Spanish ports, connecting with its own
steamers at Havana (here transferring with its own steamers) for New
York and Spanish ports, and on the 24th for Progreso, Havana, and
New York. First-class fare from Vera Cruz to Progreso, $22.50, Mexi
can currency (round trip, $33.75); to Havana, $36 (round trip, $54), and
to New York, $82.25 (round trip, $116.25).
Compagnie Générale Transatlantique (French), E. Dutour, No. 12
Guardiola, Mexico City, agent; has no subvention, but special exemp-
tions. These steamers make 52 trips (12 annually required as per con-
533A——5
66
HIGHWAYS OF COMMERCE.
cession) and touch between Havre and Vera Cruz at Antwerp, Bor-
deaux, St. Nazaire, Santander, Corunna, New York, St. Thomas, San
Juan de Puerto Rico, Puerto Plata, Cape Haitien, Port au Prince,
Havana, Tampico, and New Orleans. Steamers leave New York for
Mexico and Havana on the 1st of each month and leave Vera Cruz on
the 12th of each month. First-class fare from Vera Cruz to Havana,
$30, Mexican currency.
New York, Mobile and Mexico Steamship Line (American), Emeterio
de la Garza, 12 Rosales, Mexico City, agent; has no subvention, but
enjoys special privileges. Steamers make monthly trips between
Mobile and Tampico.
Gonzalez Direct Line (Mexican), Manuel Peniche, 4 Angel street,
Mexico City, agent; enjoys special privileges. Steamers ply from Vera
Cruz to New York, via Progresọ and New Orleans, every month.
French Commercial Steamship Company, Lavie & Co., Mexico City,
and F. J. Muñoz, Vera Cruz, agents; has no subvention, but special
exemptions. Steamers leave Havre monthly, touching at Amberes and
Bordeaux, reaching Vera Cruz about the 18th or 20th of the month;
returning, they touch at Tampico and New Orleans.
M. Berreteaga & Co. Line (Mexican), Manuel Sanchez Marmol, 17
Cerca de Sto. Domingo, Mexico City, agent; has no subvention, but
enjoys special exemptions. Steamers leave Vera Cruz for Progreso
once a month.
Pacific Mail Steamship Company (American), H. J. Bulloy, New York
City, Alex. Center, San Francisco, and R. B. Gorsuch, Mexico City,
agents; has a subvention of $2,500 a month. Steamers leave New York
on the 10th, 20th, and 30th of the month, from pier foot of Canal street,
North River, for Colon, where connection is made with the Panama
Railroad. From Panama steamers leave for San Francisco, touching at
San Benito, Tonala, Salina Cruz, Port Angel, Acapulco, Manzanillo, San
Blas, and Mazatlan. Steamers leave San Francisco on the 8th, 18th,
and 28th for Panama, touching at the foregoing Mexican ports. First-
class fare (in gold) from San Francisco to Mazatlan, $45; to San Blas,
$50; to Manzanillo, $50; to Acapulco, $60; and to Puerto Angel,
Salina Cruz, Tonala, and San Benito, $65.
Redo Line (Mexican), J. Redo, 22 Cadena street, Mexico City, agent;
has a subvention of $1,500 per round trip. Steamer Alejandro sails from
Guaymas every month for La Paz, Altata, Mazatlan, San Blas, and
Manzanillo.
Izaguirre & Co. Line (Mexican), Lauro de la Barra, Mexico City,
agent; has no subvention, but enjoys special privileges. Steamer Por
firio Diaz makes 10 to 12 trips yearly between Manzanillo, Chamela,
San Blas, Mazatlan, Altata, La Paz, Agiabampo, and Guaymas.
Sinaloa and Durango Railway Line (Mexican), Sebastian Camacho,
No. 9 Empedradillo, Mexico City, agent; has no subvention, but enjoys
special exemptions. Steamers Mazatlan and Altata run 3 times a
HIGHWAYS OF COMMERCE.
67
month from Manzanillo to San Blas, Mazatlan, Altata, Guaymas, aud
Agiabampo.
Pacific Coast Steamship Company (American), Goodall, Perkins &
Co., No. 10 Market street, San Francisco, and Ignacio Sepulveda, 7
Gaute street, Mexico City, agents; has no subvention, but enjoys
special exemptions. Steamer Newbern leaves San Francisco on the
1st of each month for Ensenada de Todos Santos, Bahia de la Magda-
lena, San Jose del Cabo, La Paz, Guaymas, and Mazatlan.
There are other lines of importance which ply in Mexican waters, but
enjoy no privileges whatever. Such lines are:
Morgan Line: Steamers leave Morgan City, La., for Vera Cruz, stop-
ping at New Orleans, Galveston, and Matamoras, twice a month.
Maldonado Company, which makes from 12 to 30 trips yearly between
New York and Progreso, and New Orleans and Progreso.
Steamers Campechano and Ibero make monthly trips between Vera
Cruz and Progreso, stopping at Frontera, Laguna, Champoton, Cam-
peche, and Celestum.
Royal Mail Steam Packet Company (English), making 24 trips annu-
ally between Vera Cruz and English ports.
Hamburg-American Packet Company (German), touching once or
twice a month at Vera Cruz for European ports.
Steamer Fenix sails every month from Progreso for Campeche,
Laguna, and Frontera.
Steamer J. W. Wilson runs between Vera Cruz and Tuxpan, and
between Tuxpan, Tecolutla, and Cazones, once a month.
Steamer Tlacotalpam runs weekly between Vera Cruz, Tlacotalpan,
and Alvarado.
Steamer Yaqui runs weekly between Guaymas and Medano on the
River Yaqui.
The Sonora Railway Company runs two steamers twice a month
between Guaymas, La Paz, Santa Rosalia, Agiabampo, Topolobampo,
Mazatlan, Perihuete, San Blas, and Manzanillo.
The burden capacity of the steamers employed by the foregoing lines
is not less than 2,000 nor more than 4,000 tons.
The Government seems to be now decided not to give any new con-
cessions with subsidies, either for railroad or steamship lines. The
commercial relations of Mexico with foreign countries have now attained
such magnitude as to render it unnecessary to offer subsidies, and the
maritime traffic is sufficient in itself to afford a reasonable profit for
the steamship companies.
5. HIGHWAYS AND STAGE LINES.
Highways have not been the means by which Mexico has attained
its present interior development. Good roads of any great length and
easy wagon transportation have always been a matter of sheer impos-
sibility, and the best efforts in this direction of the industrial rulers of
Mexico have been frustrated by natural causes.
68
HIGHWAYS OF COMMERCE.
The extraordinary configuration of the country and the heavy rains.
during the summer would demand an enormous appropriation to main-
tain wagon roads in first-class order. The present administration has
been aware of this, and to furnish a substitute it has offered induce-
ments to railroad enterprises by subsidies, land grants, and special
privileges, and this saves the country from a heavy burden in the
shape of a road tax.
There are a few highways of importance which can be mentioned
briefly. The historical road of Vera Cruz is one of the best. This road
is wide, in some places 30 meters (98.43 feet) in width, and has an easy
grade almost all the way through from Perote. Starting from Vera
Cruz, it runs for some miles through great plains, and then begins to
ascend gradually, until it reaches Jalapa (5,000 feet above the sea), 75
miles from Vera Cruz. Thence the ascent is at an incline of 5 feet in
100, winding upward in a perfect zigzag, until the edge of the high
plateau is reached. After leaving Perote (about 8,000 feet above the
sea level), the road widens again, and a plain about 50 miles long is
crossed. At San Marcos the road branches south and west. In the
former direction, it follows the Interoceanic Railway to Puebla and
Tlaxcala; in the latter, it follows the Mexican Railway almost all the
way to the City of Mexico, the grade being nearly level. This is the
road that Cortes took in his famous invasion of the land of the Monte-
zumas.
The Cuernavaca road is another relic of the olden times. A stage
leaves Huipulco, on the Tlalpam steam line (Mexico City to Tlalpam),
every day at 7 a. m. (fare, $2.50), and reaches Cuernavaca at 3 p. m.
The road from Huipulco, before ascending the hill to San Mateo, is
wide, but dusty and sandy, and so continues to the next ascent at Topi-
lejo. At this point one of the grandest of panoramas presents itself
to the eyes of the traveler. The most important section of the Valley
of Anahuac is before him. To the east, and dimly perceived through the
heavy mists, the snow-clad sides of Popocatepetl can be seen; then, a
little toward the north, the lower fleecy slopes of Iztaccihuatl are visi-
ble; far to the northeast the waters of Lake Texcoco shine and glisten
through the heavy moisture; and far to the north Tenochtitlan is faintly
perceptible to the naked eye. After leaving the summit at El Guarda,
nearly 10,000 feet above sea level, the road rolls up and down and
becomes narrow until a grove of pine trees is reached beyond El Mar-
quez. From here, remnants of the old road are met with until the hill
town of Huichiloque is in sight. After leaving this antique town, the
road is spacious and well taken care of, but descends at a fearful rate
until Cuernavaca is reached. The descent is 3,000 feet, and the time
taken one hour.
The old road from Mexico to Zacatecas, Guadalajara, and San Luis
Potosi, which extends to El Paso, or Ciudad Juarez, is still in existence,
but is not maintained by the Government. The different district and
State authorities keep it up for local traffic.
HIGHWAYS OF COMMERCE.
69
The road from San Luis Potosi, via Tula, to Victoria, the capital of
Tamaulipas, has lately been repaired by the Federal Government.
From San Luis Potosi to the approaches of Guadalcazar, the road is
fair, and then the country is mostly rolling, and in some sections the
road is very narrow, 3 to 4 meters (9.8 to 13 feet) wide. An appropria-
tion of $10,000 was made more than nine months ago by the Oaxaca
legislature toward completing the Oaxaca and Puerto Angel road. This
is the south end of the original Tehuacan and Puerto Angel wagon road,
which the Federal Government commenced many years ago. The Fed-
eral Government has abandoned its charge, and the Mexican Southern
Railway will naturally supplant it for many years to come. From Puerto
Angel to Pluma, a distance of 36 miles, this road is wide (20 meters=65
feet) and open; from Pluma to San Jose del Pacifico, a distance of 45
miles, the road begins to ascend rapidly, and the country assumes a
rough appearance; the San Juan and Capalita rivers are crossed; then
an ascent of 2,500 meters (8,135 feet) is made to the Cordilleras of
Loxicha and beyond, on a slight descent, and 25 miles distant, the town
of Miahuatlan is reached. The road follows the ridge above the Rio
Verde, touching Ejutla and Ocotlan; then gradually descends, follow-
ing the river, until Oaxaca is in sight, a distance of 75 miles and at an
elevation of 1,544 meters (5,018 feet) above sea level. This road is
considered as first class (by law, roads are first class when not less than
12 meters (39 feet) wide), and is one of the most important in the Repub-
lic, as it affords railway communications to Pochutla, Pluma, Juquila,
and Miahuatlan, the best advanced and cultivated coffee district in.
Oaxaca.
Another road of importance is the one that connects Acapulco with
Mexico City. From Puente de Ixtla, it follows the Amacusac River.
After leaving the vallejo, this road ascends the Sierra Madre range,
touching Tixtla, and then descends to the plains along the coast. This
road is mostly rough and narrow.
There are other highways of less importance; among them, I may
mention that of Guadalajara, via Sayula and Zapotlan.
STAGE LINES.
The old stage line, Empresa de Diligencias, 1ª de Independencia 76,
City of Mexico, which has gradually been giving up its routes to the
different railways since 1882, is still in existence. This line runs the
best coaches and has well-fed stock. From Mexico City to Cuernavaca,
the stage leaves Huipulco every Monday, Wednesday, and Friday;
returning from Cuernavaca, it leaves Thursdays and Saturdays.
An opposition line, office 19 San José el Real street, leaves from the
same place on Thursdays and Saturdays, returning from Cuernavaca
on Mondays, Wednesdays, and Fridays. Stage connects at Gallejo, on
the Mexican Central in Chihuahua, for Ascension, distance 187 miles,
35 hours, fare $15; starts on Mondays and Thursdays; starts also, on
same days, for Casas Grandes, 90 miles, time 16 hours, fare $7.
70
HIGHWAYS OF COMMERCE.
Stages connect at Chihuahua with the Central for Guerrero, distance
185 miles, time 35 hours, fare $15, departing Mondays and Thursdays;
for Cusihuiriachic, distance 70 miles, fare $10, time 14 hours, departing
Mondays and Thursdays; for Rosario and Batopilas, distance 150
miles, time 25 hours; fare to Rosario $13, and to Batopilas $15;
departing Mondays and Thursdays.
Stages leave the following places at the times specified:
Jimenez, for Allende and Parral, distance 62 miles, time 10 hours;
fare to Allende $3.50, and to Parral $5, departing daily.
Simon, for San Juan de Guadalupe, State of Durango, distance 121
miles, time 2 hours, fare 50 cents, departing daily.
San Bartolo, for Rio Verde, San Luis Potosi, distance 30 miles, time
5 hours, fare $2.50, departing Tuesdays and Fridays.
Zacatecas, for Jerez, distance 37 miles, time 5 hours, fare $1.25,
departing daily.
Las Tablas, for Ciudad del Maiz, distance 30 miles, time 5 hours,
fare $2, departing Wednesdays and Saturdays.
La Barca, for Zamora (Michoacan), distance 30 miles, time 5 hours,
fare $2, departing daily excepting Sundays; for Atotonilco, distance
22 miles, time 4 hours, fare $1, departure daily excepting Sundays.
Guadalajara, Jalisco, for Magdalena, distance 65 miles, time 24 hours,
fare $4, departure Mondays and Thursdays; for Tepic, distance 150
miles, time 50 hours, fare $16, departure Mondays and Thursdays;
for Mazatlan, distance 300 miles, time 100 hours, fare $30, departure
Mondays and Thursdays; for Ameca, distance 60 miles, time 24 hours,
fare $4, Mondays and Wednesdays; for Zapotlan, via Sayula, distance
120 miles, time 48 hours, fare $7, departure Mondays, Wednesdays,
and Fridays.
Atequiza, for Chapala, distance 12 miles, time 2 hours, fare $1,
departure daily.
San Juan del Rio, Queretaro, for Cadereyta, distance 30 miles, time
4 hours, fare $1, departure Mondays, Wednesdays, and Fridays.
Allende, on the International Railway, for Zaagoza, Coahuila, dis-
tance 12 miles, time 3 hours, fare $1.50, departure daily.
Sabinas, för San Juan de Sabinas, distance 15 miles, time 3 hours,
fare $1.50, departure daily.
Telipe, for Juarez and Progreso, distance 30 miles, time 5 hours, fare
$2.50, departure daily.
Barroteran, for Santa Rosa, distance 25 miles, time 4 hours, fare $2,
departure daily.
Monclova, for Cuatro Cienegas, distance 47 miles, time 8 hours, fare
$4; for Sierra Mojada, distance 155 miles, time 35 hours, fare $15,
departure Mondays and Wednesdays.
Jaral, for Saltillo, distance 42 miles, time 7 hours, fare $3.75, depar-
ture daily.
Pailla, for Parral, distance 16 miles, time 3 hours, fare $2, departure
daily.
HIGHWAYS OF COMMERCE.
Hornos, for Viesca and San Pedro, distance 15 miles, time 3 hours,
fare $2, departure daily.
Jimulco, on the Mexican Central Railroad, for Corralitos and Tapias,
departure Sundays, Wednesdays, and Fridays.
Stages connect with the Mexican Central Railroad at Fresnillo for
Sombrerete, distance 65 miles, time 1 day, fare $4; at Zacatecas for
Villa Nueva, distance 65 miles, time 12 hours, fare $1.25, departure
daily; at Encarnacion, Jalisco, for Teocaltiche, distance 36 miles, time 7
hours, fare $2, departure daily; at Lagos for Ojuelos, distance 75 miles,
time 1 day, fare $5, departure daily; at Leon, State of Guanajuato for
Piedra Gorda, distance 54 miles, time 7 hours, fare $2, departure daily;
at Silao for San Pedro (Piedra Gorda), distance 54 miles, time 1 day,
fare $1, departure Tuesdays, Thursdays, and Saturdays; at Salamanca
for El Valle de Santiago, distance 21 miles, time 2½ hours, fare 50 cents,
departure daily; at Celaya for Cortazar, distance 16 miles, time 3
hours, fare 50 cents, departure daily; and for Santa Cruz, distance 22
miles, time 4 hours, fare 75 cents; at Queretaro for San Jose Iturbide,
distance 42 miles, time 7 hours, fare $1.25, departure Mondays, Wednes-
days, and Fridays; at Tula, Hidalgo, for Ixmiquelpan, distance 40
miles, time 8 hours, fare $3, departure Mondays, Wednesdays, and Fri-
days; and for Mixquahuala, distance 21 miles, time 4 hours, fare $1.50,
departure Mondays, Wednesdays, and Fridays.
On the Sonora Railroad stages connect at Magdalena for Altar and
Caborca; at Hermosillo, for Ures and Arizpe; and at Guaymas, for
Alamos, Fuente, Sinaloa, and Mocorito.
CITY OF MEXICO, May 25, 1894.
THOS. T. CRITTENDEN,
Consul-General.
CENTRAL AMERICA.
GUATEMALA.
OCEAN LINES.
(1) Pacific Mail Steamship Company, a corporation of New York
City; termini and main points, San Francisco, north, and Panama,
south, touching at all Mexican and Central American ports, making 12
calls per month at all the principal ports; total length of line, 3,800
miles; condition of line, good; 14 vessels, averaging 3,000 tons, with
an average horsepower of 600; rates for passengers, $75 in gold from
San Francisco to Panama; for freight, $8 per ton from San Francisco
to Panama; rates from San Francisco to New York, via Panama. for
passengers (first class), $120 in gold; for freight, $18 per ton.
(2) New York, Belize and Central American Royal Mail Steamship
Company, owned by British subjects; terminal points, New Orleans
(2
HIGHWAYS OF COMMERCE.
and Puerto Cortez, Honduras, touching at principal points in British
Honduras and Guatemala; total length of line, about 1,000 miles; 4
vessels, averaging 500 tons each, and 175 horsepower; passenger rates,
$30 in gold to all points; freight rates, 50 cents per 100 pounds; one
weekly trip each way.
RAILWAYS.
Guatemala Central Railroad, owned and controlled by an American
corporation; termini, Guatemala City and San Jose; length of line, 75
miles; condition of line, good; single track, narrow gauge; one train
each way daily; passenger fare, about 4 cents per mile in gold, first
class; rates on freight vary according to bulk, weight, etc.; highest
grade on this road is 33 per cent.
GUATEMALA, April 2, 1895.
D. LYNCH PRINGLE,
Consul-General.
BRITISH HONDURAS.
OCEAN LINES.
The only mail steamship company that connects with this colony is
the New Orleans and Belize Royal Mail and Central American Steam-
ship Company. This line is under contract with the British Honduras
Government. The company has five steamships owned and controlled
in New Orleans. The line has been in existence for the last thirteen
years, and, with the exception of one vessel, all are under the flag of
the United States. The passage from New Orleans to this port is $25;
freight rates average 75 cents per barrel.
The distance from New Orleans to this port is about 900 miles. The
steamers leave New Orleans every Thursday morning, arriving in Belize
every Monday morning, and leaving Belize the same afternoon for Stann
Creek (40 miles) and Monkey River (84 miles). From Monkey River,
the steamers proceed to Puerto Cortez, in Spanish Honduras, arriving
there on Tuesdays; and leave that port at midnight for Livingston,
Puerto Barrios, and San Tomas, in Guatemala. Returning to the
colony, the steamers call at Punta Gorda, Monkey River, Settie River,
Stann Creek, Mullens River, and Belize, clearing for New Orleans every
Friday at 1 p. m.
The line is in first-class condition, as the vessels come under the United
States inspection.
There is a line of steamers making irregular trips to this port from
New York, controlled by James Rankin, 19 Whitehall street, New York.
The Harrison Line of steamers, clearing from Liverpool, call at this
port about once a month. They also call at all West India ports;
returning, they call at Mexican ports and then at New Orleans.
HIGHWAYS OF COMMERCE.
73
COAST LINES.
There is only one coast steamer, the American stern-wheel steamer
Freddie M., under contract with this Government to carry the mails to
the northern part of the colony. She makes a trip once a week; dis-
tance, 136 miles.
RAILWAYS AND HIGHWAYS.
There are no railways in British Honduras.
There are no highways in the, colony.
Such "roads" as do exist are
the old truck paths, which were used for hauling out timber.
There are no telegraphs in this colony.
BELIZE, May 18, 1894.
JAMES LEITCH,
Consul.
HONDURAS.
RAILWAYS.
In 1868 an English company having obtained a concession from the
Government of Honduras for the construction of an interoceanic rail-
road from Puerto Cortez, the main port of entry on the north coast, to
Amapala, the port of entry on the Pacific coast, commenced work at
the former place. When 57 miles had been completed, the Government,
unfortunately, authorized an issue of bonds. The company having sold
$30,000,000 worth of the bonds, discontinued the work, and left the
Government saddled with an enormous debt. Soon afterwards the
bridge over the Chamelicon River was destroyed by a flood, thus ren-
dering useless the 20 miles of road beyond San Pedro Sula. The 37
miles of road between this place and Puerto Cortez is all that the coun-
try can boast at present, though there is a prospect that the road will,
before a great while, be continued to Comayagua and, later, to Amapala.
HIGHWAYS AND FREIGHTS.
The remaining highways of the country are cart roads and mule trails.
In 1885-86, the following cart roads were constructed by the Govern-
ment: (1) From San Lorenzo and La Brea to the capital, Tegucigalpa,
a distance of 32 leagues (the league, as fixed by the laws of Honduras
is, approximately, 2.6 English miles); (2) from Tegucigalpa to San Juan-
cito, 7 leagues; (3) from Tegucigalpa to Yuscaran, 16 leagues; (4) from
Tegucigalpa to Comayagua, 24 leagues, and Santa Barbara, 54 leagues
In addition to these roads constructed by the Government are (5) a
cart road from San Pedro Sula to Venado, a distance of about 12
leagues; (6) one from San Pedro Sula to Macuelizo, 20 leagues; and (7)
a road from San Lorenzo to Choluteca. A road of about 12 leagues
would connect No. 4 with either 5 or 6, thus giving a through cart road
from San Pedro Sula to the capital.
74
HIGHWAYS OF COMMERCE.
All freight for Tegucigalpa, Comayagua, and the neighboring part of
the country is brought in by way of Amapala. From this place it is
carried by means of a steam tug and rowboats to San Lorenzo and La
Brea, the depots on the mainland, each about 6 leagues from Amapala.
From these points it is carried either on pack mules or in ox carts, the
latter being used only for articles too large to be carried on mules.
Travelers may reach the capital either by way of Amapala and San
Lorenzo, or by way of Puerto Cortez and San Pedro Sula. The journey
on mule back from San Lorenzo to Tegucigalpa requires about three
days, and that from San Pedro Sula to Tegucigalpa, about seven days.
All goods having inland places for their destination should be packed
so as not to weigh more than 130 pounds to the piece, as about 260
pounds constitutes a mule cargo. The cost, freight and agent's charges,
on a cargo of 260 pounds, from Amapala to San Lorenzo, is 6 pesos
($2.73). The cost on cargo from San Lorenzo to Tegucigalpa is from 5½
to 10 pesos ($2.58 to $4.50), depending on the season. The cost on
freight carried by carts, from San Lorenzo to Tegucigalpa, is from 141
to 14 pesos (57 to 68 cents) for each arroba (25 pounds). Travelers
making the trip from San Lorenzo to Tegucigalpa, have to pay about 8
pesos ($3.64) for a mule and 10 ($4.55) for the attending "mozo." The
passenger fare over the railroad from Puerto Cortez to San Pedro Sula
is 23 pesos ($1.14), and the freight rate is 1 centavo (.0455 cent) a pound.
Mules for making the trip from San Pedro Sula to Tegucigalpa can be
hired for about 20 pesos ($9.10) each, and an attendant for about 15
pesos ($6.83). In addition to the charges mentioned, the traveler is
expected to provide food for attendant and mules along the way.
The cart roads mentioned above are for the most part rough, moun-
tainous roads, with many steep ascents and descents. Few of the swift
mountain streams have bridges over them, and the crossing of some
of them is, during the rainy season, often attended with difficulty and
risk. The roads made by the Government were made under contracts
providing that they should be 4 yards wide, or where the way had
to be cut through rock, 2 yards wide. That portion of the Teguci-
galpa and San Lorenzo road between Tegucigalpa and the mountain of
Cerro de Hule, is a first-class highway, wide and smooth, and provided
with excellent wooden and stone bridges.
TEGUCIGALPA, March 29, 1895.
WM. M. LITTLE,
Consul.
SALVADOR.
In compliance with Circular No. 150, I have the honor to report that
there are no through lines of traffic in the Republic of Salvador.
ALEXANDER L. POLLOCK,
SAN SALVADOR, July 3, 1894.
Consul.
HIGHWAYS OF COMMERCE.
75
NICARAGUA.
All lines mentioned in this report are entirely controlled by either
private corporations or individuals. With the exception of the steam-
ships running between Philadelphia and Bluefields, all vessels men-
tioned herein carry the mails, and all carry freight. Many vessels
mentioned are not advertised to carry passengers, but a limited num-
ber of passengers can be accommodated on any vessel mentioned in
the report. The freight rates reported are those charged for carrying
ordinary goods and merchandise.
The money referred to in the report is that of the United States.
OCEAN LINES.
San Juan del Norte and Bluefields are the only seaports in the con-
sular district.
Four steamships run regularly between New Orleans and Bluefields,
two sidewheel and two screw-wheel vessels, each steamship making the
round trip in from sixteen to twenty days. The sidewheel vessels are
run by the Southern Pacific Railway Company and are of 537 and 575
tons burden, respectively. The screw-wheel vessels have a tonnage of
362 and 496, respectively, and are run by the Bluefields Banana Com-
pany. Seven other screw-wheel steamships run regularly to Bluefields,
four from Mobile and three from Philadelphia. The tonnage of these
vessels is 323, 369, 448, 563, 321, 459, and 475, respectively. Each of
the seven vessels makes the round trip in about twenty days. The
speed of steamships running to Bluefields is from 9 to 12 miles an hour.
Passenger rates between New Orleans and Bluefields are $40 first
class and $20 second class. Freight rates are $10 per ton, and 20 cents
per cubic foot. The rates to and from Mobile are the same as the New
Orleans rates. The consular agent at Bluefields has failed to obtain
definite figures, but reports that the passenger and freight rates on the
Philadelphia ships are a little higher than the New Orleans rates.
The Merchants' Line, of New York, has two screw-wheel iron steam-
ships, of about 360 tons burden each, engaged in the San Juan del Norte
and New York trade, each vessel making the round trip in twenty-eight
days.
The Prince Line sends a screw-wheel iron steamship from New York
to San Juan del Norte every twenty-eight days. The vessels sent by
this line to San Juan del Norte are of about 2,000 tons burden. Their
speed, like that of the Merchants' Line ships, is from 9 to 12 miles an
hour.
Passengers and freight for San Juan del Norte are also carried on
the Colombian Line steamships, one of which sails from New York to
Colon every ten days. At Colon passengers and freight destined for
San Juan del Norte are transferred to either the British Royal Mail or
76
HIGHWAYS OF COMMERCE.
the Colombian Steamship Company's vessels. Each of the two lines
last mentioned has but one sailing a month from Colon to San Juan del
Norte, and passengers from New York to San Juan del Norte via Colon
should time their departure from New York so as to avoid unnecessary
delay in Colon.
Passenger rates from New York to San Juan del Norte are from $60
to $75, first class, one line charging less than the others.
are from $8 to $10 per ton, and 20 cents per cubic foot.
Freight rates
Once a month a British Royal Mail steamship arrives at San Juan
del Norte from England. These vessels first touch at Colon. They
vary in size and speed, the same ship never making successive trips to
San Juan del Norte.
Passenger rates between England and San Juan del Norte are $146.25
first class and $97.50 second class. Freight rates are from $7.30 to
$11 per ton from England, and from $7.30 to $14.60 per ton to England.
A screw-wheel iron steamship of about 300 tons burden and 10 miles
speed is run once a month to San Juan del Norte and Bluefields from
Colon and ports farther south by the Caribbean Steamship Company.
From Colon to San Juan del Norte freight is carried for $5 to $10 per
ton and cabin passengers for $15 to $23.20. Freight rates from San
Juan del Norte to Bluefields are $5 per ton, and passenger rates are $6.
Owing to the bar at the mouth of the river, steamships can not enter
the harbor at San Juan del Norte, and the landing of passengers and
freight is effected by tug and scows respectively. Passengers are
charged $1.25 each for passage on the tug. The lighterage charges
are $2 to $3 per ton. Most of the freight and passenger business
between San Juan del Norte and Bluefields is done by small sailing
vessels of from 3 to 8 tons burden. These vessels carry passengers
for $3 each, and ordinary bales and boxes for 50 cents a package.
RAILWAYS.
There are no railways in the consular district of San Juan del Norte.
The Nicaragua Canal Company constructed a few miles of railway
when the canal work was in progress, but the track is now overgrown
with underbrush. In the Managua district there is combined railway
and steam-vessel connection between Corinto, on the Pacific, and Gra-
nada, at the head of Lake Nicaragua.
NAVIGABLE RIVERS AND CANAL LINES.
A small stern-wheel steamer runs on the river between the towns of
Rama and Bluefields, a distance of about 55 miles. The consular
agent at Bluefields has not reported freight and passenger rates.
The Nicaragua Steam Navigation Company runs six steamers on the
San Juan River, carrying from 30 to 100 tons of freight each. The.
same company runs a steamer of 125 tons burden and 9 miles speed on
Lake Nicaragua. Two of the river boats are constructed of steel and
HIGHWAYS OF COMMERCE.
77
•
four of wood. The lake steamer is constructed of iron. Each is a
stern-wheeler. The lake steamer makes but three trips a month
between Granada and the foot of the lake. The small steamers are
constantly employed on the river between the foot of the lake and San
Juan del Norte carrying freight.
It takes from three to five days to make the run from San Juan del
Norte to the foot of the lake.
Passenger rates between Granada and San Juan del Norte are $12.50
first class, and $5 second class. Freight rates are as follows: Wire, 50
cents per cwt.; flour, 40 cents per half barrel; kerosene, 50 cents per
case of 10 gallons; ordinary freight, $12.50 per ton and 20 cents per
cubic foot.
SAN JUAN DEL NORTE, January 1, 1894.
NICARAGUA CANAL.
THOMAS O'HARA,
Consul.
The proposition to build a ship canal across the Isthmus of Nicaragua,
connecting the waters of the Atlantic and Pacific, may be said to have
originated with the great explorer and scientist, Alexander von Hum-
boldt, who expressed himself most favorably as to the advantages of
the Nicaraguan route. Since Von Humboldt's time, various efforts
have been made to undertake the work, but it was not until the Mari-
time Canal Company of Nicaragua obtained a concession from the
Government of that country that it was actually begun. The company
was chartered by act of Congress in 1889, and was organized May 4
of that year. The work of construction had already been commenced,
and it continued until the summer of 1893, when it was suspended for
want of funds. The termini of the canal are San Juan del Norte, or
Greytown, on the Atlantic, and Brito on the Pacific. The length of the
canal from port to port will be 169 miles, of which 263 will be exca-
vated channel and 1433 the improved navigation of rivers, lakes, and
basins. The summit level is that of Lake Nicaragua, 110 feet above
the sea.
There will be three locks near either end. The water courses
followed are those of the San Juan River and Lake Nicaragua.
The foregoing statements were compiled from the Handbook of Nica-
ragua, published by the Bureau of the American Republics in 1893,
Chapter VI.
During the third session of the Fifty-third Congress (1895), action
was taken for a United States Government survey of the canal by the
insertion of the following in the sundry civil appropriation bill:
For the purpose of ascertaining the feasibility, permanence, and cost of the con-
struction and completion of Nicaragua Canal by the route contemplated and provided
for by an act which passed the Senate January twenty-eighth, eighteen hundred and
ninety-five, entitled "An act to amend the act entitled 'an act to incorporate the
Maritime Canal Company of Nicaragua,' approved February twentieth, eighteen hun-
dred and eighty-nine," twenty thousand dollars, to be expended under the direction
of the Secretary of State.
78
HIGHWAYS OF COMMERCE.
And a board of three engineers is hereby constituted to make the survey and exam-
ination necessary for such ascertainment; said board to be selected and appointed
by the President of the United States, one from the Corps of Engineers of the United
States Army, one from the engineers of the Navy, and one from civil life; and the
compensation of the members of said board shall be fixed by the President, not tọ
exceed five thousand dollars each, including such pay as the engineers so selected
are receiving, for the time they are so employed, from the Government. And the
said board, under such arrangements and regulations as shall be made by the Sec-
retary of State, with the approval of the President of the United States, shall visit
and personally inspect the route of the said canal, examine and consider the plans,
profiles, sections, prisms, and specifications for its various parts, and report thereon
to the President; and should they ascertain that any deviation from the general line
of the proposed route is desirable, they shall so state in their findings and conclu-
sions with regard thereto in their report.
And said board shall make their report on or before November first, eighteen hun-
dred and ninety-five.
COSTA RICA.
RAILWAYS.
There is but one railway in Costa Rica, the Costa Rican Railway,
running from Port Limon to San Jose, the capital, and from San Jose
to Alajuela, which is the terminus of the road in the interior. This
railroad is controlled by a limited liability company in London.
The termini and main points touched, with distances apart, are as
follows:
Limon to Matina.
Matina to Reventazon.
Reventazon to Cartago.
Cartago to San Jose.
San Jose to Heredia.
Heredia to Alajuela
Total.
--
Miles.
211
171
51
14
6
7
117
The condition of the line is first class from Limon to San Jose, being
a single-track line, steel rails throughout, and well ballasted; partly
laid with steel ties. The section from San Jose to Alajuela is gradually
being placed in the same excellent condition. The gauge is 3.6 feet.
In accordance with the terms of the concession, there is one train
daily between San Jose and Limon, stopping at all stations. Between
San Jose and Cartago and Alajuela there are three trains daily.
Rates for passengers are: First class, 8 cents; second class, 6 cents,
Costa Rica currency, or, say, 31 cents and 2 cents in gold, per mile,
respectively.
The rate for freight is 20 cents, gold, per ton per mile, whether short
or long haul.
The road from Limon to San Jose follows the Reventazon River
for about half the distance, and the engineering difficulties were very
great, but were overcome at much expense to the original projectors.
HIGHWAYS OF COMMERCE.
79
The road ascends from the sea level to an altitude of 4,997 feet at
the highest point touched, between Cartago and San Jose; the capital
being situated on the Pacific slope, though near the center of the
Republic.
HIGHWAYS.
There is a road from Alajuela to Puntas Arenas, on the Pacific side,
but it does not merit the name of a through line for traffic, being simply
a first-class cart road.
HARRISON R. WILLIAMS,
Consul.
SAN JOSE, COSTA RICA, January 1, 1894.
WEST INDIES.
No reports in response to the Department circular having been received
from the West India Islands, the following information has been com-
piled from Special Consular Reports "Streets and Highways," from the
monthly issues of Consular Reports, and from other sources indicated
in footnotes or in the body of the text.
BAHAMAS.
Consul McLain, of Nassau, reported to the Department November
28, 1890:
"The Bahama Islands are composed of coralline limestone, and the
surface of this natural rock forms the street or roadway. There is no
depth of soil, the rock itself being often fully exposed to view. All
that is done to construct a street or roadway is to remove such sparse
brush or chaparal as may be growing thereon (the rock itself being so
porous and full of crevices and fertilizing elements as to sustain con-
siderable vegetable growth with little, if any, soil), smooth down any
sharp projections of rock, and fill up depressions with small pieces of
the broken stone. As a result you have a reasonably smooth roadway
of solid stone, which will meet all the requirements of the people.
"In the outlying islands of the colony there are comparatively few
roads, and such as exist are little more than pathways cut through the
bush, wide enough to permit the passage of a single two-wheeled farm
cart, which is about the only vehicle in use. The fact that the islands
are generally of considerable length and narrow renders roadways less
necessary, the people owning their boats and passing easily from point
to point along the shore.
"In the island of New Providence, whereon is situated the capital,
the city of Nassau, a town of about 12,000 inhabitants, more attention
80
HIGHWAYS OF COMMERCE.
is paid to streets and, roadways, but here, as elsewhere, the solid rock
forms the street or road.
"The original cost of the streets is not great, as there are no difficult
problems of grade, sewerage, or engineering, and the cheapest and
rudest form of labor is used in their construction. There are few
streams or ravines requiring culverts or bridges.
"No obstruction to uninterrupted travel ever arises from the wet or
muddy condition of streets or roads in the Bahamas, since the soil,
where any exists, is too thin and sandy to retain water, and the bed-
rock is so porous as to absorb within a few hours the heaviest tropical
downpour of rain.
"The extent of streets in Nassau is about the same as is found in
towns of the same population in the United States; while the total
length of the roadways, under public control, on the island of New
Providence, outside of this city and its immediate suburbs, I should
estimate as not to exceed 45 or 50 miles.
"The island itself is about 20 miles in length, with an average width
of perhaps 5 miles. Two years ago there was less than one-third of the
island under cultivation and hence no great need for country roads;
but now large tracts are being planted in sisal, for the production of
fiber, and new roads are being projected and will shortly be built in all
parts of the interior. They will all be of the same general character
as those now in existence, and will be easily and cheaply made."
OCEAN LINES.
Under date of October 2, 1893, Consul McLain wrote that goods
reached the Bahamas from the United States by means of sailing ves-
sels and steamers- almost entirely by means of the latter. Nine-tenths
of these goods are shipped from New York and are subjected to no
handling until they reach Nassau. The goods are, for the most part,
landed from the vessels at the wharves, the remainder being discharged
into lighters outside the bar and conveyed thence to the wharves.
Warehouses are provided. Those goods destined for any of the outly-
ing islands are conveyed thither in small schooners.
In a report dated December 29, 1893, Consul McLain adds:
"Shipping facilities from the United States are good. Three steamers
leave New York for this port and return during each month. The time
of passage is from three and a half to five days. Occasional sailing
vessels are also going to and fro between this port and several Ameri-
can ports."
HIGHWAYS OF COMMERCE.
81
BERMUDA.¹
Consul Grout, August 19, 1893:
"The people of Bermuda are obliged, on account of the geographical
position of the islands, if for no other reason, to depend upon the
United States for almost all their supplies. The United States furnish
at least two-thirds of the goods consumed. The remainder is brought
from England.
"Goods reach Bermuda from the United States by sailing vessel or
steamer direct and are subject to no extra handling from the time of
departure until arrival.
"There are only two ports of entry-St. George and Hamilton. The
latter is the principal one and by far the more preferable, on account of
the superior dock facilities provided by the port corporation.
"At the present time there is but one regular line of steamers run-
ning between New York and Bermuda (those of the Quebec Steamship
Company). The steamers of this line leave New York and arrive
directly at the dock at Hamilton, where goods are landed under sheds of
ample capacity, well protected from the weather. The time occupied
in transit is usually about three days, and, owing to increasing business
and harbor improvements now under contract, this company contem-
plates putting on faster steamers.
"Bermuda comprises various divisions or 'parishes,' including sev-
eral islands connected by bridges with the main body. Goods destined
for any of these divisions outside of Hamilton are reshipped on large
sailing boats or transported by drays, in either case the form of outside
covering being the same as when received at the dock."
CUBA.
Consul-General Williams, Havana, September 20, 1893:
"Goods are brought here from the United States either in sailing
vessels or steamships. After being loaded in the United States they
are not subjected to any further handling until they reach this port.
"All goods are forwarded to the interior by railways or coasting ves-
sels and are given good handling and usage en route. From the rail-
way in the interior and from the wharves at the outports, they are
transferred to the distributing centers, generally in carts drawn by
oxen or mules. In this part of the island pack horses and porters are
but little used for this purpose."
¹ According to the Statesman's Year Book for 1895, there are 32 miles of telegraph
wire and 15 of cable in the Bermudas. A cable connecting the island with Halifax,
Nova Scotia, was laid in July, 1890.
533A-6
82
HIGHWAYS OF COMMERCE.
Consul Cheney, of Matanzas, October 29, 1893:
"Goods reach this district almost entirely by steamship from New
York, Tampa, New Orleans, or Pensacola. They are not liable to any
other handling or usage than that which is common to all regular steam-
ship routes. On all these routes American goods are handled with
ordinary care, and, when properly packed, are little liable to injury
except in extraordinary weather.
"As in most Cuban ports, for want of sufficient depth of water at the
wharves, steamers anchor in the bay, half a mile or more away, and
discharge by means of lighters. This, of course, adds somewhat to the
danger of damage by handling and weather, especially as the laborers
employed in the transfer are not always the most intelligent and careful.
"As a rule, goods are shipped to the interior by rail. They are liable
to go from this port and from distributing points in the interior short
distances by pack mules. Generally speaking, there are no roads, other
than the railroad and the mule paths, and wagons such as do the trans-
portation in the towns in the United States away from railroads are
unknown. It is scarcely necessary to have regard for either size or
shape of packages liable to transportation by mules. They carry almost
anything that can be carried by any means of transportation and with
safety. It is only necessary to keep in mind that the limit of a mule's
load is 400 pounds, which must be divided and carried half on each
side. The limit of the weight of packages is therefore 200 pounds."
OCEAN LINES.
Havana is connected by regular lines of steamers with United States
and Spanish ports. Lines of steamboats connect at Tampa and Pen-
sacola, Fla., with the Florida railroads, and by means of them with the
various railroad systems of the United States. The lines sailing from
New York are:
New York and Cuba Mail Steamship Company, for Havana every
Wednesday and Saturday; for Tampico every Wednesday. Steamers
Seguranca, Havana and Mexican ports; Saratoga, Havana and Tam-
pico; Seneca, Havana and Mexican ports. For Nassau, Santiago, and
Cienfuegos, via Guantanamo, every alternate Thursday. Steamer San-
tiago. Jas. E. Ward & Co., agents, 113 Wall street, New York.
Munson Steamship Line from New York for Matanzas, Cardenas,
and Sagua. Steamers Ardanmhor, Ardanrose, and Ardandhu. Also
from Philadelphia for Havana, Tampico, and Vera Cruz. Steamer Vit-
toria. W.D. Munson, 80 Wall street, New York.
Campania Trasatlántica Española (formerly A. Lopez & Co. North
American Branch). The steamers of the Spanish Steamship Line, under
contract with the Spanish Government, leave New York for Havana
direct on the 10th, 20th, and 30th of every month. J. M. Ceballos &
Co., agents, pier 10, East River.
Bea Bellido & Co. line of steamers for Matanzas, Cardenas, Sagua,
and Caibarien. Waydell & Co., 21 Old Slip.
HIGHWAYS OF COMMERCE.
83
Regular Line for Guantanamo, Santiago, and Cienfuegos. Steamer
Ardangorm. Waydell & Co., 21 Old Slip.
Return of foreign shipping in the port of Havana during the year 1893. *
Nationality.
American.
Spanish
French.
German
Dutch
Norwegian
Italian..
Russian.
Total
Steamers.
Barks.
Barken- Schoon-
tines.
ers.
Total. Tonnage.
392
31
18
115
556
631, 958
327
59
29
4
419
666, 601
32
32
11
1
33
78, 590
33
45, 685
2
2
189
35
96
1
3
45
25, 345
9
4, 470
1
1
314
820
107
51
120
1,098 1,453, 152
* Report of British consul-general at Havana, March 31, 1894.
RAILROADS, TELEGRAPHS, ETC.¹
Much progress has been made of late years in opening up the country
and developing its agricultural resources with railroads.
There are now upward of 1,000 miles of main line belonging to the
railway companies, and all the larger sugar estates have private lines
connecting them with the main lines.
There are ten railway companies in Cuba, the most important being
the Ferrocarriles Unidos.
The Ferrocarriles Unidos Company have four lines connecting Hav-
ana respectively with Matanzas, Batabano, Union, and Guanajay.
The lines pass through the most populated part of the country and
connect Havana with the other lines in this part of Cuba.
The Western Railway was commenced about forty years ago, and in
1891, the year when it was acquired by an English company, had
reached Puerte de Golpe, a distance of 96 miles from Havana, and 10
miles from Pinar del Rio, the capital of the Province of that name and
place of residence of the authorities, as well as being the center of the
tobacco-growing district. The line was at this time in very bad order.
The new company lost no time in beginning the extension, and great
exertions have successfully been made to reach Pinar del Rio this
spring. Great improvements have also been made in the old part of
the line. Many of the bridges have been replaced by modern steel
ones, and a great part of the rails has been entirely renewed. New
and comfortable carriages have been put on the line and the daily trains
run with punctuality. There is no doubt that the extension of the line
will be of the greatest importance to the western provinces of Cuba,
opening up the rich tobacco district of Vuelta Abajo, and bringing into
touch some of the finest land in the island, which has as yet been
retarded by want of easy communication with the ports. There is
already talk of extending the line farther westward.
¹ Extracts from report of British consul-general at Havana, March 31, 1894.
84
HIGHWAYS OF COMMERCE.
The other railway companies are as follows: Ferrocarriles Cardenas-
Jacaro, the main line of which joins the towns of Cardenas and Santa
Clara; Ferrocarril de Matanzas, having lines between Matanzas and
Murga, and also between Matanzas and Guareiras; Ferrocarril de
Sagua la Grande, running between Concha and Cruces; Ferrocarril
Cienfuegos-Santa Clara, connecting these towns; Ferrocarriles Unidos
de Caibarien, from Caibarien to Placetas; Ferrocarril de Puerto Prin-
cipe-Nuevitas; Ferrocarril de Guantanamo.
Ferrocarril de Marianao (the Marianao Railway) also belongs to an
English company, with headquarters in London; the whole of the
stock, including debentures, being in English hands. The original line
was opened to the public in 1863, and belonged to a Cuban company,
but having got into difficulties they liquidated and transferred their
interests to the present proprietors. The line is only 8 miles in length
and runs between Havana and Marianao, with a branch line to a small
village on the coast, which was opened to the public in 1883. During
the last year, over 750,000 passengers were carried, passenger traffic
being the principal source of revenue. The carriages are of the
American type and are fitted, as well as the locomotives, with the
Westinghouse automatic brake; the rails are of steel, weighing 60
pounds per yard.
The national carriage is the volaute, and no other is used in the
country in Cuba. It consists of a two-seated carriage in the form of
an old English buggy, slung rather low down by leather straps from
the axle of two very large wheels, and has shafts 15 feet long. The
horse in the shaft is led by a postilion, whose horse is also harnessed
to the carriage with traces. In the case of a long and rough journey,
a third horse is harnessed on the other side of the shafts in the same
manner. The carriage is extremely comfortable to travel in, and the
great height of the wheels and their distance apart prevents all
danger of turning over, although the roads in the country are, for the
most part, mere tracks through fields and open land.
There are four ocean telegraph cables connected with Cuba. They
are as follows:
The International Ocean Telegraph Company has a cable from Havana
to Florida in connection with the United States Western Union Tele-
graph Company.
The Cuban Submarine Telegraph Company, Limited, has a cable con-
necting Havana with Santiago de Cuba and Cienfuegos.
The West India and Panama Telegraph Company has a cable con-
necting Havana with Santiago de Cuba, Jamaica, Puerto Rico, the
Lesser Antilles, and the Isthmus of Panama.
The Compagnie Française de Câbles Sous-Marins has a cable con-
necting Havana with Santiago de Cuba, Haiti, Santo Domingo, Ven-
ezuela, and Brazil.
The only three towns in Cuba having cable connections are Havana,
Cienfuegos, and Santiago de Cuba.
HIGHWAYS OF COMMERCE.
85
The telegraph system in Cuba is in the hands of the Government.
There are wires connecting all the towns and villages in the islands.
The telephone system in Havana also belongs to the Government,
but is farmed out for a limited number of years to a company called the
Red Telefonica de la Habana. Nearly all the public and private build-
ings in the city and suburbs are connected by telephone.
HAITI.
Consul-General Durham, Port au Prince, August 29, 1893:
"Goods reach this island by steamers and sailing vessels. Goods
from steamers are landed from lighters. Sailing vessels generally dock
at the custom-house wharf. Ample warehouses are provided. They
are well roofed, but the walls, being arranged for free ventilation, nec-
essary in this climate, expose goods to driving rains.
"Transshipments to the interior are generally made by pack mules.
This, however, does not affect the manner of packing of goods in the
United States, for merchandise rarely goes to the interior in original
packages."
According to the Handbook of Haiti, issued in 1893 by the Bureau of
the American Republics, Haiti has eleven ports open to foreign com-
merce, viz: Cape Haitien, Port de Paix, Gonaives, St. Marc, Port au
Prince, Petit Goave, Miragoane, St. Jeremie, Aux Cayes, Aqui, and
Jacmel. Besides a number of sailing vessels, there are lines of steam-
ers running to New York, to European ports, to Mexico, Central Amer-
ican ports, Colombia, Venezuela, and various islands of the Antilles.
Haiti is a member of the Universal Postal Union, and is connected by
cable with the outside world. She has also an inland postal service,
and lines of telegraph are being built to connect her cities and towns.
The roads in the interior are little more than mule paths, the high-
ways built by the French having become impaired by neglect and the
effects of the heavy rains. The common method of traveling in the
interior is on the backs of horses, donkeys, and mules.
There are no railroads in Haiti, but four lines have been projected,
viz: (1) From Port de Paix to Gros Morne; (2) from the Grand Saline
through the plain of Artibonite; (3) from Cape Haitien to Onana-
minthe; (4) from Port au Prince to the lakes through the Plaine du
Cul de Sac.
SANTO DOMINGO.
The Handbook of Santo Domingo, published by the Bureau of the
American Republics, in March, 1894, states that there is but one line
of railroad in operation in Santo Domingo-from La Vega to Sanchez,
on the Bay of Samana, 62 miles in length, 3 feet gauge. Another line,
86
HIGHWAYS OF COMMERCE.
in course of construction, will connect the city of Santo Domingo with
Azua, passing through San Cristobal and Bani, a distance of 90 miles.
Lines have been projected (1) from Barahma, via Neyba and San Juan,
to the Bay of Manzanillo, 186 miles; (2) Dominican Eastern Railway,
from La Romana, a seaport 65 miles east of Santo Domingo, to San
Lorenzo, on the Bay of Samana, via Leybo, length 200 miles, gauge
3 feet; (3) Central Santo Domingo Railway, from Puerto Plata, on the
north coast, to Santiago, 49 miles, with an extension to the city of
Santo Domingo, making the total length 155 miles.
At the end of 1890 there were 294 miles of telegraph, with communi-
cation with the cable systems of the world.
Steamers engaged in the West India trade call at Puerto Plata and
other points.
PUERTO RICO.
Consul Stewart, San Juan, December 30, 1890:
"In the entire island there are about 150 miles of excellent road,
and of this alone it is necessary to speak, since this is all that receives
any attention. In its construction a level foundation is sought, and
upon this is put a heavy layer of crushed rock and brick, which, after
having been well packed and rounded, is covered with a layer of earth.
This is then well packed also, and upon the whole is spread a layer of
ground limestone, which is pressed and rolled until it forms almost a
glossy surface. This makes an excellent road here, where the climate
is such that it does not affect it, and where there is no heavy traffic;
but these conditions being changed, the road, it is thought, would not
stand so well; hence, further particulars are deemed useless."
According to the Statesman's Year Book for 1895, there are 12 miles
of railway and 470 miles of telegraph in Puerto Rico.
JAMAICA.
The island of Jamaica in 1893¹ had 119 miles of railway open, and
700 miles of telegraph lines.
Consul Estes, Kingston, December 9, 1890:
"The Macadam system of road building is used altogether on the
streets and 'Government roads,' as the main highways are called, and
on the best of the byroads in the plains, but the mountain 'parochial
roads,' usually little better than mere trails or bridle paths, are left to
the tender mercies of heavy rains and unskilled labor to a great extent
and are far from worthy of any extended notice in this report.
"The same system, however, that leads to cut up and dusty streets
during the dry season and to flowing rivulets of mud and water in the
'Statesman's Year Book, 1895.
HIGHWAYS OF COMMERCE.
87
wet season, under the heavy hauling in some parts of Kingston, yields.
most excellent driving roads in the outskirts of the city and main high-
ways, far above the average in the Western Hemisphere, in the country.
"The stage routes throughout Jamaica, though used by the peasantry
to an unusual degree, are in many places quite equal to many of the
trotting tracks of the United States in smoothness of surface and
elasticity."
Consul Eckford, Kingston, January 15, 1894:
"The shipping facilities from the United States to this island are
excellent. One steamship company runs regularly bimonthly and
sometimes weekly steamers from New York to this port, while there are
numerous 'tramp' steamers. From the outports on the north side
of the island there is semiweekly communication either with Boston,
Baltimore, Philadelphia, or some other port. Sailing vessels are also
constantly plying from this city and the outports of the island to the
principal ports of the United States."
SOUTH AMERICA.
INTERCONTINENTAL RAILWAY.
The project of an intercontinental railway to connect the countries of
North and South America took definite shape in the appointment in
1890 of an international commission representing the United States,
Mexico, Guatemala, Salvador, Colombia, Brazil, Venezuela, Ecuador,
Peru, the Argentine Republic, Uruguay, and Paraguay. The executive
committee made a preliminary report January 31, 1893, giving the
results of surveys made by the commission's engineers. These surveys,
according to the following information, which was given to the public
June 20, 1895, have already been utilized in determining the location
of certain links in the proposed system:
"The Guatemala Central Railroad Company, whose main line runs
from San Jose, on the Pacific, to Guatemala City, has determined to
build that portion of the intercontinental system intended to traverse
Guatemala, and has put that determination into practicable shape by
actual construction, having opened to traffic on April 14 last the section
extending from Santa Maria, on the Guatemala Central, to Santa Lucia,
and is continuing the construction to Patulul with the intention of con-
tinuing the line northwestwardly to the Mexican frontier and southeast-
wardly to the frontier of Salvador. The roadbed and bridges of this
line are being constructed on the standard gauge, although the track to
be adopted at first is 3 feet. This road is being substantially built, the
bridges being of steel with stone abutments, and the track already laid
being steel rails of 54 pounds. The Mexican Southern Railroad is already
in operation to Oaxaca, 400 miles south of the City of Mexico, and will
soon close the intervening gap between that city and the Guatemala fron-
tier. The Mexican Southern and the Guatemala Central will soon
enable one to go by rail from Washington to the frontier of Salvador.
In this latter Republic Mr. Scherzer is at work constructing his line,
and it, taken in connection with the railroads already existing in
Nicaragua, would enable travelers to go by rail from any city in the
United States to the proposed location of the Nicaragua Canal."
Concessions have been granted for a line from the southern shore of
Lake Nicaragua through Costa Rica, and this road, it is thought, will
88
HIGHWAYS OF COMMERCE.
89
be built. The line through Central America surveyed for the commis-
sion, however, runs generally along the Pacific slope from the north-
western portion of Guatemala to the city of Panama. In Colombia
the route has two arms, one from Panama and the other from Cartagena,
on the Caribbean Sea, to a point south of Medellin. At Medellin a line
branches off to Venezuela. The Panama and Cartagena lines unite
below Medellin and form a single route through Ecuador, touching the
capital, Quito, and through Peru to Cuzco. The line continues along the
western and southern shores of Lake Titicaca to La Paz, the capital of
Bolivia. Between La Paz and Huanchaca a railroad is already in opera-
tion for more than half the distance (Oruro to Huanchaca). From
Huanchaca three routes diverge, one a continuation of the great north
and south trunk line to Jujuy, in the Argentine Republic, already con-
nected by railroad with Buenos Ayres; another eastwardly, through
Bolivia and Brazil, to Rio de Janeiro; and the third branching off from
the Brazilian route at Pomobamba and running in a general southeast
course through Paraguay to Asuncion. The Oruro Railroad already
connects Huanchaca with the port of Antofagasta, Chile.
COLOMBIA.
OCEAN LINES.
The port of Panama, situated on the west side of the bay of that
name, and located at one of the most interesting geographical positions
in the Americas, if not of the world, is of the greatest importance. It
is, so to speak, a halfway station on the highway of commerce between
Europe and Asia; yet it has no direct line to the Asiatic ports. By the
way of Colon and the Panama Railroad it is connected with Europe
and with the eastern part of the United States by many steamship
lines, to wit: The Royal Mail Steamship Company (mail line, British);
The Royal Mail Steamship Company (cargo line, British); Compagnie
Générale Transatlantique, of Saint-Nazaire (French); Compagnie Gén-
érale Transatlantique, of Havre and Bordeaux (French); Compagnie
Générale Transatlantique, of Marseilles (French); West Indies and
Pacific Steamship Company, of Liverpool (British); The Harrison Line,
of Liverpool (British); Hamburg-American Packet Company, of Havre
and Hamburg (German); The Colombian Line, of New York (old Pacific
Mail Steamship Company, United States); Compañía Transatlántica,
of Barcelona (Spanish); The Italian Line, of Genoa (Italian). The
fleets of these companies aggregate some sixty-five vessels, some of
which are among the finest sailing across the ocean.
If the capitalists of the Republic of Colombia were to establish a
direct line of steamers from Panama to Asia, by the way of Samoa or
the Sandwich Islands, it would undoubtedly be the most important
90
HIGHWAYS OF COMMERCE.
highway of commerce in the world, and I dare say a favorable conces-
sion could be secured from this Government by any company that
would see fit to inaugurate such a line.
From Panama south there are two ocean lines, viz., the South Ameri-
can Steamship Company and the Pacific Steam Navigation Company;
northward, there are the Pacific Mail Steamship Company and the North
American Navigation Company.
South American Steamship Company.-This company has steamers
leaving this port every other week bound for Chile, the termini being
Panama and Valparaiso, a distance of something over 3,000 miles.
The itinerary of the line is as follows: Buenaventura, Tumaco, Esmeral-
das, Bahia, Manta, Cayo, Ballenita, Guayaquil, Tumbes, Payta, Techura,
Pimentel, Eten, Pacasmayo, Selaverry, Chimbote, Samanco, Casma,
Huarmey, Supe, Huacho, Callao, Corro Azul, Tambo de Mora, Pisco,
Lomas, Chala, Quilca, Mollendo, Ilo, Arica, Iquique, Tocopacilla, Tobija,
Antofagasta, Taltal, Chanaral, Caldera, Carrizal Bajo, Huasco,
Coquimbo, Valparaiso. The steamers of this line call at all of these
places. The regular ports of call for the largest steamers are Guaya-
quil, Techura, Pimentel, Callao, Mollendo, Iquique, and Coquimbo. The
distance from Panama to Guayaquil is 800 miles; from Guayaquil to
Callao, 600 miles; from Callao to Iquique, 650 miles; and from Iquique
to Valparaiso, 800 miles. This company secures its coal from Corral,
some 400 miles south of Valparaiso, where splendid coal deposits are
found.
*
The fleet of this line is composed of the following vessels:
Steamers.
Aconcagua
Imperial
Mapocho
Maipo...
Cachapoal.
Lantaro.
Amazones.
Itata
Copiapo
Tonnage Horse-
capacity.
Steamers.
power.
Tonnage
capacity.
Horse-
power.
3,000
3 000
3, 100
3,000
Limari
Chillan
900
650
-
600
450
3,000
3,000
Biobio..
600
400
2,950
2,000
Spartan
600
400
2,755
1,900
Aquila
· -
600
400
2,600
1,600
Lircai
•
600
400
2,500
1,800
Longavi.
400
370
2,600
1,500
Maule.
250
240
1,800
1,900 Pudeto
300
230
port, viz, the Acon-
Only the largest of these vessels come to this
cagua, Imperial, Mapocho, Maipo, and Cachapoal. The other steamers,
especially the small ones, do coastwise service and ascend the rivers as
far as possible; so that, from Valparaiso to Panama, there is not a port
of importance in Chile, Peru, and Ecuador that can not be reached by
one of these vessels.
The passenger (first class) rates are: From Panama to Guayaquil,
£13 15s. ($66.81); from Guayaquil to Callao, £20 ($97.32); from Callao
to Valparaiso, £11 17s. 6d. ($57.79); from Panama to Valparaiso,
£31 17s. 6d. ($154.63).
The rates to all intermediate points are somewhat proportional to
distances. The passenger traffic is considerable both ways.
HIGHWAYS OF COMMERCE.
91
The rates of freight per ton are: Panama to Guayaquil and Techura,
inclusive, 21.25 sols¹ ($19.38); Panama to Pimentel and Huacho, inclu-
sive, 25 sols ($22.80); Panama to Callao and Valparaiso, inclusive,
27 sols ($24.62).
The quantity of freight carried during the year 1893, from Panama
to all ports south, was 14,400 tons; the quantity brought from all ports
south to Panama was 8,660 tons; from Panama to Guayaquil, 10,000
tons; from Peruvian ports to Panama, 1,000 tons; from Panama to
Peruvian ports, 2,500 tons.
The treasure brought from the south by this line for Central America,
New York, and Europe, during the year 1893, amounted to $2,200,000.
The different staples which go to make up cargoes from the south are
cacao, coffee, hides, rubber, cacao leaves, hay, vegetables, etc.; the
cargoes south are general merchandise and manufactured products
from the United States and Europe-principally from Europe.
The line is controlled by Chilean capitalists. The general agent in
Panama, to whom all communications for inquiry can be sent, is Henry
Ehrman.
The Pacific Steam Navigation Company.-This is an English corpora-
tion (limited), with headquarters in Liverpool. It runs steamers all over
the world but has a distinct line doing service with Valparaiso, from
which port it runs a special line of steamers to Panama. The fleet is
composed as follows:
:
Steamers.
Arequipa..
Bolivia
Coquimbo.
Casma..
Manavi.
Puno.
Steamers.
Tonnage
capacity.
Horse-
power.
2, 160
1,900
1,266
1,100
3, 190
2,800
2,394
2,100
170
150
Tonnage
capacity.
Horse-
power.
3, 190
2,600
·1, 925
1,800
1,821
1, 600
592
450
1, 041
2,398
900
Pizarro
Quito..
Santiago.
Serena.
Morro.
...
•
2,200
These steamers make trips fortnightly regularly, and work somewhat
in conjunction with the South American Steamship Company, although
they are distinct lines under different managements. There was a time,
not so very long ago, when they ran a powerful competition, but they
have pooled their issues.
The termini of this particular line are Valparaiso and Panama, but it
runs a steamer regularly to Puntas Arenas and back, principally for the
cattle business. The itinerary of this company is identical with that
of the South American Steamship Company. The rates for passengers
(first class) from Valparaiso to this place and intermediate points, and
vice versa, are identical with those of the same company, as are their
rates of freight.
The tonnage carried by this line during the year 1893, from Val-
paraiso to Panama and back, amounted to about 50,000 tons. The
¹ The consul-general values the sol at 91.2 cents.
92
HIGHWAYS OF COMMERCE.
staples composing the cargoes are the same as those carried by the
South American Steamship Company, with the exception that it carries
more European goods.
The treasure carried by this line during 1893 amounted to some
$3,000,000, consigned to parties in Central America and New York.
This company owns in the bay of Panama an island called the Little
Taboga, leased from the owner for a number of years. On this island
they have waterworks which furnish them all the needed water (spring)
for their steamers. They maintain in this bay a small steamer called
the Morro, of 170 tons, to supply their vessels with water. This lease
is exceedingly valuable, as the water is excellent, and so far as known
the only spring water in this part of the world.
North American Navigation Company.―This company has a fleet com-
posed of the following vessels:
St. Paul....
Mexico
Keweenaw.
Saturn..
Progreso..
Steamers.
Tonnage
capacity.
Horse-
power.
606. 61
400
1, 240. 72
700
2, 511. 40
2,000
2, 268. 15
1,900
1, 919. 13
1,700
This company was organized early in 1893, in San Francisco, by some
of the leading merchants of that place, in opposition to the Pacific Mail
Steamship Company. It operates in conjunction with the Panama
Railroad, through bills of lading being given from San Francisco direct
to New York, via Panama and Colon, and vice versa. All the vessels
are chartered from eastern parties for the term of one year, and the line
is controlled by Capt. W. L. Merry, president of the company, with
general offices in San Francisco.
It has no accommodations for passengers (first class), and does not
pretend to carry any, unless upon exceptional occasions, and then only
as deck passengers. It carries, however, a large amount of freight,
both from San Francisco to Panama, and vice versa. It broke the
monopoly which the Pacific Mail Steamship Company had enjoyed on
this coast for many years. The gross tonnage of this line, both ways,
amounts to some 60,000 tons. The trips are somewhat irregular, there
being no fixed dates for arrivals or departures; but so far, they have
averaged two trips per month each way. The rates of freight, owing to
the competition with the Pacific Mail Steamship Company, are very
low and irregular; they charge what they can get, sometimes less than
a cent per pound, often only $2 per ton.
The ships of the North American Navigation Company make the
trips direct from here to San Francisco and return, calling on rare
occasions at Mexican and Central American ports. The distance from
San Francisco to Panama is 3,940 miles.
HIGHWAYS OF COMMERCE.
93
The Pacific Mail Steamship Company.-This company has been sup-
plying service between San Francisco, the Isthmus, and New York, for
nearly half a century. It is not as powerful in these regions as it once
was, but promises, ere long, if all signs do not fail, to more than regain
its former usefulness and greatness. It is doubtful, however, if it will
ever have a foothold south of Panama, nor does it seem to care for any;
in fact, it has not protected its own coastwise trade north of Panama,
as it has allowed the Pacific Steam Navigation Company (British) to
encroach on its domain, that line now having a steamer doing service
at the expense of the Pacific Mail as far north as Puntas Arenas, in
Costa Rica. This service promises not to stop there, and it would not
be surprising to see the Pacific Steam Navigation Company steam all
the way to San Francisco, unless the Pacific Mail gives much better
service than it now gives.
The fleet of the Pacific Mail Steamship Company on this route
consists of the following vessels:
Colon
San Jose.
Acapulco.
San Blas.
San Juan.
Colima
Steamers.
Tonnage Horse-
capacity. power.
1, 843. 50 || 1, 700
1, 538. 251, 450.50
1,759. 24 | 1, 600
1,496. 50 | 1.300
1, 496.50 1,350
2, 143. 23 2,000
Steamers.
Tonnage
capacity.
Horse
power.
1,965.88
1, 166. 80
1, 548. 41
1,800
900
City of Panama.
Barracouta (British).
1,000
1,046. 30
1, 659
800
1,400
City of Sydney.
Costa Rica.
Starbuck.
The four last ones are doing coasting service as far up as Acapulco;
they do not go to San Francisco. The itinerary of the company is as
follows: Puntas Arenas, San Jose del Sur, Corinto, Amapala, La Union,
La Libertad, Acajutla, San Jose de Guatemala, Champerico, Ocos, San
Benito, Tonala, Salina Cruz, Puerto Angel, Acapulco, Manzanillo, San
Blas, Mazatlan, and San Francisco.
The main points and their distances from Panama are: Corinto, 740
miles; San Jose de Guatemala, 990; Acapulco, 1,590; Manzanillo,
2,140; San Blas, 2,225. The distance between Panama and San
Francisco is 3,920 miles.
When the coffee ceases to move, one of the coasters is withdrawn
from the route, and it then serves as a coal ship in the bay of Panama.
The Barracouta sails under the English flag.
Three steamers leave San Francisco for Panama, on the 8th, 18th, and
28th of each month; they return from Panama to San Francisco on the
9th, 19th, and 29th of each month. The coasters leave Panama on the
10th and 29th of each month, and they aim to make about one trip
per month, for each vessel, but this is not very regular, owing to the
difficulties in loading and unloading at the different places in Central
America and Mexico, the system of lighterage being in vogue at almost
all these ports, there being no piers.
The rates, in American dollars, for passengers (first class) from Pan-
ama are: To San Francisco, $100; to Puntas Arenas, $20; Puntas Arenas
94
HIGHWAYS OF COMMERCE.
to San Juan, $10; San Juan to Corinto, $5; Corinto to Amapala, $5;
Amapala to La Union, $5; La Union to La Libertad, $5; La Libertad
to Acajutla, $5; Acajutla to San Jose, $5; San Jose to Champerico, $5;
Champerico to Ocos, $5; Ocos to San Benito, $5; San Benito to Ton-
ala, $5; Tonala to Salina Cruz, $5; Salina Cruz to Puerto Angel, $5;
Puerto Angel to Acapulco, $10; Acapulco to Manzanillo, $10; Man-
zanillo to San Blas, $5; San Blas to Mazatlan, $5; Mazatlan to San
Francisco, $45.
The rates of freight for treasure from Panama to all ports in Central
America and Mexico is three-fourths of 1 per cent; from Panama, on
sums of $10,000 or more to one consignee, five-eighths of 1 per cent;
between the ports of Central America, three-eighths of 1 per cent;
between the ports of Central America and Mexico, one-half of 1 per cent;
between Acapulco and the Mexican ports to the north, three-eighths of
1 per cent; between Acapulo and the Mexican ports south, three-eighths
of 1 per cent; and between the Mexican ports south of Acapulco and
those north, one-half of 1 per cent.
The rates of freight on cotton from Acapulco to Manzanillo, San
Blas, and Mazatlan, are three-fourths of 1 cent per pound. All these
sums are payable in United States coin, and in advance.
The rates on all freights per ton, or per 40 cubic feet, are, for long
haul and short haul, as per following table:
From-
Panama
Puntas Arenas
San Juan del Sur.
Corinto.
Amapala
La Union.
La Libertad
Acajutla..
-
San Jose de Guatemala
Champerico
Ocos...
San Benito
Tonala.
•
Salina Cruz……
Puerto Angel.
Acapulco.
$7
5
Manzanillo
Sau Blas..
To-
AGE
6
6
6
4
4
5
5
3
3
4
4
3
4
4 4
4
F44
$9 $10 $10 $10 $10 $11 $12 $14 $14
6
6
$14
7
8 10 10
7
7 8
7
7 8
7
6
6
3 5
00 00 00 00 00 CO LO SO
8
10
10 10 12 12
10 10 10 10 10 12 12
10 10
10 10 10 12 12
8 9 9 9 9
9 9 9 9 9
12
12
12
9 10 10
10
10 10
10
8 8 8
8
8
8 9 9
10
8
8
8 9 9
10
3 5
3
7655 (
7 7
5
5
5
5
TODDO LO LO LO
LO LO 10 LO
8 8 10
6 6
8 10
7
7
5
7
5
7
6
7444~~~
7
10
10
10
10
10
8
6
7
6
$14 $16 $16 | $16
Puntas Arenas.
San Juan.
Corinto.
Amapala.
La Union.
La Libertad.
Acajutla.
San Jose.
Champerico.
Ocos.
San Benito.
Tonala.
Salina Cruz.
Puerto Angel.
Acapulco.
Manzanillo.
San Blas.
Mazatlan.
From Panama to San Francisco, $18.
In addition to the preceding table, which shows the rates of freight
for long and short hauls from Panama to San Francisco, I submit the
Pacific Mail Steamship Company's tariff for freight from San Francisco
to Panama, which gives the long and short haul rates on some eighty-
seven different staples and articles, to all points south from San Fran-
HIGHWAYS OF COMMERCE.
95
Articles.
cisco, in Mexico, in Central America, and Panama. From this table,
it will be seen that the rates southward are considerably higher on the
short hauls. This table also shows what the cargoes from San Fran-
cisco southward are composed of.
Freight rates, San Francisco to ports named.
[2,000 pounds 1 ton weight; 40 cubic feet-1 ton measurement.]
Central Amer-
ica.
United States
Mexico.
South America.
of Colombia.
Amapaia, Corinto, San Juan del
Sur, Puntas Arenas.
Ocos, Champerico, San Jose de
Guatemala, Acajutla, La Liber-
tad, La Union.
Port Angel, Salina Cruz, Tonala,
San Benito.
San Blas, Manzanillo, Acapulco.
Mazatlan.
Panama.
Buenaventura, Tumaco.
Ecuador: Esmeraldas, Bahai,
Manta, Guayaquil.
Peru: Payta, Pimentel, Eten, Pa-
casmayo, Salaverry, Callao, Pis-
co, Chala, Mollendo, Пo.
Chile: Iquique, Tocopillo, Antofo-
gasta, Taltal, Caldera, Carrizal
Bajo, Coquimbo, Valparaiso.
Agricultural implements,
meas..
$18.00 $18.00 $18.00 $12.00
Ales and porters.....meas.. 12.00
Beer (bottled, casks, or
12.00
cases)..
..meas.. 10.00
10.00
10.00
12.00 10.00
8.00
$8.00 $18.00 $24.00 $24.00 $28.00
8.00 12.00 20.00 20.00
$28.00
24.00 24.00
8.00 10.00 20.00 20.00 24.00 24.09
Boilers, weight or meas.,
ship's option:
Under 2,000 pounds. 18.00
18.00
2,000 to 6,000 pounds.... 25.00
25.00
6,000 to 12,000 pounds... 32.00
32.00
Bees in hive..
.each.. 6.00
6. 00
18.00 11.00 8.00 18.00 28.00 28.00 32.00
25.00 17.00 12.00 25.00 32.00 32.00 40.00
32.00 24.00 16.00 32.00 40.00 40.00 48.00
6.00 6.00 4.00
6.00
32.00
40.00
48.00
12.00 12.00 15.00
15.00
Bags (coffee
and sugar,
bales)..
.meas.. 12.00
Brooms (cases) ....do. 15.00
Broom corn (compressed),
12.00 12.00 10.00
15.00 15.00 10.00
8.00
8.00
12.00
20.00 20.00 24.00
15.00 24.00 24.00 28.00
24.00
28.00
meas...
Bran..
15.00
weight.. 27.00
Barley (large lots same as
wheat).
-
weight.. 18. 00
15.00
27.00
18.00
15.00 10.00 8.00
27.00 18.00 12.00
14.00 12.00
24.00
15.00 24.00 24.00 28.00
27.00
8.00 18.00
28.00
40.00 40.00 50.00
50.00
24.00 2 28.00
28.00
Beans and peas
(dried, in
sacks)
.weight.. 15.00
Cinnamon
do.... 35.00
Corn
.do…….. 12. 00
12.00
15.00 15.00 12.00
35.00 35.00 25.00
12.00 10.00
Cattle..
.each.. 70.00
70.00
70.00
70.00
Cement (barrels).. weight.. 12.00 12.00 12.00
Crockery (common)..meas.. 15.00 15.00
Canned goods.. .do.... 15.00 15.00
Coal
weight.. 12.00 12.00
Castings (see Stoves).do.. 18.00
8.00
Doors..
Dry goods.
Flour.
meas.. 15.00
..do... 18.00
•
weight.. 14. 00
8.00 15.00 28.00 28.00
15.00 35.00 48.00 48.00
8.00 12.00 20.00 20.00 24.00 24.00
55.00 45.00
Valuable by special contract.
12.00 8.00 12.00 20.00 20.00 24.00 24.00
15.00 12.00
8.00 15.00 28.00 28.00 32.00 32.00
15.00 12.00 8.00 15.00 28.00 28.00 32.00 32.00
12.00 10.00 8.00 12.00 20.00 20.00 24.00 24.00
18.00 18.00 12.00
18.00 | 28.00 28.00 32.00
15.00
15.00 10.00 8.00 15.00 24.00 24.00 28.00
18.00 18.00 12.00 8.00 18.00 28.00 28.00 32.00 32.00
10.00 13.00 12.00 8.00 14.00 20.00 20.00 24.00 24.00
32.00
32.00
60.00 60.00
32.00
28.00
meas.
18.00 18.00
18.00 12.00
(canned)
Fungus.
-
..meas.. 15.00 15.00 15.00 12.00 8.00 15.00
Furniture (common)..do.... 16.00 16.00 16.00 12.00 8.00 16.00
weight.. 32.00 32.00 32.00 30.00 16.00 32.00
---
18.00 18.00 12.00
11.00 11.00 10.00
15.00 12.00 .
Horses
Fruit (green, owner's risk),
Fruit and vegetables
Firecrackers (on deck,
owner's risk)
Fire brick
Garlic
-
....meas.. 18.00
weight.. 11.00
.meas.. 15.00 15.00
otherwise
.meas.. 18.00 18.00 18.00 12.00
...each..110.00 110.00 90.00 85.00
.meas.. 15.00 15.00 15.00 12.00
..do.... 15. 00 15.00 15.00 10.00
..do…. 18.00 18.00 18.00 12.00
28.00 28.00 32.00 32.00
Valuable by special contract.
8.00 15.00 28.00 28.00 32.00 32:00
8.00 15.00 20.00 20.00 24.00 24.00
8.00 18.00 28.00 28.00 32.00 32.00
8.00
18.00
28.00 28.00 32.00
32.00
28.00 | 28.00 32.00 32.00
28.00 28.00- 32.00 32.00
48.00 48.00 60.00
60.00
Groceries (not
specified)
Herring
Hops
Hardware
Honey (in tins or barrels),
mcas.
18.00 18.00 18.00 12.00
8.00
18.00
32.00
32.00 | 40. 00
40.00
8.00 18.00 28.00 28.00 32.00
8.00 11.00 20.00 20.00 24.00
8.00 15.00 28.00 28.00 32.00
8.00 18.00
65.00 110.00
32.00
24.00
32.00
96
HIGHWAYS OF COMMERCE.
Articles.
Freight rates, San Francisco to ports named-Continued.
[2,000 pounds=1 ton weight; 40 cubic feet-1 ton measurement.]
Central Amer-
ica.
United States
Mexico.
South America.
of Colombia.
Amapaia, Corinto, San Juan del
Sur, Puntas Arenas.
Ocos, Camperico, San Jose de
Guatemala, Acajutla, La Liber-
tad, La Union.
Port Angel, Salina Cruz, Tonala,
San Benito.
San Blas, Manzanillo, Acapulco.
Mazatlan.
Panama.
Hay (compressed, 18 pounds
per cubic foot) ... weight.. 25.00
Iron (bar, band, hoop, sheet,
corrugated)......weight.. 13.00
Jewelry (1 per cent on value
in addition).
Leather
Laths.
meas.. 18.00
...do.. 18.00
-per M..
4.00
Liquors (not
otherwise
specified)
Lumber.
Lard...
.meas.. 15.00
-per M. 24. 00
weight.. 18.00
13.00
18.00 18.00 12.00
18.00 18.00 12.00
4.00 4.00 2.50
15.00 15.00 12.00
24.00 20.00 16.00
18.08 18.00 12.00
25.00 25.00 20.00 15.00 25.00
13.00
40.00 40.00 50.00
50.00
11.00 8.00 13.00
28.00
28.00
32.00
32.00
8.00 18.00
8.00 18.00
2.00 4.00 7.00
28.00
28. 00
32.00 32.00
28.00
28.00
32.00
32.00
7.00
10.00
10.00
8.00 15.00 28.00
16.00 20.00 32.00
8.00 18.00 28.00
28.00
32.00
32.00
32.00
40.00 40.00
28. OU
32.00 32.00
Merchandise (general),
weight or meas., ship's
option)
Malt.
Matches (in tins, on deck,
owner's risk)
Match wood
Machinery, weight or meas.,
ship's option.
Machinery (large), weight or
meas., ship's option, same
as boilers
Musical instruments (re-
leased)
Moldings
18.00 18.00
.weight.. 15.00 15.00
18.00 12.00 8.00 18.00 28.00
15.00 12.00 10.00 15.00 25.00
28.00 32.00 32.00
25.00 30.00 30.00
...mcas.. 18.00 18.00 18.00 12.00
..do.... 12.00 12.00 12.00 12.00
18.00 18.00 18.00 12.00
18.00 28.00
8.00 18.00 28.00 28.00 32.00
8.00 12.00 20.00 20.00
8.00
32.00
24. 00
24.00
28.00
32.00
32.00
•
Nails
Nuts..
.meas.. 15.00
Oats
Oil, coal (when taken), meas.
Oils (in tins or barrels). do………
Onions (bags or boxes).do……..
Opium......value per cent..
weight.. 22. 00
22.00
15.00
15.00
meas.. 18.00 18.00 18.00 12.00
..meas.. 15.00 15.00 15.00 10.00
.weight.. 13.00 13.00 13.00 11.00
15.00 15.00 10.00
22.00 22.00 18.00 12.00 22.00
22.00 22.00 12.00
12.00
8.00 18.00 28.00 28.00
8.00 15.00
8.00 13.00
32.00
32,00
24.00 | 24.00
28.00 28.00
28.00 28.00
32.00
32.00
8.00 15.00
24.00 24.00
28.00
28.00
40.00 | 40.00
50.00
50.00
10.00 22.00 35.00 35.00 | 45.00
45.00
15. 00
8.00 15.00
28.00 28.00 32.00
32.00
15.00
15.00
15.00
1
1
Paints (in tins) .. ...meas.. 15.00
Plated ware (1 per cent on
15.00
1
15.00
12.00
1
12.00
8.00
1
8.00
value in addition)…meas……
..meas.. 18.00
Potatoes (bags or boxes),
18.00
18.00 12.00
15.00
1
15.00
8.00 18.00
28.00
2
28.00
28.00
2
28.00
32.00
32.00
2
32.00
2
32.00
28.00
28.00 32.00
32.00
weight..
Quicksilver.
Rice (in mats)
Sheep (for mutton)……..each…. 5.00 5.00
18.00 18.00 18.00 12.00 8.00 18.00 28.00 28.00 32.00 32.00
..weight.. 15.00 15.00 15.00 12.00 8.00 15.00 28.90 28.00 30.00 30.00
15.00 15.00 15.00 12.00 8.00 15.00 | 24.00 24.00 28.00 28.00
5.00 3.00 2.50 5.00 Valuable by special contract.
Safes (weight):
Under 2,000 pounds..
Sago.
Salt
2,000 to 6,000 pounds
6,000 to 12,000 pounds... 32.00
weight.. 25. 00
.do... 12.00
18.00 18.00 18.00 11.00
25.00 25.00 25.00 17.00
32.00 32.00 24.00
25.00 25.00 18.00
12.00 12.00 10.00
8.00 18.00 28.00 28.00 32.00 32.00
12.00 25.00 32.00 32.00 40.00 40.00
16.00 32.00 40.00 40.00 48.00 48.00
12.00 25.00 40.00 40.00 50.00 50.00
8.00 12.00 20.00 20.00 24.00 24.00
Salmon (barrel or case),
meas.
Sash and blinds (owner's
risk)………
meas.
Shingles
-
Tallow..
15.00 15.00 15.00 12.00
15.00 15.00 15.00 10.00 8.00 15.00 24.00 24.00 28.00
per M….
3.00 3.00 3.00 2.50 2.00 3.00 6.50 6.50 9.00
Silk
meas.. 27.00 27.00 27.0C 18.00 12.00 27.00 40.00
Shooks
...do.... 12.00 12.00 12.00 10.00 8.00 12.00 20. 00
Shrimps (in bags).. weight.. 18.00 18.00 18.00 12.00 8.00 18.00
Spices (see Cinnamon), meas. 18.00 18.00 18.00 12.00 8.00 18.00
Stoves.
.do.. 16.00 16.00 16.00 12.00
Tobacco.
..do... 18.00 18.00 18.00 12.00
Tea
.. do..
18.00 18.00 18.00 12.00
.weight.. 15.00 15.00 15.00 12.00
8.00 15.00 28.00 28.00 32.00
32.00
28.00
9.00
40.00 48.00
48.00
20.00 24.00
24.00
24.00
24.00 28.00
28.00
28.00
28.00 32.00
32.00
8.00 16.00
8.00
8.00
8.00
24.00
24.00 28.00 28.00
28. 00
18.00
28.00 32.00 32.00
18.00 28.00 28.00 32.00 32.00
15.00 24.00 24.00 28.00 28.00
Buenaventura, Tumaco.
Ecuador: Esmeraldas, Bahai,
Manta, Guayaquil.
Peru: Payta, Pimentel, Eten, Pa-
casmayo, Salaverry, Callao, Pis-
co, Chala, Mollendo, Ilo.
Chile: Iquique, Tocopillo, Antofo-
gasta, Taltal, Caldera, Carrizal
Bajo, Coquimbo, Valparaiso.
HIGHWAYS OF COMMERCE.
97
Articles.
Freight rates, San Francisco to ports named-Continued.
[2,000 pounds 1 ton weight; 40 cubic feet1 ton measurement.]
Central Amer-
ica.
United States
Mexico.
South America.
of Colombia.
Amapaia, Corinto, San Juan del
Sur, Puntas Arenas.
Ocos, Camperico, San Jose de
Guatemala, Acajutla, La Liber-
tad, La Union.
Port Angel, Salina Cruz, Tonala,
San Benito.
San Blas, Manzanillo, Acapulco.
Mazatlan.
Panama.
Buenaventura, Tumaco.
Ecuador: Esmeraldas, Bahai,
Manta, Guayaquil.
Peru: Payta, Pimentel, Eten, Pa-
casmayo, Salaverry, Callao, Pis-
co, Chala, Mollendo, Ilo.
Chile: Iquique, Tocopillo, Antofo-
gasta, Taltal, Caldera, Carrizal
Bajo, Coquimbo, Valparaiso.
Treasure (sealed packages),
value per cent..
Vegetables (n. o. 8., owner's
1
1
1
1
1
1
2
2
2
2
risk)..
Wire, barbed….
Woodenware ..
.meas.. 18.00
..do....
12.00
.do.... 18.00
18.00
18.00 18.00 12.00
12.00 12.00 10.00
18.00
8.00
18.00
28.00
28.00 | 32. 00
32.00
8.00
12.00 | 20.00
20.00 24.00
24.00
18.00 12.00
8.00
18.00 28.00
28.00
32.00
32.00
Willowware………
.do.... 18. 00
18.00
18.00
12.00
8.00
18.00
28.00
28. 00
32.00
32.00
Wagons (knocked down;
18. 00
Wheat..
.weight.. 12.00
12.00
18.00 12.00
12.00 10.00
8.00 18.00
8.00 12.00
24.00
24.00
28.00
28.00
20.00 20.00 24.00
24.00
.meas.. 10.00 10.00 10.00 8.00 8.00 10.00 20.00 20.00 24.00 24.00
.do.... 15.00 15.00 15.00 12.00 8.00 15.00 28.00 | 28. 00 32.00 32.00
setup, special rate), meas.. 18.00
Wines and bitters (Cali-
fornia).
Wines (foreign).
NOTE.-The rate above given for flour to ports in Guatemala and Salvador is fixed at a reduction
of 25 per cent, as provided in the mail contracts with those States.
No bill of lading signed for less than $3 to Mazatlan, San Blas, Manzanillo, and Acapulco, $4 to ports
south of Acapulco to Panama, and $8.50 to Buenaventura, Tumaco, and South American ports. This
tariff does not apply to articles of unusual bulk or weight, which are taken only by special agreement.
The freight on live stock must be prepaid and taken by written contract only. The freight must be
prepaid on all perishable articles; and must be prepaid on all freight to all ports, except Mazatlan,
Panama, Callao, and Valparaiso, and to the two latter when less than $20. The company reserves
the right to alter this tariff at any time. Where "weight" and "measurement" are mentioned they
mean 2,000 pounds or 40 cubic feet. All freight not named herein, or clearly analogous to articles
named, will be charged general merchandise rate.
The tonnage carried by the Pacific Mail Steamship Company during
the year 1893 from San Francisco to Panama, amounted to 46,563 tons,
the destination of which was as follows: New York, 9,686; Europe,
31,441; South Pacific ports, 2,485; Panama and vicinity, 2,953.
The tonnage from Panama to San Francisco by the Pacific Mail
Steamship Company was as follows: Panama and South Pacific ports,
1,473; from New York, via Panama, 12,984; from Europe, via Panama,
35,100, or a total of 49,557 tons, and a gross total, both ways, of 96,120
tons, without counting coffee, to which I will allude immediately. All
of this in spite of the strong competition of the North American Navi-
gation Company.
From Central American ports, the steamers of the Pacific Mail Steam-
ship Company brought to Panama 564,049 sacks of coffee, averaging
152 pounds each, gross. This coffee was destined as follows: For New
York, 73,986 sacks; for Europe, 489,659 sacks; for the Isthmus and
South Pacific ports, 404 sacks. I am unable to find out how many
sacks of coffee were taken to San Francisco by the steamers of this line
533A-7
98
HIGHWAYS OF COMMERCE.
on their homeward trip; these figures can be obtained from the custom-
house at that place, but I am informed by persons in a position to know
that it should be at least 250,000 sacks. This coffee trade from Central
America is growing larger and larger every year, and it is safe to say
that not less than 500,000 sacks were taken by French, German, Italian,
and English tramp steamers to their respective countries, but espe-
cially to Hamburg, Germany.
The treasure carried by this line from Panama to San Francisco in
1893 was as follows: From Panama and South Pacific ports, $944,476;
from New York, via Panama, $79,930; from Europe, via Panama, $98,279;
total, $1,122,685.
The passengers to Panama from San Francisco, Mexico, and Central
America during 1893 numbered 475 cabin and 757 steerage. From
Panama to San Francisco, Central America, and Mexican ports the
line carried 1,526 cabin and 795 steerage passengers, a grand total of
3,553 passengers, out of which there were only 43 "deadheads.”
PANAMA RAILROAD.¹
This very important connecting link between the Pacific and the
Atlantic oceans has become a part of the assets of the Panama
Canal Company, but it is operated under American charter (New
York), a board of directors being kept in New York City for that
purpose.
The New Orleans Picayune of June 20, 1895, says:
"The enterprise inaugurated by the Wholesale Grocers' Association of this city,
in putting in operation a ship between this city and the Isthmus of Panama, con-
necting there with the Panama Railroad and with a line of vessels from California
points, now promises to develop into a permanent steamship line to the Isthmus.
The first vessel of the new line is to sail shortly, and it is now understood that she
will be followed by other vessels at regular intervals. A moderate-sized steamship
is to be used at first; but it is expected that, as the business develops, a larger
vessel will be placed in commission.
On the 9th of July, however, the Picayune announced that the enterprise would
be abandoned. "The experimental trip of the steamship Oteri," said the Picayune,
"has demonstrated fully that it is entirely practicable to compete with the railroads
in the Pacific coast trade by water via the Isthmus of Panama, and in that sense the
experiment has been a success. It has also apparently convinced the railroads that
New Orleans is entitled to consideration on a parity with New York, as the rate from
the Pacific coast has been fixed at the same figure as that asked to New York, which
is the concession originally demanded by the merchants. The business men have,
therefore, carried their point, and for that reason are willing to abandon the steam-
ship line." But four days later-July 11-the Picayune stated that the experiment had
served to turn the attention of the Panama Railroad Company to the excellent field
offered by New Orleans for the inauguration of a line which would connect the rail-
road company's property on the Isthmus and its lines to Pacific coast points with the
Mississippi valley. "It is now announced," adds the Picayune, "that the Panama
Railroad Company proposes to inaugurate a line of steamships between this city and
Colon, the Atlantic terminal of the railroad, with a view not only to compete with
the transcontinental railroads in the Pacific coast trade, but to also build up a busi-
ness with the west coast of South America in passengers and freight."
HIGHWAYS OF COMMERCE.
99
The termini of the road are Colon, on the Atlantic side, and Panama,
on the Pacific. The length of the line is 47 miles, and there are thirty-
four stations, to wit:
Dis-
Dis-
Dis-
tances
tances
tances
Stations.
Stations.
Stations.
from
Colon.
from
Colon.
from
Colon.
Miles.
Miles.
Miles.
Ch. Columbus.
0.30
Barbacoas
22.98
Empire
34.88
Monkey Hill
1.86
San Pablo.
23.48
Culebra
36.71
-
Mindi..
4.56
Bailamonos
24.45
Rio Grande Superior..
37.30
Gatun.
6. 60
Mamei ...
25.86
Cucaracha
37.97
Tiger Hill..
8. 17
Juan Grande…….
27.46
Paraiso
39.09
Lion Hill.
10.57
Gorgona
28.60
Pedro Miguel
40.34
•
A horca Lagarto.
12.70
Bas Matachin
29.11
Pedro Miguel Tank
40.78
Bujio..
15.45
Matachin
29.97
Miraflores.
41.69
Buena Vista
16.77
Bas Obispo.
31.05
Rio Grande
42.98
•
Frijoles.
18.77
Haut Obispo
31.94
Corozal..
44. 17
Tabernilla.
21.55
Las Cascadas
33. 11
Panama
47.00
The most important intermediate points are Gatun, Bujio, Frijoles,
San Pablo, Matachin, and Culebra.
Gatun.-It is at this place that the railroad first strikes the Chagres.
The station is on the right and the town on the left bank of the river.
It is a very old place and a great point for the banana trade. The
Panama Canal crosses the Chagres at this point.
Bujio. This is the great isthmian center of the banana supply. It
is at this point that the first lock of the Panama Canal on the Atlantic
side is to be built; boats have ascended the canal within 4 miles of the
place. Of course, the canal works have greatly deteriorated since the
canal company went into bankruptcy.
Frijoles. This is the place where the water supply for the town of
Colon is secured during the dry season. Excellent drinking water is
to be found here, and the Panama Railroad Company has erected small
waterworks at this point. This water is delivered by the railroad com-
pany to the people in Colon free of cost. Water-tank cars are filled
with it and taken to Colon.
San Pablo.--Very near to this place, the railroad crosses the Chagres
over an excellent iron bridge. It is the strategical point of the road.
Matachin.—This is the great depot of canal material, and the half-
way station. The passenger trains from Colon and Panama meet here.
Just now there is only one passenger train each way per day; specials
are run when occasion requires. At this point the grade of the road
is such as to necessitate two engines up to Culebra for the working
of the freight trains. During the coffee season, from December 1 to
June 1, the freight traffic is very large.
Culebra. This is at the summit of the isthmian Andes, perhaps the
lowest point in the range of mountains that runs from North America
all the way through South America. It is only 333 feet above the level
of the sea, and is the dividing plane for the waters to the Atlantic and
to the Pacific. The Panama Canal Company has made a cut here of
nearly 100 feet in depth.
100
HIGHWAYS OF COMMERCE.
The condition of the line is excellent, and its equipment sufficient
for all purposes. It is a single-track line, broad gauge, with an aver-
age grade of 1.6 per cent. The rate for first-class passengers from
Colon to Panama is $4 in American gold, and the same from Panama
to Colon. Until 1887, the rate was $25, gold. The rates to interme-
diate points are proportionate. There are seven different classes of
freight, the rates of which are as follows: First class, 40 cents per
cubic foot; second class, 1.2 cents per pound; third class, 0.8 cent;
fourth class, 0.6 cent; fifth class, 0.4 cent; sixth class, 0.2 cent; seventh
class, nominal. The payment of all dues must be in United States
gold coin.
The freight transported by the Panama Railroad during the year
1893 amounted to 200,082 tons. It has, in better years, carried as much
as 500,000 tons.
The number of passengers carried by the line during the same period
was 42,018; it has carried as many as 1,200,000 in a year.
The line, for the first time in its history, failed to make money in
1893; it lost $18,000, as stated in the annual report of the Panama
Railroad Company for that year. This loss was due, chiefly, to diffi-
culties with the Pacific Mail Steamship Company.
The railroad was built by Colonel Totten, an American, with American
capital, and is a credit to American pluck and enterprise, considering
that it was commenced in 1850, when the Isthmus was a dense wilder-
ness and the climate most deadly, owing to infected swamps and the
intense heat.
There is no comparison, so I am told by people living here then, with
the isthmus of to-day and the isthmus of some forty years ago. It took
five years to build this railroad, and most of the manual labor was per-
formed by Chinamen. Anyone going over the line can not fail to
admire the pluck and energy of the men who made the original survey
of this route. It is one of the bravest feats of engineering ever accom-
plished, and will remain an imperishable monument to those who
made it.
It was on the 15th day of April, 1850, that the concession was granted
by the Republic of Colombia to the Panama Railroad Company, and it
was or is, perhaps, the richest concession ever granted to a corpora-
tion by any government, inasmuch as Article II of that concession gave
the Panama Railroad the right of way all over the State of Panama
from sea to sea, a distance of some 400 miles, and for all kinds of roads,
whether by rail, by water, or wagon, besides a large laud grant, and
many other privileges. However, the Panama Railroad Company virtu-
ally ceded the right of way to the Panama Canal Company when the
latter purchased the controlling shares of the railroad, and both the
Government and the Panama Railroad Company have been great losers
thereby, since the former never received its share in money as a con-
sideration for the right of way ceded to the canal company, while the
HIGHWAYS OF COMMERCE.
101
latter is to-day an asset of the bankrupt Panama Canal Company. The
concession is for ninety-nine years, and during the whole of that time
the Panama Railroad Company is to pay annually to the Republic of
Colombia $250,000 in gold, besides $1,000,000 paid in cash when the
concession was signed. However, all this money was hypothecated
to a firm of New York capitalists as security for a loan needed by the
Government of Colombia after the revolution of 1879.
This synopsis of the history of the Panama Railroad is given in
answer to the demand "for accurate historical notes upon important
highways." I have made it as brief as I could.
I have made it as brief as I could. A whole book of inter-
esting historical items in connection with the Panama Railroad, once
wholly controlled by American capital, but to-day controlled by French
capital, could be written.
I may add, in the line of historical notes, that Panama was not
intended to be the Pacific terminus of the Panama Railroad. The
road was to be built to Naos Island, some three miles farther away. It
is at, or near, this island that all the steamers anchor, and the Pacific
Mail Steamship Company has quite an establishment on it. By the
terms of the concession the railroad forfeits annually $30,000 to the
Department of Panama until the railroad reaches Naos, or until ves-
sels are enabled to discharge their cargoes on the main shore. Steps
are now being taken to bring this about, the canal company intending
to dredge the bay at the Pacific mouth of the canal (La Boca) so as to
enable vessels of any size to enter, thus doing away with the expensive
system of lighterage now in vogue here. The new city of Panama was
established in 1671, very soon after old Panama, which was situated
on the east side of the bay, had been destroyed by Morgan, the buc-
caneer. The entire place was laid in ruins, and he only spared the
tower of La Merced, which is still standing. This tower stands there,
alone and solitary, the only remaining witness to the horrible deeds
committed. It is the tombstone of old Pauama, and the grave over which
it casts its shadow contains thousands of innocent victims. Old Pan-
ama was larger than the Panama of this day, and its wealth was some-
thing surprising. Morgan left one of his cannons on the field of his
most terrible exploit, as a memento of his extraordinary daring.
VICTOR VIFQUAIN,
Consul-General.
PANAMA, June 1, 1894.
THE PANAMA CANAL.
The construction of a canal across the Isthmus of Panama, to connect
the waters of the Atlantic and Pacific, and thus provide a great inter-
national highway of commerce, was suggested during the earlier period
of the Spanish occupation, nearly three and one-half centuries ago.
No practical steps, however, were taken until 1876, when surveys were
made by French engineers. In 1878, the Colombian Government
granted a concession for building the canal, and in the following year
:
102
HIGHWAYS OF COMMERCE.
M. de Lesseps, the noted French engineer, who built the Suez Canal,
took the matter up. A company was organized, with a nominal capital
of 600,000,000 francs ($115,800,000), to be obtained by popular subscrip-
tions in France, and the work of construction was begun in October,
1881.
The canal was to follow much the same route as that of the
railway from Colon to Panama. It was to be 54 miles in length; the
bottom to lie 28 feet below the mean level of the oceans; the width to
be 72 feet at bottom and 160 feet at top, except in the section through
the Calebra ridge, where the depth was to be 9 meters (29.53 feet); the
bottom width 24 meters (78.91 feet), and the top width 28 meters (91.86
feet). The special difficulties to be encountered were the piercing of the
Cordillera and the overflow of the Chagres River and its tributaries. In
January, 1884, a little more than two years after beginning the work,
but one-thirtieth of the excavation had been completed, although during
1883, a force of 11,000 men was employed. The cost of the work proved
to be enormous, and much of the money, it was claimed, was wasted by
extravagant management. According to the Handbook of Colombia,
published by the Bureau of the American Republics, the canal com-
pany had raised, up to June 30, 1886, the sum of 772,545,412 francs
($137,521,265), or nearly 1723 millions more than the original estimate,
and it was then stated that nearly as much more would be required to
complete the work. Finally, in March, 1889, work was stopped for want
of funds, and provisional administrators were appointed by the French
courts. Various schemes of reorganization were proposed, but little of
actual importance was effected until 1894, when steps were taken for the
formation of a new company, and work was provisionally resumed.
COMMERCE AND TRANSPORTATION.¹
The maritime ports of entry in Colombia are Rio Hacha, Santa Marta,
Sabanilla, and Cartagena, on the Atlantic; Buenaventura and Tumaco,
on the Pacific. Colon and Panama, on the Isthmus, are free ports.
Over thirty regular steamers call at Cartagena, Sabanilla, and other
ports, besides Colon and Panama.
The chief method of carrying merchandise to and from the coast is by
means of the great rivers, the Magdalena being the most important.
With the exception of river traffic and nine short lines of railroads, with
a total length of 218 miles, the interior commerce is carried on by means
of mules. As the country is mountainous, nearly all freight must be
transported by mules as soon as it leaves the rivers. Several conces-
sions have been granted for the construction of new railroads. In July,
1894, Consul Smyth, of Cartagena, reported to the Department (see
Consular Reports, 170, November, 1894, p. 416) that a railroad 60 miles
¹Compiled from Handbook of Colombia, published by the Bureau of the American
Republics in January, 1892, the Statesman's Year Book for 1895, and United States
Consular Reports.
HIGHWAYS OF COMMERCE.
103
long, from Cartagena to Calamar, on the Magdalena River, had been
completed and opened for traffic.
The postal service is well organized, and nearly 7,000 miles of tele-
graph is in operation, with connections with Ecuador and Venezuela.
The foreign cable service is satisfactory.
VENEZUELA.
PORT OF MARACAIBO.
The Red D Line, trading between New York, Curaçao, and the Vene-
zuelan coast, has placed one steamer, the Maracaibo, of 1,260 tons, on
the through route between New York and Maracaibo, making one round
trip monthly. This is a freight and mail boat, carrying no passengers.
Another steamer of the same line, the Merida, plies between Mara-
caibo and Curaçao, but is only an adjunct of the main line, the larger
steamers of which do not touch in the consular district of Maracaibo.
There are no coastwise lines.
There are two railways in operation in this district and one in course
of construction. Neither, however, can be classed as a through line of
traffic, as they extend but a short distance from the lake coast into the
interior.
The lines in operation are:
(1) The La Ceiba Railway, owned by a company, extending from La
Ceiba, a port on the east coast of the lake, to Sabana de Mendoza, a
distance of about 30 miles. This line is in process of extension to the
town of Valera.
(2) The San Carlos and Merida Railway, owned by a French com-
pany, extending from San Carlos, a town on the River Escalante, at the
southern extremity of Lake Maracaibo, to La Vigia, at the foot of the
Cordillera, a distance of about 45 miles. The original intention was to
build the road to the city of Merida, but this has been practically aban-
doned. The road now being constructed starts from the town of
Encontrados, on the River Catatumbo, and is intended to tap the coffee
regions of the western Cordillera, eventually reaching the city of San
Cristobal.
As in the case of the railways, the river lines are only local, three
rivers being open to navigation, the Escalante, Catatumbo, and Zulia.
The San Carlos and Merida Railway Company has one steamer plying
between its river terminus and Maracaibo, and this is only an accessory
of the railroad.
One large steamer makes weekly trips from this city to Encontrados,
on the Catatumbo River, and there the passengers and freight are
transferred to smaller steamers which ascend the River Zulia to Puerto
104
HIGHWAYS OF COMMERCE.
Villamizar, in Colombia, from which point to the city of Cucuta there is
a railway. This last is the nearest approach to a through line existing
in this district, although in reality it is merely local.
Of highways there are none, and in no part of the district are there
roads for wheeled vehicles.
E. H. PLUMACHER,
MARACAIBO, May 30, 1894.
PORT OF LA GUAYRA.¹
Consul.
The city of La Guayra, on the Caribbean Sea, 24 miles by railroad
from the capital, Caracas, is the chief seaport of Venezuela. It is con-
nected by cable with the United States, via Curaçao, Santo Domingo,
and Cuba, and has a breakwater which has transformed the rough road-
stead into a safe and commodious port. Steamers of the Red D and
other lines give regular communication between La Guayra and points
along the coast, West Indian ports, New York, Southampton, Liver-
pool, Hamburg, Amsterdam, Havre, Ste. Nazaire, Genoa, Spanish
ports, etc.
RAILWAYS, TELEGRAPHS, ETC., IN VENEZUELA.
2
According to the Statesman's Year Book for 1895 there were 385
miles of railroad in operation in Venezuela in 1894 and 1,000 miles
under consideration. Venezuela is a member of the Postal Union, and
in 1893 there were 3,833 miles of telegraph lines. Various centers of
trade are also connected by telephone.
Consul Plumacher, of Maracaibo, has sent the Department the fol-
lowing information as to new lines of railroad in Venezuela:
Should this
October 3, 1894 (printed in Consular Reports, November, 1894, p. 418):
"Contract entered into by the Government of Venezuela for the con-
struction of a railroad from Puerto Cabello to Carenero.
project be carried out the coast towns will receive incalculable benefit,
and the railway will be one of the most important in Venezuela. The
contract was made by the minister of public works and the Soller Nav-
igation Company, of Barcelona, Spain, represented by Juan Baptista
Soles Ferre. The Soller Navigation Company obligates itself to build,
within four years from April 2, 1894, a railroad which, starting from
Puerto Cabello and passing through La Guayra and the coast towns,
shall terminate at Carenero."
November 15, 1894 (printed in Consular Reports, January, 1895, p.
128):
"Contract for the construction of a railway between the city of Coro
and Sabaneta, touching at various intermediate points. The line will
'Compiled from the Handbook of Venezuela, published by the Bureau of the
American Republics in February, 1892, and United States Consular Reports.
2 See Consular Reports No. 163, April, 1894, p. 706.
HIGHWAYS OF COMMERCE.
105
i
be of considerable local importance, giving easy means of transporta-
tion from the interior to Coro. The direct railway communication
which now exists between the seaport of Tucacas and the city of Bar-
quisimeto, metropolis and capital of the rich agricultural state of Lara
(formerly Barquisimeto), has injured Coro as a shipping and receiving
port, and it is only by means of railways from the latter city to the
interior that it can regain control of this traffic."
March 12, 1895 (printed in Consular Reports, May, 1895, p. 155):
"Ceiba railway extension.-The original road extended from the port
of La Ceiba, on the east coast of Lake Maracaibo, 30 miles, to Sabana
de Mendoza, at the foot of the mountains of western Venezuela. It
was decided to build an extension to the coffee region of the interior,
and the project was successfully carried through. Leaving Sabana de
Mendoza, the road runs to the eastward for a distance of 30 kilome-
ters (18.64 miles) to a point called El Iobal. There it bifurcates-one
branch to extend to the city of Valera, distant about 24 kilometers
(14.91 miles) from El Iobal, and the other to the town of Pampanito, 22
kilometers (13.67 miles) from the point of bifurcation. Valera is the
metropolis and business center of that entire section, although it is not
the political capital, and the products of a vast territory pass through
the city on their way to the lake coast for shipment to Maracaibo. In
the same manner, all merchandise and foreign imports entered here and
destined for that section of the interior are sent to Valera as the final
distributing point. The branch line to Pampanito will serve that part
of the district lying beyond the influence of Valera, so that, with the
completion of these enterprises, all parts of a very large section of pro-
ductive territory, where both agriculture and commerce are being
rapidly developed, will be within easy reach of steam transport to the
coast."
April 3, 1895 (printed in Consular Reports, May, 1895, p. 158):
“Encontrados to La Fria.-Upon the lapsing of a former concession
for the construction of a direct railway, wholly on Venezuelan territory,
to tap the great coffee-producing region of the western Cordillera, the
Messrs. Roncajolo, of Maracaibo, who built and carried to a successful
conclusion the Ceiba road and its extensions, contracted with the Gov-
ernment for the construction of a line which is now being pushed as
rapidly as possible.
"Starting from Encontrados, on the right bank of the Catatumbo,
accessible to the largest craft navigating Lake Maracaibo, the line fol-
lows the general course of that river and its tributary, the Zulia, to a
point styled La Fria, 100 kilometers (62.14 miles) from its starting point.
An extension of 40 kilometers (24.85 miles) farther to the south would
bring the road to the city of San Cristobal, in the very heart of the
great agricultural section, and now a commercial center of constantly
increasing importance, and this extension will, no doubt, be built; but
for the present the terminus of the line may be considered to be at La
106
HIGHWAYS OF COMMERCE.
Fria. Of these 100 kilometers (62.14 miles), 50 kilometers (31.7 miles)
are completed, and trains are running. Within three or four months,
the line will reach a point as near San Cristobal as is Cucuta, where
coffee from the former city and district can arrive by means of animal
transport.
"The completion of the line to this point is anxiously awaited, as then
there will be no longer any necessity for crossing the frontier into
Colombia, and expenses will be vastly reduced. This applies equally to
merchandise from Maracaibo to the interior, and the completion of a
few more kilometers of the road will cause an immediate revolution in
the transport system between the Cordillera and this port.”
April 4, 1895 (printed in Consular Reports, May, 1895, p. 160):
"Two contracts, the first for a line from Maracaibo to Perija, and the
second for a road from a point on the east coast of the lake opposite
Maracaibo to the city of Carora, with ultimate extension to Barquisi-
meto, the most important interior city of Venezuela. The Perija road
will communicate with and open up an extensive region of remarkable
fertility and rich in mineral products, and the Carora line will give
Maracaibo easy communication with the rest of the Republic, from
which topographical conditions have kept it, until now, in a state of
practical isolation. The city of Barquisimeto has already a railroad to
the coast, its terminus being at Tucacas, west of Puerto Cabello, and
upon the completion of the line from Lake Maracaibo the conditions
of traffic will be changed greatly for the better."
BRITISH GUIANA.
OCEAN LINES.
This colony can be reached from the United States by two direct
lines of steamers, the Armstrong Line and the Royal Dutch West India
Mail Service; and indirectly by the Quebec Steamship Company,
George Christall & Co.'s steamers, and the Brazilian Steamship Com-
pany, which ply between New York, Barbados, and Trinidad, where
connections can be made direct to Demerara with either of the following
steamship companies: Royal Mail Steam Packet Company, Pickford &
Black's Canadian Line, the Compagnie Générale Transatlantique, and
the Clyde Line.
The Quebec Company's steamers, however, are those mostly patron-
ized by travelers to this colony. This line is also generally used by the
post-office authorities at New York for the conveyance of mails to this
place.
First-class fare to Barbados is $60, and from that place to Demerara,
by the Royal Mail Packet Company, the fare is $19.20.
The Armstrong Line, controlled by Messrs. L. W. and P. Armstrong,
of New York City, employs one steamer of 917 tons burden, which
HIGHWAYS OF COMMERCE.
107
leaves New York once a month direct for Demerara, making the trip
(2,200 miles) in about eleven days. This vessel carries mails and freight,
and, although a cargo boat, has accommodations for several passengers.
The rate for passengers is $60. The charge for freight is 40 cents per
100 pounds, or by measurement 12 cents per cubic foot, and an addi-
tional charge of 5 per cent primage.
The Royal Dutch West India Mail Service is a corporate body under
contract with the Netherlands Government for the conveyance of the
mails, and employs six vessels, viz:
Prins Willem I.
Prins Willem II
Prins Willem III
Prins Frederik Hendrik.
Prins Maurits
Oranje Nassau.
Steamers.
Tons.
Horse-
power.
1,087
1,250
1,242
1,250
1,268
1,250
1,079
1, 200
928
750
922
750
These vessels sail from New York for Amsterdam on every third
Saturday, calling at Port au Prince, Aux Cayes, Jacmel, Curaçao,
Puerto Cabello, La Guayra, Carupano, and Trinidad, arriving at this
port in from twenty-three to twenty-six days. After a stay here of
about thirty-six hours they proceed to Amsterdam, making one other
stop, at Surinam, Dutch Guiana. There are accommodations for from
25 to 30 first-class passengers on each vessel, the fare being $90 from
New York to Demerara. The ordinary freight rate between Demerara
and New York is $2.68 per ton for general merchandise, and for sugar
12 cents per 100 pounds.
RAILWAYS.
The only line of railroad in this colony is the Demerara Railway, a
single-track road, controlled by a corporate body, extending along the
eastern coast of the county of Demerara from the city of Georgetown
to Mahaica, a distance of 20 miles. There is a daily service of five
trains, but only two on Sundays. The rate for first-class passengers is
about 5 cents per mile, and each passenger is allowed 84 pounds of
baggage free of charge. Freight is charged for at the rate of $2.16
per ton on through traffic. Freight is divided into three classes, viz:
Up to 28 pounds, 12 cents; 28 to 56 pounds, 16 cents; 56 pounds to a
ton, 24 cents. The distance between intermediate points is so small
that there is very little difference made in the charges for through
traffic and short hauls.
NAVIGABLE RIVERS.
The rivers are navigated by fifteen steamers, the property of the
Sproston Dock and Foundry Company, worked under contract with the
Colonial Government. These steamers are small, with a draft of 3 to
5 feet. Some are fitted up for passengers, while others have only deck
108
HIGHWAYS OF COMMERCE.
accommodations. They leave daily for various parts of the colony, car-
rying passengers, mails, and freight. The fare for first class passage
averages about 5 cents per mile. Freight is charged for by the parcel
or package; for every 100 pounds, or part of 100 pounds, or of a cubic
content of 3 feet or part of 3 feet, 8 cents. Passengers are allowed to
carry 50 pounds of baggage free of charge, any excess being charged
at the same rate as freight.
HIGHWAYS.
There is but one important highway. This is used for the transmis-
sion of mails and passengers and is macadamized, being about 16 feet
in width. It begins at the terminus of the Demerara Railway aud
extends along the coast about 50 miles, to the town of Blairmont, Ber-
bice County. This road is under the supervision of the Colonial Gov-
ernment, and is used principally as a mail route, although the mail
coaches have accommodations for five persons. The coaches leave
daily, upon the arrival of the first morning train from Georgetown.
The fare from Mahaica to Blairmont is $3. No freight is carried ou
these coaches, but 30 pounds of baggage is allowed each passenger
without additional charge.
DEMERARA, June 2, 1894.
JAMES SPAIGHT,
Vice Consul.
BRAZIL.¹
1
OCEAN LINES.
Hon. Robert Adams, jr., United States minister to Brazil, made a
report to the Department of State upon the ocean lines of Brazil, dated
October 9, 1889 (printed in Consular Reports No. 112, p. 74),
which the following extracts are taken:
BRITISH FLAG (EIGHT LINES).
from
(1) London and Antwerp direct line to Brazil.—This service is performed by steamers
chartered for the purpose, having none of their own. Arrivals here are four and five
per month. They generally sail from this port or Santos in ballast homeward, seek-
ing.employment. Cargo capacity, 2,000 to 3,000 tons. No passengers. No State aid.
Freight rate, 20 to 30 shillings per ton.
(2) Direct line to Brazil from London, Hamburg, and Antwerp.-This service is about
equal in all respects to that of the above-mentioned company. The steamers of both
lines sometimes go as far as Rio Grande do Sul and Porto Alegre. Freight rate, 20
to 30 shillings per ton. No State aid.
(3) Royal Mail Steam Packet Company.-From Southampton to River Plate; fort-
nightly sailings from each end, touching both ways at Brazilian ports; sailing dates
strictly observed. This company has a large and magnificent fleet of fast passen-
ger and cargo steamers, and employ the requisite number in this trade to make fort-
nightly sailings, also giving extra voyages when required. Passenger accommoda-
tion, 200 to 250 first class, 150 second class, and 500 to 700 third class; cargo space,
¹No replies to Department circular were received from consular officers in Brazil.
HIGHWAYS OF COMMERCE.
109
about 3,500 tons each. The steamers now on this route are nearly all new, and make
very rapid voyages. Freight rate, 25 to 40 shillings per ton. The company operates
in other directions also. Receives State aid.
(4) Liverpool, Brazil, and River Plate Steam Navigation Company, Limited.—From
Liverpool, London, and Antwerp to Brazilian ports, as far as Santos, and direct to
River Plate. Regular arrivals in Rio de Janeiro from Europe, six to eight per month;
extra voyages as required; also direct to River Plate ports without calling here.
This company has a fleet of over fifty steamers, and have, in addition to these, a
great many chartered steamers. It is impossible to give more than a bare outline of
their operations. The steamers arriving here and in Santos from Europe are gener-
ally sent homeward via United States ports in the absence of cargo in the Plate.
Other steamers of the direct service are sent here also to be loaded for United States
ports; if no cargo is obtainable, these latter proceed homeward in ballast. In addi-
tion to the above service a line subsidized by Belgium (fortnightly sailings) is run
from Antwerp direct to the Plate, touching here on the homeward voyage. This line
is intended for passengers, and can accommodate 50 to 60 first class, 30 to 40 second
class, and 60 to 100 third class. But few of the other steamers have passenger accom-
modation, and in these it is limited. The cargo capacity of the steamers is from 2,500
to 5,000 tons. The company also operates coastwise from Rio de Janeiro to Rio
Grande do Sul, Pelotas, and Porto Alegre, weekly sailings each way. No State aid
except to the Belgian line. Freight, 25 to 40 shillings per ton.
(5) l'acific Steam Navigation Company.—From Liverpool to the west coast of South
America, touching at Brazilian and River Plate ports both ways. The service is
fortnightly from each end; sailing dates strictly observed; extra voyages as required.
Their fleet is composed of nearly all new and magnificent steamers, and are larger
than those of the Royal Mail Company. They operate on the west coast, coastwise,
and to Australia also. Freight rate, 25 to 40 shillings per ton. Receives State aid.
(6) Shaw, Savill & Albion Company, Limited.—Monthly service from New Zealand
to London, calling at Rio de Janeiro. These steamers are very fine and fast. Accom-
modation for 120 first-class, 100 second-class, and 300 third-class passengers; cargo,
about 4,000 tons each. Freight rate, 30 to 40 shillings per ton. Receives State aid.
Extra voyages when required.
(7) New Zealand Shipping Company, Limited.—-Monthly service from New Zealand
to London, touching at Rio de Janeiro. Steamers, etc., same as those above described.
Freight rate, 30 to 40 shillings. Receives State aid.
(8) Gulf line of steamers. From Liverpool and Antwerp for west coast of South
America, touching here once or oftener per month as required. Small passenger
accommodation. Cargo space, 3,000 to 3,500 tons each. No State aid.
GERMAN FLAG.
Hamburg-Südamerikanische Dampfschifffahrts-Gesellschaft.-Weekly sailings from
Hamburg, calling at Brazilian ports as far as Santos; extra voyages as required;
also six to eight sailings monthly direct to Plate ports; these latter call at Rio de
Janeiro on the homeward voyages, thus giving from nine to twelve monthly home-
ward sailings from Rio de Janeiro. Fleet consists of thirty-five steamers, with cargo
capacity of 2,000 to 3,000 tons each. Accommodations for 40 to 60 first-class, 30
second-class, and 100 to 200 third-class passengers. Freight rate, 25 to 30 shillings
per ton. No State aid.
Robert Slowman Line, Hammonia.—From New York and Baltimore to Brazilian ports
as far as Santos, returning to the United States, calling here and at other ports.
Fleet consists of steamers with cargo capacity of 2,500 to 3,000 tons each; voyages
each way as frequent as possible. No passenger accommodation, Freight rate, 25
to 35 shillings per ton. No State aid.
North German Lloyds.-Monthly and fortnightly sailings from Bremen and Antwerp,
as demand requires, for Brazilian ports as far as Santos, and direct service to the
Plate, the latter calling here on homeward voyages, thus giving two to four home-
ward sailings per month from Rio de Janeiro. Steamers accommodate 50 to 100 first-
110
HIGHWAYS OF COMMERCE.
class, 50 second-class, and 200 to 300 third-class passengers. Cargo capacity, 2,000
to 3,000 tons each. The company has a very large fleet, and operate in other direc-
tions also; they put extra steamers in this service as required. Freight rate, 25 to
30 shillings. Receives State aid.
ITALIAN FLAG.
Navigazione Generale Italiana, Società Reunita, Florio e Rubatino.-This company oper-
ates from Mediterranean ports in many directions. The service to Brazil and the
River Plate is carried on by a very large fleet, which run direct to the Plate. Arrivals
here from Europe are three to six per month, as required. Their fleet consists of
about one hundred steamers. Can accommodate 50 to 200 first-class, 60 second-class,
and 500 to 1,500 third-class passengers. Cargo capacity, 1,500 to 3,500 tons each.
Freight rate, 20 to 30 shillings per ton. Receives State aid.
Company La Veloce.-From Mediterranean ports as far as Santos; also direct to
Plate. Voyages, two to four per month, both ways, as required. Accommodations
for 60 to 70 first-class, 50 second-class, and 600 to 1,500 third-class passengers. Freight
rate, 20 to 30 shillings per ton. No State aid.
AUSTRIAN FLAG.
Austro-Hungarian Lloyds.—From Trieste as far as Santos. Regular monthly sailing,
fortnightly when required, touching at Brazilian ports both ways. Can accommo-
date 40 to 100 first-class, 50 second-class, and 100 to 200 third-class passengers. Cargo
capacity, 2,500 to 3,500 tons each. Freight rate, 25 to 35 shillings per ton. The com-
pany has a large fleet, and puts on steamers as needed. Receives State aid.
Adriatic Navigation Company.-From Fiume as far as Santos, regular monthly voy-
ages, calling at Brazilian ports both ways; extra voyages when required. No pas-
sengers. Cargo capacity, 2,000 to 3,000 tons each. No State aid.
FRENCH FLAG.
Messageries Maritimes.-From Bordeaux to River Plate, fortnightly sailings from
each end; sailing dates strictly observed; touching at Brazilian ports both ways;
also direct service to the Plate. The fleet is composed of magnificent steamers mak-
ing very rapid voyages. Can accommodate 200 to 300 first-class, 150 second-class,
and 700 to 800 third-class passengers. Cargo space, 2,500 to 3,500 tons each. Oper-
ate to other parts of the world also; extra voyages as required. Freight rate, 30 to
40 shillings per ton. Receives State aid.
Compagnie Chargeurs Réunis.—From Havre as far as Santos, fortnightly sailings
from each end, calling at Brazilian ports both ways; also direct to the Plate, these
frequently calling here on homeward voyage; extra voyages as required; operate
also to other ports. Can accommodate 50 to 70 first-class, 30 to 40 second-class, and
100 to 200 third-class passengers. Cargo capacity, 2,000 to 2,500 tons each. Freight
rate, 25 to 35 shillings per ton. Receives State aid.
Société Générale des Transports Maritimes.-From Marseilles and other Mediterra-
nean ports to the River Plate, calling at Brazilian ports outward and homeward;
also direct to Rio de Janeiro and Santos. This company make voyages as frequently
as possible, say, two to four times per month, and at times a greater number; they
operate to other parts of the world also. Can accommodate 50 to 70 first-class, 24 to
40 second-class, and 700 to 1,500 third-class passengers. Cargo capacity, 2,000 to
3,500 tons each. Freight rate, 25 to 35 shillings per ton. Receives State aid.
BRAZILIAN FLAG.
Companhia Transatlantica Brazilina.—Just organized; will trade from Brazil to
north of Europe and Mediterranean ports. Receives State aid.
Companhia Brazilina de Navigação á Vapor.-Three voyages per month as far as
Manaos. Very fine and fast steamers; nearly all new. Receives State aid.
Companhia Nacional de Navegação á Vapor.—Frequent regular voyages to southern
HIGHWAYS OF COMMERCE.
111
ports of Empire and as far as Montevideo, also river service thence to upper Brazil;
are constructing a number of new steamers. Receives State aid.
In addition to the three lines, the Government subsidizes a great number of smaller
coast lines operating from here and other ports of the Empire.
AMERICAN FLAG.
United States and Brazil Mail Steamship Company.¹-Voyages from New York to
Santos, calling at Brazilian ports both ways. Number of sailings is about fifteen per
annn. Fleet, three steamers. Cargo capacity, 2,500 to 3,000 tons each. Can
accommodate 60 to 80 first-class and 60 third-class passengers. Freight rate, 25 to 35
shillings per ton. Receives State aid.
The Lamport & Holt Line, with the following vessels and points of destination:
To Pernambuco, Bahia, and Rio de Janeiro, steamers Hevelius and Coleridge.
To Santos, Paranaguá, Desterro, and Rio Grande do Sul, steamer Horrox.
To Pernambuco and Rio, calling at Cabadello, Maceio, Victoria, and Santos if
cargo offers. Goods taken for the Southern Brazil coast ports.
To Montevideo, Buenos Ayres, and Rosario. Goods taken for La Plata, Boca, San
Nicolas, Colastine, and Bahia Blanca.
Prince Line, James Knott, Newcastle on-Tyne, from New York to Pernambuco,
Bahia, Rio and Santos. Goods taken for the southern Brazil coast ports. John C.
Seager, general agent, 2 and 4 Stone street, New York.
Booth Steamship Company, Limited, under contract with the Brazilian Govern-
ment, for Para, Maranham, and Ceara, and for Para and Manaos, via Barbados.
Through bills of lading are issued via Manaos to Iquitos, Peru. Booth & Co., agents,
88 and 90 Gold street, New York.
Norton Line. Steam direct to the River Plate and River Plate to New York, via
Rio de Janeiro and other Brazilian ports. Regular semimonthly service New York
to Montevideo, Buenos Ayres, Rosario. Norton & Son, managers, New York. Buck-
nall Nephews, steamship owners, managers, London. Goods taken for La Plata,
Colastine, San Nicolas, Bahia Blanca, etc.
United States and Brazil Line from New York and Baltimore. Regular steamers
for Pernambuco, Rio de Janeiro, and Santos. Funch, Edye & Co., New York Produce
Exchange Annex.
Northern Brazil mail steamers, Red Cross Line. For Para and Manaos, via Barba-
dos. For Para, Maranham, and Ceara. Through bills of lading issued to Iquitos,
Peru, via Manaos. For passage, freight rates, and other information, apply to Ship-
ton Green, 113 to 117 Pearl street, New York.
Besides these steamship lines, Thomas Norton & Co., 104 Wall street, New York,
have a line of packet vessels (sail) for Rio de Janeiro and Santos.
TRAMP STEAMERS.
In addition to the regular lines mentioned, this port is very much frequented by
vast numbers of steamers arriving from many ports of the world, principally from
Europe; recently quite a number have been coming with cargo from New York and
Baltimore. These steamers are vulgarly known as "tramps,” and all are, without
exception, under the English flag.
I may here mention that the expenses of discharging cargo in this port, which is
paid by steamers, amounts to 10 shillings and upward per ton.
Rates on coffee, which is about the only article shipped hence to the United States,
will average about 25 cents per bag of 60 kilograms weight, and the expenses of
loading same (for steamer's account) is about 14 cents per bag, this quite apart from
charges in United States.
'This company went out of existence in 1893, and its service was replaced by that
of the Lamport & Holt Line (British). The steamship lines at present plying between
New York and Brazilian ports are:
112
HIGHWAYS OF COMMERCE.
BRAZILIAN VESSELS FOR COASTWISE TRADE.¹
I transmit a copy and translation of decree No. 227, of December 5,
1894, postponing for two years the operation of decree No. 123, of
November 1, 1892, which limits the coastwise trade of Brazil to Brazil-
ian bottoms. I also transmit a copy and translation of the decree No.
123. You will observe that this trade will, upon the operation of the
decree, be practically confined to vessels flying the Brazilian flag,
except in the instances mentioned in articles 4 and 5. These excep-
tions are the transportation of goods belonging to the Government;
transportation of passengers and their baggage, animals, valuable
parcels, perishable agricultural and manufactured products and coin;
to bring aid in cases of famine or pestilence; to trade generally in
cases of foreign war. Foreign vessels are also permitted to enter ports
for shelter or asylum, to discharge portions of a cargo at several ports,
to take on cargo at several ports, and sell a cargo in cases of distress,
shipwreck, or vis major.
THOMAS L. THOMPSON,
Minister.
DECREE NO. 123, OF NOVEMBER 11, 1892, REGULATING COASTWISE NAVIGATION.
[Translation.]
ARTICLE 1. Coastwise navigation can only be carried on in national vessels.
ART. 2. By coastwise navigation is meant direct communication or trade between
the ports of the Republic, within its waters, and of the rivers that flow through its
territory.
ART. 3. In order that a ship may be considered national, it is necessary (1) that it
be the property of a Brazilian citizen or of a company or corporation with seat in
Brazil, managed entirely by Brazilian citizens; (2) that it be navigated by a Brazil-
ian captain or master; (3) that at least two-thirds of its crew be Brazilians.
ART. 4. Foreign vessels are prohibited from entering in the coastwise trade, under
penalty of confiscation, but are permitted (1) to load or unload merchandise and
articles belonging to the Government; (2) to enter a port for asylum and to leave
for another with its cargo within a designated time; (3) to enter a port with a
full cargo, and to leave for another with the same entire cargo or with part of it dis-
patched for consumption or reexportation; (4) to transport from one port to another
of the Republic passengers of any class, their baggage, animals, and packages classi-
fied as valuable or perishable agricultural and manufactured products and coined
valuables; (5) to receive from any or all the ports of the Republic manufactured
goods or produce of the country for the purpose of exportation; (6) to bring aid to
any State or point of the Republic in cases of famine, pestilence, or other calamity;
(7) to carry any kind of cargo from one port to another of the Republic in cases of
foreign war, internal commotion, injuries, and prejudice happening to national navi-
gation and trade by cruisers and foreign forces, even if war has not been declared.
ART. 5. Merchandise taken from a port of the Republic can be sold in another, in
cases of distress, shipwreck, or vis major.
ART. 6. The vessels of neighboring countries are permitted to navigate the rivers
and interior waters according to the terms of the conventions and treaties.
ART. 7. Upon the enrollment of the vessels and crews, they will observe the rules
of navigation and inspection which are designated in the regulation that the Execu-
tive power formulates for the execution of this law.
Reprinted from Consular Reports No. 175, April, 1895, p. 573.
HIGHWAYS OF COMMERCE.
118
ART. 8. For five years after the publication of this law, the matriculation of all
the personnel of the merchant marine is gratuitous, except the necessary stamps.
ART. 9. National vessels are obliged to have an inspection of the bottoms and
machinery every six months, having the pipe and boilers subjected to a water pres-
sure, and once a year the same inspection in a dry dock. These inspections will be
gratuitous, and should be requested from the proper department by the proprietors,
with eight days' notice; they can be made in any of the ports of the Republic desig-
nated in the regulation which will shortly be expedited.
ART. 10. The provisions of this law will not take effect until two years after the
publication.
ART. 11. All provisions to the contrary are revoked.
DECREE NO. 227, OF DECEMBER 5, 1894.
[Translation.]
ARTICLE 1. It is decided to prolong the time two years in order that the vessels
which carry on the coastwise trade between the sea and river ports of the country
may be nationalized in accordance with the provisions of law No. 123, of November
11, 1892.
ART. 2. Revoke all laws to the contrary.
RAILWAYS.
In 1893, the Government of Uruguay issued a large volume, entitled
a Treatise on the South American Railways, compiled by Señor Juan
José Castro, under direction of the minister of public works. The fol-
lowing information concerning the railways of Brazil is compiled
from it:
The railways of Brazil are divided into three groups, namely: The
Northern, the Central, and the Southern. The first lies within the
States of Rio Grande del Norte, Parahiba, Pernambuco, Alagoas, Ser-
gipe, and Babia; the second in the States of Minas Geraes, Rio
Janeiro, and Sao Paulo; and the third in the State of Rio Grande do
Sul. "In each one of the nuclei of railway networks," says Señor
Castro, "the lines generally are of local importance and of 1 meter
gauge, although, however, some by the conditions and directions are
destined to serve the general public traffic, among which we might cite
the line from Recife to Sao Francisco in the future it would have when
incorporated with the Interoceanic line in the State of Pernambuco;
the Central 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 Goyaz and Matto Grosso
as far as the Bolivian frontier."
Among the lines projected which may be regarded as international
in character, Señor Castro mentions that of Santos; that from Sao
Francisco to the Paraguayan frontier; and that from Recife to Val-
paraiso "which ceases to be a line of mere Brazilian importance when
considered as of South American international character."
In 1852 the Brazilian Government adopted a law providing guaran-
tees and inducements for railway construction. At the present time
there are in Brazil 11,043 kilometers (6,862 miles) of railway in working
533A- -8
114
HIGHWAYS OF COMMERCE.
order; 5,402 (3,357 miles) under construction; 5,175 (3,216 miles) sur-
veyed; 4,414 (2,743 miles) being surveyed, and 13,826 (8,591 miles) yet
to be surveyed.
"In view of the enormous size of Brazil," remarks Señor Castro,
"and of its extensive coasts being provided with excellent ports, the
first necessity was to open to each district its most natural and short-
est exit toward the sea, without considering that at so:ne 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 central district, Victoria, Rio de Janeiro,
and Santos, and in the southern, the mouth of the Rio Grande do Sul,
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 of Montevideo and those of the River Uruguay (Salto
and Concordia).
"The population of Brazil, already some 15,500,000 souls, its enor-
mous products and commerce, show the necessity for rapid and cheap
communication between its states and the interunion of these three
independent systems of railways, and to gain this end, which will be
of the greatest importance to Brazil, for many reasons, the public
powers are allying themselves with private enterprise."
Señor Castro supplies the following table of Brazilian railways actu-
ally working in 1892:
Railways.
! Length.
Length.
State:
Baturite
Comocin-Sobral-Ypu
Central Pernambuco.
Palmares to Sao Francisco..
Paulo Affonso
Alagoinhas to Sao Francisco.
Kilometers.
197.6
216. 6
Railways.
Guaranteed by the State-Cont'd:
Lepoldina
-
Minas and Rio.
Kilometers.1
1,471
170
•
72. 1
Western Minas..
377
146.4
Juiz de Fora to Piau..
61
115.9
S. Isabel of the Rio Preto
74.5
322
Rosendo Areas..
28.4
Rio d'Ouro
83
Central Macake.
44
S. Amaro Jacu
36
Ribeirao to Bonito.
32
Central Brazilian
225
-
Mogyana (main line, 1887)
740
Central Brazilian
394
Bragantina
52
P. Alegre to Uruguayana.
377
Sorocabana
376
Guaranteed by the State:
Paranagua-Curityba-Lapa
231
Natal to Nova Cruz.
121
Thereza Christina
116
Conde d'Eu………
Recife-Palamare.
Recife-Limoeiro-Tinbauba
Riberao to Bonito……….
Maceio-Imperatriz
141
124. 7
141.1
22
150
Bahia-Alagoinhas
123.3
Alagoinhas-Timbo
83
·
Central Bahia.
315
Nazareth Santo Antonio.
34
Nazareth Tram Road
42
Carravellas Philadelphia (1887).
142
Rio Grande to Bage.
Quarahim to Itaqui.
Unguaranteed:
Recife-Caxanga
Macale-Campos..
Santo Antonio de Padua.
Rio de Janeiro to Mage.
Principe do G. Para
Santos to Jundialy.
Ituana (1886) -
Paulista
283
•
173
20
•
96
92.7
88
91.7
-
Itapemirim Alegre..
70
Rio Claro..
139
283
242
264
Kilometer-0.6214 miles.
The most important of the Brazilian railway lines is the Central Bra-
zilian Railway, which has become the artery for the great system of
HIGHWAYS OF COMMERCE.
115
railway lines converging from right to left toward its own, “which,”
says Señor Castro, "makes it what the law of 1852 intended it to be,
namely, the great factor in the development of the States of Rio de
Janeiro, Minas Geraes, and Sao Paulo."
According to a report from the British legation, November 7, 1893
(No. 1321 British Foreign Office Reports, annual series), the number of
miles of railroad in Brazil then open for traffic was 6,651; under con-
struction, 3,185; under survey, 5,340; to be surveyed, 9,071.
INTERIOR TRANSPORTATION.
Besides the railroads, the means of interior transportation in Brazil
are steamboats and other craft on the rivers, pack horses, and mules.
Consul Burke, of Pernambuco, writing in November, 1893 (see Consular
Reports No. 160, p. 51), says: "Goods are shipped to the interior by
railway, by boats up small steams and rivers, and by pack horses and
mules. When it is known that the railway mileage of the entire State
of Pernambuco (which is nearly as large as the State of Kansas) is not
above 450 miles, it may be inferred that most of the goods to the interior
are carried by pack horses or mules. Goods go by train or water to the
town on railway or river nearest to the interior towns to which the goods
are destined, and are thence transported by pack horses or mules to
their destination. It will thus be seen that the pack horse or mule is
very largely the motive power of the State.
"A pack horse or mule usually carries from 60 to 80 kilograms (135 to
200 pounds) of weight. If the goods are bulky the weight is less. The
box or case in which such goods are put up is from 1 to 2 feet in length
and from 1 to 13 feet in depth and width, depending, of course, upon
the weight, character, and bulkiness of the goods. Two cases are thus
carried, one on each side of the horse or mule. The goods are securely
fastened and covered with oilcloth."
HIGHWAYS.
In another report from Consul Burke, dated January 20, 1891, from
Bahia, printed in Special Consular Reports, "Streets and Highways"
(p. 469), the following information about the means of land communica-
tion, besides railroads, in Brazil is given:
There are no country roads, and but very little can be said of "city
streets."
Communication between towns, where there are no railways to the
interior, is by water in small boats or canoes, or by bridle paths on don-
keys, mules, or horseback. To go in a carriage of any description 5,
10, 20, 40, or any number of miles, few or many, into the interior, is a
thing unheard of and unknown; and this for two very good reasons,
viz: First, there are no roads for a carriage, and in the second place,
there are no carriages, excepting those owned by livery-stable pro-
prietors, and these are rarely used except for funerals, weddings, and
baptisms.
116
HIGHWAYS OF COMMERCE.
In this city of 200,000 inhabitants, perhaps, there are not over five
families that have their owu turnout. All the merchandise sent from
this city to the interior of the State must be taken to some seaport in
small craft and then sent by rail, by river, by donkey, mule, or horse to
its destination. Very little is sent by rail, as the number of miles of
railway in this State and Sergipe is very limited, so that nearly all the
merchandise imported, as well as the exported products, must be taken
by water up or down the river, and by donkey or mule, simply because
there are no roads.
From the city of Bahia to the southwestern part of the State it
requires at least thirty days to make the journey. The journey by rail
is 450 kilometers (280 miles), thence by horse or muleback to the San
Francisco River, up the river in a small boat, then again by mule,
donkey, or horseback till the town in the interior is reached.
Some idea of the difficulties and vexatious delays in traveling in this
country may be obtained when it is known that to cover a distance
some 200 miles less than from New York to Chicago (twenty-four hours),
it takes thirty days in this district-days of discomfort not only in the
actual traveling, but also in the eating, drinking, and sleeping. The
people are very hospitable, so it is not from this cause the discomfort in
traveling arises. It is simply because actual comfort in going from
town to town, such as one finds in the States, has never existed here;
consequently neither the country nor the people can give what it has
not. When one leaves the rail or the boat he simply mounts his
horse, mule, or donkey, having provided a guide, if not familiar with the
country, and follows the trail, for it is nothing more, till he reaches his
destination.
Women who find it necessary to travel must adapt themselves to the
same conditions as the men.
RIVER SYSTEM.¹
The main dependence of Brazil for interior transportation is her river
system. Some idea may be formed of the extent of this system of
internal waterways, by observing on the map the interlacement of the
head waters of the southern affluents of the Amazon, on the central
plateau of Matto Grosso, with those of the Paraguay flowing to the
south. By means of a small canal, which the Portuguese attempted to
cut in the last century, a flat-bottomed boat might pass from the mouth
of the Rio de la Plata to the mouth of the Amazon through the rivers
of this unique system. Brazil has none of the great lakes character-
istic of North America, but in the size and importance of its rivers it
has no rival in the world.
The river system of Brazil naturally resolves itself into three sub-
divisions: That of the Amazon, or northern; the Sao Francisco, or
'Compiled from Handbook of Brazil, printed by the Bureau of the American Repu-
blics, 1891.
HIGHWAYS OF COMMERCE.
117
eastern, and the Parana, or southern. There are many rivers, some of
them of considerable size, that empty into the Atlantic between the
mouths of the three great rivers which give their names to the three
subdivisions of the general system; but by far the greater part of the
waters drained from the three great watersheds of Brazil find their way
to the ocean through the channels of the three above named.
The possibilities of the navigation of the Amazon and its affluents
have only begun to be developed, and yet the following "magnificent
distances" are navigated already by steamers: From Belem (Para) to
Manaos, 1,100 miles; Manaos to Iquitos, Peru, by River Solimoes, 1,350
miles; Manaos to Santa Isabella, by River Negro, 470 miles; Manaos
to Hyutanahan, by River Purus, 1,080 miles; Manaos to Sao Antonio,
by River Medeira, 470 miles; Belem to Bayao, by River Tocantins, 156
miles; Leopoldina to Santa Maria, 570 miles; making a total of 5,196
miles of steam navigation on the Amazon and its southern affluents;
and this total does not include the navigation of the branches of the
above-named rivers, which would increase the amount by some 3,000
miles more.
The great river, Sao Francisco, has its source near Ouro Preto, the
capital of the State of Minas Geraes, in latitude 20° south; runs north
and east to latitude 9° south, where it turns to the southeast, pours its
floods over the wonderful falls of Paulo Affonso, and empties into the
Atlantic in latitude 10° 45" south. Above the falls the river is navi-
gated for hundreds of miles by steamers, and from the sea to the falls
by larger vessels. Its western affluents mingle their fountains with the
sources of the branches of the Tocantins, so that, in many places, but
a short distance separates the waters that seek the Amazon to the
north and those that reach the Atlantic through the Sao Francisco. A
remarkable feature of the Brazilian river system is the commingling of
the sources of the affluents of the three subdivisions, which will admit
passage from one to the other by boats by cutting short canals, in many
cases without the necessity of locks between their head waters.
The River Parana, the main stream of the southern subdivision, re-
ceives the waters of its northern affluents from the State of Minas
Geraes, where they rise among the sources of those of the Sao Fran-
cisco. Its water are navigable by large steamers up to the falls of
Guayra, on the western border of the State of Parana, and above these
by smaller ones through more than 700 miles. This river receives the
waters of the Paraguay, whose sources are in the center of Matto
Grosso, near those of the Tapajos, an affluent of the Amazon. The
Paraguay is also navigable by steamers from Montevideo for over 2,000
miles; and this is the route taken by troops and passengers from Rio
de Janeiro for the capital of Matto Grosso, Cuyaba, which is situated
on one of the affluents of the Paraguay.
118
HIGHWAYS OF COMMERCE.
WATER TRANSPORTATION IN PERNAMBUCO.¹
No canals exist in this consular district nor are any to be built here
for some time to come; in fact I do not think that canals will ever be of
any use here, owing to the formation of the land and the want of lakes
or rivers which could be joined by canals to the great advantage of
traffic or commerce, and canals for the purpose of irrigation are not
needed in a country where the annual rainfall at times reaches between
80 and 90 inches.
All traffic is carried on here by very primitive river craft, called
barcassos, and said craft are also used to do coasting business, because
they are protected by a coral reef which encircles the coast of this whole
consular district, with occasional openings to admit ingress or egress to
and from the ocean. This coral reef is about one-half of a mile from the
mainland and forms a mighty barrier against the encroachment of the
ocean upon the land, and offers these barcassos the protection of a river.
In the interior, traffic is carried on by horses. They have the merchan-
dise slung on each side of them; they rest in the middle of the day and
travel at night, making only a short stop at midnight. This requires
constant loading and unloading of the merchandise, and I would respect-
fully say just here that the American exporters sometimes lose sight of
this fact and export their goods in such frail packages that they will not
bear the handling on a long journey of that sort, and are, therefore, not
so readily sold as European goods, made where the exporters are aware
how goods reach the interior.
ECUADOR.
OCEAN LINES.
The great "ocean lines" to and from Guayaquil are: Two lines from
Panama to Valparaiso, touching at Guayaquil—the Pacific Steam Navi-
gation Company (an English corporation), and the Compañía Sud-
Americana de Vapores (a Chilean corporation). Each has on its line
five first-class steamships, of 3,000 tons each. They are all admirably
fitted up for both passengers and freight, and are lighted by electricity.
These lines carry the foreign mails, and a vessel of each leaves Guay-
aquil, going north and south every week, and leaving Valparaiso on
alternate weeks. None of these vessels touch at other Colombian ports,
or at other ports of Ecuador than Guayaquil, but the Pacific Steam
Navigation Company has two steamships which ply between Guayaquil
and Panama, touching at all the ports of Ecuador north of Guayaquil
and at those of Colombia on the Pacific. These carry passengers and
¹ Extract from report of Consul Borstel, of Peruambuco, October 14, 1889; reprinted
from Special Consular Reports, "Canals and Irrigation."
HIGHWAYS OF COMMERCE.
119
freight, and the coast mails; the service is fortnightly. All the steam-
ships of these lines are supplied with side hatches and steam wind-
lasses, and it is said that steamships without these time and labor
saving appliances can not successfully compete with those which have
them.
The English and Chilean lines, long in competition, finally came to
the present arrangement: The English and Chilean steamers leave Val-
paraiso on alternate weeks, and thus there is an English or Chilean
steamship touching at Guayaquil, going north every Saturday and south
every Monday.
First-class passage: From Panama to Guayaquil, £13 15s. ($66.90);
Guayaquil to Valparaiso, £20 3s. 6d. ($99.14); Guayaquil to Callao,
£8 10s. ($41.36); Panama to Valparaiso, £30 15s. ($149.63).
Freight charge from Guayaquil to Colombian Pacific ports, includ-
ing Panama, is 9 sucres' ($4.62) and 25 per cent additional; to Ecua-
dorian ports, 7 sucres ($3.65) and 25 per cent; to Peruvian ports, 12
sucres ($6.15) and 25 per cent; to Chilean ports, 15 sucres ($7.69) and
25 per cent.
The distance as sailed from Panama to Guayaquil is 815 miles; from
Guayaquil to Callao, 740, and from Guayaquil to Valparaiso, 1,430.
Agents at Guayaquil: Pacific Steam Navigation Company, George
Chambers & Co.; Compañía Sud-Americana de Vapores, Seminario
Hermanos.
Guayaquil has splendid ocean service to Europe, through the Straits
of Magellan, and has one line to New York, the Merchants' Line.
There are four lines of steamships, each having a steamer arrive at
Guayaquil regularly once a month from England or the Continent.
(1) Gulf Line.-The Greenock Steamship Company, an English cor-
poration, called the "Gulf Line," has sixteen steamships in the service,
ranging from 1,600 to 3,500 tons register. They are lighted by elec-
tricity and fitted to carry passengers and freight. They ply between
Guayaquil and Liverpool, Glasgow, and Greenock. The first-class
passenger fare from Guayaquil to Liverpool is £50 ($243.30). Freight
per ton is about £2 ($9.73). These steamers also go to Hamburg and
Antwerp. Guayaquil agents, Martin Reinberg & Co.
(2) Hamburg-Pacific Steamship Line (Hamburg-Pacific Dampfschiffs-
Linis). These vessels ply between Guayaquil and Hamburg and Ant-
werp. There are eleven steamships on this line, ranging from 3,000
to 5,000 tons register. They are fitted out specially for cargo, but
each can carry from sixteen to twenty first-class passengers. Their
regular trips are from Hamburg and Antwerp, but occasionally they
touch at Genoa and Cadiz; and on the Pacific coast they make all the
principal ports from Valparaiso to San Jose de Guatemala. On the
return trip they rarely touch at Guayaquil (they may be signaled at
'The sucre is worth to-day 51.28 cents in American gold. The value fluctuates
with the rise and fall of exchange.
120
HIGHWAYS OF COMMERCE.
San Jose to call there), but call at the northern ports of Ecuador, where
they take large quantities of ivory nuts (tagua) to Germany. Passen-
ger rates to Hamburg and other points are made specially, no regular
tariff. Freight per ton: for ivory nuts, £2 ($9.73); for cacao, £2 10s.
($12.77), and other freights assimilated. Guayaquil agents, Succes-
sors of Daniel Lopez.
(3) French Pacific Line (Ligne Française du Pacifique).—This line
comprises two French companies, that of the Maritime du Pacifique
and Havraise Péninsulaire de Navigation à Vapeur. There are at pres-
ent nine steamships on this line, ranging from 3,500 to 5,000 tons reg-
ister, and from 1,800 to 2,000 horsepower. This line plies between
Havre and the Pacific ports of South and Central America, making all
ports, great and small, of Chile and Peru, from Punta Arenas (in the
Straits of Magellan) to Payta, in Peru, and Guayaquil; thence to San
Jose de Guatemala, and finally Puntas Arenas, Costa Rica; Corinto, San
Juan del Sur, La Union, Amapala, La Libertad, and Acajutla. They
touch at Bordeaux and Liverpool. Guayaquil agents, Reyre Bros.
& Co.
(4) Pacific Steam Navigation Company.-This company has eight first-
class steamships on its line from Liverpool to Valparaiso, connecting
with its own and the Chilean steamers from Valparaiso to Guayaquil
and Panama twice a month. The steamships of this line are each of
6,000 tons register, admirably fitted up, as is the case with the other
steamers of this company, for both passengers and freight. They carry
the foreign mails, and touch at the Atlantic ports of South America,
at Rio Janeiro and south; they touch at Lisbon and sometimes at Vigo,
Spain.
(5) Kosmos Line.-There is another German fleet of steamships, com-
posing the Kosmos Line (Deutsche Dampfschifffahrts-Gesellschaft Kos-
mos), of fifteen steamers, ranging from 1,700 to 3,000 tons register, and
making somewhat irregular connections at Guayaquil about once a
month from Hamburg, and coming through the Straits, generally make
all the ports on the Pacific. Guayaquil agents, E. Rohde & Co.
(6) Merchants' Line.-This line has four steamships plying between
New York and Guayaquil. The service is somewhat irregular-once
a month or once in two months. One of the steamships is of 2,067
tons register, and the others somewhat over 3,000 tons. They are
English ships, chartered by W. R. Grace & Co., of New York, and the
Guayaquil agents are E. Rohde & Co.
COMMUNICATION WITH THE INTERIOR.
As to "railways," "navigable rivers and canals," and "first-class
highways," there are none in Ecuador worth mention, except for local
traffic and travel. To get to Quito and the interior, there are two prin-
cipal routes. The best is by steamboat, daily, to Bodegas (Babahoyo),
eight hours; and there take mules to the interior. The other route is
HIGHWAYS OF COMMERCE.
121
to take the railroad to Chimbo, 50 miles, and there take mules. There
is but one piece of what may be called "highway" in the Republic of
Ecuador. From Ambato to Quito there is a stage line which takes up
the mule-backers at Ambato and gives them a fairly good drive to Quito,
60 to 70 miles, in about eighteen to twenty hours. This is the only
carriage road in the Republic outside of the cities, and was built by
Garcia Mareno. The old highway of the Incas, from Quito to Cuzco,
has long since gone to ruin, whatever may have been its character.
The whole of the commerce of this great seaport with the interior moun-
tain country goes on muleback by one of the routes named. The com-
merce of the great valley in which Guayaquil is situated is carried on
by the steamboats and lesser craft of sail or oar on the almost innumer-
able rivers and esteros (creeks or bayous) which intersect it in almost
every direction, and by the railroad which taps the principal sugar-
growing district.
A part of this, the only railroad in Ecuador, may be mentioned on
account of overcoming great obstacles in construction. That part of
it, from Duran (the terminus just across the river from Guayaquil) to
Yagauchi, about 20 miles, is constructed through the tembladeros (a
succession of lagoons and marshes, called on the old English maps
"The Great Yaguachi Lagoon"), which are without consistent soil
and overflowed by the tides flowing up the River Guayos from the
Gulf of Guayaquil, 35 miles distant. Only a small part of the road-
bed is on dry land, and that in the tembladeros had to be constructed
of rock carried from the Capra hills, at Duran. The rock was filled in
until it ceased to sink, and now appears to be stationary and solid.
The railroad is operated by the Government, having been taken from
the contractor, Kelly, who, after building the railroad through the
lagoons, failed to comply, it is said, with his contract in extending the
railroad from Chimbo to Sibambi, in the direction of Quito. Manager
of the railroad, Señor Don Juan G. Sanchez.
GEO. G. DILLARD,
Consul-General.
GUAYAQUIL, July 6, 1894.
PERU.
RAILWAYS.
In consideration of the cancellation of the foreign debt of Peru, with
the exception of the line to Moquegua, the entire railway system was
turned over by the Government to the Peruvian Corporation, an Eng-
lish company, for a period of sixty years from date of contract. This
system is as follows:
122
HIGHWAYS OF COMMERCE.
Miles
Miles.
Paita to intermediate stations:
Paita to Piura (broad gauge)….. 59.28 Mollendo to Arequipa—Cont'd.
Mollendo to intermediate sta-
To Huaca
18.6
tions:
To Nomara.
23.13
To Cachendo.
To Sullano.
38.5
To Joya...
Pacasmayo to Yonan Guadelupe
To Vitor
(broad gauge)
57.17
To Tingo..
34.74
54
75.91
104.95
Pacasmayo to intermediate
stations:
To San Pedro
4.97
Arequipa to Puno (broad gauge). 217.49
Arequipa to intermediate sta-
tions:
To Calasnique…….
To Cultambo.
To Chafan
To Chepen
8.21
To Yura..
18
14.29
To Vincocaya
95.98
15.53
To Crucer Alto.
117.98
23.21
To Maravillas
155.22
To Tolton
24.05
To Juliaca
188.96
To Pay Pay
27.45
Juliaca
to Marangani (broad
To Monte Grande
34.58
gauge)...
116.82
Salaverry to Ascope (narrow gauge)
47.22
Juliaca to intermediate sta
Salaverry to intermediate sta-
tions:
tions:
To Pucara
34.79
To Trujillo..
4.63
To Santa Rosa
82.02
To Chicama..
8.85
Eten to Ferrenafe-Petapo (broad
To Chocope
29.20
gauge)..
48.46
Chimbote to Suchiman (narrow
Eten to intermediate stations:
gauge)
32.37
To Pueblo Eten...
2.05
Chimbote to intermediate sta-
To Monsefu
4.10
tions:
To Chiclayo..
11.74
To Rinconada.
13.67
To Lambayeque
19. 44
To Vinsos....
20.50
To Ferrenafe.
29.82
Lima to Ancon (broad gauge).... 23.61
To Pomalca
18.57
Lima to intermediate stations:
To El Combo
21.68
To Reparticion
5.28
To Tuman
24.79
To Infantas
8.07
Pimentel to Lambayeque (nar-
To Puente Piedra………………….
13.36
row gauge)
14.91
Callao to La Oroya (broad gauge). 133.83
Callao to intermediate sta-
Pimentel to intermediate sta-
tions:
tions:
To Chiclayo...
8.70
To Montserrate.
8.07
Lima to Callao (broad gauge)..
8.51
To Santa Clara.
18.39
Lima to intermediate stations:
To Chosica...
33.55
To Salud..
3. 10
To San Bartolome....
47.22
To Legua
4.77
To Surco
56.54
To Bella Vista
6.44
To Matucana..
64
To Mercado (Callao).
7. 15
To San Mateo
77.98
To Santa Rosa
7.47
To Chicala.
86.38
To Chucuito
8.07
Pisco to Ica (broad gauge).
45.98
Lima to Chorillos (broad gange).
8.69
Pisco to intermediate stations:
Lima to intermediate stations:
To Mille Diez y Ocho....
To Guadelupe.
18.02
To Miraflora
4.84
38.52
To Barranco.
7.08
Mollendo to Arequipa (broad
gauge).
Mollendo to intermediate sta-
To Buen Pastor..
8.37
106.88
tions:
To Mejia..
To Tambo.
11.7ł
19
Arica to Tacna (broad gauge)…….
To Chorillos Station.
To Chorillos (Tornamesa)
Limato Magdalena (broad gauge)
Total length of railways... 917.46
8.26
8.82
3.72
39. 14
HIGHWAYS OF COMMERCE.
123
From-
Passenger rates (first class).
To-
Miles.
Fare.
Lima
Lima ....
Callao
Lima
Paita
Puno
Puno
Pimentel.
Pisco..
Callao....
Chorillos
La Oroya.
Ancou
Piura
Arequipa
Ensenada
·
Lambayeque
Ica...
Sols.¹ Dollars.
8.51
8.69
0.40 0.1904
.40.1904
133.83
11. 105. 2685
23.61
1.60.76
59.28
217.49
2.96 1.406
14.00 6.65
:
20.00
14.91
45.98
9.50
.60.285
2.401.14
] Average value of sol in 1894, as per United States Mint valuation, 47.50 cents.
For illustration, the general schedule of freight rates of the Paita
and Piura Railway and that of the principal route the famous Peru-
vian Central Railway (Ferrocarril Central del Peru), are given, as
follows: Paita and Piura Railway, 97 kilometers. (59.28 miles), first
class, 7 centavos per cubic meter per kilometer (3.325 cents per 35.316
cubic feet per 0.62137 of a mile); second class, 5 centavos (2.375 cents);
third class, 10 centavos per ton of 1,000 kilos per kilometer (4.75 ceuts
per ton of 2,204.6 pounds).; fourth class, 8 centavos (3.8 cents); fifth
class, 2 centavos (1.187 cents).
THE PERUVIAN CENTRAL RAILWAY.
The Peruvian Central Railway is justly regarded as one of the most
marvelous achievements in railway engineering in the world. For a
distance of 106 miles, starting at Callao, this road rises continuously
from a plane of 8 feet 7 inches above sea level to the snow-capped sum-
mit of the Andes, which it crosses at the altitude of 15,665 feet. The
line runs through a series of mountain gorges and along the banks of
the cascades of the Rimac River. The precipitous slopes, which are
now barren, and the abodes of the vicuña and the llama, were in the
days of the ancient empire of the Incas, terraced and kept in a high
state of cultivation by the Peruvians. The traces of this terracing
remain and are plainly visible. The Peruvians are content nowadays
to cultivate the narrow vales skirting the Rimac, and their little chacras
(farms) add interest to the picturesqueness of the route. The road
makes numerous zigzags along the mountain slopes, crosses deep
chasms, and passes through numberless tunnels. On the eastern slopes
of the Andes, the scenery and climate undergo a complete change, and
at Oroya, the present terminus, which is 12,178 feet above sea level,
the traveler feels that he is almost in sight of the tropical vegetation
of the boundless plains of the Amazon. He is in reach of the promised
land of the picturesque Montana, with its varied climates, products,
flora, forestry, and animal life. In imagination, he sees the Peru of
the future, when the immigrants will have dotted the plains watered
by the Amazon and its tributaries with fields of sugar cane, coca, coffee,
tobacco, cotton, and numerous cereals, and other valuable plants.
124
HIGHWAYS OF COMMERCE.
The following itinerary will give an idea of the grandeur of the Peru-
vian Central Railway, starting from Callao:
Callao
Callao Shops
La Legua
Lima, Monserrate.
Lima, La Palma.
Lima, Desamparados.
Lima, Viterbo.
Santa Clara
Chosica.
Puruay Bridge..
Corcona Bridge
Cochachacra
San Bartolome and V
Verrugas Bridge.
Cuesta Blanca Tunnel.
Surco
Challapa Bridge.
Matucana..
Quebrada Negra Bridge.
Tambo de Viso Bridge
Chaupichaca Bridge
Tamboraque and V.
Aruri and V...
San Mateo...
Infiernillo Bridge.
Cacray, double V
Anchi Bridge.
Copa Bridge.
Chicla, lower V.
Chicla, upper
V
Casapalca
Stations.
Paso de Galera Tunnel (highest point on the line).
Yauli
Oroya
Distances from Callao. Elevation.
:
Kilometers. Miles.
Feet.
0.0
0.0
8.7
1.4
.9
6.9
4.3
12.4
7.7
499.9
13
8.1
13.5
8.4
14.5
9
29
18
1, 311. 7
53.4
33.2
2, 800.6
64.8
40.3
65.7
40.8
72.4
45
4, 622. 6
75.8
47.1
4,959. 4
83.5
51.9
5, 839. 4
85
52.8
6, 001. 1
89.9
55.9
6, 660. 9
98.4
61.1
7,504. 1
102.3
63.6
7,788.8
105.4
65.5
8, 054. 1
110.7
68.8
8, 706.5
117.5
73
9, 472. 6
120.6
74.9
9, 826.9
122.8
76.3
10, 094.5
126.3
78.5
10, 534. 1
129.4
80.4
10, 919. 9
130.3
81
11, 033. 1
132.7
82.5
11, 366. 4
135.5
84.2
11, 638.8
140.4
87.2
12, 215. 5
144.8
90
12, 697.1.
152.9
95
13, 606. 2
170.7
106.1
15, 665. 2
193.2
120.1
* 13, 420. 8
219.6
136.5
12, 178.7
The railways of Peru were made under contracts executed by an
American, Henry Meiggs, a man endowed with indomitable energy,
courage, and perseverance. Henry Meiggs was broadly liberal in his
dealings. "There was nothing small about him," it is said. He was
a fine judge of men, as his selections of subordinates have proved.
His liberal instincts led him to return benefits to the country which
had bestowed benefits upon him, and he has left standing several
works illustrating his public-spiritedness and gratitude to Peru. His
memory is revered by Peruvians, and they have given the name Monte
Meiggs to the Andean peak whose crest rises 17,575 feet above sea
level and at whose base is the famous Galera tunnel, which pierces the
Andes at the altitude of 15,665 feet.
The name of another American, William Henry Cilley, is associated
with the fame of Henry Meiggs. The rôle played by Cilley in the
colossal engineering achievements which make the line from Callao to
La Oroya perhaps the most wonderful in the world, and to behold
which is worth coming to Peru from distant lands, is thus narrated by
Mr. A. D. Hodges, jr., in his obituary notice of Mr. Cilley:
Henry Meiggs having taken contracts with the Peruvian Government for an exten-
sive system of railroads, Mr. Cilley went to Peru in 1870, and in 1871, began the work
on the Pacasmayo road. Hardly had he got matters there well organized, when he
HIGHWAYS OF COMMERCE.
125
was called to take charge of the famous Oroya road, where difficulties had been
encountered which threatened to become insurmountable. But Mr. Meiggs had
staked his reputation on the building of this road, and turned to Mr. Cilley as the
one who of all men was best fitted for the task.
The laborers, who were foreign importations, generally of the toughest classes,
were dying by hundreds of the Verrugas fever. Many of the engineers were dis-
heartened and afraid to reside on the line. Jealousies were rampant. Food, tools,
powder, everything, in short, had to be brought from other countries and then
transported over miles of dangerous trails on the backs of animals. The natural
obstacles were so unusually great, even for South America, that the ablest engineers
obtainable had pronounced the construction of the road beyond San Bartolome a
practical impossibility. With some misgivings, Mr. Cilley assumed the charge. He
built hospitals, established the camps in the most healthful localities, organized his
forces, and was ever the foremost in positions of danger and difficulty. Day and
night,he labored with an energy impossible to small men. · He often went for weeks
without sleeping in a bed, and for months without more than two or three hours
rest out of twenty-four. Fresh obstacles were met with fresh resources and daring
inventions. The Verrugas bridge, with central pier 252 feet high, was erected with-
out false works and without a single casualty. The Horseshoe tunnel was run in a
circle in the solid mountain simply to gain grade, an idea more fully developed after-
wards in the "spiral” tunnels of the Saint Gothard road. The long Galera tunnel
was perforated at an elevation of nearly 16,000 feet above the sea. The roadbed and
tunnels were completed almost to Oroya. The construction, carried on under unpar-
alleled difficulties, cost less per mile of finished road than the more easily built
sections below San Bartolome. The history of the world records no equal feat in
railroad building.
OCEAN LINES.
Regarding the ocean traffic with Europe by way of the Straits of
Magellan, a distance of between 14,000 and 15,000 miles, the purposes
of this report will be sufficiently attained by noting the arrivals of
steamships at the port of Callao during 1894, which were as follows:
Hamburg, 31 steamships, with a total registered tonnage of 53,075;
Liverpool, 29 steamships, with a total registered tonnage of 55,300;
Havre, 9 steamships, with a total registered tonnage of 20,444. These
vessels are fitted out mainly to carry cargoes, and their accommodations
for passengers are limited. Their agents here do not furnish freight
schedules and seem loth to give rates except to shippers applying to
them for business purposes.
Of prime importance to the United States is the ocean route between
Panama and Valparaiso. This route is monopolized by the Pacific
Steam Navigation Company (English) and the Compañía Sud-Ameri-
cana de Vapores (Chilean) in combination. They bring five mails every
two months from the United States at irregular intervals of one and
two weeks, respectively. Each of these companies runs a steamship
every alternating week to Panama and return to Valparaiso, and
another steamship to Pimentel, Peru, in like manner, touching at inter-
mediate ports and making stoppages of from three to four days each
way at Callao. This gives to each company eight steamships in active
operation. They are excellent vessels, capable of making the voyages
126
HIGHWAYS OF COMMERCE.
in less than half the time they occupy, and are specially built in Eng-
land for this trade. In point of accommodations for passengers they
combine the comforts of the old floating palaces of the Mississippi,
the Sound steamers, and the ordinary ocean steamship. They have
upper-deck staterooms and upper-deck promenades. The route is per-
haps the most uniformly smooth and pleasant in the world, and cheap
rates would make it a favorite one for the tourist. A voyage on one of
these steamships is usually one of little risk, and of much pleasure and
comfort. Their officers are courteous, capable, and careful men, and
they seek in every way to please the traveler. The registered tonnage
of these vessels will average 1,500. At Panama they connect with the
Pacific Mail steamships to San Francisco and across the Isthmus; at
Colon, with steamships to New York, New Orleans (one way), and with
principal European ports. At Valparaiso connection is made with
steamships of the Pacific Steam Navigation Company in the direct
trade with Europe by the Straits of Magellan.
The Pacific Steam Navigation Company was founded in the forties
by William Wheelwright, an American, at one time United States con-
sul at Guayaquil, Ecuador. Mr. Wheelwright having failed to interest
American capitalists in the undertaking, went to London, and, after
years of hard labor, succeeded. Two paddle-wheel steamships of a few
hundred tons burden were the pioneers of the present line, which is one
of the richest and most powerful in the world. The Chilean company
was started in competition and for a while rates went down. Conclud-
ing that both lines would stay, their directors came to terms and, as
might be expected, to the great injury of the helpless people of this
coast. The effect of the combination upon the progress and develop-
ment of the marvelous resources of these countries may well be
imagined.
Both companies are prospering, and recently the Chilean company
has added to its superb fleet the Loa, a magnificent vessel.
The following schedules of rates furnish the explanation for the
absence of American trade in these parts and for the steady decrease
of American residents:
Passage rates (first class): From Callao to Guayaquil, 702 miles,
£5 10s. ($26.76); to Panama, 1,537 miles, £17 10s. ($85.15); to Valpa-
raiso, 1,271 miles, £11 17s. ($57.67). Steerage: From Callao to Panama,
$28.73; from Panama to Guayaquil, 835 miles, £8 10s. ($41.36); from
Panama to Callao, 1,537 miles, £20 ($97.32); from Valparaiso to Callao,
1,271 miles, £11 5s. ($54.74).
By direct route the distance from Panama to Callao is 1,340 miles,
aud from Pauama to Valparaiso, 2,611 miles. The steamers take from
seven to eight days to make the voyage from Panama to Callao. At
Callao they make a stay of three or four days. It then takes them from
seven to nine days to go from Callao to Valparaiso.
HIGHWAYS OF COMMERCE.
127
New Orleans is 1,370 miles from Colon, and New York 2,025. Either
port, therefore, is no farther from Callao than is Liverpool from New
York. The voyage between the two last-named ports across the Atlantic
is easily made in seven days. Valparaiso being but 1,271 miles from
Callao, and San Francisco but 3,200 miles from Panama, the possibili-
ties open to American enterprise on this coast, when it is borne in mind
that its trade goes almost bodily by way of the Straits of Magellan to
Europe, over stormy routes of from 14,000 to 16,000 miles, can be easily
perceived.
Freights from Panama to Callao.
Rice, sacks of 190 pounds, each.
Rice, sacks of 100 pounds, each.
Sugar, refined, in loaf or sacks, quintal¹
Sugar, granulated, in sacks, quintal
Barrels, empty, 18 gallons, each..
Barrels, empty, 30 gallons, each.
Sols. Dollars.
1.20 0.57
.60.281
.80= .38
.70 .312
(2
.30.142
.50.237
Barrels, empty, 60 gallons, each.
1.00
.475
Casks, empty, 90 gallons, each
1.50
.713
Brown sugar, in sacks, quintal…….
.70=
.312
Beans, in packages (arroba), 25 pounds
.55-
.261
Beeswax, in sacks or barrels, quintal..
Flour in sacks, quintal
.75.335
.50
.237
Shovels, in bundles of dozen
Potatoes, in sacks, quintal.
Lumber, per 1,000 feet..
Burnt rum, barrels, 18 gallons, each
Spirits, barrels, 18 gallons, each..
Boat oars, each………
Launch oars, each.
Carts, 2-wheel (unmounted), each
Carts, 4-wheel (unmounted), each.
Plows, American, each……
Merchandise, not described, per ton.
Horses, less than 6, each, $17; over 6………
Cattle, less than 6, each, $15; over 6
.75.261
.50 .237
30.00-14. 25
.90.427
.60- .285
.70=
.90-
.312
.427
30.00-14.25
40.00-19.00
1.60.76
12.00 5.40
15.00-7. 125
Mules, less than 6, each, $12; over 6.
Sheep, each
Asses, each.
Hogs, each
Dogs, each
12.00
5.40
10.00
4. 75
2.00
.95
7.00
3.125
5.00
2.375
5.00
2.375
In addition, 2 sols (95 cents), per ton are payable for embarkation
expenses at Panama, and 1 sol (47.5 cents) per box containing 2,000
sols ($950).
Specie, via Panama: Bank of England, London, and Bank of France,
Havre or Paris, 1 per cent; Hamburg or Havre, 14 per cent; New
York, 14 per cent; San Francisco, 2 per cent; Central America and
Mexico, 21 per cent.
Trade and intercourse with the United States, when they break
through this barrier, have, besides, to meet the additional charges of
¹ Peruvian quintal 101.61 pounds.
128
HIGHWAYS OF COMMERCE.
steamship transportation to San Francisco, or the charges of the
Panama Railroad and the steamships from Colon to New York, or the
West India liners (one way) to New Orleans.
Not a single steamship navigates these waters under the Stars and
Stripes, and so far as is observable, the efforts of the average American
merchant and manufacturer are confined to sending circulars and cata-
logues, when the real issue to get trade is transportation.
These exorbitant charges for travel and freights operate effectually
as a blockade against American trade and intercourse. They deprive
the people of this coast of the advantages that access to the markets
of the United States would give them. They increase the cost of their
products, restrict their sale to the markets of Europe, and limit the
intercourse between the various localities along the coast to the favored
classes.
By force of arms, the nations of Europe are parceling out among
themselves the continent of Africa, and by skillful combinations in
ocean transportation, are controlling the trade, if not the destinies, of
our twin continent of South America.
Our Pacific Coast States and their neighbors might, with profit to
themselves and to the great relief of these countries, initiate the move-
ment to overcome the obstacles to American intercourse by establishing
a line of fast American steamships between San Francisco, Valparaiso,
and intermediate points operated on the "live and let live" principle.
Connecting with the two railways crossing the Isthmus, the first from
Coatzacoalcos to Salina Cruz, and the other from Colon to Panama,
these steamships could receive support from the freights and pas-
sengers from the United States that would come to the Gulf termini of
the two railroads referred to, to be transported to this coast.
The vast importance of this question is obvious, and it can not too
soon receive serious consideration.
CALLAO, March 18, 1895.
LEON JASTREMSKI,
Consul.
BOLIVIA.
Bolivia's only railroad, the Antofagasta and Bolivia Railway, is
owned by an English company, but is rented for a term of years to
the Huanchaca Mining Company, who work it; a guarantee of 6 per
cent is given jointly by the Huanchaca Company and the Bolivian
Government.
The line extends from Antofagasta, Chile, on the Pacific coast, to the
mining town of Oruro, with a branch from Uyuni to Pulacayo (Huan-
chaca mine).
HIGHWAYS OF COMMERCE.
129
The distance from Antofagasta to the chief points on the line are as
follows:
Antofagasta to—
Kilometers. Miles.
Salinas (nitrate field)..
Calama (town)…….
Ascotan (borax lake)……
Ollague (frontier)..
Uyuni (junction)
Uyuni to-
Poopo (town)..
Oruro (town)..
Pulacayo (mine)………
128= 79.54
238-147.89
350=217.49
435-270.31
610=379.05
250-155.35
319-198.23
32-19.08
The total distance from Antofagasta to Oruro is 933 kilometers
(573.55 miles).
The line is in good condition, but short of rolling stock; there are
good stations at Antofagasta, Calama, Uyuni, and Oruro, and work-
shops at Antofagasta and Uyuni. The track is single. The gauge is
75 centimeters (30 inches).
At Oruro, there are two up passenger trains weekly, two freight
trains and one composite train, and the same number down; from
Uyuni there are two up and two down freight trains daily, and from
Salinas, about five. The passenger trains run between Oruro and
Antofagasta in three days, running only in daytime. Special trains
have come up to Oruro in twenty-three hours.
The freights are calculated from Antofagasta to Ollague (the Chil-
ean frontier) in Chilean currency; present exchange, dollar equals 17
pence (34 cents); and from Ollague to Oruro and Uyuni to Pulacayo
in Bolivian currency; present exchange, dollar equals 214 pence (43
cents).
First-class passenger fare, 44 cents per kilometer (0.6214 of a mile);
general freight upon goods, 1 cent per 100 kilograms (220.46 pounds)
per kilometer, plus 25 per cent on Chilean section; general down freight,
one-half cent per 100 kilograms per kilometer, plus 25 per cent on Chil-
ean section. Ores shipped in bulk are allowed a reduction of 25 per
cent on the above for the whole distance.
In the transport of salt in bulk, a reduction of 30 per cent on the
general rate has lately been granted.
The altitudes of the chief points above sea level are:
Antofagasta..
Meters.
Feet.
3.42
11.2
1, 341.70:
2,265.77
4, 410
7, 434
Salinas.
Calama.
Ascotan
Ollague
Uyuni...
Poopo
Oruro
Pulacayo
3, 965. 99 = 13, 012
3,696. 24 = 12, 126
3,659.80=11, 996
= 12, 192
3, 711
3, 698
= 12, 129
4, 114. 44 = 13, 497
Highest point on Uyuni-Pulacayo branch, 4,152.98 meters (13,625 feet).
533A-
-9
130
HIGHWAYS OF COMMERCE.
The only engineering work of any magnitude on the whole line is an
iron bridge over the gorge of the Calama River, the rails being at a
height of 105 meters (413 feet) above the water.
The up freight is chiefly general merchandise and machinery, and
the down freight ores of silver, tin, and antimony, bar silver, and
nitrate and borax.
LA PAZ, May 20, 1895.
GERARDO ZALLES,
Consul.
INTERIOR TRANSPORTATION.
The Handbook of Bolivia published by the Bureau of the American
Republics in 1893, contains the following information as to means of
transportation in Bolivia:
The public highways in Bolivia are either national or municipal. The
national are built and maintained by the Government from the annual
appropriations made therefor by the national Congress. They commu-
nicate with the principal cities and mining centers of the Republic.
The topography of the country is such as to admit of but few wagon
roads east of the high table-lands of western Bolivia.
The most expensive national thoroughfares, both in cost of construc-
tion and maintenance, are those built by Indian labor in the upper
Andes for the exclusive use of pack animals. Numerous troops of
mules, burros, and llamas daily toil up and down these narrow and
tortuous trails or wend their way through the deep and narrow passes
and around the sharp and precipitous angles of th Cordilleras, bearing
their burdens of tropical fruits, coca, cacao, coffee, etc., from Yungas
and other warm valleys along the eastern declivities of the Andes to
the markets of La Paz and other cities in exchange for flour, dry goods,
alcohol, etc. The vast interior commerce of Bolivia, as thus carried
on, is a genuine surprise to every foreigner visiting the country, and
especially as it is conducted almost entirely by Indians.
The construction and maintenance of the municipal roads is under
the control of the several municipalities. These roads, as a rule, con-
nect the principal cities with the adjacent towns and settlements, and for
the most part are well built. One of the best in the country is the Arce
avenue, connecting the city of La Paz with Obrajes, a small village 3
miles distant. This road, which is the principal driving course of the city,
was completed this year at a cost of about 75,000 bolivianos ($34,625).
Perhaps the finest municipal highway in the country is that connecting
Cochabamba with the baths of Calacala. Those of Sucre, the capital
of the Republic, are also well built, and are among the best carriage
roads of Bolivia. The best long-distance roads are those connecting
the city of La Paz with Chililaya (Puerto Perez), the Bolivian port on
Lake Titicaca, 45 miles distant, and with Oruro, a distance of 150 miles.
The municipal roads of La Paz and other cities are maintained in much
HIGHWAYS OF COMMERCE.
131
the same way as are the country roads in Ohio and other parts of the
United States, all male citizens between certain ages being obliged to
work on the public highways one day in each six months or pay in lieu
thereof 50 cents (24 cents in United States money), the sum allowed
the Indians therefor per day, who, with but rare exceptions, do this
class of work.
Regular stage lines are maintained as follows:
La Paz to Chililaya, to connect with the lake steamers
La Paz to Oruro
Oruro to Cochabamba.
Oruro to Laguinillas
Cochabamba to Sucre
Potosi to Sucre....
Total stage service…….
Miles.
45
150
123
135
1.95
77
725
In addition to this, there is now under construction a stage road from
Tarija to Tupiza.
RAILROAD CONNECTIONS.
In his report on the railways of Bolivia to the International Ameri-
can Conference, then in session at Washington (February, 1890), the
Bolivian delegate, Señor Juan Francisco Velarde, says:
The central location of Bolivia has retarded the development of its railroads, since
it has been obliged to wait until the lines of the neighboring countries should
approach its own frontiers before undertaking their extension, as in the case of those
from Mollendo to Puno, and from Arica to Tacna, in Peru, which still remain idle
within their respective limits, and that of the Central North Argentine Railway,
which is now nearing Jujuy, with every probability that it will be extended as far
as the Bolivian frontier.
1
Bolivia has three lines of communication with the Pacific Ocean:
(1) by the Antofagasta and Oruro Railway; (2) by the Mollendo and
Puno Railway, in connection with the Lake Titicaca and Desaguadero
River steamers; (3) by the Arica Railway.
Arica Railway.—The Arica Railway runs from the Chilean port of
Arica to Tacna, a distance of 47 miles. From here the road is to be
extended via Corocoro to La Paz. This proposed extension covers a
total distance of 294 miles. At present traffic is carried on between
La Paz and Arica by means of mules and llamas. Owing to the short
distance to the coast by this route the commerce of La Paz, Oruro, and
Cochabamba has hitherto largely passed this way. The prolongation
of this line to La Paz will be attended by unusual engineering diffi-
culties and enormous cost in ascending the steep acclivities of the
Western Cordillera, over which it must pass.
Mollendo and Puno Railway.-This is a standard-gauge road running
from the Peruvian port of Mollendo, via Arequipa, to Puno, on Lake
Titicaca, a distance of 325 miles. From here communication is had
with Bolivia by the Lake Titicaca steamers crossing to Chililaya, a
¹Already described in consular report from La Paz.
132
HIGHWAYS OF COMMERCE.
distance of 110 miles, and thence to La Paz, 45 miles, across a practi-
cally level plain, with the exception of the winding descent into the city,
which covers a distance of 3 miles over one of the best constructed
gravel roads met with in any country.
The Mollendo and Puno Railway was opened to traffic in 1870, in con-
nection with the steamers on Lake Titicaca and the Desaguadero
River, which are owned and operated by the same company. The Peru-
vian bondholders, who now own the road, recently secured a conces-
sion from the Bolivian Government for the construction of a railway
from Desaguadero, the southern terminus of lake navigation, to La Paz,
a distance of 66 miles. The object of this proposed road is to hold the
La Paz traffic against the competing line of the Antofagasta Railway
Company, about to be extended to that city from Oruro.
In addition to these several routes to the Pacific Ocean, the config-
uration and vast area of eastern and southern Bolivia give rise to two
additional channels of communication; north by way of the Amazon
and south by way of the La Plata to the Atlantic seaboard.
PROJECTED RAILROADS.
Recognizing the importance of placing the eastern part of the Repub-
lic, which, like the western part, has its own distinctive resources and
trade, in direct communication with the Atlantic Ocean, the Bolivian
Government has recently granted liberal concessions for the construc-
tion of railways from the interior of the country to the navigable tribu-
taries of the Amazon and La Plata.
These concessions embrace the following new lines of road: (1) A
railway from Oruro to Cochabamba, and thence to Trinidad, on the
Mamore, which has its outlet to the Atlantic through the rivers Madeira
and Amazon. (2) A railway from La Paz through the rich province of
Yungas to the head of navigation on the Beni River, which unites with
the Mamore at the Bolivian port of Bella Vista to form the Madeira.
(3) A railway from Cochabamba to Santa Cruz de la Sierra, the capital
of the rich and extensive Department of Santa Cruz, and thence to
Puerto Pacheco, on the Paraguay River. (4) The extension of the Para-
guay and Bolivian standard-gauge railway now under construction
from Asuncion, on the Paraguay River, to the frontier of Bolivia, and
thence to be built through Bolivian territory to Sucre, the capital of
the Republic. This road, of which Gen. Thomas O. Osborne, of Chi-
cago, is the president, follows up the famous valley of the Pilcomayo
through what is known as the Gran Chaco, which possesses a dry and
fertile soil and a mild and healthful climate, while the Bolivian exten-
sion is bounded on either side by some of the richest mining districts
of the Republic. From Sucre it is proposed to continue this road via
Oruro, La Paz, and the eastern shore of Lake Titicaca to Santa Rosa,
in Peru, where it is to unite with the railway system of southern Peru
now being extended from that point to Cuzco. If this road is built, it
HIGHWAYS OF COMMERCE.
133
will not only be the most important railway in Bolivia, but will furnish,
in connection with the line now under construction from Buenos Ayres
to Asuncion, continuous railway connection between Cuzco, the ancient
capital of the Incas, and Buenos Ayres, the capital of the Argentine
Republic, over a track of uniform gauge and covering a total distance of
about 2,000 miles. It will also be connected with the sea by the Para-
guay and La Plata rivers, whose waters are navigable for ocean steamers
as far as Asuncion, the terminus of the road, and for river steamers sev-
eral hundred miles farther up. (5) A railway from Uyuni, on the Anto-
fagasta line, to La Quiaca, on the Argentine frontier, to meet the pro-
posed extension of the North Central Argentine from Jujuy. A branch
is also contemplated from Uyuni to Potosi. As this road, if built, will
furnish to Bolivian traffic an important and much-needed outlet to the
Atlantic seaboard, its promoters have secured perhaps the most liberal
railway concession ever granted by the Bolivian Government.
TELEGRAPHS.
Bolivia has telegraphic communication with Peru, Chile, and the
Argentine Republic, and thence by cable with the United States and
Europe. The following lines are now in operation: La Paz to Tacna;
La Paz to Desaguadero, on the Peruvian frontier; La Paz to Oruro
(opened July 16, 1892); Oruro to Uyuni; Sucre to Potosi; Potosi to
Huanchaca; Potosi to Cotagaita; Potosi to Colquechaca; Cotagaita to
Tupiza; Cotagaita to Camargo; Tupiza to La Quiaca, on the Argentine
frontier; Tupiza to Tarija; Huanchaca to the Chilean frontier. Total
length of lines, 1,500 miles.
TRADE ROUTES.
Nature has denied to Bolivia the usual facilities for trade enjoyed by
most countries. Her foreign and internal traffic must traverse long
distances, precipitous mountains, and inhospitable plains. Her prin-
cipal trade routes are through Chilean and Peruvian territory to the
Pacific seaboard, although considerable traffic passes to the Atlantic
Ocean, via the Argentine Republic and over the Amazon River and
its tributaries through Brazil. The Pacific coast trade is carried on
through the Peruvian port of Mollendo and the Chilean ports of Arica
and Antofagasta.
The Arica route.-The shortest course is that via Arica, which
involves a land transit of 240 miles from La Paz across the Cordillera
of Tacora to Tacna, and thence by railway to Arica, 40 miles distant.
Pack mules usually occupy about seven days, donkeys nine days, and
llamas fifteen days in making this journey to and from La Paz. The
trade of the Departments of Oruro, Cochabamba, and, in part, that
of La Paz, is carried on through this port. But for official returns,
the enormous traffic claimed for this precipitous mountain route would
seem incredible. In the annual report for 1890 of the director-general
134
HIGHWAYS OF COMMERCE.
of statistics of the number of cargoes of merchandise and sundry
articles imported to Bolivia during 1889 through the custom-house at
Arica, and either from thence or from Tacna transported by mules,
donkeys, and llamas across the Cordilleras to the provinces of Oruro,
Potosi, La Paz, Cochabamba, and Sucre, the following totals are given:
Cargoes transported:
By mules
By donkeys..
By llamas...
Total...
Having a total weight of 394,040 arrobas, or 9, 851,000 pounds.
Number.
11, 935
24, 522
25,999
62, 456
As the average cargo for a mule is 225 pounds, for a donkey 150, and
for a llama 100 pounds, the amount of freight thus carried over the
Cordilleras to the interior of Bolivia from this one port would furnish
cargoes for 43,782 mules, or 65,673 donkeys, or 98,510 llamas, or an aver-
age of 69,321 pack animals. While there are no statistics showing the
amount of freight exported during 1889, it is fair to conclude that, as
the annual exports of Bolivia are more than twice its imports, at least
as much cargo was transported by this route to the coast as from it
during this period, thereby making the total for the year not less than
19,702,000 pounds, and requiring a corresponding increase in the
number of pack animals to transport it.
The recent extension of the Antofagasta Railway from Uyuni to
Oruro is likely to divert much of this traffic to the all-rail route to Anto-
fagasta. This, however, will be more than recovered to the Arica and
Tacna Railway upon the extension of its line to Oruro and La Paz, as
is now proposed. This route and that of Arica, together with their
extensions to Potosi, traverse one of the richest mineral districts of the
globe.
Mollendo route.-The principal part of the trade from La Paz and
the lake provinces, including that of the rich copper districts of Coro-
coro, is by steamers up the Desaguadero River and across Lake Titi-
caca to Puno, and thence by the Mollendo, Arequipa and Puno
Railway across Peru to Mollendo. The distance from La Paz is 479
miles, viz, land transit from La Paz to Lake Titicaca, 45 miles; lake
transit, 110 miles; railway transit to the coast, 324 miles.
The Bolivian traffic by this route is something enormous, and is
steadily increasing. It is not uncommon to see from 1,000 to 1,500
mules receiving and discharging cargo at Chililaya, the Bolivian port
of Lake Titicaca, for La Paz and other interior towns.
Antofagasta route.—This is also a continuous railway route, extending
from Oruro, 150 miles south of La Paz, to the Pacific coast at Anto-
fagasta, distant from Oruro 573 miles and from La Paz 723 miles. The
recent extension of this narrow-gauge line from Uyuni to Oruro, a dis-
tance of 312 miles, which was opened to traffic April 29, 1892, makes
it a competing line for the Pacific coast trade with that of the Mollendo
HIGHWAYS OF COMMERCE.
135
and Puno standard gauge and the lake and river steamers owned and
operated in connection therewith.
The great bulk of the commerce of the Departments of Chuquisaca,
Potosi, and of the southern part of Oruro, is transported by this Anto-
fagasta line, notwithstanding the Argentine North Central Railway is
rapidly approaching the southern frontier of Bolivia, being now opened
to traffic as far north as Jujuy.
Argentine route.-A fourth and longer outlet is that through Argen-
tine territory to the Atlantic. The commerce of the province of Tarija
and, to some extent, that of Potosi and Chuquisaca, passes this way.
This route involves à land transit of about 770 miles from Pupiza and
Tarija, the location of the south Bolivian custom-houses, to Jujuy, the
terminus of the North Central Railway, and thence 836 miles by rail to
Rosario, on the Parana River, and thence 246 miles by steamer to the
Atlantic.
The great distances to be traversed by this route are shown by the
following table:
Buenos Ayres to Rosario by steamer.
Rosario to Jujuy by rail.
Jujuy to-
Tarija and Tupiza by cart road……….
Potosi by cart road....
Sucre by cart road....
Cochabamba by cart road.
Uyuni (Antofagasta Railroad station) by cart road..
La Paz by rail and cart road.....
Miles.
240
836
267
420
507
717
300
762
The amount of tin, silver, bismuth, and other products passing this
way for the month of January, 1889, according to the custom-house
valuations, was 123,951.55 bolivianos ($58,860), of which 112,405.25
bolivianos ($53,874) were exports and 10,946.30 bolivianos. ($4,986) were
imports. Assuming that this was an average month, the annual traffic
by this course is, in round numbers, about 1,500,000 bolivianos ($712,500).
Paraguay River route.―This route extends from Puerto Suarez and
Puerto Pacheco, farther south on the Paraguay River, and about 475
miles eastward from Santa Cruz de la Sierra down the Paraguay and
La Plata to the Atlantic Ocean. These are comparatively new ports,
established to meet the demands of the growing trade of eastern and
southeastern Bolivia with the Atlantic seaboard.
As there are no published reports of the commerce of these ports, it
can not here be even approximately given. If the projected railway
from Santa Cruz de la Sierra to Puerto Pacheco, and that of Gen.
Thomas O. Osborne, of Chicago, from Asuncion to Sucre, are built, the
Paraguay River is destined to become one of the most important and
profitable trade routes of the Republic.
Amazon River route.-This outlet extends from Villa Bella, the
Bolivian port at the confluence of the Mamore with the Madeira
River, thence via the Madeira (or Madera) and Amazon rivers through
;
136
HIGHWAYS OF COMMERCE.
Brazil to the Atlantic Ocean. In addition to about 35,000 quintals
(3,549,700 pounds) of rubber annually exported from northern Bolivia
via the Purus and Amazon, large quantities of this valuable product
are brought down the Madre de Dios, Beni, and Itenez (Guapore) rivers
to Villa Bella, and thence shipped to Europe.
CHILE.
RAILWAYS.
State lines. The present terminus of the State Great Trunk Line,
which starts from Valparaiso, is Temuco, the length being 564 miles,
but the future terminus will be Puerto Montt. The Great Trunk Line
is comprised of three divisions, viz, Valparaiso to Santiago, including
Andes branch; Santiago to Talca, including Melipilla line and several
branches; and Talca to Talcahuano and Traiguen and branches. The
distances are:
First division:
Valparaiso to Santiago.
Llaillai to Los Andes.
Second division:
Santiago to Talca.
Melipilla..
Palmilla.
Third division:
Talca to San Rosendo
San Rosendo (junction) to Talcahuano.
San Rosendo to Robleria (junction)..
Robleria to Traiguen..
Robleria to Victoria.
Miles.
114
31
162
38
40
155
53
34
66
60
Victoria to Temuco, in course of construction. A branch of 26 miles
is also being built from Coigue to Mulchen. The prolongation of the
Great Trunk Line from Temuco to Osorno, 204 miles, has also been com-
menced, in two or three places, in the Provinces of Valdivia and
Llanquihue.
The surveys and estimates for the prolongation of the Palmilla branch
from Alcones to Pichilemu, 34 miles, have been completed. Surveys are
being made of the Quilpue to Casa Blanca section, 25 miles (Melipilla
and Santiago line).
The Vilos, Illapel, and Salamanca line, 80 miles, is in course of con-
struction.
The branch from Calera to Ligua and Cabildo, 46 miles, is in course.
of construction, and is partially opened to traffic.
The line from Talca to Constitucion, 53 miles, is in course of construc-
tion, and is partially opened. The Parral to Cauquenes branch, 31
miles, is in course of construction.
HIGHWAYS OF COMMERCE.
137
The State also owns the Chanaral line, 40 miles, and the Huasco and
Ballenar line, 30 miles. The tendency of public feeling is that the
State should take over all the private lines. Negotiations are actually
in progress for the purchase of the Coquimbo Company's lines and the
partially commenced Transandine line.
Private lines. The private lines, commencing from the north, are:
Arica to Tacna..
Iquique to Pisagua and branches
Mijillones to Cerro Gordo
Antofagasta to Bolivia boundary line.
Taltal
Copiapo and branches.
Carrizal and branches.
Coquimbo to Serena, Ovalle, and Panulcillo.
Serena to Vicuna..
Tongoi to Tamaya.
Penco to Concepcion
Arauco Company's lines (Concepcion to Curtilanhuc)
Total...
Miles.
39
250
18
350
51
151
50
86
49
34
9
59
1, 146
All of these lines, with a trifling exception, are single track and
generally in good condition.
There is no fixed rate for freight or passengers of so much per mile
as in some countries, but traveling on the State lines at the present
value of the legal-tender currency ranks among the cheapest in the
world. As an example, the fare from Valparaiso to Santiago, first
class, 114 miles, is $1.56, United States gold.
The facilities for traveling by road and rail will compare favorably
with those of many older and more populous countries.
The Copiapo line was opened in 1851 and was the first in the
Southern Hemisphere.
The first section of the Great Trunk Line, Valparaiso to Vina del Mar,
was opened in 1854; and the inauguration of the first division, from
Valparaiso to Santiago, was in 1863.
Owing to the mountainous character of the country, many of the
roads and railways afford numerous examples of excellent engineering
ability.
One perceives at once upon examining the map of Chile that the
national system of railways when completed will be a great central
trunk line, running from north to south, with subsidiary lines branch-
ing off to the various seaports.
HIGHWAYS.
The main highways of the country are kept in very good order, and,
as a rule, admit of the passing of two vehicles. Communication varies
according to district requirements.
138
HIGHWAYS OF COMMERCE.
OCEAN LINES.
As Valparaiso is an important seaport, there are various steamship
lines running therefrom to Europe and the United States, the following
being the most important: The Pacific Steam Navigation Company and
the Gulf Line Company run each a line of steamers to Europe, via the
Straits of Magellan. Two German companies, a French company, and
Lamport & Holt also run lines to Europe. The Merchants' Line (W. R.
Grace & Co.) run between Valparaiso and New York.
All of these lines obtain a share of the coasting trade, but that is chiefly
monopolized by the Pacific Steam Navigation Company and the South
American Steamship Company's lines, which latter is under the Chilean
flag. These two lines each run a steamer every two weeks alternately
to and from Panama, carrying the United States mail.
The steamers of the several lines are as follows:
SOUTH AMERICAN STEAMSHIP COMPANY.
Aconcagua
Imperial
Mapocho
Maipo..
Cachapoal.
•
Lautaro
Amazonas.
Itata
Copiapo
Name.
Coastwise:
Santiago
Arequipa
Patagonia.
Puno
Pizarro
Quito.
Serena.
-
Mendoza.
Ecuador
Ayacucho
Coquimbo.
Arica.
Manabi
Arauco
Chala.
Casma.
Osorno.
Name.
Net
tonnage.
Horse-
power.
3,000
3, 100
3,000
3,000
Limari.
Lumaco
·
3,000
2,000
Malleco
2,950
2,000
Chillan.
2,755
1,900
Biobio
2,600
1,600
Lircai..
2,500
1,800
Cautin
2, 600
1,500
Maule.
1,800
900
Pudeto..
Name.
PACIFIC STEAM NAVIGATION COMPANY.
Net
tonnage.
Name.
Net
tonnage.
Horse-
power.
900
650
700
450
700
450
650
450
600
450
600
400
600
400
250
240
200
230
3, 190
3, 190
2,868
Coastwise-Continued:
Bolivia
To Europe, via the Straits of Magellan :
2,390
Sorata
Orellana
2, 160
1,750
2, 394
•
2, 169
1,768
1,925
1,821
1,771
1, 041
801
Galicia
Liguria.
Potosi
Orcana.
Britannia.
Iberia
Cargo steamers:
Inca
Magellan
Antisana
598
Araucania.
592
Sarmiento
532
Net
tonnage.
1,925
6, 050
5, 000
3,829
4, 688
4, 260
5,000
4, 132
4, 702
4,000
4,000
4,000
2,877
4,000
THE GULF LINE.
Name.
Net
tonnage.
Name.
Net
tonnage.
Gulf of Suez
Gulf of Akaba
1,535
Gulf of Martaban …….
2, 447
1, 975
Gulf of Lions
Gulf of Papua.
2, 662
1, 971
Gulf of Ancud
Gulf of Venice
2, 716
2, 923
Gulf of Florida.
Gulf of Mexico.
2,865
3,082
Gulf of Genoa.
Gulf of Trinidad
3, 448
2, 361
Gulf of Bothnia
Gulf of Corcovado
3, 452
2,361
Gulf of Siam..
Gulf of Guinea...
3, 432
2, 438
Gulf of Taranto
•
3,432
HIGHWAYS OF COMMERCE.
139
Condor
Cacique
Capac
·
MERCHANTS' LINE (W. R. GRACE & CO.).
Name.
Tonnage.
Gross.
Net.
Horse-
power.
3, 053. 12
3, 052.10
3,052
1, 957.88
1,400
1, 951. 11
1,400
1, 951
1,100
VALPARAISO, November 22, 1894.
JAMES M. DOBBS,
Consul.
PARAGUAY.
RIVERS, BOUNDARIES, AND HILLS.
Paraguay proper is limited by natural boundaries. It lies entirely
to the eastward of the Paraguay River. The vast territory west of
this river which was conceded to Paraguay, in 1877, under the arbitra-
tion of President Hayes, is not yet opened to traffic, and is inade-
quately explored. It is known by the names Paraguay and El Gran
Chaco, and except along the western shore of the Paraguay River, it is
uninhabited by white men and without the range of commerce.
Paraguay proper has been settled for centuries, and it is to it that
my report of traffic must necessarily be confined.
The Rio Apa is the northern boundry of Paraguay proper, separating
it from the Brazilian Province of Matto Grosso. It runs almost due
east and west, having a slight inclination to west by south. Its inter-
section with the Paraguay River (at latitude 22° 5" south, longitude
60° 10" west), makes the northwest limit of Paraguay. South of the
Rio Apa, following its course irregularly, at about half a degreedistant
from it, is a line of hills (the Sierra de las Puntas) forming the water-
shed of the Rio Apa, from the south, and the Rio Aquidaban, from the
north. The Rio Apa takes its rise in a range of hills (the Sierra Ubar-
acayu) and that point (latitude 22° south, longitude 57° 40″ west from
Paris) forms the extreme northeastern boundary of the Republic.
This range of hills continues nearly due south for about 60 miles,
separating Paraguay from the Brazilian Province of Matto Grosso, and
helping to form the eastern boundary of Paraguay proper, when the
hills take an eastward turn and are crossed by the Parana River.
The Parana River at this point becomes very much narrowed, being
forced through a gorge and forming the famous cataract of La Guayra.
From this cataract southward, Paraguay proper has a river boundary.
The Parana River, continuing in its southern course, furnishes the
remainder of the eastern boundary of Paraguay; it then sweeps in a
long curve toward the west, marking the southern boundary between
Paraguay and the Argentine Republic. Just above the Argentine town
140
HIGHWAYS OF COMMERCE.
of Corrientes, the Parana joins the Paraguay River and forms the
southwest limit of Paraguay (latitude 27° 15" south, longitude 60° 58″
west).
The Paraguay River ends at the point of confluence with the Parana.
At this point there is a town called Paso de la Patria, the extreme
southwestern town of Paraguay, while the town of Apa, at the conflu-
ence of the Rio Apa and the Rio Paraguay, is the extreme northwestern
town. Between Apa and Paso de la Patria, runs the Paraguay River,
forming the entire western boundary of Paraguay proper.
Besides the range of hills mentioned as forming the boundaries of
Paraguay, there is another range with numerous offshoots, hillocks, and
buttes, passing irregularly down the center of the Republic from north
to south. The waters from the eastern slopes run into the tributaries
of the Parana River, while their western slopes furnish water to the
streams running into the Paraguay.
It is necessary to understand this arrangement of hill and watershed
in order that, in treating the subject of river navigation, its possibilities
may be made manifest. None of the hills are more than 1,500 feet in
height, yet they cause Paraguay to be the best watered land in South
America, keeping the country perpetually green and prolific.
HIGHWAYS.
Those who established settlements here made four principal high-
ways. Starting from Asuncion, these may be described as follows:
First. The southern road, keeping near the bank of the Paraguay
River and touching the towns of Lambare, Ypane, Villeta, Cliva, Villa
Franca, Villa del Pilar, Humaita, and Paso de la Patria, where the
Paraguay River loses itself in the Parana.
Second. The road through the missions established by the Jesuits,
the best populated thoroughfare of the Republic, passes through the
towns of San Lorenzo, Capita, Ita Carepegua Quindy, Caapucu, Villa
Florida, Santa Rosa, and Carmen to Encarnacion.
Third. The east road, through Luque, Aregua, Itagua, Pirayu, Para-
guari, Ibilimi, and Villa Rica. This is the road which the railway
follows.
Fourth. The north road, passing through Trinidad, Limpio, Embos-
cado, and Arroyos y Esteros, where it separates, one branch keeping
along the shore of the Paraguay River, through Itacurubi, Rosario, San
Pedro, Concepcion, San Salvador, and Apa; and the other, turning
toward the east at Arroyos y Esteros, and taking in the towns of
Catigua, San Estanislao, and Villa Ygatimi.
There is no legal standard of width prescribed for these roads.
They are very rarely fenced, and frequently wind to avoid obstacles,
such as hills, swamps, woods, etc. Landowners seldom complain of
roads that wind through their unimproved property. In such cases,
the privilege of the landowner yields to the necessities of the people.
HIGHWAYS OF COMMERCE.
141
These four principal roads are connected by cross roads at all prin-
cipal points, but none of them are macadamized, or have any preten-
sion to paving. They are traversed by ox teams carrying freight, and
by ponies carrying passengers. After a heavy rain, they are impass-
able at certain points, where gullies or washouts may be formed, but
the loose soil of Paraguay favors rapid drying of the roads, and they
seldom remain impassable for more than a few days. In fact, nature
has furnished Paraguay with a remarkable compensation for muddy
roads, for just in proportion as the roads become impassable, the rivers
and creeks become navigable, and rafts and scows alternate with bul-
locks and ponies in performing the functions of transportation. The
roads described are all free, no toll being collected for their use.
There are no canals, and, with the exception of here and there a
short one to get around some rapids, there will be no necessity for
building any.
There are a few stagecoaches and diligences on some of these roads,
but they lead a precarious existence.
Ponies are so cheap ($12 will purchase a good one) and the scenery
so beautiful that travelers do not care to be cooped up in diligences.
Away from the lines of the rivers and railroad, mails are distributed
by pony riders having appointed circuits, and the service is generally
accounted good.
RAILWAYS.
There is but one railway in the country. It is owned by a private
corporation and runs from Asuncion to Pirapo, a distance of 250 kilo-
meters (155.4 miles). Pirapo, its present terminus, should hardly be
dignified by the name of a town. The ultimate terminus of the road
is to be the city of Encarnacion, on the Parana River, where communi-
cation may be made with the Argentine town of Posadas, opposite
Encarnacion, to connect with the Argentine system of railways at that
point. The prolongation of the road from Pirapo to Encarnacion is
involved in disputes which it would be out of place to discuss in an
article like the present one. It is to be hoped that they will find a
speedy solution under the new Government that has just been elected,
so that the road may have the benefit of a well-populated town, on the
margin of a navigable river, for its terminus, instead of a few sheds on
the edge of a swamp, as at present.
I am indebted to Mr. White, the present manager, for the following
data concerning the road, and I think no one can deny that its services
are more cheaply supplied than even most roads in the United States.
The road is broad gauge, single track, 250 kilometers (155.4 miles) in
length. Principal points: Asuncion to Paraguari, 72 kilometers (44.8
miles); Paraguari to Villa Rica, 28 kilometers (17.4 miles); Villa Rica
to Pirapo, 150 kilometers (93.2 miles).
Trains run between Asuncion and Villa Rica daily; between Asun-
ciou and Pirapo every other day. First-class passage is $15, Para-
guayan paper, for the 250 kilometers (155.4 miles), which at the present
142
HIGHWAYS OF COMMERCE.
rate of exchange of 600 per cent gold premium, would be about 1 cent
per kilometer (1.6 cents per mile).
The freight rates per ton (gold) for the entire distance, 155.4 miles,
are as follows: $10.30, $2, and $1.50, for first, second, and third class,
respectively.
Trains run at about 14 miles per hour, including stoppages. They
are not exclusively passenger trains, carrying freight also. Recently
I made the trip as far as Villa Rica, and would pronounce the condi-
tion of the line good. The remarkable freedom from accidents that
this road has enjoyed would corroborate this assertion, although I can
not speak as a railway expert.
TRAM LINES.
Besides the railway, Asuncion is supplied with two tram lines that
are now under one management. One of these lines is extended from
the suburbs of the city to San Lorenzo, a town about 10 miles distant
on the Mission road already described.
The trams leaving the city suburbs are hauled by steam locomotives
to San Lorenzo. They go every few hours, and as the road has been
surveyed beyond San Lorenzo with the intention of extending it, I
think it worth while to mention this steam tram line, as it may be
the nucleus of what is destined to become an important railway in
Paraguay.
RIVER NAVIGATION.
There are three lines of steamers running to Paraguay, all having
their starting point at Montevideo.
Platense Line.-This is a British line. The steamers run once a week;
their average tonnage is 914. Freight charges from Montevideo to
Asuncion (1,100 miles), $5 (gold) per ton; first-class passage, $40, and
second-class passage, $20. The trip takes a week, counting all stop-
pages. The vessels are finely equipped with electric lights and modern
appliances. This line has an auxiliary at Corrientes, running once a
week to Posados, on the upper Parana, opposite the Paraguayan city
of Encarnacion, to which it is connected by ferry, and another weekly
service auxiliary from Asuncion to Concepcion, on the Paraguay River.
Both these auxiliaries charge about $10 and $5 (gold) for the trip, first
and second class, respectively. As the passage money is paid in paper,
it is difficult to calculate in such a fluctuating medium. These figures
may be taken as a fair average, however.
Trasportes Fluviales.—This is an Argentine line, and has the same
itinerary as the Platense; no regular auxiliary steamers; average ton-
nage, 800 tons; rates of freight and passage, 10 per cent less than the
rate of the Platense Line; steamers run about once a week to Asuncion.
Lloyds Brazileiro.—This is a Brazilian line, and is heavily subsidized
by the Brazilian Government; average tonnage, 600. These vessels
HIGHWAYS OF COMMERCE.
143
have to be lighter than those of the two lines previously mentioned, as
they run to the Brazilian Province of Matto Grosso, as far as Corumba,
600 miles above Asuncion, where an auxiliary line of small steamers
extends navigation some 500 miles farther north, to the town of Cuyaba.
The rates of passage and freight are the same as by the Platense Line.
The rates quoted refer to the trips made against the stream; a dis-
count of about 10 per cent may be calculated for the down river trips.
The tributaries of the Paraguay River are rarely navigated by
steamers; sometimes a light-draft steamer ascends the Tebicuary as far
as Villa Florida. There is, also, a small steamer on the Jejuy River,
but it runs irregularly, most of the navigation being by rafts and
scows (chatas.)
OPPORTUNITIES FOR AMERICAN ENTERPRISE.
I can not leave this subject without referring to two means of trans-
portation in which the United States excel and which are unknown in
this part of the world.
The first is rapid running, light-draft, river steamboats, with broad
decks, on and from which freight can be rapidly shipped and dis-
charged. All the steamers before referred to have the cut of ocean
steamers and are built of iron. It is said that this is necessary to
enable them to make the passage between Monteviedo and Buenos
Ayres, which is sometimes quite rough; but whatever is gained at
Montevideo must be lost at the upper end of the trip, for, besides
being much more expensive in construction and vastly inferior in beauty
to our river steamers, a year seldom goes by that they have not, dur-
ing several months, to anchor 30 miles below Asuncion and unload
passengers and freight to vessels of lighter draft. Their plan of con-
struction prohibits navigation of the smaller rivers and creeks, so that
a considerable interior territory remains excluded from the benefits of
cheap transportation and the development of the resources of the
country to that extent retarded.
The second is the electric trolley system, so cheap in its construc-
tion as compared with the steam railroad and its bulky locomotives,
heavy ballasted roadbed, and enormous consumption of fuel. Increased
encouragement to trade between the United States and Paraguay would
bring these two means of transportation within reach of this country,
to the mutual advantage of both, while transportation must still con-
tinue to drag along in the old channels, dominated by backward Euro-
pean methods, so long as Paraguayan products find almost their only
market in the Argentine Republic or in Europe.
ASUNCION, September 20, 1894.
EBEN M. FLAGG,
Vice-Consul.
144
HIGHWAYS OF COMMERCE.
URUGUAY.
OCEAN LINES.
The following are the principal ocean lines whose steamers touch
at this port: Royal Mail Steamship Company, Pacific Mail Steam Navi-
gation Company, Messageries Maritimes, Chargeurs Réunis, Nord-
deutscher Lloyd, Navigazione Generale Italiana, La Veloce, Ham-
burg Südamericanische Dampfschifffahrts-Actien-Gesellschaft, Kos-
mos, Hansa, Compañía Trasatlántica Española, Lamport & Holt Line,
and Lloyds Brazileiro.
All the lines enumerated are owned by corporations-English, Ger-
man, French, Spanish, Brazilian, and Italian.
Royal Mail Steamship Company.-English; not subsidized; termini,
Southampton and Buenos Ayres; main points touched, Vigo, Lisbon,
St. Vincent, Pernambuco, Bahia, Rio de Janeiro, Montevideo; fort-
nightly service; condition of the line, good; number of vessels and
their capacity not obtainable, on account of changes in progress.
Pacific Steam Navigation Company.-English; termini, Liverpool and
Pacific coast; main points touched, Lisbon, Pernambuco, Bahia, Rio de
Janeiro, Montevideo, Punta Arenas, and Valparaiso; fortnightly serv-
ice; condition of line, good.
Messageries Maritimes.-French; subsidized; termini, Bordeaux and
Buenos Ayres; main points touched, Lisbon, Rio de Janeiro, Monte-
video; monthly service; condition of line, good.
Chargeurs Réunis.-French corporation; subsidized; termini, Havre
and Buenos Ayres; main points touched, Lisbon, Pernambuco, Bahia,
Rio de Janeiro, Santos, and Montevideo; weekly service; condition of
line, good.
Norddeutscher Lloyds.-German corporation; subsidized; termini,
Bremen and Buenos Ayres; main points touched, Antwerp, Lisbon,
Bahia, Rio de Janeiro, and Montevideo; condition of line, good.
Navigazione Generale Italiana.-Italian corporation; termini, Genoa
and Buenos Ayres; main points touched, Marseilles, Barcelona, Rio de
Janeiro, Santos, and Montevideo; condition of line, good.
La Veloce.-Italian corporation; termini, Genoa and Buenos Ayres;
main points touched, Barcelona and Montevideo; condition of line,
good.
Hamburg-Südamericanische
Dampfschifffahrts-Actien-Gesellschaft.-
German corporation; termini, Hamburg and Buenos Ayres; main points
touched, Montevideo; condition of line, good.
Kosmos line.-German corporation; termini, Hamburg and Pacific
coast; main points touched, Montevideo and Punta Arenas; condition
of line, fair.
HIGHWAYS OF COMMERCE.
145
Hansa.-German corporation; termini, Bremen, Hamburg, and
Buenos Ayres; main points touched, Brazilian ports and Montevideo;
freight line; no passenger accomodations.
Campañía Trasatlántica Española.-Spanish corporation; subsidized;
termini, Barcelona and Buenos Ayres; main points touched, Cadiz and
Montevideo.
Lloyds Brazileiro.—Brazilian corporation; subsidized; termini, Rio de
Janeiro and Montevideo; main points touched, Santos, Desterro (Porto
Alegre), Rio Grande, and Pelotas. This corporation has also a service
between Montevideo and the Brazilian State of Matto Grosso, touch-
ing at Buenos Ayres, Rosario, Asuncion, Corumba, and Cuyuba. The
condition of this line leaves a great deal to be desired as to passenger
accommodations.
Lamport & Holt Line.-This corporation has now a direct steamer
line between New York and the River Plate, principally a freight line;
passenger accommodations rather poor. ·
Freight rates vary between Europe and the River Plate, from $10
to $25 per ton; between River Plate and Rio de Janeiro, at present,
$5; River Plate and Bahia, $7; and Pernambuco, $9, per ton of
2,204.6 pounds.
RIVER NAVIGATION.
There is very good service between Montevideo and Buenos Ayres,
and also to points farther up the rivers, supplied by the following
corporations and private enterprises:
(1) La Platense Company, Limited (in liquidation).-Montevideo to
Buenos Ayres, and also to Asuncion and Corrientes; steamers, Venus,
Eolo, San Martin, Olimpo, Minerva, Posodas, and Lucero.
(2) Mensajerías Fluviales de la Plata.-Steamers: Helios, Montevideo,
Labrador; between Montevideo, Buenos Ayres, Paysandu, and Salto.
(3) Compañía Argentina de Navegacion á Vapor, "Animo et fide."—
Steamers Rivadavia and Comercio.
(4) Golondrina I.-Captain Piaggio, owner; passenger rates between
Montevideo and Buenos Ayres, first class, $4 to $6; steerage, $1 (one
night's trip, with food); freight, $2 per ton; rates to the other river
points variable.
RAILWAYS.
There are at present six railways in regular working order in
Uruguay, with 1,567 kilometers (973.7 miles) under construction, and
1,231 kilometers (764.9 miles) more under survey.
Ferrocarril Central del Uruguay.-This, an English corporation, lim-
ited, is the principal railroad in Uruguay. The line runs from Monte-
video through the whole of the territory of the Republic to the capital
of the Department of Rivera, situated on the Brazilian line, opposite
the Brazilian town of Santa Ana do Livramento, 375 kilometers (233
miles), besides a branch line to San Jose, 32 kilometers (19.88 miles).
533A-10
146
HIGHWAYS OF COMMERCE.
Nordeste del Uruguay.-This line runs from Montevideo to Minas, 122
kilometers (75.8 miles), and is controlled by the Ferrocarril Central.
Extension Este.—This road runs from the station Toledo, on the Nor-
deste line, to Nico Perez, 206 kilometers (128 miles), and is also con-
trolled by the Ferrocarril Central.
Noroeste del Uruguay.-This line runs from Salto, through the Depart-
ments of Salto and Artigas, to Cuareim (Paso del Correo), where con-
nection is made with the Brazilian line at Uruguayana, 178 kilometers
(111 miles).
Midland Uruguay.-Connecting the Central with the Noroeste, from
Paso de los Toros to Salto, touching the City of Paysandu, 317 kilo-
meters (111 miles).
Norte del Uruguay.—This road runs from the station Isla Cabellos, on
the Noroeste road, through the department of Artigas, to San Eugenio,
its capital, situated on the Cuareim River, opposite the Brazilian town
of San Juan Bautista, 114 kilometers (70.8 miles).
Del Norte.-The Del Norte runs from Montevideo to the bar of the
Santa Lucia River, where the city slaughterhouses are located, 23 kilo-
meters (14.29 miles). This line has the monopoly for bringing the meat
to Montevideo for city consumption.
The railways of Uruguay are all single-track lines. They are owned
by English corporations, who spend as little as possible on them, and try
to make as much as possible out of them. Passenger rates, as well as
freight rates, are excessively high, and, consequently, the development
of the resources of the country, instead of being furthered by railways,
is rather impeded by them.
HIGHWAYS.
The roads in Uruguay are in a very bad condition. Wagons are not
´used for hauling, however, all this being done in antiquated high-
wheeled carts. There are no public roads in Uruguay worthy to be
called highways.
MONTEVIDEO, December 10, 1894.
EDGAR SCHRAMM,
Consul.
ARGENTINE REPUBLIC.
OCEAN LINES.
In the first category mentioned in the circular, I am at a loss to know
if the great intercontinental lines of steamships plying between foreign
ports and the Argentine Republic are intended to be included. If so,
I can only say that all these "ocean lines" are owned abroad, and that
detailed information in regard to them can only be obtained from the
home offices in other countries. Only agencies of these various lines
HIGHWAYS OF COMMERCE.
147
are located here, and the representatives can not or will not give any
data concerning either passenger or freight traffic from the home ports
in this direction. Still, it may be of some interest to name the more
important of these "ocean lines," to the extent at least of "supplying
American merchants, travelers, and students" with the information
necessary to enable them, from any given port, to reach the River Plate.
Royal Steam Packet Company (English).-Two steamers monthly each
way between Buenos Ayres and Southampton, calling at Brazilian and
Spanish ports, and with mails, specie, and cargo to all these ports. The
voyage each way occupies about twenty-five days. Single and return
tickets granted. The steamers are from 3,500 to 5,000 tons register,
and in every way well equipped for the service.
Pacific Steam Navigation Company (English).-These steamers leave
Liverpool twice a month for Valparaiso, touching at Bordeaux and Bra-
zilian ports, Montevideo, and thence a special service by river boats to
Buenos Ayres. Returning from the Pacific, they touch at Montevideo,
Brazilian, and Spanish ports. Through tickets are granted to New
York, via the Cunard line from Liverpool. The steamers are from 3,500
to 4,500 tons register. During the yellow fever season in Brazil every
alternate steamer leaves direct for the River Plate.
Lamport & Holt Line (English). The passenger steamers of this line
no longer come to the River Plate, but make their voyages between
Liverpool or Antwerp and Rio Janeiro; and between New York and
Rio Janeiro twice a month. The freight steamers, a large fleet of them,
receive cargoes to and from all European ports and Buenos Ayres;
these steamers generally have accommodation for a few first-class
passengers.
Besides these old established English lines, there have been placed
on the route between English or continental ports and the River Plate,
within the last few years, several cargo lines of steamers, the most
important of which are the following, viz, the MacIver Line, the Mac-
Andrew Line, the Nelson Line, the Prince Line, the Houlder Line, the
River Plate Meat Company's Line, the Holland Line, the Houston
Line, and the Allan Line. The most of the steamers of these lines are
prepared to take a few first-class passengers.
Chargeurs Réunis Company (French). These steamers leave Dun-
kirk and Havre for the River Plate, and vice versa, twice a month,
touching at Spanish ports coming and at Brazilian ports returning.
They are of 3,000 tons register and have excellent accommodations for
passengers.
Company of the Messageries Maritimes (French).-This line of steamers
runs between Bordeaux and Buenos Ayres twice a month. They touch
at Spanish ports coming and at Brazilian ports returning. They have
first-class appointments for passengers, and sell return tickets at a
reduction.
General Steam Transportation Company (French).-The service of this
line of steamers (Société Générale de Transports Maritimes à Vapeur)
148
HIGHWAYS OF COMMERCE.
is from Naples, Genoa, Marseilles, Barcelona, Dekar to Buenos Ayres
and return, touching at Brazilian ports. They leave each end of the
route once a month, and are well fitted for first, second, and third class
passengers.
La Veloce Steam Navigation Company (Italian).—The steamers sail
twice a month from Naples, Genoa, and other Italian ports to the
River Plate, touching at Marseilles, Barcelona, etc., on the passage
out, and at Brazilian ports returning. They have from 4,000 to 5,000
tons register, and are, in every respect, splendid steamers, swift and
admirably equipped.
General Italian Steam Navigation (United Florio and Rubattino) Com-
pany.—These steamers ply between Genoa and Buenos Ayres and the
principal intermediate ports twice a month. They are all large and
handsome steamers, with excellent accommodations for first and third
class passengers.
Italian Navigation Company.-The steamers of this line make bi-
monthly passages between Genoa and the River Plate, touching at all
important intermediate ports in France, Spain, and Brazil.
Imperial North German Lloyds Company. This line plies between
Antwerp and Buenos Ayres, touching at Southampton, Bremen, Vigo,
etc., without calling at any Brazilian ports. The steamers are new,
well equipped, and swift. Their sailings at each end of the line are
bimonthly.
The Bremen and La Plata (Hansa) Company.-These steamers have
regular fortnightly sailings between Antwerp and Buenos Ayres, call-
ing at Antwerp, Hamburg, Rotterdam, and other ports when required.
They are freight boats, but have accommodations for a few passengers.
Hamburg-South American Steamship Company.-This is called the
"regular German mail line," and its steamers sail between Hamburg
and the River Plate and all important intermediate ports, receiving
cargo for Bremen and ports of Denmark, Sweden, and Norway, and on
the homeward passage calling at Rio Janeiro, Bahia, and other Brazil-
ian ports; they make bimonthly passages.
The Kosmos Steamship Company.-These steamers sail twice a month
between Hamburg and Antwerp and the River Plate, one steamer going
to Valparaiso, on the west coast, monthly.
The Norton Line.-The steamers of this line are chartered steamers
under the British flag (Norton & Son, New York; Bucknell Nephews,
London). They make direct passages from New York to Montevideo
and Buenos Ayres, without touching at Brazilian ports. Returning
from the River Plate they call at Rio Janeiro. They have ample accom-
modations for cargo, and are well equipped for a limited number of first-
class passengers. They make bimonthly passages each way.
Knott's Prince Line.-This line, besides its steamers between the
River Plate and the European continent, has a special service between
the River Plate and New York, a steamer sailing from each end every
two weeks. They are cargo boats, but have accommodations for a
HIGHWAYS OF COMMERCE.
149
limited number of passengers. They call on the northward route at
Santos, Rio Janeiro, Bahia, and Pernambuco.
Lamport & Holt Line.-Once a month there is a freight steamer of
this company leaving the River Plate for New York, and one from
New York direct for Buenos Ayres, with accommodations for a few
passengers.
Passage rates.-The rates for passage vary somewhat on these differ-
ent lines according to the rank of the steamers and any special accom-
modations they may offer. Those of the Royal Mail Company, between
Southampton and Buenos Ayres, are from £30 to £35 ($145.98 to
$170.31) for first-class passengers; and £20 ($90.32) for second class.
Those of the Pacific Navigation Company, between Liverpool and
Buenos Ayres, are a trifle less. The rates of the French line, Messa-
garies Maritimes, are 750 francs ($144.75) for first class, 350 francs
($67.55) for second class, and 150 francs ($28.95) for third class, between
Bordeaux and Buenos Ayres; of the Chargeurs Réunis, the rates are
$150 for first class, $70 for second class, and $30 for third class, between
Havre and Buenos Ayres. The rates by the German lines are $150 to
$175, between German ports and Buenos Ayres for first-class passages.
Between Italian ports and the River Plate, the rates by the Italian
lines are about the same. The rates between New York and Buenos
Ayres, by the Norton Line, are $160 for first class and $60 for second
class passengers; and by the Prince Line the passages are about the
same figures.
Freight. In regard to the number of vessels employed by each of
these several lines, or owned by the respective companies, I am not
able to say, and the information had better be sought from the home
offices in Europe. The number of passenger steamers, however, of the
different companies is amply sufficient at all times for the service they
perform. As to the freight steamers, the companies in most cases not
only trade with the River Plate, but do a general cargo business in
Atlantic waters, and have such large fleets that they can, by cable, at
any time place additional vessels wherever they may be needed. In
the matter of cargo, either from Europe or from the United States to
the River Plate, there are no regular or uniform rates. The amount of
cargo offering in this direction is just now so limited in amount, com-
pared with the tonnage offered, that the companies accept what they
can get. And this is also the case with freights from the Argentine
Republic. There is always so much steam tonnage offered at this end
of the several lines, that the companies can not be said to have any
fixed rates. Indeed, cargo steamers have, in many instances lately,
adopted the custom of sailing vessels, and are now content to get
"lump sums."
COASTWISE LINES.
In regard to "great coastwise lines" of steamers, there is but very
little to be said. Along the great stretch of coast from Buenos Ayres
down the Atlantic, there is no regular service of steamers. The Argen-
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HIGHWAYS OF COMMERCE.
tine Government, however, has arranged for a naval transport, or a
chartered steamer to leave here once a month with supplies and pro-
visions for the various sub-prefecturas or custom-house stations of Pata-
gonia and Tierra del Fuego, touching at Bahia Blanca, Carmen de
Patagones, Port Desire, Chupat, Rio Santa Cruz, States Island, and
Ushuiua. Now and then, private steamers, carrying cargo and passen-
gers, make return trips to those outlying ports of Argentine civilization,
but it can not yet be stated that there is any regular line. Rates of
freight and passage are, of course, conventional.
RIVER STEAMERS.
There are several regular river lines of steamers, which ply between
Montevideo and Buenos Ayres, making daily trips, leaving each port in
the afternoon and reaching the other in the early morning. In this
service, the boats are Clyde built, quite commodious, and fitted up with
all the latest conveniences and improvements, in these respects corre-
sponding to our own coast line steamers.
There are likewise regular steamers running three times a week up
the Parana River between Buenos Ayres and Asuncion, Paraguay,
and between Buenos Ayres and Salto on the Uruguay River, touching
at all intermediate ports. These river boats generally offer good
accommodations.
There can not be said to be any fixed and uniform rates for freight
on these river boats. They charge what they can get. The price of a
first-class passage between Buenos Ayres and Montevideo is $6 (gold);
second class, $4. The price of a first-class passage to Asuncion is
$50; for round trip, $80. The price of a first-class passage to Salto is
$8; for the round trip, $14. Freights to Montevideo per ton are $2;
to Salto, $3, and to Asuncion, $4.50 (gold) per ton.
RAILWAYS.
So far as "great through lines of railways" are concerned, I have to
premise that there is really nothing in the Argentine Republic which
can be so designated. There are a number of well-equipped railways
running out of Buenos Ayres, and also a number running out of
Rosario, whose tracks or whose connections with other roads extend
into the interior of the country, but none of them go "through." They
all stop somewhere, as we say, "in the woods," and hence none of them
can be considered as "great highways of traffic and travel." The
nearest approaches, however, which this country has to through lines
are the following:
Buenos Ayres, Rosario and Tucuman Route.-As the connecting points
of this route indicate, it runs northward direct, about 1,000 miles, tak-
ing in a number of important towns on the way, but it stops at Tucu-
man. Beyond the latter place. the Government is constructing a nar-
row-guage road to Salta and Jujuy. The line is really composed of
HIGHWAYS OF COMMERCE.
151
three different roads, each one of which has its own distinct arrange-
ments for passengers and for traffic, though all cars go through without
change or break. The companies are all in private hands, whose head-
quarters are in London. The fare to Tucuman, first class, is $65; sec-
ond class, $37.45 (currency).
Eastern Argentine Route to Tucuman.-This line starts also at Buenos
Ayres, taking in Rosario, whence it runs northwestward to Cordoba,
and thence on to Tucuman. From Cordoba, however, the track is nar-
row guage, so that all freights have to be rehandled at that point. The
line is composed, also, of at least three different managements. The
length of the route is nearly 1,200 miles, but there are no combination
rates, each road exacting its own schedule for both freight and passage.
Buenos Ayres and Pacific.-The line thus designated, owned by a pri-
vate English company, has its road open to business as far as Mendoza,
though it is nearly ready to be opened for about 50 kilometers beyond,
toward the frontier of Chile. It has a section also in operation from
Mendoza to San Juan. Through passengers to Chile cross the moun-
tains by the Uspallata Pass on muleback, the road being open during
the summer months. The distance to Mendoza is about 600 miles, but
no through freights are taken. The only trade, however, at present, is
in horses, mules, and cattle, which go across on the hoof. The fare to
Mendoza, first class, is $57.40; second class, $35.70 (currency). The
present length of the road is 685 kilometers (425.6 miles).
Buenos Ayres and Great Western.-This line was formerly the prop-
erty of the Province of Buenos Ayres, but has lately been sold to a
private English company. The road now has an extension into the
western pampa as far as Trenqua Lanquen, a small town of no impor-
tance, except that it is the present terminus of the road. The present
This road is also known as the Transandine. Minister Strobel, in a dispatch to
the Department from Santiago, Chile, dated February 21, 1895 (printed in Consular
Reports, May, 1895, p. 181), says:
"Before the adjournment of the Chilean Congress, on the 9th instant, a law was
passed which guarantees, for twenty years, to the Transandine Railway Company
interest at the rate of 4 per cent per annum on a capital £1,300,000. The English
capitalists with whom the holders of the concession (Messrs. Clark Bros., resident
in this country) have been negotiating, in order to raise the amount required to com-
plete the road, have been demanding, for some time past, a guaranty of 5 per cent,
but the Chilean Congress would not go beyond the rate mentioned of 41 per cent.
As work is being continued on the Argentine side, the hope is generally entertained
here that, with the passage of this law, sufficient capital will be obtained for the
completion of the entire road by both countries within a few years. The uncom-
pleted portion, however, comprises the most difficult part of the road, and will
require almost continual tunneling. The line on the Argentine side is finished as
far as Punta de Vacas, and on the Chilean side as far as Salto del Soldado. This
leaves at present unfinished about 75 kilometers (46.6 miles), almost equally divided
between the two Republics, this distance being at present traversed in seventeen
hours-twelve by coach and five on muleback-the whole trip from Valparaiso to
Buenos Ayres occupying four days. When the line is finished, it is expected that
the journey will be reduced to seventy-two hours."
1
152
HIGHWAYS OF COMMERCE.
length of the road is 513 kilometers (318.7 miles). The fare to Trenqua
Lanquen, first class, is $21.50; second class, $14.50 (currency).
·
Buenos Ayres and Southern. This road, with its lateral branches, ex-
ceeds in length any other road in the country. It is all under a single
management, and is owned by an English company whose chief office
is in London. From Buenos Ayres it has a double-track trunk line to
Altamirana, where it divides into two roads to Bahia Blanca; one
passing through Chascomus, Dolores, Maipa, and Tandil, with branches
to Mar del Plata and to Necochea, two watering places on the Atlantic
coast, and the other passing through Canuelas, Las Flores, Azul, etc.
The freight traffic on both these lines is entirely local. The fare to
Bahia Blanca, first class, is $27.80; second class, $19.20 (currency).
These are the only roads in the Argentine Republic which can be
dignified into the category of "through roads." In regard to freights
upon any of them, each road has its own tariff, in currency, which
changes as the premium in gold goes up or down. As for combination
rates, the thing is unknown in this country. Each company exacts
freight according to its own tariff. Thus far, the National Government
has not intervened to regulate "interstate commerce," 1. e., traffic
between the different Argentine Provinces, and the point has been
raised that there is nothing in the constitution which permits the Gen-
eral Government to interfere in the regulation of interstate passenger
and traffic rates.
There are no canals in the Argentine Republic.
BUENOS AYRES, October 11, 1894.
E. L. BAKER,
Consul.
EUROPE.
GREAT BRITAIN.
RAILWAY SYSTEM OF ENGLAND.¹
Railways had their origin in the tramways which were laid more than
two hundred years ago in the mineral districts of England for the con-
veyance of coal to the sea.
In those days, before Macadam, roads bearing heavy traffic were with
difficulty kept in repair. This led to the plan of laying planks or
timbers at the bottom of the ruts as a better contrivance than filling in
with stones, and then to laying rails of timber on the level surface. In
1676, tramways consisted of rails and timber laid "from the colliery to
the river, exactly straight and parallel, and bulky carts were made with
four rollers fitting the rails, whereby the carriage was so easy that one
horse could draw 4 or 5 chaldrons of coals." Cast iron was first tried
incidentally as a material for rails in 1767 by the Coalbrookdale
Iron Company. The iron rails were cast in lengths of 5 feet, 4 inches
wide and 14 inches thick, with three holes, through which they were
fastened to the oak rails.
The tramway was developed into the railway by the employment of
cast-iron flange rails to replace the wooden rails; the continuous flange
or ledge on their inner edge kept the wheels on the track. The roads
were then called tramroads, probably as an abbreviation of trammel
roads, the flanges of the rails being in reality trammels to gauge the
road and confine the wheels to the track.
The benefits derived from the use of the tramway or railway for the
transport of coal suggested to reflective persons the employment for it
for the conveyance of general merchandise and of passengers.
For the conveyance of heavy merchandise inland, the canals, a little
more than sixty years ago, furnished the principal means. Though
there were three such water routes between Liverpool and Manches-
ter, they were sometimes so crowded that cotton took a month to pass
from the seaport to the manufacturing towns in the interior; yet the
whole of the merchandise passing between Liverpool and Manchester
did not average more than 1,200 tons a day. The average rate for car-
'Authorities: D. K. Clark, C. E.; Prof. A. T. Hadley, S. W. Dunning, and others.
153
154
HIGHWAYS OF COMMERCE.
riage was 18s. ($4.38) per ton, and the average time of transit on the
50 miles of canal was thirty-six hours.
The conveyance of passengers by the improved coach roads was
comparatively rapid, but it was very costly. The first great movement
to mend this state of things was the passing of the act of 1821 for the
construction of the Stockton and Darlington Railway. By another
act, applied for at the request of George Stephenson, who became the
engineer to the line, the company was empowered to work the railway
with locomotive engines.
The line, with three branches, was over 38 miles in length, and was
at first laid as a single line, with passing places at intervals of a
quarter of a mile, the way being constructed with wrought-iron fish-
belly rails weighing 28 pounds per yard. It was opened in September,
1825, by a train of thirty-four vehicles, making a gross load of about
90 tons, drawn by one engine driven by Stephenson, with a signalman on
horseback in advance. The train moved off at the rate of from 10 to
12 miles an hour, and attained a speed of 15 miles per hour on favor-
able parts of the line.
A train weighing 92 tons could be drawn by one engine at the rate
of 5 miles per hour. The principal business of this new railway was
the conveyance of minerals and goods; but from the first, passengers
insisted upon being carried, and in October, 1825, the company began
to run a daily coach called the "Experiment," to carry six inside and
from fifteen to twenty outside, making the journey from Darlington
to Stockton and back in two hours. The fare was 24 cents, and each
passenger was allowed to take baggage not exceeding 14 pounds
weight. The rate for carriage of merchandise was reduced from 10 cents
to about three-eighths of a cent per ton per mile, and that of minerals
from 14 cents to 3 cents per ton per mile. The price of coals at
Darlington fell from 18s. ($4.38) to 8s. 6d. ($2.06) per ton.
The Monklands Railway in Scotland, opened in 1826, was the first
to follow the example of the Stockton and Darlington line, and several
other small lines, including the Canterbury and Whitestable, worked
partly by fixed engines and partly by locomotives, quickly adopted
steam traction. But the inauguration of the Liverpool and Manchester
Railway, opened in 1829, made the first great impression on the national
mind that a revolution in the modes of traveling had really taken place.
While retaining their original title of "railway" companies, the
great British corporations do much more than provide highways, loco-
motive power, and rolling stock for rail carriage.
The railway companies of the United Kingdom own nearly 21,000
miles of line (more than one-half of which consists of two or more
tracks), over 18,000 engines, and about 654,700 vehicles of all kinds.
In goods traffic, they collect, deliver, load, unload, warehouse, and
insure freight, owning for these purposes an enormous apparatus of
warehouses, cranes, vans, lurries, horses, stables, etc.
HIGHWAYS OF COMMERCE.
155
For passengers, they provide conveniences of all sorts en route and
at stations. To facilitate transport, and to compete more successfully
with one another, they have acquired and work steamboats, canals, dock
and road coaches. They are manufacturers on a large scale of engines,
vehicles, rails, signal appliances, etc., for their own use. They own and
work electric-lighting, oil-gas, and printing works. On them depend
the most typical modern institutions-the cheap postal and telegraph
service and the daily press. Still, the transportation of passengers and
goods remains the raison d'être of railways and the main source of rev-
enue. Freight traffic is the more important, bringing in $199,500,400 in
1893, as against $174,461,343 from passengers, and $18,433,357 from
rents, canals, steamboats, etc. How well the United Kingdom is served
by its railway companies, may be gathered from the fact that in England,
in 1892, the total train movement was 22 trains each way every day
over every mile of railway, which is three times as many as in the
United States.
As they depend mainly on one or other of the above-named sources
of revenue, the thirty-one principal railways of the United Kingdom.
can be best classified thus:
The Southeastern, London, Chatham and Dover, London, Brighton
and South Coast, and the Southwestern may be called passenger lines,
as each receives over $14,600 per mile per annum from that source and
under $9,733 from goods.
The Northeastern, Manchester, Sheffield and Lincolnshire, North
Stafford, Caledonian and North British are "goods" lines, receiving over
$9,733 per mile from freight traffic, and under that amount from pas-
sengers. The London and Northwestern, Great Northern, and the Mid-
land each earn about $17,032 from goods traffic, and over $9,733 from
passengers; these are generally called the "heavy" lines.
The Lancashire and Yorkshire Railway (of which I give a detailed
report below), alone receives over $14,600 per mile from both classes,
its system lying among many large towns. In total receipts per mile
per annum, the Lancashire and Yorkshire easily leads with $41,364; the
Midland, London and Northwestern, Great Northern, London, Brighton
and South Coast, London, Chatham and Dover, and the Manchester,
Sheffield and Lincolnshire all earning over $29,198. On the other hand,
the Great Western does not get $19,466 per mile altogether, and the
Great Eastern barely exceeds that figure.
By virtue of its services to Scotland, Wales, and Ireland, and to Liver-
pool (for the United States), the London and Northwestern is the most
important as it is the richest of the British railways (length, 1,8881
miles). The Great Western is the longest (2,482 miles); the Great
Northern has the best reputation for speed, and the Midland serves the
greater number of important towns, and is incomparably the best man-
aged and most carefully conducted road in Great Britain.
156
HIGHWAYS OF COMMERCE.
Nearly sixty years ago, Porter, in his "Progress of the Nation: 1836,"
estimated that in Great Britain 82,000 persons daily, or 30,000,000 per
annum, traveled by coach an average distance of about 12 miles each.
at an average cost of $1.22 each passenger, or 10 cents per mile;
whereas in 1893, over 873,000,000 separate passenger journeys were
taken on the railways of the United Kingdom, being 23 for each man,
woman, and child of the population (to this number should be added,
perhaps, 450,000,000 journeys taken with season or periodical tickets),
the average fare being, according to a high authority, about 3 farth-
ings (14 cents) per mile.
Ninety per cent of ordinary travel in this country is now in the third
class; and in 1893 first-class travel declined 3.4 per cent in numbers
and 3 per cent in receipts, and second class 8.4 per cent in numbers and
13.7 per cent in receipts. Meanwhile, third-class travel increased 1.4
per cent in numbers and 1.8 per cent in receipts.
Of the thirty-one principal lines of railway in the United Kingdom,
only two have their headquarters in the city of Manchester. They are
the Lancashire and Yorkshire Railway, and the Manchester, Sheffield
and Lincolnshire Railway.
LANCASHIRE AND YORKSHIRE RAILWAY.
The Lancashire and Yorkshire Railway has its termini at Liverpool
in the west, Hull in the east, Bradford and Leeds in the north, and
Doncaster in the south.
This company owns 485 miles of track, and leases or rents another
42 miles, making a total of 527 miles.
The following table gives the main stations on this line of railway,
with the distances and the fares for first-class passengers, between
Manchester and those stations. Third-class fares are about half the
first class:
First-class fare.
First-class fare.
Manchester to-
United Dis-
English States tance
rate. equiva-
Manchester to-
United Dis-
English States tance.
rate. cquiva-
leut.
lont.
8.
Accrington
3
Bacup
3
Blackburn.
4
Blackpool...
Bolton.
6
2
Bury
Bradford
1
2740000
d.
Miles.
S.
$0.87
223
Holmefirth
5
.81
213
Huddersfield
5
6
1.09
24
Hull.
12
1.46
483
Leeds...
7
.48
102
Liverpool.
5
6
.36
93
Lytham
6
6
3
1.52
41
Middleton
0 10
Zmomovog
Miles.
$1.27
1.21
453
393
2.98
99
1.70
49
1.33
1.46
361
44
.20
61
·
Burnley
4 7
1.11
28
Oldham.
1 0
.24
8
Chorley
4 0
.97
221
Preston..
Clitheroe
6 3
1.52
351
Rochdale
Colne.
5 6
1.33
341
St. Annes
Darwen.
Doncaster
3 8
.89
201
Southport
8 10
2. 14
703
Todmorden
Fleetwood
6 0
1.46
Goole
9 3
2.25
75
Halifax
5 3
1.27
32
ន។
511
Wakefield
Wigan
BIG5362
6
1.33
303
1 10
.44
10%
0
1.46
47
0
1.21
348
4
.81
191
9
1.64
473
9
.66
18
-
HIGHWAYS OF COMMERCE.
157
The condition of the line is, like that of all the leading railways in
the Kingdom, good throughout. The line varies in places from one
track to three. The communication upon the greater part of the line
is almost incessant.
MANCHESTER, SHEFFIELD AND LINCOLNSHIRE RAILWAY.
This railway, with its central terminus in Manchester, runs as far as
Liverpool in the west, Grimsby in the east, Wakefield in the north, and
Lincoln and Aunesley in the south, covering 350 miles of track, and
207 miles in conjunction with other railways, making a total of 5571
miles. This company is now extending its line from Annesley-its
lower southern point-to London, at an estimated cost of $282,257 per
mile, the 4 miles within the London area working out at no less than
$2,638,382 each mile.
The following table shows the distances between Manchester and the
principal points along the line, together with the fare for first-class
passengers:
First-class fare.
First-class fare.
Manchester to—
United Dis-
English States tance.
rate. equiva-
fent.
United Dis-
Manchester to-
English
rate.
States tance.
equiva
lent.
S.
d.
Miles.
8.
d.
Miles.
Barnsley
4
Chester (C. L. C.)..
6
Chesterfield
7 4
-
Doncaster
6 10
Grimsby.
12
Grimsby Docks.
Liverpool (C. L. C.)..
Lincoln
11
22DE
12 3
5 6
ဝ၁
$1.15
36
Macclesfield(C.L.C.)
0
1.46
383
Penistone.
1.78
a 60
Retford.
1.66
524
Rotherham
3
2.98
1091
Sheffield
2.98
1101
Southport
1.33
34
1
2.69
84
Warrington
Wakefield
30 30 00 LD LO LO O CO
0
$0.73
193
3
10
.93
281
8
7
2.08
643
5
11
1.43
47
5
7
1.35
411
5
0
1.21
49
2 9
.66
15%
6 9
1.64
511
a About.
The condition of the line is good throughout; the tracks vary from
one to three, and the communication is almost incessant.
RAILWAY CARRIAGES AND WAGONS.
The common varieties of vehicles employed in railway traffic are:
(1) Passenger train stock: First-class carriage, second-class carriage,
third-class carriage, composite carriage, luggage brake van, horse box,
and carriage truck. To these, may be added the mail carriage or trav-
eling post-office.
(2) Goods train stock: Platform wagon, open or box wagon, high-
sided round-end wagon, covered goods wagon, cattle wagon, sheep
wagon, coal wagon, coke wagon, and brake van.
Passenger carriages.-The early first-class carriages weighed 3 tons,
the bodies or upper parts being 15 feet long, 61 feet wide, and 4 feet 9
inches high, divided into three compartments to hold six passengers
each, or eighteen in all. They now weigh from 8 to 13 tons each, and
158
HIGHWAYS OF COMMERCE.
are from 20 to 30 feet in length and 8 to 8 feet wide. Carriages have,
until recent years, been placed almost all on four wheels, but six
wheels on three axles are now generally in use. A modern first-class
carriage 28 to 30 feet long, with four compartments, gives 7 to 73 feet
of total length for each compartment, as against 5 feet in the early car-
riages. Second and third class carriages, in length from 28 to 31 feet,
are divided into five compartments, each from 5 feet 7 to 6 feet 2 inches
long.
Second-class carriages, originally, were destitute of cushioning, hard
and square, on the nearly obsolete policy of making them uncomfort-
able in the hope of inducing passengers to travel first class. The Lon-
don, Brighton and South Coast Railway Company in 1857-58 was the
first to supply comfortably padded seats in its second-class carriages,
and the receipts of that company were in 1858 materially augmented in
consequence. Third-class carriages have been improved under the
stimulating example of the Midland Railway Company, which abandoned
its second-class carriages and raised its third-class stock to an equality
with the second-class vehicles of other lines.
First-class compartments are constructed to seat six persons, three on
each side; third-class compartments seat ten persons, five on each side.
A uniform width of 8 feet outside, or 7 inside, is adopted for all
carriages, and, as a rule, first-class compartments are 7 feet long
between the partitions, and third-class 6 feet long. The roof is 7 feet
4 inches above the floor in the center, and the clear height of the door-
way is 6 feet. The wheels are 3 feet 7 inches in diameter. Every
first-class passenger on the best lines now has about 90 cubic feet of
space allowed him (the Great Western Railway gives over 95 cubic
feet), as against 26 cubic feet a generation ago.
Pullman cars were first imported from the United States by the Mid-
land Railway Company in 1874 (the Midland own upward of thirty-
four of these, some being sleeping cars, but the majority drawing-room
and dining cars; they cost $13,139.55 each), and they have also been
adopted by the Brighton, Great Northern, and the Southwestern sys-
tems. As a rule, a small extra charge is made, for sleeping berths only.
Dining cars are in use on the Midland, Great Northern, London and
Northwestern, and Great Eastern lines.
In the lighting and heating of cars, great improvements have been
made, the Pope system of oil-gas lighting having been adopted on many
lines, and the old-fashioned foot warmer superseded by a system of
heating by steam from the locomotive.
RATES OF FREIGHT.
Ever since railways were in the United Kingdom, the principle has
obtained that Parliament should fix the maximum tolls and fares for
any traffic passing over the line. In 1854, the first railway and canal
traffic act was passed, followed by a second in 1873, and a third in 1888.
HIGHWAYS OF COMMERCE.
159
Under the act of 1888, a permanent railway commission was appointed,
to hold sittings in England, Scotland, and Ireland, with a judge of each
country as its ex officio president, and two special members, one ex-
perienced in railway business, each having a salary of $14,600 a year.
Below, I give the classification of merchandise in alphabetical order,
together with the maximum rates and charges according to the "railway
rates and charges order confirmation acts of 1891 and 1892," of the two
railways whose centers are in this consular district, viz, the Manches-
ter, Sheffield and Lincolnshire Railway and the Lancashire and York-
shire Railway.
The following schedule of maximum rates and charges is divided
into six parts:
Part I contains the maximum rates and charges authorized in respect
of the merchandise comprised in the several classes of merchandise
specified in the classification.
Parts II and III contain the maximum rates and charges authorized
in respect of animals and carriages as therein described.
Part IV specifies the exceptional charges mentioned in such part, and
the circumstances in which they may be made.
Part V contains the rates and charges authorized in respect of perish-
able merchandise by passenger train, with the provisions and regula-
tions which apply to such merchandise.
Part VI contains the rates and charges authorized in respect of
small parcels by merchandise train, with the provisions and regulations
which are to apply to such parcels.
PART 1.-GOODS AND MINERALS.
MANCHESTER, SHEFFIELD AND LINCOLNSHIRE RAILWAY, ETC.
Railway rates and charges applicable to the following railways and railway
companies:
The Manchester, Sheffield and Lincolnshire Railway Company.
The Liverpool, Southport and Preston Junction Railway Company.
The Macclesfield Committee.
The Manchester, Sheffield and Lincolnshire and the Great Northern Railway
companies, in respect of the West Riding and Grimsby Railway.
The Manchester, Sheffield and Lincolnshire, the Great Northern, and the Midland
Railway companies, in respect of the Cheshire Lines railways.
The Manchester, Sheffield and Lincolnshire, the Great Northern, the Midland, and
the Southport and Cheshire Lines Extension Railway companies, in respect of the
Southport and Cheshire Lines Extension Railway.
The Manchester, Sheffield and Lincolnshire and the London and Northwestern
Railway companies, in respect of the Manchester South Junction and Altrincham
Railway.
The Manchester, Sheffield and Lincolnshire and the London and Northwestern
Railway companies, in respect of the Oldham, Ashton, and Guide Bridge Junction
Railway.
The Manchester, Sheffield and Lincolnshire and the Midland Railway companies,
in respect of the Sheffield and Midland Committee lines.
The Wigan Junction Railway Company.
160
HIGHWAYS OF COMMERCE.
SCALE I.—Maximum rate for conveyance, per ton per mile, 1.25d (24 cents). Ap-
plicable to the Oldham, Ashton and Guide Bridge Junction Railway, in respect of
merchandise in Class A.
SCALE II.—Maximum rates for conveyance, per ton per mile, for consignments,
except as otherwise provided in the schedule, in respect of merchandise comprised
in the under-mentioned classes. Applicable to the Macclesfield Committee in respect
of merchandise in Classes A and B.
A...
B.
Class.
First 20 miles,
or under.
Next 30 miles,
or under.
Next 50 miles,
or under.
Remainder of
the distance.
Pence. Cents. Pence. Cents. Pence. Cents. Pence. Cents.
1.15
1.25
21
0.90
23
1
13
2
0.45
.80
Novako
H
0.40
AK
મૈં
.50
1
SCALE III.-Maximum rates for conveyance, per ton per mile, for consignments,
except as otherwise provided in the schedule, in respect of merchandise comprised
in the under-mentioned classes. Applicable as hereinbefore specially mentioned.
A
B..
C
1..
2.
3..
45
4.
Class.
First 20 miles,
or under.
Next 30 miles,
or under.
Next 50 miles,
or under.
Remainder of
the distance.
Pence. Cents. Pence. Cents. Pence. Cents. Pence. Cents.
1
1.40
1.80
2.20
2.65
3.10
3.60
22341CD
0.85
13 0.50
1
0.40
23-
1
2
.80
10
1.50
3
1.20
2
1.85
32
1.40
23
2.30
48
1.80
wako caloo catdı Labo
.50
.70
1
1.50
2.65
2
4
1.80
71
3. 15
2.50
5
2.20
4.30
3.70
3.25
61
2.50
AK
*
18
1123D CD ELO
5
LANCASHIRE AND YORKSHIRE RAILWAY, ETC.
SCALE I.-Maximum rates for conveyance, per ton per mile, for consignments, except
as otherwise provided in the schedule, in respect of merchandise comprised in the
under-mentioned classes. Applicable to such railways as are not hereinafter spe-
cially mentioned.
A
B
C
1..
2.
3.
4.
5....
First 20 miles,
or under.
Next 30 miles,
or under.
Next 50 miles,
or under.
Remainder of
the distance.
Class.
Pence. Cents. Pence. Cents. Pence. Cents. Pence. Cents.
1
1.40
1.80
2.20
2.65
3.10
3.60
4.30
2234SD
0.85
22
1
1.50
1.85
2.30
2.65
3. 15
3.70
2334567
13 0.50
.80
1
0.40
30
18
caldiako-tërta cało
1.20
1.40
23
1.80
Lako esics ening Labo
.50
.70
1
1.50
2
4
1.80
2.50
5
2.20
3.25
61
2.50
1123 00 4 LO
32
4%
5
159200 000
SCALE II.—Maximum rates for conveyance, per ton per mile, for consignments,
except as otherwise provided in the schedule, in respect of merchandise comprised
in the under-mentioned classes. Applicable to the Preston and Longridge Railway.
AB
C
1
·
Class.
Pence. Cents.
1.25
1.40
1.80
2.80
2224
21
2345
Class.
Pence. Cents.
2.65
3.10
3.60
4.30
HIGHWAYS OF COMMERCE.
161
Provided always, that with respect of merchandise in Class A, conveyed between
Dock street, Preston, and Deepdale the maximum rate for conveyance shall not
exceed 2d. (4 cents) per ton.
MAXIMUM STATION AND SERVICE TERMINALS.
The following terminals are common to all the railway rates and charges orders
confirmation acts of 1891 and 1892, except as hereunder mentioned, in respect of
merchandise comprised in the under-mentioned classes.
A....
B..
C...
1.
2.
3.
4.
5.
[Per ton.]
Maximum terminals.
Class.
Station
terminal
at each
end.
Service terminals.
Loading.
Unload-
ing.
Covering. ing.
Uncover-
8.
d.
s. d.
8. d.
d.
d.
0 3
06
1 0
0 3
0 3
1
1 6
0 5
0 5
-2
1
1
1 6
0 8
0 8
2
1 6
1 0
1
0
2
1 6
1 4
1 4
3
223
1 6
1 8
1 8
4
4
PART II.-ANIMAL CLASS.
The following scale is common to all the railway rates and charges orders con-
firmation acts of 1891 and 1892, with the exception of the Scottish railways acts and
the Irish railways act:
[English money and United States equivalents.]
Rate for conveyance per mile.
Service terminals.
Minimum
Description.
First 20 Next 30
miles,
miles;
or
or
Next 50
miles,
or under.
Station
Remain-terminal
der of at each
the dis. end.
Loading.
Unload-
ing.
under.
under.
tance.
total
charge
per con-
signment.
d. cts. d. cts. d: cts.
d. cts. s. d. cts. s. d. cls. s. d. cts. 8. d.
w
6 3
61.65 31 1.65 31 06
12 0 4
8 10 4
8
26 $0.60
12
42
4 1.30 2 1.30 2 0 4
80 3
60 3
6
2 6
.60
0.75 10.75 13 0.40 30.35
302
40 1.50 3 0 1.50 3 2 6
60
•
1
For every horse, mule,
or other beast of
draft or burden...
For every ox, cow,
bull, or head of neat
cattle
For every calf not ex-
ceeding 12 months
old, pig, sheep,
lamb, or other small
animal....
For every animal of
the several classes
above enumerated
conveyed in a sep-
arate carriage, by
direction of the con-
signor, or from ne-
cessity.
For each truck con-
taining any consign-
ment by the same
person of such num-
ber of oxen, cows,
neat cattle, calves,
sheep, goats, or
pigs as may rea
sonably be carried
in a truck of 13 feet
6 inches in length,
inside measurement.[6
5334-11
6
12 6
12 6
12 6
12 1 6 36 1 0
24 1 0
24 | 5 0 1.21
12 5
10 | 4.90 91 4.20] 8g| 10 | 24 |Q R
12 0 6
12 | 50 | 1,21
162
HIGHWAYS OF COMMERCE.
Description.
[English money and United States equivalents.]
Rate for conveyance per mile.
1
Service terminals.
Minimum
Station
total
First 20 Next 30
miles,
miles,
or
or
under. under.
Next 50
miles,
or under.
der of
the dis-
Remain-terminal
at each
end.
tance.
d. cts.
cts. d. cts.
d.
charge
per con-
signment.
cts. d. cts. s. d. cts. s. d. cts. 8. d. cts. 8. d.
Loading.
Unload-
ing.
For each truck con-
taining any consign-
ment by the same
person of such num-
ber of oxen, cows,
neat cattle, calves,
sheep, goats, or
pigs as may rea-
sonably be carried
in a truck of 15 feet
6 inches in length,
inside measurement. 7
For each truck con-
taining any consign-
ment by the same
person of such num-
ber of oxen, cows,
neat cattle, calves,
sheep, goats, or
pigs as may rea-
sonably be carried
in a truck of 18 feet
in length, inside
measurement
14 6
12 5.20 10 4.50 9 1 0 24 09
18 0 9
18
5 0 1.21
8 167
14 6.20 123 5.50 11 1 0 24 1 0
24 1 0
24
50 1. 21
The terminal charges other than those payable under paragraph 4 on animals sent
by the same person at a rate calculated per head, and carried in the same truck, shall
in no case exceed the terminal charges per truck.
Where the company is required to cleanse and does cleanse trucks under the pro-
vision of any order in council or duly authorized regulation of any department of
state, they may make a charge not exceeding 1 shilling per truck in addition to the
charges herein authorized.
PART III.-CARRIAGES.
This part of the maximum rates and charges is common to all the railway rates
and charges orders confirmation acts of 1891 and 1892.
[English money and United States equivalents.]
Description.
Rates for conveyance per mile.
First 20 Next 30
Next 50 Remain-
miles, or miles, or
under. under.
miles, order of the end.
under. distance.
Service terminals.
Station
terminal
at each
Load Unload-
ing. ing.
d.
cts. d.
cts. s. d. cts. d.
d.cts. d. cts.
For every carriage of whatever
description not included in the
classification and not being a
carriage adapted and used for
traveling on the railway, and
not weighing more than 1 ton,
carried or conveyed or a truck
or platform .
For every additional quarter of a
ton which such carriage may
weigh....
1
d. cts. d. | cts.
མ
6 12 6 12
3.30
68
3.20 63 1 0 24 6 12 6 12
2 4 2 4 1.35
23
1.25 25
For the use of a covered carriage truck for the conveyance of any such carriage an additional
charge of 10s. ($2.43).
In the Cleator and Workington Junction Railway, etc., act, the conveyance rates
"For the next 50 miles" and "For the remainder of the distance" are omitted.
HIGHWAYS OF COMMERCE.
163
In the following acts, the East London Railway, etc.; the Festiniog Railway, etc.;
the Isle of Wight Railway, etc.; the North London Railway, and the City of Glasgow
Union Railway, the rates for conveyance are limited to those set forth in the first
column of rates in the above scale.
PART IV.-EXCEPTIONAL CLASS.
This part of the maximum rates and charges is common to all the railway rates
and charges orders confirmation acts of 1891 and 1892.
The following articles are subject to such reasonable charge as the company may
think fit in each case:
For articles of unusual length, bulk, or weight, or of exceptional bulk in propor-
tion to weight.
For articles requiring an exceptional truck, or more than one truck, or a special
train.
For locomotive engines and tenders, and railway vehicles running on their own
wheels.
For any wild beast, or any large animal not otherwise provided for.
For dangerous goods.
For specie, bullion, or precious stones.
For any accommodation or services provided or rendered by the company within
the scope of their undertaking by the desire of a trader, and in respect of which no
provisions are made by this schedule.
The above provisions shall not apply to pieces of timber weighing less than 4
tons each, but for all such timber when requiring two or more wagons for convey-
ance a minimum charge may be made as for 1 ton for each wagon used, whether car-
rying part of the load or used as a safety wagon only.
PART V. PERISHABLE MERCHANDISE BY PASSENGER TRAIN.
This part of the maximum rates and charges is common to all the railway rates
and charges orders confirmation acts of 1891 and 1892.
The following provisions and regulations shall be applicable to the conveyance of
perishable merchandise by passenger train:
1. The company shall afford reasonable facilities for the expeditious conveyance
of the articles enumerated in the three divisions set out hereunder (which articles
are hereinafter called "perishables"), either by passenger train or by other similar
service.
2. Such facilities shall be subject to the reasonable regulations of the company for
the convenient and punctual working of their passenger train service, and shall not
include any obligation to convey perishables by any particular train.
3. The company shall not be under obligation to convey by passenger train or
other similar service any merchandise other than perishables.
4. Any question as to the facilities afforded by the company under these provisions
and regulations shall be determined by the board of trade.
5. Where a consignment of milk is less than 12 gallons, the company shall be
entitled to charge as for 12 gallons; and where a consignment of perishable mer-
chandise comprised in Divisions II or III is less than 1 hundredweight, the company
shall be entitled to charge as for 1 hundredweight, with a minimum charge of 1
shilling.
Division I.-Milk.
Division II.-Butter (fresh), cheese (soft), cream, eggs; fish: char, grayling, lob-
sters, mullet (red), oysters, prawns, salmon, soles, trout, turbot, whitebait; hothouse
fruit, game (dead), meat (fresh), poultry (dead), rabbits (dead), vegetables (hot-
house).
Division III.-Fish (except as provided in Division II), fruit (except as provided
in Division II), ice.
.
164
HIGHWAYS OF COMMERCE.
Maximum rates and charges for the three divisions.
[English money and United States equivalents.]
Distances.
Division I.
Per imperial
gallon.
Per can.
Per returned
empty cans.
Pence. Cents. Pence. Cents. Pence. Cents.
Rate for conveyance:
Any distance not exceeding 20 miles
Exceeding 20 miles, but not over 50 miles
Exceeding 50 miles, but not over 75 miles
Exceeding 75 miles, but not over 100 miles
Exceeding 100 miles, but not over 150 miles.
Exceeding 150 miles
Station terminal at each end..
Service terminals:
Loading
Unloading
•
· 0.50
1
.60
.70
.90
1
1.20
2곱
​cokt.
1.50
3
2
2.25
2.50
3
3
CO THE LUS
4
5
6
6
1.50
3
TH
1
1
22
.50
1
.50
1
Division II.
Division III.
Distances.
Per cwt. per
mile.
Per cwt.
Per cwt. per
mile.
Per cwt.
Rate for conveyance:
First 20 miles, or under.
Next 30 miles, or under.
Next 50 miles, or under.
Remainder of the distance.
Station terminal at each end…….
Service terminals:
Loading
Unloading
Pence. Cents. Pence. Cents. | Pence. Cents. Pence. Cents.
0.60
11
.45
.24
.10
HENKIHE
0.40
.30
.13
.12
0.75
11
.75
13
.75
-428-401
cagaborter
0.75
11
.50
1
50
1
In the Cleator and Workington Junction Railway act, the rates for conveyance for
distances beyond 50 miles are omitted.
In the following acts, the East London Railway, etc.; the Festiniog Railway, etc.;
the Isle of Wight Railway, etc.; the North London Railway, and the City of Glas-
gow Union Railway, the rates for conveyance are limited to those set forth in the
first column of the above scales.
PART VI.-SMALL PARCELS BY MERCHANDISE TRAIN.
This part of the maximum rates and charges is common to all the railway rates
and charges orders confirmation acts of 1891 and 1892.
1. For small parcels by merchandise train, not exceeding in weight 3 hundred-
weight, the company may charge, in addition to the maximum rates for conveyance,
and the maximum station and service terminals, authorized by this schedule, which
rates and charges are in this part together referred to by the expression "the maxi-
mum tonnage charge," the following:
Authorized addi-
tional charge per
parcel.
United
When the maxi-
mum tonnage
charge exceeds,
per ton-
United
When the maxi-
mum tonnage
charge does not
exceed, per ton-
English Statos English States
money. equiva- money. equiva- money.
United
English
States
lent.
lent.
equiva-
lent.
S.
d.
S. d.
S. d.
၁၁
5
$0.10
20 0
$4.87
0
6
· 12
20 0
$4.87
30 0
7.30
0
7
.14
30
0
7.30
40 0
9.73
8
.16
40
0
9.73
50
0
12. 16
0
9
.18
50
0
12. 16
60 0
14.60
0
10
.20
60 0
14.60
70
0
17.03
1
0
.24
70 0
17.03
80 0
19.46
1 2
.28
80 0
19.46
90 0
21.89
| | |
1 4
.32
90 0
21.89
100
0
24.33
1 6
.36
100
0
24. 33
HIGHWAYS OF COMMERCE.
165
2. Where, for a parcel exceeding in weight 3 hundredweight, the maximum ton-
nage charge comes to less than the company are authorized, according to the above
table, to charge for a parcel of 3 hundredweight in weight, the company may charge
for such parcel as if its weight was 3 hundredweight.
3. A small parcel under this part of the schedule may consist of one consignment
of two or more packages of merchandise comprised in the same class of the classifica-
tion of not less than 14 pounds each in weight.
4. For a small parcel of less than 28 pounds in weight the company may charge as
for a parcel of 28 pounds in weight.
5. For a fraction of 14 pounds in weight the company may charge as for 14 pounds
in weight.
6. Any small parcel (other than a parcel of mixed groceries) containing articles
belonging to different classes of the classification shall be chargeable with the maxi-
mum tonnage charge applicable to the highest of such classes.
7. If the consignor of a small parcel declines, on demand by the company, to
declare to the company the nature of the contents of the small parcel before or at
the time when the same is delivered to the company for conveyance, the company
may charge for the parcel as if it was wholly composed of articles comprised in class
5 of the classification.
8. Nothing in this part of this schedule shall apply to returned empties.
WILLIAM F. GRINNELL,
MANCHESTER, March 28, 1895.
Consul.
STATISTICS OF BRITISH RAILWAYS,¹
The following table shows the total length of British railways open
at the end of the years given, and the average yearly increase in miles:
1850
1860
1870.
•
Year.
Line
Average
yearly
open.
increase.
Miles.
Miles.
6, 621
265
1880..
10, 433
381
1890
15, 537
510
1893
Year.
Line
open.
Average
yearly
increase.
Miles.
Miles.
17,933
240
20, 073
214
20, 646
191
Of the total length of line open January 1, 1894, there belonged to
England and Wales 14,440 miles, to Scotland 3,215 miles, and to Ire-
land 2,991 miles.
The following table gives the length of line open, the capital paid up,
the number of passengers conveyed, and the traffic receipts of all the
railways of the United Kingdom in 1878, and of the five years to 1893:
Length Total paid-up
capital (shares
and loans) at
Year.
of line
open at
the end
of each
year.
the end of
each year.
Number of
passengers
conveyed,
exclusive of
season ticket
holders.
Receipts.
Passenger. Freight.
Total re
ceipts, includ-
ing miscel-
laneous
receipts.
Miles.
1878..
17, 333
1889..
19, 943
£698, 545, 154
876, 595, 166
1890
20, 073
897, 472, 026
1891.
20, 191
919, 425, 125
565, 024, 455
775, 183, 073
817, 744, 046
845, 463, 668
1892.
20, 325
944, 357, 320
864, 435, 388
·
35, 662, 816
1893..
20, 646
£26, 889, 614
32, 630, 724
34, 327, 965
35, 130, 916
£33, 564, 761
41, 086, 333
42, 220, 382
43, 230, 717
£62, 862, 671
77,025, 017
81,860, 607
82, 092, 040
79,948, 702
42, 866, 498
971, 323, 323
873, 177, 052
35, 845, 449
40, 994, 637
80, 631, 892
¹ Compiled from the Statesman's Year Book for 1895.
166
HIGHWAYS OF COMMERCE.
Of the total capital at the end of 1893, the English railways had
£800,680,677 ($3,896,112,174); Scottish, £131,884,101 ($641,745,835),
and Irish, £38,758,575 ($188,599,226).、 In the division of the receipts
of 1893, England and Wales took £68,252,504 ($332,114,484); Scotland,
£9,130,718 ($44,430,074), aud Ireland, £3,248,670 ($15,808,628). The
working expenditures amounted to £45,695,119 ($222,352,449) on all
the railways, being 57 per cent of the total receipts.
1
EARLY ENGLISH RAILWAYS.
The historical account of the navigable rivers, canals, and railways
throughout Great Britain, compiled by Joseph Priestley, and published
in the year 1831, gives something like sixty separate titles of railways
then constructed or projected. It will, of course, be well understood
that these were vastly different in length, capacity, and fashion of
working from their successors of the present day.
The writer has in his possession a photograph of one of the early
trains, taken from an engraving of the year 1812, and representing the
occasion when, to quote from an inscription written upon the print, in
a hand more bold than elegant:
June 24, 1812, the fly engine come to the Bird in hand and Leeds with 8 waggons.
The "fly engine" presented has a large cogwheel at one side, which,
engaging in a row of teeth laid along the track, propels the engine and
the "8 waggons" attached to it at the rate, we are further told, of "3½
miles an hour on a level railroad." What its capacity for speed might
be on a steep grade is left to be conjectured.
The threescore railroads existing or contemplated in 1831 were not
very far advanced in facilities beyond the 33 miles an hour fly engine;
although the Rocket locomotive had been turned out by Stephenson in
1829, and the months in that era were capable of counting progress
with the years which had preceded it.
These railroads of 6 and 10 miles in length, as already indicated, had
been adopted from the tramways of the coal mines; and they were
operated first by horse power, and later on by machines such as the
"fly engine" of the Middleton road here at Leeds referred to above.
They were soon, however, to be developed into 1,500 and 2,000 mile
lines and the 60-mile speeds which have come after them. Little more
than three-quarters of a century has passed since the Middleton fly
engine was deemed worthy of having its portrait made; and railroads
are now quite other than they were. Their elder sisters, the canals,
however, have had no such progress. In many cases, they remain
to-day essentially as they were left by the men who constructed them.
A witness before the select committee on canals in 1883 says the exist
ing canals were constructed when railways were unknown, and are
entirely behind the needs of the times; and that they must be improved
From Special Consular Reports "Canals and Irrigation.”
HIGHAYWS OF COMMERCE.
167
before they can compete with railways. Another witness states that
the locks and waterways of canals are altogether wanting in uniformity;
scarcely two canals have a common gauge. Even on the same canal,
there may be two or three different gauges of locks. Almost every
engineer who made a canal seems to have adopted a different gauge,
although they may form portions of a continuous route.
With such conditions as are set forth in this evidence and elsewhere,
the short links originally built for merely local use, the irregular and
in many instances the insufficient dimensions which often even now
remain unaltered, the lack of cooperation in management following on
the divided ownership, and the absence of through routes-some or all
of these elements separately or in combination have sufficed to exercise
a malefic influence to interfere with and sometimes to prevent the
profitable operation of these waterways.
BRITISH CANALS.
The Statesman's Year Book for 1895 gives the following table, which
shows for 1888 (the latest available statistics) the length, traffic, rev-
enue, and expenditure of the canals of England and Wales, Ireland,
and Scotland:
Division.
Canals not belonging to railways:
England and Wales..
Scotland..
Ireland.
Total
·
Canals belonging to railways:
England and Wales..
Scotland.
Ireland.
• ·
Total
-
Grand total...
Length. Trade,
Revenue.
Expendi-
ture.
Miles.
2, 026
69
513
Tons.
27,715, 875
69, 744
489, 194
£1,439, 343
£861, 068
12, 011
16, 086
89, 369
71, 541
2, 608 | 28, 274, 813
1,540, 723
948, 695
1, 024
6, 609, 304
437, 080
335, 503
84
1,386, 617
57, 178
26, 599
96
30, 386
1, 204 8,026, 307
3,812 | 36, 301. 120
6, 495
4, 456
500, 753
366, 558
2, 041, 476
1, 315, 253
The following extracts, relating to British canals, are taken from
Special Consular Reports "Canals and Irrigation" (pp. 169-251), pub-
lished by the Department of State in 1891, to which the reader is
referred for detailed information, the republication of which would
swell this volume beyond reasonable proportions:
EARLY ENGLISH CANALS.
Traces of legislation with a view to facilitating communication by
means of waterways are discoverable in England as far back as the
reign of Henry I; who, in the year 1121, is supposed to have caused the
Fossdike Canal (called an ancient Roman work) to be scoured out “for
the purpose of opening a navigable communication between the Trent
and the Witham at the city of Lincoln, so that that place, which was
168
HIGH WAYS OF COMMERCE.
then in a very flourishing state and enjoying an extensive foreign trade,
might reap all the advantages of a more ready communication with the
interior."
This wasin 1121. Time's irony could scarcely be more keenly marked.
The foreign trade of Lincoln is no longer extensive. The city is chiefly
known to-day, and to the outside world, for its relics of the past, its
magnificent cathedral and other heirlooms of departed greatness; but
the Fossdike is there still. It is about 11 miles long and level through
its course. Despite its old age, it gives no evidence of senility, but
bears the barges which bring to the good citizens of Lincoln their
coals with a surface as serene and equable as when, in the days of
Edward the Confessor, the King's monnetari at Nottingham had the
care of the River Trent and of the Fossdike and of the navigation
therein.
One of the earliest of the English canals was also in that district,
the Caerdyke, cut by the Romans to connect the River Nene from a point
near Peterboro, in Northamptonshire, with the River Witham, 3 miles
below Lincoln. This work was some 40 miles in length. It has been
disused for centuries.
The Fossdike would appear to have been a prolongation of the Caer-
dyke, and the combination suggests perhaps as vividly as any the mode
of origin and development of the canal system in this island.
The first canal seems merely to have been for supplements to the
already existing water courses. They were not independent works
intended to supply a separate method of transportation.
As the Caerdyke led from the River Nene near Peterboro to the
Witham, below Lincoln, and the Witham was joined by the Fossdike
to the Trent at Torksey, whence the Trent empties into the Humber,
one of whose affluents is the Ouse, this apparently trifling length of 11
miles of the Fossdike navigation was or might have been the complet-
ing link in an inland course from Northamptonshire to York, which was
the capital of Roman Britain. It remained for a much later date for
the chain to be taken up and borne by the Aire and the Calder from the
Ouse to Leeds and Wakefield, and thence by other canals across the
Pennine Hills to Manchester, Liverpool, and the Irish Sea.
During the twelfth and the succeeding centuries up to the sixteenth,
little attention was apparently paid to the opening of new channels of
traffic by water, and, indeed, until the eighteenth century no wide-
spread endeavor manifests itself to add to the natural routes supplied
by the various creeks and rivers.
LEEDS DISTRICT CANALS.
The lord mayor and the aldermen of York were appointed in 1462
conservators of the Ouse and other rivers connected therewith. Dur-
ing the five decades, 1828 to 1868, the traffic averaged about 110,000
tons per annum. The navigation in 1872 extended from 8 miles above
York to the confluence of the Trent, Ouse, and Humber—60 miles.
HIGHWAYS OF COMMERCE.
169
The Aire and Calder was incorporated in 1699, and subsequent acts
of Parliament were procured in 1774, 1820, and 1828. In point of con-
struction and operation, this has been regarded up to the present time
as the model canal in England.
Up to 1872, there had been expended on this work more than £2,000,000
($9,733,000), out of which, borrowed and then due, there remained about
£500,000 ($2,433,250). Interest was paid on this sum before declaring
dividends. The amount of share capital and debt is not limited by the
acts of incorporation. Proprietors' interests are said to be estimated
by the proportion borne to dividend. In 1872 it was stated that the
Aire and Calder dividend had ranged up to that time from £40,000
($194,660) to £72,000 ($350,388).
In 1872, reconstruction of the canal for the fourth time was taking
place.
The canal was originally made 3 feet 6 inches in depth, and the locks
were 60 feet by 15 feet by 3 feet 6 inches. Under the act of 1774 the
locks were made 66 feet by 15 feet by 5 feet throughout the system.
In 1820 the Goole Canal was constructed, with locks 72 feet by 18 feet
by 7 feet and, under the act of 1828 these dimensions were extended
to the whole navigation. Since the year 1860 a general improvement
had taken place previously to 1883, with locks 215 feet by 22 feet by 9
feet. At that date (1883) these changes lacked about three years' work
of being complete as to the routes from Goole to Leeds and from Goole
to Wakefield. The canal itself was then 66 feet wide. From 1860 to
1883 £600,000 ($2,919,900) was said to have been expended in improve-
ments and purchases of mill power and water rights, etc.; of this amount
£100,000 ($486,650) was spent on the port of Goole and £32,000
($155,728) in purchasing the Bradford Canal.
A summary given in 1883 makes the distances as follows:
Goole to Wakefield, 37 miles; Goole to Leeds, 36 miles; Barnsley
branch, 12 miles (acquired in 1871); Bank Dole branch, 11 miles (Bank
Dole, 18 miles from Goole to Selby).
Navigation of the River Aire to Rawcliffe and intermediate points not
touched by the canal was also in the hands of the Aire and Calder; so
that the total length of the undertaking, reckoning canal and river
together, was about 80 miles.
Over the Aire and Calder proper, not including the Barnsley Canal,
the traffic in 1872 amounted to about 2,000,000 tons, total; equivalent
to 42,250,000 tons carried 1 mile. At the same period the rate of the
Barnsley was about 250,000 tons per annum, and that of the Calder
and Hebble 556,000 tons.
The gross tonnage of the Aire and Calder is given as follows: In 1838,
1,383,971 tons;1848, 1,335,783 tons; 1858, 1,098,149 tons; 1868, 1,747,251
tons.
The locks of the Aire and Calder are divided; one length takes two
boats and the other length takes one boat, so as to save the water.
170
HIGHWAYS OF COMMERCE.
Three boats of the Leeds and Liverpool Canal will go through the Aire
and Calder locks at once.
A large culvert extends alongside the lock, with one sluice at the
upper end of the lock 7 by 5 feet (the ordinary sluice is 2 or 3 feet
square), and at the lower extremity of the lock is another sluice. When
that is closed and the lock is empty the upper sluice is raised. It is
self-balanced, like a throttle valve. Three orifices open into the elon-
gated lock, arranged so as to divide the boats and prevent their knock-
ing together when they are in the lock. To empty the lock the upper
sluice is closed, the lower one opened, and the water drawn into the cul-
vert and discharged at the lower end. This plan is used instead of
discharging the water at the gate. The sluices are practically self-
acting; two turns of the sluice handle raise it and three turns lower it.
The lock is said to be filled and emptied with much more celerity by
this plan than in the ordinary way, by the gates.
171
By way of the Aire and Calder, there are three routes from Hull and
Goole to Liverpool, viz: (1) Through Leeds, by Aire and Calder, Leeds
and Liverpool; (2) through Wakefield, by Aire and Calder, Calder and
Ribble, Rochdale, Bridgewater, Mersey River; (3) through Wakefield,
by Aire and Calder, Calder and Hebble, Sir John Ramsdin's, Hudders-
field, Ashton, Rochdale, Bridgewater, Mersey River
The distances are given as follows:
Route.
Miles.
Route.
Miles.
No. 1.
No. 3.
Goole to Leeds...
Hull to Goole..
Leeds to Liverpool
Total..
26
Hull to Wakefield ..
63
36
Wakefield to Cooper Bridge
13
·
128
Cooper Bridge to Ashton
24
190
Ashton to Rochdale Canal at Manchester.
Manchester to Liverpool
44
42
No. 2.
Total
1461
Hull to Goole.
26
Goole to Wakefield ..
37
Wakefield to Sowerby Bridge
22
Sowerby Bridge to Manchester.
33
-
Manchester to Runcorn
Runcorn to Liverpool
27
15
Total..
160
The Barnsley branch was purchased by the Aire and Calder in 1871.
The fifteen locks on this branch were subsequently lengthened from 66
feet, their length in 1871, to 85 feet, increasing the viable tonnage from
75 to 115. This took two years and cost about £7,500 ($36,498.75),
somewhat over £500 ($2,433.25) per lock. It made the locks of the
Barnsley Canal in 1883, 85 by 15 by 6 feet. The Silkstone extension on
this branch is now (1890) used merely for water supply, and is without
traffic; it is 2 miles in length. It had formerly a large coal traffic on it.
The branch of the Aire and Calder from Bank Dale to Selby distrib-
uted to York, Tadcaster, and Malton, with considerable trade in 1883,
which still continues.
HIGHWAYS OF COMMERCE.
171
The old line through Haddlesey and Snaith to the Ouse was in 1883
nearly disused on account of its circuitousness, and the locks remained
at 5 feet, the depth of 1776. The new lines to Goole and to Selby had
absorbed the traffic, leaving but a little in coal and timber to the old
route. The good navigation through Whitley and Pollington is called
the Knottingley and Goole Canal.
In 1883, vessels up to 167 tons burden were going on the line from
Goole to Leeds or to Wakefield.
The principal tonnage in 1872 was coal, but they had also a large
traffic in grain, stone, timber, dyewoods, and general goods.
There were two recognized systems of traffic on the Aire and Calder,
the quick transit or merchandise system and the slow transit or mineral
system. The company acted as carriers in addition to being takers of
toll, and they do so still. I learn from the company that they convey
in the capacity of carriers and by means of flyboats (hauled by steam
so far as their own waters are concerned) large quantities of merchan-
dise between the ports of Hull and Goole and Leeds, Bradford, Shipley,
Bingley, Keighley, Skipton, Colne, Burnley, Accrington, Blackburn,
Wigan, Liverpool, Waterfield, Dewsbury, Barnsley, Mirfield, Hudders-
field, Brighouse, Halifax, and Sowerby Bridge. Through their agents,
they say, they also carry to Rochdale, Todmorden, Littleboro, Heywood,
Manchester, and other places. They say the rates of carriage charged
by water are less than those of the competing railway companies.
The merchandise traffic of the Leeds and Liverpool Canal was leased
to certain railway companies for twenty-one years expiring in 1874.
On certain percentages of liability the railways paid so much a year for
the merchandise traffic, leaving the mineral traffic and the maintenance
of the canal with the canal company. Since the termination of the lease,
according to Mr. Bartholomew's evidence in 1883, from which I derive
these facts, through rates for the Aire and Calder and the Leeds and
Liverpool had been arranged. A reasonable and fair increase of traffic,
more than was due to the general increase of the traffic of the country,
had resulted.
The Leeds and Liverpool Company themselves had become carriers
since the lease expired, and had carried merchandise traffic themselves
largely.
A recent newspaper report makes an estimate of the amount expended
on the Leeds and Liverpool Canal from the commencement of the under-
taking to the present date, that is to say, from 1770 to 1889, and reckons
the total sum at £1,500,000 ($7,299,750), of which by far the greater part
is deemed to have been contributed from savings out of revenue.
LIVERPOOL DISTRICT CANALS.
The principal canals in this district are the Shropshire Union Canals,
made up of several canals, as stated below; the Leeds and Liverpool
Canal, and the Manchester Ship Canal, formerly the Bridgewater Canal.
172
HIGHWAYS OF COMMERCE.
Originally, they were built generally with sloping sides, but more
recently the sides are perpendicular, and the towpath side is protected
by a granite wall, the other side being simply earth, protected where
necessary by piling.
The locks are chiefly of stone and brick, but latterly concrete is pre-
ferred for this. The lock gates are of elm, oak, or teak wood.
The Shropshire Union Canals afford the shortest and best canal route
between the Mersey and the South Staffordshire and Birmingham iron
districts, and the only water route between that river and Shropshire
and North Wales, Cheshire, and Chester. They also join the North
Stafford Canal at Middlewich, and thus provide water communication
between the Shropshire Union system and North and South Stafford-
shire, and also Warrington and Manchester districts.
(1) Chester Canal, between the River Dee at Chester and Nantwich,
a distance of 20 miles, the statutory authority for which was given in
1772.
(2) The Ellesmere Canal, from Carreghofa in Montgomeryshire, where
it joins the Montgomeryshire Canal, to Hurleston in Cheshire, where it
joins the Chester Canal, with a branch from the Dee at Chester to the
River Mersey at Ellesinere Port. The distance traversed covers 86
miles. The act of Parliament was passed in 1793.
(3) The Birmingham and Liverpool Canal, from Autherly, a point of
junction with the Stafford and Worcester Canal near Wolverhampton,
to Nantwich, where it joins the Chester Canal, with a branch to the
Shrewsbury Canal at Norbury Junction, the distance covered being 53
miles. Authority for construction was given in 1826.
(4) The Montgomeryshire Canals, from Correghofa (where the Elles-
mere Canal begins) to Newtown in Montgomeryshire, with branches.
The distance covered is 25 miles. The authority for this was given in
1794.
(5) The Shrewsbury Canal, from Wombridge to Shrewsbury in
Shropshire, the distance covered being 22 miles, the authority for which
was granted in 1793.
The whole of these canals were formed into the Shropshire Union
Company in the year 1846.
The total length of the various canals forming the company's system
is about 206 miles.
The canal from Nantwich to Ellesmere Port (its terminus), where it
joins the River Mersey, is sufficient to pass lighters and flats carrying
from 40 to 60 tons, and such craft are constantly employed upon it.
On other parts of the system narrow boats 7 feet wide are used,
which carry from 18 to 30 tons, according to the depth of water. The
depth of water varies from 3 feet to 4 feet 6 inches.
The locks on the canal from Chester up to Nantwich are broad, and
admit two narrow boats at a time. On other lengths they are narrow.
HIGHWAYS OF COMMERCE.
173
In all districts, the width of the waterway is sufficient to admit of
two narrow boats passing at the same time, except through the locks,
tunnels, and aqueducts.
LONDON DISTRICT CANALS.
Regent's Canal.-By courtesy of Mr. E. Thomas, the engineer and
manager of the Regent's Canal, I am informed that, under the authority
of the British Parliament, the canal was commenced in the year 1812
and occupied about eight years in construction, being opened for traffic
in the year 1820. It was constructed in the ordinary manner, but dif-
fers from other canals by having two locks at each variation of level,
side by side, to economize consumption of water.
The Limehouse dock has a water area of 10 acres, and extensive
quayage, with a ship entrance 350 feet long, 60 feet wide, and with sills
laid 28 feet below Trinity high-water mark; also an entrance for barges
79 feet long, 14 feet 6 inches wide, with sills laid 22 feet below Trinity
high-water mark.
The wharves and jetties in the dock are provided with hydraulic and
other cranes for transshipping and loading coals and other goods up to
15 tons weight.
The dock, which is within and part of the port of London, is most
conveniently situate on the north bank of the River Thames, about a
half-mile below the Shadwell entrance to the London docks, 13 miles
below London Bridge, and one-third of a mile above the Limehouse
entrance to the West India docks, and is close to the Stepney station
of the London and Blackwall Railway, which is reached by trains from
Fenchurch street station in eight minutes; and trains run to and from
this station to all stations on the Great Eastern Railway, and the Lon-
don, Tilbury and South End, Thames Haven and London, Woodford
and Ongar branches thereof, and also in communication with the trains
of the North London Railway Company passing Bow station.
Screw steam vessels to and from Liverpool, calling at Falmouth,
Plymouth, and Southampton, leave and arrive at the dock weekly.
London agents, J. D. Hewett & Co., 101 Leadenhall street, and John
Allen & Co., 150 Leadenhall street.
The jetties in the dock are capable of transshipping and weighing
with great rapidity and small breakage coal from screw steamers and
other vessels into craft for the River Thames and other inland naviga-
tions. The Regent's Canal communicates with the dock and River
Thames, and is navigable for barges of 100 tons burden.
It passes
through Stepney, Mile End, Bethnal Green, Hackney, Shoreditch, St.
Luke's, Islington, St. Pancras, Marylebone, and Paddington, in which
last-named parish it communicates with the Grand Junction Canal.
Large warehouse accommodation and extensive wharf area for storing
timber, stone, and other goods are provided within the dock premises.
174
HIGHWAYS OF COMMERCE.
The company are permitted under a sufferance license (Class B),
received from the honorable board of customs, to receive into the dock,
and land upon the quays, or transship into craft for the river or canal,
every description of goods and grain.
The facilities which are now afforded at this company's dock are
strongly recommended to the notice of traders and lightermen on the
Thames and the Regent's Canal, Hertford Union Canal, Grand Junc-
tion Canal, River Lee, and other inland navigations connected therewith,
as considerable inconvenience, detention of vessels, and expense, also
risk of damage to valuable cargoes, such as grain, etc., in barges, con-
sequent upon navigating the River Thames, would be avoided by using
the dock.
The Great Eastern, Great Northern, Midland, and London and North-
western Railway Companies have their goods termini on the banks of
this canal, and the Great Western Railway upon the Paddington
Basin.
Grand Junction Canal.-This canal was constructed, under an act of
Parliament, in the year 1873. The length of the main line and its
branches is about 140 miles, and the carrying capacity of barges navi-
gating the canal varies from 50 to 76 tons, according to the craft and
section of canal navigated. This company has power to charge toll for
distances of about 100 miles of 16s. 10ąd. per ton, but in point of fact
the traffic will only bear a toll of 2s. 6d. a ton over that section, thus
showing a large reduction that has now been effected on the expectant
sources of revenue at the time of construction.
This canal, for 30 miles from the River Thames at Brentford, Middle-
sex, was partly constructed by canalizing the rivers Brent, Colne,
Gade, and Bulbourne, and is not much used for irrigating purposes.
The Surrey Canal.—The canal belonging to this company was con-
structed in the year 1807. The canal is a short one-only 4 miles in
length, being part of a scheme devised in the early part of this century
for communication from Rotherhithe, which is about 1 miles from
London Bridge, to Battersea, which is about 3 miles from London
Bridge, but the plan was not carried out in its entirety, and the canal
terminates at Camberwell and Peckham, suburbs of London. The
canal was constructed for the class of barges ordinarily navigating the
river Thames, and is camp-sheeted for nearly its entire length, render-
ing the full width available.
The traffic consists entirely of barges engaged in supplying the
wharves and premises on the banks of the canal with goods which enter
the company's docks at Rotherhithe.
The premises on the canal are chiefly occupied as tar distilleries,
chemical manufactories, and wood yards, and a large part of the revenue
from the canal is derived from the dues on coals which are brought up
the canal to the South Metropolitan Gas Company, whose works have
a water frontage on the canal. The canal is virtually a part of this
company's dock system.
HIGHWAYS OF COMMERCE.
175
Length of canal
Width at surface
Width at bottom
Number of locks.
Lift of locks.
Length of locks
Average load
Maximum draft of boats
.miles.. 4
.feet.. 58
.do... 52
1
feet.. 3/1/1
do... 120
tons.. 80
feet.. 42
Maximum width of boats
.do... 17
SHEFFIELD DISTRICT CANALS.
The Sheffield and Tinsley Canal, the Dun Navigation, the Stainforth
and Keadby Canal, and the Dearn and Dove Canal were constructed
about one hundred years ago, and there has been but little improve-
ment in them since they became the property of the Manchester, Shef
field, and Lincolnshire Railway Company in the year 1849. The size
of these canals is such as to limit boats and barges trading between
Sheffield and the River Trent to a carrying capacity of about 80 tons
each. The use of steam as a propelling power is prohibited, and the
length of time required to pass between Sheffield and tide water aver-
ages about a week. The locks are small and numerous, and from the
canal into the Trent only one boat can be passed through at a time,
giving a total of only about twenty boats at each tide. In spite of this
unfavorable condition, however, not less than 500,000 tons of through
traffic pass the lock at Keadby in the course of a year.
The canals being in the possession of a railway company which reaches
the same points between Sheffield and the coast, there is, consequently,
no competition in rates or traffic between the two. Thus the railway
company's rate on coal for shipment at Hull from South Yorkshire
amounts to 2s. 10d. (69 cents) per tou, or double the rate charged by
the Aire and Calder Canal over an equal distance from the West York-
shire collieries to Goole.
THE MANCHESTER SHIP CANAL.
1
This great enterprise-the cutting of a canal from tide water at
Liverpool 35 miles to Manchester, 172 feet wide, 26 feet deep, capable
of permitting vessels of 6,000 tons to steam directly to this city-is so
nearly completed that the opening for traffic is officially arranged for
January 1, 1894.2
This canal has already cost some $75,000,000, $35,000,000 more than
the original estimates, owing to unforeseen engineering difficulties, the
deceptive nature of the soil, and other causes.
The total fall from the water level in Manchester docks to Liverpool
is 60 feet. For 14 miles out from Manchester the rivers Irwell and
Mersey form the course of the canal; but many of the crooks and bends
of these tortuous streams have been cut off, so that, with the exception
¹Extract from report of Consul Grinnell, of Manchester, November 28, 1893, printed
in Consular Reports for February, 1894.
Since opened and in operation.
176
HIGHWAYS OF COMMERCE.
of a few gradual curves, the course for the whole length of the canal is
due west to Liverpool. The width and depth are as follows:
Average width at the water level.
Minimum width at the bottom
Feet.
172
120
Minimum depth of water throughout
26
There are five large locks, five intermediate, and one small one, viz:
Eastham, tide water.
Latchford………
Irlam
Barton
-
Mode Wheel
Location.
Dimensions
of large
locks.
Dimensions
of interme-
Rise.
diate locks.
Feet.
Feet.
Feet.
600 by 80
350 by 50
600 by 65
350 by 45
16
600 by 65
350 by 45
16
600 by 65
350 by 45
15
600 by 65
350 by 45
13
The capital (I copy from a publication of June last) is thus set down:
Ordinary shares
Preference shares.
Loan received
Total...
The borrowing powers are $9,733,000.
$19, 466, 000
19, 466, 000
27,252, 400
66, 184, 400
As regards the United States, the object of the undertaking is to
induce exporters to ship cotton and food products direct to Manchester.
The directors are responsible for these two statements: First, three-
fourths of all cotton coming to the British Islands is manufactured in
Manchester and vicinity; second, within a radius of 30 miles there are
7,500,000 mouths to feed.'
› Finances of the canal.-The following statistics were received from Consul Grinnell
(Manchester, June 9, 1894), and published in Consular Reports for July, 1894, in
reply to a Department instruction, prepared at the request of a Philadelphia city
commission inquiring into a proposition for a ship canal:
I have to acknowledge the receipt of your instruction to report upon the opera-
tions of the Manchester Ship Canal since its opening, i. e., "statistics covering the
commercial success or nonsuccess of the canal." On Saturday, June 9, 1894, figures
were, for the first time, given out by Mr. J. K. Bythell, chairman of the traffic and
rates committee of the ship canal.
The traffic on the ship canal for the five months ending May was as follows:
Merchandise in sea going vessels (211,915 tons)..
Merchandise in barges (63,785 tons)
Ships' dues
Passengers (323,056)..
Cattle (979).
Total...
£28, 868=$140, 472
919
395
3, 469
4, 472
1,922
16, 880
50
243
33, 701
163, 989
As regards working expenses, it may be said, broadly, that the revenue for the
five months will more than cover (1) all the expenses connected with the traffic,
including wages, salaries, and stores; (2) rates; and (3) a full proportion of head-
office expenses during the same period. Maintenance is not included. Until the
works are more complete, I take it that all outlay on works will be a charge against
capital,
HIGHWAYS OF COMMERCE.
177
IRISH CANALS.
The canals and inland navigation enterprises in Ireland are of three
classes, viz:
First. Those owned and operated by private companies or corpora-
tions. Under this head are the following: The Grand Canal, with a
total length, including branches, of 1653 miles; the Barrow Navigation,
partly canal and partly river, 42 miles; the Upper Boyne, all river, 6
miles, completed in 1800; the Lagan, mostly river, 26 miles; the Newry,
canal and river, 35 miles; the Suir, all river, 16 miles; the Royal Canal,
96 miles. These, of course, are maintained out of funds belonging to
their respective companies. From their importance, the Grand Canal,
the Royal Canal, the Barrow Navigation, and Lagan Navigation will
be considered separately and in greater detail further on. The improve-
ments upon the routes described by the Upper Boyne, the Newry, and
the Suir were largely accomplished by means of assistance in the forms
of loans of public money, or by grants from general or special taxes.
Some of these loans have been paid and some remitted. There is no
considerable traffic upon these canals now, and the profits derived
therefrom are small.
Second. Those owned and operated by the Government and main-
tained out of imperial funds. This class is composed of the following
lines: The Lower Boyne, canal and river, 19 miles; the Maigue, all
river, 8 miles, improved in 1751; the Shannon, chiefly river, 158 miles;
the Tyrone, all river, 4 miles; the Ulster Canal, 44 miles. The improve-
ment or construction of these channels, as the case may be, was accom-
plished by direct grants of the public funds and advances realized from
local assessment. The latest reports rendered by the commissioners,
under whose management are these several lines of navigation, show
that the total annual receipts amount to £6,584, and the annual dis-
bursement for expenses for all purposes to £6,192. Thus it will be seen
that the receipts derived from rents, tolls, etc., make them a trifle more
than self-sustaining. Of the lines mentioned, the Shannon Navigation
and the Ulster Canal are the most important. The improvement of
the former involved an outlay of £683,312, and the construction of
the latter about £170,000.
Third. Those under the direction of local trustees. This class includes.
the Ballymore and Ballyconnell, mostly canal, 37 miles; the Lower
Bann, mostly river, 50 miles; the Upper Baun, all river, 21 miles, and
Lough Corrib, mostly river, 23 miles. The improvement or construction.
of these lines, as described, was also accomplished by grants of public
money and advances secured in local taxation, amounting in the aggre-
gate to about £600,000. These public works covered a period from 1845
to 1859. The group, as given above, is also a little more than self-sus-
taining. With the exception of the first mentioned, the latest figures
show that the total annual receipts are £3,261, and the total disburse-
ments are £2,553. As stated, these works are managed by local trus:
533A-12.
178
HIGHWAYS OF COMMERCE.
tees, representing the property interests which are contiguous to the
several lines. In case of a deficiency, the difference is made up by
means of local taxation. In case of a surplus, the local taxation is less
by that amount. The system of management is the same as that which
applies to public highways.
Grand Canal.-This is the most important artificial waterway in Ire-
land. Its main line extends from Dublin westward to the Shannon
River, and from thence westward to Ballinasloe, with branches to the
Liffey, Robertstown, Blackwood reservoir, Monastereven, St. James
Well, Athy, Mountmellick, Edenderry, and Kilbeggan. Its summit
level is 279 feet above sea level, which point is 26 miles west of Dublin.
The locks upon this canal are 60 feet in length, 13 feet in width, and
have 5 feet lift. Although steam is used somewhat horses are used
principally as the power for moving the boats. The traffic upon this
canal amounts to 600,000 tons annually. The Grand Canal now earns
for the shareholders £1 15s. on each £100 of the capital stock. The
construction of the Grand Canal was commenced in 1753, and the main
line was completed in about 1800. The line west of the Shannon River
and the branches were opened in 1830. The entire work involved an
outlay of £2,000,000. A considerable portion of this amount was made
up by grants from special or general taxes and also by loans, a part of
which has been repaid to the Government, and a part of which has been
remitted. The present capitalization of the company is £165,000.
Royal Canal.-The Royal Canal proceeds northwesterly from Dublin to
Cloondara, on the Shannon, with a branch to Longford; the total length
of channel being 96 miles. Its summit level is 324 feet above sea level.
It is fed from Lough Owel, near Mullingar. The dimensions of the
locks are 70 feet in length, 13 feet in width, with 5 feet lift. The Royal
Canal Company was organized in 1784. The first 46 miles of the channel
was completed in 1813. The remainder of the work was completed in
1822. It received large assistance from the Irish Parliament, and
from the Union after that was established. The total cost of the work
was something over £1,900,000. In 1813 the original company became
insolvent, the charter was forfeited, and the property transferred to the
directors-general of inland navigation. Again, in 1845, the Royal Canal
was transferred to the Midland Great Western Railway Company, the
consideration being £298,050. An essential condition of the transfer
was that the purchaser should maintain the navigation and not vary the
tolls except with the assent of the lord lieutenant of Ireland. Being
its own competitor, however, the company does not utilize the facilities
of the canal to any considerable extent. The annual tonnage amounts
to only 86,500, on an average.
Barrow Navigation.―This route connects the Athy branch of the
Grand Canal with the tidal part of the River Barrow, below St. Mullins,
and affords water communication to Carlow, Leighlin Bridge, Bagnals-
town, Goresbridge, and Graignamanna, and thence by tidal part of the
HIGHWAYS OF COMMERCE.
179
Barrow to New Ross and Waterford. The work was commenced in
1759, and up to 1790 cost £80,769, about one-half of which was derived
from public sources. It also received other grants after the Union, but
the exact amount is not available. There is considerable traffic upon
this route, but I have been unable to get figures showing annual tonnage;
the profits to the shareholders are moderate.
Lagan Canal.-This is owned by the Lagan Navigation Company.
The works were commenced by the commissioners of navigation for
Ireland, the expense being defrayed by a local toll on beer, ale, and
spirits imposed by an act of 1753.
In 1771, prosecution of work was delegated to local commissioners,
who raised money on the securities of the tolls. Afterwards these
creditors were constituted a company by act of Parliament. The canal
extends from Belfast to Lough Neagh, 26 miles, and has twenty-six locks
capable of passing lighters 62 feet by 14 feet 6 inches, with a maximun
draft of 5 feet 6 inches.
The traffic is about 156,000 tons per annum, consisting of coal, Indian
corn, timber, slates, bricks, etc., and return cargoes from Lough Neagh
of sand for building purposes.
The company is managed by a Belfast board of directors, with secre-
tary and manager of works.
The company are not carriers. The lighters trading are owned by
different individuals. Wherever the canal touches, railway rates are
brought down to canal rates. Roughly, the effect in cheapening trans-
portation would probably be about from 15 to 25 per cent, or perhaps
even more.
Ulster Canal.—The works on this canal were commenced by the Ulster
Canal Company under an act of 1826. Loans to the extent of £130,000
were made by the commissioners of public works in Ireland. In 1865
the canal was transferred to the commissioners in discharge of the
debt. More money was expended on the canal, but under the commis-
sioners it has been kept in such want of repair and want of water that
there could be no traffic. By an act of Parliament, passed in 1888, it
was transferred to the Lagan Navigation Company as a gift, with
£3,500 toward cost of repairs, the company being obligated to keep it
in order for the public, charging fees regulated by act of Parliament.
It is now being put in order. The canal extends from Lough Neagh
to Lough Erne; 44 miles, and has twenty-six locks capable of passing
lighters 65 feet by 11 feet, with a maximum draft of 5 feet when in repair.
Coal Island Canal.—Commenced in 1732 by the commissioners of
Ireland, its navigation continued in their charge until 1787, when the
works were transferred to parties undertaking to complete and extend
the canal. In 1800, the navigation came into the hands of the directors-
general of Ireland, and between 1800 and 1831 the sum of £26,240 was
expended upon the works. In 1831, on the abolition of the directors-
general of Ireland navigation, the management was transferred to the
180
HIGHWAYS OF COMMERCE.
commissioners of public works, in whose charge it has since continued,
and a sum of £5,177 has been expended by them.
Under an act of 1888, it was transferred as a gift to the Lagan Nav-
igation Company, with obligation to keep it in order for the public,
charging tolls regulated by act of Parliament. The canal extends
from the Blackwater River, which runs into Lough Neagh, to the town of
Coal Island; 4 miles, and has seven locks capable of passing lighters
62 feet by 14 feet 6 inches, with a maximum draft of 4 feet 9 inches.
Traffic, about 15,000 tons per annum.
SCOTCH CANALS.
The only system of inland navigation within the limits of the con-
sular district of Leith (Edinburgh) is the Union Canal, an artificial
waterway, extending from Port Hopetown, in the western suburbs of
the city of Edinburgh, to a junction with the Forth and Clyde Canal
at Port Downie (a large basin at Lock 16), adjoining the town of
Falkirk, in the county of Stirling.
The construction of the Union Canal was undertaken in the year
1817. It was opened in 1822, but as a property it proved a great fail-
ure. The returns from all departments-passengers, parcels, and mis-
cellaneous goods, coals, stone, and other minerals, manure, etc.—proved
much less than had been anticipated. The real returns during the
seven years after opening did not amount to $85,000 a year, while the
estimated returns had been set down at $275,000 a year. The canal
was not intended for ship transit, but solely as a waterway of inland
navigation for passenger traffic and merchandise between places on its
own banks, and chiefly between Edinburgh and Glasgow, and therefore
it was for a long period generally called the Edinburgh and Glasgow
Canal.
The company owning it worked their business with great spirit, and
adopted every available means in the endeavor to make their enter-
prise a paying one, or even to raise it to a fairly hopeful condition;
but when the Edinburgh and Glasgow Railway was opened, February
18, 1842, it was seen that the canal could not long survive as an inde-
pendent system of passenger and goods traffic between the two cities.
A brisk competition was maintained for some time with little success,
and ultimately, in 1849, the Union Canal was amalgamated with the
Edinburgh and Glasgow Railway, both of which undertakings in 1865
passed into the hands of the North British Railway Company. The
Union Canal, therefore, although still remaining as a work, is quite
absorbed as a business in the interests of the railway.
The total length of the Union Canal, from Port Hopetown, at Edin-
burgh, to the junction with the Forth and Clyde Canal at Lock 16, is
31 miles.
The medium width at top of bank is 40 feet; at surface of water, 37
feet, and width of water at bottom of caual, 20 feet. The depth of
water is 5 feet.
HIGHWAYS OF COMMERCE.
181
There are eleven locks, 12 feet wide. Depth of water on sill of
locks, 5 feet 9 inches. Total rise or fall of locks, 10 feet 3 inches.
The traffic consists entirely in conveyance of coals, stone, bricks, and
other minerals, and manure. .
The present owners are merely toll takers, not carriers. Other people
put on the barges or boats. The management of this canal is entirely
in the hands of the North British Railroad Company.
The Forth and Clyde Canal.—The Union Canal at its western extrem-
ity terminates in the Forth and Clyde Canal, an artificial navigable line
of communication between the Firth of Forth and the Firth of Clyde.
From the Forth, at the port of Grangemouth, the navigation into the
canal runs about a mile up the River Carron from low-water mark in
the firth to the first lock, where there are extensive harbor accommo-
dations. Passing southwesterly through Grahamstown and the Carron
Iron Works, the canal proceeds to Camelon and reaches Lock 16, where
it attains an elevation of 128 feet above the level of tide mark at
Grangemouth. At Lock 16, is the large basin called Port Downie, from
which the canal sends off on its east side the Union Canal Navigation
to Edinburgh, above mentioned. At Windford Lock, near Castlecary,
it attains its highest elevation, and continues to preserve the samē
onward past Port Dundas at Glasgow, on the one hand, to the junction
of the Monkland Canal, and onward on the other till near the aqueduct
across Kelvin water. Thence it continues to the western terminus in
the River Clyde at Bowling Bay, near the village of Bowling in Dum-
bartonshire, on the road from Dumbarton to Glasgow.
The work of excavation was begun in the year 1768, but, on account
of unforeseen difficulties, by reason of inexperience of its projectors in
such schemes, the canal was not completed till 1790.
The Forth and Clyde Canal was incorporated with the Monkland
Canal in the year 1846.
The extent of the Forth and Clyde Canal in all its parts is 383 miles.
The navigation direct from the Forth to the Clyde is 35 miles; the side
branch to Port Dundas, 23 miles; the continuation to Monkland Canal,
1 mile.
The number of locks on the eastern part of the canal is twenty, and
on the western nineteen, the difference being occasioned by the higher
level of water in the Clyde at Bowling Bay than in Grangeburn or the
Carron at Grangemouth. Each lock is 74 feet long and 20 feet broad,
and procures a rise of 8 feet.
The locks admit vessels of 68 feet keel, 19 feet beam, and 83 feet draft
of water.
The greatest altitude of the canal is 156 feet; its medium breadth at
the surface, 56 feet, and its medium breadth at bottom, 27 feet.
The canal is crossed by thirty-three drawbridges, and passes over ten
large aqueducts, and thirty small ones or tunnels.
182
HIGHWAYS OF COMMERCE.
The tonnage dues imposed were, from sea to sea, 5s. 10d. ($1.41);
from Grangemouth to Port Dundas, 3s. 10d. (93 cents); from Bowling
Bay to Port Dundas, 2s. (48 cents). Subsequently tonnage dues were
greatly reduced, making the rate not more than 13d. (or 3 cents) per
mile, but they continued to be remunerative.
In the year 1867 the two canals passed into the possession of the
Caledonian Railway Company, and that company has ever since had
the entire management of both of those systems of navigation.
The Monkland Canal.-This is an artificial navigable communication
between the city of Glasgow and the district of Monkland, in the
county of Lanark. Commencing in the northern suburbs of Glasgow,
at Port Dundas, where it is brought into junction with the Glasgow
branch of the Forth and Clyde Canal, it proceeds east-southeastward
through the parish of Old Monkland to the River North Calder. The
canal sends off four branches, one about a mile in length to Calder Iron
Works, near Airdrie, in the parish of New Monkland, one about a mile
in length to Gartsherrie Iron Works, one about a quarter of a mile in
length to Dundyvan Iron Works, and one also about a quarter of a
mile in length to Langloan Iron Works, all in the parish of Old Monk-
land.
The canal originally was projected as a measure for securing to the
inhabitants of Glasgow a constant and plentiful supply of coal. The
corporation of the city adopted the project, and having employed the
celebrated James Watt to make surveys of the ground, obtained an act
of Parliament for carrying out the design, and subscribed to a number
of shares of the stock.
The width of the Monkland Canal at top is 35 feet, and at bottom 24
feet. Upon the lock sills the depth of water is 5 feet.
By reason of the advantage possessed of easy communication with
both the eastern and western seas, and because of its unlimited com-
mand of coal, the vicinity of the Monkland Canal has always been
reckoned favorable for the establishment of manufactures, such as iron
works and others of a like nature.
The Caledonian Canal. This is a navigable line of communication
through the Great Glen of Scotland, which extends across the country
directly southwest from the Moray Frith, between the mouth of the
River Findhorn and two bold promontories called the Sutors of Cro-
marty, onward to the island of Lismore, dividing the county of Inverness
and the Highlands generally into two nearly equal parts, while it con-
nects the German Ocean and the Atlantic at those points.
The northeast end of the canal is occupied by about 23 miles of the
narrow or upper portion of the Moray Frith; the southeast end is occu-
pied to the extent of 32 miles by the sea lochs Loch Eil and Loch
Linnhe, and the intermediate portion has a total length of 60 miles,
of which 37½ consist of the four natural sheets of water named Loch
Dochfour, Loch Ness, Loch Oich, and Loch Lochy. This intermediate
HIGHWAYS OF COMMERCE.
183
portion is the region of the Caledonian Canal, which comprises works at
its extremities and 23 miles of dry cutting.
It appears that, by reason of the decay which has been rapidly going
on in many parts of the original structure, much of it has to be renewed
and otherwise improved. In response to an application for assistance
the Government of Great Britain has sanctioned the sum of £5,000
($24,332.50) as a contribution toward liquidating debt already incurred
by the commissioners of the Caledonian Canal, and it is hoped that
Parliament will approve of further annual sums being devoted toward
the renewal of the original structure, as suggested in the report made
by the superintendent.
The Crinan Canal.—This is a work at the north end of the peninsula
of Cantire (otherwise Kintyre), in the county of Argyle, intended to
afford a waterway between Loch Gilp and the Atlantic Ocean in order
to avoid the difficult and circuitous passage of 70 miles around the Mull
of Cantire. The Crinan Canal is about 9 miles long and contains fif-
teen locks, thirteen of which are 96 feet long, 24 feet wide, and 12 feet
deep, and two locks are 108 feet long and 27 feet wide. Eight of the
locks occur in the extent from Loch Gilp or Ardrishaig at the east end
and seven in descending to Crinan at the west end. The canal is
chiefly used by small coasting and fishing vessels and by the steamboats
which ply between Inverness and the Clyde. It is navigable by ves-
sels of 200 tons burden. The small passage steamers do the distance
from one terminus to the other, including the locks, in about two hours.
It is expected that the Isthmus of Cantire at no distant date will be
cut off from the mainland by the formation of a ship canal connecting
East and West Lochs Tarbert. The cost of such an undertaking has
been estimated at £140,000 ($681,310).
From the foregoing description of the various lines of inland naviga-
tion at present in use in Scotland it will be noted that the three first
mentioned, namely, the Union, the Forth and Clyde, and the Monkland,
are all connected and worked as one system of water carriage managed
and controlled entirely by railway companies.
The Caledonian Canal and the Crinan are each quite independent of
railways, but both are controlled and subsidized by the Government of
Great Britain.
Therefore, in the first instance there is no competition as to rate of
cargo and the latter independent systems have no competing lines of
transit.
There are no irrigating canals in Scotland.
Proposed ship canal.-There is a large ship canal now under cousid-
eration, a matter probably not of the near future but likely to be ulti-
mately accomplished, which points to a waterway for large ships and
steamers from the Firth of Forth to the Clyde. There are two routes
recommended: One involving deep cutting, joining the Forth and Clyde
with tide water, estimated to cost $60,000,000; the other by locks joining
184
HIGHWAYS OF COMMERCE.
the Forth with Loch Lomond and Loch Long, thus making an outlet
to the Atlantic a few miles west of Glasgow. The estimated cost of this
route is about $38,000,000. At a recent meeting of the promoters of
this proposed canal from the North Sea to the Atlantic the latter route
seemed the most feasible and received the weight of commendation.
One object to be attained by this canal is the quick and easy trans-
portation of warships from one side of Scotland to the other, and is,
therefore, related to the subject of coast defense. It is also claimed
that much of the shipping from northern Europe, notably Hamburg,
Antwerp, etc., would choose this route to the west, thus avoiding the
boisterous English Channel and the still stormier route in certain sea-
sons via the north of Scotland. It would also furnish Edinburgh, at
the port of Leith, a direct shipping communication to the United States
without reshipment at Glasgow.
It is sufficient, however, at present to say that the matter is still a
project, and has not yet obtained even the uncertain recognition of
probability.
BRITISH HIGHWAYS.¹
It is impossible in a report like this to present a survey of the high-
ways of Great Britain, or to give a detailed statement of the method of
their construction.
Construction.-Many of them were designed and built by the Romans,
and, as far as I can learn, nearly all of the existing national roads
were designed and constructed before the commencement of the present
century.
The systems on which these roads were constructed all involved the
preparation of the ground, according to the character of the soil on
which the road was built. Pounding the soil to make it firm, driving
in piles, or laying on planks or logs crosswise if the soil was boggy, or
sometimes placing large rocks, were the usual way of preparing the sub-
stratum. This being done, a bed of concrete from 6 to 10 inches thick
or large blocks of stone were carefully and compactly laid to form what
was called the subroad, over which was placed the road proper, which
was composed of either prepared slabs or blocks of stone, broken stone,
or gravel and sand.
About a century ago, John Loudan Macadam inaugurated a new sys-
tem of road making and repairing, to explain which I can do no better
than insert here an article, which I find is taken from the evidence of
Macadam before a committee of Parliament in 1889:
Macadam's plan of road making differed as much from the old way which he found
in operation as a bridge does from a ford. Instead of going deep for a "bottoming,"
he worked solely on the top. Instead of producing a peaked, roof-like mass of
rough, soft rubbish, he got a flat, smooth, and solid surface. In lieu of a road 44
feet through, he made one of at most 10 inches in thickness; and for rocks and
1 From Special Consular Reports "Streets and Highways."
HIGHWAYS OF COMMERCE.
185
bowlders he substituted stone broken small. His leading principle was that a road
ought to be considered as an artificial flooring, so strong and even as to let the
heaviest vehicle pass over it without impediment. Then people began to hear with
wonder of roads 30 and 40 feet wide rising only 3 inches in the center, and he
propounded the extraordinary heresy that a better and more lasting road could be
made over the naked surface of a morass than over solid rock. Another of his easy
first principles was that the native soil was more resistant when dry than when wet,
and that, as in reality it had to carry not alone the traffic but the road also, it ought
to be kept in a condition of the greatest resistance; that the best way of keeping it
dry was to put over it a covering impervious to rain-the road, in fact; and that
the thickness of this covering was to be regulated solely in its relation to its imper-
viousness, and not at all as to its bearing of weights, to which the native soil was
quite equal. Instead of digging a trench, therefore, to do away with the surface of
the native soil, he carefully respected it, and raised the road sufficiently above it to
let the water run off. Impermeability he obtained by the practical discovery that
stones broken small and shaken and pressed together, as by the traffic on a road,
rapidly settled down face to face and angle with angle, and made as close a mass as
a wall. Mankind now believe that this last is all that Macadam invented; the rest
is forgotten. That important fraction of his discoveries is what has given to us the
verb to macadamize ("to pave a road with a small broken stones."-Skeat).
Tollgates. The roads in England were until recently under the con-
trol and management of certain bodies called turnpike trusts or trus-
tees, who were usually appointed by acts of Parliament applying to
separate and distinct districts. Under these acts the turnpike trustees
were authorized to collect from the drivers of all vehicles or from per-
sons traveling on horseback small sums which were called tolls.
These tolls were collected in the highroads at various points at a toll-
house, being a small two-roomed cottage erected close up to the road,
where a tollgate was fixed. This gate was a five-barred gate which was
kept locked, and opened for each passenger on payment of the toll.
These tollhouses would in some districts be from 4 to 5 miles apart,
and in others would be within much shorter distances, as the traveler
happened to get on the roads governed by different trustees. These
tolls were, for a two-wheeled vehicle, generally about 6 cents each, and
for a horseman 2 cents or 3 cents. Each person paying the toll received
a small ticket marking the toll, and the toll paid in some instances
freeing the passenger for a gate farther on the road. In some districts
tolls were very much higher than in others.
These turnpike trusts were done away with by an act of Parliament
passed in 1878, known as the highways amendment act (41 and 42 Vict.,
c. 77), after which the old tollhouses gradually disappeared.
HIGHWAYS IN THE LIVERPOOL DISTRICT.
I am informed that some of the country roads in the vicinity of Liv-
erpool have only the natural foundation, which means no foundation at
all, are poorly drained, and have been much neglected, but are now
being more carefully treated. Such roads, however, are rarely seen, and
in the main the roads are thoroughly made and maintained in good
condition. There is but little of the common "dirt road," and this is
186
HIGHWAYS OF COMMERCE.
made here as everywhere else of the material nearest at hand, the ex-
pense being entirely for labor. In the vicinity of works and mines where
the traffic is heavy, more care is taken, and granite is brought by rail
for repairing. Where the traffic is lighter, the local stone, whatever it
may be, is used. In some localities, slag and other refuse from works
and mines are largely used for couutry roads and for streets in towns.
Such cheap roads being the exception, it is difficult here, where mac-
adam is almost universally adopted, to draw the line between city streets
and country roads.
In Carnarvonshire, Wales, the best roads have a hand-set pavement
for a foundation (the ground first of all being well drained), covered
with about 6 inches of "metaling" (stone) broken to a 2-inch gauge.
In the Wavertree district, near Liverpool, macadamized roads are
preferred.
HIGHWAYS IN THE ENGLISH MIDDLE COUNTIES.
The beautiful country roads now in use, for which these middle coun-
ties of England are so worthily famous, were, with the exception of
the few roads built since 1878, made by the turnpike trusts under
special acts of Parliament, the first of which was passed in 1762. The
different districts of the country, having been divided into sections or
divisions, each several section was placed in the hands of trustees,
separate and distinct acts of Parliament being required for each of
said sections. These trustees levied tolls on all traffic passing over
the roads under their control; the amount of toll demanded, per horse,
cart, wagon, etc., varied from time to time, according to the distance
traveled between the toll gates and the amount expended in building
and maintaining the roads. In some instances the trustees, finding the
revenue from their roads inadequate to meet the outlay, delegated, or
contracted out, to private individuals, the collection of the tolls. These
individuals, having guaranteed the necessary amount to the trustees
and depending for their reimbursement on the tolls, looked very
sharply after the just and full collection of the same.
Under these trusts many of the old lanes and wagon tracks, by the
proper use and periodic application of hard broken stones (obtained
from the adjoining counties) to the ruts and holes caused by continued
travel, have attained a condition equal to the highways running
through the country. To the good judgment and judicious care of
these trusts is due the present almost perfect condition of the main or
country roads of England. Many years, however, of untiring labor
have been required to accomplish such results.
These trusts, however, were abolished in this (Tunstal) district about
the year 1878. From that date to the year 1888 the roads were under
the control of, and maintenance of the same devolved upon, the local
authorities.
HIGHWAYS OF COMMERCE.
187
HIGHWAYS IN SCOTLAND.
The country road system of Scotland may be regarded as a growth
to meet the wants of the public and as a result of experience in care-
fully providing for the public needs, by studying the best methods, its
present state of excellence, approaching perfection, not having always
existed, though for scores of years Scotland, even in the Highlands, has
been famous for her good roads.
A hundred years ago, the population in some districts was already
becoming quite dense, and the need of good roads and how to build
them naturally commanded the attention of the public and officials.
Sixty years ago, and before the country was interwoven with a network
of railways and when traffic and travel were already considerable on
the great stage routes to London, as well as to other leading centers,
good roads were more than a luxury; they became a necessity, and
required to be perfected and kept up at any cost. What wonder, then,
that the roads now are in excellent condition everywhere.
Comparatively few roads are now being built, because not needed,
but the old ones are constantly being improved by cutting down high
grades, filling in the low places, renewing the top dressing, etc.
A considerable force of men is kept constantly employed improving
and repairing the roads, the counties or shires, for road purposes, being
divided into divisions, these being subdivided into districts, the latter
embracing from 15 to 30 or more miles of road. The districts are in
turn subdivided into sections, upon which squads of men, from three
to six in number, according to the needs of the road, are kept at work
the year round.
A heavy steam roller, 10 to 15 tons, plays an important part in road
repairing as well as road making, and though of comparatively recent
introduction is now regarded as essential, the larger, or 15-ton roller,
being considered the better and more economical. One roller, with its
complement of men, does its part of the work upon several of the above-
described sections.
Macadamized roads.-Macadamization, or the process of covering
roads with broken stone, came into use in Scotland early in the present
century. Excellent roads were formed by placing in a suitably pre-
pared road layers of broken granite or other hard stone, which became
hardened into a solid mass by the traffic passing over them.
Midlothian roads.-Edinburghshire, or, as otherwise named, the
county of Midlothian, occupies an area of 358 square miles, or 229,120
acres. This area, in the management of its roads, is divided into four
districts, namely, the Edinburgh suburban, the Lasswade, the Calder,
and the Galawater districts, each having its board of road trustees,
under whose care the roads in the respective districts are maintained
and who control the expenditure required upon them.
188
HIGHWAYS OF COMMERCE.
In the county, there have been two methods used in making and
maintaining its roads or highways, viz, those of Telford and of Macadam.
Briefly stated, the Telford system consisted of a bottoming of large
wedge shaped stones set on end, sharp edges uppermost, with a cover-
ing of broken "metal" (stones) on the top. That of Macadam consists
of a bed of metal broken to a uniform size from top to bottom. The latter
system has been adopted throughout the county of Edinburgh for many
years past, and on account of its giving a smoother surface to the road
is considered preferable to the Telford system. It is preferred also as
avoiding the risk of the large bottoming stones used in the Telford
system working up to the top, which, it is said, happens in nearly all
roads having pitched or paved foundations. The first cost of macadam-
izing a road is usually from 60 cents to 70 cents per superficial square
yard.
The main lines of roadway throughout the county of Edinburgh are
from 25 to 30 feet wide from fence to fence, the greater width being
required for roads of much traffic or near the city; and under the
roads and bridges act of the year 1878 it is ordained that no erection
shall be built more than 7 feet high within 25 feet of the center of the
roadway. The old parish roads in the county, however, are often not
more than 15 feet wide, but these are frequently being made wider
where greater traffic or other circumstances require the improvement.
The roadways are maintained with whinstone procured in the neigh-
borhood, broken to a uniform size of 21 inches, and applied according
to the amount of traffic.
HIGHWAYS IN IRELAND.
The materials employed for the construction and maintenance of roads
in this country are broken stones and gravel-chiefly depending upon
whether the roads are in a stone or gravel district. For roads subject
to heavy traffic, broken stone metaling is essential, laid on a pave-
ment of stones set on edge closely together, the top interstices being
filled with "spawls," so as to provide a firm foundation for the metal-
ing. Round stones, such as are found in coarse gravel, should not be
used, as they invariably yield to lateral pressure; therefore bottoming
should be done with quarry stones or natural bowlders broken to a suit-
able size, so that the natural rounded surfaces are not in contact with
the pavement. The strength of the road crust must be determined by
the engineer according to the nature and amount of the traffic to be
provided for.
The steam roller for the consolidation of the metaling of newly-coated
roads is a recent economic improvement. The road metaling is consoli-
dated at once, a smooth, firm surface is provided, and the broken stones
are pressed in their original angular condition.
HIGHWAYS OF COMMERCE.
189..
BRITISH OCEAN LINES.
The Department having failed to receive any reports from Liverpool,
London, or Southampton, the following information concerning ocean
lines sailing from those ports is taken from the London Shipping
Gazette and Lloyd's List, and the Glasgow Herald:
LIVERPOOL.
American Line.-United States mail steamers; Liverpool to Phila-
delphia, weekly. See this line under Southampton for further partic-
ulars.
Bibby Line.—For Rangoon and Colombo, via Marseilles. Takes
goods at through freight for Indian coast ports, transshipments at
Colombo, and for Burmese ports, transshipments at Rangoon. First-
class vessels and accommodations. Head office (Bibby Bros.), 26
Chapel street, Liverpool.
White Star Line.-For New York, San Francisco, and Australia. The
steamships of this line are represented as first class both for passengers
and freight. Ismay, Imbrie & Co., agents, 10 Water street, Liverpool.
Atlas Line.-For West Indies, Colombia, and Costa Rica. The mail
steamers of this line also sail from New York to Colombia and Costa
Rica weekly, and from New York to Haiti fortnightly. Leech, Harrison,
& Forwood, agents, Liverpool.
McIvor & Nelson Line.-For Montevideo, Buenos Ayres, and Rosario
For freight or passage apply to David McIvor & Co., Liverpool.
Booth Line. The steamers of this line sail from Liverpool to Para,
Manaos, Maranham, and Ceara. For freight and passage apply to Alfred
Booth & Co., 14 Castle street, Liverpool.
Macandrew Line.-To Spain from Liverpool, London, and Glasgow.
Regular line of screw steamers to all ports in Spain. For freight and
passage, apply to the agents, Robert Macandrew & Co., Suffolk House,
Laurence Pountney Hill, London, E. C.; Macandrew & Co., 5 Chapel
street, Liverpool; or to J. & A. Roxburgh, 3 Royal Exchange Square,
Glasgow.
Swedish Line.—Liverpool to Gothenburg. Regular line of Swedish
steamers, taking goods at through rates to Halmstad, Helsingborg,
Landskrona, Malmo, Ystad, Carlshamn, Carlskrona, Calmar, Norrkop
ing, and Stockholm. For freight or passage, apply to Messrs. Tegner,
Price & Co., 107 Fenchurch street, London, E. C., or to Bahr, Behrend &
Ross, Old Castle Buildings, Preeson's row, Liverpool, and at 75 Pic-
cadilly, Manchester.
McIlwraith, McEacharn & Co., Limited.-To Australasia, Africa,
and America; Adelaide, Sydney, Melbourne, Newcastle, Wellington,
Dunedin, Wellington, Auckland, and Lyttleton; Mauritius; Victoria,
Vancouver City, and Seattle. For freight or passage, apply to Gracie,
Beazley & Co., 25 Water street, Liverpool.
190
HIGHWAYS OF COMMERCE.
Houlder Bros. Line.-For Australia: Adelaide, Melbourne, and Syd-
ney. Houlder Bros., 14 Water street, Liverpool.
Cunard Line.-Royal mail steamers from Liverpool to New York and
Boston. Accommodation for first and second class passengers. Steer-
age passengers to all parts of America and Canada; those by Boston
steamers booked to New York without extra charge. Regular line of
cargo steamers from Liverpool to Mediterranean ports. For freight,
etc., apply to the Cunard Steamship Company, Limited, 30 Jamaica
street, Glasgow.
Pacific Line.-Royal mail steamers, Liverpool to Pernambuco, Bahia,
Rio Janeiro, Montevideo (Buenos Ayres and Rosario), Valparaiso, and
all ports on the west coast of South America, calling at La Pallice
(La Rochelle), Corunna, Vigo, Leixoes (Oporto), and Lisbon. Accom-
modation for passengers. Extra service of fast cargo steamers to
Chilean and Peruvian ports without transshipment. Apply to the
Pacific Steam Navigation Company, Liverpool, or to James Dunn &
Sons, 107 St. Vincent street, Glasgow.
Anchor Line.-From Liverpool to Bombay, Kurrachee (cargo for Kur-
rachee transshipped at Bombay), and Calcutta direct. Henderson Bros.,
47 Union street, Glasgow.
Johnson Line.-Liverpool to Baltimore. Fréight boats.
Leyland Line.—Liverpool to Boston. Freight service. Average time
of passage, ten days.
Mississippi and Dominion Steamship Company.—Liverpool to Portland
Fortnightly service. Steamships and their gross tonnage: Vancouver,
5,231; Labrador, 4,737; Oregon, 3,672; Sarnia, 3,691; Toronto, 3,316;
Dominion, 3,176; Ontario, 3,175.
Chesapeake and Ohio Steamship Company.-Liverpool and London to
Newport News. Freight service. Time of passage, twelve to fourteen
days.
West India and Pacific Steamship Company.-From Liverpool to New
Orleans. Five times a month during winter months, and three times a
month during summer months. Passenger and freight service.
LONDON.
Orient Line.-Australia, New Zealand, and Tasmania. Fornightly
mail service from London (Plymouth one day later, Naples nine days
later), for Albany, Adelaide, Melbourne, and Sydney, with Her Majesty's
mails, calling at Colombo, and taking passengers for all ports in Aus-
tralasia. Passengers leaving seven days after steamers leave London,
and traveling overland, can overtake the steamer at Naples. Loading
berth, Tilbury docks. Managers, F. Green & Co., and Anderson, Auder-
son & Co. Head offices, Fenchurch avenue, London. For passage,
apply to the latter firm at 5 Fenchurch avenue, E. C., or to the branch
office, 16 Cockspur street, Charing Cross, S. W.
Mellwraith, McEacharn & Co., Limited.-To Australia. (For partic
ulars, see same company under Liverpool.) McIlwraith, McEacharn
& Co., Limited, 3 and 4 Lime Street Square, London, E. C.
HIGHWAYS OF COMMERCE.
191
Peninsular and Oriental Steam Navigation Company.-London to
Bombay and Kurrachee; Calcutta and Ceylon; Adelaide, Melbourne,
and Sydney, connecting with China, Straits Settlements, and Japan.
This line carries the British mails. For passage and freight, apply at
122 Leadenhall street, and 25 Cockspur street, London, S. W. Freight
brokers, Escombe Bros., Liverpool, Manchester, Southampton, Glasgow,
and London. Parcels 4d. per pound.
Bibby Line.-London and Liverpool to Rangoon and Colombo, via
Marseilles. Taking goods at through rates for Indian coast ports,
transshipment at Colombo, and for Burmese ports, with transship-
ment at Rangoon. Fast mail steamers, built by Harland & Wolff,
of Belfast. For freight or passage, apply to Simpson, Howden & Co., 1
Princess street, Manchester; William Jeffrey & Co., 7 Royal Bank
place, Glasgow; C. Howard & Sons, 45 Leadenhall street; Alexander
Howden & Co., 138 Leadenhall street, London, E. C.; or to the owners,
Bibby Bros. & Co., 26 Chapel street, Liverpool.
New Zealand Shipping Company.-For New Zealand, Australia, Cape
Town, and Teneriffe. Royal mail steamers. Monthly sailings from
London, Plymouth two days later. Apply to Gray, Dawes & Co., 4
Pall Mall East, S. W., or to J. B. Westray & Co., 138 Leadenhall
street, E. C.
Castle Line.-Cape and Natal mails. Weekly service for the gold
fields of South Africa. The Castle Company's steamers leave London
(East India dock basin) every Friday, and sail from Southampton every
Saturday, calling at Madeira, Canaries, Madagascar, and Mauritius.
Return tickets to all ports. Free tickets by Castle express from Water-
loo to Southampton. Apply to Donald Currie & Co., 3 Fenchurch street,
London, E. C., and 40 St. Enoch Square, Glasgow.
Aberdeen Line.-London to Australia, via Cape of Good Hope, in
forty-two days. These full-powered steamers sail for Melbourne and
Sydney, taking passengers for all Australian and New Zealand ports.
Fares, saloon, from £50 ($243.30); cheap third-class fares. Apply to the
owners, George Thompson & Co., 24 Leadenhall street, London, E. C.
New Zealand Shipping Company.-Teneriffe, Cape Town, Tasmania,
Australia, via Hobart, and New Zealand. Monthly service. Apply
to J. B. Westray & Co., 138 Leadenhall street, London, E. C.; in Glas-
gow to M. Buchanan, 75 Buchanan street; D. S. Mitchell, 178 Broomie-
law; G. Smith, 21 Hope street, and to Turnbull, Martin & Co., 8 Gor-
don street; or in Greenock, to A. Picken & Co., Arcade.
Peninsular and Oriental Company.-Carrying mails to India, China,
Australia. For Bombay and Kurrachee, from London and Brindisi
every week. For Calcutta and Ceylon semimonthly. For China, Straits,
and Japan, from London every fortnight and from Brindisi every alter-
nate Sunday evening. For Australia, New Zealand, and Tasmania,
carrying Her Majesty's mails, leave London for Sydney, Melbourne,
Adelaide, and Albany direct, calling at Brindisi, every fortnight;
cheap single and return tickets; first and second saloon passengers
192
HIGHWAYS OF COMMERCE.
only carried; fares, £35 to £70 ($170.31 to $340.62). For Mediterranean
and Egypt, from London to Gibraltar, Malta, Port Said, and Ismailia
weekly; from Brindisi to Port Said and Ismailia weekly. The Peninsular
and Oriental Company issue return tickets at low rates to India, Ceylon,
China, Australia, Tasmania, New Zealand, Gibraltar, Malta, Brindisi,
and Egypt, and round-the-world tickets at reduced rates. For freight
or passage, apply at the company's offices, 122 Leadenhall street, Lon-
don, E. C., or to Escombe Bros. & Co., 51 St. Vincent street, Glasgow;
or for passage only to T. Cook & Son, 83 Buchanan street, Glasgow,
or T. O. Hunter & Co., 13 Hamilton street, Greenock.
Macandrew Line.-For Spain. (For particulars, see this line under
Liverpool.)
The Anglo-Australasian Steam Navigation Company, Limited.-The
steamers of this line leave for Adelaide, Melbourne, and Sydney, from
the Victoria docks. For freight or passage, apply to the managers,
William Milburn & Co., Queen street, Newcastle on Tyne, and 2, 3
and 4 Billiter avenue, London, E. C.
Aberdeen Line.-Loudon to Australia, via Cape of Good Hope, in
forty-two days. These steamers sail for Melbourne and Sydney, taking
passengers for Teneriffe and Cape Town and for all Australian and
New Zealand ports. For fares and full particulars, apply to the owners,
George Thompson & Co., 24 Leadenhall street, E. C., or to the West
End agents, Sewell & Crowther, 18 Cockspur street, Charing Cross.
Shaw, Savill & Albion Company.-For New Zealand, Tasmania,
Australia, calling at Teneriffe and Cape Town outward and Rio and
Teneriffe homeward. Shaw, Savill, and Albion Company, Limited,
dispatch their royal mail steamers from London (Royal Albert dock)
every four weeks, leaving Plymouth two days later. Passengers con-
veyed to Teneriffe and the Cape. Cheap rates, single and return.
Round-the-world tours. Apply to Shaw, Savill and Albion Company,
Limited, 34 Leadenhall street, E. C.; or 51 Pall Mall, S. W. Conti-
nental freight agent, August Blumenthal, Hamburg, Antwerp, and
Rotterdam.
Houlder Bro.'s Line.—Australia, River Plate, etc. Houlder Bros. &
Co.'s regular line of steamers for Adelaide, Melbourne, and Sydney;
Montevideo, Buenos Ayres, and Rosario, calling at Las Palmas; Cape
Town, Algoa Bay, Natal, Mauritius, etc. Houlder Bros. & Co., 146
Leadenhall street, London, and at 372 Cuyo, Buenos Ayres.
National Line.-To New York, weekly. Special accommodations for
conveyance of horses and live stock. The National Steamship Com-
pany, Limited, offices, 44 and 45 Leadenhall street, E. C.
(The report of the United States Commissioner of Navigation for
1894 says of the National Line: This is the pioneer line in carrying
across the Atlantic meat in refrigerators and live stock.)
Red Cross Line.-London to Moscow, via St. Petersburg, in con-
junction with the Grand Russian Railway Company. Departures every
few days by the steamers of the Red Cross Line.. Loading berth Milk
HIGHWAYS OF COMMERCE.
193
wall docks. Apply in St. Petersburg to Alfred Henley & Co.; in
Moscow to Prollius & Wirckau; in London to C. M. Norwood & Co., 21
Billiter street, or to J. D. Hewett & Co., 101 Leadenhall street.
Wilson-Hill Line.-Service, chiefly freight, from London to New York,
about every week, according to the conditions of trade.
Atlantic Transport Line.-Weekly passenger transport service, Lon-
don to New York, Baltimore, and Philadelphia.
Furness Line.-London to St. John, New Brunswick, touching at
Halifax. Four steamers of 1,400 tons each, fitted for freight and pas-
sengers; are well equipped and in good condition. (Report of Ameri-
can consul at St. John, New Brunswick.)
SOUTHAMPTON.
American Line.-United States mail steamers, Southampton to New
York direct every Saturday. Liverpool, Philadelphia service, every
Wednesday. Apply to Richardson, Spence & Co., Southampton or
Liverpool; or A. Malcolm, 40 St. Enoch Square; Thomas Cook & Son,
83 Buchanan street, and M. Buchanan, 75 Buchanan street, Glasgow.
North German Lloyd Line.-The steamers of this line leave Southamp-
ton for New York direct on Wednesdays. Average passage, seven and
a half days. Special train from Waterloo station on morning of sailing.
Reduced cabin rates through from London.
Mail service from Southampton, taking passengers for Egypt, Aden,
Colombo, Adelaide, Melbourne, Sydney, Tasmania, and New Zealand.
These steamers offer accommodation to first and second clsas passen-
gers; also third-class fares, outward and homeward.
Apply to Keller, Wallis & Co., 32 Cockspur street, Charing Cross; 65,
66, and 67 Gracechurch street, London; and at Manchester and
Southampton (telegrams, Tuetonic, London); or Phillipps & Graves,
Botolph House, Eastcheap, E. C.
Royal Mail Steam Packet Company.-To Brazil and River Plate, West
Indies, California, and British Columbia, from Southampton, as under:
On every alternate Friday to Vigo, Lisbon, Pernambuco, Bahia, Rio de
Janeiro, Montevideo, and Buenos Ayres; also, every fourth Friday to
St. Vincent and Maceio. On every alternate Wednesday for the West
Indies, Pacific, California, British Columbia, etc. A steamer also leaves
London every four weeks for Barbados, Trinidad, Grenada, St. Lucia,
Jamaica, Savanilla, Carthagena, Colon, Limon, and Greytown. Full
particulars can be had on application at the company's offices, South-
ampton; Alexander A. Laird & Co., 52 Robertson street, Glasgow; or
to J. M. Lloyd, secretary, Royal Mail Steam Packet Company, 18 Moor-
gate street, London, or 29 Cockspur street, S. W.
Union Line.-Mail steamers to gold fields of South Africa, Natal and
East Africa, Madeira and Teneriffe. Departures from Southampton
every Saturday. Union Line express from Waterloo every Saturday.
Free railway tickets from London to Southampton. Goods collected
daily in Glasgow by Clyde Shipping Company for transshipment at
533A -13
194
HIGHWAYS OF COMMERCE.
Southampton. Apply to Union Steamship Company, Limited, South-
ampton, and South African House, 94 to 96 Bishopsgate street, Within,
London, E. C.; or to F. W. Allan & Co., 125 Buchanan street, Glasgow.
For ocean lines of Scotland and Ireland see reports from Glasgow and
Belfast.
WALES.
WELSH COAL FIELDS.
The extensive development of the vast mineral wealth of the South
Wales coal district, whose numerous little valleys have, for the most
part, been robbed of their Arcadian simplicity and transformed into
veritable beehives of industry, is responsible for the creation of most of
its highways of commerce; therefore, introductory references to the
From Milford
SOUTH
O UTH
CARMARTHEN
TO MANCHESTER
& THE NORTH.
WALES
TO LIVERPOOL
& THE NORTY.
HEREFORDS
GLOUCESTER
TO BIRMINGHAM
& THE NORTH
|60|
TENBY
BRISTOL
UNDY
ILTRACOMBE
10
15
GREAT
SWANSEA
MERTHYR
DOWLAIS
MONMOUTH
RECENIAL
TREDEGARA ESKENAVON
PONTYPOOL
ABERDARE VALLEY
RHONDDA VALLEY,
STEAM COAL
WESTERN
(RAILWAY, MAIN LINE TO LONDON
FIELD
CARDIFF
CHANNEL
NORTH DEVON
30
45
FLAT & STEEP HOLMES
60
Newport
RIVER SEVERN
75
ONMOUTH
BRISTOL
BATH
TO LONDON
TO LONDON
RAILWAYS HAVING COMMUNICATION
WITH THE BUTE DOCKS.
LONDON & NORTH WESTERN,
GREAT WESTERN.
MIDLAND.
TAFT VALE.
RHYMNEY.
BRECON & MERTHYR.
PONTYPRIDD, CAERPHILLY & NEWPORT
BARRY RY.
90
105
15
120
Map showing the relation of Cardiff to the Welsh coal field, its railway communication with the mid-
lands and its maritime position.
natural features of the most important part of the principality of Wales
are essential to a due appreciation thereof; and this will doubtless be
enhanced by the outline map showing its maritime position. That
development, during a comparatively recent period, has, in spite of
universal depression of trade, been of quite a phenomenal character, as
may be seen from the fact that, since the year 1875, the tonnage of
vessels cleared at the port of Cardiff, the metropolis of South Wales,
has actually trebled, and placed the port a good third in the United
Kingdom for shipping cleared, and the first port in, probably, the
entire world for the shipment of coal. The tonnage of vessels cleared
in 1893 was no less than 7,123,602, the coal exports being 10,000,000
tous; and so great is the demand for Welsh steam coal that, in all
probability, the figures will increase for many years to come. Huge
docks are about to be added to those already in existence with a view
HIGHWAYS OF COMMERCE.
195
to meet the enlarged demand from foreign countries, while local rail-
way facilities are being improved on every hand.
A glance at the map of the coal field will disclose the fact that its
nearness to the Bristol Channel admits of the coal being speedily
shipped ready for transport across the sea, and that the railway com-
munication with London, Liverpool, and the other populous centers of
the country by means of the three principal trunk lines of the Kingdom,
viz, the Great Western, the London and Northwestern, and the Mid-
land systems, respectively, indicate an enormous railway traffic. Coal,
steel, and tin are widely distributed in this way, Liverpool, for instance,
shipping a large quantity of Welsh coal for export and bunker purposes,
to say nothing of steel rails and tin plates. Hence, from a commercial
point of view, the industries of South Wales are of peculiar interest,
and no report on the highways of commerce pertaining to this district
would be complete without special attention being called to the coun-
try's characteristics.
The area of the South Wales coal field is 906 square miles, and it
resembles in shape a pear, the basin of one coal field (which, by the
way, is claimed to be the most perfect in the world) having its center
near a town called Pont-y-Pridd, a dozen miles from Cardiff. Along
the coast, beginning at Newport, the docks there and those at Cardiff
and Swansea, together with those of several smaller ports, are within
easy reach, and all engage more or less in the shipment of coal. The
import trade, on the other hand, is insignificant, because hitherto Welsh
capitalists have been kept so busy by their coal that they have not been
able to devote attention to imports; yet there is much said and written,
locally, about developing these at Cardiff in the near future.
The coal field is served by a number of competing lines, and every
year large sums of money are sunk in Parliamentary warfare on the
part of those who either promote or oppose new schemes of railway
extension, the jealousy of rival proprietary interests being brought to
bear against any and every scheme brought forward. So that South
Wales is an El Dorado to lawyers as well as mine operators.
OCEAN LINES.
Notwithstanding the large export trade of the South Wales ports,
Swansea stands alone in having an ocean line providing regular com-
munication with New York and Baltimore, for no other Welsh port has
any established ocean line. Speaking generally, the greater portion of
the vessels plying between Cardiff and elsewhere are ocean tramps,
dependent upon the agents of their owners for chartering, because from
no part of the world can return cargoes be obtained in sufficient quantities
to allow of regular communication. Exceptions in one or two respects to
the general rule are to be found, as in the case, for instance, of the iron-
ore trade with Spain. The era of Bessemer and Siemens steel making
abolished the use of native ore for the manufacture of iron, so within
the past twenty years a considerable trade has sprung up between Car-
diff and certain Spanish ports, notably Bilbao, and vessels arriving
196
HIGHWAYS OF COMMERCE.
with ore take out, as a rule, coal for one or other of the French ports
on their way back to Spain, or, on the other hand, boats are chartered
in France to run to Spain for a cargo of ore to be brought here. Fre-
quent communication with Mediterranean ports takes place in the case
of many vessels, for the simple reason that the mine operator, shipper,
and shipowner are represented in the same corporation, and oftentimes
these "coalers" run to the same point; but speaking generally, nothing
is so regular as the irregularity of the trips run.
I may here add that what bids fair to become an important enterprise
is being initiated by a local firm, who intend putting on a fleet of ten
steamboats to ply between Odessa and Rotterdam with grain, and thence
to Cardiff with general cargoes; and it is hoped that the Midlands will
be extensively tapped for the outward-bound voyages from Cardiff.
The establishment of a line of steamers about twenty years ago
between Cardiff and New York was not successful; but in the mean-
time Cardiff has more than doubled itself, aud facilities for sending
American produce inland have been immensely improved, and it is
claimed that rates quoted by the railway companies having local con-
nections are such as to enable an importation of American produce to
be carried on with profit. When a similar enterprise is again started,
as I have no doubt will be the case sooner or later, the efforts to estab-
lish a trade will be more vigorous, and will consequently command
better results.
A company is being formed to promote a new Anglo-Canadian serv-
ice, as it is called, and a Mr. James Huddard, the managing director of
that company, has been instituting inquiries respecting facilities for a
new and direct route to Canada; also to Australia, India, Japan, etc.
He has visited Milford Haven already, and has selected it as one of the
ports on the English side from which the final choice of a point of
departure will be made. It appears that Mr. Huddard, Mr. Colman,
C. M. G., secretary for Canada in England, and all forming the party
of inspection, were favorably impressed with the advantages of that
port. A deputation from Cardiff afterwards saw Mr. Huddard and
pointed out to him the immense saving in the matter of the bunker coal
available at Cardiff, which port was also shown to be excellently situated
as a distributing center for the populous South Wales mineral district,
and in having means of ready communication with the Midlands and
London. Cardiff is already within three and three-quarters hours of
London, and for the purposes of a large transatlantic passenger traffic,
the time might be reduced to three and one-half hours. A deep sea-
water entrance would necessarily have to be made should Cardiff be
chosen; but as the Bute interests are anxious to have the new ships
enter their docks here the work would certainly be accomplished within
the period of eighteen months which will be occupied in building the
ships.
The coastwise traffic is not very considerable, and is somewhat irreg
ular; daily trips, however, are run to Bristol for both passengers and
HIGHWAYS OF COMMERCE.
197
freight, and a number of pleasure boats make frequent runs in the
channel. The most ambitious scheme affecting Cardiff is the formation
of a harbor trust, which has been in contemplation for several years
past. A committee, appointed by the city to specially investigate the
subject, presented an exhaustive report early this year in favor of the
project. The committee are now asking for authority to engage experts
to examine the books of the various companies to be dealt with, and to
report upon the earnings, etc., the desire of the city corporation being
to acquire not only the dock and the adjacent properties, but also to
possess themselves of a large area of vacant land in the vicinity which
would become very valuable as sites of factories and houses in close
proximity to the docks. The great object in view is the floating of the
natural harbor, and no place better suited for a great port can be found
on this coast line; for, besides the water, there are here good shelter
and the cheapest fuel. One consideration, and that by no means the
least important, is that if the harbor were floated Cardiff would become
a competitor for the Atlantic traffic, its geographical position being
better than that of Liverpool or Southampton, and its proximity to the
coal field giving it a great advantage over Milford Haven.
RAILWAYS.
The coast line is skirted by the Great Western Railway, the largest in
the country, so far as mileage is concerned, and it has, consequently,
the lion's share of the general traffic, because of being in communication
with all of the ports of the Bristol Channel, besides affording the most
direct route to London. The Great Western has thus practically a
monopoly in dealing with the traffic between the ports and London, and
absolutely so in respect of passengers, it being generally accepted as a
fact that the returns from the Cardiff depot are larger than from any
other station on the system, with the exception of Paddington (London).
The distance between Cardiff and London, via the Severn Tunnel is 1563
miles; and via Gloucester, 170 miles, the greater portion of the freight,
as well as much of the passenger traffic, being carried along the latter
route. The line touches the South Wales district at Newport, 12 miles
nearer London than is Cardiff, and the South Wales branch proceeds
by way of the other ports to Milford Haven, its terminus, which is a
distance of 271 miles from London by the nearer route.
At Newport, a branch runs to Pontypool Junction, 8 miles distant,
and here subsidiary branches run in various districts to the western
valleys of the coal fields; junctions being formed also with lines in the
eastern valleys, the heads of which are generally at a distance of about
20 miles from Newport or Cardiff.
The Great Western does not differ from any of the other railways in
being beyond praise, so far as the condition of the tracks is concerned,
for it must be conceded that the greatest care appears to be taken for
the safety of life and limb, with the result that the number of fatalities
on the railways is comparatively small. The lines are invariably fenced
in and have scarcely any grade-level crossings, the board of trade regu-
198
HIGHWAYS OF COMMERCE.
lations making it incumbent to avoid such wherever possible. Depots
are, in all cases, inclosed, and even the smaller places have two plat-
forms, the larger depots having more than that number. At Cardiff,
there are three depots, and owing to the large volume of traffic the
Great Western station is about being enlarged at a cost of £150,000
($729,900). The tracks are all 56 inches gauge, with an intervening
space of 6 feet, and they are well ballasted with cinder (obtained from
the steel works in the district) or limestone to a depth of about 18
inches. The rails used on the Great Western system are of a heavy
section (double-head), weighing 94 pounds per yard, each rail being 32
feet in length, while the London and Northwestern Railway's rails are
30 feet in length, and are of a "bull-head" section, weighing 96 pounds
per yard. (These figures do not apply to the bridge rails, which are
considerably heavier.)
The double-head rail finds most favor among the railways generally
because the "bull-head" will not allow of its being turned upside down
when the upper crown has been worn thin. The bridge rail, I may
add, is a hollowed enlargement of the T-head rail (which latter is rarely
used here), the bridge rail having thus a different section to allow of its
being laid on longitudinal sleepers. The sleepers are invariably creo-
soted, and ordinarily are placed about 3 feet from center to center, each
having fixed upon its surface at both ends a "chair" fastened thereto
by spikes and wood screws. The rail passes through the chair and
bears against the inside end of the open seat, an oaken key slightly
tapered being used as a wedge and driven home by a hand hammer on
the outer side. Every morning, at 6 o'clock in the summer and an hour
later in the winter, the gauger walks his "length," viz, the section of
the line under his control, to see that the wedge keys are tight, and
that his section is in perfect condition generally. At depots and junc-
tions he has also the care of the switch points.
On all tracks along which passengers or through freights are con-
veyed, the points are attached to signal cabins, and are connected with
an interlocking system which must be approved by the inspector
appointed by the board of trade before any line can be opened for
traffic. Not only have the facing points to be interlocked with the sig-
nals, but each pair of points has a crossbar connection with two nearly
center holes, into one of which a plunger, measuring a couple of inches
in diameter, enters, and thus insures the closing of the corresponding
tongue before the lever attached to the semaphore signal can be moved
and the signal thus pulled off; nor can the switch be turned between
the wheels of engines or cars, even should the pointsman or signalman
err in putting the signal on and attempt to pull the plunger by mistake,
there being attached to it a flat bar arrangement, over which the flange
of one or other of the wheels is passing until the last has cleared. The
interlocking system in vogue on the Great Western Railway is known
as Saxby & Farmer's patent, the firm bearing that name being respon-
sible by contract for the fitting of same; another well-known firmn of
HIGHWAYS OF COMMERCE.
199
manufacturers of railway-interlocking apparatus being Holland & Mac-
kenzie. The London and Northwestern Railway Company have a sys-
tem of their own patented, as are their locomotives, by Mr. Webb, their
chief engineer.
The track of all railways is doubled, with the exception of some of
the short and subsidiary lines, on which the tablet system is in vogue
in place of the old plan of "staff and ticket." Formerly a train pro-
ceeding on a single line would be authorized to do so by either the staff
or a ticket obtained by the pointsman or signalman from a box which
could be unlocked only by the staff; and when the latter was out no
train could proceed in the direction controlled by the staff until its
return. Apart from the serious delays often occasioned by the staff
being at the wrong end of the section, the man could take out a ticket
whenever he pleased; hence the tablet system is made compulsory,
because he can not, of his own accord, release a tablet from the locker
apparatus in which it is kept until the man in advance empowers him
to do so by giving "line clear" on the electrical indicator and pressing
a knob which allows of a tablet being abstracted. The line is then
"blocked," and "line clear" can not be repeated until the tablet has
reached its destination and been placed in position, so that a collision
is rendered impossible.
The Great Western through freight trains are frequent, but only one
through train of passenger cars is run to London via the Severn tunnel,
and seven via Gloucester during the day. This service is said to be
inadequate, and several public meetings have been held in certain towns
affected in favor of a proposed new line which, it is claimed, would
bring London 30 or 40 miles nearer and destroy the monopoly which
now exists. Passenger cars usually have five compartments, each of
which has two seats accommodating ten persons, and although there
has been marked improvement within recent years, the comfort of
traveling is much less than is afforded by the cars in the United States.
Most of the trains are devoid of lavatories (for the use of which con-
veniences at the stations 2 cents is charged) the exceptions being the
through Scotch, Irish, and London express trains, whereon great
improvements have recently been effected, including the introduction
of the Pullman sleeper.
Passenger rates.-The passenger rates are uniform according to mile-
age except where competitive traffic obtains; as, for instance, in travel-
ing from Cardiff to London, the fare is the same on the London and
Northwestern Railway as on the Great Western Railway, although the
former route is one-third longer; and the same rule holds good respect-
ing freights. The first-class passenger fares are 44 cents per mile; sec-
ond class, 34 cents, and third class, 2 cents by act of Parliament for at
least one train daily. Thus the fare is termed the parliamentary one, the
difference imposed by the other trains being a few pence more on each
ticket. The latest intelligence is to the effect that the third-class fare
is to be abolished on the Great Western Railway, so that only parlia-
200
HIGHWAYS OF COMMERCE.
mentary fares will be charged, and doubtless other systems will follow
suit.
Freight rates. The freights are arranged in classes, a revisiou of
the maximum charges having recently been made by the board of trade,
the authority charged with the enforcement of the stringent railway
and canal laws. Freights are carried in variously designed cars,
denominated "wagons" and "trucks," of a capacity of from 8 to 10
tons and having four wheels only, the cars used for the conveyance of
coal being almost invariably owned by either the operators or the ship-
pers, the same remark applying to iron and steel manufactures. The
tariff rate on coal from the mines to the Cardiff docks is 0.875 of a
penny, equal to 13 cents per ton, and the average haul of same is 20
miles. All rates are charged per ton, and parcels under 500 pounds in
weight are proportionately dearer. The general goods rates from Car-
diff to London-distance, 156 miles-range from 28 shillings per ton
(equal to $6.80) for heavy goods to between 33 and 49 shillings ($7.02
and $11.92) for light goods. These charges include collection and
delivery, and a special rate for car loads between station and station is
fixed at 14s. 10d. ($3.60), together with a further special rate of 13s. 4d.
($3.24) for the conveyance of timber in not less than 4-ton lots. The
distance from Cardiff to Bristol is no more than 40 miles, and an
enormous proportion of the produce imported into the ancient city of
Bristol is distributed over South Wales. The rates to Cardiff are but
very little below those to almost any point in the district, and vary from
$2.12 to $4.05, car-load freightage being $1.05. These figures are
favorable compared to those charged on similar goods from Liverpool,
whence a good deal comes under charges ranging from $5.49 to $11.50,
with a special rate of $4.78, the distance to Liverpool being 155 miles,
which is practically the same as to London. Strange to relate, while
the passenger fares to Manchester are a little lower than to Liverpool
the goods rates are of an average of $2 per ton higher than to the latter
place, and doubtless that difference will be maintained as long as the
railway companies can do so, in order to foster the Liverpool import
trade as opposed to that of the Manchester ship canal.
Speed of trains.—The speed attained is not usually high, for the sim-
ple reason that the depots are very close together, the average distance
between them being no more than 3 or 4 miles. In many instances the
distance is so short that, prior to the introduction of the continuous
brake, the speed must necessarily have been slow in such places; and
even now that this is fitted to every passenger train, according to the
regulations laid down by the board of trade, the average time made ou
local railways is scarcely 25 miles per hour, although the engines used
are capable of traveling at a high speed. On most of the leading lines,
the Westinghouse brake is used, and in the case of through trains, which
do not stop at the smaller stations, the distance covered averages about
35 miles an hour.
HIGHWAYS OF COMMERCE.
201
Character of service.—I find that the service is for the most part
excellent, as passenger trains run to the various local points every
hour or two, and to the most important parts of the Kingdom several
times during the day. On Sundays the trains are fewer, as are also
the through connections, the London and Northwestern line being
almost alone in its refusal to run trains on the first day of the week.
The Taff Vale Railway track is quadrupled for the most part, and as
a large volume of coal is daily brought to Cardiff, the line is esteemed
the busiest in the Kingdom, and is, moreover, the oldest in the princi-
pality. Its farthest point is 24 miles from Cardiff, at a place named
Merthyr Tydvil, where, in February, 1804, Trevethick's first locomo-
tive ran on rails and won a heavy wager, in spite of the bricked
chimney being knocked down by the first bridge reached. The Taff
Vale Railway was not fully opened until 1841, although the act of
Parliament was obtained in 1836 upon a report drawn up by Brunel,
the great engineer. This railway, in common with the Rhymney Rail-
way, the Brecon and Merthyr, and the Rhondda and Swansea Bay
lines, all serve as auxiliaries to the Great Western Railway, the London
and Northwestern Railway, and the Midland system of inland traffic.
Grades and bridges.-As a consequence of the hilly nature of the dis-
trict, steep gradients are frequently met with, one on the London and
Northwestern Railway being 1 in 36; and up this line a considerable
mineral as well as passenger traffic is conveyed. At the tops of the
valleys, at, say, 20 miles from Cardiff, an altitude of nearly 2,000 feet
above the sea level is reached, an average grade of 75 feet to the mile
for a distance of over 20 miles being common.
Of bridges, the Crumlin iron girder bridge, near Newport, is the finest
structure of its kind in the United Kingdom. It has ten spans of 150
feet each, making a total length of 1,500 feet, and its height is 204 feet,
the cost amounting to £200,000 ($973,200). The Maesycwmmer via-
duct has sixteen stone arches, is 876 feet long, and 169 feet in height;
and the Cefu-Coedycymmer viaduct has fifteen arches of 40 feet span,
and a total length of 725 feet, its altitude being 115 feet, and the cost
of erection £125,000 ($628,650).
Tunnels—A considerable number of railway tunnels have been neces-
sitated by the hilly character of the country, but these are completely
overshadowed in importance by the Severn tunnel, constructed for the
purpose of shortening the Great Western Railway route from South
Wales to Bristol and London. For nearly 4 miles it passes underneath
the Severn River, and so great were the obstacles arising from the
frequent flooding of the workings that more than thirteen years were
occupied, and an expense involved of nearly £2,000,000 ($9,732,000).
The tunnel is 4 miles in length, 25 feet wide, and 20 feet high. It has
a double track of bridge rails laid on longitudinal sleepers. In lining
the tunnel no less than 75,000,000 vitrified bricks were used. It is
pierced from 50 to 100 feet below the bed of the river, and beneath it
runs a 9-foot driftway, and below that again is a 5-foot circular drain.
3
202
HIGHWAYS OF COMMERCE.
During the construction the workings were flooded four times, twice by
land springs which poured in at the rate of 27,000 gallons per minute.
Corporate management.-All the railways are in the hands of private
corporations subject to the limited liability act, and therefore termed
limited liability companies; and most of them are good paying concerns,
notably the Barry Dock and Railway, promoted by freighters who were
dissatisfied with the facilities provided by the docks owned in Cardiff
by the Marquis of Bute. In the days of its monopoly the Taff Vale
system paid dividends to its ordinary share holders of as much as 18 per
cent, but the Barry Company now lead with a 10 per cent dividend.
NAVIGABLE RIVERS AND CANAL LINES.
There are no navigable rivers in this district save the Severn, which
opens out into the Bristol Channel near Newport, and a great deal of
money has been expended, to some purpose, within recent years, in
deepening the river, the Cardiff City corporation and the Bute Docks
(Cardiff) Company, in conjunction with Worcester City and other towns,
having subscribed to the cost of improvement with a view to developing
the import trade with the Midlands. Hitherto the traffic has not been
considerable, but the gain which Cardiff expects to derive will accrue
for the most part from its character as an entrepôt or a place of
exchange of commodities from small to large bottoms and vice versa.
Already, vessels of a fairly good tonnage can steam or be towed to
within 30 miles of Birmingham, the metropolis of the Midlands. It is
intended to make a Birmingham ship canal, which involves the task
of making a practicable waterway between that city and Worcester in
connection with the Gloucester and Berkeley Canal to the Bristol
Channel by way of the Severn. The plans are based upon a 200-tou
coasting steamer or a 250-ton lighter, and as the upper portion, which
is 30 miles long, rises by a series of locks to 425 feet above the river
level, a hydraulic incline is proposed so that the boat will pass into a
carriage caisson or trough filled with water and closed at both ends by
gates or lifting sluices. The caisson is carried on a large truck, the
framework of which is deeper behind than in front so as to carry the
caisson in a horizontal position, and the truck rests on several wheels
running along a railroad, the motive power to be hydraulic. What
will become of this scheme is problematical, but anyway, it tends to
show how desirous freighters are for developing the import trade.
There are several canals in South Wales, but the only one worthy of
mention is the Glamorgan Canal, which runs alongside of the Taff Vale
line from Cardiff to Merthyr. The bill for the construction of the canal
was promoted in Parliament in 1784, the opening taking place ten years.
later. The canal, as well as the docks at Cardiff, is owned by the Mar-
quis of Bute.
HIGHWAYS.
A balloon view of this district would show a complete network of
railway lines and highways intersecting one another. Since the county
councils act came into force a few years ago, the highways, outside of
HIGHWAYS OF COMMERCE.
203
the urban districts, are all controlled by those bodies, and scarcely five
years have elapsed since the South Wales turnpike tolls were abol-
ished by act of Parliament. The "Rebecca riots," in 1841, in certain
parts of South Wales were caused by the extraordinary number of
turnpike gates which had been fixed there; and although a great reduc-
tion was effected as the result of so practical an outburst of indignation
half a century ago, tolls were exacted in South Wales for a long period
after their abolition in other parts of the Kingdom, each township hav-
ing at either end a tollgate similar to what prevailed in the time of Dick
Turpin.
Railways have stolen the through traffic of the highways, and, since
the stage coach has gone the way of all things, the only through trav-
eler on the roads is the cyclist or the tramp. Nevertheless, the high-
ways are more extensively used than ever in the populated districts as a
result of the more frequent communication between adjacent townships
and the rural districts caused by a spirited competition in both the
solicitation and delivery of orders of a domestic nature by retail trades-
people. Between the various places, there are generally to be found
several roads, but one of these is usually termed the highway, and
invariably it is maintained in better order than the others. One is
forcibly reminded of the old saying that "All roads lead to Rome," for
here the highways lead to or from Londou, and milestones are fixed
telling the number of miles, and occasionally quarter-milestones. In
numerous instances, the distance to London may be read, as was the
case in the days of Dick Whittington of old.
Some of the old Roman roads still remain practically as they were
made by the ancient invaders, and at Caerleon, near Newport, abun-
dant evidence is afforded of Roman occupation by the exposed ruins of
an old town. These roads, like the parish roads generally, are narrow,
compared with the recognized highways, which are about 20 feet in
width, and are invariably macadamized, some of the principal roads
having been made under the supervision of Macadam himself.
In conclusiou, I may state that the roads are, for the most part, sim-
ilar to the highways, with the exception that steam-roller crushing
engines are utilized for making the roads smooth in the cities, and,
although that desideratum is brought about, there is every reason for
loud complaint against the dust given off by the limestone used in their
composition if the water cart be not utilized regularly during dry
weather. The principal thoroughfares have horse-car lines laid on
granite blocks, and in other instances asphalt or wood is used. It is
interesting to note that the city corporation of Cardiff intend introduc-
ing a special wood paving into the town made of a species of eucalyptus,
to be imported from Australia at a cost of about 50 per cent dearer than
ordinary timbers.
CARDIFF, June 28, 1894.
ANTHONY HOWELLS,
Consul.
204
HIGHWAYS OF COMMERCE.
SCOTLAND.
OCEAN LINES.
There are three ocean lines running from Glasgow to the United
States, the Allan, Anchor, and Donaldson lines.
The first two carry passengers as well as freight. The latter does
not make the carriage of passengers a specialty, and takes but few,
and these not first class.
The Allan and Anchor lines average at least one ship per week each to
New York, and sometimes two, if business requires it, and these return
from New York to Glasgow, one of each line leaving New York each week.
ALLAN LINE.
Ports and vessels.
Tonnage.
Horse-
power.
Gross.
Net.
To New York:
Grecian
Norwegian
Peruvian.
State of Nebraska
State of California.
To Boston:
Hibernian
Nestorian
Pomeranian
Prussian
Sarmatian
Scandinavian.
To Philadelphia:
Assyrian.
Corean
Carthaginian
Siberian
3,612
2, 374
2,000
3, 523
2, 303
1,950
3,262
2, 031
2, 200
3, 986
2,577
3,250
4, 243
2,670
4, 600
2,997
1,873
1,900
2,725
1, 679
1,400
4, 257
2, 789
2,750
3, 029
1,940
2,000
3.920
2,485
2,400
3, 067
1, 967
2,000
3,970
2, 608
2,500
3.437
2,258
2,000
4, 214
2,755
2,600
3, 903
2,558 2, 600
Of these ships, running to Philadelphia, the Assyrian went by the
way of Liverpool, St. John, and Halifax, and the Corean via St. John
and Halifax.
All of the Allan Line steamships from Boston and Philadelphia, and
the Grecian, Norwegian, and Peruvian, from New York, brought more or
less of live cattle from the United States to Glasgow in 1893, and are
well fitted for that business, and well managed, as shown by a loss of
less than one-half of 1 per cent in the carrying of 1893.
The Allan Line sent a steamship to New York from Glasgow
every week in 1893, except the first week in October and last week in
November.
To New York:
Australia
Anchoria..
Bolivia..
Circassia.
...
City of Rome
Devonia.
Ethiopia
Furnessia
•
Scotia
ANCHOR LINE.
Ports and vessels.
Tonnage.
Gross.
Net.
Horse-
power.
3, 592
2, 321
1, 350
4, 167
2, 713
2,854
4, 157
2, 561
2, 914
4, 272
2,769
2,717
8, 144
3.452
11, 153
4, 270
2,771
1, 403
4, 004
2,604
2,846
5,495
3,598
3,856
2,762
1, 788
1, 100
HIGHWAYS OF COMMERCE.
205
The Anchor Line sent ships from Glasgow to no other port in the
United States in 1893.
The Anchor Line missed the last two weeks in October and the third
in November. Had it not been for the depression in trade between the
United States and Glasgow in the latter part of the year there would
have been no omission in weekly sailings of these two great lines.
The City of Rome made only four trips for want of business.
These steamships all made return trips from New York to Glasgow,
so that there was every week a vessel of each of these lines leaving
New York and Glasgow, except as above stated.
The State of Nebraska and State of California, of the Allan Line, and
the City of Rome, Anchoria, Ethiopia, Circassia, and Furnessia, of the
Anchor Line, are first-class passenger boats.
To New York:
Indrani
To Philadelphia:
Nerito....
Nerano.
Prodano..
Tritonia..
To Portland, Me.:
Warwick..
Alcides
Amarynthia.
DONALDSON LINE.
Ports and vessels.
Tonnage.
Horse-
Gross.
Net.
power.
3,584
2, 337
1,800
2, 919
2,885
2,475
4, 272
}
1,
(a)
(a)
(a)
2, 200
2,526
ふ
​3, 344
3,932
1,500
2,100
2,100
a Not obtainable.
Of these, the Nerito, Nerano, Prodano, Alcides, and Amarynthia, were
also engaged in the live cattle trade from the United States while
carrying other freight.
The Indrani made but one trip from Glasgow to New York, Novem-
ber 9.
Passenger rates.-The distance to New York from Glasgow is 3,011
miles, and the passenger rates, first class, from New York to Glasgow
range from $40 to $60, according to style of berth or cabin, except in
June or July, when the rates are $5 higher; second cabin, $25 to $35;
steerage, $20 to $23.
All the vessels so far mentioned are built of iron or steel, are pro-
pelled by steam, and are safe and reliable boats.
The passenger ships are from nine to eleven days making a trip
across the ocean, except the City of Rome, which usually makes the
passage in seven days.
Tramp steamers.-Besides the vessels above mentioned, there were
what are called "tramps" sailing from Glasgow to the United States
in 1893, mostly in ballast, and returning with cargoes. From June 1
to December 31, 1893, three went to New York; three to Portland, Me.;
three to Savannah, Ga.; three to Newport News, Va.; two to Balti-
لي
206
HIGHWAYS OF COMMERCE.
more; and one each to Brunswick, Ga., Beaufort, S. C., Hampton
Roads, Va., Delaware Breakwater, Philadelphia, Mobile, New Orleans,
Apalachicola, Fla., and Sapello, Ga.
Ownership of lines.-The Anchor Line is controlled and owned by
Henderson Bros., of Glasgow; the Allan Line by the firm of James &
Alexander Allan; and the Donaldson Line by Donaldson Bros., of
Glasgow.
Eastern connections of Anchor Line--The Anchor Line has extensive
communications of its own with Mediterranean ports and with India.
Its ships brought freight in 1893 from the United States to Glasgow
destined for Edinburgh, Leith, Perth, Aberdeen, and other points in
Scotland; and to Belfast, Limerick, Cork, Dublin, and Londonderry,
in Ireland; and Newcastle, England. These are the prominent points
in the United Kingdom. Most of the freight brought by this company,
and also by the Allan Line, going to smaller places in Scotland, is dis-
tributed by the wholesale merchants of Glasgow. The Anchor Line
also brings goods to Glasgow destined for Bombay, Calcutta, Rangoon,
Singapore, China and Japan.
This line has steamships running from Liverpool to Bombay and
return, one boat leaving every two weeks and regularly from the same
place to Calcutta. First-class cabin passage to Bombay or Calcutta,
£45 ($218.99). These vessels in the India service come to Glasgow
and take more or less freight from here. There are sixteen steamships
of this line running to India. The ships for Bombay call at Port Said,
Ismailia, and Suez, and those bound for Calcutta stop at the same
places, and, if necessary, touch at Gibraltar.
Distance from Glasgow, via Liverpool, to Gibraltar, 1,490 miles; to
Port Said, 3,389; to Suez, 3,479; to Bombay, 6,490, and to Calcutta,
8,110.
New York and Mediterranean service.-There are also eleven steam-
ships of the Anchor Line running from Mediterranean ports to New
York, one leaving every fortnight. Some of these vessels also leave
Glasgow for the Mediterranean every fortnight. Rates of passage,
cabin fare: From Glasgow to Gibraltar, £7 ($34.06); Genoa, £11 ($53.53);
Leghorn, £12 ($58.39); Naples, £13 ($63.26); Trieste, Messina, Catania
or Palermo (via Italy), £15 ($72.99).
The steamers of the Anchor Line in the Glasgow, Mediterranean and
New York service are as follows:
Alexandria.
Alsatia..
Caledonia
California.
Columbia
Name.
Gross
tonnage.
Effective
horse-
power.
Name.
Gross
tonnage.
Effective
horse-
power.
2, 017
2,810
807
1,938
Elysia..
Victoria.
2, 713
1, 403
3,358
1,924
2,151
1.159
India..
2,476
911
-
3, 410
1, 653
Italia
2, 248
962
2, 029
948
Olympia
2,051
964
HIGHWAYS OF COMMERCE.
207
All these steamships carry passengers as well as freight.
Return tickets are granted at reduced rates.
Steamers of the Anchor Line leave Marseilles for Liverpool and
Glasgow regularly. Cabin fare to Liverpool or Glasgow by direct
steamer, £11 ($53.53).
The Anchor steamships from the Mediterranean to New York sail
every fortnight, and call at the following places en route: Genoa,
Leghorn, Naples, Messina, Palermo, Trieste, and Gibraltar. To or from
New York or Boston the cabin fare is: To Gibraltar, £16 ($77.86);
Genoa, Leghorn, and Naples, £18 ($87.59); Trieste, Messina, and
Palermo, £21 ($102.19).
Character of service. The condition of the Anchor Line is good. I
have had personal observation and experience of the line in direct com-
munication from Glasgow to the United States, and have found every-
thing satisfactory as to safe and sanitary condition of the ships, the
courtesy and care of its agents and officers as to passengers and freights,
and its promptness and trustworthiness in the dispatch of business. I
can say the same for the Allan Line.
History of the Allan Line.-The Allan Line was founded by Capt.
Alexander Allan, who was the pioneer in the commerce of the Clyde
with America, and began running a line of ships from the Clyde to
Canada in 1815, a connection mainly kept unbroken to this day. Until
1837, the ships traded between Greenock and Montreal, but in that year,
owing to the deepening of the Clyde to a draft of 15 feet, the Allan
vessels began to come to Glasgow, and have continued to do so ever
since. The ships of this line running from Glasgow to Philadelphia
and Boston do not take passengers from these ports to Glasgow. All
the New York vessels carry passengers both ways, and the Boston
boats from Glasgow to Boston.
The Allan Line has thirty-one steamships in all, constructed of iron
or steel, and in good condition. Besides the service from Glasgow to
New York, Philadelphia, and Boston, their ships run from Liverpool
and London to the United States and return, carrying freight. These
steamers run to New York and from London to Portland, Me., and from
Liverpool to Philadelphia and Portland, Me.
From about the middle of April to the end of October, this line main-
tains a weekly service from Glasgow to Quebec and Montreal aud from
Liverpool to the same places. The service from London is every ten
days instead of weekly to same places. About fourteen steamers are
engaged in the Quebec and Montreal service. A monthly service is
maintained also from Glasgow and Liverpool to Montevideo and
Buenos Ayres.
Vessels of the Donaldson Line. The boats of the Donaldson Line are
the Indrani, Tritonia, Warwick, Alcides, and Amarynthia. The others
were chartered for the voyages made in 1893. A few carry passengers,
but none of them to exceed twelve at one time, The line runs no boats
208
HIGHWAYS OF COMMERCE.
from Glasgow to other points than the United States in connection with
the United States traffic. In 1893, they ran the following steamships
from Glasgow.to Montreal and Quebec:
Hestia..
Concordia
Name.
Gross
tonnage. tonnage.
Net
Effective
horse-
power.
3,790
2, 544
2. 434
1,800
1, 617
1,500
This comprises the extent of their line. The freight charges on this
line for 1893 varied according to the business of that year. Flour was
carried, as reported by them, at 5s. ($1.21), 2s. 6d. ($1.82), 12s. 6d.
($3.04), and 14s. ($3.40) per ton; grain free to 3s. (83 cents) per quar-
ter; provisions, 12s. 6d. ($3.04) to 20s. ($4.86) per ton; woodenware,
15s. ($3.65) to 22s. 6d. ($5.46) per ton.
Average freight charges.-The Anchor and Allan lines also varied in
their freight charges, but the average from New York for 1893 was as
follows:
Wheat
per bushel..
$0.07
Oats.
32 pounds..
07
Hops..
Tobacco
•
per pound.. $0.0§@ 0.0
per hogshead..
4.20
Barley
per bushel..
.07
Rosin
-
- per ton..
4.20
Corn.
do....
.07
Lard in small packages, per
Ryo..
.do....
.07
2,240 pounds...
6.00
Flour.
pounds...
Clover seed.
Bacon
Lard...
Cheese.
Tallow
Beef.
Beef.
.do....
per barrel.. $0.36@ 0.48 | Tobacco in cases, per 40 cu-
Flour in sacks, per 2,240
- per barrel..
Hams...per 2,240 pounds..
bic feet
4.80
2.40
Apples
-
0.60@ 0.72
4.20
4.80
.do.... 4.20@ 4.80
Butter.
do....
6.00@ 7.20
do.... 4.20@ 4.80
Cattle..
-
per head..
9.60@10.80
..do……….
do....
6.00@ 7.20
Hay pressed in bales, per
4.20
2,240 pounds....
7.20
per barrel..
.72
Measurement, per ton of 40
- per tierce..
.96
cubic feet
3.60@ 4.80
Beef, fresh, per 10 cubic feet
Pork
3.60
·
per barrel..
Lumber, hard………. per ton..
.72 Lumber, soft.
4.20
.do....
5.40
Oil cake per 2,240 pounds..
2.10
Horses..
-
per head.. 20.00@25.00
COAST STEAMSHIP LINES.
G. & J. Burns & Co. own a line of thirteen iron and steel screw and
paddle steamers carrying freight and passengers from Glasgow to Man-
chester (260 miles), twice a week; to Liverpool (226 miles), three times
per week; to Londonderry (135 miles), twice a week; also to Belfast
from Ardrossan in connection with passenger trains, some touching at
Isle of Man.
The Carron Company Line consists of seven iron and steel screw
steamers running from Grangemouth to London, and carrying passen-
gers and freight from the west coast of Scotland. Freight is taken
from Glasgow either by rail or by the Forth and Clyde Canal to
Grangemouth, and passengers on through tickets from Glasgow to
pier at Grangemouth.
HIGHWAYS OF COMMERCE.
209
The Clyde Shipping Company own twenty iron and steel screw
steamers running from Glasgow to London, via Belfast (795 miles),
every two weeks; to London direct (758 miles), weekly, touching at Ply-
mouth and Southampton on return voyage; Glasgow to Cork direct
(352 miles), weekly; Glasgow to Limerick direct (428 miles), weekly.
The J. & P. Hutchison Company's ships are of iron and steel, with
tonnage from 500 to 1,000, and sail from Glasgow to Rouen weekly;
Nantes every ten days; Bordeaux weekly; Oporto fortnightly; Cadiz
every three weeks; Malaga, and Stettin and Dantzic monthly, in sea-
son, and to Galway fortnightly.
The David MacBrayne Line is known as the Highland route. It con-
sists of eighteen steamers, screw and paddle, connecting Glasgow with
all ports to the north and among the Highlands. They carry passen-
gers, freight, and mails.
RIVERS AND CANALS.
The only navigable river within this consular district is the Clyde.
It is navigable only from Glasgow to its junction with the Firth of
Clyde (at Greenock), which is an extension of the river, or an arm of
the sea meeting the river. There are no ports upon the Firth of Clyde
at which the large ocean steamers touch, but there is quite a coast-line
business done, of which I have made mention.
It is 21 miles from Glasgow to Greenock by the river, and the stream
has been made navigable for this distance after many years of hard
labor and at great expense. The river is lined for a good share of its
navigable distance by shipbuilding industries, and is constantly filled
with shipping at anchor and under way.
Running out from the Firth of Clyde are many lochs or arms, places
of interest, reached by coasting vessels and pleasure steamers, which
run daily in the summer time.
There are two canals in this consular district, the Forth and Clyde.
and the Caledonian.
The Caledonian Canal is owned and controlled by the Government,
and the dues are quite heavy and burdensome. The canal connects the
navigable waters of the west coast in the north of Scotland with those
of the east coast, commencing at the upper end of Loch Eil, near Fort
William, and ending at Inverness, on Moray Firth, and passes through
Lochs Ness, Oich, and Lochy. It is used for the transportation of pas-
sengers and freights by coasting vessels. The canal proper is only 22
miles in length, to which may be added 4 miles of dredging to deepen
Loch Ness. It cost £1,350,000 ($6,569,100), and has not been profitable.
Vessels from 500 to 600 tons can pass through it.
The Forth and Clyde Canal is owned and controlled by the Cale.
donian Railway Company. It commences at Bowling, on the Clyde,
and runs to Grangemouth, on the Forth, with a branch to Glasgow.
Its length is about 40 miles. The maximum draft of vessels entering
533A- -14
210
HIGHWAYS OF COMMERCE.
the canal is 8 feet 9 inches, and the ships are taken through with
standing masts. Lighters owned by canal traders take the cargo of
vessels drawing more than 8 feet 9 inches. The Caledonian Railway
Company do not operate the canal; they are simply toll-takers. The
rate of tonnage varies with the nature of the cargo. This canal affords
a short route by water across Scotland from the Firth of Clyde to the
Firth of Forth, and it is considered an easy and desirable passage.
Coast steamers in the district of Troon.-The following is a report of
the consular agent at Troon, Andrew McMurray, esq., on the coast
steamers in his district:
Dimensions.
Ports and vessels.
Nature of cargo.
Length. Beam. Draft.
Regis-
tered
tonnage.
Ovners.
Ardrossan to Belfast: a
Grampus b (daily)..
Ft. in.
211
211 2
Ft. in.
28 3
Ft. in.
14 6
Mails, goods,
288
G. & J. Burns.
and passen-
gers.
Seal b (daily)
210 7
28 4
14 4
....do
281
Do.
Hound c (daily)
250 3
32 1
15
5
Adder c (daily dur
280 3
13 8
..do
...do
332
Do.
·
146
Do.
ing summer
months.)
Ardrossan to Newry
and Dundalk:
Newry b
Troon to Belfast:
176 6
24 0
13 0
.do
185
The Dundalk and New.
ry Steam Packet Co.,
Limited.
Kathleneb
155 7
23 1
11
8 Regular freight
128
John Milligan, Belfast.
carriers, coal
principally.
Eveleen c
Balnial b
171 0 26 1
174 0 26 1
12 6
..do.
160
Do.
12 6
....do
217
Do.
Susanah Kelly c..
140 7
21 6
11 2
...do
91
Do.
Troon to Dublin:
St. Margaret c.
Marlay c
175 0 26 6
10 5
.do
185
·
200 2
29 2
14 0
....do
349
Robt. Harper, Glasgow.
R. Tedcastle & Co.,
Dublin.
Ayr to Belfast: a
Carrick c...
186 0
28 0
14 2
Goods and pas-
sengers.
231
The Ayr Steam Ship-
ping Co.
Ayr to Larne:
Monab.
160 0
24 2
14 O
do
230
Do.
Stranraer to Larue:
Princess Mary and
280 5
35 6
other steamers.c
13 4 Daily mail and
passengers.
368
John Thompson, Car-
lisle, managing owner.
Ardrossan to Isle of
Man: d
Peverill b (during
207 6
26 0
13 0
summer months.)
Goods and pas-
sengers.
214
The Isle of Man Steam
l'acket Co., Limited.
a Fares, cabin, single, 9 shillings; return, 14 shillings. b Iron. c Steel. d Round trip, £2 11s. 6d.
Distances.
Miles.
Ardrossan to Belfast..
Ardrossan to Newry
72 Troon to Dublin.
120
Ayr to Belfast.
Ardrossan to Isle of Man
Troon to Belfast..
114
Ayr to Larne..
69
Stranraer to Larne.
RAILWAYS.
Miles.
145
65
60
39
There are four lines of railways: Caledonian, North British, Glasgow
and Southwestern, and the Western Highland.
The Caledonian Railroad.-The Caledonian Railroad is owned and
controlled by a private corporation chartered by act of Parliament.
HIGHWAYS OF COMMERCE.
211
The total length of its lines is 8764 miles, of which 144 miles are leased.
The main line, running from Glasgow and Edinburgh to Carlisle, Eng-
land, connects with the London and Northwestern Railway at the lat-
ter place; and, in connection with it and the Great Western Railroad,
runs express through trains to Bristol, Bath, Exeter, Torquay, Ply-
mouth, and Penzance. There are also, in connection with the London
and Northwestern Railroad, through trains to London, Manchester,
and Liverpool.
The following are the distances in iniles from Glasgow: To Carlisle
102, to Bristol 384, to Manchester 225, to Liverpool 223, and to London
405. Besides the main line to Carlisle there are branches as follows:
From Glasgow west to and running through Greenock, where it branches
to Wemyss Bay; from Gourock steamers run to Port Rush, Ireland;
from Wemyss Bay steamers run to the Isle of Arran, and Rothesay, in
the Isle of Bute (it is 24 miles to Gourock and 31 to Wemyss Bay);
from Glasgow southwest to Ardrossan, 29 miles, where steamers run
in connection with trains to Brodick and Lamlash, in the Isle of Arran,
and also to Belfast, Ireland; from Lugton, on this line, there is a branch
to Kilmarnock, and a branch from Kilwinning to Irvine. From Glas-
gow eastward to Edinburgh, 45 miles; from Edinburgh the line runs
northwest to Larbert, and from there to Stirling, Perth, Dundee, For-
far, and Aberdeen; and from Dunblane, between Stirling and Perth, a
branch runs to Oban, in the western Highlands. From Glasgow a
branch runs to Larbert. From Oban steamers run to Western Isles of
Scotland and to various points on the western coast of the Highlands.
From Ayr to Edinburgh, 77 miles. From Lockerlsie, on the main line,
via Dumfries, a branch runs to Stranraer and Port Patrick. From
Stranraer connections are made with steamers for Belfast. It is two
hours' sail from Stranraer to Belfast.
There are numerous other small branches of this road running to
various points of interest to tourists. In the Highlands connections
are made with coaches and omnibuses, and almost any place desired
can be reached without unnecessary delay. Local trains are run from
Glasgow to suburban points for the accommodation of people doing
business in Glasgow.
The condition of the Caledonian line is first class. The tracks are
well laid and ballasted. There are no grade crossings in cities or rural
districts. The track crosses all highways by bridges over or culverts
under. At the stations the platforms are above the tracks and on a level
with the floor of the compartments of the cars, which are entered by
side doors. People going one way are lauded upon one side of the
tracks, and those going the other way, upon the other side. No crossing
of the tracks at the stations is allowed. Danger to life and limb at
these stations and at all crossings is well provided against, both by
construction and by guards to warn passengers and loiterers.
The tracks are laid double on all principal lines, and upon through
trains are run corridor cars with dining saloon and sleeping cars.
212
HIGHWAYS OF COMMERCE.
Communication between the larger places, and on main line, is very
frequent, and abundant accommodation is furnished. To the smaller
places the trains run as often as the business requires.
The manner of handling baggage in Scotland, while careful upon this
as well as other railroads, is unsatisfactory, in that the baggage is all
deposited together and must be claimed and identified at point of
stopping. The check system is unknown, and baggage ought to be well
marked, with name and address of owner.
There are two classes of passenger coaches and fares for the same-
first and third. Third class, for short distances, is just as good as
first, and much cheaper. The only difference is in the furnishing of
the compartments. The maximum first-class rates are 3 cents and
third class 2 cents per mile. Great reductions are made on round-trip
tickets, and there are many cheap excursions, especially on Saturdays.
There is probably no place in the world where the tourist can reach as
many points of interest so cheaply as from Glasgow. Reductions are
also made from Glasgow to various points in favor of annual, quar-
terly, and monthly tickets.
Freights are regulated by the board of trade and they vary with con-
ditions of trade and route.
No great obstacles impede the roadbed except in the Highlands or
mountainous districts where there are some heavy grades and numerous
short tunnels.
Glasgow and Southwestern.-The Glasgow and Southwestern Rail-
way is governed by a board of directors elected by the stockholders of
the corporation. The corporation is chartered by act of Parliament.
Points touched by this railway from Glasgow are, to the south and
west, Greenock, Paisley, Johnstone, Irvine, Troon, Ardrossan, Largo,
Kilwinning, Ayr, and Stranraer.
There is also a direct line to Carlisle, England, via Kilmarnock and
Dumfries.
Distances in miles from Glasgow: To Greenock 25, to Paisley 71, to
Johnstone 103, to Kilwinning 26, to Ardrossan 32, to Largo 36, to Irvine
30, to Troon 35, to Ayr 415, Kilmarnock 24, to Dumfries 82, and to Car-
lisle 115.
At Kilwinning, the line divides and runs through Irvine, Troon, and
Ayr to Stranraer. A branch runs from Ayr to Dalmellington. From
Dalrymple, 4 miles from Ayr, a branch runs down the coast of the
Firth of Clyde to Stranraer, about 44 miles. Stranraer is reached by
this line from Glasgow, via Ayr, in a run of 99 miles. From Dum-
fries, a branch runs to Stranraer; distance, 75 miles. At Carlisle, the
trains make connection to all parts of England, and through trains are
run to London, Liverpool, Manchester, and other large cities in con-
nection with the Midland Railway. At Greenock, Ardrossan, Largo,
and Stranraer, connections are made with steamers running to all
ports of the west coast of Scotland and east coast of Ireland. The
total length of the road is 4853 miles, of which 1299 miles are leased.
HIGHWAYS OF COMMERCE.
213
The passenger mileage per day was 10,210,8 miles in 1893. For the
last half of 1893 the passenger mileage was 1,592,891 miles, and goods
and mineral trains had mileage for same period of 1,368,805 miles.
The inspecting engineer reported at the end of the year that the line
was in good working condition. The roads are well laid with rock bal-
last and pass under or over all streets and highways by culverts or
bridges.
All the railway stations are in good condition and are supplied with
bridges by which passengers cross over the tracks in passing from one
side of the road to the other. Double tracks exist in all cases, and at
the stations passengers alight upon a raised platform on the left side of
the train. From Glasgow to Paisley four tracks are laid.
The mechanical construction of switches is of the best, and the block
signal is in use throughout Scotland.
Trains leave Glasgow for principal stations about every hour. The
service can not be criticised so far as attention and courtesy of officials
are concerned. Both through and local trains are in use.
Passenger fares and freight same as the Caledonian, varying, in
both cases, with amount of competition and business. The maximum
of passenger fares is fixed by Parliament-not above 3 cents per mile
first class, and 2 cents third class. The maximum of freights is fixed
by the board of trade.
This road also has numerous cuts and short tunnels through the
hills.
North British Railway.—This railroad is owned and operated by a
private corporation, chartered by act of Parliament. Its total length
is 1,097 miles. It consists of 5 miles of four-track, 7 miles of
three-track, 470 miles of double-track, and 614 miles of single-track
road.
The main lines run from Glasgow and Edinburgh to Carlisle, Eng-
land, where connections are made with other railways to all the prin-
cipal places in England; from Glasgow and Edinburgh through
Berwick to Newcastle, England, and from Edinburgh to Aberdeen, in
the north of Scotland.
There are numerous branch lines.
There are two through routes to England, viz, the East Coast route,
through Berwick, Newcastle, Leeds, and York to London, and the
Waverley route, which passes through Melrose, Hawick, and Carlisle
to London. Liverpool and Manchester may also be reached on this
route. Through trains on both these routes are run from Aberdeen
through Dundee to London. Through trains run also from Aberdeen
and Dundee to Edinburgh and Glasgow, via Tay Bridge, Fifeshire, and
Forth Bridge; from Alloa and Stirling to Edinburgh, via Forth Bridge;
from Glasgow to Perth and the north, and Glasgow to Stirling and
Grangemouth; and from Edinburgh to Glasgow, and thence to Balloch
and Helensburg.
214
HIGHWAYS OF COMMERCE.
Nearly every point of interest in the Highlands can be reached by
this railway and its connections, and also all places of resort both on
the east and west coasts of Scotland.
Special attention is given to tourists, and cheap excursions and reduc-
tions in fares are of frequent occurrence in the summer months.
Passenger accommodation and fares and freight charges are the same
as upon the other railways, and tracks and stations are constructed
and guarded as heretofore stated. The condition of the line is good.
Through trains run on the principal lines from three to six times a
day each way, and suburban trains at least every half hour from Glasgow.
The West Highland Railway.—This is a private corporation chartered
by act of Parliament.
The road commences at Helensburg, on the Clyde, about 22 miles
from Glasgow, and runs through the western Highlands of Scotland to
Fort William, a distance of 98 miles. It is single track, except at the
stations, and its course is through a most delightful country of lochs
and mountains.
The stations on the road are planned and located with special refer-
ence to the lochs and other points of interest to tourists and sportsmen.
After leaving Helensburg, it skirts along the Gareloch, an arm of the
sea, runs up to the head of Loch Long, another arm of the sea, and
passes over to the side of Loch Lomond, a fresh water loch. It fol-
lows the west coast of this loch 8 or 10 miles, and goes through the
moor of Rannoch, where it attains an altitude of 1,350 feet above the
level of the sea; thence it goes down the east side of Loch Yreig,
passing numerous other lochs before it reaches Fort William. From it,
can be seen Ben Lomond, Ben More, and Ben Nevis, the highest moun-
tain in Scotland. From Gareloch Head, the line gradually rises to an
altitude of some 500 feet above the loch, along the side of which it
runs with a heavy grade. This was a very difficult piece of engineer-
ing work, but it has been skillfully and successfully carried out.
This railway has been five years in construction and will be opened
for travel in the month of July of this year. It will be the most
picturesque railway route in Scotland.
merce.
HIGHWAYS.
There are no roads that have any distinction as highways of com-
The chief transportation of freight is by rail and water, but all
the principal roads of Scotland are macadamized and kept in the best
condition. Tourists find excellent routes everywhere. The roads, on
account of their uniform firmness and smoothness, are specially adapted
for carriage and bicycle riding and for walking. They are inclosed every-
where, except in the Highlands, by walls or hedges, and frequent guide-
posts notify the traveler of their route and the distance between
intervening points of interest.
GLASGOW, June 19, 1894.
ALLEN B. MORSE,
Consul.
HIGHWAYS OF COMMERCE.
215
IRELAND.
RAILWAYS.
There are three important railways in the north of Ireland, viz, the
Great Northern, the Belfast and Northern Counties, and the Belfast
and County Down. Each one of these has several minor branches
which facilitate communication with all towns of any importance. The
condition and character of these railways in certain respects are out-
lined fully in the details which follow. Such conditions as smoothness
of track, comfort, speed, and safety are measured largely by compari-
son; what might be fairly good in the estimation of one traveler
might be considered poor indeed in the estimation of another. There
is this to say, generally: To the American traveler, the compartment
system, which prevails altogether, will not commend itself, as a rule,
because the car is cramped, not as well lighted and ventilated or as
well finished, nor has it the conveniences of a first-class carriage on
the principal trunk lines in the United States. This applies to the first
and second class coaches; third-class coaches are very inferior in these
respects. It is noticeable that within the past two years marked
improvements have taken place. Where new cars replace the old ones,
of whatever class, there is an improvement in their fittings, such, for
instance, as electric lighting and upholstering better adapted to com-
fort. The new third-class coaches are still considerably inferior to the
American carriage, although far superior to the old ones in comfort and
convenience. Passengers once inside the compartment must remain
there until the train stops. For short distances, the traveler can put
up with them.
The speed varies according to the train; the minimum is about 20
miles an hour; the maximum about 45 miles. All railways are oper-
ated on the block system; they are well provided with approved safety
appliances; the lines of trackage are carefully inclosed and protected
from straying stock, etc.; no one except employees is permitted to
walk on, or alongside, or to cross the tracks. Stations are so arranged
that the entrances and exits are either over or under the tracks, through
covered ways, where it is necessary to cross from one platform to
another. Surface crossings are rare, and accidents less frequent than
in the United States. The officials and attendants are generally civil
and accommodating. Baggage is handled by porters employed by the
railway company free of charge from the moment it leaves the cab until
stored away in the car, although many travelers "tip" them lightly for
their service. American travelers should keep in mind that their lug-
gage is never checked, and that they must invariably claim it the
minute the destination is reached and it is ejected from the car. All
the railways are owned by private corporations.
216
HIGHWAY'S OF COMMERCE.
The Great Northern Railway.-This company has in operation 523
miles of railway lines (139 miles are double and 384 single track) and is
the most important railway in the north of Ireland. Its termini are
Dublin, Belfast, and Londonderry. Some of the principal towns which
it touches are Lisburn, population, 14,000; Lurgan, 11,500; Portadown,
8,500; Armagh, 8,300; Monaghan, 3,000; Dungannon, 4,100, and
Omagh, 4,300.
The ballast for the roadbed consists chiefly of gravel and sand; in
some instances, in a soft or clayey soil, broken stone is used as a founda-
tion for the ballast. The permament way or main line is at present
being fitted with bull-head steel rails, weighing 75 pounds per yard,
and 26 feet in length; these are laid in cast-iron chairs, weighing 37
pounds. Recently the directors ordered rails weighing 85 pounds per
yard, having concluded that the others were too light. The sleepers
are of Baltic redwood, creosoted, and measure 10 inches in width by 5
in thickness. The gauge of the road is 5 feet 3 inches, which is the
uniform gauge throughout Ireland. In regard to the rolling stock, the
larger engines for passenger trains have cylinders 17 by 24 inches, are
worked by four wheels, the two hind ones being coupled, and the engine
carried on a bogie in front. The freight engines are worked by three
wheels on each side, the two hind ones being connected.
The average
steam pressure is about 140 pounds to the square inch. The latest pas-
senger carriages of the first and second class are about 45 feet in
length, divided into four compartments and fitted with lavatories.
The first-class carriages are upholstered in melton cloth, except the
smoking carriages, which are done in leather; the second class are
done in a figured rep cloth; the third class are not generally uphol-
stered, though some of them on the through trains have ordinary
cushioned seats. Nearly all third-class carriages are divided into five
compartments, each of which is intended to accommodate ten passen-
gers, five on a side; when filled, they are too close for even ordinary
comfort. The ordinary open freight cars carrying coal, etc., carry 8 to
10 tons, though some are now being used, manufactured on the Ameri-
can principle, which will carry 30 to 35 tons. The box cars average
about 8 tons.
The distance between Belfast and Dublin is 1123 miles. There are
six trains daily between the two cities; the fastest train makes the run
in 24 hours. The distance from Belfast to Londonderry by this route is
100 miles. There are five daily trains each way; the quickest time is
31 hours.
The total capital of this company, including its branches, is £8,321,-
955 ($40,494,633). The stock is held principally in Ireland. The aver-
age rate of dividends is 53 per cent. The rolling stock is made up by
137 engines, 313 passenger coaches, and 3,502 freight cars, or "goods
wagons," as they are called here.
HIGHWAYS OF COMMERCE.
217
The steepest gradient on the main line of the Great Northern Rail-
way is 1 in 100. On the branch lines the steepest gradient of any
extent is 1 in 70, though in one or two instances, for distances of one-
eighth to one-fourth of a mile, it is as high as 1 in 57 or 58. The sharp-
est curve on the main line is 1,650 feet radius, and on the branch lines
990 feet radius.
There are two tunnels on the line; one between Goraghwood and
Lough Swilly, about 1 mile in length, and one near Dungannon about
half a mile long. The boring of the tunnels is principally through clay
and sand, with an occasional bed of rock.
The following from the general manager is in reply to my request for
the information therein contained:
Statistics show that the number of passengers, exclusive of season
ticket holders, and number of tons of freight conveyed over this line
during the year 1893 were as follows: Passengers, 4,584,235; tons of
freight, 898,933.
The passenger fare in Ireland is uniformly 4, 3, and 2 cents per mile
for first, second, and third class, except in cases of excursions, when a
considerable reduction may be made, sometimes amounting to more
than one-half.
There seems to be no standard rate for carrying freight in this coun-
try. Each company is governed by the amount of competition with
which it has to contend, either from opposition railways, ships, or
canals. A distinction is in many cases made between the charge per
mile in a long and short haul, but not a uniform one. A maximum
rate per mile which may be charged is fixed by act of Parliament, but
in very few cases does the actual charge reach the limit. The follow-
ing rates on a number of articles, which include several classes of mer-
chandise carried over the Great Northern Railway, between Belfast,
Dublin, and Londonderry, may serve to give a general idea of the cur-
rent charges:
Articles.
Meats, tinned goods, and machinery in cases:
Under 3 tons...
Over 3 tons......
Coal:
Under 6 and not less than 4 tons..
· Over 6 tons..
Machinery packed.
Furniture.
Dry goods:
Under 3 tons.
Over 3 tons.
Flour:
Under 2 tons.
Over 2 and under 5 tous
Over 5 tons..
a Per single ton.
Belfastto
Dublin.
Belfast to Dublin to
London London-
derry.
derry.
$5.18
$5.59
$7.96
5.06
7.84
2.10
1.90
2.57
2.00
1.82
2.49
•
- per ton..
6.88
8.02
11.49
.do....
8.10
9.36
13. 68
5.91
9.11
9.60
5.79
9.48
3.85
a 2.83
6.52
3.04
4.23
2.67
3.89
218
HIGHWAYS OF COMMERCE.
The following are exceptional rates at owner's risk. Owners to load
and unload:
Flour:
Under 5 tons.
Over 5 tous..
Machinery.
Coarse meats
Dry goods
Preserves.
Furniture (rough)
Live stock:
Per wagon
Per half wagon
Articles.
Belfast to
Dublin.
Belfast to Dublin to
London
London-
derry.
derry.
per ton..
..do……….
$3.34
a$1.46
$4.64
2.23
3.04
.do....
3.16
..do....
3.04
3.65
.do.
4.86
..do...
3.28
..do..
7.80
12. 16
11.31
15.83
8.26
6.68
12.34
a Per single ton.
Belfast and Northern Counties Railway.—This road has in operation
249 miles of railway, 33 of which are double track and 216 single. It
is the second principal railway in the north of Ireland. Its principal
termini are Belfast and Londonderry. Several of its branches extend
to such important points as Larne, population, 5,378; Ballymena, 9,121;
Port Rush, 4,000 in summer, 1,600 in winter; Cookstown, 4,831, and
Coleraine, 6,708. The branch to Larne is a favorite route to points in
Scotland and England. Larne has a good harbor and is but 39½ miles
from Stranraer, Scotland. Swift steamers make the run across the
North Channel in two and one-half hours, connecting with fast trains for
Glasgow, Edinburgh, and London. Port Rush, 7 miles from the Giant's
Causeway, is a favorite watering place. The "golf links" there are
reputed to be among the best in the Kingdom and "golfers" from all
sections are there in season enjoying the bracing atmosphere and their
favorite pastime.
The rails used on this road weigh 83 pounds per yard, and the chairs
27 pounds each. The rolling stock of all descriptions is quite similar
to that used on the Great Northern and other railways in this country,
as the gauge is uniform and the general conditions of the roads much the
same. The American style of freight cars has been tried on this line,
but they do not seem to meet the demands of the shippers, as the ship-
ments are small and distances short. There are in use on this line 65
engines, 280 passenger coaches, and 1,993 freight cars. The steepest
gradient is 1 in 60, but this is only for a short distance, 1 in 80 being
the heaviest for any considerable distance. The sharpest curve is 594
to 660 feet radius. There are two tunnels on the line, one 900 yards
and the other 350 yards in length. The boring is entirely through rock.
The capital of the company is £2,508,000 ($12,203,928). The majority
of the shares is held in Ireland, but a considerable portion is held in
England. The dividends for the last five years have averaged 51 per
cent. The road is reported as working on a sound financial basis.
As no response has yet been received to my request for the amount
of freight and passenger traffic on this line for the year 1893, I here-
HIGHWAYS OF COMMERCE.
219
with append the figures for 1892: Passengers, 2,520,317; tons of freight
625,486.
The Belfast and County Down Railway. This road has in operation
76 miles of track-64 single and 12 double. Little or no "pitching"
is used in the construction of the road, as it is principally over an
undulating country, and the towns reached are mainly seaports and
summer resorts. The rails used weigh 80 pounds per yard, and are
set in 57-pound chairs. The rolling stock and general conditions are
similar to those on the other lines. The total capital is £1,186,738
($5,774,667), the stock being held principally in Belfast. The divi-
dends for the last five years have averaged 6 per cent. There are in
use 26 engines, 141 passenger coaches, and 515 freight cars. There
is no heavy work on the line, such as cuts, bridges, or tunnels, worth
mentioning. The steepest gradient is 1 in 70, and the sharpest curve
is 660 feet radius. The number of passengers carried during the year
1893 was 2,045,112, and the number of tous of freight 205,133.
HIGHWAYS.
Many travelers from the United States are accustomed to include
England and Scotland in their itineraries, omitting Ireland, either
because it is out of their way or they are indifferent to its attractions.
This is a mistake; for the summer tourist in hunt of a cool, invigorat
ing climate, or the student enlarging his scope of knowledge, will find
it both pleasant and profitable to include as much of Ireland as he can
in his journey abroad. It is replete with historic interest. The san-
guinary wars of the Celtic chiefs or kings and their tribes, not only
against each other but against the frequent invader, did much to
destroy all traces of ancient architecture and written records, but
enough of both remains to repay the student and antiquary.
The scenery from the railway carriage, the lively jaunting car, or on
foot, is varied and often charming. Much of the country is undulating,
with an occasional good-sized hill or group of them. There are no for-
ests, but there are many beautiful groves and avenues of fine forest trees
planted years ago. A goodly portion of the land is arable; much of it
is in pasture, and such pasture I never saw outside of Ireland.
The highways are of the best-all macadamized, well drained, solid
as a rock, and many of them nearly as smooth as a floor. When a hole,
rent, or depression shows itself caretakers are promptly on the spot to
repair the defect. The roads are usually bordered by abundant and
thrifty hedgerows of hawthorn, beech, and privet, the foliage producing
a most pleasing effect.
The principal highways vary in width, ranging from 16 to 35 feet.
Some of them have footpaths on either side, made of gravel or fine
broken stone, from 4 to 5 feet wide and raised several inches above
the road. Nearly all the roads are well adapted for bicycling and
pedestrian parties, as, in addition to being smooth, the grades are
220
HIGHWAYS OF COMMERCE.
light, and each succeeding year these methods of "doing" Ireland are
growing in popularity. Cycling parties, particularly, are becoming
more frequent.
There are in the city of Belfast about 150 miles of streets, of which
about 10 miles are paved with stone sets 4 inches square, 50 miles
macadamized, and 90 miles paved with sea pebbles. There is no uniform
width in the streets. A street may be much narrower at one point than
at another, and may not retain the same name for the whole of its
length.
One of the main highways in this district leads from Belfast, around
the coast of Antrim, to Londonderry. The principal point of interest
on this road is the town and castle of Carrickfergus. The castle was
built in the thirteenth century. It is still in a good state of repair, and
is used as a Government fortress. It was here that King William landed
his forces in 1690, and the stone (an immense block of basalt) on which
the king landed is built into the old pier head, and is known as "King
William's stepping-stone." Farther along the road may be seen Glen-
arm Castle, which is built upon a high cliff, and is now the property of
Lord Londonderry. After passing through many quaint villages and
hamlets, the Giant's Causeway, one of the wonderful natural rock for-
mations of the world, is reached. A little farther on are the ruins of
Dunluce Castle, which occupies a prominent place in the history of
feudal times.
The old walled city of Londonderry, which successfully resisted the
siege of King James in 1689, is a place of great interest. The walls
still stand and are kept in an excellent state of repair. Among the old
cannon mounted on the walls a historic gun known as "Roaring Meg"
still remains in the same spot where it did such execution in defense of
the city. Another important highway is the road leading to Down-
patrick. Here there is to be seen a very pretty cathedral, which claims
the honor of being built upon the site of the last resting place of St.
Patrick, St. Bridget, and St. Columb. On the old highway from
Belfast to Dublin, there is scarcely a town that has not some historical
association.
Some of these points of interest may be noted, as follows:
Armagh, one of the most ancient towns in Ireland and the seat of an
episcopal see founded by St. Patrick.
Bangor, a very ancient seaport town, 10 miles from Belfast. It is
recorded that the first house built of stone and lime in Ireland was
erected there. It was the chief seat of sanctity and learning of the
ancient Irish Church. The height of its fame was attained during the
sixth and seventh centuries. Learned missionaries set out from there
for different parts of Europe to teach the Scripture. St. Comgal was
the first abbot of the monastery, which at one time had 3,000 monks
within its environs. This abbey was destroyed by the Danes in 821.
Some of the ruins are still visible.
HIGHWAYS OF COMMERCE.
221
1
Coagh is situated about 4 miles from Cookstown. A battle took place
at the ford of the small river on which it is situated in the year 1641,
when the chapel of Tamlaght was destroyed by the Parliamentarians.
James II crossed the river at this place on his march to the siege of
Derry.
Donegal is situated at the mouth of the River Eske. It has two
splendid ruins, one a castle in a fair state of preservation; the other an
ancient abbey, founded for the Franciscan friars in the year 1474.
There is said to be a subterranean passage one-fourth of a mile long
between the castle and the abbey.
Dungannon is beautifully situated on a hill. It was the seat of the
chiefs of the O'Neills from its earliest days, and on the hill crowning
the town formerly stood a castle erected by those powerful chiefs.
Donaghmore, 2 miles from Dungannon, has an interesting ecclesiasti-
cal history. St. Patrick built a church here, where an old grave is now
to be seen, and close to which is a fine specimen of the old Irish cross.
Garvagh, the scene of a battle in the year 1641 between Colonel Can-
ning and Sir Phelim Roe O'Neill. Colonel Canning's forces were
defeated and himself killed. It is reputed to be one of the prettiest
towns in Ireland.
Hillsboro is the seat of the Marquis of Downshire. Hillsboro Fort,
often visited by tourists, was built in the reign of Charles I and is con-
stituted a royal fort, of which the Marquis of Downshire is hereditary
constable. King William stopped here when passing on to the Boyne,
and it was here he signed the Regium Donum grant to Presbyterian
ministers.
The highroad passes over
"Bunker Hill" is named.
Holywood is about 4 miles from Belfast.
Bunkers Hill, from which the American
King John halted here on his march from Carrickfergus to Downpat-
rick in the year 1210. About the year 1200 a monastery of the third
order of Franciscans was established and tenanted by 400 monks.
Larne. Near the harbor may be seen the ruins of Olderfleet Castle,
which was once an important defensive fortress. It was there that
Edward Bruce landed with his band of Scots when he undertook to
free Ireland from English rule in the year 1315.
Limavady is a town of great antiquity. It was the seat of the cele-
brated O'Cahan, who was chief of one of those powerful "septs" of
Ulster that were so constant and determined in their opposition to the
English from the year in which Sir John De Courcy received the prov-
ince from the Plantaganets till the day they were finally subdued under
the first of the Stuarts. There are numerous places of interest, includ-
ing the remains of an ancient castle.
Newry is a very ancient town. In the year 1175 Maurice McLaugh-
lin, King of Ireland, founded an abbey here, to which great immunities
and endowments were granted and afterwards confirmed by Hugh De
Lacy, Earl of Ulster, in 1237. In 1689 the Duke of Berwick set fire to
the place and left it in a ruined condition.
222
HIGHWAYS OF COMMERCE.
Newtownards.-A most interesting ecclesiastical ruin may be seen
near the town, where, in the old cemetery of Magh Bile, stand the
remains of an abbey said to have been founded by St. Finian in the
year 550. Several monumental tablets, one of the oldest bearing an
Irish inscription, may be seen built against the north wall.
Raphoe is a small town 12 miles from Londonderry. The Cathedral
of St. Eunan, which is now the parish church, was founded in the year
565, is one of the oldest in Ireland, and contains many interesting speci-
mens of ancient architecture.
OCEAN LINES.
The following are the principal lines of steamships sailing from this
port:
The Lord Line.-This line is owned and controlled by the Irish Ship-
owners Company. There are six boats on the line which carry bread-
stuffs and miscellaneous cargoes between this port and Baltimore.
They carry no passengers. Four of the steamers are of steel and two of
iron. There are periodical sailings at intervals of about two weeks.
There is no fixed schedule of freight rates. They vary according to the
nature of the goods and the condition of trade.
The Head Linc.-This line is managed by G. Heyn & Sons, of this
city, and consists of nine steel screw steamers. Some of these ves-
sels have recently commenced regular sailings between this port and
Montreal. The remainder ply between British and colonial and foreign
ports. The latest addition to the fleet is the Torr Head, a twin screw
steel vessel of 3,867 tons. In the matter of freight rates, the same
conditions obtain as on the Lord Line.
The Liverpool Line.-This line is owned by the Belfast Steamship
Company. There are five steel screw steamers on the line. The Magic
is a newly constructed steamer, built by Harland & Wolff, of this city,
and is the best equipped and finest steamer of the fleet. She is a
steel twin screw steamer (as are all the others on the line), and has
a net tonnage of 1,750. There are daily sailings between this port and
Liverpool. The journey, a distance of 135 miles, is accomplished in
about ten hours, and a large proportion of the passengers and freight
between the north of Ireland and England is carried by this route.
The passenger fares between the two ports are: Saloon, $3.04; steerage,
$1.21;
which includes berth, but not meals. The freight rates are very
low at present, as competition is keen. They vary from 60 cents to
$3.65 per ton, according to the nature of the goods.
The Fleetwood Line. This line is owned by and runs in connection
with the Lancashire and Yorkshire and London and Northwestern Rail-
way companies of England, and consists of five steel screw steamers.
There are daily sailings between Belfast and Fleetwood. The London
trains make connection with the boats at Fleetwood, and run alongside of
them, the passengers being able to make the crossing from boat to train
į
HIGHWAYS OF COMMERCE.
223
by a covered passage. The passenger fares and freight rates are the
same as to Liverpool, as the two are competing lines.
•
The Glasgow Line.—This line is owned by the Clyde Shipping Com-
pany of Glasgow and has seven boats. in operation, which ply daily
between Glasgow and Belfast. During the summer months there are
two sailing each day, one by daylight and the other by night. The
passenger fares are: Saloon, $3.04; and steerage, 97 cents. The freight
rates are somewhat higher than between this and English ports, ranging
from $1.21 to $4.86 per ton.
At the present writing, the rates are very much demoralized, and it
is quite difficult to get a paying charter for "tramp" steamers. In fact,
ocean traffic is so dull that many steamships are laid up for want of
business, and owners in many instances are selling their vessels at
great sacrifices, whenever they can get purchasers, in order to save the
expense of caring for them while not in use. Steamship builders report
orders scarce and competition for what is going exceedingly keen and
close.
The following table, taken from Lloyd's Register, gives the name,
tonnage, horsepower of engines, size of cylinders, length of stroke,
boiler pressure and condition, wherever same was specified, of all the
steamers on the above lines:
Name of steamer.
Tonnage.
Horse-
power.
Cylinders. Stroke. Pressure.
Clyde Shipping Company:
Alligator.
Dromedary.
Gorilla.
•
985
280
383 and 69
48
975
280
383 and 69
48
982
280
383 and 69
48
Hare
771
210 24, 38, and 58
42
140
Hound
1,061
350
Grampus.
698
180
36 and 64
36
Seal.
691
180
36 and 64
36
Belfast Steamship Company :
Magic..
1,750
Caloric.
1,748
170 | 18, 29, and 46
39
160
Mystic
726
219
Optic..
971
200
35 and 70
45
Dynamic.
937
200
35 and 70
45
100
Irish Shipowners Company:
Lord Londonderry
2,409
240 | 23, 37, and 60
42
160
Lord Erne…….
Lord Charlemont.
Lord Bangor
5, 610
418
3,138
320 244, 37, and 64
48
160
2.991
300
24, 39, and 64
45
150
Lord O'Neill
2,751
350
37 and 72
45
90
Lord Landsowne
2,753
350
37 and 72
45
90
Lord Templemore, Lord Wolseley, and Lord
Templeton a.
Belfast and Fleetwood Line:
Duke of York…….
3, 026
220
Duke of Clarence
1,489
500
Prince of Wales.
Earl of Ulster..
Princess of Wales.
Head Line:
1,563
518
43 and 77
84
1, 165
350
34 and 64
72
1, 144
280
32 and 56
78
Torr Head ..
Runmore Head.
4, 444
450 261, 44, and 72
51
175
Innishowen Head
3,050
320 245, 37, and 64
48
160
Bengore Head.
2,490
275
34 and 68
45
90
Teelin Head….
Dunmore Head.
Black Head
White Head.
Fair Head….
2,230
275
22, 36, and 60
42
170
·
1, 668
200
31 and 60
42
85
1, 145
140
28 and 53
38
75
1, 145
140
28 and 53
1,132
120
27 and 51
888888
38
38
22
75
70
a Not registered in Lloyd's.
224
:
HIGHWAYS OF COMMERCE.
COAST LINES.
Besides the principal lines of steamships, there are daily sailings
between this port and Barrow and Ardrossan and triweekly to Ayr.
The boats carry freight and passengers. The freight and passenger
rates are in proportion with the other lines. There is also a biweekly
service to Dublin, Plymouth, Bristol, and London, and weekly to Cork,
Cardiff, Waterford, and Southampton, but there is little accommoda-
tion for passengers on these boats. During the summer months, there
is a daily excursion steamer to the Isle of Man and frequent daily
excursion sailings to summer resorts along the coast.
CANALS.
There are three small canals in this district, which now all run in
connection with each other and are owned by the same company.
They are altogether 744 miles in length, and are connected with Loughs
Neagh and Erne. Considerable quantities of coal, timber, slates,
brick, and other heavy merchandise are carried up the country by this
route. The canal boats, or lighters as they are called here, are owned
by private individuals who pay toll to the company.
JAMES B. TANEY,
BELFAST, June 25, 1894.
BELGIUM.
Consul.
SITUATION AND BUSINESS OF ANTWERP.
While the railroad facilities of the province and city of Antwerp
are quite sufficient for all purposes of inland travel and trade, it is as
a port that the city of Antwerp invites most attention.
Antwerp is situated about 50 miles from the North Sea on the right
bank of the River Scheldt, a river with the usual variations of tide,
and navigable by ocean vessels of large size and tonnage.
Before detailing the various lines of ocean vessels coming into the
port of Antwerp, a general idea of the volume of business is given in
the following table, showing the number of arrivals and the total ton-
nage of the vessels during the last ten years:
Year.
Number
of
Total
vessels. tonnage.
Average
tonnage
per
vessel.
Year.
Number
of
vessels.
Total
tonnage.
Average
tonnage
per
vessel.
1885..
4,860
3, 492, 934
719 1890...
1886..
4,726
3, 521, 229
745
1891...
4,532
4,461
4, 517, 698
999
4, 693, 238
1,052
1887.
5,022
3,801, 952
755
1892..
4,321
4,500, 091
1,042
1988.
4.823
3,974, 320
824
1893...
4,418
4. 692, 211
1,062
1889..
4,356
4, 050, 549
930
1894..
4, 640
5, 008, 983
1,080
HIGHWAYS OF COMMERCE.
225
The arrivals for the year 1894, according to nationality, were.
Austrian.
Belgian
Danish.
·
British
French...
German
Greek..
Dutch.
Italian
Flag.
Number
of
vessels.
Total
tonnage.
Flag.
Number
of
vessels.
Total
tonnage.
12
19, 339
Norwegian
259
147, 327
309
425, 686
168
130, 822
Portuguese.
Russian..
12
7, 100
41
28, 452
2, 611
2,817, 388
Spanish
46
38,859
125
111, 133
Swedish..
160
91, 517
719
971, 428
American
23
47.281
26
45, 939
101
103, 485
Total.
4, 640
5 008, 983
28
23, 117
OCEAN LINES.
Red Star Line.-Among the ocean lines from Antwerp, the first in
importance, at least so far as concerns business between Antwerp and
the United States, is the Red Star Line, a private corporation, the
majority of the stock of which is owned by citizens of the United
States. All the steamers except two, the Pennsylvania and the Illinois,
fly the Belgian flag. These two are under the American flag. The
terminal points are Antwerp and New York and Antwerp and Phila-
delphia. The New York service is weekly (sometimes semiweekly),
and carries first, second, and third class passengers; also, mail and
freight. The Philadelphia service is fortnightly, and carries third-class
passengers and freight.
The distance between Antwerp and New York is 3,344 miles and
between Antwerp and Philadelphia 3,408 miles.
The rates for first-class passengers vary according to the steamer
chosen, the season of the year, or the number of passengers occupying
a stateroom, from $65 to $210 per person in the summer (between
August 1 and October 15), and from $60 to $95 per person at other
seasons of the year. A reduction of 15 per cent, each way, is allowed
on all round-trip tickets, and these tickets are available for one year.
It is very difficult to answer with accuracy the inquiry as to rates
of freight. The manager of the freight department informs me that
the freight charges differ with different articles, and charges for the
same article vary with the fluctuations in the freight market, which
depend upon competition, the size of the cargo, the size of the ship-
ment, and other causes. So far as a rule can be given, it may be said
that the average charge, both to New York and Philadelphia, for
heavy articles (those whose rate is determined by weight) is $1.50 per
ton; while for light articles (those whose rate is determined by the
space occupied) the charge is $5, and 10 per cent additional, per 40
cubic feet.
533A-15
الي
226
HIGHWAYS OF COMMERCE.
The fleet of the Red Star Line consists of the following steamers:
Friesland..
Westernland
·
Voordland
Waesland
Pennland
Belgenland..
Name.
Tonnage.
7,116
Rhynland
5,736
Nederland.
5, 212
Switzerland
4, 752
3,760
Pennsylvania.
Illinois
3.692
Name.
Tonnage.
3, 689
2,839
2,816
3, 166
3,126
All of the forgoing steamers are employed in the New York service,
except the last three, which go to Philadelphia.
The Red Star Line keeps its ships in good condition. Besides the
habitual inspection, cleaning, repairing, and painting, which occur at
the end of every voyage, each steamer is put twice a year in the dry
dock of the company, situated here, when the bottom is scraped and
painted, and the steamer otherwise subjected to a thorough inspection
and overhauling.
The Friesland, Noordland, and Westernland are built of steel; all the
others of iron. The Friesland, Waesland, Illinois, and Pennsylvania
have triple expansion, the others have compound engines; all are com-
partment steamers. The Antwerp, and general European agents of
the Red Star line are Vonder Becke & Marsily.
North German Lloyd.-This line has, it is said, the largest fleet in
the world; it consists of seventy-two vessels, and five more are now
being built. Of these, forty have a tonnage of over 2,300, and twenty-
six a tonnage, of over 4,500. The largest is the Kaiser Wilhelm II,
tonnage, 6,991, closely followed by the Spree, Havel, and Prince Regent
Luitpold, with tonnages of 6,963, 6,963, and 6,700, respectively.
The North German Lloyd Company is a private German corporation,
with head offices in Bremen. It is engaged in the North and South
American, the East Indian, Chinese, and Australian trade, and thus
divides itself into distinct branches. All the ships start from Bremen.
There are four branches of the line which touch at Antwerp, and to
these only, will reference be made. They will be distinguished by use
of the terminal points, and are as follows:
(1) Bremen-Shanghai branch.-The steamers in this service, start-
ing from Bremen, touch at Antwerp, Southampton, Genoa, Naples,
Port Said, Aden, Colombo, Singapore, Hongkong, and stop at Shang-
hai. Prompt connection is made at Hongkong for the Japanese ports
of Yokohama, Hiogo, and Nagasaki.
(2) Bremen-Sydney branch.-Starting at Bremen, calls are made at
Antwerp, Southampton, Genoa, Naples, Port Said, Aden, Colombo,
Adelaide, Melbourne, with Sydney as the terminus.
(3) Bremen-Santos branch.-Leaving Bremen, the steamers stop at
Antwerp, Corunna, Bahia, Rio Janeiro, and finally, at Santos.
(4) Bremen-Buenos Ayres branch.-Starting from Bremen, stops are
made at Antwerp, Lisbon, Montevideo, and Buenos Ayres, the terminus.
HIGHWAYS OF COMMERCE.
227
:
All of these branches carry first, second, and third class passengers;
also mail and freight, and make monthly trips. The distances from
Antwerp are:
To-
Miles.
To-
Miles.
Southampton
Genoa
Naples.
Port Said...
Suez..
Aden
·
Colombo
Singapore
Hongkong.
Shanghai
244
Adelaide.
2, 378
Melbourne…
2,714
Sydney
3,824
Lisbon.
3, 911
5, 219
Corunna
Bahia..
7, 312
Rio Janeiro.
8,882
Santos.
10, 319
Montevideo...
11, 189
Buenos Ayres..
11,690
12, 175
12,825
1, 120
760
4, 680
5, 400
5,590
6, 260
6,375
Rates for first-class passengers from Antwerp are approximately as
follows:
Genoa
Naples.
Port Said..
Singapore
Hongkong.
Shanghai.
Adelaide
To-
Fare.
$43.75
58.75
Melbourne
Sydney
87.50
325.00
Cornhna
Montevideo
354.00
Buenos Ayres.
•
380.00
Rio Janeiro
287.50
To-
Fare.
$316. 25
325.00
25.00
150.00
150.00
137.50
The inquiry as to the rates of freight is even more difficult to answer
in connection with the North German Lloyd than with the Red Star
Line, because there are so many ports of call, and consequently, so
many different rates. It will be remembered also that (1) there are
many classes of freight, as "first class," "third class," "dead weight,"
"munitions of war," etc.; (2) that the freight rates are constantly fluc-
tuating; and (3) most important, that the rates for all large commercial
transactions are usually determined by special agreement between the
shipper and the company.
As there are so many vessels belonging to the North German Lloyd
fleet, those engaged in the Antwerp trade, as above described, are often
changed, but the ones usually coming to this port are:
Name.
Bayer.
Sachse
Preussen
Prince Regent Luitpold.
Braunschweig
Tonnage.
5, 343
5,343
Dresden
Munche...
4, 645
Weser
6,700
Kolb.
Name.
Tonnage.
4.802
4, 801
2,823
2,556
2,406
3, 173 Graf Bismarck.
The Antwerp agents of the North German Lloyd Company are H.
Albert de Bary & Co.
Peninsular and Oriental Steam Navigation Company.-This company,
having a fleet of fifty ships, is a private English corporation, with head
228
HIGHWAYS OF COMMERCE.
offices in London. Ten of its steamers are engaged in the Antwerp
trade as follows:
•
Aden
Bombay.
Canton..
Ceylon.
Formosa.
Name.
Tonnage.
3, 925
Japan.
·
3, 216
Java
3,171
Malacca.
4, 094
4,045
Manila.
Shanghai
Name.
Tonnage.
4,319
4, 093
4, 045
4, 210
3, 216
These are divided between two branches, which, indicated by the
terminal points, are:
(1) Antwerp-Yokohama branch, touching at Loudon, Gibraltar,
Genoa, Naples, Malta, Brindisi, Port Said, Aden, Colombo, Singa-
pore, Hongkong, Nagasaki, Hiogo, and Yokohama. Prompt connection
is made at Aden for Bombay; at Colombo, for Madras and Calcutta,
and at Hongkong, for Shanghai. The service is monthly.
(2) Antwerp-Sydney branch, calling at London, Gibraltar, Mediter-
ranean ports, Port Said, Aden, Colombo, Albany, Adelaide, Melbourne,
and Sydney. The service is monthly.
Besides freight, first and second class passengers are carried by both
services, and mail is taken at London and Brindisi.
The distances and rates are about the same as those of the North
German Lloyd Company, as the routes are almost identical.
The Antwerp agents are John P. Best & Co.
Union Steamship Company.-This is a private English corporation,
with head offices in London. The line is engaged in the South African
trade, and has Southampton for its English port of departure. From
Southampton the service is weekly. The Antwerp service is monthly,
and carries first, second, and third class passengers, freight and mail.
The steamers in the Antwerp service are often changed, but one of
the following is usually employed:
Guelph
Greek
Gaul..
Goth..
Name.
Tonnage.
4, 916
4,747
4, 744
4,738
Trojan..
Spartan.
Pretoria
Arab
•
Name.
Tonnage.
3,471
3, 403
3, 198
3, 192
The ports touched are Lisbon, Madeira, Teneriffe, Ascension, St.
Helena, Cape Town, Mossel Bay, Knysna, Port Elizabeth, East Lon-
don, Durban (Natal), Delagoa Bay, Mozambique, and Zanzibar. Calls
at the smaller places are not made every trip, unless necessary to unload
freight or passengers. Durban is the terminal port of the mail steam-
ers, but other steamers of the same company proceed to Zanzibar ouce
a month, stopping at intermediate points.
HIGHWAYS OF COMMERCE.
229
The distances from Antwerp are:
To-
Miles.
To-
Miles.
Southampton
Lisbon..
Madeira
Teneriffe
St. Helena
·
•
Cape Town.
Mossel Bay.
244
Knysna..
1, 120
1,637
1,896
Port Elizabeth.
East London
Durban.
4,698
6, 398
6, 644
Delagoa Bay..
Mozambique.
Zanzibar.
6, 691
6, 836
6,963
7,221
7,514
8, 441
9, 101
The rates for first-class passengers from Antwerp to the places men-
tioned are:
To-
Fare.
To-
Fare.
Lisbon..
Madeira
Teneriffe.
St. Helena.
Ascension
Cape Town.
Mossel Bay..
•
Knysna..
$45.90
66.30
Port Elizabeth
71.40
East London.
183.60
Durban.
153.00
Delagoa Bay.
183.60
Mozambique.
198.90
Zanzibar.
The Antwerp agents are John P. Best & Co..
•
$198.90
198.90
204.00
209.10
219.30
255.00
255.00
Compagnie Belge Maritime du Congo.-This is a private Belgian cor-
poration engaged in trade with that part of the West African Congo
territory known as the Belgian Congo. The service is monthly, and
carries first and second class passengers, freight and mail. The sail-
ing date at Antwerp is the 6th of each month, and the rate for first-
class passengers is $160.
There are only three steamers engaged in this service, namely:
Leopoldville, 3,460 tons; Coomassie, 2,902 tons; Eduard Bohlen, 2,367
tons.
The Antwerp agents are John P. Best & Co.
Kosmos Line.—This is a private German corporation, with Hamburg
as the port of departure, engaged in the Chilean and Peruvian trade.
The points touched are Antwerp, Falkland Islands, Punta Arenas,
Corral, Coronel, Talcahuano, Valparaiso, Antofagasta, Iquique, Arica,
Mollendo, Pisco, and Callao.
The service is fortnightly, and carries first, second, and third class
passengers, freight, and mail.
The steamers are all compartment ships of steel or iron, and are:
Name.
Herodot
Isis...
Kambysis
Memphis
Menes
Osiris..
Pentaur
Tonnage.
2,848
2, 645
1,824
3,873
1.714
2, 638
2,803
Ramses.
Serapis
Tanis.
-
Theben...
Thotmes.
Luxor
Hathor
·
-
Name.
Tonnage.
3,634
2,706
3, 033
1,686
1,808
3, 900
3,900
230
!
HIGHWAYS OF COMMERCE.
The distances from Antwerp are:
To-
Miles.
To-
Miles.
Falkland Islands
Punta Arenas
Corral
Coronel..
Talcahuano
Valparaiso.
7,350
Antofagasta.
7,910
Iquique.
8.950
Arica.
9.140
Mollendo
9, 176
PISCO
9,406
Callao
9,986
10, 216
10,318
10, 453
10, 773
10, 989
The rates for first-class passengers from Antwerp are: To Falkland
Islands, $195; Punta Arenas, $225; all remaining intermediate points
and to Callao, $300.
The Antwerp agents are August Bulcke & Co.
Puritan Line.-This is a private English corporation, which conducts a
first-class freight business between Antwerp and Boston, and between
Antwerp and Baltimore, once a month from each port.
The steamers engaged in this service are:
Storm King.
Norse King.
-
Name.
Tonnage.
3,279 Belgian King.
2.985 Otranto..
Name.
Tonnage.
3,354
2,379
The Antwerp agents are Thomas Ronaldson & Co.
Wilson Line. This is a private English corporation, and runs a fort-
nightly freight service between Antwerp and New York. The steamers,
together with their tonnage, are:
Marengo
Lepanto
Name.
Tonnage.
2.273
2,287
Othello..
Rialto
Name.
Tonnage.
2, 479
2,229
The Antwerp agents are August Bulcke & Co.
San Francisco Line. This line runs sailing vessels of the first class
monthly to the western coast of the United States. The ships carry
only freight, grain in bulk for the most part. They touch at San
Diego, Redondo, San Francisco, Portland, Port Townsend, Everett,
Seattle, and Tacoma.
The Antwerp agents are John P. Best & Co.
Hamburg-Pacific Steamship Company. This is a private German cor-
poration, and runs a steamer regularly every fifteen or twenty days to
the western coast of South and Central America. It carries first-class
passengers and freight. The steamers call at the same ports as the
Kosmos Line as far as Callao, and beyond Callao they call at Salaverry,
Payta, Manta, Guayaquil, Punta Arenas (in Costa Rica) Corinto, San
Juan del Sur, La Union, Amapala, La Libertad, Acajutla, San Jose de
Guatemala, and stop at Champerico.
HIGHWAYS OF COMMERCE.
231
The steamers generally employed in the Antwerp service, together
with their tonnage, are:
Adriana
Delia
Volumnia
Lavinia.
Name.
Tonnage.
4,500
Valeria
5,000 Miranda
5,000
3,000
Modestia
•
Name.
Tonnage.
3,500
4,000
5,000
The Antwerp agents are Grisar & Marsily.
Prince Line. This is a private English corporation, and runs a
monthly service for first, second, and third class passengers, and freight
from Antwerp to Rosario, touching at London, Montevideo, and Buenos
Ayres. The rate for first-class passengers is $5 per day.
The steamers, together with their tonnage, are:
Name.
Asturian Prince.
Italian Princo ……….
Tonnage.
Name.
3, 147
3,083
Afghan Prince
Tartar Prince.
Tonnage.
3, 263
3,263
The Antwerp agents are August Bulcke & Co.
Cork Steamship Company.-This is a private Irish corporation, and
runs three services, as follows: Antwerp to Liverpool; Antwerp to
Manchester, and Antwerp to Glasgow. Each service is weekly, and
carries first-class passengers and freight. The rate for first class pas-
sengers is $5.50 from Antwerp to each of the termini.
The steamers engaged in these services are of steel and iron, and,
together with their tonnage, are:
Egret...
Ptarmagan
Avocet
--
Rallus
Ibis...
Name.
Tonnage.
1, 234
Bittern ...
1,234
Moorhen.
1.097
1,040
Ousel....
Whimbrel
•
1, 585
Name.
Tonnage.
972
1, 756
816
649
The Antwerp agents are John P. Best & Co.
It will be observed that the lines given have been selected with a
view to showing the connections of Antwerp with all parts of the
world, and also because of the importance of the lines themselves. The
remaining lines, therefore, will not be described with the same detail.
They are:
Hansa Line.-Service monthly, for passengers and freight; destina-
tion, the ports of Brazil and of the Argentine Republic. Antwerp
agents, Selb & Huverstuhl.
Bossières Bros. of Havre.-Service monthly, for freight; destination,
ports of Canada. Antwerp agent, D. Steinmann-Haghe.
232
HIGHWAYS OF COMMERCE.
Ross Line.-Service monthly, for freight; destination, ports of Can-
ada. Antwerp agents, Thos. Ronaldson & Co.
White Cross Line.-Service monthly, for freight; destination, Boston
and New York. Antwerp agents, Steinmann & Co.
New Orleans Line.-Service monthly, for freight; destination, New
Orleans. Antwerp agents, Kennedy, Hunter & Co.
Cuban Line.-Service monthly, for passengers and freight; destina-
tion, Porto Rico and Cuba. Antwerp agent, D. Steinmann-Haghe.
Compagnie Générale Transatlantique.-Service monthly, for passen-
gers and freight; destination, Havana and Mexican ports. Antwerp
agent, A. Deppe.
La Flecha Navigation Company.-Service monthly, for passengers and
freight; destination, Havana. Antwerp agents, Walford, de Baerde-
maeker & Co.
Serra Line.-Service monthly, for passengers and freight; destina-
tion, Havana. Antwerp agents, Walford, de Baerdemaeker & Co.
West India Steam Navigation Company.-Service monthly, for freight;
destination, Vera Cruz and other Mexican ports. Antwerp agents,
Kennedy, Hunter & Co.
Bossières Bros.-Service monthly, for passengers and freight; destina-
tion, Martinique, Guadaloupe, and Venezuelan ports. Antwerp agent,
D. Steinmann-Haghe.
Lamport & Holt Line.-Service monthly, for first, second, and third
class passengers, freight, and mail; destination, the ports of Brazil.
Antwerp agents, Kennedy, Hunter & Co.
Lamport & Holt Line.—Service fortnightly, for passengers, freight,
and mail; destination, Montevideo, Buenos Ayres, and Rosario. Ant-
werp agents, Kennedy, Hunter & Co.
Royal Mail Steam Packet Company.-Service monthly, for passen-
gers and freight; destination, the ports of Brazil and of the Argentine
Republic. Antwerp agents, Ch. Huger & Co.
Antwerp and London-Brazil Line.-Service fortnightly, for passen-
gers and freight; destination, Rio Janeiro and Santos. Antwerp
agents, Ruys & Co.
Macandrews & Co., London.-Service monthly, for freight; destina-
tion, Montevideo, Buenos Ayres, Boca, and Rosario. Antwerp agents,
Walford, de Baerdemaeker & Co.
Gellatly, Hankey, Sewell & Co. Line.-Service every ten days, for
freight; destination, Montevideo, Buenos Ayres, Boca, and Rosario.
Antwerp agents, Gellatly, Hankey, Sewell & Co.
Antwerp-Chile Line.-A line of first-class sailing vessels; with a
monthly service for freight; destination, the ports of Chile. Antwerp
agents, Ruys & Co.
Atlas Line.-Service monthly, for freight; destination, the ports of
Portugal and of Morocco. Antwerp agent, A. Blumenthal.
HIGHWAYS OF COMMERCE.
233
Mersey Steamship Company.-Service fortnightly, for freight; desti-
nation, Gibraltar, the ports of Morocco, and the Canary and Madeira
islands. Antwerp agents, W. H. Müller & Co.
British India Steam Navigation Company.-Service monthly, for pas
sengers and freight; destination, the eastern coast of Africa, as far as
Zanzibar. Also, service monthly, for passengers and freight; destina-
tion, Bombay and Kurrachee. Antwerp agents, Gellatley, Hankey,
Sewell & Co.
Hansa Line.-Service monthly, for passengers and freight; destina-
tion, Bombay, Madras, and Calcutta. Antwerp agents, Selb & Huver-
stuhl.
Hamburg-Calcutta Line.-Service monthly, for passengers and freight;
destination, Madras and Calcutta. Antwerp agents, Grisar & Marsily.
Union Line.—Service monthly, for passengers and freight; destina-
tion, Penang, Singapore, Hongkong, Shanghai, Yokohama, and Hiogo.
Antwerp agents, Eiffe & Co.
China Shippers Mutual Steam Navigation Company.-Service monthly,
for passengers and freight; destination, the ports of China and Japan.
Antwerp agents, Walford, de Baerdemaeker & Co.
Shire Line.-Service fortnightly, for passengers and freight; destina-
tion, the ports of China and Japan. Antwerp agents, Selb & Huver-
stuhl.
Glen Line.-Service monthly, for freight; destination, the ports of
China and Japan. Antwerp agents, Ruys & Co.
Anglo-Australasian Company.-Service monthly, for freight; destina-
tion, the ports of Australia. Antwerp agents, Kennedy, Hunter & Co.
Antwerp European lines.—In addition to the foregoing lines, there
are about sixty others engaged in the trade between Antwerp and
other European ports. The majority of these lines, going to England,
Denmark, Sweden, and Russia, carry first-class passengers in addition
to freight; but those going to ports of France, Germany, Holland, Italy,
Spain, Portugal, and Turkey do not, as a rule, carry first-class passen-
gers because the railroad traveling is much quicker. The following are
some of these lines, the terminal points in most cases alone being given:
Antwerp to London, Antwerp to Grimsby, Antwerp to Leith, Ant-
werp to Hull, Antwerp to Newcastle, Antwerp to Plymouth, Antwerp
to Bristol, Antwerp to Liverpool, Antwerp to Glasgow, Antwerp to
Gloucester, Antwerp to Dublin, Antwerp to Belfast, Antwerp to Rot-
terdam, Antwerp to Amsterdam, Antwerp to Mannheim, up the River
Rhine, Antwerp to Hamburg, Antwerp to Stettin, Antwerp to Dantzig,
Antwerp to St. Petersburg, Antwerp to Riga, Antwerp to Copenhagen,
Antwerp to Stockholm, Antwerp to Christiania, Arendal, and Christian-
sand, Antwerp to Bordeaux, Antwerp to Havre; Antwerp to Havre,
the ports of Spain and Portugal, and Marseilles; Antwerp to Mar-
seilles and Genoa; Antwerp to Rotterdam, Marseilles, and Leghorn;
Antwerp to the ports of the Adriatic Sea as far as Trieste; Antwerp to
234
HIGHWAYS OF COMMERCE.
Constantinople, Batoum, Sebastopol, and Odessa; Antwerp to the ports
of the Black Sea; Antwerp to Alexandria, Smyrna, and Constantinople;
Antwerp to the Sicilian ports; Antwerp to Harwick.
The Antwerp-Harwick is a high-class line, and runs a daily service
for first and second class passengers. The passage is made in twelve
hours, and the run from Harwick to London occupies two hours. The
steamers are all of iron or steel, are very comfortable and are much
patronized.
The Ostend-Dover line, although the steamers do not come to Ant-
werp, is owned by the Belgian Government. It runs three services
daily, and the passage is made in three hours. The steamers carry, in
addition to first and second class passengers, the continental mail.
RAILROADS AND WATERWAYS.
The railroad facilities in the consular district of Antwerp, and in all
of Belgium as well, are of the first order. A large majority of the lines
are owned by the Government, and all of them are under Government
control. The administration and direction of the railroads, together
with that of the post and telegraph offices, constitutes a special and
distinct branch of the national ministry or cabinet, the chief officer of
which holds the title of minister of railways, posts and telegraphs.
All the principal lines have double tracks, among which may be men-
tioned the following:
(1) Antwerp to Rosendael, Rotterdam, The Hague, Amsterdam and
points beyond.
(2) Antwerp to Malines, Brussels, Mons, Paris and points beyond,
(3) Antwerp to Malines, Lourain, Liege, Verviers, Aix-la-Chapelle,
Cologne and points beyond.
(4) Antwerp to Termonde, Ghent, Bruges, and Ostend.
(5) Antwerp to Ghent, Lille and points beyond.
The rates for passengers can be seen from the following table:
Trains.
Class.
Rate
per mile.
Trains.
Class.
Rate
per mile.
Express trains:
Single-trip tickets.
Cents.
First...
3
Ordinary passenger trains:
Single-trip tickets.
Cents.
Second.
Third..
Round-trip tickets
First
Round-trip tickets.
Second……..
Third..
First..
Second..
Third....
First...
Second……..
...
Third..
2-12T1
11
11
Freight in Belgium is transported more by water than by rail. In
fact, practically all heavy freight, such as iron, cement, hides, grain,
lumber, cotton, etc., is transported by water.
Belgium is traversed by two large rivers, the Scheldt and the Meuse,
and by several small ones, chief among which are the Rupel and the
Sambre. Almost all are navigable. To these, may be added a number
of canals, most of which are narrow, but navigable for small boats,
HIGHWAYS OF COMMERCE.
235
which are usually drawn by horses or persons on the banks, or by small
steam tugs.
There is navigable water connection between Antwerp and Brussels,
Liege, Ghent, Bruges, Lourain, Mons, Charleroi, Namur, Tournai, and
other places.
The freight charges are very light, varying with the season, the
amount of freight, the kind or class, etc.
The basis, however, is from 1 to 4 francs (19.3 to 77.2 cents) per ton,
according to the distance.
ANTWERP, March 26, 1895.
HOLLAND.
HARVEY JOHNSON,
Consul.
RAILWAYS.
There are two main steam railways in the Netherlands, viz: The
Staatsspoorweg (State railway) and the Hollandsche Yzeren Spoorweg
(Dutch railway). The former was built by the Government and leased
for a period of years to a private corporation known as the Maat-
schappij tot Exploitatie van Staatsspoorwegen; the latter was con-
structed and is controlled by a private corporation known as the
Hollandsche Yzeren Spoorweg Maatschappy. Both corporations are
under the supervision of a board of survey, under the minister of marine,
commerce and industry. The members of this board are appointed
by the Queen to secure the safety of traffic. They are also under the
supervision of a Government commissioner and assistant commissioner
appointed by the Queen to control the finances.
State Railway (Staatsspoorweg.)-The Staatsspoorweg, headquarters
at Utrecht, on the 1st of January, 1894, controlled 1,055.7 miles of rail-
way. The rolling stock consists of 447 engines, 1,699 passenger and
luggage vans, and 7,520 freight cars.
In 1893, 5,584,939 tons of goods were carried over the whole line, at
the average rate of 613 cents (American) per ton.
As highways of commerce, the following lines are to be considered:
Amsterdam, Emmerich and Rotterdam, and Utrecht and Arnhem,
with direct trains and Pullman car trains to and from Germany. The
part of this line which was first opened is that from Amsterdam to
Utrecht (on the 28th day of December, 1843). Communication with
Arnhem was established in 1845. The Rotterdam branch to Utrecht
was finished in 1855. In 1856, the German frontier was reached, and
through communication established with the German State Railway
at Emmerich. The length is: Amsterdam to Utrecht, 21.7 miles; Rot-
terdam to Utrecht, 32.9 miles; Utrecht to Emmerich, 54.7 miles; total,
109.3 miles.
236
HIGHWAYS OF COMMERCE.
The principal bridge is the Rhine bridge, near Westervoort, 843 feet
in length.
The first-class passenger fares are: Amsterdam to Utrecht, 72 cents;
Arnhem, $1.60; Emmerich, $2.14. Rotterdam to Utrecht, $1; Arnhem,
$1.80; Emmerich, $2.40.
The daily average number of trains running between Amsterdam
(Rotterdam branch included) and Emmerich is: Pullman car trains, 2;
express trains, 14; slow trains, 8; goods trains, 12.
(2) The route from Amsterdam to Utrecht, Tilburg, Breda, Rosen-
dael, and Eschen (Belgian frontier), is the highway of commerce between
Amsterdam and Brussels and Paris. For passenger traffic, through
trains-Amsterdam to Paris-are run, carrying sleeping cars.
In 1855,
Breda was connected by rail with the Belgian frontier, via Rosendael.
In 1863, the line from Tilburg to Breda was finished; in 1870, that
from Utrecht to Bois le Duc; in 1881, the Tilburg Bois le Duc portion
was opened. The length of this line is as follows: Amsterdam to
Utrecht, 21.7 miles; Utrecht to Bois le Duc, 30.4; Bois le Duc to Til-
burg, 14.3; Tilburg to Breda, 13; Breda to Rosendael, 15.6, and Ros-
endael to Eschen, 5; a total of 100 miles.
The principal bridges on these lines are: Lek bridge, near Culem-
borg, 2,181 feet long; Waal bridge, near Zalt Bommel, 2,857 feet; and
Maasbridge, near Hedel, 2,345 feet.
The first-class passenger rates from Amsterdam are: Utrecht, $2.72;
to Bois-le-Duc, $1.50; to Breda, $2.08; to Rosen dael, $2.30; to
Eschen, $2.90.
Eight express trains, 10 slow trains, and 12 freight trains are operated
on these lines.
(3) Line from Flushing to Rosendael, Breda, Bokstel, Eindhovan,
and Venlo (German frontier.) At Flushing through communication
with England is obtained by the royal mail steamers of the Zeeland
Steamship Company, all of which are about 1,700 tons burden and from
3,000 to 4,000 horsepower, running, if necessary, 17 to 18 knots an hour.
This mail route was established in 1877. The length of the lines is
130.4 miles, viz: Flushing to Rosendael, 46.6; Rosendael to Breda, 15.5;
Breda to Boxtel, 23.6; Boxtel to Eindhoven, 12.4; Eindhoven to Venlo,
32.3.
The Maas bridge, near Venlo, is 744 feet in length.
The first-class passenger rates from Flushing are: To Rosendael,
$1.40; to Breda, $1.80; to Boxtel, $2.30; to Eindhoven, $2.60, and to
Venlo, $3.30.
Six fast trains, 10 ordinary passenger trains, and 6 freight trains are
operated on these lines daily.
(4) Line from Amsterdam to Utrecht, Boxtel, Eindhoven, Hasselt,
and Liege. The Liege-Hasselt-Eindhoven line was built during the
years 1864 to 1866, and the Eindhoven Boxtel-Bois le Duc line in 1866.
(For particulars of the Bois le Duc-Amsterdam line, see above.) The
HIGHWAYS OF COMMERCE.
237
length of the line is 136 miles, viz: Amsterdam to Utrecht, 21.7;
Utrecht to Boxtel, 37.9; Boxtel to Eindhoven, 11.8; Eindhoven to
Hasselt, 37.3; Hasselt to Liege, 27.3.
The first-class fares for passengers from Amsterdam are: To
Utrecht, 72 cents; to Boxtel, $1.80; to Eindhoven, $2; to Hasselt,
$2.96, and to Liege, $3.42.
Two express trains, 4 slow trains, and 10 freight trains run daily
between Amsterdam and Liege.
Dutch Railway (Hollandsche Spoorweg).—The total length of the line
of the Hollandsche Spoorweg is 768 miles. The capital is 22,500,000
florins ($9,045,000), in 22,500 shares of 1,000 florins ($402) each, and is
all paid up.
Under a new contract with the Dutch Government, dated January
21, 1890, the Hollandsche Spoorweg was reorganized and received new
frauchises. Under this contract, the corporation distributes the net
profits, not exceeding 4 per cent of the capital, to the shareholders.
The remainder of the profits is divided equally between the Govern-
ment and the shareholders, till the proportion of the shareholders
amounts to 63 per cent, including the above-mentioned 4 per cent. The
balance must be divided on the basis of four-fifths to the Government
and one-fifth to the shareholders.
The following dividends have been declared: 1840 to 1849 (average), 3
percent; 1850 to 1859 (average), 33 per cent; 1860 to 1869 (average), 6 per
cent; 1870 to 1879 (average), 61 per cent; 1880 to 1889 (average), 6ª per
per cent; in 1890, 43 per cent; in 1891, 2 per cent; in 1892, 14 per cent;
in 1893, 24 per cent.
The corporation has recently contracted for new loans to the amount
of 53,000,000 florins ($21,306,000); 18,000,000 florins ($7,236,000) at 3
per cent, and 35,000,000 florins ($14,070,000) at 34 per cent.
The termini of the various railways starting from Amsterdam, are:
Helder, Leeuwarder, Zwolle, Salsbergen, Winterswyk, Cleve, Venlo
(last four on German frontier), Rosendael (Belgian frontier), Haarlem,
Hague, Rotterdam, and Hoek of Holland.
At the Hoek of Holland, direct communication with England is
afforded by steamers. This route was established June, 1893.
Passenger rates, per kilometer (0.62137 mile), are as follows:
Tickets.
First Second
class. class. class.
Second Third
Single-trip.
Round-trip..
Cents.
2
Cents.
Cents.
1.6
1
2.4
1.9
1.2
238
HIGHWAYS OF COMMERCE.
The freight rates, in slow trains, per long ton (2,204.6 pounds) are as
follows:
Distances.
Terminal charges..
Freight per kilometer (0.62137 of a mile) for dis-
tances-
From 1 up to 50 kilometers (31 miles)
From 51 to 150 kilometers (93 miles)..
From 151 to 250 kilometers (155 miles)
Over 250 kilometers..
•
Special
In part
loads.
Goods in full loads.
goods
in part
loads.
Class A. Class B.
Class C.
a $0.28
a $0.28
$0.20
$0.20
$0.20
.016
.014
.012
.01
.008
.012
.01
.01
.008
.004
.008
.01
.008
.004
.004
.004
.04
.004
.004
.004
a Including costs of loading and unloading.
The rates for express goods are double the rates for slow-train goods
in part loads or in full loads. Fractions of a cent to be charged as a
cent.
The rates on goods in part loads and on special goods are applied to
consignments of less than 5,000 kilograms (11,023 pounds); those of
Classes A and B on consignments of at least 5,000 kilograms, and
those of Class C on consignments of at least 10,000 kilograms (22,046
pounds) per used truck.
The principal bridges of the Hollandsche Spoorweg are: Dordrecht-
Geldermalsen, crossing the River Merwede; Amersfoort-Kesteren,
crossing the River Rhine, and Apeldoorn-Deventer, crossing the River
"Yssel.
OCEAN LINES.
The Netherland American Steamship Company, headquarters at Rot-
terdam, is controlled by the Nederlandsche Amerikaansche Hoomvaart
Maatschappy. The steamers of this line sail twice a week from Rotter-
dam to New York, calling at Boulogne sur Mer, and twice a month
from Amsterdam to New York.
The steamers, with tonnage and horsepower, are:
Name.
Amsterdam
Didam..
Dubbeldam.
Edam
Maasdam.
Obdam
P. Caland..
Name.
Registered Horse-
tonnage.
power.
3, 329
300
4, 539
600
2,745
300
3,986
600
3,657
400
3,063
500
Registered Horse-
tonnage. power.
3,629
375
Rotterdam
2, 751
450
Spaarndam
2,700
450
Schiedam.
3, 130
500
Veendam.
3,984
600
Werkendam
3,245
400 Zaandam
2,584
350
The first-class passenger rates vary, according to the season,
steamers and the locations thereon, from $55 to $74.
the
The company reports that so much depends upon the nature of the
goods and the countries in which they originate, that it is impossible
to give a fixed tariff for freights.
HIGHWAYS OF COMMERCE.
239
The Royal West Indian Mail Service (Koninklyke West Indische Mail-
dienst), headquarters at Amsterdam, is controlled by two corporations,
viz, Lloyds Veritas and the Netherland Society of Underwriters.
The steamers of this line sail every three weeks from Amsterdam to
New York, via Paramaribo, touching at Demerara, Trinidad, Carupano,
Cumana, Guanta, La Guayra, Porto Cabello, Curacao, Jacmel, Aux
Cayes, and Port au Prince.
Returning from New York the steamers touch at all these points,
and also call at Havre, en route to Amsterdam.
The steamers, with tonnage and horsepower, are:
Name.
Tonnage.
Horse-
power.
Name.
Tonnage.
Horse-
power.
Oranje Nassau
1, 304
750
Prins Willem II.
Prins Maurits.
1, 950
1, 310
1,250
750
Prins Frederik Hendrik
1, 642
Prins Willem I..
1,950
1,200
1,250
Prins Willem III..
Prins Willem IV.
1,950
1,250
1,950
1,250
The steamers carry first-class passengers to the West. Indian ports
only. The rates are from $160 to $182.
This company reports that it is impossible to give a fixed tariff for
freights.
The Netherlands Steam Navigation Company (Stoomvaart Maatschappy
Nederland) is a joint stock company established at Amsterdam in 1870,
with a funded capital exceeding 5,000,000 guilders ($2,000,000). The
termini are Amsterdam, Batavia, Samarang, and Soerabaya. The main
points touched are Southampton, Genoa, Port Said, Suez, and Padang.
Length of total line: Amsterdam to Batavia, 2,269 geographical miles;
Batavia to Samarang, 58; Samarang to Soerabaya, 95; mail route,
Genoa to Batavia, 1,706.
There is a fortnightly mail service and a cargo line between Holland,
Padang, and Java, occasionally calling at Hamburg.
The steamers, with tonnage and horsepower, are:
Horse-
Name.
Tonnage.
Name.
power.
Burgemeester dam Tex
3,000
500
Prinses Amalia..
Conrad.
3, 100
400
Prinses Marie.
Koningin Regentes
3,700
550
Prinses Wilhelmina.
Prins Alexander
3,000
500
Prinses Sophie
Prins Hendrik
3,500
550
Sumatra..
Horse-
Tonnage.
power.
3,500
550
2,800
400
2,600
400
3,500
550
2, 600
400
First-class passenger rates are: From Amsterdain to Genoa, $60; Port
Said, $100; Batavia and Padang, $320.
sterdam, $300; Genoa, $252; Port Said,
Batavia and Padang to Am
$212.
AMSTERDAM, May 10, 1895.
EDWARD DOWNES,
Consul.
240
HIGHWAYS OF COMMERCE.
DENMARK.
OCEAN LINES.
Thingvalla Steamship Company.-The most important ocean line, in
connection with the foreign trade and commerce of Denmark, and the
line best known to travelers between the United States and Scandina-
via, is the Thingvalla Steamship Company, Limited. It was established
in 1879 to meet the demands of the increasing trade and passenger
traffic between the three Scandinavian countries and the United States.
Before the establishment of this line, merchandise to and from these
countries was sent indirectly, and of course with increased risk and
expense. Passengers also were compelled to travel either via Great
Britain or continental ports, at an additional outlay of time and money.
This business is now done largely by the Thingvalla Line, which is
operated and controlled by a board of directors with headquarters in
Copenhagen, and is free from Government interference.
The company's fleet consists at the present time of five steamships,
as follows:
Amerika
Hekla.
Norge.
Name.
Tons.
Horse-
power.
Name.
4,058
3, 258
3,358
3,000
2,200
Island..
Thingvalla.
1, 400
Tons.
Horse-
power.
2, 841
2,300
2,525
1,000
These steamers ply between Copenhagen and New York, calling at
Christiania and Christiansand, in Norway. As a rule, the steamers
when in Copenhagen make a trip to Stettin to discharge and load
cargo from and to the United States. Passengers, however, are not
booked for passage from Stettin.
From Copenhagen to New York, the distance over this route, going
via the north of Scotland, is nearly 3,810 miles. From Copenhagen to
Christiania it is 275 miles, and to Christiansand, 440 miles. The
steamers of the line run a fortnightly service between these ports,
leaving New York every alternate Saturday from the pier at the foot of
Fourth street, Hoboken and every alternate Tuesday from Copenhagen,
leaving Christiania on Thursday and Christiansand on Friday. During
the busy season an extra passenger steamer is put on to accommodate
the large number of tourists and travelers visiting Scandinavia and the
North Cape of Norway. This "land of the midnight sun" is rapidly
becoming a favorite resort of American sightseers, and the Thingvalla
Line offers the most direct route to tourists and travelers visiting Nor-
way. The rates for first-class passage are quite reasonable, varying in
the summer from $60 to $75, according to location and number of berths
in stateroom. In winter, the rates on some of the steamers are $10
less. On account of these inducements, the Thingvalla Line does its
HIGHWAYS OF COMMERCE.
241
fair share of passenger traffic and is steadily gaining favor with
Americans.
Freight rates vary according to the New York markets and the dif
ferent classes of goods shipped. The mean freight rate during 1893
was $4.82 per ton going east and $3.21 per ton going west.
During the year ending December 31, 1893, the company transported
2,565 cabin passengers, 17,269 third-class or steerage passengers, and
78,108 tons of freight.
United Steamship Company.—This company (Det Forenede Dampskib
Selskab), the largest and most powerful concern in the Danish mer-
chant marine, with a fleet at present consisting of 112 vessels, vary-
ing in size from coasters of 100 tons burden to ocean steamships of
2,100 tons, maintains a regular packet service between Copenhagen,
the home port and headquarters of the company, and all the principal
European ports, including important points on the Mediterranean, the
Adriatic, the Archipelago, and the Black Sea. This line is not under
Government control, but receives a subsidy for making regular sailings
and carrying the mails between Copenhagen and the Faroe Islands aud
Iceland, and carrying provisions between Esbjarg, in Jylland, and
Parkeston, in England.
A steamer leaves Copenhagen for the Faroe Islands and Iceland
every fourteen days. The three steamers plying on this route are:
Laura
Thyra..
Name.
Tons.
Horse-
power.
Name.
1,068
830
150 Nidaros
90
Tons.
Horse-
power.
859
160
The run from Copenhagen to Reykjavik, the terminus of the line, is
made in the schedule time of twelve days. The price of a first class
ticket to the Faroe Islands is 70 kroner ($18.76), and to Iceland 90
kroner ($24.12). These rates are exclusive of living aboard, which, in
the first-class cabin, is 4 kroner ($1.07) per adult per day.
From Copenhagen to Christiania direct, and vice versa, there are two
trips weekly by the C. P. A. Koch, of 1,149 tons and 173 horsepower, and
the M. G. Melchior, of 1,153 tous and 200 horsepower. A first-class
ticket costs 28 kroner ($7.50), exclusive of living aboard.
Besides these direct boats, there are smaller vessels running between
Copenhagen and Christiania and calling at intermediate points on the
Christiania Fjord.
Between Copenhagen and all points on the coast of Norway between
Frondheim and Christiansand, there is a steamer once a week both
ways. The following steamers are at present running on this route:
Name.
Tons.
Horse-
power.
Axelhuus.
Christiandsund
659
580
85
88
90 Tula .
533A——16
Name.
Tons.
Horse-
power.
700
100
242
HIGHWAYS OF COMMERCE.
The price of a first-class ticket to Frondheim is 55 kroner ($14.74);
to Christiansand, 24 kroner ($6.43).
This company also runs a regular packet line from Copenhagen to
the following Baltic ports, except when prevented in the winter season
on account of ice:
St. Petersburg
Hango
Riga.
Libau
•
Konigsberg.
Dantzig.
Stettin.
Hamburg
To-
Fare.
Trips.
Danish
money.
Equivalent
in United
States
money.
Kroner.
Weekly..
45.00
$12.06
..do.
36.00
9.65
Fortnightly
36.00
9.65
Semiweekly
27.00
7.24
Weekly.
21.35
5.72
.do
21.35
5.72
....do ..
Semiweekly
16.00
4. 29
16.00
4.29
There is also a regular service between Copenhagen and England, as
follows: To London, weekly, fare 45 kroner ($12.06); to London, via
Esbjarg and Parkeston, triweekly, fare 56 kroner ($13.33); to Hull,
weekly, fare 45 kroner ($12.06).
The following steamers run on the routes:
Name.
Copenhagen and London:
Christian IX..
Perna
Kasan...
Vendsyssel
Tons.
Horse-
power.
Name.
Tons.
Horse-
power.
1.236
120
་
1, 132
150
Copenhagen and Hull:
Frederick.
Louise
1,114
120
1, 115
120
1, 132
150
793
100
In addition to the foregoing lines, the United Steamship Company
maintains a regular service between the Baltic Sea (Copenhagen always
being the port of departure) and Spain, Portugal, Marseilles, Italy,
and Sicily. About every twenty days there is a departure for Mar-
seilles and Italy, and every ten days a departure for Spain. The ports
of call on this route are: Oporto, Lisbon, Malaga, Carthagena, Valencia,
Tarragona, Barcelona, Marseilles, Genoa, Leghorn, and Naples.
The steamers plying on the line are:
Name.
Tons.
Horse-
power.
1,227
1,227
130
130
1, 122
150
Name.
Tons.
Horse-
power.
Vesuv.
Dagmar
949
100
1,175
120
Baron Stjernblad.
999
130
J. C. Jacobsen.
Chr. Broberg.
Kiew.
O. B. Suhr...
1,506
150
The company's steamers will also call at any other ports in Spain,
France, Portugal, or Italy should sufficient inducement in the way of
freight be offered, and also at ports on the African coast when there
may be cargo in the market for the north. Goods are taken to Huelva
and Seville on through bills of lading, with transshipment at Cadiz.
HIGHWAYS OF COMMERCE.
243
Between Copenhagen and Bordeaux, three or four steamers are kept
constantly running, so as to make a trip in both directions about fort-
uightly. In April and September fast boats are dispatched from
Copenhagen to Madeira, taking passengers and goods to and from all
northern ports. These boats running to the Mediterranean are adapted
more especially to the freight trade, but a limited number of passengers
can be accommodated with berths and private cabins at the follow-
ing rates from Copenhagen, exclusive of living expenses aboard: To
Havre, Rouen, and Dunkirk, 54 kroner ($14.47); to Bordeaux, 72
kroner ($19.30); to Portugal, 108 kroner ($28.94); to Spain and Italy,
126 kroner ($33.77).
Vessels also run to the Levant and Black Sea every fourteen days.
The points of call on this route are: Antwerp, Algiers, Tunis, Piraeus,
Smyrna, Salonica, Constantinople, Sebastopol, and Odessa. The com-
pany's fleet at present engaged in this trade is as follows:
Name.
Tons.
Horse-
power.
Name.
Tons.
Horse.
power.
Antwerp.
Georgios I
Leopold II
1,713
130
·
1, 617
150
A. N. Hansen.
Tomsk...
1, 506
150
1,590
180
1, 618
150
Omisk
1,591
180
L. P. Holmblad.
Castor
2, 141
173
Alexander III
1,259
110
1, 842
190
By special agreement with the Belgian Government, freight not
above 2,000 kilograms (4,409 pounds) may, since the 1st of January,
1894, be forwarded on through bills of lading from all railway stations
in Belgium to the various ports on this company's route.
Goods are taken at through rates, with transshipment at Copenhagen
to and from all ports mentioned in the above list and all ports in Ger-
many, Denmark, Norway, Sweden, Russia, and Finland. Goods are
also taken at through rates, with transshipment at Tunis, Piraeus,
Smyrna, and Odessa to points in the north of Africa, Greece, Asia
Minor, and the Black Sea. A limited number of passengers can be
accommodated on all the ships in the Black Sea trade. A cabin ticket
to any of the ports mentioned above, exclusive of living aboard, can
be had for 180 kroner ($48.24).
As to the rates charged for freight by the United Steamship Com-
pany I regret that my efforts in this direction have not been successful.
I can only quote the answer of Mr. Norman, the general manager, in
reply to my letter of inquiry. He writes: "As to freights on our lines
between the different ports, I regret that I am not able to give you any
information, the rates fluctuating according to the conditions, which
may be favorable at one time and unfavorable at another."
Scandia line. This line is largely engaged in the freight trade
between Copenhagen and New York, but is not allowed to take pas-
sengers at Danish ports. Passengers from Denmark can, however, ship
by the Scandia Line by crossing the sound to Helsingborg, Sweden.
244
HIGHWAYS OF COMMERCE.
Copenhagen is only a port of call on this line, the home port being
Stettin, and the line itself being a part of the Hamburg-American Line.
The following steamships comprise the present fleet of the company:'
Name.
Tons.
Horse-
power.
Virginia
Polynesia
2,884
350 Slavonia
2, 196
270 Venetia
Name.
{
Tons.
Horse-
power.
2,274
250
2, 891
350
The rates for freight on this line are the same as on the Thingvalla
Line, viz, $4.82 per ton going east and $3.21 per ton going west. Of
course, only the mean or average rate is intended by these figures, as
the rates will vary according to the state of the market and the char-
acter of the goods.
RAILWAYS.
All the lines which carry through mails, freight, etc., belong to the
State except a line of 45 kilometers (27.96 miles) from Orehoved to
Gjedser, Island of Falster, which belongs to a private corporation, but
is under Government control.
There are three main lines running out of Copenhagen, the great
railway center of Denmark-the north, south, and west lines. Mails,
passengers, and freight to and from the Continent and England go by
the south and west lines, and to Sweden and Norway by the north line.
South line. This line, extending from Copenhagen to Kioge, 55 kilo-
meters; to Nastved, 92 kilometers; to Gjedser, the terminus, 157 kilo-
meters-97.56 miles, is the most direct line to east, middle, and south
Germany, via Warnemunde and Rostock (Mecklenburg), reaching Ber-
lin by express train in eleven and one-half hours. Between Copenha-
gen and Gjedser, passengers, freight, etc., are carried over the distance
between Masnedsund, Island of Sjalland, and Orehoved, Island of Fal-
ster, by steam ferry in ten to fifteen minutes; and from Gjedser, Falster,
to Warnemunde, Germany, in two hours, twice daily. From Warne-
munde there are trains to all parts of Germany.
West line. This line, extending from Copenhagen to Roskilde, 32
kilometers; Ringsted, 64 kilometers; Korsor, the terminus, 112 kilome-
ters-69.60 miles, is the most direct line to west Germany, France, and
England, via Hamburg. The running time from Copenhagen to Ham-
burg is twelve and one-half to thirteen and one-half hours by two dif
ferent routes: (1) Via Kiel by comfortable mail steamers from Korsor,
about seven hours, twice daily, and by train from Kiel to Hamburg;
(2) via Nyborg, Island of Fyen, and Fredericia, Jutland, by large steam
ferryboats, carrying from six to ten railway carriages, with passengers'
baggage, and freight, from Korsor to Nyborg in one and one half
hours; thence by railway to Strib; thence by steam ferry, carrying
four to six railway carriages, to Fredericia in ten minutes; thence by
train to Hamburg-twice daily.
HIGHWAYS OF COMMERCE.
245
Part of the traffic to and from England is also carried from Copen-
hagen, via Nyborg and Fredericia, to Esbjerg (west coast of Jutland),
in eight and one-half hours from Copenhagen, and from Esbjerg to Har-
wich (near London) by steamers, three or four times weekly, in twenty-
eight or thirty hours from Esbjerg to London.
North line. This line, from Copenhagen to Elsinore (45 kilometers-
27.96 miles), is the most direct line from Copenhagen to Norway and
West Sweden. From Elsinore, passengers, freight, and railway cars
are carried by steam ferryboats (same size as between Korsor and
Nyborg) in fifteen minutes to Helsingborg, Sweden; thence by train to
Gothenberg (eight and one-half hours from Copenhagen), and thence to
Christiania (twenty hours from Copenhagen), twice daily. Fredericks-
borg and Fredensborg are the most important points on this line.
In Jutland, there are also trains from Fredericia, in connection with
trains from Hamburg, to Gothenberg by steamer from Frederikshavn
(North Jutland) daily, and to Christiansand, Norway, twice a week.
All these lines being under strict Government control and inspection
are considered to be in excellent condition. They all have a single
track and run two express or mail trains daily and from three to six
slow or accommodation trains, as the demands of business may require.
The rates for first-class passenger travel are about 5 ore (13 cents)
per kilometer (0.6214 mile). It should be mentioned, however, that
the great majority of the people travel second class. The difference
in the appointments and conveniences of the two classes of coaches
can scarcely be observed, it being practically a distinction without a
difference.
Freights are divided into four classes, according to the quantity and
character of goods.
Through traffic.-The rates on freight coming into and passing through
Denmark in whole car loads, say of 5,000 kilograms (11,023 pounds),
from Wamdrup, on the German border, are, per ton of 1,000 kilograms
(2,204 pounds), according to the class of goods (first, second, third and
fourth): To Copenhagen, 283 kilometers (175.86 miles), $1.42, $1.61,
$2.04, and $2.71. To Elsinore, 328 kilometers (203.8 miles), $1.55, $1.77,
$2.22, and $2.87. To Helsingborg, Sweden, by ferry from Elsinore, 388
kilometers (241 miles), $1.58, $1.80, $2.26, and $2.92.
There is neither river nor canal navigation in Denmark.
HIGHWAYS.
The country being level, with no great obstacles to overcome in the
construction of roads, the Kingdom of Denmark has probably the best
public highways in Europe. Wherever the railroad runs, there runs
the corresponding "King's highway," 40 feet wide, with ditches on each
side 4 to 5 feet deep, and, in most cases, with shade trees on each side.
The roads are built of stone and gravel, packed and rolled smooth;
and there being no great distances to contend with, they are always in
246
HIGHWAYS OF COMMERCE
splendid condition. In the Island of Sjalland, the principal highways
run from Copenhagen to Elsinore, from Copenhagen to Korsor, and from
Copenhagen to Masnesund. To Elsinore, there are two highways, the
Kongevej or "King's highway," which runs parallel with the railroad,
and the Strandvej, running along the sound. In the Island of Fyen,
the principal highway runs from Nyborg, via Odense, to Middlefart.
In Jutland, the highway runs from Fredericia to Frederikshavn, in
the north, via Aarhus and Aalborg; from Randers, it runs westward
to Lemvig, and thence southward along the west coast to Ribe.
ROBT. J. KIRK,
COPENHAGEN, September 25, 1894.
Consul.
FRANCE.
TRANSPORTATION FACILITIES
France is in direct communication, from her leading ports-Marseilles,
Havre, Bordeaux, etc.—with all the important seaports of the world.
She has, also, the advantage of the facilities and competition afforded
by the many lines of maritime transportation connecting the chief
British ports-London, Liverpool, Southampton, etc.—with every sea-
port on the globe, it being but a few hours by water, or water and rail,
from Havre, Calais, or Boulogne to the most distant of these cities.
An extensive coastwise service is also in operation, and there is regular
and frequent communication by water between the numerous French
ports on the British Channel, the Atlantic Ocean, and the Mediterra-
nean Sea.
The various facilities for interior transportation are of the best, con-
sisting not only of a network of railways, but also of the great rivers,
an extensive canal system, and a system of public highways unsur-
passed, if not unequaled, in any other country, and which extends to
every part of the Republic. Altogether, the facilities enjoyed by the
people of France, within the country, as well as for external traffic, are
certainly not inferior to those of any other country in Europe, with the
possible exception of the United Kingdom. The ocean and coastwise
service is constantly being enlarged; the railway system is being
developed, not only by extensions, but also by betterments of lines aud
service, while the admirable system of canals, which has proved such
an important factor in the commercial and industrial development of
the country is not only being maintained, but extended, and large
expenditures are being made annually in the interest of river navi-
gation.
HIGHWAYS OF COMMERCE.
247
OCEAN AND CHANNEL LINES.
Only the great lines of communication connecting French ports di-
rectly with the ports of other countries will be considered under this
head, although several British lines, which do not touch at French
ports, notably the great transatlantic lines from Southampton and Liv-
erpool and the Peninsular and Oriental Navigation Company, trans-
port vast quantities of merchandise and great numbers of passengers
originating in or destined to France.
The principal ports of France, in the order of their importance,
are Marseilles, Havre, Bordeaux, Dunkirk, Boulogne, Rouen, Calais,
Dieppe, St. Nazaire, Cette, Bayonne, Nantes, and Nice. The three ports
first named-Marseilles, Havre, and Bordeaux-are the chief centers of
ocean commerce, the tonnage of the others mentioned being mostly
devoted to channel, coastwise, and interior navigation.
1. MARSEILLES.
OCEAN LINES.-By far the most important French port is Marseilles,
which is the gateway through which passes most of the vast ocean
commerce between this country and the rest of the Eastern Hemis-
phere.
The movement of exterior navigation, as officially reported for all
the French ports during 1894, represented an aggregate tonnage of
22,565,830, of which 6,592,841, or about 29 per cent of the whole, was
registered from Marseilles. The appended statement, prepared by Mr.
Claude M. Thomas, the consul of the United States at Marseilles, pre-
sents a complete exhibit of the operations of the many lines of maritime
transportation which connect Marseilles directly with nearly all the
seaports of the world.
The following companies sailing their vessels under the French flag
operate from the port of Marseilles:
Messageries Maritimes.-The fleet of this company consists of forty-
five ships, with tonnage and horsepower as follows:
Name.
Tonnage.
Horse-
power.
Name.
Horse-
Tonnage.
power.
Ernest Simons
Océanien...
Yarra..
Salazie
Sydney.
5,500
6, 000
Peïho
3.392
2, 400
4,259
3,400
Amazone.
3,350
2,400
4,255
3, 400
Ava...
3, 361
2.400
4, 255
3,400
Iraouaddy
3,785
2,900
4, 232
3, 400
Calédonien.
Mpanjaka.
684
450
4.232
3, 400
Melbourne
Yang-tsé
3,791
2,900
4, 080
3,400
Natal.
Djemuah...
3,785
2,900
4, 017
3,400
Saghalien
Niger
3,726
2,900
4,050
2.900
Gironde
Oxus.
3,260
2,900
3, 790
2,900
La Seyne.
Senégal
3,716
2,900
2,353
2,000
Godavéry
1.480
1, 600
Tigre
Eridan
1,852
1,400
Tibre
1,838
1,600
Ortegal.
Cambodge.
Sindh.
O
3,656
1,900
-
3,234
1,400
2,599
1,400
Aréthuse
Haiphong
Tamise..
3,373
2,000
1,246
1, 400
Médoc
•
3,655
1,900
·
1,548
1,400
Nerthe
3,718
2,900
2, 333
1,400
La Bourdonnaise
Manche
2,045
1,600
•
2, 315
1,400
Armand-Bebic
Alphée...
1,960
1,400
·
6, 548
7,000
Erymauthe..
2,095
Polynésien
1,400
6, 562
7,000
Australien
Guadalquiver
2, 638
1, 400
6, 563
7,000
Guadiana
2,632
Ville de la Ciotat.
1,400
6, 542
7,000
Douro..
Tanaïs
2,745
1, 400
1,824
1, 600
248
'HIGHWAYS OF COMMERCE.
In addition to these, the company has in process of construction two
boats of very large capacity. It has at present, with its forty-five
boats, a gross tonnage of 152,774, and a horsepower of 123,150.
The lines of the company from Marseilles are:
(1) For Yokohama, leaving Marseilles each alternate Sunday, and
touching at Alexandria, Port Said, Suez, Aden, Colombo, Singapore,
Saigon, Hongkong, Shanghai, and Kobe. A transfer is made at
Colombo for Pondicherry, Madras, and Calcutta; at Singapore, for
Batavia and Samarang, and at Saigon, for Tonquin ports.
(2) For Australia and New Caledonia, leaving Marseilles once
monthly, always on the 1st or 3d, and touching at Port Said, Suez,
Aden, Seychelles, King Georges Sound, Adelaide, Melbourne, Sydney,
and Noumea. A transfer is made at Seychelles for Reunion and
Mauritius.
(3) For the east coast of Africa, leaving monthly, always on the 12th,
and touching at Port Said, Suez, Obock, Aden, Zanzibar, Mayotte,
Nossi Be, Diego Suarez, Sainte Marie, Tamatave, Reunion, and Mau-
ritius. A transfer is made at Aden for Bombay and Kurrachee; also
at Nossi Be, for the west coast of Madagascar, touching at Majunga,
Mainterano, and Morundava.
(4) For Syria, each alternate Saturday, touching first at Alexandria,
Port Said, Jaffa, Beyrout, Tripoli, Lattaquie, Alexandretta, Mersina,
Smyrna, Salonica, and Piraeus.
(5) For Syria, each alternate Saturday, touching first at Piraeus,
Salonica, Smyrna, Larnica, Mersina, Alexandretta, Lattaquie, Tripoli,
Beyrout, Jaffa, Port Said, and Alexandria.
(6) For Constantinople and the Black Sea, leaving Marseilles each
alternate Saturday, and going by way of Piraeus, Smyrna, Dardanelles,
Constantinople, Samsoun, Kerassunde, Trebizonde, and Batoum; re-
turning via Trebizonde, Kerassunde, Samsoun, Constantinople, Darda-
nelles, Syra, and Calamata.
(7) For Odessa, each alternate Saturday, touching at Calamata, Syra,
Dardanelles, Constantinople, Odessa, and returning by way of Con-
stantinople, Dardanelles, Smyrna, and Piraeus.
(S) For London, via Havre, every Friday.
Compagnie Nationale de Navigation. This company has eight boats,
with one in process of construction, their names, tonnage, and horse-
power being:
Name.
Tonnage.
Horse.
power.
3,720
2,000
Chéribon..
3,733
2,000
Cachar...
3,747
2,000
Cachemire
·
3,074
2,000
Hindoustan
Canton..
Colombo
--
Comerin...
Chandernago.
Name.
Tonnage.
Horse-
power.
3. 074
2,000
3,645
2,000
3,359
2.000
2,592
1,900
HIGHWAYS OF COMMERCE.
249
The company owns a tonnage of 26,944, and horsepower aggregating
15,900. Its lines from Marseilles are:
(1) For Haiphong (Tonquin), leaving and returning once monthly,
and touching at Obock, Djiboute, Singapore, Saigon, and Touram
(Annam).
(2) For New York, by way of Naples. This line is not at present in
operation. The line is conducted in the interest of the Italian emigrant
trade, and the ships are run only when there are demands of this nature.
Fraissinet et Cie.-This company has a fleet of twenty-four boats,
with tonnage and horsepower as follows:
Name.
Tonnage.
Horse-
power.
Horse-
Name.
Tonnage.
power.
Tibet..
3,500
800 Euxène
1, 200
250
Liban.
3,000
800
Junon.
1,200
250
Amérique
3,000
700
Cyrnos.
800
400
Stamboul...
3.000
600
Ville de Bastia.
800
400
Tabor.
2,700
500
Bocognano
800
400
Taurus.
2,500
400
Marie-Louise.
700
120
Taygète
• •
2,500
400
Saint-Marc..
700
120
2,500
400
Persévérant.
500
200
•
2,500
400
Blidah
400
120
2,500
400
Durance
400
120
2,500
400
Médéah
300
120
·
1,200
250
Ande...
200
100
Pélion.
Balkan
Galatz
Braïla.
Gyptis..
The tonnage of the company is 39,400, with a horsepower of 8,700.
Its lines from Marseilles are:
(1) Line for the Levant and the Danube. This line is called by the
company Ligne A. The boats leave Marseilles each alternate Thurs-
day, touching at Genoa, Syra, Smyrna, Dedeah, Rodasto, Constanti-
nople, Soolina, Galatz-Braila, returning by way of Soolina, Constanti-
nople, and Smyrna.
(2) Line for the Levant and the Danube, and called by the company
Ligne B. The boats leave each alternate Thursday, between the sail-
ings of Ligue A, and touch at Genoa, Piræus, Salonica, Dardanelles,
Gallipoli, Constantinople, Soolina, Galatz-Braila. The boats return
by way of Soulina, Constantinople, Dedeal, Salonica, and Piræus.
The winter service of these lines does not go beyond Constantinople,
embracing the dates between November 15 and March 1.
(3) Line for Cette and Agde, leaving Marseilles every day at 7 p. m.,
returning direct.
(4) Line for Genoa, by way of Cannes and Nice, returning from
Genoa direct to Marseilles every Wednesday.
(5) Line direct to Genoa, every Sunday and Thursday.
(6) Line for Nice, by way of Cannes, every Monday. Return direct
to Marseilles.
(7) Line for La Nouvelle, direct, every Tuesday and Saturday.
(8) Line for Calvi and Ile Russe, direct, every Tuesday.
(9) Line for Leghorn, by way of Bastia (Corsica), every Sunday and
Thursday.
(10) Line for Naples and return, direct, every Wednesday.
250
HIGHWAYS OF COMMERCE.
(11) Line for Bonifacio (Corsica), going by way of Toulon and Nice,
each alternate Friday.
(12) Line for Corsican points (touching at Ajaccio, Propriano, then
to Porto Tarres (Sardinia), and return, every Friday.
(13) Line for the west coast of Africa (the company's Ligne A). The
boats leave Marseilles the 25th of February, and subsequently the 25th
of each alternate month, touching at Oran, Las Palmas, Dakar, Con-
akry, Grand Bassam, Cotonow, and Loango; returning to Marseilles
by way of Dakar and Las Palmas.
(14) The company's Line B, for the west coast of Africa: These are
slower boats than on Line A, and carry no mails. The boats leave Mar-
seilles each alternate month, not occupied by Line A, and touch at Las
Palmas, Dakar, Conakry, Grand Bassam, Cotonow, and Libreville.
Compagnie Cyprien Fabre.-This company has fifteen boats, viz:
•
Name.
Gallia
Lutetia.
Foria
·
Syria
Druentia
Diolibah
Gergovia..
Maurice et Réunion.
Horse-
Tonnage.
Name.
power.
1,300
500
Britannia
1,500
500
Albia
1,500
500
Alesia
1,500/
600
Burgundia.
1,500
600
Neustria.
2,200
850
Pictavia
2,500
900
Massillia.
2,700
850
Tonnage.
Horse-
power.
3,200
1,100
3,000
1.200
3,700
1,300
3,700
1,300
3,300
1,500
3,000
850
4,000
1,600
The company thus owns a tonnage of 38,600, and 14,150 horsepower.
Its lines from Marseilles are:
(1) For Oran, departing and returning once weekly.
(2) For Syria, touching at Alexandria, Jaffa, Acre, Beyrout, Alex-
andretta, and Mersina. On this line the boats depart every three
weeks from March to August, and every two weeks from September to
February.
(3) Line for La Plata and Rosario direct, departing once monthly.`
(4) Line for New York, touching at Naples. Boats depart every two
to three weeks, and are devoted to the transportation of merchandise
from this port to New York, and vice versa, calling on the way out for
emgirants at Naples.
Société Générale de Transports Maritimes à Vapeur.-This company
owns a fleet of seventeen boats, viz:
Name.
Tonnage.
Horse-
power.
2,736
2,400
3,334
2,000
•
1,698
1,200
1, 614
1,200
3, 448
2,800
3.106
1,500
3,500
2,800
3,434
2, 400
Name.
Tonnage.
Horse-
power.
Anjou.
Artois
Auvergne.
Berry
Dauphiné
Franche-Comté
Languedoc
Lorraine..
610
400
845
800
Aquitaine...
Béarn
1,395
1.200
1.491
1,400
853
800
845
800
•
1, 491
1, 400
845
800
Bourgogne
Bretagne.
Espague
Italie
Provence..
La France.
Touraine..
946
800
HIGHWAYS OF COMMERCE.
251
The company's total tonnage is 32,191, and horsepower 24,700. Its
lines from Marseilles are:
(1) For Buenos Ayres, departing from Marseilles, twice monthly,
touching at Barcelona, Gibraltar, Teneriffe, Dakar (sometimes at the
Canaries and Senegal), Bahia, Rio Janeiro, Santos, Montevideo, and
Buenos Ayres.
(2) For Algeria and Tunis, departing from Marseilles five times per
week, and touching at Algiers, Arzew, Bone, Bougie, Djidjelli,
Mastaganem, Oran, Philippeville, and Tunis.
(3) For Genoa, departing many times monthly, at irregular dates,
depending upon the demands of traffic.
(4) A weekly service, departing from Cette for Algiers and Tunis.
Compagnie de Navigation Marocaine et Arménienne.-The company
has eight boats, viz:
Anatolie
Arménie..
Circassie.
La Gaule.
Name.
Horse-
Tonnage.
power.
2, 332
1,500
Meurthe
2, 119
1.400
Meuse...
2, 454
1,700
Mingrélie
1,597
800 Moselle
Name.
Tonnage.
Horse-
power.
1,129
500
1, 312
700
2, 337
1,500
335
440
The total tonnage of the company is 14,613, and horsepower 8,540.
Its lines from Marseilles are:
(1) Line for the Black Sea, departing from Marseilles twice monthly,
on alternate Wednesdays, touching at Dardanelles, Constantinople,
Samsoun, Kerassunde, Trebizonde, Batoum, and Novorossisk; returning
by same points.
(2) Line for Morocco and the Canaries, departing from Marseilles the
7th and 23d of each month. The boats touch at Gibraltar, Tangier,
Casablanca, Mazagan, Mogador, Teneriffe, Las Palmas, and return the
same route.
Campagnie Française de l'Afrique Occidentale.-The company has
two boats, viz:
Foulah..
Name.
Tonnage.
Horse-
power.
Name.
Tonnage.
Horse-
power.
1,500
560 Mandingue...
1, 400
580
The total tonnage is 2,900 and horsepower 1,140. The boats depart,
and return, once each month for the west coast of Africa, touching at
all points between St. Louis du Senegal and the English colony of
Sierra Leone.
252
HIGHWAYS OF COMMERCE.
Compagnie Générale Transatlantique.-In the Mediterranean service
this company has a fleet of twenty-six boats, viz:
Name.
Tonnage.
Horse-
power.
Name.
Tonnage.
Horse-
power.
Général Chanzy.
2, 330
3,800
Ville de Barcelone.
Ville d'Alger..
1,905
2,000
2,235
3,500
Maréchal Bugeaud
Ville d'Oran……
1,936
2,000
2,235
3,500
Ville de Bone.
Duc de Bragance….
1, 938
2,000
2, 102
3, 300
Eugéne Pereire.
Ville de Naples.
1,879
2,000
2.078
3.300
Ville de Rome.
1,870
Ville de St. Nazaire.
2,000
2. 666
2,600
Kléber
Ville de Brest....
1,900
2,000
2,676
2,600
Ville de Tunis….
1,966
2,000
Afrique
Ajaccio
1, 227
1.100
1,228
Moïse..
St. Augustin.
1,100
1,873
2,600
Bastia..
1, 227
1, 100
1,854
2,600
La Corse
1,226
Isaac Pereire....
1, 100
1,855
2,000
La Cettori..
1,233
Abd-el-Kader
1, 100
1,859
2,000
Alice...
972
Ville de Madrid..
400
1, 874
2,000
Venezuela.
955
700
The company's tonnage from Marseilles is 47,099, with a horsepower
of 54,400. Its lines from Marseilles are:
(1) Marseilles to Colon, once monthly, and touching at Barcelona,
Malaga, Teneriffe, Trinidad, Carupano, La Guayra, Puerto Cabello,
Curacao, Cartagena, Colon; returning by way of same ports.
(2) For Algiers, direct, departing from Marseilles every Monday,
Wednesday, Thursday, and Saturday. On Wednesday, this line takes
passengers for Dellys and Djidjelli.
(3) For Philippeville, by way of Ajaccio (Corsica), Bone, and Bougie.
(4) Line for Tunis, departing from Marseilles every Monday, Wednes-
day, and Friday, touching first at Tunis, Bizerte, Tabarka, La Calle,
Bone, Philippeville, Callo, Djidjelli, Bougie, Dellys, Algiers, Port Neu-
ches, Cette, St. Louis, Marseilles. A similar line runs thrice weekly,
making these points in inverse order.
(5) For Bone, direct, every Saturday.
(6) For Oran, direct, every Saturday.
(7) For Philippeville, direct, every Wednesday and Friday.
(8) For Tripoli every Friday, touching at Tunis, Watta, Tripoli,
Djerba, Gabes, Sfax, Mehdia, Monastir, and Sousse.
(9) For Gibraltar, every Tuesday, returning by way of Tangiers,
Malaga, Melilla, Nemours, and Oran.
(10) For St. Nazaire, by way of Algiers, Oran, and Bordeaux, every
Sunday.
Compagnie de Navigation Mixte.-The company has a fleet of eleven
boats, viz:
Name.
Tonnage.
Horse-
power.
Félix Touache
1,400
300 Emir
Rhône.
Kabile
Tafna
Oasis.
Isly
1,400
300
1,400
300
Tell.
Soudan
1,400
300
1.392
250
Alger
Oran
·
1,392
250
Name.
Tonnage.
Horse-
power.
1, 325
250
1,270
225
883
150
798
180
790
120
HIGHWAYS OF COMMERCE.
253
The company's tonnage is 12,450; its horsepower 2,625. It conducts
the following lines, starting from Marseilles:
(1) For Algiers, direct, three sailings per week.
(2) For Djidjelli, by way of Algiers and Bougie.
(3) For Tunis, once per week.
(4) For Philippeville, once per week.
(5) For Bone, twice per week.
(6) For Oran, once per week, direct.
(7) For Mastaganem, by way of Cette, Oran, and Arzew, once weekly.
(8) Marseilles to Cette, daily.
(9) For the west coast of Africa, one sailing each six weeks, touching
at Las Palmas, Dakar, Conakry, Sierra Leone, Grand Sahon, Half Jack,
Grand Bassam, Grand Popo, Whydah, and Cotonow.
Compagnie Costaldi.-The company has five boats, viz:
Pytheas
Michel C.
Marie..
Name.
Horse-
Tonnage.
power.
400
230
300
248
Louis C.
Perigame.
-
250
275
Name.
Tonnage.
Horse-
power.
230
200
150
150 .
The company has a tonnage of 1,330; horsepower, 1,103. Its lines
from Marseilles are:
(1) Twice weekly for Cette, by way of Agde.
(2) Once weekly for La Nouvelle, by way of Cette and Port Vendres;
once weekly for the same ports in the reverse order.
(3) Once weekly for Mentone, by way of Cannes and Nice.
(4) Once weekly for St. Trapes, by way of Cannes and Nice.
(5) Once weekly for Nice, by way of Antibes.
Compagnie des Bateaux à Vapeur du Nord.-This company has in
service from Marseilles nine boats, viz:
Ville d'Arras.
Name.
President Leroy-Lallier...
Frédéric Movel
N. Verberckmoes
Ville de Dunkerque..
-
Tonnage.
Name.
832
Nantes-Bordeaux
750
Ville de Marseille.
822
Cambrai
779
Ville de Lille..
783
Tonnage.
880
756
611
590
The company's tonnage is 6,803. It is not possible to secure the
horsepower at the Marseilles office. Its lines from Marseilles are:
(1) For Bordeaux and Dunkirk, departing five times monthly.
(2) For La Rochelle, once monthly.
This company's boats do not take passengers from Marseilles.
254
HIGHWAYS OF COMMERCE.
Société Navale de l'Ouest.-This company has in the Mediterranean
service seven boats, viz:
St. André....
St. Jean
St. Luc
St. Marc
Name.
Tonnage.
557
St. Mathieu
-
561
St. Paul....
474
St. Pierre.
553
Name.
Tonnage.
553
585
571
The tonnage is 3,854. The horsepower could not be secured at the
Marseilles office.
The company conducts a weekly service from Marseilles to Antwerp,
going by way of Lisbon, Nantes, Rouen, and Havre.
The foregoing twelve companies embrace all the French companies
operating from the port of Marseilles, whose boats sail according to a
prescribed schedule, or who actually own boats, the names and tonnage
of which can be secured. Other companies, such as the Compagnie
Toulon, Compagnie Avenir, and the Compagnie Lyonnaise de Navigation
sur le Rhône, possess what are called transports, and small boats such
as are known in America as tugs; but the names of these and the ton-
nage, which is of course immaterial, can not be secured. It will be
observed that the above twelve companies possess 177 vessels, with a
combined tonnage of 378,958 and a horsepower of 254,408. The aggre-
gate of horsepower does not include that of the sixteen boats of the
two last-named companies. If obtainable, this would probably add a
horsepower of about 6,000 to the above figures, bringing the combined
horsepower to 260,000, approximately.
FOREIGN OCEAN LINES.-In addition to these, many foreign com-
panies touch regularly at Marseilles, chief of which are:
(1) The Anchor Line, touching at Marseilles twice monthly, proceed-
ing from India for Liverpool and Glasgow.
(2) The Johnston Line, with a regular service from Marseilles to Con-
stantinople and the Black Sea.
(3) The Bibby Line, from English ports for Colombo and Rangoon, and
vice versa.
(4) The United Steamship Company, monthly, for Copenhagen and the
Baltic.
(5) The Hall Line, twice monthly from India for Liverpool.
(6) The Peninsular and Oriental, weekly from London for all points
in the far East; weekly return from the East for London.
(7) The Robert M. Sloman, jr., Company, regular service from Mar-
seilles to Hamburg.
(8) Svenska Lloyd Company, regular service, Marseilles, Copenhagen
and Stockholm.
HIGHWAYS OF COMMERCE.
255
(9) Ybarra & Co., regular and very frequent service, Marseilles to
Bilbao and all Spanish ports.
(10) Compagnie Transatlantique de Barcelone (Lopez et Cie.), regular
service Marseilles and all Spanish ports and Buenos Ayres.
(11) The Rotterdam Lloyd Company, departure and return every two
weeks between Marseilles and the Netherlands.
(12) The Adria Line, twice weekly between Marseilles, Fiume, and
Trieste.
(13) La Compagnie Sévillane, once weekly Marseilles to Seville and
all intermediate Spanish ports.
(14) The Persian Gulf Steamship Company, regular service from Lon-
don to Bagdad, touching at Marseilles each way.
(15) Compagnie Italienne de Navigation, regular service Marseilles to
Trieste, and vice versa.
(16) Compagnie Russe de Navigation, irregular service Marseilles and
Black Sea and Danube ports.
(17) Compagnie Fluviale, Marseilles and Spanish ports.
(18) Compagnie Panhellénique, regular service Marseilles to Greece
and Asia Minor.
(19) Compagnie Valencia, Marseilles to Valencia and Spanish ports.
(20) Navigazione Generale Italiana, every week, Marseilles to Italian
and eastern Mediterranean ports; once monthly for Bombay.
In the matter of so-called "tramp" steamers and sailing vessels,
anything in the nature of accurate data would occupy a great deal of
space, and the facts secured would be of small value. These ships
arrive every day at the port of Marseilles, coming and going in any
direction demanded by trade.
NAVIGATION AT MARSEILLES.-The following table has been pre-
pared for the year 1893, indicating the number of vessels (both entries
and departures), steamers and sailing craft, to and from the port of
Marseilles, with the tonnage of the vessels and the actual cargo car-
ried. It is regretted that the figures for 1894 are not yet obtainable:
Month.
Number. Tonnage.
Actual
cargo.
Month.
Number. Tonnage.
Actual
cargo.
January
February
March
1, 103
715, 184
Tons.
323, 233
Tons.
1. 130
697,600
317, 185
1,372
796, 770
405, 426
April
**
1,392
829, 528
437, 176
May
June.
July
1, 441
884, 212
431, 309
August..
September.
October.
November
December...
1, 481
742, 691
386, 853
1,294
738, 621
366, 361
1, 414
839, 609
421, 142
1, 215
787, 501
465, 305
1,313
833,029
479, 459
1, 420
757, 116
423, 686
Total
1, 410
15, 985
832, 388
481, 544
9, 454, 549
4, 920, 679
256
HIGHWAYS OF COMMERCE.
PASSENGER RATES FROM MARSEILLES.-The following table will
indicate the cost of passage from Marseilles to the points named:
Name of city.
First Second Third
class.
class. class.
Name of city.
First Second Third
class. class. class.
Yokohama.
Kobe
Shanghai
$331.00 $222.00 $122.00
331.00 222.00 122.00
331.00 222.00 122.00
Rodosto
Soolina
Genoa
$48.00
$33.00
$11.00
• ·
67.00 50.00
15.00
5.79
3.86
1.50
Hongkong
331.00
222.00 122.00 Agde
2.30
1.50
1. 15
Saigon.
299.00
198.00
109.00
Ajaccio
5.79
3.86
1.93
Haiphong
331.00
221.00
122.00
Bastia
5.79
3.86
1.93
Samarang.
299.00 198.00
109.00
Bonifacio..
8.72
5.40
3.08
Batavia
299.00
198.00
109.00
Calvi
5.79
3.86
1.93
Singapore
270.00
179.00
98.00
Ile Russe
5.79
3.86
1.93
Calcutta..
241.00 160.00
- 88.00
Propriano.
6.94
4.82
2.70
Madras
241.00 160.00
88.00
Porto Torres
10.80
8.68
4.82
Pondicherry
-
236,00 157.00
86.00
Toulon
1.54
1.15
.57
Colombo..
231.00
154.00
84.00
Nice...
5.79
3.86
1.54
Noumea
361.00 221.00 110.00
Cannes
2.89
1.93
1.15
Sydney
313.00 193.00 96.00
Naples.
17.37
13.51
3.08
Melbourne.
313.00
193.00
96.00
Leghorn
9.65
6.75
2.89
Adelaide
313.00
193.00
96.00
Cette..
1.93
1.54
.96
King George
313.00
193. 00
96.00
La Nouvelle
2.89
1.93
1.54
Mauritius
241.00
183.00
91.00
Barcelona.
9.65
3.86
Reunion
241.00
183.00
91.00
Malaga.
28.95
10.80
Tamatave.
236.00 176.00
88.00
Teneriffe
48.00
-
33.00
19.30
St. Marie
236.00 173.00 86.00
Algiers
19.30
13.51
5.79
Diego Suarez
231.00
168.00
84.00
Bone.
19.30
13.51
5.79
Bombay
241.00
160.00
88.00
Arzew
21.23
14. 47
6.75
Kurrachee..
226,00 150.00
82.00
Bougie..
19.30
13. 51
- 7.14
Nossi Be..
227.00 165.00
82.00
Collo.
19.30
13.51
7.14
Mayotte
Zanzibar.
A den
Obock
Suez..
220.00 160.00 80.00 Delly's
212.00 154.00 77.00
19.30
13.51
6.36
Djidjelli
19.30
13.51
7.14
168.00 111.00
61.00
Gibraltar
30.88
23.16
12.54
164.00
109.00
59.00
La Calle
19.30
13.51
8.72
86.00
65.00
32.00
Melilla.
26.05
20.26
9.65
Port Said
77.00 57.00
28.00
Mostaganem
21.23
14.47
6.94
Alexandria
57.00 40.00
17.00
Nemours.
22.19
15.44
8.10
Alexandretta.
81.00
57.00
•
21.00
Oran..
19.30
13.51
5.79
Batoum...
62 00
Philippeville.
19.30
13.51
5.79
Beyrout
77.00
51.00
21.00
Tangiers..
32.81
25.09
13.51
Calamata
34.00
Tunis.
24. 12
18.33
9.65
Constantinople
Dardanelles..
Jaffa…….
Larnaca
Latakeea
Mersina
Piree
Salonica
---
43.00
28.00
•
9.00
Malta.
36.67
26.05
15.04
42.00
28.00
9.00 Rizerte
27.98
21.23
11.96
71.00 50.00 20.00
Djerba.
38.60
27.98
16.40
77.00 52.00
20.00
Gabes
36.67
27.40
15.05
84.00 60.00
23.00
Mehdia
31. 8-1
23.16
12.73
81.00
54.00
21.00
Monastir
29.91
22.58
12.54
36.00
23.00
7.00
Sfax …………
35.70
27.02
14.47
48.00
32.00
13.00
Soussee
28.95
22. 19
12.54
Smyrna.
38.00 28.00
9.00
Cartagena
21.80
15.82
8.87
Syra
36.00
Las Palmas˚..
57.90
48.25
19.30
Tripoli...
82.00
57.00
22.00
Dakar
132.20
110.01
46.32
Kerassunde….
57.00
Conakry
144.75
121.59
48.25
Odessa...
57.00
Sierra Leone.
149.57
125.45
52.11
Trebizoude
59.00 38.00
14.00
Grand Bassam
173.70
135. 10
63.69
Samsoun.
53.00
36.00
13.00
Elmina
173.70
135. 10
63.69
Novorossisk
67.00
44.00
17.00
Accra.
173.70
135. 10
63.69
Braila..
72.00 52.00
16.00
Catonon
193.00
164.05
67.55
Dedeah
48.00
32.00
11.00
Libreville..
.212.30
173.70
73.34
Galatz
72.00
52.00
48.00 33.00 11.00
16.00
Loango
231.60
189. 14
79.13
Gallipolis...
Except to the last-named points, on the west coast of Africa, passen-
ger traffic from Marseilles to the Atlantic is so inconsiderable that it is
not deemed necessary to give passenger rates for other points. The
passage for emigrants for New York charged by the Marseilles com-
panies from Marseilles and Naples is from $19.30 to $27.98.
It must be remembered that the above table of passenger rates is
compiled from the offices of the companies furnishing the most desirable
accommodations, and the figures given are for the best obtainable serv-
ice for the respective classes. Other companies reaching the various
points above enumerated charge a much lower price; in some instances,
notably Algiers, the difference is as great as 50 per cent.
HIGHWAYS OF COMMERCE.
257
OCEAN FREIGHT RATES.-In the matter of freight rates, it is vir-
tually impossible to present figures of value. Each company has prac-
tically the same rate as others for any particular point, but there is a
different rate for almost every article of merchandise. Some goods
are handled by the kilo or the 100 kilos; others, entirely by the ton.
Then, too, under the French system, while in weight 1,000 kilos is a
ton, certain classes of goods are only accepted by cubic measurement
---50 cubic feet of space being estimated as 1 ton. Light merchandise,
such as almonds, occupying a ton of space, really weigh only about 600
kilos (1,323 pounds). In a general way, it may be stated that the cost
of shipment from Marseilles to Constantinople and the neighboring
Mediterranean and Black Sea ports varies from 20 to 35 francs ($3.96
to $6.75) per ton, depending, of course, on the character of the mer-
chandise.
For China, Japan, and the far East, the cost of freight for general
merchandise varies from 35 to 45 francs ($6.75 to $8.68) per ton; for
such goods as cement, lime, etc., from 20 to 25 francs ($3.96 to $4.82)
per ton; for heavy goods, such as structural iron, from 25 to 30 francs
($4.82 to $5.79) per ton.
For the west coast of Africa, the rates vary from 20 to 30 francs
($3.96 to $5.79); for Bordeaux and the west coast of France, from 15 to
18 francs $2.90 to $3.47) per ton.
2. HAVRE.
OCEAN LINES.—Next to Marseilles, the great ocean port of France
is Havre, which is the chief point of arrival and departure for all the
direct traffic between France and the United States. The arrivals and
departures during 1894 represented an aggregate tonnage of 3,742,410,
or nearly 17 per cent of the total of France.
The following companies operate regularly from the port of Havre:
Compagnie Générale Transatlantique.-The Atlantic and coastwise
fleets of the company running from Havre and St. Nazaire consist
respectively of twenty-five and thirteen vessels, with the following ton-
nage and horsepower:
Name.
Tonnage.
Horse-
power.
Name.
Tonnage.
Horse-
power.
Atlantic line:
La Touraine.
9, 132
12,000
La Champagne
Atlantic line-continued.
Colombie
2,876
1,800
7,277
9,000
Ville de Bordeaux
La Bretagne..
2,670
7, 302
2, 600
9,000
Intercolonial service:
La Bourgogne.
7,630
9,000
La Gascogne
Ville de Tanger .
1,066
700
7,630
9,000
Salvador
La Navarre..
1, 011
700
6, 959
7,000
La Normandie.
St. Dominique.
1,011
700
6,485
6,500
Coastwise service.
Amérique
4,525
3,300
Alexandre Bixio
France
2,253
4,550
1, 100
3,300
Flachat
Labrador.
Canada.
St. Laurent.
Versailles
St. Germain.
Lafayette...
2, 253
1,100
6, 670
3,300
Fournel
2, 187
1,300
4, 287
3,300
La Gard...
1, 775
1,500
-
4, 132
3,300
4,336
4, 200
3,641
3, 100
Le Tarn...
Désirade
1,775
1.500
Le Calvados.
1,775
1,500
1.452
1,200
3, 394
3,800
Malvina..
Washington.
1,245
950
3, 401
1,700
Olinde Rodrigues.
Le Morbihan
1, 182
700
3,188
1,700
Manoabia
St. Simou………
1,080
900
3, 137
1,700
Colomba..
Ferdinand de Lesseps
836
550
2,920
1,800
Ville de Marseille
Dragut.
556
550
2,836
1,800
Mustapha ben Ismail
556
500
533A—————17
258
:
HIGHWAYS OF COMMERCE.
This company operates lines from Havre as follows:
(1) For New York. Departures and arrivals every Saturday.
(2) For the island of Hayti, via St. Nazaire and Bordeaux, touching
at St. Thomas, St. Juan de Porto Rico, Puerto Plata, Cape Haytien,
Port au Prince, St. Marc, Gonaives; direct connections for Ponce,
Mayaguez, Santo Domingo, Jacmel, Petit Goave, Jeremie, and Aux
Cayes. Arrivals and departures monthly.
(3) For Colon, via Bordeaux, touching at Santander, Guadeloupe,
Martinique, Trinidad (Bolivar), Carupano, La Guayra, Puerto Cabello,
and Sabanilla. Arrivals and departures monthly.
Compagnie des Chargeurs Réunis.-This company, organized in 1872,
possesses a fleet of thirty-four steamers of the first class (of which two
are under construction) with an aggregate tonnage of 90,159 and a
collective horsepower of 42,000. The following are the names of these
vessels, with the tonnage and horsepower of each:
Name.
Tonnage.
Horse-
power.
Name.
Tonnage.
Horse-
power.
Paraguay
Rio Negro.
Uruguay
Pampa
Dom Pedro.
Porteña..
Canarias
3.562.55
3, 382.51
3,399. 17
3,021.47
1,900
1, 550
Paranagua
Ville de Ceara....
2, 184. 33
2,308.31
1,250
1,200
1.550
Villa de Pernambuco..
2, 169.75
1,000
1,300
Villa de Rosario..
2, 119. 02
1,000
3. 014.98
1,300
Villa de San Nicolas
2, 119. 02
1,000
2,355.05
1,200
Villa de Montevideo
2, 119.03
1,000
3, 354. 47
1,450
Villa de Buenos Aires.
Caravellas
2, 119.02
1,000
3, 354.47
1,450
Villa de Maranhão
Concordia.
2, 543.77
1,200
3, 076. 44
1,450
Villa de Maceio…….
Colonia..
2, 543.77
1,200
3,076. 44
1,450
Campana.
Corrientes.
Corsica..
Colombia.
Sergent Malamine (annex)
101.57
130
3, 076.44
1,450
Eclaireur (annex)
101.90
80
3,076. 44
1,450
Mosca (tug)
81.15
160
3, 076. 44
1,450
New steamers:
3,076. 44
1,450
Carolina.
Cordoba.
3, 616. 33
2,933.90
1,500
1, 400
California
Entre Rios.
3, 616.33
-
2,893. 64
1,500
1,400
Santa Fé...
Under construction:
2, 893.64
1, 400
Parahyba
•
2, 682.70
1, 400
Cordilleras..
Campinas
3, 354.47
1,450
3, 354. 47
1,450
This company operates four distinct lines from Havre, viz:
(1) For New Orleans, via Antwerp and Bordeaux. Arrivals and
departures monthly.
(2) For the west coast of Africa (subventioned postal service), Tene-
riffe, Dakar, Conakry, Sierra Leone, Grand Bassam, Cotenou, and the
French Congo. Arrivals and departures bimonthly.
(3) For Brazil, direct, via Lisbon to Pernambuco, Maceio, Bahia, Rio
de Janeiro, Santos, with connections at Rio de Janeiro for Paranagua,
St. Catherine, Rio Grande do Sul, Victoria, Pelotas, and Porto Alegre.
Arrivals and departures four times per month-twice in the Havre,
Lisbon, Rio de Janeiro and Santos service, and twice in the Rio de
Janeiro service via Pernambuco, Maceio, and Bahia.
(4) For the River Plate, leaving Havre the 10th, 20th, and 30th of
each month, via Bordeaux (boats of the 10th and 20th only) and Tene-
riffe, to Montevideo and Buenos Ayres.
Compagnie Harraise Péninsulaire de Navigation à Vapeur.-Regular
line of steamers for Majunga, Diego Suarez, and Tamatave (Madagas-
car), Port Louis (Mauritius), and La Reunion.
HIGHWAYS OF COMMERCE.
259
Service Maritime de la Maison Worms, Josse & Co.-This company,
engaged in the coastwise service, has a fleet of thirteen vessels, with
an aggregate tonnage of 19,200, as follows:
Name.
Suzanne et Marie..
Sephora Wornis
Emma
Thérèse ot Mario
Lucie et Marie..
Hippolyte Worms
Frédéric Franck..
Tonnage.
Name.
2,000
2,000
Commandant Franchetti..
Marguerite Franchetti.
2,000
Blanche
2,000
Marie...
2,000
Ville de Nantes.
1,500
Président.
1,200
Tonnage.
1, 200
1,200
1,200
1,200
1,000
700
This company operates the following services from Havre:
(1) For Bordeaux and intermediate points. Depart every Tuesday
and Friday.
(2) For Hamburg. Departs every Friday.
(3) For Brest, Tonnay, Rochefort, and La Rochelle and Pallice. De-
partures and arrivals alternate Saturdays.
Jens, Meinich & Co.-This firm operates a regular line of steamers
between Rouen and Havre and Christiania (Norway).
Havre-Bilbao lines.-Regular service between Havre and Bilbao for
all points in Spain.
Chevillotte Frères.-Regular lines between Havre, Brest, and Nantes.
Arrivals and departures every alternate day.
Compañía Transatlántica.—Regular service between Havre and
Havana and Vera Cruz.
In addition to the foregoing, the vessels of the Hamburg South Amer-
ican Steamship Company touch monthly at Havre en route to Para-
nagua, Desterro, Rio Grande do Sul, and all points in southern Brazil.
There is a daily service with Southampton, making close connections
with steamers of the American and North German Lloyd lines for New
York, and with other lines from that port.
There is a direct service to Liverpool in connection with the Cunard,
White Star, and other steamers sailing from that port for New York,
Boston, and other ports in the New and Old World.
PASSENGER RATES FROM HAVRE.-The following shows the rates
of passage now current from Havre to the points named:
Havre to-
First class.
Second Third
class. class.
Havre to-
First class.
Second Third
class.
class.
Liverpool..
Hamburg.
New Orleans..
Christiania
Southampton
$8.22
11.58
$5.16
5.79
Havana.
-
Vera Cruz……….
36.32
Tamatave..
$164. 05 to 183.34
193.00 to 212.30
259.58
$135. 10
$86.60
164.05
86.60
192.22
99.00
22.00
Port Louis.
393.72 285.83
164. 63
5.56
-
Loudon.
6. 61
$4.20
4.83
2.57
Montevideo………
144.75
67.55
28.95
3.63
Buenos Ayres..
144.75 67.55
28.95
Antwerp
6.37
Pernambuco
28.95
St. Thomas.
178. 70 to 193. 00 154.40
86.60
Rio de Janeiro.
28.95
Santo Domingo.. 183. 34 to 212. 30 154.40
86.60
Dakar
144.75 119.66
57.90
-
Port au Prince. 183. 34 to 212.30
154.40
86.60
Lisbon.
23.16
- •
Colon
183.34 to 212.30 154.40
86.60
Bilbao
11.58
8.66
5.79
260
HIGHWAYS OF COMMERCE.
Havre to New York.-Compagnie Générale Transatlantique: Summer rates, first
class $96.59 to $193, second class $57.90; winter rates, first class $77.20 to $154.40,
second class $57.90, third class $13.37. Hamburg-American Line: Summer rates,
first class $60.22 to $72.68, second class $57.90, third class (French, Italian, Swiss,
and Spanish emigrants)-adults $17.37, children 1 to 12 years $8.69, infants $2.18;
emigrants of other nationalities-adults $29.95, children $14.98, infants $2.18; winter
rates, first class $54.28 to $60.22, second class $57.90, steerage, same as summer rates.
American Line: First class, $100 to $172; second class, $42.40; third class, $19.30.
Round-trip tickets, good for from ten days to a year according to
the distance, are sold at an average discount of from 20 to 333 per cent
from the rates quoted.
OCEAN FREIGHTS.-It is not possible to state with any exactness
the rates for ocean freights, because they are constantly fluctuating
and vary according to the classification of the merchandise, the country
to or from which it is transported, the kind of vessel by which it is
shipped, the ebb and flow of the demand for tonnage on given lines, etc.
3. BORDEAUX.
OCEAN LINES.-The third French port in point of importance is
Bordeaux. The arrivals and departures during 1894 numbered 2,733,
representing an aggregate tonnage of 1,789,827. The following are the
principal companies operating lines from Bordeaux:
Compagnie des Messageries Maritimes.-The Atlantic fleet of this com-
pany, running from Bordeaux, is composed of thirteen vessels whose
names, tonnage, and horsepower are:
Brésil
La Plata
Portugal
Equateur
Orénoque
Congo..
Charente...
Name.
Tonnage.
Horse.
power.
Name.
Tonnage.
Horse-
power.
5,809
5, 400
5, 676
5,400
5,430
4,800
Dordogne
Adour
Matapan
...
3,750
2, 200
3,730
2, 200
3, 856
2,900
3, 657
Corduan
1,900
3,832
3,641
2,900
Chili..
1,900
3,831
2,900
Under construction
6,000
3,774
2, 200
6,000
The services of this company from Bordeaux are:
(1) For Lisbon, Dakar, Rio de Janeiro, Montevideo, Buenos Ayres.
Departures the 5th of every month.
(2) For Vigo, Lisbon, Dakar, Pernambuco, Bahia, Rio de Janeiro,
Montevideo, and Buenos Ayres. Departures the 20th of each month.
(3) For Pasoges, La Corogne, Vigo, Porte Leixoes, Lisbon, Pernam-
buco, Bahia, Rio de Janeiro, Santos, Montevideo, Buenos Ayres (com-
mercial service of cargo boats, with stoppages as desired by shippers).
Departures the 28th of each month.
Chargeurs Réunis.-The services of this line from Bordeaux (Panil-
lac) are:
(1) For New Orleans. Departures the 30th of each month,
HIGHWAYS OF COMMERCE.
261
(2) For all points on the west coast of Africa, as stated under the
head of Havre. Departures from Bordeaux the 10th of each month.
(3) For Teneriffe, Montevideo, and Buenos Ayres. Departures semi-
monthly.
Nouvelle Compagnie Bordelaise de Navigation.-The fleet of this com-
pany is composed as follows:
Name.
Château-Lafitte
Panama
-
Wallachia.
Tonnage.
Horse-
power.
Name.
Tonnage.
Horse-
power.
•
3.462
2,000
2,118
1,000
Thomas Anderson.
Ardoncorraet
2, 533
1, 432
1,000
700
1,724
850
Gladiolus
1, 941
1,000
The services are:
(1) Regular service between Bordeaux and New York by the Château-
Lafitte and the Panama (only the former carrying passengers). Depart-
ures from Bordeaux monthly or oftener.
(2) Freight service between Bordeaux, New York, and Baltimore.
Compagnie Havraise Péninsulaire de Navigation à Vapeur.-This line
runs from Havre, via Bordeaux and Marseilles, to Madagascar ports,
Mauritius, and La Reunion. Departures from Bordeaux monthly.
General Steam Navigation Company.-This company performs a reg-
ular weekly service between Bordeaux and London, with the steamers
I'Hirondelle aud Le l'érégrin, of 800 tons each, and of 400 and 600
horsepower respectively. Departures every Friday; arrivals every
Monday.
La Société Générale des Transports Maritimes à Vapeur de Marseille.-
A bimonthly service is performed between Bordeaux and Algiers with
the steamers Berry (864 tons, 1,400 horsepower), and Jeanne d'Arc (749
tons, 700 horsepower).
Bordeaux-Liverpool Company.-This company performs a weekly
service between Bordeaux and Liverpool, with the steamers La Gas-
cogne and Guienne (1,150 tons and 600 horsepower each). Departures
from Bordeaux every Thursday.
Compagnie des Bateaux à Vapeur du Nord.-This company performs
a regular coastwise service between Bordeaux, Dunkirk, La Pallice,
St. Nazaire, Marseilles, and Cette. Departures from Bordeaux every
six days.
Compagnie Royale Néerlandaise de Navigation à Vapeur.-The steam-
ers of this company sail from Bordeaux for Amsterdam and interme-
diate ports every alternate Tuesday.
262
HIGHWAYS OF COMMERCE.
PASSENGER RATES.-The following shows the current passenger
rates from Bordeaux to leading ports in different parts of the world:
"
Passenger rates on the Atlantic Ocean Line (Compagnie des Messageries Maritimes)
OUTWARD VOYAGE.
[In francs, 1=19.3 cents.]
From-
To-
Per-
Bor-
deaux.
La Co-
rogne.
Vigo. Lisbon. Dakar.
nam-
Bahia.
Rio Monte-
Janeiro. video.
buco.
La Corogne:
Firstclass.
150
Second class.
100
Third class.
50
Vigo:
First class
150
Second class.
100
Third class..
50
Lisbon:
First class
155
100
100
Second class.
105
75
75
Third class..
55
25
25
Dakar:
First class
700
650
650
540
Second class..
500
450
450
405
Third class.
250
250
250
225
Pernambuco:
First class
750
700
700
550
490
Second class..
550
500
500
415
400
Third class..
250
250
250
250
250
Bahia:
First class
800
750
750
600
515
125
Second class..
550
500
500
450
425
100
Third class..
250
250
250
250
250
15
Rio Janeiro:
First class
850
800
800
750
610
250
200
Second class.
600
550
550
500
445
188
150
Third class.
250
250
250
250
250
70
50
Montevideo:
First class
1,000
980
980
900
890
560
520
260
Second class.
700
685
685
650
650
420
345
160
Third class.
250
250
250
250
250
165
140
80
Buenos Ayres:
First class
1,000
980
980
900
890
600
550
280
700
685
685
250
250
250
Second class.
Third class
Single passengers having the exclusive use of a double-berth stateroom, first class, are required to
pay 70 per cent in addition to the price of such stateroom.
650
650
450
375
180
33
250
250
175
150
80
232
42
21
HOMEWARD VOYAGE.
From-
To-
Buenos Monte- Rio
Ayres. video. Janeiro.
Bahia.
Per-
nam.
buco.
Dakar. Lisbon. Vigo.
La Co-
rogne.
Montevideo:
First class.
Second class.
Third class..
232
42
33
21
Rio-Janeiro:
First class.
280
260
Second class.
180
160
Third class...
80
80
Bahia:
First class.
550
520
200
Second class.
375
345
150
Third class.
150
140
50
Pernambuco:
First class.
600
560
250
125
Second class..
450
420
188
100
·
Third class..
175
165
70
45
•
HIGHWAYS OF COMMERCE.
2.63
Passenger rates on the Atlantic Ocean Line, etc.—Continued.
HOMEWARD VOYAGE-Continued.
[In francs, 1=19.3 cents.]
From-
To-
Per-
Buenos Monte- Rio
Ayres. video. Janeiro.
Bahia. nam-
buco.
Dakar. Lisbon. Vigo.
son.
La Co-
rogne.
Dakar:
First class..
890
890
610
515
490
Second class..
650
650
445
425
400
Third class..
250
250
250
250
250
Lisbon:
First class
900
900
750
600
550
540
Second class.
650
650
500
450
415
405
Third class….
250
250
250
250
250
225
Vigo:
First class.
980
980
800
750
700
650
100
Second class
685
685
550
500
500
450
75
Third class..
250
250
250
250
250
250
25
La Corogne:
First class.
980
980
800
750
700
650
100
Second class..
685
685
550
500
500
450
75
Third class.
250
250
250
250
250
250
25
Bordeaux:
First class.
1,005
1, 005
905
805
755
705
160
155
155
Second class.
705
705
605
555
555
505
110
105
105
Third class.
255
255
255
255
255
255
60
55
55
Single passengers having the exclusive use of a double-berth stateroom, first class, are required to
pay 70 per cent in addition to the price of such stateroom.
In the ports of La Plata the passage money is paid in piastres at the rate of exchange fixed by
the agency of the company.
The rates of the Compagnie des Messageries Maritimes from Bor-
deaux to other ports than the foregoing are: To New York, $60, first
class; $30, second. To New Orleans, $30, third class (no first or second
class, and line now discontinued). To London, $12.50, first class (meals,
$5 extra); second class, $12; third class, $8 (meals included in both).
To Liverpool, first class, $20; second class, $15; third class, $10. To
Amsterdam, first class, $15 (no second or third class).
Steamers to Tamatave, Mauritius, and Reunion carry only freight.
The company issues round-trip tickets, good for one year, from Bor-
deaux for the following Atlantic Ocean ports:
Dakar.
Pernambuco
Bahia
Port.
Port.
First
class.
Second
class.
$247.04
290.47
$186.25
216.12
290.47
216. 12
First Second
class. class.
$203.62
218. 09
232.57
$155.37
170.81
170.81
Rio Janeiro...
Montevideo
Buenos Ayres.
FREIGHT RATES.-The current quotations for freight to New Orleans
and other points in the South and West, as made by the Compagnie
des Chargeurs Réunis, are:
From Bordeaux and Havre to New Orleans, per cubic meter or 700
kilograms (35.317 cubic feet or 1,543 pounds), for all merchandise (at the
choice of the ship), without primage, $3.96.
From Bordeaux to New Orleans, per wine cask of Bordeaux, wine in
casks, $9 and 10 per cent.
J
264
HIGHWAYS OF COMMERCE.
Wine in cases, spirits, liquors (240 bottles to the cask), and pre-
serves, $7 and 10 per cent.
Glassware in crates, faïence, and mineral water, $5.50 and 10 per cent.
Merchandise for New Orleans, in transit, is accepted at Bordeaux at
the uniform rate of $6 per cask per ton. (Bill of lading direct for New
Orleans, transshipment being made by the consignees.)
The following are the rates for shipments direct from Havre, Ant-
werp, and Bordeaux for the following points (via New Orleans), and
per cask of 40 cubic feet or 1,000 kilograms (2,204 pounds), at the
choice of the ship, without primage:
Ports.
First Second Third
class. class. class.
Per cubic meter or 700 kilograms
Wine in casks, per 4 Bordeaux casks
Champagne, per cask of 240 bottles
To San Francisco, Portland, Oreg., and Los Angeles
To San Francisco, l'ortland Oreg., and Los Angeles, from Havre and Bor-
deaux only:
$23.16
$21.23
$19.30
15.44
15.44
15.44
21.23 21.23
21.23
19.30 19.30
19.30
To Corpus Christi, Brazos, and Brownsville, for merchandise not above 600
kilograms, per cubic meter.
24. 13
24. 13
24. 13
To Eagle Pass, El Paso, and Laredo, freight for New Orleans, per cubic
meter or 700 kilograms (1,543 pounds), plus $1.32 per £100 ($186.60) for
all merchandise.
To Galveston
11.58
11.58
11.58
For New Orleans: Specie and other money values, one-half of 1 per
cent; minimum freight, 20 francs ($3.86). For other destinations: Min-
imum freight, 50 francs ($9.65). Champagne wine is rated per cask
of 240 bottles.
The Nouvelle Compagnie Bordelaise de Navigation makes average
rates on general merchandise from Bordeaux to New York of 20 francs
($3.86) per ton, and from New York to Bordeaux of 30 francs ($5.79)
per ton. The rates vary, however, according to the season and the
quantity and nature of the merchandise. For general merchandise,
current rates between Bordeaux and London are 12 shillings ($2.93)
and 10 per cent, and between Bordeaux and Liverpool 15 shillings ($3.64)
and 10 per cent.
The Compagnie des Chargeurs Réunis makes the following quota-
tions on merchandise to South America, which are subject to frequent
changes:
To-
General mer.
chandise per Merchandise Potatoes per
cubic meter
or 500 kilo-
grams
(1,102 lbs.).
Wine in
from Bor-
deaux per
ton.
Spirits in
900 kilo.
grams
(1,984 lbs.).
casks (cask casks (cask
of Bordeaux), of Bordeaux).
Rate.
Per
cent.
Rate.
Per
cent.
Rate.
Per
cent.
Rate.
Per
cent.
Rate.
Per
cent.
Pernambuco, Maceio, and Bahia. $10.23
Rio de Janeiro..
8.69
10
10 $13.51
12.55
10 $13.51
10 $16.40
10 $18.33
10
10 12.55
10 15.44
10 17.37
10
Santos..
11.58
10 13. 51
10 13.51
10
16.40
10
18.33
10
Montevideo and Buenos Ayres.
Rosario.
6.75
10
6.75
Dry.
7.72
10
8.69 Dry.
10. 62
Dry.
8.69
10
8.69 Dry.
9.65
10
10. 62
Dry.
13.51
Dry.
HIGHWAYS OF COMMERCE.
265
Port charges are additional. Discounts of from 5 to 10 francs ($0.965
to $1.93) per ton are allowed on large shipments for La Plata.
The same company quotes freights to the west coast of Africa at 25
to 55 francs ($4.93 to $10.62) per ton, according to the classification
and quantity of merchandise and the destination.
Bordeaux to Algiers, general merchandise 20 to 25 francs ($3.96 to
$4.93) per ton.
4. DUNKIRK.
OCEAN LINES.-The fourth port of France in importance is Dunkirk.
The following very complete exhibit, prepared by Mr. Benjamin Morel,
United States consular agent at Dunkirk, shows the names of all the
companies serving that port; names, tonnage, and horsepower of their
vessels; services, passenger and freight rates, and dates of sailing:
Regular lines of steamers running from and to Dunkirk.
Companies and
steamers.
Compagnie Góné-
rale des Vapeurs
Netton Horse-
nage. power.
Dunkirk to-
Freight
per ton.
Fare.
Sailings.
du Nord:
Neva
171
60 Havre
$0.96
Jean Bart
395
80 Bayonne via
1.93
$1.93 to 3. 86 Wednesdays.
3.86 to 9.65 Fortnightly.
Rouen.
Marie..
461
100 Boulogne
1.93
3.86 to 9. 65
Weekly.
Ville de Bou-
473
120 L'Orient, La Pal
1.93
3.86 to 9.65
Do.
logne.
lice.
Nord
517
90 La Rochelle and
Bordeaux.
1.93
3.86 to 9. 65
Do.
Ville de Lisle..
590
90 Bordeaux, Cette,
Port Vendres,
Marseilles, Tu
nis, Bizerta,
Sousse Bone,
Algiers, and
Philippeville.
120.....do
Cambrai
611
Ville de Dun-
756
150
do
kerque.
N. Verhoc
777
170 ..do
-
kmoës.
President Le-
750
160.....do
roy Lallier.
Ville de Mar-
799
200.....do
seille.
Frédéric Morel.
822 160.....do
Nantes - Bor-
880
225!………..do
deaux.
Ville d'Arras
985
250
.do
Bossut-lichon:
St. Jean
2441
50 Boulogne, Havre,
Brest, Lorient,
Nantes, Roche-
fort, La Pallice,
and Bordeaux.
..do
70.....do
·
140 Havre, St. Na-
zaire, Bordeaux,
Marseilles, Al-
geria, and Tunis.
..do
St. Andrić …….
313
60
Jeanne d'Arc
361
Noël Dubuissou:
René...
583
Marguerite
651
120
•
Antillon
Noël
849
160
...do
1,030
180
-do
G. Beck:
Emilie
470
125.....do
Compagnie Hav.
raise Péninsu-
laire. Havre:
Ville de Malaga.
882
150
Ville de Ripos-
855
130 .....do
to.
Ville de Mes-
797
130………..do
·
2.90
9. 65 to 19. 30
Do.
2.981
3. 80 to 9. 65
Do.
Monthly.
2.89
9.65 to 19.30 Irregularly.
Weekly.
sine.
266
HIGHWAYS OF COMMERCE.
Regular lines of steamers running from and to Dunkirk—Continued.
Companies and
steamers
Compagnie Géné-
rale Transatlan-
tique Havie:
Le Morbihan.
Net tou
nage.
Horse
power.
Dunkirk to-
Freight
per ton.
Fare.
Sailings.
506
•
200 Havre, St. Na-
zaire, Bordeaux,
Marseilles, Al-
geria, and Tunis
Le Gard
779
300
..do
Le Tarn
787
300 ..do
2.891
9. 65 to 19. 30 Irregularly.
Le Calvados
787
300 ..do
Fournel
1 217
220.....do
Alexandro
1473
180
...do
Bixio.
Flachat
1. 495
280
....do
Messageries Mari-
times, Marseilles :
Cordouan.
2, 094
350; Australasia and
River Plate.
Adour
2. 154
350
..do
Ortégal.
2,631
350
..do
Dordogne.
2.636
525 .....do
Matapan.
2, 648
350
...do
a 2. 20 a 96. 50, 193. 00
b 2.891
and 231.60
to 3.47 077. 20 to 193.00
Do.
Médoc.
2, 648
350
...do
Charente
2,693
525
..do
Armand Béhic.
2,822
1,000
.do
Société Anonyme
de Denain and
Auxin:
Galindo….
424
San Martin...
733
144 Havre and Bilbao.
190.....do
1.64
5.79 to 11.58 Fortnightly.
Devés and G.Chau-
met, Bordeaux:
Cayor.
1,025
140 Senegal..
3.47
Chevillotte Fréres,
15. 44 to 25.00 Monthly.
Brest:
Amérique.
258!
40 River Plate…..
Penfeld
472
90 ....do
Charles
478
124
..do
b 3.09
to 3.47
and 154. 89
77. 20, 115.87 (Frequently
during the
...
season.
Compagnie des
Chargeurs Rén-
nis, Havre:
Ville de Maran-
1,402
300
...do
hao.
Ville de Maceio.
1,402
300
...do
Ville de Céara….
1, 699
300
...do
•
Portena.
1, 374
300
...do
Belgrano..
1, 602
150
..do
Campagna.
Colombia
Colonia..
1, 616
360 ..do
1,616
500.....do
1, 616
360.....do
Corsica
1, 616
360 ....do
b3.09
Concordia…….
1, 616
360 ....do
· to 3.47
77. 20, 115.80
and 154.89
Do.
Caravellas
1, 625
365 ...do
Entre Rios..
1, 661
350 ...do
Santa Fé..
1, 661
350
Cordoba
1, 675
250
..do
...do
Dom Pedro……….
1, 834
325………..do
Rio Negro.
1,970
387
..do
Parahyba.
1, 986
160
...do
Uruguay.
2, 002
387 ..do
Paraguay
Allan Line, Glas-
2, 012 500
1,252–3, 133 220–300
...do
..do
812-2, 052 125-300
.do
943-2, 297,110-300
...do
1, 922 164–350………..do
910-2, 111/150–300
...do
•
gow.d
Lamport & Holt,
Liverpool.d
J. Hoult, Liver-
pool.d
R. P. Houston &
Co., Liverpool.d
Watts & Co., Lon-
don.d
a Australia.
b River Plate in cubic meters =35.317 cubic feet.
cRiver Plate.
d The names, tonnage, and horsepower of the several steamers belonging to these lines are not
given. The tonnage and horsepower given represent the highest and lowest of the steamers of each
line.
3.09 to 3.47
and 154.89
77. 20, 115.80 Frequently.
}
HIGHWAYS OF COMMERCE.
267
Regular line of steamers running from and to Dunkirk-Continued.
Companies and
steamers.
Not ton-Horse-
nage. power.
Dunkirk to—
Freight
per ton.
Fare.
Sailings.
Houlder Bros., 1, 550-2, 221 150-500 River Plate and
London.a
Australia.
Gellatly & Co.,
632-2, 064 110–350
..do
London.a
Milburn & Co.,
561-3, 014 98-650………..do
b3.09
c 145.98
London.a
d 2. 20 g145.98 to 195.00
Frequently.
..do
don.a
W. Lund, Lou-1, 786-2, 778400-650
McDougall 976-2, 175 270-450).....do
Greenock.a
1
Greenshields, 2, 241-4, 129 350-750 Bombay
Cowie, & Co.,
Liverpool.a
Rankin & Co., 1, 362–2, 787 320-375 .....do
Thompson, Liver- 1, 692-2, 823 300-360
Liverpool.a
pool.a
...do
Hamilton, Fraser 1, 845-2, 668 300-500....do ..
& Co., Liver-
pool.a
Alexander & Co., 1, 689--2, 744 300-400.....do
Liverpool.a
63.09 to 3.47
145.98
Do.
Cayrew, Irvine &
1, 330-2, 619 250-475
.do
Co., Liverpool.a
Mead, Son & Hus-
sey, London:
Cassel
257
90 London.
1.34
Rosendael
259
95.....do
1.34
2. 43
2. 43 Two or three
times a week.
Do.
Carey & Sons, Lon-
don:
Sir Robert
229
54.....do
1.34
2. 43 Triweekly.
Peel.
Goole Steamship
Co.:
Aire
324
130 Goole..
1.46
2.91 Semiweekly.
T. Wilson, Hull:
Humber
386
90 Hull...
1. 461
2.91
Do.
Gibson & Co.,
Leith:
Abbottsford ….
656
100 Leith
1 70
3.65
Do.
Antiquary..
669
100 ..do
Cork Steam's hip
Co.:
Egret..
672
175 Liverpool...
2.43
3.65 Weekly.
Duin Kerskshe:
Stoomb Reedery.
Vollenhoeven..
128
30 Rotterdam...
97
2. 43
Do.
Koch & Co., Copen-
hagen:
Pan.
658
100 Baltic.
1.70
12.15 Fortnightly.
H. Carl, Copenha-
gen:
Dan
925
160 .....do
1.70
12. 15
Do.
E. Pederson, Ros-
tock:
Theodor Burch-
ard.
569
75 Germany
1.45
9.73 Monthly.
Companhia Thetis,
Libson:
Rio Tejo...
563
30 Lisbon..
1.93
13. 51
Do.
a The names, tonnage, and horsepower of the several steamers belonging to these lines are not
given. The tonnage and horsepower given represent the highest and lowest of the steamers of each
line.
River Plate, per cubic meter=35.317 cubic feet.
c River Plate.
d Australia.
268
HIGHWAYS OF COMMERCE.
5. BOULOGNE.
OCEAN LINES.-Boulogne ranks next in importance among the
French ports.
The Northern Railway Company of France runs fifteen express trains
daily to this port, and a large number of freight trains, transporting a
great number of passengers and enormous quantities of freight between
the United Kingdom and all points in France and on the Continent.
The Southeastern Railway Company operates a line of steamers
between Boulogne and Folkestone, with two departures daily from
each port. The fleet is composed of the Albert Victor, Mary Beatrice,
Louise Dagmar, Achille, Adam, Elborall, Folkestone, and Boulogne.
The Bennett Steamship Company runs a line of five steamers from
Boulogne to London and Goole, names and tonnage as follows:
Burma.
Malta
Chma
Vessel.
Tons.
700
676
449
India
Not yet launched
Vessel.
Tons.
368
750
There are three departures per week for Goole and three for Lon-
dou, with corresponding arrivals. The Goole steamers can call at
Hull, and there are also supplementary boats when traffic requires it,
as often happens. The company is prepared to ply between Boulogne
and any port in England.
The Compagnie Générale des Bateaux à Vapeur à Hélice du Nord, of
Dunkirk, performs a weekly service between Boulogne and Bordeaux,
calling at Lorient, Rochefort, La Rochelle, and St. Nazaire.
The steamers of the Netherlands Company, from Rotterdam to New
York, call regularly at Boulogne on their weekly outward and home-
ward trips. The fleet in this service is composed as follows:
Spaardam..
Maasdam
Veendam
Amsterdam.
Vessel.
Tons.
4,368
Obdam..
3,984
4,036
Werkendam
Rotterdam.
3, 629
Vessel.
Tons.
3, 657
8, 657
3.329
During the summer, the Palace Steamer Company runs daily a large
steamer between London, Ramsgate, and Boulogne, via Gravesend.
In addition to the foregoing, Boulogne is served by various lines of
steam and sailing vessels running to all the principal French and
English and North Sea ports.
HIGHWAYS OF COMMERCE.
269
Passenger rates from Boulogne are:
First Second Third
First
Second Third
Port.
Port.
class.
class.
class.
class.
class.
class.
New York..
$71.22
$48.25
$15.44
La Rochelle.
$5.40
$2.90
London:
Rochefort.
5.40
2.90
Winter
7.85
5.79
3.38
Bordeaux
5.79
2.90
Summera.
2.31
1.83
Bayonne..
5.79
2.90
L'Orient..
4.82
2.90
a Palace steamers.
Freight rates from Boulogne are quoted at from 5 to 30 shillings
($1.22 to $7.30) per English ton to London, and from 10 to 20 francs
$1.93 to $3.86) to Bordeaux, the figures varying between the minimum
and maximum stated, according to the nature of the merchandise, the
season, etc.
6. ROUEN.
The sixth port of France is Rouen; all the regular lines scrving this
port also serve Havre, and full particulars regarding them have already
been given.
7. CALAIS.
Calais has become of recent years an important port. The Calais-
Dover line between France and England carried in 1893, 226,234 pas-
sengers, and has transported in one year (1889) as many as 346,934
passengers. There are three daily mail services, each way, on this line,
which includes fifteen steamers with an aggregate tonnage and horse-
power of 3,165 and 5,175 respectively. There is also a weekly service
between Calais and Goole by the Cooperative Wholesale Company's
steamer Nominal; a regular service between Calais and London by the
Vendroux line, and a petroleum tank line to Philadelphia, making
about seven round trips per annum. Freights to London, 4 shillings
to 5 shillings 6 pence (97.3 cents to $1.34) per ton.
8. LA PALLICE.
An important transportation service by both freight and passenger
steamers is performed by the Pacific Steam Navigation Company, whose
steamers between Liverpool and Brazil, the River Plate and the west
coast of South America, put in regularly at the French port of La
Pallice (La Rochelle). The fleet engaged in this service consists of
fifteen vessels, with an aggregate tonnage of 64,611 and a total horse-
power of 57,000, which arrive at and depart from La Pallice every four-
teen days.
9. MISCELLANEOUS OCEAN LINES.
The various ocean and coastwise lines, enumerated in the foregoing,
are owned by corporations, but most of them receive substantial sub-
ventions from the governments for the transportation of mails, and
some of them are liberally subsidized, the condition being that their
270
HIGHWAYS OF COMMERCE.
ships shall be constructed with a view to their transformation into men
of war in case of emergency, in which event they may be acquired by
the government upon certain stipulated terms. In addition to the
regular lines herein before enumerated, there is a great number of ves-
sels, mostly sailing craft, plying with more or less regularity between
France and other countries in various parts of the world, either trading
on their owner's private account, or chartered for special cargoes, or
carrying freight (and sometimes passengers), as offered:
TOTAL ENTRANCES AND CLEARANCES AT FRENCH PORTS.
The official statistics of navigation show that, during the year 1893,
28,643 vessels of all kinds entered French ports, their aggregate ton-
nage being 13,853,844, while the number of departures was 29,382, with
an aggregate tonnage of 14,168,482.
During the same period 2,402 vessels plying between foreign coun-
tries touched at French ports, to take on or discharge freight and pas-
sengers.
During the same year the arrivals and departures of vessels in the
coastwise service aggregated 27,998, representing a total tonnage of
1,982,070. In the ocean and coastwise service to and from French ports
there were therefore a grand total of 88,425 arrivals and departures of
vessels of all kinds during the year 1893.
RAILWAYS.
The general railway system of France consists of seven principal
systems, the designation of which, together with the mileage under
operation on December 31, 1892, was as follows:
!
Name of system.
Nord (Northern)
Est (Eastern)…….
•
·
Orléans (Orleans)
Ouest (Western)
Paris-Lyon-Méditerranée (Paris, Lyons, and Mediterranean)
Midi (Southern)
Etat (State)..
Total.
Length.
Kilometers.
Miles.
3.612
4,560
2, 244.49
2,833. 55
5, 172
3, 215.88
6,375
3, 961.41
8.529
5, 298.96
3,037
1, 887.19
2, 665
1, 656.03
33,950
21,095.51
Six of these systems are operated by independent corporations,
holding special charters and concessions from the State. At the ter-
mination of these concessions, the lines and all the property of the
several companies will pass into the possession of the Government.
The interest on the shares and obligations of the several companies is
guaranteed by the State upon certain conditions for a definite period.
A specified revenue is reserved to the shareholders, and is guaranteed
by the Government, so that, if the earnings of the systems, over and
above operating expenses, are not sufficient to cover the amount so
fixed, the deficit must be supplied from the national treasury.
HIGHWAYS OF COMMERCE.
271
For the six grand systems, the excess of revenue over and above the
amount thus set aside for the shareholders is required to be paid to
the Government in reimbursement of all advances made from time to
time on account of the guarantees, with interest upon the same at the
rate of 4 per cent per annum. After such reimbursement has been
effected, certain fixed sums are payable to the shareholders, to which
are added, in the case of the Northern Railway Company, variable sums,
to be applied, under certain conditions, to the ultimate amortissement
(redemption) of the shares.
The excess of revenue after this payment shall have been made is
designated as net profits, of which two-thirds are to be payable into
the national treasury and one-third to the shareholders. The sub-
joined table shows the date at which the several concessions expire,
the dates from which the State reserved the right to resume the con-
cessions (upon certain conditions), and the duration of the guarantees:
Date-
From which
the State
1. Northern
2 Eastern.
3 Western..
4 Orleans.
Name of company.
Of expira-
tion of
concession.
5. Lyons and Mediterranean:
Principal system.
Rhone to Mont Cenis.
6. Midi (Southern).
7. Belt Railway, city circle
8. Belt Railway.
Expiration
has the
option to
of
guarantees.
resume
concessions.
Dec. 31, 1950 | Jan. 1, 1867 Dec.
Nov. 26, 1954 | Nov. 27, 1870 | Dec.
Dec. 31, 1956 | Jan. 1, 1884 | Dec. 31, 1935
.do
Jan. 1, 1873 Dec. 31, 1956
31, 1914
31, 1934
Dec. 31, 1958 Jan.
Dec. 31, 1955 Jan.
Dec. 31, 1960 | Jan.
Dec. 11, 1952
Dec. 31, 1958
1,1875 | Dec. 31, 1914
1, 1871
1, 1877 Dec. 31, 1960
The Ceinture and Grand Ceinture (belt railways) of Paris, which
make a circle of the city and also connect it with all the immediate
suburbs, comprising an aggregate length of 117 kilometers (72.7 miles),
are also operated by syndicates, the one composed of the Northern,
Western, Eastern, Orleans, and Lyons-Mediterranean companies, and
the other of the same companies with the exception of the Western.
The concessions for the ceinture lines will expire, respectively, Decem-
ber 11, 1952, and December 31, 1958.
All the systems mentioned in the foregoing have their headquarters
in Paris, excepting the Midi, which has its chief offices at Bordeaux.
The réseau de l'état, or Government system, with a total mileage of
2,665 kilometers (1,656 miles) is operated directly by the State. The
management of this system, as well as the close supervision of all the
railways in the country, including local and suburban railways, indus-
trial and mining railways, narrow-gauge lines, tramways, etc., is con-
fided to the ministry of public works, one of the great departments of
the Government, presided over by a minister of state.
272
HIGHWAYS OF COMMERCE.
The following are the termini of the several railroad systems and the
important points touched by each:
NORD-MAIN LINES.
In kilometers, 1=0.62137 mile.
Termini and principal intermediate
stations.
Dis-
tances.
Termini and principal intermediate
stations.
Dis-
tances.
Kilo-
Kilo-
Paris to Calais :
meters.
Paris to Calais :
meters.
Creil..
51
Arras.
192
Amiens
131
Bethune
231
Abbeville.
176
Hazebrouck
265
St. Valery
195
Dunkirk...
305
Boulogne-sur-Mer
254
Calais...
316
Calais
295
Paris to Maubeuge:
Paris to Turcoing:
Compiegne
84
Longeau..
126
St. Quentin.
154
Arras.
192
Aulnoye
216
Douai.
218
Haumont
224
Lille..
250
Maubeuge
229
Roubaix
255
Paris to Anor:
Turcoing
257
Soissons
105
Paris to Valenciennes:
Laon.
140
Aulnoye..
216
Verains
179
Le Quesnoy.
232
Herson
197
Valenciennes
251
Anor
205
Lille to Calais :
Hazebrouck
Dunkirk..
Calais.
-
Laon to Rouen:
Tergnier
Amiens
Rouen...
NORD-PRINCIPAL BRANCH LINES.
47
Arras to Boulogne sur Mer :
St. Pol....
39
87
Etaples.
100
197
Boulogne sur Mer
128
5
80
117
EST-MAIN LINES.
Paris to Avricourt:
Chateau Thierry.
Paris to Delle:
95
Troyes...
167
Epernay.
142
Bar sur Aube……
221
Chalons sur Marne
173
Chaumont
262
·
Bar le Duc..
254
Langres
297
Commercy
295
Vesoul.
381
Toul
320
Lave.
411
Nancy
353
Belfort.
443
Luneville.
386
Dello
465
Avricourt
412
Paris to Audun:
Rhons
Mezieres
Sedan.
Montmedy
172
260
Paris to Givet:
Epernay.
Rheims
Rethel...
142
172
·
►
194
276
Mezieres.
244
325
Givet.
308
Longuyon
346
Andun.
370
EST-PRINCIPAL BRANCH LINES.
Chalindrey to Nancy:
Martigny les Bains
Coutrexéville.
Vittel ...
Mirecourt
Nancy.
Nancy to Gray:
58
Gretz to Vitry le Francois:
Coulommiers
72
68
Esternay.
116
73
Sezanne
132
97
Vitry le Francois
203
157
St. Hilaire to Homecourt Joeuf:
Epinal.
74
Ste. Menehould.
62
Vesoui
167
Verdun...
107
Gray
225
Homecourt Joeuf.
160
Nancy to Longwy:
Lerouville to Sedan:
Pagny sur Moselle
38
Verdun
55
Ouville
46
Longuyon
112
Longwy
128
Remilly.
Pont Mangis
Sedau.
141
143
168
HIGHWAYS OF COMMERCE.
273
OUEST-MAIN LINES.
In kilometers, 1=0.62137 mile.
Termini and principal intermediate
stations.
Dis-
tances.
Termini and principal intermediate
stations.
Dis-
tances.
Kilo-
Kilo-
Paris to Dieppe:
Pontoise
Le Treport.
Neufchatel en Bray.
Dieppe..
Paris to Havre:
meters.
Paris to Dieppe:
meters.
29
Oissel..
126
119
Rouen
136
134
D
Cleres
161
168
Dieppe...
201
Paris to Cherbourg:
Mantes
Vernon
Oissel..
Rouen
58
Mantes
58
80
Evreux
108
126
Bernay
159
140
Lisieux
191
Yvetot..
Havre
178
Caen..
239
228
Paris to Brest:
Versailles...
17
Chartres.
88
Paris to Angers:
Nogent le Rotron
149
Bayond
Valognes
Cherbourg
Versailles.
269
343
371
Le Mans.
211
Chartres..
=88
17
88
Laval.
301
Le Mans.
211
-
Vitre
336
La Suze.
230
Rennes
Montfort..
Guingamp
374
Juigne sur Saone
254
-
396
Sable..
259
506
•
Angers
308
Morlaix.
Brest
564
624
Paris to Granvillo:
Versailles..
Dreux
Verneuil
Laigle
Argenton
Vire
Granville
17
32
118
141
•
197
271
328
Chartres.
Paris to Alençon:
OUEST-PRINCIPAL BRANCH LINES.
Caen to Le Mans :
88
Falaise
52
Conde
141
Argenton
68
Mortagne...
171
Alençon
208
Lison to Lamballe:
St. Lo...
19
Alençon
Le Mans.
Caen to Laval:
Comfront
111
167
89
Coutances
48
Mayenne
126
Aoranches..
Dol..
Dinan
94
Laval.
157
138
166
Lamballe
207
ORLEANS-MAIN LINES.
Paris to Bordeaux :
Paris to Montauban:
Etampes
56
Orleans
121
-
Orleans
121
Vierzon.
200
Blois..
178
Chateauroux
273
Tours..
Poitiers.
Ruffec
234
Limoges
400
Chatellerault
299
Brive
499
332
Gourdon
558
398
Cahoes..
599
Angouleme
445
Montauban ..
662
·
Libourne
Bordeaux
543
Paris to Eygurando Merlines:
578
Vierzon.
200
Paris to Agen:
Bourges
232
Limoges
400
St. Aurand Mont
277
Perigueux
499
•
Montluçon.
326
Eiorac
563
Mousempron
608
Agen
Paris to Toulouse:
651
Eygurande Merlines
Paris to Le Croisic:
Tours.
419
234
Saumur
295
Limoges
400
Angers
339
Brive
499
Ancenis
394
•
Tigeac
589
Nantes..
427
Villefranche de Rouergue
624
St. Nazaire.
491
•
Gaillac...
694
Le Croisic..
516
Toulouse
748
533A-18
J
274
.
HIGHWAYS OF COMMERCEMM
ORLEANS PRINCIPAL BRANCH LINES.
In kilometers, 1=0.62137 mile.
Termini and principal intermediate
stations.
Dis-
tances.
Termini and principal intermediate
stations.
Dis-
tances.
Kilo-
Kilo-
Sarenay to Landerneaux :
meters.
Bourges to Beaune la Rolande:
meters.
Redon
42
Argent
62
Vannes
96
Les Bordes
94
Lorient
150
Quimper
215
Chateaulin
245
Landerneau
299
Bordeaux to Le Buisson:
Bellegarde Quieres
Poitiers to St. Sulpice:
Montmorillon
St. Sulpice.
121
Beaune la Rolande..
135
54
126
Libourne
36
Tours to Montlucon:
Bergerac
97
Loches
47
Lo Buisson
134
Chateauroux
118
Bordeaux to Brivé:
Montlucon
105
Libourne
36
Coutras
52
Angouleme to Limoges:
Roumazares
53
Peregueux
127
Brivě.
199
Saillat Chassenon
Limoges..
74
118
Limoges to Clermont Ferrand :
Meymac..
Eygurlande Merlines..
Volvic..
Clermont Ferrand..
97
131
197
217
PARIS-LYONS-MEDITERRANEAN-MAIN LINES.
Paris to Marseilles:
Lyons to Geneva:
Melun.
45
Amberien
52
Fontainebleau.
59
Geneva.
168
Sens..
113
Lyons to Grenoble:
Joigny
146
Tonnerre
197
La Tour du Pin..
Grenoble..
57
121
Dijon...
513
Paris to Lyons:
Beaune
352
Melun
45
Chalon sur Saone.
383
Fontainebleau.
59
Macon..
440
Montargis...
118
Trevoax.
486
Gien
155
Lyons
512
Cosne
196
Vienne
Valence
Montelimar
543
618
662
Avignon
742
Arles.
777
Marseilles..
863
Marseilles to Vintimille:
Nevers
Moulins
Roanne.
Lyons
Roanne to Lyons:
St. Etienne.
254
313
La Palisse..
372
421
507
77
Toulon
67
Lyons..
135
Nice..
225
Macon to Geneva:
Vintimille..
260
Bourg
38
Dijon to Pontarlier:
Culoz..
119
Dole...
Dole to Belfort:
47
Bellegarde.
152
Pontarlier.
140
Geneva.
186
St. Germain des Fosses to Nimes:
Besançon.
92
Gannat..
24
Montbeliard.
170
Clermont Ferrand.
65
Belfort ....
188
1ssoire
100
Lyons to Nimes:
Brioude
135
Givors ...
21
Aleis
320
Tournon
93
Nimes.
369
Nimes.
280
Tarascon to Cette:
Culoz to Modane:
Nimes
28
Chambery
36
Montpellier
77
St. Jean de Maur.
107
Cette...
105
Modane
134
HIGHWAYS OF COMMERCE.
275
PARIS-LYONS-MEDITERRANEAN-PRINCIPAL BRANCH LINES.
In kilometers, 10.62137 mile.
Termini and principal intermediate
stations.
Dis-
tances.
Termini and principal intermediate
stations.
Dis-
tances.
Kilo-
Kilo-
Dijon to St. Amour:
Louhans.
St. Amour.
meters.
Grenoble to Marseilles:
meters.
88
Sisteron.
159
113
Aix...
276
Lyons to Bellegarde:
Marseilles
305
Bourg
59
Laroche to Nevers:
Bellegarde....
123
Auxerre
Amberieu to Vesoal:
Clamecy
Bourg
83
Nevers.
147
Lous le Saunier.
147
Nevers to Chagny:
Poligny..
176
Etang..
105
Bessançon
237
Chagny
163
Vesoul.
301
Cravant to Autun:
Valence to Chambery:
Avalon
Grenoble
99
Autun
125
22 28 **
19
72
38
Chambery
161
Clermont to St. Etienne:
Livron to Briançon:
Thiers.
39
Die
54
Montbrison…….
104
Veynes
117
St. Etienne.
137
Gap..
Embrun
Briançon.
143
181
225
Bordeaux to Cette:
Marmande..
Agen
Montauban
Toulouse
Castelnaudary
Carcassonne
Narbonne
-
79
MIDI-MAIN LINES.
Montauban to Montpellier:
Lasaur.
59
136
Castres
99
206
St. Pons
153
257
Paulhan
229
312
Montpellier
259
348
Toulouse to Bayonne :
407
Muret
21
Beziers
432
St. Gaudens
91
Cette
476
Tarbes
157
Narbonne to Port Bon:
Pau
216
Perpignan
64
Orthez
256
Elne
78
Bayonne
322
Port Bon....
107
Bordeaux to Hendaye:
Beziers to Neusargues:
Dax
148
Bedarieux
43
Bayonne
198
Tournessière
93
Hendaye
233
Millau.
118
Morcoux to Tarbes:
Marvejols
St. Flour
Neusargues.
189
Mont de Marsan
148
258
Tarbes
246
-
277
Castelnaudary to Carmaux:
Castres
55
Albi
104
MIDI-PRINCIPAL BRANCH LINES.
Agen to Riscle:
Nerac..
Condom.
39
GO
Carmaux
119
Eauze
94
Toulouse to Ax les Thermes:
Riscle
116
Foix..
83
Agen to Tarbes :
Ax les Thermes
124
Auch
70
Mont de Marsan to Marmande:
Vic Bigorre..
135
Casteljaloux.
73
Tarbes...
148
Marmande..
98
Paris to Bordeaux:
Chartres..
Saumur.
Niort
Saintes
Bordeaux.
Tours to Les Sables d'Olonne :
Chinon
Thouars
·
Les Sables d'Olonne
•
ÉTAT-MAIN LINES.
Nantes to Bordeaux :
88
La Roche sur Yon
77
286
La Rochelle..
180
415
Rochefort..
209
492
Saintes
253
618
Bordeaux
379
50
98
251
276
HIGHWAYS OF COMMERCE.
ÉTAT-PRINCIPAL BRANCH LINES.
In kilometers, 10.62137 mile.
Termini and principal intermediate
stations.
Dis-
tances.
Termini aud principal intermediate
stations.
Kilo-
Nogent le Rotrou to Orleans:
Chateaudun
Passy..
Orleans..
meters.
Pons to La Greve:
63
Saujon.
92
Royan
116
La Greve
Angers to Poitiers:
Nantes to Poitiers:
Loudun.
87
Clisson
P'oitiers.
157
Cholet
Poitiers to La Rochelle :
Niort.
Bressuire.
78
Parthenay
Rochefort..
La Rochelle..
142
145
Poitiers..
Dis.
tances.
Kilo- !
meters.
38
47
61
27
66
113
147
203
TRAIN ACCOMMODATIONS AND CHARGES.
On all the foregoing trunk lines, through passenger trains are run
daily. These include the express or fast trains, stopping only at impor-
tant points, and the "omnibus" or accommodation trains, which stop
at every station.
The railway cars or voitures (carriages) are divided into several
(usually five) compartments, of the first, second, and third classes.
Some of the fast through trains carry only first and second class pas-
sengers; others, as well as all of the omnibus trains, carry all classes of
passengers. In each class separate compartments for women, and also
for smokers, are required to be provided. Sleeping and dressing room
compartments and dining cars are also attached to the through trains
on all the principal lines. For these accommodations special charges
are made, in addition to the first-class fares.
The passenger and freight rates are regulated by the Government.
No change of any kind can be made in either without the approval of
the minister of public works. The freight and passenger tariffs are
revised from time to time, but important changes are infrequent. The
passenger rates now in force are as follows:
First class, 0.112 franc per kilometer (33 cents per mile); second
class, 0.0756 franc per kilometer (2 cents per mile); third class, 0.0493
frauc per kilometer (13 cents per mile). These are the rates for single
tickets. Return, or round-trip tickets, good for one to eight days, are
sold on all lines at a discount from the above rates of 20 to 40 per cent.
For fête days or holidays and on special occasions, for great celebra-
tions or demonstrations of any kind, large reductions are made for
tickets, good from one to eight days, and usually only for certain trains.
Soldiers and sailors are carried at one-fourth of the regular fares;
children under 7 years of age at half fares. Weekly, monthly, and
quarterly commutation tickets are sold between the large cities and
suburbs and adjacent towns at reductions of about 50 per cent from
the regular tariff. Workingmen's and students' commutation tickets,
for use in going daily to and from places of employment and educational
institutions, are sold at a discount averaging 50 per cent. No ticket
HIGHWAYS OF COMMERCE.
277
is sold for any distance for less than 30 centimes (about six cents).
Thirty, sixty, and ninety day excursion tickets are sold for the different
winter and summer resorts in France and adjacent countries from all
points in France, good on all trains, at liberal reductions from the
schedules. Circular tickets, good for a certain specified period, and
embracing all the points on certain lines or within a certain radius, are
sold also on very favorable terms.
Persons who wish to visit in succession a number of points in France,
or in the neighboring countries, can, by giving a reasonable notice in
advance, secure tickets covering the desired itinerary at the same dis-
counts offered by the different companies for the itineraries arranged
by themselves.
By the payment of 260 francs ($67.50), a certificate can be secured
entitling the purchaser for the period of one year to transportation
between any two points in France at one-half the schedule rates.
Sixty pounds of baggage is carried free for passengers of every class.
All baggage in excess of this amount is charged for at the rates for
merchandise forwarded by express. A charge of 10 centimes (about 2
cents) is made for registering (or checking) each piece of baggage.
EXPRESS AND FREIGHT RATES.
Ordinary merchandise is carried by express (on passenger trains) at
the rate of 0.35 franc (about 7 cents) per ton per kilometer (0.62137
mile), with a reduction of 33 per cent on packages not weighing over
40 kilograms (88.18 pounds). Packages exceeding 1,000 kilograms
(1 ton of 2,204.6 pounds) in weight are not carried by express. The
charges for dogs, by express, are 0.168 franc per kilometer (53 cents per
mile; horses, 0.16 franc per kilometer (5 cents per mile).
Freight rates are as follows: Under 40 kilograms (88.18 pounds),
0.25 franc per ton per kilometer (7.7 cents per mile); between 40 and
3,000 kilograms, 0.40 franc per ton per kilometer (12 cents per mile),
and between 3,000 and 20,000 kilograms the rates are doubled.
The following articles are carried at a uniform rate of 0.06 franc per
ton per kilometer (1.8 cents per mile): Firewood for domestic use, coke,
coal, empty barrels, laths, lime, plants, sea salt, and timber. This
special tariff is subject to occasional variation. The present rates for
live stock are as follows: Cows, horses, mules, donkeys, 0.10 franc per
kilometer (3.1 cents per mile); calves and pigs, 0.04 franc per kilometer
(1.2 cents per mile); sheep and goats, 0.02 franc per kilometer (0.6 cent
per mile). The rates for carriages are: Two-wheeled, 0.25 franc per
kilometer (7.7 cents per mile); four-wheeled, 0.32 franc per kilometer
(9.9 cents per mile).
CONDITION OF LINES.
On the 31st of December, 1894, the total length of railway lines in
actual operation in France was 40,199 kilometers (24,978 miles). These
lines are, as a general rule, substantially constructed and kept in very
278
HIGHWAYS OF COMMERCE.
good condition, although the average, both as regards construction and
maintenance, is distinctly inferior to that of the railways in the United
Kingdom. It is officially stated by the direction des chemins de fer
(director of railways), that of the 40,000 kilometers of railway lines in
actual operation, all but 2,000 kilometers is in good condition, i. e., not
in need of material repairs. As regards rolling stock and general
equipment, the railroads of France are deficient, compared with those
of the United States and the United Kingdom. However, a distinct
improvement has been made in these respects during the last few years.
In the passenger service, some of the comforts and luxuries with which
the traveling public of the United States has long been familiar, have
been introduced, and more are promised. The express trains, on the
chief lines, are run at very good speed. All through night passenger
trains carry sleeping cars, and the corresponding day trains include
dining cars and drawing-room cars. The compartment system is, how-
ever, maintained on all lines.
RAILWAY ACCIDENTS.
Accidents are comparatively infrequent, and the proportion of train-
men and passengers injured in transit is considerably less than in the
United States. The Government supervision is very rigid, and the
officials of the railroads are held to a sharp responsibility, not only for
accidents, but for delays and other deficiencies in the train service.
Every accident involving loss of life, or having other serious results, is
promptly investigated, and if negligence or incompetency is proved to
have been the cause, the persons derelict, including not only subordi
nates, but superintending officials, are summarily dealt with.
ENGINEERING DIFFICULTIES.
No extraordinary obstacles have been encountered in the construc-
tion of the railways of France, the topography of the country being
generally favorable. In the mountain districts, a great deal of tunnel-
ing was necessary, and there are many bridges, culverts, etc., on the
principal railways which were costly and are admirable pieces of work.
But the railway system of France embraces no monuments of engi-
neering skill and genius sufficiently notable to call for special mention
here.
RIVER AND CANAL SERVICE.
The interior navigation of France, by rivers and canals, is very much
developed. The freight traffic on the large rivers and the chief canals
is very heavy, and during the summer a considerable number of pas-
sengers, chiefly tourists, are carried on the river steamboats.
The principal companies and firms engaged in operating regular lines
on the rivers or canals are: La Compagnie Générale de Navigation,
(Havre-Paris-Lyons-Marseilles); La Compagnie Française des Trans-
HIGHWAYS OF COMMERCE.
279
ports Fluviaux et Maritimes; La Compagnie de Navigation sur les
Canaux du Centre; La Maison Frétigny; and La Maison Pavot Frères.
In addition to the regular lines, canal and river tonnage is always
available in ample supply.
The tonnage of the canal lighters varies from 50 to 320 tons dead
weight. A lighter can travel from Calais, via the canal system, through
to Marseilles, if needed, and, in fact, the French Government torpedo
boats have performed the journey several times. The number of kilome-
ters of canals in operation January 1, 1895, was 4,805, and the length
of navigable rivers at the same date was officially reported at 7,591
kilometers, making the total length of navigable canals and rivers
12,396 kilometers (7,703 miles).
The tonnage of shipments over these canals and rivers during the
first eleven months of 1894 and the corresponding period of 1893 was
as follows:
Description.
1894.
1893.
Canals
Rivers...
Total..
Increase of tonnage in 1894, 1,821,734.
14, 558, 081
10, 380, 099
13, 630, 708
9, 485, 738
24,938, 189
23, 116, 446
The canals whose traffic is the most important are the following: St.
Quentin (Cambrai to Chauny); Haute Deûle (Fort de Scarpe to Mar-
quette and the branch to Seclin); Oise and Manicamp (Janville to
Chauny); Aire (Bauvin to Aire and the branch to Noeux); Sensée
(Etrun to Courchelettes); Marne à la Saône (Vitre le Francois to the
German frontier); Latéral à l'Aisne (Vicax les Asfeld to Celles); Neu-
fossé (Aire to St. Omer); St. Denis (Paris to the Briche); Aisne à la
Marne (Berry au Bac to Conde sur Marne); Latéral à la Marne (Couvrot
to the lock of Dizy); Southeast Branch (Belgian frontier to Troussey);
Southeast Branch (Toul to Corre and the branch to Nancy); Oise à
l'Aisne (Abbecourt to Bourg et Comin); Latéral à la Loire (Digoin to
Briare and branches); Centre (Chalon sur Saone to the Loire); Bour-
bourg (Guindal to Dunkirk).
The most important navigable rivers are the Seine (Montereau,
through Paris and Rouen to Havre), on which an aggregate tonnage
of 18,279,702 was carried during the first eleven months of 1894; the
Escaut (Cambrai to the Belgian frontier); the Oise (Janville to the
Seine); the Scarpe (Arras to Mortagne); the Aa (St. Omer to Grave-
lines); the Garonne (Agen to the confluence of the Dordogne); the
Saone (Corre to the confluence of the Rhone at Lyons); and the Rhone
(Parc, through Lyons and Arles, to the Mediterranean).
The following are the companies operating the principal navigable
river and canal lines in France: La Compagnie Française de Trans-
ports Fluviaux et Maritimes, which has recently absorbed the river
280
HIGHWAYS OF COMMERCE.
fleets of the Compagnie Messageries Nationales, and the Compagnie de
Transports Rapides. The combined fleets number 144 boats, ranging
from 150 to 1,000 tons each, with a total tonnage of 39,500 (45 steam-
boats, with a tonnage of 7,000, and 99 barges, with a tonnage of 32,500).
This company operates on the River Seine, serving Havre, Rouen, Paris,
Corbeil, Montereau, etc. Its annual traffic will reach 540,000 tons, con-
sisting largely of grain, flour, oil, cotton, metals, lumber, etc.
There is a daily service between Paris, Rouen, Harfleur, and Havre;
a triweekly through service between Paris and Havre (time of passage,
four days); a daily service between Rouen and Elbeuf, and other reg-
ular and special services. These boats carry a vast quantity of heavy
merchandise from Paris, Rouen, and other points for transshipment by
ocean steamers from Havre. Freight rates per 100 kilograms (220.46
pounds) from Paris to Havre, and vice versa, are from 7 to 16 francs
($1.35 to $3.09), according to quantity; from Paris to Rouen, and vice
versa, 5 to 12 francs ($0.965 to $2.32).
The Société Générale Anonyme de Navigation sur les Canaux du
Centre operates lines between Paris, Roanne, and Lyons on the Bour-
gogne and the Bourbonnais. Its fleet consists of 220 boats, 30 by 5
meters (16.4 by 98.4 feet), with a total capacity of 48,896 tons. The
traction on the canals is by animal power. There is no regular schedule
of arrivals and departures, which are made to suit the demands of
shippers. The distance between Roanne and Paris, 442 kilometers (275
miles), is covered in twenty-five days. The freight rates average 0.013
franc ($0.0025) per ton (2,204.6 pounds) per kilometer.
The Compagnie Générale de Navigation carries an extensive traffic
on the Seine, the Rhone, the Oise, the Aisne, the Saone and on many
canals. The fleet of the company at present consists of 29 steam tugs,
39 steam carriers, and 505 barges. The largest barges have a tonnage
of 800. The largest steamers serving on the Rhone have a tonnage
of 600, and from 300 to 500 horsepower. A majority of the boats
made for passing through the locks of the canals measure 30 by 5
meters (16.4 by 98.4 feet) and have a capacity of 200 to 280 tons.
The services are: Daily from Paris to Rouen and Havre; weekly by
steam carriers from Havre and from Rouen to Rheims, touching at all
the ports of the Oise and the Aisne; semiweekly departures by steam-
ers from Paris to Rheims, touching at all the ports of the Oise and the
Aisne; express service from Paris to Lyons, touching at all the locali-
ties of the Haute Seine, of the Yonne, of the Canal of Bourgogne, of
the Doubs, and of the Saone: Montereau, Sens, Joigny, Troyes, Auxerre,
Clamecy, Laroche, Tounerre, Montbard, Dijon, St. Jean de Losne, Gray,
Dôle, Besançon, Chalon sur Saone, Macon, Villefranche sur Saone,
Chalons sur Marne, St. Dizier; service of the "Centre," serving the
canals of the Loing, Orléans, Briare, Latéral of the Loire, Berry, Centre-
Montarges, Briare, Orléans, La Charité, Nevers, Decize, Roanne, Le
Creusot; special services by steamers on the Rhone and the canals of
HIGHWAYS OF COMMERCE.
281
the Midi, from Lyons to Vienne, Valence, Avignon, Beaucaire, Arles, St.
Louis du Rhone, Cette, Marseilles; passenger and freight service from
Lyons, four departures per week, stopping at Givors, Vienne, Condrieu,
Serriers, Audance, St. Vallier, Tournon, Valence, Le Teil, Bourg-St.
Audeol, Pont St. Esprit, Avignon.
HIGHWAYS.
Reference has already been made to the magnificent system of public
highways, extending to every section of the Republic, which is not sur-
passed in any country in the world. These great arteries of communi-
cation form an invaluable adjunct to the railway, river, and canal
systems of France, and give practically every inhabitant of the coun-
try easy access to the markets. These highways have been made the
subject of comprehensive and valuable reports by several United States.
consuls in France.¹
It has been estimated that the cost of wagon transportation on the
highways of France does not average more than one-third the corre-
sponding expense in the United States. In the rural districts it is cus-
tomary to haul 3 tons, and in the cities from 3 to 5 tons, net freight
with one horse. The highway system of France has been practically
completed for many years, and it is only necessary to maintain it at its
present standard, which is assured by a most efficient organization
working under laws and regulations fortified by generations of rigid
observance. The improved macadamized highways of France had a
total length of 323,400 kilometers (200,951 miles) as long ago as 1867,
while the length of unfinished highways was then stated at 281,100
kilometers (174,667 miles), most of which are now considered finished.
What is regarded as an unfinished or unimproved highway in France,
however, would be pronounced in many parts of the United States, and
in nearly all countries, in fact, almost an ideal road.
The great national highways of France vary in width from 8 to 10
meters (26 feet 3 inches to 32 feet 10 inches); the departmental roads,
from 6 to 8 meters (19 feet 8 inches to 26 feet 3 inches); and the com-
munal roads, from 3 to 6 meters (9 feet 10 inches to 19 feet 8 inches).
These widths do not include the ditches at the sides of the roads.
From every important railway town regular lines of diligences, or mail
coaches, run to neighboring villages, and the facilities for transporta-
tion of freight and passengers to points off the railroad lines are of
the best.
ACKNOWLEDGMENTS.
For information embraced in this report, I am indebted to Messrs.
Reymond, Schelle, and Abbecourt, leading officials of the ministry of
public works. I also desire to acknowledge the valuable cooperation
of Consuls Thomas, of Marseilles; Wiley, of Bordeaux; Chancellor, of
¹ See Special Consular Reports "Streets and Highways."
282
HIGHWAYS OF COMMERCE. ·
Havre; Shepard, of Calais; Savage, of Nantes, and Angell, of Roubaix,
and of Consular Agents Moleux, of Boulogne sur Mer; Morel, of Dun-
kirk, and Pitel, of Brest.
PARIS, March 15, 1895.
SAMUEL E. MORSS,
Consul-General.
SPAIN.
PORT OF BARCELONA.
The port of Barcelona is shaped like a funnel. Its greatest length
is from north to south, about 1 mile. Its greatest width is 3,608 feet.
The depth of the water varies from 12 to 45 feet. The number and
tonnage of vessels that entered in 1890, 1891, and 1892 were:
1890...
1891...
1892.
Year.
Number.
Tons.
3, 467
3, 477
2, 137, 466
1, 902, 936
2, 285, 611
3,574
The nationality of the vessels entered in 1892 was as follows:
Spanish
German.
·
Belgian.
Danish
French
Greek
Dutch
Nationality.
Number.
2, 610
40
English.
Italian.
D
1
American.
19
Russian
118
Norwegian
30 Turkish
11
Austrian
Nationality.
Number.
342
248
11
19
103
1
19
Of these vessels, forty-eight were men of war.
OCEAN LINES.
La Compañía Transatlántica.-The most important liue of steamers
connecting this port with the rest of the world is La Compañía Trans-
átlantica, which is composed of private individuals. It has a fleet of
thirty steamers, all of which carry the mails between the various ports
which they conuect. The lines of this company are six in number.
Antilles and Mexico Line, Philippine Line, Buenos Ayres Line, Fer-
nando Po Line, Morocco Line, and Tangier Line.
(1) Antilles and Mexico Line.-The steamships assigned to the
Antilles-Mexican Line are the following:
Name.
Registered Horse-
tons.
Name.
power.
tons.
Registered Horse-
power.
Montevideo
5,500
5,000
Buenos Aires.
Alfonso XIII…..
5, 200
5,500
4,800
6,000
Alfonso XII...
5, 500
5,000
Reina Maria Cristina..
Ciudad de Santander.
Cataluña
3, 700
4, 200
5, 200
3,700
6,000
Antonio Lopez..
4, 200
3,700
4,000
HIGHWAYS OF COMMERCE.
283
Three trips are made to and from the Antilles, Progreso, and Vera
Cruz every month by the steamers of this line. The first steamer leaves
Barcelona on the 5th of each month, and proceeds to Malaga, Cadiz,
Puerto Rico, Havana, Progreso, and Vera Cruz; the second steamer
leaves Liverpool on the 11th of every month, and proceeds to Havre,
Santander, Corunna, Puerto Rico, Havana, Progreso, and Vera Cruz;
the third leaves Barcelona the 25th of every month, and proceeds to
Malaga, Cadiz, Las Palmas, Puerto Rico, Havana, Progreso, and Vera
Cruz. On their return trips, they leave Havana on the 10th, 20th, and
30th of every month. The steamer that leaves Havana on the 10th
touches at Puerto Rico, and then proceeds to Cadiz; the steamer that
'leaves on the 20th goes directly to Cadiz, while the steamer that leaves
on the 30th proceeds directly to Corunna and Santander. During the
quarantine season (from May 10 to September 30), all these steamers
proceed from Havana direct to Corunna or Santander.
In combination with this line there is a line of steamers between
Havana and New York. From both ports the dates of departure are
the 10th, 20th, and 30th. Other combinations are made with the Pacific
Mail Steamship Company for the ports on the Pacific, from Panama to
San Francisco, and with the Pacific Steam Navigation Company and
the Sud-Americana de Vapores from Panama to Valparaiso.
The steamers of this company that ply between Havana and the
Atlantic ports are the following: Mejico (2,112 tons), between Havana
and Santiago de Cuba; Ciudal Condal (2,595 tons), between Vera Cruz
and Havana; Habana (2,678 tons), between New York and Havana;
Panama (2,085 tons), between New York and Havana; M. L. Villaverde
(1,501 tons), between Havana and Santiago de Cuba.
The following steamers are put on this or on any of the other lines
whenever the necessity arises:
Name.
España
San Francisco
San Augustin..
The distances between the several places are:
From-
Miles.
Tons.
Horse-
power.
2,700
1, 620
2,700
1,800
2,400
1,700
From-
Miles.
Santander to Corunna..
Corunna to Puerto Rico….
225
3, 305
Puerto Rico to Santander.
Corunna to Santander.
3,482
-
225
Puerto Rico to Havana.
975
•
Havana to Progreso
·
444
Cadiz to Las Palmas.
685
Havana to Vera Cruz..
881
Las Palmas to Puerto Rico.
2,849
Havana to New York.
1, 191
Cadiz to Puerto Rico...
3, 363
Havana to Santiago de Cuba.
595
Havana to Puerto Rico
975
Havana to New Orleans.
580
Havana to Cadiz..
4, 053
Havana to Savannahı
613
Havana to Corunna
•
Havana to Santander,
Puerto Rico to Cadiz.
3,868
Havana to Charleston
643
4, 066
Havana to Norfolk …….
961
3,345
Barcelona to Cadiz..
596
284
HIGHWAYS OF COMMERCE.
The freight tariffs on the Antilles and Mexican Line are as follows,
per cubic meter or 1,000 kilometers (2,240.6 pounds):
To-
class.
First Second Third
class.
To-
class.
First Second Third
class. class. class.
a Pesetas. Pesetas.
Pesetas.
Pesetas.
Pesetas.
Pesetas.
Puerto Rico
Havana
Vera Cruz
100
Puerto Cabello..
100
75
50
100
75
50
Cartagena
100
75
50
100
75!
50
Colon
100
75
50
-
La Guayra.
100
75
50
New York.
142
108
81
a A peseta is equal to 19.3 cents, but at the present time the value is much less on account of the
high rate of exchange between Spain and the United States, which varies from 20 to 23 per cent.
The classification of merchandise is as follows:
First class.-Fans, cashmere, hair, ivory, shells, ribbons, laces, gloves,
millinery goods, works of art, church ornaments, silk handkerchiefs, vel-
vets, and similar articles.
Second class.-Arms, traveling articles, wax, chocolate and confec-
tionery, cutlery, leather, boots and shoes, brushes, carriages, drugs,
mirrors, artificial flowers, toys, books, linen and linen goods, haber-
dashery, furniture, willowware, cards, wool, woolen goods, paper and
pasteboard boxes, writing paper, umbrellas, perfumery, pianos, chemi-
cal products, animal hair, porcelain, hardware, hats, seeds, belting,
cotton goods, clothing, musical instruments, metal goods, watchmakers'
goods.
Third class.-Oil, mineral water, olives, garlic, copper, nuts, starch,
hemp sandals, rice, sugar, codfish, bitumeu, bottles, candles, lime,
cement, common shoes, hemp, onions, preserves, tie brooms, empty
demijohns, iron nails, dried fruits, gum, biscuits, grain, flour, soap, hay,
earthenware, liquids in casks or bottles, marble, machinery, iron and
kitchen furniture, mill and grind stones, printing paper, maccaroni and
alimentary pastes, provisions, empty bags, grease, corks, ink, packing
cloth, domestic utensils, common glassware, wine, and agricultural
implements.
By special arrangements made with North and South American trans-
portation companies, goods may be sent from Spain to the various
Atlantic and Pacific ports at the following rates per cubic meter or
1,000 kilograms (2,204.6 pounds):
To-
First Second Third
class. class. class.
To-
First Second Third
class. class. class.
Pesetas.
Pesetas.
Pesetas.
Pesetas.
Pesetas. Pesetas.
New Orleans.
148
117
86
Savannah..
155
125
114
Punta Arenas, San
Juan del Sur,
Charleston.
164
145
121
Corinto, Cham-
Georgetown
157
136
116
perico
165
120
100
Baltimore.
154
130
100
San Benito, Aca-
Philadelphia.
147
118
97
pulco, San Blas,
San Francisco
165
95
95
San Lucas.
165
145
125
Boston.
147
123
93
Buenaventura,
Quebec
168
151
123
Manta
240
150
140
Panama
160
150
100
Callao
200
82
75
Valparaiso..
240
175
160
HIGHWAYS OF COMMERCE.
285
The return voyage freight charges per cubic meter or 1,000 kilo-
grams (2,204.6 pounds) are:
Havana and Puerto Rico ..
La Guayra and Colon
From-
First Second Third
group.
group. group.
Pesetas. Pesetas.
90
185
Pesetas.
45
160
35
105
The three groups above mentioned comprise: First, brandy and
tobacco; second, sugar, leather, and metals; third, inferior sugar, cocoa,
and coffee.
In all cases the company reserves to itself the right to charge either
according to the cubic meter or the 1,000 kilograms, and passenger
tickets bought outside of Spain must be paid for in francs¹ or their
equivalent.
The passenger rates on the Antilles and Mexico Line are:
Barcelona to-
San Juan de Puerto Rico..
Havana..
Santiago de Cuba.
Progreso
Vera Cruz...
Colon, Puerto Limon, La Guayra.
New York.
First Second
class. class.
Third
class.
Steerage.
Pesetas.
Pesetas.
Pesetas.
Pesetas.
850
500
450
175
900
600
450
175
900
600
450
175
1,000
700
450
225
1,000
700
450
225
1,000
650
450
225
1,150
735
535
485
(2.) The Philippine Line.-Thirteen round trips per annum are made
to the Philippine Islands. The steamers employed on this line are the
following:
Name.
Isla de Luzón.
Isla de Mindanao
Isla de Panay
San Ignacio de Loyola
Tons.
4, 256
4, 124
3,544
Montevideo..
Santo Domingo
San Francisco
3,227
Name.
Tons.
5,296
2, 805
2,526
According to the schedule for 1893-94, the first steamer left Liver-
pool December 20, 1893, and the others were to follow exactly four weeks
apart, touching at Corunna, Vigo, Lisbon, Cadiz, Cartagena, Valencia,
and Barcelona, and proceeding from Barcelona to Manila, touching en
route at Port Said, Suez, Aden, Colombo, and Singapore. On their
return, they touch at all the ports mentioned, and also at Santander,
the only exception being Colombo, which they avoid during the south-
west monsoon, from April until October.
On this line, as on all the other lines of this company, passenger tick-
ets, if bought in Spain, are paid for in pesetas, but if bought in other
'The franc, lira, and peseta mentioned throughout this report are each valued at
19.3 cents by the United States Treasury Department.
286
!
HIGHWAYS OF COMMERCE.
countries they must be paid for in francs or their equivalent. Tickets
purchased in Spain, therefore, are cheaper, owing to the exchange.
Return tickets, good for nine months, may be had at a reduction of 28
per cent, and for a year at a reduction of 17 per cent. The price of
tickets is as follows:
Port Said..
Suez.
Aden.
Colombo..
Singapore
Manila
Valencia.
Cartagena.
..
Malaga.
Cadiz.
Vigo
Corunna.
Santander
Havre..
Liverpool
•
Barcelona to—
First
class.
Second Third
class. class.
Steerage.
Pesetas.
Pesetas.
Pesetas.
Pesetas.
400
320
160
450
360
180
875
700
350
1,000
700
300
1,375
1,000
600
1,780
1,460
660
455
35
25
20
15
60
50
30
20
90
75
50
30
110
90
60
45
160
115
80
55
185
130
95
72
210
155
105
82
240
185
125
100
300
240
145
110
The freight charges on the Philippine Line, per cubic meter or 1,000
kilograms (2,204.6 pounds) are:
Port Said..
Suez.
Aden
•
Colombo
•
Singapore.
Manila
Barcelona to-
First Second Third Fourth
group.
group. group. group.
Pesetas.
20
Pesetas. Pesetas. Pesetas.
10
35
12
60
40
27.67
75
50
34.72
80
69
100
832
41.66
70
50 to 60
45 to 50
The freight charges to ports connected with the ports at which this
line of steamers touch are:
To-
First Second Third
group. group. group.
To-
First Second Third
group. group. group.
Pesetas.
Pesetas.
Pesetas.
Pesetas.
Pesetas.
Pesetas.
Bombay.
Kurrachec.
59.57
55. 17
46.34
Batavia..
80
60
48.61
66.34
64
55. 17
Saigon.
80
60
41.66
Bushire..
76.12
71.71
62.89
Hongkong.
80
60
48.61
Mozambique.
125
100
69.44
Shanghai
100
70
48.61
Zanzibar..
125
100
69.44
Hiogo..
100
70
55.55
Sydney
80
60
48.61
Yokohama.
.100
70
55.55
Calcutta.
80
60
41.66
The articles comprised in the various groups are:
First. Faus, mineral water, chocolate, confectionery, fruits, images,
hams, printed books, metals, cards, pepper, chemical and pharmaceu-
tical products, jewelry, clothing, vinegar, and cheese.
Second.-Oil, almonds, brandy, rice, codfish, salt meat, preserves,
cork, beans, flour, tin, butter, marble, furniture, sardines, and wine.
Third.-Rubber, candles, shoes, musical instruments, soap, liquors,
carriage and railway materials, organs, perfumery, pianos, lead, provi-
sions, hats, silk, wool, cotton, and lace goods.
HIGHWAYS OF COMMERCE.
287
Fourth.-Cement, beer, drugs, iron, porcelain, wood, machinery, paper,
pictures, and glass.
The return freight charges are: First group, 100 pesetas; second
group, 85 pesetas; third group, 75 pesetas; fourth group, 60 pesetas.
The first group includes coffee, silk, porcelain, tobacco, and tea; the
second group, sugar; the third group, cocoa oil, cotton, wood, hats, and
cigarette paper; the fourth group, sugar and cocoa.
The distances covered by the steamships of the Philippine Line are:
From and to-
Liverpool to Corunna
Corunna to Santander
Santander to Liverpool
Corunna to Vigo
Vigo to Lisbon..
Lisbon to Cadiz
Vigo to Cadiz.
Cadiz to Cartagena.
Miles.
From and to—
Cartagena to Valencia.
Miles.
155
162
694
225
Valencia to Barcelona
683
Barcelona to Port Said..
1, 630
120
Port Said to Suez
87
239
Suez to Aden
1,308
240
Aden to Colombo
2,094
464
Colombo to Singapore.
1,571
311
Singapore to Manila.
1,343
(3) Buenos Ayres Line.—A steamer of the Buenos Ayres Line leaves
Marseilles on the 7th of January, and every two months thereafter
during the year 1894, touching at Barcelona, Malaga, Cadiz, Santa
Cruz de Teneriffe, and Montevideo. The following are the vessels com-
prising this line:
Name.
Ciudad de Cadiz.
Antonio Lopez.
Tons.
Horse-
power.
Name.
Tons.
Horse-
power.
3,200
3,700
3,000 Ciudad de Santander.
4,000 Cataluña..
3,700
4, 200
3,700
4, 200
The passenger rates on the Buenos Ayres Line are: First class, 800
to 1,000 francs; second class, 500 francs; third class, 200 to 300 francs.
There is a reduction of 20 per cent for return tickets, good for a year,
and of 25 per cent for a family of four persons.
The freight rates on the Buenos Ayres Line are: From Spain to
Montevideo or Buenos Ayres, per cubic meter, 20, 35, 45, and 49 pesetas,
according to the class of freight.
The distance from Cadiz to Buenos Ayres is 5,280 miles; from Barce-
lona to Cadiz, 596 miles.
(4) Fernando Po Line. Of the Fernando Po Line, the steamers Larache,
of 1,500 tons and 700 horsepower, and the Fernando Po, of 127 tons and
130 horsepower, leave Barcelona on the 25th of December, March, June,
and September, and leave Fernando Po, on their return, on the 5th of
February, May, August, and November.
The passenger rates on the Fernando Po Line are:
Barcelona to-
First Second Third
class. class. class.
Barcelona to-
First Second Third
class. class. class.
Pesetas,
Pesetas.
l'esetas.
L'esetas.
Pesetas.
Pesetas.
Cadiz..
110
90
45
Setra Eron
500
334
166
Las Palmas.
300
200
100
Rio de Oro.
280
186
93
Fernando Po
Elobey
638
426
213
680
452
228
Dakar
450
3C0
150 Gaboon
750
500
270
Monrovia.
500
334
166
288
HIGHWAYS OF COMMERCE.
Return tickets may be bought at a reduction of 20 per cent. General
cargo, 50 pesetas per 1,000 kilograms.
The distance from Barcelona to Fernando Po is 3,955 miles.
(5) Morocco Line.-The steamers assigned the Morocco Line are the
Mogador, 500 tons and 350 horsepower; the Rabat, 800 tons and 600
horsepower, and the Larache, 1,500 tons and 700 horsepower.
The steamers make monthly trips, and the dates of their departure
from Barcelona are: Melilla, the 20th; Malaga, the 21st; Ceuta, the 22d;
Cadiz, the 26th; Tangier, the 26th; Larache, the 27th; Rabat, the 28th;
Casablanca, the 30th; Mazagan, the 30th, and Saffi, the 31st.
On the return trips, steamers leave Mogador for Barcelona on the
2d of each month, touching at the same ports touched on the outward
trips. The passenger rates on the Morocco Line are as follows, from
Barcelona:
To-
First Second Third
class. class. class.
To-
First Second Third
class. class. class.
Pesetas.
Pesetas.
Pesetas.
Pesetas. Pesetas.
Pesetas.
Tangier.
85
70
40
Mazagan
110
80
50
Larache
Rabat.
Casablanca
90
70
45
Saffi
70
50
35
95
70
45
Mogador.
80
60
37
100
75
50
Return tickets, 10 per cent reduction.
There are no established freight rates, as very little freight is carried
by this line.
The distances from Barcelona are:
Melilla
Mogador.
Cadiz
To-
Miles.
440
869
Tangier.
Malaga
596
To-
Miles.
544
469
(6) Tangier Line.-Only one steamer is assigned to the Tangier Line,
viz, the Joaquin del Pielago, of 1,000 tons and 1,300 horsepower. This
steamer leaves Cadiz Monday, Wednesday, and Friday of each week
for Tangier, Algeciras, and Gibraltar, and returns on Tuesday, Thurs-
day, and Saturday.
First-class tickets from Cadiz to Tangier vary from 27 to 55 pesetas;
third-class tickets cost 12.50 pesetas; to Gibraltar, first class, from 35
to 75 pesetas; third class, 12.50 pesetas; to Algeciras, first class, from
40 to 75 pesetas; third class, 12.50 pesetas. From Tangier to Gibraltar
and Algeciras, first class, from 15 to 40 pesetas; third class, 5 pesetas.
The freight rates are agreed upon by the company and shippers, there
being no published tariffs.
The distance from Barcelona to Tangier is 544 miles,
HIGHWAYS OF COMMERCE.
289
The Pinillos-Saenz Line to Cuba and the United States employs five
steamers:
Name.
Miguel M. Pinillos.
Martin Saenz
Conde Wilfredo.
Tons.
4,000
5,300
Pio IX
Catalina
5,000
Name.
Tons.
5,500
6, 800
They leave Barcelona once a month and touch at Valencia, Malaga,
Cadiz, Canary Islands, Puerto Rico (Ponce, Mayaguez), Havana, Matan-
zas, Cienfuegos, Santiago de Cuba; and on their return voyages stop
at New Orleans, Savannah, or New York. The round trip takes about
three months.
The passenger rates to all American ports (except Porto Rican ports,
which are 25 pesetas less) are: First class, 650 pesetas; second class,
450 pesetas, and third class, 175 pesetas.
The freight charges for all American ports are: Wine, 15 to 17½ pese-
tas per pipe; merchandise, 30 to 35 pesetas per ton or cubic meter.
From Cadiz to the Canary Islands the Pinillos-Saenz Company car-
ries the Government mails free of charge.
The distances from Barcelona are:
Valencia
Malaga
Cadiz
Las Palmas.
Puerto Rico..
To-
Miles.
163
Havana
469
New Orleans.
596
Savannah.
1, 212
3,848
New York
To-
Miles.
F. Prats & Co. Line. This company has five steamers, viz:
Juan Forgas
Puerto Rico.
Miguel Gallart.
Name.
Tons.
Name.
5,000
4,500
Berenguer el Grande.
Gran Antilla
5,500
4, 497
5, 056
4, 222
3, 677
Tons.
5, 500
5, 200
The steamers leave Barcelona every twenty days. They do not carry
mails.
The passenger rates on the Prats Line from Barcelona are:
To-
First Second Third
class. class. class.
To-
First
class.
Second Third
class. class.
Pesetas.
Puerto Rico..
Ponce and Havana.
625
650
Pesetas.
425
450
Pesetas.
150
175
Cienfuegos
New Orleans.
Pesetas.
675
Pesetas.
475
Pesetas.
200
900
600
300
These steamers go to other ports in the United States if there is
cargo. Freight rates are not fixed, owing to competition.
533A-19
290
HIGHWAYS OF COMMERCE.
J. Jover y Serra Compañía has two steamers, viz:
Name.
J. Jover y Serra
Tons.
Nominal
horse-
power.
Name.
3,528
600 Miguel Jover.
Nominal
Tons.
horse-
power.
3,506
600
They do not carry passengers or mails. There are no fixed dates of
departure, nor fixed freight rates. They go to Puerto Rico, Cuba, and
the United States.
Serra y La Flecha Line.-The steamers of this line, after calling at this
port, leave Santander once every week for the principal ports of Cuba.
They carry the mails. This line comprises fourteen steamers, viz:
Alicia.
Benita.
Carolina.
Francisca
Leonora
Serra.
Gracia
Name.
Tons.
Horse-
power.
4,500
300
Eduardo
2.500
150
Enrique.
3,500
300
Federico
4,500
300
Guido
4, 500
300
Hugo.
3,500
300
Pedro
5,000
350
Ernesto
Name.
Tons.
Horse.
power.
3,500
300
4,500
250
3,500
250
5,000
400
4, 500
300
5,000
400
5,000
300
Passenger rates on these steamers are conventional for the first and
second class passengers, and from 160 to 210 pesetas for third-class
passengers. Freight rates are also conventional.
The distance from Santander to Havana is 4,066 miles.
Italian Line.-Steamers of the Società Riunite Florio e Rubattino
Navagazione Generale Italiana, which ruu to Montevideo and Buenos
Ayres are the Sirio, Orione, Perseo, and Regina Margherita (5,500 tons
each). These steamers leave Genoa on the 1st and 15th of every
month, call at Barcelona for cargo and passengers, and touch at San
Vicente, Cape Verde, for coal. Two days are required for the trip from
Genoa to Barcelona, and nineteen days from Barcelona to Montevideo.
The distance from Genoa to Barcelona is 357 miles, and from Barcelona
to Buenos Ayres 5,870 miles.
The passenger rates are 750, 500, and 175 pesetas for first, second,
and third class, respectively. Passengers are booked for Talcahuano,
Valparaiso, Caldera, Arios, and Callao, with transfer at Montevideo
by steamer of the Pacific Steam Navigation Company.
The freight rates from Barcelona to Montevideo or Buenos Ayres are
221 pesetas per cask of wine, and 44 pesetas for all other kinds of
merchandise per cubic meter.
Knott's Prince Line.—This is an English line and has sixty steamers.
On the 9th of every month a steamer leaves Liverpool and touches at
Cadiz and Barcelona, and then proceeds to Trinidad, Colon, Progreso,
Vera Cruz, and New Orleans. The steamers average from 1,800 to 2,000
tons each, and they do service all over the world. No special steamers
are assigned to this line. Another steamer of the line leaves Barcelona
HIGHWAYS OF COMMERCE.
291.
once a month, and proceeds, via Tarragona and Valencia, to Montevideo
and Buenos Ayres. When there is sufficient cargo at Barcelona a
steamer is detailed to transport it either to New York, the north of
France, or the north of England. A steamer of this line leaves
Charleston and another leaves New Orleans once a month laden with
cotton for Barcelona.
The freight rates are 25 pesetas per ton to all places in Central
America and Argentine Republic. Private arrangements may be made
regarding cargoes to other parts of the world.
Compagnie Générale Transatlantique.-On the 13th of every month a
steamer of this line leaves Marseilles for Barcelona, Malaga, Fort de
France, Trinidad, La Guayra, Puerto Cabello, Cartagena, and Colon,
where connection may be made with all the Pacific ports. The three
steamers at present assigned to this service are the Ferdinand de Les-
seps, 2,900 tons, 1,700 horsepower; La Ville de Bordeaux, 2,800 tons,
1,700 horsepower; La Ville de Marseille, 2,900 tons, 1,700 horsepower.
The freight rates are 27, 30, 40, 50, and 100 pesetas, according to the
class of merchandise. The rate on a pipe of wine is 25 pesetas.
Passenger rates from Barcelona are 750, 400, and 225 francs for first,
second, and third class, respectively.
The Compañía Higonesa.-The names of the steamers of this line are:
Asturias.
Barambio
Covadonga
Juliau
Gijon
·
Naine.
Tons.
673
529
Duro
Cifuentes
474
Anselmo.
445
America
656
Name.
Tons.
2, 080
721
783
521
One of these steamers leaves Barcelona every Wednesday for Tarra-
gona, Valencia, Alicante, Cartagena, Agilas, Malaga, Cadiz, Vigo, Carril,
Vilagarcia, Corunna, Ferrol, Ribadeo, Gijon, Santander, and Bilbao.
It takes twenty days to make the trip to Bilbao. No passengers are
carried. Freight rates are made by private agreement. Another of
these steamers leaves for Alicante, Cartagena, and Agilas on Saturday
of each week.
The distances from Barcelona to the several places touched by the
steamers of this line are:
Valencia..
Alicante.
Malaga
Cadiz
To-
Miles.
163
228
Vigo..
Corunna
469
Santander
596
Bilbao.
To-
Miles.
1,039
1, 140
1, 354
1,394
292
HIGHWAYS OF COMMERCE.
Vapores Correos Mallorquines.-This company has five mail steamers
plying between Barcelona, Valencia. Alicante, and the Balearic Islands
(Palma):
Belver
Cataluña
Isleño....
Miles
Name.
Tons.
per
hour.
1, 100
1,100
600
11
==
10
11 Lulio..
Union.
Miles
Name.
Tons.
per
hour.
450
12
570
11.
The passenger rates from Barcelona are 25, 15. and 8 pesetas for
first, second, and third class, respectively.
The freight rates are from 7 to 50 pesetas per cubic meter, accord-
ing to class of merchandise.
These steamers leave Barcelona on Monday and Thursday. They
receive a small subvention from the Government.
The distance from Barcelona to Palma is 130 miles.
Compañía Menorquina.—The steamers of this line leave Barcelona
every Wednesday for Port Mahon, and return every Sunday. They
make the trip in from twelve to fourteen hours. The names of the
steamers and their tonnage are:
Name.
Menorquin..
Ciudad de Mahon..
Tons.
545
540
Comericio..
Leon de Oro...
Name.
Tons.
321
278
They touch at Alcudia, where they connect with steamers for Palma.
They carry the mails, and receive a subvention from the Government.
The passenger rates range from 7 to 25 pesetas for first class, from
5 to 15 pesetas for second class, and from 4 to 8 pesetas for third class.
The freight rates are conventional.
Vapores Sloman, jr., of Hamburg. The steamers of this line are the
following:
Barcelona..
Malaga..
Marseille
Genua
Livorno
Neapel..
Name.
Tons.
1, 188
1,087
1,380
Palermo
Gergenti
Capri
*
1, 386
Lissabon
1, 087
1, 042
Licata..
Trapani
-
Name.
Tons.
845
1, 494
888
1,005
1, 494
1, 007
These steamers leave Hamburg three or four times a month for
Malaga, Barcelona, Genoa, Leghorn, Naples, Messina, and Palermo.
From Hamburg to Barcelona the voyage lasts from ten to twelve days.
The freight rates between Barcelona and Hamburg are 20 pesetas
per cubic meter, or 13 pesetas per 1,000 kilograms.
Passengers are carried only from Barcelona to Genoa, the rates being
61 pesetas with meals and 31 without meals,
HIGHWAYS OF COMMERCE.
293
Compañía Valenciana de Navegacion.—The steamers of this company
are the following:
Denia..
Grao..
Martos
Jativa
Name.
Tons.
+
1,000
Sagunto
1,800
1,800
Vicente Sanz..
Cervantes
1,000
Name.
Tons.
900
555
412
The last two steamers leave Barcelona, the former on Saturdays and
the latter on Wednesdays, for Valencia. The passenger rates are 15, 10,
and 7½ pesetas for first, second, and third class, respectively. The other
steamers leave Valencia on the afternoons of Tuesday and Saturday.
Those that leave on Tuesday proceed to Marseilles, Cette, Barcelona,
Valencia, Alicante, Malaga, Almeria, and those that leave on Saturday
proceed to Cette, Leghorn, Genoa, Barcelona, and Valencia.
The distances from Barcelona to the several ports are:
Valencia.
Malaga
Alicante..
To-
Miles.
163
Marseilles
469 Cette..
228
To-
Miles.
185
148
Société Navale de l'Ouest.-The names of the steamers of this line,
together with their tonnage, are:
St. André...
St. Jean.
St. Luc
St. Mare
Name.
Tons.
612
St. Mathieu
571
St. Paul..
474
St. Pierre..
563
Name.
Tons.
553
678
571
A steamer of this line leaves Antwerp every ten days, and proceeds
to Havre, Lisbon, Alicante, Valencia, Barcelona, Cette, and Marseilles.
These steamers do not carry passengers. Freight rates are conven-
tional.
Compañía Sevillana.—This line of steamers does not carry the mails,
and is owned, like all the others herein named, by private individuals.
The names and tonnage of the steamers are:
Name.
Tons.
Segovia..
Luis Cuadra.
Laffitte
San Fernando.
800
La Giralda….
800
Azualfaracbe.
800
Sevillano
800
Ciervana.
Torre del Oro ..
1,800
Macarcua.
Name.
Tons.
1,800
1,800
1,800
1,800
1,800
294
HIGHWAYS OF COMMERCE.
These steamers ply between the following ports: Marseilles, Cette,
San Feliu de Guixols, Barcelona, Valencia, Alicante, Cartagena, Alme-
ria, Malaga, Cadiz, Seville, Huelva, Vigo, Carril, Villagarcia, Corunna,
Gijon, Santander, and Bilbao.
They leave Barcelona every Friday night for San Feliu de Guixols,
Cette, and Marseilles, remaining at each of these ports one day. They
leave Marseilles every Wednesday on their return trip, remaining in
Barcelona two days and a half, then leaving every Sunday for Valencia
and the other ports above named, entering every port at daybreak and
leaving after sunset.
The passenger rates are: From Barcelona to San Feliu de Guixols, 12
pesetas; to Cette and to Marseilles, 25; to Valencia, 18; to Alicante,
20; to Cartagena, 25; to Almeria, 30; to Malaga, 36; to Cadiz, 42, and
to Seville, 50.
Freight rates per 1,000 kilograms, 10, 15, and 25 pesetas for general
merchandise; for flour, in bags, from one-half to 1 peseta per bag.
The distances from Barcelona to the several ports are:
Cette
Marseilles
Valencia..
Alicante..
Almeria
Cadiz.
Seville..
To-
Miles.
148
Huelva
185
Vigo
162
Carril.
228
Gijon
377
Santander
596
Bilbao
660
To-
Miles.
642
1,039
1, 060
1,275
1,354
1,394
Vapores Espalin & Co.-The names and tonnages of the steamers
composing the Vapores Espalin & Co. Line are:
Garcia Vinuesa.
Andalucia..
Nuevo Valencia
Name.
Tons.
Name.
2,818
3,000
2,800
Nuevo Estremaduria
Manuel Espalin.
Tons.
2,800
2,750
These steamers leave for Cette and Morseilles every Wednesday, and
for Valencia, Malaga, Cadiz, and Seville every Sunday. The passen-
ger rates are as follows, meals not included:
To-
First Second Third
class. class. class.
To-
First Second Third
class. class. class.
Pesetas.
Cette and Marseilles..
Valencia..
25
25
Pesetas.
20
12.50
Pesetas.
13
Malaga and Cadiz..
7.50 Seville.
Pesetas.
50
Pesetas.
40
Pesetas.
25
60
45
30
The freight rates to Cette and Marseilles are 15 francs; to Valencia,
12 pesetas, and to Malaga and Cadiz, 25 pesetas per tou.
HIGHWAYS OF COMMERCE.
295
The distances from Barcelona to the several ports are:
Cette.
Marseilles
Valencia.
To-
Miles.
148
Malaga
185
Cadiz.
162
Seville..
To-
Miles.
469
596
660
Ybarra & Co.-The steamers of this line ply between Bilbao, Seville,
Barcelona, Marseilles, and the intermediate ports.
Name.
Tons.
Name.
Cabo San Vincente
2, 300
Cabo San Sebastian
Cabo San Antonio
-
2, 300
Itálica
Cabo Quejo
2, 300
Cabo Prior.
Cabo Peñas.
Cabo Palos
Cabo Trafalgar
Cabo Creux..
Cabo Ortegal
Cabo Roca..
Cabo Nao...
Cabo Tortosa
2, 300
Cabo Silleiro….
2,300
La Cartuja.
2,300
Vizcaya..
2,300
2,300
Triana..
Ibaizabal
2,300
Luchana..
2,300 Cabo Santa Maria
2,300
Tons.
2,300
1,400
1, 200
1, 200
1, 160
1, 100
1,000
1,000
550
200
The steamers leave Bilbao twice a week, and carry passengers and
The passenger rates from Barcelona are as follows:
freight.
Tarragona
Valencia
Alicante
Cartagena.
Malaga.
Cadiz
•
To-
First
class.
Third
class.
To-
First Third
class. class.
Pesetas.
12.50
Pesetas.
5
Pesetas.
Pesetas.
•
15
Almeria.
7.50 Corunna
30
17.50
50
25
15
7.50
Ferrol..
45
25
25
12.50
Santander and Bilbao
45
25
40
20
Palanos
15
7.50
888
50
25
San Feliu de Guixols…..
15
50
25
Cette...
20
10
50
25
Marseilles
25
ཆཚབ:
7.50
Huelva..
Vigo and Carril
The freight rates from Barcelona to Cette are 10 pesetas per ton, and
4.50 pesetas per cask of wine; to Marseilles, 10 pesetas per ton, and
5.50 pesetas per cask of wine.
The trip to Cette lasts ten hours and to Marseilles eighteen hours.
The distances from Barcelona are:
Valencia.
Alicante..
•
Tarragona.
Marseilles
To-
Miles.
163 Cadiz
228 Bilbao
·
-
51
185
Seville.
To-
Vapores de Tintoré y Cia.-The steamers of this line are:
Ter
Francoli
Name.
Tons.
Miles
per
hour.
598
91
806
10
Tintoré
Turia
•
Name.
Miles.
596
1.394
660
Tons.
Miles
per
hour.
807
101
937
11
296
HIGHWAYS OF COMMERCE.
The steamers run between Spain and England, but not on any fixed
days. They leave Liverpool every week for Ferrol, Corunna, Corcubion,
Riviera, Muros, Marin, Vigo, Huelva, Cadiz, Malaga, Adra, Almeria,
Aguilas, Cartagena, Alicante, Valencia, Burridna, Castellon, Tarra-
gona, and Barcelona. They carry passengers and freight, but the rates
are not published.
The distances from Barcelona are:
Malaga.
Cadiz...
Cartagena
To-
Miles.
469
596
Valencia.
Tarragona.
285 Corunna..
To-
Miles.
162
51
1, 140
The distance from Corunna to Liverpool is 694 miles.
Compañía Bandera Española.-The steamers of this line, after taking
passengers and freight from Barcelona, leave Santander every fifteen
days for Havana:
Castellano...
Catalan
Euskaro.
Name.
Net Horse-
tons.
power.
2,024
250
1, 527
400
2,564
350
1,562
250
2, 017
420
Name.
Net Horse-
tons.
power.
1,022
200 Madrileño.
-
1,022
200
Murciano..
1, 613
250
Navarro.
1, 797
400
Palentino
•
1,716
350
Santanderino.
Gaditana
Gallego
Passenger rates to Havana, 500, 250, and 160 pesetas, for first class,
second class, and third class, respectively.
The freight rates are conventional.
The distance from Barcelona to Santander is 1,354 miles, and from
Santander to Havana, 4,093 miles.
Larrinaga & Co.-The steamers of this line take cargoes of miscel-
laneous merchandise to Cuba and bring back sugar at conventional
rates. They also carry iron ore from Bilbao to England. They have
no fixed time for sailing, nor do they carry passengers.
Namo.
Alava
Buena Ventura.
Emiliano
Tons.
Horse-
power.
Name.
Tons.
Horse-
power.
1,448
1, 155
250
200
1,427
280
Niceto...
Ramon de Larrinaga
Saturnina
1,830
275
-
2, 010
320
1,826
275
The distances are: From Barcelona to Havana, 4,497 miles; Havana
to Santander, 4,066 miles; Santander to Liverpool, 683 miles.
United Steamship Company. This line has a fleet of 112 steamers, and
it takes goods at through rates to the principal ports of Denmark, Rus-
sia, Germany, Sweden, Norway, England, Belgium, France, Portugal,
Spain, and Greece. Its main office is at Copenhagen. These steamers
also carry passengers. The fare from Copenhagen to Barcelona, or vice
versa, is $40, first class, and 80 cents a day for meals.
HIGHWAYS OF COMMERCE.
297
The agent for this line in Barcelona has been recently appointed and
is not able to give any particulars about freight rates or tonnage.
The distances from Barcelona to the several ports are as follows, in
miles: To Copenhagen, 2,560; to Hamburg, 2,251; to Antwerp, 1,892.
La Veloce: Navigazione Italiana.-This company, which has its head
offices at Genoa, has two lines of steamers which touch at Barcelona
for passengers and freight. The first line consists of the steamers (1)
Duca di Galliera, which runs from Barcelona to Las Palmas, Rio Janeiro,
Montevideo, and Buenos Ayres; (2) Vittoria, to Las Palmas, Monte-
video, and Buenos Ayres; (3) Duchessa di Genova, to Las Palmas, Mon-
tevideo, and Buenos Ayres. They sail from Genoa on the 3d of every
month.
The passenger rates are 750 to 1,000 lire, first class, 550 lire, second
class, and 173 lire, third class. Return tickets at reduced rates.
The freight rates are 20 to 30 pesetas per pipe of wine, and 40 pesetas
per cubic meter.
This line of steamers carries the mails from Genoa, and has eight
other steamers which leave Genoa at regular intervals for Las Palmas,
St. Vincent, Pernambuco, Bahia, Montevideo, Rio Janeiro, and Santos,
and connections may be made with the ports of the Pacific, Rio de la
Plata, Uruguay, Paraguay, and the coast of Brazil.
The second line of the La Veloce Company consists of the steamers
Città di Genova and Rio Janeiro. They leave Genoa the 1st of each
month, and proceed to Barcelona, Santa Cruz, La Guayra, Puerto
Cabello, Curacao, Cartagena, Maracaibo, and Colon, where connections
may be made with the Pacific Mail Steamship Company for the ports
of the Pacific.
Passenger rates: From Genoa to Barcelona, 50 francs first and second
class, and 35 francs third class; Genoa to Santa Cruz, 175 francs first
class, and 100 francs third class; Genoa to Colon, 400 francs first class,
and 200 francs third class. Return tickets may be obtained at 20 per
cent reduction.
The freight rates are 20 to 30 pesetas for a pipe of wine, and 40 pesetas
per cubic meter.
The distance from Barcelona to Genoa is 357 miles.
This line carries the mails from Genoa.
Hamburg-American Line.-This line is, indirectly, one of the most
valuable lines to Spain. The steamers calling at Gibraltar and Genoa
are the following:
Name.
Tons.
Horse-
power.
4,814
6, 300
Spree....
4,814
6,300
6, 991
6, 500
Normannia.
Columbia..
Werra.
Fulda
·
Kaiser Wilhelm.
Name.
Tous.
Horse-
power.
6, 963
13,000
8,716
16,000
7,578
13,000
Many American passengers leave these steamers at Gibraltar and
travel through Spain, or, after traveling through Spain, meet them at
298
HIGHWAYS OF COMMERCE.
Gibraltar and proceed on them homeward. Probably within a few years
all the great Atlantic passenger lines will detail steamers to convey
passengers directly to the great Mediterranean ports, and we may,
therefore, expect our trade to increase, and especially with Spain, which
refuses to be drawn into "entangling alliances" with the other powers
of Europe, and will not be slow to see the advantages that will accrue
to her if she can establish close commercial relations with the United
States, which is the only other great power that always avoids entan-
gling alliances, and that, consequently, can with the most sincerity
offer or reciprocate permanent friendship.
Miscellaneous steamers.-Besides all the steamers heretofore named,
there are many coal steamers that come to Barcelona, more or less
regularly, from England and Italy, and many "tramp" steamers that
bring wheat from Russia, codfish from Norway, and wood, cotton, and
petroleum from the United States.
RAILWAYS.
There are three lines of railway connecting Barcelona with other
European cities: (1) Tarragona, Barcelona and Frontier of France
Railway; (2) Barcelona and Saragossa Railway, and (3) Barcelona,
Reus and Saragossa Railway (new line). These three lines are owned
by private corporations, but they receive a subvention from the Spanish
Government on condition that they carry the mails. They are each
single track, broad gauge. The cars of Spanish and French railways
can not, therefore, pass into each other's territory.
The first railway in Spain was built in 1848, between Barcelona and
Mataro, a distance of 20 miles. From that time until 1890, 9,775 kilo-
meters (6,074 miles) of railway were opened to the public.
Tarragona, Barcelona and Frontier of France Railway.—The route of
this railway follows the sea closely and is very picturesque. The dis-
tance from Barcelona to Tarragona is 63 miles, and from Barcelona
to Port Bon 103 miles. No great natural difficulties have been over-
come in the constuction of this line.
Passenger rates from Barcelona to Tarragona are 12.21, 9.51, and 6.11
pesetas, for first class, second class, and third class, respectively.
There are five passenger trains daily to Tarragona, one of which is an
express that covers the distance in two hours and thirty-eight minutes.
The other four trains cover the distance in from three to four hours
To Port Bon, on the frontier, there are two trains daily, and on Mon-
day, Wednesday, and Saturday an additional train for first-class pas-
sengers, which leaves Barcelona at 6 p. m. and makes the journey in
four hours, while the other trains take from five to six hours. At the
French frontier connections are made with trains for Bordeaux, Paris,
and Marseilles. A curious fact is that the express trains from Barce-
lona do not carry the mails, either on this or on the Saragossa line.
HIGHWAYS OF COMMERCE.
299
and
The passenger rates from Barcelona to Port Bon are 22.15, 16.77,
10.71 pesetas, for first class, second class, and third class, respectively.
Barcelona and Saragossa Railway.-There are three express trains
every week, one mail, and one mixed train every day, and an average
of three freight trains every day from Barcelona to Saragossa, the dis-
tance between the two cities being 219 miles. From Saragossa to
Madrid the distance is 221 miles, making the entire distance from
Barcelona to Madrid 440 miles. Heretofore this has been the shortest
line to Madrid, and the time occupied in making the journey on the
express train was twenty hours and thirty-six minutes, but on the 1st
of July, a new line, hereinafter described, will be opened, and the time
will be shortened by about five hours.
Freight rates per 1,000 kilograms per kilometer (0.6214 mile) are:
Express (grande vitesse), first class, 65 centavos; second class, 42
centavos; third class, 35 centavos; fourth class, 31 centavos, and fifth
class, 25 centavos. Freight train (petite vitesse), first class, 32 centa-
vos; second class, 21 centavos; third class, 17 centavos; fourth class,
152 centavos, and fifth class, 12 centavos.
The average passenger rates per kilometer (0.6214 mile) between
intermediate points are as follows: Slow trains, 10, 73, and 4 centavos
for first, second, and third class, respectively, and 12, 84, and 43 centa-
vos on fast trains.
From Barcelona to Saragossa the rates are 42.10, 31.10, and 23.16
pesetas for first, second, and third class, respectively, and from Barce-
lona to Madrid, 81.90, 62.45, and 42.10 pesetas.
Return tickets can be procured at greatly reduced rates.
At Monistrol, a station on this line, passengers alight who desire
to ascend to the Monastery of Montserrat, which is situated about half-
way up the mountain of the same name. The distance from Barcelona
to Monistrol is 31 miles, and of the three trains that go there daily,
only one succeeds in covering it in two hours. The distance from
Monistrol to the monastery is 43 miles, and the time required to cover it
is just one hour. The trains that make this ascent are modeled after
those used on the Rigi, and they have proved very satisfactory. The line
was opened two years ago. About 80,000 persons visit Montserrat every
year, and it is undoubtedly one of the most interesting and delightful
of European excursions.
Barcelona, Reus and Saragossa Railway.-This new line to Saragossa
was opened on the 1st of July, 1894. It was constructed by the Tar-
ragona, Barcelona and Frontier of France Railway Company and
connected two branches of their line already in operation-that from
Barcelona to Reus and that from Saragossa to Puebla de Hijar, thus
making a through line from Barcelona to Saragossa. The distance
from Barcelona to Reus is 106 kilometers (66.7 miles), and from Reus
to Saragossa, 235 kilometers (146.4 miles). The number of tunnels on
¹100 centavos=1 peseta; 1 peseta = 19.3 cents.
300
HIGHWAYS OF COMMERCE.
this line is 76, the total length of which is 22 kilometers (13.6 miles).
The longest tunnel is 4,000 meters (13,123 feet), and the shortest is 20
meters (65.4 feet). The bridges number 27, and are between 20 and 300
meters (65.42 to 984 feet) long and 5 to 30 meters (16.4 to 98.4 feet) high.
There are also 10 viaducts, of from 100 to 250 meters (328 to 820.2 feet)
long and from 20 to 40 meters (65.4 to 131.2 feet) high. There are in all
16 stations on the line. The passenger and freight rates have not yet
been announced or arranged. The express trains leave Madrid for Bar-
celona on Mondays, Wednesdays, and Fridays at 5.30 p. m., and will
arrive at Barcelona the following morning at 11.13; returning from
Barcelona on Tuesdays, Thursdays, and Saturdays at 6.31, and arriving
at Madrid at 11.45 the following morning. There are sleeping and
dining cars on these trains.
The distances from Barcelona are: To Tarragona, 63 miles; to Valen-
cia, 234; to Saragossa, 219; to Madrid, 440; to Lisbon, 987; to Gerona,
61; and to Port-Bon, 63 miles.
As there are few competitive lines of railway in Spain, the freight rates
are very high-in fact one commonly hears the statement made that it
costs more to bring goods to Barcelona from Saragossa than it does from
England. Our American exporters, therefore, can not hope to do much
trade with the interior of Spain. The high rates for freight and the
slowness of the trains account for the lack of development of the inte-
rior, and for much of the poverty of the people.
HIGHWAYS.
In Spain, country roads or highways are either national or provincial.
The national roads are paid for by the nation and the provincial are
constructed under the management of the provincial committees, who
spend no fixed sum during any term of years, but such sums as, from
time to time, their work requires. The national roads are good, but the
provincial roads vary. Those in the wealthier provinces are equal to
the national roads, while those in the poorer provinces are not infre-
quently execrable. The material used is principally small, hard stone,
sometimes granite, sometimes limestone, and sometimes sandstone, and
the system of construction is always that conceived by Macadam.
The cost of construction depends on the kind of stone used and on
the distance it is drawn, but it never rises above 32 cents nor falls below
21 cents per square meter (10.7642 square feet) for an average thickness
of 20 centimeters (16 inches). As the Province of Barcelona is the
wealthiest in Spain, its roads are among the best, but there is still room
for improvement. They do not yet compare favorably with the roads
of France, Switzerland, Germany, or England.
The most important highway that traverses the Province of Barce-
lona is that from Madrid to France, by way of La Junquera. This was
built in the early part of the century and varies in width between 10
and 20 meters (32.7 and 66.6 feet). Its total length, from Madrid to
HIGHWAYS OF COMMERCE.
301
Barcelona, is 626 kilometers (389 miles), 93.187 kilometers (57.9 miles)
being in the Province of Barcelona. This is a highway of the first
class.
The highway from Tarragona to Barcelona, 40.737 kilometers (25.4
miles) in length, in the Province of Barcelona; that from Manresa to
Gerona, of which 47.108 kilometers (29.8 miles) are already constructed
in the Province of Barcelona, and 31.57 kilometers (19.6 miles) remain
to be constructed; and that from Barcelona to Ribas, of which 95 kilo-
meters (59 miles) are in the Province of Barcelona, belong to the second
class. Their width varies from 8 to 16 meters (26.2 to 63 feet).
There are many roads of the third class, but they are unimportant,
except locally.
As freight rates are so high in Spain people who move their household
goods not infrequently convey them even to such distant points as Mad-
rid and Paris in large furniture vans.
As a rule, the highways in this province are lined with plane trees
of tender years and are only occasionally favored with rain, so they are
used for business rather than for pleasure.
HERBERT W. BowEN, Consul.
HENRY W. MARTIN, Vice-Consul.
SPANISH STEAM MARINE.
In point of tonnage, Spain ranks seventh among the mercantile
marine of the world, with 760 vessels above 100 tons net, steam and sail,
of a total tonnage of 547,358. The coast of Spain is remarkable for the
number of its fine natural harbors, which have conduced in a high
degree to the development of the foreign trade of the Kingdom.
The following is a list, with some particulars, of the steam fleets of
Spain:
Compañía Transatlántica (Barcelona and Cadiz).-Thirty-two steam-
ers; trade with Puerto Rico, Cuba, Mexico, New York, Liverpool,
Philippine Islands, River Plate, and Africa; gross tonnage of fleet,
100,000; subsidized by the Spanish Government for the conveyance of
mail.
Pinillos, Saenz & Co. (Cadiz).-Five steamers; run to Puerto Rico,
Cuba, Mexico, and the United States; these vessels are of large ton-
nage and maintain a sea speed of 12 knots.
F. Prats & Co. (Barcelona).-Five steamers, 2,000 tons each; same
itinerary as the Pinillos, Saenz & Co. Line.
M. M. de Aarrotegui (Bilbao).-Seven steamers; same itinerary as the
two preceding lines. Freight boats.
Compañía de Navegacion La Flecha (Bilbao).-Seven steamers;
itinerary, to Liverpool and then the same as the three preceding lines.
Freight boats.
302
HIGHWAYS OF COMMERCE.
Hijo de J. Jover y Serra (Barcelona).-One steamer, 2,000 tons; itin-
erary, Spain, Puerto Rico, and Cuba.
J. Jover y Costa.-One steamer 2,000 tons; itinerary, Spain to Puerto
Rico and Cuba.
Sociedad de Navegacion é Industria (Barcelona).-Four steamers;
itinerary, Spain to Canary Islands.
La Betica Empressa de Navegacion á Vapor (Seville).-Twelve steam-
ers; itinerary, Spain to England and Germany. Freight boats.
Compañía Maritima (Barcelona).-Eighteen steamers; itinerary, Eng-
land and Spanish coasting trade. Freight boats. This and preceding
line belong to Macandrew & Co., of London.
P. M. Tintore & Co. (Barcelona).-Four steamers; itinerary, Spain
and England. Freight boats.
Compañía Bilbaina de Navegacion (Bilbao).—Six steamers; itinerary,
Bilbao to England. Mineral boats.
J. M. Martinez de las Rivas (Bilbao).-Three steamers; itinerary,
Bilbao to England. Mineral boats.
Sons of Thomas Haynes (Cadiz).—Eight steamers; itinerary, Spain to
North Africa. Freight boats.
Sociedad Isleña Maritima (La Palma and Majorca).-Five steamers;
itinerary, Barcelona and Balearic Islands.
Sociedad Mahonesa de Vapores (Mahon).-Three steamers; itinerary,
Barcelona to Baleric Islands.
Ybarro & Co. (Seville).-Twenty-one steamers. Coasting trade.
Olavarria, Loza & Co. (Gijon).-Five steamers. Coasting trade.
Meliton, Gonzalez & Co. (Gijon).-Five steamers. Coasting trade
Espalia & Co. (Seville).-Five steamers. Coasting trade.
Compañía Valenciana de Navegacion (Valencia).-Five steamers.
Coasting trade.
Among Spanish steamship lines, the Compañía Transatlántica stands
preeminent. Twenty steamers of this line maintain a service speed of
12 knots or over, while the, latest additions average 14 to 15 knots.
These fast boats are fitted up as armed cruisers, as the company is
under contract for the transportation of all official passengers, troops,
and stores. It should be noted to their credit that the mail service is
performed with marked regularity.
CADIZ, March 5, 1895.
CHAS. L. ADAMS,
Consul.
HIGHWAYS OF COMMERCE.
303
GIBRALTAR.
RAILWAYS.
Gibraltar has no direct railway communication with the Continent of
Europe, but it is in close connection with Algeciras, a Spanish seaport
town situated on the opposite side of the Bay of Gibraltar, at a dis-
tance by sea of 5 miles, or 10 miles by land, where a railway has recently
been opened for public passengers and freight traffic under the Spanish
railroad laws and requirements.
This railroad starts from the Algeciras pier station on the coast,
opposite Gibraltar, and terminates at Bobadilla, where it makes connec-
tion with the Andalusian railways, thereby opening up direct communi-
cation by rail with Spain, France, and other European countries.
The line to Bobadilla Junction from Algeciras is about 110 miles long.
It is in the hands of an English company whose headquarters are in
London.
The daily service of the line, which has only one track, consists of six
passenger trains-two through and four local trains. There are twenty-
two stations on the road between Algeciras and Bobadilla.
The line passes through a rich country of vineyards, orchards, cork-
wood, etc., and the scenery throughout is as charming as it is varied.
It is in good working order, but on about one-third of the route from
Algeciras toward Rondo, owing to the nature of the soil, which becomes
boggy during heavy rains, near the side of hills, landslips sometimes
occur, which cause a slight interruption in the through traffic. Meas-
ures, however, are constantly being taken to obviate this transitory
difficulty by laying down many tons of stone to form a firmer founda-
tion wherever required.
By this railway route, the distance between London and Gibraltar
can now be covered under three days.
Correspondence for almost all parts of the world is forwarded daily
by this route. The mails are conveyed to and brought over from
Algeciras by a steam launch employed for that purpose by the British
post-office; besides, steamers under the Spanish flag are constantly run-
ning between both ports in connection with the trains daily departing
from and arriving at the Algeciras pier station, for the accommodation
of passengers, luggage, and traffic in general.
This railway route is daily increasing in popularity among travelers
in general, and especially with the numerous tourists who are continu-
ally arriving at Gibraltar direct from New York by the North Ger-
man Lloyd steamships, and desire to visit Morocco and the southern
parts of Europe, Palestine, and Egypt before proceeding to the northern
cities of Europe.
304
HIGHWAYS OF COMMERCE.
OCEAN LINES.
The North German Lloyd Steamship Company, with its headquarters
at Bremen, has a fortnightly line of steamers plying between New York,
Genoa, and Naples, calling at Gibraltar to land and embark passengers
on their outward and inward trips.
The following are their names: Kaiser Wilhelm II, of 6,991 gross
tons and 6,500 horsepower; Spree, 6,963 gross tons and 12,500 horse-
power; Fulda, 4,814 gross tons and 6,300 horsepower, and the Werra,
4,814 gross tons and 6,300 horsepower.
The time of passage consumed by these steamships is about eight
and one-half days from New York to Gibraltar, and eleven days to
Genoa or Naples. They offer excellent accommodations for first and
second cabin passengers, and have spacious room for a large number
of steerage passengers or emigrants.
This company has three other steamships in the same service, but
they are principally engaged in conveying freight and carrying steer-
age passengers. The names of these steamships are: Kron Prinz
Frederick Wilhelm, of 2,395 tons gross and 1,150 horsepower; Weser, of
2,823 tons gross and 1,300 horsepower, and the Neckar, of 3,250 tons
gross and 3,250 horsepower.
The accommodation for first cabin passengers by these steamships.
does not equal that of the other steamships belonging to the same com-
pany mentioned above; besides, they generally consume twelve days
in the voyage from New York to this port.
The Hamburg-American Steamship Company also runs, bimonthly,
one of the following steamships between New York and Naples, calling
at Gibraltar: Suevia, of 3,609 tons gross; Wieland, of 3,502 tons gross,
and the Gellert, of 3,533 tons gross.
Service of different lines.—Among the advantages which these Ger-
man steamships afford passengers and shippers of cargo, are punctuality
in their departures and arrivals at each port and quick passage across
the ocean, being quite an improvement over the services of the long-
established British Anchor Line, and the Italian Florio and Rubattino
companies, whose steamships still continue running on similar voyages,
though they have lost much of the patronage formerly enjoyed.
During the year 1893, the North German Lloyd steamships which
called at this port from Italian ports on their way to the United States
carried 18,390 passengers, chiefly emigrants; the British Anchor Line
steamships, 14,622 passengers, and the Italian Florio and Rubattino
steamships, 7,914 passengers.
HORATIO I. SPRAGUE,
GIBRALTAR, May 20, 1895.
Consul.
1
HIGHWAYS OF COMMERCE.
305
GERMANY.
EXPLANATORY REPORT.
I have the honor to report concerning Highways of Commerce,
circular of instructions in regard to which reached me March 2, 1895.
Answer has been delayed until to-day in order to send the quarterly
issue of Statistik des Deutschen Reichs, just published, which contains
the figures for the seaport commerce of Germany for the year 1893.
The circular of instruction dates back to the spring of 1894, but
was not answered owing to the confusion in the office after the death
of Consul-General Edwards. No copy of the circular was found by
me in the archives.
I note that the principal consular officers have replied to the circular
and in view of the trouble which repetitions would give, would respect-
fully suggest that I be informed what has been covered by their reports,
in order that, to the best of my ability, I may fill any gaps left by them.
Meantime, I have the honor to forward a very complete railway map
of Germany, just issued here by Prof. W. Liebenow, which contains
the latest information on the subject. I also send a compilation of
the more important statistics of the railways of Germany for 1893
(Uebersichtliche Zusammen-Stellung der wichtigsten Angaben der
deutschen Eisenbahn Statistik) which is an official publication contain-
ing maps as well as text. This appeared last year. A fourth inclosure
covers the movement of vessels on inland waters in Germany during
1893 (Die Binnen-Schiffahrt im Jahre 1893: Berlin, 1895), which is a
Government publication.
Trusting that these publications will be of use to those interested,
and hoping to receive more specific instructions in accordance with
the suggestion above,
I am, etc.,
BERLIN, June 13, 1895.
CHARLES DE Kay,
Consul-General.
The above report was received by the Department on the 28th of
June, and as the matter for "Highways of Commerce" was already in
the hands of the printer, it was impossible to wait until a reply could
be obtained from Consul-General De Kay to the additional instructions
asked for. The German publications have been utilized so far as prac-
ticable in the preparation of the following reports.
533A-
¹ Filed in Bureau of Statistics, Department of State.
-20
306
HIGHWAYS OF COMMERCE.
OCEAN LINES. ·
The following table from the official publication transmitted by
Consul-General De Kay shows the number of vessels, with registered
tonnage, belonging to the different States of the German Empire hav-
ing seaports, and the cities of Hamburg and Bremen:
German vessels plying between German countries.
Districts.
Prussia.
Mecklenburg.
Schwerin.
Oldenburg.
Ves-
sels.
tons.
sels.
Registered Ves- Registered Ves- Registered
tons.
sels.
tons.
Arrived and departed from-
The Prussian Baltic district..
19, 628
1,889, 503
430
37,732
122
The Prussian North Sea district..
Mecklenburg-Schwerin.
11, 074
38, 607
1, 516, 903
41
1, 548
2, 499
54, 728
447
41, 196
277
Oldenburg.
6, 400
11
520
3,237
88,582
10
1,033
922
Lubeck
20, 171
1,338
123, 068
193
6, 277
Bremen
1, 805
156, 254
41
2,024
101
Hamburg
2, 421
1, 761
369, 463
9
331
219
18, 563
Total
66,823
4, 184, 969
1, 001
55, 345
3, 874
107, 477
Arrived in and sailed from-
Baltic district, 1893
North Sea district, 1893.
21, 413
2,053, 767
900
50, 409
133
11, 594
1889...
24, 338
1. 896, 679
810
59,348
81
7, 123
45, 410
2, 131, 202
101
4,936
3,741
95, 883
1889...
38, 897
1, 266, 684
65
3,334
3, 072
74, 859
Lubeck.
Bremen.
Hamburg.
German Empire.
Districts
Ves- Regis-
tered
Ves-
Regis-
sels.
tered
Ves-
sels.
tons.
sels.
tons.
Regis-
tered
tons.
Ves- Regis-
sels.
tered
tons.
Arrived and departed from-
The Prussian Baltic dis-
trict.
1, 329
126, 639
364
70, 342
444
The Prussian North Sea
94, 794 22, 317 2, 230, 084
district...
1,380
94, 511
Mecklenburg-Schwerin.
157
4,995
42
2, 132
1,542
11
304, 045
870
44, 069
945
1, 971, 735
Oldenburg.
56, 113
176
4, 445
279
29, 101
Lubeck.
4, 624
143, 332
2
182
Bremen.
Hamburg
Total
1, 533
129, 527
21
2
63
1,274
302, 731
3,223
463, 493
1,787❘ 1, 290
293, 496
3,280
683, 640
1,489
133, 484 3, 254
465, 108 | 3,550
731, 541 79, 991 | 5, 677, 924
Baltic district, 1893
1889
Arrived in and sailed from-
North Sea district, 1893.
1, 486
131, 634
408
72, 656
455
1,299
97, 390
280
32, 324
427
95, 664
74, 560
24,795
2, 415, 724
3
1,850
2,846
392, 452
1889...
1
35
1,931
227, 515
3,095
1,513
635, 877
27, 235 | 2, 167, 424
55, 196 | 3, 262, 200
255, 604 | 45, 479 | 1, 828, 031
HIGHWAYS OF COMMERCE.
307
German vessels arriving in and sailing from German ports.
Countries of origin and
destination.
European Russia:
On the White Sea and
Arrived.
Sailed.
1893.
1889.
1893.
1889.
Vessels
(voy.
ages).
Regis- Vessels
Vessels Regis- Vessels
ered (voy- tered (voy-
tons. ages). tons.
Regis- Vessels
ages).
tered (voy-
tons.
Regis-
tered
ages).
tons.
Arctic Ocean
On the Baltic.
Sweden.
5
2,596
7
3, 228
6
2,699
6
3, 519
400
156, 847
785
287, 686
641
307, 444
1,086
474, 495
1,307
215, 849
1, 111
146, 952
1, 104
274, 624
881
177, 172
Norway, with Spitzbergen
Denmark,'with Iceland and
173
19, 319
232
21, 537
213
41, 749
233
30, 335
Faroe Islands….
2,030
278, 223
2, 120
244, 322
2, 343
291, 922
2,258
227,990
Great Britain and Irelanda.
2,718 1, 295, 167
3, 174 1, 505, 762
2, 345
1, 143, 738
2,739
1,271, 968
Netherlands
252
73, 872
413
79, 001
357
147, 065
450
112, 406
Belgium
200
117, 417
216
116, 907
158
86, 561
207
France..
106, 356
106
68, 471
117
62, 111
184
88,926
129
Spain, with Gibraltar and
62, 935
Portugal, including the
Azores.
121
73, 005
104
53, 523
Italy and Malta..
53
73, 162
41
43, 230
Austria-Hungary
18
21, 440
13
10, 696
3898
46,300
46
49, 544
19
20, 418
European Turkey and
88888
99
38
•
17
45, 696
· 40, 688
14, 996
Greece..
31
42, 431
2
1, 958
34
43, 028
1
41
Roumania and Russia on
the Black Sea..
21
24, 936
17
17,996
11
13, 165
Not specified..
6
47
7
222
1996
15
16, 585
16
810
British North America on
the Atlantic, including
Greenland...
26
54, 159
16
25, 052
30
60, 677
21
30, 554
United States of America
on the Atlantic...
488 1, 210, 555
495
975, 659
501 1, 250, 615
467
967, 525
Mexico and Central Amer-
ica on the Atlantic..
West India Islands.
333323
38, 777
37
29, 852
31
45, 330
72
92, 085
60
67, 854
59
86, 051
South America on the At-
lantic, north of Brazil...
8
5, 088
6
2, 063
11
Brazil
99
151, 906
126
193, 436
131
3, 041
164, 412
159
South America on the At-
lantic, south of Brazil...
96
159, 969
42
74, 131
92
153, 081
63
*8 28 8
34, 674
74, 394
7,179
205, 864
101, 220
Chile and other South
American countries on
the Pacific…….
111
171, 059
129
137, 529
78
126, 192
85
102, 689
Mexico and Central Amer-
ica on the Pacific.
7
4, 212
10
5,295
8
6, 505
11
United States of America
5, 079
and British America on
the Pacific.
1
960
2
1,729
2
1, 906
Africa on the Mediterra-
nean Sea..
Cape Colony, with Natal..
Africa on the Atlantic,
including the German
Protectorate..
Africa on the Indian Ocean
and Red Sea, including
the German Protectorate.
Asia on the Mediterranean
32
3
2,387
1
753
2
2, 019
6
5,469
3
997
b67
69, 930
c 38
39, 141
d 69
71, 815
e44
45, 033
f16
25, 690
7
3,002
g 18
24, 664
8
5,790
and Black seas.
Asia and the East Indies,
with the Indian Islands.
5
5, 617
2
323
3
3, 509
4
593
78
147, 432
49
65, 434
56
112, 889
23
China, Japan, and Eastern
Asia
35, 062
41
88, 483
39
70, 243
47
97,908
45
Australia and Pacific
73, 909
Ocean islands, including
German Protectorate..
28
64, 292
h 17
26, 323
i35
72, 250
48
68, 408
a In the figures 10r 1889 the traffic with Heligoland, which island was then owned by Great Britaiu,
is included (186 vessels of 38,283 registered tons arrived from there, and 199 vessels of 38,989 regis-
tered tons sailed thither). Of this number 2 were vessels of 1,304 registered tons, which arrived from
ports of the German protectorates in Africa in the Atlantic Ocean. c Of these 1 was a vessel of 1,286
registered tons, which arrived from ports of the German protectorates in Africa in the Atlantic
Ocean. Of these 1 was a vessel of 1,079 registered tons, which sailed to ports of the German pro-
tectorates in Africa in the Atlantic Ocean. Of these 3 were vessels of 2,614 registered tons, which
sailed to ports of the German protectorates in Africa in the Atlantic Ocean. Among these were 13
vessels of 24,058 registered tons, which arrived from ports of the German protectorates in Africa in
the Indian Ocean. g Among these were 12 vessels of 22,271 registered tons. which sailed to ports of
the German protectorates in Africa in the Indian Ocean. Among these were 2 vessels of 883 regis-
tered tons, which arrived from ports of the German protectorates in New Guinea and the islands of
the Pacific Ocean. Among these was 1 vessel of 410 registered tons, which sailed to ports of the
Germau protectorates in New Guinea and the islands of the Pacific Ocean.
308
HIGHWAYS OF COMMERCE.
Vessels to or from German ports.
}
Arrived from—
Sailed to-
Europe, exclusive of
Year.
Germany.
Countries not in
Europe.
Europe, exclusive of
Germany.
Countries not in
Europe.
Vessels Registered Vessels Registered
(voyages). tons. (voyages).
tons.
Vessels Registered Vessels Registered
(voyages). tons.
(voyages).
tons.
1893.
1889..
7,435
2,462, 735
8, 358 2,594, 956
1, 181❘
1,076
2, 294, 620
1,717, 819
7,551| 2,557, 405
8, 175 2,585, 992
1, 175
1, 095
2,284, 408
1,760, 876
PORTS OF THE GERMAN EMPIRE.
According to the Statesman's Year Book for 1895, the shipping at the
seven principal ports of the German Empire in 1892 was as follows:
Ports.
Number. Tonnage.
Ports.
Number. Tonnage.
Hamburg: a
Lubeck: c
Entered
8,829
5, 683, 353
Entered
Cleared.
2,425
9, 057
516, 963
5,742, 821
Cleared...
Stettin:
2,427
Entered
Neufahrwasser (Dantzig)
524, 236
3, 762
1, 233, 541
Entered...
Cleared.
1,582
3,700
584, 478
1, 230, 486
Cleared.
Bremen: b
1,576
577, 098
Entered
3,095
Konigsberg:
1, 358, 191
Kiel:
Cleared..
-
Entered
Cloared...
3,060
1, 350, 855
Entered.
Cleared..
1,330
397, 556
1,397
426, 448
3, 611
3, 634
591, 680
580, 726
a Including Cuxhaven.
b Including Bremerhaven and Vegesack.
OCEAN MAIL STEAMERS.
c Including Travemunde.
In the annual report of the United States Commissioner of Naviga-
tion for 1894, under the heading, "Ocean Mail Compensation and
Subsidies," pp. 99, 100, the following information as to the steamship
lines of Germany is given:
Less than 4 per cent of the net tonnage of Germany's merchant marine receives
direct subsidies from the imperial treasury for carrying the mails. The German
merchant marine for 1893 comprised 3,728 vessels of 1,511,579 register (net) tons.
Nineteen steamships of 51,800 register tons received direct postal subsidies to the
amount of 4,990,000 marks (mark=23.8 cents), in round numbers $1,240,000. The
distance traversed was 999,622 miles, making the average payment per mile $1.25.
In response to the inquiry of this Bureau, through the proper official channels, the
German imperial foreign office has furnished the following statement of details of
the operations of the German postal subsidy law in force April, 1894 :
Contracting
Company.
Routes.
Trips
per
an-
num.
Miles
per
annum.
Number and reg-
ister (net) tonnage Speed. Subsidy.
each of steamers
required.
13❘ 300, 534
North German
Lloyd.
1. Bremerhaven-Shanghai ..
2. Hongkong-Yokohama
3. Singapore-New Guinea
4. Bremerhaven-Sydney..
1. Hamburg-Natal…..
5 at least 4,500 reg-
ister tons.
Knots.
12
Marks.
13
44, 096
6
48, 327
1 at least 1,500 reg-
ister tons. a
..do
11
4,090, 000
9
13
340, 730
5 at least 3,000 reg.
111
ister tons.
13
230, 965
4 at least 2,200 reg-
ister tons.
101
13
German East
Afri.a-Ham-
hurg Line.
15, 665 1 at least 500 reg-
(b)
2. Dar-es-Salaam-German
coast ports.
13
19, 305
ister tons.
.do
900, 000
(b)
3. Mozambique-Portuguese
coast ports.
Total
a One reserve for lines 2 and 3.
84
999, 622
19 at least 51,800
register tons.
b Connecting with main line.
4, 990, 000
HIGHWAYS OF COMMERCE.
309
The foreign office states that the same arrangement was in force during 1893. The
German subsidy law, under which the arrangement with the East African-Hamburg
line exists, was enacted February 1, 1890, and has since been unchanged. The law
under which the arrangement with the North German Lloyd exists was enacted
April 6, 1885. It originally provided also a subsidy of 400,000 marks annually for
fifteen years for two steamships of not less than 2,000 net tons, making annually 26
trips (48,880 miles) from Trieste and Brindisi to Port Said. The North German
Lloyd abandoned this subsidy in 1892 as a source of loss, and the subsidy has been
reduced to 90,000 marks, in return for which its Asiatic and Australian lines stop at
Naples or Brindisi. In unusual cases the Government does not insist on penalties
for failure to maintain the statutory rate of speed, 113 knots on the Asiatic and
Australian lines. Government compensation, coupled with Government require-
ments in this case, was a source of loss rather than profit. Bearing on this matter
is the following from the annual report of the North German Lloyd Steamship Com-
pany for 1893:
"The Government mail steamer line to east Asia and Australia has been satisfac-
torily developed in the past year. This was accomplished by remodeling the sub-
vention contract, also by the use of suitable steamships, and finally by the increase
of freight on the east Asiatic line. We are plessed to report that the Government
mail steamer line, which in the year 1892 was carried on at a loss of 35,040 marks,
has, during the current year, in addition to its contribution to the premium fund
arising from insuring our own vessels, made a clear business profit of 1,184,135
marks."
While no other subsidies are mentioned, Germany pays also to steamships, aggre-
gating about 30,000 net tons, compensation at moderate rates for carrying mails to
the United States, and doubtless for a like service to certain Baltic ports.
BREMEN AND HAMBURG LINES.
The report of the United States Commissioner of Navigation for
1894 has the following information as to the North German Lloyd
(Bremen) and Hamburg-American lines (Hamburg):
The following reports have been selected as best and most fully illustrating the
modes and extent of German steam navigation, considered from the economic point of
view. The operations of the North German Lloyd Company are on the Atlantic and
Mediterranean and, via the Suez Canal, the Indian and Pacific; of the Hamburg-
American on the Atlantic. The various lines operated by these corporations connect
Germany with North and South America, the West Indies, Asia, and Australia. The
North German Lloyd Company began operations in 1856. The report is for the cal-
endar year ended December 31, 1893, when the fleet of the company consisted of 80
steamships (including 6 under construction), of 225,097 gross tons and 202,731 horse-
power, and 78 tenders, barges etc., of 15,955 tons, the most powerful steamships
being the Havel and Spree, of 6,963 gross tons and 12,500 horsepower each.
*
The Hamburg-American Steamship Company began operations in 1846. The report
is for the calendar year ended December 31, 1893, when the fleet of the company
consisted of 51 steamships of 155,806 gross tons and 99,725 horsepower, and 41 river
steamers, lighters, barges, sloops, etc., the most powerful steamships being the Fürst
Bismarck, of 8,874 gross tons and 16,400 horsepower, and the Normannia, of 8,250
gross tons and 16,000 horsepower.
** *
North German Lloyd.-The following data are extracted from the
latest report of the company:
The business year [calendar year 1893] began under unfavorable conditions. On
account of the prevailing cholera epidemic in Hamburg, America placed restrictions
on immigration into that country, and up to March 1 of the past year we were obliged
to discontinue carrying steerage passengers to the United States. On our lines to
310
HIGHWAYS OF COMMERCE.
South America, to Australia and east Asia, the condition of the freight markets
offered little encouragement for the statisfactory development of business. These
conditions improved with the beginning of spring by active immigration to the United
States, which continued far into the summer months, but on account of the financial
depression in the United States was entirely stopped in the autumn.
*
*
*
*
*
*
The Government mail steamer lines to east Asia and Australia have been satisfac-
torily developed in the past year. This was accomplished by remodeling the sub-
vention contract, also by the use of suitable steamships, and finally by the increase
of freight on the east Asiatic line. We are pleased to report that the Government
mail steamer line, which in the year 1892 was carried on at a loss of 35,040 marks,
has during the current year, in addition to its contribution to the premium surplus
of the insurance fund, a business surplus of 1,184,134.55 marks to its credit. This
surplus is lessened, however, by 188,945.90 marks, a part of the cost of rebuilding
the steamers Bayern and Sachsen, which we have taken from this line. In the New
Guinea line we have placed our steamer Lubeck; for the trips of this steamer we
have always had ample freight.
The lines Bremen-New York and Bremen-Baltimore have made good returns for
the months of March to August. The Roland line, opened in April, which we were
obliged to carry on during the past year almost entirely by chartered vessels, has,
to our satisfaction, developed a marked increase in valuable traffic via Bremen. We
have placed on this line in the course of the year our newly acquired steamer
Roland. In April and May the two twin-screw steamers Wittekind and Willhad will
be placed in service, and it will then be possible to establish regular trips every
fourteen days via the Roland line between Bremen and New York. As far as prac-
ticable we will, besides this, employ some of our older steamers on emergency on the
Roland line.
The express steamship line between Genoa and New York has been well developed.
After the Hamburg-American Company decided on its own behalf to establish a fast
steamship service between New York, Naples, and Genoa during the winter months,
at the close of the year we opened negotiations with this company for arrangements
to carry this traffic jointly during the winter months on this line, with weekly
expeditions. These negotiations led in the course of the year to a satisfactory agree-
ment as regards the proportionate division of the profits resulting from this common
line. We may hope that the pleasant relations resulting from this joint service will
offer special inducements to passengers as well as increased offers for freight traffic.
The agreement, by lessening competition on both sides, will be to the advantage of
both companies.
The good results of the lines between Naples and New York, begun in April of
last year, have induced us to establish an independent line between these two places,
which we have also, since the beginning of this year, carried on jointly with the
Hamburg-American Company, and on which we have placed our steamers Kronprinz
Friedrich Wilhelm and Weser, also the disengaged steamer Neckar, from the Govern-
ment mail steamer lines. During the last few weeks we have extended the trips of
the steamers on this line to Messina and Palermo. We intend to relieve the steamer
Weser by the former Government mail steamer Braunschweig. With our steamer
Danzig we continue regular weekly trips between Genoa, Naples, and Palermo.
On account of the revolution in Brazil our Brazil line has retrograded since our
last report; but, thanks to the efficacious protection of the German war vessel sta-
tioned at Rio de Janeiro during the disturbance, we were enabled to continue our
regular intercourse with that harbor without trouble.
The La Plata line has remained without important changes. The contract entered
into with the Hansa Company, also the agreement with the English lines interested
in the La Plata traffic, as far as these lines connect with Antwerp, has in a measure
lessened competition in regard to freight business; still, on account of the propor-
tionately small amount of freight offered, it has been impossible materially to
HIGHWAYS OF COMMERCE.
311
improve freight rates. Toward the close of the year we placed the steamers Pfalz
and Mark, built for the La Plata line, in service between Bremen and Buenos Ayres.
We feel justified, on account of the splendid passenger accommodations of these
steamers, of which passengers will undoubtedly avail themselves, to change our
fourteen days' connection with Bremen, Antwerp, Corunna, Vigo, and La Plata, so
that every second steamer will stop at Southampton also for taking and landing
passengers.
A comparison of the passenger traffic on the transoceanic trips show the following
figures:
New York line………
Baltimore line.
South American line.
East Asia line..
Australian line
Total
Lines.
1893.
Outgoing Incoming Outgoing
1892.
Incoming
passengers. passengers. | passengers. passengers.
108, 543
48, 531
95, 246
20,586
39, 147
4, 409
44, 746
4,866
3,850
2,542
6, 030
3,266
3, 117
4,515
4,349
2, 340
1,749
2, 145
2, 721
2,671
203, 258
202, 111
Up to December 31, 1893, the Norddeutscher Lloyd carried, on transoceanic trips,
2,957,996 passengers.
The results of the European lines were not without profit. The express steamer
connection, Bremerhaven-Norderney, has developed satisfactorily, as mentioned in
the report of last year.
We intend during the current year, besides the daily connection with Bremer-
haven-Norderney to make three trips each week to Borkum via Norderney by means
of our fast steamer Najade, to be delivered in the middle of June. In compliance
with the wishes of the frequenters of the North Sea baths, and especially those of
the western part of Germany, we have established during the year a daily connec-
tion between Bremerhaven and Heligoland and return, which we intend to continue.
Pursuant to an agreement with one of the German railroad companies, the majority
of our summer tickets will be honored on that line also for the traffic between Bre-
merhaven, Hamburg. Leer, Emden, and Norden; also, the majority of the summer
tickets for Heligoland will be honored for the traffic from Bemerhaven and Ham-
burg. The connecting trains should have sleepers direct, Berlin-Bremerhaven and
Leipzig-Bremerhaven.
*
*
*
*
*
The contract entered into with other continental steamship companies for passen-
ger traffic to North America has been extended over the current year. In order to
lessen the competition for freight, we entered into an agreement with the same com-
panies in regard to freights. And, finally, we have agreed with the Hamburg-
American Line by which both companies are to receive their share of the American
cabin-passenger business.
*
*
The lengthening of our steamers Bayern and Sachsen has been done by the firm of
Blohm & Voss, in Hamburg, to our entire satisfaction. The verdict of the public
has been unanimous that these two vessels are the best arranged and furnished
steamers on the Government mail-steamer line in the business to East Asia. We
intend to lengthen our steamer Preussen in the same way.
The firm of F. Schishau, in Danzig, has the contract for two fast mail steamers,
one of which received the name of Prinz-Regent Luitpold while being launched, and
the other will be named Prinz Heinrich, and will be placed in service this summer.
We may hope that after the installation of these vessels the Norddeutscher Lloyd,
on the line to east Asia, will be in position to win first place against competing
steamer companies.
312
HIGHWAYS OF COMMERCE.
For the Roland line we bought last year from the firm of Sir W. G. Armstrong,
Mitchell & Co., in Newcastle, the steamer Roland, which was then under construc-
tion; also gave orders for two steamers to the firm of Blohm & Voss, in Hamburg.
The last two, twin-screw steamers, as also the Roland, are to have the best steerage
arrangements, and are to be named Wittekind and Willehad.
The steamers Pfalz and Mark have been delivered and are satisfactory, and we
hope that these steamers, in the traffic to La Plata, will do honor to the Norddeutscher
Lloyd. In payment for the steamers Pfalz and Mark we have given our steamers
Ohio and Frankfurt.
Of the two steamers contracted for with the firm of Möller & Holberg, in Garbow,
for the European line, we have received our steamer Albatross. We expect to receive
the steamer Falke soon.
The freight steamer ordered from G. Seebeck, in Geestemunde, has in the mean-
time been delivered and is satisfactory. The steamer Lloyd has been rebuilt, which
gives us a first-class passenger boat for the Unterweser.
For the traffic to Norderney and Borkum we have a new fast steamer (salon), which
is to have a speed of 16 miles (contract to that effect), ordered from the firm of F.
Schichau, in Elbing. This steamer will be delivered in June of the current year,
and be named Najade.
We are now engaged on the plans for building another fast steamer for the New
York line.
Hamburg-American Packet Company.-From the report of the
Hamburg-American Packet Company for the calendar year 1893 the
following extracts are taken:
We regret that we feel obliged to suggest that no dividend be declared for the past
business year, on account of the present depreciation in the value of our vessels.
On account of the numerous inventions and improvements which have been made
in recent years in machinery and vessel construction, old steamers can be utilized
with profit only if their book value cau be lowered an unusual degree. Again, in
consequence of the depressed condition of the shipping business, new vessels can be
contracted for at lower figures than ever before. The administration of a steamship
company which fully recognizes its responsibilities dare not neglect at this time
to strive to bring the book value of its flotilla, as far as possible, up to the standard
required by circumstances.
The cholera epidemic has influenced our earnings in the past year almost as much
as did the great catastrophe of the foregoing year. Passenger as well as freight
traffic suffered continually from lack of confidence, at home and abroad, in the sani-
tary condition of Hamburg. We were therefore obliged, as far as possible, to con-
tract with friendly steamer companies to seek traffic which was turned away from
Hamburg in other harbors. We were successful, although not without great
expense and unusual effort, by running our vessels to the Scandinavian and Italian
harbors, also to Antwerp, and thus attained nearly the same amount of business as
in former years.
We were affected adversely by the decree of the State authorities, which, for sani-
tary reasons, ordered the discontinuance of the Russian immigration movement, which
constituted 50 per cent of all the immigration through Hamburg during recent years.
On this account our income was not only lessened by millions, but we were obliged
to refund about 500,000 marks, for which amount we had sold passage assignments
(called prepaid tickets) to people in America who wished to send for their relatives
from the old country, as we were unable to carry out the agreement.
At the beginning of this year we were successful, thanks to the friendly assist-
ance received from our chamber of commerce, in securing the recall of the interdict,
so far as traffic of Hamburg was concerned, with conditions, however, which even
to-day put us at a disadvantage with all other harbors.
HIGHWAYS OF COMMERCE.
313
Although we hope that these conditions will soon be entirely withdrawn, and that
at last a parity between Hamburg and competing harbors will be reestablished, the
sad experiences of past years have made it necessary for us to make arrangements,
should it again be necessary to impose extraordinary regulations, for the possible
transfer of our business and thus avoid another risk to the existence of our enterprise.
For this purpose we have entered into an agreement with the Norddeutscher Lloyd
that we be allowed to transfer our business to Bremen should there be a recurrence
of cholera; and in order to be prepared in every way we have closed a contract to
lease from the Oldenburg state authorities the Oldenburg Harbor, Nordenham, oppo-
site Bremerhaven, a part of the pier and room for storage, which we are using at the
present time for our sailings to West Indies.
Hand in hand with the losses through the abnormal conditions on this side was
the unfortunate circumstance of the long crisis in the United States, which had its
effect on the North Atlantic passenger and freight traffic. The unfortunate condi-
tion of trade, the dread of another cholera epidemic in Europe, and also the attrac-
tions of the Exposition in Chicago, worked together greatly to reduce the yearly
American cabin passenger traffic toward Europe every spring and back again in the
autumn. The traffic which went from Europe to the Exposition in Chicago was very
meager, and most of this was second class, instead of first class, and therefore did
not in any way compensate us for the loss of our normal business.
Finally the sensational reports of the return of sporadic cases of cholera in Sep-
tember, especially as reported in the United States, as a forerunner of another
epidemic, caused still heavier losses and shrinkage in our business and compelled us
at times to change the trips of our express steamers to Wilhelmhaven.
Through the extraordinary assistance and protection rendered us by the imperial
authorities, in a few days, and mostly by telegraph, it was possible to make the
difficult arrangements necessary for transferring such a business so that we could
continue our expeditions without interruption.
The contract of the North Atlantic steamship companies has given satisfaction to
the united parties during the past year, and has been the cause of still closer rela-
tions between us and the Norddeutscher Lloyd. We have closed a contract for sev-
eral years with the administration of the Norddeutscher Lloyd, by which we in
common shall carry on, not only the lines between New York and the Mediterranean,
but also the cabin traffic to and from Hamburg, Bremen, Southampton, as also the
out-going freight traffic; and have regulated the division of receipts, and thus set
aside competition between our companies. That through this union the earning
capacity of the two companies is greatly increased is certain, and there is no doubt
that this union of the German companies gives a power which will be sufficient to
keep competition within bounds and afford protection against all competitors.
The results of the West India Merchant Line were satisfactory, although the traffic
was naturally affected by the unfavorable circumstances cited above. It was possi-
ble to extend the voyages of this line, in that we increased the number of expedi-
tions from seven to eight per month, at the same time making new connections
with Jamaica and harbors of the island of Cuba.
A step of great importance, from which we certainly expect great results for the
development of our corporation, is the construction of four immense twin-screw
steamers, which are not only arranged for steerage and freight traffic, but also
especially adapted on a large scale for forwarding live stock and the transportation
of meat in cold storage. These steamers, which can be arranged to carry about
2,500 steerage passengers each, and, by utilizing their entire capacity, can load very
near 7,500 tons freight, are, by the use of all the new inventions and improvements,
so economical in regard to running expenses that we are guaranteed a speed of 13
miles per hour with a consumption of coal of only 55 or 60 tons per day.
The first of these two vessels (445 feet long, 50 feet wide, and 34 feet deep), which
are being constructed in the well-known shipyard of Harlan & Wolff, in Belfast,
314
HIGHWAYS OF COMMERCE.
and which we have named Prussia and Persia, are to be delivered in the spring.
With the two contracted for in Germany, with the Vulcan Works, in Stettin, and
Blohm & Voss, of Hamburg, we have increased the dimensions still further. These
vessels will be 460 feet long, with a width of 52 feet and a depth of 35 feet.
Two steamers of the West India line, India and Europa, which are too small for
our trade, we sold to firins in this place, and bought from the German-Australian
Steamship Company two steamers built in 1889 and only recently supplied with new
boilers, named Barmen and Eberfeld.
On December 1 of last year we transferred our works from the American quay to
the Petersen quay, behind which we have erected our repair shops, which were
partially destroyed by fire in 1892.
The equipment magazine has again been erected on the place near our dry dock.
During the year 1893, 315 round trips were made, on which 103,114 passengers of
all classes and 1,226,354 cubic meters freight were transported.
The report gives the following list of steamships, barges, lighters, etc.,
belonging to the company: Fifty-one seagoing steamships, Albingia,
Allemannia, Ascania, Augusta Victoria, Australia, Baumwall, Bavaria,
Bohemia, Borussia, California, Cheruskia, Colonia, Columbia, Cremon,
Croatia, Dania, Europa, Flandria, Francia, Fürst Bismarck, Galicia,
Gellert, Gothia, Grimm, Helvetia, Holsatia, Hungaria, India, Italia,
Kehrwieder, Markomannia, Moravia, Normannia, Polaria, Polynesia,
Rhenania, Rhaetia, Rugia, Russia, Saxonia, Scandia, Slavonia, Stein-
hoft, Suevia, Teutonia, Thuringia, Valesia, Venetia, Virginia, Wand-
rahm, Wieland; 2 twin-screw steamers, under construction; 8 river
steamers, 6 steam sloops, 1 steam hoisting machine, 3 box barges, 1
barge, 21 iron lighters, 2 lighters at St. Thomas.
TONNAGE OF GERMAN STEAMSHIPS.
The report of the Commissioner of Navigation, 1894, pages 183 and
184, gives the following figures of tonnage, etc., of vessels belonging to
the North German Lloyd, Hamburg-American, and Union lines:
Havel...
Spree
Lahn
Saale.
Trave..
Aller.
Elbe
Munchen
NORTH GERMAN LLOYD.
Name.
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
German
6, 963
Steel..
1890
180
.do
6,963
..do
1890
180
..do
5, 097
..do
1887
180
..do
4,965
do
1886
180
.do
4, 966
.do
1886
180
..do
•
4, 964
..do
1885
·
180
..do
4, 510
..do
4,796
...do
5,306
Iron
Steel..
...do
1881
180
-
1889
60
1892
60
..do
3,660
..do
1893
60
.do
4, 990 .
...do
1889
60
-
H. H. Meier
Roland..
Wittekind
NAPLES.
Ems
German.
4,728
Fulda
.do
4,814
Werra
•
.do
Kaiser Wilhelm II...
..do
4,815
6,991
Iron
.....do
....do
•
1884
180
1882
180
1882
180
Steel..
1889
180
90, 067
2, 460
a $8, 000, 000
a Approximate.
HIGHWAYS OF COMMERCE
315
HAMBURG-AMERICAN LINE.
Name.
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
EXPRESS.
Augusta Victoria.
Columbia
German.
7, 761
Steel..
1889
300
..do
7,363
do
1889
300
Fuerst Bismarck
·
..do
8.874
...do
1890
300
Normannia ..
.do
8, 250
do
1890
300
SCANDIA LINE.
Virginia
German.
2,884
Steel...
1891
Venetia..
..do
2, 891
..do
1891
Slavonia
..do
2,274
Iron
1883
નનન
75
Gothia..
..do
2, 433
...do
1884
MEDITERRANEAN.
Snevia.
German.
3,609
Iron
1874
75
Wieland
Gellert..
•
...do
...do
3,504
...do
1874
75
·
3, 533
.do
1874
75
Scandia.
HAMBURG.
German.
4,375
Iron
1889
75
Bohemia..
..do
-
3, 423
..do
1881
·
75
Russia.
..do
-
4, 017
..do
1889
75
Moravia
..do
3,739
....do
1883
40
Dania..
..do
4,379
Steel.
1889
75
Rhaetia.
..do
·
3,553
..do
1883
40
Rugia
...do
3, 467
Iron
1882
40
California.
..do
2, 690
.do
1883
40
Italia
...do
3, 498
Steel..
1889
40
Prussia.
..do
•
5,937
Persia
..do
•
6, 000
Grimm.
..do
·
2,599
...do
...do
..do
1894
75
...
1894
75
•
1890
40
101, 053
2, 340 a $6, 000, 000
German.
..do
Taormina.
Sorrento.
….do
Amalfi..
Marsala
UNION LINE-HAMBURG, NEW YORK, AND NAPLES.
2, 345
2,397
Iron.
.do
1881
1882
•
2,422
..do
1884
..do
2, 362
...do
1881
40
HAEAE
40
$300,000
40
370,000
40
465,000
325,000
9, 526
160
1, 460, 000
a Approximate.
RAILROADS.¹
I.
STATE RAILWAYS AND PRIVATE RAILWAYS MANAGED BY THE STATE.
Railways of the Empire in Alsace-Lorraine.-Entire length, 1,412.86
kilometers, 2 of which 1,395.88 were in Alsace-Lorraine and 16.98 in
Prussia.
Military Railway.-Entire length, 45.61 kilometers; all in Prussia.
Prussian State railways.-Entire length, 25,596.02 kilometers, of
which 23,837.55 were in Prussia, 142.04 in Saxony, 111.53 in Hesse,
125.47 in Mecklenburg-Schwerin, 155.95 in Saxe-Weimar, 72.94 in
Mecklenburg-Strelitz, 62.65 in Oldenburg, 354.46 in Brunswick, 36
in Saxe-Meiningen, 0.93 in Saxe-Altenburg, 188.41 in Saxe-Coburg-
Gotha, 268.03 in Anhalt, 14.86 in Schwarzburg-Rudolstadt, 49.45 in
Schwarzburg-Soudershausen, 17.08 in Waldeck, 16.86 in Reuss (new
line); 24.32 in Schaumburg-Lippe, 29.30 in Lippe, 42.11 in Bremen,
35.45 in Hamburg, 5.26 in Austria, and 5.37 in the Netherlands.
¹ Translated from Consul-General De Kay's inclosure, German Railway Statistics.
2 Kilometer equals 0.62137 mile.
316
HIGHWAYS OF COMMERCE.
Bavarian State railways.-Entire length, 4,991.34 kilometers, of
which 4.62 were in Prussia, 4,912.82 in Bavaria, 22.50 in Saxe-Mein-
ingen, 4.17 in Saxe-Coburg-Gotha, and 47.23 in Austria.
Saxon State railways.-Entire length, 2,364.47 kilometers, of which
12.62 were in Prussia, 2,105.32 in Saxony, 39.82 in Saxe-Weimar, 0.83
in Saxe-Meiningen, 98.08 in Saxe-Altenburg, 35.34 in Reuss (old line),
46.90 in Reuss (new line), and 25.56 in Austria.
Wurtemberg State railways.-Entire length, 1,664.52 kilometers, of
which 69.72 were in Prussia, 8.13 in Bavaria, 1,486.90 in Wurtemberg,
and 99.77 in Baden.
State railways of Baden.-Entire length, 1,429.10 kilometers, of which
20.96 were in Prussia, 0.03 in Bavaria, 24.15 in Wurtemberg, 1,320.63
in Baden, 22.17 in Hesse, and 41.16 in Switzerland.
Main-Neckar Railway, with that of Eberstadt and Pfugstadt.—Entire
length, 96.95 kilometers, of which 6.91 were in Prussia, 38.78 in Baden,
and 51.26 in Hesse.
Upper Hessian railways.-Entire length, 220.22 kilometers, of which
28 were in Prussia, and 192.22 in Hesse.
Mecklenburg Friedrich Franz Railway, with that of Weimar and Ka-
row.—Eutire length, 694.56 kilometers, of which 625.67 were in Meck-
lenburg-Schwerin, 62.01 in Oldenburg, and 6.88 in Lubeck.
State railways of Oldenburg.-Entire length, 396.42 kilometers, of
which 82.92 were in Prussia, 307.55 in Oldenburg, and 5.97 in Bremen.
Weimar, Berka and Blankenhain Railway.-Entire length, 32.08 kilo-
meters; all in Saxe-Weimar.
The entire length of the German State railways was 38,944.17 kilo-
meters-in Alsace-Lorraine, 1,395.88 kilometers; in Prussia, 24,125.89
kilometers; in Bavaria, 4,920.98 kilometers; in Saxony, 2,247.36 kilo-
meters; in Wurtemberg, 1,511.05 kilometers; in Baden, 1,459.18 kilo-
meters; in Hesse, 377.18 kilometers; in Mecklenburg-Schwerin, 751.14
kilometers; in Saxe-Weimar, 227.85 kilometers; in Mecklenburg-Stre-
litz, 134.95 kilometers; in Oldenburg, 370.20 kilometers; in Brunswick,
354.46 kilometers; in Saxe-Meiningen, 59.33 kilometers; in Saxe-Alten-
burg, 99.01 kilometers; in Saxe-Coburg-Gotha, 192.58 kilometers; in
Anhalt, 268.03 kilometers; in Schwarzburg-Rudolstadt, 14.86 kilome-
ters; in Schwarzburg-Sondershausen, 49.45 kilometers; in Waldeck,
17.08 kilometers; in Reuss (old line), 35.34 kilometers; in Reuss (new
line), 63.76 kilometers; in Schaumburg-Lippe, 24.32 kilometers; in
Lippe, 29.30 kilometers; in Lubeck, 6.88 kilometers; in Bremen, 48.08
kilometers; in Hamburg, 35.45 kilometers; in Austria, 78.05 kilometers;
in the Netherlands, 5.37 kilometers; in Switzerland, 41.16 kilometers.
II.
PRIVATE RAILWAYS UNDER STATE MANAGEMENT.
The entire length of the private railway lines under State manage
ment was 103.93 kilometers, divided as follows:
Birkenfeld Railway.-Length, 5.23 kilometers; all in Oldenburg.
HIGHWAYS OF COMMERCE.
317
ļ
Farge and Vegesack Railway.-Length, 10.44 kilometers, of which
10.33 were in Prussia and 0.11 in Bremen.
Ilme Railway.-Length, 13.25 kilometers; all in Prussia.
Kreis Oldenburg Railway.-Length, 23.12 kilometers; all in Prussia.
Zittau and Reichenberg Railway.-Length, 26.61 kilometers, of which
4.97 were in Saxony and 21.64 in Austria.
Altenburg-Zeitz Railway.-Length, 25.28 kilometers, of which 11.75 `
were in Prussia and 13.53 in Saxe-Altenburg.
Of the private railway lines under State management 58.45 kilo-
meters were in Prussia, and the rest as above stated.
III.
PRIVATE RAILWAYS UNDER PRIVATE MANAGEMENT.
Dortmund, Gronau and Enschede Railway.-Length, 96.89 kilometers;
all in Prussia.
Lubeck and Buchen Railway.-Length, 126.18 kilometers, of which
86.50 were in Prussia, 34.94 in Lübeck, and 4.74 in Hamburg.
Marienburg and Mlawka Railway.-Length, 149.32 kilometers; all in
Prussia.
East Prussian Southern Railway, and that of Fischhausen and Palm-
nicken.-Length, 261.27 kilometers; all in Prussia.
Alt Damm and Colberg Railway.-Length, 122.27 kilometers; all in
Prussia.
Altona and Kaltenkirchen Railway.—Length, 36.07 kilometers; all in
Prussia.
Breslau and Warsaw Railway.-Length, 55.34 kilometers; all in
Prussia.
Crefeld Railway.-Length, 60.86 kilometers; all in Prussia.
Cronberg Railway.-Length, 9.62 kilometers; all in Prussia.
Dahme and Uckro Railway.-Length, 12.53 kilometers; all in Prussia.
Eisean and Siegen Railway.-Length, 12.20 kilometers; all in Prussia.
Georgs Marienhutte Railway.—Length, 7.30 kilometers; all in Prus-
sia.
Hoya Railway.-Length, 6.91 kilometers; all in Prussia.
Kiel and Flensburg Railway.-Length, 78.78 kilometers; all in Prus-
sia.
Konigsberg and Cranz Railway.-Length, 28.30 kilometers; all in
Prussia.
Neuhaldensleben Railway.-Length, 31.71 kilometers; all in Prussia.
Osterwieck and Wasserleben Railway.-Length, 5.18 kilometers; all in
Prussia.
Paulinenane and Neu Ruppin Railway.-Length, 28.08 kilometers;
all in Prussia.
Peine and Ilsede Railway.-Length, 7.95 kilometers; all in Prussia.
Prignitz Railway.—Length, 44.93 kilometers; all in Prussia.
Schleswig and Angeln Railway.-Length, 21.46 kilometers; all in
Prussia.
318
HIGHWAYS OF COMMERCE.
Stargard and Custrin Railway.-Length, 116.36 kilometers; all in
Prussia.
Stendal and Tangermunde Railway.-Length, 13.23 kilometers; all in
Prussia.
Warstein and Lippstadt Railway.-Length, 30.88 kilometers; all in
Prussia.
Wittenberg and Perleberg Railway.-Length, 10.54 kilometers; all in
Prussia.
Zschipkan and Finsterwalde Railway.-Length, 20.16 kilometers; all
in Prussia.
Butin and Lubeck Railway.-Length, 39.87 kilometers, of which
34.79 were in Oldenburg and 5.08 in Lubeck.
Hessian Ludwig Railway.-Length, 696.76 kilometers, of which 154.16
were in Prussia, 9.15 in Bavaria, 26.96 in Baden, and 506.49 in Hesse.
Ludwig Railway (Nurnberg-Furth).-Length, 6.04 kilometers; all in
Bavaria.
Neustrelitz- Warnemünde Railway.-Length, 127.71 kilometers, of
which 114.61 were in Hesse and 13.10 in Mecklenburg-Strelitz.
Palatinate Railways.-Length, 675.22 kilometers, of which 11.72 were
in Alsace-Lorraine, 0.58 in Prussia, and 654.92 in Bavaria.
Saal Railway.-Length, 93.87 kilometers, of which 0.47 were in
Prussia, 33.09 in Saxe-Weimar, 16.32 in Saxe-Meiningen, 28.53 in Saxe-
Altenburg, and 15.46 in Anhalt.
Weimar and Gera Railway.-Length, 68.65 kilometers, of which 29.75
were in Saxe-Weimar, 0.61 in Saxe-Meiningen, 23.25 in Saxe-Alten-
burg, and 15.04 in Reuss (younger line).
Werra Railway.-Length, 216.12 kilometers, of which 12.81 were in
Prussia, 17.85 in Saxe-Weimar, 122.41 in Saxe-Meiningen, and 63.05 in
Saxe-Coburg-Gotha.
Arnstadt and Ichtershausen Railway.-Length, 5.12 kilometers, of
which 1.72 were in Saxe-Coburg-Gotha and 3.40 in Schwarzburg-Son-
dershausen.
Bavarian Railways of the Local Railway Stock Company of Munich.-
Length, 106.71 kilometers; all in Bavaria.
Boizenburg City and Harbor Railway.-Length, 2.57 kilometers; all
in Mecklenburg-Schwerin.
Brunswick Railway.-Length, 82.08 kilometers, of which 20.05 were in
Prussia and 62.03 in Brunswick.
Bregthal Railway (Hüfingen and Hammereisenbach).—Length, 15.97
kilometers; all in Baden.
Degendorf and Metten Railway.-Length, 5.32 kilometers; all in
Bavaria.
Eisenberg and Crossen Railway.-Length, 8.25 kilometers, of which
0.28 were in Prussia and 7.97 in Saxe-Meiningen.
Ermsthal Railway.-Length, 10.43 kilometers; all in Württemberg.
Gotteszell and Viehtach Railway.-Length, 24.97 kilometers; all in
Bavaria.
HIGHWAYS OF COMMERCE.
319
Halberstadt and Blankenburg Railway.-Length, 55.08 kilometers, of
which 31.16 were in Prussia and 23.92 in Brunswick.
Hohenebra and Ebeleben Railway.-Length, 8.70 kilometers; all in
Schwarzburg-Sondershausen.
Ilmenau and Grossbreitenbach Railway.-Length, 19.13 kilometers, of
which 2.04 were in Saxe: Weimar and 17.09 in Schwarzburg-Sonders-
hausen.
Kirchheim Railway.-Length, 6.26 kilometers; all in Bavaria.
Mecklenburg Southern Railway.-Length, 116.46 kilometers, of which
107.82 were in Mecklenburg-Schwerin and 8.64 in Mecklenburg-Strelitz.
Neubrandenburg and Friedland Railway.-Length, 25.63 kilometers;
all in Mecklenburg-Strelitz.
Neustrelitz, Wesenberg and Mirow Railway.-Length, 22.65 kilo-
meters; all in Mecklenburg-Strelitz.
Osthofen and Westhofen Railway.-Length, 22.65 kilometers; all in
Mecklenburg-Strelitz.
Parchim and Ludwigslust Railway.-Length, 25.87 kilometers; all in
Mecklenburg-Schwerin.
Reinheim and Reichelsheim Railway.-Length, 17.94 kilometers; all in
Hesse.
Ruhla Railway.-Length, 7.29 kilometers; of which 6.68 were in Saxe-
Weimar and 0.61 in Saxe-Coburg-Gotha.
Schaftlach and Gmund Railway.-Length, 7.71 kilometers; all in
Bavaria.
Sprendlingen and Wollstein Railway.-Length, 5.90 kilometers, all in
Hesse.
Worms and Offenstein Railway.-Length, 10.93 kilometers; all in
Hesse.
The entire length of the private railways under private management
in Germany was 3,915.59 kilometers, of which 11.72 were in Alsace-Lor-
raine, 1,582.15 in Prussia, 814.82 in Bavaria, 17.69 in Wurtemberg,
42.93 in Baden, 547.32 in Hesse, 250.87 in Mecklenburg-Schwerin,
89.41 in Saxe-Weimar, 70.02 in Mecklenburg-Strelitz, 34.79 in Olden-
burg, 85.95 in Brunswick, 139.34 in Saxe-Meiningen, 59.75 in Saxe-
Altenburg, 65.38 in Saxe-Coburg-Gotha, 15.46 in Schwarzburg-Rudol-
stadt, 29.19 in Schwarzburg-Sondershausen, 15.04 in Reuss (new line),
40.02 in Lubeck, and 4.74 in Hamburg.
RAILROAD ADMINISTRATION. ¹
Railways in Germany are divided, with respect to their ownership
and management, into three general classes, viz: (1) Imperial railroads,
such as those of Alsace-Lorraine, which are owned and managed by
the Imperial Government; (2) State railways-that is, roads and sys-
tems owned and managed by States like Prussia, Saxony, Bavaria, and
¹ Extracts reprinted from Consular Reports No. 170, November, 1894.
320
HIGHWAYS OF COMMERCE.
Wurtemberg, and (3) private railways, which includes the roads which
were built and remain in the possession of incorporated companies,
similar in all important respects to the railway companies of Great
Britain and the United States.
STATE RAILWAYS.
Of these three groups, by far the most important in Germany is the
second-the State railways-and of this foremost group the principal
unit is formed by the State railways of Prussia, which include 25,633.57
kilometers (15,928 miles), or more than half of the 42,963.69 kilometers
(26,847 miles) of railroads in operation within the German Empire at
the close of 1893. As the Prussian system includes the great through
lines between Berlin and Hamburg, Cologne, Frankfort, and Breslau,
and, with one exception, all the important railroads which traverse the
district of Frankfort, it is chosen as the principal subject of this report,
the second portion of which is devoted to the Hessische Ludwig's Rail-
way Company, as a prominent example of a railway system under cor-
porate ownership and management.
The Prussian railways are owned and operated not as distinct indi-
vidual lines, each having its specific termini, tariffs, and a special
management controlling a single road as a separate unit, but as a con-
solidated system covering the whole territory of Prussia, which is
divided for this purpose into eleven districts, each of which is managed
by a president and a complete administration, including all the various
bureaus of construction and supply, passenger and freight traffic, and
all their subordinate departments in elaborate and complete detail.
These eleven geographical districts divide the entire State railway sys-
tem of Prussia into the same number of working sections or divisions,
similar in many respects to the separate divisions of a transcontinental
railway working under one central management in the United States.
The districts have their headquarters, respectively, at Altona, Berlin,
Breslau, Bromberg, Elberfeld, Erfurt, Frankfort, Hanover, Magdeburg,
and two at Cologne, viz., one for the State railroads on the right bank
and the other for the roads on the left bank of the Rhine.
The administration of each of these eleven divisions controls what-
ever part of the State railways which lie within the geographical limits
of its district. The Hanover division has 2,306 kilometers (1,382 miles)
of track; that of Frankfort, 1,335.94 kilometers (830 miles); and that of
Berlin, 3,215 kilometers (1,998 miles), the least important being Elber-
feld, with 1,246.12 kilometers (774 miles) of line. All the division
administrations report to a central office in Berlin, where the statistics
are collated and more or less completely published, and it is for this
reason the reports being from geographical divisions and not from
complete and distinct roads, the whole Prussian railway system being
treated in the records of a collective unit-that separate statistics of
any individual line which runs through the territory of two or more
HIGHWAYS OF COMMERCE.
321
districts are not available. With this inevitable modification, the
questions presented by the instructions of the Department may be
answered as follows, values being given in United States currency and
distances in kilometers:
The Prussian State railway system is under the control of the State
Government of Prussia.
The total length of road operated is 25,633 kilometers (15,928 miles),
of which 15,412.75 kilometers are single tracked, 9,967.92 kilometers
are double tracked, 36.76 kilometers have triple tracks, and 41.22
kilometers have quadruple tracks.
The number of passengers carried was 324,530,111, as follows:
First class (0.4 per cent)..
Second class (10.4 per cent)..
Third class (51.2 per cent).
Fourth class (36.5 per cent)..
Military
Total...
Total number of tons of freight carried
1, 225, 552
33, 835, 279
166, 139, 873
118, 330, 873
4, 998, 534
324,530, 111
147, 699, 422
The rates charged for transportation of passengers were as follows:
Description.
First class.
Second class...
Third class..
Per kilo-
meter.
Per mile.
Description.
Cents.
1.91
1.237
Cents.
3.09
2.01
Fourth class
Military..
.762
1.29
Per kilo-
meter.
Per mile.
Cents.
Cents.
0.492
0.798
.382
.619
Freight charges are classified under three special schedules or tariffs,
numbered, respectively, I, II, and III. Each kind of merchandise is
charged as freight according to the schedule to which it belongs, under
the decision of the Deutscher Eisenbahn-Verband. Thus wheat and
flour are rated as first-class freight; iron plates, machinery, etc., come
under the second schedule; and pig iron and coal come under Schedule
III. The cost per ton for a haul of 1 kilometer is the same for all three
classes of freight, but as the distance carried increases, the second and
third class schedules decline relatively in proportion to the length of
haul until a ton of first-class freight carried 1,000 kilometers (621 miles)
pays $10.99, while a ton of second-class freight carried the same dis-
tance costs $8.61, and a ton of third-class freight carried the same dis-
tance costs $5.52.
The following rates per ton for wheat, flour, pig iron, and coal carried
1, 30, 50, 100, and 500 kilometers, will illustrate the general working of
the schedules:
Articles.
Wheat (first class)
Flour (first class)
Pig iron (third class}
Coal (third class).
•
533À———21
mile).
miles).
1 kilome- 30 kilome-
ter (0.6214 ters (18.64
50 kilome-100 kilome- 500 kilome-
ters (31.07
miles).
ters (62.14
miles).
ters (310.7
miles).
$0.20
$0.54
.20
.54
$0.78
.78
$1.29
$5.64
1.29
5.64
.20
.47
.59
.85
2.92
.20
.47
.593
.85
2.92
322
HIGHWAYS OF COMMERCE.
PRIVATE RAILWAY CORPORATIONS.
In order to illustrate more completely the relative conditions of State
and corporate railway management in the consular district of Frank-
fort, there is herewith presented the following exhibit of the Hessische
Ludwig's Railway Company, a private corporation, organized in 1844,
which built and still manages the system of railways which lies within
the territory of the Grand Duchy of Hesse.
The central management of the company is located at Mayence,
which is the geographical focus of the system, and its lines extend
down along the left bank of the Rhine beyond Bingen, whence it is
continued as an unbroken route by the Prussian State line to Cologne,
eastward through Frankfort, Hanau, and Aschaffenburg to the Bava-
rian frontier, southward through Worms to Eberbach, and northward
to Wiesbaden.
The capital stock of the company is 111,900,000 marks ($26,632,200),
on which were paid dividends of 43 per cent in 1890 and 1891, and 44
per cent in 1892. Its shares stand in the market to-day at 114 to 115.
Like the Prussian State railways above described, the Hessische Lud-
wig's is a network or convergent system rather than an extended line,
and includes twenty-eight different roads and branches, united under
one ownership and management, and having an aggregate length of
699.72 kilometers (434.52 miles). The first portion of this system was
opened for traffic in September, 1848, and its latest construction was
finished in August, 1888. Applying to this corporation the inquiries.
presented by the Department circular of April 10, 1894, the exhibit is
as follows:
(1) The Hessische Ludwig's Railway Company is a private railway
corporation, similar in organization and management to railway com-
panies in Great Britain and the United States.
(2) The central terminus is at Mayence, and the points touched are
Frankfort, Hanau, Worms, Wisbaden, Alzey, Bischoffsheim, and Sachs-
enhausen.
(3) The total length of the line is 699.72 kilometers (434.52 miles).
Distances between main points are: Mayence through Worms to Bava-
rian frontier, 47.25 kilometers; Mayence by Bingen to Prussian frontier,
30.58 kilometers; Mayence to Aschaffenburg, 76.21 kilometers; May-
ence to Frankfort, 38 kilometers.
(4) The condition of the line is good. Bridges are of iron and stone,
and the track is well ballasted and well kept. Stations are neat and in
good repair. Locomotives and cars are mainly of old patterns, but are
well kept and in serviceable condition.
(5) Double-tracked lines aggregate 371.53 kilometers (230.86 miles),
and single-tracked lines 328.19 kilometers (203.94 miles).
(6) From Frankfort to Mayence and Bingen, there are thirteen daily
passenger trains in each direction; from Frankfort via Hanau to Eber-
HIGHWAYS OF COMMERCE.
323
bach, seven daily trains each way. Smaller branch lines run five or six
daily trains in winter and seven in summer.
(7) The rates for passengers are the same as those given above for
the State railways of Prussia, and where the lines of the Hessische
Ludwig's Company parallel those of Prussia, as, for example, from
Frankfort to Bingen, on either bank of the Main and Rhine, passage
tickets are interchangeable-that is, good over either line. Passenger
rates per kilometer are: First class, 1.91 cents; second class, 1.237
cents: third class, 0.762 cent; fourth class, 0.492 cent; military, 0.382
cent (3.09, 2.01, 1.29, 0.798, and 0.619 cents per mile).
Freight rates are also identical with those given for the Prussian
State railways. All freights are grouped, according to the nature of
the merchandise, under three general classes, viz, first, second, and
third class freights, and the charge for transportation in each class is
in accordance with the distance carried, the price per ton per kilometer
declining gradually and in mathematical ratio to the increased length
of haul.
None of the lines of this company overcome any great natural obsta-
cles. The principal bridge construction is that which spans the Rhine
at Mayence.
FRANKFORT, June 21, 1894.
CANALS.¹
FRANK H. MASON,
Consul-General.
A map issued by the Prussian minister for public works shows the
German waterways and their capacity, viz:
(1) Friederich Wilhelm or Muellerse Canal, which unites the Oder and
Spree, is 24 kilometers in length.
(2) Tinord Canal, which unites the Oder and Havel, is 48 kilometers
in length.
(3) Plauer Canal, which unites the Havel and Elbe, is 35 kilometers
in length.
(4) Ruppine Canal, which unites the Rhine and Havel, is 38 kilometers
in length.
(5) Bromberger Canal, which unites the Oder and Weischel, is 28
kilometers in length.
These first canals have been and are still of the greatest importance
to the Prussian Kingdom, and especially to the city of Berlin.
They connect nearly all the great rivers running through Prussia
from south to north into the Baltic or North Sea.
The great progress made by Berlin during the past twenty years
would have been quite impossible without these artificial waterways,
as nearly all the building materials used in the extension of the city
have been transported to Berlin through their agency.
'Reprinted from Special Consular Reports, "Canals and Irrigation.”
324
HIGHWAYS OF COMMERCE.
The importance of Magdeburg as a center of the German sugar
industry is likewise due to the facilities offered by these five canals for
the cheap transportation of all sorts of bulky material.
All the canals in the Prussian Kingdom belong to the Government and
are managed by the ministry of public works. They were constructed
entirely for the benefit of the people, and have never been an object of
speculation.
The traffic is immense; the rates of transportation very low.
The canals are administered with great care and with the best possible
pecuniary advantage to the Government.
The gradually falling courses of the rivers of Prussia favor the con-
struction and operation of canals. Some canals were constructed
exclusively for the purpose of preventing inundations, whilst some
others serve only for wood floating.
(6) The Elbing-Nogat Canal leads to the Frische-Haff, a part of the
Baltic Sea.
(7) The Johannisburg Canal unites several lakes, the principal traffic
being wood floating.
(8) Hamme-Oste Canal unites the Elbe and Weser.
(9) Hunte-Ems Canal unites the Weser and Ems.
(10) Jade Canal unites the North Sea and Ems.
(11) Ems-Rhin Canal unites the Rhine and Ems.
(12) Hadamar Canal unites the Elbe and Weser.
(13) Eider Canal, near Kiel, leads from the Baltic to the North Sea;
is 48 kilometers in length, 11 feet deep, and 96 feet broad on the surface.
(14) The Ludwigs Canal in Bavaria is very important, uniting the
Donau, the Maia, and the Rhine. It is 188 kilometers in length, 5 to 6
feet in depth, 54 feet breadth on the surface, and 34 feet at the bottom.
(15) Alsace-Lorraine-Rhine-Rhone Canal leads from the Rhine near
Strasburg to the Rhone in France.
(16) Rhine-Marne Canal leads from the Rhine near Strasburg to the
Marne in France.
(17) Saar Canal leads from Saarburg to Saargemund.
The testimony is unanimous that all these canals have been worked
for the benefit of the people, and have aided materially in advancing
the commercial prosperity of the country.
BERLIN, October 9, 1889.
W. H. EDWARDS,
Consul-General.
ALSACE-LORRAINE.¹
The canal system of Alsace-Lorraine consists of six main canals, with
several branch canals. The main canals are:
(1) The Rhine-Rhone Canal, from the French frontier to Mulhausen
and thence to Strasburg.
¹ Extract from report of Consul Johnson, of Kiel, September 21, 1889, published
in "Canals and Irrigation."
HIGHWAYS OF COMMERCE.
325
(2) The Strasburg Canal system.
(3) The Breush Canal, from Goolsheim to Strasburg.
(4) The Rhine-Marne Canal, from the French frontier to Saarburg,
Fabern, Pfalzburg, Hochfelden, Brumath to Strasburg.
(5) The Saar Coal Canal, from the Rhine-Marne Canal, near Gonder-
singen, to Saarbrucken.
(6) The Moselle Canal, from the Rhine-Marne Canal to Metz, with
branches.
The number of boats frequenting the canals of Alsace-Lorraine is
about 1,500, manned by about 4,000 persons. The size and carrying
capacity of the canal boats are different, according to their purpose
and according to the mode of building which is customary where they
are constructed.
BALTIC AND NORTH SEA CANAL.'
In view of the opening of the Baltic and North Sea Canal on the
20th of June, the description of the canal by Consul Johnson, of
Hamburg, published in Consular Reports No. 129 (June, 1891), page
209, is of special interest at this time. The legislation for connect-
ing the Baltic with the North Sea was enacted in 1886. The first
spadeful of earth inaugurating the work was turned by Emperor
William I at Holtenau, near Kiel, on the 3d of June, 1887. The canal
is 98.6 kilometers (61.27 miles) in length. It begins at Holtenau, ou
the Bay of Kiel, and terminates near Brunsbuttel, at the mouth of the
River Elbe, thus running clear through the province of Schleswig-
Holstein from northeast to southwest. Both openings are provided
with huge locks. Near Rendsburg there is a third lock connecting the
canal with the old Eider Canal. The medium water level of the canal
will be about equal to the medium water level of Kiel Harbor. At the
lowest tide the profile of the canal has, in a depth of 6.17 meters
(20 feet 6 inches) below the surface of the water, a navigable width of
36 meters (118.11 feet), so as to allow the largest Baltic steamers to
pass each other. For the navy, 22 meters (72.18 feet) of canal bottom
are provided, at least 58 meters (190.29 feet) of water surface, and 81
meters (27 feet 9 inches) depth of water. The greatest depth for mer-
chant vessels was calculated at 6.5 meters (21 feet 3 inches). The
estimated cost was $37,128,000. Two-thirds of the cost is defrayed by
the German Empire; the remaining one-third by Prussia. The time
saved by a steamship sailing from Kiel to Hamburg via the canal,
instead of through the Skaugh (the strait between Jutland and Swe-
den), is estimated at two and one-half days. The time of passage
through the canal, including stoppages and delays, will be about thir-
teen hours. In time of peace the canal is to be open to men-of-war as
well as merchant vessels of every nation, but in time of war its use will
be restricted to vessels of the German navy. Many vessels have been
¹ Reprinted from Consular Reports No. 175, April, 1895, pp. 603, 604.
326
HIGHWAYS OF COMMERCE.
wrecked and many lives lost on the Danish and Swedish coasts, in
waters which need not be navigated after the canal is opened to traffic.
Its strategic importance to Germany will also be great, as it will place
that country's two naval ports, Kiel on the Baltic and Wilhelmshafen
on the North Sea, within easy access of each other.
HIGHWAYS.¹
The excellent roads of Germany are mainly a heritage from the cen-
tury which immediately preceded the introduction of railroads. In
those days the mails and the few travelers who journeyed by public
conveyance were carried by post chaises; freight was transported by
great, lumbering wagons, each drawn by six horses, and, what was
regarded as not less important in that period of prolonged and inces-
sant warfare, broad, smooth roads were necessary for the rapid move-
ment of the king's armies with their supply trains and artillery.
Accordingly the construction and maintenance of public highways was
then an important function of the national Government, administered
by a vast bureau or department similar to the department of Ponts et
Chaussees now maintained in France. It required many years after
the introduction of railroads to persuade the conservative officials of
the Prussian Government that the period of freight wagons and post
chaises was forever past, and that thenceforth their splendid system of
macadamized and graded highways must play a secondary rôle. The
lesson was finally learned, however, and on the organization of the
empire, in 1870, or soon thereafter, the state assumed control of the
principal railways and turned the public roads back to the care of the
provinces. The consequence is that Baden, Wurtemberg, Bavaria,
Westphalia, and the other provinces of Germany have each their sepa-
rate system of administration for the construction and maintenance of
public roads.
As a result of the circumstances already noticed, very few new roads
are now constructed in this part of Germany. The great national
roads which were built before the railway period are adequate for all
military purposes. The principal work of later years has been to
improve suburban highways and secure easy communication at all sea-
sous between important railway stations and the surrounding districts.
For this purpose narrower and cheaper roads than those formerly built
are frequently adequate, so that it may be said in general that the stand-
ard of road building has deteriorated during the last twenty years in
all parts of Germany, except Baden, where the highest grade of excel-
lence is still maintained. In respect to construction, the German
process is identical with that of France and Switzerland. Every
Extract from report of Consul-General Mason, of Frankfort on the Main, Febru-
ary 13, 1891, printed in Special Consular Reports, "Streets and Highways."
HIGHWAYS OF COMMERCE.
327
important road is a graded, macadamized turnpike, with culverts of
massive stone, ditches on either side (which are paved wherever there
is danger of washing), and generally lined with trees (either poplar,
sycamore, or linden). All slopes and counterscarps are secured by
grass, planted from seed when the soil is sufficiently fertile to receive
it, otherwise by turfing. Where the slope is necessarily steep and
unstable, it is faced, like the retaining walls of embankments, with
solid masonry.
The profile and alignment of each road is a skillful compromise
between directness of route and an easy gradient. Wherever practi-
cable, the road is a straight line between the points connected; when
the exigencies of surface forbid this, the best skill of the engineer is
employed to circumvent the obstacle by the most direct route compati-
ble with a practicable grade. Bridges were formerly exclusively of
masonry, but of late years iron and steel structures of various patterns
similar to those used in the United States for railway and road bridges
have been introduced. Wherever a Gerinan road is flanked by a slope
or precipice which presents the slightest danger. the exposed side is
guarded by a line of heavy stone posts, connected wherever necessary
by railings of iron or wood, and in many places these pillars are of
white basalt, which renders them more easily distinguishable at night.
FRANKFORT ON THE MAIN.
There are no canals of any consequence in this district, and but one
important canalized river, the lower Main, which has been improved
by dams, locks, and dredging operations so as to enable freight boats
from the Rhine to ascend the river to Frankfort, a distance of 20 miles.
The highways of commerce in this district include, therefore, the canal-
ized River Main and the railways, which are numerous and important,
Frankfort being one of the most important railway centers in southern
Germany.
Railways. The great through lines of railways converging at this
point belong mainly to the State railway system of Prussia, and are
owned and managed by the State as a collective branch of the public
service, divided into eleven districts or geographical divisions, each
managed by a complete and distinct administration, subordinate to the
central bureau of direction at Berlin. The headquarters of these dis-
tricts, which comprise collectively the entire territory of Prussia, are
at Frankfort, Cologne, Magdeburg, Hanover, Breslau, Bramberg,
Elberfeld, Erfurt, Altona, and Berlin, respectively, and the records of
each separate divisional administration cover every detail of the cost,
earnings, expenses, etc., of each mile of State railway within the geo-
graphical limits of that district. Each through line from Frankfort to
Berlin, Hamburg, or other important German city passes, therefore,
through two or more divisions, and is in respect to its management
328
HIGHWAYS OF COMMERCE.
and statistics under as many different although similar and closely
associated administrations. The principal through lines radiating
from Frankfort include two between this city and Berlin, one to Ham-
burg and Bremen, two down the Rhine to Cologne, one via Mannheim
and Strasburg to Switzerland, one via Darmstadt, Heidelberg, Karls-
ruhe, and Freiburg to Basel, and one eastward to Wurzburg, Nurem-
berg, and Munich.
(1) The most direct line from Frankfort to Berlin is that via Hanau,
Bebra, Erfurt, Halle, and Wittenberg. It is 334 miles in length, and
traverses the railway divisions or districts of Frankfort, Erfurt, Magde-
burg, and Berlin. The distances between main points are: Frankfort
to Bebra, 103 miles; Bebra to Halle, 131 miles; Halle to Berlin, 100
miles. The road is double tracked throughout, and like all the Prus-
sian State railways, is maintained in excellent condition. There are
seven daily through trains in either direction, of which five are express
(schnellzüge), and make the run in from ten to ten and a half hours.
In summer this time is reduced by two of the trains to nine hours.
Modern vestibule trains, with sleeping and day cars of improved types,
are run on this and the other leading through routes of Germany.
(2) The second route from Frankfort to Berlin is via Marburg to
Cassel, and thence via Halle or Magdeburg to the capital. It is 378
miles in length via Magdeburg; 358 miles via Halle, and the time of
through express trains varies from ten to eleven hours. There are six.
daily trains, of which four are express, the others being of the class
known in the United States as "accommodation," which stop at all
regular stations.
(3) The route from Frankfort via Hanover to Hamburg and Bremen
is the same as the foregoing as far as Cassel, 124 miles. At Cassel the
Berlin section of the train is detached, and the remainder continues its
run to Hanover, where it is again divided, one section going to Ham-
burg, the other to Bremen. The entire distance from Frankfort to
Hamburg is 338.64 miles; Frankfort to Bremen, 300 miles, and the
through express time is from nine and a half to ten hours. There are
seven daily through trains, of which four are express, and the sleeping
cars on this route are among the best in Germany.
(4) There are two parallel railway routes from Frankfort to Cologne,
one traversing each bank of the Main and Rhine. The line on the
right bank belongs wholly to the Prussian State system, and passes
through Kastel, Rudesheim, Niederlahnstein, and crosses the Rhine
at Cologne. The route on the left bank belongs, from Frankfort
through Mayence and as far as Bingen, to the Hessische Ludwig's
Railway Company, a corporation which controls the railway lines within
the territory of the Province of Hesse-Darmstadt, and from Bingen to
Cologne it is part of the Prussian system, which has two administrative
offices at Cologne, one for the railways on the right, the other for those
on the left of the river. The distances are: From Frankfort to May-
ence, 20 miles; Mayence to Coblenz, 59 miles; Coblenz to Cologne, 67.7
HIGHWAYS OF COMMERCE.
329
:
miles; total, Frankfort to Cologne, 136.7 miles. There are eight daily
trains by either route, four of which, on each line, are express, and
make the run in about four hours. Tickets either direct or return,
are good indiscriminately over either line for all or any part of the
distance.
(5) The principal railway route southward from Frankfort is that via
Darmstadt, Heidelberg, and Carlsruhe to Basel, on the Swiss frontier
whence it is continued by the Central and Jura Swiss lines to Geneva,
and via Lucerne, over the St. Gothard route to Italy. The distances
are: From Frankfort to Heidelberg, 54.68 miles; Heidelberg to Carls-
rhue, 34.17 miles; and from Carlsrhue to Basel, 122.41; total, 211.26
miles. There are six daily through trains, of which four are express,
and make the run in from six to six one-half hours. This line belongs,
as far as the frontier of Baden, near Heidelberg, to the Hessische Lud-
wig's Company; thence to Basel, it is a State railway of Baden, built
and controlled by the provincial government.
(6) Eastward route from Frankfort to Aschaffenburg, Wurzburg,
Nuremberg, and Passau, toward Vienna. This route lies mainly within
the territory of Bavaria, and forms part of the Royal Bavarian Railway
system. There are eight daily trains from Frankfort to Wurzburg,
where the line divides, one branch continuing due eastward through
Nuremberg and Passau, where it connects with the Austrian line for
Vienna, and the other turning southward to Munich. The distances.
are: Frankfort to Aschaffenburg, 26 miles; Aschaffenburg to Wurz-
burg, 55.9 miles; Wurzburg to Nuremberg, 64 miles; Wurzburg to
Munich, 124 miles.
All the above lines are double tracked throughout and are of uniform
standard gauge. Passenger fares are uniform throughout the entire
Prussian State system, and are as follows: First class, 3.09 cents per
mile; second class, 2.01 cents per mile; third class, 1.29 cents per mile..
These rates are charged in each class for every mile traveled, no dis-
crimination being made in favor of a long as compared with a short
trip. The one important concession which is offered is the uniform
discount of 25 per cent in the price of return tickets as compared with
the cost of two single direct fares over the same route and distance.
Thus, if a single direct ticket between two points costs, say, $10, a
return ticket for the round trip would be sold for $15, that is, $20,
less 25 per cent of that sum. Second-class and even third-class cars
are run on most of the express trains, and it is generally conceded that
second-class accommodations in Germany are better than in any other
European country,
All passenger cars, whatever the class, are lighted with gas and
warmed in winter by steam from the locomotive. The car stove is no
longer used in Germany except upon small and unimportant local lines.
Railway freight charges are classified under three special schedules
or tariffs, numbered respectively, I, II, and III. Each kind of mer-
330
HIGHWAYS OF COMMERCE.
chandise is charged as freight according to the schedule to which it
belongs, under the decision of the German Railway Union, which issues
a list in which each kind of goods or material likely to be transported
by rail is placed in one of the three schedules above indicated. Thus,
wheat and flour are rated as first-class freight; iron plates, machinery,
etc., come in the second class, and coal, pig iron, etc., are freights of
the third class. The cost per ton for a haul of 1 kilometer is the same
in all three classes, but as the distance increases the second and third
class freights decline relatively in proportion to the length of haul, so
that while a ton of first-class freight carried 1,000 kilometers (621 miles)
costs $10.99, a ton of second class freight carried the same distance
costs $8.61 and a ton of third-class freight, $5.52. Thus, while a ton
of wheat and a ton of coal, representing, respectively, the first and
third classes of freights, would each cost 20 cents for the first kilometer,
the charges on a ton of wheat for a haul of 500 kilometers (310.7 miles)
would be $5.64, while the ton of coal would be carried the same dis-
tance for $2.92.
The canalized River Main.-As has already been stated, this is the
only water route which reaches the city of Frankfort. From Frank-
fort to Mayence, where the Main flows into the Rhine, the former river
was naturally a sluggish stream, about 200 feet in average width, and
obstructed by gentle rapids and shallow places which seriously impeded
navigation at ordinary or low stages of water. In order to surmount
this difficulty and bring Frankfort into practical connection with the
navigable Rhine, the lower Main was canalized; that is, its channel
was deepened and provided with dams and locks to permit the passage
of boats of the Rhine class at ordinary stages of water. The work was
begun in 1883, and was finished and opened in October, 1886, at a cost of
$1,309,500. There are four dams with side canals and locks at different
points along the 20 miles of river, the locks being 285 feet in length by
35 feet in width, and they secure at low water a minimum depth of 8
feet. The craft which navigate this important water route are mainly
the iron freight boats of the Rhine, which are decked barges, with one
or two short masts from which sails are spread before a favorable wind,
but which depend, when in the Main, upon being towed by small tugs.
They bring coal, grain, building materials, and other coarse freights
from the lower Rhine, and are largely used for most kinds of export
freights which go via Rotterdam and Antwerp.
Rates of transport by this route are as follows:
(1) Downstream: Frankfort to Mayence (20 miles), 6 cents per 100
kilograms (224 pounds); Frankfort to Cologne (126 miles), 12 cents;
Frankfort to Rotterdam, 14 to 15 cents per 100 kilograms.
(2) Upstream: Cologne to Mayence, 18.5 cents; Mayence to Frank-
fort, 7.5 cents; Rotterdam to Frankfort, 34 cents per 100 kilograms.
This is therefore by far the cheapest and most advantageous route.
for the shipment of heavy freights between Frankfort and the seaboard
1
331
HIGHWAYS OF COMMERCE.
Highways. The public highways throughout Germany are macadam-
ized roads, carefully graded, solidly built, and maintained at Government
expense in admirable condition. The construction of most of these
highways dates from the period preceding the introduction of railways.
Having been carefully and thoroughly built, and being now comparatively
little used for heavy hauling over long distances, they are kept in repair
at a comparatively trifling cost. They are of three classes, varying
from 22.9 to 26.47 feet in width; the slopes of embankments and excava-
tions are turfed and the roadsides are usually lined with poplar, walnut,
or fruit trees. In remote country districts, where railways have not
yet penetrated, mails and passengers are still carried by diligence,
but in this portion of Germany the railways have entirely usurped
this function, and there is no longer in this region any highway which
serves an important purpose for through travel or traffic.
FRANKFORT, February 28, 1895.
FRANK H. MASON,
Consul-General.
LUXEMBURG.
The principal railway lines of the Grand Duchy of Luxemburg are
operated and controlled by the German Government (Alsace-Lorraine
division). Prior to the conclusion of the Franco-German treaty of
May 10, 1871, these lines were controlled by the French Eastern Rail-
way Company. By the Luxemburg-German treaty of June 11, 1872,
the control of these lines was ceded to the German Government for the
term of years ending December 31, 1912. In article 2 of the treaty,
the German Government obligated itself never to use these railway
lines for the transportation of troops, weapons, materials of war, or
munitions, or otherwise to violate the neutrality of the Grand Duchy.
All the lines which center at the city of Luxemburg are under Ger-
man control.
The Prince Henri Railway is operated by a private company. Its
importance is chiefly local, and therefore it does not appear necessary
to allude further to its lines in this report.
In addition to these two important railway systems, there are in the
Grand Duchy of Luxemburg two cantonal and two secondary railway
lines.
The lines controlled by the Alsace-Lorraine State Railway Depart-
ment are:
(1) Luxemburg-Ettelbruck-Ulflingen, connecting at Ulflingen with
the Belgian road, via Spa, to Verviers, and the German road, via St.
Vith, to Aix la Chapelle.
(2) Luxemburg-Wasserbillig, connecting at Wasserbillig with the
German road, via Trier, to Coblenz.
332
HIGHWAYS OF COMMERCE.
(3) Luxemburg-Bettemburg (direct line to Metz and Strasburg).
(4) Bettemburg-Esch, connecting at Esch with the Prince Henri
road, via Petingen, to Longwy, in France (direct line from Luxemburg
to Paris, via Sedan and Rheims).
(5) Longwy Bettingen, connecting at Bettingen with the Belgian
road, via Arlon, to Brussels.
All of these lines have double tracks with exception of the first
mentioned, which has a single track, and all are in good condition,
but the rolling stock in use does not seem to be as modern as that
now used on the great through lines in Germany.
Owing to the smallness of the country, and the absence of impor-
tant cities, it is useless to discuss in this report local freight rates.
The German tariff of through freight rates applies to Luxemburg.
As, however, Antwerp is the natural seaport for the Grand Duchy of
Luxemburg, and as Luxemburg lies only 11 miles from the Belgian
frontier, the Belgian freight tariff is the one which exercises the chief
influence upon American commercial relations with the Grand Duchy
of Luxemburg. The tables hereto attached give full details in regard
to the frequency of communication on each line, distances, speed, and
passenger rates.
The William-Luxemburg Railway, operated by the German Alsace-Lorraine State Railway
Department.
From Luxemburg
Trains
daily.
Speed
to the frontier
or terminal sta-
tion at-
Slow.
Time
(slow
Ex- trains).
Dis-
tance.
press.
per
hour
(slow First Second Third | First Second Third
trains). class. class. class. class. class. class.
Passenger rates. a
Average passenger
rates per mile.
Ulflingen.
Diekirch
Wasserbillig
45
Hours.| Miles.
21-21
Miles.
Gents. Cents. | Cents.
·
Bettemburg
Esch..
Bettingen
5
-
9
6
6
2
1
42.8
11 21.5
22.8
17-19 $1.35
$0.90 $0.58
17
.671
.46 .29
22
.72
.47
.32
31
2
PROCOM
7.1
14-21
.24
.15
.11
11
13
13-17
.43
.29
.18
11
c 22
.37
.24
.15
a Rates for the faster trains are a little higher. The prices of round or return tickets (good for ten
days) are· First class-Price of one single first-class ticket plus price of one single third-class ticket.
Second class-Price of one single first-class ticket. Third class-Price of one single second-class
ticket.
b Express trains, 20 minutes.
c Express trains, 33 miles per hour.
Cantonal railways.
Passenger
Average pas-
Termini.
Num-
ber of
trains
daily.
Time.
Dis-
tance.
Speed
per
hour.
rates. a
senger rates
per mile.
Second Third Second Third
class. class. class. class.
Diekirch-Vianden b...
6
Nordingen-Martelange
3
Minutes. | Miles.
52 8.5
Hours.
13-2 18.3
Miles.
93 $0.27 $0.16
Cents. Cents.
31
2
9-101 .58
.35
a Prices of return tickets-Diekirch-Vianden: Second class, 43 cents; third class, 27 cents. Nord-
ingen-Martelange-Second class, 93 cents; third class, 58 cents.
6 Narrow-gauge road.
HIGHWAYS OF COMMERCE.
333
Termini.
Luxemburg-Remich.
Cruchten-Fels.
Secondary railways (narrow gauge).
i
Num-
ber of
trains
daily.
45
Passenger
rates. a
Average pas-
aenger rates
per mile.
Time.
Speed
Dis-
tance. per
hour.
Second Third Second
class. class.
3.class.
Third
class.
Hours.
12
Miles. | Miles.
16.9
7.5
Cents.
Cents.
91
11
.20
$0.39 $0.24
.12
21
1
24
14
a Prices of return tickets: Luxemburg-Remich-Second-class, 58 cents; third class, 39 cents.
Cruchten-Fels-Second class, 31 cents; third class, 20 cents.
Prince Henri Railway. (No express trains.)
Esch-Petingen
Petingen-Ettelbruck.
Diekirch-Grevenmacher
Kautenbach-Schimpach..
Line.
Trains
Time.
Distance.
daily.
Speed per
hour.
Hours.
Miles.
Miles.
LO TE LO B
5
10
20
4
21-3
33
11-13
5
2 -3
34
11-17
3
2-1
12
12-16
Passenger rates from the city of Luxemburg to important stations of the Prince Henri
Petingen
Bettingen
Nordingen
Wiltz
Echternach
Grevenmacher
Station.
Railway.
First Second Third
class.
class.
class.
$0.671
$0.48
$0.32
.37
.24
.15
.77
.58
.37
1.14
.80
.51
1.09
.77
.51
.77
.53
.34
The prices of round trip or return tickets (good for ten days) are: First class, price of one single
first-class ticket, plus price of one single third-class ticket; second class, price of one single first-
class ticket; third class, price of one single second-class ticket.
The total mileage of the various railway lines in the Grand Duchy
of Luxemburg is as follows:
William-Luxemburg
Prince Henri..
Cantonal lines.
Secondary lines.
Total...
116
104
27
25
272
The area of the Grand Duchy of Luxemburg is almost exactly 1,000
square miles. It has, therefore, 1 mile of railway for every 4 square
miles of area.
334
HIGHWAYS OF COMMERCE.
Passenger rates from the city of Luxemburg to important points in other countries.
To-
Single tickets. a
Round trip or return tickets.
Distance.
First Second | Third
class. class. class.
Number
of days
First Second Third
good.
class.
class. class.
Miles.
Antwerp.
168
$4.97
$3.71
4
$7.86 $5.87
$3.89
Basle...
227
8.09
5.70
$4.03
3
10.11
7.28
4.71
Berlin
486
17.22
12.81
8.97
10
25.52
18.91
13.25
Brussels.
140
4.27
3.18
4
6. 72
5.02
2.70
Cologne.
159
5.26
3.79
2.65
-
4
7.43
5.50
3.79
Frankfort
181
7.07 4.63
3.21
Liege
101
3.43
2.56
3
4.34
3. 23
2.17
Metz.
41
1.49
1.05
3
1.86
1.30
.87
Paris.
Strasburg
245
8.42
5.70 3.72
6
12.60
9.03
5.93
110 4.98
► •
3.50
3
6.33-
4.37
2.90
a Prices quoted for fast trains.
Highways. In addition to its railway network, the Grand Duchy of
Luxemburg has another system of traffic channels in its excellent
highways, which radiate from the capital town. These highways are
of the best class, well constructed, straight, about 40 feet in width, in
most cases bordered on each side by rows of trees, which are high and
well trimmed. Some of these highways are of Roman origin.
Regular lines of diligences connect the villages and towns which do
not enjoy the facilities of railway communication. Though it is, in
area, considerably smaller than the State of Rhode Island, the Grand
Duchy of Luxemburg has forty-four of these diligence lines. No other
country in the world equals Luxemburg in the completeness of its sys-
tems of inland communication and intercourse. Every village and
isolated house in the country can be conveniently and cheaply reached
from the capital town by railway or by diligence, and in each individ-
ual case the journey can be begun and finished between sunrise and
sunset.
Telegraphs and telephones.-Furthermore, the telephone and telegraph
networks are so complete that from the central post-office in the town
of Luxemburg it is possible to communicate in either way with per-
sons in any village or hamlet in the country. Many isolated houses in
remote districts are, in like manner, connected by telephone with the
capital.
LUXEMBURG, June 9, 1894.
GEORGE H. MURPHY,
Vice Commercial Agent.
HIGHWAYS OF COMMERCE.
335
SWITZERLAND.
The consular district of Switzerland to which I am accredited com-
prises the Cantons of St. Gall, Graubunden, Thurgau, and Appenzell.
The means of communication throughout these cantons consist of rail-
ways, wagon roads, and lines of steamers on Lake Constance.
RAILWAYS.
Two lines of road traverse the Cantons of St. Gall, Graubunden,
Thurgau, and Appenzell, viz, the Northeastern line and the United
Swiss line. Both are owned by private stock companies, but are
regulated by the Federal Government.
Northeastern line.-The termini and main points of the Northeastern
line,¹ together with distances in miles, are given in the following table:
Isliken (Thurgau boundary station) to Romanshorn.
Rorschach to Constance
Constance to Etzweilen.
Eminshofen to Kreuzlingen.
Sulgen to Gossau.
Total....
28.88
22.46
19.55
0.73
14.71.
86.33
The condition of the Northeastern line is perhaps best shown by the
items of the table which follows:
Cost of roadbed…….
Value of rolling stock
Value of furnitures and fixtures
Total....
-
per mile.. $66, 225. 35
do.... 11, 022.80
.do....
1, 159. 12
78, 407.27
The line carried in the year 1892 (the most recent year for which
figures have been obtainable) 8,366,047 persons. Of these, 67,358 were
first-class passengers; 1,111,462 second-class, and 7,187,227 third-class.
The total income of the road in 1892 was as follows: From passengers,
$1,664,699.97; from freight, $2,116,153.70. The total cost of administra-
tion for the same time was $555,837.49, which is equivalent to $6,438.52
per mile.
United Swiss line.—In the case of the United Swiss road,' the termini
and main points, together with distances, in miles, are given in the
following table:
Aadorf (Thurgau boundary station), Rorschach.
Rorschach-Sargans-Chur..
Sargans-Rapperswil.
Total
4.7 feet).
4.7 feet).
'Track is single and of normal width (1.435 meters
2 The line is single track and of normal width (1.435 meters
35.95
57
36.86
129.81
336
HIGHWAYS OF COMMERCE.
The condition of this line is shown by the following statement:
Cost of roadbed...
Value of rolling stock.
Value of furnitures and fixtures
- per mile.. $74, 603. 15
.do.... 12, 336. 33
..do.... 1, 647.09
The line carried in the year 1892, 4,266,994 persons, of which 29,677
were first-class passengers; 497,551 second-class, and 3,739,766 third-
class. The total income of the road in 1892 was: From passengers,
$714,287.60; from freight, $844,841.87. The total cost of administra-
tion for the same time was $243,865.34, which is equivalent to $1,875.80
per mile.
Speed and accommodation. The maximum speed attained on both
lines-the Northeastern and the United Swiss roads-is 60 to 75 kilo-
meters (373 to 46 miles) per hour. The cars are plain, but comfortable,
and divided into two compartments, a large one for smokers and a
small one for nonsmokers. Not all coaches are provided with first-
class compartments. The entrances to coaches are by platforms at the
ends, as in the United States. The seats are broad and low, upholstered
in cloth, and the aisles narrow. The windows are raised and lowered
by leather straps. In winter heat is supplied by steam pipes, and a
lever for regulating the heat is a feature of each coach. Water-closets,
as a rule, are found only in the baggage car.
Class.
Passenger rates per mile.
Northeastern line.
United Swiss line.
Single
fare.
Round
trip.
Single
fare.
Round
trip.
Cents.
Cents.
Cents.
Cents.
3.06
2. 14
3.06
2.57
2. 14
1.61
1.61
2. 14
1.85
1.20
1.61
First..
Second..
Third
1.29
Freight rates.-The charges for express freight, so called, are the
same on both the Northeastern and United Swiss roads, namely, 70
cents for 1,000 kilos (2,204 pounds), and an additional charge of 63
cents per 1,000 kilos for shipping expenses. The charges for common
freight are also the same on both the above-named roads, namely, 39
cents per 1,000 kilos, and an additional charge of 34 cents per 1,000
kilos for shipping expenses.
The charges for freight per carload by the Northeastern road are $2.42
per 5,000 kilos (11,023 pounds), and for amounts greater than 5,000
kilos, $2.12 per 5,000 kilos.
In the case of the United Swiss road, the charges for freight by the
car load are $2.60 per 5,000 kilos (11,023 pounds), and for greater
amounts than 5,000 kilos, $2.42 per 5,000 kilos. To the above charges
there is an addition for shipping expenses of 29 cents per 1,000 kilos.
Rates for long and short hauls in Switzerland are alike.
Neither the Northeastern nor the United Swiss road is characterized
by any structures or engineering feats of a noteworthy character.
The difficulties overcome were not formidable.
HIGHWAYS OF COMMERCE.
337
i
HIGHWAYS.
As constituting the most important of the ordinary highways in this
consular district, the post-roads are mentioned. These roads are from
15 to 20 feet in width and are of excellent construction. Their founda-
tion consists of round stones, and their surfaces are made hard and
smooth with gravel.
In the case of a limited number of post-roads in Switzerland, the
Federal Government exercises control and gives a subsidy towards
their maintenance.
The following table gives the post-routes in the four Cantons:
Appenzell
Graubunden..
St. Gall..
Thurgau.
Total....
Canton.
Expenses for Receipts from
passengers
and luggage.
passengers
and luggage.
Post-
Number of
roads. passengers.
Miles.
365
13, 057
$8, 012. 37
4551
104, 874
220, 911. 03
119
60, 666
34, 498. 43
14, 336. 38
671
16, 796
9, 270.80
2, 781. 13
6781
195, 393
272, 693.63
139, 167. 67
$2,422. 38
119, 627.78
Passenger rates by post conveyance are 3.2 to 4.9 cents per mile for
inside accommodation, and 4.7 to 6.44 cents per mile for coupé or ban-
quette. Return tickets, good for three days, are sold at a discount of
10 per cent. Alpine routes command higher prices, i. e., 8 cents for
inside accommodation and 9.7 cents for coupé or banquette. Each
passenger may take with him 30 pounds of luggage free of charge.
LAKE NAVIGATION.
Steamboat lines on Lake Constance.-These lines belong to the North-
eastern Railway Company, which has an office of control at Romans-
horn. The courses run by the steamers and the distances between the
stopping points are:
From-
To-
Miles.
From-
To-
Milos.
Romanshorn………
Arbon...
Arbon..
Rorschach
Rorschach
Lindau.
33
10%
Lindan
Romanshorn.
Bregenz.
Lindau.
1.4
LO
5
-૩૫ ૩
Romanshorn.
Romanshorn..
Total
Bregenz.
Friedrichshafen.
17/
73
611
Steamers running on the lake.
Helvetia
Zürich
·
Bodan.
Name.
Boilers.
Horse-
power.
222
500
350
Säntis..
Thurgau
250 St. Gallen.
Horse-
Name.
Boilers.
power.
221
2
400
2
350
200
miles per hour.
In the year 1893
The average speed of the steamers is about 12
The vessels themselves are well built and fitted out.
they carried 114,423 passengers, 281 tons of baggage, 6,647 head of
533A——22
338
HIGHWAYS OF COMMERCE.
live stock, and 150,874 tons of freight. The average expenses for the
year 1893 were 3,533 francs per kilometer ($1,087.51 per mile). Trans-
portation rates per mile on these steamers are:
Passengers.-Single fare, first and second class, 3.4 cents and 2.08
cents; round trip, 4.9 cents and 3.2 cents. Baggage, 2.4 cents per 220
pounds.
Live stock.—Horses and mules, 8 cents per head; oxen and cows, 6.44
cents; heifers, asses, and colts, 3.4 cents; hogs, 2.08 cents; calves,
sheep, and goats, 1.2; dogs, accompanying owners, one-half cent.
Freight rates. The freight rates are: Express freight from Romans-
horn-Bregenz, 18 cents per 220 pounds. The charges are the same
between any other points on the lake. Common freight, by quantity
or car load, is carried for 3 to 9 cents, according to class and distance,
per 100 kilos (220 pounds).
ST. GALL, November 18, 1894.
IRVING B. RICHMAN,
Consul-General.
AUSTRIA-HUNGARY.
AUSTRIA.
The principal railroad lines of Austria lead to Vienna. They are all
included in this report except the Nord West Bahn, which has been
reported upon by the consul at Prague, and the lines to Budapest,
which cross the Hungarian frontier a short distance from Vienna.
The only important ocean lines of this country are the Austrian
Lloyds and the Hungarian Company (Adria).
The Danube Steamship Company has so many special tariffs, depend-
ing on the amount of freight and various other special conditions, that
no clear idea thereof could be conveyed, without tables too numerous
and complicated for this report.
The railroads, steamship companies, and highways of Austria are
under the control or closely supervised by the Government. Although
the tendency in Austria is to be somewhat conservative, as regards.
the adoption of new ideas, the public ways of communication are, on
the whole, ably and economically managed. Travel is not as rapid as
in the United States, but on the other hand there are fewer accidents.
The Government is held more or less responsible by public opinion for
the accidents that occur, and as labor is very cheap it is not surpris-
ing that the railroads are carefully built and closely watched. Where
the more frequented highways are crossed by railroads, the tracks are,
as a rule, either above or below the level of the road.
NAVIGABLE RIVERS AND CANALS.
The Danube, with its tributaries and canals, is the only important
means of communication by river in Austria and Hungary. Its traffic
HIGHWAYS OF COMMERCE.
339
is controlled by the K. k. Privat-Donau-Dampfschiffahrt-Gesellschaft,
a private company receiving a subvention from the Imperial Govern-
ment of $100,000 yearly. Its vessels ply from Regensberg, Bavaria,
the head of navigation on the Danube, to Sulina, on the Black Sea,
on the various arms into which the river divides before emptying into
the sea; and on the Vienna, Danube, Bjelina, Georges, Borca, and Gura-
Balja canals, a total distance of 2,775 kilometers (1,417 miles); also,
on the River Drau from the town of Barcs to its mouth, a distance of
151 kilometers (94 miles); on the Theiss, from the town of Csega to its
mouth, a distance of 489 kilometers (285 miles); on the Franz-Joseph
Canal, a distance of 187 kilometers (116 miles); on the Bega Canal, 115
kilometers (71 miles); on the Save from Goldova to its mouth, and on
the tributaries of the Save, together a distance of 686 kilometers
(426 miles); on the Black Sea from Sulina to Odessa, and from Sulina
to Batoum. The total distance traversed by the various lines of this
company is 5,637 kilometers (3,563 miles).
The most important stations on the Danube are Regensburg, Passau,
Linz, Vienna, Pressburg, Budapest, Belgrade, and Orsova.
At the commencement of the year 1893 the company owned 156 side.
wheel steamers of 15,131 horsepower, 25 propellers of 872 horsepower,
and 766 iron boats with a tonnage of 2,805,624.
There is daily communication between Vienna and Passau, a steamer
leaving each city every morning.
There is also a daily boat between Vienna and Orsova and Orsova
and Vienna, and between Vienna and Pressburg. These vessels,
which carry passengers, stop at all the small stations on the route.
Besides the regular passenger steamers, there are numerous freight
steamers running irregularly.
The fare, first class, from Vienna to Passau is $1.60, and downstream
from Passau to Vienna $2.68. The fares to the most important places
between Vienna and Orsova are:
Ports.
Vienna to Pressburg.
Pressburg to Budapest..
Budapest to Belgrade.
Up. Down.
Ports.
Up.
Down.
$0.72
$1.80
1.48
3.70
Belgrade to Orsova.
Vienna to Orsova..
$1.84 $4.60
6.28 15.70
2. 24
5.60
In the year 1892 the total receipts of the company were $4,157,946,
and its net profits were $240,530.
The Elbe is only navigable for a short distance in Austria, but is of
importance to American merchants, as one of the cheapest ways to
send freight to Austria is to ship to Hamburg and then send the goods
by the Elbe to Bohemia.
RAILWAYS.
The K. k. Südbahn-Gesellschaft.-The Südbahn Railway is controlled
by a private company which received its first concession from the
Government in the year 1858. The whole line is to be bought partly
340
HIGHWAYS OF COMMERCE.
by the Austrian and partly by the Hungarian Government in the year
1895. The business done during the seven preceding years is to regu-
late the price of the railroad. It is for this reason that separate
accounts have been kept for the part of the line running through Aus-
tria and the part running through Hungary.
The principal line belonging to this company runs southward from
Vienna through Graz, Marburg, and Laibach to Trieste, with an exten-
sion from Trieste to Fiume.
The distance from Vienna to Graz is 228 kilometers (143 miles); from
Graz to Marburg, 65 kilometers (40 miles); from Marburg to Laibach,
155 kilometers (96 miles); from Laibach to Trieste, 146 kilometers (91
miles), and from Vienna to Trieste, 594 kilometers (369 miles).
The condition of the line is the same as that of other Austrian lines.
It is well and solidly built, and kept in excellent order. The cross-ties
are of pine wood and are embedded in stone ballast. In the way of
rolling stock, there were 665 locomotives, 622 tenders, 14 water wag
ons, 1,470 passenger cars, and 1,229 freight cars at the commencement
of the year 1893. With a total net of 2,178 kilometers belonging to
the company and 375 kilometers of rented lines, the receipts were
$16,464,566; the expenditures, $8,908,642; making a net profit of
$7,556,924.
The Südbahn is a double-track line the entire distance between
Vienna and Trieste. This route is through a mountainous country,
and the grades are often steep, especially at the Semmering Pass.
Two through express and two through accommodation trains leave
Vienna for Trieste and Trieste for Vienna daily.
The passenger rates are in accordance with distance. The fare from
Vienna to Trieste is, first class, 24.15 florins, or $9.66; Vienna to Graz,
$4.12; Graz to Marburg, $1.24; Marburg to Laibach, $2.38; Laibach
to Trieste, $1.62.
The K.k. Ferdinand-Nordbahn line.-The Nordbahn Railroad, which
belongs to a private company, has a concession from 1886 to 1940, but
is to be bought by the Government after the 1st of January, 1904. The
main line is between Vienna and Cracow; it passes through no cities
of any size, but connects with the Russian railroads on the frontier.
The length of the line from Vienna to Cracow is 413 kilometers
(256.6 miles). It has double tracks and is in good condition. As the
country through which it runs is, for the greater part, flat, there have
been no engineering difficulties of importance to contend with in con-
structing the track.
Three express and two accommodation trains leave Vienna daily for
Cracow, and two express and three accommodation trains make the
return trip. The price, first class, from Vienna to Cracow is $5.40.
In the year 1892 the company of the Nordbahn had under its con-
trol 1,321 kilometers (820.8 miles) of tracks, spent $6,849,721, earned
$12,223,475, and made a net profit of $5,374,754.
HIGHWAYS OF COMMERCE.
341
Oesterreichische Ungarische Staats-Eisenbahn-Gesellschaft.-The main
line of this railroad is between Vienna and Bodenbach, and passes
through Brunn and Prague. It connects with the German line run-
ning to Dresden. The Staats-Eisenbahn-Gesellschaft belongs to a pri-
vate company and the Hungarian Government, the company owning
such parts of the line as are in Austrian territory. The Austrian Gov-
ernment will be able to buy such parts of this railway system as belong
to the company after the 1st of January, 1895.
The main line from Vienna to Bodenbach is 540 kilometers (335.6
miles); i. e., from Vienna to Brunn, 156 kilometers (97 miles); from
Brunn to Prague, 254 kilometers (158 miles), and from Prague to Boden-
bach, 130 kilometers (81 miles).
The line has a single track from Vienna to Brunn and a double track
from Brunn to Bodenbach.
There are one express and two accommodation trains daily from
Vienna to Bodenbach, and two express trains that go from Vienna to
Brunn, on the Ferdinand-Nord-Bahn, and then by the double-track
line of the Eisenbahn-Gesellschaft to Bodenbach. From Bodenbach
to Vienna there is one express tráin less than in the opposite direction.
The fare from Vienna to Bodenbach, first class, is $6.12; from Vienna
to Brunn, $1.80; from Brunn to Prague, $2.40; from Prague to
Bodenbach, $1.92. With a net total of 1,365 kilometers (838 miles)
the Oesterreichische-Ungarische Staats-Eisenbahn-Gesellschaft earned
$9,362,046 and spent $3,930,563, making net profit of $5,431,483.
K. k. Oesterreichische Staatsbahnen.—-The Austrian State line from
Vienna to Salzburg was built by a private company with a government
guaranty, and was known as the Kaiserin-Elisabeth or Westbahn. In
1880 it and all the lines belonging to the Westbahn-Gesellschaft were
purchased by the Austrian Government.
Its termini are Vienna and Salzburg, while the one place of impor-
tance through which it passes is Linz.
The total length of the line is 314 kilometers (195 miles), viz: From
Vienna to Linz, 189 kilometers (117 miles), and from Linz to Salzburg,
125 kilometers (78 miles).
From Vienna to Wels, a distance of 213 kilometers (132 miles), there
is a double track, but through the mountainous country between Wels
and Salzburg there is only a single track. It is between Wels and
Salzburg that the greatest difficulties in constructing the line were
encountered, the Aralberg tunuel, in particular, being a masterpiece of
engineering.
There are one accommodation and two express trains from Vienna to
Salzburg, and one express train passing through Salzburg on the way
from Vienna to Zurich. From Salzburg to Vienna there are two daily
express and three accommodations trains besides the through trains
from Vienna to Zurich.
342
HIGHWAYS OF COMMERCE.
With the exception of a few small lines the fares on all the Govern-
ment railroads are regulated by distance, the fare being about 18 cents
for every 10 kilometers (6.2 miles) or fraction thereof on an express
train, first class, and about 12 cents, first class, on an accommodation
train. On most of the Austrian railroads the second-class fare is two-
thirds of the first, and the third class a fraction higher than one-third
of the first class.
Freight classification in force on the most important Austrian railroads.
Südbahn, Nordbahn,
and Staats- Eisen-
bahn-Gesellschaft.
K. k. Oesterr. Staatsbahnen.¹
Articles.
Under
kilo-
grams.
5,000 10.000
5,000 kilo- kilo-
grams. grams.
Under
5,000
kilo-
grams.
5,000 kilo-
grams.
10,000 kilo-
grams.
Waste of sheep wool...
II.
II.
Cotton:
Raw and waste..
II:
Common
II.
A.
Lead...
II.
Brandy, rum, cognac…
II.
·
Cut metal..
II.
Steam boiler up to 6.3 meters
II.
A.
Wire
II.
II.
Iron and steel.
II.
A.
Iron and steel ware….
II.
A.
Iron and steel, raw .
II.
A.
Ore.
Mineral colors in bags….
Dyeing wood, all sorts of.
Skins, raw, salted, and dried..
Tallow, etc
Flax.
II.
A.
Π.
A.
II.
A.
II.
II.
II.
Yarn:
Single
II.
Two or more twisted together.. II.
Tanning materials.
II.
Corn and pulse....
Skins, raw and salted
Wood:
Logs, boards...
Stem staves..
Leather, etc……….
Linen goods
Locomobiles
Machines, agricultural ….
Metal..
Furniture, bent wood…….
Oils, etc., in barrels.
Oil, mineral….
Plows
Bags:
Used
New.
Ropemakers' goods.
Tobacco, raw
Sugar, all sorts of……
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A. T., IVb.
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B.
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A. T., IV. B.
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¹ Special tariff of the Imperial Royal Staatsbahn, in kreutzers per 100
kilograms (220.46 pounds) per kilometer (0.621376 mile).
Distances.
From 1 to 50 kilometers.
From 51 to 150 kilometers..
From 151 to 300 kilometers.
Over 300 kilometers..
2 Special tariff.
IVα.
IVb.
IVC.
5,000 kilos. 10,000 kilos. 10,000 kilos.
Kreutzers.
Kreutzers. | Kreutzers.
0.45
0.40
.0.33
.40
.35
.26
.35
.30
.22
.26
.23
.18
HIGHWAYS OF COMMERCE.
343
Rates for fast and ordinary freights on the Austrian railroads.
[In kreutzers (a) per 100 kilograms (220.40 pounds).]
From or to Vienna
Imperial Royal
Kilometers.
Fast freight.
Ordi- Re-
nary.duced
Slow freight.
Class.
Car-lading class.
I II A
B
C
Special tariff.
12 3
Southern Rail-
road, Vienna to
Trieste:
Kreut. Kreut. Kreut. Kreut. Kreut. Kreut. Kreut. Kreut. Kreut.
Krt. | Krt.
Gratz...
224
248
233
208.5 | 139
106.5 89
53
43.5
66
59
40
Marburg
290 318
289
271.5 181
136
110
65. 5
52
83 -
74.5 47
Laibach
Trieste
Imperial Royal
Emperor Ferdi-
nand Northern
Railroad, Vienna
445 | 468
584 608
351
406.5 271
196
147.5
92.5
70
119
103
62
407
532.5
355
252
178
118
86.5
152.5 119.5 | 76
to Cracow :
Preran.
184 | 304.4
112.6
168.8
112.0❘ 96
68. 6
53.8
34.6
47.8
35.6 31.1
Mahr.-Ostrau..268 | 438.8
162. 1
243.2
162. 1
138
95.8
74.3
43.3
64. 6
44
38.4
Oderberg
276451.6
166.8
250.2
166.8
142
98.3
76.2
44. 1
66.2
44.8
39.1
Cracow
413 620
247.7
371.5
247.7
187.9
134.6 104.1
57.8
91.1
60.3
50
Imperial Royal
Austrian State
•
Railroad, Vienna
to Salzburg:
St. Polten...
61 86
43
43
36
27
Amstetten.....125
156
78
78
64
44
Steyr
185 224
112
112
90
60
Linz.
189 224
112
112
90
60
Wels
213 256
128
128
102
67
Salzburg..
314 368 184
184
143
91
234485
20
17
33
26
33
47
33
47
50
37
67
47
294402
21
17
35
26
33
33
53
37
72
47
41
422224
15
23
29
29
32
Austro-Hungarian
State Railroad,
Vienna to Boden-
bach:
Brunn
240.4
Zwittan
396.9
•
Bohm. Trubau.
430 6
89 131.9
153.7 196.6 138.9
166.4 209.7 149.4
89
68
55
43.4
29.8
39.7
32
29.1
102.3
88.6
74.5
51.2
69
53.9
36.5
108.9
93
79.6
51.2
72.2 53.9
38: 1
Chozen
480. 1
188.1
230.2 164.9
119.1
99.5
88
51.5
77.2❘ 53.9
40.6
Pardubitz...
Kolin
547
210
240
180
133
108
92
51.5
80
53.9 43.9
570
210
240
180
141
110
92
51.5
80
53.9
47.3
Prague
Kralup
Aussig
Bodenbach.
570
210.5 294
200
158.2
122
94
53.3 83
55.9
52.3
623.5
232.6 299
216
169.3 126
97.7
55.8 86
58. 2
54.5
761
783
290
339
226
198
142
115
65.7
97.1
68
60.9
304 343
240
200
145
119
69.4
101
72.4
62.7
a The vice-consul-general values the florin at 40 cents; 100 kreutzers, therefore, equal 40 cents Ameri-
can, 1 kreutzer equals two-fifths of a cent.
HIGHWAYS.
The imperial highways were built before railroads were in use, and
are splendid examples of how to build good roads. They are also very
well kept. They run from Vienna to every city in Austria, the other
cities being connected by roads maintained by the counties or towns
through which they pass. The imperial highways, which are macad-
amized, are maintained by the Imperial Government and have a width
of 10 meters (32.8 feet).
VIENNA, July 7, 1894.
DEAN B. MASON,
Vice-Consul-General.
344
HIGHWAYS OF COMMERCE.
BOHEMIA.
RAILWAYS.
The railways of Bohemia are controlled either by the State, called
"Staatsbahnen" (State railways), or by private corporations or stock
companies, and called "Privatbahnen" (private railways).
State railways.-The main State railway is the K. k. Oesterreichi-
sche Staatsbahn (Imperial Royal Austrian State Railway). It starts
from Vienna, Austria, and runs to Prague, Bohemia. The length of
this road is 350 kilometers (217 miles); touching Gmuend, a distance of
164 kilometers (102 miles); Tabor, 82 kilometers (51 miles); Beneshow,
53 kilometers (33 miles), and Prague, 51 kilometers (32 miles). Over
this route are running one limited and four express trains daily, each
way. Another line runs from Gmuend to Eger, touching Budweis, a
distance of 50 kilometers (31 miles); Pilsen, 135 kilometers (94 miles);
Marienbad, 76 kilometers (47 miles), and Eger, 30 kilometers (18.6
miles). The length of this line is 283 kilometers (175.8 miles). At
Eger it connects with a Bavarian railway which leads to Mannheim,
Paris, etc. Two limited and three express trains run daily each way
over this line.
Private railways.-The main private railways are:
The Boehmische Westbahn (Bohemian Western Railroad) runs from
Prague to Brod, in Bavaria, a distance of 191 kilometers (118.5 miles),
viz: Beraun, 39 kilometers (24.2 miles); Pilsen, 71 kilometers (44.1
miles); Taus, 59 kilometers (36.6 miles), and Brod, 22 kilometers (13.6
miles). This company runs one limited and three express trains daily,
going and coming. At Brod it connects with a Bavarian railway that
runs to Munich, etc.
The Buschtehrader Bahn (Buschtehrad Railway) starts from Prague
and runs to Eger, a distance of 241 kilometers (149.7 miles), viz: Kladno,
32 kilometers (19.9 miles); Saaz, 74 kilometers (45.9 miles); Komotau,
23 kilometers (14.3 miles); Carlsbad, 60 kilometers (37.3 miles), and
Eger, 52 kilometers (32.3 miles). At Eger (the terminus) it connects
with German railways that run to Frankfort, and to the seaports of
Rotterdam and Amsterdam. Two limited and two express trains run
daily each way.
The Oesterreichische Nordwestbahn (Austrian Northwestern Rail-
road) runs from Tglau to Tetschen, a distance of 259 kilometers (160.9
miles), viz: Tglau to Caslau, 80 kilometers (49.7 miles); Caslau to Kolin,
20 kilometers (12.4 miles); Kolin to Nimburg, 24 kilometers (14.9 miles);
Nimburg to Leitmeritz, 84 kilometers (52.2 miles), and Leitmeritz to
Tetschen, 51 kilometers (30.7 miles). At Tetschen it connects with
Saxon railways, which run to Dresden, Leipzig, Berlin, and the sea-
ports of Hamburg and Bremen. Two limited and four express trains
run daily both ways.
HIGHWAYS OF COMMERCE.
345
The Oesterreich-Ungarische Staatseisenbahn (Austro-Hungarian
State Railroad) runs from Boehmische Truebau to Bodenbach, a distance
of 294 kilometers (182.7 miles), viz: From Boehmische Truebau to Par-
dubic, 59 kilometers (36.6 miles); Pardubic to Kolin, 43 kilometers (26.8
miles); Kolin to Prague, 62 kilometers (38.5 miles); Prague to Ausig,
107 kilometers (66.5 miles); Ausig to Bodenbach, 23 kilometers (14.3
miles). At Bodenbach it connects with German railways, which run
to Dresden, Berlin, Hamburg, and Bremen. Three limited and four
express trains run both ways over this line daily.
The Boehmische Nordbahn (Bohemian Northern) starts from Prague
and runs to Rumburg, a distance of 190 kilometers (118 miles), viz:
Prague to Yung Bunzlau, 88 kilometers (54.7 miles); Yung Bunzlau to
Boehmische Lipa, 58 kilometers (36 miles); Boehmische Lipa to Rum-
burg, 44 kilometers (27.3 miles). At Rumburg it connects with a Ger-
man railway which runs to Berlin, etc. One limited and two express
trains run daily on this road.
CONDITION OF THE RAILROADS.
All the railroads have single tracks, except the Austro-Hungarian
State Railroad, which has a double track. The condition of the rail-
roads in this country is exceptionally good. The tracks are laid with
heavy steel rails, on oaken or pine cross-ties, imbedded in stone ballast.
Bridges are of stone or steel. The tracks are kept in a clean and
sound condition. Every railway company has watchmen distributed
along its line, 1 kilometer (0.621347 mile) apart. Each watchman is
supplied with a comfortable brick cottage, which is built beside the
track, where he resides with his family. His duty is to take care of
his section of roadway and keep it in good order. No grass is allowed
to grow on the road, nor is any person, except railroad officials, allowed
to walk on the track, unless a special permit has been obtained from a
proper officer; consequently one does not hear of persons being run.
over by locomotives, unless it be a case of intentional suicide. Each
watchman is obliged to walk over his division every time before a
passenger train passes over, and to examine the rails carefully. No
obstacles worthy of special mention, in grades, bridges, etc., had to be
overcome in the construction of railroads in Bohemia.
PASSENGER RATES.
The passenger traffic is regulated here by the zone system (Zonen-
tariff), which divides travel into several classes, called zones. For one
or more of these zones tickets are issued that entitle a passenger to
travel from the starting place either to the end of the zone or to any
point within that zone. The fast and express trains carry cars of three
classes. The accommodation trains carry two classes, second and
third. Each passenger car is divided into compartments. The cars of
the first class are divided into three compartments, each compartment
346
HIGHWAYS OF COMMERCE.
for six persons. The seats are upholstered and covered with plush.
Cars of the second class are divided into four compartments, each com-
partment for eight persons; the seats are upholstered and covered
with leather. Cars of the third class are divided into five compart-
ments, each compartment for ten persons. The cars have plain wooden
seats.
The following table shows the division into zones and the fares:
Fast trains.
2.
123
4
5..
6
7
8...
9...
10..
11
12
13..
14.
Express trains.
Number of zone.
Kilometers.
First Second Third First Second Third
class. class. class. class. class. class.
Florins. Florins. Florins. Florins. Florins. Florins.
1 to 10
0.30
0.20
0.10
0.45 0.30
0.15
11
20
•
21
30
60
.90
.40
.20
.90
.60
.30
60
.30
1.35
•
.90
.45
31
10
1.20
.80
.40
1.80
1.20
.60
41
50
1.50
1.00
.50
2.25
1.50
.75
51 65
1.95
1.30
.65
2.93
1.95
.98
66 80
2.40
1.60
.80
3.60
2.40
1.20
81 100
3.00
2.00
1.00
4.50
3.00
1.50
101 125
3.75
2.50
1.25
5.63
3.75
1.88
126 150
4.50
3.00
1.50
6.75
4.50
2.25
151 175
5.25 3.50
1.75
7.88
5.25
2.63
· 176 200
6.00 4.00
2.00
9.00
6.00
3.00
201 250
251 300
7.50
5.00
2.50
11.25
7.50
3.75
9.00
6.00 3.00 13.50
9.00
4.50
NOTE.-The vice-consul-general estimates the value of the florin at 40 cents.
The average rate per kilometer (0.621376 mile) on express trains is
32 kreutzers¹ in first class, 22 kreutzers in second class, and 14 kreut-
zers in third class; and on fast trains, 5.35 kreutzers in first class, 3½
kreutzers in second class, and 12 kreutzers in third class. Children
from 2 to 10 years old pay half price. No allowance is made for lug-
gage except what a person can take comfortably into the compartment.
FREIGHT RATES.
Freight rates on short hauls are charged on the same basis as the
through traffic rates. For instance, over the Austro-Hungarian State
Railway, from Boehmische-Truebau to Bodenbach, a distance of 294
kilometers (182.7 miles), the through rates are 15 florins ($6) per ton of
first-class goods, such as wool, cotton, etc; for second class, such as
hides, woodenware, etc, 11.40 florins ($4.56), and for third-class goods,
such as grain, 8.18 florins ($3.27); for wood, 6 florins 39 kreutzers
($2.56); for stone, 6 florins 10 kreutzers ($2.44).
To find the charge for a ton of first-class freight shipped to some
intermediate point, say from Boemische-Truebau to Pardubic, 59 kilo-
meters (36.7 miles), we have only to apply the ratio of 15 florins ($6)
for 294 kilometers (182 miles), the through rate, to the 59 kilometers to
reach the charge for a ton of first-class freight for the latter distance,
viz, 2.95 florins ($1.18).
'Kreutzer equals two-fifths of a cent.
HIGHWAYS OF COMMERCE.
347
MACADAMIZED HIGHWAYS.
These roads are of three kinds, imperial, county, and town or local
highways. The imperial roads are supervised and kept at the expense
of the Empire. They run continuously through one State into another,
and always lead to the imperial capital, Vienna. The county roads are
built and kept up by the county governments. Bohemia is well sup-
plied with such roads, which lead in every direction. According to the
statistics there are at present 4,293 kilometers (2,668 miles) of imperial
roads; 17,852 kilometers (11,093 miles) of county roads, and 4,878 kilo-
meters (3,031 miles) of town roads; total, 27,023 kilometers (16,792
miles), of macadamized highways in Bohemia. The width of the
imperial and county roads is 10 meters (32.87 feet); of the town roads,
9 meters (27.86 feet). They are kept in a very good condition. Perma-
nent roadmasters are employed. The law prescribes that to each
roadmaster not less that 2,800 yards of the road shall be assigned, and
that he shall be on the road every day in the year and take care of his
section. Each government supplies the roadmasters, usually in the
fall, with broken stone or gravel, which is distributed in small heaps
about 50 feet apart alongside the road, for repairs.
NAVIGABLE RIVERS.
There are two navigable rivers in Bohemia, the Elbe and the Moldau.
The Elbe flows in a northwesterly course through Bohemia into Saxony;
thence to the seaport of Hamburg, emptying into the North Sea. Only
small steamers ply on the Elbe in Bohemia, commencing at Melnik.
These are mainly employed in towing canal boats, loaded with freight.
The River Moldau flows from the southern part of Bohemia directly
north, passing through the city of Prague, and emptying into the River
Elbe, at Melnik. On this river only rafts and canal boats are used.
Navigation on the River Moldau, from Budweis to Melnik, is 220 kilo-
meters (136.7 miles), and that of the river Elbe, from Melnik to Ham-
burg, is 610 kilometers (379 miles). Canal boats on the Moldau carry,
on an average, 200 tons, and on the Elbe, from 400 to 600 tons.
The freight charges from Prague to Hamburg per ton of sugar are 8
marks ($1.904); on grain, including insurance, 8 marks; on carpet wool,
including insurance, 19 marks ($4.52). Rates are made according to the
kind of goods.
PRAGUE, June 9, 1894.
JOHN KAREL,
Consul.
348
HIGHWAYS OF COMMERCE.
HUNGARY.
RAILWAYS.
The most important railway lines in Hungary, in connection with
international traffic, are: (1) The Royal Hungarian State railways (Die
königl. ungar. Staats-Eisenbanen); (2) The Imperial and Royal Incor-
porated Southern Railway (Die k. u. k. priv. Südbahn); and (3) The
Imperial and Royal Incorporated Kaschau-Oderberg Railway (Die
k. u. k. priv. Kaschau-Oderberg-Bahn). The first of these is owned
and managed by the State; the two latter are private corporations.
The Royal Hungarian State Railways, besides attending largely to
the local traffic, both passenger and freight, are auxiliary to the inter-
national traffic between Hungary and France, Switzerland, southern
Germany, western Germany, eastern Germany (partly), Belgium, Hol-
land, the northern seaports, the East, mainly the Balkan States, and,
finally, the international traffic by the seaports of Fiume and Triest.
The Hungarian railway stations connecting with the traffic from
abroad are Gyanafalva (Fehring) for the south; Bruck and Marchegg
for the southwest and partly the north; Ruttka and Csacza for the
north and northeast and Fiume for the Adriatic traffic. The terminal
stations of departure for the East (Balkan States) are Predial, Ver-
cicrova and Zimony (Semlin). Mention should also be made of the
traffic to and from Russia by the transit stations Beskid and Vidrany,
and further in connection with the Bosnian traffic as far as the Adri-
atic seaport of Metkovitz, of the transit station Brod, respectively
Bosua-Brod.
The main lines and more important intermediate stations are Mar-
chegg-Predial, with the terminal station Marchegg on the Austrian
frontier; the intermediate stations, Pozsony (Pressburg), Budapest,
Czegled, Nagy-Varad (Gross-Wardein), Brasso (Kronstadt), and the
transit station, Predial; for the traffic by Orsova (Vercierova), the
stations, Pozsony (Pressburg), Szeged (Szegedin), Temesvar, Orsova;
for the traffic in the direction of Servia, Bulgaria, etc., the station
Bruck-Marchegg, on the Austrian frontier, and the intermediate sta
tions, Gyor (Raab), Szabadka (Maria-Tereziopel), Ujvidek (Neusatz),
Zimony (Semlin); for the Adriatic traffic, Fiume, Agram, Dombovar,
and Budapest. The traffic in the opposite direction passes through
the same stations. As to the Russian traffic, it is effected partly by
land and partly by sea through the Adriatic seaport of Fiume.
The distances between the terminal stations of the main lines are as
follows:
Budapest-Predial.
Terminals.
Marchegg-Budapest, Budapest-Orsova.
Bruck (on the Leithe River)-Budapest, Budapest-Semlin
Budapest-Fiume...
Uj-Dombovar-B. Brod ..
Budapest-Beskid
Budapest-Vidrany.
Distance.
Kilometers. Miles.
761
472.88
729
453
568
358.95
604
375.54
274
190.26
444
276.90
406
251.08
HIGHWAYS OF COMMERCE.
349
The Imperial and Royal Incorporated Southern Railway, as well as
the Imperial and Royal Kaschau-Oderberg Railway, runs in both Aus-
tria and Hungary, the headquarters of the former being in Vienna,
with a managing directory in Budapest, and the headquarters of the
latter in Budapest, and managed from there. The management of both
of these railways is subject to the supervision of the Hungarian as
well as of the Austrian authorities.
The Southern Railway international traffic is conducted as follows:
Budapest, from which the Italian traffic is effected, via Kanizsa Cor-
mons, Kanizsa-Pontaffel, and Ala (Peri); the Swiss traffic, via Kanizsa-
frauzensfesta-Innsbruck, and in part, Kanizsa, Oedenburg, and Vienna;
the Adriatic traffic, via Kanizsa, Steinbruck, and Trieste. The lengths
of these lines operated in Hungary are:
Budapest..
Kanizsa.
Kanizsa...
Zagrab (Agram)
From-
To-
Distance.
Kilometers.
Miles.
Kanizsa
Pragerhof..
Becsujhely (Wiener Neustadt)
Steinbruck
221
137.33
109
67.73
•114
70.84
76
47.23
The Imperial and Royal Kaschau-Oderberg Railway is important,
mainly, as a transit railway for international traffic. It connects at
Oderberg with the Prussian state railways and the Kaiser-Ferdinand's
Northern Railway (Nordbahn), and crosses over into Hungary at Csacza,
where it effects a junction with the Russian, east German, and Galician
traffic.
Ruttka is a branch station for the traffic to Hungary, Roumania, and
Servia. From Ruttka it runs as far as Abos, and a branch line runs
from Abos to Orlo, on the Galician frontier.
The terminal station of the main line of the Kaschau-Oderberg rail-
way is Kaschau, from which point the Hungarian railways operate
various lines to the southeast and northeast. The Kaschau-Oderberg
railway is also of importance for tourists. Its route passes through
the most beautiful scenery of the Carpathian Mountains, and is dotted
all along the line with charmingly situated and much frequented water-
ing places, which are every year the rendezvous for thousands of people
in search of either health or pleasure. These resorts are Csorba, Luc-
sivna, Poprad-Felka, Tatva-Fured, Iglo, Lublo, and Bartfeld, which is
reached by a branch railway from Abos. The length of these lines is:
Kaschau-Oderberg, 351 kilometers (218 miles); Abos-Orlo, 87 kilometers
(54 miles); Kaschau-Abos, 15 kilometers (9.3 miles).
The foregoing lines are first class. The rolling stock, roadbed, etc.,
are in fair condition, and collisions and accidents are of rare occurrence.
There are double tracks on the lines of the Royal Hungarian State
railways from Marchegg as far as Czegled, Budapest, Hatvan, and
350
HIGHWAYS OF COMMERCE.
Lawoczne. The remaining lines of the State railways, as well as of the
Southern and Kaschan-Oderberg railways, are single track. The
width of the tracks of all these lines is 1.435 meters (4.7 feet).
•
Railway zone tariffs.-The rates for passenger traffic in Hungary on.
all the lines, except the Imperial and Royal Incorporated Southern
Railway, are fixed by the so-called zone tariff.
Budapest forms the nucleus or starting point in this respect for the
Royal Hungarian State railways in such a way that a passenger for a
trip from any given part of the country which would pass through
Budapest to another part of the country would be charged separate
fares, according to the zone tariff rates from Budapest. To illustrate:
If a person undertook a trip from the western frontier, starting from
the station Bruck, to Budapest and from Budapest to Orsova, the
rates under the zone tariff are fixed under two heads: First, the so-called
local traffic for shorter distances, with two zones, 1 and 2; and second,
the through traffic for longer distances, with fourteen zones, I to XIV.
The following table shows the rates charged under the zone tariff:
Zone tariff for local and through passenger traffic on the Royal State railways and on the
Kaschau-Oderberg Railway.
No. of zone.
Distance.
Local lines.
Ordinary and mixed
trains.
Express or fast trains.
First Second Third First Second Third
class. class. class. class. class. class.
Florins. Florins. Florins. Florins. Florins. Florins.
1
2
First station
Second station
Main lines.
0.30
0.15
.40
22
0.10
.15
123
4
5
1 to 25 kilometers (0.62 to 15.53 miles).
26 to 40 kilometers (16.15 to 24.85 miles)
41 to 55 kilometers (25.47 to 34.18 miles)
56 to 70 kilometers (34.80 to 43.50 miles)
71 to 85 kilometers (44.12 to 52.82 miles)
.50
.40
.25
0.60
0.50
0.30
1.00
.80
.50
1.20
1.00
.60
1.50
1.20
.75
1.80
1.50
.90
2.00
1.60
1.00
2.40
2.00
1.20
2.50
2.00
1.25
3.00 2.50
1.50
7
8
9
10
11
12
13
14
€ 86 to 100 kilometers (53.44 to 62.14 miles)
101 to 115 kilometers (62.76 to 71.46 miles)
116 to 130 kilometers (72.08 to 80.78 miles)
131 to 145 kilometers (81.40 to 90.11 miles
146 to 160 kilometers (90.73 to 99.42 miles)
161 to 175 kilometers (100.04 to 108.74 miles)
176 to 200 kilometers (109.37 to 124.28 miles)
201 to 225 kilometers (124.90 to 139.82 miles)
226 and over (140.44 miles)..
3.00
2.40
1.50
3.60
3.00
1.80
3.50 2.80
1.75
4.20
3.50
2.10
4.00
3.20
2.00
4.80
4.00
2.40
4.50
3.60
2.25
5.40
4.50
2.70
5.00 4.00
2.50
6.00 5.00
3.00
5.50
4.40
2.75
6.60
5.50
3.30
6.00
4.80
3.00
7.20
6.00
3.60
7.00 5.30
3.50
8.40
6.50
4.20
8.00 5.80
4.00
9.60
7.00
4.80
NOTE. Although the silver florin, the former monetary unit of Austria-Hungary, was superseded
on October 1, 1892, by the gold crown, the gold standard becoming the law on that date, it would
scem that all general values are still estimated in the old money unit. The latest valuation of the
florin is given, by our consul at Vienna, at 40.6 cents.
Two ordinary first-class fares are charged on the Orient express
train. The passenger fares on the Royal and Incorporated Southern
Railway are computed according to the following fundamental taxes
per person and kilometer: First class, 4.75; second class, 3.56, and third
class, 2.57 kreutzers (1.83, 1.44 and 1.94 cents per 0.62137 of a mile), with
the additional charge of 20 per cent for express trains.
HIGHWAYS OF COMMERCE.
351
To further illustrate the zone tariff, let us take the instance cited,
of a trip from Bruck to Orsova, via Budapest. The distance between
Bruck and Budapest is 228 kilometers (141.68 miles), and belongs,
therefore, to the fourteenth zone. The same is the case from Buda-
pest to Orsova, which belongs also to the fourteenth zone, being in
excess of 225 kilometers (139.82 miles). According to the principle of
the zone tariff, two first-class fourteenth zone fares are charged, namely,
8 gulden ($3.25) each for the trip from Bruck to Orsova, via Buda-
pest, while a trip between Kaschau and Predial, which does not touch
Budapest, and covers a distance of 835 kilometers (518 miles) falls
also within the fourteenth zone, and costs only a first-class fare of 8
gulden.
The total number of passenger trains arriving at and departing from
Budapest in twenty-four hours amounts to 190, 180 belonging to the
Hungarian State railways, and 10 to the Southern.
The tariff for freight rates on all the railway lines in Hungary is fixed
according to a system based upon a combination having reference to
value and bulk.
For quick transit, there is a tariff for common or ordinary freight at
reduced rates, embracing perishable (eatable) goods packed in bulk;
the freight tariff, however, contains piece goods, and whole cargoes.
The tariff for piece goods is divided into two parts, and two classes.
The piece goods first class contains valuable goods, and piece goods
second class less valuable articles-the latter to the amount of 5,000
kilograms. The freight for whole wagon or car loads is divided into
six different classes, according to the quantities, which are consigned on
one bill of lading and the value of the goods. For instance, all piece
goods, except the more valuable, sheepskins, furs, etc., if sent on one
bill of lading, containing at least 10,000 kilograms, can be sent in a
cheaper freight class, as wagonload, Class A.
In Class B the following articles are enumerated: Potash, asphalt,
lead, coal tar, certain cement goods, cocoa fiber, roofing paper, steam
boilers, iron and steel, railway utensils, railway carriages, which roll
on their own wheels, earthen paints, grease, tannin, panes of glass,
glassware of all kinds, portable engines, coke, acids, soda, etc., rosin, etc.
In Class C, cement, cement tiles, chamotte, dolomite, red land (mag-
nesia), limestone, iron and steel, raw material, old and broken iron and
steel, earth, flax and hemp, herbs, gas retorts, certain qualities of
woods, wood fiber, potatoes, tubes, coal tar, and such less valuable arti-
cles. Besides, there are special and exceptional tariffs for different
articles, according to their value.
With the exception of Class A, the carload tariff quantity must be
at least 10,000 kilograms (22,046 pounds). Certain goods, however,
are classified according to the payment of freight and the carrying
352
HIGHWAYS OF COMMERCE.
capacity of the car placed at its disposal. The existing tariff is as
follows, in kreutzers per 100 kilograms (0.406 cent per 220.46 pounds):
Fast freight.
Slow freight.
Stations.
Ordi- Ro-
nary. duced.
I.
II.
A.
B.
C.
Specific Special
tariff, tariff,
Excep-
tional
I.
tariff,
3.
II.
Marchegg to Orsova a..
795
393
427
335 170
113
91
Marchegg to Temesvara
605
298
328
225
140 94
Marchegg to Budapest a
305
145
150
119
62
47
39
Bruck to Semlin.
626
309
340
264
144
97
Budapest to Beskid.
515
253
281
217 125 85
Budapest to Fiume.
521
258
259
173
146
100
CLASS
122
72
74
103
58
49
32
77
106
61
66
94
80
93
77
NONUNE
63
51
28
53
52
46
63
Csacza (frontier)
to
Kaschau
603.9
286.3
177.7
160
96
78.1
59.5
88.3
59.5
43.5
Budapest to Csaktor-
nya..
308
283
171
129 106 63
50
84
71
46
a These rates are applicable also for Vienna and Budapest, on account of steamship competition.
For cereals at stations where there is steamship competition there
are specially reduced rates, viz:
To-
Distance.
Rate per 220 pounds.
Competitive rates.
Kilometers.
Miles.
Kreutzers.
Cents.
Baja.
Ujvedek.
230
142.92
33
13.4
272
169.02
44
16.2
Vukovar.
Essegg
Semlin.
Mitrovika
291
180.82
40
16.2
297
184.55
41
16.6
343
213. 14
46
.18.7
347
215.62
49
19.9
..
Noncompetitive rates.
Brunvocz.
Kaschau.
Perbenyck.
230
142.92
272
169.02
295
183.27
·
Devecser
Bruck Hunyard.
Homonna
298
185.18
349
216. 86
350
217.49
BKLILI
63
25.6
70
28.4
73
29.6
73
29.6
81
32.9
81
32.9
Besides these ordinary rates there are also specially reduced rates
given for building material, machinery, etc., for new industries; and
also, if required and needed, further rebates are granted.
The other Hungarian railways, with their larger stations, participate
in the existing tariff of international transit, having direct tariff in
transit with Italy, Switzerland, eastern and northwestern France,
Belgium, Holland, Germany, and Russia. The Hungarian State rail-
ways are in direct communication with the Levant.
In most of these tariffs there are, according to the importance of the
goods exported or imported, specific tariffs, when they go or come to
prominent commercial centers.
GRADES, TUNNELS, AND BRIDGES.
The most pronounced grades, tunnels, and bridges on the interna-
tional lines of railway occur on the following lines: On the line from
Marchegg to Orsova, the grade near Pressburg (not very heavy); sec-
ond grade, more noticeable, at Teregova and Porta Orientalis, where
HIGHWAYS OF COMMERCE.
353
there is a long tunnel; then a grade, of from 1 to 5 per thousand, on
the line from Brasso (Kronstadt) to Predial, on the Roumanian frontier.
There is a very steep grade on the line from Zolyom to Ruttka, with
a very sharp curve of from 1 to 14 per thousand. On this line there is
also a very extensive embankment (dike) between Kremnitz and Garam
Berzenoze. In former times, especially in the spring, when the first
thaws began, and in the summer during rainfalls, landslides took place,
so that the whole line was liable to be stopped. Since this embank-
ment (Jaline) was reconstructed of good and solid stone materials no
obstructions or interruptions have taken place. On this line there are
several tunnels, large and small.
On the Fiume (Carlstadt-Fiume) line the great grade begins at
Carlstadt and extends to the plateau of Ogulin, and on toward Fiume,
where it obtains its greatest height on the Karst Mountains. On the
other side from Fiume to the heights of the Karst there are many
grades of 1 to 25 per thousand. From Fiume toward Carlstadt there
are several tunnels, and near Fiume a large bridge across the valley.
The communication on this line was often troublesome and dangerous,
as whole trains were frequently blown off the embankment by the bora
(strong northwesterly wind); but of late they have secured a safe
service by adding to each train some empty railway carriages.
The most prominent bridges are the railway bridge near Budapest
and the bridge at Semlin, crossing the border. There are two large
bridges on the Theiss, at Szolnok and Szegedin. There are also, on
the Fiume line, a railway ferry from Gombos to Bogajero, the Drave
bridge, near Zaikany, and the River Save bridge, near Agram. All the
other bridges are unworthy of notice.
RIVER TRAFFIC.
Traffic on the Danube plays a very important part in transportation.
Budapest lies in the center, whence the business is conducted to the
east and to the west. The Danube enters Hungary at Deveny, divid
ing the same into two parts, from west to Budapest; from Buda-
pest to Semlin, in the east, and from Semlin to Orsova in the south.
The Danube traffic is fed through the Theiss River, which is navigable
by steamers from Szolnok to Titel, where it flows into the Danube.
The Save is navigable to Sissik, and joins the Danube at Semlin. The
Drave, which is navigable as far as Barcs, is a large thoroughfare for
goods going to Italy, Switzerland, and southern Germany, via Barcs,
where the goods are transshipped. The Bega Canal, from Temesvar to
Titel, is also a tributary to the River Theiss, and thence to the Danube.
Then come the Francis Joseph and Francis canals, as short cuts, mak-
ing the connection between the Danube and the Theiss rivers.
The principal transport company is the Imperial and Royal Danube
Steam Navigation Company, whose fleet consists of about 190 steamers
and 782 barges, with a total carrying capacity of 276,809 tous. Most
533A- -23
354
HIGHWAYS OF COMMERCE.
of the freight barges have a carrying capacity of 350 tons, although
some of these carry 820 tons and more, while others have not more than
50 tons capacity, the latter being used mainly for transshipping.
Besides the Imperial Danube Company there are two large companies
navigating the river, viz, the Hungarian Steamship Company and the
South German Steamship Company, and several private companies.
The total fleet of these private companies consist of 112 iron boats of
34,486 tons capacity, and about 1,000 larger wooden freight barges,
with a carrying capacity of 200,119 tons. This fleet carries annually
about 267,911,802 kilometric tons, or 41.3 per cent of the whole water
transport, while the first privileged Danube steam navigation company
carries 90 per cent of the passenger traffic and 58.7 per cent of the
freight traffic.
The main shipping stations are: On the Danube-Komorn, Gyor
(Raab), Vacz (Waitzen), Budapest, Baja, Kalocsa, Mohacs, Vukovar,
Ujvidek (Neusatz), Zimony (Semlin), Bazias, Drenkovau. Orsova. On
the Theiss-Titel, O-Becse, Szeged (Szegedin), Szentes-Csongrad, Szol-
nok. On the Drave—Esseg, Barcs. On the Save-Schababacz, Breka,
Brod, Sickovacz, and Sisek.
The chief articles which enter into the international traffic, espe-
cially for those stations beyond Budapest, Theiss, Boga, Francis Canal,
Save, and Drave, are cereals of all kinds and tobacco, and from the
Save station dried prunes in large quantities, an export to the west via
Vienna and Regensburg. Milling products, wine, spirits, oak wood,
industrial articles of cloth, glassware, iron, iron goods, paper, porce-
lain, cement, agricultural machinery, mineral water, millstones, steam
boilers, carriages and wagons, salt, sugar, and all kinds of merchandise
are exported to the East.
Import articles from the east consist of corn, petroleum, hides, tan-
nin, and spirits from Roumania, largely as transit articles to Germany.
Imports from the western part of Germany consist of petroleum, grease
of all sorts, oils, coffee, rice, jute thread, wood, colors for paints, spices,
and products coming by sea.
The tariff is equal to those of the railways, being divided into three
classes, besides the quick-freight tariff, which is divided into two ordi-
nary and reduced quick-freight tariffs. Such goods as are not specially
enumerated in the classification belong to the first class. The articles
which on account of their value do not belong to the reduced Class B
belong to Class A, and are charged accordingly for any given quantity,
while in Class B are included all freights amounting to at least 1,000
kilograms.
Besides these three classes, there are for certain stations and goods.
extraordinary tariffs, for Servia, Bulgaria, Roumania, and Russia, for
sugar, plows, leather goods, porcelain, beer, wine, glassware, slate, etc.
HIGHWAYS OF COMMERCE.
355
Freight rates, per 100 kilograms (220.46 pounds), are:
Class 1.
Class A.
Class B.
From Budapest to-
Kreutzers.
Kreutzers.
Kreutzers.
Orsova.
200
Simla..
65
$0.812
.264
131
$0.532
85
$0.345
39
.158
26
Szeged (Theiss station).
.105
140
•
. .568
84
.341
56
Temesvar (Bega)
.227
160
.650
98
.398
72
Barcs (Drave station).
.292
135
.548
81
.329
57
.231
Centimes.
Centimes.
Centimes.
Odessa.
700
1.351
500
.965
350
.676
Rustchuk.
650
1. 158
450
.872
300
.579
Sulina
685
1.322
485
.936
335
.646
Belgrade.
300
.579
180
.347
124
.232
From Vienna to-
Kreutzers.
Kreutzers.
Kreutzers.
Barcs
215
.873
129
.521
97
394
Mohacs
170
.730
102
.414
76
: 308
Sissek
Esseg.
Szeged.
200
.812
120
.487
88
.357
250
.102
150
.609
108
.428
224
.898
132
.546
96
.390
Centimes.
Centimes.
Centimes.
Belgrade..
475
.917
285
.550
205
396
•
Odessa.
Sulina
850
1.640
600
1. 158
425
.820
835
1. 611
585
1. 129
410
.792
The Danube Steam Navigation Company maintains, in connection
with the Austrian Lloyds, a regular service to Galatz, and thence to
Batoum, Constantinople, and the south coast of the Black Sea.
The other transport companies have no fixed tariff, but they make
tariffs from time to time, which are governed according to supply and
demand. At present there is a large transport company to be launched
with a capital of 5,000,000 florins ($2,030,000). The technical and
administrative departments are being created, and work will begin in
a short time. The company will navigate the whole of the Danube
and its tributaries, as well as provide sea transportation.
EDWARD P. T. HAMMOND,
BUDAPEST, April 30, 1895.
ITALY.
Consul.
OCEAN LINES.
Of the ocean lines controlled by corporations, the Navigazione Gen-
erale Italiana, the Puglia, and the Siciliana lines receive subsidies from
the Government.
Navigazione Generale Italiana.-The wealthiest paid-up capital of
50,000,000 lire ($9,650,000)-and most important steamship company is
the Navigazione Generale Italiana. In 1892 this company paid a divi-
dend of 43 per cent on its stock. Its fleet consists of 105 English-
built iron steamers, ranging from 522 to 4,580 tons; total tonnage,
106,908 tons; total horsepower, 43.788.
The ocean lines operated by the Navigazione Generale are:
(1) Naples, Genoa, Montevideo, Buenos Ayres (fortnightly); mail
service, calling at Barcelona and St. Vincent (Cape Verde Island) or
356
HIGHWAYS OF COMMERCE.
Las Palmas. Distance from Genoa to Buenos Ayres, 6,231 miles; fare,
750 to 1,000 francs ($144.75 to $193); freight, 27.50 francs ($5.31) per
ton. Steamers of about 4,000 tons and 5,000 horsepower. This com-
pany sends steamers once a month (commercial service) from Genoa
and Naples to New Orleans, to Rio Janeiro and Santos, and to New
York.
(2) The Bombay line, from Genoa, Naples, Messina, Venice, Ancona,
Bari, and Brindisi; departures every four weeks, calling at Alexandria,
Port Said, Suez, and Aden, in connection with Singapore and Hong-
kong monthly branch.
Mail service.-Passenger fare, first-class, from Genoa to Aden, £24
($116.78); to Bombay, £40 ($194.64). An allowance of 10 per cent is
made on the return voyage to passengers reembarking within twelve
months, of 20 per cent within six months and of 25 per cent within
three months.
Freight rates from Italian ports.-To Aden and Bombay, $4.866; to
Ceylon, $7.30; to Singapore, $8.51; to Hongkong, $12.17. Steamers
of about 4,000 tons register and 3,000 horsepower.
The distances between the ports to which the steamships of this
company ply are:
From-
To-
Dis-
tance.
From-
Miles.
Genoa
Naples.
Messina
Alexandria
Port Said..
Naples
Messina
Alexandria
Port Said
Suez
335 Suez
176 Aden
843
·
157
88
Bombay
Singapore
-
To-
Dis-
tance.
Miles.
Aden..
Bombay
1. 307
1, 632
Singapore
2,450
Hongkong
1,412
(3) The Mediterranean international and great coastwise lines:
Lines and ports.
Distances.
First-class
fare.
(a) Genoa Alexandria-Massowah line; monthly.
Genoa to-
Miles. Francs.
Leghorn
Naples..
71
15= $2.90
269
60=
60 11.58
Messina
166
120
23.16
Alexandria
843
29256.36
Port Said.
157
34766.98
Suez.
88
39375.85
Massowah
955
(b) Venice Brindisi-Alexandria; fortnightly.
Venice to-
Ancona.
Bari.
Brindisi
123
30
5.79
215
58 10.99
=
62
m.com
66 12.74
Alexandria.
873
251
98.25
(c) Genoa Naples Malta-Tripoli; weekly.
Genoa to-
Naples...
Messina
Reggei.
Catania
Syracuse.
Malta.
335
176
52 10.04
11021.23
7
10021.23
47
124
23.93
30
135
26.06
83
Tripoli..
198
HIGHWAYS OF COMMERCE.
357
(d) Civita Vecchia-Golfo Aranci.-Island of Sardinia, mail steamers
six times a week.
(e) Naples-Messina; bi-weekly.-Skirting the coast of Calabria,
touching at Diamante, Paola, and Pizzo.
There is a daily line of steamers (Italian and Austrian) between
Venice and Triest and between Ancona and Fiume.
The Puglia Steamship Company.-This company has a capital of
1,000,000 francs ($193,000), owns 11 steamers of 6,584 tons and 1,694
horsepower, and paid 8 per cent dividend in 1892. The steamers of
this line are engaged exclusively in the coastwise trade, principally
that of the Adriatic.
The Puglia Company operates the following lines: Venice to Brin-
disi, weekly; Bari to Ancona, Zara, and Fiume, fortnightly; Brindisi
to Fiume, weekly; Venice to Taranto fortnightly.
The Siciliana Line.-The small steamers belonging to this line make
daily trips from Mellazzo, Sicily, to the Lipari Islands and weekly trips
from Messina to the same islands.
The Veloce Steamship Company of Genoa.-This company, with a cap-
ital of 13,000,000 francs ($2,209,000), paid its stockholders a 5 per cent
dividend in 1892. It owns 9 steamers of 25,076 tons and 11,468 horse-
power (nominal). It engages almost exclusively in the South American
and Central American trade. It operates lines as follows:
(1) Steamers of about 4,500 tons register and 6,500 horsepower,
three times a month to Buenos Ayres, 6,231 miles, calling at Monte-
video. Fare, from 750 to 1,000 francs ($144.75 to $193); freight, 25 to 35
francs ($4.83 to $6.75) per ton.
(2) Steamers of about 2,000 tons register and 2,500 horsepower, to
Colon, 5,850 miles, once a month, calling at Barcelona, La Guayra,
Puerto Cabello, Curacoa, and Cartagena. Freight, 25 to 35 francs
($4.83 to $6.75) per ton.
(3) To Santos, Brazil, 5,337 miles, calling at Pernambuco, Bahia,
and Rio Janeiro. Fare, 550 francs ($106.15); freight, 45 to 55 francs
($8.49 to $10.62) per ton.
Foreign lines.-There are a number of foreign steamship companies
whose ships touch at Italian ports.
The North German Lloyd Steamship Company runs the following
lines out of Genoa:
(1) To Southampton, 2,134 miles; fortnightly. Fare, £S.13s ($43.08).
Steamers 4,500 tons register and 3,500 horsepower.
(2) To New York, 4,100 miles, touching at Gibraltar, trimonthly.
Fare, 650 francs ($125.45); freight, 15 to 25 shillings ($3.65 to $6.08)
per ton. Steamers of about 5,000 tons register and 6,500 horsepower.
(3) To Sydney, 10,357 miles. Fare, 1,110 marks ($264.18); freight,
25 to 45 marks ($6.95 to $10.71) per ton. One sailing per month.
Steamers 3,500 tons register and 2,500 horsepower.
358
HIGHWAYS OF COMMERCE.
(4) To Shanghai, 8,811 miles. Fare, 1,435 marks ($341.53); freight,
35 shillings ($8.52) per ton. One sailing a month. Steamers of about
5,000 tons register and 3,600 horsepower.
The splendid steamers of the Peninsular and Oriental Steamship
Navigation Company and of the Orient Line touch at Naples and
Brindisi on their way to Egypt and the East.
Coastwise rates. The passenger and freight rates by the subsidized
steamship lines, so far as the coastwise traffic is concerned, are regu-
lated by act of Parliament. The law declares that passenger fare shall
be charged in proportion to the distance traveled, and divides the dis-
tances into five zones, viz: First zone, 1 to 20 leagues; second zone, 20 to
40 leagues; third zone, 40 to 80 leagues; fourth zone, 80 to 240 leagues;
fifth zone, upward of 240 leagues.
The following are the ruling rates of travel by sea per league:
Zone.
First class. Second class. Third class.
First
Second
Third
Fourth.
Fifth...
Centesimo.
Centesimo.
Cen
Centesimo.
0.75
0.50
0.25
.60
.40
.20
•
.45
.30
.15
.30
.20
.10
.15
.10
.05
NOTE.-Centesimo equals 0.01 lira, or 0.193 cent United States currency.
Merchandise is divided into four classes. Freight is charged by
weight. The law prescribes that the rate shall be in proportion to the
distance, viz:
Distance.
First
class.
Second Third Fourth
class. class. class.
Lire. Lire. Lire.
Lire..
For 20 leagues and less..
2.55
1.91
1.48
1.25
From 20 to 100 leagues, additional for each 10 leagues.
From 100 to 200 leagues……….
.124
.1
.074
.05
.062
.05
.037
.025
For 200 leagues and upward….
.031
.025
.018
.014
NOTE.-Lira equals 19.3 cents United States currency.
LAKE SERVICE.
This service is done by companies styling themselves "navigation
companies." The steamboats vary in size from 10 to 200 tons. They
carry the mails, passengers, and freight. The passenger fare, first
class, and the freight rates on the different lakes are practically the
same. The passenger fare, first class, is regulated on the basis of 7
centesimi (13 cents) per kilometer (0.62137 mile). The freight rate is
from 5 to 12 cents per metrical quintal (220.46 pounds) according to
distance, calculated by zones of 25 kilometers (15.53 miles).
A steamboat touches, in summer, at every landing, both ways, at
least twice a day.
Lake Garda.—The navigation company of Lake Garda owns 8 steam-
boats, of 1,501 tons and 460 horsepower.
Lake Como.-The Lariana Steamboat Navigation Company owns 16
steamboats, of 877 horsepower.
HIGHWAYS. OF COMMERCE.
359
Lake Lugano.-The fleet of the Lake Lugano Navigation Company
consists of 6 steamboats, of 130 tons and 745 horsepower; also 3 flat-
bottomed freight barges, of 110 tons. This company owns and operates
the railroads connecting Lake Lugano with Lake Como, and the line
from Portesse to Menaggio that connects Lake Lugano with Lake
Maggiore, and the line from Ponte Tresa to Luino.
Lake Maggiore.-The Lake Maggiore Navigation Company owns 12
steamboats, of 1,443 tons and 2,790 horsepower.
RIVERS AND CANALS.
The only navigable river in Italy is the Tiber, between Rome and
Fiumicino, a small port at the mouth of the river, a distance of 20
miles. The railroad that follows the Tiber from Rome to Fiumicino
handles most of the freight.
Steamers of 200 tons occasionally ascend the Tiber, laden with wine
from Sicily. Barges, loaded with firewood, are floated down the river
to Rome.
The business by way of the canal from Pisa to Leghorn is insignificant.
RAILWAYS.
The first railway in Italy, from Naples to Castellamare, was opened
to the public on October 4, 1839 At the end of 1871 the railway rile-
age was 8,154, and at the end of 1892 it was 8,742 miles, without count-
ing the steam trams (narrów-gauge roads), the mileage of which, on
January 31, 1891, was 1,587.
The law of April 27, 1885, changed the system of management of
Italian railroads. Up to that date there had been four great lines: (1)
The Upper Italy Railroad; (2) the Roman Railroad; (3) the Italian
Southern Railroad; (4) the Calabro-Sicilian Railroad. Prior to July 1,
1885, the first two lines belonged to and were managed directly by the
State; the third, belonging to the State, was run at the expense and
for account of the State by the Italian Southern Railroad Company,
which operated for its own account the fourth line (also the property
of the State), of which it was the lessee.
By the law of 1855, the Sicilian railroads were made a separate and
distinct system, and the Continental railroads were divided into two
longitudinal lines, called the Mediterranean line and the Adriatic line,
from their respective proximity to the two seas that wash the shores
of Italy.
Of the 5,563 miles of railway in operation prior to the 1885, 4,470
were operated by the State, and 1,093 miles by private parties. For
this partly governmental and partly private system of management,
the contracts approved by the law of April 27, 1885, substituted, so
far as the four roads mentioned are concerned, a new and uniform
system. The roads are now operated by companies, under the super-
vision of the State, which shares in the profits to a certain extent and
in certain proportions, according to the gross earnings and eventually
360
HIGHWAYS OF COMMERCE.
according to the net earnings, assigning a portion of the profits to the
keeping up of the roads, to the extension of the same, and to the care
of the property.
The contracts approved by the law of 1885 will run for sixty years,
divided into three periods of twenty years each, with the privilege to
all parties concerned to withdraw from the contract by giving two
years' notice.
The Mediterranean System.-This line, carrying passengers, through
mails, and freight, is the property of the State, but it is operated, as
stated, by the Mediterranean Company. This road may be said to
have three northern termini, viz:
(1) Modane is the first station west of the great tunnel of the Mont
Cenis. Modane is the frontier town between France and Italy, and a
French as well as an Italian custom-house is established there. The
great trunk line from Modane to Reggio di Calabria, the southern ter-
minus, is 1,075 miles long, and passes through Turin, Genoa, Spezia,
Pisa, Rome, Naples, and Metaponto. The Modane-Reggio line has a
double track from Modane to Turin and from Turin to Genoa; a single
track from Genoa to Spezia. Between these two points there are
ninety-three tunnels. The road follows the seashore closely, and the
hills in many places come abruptly down to the water. The double
track has not been completed yet between Spezia and Rome and Rome
and Naples. There is but one track from Naples to Reggio. The
distances are as follows:
From-
Modane
Turin.
Turin
Genoa.
Pisa..
·
Genoa
Pisa
Rome
·
Rome
Naples.
To-
Miles.
From-
To-
Miles.
103
57 Naples
Metaponto
Metaponto.
Reggio..
170
270
103
208
Total..
1,075
162
At Modane the Mediterranean line connects with the Paris, Lyons
and Mediterranean, a French line. The route via Genoa, Turin, Modane,
Culoz, Macn, and Dijon is the shortest between Rouse and Paris.
(2) Ventimiglia is the second northern terminus of this line. This is
the frontier town, on the Riviera, between France and Italy. Here this
line again connects with the Paris, Lyons and Mediterranean Railroad.
Distance from Ventimiglia to Genoa, 94 miles (single track). Trav
elers enter Italy from Nice by this route.
(3) Pino Trouzano, a frontier town between Italy and Switzerland,
is the third northern terminus of the Mediterranean system, which
connects here with the St. Gothard Railroad, which leads to Lucerne
and Central Europe. Distance from Pino Trouzano, via Lerino, Novara,
Mortara and Alessandria, to Genoa, 140 miles. Single track from Pino
to Alessandria; double track from Alessandria to Genoa.
Milan, the great industrial city of Italy, is connected with Turin
(double track) via Novara and Vercelli, distance 93 miles; also with
HIGHWAYS OF COMMERCE.
361
Turin, via Mortara and Casale (single track), distance 80 miles; and
lastly with Turin (double track), via Pavia, Alexandria, and Asti, dis-
tance 98 miles.
A new and important line has just been opened from Spezia to Parma,
distance 75 miles.
A double-track line runs from Leghorn to Florence, distance 60
miles, via Pisa and Empoli. Distances are as follows:
Leghorn...
Pisa
Empoli
Total
From-
Pisa
Empoli
Florence.
To-
Miles.
11
F22
29
20
60
At Empoli a single-track line runs, via Sienna, to Chiusi, a distance
of 95 miles, where connection is made with the line from Rome to
Florence, which belongs to the Adriatic system.
From Naples a single-track line runs via Cancello and Avellino to
Benevento, 78 miles, and connects at this point with the Adriatic
system.
From Metaponto a single-track line runs to Brindisi via Faranto, 70
miles.
The Adriatic system. The second great trunk line in Italy is known
as the Adriatic line, running from Chiasso, the northern terminus, to
Gallipoli, the southern terminus, 702 miles, passing through Milan,
Piacenza, Parma, Modena, Bologna, Faenza, Ancona, Pescara, Foggia,
Bari, and Brindisi. Distances are as follows:
From-
To-
Miles.
From-
To-
Miles.
Chiasso
Milan..
323
Ancona..
Pescara.
921
Milan
Piacenza..
43
Pescara
Foggia
1103
Piacenza
Parma
35
Foggia
Bari.
77
Parma..
Modena..
33
Bari..
Brindisi .
70
Modena
Bologna
231
Brindisi
Gallipoli.
57
Bologna
Faenza
31
•
Faenza.
Ancona.
961
Total...
702
There is a double track from Chiasso to Bologna, a single track from
Bologna to Gallipoli.
An important branch of this road runs from Milan to Venice (double
track) passing through Brescia, Verona, Vicenza, and Padua. The
distances are as follows:
Milan..
Brescia
Verona
Vicenza.
Padua..
Total..
From-
Brescia
Verona
Vicenza.
Padua
...
Venice..
•
To-
J
Miles.
511
423
30
183
231
1652
362*
HIGHWAYS OF COMMERCE.
From Venice to Ponteba, on the Austrian frontier, the road is single
track; it passes through Treviso and Udine. The distances are as
follows:
Venice.
Treviso.
Udine
Total
From-
Treviso
Udine
Ponteba
To-
Miles.
181
661
43
128
Ponteba is on the road from Venice to Vienna. At Udine there is
a single-track branch road to Cormons, on the Austrian frontier; dis-
tance, 13 miles. This road leads to Triest.
From Brescia there is a single-track road running to Cremona and
Piacenza. Distance from Brescia to Cremona, 311 miles; from Cre-
mona to Piacenza, 18 miles.
There is a single-track branch road from Verona to Modena, 633
miles, passing through Mantua. The distance from Verona to Man-
tua is 25 miles, and from Mantua to Modena 383 miles.
There is a single-track road from Padua to Bologna, via Rovigo and
Ferrara; distance, 77 miles.
Another single-track road runs from Bologna to Leghorn (115 miles),
passing through Pistoia (branch road here leads to Florence, 21 miles),
Lucca, and Pisa.
The last important line belonging to the "Adriatic system" that we
have to mention is the line from Rome via Sulmona to Castellamare
Adriatico, 150 miles.
The network of railways in Italy is quite complete. Almost every
town is now connected by rail with its neighbors.
Sicilian railways.-When the gap between Patti and Cefalu, on the
north coast of Sicily, and the gap between Porto Empedocle and Cas-
telvetrano, on the southern coast, shall have been completed, the
island of Sicily will be belted. The distances by rail between impor
tant points in Sicily are as follows:
From-
To-
Miles.
From-
To-
Miles.
Messina
Catania..
Syracuse.
Catania
Syracuse.
Licata..
60 Catania.
-
54 Palermo
132
Palermo.
Trapani
152
122
Sardinian Railway. This road, from Cagliari to Golfo degli Arami,
192 miles, with branches to Iglesias and Sassari, runs almost through
the center of the island. Sardinia is undeveloped, and the road is run
at a loss to the Government.
PASSAGE AND FREIGHT RATES.
Italy has spent enormous sums-3,840,093,740 francs ($741,138,092)—
in the construction of her railroads, and is at this date paying in interest,
HIGHWAYS OF COMMERCE.
363
etc., 40,000,000 francs ($7,720,000) annually for the privilege of rail-
road communications. The investment, in the end, will no doubt prove
profitable. The condition of the roads is good. Streams and rivers
are spanned by substantial iron bridges.
The Italian railroads, as has been already said, are operated by
companies, under the supervision of the State. Passenger fares and
freight rates are fixed by act of Parliament in proportion to the distance
traveled; hence, there is no competition, no cutting of rates, possible
between the lines, and pooling of freights, terminal charges, and short
hauls have no existence in Italy. The passenger rates per kilometer
(0.621376 mile) are as follows:
Trains.
First class. Second class. Third class.
Express.
Omnibus
NOTE.-100 centesimi equal 19.3 cents.
Centesimi.
Centesimi.
Centesimi.
12.43
11.30
8.71
7.91
5.09
There is no allowance for baggage, but passengers are permitted to
take with them in the coaches bundles weighing not more than 20 kilo-
grams (44.09 pounds) and measuring not more than 0. 50 by 0. 25 by 0. 30
meter (9.8 by 11.9 by 19.8 inches). Baggage pays the same rate as
fast freight, namely, 9 cents per ton per kilometer. The rate per car
load (8 tons) for fast freight is 0.9040 franc (17.44 cents) per ton per
kilometer.
Express trains are expected to make from 34 to 37 miles an hour.
MONT CENIS TUNNEL.
On October 25, 1870, a notable event took place, which, however,
passed unnoticed by the greater part of France, owing to the then
recent military reverses and to the fact that the invading armies were
laying siege to the capital itself.
The event in question was the piercing of Mont Frejus. At 20
minutes past 4 in the afternoon the marvelous machines which had
been at work uninterruptedly for more than twelve years in the bowels
of the earth, nearly 5,000 feet beneath the most elevated point, pene-
trated through the interposing wall of rock, and the following day the
last barrier separating the two sections of the tunnel was removed by
blasting.
There is little need to insist on the immense importance of this work.
Its value had been accurately estimated beforehand, and the years.
which have since clapsed have furnished ample proof of its industrial
and practical success.
The Alps had always been a serious obstacle to the commercial rela-
tions between France and Italy, even when they no longer formed an
impassable barrier. Up to the commencement of this century there.
364.
HIGHWAYS OF COMMERCE.
was no carriage road over the mountains, and all merchandise had to
be transported by means of mules.
Until the month of June, 1868, all traffic across Mont Cenis was car-
ried on by means of the existing road. But in winter and during rough
weather considerable time was occupied in the transit; the road over
the pass was frequently blocked by avalanches, and the mountain could
then only be crossed in sledges. In spite of the loss of time which
necessarily resulted from such a state of things, the carriage road
across Mont Cenis greatly facilitated commercial relations between
France and Italy. The diligence service was excellently conducted and
was as rapid as possible, but the state of the weather could not be
entirely disregarded; traffic was therefore restricted within certain
limits, and was chiefly confined to the transport of small packages of
merchandise, such as were required to be forwarded by express.
The diligence and wagons for the conveyance of goods by road were
at length superseded by Fell's railway. Although this constituted a
considerable advance in the means of locomotion, it could only be
regarded as temporary, and the very light construction of the line ren-
dered it much less useful than it would have been if more powerful
locomotives could have been employed on it.
It is easy to understand that the opening of the tunnel, permitting,
as it did, of the transportation of unlimited quantities of merchandise
in the most rapid manner, was destined to exercise an important influ-
ence upon the commerce of the two nations, and that it fully justified
the expectations of the authors of the work and the rejoicings which
greeted its accomplishment on October 25, 1870.
A few days after the boring was completed a festival was held in
celebration of the event. This was but just to the workmen, whose
arduous labors had been crowned by so brilliant a success. Sad as the
state of France then was, Frenchmen had not lost all interest in this
magnificent undertaking, conceived in propitious times, but brought to
a successful conclusion in an era of calamity.
The length of the Mont Cenis tunnel in a straight line, as first made,
was 13,364 yards, or about 7 miles. In consequence of the various
deviations from the original track, rendered necessary by different
causes, the length of tunnel which the trains now traverse is 14,951
yards. Its altitude at the Modane end is 3,802 feet; at the highest
point, 4,245 feet, and at the Bardonecchia end, 4,236 feet.
The Mont Cenis tunnel runs from northwest to southeast, from
Modane to Bardonecchia. It traverses the following strata of rock:
(1) The stratum of granular limestone forming the base of the system
and constituting the Italian slope of the mountain through which the
tunnel is bored; 10,272 yards. (2) The stratum of massive limestone,
in part thrown out of position, near the Col d'Arionda; 386 yards.
(3) The stratum of quartz rock above Modane, one of the sections
which gave the most trouble, owing to the hardness of the rock; 420
yards. (4) Deposits of anthracite near the Savoy end; 2,270 yards.
HIGHWAYS OF COMMERCE.
365
The difficulties encountered were greater on the Modane side than
on the Bardonecchia side, owing to the occurrence of quartzy rocks,
sandstone, and pudding stone, while on the Italian side granular lime-
stones, easily pierced, were chiefly met with.
The Modane entrance to the tunnel is 344 feet above the river chan-
nel; the Bardonecchia end is on a level with the river on that side.
On the north side the gradient is 25 in 1,000, while on the south side it
is the minimum necessary to allow water to flow off-0.5 in 1,000. The
summit of the mountain is about 5,900 feet above the tunnel.
There is a double line of rails through the tunnel, with a footpath
on either side. The interior height of the tunnel is 19.6 feet; its
breadth, 26.2 feet at the spring of the arch, and 25.9 feet at the base of
the jamb stones. At Modane the arch is semicircular, while at Bar-
donecchia it is of elliptical form. The stone lining of the tunnel has a
thickness of from 1.7 to 3.2 feet, according to the pressure of the earth.
The tunnel is illuminated by gas lamps at intervals of about 500 yards,
each indicating the distance in kilometers.
After having made the reader acquainted with the principal facts
relating to this magnificent work, which has the merit of having been
the first of its kind, it remains to say a few words respecting the man-
ner in which the task of excavation was carried out.
The rock was removed by blasting with gunpowder, but the augers
which pierced the holes to receive the charges were put in motion by
little machines called perforators, which were themselves worked
by compressed air furnished by special machines known as compress-
ors, set up at each end of the tunnel and receiving their motive power
from a water course. On the Bardonecchia side the torrent of Melezet
was made use of, its waters being conveyed a distance of 2 miles
through a cleverly arranged system of pipes. At Modane, or rather at
Fourneaux, the same service was performed by the Arc, but as the
natural fall of the stream was insufficient it was raised by means of
four water wheels and pumps to a height of 85 feet. At either end
of the tunnel there were ten ram-stroke compressing engines. At
Modane there were, besides, two compressing engines with double-
acting pistons, worked directly by two water wheels and compressing
air continuously.
The compressed air in the reservoirs was conducted as required to
the spot where work was going on by a cast-iron pipe 7 inches in di-
ameter. It was then distributed by means of india-rubber pipes to the
perforators and to the water cylinders, serving to inject water into the
holes for the charges.
Each perforator was composed of two small compressed-air engines,
resembling horizontal steam engines, one of which, called the motrice,
with double action, imparted a slow movement of rotation to the auger,
which at the same time caused the hinder engine, called the per-
cuteur, to advance. The two machines composing the perforator were
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HIGHWAYS OF COMMERCE.
mounted on an iron framework, fixed at any inclination desired, on an
iron carriage called an affût, which moved on rails to the front of the
opening and carried from five to eight perforators, according to the
number of holes to be bored, as well as the water cylinder which poured
a continuous jet of water into the holes. Each perforator was arranged
to give 200 strokes per minute. The excavation at first followed a
small gallery 113 feet in width and 8 to 10 feet in height, at the bottom
of the tunnel.
Relays of workmen following each other at intervals of eight hours
worked at the blasting, at the advancement of the rails and the boring
engines, at fixing, directing, and removing the apparatus, at charging
and exploding the mines, and at removing the débris of the rocks.
Thirty-seven workmen were employed simultaneously in this work.
The enlargement of the gallery to its full size and the lining of the tun-
nel were carried on in the ordinary way. The work of boring began at
the close of 1855, was completed, as we have seen above, toward the
end of 1870, and the tunnel was opened for traffic in September, 1871.
The undertaking thus occupied about fifteen years.
During the four years when the ordinary process was employed,
the mean annual advance was 197 yards from the Bardonecchia end
and 250 yards from the Modane end. Afterwards, when the aid of
machinery had been enlisted, the mean annual advance was 688 yards
from the Bardonecchia end and 468 yards from the Modane end, where
the occurrence of extremely hard quartz rock rendered the work of
excavation a very difficult one.
The total cost of this tunnel through the Alps was about $15,000,000,
or over $1,100 per linear yard.
The number of workmen employed on this gigantic work was, at each
end, 1,500 during the winter and 2,000 during the summer. Including
the families which many of the workmen brought with them, M. Grat-
toni estimates that on the average there were not less than 3,000 per-
sons attracted by the works to the vicinity of either end of the tunnel.
The first to conceive the idea of piercing the Alps was a land sur-
veyor of Bardonecchia, Joseph Medail, who, in 1832, began making
plans, measuring the distance between that place and Modane, and
seeking the spot where the fewest difficulties would present themselves
in the construction of a tunnel. At that date his project was regarded
as chimerical, but ten years later he laid it once more before the Cham-
ber of Agriculture and Commerce at Chambery, which, after a favor-
able report by M. de Mortillet, accorded it its entire approbation.
In 1845, the Piedmontese Government intrusted a Belgian engineer,
M. Maus, with the task of making new surveys for the practical reali-
zation of the project. M. Maus invented a boring machine which worked
admirably, and there was every prospect of the undertaking being suc-
cessfully carried out, when the war of 1848, ending in the disaster of
Novara, compelled the Government to defer the execution of this plan,
which had, for the moment, excited universal interest.
HIGHWAYS OF COMMERCE.
367
In the surveys which were made after peace was concluded, two
names are conspicuous, those of Colonel Menabrea and of the civil
engineer, Paleocapa, long minister of public works, and an active col-
league of Count Cavour, and to them the solution of this question is
certainly, in great part, attributable. But however important a part
was played by MM. Menabrea and Paleocapa, it was reserved to
Cavour, by effecting the financial restoration of his country, to bring
the enterprise to a successful termination.
Cavour, by his clever maneuvers and bold devices, brought public
opinion to a point at which resistance on the part of the Sardinian
Parliament was no longer possible, and his financial combinations were
so well devised that the Victor Emmanuel Railway Company agreed to
provide no less than 20,000,000 francs of the total amount required.
Science soon placed all its resources at the disposal of Cavour;
Maus's machine was succeeded by that of M. Colladon, an engineer of
Geneva; then, almost at the same time, by the apparatus invented by
Mr. Bartlett, and afterwards by the machines furnished by MM. So-
meiller, Grandis, and Grattoni, which latter were definitely adopted.
The project was sanctioned by a decree of April 15, 1857, and on the
30th of the same month the work of excavation was commenced by
King Victor Emmanuel, who fired the first charge of powder.
Officially, the works were commenced, but experiments with the object
of discovering the best system of boring and also the most suitable
apparatus for producing and conducting the motive force, namely, com-
pressed air, were still continued, though the work was proceeding all
the time, especially from the Bardonecchia end.
The annexation of Savoy to France in 1860, considered by some per-
sons as likely to cause the suspension of the work on the tunnel, had
the contrary effect of facilitating it. The French Government under-
took to contribute the sum of 19,000,000 francs, on the condition that
the work be completed in twenty-five years. A premium of 500,000
francs was promised for each year gained out of the twenty-five, and
the premium was to be increased to 600,000 francs for each year gained
in case the work was completed within fifteen years.
By a special contract entered into on October 31, 1867, the engineers
Grattoni and Someiller agreed to complete the tunnel before the close
of 1871, and this was done. On September 15, 1871, three trains
started, one after another, from Turin, conveying to Bardonecchia the
Italian guests invited to take part in the opening ceremony, among
them numerous senators and deputies, together with several ministers.
HIGHWAYS.
In Italy, the minister of public works sees to the laying out, making,
and repairing of the national, provincial, and communal highways.
The national roads are those which connect the chief cities of the King-
dom with each other and with the seaports. The provincial roads are
368
HIGHWAYS OF COMMERCE.
those which connect the capitals of the different provinces, those
which connect the capitals of the respective provinces with the seats
of the several districts into which the provinces may be divided, and
those which connect the capitals of the provinces and the seats of
the several districts with the nearest ports. Communal roads are
those which connect the county seats with the other towns in their
districts. All other public roads are vicinal roads, and are kept up by
the communal authorities. All these roads are macadamized and are
kept in good order. A bicyclist would find it an easy matter to trav
erse Italy in every direction.
The national and provincial roads are 26 feet and the communal
roads 16 feet in width.
ROME, August 14, 1894.
GENOA.
WALLACE S. JONES,
Consul-General.
Since November, 1891, great changes have taken place in maritime
traffic to and from the port of Genoa. At that date the North German
Lloyd Steamship Company of Bremen, as an experiment, placed one of
its fine steamships on the route between the ports of New York and
Genoa. Encouraged by the well-filled staterooms on the steamship
Fulda and heavy shipments of merchandise to and from both ports,
the company placed still another steamer, the Werra, on what is now
popularly known as the Mediterranean service. Even this addition did
not provide for the demands made on the company, so the steamship
Kaiser Wilhelm II was put on this line, and later, other steamers of
the company.
Noticing the success of the North German Lloyd, the Hamburg-
American Packet Company, during the winter months of 1892-93 and
1893-94, placed several of its magnificent steamships on the Mediter-
ranean service. This company was well patronized also, for it contin-
ued oriental excursions with the New York-Gibraltar-Genoa service.
Soon after the arrival of any of these steamships, scores of Americans
can be seen examining objects of interest in this old city. The same
cause which created a demand for more steamship accommodations
from New York to Genoa has brought about an extra demand for
railroad transportation from this point to the two Rivieras, the Italian
lakes, to Nice, Florence, Rome, Milan, Turin, and Switzerland.
The importance of this New York-Gibraltar-Genoa route to Ameri-
can merchants, travelers, and students is so fairly presented in a pam-
phlet issued by the German companies above named, who "pooled their
issues" last January, and now run the Mediterranean service as under
one management, that I clip the following extracts therefrom:
The Genoa-New York line offers the best opportunity for returning home to
American travelers staying in Italy, the south of France, Switzerland, and on the
HIGHWAYS OF COMMERCE.
369
Riviera, because Genoa, on account of its geographical situation, as well as in con-
sequence of its excellent communications, can be easily reached from all countries,
and because the German companies have placed on this route the largest, safest,
and swiftest steamships of the Continent. Pegli, San Remo, Bordighera, Mentone,
Monaco, Monte Carlo, Nice, Antibes, Cannes, Bellinzona, Chiasso, Florence, Turin,
Venice, and Milan are only about four to six hours distant from Genoa. The follow-
ing table shows the approximate distances and fares:
From Genoa (or vice
versa) by rail to-
Dura-
tion of
Fare.
jour-
ney.
First Second
class. class.
From Genoa (or vice
versa) by rail to-
Dura-
tion of
jour-
Fare.
First Second
ney.
class. class.
Hours. Francs. Francs.
Hours. Francs.| Francs.
Alexandria
12
Arona
5
10.00
23.00 16.25
6.90
Milan..
3
20.00
14.40
Monaco...
52 22.50
16. 25
Bellaggio
7
30.00
20.65
Monte Carlo
51
22.50
15.60
Bellinzona.
71 35.00
24.40
Naples.
19
97.50
68.75
Bologna
81
38.75
27.50
Nice..
7
24.40
16.90
·
Brescia
5
30.75
21.25
Padua
62
50.00
35.00
Cannes
7
27.50
19.40
Pallanza
81
25.00
17.50
Chiasso.
44
26.90
18.75
Pisa
4
22.00
15.60
Como
41
26. 25
18.75
Pavia.
Florence
32.50
23.00
Rome.
សម
21
15.65
10.65
123
65.60
45.65
Leghorn
5
24.40
16.90
San Remo..
4
17.50
12.50
Locarno
8
33. 15
23.75
Trieste
16
82.00
58.15
Lucerne
13
57.50
40. 65
Turin...
4
22.00
15.60
Lugano
61
29.35
21.25
Venice.
71
55.00
38.75
Luino.
61
28. 15
19.40
Verona
6
39.35
28. 15
Marseilles
13
50.60
35.00
Zurich.
142
60.65
42.50
Mentone.
51
22.00 15.60
From Genoa and Naples to New York fares vary according to location and size-of
cabins, a reduction being made when occupied by three adults or more.
to be had as follows:
Berths are
First saloon, express steamer, 450 gold-francs and upwards, viz, 550, 650, 750, 850,
1,100, and 1,400 gold-francs. Return tickets, 855 gold francs and upwards.
Second saloon, express steamer, 300 and 350 gold-francs. Return tickets, 570 and
665 gold-francs.
Return tickets available for the steamers of both lines from and to New York,
Naples, Genoa, Algiers, Gibraltar, Hamburg, Bremen, London, Southampton, Havre,
and Paris.
Special round-trip tickets issued for the route Genoa, Gibraltar, Algiers, Naples
(Palermo), Genoa, available from any of the ports named.
Direct connection from Genoa and Naples to Egypt and the East by the North
German Lloyd's imperial mail steamers.
Special connecting service between Naples and Palermo by companies' own
steamers.
Passengers allowed to stop over at all intermediate ports, and to continue voyage
by steamers of both lines, without extra charge.
Through tickets to Athens, Constantinople, Smyrna, and all other ports in the
Mediterranean touched by the steamers of the Austrian Lloyd.
The companies being under contract with the German and Austrian State railways,
issue, in connection with steamship tickets, original railway tickets to all principal
railway stations in Germany and Austria, available for one year, at tariff rates.
The railroad fares quoted above are not all accurate, but the differ-
ences between the fares quoted and actual rates, where mistakes exist,
are merely nominal.
So popular has this route become, that the Cunard Steamship Com-
pany proposes to employ its two largest steamers in the Mediterranean
service the coming autumn and winter.
533A24
370
HIGHWAYS OF COMMERCE.
THE PORT OF GENOA.
The arrivals and departures of vessels to and from the port of Genoa
during the year 1892, according to the latest statistics published, were:
Description.
Arrived.
Departed.
Number. Tonnage. Number. Tonnage.
Steamers
Sailing vessels.
2, 957 | 2,987, 275
2,899
328, 715
2,951
2, 812
2, 980, 738
326, 685
The foregoing vessels represented nearly every nation on earth.
England heads the list in numbers, having 863 steamers credited to her
in arrivals; Italy is next, then Germany and France in the order named.
Many of the English steamers are freighters and come here laden with
coal, returning to either Cardiff or Newcastle after discharge of cargo
in ballast, where they are again loaded.
OCEAN LINES.
The steamship companies control their own lines. The Italian Gov-
ernment pays them a certain subsidy for carrying the mails to South
America and India.
The principal steamship companies operating at this port and coast-
wise from Genoa are the Navigazione Generale Italiana, with a fleet
of 100 steamers; La Veloce (Italian also), whose 11 steamers are actively
engaged in the passenger traffic between Genoa and South American
ports; North German Lloyd Company, whose steamships, estimated to
number 75, run regularly from this port to Naples, Australia, South-
ampton, and New York.
The Peninsular and Oriental Company has a fleet of 54 steamers,
some of which run regularly between Genoa and Alexandria, Egypt.
The Netherlands, Belgium, France, Spain, and Greece take part in
the passenger and freight traffic at this port, but not at all in such
proportions as the companies above mentioned.
The principal steamship companies whose vessels start from or call
at this port, with tonnage and horsepower of steamers, rates of passage
and freight, sailings, termini and distances, are as follows:
North German Lloyd Steamship Company.-To Southampton (2,134 miles). About
two sailings per month. Fare, £8 13s. Steamers of about 4,500 tons register and
3,500 horsepower.
North German Lloyd Steamship Company and Hamburg-American Packet Company.—
To New York (4,100 miles). Fare, 650 to 1,400 francs. Freight, 15s. to 25s. 3d. per
ton. Calling at Gibralter (850 miles). Fare, 200 francs. About three sailings per
month. Steamers of about 5,000 tons register and 6,500 horsepower.
La Veloce Steamship Company.—To Colon (5,850 miles), calling at Barcelona, La
Guayra, Puerto Cabello; Curacao, Sabanilla, and Cartagena. No passengers.
Freight, 25 to 35 francs per ton. One sailing per month. Steamers of about 2,000
tons register and 2,500 horsepower.

CHART: RAILROADS IN THE DISTRICT OF GENOA.
to Paris
Turin
San Remg
to Nice
93
Novara
Milan
35
to Switserland
to Venice
67
Alessandria 22
90
27
Pavia
25
Voghera
Tortona
Nori
Stradella
33
Piacenza
to Bologna
50
Sampierdarena
Savona
to Southamoton
to New York
to Central America
to Brazils-
to the River
Genoa
90
Spezia
to Greece-
to Egypt
to Fast India
-toChina
to Netherland Indies
to Australia.
Doubie track
Single track
Railroad lines
Ocean lines
figures indicate the distances in Kilometres from
Station to Station.
to Florence
to Rome
to Naples
HIGHWAYS OF COMMERCE.
371
To Santos (5,337 miles), calling at Pernambuco, Bahia, and Rio Janeiro.
Fare,
550 francs. Freight, 45 to 55 francs per ton. One sailing per month. Steamers of
about 2,000 tons register and 1,600 horsepower.
To Buenos Ayres (6,231 miles), calling at Montevideo.
Freight, 25 to 35 francs per ton. Three sailings per month.
tous register and 6,500 horsepower.
Fare, 750 to 1,000 francs.
Steamers of about 4,500
miles), calling at Monte-
Navigazione Generale Italiana.-To Buenos Ayres (6,231
video. Fare, 750 francs. Freight, 27.50 francs per ton. Two sailings per month
Steamers of about 4,000 tons register and 5,000 horsepower.
North German Lloyd Steamship Company.-To Sydney (10,357 miles), calling at
Naples, Port Said, Aden, Colombo, Adelaide, Melbourne. Fare, 1,110 to 1,600 marks.
Freight, 25 to 45 marks per ton. One sailing per month. Steamers of about 3,500
tons register and 2,300 horsepower.
Nederland Steamship Company.—To Batavia (7,033 miles), calling at Padang. Fare,
1,470 francs. Freight, 45 to 60 francs per ton. Two sailings per month. Steamers of
about 2,000 tons register and 1,400 horsepower.
North German Lloyd Steamship Company.-To Shanghai (8,811 miles), calling at
Naples, Port Said, Aden, Colombo, Singapore, and Hongkong. Fares: To Colombo,
1,000 marks; to Singapore, 1,230; Hongkong, 1,330; Shanghai, 1,435. Freight, 258.
to 32s. 6d. per ton. One sailing per month. Steamers of about 3,500 tons register
and 3,500 horsepower.
Navigazione Generale Italiana.-To Bombay (4,473 miles), calling at Alexandria and
Aden. Fare, £40. Freight, 20s. per ton. One sailing per month. Steamers of
about 4,000 tons register and 3,000 horsepower.
Peninsular and Oriental Steam Navigation Company.-To Alexandria (1,329 miles),
calling at Naples and Brindisi. Fare, £12. Freight, 10s. to 20s. per ton. About two
sailings per month. Steamers of about 3,000 tons register and 2,500 horsepower.
Navigazione Generale Italiana.—To Piraeus, calling at Leghorn, Naples, Palermo,
Messina, and Catania. Fare, 235 francs. Freight, 15 to 50 francs per ton. One sail-
ing per week. Steamers of about 2,500 tons register and 1,000 horsepower.
RAILROADS.
All the railroads in Italy are owned by the Government, but they
were leased a few years ago to corporations for a period of ninety-nine
years, subject, however, to certain supervision and taxation.
From Genoa, the main points touched (by rail) in this consular dis-
trict are Savona and San Remo, en route to Nice, and Chiavari, Sestie,
Levante, and Spezia, en route to Pisa, Leghorn, Florence, and Rome.
Inland from Genoa the traveler is taken to Novi (in this district) where
other roads meet and branch out to Alessandria and Turin in one
direction and to Piacenza, Novara, Pavia, and Milan in other directions.
For further particulars as to railroads examine accompanying chart.
The railroad which extends along the coast from Spezia to San Remo
has only one track, but there are side tracks at every station. Inland
from Genoa there are double tracks.
In this consular district, fully ninety-nine one-hundredths of the road-
bed is on solid rock, and fully one-half the length of the road runs
through a portion of the Appenines and Maritime Alps. For instance,
from Genoa to Spezia, a distance of about 53 miles, there are eighty-four
tunnels, and from Genoa to San Remo, 85 miles, the train is continually
372
HIGHWAYS OF COMMERCE.
running out of one tunnel to enter another. Also, on leaving Genoa
for either Turin or Milan the same monotony exists until the train
reaches Novi and Alessandria.
•
The track is not smooth, owing to its rocky bed: Repairs are slowly
made on account of the numerous trains-freight and express-which
are moving day and night in different directions to and from Genoa.
To give even an epitome of the history of the building and comple-
tion of the railroads in this consular district, would take too much space
in this report. It may be stated, however, that it is the boast of the
country that Italian workmen and Italian engineers, after battling
with natural obstacles for many years, finally forced their way through
the hearts of mountains and united rock-bound and sea-bound Genoa
by rail with the principal cities of Italy.
The fast trains running daily from Genoa to the several points within
this district are: To San Remo, 1; to Turin, 5; to Novara, 4; to Milan,
6; to Piacenza, 2; to Spezia, 4.
First-class railroad fare is 0.1243 lira per kilometer, (0.621376 mile).
Freight by fast train, 0.452 lira per ton per kilometer.
There are three printed volumes on the subject of freight charges,
from which it will readily be understood how difficult it would be to
give further items that would be of iterest to the American public.
HIGHWAYS.
There is really but one highway of any importance in this district.
This extends along what is known as the East and West Coast. It is
known as the old Roman road from Spezia to Genoa, and as the Cor-
niche road from Savona to San Remo and Nice. Its width will hardly
average 36 feet, besides sidewalks at certain points. Some portions of
the road will not measure more than 12 or 15 feet in width, owing
to the lofty and almost perpendicular mountains in such close prox-
imity to the sea. This highway is of but minor importance now except
for the delightful excursions which pleasure seekers have thereon, for
small steam tugs and lighters and railroad trains deliver, so to speak,
merchandise at the very doors of the inhabitants of the province.
There are a few good highways running inland from Genoa about
the same width as the Roman-Corniche road, but public traffic on these
roads is not of much importance.
GENOA, July 21, 1894.
JAMES FLETCHER,
Consul.
'Lira - 19.3 cents United States currency.
HIGHWAYS OF COMMERCE.
373
PALERMO.
OCEAN LINES.
Phelps Line.-Controlled by a corporation; headquarters, Liverpool.
Route, from New York, New Orleans, or Boston, to Palermo, Messina,
Catania, Girgenti, and vice versa. Communication every ten or twelve
days.
Condition of line, good. Number of vessels, seven; the smallest hav-
ing a net tonnage of 1,076; the largest, 1,735; average, 1,383. Vessel
having least nominal horsepower has 200; having greatest, 300; an
average of 243. This is a freight line only.
Wilson Line.-Controlled by a corporation; headquarters, Hull.
Route, from Hull to Palermo, thence to Adriatic ports, and vice versa.
Communication, monthly.
Condition of line, good. The number of vessels of this line calling
regularly is nine, the smallest having a net tonnage of 550; the larg
est, 1,914; average, 1,162. Nominal horsepower of the smallest vessel,
98; of the largest, 250; average, 171. This is also a freight line.
Glynn Line.-Controlled by a corporation; headquarters, Liverpool.
Route, from Liverpool to Marseilles, Genoa, Naples, Messina, Catania,
Palermo, and vice versa. Communication every ten or twelve days.
Condition of line, good. Four vessels of this line ply regularly be-
tween Liverpool and Palermo. The smallest vessel registers 666 tons
net; the largest, 1,034 tons; average, 870 tons. The nominal horse-
power of the smallest vessel is 99; of the largest, 195; average, 147.
These vessels carry freight only.
Cunard Line.-Controlled by a corporation; headquarters, Liverpool.
Route, from Liverpool to Genoa, Naples, Palermo, Messina, and Adri-
atic ports. On return from Adriatic ports vessels rarely call at Palermo,
except during fruit season, and proceed to Liverpool via some Spanish
port. Communication monthly.
Condition of line, good. Eight vessels are engaged in the trade.
The smallest vessel registers 1,215 tons net; the largest, 1,533 tons;
average, 1,370 tons. The nominal horsepower of the smallest vessel
is 212; of the largest, 300; average, 257. These vessels carry freight
only.
Sloman Line.-Controlled by a corporation; headquarters, Hamburg.
Route, from Hamburg to Mediterranean ports and Palermo; returning
via same or other Mediterranean ports. Communication about every
ten days.
Condition of line, good. Number of vessels, five. The smallest ves-
sel registers 845 tons net; the largest, 1,009 tons; average, 925 tons.
The nominal horsepower of the smallest vessel is 125; of the largest,
150; average, 140. A freight line only.
374
HIGHWAYS OF COMMERCE.
Cockerill Line.-Controlled by a corporation; headquarters, Ant-
werp. Route, from Antwerp, via Mediterranean ports, to Palermo;
returning via same or other Mediterranean ports. Communication
fortnightly.
Condition of line, good. Number of vessels, six. The smallest ves-
sel registers 717 tous net; the largest, 1,352 tons; average, 1,029 tons.
The nominal horsepower of the smallest vessel is 90; of the largest, 180;
average, 135. These vessels carry freight only.
Leyland Line.-Controlled by a corporation; headquarters, Liverpool.
Route, from Liverpool to Palermo, returning via Mediterranean ports
for cargo. Communication monthly.
Condition of line, good. Number of vessels, six. The smallest ves-
sel registers 1,131 tons net; the largest, 1,444 tons; average, 1,257 tons.
The nominal horsepower of the smallest vessel is 200; of the largest,
250; average, 220. A freight line only.
Anchor Line.-Controlled by a corporation; headquarters, Glasgow.
Route, United States ports to Mediterranean ports, and vice versa.
Carry freight only.
Condition of line, good. The vessels of the Anchor Line plying
between United States ports and Mediterranean ports number four-
teen. But few of these called at Palermo within the last year, and
those that called were chartered vessels and were run in conjunction
with other lines. The smallest vessel registers 1,214 tons net; the
largest, 3,275 tons; average, 1,948 tons. The nominal horsepower of
the smallest vessel is 182; of the largest, 500; average, 378.
Adria Line.-Controlled by a corporation; headquarters, Trieste.
Route from Trieste, via principal Mediterranean ports, to Hull, and
vice versa. Communication fortnightly.
Condition of line, good. Number of vessels, thirteen. The smallest
vessel registers 707 tons net; the largest, 1,422 tons; average, 994 tons.
The nominal horsepower of the smallest vessel is 120; of the largest,
260; average, 180. These vessels carry both freight and passengers.
Koninklyke Nederlandsche Stoomboot Maatschappy.-Controlled by a
corporation; headquarters, Rotterdam. Route, Holland ports, via
some Mediterranean ports, to Palermo, and vice versa. Communica-
tion fortnightly.
Condition of line, good. Number of vessels, five. The smallest ves-
sel registers 596 tons net; the largest, 869 tons; average, 745 tons.
The nominal horsepower of the smallest vessel is 110; of the largest,
180; average, 138. These vessels carry freight only.
General Steam Navigation Company.-Controlled by a corporation;
headquarters, London. Route, from London to Genoa, Leghorn, Naples,
Messina, and Palermo, and vice versa. Communication fortnightly.
Condition of line, good. Number of vessels, eight. The smallest ves-
sel registers 454 tons net; the largest, 803 tons; average, 550 tons.
The nominal horsepower of the smallest vessel is 110; of the largest,
150; average, 124. These vessels carry freight only.
HIGHWAYS OF COMMERCE.
375
Navigazione Generale Italiana.-Controlled in part by Italian Gov-
ernment; headquarters, Rome and Naples.
First route: From Marseilles to Genoa, Leghorn, Naples, Palermo,
Messina, Piraeus, Salonica, Constantinople, and Odessa, and vice versa.
Communication fortnightly. Condition of line, good. Average size of
vessels, about 1,600 tons net; average indicated horsepower, about 1,400.
These vessels carry freight, mail, and passengers.
Second route: From Marseilles to Genoa, Leghorn, Naples, Palermo,
Messina, Piraeus, Smyrna, Constantinople, and Odessa, and vice versa.
Communication fortnightly. Condition of line, good. Average size of
vessels, about 1,600 tons net; average indicated horsepower, about 1,400.
These vessels carry freight, mail, and passengers.
Third route: From Marseilles to all large Italian ports, to Trieste,
and vice versa. Communication weekly. Condition of line, good.
Average size of vessels, about 1,000 tons net; average indicated horse-
power, about 1,000. Vessels carry freight, mail, and passengers.
Fourth route: From Palermo to Trapani, Marsala, and Tunis, and
vice versa. Condition of line, good. Average size of vessels, about
500 tons net; average indicated horsepower, about 600. Communica-
tion weekly. Vessels carry freight, mail, and passengers.
Fifth route: From Palermo to all ports of northern Sicily, Messina,
Catania, Syracuse, and Malta, and vice versa. Condition of line, good.
Average size of vessels, about 500 tons net; average indicated horse-
power, about 600. Communication weekly. Vessels carry freight,
mail, and passengers.
Sixth route: From Palermo to all ports of southern Sicily and Syra-
cuse, and vice versa. Condition of line, good. Average size of vessels,
about 500 tons net; average indicated horsepower, about 600. Com-
munication weekly. Vessels carry freight, mail, and passengers.
Seventh route: From Palermo to Naples, and vice versa. Condition
of line, good. Number of vessels, five. The smallest registers 550 tons.
net; the largest, 774 tons; average, 650 tons. The indicated horse-
power of the smallest vessel is 800; of the largest, 2,600; average, 1,440.
Communication daily. Vessels carry freight, mail, and passengers.
Eighth route: Palermo to Naples and New York or New Orleans.
Condition of line, good. Vessels average about 1,600 tons net; average
indicated horsepower, about 1,500. Communication very irregular.
During 1893 eleven vessels cleared from Palermo. Vessels carry pas-
sengers and mail only.
376
HIGHWAYS OF COMMERCE.
Distances, in leagues, between Palermo and the principal cities having communication by
water therewith; also first-class passenger rates and the rate per ton for freight occupying
about 40 cubic feet of space per ton.
Cities.
Dis-
tance.
Passenger Freight
rates.
Cities.
rates.
Dis-
tance.
Passenger Freight
rates.
rates.
Naples
56
$7.15
$2.80
Taranto
138
$19.80
$2.50
Leghorn
141
17.75
2.50
Brindisi
189
25.50
2.50
Genoa
168
19.90
2,50
Trieste
319
31.85
2.50
Marseilles
236
28.40
3.25
Venice
343
33.95
2.50
Messina.
41
6.00
2.25
Tunis
71
16.20
3.00
Catania.
59
12.40
2.40
London.
761
2.50
Piraeus
224
32. 15
3.50
Liverpool...
766
2.50
Smyrna.
297
29.45
5.00
Hull..
851
3.50
Salonica
312
36.55
5.00
Rotterdam.
828
2.50
Constantinople
421
44.90
5.00
Antwerp
816
2.50
Odessa..
536
65.30
7.00
Hamburg.
901
5.00
Syracuse
72
13.30
2.50
New York..
1,364
3.00
Malta.
101
18.25
3.00
New Orleans.
1,837
4.50
Number of steamers of different nationalities clearing from Palermo during 1893, also the
aggregate tonnage of same.
Number
Nationality.
of
vessels.
Tons.
Nationality.
Number
of
vessels.
Tons.
British...
281
321, 431
Austrian
40
29, 116
Italian
1,320
840, 514
Greek.
18
German
16, 524
46
50, 113
Other countries.
1
428
Dutch..
28
22, 078
Norwegian and Swedish…….
Belgian
7
5, 720
Total.
1,772
1, 317, 767
31
31, 843
RAILWAYS.
Palermo to Corleone.-Controlled by a corporation. Length of line,
42 miles. Communication twice daily.
Palermo to Marsala and Trapani.-Controlled by a corporation.
Length of line, 121 miles. Palermo to Marsala, 101 miles. Communi-
cation twice daily.
Palermo to Roccapalunba and Porto Empedocle.-Controlled by a
corporation. Length of line, 90 miles. Palermo to Roccapalunba, 43
miles. Communication twice daily.
Palermo to Termini, Catania, and Messina.-Controlled by a corpora-
tion. Length of line, 211 miles. Palermo to Termini, 23 miles;
Palermo to Catania, 150 miles. Communication twice daily.
Rate per mile for first-class passengers on all roads, 3.8 cents.
Freight is divided into eight classes. There is a rate for each class.
Besides the cost of hauling, a small fee, varying from 40 cents to 20
cents a ton, depending on the class, is charged. The following are the
rates for hauling per ton per mile for the eight classes for the first 75
kilometers (46 miles). After every 75 kilometers a slight reduction is
allowed.
HIGHWAYS OF COMMERCE.
377
First.
Second.
Third
Fourth..
Class.
Rate.
Cents.
5.8
Fifth
4.4
Sixth
3.8
Seventh...
3.2 Eighth.
Class.
Rate.
Cents.
2.5
2.2
1.9
1.6
There are no rivers or canal lines in this district, nor are there any
first-class highways.
PALERMO, November 1, 1894.
WILLIAM H. SEYMOUR,
Consul.
MALTA.
OCEAN LINES.
Peninsular and Oriental Line.-This is the principal line of steam-
ships that touch at Malta. It is incorporated by royal charter dated
December 31, 1840, and is further empowered by subsequent charters.
The authorized capital is $17,000,000 (paid up, $11,284,280), and author-
ized debentures, not issued, $5,493,200.
Concerning the business and financial condition of the company, the
fifty-third annual report of the secretary to the board of directors,
December 12, 1893, says:
It has been impossible to refer to the state of the eastern shipping trade during
the last two years otherwise than in a tone of discouragement, and up to the moment
of writing this report that trade has not experienced any revival. Some benefit has
been felt on the China line through an agreement among the principal companies to
maintain a common understanding as to rates, and by similar means a very slight
advantage has accrued in the outward business to India. On the other hand, the
homeward rates, both from Calcutta and Bombay, have been deplorable, and so far
as the Australian colonies are concerned, both the outward and homeward rates have
been most unsatisfactory, while at the same time the volume of business has been
seriously diminished. The further heavy fall in silver has necessarily increased the
loss in exchange from which the company has suffered for so many years.
Notwithstanding the "deplorable" and "unsatisfactory" condition of
business during the year, dividends equal to 10 per cent were declared
on the preferred and deferred stocks.
The termini are London, Sydney, and Yokohama, and the main
points touched are Gibraltar, Malta, Marseilles, Genoa, Naples, Brin-
disi, Alexandria, Port Said, Aden, Bombay, Colombo, Madras, Calcutta,
Penang, Singapore, Hongkong, Nagasaki, Hiogo, Albany, Adelaide,
and Melbourne.
The fleet is composed of fifty-four vessels, with an aggregate reg-
istered tonnage of 234,517, and an effective horsepower of 239,550;
speed, 13 to 14 miles per hour.
378
HIGHWAYS OF COMMERCE.
The vessels are in excellent condition. Every possible protection,
and all reasonable comforts and conveniences are supplied. The officers
are efficient, courteous, and watchful of the interests of the passengers.
The total distances sailed by this line are: London to Yokohama,
11,956 miles; London to Sydney, 12,500 miles.
American travelers to the Mediterranean and the East will find the
most direct route from New York to Gibraltar, Malta, or Naples to be
the North German Lloyd Line.
First-class passenger rates and distances between main points.
From Loudon to—
Rate. Distance.
From London to-
Rate.
Distance.
Gibraltar.
Marseilles.
Naples
Malta
Brindisi.
•
Alexandria.
Port Said
Bombay.
Calcutta
•
Miles.
Miles.
$48.66
1,299
Aden.
$199.79
4,965
63.60
1,993
Colombo
255.39
7,058
68.46
2,272
Albany
292.00
10, 448
78.20
2,280
Melbourne
292.00
11, 940
83.00
2,640
Singapore
296. 85
8, 717
97.33
3, 465
Hongkong.
361. 12
10, 154
107.00
3,570
Shanghai.
361. 12
11, 024
267.66
6, 629
Yokohama
361.12
11, 950
267. 66
8,438
Sydney...
340.65
12, 500
Rates of freight per ton.
From Malta to-
Rate.
From Malta to-
Rate.
Albany, Adelaide, Melbourne, and Sydney $24.33
Aden
$14.60
London
Gibraltar and Brindisi
Port Said
8.52
5.07
9.73
Bombay, Colombo, Calcutta, Penang,
Singapore, Hongkong, Shanghia,
Hiogo, Nagasaki, and Yokohama
19.46
The Peninsular and Oriental Company carries the English mails to
India, China, and Australia-the India and China mails weekly from
Brindisi, to which place they are carried by railroad through France
and Italy, the steamers calling at Malta en route to Brindisi every
Friday. The mail for Australia leaves London fortnightly, via railroad
from Calais to Brindisi, where it is transferred to the Peninsular and
Oriental steamers. There is also a fortnightly mail from London to
Australia via Naples, thence by steamers.
The contract for carrying the India and China mails is for a period
of ten years, from February 1, 1888, to January 31, 1898; the contract
for the Australia mail is from February 1, 1888, to January 31, 1895.
For these services the company received for the year 1893 (according
to the annual report of the secretary to the board of directors), the
following amounts:
India and China, net.
Australia, net.
Armed cruisers, etc., subvention
Total...
-
$1, 274, 059
413, 599
34, 467
1,722, 125
HIGHWAYS OF COMMERCE.
379
The Clan Line.-The Clan Line, Limited, and the Clan Line Associa-
tion are controlled by Cayzer, Irvine & Co., of Glasgow, London, and
Liverpool. The termini are London, Calcutta, and Kurrachee. The
main points touched are Glasgow, Malta, Port Said, Ismailia, Suez,
Aden, Bombay, Calcutta, and Madras. Total distance, London to Cal-
cutta, 7,967 miles.
First-class passenger rates and distances.
From Malta to—
Dis-
tance.
Rate.
From Malta to-
Dis-
Rate.
tance.
Miles.
Miles.
London
2,280
$48.65
Bombay.
3,992
$172.75
Glasgow
Port Said..
Ismailia.
Suez
Aden.
2, 608
63.26
Colombo
4,778
172.75
935
34.33
Madras
-
5, 388
180.00
979
·
29.20
1,060
34.06
Calcutta
Kurrachee
6, 042
180.00
3,878
172.75
2, 322
97.33
The fleet consists of twenty-eight tricompounded Clyde built steam-
ers, and three new vessels in process of construction. The tonnage of
the vessels varies from 2,080 to 3,994; they are in good condition and
have superior accommodations for first-class passengers.
The service of the Clan Line is divided into three branches:
(1) The Bombay service, performed from Glasgow, via Liverpool, by
ten steamers, with an aggregate tonnage of 30,800, calling irregularly
at Malta on their outward voyages, but return to London regularly via
Malta, making three or four trips per month.
(2) North African service.-The steamers of this service sail from
Glasgow, via Liverpool, to Cape Town, Natal Bay, Algoa Bay, East
London, and Natal, and occasionally to Delagoa Bay and Mauritius.
Eight steamships are employed on this branch (soon to be increased to
eleven), with an aggregate tonnage of 24,341 and a carrying capacity
of 42,200 tons. They return by the Suez Canal and Malta.
(3) Colombo, Madras, and Calcutta service.-The steamers of this
service leave Glasgow and Liverpool punctually every fortnight, via
Malta, for Port Said and the Suez Canal. Nine steamers are employed,
with an aggregate tonnage of 31,181, and a total carrying capacity of
38,850 tons. They return to London via Malta. The gross tonnage of
the fleet is 83,363; it cost upward of $2,500,000. The line employs
about 5,000 persons, including officers; and an idea of the magnitude of
its operations in the East may be formed by the amount of tolls paid the
Suez Canal, which approximates $500,000 a year. Freight rates from
Malta to London vary from $4.86 to $6.80 per ton on general cargo,
and from $7.30 to $12.50 per ton on costly merchandise. Twenty per
cent reduction on return is allowed on first-class passenger rates, avail-
able for four to six months. Families of three or more persons, east
of Suez Canal, are granted 10 per cent reduction; children over 12
years, full fare; between 3 and 12, half fare; under 3 years, free.
· 380
HIGHWAYS OF COMMERCE.
The Deutsche Levant Line.-This line is controlled by a corporation,
with headquarters at Hamburg. Termini, Hamburg and Odessa; main
points touched, Malta, Piraeus, Syra, Alexandria, Smyrna, Salonica,
Constantinople, Varna, Galatz, and Braila.
Distance to principal ports and schedule time of voyage.
From Hamburg to—
Time.
From Hamburg to—
Time.
From Hamburg to-
Time.
Days.
Days.
Days.
Odessa
Malta
Piraeus
Alexandria
30
Syra
24
10
Smyrna
25
Varna..
Braila.
31
32
22
Constantinople.
27
23
Salonica..
31
The fleet is composed of nine steamships, in good condition, which
carry from 2,100 to 3,000 tons, departing regularly from Hamburg and
Antwerp once a week.
First-class passenger rates from Hamburg.
Malta..
Syra and Piraeus
To-
Alexandria and Smyrna
·
Rate.
To-
Rate.
$71.40
77.35
Salonica and Constantinople
Varna
$83.30
89.30
80.92
Braila and Odessa
95.20
From Antwerp to the above ports, 25 per cent reduction.
First-class passenger rates from Malta.
To-
Piraeus.
Alexandria and Smyrna
Salonica and Constantinople.
Rate.
To-
$17.00
24.33
29.21
Varna
·
Galatz, Braila, and Odessa.
Rate.
$38.93
48.66
Return rates allow 60 per cent reduction for adults; 25 per cent for.
children 2 years of age, and 50 per cent for children over 2 and under
12 years.
Rates of freight vary according to the character of the goods, but,
approximately, to Levant ports are quoted at $2.50 to $5 per ton; from
Malta to Hamburg, $5 per ton, and from Malta to Antwerp, Rotterdam,
Amsterdam, Liverpool, London, Hull, and Glasgow, $6 per ton.
Royal Hungarian Sea Navigation Company (The "Adria").-This line
is controlled by a corporation, and operates between Fiume and London,
Glasgow, Antwerp, Rouen, Bordeaux, and Malta, monthly and return,
with a fleet of twenty-two steamers. Between Malta and Fiume the
steamer Carola makes fortnightly trips, touching at Syracuse, Catania,
Messina, Bari, and Trieste.
Distances from Malta.
Syracuse
Catania
To-
Miles.
85
35565
Messina.
95 Bari...
To-
Miles.
155 Trieste.
420 Fiume..
To-
Miles.
800
920
HIGHWAYS OF COMMERCE.
381
The Carola is a new steamer with modern improvements, such as
electric light, etc., is in good condition, and has excellent passenger
accommodations. Registered tonnage, 889; horsepower, 200; speed,
16 miles per hour.
First-class passenger rates from Malta.
Syracuse.
Catania.
Messina
---
To-
Rate.
To-
Rate.
$4.40
Bari
4.40
Trieste and Fiume….
5.20
$11.40
94.00
Freight from Malta to Trieste and Fiume, $3.90 per ton. To inter-
mediate ports, proportionate.
The Transatlantic Line (Compagnie Générale Transatlantique).—T¹is
line is incorporated and has ramifications from London and Paris to vari-
ous parts of the world. Its Mediterranean line employs twenty-four ves-
sels, of a tonnage from 1,208 to 2,656, and a horsepower of 1,100 to
3,800. Weekly trips are made from Marseilles to Tunis, via Malta, and
return.
First-class passenger rates.
To-
Rate.
$10.70
9.75
From-
To-
Rate.
From-
Marseilles.
Do..
Tripoli
Tunis..
Du
Malta..
$42.80
24.43
37.00
Malta
Do.
Tunis.
Tripoli.
·
Marseilles
Do...
Malta.
Marseilles
Tripoli.
Tunis..
From-
Distances.
Tunis..
Malta
Tunis.
Freight rates.
From Malta to-
To-
Miles.
1, 384
704
680
Rate per ton.
$1.93 to $9.65
1.55 to 9.65
1.55 to 9.65
Freight rates are governed by the nature, quantity, etc., of the ship-
ments.
The Wilson Line.-The business of this line is controlled by Thomas
Wilson, Sons & Co., who operate an extensive system of ocean trans-
portation, devoted mostly to cargo business, from Hull and London to
New York aud Boston, Hamburg, Bremen, India, and Australia. Its
Mediterranean service operates a fleet of twenty-seven steamships
(1,113 to 3,212 tons each), all of which are in good condition. They call
382
HIGHWAYS OF COMMERCE.
at Malta about every twenty-one days. The termini are Hull and Lon-
don and Alexandria and Odessa. The intermediate ports are Messina,
Marseilles, Genoa, Leghorn, Naples, Malta, and Constantinople.
Distances and first-class passenger rates.
Odessa
Messina
Palermo
·
---
Trieste and Venice
Marseilles
Genoa..
Leghorn
Naples
Constantinople
Alexandria
Malta..
From Hull to-
Miles.
Rates.
3,600
$104, 86
2, 393
58.46
2, 364
58.40
3, 164
77.85
2, 230
68. 13
2,400
68.13
2, 438
68. 13
2,440
58.40
3, 264
73.86
3,274
73.00
2, 490
58.40
Freight, general cargo, ranges from $3.65 to $7.30 per ton.
The Papayanni Steamship Company.-This steamship line is controlled
by a corporation, and operates between Liverpool and Odessa. The
vessels touch at Gibraltar, Algiers, Malta, Alexandria, Cairo, Limasol,
and Constantinople. Total distance between termini, 3,335 miles.
Distances from Liverpool.
Gibralta.
Malta
Syra
To-
Miles.
1,250
To-
Miles.
Constantinople..
2,240 Algiers
2,769
To-
Miles.
3, 015
1, 665
Alexandria
Smyrna
First-class passenger rates from Malta.
To-
Rate.
Liverpool and Odessa.
$48.66
Smyrna, Alexandria, and Algiers..
Gibraltar and Beyrouth..
Limasol
24.33 Syra..
29.20
...
3, 027
2,870
To-
Rate.
$39.93
17.00
Freight rates to the East are $3.65 per ton and 5 per cent primage,
and to Liverpool $7.30 per ton.
The Leyland Steamship Line.-This line is controlled by a corporation.
The termini are Liverpool and Odessa, a distance of 3,335 miles. The
main points touched are Gibraltar, Malta, Alexandria, Syra, Smyrna,
and Constantinople.
Gibraltar.
Malta.
To-
Miles.
Distances from Liverpool.
To-
Miles.
1,250
Alexandria..
2,240
Syra.
To-
Miles.
3,027 Smyrna
2,769
2,870
Constantinople..
3, 015
HIGHWAYS OF COMMERCE.
383
The fleet is composed of thirteen steamships, 301 to 361 feet in length
and of 1,010 to 1,453 tons. Carries cargo only. Freight rates to the
East are $3.64 per ton and 5 per cent primage, and to Liverpool $7.30
per ton.
The Cunard Steamship Line, Levant fleet.—This line is operated and
controlled by a corporation, and carries no first-class passengers. The
termini are Liverpool and Constantinople, and the main points touched
are Gibraltar, Malta, Syra, Smyrna, and sometimes Alexandria.
Distances from Liverpool.
To-
Miles.
Constantinople.
Malta
·
3, 015
2,240
Smyrna
Gibraltar
To-
Miles.
To-
Miles.
2,870
Syra
1,250
Alexandria
2,769
3,027
The Levant fleet consists of two vessels, one of 1,000 tons and 170
feet in length; the other of 1,400 tons and 300 feet in length. Leave
Liverpool every three weeks. Freight rates for Syra, Smyrna, and
Constantinople range from $2.50 to $3.75 per ton, and to Gibraltar and
Liverpool from $5 to $7.50 per ton.
The Moss Steamship Company.—-This line is controlled by a limited
corporation. The termini are Liverpool and Constantinople, and the
main points touched are Gibraltar, Algiers, Malta, Alexandria, Syra,
and Smyrna.
From-
Distances.
To-
Miles.
From-
Liverpool
Malta.
2,240
Liverpool
Gibraltar
Algiers.
410
Malta
Algiers
Malta.
583
Syra
Malta..
Syra.
529
Smyrna.
Liverpool
Constantinople
3, 015
To-
Miles.
Gibraltar
Alexandria
Smyrna.
Constantinople
...
1,278
817
174
296
The fleet consists of fourteen vessels of 2,250 to 3,000 tons, in good
condition, which make weekly trips.
First-class passenger rates from Malta.
To-
Rate.
To-
Rate.
Liverpool...
$48.65
Syra.....
$17.00
Algiers, Smyrna, and Alexandria.
24.33 Gibraltar and Constantinople..
29.20
Freight from Malta to Liverpool is $5 per ton.
The City Line. This line is controlled by a limited corporation.
Liverpool and Calcutta are the termini, and Malta, Port Said, Bombay,
and Kurrachee the principal intermediate points.
384
HIGHWAYS OF COMMERCE.
Calcutta
Gibraltar.
Distances from Liverpool.
To-
Miles.
7,917
1,250
Malta
Port Said
To-
Miles.
To-
Miles.
2, 240
3, 290
Bombay.
Kurrachee
6, 225
6, 035
The fleet is composed of seventeen steamships, 361 to 412 feet in
length and from 2,102 to 2,933 tons. The vessels are in good condition
and make fortnightly trips.
First-class passenger rates from Liverpool.
To-
Rate.
To-
Rate.
Malta..
Port Said ..
$48.66
Ismailia
68. 13 Calcutta, Bombay, and Kurrachee
$73.00
219.00
Freight from Liverpool to Malta, $4.86 per ton; return, one-fourth off.
Italian General Navigation and Florio-Rubattino Company.-This line
is controlled by a corporation with its principal offices at Rome and
Naples. It operates a number of lines in the Mediterranean.
The line between Malta, Naples, and Genoa touches at Syracuse,
Catania, Reggio, and Messina. The service is supplied with twelve ves-
sels (900 to 1,500 tons), which make weekly trips. First-class passen-
ger rates from Malta to Genoa, $30.45, aud about the same to other
points and returning. Freight rates are as follows: First class, $10
per ton; second class, $8; third class, $6; fourth class, $3.
The Westcott Line. This line is controlled by Westcott & Lawrence,
London. The service is divided into three branches, viz:
(1) For Alexandria and Batoum; from Antwerp and London, touch-
ing at Malta, Smyrna, and Constantinople, taking freight, by trans-
shipment, for Tunis, Tripoli, Larnaca, Limasol (Cyprus), Alexan-
dretta, Mersine, Beyrouth, Gallipoli, Dardanelles, Ismeed, Dede Agatch,
Ragos, Kavalla, Mitylene, Scio, Kustendji, and Poti.
Antwerp.
London
Malta
Alexandria
Smyrna..
Distances in miles.
To-
From-
London. Malta.
Alexan-
dria. Smyrna. tinople.
Constan-
Batoum.
259
2,370
2, 315
3,295
3,240
3,215
3,545
4,300
3, 160
3, 490
4, 245
925
845
1.175
1,930
625
985
1,740
360
1, 115
755
Constantinople
(2) The Danube line, between Antwerp, London, and Ibrail, touching
at Malta, Piraeus, Syra, Constantinople, and Galatz, taking goods, by
transshipment, for Tunis, Tripoli, Valo, Calamota, Katacolo, Patras,
Corfu, Zante, Gallipoli, Dardanelles, Ismeed, Dede Agatch, Lagos,
HIGHWAYS OF COMMERCE.
385
Kavalla, Myteline, Scio, Kustendji, Trebizonde, Rodosto, Ineboli,
Samsoun, Kerasunde, and Tultcha.
Distances in miles.
To-
From-
London.
Malta.
Piraeus.
Syra.
Constan-
tinople.
Galatz. Ibrail.
Antwerp.
259
2, 370
London
Malta.
Piraeus
Syra
Constantinople…….
Galatz
3,020
3, 020
3,545
3,990
2, 315
4, 015
2,965
2, 965
3, 490
2,935
3, 960
650
650
1, 175
1,620
1, 645
60
460
905
930
400
845
870
445
470
25
17
(3) The Odessa line, from London and Antwerp to Odessa, touching
at Malta, Constantinople, Bourgas, and Varna, taking goods by trans-
shipment, for Tunis, Tripoli, Valo, Calamota, Katacolo, Patras, Corfu,
Zante, Gallipoli, Dardanelles, Ismeed, Dede Agatch, Kavalla, Mitylene,
Scio, Kustendji, Trebizonde, Rodosto, Ineboli, Samsoun, Kerasoon, and
Poli.
Distances in miles.
Antwerp
London
To-
From-
London. Malta.
Constan-
tinople.
Bourgas. Varna.
Odessa.
259
2,370
3, 545
3, 695
3,795
2, 315
4, 147
3, 490
3, 640
3,740
1, 175
4,092
1, 325
1,425
1, 777
150
250
602
100
450
352
Malta..
Constantinople....
Bourgas..
Varna..
The services of the respective branches are performed by a fleet of
nine steamships, varying in length from 241 to 316 feet, and in regis-
tered tonnage from 867 to 1,278. The ships are in good condition;
they call at Malta about every ten days.
First-class passenger and freight rates from Malta.
To-
Passenger.
Freight
per ton.
To-
Passenger.
Freight
per ton.
Piraeus and Syra..
Alexandria.
Constantinople and Smyrna
$14.60
24. 33
24.33
$3.89
3.89
4.86
Bourgas, Galatz, Ibrail, and
Varna.
Batoum and Odessa.
$29.20
34.00
$6.07
6.07
0. F. Gollcher & Sons' Line is controlled by the proprietors. The
fleet consists of two well-conditioned steamships, with registered ton-
nage of 139 and 539 and length of 140 and 200 feet, respectively.
There are no accommodations for first-class passengers. The termini
are Malta and Trieste; main points touched, Syracuse, Catania, and
Tunis.
533A- -25
386
HIGHWAYS OF COMMERCE.
Malta
Syracuse.
Catania...
From-
Distances in miles.
To-
Syracuse. - Catania.
Trieste.
Tunis.
100
145
45
1,020
925
310
880
Freight rates per ton are as follows: From Malta to Catania and
Syracuse, $1.94; to Tunis and Trieste, $2.92.
The foregoing includes all regular lines of ocean steamships that
"carry passengers, through mails, or freight in very considerable quan-
tities" in this consular district.
RAILROADS AND HIGHWAYS.
There are no railroads in this district, except a local line from Val-
letta to Civita Vecchia, a distance of 8 miles, operated by the Maltese
Government, and serving the purpose of a street railway. Neither are
there any navigable rivers or canals or highways, as such, only stradas
(roads) leading from Valletta to the different villages on the island.
ACKNOWLEDGMENTS.
In the absence of commercial and navigation statistics at this port,
I am under obligation to Hon. F. Vella, collector of the port, and to
the agents of the respective ship companies for valued assistance.
D. C. KENNEDY,
MALTA, August 1, 1894.
GREECE.
Consul.
OCEAN LINES.
The Panhellenic Steam Navigation Line. This is the only great
through line owned in this country. It is a private corporation with a
capital of 5,000,000 drachmas ($965,000). The fleet consists of the
following vessels: Three steamships of 300 tons each and 2,000 horse-
power; three steamships of 1,800 tons each and 1,750 horsepower;
and six coasting steamers of about 800 tons each and 400 horsepower.
The three first named keep up fortnightly communications with
Piraeus, Marseilles, Chios, Smyrna, Constantinople, Samsoun, Trebi-
zoude, and Novorisisk, carrying mails, passengers, and cargo. No
fixed rates for either passengers or cargo can be given, as these vary
in accordance with the competition of foreign lines.
HIGHWAYS OF COMMERCE,
387
The second three steamers of this line run fortnightly to and from
Piraeus, Smyrna, Chios, Mytelene, Constantinople, Samsoun, and
Trebizonde. On returning to Piraeus, the steamers make trips to
and from Calamata, Patras, Corfu, and Trieste. Rates of passage and
freight can not be given for reasons stated above. The competition
with this line is very great, owing to the number of foreign ships trad-
ing to the same ports. The remaining six vessels of the company do a
local coasting trade, and have daily sailings for coast towns and the
islands of Greece.
The condition of the first named six steamers of this line is considered
fairly good for mixed cargo and passenger vessels, although not com-
parable with the first-class lines trading to the United States, or to the
Messageries Maritimes, the Austrian Lloyds, or the Russian Steam
Navigation Company, trading in the Mediterranean and Black seas.
The speed of the steamers of the Panhellenic Line is on an average 10
knots per hour.
Foreign lines.-The foreign lines are the Messageries Maritimies
(French); the Fraissinet (French); the Austrian Lloyds; the Florio-
Rubattino (Italian); the Khedive (Egyptian); and the Russian Steam
Navigation Company. All these lines have sailings from Piraeus to
the ports touched by the Panhellenic steamers.
Coastwise lines.-The New Hellenic Company is a private corpora-
tion, with headquarters at Syra. This company has six steamships of
900 tons each and 400 horsepower, and four steamships of 400 tons
each and 150 horsepower.
The Goudé Steamship Company is also a private corporation. The
company has five steamships of from 190 to 600 tons aud 60 to 300
horsepower.
The McDowall & Barbour Hellenic Steamship Company is composed
of five steamships of 200 to 800 tons and 100 to 250 horsepower.
Besides the foregoing, there are several small steamers of less than
100 tons and 100 horsepower doing a local trade between several of
the islands and ports on the mainland.
RAILWAYS.
The railways in Greece are of local importance only, if we except
the line to Patras from Piraeus, which has the carrying of the Euro-
pean mails to and from Patras to Athens and Piraeus. This line
is called the Piraeus, Athens and Peloponese Railway, and is a pri-
vate corporation, with a capital subscribed and paid up of 25,000,000
drachmas ($4,825,000). It is a single-track road, 1 meter (39.37 inches)
gauge, and connects Piraeus with Athens, Corinth (crossing the
Corinth Canal by high bridges), Kiato, Vostizza, and Patras. Passen-
ger trains run this distance twice daily each way. From Patras the
line runs to Pyrgos, Olympia, Catacolo, and Cyllene. Cyllene is
famous for its baths, which cure bronchial diseases.
The company
388
HIGHWAYS OF COMMERCE.
has here erected baths and fairly good hotels for the use of patients.
Another branch of the line, from Corinth, runs to Argos, Nauplia, and
Mycene; from Nauplia to Mylos, and thence to Tripolitza. The Mylos-
Tripolitza section was to be continued through the Peloponnesus to
Calamata, but the contracting company failed, and the line remains
unfinished. A small part on the Calamata side is worked at present
as far as the village of Diavolitsa.
The following are the distances and fares charged:
From-
To-
Distance. Fare.
Miles.
Piraeus
Corinth
Do..
Nauplia.
Corinth.
Patras.
Nauplia
Tripolitza
62. 14
80.78
$1.78
3. 18
40.02
1.56
49,96
1.95
The total length of the Piraeus, Athens and Peloponese Railway is
353 miles.
The Athens and Piraeus Railway is the oldest, shortest, and busiest
in the Kingdom. It is double track, broad gauge (4.91 feet), extending
from Athens, via Phalerum, to Piraeus, 6.2 miles. The fare from Piraeus
to Athens is 19.3 cents, and from Athens to Phalerum, 113 cents. It
is a private corporation, and carries no freight.
The Railway of Attica, built and operated by the Laurium Mining
Company, is a single-track, narrow-gauge road, connecting Athens with
Laurium, and by a branch line with Kephissia. The company was
formed in 1882, and the road was completed in 1885. Its capital is
$1,042,200, in 27,000 shares. It has 76 kilometers (47.22 miles) of track,
which cost $965,000 to construct. It has 19 stations, 196 bridges, 131
curves, 42 passenger carriages, 46 freight cars, 8 engines, and employs
115 men. It runs 6,462 regular and 328 special trains per year. In six
years its passenger traffic has nearly doubled. It now carries 351,567
persons in a year, and its freight tonnage has increased nearly sixfold,
from 3,000 to 17,128 tons. It is the carrier of the entire traffic of the
most important mining district in Greece, as well as the richest plains
of Attica. From the mines of Daskalio it carries to Laurium 115,000
tons of iron ore, and from the two villages of Markopoulo and Koropi to
Athens 1,200 barrels of must, annually. The company has contracted
for another branch to connect Athens with the marble quarries of Pen-
telicus. The fare from Athens to Laurium is $1.42.
Thessalian railways.-The line from Volo to Larissa, Karditsa, and
Kalambaca is owned by a private corporation, and is single track, 1
meter (39.37 inches) gauge, and 127 miles in length. Fare from Volo
to Larissa, $2.39.
A single-track line also connects Missolonghi with Agrinion. At
present this is only of local importance. Length, 27.38 miles.
Piraeus and Larrissa Railway.-About three years ago, a contract
was made between the Greek Government and a British company to
HIGHWAYS OF COMMERCE.
389
construct a line, single track, for the State, between Piraeus and
Larissa, with a branch from Lamia to Stylida and Chalcis. The work
of construction proceeded fairly for about a year or eighteen months,
when financial trouble overtook the State, and the contractors aban-
doned the work. The line remains in a half-finished condition, no part
of it having been yet opened to traffic, although about $3,860,000 has
been expended on it.
HIGHWAYS.
Fairly good macadamized roads exist throughout Greece, connecting
the principal towns and villages. The width of these roads varies from
30 feet, near Athens and Piraeus, to 20 feet, and 12 feet in the prov-
inces, according to the density of traffic over them.
CANALS.
The only canal in Greece is that through the Isthmus of Corinth,
which was lately opened for traffic,¹ but up to this time it has only been
used to a small extent by local coasting steamers of small tonnage.
GEORGE HORTON,
ATHENS, January 1, 1895.
Consul.
TURKEY.
Constantinople, the capital and commercial center of the Ottoman
Empire, is connected by rail with western Europe and Asia Minor, and
by steamer with Liverpool, London, Antwerp, Hamburg, and with all
the principal ports of both the Black and Mediterranean seas.
By reason of new railroads and increased steamer service, Turkey
is much more accessible than in former years, and the modes of travel
are quite safe and convenient. The railway time tables change so
often, and the steamers are so numerous and changeable, both as to time,
departure of and prices, that it is impossible to give more than gen-
eral information without extending this report beyond proper limits.
RAILWAYS.
The railways in European Turkey are operated by the Oriental Rail-
way Company which is controlled by Austrian capital. That part of
the main line in Turkey extends from Constantinople to Mustapha
Pasha, on the Bulgarian frontier, 220 miles, and connects the capital
with western Europe, via Vienna. At Adrianople, a branch line leads
to Dede Agatch, on the Ægean Sea, and is now being continued along
¹ See Consular Reports for November, 1893, No. 158, p. 308.
390
HIGHWAYS OF COMMERCE.
the coast to Salonica. There is another line from Salonica to Varanya,
in Servia (280 miles), where it connects with the main line for Vienna.
In Asia Minor, the Anatolian Railway, constructed by a German com-
pany, extends from Haidas Pasha (a suburb of Constantinople), on the
Asiatic shore of the Bosphorus, to Angora, a distance of 370 miles,
with a branch line from Eski Shehr to Kutaieh. All these roads are
single track, but reasonably well built and kept in fair condition.
A daily express train leaves Constantinople for Vienna, where close
connection is made with trains for the principal cities of Europe. In
addition to this, the Orient Express, composed of sleeping and dining
cars only, runs, biweekly, each way, without change, between Paris and
Constantinople, via Vienna. The fare on this train, including a sleep-
ing berth, is about one-fourth higher than the regular first-class rate.
The following table gives the first-class rate for passengers and
freight per ton from Constantinople to the cities named:
Constantinople to- Passengers. Freight.
Constantinople to—
Passengers. Freight.
Adrianople...
$9.48
Angora
16. 15
$8.91
12.42
London
Munich
$83.00
48. 17
$104.22
45.81
Belgrade
29.88
29.43 Paris...
68.52
78. 12
Budapest
33.91
35.01
Philippopolis.
14.82
14.67
Berlin
52.86
49.41
Sofia
18.78
18.36
Eski Shehr.
8.37
12. 34
Vienna..
38.28
39.06
Ismeed.
1.63
3.60
OCEAN LINES.
The Khedive Mail.-This line of fast steamers is owned by an Egyp-
tian company. A vessel leaves Constantinople every Wednesday after-
noon for Alexandria. These vessels are first-class, and run, in connection
with the Orient Express carrying the European mails for Egypt and
India, from Constantinople to Alexandria in fifty-one hours.
Austrian Lloyds.-This line, controlled by an Austrian company, has
seventy-two steamers, one-third of which are modern, and furnish very
good accommodation for travelers. The company has lines as follows,
leaving Constantinople weekly: (1) To Trieste, via Piraeus, Corfu, and
Brindisi; (2) to Alexandria, via Smyrna, Beirut, and Jaffa; (3) to Varua,
on the Black Sea; (4) to Batoum, via Samsoun and Trebizonde; (5) to
Galatz, via Bourgas; (6) a line fortnightly to Trieste, via Salonica.
Russian Company of Navigation and Commerce.-This line is owned
by a Russian company and runs (1) to Alexandria direct; (2) to Alex-
andria, touching along the Syrian coast one week and Athens the
next; leaves once a week; (3) to Odessa, on the Black Sea, twice a
week. This company has a large and well-fitted fleet. Some of the
vessels belonging to the volunteer reserve fleet are over 8,000 tons.
Messageries Maritimes.—A French company with a very large fleet,
built, most of them, with the latest improvements; running from Con-
stantinople (1) to Marseilles, via Dardanelles, Syra, and Calamata; (2)
HIGHWAYS OF COMMERCE.
391
to Marseilles, via Dardanelles, Smyrna, and Piraeus; (3) to Batoum, via
Samsoun, Kerasoon, and Trebizonde; (4) to Odessa. Departure once
a week; date varies. Freight varies between $3 and $3.40 to Marseilles
per ton.
Fraissinet & Co.-This French line has a large fleet, the gross tonnage
of which is between 1,500 and 3,000. Runs from Constantinople (1)
to Marseilles, via Smyrna, fortnightly; (2) to Marseilles, via Dede
Agatch, Salonica, Piraeus, fortnightly; alternate weeks.
Paquet & Co.-A French line running once a week to Marseilles direct;
very small vessels, and principally used for carrying freight.
Navigazione Generale Italiana.—An Italian line of mail steamers,
with a fleet of 105 vessels; gross tonnage from 500 to 4,500; running
from Constantinople (1) to Naples, via Piraeus; (2) to Brindisi, via
Piraeus, Patras, and Corfu; (3) to Odessa.
Panhellenic Company.-A Greek line carrying mail and having a fleet
of nine vessels. Gross tonnage, 500 to 3,000. Runs weekly from Con-
stantinople (1) to Athens, Itrusto, and Marseilles; (2) to Batoum, via
Samsoun; (3) to Smyrna and Athens.
Turkish lines.-A Turkish company having a small fleet of steamers,
gross tonnage from 500 to 3,000, does the coasting trade between Con-
stantinople, the Black Sea, Sea of Marmora, and the Syrian coast; also
the Barbary coast service. Departures, once or twice a week for distant
ports; daily for the Sea of Marmora.
Another Turkish line connects Constantinople with the Syrian coast,
the Grecian islands, and the Turkish islands of the Grecian archipelago.
The fleet is small, and few of the steamers have accommodations for
travelers.
English lines.—All the English lines leave Constantinople for Liver-
pool or London, touching at Smyrna, Malta, or Gibraltar. They have a
tonnage of from 3,000 to 7,000 tons. The following are some of the
most important:
Regular lines of British steamers between Constantinople and other ports.
Lines.
vessels.
Number Average Average
oť
horse-
net
power. tonnage.
Sailings.
From-
Papayanni
6
300 1,500
Fortnightly
Liverpool.
Cunard..
Moss.
6
280
1,400
..do
Do.
6
250
1,200
..do
Do.
►
Leyland.
6
260
1, 200
Wilson...
10
300
1,600
Johnston's
7
220
-
1,200
..do
..do
Weekly..
Do.
·
Westcott & Lawrence...
8
200
1,000
Fortnightly
Hull.
Constantinople, Odessa,
and Marseilles.
London.
John P.Best & Co....
7
200
1, 100
...do
Antwerp.
392
HIGHWAYS OF COMMERCE.
Passenger and freight rates.
First-class
Constantinople to-
Freight
passenger
rates.
per tou.
Constantinople to-
First-class
passenger
rates.
Freight
per ton.
Alexandria.
$38.60
$6.93
Liverpool
$70.00
Athens..
15.44
3.42
Loudon
•
57.90
$11.00
7.50
Antwerp
77.20
26.01
Marseilles ·
Batoum:
French.
•
•
43.42
Austrian
27.02
Italian
6.93
38.60
French.
23.16
3.42
Naples
51.72
17.37
Russian
28.56
Odessa
15.44
2. 61
Beirut.
53.07
5. 13
Smyrna
11.58
3.42
Brindisi :
Salonica:
Austrian.
47.76)
Italian
17.94
17.37
Italian
42. 26
Austrian.
1.71
20.74
Dardanelles
6.75
1.26
·
Sebastopol
15. 44
6.93
Genoa.
64.92
17.37
Trieste..
71. 10
6.93
Hamburg
77.20
26.01
Trebizonde.
26.53
3.42
Jaffa
60.60
5.13
Varna..
8.62
1.71
CONSTANTINOPLE, April 3, 1895.
LUTHER SHORT,
Consul-General
BULGARIA.'
RAILWAY DEVELOPMENT.
In 1892, the Bulgarian Government contracted with the Austrian
Land Bank for a loan of 125,000,000 francs ($24,125,000) for the comple-
tion of the railway system in the principality and the construction of
new harbors at Varno and Burgas.
It has now been decided by the council of ministers to begin the con-
struction of the following lines:
(1) Sofia-Roman, a distance of 109 kilometers (67.73 miles), at a cost
of 22,000,000 francs ($4,246,000).
(2) Roman-Plevna-Polikranishte-Shumla, 333 kilometers (207 miles),
at a cost of 25,000,000 francs ($4,825,000).
(3) Polikranishte-Tirnovo-Nova-Zagora, 110 kilometers (68.3 miles),
at a cost of 16,500,000 francs ($3,184,500).
(4) Polikranishte-Roustchouk, 105 kilometers (65 miles), at a cost of
9,500,000 francs ($1,833,500).
(5) Gabrovo-Selvi, to a point on the central line, 70 kilometers (431
miles), at a cost of 6,000,000 francs ($1,158,000).
In addition to these, the following lines have been proposed, and will
be built soon after the completion of the above-named lines:
(1) Pernik, south of the Turkish frontier, 80 kilometers (49.7 miles),
at a cost of 9,000,000 francs ($1,737,000).
'Extract from a report by Consul Stephan, of Annaberg, dated April 13, 1895,
printed in Consular Reports for August, 1895.
HIGHWAYS OF COMMERCE.
393
(2) Mesdra-Wratza-Widdin, 130 kilometers (80.8 miles), at a cost of
8,450,000 francs ($1,630,850).
(3) Philippopolis Karlofer-Kasanlyk-Nicolaevo, 139 kilometers (86.4
miles), at a cost of 7,645,000 francs ($1,475,485).
RUSSIA.
ST. PETERSBURG.
The following report is confined to those highways of traffic in
European Russia of which St. Petersburg is actually the starting point,
and which serve to give that city direct communication with different
parts of the Empire.
OCEAN LINES.
St. Petersburg has no great through lines of ocean traffic, but coast-
wise steamship lines connect the capital with the other important ports
on the Russian coast of the Baltic Sea, and with Stockholm. Steam-
ship communication with English ports, principally with Hull and Lon-
don, is irregular, there being no direct line of steamers between St.
Petersburg and any port of western Europe.
(1) Steamers run from St. Petersburg to Helsingfors, Abo, and Tor-
neo three times a week. The passenger fare, first class, to Helsingfors,
is 8 rubles; to Abo, 11 rubles; and to Torneo, 16.30 rubles, with 100
pounds of passenger baggage free.
(2) Steamers run from St. Petersburg to Reval and Riga twice a
week, the first-class fare to Reval being 6 rubles, and to Riga 12 rubles,
with 100 pounds of passenger baggage free.
FREIGHT RATES.
Freight rates are strictly classified, and there is a great difference
between the several classes of freight, as will be seen by the following
table of through rates between St. Petersburg and Riga:
Articles.
Per pood.
a
Per
ton.
Kopecks.b
Pig iron, nails, flour, pease, soap, and tallow candles....
Potash, stearine candles, cardboard, tin plate, potatoes
8
$2.55
10
3.19
Writing paper, pecled barley, groats, rice, starch, tallow, oil, sirup, oleine, white
lead, faïence…..
12
3.82
Books, wall paper, window glass, sail cloth, scythes, dyewoods, and dye mate-
rials, seed, wine, whisky, leaf tobacco, and sugar.
15
4.78
Wool, leather, smoking tobacco, cigars, manufactures, leather goods, rubber goods,
fruits, and corks...
Colonial goods, ironware, and raw hides
Papyrus, glassware, and arms
30
Drugs, plants, and smokers' articles
40
2289
25
7.97
20
6.38
9.57
12.96
a 1 pood 36.112 pounds.
b 1 kopeck=180 of a ruble. The consul-general, in his reductions throughout his report, estimates
the paper ruble at 50 cents.
394
HIGHWAYS OF COMMERCE.
RIVER AND CANAL LINES.
There is no passenger steamboat line from St. Petersburg to the in-
terior of Russia. Freight is carried by river and canal craft as far as
Tver or Rybinsk, on the Volga River. Tver is the head of steamship
navigation on the Volga. Passengers from St. Petersburg desiring to
use the Volga steamboats usually go by rail to Rybinsk. From Tver
to Astrakhan, at the mouth of the Volga, the distance is nearly 2,000
miles.
(1) From Tver to Rybinsk, a distance of 245 miles, steamboats run
daily, the passenger fare, first class, being 7.50 rubles, or about $3.75.
On this line there is one passenger steamer of 42 horsepower, 140 feet
in length and 21 feet in width. Besides this steamer, there are three
passenger and freight steamers of 165 horsepower, the largest being
187 feet in length and 24 feet in width.
(2) From Rybinsk to Nizhni-Novgorod, a distance of 307 miles, steam-
boats run twice a day, first-class fare being 6 rubles, or about $3. The
time occupied in the passage downstream is twenty-nine hours, and
upstream forty-four hours. The number of passenger steamers on this
line is 17, with a total horsepower of 828, the largest having 80 horse-
power, with a length of 217 feet and a width of 31 feet. The number
of freight and passenger steamers is 18, with a total horsepower of
1,322, the largest having 120 horsepower, with a length of 224 feet and
a width of 37 feet. There are also 4 passenger steam tugs, with a total
horsepower of 215, the largest having 120 horsepower, and 124 freight
steam tugs, with a total horsepower of 12,258, the largest having 460
horsepower.
(3) From Nizhni-Novgorod to Astrakhan, a distance of 1,443 miles,
steamboats run daily, the time occupied in the trip downstream being
about 150 hours, and upstream 230 hours. The through fare, first class,
is 23.50 rubles, or about $12.
The last official publication (1893) relating to the traffic between
Nizhni-Novgorod and the mouth of the Kama River and between the
mouth of the Kama and Astrakhan gives the following statistics:
Nizhni-Novgorod to mouth of the Kama.
Passenger steamers.
Passenger and freight steamers.
Passenger steam tugs.
Freight tugs..
Vessels.
Number.
Horse.
power.
5
77
4
158
7
227
58
1,926
The largest passenger steamers have 500 horsepower each, being
287 feet in length and 35 feet in width. The largest freight steamers
have 400 horsepower, with a length of 285 feet and a width of 40 feet.
HIGHWAYS OF COMMERCE.
395
Mouth of the Kama to Astrakhan.
Passenger steamers.
Freight and passenger steamers.
Passenger steam tugs..
---
Freight tugs..
Vessels.
Number:
Horse-
power.
20
2,537
34
6, 045
6
295
71
4, 774
The largest freight steamers have only 120 horsepower, their length
being 200 feet and their width 19 feet. The largest passenger steamers
have only 40 horsepower, with a length of 110 feet and a width of 15
feet.
Although these figures were published in 1893 they represent the
state of things as it existed in 1891, since which time there has been
considerable increase in the number of steam craft on the Volga, an
increase probably amounting to one-fourth of the figures given.
From Nizhui-Novgorod there is also a regular steamboat line for pas-
sengers and freight to Perm, on the Kama River, a distance of 1,488
versts. The first-class fare is 13 rubles, and the time occupied in the
trip to Perm, three and a half days, and from Perm to Nizhni-Novgorod,
three days.
The freight rates on the Volga fluctuate according to the amount of
business and the state of the water. The most recent official publica-
tion gives the freight on breadstuffs as follows: Going upstream, 1.253
kopecks 2 per pood per verst, or about one-sixth cent per ton per mile,
and downstream a little less; above Rybinsk, by means of horse towing
upstream, 1.73 kopecks per pood per verst; on the Kama, by means of
steam tugs downstream, 1.242 kopecks per pood per verst.
RAILWAYS.
The real center of the railway system in the Russian Empire is the
city of Moscow, on account of its geographical location.
Leading from St. Petersburg in different directions there are four
through lines of railway, viz: (1) The St. Petersburg-Moscow-Nizhni-
Novgorod Railroad, called the Nicholaevsk line; (2) the St. Petersburg-
Warsaw Railroad; (3) the Baltic Railroad; (4) the St. Petersburg-
Helsingfors Railroad, also called the Finland Railroad. The first three
lines of railroad are controlled by the Government; the last line by a
private company.
TERMINI AND MAIN POINTS.
The termini of the above lines of railroad are partly indicated by
their names. (1) The termini are St. Petersburg and Nizhni Novgo-
rod, at which latter place the road communicates with steamship navi-
11 verst 0.663 mile.
2 The kopeck, according to the consul-general's valuation, equals one-half of a
cent.
J
396
HIGHWAYS OF COMMERCE.
gation down the Volga River as far as Astrakhan and the Caspian Sea,
and also up the Kama River, a tributary of the Volga, as far as the
city of Perm, the starting point of the Ural Railroad. (2) The termini
are St. Petersburg and Warsaw, connecting at the latter place with
the Warsaw and Vienna Railroad. (3) The termini are St. Petersburg
and Riga, with a branch to Baltic Port on the Gulf of Finland. (4) The
termini are St. Petersburg and Helsingfors, connecting at Rikhimiaki
with a railroad line to Nicholaistadt.
The total length of the St. Petersburg-Nizhni-Novgorod line is 1,035
versts, or 686.205 miles. The main points touched by this line, begin-
ning at St. Petersburg, with the distances between them, are: Chu-
dovo, 73 miles; Medvedevo, 126 miles (from which point a line of
railway 185 miles long runs to Rybinsk, connecting with steam navi-
gation on the Volga); Ostashkovo, 76 miles (from which point a railroad
line leads to Rzhev, 63 miles distant); Tver, 26 miles; Moscow, 104
miles; Vladimir, 117 miles; Kovrov, 43 miles (with a line of railroad
67 miles long running to Mourom on the Oka); Nizhni Novgorod, 125
miles.
The total length of the St. Petersburg-Warsaw line (with a branch
to Virballen, by way of Kovno, a little over 100 miles long) is 800.241
miles. The main points touched, starting from St. Petersburg, with the
distances between them, are: Gatchino, 28 miles; Pskov, 142 miles;
Dvinsk, or Dunaburg, 160 miles; Vileika, 102 miles (from which point
a great line of railroad, controlled by the Government, leads to the
Azov Sea); Vilno, 6 miles (with a Government line of railroad branch-
ing to Rovno, 320 miles distant); Grodno, 98 miles; Belostok, 52 miles,
and Warsaw, 108 miles.
The distance from St. Petersburg to Virballen, on the Prussian
frontier, is 540 miles. From the station of Koshedary, on the Virballen
branch, a line of railroad leads off to Libau, 190 miles distant. Libau
is now the most important port on the Baltic, being open for naviga-
tion during the whole year. At Dvinsk the St. Petersburg-Warsaw
Railway is crossed by the great connected line of railroads from Riga,
via Vitebsk and Orel, to Tsaritsine on the lower Volga.
The total length of the Baltic Railroad, with its several branches, is
568 versts, or 376.584 miles. The main points touched, starting from St.
Petersburg, with the distances between them, are: Narva, nearly 100
miles; Taps, 82 miles; Reval, 48 miles; Baltic Port, 30 miles; Juriev,
or Dorpat, 70 miles from Taps; Walk, 52 miles; Riga, 112 miles; Pskov,
90 miles from Walk. Riga is connected with the Libau Railway by a
line 85 miles long, running through Mitau.
The total length of the Finland line is 425 versts, or 281.775 miles.
The main points, starting from St. Petersburg, with the distances
between them, are: Wiborg, 82 miles; Rekhimiaki, 155 miles; Hels-
ingfors, 46 miles.
HIGHWAYS OF COMMERCE.
397
NUMBER OF TRACKS.
Of the above-mentioned roads, the lines having double tracks are
those from St. Petersburg to Moscow and from St. Petersburg to War-
saw. On the Finland line a double track is laid only from St. Peters-
burg to Belo Ostrov, and on the Baltic line from St. Petersburg to
Gatchino. There is now a law in Russia which provides for the laying
of a double track whenever the gross income on any railroad line
reaches the sum of 9,000 rubles a year per verst.
FREQUENCY OF COMMUNICATION.
ر:
There are six daily passenger trains from St. Petersburg to Moscow,
two from Moscow to Nizhni-Novgorod, three to Reval, one to Riga, two
to Helsingfors, and three to Warsaw and Virballen.
PASSENGER RATES.
Passenger cars are of three classes, the fare being 3 kopecks (13 cents)
per verst (0.663 mile) in the first class, 2 in the second, and 14 in the
third in ordinary passenger trains; but there is a Government tax on
railroad tickets, amounting to 25 per cent on tickets of the first class
and 15 per cent on tickets of the second class, tickets of the third class
being free, which tax is always added to the fare. One pood, or 36
pounds, of passenger baggage goes free. The excess is subject to a
charge of 1 kopeck († cent) per 10 pounds for every 16 versts, or a little
over 10 miles. The passenger fare on fast trains (kourierski poezd) and
mail trains (pochtovyi) is somewhat higher.
The traveling public of the well-to-do class and tourists generally
ride in the second class.
·
The following tables show the passenger fare in the first and second
classes between the terminal points and the more important interme-
diate stations, in Russian currency, which is fluctuating in value; but
the traveler will not go far astray if he considers the ruble (100 kopecks)
equal to 50 cents in American money; hence, 1 kopeck is one-half of
a cent.
Special passenger trains.
First class.
From St. Petersburg to-
Fast
trains.
Mail
trains.
Passenger
trains.
Mail
trains.
Second class.
Passenger
trains.
Rubles.
Rubles.
Rubles.
Rubles.
Rubles.
Chudovo
Ostashkovo
Tver.
Moscow
Nizhni Novgorod.
4.16
3.82
3.13
2.78
15.30
14.03
11.48
10.00
22.40
16.80
15.40
12.60
10.00
30.20
22.65
20.76
16.99
13.21
39. 13
27.69
398
HIGHWAYS OF COMMERCE.
General passenger trains.
First Second
First
Second
Stations.
Stations.
class.
class.
class.
class.
Moscow to-
Rubles.
Rubles.
St. Petersburg to-
Rubles.
Rubles.
Vladimir
6. 64
4.98
Helsingfors
15.00
9.30
Κοντον
8.89
6.66
Narva..
5.63
4.23
Nizhni Novgorod..
15.38
11.53
Taps
10.28
7.71
St. Petersburg to—
Reval
12.98
9.74
Gatohino.
1.58
1.19
Baltic Port...
14.67
11.00
Pskov.
9.64
7.23
Juriev
14.26
10.70
Dvinsk.
18.64
13.98
Riga
20.40
15. 31
Vilno..
24.68
18.51
Abo..
18.10
11.30
Koshedary
27.04
20.28
Vladikavkaz
88.83
64.28
Kovno...
28.31
21. 24
Kiev
55. 61
41.73
Virballer.
31.35
23.51
Odessa
72.94
54.71
Libau
32.44
24.34
Orenburg.
76.58
55.88
Grodno...
30.19
22.64
Rostov on Don
71.31
51.88
Belostok
33.11
24.84
Sebastopol
77.78
56.78
Warsaw
39.21
29.41
Kharkov
51.24
36.83
Wiborg
5.30
3.30
Tsaritsine.
61.51
44.56
•
Rekhimiaki
12.90
8. 10
NEW ZONE SYSTEM OF PASSENGER CHARGES.
A new schedule of passenger rates is in preparation, to go into effect
on the 1st of January next. The principles agreed upon by a railroad
conference recently held are as follows: The passenger fare of the third
class forms the basis. For the first 160 versts (106.08 miles) the fare
is 1.4375 kopecks per verst, or, roundly speaking, 1 cent per mile; that
is, 2.30 rubles, or $1.15, for the whole distance. For the next 140 versts
(92.82 miles) the fare is 0.9 kopeck per verst, or 1.26 rubles (63 cents),
for the whole distance, being about two-thirds of a cent per mile. The
fare for the distance of 300 versts, or 198.90 miles, is therefore 3.5 rubles
($1.75). The fare is not calculated per verst after the first 300 versts,
the distances being divided into zones of 25 versts each, and the addi-
tional fare is 20 kopecks per zone or fraction of a zone.
The passenger fare of the third, second, and first classes stands in
the proportion of 1, 1.5, and 2.5. For each zone of 25 versts the second-
class fare is 30 kopecks, and the first class 50 kopecks.
The State tax levied on passenger fare is 15 per cent for all three
classes. This is also levied on passenger baggage at the rate of one-
twentieth kopeck per verst for every 10 pounds to a distance of 3,000
versts. For the first zone of 25 versts the same charge is made as for
the first 300 versts, namely, 17.25 kopecks, including 15 per cent State
tax. For every further zone 1½ kopecks per 10 pounds is added.
FREIGHT CHARGES.
Freight is divided into fast and slow, as elsewhere. Charges for fast
freight are uniform, namely one-sixth kopeck (one-twelfth of a cent) per
pood per verst (36.112 pounds for 0.663 mile). A Government tax of 25
per cent is also charged.
HIGHWAYS OF COMMERCE.
399
Slow freight is divided into twelve classes, on which the freight per
pood and verst is as follows:
I....
II...
III..
IV..
V
VI.
Class.
Kopeck.
VI..
VIII..
IX..
X...
XI
XII.
Class.
Kopeck.
BEBEE
τόσ
For longer distances there is a reduction of charges on freight in-
cluded in Classes I to IX, as follows:
Over 200 versts, 10 per cent; over 500 versts, 15 per cent; over 1,000
versts, 20 per cent; over 1,500 versts, 25 per cent; over 2,000 versts,
30 per cent.
CLASSIFICATION OF FREIGHT.
CLASS I.-Dried fruit, groceries, clothes, trimmings, perfumes, cos-
metics; explosives, fireworks, grape wine, liquors (whisky excepted);
wax and honey, fancy goods, notions, trinkets, smokers' articles,
umbrellas, parasols, fishing utensils, household goods, traveling requi-
sites, musical instruments, clocks, watches, mechanical and scientific
apparatus; office supplies, unframed pictures, gums, glue, books, school
apparatus, skins, leather, leather goods; ivory, amber, horns, tortoise
shell; lamps, lanterns; cloth, textile fabrics, mattresses, all kinds of
bedding (except gutta-percha), furniture (iron and cane furniture
excepted); metal and metal goods (with a few exceptions), models, some
druggist goods; copper, brass, bronze, brass and bronze goods; furs
(with a few exceptions), footgear (except rubber goods), lead, lead
manufactures, arms, feathers, down, porter, ale; clothing, underwear,
wool and silk thread, rubber goods; smoked and conserved fish,
caviar, crawfish, glass and glassware (with a few exceptions); foreign
leaf tobacco, cigars, cigarettes, oranges, pineapples, lemons, olives,
pomegranates; hops (not pressed); church articles, precious stones,
precious metals, jewelry, silk and hair, brushes, bristles; equipages,
vehicles and their belongings; tarpaulin covered with gutta-percha.
CLASS II.-Cucumbers and a few other vegetables, paper and card-
board in boxes, cardboard articles, hammocks, nets, articles made of
rope (not specially mentioned in Class IV), common whisky in bottles,
matting, weights (not copper), cork bark, wooden cornices, wooden
yokes, wheels without tires (painted and polished), wooden boxes, rifle
stocks, fellies, finished thills, cork soles, picture and mirror frames,
frames for lounges and other furniture, door and window frames,
wooden trunks with iron trimmings, bath tubs, velocipedes, ventila-
tors, spindles, shafts, tin plate, tubes, metal signs, augers, gimlets, iron
articles, enameled iron, galvanized iron, iron covered with copper and
rubber, locks and keys, all articles of tin plate (not specially men-
400
HIGHWAYS OF COMMERCE.
tioned), wire and bells, blank swords, steel bells, skates, grave crosses,
iron and steel furniture, saws, cutlery (not specially mentioned), axes,
iron monuments, trays, carriage settings, kitchen iron, tin plate, cast
iron, door and window trimmings, articles of wire, steel carriage springs,
drills, steel articles (galvanized, tin-plated, and enameled), gun barrels,
iron stirrups, metal springs, presses, tin-plated articles, iron safes, cap-
stans, iron brushes and tongs, iron boxes, vaseline, wax, kerosene, mar-
garine, paraffin, naphtha oil, spermaceti, serpentine stone, malachite,
lapis-lazuli, jasper, stone articles (not packed), oilcloth, tents, sails,
coarse cloth, dynamo-electric machines, sewing machines, knitting
machines, babbitt metal, type, type metal, metal refuse, raw alcohol,
albumen, ammonia, polishing paper, shoe blacking, tartar, glucose,
acids, copperas, Iceland moss, arsenic, emery, glass powder, spirits
turpentine, wood, alcohol, polishing powder, unwrought bronze, raw
furs, fishing articles, wooden cages, cane articles, carpets and rugs of
cocoa fiber, baskets (except those made of wire), cane rugs for sugar
refineries, furniture made of cane, twisted articles of wire, straw, grass,
withes, etc.; yarn, thread, flowers, sieves, wax candles, varnish, spirits
(not in casks), Russian tobacco, grass fiber, dry plants, seaweed, wad-
ding, all sorts of wool, camel's hair, goat hair, cow hair, tails of cattle.
CLASS III.-Tarpaulin, liquors in casks, earthenware, terra-cotta
ornaments, terra-cotta stoves, crucibles, smoking pipes, batteries for
warming and ventilation, iron axletrees, tin pails, iron gates, digging
tools, iron chimneys, iron doors, signal disks, heating tubes, fireplaces,
boilers, valves and lids of metal, pinchers, ladles, paddle boxes, metal
receptacles for rubbish, iron bedsteads, portable forges, iron castings,
iron hoops, casings, eaves, stairways, shoes for sledges, iron plugs, steel
springs, iron frames, retorts, clasps, coast telegraphs, wire brushes, iron
and steel spokes, steel tubes, iron cylinders, iron bottom plates, seal
and whale blubber, crude earths, wax, fish fats, stearin, schist, glim-
mer, chemicals, colors, sumac, lead extract, elder flowers, lime flowers,
latten and copper plate, unwrought latten and sheet tin, refuse of metals,
crude copper and brass, slake of copper, crude pinchbeck, wall paper,
leaden and zinc ash, scoria, beer, Russian porter, crude and manufac-
tured lead and zinc, candles (except wax candles), alcohol (in barrels),
matches, glass jars, glassware for table and kitchen use, lamp glass,
green bottle glass, clover and lucerne seed, grass seeds, oil seeds (not
specially mentioned), vegetable seeds, common Russian tobacco (from
American seed, in leaves, bunches, and packages), snuff, china ware
(except telegraph insulators), fresh fruits (except those mentioned in
Class I), jute, eggs.
CLASS IV.—Vermicelli, macaroni, coopers' ware, paper and card-
board (except as mentioned in Class I), mineral and fruit waters and
other cooling drinks (except cider and fruit kvas), nearly all kinds of
wood and manufactures of wood (except those mentioned in Class V),
oleine, paraffin, precious stones, minerals (not mentioned in other
HIGHWAYS OF COMMERCE.
401
classes), lumber and all building material of wood, coarse crash, sail-
cloth, striped linen, handmade coarse linen, hempen cloth, mustard
oil, castor oil, cocoa oil, hemp oil, flax oil, poppy-seed oil, and other
oils (not mentioned in Classes I or III), bitter salt, borax, glycerin,
tanning wood, bleaching lime, copra, naphthaline, chamomile, sandal-
wood, saltpeter, refined turpentine, sea salt, purified sulphur, Brazil
wood, soap (except toilet soap), bags and sacks, meat and game (in
every shape), leather cuttings, straw (not pressed), wormwood, fodder,
unpressed grass and hay, rags, green apples, cotton, cotton waste,
bread, parquets, washboards.
CLASS V.-Alabaster, gypsum, asbestus, chalk, cement, asphalt,
asphalt articles, earthen pots, earthenware (with white polish), graphite,
wooden oars, wooden gates, wooden nails (for vessels), skids, wooden
poles, wooden ladles, wood coach boxes, wood wheels without tires,
lasts, troughs, tubs, wood grave crosses, wood household articles (not
mentioned in other classes), wood spokes, wood steps, wood tubes, bee-
hives, shields, firewood, animal refuse, bones, bark, brooms, moss, leaves,
ammonia water, tar water, glauber salt, other drugs and chemicals,
earth colors, Campeche wood, sandalwood (in bulk), Chile saltpeter,
soda, refuse of soda, Brazil wood (in bulk), bast and bast articles, flour,
starch, paper cuttings, horn cuttings, live flowers, live plants (not men-
tioned in Class II), sugar, treacle, molasses, table salt (in packages),
tree seeds, pressed fodder (grass), pressed wormwood, pressed straw
and hay, vinegar, telegraph insulators, charcoal.
CLASS VI.—Oil cakes; filter stone, millstone; crude sulphur, greens,
vegetables, and mushrooms (except those mentioned in Class VIII)
ashes, dross, small beer, kras, crude salt, tarred roofing paper, asphalt.
CLASS VII.—Brick, tile, drainage tiles, earths (except coloring stuff),
common stone and minerals, ocher, turf powder.
CLASS VIII.-Pickled watermelons, melons, sour cabbage, salted and
pickled cucumbers (in casks), pickled pumpkins, residues of malt and
grapes, liquid yeast, fragments of glass and porcelain, chaff, bran,
sugar beets, cabbage (except Brussels and cauliflower), green cucumbers.
CLASS IX.-Fireproof and fire extinguishing compositions, ores of
all kinds, kindlings.
CLASS X.-Raw ground plaster in bags or bulk, fertilizers, coal and
turf.
CLASS XI.—When forwarded by ear loads exceeding a certain dis-
tance, which is variable in the different cases. Brick, tiles, drain
tiles, lumber, building material (wood), articles made of wood, cord-
wood, common bone, wormwood, charcoal. Some other goods are
rated according to this class from certain stations.
CLASS XII.-This class embraces goods carried by the car load a
certain distance, which is variable, viz: Oil cake, malt cake, broken
glass and pottery, chaff and bran, common brick, roofing tile, all kinds
of earth and sand, common stone and minerals, cane and reeds, grass
533A- -26
402
HIGHWAYS OF COMMERCE.
used in manufacture, cane furniture and articles of any sort made of
cane, reeds, straw, withes, or grass.
DIFFERENTIAL RATES.
Besides the normal freight rates, as shown in the above classifications,
there are many special or differential rates relating to certain classes
or subdivisions of freight when carried by the car load, differing accord-
ing to distance, which latter differences are extremely numerous and
seem to be quite arbitrary. For instance, plaster belongs to Class V
carried to any distance not exceeding 170 versts; above 170 to 340 versts
one one-hundredth kopeck per pood per verst is added to the freight for
170 versts, which is 7.08 kopecks per pood; for distances between 341
to 681 versts, an addition of one one-hundredth kopeck per pood per
verst is made to the freight for 340 versts, which is 8.78 kopecks per
pood; for distances exceeding 681 versts this article belongs to Class X.
Some articles are entirely omitted from the normal classification,
being subject to differential rates. The principal articles of that kind
are the following:
(1) Ropes and cables, except wire ropes, when carried for a distance
not exceeding 450 versts, pay such charges as are provided for Class
IV of freight; when carried for a distance of 451 to 800 versts, one-
sixtieth kopeck per pood per verst is added to the freight for 450 versts,
which is 22.50 kopecks per pood; when the carriage exceeds 800 versts
they are rated as freight of Class V.
(2) Agricultural tools, implements, and machines, when shipped to a
distance not exceeding 180 versts, belong to Class V; above 180 to 550
versts, one-fiftieth kopeck per pood per verst is added to the charge for
180 versts, which is 7.50 kopecks per pood; for a distance of 551 to 1,745
versts one one-hundredth kopeck per pood per verst is added to the
charge for 550 versts, which is 14.90 kopecks per pood; for distances
exceeding 1,745 versts they belong to Class X of freight.
(3) Machinery (except agricultural), parts of machines and attach-
ments are mostly subject to the following rates: For a distance not
exceeding 540 versts they belong to Class III; from 541 to 677 versts
one one-hundredth kopeck per pood per verst is added to the charge
for 540 versts, which is 30.60 kopecks per pood; exceeding 677 versts
they belong to Class IV.
Live animals of the small kind pay one-half of a kopeck per head
per verst; horses, mules, asses, ponies, and camels, 3 kopecks per head
per verst. Neat cattle have special rates.
ST. PETERSBURG, July 18, 1894.
CHARLES JONAS,
Consul-General.
HIGHWAYS OF COMMERCE.
403
SUPPLEMENTARY REPORT.
Railways in Russia are owned mainly by the Imperial Government,
but some by private corporations. On January 1, 1895, the total length
of all the Russian railroad lines was 34,670 versts (22,986 miles). Of this
mileage the Government operated 16,866 versts (11,182 miles), of which
3,472 versts (2,302 miles) were of double track, including the Transcas-
pian Military Railway (1,343 versts, or 890 miles) and railways in Fin-
land (2,108 versts, or 1,398 miles). The private corporations operated
14,353 versts (9,516 miles), of which 3,826 versts (2,537 miles) were of
double track.
On the 1st of April, 1895, the total length of the Government lines
was 20,290 versts (13,452 miles), of which 4,759 versts (3,155 miles) are
of double track, including the Transcaspian Military Railway (1,343
versts, or 890 miles) and lines in Finland (2,108 versts, or 1,398 miles).
The length of the private railways was 11,115 versts (7,369 miles), of
which 2,539 versts (1,683 miles) were of double track. The total length
of all the railways in the Empire of Russia was, on the 1st of April,
34,856 versts (23,110 miles), showing an increase in the length of 186
versts (123 miles) from January 1 to April 1, 1895. On January 1,
1893, the total length was 20,982 miles, and on January 1, 1894, 22,091
miles, being an increase of 1,109 miles in 1893. On January 1, 1895,
the total length was, as stated before, 22,986 miles, an increase of 985
miles in the year 1894.
So far as known, there are 6,000 locomotives and 120,000 cars now in
use in Russia.
The Vladikaukaz Railway Company, which operates 812 miles of
railroad, has received a sanction from the Government to build a new
branch, which will be 336 miles, uniting Tsaritsin, on the Volga, with
Tirhoretsk station, and to be completed within three years. This new
line will give a third alternative direct route to the Black Sea, and it is
expected will greatly relieve the annually congested traffic in grain
destined for export from the southern ports. The capital has been
raised by the issue of obligations guaranteed by the Government.
ST. PETERSBURG, May 29, 1895.
JOHN KAREL,
Consul-General.
ODESSA.
All the railways in Russia are under the control of the Russian Gov.
ernment. The tariffs of railways open to the public, whether owned by
the State or by private individuals, are subjected to Government super-
vision and guidance. By the word tariff, is meant not only the pay-
404
HIGHWAYS OF COMMERCE.
ment for carriage but also all supplementary and other dues levied by
the railway lines and the regulations applying to these rates and dues.
On January 1, 1894, about one-half the railways belonged to the Rus-
sian Government, and on January 1, 1895, the Government will own
nearly two-thirds of all the railways.
LENGTH OF LINES.
The names, terminal points, and length of lines are given below. The
lines at present owned by the Government are marked with an asterisk.
Name of line.
Terminal points.
Length.
Moscow and Kursk
Moscow, and Nizhni-Novgorod
Moscow, Yaroslav, and Vologda.
St. Petersburg and Moscow
Rzkev and Viazma
Orel
Orel and Vitebsk.
Baltic..
Baskuntchak*
Borowitchi
Warsaw
Warsaw *
Vladikavkas.
Griasy-
St. Petersburg and Baltic Port
Baskuntchak and Vladimir..
Borowitchi and Ousloroka.
Warsaw and Vienna.
Miles.
3773
351
19
3051
Warsaw and Terespol
334
Novorossisk and Petrousk.
604
Griasy and Tzaritzyn..
5748
lanckoy*
Ianckoy and Feodosia
72
Dvinsk
Dvinsk and Vetebsk…..
1623
Donetzkoy
Marinpol, Twerenov, and Slaviansk
410
Ekaterininsky
+
Dolinskaya and Ekaterinoslav.
332
Kavkasky*
Poti, Baku, and Batoum.
661
Transcaspian*
Usun Ada and Samarcand.
896
Ivangorod
Ivinovsky
Kiev..
Koslovo..
Kursk*
Libau*
Lozovo
Lodrinskya.
Mitau..
Moscow.
Moscow *
Moscow.
Moscow.
Mouremsky*
Nicolaevsky
Novgorod..
Novotorsksky*
Oboyansk.
Ivangorod and Dombrovsky.
Kiev and Voronesh.
Koslovo, Voronesh, and Rostoff.
Kursk, Karkov, and Azov.
Libau and Romny
Lozovo and Sebastopol…..
Moscow and Riga.
Moscow and Brest..
300
22
294
578
510
794
17
4211
86
682
3343
282
360
68
406
1013
162
20
3251
Orel*
Orel and Griaze.
2303
Polosskaia
*
Rovno, Baranovitch, Bialostock, and Brest
9562
Privissliansky
Reuel and Warsaw
3288
Pskov*
Pskov and Riga
246
Riga*
Riga and Doinsk
1551
Riga*
Riga and Tuckum
40
Rybinsk
Rybinsk and Bologoy
186
Riazan and Oural.
Haloust with Orenberg line.
St. Petersburg and Warsaw
Syszan and Viasma.
Kharkov and Nicolaiev..
Shina and Ivanova
Riazan
Samara
*
St. Petersburg.
Syszan*
Oural*
Fastov..
Finland..
Kharkov *
Shina..
Southwestern.
Odessa, Graen, Nolochisk, Kiev, and Elizabethgrad..
The termini and main points touched by the Southwestern Railway
are: (1) Odessa; (2) Reni (Roumanian frontier); (3) Ungenny (Roumanian
frontier); (4) Wolochisk (Austrian frontier); (5) Radzurlln (Austrian
frontier); (6) Graen (Prussian frontier); (7) Kiev; (8) Elizabethgrad.
480
.940
875
8603
6731
220
1, 169)
6883
114
2, 175
HIGHWAYS OF COMMERCE.
405
The total length of line is 2,175 miles, and the distance between main
points is as follows:
Fram-
To-
Dis-
tance.
Dis-
From-
To-
tance.
Miles.
Miles.
745 Odessa.
341
Kiev
409
Do....
Elizabethgrad.
296
Odessa.
Graen
Do...
Wolochisk
The double lines are: Bialostock to Brest, Odessa to Reuel, Shmer-
inka to Wolochisk, Rasdelnia to Bendare, Kasatin to Kiev.
There are twelve arrivals and twelve departures of trains daily from
the southwestern depot at Odessa.
PASSENGER RATES.
1
The first-class rates for passengers on all railways is 3 kopecks ¹ per
verst (0.663 mile); for second-class passengers, 24 kopecks, and for third-
class passengers, 14 kopecks, with an allowance of 36 pounds of bag-
gage free for each passenger, extra baggage being charged at the rate
one-half kopeck per verst for every 9 pounds or less.
FREIGHT RATES.
The freight rates are 8 kopecks per head per verst for work cattle,
such as oxen, cows, bulls, horses, and mules; 1 kopeck for calves and
swine; one-quarter kopeck for sheep, goats, and dogs. For slow goods
trains three maximum rates are fixed, according to the three classes of
goods circulated in trade, viz: First-class goods, one-twelfth kopeck;
second-class goods, one-fourteenth kopeck; and third-class goods, one-
twenty-fourth kopeck. The goods enumerated in these three classes,
however, only include 130 denominations, and this is not by any means
a complete list of the articles transported by the Russian railways.
The first class includes fifty-two varieties; iron and lead wares, copper,
cast iron, metals (both wrought and unwrought), cotton yarn, woolen
goods, foreign linen, wines, tea, coffee, sugar, drugs, and colonial mer-
chandise, manufactured goods, mirrors, tobacco, and certain other
more costly goods. The second class is made up of forty-four articles,
such as ores, charcoal, cotton, building timber, pig iron, bar and sheet
iron, lead in pigs, flax, hemp, cloth and linen made in Russia, etc.
The third class consists of all kinds of cereals, flour, salt, vegetables,
pressed and packed hay, tow, rags, lime, wood, stone, sand, clay, coke,
coal, etc., thirty-four varieties in all. Goods not mentioned in any of
these classes must be assigned to the one having the most analogy to
them. These rates refer to slow goods trains for distances less than
200 versts (132.6 miles). For longer distances the freights are lowered
in the following proportions: 10 per cent when the distance exceeds
1 The consul values the kopeck at one-half cent, which would give the paper ruble a
value of 50 cents.
406
HIGHWAYS OF COMMERCE.
200 versts (132.6 miles); 15 per cent when it is more than 500 versts
(331.5 miles); 20 per cent when above 1,000 versts (663 miles); 25 per
cent when more than 1,500 versts (994.5 miles); and 30 per cent when it
exceeds 2,000 versts (1,326 miles), with the object that rates for short
distances shall not be proportionally lower than those for long dis-
tances. The reductions are made on the entire distance traversed, and
are not calculated separately for each line and section of line.
The rate for goods conveyed at the speed of passenger trains is one
sixth of a kopeck per pood (36.112 pounds) per verst.
GOVERNMENT REGULATIONS.
Previous to the Government control of the railways, the competition
between the different lines was one of the principal causes of disorder
and disagreement in railway rates. In order to avoid this, the tariff
(Government) regulations provided general bases, which were put into
force in March, 1890. These regulations comprised the following:
(1) The institution in various directions of equal or corresponding
tariffs; (2) a corresponding distribution of freights in one or another
direction; (3) a corresponding distribution between competing lines of
the direction and receipts for conveying goods in one or another
direction.
In the absence of Government control over the tariffs the railway
interests suffered, among other things, from an irregular and unjust
distribution of charges for conveying goods by direct communication
between separate lines, some railways taking advantage of their geo-
graphical position and advancing most unjust demands concerning
their share of the receipts for direct transport. This question was
taken up by the Government tariff committee as soon as they com-
menced operations, and it was determined that the share of each line
should be proportional to the distance the freight had traveled thereon.
The only exception to this was in case the distance traveled should be
less than 120 versts (793 miles). For the transport of wheat, coal,
anthracite, coke, and coal briquettes, a premium was granted in the
following terms: Should the distance the goods were conveyed be
under 70 versts (46.4 miles) the carriage is computed according to the
limiting tariff of the line for the distance traveled, but not higher than
one twenty-fourth kopeck per pood (36.112 pounds) per verst for wheat
freights and one fifty-fifth kopeck for the other goods mentioned.
Should the distance exceed 70 versts the carriage for the first 70 is
calculated in the manner just described and the extra distance is paid
out of the remainder of the general carriage payment, proportionally
to the distance traveled, even should the total distance along the line
from which they were dispatched be less than 120 versts (79½ miles).
INTERIOR WATERWAYS.
The total extent of natural and artificial waterways in European
Russia amounts to about 56,000 versts (37,128 miles), of which rafting
rivers form 23,000 versts (15,249 miles), and navigable rivers 33,000
HIGHWAYS OF COMMERCE.
407
versts (21,879 miles), while steamers cover a distance of only 20,000
versts (13,260 miles). The freight rates on these waterways fluctuate
according to the amount of business and the state of the water and fair
ways. The distance of the transport is of little consequence. The most
important are the freights on breadstuffs, which in 1891 were as follows:
On the Volga, below Rybinsk, the freight on cereals transported in
steam tugs going upstream was one two-hundred-and-fifty-third kopeck
per pood per verst (36.112 pounds per 0.663 mile); going downstream,
one two-hundred-and-twenty-fifth; by rafts, one three-hundred-and-
fifty-third. Above Rybinsk, by means of horse towing, upstream, one
seventy-eighth kopeck, and by windlass and capstan towing, one-
eightieth kopeck. On the Kama, by means of steam tugs, with the
current, one two-hundred-and-seventeenth kopeck. On the Oka, by
raft, one forty-fifth kopeck, and in steam tugs upstream, one-fiftieth
kopeck. On the West Dniva, with the current and with oars, one forty-
fourth kopeck. On the Dniester to Odessa, by steam tugs, downstream,
one forty-first kopeck. On the Dnieper, below the cataracts, to Odessa,
on sails and steam tugs, going downstream, one eighty-second kopeck;
above the rapids, by rafting, one eighty-eighth kopeck; and by steam
tugs, against the current, one forty-ninth kopeck. On the Don, against
the current, with the aid of horse towing, one seventy-second kopeck,
and with the current, as far as Rostoff, one one-hundredth kopeck per
pood per verst.
THE VOLUNTEER FLEET.
The volunteer or patriotic fleet, as it is called, came into existence in
1878, during the last Russo-Turkish war, with the object of performing
the duty of cruisers in war time and having commercial objects in time
of peace. Large sums of money from all over Russia were subscribed
toward establishing this fleet, and every year these contributions con-
tinue to flow in. The vessels make regular voyages to China and the
Russian possessions in the Far East. The voyage lasts forty days and
is made between Odessa and Vladivostok. At present ten steamers,
having a total tonnage of 34,000, are engaged in this trade. The names
of these steamers are of interest as showing the government, district,
or town from whence the funds for their construction were derived.
They are Kostroma, Moskva, Nizhni-Norgorod, Orel, Petersburg, Rossia,
Saratov, Tambov, Yaroslav, aud Vladivostok. Two new steamers, now
being built in England, will be added to the fleet in the spring, and it is
already announced that, commencing in April next, a monthly service
between Odessa and the Far East will be inaugurated. The volunteer
fleet is every year increasing its activity in the conveyance of pas-
sengers and goods from the ports of the Black Sea to Vladivostock and
Nikolaevsk. The number of persons carried, hardly reaching 1,300 in
1882, in 1893 rose to 8,000, while the quantity of cargo for the same period
rose from 4,800 to more than 800,000 poods. The distance traveled is
408
HIGHWAYS OF COMMERCE.
10,000 miles.
The cabin passenger pays 500 rubles ($250), including
food for the voyage from Odessa to Vladivostok; the deck passenger,
100 rubles for the same distance, also with food. Cargo is charged 30
to 40 kopecks a pood (36.112 pounds).
OCEAN AND GREAT COASTWISE LINES.
La Compagnie Russe de Navigation à Vapeur et de Commerce. This
company is the largest of the steam navigation companies in Russia.
It's headquarters are at St. Petersburg, but its principal and most
important office is at Odessa. It has under its control in the Black
Sea and the Sea of Azov 40 passenger steamers (first and second
class), having a displacement, when loaded, of 84,967 tons and an
indicated horsepower of 43,630; also 6 mixed passenger and cargo
boats, having a displacement of 13,800 tons, with 3,720 horsepower; 14
cargo boats, with a displacement of 14,500 tons and 4,300 horsepower;
3 tank (petroleum) steamers, having a displacement of 8,970 tons and
3,700 horsepower; 13 steam tugs, with a displacement of 2,880 tons and
3,660 horsepower; 7 steam launches, with 227 tons displacement and
604 indicated horsepower. There is a direct weekly line of steamers
between Odessa and Alexandria (Egypt), calling at Constantinople,
Smyrna, Chio, and Piraeus; and a weekly line between Odessa and
Alexandria, which calls at Constantinople, Dardanelles, Mount Athos,
Salonica, Piraeus, Chio, Smyrna, Tripoli, Beriut, Jaffa, and Port Said.
There is also a line of steamers (once a week) between Sebastopol and
Constantinople; also a line between Odessa and Batoum, with stops at
Constantinople, Iniboli, Sinope, Samsoun, Ordou, and Trebizonde, and
at any other Turkish port on the Black Sea when it is necessary.
There is also a line of steamers between Odessa and Batoum which
stops at all of the Russian ports on the Black Sea and connects at
Kertch with a line of steamers which stop at all of the ports on the
Sea of Azof. There is a direct line between Odessa and Batoum,
with stops only at Sebastopol and Yalta. The service between Batoum
and Odessa, and vice versa, is five times weekly in summer and three
times in the winter. The service on the Sea of Azof is usually closed
by ice early in the month of December.
This company has also a line of boats between Odessa and Nicolaiev,
between Odessa and Kherson, and between Nicolaiev and Kherson.
Froin Kherson a line of boats runs up the Dneiper River as far as
Alexandrovsk.
Other lines.—There are two or three smaller companies doing a freight
and passenger service on the Black Sea, but the lines already mentioned
are the principal ones.
There is a weekly service between Odessa and Danube ports by the
Gagarine Line. The volunteer fleet, the Russian company, and the
Gagarine Line are all subsidized by the Russian Government. The
HIGHWAYS OF COMMERCE.
409
Austrian Lloyds has a weekly service between Odessa and Danube
ports; a French company has a regular line of steamers between
Marseilles and Odessa, and an Italian company runs boats twice in
each month between Odessa and Italian ports. The importance of
Odessa as a shipping port will be best understood by a reference to
tonnage and value of the articles exported. The tonnage for the year
ending December 31, 1893, was 2,073,750. The value of the exports
was $46,861,880. More than one-half of this tonnage was carried
on British steamers.
ODESSA, December 18, 1894.
THOS. E. HEENAN,
Consul.
THE GREAT SIBERIAN RAILWAY.¹·
Soon after the annexation by the Russian Empire of those vast tracts
of land known as the Amour and Littoral territories and the Ussuri
country, a serious want was felt for better ways of communication to
assist in retaining them, and to induce settlers to occupy and cultivate
them. The first to interest himself in the matter of constructing a rail-
way through Siberia was Count Muraviov Amoursky. After his suc-
cessful expeditions on the River Amour, he reported that the channel
of entrance into the river was unsatisfactory, whence came the idea of
using the Bay of De Castri, in the Straits of Tartary, and of uniting
it with Sophisk, on the Amour, by a carriage road which he recom-
mended should be constructed in such a way that it could afterwards
be converted into a railway. In 1857, therefore, surveys were made by
Colonel Romanov looking to that end. This road, however, was not
destined to be built, as the means requisite were not forthcoming.
Next, an Englishman named Dull suggested the plan of constructing
a horse railway from Nizhni-Novgorod, through Kazan and Perm, to
one of the Pacific ports, but this scheme did not find supporters.
About this time, Mr. Collins, an American citizen, asked the Russian
Government to grant him the right to form a stock company to operate
under the name of the Amour Railway Company between Irkutsk and
Chita. This proposition was duly examined by the ministry of ways
of communication and also by the special Siberian committee on road-
ways, and was rejected.
A third proposal followed in 1858, this time looking to the construc-
tion of a railway between Moscow and the Tartar Strait. This scheme
was proposed by Messrs. Morrison, Horn, aud Sleigh, English capi-
talists, who, although asking no guarantee from the Government,
demanded such considerable privileges that a grant would have ended
in throwing the entire industry and trade for many years to come into
foreign hands, and was accordingly rejected by the Government.
Reprinted from Consular Reports, July, 1894.
410
HIGHWAYS OF COMMERCE.
་
In the same year, Sofronov brought forward a plan to build a railway
from Saratov across the Kirghiz plains to Semipalatinsk, Minusinsk,
Seleginsk, the Amour, and Pekin. This scheme met with innumerable
objections, and, like many of the others, was not supported by sufficient
evidence of capital. It therefore came to no practical end.
In 1862, a scheme was proposed by Kokorev & Co. looking to the
uniting of the Volga and Obi basins, the two great rivers of European
Russia and Siberia. This seemed to be more practical. Surveys were
accordingly made from Perm through the Nizhni-Tagil works to Tiu-
men, a distance of 678 versts,' with a branch of 13 versts to Irbit.
This plan was further studied by Colonel Bogdanovich, who, in 1866,
reported to the minister of the interior in substance as follows:
After removing all difficulties in the way of furnishing provisions to the govern-
ments of Perm and Viatka, it is my belief that the only practical means of avoid-
ing a similar famine to that of 1864 in the Ural country is by the construction of a
railway from some of the interior governments to Ekaterinburg and thence to
Tiumen. Such a road, should it be subsequently continued through Siberia to the
Chinese frontier, would, in my opinion, acquire a vast importance for the develop-
ment and safety of the country.
Accordingly, Bogdanovich was authorized to make surveys for the
construction of a railway from Yershov through Ekaterinburg to
Tiumen. The governor-general of western Siberia, Adjutant-General
· Khruschov, took a deep interest in this subject, and in 1869 addressed
a memorial to the Emperor, pointing out the necessity of a railway to
connect Nizhni-Novgorod, Kazan, and Tiumen.
At this time, therefore, the question of building a Siberian railway
had settled into three sharply defined routes. All three were to begin
at Perm and end, the first and third at Tiumen, and the second at
Bielozersk and the Tobol River. The first of these routes was named
the northern, the second the middle, and the third the southern. After
further consideration by the Government, it was deemed advisable to
build only part of the line projected, namely, a road to join Kama with
the Tobol River, a distance of 700 versts.
Surveys were made in 1872, 1873, and 1874 by the Government, and
ended in the establishment of three principal routes: (1) Kineshma,
Viatka, Perm, and Ekaterinburg, 933 versts; (2) Nizhni-Novgorod,
Kazan, Krasnoufimsk, and Ekaterinburg, 1,172 versts; and (3) Alatyr,
Ufa, and Cheliabinsk, 1,173 versts. The committee of imperial minis-
ters, after examination, decided, in 1875, to favor the Siberian Railway
from Nizhni-Novgorod along the Volga to Kazan, Ekaterinburg, and
Tiumen.
About the same time a petition was started for the construction of a
road from Vladivostok to Lake Khanko, which, however, owing to the
difficult position of the imperial finances, was postponed for further
consideration. The Governinent continued to interest itself in the
11 verst 0.663 mile.
HIGHWAYS OF COMMERCE.
411
enlargement of the general system of railways which had reached
Orenberg in 1877. The following year the Ural Railroad was opened,
and in 1880 the magnificent bridge over the Volga, named in honor of
the Emperor Alexander II, was completed. At the close of this year
an imperial ukase was signed for the construction of a road between
Ekaterinburg and Tiumen.
It may be interesting to note that, in 1880, the engineer Ostrovsky
suggested a through line across Siberia, which almost exactly corre-
sponds with the Great Siberian Railway as now in process of construc-
tion. In 1890, a special commission was formed under the Imperial
Minister Vyshnegradsky, looking to the construction of this railway
by foreign capital. Several Americans, together with other foreigners,
thought seriously of forming a company for the construction of this
road, but capitalists abroad hesitated to invest the money requisite for
such a mammoth undertaking. A change in the imperial ministry
soon after placed Serge Witte, former director of the department of
railways, at the head of the ministry of finance. Minister Witte took
the stand that work upon the Great Siberian Railway should begin at
once, and that the road should be constructed by Russian capital and
Russian engineers. Accordingly, on February 21, 1891, by direct order
of the treasury, this plan was laid before the Emperor for approval.
On March 17, 1891, in the name of the Czarewich, the question of con-
structing the Great Siberian Railway, as suggested by the present
minister of finance, was decided in the affirmative. The imperial
rescript was promulgated personally by the Czarewich on May 12, in
Vladivostok, and His Imperial Highess laid the first stone of this
mighty work, destined to take one of the foremost places among the
important enterprises of the expiring century.
The work was divided into three parts. The first consisted of the
western Siberian section, from Cheliabinsk to the River Obi (1,238
versts in length), and of the middle Siberian section, from the Obi to
Irkutsk (1,754 versts), together with the completion of the Vladivostok-
Grafskaya section, now nearly finished, and the building of a line to
connect the Siberian Railway with the Ural mines. The second
included the sections from Grafskaya to Khabarovka (347 versts), and
from the station Mysovskaya, the commencement of the line on the
other side of Baikal, to Sretensk (1,009 versts). The third included the
building of the Circumbaikal road (292 versts), and the line from Sre-
tensk to Khabarovka (2,000 versts). The first is under contract to be
completed not later than 1900. This order of construction and divi-
sion of the work was approved by imperial ukase on December 10, 1892.
GEOGRAPHICAL AND TECHNICAL FEATURES.
From Cheliabinsk to Kurgan the road departs from the straight line
only when necessary to avoid local obstructions, such as lakes, marshes,
and deep valleys. Farther on, it passes through Petropavlovsk to
412
HIGHWAYS OF COMMERCE.
Omsk, still adhering, as far as practicable, to a straight line, and when
5 versts from Omsk, it crosses the Irtysh on a bridge 2,100 feet long.
Thence, the road leads across Barabinsk steppe through the govern-
ments of Tobolsk and Tomsk, through the town of Kainsk, and when
nearing the village of Krivoschekov, it crosses the Obi on a bridge 2,800
feet long at verst 1,325.
The section from Cheliabinsk to the Obi runs, in general, through a
very productive soil of chernoziom, while the climate is favorable to
the growth of cereals. Through the entire length of the road, as far
as Obi, there are no serious difficulties in the way of construction.
The spanning of four large rivers, however-namely, the Tobol, Ishim,
Irtysh, and Obi-requires the construction of earthworks and bridges.
Because of the evenness of the surface, gradients are not greater than
0.0074 and the radii of the curves are 1,750 feet.
After crossing the Obi, the road leads through a hilly country and
crosses five large rivers-the Obi, Tom, Yaya, Kiya, and Chulym.
Nevertheless, the gradients are limited to 0.008 and the radii of the
curves to 1,750 feet. From Achinsk to Irkutsk, a distance of 1,191
versts, the country becomes mountainous, and the road crosses two
large rivers, the Chulym and Yenisei, and several of their tributaries.
It is worthy of note that most of the Siberian rivers run from south to
north, and therefore the line must intersect them at their summit
levels. These levels of the branches of the Altai, Gremiachevsk,
Yeniseisk, and Sayansk chains are high and narrow, and, consequently
the line from Achinsk to Nizhneoudinsk and from Uktouisk was plan
ned with gradients of 0.015 and with curves of 1.050 to 1,000 feet.
Through this country, therefore, the topographical conditions make the
construction of the roadbed very expensive, the embankments some-
times reaching 70 feet in height.
The road crosses the Yenisei at verst 2,049, on a bridge 3,150
feet long. The highest point of this section is at verst 1,976, between
the Little Ibruil and the Little Kemchug, where it is 784 feet above
the River Chulym and 959 feet above the Yenisei. After crossing the
Yenisei, the road winds along the heights near Krasnoyarsk, and
begins to climb the summit level, first along the Berezovka River and
thence along the valley of the Sitik, reaching its highest point at verst
2,116. It is necessary to cross the several tributaries of the Berezovka
and the Sitik by numerous bridges. The length of this ascent is 67
versts, and eighty-two bridges and pipes are necessitated. After pass-
ing the town of Kansku, the line crosses the River Kan on a bridge 1,400
feet long. From Nizhneoudinsk to Uktouisk, the road runs through a
more level country, crossing the rivers Uda, on a bridge 1,050 feet long,
the Iya, on a bridge 700 feet long, and the Oka, on a bridge 875 feet long,
the latter at verst 2,830, and passing several summit levels between
these rivers. From the River Oka, the line passes across the country
to Polovina station, at verst 2,968, where the technical features are
those of mountainous sections. From Polovina station to Irkutsk, the
HIGHWAYS OF COMMERCE.
413
•
line is more level, having to cross only the rivers Belaya and Maltinka.
The Irkutsk station is fixed at verst 3,065, 4 versts from the ferry across
the Angara on the overland road from Moscow to Irkutsk and opposite
the town itself.
From Irkutsk, the road wends its way to Lake Baikal, whose shore
it follows for 162 versts, as far as the station of Mysovsk. Farther on,
at verst 3,112, the valley of the Irkut takes the form of a mountain path
through which the road will be hung in cuttings of the overhanging
granite crags. At verst 3,146, because of the steepness and windings
of the River Irkut, where the line crosses the Zyrkyzunsk chain, it was
found necessary to construct a tunnel 8,330 feet long, which will be
bored with one continuous incline. The mountainous character of the
country from the Kultushnaya to the Bystraya, 3,212 versts from
Cheliabinsk, is continuous. From verst 3,212, the road winds along
the shore of Lake Baikal, and in doing so crosses and pierces the
branches of the mountain chains leading to the lake.
In consequence of these topographical features, the Irkutsk-Mysovsk
section has been estimated to cost about 4,772,000 rubles.' The country
through which this section passes is entirely barren, except the town
of Irkutsk and some settlements on the shores of Lake Baikal. From、
Mysovsk Harbor the line follows the shore of the lake, and then the line
of the River Selenga, which it crosses on a bridge 3,185 feet long. From
this point it passes into the Valley of Uda, and thence along the River
Pogromnaya. It then enters the Vitimsk plateau, winding along the
River Domna, one of the tributaries of the Lena system. Passing the
summit level between these rivers, the line climbs the eastern slope of
one of the branches of the Yablonovoi chain, which serves as the sum-
mit level of the basins of the Lena and the Amour; that is to say, of
the Northern and Pacific oceans. From this point the road descends,
and winds round the hilly side of the town of Chita, on the bank of the
River Shilka, to Sretensk. Because of the topographical difficulties,
the Mysovsk-Sretensk section will cost 8,859,000 rubles.
The continuation of the Siberian Railway from Sretensk will be along
the valleys of the Shilka and Amour, probably crossing the latter on
a bridge 8,400 feet long at verst 6,350. The building of this branch
will be subject to topographical conditions similar to those of the
Mysovsk-Sretensk system. After crossing the Amour, the line follows
the valley of the Ussuri, on the border of the Russian and Chinese em-
pires, a distance of 400 versts. There are several large bridges planned
to cross the Khor, Bikin, and Iman rivers. The road comes out of the
valley of Suyfun River and passes along the shores of the Ouglov and
Amour gulfs, terminating at Vladivostok, the station being on the Bay
of the Golden Horn.
The total length of the Siberian Railway from Cheliabinsk to Vladi-
vostok is 7,083 versts (4,696 miles) on the main line alone.
11 ruble=50 cents.
414
HIGHWAYS OF COMMERCE.
For purposes of superintendence, the work is divided into seven
sections, viz: The western Siberian, from Cheliabinsk to Obi (1,328
versts); the central Siberian, from Obi to Irkutsk (1,754 versts); the
Baikal circuit, from Irkutsk to the pier of Mysovsk, on Lake Baikal
(292 versts); the Transbaikal, from Mysovsk pier to Sretensk (1,009
versts); the Amour section, from Sretensk to Khabarovka (2,000 versts);
the North Ussuri, from Khabarovka to Grafsk (347 versts); the South
Ussuri, from Grafsk to Vladivostok (382 versts); total, 7,112 versts
(4,715 miles), including the branches to the principal rivers intersecting
the main line.
A table giving the estimated cost of the construction of the Siberian
Railway, not including, however, all the expenses which this enterprise
will entail, is given herewith. It is the intention to institute a number
of auxiliary measures in connection with the road, looking to the
improvement of the economical conditions and the greater prosperity
of Siberia. For example, to construct a branch line between the Sibe-
rian and the Ural railways in the interest of the Ural Metallurgical
Works, and to build river wharves and construct branch lines to them;
to improve the Siberian rivers; to develop steam navigation on the river
systems intersecting the road; to establish a route through the North-
ern Ocean to the mouths of the Obi and Yenisei; to assist colonization
along the line; to encourage iron works to be established in Siberia
along the railway; to equip and send out geological expeditions for
studying the country, and to make exhaustive researches in the Amour
tract. To carry out these auxiliary enterprises during the time allotted
for the completion of the first section, 14,000,000 rubles have been set
apart. Requisite sums will also be appropriated for similar improve-
ments in the districts of the other sections. These expenses will be
very great, and it is now impossible to give a reasonable estimate of
the outlay. All this is exclusive of the estimated cost of the Great
Siberian Railway, as shown in the following table:
Class of work.
Estimate of the cost of the Great Siberian Railway.
[As published by the ministry of finance.]
Cheliabinsk to
Obi (1,328 versts.)
Total Per
cost. verst.
Irkutsk to My- Mysovsk to Sre-
sovsk (292 versts). tensk (1,009 versts).
Obi to Irkutsk
(1,754 versts).
Total Per
cost. verst.
Total Per
cost. verst.
Total Per
cost. verst.
Making the track..
Construction works.
Laying the line……
Expropriation of land…….
Appurtenances of the line.
Telegraph.
Rubles.
387,857
Rubles.
292
Rubles.
299, 727
Rubles.
5, 845, 144
4, 401|12, 909, 873
8,932, 135
6, 726|16, 544, 912
3,923, 854
2, 955 4,464, 685
171
7, 360
9, 738
2,545
176, 140
133
257, 701
147
Rubles. | Rubles.| Rubles.
48,970 168 501, 695
7,198, 844||||| 24, 654 13, 237, 808
7, 116, 950||||| 24,374 9,869, 932
742,049 2, 541
36, 675
Rubles.
497
13, 120
9,782
2,931, 002
2, 905
126
168, 523
167
367, 773
277
358, 074
204
70, 201
241
242, 106
240
Buildings along the line..
709, 360
534
849, 227
484
Station buildings.
196, 860
674
587, 460
582
2, 012, 500
་
1,515 2,767, 225
1,578
557, 300
Water supply.
1, 906| 1,867, 450
1,851
Station appurtenances
617, 840
659, 050
465 1,304, 195
496
743
178, 730
748, 955
427
197, 150
612
675!
638, 200
632
Administrative and unfore-
seen expenses…….
734, 110
728
4, 500, 570
3,389 5, 525, 115
Rails and fastenings.
8, 583, 922
Rolling stock and workmen.
Carriage of rails, fasten-
ings, etc...
8,086, 700
6, 464 11, 550, 900
6, 089 10, 691, 950
2,558, 634
1,926 5, 000, 359
3, 150|
6, 585
6, 096
2,851
1,510, 575
1,867, 108
1,671, 730|
917, 678
5, 174
6, 394
5, 725
3, 143 5, 063, 916,
5, 410, 800
5,362
6,442, 416
5, 614, 345
6,385
5,564
5,019
Total
47, 361, 479 35, 662 73, 272, 898 42, 079 22, 310, 820 76, 407 53, 309, 763
52, 834
HIGHWAYS OF COMMERCE.
415
Class of work.
Khabarovka to
Grafsk (347
versts).
Estimate of the cost of the Great Siberian Railway-Continued
[As published by the ministry of finance.]
Sretensk to Kha-
barovka (2,000
versts).
Total cost (7,112
versts).
Grafsk to Vladi-
vostok (382
versts).
Total cost.
Per
verst.
Total Per
cost. verst.
Total
cost.
Per
verst.
Total cost.
Per
verst.
Expropriation of land...
Making the track.
Construction works
Laying the line.
Appurtenances of the
line....
Telegraph
Buildings along the line.
Station buildings..
Water supply
Station appurtenances..
Administrative and un-
foreseen expenses..
Rails and fastenings..
Rolling stock and work-
men
Carriage of rails, fasten-
ings, etc..
Total.
Rubles. Rubles.
1,000,000
Rubles. Rubles.
Rubles.
Rubles.
Rubles.
Rubles.
500 76,000
219
247, 604
649
2, 561, 889
360
28, 000, 000
30,000,000
14,000 4, 582, 353
14,000 4, 582, 353
15,000| 3, 320, 712
13, 206
1,712, 806
9,724
75, 486, 828
10,614
9,570
2,657, 280
6, 960
78, 441, 921|
11, 030
6, 000, 000
3,000 1, 344, 325
3, 874
1, 189, 760
3, 116
20, 395, 675
2,896
320,000
160
86, 722
250
62, 270
163
2, 108, 031
156
480,000
240
104, 252
300
118,420
310
1,740,
880
245
1, 000, 000
500
314, 400
906
218, 375
572
3,875, 682
545
3,600,000
1,800
881, 250
2, 542
1, 170, 150
3,065| 12, 856, 575
1,808
1,200,000
600
249, 660
720
1, 400, 000
700
248, 500
700
316, 750
398, 100
830
4,505, 375
633
1,043
4, 857, 521
617
11, 000, 000
5, 500 2,002, 125
12, 765, 528
11, 223, 655
9,566, 652
117, 555, 835
5,700 2,908, 336
6, 383 2, 254, 200 6, 496 2, 443, 851|
5, 6121, 917, 670 5. 526 1, 359, 200
4,783 1, 355, 713
3, 907
858, 113 2,248 25, 385, 865
3,560
58,778 18,738, 682 54, 002 17, 661, 051 46, 275 350, 210, 482||| 49, 242
7, 613
32, 907, 925
4, 620
6, 401
45, 565, 250
6, 455
3,563 40, 321, 065
5,703
PROGRESS OF CONSTRUCTION.
The Cheliabinsk-Omsk line is fast nearing completion. The middle
Siberian section, the construction of which was begun in 1893, is now
well under way. The ministry of ways of communication hopes to
finish the Ussuri line before the term fixed, that is, before the autumn
of 1894. The condition of the work on October 1, 1893, was, in general,
as follows:
On the first section of the line, from Cheliabinsk to Omsk, which was
begun in 1892, 80 per cent of the roadbed is completed. During the
period from May 20 to October 1, 28 bridges were constructed on the
same section, rails laid down for 240 versts, and telegraph communica-
tion opened up to the town of Omsk.
On the second section of the Western Siberian line 751,100 cubic feet
more of earthwork were handled, 3 station buildings constructed, and
all the necessary materials prepared.
On the first section of the Middle Siberian Railway, from Obi to
Krasnoyarsk, final surveys have been made on 300 versts, and the
remainder are now under the engineers, 833,000 cubic feet of earth-
work were handled during the summer months, 20,000 railway ties were
prepared, and 210,000 poods' of rails received.
On the Ussuri line telegraphic communication has been arranged for
a distance of 377 versts-two wires for 141 versts and one wire for 236
versts. The construction of station buildings is now practically com-
pleted, and the roadbed is nearly finished. Furthermore, 22 locomo-
tives and 368 cars and platforms have been brought to this line. Since
| 1 pood = 36 pounds.
;
416
HIGHWAYS OF COMMERCE.
November 2, 1893, the transportation of passenger and merchandise
cars has been begun between the stations of Vladivostok and Nicholsk,
distance of 101 versts.
Owing to the development of the existing Russian railways and to
the construction of new lines, the demands for rails have greatly
increased at all the rail-rolling mills of European Russia. Therefore the
construction of new mills is very desirable, especially in Siberia. None
of the mills now existing in that country are able to turn out the nec-
essary quantity of rails for a certain period. Therefore, the proposition
of the Bogoslovsk metallurgical district to build a rail-rolling mill has
been accepted, with the sanction of the Czar, by the committee of the
Siberian Railway. From an economic point of view, the construction
of the above-mentioned mill will in nowise be prejudicial to the develop-
ment of the rail-rolling industry in Siberia, as the 5,000,000 poods of
rail which the Bogoslovsk mill has contracted to manufacture will be
insufficient to supply the demands of the Siberian Railway. The prices
of rails fixed by the Bogoslovsk mill are moderate. During 1892, rails
were ordered at the following prices per pood, without delivery: At
the Poutilov works, 1.70 rubles; at the Demidov works, 1.58 rubles; at
the South Dnieprovsk works, 1.66 rubles; and at the Novo-Rossisk
works, 1.76 rubles. By comparing these figures with the prices fixed
by the management of the Bogoslovsk district (1.58 rubles at the fac
tory, and 1.76 rubles with delivery at Krivoschekovo) it will be seen that
these prices are lower than at the other factories. Furthermere, the
ministry of ways of communication had the management of the Bogos-
lovsk district make a deduction of 1 kopeck per pood on the prices
fixed for the delivery of the rails to Krivoschekovo, which, on the
whole, makes a rebate of 50,000 rubles. Independently of this, the
management of the Bogoslovsk works has contracted to supply a cer-
tain quantity of rais besides those ordered to replace such as may
become worn out during the first ten years.
One of the principal questions raised in 1893 by the committee of the
Great Siberian Railway was the proposition to construct a temporary
railway between Irkutsk and Listvinichnaya, a station on the western
border of Lake Baikal, and to organize regular steam transportation
on that lake, in order to join, by means of uninterrupted steam commu-
nication, the Middle Siberian with the Transbaikal Railway. The reali-
zation of this scheme is especially desirable, as the construction of the
Circumbaikal line, belonging to the third portion of the work, will not
be finished in the near future, and as the construction of the temporary
line between Irkutsk and the Listvinichnaya, a distance of 80 versts, on
an even surface, and the establishment of steam service on Lake Baikal
will not involve great expense. On the other hand, the completion of
this enterprise, especially after the construction of the railway line to
Irkutsk, will be of great importance during the building of the Trans-
baikal line, as it will facilitate the transportation of the necessary
HIGHWAYS OF COMMERCE.
417
materials. Furthermore, it will form a convenient means of communica-
tion between the Middle Siberian and the Transbaikal lines. In winter,
when the steamship communication will have to be suspended, pas-
sengers can be transported from one side of the lake to the other on
sledges. Lake Baikal is from 35 to 40 versts across at that point, so
that it would be very easy to lay down a narrow railroad on the ice.
Owing to the above-mentioned reasons, the Czar has sanctioned the
building of this temporary line, and it is now in process of construction.
The Middle Siberian Railway will be completed, according to the
opinion of the minister of ways of communication, in 1898-two years
earlier than was first anticipated. At the beginning it was thought
that rails, all necessary materials, and workmen could be brought
from European Russia to one point only—that is, to the port of Kri-
voschekovo, on the Obi, and from there the laying down of the rails
was to begin. Closer investigation has shown that the rails and mate-
rials can be transported also by the rivers Chulym and Angara, and
therefore rails can be laid down at the same time at Achinsk, Krasnoy-
arsk, and Irkutsk. Besides, it was first supposed that workmen could be
had only from European Russia, but it turns out that the local workmen
from all parts of Siberia are seeking work in great numbers. Owing
to all these facts, the construction of the whole of the above-named
railway will be accomplished in 1898. The Achinsk-Krasnoyarsk sec-
tion, 175 versts long, will be completed in 1895; and in 1896, instead of
1897, the construction of the line from Krasnoyarsk, and at the same
time from Irkutsk, will be begun.
The construction of the Transbaikal Railway will be begun in 1895,
before European Russia and Irkutsk are joined by rail. Therefore,
supplies for the Transbaikal Railway are now under contract.
The construction of a cement factory in the Transbaikal will prob-
ably be decided upon and promptly undertaken, thus saving a heavy
expense in transportation. In view of this the minister of ways of
communication has ordered an investigation of the soil of the Trans.
baikal region. For this investigation the committee of the Siberian
Railway proposes to give 8,000 rubles out of the sums appropriated for
auxiliary enterprises.
On the first section of the Western Siberian Railway, from Chelia-
binsk to Kurgan, a distance of 240 versts, trains began to run on
December 3, 1893, transporting also cargoes belonging to private per-
sons, but only in the direction from Kurgan to Cheliabinsk, as all the
trains from this point to the east are loaded exclusively with railroad
supplies necessary for the further construction of the Western Siberain
Railway. According to information given by the minister of ways of
communication, 1,000 rubles are daily earned from the operation of the
section from Cheliabinsk to Kurgan, and 600 rubles from the temporary
movement of merchandise and passenger trains, opened on November
2, 1893, on the Ussuri line between the stations Vladivostok and Nicho-
533A-27
418
HIGHWAYS OF COMMERCE.
laevsk, a distance of 101 versts. On the station of Nevelskaya, situ-
ated at verst 146, and the station of Chernigovka, situated at verst 184
of the Ussuri line, the movement of trains for transporting materials
and private cargoes began on January 20, 1894. Thus, on the Ussuri
line trains are running now over a distance of 184 versts. Since Jan-
uary 1, 1894, 137,550 poods of private goods have been carried by this
line, from the transportation of which 30,994 rubles have been earned.
Herewith is appended a map showing the line of the Great Sibe-
rian Railway as in process of construction. This map is taken from
Volume V of The Industries of Russia, recently issued in Russian by
the Russian Government and translated into English and edited by the
undersigned. The reader interested in the local, commercial, and
strategical features of this great railway would do well to consult the
above-mentioned work.'
J. M. CRAWFORD,
Consul-General.
ST. PETERSBURG, May 4, 1894.
RECENT PROGRESS ON THE LINE.
So far, 1,400 versts (928 miles) of rails have been laid on the Siberian
Railroad, but it is expected that 2,500 versts (1,658 miles) will be laid by
next winter. It is calculated that in 1898 the road will be fully com-
pleted to Irkutsk. The building of the Siberian Railway through the
Irkutsk-Chavarovsk district, a distance of about 3,500 versts (2,321
miles), according to a report, will be very difficult, and new plans for
the construction of that extension will be prepared.
A few days ago the ministry of ways of communication allowed from
the contingent fund the sum of 2,500,000 rubles to the Tiflis govern-
ment for the construction of the Kars Railway.
ST. PETERSBURG, May 29, 1895.
JOHN KAREL,
Consul-General.
FINLAND.
RAILWAYS.
The railways of Finland are the property of the State and are man-
aged by directors appointed by the Government. Trains from the dif-
erent terminal stations run as follows:
From Helsingfors to St. Petersburg, via Viborg, twice a day, morn-
ing and evening. The distance is 441 kilometers (274 miles), and the
¹Volume V, Industries of Russia, was published by the Russian Government in a
separate volume in English entitled Siberia and the Great Siberian Railway, with
a preface by Consul-General Crawford, for the World's Columbian Exposition at
Chicago.
MAP
OF THE
RUSSIAN EMPIRE
SHOWING
THE GREAT SIBERIAN
RAILWAY
Scale 1: 16.500.000
L
700
200
300
400
500
60
70
160
150
80
ST PETERSBURG
PUBLISHED
by the DEPARTMENT of TRADE and MANUFACTURE
140
30
"
INHU.
****
RSAW
MINSK
Liban
Dnieper
Lake
RE
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RIGA
adoda
PETERSBURG
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Operating railways, 31,983 versts.
-Railways under construction.
Railways directions rejected.
Total length of the Great Siberian
Railway from Cheliabinsk to
Vladivostok 7,112 versts.
Gold mines.
-
MGold produced in 1890, in poods.
Silver produced in 1890, in poods
Platinum produced in 1890, in poods.
30
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ABSOLUTE HEIGHTS
IN ENGLISH FEET.
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Koorgan
144½
ePetropavlovsk
0msk
329
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LoVladivostok
7000 7083
HIGHWAYS OF COMMERCE.
419
time about fourteen hours. Fares, first class, 37 Finnish marks, or
about $7.14¹ United States currency; second class, 24 marks ($4.80).
The distance from Helsingfors to Viborg is 312 kilometers (193.9 miles).
Fares, first class, 27.50 marks ($5.50); second class, 17.50 marks ($3.50).
From Viborg to Imatra Waterfall, a distance of 72 kilometers (44.74
miles), trains run every day. This waterfall is the largest in Europe.
There are good hotels there. Fares, first class, 7.20 marks ($1.44);
second class, 4.70 marks (94 cents).
From Helsingfors to Abo, a distance of 275 kilometers (170.9 miles),
trains run once a day. Fares, first class, 24.50 marks ($4.90); second
class, 16 marks ($3.20).
From Helsingfors to Hango, a distance of 207 kilometers (128.6 miles),
trains run once a day. Fares, first class, 19 marks ($3.80); second
class, 12.50 marks ($2.50). ·
•
From Helsingfors to Uleaborg, distance 752 kilometers (467.2 miles),
stopping at Tavastehus, Tammerfors, Wasa, Jakobstad, and Gamla
Karleby, trains run once a day. Fares, first class, 53 marks ($10.60);
second class, 34.60 marks ($6.92).
From Helsingfors to Kuopio, distance 465 kilometers (287.9 miles),
stopping at St. Michel, trains run once a day. Fares, first class, 37.90
marks ($7.58); second class, 24.60 marks ($4.92).
From Viborg to Sordavala, distance 179 kilometers (111.2 miles),
traius run once a day. Fares, first class, 16.70 marks ($3.34); second
class, 10.90 marks ($2.18).
These railways are all single track, and in very good repair. The
trains all carry mails.
1 The vice-consul estimates the Finnish mark at 20 cents.
420
HIGHWAYS OF COMMERCE.
From-
Autrea
Bennas.
Borga
Ekenas
Gamla Karleby
Hango
Helsingfors
Hyvinge
Iisvesi
Imatra
Jakobstad.
Kervo..
Kotka
Kouvola.
Kuopio..
Lahtis.
Distance in kilometers between the railway stations in Finland.
To-
Bennas.
Borga.
Ekenas.
Gamla Karleby.
Hango.
Helsingfors.
Hyvinge.
Iisvesi.
Imatra.
Jakobstad.
Kervo.
Kotka.
Kouvola.
Kuopio.
Lahtis.
Riihimaki.
Simola.
Sordavala.
St. Michel.
St. Petersburg.
Tammerfors.
Tavastehus.
Toijala.
Uleaborg.
Wasa.
Viborg.
Willmanstrand.
Abo.
Ostermyra.
Riihimaki
Simola
Sordavala
St. Michel.
St. Petersburg
Tammerfors.
Tavastehus
Toijala
Uleaborg
Wasa
Viborg
- ·
Willmanstrand
Abo
729
356
408! 761
523 575 ❘ 32
352 293 390 32 740 323
213 161
435
608
162 436 101
52 326 113
169 397 317 357 962 703
519 460 897 761 11 490 620 568 842 507 448 649 868 682 818 332 412 372 233
178 555 211 62 63 424 388 534 33 247 195 469 134 75 276 495 309 445 191 111 151
607 33 174 115 476 440 586 145
299 247 521 186 127 328 547 361 497 243 163 203
640 551 492 829 793 43 522 652 600 874 539
480 681 900 714 850 364 444 404
207 148 509 473 619 178 232 280 554 219 160 361 580 394 530 276 196 236
59 420 384 530 29 243 191 465 130 71 272 491 305 441❘ 187 107 147 752
361 325 471 30 184 132 406 71 12 213 132
382 128 48
422 908 391 281 229 57 290 349
479 465
772 355 245 193 467 254 313
201❘ 429
501 631 579 853 818 459
214
222
281
80
139
275
176
756 497
808 549
201 | 208
721
40 99 485 628
689 668 500 101
316❘ 295 279 422
368 347 331 474
700 532
133
841 582
401
380 364
507
493
312
291 275
418
246
88 693
434
253
232 216
359
310 529
115
385
425 1030
771
350
329❘ 553
696
112 | 171
307
349
389 994
735
72
93❘ 517
660
660 879
693
829 343 423
383 244
187
700
679
511112
42
243 462
276
274 61
172 133 352
120 81
335 394 355
59 142
166
412❘ 158
302 288 208
78
118 | 723
464
283
262
246 389
248 853
594
173
152 | 376
519
430
95
201
!
300 114 250 236 156
574 160 524 510
361 175 311 175
420 234 370 116 36
219 195 169 317 237
414 308 536 456
364 350 270
486 406 446 1051
565
645 386 277 256
196 801
542
121
100 324 467
470 1075
816
395
374
598
741
135 | 740
481
182
161
263 406
76 681
422
241 220
204 347
277 882
623
40 19
405 548
496 1101
842
179 238
624 767
310 915
656
235
214
438 581
792 129
150
574 717
80 40
40
306
357
336
168
231
168 311
605 346 317 296 128 271
409
922 901 733 331
663
642
474 75
21
445 588
424 567
399
HIGHWAYS OF COMMERCE.
421
OCEAN LINES.
Finland steamers run regularly once a week between Hull (England)
and Helsingfors, leaving each port every Saturday evening, and touch-
ing at Copenhagen. The voyage occupies about four days. These
steamers carry cargo and passengers. The rates for first-class pas-
sengers are 125 marks ($25), and living per day 7 marks ($1.40). Freight
for heavy goods, 12s. 6d. ($3.03) per net registered ton, and for meas-
urement goods, 5d. (10 cents) per cubic foot. The steamers are about
650 tons register and of 1,600 indicated horsepower.
First-class passenger and freight steamers are run regularly between
Stockholm, Abo, Hango, Helsingfors, Viborg, and St. Petersburg, leav
ing the terminal ports (Stockholm and St. Petersburg) about three
or four times a week. The first-class fares between Helsingfors and
Stockholm are 45 marks (89), and between Helsingfors and St. Peters-
burg 22 marks ($4.40). Freight rates are moderate. These boats carry
mails and are about 400 net registered tonnage, their average speed
being 12 knots an hour. This line can be recommended to tourists for
cleanliness, attendance, and good table at cheap rates.
Passenger and freight steamers run direct between Lubeck and Hel-
singfors and Stettin and Helsingfors, touching at Reval. The first-class
fares are 60 marks ($12), with 25 per cent discount for return tickets.
Freight rates are moderate. The steamers are of about the same size
and speed as those running between Helsingfors, Stockholm, and St.
Petersburg.
COASTWISE LINES.
Passenger steamers, at moderate rates, run from Helsingfors along
the Finnish coast as far north as Uleaborg, touching at every principal
port on the way. There is also a very beautiful and interesting tourist
route for passenger steamers along the Saima Canal, beginning at
Viborg and ending at Kuopio, connecting the numerous lakes in that
district. There are, besides, small passenger steamers plying on the
lakes in other districts. There is also regular communication once a
month between Finland and several of the Mediterranean and French
ports.
All these steamers belong to share companies, and are managed by
their respective directors.
HELSINGFORS, June 25, 1894.
HERMAN DONner,
Vice and Acting Consul.
422
HIGHWAYS OF COMMERCE.
NORWAY.
Christiania, the capital and the most populous city of Norway, where
this consulate is located, is the center of the commerce as well as of the
principal lines of traffic. From here, communication with many foreign
countries, and numerous places on the coast line of the country itself,
is regularly kept up with comfortable steamships, which are seldom
impeded by ice. Christiania is the center of the railway lines, which
radiate in different directions and connect this seat of the administra-
tion and of the higher education of the country with the inland dis-
tricts and the sister Kingdom of Sweden.
OCEAN LINES.
(1) Christiania-America.—At present no direct line under the Nor-
wegian flag connecting this country with American ports exists. A
regular line between the port of Bergen and New York, which was
started about fifteen years ago, chiefly for carrying emigrants, was dis-
continued when the emigration fell off, but the vessels of the Danish
Thingvalla Line, which ply fortnightly between Copenhagen and New
York, have, during the last decade, regularly called at Christiania and
at Christiansand, and have, besides transporting the bulk of the Nor.
wegian emigrants, proved of great advantage to the Norwegian trade
with the United States. As these steamers, whose average passage is
fifteen days, belong to a company in Copenhagen, I presume that the
consul at that port has reported on their number, force, etc. The rates
for passengers from this port to New York are 225 kroner ($54.30), and
for freight from 16 to 20 shillings ($3.89 to $4.866) per ton.
(2) Christiania-Hull.-Wilson Line (British); weekly sailings to
Hull, via Christiansand, in about forty-eight hours; distance from
this port to Christiansand, fifteen hours; fare to Hull, £4 ($19.47);
food not included.
(3) Christiania-London.-Wilson Line (British); weekly via Chris-
tiansand, in about seventy-two hours; fare, £4 ($19.47).
(4) Christiania-Newcastle upon Tyne.-Lloyd's steamers (2), of about
700 tons, belonging to a Norwegian company; weekly sailings, and
calling at Laurvig and Arendal in Norway; passage, sixty hours; fare,
45 kroner ($12.06).
(5) Christiania-Grangemouth.—A Norwegian line of two steamers of
about 1,000 tons; make the run in sixty hours, calling at Tonsberg,
Arendal, Christiansand, and Egersund; fare, £2 10s. ($12.17).
(6) Christiania-Hamburg.-Sóndenfjeldske Norwegian Steamship
Company; weekly sailings; four steamers, calling at Arendal and
Christiansand; average passage, fifty hours; fare, without food, 30
kroner ($8.04).
HIGHWAYS OF COMMERCE.
423
(7) Christiania-Bremen.-Sóndenfjeldske Norwegian Steamship Com-
pany; weekly sailings, chiefly for freight; fare, without food, 30 kroner
($8.04).
(8) Christiania-Havre.-Sóndenfjeldske Norwegian Steamship Com-
pany; fortnightly sailings; average passage, seventy-two hours; fare,
without food, 80 kroner ($21.44).
(9) Christiania-Antwerp.-Ostlandske Lloyds (Norwegian company);
two steamers; weekly sailings, calling at Arendal and Christiansand;
average passage, fifty hours; fare, without food, 45 kroner ($12.06).
(10) Christiania-Copenhagen.—The United Danish Steamship Com-
pany run, during the summer months, a semiweekly line of two large
steamers, chiefly for passengers; passage, twenty-four hours; calling
at Gothenburg; rate of passage, 28 kroner ($7.50). A steamer belong-
ing to this company runs weekly between Christiania and Copenhagen,
via Fredrikshavn, Jutland.
(11) Christiansand-Frederikshavn.-A triweekly regular line (Norwe
gian), with one steamer, subventioned by the Norwegian Government
for carrying mails to the Danish Jutland; passage, ten hours, corre-
sponding with the railway trains between Hamburg and Fredrikshavn;
fare, 15 kroner ($4.02).
(12) Christiania-Stockholm.-Sódra Sverige Line (Swedish), with two
steamers; weekly sailings, calling at Gothenburg, Helsingborg, Lands-
krona, Malmo, Ystad, Carlshamn, Ronneby, Carlskrona, and Kalmar;
passage, about four days; fare, without food, 40 kroner ($10.72).
(13) Christiania-Gothenburg. Three coast liners (Swedish), plying
between the two ports four times a week, in about sixteen hours, dur-
ing the open season; distance, 150 miles; fare, 16 kroner ($4.28).
(14) Christiania-Bergen, Drontheim, etc.-The Bergenski and the Nor-
dentjelvski Steamship companies, with twenty-two and nineteen steam-
ers, respectively, keep up a regular, almost daily, communication during
the whole year along the southern and western coast of Norway, car-
rying mail, passengers, and goods between the smaller ports; distance,
Christiania to Bergen, 400 miles; average passage, sixty hours; fare,
36.80 kroner ($9.85), without food.
Other local lines, with excellent and quick steamers, keep up con.
stant communication between the two principal ports of Norway-
Christiania and Bergen-calling at Laurvig, Kraziro, Arendal, Chris-
tiansand, and Stavanger, besides other smaller ports.
LAKES AND CANALS.
Norway has no navigable rivers, but has a great number of lakes
navigated by comfortable steamers. Of the lakes may be mentioned
the Miosen Lake, the Randsfjord, and Nordsjo, in the district of Telle-
marken, where a system of canals and locks lately finished connect the
lakes of the inland districts with the sea. These canals, which have
cost about $1,000,000, are controlled by the Government, while the
424
HIGHWAYS OF COMMERCE.
Steens Canal, which connects the sea near Fredrikshald and the Swe-
dish frontier with the lake of Glieren, is under the control of a company
of shareholders.
RAILWAYS.
Norway can boast of only 1,600 kilometers (994 miles) of railways,
all single track, and most of them narrow gauge. New lines are, how-
ever, being built, and the legislature has lately authorized the con-
struction of some important and long discussed lines across the moun-
tains, to connect the western with the eastern districts of the country,
at an expense of about $10,000,000.
The Norwegian railways are controlled by the Government, with the
exception of the so-called Norwegian Trunk Railway, between Christi-
ania and the lake of Miosen, a distance of about 50 miles. This rail-
way, the first one in this country, was built about forty years ago, by
English engineers, and partly with British capital, and has since been
controlled by a combined board of directors representing the Nor-
wegian and the British shareholders. The other principal railway lines
within this consular districts are the following:
Christiania to Trondhjem, 562 kilometers (349 miles); principal sta-
tions, Hamar and Roros. The fast trains run the distance in about
seventeen hours.
Christiania to Frederikshald and the Swedish frontier, about 160
kilometers (99.8 miles); running time about four hours, stopping at
Moss, Frederiksstadt, and Frederikshald.
Christiania to Skien, via Drammen and Laurvig, 204 kilometers (127
miles); running time, six and one-half hours.
Christiania to Kongsvinger (Swedish frontier), about 130 kilometers
(81 miles); running time, about five hours.
Drammen to Randsfjord, 142 kilometers (88 miles); running time,
three and one-half hours.
HIGHWAYS.
The Norwegian highways may justly be considered among the best
in Europe, and they attract much admiration from foreign tourists.
Their aggregate length is about 10,000 kilometers (6,214 miles). The
principal lines are laid through the picturesque valleys of Valvers,
Hallingdal, Gudbrandsdal, and Tellemarken, and connect the eastern
with the western sections of the country. They are constructed and
supervised by the Government, which has had for the past fiscal year
an appropriation from the legislature of about $570,000. They are, as
a rule, kept in repair by the farmers in the rural districts, on whom
this duty is laid as a public burden. For the convenience of travelers,
a perfect system of station houses has been established on all the
highways, and horses and conveyances are kept ready at a moderate
tariff, fixed by the Government.
CHRISTIANIA, March, 1895.
GERHARD GADE,
Consul.
HIGHWAYS OF COMMERCE.
425
SWEDEN.
Sweden, both by land and sea, is provided with excellent means of
communication.
HIGHWAYS.
The highways altogether are 37,000 miles in length, have nearly a
minimum width of 20 feet, and are generally macadamized.
RAILROADS.
The railroads are the chief means of communication, although they
were opened somewhat late-the first in the year 1855. Sweden, per
capita, owns more railway than any other country in Europe, while in
respect to its area the southernmost portion of the country is about
as well supplied with railways as France. The entire length of Swedish
railroads is close upon 5,500 miles, rather more than a third part belong-
ing to the State. The entire rolling stock at the end of 1891 was com-
posed of 896 locomotives, 1,928 passenger cars, and 21,651 mail, baggage,
and freight cars. During the same year 13,640,000 passengers were
carried an average distance of 19 miles each; of freight, 11,230,000
tons were moved an average distance of 34 miles per ton. In other
words, about 400,000,000 passengers were carried 1 mile and about
600,000,000 tons of freight were moved the same distance.
The Swedish railroads have been surveyed and built in a thoroughly
substantial yet economical manner. The State roads have a standard
gauge of 4 feet 8 inches. The gradients are generally easy, and the
smallest curves have a radius of about 1,000 feet. The sleepers are of
pine, cut in winter, of best quality, and not impregnated. The rails
used by the State roads are manufactured in Sweden of bessemer or
open-hearth steel, and weigh 22.8 pounds per foot. The rail joints are
all suspended and strengthened by fish plates of angular section, the
rail ends being secured by bolts. The rails are attached to the sleepers
by spikes. The drainage is provided for by means of open side ditches
in the cuts. All lines have single track. All over Sweden rivers are
encountered which have to be bridged for the railroads, especially so in
the north. Among the longest are the Dal River bridge, which con-
tains five spans, and is built on high latticed iron pillars, and the
Ljusne River bridge, which has three spans and is built of continuous
lattice girders. The bridge across the Angerman River is the longest
and highest of all, measuring about 1,200 feet between abutments;
it is built on the cantilever system upon steel trestles in five spans.
The tunnels are not numerous and are all short. The longest passes
through the bill upon which a portion of the capital is situated
railroad lines are protected by fences. The passenger cars, as a rule,
are built on the intercommunication system and are provided with
closets and lavatories.
426
HIGHWAYS OF COMMERCE.
The State railroads have three classes of passenger cars. The first
class are limited to express trains, and are generally but little patron-
ized. The night expresses carry sleeping cars of first and second
classes, where a berth may be obtained for the additional sum of $1.35
and 80 cents, respectively, for the night. The trains are sufficiently
frequent to meet the demand.
The passenger rates for long or short distances per mile are as fol-
lows: First class, about 2.30 cents; second class, about 1.65 cents; third
class, about 1.10 cents.
The total income from freight during 1892 was about 240,000,000
kroner, or $64,300,000, for 42,674,327 tons.
The State roads are managed and controlled by the royal board of
railways. The accommodations and conveniences are good, and the
roadbed and rolling stock are kept in the best condition.
The only railway in the world which enters the Polar Circle is the
State line from Lulea to Gellivara. This line is much used by tourists
on their way to Mount Dundred, from which a fine sight of the mid-
night sun may be had.
WATER COMMUNICATION.
Communication by water plays an important part in this country.
Along the entire coast (1,600 miles) a lively traffic is kept up, as also
on the great lakes, rivers, and numerous canals. The Gota and Dals-
land Canal, in southern Sweden, and the Stromsholm Canal, in central
Sweden, are favorite routes for tourists, and have splendid accommo-
dations.
A Swedish passenger steamer, especially if she hail from Stockholm,
is a model of cleanliness, neatness, good taste, and almost luxury.
The Swedish merchant service at the close of 1891 numbered 2,979
sailing vessels of 377,667 tons and 1,181 steamers of 152,493 tons.
THOS. B. O'NEIL,
Consul.
STOCKHOLM, June 5, 1894.
AFRICA.
MEDITERRANEAN COAST.
MOROCCO.
Morocco contains no through lines of traffic of any kind whatever.
There are no highways in the country, communication between the
various towns, villages, etc., being carried on by means of mules,
camels, and horses.
TANGIER, May 15, 1894.
J. JUDSON BARCLAY,
Consul-General.
ROUTE FROM THE UNITED STATES-INTERIOR COMMUNICATION.¹
The shortest route for shipping goods from the United States to the
coast of Morocco is from New York, via Gibraltar, per Anchor Line,
German Lloyds, and the Italian line of steamboats; the next best is
from the United States via London and Hamburg. Goods meet with
the usual care on board the steamships, and are landed at the ports
of Morocco by lighters, there being no wharves. Suitable warehouses
are provided.
Goods are sent into the interior by camels, mules, and donkeys. A
camel's load consists of 5 hundredweight (560 pounds), in two pack-
ages; a mule's of 3 hundredweight (336 pounds), in two packages, and
a donkey's of 1 hundredweight (168 pounds), in two packages.
Dimensions of packages are immaterial. The usage to which the goods
is subjected en route is not so rough as might be expected under exist-
ing circumstances. There is no rain in summer to damage goods sent
in this season.
OCEAN LINES.2
The shipping return shows a large increase in the tonnage visiting
the ports of Morocco. The total entrances [1891] were 2,658 vessels,
'Extract from report of Consul-General Mathews, printed in Consular Reports,
January, 1894, p. 212.
2 Reprinted from Consular Reports No. 140, May, 1892.
427
428
HIGHWAYS OF COMMERCE.
with a tonnage of 936,865, and clearances, 2,488 vessels, with 921,374
tons, being an increase of 333 vessels and 159,773 tons over the figures
of 1890. This is owing to a number of Spanish vessels which came to
Tangier to perform the quarantine to which vessels from various ports
of Spain were subjected during the greater part of last summer, and to
the continued visits of the German steamers.
France leads the list in point of tonnage. The steamers visiting
these ports are of fair size, and consist of Paquet & Co.'s Line, which
leaves Marseilles twice a month, visiting Tangier and all the ports of
Morocco, and back; the Compagnie Générale Transatlantique, one of
whose steamers leaves Oran (Algeria) every Friday, calling at Nemours,
Malaga, Gibraltar, and Tangier, leaving this port on Tuesday and
returning to Oran after touching for a few hours at the aforesaid ports.
Besides these, four other steamers brought Moorish laborers from Oran,
and one pilgrims from Jeddah.
British shipping consists of the Forwood steamers (Mersey Steam-
ship Company), which leave London twice a month, calling at all the
ports of Morocco, Gibraltar, and return. Pilgrim steamers every year
take pilgrims from Tangier to Jeddah and back, and small steamers
trade between this port and Gibraltar almost every alternate day.
Spain leads in the number of small vessels. The steamers of the
Transatlantic Company sail once a month from Barcelona to Cadiz,
Tangier, and the western ports of Morocco; also steamers every Mon-
day, Wednesday, and Friday from Cadiz to Tangier, returning on the
alternate days. The Thomas Haynes's Sons' steamers ply irregularly
between the European ports of Cadiz, Gibraltar, and Malaga and Tan-
gier and the western ports of Morocco.
German shipping shows a considerable increase. The itinerary of
their lines is as follows: The Atlas Line, of Hamburg, to Lisbon, Tan-
gier, and western ports of Morocco as far as Mogador, and back to
Hamburg the same way; the Sloman Line, plying between Hamburg
and the Mediterranean ports of Barcelona, Genoa, etc., and calling at
Tangier on their way out; the Waermann boats, from Hamburg on the
15th of each month for Tangier, western ports of Morocco, the Canaries,
Senegal, Sierra Leone, Gold Coast, Kongo, and the German possessions,
and returning by approximately the same route to Hamburg.
F. A. MATHEWS,
Consul-General.
TANGIER, November 28, 1891.
NAVIGATION RETURNS-NATIONALITY OF SHIPPING.'
The general return of shipping at Tangier for the year 1893 shows a
total entry of 1,055 vessels, with an aggregate tonnage of 292,355, which
is 120 entries and 36,202 tons in excess of the figures for the preceding
¹ Extracts from annual report of the British Consul at Tangier, September 25, 1894.
HIGHWAYS OF COMMERCE.
429
year. Of this number, 268 vessels were small sailing ships, almost all
of them under the Spanish flag, and the remaining 787 were steamers,
representing an aggregate tonnage of 285,415. Thus, in the year 1893
there were 21 sailing vessels with 627 tous, and 99 steamers with
35,575 tons, more than 1892.
Of the steamers, the largest number, viz, 372, with 142,615 tons, were
Spanish, while 303, with 63,585 tons, were British; 78, with 48,857 tons,
were French, and 27, with 23,803 tons, were German.
British shipping shows a decrease of 18 vessels, with 5,307 tons, since
the preceding year. The decrease is principally observable in the
entries of the smaller steamers engaged in the local traffic between
Gibraltar and Tangier, which show 11 entries less than in 1892, being
credited altogether with 263 entries, representing 21,247 tons. The
Mersey Steamship Company (Forwood Brothers & Co.) trading be-
tween London and the Moorish ports, made 18 entries, with 14,975
tons, or 5 entries less than the preceding year. The other entries were
4 steamers of the Hall Line, calling to embark cattle for Lisbon, 12
Hadj steamers to convey pilgrims to Jeddah, 3 tourists' vessels, and 3
other steamers.
Of the 372 steamers that entered under the Spanish flag during the
year, 300 vessels, with an aggregate of 117,128 tons, were of the Span-
ish Compañia Transatlantica, subsidized by the Spanish Government
to carry the mails, which run three times a week from Cadiz to Gibral-
tar and back, touching at Tangier and Algeciras each way, thus mak-
ing 6 entries a week at this port. The steamers of the firm Sons of
Thomas Haynes, of Cadiz, are credited with 57 entries and 16,897 tons.
They trade between Cadiz, Gibraltar, and the western ports of Morocco.
There were also entries of 11 Spanish steamers calling for oxen for
Lisbon, with 3 other steamers these make up the total of Spanish
shipping.
The decrease noticed in 1892 in French shipping is still greater in the
year 1893, the number of entries having fallen to 78 and the aggregate
tonnage to 48,857. The decrease is most marked in the case of the
steamers of the Compagnie Transatlantique, which are only credited
with 20 entries and 17,489 tons, as against 32 entries in 1892 and 75 in
1891, the cause being that they now only run fortnightly from Algeria
to Tangier, and do not go on to Cadiz.
9
The steamers of the Compagnie Paquet, of Marseilles, trading between
that port and the Canary Islands, touching at Tangier and the western
Moorish ports en route, made 44 entries in 1893, as against 48 in the
preceding year. The remaining entries were chiefly of steamers bring-
ing Moorish laborers back from Algeria, and also 1 Hadj steamer,
a vessel taking cattle to Lisbon.
and
Fewer German steamers entered this port in 1893 than in the preced-
ing year, their number and tonnage being 27 and 23,803, respectively,
whereas in 1892 there were 35 vessels, with an aggregate of 27,329
430
HIGHWAYS OF COMMERCE.
tons. Of the 27 steamers, 13 were of the Woermann Line, of Hamburg,
which call at the Moorish ports en route to the west coast of Africa, 4
of the Sloman Line, which run to Mediterranean ports, and 9 of the
Atlas Line, which also start from Hamburg and call at Antwerp, Lis-
bon, and the Moorish ports.
5 were
Of the 7 Dutch steamers that visited this port during the year,
of the Royal Netherlands Steamship Company, on their way to the
Dutch Indies, and the other 2 were English steamers temporarily sail-
ing under the Dutch flag, which called to embark pilgrims for the holy
places of the Hedjaz.
POSTAL SERVICE.
1
The year 1892 was, for Fez, the most eventful period since the present
Sultan's accession.
In February a British postal agency having biweekly courier service
to Tangier was opened, thus for the first time placing Fez in direct
and regular communication with abroad and with the Moorish ports.
In the end of July a French firm instituted a biweekly postal courier
service to Tangier, Elksar, and Laraiche, in cooperation with the
French post-office in Tangier. In the beginning of 1893 this service
was taken over by the French Government, and at the same time the
Moorish Government established a post of their own, taking letters to
other Moorish towns, but not for abroad, so that, whereas in January,
1892, there was no official mail service, now six couriers per week leave
for Tangier alone under the control of the Moorish, British, or French
Governments.
The Moorish post-office uses no adhesive nor date stamps, but an
inked seal bearing the name of the Sultan and the current Moham-
medan year.
With regard to the general post and telegraph service," it may be
desirable, owing to discrepancies which I have observed in some gen-
erally reliable European sources of information, to repeat the intima-
tion that neither telegraphic communication nor parcels-post facilities
at present extend beyond Tangier, with the exception, as regards the
latter, that parcels may be sent via Hamburg for the German steamers
which come here from that port, and are delivered, not through the
post-office, but from the steamer agency.
¹ Extracts from report of British consul at Tangier, September 9, 1893.
2 Extract from report of British consul at Mogador, March 28, 1893.
HIGHWAYS OF COMMERCE.
431
ALGERIA.
OCEAN LINES.
In a dispatch to the Department dated May 8, 1894, and printed in
Special Consular Reports, "Extension of Markets for American Flour,”
page 488, Consul Grellet, of Algiers, says:
Shipping facilities with the United States are not good, owing to the
lack of direct communication. Except the steamers of the Hamburg
Packet Company and North German Lloyds, which call at Algiers twice
a month from November to May, no regular steamship lines ply between
the American and Algerian ports. Goods to or from the United States
are generally shipped in transit via Marseilles, Havre, Liverpool, Lon-
don, Antwerp, or Hamburg.
RAILWAYS.¹
1
The Algerian railroads are, as a rule, established upon the same
financial basis as those of the metropolis, i. e., the interest on the capi-
tal invested is guaranteed by the Government, as well as the amount
necessary for the working expenses of the respective lines. All advances
made by the Government bear interest at the rate of 4 per cent, to be
accounted for by the companies at the date of refunding. There is but
one exception to this arrangement, viz, the line from Arzew to Kral-
falap, controlled by the Franco-Algérienne Company. No guarantee
has been given by the Government, but in lieu thereof a concession of
100,000 hectares of alfa lands have been granted to the company for a
period of ninety-nine years.
In the year 1879 the general plans for the construction of the rail-
roads of Algeria were drawn up, and these plans having been rigidly
adhered to, the various lines are rapidly approaching completion. The
plans referred to are based upon a double consideration: first, the com-
mercial interests of the country; and second, the defense of the terri-
tory against enemies, either foreign or domestic.
On the 31st of December, 1888, the total length of completed rail-
roads in Algeria had attained to 2,709 kilometers,² and which can be
divided into two great sections:
(1) That section which includes the lines running parallel to the sea-
shore, and extending from the frontier of Morocco to the boundary of
Tunis, connects, by the aid of the various lines of the second section, all
the seaports of Algeria. In the event of any attempt at invasion the
system by which the country is intersected and connected by these lines
would do much to facilitate the rapid transportation of the Algerian
forces from any point in the interior to the coast.
¹ Reprinted from United States Consular Reports for April, 1889, No. 104.
21 kilometer 0.621376 mile.
432
HIGHWAYS OF COMMERCE.
(2) This section includes all the lines running from the seacoast to
the interior, and may be more properly termed "lines of penetration."
In the case of insurrection these lines would be of very great impor-
tance and utility in moving troops with dispatch. From a commercial
point of view, the whole of these lines are of vital importance, and will
assuredly contribute much to the rapid development of the colony.
Prior to the building of these lines the means of transportation were
of the most primitive description, whereas now the facilities afforded
and low rates granted permit of the products of the interior being
carried to the seaboard, where ready markets are always to be found.
The following data will furnish some idea as to the position of the
Algerian railroads at the end of the year 1888:
Dis-
From-
To-
tance.
Kilo-
First section:
meters.
La Senia..
Ain Temouchent
80
Oran
Algiers.
426
Maison Carree.
Constantine
452
Kroubs
Duvivier....
148
-
Duvivier
Sidi el Henessi .
105
Second section:
'Talia..
St.Barbe du Kelat
Ras el Ma..
151
La Moriciere.
34
Arzew
Ain Thizi..
Ain Sefra..
Mascara.
454
12
Dis-
From-
To-
tance.
Kilo-
Mostaganem
Second section—C'd.
Bougie..
Menorville
Philippeville.
El Guerara….
Bone.
Soukaras.
Bone ..
meters.
Thiaret
202
Beni Mansour.
88
Tizi Ouzou
53
Constantine
87
*
Biskra..
Duvivier
Tebessa
Am Mokra.
201
55
128
33
Total...
a 2, 709
a 1,683 miles.
All these lines are under the control of six companies, viz: The Paris-
Lyon-Mediterranee Company, the East Algerian Company, the Bone-
Guelma Company, the Ouest Algerian Company, the Franco-Algerian
Company, and the Moktabel Hadid Company.
(1) The Paris-Lyon-Méditerranée Company (gauge, 1.44 meters) runs
the line from Oran to Algiers (426 kilometers), and from Philippeville
to Constantine (87 kilometers); total, 513 kilometers. This line was
conceded in the year 1863, and interest at the rate of 5 per cent
was guaranteed by the Government on a total capital of $15,440,000,
which amounts to $772,000. The working expenses, also annually guar-
anteed, amount to $974,650. These lines are now self-supporting and
are reimbursing the advances made by the Government.
The line from Algiers to Oran crosses a generally flat country, hilly
only between Bon Medfa and Affreville. It intersects the plains of
Metidja and Chetiff. The first-named plain is one of the richest tracts
of land in Algeria, producing crops of all kinds, including cereals,
oranges, grapes, wines, etc. The plain of Chetiff is also fertile, the
principal production being cereals.
The Philippeville to Constantine line intersects a very uneven and
undulating section of country, and has for a considerable length of
time been the only available outlet from the interior for merchandise
going seaward from the department of Constantine.
(2) The East Algerian Company controls the lines from Maison Carree
to Constantine, 452 kilometers; El Guerara to Biskra, 201 kilometers;
HIGHWAYS OF COMMERCE.
433
Menorville to Tizi-Ouzou, 51 kilometers; Bougie to Beni Mansour, 88
kilometers; total, 792 kilometers.
These four lines were conceded at different dates between the years
1880 and 1884, while those to Biskra, Tizi Ouzou, and Beni Mansour
were only completed during the year 1888. The guaranteed rate of
interest is 5 per cent on a capital of $36,028,906, and amounts to
$1,801,445.30. The amount incurred by working expenses is $1,093,336.
Algiers to Constantine, Menorville to Tizi Ouzou, and Bougie to Beni
Mansour: The country traversed by these lines is very mountainous,
but nevertheless very fertile, the principal productions being cereals,
olives, olive oil, cork, and figs. Vine culture is also rapidly increasing.
El Guerara to Batna: The natural formation of the country through
which this line passes is hilly, and the railway has been specially con-
structed to meet military requirements, and also with the view of con-
necting the splendid oasis of Biskra with the seashore. This oasis is
very suitably situated for cultivating dates, and the area of land fitted
for this purpose is being constantly augmented, principally through the
beneficial effects of boring wells on the artesian system. Even now an
extensive and lucrative commerce in dates is carried on.
(3) The Bone-Guelma Company control the following lines: Bone
to Kroubs (gauge, 1.44 meters), 203 kilometers; Duvivier to Sidi el
Henessi (gauge, 1.44 meters), 105 kilometers; Soukaras to Tebessa
(gauge, 1 meter), 129 kilometers; total, 437 kilometers. These lines
were conceded between the years 1876 and 1885. The branch line from
Soukaras to Tebessa was only completed in 1888.
The rate of interest for the lines is as follows: Bone to Kroubs and
Duvivier to Soukaras, 6 per cent; capital, $10,865,150; interest accru-
ing, $651,909. Soukaras to Sidi el Henessi and Soukaras to Tebessa,
5 per cent; capital, $8,192,850; interest accruing, $409,642.50. The
amount of working expenses, $614,022.75, and which are guaranteed.
All the lines controlled by this company run through a rich but very
uneven country, the productions of which comprise cereals, cork, wine,
alfa, etc. The junction with the Tunisian Railway system is at El
Henessi.
(4) The West Algerian Company controls the following lines: Kelat
to Ras el Ma, 151 kilometers; La Senia to Ain Temouchent, 80 kilo-
meters; Talia to La Moriciere, 34 kilometers; total, 265 kilometers.
These lines were conceded between the years 1874 and 1885.
The rate of interest for these lines: Kelat to Sidi bel Abbes and
Taeia to Tlemcen, 5 per cent; capital, $5,131,190; interest accruing,
$160,716; Sidi bel Abbes to Ras el Ma and La Senia to Aiu Temou-
chent, 4.85 per cent; capital, $5,268,900; interest accruing, $255,541.65.
The working expenses amount to $413,611.85.
These lines run, in some parts, through an exceptionally fertile
country, producing principally cereals and wine, while in other parts it
crosses very extensive alfa lands. For the year 1887 the amount of
alfa produced in this region alone was 60,882 tons.
533A- -28
434
HIGHWAYS OF COMMERCE.
(5) The Franco-Algerian Company (gauge, 1.055 meters) controls the
following lines: Arzew to Kralfalah, 214 kilometers; Kralfalah to Ain
Sefra, 240 kilometers; Ain Thizi to Mascara, 12 kilometers; Mostaga-
nem to Thiaret, 202 kilometers; total, 668 kilometers.
In the case of the line from Arzew to Kralfalah, no Government
guaranty has been given, but in lieu thereof a land grant has been ceded
amounting to 100,000 hectares for a period of ninety-nine years. This
land should provide very favorable returns to the company, in the shape
of alfa, which grows abundantly in this part of the country, including
Mecheria, Saida, Mar, and El Aricha. The production of alfa from
these districts for the year 1887 was 108,500 tons. That portion of the
railway north of Perregaux runs through a tract of country producing,
for the greater part, cereals.
(6) The Mokta to El Hadid line is 33 kilometers in length, and is the
private property of the mining company of the same name.
No guar-
anty of any kind given by the Government, the line having been spe-
cially constructed for the transportation of the iron ore from the mines
to Bone. This line was only opened for passenger traffic on January
1, 1885. The Paris-Lyon-Méditerranée line is, up to the present, the
only self-supporting system, and has commenced refunding the Gov-
ernment advances.
It is estimated that the other lines are not likely to be fully developed,
from a commercial point of view, for at least ten years. During that
period the different companies will be under the necessity of applying
to the Government to make good the differences which may exist
between the amount of their earnings and the amount required to meet
working expenses and payment of interest on invested capital. After
that lapse of time, and judging from the rapid increase of traffic, the
probabilities are that the earnings will enable the companies not only
to cover their working expenses but also begin the redemption of their
debt to the Government.
To complete the Algerian railroad system the lines Oued Rhamour
to Ain Beida and Blidah to Berroughia (gauge, 1 meter and 1.055 meters,
respectively) are now under construction, and the following lines
included in the general plan are being surveyed: (1) From Tlemcen to
the boundary of Morocco; (2) from a point to be determined between
Tlemcen and La Senia to the mining region of Rio Salado; (3) from
Teney to Orleansville; (4) Affreville to Berroughia-Tremble and Bosdj
Bouira.
Table A shows the exact terms of the Government. Table B shows
the earnings for the years 1886 and 1887. It is to be particularly noted
that the fall in the earnings for 1886 and 1887 was entirely due to the
locust plague, which occurred in 1887, and when the statistics of 1888
are published the same fact will in all likelihood be repeated, cause and
effect being due to said plague.
ALGIERS, March 21, 1889.
CHAS. E. GRELLET,
Consul.
HIGHWAYS OF COMMERCE,
435
Maximum
Rate
Minimum
working
Amount of
Amount of
working
capital guar- of guar-
anteed. antee.
expenses
interest
guaranteed
per kilo.
expenses
anteed.
Total.
yearly guar-
yearly guar.
anteed.
meter.
TABLE A.-Algerian railroads.
Name of company and termini.
Length of Date of con-
line.
cession.
Paris-Lyon-Méditerranée :
Algiers to Oran
Philippeville to Constantine.
Est Algérienne:
Algiers to Constantine.
Kilometers.
Per ct.
424. 850 June 11, 1863
87.850
.do
$15, 440, 000
5
LO
a $974, 650. 00
$772,000.00 | $1, 746, 650.00
463. 250
Aug. 2, 1880
20, 267, 123
El Guerara to Batna
80.250
..do
2, 269, 680
Batna to Biskra
121. 250
July 21, 1884
Minerville to Tizi Ouzou
51.352
Aug. 23, 1883
5,595, 056
3, 265, 047
Bougie to Beni Mansour.
88. 610
May 21, 1884
b 4, 632, 000
5
Oulad Ramoun to Ain Beida c
91. 610
Aug. 7, 1885
1, 975, 355
LO LO LO LO LO LO
$1,440. 00
666, 978. 101,
013, 356. 15
1, 680, 334. 25
5
1, 351. 00
965.00
108,080.00
113, 484. 00
221, 564.00
116, 765.00
279, 752.80
396, 517.80
5
1, 440. 00
73,935. 20
163, 252. 35
237, 187.55
1, 440. 00
965.00
127, 578. 80
87,815.00
231, 600.00
98,767.75
Bone to Guelma:
Bone to Guelma
Mar. 8, 1876
88.042
Mar. 26, 1877
2, 316, 000
6
1, 351.00
Guelma to Kroubs.
Mar. 8, 1876
114. 712-
Duvivier to Soukabras.
51.9113
Soukahras to Sidi el Henessi
52. 773
Soukahras to Tebessa
Quest Algérienne:
Mar. 26, 1877
Mar. 8, 1876
Mar. 26, 1877
Apr. 20, 1882
129.773 July 28, 1885
4, 466, 130
6
1, 486.00
118, 944. 75
185, 133. 70
4, 083, 020
6
4,825, 000
g 3, 367, 850
5
LO LO
5
1, 486.00
1, 486. 00
965.00
90,547.55
94, 911. 75
124, 485.00
138, 960.00
₫ 267, 967.80
e 244, 981. 20
359, 178. 80
186, 582.75
257, 904. 75
453, 101.50
335, 528.75
ƒ 24.1, 250.00
168, 392.50
336, 161.75
292, 877.50
Kelat to Sidi del Abbes
51.572
100.012
80.492 | Aug. 5, 1882
Nov. 30, 1874
64. 492 July 16, 1885
84. 492
137. 603
102. 193
12. 193
202. 193
Sidi bel Abbes to Ras el Ma
Oran (La Senia) to Ain Temouchent..
Tabia to Tlemcen k
-
Blida to Berroughia c.
Franco-Algérienne:
Kralfalah to Mecheria.
Mecheria to Ain Sefra.
Thizi to Mascara
Mostaganem to Tiaret.
Total
a Annual average for fifteen years, 1872 to 1886, inclusive. bIncluding $150,455 for complementary accommodations. cLines in course of construction. d, e,fIncluding
$14,660, $13,402.58, and $16.485.94, respectively, for redemption of bonds. Including $386,000 for complementary accommodations. h, i, j, Including, respectively, $289,500,
$289,500, $289,500, and $115,800 for complementary accommodations; according to the terms of the contracts the $984,300 thus obtained can be spent on the whole without
limitation for any special line. In course of construction; open to La Moriciere, distance 34 kilometers. Including $386,000 for complementary accommodations. n Sum
necessary to put the line in working order, building expenses between Modjbals and Mecheria having been paid by the Government. o, p, q Including, respectively, $57,900,
$19,300, and $193,000 for complementary accommodations.
Aug. 22, 1881
.do
h 2, 090, 190
5
1, 440. 00
i 3, 281, 000
4.85
1, 440.00
74, 252. 35
144, 150. 80
104, 509.50
178, 761. 85
159, 128.50
303, 279.30
j 1, 987, 900
.4.85
1, 351.00
108, 744. 70
96, 413. 15
205, 157.85
13, 281, 000
5
1, 351. 00
86, 464. 00
164, 050. 00
250, 514. 00
July 31, 1886
m 5, 211, 000
4. 85
1,254.00
105, 378. 00
252, 733. 50
358, 111.50
July 28, 1885
n 521, 100
5
July 31, 1880
o 1, 568, 125
4.85
1,254.00
965.00
July 3, 1884
Apr. 15, 1885
p 308, 800
5
q 4, 149, 500
94, 900, 876
5
1, 254. 00
1, 254.00
172, 623.00
98, 616. 25
15, 054. 00
253, 409. 00
4,828, 517.70 4, 835, 622. 51
26, 055.00
16,054. 06
198, 678.00
174, 670. 31
15, 440. 00
207, 475.00
30, 494.00
460, 884.00
8, 664, 140. 21
436
HIGHWAYS OF COMMERCE.
Name of company and termini.
TABLE B.-Algerian railroads.-Receipts, 1886-1887.
lines working De-
cember 31, 1887.
Total length of the
Average
the lines working
during whole year.
length of
Receipts,
1887.
Total length of the
lines working De-
cember 31, 1886.
Average
length of
the lines working
during whole year.
Difference between
1887 and 1886.
Receipts,
1886.
Total.
Increase. Decrease. 1887.
1886.
•
Per kilometer.
Difference between 1887 and 1886.
Total.
Per hundred.
In- De- In- De-
crease. crease. crease. | crease.
Paris-Lyon-Méditerranée:
Algiers to Oran…….
Philippeville to Constantine.
Total
Est Algérienne:
Algiers to Maison Carree..
Maison Carree to Constantine
Minerville to Haussonvillers
El Guerara to Batna.
Batna to El Kantara
Total
Bone-Guelma:
Kilos.
Kilos.
Kilos.
Kilos.
$26
426
$1, 315, 045
426:
426 | $1, 268, 587
$46, 458
$3,087 | $2,980
87
513
87
433, 681
$109
$0.71
87 !
87
675, 621
$241, 940
4, 985
7,766
$2,781
$6.91
513
1, 784, 726
513
513
1, 944, 208
195, 482
3, 409
3,790
381
1.94
ជម្ងឺឆ
11
32, 267
11
11
26, 525
5, 742
2, 933
2, 411
522
452
4.18
452
589, 337
452
382
598, 745
9, 408
1,304
1, 567
263
27
26
27, 366
3.23
15
6
7,830
19, 536
1, 052
1, 305
253
80
80
87,842
80
3.74
80
116, 919
29, 077
1, 098
1, 461
363
60
40, 866
4.80
33
14
8, 723
32, 143
681
623
58
1.80
635
629
777, 678
591
493
758,742
18, 936
1,236
1,539
299
3.80
Bone to Guelma.
88
88
187, 314
88
88
196, 191
Guelma to Kroubs
8, 877
2, 129
2,230
101
115
115
94, 437
.88
115
115
102, 424
Duvivier to Sidi el Henessi
7,987
815
880
65
105
105
145, 405
1.51
105
105
112, 006
33, 399
1, 385
1, 066
319
5.75
Total
308
308
427, 156
308
308
410, 621
16,535
1, 386
1, 333
53
.74
Ouest Algérien :
St. Barbe du Kelat to Sidi del Abbes
51
51
202, 188
51
51
191, 485
Sidi bel Abbes to Ras el Ma..
10, 703
3, 964
3,755
209
100
100
131, 392
1.08
100
100
130, 696
696
Oran to Ain Temouchent.
1, 318
1,307
11
75
75
91, 165
.11
75
75
84, 482
6, 683
Tabia to Ain Tellout
1, 216
1, 126
90
23
9
3, 122
1.52
3, 122
347
347
Total
Franco-Algérienne:
249
235
427, 867
226
226
406, 663
21, 204
1, 821
1,799
22
.20
Arzew to Kralfalah.
Kralfalah to Mecheria.
Mecheria to Ain Sefra.
Ain Thizy to Mascara
Total
214
214
364, 522
214
214
290, 373
74, 149
1, 703
1, 357
346
138
138
83, 393
138
138
52, 216
31, 177
604
378
226
102
34
4.93
7.65
8,487
8, 487
250
250
12
12
10, 693
12
1
1,258
9, 435
891
1, 258
367
5. 62
466
398
467, 095
364
353
343, 857
123, 248
1, 174
974
200
3.96
Mokta el Hadi Co.: Bone to Ain Mokra
33
33
12, 717
33
Total
Decrease
2, 188
2,100
3, 861, 239
2,019
33
1,910
12, 016
3,876, 0)97
701
385
364
21
1. 13
282, 431
297, 289
14, 858
1, 839
2, 029
190
1.80
HIGHWAYS OF COMMERCE.
437
"
THE PORT OF ALGIERS.'
As Algiers has become such an important coaling station for British •
vessels, an official description of the port may not be out of place.
This has been published by the Chamber of Commerce in a lithographed
volume, which, however, is not accessible to the general public. I
subjoin an epitome of it.
This port, which consists of a single great sheet of water and a small
basin, called the Darse, has a quadruple character:
(1) It is a military harbor. The Darse is entirely reserved for the
marine and has several buoys in the south portion with a "stationaire”
always present there. This portion of the harbor is not considered
officially as a military port, but the minister of marine has issued
orders for it being always kept for the use of the navy.
(2) It is a fishing port. There are 412 fishing boats, 3 of which are
steamers, and 1,358 men are engaged in this industry.
(3) It is a harbor of refuge.
(4) It is a mercantile port, and takes eighth place among the harbors
of France.
It ought, in the opinion of the Chamber of Commerce, to have a
double future:
(1) As a port of repairs, if not of construction, as it contains two
docks which are not yet sufficiently used.
(2) As a port of supply for English vessels going toward the East;
in this respect it has wonderfully increased in importance of late.
The three first characters require a great surface of water; the fourth
a great extent of quay. The surface contains 89 hectares (222 acres),
à superficies sufficient for its requirements, but the length of its quays
is by no means equal to the demands of commerce. There are only
1,280 meters of quay available for a tonnage of 746,993 or 583 tons of
merchandise for every meter of quay.
The commerce of the port of Algiers contains two items which
greatly encumber the quays; the exportation of wine, which necessi-
tates the return of empty casks, and the large stocks of coal which
have to be kept up by the various firms engaged in supplying the
vessels taking in coal here.
The following works are necessary to make the harbor as safe and
commodious as it ought to be:
(1) The actual entrance should be narrowed and another one made
in the south part of the mole. This work is estimated to cost 800,000
francs (£32,000), and is actually in progress.
(2) The crowning part of the northern jetty should be replaced by
better work. This also is in progress, and will cost 340,000 francs
(£13,000).
¹ Extracts from the annual report of the British consul-general at Algiers, March
20, 1894.
438
HIGHWAYS OF COMMERCE.
(3) The retaining walls of the admiralty "ilot" require to be renewed.
A credit for executing this has not yet been granted.
(4) The northern jetty should be widened.
(5) The same jetty should be lengthened.
These two propositions have been approved by a nautical commission.
But even these improvements are not sufficient for the requirements of
the marine. The engineers are at present considering-
(6) A project for creating an inner harbor in the bay to the east.
This is being taken into consideration by the competent authorities.
In the meantime, the chamber of commerce has solicited permission
to erect sheds on the south terreplein of the fort, independent of any-
thing that the Government may decide on doing, and it has purchased
two new cranes for erection there. The railway company (Paris-Lyons-
Méditerranée) has applied for permission to construct lines on the
new quay for improving transportation around the harbor.
Lastly, the lighting of the port has been improved by placing two
luminous buoys at the entrance.
Formerly, vessels going to and returning from the East used to stop at
Gibraltar and Malta to coal. Now Algiers has been found a much more
convenient stopping place, as it divides the distance better between
Port Said and the United Kingdom, and it is free from the unusually
strict quarantine regulations which frequently are enforced at our own
Mediterranean ports. Two mercantile houses at Algiers, Burke & Del-
acroix and M. Prosper Durand, representing Strick & Co., of Cardiff,
made great efforts to induce vessels to call here, and their success caused
other firms to open branches at Algiers to participate in the business,
the most important of which is Worms, Josse & Co.
TUNIS.¹
The general shipping is mainly in French and Italian hands, the ton-
nage of the former amounting during 1893 to 1,026,685, and of the lat-
ter to 610,139. The chief points of call are Goletta, Tunis, Sfax, and
Susa, which, together, monopolize more than half the tonnage.
Regular steamship communication with the ports of the Regency is
kept up by the French Compagnie Générale Transatlantique, whose
steamers ply between Marseilles and Tunis three times a week. They
also make two weekly tours of the southern ports, the first starting
via Malta and Tripoli, and the other in the reverse direction. These
ships are subsidized by the French Government and have good passen-
ger accommodation.
The other French companies engaged in the Tunisian trade are La
Société Générale des Transports Maritimes, Compagnie de Navigation
Extracts from the annual report of the British consul-general at Tunis, June
15, 1894.
HIGHWAYS OF COMMERCE.
439
Mixte, Compagnie des Bateaux à Hélice du Nord, and the Compagnie
de Navigation Havraise Péninsulaire.
The ships of the Italian line (Florio-Rubattino) leave Genoa weekly,
via Leghorn and Cagliari, for Tunis, the coast of Tripoli, and Malta;
and for Palermo, via Marsala, Trapani, and Pantellaria, returning by
the same routes.
The Danish steamers belonging to Det Forenede Dampskibs Selskab
after calling at Antwerp, touch at Tunis monthly and proceed to the
Piraeus.
The Austro-Hungarian Adria Line of steamers ply bimonthly between
Trieste and Tunis, visiting Messina and Malta.
A Belgian steamship company has also lately started a regular
monthly service between Antwerp and Tunis.
Gollcher & Sons, of Malta, have established regular steamship com-
munication between that island, Trieste, and Tunis.
Knotts's Prince Line of steamers, referred to in my last report as hav
ing opened regular steamship communication between Great Britain
and Tunis, will probably send boats this year from Manchester to Tunis
every fourteen days, calling occasionally at Algiers. This arrangement
will not interfere with their services to Hamburg, Antwerp, and Tunis,
and to Antwerp, London, and Tunis.
The ships that entered the new Tunis Basin since the opening of the
canal on June 1, 1893,' numbered 323 steamships and 225 sailing ves-
sels, of 237,109 aggregate tonnage, with 70,842 tons of merchandise;
the departures were 317 steamships and 223 sailing vessels, of 231,939
aggregate tonnage, with 31,632 tons of merchandise.
The Italian Steamship Company (Florio-Rubattino), which continued
to load and discharge at Goletta, have now decided to take advantage
of the new port, and made their first entry on April 23 of this year.
The completion of the works of the port has been confided by the
Tunisian Government to Messrs. Alexis Duparchy and Simon Préault,
a French firm, who have also undertaken to construct new ports at
Susa and Sfax.
The British consul-general at Tunis, in a report dated August 29, 1893, says:
"Tunis, hitherto known as an inland town, situated on a shallow lake, navigable
only by small craft, has now become a seaport by the construction of a canal through
the lake, placing it in communication with the Gulf of Tunis. The undertaking
was started in 1855 by La Société des Batignolles, and was sufficiently completed
this year to open the port to navigation. The formal inauguration took place on
May 28, in the presence of the Bey, the French resident, the foreign representatives,
and all the civil and military authorities of the place. Ships belonging to the French
and Austrian lines have since then entered the Tunis Basin regularly, but the Italian
Rubattino Line of steamers and many other vessels continue to load and discharge at
Goletta.
“A submarine telegraph cable was laid in the commencement of this year between
Marseilles and Tunis, and opened to the public on February 19. The cable passes
close to Bizerta, but has not yet been landed at that port."
:)
440
HIGHWAYS OF COMMERCE.
According to the terms of the concession, the Tunisian Government
has made over to the concessionaires the three ports, with all their
movable and immovable appurtenances.
The capital of the company will be £120,000, which may be increased
by order of the Government to an additional equivalent sum. The
caution money is fixed at £40,000, to be deposited in the Tunis treasury
as security for the completion of the works.
On the other hand, the Government guarantees an annual revenue
from the ports of £16,200, to be paid from the completion of the works
at each port in the following proportion:
Tunis
Sfax...
Susa
Total……….
Port.
Value.
む ​S.
5,443 4
7,646 8
3,110 8
16, 200 0
The right of sale of a portion or the whole of the land is reserved by
the Government, the concessionaires obtaining one-third and the
Government two-thirds of the proceeds.
THE PORT OF BIZERTA.¹
Bizerta is a port of Phoenician origin, and was formerly called Hippo
Zaritus, distinguishing it from Hippo Regius, a port existing at the
time in proximity to the site of the present Bone in Algeria. The place
fell into the hands of the Arab conquerors of north Africa in 662, and
on the expulsion of the Moors from Spain in 1492, many emigrants set-
tled in the town, and founded a quarter which still bears the name of
Andalous. When Charles V of Spain invaded Tunis, in 1535, Bizerta
was occupied and strongly fortified, and it was subsequently bombarded,
in the eighteenth century, on several occasions by the Venetian fleets.
From that period up to the French occupation in 1881, the port remained
in comparative obscurity.
The first improvements were undertaken on a small scale by the
Government of the Protectorate in 1886. At that time, the lake was
connected with the sea by the ancient channel, which passed through
the town, dividing it into three sections and giving it a quaint and
picturesque appearance. The anchorage in the harbor was unsafe,
owing to its exposure to the north and northeast. There was only
about 3 feet depth of water in the canal, the entrance was choked with
sand, and the quays were in a ruinous state.
It was not until 1888 that the project of opening up the Great Lake
by a shipping canal and of erecting a new port at the entrance was
entertained by the Government. The undertaking was confided to
1 ¹ Extracts from report of British consul-general at Tunis, August 25, 1894.
HIGHWAYS OF COMMERCE.
441
Hersent & Couvreux, in 1889, who obtained a beylical concession in the
following year and formed the Bizerta Port Company, under their per-
sonal direction.
The construction of a railroad to connect the port with the city of
Tunis by a branch from Djedeida, cn the Medjerdah main line, was
commenced in 1893 by the Bone-Guelma Railway Company, and is now
far advanced toward completion.
Unlike other ports of the Regency, Bizerta is situated in a moun-
tainous district, well adapted to European colonization, both in point of
climate and agriculture.
The Arab town lies on the northern slopes, above.the old canal and
port; below it, on the land acquired by the port company through the
filling up of a large portion of the old channel and of the shallow
waters of the borders of the lake where the fisheries formerly existed,
an European quarter is in course of development on a predevised plan
of the company.
The entrance to the new canal is about three-fourths of a mile to
the southeast of the old channel, and the outer harbor will be pro-
tected from all weathers, as well as from an accumulation of sand, by
the construction of two solid stone breakwaters, called the northern
and eastern jetties. The former has now attained its full length of
1,090 yards, and the latter, already well advanced, will be about the
same length when completed, affording a passage from the sea about
416 yards wide. The area thus inclosed by the two breakwaters will
measure 1,000 square yards, with a good anchorage for ships of large
draft.
The cutting of the canal, about 1 mile in length, traverses a low and
sandy tract of land in a straight line with the entrance from the sea
and a headland in the lake called Sebra, where a light-house will be
erected, which will considerably simplify the navigation of the canal
at night.
The quays now being constructed are situated at the lake end of
the canal, close to the railway terminus, and at a short distance beyond
them, on the same side, is the spacious bay of Sebra, with from 3 to 43
fathoms of water, affording excellent anchorage for shipping.
The approach to the lake from the canal is about 5 miles in length and
varies from one-half to 1 mile in width, resembling in many respects
a Scandinavian fiord. The whole lake measures about 36 miles in
circumference, covering a surface of about 12 square miles, and has
from 6 to 7 fathoms depth of water, extending without interruption
from the port throughout a considerable portion of the lake, up to its
southern shores, where it is connected by the River Tinja with
Lake Ishkel. The river is about 3 miles long, and navigable only by
vessels of light draft. During the greater part of the year the level
of Lake Ishkel is above sea level at Bizerta, but the evaporation that
takes place in the dry season causes a fall in its waters and conse-
442
HIGHWAYS OF COMMERCE.
quently a change in the flow of the river. On the southeast side of
the lake, rising abruptly from its marshes, is the hill of Djebel Ishkel,
with an altitude of about 1,500 feet, thickly wooded on the lower slopes
but bare and rocky near the summit.
The railroad, after leaving Djedeida, passes through a fertile district
to the town of Mateur. From thence it skirts the hill of Djebel Ishkel,
and after crossing the River Tinja follows the western shores of Lake
Bizerta up to the new port.
Bizerta, with its railroad and fine harbor, will undoubtedly attract
in due course of time a certain portion of the trade of northern Tunis,
and its exceptional position in the Mediterranean will probably enable
the Bizerta Port Company to realize their project of establishing a
convenient coaling station for the numberless vessels that annually
pass in proximity to the port, on the highway between the Straits of
Gibraltar and the East.
OTHER RAILROAD ENTERPRISES.-The convention between the
Tunisian Government and the Bone-Guelma Railway Company for the
construction of the several lines connecting Tunis with the principal
southern seaports and Kairwan is still awaiting ratification by the
French Parliament. This has been the chief cause of the long delay
in the realization of these promising schemes for the development of
the rich resources of the country.
TRIPOLI.2
Nothing remarkable has taken place in shipping at this port during
1894. The total number and tonnage and class of vessels which visited
the place have been much the same as in former years, and the countries
whence they arrived and to which they departed have not differed;
only the relative positions of two nationalities have changed. Whereas
French shipping hitherto headed the list as having the largest tonnage,
it is Italian shipping which now occupies the foremost place, and this
position which the latter has acquired is not likely again to be reversed
for some years to come. This change, however, does not necessarily
imply that the carrying trade is greater under the Italian flag. It is due
simply to the fact that nearly all the French vessels which are in the
habit of calling here have lately been remeasured, whereby a consider-
able reduction was made in their tonnage. As far as cargo is concerned,
not much is conveyed in either French or Italian vessels, which, being
nearly all subsidized mail steamers, sailing under restrictions which do
not permit of their making long stays at this port, have no special
object in securing it.
'Extract from British consular report of June 15, 1894, previously quoted.
* Extracts from annual report of British consul-general at Tripoli, March 26, 1895.
HIGHWAYS OF COMMERCE.
443
The British steamers of the Prince Line, which first touched these
shores in 1893, continued to pass by this port on their way to the Levant,
but it is uncertain whether they will be able to secure sufficient freight
to induce them to follow the same route in the future. Malta is so close
at hand and in such frequent communication with London and Liver-
pool, that merchants find it more convenient and expeditious to have
their goods sent through that island, although they have to be trans-
shipped, than by steamers coming here direct.
Nothing of importance has been undertaken under the head of pub-
lic works except, perhaps, the construction of a low embankment or
quay along the east beach outside the city walls. It is of no use to
shipping, as even boats can not get alongside; but when completed,
will, if strong enough, protect the shore from the encroachments of
the sea, and serve as a sort of promenade for pedestrians.
CARAVAN TRADE.
The year was disastrous for the caravan trade and all interested
therein. In former years troubles in the interior were not uncommon,
but they were more or less of a local character, and rarely assumed
serious proportions or obstructed the routes for any lengthened period.
Information relative to caravans was always obtainable, but this time,
owing to the gravity of affairs in Bornu and the extent to which dis-
turbances spread, none was forthcoming for ten months, and at present
nothing positive is known. Since September, 1893, when the first news
of Rabah's occupation of Baghirmi, situated to the south of Bornu,
was received, trade fell off; but as people could not forsee the course
events would take, they continued to dispatch caravans to those regions,
though with less goods than formerly. Rabah, however, did not stop
at Baghirmi, but invaded and overran Bornu, the routes to which
country were in consequence closed. Tripoli traders who happened to
be there at the time with all their stock in trade, having sided with
the Sultan of Bornu against Rabah, were, on the defeat of the former,
either killed or deprived of their property, the few who escaped finding
their way to Wadai, whence they are expected to return here via Ben-
ghazi. The greatest portion of the trade of Tripoli with the interior
being with Bornu, these events caused much consternation among
merchants, who at once abandoned all intentions of equipping more
expeditions to that country and suspended others to Wadai. The Gha-
damses also, who are the oldest and most enterprising in this trade,
were discouraged, and did not transact one-tenth the amount of their
usual business. Caravans which left Bornu, the Soudan, and Wadai
before the troubles broke out arrived here safely, but no others have
since followed.
The following extracts from the report of the British consul general
at Tripoli, March 24, 1892, give some additional particulars as to the
caravan trade.
444
HIGHWAYS OF COMMERCE.
"The trade routes have remained comparatively undisturbed, only
occasional rumors of difficulties having reached Tripoli, but nothing
calculated to prevent the free circulation of caravans. From Tripoli
to Fezzan the road is at all times practicable, as the Turkish authori-
ties maintain a certain amount of control over the Arabs; but wells are
not so frequent, as from Fezzan to the Soudan, the longest march
without wells being about five days. The progress of a caravan after
leaving Tripoli does not exceed 12 miles per day, the journey from Trip-
oli to Ghat taking generally seven to eight weeks, and from Ghat to the
Soudan ten to twelve weeks. During the desert part of the journey
the food carried is mostly paste made of pounded dates; but as sup-
plies of food are obtainable at short distances no great quantity either
of food or water is carried.
"The caravan trade is carried on by two classes of merchants, the
most important being Ghadamsi, an intelligent and business-like tribe
of Arabs, and the wealthiest of the native Tripoli merchants. Their
operations are confined principally to Ghat and the Soudan. The
Arabs are the least important traders. They handle principally goods
intrusted to them by Jewish and European merchants of Tripoli, and
have their principal trade with Bornu.
"Under normal conditions caravans arrive at and leave Tripoli in
small numbers, varying from 40 to 100 camels, between April and
October, and during the same months from Ghat and Mourzouk to and
from the interior, but in times of tribal disturbances only one or two
departures take place, of 500 to 700 camels, at the beginning and end of
summer. As a rule, they are fairly well provided with Winchester
repeating rifles, and it is an exceedingly rare occurrence that even a
small caravan is attacked and pillaged, and never a large one; but, on
the other hand, the risk of crossing any belt of country considered
dangerous is not often undertaken, the Arabs preferring to wait even
months until the road is safe.
"Ghat is an important intermediate center between Tripoli and the
Soudan, where a great amount of interchange of goods takes place,
and it is the real point of arrival and departure for the Soudan.
Camels are, in most cases, exchanged there, the whole journey rarely
being completed with the same set, unless in times of scarcity, when
they are allowed to rest one or two months before resuming the
journey.
“On leaving Ghat, the road lies across a stretch of country sparsely
populated by Arab tribes, mostly Toaregs. Here guides are taken by
caravans, and a toll is exacted by the various chiefs for permission to
pass unmolested through their territories, and for affording protection
to the boundaries of the neighboring tribe. This process is repeated.
many times before arriving at Kano, one of the main resting places
for the caravans. It is a town with a numerous black population,
ruled by a native chief, who, in consideration of certain presents and
HIGHWAYS OF COMMERCE.
445
tolls, affords shelter and protection. Here, on arrival, quarters are
taken up by the Arabs and goods opened for sale and native products ·
bought. The length of stay, varying from six to twelve months,
depends upon the scarcity or otherwise of native products. A rude
currency, consisting of strings of small shells, of different values, is
much used, also a few Maria Theresa dollars, but bartering is most
frequent. From this point some few Arabs make their way to Sokoto
and Timbuctoo, but the trade they do is not important."
EGYPT.
The special features of transportation as regards Egypt are the great
River Nile, the Suez Canal, and the caravan system. The Nile, flowing
from equatorial regions and emptying into the Mediterranean, with an
estimated course of over 4,000 miles, is navigable for small vessels for
the greater part of its length, and is, of course, an important feature in
the internal communications of Egypt and the great equatorial regions.
In a report to the Department, dated June 11, 1890, printed in Special
Consular Reports, "Canals and Irrigation," pages 255 to 278, inclusive,
Consul-General Schuyler, of Cairo, gives an interesting description of
the Nile, with more particular reference to the system of irrigation
employed to fertilize its basin. Egypt, or, more strictly, the cultivable
land in Egypt, he says, is composed of two parts, the Nile Valley and
the Delta. The long narrow valley of the Nile, extending in a general
direction north and south for 559 miles from Assouan to a few miles
north of Cairo, is scarcely wider in any place than 15 miles, and once
or twice draws close to the river, but has an average breadth of 7½ to
82 miles. This is called Upper Egypt, and contains about 2,400,000
acres of cultivable land.
Among the Libyan Mountains, about 56 miles south of Cairo, is an
opening, and beyond this a depression, in circular form, about 25 miles
in diameter, called the Fayoum. It is watered by a canal brought from
the Nile. In one part of it, in old times, existed what was known as
Lake Moeris. The cultivated land in the Fayoum amounts to 220,000
acres, besides which there are 60,000 acres more that could be reclaimed.
This oasis forms a part of Upper Egypt.
Just north of Cairo the river divides. Formerly, there were seven
main branches, but now there are only two, although the older ones
are to some extent represented by canals. A triangle of cultivable
land is thus formed, about 100 miles long by 874 miles at the base on
the seashore. This is called the Delta, or Lower Egypt, and contains
a cultivable area of 4,000,000 acres, 274,000 of which are at present
cultivated and pay taxes.
The bed of the Nile is a trench cut into the strata of mud which it
has brought down for so many years. Sometimes, for a long distance,
446
HIGHWAYS OF COMMERCE.
it is quite straight; at others it is tortuous, and it frequently changes
its course.
The width of the river is variable. At low water it runs
between sharply cut banks and shoals of sand and mud, and is often
divided into various channels. After midwater the river is about even
with its banks, varying in width from one-third of a mile to 1 miles,
and is even separated into branches by islands, sometimes several miles
long. It is narrowest opposite Cairo, where the width is reduced to
about 787 feet. At high water, especially during a great rise, it would
cover the entire valley were the land not protected by dikes running
the whole length of the banks of the river. The branches of the Nile,
which include the Delta, have very much the same irregularities as tlie
main stream. During the ten years from 1872 to 1881, the level of the
lowest water varied between 276 feet 5 inches, and 285 feet 3 inches
above the Mediterranean, giving an extreme variation at lowest water
of 8 feet 10 inches. During the same time the highest flood levels
varied between 300 feet 1 inch and 309 feet inch, showing an extreme
difference of 9 feet 2 inch.
THE SUEZ CANAL.
This great ship canal, connecting the Mediterranean with the Red
Sea, extends from Port Said on the former to Suez on the latter, a dis-
tance of 87 miles. Of this, 66 miles are actual canal and 21 miles
lakes. The canal is without locks. It was opened for navigation
November 17, 1869, a little over ten years from the commencement of
construction by a company organized by the French engineer Ferdinand
de Lesseps. The total cost of construction was nearly £16,000,000.
Originally, for about four-fifths of its length it was 327 feet wide at the
surface of the water, 72 at the bottom and 26 deep. For the remainder
it was 196 feet wide at the surface of the water, the width at the bot-
tom and the depth being the same. But in recent years it has been
widened and deepened in order to meet the requirements of the
immense traffic passing through it. A canal was also built to bring
fresh water from the Nile at a point near Cairo. This canal reaches the
salt water canal at Ismailia and then runs almost parallel to the ship
canal to Suez. It is about 40 feet wide and 9 feet deep, and is used for
navigation as well as for irrigation. In 1875 the British Government
bought the interest of the Viceroy of Egypt in the canal.
The building of the canal shortened the distance between London
and Bombay by the old route around the Cape of Good Hope from
11,220 miles to 6,332 miles. It may be said that the trade of the world
passes through the canal, and the shipping using it is steadily increas-
ing. On March 1, 1887, navigation at night was begun by means of
the electric light, shortening the time of passage about one-half, or to
about sixteen to twenty hours.
HIGHWAYS OF COMMERCE.
447
A report from Consul-General Penfield, at Cairo, February 9, 1895,
published in Consular Reports for April, 1895, page 589, says:
During the year 1894, the number of vessels passing through the Suez Canal was
3,352, being 10 in excess of the preceding year, and the receipts from tolls amounted
almost to $15,000,000. The number of ships using the canal in 1874-twenty years
ago-was only 1,264. These figures, compared with those of the present day, show
how completely the canal has revolutionized the channel of traffic between the Far
East and Europe. The largest business year the canal has ever had was 1891, when
4,206 steamers passed through. The application of the electric light to marine pur-
poses is now so general that nearly 95 per cent of the vessels using the canal last
year were enabled to steam at night. Not one mercantile ship flying the United
States flag entered the canal last year, although many cargoes destined for America
passed through in British ships. The detailed record of the traffic in 1894 is appended:
a 5
78
3. 001. 71
American
Austrian
2, 3946, 009, 902.98
Traffic re-
ceipts.
$157,534
107, 492
Steam-
Nationality.
Net tonnage.
ers.
Traffic re-
ceipts.
Nationality.
Steam-
ers.
Net tonnage.
$4,826
Spanish.
28
82, 269.52
178, 998. 64
340, 200
Turkish
33
39, 395. 56
British
6, 009, 902.98 |
10, 948, 074
Japanese
6
12, 103.56
Dutch
188
352, 451.28
French
184
463, 430.93
653, 400
891.380
Portuguese
2
672.29
1, 217
Egyptian
1
810. 28
1, 468
German
294
624, 555. 18
1, 139, 985
Guatemalan
1
145. 02
263
Italian.
63
119, 084.93
200, 861
Norwegian
40
65, 862. 71
117, 833
Total...
3, 352 8,039, 105, 97
14, 770, 081
Russian
35
77, 421. 38
162, 938
22, 790
a War ships and yachts.
The report of the British consul at Port Said, July 13, 1894, says the
percentage of ships using the electric light to pass through the canal
has been, in 1890, 83 per cent; 1891, 88 per cent; 1892, 90 per cent;
1893, 92 per cent. The average time occupied in passing through the
canal was, in 1893, with the electric light, nineteen hours fifty-two min-
utes; without the light, thirty-one hours, twenty-four minutes. The
time occupied in transit is slowly but steadily decreasing. Out of the
3,341 ships which passed through the canal in 1893, 2,300 had a draft
of under 23 feet 4 inches; 985 drew between 23 feet 4 inches and 26
feet; 56 had the maximum draft of 26 feet.
HIGHWAYS-
In a report from Acting Consul-General Grant, of Cairo, April 9, 1891,
published in Special Consular Reports, "Streets and Highways," page
538, the following information is given as to the roads of Egypt:
In the several towns of Egypt, except Cairo and Alexandria, there are very few
metaled roads. The others are merely beaten earth kept wet and smooth, and con-
sidering the climate and the smallness of the traffic, they answer sufficiently well.
Until two years ago, it may be said there were no country roads at all, and it would
have been impossible to convey agricultural products on a wheeled cart from one
center of population to another. A beginning has been made, first in Dakahlieh and
in Sharkieh, and then throughout the other provinces, of constructing simple unmet-
aled roads, 5 meters wide, with bridges over canals, leading generally to railway
stations and sometimes to points on the river. Their construction is being defrayed
by a local tax not exceeding 20 or 25 cents per acre for one year only. They are
to be maintained at Government expense. It is too soon to pronounce on the value
of these roads, but they are very popular among the people.
448
HIGHWAYS OF COMMERCE.
RAILWAYS.
The Statesman's Year Book for 1895 gives the total length of the
railway system of Egypt as being 1,255 miles, with 30 miles under
construction. The telegraphs belonging to the Egyptian Government,
according to the same authority, were, at the end of 1892, of a total
length of 1,922 miles, the length of the wire being 6,763 miles. The
Government has also established telephone communication between
Cairo and Alexandria, and has given concessions to a telephone com-
pany for urban telephone lines. The Eastern Telegraph Company also
by concessions has telegraph lines across Egypt from Alexandria, via
Cairo, to Suez, and from Port Said to Suez, connecting their cables
with England and India.
United States Consul-General Cardwell, of Cairo, in a dispatch of
January 10, 1887, published in Consular Reports, September, 1887,
page 727, says the first railway built in Egypt was that between Alex-
andria and Cairo in 1845. Its purpose, besides connecting the two
great cities of Egypt, was to form part of the railway line between
Alexandria and Suez, now partially disused, because of the opening of
the great interoceanic canal across the Isthmus of Suez. The railway
system has now been considerably extended, so that it embraces con-
nections between all important points in the Delta, as well as between
Cairo and the Fayoum and Assioot. There are no viaducts, tunnels,
etc., and only two very expensive bridges, which span the two branches
of the Nile, on the Alexandria-Cairo line.
The mode of construction is by raised earthen roadbeds only a few
feet high, upon which are laid cast-iron chairs resembling huge over-
turned saucers, separated by transverse round bars firmly fastened to
the chairs. Two chairs thus connected form the parallel ties and the
rests for the rails, and the iron way thus formed is as solid and sub-
stantial as though laid on live oak ties firmly ballasted in rock.
In a subsequent report, of June 16, 1888, published in Consular
Reports, July, 1888, page 60, Mr. Cardwell says the railways and tele-
graphs of Egypt were built by the Government. They belong to the
Government and are operated by it under the direction of three com-
missioners. Besides the railways and telegraphs, the commission has
attached to its administration the port of Alexandria.
The recent development of the railway service of Egypt is given in
a report from Consul-General Penfield, of Cairo, dated April 6, 1895,
as follows:
In no way is the industrial progress of Egypt better illustrated than by the pres-
ent development of its railway system. Railway building is not a recent innovation
in the ancient land of the Nile, however, as the first line-from Alexandria to Cairo-
dates from 1852; and five years later, the English engineer, Robert Stephenson,
completed rail communication between Alexandria and Suez, making the "over-
land route" to India as practicable for freighting as it had been for passenger
traffic. This is now almost wholly superseded by the great canal of De Lesseps.
HIGHWAYS OF COMMERCE.
449
It is said that Egypt, in proportion to populatiou, has more railway mileage and
better service than Austria, Hungary, Spain, or Portugal. All railways are Gov-
ernment property, with the exception of a short suburban road from Alexandria
along the Mediterranean to Ramleh, a 15-mile line connecting Cairo with the health
resort of Helouan, and a steam tramway on the bank of the Suez Canal, joining Port
Said with Ismailia. These private enterprises, as well as the Government lines, are
very profitable. The income of the latter is pledged to certain European creditors
of the country, as a partial consequence of the extravagance of Khedive Ismail.
A net work ofrails spreads over most of the Delta, and the main line has for two
or three years extended southward in the Nile Valley to Girgeh, 336 miles from
Cairo. Two years hence, the road will be completed to Keneh, 66 miles farther
south; and contracts have just been signed for carrying it to Assouan, the frontier
town of Egypt, at the first cataract of the Nile, and 710 miles from the Mediter-
rauean. This terminus is expected to be reached in time for the Upper Nile tourist
traffic of 1897–98.
The moderate speed at which all trains are driven, save the expresses, and the
cheapness of native labor, permit the working expenses to be kept much below the
European average. A level country with frosts and violent storms unknown, makes
railway construction a simple matter. Rock blasting, tunneling, excavating, and
trestle building are practically unnecessary. Bridging the Nile, however, is expen-
sive. The present cost of construction in the Delta, where bridges over irrigating
canals are numerous, averages $28,000 per mile of normal gauge; but in Upper
Egypt the cost is not more than $25,000. The narrow-gauge (1 meter) extension
from Keneh to Assouan is to cost only $12,500 a mile.
Most of the locomotives come from Belgium, and the first-class passenger cars from
England. Rails are also supplied by England, and bridge work by Belgian and
French firms. Most of the engineers and firemen are natives, the former receiving
from $30 to $75 per month and the latter from $12.50 to $20 per month; the few
European engineers employed average $100 a month. The railways are managed by
an international administrative board of three, the chairman of which is an English-
The others are, respectively, French and Egyptian, and heads of departments
represent nearly every European country. Sealed tenders for all materials are
Invited from English and other European industrial centers, and the most advan-
tageous offers accepted.
man.
The appended statistical table gives information valuable to anyone interested in
railway economics. The enormous increase of passengers carried, the reductions in
passenger and freight charges explaining the small increase of receipts, is specially
worthy of notice:
Year.
Total
receipts.
Passengers
carried.
of oper-
ating ex-
Mileage Per cent
open
to traffic,
without
sidings.
penses to
receipts.
2
1888...
1889..
1890
1891..
1892...
1893...
1894..
$6, 350, 000
6,505, 000
7,040, 000
4, 004, 882
944
45
4. 378, 453
946
44.9
4,696, 286
9611
43.3
8, 155, 000
5,612, 562
9615
43.3
8, 400, 000
7,047,295
1,000
43.3
8, 095, 000
8,870, 000
9, 301, 081
1, 081
43.2
9, 827, 813
1,088
43.2
Street railways with electric traction are promised for Cairo next year, the con-
cessionaires being Belgians; and Alexandria is expected soon to follow suit. There
are several bidders for a concession for an electric tram line from Cairo to the Pyra-
mids, a distance of 10 miles, to accommodate the enormous number of winter visitors
to the capital. The Egyptian ministry recently had from a Frenchman a serious
application for permission to build a “funicula" railway to the top of the Great
Pyramid. The request was not taken into consideration.
533A-
-29
450
HIGHWAYS OF COMMERCE.
STEAMSHIP LINES, CARAVANS, ETC.
The following report by Consul-General Penfield, dated October 23,
1893, printed in Consular Reports, January, 1894, page 205, furnishes
information as to the steamship lines and caravan trade:
Favored to a remarkable degree for direct shipments from every European country
of importance, it is regrettable that Egypt can not thus avail herself of American
products and manufactures, which explains why Great Britain, France, Germany,
and Austria enjoy almost a monopoly of Egypt's growing trade. Direct and regu-
lar steam communication with the United States would unquestionably secure a
ready market in Egypt and other Mediterrancan countries for many articles the
outcome of American soil and manufacturing genius.
The route most used at present for shipments to Egypt is by way of Liverpool,
from which port to Alexandria the Cunard, Moss, and Papayanni lines maintain
regular services, while from Hull and other English ports the Leyland Company
dispatches steamers periodically. From London the important Peninsular and
Oriental, Orient, and British India companies weekly send steamers to Alexandria
or Port Said, and the Anchor and Clan lines from Glasgow bring freight to Port
Said and other Suez Canal stations.
A much-used route for freight from New York is that to Marseilles by the Fabre
Line, with transshipment to Alexandria by the Messageries Maritimes Company.
The North German Lloyd steamers to Genoa connect at that place with the Penin-
sular and Oriental boats for Alexandria, and in the winter season this company sends
several of its best vessels direct to Alexandria. Shippers are hoping that the com-
pany will soon feel justified in maintaining regular communication throughout the
year between the United States and Egypt.
Almost the only direct shipment from the United States is petroleum in chartered
sailing ships, which sometimes pick up a cargo of cotton or rags for the return
voyage.
Goods are usually landed at Alexandria direct from the vessel, but lighters are
frequently employed. Alexandria has commodious and modern docking facilities.
Vessels passing through the Suez Canal have no fixed rule for landing freight at Port
Said, Ismailia, and Suez; but lighters are generally made use of in conveying goods
to the customs sheds.
At Alexandria and the canal ports there are well-equipped warehouses, and mer-
chandise is seldom exposed to the elements. It should be borne in mind that rain
rarely falls in Egypt, and frost is practically unknown.
Goods for Cairo and places in the Delta and for important towns in the Nile Valley
as far above Cairo as Ghirgeh are carried by the governmental lines of railway and are
subject to about the same treatment as in other countries. If shipments are destined
for the interior and remote districts in the direction of the Soudan and between the
Upper Nile and the Red Sea, where the only transport is by camel caravaus, packages
should not weigh more than 300 pounds, the size being practically immaterial.
PROVINCE OF SUAKIN.¹
As regards the history during the past year, I have again to report
that the country was disturbed by raids at the commencement of the
year, and that trade with the interior during the first three months was
very insignificant. After the month of March, the Berber road was
open, and, throughout the year, caravans passed regularly to and fro.
¹ Extracts from the annual report of the British consul at Suakin, March 21, 1894.

Map of MADAGASCAR in 1894,
Showing Land and Water Routes of Travel.
Ile Mohilla
lle Anjouan
Iles Comoros
23
Baie Diego Suarez
Antombaka
N NE L
Ile Mayotte
Zanzibar
Nossi Be
Hellville
Mozambique
Anorontsag
Manahazada R
Ounara R.
Manambaho R
Maintirano
Mojanga
Mahabo
Amberobe
Mandzara
Marovoay
Thaborjy
Arkoala
Betsiboka
Mevataran
Ikoupa R.
Amparihibe
Ambodimadiro
Ankaramy
Andranomalaza
Andranosamonta
Vohemar
Sambava
ANTAN KARANA
Befandriana
Antalaha
Angontsy
Maroantsetra
Sofia R.
Mahajamba R
Antogadrahoja
Ambodiamontana
Lac Alaotra
Mandritsara
Marolandrano
Vohijanahary
Soamianina
Mananara
Tanan Be
le Ste Marie
Maringory R
Fenerivo
sarahonenana Mapambo
Vouibe Routpointe
Mahasoao TAMATAVE
Malatsy
Amyotaka Amparafiddiofa
Kinajy
Ambatondrazaka
Ambohidratrimo
N
ondro
Andrahonandriana
ohimanga
Marambola R
Ambon beloma
Ankavand
Tribihino R. Manandara
pac Ima
Ambohimalara
Tsiramaniddy ANTANANARIVES
E
Beforona
Moramanga
Andevoranto
animandry
Fenoarivo
Arivon mamo
Valomandry
Betafo
Голобион
S
T
Mahanoro
Ambositra
A
N
O CE
A
Reunion &Mauritius
N
A
M
B
BIQU
E
CHA
Z
о
M
Nosy Vey
THE NORRIS PETERS CO. PHOTO-LITHO, WASHINGTON, D. C.
Mahabo
Morondava
Malaimband
Jarjina
L
a
Andarabe
Ambohinome
Modongy
7
Ambohamanga
B
Kalamaveng
Ambohinumbo arina
Fanjakana
Fianarantsoa
Andanandava (Mahela)
Mananjara
Manja
Mangoaka R
Fierengn
S
Fiherenane R
Thosy
You Compodran untrariny!
Ambohimandroso
Mahazony
Mahamanina
Marambay
Mananpatrave
vane
Ankarana
Vangaindrano
Manakara
Mangatsiotra
Meldianana
Ambohiveno
Ambahy (Farafangana)
Mananara R..
Tulliar)
B
Onilahy R.
R
Mandrera R
To Natal
Savite Lace
Fort Duuphin
Marambondro
N
D
HIGHWAYS OF COMMERCE.
451
Seventeen steamers represented the total of British shipping which
entered the port during the past year. These were the Bombay and
Persian Gulf boats with general cargoes. To these I add two steamers
belonging to the Eastern Telegraph Company. The Khedivial Steam-
ship Company continues its fortnightly service from Suez, but it is much
to be regretted that the state of trade does not permit some other com-
pany to enter into competition with them, for their freight rates are
exceptionally high, and their accommodation none of the best.
MADAGASCAR.
Owing to the peculiar conditions surrounding the commercial life of
this great island, this subject, "The highways of commerce in Mada-
gascar," can not be discussed analytically. Madagascar has neither
canal nor river navigation, neither railway nor roadway systems or
lines as these terms are understood in civilized communities. Even
such ocean steamship lines as periodically enter these ports may at any
moment be withdrawn. The conquest of the island by France would
ere long drive the English line to seek other ports, while the failure of
France in her Madagascan operations would result in the withdrawal
of the French line from all ports not directly under French dominion.
The appended outline map will show all of the main traveled routes,
whether water or foot-trail, both through and around the island, by
which the commerce of the interior comes down to the coast, and
returning distributes that of the coast.
INLAND ROUTES OF TRAVEL.
The inland water navigation is carried on exclusively by native dug-
outs or canoes. The inland routes of travel outlined in red upon the
map also embrace all the inland water navigation of the island, which
may be said to be but an adjunct to the regular method of trans-
portation in Madagascar, and these routes are those usually traveled
by the borozans, or porters, whether of persons, or feight, in journey-
ing from and to the points indicated. Often it is but a trail wide enough
for two men to walk abreast; again, a series of such trails, side by side.
Here and there, short cuts occur, made by nimble or erratic feet; usually
the trail goes winding on unbroken, save by natural obstacles. Of
course there are innumerable villages on all these routes, hamlets of
but a few thatched huts; again, large and populous towns, commonly
used as stopping places, or way stations; and many rivers and rivulets,
lakes, and bodies of water, occur, none of which appear upon the map.
For instance, from Tamatave, down the coast southward, almost to
Manakara, extends a chain of lakes, or lagoons, from one-half a mile
to 3 miles apart. Across these rivers, up and down these lakes and
452
HIGHWAYS OF COMMERCE.
bodies of water, the native canoe is the ferry and assists in the trans-
portation of freight and passengers. Each canoe is furnished with a
steersman, but the passengers must do the paddling. No European
has, as yet, made the journey from Ambohimandrose to Fort Dauphin
in the south, although the natives have a regular highway, said to be
constantly used by them between these places; hence, the route is only
indicated by dotted lines.
The carriage of freight and passengers is done exclusively on the
shoulders of mėn. Packages of freight, when very heavy, require a
very large number of porters. An average porter's (borozan's) load
ranges from 60 to 80 pounds for constant traveling, although some men
carry as high as 120 to 150 pounds each. Passengers are carried in a
kind of seat slung between two poles. Each passenger (adult) needs
four or more porters, and, in rough or heavy country, eight or more.
Where the passenger weighs over 180 pounds a still larger number
of porters is requisite. Beasts of burden are practically unknown in
Madagascar, men being used exclusively in their places; and as this
has been going on for generations the porter, or borozan, is readily dis-
tinguishable by the hump, or roll of callous sinew, this kind of carriage
has developed, to a most remarkable degree, on the back of his neck,
over and between both shoulders, near the neck-base.
RAILWAY POSSIBILITIES.
The engineering difficulties to be overcome in constructing a railroad
up to and across the central plateau from the east coast are said to be
simply appalling, but from the west coast, although in places it will
be a difficult undertaking, the prospect can not be said to be disheart-
ening. For a railway around the coast, east or west, there are but few
engineering obstacles of any gravity. The mountains, except in isola-
ted places and in the northern peninsula, are fully 20 to 30 miles inland
on the east and 60 to 100 miles inland on the west coast, with an undu-
lating plain of partially timbered and grass lands extending to the coast
line.
NAVIGABLE RIVERS.
Nearly all the rivers are navigable for small craft up to the moun-
tain ranges and many for.a much greater distance. The sand bars at
their mouths render them, in nearly all cases, inaccessible for shipping.
The Betsiboka River on the west coast and its tributary, the Ikopa, on
which rivers lie some of the finest rice fields in the world, are navigable
for dhows and small schooners as far up as Maevatanana (in the rainy
season), and from thence to Suberbieville, some 5 miles up the Ikopa
River. Until recently I have been informed, a 60-horsepower steamer
and two schooners plied regularly between Majoriga and Suberbieville.
It is asserted that these rivers are navigable for small boats to within
four days foot travel of the capital, Antananarivo, thus making them
navigable for, say, 180 miles.
HIGHWAYS OF COMMERCE.
453
OCEAN LINES.
There are two steamship lines which have practically become identi-
fied, to some extent, with Madagascan commerce, and are therefore
entitled to especial mention.
The Castle Line.-The intermediate steamers of the Castle Line of mail
packets, also called the Donald Currie line, touch at Tamatave from
Natal every four weeks. These boats call at Fort Dauphin, Mananjara,
Mahanora, and Tamatave, and thence proceed to Port Louis, Mauri-
tius, returning from there direct to Natal, after a ten days' trip, unless
sufficient freight or passage returns offer on the Madagascan coast to
warrant their calling for same en route to Natal.
The fleet and tonnage of this line usually placed on the Natal-Mau-
ritius run comprise the Pembroke Castle, 3,878 tons; Doune Castle, 2,957
tons; Methren Castle, 2,605 tons; Dunbar Castle, 2,608 tons; and War-
wick Castle, 3,056 tons.
The agents of this line in Madagascar are either loath or unable to
give any definite information concerning it. The general condition of
the line is good, and it is being constantly bettered both as to equipment
and service. The passenger tariff to London is $262.50, first class;
$183.75, second class, and $131.25, third class. Intermediate tariffs I
have been unable to secure. The freight rates are from $7 to $10 per
ton to London and $15 to $20 per ton of 2,000 pounds to Boston or New
York. There is no freight traffic between Madagascar and South
Africa, therefore no rates can be given. Freight charges between coast
ports vary, ranging from $5 per ton upward.
This line is a private English corporation engaged principally in the
South African colonial trade, the Madagascar-Mauritius branch being,
therefore, practically a subsidiary line. The parent line, including
these intermediate steamers, receives a certain subsidy from the British
Government for mail service to South Africa. I have been unable to
learn what arrangement they have for Madagascar and Mauritius.
The Messageries Maritimes Company.-The regular mail steamers of
the Oriental-African coast line of the Messageries Maritimes Company,
of Marseilles, France, call regularly at Tamatave about the 6th or 7th
of each month, en route from France to Mauritius, via Nossi-Bi, Diego
Laurez, and Sainte Marie. At Nossi Bi they connect with the auxiliary
steamer, Mpaujaka, from and for Nossy Vey, Morondava, Mainterano,
and Majonga. Also, about the 26th of each month, the steamer of the
second month preceding returns, en route for Marseilles, via the same
ports, and making connections with the Mpaujaka at Nossi-Bi for the
same ports on the west coast of Madagascar, thus giving both the east
and west coasts a semimonthly service for mails, passengers, and freight.
Another auxiliary steamer, plying between Mauritius, Reunion, and
Mahe, makes connection at the latter place with outward and home-
ward mail steamers on the Australian and New Caledonian line of the
454
HIGHWAYS OF COMMERCE.
From-
same company in such a manner as to enable a transfer of mail and
passengers to and from Madagascar and intermediate points.
The following tables, A, B, C, and D, give all needed information as
to distances and freight and passenger rates, and may be considered
reliable.¹
TABLE A.—Distances on Oriental-African coast line (Messageries Maritimes Company).
[In miles of 1,852 French meters; 1= 1.15 English miles.]
To-
Port Said.
Suez.
Obock.
Aden.
Zanzibar.
Mayotte.
Marseilles
1,503 1,590) 2,850 2,970 4,745 5,305
5, 480 5,653 5,993 6, 077| 6, 448| 6,568
Port Said..
Suez .
87 1,347 1, 467
1, 260
3, 242
3, 802
3,977
4, 150
4, 490
4,574
4,945 5,065
1,380 3. 155
3, 715
3, 890
4, 063
4, 403
4, 487
4, 858 4, 978
Obock
120 1,895
2, 455
2, 630
2, 803|
3,143]
3, 227
3, 598
3, 718
Aden
1,775 2, 335
2,510
2,683
3, 023
3, 107|
3,478 3,598
Zanzibar...
560
735
908
1, 248
1, 332 1,703 1,823
Mayotte
175
348 688
772 1,143 1,263
Nossi Bi.
173 513
597
968 1,088
Diego Saurez
340
Sainte Marie……….
Tamatave
Nossi Bi.
Diego Suarez.
Sainte Marie.
Reunion
424 795 915
84 453 575
371 491
135
¹During the present Franco-Malagasy war, the Tamatave service has been slightly
changed. The outward mail goes from Mayotte to Majonga, Nossi Bé, Diego Saurez,
Tamatave, Reunion, and Mauritius, reaching Tamatave the 8th or 9th of each month.
These boats do not call at Aden; and the Mahe-Reunion-Mauritius auxiliary has
been abandoned, while a new auxiliary, The Amazone, plies on a special service, on
arrival of the mail from France, from Majonga to Mahe (via Nossi Bé, Diego Sau-
rez, and Reunion), where it connects with the Australian mail from Europe. This
gives the east coast below Diego Saurez but one mail a month instead of two, as
formerly.
Tamatave.
Reunion.
Mauritius.
HIGHWAYS OF COMMERCE.
455
Tamatave
From-
Port Said.
TABLE B.-Showing passenger rates to and from Marseilles, Messageries Maritime line.
To-
Suez.
*50040
Aden.
Zanzibar.
Mayotte.
Nossi Bi.
Diego Suarez.
Sainte Marie.
Tamatave.
Reunion.
Mauritius..
Marseilles:
First class..
$80
Second class
Third class
Port Said:
First class.
Second class
988889998
$90 $170
$175 $220 $228
|
| |
$236 $240 $245 $245 $250
$250
68 113
116
160
166
172
175
180
183 190
190
34
62
64
80
83
86
88
99
92
95
95
12
110
9
85
Third class
Suez:
First class.
Second class
Third class
Obock:
First class.
6
42
989
110 160
85
135
42
28
190
140
147
68
70
100
100
150
180
195 200
77
77
127
132
140
38
38
64
66
70
10
100
120
140
Second class .
7
70
90
105
Third class
Aden:
First class
4
35
45
52
100
1.20 140
Second class
Third class
Zanzibar:
70
35
First class
Second class
Third class ..
Mayotte:
First class.
Second class
184 848
90 105
45
52
60
75
45
56
23
28
14
11
Third class
Nossi Bi:
First class
Second class
Third class
Diego Suarez:
First class ..
Second class.
Third class
Sainte Marie:
First class
Second class
Third class
Tamatave:
First class.
Second class
Third class
Reunion:
-
First class
Second class
Third class
NOTE. Deck passage is sold between points at about onc-quarter first-class fare. First and second
class railway tickets are sold passengers of such grades on board prior to arrival at Port Said for $25
and $20 to London, England. $190 cents United States gold.
TABLE C.—Showing freight rates per 1,000 kilograms on same line.
6
128 128 252 222 22
220 221 222 222 ** =
210
216
216 240
240
150
155
158 165
165
74 75
78
79
206
206
230
142 147
150
157
71
74
75
150
160
165 180
140
124
135
56
60
62
150
160
140
56
90
110
67
34
28
11
14
11
6
88 289 29 290
165
124
135
GO
62
116
140
87
105
41
44
46
50
34 38
17
19
34
40
25
30
48
13
15
28
15
21
38
8
11
8
30
6
3
18
* 85 858 860 980 2* *** *** *** ***
83
83
230
157
79
79
180
135
68
68
180
135
(18
150
111
53
56
72
80
54
60
27
30
72
51
24
27
52
60
45
19
23
38
23
29
11
14
24
32
24
9
12
13
10
5
From-
NOTE.-Freight rates between local points are variable. These steamers, because of their Gov.
ernment subsidy and passenger traffic, do not scek for local freights, but only through freights. Agents
here claim inability to quote freight rates from other points than Tamatave.
To-
Marseilles.
London.
New York or
Boston.
$12.00 to $16. 621 $13.00 to $17.50 $21.40 to $29. 22
$16.621
456
HIGHWAYS OF COMMERCE.
TABLE D.-Names and size of vessels on same line.
Name.
Sindh
Ava.
Amazone.
Pei Ho.
•
Horse
Tonnage.
Name.
power.
3,373
2,900
Traonady
3, 361
2,400
Djemnah.
3,350
2,400
Mpaujaka a
3,392
2,400
Tonnage.
Horse
power.
3,785
2,900
3,785
2,900
684
450
a This vessel plies down the west coast of Madagascar only. Has first-class and deck accommoda-
tions for passengers only.
Rates of passage between ports on west coast of Madagascar.
Nossi Bé:
First class
Deck
Majonga:
First class
Deck
Mainterano:
First class
Deck
Marondava:
First class
Deck
From-
To-
Majonga.
Main-
terano.
Morondava. Nossy Vey.
$20
5
$40
$50
$70
10
13
17
24
20
32
5
8
13
12
23
30
or ~ ∞ ∞ e o
20
5
50
8
The Messageries Maritimes is the great commercial maritime com-
pany of France, and is, I understand, heavily subsidized by the French
Government. In truth, one is always surprised on boarding the steam-
ers of this company at their small cargo capacity compared with their
size. It is claimed, however, that under their subsidy a certain pro-
portion of their lower hold must be used for storage of munitious and
material wherewith to transfer the harmless merchant steamer into an
effectively armed one in case of war. It is further claimed that this is
not only the case upon this branch, but upon all its branches.
The condition of this particular branch, the Oriental African Coast
line, is good, although lately considerable complaint is heard, both as
to the equipment and the service, the claim being made that the com-
pany is spending all its money in improving the Australian-New Cale-
donian line and neglecting this branch.
Austrian Lloyd.—The Austrian Lloyd steamers, plying between the
Black Sea and Mozambique and Natal, make monthly calls at Nossi Bé,
freights and passenger receipts warranting. Of this line I can secure
no details. I hear it has been months since they last put into Nossi Bé.
Havre Peninsular Line.-The freight boats of the Havre Peninsular
Line of French steamers make monthly calls at Nossi Bé, Diego Suarez,
Sainte Marie, aud Tamatave, proceeding from Tamatave to Mauritius,
via Reunion, but they never return this way homeward. They are
commonly known as the "Ville boats," being all named after cities. It
is difficult to secure any information either as to their size or rates on
freight and passage (their passenger capacities are usually very limited),
owing to the lack of interest the local agents here exhibit.
HIGHWAYS OF COMMERCE.
457
These, with an erratic fleet of small sailing vessels, owned by mer-
chants here, and a "tramp" ship, or steamer, cover the ocean traffic of
this great African island.
In conclusion I would state that this report has lain for months,
roughly drafted, upon my desk, awaiting missing information from the
Castle and Havre lines' agents. Repeated requests have been made
and innumerable promises given that it would be immediately forth-
coming, but as yet without result.
In the interim an American line of steamers, chartered by New
York brokerage firms, has begun to make regular trips to this country,
via Cape Town and South African ports, but as yet it can scarcely be
considered a regular line.
EDW. TELFAIR WETTER,
Acting Consul.
TAMATAVE, April 15, 1895.
MAURITIUS.¹
RAILWAYS.
The Colonial Government of Mauritius owns and controls the various
railway lines of the island, which are under the management of a general
superintendent. The system consists of two main lines-the North and
the Midland-having a common terminus in Port Louis and three
branch lines connecting with the main lines at intermediate stations.
The Moka branch, 16 miles in length, begins at Rose Hill station, on
the Midland line, and runs through the districts of Plaines Wilhems,
Moka, and Flacq, to Montagne Blanche. The running gradient on this
line is 1 in 40. The two principal bridges on this branch are built
of masonry, viz, the bridge over the River Plaines Wilhems, with two
semicircular arches of 50 feet span, and a height of 30 feet above the
river bed; and the Reduit viaduct, over the River Cascade, with three
arches, the central one of 70 feet span, with a rise of 27 feet, and the
two side ones semicircular, of 50 feet span. The rail level on this
viaduct is 80 feet above the bed of the river.
The Savanne branch, 11 miles long, begins also on the Midland line,
at Rose Belle station, and runs through the district of Grand Port aud
Savanne, to Souillac. The ruling gradient is 1 in 40. The principal
bridge is the viaduct over the River des Anguilles, of three spans, two
of 70 feet and a central one of 85 feet, with iron girders, supported on
masonry piers. The rail level on this viaduct is 105 feet above the bed
of the river.
¹Consul Campbell states that the delay in forwarding his report was due to the
nonreceipt of the Department's first instructions on the subject.
458
HIGHWAYS OF COMMERCE.
The total length of the Midland line is about 36 miles. It traverses
the center of the island, running through the districts of Port Louis,
Plaines Wilhems, and Grand Port, to Mahebourg. The highest level
above the sea, 1,828 feet, is attained between the stations of Curepipe
and Forest Side. The gradients on this line are unusually great, 1 in
27 occurring repeatedly.
The principal bridges (wrought-iron girders) are the bridges over the
River St. Louis, with one span of 90 feet and a height of 25 feet; the
viaduct over Grande River, in five spans of 126 feet each, supported on
cast-iron columns filled with concrete, and having a height of 140 feet
above the bed of the river. There is also the viaduct over the River
La Choux, of three spans, two of 75 feet and one of 58 feet. A line to
the district of Black River is in contemplation.
The North line, about 31 miles in length, runs through the districts
of Port Louis, Pamplemousses, Riviere du Rempart, and Flacq to
Grand River. It was the first open to traffic in May, 1864. The prin-
cipal bridge on this line is an iron viaduct over the "Iron Fanfaron,"
composed of 16 spans of 36 feet each, supported on cast-iron screw
piles filled with concrete, and built on a curve of 2,000 feet radius. The
maximum gradient on this line is 1 in 80, and the highest point attained
is 329 feet above the level of the sea. The tracks are generally single,
and are what are called in the United States broad gauge.
Tariffs.-On the Midland line, from one terminus to the other, that
is, from Port Louis to Mahebourg (36 miles) first-class passengers pay
4.32 rupees¹ (about $2.16); second class, 2.88 rupees ($1.44); third class,
1.44 rupees (72 cents).
The intermediate tariffs are comparatively a little in excess of the
through tickets. For example, Curepipe is considered halfway between
Port Louis and Mahebourg, and the first-class fare to that point is 192
cents; second class, 128 cents, and third class, 64 cents of the rupee.
Shorter distances are charged for proportionally.
Tariffs on the North line from Port Louis to Grand River (31 miles)
are: For first class, 3.72 rupees; second class, 2.48 rupees; third class,
1.44 rupees.
Contract tickets are issued on these lines good for one month, three
months, six months, and one year at considerably reduced rates. The
communication between intermediate stations from Port Louis to Cure-
pipe is frequent. During the early morning and from 3 p. m. to 6 p. m.
trains are run frequently, owing to the fact that all the Government
employees and everyone else who can afford it reside in the mountain-
ous parts of the island in order to escape the fevers of this unhealthful
town. There is only one through train daily on each line.
Freight rates for parcels, from any station irrespective of distance, are
as follows: Not exceeding 15 kilograms (31.07 pounds), 0.25 rupee; not
¹ It will be seen that the consul estimates the rupee at 50 cents in his reductions.
HIGHWAYS OF COMMERCE.
459
exceeding 50 kilograms (110.23 pounds), 0.50 rupee; not exceeding 75
kilograms (165.34 pounds), 0.75 rupee; not exceeding 100 kilograms
(220.046 pounds) 1 rupee.
Merchandise is classed under five heads-first, second, third, fourth,
and fifth. Under the head of first the rate from Port Louis to Mobe-
bourg is 3.82 rupees; second, 5.89 rupees; third, 7.69 rupees; fourth,
9.39 rupees; fifth, 10.21 rupees. Special rates are given for sugar and
provisions. The term provisions, for which special rates are made to
some stations, is to include all articles, except machinery, furniture,
and dangerous goods, carried from Port Louis to the estates of planters
whose sugar is brought to Port Louis by railway, provided they are sent
in lots of not less than 3 tons, otherwise they will be chargeable.
according to this classification; provisions for storekeepers and others
not sending sugar may also be carried at special rates when sent in full
wagonloads of 3 tons and upward, but in this latter case the term is
only to include grain, salt fish, salt, rum, vin ordinaire, and oil-small
quantities being chargeable according to classification.
The railway debts stood as follows on December 31, 1885:
Name of railway and character of indebtedness.
Mauritius Railway debentures, payable February 15 of this year (1895), and
January 15, 1896..
Savanne Railway, 4 per cent, payable by annual drawings in and from 1881
to January, 1896
Moka Railway, 4 per cent, payable by annual drawings in and from 1884 to
1890...
Consolidated, 4 per cent, payable by annual drawings from 1882 to 1896...
Total
OCEAN LINES.
Pounds
sterling.
Equivalent
in United
Status
money.
210,000
$1, 167, 840
95, 800
466, 163
104, 000
302, 800
506, 064
1, 473, 425
742, 600
3, 613, 492
The harbor of Port Louis is considered one of the safest and best in
these latitudes. It can accommodate about 200 vessels of a tonnage
ranging from 100 to 6,000 and upward. The port has three dry
docks of 318, 320, and 377 feet capacity. The patent slip can only
receive vessels of about 300 tons register.
Steamers of the Messageries Maritimes Line communicate with this
port twice a month. They run from Marseilles to Male (Seychelles),
taking passengers and mail. Other steamers of the line, homeward
and outward bound, for Europe and Australasia, call to take passen-
gers and mail to and from this island. Another steamer of this line
leaves on the 23d of each month for Reunion, Madagascar ports, and
Zanzibar, and through the Suez Canal for Marseilles.
The British India Steam Navigation Company, Limited, has a steamer
touch here, at somewhat irregular dates, which takes passengers, etc.,
to Australia and Europe, via Colombo.
The Castle Line Packet Company dispatch a steamer once a month for
Natal, Cape Town, and England. These boats carry freight chiefly,
but passengers are also booked.
460
HIGHWAYS OF COMMERCE.
HIGHWAYS.
The width of the highways in the country districts of Mauritius
ranges from 20 to 25 feet, while those in Port Louis vary from 12 to 20
feet.
JOHN P. CAMPBELL,
Consul.
PORT LOUIS, April 18, 1895.
MOZAMBIQUE.
OCEAN LINES.
The principal highway of commerce of this province is the Indian
Ocean, or rather, that part of it known as the Mozambique Channel.
German East African Line.-The ocean line enjoying the greatest
amount of traffic in these waters at present is the Deutchen Ost
Afrika Linie (German East Africa Line), owned and operated by the
company bearing the same name. The steamers of this line sail from
Hamburg every four weeks and call at Amsterdam, Lisbon, Naples,
Port Said, Suez, Aden, Tanga, Dar es Salaam, Zanzibar, Beira, Lorenzo
Marquez, and Durban, the last-named port being the terminus of the
line. A coasting steamer of this line sails between Mozambique, Par-
apat (Antonio Ennis), Kiliman, Chinde, Beira, and Inhambane. The
total length of the voyage from Hamburg to Mozambique is 8,040 nau-
tical miles. The coast distances from Mozambique are as follows:
To-
Miles.
To-
Miles.
Parapat.
Kiliman
Chinde
Beira ..
95
315
385
Inhambane
Lorenzo Marquez.
Durban.
485
790
940
1,260
The company's fleet consists of three single-screw steamers of 3,000
tons each, able to steam about 12 knots; two of 2,600 tons each, steam-
ing about 10 knots; one of 1,150 tons, one of 1,400 tons, and two of 600
tons each. The last four are rather slow boats and are employed in
the coasting and India trade. The three largest vessels carry on the
regular service from Hamburg, as do also the two next in size, but the
latter are also going to run alternately occasional trips via the West
Coast and the Cape of Good Hope.
The accommodations for passengers on these steamers are excellent,
but the food provided is a little too heavy and rich for a tropical climate.
First-class passenger fare is as follows:
From-
To-
Fare.
From-
To-
Fare.
Hamburg.
Do.
Do...
Mozambique
Beira..
$200
212
Mozambique
Lorenzo Marquez and 225
Durban.
Beira..
Mozambique..
Do...
Beira
Lorenzo Marquez
Durban
Lorenzo Marquez and
Durban
$14
72
40
37
!
HIGHWAYS OF COMMERCE.
461
The charge for first-class freight from Hamburg to Mozambique and
other coast ports is $10 per ton. The charge on the same freight from
Hamburg to Delagoa Bay (Lorenzo Marquez) and Durban is but $7.50
per ton. The freight charges on produce from the east coast to Naples,
Lisbon, Rotterdam, Marseilles, Bremen, and Hamburg are from $10 to
$20 per ton.
Union Steamship Company.-The steamers owned and operated by
the Union Steamship Company, Limited, of London, are the largest
doing business on this coast. A steamer sails from London, via Lisbon,
Madeira, and Cape of Good Hope ports, to the various ports of this
province every four weeks, and is under a contract with the Portu-
guese Government to carry the Portuguese mails. These steamers go as
far north as Zanzibar, where they connect with vessels of the British
India Company, afterwards returning by the same route, a voyage of
nearly 20,000 nautical miles, as shown by the following table:
From-
London
Lisbon.
Do...
Do...
Do..
To-
Miles.
From-
Lisbon
Madeira.
Cape Town.
1,000
515
5, 188
Lisbon.
Do..
Do..
Lorenzo Marquez
6,300
Do..
·
Inhambane.
6, 530
To-
Miles.
Beira..
Kiliman..
Mozambique
Zanzibar
•
6,768
6,935
7, 2:35
7,805
This company has an extensive fleet, but only the following vessels
are employed in this trade, viz:
-
Gaul
Greek
Goth
Trojan
Spartan
Pretoria.
Arab..
German
Anglian..
Saxon
Two tenders
Name.
Propulsion.
Tons.
Horse-
power.
Twin screw.
..do
4, 744
2,000
..do
Singlescrew
..do
...do
4,338
2,000
4,820
2,000
3,741
4. 100
3,403
4, 100
...do
..do
..do
....do
-
3, 198
3, 650
3, 192
3, 600
3,007
2,659
2, 158
1, 700
462
500
100 200-300
These vessels, with the possible exception of the Saxon, are first class
in every respect. On board of them the traveler will find every com-
fort and many luxuries. Iron berths, with woven wire mattresses, and
patent lavatories, are in many of the cabins and staterooms, and nearly
all are lighted throughout by electricity.
In many of these steamers the second-class accommodation is prac.
tically equal to the first class of many of the Atlantic liners, the cabins
being large, light, and well-fitted, and the meals and attendance good.
First-class passenger fares from Mozambique are as follows:
To-
Fare.
To-
Fare.
Zanzibar..
Kiliman
Chinde and Beira..
Inhambane.
$34.00
19.50
Lorenzo Marquez..
Durban
34.00
Capo Town
44.00
London
$53.50
63.00
106.00
225.00
462
HIGHWAYS OF COMMERCE.
By agreement with the Portuguese Government a special rate is
given to Lisbon.
First-class freights per ton, including landing charges, from Mozam-
bique are as follows:
To-
Rate.
Kiliman and Chinde..
$8.40
Beira..
9.75
Inhambane
10. 20
Durban
Cape Town
London.
Lorenzo Marquez.
11.40
To-
Rate.
$10.80
a 12.00
a 21.40
a For produce.
The agent in Mozambique for this line has no quotations of first-class
freight charges to the two last-named ports.
Castle Line.-A steamer of a little over 1,000 tons, belonging to the
Castle Steamship Line, owned and operated by Donald Currie & Co.,
London, sails from Durban with passengers and cargo every two weeks
for Lorenzo Marquez, Inhambane, and Beira.
Other lines. Four other steamship lines, carrying both passengers
and freight, send steamers from English ports to this coast, via the
Cape, at irregular intervals.
Clan Line. The Clan Line, of Liverpool, which devotes its vessels
almost exclusively to freight traffic, has a number of steamers engaged
in the trade between New York and south Africa. These steamers
sail from New York monthly, as a general rule, and call at Lorenzo
Marquez and, when they have sufficient freight, at the other ports in
this province also. After discharging their cargo here, they do not
return to New York, but go east and generally load in India for some
English port.
RAILWAYS.
Delagoa Bay Railway.-This road (Caminho de Ferro Portuguez de
Lourenço Marques ao Transvaal), owned and operated by the Portu-
guese Government, is a narrow-gauge line (3 feet 6 inches), 56 miles in
length, running between Lorenzo Marquez and Ressano Garcia, on the
Transvaal frontier, beyond which it is continued by the line of the
Netherlands Railway Company, which line is now nearly completed to
Pretoria, the capital, and Johannesburg, the great mining town of the
South African Republic. The line (single track) is in fairly good con-
dition, but better accommodations for freight, more sheds in the Lorenzo
Marquez yard, and more rolling stock are needed. The rolling stock
at present consists of 11 locomotives, 16 passenger cars, and 161 freight
and ballast cars, and all could be improved upon. The freight rates
between terminals average about $3.50 per ton, and passenger rates,
first class, about 3 cents per mile.
When the Transvaal extension of this line is completed, which will
be about the end of the year, low through rates for both passengers
HIGHWAYS OF COMMERCE
463
and freight will be quoted from Lorenzo Marquez to Johannesburg and
Pretoria.
The history of this line dates from December 14, 1883, when Col.
Edward McMurdo, an American engineer, secured a concession from
the Portuguese Government for the construction of the railway. An
English syndicate afterwards took over the concession and had almost
finished the line when the time for completion under the concession
expired. Subsequently, on the 25th of June, 1889, a decree was signed
in Lisbon canceling the concession and declaring the line forfeited to
the Portuguese Government, failure of contract being the reason given
for such proceedings, and on the 29th of the same month the Portuguese
authorities in Lorenzo Marquez took forcible possession of the line, com-
pleted it later on, and have held and operated it ever since. No doubt
the malignant form of fever that was prevalent in the districts trav-
ersed by this line was one of the principal causes for the delays in its
construction, as it was impossible to keep a full force of men at work.
Thousands, black and white, died while the work was being carried on,
and were buried almost where they fell. The total number of deaths
among the employees during the construction of this line will probably
never be known. Had the contractors published the number of deaths
it is probable that they would have been unable to obtain men.
The Beira Railway. This road is not yet out of the hands of the
contractors, who, when the line is finished, will turn it over to the Beira
Railway Company. This railway is being built with the object of con-
necting Beira on the coast with Manicaland and Mashonaland, coun-
tries that are reported to be rich in gold. It starts from Fontesvilla, 45
miles from Beira, up the Pungwe River, and at present is open for traffic
for a distance of 75 miles, and work on the next extension, 44 miles in
length, to a place called Chimoio, is now progressing at a fair rate. The
line at present is being constructed on a 2-foot gauge, with the intention
of widening it to 3.6 feet later on, and the equipment and rolling stock
are neither extensive nor elegant, simply serviceable. The roadbed for
many miles from Fontesvilla is nothing more nor less than black mud
covered with a little ballast, and during the last rainy season many miles
of track were under water. Now the work of raising the level of the
roadbed by the addition of more ballast of earth and stone is progress-
ing at a favorable rate. Derailments occasionally occur on the line,
but as the trains run at a low speed, and the cars are all open, no one is
hurt. The contractor takes passengers and freight from Fontesvilla
twice a week on an average.
The service from Beira to Fontesvilla is performed by the Beira
Landing and Shipping Company, who run light-draft river steamers
between the two towns several times a week. Passenger fares on
these steamers are $1.25 for the trip; freight, $5 per ton. The fare
on the railroad from Fontesvilla to the present terminus is but a few
dollars.
464
HIGHWAYS OF COMMERCE.
Almost all passengers by these lines are bound for the gold fields,
and their steamer and car fares are but small items in their expenses
for the trip. It is possible to travel from Beira to Salisbury for $50,
but it can be done with more comfort for $75 or $100.
Through freight rates from Beira to Salisbury, via river, railroad,
and ox wagon or porters, are now quoted at from $75 to $90 per ton,
but as the railroad is extended the rates will drop.
RIVER NAVIGATION.
On the Zambesi River and its tributaries several firms and individ-
uals run light-draft steamers, carrying both passengers and freight.
These boats are fairly comfortable, but the traveler who intends going
up the Zambesi must be prepared not only to suffer physical discomforts
but run the risk of contracting the fevers which often affect Europeans
coming to this section.
Passenger fares by these steamers from Chinde to the Shire River
are from $75 to $100. The traveler who intends going to Lakes Ny assa
or Tanganyika must be prepared to pay from $250 to $400 for his
traveling expenses. Freights by these steamers vary and are more a
matter of arrangement than anything else. Many of the leading cor-
porations in the river and lake districts have their own steamers and
lighters for the transportation of their goods. The average charge for
1 ton of freight from Chinde to the border of British central Africa
on the Shire River is $100, beyond which point it rises rapidly and 1
ton of freight can not be sent from Chinde to Lake Tanganyika for less
than $300.
As these districts are opened up and trade increases, freight rates
must gradually decrease and finally reach a reasonable figure.
MOZAMBIQUE, January 1, 1894.
W. STANLEY HOLLIS,
Consul.
THE PORT OF BEIRA.¹
The transit trade of Beira has increased in consequence of the open-
ing of 75 miles of railway from Fontesvilla inland. As there exists a
very bad fly patch just beyond 75-mile camp there has not been such
an increase in transit trade as might have been expected.
The uncer-
tainty which existed at the beginning of 1894 about the railway exten-
sion, and the irregularity of native and ox wagon transport, made
merchants very chary of importing through Beira large quantities of
goods.
There is no doubt that the district could produce a great deal more
than it has done. The rivers which intersect it afford a cheap means
¹ Extracts from the annual report of the British consul at Beira, October 7, 1894.
HIGHWAYS OF COMMERCE.
465
of transport to the place of export. The native population is very
sparse, and, further, the natives are said to be very lazy, and are not
yet accustomed to the security from pillage guaranteed to them by Gov-
ernment. They prefer to remain poor, to becoming, in consequence of
possessing some property, the objects of envy to stronger neighbors.
The experience of the past two and one-half years has gone to con-
firm what is the general opinion of the trade of Beira, and that is that
it will consist of the forwarding of goods to the Manica gold fields and
Mashonaland. During 1892 goods were ordered in the hope of the
local trade growing. This hope has not been realized during 1893 and
1894, and merchants are now averse to importing large stocks.
There are no new branches of trade. Under the present fiscal system,
and until the completion of the railway to Chimoio, there will be no
development of forwarding (the principal business). There are already
more storekeepers in the town of Beira than the trade warrants.
All possible facilities are given by the Mozambique Company after
licenses and taxes have been paid. Most reasonable allowances are
made for delays in passing transit goods through the frontier station.
Persons transporting transit goods across the company's territory, if
obliged to make use of them within that territory, are allowed to pay
duty on such goods at Massikessi in place of being taken up for doing
contraband. Goods intended for British territory are passed in transit,
a bond with security being given by the owner, who obligates himself to
pass all the goods at the frontier fiscal station at Massikessi within
three months from the date of clearing at Beira. Goods in transit may
be stored in the custom-house stores for 1 shilling per ton per month,
or in private bonded warehouses. When owners of transit cargo so
wish, they are not required to land it in Beira. They may clear on
invoices, and have goods taken up country direct from the ship's side.
The principal custom-house is that of Beira, but goods may also be
cleared at Senna, on the Zambesi, or at the port of Chiloane, a little
south of Beira. During 1893 the imports and exports through Senna
amounted to £7,200; through Chiloane to £3,100.
During 1893-94 the Union Steamship Company's steamers called
twice a month on the way to and from Zanzibar; the Castle Line
Packet Company maintained a fortnightly service with Durban; the
German East Africa Company's vessels touched at Beira twice a month
on the way to and from Durban; J. Y. Rennie & Son's steamers called
about once every three weeks, and steamers of the British Colonial
Steam Navigation Company, and of Bullard King called occasionally.
The steamer service is more than sufficient for the trade of the place.
The entrance to the harbor is well buoyed and the buoys are well
looked after, so that complete reliance may be put in them by vessels
entering for the first time. Nothing of importance has been done toward
lighting the entrance. Each of the towers on Points Jea and Chiveve
bears a light, but these are not visible at any great distance. A new
5334- -30
466
HIGHWAYS OF COMMERCE.
chart of the entrance channel was published early in 1894, giving the
latest soundings. The least water on the bar has been 11 feet at low
water, spring tide, the most, 29 feet at high water, spring tides. The
vessel of the deepest draft entering the port has been H. M. S. Magi-
cienne, drawing probably 23 feet: There is a good anchorage, with a
minimum depth of 5 fathoms.
The present dues are slightly altered from those in force in 1893.
The old dues were as follows: For steamers, 43d. per ton of cargo
landed or loaded, 1s. 24d. per passenger or head of cattle landed or
loaded. For sailing vessels, 74d. per ton of cargo landed or loaded,
and for both a clearance fee of about 38s., besides cost of guards on
board at 1s. 7d. each per day. In August, 1894, it was decreed that on
account of the improvements made in connection with the port (1)
dues of 44d. per ton should be paid on every ton of cargo landed or
loaded, not only up to 100 tons; (2) the same amount to be paid on every
ton of cargo transshipped in the port, and (3) every vessel coming from
other ports should pay the sum of £5.
In June, 1884, the Mozambique Company built a substantial wooden
landing stage, connected with the custom-house. It measures 293 feet
in length by 82 feet in breadth. There is one 30-hundredweight crane
on it, and two larger ones are shortly to be put into position. Rails
run from the crane into the custom-house stores. As the staging does
not project into deep water, goods have to be taken to and brought
from vessels in lighters.
For the use of the staging and crane the Mozambique Company
makes the following charges:
Class.
Charges.
Class:
Charges.
Goods weighing over 10 hundredweight,
per ton..
s. d.
8. d.
Baggage, per package
0 2
1 7
Goods weighing under 10 hundred-
weight, per ton
Cattle, horses, and donkeys, each.
Goats, pigs, and sheep, each.
0 9
0 4
0 91
The landing plant of the port includes 15 lighters, with a total
capacity of 350 tons; 2 steam tugs, and 3 steam launches. Sixty-one
sailing launches hold licenses from the Mozambique Company to carry
goods and passengers to and from the various ports of the company's
territory. The lighters and steam launches above referred to are used
to carry cargo and passengers between Beira and Fontesvilla. With
the present plant, the landing company can contract to land at Fontes-
villa 100 tons per day, taking the cargo from a vessel in Beira. A
steam tug leaves Beira for Fontesvilla several times a week, and
usually on the arrival of passengers by any ocean steamer.
The journey to Fontesvilla by steamer occupies about four hours,
and the rates are from 15s. to £1 5s. for each passenger, and 15s.
to £1 per ton of cargo. The sailing launches maintain communication
HIGHWAYS OF COMMERCE.
467
between Beira, the Busi River, Chiloane, Sofala, and the Sabi River,
as well as going up and down the Pangwe. The landing company can
load or discharge 250 tons every twenty-fourhours. At Fontesvilla a
steam crane is used to discharge lighters. Landing charges are 10
shillings per ton.
There is practically no freight going homeward. The rates of out-
ward freight depend very much upon arrangement, and vary according
to circumstances.
•
It is intended to place on the Point Jea tower a light visible 12 or
14 miles away, to enable vessels to pick up the port at night. The
present light on that tower is of little use, while that on the Chiveve
tower only serves to show the anchorage to boats coming in at night.
In 1893, a railway of narrow gauge was laid from Fontesvilla for a
distance of 75 miles, and during the present year this line is being
extended to Chimoio, a distance of 42 miles. This will bridge the fly
belt, and there should then be no difficulty in conveying goods and
machinery to Mashonaland and the Manica gold fields. This line has
at present a capacity of 60 tons per day. If trade increased, by an
augmentation of rolling stock the maximum capacity of the line could
be increased to 300 tons per day. The line is therefore more than
sufficient for all demands that are likely to be made on it for some
years to come.
There are no roads, canals, or bridges of importance in the district.
A telegraph line accompanies the railway from Fontesvilla onward.
Unfortunately there is no connection with Beira, so that the portion of
the telegraph line already in position is practically useful only to the
railway company. There is no doubt that were the wire carried from
Fontesvilla to Beira, and from Fontesvilla to join the British South
Africa Company's system, it would be a great boon to trade.
The most important line of communication is that leading toward
Mashonaland. The present rates for passengers on this line and the
time occupied on the journey are given below:
Stations.
Beira to Fontesvilla by steamer.
Fontesvilla to 75 miles..
75 miles to Chimoio.
Chimoio to Salisbury.
Time.
Passen-
gers.
Goods per
ton.
s. d.
£ s. d.
Four hours.
Ten hours..
1 5 0
200
1 0 0
3 15 0
Two days on foot, or by wagon, three
days.
12 10 0
Passengers, four days; goods, two
to three weeks.
900
15 0 0
☺
468
HIGHWAYS OF COMMERCE.
SOMALI COAST (BRITISH.)¹
The Somali Coast Protectorate extends from Lahadu (or Lewadu),
which is halfway between Jibuti aud Zaila, to the forty-ninth parallel
of east longitude. Treaties have been concluded with all the coast
tribes, and also with the Gadabursi tribe, which formerly extended to
the seacoast. The whole of the protectorate is inhabited by various
Somali tribes, split up into numerous subtribes and clans.
The whole of the carrying work of the country is by camels, supple-
mented, to a small degree, by stout donkeys. Porters are unknown.
Trade caravans, that is, not those of persons simply going to their
encampments, are escorted by armed attendants supplied by the polit
ical agency.
Transit dues are levied by some tribes, and give rise to disputes and
troubles. It is to be hoped that they may be abolished before long.
On the coast the currency is the Indian rupee and small silver coinage.
In the interior much is done by barter. At Harrar the rupee is not
current; the Maria Theresa dollar is in favor there, but small Indian
coins (2-anna and 4-anna pieces-especially the former) have at times
been in great demand.
At the ports of Zaila, Bulhar, and Berbera British officers are sta-
tioned to administer the law, civil and criminal, and collect the customs
dues. There is practically no interference with the people outside the
ports as long as trade caravans are unmolested; but the officers fre-
quently act as mediators and thus keep the peace. There are also
"kazis," or native judges, who perform marriages and such rites, and
decide religious matters. As the people are altogether Mohammedans,
the social customs are governed by the tenets of this religion in a great
measure, and thus the "kazis's" jurisdiction is essential. Disputes are
often referred to "punchayets," or arbitrators. Most of the tribes with
which the agency has to deal have "akils," or wise men, who receive
small stipends from the Government. They act as go-betweens with
their several tribes, and as the tribes' agents and representatives with
the Government officials.
The ports of the protectorate are known as customs ports and flag
ports. The former are Zaila, Bulhar, Berbera, and Karam; the latter
are Ainterad, Ankor, Raguda, Shellao, Hais, Mait, and Haschow. At
the customs ports (except Karam), British officers are stationed and
customs duties are levied; these, in fact, forming almost the entire reve-
nue of the ports. Karam's revenue is so small that it can not support
an establishment, and the duties are levied at Aden on exports from
and imports to that port. Berbera is the only real harbor within the pro-
tectorate, and is the chief center of trade. It is necessary to mention
¹Extracts from report of Lieutenant-Colonel Stace to British foreign office for
the year 1891–92.
HIGHWAYS OF COMMERCE.
469
Aden [Arabia], because Somaliland is dependent on this place in the
matter of trade, in the same way that Aden is to a very great extent
dependent on Somaliland for its meat supply. Aden was famous, it
is said, in the olden days as an emporium. The trade has developed
since its occupation by the British in 1839, until last year the value of
the trade reached over £7,000,000 (£1=10 rupees), excluding Govern-
ment treasure and stores and all goods manifested for direct transship-
ment though landed. Aden produces nothing. The consumption of
merchandise is, of course, comparatively small, with a population of
only about 40,000 people, the majority very poor; but it is the great
distributing center for the Gulf of Aden, including the south Arabian
ports, in a great measure for the east coast of Africa, and for various
ports of the Red Sea. The produce of the Somali Protectorate must
come to Aden, and, on the other hand, all the requirements of the
Somali Coast are distributed from Aden, which is a free port, so far as
customs duties are concerned. Careful statistics of the Somali Coast
trade are kept in Aden, and also on the Somali Coast, the revenue from
the customs ports being that from which the expenses of administration
are derived.
The transport of goods and merchandise is carried on by means of
small local steamers, and also by means of native craft called baggalas
or dhows. There are at present two steamers running to and from the
Somali Coast, one belonging to Cowasju, Dinshaw & Bros., an old firm
well known in Aden and elsewhere. This firm has now the postal
contract for the Somali Coast, with a subsidy from the Government of
600 rupees per month, and is bound to run a steamer once a week. The
other, less regular, belongs to the Perim Coal Company. They are now
running in competition. Native craft are numerous, but decreasing
somewhat since the regular running of the steamers during the last
three years. During the fine season-the cold weather-the baggalas
are constantly running to and fro, but during the monsoon months
few venture to cross the gulf.
ROAD IMPROVEMENT.'
At the close of the official year, or soon after, trade at Jibuti was
practically at a standstill. The Franco-African Company had been
improving the road, and laid down rails to facilitate the carriage of
material as far as Hyabili, about 5 miles from Jibuti. But the Dun-
kalis and Black Esa were opposed to any scheme of wagon traffic
between Jibuti and Harrar, fearing that the employment of their camels
would cease, so the road work was stopped, but the rails laid to Hyabili
remain in statu quo. The idea appears to be to connect Jibuti with
Abyssinia by a road adapted to wagons drawn by bullocks.
Extract from annual report of British agent at Aden, August 20, 1894.
470
HIGHWAYS OF COMMERCE.
ZANZIBAR.'
Exporters from Zanzibar labor under a great disadvantage in the
irregularity of communication with Europe. With the exception of
an occasional private steamer, which, moreover, is not always in a
position to accept extraneous cargo, there are only the three ordinary
mail lines by which shipments can be made, the Portuguese mail service
to East Africa having now been discontinued for a considerable period.
Of these three lines the Messageries Maritimes runs monthly, leaving
Zanzibar on the 3d or 4th day of each month, while the boats of the
German East Africa and of the British India Steamship companies
leave at regular intervals of four weeks, and always within a day or
two of each other. It not infrequently happens, therefore, that all
these ships leave Zanzibar at approximately the same time, while for
the rest of the month there is no communication with Europe whatever,
and shippers have been known to prefer sending their goods by the
much longer route via the Cape rather than wait weeks for a steamer
proceeding directly homeward, with an additional uncertainty as to
whether the vessel, if it is one which has called at southern ports on her
way to Zanzibar, will not already have taken all the cargo which she is
able to carry; and, in the case of the British India Company's steamers,
with the added risks of transshipment and delay at Aden. It would
be an incalculable boon to the trade of Zanzibar if some arrangement
could be effected between the various lines of steamers so that their
departure from this port might occur at different and at more or less
regular intervals.
Hopes were at one time entertained that a tramway or a narrow-
gauge railway line would be laid down through the most cultivated
districts, and thus set free for purposes of cultivation many of the
domestic classes who are now employed in carrying produce into the
town on their heads; but although several firms have opened negotia-
tions on the subject, no definite proposal has yet been submitted for
the consideration of the authorities.
There is a slight diminution of both the number and the tonnage of
seagoing vessels that have entered this harbor during the twelve
months under review as compared with the preceding year, but this is
easily accounted for by the fact of the Portuguese line of mail steamers
having ceased running. British shipping is still to the fore so far as
numbers are concerned, and falls little short of German vessels in the
matter of tonnage. It must not be forgotten, however, that the Brit-
ish lines of mail boats make Zanzibar their terminus, whereas both the
French and the German lines proceed to ports farther south, and again
call at this port on their return journey.
Under the able management of Captain Agnew, R. N. R., port offi-
cer to the Government of His Highness the Sultan, in succession to
¹ Extracts from annual report of the British consul at Zanzibar, March 31, 1894.
HIGHWAYS OF COMMERCE.
471
Commander Hardinge, R. N., the harbor service has been most effi-
ciently carried on, and has in several ways been improved. The port
rules and boat tariff have been revised and the different anchorages
clearly defined; the shore boats are all registered and numbered and
their crews kept under proper supervision; the beach is kept clean
and order maintained by an efficient staff of water police; and a slip
has been constructed for hauling up small lighters and steam launches.
The registration of native canoes has also been taken in hand, and
there are now some 160 of these craft on the registers, all of which are
licensed and numbered. A most strict control is maintained over dhows
and native vessels, of which there are now 414 belonging to this port,
representing a tonnage of 9,164 tons and manned by 2,943 men and
boys.
The Zanzibar Government is not in a position to do more than keep
the present light-houses, which are provided with lights of a very
inferior description, in a moderate state of repair. It is much to be
regretted that the opposition of one of the treaty powers prevents a
small tax being imposed on all ships entering this harbor, with a view
to putting and keeping the light-houses in a thorough and reliable state
of efficiency and to effecting other reforms in the service of and the
approaches to this harbor.
CAPE COLONY.
OCEAN LINES.
The following lines of ocean travel to this port are all controlled by
private companies: The Castle Steamship Company, from London; the
Union Steamship Company, from Southampton; the Clan Line Steam-
ship Company, from Glasgow and Liverpool; Bullard, King & Co.
Steamship Company, of London, about monthly; Bucknall Bros.
Steamship Company, of London, about fortnightly; New Zealand Ship-
ping Company, of London, about fortnightly; Orient Steamship Com-
pany, of London, about fortnightly; American and African Steamship
Company, from New York, monthly.
Of the above lines, what are commonly known as coast lines, from
this port to Port Elizabeth, East London, Durban, and Beira, all on the
east coast, the Union Line, the Castle Line, and the American and
African Line may be reckoned as the chief.
It would be impossible to answer the question, "What is the length of
the total line and the main points touched?" because there are several
lines, the main points touched differing with the lines and with special
contracts with some of the lines. The Castle and Union lines run from
London and Southampton, respectively, as above stated, and touch at
Madeira, Teneriffe, and St. Helena en route to Cape Town; thence to
472
HIGHWAYS OF COMMERCE.
Mossel Bay, Knysna, Port Elizabeth, East London, Durban, Beira,
Delagoa Bay, and Mauritius. The distance from London to Cape Town
is about 6,000 miles; to Port Elizabeth, about 6,300; to Durban, 7,000,
and to Beira, 7,300.
The condition of the Union and Castle lines is excellent, of the Amer-
ican and African Line (being composed of specially chartered ships)
varying, but generally good, and of the other lines fair.
There are no river or canal lines in South Africa. The Castle and
Union lines have each about fifteen to twenty steamers, ranging from
6,000 tons downward, with horsepower varying from 300 to 10,000.
The average speed of boats used for carrying direct mail is 13 to 15
knots per hour. Boats stopping at intermediate points average 12 to
14 knots.
The American and African Company charters steamers direct from
New York to this port, arriving here about once a month, distance of
7,000 miles, and freight rates are cheaper than via England by any line.
RAILWAYS.
Generally there is but one track, but on frequently traveled divi-
sions, e. g., Cape Town to Simons Town, there are double tracks most
of the way. 1 give below the distances:
From-
To-
Miles.
*From-
To-
Miles.
Cape Town.
Do....
Do...
•
Kimberley
647
Cape Town
Vryburg.
774
Port Elizabeth.
Johannesburg,
1, 014
South African Re-
public.
Do...
Do....
Port Elizabeth.
Kimberley
Pretoria.
Vryburg
East London..
Kimberley
Do..
Pretoria, South
1, 040
African Republic.
Do...
Do..
Vryburg
Pretoria.
839
485
•
740
673
546
666
692
Rates for passengers on Government railways are 1, 2, and 3 pence
(or 2, 4, and 6 cents) per mile. Freight, per 100 pounds, according to
distance, first, second, and third class rates, having regard to class of
goods conveyed, mining, manufacturing and agricultural machinery
being conveyed at lowest rate, and furniture, glassware, and breakable
goods at the highest rate, about as follows:
Johannesburg.
Vryburg.
To-.
First Second Third
class. class.
class.
$6.08
4.66
$4.56
3. 15
$2.43
1.38
These railway lines are in fairly good condition, but, owing to the
sandy nature of the soil, as a measure of safety the rate of speed is
not above 25 to 30 miles per hour.
HIGHWAYS.
At the different termini of railways, coaches form the chief convey-
ance for passengers and wagons for freight. In some parts the roads
HIGHWAYS OF COMMERCE.
473
are very good, being about 30 feet wide; in other parts the veldt is
used, according to the state of the acknowledged track, but the coach
drivers are not particular whether they keep on the road or not; they
choose the best track.
There is daily communication on most of the coach, postal, and freight
routes.
It is very difficult to give an accurate report on the management
and running of trains and coach and wagon service here. Towns are
very widely separated, and as regards wagon transport, it is mainly
dependent on the state of the weather and country, as owing to floods
in winter the rivers for days are not passable, being crossed chiefly
by drifts or fords, and in summer, owing to droughts, forage for cattle
is oftentimes very scarce. In consequence, rates vary greatly, being
at some periods three or four times as much as at other times, and
transport riders are not willing to run the risk of losing their cattle.
Of course, with the advance of railways, facilities for transport of
goods inward will be greatly increased. I do not know of any partic-
ular roads requiring any special mention other than as above. The
route via Kimberley and Vryburg and the route via Johannesburg
and Pretoria being the two direct lines from the colony to Mashona-
land and Matabeleland, coaches connecting with these two railway
termini run to Victoria, Tuli, and Salisbury in Mashonaland and Bulu-
wayo in Matabeleland once or twice a week, recognized agents being
resident in Cape Town.
C. H. BENEDICT,
CAPE TOWN, June 26, 1894.
Consul.
ORANGE FREE STATE.
RAILWAYS.
The particulars regarding the ocean lines touching at the ports of
Cape Town, Port Elizabeth, East London, and Durban (Natal) will be
found in the reports of the consuls stationed thereat. These ports are
connected with the Orange Free State by railways which run into one
great through line before entering this State. With the exception of
the Natal Free State Railway, which is controlled by the Natal Govern-
ment, all the other lines in the Free State and south of it are worked
by the Cape Colony Railway Government. The terminus of the Natal
Free State Railway is Harrismith, but the line will soon be constructed
to a point between Kroonstad and Winburg, to join the great through
line, in which case it will have a length of 240 miles, reckoned from
Durban (Natal) to the junction on the great through line. The termi-
nus of the Orange Free State through line, into which all the port
J
474
HIGHWAYS OF COMMERCE.
lines run, is Pretoria. The distances from Pretoria to the different
ports are: To Cape Town, 1,040 miles; to Port Elizabeth, 740 miles;
to East London, 692 miles.
To find the distance to Bloemfontein from any of the above-given
ports, subtract 290 miles from the number of miles given.
In fine weather the railway is in a fair condition, but in the rainy
seasons the line is dangerous, especially that part from Norvals Pont
to Johannesburg. This is owing to the line being in use only a few
years and the track not having thoroughly settled; besides, the ground
is of a particularly soft nature, and washes away in case of even mild
rains.
We have only single-track railway lines. The communication is
daily, and goods trains run to the number of six per day either way
(north or south). The first-class passenger fare is 6 cents per mile.
The following schedule of freight rates gives full information upon
this phase of the subject:
GOODS RATES TO AND FROM STATIONS WITHIN THE ORANGE FREE STATE.
Local classification of goods between stations within the Orange Free State.
Grain and agricultural produce are included in the fourth class, otherwise, with
the exception of stone fencing posts, which are conveyed in truck loads at 1d. per
ton per mile, subject to a minimum charge of 1s. 3d. per ton, station to station, at
owner's risk; the ordinary classification is observed.
Local rates between stations within the Orange Free State.
First class, 6d. per ton per mile; minimum charge 5s. per ton. Second class, 41d.
per ton per mile; minimum charge 3s. 4d. per ton. Third class, 2d. per ton per mile;
minimum charge 18. 8d. per ton. Fourth class, 1d. per ton per mile; minimum
charge 1s. 8d. per ton.
Live stock and vehicles are charged at the ordinary mileage scale, according to
distance as per tariff applicable to the Cape Colony.
Through rates per 100 pounds between the colonial ports and stations in the Orange Free
State, exclusive of cartage
From-
Cape Town.
Port Elizabeth.
To-
Wool,
Wool,
1
2
3
4
skins, 1
hides.
23
4
skius,
hides.
8.
d.
S.
Donkerpoort.
d. s. d. s. d.
11 8 10 3 4 7 4 0
8. d. S. d. 8. d.
s. d. s. d.
8.
d.
4 7
7 73 60
2 5 2 11
2 5
Priors
11 10 10 31 4 71 4 1
4 74
7 9
6 3
2 6
2 2
26
Springfontein
12 1 10
3 4 10 4 2
4 10
8 1
6 5
2 8
2 3
2 8
Jagersfontein Road
12 2
10 4
5 0
4 3
5 0
8 2
6 9
2 9
2 5
2 9
Edenburg.
12 2
10 4
5 2
4 5
5 2
8 3
7 2
2 10
2 6
2 10
Bethany
12 3
10 5
5 3
4 6
5 3
8 4
7 3
3 0
2 7
3 0
Bloemfontein
12 3
10 5
5 6
49
5 6
8 5
7 4
3 4
2 10
3 4
Brandfort..
12 4 10
10 6
5 10
4 11
5 91
8 8
7 5 3 8
3 0
3 7
Winburg Road………
12 41 10 6
6 1
5 1
6 0
8 9
7 6
4 2
3 3
3 11
Ventersburg Road
12 5 10 7
6 5
5 4
6 2
8 10
7 7
4 5
3 5
4 0
Kroonstad
Heilbron.
Viljoen's Drift..
12 5 10 7 68
56
64
8 11
7 8
4 9
3 8
4 3
12 6 10
87 2
5 10
6 10
9 0
7 9
5 2
3 11
4 7
12 6 10 8 7 6
6 1
7 0
9 1
7 10
5 6
4 2
4 10
*
HIGHWAYS OF COMMERCE.
475
Through rates per 100 pounds between the colonial ports and stations in the Orange Free
State, exclusive of cartage-Continued.
From-
East London.
Grahams Town (Port Alfred).
To-
Wool,
Wool,
1
2
3
4
skins,
1
2
3
4
skins,
hides.
hides.
8.
d. s.
d.
s.
d. 8. d.
8.
1.
co
d. s. d. s. d. 8.
d.
s. d.
Donkerpoort...
6 11
5
7
2
23
1 101|
2 23
7 9
612 612
11
2 61
Priors
Springfoutein...
7 03
5 93
2
3
1 11
2 33
7 6
5 11
2 5A 03
2
7 5
5 10
2 5
2 1
2 5
7 2
5 9
2 4 2 0
2 4
Jagersfontein Road
Edenburg.
Bethany
7
6
6 0
2 6
2 2
2 6
7 3
5 11
2 5 2 1
2 5
-
7 7
6
6
2 8
2 4
2 8
7 4
6 3
2 7
2 3
2 7
7 8
6 8
29
2 4
2 9
7 5
6 5
2 8
2 4
2 8
Bloemfontein
7 9
6 9
3 1
2 7
3 1
7 6
6 7
3 0
2 7
3 0
Brandfort..
8 3
6 10
3 5
2 10
3 1
8 2
7 0
3 4
2 9
3 3
Winburg Road.
8 4
7 0
39
3 0
3 6
8 3
7 1
3 8
2 11
3 5
Ventersburg Road.
8 5
7 2
4 2
3 3
3 9
8 4
7 2
4
0
3 2
3 8
Kroonstad
8 6
7 3
4 6
3 5
4 0
8 5
7 3
4 5
3 4
3 10
Heilbron...
8 7
7 5
4 11
3 9
4 4
8 6
7 4
4 9
3 8
4 3
Viljoen's Drift .
8 8
7
6
5 3
3 11
4 7
8 7
7 5 5 1
3 11
4 6
Timber and undamageable iron, sugar, coffee, soap, rice, candles, imported flour,
oatmeal in bags, fire bricks, cyanide of potassium, asbestus, buckets (mining), zinc
ingots, mining jacks, and mining and other machinery (excepting agricultural,
charges for which see classification) consigned from the forts to stations, Winburg
Road to Viljoen's Drift inclusive, are charged 10 per cent off the second-class rates as
shown, with the exception that the rates for timber per 100 pounds to Brandfort,
Winburg Road, Ventersburg Road, and Kroonstad, exclusive of cartage, are:
To-
Brandfort..
Winburg Road………
Ventersburg Road………
Kroonstad.
From-
Cape Town.
Port Eliza-
beth.
Grahams
Town
(Port Alfred).
East London.
8.
d.
8. d.
S. d.
8. d.
7 8
5
7
5 2
5 2
8
3
6 3
5 10
5 10
8 10
6 10
6
5
6
5
9
4
6 11
6 6
6
6
The rates per 100 pounds for mining and other machinery (excepting agricultural
and machinery of colonial manufacture, charges for which see classification), sugar,
coffee, rice, soap, candles, imported flour, oatmeal in bags, fire bricks, and cyanide of
potassium, asbestus, buckets (mining), zinc ingots, and wagon jacks from the under-
mentioned stations, exclusive of cartage, are:
To-
Donkerpoort.
Priors..
Springfontein.
Jagersfontein Road……
Edenburg..
Bethany
Bloemfontein
Brandfort...
From-
Cape Town.
Port Eliza-
beth.
Grahams
Town
(Port Alfred).
East London.
8. d.
8.
d.
8. d.
9 11
6
0
5
7
S. d.
6 13
9
13
6
3
5
93
5 111
9
2
6
5
5
10
5 9
9
23
6
6
0
5 11
9 3
6
6
2
6
3
9
6
6
6
9
4
6
8
9
6
4
9 41
681
6
With the foregoing exceptions, clause 153 of the tariff book to apply to traffic for
stations Donkerpoort to Brandfort, inclusive.
ر
476
HIGHWAYS OF COMMERCE.
Cast-iron pipes, when declared undamageable, are conveyed to stations in the
Orange Free State at the second-class rate, less 10 per cent, and the same rate applies
to tubes and piping consigued from the ports.
The rates charged for goods between stations in the Cape Colony and those in the
Orange Free State, other than those before mentioned, are the sum of the charge at
the published tariff for the rail journey within the Cape Colony, 1 mile 1 chain
beyond Norvals Pont station, and the local rate for the journey within the Free
State, with the following exceptions, viz:
(1) Live stock and vehicles are charged at the ordinary mileage scale, according
to distance, as per tariff applicable to the Cape Colony.
(2) Where charging at the rates from the ports of the respective systems-i. e.,
Cape Town for western, Port Elizabeth for midland, and East London for eastern
system-amounts to less, the port rates are charged, except in the case of stations on
the branch lines from which the distance is greater than from the port, when the
local rate for the extra mileage is added to the port rate.
Special-class traffic.
For articles mentioned in clauses 145, 156, and 157 of the tariff book, when con-
signed from the ports to stations within the Orange Free State, the rates, according
to class, are charged as shown above (fresh fish being chargeable at the fourth-class
rate), excepting in the case of imported produce (clause 157), when a uniform rate of
3d. per ton per
mile is charged for the entire mileage; when consigned from stations
other than the ports, the same mileage rates are charged as within the Cape Colony.
Goods reconsigned from Bloemfontein to the Transvaal.
A rebate will be allowed on consignments sent by rail from Cape Town, Port Eliz-
abeth, or East London to Bloemfontein, and subsequently sold there in bulk or in
part lots to merchants and others resident in the South African Republic, on the
weight sent by rail from Bloemfontein to the Transvaal, of the difference between
the ordinary rates charged from the ports to Bloemfontein plus the rates Bloemfon-
tein to destination, and the through rates from the respective ports to ultimate des-
tination, less 6d. per 100 pounds for delivery, collection, and handling of the goods
at Bloemfontein.
Senders consigning goods from Bloemfontein to stations in the South African
Republic, on which they intend to claim the rebate before mentioned, must produce
proof at the time that the goods were originally consigned to them by rail from the
respective ports.
HIGHWAYS.
The Free State highways have an average width of 75 feet. They
are neither paved nor macadamized; in fact, these highways are, in
ramy seasons, in such a condition as to make traveling impossible.
They are the worst roads that could be found in any civilized country.
Goods over these highways are transported by means of ox wagons.
which can load up to 4 tous. The usual rate of freight is 24 cents per
ton per mile.
Passengers are carried over these highways either by post carts or
by private conveyance at the rate of 20 cents per mile.
E. R. LANDGRAF,
BLOEMFONTEIN, July 28, 1894.
Consular Agent.
HIGHWAYS OF COMMERCE.
477
NATAL
OCEAN LINES.¹
The Castle Mail Packet Company.'-The following are the names of the
vessels of this company, together with their tonnage and horsepower:
Name.
Name.
Tons.
Approxi-
mate
horse-
Approxi-
Tons.
mate
horse-
power.
power.
Tantallon Castle
5,700
Dunottar Castle.
8,000
Drummond……….
5,500
Arundel Castle.
6, 600
3,705
Garth
8, 600
4, 700
3, 705
Roslin Castle..
4,350
Grantully Castle..
3,600
Norham Castle…
4,800
3,489
Harlcote Castle.
3,300
4,392
Hawarden Castle.
5, 100
3, 200
Warwick Castle.
1,884
4,393
2, 957
Pembroke Castle..
5, 100
Dunbar Castle……
2,500
3,950
Doune Castle.
2,700
2,700
3, 800
Lismore Castle.
2,778
Mettwen Castle
Courland
1, 620
2,700
1, 620
3,800
2,778
1, 241
Venice
511
All these vessels are used in the ocean service, excepting the two
last which are used in the coasting trade.
The rates of freight from London to South Africa are:
Class I.
Class II.
Class III. Class IV.
Mail steamers:
8. d.
8. d.
To Cape Town and Algoa Bay.
47 6
33 9
S.
d.
25 0
s. d.
•
22 6
To Mossel Bay, Knysua, and Kowie.
52 6
38 9
30 0
27 0
To East London and Natal, including lighterage..
55 0
41 3
32 6
30 6
To Delagoa Bay, including landing.
57 6
45 0
42 6
37 6
Intermediate steamers:
To Cape Town and Algoa Bay..
45 0
32 6
25 0
22 6
To Mossel Bay, Knysna, and Kowie..
50 0
37 6
30 0
27 6
To East London and Natal, including lighterage….
To Delagoa Bay, including landing.
52 6
40 O
32 6
30 0
57 6
45 0
42 6
37 6
The different classifications can be learned at any of the company's
offices. The rates of freight homeward vary according to the class of
goods.
The rates from Cape ports to Natal and between intermediate ports
vary according to the class of goods, as follows:
Rate per ton from Cape Town up the coast.
Cape Town
Mossel Bay
Algoa Bay.
East London.
From-
•
To-
Mossel Bay.
Algoa Bay.
East London.
Natal.
s. d. s. d.
s.
d. 8. d.
8.
d. 8.
d.
s.
d.
s. d.
10 0 to 17 6
10
0 to 15 0
14
0 to 20
0
12
6 to 22 6
10
0 to 17
6
17
6 to 22
6
15
0 to 25 0
10
0 to 17 6
10
0 to 20 0
12 0 to 17 6
All freights with additional 10 per cent primage.
¹ Memorandum from the company's office at Durban supplied to the United States
consular agent at that place.
478
HIGHWAYS OF COMMERCE.
RAILWAYS.¹
The railways of the Colony of Natal are all owned and worked by the
railway administration of the colony.
The termini of the existing lines are: (1) Charlestown, on the border
of the South African Republic; (2) Harrismith, in the Orange Free
State Republic; (3) Dundee coal fields; (4) Verulam, north coast line;
(5) Isipingo, south coast line. A small map of the railways accompa-
nies this memorandum.
The total length of the lines now open for traffic is 399 miles, and
distances may be thus stated:
From Durban to-
Miles.
From Durban to-
Miles.
Pietermaritzburg (capital of the colony)..
Ladysmith..
Charlestown
Harrismith
701
1891
306
2491
Coal fields
Verulamı
Isipingo
2381
191
11
The railways of the colony are all in first-class order, and are well
equipped, and capable of conveying a much larger traffic than now
passes over them. They are all single lines, on a 3 foot 6 inch gauge,
and are laid throughout with steel rails, varying in weight from 45 to
62 pounds per yard. All intermediate stations, or nearly all, are cross-
ing places, telegraph stations, and post-offices.
The frequency of communication varies according to the needs of the
traffic and population. On the main line, between Durban and Charles-
town and Harrismith, there is one through train each way daily, Sun-
days included, and goods trains according to the necessities of the
traffic. Between Durban and Pietermaritzburg there are three trains
daily. Between Durban and Verulam there are four trains, and between
Durban and Isipingo three trains each way daily.
SUPPLEMENTARY INFORMATION.
Under date of May 9, 1895, Consular Agent Prince, of Durban, trans-
mitted to the Department printed copies of the Natal port captain's
report and the annual report of the Durban Chamber of Commerce,
both publications being for the year 1894.
The following paragraphs are taken from the report of the Durban
Chamber of Commerce:
NATAL RAILWAYS.
There are now open for public traffic in this colony 399 miles of railway, all being
single lines (with ample sidings and loop lines), on a gauge of 3 feet 6 inches, the
whole being the property of and worked by the colonial government, under the
general management of Mr. David Hunter.
¹ Memorandum supplied by General Manager Hunter, Durban, at the request of
the United States consular agent.

27
28
33
32
29
30
31
31
29
30
27
26
BECHUANA
DAN D
Brandfort
4
aPRETORIA
JOHANNESBURG
WITWATERS RAND GOLD FIELDS
SOUTH
Ca
ttl
le
A
F
&
R
1
Wheat
Heidelberg
Viljoens
Drift
POTCHEFSTROOM O
محمد
C
A
135 M. to Johannesburg
Standerton
Vaal
Sand
R
R.
F
Kroonstad
Winburg
GE
W
h
I
0
O
BLOEMFONTEIN
Ο
N
A
PE
Aliwal North
Wh
Burghersdorp
27
Heilbrono
&
C
E
ليا
E
Caledon
R.
150 M to Johannesburg
t
1
e
t
BB
ม
S
TA
Bethlehem
T
ليا
HARRISMITH
5300 f1
249 M
234 M.
Albertina
5400 f
N
Middelburg
Coal
0
DE KAAP GOLD FIELDS
Barberton
184 M. to Barberton
4.
Charlestowny
5100 A304 M.
S
1
a
285 M
Ingogo
4100
Jugagane
4100 f
468 M.
NEWCASTLE
900 f
P
Buffalo
Coal
U
B
Utrecht
50 Mto Vryheid
230 M
237M
Dundee
4000 f
-Vryheid
C
SWAZI
Usutu
LAN D
Pongola
Glencoe Junction
4200 fr
ULUNDI
Reenen
5500 f:
Rorkes
Drift
218 M
Brakwall
4600 fr
189 M.
Pomeroyo
ADYSMITH
3300 f
Mont aux Sources
Tugela
173 M.
Colenso
3200 f
Cathkin Peal
or Champagne Castle
Escourt 146 M.
3800 f:
N
A
Mooi R
125 MMooi River
T
Greytown
A
L
B A
SU
T
0
Wh
he
a
t
M
a
Z
L
A
N
D
Orange
R.
CD
a t
COLONY
e
Giant's Castle
W
4600 ft
Lidgettown
99 M
4000 f:
88M
Howick
3400 f:
PIETERMARITZBURG 70% M
Hancocks
Drift
RIQUALAN D
EAST
100 M to Koksta
28
29
Harding
Kokstadt
2218 f
Eshowe
T
Lower Tugela
a
Ո
ก
Lorenzo Marque
DELAGOA BAY
26
R
MAPUTA
LAND
27
Umvolosi
L
R.
Tugela R.
A
N
D
St Lucien L.
C. Vidal
19 M
Verulam
170 f
NATAL GOVERNMENT
Richmond
Camperdown
48 M 2500 ft
Botha's Hill 31 M.
2400 f:
17 M
Pinetown
1200 ft
Isipingo
29 fi M
S
THE MARBLE
DELTA
n
$0.0
180 MT5 U
Umkomanzi
Umzinto
Umzimkulu R.
(Port Shepstone)
PONDOLAND
Umtamvuna R.
Long. 30 E. of Greenwich
DURBAN
The Bay
31
32
RAILWAYS
SHORTEST ROUTES
TO THE
GOLDFIELDS
SCALE OF MILES
10
20
30
40
50
DURBAN TO
CHARLESTOWN 304 MILES
" VERULAM
19
15
ISIPINGO
LADYSMITH TO HARRISMITH
][
11
60
GLENCOE JUNCTION TO DUNDEE
7
Natal Government Railways shewn thus
Other Railways
Proposed Railways
Coach Routes
Gold
Coal
Altitudes
4600 f:
31
29
30
33
A.Hoen & Co. Lith. Baltimore.
28
HIGHWAYS OF COMMERCE.
479
Our railways connect the port with the town of Durban (a distance of 2 miles), as
also Durban with Verulam (19 miles), on the north coast, and Isipingo (11 miles), on
the south coast, and the numerous sugar plantations en route to these coast towns;
Pietermaritzburg (71 miles), the capital of the colony; Ladysmith (190 miles), the
junction of the lines to the borders of the South African Republic and the Orange
Free State; and Charlestown (Coldstream), on the border of the South African
Republic (304 miles). There is a branch line (8 miles) from Glencoe Junction (231
miles from the port) to Dundee and the coal fields in that neighborhood, and another
branch line to Harrismith (59 miles from Ladysmith), Orange Free State.
· Through passenger trains (first, second, and third class) are run every day from
Durban to Harrismith and Charlestown, from which latter place conveyances leave
for Heidelberg (98 miles) and Johannesburg (145 miles), as also direct conveyances
for Barberton (180 miles) and Ermelo and other places en route.
Passenger trains leave Charlestown and Harrismith every afternoon, and Lady-
smith twice every week day and once every Sunday for Durban; and the trains that
leave Charlestown and Harrismith on Friday arrive here on Saturday morning in
time to catch the outgoing steamer.
The M'Fongosi, New Republic, and Zululand gold fields may be reached in two to
four days from here, by rail and horse conveyances. The Umzinto gold fields are
situated about 55 miles from Durban, via Isipingo (by rail), from which place pas-
senger carts run.
A general readjustment of rates will take place as soon as our railway is open to
Johannesburg, when it may be reasonably expected that this colony will recover
much of its trade, which has been temporarily diverted to Cape ports and Delagoa
Bay.
The Delagoa Bay Railway has been opened and is now in full swing, and forms an
important factor in the distribution of the South African import trade.
MAIL AND PASSENGER SERVICES.
On the connection at Johannesburg of our railway with the Cape and Delagoa
Bay lines, our mails from and to Europe will be carried overland between Cape Town
and Durban.
On the representations of the chamber, arrangements have been made by which
if at least four passengers for Natal, arriving at Cape Town by any mail steamer, desire
it, a carriage for their accommodation will accompany the mails overland from Cape
Town to East London.
The chief want now felt in connection with the passenger traffic from Cape Town
seems to be a quicker steamship service, and it is reasonable to hope that, in the
near future, arrangements will be made by which steamers for the purpose will do
the trip from Cape Town to Durban in from two and one-half to three days.
PORTUGUESE MAIL CONTRACT.
This colony still labors under the injustice of paying higher rates for passengers
and freights from London than are paid from Lisbon to Delagoa Bay by the same
steamers, but this inconsistency must soon remedy itself.
INCREASE OF STEAMSHIP FREIGHTS FROM EUROPE.
In February the steamship companies trading to south Africa made certain
increases in the rates of freight upon goods from British ports to south African
ports. These increases were resented generally in south Africa as being unjustifi-
able, and exception was taken to their being brought into operation without the
promised notice being given to shippers. Correspondence with the South African
Merchants' Committee in London and others was submitted to a meeting of this
Chamber on June 4, and the following resolution was adopted:
"That this chamber can not agree to the contention of the steamship companies
as to the reason for increase of rates, and recommends the reconstruction of the
480
HIGHWAYS OF COMMERCE.
South African Merchants' Committee in London by the substitution of elected rep-
resentatives chosen by chambers of commerce at each port from Cape Town to
Delagoa Bay, and that the various chambers be communicated with for the purpose
of arranging details.”
The chambers of commerce at other south African ports were communicated with,
but no agreement was arrived at.
CABLE RATES.
For some years past the chamber has been urging upon Government the desira-
bility of a reduction in cable rates. As the result of negotiations between Sir
James Sivewright and the several South African governments, it has been arranged
that from April 1 the cable rates shall be reduced to 5s. per word for the public and
2s. 6d. and 18. 6d. for Government and press work, respectively, on the payment of
subsidies to the Eastern Telegraph Company of £15,000 by the Cape Colony, £10,000
by the Transvaal, and £5,000 by Natal. It appears to the chamber that the
contribution by Natal is too large in proportion to that by the Cape and the Trans-
vaal, but in any case the reduction in rates will be generally welcomed.
CENTRAL AFRICA (BRITISH.)
According to a report to the British foreign office by Commissioner
Johnston, dated Zomba, March 31, 1894, British Central Africa is the
name given to a considerable area of south-central Africa which lies
for the most part within the northern basin of the Zambesi, but which
also includes within its limits a considerable part of the watershed of
the Upper Kongo. It is bounded on the north by the Kongo Free
State, the waters of Tanganyika, and German East Africa; on the east
by the German and Portuguese East African possessions; on the south
by the Portuguese possessions on the Zambesi, by the middle course of
the Zambesi River, and by German Southwest Africa; and on the west
by the Portuguese Province of Angola.
Following are extracts from Commissioner Johnston's report:
It is almost unnecessary to call attention to the fact that the part of Africa now
under review is a land of great lakes. Lake Tanganyika, which forms part of the
northern limit of British Central Africa, is over 400 miles in length, and varies from
60 to 30 miles in breadth. Lake Nyassa, the next in size, and the third biggest lake
in Africa, is about 360 miles long, and varies from 13 to 40 miles in breadth. Lake
Mweru, according to Mr. Sharpe's latest survey, has a total length of 68 miles (from
entrance to exit of Luapula) and an average breadth of 24 miles. As to area of the
mysterious Lake Bangweolo, it is difficult to pronounce an opinion. Its approximate
area of open water during the dry season is 1,672 square miles, though immediately
after the heavy rains of January and February it is probable that the area is doubled
by the rise of water over the extensive marshy country lying to the south of Lake
Bangweolo.
Although it lies outside the limits of British Central Africa, I might allude to the
extensive and curious salt lake, Rukwa, which is situated not far distant from our
northern boundary. This lake is about 120 miles long, and averages 12 miles broad.
Its southern end opens out into a number of small gulfs. This lake is evidently but
a shrunken remnant of what was once a large sheet of fresh water, probably drain-
ing into the Songwe Valley and Lake Nyassa. Between Lakes Tanganyika and Mweru,
HIGHWAYS OF COMMERCE.
481
is a salt lake, also called Mweru. In the dry season this lake would appear to be
reduced to an enormous marsh, while in the height of the rainy season it probably
presents, in the central portion, stretches of open water. Mr. Sharpe, who was its
discoverer, states that canoes can not penetrate the thick encircling reed belts of
this swamp. In the southeastern part of the protectorate, between the south end of
Lake Nyassa and the Mlanje Mountain, lies the salt lake usually known by the name
of Shirwa. It is very difficult to decide to what river system Lake Shirwa was
attached in bygone years. Between its northeast corner and the valley of the Upper
Shire, is a plain, which in parts perhaps does not rise more than 50 feet above the
Shire.
The Zambesi is, of course, the most important stream through British Central
Africa as regards length of course and volume, though, owing to the extension of
Portuguese territory over part of its northern basin, it is very much cut off from
present contact with our influence, and is, consequently, far less thought of and
talked about than the Shire, which we regard as our own peculiar river. The Zam-
besi is dubiously navigable for canoes from the junction of the Kabompo on the
north to Sesheke near the junction of the Tshobe; after that, supervene the rapids
and the grand Victoria Falls. The navigability of the river is not resumed, at least
in any appreciable extent, until a place called Mwankis is reached. From Mwankis
to the Kansalo Rapids I believe canoes and boats can proceed for a certain distance,
but the best stretch of the river in the interior for more or less continuous naviga-
tion, where I am told it is possible for steam launches to ply, is from the confluence
of the Kafue, past Zumbo, to the rapids about 40 miles below Zumbo, which are
sometimes called the Perizengi Rapids. This stretch will, in future, be of some
importance to British Central Africa. Below the Perizengi Rapids, all idea of navi-
gation has to be abandoned until one reaches near Tete. From Tete to the junc-
tion of the Zambesi and the Shire, the river is more or less navigable for canoes all the
year round, though great difficulties are experienced in the dry season in the Lupata
gorge below Tete, where the breadth of the river is restricted to about 60 yards, and
where the velocity of the current is 4 to 6 miles an hour. From Tete to the junction
of the Shire, the river can only be navigated by steamers from six weeks to three
months every year, during the rains, in December, January, and February. From
the junction of the Shire and the Zambesi to the Chinde mouth, on the Indian Ocean,
the river is navigable for steamers of light draft, I mean, not drawing more than 2
feet. In the time of full river, vessels of 5 feet and more can navigate the lower
Zambesi and the lower Shire.
The whole valley of the Zambesi, from the confluence of the Kabompo to the head
of its delta, seems to be unhealthy for Europeans, in parts, singularly unhealthy.
Otherwise it should become, by development, one of the richest regions in the
world, as it affords evidence of great mineral wealth, especially coal, and, in parts,
gold; and in all its districts along the lower and extreme upper course the land on
its banks is extremely fertile, and in many respects resembles the Lower Nile Valley
from the fact that its fertility is incessantly renewed by the deposit during the
floods of the alluvium brought down from the hills.
The river next to the Zambesi in importance, though not in length, is the Shire,
so well known that it seems almost superfluous to give much information about it.
Still, it may be mentioned that the Shire is navigable for boats and canoes all the
year round from Chikwawa, just below the Murchison Falls, to its junction with
the Zambesi. In the height of the dry season, the continuous navigation of the
Shire up to Chiromo is suspended for steamers, which have to ply between Chiromo
and Pinda Island and exchange their goods to the other steamers that ply between
Pinda Island and Chinde. The transshipment of goods across Pinda Island is a
source of much trouble, loss, and vexatious disputes with the Portuguese. The
Murchison Falls of the Shire are well known. During their extent the Shire descends
about 1,000 feet. There are one or two little breaks in between the falls which are
navigable for canoes, but not to any extent worth speaking of.
533A――31
482
HIGHWAYS OF COMMERCE.
The navigability of the upper Shire extends from the exit from Lake Nyassa to a
mile or so below Matope, the African Lakes Company's station. The stretch of river
between Lake Nyassa and Malombe is navigable for steamers of considerable draft
all through the year. The difficulties of navigation in Malombe have already been
mentioned. Nevertheless, Malombe can be crossed at all seasons of the year by
steamers drawing not more than 1 foot 9 inches, and in the rainy season by those
drawing 5 feet. Below Malombe the upper Shire is fairly navigable, even for steamers
drawing 2 feet, all the year round. There are only one or two places where any diffi-
culties are met with. One is a spot known as the "Stones," a little below Fort
Liwonde. Here a bed of rocks crosses the river and in one or two places, the rocks
reach the surface of the water and constitute a danger rather in the full river than
with the low, because at low water they can be easily seen and avoided. A little
below the stones there is a broad sand bank which stretches nearly the whole way
across the river. This is opposite the place known as Fort Sharpe, which, indeed,
was built because the steamers were always sticking on the sand bank, and were at
one time exposed to annoyance from unruly natives. Nevertheless, broadly speak-
ing, the upper Shire is navigable all the year round from Lake Nyassa to Matope
(which is 31 miles from Blantyre) for steamers which draw no more thau Her
Majesty's ship Dove (which is, I think, about 1 foot 9 inches). Unfortunately, the
entrance to the Shire from Lake Nyassa is somewhat hindered by a bar of sand,
which, in the dry season, has only from 3 feet 9 inches to 4 feet of water on it. This
bar greatly hinders the entrance to the Shire of the Lake Nyassa steamers, these
latter requiring to draw from 4 to 5 feet of water in order to have sufficient stability
in the stormy waters of that lake.
The next river in importance to the Shire is the Luapula, or upper Kongo, which,
under the name of Chambesi, takes its rise in innumerable streams on the northern
edges of the Nyassa-Tanganyika plateau. From information which I have receivea
from natives I am inclined to believe that the Chambezi, or Upper Luapula, is com-
paratively free from rapids, and is navigable for canoes, and, in its lower course,
for boats drawing about 2 feet of water, and would thus afford a waterway leading
straight into Lake Bangweolo and out again into Luapula, which, again, would be
navigable for a little distance beyond the Lohombo. In its most southern reaches,
the navigation of the Luapula is stopped by the Mambirima Falls. As far as we can
learn, the navigability continues, uninterrupted by rapids or falls, until a point
near latitude 10° 30', where Mr. Sharpe discovered a series of rapids, acting as
a complete bar to navigation, which he named the Johnston Falls. From these
falls, right into Lake Mweru, there were no other obstacles in the river, which
appears to be navigable for boats drawing considerable water. Lake Mweru is, of
course, perfectly navigable even for big steamers throughout its whole length, but
the Luapula, after it leaves Mweru, is again obstructed by rapids.
-
The Luangwa (sometimes known as the Aruangwa) River, which is one of the
most considerable affluents of the Zambesi, is fairly navigable for canoes and rafts
from below its junction with the Mapamanzi down to the Zambesi. In the dry
season, however, navigation is stopped by a series of rapids situated at some dis-
tance north of the confluence of the Luangwa with the Lunsefwa, but I am informed
by M. Carl Wiese that these rapids can be passed during the high river, and that
the black Portuguese traders are in the habit of using the Luangwa River for about
half its course as a means of transporting their ivory and other articles of trade
down to the Zambesi, which they do by building rafts.
About the navigability of the Kafue River we know almost nothing. As it flows
through a very mountainous country, I should say it is probable that the river can
not be navigated even by canoes far above its confluence with the Zambesi.
The Ruo, except in a few patches, is quite unnavigable. I am informed that the
Bua River, which flows into the southwest of Lake Nyassa, can be navigated for
some distance by canoes, and the same is said about the River Rukuru, which flows
into the northwest part of the lake.
HIGHWAYS OF COMMERCE.
483
1
According to the accounts of Livingstone, a good many of the streams which
flow into the northeastern part of Bangweolo can be ascended for some distance in
canoes. The River Lofu, which flows into the south end of Lake Tanganyika, has
been ascended by myself for about 15 to 20 miles in a large boat. None of the other
rivers in this part of Africa, so far as I am aware, afford any permanent navigability
even for native canoes. I think it is hardly necessary to point out that none of these
rivers can vie with the Kongo or its great tributaries for facilities of navigation; on
the other hand, so much of the Shire and Zambesi as can be navigated does not offer
greater difficulties than may be met in the Niger and Benue, and perhaps has a less
marked deficiency of water in the dry season.
So far as the observations of Mr. Crawshay extend in relation to the somewhat
sterile districts stretching between Lakes Mweru and Tanganyika, there is the nearest
approach in that region to anything like desert which can be found in this part of
Africa. There is also a dry and little-watered country in the vicinity of the lower
Shire, and possibly along the northern bank of the central Zambesi.
1
Perhaps the greatest curse which nature has laid on this and other parts of south-
central Africa is the existence of the tsetse fly. Were it not for this the value of
the country would be centupled. In the first place, the difficulties of colonization
would be solved, and also the difficulties of that conquest which must sooner or
later take place if the slave-raiding tribes are to be kept under control. At present
it is only over small and widely separated patches that horses and cattle can be kept
free from the attacks of the tsetse fly. For instance, there is no tsetse fly on the
road from Katunga to Zomba, a distance of over 60 miles. The convenience of this
may be estimated from the fact that I can ride from Katunga to Zomba, with a change
of horses, in two days, whereas it would take me three day's hard and very uncomfort-
able traveling to perform this journey in a machilla. On the other hand, I can not
ride over to Mlanje, which is only some 40 miles distant, because there is a bolt of
tsetse-haunted country in between. Neither can I ride the short distance of 21
miles to the upper Shire, for the same reason. Were it not for this, we could keep
the whole Shire province under control by a small troop of fifty mounted police.
Nevertheless, we may be thankful that when proper precautions are taken it is quite
possible, and not even very difficult, to introduce horses into the Shire highlands.
The tsetse fly appears never to go near the edge of a river or to fly over a river. Con-
sequently, when horses and cattle are being brought up in steamers they are not
attacked by the tsetse as long as they do not leave the river; and inasmuch as the
piece of shore between Katunga and Chikwawa is free from tsetses, we are able to
land horses there and send them up into the highlands, where the fly is absent. By
taking the horses down at night through the fly belt between Zomba and the upper
Shire to Mpimbi and embarking the beasts at once, they could also be got up to Lake
Nyassa without being bitten. There is a considerable area around Fort Johnston and
the south end of Lake Nyassa where there is no tsetse fly, and nearly all the country
along the eastern shore of the lake is without this pest. On the contrary, the tsetse
occurs in patches along the west coast, but is quite absent from the north end of the
lake. The southern shore of Lake Tanganyika is infested with the fly, which kills
even dogs, goats, and donkeys, the two latter beasts generally escaping. The
fly is scarcely ever found above 3,000 feet. The Luangwa Valley, on the other hand,
is full of tsetse; so are certain portions of the Zambesi banks.
There is one hope as regards the extermination of this fly, and that is that it
always dislikes the presence of human beings and avoids human settlements. It
also seems to depend for its existence on large herds of game. Therefore, by increased
settlement and population of the country and the reducing the herds of wild animals,
we may hope in time to exterminate the tsetse to the same extent as it has by past
action of man been got rid of throughout the Soudan, where one never hears of it,
and likewise in the regions of the Niger.
1 A hammock carried by native porters.
484
HIGHWAYS OF COMMERCE.
:
In 1891, not counting the British and Portuguese gunboats, there were three
steamers plying on the Zambesi and lower Shire, three steamers on Lake Nyassa, and
one steamer on Lake Tanganyika. All the Nyassa and Tanganyika steamers were
British, and of the others on the Zambesi and Shiro one was Dutch and two were
British. At the close of the year 1893 there remained one British steamer on Tan-
ganyika, but on Nyassa, besides the three British gunboats (one of which plies the
upper Shire), there were four other steamers on that lake, one German and three
British. On the Zambesi-Shire there are now no less than six steamers, all of which
are British. The Dutch steamer already mentioned is no longer in existence. One
of the steamers, now called British, was originally a German boat, the Pfeil, but I
believe I am right in stating that this vessel is now a British steamer and belongs
to the African Lakes Company. I think there are three Portuguese gunboats, if
not more, on the Zambesi, and there are the two British gunboats, the well-known
Herald and Mosquito. At Chinde there are two tugs, which either ply between the
river and the sea at that place or run to Quilimane, connecting with those steamers
which are too large to cross the Chinde bar, or exchanging cargo and passengers
with the ocean steamers in smooth weather outside the bar. I am informed that
there are no less than 100 barges and lighters now on the Zambesi-Shire, of which
about 80 belong to British traders.
The British concession at Chinde has attained a marked development since it was
first made over to us at the beginning of 1892. A good deal of marsh has been
drained, groins have been built to protect the foreshore, and an attempt has been
made-not very successful as yet-to create a small dry dock for the repair of the
gunboats and river steamers.
The dangers and difficulties of the Chinde bar have been from the very first per-
sistently exaggerated. At one time the Union and Castle lines of South Africa
stopped all communication with Chinde, and the German East African Line had not
commenced its service. At this juncture Mr. Rennie's line of Aberdeen steamers
came to the rescue, and the Induna began to run from Natal to Chinde. This may
be said to have turned the tide in our favor. Finding that the Induna did not come
to grief, the German line next proceeded to call; and, last of all, the Union Com-
pany established a service to Chinde on more or less fixed dates.
Before leaving the subject of water transport, I might complete my list of the
means of locomotion at present available on lakes and rivers by stating that the
London Missionary Society has a large sailing boat in addition to its steamer on
Lake Tanganyika, and the administration is now conveying to that lake an iron
sailing boat in sections for use at the south end of Tanganyika, and also a boat of
the same description for Mweru. We have already one sailing boat on Lake Mweru,
which is very useful for visiting the upper Luapula. On Lake Nyassa, besides the
steamers mentioned, there are three or four lighters belonging to the African Lakes
Corporation, and two large boats (one of them a kind of steam launch) belonging
to the Universities' Mission; the German Government also has a huge barge. The
administration has a lifeboat at Deep Bay and a good-sized boat attached to the
Fort Maguire Station; and in addition four large boats and three small ones on
the upper Shire, besides two barges and five boats on the lower Shire and two on
the Ruo-one, at Fort Anderson and one at Chiromo. Perhaps it may be interest-
ing to give the names of some of our boats, by which I have tried to commemorate
celebrated African explorers connected with British enterprises in Central Africa.
We have the Henry Barth, the John Kirk, the Fred Elton, the Richard Burton, the Speke,
the Grant, the Alfred Sharpe, the Joseph Thomson, the Bruce, the John Buchanan, etc.
The administration had not long started when the question of overland transport
was brought prominently before it. At first I was in favor of constructing a car-
riageable road direct from Chiromo to Zomba and thence to the upper Shire, because
the Shire above Chiromo is so difficult of navigation during certain months of the
year. The construction of this road was commenced, and it was decided that it
should pass close to Mlanje, so as to open up communication with that important
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485
district, but the difficulties were so great that but little progress has been made
with this direct road up to the time of writing, though I have given out one or two
sections by contract. It was soon decided that it was of far more benefit to the
community that the road between Katunga and Blantyre should be made thoroughly
practicable for wagons. In consequence, Captain Sclater constructed what is now
called the "Sclater road," between Blantyre and Chikwawa. This road was at first
intended to be little more than an enlargement of the old track cut by the African
Lakes Company down to Katunga, but this track was found to follow such a steep
incline in many places that it had to be abandoned and, in consequence, about two-
thirds of the road from Blantyre to the lower Shire is of new and independent
construction. This road has cost the administration a little over £2,000 to construct,
and can scarcely be pronounced to be finished yet, not being properly connected with
Katunga. However, it is practicable for wagons, and, in consequence, is of immense
benefit to the community, especially in the transport of heavy goods. An excellent
road has also been made at a much less expenditure between Zomba and Blantyre,
and in this way Zomba is connected with the lower Shire by a carriage road.
A rough track has been cut from Zomba down to the upper Shire which is suffi-
cient for passenger traffic but quite unsuited to wagons owing to the steep descent
in parts. It has not been worth while making this road carriageable, because the
tsetse fly is found over a portion of it. A considerable section of the road between
Zomba and Mlanje has been made by Captain Edwards, and would have been finished
at the present time but for the violence of the rainy season, which, since December,
has caused all road work to be suspended. This road from Zomba to Mlanje is
intended to be a section of the direct route to Chiromo. Short lengths of road have
also been cut between different places on the upper Shire. Except, however,
between the lower Shire and Blantyre-Zomba, one is not encouraged to spend huu-
dreds of pounds on the making of a carriageable road, because of the presence, in
various tracts, of the tsetse fly, which would render the passage of horses or oxen
too risky for them to be constantly used as a means of transport. I fear the only
certain and practical way of opening up communications with this country will be
by railway running between the lower and the upper Shire.
The postal service was first established by me, acting for the British South Africa
Company, in July, 1891. Prior to that date, there was no postal service whatever
in the country, though the African Lakes Company, in an informal manner, usually
carried the greater proportion of the mails. All letters, however, for the exterior,
had to be posted at Quilimane and stamped with Portuguese stamps. The British
South Africa Company's postal service in British Central Africa now extends from
Chinde on the seacoast to Lake Tanganyika and Lake Mweru; and a monthly
service is also being organized by the collector of the Mweru district for the trans-
mission of letters to the authorities of the Kongo Free State in Katunga. All let-
ters, newspapers, and other mail matter coming from the exterior are accepted at
the rates in force in the countries of origin.
RECENT PROGRESS IN CENTRAL AFRICA.
The following extracts from the annual report of the British acting
consul-general at Zomba, February 7, 1895, give information of develop-
ments in central Africa since the date of Commissioner Johnston's
report:
Steamers, barges, etc., on rivers and lakes.—At the end of 1894 there were, upon the
lower Shire and Zambesi rivers, not including gunboats, nine steamers plying, three
of which were built in 1894. The number of barges and cargo boats has also been
considerably increased. On the upper Shire one new steamer, the twin-screw steam-
ship Livingstone, has been built during the past year; several new barges and boats
have also been built on the upper Shire, and several vessels for use on Lake Nyassa.
486
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Another steamer, the property of the German missionaries, has been constructed for
use at the north end of Lake Nyassa. A steel sailing vessel has been placed on Lake
Tanganyika by the African Lakes Corporation, Limited, which is intended to open
up trade between the south end of that lake and the ports on its eastern, western,
and northern shores.
Transport.—A serious question which appears at present likely to retard the pro-
gress of the country is the want of satisfactory transport from the Shire Highlands
to what may be considered the head of navigation on the Shire River, Chiromo.
The whole coffee crop of the country has to be transported down to Chiromo during
the months of September and October, and even with the present crops it is found
a difficulty. As each year, the quantity to be carried will be largely increased it
is to be feared that in the year 1896 (at any rate) there will be great difficulty
experienced in getting the produce of the country down to Chiromo before the rainy
season commences. What is needed is a light railway from Chiromo to Blantyre;
it appears, in fact, to be an absolute necessity, unless the advance of the country is
to be materially checked. The length of such railway would be about 70 miles, and
the cost probably between £150,000 and £200,000.
Horses, cattle, etc.-The Shire highlands have proved healthy for horses, mules,
and cattle. A considerable number of horses have been imported from south Africa
during the past year. Care has to be taken in their treatment on the journey up
from the seacoast to Blantyre, and delays on this portion of the route havo to be
avoided; when once, however, they arrive in the Shire highlands they are found to
be freer from sickness than in south Africa. With the importation of horses, and
the improved roads, locomotion has become an easier matter in the Shire highlands
than it used to be. In addition to wagon traffic, a Cape cart at the present date
runs occasionally with passengers from Katunga, on the Shire, to Blantyre and
Zomba, traveling at an average rate throughout of 7 to 8 miles per hour. Cattle
have been imported to the Shire highlands in considerable numbers during the past
year from districts west of Lake Nyassa, and from the German territory at the north
end of the lake. The local German government, however, has recently prohibited
the export of cattle from their north Nyassa regions.
Telegraph.—The first section of the African transcontinental telegraph line
between Blantyre and Chikwawa was opened in September last. The second sec-
tion of the permanent line, between Chikwawa and Tete, on the Zambesi, is now
almost completed, and for some time past there has been communication with Tete
by means of a temporary wire.
The port of Chinde.-This port is rapidly growing in importance, both as a transit
station for merchandise going to and from central Africa, and also as a port for the
shipment of merchandise to and from the Portuguese territory on the banks of the
Zambesi River. The port of Chinde is Portuguese, but has been brought into exist-
ence chiefly owing to the fact that British Central Africa required an outlet at the
mouth of the Zambesi. The total exports from the port for the year 1893 were
valued at £10,201, the total imports being £9,147. In 1894 these rose, respectively,
to £22,236 and £13,737.
Freights from Chinde to Chiromo average about £4 per ton, passages being £7
per person; freights from Chinde to Blantyre, £8 per ton, passages £12; freights
from Chinde to Lake Nyassa (Fort Johnston), £15 per ton, passages £16.
Bank.—During the past year banking operations have been commenced in British
Central Africa by the African Lakes Corporation, Limited. They have established
a bank at Blantyre, with a branch at Chinde. This has done much to facilitate
mercantile business.
Postal. The amount of matter transported by the postal service of British Central
Africa has increased largely during the past year. Taking the month of November,
1894 (as an average month), the total number of articles carried, including post
cards, letters, newspapers, and parcels inward and outward, was 25,592, as com-
pared with 19,383 in November, 1893. In addition to this, the postal service of
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487
British Central Africa has carried gratuitously sealed bags of correspondence to
and from Her Majesty's gunboats on Lake Nyassa.
During the year there have been established new post-offices at Bandawa (Nyassa)
Kota-Kota (Nyassa), Fort Rosebery (Luapula River). A monthly service has been
established to and from Katunga via Lake Mweru.
The parcels post, which was established in 1894, has been found of great service,
and the rate of parcels to England has been recently reduced from 1s. 9d. to 1s. 6d.
per pound. Arrangements have been made for the extension of the parcels post
between the British Central Africa Protectorate and Zanzibar, India, and Aden,
which will come into operation on April 1, 1895. Steps are now being taken for the
establishment of a money-order system throughout the post-offices in British Central
Africa. Post cards for internal circulation and for external (to Great Britain) have
been introduced. English mails reach Blantyre about once a fortnight, a monthly
mail coming via Cape Town, and a monthly mail coming via Zanzibar.
The postal service of this protectorate and sphere still shows an annual loss.
This is due to the fact that incoming mails are only carried to the port of Chinde at
the expense of the country of origin, and the heavy cost of carrying such mails
from Chinde throughout British Central Africa and the lake districts is borne by
the British Central Africa postal service. As an example of the heavy bulk of
postal matter constantly being carried for great distances in this country, I may
instance a mail which reached Tanganyika from Chinde on November 26, 1894,
which weighed over 4 hundredweight, this having been transported for over 1,000
miles from the coast, for a considerable portion of which it was carried on the
heads of native carriers.
Indian traders.-During the past year a number of Indian traders, locally and on
the African coast known as Banyans, have settled in British Central Africa, at
Chiromo, Chikwawa, and Blantyre. It is probable that before long they will have
established stores at the south end of Lake Nyassa. The presence of these men does
a great deal toward encouraging small trade on the part of the natives of this
country, as not only do the natives prefer trading with a Banyan to a European,
but the Banyans are always ready to transact any business, however small. In con-
cluding this short report, I may say that, although the market of British Central
Africa is not as yet a very large one, trade is increasing with such rapidity that there
is every prospect of its being before long a market well worth consideration on the
part of our merchants at home.
ANNUAL REPORT ON CHINDE.
Each year shows a steady increase of the importance of Chinde as a transit station
for merchandise going to central Africa. To British people it is especially important,
owing to its extended water communication with British Central Africa, it being, at
present, the only navigable mouth of the Zambesi. As the town of Chinde is only
1 mile from the sea, the coasting steamers, after entering the harbor, are enabled
to discharge cargo direct into the river steamers and lighters, which convey same to
the interior. The British concession is a piece of ground on the south bank of the
river, with river frontage of one-fourth mile, and a fall back of 260 yards from
the foreshore granted by the Portuguese Government to H. H. Johnstone, C. B., in
the latter part of 1891. It is of great importance to all shippers of through cargo
to English territory. This concession has been divided into several small plots of
about 800 square yards each, which are sublet to the various traffic companies and
merchants for the purpose of building bonded stores for their goods in transit. Thus
merchandise for British Central Africa not immediately transshipped to the interior
can be landed, stored, and afterwards forwarded free of all duties or other charges.
To give some idea how great a benefit this concession is to business people shipping
goods to British Central Africa, where one small iron store existed at the beginning
of 1892, there now stand large iron warehouses which nearly half cover the whole
concession.
488
HIGHWAYS OF COMMERCE.
Another great point to everyone's advantage is being able to avoid the old-fash-
ioned, tedious boat journey up the Quaqua or Quchmane River when that port was
the only recognized entrance for passengers and cargo bound for central Africa,
and which journey often took as long in the dry season as six to eight days through
the most uninteresting part of the country, infested by mosquitos and other ven-
omous insects, to arrive at the end after a journey of about 4 miles overland at a
point on the Zambesi (Vicente) which any of the river steamers can easily reach after
leaving Chinde in one and one-half to two days.
The principal steamship lines running here are the Union Steamship Company every
month, and J. F. Rennie & Sons every three weeks from the south, and the Deuch
East Africa Line and the Union Steamship Company every month from the north.
Besides the vessels of the above-mentioned companies, other steamers have arrived
during the year specially chartered by various firms direct from home. In cases where
steamers are too large to cross the bar at the entrance of the river, connection is
made by a steam tug stationed here. For passenger traffic, the majority of the
Union Steamship Company's steamers which call could not be improved on.
The Chinde harbor is a good one, with plenty of water for a large number of
vessels of deep draft. There are two large hulks moored in the harbor, both of
which belong to British firms. They are of much service, as the coasting steamers
can go alongside to discharge their cargo direct into them, and the river steamers
load in a similar manner, and vice versa.
The harbor is excellent, being as good if not better than that of any harbor on the
coast. There are several powerful steam launches and steel lighters of large
capacity.
The flotilla for river traffic has been greatly increased during the past year by
many new stern-wheel steamers and steel lighters of shallow draft capable of carry-
ing large quantities of cargo. Experience has taught that the best method of taking
large quantities of cargo to the interior is for stern-wheel steamers to tow lighters
on either side; much better than side-paddle steamers towing astern.
The principal inland traffic companies are the African Lakes Corporation, Lim-
ited, and Sharrer's Zambesi Traffic Company.
Chinde is connected with Quilimane by telegraph, and thus has connection with
Chiromo, on the Shire, and Tete, on the Zambesi, including all the intermediate
stations.
There is a Portuguese post-office in Chinde, through which postal matter for Portu-
guese territory is forwarded; all other mails are sent to the British post-office.
The postal-exchange office for British Central Africa is situated in the British con-
cession, there being resident a head postmaster and postmaster. The mails are made
up and exchanged with Europe, India, and south and east Africa.
BLOCKING THE OLD SLAVE ROUTES.
The London Times of May 14, 1895, in an account of recent military operations in
Nyassaland against slave traders, states that immediately after they had been con-
cluded steps were taken to establish a new administration station and fort on
Chikala. "This,” adds the Times, "will form the northernmost of the line of posts
which block the old slave routes to the east coast, and will effectually control the
whole country between the northwest end of Lake Shirwa and the south end of
Lake Nyassa."
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1
GERMAN COLONIES IN AFRICA.¹
In April, 1884, Prince Bismarck gave official recognition to the begin-
ning of the German Colonial Empire by his dispatch to the German
consul at Cape Town announcing the establishment of a German pro-
tectorate over what was then known as Luderitzland, a settlement
founded in 1882 on the west African coast, north of the Orange River,
by a Bremen merchant, Herr Lüderitz. This step was quickly followed
by similar movements. The Togoland and Cameroons protectorates
were proclaimed by Dr. Nachtigal in July, 1884; German East Africa
made a start at the end of the same year, and 1885 saw German pro-
tectorates established in New Guinea and in the Marshall Islands, in
the South Pacific Ocean.
Ten years have now elapsed since this beginning was made, a period
sufficient to allow of stock being taken of the work already accom-
plished by the youngest of the colonizing powers, and of an opinion
being formed as to the success of the enterprise.
The frontiers of all the possessions acquired by Germany, amounting
to about five times the superficial area of the Fatherland, have now
been definitely delimitated, with the exception of the Togo-Hinterland;
and the local administrations, no longer preoccupied with the question
how best to take part in the scramble for Africa, will now be able to
give a more exclusive attention to consolidating German power and
developing the resources of the districts under their charge.
TOGOLAND.
The colony of Togoland is situated on the Slave Coast, in the Gulf
of Guinea, with a coast line, often very difficult of access, 52 kilometers
in length, extending from the frontier of the French colony of Daho-
mey and its dependencies, longitude 1° 41' east of Greenwich, to the
frontier of the transvolta province of the British Gold Coast Colony.
On the east longitude 1° 41' is the boundary; on the west the fron-
tier trends in a westerly direction till it strikes the River Volta, at about
6° 40′ north latitude, and then follows the left bank of the Volta until
that river enters the Anglo-German neutral zone; thence the western
frontier runs due east along the south limit of the neutral zone, and
then trends northward. As stated above, the northern frontier of
Togoland in the direction of Tschantoland is still undefined, and the
total area of the colony can not, therefore, be stated; but the territory
hitherto claimed by Germany is estimated at 60,000 square kilometers.
Sebbe, the capital, lies near the eastern frontier of the colony, but
has little commercial importance. The trade of the colony is centered
at Klein Popo.
¹ Extracts from report of British embassy at Berlin, October 26, 1894.
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Lome is also a thriving town, with no less than fourteen of the
twenty-four factories working in the colony. Other coast towns are
Porto Seguro and Bagida. Kratschi, an important trade center on the
western frontier, a little to the south of the neutral zone, and Kpando,
lower down the Volta Valley, are the largest emporia in the Hinterland.
On March 1, 1888, the first postal agency was opened in Klein Popo.
There had previously been a messenger service, organized by the gov
ernor, between Klein Popo and Quittah, in the Gold Coast Colony,
which was intrusted to the Houssa police. This was, however, found
too onerous, as it monopolized the service and time of ten out of the
twenty-five men of which the force consisted. The head agency at
Quittah of the Bremen firm of Vietor & Sons consequently under-
took to convey the German overland mails from that town to Klein
Popo, and vice versa, three times every fortnight, and the arrange-
ment is found to work very satisfactorily. In March, 1890, a second
postal agency was opened at Lome.
Besides this overland route from Accra and Quittah, the steamers of
the Woermann and English lines deliver and accept mails whenever
possible. (This is not often the case in bad weather.) Postal parcels
can, however, be forwarded only by the Woermann line, and must be
landed at Klein Popo or Lome and not at the neighboring British ports.
There is also a weekly post eastward with Agoue, Grand Povo,
Kotono, and Porto Novo, in the neighboring French protectorate, which
is of use not only for local purposes but for forwarding correspondence
by the French packets to Bordeaux.
Togoland is now connected with the Gold Coast Colony by a tele-
graph line 50 kilometers long, from Klein Popo, via Lome, to the
British frontier, and thence by the African Direct Telegraph Com-
pany's cable with Europe. The line from Lome to Quittah was opened
on January 9, 1894, and the extension to Klein Popo shortly afterwards.
Since April last there has also been opened a telephone between Klein
Popo, Lome, and Shebbe (communication with the latter town being
reserved for official use only).
Togoland, as well as all the other German colonies, have joined the
International Postal Union. In the interior of each colony the postal
rates are the same as in Germany.
To show the progress already made by Togoland, I may, in conclu-
sion, summarize a letter of Herr Vietor, a Bremen merchant long con-
nected with the Slave Coast, which was published a short time back in
the Reichsbote. He begins by contrasting the Togo of to-day with the
Togo of 1884:
In 1884 it was a mere wilderness with four small factories on the coast, of which
Klein Popo alone had the slightest importance. There were then at Klein Popo
three German firms, of which one shortly afterwards retired, one English, and two
French houses. There were not more than three, or at most four, decent dwelling
houses. There was, indeed, an English mission, but it was managed by black mis-
sionaries. Europeans lived there on sufferance, and had several times to claim pro-
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491
tection from German ships. There was no idea of planting trees or forming planta-
tions; not a tree was to be seen even in the courtyards of the few houses which
existed.
And what has ten years of German rule effected? There is, first of all, perfect
security, and no longer any question of dependence on native chieftains. Instead of
three, there are now at least ten. German firms, with thirteen houses, while the two
French houses have each started another subsidiary establishment, not to speak of
the new Government buildings. Almost all the Europeans have comfortable dwell-
ing houses. Besides the little mission alluded to above, there is now the Bremen
mission and two or more Catholic missions on the coast. From Lome and Klein
Popo, fine wide roads lead into the interior. Cocoanut plantations fringe the whole
coast, while inland from Shebbe there is a whole series of coffee plantations. In the
coast towns there is a local police, while a small body of constabulary keep order in
the interior. In Klein Popo there is a Government school and a Government doctor;
road making and arboriculture are both going ahead, and excepting the salary of
the governor and his secretary all this is paid for out of the colony's own income.
CAMEROONS.
The colony of Cameroons, situated on the Bay of Biafra, opposite
the Spanish island of Fernando Po, has a littoral 320 kilometers long,
extending from the Rio del Rey estuary, 4.300 north latitude, to the
River Campo, 2.14° north latitude. It can best be described as an
irregular, pear-shaped territory, abutting, for a short distance on the
north, on the south shore of Lake Chad.
The Cameroons colony may be divided into four parts: (1) The coast
region, a land of primeval forests, a fruitful and rich soil, but moist,
and, for Europeans, unhealthy; it is practically to this littoral that the
German undertakings are, as yet, confined. (2) Adamaua, a high-lying,
grassy, thickly populated table-land, where the temperature is cooler
and the climate much healthier than on the coast. (3) The practically
unexplored Hinterland, forming the basins of the upper Nyong and
upper Ngoko, in the southeast of the colony. (4) The country which
may be described as the Cis Shari Bagirmi, the district lying to the
south of Lake Chad, joined to the rest of the Cameroons by a narrow
neck of land, variously estimated at from 60 to 105 kilometers in width.
The future prosperity of the colony depends on the developments of
Adamaua, along the courses of the Rivers Nyong, Sanaga, and Mbam,
an important feeder of the Sanaga. Factories have been built on the
Sanaga as far up as the Edea Falls. Three days' marching upstream
brings the traveler to the Herbert Falls. The Sanaga River has never
been explored by Europeans above the Nachtigal Falls, about 12.300
east longitude, a curious neglect of what should be the great waterway
into the interior. It is said by the natives to be navigable for a
considerable distance above the falls.
In 1882, before the establishment of the German colony, the Ham-
burg firm of Woermann, which has since then been so closely connected
with German colonial enterprises, established a steam service between
Hamburg and west Africa, making the journey from Hamburg as
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quickly as the British steamers from Liverpool. In 1885 the imperial
post-office arranged with the Messrs. Woermann to take charge of the
mails for west Africa, the firm receiving in return the ordinary inter-
national postal sea-transit charges, and the right to call their vessels
"postal steamers." In 1887 the imperial post-office established a
regular postal agency at Cameroons, which, during its first year's
work, received 6,930 and dispatched 4,200 letters, etc. (including 30
parcels). In 1891 30,000 letters, papers, etc., passed through the
Cameroons post-office, among which were 430 postal orders, amount-
ing to a total of £3,750, and 700 parcels. On the incorporation of
Ambas Bay in the colony, a postal agency was opened at Victoria, for
the use of the factories on the coast from Rio del Rey to Bimbia, and
of the various missions. The postmaster in Cameroons receives £375
a year salary from the imperial post-office. Additional postal agencies
were established at Bibundi in 1891 and at Gross Batonga, the chief
trade center in the southern district, in 1893.
The Cameroons post-offices, besides making use of the Woermann
steamers, which call once a month at Cameroons, Victoria, and Bibundi,
receive and forward mails by the British and African Steamship
Company, and by the African Steamship Company, which call at
Cameroons every three weeks. Letters forwarded by the German
Company direct to Hamburg reach Berlin in twenty-four days; by the
English steamers in thirty days. In the local colonial service, letters
are forwarded not only by the Woermann steamers but by the Govern-
ment boats, German merchantmen, and any other available means of
communication.
The Cameroons telegraph station was opened in February, 1893.
The cable from Cameroons, 337 kilometers long, is laid to Bonny, in the
Niger Delta, where there is a station of the African Direct Telegraph
Company; thence the communication is over the English line, via Brass,
Lagos, Acra, Sierra Leone, and Bathurst to St. Vincent and England.
NAVIGATION.
During the year ending July 31, 1893, 64 ships of a total tonnage
of 127,868, arrived in the colony, exclusive of the ships of the imperial
navy. Of these 38 were English and 26 German. In recording this
division of trade, the official memorandum adds, "the German steamers
have lately run the British steamers in the Rio del Rey district very
close."
The only means of transport in the colony, excepting, of course, the
ocean steamers which touch at the ports, are nine small steamers, boats,
and canoes. On shore everything has to be carried by porters, as there
are as yet no beasts of burden available for the transport service. Since
the Rio del Rey has been explored the ocean steamers regularly call
there.
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493
1
In the Kribi district, the Elea Falls of the River Lokundje have been
passed, and the river explored in boats as high as Bipindi.
The Njong River has been navigated by small steamers as far as the
Mount Falls.
In the Victoria district the roads to Bimbia, Bota, Busumba, and
Bonyongo have all been repaired and a new road to Buea begun.
GERMAN SOUTHWEST AFRICA.
German Southwest Africa is bounded on the south by the Orange
River; on the east, the twentieth degree of longitude to latitude 220
south; and north of that intersection the twenty-first degree of longi-
tude forms the frontier, with a long tongue of land in the northeast
corner, giving the colony access to the Zambesi above the Victoria
Falls; on the north, the River Cunene to the great cataracts; thence
the degree of latitude to the River Cubango; that river to Andara, and
thence a line to the Katima Rapids on the Zambesi, forms the frontier;
on the west, the Atlantic Ocean.
The German Colonial Society have established direct steam commu-
nication between Hamburg and the mouth of the Swakop, or Walvish
Bay; but considerable difficult has been encountered at the former
place in landing goods by means of surf boats. On November 20 next,
the fourth steamer dispatched this year direct to German Southwest
Africa is advertised to leave Hamburg, the passage taking about a
month. It is reported that means will be taken to improve the land-
ing place as soon as funds permit; if possible, during the course of next
year.
There is also a regular steam communication, once every four weeks,
between Cape Colony and its dependency Walvish Bay. Messengers
of the German West Africa Company carry the mails to and from
Windhoek, Otjimbingue, and Tsaobis, in connection with the Cape-
Walvish Bay service.
GERMAN EAST AFRICA.
The frontiers of German East Africa, the creation of Dr. Carl Peters,
were defined by the Anglo-German agreement of July 1, 1890. This
large tract of country, 955,220 square kilometers in extent, is bounded
on the north by British East Africa and Lake Victoria Nyanza; on the
west, by Lakes Tanganyika and Nyassa and the Stephenson road; on
the south, by the River Rovuma, and on the east by the Indian Ocean,
with a coast line of about 360 miles.
As the result of the negotiations which have long been pending
between Germany and Portugal as to the frontier of their respective
spheres of interest near Cape Delgado, it was decided last month that
the line of 10° 40′ south latitude should form the frontier from the coast
till it strikes the River Rovuma, so that both banks of that river's
estuary and Kongo Bay remain German territory, and the colony's
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limits are extended on the coast as far as Cape Delgado, all the terri-
tory in dispute to the south of 10° 40' falling to Portugal.
TRANSPORTATION, POSTAL SERVICE, TELEGRAPHS, ETC.
Direct communication between Germany and the colony is main-
tained by the German East African Mail steamers; besides the steamers
on the main line-Hamburg, Zanzibar, Natal-which call at Tanga,
Dar es Salaam, and Lundi, the company have undertaken a subsidiary
service along the coast from Lamu in the north to Inhambane in the
south, calling at all the ports on the intermediate coast. East African
mails are also received and dispatched by the British East Indian
Steam Navigation Company and by the French Messageries and the
Portuguese Royal Mail. Mails are also forwarded to and from Zanzi-
bar twice a week in dhows, and there is a daily land post between
Bagamoyo and the capital, Dar es Salaam, the postmen receiving for the
journey there and back, 150 kilometers 3 rupees (4s. 6d.). The head
postmaster at Dar es Salaam receives £500 a year from the imperial
post-office; seven postal clerks in the colony receive £300 a year each.
In 1892 a monthly postal service was organized between Dar es
Salaam and Lake Victoria Nyanza, the native postmen performing the
journey within fifty days. They wear tokens indicating their employ-
ment, and carry waybills on which the officials at all intermediate
stations note the time of arrival and departure.
Telegrams to Germany are forwarded by the Bagamoyo-Zanzibar
cable, each word costing 7s. 9d. (7.85 marks). A land line, 184 kilome-
ters long, connects Bagamoyo with the northern ports, Sadani, Pan-
gani, and Tanga. The land line is equally serviceable for telegraphic
(Morse system) as for telephonic purposes, the rates being the same as
in Germany. The native (Suaheli) merchants make frequent use of the
telephone, as their language can not be fully represented telegraphically.
In 1892, the first year of its employment, no less than 22,723 messages
were forwarded.
RAILROADS.
The German East African Railway Company has already completed
the first section of the Usambara Railway, which was opened, on the
16th instant, from Tanga to Pongwe, an inland town on the Pangani
River, a distance of some 15 kilometers. It is proposed to extend this
line eventually to the foot of the Kilimanjaro Mountain, and thence to
Speke Bay, on Victoria Nyanza. Many difficulties have been success-
fully contended with in constructing the line. As originally built, it
was not strong enough to withstand the rainy season, the supply of
stone running short, as did the supply of dynamite for blasting pur-
poses the quarries being located some 12 to 17 miles from Tanga; and
in addition to the 30,000 iron sleepers, 20,000 wooden mangrove sleep-
ers were found necessary as uuder supports, as without these latter
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495
there was no way of fixing the iron sleepers in the sandy soil. The
great part of the wooden sleepers were imported from the British island
of Lamu. By the end of this year it is hoped the railway will be open
as far as Ngomeny (29 kilometers), and by next summer to Sega, in the
fertile Usambara district; it will then be of great use in developing the
coffee plantations.
The National Zeitung, in a recent article on the German colonies in
Africa, calls attention to the opening of this railway as one of the most
important and hopeful signs of German progress in east Africa. Euro-
pean rule in the Dark Continent is bound up with the railway question.
So long as the negro is the only means of transport, so long will the
Arab slave raider and the slave trade flourish. The construction of
railways is the great civilizing means by which this traffic can be got
rid of; and no better field for German enterprise can be found than
railway building from the coast to Kilimanjaro, and Lakes Victoria
Nyanza and Tanganyika. "France, Italy, Belgium, and England,"
says the writer, "have all recently annexed large tracts of territory by
force of arms. Let us show ourselves their equals by undertaking a
great work of culture which will do far more for the real civilization of
Africa than all their victories."
With reference to the trade of the southern districts, Baron Von
Schele, the present governor of German East Africa, states that the
only important exports are ivory and india rubber. The English Nyas-
saland traders have opened a flourishing trade with the Tanganyika
and Rikwa lakes districts in the German sphere, "and it is more than
ever necessary that we should protect our trade by establishing a cus-
toms barrier from Lake Nyassa to the northern end of Lake Tanganyika.
These custom-houses would not for the moment bring in much revenue,
but the effect they would have in developing our trade toward our own
coast would be considerable." His excellency considers that a new
post should be established at once at the southern end of Lake Tangan-
yika, and another near Ujuji, and these could easily be utilized for
custom-houses. "If this were done and a steamer provided, the customs
control and the political situation would be equally benefited. The
launching of the Hermann von Wissemann has been of immense benefit
to Langenburg Station and to German influence on Lake Nyassa,
and the sooner a similar steamer is provided for Tanganyika the better."
It is further proposed to open a direct trade route solely through
German territory between Kilwa and Lake Nyassa, and so be independ-
ent of the Shire-Zambesi line of communication through the British
Nyassaland Protectorate. The governor considers that the lowlands,
except along the larger rivers, are of far less commercial importance
than the hilly uplands, which form the larger part of the country.
"Here lies a treasure for the Fatherland, the value of which can not be
overestimated." He believes that the Usambara and Pare highlands,
as well as the great central table land stretching to the lakes, are,
496
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both as to soil and climate, suited for German agricultural immigrants,
who could themselves till the land and raise cattle. As to the supply
of working hands, Chinese coolies or laborers from some other similar
race will be necessary for the present, but his excellency is convinced
that by good treatment the natives can be gradually trained to take
their place. Humane managers have never any reason to complain of
want of labor, "but where the stick rules, the workmen desert, and a
body of disciplined and skilled laborers can never be formed."
His excellency strongly urges the construction of roads, and especially
of railways, by which means alone the country can be effectively opened
up. "I recommend railways the more earnestly because the cost would
be little more than that of ordinary roads, if the rails are laid in a
cheap and primitive way corresponding to the object in view."
The cotton exported from German East Africa to Germany is reported
to be of good quality, equaling that known in the trade as "middling
Texas." The price quoted for the best quality is 33d. per English pound,
as compared with 4d. for best Texas cotton. Inferior cottons are also
exported, good in quality and staple, but not up to the mark in color.
FREE TRANSIT SYSTEM.
Before leaving German East Africa, there is yet another contrast to
which I wish to call attention. By the Berlin act, the free transit sys-
tem, might, with the consent of the territorial power, be applied on the
African littoral extending from latitude 5º north to the Zambesi,
thereby establishing a sort of free transit local option, which has appar-
ently yet to become popular on east African coast. Portugal at once
declined to have anything to do with it. Germany still retains the
original reserves made by the Sultan of Zanzibar before she acquired
her part of the mainland. The system is at present applied in the
Sultan's possessions between the Rivers Wanga and Juba, including
Witu, in the coast line of the English possessions. There is, moreover,
no question whatever as to reciprocity between the east Africa neigh-
bors. A German may import goods into British East Africa in transit
for German East Africa, and pay no duty whatever at Mombasa or
anywhere else until he reaches German territory; whereas, a British
trader sending goods through the port of Tanga to a British district
in east Africa, would have to pay full import duty at the German
port of debarkation.
WEST COAST.
The German colonies on the west coast have already been described
in extracts from the report of the British embassy at Berlin, under the
heading "German Colonies in Africa."
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497
ANGOLA (PORTUGUESE).
The following information is taken from a report upon the Portuguese
Province of Angola, made in 1892 by Commercial Agent Heli Chatelaine,
then at Loanda, and published in Consular Reports for December, 1892,
No. 147:
POSITION AND AREA.
As defined by the recent treaties with Germany, England, and the Kongo State,
the Portuguese Province of Angola is one of the largest territorial divisions on the
new map of Africa. Owing to its geographic position, variety of climates, natural
resources, and to the progress already accomplished in the civilization of the natives,
the intrinsic value and immediate possibilities of Angola surpass those of any other
possession in tropical Africa.
From 4° 40′ to 17° 20′ south latitude it has over twelve geographic degrees of sea-
coast and the two best harbors of the whole west coast-the mouth of the Kongo
River and the Bay of Loanda. Stretching to the interior as far as the Kasai and
Zambesi rivers, it forms an irregular quadrangle covering about 1,250,000 square
kilometers. In the north and east it borders on the Kongo State, in the southeast
on British Zambesi, and in the south on German Southwest Africa.
OCEAN LINES.
The declared exports of Angola amounted in 1890 to a little less than $5,000,000,
the imports to about the same sum.
Seven lines of steamers-two Portuguese, one English, one German, one French,
one Belgian (to the Kongo), and one Dutch-connect the province with Europe.
Though most anxious to have it, the province has no direct communication with the
United States.
The principal ports are Kabinda, Kongo, Ambrizette, Ambriz, Loanda, Novo
Redondo, Benguella, and Mossamedes.
A line of small steamers plies on the Quanza River, connecting Loanda with Dondo;
and the lower courses of the Lifune, Dande, Bengo, and Longa Rivers are accessible
to sailing craft. The coasting trade is largely done by sailing vessels.
RAILWAYS.
The railroad from Loanda to the interior is built as far as the Lukala River, and
Catombela is connected with Benguella by a small railway. In the south most of
the produce is transported from the highland to Mossamedes by the Boers in their ox
wagons. Yet well-nigh the whole produce of the interior is still brought down to
the coast by the human beast of burden in caravans of native traders, of whom the
Mbaka (Ambaca), Ma-hungu, and Kassanji (Cassange), with terminus at Dondo or
Loanda, and the Mbalundu (Bailundo) and Viye (Bihe) people, with terminus at
Catombela or Benguella, are the most important.
LOANDA.¹
A spacious harbor, a city on sand and arid cliffs, a dry and sand-
logged stretch of maritime plain, two inclosing rivers, and a mag-
nificent hinterland. Such is the heart of Angola, Portugal's most
important colony.
¹ Extracts from annual report of British consul at Loanda, January 20, 1894.
533A- -32
498
HIGHWAYS OF COMMERCE.
One does not expect to find much civilization 80 south of the line,
on a sweltering African beach; but, nevertheless, within a stone's
throw, as it were, of the blazing equator, and the camp fires of Kongo
cannibals, St. Paul de Loanda has been a white man's city for upward
of three hundred years. It has streets and squares and shops and
warehouses, forts and churches and statues. There is a commodious
custom-house and a large public workshop, a bank and two railway
stations, an observatory, a well-appointed hospital, and an imposing
townhall, the latter in course of erection.
There is no finer haven within the circuit of the African continent
than Loanda harbor. Formed by a series of scallops in the crumbling
cliffs, and a long, low sand bank which breaks the Atlantic swell, it
was a gift of nature, abundantly roomy, and as safe as a dock. At one
time, vessels could enter on either hand, and run close up to the town;
but now the southern pass is practically closed, and the best of the
harbor shows ominous patches of silt.
But a port, whatever its merits may be, is merely a gateway, and the
city of Loanda is only a tollhouse. Its inhabitants (some 2,000 whites
and 14,000 blacks), with comparatively few exceptions, live upon the
ebb and flow of traffic with the interior. Undoubtedly, therefore, there
must be something in the interior which pays.
The natural highway to this favored land is the River Quanza (one of
the two already mentioned as boundaries), which enters the sea about
40 miles south of Loanda Harbor, and is navigated for 160 miles or so,
although not without much bumping and scraping and transfer of cargo
by two light-draft steamers and an attendant fleet of barges belonging
to a local company, as well as by similar vessels owned by private firms.
To the south of the Quanza, there lies an enormous tract of raw,
untutored heathendom, where picturesque savages, clothed in little but
beads and charms, may be seen lolling in the shade of fronded groves,
while the pot of thickening palm oil simmers above the lazy midday
fire. This is the Kisama country. Beyond the distillery and the iso-
lated trading stations, at the point where the Quanza ceases to be navi-
gable, as it debouches from a gaping canyon, there stands, in a situation
of great natural beauty, the most interesting town in the province. It
is not a large place, nor is there anything attractive about its buildings.
A broad public square, surrounded by squat-looking shops and ware-
houses; two or three adjacent streets, of the same indifferent architec-
ture; a few rows of the rubbishy shanties of town-bred people of color,
ranged behind under tropical foliage; and the whole within gunshot of
the river, where the washerwomen wash and the servants draw water
the livelong day-that is Dondo. But Dondo is alive with dusky
energy. It is a mart and rendezvous of roaming pagans; a swarming
caravansary of benighted tribes. Down the long and winding mac-
adamized road which leads to the town from a great plateau on the
east they stream in almost endless succession, and even in single file,
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499
J
though the highway is wide enough for a dozen abreast, these gangs of
untamed adventurers, loaded with African produce and redolent of
primeval savagery, but all of them objects of absorbing attention, like
denizens of another world. These sturdy fellows, with close-cropped
heads and a general appearance of good temper and fearlessness, are
Bailundus from the south. Their country is fifteen days' journey away,
on the highlands near the sources of the Quanza. From the same dis-
tance to the north come these Shingas of the Kwango, lithe and grace-
ful, but not overstrong, and not too honest, either, with their greasy
hair in dangling plaits, the skins of leopards and monkeys about their
loins, and their nakedness crusted with the dirt of a life-time. And
so, from all around they come; Libolos, Kibalas, Bailundus, Mason-
gos, Bangalas, and Shingas; and likewise the demi-semicivilized men
of Ambaka, who have a smattering of figures and a reputation for
smartness, and who have been known to trade all the way across the
continent, from Angola to Mozambique.
Here, then, is the explanation of Angola's prosperity-poured into
Dondo by these streaming files of swarthy humanity all the year
round, and especially during the earlier months, when the traffic
increases to such an extent as to become a source of astonishment
even to those who are accustomed to it. The existence of so notable
a center of commercial activity, dependent entirely upon the good will
of unsubdued tribes, who are as easily excited to alarm as a flight of
sea fowl resting on a sand bank, speaks in favor of Portuguese adminis-
tration. Notwithstanding the old-time slave trade, the natives and the
colonists are on the best of terms. Dondo is one of many illustrations
of the confidence which exists between them, and of the peaceable
effects of being peaceably disposed.
After describing the barter with the natives at Dondo, the report
continues:
Next morning they may be seen in their original garb of crusted dirt
and adamite aprons, with burdens of from 60 to 90 pounds weight on
their shoulders, toiling up the hot and weary road which leads to the
table-land and region beyond.
The outgoing loads are of the most varied description. They com-
prise every article already mentioned as imported, means of barter, and
also provisions of wine and other supplies for the traders, Government
officials, managers of estates, missionaries, and other Europeans who
reside in the neighboring districts. Now and then they include por-
tions of steam engines; machinery for husking coffee and crushing
cane; huge cauldrons for purifying wax, and distilling apparatus.
At the summit of the pass there is a wayside hamlet and military
station, and a few yards beyond an important bifurcation in the road.
One branch-the transcontinental it should be-strikes off in urmac-
adamized freedom to the east, and, taking the no longer navigable
Quanza as a guide, runs out for nearly 150 miles, through a series of
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villages, stations, and settlements, to the flourishing town of Malanji-
noted for its trade in india rubber-and then, abandoning the river,
which here comes up in a bend from the south, pushes on for 100 miles
more to the frontier post of Kasanji, where, for upward of twenty years,
civilization has tapered off to a colored official accepted on sufferance
by the aboriginal Bangalas. In a direct line, this point is almost
exactly 350 miles from the city that was founded over three hundred
years ago. Beyond it lies an equal extent of unoccupied Angola, includ-
ing the sources of the Kwango and Kasai; the raided Lunda country;
the head waters of the Zambesi, and that fateful streak of delimitation
which divides the Portuguese possession from the Congo Independent
State. Behind it ebbs and flows the colonial trade; the ebb bringing
nothing but useful products, while every advancing wave lands the
rum barrel higher. The other branch of the road from Dondo is a con-
tinuation of the engineered highway which ascends the pass. Bearing
to the north, it sets out across the plateau, but soon begins to bungle
at gullies and water courses; and, 30 miles from its starting point, ter-
minates at a collapsed bridge, on the River Lucalla, a tributary of the
Quanza.
This highway was intended to connect the port of Dondo with the
coffee country, of which the tributary forms the southern fence. Kept
in serviceable order it would be an invaluable boon to both planters
and traders. Why it is not so maintained is a mystery to the way-
farer, who sees how few repairs are really necessary. With the coffee
season beginning, crops plentiful, prices in Europe unusually high,
vehicles rotting on their axles, and animals eating their heads off, the
situation is sufficiently irritating, no doubt, to mercantile common
seuse.
*
*
**
*
**
***
The garden of Angola is left behind, and before us lie its pasture
lands, the wide valleyed acres of Ambaka. This is the home of the
wandering native traders who have been mentioned as sometimes
crossing the continent to Mozambique. It is an open, fertile, rolling
country; is fairly healthy, abounds in cattle, and, with proper manage-
ment of its numerous streams, would grow anything. In fact, Ambaka
might fill the land right down to the sea with endless supplies of
wholesome, fresh food.
An idea exists that some such beneficent change will naturally take
place as soon as the new railway erects its last station upon one of the
bare hillsides of the district. But there is nothing in progress which
justifies the hope. Provisions are as dear in Ambaka as they are on
the coast, and are likely to remain so a very long time, for two reasons,
of which the first is that the natives will not part with their cattle
except for slaves. When asked to take money as payment, they reply
that they have more of that stuff than they know what to do with.
In spite of their trading instinct, therefore, and the faint tincture of
HIGHWAYS OF COMMERCE.
50t
civilization which distinguishes them from their neighbors, it is evident
that the development of the country will be delayed for generations if
left in their hands. The other reason is the dominant ambition of
every white man either to become a merchant or to own a distillery.
Without a doubt, however, the railway to which reference has been
made will realize many of the hopes which are fixed upon it. It will
not work miracles in human nature, but it will reduce the expense of
transporting coffee from the coast from 14 penny per pound to about
one-third penny, provided that the owners of estates anil local dealers
can find means of getting the produce to the line economically, and will
forever keep out of their account books such outstanding items as
£7 10s. for the purpose of a barrel of cement worth 14 shillings. Well
may they long for the line to be completed. Nearly eight years have
elapsed since work on it first began, and the terminus is not expected
to be reached before the close of 1895.. Dividing the distance by 9 gives
an average advance of 125 yards per day, which can not be called a bril-
liant achievement; but brilliant achievements in Africa generally end
in few of the achievers surviving.
The gauge of the line is 1 meter (39.37 inches), and the cost of con-
struction has been at the rate of £4,182 a mile. As to the quality
of the work, some people consider that it ought to have been better
for the money, and others complain of the material, which is all of Bel-
gian manufacture, as being of very poor quality. But when everything
bad has been said that is possible and criticism has exhausted itself,
there is still plenty of room for all concerned to rejoice and be thankful.
Trains are now running regularly over 162 miles of the total projection
of 230 miles, and the first load of coffee was brought down a few weeks
ago. Before the next crop is ready for transport Cazengo and Golungo
Alto will have the permanent way laid straight between them.
Reckoning the milreis at par, we find that the traffic receipts have
increased from £3,445 in 1889 to £11,886 during the first six months of
1893, thus declaring an annual revenue of £23,772 before the line has
reached the districts for the carriage of whose produce it was mainly
planned. And yet the rates are exceedingly reasonable, both for pas-
sengers and goods. The third-class travelers are charged less than 1
penny a mile and the second only three times as much, while a first-class
passenger and a ton of coffee are considered equivalents, each being
tariffed at 4 pence. For some kinds of goods, such as building mate-
rials, the rate is as low as 24 pence per ton.
In its latest report the company directs the attention of share-
holders to the Loanda customs receipts, which have steadily risen year
by year, omitting that of the financial crisis in Portugal, from £38,000
in 1886 to over £142,000 in 1893; and by implication, it takes credit to
itself for this very gratifying prosperity. Undoubtedly, enterprise
encourages enterprise, but the Government income had been on the
increase for three years before the railway earned its first £500. It is
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not always the horse that moves the cart, even when the horse is an
iron one.
To say more for the line than can be indorsed by those who
see it in operation is neither wise nor necessary. As a speculation it
is good enough to stand on its bare merits, and can not fail to reward
its promoters if they will only support a continuance of the economy
which was begun under the present management. As an impròve-
ment to the colony its value is inestimable, and there is no one worthy
of the name of either patron or friend who does not sincerely regret
that the company is unprovided with means for carrying the work on
to the frontier
KONGO FREE STATE.
In a report to the Department of State, upon the geography and
resources of the Kongo Free State, dated March 21, 1895, Commercial
Agent Mohun gives the following particulars as to means of transpor-
tation:
The Kongo Free State is divided into twelve districts, as follows:
Banana, Boma, Matadi, Cataracts, Stanley Pool, Ubanghi-Ouelle, Aru-
wimi-Ouelle, Equator, Kassai, Lualaba, Kwango, Oriental, and the Arab
Zone, which formerly consisted of the districts of Stanley Falls and the
administrative region of the Tantanika.
MEANS OF REACHING THE KONGO FREE STATE.
The most direct route is by the steamers leaving Antwerp the 6th of
every month and arriving at Boma in twenty-four days. The agents are
John P. Best & Co., and Walford & Co., Antwerp.
The other lines are the Afrikanische Dampschiffs-Linie (A. G. Woer-
mann Line), which sends steamers from Hamburg, Germany, every
week, stopping at all points on the north and west African coasts, mak-
ing the passage to Boma in forty to forty-five days.
The Afrikaansche Handels-Vennootschap (commonly known as the
A. H. V., or Dutch House), of Rotterdam, which has its own steamers,
leaving every three weeks for Banana which is reached in twenty-two
days.
The Portuguese Royal Mail Line to San Antonio, opposite Banana,
leaves Lisbon every week-twenty-two days to San Antonio.
The Chargeurs Réunis, or French Line, from Havre, and another
French line from Marseilles-twenty-four days to Boma.
The African Steamship Company and British and African Steam
Navigation Company, Limited, of Liverpool, send their steamers from
Liverpool for north and west African ports every week-forty to forty-
five days.
The line from Antwerp goes to Matadi, the other steamers only if
they get a sufficient amount of cargo.
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503
The first-cabin fare from Antwerp is $160. The other lines charge the
same.
PACKING AND TRANSPORTATION OF LOADS.
The country lying between Matadi (the port for ocean steamers, 80
miles from Banana) and Stanley Pool is very hilly and mountainous,
the roads being simply footpaths, and as there are too many rapids in
the Kongo River for water transport it is necessary to carry every load
on the heads of native porters. To do this successfully requires great
care in baling and packing. The bales must not be over 4 feet long
and 20 inches deep, or weigh over 78 pounds; boxes same length and
weight. Of course, some pieces of machinery are over this weight,
which necessitates two porters to one load. In Europe every bale is
first wrapped in waterproof cloth and then baled with bagging stuff
and fastened with four iron straps. All boxes containing destructible
articles or such things as are destroyed by water are first placed in a
zinc box and soldered tight, then in a strong wooden box securely
screwed, few, if any, nails being used. Upon the arrival of goods from
Europe they are immediately placed in a warehouse to await porters
for transport, who are recruited by white agents at Matadi, Issanghila,
Lukungu, Manyanga, Luvitiku, also at Kinchassa or Leopoldville, on
Stanley Pool. The porters are sent to Matadi from some one of these
stations with the ivory and rubber which have arrived from Stanley
Pool, and then immediately sent up country with loads of merchandise.
For carrying one load they receive pay as follows:
From Matadi to Lukungu:
Pay, 4 pieces handkerchief, at 40 cents..
Ration, one-half piece handkerchief, at 40 cents.
$1.60
.20
1.80
From Lukungu to Leopoldville, Stanley Pool:
Pay, 1 pieces handkerchief, at 40 cents...
.60
Ration to Leopoldville and return to Lukungu, 2 pieces handkerchief, at
40 cents..
.80
1.40
For each caravan of 12 men, the headman receives as follows:
From Matadi to Lukungu:
At Matadi—
Pay, 6 pieces of handkerchief.
$2.40
1 hat
.50
1 parasol...
.50
Ration, 1 piece handkerchief.
.40
At Lukungu-
Ration (to return), 2 pieces handkerchief..
Pay, 3 pieces handkerchief.
1.20
1.20
1 parasol
.50
1 hat
Ration, 2 pieces handkerchief.
At Leopoldville-
.50
.80
Ration (to return), 2 pieces handkerchief.
.80
Total....
9.40
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:
This gives an additional sum of 78 cents to be added to the cost of
each load, bringing the total to $3.98 actual cost per load of 78 pounds'
weight from Matadi to Leopoldville. But to this must be added the
cost of keeping up the transport stations, seven in number, which
would be about as follows, per annum:
2 white officers, pay $800..
Food
Medicines, house building, repairs.
Voyage from Europe...
negro clerks, pay and food.
40 native laborers, pay and food...
Total..
$1,600
600
200
350
300
3,000
6, 050
With seven stations, this will amount to $42,350 per annum. Say
80,000 loads go up every year. This will add to the cost 50 cents per
load, with 10 per cent additional for insurance, loss, etc.; bringing the
actual cost per load to $4.90.
On arrival at Stanley Pool, the loads are placed in warehouses, and
when steamers arrive they are sent to the different factories. These
loads consist of cloth, beads, food, brass rods (in rolls), guns and powder,
parts of steamers and machinery of all sorts, zinc roofing, chains, etc.
MEANS OF TRANSPORT ON THE UPPER KONGO.
There are on the upper Kongo to-day the following steamers: Ville
d'Anvers, Ville de Bruxelles, Ville de Bruges, Stanley, and Deliverance, all
stern-wheelers, and capable of transporting from 40 to 50 tons each.
They also have accommodations for six to eight cabin passengers,
and can carry on their lower decks, when half loaded, from 250 to 300
soldiers. These steamers do all the State transportation.
The following are attached to the different stations as "stationaires:"
Ville de Charleroi, Equator station; Ville de Gand, Bangala station; Ville
de Verviers and En Avant, Ubaghi station; Ville d'Ostende, Lusamblo
station; Ville de Liège, Arab Zone; in all, twelve steamers.
The French Government has the following steamers at Brazzaville,
Stanley Pool: Ubaghi, Aliema, Djour, Faidherbe, and Amiral Courbet.
Mission steamers.-Peace and Good Will, Baptist Missionary Society
of London; Henry Reed, American Baptist Missionary Union of Bos-
ton, Mass.; Pioneer, Kongo Baolo Mission of London; Notre Dame du
Perpétuel Secours, Belgian Catholic Mission of Bruxelles, and Leo XIII,
French Catholic Mission.
Société Anonyme Belge.-Florida, Archiduchesse, Stéphanie, Princesse
Clémentine, Roi des Belges; all stern-wheelers and capable of transport-
ing from 40 to 50 tons each. Auguste Baernaert, Baron Lambermont,
General Sanford, La France, Ville de Paris, Seiout, Rhône, Seine, Dumas,
and Katanga, smaller boats, but very useful in going into the Kongo
tributaries; in all, fourteen steamers.
HIGHWAYS OF COMMERCE.
505
Dutch House.-Frederic, Holland, Princess Wilhelmina, and Antoinette,
all stern-wheelers.
In addition to this fleet, the State and trading houses possess many
iron whaleboats, cutters, and sailing launches, and also vast numbers
of large dugout canoes, which are very useful. All these steamers have
a white captain and engineer on board, but their crews are made up
entirely of Bangala natives, who have taken to this work very readily
and have proven themselves to be the sailors of interior Africa.
August 22, 1892, I left Boma for Matadi on board the State steamer
Prince Baudain to make arrangements to go to the upper Kongo. Just
above Boma the river becomes quite narrow and very deep, and it runs
between high hills. At Underhill, below Matadi, the river makes a
sharp turn, which makes this point very dangerous. Steamers from
Europe pass at least once a week, and so far no accident has occurred,
although the whirlpools and countercurrents are very strong.
KONGO RAILWAY.
At Matadi, which is at the head of navigation, is located the main
office of the Compagnie Chemin de Fer du Kongo (Kongo Railway Com-
pany), this being the point of departure of the line to Stanley Pool. I
made one or two trips over the line and found that the work was being
done in the best manner and that it reflected great credit on the engi- -
neers and workmen, who have had enormous difficulties in their way.
It is progressing very slowly, as labor is hard to procure. Natives
⚫ are now beginning to offer themselves, so it is reasonable to suppose
that greater progress will be made now than heretofore. Mr. Hector
Charmanne, chief engineer at the time, showed me many courtesies.
He made the preliminary surveys, and did the hardest work, but was
superseded in 1893 by a French engineer, an ex official of the Panama
Canal Company.
The line is now open to Kenge Lemba, at kilometer 40 (twenty-fifth
mile), and here reaches an altitude of 780 feet. For some miles beyond
this the right of way has been cut and the bed prepared to lay rails.
The engineering work presents enormous difficulties, as the road lies
through a mountainous country, and in view of this, taken with the
fact that the climate is exceedingly bad, one can not help being sur-
prised at the rapid and thorough work which has been and is being
done.
All material comes from Belgium, but many canned provisions and
much salt beef and pork come from the United States. I think that if an
agent who could speak French were sent from some of our numerous
manufactories of railroad devices he would be able to sell labor-saving
machinery, especially that for cutting and digging.
The amount paid engineers, mechanics, clerks, etc., is small and
would hardly induce our skilled artisans to apply for work. The ordi-
nary black laborer, from the English settlements on the west coast of
506
HIGHWAYS OF COMMERCE.
Africa, receives from $5 to $15 per month and rations. They are
housed and well cared for, have the best food and medical attendance
possible, and do no work on Sunday. From what I have seen, I think
the company treats its employees with great kindness and consider-
ation. There has been no serious labor trouble so far. The men are
well paid and no ill treatment at the hands of white employees is
allowed, all questions as to punishment being decided in the courts of
the State.
I give below the proposed tariff for passengers and freight when the
railway is completed:
Description.
Passengers.
Between Matadi and Ndolo, on Stanley Pool, either way:
First class
Second class
Francs.
Equiv-
alent in
United
Statos
money.
500
$96.50
50
9.65
Merchandise per 100 kilos (220.46 pounds).
From Matadi to Ndolo, all merchandise.
100
19.30
From Ndolo to Matadi:
Palm-nut clusters, peanuts, and wood for building purposes.
10
1.93
Coffee.
28
5.40
Rubber
43
8.30
Copal-white...
18
3.47
Copal-red
32
6. 18
Palm oil..
12
2.32
Ivory.
100
19.30
Sesame
10
1.93
Tobacco.
27
5.21
THE LOWER KONGO.
The Kongo is navigable for steamers drawing 19 feet, in the dry
season, as far as Matadi, which is at the head waters of navigation.
In the wet season any draft can be carried, but passing Hells Kitchen,
which is a very sharp bend in the river below Matadi, navigation is
extremely difficult, as there are numerous heavy whirlpools and the
current comes down at the rate of 8 knots. Large steamers have taken
as long as two hours to make 200 or 250 feet to get around this bend
when the river is high in December. There is no particular danger, as
the State has a full corps of competent pilots who know the river thor-
oughly. At this place the river is about half a mile wide, at Boma 4
miles, and at Banana 16 miles. At Banana there is an excellent harbor
in the river capable of taking 27 feet draft. Ships' stores, including
coal, can be purchased here from the Dutch House, and a hotel belong-
ing to the Compagnie Magasins Généraux, of Brussels and Boma,
affords excellent accommodations for travelers.
At Boma there are two piers some 120 feet in length, one belonging
to the State and the other to the Compagnie Magasins Généraux,
which afford excellent berths to the ocean steamers arriving.
HIGHWAYS OF COMMERCE.
507
TRANSPORTATION CHARGES.
Charges for transport on the upper Kongo on steamers belonging to
the State, per 1,000 kilograms (2,204.6 pounds), are as follows:
Description.
Francs.
Equiva-
lent in
United
States
money.
For merchandise from Stanley Pool to Boumba (near Itimbiri River)
From Stanley Pool, above Boumba, to Stanley Falls
300
$57.90
400
77.20
From Stanley Pool to stations in the Oubanghi below the rapids of Zongo...
From Stanley Pool to the Kassai and its affluents..
350
67.55
For merchandise sent from an interior station, accessible by steamer, to Stan-
ley Pool:
300
57.90
Ivory..
500
96.50
Rubber and other native products..
200
38.60
All other merchandise.
150
28.95
Charges for passenger transport on steamers belonging to the State.
3
UP RIVER.
Whites.
Blacks.
From Leopoldville, Stanley Pool, to-
Francs.
Equivalent
in United
States
Francs.
money.
Equivalent
in United
States
money.
Kwamouth
30
$5.79
7.50
Bolobo..
50
9.65
12.50
$1.45
2.41
Lukolela
75
14.48
20
3.86
Equator
100
19.30
25
4.83
Bangala
125
24. 13
30
5.79 -
Upoto and Boumba.
175
33.78
45
8.69
Basoko
200
38.60
50
9.65
Stanley Falls.
225
43.40
60
11.58
Luebo (Kassai)
200
38.60
50
9.65
Lusambo (Seukuru and Hassai)
200
38.60
50
9.65
Zongo (Oubanghi)..
200
38.60
50
9.65
DOWN RIVER.
Whites.
Blacks.
From Stanley Falls to-
Francs.
Equivalent
in United
States
Francs.
Equivalent
in United
States
money.
money.
Basoko
Boumba and Upoto..
Bangala
Equator
Lukolela.
Balobo..
Kwamouth
Leopoldville..
... -
Luebo, Lusambo, and Zongo to Leopoldville.
12.50
$2.41
3.50
$0.61
40
7.72
10
1.93
50
9.65
12.50
2.41
60
11.58
15
2.90
75
14.48
17.50
3.38
85
16.40
22.50
4.34
100
19.30
25
4.83
110
21.23
30
5.79
100
19.30
25
4.83
NOTE.-Meals and cabins are not included in the above; for the former 15 francs ($2.90) and for the
latter 5 francs (96.5 cents) per diem is the usual charge. Each passenger is allowed 60 kilograms of
baggage.
508
HIGHWAYS OF COMMERCE.
LIBERIA.
Consul-General Lewis, of Sierra Leone, in a report to the Depart-
ment of State, November 6, 1885 (printed in Consular Reports, June,
1886, p. 176), gave the following description of Liberia and adjacent
territories:
The traveler, sailing from the north along the west coast of Africa, meets first
the French colony of Senegal. Here he will witness a degree of political, indus-
trial, and commercial activity which, perhaps, justifies the appellation of "Little
France" given to this colony. Railways have been constructed along the coast, and
are being extended toward the interior. Telegraphic communication is being estab-
lished between the coast and interior settlements. About 100 miles lower down the
traveler will reach the settlement of Goree, on an island about 4 miles from the
mainland. On the mainland directly opposite is situated the comparatively recent
and growing settlement of Dakar. Telegraphic and railroad communication exists
between Dakar and Senegal. From these three settlements the French are endeav-
oring to penetrate to the interior, commercially, by the construction of roads and
by military enterprises.
•
Below Goree and Dakar is the British settlement of Bathurst, on the Gambia River,
which formerly yielded considerable trade; but, owing to neighboring wars, the trade
has fallen off, and what little there is now is largely in French hands. Between the
Gambia and Sierra Leone, along about 400 miles of coast and a strip of maritime
territory claimed by the Portuguese, are three small French trading settlements
established at Rio Nunez, Rio Pangas, and Meelacouri. At the mouth of a small
river, called Dubreka, between Meelacourie and Rio Pongo, claimed by the French,
the Germans have recently raised their flag in spite of French protestations.
Two hundred miles below Sierra Leone, at the Manna River, begins the Republic of
Liberia, extending about 400 miles along the coast to the San Pedro River. This
country is, I believe, considered by those who claim to know, the most fertile and
productive of all west African countries. Liberia is an interesting instance of
American benevolence and foresight. Founded by a philanthropic society having
its headquarters at Washington, it has, with its slender resources, accomplished a
great work for this part of Africa, and seems to present an inviting field for enter-
prising black men from America. Many of the people have emigrated from the United
States and are more favorable to the extension of American influence in the country
than of any other.
From all accounts which I have been able to gather from many people, Liberia is
rich in natural resources, and with a slight change in governmental restriction, and
with the application of capital, would be unsurpassed in productiveness. In mineral
and agricultural capacity it is thought to be without a rival in this part of Africa.
Among its products are palm oil, palm kernels, ground nuts, cocoanuts, cola nuts,
camwood, barwood, indigo and other dyes of different colors, red, yellow, and brown;
beeswax, india rubber, gum copal, cotton, ivory, rice, indian corn, yams, cassada,
sweet potatoes, oranges, lemons, limes, plantains, bananas, guavas, pineapples,
papaw, mango, plums, alligator pears, breadfruit, tamarinds, coffee, sugar cane,
cocoa, arrowroot, bullocks, sheep, hogs, goats, fowls, etc.
The country seems peculiarly adapted to the successful raising of coffee, and this
Liberian coffee has within the last few years acquired, I believe, a reputation very
high. The immigrants from the United States, especially in recent years, have been
devoting more attention to its cultivation. They are pushing their settlements
toward the interior and enlarging their farms.
I have no means at hand for giving a correct statement of the exports and imports
of the Republic, but I believe them considerable, and the country easily capable of
doubling the present output.
HIGHWAYS OF COMMERCE.
509
German and English steamers stop every week at some of the Liberian ports, and
there are large Dutch establishments.
*
SIERRA LEONE (BRITISH).
In a report to the Department by Consul Bowser, December 29, 1890,
printed in Special Consular Reports, "Streets and Highways," page 540,
it is stated that the streets in the colony and city are all alike. "There
is an underlying bed of soft, calcareous rock, with various depths of
earth, from 3 to 5 feet. The roads are made by digging trenches on
each side, and throwing the dirt to the center and leveling; then a top
dressing of broken stone completes the street or road. As there are
but two horses and one dogcart in the colony the roads are easily kept
in repair, when only naked feet tread them. The roads that lead far
into the country are nothing more than narrow paths, and all travelers
go single file. The cost of maintaining the roads here is in the filling
up of some ruts that may be caused by washouts during the rainy sea-
son. One can readily see that road and street making are of little
expense in this country."
In a subsequent report, dated August 22, 1893, and printed in Con-
sular Reports for January, 1894, page 218, Consul Bowser says:
Goods reach this district direct by sailing ships and by steam vessels via England.
They are landed by lighters at wharves and jetties, the ship being moored near by.
Warehouses and sheds are provided by the Imperial Government at nominal charges
after five days' storage. Goods for the interior traffic are all carried on men's heads
and shoulders, in parcels weighing from 60 to 100 pounds. Some goods are carried
many miles into the interior. Dry goods in bales well hooped and waterproof lined
will suit the present mode of conveyance.
Consul Pooley, in a report dated June 30, 1894, and printed in Con-
sular Reports for October, 1894, pages 238-245, says:
A chamber of commerce was established in Freetown in 1893, and the British Bank
of West Africa during the present year. The rate of exchange varies from 1 to 24
per cent for bills drawn on England. There is also a Government post-office, savings
bank, and the post-office money-order system.
There is a weekly and semimonthly mail running between Liverpool and west
Africa. All the steamers call at Sierra Leone outward and homeward. In addition
to these, there are occasional opportunities for homeward mails via Hamburg and
Havre by British vessels, and via Havre and Marseilles by the steamers of two
French lines. The rate of postage is 5 cents per half ounce to all parts of the world.
*
*
*
It is hoped that when the frontier line has been correctly and satisfactorily defined,
increased traffic from and to the hinterland will result. It will, however, take no
little time to restore confidence and reassure the natives. But perhaps the prospect
is a little more cheering to both races now that, at the instance of the Liverpool
Chamber of Commerce, the country has been surveyed by a Government official for
a light railway from Freetown. Its commencement is looked forward to with much
interest by the entire mercantile community of Sierra Leone.
*
*
*
*
*
510
HIGHWAYS OF COMMERCE.
It has been for some time in contemplation to construct a dock for the better
accommodation of steamers; but neither this, nor the projected railway, nor even
the promised municipality, is likely to mature during the present century.
No records are kept nor tables compiled of the tides, and the only information
obtainable is that when it is high water at London Bridge the opposite obtains here.
PROPOSED RAILROAD.
A copy of the Weekly News, of Freetown, Sierra Leone, May 18,
1895, transmitted to the Department by Consul Pooley, contains a re-
port of an address by the governor of the colony before the legislative
council, in which he urged the construction of a railroad to develop
the resources of the country. The following extracts are taken from
the address:
The main trade routes through the protectorate are:
(1) From Falaba by Bafodeya or Bumban, thence to Port Lokko.
(2) From Matatoka, tapping the Kuniki and the Sanda Lokko countries (the latter
in the region of Karriyeinma), thence by road to Benkia, on the Rokelle, where the
produce is loaded in small canoes and transported to Magbilleh, and thence trans-
shipped in larger ones to Freetown.
(3) From Mongheri through Senahu to Freetown.
(4) From the Upper Mendi districts to Mafweh, Pujehun, and Bandasuma, respec-
tively, thence by waterways to Bonthe, Lavana, Sulima, and Mano Salija.
As to the produce conveyed along these routes:
By the first route, small quantities of ivory and gold from the interior; rubber
from the interior, but also from Kuranko; cattle in considerable numbers, cola nuts,
small quantities of palm kernels and oil, and rice, chiefly from the districts around
Port Lokko.
By the second route, palm kernels, rubber, benniseed, cola nuts, rice, etc.
By the third route, rubber and cola nuts, a little ivory, and a small quantity of
palm kernels.
By the fourth route, rubber, small quantities of cola nuts and ivory and large
amounts of palm kernels and oil.
Turning to the nature and fertility of the country, I think there is no doubt that
the southern portion of the protectorate, which may be divided, roughly speaking,
from the northern by an cast and west line drawn through Port Lokko is by far the
most fertile and productive. In the northern portion, the country lying to the west
of the range of the Warra Warra Limba mountains, which extend from Bafodeya to
Bumban, is, generally speaking, open grass land with “scrub," well adapted for
grazing cattle, but the soil is either light and sandy or mixed with gravelly laterite,
and in some parts so little productive as not to be able to raise sufficient rice, which
is their staple food, for the inhabitants. To the east of the range, as far as our
frontier, the country is richer, especially between Sininkoro and Karriyemma, where
it is under forests for the most part, in which the rubber vine abounds, but the val-
ley of the upper waters of the Bagweh, Bagru, and Sehli rivers, which comprehend
the Iraiya district, are not productive and are only very sparsely inhabited, and
there is a broad belt varying from 20 to 40 miles running along the watershed which
forms our northeastern frontier, which was swept bare by the Sofas within the last
few years and is reported to be quite uninhabited.
There are no palm trees to the east of the Warra Warra Limba range, and these
trees are very scarce to the west of it, and the only district where they grow in very
productive quantity is about Massumbu, where they were noticed by Mr. Bradford
during his survey of the line to Bumban.
HIGHWAYS OF COMMERCE.
511
On the other hand, the southern portion may be said to be throughout rich and
productive, especially in oil-bearing palms; the districts about Sherbro and all along
the coast are famous for the amounts of oil and kernels which they yield. In some
parts of the Bargru district, along the coast, the natives even complain that
they are so numerous as to impoverish the land and that they can not in consequence
grow rice, but these rich products are not alone confined to the lower districts. The
Upper Mendi districts as far north as a line drawn from Mongheri to Kanre Lahun,
and the Sana Konno district to the north of that line, abound in palm trees, but only
a small portion of the harvest they yield is gathered, in consequence of the distance
from a market and difficulty of transport, and, as one chief informed me during my
recent tour, because there are not enough people to pick tho nuts. Besides, the
forests yield rubber and many valuable woods such as konta and kamwood, which
of course can not be utilized owing to the difficulty of transport. In the district
lying immediately north of the route from Senahu to Taninahu there are no palms,
but at Senahuthere is a rich belt which follows the valley of the Bumpee River.
The principal trade routes which exist from beyond the protectorate are those
which enter it across our northern frontier through the French ports at Heimakunu
and Wossu. On the eastern frontier between Herimakunu and Kanre Lahun though
certain routes cross into our territory, as by Kombili, which is east of Koinadugu,
and by Sehamma and thence between the Tinki range and Mount Binsing, prac-
tically no trade passes along them owing to the deserted condition of the country
bordering both sides of this frontier. From Kanre Lahun, a certain amount of
trade is done with the interior at the markets in the Bandeh country, but owing to
the chronic state of warfare which exists between Chief Kailundu and the Kissi,
Bandeh, and other chiefs, the trade is languishing and intermittent.
Along the frontier on the Liberian side, from Kanre Lahun to the coast at Manoh
Salija, there is a constant state of warfare, and the southern half of the border
districts is a desert.
During my recent tour there appeared to be a great revival of trade with the
interior across our northern frontier, and the number of caravans that have come
down is unprecedented; but the future prospects of this trade are very uncertain
and its continuance can not be counted on, nor have the products which have come
down had such an effect as I had anticipated in relieving the depressed condition of
the market. Considering how very sparsely inhabited the regions of the upper Niger
appear to be, it is possible that the interior trade from that direction is overrated.
The prospects of any trade with the hinterland of Liberia from Kanre Lahun or
elsewhere along the frontier are most remote, owing to the chronic state of warfare
which exists all along the Liberian borders.
Turning to the consideration of Mr. Shelford's report, my recent tour has more than
convinced me of the desirability of projecting the railway through the upper Mendi
districts rather than toward Bumban; that is to say, through the southern portion
of the protectorate rather than the northern. It must be admitted that the northern
portion is on the whole inhabited by a more sober, industrious, and intelligent people,
and a people a large number of whom are born traders; but, on the other hand, the
soil is less productive and the trade is more or less dependent on the produce which
comes from the interior rather than from the soil itself, and the former is, as I have
endeavored to show, an uncertain quantity. Again, such produce as does come down,
and which, with the exception of the cattle, consists principally of rubber, gold, and
ivory, is not of such a bulky nature as the products of the northern portion, which
include palm kernels and oil and timber, and therefore its transport would not be
so remunerative to a railway.
With regard to cattle, it is doubtful whether it would be an advantage to trans-
port them by rail. Again, the northern portion is not so capable, I think, of develop-
ment by means of settlers as the southern; for, though it possesses higher land
toward the east and possibly a more salubrious climate than relatively similar
parts of the southern portion, the soil is not so productive, as I have already stated.
:)
512
HIGHWAYS OF COMMERCE.
On the other hand, there is no doubt that the southern portion, especially that
part of it lying to the south of the road which passes from Freetown through
Mongheri and Pangoma to Kanre Lahun, is extremely rich in palm oil and kernels;
its forests contain large quantities of useful and valuable timber and the rubber
vine abounds. Moreover, it appears to me that the southern portion offers the best
prospects to settlers from Sierra Leone and the West Indies for the cultivation of
coffee, cola nuts, etc., and for trade in timber.
For these reasons I would prefer the railway passing through the southern portion
rather than the northern.
Turning to the consideration of the exact route which the line would follow, this
could only be determined after a survey by a competent engineer; but during my
recent tour I carefully observed the country through which I passed, and am of
opinion it should follow the route which leads from Songo Town through Manjehun
and Mano to Baoma or Koranko. With the exception of the bridging of the larger
rivers, such as the Ribbi and Taia, there appear to be no serious engineering diffi-
culties as regards the configuration of the country. From Koranko my route passed
over the range of the Kambui hills to Segbwema, a very hilly and difficult country.
But I am informed that this range can be turned by a road which passes from Baoma
through Wendeh into the valley of the Moa or Sulima river. This valley once gained
there would appear to be no great difficulty in carrying the railway as far as Kanre
Lahun. The Ribbi River, which is navigable for steamers of the draft of the Colo-
nial steamer Countess of Derby some miles higher up than the point at which it would
be crossed by the proposed line, would prove of great service for the transport of
materials. The above route, while it would not interfere with the cheap and easy
means of transport by the waterways through the lower Mendi and Sherbro dis-
tricts, would tap the resources of the upper Mendi districts, at present quite undevel-
oped, owing, as I have already stated, to the distance from a market and the expense
of transport.
If there is to be a railway at all, whether in the direction of Bumban or through
the southern portion of the protectorate, as I would recommend, I think Mr. Shel-
ford's report shows conclusively the desirability of its commencing at Freetown and
running for the first section to Songo Town, from which point it can be diverted
in any required direction; therefore, supposing there is to be a railway, the first
section to be constructed is that between Freetown and Songo Town, and this work
need not be dependent on the determination of the direction the line is to take
beyond Songo Town.
With regard to the direction in which it will have to be constructed, Mr. Shelford's
estimates for the whole of the main line from Freetown to Bumban, a distance of
about 140 miles, the net receipts from existing traffic at £8,333 per annum, and
taking the interest and sinking fund for the capital required for the light line at 5
per cent, he calculates that the annual deficit on the working of the railway at the
outset will be £14,126. But taking into consideration the greater productiveness of
the southern portion of the protectorate, I hope if the line be extended through the
upper Mendi districts that an increasing traffic would at once be developed and that
there would not be such a heavy deficit from the outset. Besides, these districts, and,
indeed, the whole of the southern portion of the protectorate, is more populous than
the northern, and a certain amount of passenger as well as goods traffic may be
anticipated. Whether the aborigines will take freely to railway traveling is
impossible to decide offhand, as the experiment has not been tried in the colony,
but we may be able to get information as to the extent to which use is made of the
Senegal railway by natives, and this information would be some guide in estimating
the amount of passenger traffic that may be anticipated for a line in the protectorate.
With respect to the Sulima line, I was never at any time in favor of it, and it was
projected before I came to the colony; and, as appears from the letter from the Crown
HIGHWAYS OF COMMERCE.
513
agents, the prospects of a remunerative return are so remote I think we need not
consider the question of its construction. The estimate for the length of this line,
which is about 64 miles, is nearly twice as much as for the main line to Bumban, the
length of which is about 140 miles; more than twice as long.
With regard to the nature of line and cost of construction: As it is the opinion
of experts that a light line of 2 feet 6 inches gauge is the best adapted for the
requirements of this colony, I think their recommendations should be accepted, as
well as the estimated cost of construction, viz, £133,767, which, together with a
landing pier at Freetown, at £15,000, amounts to £148,767, or say £150,000 in round
numbers.
SENEGAL (FRENCH).
The French colony of Senegal, according to the Statesman's Year
Book for 1895, includes several stations on the Senegal River as far as
Matam, with a certain area of land around each, and the coast from
the north of Cape Verde to Gambia. These, with the settled portion of
Rivières du Sud, embrace over 14,700 square miles, with a population
of 174,000, of whom 135,000 are in Senegal. But included in Rivières
du Sud and Senegal are various protected states, which give a total
area of 54,000 square miles, with a population in 1891 of 1,100,000.
There is a governor-general in Senegal, assisted by a colonial council.
The chief town of Senegal is St. Louis, with a population of 20,000.
Dakar (population, 2,000) is an important center. At high water the.
Senegal is navigable for small vessels into the interior.
In 1892 there were 246 miles of railway, 574 miles of telegraph line,
1,022 miles of wire, and twenty-one telegraph offices.
Fruits and grains, oils and gums, india rubber, woods, and skins are
the chief exports.
The following information is taken from the annual report of the
British vice-consul at Dakar, March 15, 1895:
The population of Senegal consists almost exclusively of a tribe
named "Yollops," or "Wollops," though natives of the Gambia, Sierra
Leone, etc., as well as of the Soudan and Morocco States, are to be
met with. The Yollops are engaged almost exclusively in agricultural
pursuits, except at the commercial ports, where a gradually increasing
number are employed as boatmen, wharf and store laborers, and fisher-
men; but even men in these employments retire to their villages as
soon as the cool weather ceases to cultivate their crops. According to
the information at my command, the carrying trade between Senegal
and other parts of the world has been performed as follows: Coast-
ing trade and with France and French colonies almost exclusively by
vessels bearing the French flag. On the other hand, imported goods
have arrived in the colony both in French and foreign vessels (with a
slight balance in favor of the latter) from other parts of Europe, etc.
The same applies to exports (except to France and French colonics).
Among foreign vessels, those under the British flag predominate, coal
having been imported almost exclusively in British ships.
533A33
514
HIGHWAYS OF COMMERCE.
MADEIRA (PORTUGUESE).
OCEAN LINES.
Union Steamship Company, Limited.--British; 25 vessels, of 63,352
tons and 63,885 horsepower; leave Southampton for Cape Town on
alternate Saturdays. Passenger rates: To London, via Southampton,
$61.31; return passage, $124.08; to Cape Town, $173.70. Freight, per
ton: To London, general merchandise, $7.37; bananas, $4.86; to Cape
Town, $12.16. Time of passage: To Plymouth, three and one-half days;
to Cape Town, twelve to fourteen days. First-class return tickets from
London to Madeira are issued, from May 15 to August 15, at $76.64.
Castle Mail Packet Company, Limited.-British; 24 steamers, of 41,167
tons and 38,609 horsepower; leave London for Cape Town. Passenger
rates: To London, $61.31; return passage, $124.08; to Cape Town,
$173.70.
African Steamship Company.-British; 27 steamers, of 43,572 tons and
7,292 horsepower; leave London for west African ports fortnightly.
Passenger rates: To Liverpool, $48.66; return passage, $73; to Bonny,
$218.97. Freight, per ton: To Liverpool, $3.65; to Bonny, $10.95.
Time of passage: To Liverpool, six to seven days; to Bonny, twenty
to twenty-two days. These steamers call at the Canary Islands; pas-
sage to Canaries, $14.60.
British African Steam Navigation Company.-British; 23 steamers,
of 27,241 tons and 5,494 horsepower; leave Liverpool for west African
ports fortnightly; all other details same as those given for the African
Steamship Company.
Booth Steamship Company.-British; 11 steamers, of 10,708 tons and
1,660 horsepower; leave Liverpool for Para; call at Lisbon once a
month. Passenger rates: To Liverpool, $48.66; return tickets, $73; to
Para, $97.32. Freight rates, per ton: To Liverpool, $3.65; to Para,
$9.73. Time of passage: To Liverpool, seven to eight days; to Para,
ten to twelve days.
Mersey Steamship Company, Limited.-British; 5 steamers, of 4,023
tons and 775 horsepower; leave London for the Canary Islands. Pas-
senger rates: To Loudon, $48.66; return tickets, $73; trip round the
Canaries and back to Madeira, $29.20 to $38.93. Freight rates, per ton:
To London, general merchandise, $4.27; fruit, $3.83; pipe of wine,
$5.11; to Canaries, $3.65. Time of passage: To London, five and
one-half to six days; round the Canaries, five to eight days. These
steamers run regularly every fortnight from November to May round
the Canary group, and are the principal carriers of cargo between
Madeira and Loudon.
Afrikanische Dampfschiffs-Actien-Gesellschaft (Woermann Line).—
German; 13 steamers of 16,500 tons and 2,419 horsepower; leave Ham-
burg monthly for West African ports. Passenger rates: To Hamburg
HIGHWAYS OF COMMERCE.
515
$48.66; return tickets, $77.86; to Bonny, $145.98. Freight rates: To
Hamburg, $4.86; to Bonny, $10.96. Time of passage: To Hamburg,
seven to nine days; to Bonny, twenty to twenty-two days.
•
Hamburg-südamerikanische Dampfschifffahrts-Gesellschaft.-German;
25 steamers, of 44,413 tons and 8,760 horsepower; leave Hamburg every
ten days for Brazil and River Plate. Passenger rates: To Hamburg,
$85.28; to River Plate, $97.32. Freight rates, per ton: To Hamburg,
$4.86; to Brazil, $8.52. Time of passage: To Hamburg, seven to nine
days; to River Plate, eighteen to twenty days.
Empreza Nacional de Navegação.-Portuguese; 9 steamers, of 11,694
tons and 10,100 horsepower; leave Lisbon on the 6th of each month
for the southwest coast of Africa. Passenger rates: To Lisbon, $27.70;
to Mossamedes, $153.90. Freight rates, per ton: To Lisbon, $4.42; to
Mossamedes, $12.96. Time of passage to Lisbon, forty-four to forty-
eight hours.
Empreza Insulana de Navegação.-Portuguese; 2 steamers, of 1,918
tons and 360 horsepower; leave Lisbon for the Azores on the 22d of
each month, returning to Lisbon about the 5th of each month. Pas-
senger rates: To Lisbon, $25.70; to the Azores, $25.84. Freight to
Lisbon or the Azores, $4.10 per ton. This line connects with the North
German Lloyd and Portuguese steamers for United States ports at St.
Michaels, making it a convenient route for reaching Madeira.
FUNCHAL, June 21, 1894.
T. C. JONES,
Consul.
ASIA.
TURKEY.
Two railway lines connect Smyrna with the interior, viz, the Aidin
Railway and the Smyrna and Cassaba Railway. Both lines are owned
by private companies of foreign capitalists (mainly English), but are
under the supervision of the Ottoman Government.
The Aidin Railway extends from Smyrna to Dinair, about 234 miles.
The Cassaba Railway runs to Alascheir, about 105 miles. Both lines
have one main train track.
The cost of conveyance of goods and the passenger fares depend on
the distance. The Smyrna and Cassaba Railway, having recently
made a reduction of 50 per cent in passenger fares, has largely
increased its income, as the passenger traffic is now three times as
large as under the old rates.
OCEAN LINES.
The trade with Europe is carried on in English, French, Italian, Aus-
trian, Russian, German, and Greek bottoms. British steamers carry
on the trade between this port and the United States via Liverpool
and London, Italian steamers via Naples and Palermo, and Italian
and Austrian sailing vessels direct. One or two English steamers
run to the United States direct each year during the fruit season.
There are arrivals and departures of steamers to and from the princi-
pal ports almost every week.
RIVER AND CANAL TRAFFIC.
The two main rivers of this province are the Meander, in the south,
and the Hermus, on the north. Both are navigable only for a short
distance. There are no canals, and none are projected.
HIGHWAYS.
The roads are mainly built with earth and broken stone. The only
paved roads, with well-built bridges, are those which were constructed
by the ancient Greeks and Romans.
SMYRNA, July 6, 1894.
J. H. MADDEN,
Consul.
C
C
517
518
HIGHWAYS OF COMMERCE.
BAGDAD.
Communication between the vilayet of Bagdad (southeastern part
of Turkey in Asia) and foreign parts is provided by caravans and by
steamers which navigate the Tigris. The caravans are for intercourse
with Persia and the interior countries, and the steamers for communi-
cation with Europe, America, and India by the way of Bussorah. It
will be of interest to give some details regarding the two companies
operating the steamers which navigate the Tigris, their origin, their
actual condition, and, finally, the profits which the English company
has enjoyed ever since its establishment, as worthy the attention of
merchants in the United States, and as a possible incentive to the
establishment of a line of American steamers.
The English have the right to navigate the Tigris by virtue of a
simple vizirial letter by which the Government originally permitted
them to navigate the Euphrates only.
In the year 1830, when Bagdad was governed by the late Ali Pasha,
the English, who were seeking a shorter route to India, but with no
idea of the building of the Suez Canal, turned their attention to the
Euphrates and called it their "future way to India." In order to open
this route they applied, by advice of Mr. Taylor, then British consul-
general at Bagdad, to the British embassy at Constantinople to obtain
a firman permitting them to make an expedition upon the Euphrates.
The solicited firman having been refused, the English were content
with a vizirial letter which authorized them to place four small
steamers upon the Euphrates. They forwarded the vessels in sections
to Bagdad (via Alexandretta), put them together, and set them on the
water. They were called Tigris, Euphrates, Syria, and Comet. The first
one was wrecked near Ana, but the other three reached Bagdad, pass-
ing through the canal of Massoodee, then in good condition, and con-
tinued their way to Bussorah.
At that time there was a small vessel, the Bender Bark, which carried
on the work of the British consulate between Bagdad and Bussorah.
That boat was replaced at first by the Syria, and then by the Comet,
which was under command of Captain Yohnes, and afterwards under
command of Captain Selby. Since that time there has always been in
front of the British consulate-general a little steamer named Comet.
Toward the end of 1889 the Comet was replaced by a similar vessel,
which is the third of that name. This vessel was furnished with two
mitrailleuses, which give her the appearance of a war steamer.
The Comet has a captain and an officer of the English marines, with
English assistants (under officers); the crews are East Indian soldiers.
The steamer is at the command of the consul-general, who has also
twelve kawasses and twenty-four Indian soldiers from a Bengal regi-
ment, who continually mount guard at the door of the consulate at his
service.
HIGHWAYS OF COMMERCE.
519
The English company which navigates the Tigris owes its origin to
Capt. T. Lynch, who commanded the four steamers brought from
Beregik, upon the Euphrates, to Bagdad, and who had a business house
at Bagdad in company with his brother, Stephen Lynch. Assisted by
another officer, named Holland, the Lynch brothers undertook to form
a navigation company. They addressed themselves to London, where
they found subscribers for shares. They also offered some shares to
the natives, who, understanding the importance of the enterprise,
subscribed liberally.
The company built three steamers called London, Tigris, and Blos-
Lynch. The first two having been wrecked, and the third being too
small, the company bought the two steamers which are now upon the
river, the Mejidiah and the Khalifah. The company at first encountered
serious opposition in the Oman Ottoman Company, which was sup-
ported by local authority. The two steamers were obliged during
many months to cease taking cargoes, and made trips from Bagdad to
Bussorah only for transporting the Indian mails. In the meanwhile
Mr. Lynch obtained permission to continue the navigation temporarily,
and finally the order was issued from Constantinople under which the
steamers of the English company are permitted to ply upon the Tigris.
The Oman Ottoman Company owes its origin to the late Mohammed
Rashid Pasha, who brought the two steamers Bagdad and Bussorah
upon the scene during the year 1855.
Namik Pasha, governor general of the vilayet of Bagdad, in the year
1865 procured three other steamers, Mossoul, Phrat, and Rassafah, and
Midhat Pasha, who followed him as governor general, increased the
number, but he having been called back to Constantinople, the com-
pany, from want of proper management, degenerated for some time.
One of the steamers, the Tellafar, was burned on the way from Bus-
sorah; others were forced out of the trade, and the company lan-
guished in competition with the English corporation until it passed
under direction of a functionary of the marine, Amin Bey, who was
recently advanced to the grade of pasha for the services which he
rendered in the improvement of the condition of the Oman Company.
Emin Pasha is now the director.
To-day this company possesses four steamers, the Bagdad, the Mos-
soul, the Phrat, and the Rassafah.
The steamers of the English company, the Mejidiah and Khalifah,
are constructed almost alike. The Mejidiah is 216 feet long and 36 feet
broad; her engine is 120 horsepower; tonnage, 400, with 4 feet draft
when loaded. The Khalifah has the same length. Her engine is of
the same power and she carries about 50 tons less. The first and sec-
ond class cabins are the same and in very good condition. The running
of these steamers, which carry the Indian mails, is very regular. Every
week a steamer leaves Bussorah and Bagdad on fixed days, summer
and winter. Each of these steamers takes ordinarily eight or nine
days to make the journey.
J
520
HIGHWAYS OF COMMERCE.
·
Passenger rates.
Classification.
From
Bussorah
to Bagdad.
From
Bagdad to
Bussorah.
First class (cabin).
Second class (cabin).
Third class (deck)..
11 piaster 4 cents United States currency.
Piasters.¹
Piasters,1
200
150
150
100
75
65
First and second class passengers have the privilege of dining with
the captain, paying daily 8 rupees (1 rupee = 6 piasters).
The freight for gold and silver is three-eighths of one per cent of
value, and the captain being charged with the care of bags of money
receives one-fourth of the freight which the company charges.
Although the rates for first and second class passengers are so high,
it is noticed that the cabins are nearly always filled with pilgrims who
come to visit the shrines of Kerbella and Nejef. The deck is never
empty; there are 400 to 500 passengers on an average. Passengers
are allowed 30 okes¹ of baggage free, but must pay freight for greater
weight.
The Oman Ottoman Company's steamers are very irregular in their
trips. On every voyage there is some accident to these old steamers;
and were it not for the advantage of the barges trailed with them, they
would never pay expenses, which are very small in comparison with
those of the English steamers.
The Turkish steamers are all of the same size, 120 feet in length;
their engines are of 70 horsepower, and although their passenger rates
are more moderate, they have only passengers who are forced to travel
upon them. These steamers take twenty days going and coming from
Bagdad to Bussorah.
About four years ago the minister of the civil list tried to form a
company under the name of Hamidiah, to operate steamers, which was
not only to have steamers upon the Tigris as far as Bagdad, but also to
render navigable the part of the river from Bagdad to Mossoul, and
to restore the navigation of the Euphrates. Rajab Pasha, president of
the commission, who directed the affairs of the civil list, also engaged
merchants of the country to enter into this enterprise. The English
opposed the formation of the company and, after the French engineers
sent from Constantinople had studied part of the Tigris, and at the
moment when everyone believed the project to be on the point of suc-
cess, the enterprise fell through, and the English remained sole masters
of the river.
The income of the two English steamers Mejidiah and Khalifah,
after deducting the heavy expenses, enables the company to pay a
dividend of 15 per cent, besides holding back a good part of the receipts
' Oke = 2.85418 pounds.
HIGHWAYS OF COMMERCE.
521
for a reserve fund. The harbor of Bussorah is much frequented.
There are many lines of steamers plying directly between London,
Marseilles, and Bussorah, which take, ordinarily, from London to Bus-
sorah, thirty-five days, and from Marseilles, twenty-five days. There
are during the exportation season from two to four direct steamers
monthly, besides the British India Line, which makes a weekly service
between Bussorah and the ports of the gulf and Muskat, Kurrachee,
and Bombay. Bussorah has a bright future and its importance
increases from year to year.
The journey from Bussorah to Bagdad, in spite of the few villages on
the way, is pleasant, and passengers coming from Europe have the
advantage of passing through "The Earthly Paradise." This district
is very fertile, but the air is rather unhealthy because of marshes in the
neighborhood.
Receipts and expenditures of steamers Mejidiah and Khalifah.
Shipments, each voyage:
RECEIPTS.
Bussorah to Bagdad: 300 tons (234,000 oke'), at 5.40 paras² (29,250
piasters)...
L
£256
♫
Bagdad to Bussorah: 300 tons (234,000 oke¹), at 4.40 paras² (23,400
piasters)..
205
Passengers, each voyage:
Bagdad to Bussorah
100
Bussorah to Bagdad
Passengers and merchandise to intermediate ports..
200
100
Receipts of one round trip
861
Assuming there are 60 voyages yearly the annual receipts would be....
51, 660
EXPENSES.
Crews, at £267 each monthly, for each steamer
Coal: 60 tons per steamer per round trip, 7,200 tons, at 22s. per ton.
Other expenses for two steamers yearly
£6, 408
7,920
3, 332
17, 660
Balance
34,000
The freight charges increase sometimes to 10 paras per oke, and the charge of 4 or
5 paras may be considered as the very lowest in use.
It will be seen that the English company makes good profits. If an
American company could be formed to work in harmony with the Oman
Ottoman Company it would doubtless be repaid. A new company,
with two steamers the same size as the Mejidiah and Khalifah, would
probably find subscribers among the natives. Trade with the United
States might be built up in a short time in this region, both in exports
and imports.
BAGDAD, April 4, 1895.
RUDOLPH HÜRNER,
Vice-Consul.
11 oke 2.85418 pounds.
21 para
cent United States currency.
522
HIGHWAYS OF COMMERCE.
SYRIA.
OCEAN LINES.
Although Syria is not directly connected with the United States by
any great ocean line for passengers or freight traffic, there are few sec-
tions of the globe of more interest to travelers than the Mediterranean
coast, and while tourists from the United States now give special
attention to passenger lines on the famous Blue Sea, it is hoped and
expected that a better acquaintance and the rapidly growing demands
of trade will vastly increase the interchange of commercial products
between this country and the United States.
The unprotected condition of the Beirut Harbor in the past, due to
the absence of any available docks to be resorted to during stormy
seasons, has so far prevented large traffic vessels from touching at this
port.
The regular traffic lines that carry passengers, through mails, and
freight to and from this city are registered as second-class steamers,
and carry the French, Austrian, Russian, or Turkish flag. There are
steamers of other nationalities that share in the maritime transactions
of this port, but they are more or less irregular and need not therefore
be discussed.
Although no great through lines visit Beirut and can be reported
upon under the head of ocean lines, still the coastwise lines that touch
at this place constitute an important element in the trade of Beirut
with foreign countries on the Mediterranean, and especially with other
ports along the Syrian coast. It is also expected that the new docks,
which are likely to be completed within the course of this year, will
give a fresh and powerful impulse to navigation in this part of the
Turkish Empire.
Compagnie des Messageries Maritimes Françaises.-The steamers of
this company belong to and are controlled by a French association,
which receives an annual subsidy from the Government of the French
Republic for the regular carrying of public mails. Marseilles consti-
tutes the general terminus of the steamers of this company in their
double circuits of the Mediterranean, but their actual termini in the
Syrian circular line are Alexandria in the south, with Jaffa and Port
Said as intermediate points, and Smyrna in the north, with Tripoli,
Latakia, Alexandretta, Mersina, Larnaca, and Samos as main ports
touched between Beirut and Smyrna.
HIGHWAYS OF COMMERCE.
523
The total length of the so-called Syrian line is roughly estimated to
be 1,352 miles. The distances between the main points touched by the
steamers of said company are approximately as follows:
From-
To-
Miles.
From-
To-
Miles.
Beirut.
Tripoli....
48
Beirut
Jaffa
120
Tripoli
Latakia
63
Jaffa...
Latakia.
Alexandretta
75
Port Said.
Port Said...
Alexandria.
132
160
Alexandretta
Mersina..
63
Mersina
Larnaca..
136
Total south line.
412
Larnica..
Smyrna.
555
Total north line.
940
The condition of the company is considered generally good. Its
steamers, though of second-class capacity, are the largest and best
boats that ply along this coast. They perform postal and traffic serv-
ice and make regular trips.
The steamers of the Messageries Maritimes which do the service of
the Syrian line are five in number, namely:
Djemnah.
Iraouddy
Niger...
Steamer.
Steamer.
Tonnage.
Horse-
power.
3,716
2,000
3,260
2, 900
Tonnage.
Horse-
power.
3, 785
3, 785
2, 900
2,900
Senogal
La Gironde.
3,726
2,900
These steamers accomplish their itinerary weekly, i. e., every other
week one of the steamers touches at Beirut, coming from the north,
while another steamer crosses way with her coming from the south.
The rates for first-class passengers from Beirut are:
To-
Jaffa
Port Said
Alexandria.
Fare.
To-
$6.76
Tripoli...
12.55
Latakia.
21.23
Alexandretta
Fare.
$3.86
Mersina.
7.72
12.55
Larnica
Smyrna.
To-
Fare.
$17.37
23.16
46.32
Freight rates vary considerably in proportion to the distance and
kind of goods, ranging generally between 96 cents and $4.83 per ton.
Austrian Lloyds Steam Navigation Company.-This line is controlled
by an Austrian company. Trieste is the terminus of the steamers in
the Mediterranean, but the Syrian line ends at Alexandria in the south,
with Haifa, Jaffa, and Port Said as intermediate ports; and at Con-
stantinople in the north, with Larnica, Limasol, Rhodes, Khios, and
Smyrna as intermediate points, besides Alexandretta, Mersina, Mity-
lene, Dardanelles, and Gallipoli, which are touched by the Syria-Cara-
mania line.
The total distance from Alexandria to Constantinople, by the Syrian
line, run by the steamers of this company, is nearly 1,652 miles, and by
the Syria-Caramania line about 1,800 miles.
524
HIGHWAYS OF COMMERCE.
•
The distances between the main intermediate points will be seen on
reference to Messageries Maritimes line of steamers.
The material condition of the steamers of the Austrian Lloyds Navi-
gation Company is not so good as that of the vessels of the Messa-
geries Maritimes Line. The Austrian Lloyds steamers are smaller, and,
although they carry mail, passengers, and freight, they are neither so
punctual nor so fast. There are no special steamers which do the
service of the Syrian line.
The sailings of these steamers are weekly.
The first-class passenger rates, with meals, from Beirut are:
To-
Fare.
To-
Fare.
Haifa
Jaffa
$5.79
6. 27
Port Said..
Alexandria
13.03
Limasol.
Rhodes..
Khios...
•
$8.59
23.16
20.26
Alexandretta
Larnica..
6.28
Mersina...
13. 17
To-
Fare.
30.88
9.17
Smyrna
Mitylene.
Dardanelles.
Gallipoli..
Constantinople.
$35.13
41.02
45.36
45.84
52.11
The freight rates, as in the case of the French steamers, vary con-
siderably, but the minimum rate is 6 francs ($1.158), and the maximum,
15 francs ($2.894) per ton, according to the distance and the kinds of
merchandise.
Compagnie Russe de Navigation à Vapeur et de Commerce.-This com-
pany belongs to a Russian corporation, and it receives a subsidy from
the Russian Government for the postal service. Odessa is the terminus
of this line of steamers. The Syrian line, however, begins at Alexan-
dria, in the south, with Jaffa and Port Said as intermediate points, and
ends at Constantinople, in the north, with Tripoli, Smyrna, Piraeus,
Salonica, and Dardanelles as the intermediate ports.
The total length between these two points and the intermediate ports
is nearly as already stated. It is worth observing, however, that the
steamers of the Russian Company do not touch at Cyprus or Rhodes,
nor at any other port of the Caramanian littoral. The condition of the
steamers of this company is much like that of those of the Austrian
Lloyds Company; but, though small, they are generally preferred by
tourists to others, except the boats of the Messageries Maritimes.
The Russian steamers performing the service of the Syrian line are
three in number, namely:
Name.
Tons.
Horse-
power.
Korniloff.
Odessa..
Lazareff.
3,800
1,000
3,000
960
3,400
800
The steamers of this line call at Beirut weekly.
HIGHWAYS OF COMMERCE.
525
First-class passenger rates, including meals, from Beirut are:
To-
Fare.
Jaffa
Port Said.
Alexandria.
$4.25
Tripoli..
11.58 Smyrna
19.30 Piraeus
To-
Fare.
To-
$3.09 Salonica.
33.58
Dardanelles...
35.51
Constantinople.
Fare.
$46.32
51.72
54.81
Freight rates range from 6 to 15 francs ($1.158 to $2.894) per ton,
according to distance and kind.
Compagnie des Paquebots Poste Khedivé.-This company belongs to
and is controlled by the Government of the Khedive of Egypt. The
termini of the trips of the steamers of this company are Alexandria,
with Port Said and Jaffa as intermediate ports in the south, and
Mersina, with Tripoli and Alexandretta as intermediate ports in the
north. The total length of the line is 797 miles, while the distances
between the different ports visited by the Khedivial steamers are as
shown in the list given under the head of the Messageries Maritimes
line. The good condition of the steamers of this company together
with their regularity, comfort, and the facilities afforded to trade have
made them very popular in Syria. They carry mails, passengers, and
freight. Four steamers are doing service in the Syrian line, viz:
Buheira..
Rahmanieh
Faium.
Sharkieh
Name.
Tons.
Horse-
power.
1,080
300
1, 300
200
1,070
300
1, 160
300
The sailings of these steamers are weekly. The first-class fare is as
follows from Beirut:
Jaffa
Port Said.
To-
Fare.
To-
Fare.
$6.28
Alexandria
15.55 Tripoli.
To-
Fare.
$20.07
2.90
Mersina..
Alexandretta
$15.05
15.05
Although Alexandria is nearer to Beirut than Mersina, the fare to
the former is higher on account of the fact that these steamers go first
to Mersina, then return to Alexandria, which makes the circular line
longer. The freight rates on the steamers of this company are about
the same as those of other companies.
RAILROADS.
While no railroad is now in operation in Syria, work is progressing
on two lines-one from Beirut to Damascus and the Hauran, and the
other from Haifa through the Hauran to Damascus. The affairs of
the latter are now languishing after the completion of several miles of
track and the survey of the entire route, but the work on the line from
Beirut to Damascus is being pushed with the energy characteristic of
J
526
HIGHWAYS OF COMMERCE.
French engineers and with the ample means commanded by a wealthy
corporation of French and Syrian capitalists. The branch of this road
from Damascus to the Hauran, 64 miles, is already finished, and will
be operated for transporting this year's grain crop from that rich sec-
tion to Damascus. The main line from Beirut to Damascus is laid in
many sections near Beirut, and the grading, leveling, and bridge
building are fast approaching completion on the entire 77 miles. The
track will be finished and the line ready for full operation some time
during next year.
The tremendous grades over the Lebanon Mountains are such that
this great work has been unavoidably delayed, and it is as yet impos-
sible to determine the exact date of final completion, but it is hoped
that by the spring or summer of 1895 passengers and freight can be
transported over the Lebanon Mountains. The line itself is a narrow
gauge or tramway, but the grading is wide enough for the standard
roadway, and the ultimate intention is to make it conform and connect
with the standard-gauge branch of the same company from Damascus
to the Hauran.
The official name of this new railway is "The Ottoman Company of
Economical Railroads from Beirut to Damascus," and it has a con-
cession of ninety-nine years from the Sultan. The main line from
Beirut to Damascus is 77½ miles and the branch from Damascus to the
Hauran (already finished) is 64 miles. Other branch lines to Horus,
Hama, Baalbeck, and Aleppo are contemplated, to form in time a part
of a grand railway system from Beirut to Bagdad and the Euphrates
Valley. The company's capital stock is 10,000,000 francs or $1,930,000,
divided into 20,000 shares of 500 francs ($96.50), and the corporation
has the power to issue bonds if needed.
It is stipulated in the concession that the work must be completed in
four years. It was commenced on December 8, 1892. Interest of 5 per
cent is paid to shareholders. Not only is all the iron and material for
the road on the ground, but the engines, cars, and general mechanical
equipment are already arriving in the port of Beirut. There is only
one track on the line, with sidings at termini and stations. No
schedule of passenger and freight tariffs has as yet been made out.
HIGHWAYS.
There are no navigable rivers or canals in Syria, but the Damascus
road is one of the most famous macadamized highways in the Turkish
Empire. It is doubtful if there is a better, smoother, or more beautiful
roadway in Europe or America. Constructed by the French after the
great massacre of 1860, it has been maintained by a French company
ever since as a pleasant highway between Beirut and Damascus, and
is an immensely profitable investment. Its total cost was 3,000,000
francs ($579,000), and an annual outlay of $20,000 is made for repair,
the road being practically renewed every three years.
HIGHWAYS OF COMMERCE.
527
It is used for passenger and freight traffic, diligences making two
trips daily the year round in thirteen hours, from both Beirut and
Damascus, for the convenience of passengers; and carriages and cara-
vans increase the travel and popularity of the highway. From twenty-
five to thirty freight wagons a day and many camels and donkeys
transport the heavy freight shipments between the two great Syrian
cities. The length of this perfectly macadamized highway is 113 kilo-
meters, or 70ğ miles, about the same as the railway, which follows the
general grade and direction of the roadway. The two lines are practi-
cally owned by the same corporation. The condition of this roadway
is perfectly maintained at all times, and even in the severest snow-
storms the road on the mountain tops is kept free from drifts by the
employment of hundreds of men, shovels, and carts. Both the Lebanon
and Ante-Lebanon mountains are crossed at a height of fully 5,000 feet,
so the immense grading over two mountain ranges in about 70 miles'
distance can be easily conceived. This route is historic and picturesque.
A branch of this great highway, about 20 miles in length, extends from
Chtaura, at the eastern base of the Lebanon Mountains, past the inter-
esting city of Zahleh and alongside the reputed tomb of Noah, to Baal-
beck, the most artistic and wonderful of all ancient ruins in this section
of the Orient.
The Damascus roadway averages 6 meters (19.7 feet) in width, and for
several miles outside of Beirut and Damascus it is well watered in the
dry season. The diligence fare for first-class seats is $6.38, and for
second-class, $4.44, while private carriages from Beirut to Damascus
cost $74.27 for the round trip, which occupies three days. The freight
rates from Beirut to Damascus vary between $1.32 and $3.52 per
cantar, an Arabic standard of weight equivalent to 560 pounds.
THOMAS R. GIBSON,
BEIRUT, June 1, 1894.
PALESTINE.
Consul.
OCEAN LINES.
The only seaport within the province of the Jerusalem consulate is
at Jaffa. Eight steam navigation companies have agencies here. The
vessels of these companies make regular trips to and from this port.
The companies are known as (1) Austrian Lloyds, (2) Messageries
Maritimes, (3) Russian Steam Navigation Company, (4) Khedive, (5)
Faber, (6) Bell's Asia Minor, (7) Knott's Prince Line, and (8) The
Machaussieh. Each of these companies is a private corporation, yet
under control of its respective government to the extent of its con-
tracts for carrying the mails, being subsidized for this purpose.
528
HIGHWAYS OF COMMERCE.
Austrian Lloyds.-The Austrian Lloyds, with headquarters at Trieste,
has a fleet of seventy-two screw steamers. Twenty-four of these are
modern and have each a capacity of from 2,000 to 4,000 gross tons and
from 1,500 to 4,000 horsepower. The other two-thirds of the fleet are
old-style vessels, though in good condition and in continual use. Their
gross tonnage is from 500 to 1,800 tons each and their horsepower from
300 to 1,400. Some of the larger steamers will accommodate about
100 first-class and 40 second-class passengers.
Besides the Mediterranean, Adriatic, Levant, and Black Sea lines,
the Lloyds Company has a service to India, China, Japan, and South
America.
The lines in operation on the Mediterranean run weekly steamers from
Trieste to Constantinople, Alexandria, Piraeus, Smyrna, Salonica, and
Constantinople; and fortnightly to Constantinople, Smyrna, Beirut,
Jaffa, Alexandria, and Alexandretta.
Thus, by an Austrian Lloyds steamer, one could ship freight or go
as a passenger north or south once a week. A choice of routes going
north is given, viz, by the Straight Line, via Cyprus, or the Caramania
Line, the former taking six and the latter eight days to reach Con-
stantinople. The points touched by the Straight Line are: Jaffa,
Beirut, Larnaca, Limasol, Rhodes, Khios, Smyrna, and Constantinople.
The points touched by the Caramania Line are: Jaffa, Kaifa, Beirut,
Alexandretta, Mersina, Rhodes, Khios, Smyrna, Mytilene, Dardanelles,
Gallipoli, and Constantinople. The Lloyds guide books do not give the
distances between these points.
Single first-class passage from Jaffa is as follows: To Constantinople,
$63; to Alexandria, $17.40; Trieste, via Alexandria, $78.50; to Trieste,
via Smyrna, $120.
The Lloyds Company distinguishes four classes of freight and charges
accordingly from Jaffa to Alexandria and Trieste, viz:
First.
Second ..
Class.
To-
Alexandria. Trieste.
Per ton.
$8.40
6.80
Per ton.
$21.00
16.00
Third.
Fourth..
Class.
To-
Alexandria.
Trieste.
Per ton.
$4.80
2.80
Per ton.
$12.00
7.00
It must be noted, however, that rates charged by all the coast lines
doing business here are liable to great fluctuations under certain con-
ditions.
Messageries Maritimes.-This company has its head offices in Mar-
seilles, and has lines to India, China, Cochin-China, Australia, New
Caledonia, East Africa, South America, the Black Sea, and the Medi-
terranean. It has a fleet of fifty-five screw steamers, two-thirds of
which are reckoned as large-sized, having a displacement of from 3,000
to 7,000 tons each, and from 2,000 to 7,000 horsepower. The Messa-
geries steamers touch at Jaffa weekly. Line A leaves Marseilles fort-
HIGHWAYS OF COMMERCE.
529
nightly, going via Piraeus, Salonica, Smyrna, Samos, Larnaca, Mersina,
Alexandretta, Latakai, Tripoli, Beirut, Jaffa, Port Said, Alexandria, and
Marseilles. Line B leaves Marseilles fortnightly, going via Alexandria,
Port Said, Jaffa, Beirut, Tripoli, Lataki, Alexandretta, Mersina, Samos,
Smyrna, Salonica, Piraeus, and Marseilles.
The Messageries Maritimes Company is the only company that seems
to have calculated the distances between its ports. According to its
guide books, the distance from Marseilles to Egypt, Syria, and return is
4,300 miles. Passenger and freight rates are as follows:
Alexandria.
Marseilles...
From Jaffa to-
Via Alexandria
•
Via l'iraeus
Freight (per ton).
First-
Distance. class pas-
First
Second
Third
sengers.
class.
class.
class.
Miles.
392
$16.00
$5.00
$4.00
$3.00
20.00
12.00
8.00
1,700
74.00
2,600
103.00
Rates, owing to severe competition, are sometimes reduced to 50 per
cent of the above figures.
The steamers of this company are renowned for punctuality, neatness,
and general good treatment of passengers.
Russian Company.-The Russian Steam Navigation and Commerce
Company has its headquarters in St. Petersburg. It has a fleet of
thirty-six screw steamers, varying in size from 200 tons and 300 horse.
power to 7,000 tons and 3,400 horsepower. The average passenger
capacity of these steamers is 40 first-class and 30 second-class berths.
They visit Jaffa once a week, ou fortnightly round voyages. The points
touched are Odessa, Constantinople, Dardanelles, Mount Athos, Salon-
ica, Piraeus, Khios, Smyrna, Tripoli, Beirut, Jaffa, Port Said, and
Alexandria. On the return trip, they make these same ports in reverse
order.
Freight and first-class passenger rates are as follows:
Alexandria
Odessa..
Via Alexandria.
Via Smyrna
·
From Jaffa to-
Freight (per ton).
First-
class pas-
sengers.
First
class.
Second
class.
Third
class.
$13.60
$5.00 $3.60
$2.50
13.00
10.00
8.00
81.60
112.00
Reductions on these rates are to be obtained at certain times under
certain circumstances. These are, however, the published tariffs,
533A-34
530
HIGHWAYS OF COMMERCE.
The following table will show the part each of the above-named com-
panies has in the movements of navigation during one month at the
port of Jaffa:
Company.
Steamers
arriving
and depart-
Remarks.
ing.
Company.
Steamers
arriving
and depart-
ing.
Remarks.
Austrian Lloyds...
Messageries Mari-
times.
Russian Company..
Khedivé
∞ -+
8
Service regular.
Faber (French)....
1 or 2
Not very regu-
4
Do.
lar.
4
Do.
8
Regular service
Bell's Asia Minor.
Knott's Prince
Line.
1
Do,
1
Do.
between
exandria and
Messina.
Al-
Machsussieh
(Turkish).
1
Do.
The Khedivé is a thriving company, whose competition the others feel.
The Faber, Bell, Knott, and Machsussieh lines are seldom used by
travelers.
RAILWAYS.
Within the province of the Jerusalem consulate there is but one
railway. This connects Jerusalem, the chief city, with Jaffa, our only
seaport. This road, called Chemin de Fer Ottoman de Jaffa à Jerusa-
lem, while holding title from the Turkish Government, is in reality a
French corporation. It is the policy of the Turkish Government to
keep a nominal control over all railways and highways within its
territories.
The total length of this railroad is 53 miles; it is single track and nar-
row gauge. Stations average 9 miles apart, there being five between
Jaffa and Jerusalem. None of the intermediate stations are of any
importance.
The line is in fair condition, but the accommodations for passengers
are very bad, and would not be tolerated by the traveling public of
Europe or the United States. The line is difficult to keep in first-class
condition owing to the heavy grades and short curves among the moun-
tains. With the means at hand, the company is to be commended for
its success in keeping the roadbed in as good condition as it is. In the
distance of 53 miles the ascent is nearly 2,500 feet, most of which is
made during the last half of the distance.
The daily service consists of one passenger and one freight train each
way. The first-class fare between the termini is $3. A round-trip
ticket is sold for $4.
Freight is divided into three classes. The rates per ton from Jaffa
to Jerusalem are $3.90, $3.50, and $3, for first, second, and third class,
respectively.
HIGHWAYS.
There are three carriage roads branching from Jerusalem that are
worthy the name of highways, viz, one leads westward to Jaffa, one
southward to Bethlehem and Hebron, and one eastward toward Jericho.
HIGHWAYS OF COMMERCE.
531
This latter is not completed. A highway also runs from Jaffa north-
ward to Tantura. These roads are in good condition, but there is so
little carriage traffic over them that it requires little attention to keep
them in order. Their average width is about 50 feet. All other roads
through the country are but mountain trails, and wretched beyond
description. All travel is on horse, camel, or donkey back, likewise all
transportation of goods to and from the larger towns and villages of
the north.
EDWIN S. WALLACE,
Consul.
JERUSALEM, June 16, 1894.
MASKAT.
OCEAN LINES.
The only line of steamers carrying passengers, mails, and freight,
calling regularly here, is the coast line of the British India Steam
Navigation Company, Limited, running from Bombay and Karachi to
Maskat and ports in the Persian Gulf, with Bassorah, Asiatic Turkey,
as the terminal port. These steamers leave Bombay every Thursday
and remain at Karachi until arrival of same company's (Peninsular and
Oriental) steamer with mails and passengers from Brindisi. They leave
Karachi on Tuesday morning. At Maskat, the steamers call every alter-
nate Thursday, going to Bassorah, and every other Thursday on the
return voyage.
The British India Steam Navigation Company, Limited, London, own
101 steamers, the total tonnage of which is 249,492.
The following are the steamers of this company at present on the
Persian Gulf line:
Assyria
Chanda.
Java
Name.
Gross
tonnage.
Nominal
horse-
power.
1, 495
2, 022
1,477
200
Kilwa
221 Pemba
180 Simla
-
Name.
Gross
tonnage.
Nominal
horse-
power.
1,552
200
1,536
200
1, 615
180
1 Also written Muscat.
2 Also written Kurrachee.
532
HIGHWAYS OF COMMERCE.
First-class passage rates in rupees.¹
To-
From-
Kara-
chi.
Gwadur. Maskat. Jask.
Lingah
Bandar and
Abbas. Bah-
Bu- Fao and Basso-
shire. Fallahi.
rah.
rein.
Bombay
Karachi.
Gwadur
Maskat.
...
60
86
38
ខ្លួនទ
105
120
128
143
180
195
200
75
90
105
120
150
165
168
53
68
83
90
128
143
150
30
56
64
105
120
124
Jask
30
53
90
105
126
Bandar Abbas.
38
68
83
90
Lingah and Bahrein
Bushire
Fao and Fallahi.
53
75
83
26
$2
34
20
¹ The rupee, silver, was valued by the United States Treasury Department as follows, on the dates
given: 1894, January 1, 24.5 cents, April 1, 22.1 cents; July 1, 21.7 cents; October 1, 22 cents. 1895,
January 1, 21.6 cents; April 1, 21 cents.
This table will also serve to show the ports on the Persian Gulf
touched at by the mail steamers.
Average rates of freight are 10 rupees per ton of 20 hundred weight,
or 40 cubic feet, to all ports.
Specie is charged at from three-fourths to one-half of 1 per cent,
according as value is small or great.
The mail steamers on the Persian Gulf line receive a small annual
subsidy from the British Indian Government.
RAILWAYS, RIVERS, AND HIGHWAYS.
There are no railways or navigable rivers in Oman, and no canal
lines or roads have been constructed in this country. There are no
wheeled vehicles in use; passengers and goods are conveyed by camel
or donkey along narrow tracks worn by the animal's feet.
A. MACKIRDY,
MASKAT, May 9, 1895.
Vice-Consul.
PERSIA.
ANCIENT ROAD AND BRIDGE BUILDERS.
In surveying the lines and means of communication for the convey.
ance of travelers and merchandise, as now existing in Persia, we find
ourselves face to face with conditions, methods, and systems-almost
unchanged since the very dawn of history-which have survived
dynastic revolutions, the overthrow of social and religious institutions,
and the contraction and expansion of political frontiers.
In the course of her long existence Persia has experienced to the full
the vicissitudes of empire; but whether Assyrian, Scythian, or Median;
whether Greek, Roman, or Arab has striven to control her destinies;
HIGHWAYS OF COMMERCE.
533
whether the offering of fire has flamed from the altars of Zoroastrian
temples or the priest of Islam calls the faithful to prayers from the
minaret of the mosque, all seem to have agreed that in the means of
both internal and external intercourse no change was necessary.
At certain periods of Persian history, architecture, sculpture, engi-
neering, and building attained a high state of perfection, and palaces
and bridges, and dams thrown across rivers for preserving and raising
the water for the purposes of irrigation, attest the possession of remark-
able skill and perseverance on the part of the promoters and builders.
But though large sums of money must have been spent and vast num-
bers of people employed in raising these structures, comparatively little
attention seems to have been paid to roadmaking.
The unconfined tracks, without landmark or guidepost, tending in
one direction with more or less irregularity, and made visible by the
ceaseless tramp of the truck animals, form the highways, and the camel,
the mule, the horse, and the ass, the ordinary vehicles of transport,
whilst the caravansary and chapar-khaneh (posthouse) are the resting
places for man and beast.
The little attention paid by the Persians of ancient and mediæval
times to roadmaking was no doubt partly owing to the general absence
of wheeled carriages, both in commercial enterprise and local industry,
and the more ambitious schemes of war. It appears, however, from
the rock sculptures at Persepolis that a small two-wheeled vehicle did
exist in those remote times, but it would seem from the surroundings
that it was used rather in domestic than in warlike pursuits.
In primitive times, when the boundaries of states were but ill-defined
and the executive or governing power, which not infrequently decreased
in force in proportion to the distance from the center, mountains formed
at the same time both the limits of the kingdom and its bulwarks of
defense. It is, therefore, not surprising that the Persian mountain
ranges afford so few traces of ancient roads or roadmaking.
In the mythological ages, moreover, superstition and dread peopled
those vast solitudes with giants, demons, and genii, whose presence
and neighborhood it was prudent to avoid, and in later times their
fastnesses afforded safety and protection to bands of robbers, who
plundered the richly laden and defenseless caravans in the plains
below.
It is probable that these and a variety of other considerations had
the effect of retarding, through long periods, the construction of roads,
thus leaving traffic and merchandise to find their means of increase
and distribution the best way they could.
During the reign of the present Shah considerable improvements
have been made in certain districts where the ordinary traffic was car-
ried on under great difficulties and dangers, and although the pack
animal has not been superseded, transport and travel have been much
facilitated. It is true that they are of local rather than international
534
HIGHWAYS OF COMMERCE.
interest and advantage, yet they mark an advance in the right direc-
tion, and demonstrate that the ruler and his advisors desire to give a
freer and smoother circulation to the products and industries of their
own country. There are, however, two comparatively new roads, which,
as they have more than a local interest, will, in their proper place,
require separate mention.
In reviewing the past and present condition of the historic king-
doms of the East, whose inherent vitality has preserved them from
the processes of natural and unnatural decay and extinction, and
whose laws, customs, and habits, which have been made sacred by
their associations and antiquity, and even in the fierce and feverish
light of modern times command our sympathy and curiosity, it must
be admitted they have many and weighty reasons for moving slowly
and carefully in the way of improvements.
The roads of Persia, with the exceptions mentioned above, are gen-
erally of one complexion and in much the same condition. Variations
in the surroundings of mountain, ravine, or plain have each their pecu-
liar features, yet in spite of these there is a close family likeness in all.
Their one peculiarity when confined to the plains is a great number of
parallel cattle tracks of undefined extent. Even when the road leads
through cultivated lands it is considered advisable and economical to
allow the caravans a pretty large margin. The roadway, therefore, may
be half a mile or only a few yards wide. In mountain passes it is often
confined to one single track, where it is impossible for the animals to
pass each other. The roads which have been constructed under the
auspices of the present Shah in mountainous districts bordering on and
in the province of Mazenderan are from 10 to 12 feet wide. These have
been very useful in facilitating and stimulating the local trade in rice,
timber, and charcoal, and also in promoting the growth of trade with
the small port of Meshedi-sar, on the Caspian, about 70 or 80 miles
west of the more important town of Astrabad.
It would be difficult to assign any distinct period for the erection of
those vast structures of antiquity, of which the ruins of Persepolis
remain as a proof of the engineering and artistic skill of the builders.
These are remnants of an age too remote to exercise any influence
whatever upon the present. They can only have a historical and
archæological interest for the antiquarian and the traveler.
The Sassanian dynasty, the last of the ancient lines of Zoroastrian
kings who occupied the throne of Persia from about A. D. 226 to A. D.
650, or upward of 400 years, devoted much attention to the building
of bridges and the construction of dams and other works of public
utility for the benefit of their subjects and the prosperity of their
kingdom.
THE CARAVANSARY BUILDERS.
The Saffavian kings, who reigned over Persia from toward the close
of the fifteenth to the beginning of the eighteenth century, a period of
HIGHWAYS OF COMMERCE.
535
nearly 250 years, recognized the necessity, and considered it a pious
duty, to provide shelter, protection, and refreshment to men and ani-
mals compelled at all seasons of the year to traverse the lonely and
dangerous highways. They were the great caravansary builders, and
such was the interest they took in the erection of these buildings that
both sexes joined in the enterprise. Many of these caravansaries,
especially those erected by Shah Abbas the Great, who died in 1628,
are still standing. They are mostly built of hard-burned bricks, and
have resisted the destructive influences of time, weather, and neglect
with remarkable success. It is, however, but just to remark that a
great many caravansaries have been built in different parts of the
country, both from public and private sources, since those days.
There is little variety in the architecture of these necessary, but not
always comfortable or convenient, habitations. They are always in the
form of a quadrangle, three sides of which are usually taken up by
the stables and the fourth side by rooms for travelers, storerooms,
etc. The middle of the square is generally occupied by a large cov-
ered tank for the supply of water to men and animals.
Caravansaries exist along all the principal highways, at varying dis-
tances of from 16 to 24 miles apart, and form the ordinary stages or
day's journeys of the caravans. As it is necessary that they should
be in more or less close proximity to villages, from where a supply of
fodder can be obtained for the animals, this partly accounts for the
difference in the number of miles in the stages. Sometimes other
causes operate, as in more highly civilized countries.
The accommodation of the caravansary is not very refined, and sel-
dom tempts the traveler to stay longer than is necessary for rest and
refreshment. Those, however, to whom time is of little moment and
who take a good supply of household furniture with them, will find a
day's residence in a caravansary, if not an absolute pleasure, at least a
novelty. The bill of fare is always a very moderate one, consisting of
fowls and eggs, but those who know the resources of these primitive
wayside inns generally provide themselves with a few supplementary
stores.
POSTHOUSES.
Besides the ordinary caravansaries, each great road of public or
national importance has a system of posthouses. These are generally
in the vicinity of the caravansaries and at about equal distances apart.
At these places relays of rather small, wiry horses are kept, and if the
traveler's patience is not equal to the slow monotony of the caravan,
he can be furnished with supplies of horses, and with courage and
endurance he may cover from 60 to 100 miles a day. The cost of one
horse is, at the present time, about 2 cents a mile. But as, by the
rules and necessities of this service, the traveler must be accompanied
by a postboy, or rider, he is obliged to take two horses, which increases
the fare to about 5 cents a mile.
536
·HIGHWAYS OF COMMERCE.
The accommodation at the posthouses is more comfortable than at
the caravansaries, although the bill of fare does not offer any greater
variety.
HIGHWAYS.
Teheran is connected with the outer world by fine roads, from which,
as will be seen presently, there are certain branches of more or less im-
portance. These form the ordinary lines of communication for the trans-
port of goods and the conveyance of passengers and mails, and may be
briefly stated as the Tabriz, Hamadan, Bushire, Meshed, and Astrabad
roads.
TABRIZ ROAD.
Teheran to Kasvin, 6 stages, 96 miles.-This road was constructed for
wheeled vehicles about sixteen years ago. It is about 50 feet wide, and,
as it lies generally over a gravelly bed, macadamizing was unnecessary.
For ten months in the year it is in good condition. During January
and February, on account of the heavy falls of snow, the traffic is
sometimes delayed. Conveyances for the carriage of travelers and
mails, consisting of closed and open spring vehicles, and small covered
and uncovered wagons, all drawn by horses, are kept in readiness both
in Teheran and Kasvin, but not at the intermediate stations. The fare
for the closed spring carriage with four horses, sufficient for two or three
persons, is about $17; for the open spring carriage with three horses,
for two persons, $12.50, and for the wagon and three horses for two
persons, $7.50, for the whole journey. Wagons for the conveyance of
the traveler's baggage, to accompany the carriage, can also be had.
The transport of goods by wheeled carriage is only carried on to a
limited extent. The road is worked by a private individual, who is at
the present time governor of Kasvin.
Kasvin to Zenjan, 5 stages, 104 miles.—Road generally level.
Zenjan to Tabriz, 5 stages, 104 miles.-About 50 miles from Zenjan the
road crosses a range of hills of considerable altitude, called the Goflan
Kuh; with this exception the road presents no difficulties. Wheeled
vehicles can traverse the whole distance from Tabriz to Teheran, but
on account of the hills above mentioned, the ordinary pack and riding
animals are preferred.
Tabriz to Julfa, on the River Aras, Russian frontier, 4 stages, 80 miles.-
The road is fairly level and passable for wheeled carriages. Travelers
from Julfa for Europe take the Russian mail-cart service to a station
on the Tiflis-Baku Railway, called Agstaffa, about 100 miles southeast
from Tiflis.
Tabriz to Damadim, Turkish frontier, 8 stages, 226 miles.-This road
presents no serious difficulties, but all traffic is carried on by pack ani-
mals. Camels are largely used on this road. All European goods
(Russian excepted) are imported by this route via Trebizonde, on the
Black Sea, for the northwest, as well as large quantities for Kasvin,
HIGHWAYS OF COMMERCE. ·
537
Teheran, and other places. A transit duty of 1 per cent is charged
at Trebizonde on all goods en route for Persia.
From Tabriz to Oroomiah distances vary slightly, according as the
south or the northeast of the lake is chosen, but the distance is, more
or less, about 130 miles. If some small steam craft could be launched
on the lake, and a waterway opened up between the two towns, a great
saving of time and fatigue would be effected.
Branch road.—Kasvin to Resht, 6 stages, 120 miles: The second, third,
fourth, and most of the fifth stages from Kasvin lie across the Elburz,
with its offshoots and neighboring ranges of mountains. Although the
passes are often very steep and the road frequently overlooks deep prec-
ipices, comparatively few accidents occur to either men or animals,
on account of the width being seldom less than 10 feet. A concession
was granted by the Shah last year to a Russian syndicate to construct
a cart road from Kasvin to Resht, but a beginning has not yet been
made, although it is reported that operations will be commenced in two
or three months. The majority of Russian goods, particularly sugar,
are transported to Teheran by this route. This, moreover, is the most
direct trade route to all parts of Europe, but on account of the prohib-
itive transit duty levied on all goods passing through Russia from the
west, it is but very rarely used.
HAMADAN ROAD.
miles.—This
Teheran to Hamadan, 8 stages, 172 miles. This road, although in
places hilly and presenting a more or less uneven surface, offers no
serious obstacles to the free and regular transport of goods. The
principal business of Hamadan is the tanning of leather.
Hamadan to Kermanshah, 5 stages, 120 miles. With the exception of
a few hills of no great height above the level of the plateau, this road
is over an undulating surface. The well-known rock sculptures on the
face of the mountain called Bi-situn are at distances of about 8 miles
and 24 miles west of Kermanshah, in more or less close proximity to the
road.
Kermanshah to Khanakin, Turkish frontier, 7 stages, 132 miles.—Part
of this road lies over wooded hills, but to the ordinary animal carriage
it offers no insuperable difficulty. From Khanakin to Bagdad, on the
Tigris (Turkish territory), the distance is about 112 miles.
TEHERAN-BUSHIRE ROAD.
This road lies directly south and passes through the important cities
of Ispahan and Shiraz. The celebrated ruins of Persepolis and the
gigantic rock sculptures are in the immediate vicinity of this road, 40
miles north of Shiraz. Goods are imported from Europe, India, China,
and other parts of the world by this route for most of the southern
and central provinces and in smaller quantities for Teheran. This is
also the mail route for India and the Far East.
538
HIGHWAYS OF COMMERCE.
Teheran to Koom, 6 stages, 196 miles.—In the early part of 1890 the
Imperial Bank of Persia obtained a concession from the Persian Govern-
ment to construct a cart road from Teheran to the Karoon River, which,
through the intervention and at the request of Sir H. Drummond
Wolff, the English minister at Teheran, had recently been thrown open
to navigation. It was hoped and believed that through these conces-
sions, giving greater facilities and expedition for transport and opening
up large tracts of territory, hitherto, from the absence of road com-
munications, practically closed to the outside world, a great impulse
would be given to internal industries, and foreign merchandise would
more rapidly reach its destination, be sold at lower rates, and yet give a
more profitable return to the importers. It would, moreover, it was con-
tended, enable European goods to compete more successfully with their
Russian rivals, which within the last few years have deservedly risen
in reputation and increased immensely in extent. The failure, however,
of certain enterprises connected with Persia and the rather sudden and
unexpected fall in the Imperial Bank of Persia's shares gave a shock
to Persian credit in London which proved fatal to the prospects of the
road.
The bank, notwithstanding these adverse circumstances, provided
the money to construct the first section, from Teheran to Koom. A
road 16 feet wide, macadamized where the soil was of a clayey or spongy
nature, with bridges and guest houses of a more modern type, and with
a supply of necessary conveniences for the accommodation of travelers,
was finished by the end of 1892. A service of wheeled vehicles for the
conveyance of passengers and merchandise was organized and started
soon after the completion of the road. A fare of $2.50 was charged for
each seat in the coach, for the whole journey.
Koom is a holy city to which large numbers make pilgrimages to
offer their devotions at the shrine of the saint. These, it might be
supposed, would have taken advantage of this more rapid and comfort-
able method of reaching their destination, but from some cause or other,
probably superstition, it did not attract sufficient numbers to pay for
the daily service. Koom being but a small town, and the road forming
but a short section of the Teheran-Bushire highway, the difference of
two days in the arrival of goods at either end did not offer sufficient
inducements to merchants to substitute the wagon for the camel. Con-
sequently, about eight months ago, the service was given up and the
horses and vehicles sold. At the present time a toll of 5 cents a head
is charged on all quadrupeds that pass over the road, with the excep-
tion of large flocks of sheep and goats, on which one-half cent a head
is taken. This, I believe, realizes a gross income of a little over $100
a week. The road is in a good state of repair, and it would be of great
public advantage if it could be carried through to the Karoon River.
Koom to Kashan, 3 stages, 64 miles. This division is almost level and
presents no difficulties whatever. Tobacco is grown to a large extent
HIGHWAYS OF COMMERCE.
539
in the neighborhood of Kashan, and the town itself is the center of a
considerable silk and velvet weaving industry.
Kashan to Ispahan, 5 stages, 108 miles.-Part of the first and all the
second stages lie across the Kohrood range and its offshoots, which at
the highest point of the pass reaches an altitude of about 6,000 feet.
Beyond this the road is smooth.
Ispahan to Shiraz, 12 stages, 306 miles. This road, though rough and
hilly in some places, presents no serious difficulties either for travelers
or transport. Ispahan is interesting on account of its many and fine
relics of its former greatness, when it was the capital of the Persian
Kingdom; for its splendid old palaces, its fine bridges, extensive gar-
dens, and rich fruits. It is also the chief manufacturing town of Per-
sia, and produces carpets, brocades, armor, and a variety of steel and
brass articles, both useful and ornamental. Some of the older speci-
mens are of rare beauty and durability, and are much sought after by
connoisseurs and antiquarians. Considerable quantities of opium, cotton,
and tobacco are grown in the neighborhood of Ispahan.
Shiraz to Bushire, 10 stages, 186 miles.-For a distance of 40 miles
from Shiraz the road lies through an undulating country. Then for
about 80 miles it traverses a succession of mountains, intersected with
valleys, some of much fertility. This is the region of the date palm,
and the narcissus flourishes in its uncultivated, natural state. Some
of these mountains are called kotals, which may be rendered mountain-
hill, and the road is reputed to be the worst in Persia. The highest
point is 7,400 feet. The transport of goods is effected by mules and
donkeys, the passes being too steep and narrow for camels. Bushires
is the chief Persian port of the gulf, and is the depot for the principal
part of the trade of south Persia. There is a regular service of steam-
ers once a fortnight with Bombay, and once a month or ofteuer directly
with England.
Branch road.—Kashan to Yezd, 13 stages, 316 miles: This road is
comparatively free from serious impediments, crossing no mountains of
great elevation. Yezd has considerable manufacturing industries, in
shawls of the cashmere pattern and texture (although of inferior qual-
ity), rugs, prints, camlets, and other stuffs. Opium and asafetida are
grown in the neighborhood.
Yezd to Kerman, 10 stages, 250 miles: This road is free from any
unusual obstacles. Shawls and a few other materials are manufactured
at Kerman.
Kerman to Bendar Abbas, 11 stages, 360 miles: This road is moun-
tainous, but permits of the passage of camels. Bendar Abbas, east of
Bushire, is in importance the second Persian port on the Persian Gulf,
and is a considerable center both for export and import trade.
TEHERAN-MESHED ROAD.
This road, which is very much used by pilgrims visiting the holy
shrine at Meshed, was, until Russia subdued the Tartar tribes of cen-
540
HIGHWAYS OF COMMERCE.
tral Asia, dangerous for a considerable distance from the incursions of
these freebooters. Bands of marauders used to sweep over the fron-
tier, plunder whole caravans and villages, and carry off the people into
captivity. It has, however, for some years past, been free from the
terror of these barbarians.
Teheran to Shahrood, 11 stages, 68 miles.—This road is nearly level all
the way, and presents no features of interest.
Teheran to Nishapoor, 10 stages, 240 miles.—This road presents the
same general features as the Teheran-Shahrood road. The famous
turquoise mines are about 40 miles from Nishapoor.
Nishapoor to Meshed, 3 stages, 76 miles.-This road traverses some
considerable hills, but they offer no serious impediment.
Branch road.-Shahrood to Asterabad, 64 miles: This road is less
difficult to traverse than the one mentioned below, and is possible for
wheeled vehicles. I mention this branch because wool is sometimes sent
by this route to Europe and I think even to the United States.
TEHERAN-ASTERABAD ROAD,
This, like most of the roads terminating at the Caspian, is very moun-
tainous. The present Shah has, however, made great improvements,
but not sufficient to supersede the camel or mule by wheeled conveyances.
Distance about 300 miles.
COASTWISE AND RIVER ROUTES.
The Caspian Sea, which is practically a Russian lake, is, except to
Russia, of very little advantage to European trade, although the condi-
tions of transit in Russia for goods going west are much more favorable
than for those coming east.
The Karoon River in the south, which forms a junction with the
Tigris near the small town of Mohamerah, is the only navigable river
in Persia. This river was, by the action of the Shah and his Govern-
ment, thrown open to the commerce of the world about five years ago;
and although the results have not realized the expectations then formed
of the concession, on account of the failure to construct the projected
road it has not been abandoned.
A steamer of 300 tons burden and 100 horsepower, belonging to
Lynch Bros., an English firm, navigates the river from Mohamerah to
Ahvaz, a distance of 110 miles. Two small steamers, one of 20 tons
and the other of 30 tons, ply between Ahvaz and Shushter, a distance
of 60 miles. The entire journey from Mohamerah to Shushter is accom-
plished in about twenty-four hours; in a little less time downstream.
Pure petroleum springs exist in the neighborhood of Shushter, but up
to the present no serious attempt has been made to develop the work-
ings. The oil collected is used for the most part in painting.
Steamers navigating the Persian Gulf, and also those on the Cas-
pian Sea, call at all Persian ports. Coasters, as such, do not exist in
either.
HIGHWAYS OF COMMERCE.
541
RAILROADS.
The only railroad in Persia is a short line, about 6 miles long, con-
structed tentatively between Teheran and a village called Shah-Zadeh-
Abdul-Azim-the site of the ancient city of Rhey or Rhages—which
contains a well-known shrine, whither great numbers of people from
Teheran and the surrounding districts repair to present their offerings
and devotions. This line was constructed by a Belgian company about
seven years ago, but as it depends almost entirely upon the pilgrim
traffic for its revenue, it has been generally worked at a loss.
SUPERVISION OF ROADWAYS.
From what has been already said about Persian roads in general, it
will be readily inferred that, with two exceptions, and certain local
roads, they are under no supervision or control of any government
department or public or local body whatever. If a bridge is carried
away or destroyed, it is repaired either by the people of the district or
by the government of the province in which it is situated. In some
cases, where the work is of great importance, it is done by the central
government.
Tolls are collected on each animal that passes certain points of the
roads, averaging 5 to 10 cents per head. The fund thus provided is
used to pay the guards employed for the protection of the traffic.
CARAVAN TRAVEL.
It would be impossible to form even an approximate estimate of the
average number of caravans that pass any given place during each day
of the year. Any attempt would be the merest guess, and would prove
altogether misleading. The importance and value of statistics have
not yet been realized in Persia. The most reliable statistics relative to
the exports and imports are those collected by European merchants and
consuls, but these have to be received with many reservations.
FREIGHT RATES.
The average cost for the transport of goods is about 25 cents a ton
per mile. This, however, is liable to be considerably modified by the
supply and demand, for even Persian camel and mule men are fully
alive to their own interests, and when there is an opportunity of
in creasing the ordinary rate, do not fail to take advantage of it.
The usual charge for a riding horse to accompany a caravan is about
2 cents a mile, but the direction in which the caravan is going not
infrequently makes a great difference. For instance, from Resht to
Teheran the fare might be 3 cents, while from Teheran to Resht it
might be less than 2 cents per mile. This is accounted for by the fact
that a great deal more is brought to Teheran than is sent out of it.
And this is the case on all the great mercantile roads,
542
HIGHWAYS OF COMMERCE.
DISTANCES.
Having already given the lengths of the different sections of the
great roads, it only remains that I should give the total lengths of
the roads leading out of Teheran:
To-
Miles.
Julfa, Russian frontier, via Tabrez.
Damadim, Turkish frontier, via Tabrez..
Resht..
476
600
216
Khanakin, Turkish frontier, via Hama-
dan
Bushire.
Bendar Abbas.
Meshed.
Asterabad
444
To-
Miles.
758
1, 048
588
200
The distances given throughout this report are those of the postal
service. They are not mathematically correct, but as they are the
basis for charges for the post horses they will be more useful than
exact measurements.
MAIL SERVICE.
The mails leave Teheran for Europe every Monday and Thursday,
and should arrive on Tuesday and Saturday; for India and the Far
East they leave on Saturday, but the arrival is uncertain, generally on
Thursday or Friday.
Letters reach England in, a little over three weeks, and the United
States in about a month, or a little more.
ILLUSTRATIONS.¹
The illustrations accompanying the report are rather of an archæo-
logical and antiquarian character than having any direct bearing on
the subject of the report. They represent, however, certain aspects of
civilization which are now rapidly passing away, and to such as take
an interest in these studies, they may prove of some value.
TEHERAN, June 24, 1894.
JOHN TYLER,
Vice Consul-General.
¹ Filed in the Bureau of Statistics, viz: (1) Sculpture procession, Persepolis; (2)
Ruins of Persepolis; (3) Nakshi Rusteen, near Persepolis; (4) Sculpture, Persepo-
lis; (5) Tomb of Cyrus, near Persepolis; (6) Old stone bridge near Ispahan; (7)
Caravansary built by Shah Abbas; (8) Modern caravansary; (9) Posthouse and
carriage; Bisitun and caravan of camels and horses; (10) Rock sculpture, Taki-
Boostan, Bisitun; (12) Mountain road in the province of Mazenderan; (13) Tobacco
caravan of camels; (14) Map of Persian highways.
1. Amráoti.
RAILWAY.
1A. Anklesvar-Nandod.
2. Assam-Bengal.
4. Bengal and North-Western (Com-
pany's Section).
5. Bengal Central.
6. Bengal Dooars.
7 Bengal-Nagpur.
8. Bezwada extension.
8A. Bezwada - Madras (Rayapuram-
Ennore Section).
9. Bhavnagar - Gondal-Junágarh-
Porbandar.
10. Bhopal-Itársi.
11. Bhopal-Ujjain.
12. Bina-Guna.
13. Bombay, Baroda, and Central
India.
14. Burma (State).
15. Calcutta Port Commissioners'.
16. Cherra-Companygauj.
17. Cooch Behar.
18. Darjeeling-Himalayan.
19.
Delhi-Umballa-Kalka.
20. Deoghur.
21. Dhond-Manmád.
22. Dibru-Sadiya.
23. East Coast (State).
24. Eastern Bengal (State).
25. East Indian.
26. Gaekwar's Dabhoi.
27. Gaekwar's Mehsána.
28. Gaekwar's Petlád.
29
Godhra-Rutlam.
30. Great Indian Peninsula.
31. Guntakal-Mysore Frontier.
32. Hyderabad-Umarkot.
33. Indian Midland.
34. Jammu and Kashmir.
34. Jetalsar-Rájkot.
+
70°.
Peshawar
Mari
Khowrɛ
Abbott
bbettabed
Rawal indi
Jammu
Pathankot
78°
86°
Lahore
QNew Chaman
Quetta
53
Ferozeptre
61
Mooltan
Fazilka
60
Simla
Kalka
Umballa
63
Ghar Ghat
Bhatinda
Sibi
Saharanpur
Kalat
28
20
12
53
Ruk
32
53
KARACHI
Mandri
Pachpadra
36
Shadipathi
amarkob
:
61
55
pHardwar
55
Rickaraer
Delhi
foradabad
879 Kathgodaza
61
36
Aligarh
Brindaban
Baren
Duden
Boroh
61
36
Ajmere
61
Agra
19
53
33
Jhanti..
25
Capare
55
55
36-
Deesa
Mervi
ການ
46 Wadhwan
Palanpur
Kheralu
Mehsana
Ahmedabad
10
Ouurypare
ཇ ;
Chitor
61
Rutlan
29
Rajkot
Petlad
Bodeli
forban
·∙500 m⋅
9
Anklesvar Chandod
9 Bhavnagar Nanded
Veraval
192 m
husaval
Mamac
.......
36
BOMBAY
from Aden, Surr, da.
30
Aden to Bombay 1,664 m.
won
Ratnagird
ÁRA BIAN
80m.
Malvan
21
Poona
¿Dhand
Guna
33
33
33
Ujjain Bhopal
Itarsi
Bina
Saugar
30
Intxi
Jubbulpare
30
33 Mobpani
30
38
Khandwa.
Khamgaon
Amracti
Nagp
68
Warora
94°
102°
RAILWAYS, TELEGRAPHS, and STEAMSHIP
ROUTES
in
INDIA
Scale 1 Inch 192 Miles.
200
100
200
2
Talap
'Dibing Bridge
Dibrugarh
22
55
ૉટ
Naipalgani
Lucknow
Rae Bareli
Uaka Bazar
Bettiah
*
Allahabad
25
Mamkpur
25
Moghal Sarai
a Bar.agnia 67
Kissengange
67
Sonepure
25
Gy
Kurhurbares
189 Duryeeling
o
Dam Dim Ramshai Hat
6 Cooch Behar
Medal Bat
Gay
24
Rajmahal
616
Companygamy
28 Deoghair
24.
Asansul.
25 Azimganj
2
Milaspur
Takessur
650
4 Jatrapur
Mymensingh ……..
Silchar
Goshmas
Narayanganj
Chandpur
Shooma
Chittagong
23
Sambalpur
Naraj
Agorce
146m
Kopalpur
Tilaru
Stalingapatam
Vizagapatam
T
216r
CALCUTTA-376
Calcutta to Port Blair 578 m
Calcutie to Ra,rgoa,
1787 m
to Rangoon 755m. B
Y
Yellandu
23
Bazwada
Tocanada
700 m.
Marulipatam
520 m.
to Oaloutle 780 m.
fo
OF
190m
Mariam
Nankan
Wantho
Meiktila
Akyab
Rangeen 808
BENGA
to Penceg
Kyoukpyua
P. Mogaung
Kathe
Mandalay
400
28°
20
RAILWAY.
36. Jodhpore-Bickaneer.
37. Jorhát.
38. Khamgaon.
39. Kolar Gold-fields.
40. Kolhapur.
41. Lucknow-Bareilly Section, R. &
K. Railway.
43. Madras.
44. Mári-Attock.
4. Máyavaram-Mutupet.
46. Morvi.
47. Mushkaf-Bolán.
48. Mu Valley.
49. Mysore-Nanjangúd.
50. Mysore Section, Southern Mah-
ratta Railway.
51. Nilgiri.
52. Nizam's Guaranteed State.
53. North Western (State).
54. Oodeypore Chitor.
55. Oudh and Rohilkhand (State).
56. Pálanpur-Deesa.
Sandoway
Duymzuk
Thaton
イ
​ON
rt Blair to Rangeen 349
RANGOON
DA MAN
ISLANDS
Moulmain la Penong_768m
to Penang
207m
Houlman
Mergui
'to Fansin
Stavoy.
Meryl 12
58. Pondicherry.
59. Rájkot-Jamnagar.
60. Rájpura-Bhátinda.
61. Rajputana-Malwa,
62.
Rohilkhand and Kumaon (Com-
pany's Section).
63. Southern Mahratta.
64. South Indian.
65. Tarkessur.
67. Tirboot Section, Bengal and
North-Western Railway.
68. Wardha Coal.
69.
West of India Portuguese.
70. Yesvantpur-Mysore Frontier.
234m
443 m
Hotgi
Husain Sagar
52
Hyderabad
Wadi
Kolhapur
Raichur
Mormugao
Hubli
63
S E
A
Karwar
REFERENCES.
132 m
Mangalore
Goutakal
63
50%
31 OL
Bangalarg
Tysora
43
Wellory
B
Ennore
Kolar Goldmine 42 MADRAS
150
1
Pondicherry
Nanjangud
57
Coonoor
Erode
Mayavaram
Mutupet
Neg
equpatam.
440 m
Railways open….
Cannanore
Do. sanctioned or under constraction
Telegraph lines which are not on railways…..
Calicut
Steamship routes
Cable....
30 m
Aden to Gelumbo 2100m.
Ganganore
Auppi
Tinevel
|
70°
Special Consular-Highways of Commerce-face page 543.
204 m
Cadipatrum
106
7/8°
aco
149m.
86°
NICOBAR
ISLANDS
0
94
HIGHWAYS OF COMMERCE.
543
BRITISH INDIA.
RAILWAYS.
The earliest proposals for constructing railways in India were put
forward in 1843-44. At that time the palanquin and the house boat
were the recognized vehicles for long journeys, both for Europeans and
natives. Many reasons in support of their views were brought for-
ward by those who foretold failure, one of the most cogent being that
this mode of locomotion was opposed to the religious and social preju-
dices of the natives, and that they would not patronize it. It was
pretty well accepted even by the advocates of the building of railways
that when built they would have to seek their dividends from the
hauling of freight, for they conceded that the passenger traffic would
furnish but small returns. It is rather curious that, in view of this
generally accepted condition, the receipts on Indian railways from pas-
senger traffic in the first three years largely exceeded the receipts
from goods traffic. To the present day the passenger traffic has
continued to show the most extraordinary development.
In 1845 the directors sent out to India Mr. Simms, a railway engineer
of experience. He, associated with two officers of the Indian engi-
neer corps, was to suggest, after due inquiry, some scheme of moderate
length as a first experiment.
The directors of the East India Company were not averse to the con-
struction and administration of railways in India by the agency of
companies; but, recognizing the haphazard way in which schemes had
been launched in England, they wisely determined that in India the
trunk lines at least should be constructed on certain conditions which
would give the Government powers of control, and, if necessary, powers
of purchase. They therefore suggested for consideration that the
detailed plans and estimates of any project and the constitution and
terms of agreement of any proposed company should be submitted for
the examination and approval of the Government, and that the books
and accounts should at all times be open to inspection by officers
appointed for the purpose. In this is seen the first germ of a policy
and the commencement of a system of control which has since been
elaborated and has become the distinguishing feature of the Indian
railway system.
In February, 1846, Mr. Simms drew up a memorandum in which he
made the following suggestions of terms which should be offered to
capitalists: As to the assistance to be given by the Government, he
proposed that a lease should be given to a company affording it power
to construct, maintain, and hold certain lines for a term of years; that
land should be given by the Government free of cost for permanent
works; that no tax should be imposed on the railway as it proceeded, and
that a company should have complete control over its servants. On the
544
HIGHWAYS OF COMMERCE.
other hand, the company should make the necessary surveys and plans,
and submit them for approval; should construct the line in accordance
with approved specifications, and maintain all works in perfect repair
until the expiration of the lease, when they should be handed over to
the Government without payment. No deviation from a sanctioned plan
was to be made without the further sanction of the Government, and
the inspecting officer was to have power to condemn, stop, or order the
reconstruction of any work. If any company failed in its engagements,
the Government was to have power to take the whole property into its
hands and do with it as it thought fit. Further, he proposed that on
the completion of any line every working regulation, rule, or by-law,
the tariff rates and fares for goods and passengers, the number of trains
per diem and times of starting same, should be approved; in short,
every detail was to be submitted for the acceptance of the Government,
and no line was to be opened for traffic until all proposed rules had
been sanctioned. Moreover, every railway was to carry mails, troops,
and military stores at reduced rates. The failure to run one train a
day from end to end of a line was to be held to be evidence that the
railway had ceased to be used as such. All Indian railways were to
be constructed on one specification, worked on one system, and sup-
plied with stock of one uniform pattern, while every company was to
keep its accounts in approved forms, and the Government to have
power to call for any returns, financial or statistical, that might be
thought necessary.
Many of these stipulations show wisdom and sound judgment, and
most of them, with certain modifications, became the basis of the terms
on which railways have since been built by companies.
The proposal to give land free of cost has been a regular and leading
feature in all railway concessions to the present day. As regards the
power of becoming eventually the proprietor of railways in India, the
Government considered that the option of so doing should be reserved
on certain conditions at the expiration of a certain period or of enter-
ing into new arrangements with the company. This also became a
leading feature in all subsequent contracts. However, it was necessary
to add some further attraction to induce capital to invest. This was
done by the Government guaranteeing interest at a certain figure.
Under this system of guaranty and control the great trunk lines have
been built, all on the standard gauge of 5½ feet.
By the end of 1855 the system of railways projected was rapidly being
carried out. The outbreak of the mutiny in 1857 threw everything
into confusion, and the progress of railway construction was seriously
impeded. One good feature of the guaranty system was, however,
brought out by the troublous times of the mutiny, viz, money was
always forthcoming to carry on the works. With the extraordinary
demands on the financial resources of the Government made by the
necessities of military operations, railway building, had the Govern-
HIGHWAYS OF COMMERCE.
545
ment been relied on to furnish the funds, would have had to stop until
more propitious times.
In 1869, under Lord Lawrence, the Government inaugurated a policy
which radically changed the system of railway building in India. Up
to that time the construction of railways under Government control
by companies, under a guaranty or some equally effective assistance,
had been held to be, if not the most economical, the only possible way
of carrying out and administering these works with a due regard to the
rights of all concerned. The statesmen who governed India fully recog-
nized and were determined to avoid the dangers of placing in the hands
of uncontrolled private corporations the monopoly of the common car-
rier's business on the highways of the country and of giving to such
corporations the power of taxing the production and consumption of
the country to as great an extent as they might see fit. Through this
retention of complete control of the public highways of the country in
the hands of the Government, the companies being guaranteed a satis-
factory return and prevented from grinding out more than a reasonable
interest on their investment, India has escaped the evils which inevi
tably arise when the beneficiaries of a public monopoly spend part of
the money earned by the favors of legislation in striving to procure
further and more favorable legislation or to protect themselves from
the efforts of the public to restrain them in their aggressions.
After the experiment had been tried for so many years of building
roads by using the credit of the Government indirectly to procure the
money, Lord Lawrence saw that it would be cheaper to use directly the
credit of the Government to raise money, and to make use of the large
number of trained engineers in Government employ in pursuing for
the future the policy, as far as was consistent with actual and implied
engagements with the existing companies, of the Government building
the railways itself. It was estimated that the revenues could bear an
annual charge on account of railways, to meet charges for guaranteed
interest, land, and loss by exchange, of £2,000,000 ($9,733,000). An
estimate of the probable future earnings of the existing lines and of
the new lines to be made seemed to show that the country might afford
to invest £3,750,000 ($18,249,375) yearly in the prosecution of railway
extension, and at the end of twenty years the yearly charge on the
revenues would be reduced to about £1,000,000 ($4,866,500). In esti-
mating the net charge for interest on new lines it was, however, assumed
that the rate of interest would be 5 per cent, a figure which was largely
reduced, and is now nearer 3 per cent. The gross average earnings of
all Indian railways were estimated to reach £30 ($146) per mile per
week (at that time 300 rupees). After twenty years, although circum-
stances have altered since this estimate was made, and many thousands
of miles of military and famine lines have been built which were not
then contemplated, the actual figure has, as it happens, closely approxi-
533A-35
546
HIGHWAYS OF COMMERCE.
mated to this. It was, during 1891-92, 286 rupees ($139) per mile per
week.
At this period, also, the idea of a uniform gauge of 5 feet 6 inches
for the whole country was abandoned, and an extensive scheme of light
lines on narrow gauges, suited to the economic and financial condition
of the country, was inaugurated as an adjunct to the main trunk sys-
tem of broad-gauge roads. A gauge of 1 meter (3 feet 3 inches) was
decided upon, and on this gauge up to date over 7,000 miles of road
have been built.
This work has been done through the agency of a railway branch of the
public works department of the Government, into which were drafted
most of the engineers then (1870) in Government service who had had
railway experience in England, added to those who were available from
the staffs of the guaranteed companies and a certain number of royal
engineers. The money for this system of direct construction by the
State was raised in London by the secretary of state on the credit of
Indian revenues.
The sums expended on railway extension between the fiscal years
1870-71 and 1891-92, the rate of interest, and the rate of sterling
exchange on the rupee are given in the following tables. The figures of
expenditure include construction by direct State agency and the sums
spent in recent years indirectly by the State through the agency of
assisted companies.
Sums expended on State railways.
Equivalent in United States money.
Total ex-
penditures.
Sterling.
Financial year.
Borrowed
money.
Revenue.
Total ex-
penditures.
Borrowed
money.
Revenue.
1870-71...
£452, 748
1871-72..
650, 170
1872-73.
1, 430, 047
1873-74..
1874-75...
2,424, 526
3, 106, 430
£9,569
4, 175
14, 863
39, 409
114, 481
£462, 317
654, 345
$2, 203, 398
3, 164, 252
$46, 567
$2, 249, 865
1,444, 910
2,463, 935
6,959, 323
20, 318
72, 331
3, 184, 570
7, 031, 654
11, 798, 956
191, 784
11, 990, 740
3, 220, 911
15, 117, 441
1875-76.
557, 122
3, 245, 401
15, 674, 563
29, 680
3, 275, 081
15,793, 743
1876-77...
144, 438
2, 965, 110
15, 938,181
1877-78..
1878-79.
1879-80..
4, 158, 174
3,465, 221
2,987, 383
1880-81.
3, 212, 893
1881-82...
1882-83.
1883-84..
1884-85...
2, 213, 773
1,883, 512
3, 382, 367
3,526, 152
38, 260
50,896
171, 782
1,786, 155
2, 317, 395
1, 131, 470
3,
3. 003, 370
14, 429, 701
186, 193
14, 615, 900
4, 209, 070
20, 235, 754
247, 685
20, 483, 439
3,637, 003
16, 862, 498
835, 977
17,698, 475
4,773, 538
14, 538, 099
8, 692, 323
1885-86.
4, 712, 828
1886-87...
5, 123, 105
1887-88.
2,251, 776
1888-89.
1, 178, 111
1889-90...
1890-91...
1891-92...
2,794, 458
2, 881, 783
2,770, 336
347, 019
470, 486
1, 209, 958
1, 221, 055
406, 635
80, 945
23, 308
19, 734
5, 530,288
2, 345, 243
2, 230, 561
15, 635, 543
11, 277, 603
10, 773, 326
3,852. 853
4,736, 110
5,933, 883
5,529, 740
2, 332, 721
1, 201, 419
2,814, 192
54, 512
2,936, 295
9, 166, 257
16, 460, 289
17, 160, 018
22, 934, 977
24, 931, 590
10, 959, 279
5,733, 277
13, 599, 618
14, 024, 196
648, 028
3, 418, 364
12, 481, 840
5, 506, 299
1,688, 768
2, 289, 620
5,888, 261
5, 942, 264
1,978, 889
393, 197
113, 458
96,036
265, 283
3, 153, 628
18, 749, 909
23, 048, 279
28,877, 241
26, 910, 479
11, 353, 197
5,846, 735
13, 695, 654
14, 289, 479
16, 635, 468
23, 230, 422
26, 913, 146
16, 279, 625
10,855, 025
HIGHWAYS OF COMMERCE.
547
Average rate of interest for loans and value of rupee, 1870 to 1892.
Value of rupee.
Average
Value of rupee.
Financial year.
Average
rate of
interest
for loans.
In ster-
ling ex-
In
United
States
Financial year.
rate of
interest
In
In ster-
United
for loans.
ling ex-
States
change.
change.
money.
money.
Per cent.
s. d.
Cents.
Per cent.
s. d.
Oents.
1870-71.
3.98
1101
44.7
1881-82...
3.58
1 77
39.2
1871-72...
3.93
1 101
44.6
1882-83...
8.97
17
38.9
1872-73...
3.93
1 10
44.8
1883-84.
3.97
17
38.9
1873-74..
3.90
1 108
44.4
1884-85.
3.20
1 78
39.1
1874-75.
3.94
1 10
44.2
1885-86...
3.52
161
36.7
1875-76.
1876-77..
1877-78.
1878-79
1879-80.
1880-81..
3.98
1 98
43.3
1886-87.
3.46
1 51
35
3.92
181
41.1
1887-88..
3.46
1 5
34
3.94
1 83
41.2
1888-89...
3.12
1 42
32. 1.
3.96
1 73
39
1889-90...
2.98
14
32. 3
-
4
1 8
3.58
1 8
40.4
40.4 1891-92.
1890-91..
3.02
1 6
36.3
3.18
1 43
32
The terrible famines which devastated parts of India during the years
between 1874 and 1879 showed that it was necessary to provide some
means of quickly and economically moving food products from the dis-
tricts where the harvests had been abundant to those where they had
failed. From this arose, in 1880, the projection of large and important
schemes of famine-protection railways. It was found that on account
of the expense of the Afghan war and other causes it would probably
involve the Government of India seriously if it undertook to furnish the
money to carry out this plan. Therefore a reversion in part had to
be made to the early system of assisted private companies; so that
another era of company lines side by side with State lines was thus
commenced under the viceroyalty of Lord Ripon. It was found most
profitable to let companies build the lines and work them on a lease,
the lines to be considered State property, the Government guarantee-
ing 4 per cent interest and allowing the company to retain one-fourth
of the net profits above that amount, should there be any, the other
three-fourths to go to the Government.
Various changes were also found to be advisable in the management
of the lines already built. The Government took control of certain
lines which had been worked by the companies which had built them,
while, on the other hand, it leased to certain companies lines which had
been built and managed by the State.
The year 1879 saw the institution of the provident fund for servants
employed on State railways, all employees being obliged to subscribe
to it and voluntary subscriptions to a certain amount being allowed
besides. Government gave depositors the same rate of interest as was
allowed to depositors in State savings banks. As an inducement to
employees to take an interest in the economical administration of the
lines they are engaged on, they received an annual bonus from net
profits. This fund enabled the Government before long to abolish the
system of pensions for railway employees.
Until the outbreak of the Afghan war in 1878 no comprehensive
views had been held in regard to, nor any programme laid down for,
548
HIGHWAYS OF COMMERCE.
railway construction for purely or mainly military objects. The value
of railway communication during this campaign was vividly illustrated
in the case of a railway which had been rapidly pushed across the
desert to the mouth of the Bolan Pass, where one train in a day of six-
teen hours was found to do work which it would have required 2,500
camels to do in a fortnight. The fall in the value of silver has, however,
materially interfered with the carrying out of plans laid down, while
the serious financial condition in which the Government finds itself,
resulting therefrom, has rendered practically impossible the carrying
out of any forward policy on a considerable scale in the immediate
future.
In regard to the construction of Indian railway lines, it may be said
that from the beginning they have been thoroughly and solidly built.
The "pioneer" American system is impossible in India. The climate
generally, the intensity of the seasons, the profusion of vegetable and
insect life, and the general want of suitable timber forbid, both on the
score of first and ultimate cost, the rapid and temporary construction
which in the Western States is equally possible and economical.
During the viceroyalty of Lord Mayo an impression became preva-
lent that if the American system could be adopted matters would get
on faster and the money go farther. The Government engaged an able
and experienced American engineer in order to ascertain what amount
of foundation there was for this view. After remaining two or three
years in the country this gentleman (Mr. Miller) gave it as his opinion.
that the conditions of railway construction in India differed entirely
from those in the United States, and that practically he had nothing to
object to as regards Indian methods or designs, which, in fact, he
readily adopted in the works he carried out in India.
STANDARD DIMENSIONS.
The following are the standard dimensions to be observed on rail-
ways in India. The maximum, minimum, and fixed dimensions given
in this schedule may not be infringed under any circumstances.
Where it is proposed to execute any work or to procure any railway
material which will infringe these dimensions, the sanction of the
Government of India is to be obtained before such work is commenced
or order given.
I.-STANDARD GAUGE (5 FEET 6 INCIIES).
Minimum width of formation:
In embankment.
SINGLE LINE.
In cutting (excluding side drains)
-
feet.. 20
do... 18
Minimum width of formation:
DOUBLE LINE.
In embankment.
In cutting (excluding side drains)
feet.. 34
..do... 32
*
14
Standard distance, center to center, of tracks (out of stations)…………..do...
HIGHWAYS OF COMMERCE.
549
Maximum angle of curvature:
In ordinary country (radius, 1,910 feet).
In difficult country (radius, 955 feet)..
degrees..
..do...
The angle of curvature is taken as the angle at the center subtended by
an arc of 100 feet in length; thus, the radius for a 1º curve is 5,729.578
feet.
Minimum width of ballast at rail level...
Minimum depth of ballast below sleepers.
Minimum dimensions for timber cross sleepers:
Length
Breadth
Depth...
3
6
feet.. 11
inches.. 8
feet..
91
inches..
9
.do...
5
square inches..
50
1,760
Minimum area in cross sections..
Minimum number of cross sleepers per mile..
On bridges where the cross sleepers rest directly on longitudinal girders
the sleepers are to be spaced not more than 2 feet 6 inches from center to
center, and are to be not less than 6 inches deep, exclusive of any notching
which may be required.
Rails:
Maximum clearance of guard rail for points and crossings.
Minimum clearance of guard rail for points and crossings.
Minimum clearance of guard rail for curves and level crossings.
Minimum depth of space for wheel flange from rail..
inches..
17
.do...
14
..do...
2
do...
11
LOCOMOTIVE ENGINES.
The maximum moving dimensions laid down for carriages and wagons
apply also to locomotive engines.
Weight on a pair of wheels:
Maximum under any circumstances.
Maximum per foot of diameter.
tons..15
.do... 3.75
.tons.. 3
.do... 4
Weight per foot run of wheel base:
Maximum for either engine or tender separately in the case of tender
engines...
Maximum for tank engines.
Weight per foot run over buffers:
Total gross weight:
Maximum for engine and tender together in the case of tender engines.do... 1.625
Maximum for tank engines....
..do... 1.875
Maximum for tender and engine together in the case of tender engines.do...86
Maximum for tank engines……….
..do...60
The weights given are the maximum permissible under any circum-
stances with engine in working order and full load of fuel and water. In
exceptional cases, engines of weights in excess of the specification given
may be used under the special sanction of the Government. Such special
sanction must be obtained before the engines are ordered, and the applica-
tion for sanction must be accompanied by a diagram of the proposed
engine, giving full particulars, and by a certificate by the Government
inspector that the bridges on the section over which the engines are
intended to work are of sufficient strength.
Maximum width:
CARRIAGES AND WAGONS.
From rail level to a height of 4 feet 4 inches above rail level
From a height of 4 feet 4 inches above rail level to a height of 11 feet 6
inches above rail level..
feet.. 10
.feet.. 101
Heights to be taken with vehicle unloaded.
550
HIGHWAYS OF COMMERCE.
.feet.. 131
do... 111
Maximum height from rail level:
For unloaded vehicle at center.
For unloaded vehicle at sides
Loading gauge for goods:
Maximum width
Maximum height from rail level at center.
do... 10
Maximum height from rail level at sides...
Maximum gross weight:
On any pair of wheels……….
Per foot run over buffers..
do….. 131
do... 11
.tons.. 12
do...
1.2
The weights given are the maximum permissible under any circum-
stances, with the vehicle fully loaded. The weight on a pair of wheels
includes the weight of the wheels, axles, axle boxes, and springs.
Wheel base:
Maximum rigid wheel base for passenger vehicles.
Maximum wheel base for goods vehicles.
Wheels and axles:
Standard wheel gauge, or distance apart for all wheel flanges...
Standard diameter on the tread for new wheels....
feet.. 16
do... 12
do... 5,3/2
.do...
317
18
11
1
Maximum projection for flange of worn tire below rail level. .inches..
Maximum thickness on tread for tires for passenger stock when worn,
inches
Minimum thickness on tread for tires for goods stock when worn... .inch..
II.-METER GAUGE (3 FEET 3 INCHES).
Any infringement of meter-gauge dimensions must be sanctioned by
Government as heretofore stated in the case of standard-gauge railways.
SINGLE LINE.
Minimum width of formation:
In embankment..
In cutting (excluding side drains)………
DOUBLE LINE.
feet..
16
do... 14
Minimum width of formation:
In embankment..
.do……. 28
In cutting (excluding side drains).
do...
26
Standard distance, center to center, of tracks out of stations.
..do...
12
Maximum angle of curvature:
In ordinary country (radius, 1,146 feet)
In difficult country (radius, 573 feet).
degrees..
...do...
10
5
10
The angle of curvature is taken as the angle at the center subtended by
an arc of 100 feet in length.
Ballasts:
Minimum width at rail level...
.feet..
71
Minimum depth below sleepers..
.inches..
6
Minimum dimensions for timber cross sleepers:
Length
Breadth
Depth.
.feet..
.inches..
do...
CO
6
7
44
Minimum area in cross section
square inches..
36
Minimum number of cross sleepers per mile.
1,936
On bridges where the cross sleepers rest directly on longitudinal girders
the sleepers are to be spaced not more than 1 foot 6 inches apart, center
to center, and are to be not less than 5 inches depth, exclusive of any notch-
ing.
HIGHWAYS OF COMMERCE.
551
Rails:
.inches..
14
.do... 1층
​Maximum clearance of guard rail for points and crossings.
Minimum clearance of guard rail for points and crossings..
Minimum clearance of guard rail for curves and level crossings. .do... 2
·
The maximum clearance for curves and level crossings will vary accord-
ing to the radius of the curve.
Minimum depth of space for wheel flange from rail level........ .inches.. 1/33
Maximum moving dimensions:
LOCOMOTIVE ENGINES.
The maximum moving dimensions laid down for carriages and wagons
apply also to locomotive engines.
Weight on a pair of wheels:
Maximum under any circumstances.
Maximum per foot of diameter.
Weight per foot run of wheel base:
tons.. 8
.do... 2.67
Maximum for either engine or tender separately in case of tender engines,
tons
Maximum for tank engines.
Weight per foot run over buffers:
2
tons.. 2.67
Maximum for engine and tender together in case of tender engines..do……. 1.125
Maximum for tank engines....
Total gross weight:
do... 1.333
Maximum for engine and tender together in the case of tender engines..do...46
Maximum for tank engines....
.do...32
The weights given above are the maximum permissible under any cir-
cumstances, with engines in working order and full load of fuel and
water.
Maximum width:
CARRIAGES AND WAGONS.
From rail level to a height of 2 feet 9 inches above rail level.......feet..
From a height of 2 feet 9 inches above rail level to a height of 10 feet
above rail level
81.
.feet..
8 3
These heights are to be taken with the vehicle unloaded and buffer cen-
ters at maximum height of 1 foot 11 inches from rail level.
Maximum height from rail level:
For unloaded vehicle at center.
For unloaded vehicle at sides..
Loading gauge for goods:
Maximum width..
Maximum height from rail level at center.
Maximum height from rail level at sides..
Maximum gross weight:
.feet.. 11
do... 10
.do... 8 -/-
do... 11'
.do... 10
tons..
6
.do...
On any pair of wheels....
Per foot run over buffers..
The weights given above are the maximum permissible under any cir-
cumstances, with vehicle fully loaded. The weight on a pair of wheels
includes the weight of the wheels, axles, axle boxes, and springs.
Wheel base:
.8.
Maximum rigid wheel base for passenger vehicles...
Maximum rigid wheel base for goods vehicles..
feet.. 12
do... 10
Height for floors:
Maximum height above rail level for floor of any vehicle, unloaded (with
2 feet 4-inch wheels)..
.feet.. 3
J
552
HIGHWAYS OF COMMERCE.
Height for floors-Continued.
Minimum height above rail level for floor of passenger vehicle, fully loaded
(with 2-foot wheels).
.feet..
211
Minimum height above rail level for floor of goods vehicle, fully loaded
(with 2-foot wheels)......
Wheels and axles:
.feet.. 212
Standard wheel gauge, or distance apart, for all wheel flanges.......do... 3.056
Standard diameter on the tread for new wheels...
.do...
21/
11
1
---
Maximum projection for flange of worn tire below rail level......inches..
Minimum thickness on tread for tires for passenger stock when worn..do...
Minimum thickness on tread for tires for goods stock when worn....do...
The State lines on the standard gauge were laid at first with 60-
pound rails, which increased to 70 pounds, and will shortly be 85 pounds,
to the yard, as the standard, with 100-pound rails for heavy inclines on
which engines of exceptional character are required. In every case
the lines have been unusually well ballasted, an essential condition in
a country where the heavy rainfall is confined to four or five months in
the year, and where timber would be otherwise exposed to rapid destruc-
tion by white ants. Special care has been taken in the design and
execution of masonry.
The lines are worked on the "line-clear" system. The station mas-
ter at A can not start a train to B until the station master at the latter
has replied in the affirmative to a telegram asking if the line is clear.
On receipt of this message the fact is written on a form and handed to
the driver of the train to be dispatched. European or Eurasian (half-
breed) drivers are generally employed, but on freight and mixed trains
natives—mostly Mussulmans and Parsees-are now largely employed
in this capacity. They are found to be perfectly competent, within a
certain range, and while steady and sober to a far greater degree than
the European or Eurasian, their pay need not be more than half of
what is necessary for the European. Their weakness lies in an insuffi-
cient knowledge of English, and especially in want of "head" and
judgment in positions of difficulty.
An important feature in the administration of Indian railways was
established shortly after the appointment of a director-general in the
first of a series of conferences of railway officials delegated from both
State and guaranteed railways. It was desirable that methods which
had been adopted on State lines should be discussed and reviewed
before a tribunal of experts, and, above all, that, as far as possible,
an approach to uniformity of system in all essential points should be
aimed at on all railways. The first meeting was held in 1880 and was
eminently successful. A code of general rules was agreed to for the
working of all lines, agreements were come to as to the interchange of
rolling stock, etc., proposals were discussed for the adoption of uniform
classification of goods, and rules were agreed to for the preparation of
half-yearly statistics. This latter point has been a salient and unique
feature in Indian railways, and their value has been amply recognized
both by the railway officials and the general public.
HIGHWAYS OF COMMERCE.
553
In 1889, the Government clearly recognized the necessity of taking
steps toward assimilating the practice of the different railways in the
construction of their rolling stock. Arrangements were made for the
annual assembly of a committee of locomotive and carriage superin-
tendents at which representatives would be found from all the principal
lines, including those of the State. The functions of this committee,
which was to meet at some large railway center (varying each year),
were defined as follows, viz:
That it should deal with all matters relating to the mechanical improvement of
locomotive and carriage stock, and the design, construction, running, and repair of
the same; to determine what standards should be adopted, to arrange for such experi-
ments as may appear desirable; to publish papers of professional interest and gener-
ally; to consider and report upon all techuical, administrative, or financial questions
connected with rolling stock, workshops, station machinery, etc., which may be pro-
posed by the members themselves or by the Government of India.
The decisions of the committee are determined by the votes of the
members, the voting power of each being regulated by the number of
axles in his charge. It is, however, understood that all the decisions
of the committee are subject to the approval of the agents, boards of
directors, or other authorities for individual railroads, and of the Gov-
ernment of India in all cases. The expenditure in connection with the
meetings, cost of models, etc., is met by contributions from each line
represented, in proportion to its mean open mileage for the year. The
results of the meetings of this committee have been most useful in
aiding the general acceptance of uniform patterns for rolling stock, etc.
GENERAL STATISTICS.
Length of lines.-The total length of railway open on the 31st of
March, 1894, was as follows:
Lines.
State lines worked by companies.
State lines worked by the State…………
Lines worked by guaranteed companies.
Assisted companies
Lines owned by native states and worked by companies.
Lines owned by native states and worked by State railway
agency
Lines owned and worked by native states
Foreign lines (French and Portuguese).
Total
Standard Meter Special
gauge. gauge. gauge.
Total.
Miles.
Miles.
Miles.
Miles.
3, 4223
5, 1823
8, 6051
3,876
1, 2941
28
5.1982
2,5862
2, 5862
183
1683
51
4031
4021
188
713
6623
124
221
1461
744
94
838
583
581
10,595 7,637
267
18,500
554
HIGHWAYS OF COMMERCE.
Expenditure. The total expenditure on Indian railways up to Decem-
ber 31, 1893, including lines under construction and survey, amounted
to 2,491,296,103 rupees ($1,212,386,248).
1
The gross earnings on all railways per mean mile worked per week
were 254.38 rupees ($123.79) in 1892-93, as against 252.71 rupees
($123.37) in 1891-92.
The net earnings derived on open lines from all railways in 1892–93
gave a return per annum on total capital outlay of 5.46 per cent.
The number and value of locomotives owned by the various lines of
India are as follows: Standard gauge, 2,616 locomotives, valued at
61,790,404 rupees ($30,070,300); meter gauge, 1,294 locomotives, valued
at 24,560,577 rupees ($11,951,305). The total value of the rolling stock
of the Indian railways is 30,061,545 rupees ($14,629,451).
Government fixes a maximum and minimum rate for freight, within
which limits the roads are allowed to charge according to their discre-
tion. From this, however, are excepted freight rates on food, grains
and coal; on these the Government reserves the right to fix freight
charges.
Goods shipped by freight on Indian railways are divided into five
classes. The following table shows the rate charged for each class
per ton per mile, and also the fare for the first and fourth classes of
passengers per mile on the principal railways:
In the table showing the annual expenditures on Indian railways, the consul-
general converted Indian currency into pounds sterling, estimating the rupee at
48.66 cents, or ten to the pound. The Bureau of Statistics in converting the rupee
has adhered to this valuation, the period of expenditures covering the twenty-three
years ending December 31, 1893, although, on account of the recent depreciation in
the price of silver, the rupee was valued by the United States Treasury Depart-
ment on January 1, 1895, at only 21.6 cents.
HIGHWAYS OF COMMERCE.
555
Passenger fares and freight rates per ton per mile on Indian roads.
Passenger
fare per mile.
Goods rates per ton per mile.
Railway.
Special class.
First Fourth
class. class. Food
Coal.
grains.
First Second Third Fourth Fifth
class. class. class. class. class.
East Indian
13.68
1.90
2.30
Bengal-Nagpur……
13.68
1.52
Cents. Cents. Cents. Cents. Cents. Cents.
2.47 2.07
to to
6.89 3.40
2.07
to
Cents.
6.89 10.34
3.79 17.24
Cents. Cents.
20.69
to
3.80 6.89
6.89 10.34
13.79. 17.24
20.69
2.03
2.07
2.07
Indian Midland
9.12
to
to
to
6.89
10.34
13.79 17.24
20.69
2. 28
6.89
6.89
1.52
2.59 2.07
Northwestern….
9.12
to
to
1.90
5. 17
to
6.89
6.89 10.34
13.79 17.24
20.69
1.90
3.45
Oudh and Rohilkhund
9.12
3.04
to
to
6.89
10.34 13.79
17.24
20.69
2. 28
6. 89
2.58
3.43
6.89 10.34
19.15
26.05.
Great Indian Peninsula...……….
9.12
1.90
to
to
to
6. 13
3.92 8.26
to
10.72
15.32
to
to
21.45
30.65
1.14
3.06
2.30
Madras..
9.12
to
to
to
6.89
10.34 13.79
18.39
27.58
1.90
6.54
8.26
4.13
Bengal and Northwestern..
13.68
1.52
to
3.49 6.89 10.34
13.79 17.24
20.69
5.17
1.52
2.07
2.07
Rajputana-Malwa.
11. 40
to
to
to
7.14 10.34 14.49
18. 19
20.69
1.71
7.14
4. 13
1.52
2.28
3.45
Southern Mahratta
9.12
to
to
to 6.89
10.34 13.79
17.24
20.69
1.90
4.62
6.89
South Indian..
9.12
1.52
Burmah..
11.40
2.28
6.37 6.47 6.89 10.34 13.79 17.24 20.69
3.06
to
4. 13
7.03 7.03
10.34 13.79 17.24 20.82
To give the entire classification of goods would swell this report
unduly. The following articles are given, with the number of the class
to which they belong: Raw cotton, pressed, 2; raw cotton, loose, 4;
shellac, 2; timber, 2; iron castings, 2; brass castings, 3; kutch, 1;
oil cake, 1; cheese, 3; chemicals, 2; hemp, flax, jute, etc., 1; copper, 2;
cordage, 2; dyewoods, 2; imported flour, 2; glass in panes, 3; goat and
sheep skins, 1; gutta percha, 3; hardware, 3; human ashes, 5; idols.
5; hides, 1; indigo, 3; kerosene oil, 2; piece goods, 2; tea, 2.
The total expenditure on State railway stores contracted for in Eng-
land through the agency of the Indian office during the calendar year
1893 was as follows:
Account of expenditure
Iron bridge work…….
Engineers' plant..
Workshop machinery.
Permanent way.
...
Locomotive and rolling stock.
Station materials and fencing.
Tools and stores....
Total
Sterling.
Equivalent
in United
States
money.
£109, 906
34, 172
6, 142
$534, 858
166, 298
29, 890
324, 336
185, 093
1, 578, 381
900, 755
26, 199
91.371
127, 497
444, 657
777,219
3, 782, 336
556
HIGHWAYS OF COMMERCE.
Stores purchased in Calcutta and Bombay amounted to 265,234
rupees¹ ($129,076).
The East Indian Railway.-This is a State line worked by a company.
It has 1,818 miles of track, standard gauge, 475 miles being double
track. It extends from Calcutta to Kalka, touching Allahabad, Cawn-
pore, and Delhi. At Assensol it connects with the Bengal-Nagpur
road; at Jubbulpore, with the Great Indian Peninsula. The trains
have vacuum brakes and are lighted with gas.
The Bengal-Nagpur Railway.-This is a State line worked by a com-
pany; system works 860 miles of road. It extends from Assensol, on
the East Indian road, to Nagpur, on the Great Indian Peninsula, with a
branch from Bilaspur to Katui. It is a single-track road, standard
gauge.
The Indian Midland Railway.-This is a State line worked by a com-
pany; has 680 miles of road, single track, standard gauge. The center
of this system is Jhausi. From here it sends out branches to Agra,
where it joins the East Indian and the Rajputana-Malwa systems; to
Cawnpore, where it touches the East Indian again; to Manickpur,
where it connects with the East Indian, and to Itarsi, where it connects
with the Great Indian Peninsula.
The Northwestern Railway.-This is a State line worked by the State;
it comprises 2,450 miles. It is standard gauge and has 41 miles of
double track. It extends from Kurrachee to Quetta, Peshawur, Lahore,
and Delhi. It has a branch to Jammu, in Kashmir. At Ferozepore, it
connects with the Rewaree-Ferozepore road; at Umballa, with the East
Indian, and at Sharanpore with the Oudh and Rohilkhund road.
The Oudh and Rohilkhund road. This is a State line worked by the
State. It is standard gauge, single track, 702 miles in length. It
extends from Sharanpore to Benares, on the East Indian road.
The Great Indian Peninsula Railway.—This line is worked by a guar-
anteed company; the system runs over 1,490 miles, of which 461 miles.
are double track. It is standard gauge. Bombay is the center of
the system. It has a branch running northeast which connects with
the East Indian at Jubbulpore. To the south it extends to Raichur,
where it connects with the Madras Railway. A branch connects with
the Bengal-Nagpur at Nagpur. At Poona and at Hotgi it connects
with the Southern Mahratta; at Wadi it connects with the Nizanis
Railway.
The Madras Railway.-This line is worked by a guaranteed company;
it is standard gauge. It runs over 839 miles, of which 42 miles are
double track. It runs from Madras, on the East Coast, across the
Peninsula to Calicut, on the West Coast. It has a branch north to
Raichur, where it conuects with the Great Indian Peninsula.
The rupee is supposed to be equivalent to 2 shillings, or one-tenth of a pound
sterling. Rx is 10 rupees, or, conventionally, a pound sterling. The pice is the one
hundred and ninety-second part of a rupee.
HIGHWAYS OF COMMERCE.
557
The Bengal and Northwestern Railway.-This is a State line worked
by a company. It is a meter-gauge road (39.37 inches). The system
comprises 756 miles, single track. It runs from Semaria Ghat to
Narainganj, with branches to Khunwa and Bettiah. It connects with
the East Indian Railway and the Eastern Bengal Railway.
The Rajputana-Malwa Railway. This is a meter-gauge line. It is a
State line worked by a company. The system has 1,674 miles, single
track. It extends from Ahmedabad to Agra, where it connects with
the East Indian. A branch taps the Great Indian Peninsula road at
Khandwa.
The Southern Mahratta Railway. This is a meter-gauge State line
worked by a company. It has 1,512 miles, single track. It extends
from Poona, on the Great Indian Peninsula road, near Bombay, to the
Portuguese territory of Goa; thence to Bezwada, near the East Coast,
crossing the Madras Railway at Guntakal.
The South Indian Railway.-This is a meter gauge State line worked
by a company. It has 1,050 miles single track. It runs from Tuticorin,
in the extreme south of India, to Madras and to Neltore, on the Gulf
of Bengal, and to Dharnavarani, where it connects with the Southern
Mahratta.
The Burmah State Railway. This is a State line, meter gauge, worked
by the State. It has 725 miles of road, of which 9 miles are double
track. It runs from Rangoon to Wintho, passing by Mandalay. There
is a branch to Prome. The other Indian lines are short.
INDIAN RAILWAYS ACT.
Inspectors.-There are certain provisions in the Indian railways act
(which applies to all railways in India or Burmah) which may be of
interest. The act provides that the governor-general in council may
appoint persons to be inspectors of railways. Each inspector, in
order to perform his duties, shall have the following powers: (1) To
enter upon and inspect any railway or any rolling stock used thereon;
(2) by an order, in writing, under his hand, addressed to the railway
administration, to require the attendance before him of any railway
servant, and to require answers or returns to such inquiries as he thinks
fit to make from such railway servant or from the railway administra-
tion; (3) to require the production of any book or document belonging
to or in the possession or control of any railway administration (except
a communication between a railway company and its legal advisers)
which it appears to him to be necessary to inspect.
The duties of the inspectors are to see that the line, rolling stock,
buildings, etc., are in conformity to the law as provided.
For the purpose of supervising and regulating traffic, the governor-
general in council shall, as occasion may require, appoint a commission
consisting of a judge of the high court and two lay commissioners, one
of them at least being of experience in railway business. In hearing
558
HIGHWAYS OF COMMERCE.
any case referred to them the commissioners shall have all the powers
which may be exercised in the hearing of an original civil suit by the
high court, and the final order in the case shall be by way of injunction
and not otherwise.
An appeal shall not lie from any order of the commissioners upon any
question of fact on which two of the commissioners are agreed. Sub-
ject to this provision, an appeal shall lie to the high court. The appeal
must be presented within six months. Notwithstanding the appeal, the
order of the commissioners shall continue in force until it is reversed or
varied by order of the high court. When it has been proven that an
order of the court has not been obeyed, the court may order the party
so disobeying to pay a sum not exceeding 10 rupees ($4.866) for every
day during which the injunction is disobeyed. An order of the commis-
sioners shall be final except in certain cases provided for in the act.
As a matter of practice, a necessity for the appointment of the members
of this commission has not yet arisen, the powers of the director-
general of railways, the other provisions of the act, and the annual
conferences of railway men having sufficed to settle all disputes which
have arisen so far.
Traffic facilities.-Every railway administration shall, according to
its powers, afford all reasonable facilities for the receiving, forwarding,
and delivery of traffic upon and from the several railways belonging to
or worked by it, and for the return of rolling stock. A railway admin-
istration shall not make or give any undue or unreasonable preference
or advantage to or in favor of any particular person or railway admin-
istration or any particular description of traffic in any respect whatso-
ever, or subject any particular person or railway administration or any
particular description of traffic to any undue or unreasonable prejudice
or disadvantage in any respect whatsoever. A railway administration
working railways which form part of a continuous line of railway com-
munication, or having its terminus or station within 1 mile of the termi-
nus or station of another railway, shall afford all due and reasonable
facilities for the receiving and forwarding by one of such railways of
all the traffic arriving by the other at such terminus or station without
unreasonable delay and without any such preference, or advantage, or
prejudice, or disadvantage as aforesaid, and so that no obstruction may
be offered to the public using such railways as a continuous line of
communication, and so that all reasonable accommodation may, by
means of such railways, be at all times afforded to the public in that
behalf. The act goes on to prescribe that due notice shall be given
by the railway administration requiring the traffic to be forwarded, and
to provide for the apportionment between the railways of the total of
freight paid.
Whenever it is shown that a railway charges one trader or class of
traders, or the traders in any local area, lower rates for the same or
similar freight, or lower rates for the same or similar services, than it
HIGHWAYS OF COMMERCE.
559
charges to other classes of traders, or to the traders in another local
area, the burden of proving that such lower charge does not amount
to an undue preference shall lie on the railway. A railway may charge
reasonable terminals; in case of dispute the commissioners are to
decide what are reasonable terminals. In deciding the question or dis-
pute the commissioners shall have regard only to the expenditure rea-
sonably necessary to provide the accommodation in respect of which the
terminals are charged, irrespective of the outlay which may have been
actually incurred by the railway in providing that accommodation.
At every station at which a railway company quotes a rate to any
other station for the carriage of traffic, other than passengers' bag-
gage, the railway servant appointed by the company to quote the rate
shall, at the request of any person, show to him at all reasonable hours,
and without payment of any fee, the rate books or other documents in
which the rate is authorized by the company or companies concerned.
Where any charge is made by and paid to a railway company in
respect of the carriage of goods over its railway, the company shall, on
the application of the person by whom or on whose account the charge
has been paid, render to the applicant an account showing how much of
the charge comes under each of the following heads, namely: The car-
riage of the goods on the railway, terminals, demurrage and collection,.
delivering, and other expenses, but without particularizing the several
items of which the charge under each head consists. Every railway
administration shall, in forms to be prescribed by the Government,
prepare half yearly, or at such intervals as the Government may pre-
scribe, such returns of its capital and revenue transactions and of its
traffic as the Government may require, and shall forward a copy of
such returns to the Government as it may direct.
No railway administration is allowed to charge a greater sum for a
less than for a longer haul over the same line, though, under certain
conditions, an equal sum may be charged for a shorter and for a longer
haul, the advisability of such extra rate per mile having been shown
to the satisfaction of the director-general of railways.
Rate wars rarely arise. When they do, the matter is at once taken
in hand by the Government and settled in the best interests of the
general public.
GOVERNMENT OWNERSHIP.
It will be but a few years before all the railways will be in the hands
of the Government, according to the provisions of their charters.
The objections to the ownership of railways by the Government, as
exemplified in India, seem to be the very deliberate speed at which the
mileage is increased, the slowness of the service, and a more expensive
way of doing work which naturally attends the action of Government
officials, and which is quite noticeable when compared with the energy
and push of corporation officials, driven by competition and the clamor
of shareholders for more and larger dividends. On the other hand,
560
HIGHWAYS OF COMMERCE.
there are many recommendations in favor of the system and very great
benefits apparent in it. First and foremost, railways are not built
unless they are needed and the tributary country can support them
without suffering. No parallel lines are built or commenced for stock-
jobbing purposes.
Stock is not watered to rob the public by concealing the amount of
interest earned on capital invested, and bonds are not issued to destroy
the capital of stockholders. The capital stock can only be increased or
bonds placed on the road to make improvements which the Government
officials have decided to be necessary. The proceeds of the bonds or
other indebtedness are accounted for and the transaction is published
in the report of the director-general, where it is open and available to
the general public. The railways are looked upon as public works,
built for the public benefit by the aid of the powers of the Government.
They are intended to be so used, and any increase of revenue arising
from increased traffic or greater economy in working inures to the benefit
of the public in the reduction of rates, in an increase of mileage, or in
an improved service. A reasonable interest on their investment is held
to be a just compensation for the shareholders, who are absolutely pre-
vented from increasing their profits by fictitiously increasing their
capital interest by watering the stock or by making themselves gifts of
bonds for which no money has been paid. This result is obtained, first,
by the very high standard which characterizes the official conduct of
the civil-service officials who govern India, and, in the second place, by
the enforced publicity which attends every act of the railway officials,
through the very full and frequent reports of all their transactions
which they have to furnish, and which are published by the Govern-
ment, after having been put in such plain and practical shape that a
person with the least amount of technical knowledge can understand
them.
ACKNOWLEDGMENTS.
I take great pleasure in acknowledging my indebtedness for informa-
tion to the able annual report of Lieut. Col. W. S. S. Bisset, C. I. E.,
R. E., and to the very interesting volume of Horace Bell, esq., M. Inst.
C. E., consulting engineer for State railways, entitled "Railway Policy
in India."
OCEAN STEAMSHIP LINES.
Calcutta has connections in all directions by steamship lines. The
principal companies are the Peninsular and Oriental Steam Navigation
Company, the Anchor Line, the Compagnie des Messageries Maritimes,
the Indo-China and Apcar lines, the British India Steam Navigation,
the Clan Line, etc.
Peninsular and Oriental Line.-This line has fortnightly sailings from
Calcutta to London, via Colombo, Aden, Port Said, Marseilles, and
Plymouth. At Colombo connection is made with their ships for China
HIGHWAYS OF COMMERCE.
561
and the East generally. First-class fare to London, 750 rupees ($365).'
The ships are about 4,000 tons.
Clan Line.—This line runs a fortnightly service between Calcutta
and London, via Madras, Colombo, Suez, and Malta. Ships about 4,000
tons burden. First-class fare to London, 600 rupees ($292).
Messageries Maritimes.—A ship of this line is run once a month
between Calcutta and Colombo. At the latter port connection is made
with the ships of the main line between Marseilles and China. First-
class fare to Marseilles, 700 rupees ($341).
Anchor Line.--This line has a fortnightly service between Calcutta,
London, and Glasgow, and connects at Glasgow with ships of its own
leaving for New York. When trade justifies it, a ship is frequently sent
direct to some port in the United States. The ships run from 3,000 to
4,000 tons. First-class fare to London, 600 rupees ($292).
Asiatic Steam Navigation Company.-This company runs a weekly
line to Burmah, a fortnightly line to coast ports and Bombay, and has
a regular mail survice to the Andaman Islands, calling at Madras and
Rangoon, every six weeks. First-class fare to Rangoon, 75 rupees
($36.50); via Andamans, 104 rupees ($48.66).
British India Steam Navigation Company.-This company sends a ship
every two weeks to Madras, Colombo, Aden, Suez, Naples, Plymouth,
and London; to Australian ports every six weeks; to Mauritius, with
transshipment to Natal and Cape colonies, every four weeks. First-
class fare to London, 625 rupees ($304); to Melbourne and Sydney, 400
rupees ($195).
City line of steamers.-Regular fortnightly service, Calcutta to Lon-
don, via Colombo, Perim, Port Said, Suez, and Malta. Only first-class
passengers carried. Fare, 600 rupees ($292).
Indo-China and Apcar lines.-Calcutta to Hongkong, sailing every
week; first-class fare, 250 rupees ($122).
1 ¹ Attention is again called to the fact that rupees are converted into dollars at the
rate of 48.665 cents per rupee, as was done by the consul-general in the first part of
this report, while the United States Treasury Department valued the rupee on
January 1, 1895, at 21.6 cents.
533A
-36
562
HIGHWAYS OF COMMERCE.
Freights, of course, vary with supply and demand; at present they
are to different points as follows:
To London.
To Liverpool.
Class of goods.
Unit.
Via Canal. Via Cape. Via Canal. | Via Cape.
Sugar
Saltpeter...
20 hundredweight
....do
$3.04
Nominal..
$4.27
Nominal.
3.04
..do ..
4.27
Do.
Wheat
..do
3.65
..do
4. 27
Do.
Rice..
...do
3.65
..do
4.27
Do.
Linseed
..do
4. 25
.do
4.86
Do.
Rape seed.
..do
5.47
..do
Nominal..
Do.
··
Poppy and teel seeds...
.do
6.08
..do
.do
Do.
Cutch in boxes..
.do
7.30
..do
..do
Do.
Jute ..
5 barrels of 52 cubic feet.
5.47
..do
5.47
Do.
Tobacco.
.do
5.47
...do
Nominal..
Do.
Cotton
50 cubic feet...
5.47
..do ..
6.08
Do.
Safflower
5 barrels of 50 cubic feet.
..do ...
6.08
Do.
Hides
14 hundredweight
12. 16 i
$7.30
6.08
Do.
Tea
50 cubic feet...
9. 13
Nominal..
6.08
Do.
Shellac and lac dye…….
....do
7.30
..do …….
6.08
Do.
Indigo
.do..
18.25
..do ..
6.08
Do.
Silk
10 hundredweight
9.73
..do
6.08
Do.
Castor oil
20 hundredweight
7:30
.do
7.90
Do.
...
Turmeric...
16 hundredweight
6: 68
...do
Nominal..
Do.
Gunnies...
6.68
..do
7.30
Do.
To Boston.-Saltpeter, nominal; seeds and indigo, $6 per ton.
To Australia.-Gunnies, $6.08 per ton.
To Bombay.-Dead weight, $4.38 per ton; measurement goods, $9.73 per ton.
To Colombo and Galle.—Rice and grain, $2.43 per bag; measurement goods, $7.30
per ton.
To Mauritius.-Rice, grain, etc., $2.43 per bag.
To Port Natal.-Rice and grain, $11.15 per ton.
To the Clyde.-Jute, $6.52 per ton.
To Hamburg.-Dead weight, $6.52 per ton; linseed and measurement, $7 per ton.
Marseilles and Genoa.—Measurement and seed, dead weight, $6.52 per ton; light
freight, $10.33 to $12.17 per ton; poppy seed, $7.90 per ton.
West Indies.—Rice and other grain, $8.56 per ton.
Sailing vessels are now chartering at about $5 per ton for United
States ports, a great increase over a few months ago.
CALCUTTA, November 29, 1894.
VAN LEER POLK,
Consul-General.
WESTERN INDIA-BOMBAY.
OCEAN LINES.
British India Steam Navigation Company.-The following are the ter-
minal points, taking Bombay as the central point: Bagdad, Zanzibar
(African coast), Mauritius, London, Sydney, ana Melbourne.
The main points touched on the Bombay-London route are Aden,
Suez, Port Said, Malta or Naples, and Gibraltar; on the Bombay-Bag-
dad line, Kurrachee, Muscat, Bushire, Bassourah, and Bagdad; on the
Bombay-Zanzibar line, Aden, Lamu, and Mombasa (African coast), and
HIGHWAYS OF COMMERCE.
563
Zanzibar; on the Bombay-Australian line, Colombo, Calcutta, Singa-
pore, Batavia, Bushank, New Castle, Sydney, Melbourne, and Ade-
laide. Steamers run direct from Bombay to Mauritius Island.
The following points on the Indian coast are touched by the com-
pany's coasting steamers: Bombay northward to Kurrachee; south-
ward to Mangolore, Tellicherry, Calicut, Cochin, Alleppey, Tuticorin,
Colombo (north or east coast), Galle, Trincomalee, Negapatam, Pondi-
cherry, Madras, Coconada, Bimlipatam, Gopaulpore, Flasepoint, and
Calcutta.
•
The total length of the line is about 36,000 miles, and its general
condition is all that can be desired.
This company has one hundred vessels, ranging from 244 to 5,450
gross tons. The nominal horsepower ranges from 90 to 700, according
to the size of the steamer.
Frequency of communication: Bombay to Madras, Calcutta, Ran-
goon, etc., weekly (at Calcutta connect with steamer for Australia,
New Zealand, and Tasmania, service monthly; at Madras connect
with steamers for Penang, Singapore, etc., every two weeks); Bom-
bay to Kurrachee, three steamers per week nine months of the year,
two steamers per week for three months; Bombay to points on Per-
sian and Arabian coast, Persian Gulf, weekly; Bombay to Zanzibar,
monthly; Bombay to Mauritius, monthly; Bombay to London, via
Kurrachee and Aden, every week.
Anchor Line.-Terminal points, Bombay and Liverpool; intermediate
points touched, Aden, Ismailia, Port Said, and Gibraltar. Goods and
passengers for the United States are transshipped at Liverpool or
Gibraltar. Length of line, about 10,000 miles. Condition of the line.
very good, nearly all the steamers being newly built. The fleet consists
of seventeen steamers, ranging from 3,000 to 4,500 tons, and the nomi-
nal horsepower is 1,350 to 3,000, according to the size of the steamer.
Communication, fortnightly.
Peninsular and Oriental Steam Navigation Company.-This company
has a monopoly of the passenger traffic between Bombay and England
and between Bombay and China. The termini are London, Shanghai,
Yokohama, Melbourne, and Sydney. The main points touched from
Bombay to London are Aden, Suez, Ismailia, Port Said, Brindisi, Malta,
and Gibraltar. In the East the main points touched are Colombo,
Penang, Singapore, Hongong, Shanghai, Hiogo, Nagasaki, and Yoko-
hama. In the route to Australia the main points touched are Colombo,
King George Sound, Adelaide, Melbourne, and Sydney. Connecting
steamers are run to Genoa, Naples, Marseilles, and Alexandria. The
line is in the best condition, being the great mail line between the
East and England. The fleet consists of forty-nine vessels, with a
total registered tonnage of 208,384 and a total effective horsepower
of 213,550. Out of this fleet about twelve steamers are constantly in
use on the Bombay line, so that the same steamer may not run twice
564
HIGHWAYS OF COMMERCE.
on the same route in one year; hence, figures as to the tonnage and
horsepower on the Bombay line can not be given. The mail steamers
can attain a speed of 15 to 193 knots and the cargo steamers 10 to 14
knots per hour.
Communication from Bombay to London, and vice versa, weekly;
Bombay to China and Japan, and vice versa, fortnightly; Bombay to
Australia by China and Japan mail steamer, change at Colombo, fort-
nightly.
Florio and Rubattino United Steamship Company.-Termini: Venice
and Genoa, Bombay and Hongkong. Main points touched: Home-
ward route, Aden, Suez, Port Said, Alexandria, Messina, Naples, and
Genoa; eastward route, Colombo, Penang, Singapore, and Hongkong.
The condition of the Bombay-Genoa line is very good, but the condition
of the China-Bombay line is not so good. Three steamers are used for
the Bombay-Genoa line, each having a net registered tonnage of 3,044
tons and 400 nominal horsepower, which attain a speed of 13 knots.
There are two steamers on the Bombay-China line, each with a net
registered tonnage of 1,650 tons and 200 nominal horsepower, which
attain a speed of 10 knots. On both lines communication is monthly.
Passengers and freight can be transshipped at Genoa for Buenos Ayres,
St. Vincent, and Montevideo; service fortnightly. Freight for New
York can also be transshipped at Genoa.
Austrian Lloyds Steam Navigation Company.-Termini: Trieste, Shang-
hai, and Kobe. Tickets can be bought for London, the passenger going
by rail from Trieste or Brindisi to London. Intermediate points touched
on the homeward route: Aden, Suez, Ismailia, Port Said, Brindisi, and
Trieste; on the eastward route: Colombo, Penang, Singapore, Hong-
kong, Shanghai, and Kobe. The condition of the line is very good.
It carries the Austrian mails. There are two steamers on the line from
Bombay to Trieste, and five on the line from Kobe to Trieste, via
Bombay. On the Bombay-Trieste line each steamer has a gross ton-
nage of 4,194 tons, and is 390 feet long. On the Kobe-Trieste line
(via Bombay) each steamer has a gross tonnage of 4,400 tons. The
steamers attain a speed of 13 knots per hour. The service on both
lines is monthly.
Hall Line.-Termini: Bombay and Liverpool. Points touched en
route are Kurrachee, Aden, Suez, Ismailia, Port Said, Marseilles, and
Gibraltar. The length of the line is about 7,000 miles. The general
condition of the line is good. The fleet consists of twelve steamers,
plying between Bombay and London; tonnage of the steamers rauges
from 3,000 to 4,100 gross tons, and nominal horsepower 400 to 500.
Messageries Maritimes.—Termini: Bombay, Marseilles, and Zanzibar.
Main points touched en route to Marseilles are Kurrachee, Aden, Port
Said, Suez, and Marseilles; en route to Zanzibar, Kurrachee, Aden,
and Zanzibar. The steamers have a tonnage of from 2,300 to 4,200
gross tons and a horsepower of 2,000 to 3,400. Frequency of com-
HIGHWAYS OF COMMERCE.
565
munication: Bombay to Marseilles, monthly; Bombay to Zanzibar,
monthly.
Japan Steamship Company.-Bombay and Kobe are the terminal
points of the line, and the main points touched are Tuticorin, Colombo,
Penang, Singapore, Hongkong, and Shanghai. The total length of the
line is 5,340 miles. The general condition of the line is good. Four
steamers are used and two held in reserve. The vessels have a tonnage
of from 3,030 to 3,564 tons, and the horsepower ranges from 220 to 350.
Communication, fortnightly.
Rates of first-class passage from Bombay.
Westward:
Lines.
British-
Indo
To-
Aus-
Florio-
Steam
Messa-
Anchor. trian
Rubat-
Hall.
Lloyds. tion Com-
Naviga-
tino.
geries.
pany.
Peninsu-
lar and
Oriental
Steam
Naviga-
tion Com-
pany.
Aden..
$53.43
$54.75
$48.59
$59.35
$67.46
$53.23
$76.92
Suez
93.12
113.35
95.07
147. 92
119.75
189.39
Port Said.
93.12
119.82
148. 44
97.68
147.92
133.28
169.39
Brindisi, Malta, and Gibral-
tar
146.34
161.93
148.43
185.76
Trieste
161.93
Marseilles……….
146. 34
148. 43
186.00
149.58
185.76
London and Plymouth..
a 186. 27 a 210.52
195.85
186.26
a 202.30
Liverpool.
155.77
159.66
Hull..
Boston or New York..
186. 27
244. 16
Eastward:
Colombo
21.56
32. 17
26.98
21.56
26.98
Calcutta
60.97
59.35
62.04
94.41
121.47
Penang and Singapore.
Hongkong
Shanghai and Yokohama.
King George Sound.
Melbourne and Sydney..
a Bombay to Brindisi by sea and thence to London by rail.
NOTE.-First-class passage by the Wilson Line from Bombay to Hull, $145.98, and to Boston or New
York, $194.64.
First-class passage by the Japan Line from Bombay to Colombo, $13.47; Penang and Singapore
$32.37; Honkong, $71.17; Shanghai, $80.95; Kobe, $86.59.
80.95
113.58
134.94
113.34
168.92
128. 16
566
HIGHWAYS OF COMMERCE.
Distances between Bombay and London, Bombay and China and Japan, and Bombay and Australia, and intermediate points, in miles.
To-
Calcutta.
From-
Plymouth.
Gibraltar.
Marseilles.
Malta.
Naples.
Brindisi.
Alexandria.
Port Said.
Ismailia.
Aden.
Bombay.
Colombo.
Madras.
Via
Madras.
Omitting
Madras.
Penang.
Singapore.
Hongkong.
Shanghai.
Nagasaki.
Hiogo.
Yokohama.
Sound.
King George
Adelaide.
Melbourne.
Sydney.
3, 2153,
6106, 2746,
703|7,
313|8, 083|7,
967 7, 981 8, 362
9,
69910,
2584,
66910, 866 11, 255 11, 601 10, 093/11, 100 11, 585 12, 145
610,
3, 3823, 425 4, 777 6, 441 6, 8707, 4808, 2508, 1348,148 8, 529 9, 966 10, 836 11, 033 11, 42211, 768 10, 260 11, 267 11, 752 12, 812
3, 501 3, 5444, 896 6, 560 6, 989 7, 599j8, 3698, 253 8, 26718, 648 10, 085 10, 955 11, 15211, 541 11, 887 10, 379 11, 386 11, 871 12, 431
3, 4653, 5703, 613 4, 9656, 6297, 0587, 6688, 4388, 3228, 3368, 71710, 154 11, 024 11, 221 11, 610 11, 956 10, 448/11, 455/11, 940 12,500
London: a
Direct
By sea, direct.
By sea, via Naples.
By sea, via Mar-
seilles
Via Brindisi.
Plymouth:
Direct
Via Brindisi.
Gibraltar:
Direct
Via Brindisi.
Marseilles
2951, 299 1, 993 2, 2802, 2722, 640
Genoa
Malta:
Direct
Via Brindisi.
Naples..
Brindisi
Alexandria
Port Said.
Ismailia
Aden...
Bombay
Colombo
Madras:
Direct
Via Colombo.
Calcutta, via Colombo:
Calling at Madras.
Penang:
Omitting Madras.
Direct
Via Colombo.
Singapore:
Direct
Via Colombo.
1, 0541, 7482, 035 2, 0272, 365
3, 2203, 325 3, 368 4, 720|6, 384|6, 8137, 423|8, 1938, 0778, 0918, 472 9, 909 10, 779 10, 976 11, 365 11, 711 10, 203 11, 210|11, 695 12, 255
691 981 9731, 341
468
1662, 271 2, 314 3, 666 5, 3305, 759 6, 369 7, 1397, 0237, 0377, 418
1, 5081, 551|2, 9034, 567 4, 996,5, 606|6, 3766, 260 6, 274|6, 655
8, 855
9, 725
9, 922 10, 311 10, 657
9, 149 10, 156 10, 641 11, 201
8,092
8, 962
9, 159
9, 548
9, 894
8, 386 9,393 9, 87810, 438
336
327
360!
819
935
825 930
155
1, 185 1, 2901, 333 2, 685 4, 349 4, 7785, 388 6, 158/6, 042 6, 056 6, 437
9931, 1101, 153 2, 5054, 1694, 5985, 2085, 9785, 8625, 876 6, 257
973 2, 325 3, 9894, 4185, 0285, 7985, 682 5, 6966, 077
1981, 5503, 2143, 6434, 2535, 0234, 9074, 9215, 302
431, 3953, 059 3, 4884, 0984, 8684, 7524, 7665, 147
1, 3528, 0163. 4454, 0554, 3254, 7094, 7235, 104
|1, 6642, 0932, 703 3, 4733, 357|3, 3713, 752
875 1,485 2, 2552, 1392, 1532, 534
7, 874
8, 741
8, 941
9, 330
9, 676
8, 168
9, 175
9, 660 10, 220
7, 694
8, 564
8, 761
9, 150
9, 496
7, 988,
8, 995
9, 480|10, 040
7,514
8,381
8, 581
8, 970
9,316
7,808
8, 815
9, 300 9,860
6, 739
7,609
7,806
8,195
8,541
7,033
8, 040
8, 525 9,085
6, 584
7,454
7, 651
8, 040
8, 386
6, 878
7,885
8,370 8, 930
6. 541
7,411
7,608
7, 997
8, 343
6, 835
7,842
8, 327
8,887
5, 189
6 059
6, 256
6, 645
6,991
5, 483
6, 490
6, 975
7,535
3, 971
4, 841
5, 038
5, 427
5, 773
4, 265
5, 272
5, 757
6, 317
6101, 380|1, 2641, 2781, 659|
3,096|
3,966
4,163| 4,552
4, 898|
3,390|
4, 397|
4, 882| 5,442
770
1, 888 2, 269
3, 706
4,576
4, 773| 5, 162|| 5, 508
4,000 5,007| 5, 492| 6, 052
2, 658,3, 039
4, 476
5,346
5,543 5,932 6,278
2, 5422, 923
4, 360
5, 230
5, 427
5, 816
381
1,818
3, 688 2, 885
3,274
3, 274
6, 162
3, 620
4,770 5,777 6,262| 6,822
4, 654 5, 661 6, 146 6,706
4, 668 5, 675 6,160| 6,720
1, 437 2, 307| 2,504 2, 893 3, 239
5,049 6,056 6,541 7, 101
HIGHWAYS OF COMMERCE.
567
Hongkong:
Direct
Via Colombo.
Shanghai:
Direct
Via Colombo.
Nagasaki:
Direct
Via Colombo.
Hiogo:
Direct
Via Colombo.
Yokohama, via Colombo.
King George Sound.
Adelaide.
Melbourne.
•
a If via Plymouth, add 50 miles.
870 1,067 1, 546 1,802
467 856 1, 202
589
735
346
6, 486, 7, 493 7,978 8, 538
7,356 8,363 8,848 9, 408
7,553 8,560 9,045 9,605
7,942 8, 949 9,434 9,994
8, 288 9,295; 9, 780 10, 340
1,007 1, 492) 2, 052
485 1,045
560
568
HIGHWAYS OF COMMERCE.
From-
Gopaulpore.
Calingapatam.
Bimlipatam.
Vizagapatam.
Coconada.
Masulipatam.
Madras.
Pondicherry.
·Distances between points on the Indian coast, in miles.
To-
Cuddalore.
Negapatan.
Rangoon
755 825
880 897
972 1,078
1, 318
1,398
1, 415
1,475
1,915
1,985 | 2,135 | 2, 240
Calcutta.
335
405 460 477 552
658
898
978
995 1,055
1, 495
Gopaulpore..
70 125 142 217
323
563
643
660
720
1. 160
Calingapatam
55
72 147
253
493
573
590
650
1,090
1,565 | 1,715 | 1,815
1,230 | 1,380 1,4851, 585
1, 160 1,310❘ 1, 415
2, 340
1,920
1,585
2,375
1,415 1,515
2,460
1,955 | 2,040 | 2, 075
1,620 1,705 | 1, 740
1,5501, 635| 1, 670
2,495
2,505
2,088 | 2,165 | 2,555
2,585 | 2,975
1,753
1,830 | 2, 220
1,683
1,760 | 2,150
Bimlipatam
17
92
198
438
518
535
595
1, 035
Vizagapatam
75
181
421
501
518
578
1, 018
1, 105 | 1, 255 | 1,360
1,088❘ 1, 238 | 1, 343
1,460
1,495 1,580 | 1, 615
1,628
1, 705 | 2,095
1,443
1,478
1,478 | 1, 563❘ 1,598
1, 611
1, 688
2,078
Coconada.
106
346
426
443
503
943
1,013 | 1,163 | 1,268
1,368
1,403
1,488 | 1,523
1, 536
1, 613 | 2, 003
Madras
Masulipatam
Pondicherry.
240
320
337
397
837
907 1,057 | 1,162
1, 262
1,297 1, 382 1, 417
1, 430
1, 507
1, 897
80
· -
97
157
597
667
817
922
1,022
1,057
1,057
1, 142 | 1, 177
1, 190
1,267 | 1, 657
17
77
517
587
737
812
942
977
1,062 | 1,097
1, 110 |
1, 187 | 1, 577
Cuddalore
Negapatam.
Galle
Colombo
Tuticorin
Colachel.
Alleppey
Cochin
Calicut
Tellicherry.
Cannanore
Mangalore
60
500
570
720
825
925
960
1,045 1,080
1,093
1,170 | 1, 560
440
510
660
765
865
900
985❘ 1,020
1,033
1,110 | 1,500
70
220
325
425
460
545
580
593
670❘ 1,060
150
255
355
390
475
510
523
600
990
105
205
240
325
360
373
450
840
100
135
220
255
268
345
735
35
120
155
168
245
635
85
120
133
210
600
35
48
125
515
13
90
480
77
467
390
Galle.
Colombo.
Tuticorin.
Colachel.
Alleppey.
Cochin.
Calicut.
Tellicherry.
Cannanore.
Mangalore.
Bombay.
HIGHWAYS OF COMMERCE.
569
Bombay
Kurrachee
Gwduar.
Muscat..
Jask
Bunder Abbas
Linga
Bahrein
Busheer.
Fao
Busreh
Bombay to Mauritus direct
Bombay to Zanzibar direct
·
From-
Distances from Bombay to points on the Persian and Arabian coast, etc., in miles.
To-
Kurrachee.
Gwduar.
Muscat.
Jask.
Bunder Abbas.
Linga.
Bahrein.
Busheer.
500
760 990 1,125
1,255
1,365 1,610
1,780
1,920
260 490
625
755
865❘ 1,110
1, 280 | 1, 420
1, 975 2,475
1,475❘ 1, 975
230
365
495
605
850
1,020
1, 160
1,215 | 1,715
135
265
375
620
790
930
985
1,485
130
240
485
655
795
850
1,350
110
355
525
665
720
1, 220
245
415
555
610
1,110
170
310
365
865
140
195
695
55
555
500
RAILWAYS.
Two railways enter Bombay, the Great Indian Peninsula Railway
and the Bombay, Baroda and Central India Railway.
Great Indian Peninsula Railway.-This line is 1,288 miles long. The
termini are Bombay, Raichore Junction (with Madras Railway for
Madras), Jubalpore Junction (with East India Railway for Calcutta),
Nagpore Junction (with the Bengal-Nagpur Railway for Assensol
Junction), and Poona (change here to Southern Mahratta Railway).
This road, with connections, is the great mail route between Bombay,
Calcutta, and Madras.
The condition of the line is good. The line is double track, except
some of the minor branch roads. Passenger rates, 12 pice (13 cents)
per mile.
On the Bombay-Raichore line, in crossing a chain of mountains, the
tracks are turned back on themselves, and 2 miles farther on there is a
series of tunnels. The depot at the Bombay terminus cost $3,000,000.
Bombay, Baroda and Central India Railway.—This road, including
the Rajputana-Malwa Railway, is 890 miles long. The termini are
Bombay, Baroda, and Delhi.
Passenger rates, about 12 pice (13 cents) per mile.
No obstacles of any importance were met in the construction of this
line.
Southern Mahratta Railway.-This road is under control of the Gov-
ernment. The termini are Poona, on the north; Naryangod, on the
south; Belgaum, on the east; Hotgi, on the northeast; Castlerock, on
the west, and Kolhapur, on the northwest. The total length of the
line is 1,553.21 miles. The condition of the line is good. It is single
track.
Miles.
2, 610
2,200
Fao.
Busreh.
Bagdad.
570
HIGHWAYS OF COMMERCE.
The rate for first-class passengers is 12 pice (14 cents) per mile, and
freight is carried at the rate of 7.54 pice (1 cent) per ton per mile.
There were no great obstacles to be overcome in the building of the
line. There are only two tunnels, and the grade there is 1 in 40.
Indian Midland Railway.-This road is under the control of the Gov-
ernment, though worked by a company. The termini are Agra, on the
north; Cawnpore, on the northeast, Manikpur, on the east, and Itarsi
Junction, on the south. At Itarsi Junction it connects with the Great
Indian Peninsula Railway from Bombay. The total length of the line
is 677 miles. The condition of the line is good. It is single track.
The first-class passenger rates are 12 pice (12 cents) per mile.
The obstacles on the line were such as had to be overcome by bridg-
ing, as follows: (1) At Nurbudda, 14 spans of 150-foot and 10 spans of
60-foot girders; (2) at Betwa, 9 spans of 150-foot girders; (3) at Chum-
bal, 12 spans of 200-foot and 20 spans of 20-foot girders; (4) at Jumna,
10 spans of 250-foot girders; (5) at Dassau, 13 spans of 100-foot girders:
(6) at Kem, 1 span of 250-foot and 12 spans of 100-foot girders.
HIGHWAYS.
There are many military roads in India, about 30 to 50 feet wide,
made of stone, dirt, and gravel.
I can give no detailed information regarding roads, but they are all
in good repair (more or less), and one can go from town to town in a
carriage or on a bicycle with ease and comfort.
I can gather no information regarding navigable rivers and canal
lines.
H. J. SOMMER, Jr.,
BOMBAY, September 22, 1894.
Consul.
CEYLON.
OCEAN LINES.
Peninsular and Oriental Steam Navigation Company.-To and from
England, India, Australia, and Far East ports.
British India Company.-To and from England, India, Austrália,
Burmah, Java, and to Mauritius.
Messageries Maritimes Company.-To and from France, India, Austra-
lia, and Far East ports.
North German Lloyds Company. To and from Germany, Great
Britain, Australia, and Far East ports.
Bibbe Company.-To and from Great Britain and Rangoon.
Orient Company.-To and from England and Australia.
HIGHWAYS OF COMMERCE.
571
Ocean Steamship Company.-To and from England and Far East
ports.
Henderson's Line, City Line, Clan Line, Glen Line, and Anchor Line.-
To and from India and England.
Austrian Lloyds.-To and from Trieste, India, and Far East ports.
Rubattino Company.—To and from Spain and Manila.
Russian Volunteer Fleet.-To and from Vladivostok (Russia) and
Indian ports.
Nipon Yuson Kaisha Steam Navigation Company (Japanese).—To and
from Japan and Bombay.
Asiatic Steamship Company.-To and from Indian ports.
Deutsche-Australische Dampfschiff Gesellschaft.-To and from Europe
and Australia.
Hamburg Line.-To and from Europe and Calcutta.
Ceylon Steamship Company.-Two steamers make weekly trips around
the island.
Hundreds of transient (tramp) steamers to and from all parts of the
world.
The total steamship tonnage of Ceylon in 1893 was: Inward, 2,789,775;
outward, 2,778,775.
HIGHWAYS.
Mr. R. K. MacBride, director of public works in Ceylon (see Special
Consular Reports, "Streets and Highways of Foreign Countries," 1891),.
stated that the extent of roads open in Ceylon in 1890 was 3,142 miles,
divided as follows, viz: Metaled roads, 1,634.80 miles; graveled roads,
965.44 miles, and natural roads-i. e., roads made mostly by the traffic
over them-541.90 miles.
·
Through the director's courtesy I now learn that the extent of roads
in 1894 was: Metaled, 2,122.06; graveled, 744.03; natural, 541.82; total,
3,407 miles. And as Mr. MacBride's report in 1891 about exhausts the
subject of construction, maintenance, cost, etc., I think I can not do
better than refer inquiring minds to that paper; but I would add
that the metaled roads of Ceylon are, up-country, 16 feet broad, exclu-
sive of drains, though in a few localities where the traffic is uncom-
monly large the width is 24 feet; low-country roads are about 20 feet
broad, and all are thoroughly macadamized.
RAILWAYS.
Since I reported upon Ceylon railroads in May, 1888, the extensions.
to Galle, 43 miles, and to Haputala, 26 miles, in the low country and
mountain zones, respectively, have been opened for traffic, and a new
branch line, Polgahawela to Kurunegala, 13 miles, has been built.
Regarding the extension to Galle, it probably will pay 3 per cent net
upon the invested capital; but the Haputala extension has, I under-
stand, proved, as I feared it would, unremunerative; and I respectfully
J
572
HIGHWAYS OF COMMERCE.
suggest, if the Government sees fit to publish this report, that the por-
tion of my 1888 report¹ under heading "Nanuoya to Haputala-Exten-
sion" may be herein reproduced, and also as much of that report respect-
ing physical aspects and engineering features of Ceylon railways in gen-
eral as may seem desirable.
The present main lines of railway are as follows:
Colombo to Banderawella..
Kandy to Matala...
Colombo to Galle
Polgahawela to Kurunegala.
Miles.
163
17
71
13
These are all single-track lines, the roadway being 20 feet broad except
in rock, where it is 18 feet; weight of rails, 72 pounds per yard; gauge,
5 feet 6 inches; sleepers, 9 feet 6 inches long, 10 by 5 inches square,
creosoted, and completely buried for protection from the sun and rain;
average distance apart, 3 feet, two additional sleepers being added for
every length of rail on heavy grades. Stations on up-country lines
average about 7 miles apart; on seaside line, about 23 miles.
The Government owns and controls all the railways in Ceylon, and
they are in excellent condition.
COLOMBO, May 16, 1895.
RAILWAYS IN CEYLON IN 1888.
W. MOREY,
Consul.
[Republished from Consular Reports, No. 95.]
Wharf and Break-
miles.
There are 182 miles of railway in operation in Ceylon, all of 5 feet
6 inches gauge, viz: Colombo to Kandy, 743 miles; Peradeniya to Nan-
uoya, 58 miles; Colombo to Kalutara, 273 miles;
water branch, 44 miles; Peradeniya to Matale, 17
The line from Colombo to Kandy was opened for through traffic in
1867, and the Peradeniya and Nanuoya line in the following years, viz:
To Gampola in 1873, to Nawalapitiya in 1874, to Talawakele in 1884,
and to Nanuoya in 1885.
The line from Kandy to Matale was opened for traffic in 1880. All
the railways except the Colombo and Kalutara and the Wharf and
Breakwater lines (32 miles) penetrate the central province, which con-
tains a moiety of the estates owned by European planters, whose inter-
ests they most directly subserve. These lines are owned and worked by
the Government, and were built by capital borrowed in England, as also
were all the other lines above enumerated. The cost of the up-country
lines was 220,457 rupees per mile, which, considering that half of the
money was expended when the currency was 10 rupees to the pound
sterling and the remainder at 1s. 9d. per rupee, may be calculated at
¹See "Railways of Ceylon in 1888," immediately following this report.
HIGHWAYS OF COMMERCE.
573
45 cents per rupee, giving a total in United States money of $99,206
per mile. This includes every item of cost, from permanent way to
workshops, rolling stock, stations, etc. All are single-track lines, and
the sleepers, mostly of Norway pine, creosoted, are completely buried,
so as to protect them from the sun and rain.
The formation width is 20 feet, though the rock cuttings are reduced
to 18 feet; weight of rails, 72 pounds per yard; gauge, 5 feet 6 inches;
sleepers, 9 feet 9 inches long, 10 by 5 inches square, and 3 feet apart,
except on inclines, where two are added for every length of rail.
Engineering difficulties.—The length of the Kaduganawa incline, be-
tween Rambukana and Kandy, is 12 miles, and the gradient 1 in 45,
with 10-chain curves. There are ten tunnels, the longest being 365
yards. The steepest gradients are between Nawalapitiya and Nanuoya,
where, in some instances, they are 1 in 44, the sharpest curves being 5
chains. The highest altitude reached is 5,300 feet above sea level, at
Nanuoya, which place, measured on the map as the crow flies, is 36
miles from Rambukana, the latter being 53 miles from Colombo and
313 feet above sea level, and here the steep ascent practically begins;
whereas the actual mileage traversed by the railway between Rambu-
kana and Nanuoya is 78 miles and the rise about 5,000 feet. These
figures better represent the precipitous and tortuous character of the
line than anything I can write on the subject.
The branch line to Matale (17 miles) has no marked feature except
an iron girder bridge, 664 feet long, on five piers, crossing the Maha-
wella River, the cost of which was $65,000. The stations are about 42
miles apart, those on the main line from Colombo to Nanuoya averag-
ing about 6 miles apart. This line taps a worn-out coffee district, the
new industry of which may be tobacco. The lines from Colombo to
Kandy, from Peradeniya to Nawalapitiya, and the seaside lines,
aggregating 123 miles, are now the unencumbered property of the col-
ony, the total cost having been paid off in 1884. At the present time,
however, the other up-country lines (59 miles) can scarcely be said to
be working at an appreciable profit, though the general manager of
railways informs me that there is likely to be an improvement in this
respect this year. The section from Peradeniya to Nawalapitiya (34
miles) may be yielding upward of 3 per cent on the invested capital,
but the Matale line and the extension to Nanuoya are profitless, a cir-
cumstance owing mostly to the immense cost of their construction, the
districts they penetrate affording no commensurate amount of traffic
for so large an outlay.
Seaside line (speed, 15 miles per hour, including stoppages).—As
hereinbefore intimated, the line from Colombo to Kalutara (272 miles)
is on the broad gauge of 5 feet 6 inches, the stations being 16 in num-
ber and averaging a little under 2 miles apart. It is devoted almost
exclusively to passenger traffic, and is a stupendous structure for that
purpose; nevertheless, it pays a steady profit of about 3 per cent upon
574
HIGHWAYS OF COMMERCE.
the invested capital, viz, 2,185,912 rupees, or 78,771 rupees per mile;
say, in United States money, $984,660 and $35,446, respectively.
This line, running on an almost dead level, closely follows the sea-
shore, and skirts a thickly populated country abounding in cocoanuts.
and other fruits and arrack, and containing several prosperous towns
and villages where much handicraft work, such as carpentering, cooper-
ing, gold and silver smithing, precious-stone cutting, etc., is done. Its
ultimate destination is probably Point de Galle, or perhaps farther on
to Hambantota, at present an isolated place on the southeast coast, 75
miles from Galle and 147 from Colombo, but, nevertheless, if given
transport facilities, the natural outlet of the present populous district of
Uva. As before stated, no goods except parcels are conveyed by this
seaside line, which, from its colossal character, both in permanent way
and rolling stock, is fit to carry the commerce of a continent.
The pas-
senger fares amount to about 3 cents per mile for first class, 2 cents for
second class, and 1 cent for third class, United States money.
The principal engineering features of this line are an iron bridge
across the lagoon at Panadura, having a clear waterway of 600 feet,
and another iron girder bridge across the Kalugauga (Black River) at
Kalutara, 12,000 feet long, divided into two equal sections by a small
island in the river. This bridge cost $300,000.
FARES AND TRAFFIC ON UP-COUNTRY LINES.
Passenger fares from Colombo to Kandy (72 miles) amount to about
4 cents per mile for first class, 3 cents for second class, and 13 cents for
third class, United States money.
The Matale line fares are about the same, but those on the Peradeniya-
Nanuoya extension are 5 cents per mile for first class, 3 cents for
second class, and 13 cents for third class, United States money. This
being a purely local and domestic matter, into which the element of
exchange scarcely enters, I have converted the local currency into
United States currency at the rate of 45 cents per rupee; calculated
on a gold basis, the amount of the fares would bear a reduction of at
least another 10 per cent.
Goods are divided into three classes and charged accordingly. There
are also special rates for certain products, viz, coffee, cinchona, tea, etc.,
mostly the products of plantations belonging to Europeans, and live
stock.
The total profits earned on all the railway lines at present in opera-
tion here is about 3 per cent on the invested capital, which, it is to be
feared, is not likely to be appreciably increased so long as the present
expensive broad-gauge system is adhered to. Briefly stated, the broad-
gauge railways of this country have, in my judgment, proved a positive
incubus to the island, excepting perhaps the line to Kandy, beyond
which place the system never ought to have been extended.
HIGHWAYS OF COMMERCE.
575
LINES PROJECTED AND SURVEYED.
At present there is no railway construction in progress, but the fol
lowing lines have been surveyed, viz: Kandy to Badulla, 3 foot 6 inch
gauge, 62 miles, cost not estimated; Nanuoya to Haputale, 5 foot 6 inch
gauge, 26 miles, $3,013,000; Mahara to Chilaw, 5 foot 6 inch gauge, 40
miles, $1,150,000; Mahara to Chilaw, 3 foot 33 inch gauge, 40 miles,
including mixed gauge to Colombo, $1,200,000; Kalutara to Bentota,
5 foot 6 inch gauge, 9 miles, no published particulars; Mahara to Jaffna,
183 miles, no published particulars; Mattakuliya to Colombo (tramway),
41 miles, $271,000.
The first of the above named, called "Lower Badulla route," passes
through a mostly barren, unhealthy, and somewhat precipitous line of
country, sparsely populated, and offering few attractions to agricul-
turists-probably its construction is not seriously contemplated by the
Government. Nevertheless, it is the most practicable route by which
to tap Badulla, and thus connect the Province of Uva by rail with
Colombo, besides affording the preliminary for a scheme of narrow-
gauge railways across the island to the fertile districts of Batticaloa
and other important places on the eastern side of the island.
Nanuoya to Haputale.-A line upon the Lartique or some other eco-
nomical system could be built over the Lower Badulla route for about
one-fourth, approximately, of the estimated cost, $3,013,000, of the pro-
jected broad-gauge extension of 26 miles to Haputale, which, after all,
will only partially penetrate and only serve a fraction of the Province
of Uva, all of the plantations of which are not likely to produce annu-
ally in the near future, for railway transport, more than 7,000 tons of
produce, principally coffee, cinchona, and tea, at least one-third, per-
haps one-half, of which may never seek the line in question unless it is
extended another 28 miles to Badulla. The up traffic will probably not
exceed 15,000 tons, which, together with a possible 7,000 tons down,
gives a total of 22,000 tons, though a commission has estimated it at
27,444 tons sure, whereas even the 22,000 tons I estimate are somewhat
problematical and largely dependent on future development.
As, however, this expensive extension has now been sanctioned by
the Imperial Government and may very soon be in process of construc-
tion, it may be well to add that the district it will only partially pene-
trate contains all together about 40,000 acres, nominally under tea,
cinchona, and coffee cultivation, the last-named product fast disap-
pearing. The total inhabitants. number about 170,000. Two hundred,
perhaps, of these are Europeans, mostly planters, who overlook about
35,000 Tamil coolie laborers. Probably another 10,000 natives are en-
gaged in trade, cart transport, and other miscellaneous occupations,
leaving 125,000, mostly Singhalese, dependent upon native agriculture,
the products of which are all consumed within the province. The climate
is unexceptionable, but the arable land is not extensive and even now
is almost fully occupied. That the wealth of the 125,000 people, of all
576
HIGHWAYS OF COMMERCE.
ages, engaged in native agriculture will be increased or their condition
improved economically by this railway extension is more than doubtful,
for, alas, past experience indicates, throughout the central provinces,
the contrary. As a matter of fact, there is not an interior district of
this island xcept Kandy that has been tapped or even approached by
a railroad where, after ten years' experience, the natives are not much
worse off than they were before, and I wish I could believe that the
present project will result differently. If the intention were to cou-
tinue the broad-gauge extension on to Passara as a final terminus of
that system, from which cheaper and more practical lines could radi-
ate across districts urgently requiring them, I could see some utility in
the project; as it now appears, however, I see nothing in it but a
mistake.
That new enterprises will be born of this extension or old ones within
the province be so stimulated as to lead to a materially increased con-
sumption of or demand for American manufactures I do not believe;
nevertheless, there might be such a change in native agricultural
methods as would create a demand for some of our farming implements.
Mahara to Chilaw.-Mahara is a station on the line to Kandy, 9
miles from Colombo, and Chilaw is a town or hamlet situated on the
west coast of the island, 48 miles from Colombo. The intervening
country, containing about 170,000 inhabitants, is flat throughout, and
for upward of 30 miles from Colombo abounds in fine cinnamon and
cocoanut plantations. North and east of Chilaw, in the neighborhood
of Puttalam, there are fine forests of valuable timber, ebony, satin-
wood, etc., and the contiguous land is probably better than the aver-
age in Ceylon for agriculture. Cotton and tobacco are as likely to
succeed there as anywhere else in the island, I should think, and a
comparatively inexpensive line of light railway would prove a great
boon and a good investment by opening up the country, for it could be
continued on to Puttalam, 42 miles farther up the coast, and thence
across the island, through Anuradhapura, or on to Jaffna, in the north-
ern province, thereby effecting easy communication with that enter-
prising place, and affording transportation for what is likely to prove,
under the revival of the ancient irrigation system, the most fruitful
district in Ceylon.
The line to Chilaw (40 miles as at present surveyed) is conceived
entirely in the interests of the broad-gauge system, and is estimated to
cost 3,411,997 rupees, or 84,384 rupees per mile. There is also an esti-
mate for a meter-gauge line, with a continuation of 9 miles, from Mahara
to Colombo, amounting to 3,627,980 rupees, or 89,739 rupees per mile,
which probably could be greatly modified. The goods traffic is esti-
mated at 74,000 tons, which would probably be exceeded.
Kalutara to Bentota.-This will be a mere continuation for 9 miles of
the seaside line already described. It could probably be built for less
than 50,000 rupees per mile, but is likely to cost at least 70,000 rupees
per mile.
HIGHWAYS OF COMMERCE.
577
Matale to Jaffna (183 miles).-This would connect with the present
broad-gauge line at Matale, and open up communication between
Colombo and Jaffna, via Kandy and Anuradhapura, involving an ascent
of 1,700 feet to Kandy and a corresponding descent from Kandy to
Colombo; whereas the Chilaw line, if constructed and continued on as
herein before suggested, would run mostly upon a level, accommodate a
much greater population, and serve a larger extent of virgin country.
Colombo City Line. The proposed tramway from Mattakkuliya to
Colombo (44 miles), estimated to cost 741,298 rupees, or $296,500, has
remained unconsidered for years. A few days since, however, the
Colombo municipal council resumed consideration of the subject.
6
** * *
CONCLUSION.
From all I can learn from observation and the literary annals of
railways here,
the present penchant for expensive broad-
gauge lines stops the way to that future development which ought to
cover the whole country with a network of iron rails on the cheapest
system that has been found to be serviceable elsewhere under similar
conditions.
The country is rich in undeveloped and possible products, but finan-
cially poor. There probably is not the cash equivalent of $10,000,000
in the whole island. There is, however, notwithstanding admirable
administration, which must be admitted, as much pomp and circum-
stance with respect to railroading, so far as it has progressed, as would
serve the richest community in the world, and the mass of the people
groan under it.
The total cost of the 1823 miles in operation was, exclusive of inter-
est, 35,924,738 rupees, or $16,166,132 in gold. It is, in my opinion,
unreasonable for a people so poor in treasure to pay so much money for
so little railroad, and the present railway debt, owed abroad, amount-
ing to £1,253,000, or $6,266,000, at 4 per cent interest, should not, I
think, be increased by further construction at the cost at present
prevailing.
To support this proposition, I would respectfully point out that the
railway debt aforesaid, bearing 4 per cent interest, is for only 59 miles
of railroad, which is not yielding any appreciable profit, a state of
affairs, it is to be feared, very unlikely to be remedied by building
another 26 miles, at a cost of $2,750,000, to carry perhaps 22,000 tons
of traffic.
Doubtless the present Government would dislike, in giving to Uva
the railway facilities its European denizens have long pined and agi-
tated for, to put an attenuated tail, or less consequential line, upou
the imposing structure its predecessors have carried so far in that direc-
tion, and time only will show whether or not such a sentiment, if it
does exist, is justifiable economically.
CEYLON, May 18, 1888.
533A——37
W. MOREY,
Consul.
578
HIGHWAYS OF COMMERCE.
STRAITS SETTLEMENTS.
The Malay Peninsula, in which the consular district of Singapore is
situated, lies within the wake of traffic and travel between Europe,
China, and Japan. All the more important outward and homeward
bound steamers engaged in this great trade put in here to coal, dis-
charge and take on mails, passengers, and freight, and here meet con-
necting steamers to British India, Siam, Burmah, the Netherlands
Indies, Borneo, the Philippines, and the various points along the
Malayan coast.
OCEAN LINES.
The great ocean lines connecting Singapore with the European ports
and those of the Far East are:
(1) Compagnie des Messageries Maritimes.
(2) Peninsular and Oriental Steam Navigation Company.
(3) Norddeutscher Lloyd.
(4) Austrian Lloyds Steam Navigation Company.
(5) Compañia Transatlantica.
(6) Deutsche Dampfschiffs Rhederei.
(7) Ocean Steamship Company.
(8) Glen Line of steam packets.
(9) Ben Line.
(10) China Mutual Steam Navigation Company, Limited.
The first five only are under regular mail contract. The following
are the accessible details of the various lines:
Compagnie des Messageries Maritimes.-I am indebted to M. de Bure,
the agent at Singapore, for the information herewith given concerning
this line.
The Messageries Maritimes de France is constituted as a joint stock company, with
a capital of 60,000,000 francs, fully paid up. The central office is situated at Paris.
Another office, established at Marseilles, under the name of "Direction de l'Exploita-
tion,” regulates the working of the lines which have their headquarters in that
port-India, China, and Japan line, Australia line, East Africa line, and Mediter-
ranean and Black Sea lines. A general agency at Bordeaux manages the South
American line, and a general agency is also established at London.
By a convention with the French Government, the company is in charge of the
French postal service on the China, Australia, and East Africa lines, as well as on
some of the Mediterranean lines. For this service the company receives a subsidy,
in exchange for which certain conditions known as cassier des charges are accepted.
On each steamer of the main lines a mail agent (agent des postes) takes passage.
Besides his duties in connection with the receipt and delivery of mails in every port,
he has also, as a "commissary of the Government," control in the working of the
line with respect to the regular execution of the postal contract.
The China mail line, steamers of which call at Singapore, starts from Marseilles,
calling at Alexandria, Port Said, Suez, Aden, Colombo, Singapore, Saigon, Hong-
kong, Shanghai, Nagasaki, and, via the Inland Sea, at Kobe and Yokohama. The
passage from Marseilles to Japan is made without any transshipment and by same
steamer. The steamers leave Marseilles every two weeks, on Sunday afternoon,
taking mails from London dated Saturday morning and French mails dated Saturday
night. At Colombo every four weeks connection is made with a steamer running to
Pondicherry, Madras, and Calcutta, and at Singapore with a steamer running every
fortnight to Batavia and to Samarang every twenty-eight days.
HIGHWAYS OF COMMERCE.
579
Every mail steamer connects at Saigon with the Annam and Tonkin branch line,
the principal ports of which are Quinhon, Tourane, and Haiphong, the terminus.
A branch line, subsidized by the Indo-Chinese colonial government, runs between
Saigon and Singapore, connecting here with every English fortnightly mail.
On the return voyage from Yokohama, the mail steamer, on arrival at Shanghai,
transships to the preceding vessel her passengers, mails, and valuable cargo, and
remains a fortnight there, when she leaves again homeward with the transshipment
brought in by the following steamer from Japan.
The total length of the line covered from Marseilles to Yokohama is 10,135 miles,
distributed between ports of call as follows:
From-
To-
Miles.
From-
To-
Miles.
1,570
637
915
870
1,085
Marseilles
Alexandria
Alexandria.
Port Said..
1, 408
160
Colombo..
Singapore
Singapore.
Saigon
Port Said...
Suez..
Aden
Suez
87
Saigon..
Hongkong
Aden..
Colombo
1,308
Hongkong.
2,095
Shanghai
Shanghai..
Yokohama
The Colombo-Calcutta line covers 1,420 miles; and the distance from Marseilles
to Calcutta is 6,478 miles. The Singapore-Batavia run is 550 miles; and the Singa-
pore-Samarang run, 790 miles; the distance from Marseilles to Samarang being 7,418
iniles. The course of the Tonkin branch line is 893 miles, and from Marseilles to
Haiphong the distance is 8,158 miles.
The steamers have been, with a few exceptions, built in the company's own yards
at La Ciotat, between Marseilles and Toulon. They are always kept in perfect con-
dition and have every modern appliance to secure safety and comfort. Their rating
with insurance companies is the highest and the premium on goods shipped by them
is smaller than by other cargo lines.
The fleet of the company now numbers fifty-five vessels, viz:
Name.
Gross
tonnage.
Horse-
power.
Name.
Gross Horse-
tonnage. power.
India, China, and Japan mail
River Plate and Brazil line:
line:
Oceanien
4, 259
3,400
Yarra
4, 255
3, 400
Salazie
Plata...
Bresil
Portugal
5, 676
5, 400
5, 809
5, 400
4, 255
5,430
3,400
Sydney
4, 232
3,400
Caledonien
Equateur.
Congo
4,800
3,856
2,900
4, 232
3, 400
3,832
2,900
Melbourne
Orenoque
4, 080
3, 831
2,900
3,400
Natal ..
Dordoque
4, 070
3,750
2,200
3, 400
Saghalien
Cargo vessels:
4, 050
2,900
Oxus..
Batavia branch:
Godavery
Charente...
3,970
2,900
3,774
2,200
Adour..
3,730
1,480
1,600
Calcutta branch:
Ortegal.
Corduan.
2, 200
3,656
1,900
·
3,679
1,900
Eridan
Matapan
1,852
3,656
1,400
Medoc..
1,900
Saigon-Singapore branch:
3,655
Tibre.
Mediterranean and Black Sea
1,000
1, 838
1,600
lines:
Toukin line:
Arethuse..
Yangtse..
1,246
3,791
1,400
Tamise..
Djemnali
2,900
3, 785
2, 333
2,900
1,400
Haiphong
Traonaddy
1,548
3,785
Australia and New Caledonia
1,400
2,900
Niger
3,726
2,900
Gironde
line:
3,260
2,900
Armand Behic.
Senegal
3,716
6, 548
7,000
2, 000
Polynesien..
Tigre
6, 562
3, 234
1,400
7,000
Australien
Cambodge.
6, 563
2,599
7,000
1,400
Uerthe
Ville de la Ciotat.
6, 542
3, 718
7,000
2,900
Tanais
La Bourdonnais..
2, 045
1, 824.
1,600
1,600
East Africa line:
Alphée..
1, 960
1,400
Peiho.
Erymanthe..
2, 095
3, 350
1,400
2,400
Manche
Amazone
Ava..
2,315
3, 392
1, 400
2,400
Guadalquivir
2,638
3,361
2,400
1,400
Sindh
Guadiana
2, 632
3,373
2,900
1,400
Douro..
Branch line:
2,745
1, 400
Mysanjaka.
684
450
Total*
192, 101
150, 150
* The following are not noted in the list: The La Seyne, of 2,353 tons and 2,000 horsepower, and two
steamers of 6,000 horsepower each, in course of construction. They are to connect at Aden with the
Australia and East Africa lines.
580
HIGHWAYS OF COMMERCE.
The following are the local rates of passage in Mexican dollars as charged by the
Singapore agency:
From Singapore to-
First Second Third
class. class. class.
From Singapore to—
First Second Third
class. class. class.
Saigon...
$50
$38
$20
Madras.
$140
$95
$52
Hongkong.
75
50
27
Calcutta
170
112
63
Shanghai
125
80
45
Aden.
250
200
95
•
Kobe and Nagasaki.
130
85
50
Suez..
385
257
142
Yokohama.
138
92
52
Port Said
400
202
145
Batavia..
60
45
25
Alexandria
405
270
150
Samarang.
90
65
40
Marseilles
440
280
157
...
Colombo.
112
75
42
London (by mail).
470
305
Pondicherry
130
87
50
During the year 1893 the number of passengers booked at Singapore was 1,989.
The general service, as well as the meals, which are of the best French style, are
greatly appreciated by passengers. Each steamer carries a surgeon, and all the
stowards and stewardesses are European.
Baggage is stored in a special hold and convenient of access at any time.
The first-class cabins have two or three berths, and the second-class cabins four
berths. Bedding and linen are supplied to all passengers.
On the homeward voyages, from February to June, the vessels generally have full
passenger lists, and also during the outward season from September to December.
Freight rates are governed by the market, and are subject to frequent fluctuations,
varying almost every week, so it is not possible to quote any rates from this port.
The homeward freight rates are always quoted in sterling and paid here at the
rate of exchange on demand on the date of shipping.
During the year 1893, 175,442 packages were shipped. The vessels generally secure
full cargoes in Japan, China, and Saigon, leaving but little room available for cargo
at Singapore.
Peninsular and Oriental Steam Navigation Company.-This is a private
association, with ships of about the same capacity as those of the
Messageries Maritimes line. They are well managed, make good time,
and possess, according to those who travel upon them, all modern con-
veniences. The cooking, however, is not as well suited to the non-
British palate as that of the French liners, and they do not, as the latter,
supply passengers with wine at meals free of charge.
The Peninsular and Oriental Line is under contract with the Govern-
ment of Great Britain to carry mails, and has, in conjunction with its
other important lines, one between Europe, China, and Japan, the
steamers of which, leaving London every fortnight for Yokohama, and
vice versa, call en route at Singapore, where, by alternating with the
steamers of the Messageries Maritimes, it constitutes with the latter the
regular direct weekly mail service to and from this point east and west.
Norddeutscher Lloyd and Austrian Lloyd.-These lines, also subsi
dized by their respective Governments for mail service, have first-class
modern steamers, under good management.
The route of the former is from Bremerhaven to Shanghai, and vice
versa, with connections from Hongkong to Yokohama and from Singa-
pore to the Netherlands Indies and German New Guinea, with stops at
various points.
HIGHWAYS OF COMMERCE.
581
The route of the latter is from Trieste, via Port Said, Suez, Aden,
Bombay, Colombo, Penang, Singapore, Hongkong, and Shanghai, to
Kobe (Japan), and vice versa.
The vessels of these lines call here once a month.
Compañia Transatlantica.-The steamers of this line, subsidized by
the Spanish Government, run from Barcelona to Manila and back,
touching at Singapore and other points, calling here once a month.
The vessels of this company are in good repute.
Other Ocean Lines.-The only other through ocean lines of import-
ance calling here are the Deutsche Dampfschiffs Rhederei, the Ocean
Steamship Company, the Glen Line of steam packets, the China
Mutual Steam Navigation Company, Limited, and the Ben Line.
These lines are principally freight carriers and none are under regular
government contract for carrying mails.
LINES TO ADJACENT STATES AND COLONIES.
British India Steam Navigation Company, Limited.-This is an impor-
taut and well-managed line, running weekly mail steamers from Singa-
pore, via Rangoon, to Calcutta and return, with connecting steamers to
Bombay, which call at the various Indian ports en route.
Koninklijke Paketraart Maatschappij.-This is a noted Dutch associa-
tion, with a capital of $3,750,000, having, in addition to its other lines,
first-class, well-appointed steamers running a regular passenger, mail,
and freight service between Singapore and Batavia and other ports of
the Netherlands Indies, as will be seen in the following very complete
report by its agent here, Mr. M. G. van der Burg:
The Koninklijke Paketraart Maatschappij (Royal Packet Navigation Company) is
a private company, under contract with the colonial government of Netherlands
India for the conveying of Government passengers and goods, army and navy stores,
etc. In case of war the steamers are to be used as Government transports. The com-
pany's capital is 6,000,000 florins, with 3,000,000 florins in bonds, a total of £750,000.
The fleet consists of thirty-one steamers, aggregating 32,488 tons. The ships are
all built with a view to comfort of passengers and are fitted accordingly with roomy
saloons and airy cabins, refrigerating machines, etc. They are of the awning-deck
type, affording a spacious and cool quarter-deck. Fourteen are fitted with electric
lights. The average speed is 10 knots, but 12 and 13 knots are attained on the main
line.
The following are the regular lines in the Netherlands India Archipelago:
(1) From Batavia: Fortnightly, via Telok, Betong, Kroe, Bencoolen, Tadang,
Olch-leh (Acheen), Segli, and Edi, to Penang, and back to Batavia via the same ports,
along the west coast of Sumatra. Every three months the isolated island of Engano
is visited.
Every four weeks, via Telok, Betong, Kroe, Bencoolen, Padang, Priaman, Ayer,
Bangies, Natal, Siboga, Baros, Singkel, Gunong, Sitolie (Nias), Truman, Tampat,
Tuan, Susu, Analabu, Pulo, Raja, Oleh-leh (Acheen), Segli, Tòlok, Sewawe, Edi,
Penang, and Singapore back to Batavia. The return voyage is made by a steamer
leaving Batavia in the opposite direction, calling at Singapore first, where the ships
meet.
582
HIGHWAYS OF COMMERCE.
(2) From Singapore every four weeks, via Penang, Oleh-leh, Pulo, Raja, Analaboe,
Gunong, Sitolie, Singkel, Baros, Siboga, to Padang, and back to Singapore. At
Padang and Singapore these steamers connect directly with service to Batavia.
(3) From Batavia weekly to Singapore and back, calling once every fortnight, out
and home, at Muntok (island of Bangka) and Rhis, the capital of the Rhis-
Luigga Archipelago, and carrying the fortnightly Peninsular and Oriental mail to
and from Batavia. This line also connects with the French mail to and from Sin-
gapore.
(4) From Batavia, twice a month, via Muntok (Bangka), to Palembang (Sumatra)
and back to Batavia via same places. Once every four weeks, via Muntok, Palem-
bang, Muara Saba, and Simpang, to Djambi, and back to Batavia via same ports.
(5) From Batavia, once every fortnight, to Belawan-Deli, the tobacco district on
the east coast of Sumatra, and back.
From Singapore to Deli, once a fortnight, via the tobacco district ports, Paneh,
Bilah, and Asahan. Bangkalis and Siak are also called at once a month.
(6) From Batavia, once every four weeks, to Pontianak, the Dutch capital of the
west coast of Borneo, calling en route, on the outward and homeward voyage, at
the island of Billiton, where extensive tin mines are worked.
(7) From Batavia, once a week, via Samarang, the capital of central Java, for
Sourabaya, the commercial center of the Netherlands India. The trip is made in
fifty hours, including a ten-hours stop at Samarang.
From Batavia, weekly, to Sourabaya, via Cheribon, Tegal, Pecalongan, and Sama-
rang. This trip takes sixty-eight hours, including eighteen hours' detention at the
four ports touched en route.
(8) From Singapore, monthly, via the island of Bawean, Sourabaya, Benjermassin
(Dutch capital of the south coast of Borneo), Pulo-Lant, and Passir, to Kutei, on
the Mahakker River, the principal Dutch settlement on the east coast of Borneo, and
return via the same places to Singapore.
From Singapore, every four weeks, to Benjermassin direct and farther, via Pulo-
Lant, Passir, Kutei, and Donggala, to Beran and Bulongan, two sultanates under
Dutch suzerainty, south of the British North Borneo Company's territory.
(9) From Batavia, every four weeks, the Moluccas line via Samarang and Sonra-
baya, to Macassar, the capital of the Celebes Island, where a two-days stay is made.
The steamers then call at Amboina and Banda (the Spice Islands) and the islands of
Buru, Batjau, and Ternate. From the latter they cross again to Celebes, calling at
Gorontalo, Menado, Buol, Toli-toli, Donggala, and Pare-pare, all on the north and
west coasts of Celebes, and return to Macassar after a twenty-days trip. The boats
remain there two days and return to Batavia via Samarang and Sourabaya. From
Macassar the voyage is begun alternately in a northerly or southerly direction, one
month Amboina and the next month Pare-paro being the first port called at.
From Singapore, the intermediate Moluccas line every four weeks to Sourabaya
direct and via the islands of Bali, Lombok, and Sumbawa to Macassar. From Ma-
cassar, after a two-days stay, the steamers make the round trip through the Moluc-
cas, starting alternately in a northerly or southerly direction, calling at (southerly
direction) the Spice Islands-Amboina and Banda-Buru, Batian, and Ternate; from
the last-named island they cross to Gorontalo (Gulf of Tomini, Celebes) and from
Gorontalo make the Sangir Islands to the northward, calling at Siao and Taruna.
They then shape a course to the southward and after calling at Menado, Kwandang,
Amurang, Toli-toli, Donggala, and Paro-pare, on the north and west coasts of Cele-
bes, Macassar is reached again after a voyage which averages twenty-two days.
From Macassar the boats return to Singapore via Sumbawa, Lombok, Bali, and
Sourabaya.
(10) From Macassar, every four weeks, to Bonttain, Bulecombahı, Saleur, Balang-
nipa, Palima, and Paloppo, in the Gulf of Boni, the island of Buton, and Kendari,
Tembuku, and Salabangka, on the cast coast of Celebes, calling at the same ports
on the homeward voyage, and also at the island of Bonerateh.
HIGHWAYS OF COMMERCE.
583
(11) From Singapore, every four weeks, the Teimor line, alternately to Sourabaya
direct and to Sourabaya via Batavia and Samarang. Leaving Sourabaya, the boats
call at Bali, Lombok, Macassar, Bima (Sumbawa), Nangamessie (Sandalwood Island),
Eudeh (Flores), Savoo, Rottie, Timor-Kupang, Timor Dilly, Atapupu (Timor), Alor
Larentuka, and Maomerie (Flores); and, via Bima and Macassar, they return to
Singapore, alternately direct or via Samarang and Batavia.
(12) From Singapore, once every two months, to Sourabaya, Bali, Lombok, Macas-
sar, Amboina, Banda, and via Gisser, Lekar, and Skroe, or New Guinea, Tual, and
Dobo, on the Keh and Aru (pearling) islands, Larat, Sjerra, Tepa, Wulur, Serwaru,
Kisser, and Thvaki, back to Banda; thence via the same ports the boat returns to
Sourabaya and Singapore.
(14) From Amboina, once every three months, a steamer of the Moluccas New
Guinea line leaves for Humboldt Bay (north coast New Guinea), via Wahaay, Ternate,
Gonei, Patauie, Saonek, Sorong, Samate, Dorel, Roon, Ansoes, and Djama, and returns
to Amboina via the same points. The second part of the itinerary is as follows: To
longitude 141 cast on the south coast of New Guinea, via Gissir, Sekar, Skroe, Tual,
and Dobo, returning to Amboina by the same route.
(14) From Sourabaya, every fortnight, to Banaraskan, Banjuwangei, Boleleng
(Bali), Labuan Hazi, and Pedju or Lombok, and Bima, and Sumlawa or Sumbawa,
returning by the same route.
Details of the distances and freight and passage rates are too lengthy for reproduc-
tion here, and as they fluctuate would be of no value for reference.
The total number of nautical miles run by the company's boats in 1893 was
219,993, and 175,474 passengers were carried.
Through transshipment agreements with the Netherlands mail lines between Java
and Amsterdam and Rotterdam, as well as with foreign steamship companies, direct
connections have been established between all ports of the Netherlands Indies and
all ports of the Continent of Europe, Great Britain, the Mediterranean, the Atlantic
seaboard of America, British India, and Australia. Quick communication is also
provided by the weekly steamers from Batavia, and frequently from Sumatra, Borneo,
the Moluccas, Macassar, and Sourabaya, with Manila, Bangkok, Saigon, China and
Japan ports, the Sandwich Islands, San Francisco, and Vancouver, all services
being via Singapore.
Commerce in the archipelago is rapidly increasing and the number of tons of mer-
chandise carried (imports and exports) shows a considerable increase each year.
The number of tourists is also greater each season, and many merchants avail them-
selves of the quick and comfortable steamship accommodation now afforded to take
a personal view of the field of their East India trade and establish new connections.
Ocean Steamship Company.—This company has direct steamers sail-
ing every three days from Singapore for Bangkok (Siam), and others
plying between Singapore and Saigon, and between Singapore, the
Netherlands Indies, and the British North Borneo ports.
Apcar and Jardine lines.-Steamers of these lines from Hongkong to
Calcutta call at Singapore both going and coming.
Sarawak and Singapore Steamship Company.-This company's shares
are owned partly by the Government of Sarawak and partly by private
individuals or corporations. It has a steamer running every twelve
days between Singapore and Kuching, Sarawak.
COAST AND RIVER LINES.
There are numerous vessels engaged in the coasting trade of the
Malay Peninsula between Singapore and Penang, which call at the
intermediate ports of Malacca, the Dindings, Port Dickson, and Port
584
HIGHWAYS OF COMMERCE.
•
Wells, and also proceed up the different navigable streams to such
points as Klang, on the river of that name, in the State of Selangor;
to Telok Anson, on the Perak River, in the State of Perak, and farther
when high water permits; and also to a considerable distance up the
Maur River, in the territory of the Sultan of Johore. The principal
line in this trade is the Straits Steamship Company, Limited, which
has regular first-class mail steamers doing coastwise service and plying
between these settlements and the islands adjacent.
In addition to the preceding, there are numerous other steamers
engaged in the ocean, intercolonial, and coasting traffic which put in
at Singapore, but it is unnecessary to mention them, for the reason that
they do no regular service and are principally freight vessels.
HOW TO REACH SINGAPORE FROM THE UNITED STATES.
There are two routes by which to reach Singapore from the United
States, the Pacific route and the Atlantic route. The first is by way
of San Francisco, either direct or via Honolulu, to Yokohama, and
thence by way of Shanghai, Hongkong, and Saigon. The second is
from New York to Europe and by way of the Suez Canal and Colombo.
Proceeding from our western seaboard, the former is the most expedi-
tious; proceeding from our eastern seaboard, the latter.
ROADS AND RAILWAYS.
There is a complete system of macadamized roads throughout the
colony of the Straits Settlements, and there are a number of good roads
constructed and more in course of construction in the contiguous
native States of the Malay Peninsula.
In the Singapore district there are 85 miles of road within and 75
miles without municipal limits. Of these the first-class roads are from
40 to 60 feet in width, the ordinary roads 30 feet, and the minor roads
20 feet.
In Malacca there are 205 miles of first class and 123 miles of
second-class roads.
In Selangor there are of the metaled cart roads 135.37 miles; of grav-
eled cart roads, 28.71 miles; of natural roads, 192.52 miles, and of
bridle roads and paths, 57 miles; a total of 413.60 miles. The roads
have an average width of 18 feet.
In Sungie Ujong and Jelebu the roads have an average width of
16 feet, and their total length is 92 miles.
In Perak there are of metaled cart roads 260 miles; of unmetaled
cart roads, 114 miles, and of bridle paths, 364 miles; a total of 738 miles.
The average width of these roads is 16 to 18 feet.
In the Straits Settlements proper there are no railways; those con-
structed or in course of construction are in the native protected States
of the Malay Peninsula.
SINGAPORE, December 26, 1894.
E. SPENCER PRATT,
Consul-General.
HIGHWAYS OF COMMERCE.
585
MALAY STATES.
INTRODUCTORY.
In presenting this special report on the railways of the Malay Penin-
sula, I wish to state that, for the information contained herein, I am
indebted to the courtesy of the British residents in Selangor, in Perak,
and in Sungie Ujong and Jelebu, who, in response to my interrogatories,
caused the government engineers and superintendents of works and
surveys in their respective States to supply the data, which I could not
otherwise have obtained.
There are no railways in the Straits Settlements proper. Those in
the adjacent native States of the Malay Peninsula, excepting a purely
local freight line of 8 miles between Bandar Maharanee, on the Maur
River, and Perit Jawa, both in the Sultan of Johore's province of
Maur, are confined to Selangor, Perak, Sungie Ujong, and Jelebu.
Of these full particulars are given under their respective headings.
SELANGOR RAILWAYS.
The Selangor Government Railway is a 1-meter gauge (39.37-inch)
single-track line, of which there are at present 63 miles open for traffic.
The original scheme, which was to connect the large tin-mining district,
of which Kwala Lumpur, the capital of the State, is the center, with the
coast, was inaugurated in September, 1886, when the line from Kuala
Lumpur to Bukit Kuda, a point on the Klang River 12 miles from its
mouth, was opened for traffic by Sir Frederick Weld, governor of the
Straits Settlements.
The Klang River is one of the two principal rivers flowing through
the State into the Straits of Malacca, and it drains an extensive valley,
the higher parts of which are rich in alluvial tin. The river through-
out its course, running as it does through an extremely flat country, is
very tortuous, and it was soon found that the port at Bukit Kuda,
which had been established as a purely temporary measure, was, from
its position and the difficulties of navigating the river in approaching
it, an undesirable permanent terminus for the railway.
In 1887 the government of the State had seriously brought before it
the necessity of extending the railway to a point farther down the
river, which would be easier of approach than the point originally
selected as a temporary terminus. After due consideration, the town-
ship of Klang, standing on the left bank of the river, 9 miles from its
mouth, was selected as a suitable and convenient site for a port and
terminus for the railway. This extension of the railway was accord-
ingly built, and was opened for traffic in August, 1890.
At the time of the selection of Klang as a terminus and port it was
considered that the available accommodation there would be sufficient
586
HIGHWAYS OF COMMERCE.
for many years to come; but the abnormal increase in the imports and
exports of the State, and consequently in the traffic carried by the rail-
way, made it necessary to again consider the question of terminus, and
it was decided early in the present year to extend the railway to the
mouth of the river. Here it is proposed to construct commodious iron
wharves, capable of such extension as the trade of the State may
demand.
The site of the proposed harbor is on the estuary of the Klang River
where it debouches into the Klang Straits; it is completely landlocked
and affords excellent anchorage ground for ships of large draft. The
bottom consists entirely of alluvial mud, and there are no reefs or shal-
lows in the approach or in the harbor itself, and, owing to the estuary,
there is no bar on the river. In fact, the island known as Pulan Klang,
lying at the mouth of the estuary, probably formed at some remote
period the river bar. At the present time, however, there are two deep-
water channels, one on each side of the island, by means of which ves-
sels may enter or leave the port at all states of the tide. It is customary
for coasting vessels trading with the ports on the western shore of the
peninsula to use these channels in preference to keeping out to sea.
It is proposed to construct the wharves in a position which will give
a depth of water alongside varying from 13 to 17 feet at low water,
ordinary spring tides. There is a rise and fall of tide of approximately
14 feet.
Before finally deciding upon the site now selected for the terminus
of the railway and the construction of the wharves, the harbor and its
approaches were carefully surveyed by the officers of Her Majesty's
surveying ship Egeria, and Commander Field, R. N., reported upon the
harbor as follows:
*
*
Inspection shows the port to be deep and clear of dangers, and the eastern shore
of the river, southward of the police station, is well adapted for wharves, the deep
water on that side extending close up to the shore throughout.
Reference
to the chart of New Harbor, Singapore, shows that the space for getting away from
the wharves varies from 200 to 400 yards, and the total length of the wharfage (cast
of the Peninsular and Oriental wharf) is about 2,000 yards. The port of Kuala
Klang, therefore, appears to compare not unfavorably with New Harbor as regards
capacity and capabilities.
From this, it may be confidently assumed that the harbor now selected
will be of sufficient extent for the accommodation of the traffic of the
State for some years to come. However, should the trade in the future
demand greater facilities and accommodation, an extension of the rail-
way to the Klang Straits, a distance of 34 miles, will command access
to what has been described by competent authorities as the finest
natural harbor on the western littoral of the peninsula.
From its geographical position, the State of Selangor is the natural
center of the Malay Peninsula, and possessing as it does the finest
and most commodious harbor, it is natural to assume that the develop-
ment of the trade of the adjacent native States will be to some extent
HIGHWAYS OF COMMERCE.
587
influenced by these facts. Particularly is this the case with regard to
the protected native State of Pahang, on the eastern side of the penin-
sula, whose principal trade route, the Pahang River, is virtually closed
to trade for five months each year, owing to the difficulty and danger
in crossing the bar at its mouth during the continuance of the north-
east monsoon.
In addition to the railway originally built from Klang to Kuala
Lumpur, a distance of 223 miles, and the extension to the coast which
has been described above, the line has been extended from Kuala Lum-
pur northward for 38 miles through the mining centers of Rawang
and Serendah to Kuala Kubu, a distributing center for the districts in
the north of the State, and for the tin and gold mining country at the
source of the Pahang River and its tributaries.
The township of Kuala Kubu, the present terminus of the railway,
is situated 16 miles from the boundary of the State of Perak, on the
north, and 21 miles from the boundary of the State of Pahang, on the
east. To the south the railway is being extended from Kuala Lumpur
to the township of Sungei Besi, a distance of 8 miles, the center of a
large tin-mining district of the same name. From this point a route
has been surveyed in a southerly direction through the mining aud
agricultural district of Ulu Langat, and thence in an easterly direction
over the mountain range which forms the backbone of the peninsula
to Temerloh, a point on the Pahang River midway between its mouth
and its source. This extension, should it be constructed, would form a
trunk line connecting the center of Pahang with the harbor on the
west coast, already described, thereby giving that State direct com-
munication by rail and sea with the chief center of trade at all seasons
of the year. Other routes over the central range have been explored,
with the view of carrying the railway into the State of Pahang, in a
northerly direction, to the tin and gold mines already referred to, near
the source of the Pahang River, and the majority of these have been
found feasible, though they would be more costly than the route to
Temerloh.
In crossing the range on any of the explored routes, the line would
afford access to altitudes of 5,000 to 6,000 feet, where a temperature of
about 53° F. may be enjoyed-a desideratum in a tropical country
where the mean temperature in the plains is over 800 in the shade.
The railway has been built by the government of Selangor entirely
out of the State revenues, with the exception of the sum of $312,000,
which was borrowed from the government of Perak and from the Col-
ony of the Straits Settlements in 1885 for the construction of the orig-
inal line. This sum has been paid off, and all the extensions of the
original line have been constructed out of the revenues of the State,
and, along with the line originally constructed, are earning a handsome
return on the capital invested. The increase of the traffic, both in goods
and passengers, carried by the railway has been, like the development
of the State itself, little short of phenomenal.
588
:
HIGHWAYS OF COMMERCE.
The subjoined table shows the yearly increase in the traffic and the
increase in the working expenses since 1890:
Capital expended..
Mileage open
Gross earnings
Gross expenditure.
Net revenue...
Percentage of working expenses to gross receipts.
Profit on capital (per cent)
Net earnings per train mile
Number of passengers carried.
Tons of goods carried.
1890.
1891.
1892.
1893.
$1,062, 267 | $1,100, 299
$2,092, 574 | $2, 679, 517
221
221
42
49
$302, 813
$310, 379
$380, 452
$527, 615
$126, 739
$122, 926
$149, 388
$197, 839
$176,074
$187, 453
$231, 064
$329, 776
413
39
391
37
16.50
17.03
11.04
12.31
$3.31
$3.19
$3.12
$2.52
125, 323
50, 132
134, 513
50, 915
182, 211
62, 749
661, 627
96, 090
The line is controlled entirely by the government, and is managed
and worked by a staff of English officials, with native subordinates.
The track is in good order throughout, and there is frequent communi-
cation between all parts of the line. Between Klang and Kuala
Lumpur there are four passenger trains each way every day, beside
numerous goods trains. To the north there are two trains to Serendah
daily and to Kuala Kubu one.
The passenger fares and freight charges for goods vary on different
parts of the line, but generally they may be taken as follows:
Klang and Kuala Lumpur division.
Passenger fares (per mile).
Cents.
Freight rates (per ton per mile).
Cents.
First class.
Second class
Third class
532
General merchandise
3 Rice
8-331
33
Tin ore (or metallic tin)
12
Kuala Lumpur and Kuala Kubu division.
Passenger fares (per mile).
First class.
Second class.
Third class
Cents.
Freight rates (per ton per mile).
Cents.
5
General merchandise
3
Rice..
11
Tin ore (or metallic tin).
8-25
11
93
SUNGIE UJONG RAILWAYS.
The Sungie Ujong Railway was accepted from the contractors in
July, 1891, and has since been worked by a private company with head-
quarters in London. The company has a local agency in Singapore,
and managers and staff at Port Dickson and Seremban. The interest
on the capital employed, at 4 per cent, amounts to $35,766, and under the
terms of the concession the State is liable for whatever sum under this
amount is earned annually by the company working the line. In July,
1892, the whole of this sum was claimed, and there was a further claim
for losses, which was disallowed. In July, 1893, a payment of $22,119
was claimed and allowed, and a further claim in connection with certain
agency and other charges was disputed and is still pending.
HIGHWAYS OF COMMERCE.
589
In the estimates for 1894, the sum of $15,000 has been set aside to
meet the railway guaranty, on the supposition that the line will earn at
the rate of about $2,000 a month for the year ending with July, 1894.
The line is single track, 1 meter gauge; its length between termini,
Port Dickson and Seremban, being 24 miles. There are but two inter-
mediate stations, Kwalla Sawah and Rassak.
The total expenditure in 1893 amounted to $66,961, and the receipts
to $84,642, giving a net surplus of $19,681. The average monthly
expenditure was $5,580, and the average monthly receipts $7,053.
The following comparisons between figures for 1892 and 1893 may be
of interest:
Expenditure:
Highest
Lowest
Receipts:
Highest
Lowest...
Earnings per train mile:
Highest
Lowest
Train mileage:
Highest
Lowest.
Goods carried (in piculs):
Highest.
Lowest
Passengers (number):
Highest
Lowest..
Working expenditure per train mile:
Highest
·
Lowest.
1892.
1893.
Month.
Amount.
Month.
A mount.
January
$5,623.00
December
April
4,397.00 April ….
$6,839. 00
5, 190.00
August..
7,540.00
March
7, 555.00
April.
4,882.00
April
5, 557.00
August..
.72
May and No-
.65
vember.
June...
.03
April...
.12
October.
3, 555
August
3,301
May
2, 530
April .
2, 914
August.
18, 853
December
20, 620
April
12, 030
April
•
16,093
February
3,741
March
3,918
June..
3,020
August.
3, 029
January
$2.36
March
October.
1.48 August
$2.18
1.61
The Perak and Selangor figures for 1893 are presented for comparison:
Items.
Gross receipts per traffic mile..
Net earnings per traffic mile
Gross expenditures per traffic mile..
Per cent of working expenses to gross receipts..
Selangor. Perak.
Sungie
Ujong.
$3.85 $1.77
$2.30
2.57
1.37
1.83
2.57
40
.47
3333
76
76
The passenger traffic on the Sungie Ujong Railway remains almost
stationary, but the goods traffic is steadily increasing.
The permanent way is now in a better condition than when the road
was accepted from the contractors, and requires little expenditure to
keep it in order.
In the report for 1892, it is stated that the average yearly expendi-
ture on the Linggi Railway up to 1890 was nearly $17,000, whereas
since 1391, the expenditure has been only $3,000, and I doubt if the
road could have handled a traffic of 200,000 piculs (13,334 tous) with-
out a much larger expenditure than $17,000. The Jelebu road now
costs the State about $25,000 a year.
590
HIGHWAYS OF COMMERCE.
The freights charged by the company are, except for certain articles,
the highest allowed under the terms of the concession. They are less
for most things than would have been charged for cartage, but this is
counterbalanced in the eyes of local traders by the distance that goods
have to be carried to and from the station at Seremban and the delays
that occasionally occur in delivering goods from the railway goods
sheds. I doubt whether any proposed extension of the line toward
Jelebu could compete with cart traffic unless stringent measures to
destroy the cart traffic were adopted, as was done on the Linggi Rail-
way. It costs about 30 cents to bring a picul (133 pounds) of tiu
from Jelebu to Seremban, and I do not think a railway could do it
cheaper.
PERAK RAILWAYS.
The
The government of Perak controls the railways in the State.
termini and main points touched are Port Weld, Taiping, Kamunting,
and Ulu Sapetang, on the Larut line, and Ipoh, Lakat, Batu Gajahı,
Kota Bharu, Kampar, Tapah, and Teluk Anson, on the Kinta Valley
line.
The Larut line is 17 miles in length, the distance from Port Weld to
Taiping being 84 miles. The Kinta Valley line is 51 miles long, the
distance from Teluk Anson to Kampar being 27 miles, and from Teluk
Anson to Ipoh 50 miles. The above are all open for traffic, except
about 11 miles now under construction. These lines are single track.
The train service is regular and sufficient for the accommodation of
the business.
Passenger fares and freight rates.
Passenger fares (per mile).
Cents.
Freight rates per picul (133.33 pounds)
per mile.
Cents.
First class..
Second class .
Third class
First-class goods
Second-class goods
0.75
.50
Third-class goods….
.25
First-class goods comprise groceries, liquor in bottles, glassware,
textile fabrics, etc.; second-class goods, coffee, grain, rice, liquids in
casks, tobacco, sugar, etc.; and third-class goods, coal, coke, building
materials, etc.
Detailed surveys have been made for an extension of the Larut line
from Taiping to Kwalla Kangsa, a distance of about 20 miles, and a
preliminary survey has been made for a branch from Ipoh to Kwalla
Kangsa to connect the Kinta Valley line with the Larut line. A pre-
liminary survey has also been made from Ulu Sapetang to Selama, in
Larut, with a view to future extension in the direction of Prai, in the
province of Wellesley, opposite Georgetown, in Penang.
HIGHWAYS OF COMMERCE.
591
DUTCH INDIA.
JAVA.
OCEAN LINES.
The ocean and coast lines supplying service to the port of this island
are controlled by companies which receive subsidies from the Govern
ments under whose flag they operate. The main lines are:
Stoomvaart Maatschappy Nederland (Netherlands Steamship Com-
pany). This company furnishes a fortnightly mail and passenger
service between Java and Amsterdam.
Stoomvaart Maatschappij Rotterdamsch Lloyds (Rotterdam Lloyds
Steamship Company).-A fortnightly mail and passenger line is oper
ated by this company between Java and Rotterdam.
Queensland Royal Mail Line. This company has a monthly passenger
service between Java and London, and also carries the mails between
Java and Queensland (Australia) ports.
Peninsular and Oriental Royal Mail Line.-This company includes
among its numerous services a fortnightly mail and passenger line
between Java and Europe, via Singapore.
Messageries Maritimes Line.-A fortnightly mail and passenger
service is operated by this company between Marseilles and Batavia,
via Singapore.
ROUTES.
The Netherlands Company's steamers run between Batavia and
Amsterdam, via Genoa, calling at Padang, Aden, Suez, and Port Said.
The Rotterdam Lloyds vessels run between Batavia and Rotterdam,
via Marseilles, calling at Colombo, Pirim, Suez, and Port Said.
The Queensland Royal Mail Line steamers run between Batavia and
London, calling at Colombo, Aden, Suez, Port Said, and Naples.
The Peninsular and Oriental Royal Mail Line carries the mails.
between Batavia and London, via Brindisi, calling at Singapore (con-
necting with the home boat), Colombo, Aden, Suez, and Port Said.
The Messageries Maritimes boats run between Batavia and Mar-
seilles, calling at Singapore (connecting with the home boat), Point de
Galle, Aden, Suez, and Port Said.
The following table shows the lengths of the various routes and dis-
tances from Batavia to principal ports of call:
Name of company and port.
Milos.
Name of company and port.
Miles.
Netherlands Company.
Batavia to-
Batavia to-
Amsterdam.
9, 100
Pirim.
Marseilles
4, 500
7,100
Colombo...
2,000
Marsoilles to Rotterdam.
-
1,900
Aden..
4,000
Queensland Royal Mail Line.
Genoa
6,700
Genoa to Amsterdam.
Batavia to-
2,400
London
8,716
Rotterdam Lloyds.
Colombo
2,000
Batavia to-
Aden
4,000
Rotterdam..
9,000
Naples.
6, 644
Colombo
2,000
Naples to London.
2,272
592
HIGHWAYS OF COMMERCE.
The Peninsular and Oriental and Messageries Maritimes companies
have each a steamer in a special service between Batavia and Singa-
pore. The distance from Batavia to Singapore is about 600 miles.
condition and equipment.
The Netherlands Company and Rotterdam Lloyds are long-established
lines, and their vessels and service are good in all respects. They have
now a fleet of fine ships and are adding new steamers every year.
Their average time of passage is twenty eight days. Both companies
are in good financial condition and have been paying yearly dividends
of 6 per cent.
The Queensland Royal Mail Line is an English company, the steam-
ers being owned by the British India Steamship Company. It has
been long established and is in first-class condition. This line has the
largest and finest vessels calling at Batavia, and they generally make
the passage from London in thirty days. Having an agreement with
the other mail lines, these steamers do not bring mail to Batavia from
Europe, and only take mails from London to Queensland and from
Batavia to Queensland, returning with mails from Queensland to
Batavia and London.
The Peninsular and Oriental Royal Mail and Messageries lines are
well known in all ports in this division of the world, and, without excep-
tion, are the two best mail services in the East. They have only branch
steamers running between Batavia and Singapore. These two com-
panies have landed European mails in Batavia in twenty-six days, but
the usual time is twenty-eight days.
The Netherlands Company has ten steamers, averaging 3,000 tons
(gross) and 500 horsepower each.
The Rotterdam Lloyds has twelve steamers, averaging 2,000 tons
(gross) and 400 horsepower each.
The Queensland Royal Mail Line has ten steamers, averaging 4,000
tons (gross) and 600 horsepower each.
The Peninsular and Oriental and Messageries Maritimes companies
have each one steamer running between Batavia and Singapore of
about 800 tons (gross) and 120 horsepower.
All the steamers of these lines are fitted with the latest improve-
ments, including electric lights and hydraulic power.
PASSENGER AND FREIGHT RATES.
By the Netherlands Company and the Rotterdam Lloyds, the through
first-class passenger rates to either Amsterdam or Rotterdam is $301.50.
By the Queensland Royal Mail Line, the through rate, first class, is
$201.
By the Peninsular and Oriental and Messageries Maritimes lines, the
through rate, first class, is $281.40.
HIGHWAYS OF COMMERCE.
593
The Netherlands Company, Rotterdam Lloyds, and Queensland Royal
Mail lines are combined and have a regular tariff for freight. The
rates for dead weight are 61s. 6d. ($15) per 12 hundredweight (1,344
pounds) through to London and other European ports, and for meas-
urement goods 27s. ($6.56) per 40 cubic feet. These lines also take
cargo through to New York and Boston at the following rates: Dead
weight-Boston, 82s. 6d. ($20.06); New York, 70s. ($17.03) per 12 hun-
dredweight. For measurement goods-Boston, 36s. 6d. ($8.89); New
York, 27s. ($6.56) per 40 cubic feet. These are the only mail lines tak-
ing through freights to European and United States ports.
COAST LINES.
The Koninklijke Paketvaart Maatschappij (Royal Packet Company)
is the only company operating a coast service for mails and passengers.
It is under the control of a Holland corporation, and is allowed a sub-
sidy from that Government.
ers.
Batavia is the principal starting point and terminus of these steam-
They run east to the islands of Ceram and Ternate, of the
Moluccas, calling at all the principal Java ports-Cheribon, Samarang,
and Sourabaya. They also run to Borneo and Celebes. To the west
they run to Poloe Bras (Acheen), calling at all Sumatra ports-Palem-
bang, Telok Betong, Benkoelen, and Padang. Steamers leave Batavia
every five days for Javan ports and every week for the Moluccas, Bor-
neo, Celebes, and Acheen. There are also a number of extra steamers
run by this line to different Javan ports when required.
The total route of these steamers is about 2,150 miles, viz, Batavia
to the Moluccas, 1,450; Batavia to Achen, 700.
The distances between the principal Javan ports are as follows:
From-
Batavia.
Cheribon
Samarang.
To-
Cheribon
Samarang
Sourabaya
Miles.
Froni-
To-
Miles.
120
110
130
Batavia...
Telok Betong
Benkoelen.
Telok Betong
Benkoelen..
Padang
--
90
200
180
The company has been in existence since January, 1890, and is, in
every respect, in first-class condition. For the year 1893 it paid a divi-
dend of 9 per cent. The steamers are nearly all new, having been
built within the last five years, and others are added yearly. They are
fitted with all the latest improvements and lighted by electricity.
There are thirty steamers belonging to the company, averaging from
500 to 1,500 tons register, with horsepower ranging from 160 for the
larger boats to 90 for the smaller ones.
Steamers for Javan ports leave Batavia and Sourabaya every five
days; for Celebes and the Moluccas every week, and for Acheen and
other Sumatra ports weekly. There are extra steamers to Javan ports
and Celebes when the regular service is found insufficient for the
traffic.
533A-38
594
HIGHWAYS OF COMMERCE.
The first-class passenger rates by this company for short distances
are 8 cents per mile, and for long distances about 6 cents per mile.
The freight rates for dead weight between termini is about $2.80 per
ton, and for measurement goods $5 per ton of 40 cubic feet; from
Batavia to Samarang the rate for dead weight is about $1 per ton, and
for measurement goods about $2 per ton of 40 cubic feet, and from
Batavia to Sourabaya, for dead weight, about $2 per ton, and for meas-
urement goods about $3.50 per ton of 40 cubic feet.
RAILWAYS.
STATE RAILWAYS.
Eastern lines.-According to official returns for 1893, the main lines
of the State railways run (1) from Kalimas to Solon, via Sidhoardjo,
Moajokerto, Kertosono, Madsen, and Parm (167.5 miles), and (2) from
Kertosono, via Kediri and Toeloeng Agoeng, to Blitar (57.5 miles). A
branch line runs from Sidhoardjo, via Banzil and Pasaeroean, to Pro-
bolingo (47 miles), and another branch from Banzil to Malang (30.6
miles), making a total mileage of 302.4.
The branch from Banzil to Malang is being extended to Blitar, via
Kepandjin and Whingi, and the branch from Sidhoardjo to Probolingo
is being extended to Lotobondo, via Randoeagaeng, Djembeo, Kalisaat,
and Bondowono, with a side branch, Randoeagaeng to Pasirian.
These line are single track and the width of track is uniformly 3 feet
5 inches.
The gross earnings for the financial year were $1,829,427, and the
working expenses $810,648, making the net earnings $1,018,779. The
total capital invested to December 31, 1893, was $15,083,414.
Passenger fares are 2.2 cents, 1.6 cents, and 6 mills per kilometer
(0.6214 mile) for first, second, and third class, respectively. Freight
rates are $1.89 per ton.
The only obstacles which had to be overcome in the construction of
these roads were the bridging of the Solo and Brantas rivers, both of
which are crossed by bridges of the Schwedler type. The piers of the
bridge over the Solo are of masonry, and the rails are 67 feet above
the lowest point of the foundations. The foundations of the piers of the
Brantas bridge are of masonry, concrete, and piles, and the rails are 62
feet above the piles.
Western lines.-The western division of the State railway system is
made up of two main lines and branches, the mileage of which is as
follows: (1) Batavia to Tondjong Cricok, 54 miles, from which place to
Buelenzorg, 34 miles, a private line is used. From Buelenzorg the State
system continues, via Sackaboemi, Tjiondjoer, Bandoeng, Tjitjalengkar
Tjibatoe (connecting with a branch to Garact, 12 miles), and Malamong
to Tasik Malaijo, 167.8 miles; (2) Djokjakarta, via Wates, Koetoarjo
(connecting with a branch to Paeroworedjo, 7½ miles), and Maos, to
Tjilatgap, 109 miles.
HIGHWAYS OF COMMERCE.
595
The gross earnings and expenses of the western lines and branches
in 1893 were:
No. 1
No. 2.
Total...
Line.
Earnings. Expenses.
Net
earnings.
$541, 342
$359, 794
336, 824
219, 714
$181, 544
117, 110
878, 166
579, 508
298,654
The capital invested to December 31, 1893, in these lines was: Divi-
sion No. 1, $9,128,863; division No. 2, $5,791,874.
The chief engineering features of these lines are: Tjitaroem viaduct,
a continuous-girder lattice bridge, loaded on the upper side, rails 196
feet above the bed of the river; Tjisaät viaduct, of same type as that
over the Tjitaroem, rails 189 feet above the bed of the river; Tjiherang
viaduct, built on iron pillars on a curve of 150 meters radius, rails 115
feet above bed of the river; Tjitandoei viaduct, combined highway and
railway bridge, two girders, tubular type, rails 209 feet above the
foundation.
PRIVATE RAILWAYS.
Netherlands India Railway.-From Batavia to Tandjong Priok, and
forms the connecting link for the State system between Batavia
and Buitenzorg, 34 miles.
Batavia Eastern Railway.-From Batavia, via Mount Corneles and
Bekasi, to Krawang, 35 miles.
Samarang-Werstenlanden Railway.-From Samarang, via Kedoeng
Djati, Joendik, and Solo, to Djocjocarta, 103 miles, with a branch line
from Kedoeng Djati to William I, 24 miles.
When the State line, in course of construction, is finished, it will give
direct State railway communication from Panarockan and Sotobondo,
on the eastern end of the island, to Batavia, on the western end, via
Tjilatjap, on the Indian Ocean, with the exception of the two gaps, con-
nected by private lines, from Solo to Djocjocarta (103 miles), and from
Buitenzorg to Batavia, 34 miles.
The following table is prepared from official statements, and shows
the gross earnings, expenses, and net earnings of the different com-
panies during 1893, and also the total amount of capital invested to
December 31, 1893:
Lines.
Netherlands India Railway Company
Samarang-Werstenlanden Railway Company
Batavia Eastern Railway Company
Java Railway Company
Total.
Earnings. Expenses.
Net
earnings.
$301, 252
982, 340
115, 395
27, 320
$144, 699
380, 710
53, 724
20,883
$156, 553
601, 630
61, 671
6, 437
1, 426, 307
600, 016
826, 291
These lines are single track. The Samarang-Werstenlanden road is
4.68 feet gauge and the others 4.17 feet gauge.
596
HIGHWAYS OF COMMERCE.
The following are the passenger and freight rates on the four lines
per kilometer (0.6214 mile):
Passenger rates.
Lines.
First
Second Third Fourth
Freight
rates per
class.
class. class. class.
ton.
Cents.
Cents.
Cent.
Cent.
Cent.
Netherlands India Railway Company.
2.6
1.5
0.6
· 0.4
0.032
Samarang-Werstenlanden Railway Company.
2.4
1.5
.8
.4
.028
Batavia Eastern Railway Company.
2.0
1.2
.7
.028
Java Railway Company.
2.4
.8
.036
B. S. RAIRDEN,
Consul.
BATAVIA, January 1, 1894.
SUMATRA.
RAILWAYS.
State railways.-The State system comprises a line from Poelaeajer to
Sawah Loento, via Padang, Kajoetanam, Padang-Pandjang, and Batoe-
tabal to Solok, 94 miles, with branch lines from Padang to Emma Harbor
(4.4 miles), and from Padang-Pandjang to Fort de Kock (12 miles),
making a total mileage of 110.4.
Private lines.-The Delhi Railway Company operates a line from
Balawan to Delhitrewah, via Laboean and Medan (21 miles), in connec-
tion with which are branches from Medan, via Serdang, to Perboeang
(23 miles), and from Medan,via Tombang Lankat, to Selesfeh (19.5 miles);
total mileage, 63.5.
The following figures will show the earnings and expenses, as officially
stated, for the financial year 1893, and also the total capital invested
to December 31, 1893:
State railways
Delhi Railway Company.
Total
Lines.
Earnings. Expenses.
Net
earnings.
Capital
invested.
$300,664
$172, 234
369, 881
177, 647
$123, 430
192, 234
$7, 262, 795
2,762, 327
670, 545
349, 881
320, 664
10, 025, 122
The following are the passenger and freight rates on the State and
private railways per kilometer (0.6214 mile):
..
State railways..
Private railways.
Lines.
Batavia (Java▲), January 1, 1891.
Passenger rates.
First Second Third
class. class. class.
Freight
rate per
ton.
3.7
5.8
Cents. Cents. Cents.
2
1.3
2.1
Cents.
3.3
1.71
.8
B. S. RAIRDEN,
Consul.
HIGHWAYS OF COMMERCE.
597
CHINA.
SHANGHAI.
INTERNAL COMMUNICATIONS.
Of the artificial means devised in the interest of the internal com-
munications of China, the Grand Canal takes precedence. The concep-
tion and construction of this waterway evidence great mental breadth
and skill, but as a work of technical excellence, it does not compare
with the canals of western countries. At the time of its construction,
however, there was no other similar waterway in the world equal to it,
and there is no work of the kind now in Asia comparable with it. The
entire length of the canal is about 650 miles, or not quite twice that of
the Erie Canal, and its utility is inestimable. The Great Wall of China
is but a useless monument of industry, while the Grand Canal bears
daily attestation to the prudent foresight of the Emperors who have
given it their fostering care. The one stands in solemn stillness where
it stood centuries ago; the other ever moves, freighting from province
to province the rich productions of the Empire. The wall was built to
beat back the Tartar, but the Tartar now sits upon the throne of
China, while the canal, constructed in the interests of peace, continues
to perform its office, and keeps fresh on the page of history the name
of its projector. Marco Polo says the Grand Canal was designed
by Kublai, and describes it thus: "You must understand that the
Emperor has caused a water communication from this city (Kua-chan)
to Cambaluc, in the shape of a wide and deep channel dug between
stream and stream, between lake and lake, forming, as it were, a great
river on which large vessels can ply." But the most accurate author-
ity on Chinese history (Williams's Middle Kingdom) maintains that this
useful work existed before the day of Kublai, and states that it was
repaired by the founder of the Lin dynasty, A. D. 600.
As the character of the internal traffic of a nation indicates its civil-
ization, a close observer writes that while there is much to be admired
in China, the good in almost every case is marred by some defacing
or neutralizing quality. "Just as the outward appearance of their
furniture is spoiled by the exquisite discomfort of their chairs and
divans, and their stately ceremonies by dirt and squalor, so their means
of travel, which in some ways are luxurious, are discredited by the
discomforts of the carts, the mud and ruts of the roads, and the
miserable condition of the inns.”
But although the rivers and roads of China are impossible for quick
locomotion, the real commerce of China is the internal commerce, which
is developed on an enormous scale. The Empire is a vast network of
rivers and canals, and these are the main channels of intercommunica-
tion between the provinces. As early as 1656, Father Magilliam writes
598
HIGHWAYS OF COMMERCE.
that he navigated the Grand Canal and other rivers for more than
1,500 miles without going by land more than one day's journey.
But, unfortunately, the principal channels for the internal commerce
of China do not appear to have been touched by the hand of modern
improvement. The large vessels which Marco Polo saw on the Grand
Canal have given place to small junks, and even these navigate it with
much difficulty. The Yellow River remains a menace to the rich
meadows through which it flows and to the lives of the thousands of
inhabitants who live on its banks. Impediments to navigation and
obstructions which change the course of rivers remain untouched as
the years go on.
The famed highways which excited the admiration of the early
European travelers are now in an almost impassable state. Their
condition is such that passage over them is virtually stopped, as the
holes and ruts that deface them force travelers to desert them for the
tracks by the sides, although these in wet weather are but quagmires,
and in dry weather several inches deep in dust.
The roads in general use, correctly described as merely the customary
roads from village to village, are never macadamized, and follow all
the natural irregularities of the surface. They are undrained, and in
low sections are zigzag in their courses, carriers being compelled to
vary their routes to escape the pools of water or the pitfalls and other
obstructions. Even such roads are often the subject of contention for
occupancy between the farmers and the carriers, and the contention is
encouraged by the fact that the farmer has the right to plow up the
road running through his land, and the carrier has the right to drive
over any part of the land. These opposing rights end in compromises by
which certain defined courses and limits are marked out for the roads.
In the provinces devoted more exclusively to the cultivation of rice
the roads are more permanent in course and limit. Here granite
stones are often laid in the center of the main road, but only wide
enough for the ordinary handbarrow, with its wheel in the center. In
hilly districts the roads generally follow the water courses, but receive
little attention and are frequently impassable. To describe the condi-
tion of one road in China is, substantially, to describe all; and they
are uniformly bad.
Public opinion in China has opposed the building of railroads in the
Empire. Whenever such works have been in contemplation this hos-
tile opinion energetically shows itself, and the solid wall of resistance
has never been overcome.
In 1876 British merchants at Shanghai built a railroad from the city
to the mouth of the Woo Sung River, a distance of about 15 miles, but
in 1877 the provincial authorities acquired compulsory possession, tore
up the road, and paid for it. The city of Shanghai is situated on the
Woo Sung River, and there is a bar at the entrance of the river which
prevents ships of large tonnage from approaching nearer the city.
HIGHWAYS OF COMMERCE.
599
The road was necessary to facilitate quicker communication and the
handling and delivery of freight; but the all-prevailing prejudice of the
Chinese to progress defeated the realization of any practical benefits
from the enterprise. The commercial interests of Shanghai render such
a road necessary.
The railroads undertaken, and in part completed, in another section
of China have escaped the fate of the road that connected the com-
mercial metropolis with the sea. On British-built carriages, upon
British steel rails, one can travel from Tongku, near the Taku forts at
the mouth of the Peiho River, over the 27 miles to Tientsin; while
from Tongku the main line is prolonged for 67 miles to the Tungshan
and Kaiping coal fields, and thence as far as Shan-hai-kwan, the sea.
ward terminus of the Great Wall, in the direction of Manchuria.
Although the conservatism of China has so steadfastly resisted all
attempts at internal improvement, there is a sentiment in the Empire
which recognizes the necessity for keeping step with progress. The
alarm produced by the French war in 1884 greatly encouraged the
progressive statesmen of China, and it was due to the influence of
one of the foremost of her great statesmen, Li Hung Chang, that the
tracks of the road described were laid. The Trans-Siberian Railway
of Russia to Vladivostok has awakened new interest and proved an
additional encouragement to the efforts for the advance of railroad build-
ing in China. But the reason why China should develop her immense
resources on modern lines has at last unanswerably forced itself upon
those who would neither see nor hear. The war with Japan, in which
a nation of less than one fifth her size has dictated terms of peace, as
it were, at the gates of China, can not fail to make a lasting impres-
sion. China must understand that her present reverses might have been
averted had she, like her neighbor, imbibed the spirit of progress. The
reserve forces of the Chinese in numbers and wealth, aided by the con-
centrating power of the railroad, would have been as irresistible to an
invading foe as were their ancestors when victoriously sweeping over
these plains under the standard of Kublai.
A few years ago, the Empress Dowager of China, one of the great
women of the world, addressed interrogatories to the principal provin-
cial governors and governors-general, inviting their counsel on the
subject of railway extension in the Empire. The replies thus elicited
indicated an affirmative change of sentiment, and one of them deserves
to be quoted, in part, word for word:
We shall thereby be able to send troops, money, etc., anywhere within our Empire
within ten days; and, moreover, we shall be able to found prosperous colonies in
those outlying regions of people who in China proper are only a starving proleta-
riat, and a source of trouble to the Government, but who, once transplanted thither,
will be able to find a fruitful field for their now unemployed labor, and will turn
the desert into a garden.
The quotation shows that the author of the reply from which it is
taken comprehended the needs of his country. It evinces a knowledge
600
HIGHWAYS OF COMMERCE.
of the use of railroads as a means of national defense and for the relief
of human wants. The area of China is as large as the area of the
United States, and the different climatic influences prevailing some-
times prove disastrous to the crops of one section while an abundant
harvest is gathered in another, and there being no quick facilities for
transportation the pitiless ravages of famine go unchecked. In nearly
every annual report there is a page devoted to telling of the absolute
necessities of certain provinces of China and the sufferings of the
inhabitants because of the absence of means for expediting relief.
From a military standpoint, the want of railroads has rendered useless
the superior numbers which China could otherwise concentrate against
any invader; and passing events must teach the most conservative
statesman that China will have to inaugurate a policy looking to the
development of the Empire, or the Empire may be dismembered or fall
to pieces of its own helplessness.
The belief is entertained that, whatever may be the tendency of the
results of the war between China and Japan, the former will abandon
her policy of opposition to improvements and move forward on modern
lines of development. The operators whose perseverance and skill have
interlaced the United States with the best equipped railroads of the
world may soon find an inviting field on Asiatic soil. China will want
new war ships, railroads, army and naval stores and equipments, and
will probably not be averse to enlisting skill which no enterprise has
ever baffled. These general observations in connection with the internal
means of communication in China may be appropriately supplemented
by information on the subject of a more particular character.
On the 1st of October, 1890, the council of the China branch of the
Royal Asiatic Society distributed widely through China a circular
requesting information as to the routes and means of carriage existing
in the various parts of China and the facilities for the transportation
of passengers and merchandise. Answers to the circulars have been
received from fourteen out of the eighteen provinces into which China
has been divided, and have been published in book form; and the
subject is so concisely and intelligently presented in the notes which
preface the publication that I give them in full:
Probably no country in the world, certainly none aiming at civilization even of the
most rudimentary nature, has paid so little attention to roads and means of com-
munication as has the Chinese Empire; and it may be remarked at the outset that
no road in the European acceptance of the term, as an artificially constructed
viaduct, laid out with engineering skill even of the crudest description, exists from
one end of China to the other. Three partial exceptions may be noted, the road
from Tung-chow to Peking, the road from Han-chung to Chong-tu, and that formerly
existing between Nanking and Fung-Yang, all described below. Otherwise the
roads as they exist are merely the customary tracks from one town or village to
another, are never macadamized, and follow all the natural irregularities of the
surface. They are never bounded by fences, are generally undrained, and when
proceeding through level plains are entirely undefined and wander about from side
to side as puddles of water or artificial pitfalls dug by the neighboring farmer
compel the drivers of vehicles to vary their route.
HIGHWAYS OF COMMERCE.
601
Every spring, in the southern provinces at least, a struggle for occupation takes
place between the carters and farmers. The farmer has, on the one hand, a perfect
right to plow up any road passing through his land, and, as a matter of fact, gener-
ally exercises this right; on the other, the teamster has an equal right to drive his
wagons over the country at large, and equally, as a matter of fact, exercises it. To
prevent the ruin of his own crops, and to force, if possible, the track upon his neigh-
bors, the farmer then begins to dig pitfalls along the most frequented route, com-
pelling the teamster to move to one side. As it is evident that he can not continue
these greatly without inflicting more damage than he is likely to suffer from the
passage of the carts, a compromise is gradually arrived at, and the tracks from year
to year follow approximately the same lines. In the loess-covered provinces the cir-
cumstances of the case compel a different system. Owing to the numbers of ravines
crossing the country in all directions, the limits of deviation are narrower than in
the plains of Shantung and Chili; the constant passage of the carts keeps the surface
continually stirred up, and the wind catches the fine particles of sand, of which the
loess is mainly composed, and carries them over the adjacent country. In conse-
quence, the tracks have a continual tendency to sink below the surface, and are
often found occupying narrow passages sunk 30 or even 50 feet under the general
level. In the eastern provinces, from like causes, the roads, when passing through
villages or approaching a bridge, are almost invarably sunk below the surface, and
the bridge in such cases becomes impassable for wheeled traffic, its abutments being
raised many feet above the road level. In the Yangtse delta, and the southern prov-
inces generally, the use of carts and wagons has long been superseded, and the only
wheeled vehicle is the handbarrow with the wheel caged in the center. To accom-
modate this, the centers of main roads are generally paved to a width of 1 or 2 feet
with rough granite flagstones. The roads in this case are, of course, permanent, as
is, indeed, necessary where rice is extensively grown. They are not, however, laid
out on any system, merely following the lines of divisions of the fields. In hilly
districts the roads generally follow the lines of the water courses, and are impassable
in floods. The bowlders are seldom or never removed, and carts passing avoid them
or surmount them as best they can, their motion most resembling that of a ship in
distress as they sway about in dangerous proximity to the angle of final stability.
Frequently this is exceeded and the cart is overturned. The latter incident is not,
however, confined to mountain tracks, the ruts in the roads across the plains being
frequently as bad. The writer has, indeed, known a cart to capsize in one of the
main streets in Peking and two of its occupants to be suffocated in the filthy mud
before assistance could arrive.
That this state of neglect is not of recent origin may be judged from many inci-
dents. The high road from Peking to Shantung and Kiangnan crosses the old bed
of the Yellow River at Ping-yuan Hyien, in Shantung. This bed has been entirely
deserted since the twelfth century; its bottom is raised a few feet above the level of
the plain and is bounded by two raised embankments some 30 feet high. The re-
moval of a few thousand cubic feet of soil would have enabled the road to be leveled
the whole way across and a good road made. Instead of this, the entire traffic climbs
diagonally up one side of the outer embankment, descends to the bed of the river,
and repeats the process on reaching the other embankment. The whole expense of
making a good road would not exceed 2,000 taels. And this is one of the most
important routes in the Empire.
The emperors of the Yuan dynasty are credited with greater care for the internal
communications of the Empire than their successors, and the road referred to above,
from Peking to Tung-chow, remains as a vast effort of inutility. It is paved with
magnificent blocks of granite, closely jointed. It is now worn into ruts, often
exceeding a foot in depth, and is almost impassable. A second effort in road build-
ing was made by Hung-wu, first emperor of the Mings (1368--1399 A. D.), who made
a roadway from Pukee, on the north bank of the Yangtse, opposite Nanking, his
capital, to Fung-Yang, in Anhwei, his birthplace. This road is remarkable as an
602
HIGHWAYS OF COMMERCE.
early piece of engineering, the levels being carefully graded and the road carried
across the river valleys which intersect on well-built arched viaducts, one of ten
well-built stone arches. The city of Chu-chow, through which the road passes,
owes to the same monarch some beautifully designed stone bridges, with segmental
arches, a rare, if not unique, form in China. Even here the builder had not thor-
oughly grasped the idea of an arch, the bridge being composed of a series of par-
allel stone ribs, each alternate stone being a long stretcher. Beyond these roads no
feats of engineering skill have been attempted in connection with the land commu-
nications of China, for the celebrated stone bridges of Fukien and elsewhere, though
remarkable as showing the ability of the Chinese to move huge masses of stone by
manual labor, as feats of engineering are not worthy of extended notice.
The viaducts on Hung-wu's road have long since fallen into disuse, in this, indeed,
recalling the usual practice of the Chinese, whose buildings, from the day that they
are completed till their final collapse, seldom undergo repair of any kind. More
especially is this the case with the roads, for the keeping in order of which no regu-
lar funds are available; nor is any provision made for their superintendence. The
repairing of roads is, according to Buddhistic ideas, a work of merit, but is so rarely
exercised, however, that whenever a repair is effected the donor takes care to have it
recorded by a stone tablet the erection of which not infrequently costs more than
the entire reparation.
In the central and seaboard provinces, as a rule, no governmental provision is made
for the making or repairing of roads, and the burden is thrown on private parties.
Any little work is effected by means of private clubs, which collect subscriptions
and supervise what is done. Sometimes, but very rarely, when things have come to
the point that traffic is actually impossible, the officials will step in and levy taxes
for the purpose; but the people have so well grounded a suspicion of the object as
well as the honesty of these officials that such levies are often resisted and are
always unpopular.
In the western provinces, where roads have frequently to be maintained for long
distances through thinly populated districts, the officials have to make provision
for their repair. The soldiers are generally utilized for the purpose, but occasionally
the labor is raised by corvée from adjoining villages.
What applies to roads generally applies more or less directly to bridges, but with
the reservation that the maintenance of the bridges is always recognized as an official
duty. Bridges are seldom repaired, and unless newly erected are for the most part
utterly neglected. They are never built on scientific principles. Where good gran-
ite or flagstones are obtainable they generally consist of lintels thrown across stone
piers, and these simple structures are usually in the best condition. When one of
the lintels breaks or becomes displaced, it is not repaired, but the breach is filled
with the trunks of trees, or in the north with millet stones, covered with earth and
small paving stones. It is not until the road becomes absolutely impassable that
repairs are taken in hand, and by the time they are commenced the edifice has become
so dilapidated that entire rebuilding is necessary.
When suitable, the bridges assume an arched form. The arch, however, has never
been thoroughly naturalized in China. Lines of vousseirs are laid at distances of
from 5 to 9 feet, and the spaces between are occupied by thrust blocks of stone jog-
gled at both ends. As the face of the stone is cut to the intrados of the arch, an
element of weakness is always introduced, and as counter arches in the haunches
are never made use of, the arch in a few years begins to rise in the shoulders. The
road pavement, always of stone, in such a case of course becomes displaced, but
that is a matter of little moment to a Chinaman, who has all his life been accustomed
to disorder. Over deep and rapid rivers bridges of boats are common, and in some
places, where the severity of the winter requires it, provision is made for their annual
renewal. Over the gorges of the Kinsh-Kiang and the other rivers between Szech-
wan and Thibet, and in Sheusi, between Sian and Chang-tu, rough suspension bridges
HIGHWAYS OF COMMERCE.
603
are used. These consist of iron chains, slung from bank to bank, and planked over
with wood. As no provision is made for staying or side rails, these are eminently
dangerous except in mild weather, and even then can only be crossed by one mule
at a time.
Though the Government has taken little or no interest in the condition of roads
in the Empire, it has always concerned itself with regard to rivers and canals. It
is true also that the knowledge displayed has been of the crudest order, and that,
taking the Empire as a whole, its concern has been of little result for good.
Dismissing as myths of the most transparent nature the stories of the Deluge of
Yaou and the final triumph of Yu over the surging waters, we find that the first efforts
of man to control the waterways of China extend far into prehistoric ages. Long
before the birth of tradition even, we find immigrant tribes settling along the course
of the Yangtse, which they had apparently descended from the regions west of
Szechwan. The wide regions of what is now the Hu-kwang, the ancient name of
which was probably Kshar, and survives in the present King and Chu, were ten-
anted by a people who, under a strong government, seemed likely at one time to
become paramount in the north of China. Even now the Hu-kwang is a region of
lakes, rivers, and canals; but in those days the expanse of the water gradually
filled up by the annual overflows of the great Kiang and its tributary, the Han, must
have been both greater and deeper than at present. These people, from the necessi-
ties of their daily existence, early learned the art of throwing up dikes and restrain-
ing by embarkments the flooding water.
Lower down, and occupying the delta lauds of Kiangnan, and extending as far as
the mouths of Che-kiang, then tenanted by the people of Yuen, was the Kingdom of
Wu, which rose for a short time into prominence among the states of the Chun-tsiu.
Through this region flowed the three ancient arms of the Yangtse known as the San-
kiang, and within its bounds were the ancient Five Lakes of antiquity, including
the great Chen-tseh itself. The people became adepts in the art of controlling their
waterways, so that at the present day so modified by artificial works are the
courses that it is a difficult thing to restore the ancient drainage lines. To them is
probably to be attributed the series of works, still existing, by which the arm of the
Yangtse entering the Tai-hu was directed northward. The Sungkiang, which led
its waters to the sea, has gradually dwindled to the modern Soochow Creek, and
the Hwangpu, dug out as an artificial canal, now takes the drainage of the lower
province. The Hai-tang, which prevents the waters of the upper part of Hanchow
Bay, now the estuary of the Tsien-tang, from mingling with the fresh waters of the
lakes and canals, apparently had its commencement at a time anterior to history,
while yet the Tsien-tang, as the Che, entered the sea not far from the ancient city of
Yu-yao. The long line of embankments north of the Yangtse, reaching from Yang-
choo to Hwai-an Fu, must have been commenced anterior to the time of Chun-tsiu.
At this period, doubtless, was constructed the canal from the Hungtse to the Kao-
yao Lake, which has so greatly modified the aspect of the northern Kiang-su. The
Hwai, which in early days flowed past Hwai-an Fu to the sea, by degrees became
diverted along the line of the new canal, and now, through another artificial chan-
nel, the Mang-tung, the Ho makes its way by Tai-chow and eventually mingles its
waters with the Yangtse.
Tradition tells of the Yellow River escaping through the Nino Ho into the Gulf of
Pechili; but by degrees it was embanked and confined to a single channel, before
referred to, passing by Ping-yuan Hien, in Shantung. During the Yuan dynasty
the Yellow River deserted this course and for a long time flowed in a channel
toward Hwai-an Fu, a portion of which was subsequently utilized for the construc-
tion of a canal connecting the Tsi, now the Tsing Ho, and the Hwai. Subsequently,
guided apparently by the lines of the abandoned outlets of the ancient Yellow
River, a connection was made with the Wei, and the Yun-liang, the "Grain-Bearing
River," once famous in Europe as the Imperial Canal of China, was completed.
604
HIGHWAYS OF COMMERCE.
Whether at any time this canal served any more useful purpose than conveying
yearly the fleets of junks bearing the imperial tribute from Hwai-an Fu to Tung-
chow is doubtful. Of late years it has been a mere ditch, flooded to let the grain
junks pass, and immediately closed again, as its defective construction and the mud-
laden waters of the Hwang-Ho, with which the northern portion is auunally flooded,
render its reexcavation every year a necessity. As a means of communication
between the northern and southern provinces the canal need not be considered, as
not a single vessel except the junks carrying the tribute rice ever passes, the car-
riage of the rice itself by this route being a fiscal measure benefiting only the official
engaged in it, while seriously crippling the revenues of the Empire.
Wherever, then, the Chinese have found a navigable river, they have, by a sort of
instinct, endeavored to utilize it; and this habit, older than the system of govern-
ment itself and sanctified by the earliest tradition, has become a part of the admin-
istration. Like everything else of which the Government of China takes cognizance,
it is to the last degree ineffective; and it is an open question whether more good or
ovil has been done by these efforts to control the natural courses of the waterways.
T. R. JERNIGAN,
Consul-General.
SHANGHAI, April 19, 1895.
TIENTSIN.
OCEAN TRAFFIC.
Tientsin is peculiarly situated as regards commerce. It is not the
terminus of any ocean lines coming directly either from America or
from Europe, and it is closed to navigation during the months of
December, January, and February, as the entrance to the Peiho River,
on which it is located, is blocked by ice during these months.
All merchandise destined for the United States or intended for con-
sumption in the northern provinces of China, of which Tientsin, by its
geographical position, is the point of accumulation and distribution,
must be transshipped. If goods are exported to the United States, the
ports of transshipment are, preferably, Shanghai, not infrequently
Hongkong, and sometimes Yokohama. If merchandise is destined for
Tientsin, the same ports of transshipment are used.
As regards the movements of goods upon the high seas, this report
will cover details as to freight and passenger rates to and from Shang-
hai, Hongkong, and Yokohama, through rates beyond these ports not
being quoted here. Through rates to and from the United States may
therefore be obtained by adding to the rates given in this report those
quoted at Shanghai, Hongkong, and Yokohama.
It will be unnecessary to touch upon the manner of distributing
cargo into the interior, as there are no highways, paved or macadam-
ized, and as merchandise passes out of the hands of foreigners and
into native control at Tientsin, it is equally unnecessary to attempt to
portray the intricacies of the transportation of cargo by camels, by
mule litters, mule back, native carts, river craft, etc., from the interior
to this port.
HIGHWAYS OF COMMERCE.
605
COASTWISE LINES.
At Shanghai, coastwise steamers arrive and depart almost daily, and
monthly or bimonthly steamers run to and from Japan.
No through rates for passengers or freight are quoted by the agencies
of the various steamship companies whose vessels call at this port. To
obtain through rates those given herewith must be added to those given
from Shanghai or Hongkong, China, and Yokohama or Kobe, Japan.
It rarely happens that passengers take steamers direct to Hongkong
from here, as they prefer to transship at Shanghai to steamers of the
Messageries Maritimes or Peninsular and Oriental lines.
The various steamship companies making this a port of call and
having agencies here are the Canadian Pacific and the Peninsular
and Oriental steamship companies, Jardine, Matheson & Co., agents;
the Pacific Mail and Occidental and Oriental steamship companies,
A. Philippot & Co., agents; the Messageries Maritimes, William Forbes
& Co., agents, and the Northern Pacific Steamship Company, Wilson
& Co., agents.
The passenger rates are as follows: To or from Shanghai, first class,
40 taels; round trip, 60 taels. To or from Kobe, Japan, first class, $61
(Mexican); round trip, $106. From Kobe to Yokohama, $10.
In this report, wherever tael prices or teal rates are given it may be
assumed for the purpose of calculation that a tael is worth $1.43
(Mexican). To calculate the value of the Mexican dollar in terms of
United States gold the rate of the day must be taken, as the value of
the Mexican dollar is constantly fluctuating.
The rates to or from Shanghai given above are by steamers of the
China Navigation Company, Butterfield & Swire, agents; the Indo-
China Navigation Company, Jardine, Matheson & Co., agents, and by
the China Merchants' Steamship Navigation Company. The rates
quoted to or from Kobe, Japan, are by steamers belonging to the
Nippon Yusen Kaisha, A. Philippot & Co., agents.
The above-mentioned steamship companies are the most important
operating coastwise services in China and Japan, and deserve a few
words from a Tientsin point of view.
The service on these lines is in all respects first class, the steamers
being officered by Europeans or Americans. Compared with those of
the great ocean lines, the vessels are small, averaging between 800 and
1,000 tons net register.
China Navigation Company.-The agents for this line of steamers at
Hongkong and throughout China and Japan are Butterfield & Swire.
It is an English company, with central office in London, John Swire &
Sons, agents. The China Navigation Company never sends ships to
Europe, but works in conjunction with the Ocean Steampship Company.
The fleet of the company is composed of thirty-one steamers, ranging in
tonnage from 560 to 2,000. Of these steamers the Chung Kiang (801
606
HIGHWAYS OF COMMERCE.
tons), Wuchang (801 tons), and Tungchow (952 tons), run regularly
between Tientsin and Shanghai. Occasionally other steamers are put
upon the route, and in this way an almost daily service is maintained.
It is said that these three steamers are the best equipped for passenger
service on the coast of China. This company also maintains a service,
with two steamers, the Nan-chang and Kwei-yang, between Tientsin
and Hongkong and Canton, but as passengers rarely travel by these
steamers the agents are unable to quote fixed passenger rates.
Indo-China Steam Navigation Company.-This is an English corpora-
tion, with main office in London. It operates a coastwise service
between ports of China to India, and occasionally to Japan. The fleet
is composed of twenty-three steamers, including those plying on the
Yangtse River.
The regular steamers of this line on the service between Tientsin
and Shanghai are the Lienshing (1,049. tons), the Pechihli (881 tons),
and the El Dorado (892 tons). These vessels are excellently equipped
for passenger service and are officered by Europeans. Jardine, Mathe-
son & Co. are agents in all China ports where their firm is represented.
China Merchants' Steam Navigation Company.-This is the great line.
under Chinese control, and is composed of a large number of ships, of
which the following, all splendidly equipped for passenger service, run
regularly between Tientsin and Shanghai: The Hsin Yu (1,027 tons),
the Hsin Chi (1,063 tons), the Hsin Fung (1,063 tons), the Hasan (869
tons), and the Haeting (1,099 tons). These vessels are officered by
Americans and Europeans. Captain Patterson, an American, of the
Hsin Chi, has lately completed in the service of this company five
hundred round trips between Tientsin and Shanghai. He is a favorite
among the foreign residents of the East, and his ship always arrives
with a number of passengers, many of whom time their voyage to
Tientsin in order to travel with Captain "Pat."
Nippon Yusen Kaisha.-This is the great Japanese line, and a regular
service is maintained between Kobe, Japan, and Tientsin, touching at
Nagasaki, Chemulpo, and Fusan, Korea, and Chefoo, China. During
the year 1893 twenty-one round trips were made by the steamers of
this line, the Genkai Maru (884 tons) making ten, the Higo Maru (871
tons) making nine, and the Sorachi Maru (950 tons) making two.
The length of time for transit to or from Shanghai is from two and a
half to three days in ordinary weather. The trip to Japan takes, with
stoppages, about ten days.
HIGHWAYS OF COMMERCE.
607
FREIGHT RATES.
The following is the freight tariff between Tientsin and Shanghai
and Tientsin and Japan:
For-
Articles.
Unit.
Shanghai.
Kobe.
Yokohama.
Taels.
Bristles..
Carpet, Chinese.
Chinaware……….
Cocoons, waste.
Cotton...
Curios and enamels...
Feathers, pressed.
Furs, common b….
Ton....
2.50
a $11.00
a $12.00
..do
7.50
8.50.
..do
2.50
11.00
12.00
---
Picul
23
•
.do
.90
1.10
Ton..
13.00
14.00
..do
1.60
7.50
8.50
..do
13.00
14.06
Hair, horse and yak.
Picul
.23
Human
..do
.45
Hides and skins, unpressed.
..do
23
·
•
Pressed..
Ton...
2.00
Horsetails, pressed or unpressed.
..do
2.50
Horsehair in cases.
..do ..
2.50
Horse and yak tails...
Picul
1.50
1.70
Paper..
Straw braid…….
Horse skins, unpressed..
Pressed...
Jute, unpressed
Pressed.
Leather...
Merchandise, sundry..
Do....
Measurement goods, unenumerated.
Rugs
Silk piece goods..
Sundries, stores, etc.
Wool, unpressed.
Pressed....
.do
.60
.70
Ton.
8.00
9.00
Picul
17
.70
•
.85
Ton...
1.70
7.50
8.50
Picul
1.10
1.20
..do
.80
.90
Ton.
8.00
9.00
.do
2.50
· Picul
1.10
1.20
Ton..
2.25
Picul
11.00
12.00
..do
.40
1.00
1.20
Ton...
2.50
8.00
9.00
Picul.
Ton...
.20
.60
.80
1.60
8.00
9.00
a Mexican currency.
b For valuable furs the rate is 5 per cent ad valorem to Kobe and 6 per cent to Yokohama.
NOTE.-For curios and ad valorem goods, excepting treasure, the rate is three-fourths of 1 per cent.
For treasure the ad valorem rate is one-fourth of 1 per cent to Shanghai, three-fourths of 1 per cent
to Kobe, and 1 per cent to Yokohama.
The rates to Chefoo and Newchwang are three-fourths of the Shang-
hai rates, and from Tientsin to Hongkong double the Shanghai rates.
The above rates of freight include lighterage charges at the bar at
the entrance of the Peiho River, known as the Taku bar. Nearly all
steamers must be lightened before they can cross the bar, and this has
called into existence a company known as the Taku Tug and Lighter
Company.
RAILWAYS.
There is a single-track railway now in running order from Tientsin
to the eastern terminus of the Great Wall, at Shan Hai Kuan, on the
Gulf of Pechihli, a distance of 179 miles. As there are no foreign
merchants at Shan Hai Kuan, and as the country traversed consumes
but a small amount of foreign goods, it is unnecessary to enter into
details as to freight rates. The first-class fare to or from Shan Hai
Kuan is $3.10 (Mexican).
608
HIGHWAYS OF COMMERCE.
RIVER AND HIGHWAY TRAFFIC.
The maximum fare to Peking in native house boat is $15 (Mexican),
and by cart $10 (Mexican). The return passage is somewhat cheaper.
The trip can also be made by ponies, relays being arranged beforehand.
If the journey is made by house boat or cart, the services of a "boy,”
at about 75 cents per day, are required, and provisions have to be laid
in, costing about $2 or more per day, according to the habits of the
individual making the trip. The journey from Tientsin to Peking
occupies from two to three days, although the distance is not as great
as from New York to Philadelphia.
The trip to the Ming tombs and to the Great Wall beyond is inex-
pensive, considering that it is made in carts or by mules or ponies. I
have heard it estimated that the trip to and from Peking, the Ming
tombs, and to the Great Wall north of Peking can be "done" comfort-
ably for about $125 (Mexican), and this general estimate will be a suffi-
cient guide for travelers anticipating such a journey.
TIENTSIN, August 1, 1894.
SHERIDAN P. READ,
Consul.
HONGKONG.
OCEAN LINES.
Pacific Mail Steamship Company and Occidental and Oriental Steam-
ship Company. These are the principal steamship lines plying between
Hongkong and the United States. The termini are San Francisco and
Hongkong, and the ports of call are Nagasaki, Kobe, and Yoko-
hama, Japan, and occasionally Amoy, China, and Honolulu, Hawaiian
Islands.
The distances are as follows:
Hongkong
Yokohama.
Honolulu
Total
From-
Yokohama….
Honolulu
San Francisco
To-
Miles.
1,600
3,400
2, 100
7,100
The fleet of this combination (for these companies have pooled) con-
sists of the four Pacific Mail steamers and the three Occidental and
Oriental steamers, as follows:
Name.
Tonnage.
Name.
China...
4, 940
City of Peking
5,080
Gaelic
Oceanic
City of Rio de Janeiro..
3, 548
Belgic
Peru..
3,'528
nage.
•
4, 206
3,808
4, 212
HIGHWAYS OF COMMERCE.
609
All these vessels are first class in appointment, service, etc.
Departures from termini are made about every ten days.
First-class passenger rates are:
Nagasaki
Kobe
Yokohama
Honolulu
San Francisco
From Hongkong to-
Fare.
Kind of cur-
rency.
$45
Mexican.
50
Do.
60
Do.
130
United States.
185
Do.
Freight rates are dependent altogether on the description and amount
of cargo.
Canadian Pacific Steamship Company.-The steamers of this line,
which is owned and entirely controlled by the Canadian Pacific Rail-
road Company, ply between Hongkong and Vancouver, British Colum-
bia, touching en route at Shanghai, Nagasaki, Kobe, Yokohama, and
Victoria, British Columbia. The distance between termini by the route
taken by these vessels and the distance between the different ports is
as follows:
To-
Miles.
From-
To-
Miles.
811
448
6,289 Nagasaki
Kobe
Yokohama.
Kobe
Yokohama
Vancouver
384
346
4,300
From-
Hongkong*
Vancouver
Hongkong
Shanghai.
Shanghai
Nagasaki.
X
* Terminus.
There are three vessels operated by the company on this line, viz,
the Empress of India, the Empress of Japan, and the Empress of
China, each of 6,000 tons and 10,000 horsepower. They are considered
first-class in all respects.
Steamers are dispatched triweekly during the summer and monthly
during the winter.
The first-class fare between Hongkong and Vancouver.is £37 ($180)
and the rate of freight from $10 (gold) to $12 (gold) per ton of 40
cubic feet.
Douglas Steamship Company, Limited (Douglas, Lapraik & Co., gen-
eral managers).-This company operates a line of cargo steamers
between Hongkong and Swatow, Amoy, Foochow, Tamsui, and Tai-
wanfoo, China.
The distances by the route of this line are as follows:
From-
Hongkong.
Swatow..
Amoy
To-
Miles.
Swatow
Amoy
Foochow
175 Amoy
150 Amoy
185
533A——39
From-
To-
Miles.
Tamsui.
Taiwanfoo
160
155
:.
610
HIGHWAYS OF COMMERCE.
The vessels of this line and their tonnage are:
Haitan...
Namoa.
Thales
...
Name.
Tonnage.
Name.
Tonnage.
1, 183
863
Hailoong
Formosa..
820
Fokien..
785
674
508
These vessels make three or four trips per week to Swatow and
Amoy, one or two to Tamsui, one to Foochow, and one every ten days
to Taiwanfoo.
Cabin passage from Hongkong to Swatow is $15; to Amoy, $25; to
Foochow, $50; to Tamsui, $50, and to Taiwanfoo, $55.
Freights from Hongkong: To Swatow, $3; to Amoy, $4; to Foochow,
86; to Tamsui, $7, and to Taiwanfoo, $7 per ton. Special rates are
made for large quantities. The rates given are in Mexican dollars.
Northern Pacific Steamship Company (Dodwell, Carlill & Co., agents).-
This is a private company, with headquarters at Glasgow. Hongkong
and Tacoma, Wash., are the termini, and the main points touched
are Amoy, Foochow, and Shanghai, China; Moji, Kobe, and Yokohama,
Japan, and Victoria, British Columbia. The last three are regular
ports of call, but the others are only called at when sufficient cargo can
be obtained.
The total length of the course between Hongkong and Tacoma is
about 6,000 miles, divided as follows between main points: Hongkong
to Yokohama, 1,600; Yokohama to Tacoma, 4,315 miles.
The company operates three steamers, all sailing under the British
flag.
Victoria.
Tacoma
Sikh...
Name.
Gross
tons.
Horse-
power.
Maximum
speed.
Knots.
3, 167
2,800
15
2, 549
1,500
12
2, 672
2,700
13
The condition of the vessels is considered good.
Sailings are made about every three weeks, the three vessels of the
company making from fifteen to sixteen trips during the twelve months.
The rates for first-class passengers, in Mexican dollars, from Hong-
kong to Shanghai is $40; to Kobe, $50; to Yokohama, $60; and to Vic-
toria, British Columbia, or Tacoma, Wash., $225.
The rate for freight per ton of 40 cubic feet or ton of 2,240 pounds
from Hongkong to Tacoma is $10 gold. The rate for freight between
intermediate points varies from $1.50 to $5 (Mexican) per tou.
Peninsular and Oriental Steam Navigation Company.-The termini of
the China service of this company are Hongkong and London, and the
main points touched are Shanghai, Nagasaki, Kobe, Yokohama, Singa-
HIGHWAYS OF COMMERCE.
611
pore, Penang, Colombo, Bombay, Port Said, Brindisi, and Marseilles,
and the following are the distances in miles from Hongkong:
Shanghai
Nagasaki
Kobe..
Yokohama
To-
Miles.
870
1,067
Singapore
Penang
1, 456
Colombo
1, 802
Bombay.
To-
Miles.
To-
Miles.
1, 437
•
1, 818
Port Said..
Brindisi
6, 584
7, 514
3, 096
Marseilles.
8, 092
3,971
London
10, 154
►
The condition of the vessels is good. The total fleet of this company
numbers fifty-five vessels, of which fifteen, of from 3,500 to 5,100 tons
and 3,500 to 6,000 horsepower, are in use on the London-China line and
perform a fortnightly service, and two, of 3,140 tons and 3,500 horse-
power, ply between Hongkong and Japanese ports.
The rates for first-class passage from Hongkong are as follows, in
Mexican dollars:
Shanghai..
To-
Yokohama
India
Australia (via Colombo)
---
Fare.
$40
Egypt
60
Brindisi.
195
Marseilles
360
London
To-
Fare.
$460
490
490
525
The average rate of freight from Hongkong to London is 45s. to 50s.
($10.95 to $12.17) per ton of 40 cubic feet.
HONGKONG, August 1, 1894.
W. E. HUNT,
Consul.
JAPAN.
GEOGRAPHICAL FEATURES.
The peculiar form of the Empire of Japan, that of a very long and
narrow territory, completely surrounded by salt water, extending from
a point almost adjoining the frozen regions of Siberian Russia to the
tropical waters of the Western Pacific, with an average width of not
more than 200 miles, and divided throughout its length by a continu-
ous chain of high hills and mountains, suggests that the traffic of the
Empire should be carried on by long lines of railway running parallel
and in close proximity to its eastern and western coasts, and by ocean
coasting vessels, and this seems to be the idea which has governed the
Japanese Government and the various transportation companies in
planning railroad and ocean lines. The system of railways along the
east coast lacks little of completion; that along the west coast has not
yet been commenced. The traffic along the east coast is, therefore,
divided by the railways and coasting vessels, and that along the west
coast is monopolized by the latter.
612
HIGHWAYS OF COMMERCE.
RIVERS, CANALS, AND HIGHWAYS.
There are in Japan no navigable rivers or canal lines of any impor-
tance. In earlier years a large portion of the traffic of the Empire was
carried on over the old imperial highways, the principal among them
being the Tokaido, running south from Tokio along the east coast; the
Nakasendo, running north and south, but lying farther back and at a
greater elevation above the sea; and the Riku-u-Kaido, running north
from Tokio. These highways are well built, but very narrow, as they
were intended for foot passengers, passengers in jinrikishas and kagos
(chairs), and single horses without vehicles. The importance of these
highways has departed now and they are used only as a means of local
communication between certain towns.
RAILWAYS.
The following list, taken from a semiofficial publication, presents
data as to the railways in operation and extensions of the same, those
under construction, and those for which franchises were obtained at the
last session of the Imperial Diet:
LINES IN OPERATION.
Name.
Government railways:
Tokyo-Kobe
Ofuna-Yokosuka
Obu-Taketoyo...
Maibara-Kanagasaki
Nagahama-Fukatami
Baba-Otsu
Takasaki-Naoetsu
Total
Nippon Railway Company:
Tokyo-Aomori..
454. 66
Shinagawa-Akabane.
12.76
Omiya-Maibashi…….
51.14
Utsunomiya-Nikko
25
Miles.
Name.
Miles.
Kobu Railway:
376.31
Shinjiku-Hachioji
10.03
Ryomo Railway:
12.01
Oyama-Maebashi
22.77
52.17
31.01
9.60
1.23
117.10
557.29
Osaka railways:
Osaka-Sakurai.
Oji-Nara.
Total
Hankwai Railway:
Osaka-Sakai
Chikuho railways:
Wakamatsu-Iizuka.
Nokata-Kaneda..
29.10
9.38
38.48
6. 13
24.38
6.20
Iwakiri-Shiogama
Uyeno-Akihanohara.
Oyama-Mito.
Mito-Nakagawa
Shiriuchi-Hachinohe
Total
4. 23
1. 15
Total
30.58
41.45
Settsu Railway:
0.62
Amagasaki-Ikeda
8.35
3.30
Iyo Railway:
Takahama-Hiraigawara
10.19
594.31
Sanuki Railway:
Matugame-Kotohira
10.15
Sanyo railways:
Sangu Railway:
Kobe-Mihara .
143.40
Tsu-Miyagawa
23.58
Hiogo-Wadasaki..
1.64
Hokkaido railways:
Total
145. 04
Temiya-Horonai.
Horonaibuto-Yakushunbetsu……….
56.02
4.39
Kiushu railways:
Moji-Kumamoto
Mutoran-Sorachifuto
108.43
*
121.31
Sunagawa-Utashinai
8. 64
Tosu-Saga.
15.30
Oiwake Yubari……
26.49
Total
136.61
Total
203.97
Kushiro Railway:
Kwansei railways:
Shibecha-Atosanobori
nobo
25.78
Kusatsu-Yokkaichi.
49.25
Sano Railway:
Kameyama-Tsu..
9.60
Kudzuo-Koshinagawa.
9.50
Total
58.85
Grand total...
1,933.75
HIGHWAYS OF COMMERCE.
613
•
LINES UNDER CONSTRUCTION.
Nanwa Railway:
Government railways:
Fukushima-Aomori..
Tsuruga-Toyama
Total
Sanyo Railway:
298.26
Takata-Gojyo..
16.40
123.58
Bantan Railway:
Shikama-Ikuno..
29
421.84
Settsu Railway:
Itami-Namase
6
Mihara-Hiroshima
45.29
Boso Railway:
Kiushu railways:
Nara Railway:
Kumamoto-Matsuhashi.
11
Saga-Tsukasaki
17.60
Kobu Railway:
Sogano-Odzuna
Nara-Kyoto
Shinjiku-Iidamachi...
11.39
26
3.50
Total
28.60
Ota Railway:
Kwansei Railway:
Ota-Mito
12.18
Yokkaichi-Nagoya.
23.55
Sobu Railway:
Hoshiu Railway:
Honjo Sakura
31.40
Gyohashi-Ikari
17.56
Nanyo Railway:
Kawagoe Railway:
Matsuyama-Gunnaka.
6.57
Kokubunji-Kawagoe
18.20
Dogo Railway:
Ome Railway:
Dogo-Asami and Matsuyama
3.06
Ome-Tachikawa.
13.07
Osaka Railway:
Grand total..
719.61
Tennoji-Mimeda
6
Name.
Omi...
Hokuyetsu
Hatsuse
Name.
Chikuho.
Japan..
Bantan
Kwansai....
Chikuho
Do.
Do..
Iyo..
PROJECTED LINES.
Termini.
Distance.
Capital.
Hikone, on the Tokaiko Railway, to Fukagawa, on the Kwan-
sai Railway.
Miles.
26
Naoyetsu, on Government railway, to Nuttari, near Niigata.
Nara to Sakurai………
98.45
12.17
Kotake to Sabukuro
Mito to Iwanuma
Ikuno to Wadayama
Isuge to Nara .
Iizuka to Usui
Iizukato {
Harada.
or Torisn
Iizuka to Yoshii...
Tachibana to Morimatsu.
EXTENSIONS.
Extension.
Yen.
1, 000, 000
3,700,000
500,000
Distance.
Estimated
cost.
Miles.
3.32
130
13.40
31.57
1, 540, 000
5
15
21
Yen.
123, 590
5, 640,000
500,000
129,000
1, 224, 834
17
2
522, 486
23, 969
The main line and branches between Tokio and Kobe are owned and
controlled by the Imperial Government. All other lines are owned
and controlled by corporations or private persons under franchise
from the Government. Since information is desired only as to main or
through lines of traffic, the data herewith refers only to the continuous
system of railways extending along the east coast, from Aomori, at the
northern extremity of the main island of the Empire, to Tokio, and
thence to the southern provinces.
On the Nippon Tetsudo Kaisha (Japan Railway Company), from
Tokio to Aomori (454.66 miles), the principal points and distances
614
HIGHWAYS OF COMMERCE.
from Tokio are: Utsunomiya, 65 miles; Fukushima, 166 miles; Sen-
dai, 2154 miles; Morioka, 328 miles.
On the Government railway, from Tokio to Kobe (376.31 miles), the
principal points and distances from Tokio are: Yokohama, 18 miles;
Kodzu, 49 miles; Nagoya, 239.29 miles; Kioto, 329.20 miles; Osaka,
356.04 miles.
On the Sanyo Railway, from Kobe to Hiroshima (189.62 miles), the
principal points and distances from Kobe are: Hineji, 34.05 miles;
Okayama, 89.09 miles; Onomichi, 137.70 miles.
At present there is connection by means of small steamers plying
across a portion of the Inland Sea, between Hiroshima and Moji, a port
of the southern island, on the Straits of Shimonoseki; but surveys have
been made for connecting Hiroshima by rail with Akamagaseki, a point
on the Straits of Shimonoseki opposite Moji, the distance being 156.89
miles.
On the Kiushiu Railway, from Moji to Kumamoto (121.31 miles), the
principal points touched and the distances from Moji are: Hakata, 47
miles; Kurume, 693 miles, with a branch from Tosu to Saga 15.30 miles
long, which it is intended to extend to Nagasaki.
The Tanko Railway, a line 250 miles long, has been constructed and
opened in the island of Yesso or Hokkaido, running from Otaru to
Sapporo and on to interior points.
Those portions of the Government line lying between Tokio and
Yokohama and between Kobe and Kioto have been constructed with
double tracks. The standard gauge is 3 feet 6 inches; the roadbed is
ballasted with stone and all culverts are constructed of stone; bridges
are of steel in most cases, and steel rails are used, varying in weight
from 52 to 63 pounds to the yard. The maximum grade for ordinary
adhesion is 1 in 40. The lines are well managed and are apparently in
good order.
Communication is frequent between the larger cities,
there being 22 trains daily each way between Tokio and Yokohama,
and 14 trains between Kobe and Osaka and Kioto. On the other lines
an average of 4 through and 5 local trains a day are run.
Freight charges on the Government lines are fixed according to the
established classification of materials, at 2, 3, 4, 5, and 6 sen (1, 1½, 2,
21, and 3 cents) per picul (133 pounds) per mile for first, second, third,
fourth, and fifth class, respectively, with right to give special rates,
averaging about 2 sen (1 cent) per ton per mile, for car-load lots.
Passenger fares on the Government main lines are as follows per mile:
First
Second
Third
Class.
Sen.
Equivalent
in United
States
Baggage
allowance.
currency.
3
Cents.
1.5
Pounds.
140
1
80
1
.5
40
HIGHWAYS OF COMMERCE.
615
On some of the branch lines fares are slightly higher. Charges on
the private lines are approximately the same as those on the Govern-
ment lines.
Parcel freight, or express, is carried on passenger trains at the
following rates:
For any distance up to 25 miles..
For any distance from 20 to 50 miles.
For any distance from 50 to 100 miles.
And 25 cents for each additional 50 miles over 100.
per picul (133 pounds).. $0.50
do.... 0.75
do.... 1.00
Third-class passenger fare is limited by law to 13 sen (3 cent) per
mile; but the highest third-class fare charged on any railway in Japan
is 1.3 sen (6.5 mills) and the lowest 0.8 sen (4 mills) per mile.
The three greatest engineering works which have overcome natural
obstacles are: (1) The Gotemba grade, on the Government railway,
near Kodzu, between Yokohama and Kioto, where the line passes over
the Hakone range of mountains, the ascent on the south side being 1 in
40 for a distance of 15 miles and on the north side 1 in 40 for a dis-
tance of 11 miles. (2) The construction of the line over the Usui Pass,
on a branch or subsidiary line, a little northwest of Tokyo, there being
an ascent of 1 in 15 for 7 miles, in which distance there are 26 masonry
tunnels, and 9 canyons are crossed on steel and stone bridges, one
bridge having 4 arches of stone. (3) The construction of the line in
the Island of Yesso, at a point near Otaru, where for several miles it
runs through a groove cut into the side of an almost perpendicular
rock cliff overhanging the sea.
OCEAN LINES.
Most of the passenger and freight traffic and coasting business
between the different open ports of Japan is handled by European
and American' steamship companies.
The Nippon Yusen Kaisha (Japan Mail Steamship Company) has by
far the greater number of steamers and reaches most of the great
ports of Japan, Vladivostok (Siberia), the ports of Korea and China,
and all principal points between Yokohama and Bombay.
The Occidental and Oriental Steamship Company and the Pacific
Mail Steamship Company, operating under combined schedules, run
between San Francisco and Yokohama and the open ports on the
eastern coast of Japan, and on to China.
The Canadian Pacific Steamship Company, starting from Vancouver,
British Columbia, and the Northern Pacific Steamship Company,
starting from Tacoma, Wash., make the same ports on the east coast.
The Peninsular and Oriental, the Messageries Maritimes, and the
German Mail lines all run from points in China to Yokohama, touching
at intermediate ports on the east coast of Japan.
616
HIGHWAYS OF COMMERCE.
i
The following table presents additional information as to the above-
named steamship companies:
Name of company.
Control of company.
Ports entered in
Japan.
Aver-
age
Num- Day's Average
ber of between
gross horse-
vessels. sailings. tonnage. power.
Nippon Yusen Kaisha. Partial control by
Pacific Mail Steamship
Co.
Occidental and Orien-
tal Steamship Co.
Pacific
Canadian
Steamship Co.
Northern Pacific
Steamship Co.
Peninsular and Ori-
ental Steam Naviga-
tion Co.
Compagnie des Messa-
geries Maritimes.
Norddeutscher Lloyds.
corporation;
an
nual Government
subsidy, $880,000.
Corporation
Corporation;
subsidy from Brit-
ish Government.
Corporation
Corporation; mail
subsidy from Brit-
ish Government.
French Government
Corporation; mail
subsidy from Ger-
man Government.
All principal
ports.
65
1
Corporation
Yokohama, Kobe,
and Nagasaki.
4
.do
3
220
4, 289
4,073
mail
Yokohama, Kobe,
and sometimes
a 21
3
Nagasaki.
b 28
5, 904
1,000
Yokohama, Kobe,
3
21
2,796
2, 333
and Nagasaki.
..do
2
14
3, 126
3,500
do
12
14
3, 442
2,900
.do
1
28
3,207
2,200
a Summer.
b Winter.
NOTE. Steamers of the Pacific Mail and the Occidental and Oriental steamship companies run on
joint schedule; the period between sailings is, therefore, about ten days. The steamers of the Penin-
sular and Oriental and Norddeutscher Lloyds companies run in connection with their respective main
lines, transferring at Hongkong. Both lines run extra steamers when traffic requires it.
It would be useless to attempt to make any definite statement of the
rates in force on the steamship lines, as they are generally a matter of
individual arrangement and contract.
SUPPLEMENTARY REPORT.
I inclose herewith a recently published list of foreign steamers pur-
chased and added to the Japanese merchant marine since the declara-
tion of war between China and Japan, with their tonnage, gross and
registered. Most of these steamers have been purchased by the Nippon
Yusen Kaisha (Japan Mail Steamship Company), a private corporation
operating under a subsidy granted by the Japanese Government.
Name.
Otaru-maru
Kokura-mara
Fusan-maru.
Sakura-maru
Himeji-maru
Ujina-maru
Shibata-maru
Fukuoka-maru.
►
Matsuyama-maru
Toyohashi-maru
Izumi-maru
Soya-maru
Iburi-maru.
-
Shinshu-maru.
San-yu-maru
Yedo-maru.
Doyo-maru
*
Tonnage.
Gross.
Registered.
2, 374.30
1, 507.44
2, 389.38
1, 567.83
1, 541.00
1, 827. 45
Tonnage.
Name.
Gross.
1,267.72
3, 033. 67
3,067. 03
-
2, 362.00
2,818.99
3,008.00
2, 375.69
2,690.35
2, 538.38
2, 958. 68
2, 878.92
3,224.87
1,725. 62
2,520. 78
2,838.63
588. 22
1, 670.00
1, 940.00
1, 446. 32
1,714, 38
1,662.98
1, 934. 03
1, 878. 92
1,999. 40
1, 069. 89
1, 562.88
1,577.08
364.69
1, 036. 00
Taiyo-maru
Yamaguchi-maru
Yamato-maru
Oyo-maru
Tateyama-maru
Kagoshima-maru.
Anoura-maru
Kokwo-maru
Kinshu-maru
Riojun-maru
Tosa-maru
Moji-maru
Jinsen-maru
Gensan-maru..
Tamahime-maru
1, 892.00
2, 162. 20
4, 139. 81
2,265. 20
542.70
3,595. 67
4, 670.50
5, 402. 00
Registered.
786.00
1, 910. 74
1, 656. 20
1, 173. 17
1,340. 57
2,652.48
1, 404. 36
336.48
2, 312. 18
3, 010. 58
3,568.32
1,590.00
2, 040. 00
2, 189.81
1, 411. 32
2, 198.00
1, 432. 00
2, 035. 68
1, 570.76
2,089. 77
1, 132. 74
Total..
81, 554. 67
51, 599. 67
N. W. McIvOR,
KANAGAWA, January 23, 1895.
Consul-General.
HIGHWAYS OF COMMERCE.
617
KOREA.
There are no railways in Korea; neither are there any highways,
mail lines, or other routes of communication, except mere bridle paths
over which travelers ride on horseback or are carried in chairs by
native porters. Nearly all freight is conveyed over these paths on the
backs of men, ponies, and oxen, though ox carts of the clumsiest build
are sometimes used; but these paths generally are impassable for
wheeled vehicles.
The Nippon Yusen Kaisha (Japan Steamship Company) has a line
of fine modern steamers, furnished with lights and all modern conven-
iences, which call at Fusan and Wonsan (Gensan), Korea, on their way
to Vladivostok, Siberia. Another line of the same company has steam-
ers running to Tientsin, China, which touch at Fusan and Chemulpo,
affording good and ample accommodation for passengers and freight
for Korean ports.
[In a later report, dated April 3, 1895, Consul Sill states that the
service of the Nippon Yusen Kaisha to Korean ports has been discon-
tinued since the commencement of hostilities between China and Japan,
and while other Japanese steamers call frequently, the vessels are
usually either transports or freight boats in some way connected with
Japanese military operations.]
Other Japanese steamship companies maintain lines of freight ships
over the same routes, and a Chinese company has a line of two small
steamers plying between Shanghai and Chemulpo by way of North
China ports.
On the river, between Chemulpo (the port) and Seoul (the capital), a
distance by water of 56 miles, a number of small steam launches do
duty, together with countless junks of every description.
All mails are carried by men.
SEOUL, June 6, 1894.
JOHN M. B. SILL,
Consul-General.
COCHIN CHINA.
OCEAN LINES.
The great through line for commerce and passenger traffic between
Saigon and Europe and Saigon and Japan and intermediate ports is
the Compagnie des Messageries Maritimes.
The termini are Marseilles and Yokohama, and the steamers touch
at Alexandria, Port Said, Suez, Aden, Colombo, and Singapore, en
route to Saigon. After leaving this port they touch at Hongkong,
Shanghai, and Kobe, en route to Yokohama.
The total distance from Marseilles to Yokohama is 10,135 miles, viz:
Marseilles to Saigon, 7,265; Saigon to Hongkong, 915; Hongkong to
Shanghai, 870, and Shanghai to Yokohama, 1,085 miles.
618
HIGHWAYS OF COMMERCE.
The following nine steamers are at present performing the regular
service between Marseilles and Yokohama:
Oceanien.
Yarra
Sydney...
Calédonien
Salazie.
Name.
Gross Horse-
tonnage. power.
Name.
Gross Horse-
tonnage. power.
4, 259
3, 400
Melbourne
4, 255
3, 400
Natal...
4, 080
3,400
4,232
3, 400
Saghalien
4, 017
3,400
4, 232
3,400
Oxus
4, 050
2,900
4,255
3, 400
3,790
2, 900
and per-
A steamer starts from Marseilles every alternate Sunday,
forms the passage to Saigon in about twenty-six days. The passage
from Saigon to Yokohama takes twelve days.
The rates of passage for first-class accommodation (including fare and
table wine) from Marseilles are:
To-
Francs.
Equivalent
in United
States cur-
rency.
To-
Francs.
Equivalent
in United
States cur-
Alexandria
350
$67.56
Port Said...
400
77.20
Suez
450
86.85
Saigon
Hongkong
Shanghai
Aden
875
168.88
Colombo
1, 200
231.69
Kobe...
Yokohama
Singapore
1.400
270.20
rency.
1,550
$301.15
1,715
330.96
1,715
330.96
1,715
330.96
1,715
330.96
Freight rates are: Marseilles to Saigon, 60 francs ($11.58) per ton of
1,000 kilometers (2,204.6 pounds).
SAIGON, January 1, 1895.
E. SCHNÉEGANS,
Commercial Agent.
PHILIPPINE ISLANDS.
RAILWAYS.
The Government assisted the construction of the only railway in
these islands by making valuable concessions of land with right of way
the entire length of the line, and by guaranteeing 8 per cent per year
upon the stock of the road for the period of ninety-nine years, when it
becomes the property of the State. So far (about three years) the road
has paid more than 10 per cent per annum to its shareholders.
This railway, known as the Manila and Dagupin Railway, is single
track, English gauge. It is very well built; steel rails are used the
entire length; all bridges are of stone or iron or both, and the bed is
well ballasted. The station buildings are very substantial.
The line runs from Manila to Dagupin, a distance of 123 miles. There
are no large or important towns on the line except the termini men-
tioned, but small villages are numerous.
HIGHWAYS OF COMMERCE.
619
3
The equipment of the line is all of English make; the engines are
small but well made; the cars are the usual English style, divided into
first, second, and third class compartments. As the cars are all short,
there is a great deal of swaying motion when the train moves at high
speed. I am informed that one express train runs at the rate of 45
miles per hour, which is considered very fast in this country.
OCEAN LINES.
There is one line from Manila to Liverpool known as the Compañía
Transatlántica, composed of three large steamers, averaging 4,500 tons
and about 4,000 horsepower each. The average speed is 17 knots.
This line maintains a monthly service to Europe, calling at Singapore,
Colombo, Aden, Suez, Port Said, and Barcelona en route.
The passenger rates from Barcelona to the Philippine Islands, per the
steamships of the Compañía Transatlántica, are:
Port Said...
Suez..
Aden..
Colombo.
Singapore
Manila
To-
Rates.
First
class.
Second Third
class.
class.
$77.20
$61.86
$30.88
86.85
69.48
35.04
168.88
135.10
67.55
193.00
135. 10
57.90
265.38
193.00
115.80
243.54
291.78
127.38
The present rates of freights, per ton, from the Philippines to Liver-
pool, according to figures supplied by the agent of the company, are:
Articles.
Sugar, dry
Coffee..
Abaca.
Copra.
Cocoanut oil ...
Furniture, personal effects, books, etc……….
Pesos.
United
States
equivalent.
65.00
$12.55
80.00
15.44
82.50
15.83
75.00
14.48
75.00
14.48
75.00
14.48
75.00
14.48
Gums and resinous products.
NOTE.-Ten per cent is added to these rates when goods are sent to ports where transhipments take
place.
Another line has been formed in Spain to compete with the Com-
pañía Transatlántica.
This new company has for its agents in Barcelona the firm of Pinillos,
Saenz & Co.; the agents here are Smith, Bell & Co. The first steamer
is due here in August, when a great cut in freight rates is expected.
It is unfortunate that this new line has no passenger accommodations,
but as soon as arrangements can be made passenger steamers will be
put on.
There are four lines of steamers between this port and Hongkong,
and the passenger rate is $50 (Mexican) one way, and $80 for the round
620
HIGHWAYS OF COMMERCE.
•
trip. Freight rates vary from $10 to $20 per ton, according to the
class of goods, but it is impossible to give correct rates, as they fluc-
tuate greatly, and many shipments are made on special rates.
INTERISLAND AND COASTWISE TRADE.
There are many local lines of steamers plying between Manila and
the provinces, the largest being the Compañía Maritima, which has
twenty-eight steamers, with a total of 25,000 tons.
Ynchansta & Co. have two small steamers of 1,000 tons; S. P. Yan-
ger, one small steamer of 500 tons; De la Rama & Bros., three small
coasters of 500 tons; Aldecoa & Co., two coasters of 500 tons, and Arm-
strong & Sloan three small coasters of 400 tons.
The usual points touched by these steamers include all the ports in
the Philippine group; also the Caroline and Marianas islands.
Passage and freight rates are by mutual agreement, but freight rates
generally run from $2 to $5 per ton, according to distance. Rates of
passage vary from $80 to the Carolines to $30 or $40 to Iloilo and Cebu.
Before the formation of the Compañía Maritima, which is a consoli-
dation of several small companies, passage and freight rates were much
less. The rates are now 33 per cent higher than before the formation
of the new company.
Nearly all the steamers were built in England, and are very well
adapted to this trade, which demands a good class of ships in order to
withstand the severe weather during typhoon season. The steamers
are all fitted with first and second class passenger accommodations,
and are models of cleanliness. The officers and engineers are always
European, the rest of the crew being composed of Chinese and natives.
The steamers are not fast, seldom exceeding 12 knots per hour, but all
are fitted with the latest improvements as to engines and boilers.
ISAAC M. ELLIOTT,
Consul.
MANILA, July 1, 1895.
AUSTRALASIA.
NEW SOUTH WALES.
OCEAN LINES.
Sydney is the metropolis not only of New South Wales but of
Australasia. During 1893 there were 2,914 entries of vessels into Port
Jackson (Sydney Harbor), with an aggregate tonnage of 2,590,371, and
2,916, with an aggregate tonnage of 2,602,957 tons, cleared; a grand
total of 5,830 vessels, with a tonnage of 5,193,328 tons. Of these ves-
sels over four-fifths were steam craft.
HIGHWAYS OF COMMERCE.
621
The following foreign steamship lines terminate at Sydney. All the
Australasian lines also make this a terminal point:
Peninsular and Oriental Navigation Company.-The steamers of this
line run between Sydney and London, touching at Melbourne, Aden,
and Brindisi. There are twelve steamers, one leaving each alternate
Monday. They are splendid vessels, having a total registered tonnage
of 72,000, with 83,000 effective horsepower. They carry mails, passen-
gers, and general freight. The voyage from Sydney to London averages
forty-two days, and from Loudon to Sydney forty-five days, although
the direct mails and passengers, which change at Brindisi and thence
proceed by rail, reach London in thirty-five days and return in thirty-
seven days. The fare is from £60 to £70 ($291.96 to $340.62), and the
freight rate is from £2 7s. to £2 10s. ($11.43 to $12.16) per ton.
Orient Line.—This company has nine large vessels, with a registered
tonnage of 54,000 and 70,000 effective horsepower. The steamers run
between Sydney and London, one leaving each terminal point on alter-
nate Mondays. This gives a direct London mail and through passenger
steamer every Monday. Vessels of this line make about the same time
as those of the Peninsular and Oriental Line, and the fare and freight
rates are about the same as of that company.
Messageries Maritimes. This is a French line, having six very fine
steamers, with an average tonnage of over 6,000 and about 7,000
effective horsepower, furnishing a monthly mail service to Marseilles.
Fare and freight the same as by the two foregoing lines.
Norddeutscher Lloyds.-This company has seven fine steamers plying
between Sydney and Amsterdam, one leaving Sydney each month,
carrying mails and general passengers. The seven vessels have an
aggregate of 32,200 tons capacity and 35,000 registered horsepower
Through passenger and freight rates are the same as those of the three
foregoing lines.
German Australian Steamship Line.-This company has seven steam-
ers of an average of 3,500 tons, making 11 knots per hour. They are
not calculated to carry mails or first-class passengers, but carry all
classes of freight and steerage passengers. The service is monthly
between Sydney and Hamburg. This line carries enormous quan-
tities of wool, and before the general strikes crippled the Newcastle
(New South Wales) mines they carried great quantities of coal. The
voyage of these steamers usually takes fully forty-six days.
The route of all the foregoing lines is via the Suez Canal.
China Navigation Company.—This company has four iron steamers on
the line between Hongkong and Sydney. They depart about once in
eighteen days, the voyage occupying twenty-two days. The steamers
have an average capacity of about 2,500 tons and about 3,000 horse-
power. They carry mails and first-class passengers. The through
fare is £33 ($160.58), and the through freight rate is about 25s. ($6.08)
per ton.
622
HIGHWAYS OF COMMERCE.
:
Eastern and Australian Steamship Company.-These steamships run
between Sydney and Hongkong. The company has four fine steamers,
leaving about once a month. The vessels have an average of about
3,000 tons, and carry mails and all classes of passengers. Time of
voyage averages twenty-two days. The through fare is £33 ($160.58).
Port Line. This line consists of ten large steamers, aggregating
62,000 tons, running between Sydney and London. They are fine cargo
steamers and make good runs, but have no stated time for departure,
though it is regarded as a monthly service. The line has no subsidy,
and carries no mails and but few first-class passengers, though fairly
well fitted for the accommodation of a moderate number.
Oceanic Steamship Company.-This company has three excellent,
though not large, steamers plying between Sydney and San Francisco.
They are about 3,000 tons. Two of them are American-built ships and
are splendid vessels for their size. Only these two small steamers
among all that come to this great country carry the Stars and Stripes.
The service is a monthly one, and the vessels carry mails, all classes of
passengers, and general cargo. The steamers stop at Auckland, Apia,
and Honolulu, and make the voyage in twenty-five days. The average
fare is £40 ($194.64), and the freight rate 40s. ($9.73) per ton.
Canadian Pacific Steamship Company.-This company has two rather
fine steamers of 3,500 tons plying between Sydney and Vancouver.
The voyage occupies twenty-two days. The vessels carry mails, all
classes of passengers, and general cargo. This, too, is a monthly serv
ice. The fare is £40 ($194.64), and the freight rate 40s. ($9.73) per ton.
White Star Line.-This company has three fine steamers plying
between Sydney and London, via Cape of Good Hope. They are of
about 3,500 tons and 3,000 horsepower, and carry general cargoes, mails,
and all classes of passengers. The voyage occupies fifty days. They
leave this port about once every six weeks.
Lund's Line.-This company has four new and good steamers run-
ning on the same route as the White Star Line and performing the
same service with the same efficiency. The power and capacity of their
vessels is about the same as those of the White Star Line. They leave
this port irregularly about once a month.
Gibb Line. This line consists of four iron steamers of about 3,500
tons and 3,000 horsepower, plying between Sydney and China and
Japan. They carry mails and general passengers, averaging a trip
about every six weeks.
The above are all the lines plying between Sydney and foreign ports.
The total tonnage inward and outward of this port for 1893, aside
from the intercolonial traffic, was 4,513,676, over four-fifths of which
was carried by these various lines of steamers.
HIGHWAYS OF COMMERCE.
623
INTERCOLONIAL LINES.
There are five lines of steamers, averaging nearly 3,000 tons, of 2,200
horsepower, running between Sydney and intercolonial ports, to wit,
to Melbourne (Victoria), Adelaide (South Australia), Perth (Western
Australia), Hobart (Tasmania), and Brisbane (Queensland). These
five lines have seventy-two vessels, all iron, mostly of modern build
and first class.
Adelaide Steamship Company.-This company has seventeen ships,
one leaving Sydney every third day. They carry no mails, but all
classes of passengers and general cargo. The fare to Melbourne is
£1 5s. to £2 ($6.08 to $9.73); to Adelaide, £2 15s. ($13.38); to Bris-
bane, £1 to £2 ($4.86 to $9.72); to Perth, £7 10s. ($36.50). Freight
charges vary very greatly according to class and activity of business.
Australian United Steam Navigation Company.-This company has
thirty vessels, of about the same class and capacity as those of the
Adelaide company. They make the same points as the former line
and perform about the same service, with a branch also to Fiji. A
steamer leaves Sydney about each alternate day.
Huddart-Parker Company.-This company has five steamers, of about
the same class as those of the foregoing lines. One of their branches
runs to Auckland and carries mails. The vessels are fitted up for
general passenger service.
Howard Smith Company.—This company has about twenty steamers,
of about the same class as the other intercolonial ships, which run
from Sydney to Melbourne, Adelaide, Perth, Brisbane, and northern
ports, leaving Sydney three times per week. They carry no mails.
Union Steamship Company.-This company has about twenty-five
steamers, all first-class vessels of about 1,800 tons. They carry mails.
to Auckland, and leave Sydney twice a week.
The intercolonial traffic entered and cleared at Sydney in 1893
amounted to a grand total of fully 2,500,000 tons.
RAILWAYS.
All the "great through lines" of land transit are owned and operated
by the Colonial Government. These public railways are substantial in
construction, and are maintained in excellent condition. The shops,
stations, depots, etc., are very different from those in the United States,
but are well built, and answer the purpose for which they were con-
structed admirably.
The railroad mail service is quite efficient, and I think for safety and
promptness in the delivery of mails there are few reasons for complaint.
The passenger service would hardly answer the demands of our
people, but is quite satisfactory to the people here. There being prac-
tically no climatic disturbances, the trains are regular and accidents
624
HIGHWAYS OF COMMERCE.
very few. During several years the rate of casualties to persons was
0.4 killed and 2.5 injured per 1,000,000.
The passenger service, as far as comfort is concerned, is a little primi-
tive, as the Continental coach is still used on the main lines, though
there are a few Pullman sleepers, usually a little narrower than the
American Pullman and but indifferently upholstered and fitted.
The freight cars-"goods vans"-are quite suitable for the trade.
They are short trucks, with four open wheels, and with a capacity of
6 tons.
The public railroads are divided into three distinct systems, desig-
nated as the Southern, the Western, and the Northern. The railroads
of this colony are of the standard gauge.
The Northern System runs north from Sydney, via Newcastle, to
Wallangra, at the Queensland border a total distance of 491 miles,
with a branch leading from Werris Creek to Narrabri, toward the
interior, a distance of 90 miles.
The principal towns on this main line and the distances from Sydney
are:
Gasford..
Newcastle
Singleton.
Murrundi
Werris Creek……..
Town.
Miles.
50
102
Tamworth...
Armadale
147
217
Glen Junes.
Jennings
-
254
Town.
Miles.
281
358
422
491
On this line there is one through passenger train each day, and
between Sydney and Newcastle three each day.
The Southern System runs in a southwesterly direction from Sydney
to Albury, a distance of 386 miles. Albury is on the border of Vic-
toria, and at this place the change is made for Melbourne. Owing to a
change in the gauge, there are no "through trains," though they are
called "through trains," as connections are made, losing only the nec-
essary time for transferring mails, luggage, express matter, passen-
gers, etc.
The main towns on this line and the distances from Sydney are:
Campbelltown.
Goulbourn.
Yass...
Harden
Town.
Miles.
34
134
Cootamundra
Junee...
187
228
Wagga Wagga
Albury
→
Town.
Miles.
253
287
309
386
There are two trains daily, with more frequent trains to points nearer
to Sydney.
At Junee, 287 miles from Sydney, there is an important branch lead-
ing south to Hay, on the Murrumbidgee River, a distance of 125 miles,
and 454 miles from Sydney. This point is the center of the famous
HIGHWAYS OF COMMERCE.
625
Riverina district, one of the best pastoral sections of New South
Wales. It is almost exclusively devoted to the wool-growing industry.
This Southern System is by far the most important, not only as
reaching the most productive country, but as leading to the important
seaport of Melbourne, in the Colony of Victoria.
The Western System runs in a rather direct northwest course to the
interior, terminating at Bourke, 503 miles from Sydney. Bourke is far
in the interior, and is the center of a vast pastoral country and of a
large wool trade, the wool being brought there for many miles by camel
trains. It is claimed that the use of camels has made accessible much
otherwise inaccessible country. When the seasons are not too dry, the
pastoral products are taken from Bourke down the Darling River, via
the Murray River, or by rail from Echuca to Melbourne.
The chief towns on this route and the distances from Sydney are:
Penrith.
Mount Victoria
Bathurst
Wallerwang
Blayney
---
Town.
Miles.
34
77
Orange
Dubbo
105
145
Nyngan
Bourke
172
--
Town.
Miles.
192
278
397
503
The road extends from Sydney in the direction of the Blue Moun-
tains, the upper level of which it reached, above Emu Plains (36 miles),
originally by a system of zigzag lines (called in the United States
"a switchback"), and now by a direct line of s eep gradient which
enables the locomotive to drag its heavy freight up the eastern slope
of the mountains. The line runs along the top of the range until it
descends into the valley by another and more important zigzag, the
construction of which is regarded as a triumph of engineering skill.
MILEAGE, COST, FARES, FREIGHTS, ETC.
There is a total mileage of standard-gauge railroads in this Colony
of 2,351, which is 1 mile for every 492 of the population, or 1 mile for
every 128 square miles. Of this total all but 149 miles is single track.
The cost per mile, open to traffic, was £14,743 ($71,740), and the aggre-
gate cost, including equipment, was £34,657,571 ($168,643,740).
The cost of original construction, as well as of operation, was
enhanced by the topography of the country, as there are 629 miles of
grades varying from 14 to 3 per cent. The steepest grades, too, are
on the southern and western main lines, over which most of the traffic
passes. The railroad commissioners in their report state that the
gradients are steeper and the curves sharper on the lines in this Colony
than on the Alpine lines.
The passenger fares vary somewhat on the different systems, and
instead of having a rate declining with distance they increase in some
cases, especially outside the suburban area. As fares seem to be based,
533▲——40
626
HIGHWAYS OF COMMERCE.
in most cases, on mileage, I think the statement of rates can be made
more comprehensive by giving fares at stated distances. On the
Southern and Southwestern lines the fares are:
First 5 miles, 26 cents; 10 miles, 49 cents; 20 miles, 96 cents; 50 miles, $2.40; 100
miles, $4.74; 200 miles, $9.54; 500 miles, $20.22.
It will be seen that the average is above 4 cents per mile.
On the Northern and Northwestern systems and their branches the
fares are:
First 5 miles, 18 cents; 10 miles, 30 cents; 20 miles, 60 cents; 50 miles, $2.34; 100
miles, $4.98; 200 miles, $9.84.
These are for first-class passage; the rate is one and one-half fare for
round-trip tickets. There are also special rates for weekly and monthly
tickets, with many holiday rates.
The freight charges are different in some respects on the various
roads. On the Southern, from Hay to Sydney, the freight charges per
truck (carrying 6 tons) are: For sheep, $41.84 for the through trip of
.454 miles, and for cattle, $40.58; for wool, the average on the three
classes on the same run is $18.11 per ton. The following table gives
rates by a method which will enable an inquirer to make rather close
calculations for all distances per truck for sheep:
1 to 2 miles...
50 miles...
100 miles...
200 miles..
300 miles.
400 miles..
500 miles...
Distance.
Sterling.
United
States
equivalent.
£ 8. d.
0 15 4
$3.90
1 13 4
8.14
3 3
4
15.40
4 18
9
23.91
6
7 11
31.11
7 6 3
35.58
7 17 li
36.66
The average is about 5 cents per ton per mile. There are special
rates for broken lots to agricultural fairs and for Sydney market days.
Freights are based upon a rather complicated classification. There
are six classes, with six prices. Under the general head of "special
classes" there are three subclasses, to wit: "Miscellaneous" and "A"
and "B," and a "numeral," numbered first, second, and third. The
miscellaneous covers cheap, bulky products, such as firewood, fire clay,
flagging stones, straw, bones, coal, etc. Class A includes coarse vege-
tables, such as carrots, pumpkins, etc.; also roofing, tiles, heavy woods,
etc.; and Class B includes such products as grain in sacks, poultry in
coops, dairy products, etc.; while the first, second, and third subclasses
include all classes of finer goods, the price varying with value and care
necessary for safety and good order.
HIGHWAYS OF COMMERCE.
627
The following table will give a correct idea of rates in all classes:
Special classes,
Numeral classes.
1 to 10 miles..
25 miles..
50 miles...
100 miles.
200 miles.
300 miles.
400 miles.
500 miles..
Distance.
Miscella
A.
B.
neous.
First. Second. Third.
*$0.27
$0.48
$0.52
$1.14
$1.28
$1.56
.62
.82
1. 12
2.43
2.89
3.79
1.16
1.46
2.13
2.61
5.57
7.55.
2.00
2.43
4. 19
8.79
10.87
14.98
3.65
4.54
7.62
16.09
19.74
27.62
6.08
5.86
10.05
21.18
26.76
15.58
7.30
7.22
12.49
26.28
32.69
45.51
7.09
8.56
14.92
31.39
39.09
51.45
There is a rather complicated subspecial list of articles, with varied
rates, but the above will convey a practical idea.
Freight trains vary in frequency with the different seasons and with
change of business activity.
HIGHWAYS.
As the interior is reached by railway, there are no highways worthy
of special mention.
SYDNEY, July 6, 1894.
VICTORIA.
GEORGE W. BELL,
Consul.
OLD AND NEW OCEAN SERVICE.
To the facilities which have been created for rapid and easy com-
munication, both internal and external, the people are indebted in a
large degree for the remarkable development of the Australasian col-
onies. Less than forty years ago, not a single mile of railway had been
constructed in any one of the Australasian colonies; at the close of
1892, there were open no less than 12,571 miles of Government and
private lines. In 1850, the arrival here of a steamer of more than 1,100
tons was looked upon as a great event; to-day vessels of 7,000 tons
register are to be seen in all the great ports of Australasia.
The shipping trade of the colonies may truthfully be said to have
progressed by leaps and bounds. Its importance is attested by the
eloquent fact that the great maritime nations of Europe have opened
up direct communication with the principal ports, and its magnitude
may be gauged by the fact that the number of vessels which arrived
at and departed from the various ports during the year 1892 was
17,512, having an aggregate tonnage of 17,213,970. But other and
greater changes have been effected in the communication with the Old
World than a mere increase in the size of the steamers or in the num-
ber of arrivals and departures. The opening of the Suez Canal caused
628
HIGHWAYS OF COMMERCE.
a complete revolution in the transoceanic services, and the remarkable
progress which can be said to date from that great event has never
since been allowed to come to a standstill, thanks to the enterprise of
the great rival shipping companies, whose magnificent steamers ply
between the ports of Australasia and Europe.
The continual improvements which are being made in naval archi-
tecture and engineering have enabled these companies to put on the
Australasian service vessels which may be described as floating palaces,
and whose rate of speed must seem little short of miraculous to such
as remember the time when a voyage between the mother country
and the southern colonies was seldom accomplished in less than one
hundred days.
The first foreign trading vessel which arrived at Sydney, then the
only Australian port, was the brigantine Philadelphia, flying the Stars
and Stripes, November 1, 1792. Although the cargo brought by this
vessel realized a high profit, foreign merchants were chary of forward-
ing cargoes to Australia because of the length of the voyage and
the numerous sea risks, the voyage of the Albion, occupying three
months and fifteen days from England to Sydney, being deemed a
wonderfully rapid passage. With the progress of Australian settle-
ment the number of ships arriving from Great Britain and other
countries began to increase, and to meet the new development of
trade various lines of clipper vessels were established by British
firms, with the object of reducing as largely as possible the time
occupied by the voyage. Among these, the Black Ball Line, so named
from the distinguishing flag carried by the ships of Green & Co., of
London, stood deservedly high. But just as the sailing vessels had
reached the highest point of perfection possible with canvas alone,
those propelled by steam power began to successfully rival them. The
first steamer reaching Australia from England was the Sophia Jane,
of 256 tons burden. She arrived at Sydney on May 16, 1831, and
was intended for the trade between that port and Newcastle. Sub-
sequently several attempts were made to establish a regular steam
service between Great Britain and Australia, but the quantity of coal
necessitated by the voyage round the Cape formed a serious obstacle.
The establishment of the overland route, suggested by Lieutenant
Waghorn, across the Isthmus of Suez aided in lessening the time
occupied in reaching India from Europe, and indicated to the Penin-
sular and Oriental Steam Navigation Company the possibility of
establishing regular steam communication with Australia, passengers
and mails being transshipped at Alexandria or Suez. When the Suez
Canal was opened, this company, which had finally obtained the con-
tract for carrying the Australian mails, abandoned the system of
transshipment across the Isthmus their vessels proceeding direct
from Southampton to Aden, where the routes to Australia and India
branched off. This prepared the way for the wonderful development
HIGHWAYS OF COMMERCE.
629
of the steam shipping trade between Europe and Australia, sailing
vessels and some steamers still using the long sea route via the Cape
of Good Hope or Cape Horn.
AMERICAN-AUSTRALIAN OCEAN LINES.
The continents of America and Australia are connected by two regu-
lar steamship lines, each being a monthly service, namely, the Oceanic
Steamship Company, of San Francisco, and the Canadian-Australian
Steamship Line, the former plying between San Francisco and Sydney,
New South Wales, and the latter between Vancouver, British Colum-
bia, and Sydney.
Oceanic Steamship Company.-The service of this company consists
of three steamers, viz:
Monowai
Alameda..
Mariposa
Name.
Tonnage.
Horse-
power.
3, 433
3,000
3, 158
3,000
3, 158
3,000
These vessels leave Sydney, Auckland, and Honolulu every four
weeks, an almost daily service connecting Sydney with Melbourne and
other Australian and New Zealand ports.
The steamers of the Oceanic service are exceptionally high class,
with very fine passenger accommodation, and are of great speed. They
are fitted with electric lights, and are especially adapted for tropical
voyages, having ample ice chambers, the latter insuring a continuous
supply of fresh provisions throughout the voyage.
Leaving Sydney, the steamers call at Auckland, Apia, Honolulu, and
finally San Francisco, the length of the total line being 7,281 miles.
The distances between the main points touched are Sydney to Auck-
land, 1,281 miles; Auckland to Honolulu, 3,900 miles; Honolulu to San
Francisco, 2,100 miles.
The passenger rate (saloon) between Sydney and San Francisco ist
£40 ($194.66), and between the intermediate points as follows: Sydney
to Auckland, $24.33; Auckland to Honolulu, $145.99, and Honolulu.
to San Francisco, $48.66, in either direction.
Freight, per ton, from Sydney to San Francisco is from £2 10s.
($12.16) to £3 ($14.59); from Sydney to Auckland, 15s. ($3.65), and
from Auckland to Honolulu and San Francisco from £2 ($9.73) to £2
10s. ($12.16).
Canadian-Australian Line.-This company inaugurated, May 18,
1893, a monthly service, consisting of two vessels possessing every pos-
sible convenience and a high rate of speed. The two vessels of this
service are:
Warrimoo
Arawa..
Name.
Tonnage.
Horse-
power.
3.400
5, 026
4,500
5, 000
630
HIGHWAYS OF COMMERCE.
The route is from Sydney to Vancouver, via Suva (Fiji Islands) and
Honolulu, the length of the total line being 6,985 miles, and the dis-
tances between intermediate points: Sydney to Suva, 1,770 miles;
Suva to Honolulu, 2,780 miles, and Honolulu to Vancouver, 2,435 miles.
The passenger rate (saloon) from Sydney to Vancouver, or vice versa,
is £40 ($194.66), and freight rate £2 ($9.73) per ton. The rate between
intermediate points is not quoted.
Although there exists no regular line of sailing vessels between
America and Australia, the arrivals of such are numerous, the greater
part of the merchandise from New York to Melbourne coming in
that way.
EUROPEAN LINES.
Melbourne is connected with Great Britain and Europe by many
lines of steam and sailing vessels, mail steamers leaving the port for
London regularly every week.
The following are the most important companies whose vessels are
engaged in the European-Australian trade:
Peninsular and Oriental Steam Navigation Company.-The history of
this company practically dates from 1837, when Messrs. Wilcox and
Anderson, in conjunction with Capt. Richard Bourne, founded the
Peninsular Company, which, three years later, became the Peninsular
and Oriental Steam Navigation Company. The strength of the por-
tion of the company's fleet which is engaged in the Australian service
is shown by the following table:
Himalaya
Australia
Arcadia
Oceana..
Victoria..
Britannia
Name.
Tonuage.
Horse-
power.
7,000 10,000
Carthage..
7,000
10,000
Rome.
6, 362
7,000
Valetta.
6, 362
7,000
Massilia..
6, 268
7,000
6, 257
7,000
Parramatta.
Ballarat ...
Name.
Tonnage.
Horse-
power.
5, 013
5,000
5, 011
5,000
4, 919
5,000
4,918
5,000
4,771
4,500
4, 748
4,500
Passengers for Australia by these steamers may either make the
through voyage from London to Adelaide, Melbourne, or Sydney, as
the case may be, or they may cross the English Channel, via Dover and
Calais or Folkstone and Boulogne, and join the steamers at Brindisi.
There is also a branch service between Venice and Alexandria, touch-
ing at Brindisi, in connection with the mail services. The through
steamers start every fortnight from the Royal Albert Dock or Tilbury,
a special train leaving the Liverpool street station of the Great Eastern
Railway to connect with each steamer. From Tilbury the steamer
goes to Gibraltar, Malta, Brindisi, and Port Said, the northern entrance
to the Suez Canal, arriving there about twelve days after leaving Lon-
don. The steamer then proceeds by the Suez Canal to Suez, then
through the Red Sea to Aden, then to Colombo, Ceylon, and next to
Australia, stopping at King George Sound (Albany), Adelaide, Mel-
bourne, and Sydney, which is the terminus of the line.
HIGHWAYS OF COMMERCE.
631
The total length of the line, London to Sydney, via the above ports,
is 12,500 miles, and the distances between ports are:
London...
Plymouth.
Gibraltar
Malta..
Brindisi
Port Said..
Aden
Colombo
King George Sound….
Adelaide..
Melbourne.
From-
To-
Plymouth
Gibraltar
Malta.
Brindisi
Port Said
Aden.
Colombo
King George Sound.
Adelaide.
Melbourne.
Sydney.
Miles.
295
1,054
981
360
. 930
1, 395
2, 093
3, 390
1,007
485
560
The passenger rate (saloon) from London to Melbourne is from £60
($291.99) to £70 ($340.65), and between ports as follows:
From-
To-
Fare.
London
Gibraltar
Malta..
Brindisi
Port Said.
Aden
•
Colombo...
King George Sound.
Adelaide.
Melbourne..
Port Said...
Gibraltar
Malta..
...
$48.66
38.93
Brindisi
19.46
53.53
Aden...
96. 11
81.51
King George Sound..
111.92
34.06
17.02
17.02
Colombo.
Adelaide..
Melbourne.
Sydney.
Freight rates are liable to considerable fluctuation, and can only be
named at the port of shipment and from steamer to steamer.
As indicative of the confidence the company has in the future devel-
opment of the Australian trade, it may be mentioned that there is now
building for this line a magnificent vessel of the highest class, and
specially adapted for the requirements of the trade in which she is to
be engaged. Her name is Caledonia, her tonnage 7,500, and she will
have engines of 12,000 horsepower.
Orient Steam Navigation Company.-Early in 1877, the London firm of
Anderson, Anderson & Co., perceiving that the time had come for
founding a first-class steam line to Australia direct, commenced run-
ning with chartered steamers, and on the 7th of March, 1878, the
Garonne left London flying the new flag of the Orient Steam Naviga-
tion Company, which had been formed by the united efforts of the firm
above named and of F. Green & Co., also of London, who had joined
them for the purpose. At first, only a monthly service was intended,
but very soon it became plain that the traffic demanded fortnightly
sailings, and to-day the service consists of the following splendidly
equipped vessels:
Ormuz
Oratava
• -
Oruba..
Austral
Cuzco.
Name.
Tonnage.
Horse-
power.
6, 031
8, 500
Ophir
5,552
7,000
Orizaba
5,552
7,000
Oroya
5, 524
7,000
Orient..
3, 918
4,000
Name.
Tonnage.
Horse-
power.
6, 910
9,500
6, 077
7,000
6, 057
7, C00
5, 365
6,000
632
HIGHWAYS OF COMMERCE.
The route is the same as that pursued by the Peninsular and Oriental
Company, with the exception that the Orient steamers call at Naples
as well as at the other ports.
The service is a fortnightly one, and, with the Peninsular and Ori-
ental Company, carries the British mails.
Gulf Line. These steamers are owned by the Greenock Steamship
Company, Limited, and the Gulf Line Association, Limited, Greenock,
Scotland. Their first steamer sailed for Australia in 1880. The serv-
ice is a regular one from London to Adelaide, Melbourne, and Sydney,
via Cape of Good Hope, every mouth, and from Glasgow and Liver-
pool to Adelaide, Melbourne, Sydney, and Brisbane, also via Cape of
Good Hope, every six weeks.
There are sixteen steamers, as shown below, having an average of
400 horsepower and attaining a speed of 12 knots:
Name.
Gulf of Genoa.
Gulf of Ancud.
Gulf of Corcovado…….
Gulf of Akaba
Gulf of Mexico.
Gulf of Martaban
--
Gulf of Lyons.
Tonnage.
Name.
3, 448
2,716
Gulf of Bothnia
Gulf of Venice
2,361
2, 041
Gulf of Guinea.
Gulf of Suez
3,088
Gulf of Trinidad
2,447
Gulf of Florida….
·
2,661
Gulf of Siam
1.971
Gulf of Taranto…….
Tonnage.
3, 442
3, 021
2, 438
1,535
2, 362
2, 906
3, 455
3,500
Gulf of Papua.
The first-class fare from London to Melbourne is £45 ($218.99). Rates
of freight on cargo from England to Australia vary from $4.86 to $7.29
per ton, and from Australia to England and the Continent from $8.51
to $14.59 per ton.
Lund's Line.—A monthly service, the terminal points of the line being
London and Sydney and the intermediate points Adelaide and Mel-
bourne. It consists of the following steamers:
Name.
Hubbuck...
Warrnambool
•
Culgoa..
Woolloomooloo….
Echuca.
Name.
Tonnage.
Horse-
power.
1,750
450
1,859
450
2, 555
500
2,778
500
Tonnage.
Horse-
power.
1,776
400
Wilcannia.
2,213
500
Bungaree..
2, 135
450
Yarrawonga
2,221
500
Warrigal..
1,736
400
Norddeutscher Lloyd.-This company was established at Bremen in
1856 for the purpose of running a line of steamers between Bremen,
Hull, and London. Subsequently, lines were formed between Bremen
and New York, the West Indies, and Brazil, and in 1885 the company
received a subsidy from the German Government for the purpose of
encouraging German commerce with Australia and eastern Asia. In
1886 the two last-named lines were opened.
HIGHWAYS OF COMMERCE.
633
The Australian service consists of the following steamers:
Name.
Horse-
Tonnage.
Name.
power.
Kaiser Wilhelm II…….
7,000
6,500
Elbe
Oldenburg
Hapsburg..
4, 510
5, 600
Hohenzollern
5, 300
3,200
Karlsruhe.
Braunschweig
5, 347
3,300
Horse-
Tonnage.
power.
3,094
2,300.
3,092
2,300
3, 079
2, 200
The terminal points of the line are Bremen and Sydney, and its total
length is 13,105 miles. Leaving Sydney, the steamer proceeds to Mel-
bourne, then Adelaide, Colombo, Aden, Suez, Port Said, Naples, Genoa,
Southampton, Antwerp, and finally Bremen. The service is a monthly
one, and the passenger rate (saloon) from Melbourne to Bremen is £60
($291.99). No quotation is given as to freight.
Messageries Maritimes.-This company was created with the object
of running subsidized postal services in place of the Government
steamers.
The pioneer steamer of the Messageries Maritimes Company on the
Australian line, the Natal, left Marseilles on the 23d of November,
1882, and reached Sydney on the 7th of January, 1883. From that time
the service has continued without any interruption in a progressive
manner.
The Australian service is from Marseilles to Noumea (New Caledonia),
aud consists of the following steamers:
Name.
Armand-Behic
Polynesien..
- -
Australien
Tonnage.
Horse-
power.
Name.
Tonnage.
Horse-
power.
6,548
6, 562
6.653
7,000
· 7, 000
7,000
Ville de la Ciotat.
Tanais
6,542
7,000 -
1, 824
1,600
The service is a monthly one, and the total length of the line is
11,354 miles. Leaving Noumea (New Caledonia), the terminus of the
line, the steamer calls at Sydney, Melbourne, Adelaide, King George
Sound, Mahe, Aden, Suez, Port Said, and Marseilles, and vice versa.
The distances between ports are:
Noumea
Sydney
Melbourne.
Adelaide.
King George Sound..
Mahe.
Aden
Suez.
Port Said.
From-
To-
Miles.
Sydney
1,058
Melbourne.....
576
Adelaide..
480
King George Sound………
1,025
Mahe
3,922
Aden
1,395
Suez..
Port Said.
Marseilles.
1,308
87
1,503
Passenger rate (saloon), £65 ($316.32).
The line is under contract with the French Government to carry mails.
Anglo-Australasian Steam Navigation Company, Limited.—A monthly
line of steamers from London to Australia, via Cape of Good Hope,
634
HIGHWAYS OF COMMERCE.
with terminus at Sydney. The intermediate ports are Adelaide and
Melbourne.
The service consists of the following vessels:
Name.
Horse-
Tonnage.
Name.
Horse-
power.
Tonnage.
power.
Port Adelaide...
2,751
400
Port Hunter.
Port Albert.
4, 670
650
4, 140
600
Port Melbourne.
4, 670
650
Port Caroline
3, 528
600
Port Chalmers
Port Denison..
Port Fairy
Port Phillip..
2,671
350
•
4, 154
600
Port Pirie….
3, 109
450
3,506
650
2, 539
650
Port Victor….
Hankow..
2,793
400
3,594
500
China Navigation Company, Limited.—A monthly line of steamers
from Melbourne to Hongkong, the intermediate ports being Sydney,
Brisbane, Townsville, Cooktown, Thursday Island, and Port Darwin.
The passenger rate (saloon) from Melbourne to Hongkong is £34 10s.
($167.89); freight rate, 35s. ($8.51). No quotation is given for inter-
mediate ports.
The service consists of the following vessels:
Name.
Changsha
Chingtu..
Tonnage.
Horse-
power.
Name.
Tonnage.
Horse-
power.
2,300
2, 300
1, 800
1,800
Taiynan..
Tsian
2,300
1,800
2,300
1,800
Eastern and Australian Steamship Company.-A monthly line, con-
sisting of the following vessels:
Catterthun..
Taunadice..
Menmuir..
Name.
Tonnage.
Horse-
power.
2,000
2,000
250 Airlie
300
Cutherie
2,000
240
Name.
Tonnage.
Horse-
power.
2,000
2,000
340
300
The route is via Sydney, and the terminal points of the line are Mel-
bourne and Hongkong. The passenger rate (saloon) is £33 ($160.59),
and the freight rate 40s. ($9.73) per ton.
Australian and India Line of Steamships.-An old-established line of
steamers from Melbourne to Calcutta. The service is a monthly one,
and the total length of the line is 6,000 miles. The passenger rate
(saloon) from Melbourne to Calcutta is £25 ($121.66), and the freight
rate 30s. ($7.29) per ton.
The service consists of the following vessels:
Daraus
Argus.
Name.
Tonnage.
Horse-
power.
3, 283
2,792
260
Clitus
400
Bucephalus
Name.
Tonnage.
Horse-
power.
2, 435
200
1, 818
147
HIGHWAYS OF COMMERCE.
635
The foregoing steamship lines are the most important connecting
Melbourne with foreign ports, there being some smaller companies whose
vessels run very irregularly, and are therefore not mentioned.
COASTWISE LINES.
The steam service between Melbourne and Sydney is practically con-
tinuous by the vessels of the Australasian United Steam Navigation
Company (Huddart, Parker & Co.), the Adelaide Steamship Company
(Howard Smith & Sons), and by the vessels of the Peninsular and
Oriental Steam Navigation Company and other companies making Mel-
bourne a port of call en route to and from Sydney. There is communi-
cation with Newcastle, New South Wales, by the steamers of Huddart,
Parker & Co. and Howard Smith & Sons; with South and West Aus-
tralia four or five times a week by the vessels of the Adelaide Steam-
ship Company, the Australasian United Steam Navigation Company,
and Huddart, Parker & Co.; with Brisbane and other Queensland ports
by the vessels of the same companies and Howard Smith & Sons;
with New Zealand once a week by the steamers of the Union Steam-
ship Company, and with Tasmania by those of the Union Steamship
Company and Huddart, Parker & Co. With the port of Geelong, 50
miles from Melbourne, a daily service of three vessels is maintained,
and for Warrnambool, Port Fairy, and Portland, on the Victorian
coast, vessels leave Melbourne three times a week.
The distances from Melbourne to the principal ports of Australasia
are:
To-
Miles.
To-
Miles.
Sydney
Newcastle
560 Bowen
634
Townsville.
Brisbane..
1,074
Cooktown.
Rockampton
Mackay.
1, 424
1,614
Adelaide..
Albany
To-
Miles.
1, 910
2,242
451
1, 719
1, 822
Fremantle
Geraldton.
2,028
508
1,526
Hobart.
Wellington
Suva.
1,479
2, 227
The passenger rate (first class) between Melbourne and the ports
mentioned are:
Fare.
Fare.
To-
United
Sterling. States
Jequivalent.
To-
United
Sterling.
States
equivalent.
42247 ∞ —
£
8.
10
10
8 10
9
10
*59999
£
$10.94
10.94
Townsville..
Cooktown.
9
....
12
21.89
Adelaide..
2
36.49 Fremantle
6
41.36
Hobart...
2
46.22
Wellington
8
10
bcoec
10
$46.22
0
58.39
10.94
0
29.19
10
12.16
41.36
Sydney
Newcastle
Brisbane.
Rockampton
Mackay.
Bowen
636
HIGHWAYS OF COMMERCE.
The rates of freight fluctuate greatly, and exact figures can not there-
fore be given. They are, approximately, from Melbourne, as follows:
Sydney
Rate.
To-
Sterling.
United States
equivalent.
Shillings.
32
$7.78
8
1.94
18
4.38
10
2.43
15
3.65
30
7.29
Rate.
To-
Sterling.
United States
equivalent.
Shillings.
5
$1.21
Cooktown
5
1.21
Adelaide.
10
2.43 Fremantle
20
4.86
23
5.59
30
7.29
Hobart...
Wellington
Suva.
25
6.04
Newcastle
Brisbane
Rockampton
Mackay.
Bowen
Townsville..
·
The following is a list of the vessels engaged in the intercolonial and
coastwise trade of Australia. These vessels are owned by the four com-
panies of Huddart, Parker & Co., William Howard Smith & Sons, the
Union Steamship Company, and the Australasian United Steam Navi-
gation Company, and are in first-class condition.
Name.
Adelaide...
Albany
Horse-
Tonnage.
Name.
Horse-
power.
Tonnage.
power.
1, 711
267
Manapouri..
1,783
2, 050
...
878
120
Moreton.
581
250
Aramac.
Arawatta
Arawata
Age..
Australia
Brunner
Buninyong.
Barrabool
Burwah.
Barrier...
Bullara
Burrumbeet.
Bulimba
2, 114
3,000
Mawhera.
554
500
-
2, 114
3,000
Maninapua.
458
500
1,098
1,250
Maranoa
1,505
2,400
2,224
200
Nemesis.
1, 393
120
•
459
370
Ouraka..
2.637
220
540
700
Otway.
·
-
563
93
2,070
300
Oonali.
1,757
2,000
942
140
Ovalau
1,229
1,000
982
200
Ohau...
740
550
2, 036
200
Omapere
601
500
1,725
250
Orowaiti
453
350
2,420
266
Oreti
219
200
2,513
2,000
Pukaki.
Barcoo
1, 444
700
1,505
2,500
Pateena
Birksgato.
·
1, 212
2,000
1,458
1,300
Polerua.
Cintra
1, 175
600
2,000
2,000
City of Melbourne.
Penguin.
824
850
838
900
Croydon
Peregrine
1, 660
450
357
400
Perthi
Coogee
Courier
499
70
-
·
1,000
250
Palmer
267
450
728
300
Colac.
1.480
140
Corinna
•
1,279
1.200
Quiraing
Rotokina.
Rotomaliana
1, 166
1,100
2, 064
1,000
Dingadee
Derwent
Despatch
Eurimbla
Elamang
Elingamite.
Excelsior
1, 727
2,980
640
550
Ringarooma
•
1,096
1,250
478
96
Rotorua.
926
1,900
237
90
Rosamond.
721
450
•
1,055
1,000
Rodondo
1, 119
150
1,000
900
Ranelagh.
836
1,000
2,585
250
Rockton
2,000
2,000.
340
160
Sophia Ann.
Emu.
-
400
35
616
95
South Australia.
Era.
716
436
2,379
250
Edina
Southern Cross..
282
250
380
85
Tasmania
Ferret
2, 252
250
445
90
Tambo
Flinders
752
250
521
90
Time.
-
Flora..
1,273
1,000
2,575
250
Talune
Franklin..
2,020
1, 600
730
Fitzroy
870
284
1,000
Tarawera
2,003
1,750
Taieri.
Gunga
1,668
750
1, 257
800
Te Anau.
Gabo..
1, 652
2, 060
300
1,500
Taviuni
Grafton.
1,465
1,000
554
500
Glanworth..
877
Hauroto...
1,988
Hunter.
1,250 || Upolu
1,000 Taupo.
Takapuna.
930
2,000
737
550
1, 441
1,000
310
120 Victoria..
Hesketh..
1,250
600
640
550
Victorian
Innamincka.
718
436
2,501
460
Waihora
Janet Nicoll…….
2, 003
1,750
779
500
Katoomba.
Wakatipu.
1,945
1,250
1,000
900
Konoowarra.
Wairarapa
1, 786
2, 050
1,273
130
Wainui
Kawatiri
453
250
Wareatea
Leura
•
640
460
755
350
1, 186
200
Lubra
321
GO
Lindus
1,679
160
Monowai.
Waroonga.
3, 433
2,800
Mararoa.
2,598
3,250
Wendourec.
Wadonga.
Warrego
Yarralla.
1, 640
250
2,500
3,300
-
2, 513
1, 552
2,000
2, 200
482
300
HIGHWAYS OF COMMERCE.
637
RIVERS.
The rivers of Victoria, with the exception of the Yarra from its
mouth to the city of Melbourne, are very shallow and allow of naviga-
tion by vessels only of very light draft.
The intercolonial and coastwise steamers enter the Yarra and berth
at the city wharves, a distance of 5 miles from the entrance. Foreign
steamers usually land their passengers and cargo at the Williamstown
and Port Melbourne piers, whence Melbourne is reached by rail.
The Murray River, which divides Victoria from New South Wales, is
navigable by small vessels from Albury, in Victoria, to Goolwa, in
South Australia, a distance of 1,468 miles. The most important places
on the river between those points are Corowa, Cobram, Moama, Echuca,
Perricoota, Swan Hill, Euston, Mildura, Wentworth, Gal Gal, Morgan,
Murray Bridge, and Wellington.
The following are the largest vessels trading on the river:
Bantam
Corrong
Ellen.
Gem
Pearl..
Name.
Tonnage.
Horse-
power.
47
13
Resolute
73
46
Rodney
161
27
Rothbury
183
40
Success
186
29
Trafalgar
Name.
Horse.
Tonnage.
power.
39
9
133
13
48
10
96
7
158
13
These vessels carry passengers and cargo, the latter in considerable
quantities, chiefly wool, wheat, and fruit. No quotation can be obtained
in Melbourne as to rates for passengers and freight.
The Glenelg and Goulburn rivers are each navigable for about 80
miles, chiefly by pleasure boats.
RAILWAYS.
The length of line open for traffic in the Colony of Victoria at the
close of 1893 was 2,975 miles, made up as follows: Northern System,
8364; Western System, 1,018; Northeastern System, 6033; Eastern
System, 500; South Suburban, 161.
The number of passengers carried during the year was 58,445,075,
and the tonnage of goods and live stock 3,386,888.
There are but two through lines of traffic from Melbourne, the North-
eastern and Western lines. The Northeastern line, from Melbourne to
Sydney, New South Wales, crosses the border at Albury, where, owing
to the different gauges of the lines of the two colonies, cars must be
changed. The distance from Melbourne to Albury is 191 miles, and
from Albury to Sydney 386 miles, the total distance from Melbourne
to Sydney being 577 miles. The track is a double one.
Trains leave Melbourne for Sydney twice a day, morning and
evening, and the principal towns on the line to Albury are Wallan,
=
638
HIGHWAYS OF COMMERCE.
Seymour, Benalla, Wangaratta, Springhurst, and Wadonga. The dis-
tances between these places are:
From-
To-
Miles.
From-
To-
Miles.
Melbourne
Wallan.
Seymour
Benalla
Wallan
Seymour.
Benalla
Wangaratta
30
Wangaratta.
31
Springhurst
60
Wadonga
Springhurst
Wadonga
Albury
25
14
27
4
The first-class fare from Melbourne to Sydney is £4 1s. ($19.70), and
12s. 6d. ($3.04) extra if a sleeping berth is required. From Melbourne
to Albury the fare is £1 14s. ($8.26).
The Western line, from Melbourne to Adelaide, is 483 miles in
length, and, as in the case of the Northeastern line, the difference
of gauge necessitates a change of cars at Serviceton, on the border of
Victoria and South Australia and 287 miles distant from Melbourne.
This line has a double track.
The principal towns between Melbourne and Serviceton are Bacchus
Marsh, Ballarat, Ararat, Stawell, Murtoa, Horsham, and Dimboola.
The distances between these are:
From-
To-
Miles.
From-
To-
Miles.
Melbourne
Bacchus Marsh
Bacchus Marsh……….
Ballarat
31
Stawell
43
Murtoa..
Murtoa
Horsham
36
18
-
Ballarat
Ararat..
57
Horsham
Dimboola
21
Ararat .
Stawell
19
Dimboola
Serviceton.
62
The distance from Serviceton to Adelaide is 196 miles.
The passenger rate from Melbourne to Adelaide is £3 15s. ($18.24),
and from Melbourne to Serviceton £2 11s. 4d. ($12.48).
The rate of freight on the Victorian railways is 14d. (3 cents) per ton
per mile.
CANALS-HIGHWAYS.
There are no canals or highways in Victoria upon which any traffic
worth mentioning is carried, the railways transporting all inland traffic.
DANIEL W. MARATTA,
MELBOURNE, January 1, 1894.
Consul-General.
HIGHWAYS OF COMMERCE.
639
NEW ZEALAND.
OCEAN LINES.
New Zealand Shipping Company-The head office of this company is
in London, the registered office at Christchurch, New Zealand. Lon-
don is the port of departure on the outward voyage, and either Wel-
lington or Lyttleton on the return voyage. Vessels on the outward
voyages, leaving London, call at the following places en route: Graves-
end, Plymouth, Teneriffe, Cape Town, Hobart, Auckland, Wellington,
Lyttleton, Port Chalmers, and Bluff.
The distance from London to Auckland on the outward voyage is
13,420 miles, divided as follows:
From-
London
Gravesend
Plymouth.
To-
Miles.
From-
To-
Miles.
Gravesend..
Plymouth
Teneriffe
14
296
1,420
Teneriffe……….
Cape Town.
Hobart.
Cape Town
Hobart
4.450
5,720
Auckland
1,520
Homeward-bound vessels from New Zealand to London call at Rio
de Janeiro, Teneriffe, Plymouth, and Gravesend. The voyage by this
route occupies two days less than the outward voyage, the distance
from Auckland to London being 12,070 miles, viz:
From-
Auckland...
Rio de Janeiro
Teneriffe..
To-
Miles.
From-
To-
Miles.
Rio de Janeiro..
Teneriffe
Plymouth
6, 820
3, 520
1, 420
Plymouth
Gravesend
Gravesend.
London...
296
14
The steamers of this company are considered first class, and are
equipped with all modern improvements known to marine architecture.
Experienced surgeons are always on board. Passenger accommoda-
tion is excellent, the cabins being lighted with electricity and heated
by steam.
The following are the names of the company's steamers, with tonnage,
horsepower, and first-class passenger capacity:
Tongariro
Aorangi..
Ruapehu.
Kaikoura
Rimutaka.
Ruahine..
Name.
Tonnage.
Horse- Passenger
power. capacity.
4, 163
3,600
4, 163
3,600
4, 163
3,600
4,474
4,000
4, 473
4,000
76
6, 127
5, 000
74
FEILLE
64
61
61
76
640
HIGHWAYS OF COMMERCE.
These are considered first-class passenger vessels, while the following-
named vessels are regarded more as cargo than passenger steamers:
Name.
Tekoa...
Otarama
Waikato
Duke of Sutherland.
Tonnage.
Horse-
Name.
Horse-
power.
Tonnage.
power.
4,050
1,600
Duke of Westminster..
3,726
2,000
3, 808
1,600
Duke of Buckingham
•
3, 123
4, 766
1,600
Duke of Argyll .
2,000
3, 159
3,271
2,000
2,000
Duke of Devonshire
3, 100
2,000
In addition to the foregoing, the company owns a fleet of ten sailing
vessels, with a gross tonnage of 10,452.
The annexed table will show the frequency and regularity of the com-
munication of this line between New Zealand, England, and the various
intermediate ports already mentioned:
Sailing dates during 1894.
Outward.
Homeward.
Leaves--
Due at-
Due at-
London.
Plym
outh.
Tene- Cape
rifte. Town.
Hobart.
New
Zealand.
Leaves
New
Zealand.
Rio de
Janeiro.
Tene-
riffe.
Plym-
outh.
London.
Jan. 11 Jan. 13
Jan. 18
Feb. 3
Feb. 22
Feb. 26
Jan. 18
Feb. 10
Feb. 24
Mar. 1 Mar. 2
Feb. 8 Feb. 10
Feb. 15
Mar.
3
Mar. 22
Mar. 26
Feb. 15
Mar. 10
Mar. 24
Mar. 29 | Mar. 30
Mar. 8 Mar. 10
|
Mar. 15
Mar. 31
Apr. 19
|
Apr. 23
Mar. 22
Apr. 14
Apr. 28
May 3
May 4
Apr. 5 Apr. 7
Apr. 12
Apr. 28
May 17
May 21.
Apr. 19
May 12
May 26
May 31
June 1
May 3 May 5
May 10
May 26
June 14
June 18
May 17
June 9
June 23
June 28
June 29
May 31
June 2
June 7
June 23
July 12
July 16
June 14
July 7
July 21
July 26
July 27
June 28
June 30
July 5
July 21
Aug. 9
Aug. 13
July 12
Aug. 4
Aug. 18
Aug. 23
Aug.24
July 26
July 28
Aug. 2
Aug. 18
Sept. 6
Sept. 10
Aug. 9
Sept. 1
Sept. 15
Sept. 20
Sept.21
Aug.23
Aug. 25
Aug. 30
Sept. 15
Oct. 4
Oct. 8
Sept. 6
Sept.29
Oct. 13
Oct. 18
Oct. 19
Sept. 20
Sept. 22
Sept. 27
Oct. 13
Nov. 1
Nov. 5
Oct. 4
Oct. 27
Nov. 10
Nov. 15
Nov. 16
Oct. 18 Oct. 20 |
Oct. 25
Nov. 10
Nov. 29
Dec. 3
Nov. 1
Nov.24
Dec. 8
Dec. 13 | Dec. 14
1895.
1895.
1895.
Nov. 15 Nov. 17 Nov. 22 Dec. 8
Dec. 27
Dec. 31 | Nov. 29 Dec. 22 Jan. 5
Jan. 10 Jan. 11
1895.
1895.
1895.
1895.
Dec. 13 Dec. 15 | Dec. 20 Jan. 5
Jan. 24 | Jan. 28 Dec. 27 Jan. 19 Feb. 2 Feb. 7 Feb. 8
First-class saloon passage from London to any of the principal ports
in New Zealand is £60 to £70 ($293.45 to $342.38), according to accom-
modation. I have not been able to ascertain the cost of transportation
between intermediate points except from Auckland to Rio de Janeiro,
which is $218.99.
The following tabulated statements will show the freight charges from
London to New Zealand and vice versa. I wish to state, however, that
these tables are not to be depended upon, for the reason that there is
considerable competition for freight both ways, with the natural result
that rates fluctuate almost every week.
HIGHWAYS OF COMMERCE.
641
Freight rates.
LONDON TO NEW ZEALAND.
Articles.
Pig iron..
per ton weight..
Bar irou, bundles, bars, rods, sheet iron, pig lead, sash weights, cable chain, per
ton weight...
Galvanized iron, sheet lead, zinc in casks, tubes, bolts in casks, chain in casks,
tool steel, wire, wire rope, hoop iron, nails, grindstones, shot, caustic soda,
white lead, paints, tin and tin plates, copper and yellow metal, anchors, whit
ing, and chaſk.
per ton weight..
Camp ovens, boilers, and pots (not singly)
Salt...
Slates and bricks.
Sugar in bags.
-
To
To
Colony. London:
S. d..
8. d.
30 0
25 0
30 0
25 0
32 6.
27 6
..do....
65 0
60 0
.do……….
32 6
27 6
..do……….
35 0
30 0
.do...
40 0
35 0
Rice in bags..
.do……….
50 0
45 0
Coffee in casks.
..do....
550
50 0
Grease and palm oil..
..do....
65 0
60 0
Arsenic
.do...
45 0
40 0
Superphosphates.
.do....
32 6
27 6
Soda crystals and lump silicate of soda.
.do..
50 0
45 0
Liquid silicate in drums..
.do...
40 0
35 0
Bleaching powder, disinfecting powder, chloride of lime, per ton weight or meas.
urement
50 0
45 0
Glucose and saccharine...
.per ton weight or measurement..
35 0
30 0
Acids, naphtha, and other deck cargo.
.do...
110 O
100 O
•
Cartridges, loaded..
...do……….
110 0
100 0
Barbed wire…….
do……..
35 0
30 0
Machinery and agricultural implements, ordinary packages, per ton weight or
measurement
35 0
30 0
..
Machinery and agricultural implements, over 2 tons and not exceeding 3 tous,
per ton weight or measurement..
Thrashing machines, engines, heavy castings, and pieces of machinery, over 3
tons and not exceeding 4 tons.
per ton weight or measurement..
In crates: Earthenware, bottles, hollow ware, globes, and chimneys, per ton
measurement
-
In bundles: Tubs, pails, buckets, sieves, spades and shovels, brooms and broom
bandles, oakum, cotton waste, flocks, stoves, bellows...per ton measurement..
Rough furniture, rough toys, bales corks, rope, window glass, wire netting, per
ton measurement.
Hardware, bedsteads, safes, brushware, paints (packed) and dry colors, bales
paper, Dundee bales, matting, floor cloth, oilman stores, blue stone, sulphur,
tar, pitch, rosin, saltpeter, corn sacks, woolpacks, nuts in barrels, fruits, vine-
gar in cases or casks, mineral waters, cartridge cases, ranges in cases, loaf
sugar, frames felt.
..per ton measurement..
Malt, carpets, blankets, felt and straw hats, seeds, twine, varnish in cases, sheep
nets, wines, cordials, and spirits in cases or casks, coffee, cocoa, chocolate,
bicycles, tools, grindery, cases corks…….
per ton measurement….
Drapery, tea, hops, saddlery, books, drugs, paper and stationery in cases, boots
and shoes, confectionery, silk hats, musical instruments, sewing machines,
plate glass, and measurement goods not otherwise enumerated, per ton meas-
45 0
40 0
55 0
50 0
·
35 0
30 0
35 0
30 0
25 0
30 0
42 6
37 6
urement
45 0
40 0
Soda ash, potash
· · ·
·per ton measurement..
40 0
35 0
Deals and flooring boards.
.do....
30 0
25 0
Fuse, percussion caps, safety cartridges, and oilskins.
..do………
60 0
55 0
Fireworks.
..do...
70 0
65 0
Matches and vestas
..do....
35 0
30 0
Plants on deck.
..do....
70 0
65 0
Wines and brandies in cases or casks, being transshipments from Bordeaux and
Charente...
per ton measurement..
37 6
32 6
Sheep wash:
Powder.
.per ton measurement..
35 0
30 0
Liquid in drums or casks.
· •
per gallon..
0 5
0 4
Oil in drums, tins, or casks..
do...
0 4
0 33
Varnish in drums or tins..
.do...
0 6
0 5
Turpentine, paraffin, methylated spirits, and liquid disinfectants.
..do...
0 6
0 5
Beer in bulk..
....
per tun of 4 hogsheads or of 6 barrels..
60 0
55 0
Bottled beer:
In cases.
In casks..
Gunpowder:
Loose.
Canister
Cement.....
Quicksilver.
per dozen..
1 1
0 11
.do....
-1 5
1 2
•
per barrel..
10 6
9 6
.do…………
14 6
12 6
.....do...
4 6
4 0
•
per bottle..
5 0
4 6
NOTE.-All goods 10 per cent primage.
533A-
41
642.
HIGHWAYS OF COMMERCE.
Freight ratesContinued.
NEW ZEALAND TO LONDON.
Articles.
General cargo.
Wool:1
Greasy, dumped.
!
Slipe, dumped..
Washed, dumped.
Sheepskins,' dumped.
Rabbit skins, box pressed to 25 feet, or fluffies, dumped 2 to 25 feet,
per pound...
Hops:
Dumped..
Undumped
Rags...
Flax, dumped
1
Tallow and pelts.
Leather basils, etc.
Grass seed.
Bones and horns:
With liberty to shoot……..
In bags.
Salted hides
Waste paper….
Manganese, metal ore, quartz, etc.
Fine measurement cargo..
...
Preserved meats and rough measurement cargo.
Shells..
Gold bullion...
Butter: 3
In kegs.
In cool chamber.
:
Mail
Cargo Sailer.
steamor. steamer.
8.
¿.
8. d.
S.
d.
per pound..
do...
0
..do..
do....
COPA AKIHIL OOKA
0
0
1200 1400 LOKO
0
CH
0
0
0
per pound..
0
Valbo
1900
0 *
0
0 eco
.do... 0 1
.do.
0 1
0
AKJ
0
-per ton weight.. 100
0
85 0
75 0
do.... 55 0
45 0
40 0
do.... 60 0
60 0
50 0
do.... 90 0
80 0
70 0
.do....
25 0
...do..
35 0
.do....
30 0
..do....
70 0
60 0
50 0
.do.
20 0
20 0
20 0
....
.per ton measurement..
50 0
.50 0
40 0
...do...
40 0
40 0
35 0
...do...
50 0
45 0
35 0
per ounce..
0 4
0
4
•
per pound..
In boxes.
Cheese 3
.do……….
..do....
Fruit, prepaid..
- per case of 2 feet..
4 0
ESTE KAKO KAKO
0004
O
0004
In freezing chamber.
Butter, frozen before shipment.
Butter, frozen on board.
Hares
.per pound..
.do...
...each..
0
0
0 1
0 7
0 1
AKI
CORA CORA DRA
Wool and sheepskins, undumped, ¿d. extra per pound.
2 Fluffies, undumped, d. extra per pound.
3 Freights payable in colony or London at shipper's option.
The through rate of freight on wool, etc., to Boston or New York is d. additional to London rates,
and to Antwerp, Hamburg, Leghorn, Naples, Genoa, Palermo, Yorkshire, d. additional.
For pelts in casks, sausage skins in tierces or casks, and catgut in cases, the rate to New York or
Boston is 20s. additional to London rates.
Primage, steamers, 10 per cent; sailers, 5 per cent.
All weights and measurements gross.
For carriage of gold coin and silver-lead bullion the rate is one-half of 1 per cent on declared value,
and for valuables 2 per cent, without primage.
The rates on gum and copra are as arranged at Auckland.
The rate on rabbits is as arranged.
It is impossible to obtain any information of a reliable character as
to the freight charges between intermediate ports. The competition is
keen, and the several agencies appear to be afraid to disclose too much
lest the others may secure some undue advantage in consequence. I
can only learn in a general way that there is a slight increase in both
freight and passenger rates for intermediate ports as compared with
through traffic.
First-saloon passengers are allowed 40 cubic feet of baggage room
for each adult. Packages intended for the cabin should not exceed 2
feet 6 inches by 1 foot 6 inches by 1 foot 2 inches. Baggage "wanted
on the voyage" can be got at once a week.
HIGHWAYS OF COMMERCE.
- 643
Shaw, Savill & Albion Company, Limited.-The head office of this
company is at No. 34 Leadenhall street, London; J. H. Potter, manager.
Passenger steamers sail monthly from London for New Zealand, call-
ing at Plymouth, Teneriffe, Cape Town, and Hobart. The steamers
sail monthly from New Zealand, calling at Rio de Janeiro, Teneriffe,
Plymouth, and London.
The distances by this route are:
Outward.
From-
To-
Miles.
Gravesend
Plymouth
Teneriffe
•
Cape Town.
Hobart.
Total..
Plymouth.
Teneriffe
Cape Town
Hobart.
Wellington
Homeward.
From--
To-
Miles.
291
1.415
Wellington.
Cape Horn..
4,400
Cape Horn
Rio de Janeiro
2.350
4, 5S5
Rio de Janeiro
Teneriffe
3.490
5, 660
Teneriffe..
Plymouth.
1,415
1,300
Plymouth.
Gravesend.
291
13, 251
Total...
11.946
The vessels of this company are of modern build and are well main-
tained in every respect. They are fitted with electric lights, electric
bells, pianofortes, libraries, refrigerators, bathrooms, heating appli-
ances, etc.
The following are the names, tonnage, horsepower, and lengths of
the vessels in this fleet:
Gothic
Ionic
Doric.
Coptic..
Tainui
Arawa
Name.
Tonnage.
Horse-
power.
Length.
Feet.
7,730
5,000
490
4, 753
3,000
440
4, 784
3,000
440
4,448
3,000
431
5, 031
5,000
440
5, 026
5,000
440
The above are used as passenger, mail, and cargo boats, while the
following are used altogether as cargo boats:
Matatua
Pakeha.
Mamari.
Name.
Tonnage.
3, 322
4,331
Pangataira.
Maori
3,583
Name.
Tonnage.
4, 045
5, 200
The carriage of cargo is confined mainly to direct shipments from
London to New Zealand and vice versa, although shipments are taken
from London to Cape Town and Hobart, and from New Zealand to Rio
de Janeiro. I can not obtain the rates of freight between intermediate
points, but the through rates are substantially the same as those quoted
for the New Zealand Shipping Company. This company has agents at
all ports of call and at all places of importance in New Zealand.
644
HIGHWAYS OF COMMERCE.
Arawa..
Doric
Ionic
Tainui.
·
Gothic...
Arawa..
Doric.
Ionic..
Tainui...
Gothic.
Arawa.
Doric.
Ionic
Tainui
Gothic
Arawa..
...
Doric
Ionic.
Tainui
Gothic...
Arawa.
Doric..
Ionic.
Tainui
Sailing dates during 1894.
OUTWARD.
Leave-
Due at-
Steamer.
Graves- Plym-
end. outh.
Teneriffe.
Due in
New
riffe. Cape Hobart. Zealand.
Town.
Jan. 25
Jan. 27
Feb. 1
Feb. 16
Mar. 7
Mar. 12
Feb. 22
Feb. 24
Mar. 1
Mar. 16
Apr. 4
Apr. 9
Mar. 22
Mar. 24
Mar. 29
Apr. 13
May 2
May 7
Apr. 19
Apr. 21
|
Apr. 26
May 11
May 30
June 4
May 17
May 19
May 24
June 8
June 27
July 2
June 14
June 16
June 21
July 6
July 35
July 30
July 12
July 14
July 19
Aug. 3
Aug. 22
Aug. 27
Aug. 9
Aug. 11
Aug. 16 |
Aug. 31
Sept. 19
Sept. 24
Sept. 6
Sept. 8
Sept. 13
Sept. 28
Oct. 17
Oct. 22
Oct. 4
Oct. 6
Oct. 11
Oct. 26
Nov. 14
Nov. 19
Nov. 1
Nov. 3
Nov. 8
Nov. 23
Dec. 12
Dec. 17
1895.
1895.
Nov. 29
Dec. 1
Dec. 6
Dec. 21
Jan.
9
Jan. 14
1895.
1895.
Dec. 27 Dec. 29
Jan. 3
Jan. 18 Feb. 6
Feb. 11
Steamer.
HOMEWARD.
Due at-
Leave
New
Zealand.
Rio de
Janeiro.
Teneriffe.
Plym.
outh.
Graves-
end.
Feb. 8
Mar. 2
Mar. 15
Mar. 20
Mar. 21
Mar. 8
Mar. 30
Apr. 12
Apr. 17
Apr. 18
Apr. 5
Apr. 27
May 10
May 15
May 16
May 3
May 25
June 7
June 12
June 13
May 31
June 22
July 5
July 10
July 11
June 28
July 20
Aug. 2
Ang. 7
Aug. 8
July 26
Aug. 17
Aug. 30
Sept. 4
Sept. 5
Aug. 23
Sept. 14
Sept. 27
Oct. 2
Oct. 3
Sept. 20
Oct. 12
Oct. 25
Oct. 30
Oct. 31
Oct. 18
Nov. 9
Nov. 22
Nov. 27
Nov. 28
Nov. 15
Dec. 7
Dec. 20
Dec. 25
Dec. 26
1895.
1895.
1895.
1895.
Dec. 13 Jan. 4
Jan. 17
Jan. 22
Jan. 23
Gothic
From London to New Zealand, the passenger rate for best first-class
cabins is $357.68, and $309.01 for second class. These rates include
Adelaide, Melbourne, Sydney, and Hobart. From New Zealand ports
to Rio de Janeiro the fare is $218.99, and from New Zealand to London,
via Rio, $357.68 and $309.01, according to cabin accommodation.
First-class passengers are allowed 40 cubic feet of space for personal
baggage. Packages intended for use in the cabin should be marked
"cabin," to avoid inconvenience. Such packages should not exceed
2 feet 6 inches long by 1 foot 6 inches broad and 1 foot 2 inches high.
The passenger accommodations of this line are excellent in every
respect.
Shire Line.-The head officers of this line are located at No. 112
Fenchurch street, London, and in Dunedin, New Zealand. Turnbull,
Martin & Co. are the managers. The vessels are specially constructed
for the carriage of frozen meat between Australia and New Zealand
and the United Kingdom. Their sailings are not according to any
time-table, but a monthly service homeward is maintained. Outward
movements largely depend upon the condition of the freight market
for Australasian ports.
HIGHWAYS OF COMMERCE.
645
The port of departure in New Zealand is usually Port Chalmers;
occasionally Wellington. The vessels call at Auckland, Wellington,
Lyttelton, and Port Chalmers, in this colony. The outward route is
via Cape of Good Hope, calling at Adelaide, Melbourne, Sydney, Bris-
bane, and Rockhampton, and thence to New Zealand ports, proceeding
homeward via Cape Horn, calling at Las Palmas (Canary Islands).
Besides frozen meat, these vessels carry dairy produce, wool, etc.,
and are fitted with all the latest appliances, including electric lights,
etc., and have refrigerating machinery in duplicate on the chemical
principle, capable of dealing with 2,400 tons of frozen meat. The
vessels are intended more for cargo than passenger traffic, but what
passenger accommodation there is is first class.
There are seven vessels in this fleet, viz:
Elderslie.
Fifeshire.
Nairnshire
Name.
Name.
Tonnage.
Horse-
power.
6, 640
3,500
6, 640
3,500
•
6,800
3,500
Tonnage.
Horse-
power.
2,761
1,800
Perthshire
3,719
2,400
3,720
2,500
Buteshire
Banffshire.
•
3,822
2,500
Morayshire
First-class passenger fare from final port of departure in New
Zealand is $170.32 net. No intermediate or steerage passengers are
carried.
The freight rates for general cargo are the same as already quoted.
The freight rates for frozen meats per pound, with 10 per cent primage,
are: Mutton, 1d. (2 cents); lambs, 1d.; beef, d.
The other lines mentioned also carry frozen meat at substantially
these rates.
The Perthshire, Buteshire, and Banffshire are the largest freight car-
riers in the Australasian trade, each having 401,000 cubic feet available
for cargo and 1,650 tons coal space in addition. The cool chambers
have a capacity of 2,350 tons of beef or mutton, and the other space is
equivalent to 10,000 bales of wool.
Oceanic Line.-This is an American line, registered at San Francisco.
J. D. Spreckles & Co., 732 Market street, San Francisco, are the agents
and owners. There are three vessels, one of which is registered in
New Zealand. They run between Sydney and San Francisco every
four weeks, as follows: From Sydney to Auckland, usually in four and a
half days; Auckland to Apia, six days; Apia to Honolulu, seven days;
Honolulu to San Francisco, seven days.
The distances sailed are:
San Francisco
Honolulu
Samoa.
Auckland……
Total
From-
Honolulu
Sainoa
Auckland..
Sydney
To-
Miles.
2,100
2,000
1,950
1,282
7,332
646
HIGHWAYS OF COMMERCE.
The Oceanic, or Frisco route, as it is popularly called in these colonies,
affords every comfort and satisfaction to the traveling public.
It may be observed that the people of Australia, and more especially
of New Zealand, are clamorous for faster vessels and more frequent
communication with the United States. The growing friendship and
ever-increasing commercial intercourse with these colonies demand a
more generous effort on our part if we would continue to cultivate the
kindly sentiment that exists at present and thereby extend our influ-
ence and commerce.
The following are the vessels engaged in this service:
Alameda.
Mariposa
Monowai
Name.
Tonnage. power.
Horse.
3,000
3,000
3,000
3,000
3,500
3,000
The Monowai is owned by the Union Steamship Company, of Dune-
din, New Zealand.
The rate of fare from San Francisco to Sydney is $200; from San
Francisco to Honolulu, $75, and from Honolulu to Apia (Samoa) or
Auckland, $200.
It will be seen from these figures that it costs as much from San
Francisco to Samoa as it does to Sydney, although it is 3,232 miles
farther to the latter place.
Freight from San Francisco to Auckland or Sydney is charged at
the rate of $16 per ton.
SAILING SHIPS.
There is a line of sailing vessels controlled by Arnold, Cheney & Co.,
of New York, which leave that port once a month regularly for New
Zealand points.
Freight is charged at the rate of $7 to $8 per ton, and one hundred
to one hundred and ten days is an average voyage from New York to
New Zealand.
The foregoing list includes all the foreign lines trading to this
country.
COAST LINES.
Union Steamship Company.—This company, with head office at Dune-
din, practically controls the entire water carriage of this colony,
including intercolonial traffic, there being but one steamer in opposi-
tion for both colonial and intercolonial trade, with the exception of a
local company at Auckland, with vessels trading to a few ports con-
tiguous to this city.
་
HIGHWAYS OF COMMERCE.
647
The total length of the main line is as follows:
Auckland...
Napier....
Lyttelton.
Wellington
•
Port Chalmers
Total
From-
-
Napier..
Wellington
Lyttelton.
Port Chalmers.
Bluff...
To-
Miles.
375
203
175
190
132
1,075
The larger proportion of the Union Company's fleet is in good condi
tion. The best passenger vessels are of comparatively modern archi-
tecture and are equipped with electricity and other modern appliances.
The fleet of this company consists of fifty-one steam vessels of all
sizes, with a gross registered tonnage of 56,693 and 42,505 horsepower,
as follows:
Name.
Tonnage.
Horse-
power.
Name.
Horse.
Tonnage.
power.
Monowai...
3, 433
2,800
Mararoa.
2,598
3,250
Rotorua.
Penguin..
•
926
1,900
824
850
Tekapo
2,439
1,500
Janet Nicoll..
779
500
Rotokino..
2, 064
1,000
Ohau...
740
550
Talune.
2, 020
1,600
Taupo..
737
550
Tarawera
2, 003
1,750
Rosamond.
721
450
Waihora
-2, 003
1,750
Wainui
640
755
Hauroto.
1,988
1.250
Dingadeo
640
550
Wakatipu.
1, 945
1,250
Omapere
601
500
Wairarapa
1,786
2,050
Moreton
581
·
250
Manapouri
1.783
2,050
Mawhera..
554
500
Oonah...
1,757
2.000
Grafton
554
500
Rotomahana
1,727
2,980
Brunner
540
700
Taieri....
1, 668
750
Wareatea
460
350
Te Anau
1,652
1,500
Australia
459
370
→
Taviuni.
1,465
1,000
Mahinapua.
458
500
Pukaki
1, 444
700
Orowaiti
453
350
Corinna
1,279
1,200
Kawatiri..
453
350
Flora..
1, 273
1,000
Southern Cross.
282
250
Ovalau
1,229
1,000
Oreti....
219
200
Pateena
1, 212
2,000
Moa...
188
200
Poherua.
1,175
600
..
Manawatu
183
150
Upolu....
1, 141
1,000
Beautiful Star
177
150
Arawata
1, 098
1,250
Maori....
174
300
Ringarooma..
1, 096
1,250
Waihi..
92
100
930
2,000
Takapuna..
Vessels leave Auckland for the several principal ports at least twice
a week regularly; sometimes as many as three vessels are dispatched
weekly for southern ports. The communication is frequent, satisfac-
tory, and regular, and the accommodation almost all that could be
desired, the fares alone being the principal cause of complaint.
The people of the colony have been murmuring for a long time in
consequence of the high rates of fares and freights charged by this
comany. First-class fare from Auckland to Wellington until recently
was $15.80; Wellington to Lyttleton, $6.07; Lyttleton to Dunedin,
$6.07, and Dunedin to Bluff, $4.86.
Freight from Auckland to Wellington, $3.65 per ton, the same rate
being charged from the latter port to Lyttleton and thence to Dune-
din and the Bluff. Through rates from Wellington to the Bluff are
charged at the rate of $4.86 per ton, while, so far as I can learn, $3.65
per ton is the ordinary rate between intermediate points.
648
HIGHWAYS OF COMMERCE.
!
INTERCOLONIAL LINES.
Union Steamship Company.-During the summer months this com-
pany dispatched one vessel weekly from Auckland to Sydney, one
from Wellington to Sydney, and one via southern ports for Melbourne.
In winter the service is generally reduced to one vessel fortnightly
between Auckland and Sydney and Wellington and Sydney.
Now, thanks to opposition, the service is more frequent and regular,
and the fares are materially reduced.
First-class fare from Auckland' to Sydney is $24.33; to Hobart, $48.66;
to Melbourne, $12.16; to Levuka (Fiji), $41.35; and to Samoa, $60.
The distances are:
From-
To-
Miles.
Auckland.
Bluff...
Hobart
Auckland...
Suva (Fiji)
Auckland.
Sydney
Hobart (Tasmania)
Melbourne
Levuka (Fiji)
Melbourne...
Apia (Samoa).
·
1,282
930
451
1, 172
2,227
1,950
The service to Apia is once a month by this line, but the San Fran-
cisco mail boats call there both ways, which really makes the service
fortnightly.
Huddart, Parker & Co.-The head office of this company is in Mel-
bourne. At present this firm has but one vessel in the colonial and
intercolonial trade. The steamship Tasmania sails from Sydney every
twenty-eight days for Auckland direct, thence to Napier, Wellington,
Lyttleton, and Dunedin, returning by the same ports to Sydney. The
distance between these ports has been already mentioned. The Tas-
mania is a powerful and splendidly appointed steamer, well ventilated
and fitted with every modern appliance, including electricity. She is
of 2,252 tons register and 2,500 horsepower.
The freight and passenger rates are the same as the Union Company
charge.
It is to this company that the people of the colony are indebted for
reduced rates, now fully 50 per cent less than before its service was
established.
There are other local steamship companies in the colony, but their
routes are confined to the small trading stations along the coast, rivers,
and bays.
RAILWAYS.
The railways of this country are owned, controlled, and operated by
the Government, with one exception, viz, the Wellington and Mana-
watua Railway. The fares and freights upon this line are the same as
those charged upon the Government road.
¹ The first-class fare by this company's boats has been reduced to $4.86 from
Auckland to Sydney in consequence of opposition.
HIGHWAYS OF COMMERCE.
649
The railways of the colony are in good condition, the roadbeds being
well ballasted and kept in good repair. The rolling stock is also in good
order, but the time is exceedingly slow; the average speed for first-class
trains does not exceed 16 miles per hour. The longest continuous
overland trip by rail is from Christchurch to Invercargill, 369 miles.
The following are the distances and first class fares between the main
points reached by rail in the colony:
From-
To-
Miles. Fare.
Christchurch...
Do ...
Napier
New Plymouth.
Auckland
Invercargill
Dunedin
399
$23.57
230
11.65
Wellington (the capital)
200
9.97
•
..do
Rotonia.
253
11.96
172
18.29
The mileage represented embraces only about 1,000 of the nineteen
hundred and odd miles operated in the colony, but the remainder is
principally made up of branches running into the interior to small
towns, coal mines, etc.
The following are the rates of freight charged on the principal prod-
ucts of the country for a given number of miles:
Grain, flour, and potatoes.
Do...
Sheep or cattle.
Live stock...
Do.....
Wool, undumped
Do..
Do...
·
Wool, dumped, double bale...
Do....
Do....
The rates for coal are:
Articles.
Miles.
Rate.
-per ton..
140
$3.22
do....
250
3.79
•
-per car{
single deck..
14.53
140
double deck….
16.65
17.93
..do....
250
20.00
27.28
.do....
370
30.40
per ton..
140
2.00
...do...
230
2.45
.do………… 370
3. 16
.do………. 140
3.50
.do....
.do……….
230
370
4.38
10.63
50
100..
150 ..
..
Miles.
Inferior. Superior.
2.43
Per ton. Per ton.
$1.31 $1.86
1.92
2.47
2.87
200...
250....
Miles.
Inferior. Superior.
Per ton. Per ton.
$3.10
3.44
$3.44
4.07
The difference in the freights charged on inferior and superior coal
is to afford the poorer quality an opportunity of competing with that
which is regarded as superior.
I attach hereto a map of New Zealand, which shows the Government
railways open for traffic, the private lines operated in the colony, the
coach routes, roads, and tracks, and the steamer routes to and from the
various ports.'
AUCKLAND, June 28, 1894.
JOHN D. CONNOLLY,
Consul.
¹ Map filed in Bureau of Statistics.
650
HIGHWAYS OF COMMERCE.
POLYNESIA.
NEW CALEDONIA.
OCEAN LINES.
The following were the services between Noumea and Europe and
Australia, and on the coasts of this colony, on January 1, 1894:
(1) From Marseilles to Noumea, via Australia.-Four steamships of
the Messageries Maritimes, viz, the Polynesien, Australien, Armand-
Behic, and Ville de la Ciotat, all first-class passenger ships of over 4,000
tons.
(2) A steamer of 1,500 tons from Sydney to Fiji, via Noumea,
monthly.
(3) Two steamers of 600 tons each, employed on the east and west
coasts of this colony, belonging to a local syndicate.
The Messageries steamers are mail packets, and receive a subsidy
from the French Government. The syndicate steamers are subsidized
by the local treasury. The Australian steamers receive no State
compensation.
All the interior traffic of the colony is done by the coasting steamers,
the main roads inland not being yet completed.
There are no railways in the colony. Rates for first-class passage
are: Marseilles to Noumea, 1,875 francs ($361.87); round-trip ticket,
3,000 francs ($579); Sydney to Noumea, 250 francs ($48.25); round-trip
ticket, 375 francs ($72.38).
NOUMEA, July 14, 1894.
L. LE MESCAM,
Vice Commercial Agent.
FIJI ISLANDS.
OCEAN LINES.
United Steam Navigation Company, Limited.-This line has its head
office in Brisbane, and a branch office at Sydney, where Burns, Philp
& Co., Limited, are agents.
This company runs a branch steam service making fortnightly trips
from Sydney to the ports of Suva and Levuka, Fiji Islands, bringing
the English and Australian mails, passengers, and freight through to
this colony.
The vessels en route for Sydney call at Noumea, but on their return
trip from the Fiji Islands to Sydney they only call at Noumea on alter-
nate trips.
Noumea is the capital of New Caledonia and distant from Sydney
about 1,060 miles.
HIGHWAYS OF COMMERCE.
651
There is good anchorage alongside of the wharf at Noumea. John-
ston is the agent for the company here.
The New Caledonian group has a population, civil and military, of
6,323; convicts, 11,368; native population, including Loyalty Islands
and Isle of Pines, 40,750.
These vessels also call at New Hebrides every second Tuesday, con-
necting with branch steamer which proceeds around this group monthly.
They leave for Sydney every fourth Sunday, and for Suva and Levuka
(Fiji) every second Wednesday.
Suva is the capital of the Fiji Islands. The anchorage alongside of
the wharf is good. The distance from the port of Noumea is about
760 miles.
The white population of the Fijis is about 2,000, and of natives and
others about 120,000.
The company's service from the port of Suva to Noumea and Sydney
is alternate Wednesdays, and to Levuka alternate Saturdays. At
Levuka the vessels anchor alongside of the wharf. Levuka is distant
from Suva about 60 miles, and from Sydney about 1,180 miles.
J. C.
Smith & Co. are agents at Suva.
There is a service from the port of Levuka to Suva, Noumea, and
Sydney every second Wednesday, calling at New Hebrides every fourth
Wednesday. J. C. Smith & Co. are agents at Levuka.
The condition of this line is very good, both as to passenger and
freight accommodation. The steamers at present running are the
Birksgate and the Victoria; tonnage, 1,458; horsepower, 1,300 and
1,257, respectively. Trips from Sydney to Noumea are made in four to
five days; from Noumea to Suva in three and a half days, aud from
Fiji direct to Sydney in seven days.
Through rates of passage from Sydney to Suva and Levuka: Saloon,
£12 10s. ($60.83); round trip, £20 ($97.32); steerage, £7 10s. ($36.50);
round trip, £12 ($58.39). Twenty per cent off these rates to theatrical
companies, commercial travelers, clergymen, and Sisters of Mercy.
The baggage allowance is: Saloon passenger, 20 cubic feet; steerage
passenger, 10 cubic feet. Return tickets are good for six months from
date of issue. The company carries first and second class passengers,
and the fares include table and attendance, berths, etc.
Through freight rates to Suva and Levuka from Sydney, 30s. ($7.30)
per ton of 40 cubic feet on general cargo.
Passengers are allowed to stop at intermediate ports and continue
the voyage by any steamer in which there may be accommodation.
INTERCOLONIAL LINES.
Union Steamship Company of New Zealand, Limited.-The head office
of this company is at Dunedin, New Zealand; James Mills, managing
director. It runs a fortnightly steam service from Auckland to the
ports of Suva and Levuka, making connections at Auckland with the
652
HIGHWAYS OF COMMERCE.
Oceanic Line of steamers, thus bringing the English and American
through mails, passengers, and freights to Fiji. The distance from
Auckland to Suva and Levuka is 1,172 miles, and steamers run the
same in four and one-half days, the half day being occupied in running
from Suva to Levuka.
The steamers in this service are the Taviuni and the Ovalau, 1,465
and 1,229 tons and 1,000 horsepower each, respectively.
Freight rates to Auckland: Fruit, 20s. ($4.86); general cargo, 30s.
($7.30) per ton of 40 cubic feet; cocoanuts, per bag, containing about
100, 36 cents; peanuts, per bag, 48 cents.
Passenger rates to Auckland: Saloon, £8 10s. ($41.31); round trip,
£15 ($72.90); steerage, Levuka and Suva to Auckland, £4 10s. ($21.87);
round trip, £8 ($38.88). Luggage-saloon, 20 cubic feet; steerage, 10
cubic feet.
The steamer Upolu also makes a monthly connection with the port of
Suva during the cane-crushing season, carrying cargoes of sugar, as
well as passengers and mails, to Auckland. She belongs to the Union
Steamship Company and runs regular monthly trips from Auckland to
the Friendly Islands and Samoa, calling at the islands of Nukualafa,
Haapai, and Vavaw.
A steamer runs monthly between Melbourne and Suva and Levuka;
distance, 2,227 miles; running time, twenty-five days, allowing seven
days' stay in Fiji. The vessel employed in this service is the Toupo,
of 787 tons and 550 horsepower.
Freight rates: Fruit, 20s. ($4.86); general cargo, 30s. ($7.29) per
ton of 40 cubic feet; flour, in 200-pound bags, 25s. ($6.07) per ton
weight.
Rates of passage: Saloon, £12 10s. ($58.32); round trip, £20 ($97.20);
steerage, £7 10s. ($36.45); round trip, £12 ($58.32).
For the company's inter insular service the steamship Maori, 174
tons and 200 horsepower, plies regularly between the islands of this
group. Freight rates from 15s. to 20s. per ton.
The condition of the Union Steamship Company's service is con-
sidered very good, both as to passenger and freight accommodation.
Passengers securing tickets for distant ports can remain at any inter-
mediate port en route, such tickets being good for three months from
date of issue. Holders of return tickets will be permitted to remain
three months at the port for which they are booked. Children are
booked at reduced rates. All classes of passengers are victualed by
the company in a liberal way. Saloon passengers are provided with
all accommodations, together with attendance of experienced servants.
The agent at Suva and Levuka is I. M. Duncan.
Canadian Australian Line.-This line is controlled by Huddart, Par-
ker & Co., who have a branch office at Sydney; Burns, Philp & Co.,
agents.
HIGHWAYS OF COMMERCE.
653
A monthly service is maintained between the ports of Victoria (Brit-
ish Columbia) and Sydney, calling en route both ways at Honolulu
and Suva. The steamers on this service are the Warimoo and Arawa,
of 3,326 and 5,026 tons, respectively. The time occupied in running
between Victoria (British Columbia) and Suva is about seventeen days,
and from Suva to Sydney about five days. The distance from Sydney
to Suva is 1,770 miles; from Suva to Honolulu, 2,780 miles, and from
Honolulu to Victoria, 2,435 miles.
The rates of passage from Sydney are:
Suva..
.Honolulu
Victoria..
To-
Saloon.
Fore
Single
tickets.
Round
cabin.
trip.
$72.90
$121.50
$48.60
145.80
218.70
58.32
194. 40
243.00
77.76
Liberal arrangements made with families; children under 12 years
(with families), half price; under 5 years and over 2 years, one-fourth
fare; under 2 years, free, when no separate berth accommodation is
required.
Saloon passengers have the option of stopping at any port of call
between Sydney and Vancouver, or vice versa, and of resuming it
within three months by a later steamer of the line having room. The
cabins are provided with every requisite. The cuisine is excellent,
fresh meat and poultry and fresh fruit and vegetables being supplied
throughout the voyage.
First-class saloon passengers are allowed 40 cubic feet each adult for
baggage; fore-cabin passengers, 20 cubic feet; children paying half.
fare, half these measurements. Any excess is charged for at the rate
of 2s. 6d. per cubic foot. The rate for freight is £2 ($9.72) per ton of
40 cubic feet, general cargo.
CANALS, RAILWAYS, AND HIGHWAYS.
There are no canals or railway lines in this colony. Interisland and
river traffic is done by small sailing craft and steam launches owned by
private parties and the sugar companies.
The only approaches to macadamized roads are in the two principal
towns of this colony, Suva and Levuka.
The great highway for these islands is the sea. The means of com-
munication between the different plantations and the native towns over-
land are foot and bridle paths not worthy the name of roads usually
running along the coast and banks of rivers.
BENJAMIN MORRIS,
Vice Commercial Agent.
LEVUKA, January 1, 1895.
J
654
HIGHWAYS OF COMMERCE.
;
TAHITI.
OCEAN LINES.
Notwithstanding the somewhat remote situation of Tahiti there are
two important ocean lines having termini here.
American Line. The older and the more important line is that
between Tahiti and San Francisco, Cal. Three American steamers are
engaged in the service, making regular monthly trips each way between
the two ports. The Colonial Government of Tahiti has for a number
of years granted to this service an annual subsidy of $15,000 for trans-
portation of mails. These vessels must also call at Taiohoe, Marquesas
Islands, on the down trip from San Francisco, to deliver mails.
The distance direct between Tahiti and San Francisco is 3,700
miles, and via Marquesas 4,000 miles. The usual average trip from
San Francisco, via Taiohoe and Tahiti, is twenty-eight days, and from
Tahiti to San Francisco, thirty-three days.
Although these vessels are only about 350 tons register, they are
exceedingly comfortable, and the passenger accommodation is excellent.
Passenger rates: First-class, $90; second-class, $45.
Freight rates: From San Francisco, $8 per ton, and from Tahiti, $6
per ton. Agents at San Francisco, J. Pinet & Co.
New Zealand Line.—The British steamship Richmond has for a num-
ber of years made eleven trips per annum between Tahiti and Auck-
land, New Zealand, calling each way at the islands of Raiatea and
Rarotonga. This vessel receives a subsidy of $4,000 per annum for
transportation of mails.
The distance direct between Tahiti and Auckland is 2,400 miles;
via Raiatea and Rarotonga, 2,550 miles. The average trip between
Tahiti and Auckland is eleven days.
The Richmond is about 850 tous register, and accommodation for pas-
senger service is good.
Passenger rates: First class, $100; second class, $60.
Freight rates: Both ways and to intermediate ports, $12 per ton.
INTERISLAND LINES.
Marquesas route.-The regular mail schooner between Tahiti and the
Marquesas Islands, via the Island of Fakarava, receives a Government
subsidy of about $2,000 per annum.
The distance from Tahiti to Fakarava is about 180 miles, and to
Taiohoe, Marquesas, 750 miles. Average trip from Tahiti to the Mar-
quesas, fourteen days; return trip, eight days. This line includes
calling each way at Fakarava.
Passenger rates: To Fakarava, first class, $9.50; second class, $4.50;
to Marquesas, first class, $38.50; second class, $25.
HIGHWAYS OF COMMERCE.
655
Freight rates: To Fakarava, $5 per ton, and to the Marquesas, $6
per ton.
The same rates are charged each way.
Gambia-Tubuai route.-This route was established several years ago.
A small schooner is employed for the service, and receives a subsidy of
$2,400 per annum for transportation of mails. This vessel makes six
round trips a year. The distance between Tahiti and the Gambier
Islands, via Tubuai, is about 900 miles.
I am unable to obtain any information regarding passenger and
freight rates.
Moorea route.-There is regular weekly communication between
Tahiti and Moorea, an island some 20 miles distant. This service is
performed by a small steamer of about 70 tons register, which receives
from the local government a subsidy of $1,560 per annum.
Passenger rate, $2; freight rate, $1.50 per ton.
The foregoing are the only regular routes of interisland communica-
tion at present established. All the principal islands of the colony
can, however, be reached by the many trading schooners. It is impos-
sible to state passenger and freight rates, much depending upon dis-
tance and other circumstances.
HIGHWAYS.
Tahiti has much to be proud of in the condition of its highways and
roads. The so-called "Broom Road" nearly circles the entire island; it
is 110 miles in length. This road, although narrow, being on an aver-
age 40 feet in width, is kept in excellent order, as are other roads
in the town of Papute and the adjacent districts. On other islands
there are also roads, the condition of which, however, can not be com-
pared favorably with that of roads in Tahiti.
J. LAMB DOTY,
TAHITI, January 1, 1895.
Consul.
HAWAIIAN ISLANDS.
RAILWAYS.
The principal railway on these Islands is on the Island of Oahu, and
runs between the city of Honolulu and Ewa Mill. It is controlled by
a corporation, the Oahu Railroad and Land Company. The total
length of the line is 23.3 miles, and it is well constructed and kept
in excellent order. It is a single-track road. There are two passen-
ger trains daily, each making the round trip between Honolulu and
Ewa Mill.
656
HIGHWAYS OF COMMERCE.
The following table will show the passenger traffic on this road for
the years 1891, 1892, and 1893:
Statistics of passenger traffic.
Number of passengers carried.
Passenger earnings...
Number of passengers carried 1 mile.
Average number of miles each passenger carried...
Average receipts per passenger.
Average receipts per passenger per mile..
Average earning per mile of road..
Sources of passenger receipts:
Commutation and 1,000-mile tickets
Excursion...
Regular passenger traffic.
Total..
1891.
1892.
1893.
92,794
103, 644
$38, 021.55 | $29, 204. 20
1, 147, 713
963, 483
11.07
$0.367
$0.033
$2,055. 22
10.38
82, 633
$24, 767,35
844, 342
10.21
$0.314
$0.03
$1,578. 60
$3,671.00
4, 148.90
$2,728.70
2, 576. 65
30, 201. 65
23, 898.85
$0.299
$0.029
$1, 338. 77
$2,697.95
1, 053. 75
21, 015. 65
38, 021. 55
29, 204. 20
21, 767. 35
The total amount of freight receipts for 1893 was $33,999.74, and
the total freight moved during that period was 24,910 tons.
The equipment of the road available for service January 1, 1894, was
as follows:
Locomotives
Passenger cars
Combination cars.
Excursion cars
Number.
Number.
3
Cattle cars
3
6
Hand cars.
4
2
Push cars
3
6
10
Water car (capacity, 2,000 gallons) .
Land pile driver..
1
1
3
Box cars
Flat cars
During the year 1894 two locomotives and a number of freight cars
have been added to the rolling stock of this road.
It has been determined to extend the road 54 miles beyond Ewa
Mill to Kahuku Plantation. Fifteen miles of the new road have been
graded, to Waianae Plantation, and the ties and rails for this section
have been purchased and are now in transit to that place.
The Kahului Railway, which transportation route of the Island of
Maui has for its terminal points Paia and Wailuku, is 13 miles in length.
Its equipment consists of 3 locomotives, 2 passenger cars, 1 baggage
and mail car, 30 freight cars, and 48 platform and box cars.
The Hawaiian Railway, on the Island of Hawaii, is 20 miles in length
and runs between Mahukona and Niulii. Its equipment consists of 3
locomotives and 56 cars.
INTERISLAND STEAMSHIP LINES.
Interisland Steam Navigation Company.-This company has its office
in Honolulu, and its vessels ply between the islands of this group.
The steamers in service are:
W. G. Hall...
Mikahala.
Iwalani...
Waialeale..
Keauhou..
James Makee...
Pele
Kaala.
Name.
Tonnage. Length. Breadth. Depth.
Feet.
Feet.
Feet.
380
158
30.06
12.08
354
151
29.08 12.03
240
146
28
11.06
176
120
27
9.08
193
121
28.02
9.06
137
111
25.06
9.06
134
102
32.06
9.07
91
94
21
8.33
HIGHWAYS OF COMMERCE.
657
Wilder's Steamship Company.-This company has its headquarters at
Honolulu and owns seven steamboats, which ply between the various
islands of the group.
The vessels owned by this corporation are as follows:
Claudine..……
Kınau………
Likelike.
Hawaii..
Kilauea Hou...
Lehua.
Mokolii
Name.
HONOLULU, January 1, 1895.
Tonnage.
Horse-
power.
Length. Breadth. Depth.
Feet.
Feet.
Feet.
609. 16
1,000
178.67
32
15
773. 07
700
196
31
15
382. 34
525
168
27
17
227.44
400
159
32
10
153.85
200
119
24
10. 01
129.80
250
116
24
8.06
42.21
125
84
18
7
ELLIS MILLS,
Consul-General,
OCEAN LINES.
Consul-General Mills having omitted any particulars concerning the
ocean lines calling at Honolulu, the following is compiled from the
Hawaiian Annual, the report of the United States Commissioner of
Navigation; the Oregonian, of Portland, Oreg.; the San Francisco
Chronicle, and the report of Consul Myers, of Victoria, British Colum-
bia, pp. 27-31 of this volume:
The Hawaiian Annual prints a list of ocean steamships scheduled to
arrive at and depart from Honolulu during the year 1895, from which
the following is compiled: San Francisco, 34 steamships from and 32
for; colonies, 23 steamships from and 23 for; Vancouver, 12 steamships
from and 12 for; China and Japan, 11 steamships from and 11 for;
total arrivals, 80; total departures, 78.
The steamships having Vancouver for their starting point, as given
in the Hawaiian Annual, belong to the Canadian and Australasian
line. Consul Myers, of Victoria, British Columbia, in his report, says:
This line was opened in 1893, the first trip being made by the Miaweru, since then
disabled and returned to England for repairs. The vessels now in service are the
Warrimoo and Arawa. They are of 5,000 tons register, thoroughly seaworthy, of
good power, and well fitted for both passenger and freight business. The terminal
points are: Vancouver to Honolulu, 2,410 miles; Vancouver to Sydney, 6,824 miles.
The first-class fare from Vancouver to Honolulu is $75; to Suva or Sydney, $200.
Through freight rates run from $5 to $24 per ton, according to classification. The
steamers stop at Victoria, British Columbia, going and coming, landing at the outer
wharf. They make stops of several hours at Honolulu and Suva.
The steamers Belgic, Coptic, and Gaelic, of the Occidental and Orien-
tal Line (British) do an express, passenger, and mail service, alternat.
ing with the Pacific Mail Steamship Company's vessels, between San
533A -42
658
HIGHWAYS OF COMMERCE.
Francisco and Yokohama and Hongkong, and were booked, according
to the Hawaiian Annual, for nine outward and the same number of
homeward calls at Honolulu for 1895.
The steamers China, Peru, City of Peking, and City of Rio de Janeiro,
of the Pacific Mail Steamship Company's line (American), express and
passenger mail service, San Francisco to Yokohama and Hongkong,
and return, call at Honolulu occasionally, according to the report of
the United States Commissioner of Navigation, but they were booked
in the Hawaiian Annual for twelve outward and the same number
of homeward calls at Honolulu for 1895. The tonnage of these steam-
ships is given as follows: City of Peking, 5,000; City of Rio de Janeiro,
3,548; Peru, 3,528; China, 4,940. The China flies the British flag; the
others fly the United States flag. The first two are iron, and the last
two steel vessels.
The vessels of the Oceanic Steamship Company (American), express,
passenger, and mail service, run from San Francisco to Honolulu three
times a month, and to New Zealand and Australia once a month, accord-
ing to the report of the Commissioner of Navigation.
OCEAN DISTANCES.
The Hawaiian Annual prints the following as the distances from
Honolulu :.
To-
Nautical
miles.
To-
Nautical
miles.
To---
Nautical
miles.
San Francisco..
2, 100
Samoa.....
2,290
Portland
Hongkong
4,800
2, 460
Fiji
2,700
Yokohama
Panama.
3, 440
4, 620
Auckland
3, 810
Victoria..
Tahiti..
2, 380
2, 360
Sydney...
4, 480
Ocean Island..
1,250
APPENDIXES.
659
APPENDIX A.
OCEAN LINES FROM UNITED STATES
PORTS.
[From the report of the U. S. Commissioner of Navigation for 1894.]
Following is a review of established means of steam communication
by sea between the ports of the United States and foreign countries.
By the phrase "established means of steam communication" the design
has been to include, first, steamship lines owning certain steamships.
which ply at stated periods between the United States and other coun-
tries, and, second, lines of communication of reasonable regularity,
usually a freight service, established by steamship companies, charter-
ers, or agents, making use of such steamships as are available for the
particular service required. These vessels will change from time to
time, the same steamship possibly making only one, two, or three trips.
on one “line” and then being employed by others. In such cases the
effort has been made to give a reasonably exact view of the extent of
the "line," nature of its service, and class of vessels employed, enumer-
ating only enough vessels to convey this information, without giving
all the steamers employed during the year. Such a statement can not
be made with the certitude of official figures, but must observe a sense
of proportion. The figures as to regular lines are approximately com-
plete. The figures as to the second class of lines are full, but known
to be incomplete. Beyond these two classes, steam communication
between the United States and foreign countries is carried on by occa-
sional steamships, chartered for single voyages as the conditions of
trade and supply of freight may demand. For obvious reasons, no
effort to cover this field has been made, such trade lacking the
regularity of service on which, as far as possible, the following review
is based.
The Bureau expresses its appreciation of the prompt, courteous, and
full replies made to nearly every request, by the officers, agents, and
managers of steamship lines, for the information on which, in the main,
the tabulations are based.
Collectors of customs at all seaports were requested to address and
forward to the president, secretary, or principal agent, resident at that
port, of lines of steamships plying between that port and foreign
countries copies of the following circular:
TREASURY DEPARTMENT, BUREAU OF NAVIGATION,
Washington, D. C.,
"
SIR: The Bureau of Navigation, Treasury Department, wishes to ascertain as
fully as practicable and report the present means of communication by established
661
662
HIGHWAYS OF COMMERCE.
lines of steamships between the ports of the United States and those of foreign
countries. To this end you are respectfully requested to furnish information upon
the following matters relating to your line:
First. List of the steamships of the line plying regularly between American and
foreign ports, with the nationality, gross tonnage, average number of crew, and
approximate value of each steamship.
Second. Schedule indicating ports of regular clearance and entry of the line, with
frequency of sailings and usual period of voyage.
Third Capital stock of the company.
line?
Is any American capital invested in the
Fourth. A copy of any printed pamphlet or circular, prepared for distribution,
giving information as to the line.
Fifth. Such further information as can be furnished, consistently with private
interests, bearing upon the inquiry.
Where information desired was not supplied directly, collectors of
customs, daily and weekly sailing lists, Lloyd's Register, the Répertoire
Générale of the Bureau Veritas, and the tonnage tax reports to this
Bureau were consulted to make the review as complete as possible. No
replies were received from Galveston and Mobile, which are accordingly
omitted. The tonnage reports for the year from Galveston show that
about 25 chartered steamships, chiefly British, in steady employment
were needed to carry its trade to foreign ports, and that Mobile's trade,
chiefly in fruit from the West Indies and Central America, required the
steady service of 10 chartered steamships, mainly Norwegian. The
direct replies from New Orleans were incomplete, but the facts have
been in the main supplied from other sources named. Wilmington,
Del., Newport News, Norfolk, Charleston, and Savannah have also a
carrying trade direct with foreign ports by occasional chartered vessels,
but its irregularity impedes a statement of it in lines of established
steam communication.
The statements embrace 648 steamships, of a tonnage in round num-
bers of 2,000,000 gross tons and of a value in round numbers of $155,-
000,000, manned by 42,000 men. To determine the tonnage, capital,
and men to meet the continuing requirements the year round of our
over-sea steam navigation, additions must be made for the service
afforded by steamships chartered for occasional voyages at irregular
periods not included in these figures, and for omissions. An addition
to the figures above of 300,000 tons, valued at $15,000,000 and manned
by about 6,000 men, would be a reasonably accurate statement of the
steam tonnage in continuous employment required for our foreign trade.
Of these 648 steamships, 88 bear the American flag, and of these, 19
are foreign-built vessels admitted to American registry. A few are
wooden vessels. Americans own a steam tonnage in foreign trade
under foreign flags considerably greater than tonnage of a correspond-
ing value under our own flag. The tables show 64 steamships under
the British, Belgian, and Hawaiian flags, a majority interest in which
is held by American capital. An inquiry into the facts of ownership
borders so closely upon the line of governmental interference with pri-
HIGHWAYS OF COMMERCE.
663
vate business that this Bureau has made no effort to push that inquiry,
but has merely invited information on the subject, which in some
instances has been freely tendered, as the tables indicate. The replies
do not, however, cover the entire field, and doubtless other steamships
in the lists besides those indicated by italics are owned and controlled
by American capital. This is indisputably the case in the West Indian
fruit trade and the petroleum export trade, both of which are inad-
equately covered by the following tables. Information as to ownership
under foreign flags, which is of prime consequence to legislative solution
of our shipping problems, doubtless would have been more freely fur-
nished had there been no apprehension on the part of American's
engaged in the foreign steam trade, under the only conditions in which
it appears to be possible, that their investments might subject them to
newspaper criticism.
So long as the laws forbid Americans to put under the flag and laws
of their own country their own shipping purchased abroad, this Bureau
has not deemed it feasible to put to shipowners the purely hypothetical
question whether, if the laws were changed, they would avail them-
selves of their own flag and their own laws.
It is assumed that Americans prefer their own flag and the protection
of their own Government, and that when they are unable to show that
preference the laws require amendment. Attention is particularly
directed to the fact that the purchase of steamships abroad by Amer-
icans has developed rapidly during the last five years, as indicated by
the recent year of build of the vessels so owned.
The tables return 360 vessels under the British flag and 13 under the
Belgian flag; but, as already indicated, the distinction of flag is mis-
leading, American citizens owning nearly all the steamships under the
Belgian flag and a considerable percentage of those under the British
flag. Seventy-five German vessels, 33 Norwegian, 29 French, and 20
Dutch vessels are returned, and the remainder under various flags.
The summaries observe the following order: First, concise statement
of the flag, capital stock, when given, American investment, general
nature of service, and period of voyage of the several lines, arranged
under each port geographically, beginning with lines to Great Britain,
with which the bulk of our transatlantic trade is conducted; then Ger-
many, France, and other European countries, Asia, Africa, and South
America. Trade to Central American, West Indian, Gulf, and Carib-
bean foreign ports, and to the British colonies of North America,
which is essentially a coasting trade as a matter of navigation, though
classed as foreign on account of political divisions, is placed last. The
numeral before each line is for ready reference to the corresponding
numeral in the table of steamships with which each line conducts its
trade from the same port.
The table of steamships gives, first, the name of each vessel. Names
italicized indicate that a controlling interest in the vessel is American.
664
HIGHWAYS OF COMMERCE.
The letter (a) indicates a foreign-built vessel admitted to American
registry; the letter (b) a vessel built in the United States. The flag
under which the steamship sails, its gross tonnage, material of construc-
tion, and year of build follow. An approximate statement of the
number of crew and value of each vessel has been furnished in many
instances. Where not furnished, the Bureau, on the basis of informa
tion furnished by other lines, the description of the vessel, year, and
material of construction, etc., gives in brackets an approximation of
the total number of crew and value of fleet of each line. The purpose
of this line of inquiry has been, not to ascertain the precise value of
each vessel and the size of its crew, but to get some measure of the
field for capital and labor which established lines of steam communica-
tion to foreign ports already afford. The estimates are to be taken
with that qualification. It is noted, too, that the valuations owners put
on their vessels differ widely, some placing high, some low values upon
them. Such variations in the aggregate doubtless offset one another.
A table of registered steam vessels of the United States, not included
in the tabulation, is printed at the end of this Appendix, so that the
view of American steam vessels registered for foreign trade shall be
complete.
NEW YORK TO GREAT BRITAIN.
1. International Navigation Company (American, British, Belgian
flags).-Capital stock, of which the controlling interest is Amer-
ican. Express, passenger, and mail service weekly to Southampton.
Average period of voyage, under 7 days. (See also Philadelphia.)
2. Cunard Line (British).-Capital stock, in round numbers, $10,000,
000. Express, passenger, and mail service weekly to Queenstown and
Liverpool. Average period of voyage, under 7 days. (See also Boston.)
3. White Star Line (British).—Express service weekly to Queenstown
and Liverpool. Average period of voyage, under 7 days. Also freight
line.
4. Anchor Line (British)-Express, passenger, and mail service weekly
to Moville and Glasgow.
5. Guion Line (British).-Biweekly express, passenger, and mail serv
ice to Queenstown and Liverpool. (This line was given up during the
year.)
6. National Line (British).-Capital stock, $1,000,000. Weekly freight
and live-stock service to London, the passenger service having been
abandoned. Average period of trip, 12 to 14 days. (This line is the
pioneer line in carrying across the Atlantic meat in refrigerators and
live stock; the Greece, in March, 1876, having taken out the first raw
meat, and the same ship in 1877 the first live cattle.)
7. Arrow Line (British).-Capital stock, $130,000, of which about
$6,000 is American capital. Service, principally freight. Average
period of voyage to Leith and Dundee, 10 days.
HIGHWAYS OF COMMERCE.
665
8. Manhanset Line (British flag).-Capital stock, $962,500; all Amer-
ican capital with the exception of one small interest. (See also Balti-
more.) Service every 10 days to Bristol and Swansea, Wales.
9. Bristol City Line (British).-Semiweekly freight service to Bristol
and Swansea and ports in the British Channel.
10. Wilson Hill Line (British).-Service, chiefly freight, to London
about every week, according to conditions of trade. Average period
of voyage, 14 days.
11. Wilson Line (British).—Weekly service to Hull and fortnightly
service to Newcastle, chiefly freight. Average period of voyage to
Hull, 14 days; Newcastle, 16 days.
12. Allan-State Line (British).—Weekly service to Glasgow. (See also
Philadelphia, Boston, Portland.) -
13. Atlantic Transport Line (British flag).—Capital, $3,000,000, almost
exclusively American. Weekly passenger service to London. Average
period of voyage, under 11 days. (See also Baltimore and Philadelphia.
14. Sumner Line (American).-Irregular freight and cattle service to
Liverpool by chartered steamships of various flags.
15. Lamport & Holt Line (British).-Freight service at varying
periods to Liverpool. (See also New Orleans.)
16. Knott's Prince Line (British).—Freight service to British ports at
irregular periods. Also to South American and West Indian ports by
steamships changed and dispatched according to the requirements of
trade on the various lines of service.
NEW YORK TO GERMANY.
17. North German Lloyd (German).-Express, mail, and passenger
service to Bremen, touching at Southampton, twice a week. Average
period of voyage, 8 days. Freight service twice a month; average
81
time, 14 days.
18. Hamburg-American (German).-Weekly express, mail, and pas-
senger service to Hamburg, via Southampton. Average period of
voyage, 7 days. Weekly mail and passenger service to Hamburg;
return via Havre; average period of voyage, 10 to 11 days. Semi-
monthly freight service to Hamburg direct; average period of voyage,
13 to 14 days. (See also Boston, Baltimore, Philadelphia, New Orleans.)
19. Union Line (German).-Fortnightly passenger and freight serv-
ice to Hamburg. Round trip, 6 weeks.
NEW YORK TO FRANCE.
20. Compagnie Générale Transatlantique (French).-Capital stock, in
round numbers, $8,000,000. Express, passenger, and mail service,
weekly, via Southampton to Havre. Average period of voyage, under
9 days.
21. Compagnie Nationale de Navigation de Marseille (French).—Capi- `
tal stock, $1,500,000. Passenger and freight service to Marseilles and
666
HIGHWAYS OF COMMERCE.
Naples, sailings depending upon traffic. Average period of voyage,
18 days.
22. Nouvelle Compagnie Bordelaise de Navigation (French).-Capital
stock, $150,000; partly American. Monthly freight service to Bordeaux.
23. Cyprien Fabre Line (French).-Fortnightly service to Marseilles
(under 17 days) and Naples (under 18 days).
NEW YORK TO THE NETHERLANDS.
24. Netherlands-American Line (Dutch).-Capital stock, $1,680,000.
Express, passenger, and mail service, semiweekly to Rotterdam and
Amsterdam, calling at Boulogne. Average period of voyage, from 9 to
14 days.
25. North American Transport Line (British flag, American charter-
ers).-Freight service to Rotterdam every 10 days. Average period of
voyage, 15 days.
NEW YORK TO BELGIUM.
1. International Navigation Company (American).-Red Star Line
(under Belgian flag). Semiweekly passenger and mail service to Aut-
werp.
[11.] Wilson Line (British).-Fortnightly service, chiefly freight, to
Antwerp.
NEW YORK TO THE BALTIC.
[18.] Hamburg-American (German).-Scandia Line. Fortnightly to
Christiansand, Gothenburg, Copenhagen, and Stettin. Average period
of voyage, 15 days.
26. Thingvalla Line (Danish).-Capital stock, $536,000. Service
every 10 days to Christiansand, Christiania, Copenhagen, and Stettin.
NEW YORK TO PORTUGAL AND SPAIN.
27. Linha de Vapores Portuguezes (Portuguese).-Passenger and
freight service to the Azores, Oporto, Lisbon, and Cadiz. Round trip,
6 to 8 weeks.
28. Empresa Insulano (Portuguese).-Passenger and freight service
to the Azores, Cape Verde and Canary islands, and Lisbon every 6
weeks. Usual period of voyage to Lisbon, 15 days.
NEW YORK TO THE MEDITERRANEAN.
[4.] Anchor Line.—To Gibraltar, Naples, Genoa, Leghorn, Messina,
and Palermo. The service is not regular, but about once a fortnight.
Steamers in this service load, according to freight offering, for Glasgow,
Liverpool, or Mediterranean ports.
[17.] North-German Lloyd.-To Naples twice a month. Average
period of voyage, 11 days, in conjunction with Hamburg-American Line.
To Genoa twice a month; average period of voyage, 15 days.
HIGHWAYS OF COMMERCE.
667
[18.] Hamburg-American.-To Naples twice a month. Average period
of voyage, 11 days, in conjunction with the North-German Lloyd Line.
29. Navigazione Generale Italiana (Italian).-Capital stock, $10,600,-
000. Passenger and freight service fortnightly to Gibraltar (15 days)
and to Genoa (19 days.)
30. New York and Mediterranean Steamship Company.-"Phelps Line"
(British flag). American capital. Freight service to Mediterranean
ports.
NEW YORK TO CHINA AND JAPAN.
31. Barber & Co. (charterers).-Freight service about once in six
weeks by varying chartered vessels to Singapore, Hongkong, Shanghai,
Hiogo, and Yokohama, via Suez, calling at Hodeida and Aden.
32. Perry & Co. (charterers).-Same as above.
NEW YORK TO AFRICA.
33. Union Clan Line and American and African Line (British).—Alter-
nate monthly freight service to South and East African ports by vary
ing chartered vessels.
NEW YORK TO THE RED SEA AND EAST INDIAN PORTS.
34. Daniel Bacon (charterer).—Bimonthly freight service to Jeddah,
Hodeida, Aden, and Bombay by varying chartered steamers.
NEW YORK TO SOUTH AMERICA.
35. Red D Line (American).—Mail, express, and passenger service
every 10 days to Curacao, Puerto Cabello, La Guayra. Average round
trip, 23 days. Also freight line to Maracaibo (1 steamer); round trip,
30 days. Also 1 steamer connecting Curacao and Maracaibo, and 1
steamer connecting Curacao and Le Vela de Coro.
36. Robert M. Sloman's Line (German).-Freight service monthly to
Rio de Janeiro, Pernambuco, and Santos. Average round trip, 90 days.
(See also Baltimore.)
37. Booth Steamship Line (British).-Monthly freight service to Para
and Manaos; return via Barbados. Average round trip, 7 weeks.
Also monthly freight service to Para, Maranhau, and Cera or Pernam-
buco, thence to London, and return via same ports to New York.
38. Red Cross Line (British).-Freight and mail service to various
ports in Brazil.
39. Demerara Line (Norwegian flag, L. W. & P. Armstrong, char-
terers). Freight service once a month to Demerara, British Guiana.
[15.] Lamport & Holt Line (British).—Freight and passenger service
every 10 days to Pernambuco, Rio de Janeiro, and Bahia. Also
Montevideo, Buenos Ayres, and Rosario at irregular intervals. The
company owns 70 steamers, which are interchanged from one service to
another according to the requirements of trade.
668
HIGHWAYS OF COMMERCE.
Knott's Prince Line. (See above.)
40. Norton Line (British).-Freight service semimonthly to Monte-
video, Buenos Ayres, and Rosario; return via Rio de Janeiro.
41. W. R. Grace & Co., Merchants' Line (British flag).-American
capital, $650,000. Monthly freight service to ports on west coast of
South America.
NEW YORK TO CENTRAL AMERICA.
42. Pacific Mail Steamship Company (American).-Capital stock,
$20,000,000. Express, passenger, and mail service weekly to Colon.
Average period of voyage, 7 days. (See also San Francisco.)
43. Columbian Line (American; Panama Railroad Company, char-
terers).-New York to Colon every 10 days. Average period of voyage,
7 days. (See also San Francisco.)
44. Central American Steamship Line (James Rankine, charterer).-
Fortnightly passenger and freight service to Jamaica, Belize, Grey-
town, and ports in Honduras and Nicaragua.
45. Merchants' Regular Line (R. Williams, jr.).-Service to Jamaica,
Colon, Greytown, Bluefields, and ports of Nicaragua.
46. Nicaragua Line (Hurlbut & Co., charterers).-Fortnightly serv-
ice to Bluefields and Bocas del Toro.
47. H. Dumois & Co. (charterers).-Freight service, chiefly banana
trade, to Baracoa and Gibara by chartered steamers, varying accord-
ing to season and trade from weekly to bimonthly. (See also Boston
and Philadelphia.)
NEW YORK TO WEST INDIES AND MEXICO.
48. New York and Cuba Mail Steamship Company (American).-Cap-
ital stock, $2,500,000; all but $300,000 American. Express, passenger,
and mail service to Havana, Matanzas, and Central American ports.
Also fortnightly to Nassau, St. Jago, and Cienfuegos.
49. Koninklijke West-Indische Maildienst (Dutch).-Every three weeks
to Haiti, Curaçao, Porto Cabello, La Guayra, Trinidad, Demerara,
Paramaribo, and other West Indian and South American ports to
Amsterdam.
50. Campañía Transatlántica Española (Spanish).-Passenger and
mail service three times a month to Havana, Mexico, United States of
Colombia, and Venezuela.
51. Atlas Line (British).—Passenger and mail service to Haiti and
ports of United States of Colombia fortnightly; to South Haiti and
Port Limon fortnightly; to Kingston, Jacmel, and Aux Cayes fort-
nightly. Also special winter passenger service to the West Indies.
52. Clyde's Dominican Line (American).--Fortnightly service to ports
of Santo Domingo.
53. Clyde's Haitien Line (American).-Monthly service to ports of
Haiti.
HIGHWAYS OF COMMERCE.
669
54. New York, Bermuda, and West India Line (British).-Fort-
nightly passenger and mail service to Bermuda. Average period of
voyage, under 3 days.
55. Bahama Steamship Company (British).-Capital stock, $80,000, of
which Americans own one-fourth. Passenger and mail service monthly
to the Bahamas.
56. Waydell & Co. (charterers).-Monthly service to Matanzas and
north Cuban ports. Round trip, 16 to 20 days. Also monthly to St.
Iago de Cuba and Cienfuegos. Round trip, 28 to 30 days.
57. New York and Porto Rico Line (charterers).-Fortnightly freight
service to Porto Rico. Round trip, 4 weeks.
58. Trinidad Line (Christall & Co., charterers).-Freight service to
Granada, Trinidad, and Demerara. Usually weekly by chartered
vessels.
59. Quebec Steamship Line (British).—To St. Thomas, St. Croix,
Guadeloupe, Martinique, St. Lucia, and Barbados.
Knott's Line. (See above.)
60. Munson Line (charterers).-Irregular freight service to Cuban
ports, usually every 10 days by changing chartered vessels. Average
period of round trip, 30 days. (See also Philadelphia and Norfolk.)
NEW YORK TO BRITISH PROVINCES.
61. Red Cross Line (British).-Capital stock, $375,000, partly Ameri.
can. Passenger and freight service every 10 days to Halifax, Nova
Scotia, and St. Johns, Newfoundland. Average period of round trip,
18 days.
1. INTERNATIONAL NAVIGATION COMPANY.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [ ] are approximate.]
Name.
AMERICAN LINE.
Paris (a)
New York (a)
Conemaugh (a)
Berlin
Chester
ANTWERP, RED STAR LINE.
Friesland
Westernland
Noordland
Rhynland..
Belgenland
Nederland
Waesland..
Flag.
Gross
tons.
Material.
Year No.
built.
Value.
crew.
American
..do
10, 508
10, 508
Steel...
....do
1889
1888
.do
2, 328
Iron
1882
British
..do
5,526
...do
1874
4, 470
..do
1873
Belgian.
7,116 Steel.
1889
..do
5,736 ....do
1883
..do
5, 212
•
...do
1883
....do
3, 689
Iron
1879
...do
•
3,692
...do
1878
...do
2,839
...do
1873
.do
4, 752
..do
1882
66, 376
[2, 500]
[$6,000, 000]
Campania..
Lucania
Etruria.
Umbria...
Aurania
Servia
2. THE CUNARD STEAMSHIP COMPANY.
British
...do
12, 950
12,950
Steel...
...do
1893
$3,000, 000
1893
3, 000, 000
..do
8, 120
.do
1884
1, 000, 000
...do
8, 128
...do
1884
1,000,000
..do
7,269
..do
1883
..do
·
7,392
..do
1881
800,000
700,000
56, 809
[2, 300]
9,500,000
670
HIGHWAYS OF COMMERCE,
3. WHITE STAR LINE.
[(a) Foreign-built vessel, admittted to American registry; (b) built in the United States. Figures in
brackets [ ] are approximate.]
Name.
Flag.
Gross
tons.
Material.
Year
built.
No.
Value.
crew.
EXPRESS.
Majestic
British
9, 933
Steel.
1889
Teutonic
...do
9,952
....do
Germanic.
..
1889
..do
5, 008
Iron
Britannic .
1874
...do
5, 004
....do
1874
Adriatic.
do
3,887
..do
1871
FREIGHT.
Cevic
British
8,301
Steel....
Bovic...
1893
...do
6,583
Nomadic.
.do
1892
..do
5, 749
..do
Tauric.
1891
...do
5,727
..do
Cutic
Runic.
1891
..do
4, 639
..do
1888
..do
·
4, 649
...do
1889
69, 432
[[1,800] | [$8, 000, 000]
4. ANCHOR LINE.
Anchoria
British
4, 168
Iron
1874
•
Circassia
...do
4, 272
..do
1878
City of Rome.
..do
8, 415
..do
1881
Devonia
....do
4, 270
..do
1877
Ethiopia..
...do
·
4, 004
..do
1873
Furnessia
...do
5, 485
...do
1880
MEDITERRANEAN.
Alsatia
Belgravia.
Bolivia
Britannia...
California..
Elysia
British
2,799❘ Iron
1876
..do
5,000 ...do
1881
...do
4,050 ....do
·
1873
..do
....do
3,069 ...do
3, 410....do
1879
1872
..do
2,733
Hesperia..
India
...do
3,027
..do
....do
1873
1882
•
..do
2, 476
....do
1868
Italia.
..do
·
2,245
..do
1872
·
Olympia.
Scotia.
Victoria
❤
...do
2,051
..do
1871
..do
3,287
..do
1889
..do
3, 242 ....do
1872
68, 003
[2, 500]
[$3,000, 000]
5. GUION STEAMSHIP COMPANY.
Alaska
Arizona
British
..do
6, 900
Iron
6,000....do
1881
1879
12,900
[400]
[$600,000]
6. NATIONAL LINE.
America
Europe
Spain..
England
British
5, 157
Steel..
1891
..do
5, 302....do
1891
•
..do
4, 512
Iron
1871
..do
4,897 ....do
1865
France..
..do
4, 281
..do
1867
* $3,500, 000
Greece.
.do
-
4.309 ..do
1863
Deumark
...do
...
3, 723 ....do
1865
The Queen..
..do
4, 457
..do
1865
36, 638
[390]
* Cost price.
HIGHWAYS OF COMMERCE.
671
7. ARROW LINE.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [ ] are approximate.]
Name.
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
Croma
Croft.
British
…….do
3, 187
Iron
1883
2,675
Stoel.
1891
Critic..
....do
2, 601
Iron
1881
Principia...
...do
2, 749
..do
1881
$150,000
130, 000
85,000
60, 000
11, 212
[150]
425,000
Manhanset……….
British
Mohican
.do
•
Monomoy
...do
Massassoit
..do
8. MANHANSET LINE.
2, 684
Steel...
1891
$160,000
2,728
....do
1892
100,000
2,783
...do
1892
160,000
2,783
..do
1892
160,000
10,978
[150]
640, 000
9. BRISTOL CITY LINE.
Boston City..
Chicago City
Wells City.
Jersey City.
Kansas City
British
..do
2, 334 Iron
1882
•
2,324
Steel..
1892
...do
•
1,814 ...do
1890
..do
1,936 Iron
1882
...do
3,679 Steel...
1889
Exeter City.
...do
2, 198....do
1887
Llandaff City
....do
1,936
Iron
1882
Brooklyn City.
.do
1,726
..do
1881
17,947
[200]
[$750,000]
10. WILSON-HILL LINE.
Lydian Monarch…….
British
3, 987
Steel..
1881
Alecto..
..do
3,607
do
Ludgate Hill.
1893
$243, 125
243, 125
...do
4, 063
do
1881
Richmond Hill.
..do
291, 750
4, 126....do
1882
291, 750
15, 783
[165]
$1,069, 750
Francisco..
Martello.
Colorado...
Galileo..
Buffalo
Hindoo
ANTWERP.
11. WILSON LINE.
British
....do
4,604
3,709
Steel...
1891
$291, 750
Iron
1881
243, 125
·
...do
....do
4, 220
Steel..
1887
243, 125
3,060❘ Iron
1881
170, 188
..do
4,431 Steel.
1885
291,750
..do
3, 592....do
1889
243, 125
Sorrento
·
Othello
Lepanto
British
...do
2,208 Iron
1878
97, 250
2, 479....do
1872
97, 250
...
..do
2, 287 ....do
1877
97, 250
NEWCASTLE.
Chicago..
Marengo.
Saleruo
British
2,729 Iron
....do
1884
2,273
....do
97, 250
..do
1879
2, 062
...do
97, 250
1879
97, 250
37, 654
[500]
$2,036, 563
672
HIGHWAYS OF COMMERCE.
12. ALLAN LINE.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [] are approximate.]
Name.
Flag.
Gross
tons.
Year
No.
Material.
Value.
built.
crew.
State of California.
British
5,500
Steel.
1891
Norwegian..
...do
3, 523
Iron
1865
·
State of Nebraska.
Grecian..
....do
4,000
...do
1881
.do
3, 613 ....do
1879
16, 636
[280]
[$900,000]
13. ATLANTIC TRANSPORT LINE.
Manitoba
British
5, 672
Steel..
1892
Massachusetts.
..do
5, 673
..do
1892
Mohawk
..do
5,658
..do
1892
·
Mobile
..do
5, 780
..do
1893
Montezuma
...do
5, 504
....do
1891
Mariposa
....do
5, 305
...do
1891
Mississippi.
.do
3,732
...do
1890
37, 324
[700] | [$2,400,000]
14. SUMNER LINE.
Euskaro
St. Ronans.
Spanish.
British
2, 472 Iron
4, 457
..do
1886
1881
6, 929
[100] [$275,000]
15. LAMPORT & HOLT LINE.
Hevelius.
Bellucia
Belgian.
British
2, 611
Iron
1874
2,715 Steel.
1888
Galileo..
....do
3,060❘ Iron
1881
Lassell.
....do
1,955 ...do
1879
Queensland
..do
3,892
Steel..
1890
Maskelyne.
Belgian.
2, 605
Iron
1874
Rubens
British
2,077
Steel...
1887
Hubert
..do
1,922
..do
1894
·
Euclid...
Olbeis
..do
1,559
Iron
1877
-
Belgian..
2, 168
.do
1870
24,564
16. KNOTT'S PRINCE LINES.
[400] [$1,250,000]
Indian Prince.
Castilian Prince.
Turkish Prince..
•
British
..do
1,862
2, 316
Iron
1886
Steel..
1893
..do
1,986
Iron
1879
Asiatic Prince..
•
..do
2, 183
Steel.
1888
British Prince….
Lancastrian Prince.
...do
3,937
...do
1882
..do
1,746 Iron
1881
Oranje Prince..
..do
1.868
Steel..
1889
Tudor Prince.
....do
1,460
Iron
1884
Grecian Prince
..do
2,204
Steel..
1890
Arabian Prince..
..do
2,265
...do
1889
Kaffir Prince…..
..do
2, 228....do
1891
24, 055
[400] [$1,250,000]
HIGHWAYS OF COMMERCE.
673
17. NORTH GERMAN LLOYD.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [] are approximate.]
Name.
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
Havel...
German
6, 963
Steel..
1890
180
Spree
.do
6, 693
...do
1890
180
Lahn
..do.
5, 097
...do
1887
180
Saale
...do
4, 965
...do
1886
·
180
Trave.
..do
4,966
..do
1886
·
180
Aller
..do
4, 964....do
1885
180
Elbe...
..do.
4, 510
Iron
1881
180
Munchen
..do
4,796
Steel.
1889
60
H. H. Meier
..do
5,306
...do ..
1892
60
Roland
..do
3, 660
...do
1893
60
Wittekind.
..do
4,990
..do
1889
60
NAPLES.
Ems.
German.
4,728 Iron.
1884
180
Fulda.
...do
4,814....do
....do ...
1882
180
Werra
..do
4,815 ....do
1882
180
Kaiser Wilhelm II.
..do
6, 991
Steel..
1889
180
90, 067
2, 460 [$8, 000, 000]
EXPRESS.
18. HAMBURG-AMERICAN LINE.
Augusta Victoria……
German
7, 761
Columbia.
..do
7,363
Fuerst Bismarck
Steel...
...do
1889
300
1889
300
•
...do
Normannia
8,874
...do
1890
300
...do
8, 250
....do
1890
300
SCANDIA LINE.
Virginia
German
2, 884
Steel..
Venetia.
1891
75
....do
2,891
..do
Slavonia.
1891
75
...do
2,274
Iron.
Gothia..
1883
75
...do
2, 433
..do
•
1884
MEDITERRANEAN.
Suevia.
Wieland...
Gellert
German
..do
...do
3, 609
Iron
1874
75
...
3, 504
...do
1874
75
3, 533....do
1874
75
HAMBURG.
Scandia.
German
4,375
Iron
1889
75
Bohemia.
.do.
3, 423
...do
1881
75
·
Russia.
....do
4, 017....do
1889
75
Moravia
...do
3,739
....do
1883
40
Dania..
..do
·
4,379
Steel..
1889
75
Rhaetia.
Rugia
California
Italia....
Prussia.
Persia
Grimm.
..do
-
3, 553
..do
1883
•
40
..do
·
•
3,467
Iron.
1882
40
..do
...do
2,690
3, 498
..do
Steel.
1883
40
1889
40
..do
·
..do
..do
•
5,937
..do
1894
75
6,000
...do
·
1894
2,599
..do
1890
40
12
75
101, 053
2,340 [$6,0000, 00]
Amalfi.
Marsala..
Taormina.
Sorrento..
533A――43
19. UNION LINE STEAMERS.
German
..do
..do
-
2, 345
Iron
1881
2,397
..do
1882
·
·
2, 422
..do
1884
·
.do
2, 362....do
1881
****
40
$300,000
40
370,000
40
465,000
40
325,000
9,526
160
1,460,000
674
HIGHWAYS OF COMMERCE.
20. COMPAGNIE GÉNÉRALE TRANSATLANTIQUE.
[(a) Foreign-built vessels admitted to American registry; (b) built in the United States. Figures in
brackets [ ] are approximate.]
Gross
Name.
Flag.
Material.
tons.
Year No.
built. crew.
Value.
La Touraine.
French
8,863
Steel………….
1890
La Champagne .
do
7,087
..do
1885
La Bourgogne
..do
·
7,305
...do
1885
La Bretagne...
..do
7, 112
.do
1886
La Normandie…….
..do
6, 283
Iron
1882
La Navarre………
..do
6, 959
Steel……...
1892
43, 609
[1,600]
[$7, 000, 000]
21. COMPAGNIE NATIONALF DE NAVIGATION DE MARSEILLES.
Cachar.
French
3,645
Iron and steel.
1884
50
Cachemire
$200,000
..do
3, 360
..do
1884
50
Canton
..do
200, 000
3, 721
Iron
1882
50
Chandernagor
200, 000
...do
3,075
..do
1882
45
Cheribon
...do
175,000
3,075
....do
1882
50
Colombo.
175,000
.do
3, 733
..do
1882
50
Comorin.
200,000
...do
-
3,742
..do
1882
50
Hindoustan.
200,000
..do
2, 953
.do
1881
40
150,000
27,301
385
1,500,000
Chateau Lafite..
Panama
22. NOUVELLE COMPAGNIE BORDELAISE.
French
.do
3, 462
2, 118
Iron
..do
1881
·
45
$150,000
1881
30
100,000
5,580
75
250,000
23. CYPRIEN FABRE LINE.
Alesia
French
2, 851
Burgundia.
.do
2, 169
Britannia.
...do
Iron
....do
2,527 ....do
1882
1882
1881
Gergovia
....do
2, 144
...do
1883
36
Massilia
..do
3, 327
43
Neustria..
..do
2,959
Iron
1883
******
43
43
42
About$150,-
000 each.
15, 977
250
900,000
24. NETHERLANDS-AMERICAN LINE.
Spaarndam
Dutch
Maasdam
..do
Veendam
...do
Obdam.
...do
4,600
4,000 Iron
4,000....do
3,700 Steel.
Steel...
1881
120
1871
120
1871
120
1880
100
Werkendam
..do
3,700 ....do
1881
100
·
Amsterdam.
...do
•
3,650 Iron
1879
100
Rotterdam..
...do
Didam.
..do
2,800
Dubbeldam
Edam..
Zaandam
Schiedam
P. Caland
·
·
...do
..do
..do
•
...do
..do
3,500 ...do
2,800 ....do
3, 200
1878
100
Steel..
1891
70
1891
70
...do
1883
50
•
3,100
2,800
Iron
...do
·
1882
50
1874
50
2,600
...do .
1874
50
44, 450
1,100
[$2,500,000]
HIGHWAYS OF COMMERCE.
675
25. NORTH AMERICAN TRANSPORT LINE.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [] are approximate.]
Name.
Flag.
Gross
tons.
Material.
Year No.
built.
Value.
crew.
Loch Lomond..
British
2, 571
Steel...
1888
$125,000
Loch Maree..
Loch Etive
Carlisle..
Winchester...
...do .
..do
2,698
..do
1890
125.000
2, 138
....do .
1886
100,000
...do
.do
··
2, 141
Iron
1882
-
75,000
2, 198
..do
1882
75,000
11, 746
[175]
500,000
26. THINGVALLA.
Amerika
Thingvalla
Island
Danish
...do
....do
3,867
Iron
1872
105
$194, 500
2, 524
..do
--
1874
44
97, 250
2,844
..do
1882
58
97, 250
Norge
Hekla
..do
.do
..
3, 359
...do
1881
60
97, 250
•
3, 258
...do
·
1884
68
97, 250
15, 852
335
583, 500
Donna Maria….
Olinda
Oevenum
27. LINHA DE VAPORES PORTUGUEZES.
Portuguese.
do.
..do
2,539❘ Steel.
1,479
1887
61
$125,000
do
1887
31
100,000
2,298❘ Iron
-
1888
31
125,000
6, 316
122
350,000
Peninsular
Vega
28. EMPRESA INSULANO.
Portuguese...
...do
2. 744
2,893
Steel...
Iron
1887
1879
329290
67
$200,000
67
200, 000
5,637
134
400,000
29. NAVIGAZIONE GENERALE ITALIANA.
Entella
Letimbro
Italian
2,258
Iron
1883
...do …….
2, 172
..do
1883
Plata
..do
1, 861
..do
1878
Iniziativa..
...do
2, 040
...do
1881
San Giorgio..
..do
2,817
Montebello
..do
2,577
....do ..
Steel..
1886
1887
558588
50
60
60
13, 725
335 [$800,000]
Pawnee
Peconic
Picqua
Focahontas
Pocasset
Pontiac.
Powhatan.
30. NEW YORK AND MEDITERRANEAN LINE.
•
·
Gulf of Genoa.
Oscar II...
Maple Branch
Oakley.
Strathdon
British
..do
....do
..do
...do
..do
..do
-
1,798
Iron
1881
1,795
...do
1881
1,796
...do
1882
2,627
Steel.
1889
-
2, 627
..do.
-
1889
1,698
2, 536
Iron
Steel.
1879
1886
14, 877
[250]
[$750,000]
31. BARBER & CO. (AGENTS).
British
Norwegian
British
..do
·
....do
3, 448
3,057
Steel...
....do
1891
1893
--
2, 637
....do
1888
2, 674
...do
1892
2, 643
...do
1890
14, 450
[200]
[$700,000]
•
HIGHWAYS OF COMMERCE.
- 676
32. EDWARD PERRY & CO.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [ ] are approximate.]
Gross
Name.
Flag.
Material.
Year No.
Value.
tons.
built. crew.
British
..do
2,486
Iron
1883
2,879
Steel...
1888
5, 365
[75]
[$250,000]
Cardiganshire
Flintshire
Olive Branch
Drummond
Craigearn.
33. UNION CLAN AND AMERICAN AND AFRICAN LINES.
British
....do
2,732
Steel...
2, 832 ....do
..do
•
3, 013
....do
8, 577
1887
1890
1894
[125]
[$500,000]
Loango
Glenloig
St. Regulus
York.
Ethelgonda
34. DANIEL BACON (CHARTERER).
British
.do
2,935
Steel...
1883
3,100
...do
1892
..do
•
3,086
...do
1886
...do
..do
...
3,290 Iron
1883
2,692
Steel…….
1891
15,103
35. RED D LINE OF STEAMERS.
[275]
[$750,000]
Venezuela (b)
American.
•
2,843
Iron
1889
60
$300,000
Caracas (b)
...do
2.584
..do
1889
60
.
300, 000
Philadelphia (b)
...do
2,520
..do
1885
56
-
250,000
Maracaibo (b)……….
...do
1,262 Wood...
1889
31
150,000
Merida (b)
....do
...
Nansemond (b).
Valencia (b)
...do
..do
517 ...do
310....do
1,598 Iron
1880
27
60,000
1887
15
40,000
1882
40
150,000
11, 634
289
1,250,000
Capua
Salerno
Catania
36. ROBERT M. SLOMAN LINE.
German
2, 012
Stoel....
British
2,062
Iron
German.
2, 198
...do
6, 272
1889
1879
36
1881
888888888
36
$470,000
470,000
330,000
110
1,270,000
British
..do
Basil....
Clement
37. BOOTH STEAMSHIP COMPANY.
1, 184 Iron
1,227....do
1871
32
1877
32
Cyril..
Gregory
...do
1, 190
..do
1882
32
...do
•
1,497
....do
1879
32
2222
Hilary
Hildobrand
Hubert
Justin
Origen..
-
...do
·
1,929
Stoel...
1889
35
..do
1,947
..do
1893
40
..do
1,921
..do
1894
40
..do
1,744
Iron
1880
35
..do
1, 541
Steel.
1886
35
•
14, 180
313
$900,000
38. RED CROSS LINE.
Amazonense.
•
Cearense.
Maranhense
Lisbonense
British
..do
...do
1,692
Iron
1869
1,381
..do
1860
1, 480
· · · .do
1880
Paraense
.do
...do
1,594
•
1,697
Sobralense
..do
....do
•
1871
1871
...do
D
Mananense
1,082 ...do
1884
..do
·
Theresina……
1, 672
...do
1874
..do
Obidenso..
..do
1, 150
2,380
..do
1876
Steel.
1891
15, 028
[300]
[$600,000]
HIGHWAYS OF COMMERCE.
677
39. DEMERARA LINE.
[(a) Foreign built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [ ] are approximate.]
Tjomo
Name.
Flag.
Gross
tons.
Material.
Year No.
built crew.
Value.
Norwegian
1,444 Steel…….
1892
21
$100,000
40. NORTON LINE
Delcomyn
British
1,818
Iron
1880
28
$68, 040
Manitoba
..do
2 127
Steel..
1887
31
85,050
Merida
..do
2,280
....do
1888
31
111, 780
Etora...
..do
2, 513
....do
1890
35
121, 500
Tagus
..do
305
..do
1872
18
43, 740
9, 543
143
430, 110
41. WM. R. GRACE & CO.
Coya…..
British
2,607
Steel...
1886
36
Condor
$160,000
..do
3, 035
...do
1893
36
Capac
160,000
....do
3,052
....do
1893
86
Cacique..
..do
3,050 ...do
160,000
1894
36
160,000
11, 744
144
640, 000
City of Para (b).
Columbia (b)..
Newport (b)
42. PACIFIC MAIL STEAMSHIP COMPANY.
American.
...do
..do
3,532❘
532 Iron ...
1878
77
$543, 000
3, 617
Steel...
1892
78
600, 000
2,735
Iron
1880
76
350,000
9, 884
231
1, 493, 000
Allianca (b)
Advance (b)
Finance (b)
Delta
Bermuda
Ozarina (l)
43. COLUMBIAN LINE.
American…
2, 985 Iron
1886
$225,000
..do
...do
2,60€
..do
1883
200,000
2, 603
...do
·
1883
200,000
6, 193
[125]
625,000
44. CENTRAL AMERICAN STEAMSHIP LINE (CHARTERERS).
British
.do
American.
-
831 Iron
1,284 ....do
1854
1874
983
3,098
..do
1883
[60] [$125,000]
Flamborough
Premier.
45. MERCHANTS' REGULAR LINE.
British
..do
993 Iron
1867
374 Steel..
1891
1,367
[35]
[$60,000]
Tyr...
George Sealy
John Wilson.
46. NICARAGUA LINE.
Norwegian
..do
...do
·
2,253 Steel...
844....do
808....do
3,905
1891
1894
1893
[70]
[$300,000]
678
HIGHWAYS OF COMMERCE.
47. H. DUMOIS & CO.
[(a) Foreign-built vessel, admitted to American registry; (b built in the United States. Figures in
brackets [] are approximate.]
Tyrian.
Claribel.
Banes..
Baracoa
Kitty
Leon
Moringen.
Name.
Flag.
Gross
tons.
Material.
Year
No.
built. crew.
Value.
British
1, 455
Steel....
1890
..do ..
1, 134
Iron
1872
Norwegian
748
Steel.
1890
...do
784
...do
1890
•
...do
1,004
...do
1891-
...do
793
....do
1890
..do
567
..do
1871
6, 485
[150]
[$750,000]
48. NEW YORK AND CUBA MAIL STEAMSHIP COMPANY.
Niagara (b)
American.
2,265
Iron
1877
Saratoga (b).
.do
2, 820
...do
1878
Santiago (b)
.do
2, 359
...do
1879
...
Cienfuegos b).
..do
2,865
...do
1883
City of Washington (b)
.do
•
2,863
.do
1877
RRRRR
65
$180,000
65
230, 000
65
250,000
65
280,000
65
330,000
Yumuri (b)
.do
3, 497
Steel.
1890
65
420,000
Orizaba (b)
..do
Yucatan (b).
..do
Vigilancia (b)
..do
•
3, 497
3,525
4, 115
....do
1890
65
420,000
...do
1890
-
·
..do
1890
Segurança (b)
..do
4,033
...do
1890
•
Seneca (b).
...do
2,729 Iron
1884
Manteo (b) ..
...do
•
584....do
35, 152
1887
RRRRR
65
420,000
65
475,000
65
475,000
65
250,000
65
75,000
780
3,805,000
49. KONINKLIJKE WEST-INDISCHE MAILDIENST.
Orange-Nassau
Prins Maurits
Prins Frederik Hendrik.
Prins Willem I
Prins Willem II.
Prins Willem III.
Habana..
Ciudad Condal.
Mexico
Panama
Dutch
..do
1, 304
•
1,304
Iron
...do
1883
50
1884
·
50
·
..do
1, 642
•
..do
...do
...do
1,950
1,950
..do
Steel..
..do
1888
50
1890
50
...
1890
50
•
1, 950
...do
1890
50
10, 100
300
[$550, 000]
50. CAMPANIA TRANSATLANTICA.
Spanish.
..do
2, 678
2,595
Iron
1872
...do
1872
..do'.
2, 112
...do
1876
...do
2,085
....do
1875
2222
70
70
$300,000
300, 000
70
300,000
70
300,000
9, 470
280
1,200,000
51. ATLAS STEAMSHIP COMPANY.
Adirondack.
Alene...
British
....do
2, 167
2,239
Athos
....do
1, 944
Steel..
Iron
....do
1888
40
1880
40
1879
40
Ailsa
..do
1,957 ....do
1877
40
..
Alvena
..do
1, 744
..do
1870
40
Andes
...do
1,711 ....do
1865
35
Alps...
....do
Adula
...do
1, 724
772
..do
Steel and iron.
1865
35
1889
30
14, 258
300
[$700, 000]
Saginaw (a)...
Geo. W. Olyde (b)
52. DOMINICAN LINE.
American..
1, 736 Iron
1883
..do .
1, 849
..do
1872
3,585
1988
40
40
$150,000
150,000
80
300,000
HIGHWAYS OF COMMERCE.
679
:
53. HAITIEN LINE.
(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [] are approximate.]
Ozama (a)
Trinidad.
Antilia
Name.
Gross
Flag.
tons.
American..
1, 028
Iron
Material.
Year
built.
No.
crew.
Value.
1881
38
$125,000
54. NEW YORK, BERMUDA AND WEST INDIA LINE.
.....
British
2,592 Iron
55. BAHAMAS STEAMSHIP COMPANY.
British
929 Steel..
56. WAYDELL & CO. (CHARTERERS).
1884
55
$300,000
1893
20
$75,000
Bea Bellido
Ardangosses.
British
..do
1, 914 Steel..
2,100❘ Iron
1893
1881
Ardancorrah.
·
..do
1, 432 Steel.
1882
5, 446
70
4222
25
$120,000
23
60,000
22
50,000
230,000
Rannoch..
Fort William
57. NEW YORK AND PUERTO RICO LINE (CHARTERED).
British
..do
1, 812 Steel...
1, 807....do
3, 619
1889
1888
[65]
[$180,000]
Creole Prince
Carib Prince..
rrawaddy...
58. TRINIDAD LINE (GEO. CHRISTALL).
British
....do
2, 047
2,048
Steel...
..do
..do
•
2, 622
Iron
6,717
Caribbee..
Fontabelle
Muriel...
Madiana.
O
Ardandhu
Ardanmhor.
Ardanrose
Kong Frode.
Banan
-
County Down
Schleswig
Breidalbik
Miranda
→
Portia
Silvia..
1893
1893
1873
[110]
[$500,000]
59. QUEBEC STEAMSHIP COMPANY TO WEST INDIES.
British
....do
op
..do
..do
•
1, 944
Iron
-
2,646 ...do
2,398 Steel.
3,080 Iron
10, 068
60. MUNSON LINE.
1878
1882
1889
1876
[200]
[$500,000]
British
2, 091
..do
...do
2,082
Steel...
...do
1883
1891
·
2, 019
....do
1894
Norwegian
954 ...do
1888
...do
British
German.
Norwegian
978....do
1888
2,210 ....do
1890
1, 458
Iron
1875
711
• ..
Steel..
1890
12, 503
[250]
[$650,000]
61. RED CROSS LINE.
British
....do
1, 158
Iron
1884
33
1, 156
...do
1884
33
..do
$125,000
125,000
1,704
33
125,000
4, 018
99
375,000
680
HIGHWAYS OF COMMERCE.
PHILADELPHIA TO GREAT BRITAIN.
1. International Navigation Company (American).-Passenger serv-
ice (American line) once every three weeks to Liverpool; also freight
service to Liverpool and British ports.
2. Allan Line (British).-To Glasgow, via Halifax, St. Johns, New-
foundland, and Liverpool, passenger, freight, and mail service.
3. Johnson-Trident Line (British).—Weekly freight service to London
and Swansea.
4. Atlantic Transport Line (American).-Weekly freight service to
London and Swansea in connection with the Johnson-Trident Line.
(See also New York and Baltimore.)
PHILADELPHIA TO GERMANY.
5. Hamburg-American (German).-Weekly freight service from Ham-
burg and return, via Baltimore.
PHILADELPHIA TO BELGIUM.
[1] International Navigation Company (American line).-Weekly pas-
senger and freight service to Antwerp.
PHILADELPHIA TO WEST INDIES, MEXICO, AND CENTRAL AMERICA.
v. Earn Line (American).-Irregular freight service (coal) to West
Indian and Cuban ports and return (iron ore and sugar); sailings
monthly. Average period of voyage, round trip, 4 to 5 weeks. Capi-
tal stock, $1,000,000; incorporated under the laws of New Jersey (ves-
sels of this line also run occasionally from Baltimore).
Munson Line (charterers).—Irregular freight service biweekly to
Mexican ports. (Also tank steamers to Cuba between March and
July.)
8. H. Dumois & Co. (charterers).-Irregular freight service (fruit) to
Central American ports.
In addition to the lines given above, Philadelphia is the center of a
considerable petroleum export trade to French ports and to Antwerp
under the French and Belgian flags, and a considerable fruit importa-
tion trade with Central American, Cuban, and West Indian ports by
means of chartered vessels, chiefly under the Norwegian flag.
HIGHWAYS OF COMMERCE.
681
1. INTERNATIONAL NAVIGATION COMPANY.
[(a) Foreign-built vessel, admitted to American registry: (b) built in the United States. Figures in
brackets [] are approximate.]
Name.
Flag.
Gross
tons.
Material.
Year No.
Value.
built. crew.
Ohio (b)
American..
3.392❘ Iron
1873
Indiana (b)
…….do
3, 158....do
1873
Illinois (b)
..do
3. 126
....do
1873
Pennsylvania (b).
Switzerland …….
..do
Belgian
3.166
...do
1872
2.816
...do
1874
·
Pennland.
.do
3,760
...do
1870
Southwark
British
8, 607
Steel.
1893
Kensington
..do
9,000
....do
1893
British Princess
..do
3,926
..do
1882
Lord Gough
.do
3, 655
Iron
1879
42, 606
[1,000] | [$2,250, 000]
Siberian
British
*
Carthaginian
...do
Corean..
..do
2. ALLAN LINE.
3,904
Steel...
1884
4,214
.do
1884
3, 488
Iron
1881
22223
70
70
70
11, 606
210
[$600,000]
3. JOHNSTON-TRIDENT LINE.
Enskar
Fonar
Holkar
·
British
……….do ..
....do
3,093
Steel.
3,014 ....do
1890
1889
32
3,278 ..do
9, 385
1891
96
222 8
32
$150,000
150, 000
32
150,000
450,000
Maine
Missouri.
Polynesia..
Steinhoft
Stubbenhuk
Baumwell .
4. ATLANTIC TRANSPORT LINE.
British
...do
-
2,780 Steel..
2,845 ....do
5,625
5. HAMBURG-AMERICAN.
1887
1889
22 3
32
$150,000
32
150,000
64
300,000
German...
2, 196
Iron.
1881
..do.
2,479
Steel..
1889
..do
2,943
...do
1890
..do
2,889
...do
1890
10, 507
[150] [$550,000]
Earnwell
British
Earnford
.do
-
Earndale
..do
Earnwood
...do
Earncliffe.
..do
•
6. EARN LINE.
....do
2,258 | Iron
2, 013
Steel...
2,209 ..do
2, 263 ....do
2, 101
1886
1889
1889
1881
10; 844
130
22222 2
Centurion
Cuba..
Moonstone.
7. MUNSON LINE.
British
Norwegian
British
1, 942
726 Iron
2,076 ....do
4,744
$100,000
125.000
135,000
85,000
90,000
535, 000
Steel..
1893
1883
1889
[90]
[$225,000]
682
HIGHWAYS OF COMMERCE.
8. H. DUMOIS & CO. (CHARTERERS).
[(a) Foreign-built vessel admitted to American registry; (b) built in the United States. Figures in
brackets [ ] are approximate.]
Donau
Jamaica.
Alert
Wellhaven.
Name.
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
Norwegian
....do
1,452
Iron
1882
721
Steel..
1892
...do
783
Iron
1884
..do .
678
.do
1884
3,634
[70]
[$175,000]
PETROLEUM VESSELS
Ville de Dieppe...
French
1,228
Steel and iron.
1888
Mexicano
British
1,973
Steel...
1893
Ville de Douai
French
1.919 ....do
1890
·
La Hesbaye..
Dutch
2, 539....do
1888
Le Lion..
French
2,407
..do
1893
10, 006
[150] !
[$450,000]
BALTIMORE TO GREAT BRITAIN.
1. Atlantic Transport Line (American).-Capital stock, $3,000,000,
nearly all American. Weekly sailings to London. Average passage,
14 days. (See also New York and Philadelphia.)
2. Manhanset Line (British; American owners).-Operated in con-
nection with the North American Transport Line.
3. Lord Line (British).—To Belfast every 10 days. Average passage,
14 days.
4. Bristol Channel Line (British).-Monthly sailings to Leith and
Bristol. Average passage, 14 days.
5. Johnston Line (British).-Freight service to Liverpool.
BALTIMORE TO GERMANY.
6. Hamburg-American Line (German).-Every 10 days to Hamburg.
Average passage, 15 days. (See also New York, New Orleans, Phila-
delphia, and Boston.)
7. North German Lloyd (German).-Weekly sailings to Bremen.
Average voyage, 12 days. (See also New York.)
Earn Line.-(See Philadelphia.)
Red Cross Line.-(See New York for list of vessels.) Occasional
freight service.
BALTIMORE TO HOLLAND.
8. Neptune Line (British).-Weekly freight service to Rotterdam.
Round trip, 6 weeks. Capital stock, $1,680,000.
BALTIMORE TO WEST INDIES, MEXICO, AND CENTRAL AMERICA.
9. Buckman Fruit Company (charterers).-Biweekly sailings to Port
Antonio, Jamaica.
HIGHWAYS OF COMMERCE.
683
1. ATLANTIC TRANSPORT LINE.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [ ] are approximate.]
Name.
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
Maryland..
British
2, 773
Steel....
1886
40
Montana..
..do
2,775
..do
1887
40
Michigan
..do
3,722
...do
1890
40
Minnesota..
..do
3,216 ..do
1887
40
12, 486
160
$800.000
Massepequa
Menantic.
2. MANHANSET LINE.
•
British
..do
3, 026
Steel.
1893
3, 024
..do
1893
6, 050
888
30
$160,000
30
160,000
60
320,000
Lord Londonderry
Lord Lansdowne.
Lord O'Neill.
British
..do
Lord Bangor.
..do
..do
- •
Lord Charlemont
Bengore Head…….
....do
•
3. LORD LINE.
ን
2, 409
Steel...
1888
33
2,753❘ Iron
1884
33
2,751 ..do
1884
33
2,991
Steel.
1890
33
3, 138
...do
1886
33
2,490❘ Iron
1884
33
16, 532
198
$1,000,000
4. BRISTOL CHANNEL LINE.
Govino
British
2,279 Iron
1882
28
Prodano
.do
2.476
Steel.
1890
28
Dago
Khio.
..do
1,914 Iron.
1877
28
..do
2,376
Steel...
1889
28
9, 045
112
$400,000
5. JOHNSTON LINE TO LIVERPOOL.
Queensmore
British
3,792
Stcel...
Parkmore..
1890
...do
3, 318
..do
Castlemore
1890
..do
2,868
...do
Barrowmore
1892
.do
3,715
Iron
Baltimore
1884
..do
3,730 ..do
1884
Rossmore
..do
4,360
Steel.
Sedgemore.
1889
...do
4,332
....do
1891
26, 115
[350]
[$1,100, 000]
California.
Polynesia..
6. HAMBURG-AMERICAN PACKET COMPANY.
German
..do.
·
2, 196
2,690
Iron.
1881
.do
1883
Hungaria.
..do
2,036
Steel..
1884
Italia..
..do ..
3, 498
...do
1889
42
Wandrahm
..do ...
2,683
....do
1891
42
Remus.
..do
2,635
..do
1889
42
Barmen.
..do
2, 614
..do
1889
2222222
42
42
42
18, 352
294
$1,300,000
684
HIGHWAYS OF COMMERCE.
7. NORTH GERMAN LLOYD.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [] are approximate.]
Name.
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
America.
German
2,752❘ Iron
1863
100
$100,000
Dresden
..do
4,802
Steel.
1888
100
500, 000
Stuttgardt
..do
5, 349
..do ..
1889
100
500,000
Darmstadt.
..do
5, 316
..do
1890
100
500,000
Gera...
..do
5, 319
...do
1890
100
500,000
Weimar
..do
5,318
..do
1891
100
500,000
28,856
600
2, 600, 000
Urbino
Ohio...
Patapsco
Chicago
Venango.
Delano
America..
Managua
Culmore
8. NEPTUNE LINE.
British
2,412 Iron
1881
27
$129, 600
.do.
2,389 Steel.
1888
27
124, 800
..do
2,933 ..do
1890
28
153, 600
..do
2,381 ...do
1890
27
139, 200
....do
2, 938 ....do
1891
28
163, 200
..do
2,968 ..do
16, 021
1892
28
163, 200
165
873,600
9. BUCKMAN FRUIT COMPANY (CHARTERERS).
Norwegian.
...do..
..do.
900
Steel.…….
730
...do
650
..do
2,280
1890
18
$75,000
1890
16
70,000
1890
16
70,000
50
215,000
BOSTON TO GREAT BRITAIN.
1. Cunard Line (British).-Semiweekly sailings to Queenstown and
Liverpool. (See also New York.)
2. Allan Line (British).-To Glasgow, calling at Liverpool, Moville,
Galway, and Halifax, fortnightly service. (See also Portland, Phila-
delphia, and New York.)
3. Leyland Line (British).-Freight service weekly to Liverpool.
Average time of passage, 10 days.
4. Warren Line (British).-Freight service to Liverpool.
Wilson-Hill Line.-Fortnightly service calling at New York. (See
New York.)
5. Furness Line (British). -Irregular freight service to Liverpool.
6. Johnston Line (British).-Irregular freight service to London.
BOSTON TO BELGIUM.
7. Hamburg-American Line (German).—(See also New York, Boston,
Philadelphia, and New Orleans.)
8. Puritan Line (British).-Irregular freight service to Antwerp.
BOSTON TO THE BRITISH PROVINCES.
9. Yarmouth Steamship Line (British).-Semiweekly passenger and
freight service to Yarmouth, Nova Scotia. Capital stock, $342,000, of
which a considerable amount is American.
HIGHWAYS OF COMMERCE.
685
Plant Line.-(See Tampa, Fla.)
10. Société Saint-Pierraise de Navigation à Vapeur (French). - Capi-
tal stock, $82,000. Fortnightly service to Halifax and St. Pierre,
Miquelon.
Fruit steamers.-There is a large import trade between Boston and
West Indian and Central American ports by means of vessels, chiefly
under the Norwegian flag, owned and chartered by various companies,
the most prominent among which is the Boston Fruit Company.
1. CUNARD LINE.
[(a) Foreign-built vessels, admitted to American registry; (b) built in the United States. Figures in
are approximate.]
brackets
Gross
Name.
Flag
Material.
tons.
Year
built.
No.
Value.
crew.
Catalonia
British
4,841
Iron
1881
Bothnia.
..do
4,535
...do ...
1874
Pavonia
..do
5,588
...do
1882
Cephalonia
..do
5, 517
..do
1882
·
Scythia...
...do
4,557
...do
1875
25, 038
[700] | [$1,800,000]
2. ALLAN LINE.
Scandinavian
British
3,068 Iron
1870
70
Nestrian.
..do
2,689
...do
1866
70
Prussian..
..do
3, 030
..do
1869
70
·
222
8, 787
210
[$600,000]
3. LEYLAND LINE.
Georgian
British
Columbian.
....do
5, 100
5. 100
Steel...
..do
..
Lancastrian
..do
5, 100....do
Philadelphian
Bostonian
...do
..do
24, 900
5, 100
4,500
...do
..do
4. WARREN LINE.
1890
1890
1891
1891
1888
250
888588
$300,000
300, 000
300,000
50.
300,000
300,000
1,500,000
Michigan
British
Sagamore.
Sachem
....do
....do
Norseman
Roman
..do ...
..do
4, 917
5,036
Steel..
..do
1887
50
1892
50
5, 204
...do
1893
50
4, 442
Iron
·
1882
50
4,559
.do
1884
50
Cambroman
Ottoman.
..do
..do
•
4, 920
Steel...
1892
50
4,843
...do
1890
50
Angloman
❤
...do
4,892
...do .
1892
50
Kansas
...do
.
5, 276
Iron
1882
50
Palestine
....do
2,867
..do
1858
50
46,956
500
[$2,000, 000]
5. FURNESS LINE.
Stockholm City.
Carlisle City.
British
...do
2, 686 Iron
1884
do...
Durham City.
•
....do
3, 002
3, 092
Steel.
1894
Iron
1882
8,780
[150]
[$500,000]
686
HIGHWAYS OF COMMERCE.
6. JOHNSTON LINE.
[(a) Foreign built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets
are approximate.]
Gross
Name.
Flag.
Material.
tons.
Year
built.
No.
Value.
crew.
British Queen..
British
4,388
Steel..
1890
British Empire
..do
3, 020
..do
1889
Nessmore..
..do.
3, 377
Iron
1882
Oranmore.
....do
3,377
...do ..
1882
Mentmore
...do
3,405
...do ...
1882
17, 568
[275]
[$700,000]
7. HAMBURG-AMERICAN LINE.
Steinhoft
German
2,479 Steel..
1889
Cremon...
..do
2,067
Iron
1871
Markomannia
....do
3, 470
Steel.
1890
Baumwell ..
..do
2,889
..do
1890
Hungaria.
..do
2,036
..do
1884
12, 941
[175]
[$850,000]
Rialto
Otranto...
Boston..
Yarmouth
Pro Patria..
8. PURITAN LINE.
British
..do
2. 229
2,379
Iron
...do
1878
1877
4, 608
[80]
[$200,000]
9. YARMOUTH STEAMSHIP COMPANY.
British
..do
1, 694
1, 452
3, 146
Steel...
.do
1890
55
1887
555
50
$220,000
140,000
105
360,000
10. SOCIÉTÉ SAINT-PIERRAISL DE NAVIGATION À VAPEUR.
French
339
FRUIT LINES.
22
$100, 000
Barnstable.
British
1,356
Steel.
1894
Brookline.
.do
1, 352
...do
1894
Ethelred..
Autonio Zambrano
...do ..
Norwegian
1, 110
Iron ...
1872
505
Steel...
1890
Bergenseren
..do
665
Iron
1884
•
Alfred Dumois
Brixham (a)
San Domingo
·
Bratten...
Usk
..do
•
American.
British
Norwegian
British
728
Steel..
1890
626
Iron
1885
1, 087
..do
1874
705
...do
1878
..
869
Steel..
1891
Unitas..
.do
598
Iron
1874
City of Kingston
..do ...
844
Steel..
1893
Hiram
Vale..
Norwegian
.do
602
...do
1890
745
Wood...
1874
Ethelwold.
British
956
Steel..
1899
Bowden (a)
American
777
Iron
1886
Yulu (b)
...do
340
Wood...
1891
Bernard (a)..
..do
918
Iron
1870
12, 788
[250]
[$700,000]
HIGHWAYS OF COMMERCE.
687
PORTLAND TO GREAT BRITAIN,
1. Mississippi and Dominion Steamship Company (British).-Capital
stock, in round numbers, $1,500,000, of which about $100,000 is Ameri-
can. From November to March fortnightly service to Liverpool and
monthly service to Bristol. Round trip, 4 to 5 weeks.
2. Allan Line (British).—Fortnightly passenger service to Liverpool
during winter months. (See also Philadelphia, Boston, New York.)
3. Donaldson Line (British).-Irregular service during winter months
to Glasgow.
1. MISSISSIPPI AND DOMINION STEAMSHIP COMPANY.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [ ] are approximate. ]
Vancouver.
Labrador
Oregon
Sarnia.
Toronto...
Dominion.
Ontario.
-
Name.
Flag.
Gross
Material.
tons.
Year No.
built.
Value.
crew.
British
5, 231
Iron
1884
100
$389, 600
..do
4, 737
Steel..
1891
100
....do
380, 600
3, 672
Iron
1882
70
194, 800
...do
3,694
..do
1882
70
194, 800
..do
3,316 ....do
1880
65
•
121, 750
..do
..do
..
3, 176 ....do
1873
40
121,750
3, 175
...do
1874
40
121, 750
27,001
485
1,534, 050
2. ALLAN LINE.
Parisian
British
5, 359
Steel...
1881
Mongolian.
...do
4, 750
...do
1891
Numidian.
..do
4, 750
....do
1891
Laurentian
..do
3,983
Iron
1872
70
2222
70
70
70
18, 842
280 [$1,500, 000]
3. DONALDSON LINE.
Amarynthia
British
3,953
Alcides.
...do
3, 345
Steel..
..do
--
1881
1886
Warwick
..do
2, 527
..do
1882
9, 805
[125]
[$700, 000]
EASTPORT, ME.
International Steamship Company (American).-Passenger service,
three round trips per week to Boston, St. Johns, New Brunswick, via
Eastport; via Portland, Me., every other trip. Capital stock, $300,000;
chiefly American.
·
Name.
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
Cumberland (b).
American.
1, 606
Wood.
1885
50
$200,000
State of Maine (b)………
..do
1,410
.do
1881
50
170,000
New Brunswick (b).
..do
925
.do
1860
40
• ·
20,000
3, 941
140
390,000
688
HIGHWAYS OF COMMERCE.
NEWPORT NEWS, VA.
Chesapeake and Ohio Steamship Company, Limited (American).—Capi-
tal stock, $1,250,000; in part owned by the Chesapeake and Ohio
Railway. Freight service every 10 days to London and Liverpool.
Usual period of voyage, 12 to 14 days.
Name.
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
Rappahannock
Shenandoah..
British
..do
•
3,883
Steel.
1893
38
$250,000
3,883
..do
1893
38
250,000
Kanawha.
.do
3,883 ..do
1893
38
250,000
Appomattox.
...do
2,874 ....do
1893
33
170, 000
Chickahominy
..do
2,874
...do
1893
33
170,000
Greenbrier
..do
2, 874
...do
1893
33
•
170,000
20, 251
211
1, 260, 000
SAVANNAH, GA.
Antwerp Naval Stores Company (Belgian).—Monthly freight service
to Antwerp. Périod of voyage, about 20 days.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets are approximate.]
Iris...
Name.
Flag.
Gross
tous.
Material.
Year No.
built. crew.
Value.
Belgian
2, 333
Steel...
1893
30 [$140,000]
NEW ORLEANS TO GREAT BRITAIN.
1. West India and Pacific Steamship Company (British),-Passenger
and freight service to Liverpool 5 times a month during winter months;
3 times a month during summer months. Average voyage, 17 days;
returning via Kingston, Colon, Central American and West Indian
ports to New Orleans.
2. Harrison Line (British).-Regular freight service to Liverpool
direct; also return via West Indies and Mexican ports.
3. Cuban Steamship Line (British).
NEW ORLEANS TO FRANCE.
4. Chargeurs Réunis (French).—Every 20 days to Havṛe.
NEW ORLEANS TO MEDITERRANEAN PORTS.
5. Pinillos Line (Spanish).
NEW ORLEANS TO WEST INDIES, MEXICO, AND CENTRAL AMERICA.
6. Arthur Caron & Co. (charterers).-Weekly freight service (fruit)
to Boca del Toro.
HIGHWAYS OF COMMERCE.
689
7. J. L. Phipps & Co. (charterers).-Freight service (fruit) fortnightly
to Costa Rican ports.
8. Southern Pacific Company (American).-Passenger and freight
service weekly to Havana via Florida ports every 9 days to Brazos,
Santiago, and varying service to Bluefields.
9. Macheca Brothers (Royal Belize Mail Steamship Company).-Mail
and passenger service to British Honduras; also freight service (fruit)
to Central American ports.
10. Oteri Lines, to Central American ports.
NEW ORLEANS TO GERMANY.
11. Hamburg-American Line (German).—Irregular service to Ham-
burg.
In addition to regular lines a large export grain trade is carried on
from New Orleans in chartered vessels to various European ports, one
firm loading annually 75 steamships, mainly British, averaging 3,000
registered tons each; average number of crew, 28; average value of
steamers, $125,000. The steamers vary so that no regular list is pos-
sible. A large fruit import trade is also conducted by chartered ves-
sels, mainly Norwegian.
1. WEST INDIA AND PACIFIC STEAMSHIP COMPANY.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [ ] are approximate.]
Name.
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
Barbadian
Bernard Hall
British
...do
4, 105
Steel.
1893
•
44
$300,000
2, 600
Costa Rican….
.do
Cuban
.do
3,117
4, 202
Iron
Steel..
1880
40
150,000
1885
42
250,000
.do
1891
40
280,000
Floridian
·
...do
·
3,257
Iron
1884
42
250,000
Jamaican
Louisianian
Mexican
Nicaraguan
Texan
West Indian.
William Cliff.
Yucatan
..do
4, 501
Steel.
1893
44
300,000
..do
3, 642
..do
1891
44
280,000
.do
4, 202
..do
1891
40
280,000
..do
3, 642
..do
1891
-
44
280, 000
..do
•
·
3, 183
Iron
1883
42
280,000.
...do
2, 704
Steel..
1891
40
250,000
...do
3,287
...do
1888
42
250,000
..do
2,753
Iron
1882
40
200,000
45, 195
544
3, 350, 000
2. HARRISON LINE.
Astronomer
British
3, 006
Iron
1883
Chancellor.
...do
4,637 | Steel.
1891
Electrician
.do
2,847
..do
1887
Engineer
..do
2,591
Iron
1882
Governor
.do
•
2, 554
..do
1881
Inventor.
...do
2,222
....do
1878
Legislator
do
2, 902
Steel..
1888
Navigator
….do
2,510
..do
1886
Orion.
..do
3,242
...do
1889
Professor
...do
2, 522
Iron
1881
Traveller
..do
2,966
Steel...
1888
Vesta.
...do
3,055
Iron
1881
Wanderer
..do
4, 086
Steel..
1891
39, 400
[450]
[$2,200,000]
533A——44
690
HIGHWAYS OF COMMERCE.
3. CUBAN STEAMSHIP LINE.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [ ] are approximate.]
Name.
Flag.
Gross
tons.
Year
Material.
No.
built. crew.
Value.
Cayo Romano.
British
2,685 Steel...
1893
Cayo Rapado
Cayo Mono
..do
..do
2,700 ..do
1894
2,756
...do
1893
[125]
[$600,000]
8, 141
4. CHARGEURS REUNIS.
Concordia
Colonia
Cananas
•
French
....do
..do ..
..do
2, 925
Steel..
1889
2, 925 ....do
1889
3,242 ....do
1893
AAA
$200, 000
200, 000
250,000
9, 029
120
650,000
Catalina
Conde Wilfredo
Martin Saenz….
Miguel M. Pinillos.
Pio IX.
Breifond...
Agnes
Iberia
Yumuri..
Henry Dumois.
Albert Dumois….
Foxhall (a)…….
Spanish
...do
...do
5. PINILLOS LINE.
5,000
3, 355
Steel..
1893
..do
1889
3,574
....do
1890
....do
.do
...
3,291
4, 029
...do
...do
---
1885
1887
19, 449
[380]
$1,000,000
6. ARTHUR CARON & CO. (CHARTERERS).
Norwegian
..do
...do
445 Iron
432 ..do
1890
14
•
1889
14
514
..do
1891
14
1, 391
42
[$80,000]
7. J. L. PHIPPS & CO.
Norwegian
..do
...do ..
American
...
844
1,032
Steel...
1890
16
$60,000
...do
1890
20
80,000
1,058
...do
1891
22
80,000
843
3,777
..do
1885
26
60,000
84
280,000
8. SOUTHERN PACIFIC COMPANY.
Clinton (b)
Wm. G. Hewes (b)..
American
...do
1, 187❘ Iron
1862
27
1, 118
...do
1865
27
Gussie (b)..
....do
+ -
998
...do
1872
27
Whitney (b)
..do
1,338
..do
1871
30
Aransas (b)
..do
1,157
..do
1877
30
Algiers (b)
..do
2, 294
..do
1876
60
Morgan Oity (b)……….
...do
2,299
...do
1876
60
10, 391
261
[$500,000]
Breakwater (b).
City of Dallas (b).
Olearwater….
Rover (a) -
Stillwater (a)…….
Shearwater
Wanderer (b).
Goldsworthy (a).
9. MACHECA BROS. LINE.
American.
..do
1,065❘ Iron
1880
•
British
American
..do
British
915 Wood…….
1,147 Steel..
725❘ Iron
1872
1894
...
1881
1, 020
Steel..
1883
920
..do
1888
American.
..do
539
Wood...
1879
100
Iron
1881
6, 437
[150]
[$300,000]
HIGHWAYS OF COMMERCE.
691
10. S. J. OTERI LINE.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets] are approximate.]
Name.
Flag.
Gross
tons.
Material.
Year
No.
built. crew.
Value.
Prof. Morse (a)
American.
1,025 Steel..
1866
S. Pizzati (b).
...do
1,027
Wood..
1868
S. Oteri (a).
...do
900
Iron
1881
Joseph Oteri, jr. (a)
..do
484
..do
1878
3, 436
[80] [$150,000]
11. HAMBURG-AMERICAN LINE.
Cheruskia
German.
3, 372
Steel..
1890
Colonia
..do
2,925
...do
1889
Cremon
..do
2,067
Iron
1871
Grasbrook
..do
2, 067....do
1882
Holsatia
...do
1,867
...do
1880
Kehrweider.
..do
2,893
…….do
1871
Stubenhuk
....do
2, 943
Steel..
1890
Valesia
S
..do
2,333
Iron …….
1882
20, 467
[350] [$900,000]
PENSACOLA TO WEST INDIES, MEXICO, AND CENTRAL AMERICA.
Export Coal Company (chartered vessels).-Irregular freight service
(coal) to Havana, Vera Cruz, and Tampico. Capital stock, $227,000;
all American capital.
EXPORT COAL COMPANY.
Name.
Scythian..
Amethyst
Teutonia
Hector...
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
British
.do
....do
....do
•
240
1, 357
Steel....
Iron
1885
1878
2,376
..do
1881
2, 040
..do
1887-
·
6.013
2227 2
13
$20,000
22
45, 000
29
75,000
27
40,000
91
180, 000
TAMPA TO WEST INDIAN PORTS.
Plant Line (American).—Capital stock, $1,000,000. Biweekly to
Havana during the summer; during the winter, weekly from Boston
to Halifax.
PLANT STEAMSHIP LINE.
Mascotte (b).
Olivette (b).
Florida (a).
Halifax..
Name.
Flag.
Gross
tons.
Material.
Year
built.
No.
Value.
crew.
American.
900
Iron
1885
46
..do
..do
British
1, 600
...do
1887
•
1, 600
Steel.
1887
1,738
..do
1888
3898
$200,000
50
300,000
40
175,000
50
175,000
4,938
186
850,000
SAN FRANCISCO TO CHINA AND JAPAN.
1. Pacific Mail Steamship Company (American).-Capital stock,
$20,000,000. Express and passenger mail service to Yokohama and
692
HIGHWAYS OF COMMERCE.
Hongkong, occasionally calling at Honolulu. Average period of round
trip, 7 weeks. (See also New York.)
NOTE. The company also has lines connecting Panama with Mex-
ican and Central American ports, not touching the United States.
2. Occidental and Oriental Steamship Company (British).—Express,
passenger, and mail service, alternating with Pacific Steamship
Company's lines.
SAN FRANCISCO TO PANAMA.
[1.] Pacific Mail Steamship Company (American).-Express, passen-
ger, and mail service, connecting, via Panama Railroad, with Atlantic
service to New York.
3. Panama Steamship Line (American).-Chartered by the Panama
Railroad Company. Express, passenger, and mail service, connecting,
via Panama railroad, with Columbian Line, New York.
SAN FRANCISCO TO BRITISH COLUMBIA AND ALASKA.
4. Pacific Coast Steamship Company (American).—Capital stock,
$2,000,000. Passenger and freight service 3 times a month to Alaska.
Usual period of voyage, 14 days.
To British Columbia and Puget Sound: Passenger and freight
service every 5 days. Usual period of voyage, 11 days.
To Ensenada, Mexico: Monthly passenger and freight service.
SAN FRANCISCO TO HONOLULU, AUSTRALIA, AND NEW ZEALAND.
5. Oceanic Steamship Company (American).-Express, passenger,
and mail service 3 times a month to Honolulu; once a month to New
Zealand and Australia.
1. PACIFIC MAIL STEAMSHIP COMPANY.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets are approximate.]
Name.
CHINA AND JAPAN.
City of Peking (b)……….
City of Rio de Janeiro (b).
Peru (b)
· -
China….
TO PANAMA.
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
American.
...do
..do
British
5,080 Iron
3,548....do
3,528 Steel.
1874
$837, 939.02
1878
543, 844. 24
1892
626, 474. 09
4, 940
....do
...
1889
780, 956.00
Acapulco (b)
American.
City of Sydney (b).
...do
Colima (b)
..do
2,572❘ Iron
3, 017 ....do
2,906 ....do
1873
388, 255.03
1875
463, 883.00
1473
438, 514. 84
Colon (b)
..do
2, 686
San Blas (b)
....do
1873
•
401, 161. 56
..do
2,075
..do
1882
318, 542. 39
San Jose (b).
..do
2,081
....do
1882
313, 162. 15
San Juan (b).
..do
2, 076
...do
1882
320, 337. 22
PANAMA, MEXICO, AND CEN-
TRAL AMERICA.
Barracouta
British
1, 659
Steel..
1883
254, 260.00
City of Panama (b)
American.
1, 490
Iron
1873
234, 787.47
Costa Rica (b).
Starbuck (a).
..do
1,783
....do
1891
249, 620.00
.do
2, 157
..do
1881
316, 632.40
41.598
[1,500] | 6,488, 360. 41
HIGHWAYS OF COMMERCE.
693
2. OCCIDENTAL AND ORIENTAL STEAMSHIP COMPANY.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [] are approximate.]
Gaelic
Belgic
Oceanic.
Name.
Flag.
Gross
tons.
Material.
Year No.
built.
Value.
crew.
British
..do
....do
4, 206
Steel...
1885
4, 212
..do
1885
3,808
Iron
1870
12, 226
[350]
[$900, 000]
Saturn (b)
Progreso (a).
3. PANAMA STEAMSHIP LINE (P. R. R. CO., CHARTERERS).
Keweenaw (b)……….
City of Puebla (b)
Umatilla (b)
Walla Walla (b)
City of Topeka (b).
Queen (b)
Saint Paul (b)
American.
..do
2,268❘ Iron
1890
1, 919
Steel.
1885
$200,000
175,000
..do
4, 187
2, 511
[100]
Steel...
1891
[50]
375,000
[250,000]
4. PACIFIC COAST STEAMSHIP COMPANY.
American.
..do
2, 624 Iron
3,070....do
1881
77
$300,000
1881
81
350,000
...do
•
3, 070 ...do
1881
81
350,000
..do
..do
...do
2,728 ....do
1, 057 ....do …….
1884
44
92,500
1882
103
375,000
888 ..do
1875
36
85,000
13, 437
422
1,552, 500
OCEANIC LINE.
Alameda (b)
American...
Australia (a)…….
..do
Mariposa (b)
•
Monowai.
Zealandia.
.do
British
3, 158
2,755
3, 159
Iron
....do
1883
1875
..do
1883
3, 433
Steel...
1890
Hawaiian.
2, 489....do
1875
14,994
[450] [$1,500, 000]
DUNSMUIR LINE.
Costa Rica..
Nicaraguan...
1, 983
Iron
1875
[35]
[80, 000]
CHANDLER LINE.
Empire (b).
American.
732 Wood…….
1873 [20]
[30,000]
PORT TOWNSEND (TACOMA, PORT OF CALL).
Northern Pacific Steamship Company (British).-Connected with the
Northern Pacific Railroad. Passenger and freight service once in 3
weeks to Hongkong, Shanghai, Kobe, and Yokohama.
Tacoma..
Sikhi..
Victoria
Name.
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
British
2, 550
Iron
1870
53
..do
•
2,672
Steel..
1889
53
.do
3, 167
Iron
1870
53
8, 389
159
[$400,000]
694
HIGHWAYS OF COMMERCE.
SAN DIEGO.
Lower California Development Company (British).-Capital stock,
$1,700,000. Six trips monthly to Ensenada and St. Quentin.
Name.
Flag.
Gross
tous.
Material.
Year No.
built. crew.
Value.
Manuel Dublan………
Carlos Pacheco
Nicaraguan...
.do
436
172
Wood....
...do
1888
1826
20
20
16
$25,000
15, 000
608
36
40,000
LOS ANGELES.
Occasionally to British Columbia.
[(a) Foreign-built vessel, admitted to American registry; (b) built in the United States. Figures in
brackets [] are approximate.]
Name.
Mineola (a)
Flag.
Gross
tons.
Material.
Year No.
built. crew.
Value.
American...
2, 438
Steel...
1887
40
$200,000
REGISTERED STEAM VESSELS OF THE UNITED STATES.
Following is a complete list of the registered steam vessels of the
United States which have not been included in the foregoing compila-
tion, except 57 steamers (chiefly wooden) of less than 100 tons each,
aggregating 4,000 gross tons. These ply chiefly on Puget Sound, the
Mexican border, and are registered merely on account of the propin-
quity of foreign territory. They are mainly ferryboats rather than
vessels engaged in foreign trade in the broad sense of the word.
Of the vessels tabulated below, many, though registered, have been
engaged in coastwise trade, and thus were not returned as means of
regular communication between the United States and foreign coun-
tries; others are steam whalers on the Atlantic and Pacific, and others,
though retaining, of course, their registers, have not been in trade dur-
ing the year. Others have been one or two voyages to the West Indies,
but have not been regularly employed in foreign trade. It is possible
that three or four have been regularly employed in foreign trade to the
West Indies, Mexico, etc., and were omitted in the replies of owners to
the request of the Bureau for information on which the foregoing tab-
ulation was based.
HIGHWAYS OF COMMERCE.
695
Name.
Tons.
Material.
When
built.
Where built.
Boston, Mass.:
Carroll..
Morning Star.
Worcester
New Bedford, Mass.:
Navarch..
New York, N. Y. :
Atrato..
Britannia
Rescue
Alamo
Clyde..
Concho
El Paso..
El Monte..
Lampasas
Neptune..
Chalmette
471
1,372 Wood….
....do
1862
New York, N. Y.
1884 Bath, Me.
1, 332 ....do
1841
New York, N. Y.
494
...do
1892 Bath, Me.
156 ..do
1879
Boston, Mass.
115 ....do
1879
Newburg, N. Y.
153
....do
Philadelphia, Pa.
2, 942
Iron
1883
Chester, Pa.
2,016
.do
1870
Philadelphia, Pa.
3,724 Iron and steel...
1891
Chester, Pa.
3,531 Iron
1884
Philadelphia, Pa.
3, 531....do
1886
Do.
2, 942
...do
1883
Chester, Pa.
880
..do
1873
England.
2,982
...do
1879
Philadelphia, Pa.
Excelsior
3, 263
..do
1882
Wilmington, Del.
Mount Waldo..
Orinda
Philadelphia, Pa. :
Gladisfern.
Bolivar
324
Wood...
1886
Bath, Me.
112
..do
1884
Camden, N. J.
110 Iron
1883
Do.
234
...do
...
1885
Philadelphia, Pa:
Tampico.
134 ....do
1885
Norfolk, Va. :
South Portland.
Charleston, S. C. :
Herbert.
Pensacola, Fla.:
Carbonera
New Orleans, La. :
B. D. Wood……….
Morgan..
New York..
W. G. Wilmot..
Mabel Comeaux.
622
..do
•
1883
England.
157
Wood...
1884
Rocky Hill, Conn.
361 Iron
1890
Camden, N. J.
151 ....do
1892
Philadelphia, Pa.
994
....do
1865
Wilmington, Del.
2, 309
...do
1875
Do.
150 Steel..
1892
West Bay City, Mich.
160
Wood...
1883
New Richmond, Ohio.
Galveston, Tex. :
Pearl Rivers.
106
...do
1878 Gainesville, Miss.
Brownsville, Tex.:
Santiago.
168
Iron
1881
St. Louis, Mo.
Nogales, Ariz.:
Gila
236
Wood...
1872
San Francisco, Cal.
Mohave.
San Diego, Cal.:
Santa Fe..
188
..do
1875
Do.
164 Wood…….
1888
San Diego, Cal.
San Francisco, Cal.:
Bertha..
614
...do
1888
Benicia, Cal.
Crescent City...
296
....do
1882
San Francisco, Cal.
Dora..
218
..do
1880
Do.
Haytian Republic.
Jessie H. Freeman
1, 089
..do
1885
Bath, Me.
516
....do
1883
Do.
Jeamie...
1,071
...do
1883
Do.
Jeanette..
Karluk
Mary D. Hunie.
Newport..
Santa Maria
Yaquina
Beluga.
Balaena.
Grampus.
Narwhal.
Orca
Thrasher
290 ...do
294
164 ..do
281....do
344....do
355 ...do
1893
Benicia, Cal.
..do
+
1884
- ·
1881
1875
1884
1881
508 ..do
❤
1882
523 ..do
326 ...do
523 ....do
628
....do
512 ...do
•
1883
1886
Do.
Ellensburg.
San Francisco, Cal.
Do.
Portland, Oreg.
Bath, Me.
San Francisco, Cal.
Do.
1883
Do.
·
1882
Do.
1883
Bath,
Bath, Me.
El Primero.
Belvedere.
102 Steel..
1893
440 Wood.
1880
Do.
Willamette
William Baylies
Astoria, Oreg.:
Chilcat
Port Townsend, Wash.:
City of Quincy
380
...do
1886
2, 562
Iron
1881 Chester, Pa.
142 | Wood….
1890
Astoria, Oreg.
195 ....do
1878
Columbia
Cyrus Walker
Edith
Eliza Anderson.
·
Evangel
Favorite
Garland..
Goliah
Geo. E. Starr .
472
..do
....do
Island Belle…….
207 ....do
Idaho.
278....do
529 ...do
1891
241
...do
1861
198 ..do
1882
275 ....do
164....do
269 ..do
101 ...do
235
1859
Willamette, Oreg.
Little Dallas, Wash.
San Francisco, Cal.
Do.
Portland, Oreg.
··
1882
Seattle, Wash.
1868
Utsaladdy, Wash.
1890
Port Townsend, Wash.
1849
New York, N. Y.
1879
Seattle, Wash.
1892 Ballard, Wash.
1860 Cascade, Wash.
696
HIGHWAYS OF COMMERCE.
Name.
When
Tons.
Material.
Where built.
built.
Port Townsend, Wash.-Continued.
J. E. Boyden..
102
Wood……..
1888
Seattle, Wash.
Mogul
123
...do
1886
Tacoma, Wash.
Mabel.
156
...do
1889
Monticello
226
..do
Politkofsky
255
...do
Richard Holyoke..
181
...do
1877
Rainier
103
..do
1877
Seattle, Wash.
1892 | Ballard, Wash.
1868 | Sitka, Alaska.
Seabeck, Wash.
Seattle, Wash.
Rapid Transit.
164 ...do
1891
Port Hadlock, Wash.
Rosalie
318 ...do
1893
Alameda, Cal.
S. L. Mastic.
213
..do
1869
Port Discovery, Wash.
State of Washington.
605
..do
1889
·
Tacoma, Wash.
Skagit Chief..
345
..do
1887
Do.
Tacoma..
239
1876
San Francisco, Cal.
Tyel..
316 Wood……
1884 Port Ludlow, Wash.
Utopia.
423 ....do
1893
Wm. F. Munroe.
181
....do
1883
Seattle, Wash.
W. K. Merwin.
Washington
Wanderer
Wasco.
229 ...do
1883
292 ...do
1881
212....do
1890
280 ..do
1887
Yakima.
173
...do
Fleetwood
134 ...do
1881
Flyer
427
..do
1891
North Pacific.
488 ...do
1871
Sehome
692
..do
1889
Signal
475 ...do
1887
Willapa..
333
...do
1891
City of Kingston.
1, 117
Iron
City of Seattle...
1, 411
....do
1890
Pioneer
160
Sea Lion.
185
..do
....do
Do.
Vancouver, Wash.
Port Blakeley, Wash.
Hood River, Oreg.
1874 Port Gamble, Wash.
Portland, Oreg.
Do.
San Francisco, Cal.
Portland, Oreg.
North Bend, Oreg.
Portland, Oreg.
1884 Wilmington, Del.
1878
Philadelphia, Pa.
Do.
1884 Camden, N. J.
Sitka, Alaska:
Alaskan
155
Wood...
1886 Seattle, Wash.
APPENDIX B.
DUTCH GUIANA.'
RAILWAYS AND HIGHWAYS.
There are no railroads whatever in this colony, and there are very
few good roads. All the internal communication is by water. Trans-
porting of produce from the estates is done by lighters carrying from
15 to 20 tons; these lighters are also used in carrying supplies to the
various estates.
COASTWISE AND INTERIOR LINES.
A small steamer, run by the Colonial Government, plies between Para-
maribo and the estates up the Surinam and Commewyne rivers, a dis-
tance of about 60 miles. There is also another Government steamer
plying between the Saramaca River and Paramaribo weekly, a distance
of 50 miles.
There are three launches, owned by private parties, running from
Paramaribo, about 80 miles, to Buschland, the entrance to the gold
fields. These launches carry passengers and tow freight boats.
The Colonial mail steamer Curaçao leaves Paramaribo twice a month
for Demerara, British Guiana, via Nickerie and Coronie, districts of
Received too late for insertion at its proper place.
HIGHWAYS OF COMMERCE.
697
this colony. The steamer connects at Demerara with the royal mail
steamer from Europe, via Barbados, and also brings the correspond-
ence from the United States and the various West India islands. A
new steamer is expected this year, when the connection will be made at
Barbados instead of Demerara.
OCEAN LINES.
Royal West Indian Mail (Koninklijke West Indische Mail Dienst).—
This is a stock company formed in Amsterdam and subsidized by the
Dutch Government. Steamers sail every three weeks from Amsterdam
direct to Paramaribo; thence to New York, via Demerara, British
Guiana; Trinidad, Carupano, Cumana, Guanta, La Guayra, and Porto
Cabello in Venezuela; Curacao, Jacmel, Aux Cayes, and Port au Prince,
in Haiti. They return to Paramaribo from New York over the same
route and go from Paramaribo via Havre to Amsterdam. These steam-
ers carry through mails to the United States and Europe.
The line consists of six steamers, viz:
Name.
Prins Willem I…….
Prins Willem II.
Prins Willem III..
Tonnage.
Name.
1,950
1, 950
1,950
Prins Willem IV.
Prins Frederik Hendrik.
Prins Maurits.
•
Tonnago.
1,950
1,600
1,300
The boats are all nearly new and in good condition, and, with the
exception of the Prins Maurits, are fitted with electric light.
The passenger rates are $80 to New York, and the rate of freight is
from $6 to $8 per ton delivered in New York.
Compagnie Générale Transatlantiques-This company has a branch
line for West Indian service. The steamer which goes through to Colon
meets at Martinique, West Indies, an annex steamer which proceeds
to Cayenne, French Guiana, via St. Lucia, Trinidad, Demerara, and
Paramaribo, arriving at the latter place about the 28th of each month;
returning, the annex arrives at Paramaribo on the 4th of the following
month, returning by the same route, carrying mails and passengers for
Europe.
The annex steamers are the Venezuela, of about 800 tons, and the St.
Domingue, of about 800 tons. These steamers take neither passengers
nor freight to the United States.
Scrutton's Direct Line (London steamers).-This line consists mostly of
chartered vessels, leaving London, via Dartmouth, England, about once
a month for this port via Demerara and Berbice, British Guiana, return-
ing by the same route. The steamers carry freight and passengers to
Europe and the ports mentioned in British Guiana; they take no
freight or passengers to the United States.
Trinidad Line (George Cristall & Co., New York, proprietors.)—
Steamers leave New York about every two weeks for Trinidad, via
698
HIGHWAYS OF COMMERCE.
Grenada. At Trinidad an annex steamer takes freight and passengers
to this port and Demerara. These steamers carry through mails
from the United States.
The steamers from New York are, at present, the Irrawaddy, of 2,600
tons, and the Gulf of Akaba; the Bratten, of 800 tons, is used on the
annex.
Passenger rate to New York is $80; round trip, $140; to Trinidad,
$25, and to Demerara, $10.
Freight on cocoa to New York is $7 per ton, and on sugar according
to market. The rate from New York is estimated at 50 cents per dry
barrel.
This line expects some new steamers, which will come direct from
New York to this port, returning to New York via Demerara and
Trinidad.
PARAMARIBO, June 15, 1895.
APPENDIX C.
ELI VAN PRAAG,
Vice-Consul.
SPAIN.1
RAILWAYS.
The Spanish railway lines are controlled by corporations. The most
important are: (1) The Northern Railway Company, (2) the Madrid-
Zaragoza-Alicante Railway Company, (3) Andalusian Railway Com-
pany, (4) Madrid, Caceres and Portugal Railway Company, (5) the Tar-
ragona, Barcelona and France Railway Company, and (6) the Algeciras
(Gibraltar) Railway Company, Limited.
The condition of the Spanish railway lines is rather unsatisfactory
both with regard to the comfort and the safety of passengers. There are
three classes of passenger cars. The first class may be compared, as
far as comfort is concerned, with the second-class French car.
In consequence of a collision which took place at Quintanilleja, on
the Northern line, about three years ago, the Government issued a
royal decree ordering all railway lines to use vacuum brakes on all
passenger trains running at a speed of 50 kilometers (31 miles) per hour,
and alarm electric bells. Only express trains reach this speed, as a
general rule, but it frequently happens that ordinary passenger trains,
being behind time, exceed this speed in order to make up lost time.
On the Northern Railway line vacuum brakes are attached to express
trains only. On the Madrid, Alicante and Zaragoza line they are used
both on express and ordinary trains (mail).
¹ Received too late for insertion at its proper place.
HIGHWAYS OF COMMERCE.
699
As to the alarm electric bells, the railway companies have failed as
yet to carry out the Government decree.
All Spanish railways have only one track.
From Madrid to the French frontier (Hendaye), one express train
runs daily during the winter season and two during the summer (July,
August, and September). From Madrid to Corunna, Gijon, Santander,
and Bilbao one express train runs daily. On the Madrid, Zaragoza
and Alicante line there are one daily express train and one extra
express train three times a week. On the Madrid, Caceres and Por-
tugal line there is one daily express train. The European Interna-
tional express runs three extra express trains per week. From Paris
the train leaves for Madrid on Mondays, Wednesdays, and Saturdays,
and for Lisbon on Wednesdays and Saturdays.
With respect to the freight on the Northern line, the rates range
from 0.12 to 0.3 peseta per ton per kilometer (0.62137 mile). On the
Madrid, Alicante, Zaragoza and Barcelona line the rates range from
0.15 to 0.4 peseta per ton per kilometer.
With regard to railroads overcoming great obstacles, a list of the
tunnels and bridges on the Northern Railway line and on the Anda-
lusian Railway is given herewith.
On the Madrid-Trun line, the highest station is La Canada, 1,359
meters (4,459 feet) above the level of the sea, situated at 92 kilometers
(57.17 miles) from Madrid, the altitude of which is 595 meters (1,953
feet). On the Madrid, Leon and Gijon line, there is a station called
Busdongo, the altitude of which is 1,197 meters (3,927 feet), being 117
kilometers (72.7 miles) distant from Gijon, the grade between both
stations, Gijon and Busdongo, being 10.20 meters per kilometer (33.46
feet per 0.62137 mile).
Distances to termini and main points touched.
NORTHERN RAILWAY SYSTEM.
[NOTE.-Parallel lines indicato terminal points of divisions and branches.]
From Madrid to—
Distance. Fare.
From Madrid to-
Distance. Fare.
Kilometers. | Pesetas.a
Kilometers. Pesetas.a
Alar
415
48.95
Miranda
453
52.10
Reinosa
Santander.
Segovia
448
53.50
Orduña
517
59.50
---
503
61.10
Dos Caminos.
551
63.40
Bilbao..
557
64. 10
101
11.65
Palencia
284
32.70
Segovia.
101
11. 65
Orense
691
76.50
Medina
186
22.00
Vigo
823
91.68
Burgos..
363
41.75
San Sebastian.
614
70.65
Palencia
284
32.70
,
Hendaye..
633
72.80
Lugo...
716
82.40
Corunna
831
83.00
Leon
407
46.85
Gijon
578
64.55
700
HIGHWAYS OF COMMERCE.
:
Distances to termini and main points touched—Continued.
SOUTHERN RAILWAY SYSTEM.
[NOTE. -Parallel lines indicate terminal points of divisions and branches.]
From Madrid to—
Distance. Fare.
From Madrid to—
Distance.
Fare.
Kilometers. Pesetas.a
Kilometers. Pesetas.a
Alcazar
148
17.05
Talavera
134
15.55
Alicante
455
52.35
Plasencia
251
29.40
Valence de Alcantara
Zaragoza.
372
42.30
Elvas
401
50.00
Barcelona
713
81.55
Badajos.
58.65
Lisbon
799
82.65
Cordova.
441
50.85
Seville
574
66.05
Aranjuez
40
7.40
Jerez..
678
78.00
La Encina.
377
43.40
Cadiz
727
84.25
Jativa.
435
50.25
Valencia
490
58.75
Cordova.
441
50.85
Seville
572
65.95
Cordova.
441
50.85
·
Huelva.
681
79.90 Malaga...
634
75.30
a1 peseta = 19 3 cents United States currency.
Tunnels.
NORTHERN RAILWAY SYSTEM.
[NOTE.-1 kilometer=0.62137 mile; 1 meter = 39.37 inches.]
Name of tunnel.
Length.
Name of tunnel.
Length.
Kilom. mel.
Kilom. met.
Campo del Moro.
Madrid-Hendaye line:
0 909
Santander line:
Reinosa.
1 276
Torrelodones
0
286
Cañada
0
471
---
Portachuelo
Paradilla..
Conejero
Cañada..
Navalgrande
Primero de la Brujula.
Segundo de la Brujula.
Cuarto de la Brujula.
San Roque.
Primero de Ameyugo.
Chinehetre…….
Otzaurte
Rosa Aria.
Salinas.
Asineta
Ustaran..
Osina..
Oazurza.
0 264
Cubertoria..
0
236
0
681
Montabliz
0
675
0
323
Asturias line:
0
747
Corro la Tienda.
0
227
1
004
Serrin
0
270
1
042
Mieres.
0
244
0
222
408
0
219
0 224
Laguna.
Pandolo..
Topeal.
Pisona..
0
378
0
308
0
332
1
024
•
0
540
Resgosa
0
242
·
1
157
Ranero
0
470
0
228
Troneos
0
331
0
359
Cuchitin
0
535
•
725
Establon....
429
0
367
Mudrielo
376
0
706
Gramea.
0
659
2
956
Navidiello
0
258
Brincola.
0
276
Valvenir...
0
642
Primero de la Zumarraga.
0.
718.
Ventanoso..
0
756
Cuarto de la Zaizabal.
0
464
Peñas Agudas..
0
263
Quinto y sexto de la Erizmendi.
0 542
Valdecales..
0
316
Séptimo de la Ormaiztegui.
Octavo bis Arrazabal….
0 234
Sorda..
1 075
0 417
Bosnacil..
0
346
Isasondo
0
281
Collada-Congostinas
294
Legorreta..
Teastequieta.
Arrabalza..
Andoain
Urnieta
Loyola
·
Gainchurrisquita
No. 1...
No. 3..
Galicia line:
0 411
La Sotera..
205
0 518
El Tuero..
0
320
·
OOHOO
0
290
Perrerca.
3
077
0
304
Estillero.
0
233
1
001
Pallariega
0
904
290
Corallon
314
0
534
Peña-Negra...
0
299
Villalba-Segovia line:
Galanes..
0
410
2
NO.
220
Galicia line:
380
No. 5
0
484
No. 9
0
622
No. 1...
0
602
No. 13 ....
0
206
Villabona-Aviles line:
El Lazo..
1
042
Terrones..
0
300
No. 17
0
520
HIGHWAYS OF COMMERCE.
701
Tunnels-Continued.
NORTHERN RAILWAY SYSTEM-Continued.
[NOTE.-1 kilometer=0.62137 mile; 1 meter=39.37 inches.]
Name of tunnel.
Name of tunnel.
Length.
Length.
Galicia line-Continued.
Kilom. met.
Galicia line-Continued.
Kilom. met.
No. 26..
1
007
No. 28
0
246
No. 29
0
220
Congostinas Loda...
Orria
Batan..
No. 30
0
307
El Padrun
No. 33
0
584
Calayo..
Cobas.
0
718
Perido...
0
317
Fresno.
Robledo
LHOHOOO
1 822
1
061.
0
305
1
726
0
703
0
427
898
Atalea.
0
483
Santander line:
Bustelos
0
278
Negro
0
296
Peña del Burro.
0
230
Gustazoso
0
351
Quereño..
349
Moran (Cotio).
0
222
La Barja.
0
223
Hijando
0
242
Pedreiras
0
300
Pujayo.
0
593
Monteaforado.
0 402
San Lorenzo.
0
270
San Roman
0
310
Las Llosas..
0
245
Rairos
0
220
Somathoz.
0
298
Cobas..
534
San Pedro de Lor...
0
235
No.1....
De Casti.
0 211
No. 2..
La Marquesa
0
418
No. 3...
Treiras
0
995
Castejon-Bilbao line:
Alsasua-Zaragoza-Barcelona line:
OOO
0
375
0
203
0
984
Cuatro...
.0
254
Lastanosa
0
327
Oural
San Alberto
La Tisira.
Seiros...
1
963
Segur..
0
259
0
223
San Pedro.
0
203
-
0
229
Segues..
0
424
0
234
Santamans
0
432
Pasajes
0
424
Manresa
364
Congostinas
1
168
Grande de Torellat.
0
608
Royadoz..
0
220
Lerida-Tarragona line:
Las Cruces
0
385
No. 1....
0
733
Bustiello.
0 889
Barcelona-San Juan de las Aba-
Coerada..
Valdehaces
0 223
0 285
desas line:
Escala..
0
427
ANDALUSIAN RAILWAYS.
Malaga-Cordova line (123 miles):
Boabdilla-Gobantes………..
0.
358
Gobantes.El Chorro (11 tun-
nels), longest..
0
839
Alora-Pizarra..
0 189
Cordova-Balamzona (4 tunnels),
longest
0
315
Obejo-Alhondiquilla (3 tun-
nels), longest
0
230
Malaga Cordove line-Continued.
Rio Frio-Laja (3 tunnels), long-
est....
Marthena-Cordovaline (56.54 miles):
Gudaleazer-Valchillon..
Puente Genil Linaves (109.36 miles):
Cabra-Da Mencia.
Torre Don Jimeno-Torredel
Campo...
Bridges.
0
160
0 327
0 140
0 334
NORTHERN RAILWAY
Leon Gijon line: Across the Caudal, the Nalou, and the Nora.
Zaragoza-Alsasua line: Across the Ebro, the Aragon, and the Imperial Canal.
Zaragoza-Barcelona line: Across the Gallego, the Cinca, the Segre, and the Llobre-
gat.
Lerida-Tarragona line: Across the Franioli.
Madrid-Iron line: Across the Duero and the Oyzarzun.
Segovia-Medina line: Across the Eresma, the Voltoya, and the Adaja.
Palencia-Coruña line: Across the Sil (4), the Burbia, the Neira, the Tordia, and
the Miño (a viaduct), the Ladra, and the Parga (2).
702
HIGHWAYS OF COMMERCE.
Lines.
ANDALUSIAN RAILWAYS.
Malaga-Cordova (123 miles) :
Malaga-Valchillon
Valchillon-Torres
Cabrera.
Cubrera-Munez
Puente Genil-Casarriba
Bobadilla-Gobantes
Gobantes-El Chorro
Alora-Pizarra……
•
Cordova-Belmez (44.11 miles):
Cordova-Ballenzona
Obeja-Alhondiguilla….
Villa Nueva del Rey-Cabeza Vaca.
Bobadilla-Granada (75.8 miles):
Salinas-Rio Frio..
Illora-Pinos Puente
Pinos Puente-Atarfe..
Sevilla-Jerez-Cadiz (102 miles):
Sevilla-Dos Hermanos..
•
Puerto Santa Maria-Puerto Real.
Do...
Puerto Real-San Fernando.
Do....
Moron Utrera-Osuna (57.80 miles) :
Empalune-A tachal.
Marchena-Ojuelos..
Osuna-La Roda (21.75 miles):
Aguadulce-Pedrera.
Marchena Cordova (56.55 miles):
Guadalcazar-Valchilla.
-
La Carlota-Guadalcazar
Alicante-Murcia-Torrevieja (55.9 miles):
Alicante-Santa Pola……..
Elche-Cuvillante
Calosa-Orchuela.
Beniel-Zenata..
Albateria-Benjopar..
Puente Genil-Linares (109 miles) :
Lucena-Cabra……….
Labra-Da Mencia
Da Mencia-Alcandeta
Alcandeta-Vado Jaen
Do
Vadojaen-Martes.
Torre Don Jimeno-Torre del Campo………..
Espetim-Bailen
a Longest.
Number
of
bridges.
Length.
Over the
1
Meters.
204
Guadalquivir.
1
64
La Torrecilla.
2
35, 45
Fuensequilla.
1
58
Las Arcas.
1
133
1
42
2
1
1
1
Jak pod pod
1
211
1111
1
114
66
8* *** 822 2018 2 22 5
39, 69
Genil.
Vad Yeso.
Mellizas.
Pizarra.
152 Puente Pedruche.
24
Do.
25
Do.
a 90
Rio Frio.
Do.
Do.
36 Guadalquivir.
Gudalete.
San Pedro.
Borcadel Ave y el
Aguila.
Sante Petri.
1
99
1
20
2
17, 25
1
12
1
2
50
50, 20
131H-
122
45
Aguas Amargas.
316, 24, 75
Vinalapa.
40
Segura.
30
Regueron.
40
Segura.
70
Alameda.
25, 130
83, 205
2
12
2
2
70, 70
El Mayora La Seina.
Guadajos and Desgara-
dero.
Espinda and Vadoju-
dio.
222 | Vivora.
130, 206 Sierrayuelo and Sala-
do.
80, 102 | Arrajuelo and Coba-
llier.
Guadalquivir.
Difficulties of construction.-The Andalusian railways which have
overcome great obstacles are the following:
The Cordova-Malaga line, on account of its numerous tunnels, bridges,
and works across the Gaitanes Mountains, between Gobautes and
Alora; the Bobadilla-Granada line, and also that of Cordova-Belmez;
and the Puente Genil-Linares line.
HIGHWAYS OF COMMERCE.
703
Dates of inauguration.
Line.
Date opened.
Line.
Cordova-Malaga line:
Cordova-Malaga
Sept. 16, 1863
Alora-Cordova..
line, four years.
Aug. 15, 1865
Time consumed in building
Sevilla Jerez-Cadiz line-Cont'd.
Time consumed in building
line, eight years.
Utrera-Moron-Osuna line:
Date opened.
Moron-Marchena
Oct.
8, 1868
Cordova-Belmez line:
Cordova-Alhondiguilla
Nov. 18, 1870
Marchena-Osuna
Utrera-Moron
Apr. 17, 1875
Sept. 12, 1864
Alhondiguilla-Obēja.
July 11, 1875
Time consumed in building
Obeja-Cordova.
Sept. 5, 1875
line, one year.
Time consumed in building
ine, three years.
Bobadilla-Granada line:
Time consumed in building
line, one year.
Bobadilla-Antequera.
Aug. 20, 1865
Loja-Granada
Antequera-La Peña.
Dec. 10, 1866
Aug. 14, 1869
Marchena-Eija..
La Peña-Loja……
Nov. 8, 1863
Time consumed in building
line, seven years.
Jerez to San Lucar and Bonanza:
Jerez-Alcubilla .
Oct. 2, 1878
Alcubilla-San Lucar.
Sept. 1, 1877
San Lucar-Bonanza.
Sept. 12, 1884
Time consumed in building
line, one year.
Sevilla-Jerez-Cadiz line:
Jerez-Puerto Santa Maria
June 22, 1856
Puerto Santa Maria-Trocadero.
Oct. 10, 1856
Sevilla-Jérez
May 1, 1860
Puerto Real-Cadiz.
Mar. 1, 1861
Cordova-Sevilla..
Sept. 29, 1861
Osuna-La Roda line..
Marchena-Cordova line:
Eija-La Carlota.
La Carlota- Vachillon
Time consumed in building
line, one year.
Alicante-Murcia Torrevieja line... June 18, 1884
Time consumed in building
line, two and one-half years.
Puente Genil-Linares line:
Espeluy-Jaen.
Puente Genil-Cabra
Cabra-Jaen
Espeluy-Linares.
Time consumed in building
line, one year; other part of
line, six years.
F. FIGUEROA HERNANDEZ,
Feb. 24, 1878
Sept. 20, 1879
June 10, 1885
Oct. 12, 1885
Aug. 18, 1881
June 18, 1891
Jan. 22, 1893
Do.
MADRID, July 30, 1895.
Vice-Consul.
APPENDIX D.
NEW TARIFF RATES OF AUSTRIAN STATE
RAILWAYS.¹
In former dispatches to the Department, I have explained what is
called the zone system, the operation of which has been attended with
remarkable success on the Hungarian railways, and it may be of some
interest to know that the Austrian State railways have also made
some reduction of rates and have recently adopted a new tariff scheme
on that system in which the rates on second-class goods have been
lowered to even less than those of the Northwestern Railway. It con-
tains three classes, as follows:
0.62137 to 93.2 miles :
Express train.
Ordinary train
93.8 to 186.4 miles:
Express train.
Ordinary train.
187 to 372.8 miles:
Express train.
Ordinary train..
Over 372.8 miles:
Express train.
Ordinary train.
Distance.
Class-
1.
2.
3.
*
Florins. Florins.
Florins.
5. 25
3.25
1.75
3.75
2.25
1.25
5. 15
3. 15
1.65
3.65
2. 15
1.15
5.00
3.00
1.50
3.50
2.00
1.00
4.80
2.80
1.30
3.30
1.80 i
.80
* 1 florin 40 cents United States currency.
Received too late for insertion at its proper place.
704
HIGHWAYS OF COMMERCE.
The calculation is based on the zone system. The first zone is formed.
by a distance of 10 kilometers (6.2 miles). From 10 to 50 kilometers
(6.2 to 31 miles) the zones are formed by 5-kilometer (3.1 miles) divi-
sions; over 50 kilometers, however, each zone is 10 kilometers (6.2 miles)
long. The stamp duty is charged separately; it amounts to 2 kreutzers'
per florin (40 cents), at the highest being 25 kreutzers for one ticket.
In the first zone there are stipulated minimum prices; hence the jour-
ney up to 10 kilometers (6.2 miles) costs 12 kreutzers in the third class,
23 kreutzers in the second class, and 38 kreutzers in the first class
carriages, exclusive of stamp duty.
The distance between two stations is found by the kilometer table.
In the transportation of goods, there is to be added a slight supple-
mentary charge by mountain railways and railways of expensive con-
struction, and it is unnecessary to make unit tariffs on these railway
lines.
The new tariff is to go into operation on September 1, 1895.
EDWARD P. T. HAMMOND,
BUDAPEST, July 9, 1895.
APPENDIX E.
Consul.
INTERIOR WATERWAYS OF NORTHWEST
EUROPE.2
3
In a report previously published, the principal harbors located on
the North Sea and English Channel were described. Every one of
the cities mentioned, Hamburg, Bremen, Amsterdam, Rotterdam,
Antwerp, Havre, and others, is the terminus of a network of railways,
rivers, and canals. A large share of the merchandise shipped abroad
from these ports is transported by water from the place of origin to
the side of the ocean steamer. Rivers and canal systems are the com-
mercial highways of Continental Europe. These water routes still
maintain their prestige, chiefly by reason of their economic advantages,
while the comparatively short distances to be traversed are also in their
favor.
A knowledge of the principal rivers and canals, upon which so many
goods destined for our country commence their journey, should be val
uable. Not only may such a description give an idea of European
transportation facilities and charges, but it also should serve as an aid
to the perfection of our own system. It is, therefore, with peculiar
pleasure that I have just read a book upon this subject published by a
11 kreutzer equals two-fifths of a cent.
2 Received too late for insertion at its proper place.
3 See "North Sea and Channel ports," published in Consular Reports, No. 170, Jan-
uary, 1895.
HIGHWAYS OF COMMERCE.
705
civil engineer of this city. The author, Mr. Octave Mavaut, gives a
succinct account of transportation facilities by water in France, Hol-
land, Germany, and Belgium. I will review, as briefly as possible, the
salient features of this treatise.
FRANCE.
France is certainly the country where the Government has inter-
vened most liberally in favor of interior navigation. The works exe-
cuted upon navigable waterways since 1880 have cost the sum of
$87,000,000, and the relinquishment of the tolls represents also an
annual sacrifice of several millions. It is interesting to note that the
French Government has not done anything except to transform and
improve the existing waterways. Of the 7,660 miles of navigable water-
ways which France possesses at present, there are scarcely 70 miles of
canals recently constructed. Among them, however, we must mention
the canal from the Oise to the Aisne, which greatly facilitates the rela-
tions between eastern France and Alsace-Lorraine, on the one hand,
and northern France and Dunkirk on the other. The commercial impor-
tance of the various navigable ways is far from equal; indeed, 3,500
miles of the so-called principal water courses absorb more than 90 per
cent of the total mileage traffic.
CANALIZATION OF THE SEINE.
The most considerable work of all this period has been the canaliza-
tion of the lower Seine from Paris to Rouen, which has cost in round
figures $11,600,000. This great work has only recently been completed
by the construction of the canal from Tancarville to Havre, which has
cost $3,860,000. The object has been to obtain at all times a depth of
10 feet, affording shipping an available draft of 9 feet 11 inches,
while establishing the necessary arrangements for active and easy
navigation.
In the 155 miles which separate Paris from Rouen there have been
constructed nine stations with removable and movable dams for the
drainage of superfluous water, as well as locks to insure in ordinary
times the regularity of navigation. At each dam there is a large lock
affording in the sluice an available length of 4623 feet and a width of 552
feet, and also a smaller lock affording in its sluice an available length of
1363 feet and a width of 283 feet. The results of these works are
already considerable; for in five years-from 1886, the year of their
completion, until 1891-the annual traffic on the lower Seine has
increased from 217,000,000 to 399,009,000 "mile-tons." "
'This expression "mile-ton" means the carriage of 1 ton over the distance of 1
mile. We should be careful, however, not to understand it as meaning a certain
number of tons per mile. For instance, 399,000,000 mile-tons does not mean that
number of tons carried per mile; that figure is, on the contrary, the product of the
total number of tons of merchandise multiplied by the total length of the distance
533A -45
706
HIGHWAYS OF COMMERCE.
The character of the boats and their means of propulsion have like-
wise been transformed. Besides the ordinary canal boats, which carry,
at the maximum, 300 tons, specially large barges up to 1,000 tons in
size have been constructed. Steam is exclusively employed for navi-
gation; it alone operates the very complete output of towboats, using
chains and magnetic adherent cables, as well as the tugs and coasting
boats, which are in regular communication with Loudon.
One remarkable feature of the lower Seine navigation is the regu-
larity and swiftness of transportation. In this respect there are boats
between Paris and Rouen which compete with the railway.
The price of freight between Rouen and Paris was, in 1890, upstream,
714 cents per ton, and downstream, 512 cents per ton.
IMPROVEMENT OF THE RHONE.
The improvement of the Rhone from the junction of the Saone at
Lyons to the sea has been undertaken with an entirely different idea.
Over a distance of 205 miles the improvement of the open river has
been accomplished by a series of works wisely conceived and accurately
executed. Before the works were commenced, in 1880, the minimum
low-water mark was 153 inches. During 182 days of the year only did
the available draft exceed 63 inches, within which time there were
included 101 days during which it was more than 78.7 inches.
After twelve years of persevering efforts and an expenditure of
$9,000,000, the following results have been obtained: The channel has
been corrected; the falls have been lengthened, lessening the impetu-
osity of the rapids; dangerous rocks have been removed; the minimum
draft now measures 55 inches, and there is an available draft of 63
inches during at least 354 days, and more than 78.7 inches during
310 days of the year. The only obstacle which the Rhone still presents
to navigation arises from the violence of the current. It is hoped to
remedy this by establishing a series of relays, fitted out with special
tugs, drawn upstream by cables, to be wound around fixed drums
operated by steam power. These cables would unwind for boats going
downstream, and would allow an easy traction power, from which the
best results are expected. The day, therefore, is soon coming when
the Rhone, which seemed unconquerable, will be easily navigable, and
will have an immense traffic.
The navigation of the Rhone is destined to immediately serve very
important local interests. It is, moreover, impossible to estimate the
importance of this route for international traffic. The Rhone, suitably
traversed. Thus, if the total of goods transported amounted to 5,500 tons and the
distance carried was 50 miles, we should have a mile-tonnage of 275,000 tons. This
definition should be borne in mind wherever the phrase appears in the course of this
report. The original expression employed in French is " tonne-kilométrique."
Mile-ton is the nearest equivalent phrase, the necessary reduction from kilometer to
mile having been madę.
HIGHWAYS OF COMMERCE.
707
connected on the one hand with Marseilles by a direct canal, and on
the other with the navigable water courses of France, Belgium, and
Germany, may be destined to become the principal commercial artery
of northwestern Continental Europe for connection with the countries of
the Mediterranean, the Indian Ocean, and the Far East.
DEVELOPMENT OF FRENCH CANALS.
The works executed upon the French canals, being almost exclu-
sively in the line of improvement, appear comparatively modest along-
side of the great improvement of the Seine and Rhone. The change
accomplished in the last fifteen years, however, is not less considerable,
and is in proportion with the hundreds of millions which have been
devoted to that purpose. The object has been to reduce all canals of
general importance to one single type, so as to render them practicable
for the largest boats in use on Freuch canals. The type of boat which
predominates is the Flemish pinnace, or Walloon boat, of 300 tous.
Its dimensions are: Length, 126 feet; width, 164 feet; draft, loaded,
54 feet. Boats of this type figure for 80 or 90 per cent of the total
upon the northern and eastern canals. To permit the passage of these
boats the sluices measure in available space: Length, 126 feet; width,
17 feet. The legal dimensions of the great French canals are not less
than 32 feet in width at the bottom, 524 in width on the water surface,
and 6 feet draft.
In 1878 only 288 miles of canals satisfied these conditions. In 1893
there were 1,353 miles. Such were especially all the canals of northern
and eastern France. For a great many canals, moreover, these meas-
urements have been increased, by reason of the importance of their
traffic. Thus the canal from the Oise to the Aisne has a width of 323
feet at the bottom and a draft of 7 feet. The Scheldt Canal has a
width of 36 feet at the bottom and a draft of 7 feet. The St. Quen-
tin Canal, whose depth is the same, has a width of 39 feet. Upon
certain canals the traffic is enormous. There pass, for instance, over
the St. Quentin Canal, on an annual average, 3,500,000 tons of mer-
chandise, and in some parts exceptionally frequented as much as
3,800,000 tons. The total annual traffic, therefore, for this single canal
amounts to about 300,000,000 mile-tons, which is equal to almost half
of the total traffic of all the Belgian waterways united. The traffic
per mile is about 5,000,000 tons. The St. Quentin Canal has a length
of 58 miles and 35 locks. At its summit-level pond there are two
subterraneous passages, 3,609 and 18,700 feet in length. There is,
moreover, a series of narrow passages in cuttings, with curves of short
radius and great angular development. In order to meet the exigen-
cies of such an important traffic upon canals where navigation is very
difficult, the authorities have established a series of intelligent and
practical regulations. Upon the northern and eastern canals and
canalized rivers towage by hand power is prohibited for loaded boats,
708
HIGHWAYS OF COMMERCE.
and tolerated for empty boats only on condition that it be done by men
of the crew. Towage on canals is mostly done by horses. On certain
canals, as on the canal parallel to the Oise, private companies are estab-
lished which furnish horses at a fixed price and by contract. On other
canals, as on the St. Quentin Canal, the authorities have organized the
towage along the canal and let it out to contractors upon certain stip-
ulated conditions and by public adjudication. Finally, public authority
itself operates the mechanical traction in use upon certain summit-
level ponds which present exceptional difficulties for navigation. In
this manner chain towage is operated on the summit-level pond of the
St. Quentin Canal, on that of the canal connecting the Marne with the
Rhine, in the tunnel of Ham, situated on a branch of the canalized
Marne, and on the middle scarp in the Douai passage. The Govern-
ment is about to establish the system of funicular towage invented by
Maurice Levy upon the Aisne-Marne canal, in the Mount Billy tunnel
near Reims. Last year it inaugurated, with remarkable success,
electric towage-Pouilly system-upon the summit-level lake of the
Bourgogne Canal, which includes a tunnel 10,829 feet in length.
Let us not forget the abolition of tolls voted in 1880; then the full
importance of the works and useful measures decreed by the French
Government in favor of the development of interior navigation will
be easily understood. The latter has already largely profited by the
favors which have been granted it.
From 1,247,095,000 mile-tons, which represented in 1880 the trans-
portation movement upon French navigable waterways, the figures
have risen to 2,117,400,000 mile-tons in 1891, while the price of freight
per ton and per mile has dropped to three-tenths of a cent, and even
less for long distances.
HOLLAND.
Interior navigation has not so great an importance in any other
country as in Holland. There the boat is the predominant factor in
transportation. Besides the admirable network of rivers which pass
through the country, innumerable artificial navigable ways thread it.
The system of canals for navigation has alone a development of 2,244
miles, while all the railway lines have only a total length of 1,511 miles.
It is, however, to be remarked that this system of navigable ways
branches out very slightly into other countries; its connections do not
extend beyond such communications as are established by the Rhine,
the lower Scheldt, and the Bois le Duc-Maestricht Canal. The last,
indeed, only supplements the navigation of the Meuse.
To maintain an influential commercial situation and to consolidate
the sources of native activity, the country has applied a large portion
of its means to the development of its shipping and seaports. Rotter-
dam and Amsterdam claim to handle almost exclusively the important
maritime trade originating in the rich industrial regions adjacent to
HIGHWAYS OF COMMERCE.
709
the valley of the Rhine. The improvement of navigation toward and
upon the Rhine forms an essential part of the programme; the present
situation has been attained only after long and laborious work.
NAVIGATION FROM ROTTERDAM TO THE RHINE.
The Rhine, coming from Germany, crosses the Dutch frontier near
Lobitts. About 6 miles lower down it divides into two branches, of
which the more important in respect to navigation, the Wahal, passing
by Nimeguen and Eich, mingles with the Meuse at Wondrichsem, 58
miles from the frontier. From their point of junction the Wahal and
the Meuse continue, under the name of Meerwede, to Hardinxveld,
several miles lower down, where there is another separation of their
waters. The lower Meerwede flows on to Dordrecht, aud from there
to Rotterdam under the name of the Old Meuse and the "North;" the
new Meerwede serves only as a great artificial drainage way to conduct
the waters toward the Hollandsch Diep, where they pass under the
well-known bridge of Moerdyk.
The course of the Rhine, including the Wahal and the Meerwede,
has undergone important transformations. Instead of an irregular
water course-strewn with islets and sand banks, presenting a series of
shoals and deceptive channels, very often affording at low water only
a depth of 1 meter or less-there now exists one of the most beautiful
navigable ways to be seen. Its normal width is 1,180 to 1,312 feet, and
the depth at low water, which will be increased everywhere to at least
9 feet 10 inches, is already 8 feet 10 inches, even when the depth regis-
tered on the bank at Cologne is only 5 feet, an event which occurs, on
the average, not more than ten days in the year. The width of the
navigable channel is 328 to 492 feet. The Meerwede has to-day a depth
of 9 feet 8 inches or more to Dordrecht, and beyond the depth con-
tinues to increase to Rotterdam.
The works of improvement projected are chiefly the fixing of a minor
bed by means of submerged piles and dredgings for the establishment
of the channel. These improvements have cost, for the Upper Rhine,
$569,871.10; for the Wahal, $5,028,788.70; for the Meerwede, $4,786,400,
and for the Old Meuse, the North, the Mollegat, and the Spree,
$1,002,152, which make a total sum of nearly $11,500,000. Other
expenses are still to be incurred for finishing and consolidating the
improvements heretofore made. Important dredgings and supplemen-
tary works at St. Andre are especially in view. In order to prevent
any mixture of the waters of the Meuse with those of the Wahal,
there is projected a new drainage course destined to carry off the water
of the Meuse into Hollandsch Diep. In this manner navigation from
Rotterdam to the Rhine will not be influenced by the changes in the
Meuse; the ice floes which come down at the breaking up of this river
will likewise be diverted from Rotterdam. From this description it
710
HIGHWAYS OF COMMERCE.
is seen that the Dutch are not neglecting any means of increasing
the advantages and facilities of navigation between Rotterdam and
the German ports of the Rhine.
NEW CANAL OF THE MEERWEDE.
Amsterdam, which has made for its port as many sacrifices as Rot-
terdam, bad for a long time good communication with the Rhine by
the Cologne Canal. This navigable way, formed by a series of special
canals, the last of which was constructed in 1825, placed Amsterdam
in communication with the Lek and the Meerwede. Its total length
was 52 miles; the width at the bottom measured 424 feet, and the depth
was 8 feet. It was practicable for Rhine boats measuring 220 feet in
length, 24 feet in width, and having a draft of 6 feet 10 inches.
For several years past, as is well known, the dimensions of the Rhine
boats have been increasing. They now frequently reach 266 feet in
length and 344 feet in width, with a draft of 83 feet, their tonnage being
1,500 metric tons. A barge has recently been constructed at Slikkeveer
which is 285 feet in length and 353 feet in width, with 8 feet draft
and a carrying capacity of 1,750 metric tons.
In these conditions the Cologne Canal was considered insufficient,
and has been replaced by the new canal from Amsterdam to the Meer-
wede. The greater part of the canal-from Amsterdam to the Lek,
over a distance of 29 miles-is entirely new. On the other hand, the
portion between the Lek and the Meerwede is a transformation of the
former Cologne Canal. By the new canal the distance from Amsterdam
to the Meerwede has been reduced to 44 miles. In certain portions of
the canal the level is variable, but it offers always at the least a draft
of 10 feet. The width at the bottom is at least 65 feet. The locks of
Utrecht, Vreeslyk, Vianen, Heenenhoek, and the Meerwede are 3933
feet long and 39 feet wide. The twin locks of Amsterdam are 46 feet
wide. This superb canal cost $8,106,000; it was opened for traffic May
1, 1893.
DEVELOPMENT OF TRAFFIC.
The daily increasing importance of navigation between the Dutch
maritime ports and the German ports of the Rhine amply justifies the
considerable sacrifices which Holland is making to improve its com-
munications with this latter river.
According to observations made at the German frontier station of
Emmerich, the total trade with Holland and Belgium showed a move-
ment, in 1881, of 26,803 boats, of which 17,894 were under the Dutch
flag; in 1892, of 38,024 boats, of which 30,694 bore the Dutch flag.
The 38,024 boats of 1892 represented an available tonnage of 11,975,389
cubic yards.
The traffic by the Rhine between Germany and Holland alone included
a movement of 4,654,370 tons of merchandise in 1890 and of 5,423,418
tons of merchandise in 1893, an increase of 769,043 tons.
HIGHWAYS OF COMMERCE.
711
During the same years the traffic by water between Germany aud
Belgium amounted to 1,165,456 tons of merchandise in 1890 and 1,310,033
tons of merchandise in 1893 being an increase of only 144,577 tons of
merchandise.
GERMANY.
THE GERMAN RHINE.
The Rhine is probably the most important interior waterway of Ger-
many. Considering the relations with Dutch and Belgian ports, the
total traffic of the Rhine attained in 1892 the figure of 20,793,000 tons
of merchandise, of which total 16,480,000 tons represented interior
transportation alone. In 1882 the total traffic was only 10,150,000
tons. The traffic therefore doubled in ten years.
In Germany the public works for the improvement of the Rhine are
ming to obtain between Mannheim and St. Goar an available depth
of 6 feet 6 inches; between St. Goar and Cologne, a depth of 8 feet
2 inches, and below the last-mentioned city a depth of 9 feet 10 inches
at the time when low water marks there only 4 feet 11 inches. Above
Mannheim up to Strasburg there is only an available depth of 4 feet
4 inches to 4 feet 11 inches, and sometimes, at low water, even less.
Rhine boats are now frequently running with partial cargoes up to
Strasburg. In this case they still carry from 300 to 600 tons of mer-
chandise. With much less difficulty, small boats can ascend the Rhine
as far as Hunningen, at the gates of Basel.
Towing by steam apparatus placed on the banks is organized between
Bonn and Bingen, while steam-tug towing, which every day is on the
increase, is strongly competing with it. The prices of tug towing
upstream do not exceed on the average $0.00875 to $0.009 per ton for
every mile. The fleet which carries on the traffic of the Rhine counts
to-day 8,248 boats, of which number 7,530 are ordinary boats, repre-
senting a tonnage of 1,531,284, and 738 are steamers, whose total ton-
nage is 32,204. The value of this fleet is estimated at $4,632,000, and
it employs a force of 21,678 men as crews.
One remarkable feature connected with the navigation of the Rhine
is the development and perfect outfitting of the ports which are estab-
lished along its route. Of forty-one ports of some importance, twenty-
eight are connected with railways and provided with all the appliances
necessary to expedite the transshipment of merchandise from boats to
cars and vice versa. In respect to management and appliances, the
ports of Ruhrort, Dusseldorf, Cologne, Mayence, Mannheim, and
Frankfort on the Main have not any reason to be envious of the most
modern seaports. Quays, sheds, warehouses, cranes, granaries with
elevators, and silos for grain, separate establishments provided with
tanks for petroleum-everything exists to facilitate traffic and reduce to
a minimum the cost of handling and warehousing. The construction of
712
HIGHWAYS OF COMMERCE.
the Rhine ports is, however, rather difficult by reason of the variations
in the level of the river, which sometimes rises 18 to 22 feet, as most of
the basins and floating docks are in free communication with the river.
The wharves and talus are of costly construction. Besides, the basins
and protected places must be large enough to serve as places of refuge
during great floods and the breaking up of ice. These circumstances,
as well as the occurrence of very low water, prevent or at least seriously
hinder navigation on an average during thirty-seven days per year.
THE ELBE.
Interior navigation is also thoroughly organized on the Elbe, which,
together with its tributary, the Moldau, forms to-day a navigable way
of 483 miles. Since the completion of the task of rectification the Elbe
contributes greatly to the prosperity of the port of Hamburg. At low
water the swiftness of the current varies from 13 to 7 feet per second,
and increases to 10 to 11 feet per second at high navigable water.
Even in this latter case the draft of boats can not exceed 4 feet 6 inches,
while at low water the possible draft is reduced to 21 inches on the
Austrian portion, and does not amount to more than 313 inches between
Magdeburg and the junction of the Havel, above Hamburg.
In spite of the unfavorable conditions, the average price of freight
per ton per mile is only $0.00388 upstream and $0.00291 downstream.
The boats in use are as much as 197 to 230 feet in length and 28 to 323
feet in width, with a capacity of 15,900 to 26,500 cubic feet. Traction is
supplied by means of chains from the banks or by steam tugs. Steam-
boats, known as "Express transports," carry 150 to 200 tons of mer-
chandise and tow a barge of 200 to 250 tons. They cover the distance
of 392 miles between the Austrian frontier and Hamburg in three
days; in ascending the stream, they require eight or nine days. The
rectified Oder and the canal uniting the Oder and the Elbe, which is
143 miles in length, with 25 locks, and follows partially the course of
the Spree, constitute beautiful navigable ways in spite of their shallow
draft. The lock of Mühlendamm, 377 feet in length and 314 feet in
width, was opened last year. Its completion brought to a conclusion
the improvements in the Berlin section, for which the municipality
contributed nearly $2,000,000. Boats of 500 tons can now circulate
between the Elbe, the Spree, and the Oder.
THE NEW PRUSSIAN CANALS.
Besides the rivers and canals of the March, of which we have just
spoken, and the North Sea and Baltic Canal, recently opened, North
Germany does not possess any artificial navigable way of importance.
As other countries have done, Prussia has presumed upon the economic
value of railways. It has been found necessary that railways should
carry a large car of coal from Westphalia to Bremerhaven for $10.13—
which, for distances of 186 to 279 miles, only amounts to $0.0038825 ·
per ton per mile-and it was not until industry was forced to demand
rates below the cost of working the railways that the necessity was
HIGHWAYS OF COMMERCE.
713
recognized of completing the economic system of the country by the
establishment of a well-arranged series of canals. The programme
of these works is drawn up and the period of construction has com-
menced. We are accustomed to see the Germans, after they have
adopted a programme, bring to its execution a thoroughly scientific
spirit, combined with perseverance and real patriotism. Apt to profit
from the experience of others, they know how to give to their creations
a remarkable degree of perfection and common sense. The examples
which they have furnished in this respect in the organization of their
great industries, in the management of their ports, in the creation of
their powerful merchant marine, are once more displayed in the con-
struction of a system of navigable ways, recognized as necessary to the
industrial and economical expansion of their Empire.
This programme aims principally to connect with each other the
great natural arteries of the Rhine, the Weser, and the Elbe. In the be-
ginning, it suffices to open an economic navigable route between the
industrial regions of Westphalia and the German ports of the North
Sea by the construction of a canal from Dortmund to Emshafen, a
project now under full headway.
THE DORTMUND-EMSHAFEN CANAL.
The distance from Dortmund to Emshafen will be 158 miles.
Strictly speaking, the canal extends only from Dortmund to Meppen.
From Meppen to Emden the course of the Ems is to be canalized for
this purpose. The canal will have a width of 98 feet at the water
level and 59 feet at a depth of 83 feet below the level. In the exca-
vated sections the bed is provisorily fixed at this depth of 83 feet under
the water line, but in the embanked sections the cunette is deeper; the
bed is 11 feet under the water level, and even there a width of 46 feet
is maintained. The available dimensions of the locks are: Length,
240 feet; width, 28 feet 2 inches. The miters are placed at a depth of
9 feet 10 inches under the water level. With this depth the canal will
be practicable for boats carrying 600 tons, and if later it should be
deepened so as to employ the entire capacity of the locks, it will
receive boats of 700 to 800 tons.
The difference in level between the canal at Dortmund and the North
Sea at Emden is 228 feet. This fall is overcome to the extent of 81 feet
by a plunge elevator of the Gruson system, established 10 miles from
Dortmund, and by nineteen sluice locks scattered throughout the entire
length of the canal. These locks will all be provided with hydraulic-
pressure operating gear, which will considerably hasten the operation
of gates and sluices.
THE DORTMUND-RHINE CANAL.
The canal from Dortmund to the Ems, which a branch prolongs to
Herne, is to be continued to the Rhine in such a manner as to con-
nect Ruhrort and Duisburg with Emshafen. At Bevergern, situated
714
HIGHWAYS OF COMMERCE.
almost halfway between Ruhrort and Emshafen, the great central
canal diverges. This will extend to Magdeburg and will establish the
junction between the Rhine, Weser, and Elbe.
It is proposed to commence very soon the section from Herne to the
Rhine. The distance is only 25 miles, but in this all the difficulties are
accumulated. The section passes through the busiest industrial region
of Westphalia, and lively rivalries have developed among the great
metallurgic and coal companies respecting its route. This latter is
rendered most difficult by reason of the declivity of the country, as
well as by the permeability of the ground in the zone of the mining
concessions.
In order to pass from the Rhine to the summit-level pond, whose water
level is 183 feet above the North Sea, there have been constructed
two locks of 16 feet fall, and two Gruson plunge elevators, with a fall
of 32% and 46 feet respectively. The section of the caual and the con-
structive works will have the same dimensions as in the canal from
Dortmund to the Ems. The industries of Westphalia are still, how-
ever, urging upon the Government to enlarge these dimensions so as
to permit the passage of the large Rhine boats. They ask that the
locks may be 279 feet in length and 344 feet in width. The expense of
construction of this section of the canal is estimated at $10,000,000.
THE RHINE-WESER-ELBE CANAL.
The central canal, as we have said, diverges midway from the Ruh-
rort-Emshafen Canal. It will have a length of 224 miles between
Bevergern and Magdeburg. This canal is destined not only to have
an important transit trade, but also to serve a very large local traffic
between Osnabrück, Minden, Hanover, Peine, Brunswick, and Magde-
burg. According to the present plan of construction, there will be
only four locks and one elevator. The cities mentioned which are not
immediately on the main caual will be connected by branches. These
will be extended to Osnabrück, Hildesheim, Peine, and Brunswick..
The dimensions of the locks and the constructive works will be the
same as in the Dortmund-Ems Canal. All known improvements and
appliances will be installed to expedite navigation and facilitate traffic.
The expense is calculated at $3,475,000.
SOUTH GERMANY AND ALSACE-LORRAINE.
In South Germany and Alsace-Lorraine efforts are likewise being
made to develop the means of economical water transportation. The
canalization of the Main was finished in 1888 as far as Frankfort, over
a distance of 22 miles. The draft, previously only 22 feet, has been
increased to 8 feet 2 inches. The locks constructed in 1886, with a
length of 279 feet and a width of 34 feet, have been lengthened.
They are now 804 feet long. The expense of canalization, supported
HIGHWAYS OF COMMERCE.
715
by the Government, amounts to $2,000,000, while the city of Frankfort
has expended $1,640,000 for the preparation and outfitting of its
port. The traffic, which in 1886, the year of the inauguration of the
port, was 156,000 tons, had in 1891 increased to 577,000 tons..
Much is said of the canalization of the Moselle, which is the principal
tributary of the Rhine. Canalized already above Metz, it would be
transformed in its lower portion-180 miles in length-into a beautiful,
practicable waterway, navigable for large Rhine boats. The proposed
locks would have a length of 279 feet, a width of 323 feet, and a draft
of 8 feet 2 inches. The expense is estimated at $3,570,000, but appears
small in comparison with the economic results which are expected. On
the other hand, an improvement in the navigability of the Rhine itself
above Spire up to Strasburg will probably be accomplished in a short
time. The canals of Alsace Lorraine will then be placed in direct com-
munication with the great navigation of the Rhine. These canals, 269
miles in length, have not undergone any modification since 1870. By
its insufficiency the waterway system of Alsace-Lorraine formed a gap
among the French canals. This need the German Government has under-
taken to fill. It may be expected that within three years the Alsace-
Lorraine canals will have the usual dimensions and constructive works
of French canals, so that they will be practicable in their entirety for
large inland boats.
NORTH SEA AND BALTIC CANAL.
Any description of this important waterway would be superfluous
here,' as all its details have so lately been described in popular and
technical journals upon the occasion of its inauguration in June last,
that its general features are familiar to the public.
A brief description has already been given in this series of reports under the
heading "Germany."
Mr. Jackson, Secretary of the United States Embassy at Berlin, in a dispatch
dated July 18, states that the customs regulations for the canal, officially named
the Kaiser Wilhelm Canal, have been agreed upon by the federal council. He adds:
The semiofficial newspapers state that according to these regulations neither articles
which are customs free, if in unbroken packages, nor those on which duty is to be
paid may be discharged or loaded on board, except at such places as are designated
as landing places, without special permission from the customs authorities. A ship
going from a foreign port, or from a port of the lower Elbe, to the sea may pass through
the canal without any customs inspections, if in charge of a pilot, or if the boat by
which she is being towed has a pilot on board, if she make the necessary customs
declaration and carries during the trip, which must be without interruption, a desig-
nated customs signal. Steamers in charge of pilots, which are to pass through the
whole canal without stopping, need not make a declaration if they carry the customs
signal. In such cases the inspection of vessels bound for Kiel or Neumühlen takes
place at Holtenau. The pilots of ships leaving the canal at Brunsbüttel may not
leave the ships until the Elbe pilots come on board. Ships carrying the customs
signal must continue their voyage without unnecessary delay and without altering
their cargo, and must refrain from any unauthorized communication with the shore
or with other ships, except with regard to sending telegrams, or where it is necessary
716
HIGHWAYS OF COMMERCE.
BELGIUM.
The geographical and economic resemblances which exist between
Belgium, Holland, and France are too great not to have occasioned the
same needs and the same methods of transportation. Belgium is
accordingly liberally provided with navigable ways.
The length of the Belgian system measures 1,229 miles, of which 730
miles are navigable for boats of 300 tons. In France there are 2,555
miles of canals of this class. The greater proportion of Belgian canals
is, however, old, and the period of great works may be considered as
closed. The canals from Brussels to Willebroeck, from Louvain to
the Rupel, from Ghent to Terneuzen, from Ghent to Bruges, from
Brussels to Charleroi, and from Maestricht to Bois-le-duc, the canalized
Sambre, the greater part of the coal canals, and numerous canals of
minor importance were constructed before 1830.
THE MEUSE.
The most important work executed since 1830 has been the canaliza-
tion of the Meuse. From the cannon foundry below Liege to the
French frontier the distance is 70 miles, and the minimum draft
obtained is 6 feet 10 inches. The section from Liege to Namur, exe-
cuted from 1853 to 1867, includes eight locks of 186 feet in available
length and 29 feet 6 inches in width, as well as three large locks like
those of the section between Namur and the French frontier. This
latter section was finished in 1880, and comprises nine locks of 328 feet
in available length and 39 feet in width. The entire work cost nearly
$5,000,000. Large boats frequenting the Meuse have a tonnage of
2,500 to 2,800 cubic feet.
THE MEUSE-SCHELDT CANAL.
Supplementary to the canalized Meuse, there was constructed in 1860
the canal from the junction of the Meuse to the Scheldt, with a branch
to Bocholt on the canal already existing between Liege, Maestricht,
and Bois le Duc. The canal from Bocholt to Antwerp is 53 miles in
length, with a draft of 6 feet 10 inches and a width of 323 feet on the
bottom. The locks, numbering seventeen, have a length of 164 feet
and a breadth of 23 feet. The maximum tonnage of boats which fre-
quent this canal is 300 to 382 tons.
to comply with the customs regulations. If an accident makes a violation of this
rule necessary, notice should be given at the nearest customs station as soon as
possible. The supervision of the commerce of the canal will be exercised by officers
on board of revenue cutters, who are authorized to hail ships, to board them, to inspect
their papers, and to search the ships. The main object of this supervision is to see
that no unauthorized communication takes place with other vessels or with the land.
Captains and crews are required to obey the instructions of the customs officers and
to aid them in the performance of their duty. German war vessels and transports
and foreign war vessels are not included within these provisions, no customs control
being exercised over them.
HIGHWAYS OF COMMERCE.
717
THE CHARLEROI-BRUSSELS CANAL.
Among present enterprises, we should mention the enlarging of the
canal from Charleroi to Brussels and the construction of the Central
Canal. Commenced in 1875 and in 1882, respectively, they are pro-
gressing with remarkable slowness. The Charleroi-Brussels Canal
measures in length 45 miles, of which 15 miles, from Charleroi to
Seneffe, have been enlarged to the width of 343 feet on the bottom and
provided with twelve new locks of the length of 127 feet and the width
of 163 feet. The 30 miles separating Seneffe from Brussels are still to
be completed. Forty-three locks exist in this portion. These locks, of
antiquated pattern, measure only 74 feet in length, S3 feet in width, and
6 feet in depth. The boats, called "Charleroi buckets," which can
pass, carry only 70 tons.
THE CENTRAL CANAL.
The Central Canal, whose economic interest has considerably less-
ened, descends from Houdeng, at the end of a branch of the Charleroi-
Brussels Canal, to Mons. Its total length is only 13 miles. It is now
being constructed with a width at the bottom of 34 feet and a draft
of 6 feet. It will later be deepened by 14 feet. The difference in level
between Houdeng and Mons is 293 feet. The first section of the canal
already completed from Mons to Obourg overcomes within 8 miles a
difference of level of 764 feet by means of one lock of 74 feet in fall and
five other locks of 133 feet in fall each. These locks have an available
length of 133 feet and a width of 16 feet. They are provided with all
possible appliances. The second section, from Obourg to Houdeng,
passes over coal fields, and must, within a distance of less than 5 miles,
suffer a difference in level of 217 feet. To effect this purpose, there
have been constructed four elevators fitted out with hydraulic pistons,
the first three for a fall of 55 feet and the fourth at Houdeng, which
is completed, for a fall of 50 feet. The Houdeng elevator is one of the
most remarkable productions of human industry.
RECENT WORKS.
Some works have been recently executed upon the Scheldt and the
Meuse. The dams heretofore existing above Ghent have been replaced
by sluice locks 137 feet in length and 183 feet in width. At the same
time the course of the river has been straightened. The work of regu-
larization has likewise been pursued below Ghent, where the river is
subject to the influence of the tide. While formerly the section of the
river under water, when flowing at its full level, was 721 square feet,
and the grade 6.96 inches to the mile, this section now measures 1,216
square feet, and the grade per mile is 9.29 inches.
718
HIGHWAYS OF COMMERCE.
Nearly $600,000 had been spent upon the Meuse to straighten the
bed in passing and below Namur. Two new locks have also just been
built below that city, 328 feet in length, in place of their predecessors,
which were only 184 feet long.
RAILWAYS V. WATERWAYS.
It is interesting to know how traffic is divided between railroads and
navigable ways. In an address relative to the results of the operation
of railways, delivered by Mr. Amiot at the Railway Congress at St.
Petersburg in 1892, we find that the mile tonnage of merchandise trans-
ported by slow freight on the Belgian State railways in 1889 was
1,177,752,607 mile-tons. The amount of the corresponding receipts
was $16,343,519.08; the average cost of transportation of 1 ton over
1 mile being $0.0139.
While there is no means of verification by official statistics, the total
mile-tonnage of all the railways in Belgium may be reasonably esti-
mated at 1,491,294,569.
During the same year the movement of transports upon Belgian
navigable ways amounted to 361,017,561 mileage tons. It may, then,
be stated that the total of water transportation in Belgium amounts
to about 25 per cent of the total railway transportation.
When it is considered that the price of carriage by the State rail-
ways amounts to $0.0139 per ton for the mile, while by boat it is only
$0.0046, it is surprising that the proportion of water freights is not
more important.
COMPARISON WITH NEIGHBORING COUNTRIES.
Compared with the condition of economic carriage in Holland, the
Belgian situation is not favorable, for in the first-named country, much
the larger share of freights is transported by water. The same is true
of Rhenish Prussia and Westphalia.
The Belgian situation resembles more the condition of France. Rail-
way transportation in Belgium is slightly cheaper than in France. In
the first-named country it is $0.0139 per ton per mile, while in the lat.
ter it amounts to $0.0149 for the same quantity and distance. On the
other hand, water transportation in France is equal to 35 per cent of
the total railway carriage, while the proportion in Belgium is only 25
per cent.
The Belgian inferiority in respect to economic water transportation
is the more striking since the country is comparatively much more
industrial and its system of navigable ways is, proportionally, more
extensive. This situation is complicated also by two other reasons-
the feeble vitality of Belgian shipping and the high rate of freight,
The total traffic on Belgian waterways increased from 323,113,823
mile-tons in 1881 to 387,115,215 mile-tons in 1891, while in France it
HIGHWAYS OF COMMERCE.
719
increased from 1,247,095,082 mile-tons in 1881 to 2,117,016,914 mile-tons
in 1891, or an increase during this period of 20 per cent in Belgium
and 70 per cent in France.
The following table gives an idea of the price of freights by water.
It indicates the price of coal transportation in Belgium and France
from the mine to the seaport:
Charleroi
Liege....
Mons
From-
To-
Distance.
Average
rate
per ton.
Rate
per mile
per ton.
Belgian points.
Antwerp
Bruges.
Miles.
75.8
$0.5104
$0.0069
141.25
.8511
.0062
Ghent..
Termonde
Antwerp
111. 25
.6967
.0062
87
6350
.0073
96.3
.4536
.0047
Ghent..
149.75
.7238
.0048
Antwerp.
95
.5160
.0054
Bruges.
115
.5867
.0059
85
.4844
0057
•
Anzin
Lens..
Ghent..
French points.
Dunkirk.
Calais
Rouen
{
Dunkirk...
Calais
Rouen
116. 2
116.8
.3185
3590
.0027
. 0030
•
273.4
.0943
.0040
77
.2046
.0026
77.6/
.2046
.0026
294
1. 1387
.0039
CONDITION OF BELGIAN SHIPPING.
We have observed that during the period 1881-1891 Belgian water
traffic increased 20 per cent; but let us examine how this occurred. If
we consider the three principal rivers connecting with France we find
their traffic increased as follows:
River.
1881.
1891.
Meuse
Sambre
Lys....
A total increase of 57,933,270 mile-tons.
Mile-tons.
15, 657, 039
19,089, 650
8,793, 726
Mile-tons.
42, 690, 705
38, 837, 386
19, 945, 594
The amount of merchandise which crossed the frontier by these
rivers was:
Poiut.
Agimont, on the Meuse..
Sobre, on the Sambre
Comines, on the Lys.
Being a total increase of 1,063,765 tons.
1881.
1891.
Tons.
Tons.
128, 157
575, 234
440, 851
883,590
222, 276
396, 233
We may, therefore, conclude that the increase in the total of Belgian
water traffic was limited to a few water courses, and was due chiefly
to a proportional increase of traffic on the French canals.
720
HIGHWAYS OF COMMERCE.
The Scheldt also shows a considerable increase of traffic with Holland
and Germany; so that the increase of traffic, strictly speaking, on the
interior waterways of Belgium has been very slight.
On all the canals of the two Flanders, the Upper Scheldt, Brussels-
Rupel Canal, and the Maestricht-Bois le Duc Canal, the increase has
been insignificant. The progressive movement was more accentuated
on the Antwerp-Bocholt, Liege-Maestricht, Blaton-Ath, and
Termonde canals. On the other hand, a decrease occurred on the
Mons Conde, Pommerceul-Antoing, and Brussels-Charleroi canals, as
well as on the Rupel.
MOVEMENT OF GOODS IN TRANSIT.
The following table indicates the quantity of merchandise imported,
exported, and in transit through Belgium during the past five years:
Description.
Imported...
Exported.
Merchandise in transit
Share per inhabitant:
Imported.
Exported.
Merchandise in
transit
1889.
1890.
1891.
1892.
1893.
$300, 308, 000. 00
$322, 696, 000. 00
|$347, 207, 000. 00
281, 394, 000.00
| 277, 341, 000. 00
299, 922, 000, 00
|
49.22
52.50
47.09
| 293, 167, 000. 00
291, 623, 000. 00 256, 304, 000. 00
|
$296, 448, 000. OC
$303, 975, 000. 00
| 261, 515, 000. 00
238, 162, 000. 00
|
49.02
| 264, 217, 000. 00
| 245, 882, 000. 00
46.12
45. 16
47.86
56.16
47.29
42.27
49.22
47.48
41.69
41.30
38.99
The figures for goods in transit indicate a continual decrease, amount-
ing in five years to 20 per cent. It certainly proves that foreign
merchandise is finding more advantageous routes for reaching its
destination.
RAILWAY TARIFFS.
By its geographical situation, Belgium is destined to carry on a con-
siderable railway traffic. A glance at the following table will suffice to
show the advantageous natural position of Antwerp as a seaport.
The distances of the principal continental ports from the three indus-
trial and commercial centers of Switzerland, Alsace-Lorraine, and Ger-
many, is therein given. From this comparison Antwerp appears to be
the nearest port.
Basle.
Mulhouse
Mannheim
From-
Distances in miles.
To-
418 470 450 483 504 500
540
358 449 431
289 479 402
463 483 479
330 350 346
519
386
HIGHWAYS OF COMMERCE.
721
¡
Ten years ago the railway tariffs were also in favor of Antwerp, as
we learn from examining the following figures:
Price of transportation per ton (2,205 pounds) according to tariff in force in 1882.
From-
Antwerp.
Dunkirk.
Rotterdam.
Bremen.
Hamburg.
To-
Rate
Rate
Rate
Rate
per ton
Rate
Rate
Rate
Rate
per ton
per
per ton
Rate
! Rate
per
per
per ton
per ton
per
ton.
per
ton.
per
per
mile.
ton.
per
mile.
ton.
per
mile.
ton.
per
mile.
mile.
Basle:
Cents.
Cents.
Cents.
Cents.
Cents.
Cereals
$4.61
1.10
$3.09
1.13
$5.35
1.11
Raw cotton.
5.52
1.32
9. 13
2.03
5.84
1.21
$6.80
1.36 $7.28
1.35
Raw wool..
5.86
1.40
12.10
2. 69
6.49
1.34
Pig iron...
3.17
.76
5.09
1. 13
4. 10
.85
Mulhouse:
Cereals.
5.09
1.18
Raw cotton
5.26
1.47
9. 13
2. 12
•
Raw wool...
6.80
1.42 | 7.28 |
1.40
12.09
2.80
→
Pig iron..
5.00
1.16
Mannheim:
Cereals
4.00
1.39
6.26 1.55
6.25
1.81 6.98
1.80
Raw cotton..
4.00
1:39 9.70 2.40
6.25
1.81 6.98
1.80
Raw wool..
4.94
1.71 11.84
2.94
6. 25
1.81 6.98
1.80
Pig iron.
2.78
.96 4.55
1.13
3.26
.94 3.60
.93
To-day, however, this situation does not exist, as is seen from the
following table of freight rates:
Price of transportation per ton (2,205 pounds) according to existing tariffs.
From-
Antwerp.
Dunkirk.
Rotterdam | Bremerhaven.
Hamburg.
To-
Rate
Rate
per ton
per
ton.
per
mile.
Rate
per
ton.
Rate
per ton
per
Rate
per
ton.
Rate
per ton
per
mile.
Rate
per
ton.
Rate
per ton
Rate
Rate
per ton
per
per
ton.
mile.
mile.
per
mile.
Basle:
Cents.
Cents.
Cents.
Cents.
Cents.
Cereals
$4.46
1.07 $4.84
1.08 $4.78
0.99 $9.36
$9.43
1.75
Raw cotton.
4. 67
1.12
4.87
1.08
5.03
1.04
Raw wool.
5.86
1.40
6. 24
1.39
Mulhouse:
Cereals
Raw cotton.
Raw wool...
Pig iron
Frankfort on the Main:
Cereals
Raw cotton.
5.53
1.55
5.42
1.26
1
4.
3.77
1.22 1.55
1.41
Raw wool..
Pig iron
9.24
9.24
7.41
1.43
4. 19
4.19
1.40 5.84
5.83
1.40
5.84
5.83
4.72
4.67
Antwerp, it will be seen, has lost its advantages by reason of the
greater expense of reaching it. For Westphalia and Rhenish Prussia,
Rotterdam and Amsterdam are now the most economical routes, while
for eastern France, Alsace-Lorraine, and Switzerland, Dunkirk and
Havre offer the best rates. Notwithstanding the greater distance to
be traversed, the expense of carriage is less than over the shorter route
via Antwerp. In the present situation of European railways it is
impossible that Antwerp should recover its lost ground, for any reduc-
533A—————46
722
HIGHWAYS OF COMMERCE.
tion in freights by Belgian railways would be met by a corresponding
fall in the rates of its competitors, so that the latter would always have
the advantage.
BENEFIT OF CANALS.
Railway tariffs are badly adapted to commercial fluctuations. In
this respect water carriage presents an incomparably greater elasticity.
Waterways also create a new competition and often cause railways to
reduce their tariffs. It is a happy method of forcing the hands of rail-
way monopolies. Here is the heart of the question. The interest of a
country is to have its transportation at the cheapest price possible.
In this age especially, when the sharpness of international compe-
tition seems not to know any limits, carriage at the lowest price
possible is an absolute necessity. Now navigable waterways afford an
economical method of transportation par excellence. Not only do they
prevent the exaggeration of rates by railways, and, indeed, often pro-
duce reductions which permit certain industries to compete in foreign
markets, but in many cases they also permit the operation and devel-
opment of natural riches, mines and quarries, which, by their remote
situation, can not incur the comparatively high freights of railways in
bringing their products to market. As we shall see, this means of
transportation is strongly organized on the European continent.
COMPETITION OF FRENCH PORTS AND CANALS.
As already stated, the competition of Havre, Rouen, and Dunkirk
with Antwerp is especially directed upon goods produced in eastern
France, Alsace-Lorraine, and Switzerland. The next table indicates
the average price of freight for cereals between Antwerp, Dunkirk,
and Rouen on the one hand, and Strasburg, Colmar, Mulhouse, Metz,
and Nancy on the other:
Average rate for freight per ton (2,205 pounds) per mile.
Strasburg.
Colmar.
Mulhouse
Metz...
From-
Antwerp.
Dunkirk.
Rouen.
To-
Dis-
Rate
tance. per ton.
Rate
per ton
per
Dis.
tance.
Rate
per ton.
mile.
Rate
pei
per ton
per
mile.
Rate
Dis-
tance.
Rate
per ton
per ton.
per
mile.
Miles.
Cents. Miles.
Cents.
Miles.
Cents.
462 $2.90 0.627
465
$2.70 0.580
486
$2.70
0.555
495
3.09
.624
499
2.88
.577
519
2.90
.559
520
3.09
.594
524
3.03
.578
544
3.03
.557
396
2.32
.586
403
2.12
.526
418
2.22
.531
368
2. 12
.576
377
1.93
.512
392
1.93
.492
Nancy
From this table it will be seen that the rate for Antwerp is in every
instance the highest, while the distance is the shortest. The disadvan-
tage is the more important from the fact that in eastern France and
HIGHWAYS OF COMMERCE.
723
Alsace-Lorraine water carriage is more usual. For instance, in 1893
the water traffic of Nancy amounted to 178,943 tons, chiefly distributed
among three navigation companies. Such companies exist in almost
every town of that district. Another innovation is the organization of
regular steamboat services. There are at present at least 30 steamers
navigating the canals of eastern and northern France, and they trans-
port merchandise with the swiftness and regularity of the railroad at a
third less expense.
Antwerp still has a slight advantage over Dunkirk in a part of
eastern France, especially in the Franch Ardennes. The project of a
canal from the Scheldt to the Meuse, to be completed by the canalization
of the Chiers from Sedan to Montmedy and Longwy, is, however, a
serious menace. By the present route the distances which separate
Dunkirk from Mezieres and Nancy are, respectively, 283 and 377 miles;
by the new route they would be reduced to 2013 and 348 miles. From
Antwerp, the distance to Mezieres is 210 miles; to Nancy, 368 miles.
Another eventuality will some time further affect the trade of Ant-
werp. Marseilles is loudly demanding communication with the Rhone
by a large canal; the construction, indeed, of a new basin to the north
of Marseilles is generally regarded as the beginning of this project.
This basin cost $3,475,000; the canal, in length not more than 34 miles,
is estimated at $15,000,000. This large cost is due to the fact that there
is a tunnel 43 miles long; in order to facilitate traffic as much as possi-
ble, there are to be two summit-level lakes, separated by locks. If the
canalized Saone and the Rhone-Rhine Canal can be transformed in a
similar manner, the most beautiful and the richest navigable artery of
the world will have been constructed from the North Sea to the Medi-
terranean. The junction between the Saone and the Marne and Seine
could, without doubt, be completed and the Rhine-Marne Canal might
be transformed, thus affording conditions incomparably better than
those of to-day for communication between Havre, Rouen, the Rhone,
and the Rhine. The port of Marseilles would then be able to control
the greater part of the immense trade of the Mediterranean, the East
Indies, western Africa, Australia, and the Far East with the most
active industrial portions of central and western Europe. The com-
pletion of such a waterway would be a great economic conquest for
France.
Recurring to the subject of existing competition between Antwerp
and northern French ports, it may be thought that the advantages
offered to seagoing vessels by the former counterbalance the superior
interior connections of the latter. Let us see.
First, we must remember that, since 1880, France has spent more
than $155,000,000 for the improvement of its ports. The price of
freight is also to be considered. A natural conclusion to draw between
two competing ports is, where the freight is the lower the movement
of goods will be the larger.
724
HIGHWAYS OF COMMERCE.
Consult the following table of statistics for 1893:
Antwerp.
Dunkirk
Rouen and Havre..
Marseilles
Port.
Vessels.
Number. Tonnage.
Merchan-
dise.
Tons.
8,838
6, 078
9, 476, 062
4, 975, 519
3, 180, 311
2, 609, 958
19. 294
18,863
8, 397, 408
10, 610, 719
5,445, 368 ·
5,251, 648
COMPETITION OF DUTCH PORTS AND WATERWAYS.
Examine similar statistics for 1890 to 1893 of the ports of Antwerp
and Rotterdam:
Year and Port.
Vessels.
Cargo.
Number
arriving.
Tonnage.
Port of Antwerp.
1890
1891
1892.
Tons.
4, 532
4,517,698
3,437, 553
4,573
4, 760), 417
3,752, 818
4, 404
1893
4, 457, 843
3, 227, 431
4, 481
4, 620, 790
3, 493, 825
Port of Rotterdam.
1890
1891
1892
4,535
2,918, 425
4, 467
3,008. 778
4, 227, 150
4,393, 596
4,422
4, 481
3, 153, 099
4, 278, 849
3, 614, 654
1893.
4,936, 896
The figures show that the amount of merchandise entered at Rotter-
dam was considerably in excess of the importations at Antwerp.
During the period 1890 to 1893 the increase at Antwerp was only
56,272 tons, or 1.41 per cent, while at Rotterdam it was 709,746 tons, or
14.4 per cent. To-day's figures are not reassuring, especially when com-
pared with those of fifteen years ago. Antwerp then held ärst place;
some of its present competitors could scarcely be considered.
The following figures, showing the tonnage entering the various ports
in 1880, clearly indicate this fact:
Antwerp
Marseilles.
Hamburg
Havre
Tons.
3,063, 825
Rotterdam
2, 769, 047
Bremen
2,766, 806
2,267, 806
Dunkirk
Tons.
1,681, 650
1, 169, 466
825, 948
CAUSES OF THE DEVELOPMENT OF ROTTERDAM.
Rotterdam is to day certainly the most formidable competitor of
Antwerp. How is it that the amount of merchandise passing through
Rotterdam has tripled in fifteen years? Neither the superiority of the
port and its appliances nor its moderate charges suffice to account for
this growth. The difference in rates is only a few fractions of a cent,
which, though something, is very little compared with the difference in
interior freight rates. To understand the situation we should know
HIGHWAYS OF COMMERCE.
725
that the development of traffic at Rotterdam is directly connected
with the industrial growth of Westphalia and Rhenish Prussia and the
expansion of their commercial relations with countries beyond the seas.
Among the imports we find more than 1,000,000 tons of minerals and
among the exports more than 2,000,000 tons of coal. Still, Holland
neither consumes minerals nor produces coal. But the Dutch have
admirably understood how to attract German transit trade. They
have constructed at Rotterdam the most powerful apparatus existing
in any continental port for the mechanical handling and loading of coal.
The cars loaded with coal are successively drawn upon the platform of
an Armstrong hydraulic elevator, which lifts them 30 feet above the
ground. At this height, the wagon is inclined so that the coal immedi-
ately slides upon an inclined plane into the hold of the vessel. In
this manner, within one hour, 20 car loads, or 200 tons, of coal can
be discharged. The charge is 4 cents per ton, including everything,
from the time the car leaves the railway track until it is returned. Dur-
ing 1893, 113,900 tons of coal and coke were handled. A new elevator
to lift cars of 25 tous to the height of 40 feet is being constructed.
INFLUENCE OF RHINE NAVIGATION.
But it is the Rhine which has become the principal factor in the
prosperity of Rotterdam. To see how closely its maritime traffic is
connected with the navigation of this river, let us examine the move-
ment to and from Rhine ports. In a previous table we have already
noticed that 4,422 ships of 3,153,099 tons entered the port of Rotter-
dam in 1892 and 4,481 vessels of 3,614,654 tons in 1893. The amount
of merchandise imported was 4,278,849 tons and 4,936,896 tons, respec-
tively, an increase of 658,047 tons. During these two years the traffic
between Rhine ports and Rotterdam increased from 2,661,495 tons to
3,290,048 tons of merchandise, an increase of 628,553 tons.
Similar statistics for the port of Antwerp do not exist, but statements
of the German custom-house at Emmerich indicate for 1892 a passage
of 1,447,016 tons of merchandise between Germany and Belgium, and
for 1893, 1,310,033 tons. They likewise show that in 1892, 4,863,853 tons
of merchandise passed through Emmerich between Germany and Hol-
land. The amount for 1893 was 5,423,418 tons. There was, therefore,
an increase in the traffic between Germany and Holland of 557,565
tons of merchandise, while between Germany and Belgium there was
a decrease of 136,983 tons.
How can we explain the unfavorable situation of Belgium? First,
by the extremely low rates of freight existing between Rotterdam and
the Rhine ports. Frequently the carriage of a ton of mineral does not
cost more than $0.00155 per mile. The expense from Antwerp to
Ruhrort is at least twice as much per mile. The following table shows
the average cost of the transportation of cereals between Antwerp,
726
HIGHWAYS OF COMMERCE.
Rotterdam, and Amsterdam on the one hand, and the principal markets
of the Rhine on the other:
To-
Ruhrort-Duisburg.
Cologne-Deutz.
Mannheim.
From-
Rate
Rate
Rate
Dis-
Rate
per ton
Dis- Rate
per ton
tance. per ton.
per
tance. per ton.j
per
Dis-
tance.
Rate
per ton
per ton.
per
mile.
mile.
mile.
Miles.
Cents.
Miles.
Cents. | Miles.
Cents.
203 $0.76
0.374
259
$0.89
0.344
421
$1.21
0.287
134
.31
.231
191
.41
.214
352
.77
.218
167
.48
.287
223
.63
.282
385
1.16
.301
Antwerp.
Rotterdam
Amsterdam
Besides the extremely low rates of freight, the Dutch ports have a
very important advantage in the superiority and regularity of their
steam service. While at Antwerp there is only a single line-foreign,
indeed-running to Frankfort and Mannheim, consisting of boats drawn
by tugs, there are at Rotterdam and Amsterdam several rapid serv-
ices with large vessels carrying 600 to 800 tons of goods. These boats
require only three to four days to cover the 353 miles between Mann-
heim and Rotterdam, a time which is scarcely lessened by the railways.
Not only do these conditions compete with the Belgian waterways, but
even the railroads are beginning to feel the effects. It is not natural
to suppose that the merchants and manufacturers of the Rhine region
will continue to pay a rate of $3 to $5 per ton by rail to Antwerp when
they can ship by regular service to Rotterdam at $1.40 to $1.60 or less
per ton. Nor is this competition limited to the few cities and ports
situated immediately on the Rhine. Far different. The influence of the
ports of Ruhrort and Duisburg extends over Westphalia; that of
Dusseldorf and Cologne over Rhenish Prussia; that of Frankfort and
Mannheim over Bavaria, Wurtemberg, Baden, Alsace-Lorraine, and
Switzerland.
The improvements to be made upon the Rhine-Dortmund Canal, the
Moselle, and the upper Rhine to Strasburg will certainly increase
the influence of Rotterdam in Westphalia, Alsace-Lorraine, and Switz-
erland. Let us look a moment at the price of freights. The rate for
cereals from Rotterdam to Metz will not exceed $1.15 per ton, and to
Nancy $1.35. At present, by the Belgian canals, the rate from Ant-
werp to Nancy is $2.12. For Strasburg the situation will be the same.
And what of the railways? How can they compete with such rates
when they ask from Antwerp to Strasburg $4.26 per ton for cereals?
For other goods the difference is proportional. Freight by rail between
Antwerp and Strasburg is $5.99 per ton, while by Rotterdam and the
Rhine it is only $1.93.
In this connection, as a conclusion to our description of Rhine traffic,
it may be interesting to note the amount of commerce at some of its
HIGHWAYS OF COMMERCE.
727
ports: At Frankfort on the Main, for instance, the tonnage increased
from 155,956 tous in 1886 to 597,315 tons in 1890. The traffic at other
ports of the Rhine in 1891 was:
Ruhrort
Mannheim
Duisburg
Tons.
Tons.
3,535, 607 | Ludwigshafen.
2,802, 703 Cologne and Deutz
2,744, 622 Mayence
819, 970
570, 983
252, 508
CONCLUSION.
From this review of the existing conditions of inland navigation in
France, Germany, Holland, and Belgium, we have learned how thor-
oughly the system of interior waterways is organized, especially in
Holland and the Rhine district. Belgium, although naturally in a
superb situation for controlling the transit traffic between the countries
southeast of her and those beyond the seas, finds her position seriously
menaced. Rotterdam and Amsterdam on the one hand, Dunkirk,
Calais, and Havre on the other, are making strenuous efforts to displace
the commerce of Antwerp. Failure to maintain Belgian waterways
up to the modern standard is largely responsible for this condition. It
is not the intention here to go into the details of proposed remedies;
suffice it to say that the subject of improved interior waterways is now
being agitated. Measures will doubtless soon be taken to promote the
best interests of Belgium. But, aside from the question of improve
ment, there is one element lacking to the prosperity of inland naviga-
tion; that is, want of freedom in the movements of commerce. The
canal tollgate still exists in Belgium. It is a relic of history. France
abolished it many years ago. It exists only in this country, and here
its results are disastrously evident. When the tollgate and its keeper
disappear, then Belgium can hope to compete with her neighbors as
carrier of the commodities of other nations.
In this résumé, made as brief as possible but unfortunately still too
long, the effort has chiefly been to present a clear idea of the methods
employed by the chief industrial nations of the Continent to secure
economical, safe, regular, and speedy transportation of their products
to market, and to bring to themselves in like manner their necessary
supplies from other parts of the world. Millions and millions of dollars
have been spent and are still being spent by Germany, France, and
Holland for this purpose. No sacrifice seems too great for them, and
indeed the seaports, as we have seen, are not the only recipients of this
bounty. They understand that the heart can not be in good order
without healthy veins and arteries. Hamburg, Bremen, Amsterdam,
Rotterdam, Antwerp, Dunkirk, Calais, and Havre are centers whence
the great arteries of trade and commerce radiate; but every one of
these ports depends, in turn, upon the thorough and complete organi-
zation of its tributary system of railways, rivers, and canals. Just as
these adjuncts are in more or less activity, so is the influence of the
728
HIGHWAYS OF COMMERCE.
port greater or less; just as they are more or less far-reaching, so is its
trade large or small. The same conditions are apparent in our own
country, but results are generally facilitated by the good humor
of nature, which has almost always, by the evident advantages of
situation, pointed out to us our commercial centers. We have sel-
dom developed a great port or a great river and canal system against
the apparent disposition of nature, or at least without its generous
aid. In this respect, we may, perhaps, still have something to learn;
at least a study of European examples will enable us to more con-
fidently oppose the difficulties which may beset us in any such under-
taking.
HENRY C. MORRIS,
GHENT, July 25, 1895.
Consul.
}
APPENDIX F.
BRAZIL.'
I have been earnestly striving for many months to obtain reliable
comprehensive data from which to make satisfactory report on the
highways of commerce of Brazil, and I regret to say now that many
important facts are unobtainable.
This country is very backward in the matter of publishing promptly
statistical information as to commercial affairs. I have, however,
appended the tables compiled by Crockatt de Sa, C. E., inspector-gen-
eral of railways in Brazil. These tables cover the latest statistical
information obtainable on the railway systems of this country.
The lengths of lines and gauges are stated in kilometers and meters,
respectively, and decimals of the same.
Estimate milreis at 22 cents each, this table being in paper currency.
All railway lines are single track. Physical conditions are generally
poor as compared with the roads of the United States. Classification
of freight and rates are regulated by the executive branches of the
Government, and frequent changes in them are made. All roads owned
by the Federal Government are operated by the Government, and gen-
erally at a loss. The number of men employed to operate a train is
threefold more than in the United States; and while the cost per mile
for passenger fare is probably 40 per cent less than the average in the
United States, the accommodations are very uncomfortable and the cars
generally crowded on the main thoroughfares. There is an urgent
necessity for the adoption of sleeping cars. Freight rates are extremely
high and the service very tardy and unreliable. For certain branch
lines freight is only received by the main lines in this city on certain
days of each month, notice of which is given, and as a result the drays
carrying freight to the depots here on those days block the neighbor-
hood all the day, and often only succeed in delivering one load of freight
each during a day. Instances are not rare when it has required from
four to six months to have a shipment of goods delivered by the rail-
road a distance of 300 miles. Each business firm in this city is forced
to keep a freight dispatcher specially employed at the freight depot
here to see that goods are promptly and properly forwarded. In many
instances this adds an item of expense to a business firm of from $40
to $50 (gold) per month. There is certainly great need of a thorough
reform in the operation of Brazilian railways.
¹ Received too late for insertion at its proper place.
729
730
(
HIGHWAYS OF COMMERCE.
The lines of railway running from this city to Petropolis (25 miles)
and beyond and to the top of the Corcovado Mountain, situated in the
outskirts of this city, are operated up and down the mountains by
steam engines fitted with cogwheels underneath their centers. The
cogs of the wheel catch in the cogs of the rail in center of track. The
speed is about 6 miles per hour up and 8 miles down. The elevation is
about 2,500 feet in the distance of 6 miles. The service has proved quite
satisfactory during past six years. The engines are of Swiss manufac-
ture, and they are operated by native engineers.
I also append a schedule of passenger steamship lines operating
between this and foreign ports. There are three regular lines of Bra-
zilian steamers plying between domestic ports.
RIO DE JANEIRO, August 22, 1895.
WM. T. TOWNES,
Consul-General.
Railway system of the States (Brazil).
Length of lines.
Title.
Termini.
States traversed. Gauge.
In
traffic.
In con-
struction
from
approved
plans.
Total..
Santo Amaro
South of Espirito Victoria and Cachoeiro Espirito Santo..
Santo.
do Itapemirim.
Santa Anna and Bom
Jardim.
Bahia..
Meter. Kiloms. Kiloms. Kiloms.
1 36.200
36.200
1
161.000
161.000
36. 200 161.000
197.200
732
HIGHWAYS OF COMMERCE.
The railway system of
Title.
Termini.
Gauge.
Meters.
Branch to Penha..
Baturité..
Mamanguape Branch.
Custom-house
Sobral..
Sobral (extension).
Central of Pernambuco..
South of Pernambuco..
Branch of Glycerio to União.
Branch of Timbaúba to Pilar..
Branch of Quarabira to Nova Cruz..
Branch of Mulungú to Campina Grande
Branch of Angelin to Aguas Bellas...
Alagoinhas to Villa Nova da Rainha..
Alagoinhas (extension).
Branch to Jacú…….
Branch to Feira de Santa Anna.
Paulo Affonso..
Rio do Ouro……….
--
Branch to Iguassú.
Sobral and Cracheús.
Recife and Pesqueira.
Una and Guaranhuns.
Glycerio and União.
'Timbaúba and Pilar..
Guarabira and Nova Cruz.
Mulungú and Campina Grande..
Angelin and Aguas Bellas.
Alagoinhas and Villa Nova da Rainha.
Villa Nova da Rainha and Joazeiro, on the River
Sao Francisco.
42 kilometers from main line to Feira de Santa Anna.
Piranhas harbor, on River Sao Francisco and Jatobá.
Ponta do Cajú and Reprezas do Rio do Ouro………
Cava and Tinguá..
Branch to Rio do Ouro and Santo An- Rio do Ouro and Santo Antonio.
touio.
Branch to Rio Sao Pedro.
Fortaleza and Crato….
Maracanahá and Mamanguape.
1.00
1.00
City terminus and custom-house.
Camocim and Sobral.
1.00
1.00
1.00
•
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Alagoinhas and Jacú (branch of Santo Amaro)
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Central of Brazil.
Branch to Gambôa…….
Branch to Campinho...
Branch to Santa Cruz..
Branch to Macacos..
Branch to Porto Novo du Cunha.
Extension….
Branch to Sao Paulo.
Branch to Sao Paulo (narrow-gauge sec-
tion).
Branch to Ouro Preto..
Porto Alegre to Uruguayana.
Branch to Cacequi to Bagé..
Branch to Santa Anna do Livramento..
Barra do Pirahy (108 kilometers in the main line)
and Cachoeira.
Murmuria and Fazenda Grande.
Capital Federal and Lafayette..
.80
1.60
1 kilometer in the main line and station on the quay
of Gamboa.
Cascadura (15 kilometers in main line) and Campinho
Sapopemba (21.975 kilometers) and Santa Cruž……………
Belem (62 kilometers in main line) and Macacos……….
Entre Rios and Porto Novo do Cunha.
Lafayette and Pirapora..
1.60
1.60
1.60
1.60
1.60
1.00
1.60
Cachoeira and Sao Paulo…….
1.00
Lafayette and Ouro Preto..
Riyer Taquary and Uruguayana.
Cacequi and Bagé.
1.00
1.00
1.00
Main line near Bagé and Santa Anna do Livramento,
Saycan and Santa Anna.
1.00
HIGHWAYS OF COMMERCE.
733
the Union (Brazil).
Length of lines.
Results of traffic during the financial year 1892.
In traffic.
In con.
struction
from
approved
plans.
Sur-
veyed.
Proposed. Total.
Receipts. Expenses.
Net
profits.
Deficit.
Kiloms.
Kiloms.
Kiloms. Kiloms.
Kiloms.
Milreis.
Milreis.
Milreis.
Milreis.
187.589
202. 011
271.189
660.789
7.141
7.141
548, 652
655, 575
106, 923
2.900
2.900
128.920
128.920
87.640
110.000
197.640
82, 460
148, 614
66, 154
89.000
81.011
170.011
400, 157
532, 817
132, 660
.146. 420
146. 420
47.315
47.315
10.000
33.000
43.000
53. 157
53.157
372, 168
594, 017
221, 849
59.736
59.736
36.500
153.500
190.000
321.993
321.993
131. 060
131. 060
283, 808
774, 235
490, 427
41.000
41.000
64.000
64.000
116. 000
116. 000
93,886
138, 094
44, 208
53.211
53. 211
12. 141
.614
11.441
6.436
462. 200
1. 123
1.524
12.141
: 614
239, 304
346, 963
107, 659
11.441
6.436
462. 290
1. 123
1.524
34.090
34.090
4.929
63.764
4.929
63.764
19, 869, 190 17, 123, 525 | 2,745, 665
147.822
100.000
210.000
547.822
157.198
157.198
231.000
231.000
42.451
377.000
42.451
254.784
205.863
330.000
631.784
205.863
330.000
1,364, 617
1,327, 828
36, 789
2, 606. 997 1, 250. 684
727.582
593. 500 5,178. 763
23, 254, 242 | 21, 641, 672 | 2, 782, 454
1,169, 880
734
HIGHWAYS OF COMMERCE.
Title.
Private railway
Length of lines.
Termini.
Gauge.
In traffic.
In con-
struc-
tion.
Meters. Kiloms.
Kiloms.
Capital Federal to Guaratiba.
Taquary to Estrella..
Sao Matheus to Peçaula..
Recife to Pacifico….
Jaguarão..
Metropolitana.
Rio Doce.
Rio Doce (extension)
Uberaba to Coxim……..
Diamantina.
Branch of Serro.
Extension to Santa Anno dos
Ferros.
Extension from Ferros to Itabira. Santa Anna dos Ferros and Itabira……
Cariuhauha
Taguary and Estrella...
1.0
Capital Federal and Guaratiba..
1.'0
Mouth of Sao Matheus and Peçanha..
1.0
Recife and Valparaiso...
Jaguarão and Serro Chato..
1.0
1.0
3.135
João Gomes (Palmyra) and Piranga.
1.0
174.320
Piranga and E. F. Victoria to Peçanha.
Uberaba and Coxim.
1.0
1.0
Porto da Manga and Diamantina..
Bandeirinha and Serro...
1.0
1.0
Serro and Santa Anna dos Ferros.
1.0
1.0
Mouth of Rio Verde and division of
Goyaz.
1.0
Jequitinhonha (main line).
Jequitinhonha (branch of Gua
rutuba).
Montes Claros and Salto Grande..
1.0
Heights of Gorut and mouth of Rio
Verde in the Sao Francisco.
1.0
Arraial Bomf. and Ponte do Pinho
1.0
E. F. R. D.
Cidade do Turvo and E. F. Oéste.
Bomfim.
Turvo.
Campinas to Funil..
Caravellas to Aymorés..
Aynorés to Theop. Ottoni...
Theoph. Ottoni to Peçanha..
Victoria to Peçanha..
Aracajû to Simão Dias.
Branch of Capella..
Santos to Sao Vicente.
Santo Amaro…..
Villa Marianna to Villa Mayrink
Branch of Gazometro.
Bananalense.
Of Bananal.
Campinas and Funil..
Caravellas and Aymorés.
Aymorés and Theop. Ottoni
Theoph. Ottoni and Peçanha.
Victoria and Peçanha. -
Aracajú and Simão Dias.
6 kilometers and Capella.
Santos and Sao Vicente.
.60
41.000
1.0
142.400
1.0
91.000
142.800
1.0
1.0
84. 100
1.0
1.0
86.157
1.0
9.000
Sao Paulo and Santo Amaro..
1.05
19.000
Villa Marianna and Villa Mayrink..
1.05
2.000
2. COO
Villa Marianna and aterrado do Gazo-
1.05
6.000
metro.
Barra Mansa and Bananal…………
1.0
29.000
Saudade and Bananal.
1.0
11.000
Bragantina.
Campo Limpo and Bragança.
1.0
52.000
Cataguazes..
Alagoas to Paulo Affonso....
Branch of Palmeira dos Indios..
Branch of Baixo Sao Francisco..
Tijuca
Bragança.
•
Peçanha to Araxá.
Itapemirim..
Do Quilombo..
Cruzeiro to Santa Cruz.
Sao Jeronymo (main line)
Sao Jeronymo (extension)
Sao Jeronymo (branch)
Tamandaré to Barra.
Do.
Do..
Marianna
Cantagallo
Do.
Branch of Sumidouro.
Cidade Alagoas and E. F. Paulo Af-
fonso.
Sapucaia and Palmeira dos Indios.
Cataguazes and Santo Antonio do
Muriahé.
60
48.180
•
1.0
121.615
1.0
74.492
1.0
1.0
11.000
Belem and Bragança.
--
1.0
59.000
Peçanha and Araxá.
1.0
Cachoeiro do Itapemirim and Alegre.
1.0
70.000
Porto das Flores and Madre de Deus.
Cruzeiro and Santa Cruz..
1.0
1.0
Xarqueadas and Sao Jeronymo..
1.0
15.440
Sao Jeronymo and Passo do Mendonça
1.0
189.000
Serraria E. F. Bagé e Uruguay..
1.0
Tamandaré and Settlement Soccorro….
1.0
7.000
Barra Velha and Palmares.
1.0
Palmares and Sao Bento……….
1.0
Marrianna and Barra do Caeté..
1.0
Nictheroy and_Cachoeira………
1.0
73.440
Cachoeira and Macuco.
1.1
104.986
Mello Barreto and Sumidouro
1.0
34.484
Branch of Sumidouro (extension)]
Sumidouro and Conselheiro l'aulino.
1.0
58.288
Branch of Rio Bouito (or Macahé)
Branch of Sao Fidelis.
Carangola..
Porto das Caixas and Macahé.
Campos and Lucca………
1.0
146.499
1.0
53.324
Campos and Santo Antonio de Caran-
1.0
168.432
gola.
Branch of Patrocinio.
Junction with Carangola and Poço
1.0
33. 261
Fundo.
Branch of Itabapoana.
Station of Murundú and Santo Ed-
uardo.
1.0
22.263
Main line (Leopoldina).
Santo Eduardo..
Grão Pará.
Norte..
Do..
Branch of Pirapetinga.
Branch of Muriahé.
Subbranch of Sao Paulo.
Santo Eduardo and Cachoeiro.
1.0
1.659
89.341
Maná and Sao José do Rio Preto..
1.0
92.038
Sao Francisco Xavier and junction..
1.0
45.340
Porto Novo and Recreio..
1.0
66.835
Recreio and Saude.
1.0
302.082
Volta Grande and Pirapetinga.
1.0
31.032
Recreio and Santa Luzia….
1.0
149.347
64.724
Junction (R. Muriahé) and Sao Paulo.
1.0
17.733
HIGHWAYS OF COMMERCE.
735
companies of Brazil.
Length of lines.
Surveyed. Proposed.
Extent
with
guaran.
tee.
Under Government supervision.
Extent
without Guaranteed
guaran. capital.
tee.
Under the supervision of the States.
Rate.
Extent
with
guaran-
tee.
Extent
without Guaranteed
guaran- capital.
tee.
Rate.
Kiloms.
Kiloms.
Kiloms.
Kiloms.
Milreis.
70.000
P.ct. Kiloms.
70.000
Kiloms.
Milreis. P. ct.
1,600,000
-
7
9.800
55.000
64.800
200.000
200.000
100.000
100.000
3.135
174. 320
5, 229, 600
6
340.000
340.000
95.510
904. 490 | 1, 000. 000
30, 000, 000
6
108.760
87.076
108.760
87.076
3, 000, 000
7
191.900
191.900
3,638,000
6
81.000
81.000
480.000
480.000
620.000
620.000
400.000
7
400.000
38.000
38.000
950, 000
6
80.000
80.000
2, 000, 000
6
41.000
142. 400
233.800
7, 000, 000
7
242.600
422.518
108.060
242.600
4, 420, 000
6
506. 618
108.060
86. 157
15, 198, 540
6
212.618
4, 252, 360
6
5,826, 510
6
9.000
19.000
4.000
6.000
29.000
11.000
52.000
48. 180
2, 320, 000
500,000
7
6
17,913, 210
6
121. 615
268.000
4.000
133.000
74.492
401.000
15.000
150.000
209.000
5, 852, 000
850.000
850.000
25, 500, 000
6
37.000
204.000
183.000
70.000
204.000
1,200,000
2,500,000
7
6
220.000
15.440
375.000
90.500
32.900
189.000
97.500
32.900
5,670, 000
6
375.000
3,912, 000
6
150.000
430.000
150.000
430.000
10, 000, COO
6
73.440
104.986
34.484
58.288
146.499
53.324
168.432
6, 000, 000
7
75.000
106. 073
236.469
33.261
22. 263
91.000
92.038
120. 340
66. 835
302.082
2,730, 000
6
271.187
330. 242
66. 835
136 968
31.032
114. 298
7, 000, 000
7
8, 400, 000
7
17.733
736
HIGHWAYS OF COMMERCE.
Title.
Private railway companies
Length of lines.
Termini.
Gauge.
In traffic.
In con-
struc-
tion.
Meters.
Kiloms.
Kiloms.
Subbranch of Paraokena
Subbranch of Leopoldina..
Subbranch of Serraria.
Subbranch of Juiz de Fóra
Subbranch of Rio Novo..
Junction Line….
Branch of Pomba..
Barão de Araruama.
Barão de Araruama (extension).
Imbetiba to Campos..
Campos to Sao Sebastião………
Santo Antonio de Padua.
Branch of Cantagallo...
Madeira to Guaporé..
Maricá.
Muzambinho (trunk).
Itapirussú and Paraokena.
Vista Alegre and Leopoldina.
Serraria and Guarany.
Juiz de Fóra and Piáu.
1.0
18.000
1.0
12. 284
1.0
109.560
1.0
58. 101
Rio Novo and Furtado de Campos.
1.0
8.460
-
Guarany and junction.
1.0
40.858
Guarany and Pomba..
1.0
27. 196
Quissamã and Triumpho.
1.0
40.300
Triumpho and Visconde de Imbé..
1.0
45.434
48.066
Imbetiba and Campos.
1.0
96.520
Campos and Sao Sebastião.
1.0
22.972
Lucca and Miracema.
1.0
91.002
Cordeiros and Portella.
1.1
77.413
Humaytá to Guaporé and Mamoré..
Nictheroy and Maricá.
1.0
.76
40.000
16,000
Pedra Branca and River Station of
Rio Verde.
1.0
Branch of Sao Sebastião do Pa-
raizo.
Station of Onça and Sao Sebastião……….
1.0
Branch of Sao Sebastião do Pa-
raizo (extension).
Subbranch of Araxá
Branch of Lavras..
Branch of Campanha to Poços..
Branch of Passos.
Tres Corações to River Station
of Rio Verde.
Branch of Campanha..
Taubaté to Ubatuba.
Sitio to Sao João d'El Rey.
Sao João d'El Rey to Oliveira.
Oliveira to the mouth of the Par.
aopeba.
Branch of Lavras..
Branch of Itapecerica.
Branch of Pitanguy
Barra Mansa to Catalão.
Paraopeba
Branch of Congonhas.
Rio das Flores.
Sul Paulista..
Magé to Theresopolis..
União Valenciana.
Sao Francisco to Blumenau.
Blumenau to Estreito..
Blumenau to Lages..
Lages to Lagoa Vermelha.
Lagoa Vermelha to Porto Alegre
Lages to Chopim.
Lagoa Vermelha to Passo Fundo.
Corcovado.
Caxias to Sao José das Cajazeiras
Caxias to Araguaya.
Pequiry.
Central de Macahé.
Itú and Iguape..
Sao Francisco and Blumenau.
Blumenau and Estreito...
Blumenau and Lages..
Lages and Lagoa Vermelha.
Lagoa Vermelha and Porto Alegre.
Lages and mouth of Chopim...
Lagoa Vermelha and Passo Fundo....
Larangeiras and Peek of Corcovado..
Caxias and Sao José das Cajazeiras...
Caxias and River Araguaya
Lafayette and settlement Pequiry
Sao Sebastião do Paraiso and Jaguára.
1.0
Forquilha and Araxá.
Varginha and Lavras..
1.0
1.0
Campanha and Poços de Caldas...
1.0
155 kilometers (of trunk) and Passos.
Tres Corações and River Station..
1.0
1.0
57.240
106 kilometers (E. Minas e Rio) and
cidade Campanha.
1.0
86.000
Taubaté and Ubatuba.
1.0
171.219
Sitio and Sao João d'El Rey
.76
99.196
Sao João d'El-Rey and Oliveira.
.76
172. 100
Cidade de Oliveira and mouth of Par-
.76
258. 240
71.000
aopeba.
Aureliano Mourão and Lavras..
Gonçalues Ferreira and Itapecerica..
.76
48.660
.76
35.000
.76
Barra Mansa and Catalão..
1.0
656. 174
Carandahy and mouth of Paraopeba..
1.0
1.0
Commercio and Santa Rosa..
1.0
62. C90
19.000
1.0
Piedade and Theresopolis.
1.0
Desengano and Rio Preto...
1.10
63.900
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
3.775
1.0
77.300
1.0
(mun. Queluz).
Macahé and Glycerio.
1.0
44.000
13. 280
Louveira to Itatiba.
Louveira and Itatiba..
1.0
20.000
E. F. Mar de Hespanha or to
Aventureiro.
Stat. Sao Pedro and branch of Sao
1.0
Antonio Aventureiro.
Elevated railway.
1.0
Mogyana (trunk).
Campinas and Ribeirão Preto..
1.0
318.000
Ribeirão Preto to Jaguára.
Riberão Preto and Ponte do Jaguára…. 1.0
193.514
Jaguára to Catalão.
Ponte de Jaguára and Catalão.
1.0
101.733
200. 200
Branch of Amparo.
Jaguary and Soccorro.
1.0
48.000
Branch of Silveiras
Amparo and Serra Negra.
.60
41.000
Branch of Penha..
Mogy-mirim and Eleuterio..
1.0
47.000
Pinhal.
Branch of Caldas..
Branch of Espirito Santo do Mogy-guassú and Espirito Santo do
Branch of Rio Pardo or Mococa. Casa Branca and Canôas.
1.0
37.000
Pinhal.
Cascavel and Caldas…….
1.0
77.080
1.0
72.000
Branch of Jatahy.
Branch of Areia Branca
·
Resaca to Santos....
Ouro Preto to Peçanha.
Bambuhy to Patos...
1.0
1.0
12.000
Resaca and Santos……….
1.0
5.000
Ouro Preto and Peçanha….
J.0
Bambuhy and Patos..
1.0
HIGHWAYS OF COMMERCE.
737
of Brazil-Continued.
Length of lines.
Under Government supervision.
Under the supervision of the States.
Surveyed. Proposed.
Extent.
with
guaran-
tee.
Extent
without Guaranteed]
guaran. capital.
tee.
Rate.
Extent
with
guaran-
tee.
Extent
without Guaranteed
guaran- capital.
tee.
Rate.
Kiloms. Kiloms.
Kiloms.
Kiloms.
12. 284
Milreis.
F. ct. Kiloms.
Kiloms.
Milreis.
P. ct.
18.000
12.284
109.560
58. 101
2, 990, 912
7
1,800,000
7
8.460
40.858
2,200,000
7
27.196
40.300
93.500
2,805, 000
6
96.520
22.972
800.000
146. 800
88.000
110.000
60.000
96.000
160.000
94.760
100.000
800.000
91.002
77.413
56.000
146.800
450,000
3,435, 258
6
88.000
2, 128, 242
6
110.000
2,750,000
6
60.000
96.000
2,350,000
6
160.000
194.760
4,869, 000
6
57.240
86.000
2,509, 500
4
171.219
5, 136, 570
6
99.196
172. 100
329. 240
4, 000, 000
5,500,000
7
7
48.660
35.000
9.000
9.000
16.826
367.000 1,040. 000
470.000
31,200,000
6
12.600
470.000
12.600
7,500,000
7
•
80.000
366. 936
366. 936
11, 008, 080
6
46.000
46.000
63.900
125.961
139.000
239.000
182.000
125.961
139.000
239.000
· 182.000
3, 778, 830
6
4, 170, 000
6
7, 170, 000
6
•
5,460, 000
6
335.580
335.580
10, 067, 400
6
400.000
400.000
12, 000, 000
6
145.800
145.800
4,374, 000
6
3.775
182. 720
567.280
15.000
77.300
750.000
2,319,000
6
22, 500,000
6
15.000
375,000
6
57.280
1,718, 400
6
20.000
69.700
10.000
10.000
77.760
18.000
193. 514
379.693
6, 153, 857
6
11, 390, 790
6
66.000
41.000
47.000
37.000
69.700
2, 000, 000
318.000
77.080
72.000
12.000
220.000
170.000
247.650
225.000
417.650
230.000
230.000
8, 000, 000
533A- -47
738
HIGHWAYS OF COMMERCE.
Title.
Private railway companies
Length of lines.
In con-
Termini.
Gauge.
In traffic.
struc-
tion.
Meters. Kiloms. Kiloms.
Paulista (trunk)
Limeira to Piracicaba.
Branch of Rio Claro..
Jundiahy and Descalvado.
1.60
226.000
Limeira and Piracicaba...
1.60
Cordeiro and Rio Claro..
1.60
17.000
Branch of Santa Veridiana.
Laranja Azeda and Lage (Santa Veri-
1.60
38.000
diana).
Rio Claro.
Branch of Jahú…
Siding to Brotas.
Branch of Agua Vermelha.
Rio Claro and Araraquara..
1.0
127.098
Station of Visconde Rio Claro and Jahú.
1.0
133.000
1.0
10.000
Sao Carlos do Pinhal and Santa
1.0
56.000
7.000
Eudoxia.
Rio Claro (extension)….
Araraquara and Berretos..
1.0
96.000
Sao Carlos do Pinhal and Ribei
Sao Carlos and Rio Bonito..
1.0
40.000
rão Bonito.
Branch of Santa Rita de Passa Porto Ferreira and Santa Rita…….
.60
27.000
Quatro.
Branch of Itararé..
Descalvadense
Jundiahy to Sao Sebastião..
Maceió to Leopoldina...
Branch of Porto Calvo…..
Branch Ferreo Campineiro.
Branch of Santa Maria……
Branch Ferreo Dumont.
Tram. road Nazareth.
Do
Recife to Olinda..
Cruz Alta to Uruguay
Uruguay to Iguassú.
Iguassú to Pirahy.
Pirahy to Itararé.
Branch of Ijuhy..
Branch to mouth of Iguassú.
Branch of Guarapuava.
Torres to Porto Alegre..
Sao Paulo to Villela.
Villela to Botucatú.
Botucatú to Tibajy.
Jundiahy to Itú..
Branch of Piracicaba.:
Descalvado and Aurora…
Jundiahy and Sao Sebastião.
Maceió and Leopoldina..
.60
14.000
1.60
1.0
61 kilometers and Porto Calvo.
Campinas and Cabras.
1.0
.60
21.000
11.000
Cavalcante and Santa Maria..
60
11.000
Ribeirão Preto and fazenda Arindiúba.
.60
23.000
Nazareth and Santo Antonio de Jesus.
1.0
33.814
Santo Antonio de Jesus and Amargoso.
Recife and Olinda.
1.0
65.000
1.32
12.000
-
Cruz Alta and Rio Uruguay.
Rio Uruguay and Porto da União.
Porto da União and Valle Pirahy.
Valle do Pirahy and Itararé….
1.0
381.520
1.0
1.0
1.0
Cruz Alta and month of Ijuhy Grande.
Guarapuava and Iguassú….
1.0
1.0
171.600 kilometers line and Sete
1.0
Quedas.
Porto das Torres and Porto Alegre.
Sao Paulo and Villela..
1:0
•
·
1.0
128.000
Villela and Botucatú.
Botucatú and Tibagy.
1.0
182.000
1.0
Tatuhy and Itararé.
1.0
410. 700
306.000
Jundiahy and Itú..
.96
70.000
Itaicy and Piracicaba..
.96
92.000
Piracicaba to Sao Pedro..
Piracicaba aud Sao Pedro..
.96
59.000
Junction of
sections of the
Victoria and Treze de Maio.
1.0
15.000
Ituana and Sorocabana.
Branch of Tatuhy….
Boituva and Tatuhy.
1.0
22.000
Branch of Tiété..
Itú to Manduzinho.
Manduzinho to Santos.
Siding of João Alfredo….
Line of Porto Martins.
Eleuterio to Soledade (trunk,
first section).
Soledade to Baependy (trunk,
second section).
Baependy to Bom Jardim (trunk,
second section).
Bom Jardim to Jacutinga (trunk,
second section).
Jacutinga to Barra (trunk, sec-
ond section).
Barra to Itaguahy (trunk, third
section).
Itaguahy to Botafogo (trunk,
first section).
Branch of Passa Tres (trunk,
first section).
Branch of Sao José do Paraiso….
Branch of Alfenas..
Branch of Lavras.
Branch of Lambary…….
Lambary to Pouso Alegre.
Branch of Angra.
Montes Claros..
Cerquilho and Tiété.
10
8.000
Itú and Manduzinho..
1.0
Manduzinho and Santos.
1.0
13. 100
1.96
18.000
Porto Martins and Sao Manoel do
.96
41.000
Paraiso.
River Eleuterio and Soledade..
1.0
97.000
174. 176
Soledade and Baependy….
1.0
22.250
11.050
Baependy and Bom Jardim.
1.0
137.808
Bom Jardim and Jacutinga..
1.0
28. 142
Jacutinga and Barra do Pirahy.
1.0
90.000
Barra do Pirahy and Itaguahy.
1.0
20.000
68.911
Itaguahy and Botafogo.
Pirahy and Passa Tres.
1.0
94. 240
1.0
15.000
1.0
Pouso Alegre and Alfenas.
Bom Jardin and Lavras.
1.0
1.0
6 kilometers of main line and Lambary.
1.0
Lambary and Pouso Alegre..
1.0
Itagualy and Angra dos Reis.
1.0
15.000
99.100
Montes Claros and Extrema.
1.0
Alcobaça to Praia da Rainha.
Rezende to Bocaina...
Rezende to Bocaina (extension)..
Santa Maria to Cruz Alta…….
Alcobaça and Praia da Rainha.
1.0
Suruhy (E. F. Central) and Formoso..
Formoso and sources of Mambucaba.
Santa Maria and Cruz Alta………….
1.0
29.000
1.0
10.000
1.0
8.000
160.400
HIGHWAYS OF COMMERCE.
739
of Brazil-Continued.
Length of lines.
Under Government supervision.
Under the supervision of the States.
Surveyed. Proposed.
Extent
with
guaran-
tee.
Extent
without Guaranteed
guaran- capital.
tee.
Rate.
Extent
with
guaran-
tee.
Extent
without Guaranteed'
guaran- capital.
tee.
Rate.
Kiloms. Kiloms. Kiloms. Kiloms. Milreis.
P.ct. | Kiloms.
Kiloms.
Milreis.
F.ct.
226.000
42.000
42.000
17.000
38.000
•
127.098
133.000
10.000
63.000
102.000
198.000
40.000
27.000
14.000
280.000
280.000
129.480
39. 173
129.480
39. 173
5,059, 590
6
32.000
11.000
་
23.000
33.814
1,250,000
7
65.000
1,950, 000
6
12.000
500,000
381.520
11, 445, 600
6
340.521
340.521
10, 215, 630
6
380.000
380.000
11, 400, 000
6
214.000
214.000
6, 420, 000
6
292.550
292.550
8,776, 500
6
367.000
367.000
11, 010, 000
6
150.000
446. 000
596.000
17,882, 600
6
222. 140
222. 140
6, 664, 200
6
128.000
2,320,000
182.000
•
410.700
306.000
12, 321,000
6
9, 180, 000
6
70.000
2,052, 600
7
92.000
59.000
15.000
22.000
8.000
55.000
186.900
55.000
200.000
18.000
41.000
271. 176
10, 000, 000
7
33.300
700,000
7
137.808
28.142
6, 000, 000
7
90.000
4, 200, 000
7
88.911
94.240
15.000
37.580
188.100
171. 186
48.320
92.394
150. 696
189.000
189.000
99.100
37.580
188.100
186. 186
48.320
92.394
150. 696
5,670, 000
6
29.000
40.000
18.000
•
40.000
160.400
4,812, 000
6
*
3, 000, 000
400,000
5
740
HIGHWAYS OF COMMERCE.
Title.
Private railway companies
Length of lines.
Termini.
Gauge.
In traffic.
In con-
struc-
tion.
Meters.
Kiloms.
Kiloms.
Paraná.
Curityba to Serrinha.
Branch of Porto Amazonas.
Branch of Rio Negro….
Branch of Antonina.
Pomba
Villa Nova de Lima.
Rio Pardo..
Paranaguá and Curityba..
Curityba and Serrinha..
Serrinha and Ponta Grossa.
Serrinha and Rio Negro..
1.0
111. 000
1.0
71.845
1.0
56.654
72.220
1.0
30.000
61.000
Morretes and Antonina.
1.0
16.995
Pomba and E. F. Oeste de Minas.
Rio Pardo (branch of Montes
Claros).
E. F. C. do R. and Villa Nova de Lima..
Rio Pardo and the border of Bahia.
Rio Pardo and Montes Claros..
1.0
1.0
1.0
1.0
1.0
Rio Pardo (branch of Grão
Mogol).
Border of Minas to Campanha...
Sao Paulo de Muriahé……
Ceará Mirim.
Ribeirão to Bonito.
Belem to Paty, Vassouras, etc..
Commercio to Sao Francisco
Xavier.
Nazareth to Crato.
Pelotas to settlement Sao Lou-
renço (trunk and stat. Marit.).
Cachoeira do Campo..
Ponta Grossa to Corumbá……
Poutal to Matto Grosso..
Petrolina to Piauhy.
Curvello to Ponta das Aráras.
Porto Novo to Rio Pardo….
Sapucáhy-mirim to Piucuhy
Jaguary to Sao José do Paraiso.
Santa Rita to Sao José de Toleda.
and Jaguary.
Paraty to Iguape.
Taubaté to Amparo.
Central de Alagoas..
Branch of Assembléa.
Bahia to Alagoinhas.
Quarahim to Itaqui.
•
Quarahim to Itaqui (extension).
Recife to Caxangá..
Branch of Afflictos..
Branch of Varzea.
Central da Bahia.
Central da Bahia (extension).
Brauch of Feira de Santa Anna.
Branch of Orobó.
Natal to Nova Cruz.
Branch of junction with Conde
d'Eu.
Cabedello to Parahyba..
Conde d'Eu………
Branch of Pilar...
Branch of Independencia.
Donna Thereza Christina..
Branch of Laguna...
Recife to Limoeiro..
Branch of Nazareth.
Branch of Nazareth (extension).
Montes Claros to Sao João Bap-
tista.
Sao Leopoldo....
Recife to Palmares.
Minas and Rio………
Sao Paulo Railway
Rio Grande to Bagé,
Branch of Timbó.
Catalão to Palmas
Total...
Rio Pardo and Grão Mogol……………
Municipio de Jaguary and Campanha.
Sao Paulo de Muriahé and´Abre
Campo.
Natal and Paraiso.
Ribeirão and Bonito..
Mangueira and Commercio.
Nazareth and Crato...
Porto Novo and settlement Rio Pardo.'
Sapucahy-mirim and Piucuhy..
Jaguary and Sao José do Paraiso.
Paraty and Iguape.
Taubaté and Amparo.
Maceió and Imperatriz..
35 kilometers and Assembléa.
Bahia and Alagoinhas.
1.0
45.590
1.0
22.000 38.700
1.0
1.0
67.232
1.0
Pelotas and margins of Camaquam…….
1.0
141.552
E. F. C. do Brazil and Cachoeira do
Campo.
1.0
Ponta Grossa and Nioac.
1.0
Pontal (Sao Paulo) and border of Bo-
livia.
1.0
Petrolina and shores of Piauhy.
Curvello and Serra das Aráras.
1.0
1.0
•
1.0
1.0
1.0
1.0
1.0
72.000
1.0
88.000
1.0
62.000
1.60
123.340
Mouth of Quarabim and Itaqui.
Itaqui and Sao Angelo.
Recife and Caxangá..
1.0
175.500
-
1.0
356.800
1.22
14.600
1.22
4.000
1.22
9.600
Cachoeira and Machado Portella..
Machado Portellaand Rio das Contas….
Cachoeira and Feira de Santa Anna….
Station of Sao Novo and M. Novo...
Natal and Nova Cruz……….
1.067
268.000
1.067
1.0
45.600
1.0
1.0
121.000
Nova Cruz and Independencia.
1.0
21.826
Parahyba and Porto Cabedello.
1.0
18.000
Porto da Parahyba and Mulungu.
1.0
76.000
31 kilometers and Pilar..
1.0
25.000
Mulungú and Independencia.
1.0
22.000
Imbituba and Minas do Tubarão.
1.0
111.100
Junction (26 kilometers) and Laguna.
1.0
5. 240
Recife and Limoeiro..
1.0
82.976
Carpina and Nazareth..
1.0
13.069
Nazareth and Timbaúba..
1.0
45.010
Montes Claros and Sao João Baptista.
1.0
1
1.0
42.850
1.60
124.739
1.0
170.000
1.60
139.000
1.0
283.000
1.0
83.000
1.0
8, 672. 701 5, 371.970
Porto Alegre and Nova Hamburgo..
Recife and Palmares....
Cruzeiro and Tres Corações.
Santos and Jundiahy.
Rio Grande and Bagé.
Alagoinhas and Timbó.
Catalão and Palmas..
HIGHWAYS OF COMMERCE.
741
of Brazil-Continued.
Length of lines.
Under Government supervision.
Under the supervision of the States.
Surveyed. Proposed.
Extent
with
guaran.
tee.
Extent
without Guaranteed
guaran- capital.
tee.
Rate.
Extent
with
guaran-
tee.
Extent
without Guaranteed
guaran- capital.
Rate.
tee.
Kiloms.
Kiloms.
Kiloms.
111.000
Kiloms.
Milreis.
11, 492, 042
P.ct. Kiloms.
Kiloms.
Milreis. P.ct.
7
71.845
2, 155, 350
6
128. 874
3,866, 220
6
91.000
2,730, 000
6
16. 995
509, 850
6
130.000
6.000
130.000
3,250,000
6
6.000
190.000
190.000
150.000
150.000
250.000
250.000
220.000
220.000
135.000
135.000
3, 375, 000
6
45.590
60.700
1,367, 700
1,821,000
6
6
*
206. 000
44.000
206.000
4, 984,000
6
38.768
150.000
650.000
650.000
141.552
19, 500, 000
4,246, 560
6
6
15.000
15.000
200,000
7
1,400.000
1, 400.000
1,800.000
1, 800.000
102.100
897.900 1, 000. 000
30, 000, 000
6
600.000
40.000
600.000
330.000
60.000
80.000
1, 000, 000
6
40.000
330.000
60.000
80.000
100.000
350.000
128.000
450.000
200.000
88.000
62.000
4,553, 000
1, 860,000
7
6
123.340
16, 000, 000
7
175.500
6, 000, 000
6
356.800
10, 704, 000
6
14.600
4.000
9.600
1, 277, 771
193.000
268.000
193.000
13, 000, 000
7
5,790,000
6
45.600
133.000
133.000
3,990,000
6
121.000
5, 496, 052
7
21.826
18.000
615, 758
76.000
6, 000, 000
67
25.000
22.000
111. 100
5,609, 298
7
5.240
82.976
5, 000, 000
7
13.069
45. 010
230.000
230.000
124.739
170.000
11, 428, 088
15, 495, 253
5
42.850
124. 739
7
139.000
283.000
800.000
83.000
800,000
13, 521, 453
2,650,000
7
6
24, 000, 000
6
10, 028. 94917, 688. 088 18, 433. 565 8, 595. 632 608, 720, 435
199,980
7, 111, 111
72
2
7, 244. 261 8, 206. 808 172, 028, 835
742
HIGHWAYS OF COMMERCE.
OCEAN LINES.
Lines of ocean steamships plying between Rio de Janerio and foreign ports.
Passenger rates. a
Kio de Janerio to-
First class.
Second class.
Third class.
Royal Mail Line (English;
semimonthly).
Santos
Montevideo
Buenos Ayres.
Bahia
Maceio
Pernambuco..
Lisbon
Vigo
Southampton.
Antwerp.
£32 to £37.
150 milreis..
£25 to £30.
£26 to £31.
£30 to £35...
80 milreis...
90 milreis.
100 milreis...
£16..
£17
£20..
£22.
40 milreis...
£10...
£10...
30 milreis...
£6...
£6..
20 milreis.
£3.
£3.
110 milreis.
50 milreis.
130 milreis.
60 milreis.
70 milreis.
140 milreis.
150 milreis.
£9.
£10.
Pacific Mail (semimonthly
both ways).
Montevideo
Buenos Ayres.
Punta Arenas..
Valparaiso
Caldera
Arica
Mollendo....
Callao.
Bahia
Pernambuco.
Lisbon
Vigo and Linares.
La Pallice.
Liverpool
Plymouth
London..
-
New Zealand Steamship Com-
pany (monthly service).
£10....
£5....
£3.
£10.
£6...
£3 10s.
£25
£15....
£8.
£40...
£20.
£12.
£40.
£20
£13.
£42.
£22..
£14.
£22...
£14.
£25...
£15
75 milreis.
50 milreis.
100 milreis..
70 milreis.
£12...
140 milreis.
150 milreis.
£42..
£45....
100 milreis.
150 milreis.
£22 to £25..
£23 to £25...
£14..
£22 8s. to £30 ls.
£16 158
£24 to £30.
£15...
£24 to £30…….
£15..
£25 14s. to £31 12s. 6d. £16 2s. 6d…….
£10 28. 1d.
£9.
£9.
£9 12s.
Teneriffe
Plymouth
-
•
London
Northern Line (freight line;
semimonthly).
New York
Lamport & Holt Line (semi-
monthly).
Santos
Valparaisob.
Victoria.
Bahia
Pernambuco..
New York.
Liverpool c
New Orleans c..
Prince Line (freight).
New York..
Sloman Line (freight;
monthly).
New York…..
£25...
£30.
£15...
£15...
£30..
£15.
£9.
£10.
£10.
40 milreis.
75 milreis.
100 milreis.
120 milreis.
£30...
25 milreis.
35 milreis.
45 milreis.
£10.
La Veloce.
Genoa.
Naples
Navigazione Generale Italiana
1,300 to 750 francs.
1,300 to 750 francs...
550 to 400 francs.
550 to 400 francs..
60 to 100 francs.
60 to 100 francs.
(no fixed dates).
Santos
Genoa.
30 milreis.
1,000 to 750 francs.
550 francs.
·
20 milreis.
100 milreis.
a Milreis, paper currency, equals 22 cents; pound sterling equals $4.866; franc equals 19.3 cents.
As per arrangement,
c No passengers taken for Liverpool or New York.
HIGHWAYS OF COMMERCE.
743
Lines of ocean steamships plying between Rio de Janerio and foreign ports—Continued.
Rio de Janerio to-
First class.
Passenger rates. a
Second class.
Third class.
La Ligura Braziliana (no
fixed dates).
Genoa.
Naples.
Messageries Maritimes (semi-
monthly).
Montevideo
Buenos Ayres..
Bahia
---
Pernambuco
Dakar.
Lisbon
Bordeaux
Vigo
Corunna
Savill, Sewell de Transports
Maritimes à Vapeur (semi-
monthly).
380 francs.
400 francs.
55 fiancs.
55 franca.
260 to 160 francs.
280 to 180 francs.
80 francs.
80 francs.
80 milreis.
80 milreis.
200 to 150 francs.
50 francs.
35 milreis.
250 to 1871 francs.
610 to 445 francs.
750 to 500 francs..
855 to 605 francs.
70 francs.
40 milreis.
·
250 francs.
250 francs.
140 milreis.
255 francs.
800 to 550 francs.
250 francs.
800 to 550 francs.
250 francs.
205 milreis.
Santos
Montevideo
35 milreis.
150 milreis.
25 milreis.
20 milreis.
100 milreis..
60 milreis.
Buenos Ayres.
Bahia
90 milreis..
70 milreis.
40 milreis.
Marseilles.
650 francs..
500 francs..
60 milreis.
Genoa.
650 francs
500 francs.
60 milreis.
Naples
650 francs.
500 francs.
60 milreis.
Barcelona
650 francs.
500 francs..
80 milreis.
Hamburg-Sud-Americanische
(weekly).
Santos
40 milreis.
Victoria.
Bahia..
Pernambuco
Lisbon..
Rotterdam
Hamburg
60 milreis...
90 milreis.
120 milreis...
£25 to £30.
£25 to £30.
£25 to £30..
120. milreis.
150 milreis.
150 milreis.
20 milreis.
35 milreis.
45 milreis.
60 milreis.
Copenhagen.
Hamburg-Sud-Americanische
South Brazil Line (tri-
monthly).
60 milreis.
Paranagua
Sao Francisco, Brazil.
80 milreis...
Desterro
100 milreis.
Rio Grande.
150 milreis.
Porto Alegre….
Hamburg-Sud-Americanische
South Brazil Line (no fixed
dates).
Santos
Rio..
Bahia
Pernambuco
Lisbon.
40 milreis..
90 milreis..
120 milreis.
£25....
Oporto
Havre..
Hamburg
£25..
Norddeutscher Lloyds, Bre-
men (semimonthly).
Santos
Bahia
Lisbon
Antwerp
Bremen
30 milreis.
40 milreis.
50 milreis.
75 milreis.
20 milreis.
45 milreis.
60 milreis.
120 milreis.
150 milreis.
(0)
SIIII
(0)
(1)
20 milreis.
(b)
(0)
45 milreis.
(0)
120 milreis.
(0)
(b)
150 milreis.
(b)
(0)
150 milreis.
a Milreis, paper currency, equals 22 cents; pound sterling equals $4.866; franc equals 19.3 cents.
b None taken.
INDEX.
[The following index is arranged under eight general heads, viz: (1) Bridges, grades, trestles, tunnels,
and viaducts; (2) Canals; (3) Coastwise and intercolonial commerce; (4) Highways; (5) Inland naviga-
tion, as distinct from canals; (6) Ocean lines-names of lines and vessels calling at and departing from
the several ports, tonnage and horsepower, itinerary, etc.; (7) Railways-history, cost of construc-
tion, termini, and main points touched. Under each of these heads. the subjects are arranged geograph-
ically, viz: Africa, America, Asia, Australasia, Europe, and Polynesia, the countries being arranged
alphabetically under each continent. Subjects which could not be indexed under any of the fore-
going heads are alphabetically arranged under "(8) Miscellaneous."]
AMERICA:
D
1. BRIDGES, GRADES, TRESTLES, TUNNELS, AND VIADUCTS.
Canada-British Columbia (trestle spanning the Niagara Canyon)..
South America-
Page.
30
Bolivia (iron bridge over the Cahama River).
130
Colombia (iron bridge over the Chagres River)…….
99
Peru (bridges and tunnels on the Peruvian Central Railway)
123-125
ASIA:
British Asia-
Ceylon
573,574
Bridges and tunnels, on the Kaduganawa incline, 573; iron bridges over
lagoon and river, 574.
India (bridges).....
570
China (viaducts and bridges, not railway)
612
Dutch India-Java...
594, 595
Bridges over the Solo and Brantas rivers, 594; viaducts, 595.
Japan (engineering difficulties overcome)..
615
Turkey in Asia-Syria (heavy grades over the Lebanon Mountains)
AUSTRALASIA:
New South Wales (switchbacks on the Blue Mountains)..----
EUROPE:
Mont Cenis Tunnel (history of its building)
526
625
Germany (railway bridge over the Rhine at Mayence).
363-367
323
Holland
236, 238
Rhine bridge, Lek bridge, Waal bridge, Maas bridge, 236; bridge over the Mer-
wede, Rhine bridge, Yssel bridge, 238.
Italy (roadbed cut out of the solid rock, and one-half the line runs
through tunnels).....
371, 372
Russia (engineering difficulties, bridges, curves, gradients, etc., on the
Great Siberian Railway)
Spain.....
412, 414
299, 700-702
Bridges, tunnels, and gradients on the Barcelona-Saragossa Railway, 299; names
and length of tunnels on all Spanish railways, 700-702; engineering difficulties
encountered, 702.
Sweden (bridges and tunnels on Swedish lines).
UNITED KINGDOM:
Wales (grades, bridges, and tunnels).
425
201
745
746
INDEX.
2. CANALS.
AFRICA:
French Africa-Tunis..
Madagascar.
Turkey in Africa-Egypt (Suez Canal, description and trade)
AMERICA:
Canada..
Beauharnois, 23; cost of and traffic on Canadian canals, 19, 20; Canal Commission,
United States and Canada, 26; Cornwall, 24; Farrans Point, 24, Galops, 24; Lach-
ine, 23; Rapide Plat, 24; Rideau, 34; Sault Ste. Marie, 25; Welland, 24; Williams-
burg, 24.
Central America (Nicaragua Canal).
Mexico....
American, 58; Chijol, 58; Tempoal, 59.
South America:
Brazil
-
Colombia (Panama).
China (Grand Canal).
ASIA:
EUROPE:
Austria-Hungary.
Belgium
--
Page.
440
451
446, 447
!
19-34
77
58-59
118
101
597
· 338
334, 716–718
Length of canals, 716; canalization of the Meuse, 716; Meuse-Scheldt Canal, 716
Charleroi-Brussels Canal, 717; Central Canal, 717; recent works, 717; railways v.
waterways, 718; Belgian canals compared to those of neighboring countries, 718.
France...
278, 705-707
Mileage of canals, 705; canalization of the Rhone, 705; improvement of the Rhone,
706; development of canals, 707.
Germany
323, 713, 714
Official list of canals, 323; Baltic and North Sea Canal, 325, 715; Dortmund-Ems-
haven Canal, 713; Dortmund-Rhine Canal, 713; Rhine-Weser-Elbe Canal, 714;
canals of South Germany and Alsace-Lorraine, 714.
Greece..
Holland
389
708-710
Canal system, 708; Meerwede Canal, 710.
Interior waterways of northwest Europe
704-728
Benefit of canals, 722; thoroughness of the canal system of northwest Europe, 727.
Norway..
423
Russia..
394
Sweden..
426
United Kingdom-
·England…….
167-177
British canal statistics, 167; Air and Calder, 169; Birmingham and Liverpool,
177; Chester, 177; Ellesmere, 172; Grand Junction, 174; Leeds and Liverpool,
171; Manchester Ship, 171, 175; Montgomeryshire, 172; Regents, 173; Shef-
field and Tinsley, 175; Shrewsbury, 172; Shropshire, 171; Surrey, 174.
Ireland
177-179
Ballyconnell, Ballymore, Barrow, 177; Coal Island, 179; Grand, 177, 178; Lagan,
177, 179; Lough Corrib, 177; Lower Bann, 177; Lower Boyne, 177; Newry
177; Royal, 177; Ulster, 177, 179.
Scotland....
180-183
Caledonia, 182; Crinan, 183; Forth and Clyde, 181; Monkland, 182; ship canal
(proposed), 183; Union, 180.
INDEX.
747-
3. COASTWISE COMMERCE.
AFRICA:
Page.
British Africa-Somali Coast
469
AMERICA:
Canada-
British Columbia
29, 30
Pacific Coast Steamship Line; Canadian Pacific Navigation Line, 29; Puget
Sound and Alaska Steamship Line; the Comax Line, 30.
New Brunswick....
35, 36
International Steamship Line; Bay of Fundy Line, 35; Grand Manon Line,
36.
Prince Edward Island.
South America-
40
Central America-British Honduras
Argentine Republic....
Brazil (laws regulating) -
73
149, 150
112
ASIA:.
British Guiana..
Chile..
Venezuela
West Indies, British-Bermuda.
British Asia-Straits Settlements..
696
138
103
81
581-583
Lines to adjacent states and colonies, 581; coastwise, 583
China
605
Dutch Asia-Java..
593
Spanish Asia-Philippines
620
AUSTRALASIA:
New South Wales (intercolonial).
New Zealand...
Coastwise, 6466; intercolonial, 648.
Victoria
623
646, 648
635
EUROPE:
Denmark
France
241
246
Bordeaux.
261
Boulogne
268
Havre
Marseilles
Greece...
Italy
Norway
259
249, 250
387
358
Palermo
375
421
Russia
POLYNESIA:
393, 408
Fiji Islands (intercolonial)..
Hawaii (interisland)..
Tahiti (interisland).
651
656
654
4. HIGHWAYS.
AFRICA:
British Africa-
Cape Colony.
Central Africa...
Mauritius
Sierra Leone.
Somali Coast (road improvements)
472
485, 486
460
509
469
748
INDEX.
AFRICA-Continued.
Madagascar
Portuguese Africa-Angola.
Orange Free State...
Turkey in Africa-Egypt...
AMERICA:
Canada-
British Columbia..
New Brunswick..
Nova Scotia..
Central America-
British Honduras.
Costa Rica...
Honduras..
Mexico ..
Vera Cruz road; Cuernavaca road; Mexico-Potosi road, 68; San Luis Potosi-
Victoria road; Mexico-Acapulco road, 69.
South America:
Page.
452
498, 500
476
447
31
88888
36
38
73
79
73
67-69
Bolivia
British Guiana..
Brazil
Chile
Ecuador
Paraguay.
Uruguay.
130
108, 696
115
137
120
140
146
West Indies-
British West Indies
79, 81, 86
Bahamas 79; Bermuda, 81; Jamaica, 86.
Haiti
85
Spanish West Indies-Puerto Rico.
86
ASIA:
British Asia
570, 571
Ceylon, 571; India, 570.
China
598, 600, 608
Highways and ancient road building in China, 598, 600, 608.
Japan
612
Korea
617
Maskat
532
Persia
532, 536
Ancient road builders, 532; highways, 536.
Turkey in Asia
517, 526, 530
Asia Minor, 517; Syria, 526; Palestine, 530.
AUSTRALASIA:
New South Wales.
Victoria
EUROPE:
Austria-Hungary
Imperial highways, 343; Bohemian macadamized highways, 347.
Denmark
France
Germany
Greece.
Italy
Genoa roads, 372; Palermo roads, 377.
Malta
627
638
343, 347
245
281
326, 331
389
368
386
INDEX.
749
EUROPE-Continued.
Norway
Spain
Page.
424
300
Sweden.
425
Switzerland
337
United Kingdom-
England...
184-186
British highways, 184; Liverpool highways, 185; English middle counties'
roads, 186.
Ireland
Scotland..
Wales
188, 219
187, 214
202
POLYNESIA :
Fiji Islands
Tahiti
653
654
5. INLAND NAVIGATION.
[Rivers and lakes, as distinct from canals.]
AFRICA:
British Africa-Central Africa…………
480-488
Shire and Zambesi rivers, and Lakes Nyassa and Tanganyika, 484, 485, 486, 488.
Congo Free State..
504-507
The Upper and Lower Congo, 504, 506, 507.
French Africa-Tunis (lake leading to the port of Bizerta)..
German Africa-Cameroons.
440
491, 492
Sanaga River, 491; Rio del Rey, 492.
Madagascar
451, 452
Portuguese Africa—
Angola (River Quanza).
498
Mozambique (Zambesi and Shire rivers, and Lake Tanganyika).
Turkey in Africa-Egypt……….
The Nile, 445, 446.
AMERICA:
Canada (St. Lawrence River and Great Lakes; Ottawa and Richelieu
rivers).
464
445, 446
New Brunswick (St. John River).
20-22
26
76
Central America (San Juan River and Lake Nicaragua)...
Mexico
Lakes: Chairel (58), Laguna de la Madre, and Terminos (59). Rivers: Armeria
(61), Coahuayana (61), Coatzacoalcos (59), Chacala (61), Champoton (61), Colorado
(61), Conception (61), El Moraltillo (58), Gonzalez (60), Grihalva (60), La Balsa
(61), Mamantel (61), Mayo (61), Mazatlan (61), Mescalupa (60), Panuco (58,59),
Papaloapam (59), Piginto (61), Presas (59), Rio Grande (58), Rio Verde (61),
San Juan (59), San Pedro (60, 61), Santiago (61), Soto la Marina (59), Tauchio-
chapa (60), Tehuantepec (61), Tempoal (59), Tuxpam (59), Usumacinta (60),
Yaqui (61).
South America-
✓
Argentine Republic (La Plata, Parana, and Uruguay rivers)……….
Bolivia.
The Amazon, 133, 135; Desaguadero River and Lake Titicaca, 134; Parana
and Paraguay rivers, 135; Purus, Madre de Dios, Beni, and Guapore
rivers, 136, Paraguay River, 135.
58-61.
150
133-136
British Guiana (rivers).
107, 696
Brazil ..
116, 117
Rivers: Amazon, Paraguay, and La Plata, 116; San Francisco and Par-
ana, 117.
Ecuador
120, 121
750
INDEX.
AMERICA-Continued.
South America-Continued.
Paraguay.
Rivers: Rio Apa, Paraguay, and Parana, 139, 140. River lines: Platense,
Fluviales, and Lloyds, 142.
Uruguay (La Plata: Uruguay to Buenos Ayres).
Venezuela
ASIA:
Rivers, 103; Lake Maracaibo, 104.
Page.
139, 142
145
103, 104
British Asia-Straits Settlements:
China
583
597-608
Chinese waterways, rivers, and lakes, ancient and modern, 598, 599, 601, 604;
Grand Canal, 597; Imperial Canal, 604; Tientsin to Peking, 608.
Spanish Asia-Philippines
Japan
Korea (Seoul to Chemulpo)
Turkey in Asia-
612
617
637
Asia Minor (the Meander and the Hermus).
517
Bagdad (traffic on the Tigris; English and Ottoman Steamship Com-
panies)..
518-521
AUSTRALASIA:
Victoria (the Murray and Yarra rivers).
EUROPE:
Austria-Hungary
The Danube and its tributaries, 338; the Drau, the Theiss, the Save, the Elbe, 339,
347; the Moldau, 347; the Danube in Hungary, 353.
Belgium...
235, 716-718
Antwerp-Brussels, 238; the Meuse and the Scheldt, 716, 717; waterways v. rail-
ways, 718; Belgian waterways as compared with those of neighboring countries,
718; Belgian water traffic, 719.
France
Cost and mileage of waterways, 705; the Rhone, 705.
637
338-353
705
Germany
711-715
į
The German Rhine, 711; the Elbe, 712; the Main, Moselle, 715.
Holland
708-710
Interior waterways system, 708; the Rhine, Wahl, and Meerwede, 709; develop-
ment of traffic, 710.
Italy
358, 359
Lakes: Garda and Como, 358; Lugano and Maggiore, 359. The Tiber River, 359.
Norway
423, 424
Lakes: Miosen, Randsfjord, and Nordsjo, 423; Glieren, 424.
Russia....
394, 497
Rivers: The Volga and Rama, 394, 395; total interior waterways; the Volga, the
Rybinsk, the Kama, the Dniva, the Dniester, the Dnieper, etc., 406, 407.
United Kingdom-
Scotland (the Clyde).
Wales (the Severn)
·
209
202
6. OCEAN LINES.
[Names of lines and steamers calling and departing from the several places mentioned; ton-
nage and horse power; itinerary; termini and intermediate ports touched; freight and passen-
gerrates; condition of lines; accommodation; frequency of communication; ownership, etc.]
AFRICA:
British Africa-
Cape Colony (Cape Town)……….
Mauritius (Port Louis)...
Natal (Port of Durban: Castle Mail Packet Company).
Sierra Leone..
471
459
477
509
INDEX.
751
AFRICA-Continued.
French Africa-
Algeria
Tunis...
German Africa-
Cameroons
East Africa...
Southeast Africa..
Togoland
Page.
431
438
491.
494, 495
493
490
Kongo Free State.
502
Madagascar.
453-457
Castle Line, 453; Messageries Maritimes, 453-456; Austrian Lloyd; Havre Penin-
sular Line, 456.
Morocco
Portuguese Africa-
Angola (Loanda)……….
Madeira
Union Steamship Company, Castle Mail Packet Company, British African
Steam Navigation Company, Booth Line, Mersey Steamship Line, Africa-
nish Dampfschiff's-Actien-Gesellschaft, 514; Hamburg-südamericanische
Dampfschifffahrts-Gesellschaft, Empreza Nacional de Navegação, and
Empreza Insularia de Navegação, 515.
Mozambique..
German East African Line, 460; Union Steamship Company, 461; Castle and
Clan Lines, etc, 462.
427-430
497
514, 515
460-462
Tripoli
Turkey in Africa-Egypt
Zanzibar
AMERICA:
Canada-
British Columbia (Canadian Pacific Line; Canadian-Australasian
Line; Northern Pacific Line).
New Brunswick (Furness Line; West India Line)
Newfoundland
Nova Scotia.
Prince Edward Line (Charlottetown).
Central America-
British Honduras (Belize: New Orleans and Belize Royal Mail and
Central American Steamship Company; New York-Belize Line;
Harrison Line)...
442, 443
450
470
28
35
38
38
38, 39
72
Guatemala (Pacific Mail Steamship Line; New York, Belize and
Central American Line).
Nicaragua
71
75
66,67
Mexico
New York and Cuba Mail, German Imperial Mail, Harrison Line, Mexican Ļine,
Spanish Transatlántica, Compagnie Générale Transatlantique, 65; New York,
Mobile and Mexico Line, Gonzales Line, French Commercial Line, Berreteago
& Co.'s Line, Pacific Mail Line, Redo Line, Izaguirre & Co.'s Line, Sinaloa and
Durango Railway Line, 66; Pacific Coast Line, Morgan Line, Maldonado Line,
Royal Mail Packet Company, Hamburg-American Packet Company, etc., 67.
South America-
Argentine Republic (Buenos Ayres)..
.... 147-149.
Royal Steam Packet Line, Pacific Steam Navigation Line, Lamport &
Holt Line, Chargeurs Réunis Line, Messageries Maritimes, General Steam
Transportation Line, 147; La Veloce Steam Line, Italian Steam Navigation
Line, Imperial North German Lloyd, Bremen and La Plata Line, Ham-
burg-South American Line, Kosmos Line, Norton Line, Knott's Line, 148;
Passage and freight rates, 149.
752
INDEX.
AMERICA-Continuea.
South America-Continued.
British Guiana..
Brazil (Rio de Janeiro)
Page.
106, 697
108-111
British lines, 108; German lines, 109; Italian, Austrian, French, and Brazilian
lines, 110; American lines and tramp steamers, 111; schedule of passenger
rates from Rio de Janeiro, 742, 743.
Chile (Valparaiso).
138, 139
South American Steamship Line, Pacific Steam Navigation Line, Gulf Line,
138; Merchants' Line, 139.
Colombia (Panama)…………
90-97
South American Steamship Line, 90; Pacific Steam Navigation Line, 91;
North American Navigation Line, 92; Pacific Mail Line and freight rates,
93-97.
Ecuador (Guayaquil) ..
118-120
Pacific Steam Navigation Line and the Compañía Sud-América Line, 118;
Gulf Line and Hamburg-Pacific Line, 119: French Pacific Line, Pacific
Steam Navigation Line, Kosmos Line, and Merchants' Line, 120.
Peru (Callao)……….
Uruguay (Montevideo).
Royal Mail Line, Pacific Steam Navigation Line, Messageries Maritimes,
Chargeurs Réunis, Norddeutscher Lloyd, Navigazione Generale Italiana,
La Veloce Line, Hamburg-Südamericanische Line, and Kosmos Line,
144; Hansa Line, Compañía Transatlántica Line, Lloyds Brazilero, and
Lamport & Holt Line, 145.
Venezuela (Maracaibo: Red D Line)
West Indies-
British West Indies
Haiti
Bahamas, 80; Bermuda, 81; Jamaica, 87.
Santo Domingo
125-128
144, 145
103
80, 81, 87
85
86
Spanish West Indies (Cuba).
82, 83
United States-
Ocean lines leaving United States ports....
661-696
Baltimore (for Germany, Holland, Central America, Mexico, and
West Indies)....
682-684
Boston (for Great Britain, Belgium, and British Provinces)
684-686
Eastport...
687
Los Angeles
694
New Orleans (for Great Britain, France, Holland, and Germany).... 689-691
Newport News..
New York
688
664-679
For Great Britain, 664; Gerniany, France, 665; Holland, Belgium, Baltic,
Spain, Mediterranean, 666; China, Japan, Africa, South America, 667; Cen-
tral America, West Indies, Mexico, 668.
Pensacola (for Central America, Mexico, and West Indies)...
Philadelphia (for Great Britain, Germany, Belgium, Central Amer-´
ica, Mexico, and West Indies)..
Port Townsend
San Diego
San Francisco
China and Japan, 691; Panama, Honolulu, and Australasia, 692.
Tampa (for West Indies)....
691
680-682
693
694
691-693
691
INDEX.
753
ASIA:
British-
Ceylon
Peninsular and Oriental Line, British India Line, Messageries Maritimes,
North German Lloyds, Bibbe Line, Orient Line, 570; Ocean Steamship
Line, Henderson's, City, Clan, Glen, and Anchor Lines, Austrian Lloyds,
Rubattino Line, Russian Volunteer Fleet, Japanese Line, Asiatic Steamship
Line, Deutsche-Australische Line, Hamburg Line, Ceylon Steamship Line,
tramp steamships, 571.
India.
Bombay: British India Steam Navigation Line, 562; Anchor and Penin-
sular and Oriental Lines, 563; Florio-Rubattino, Austrian Lloyds, Hall
Line, and Messageries Maritimes, 564; Japan Steamship Company, 565;
distances from Bombay, 566, 569.
Calcutta: Peninsular and Oriental Line, 560; Clan Line, Messageries Mari-
times, Anchor Line, Asiatic Steam Navigation Line, British India Steam
Navigation Line, City Line, Indo-China and Apcar Lines, 561; freights, 562.
Hongkong
Page.
570, 571
562-569
608-610
Pacific Mail and Occidental and Oriental Linos, 608; Canadian Pacific and
Douglas Steamship Lines, 609; Northern Pacific Steamship and Peninsular
and Oriental Steamship Companies, 610.
Straits Settlements.
Messageries Maritimes, 578; Peninsular and Oriental Steamship Line, and
Norddeutscher Lloyd and Austrian Lloyd Lines, 580; Compañia Trans-
atlantica, miscellaneous lines, British India Steam Navigation, Konin-
klijke Paketraart Maatschappij, 581; Ocean Steamship, Apcar, Jardine,
and Sarawak, and Singapore Lines, 583.
Dutch India-Java..
Stoomvaart Maatchappy Nederland, Rotterdam Lloyds, Queensland Royal Mail,
Peninsular and Oriental, and Messageries Maritimes Lines, 591; routes, 591;
condition and equipments and passenger and freight rates, 592.
578-583
591-592
French Asia (Saigon: Messageries Maritimes)……
617
Japan (Kanagawa: Japan Mail, Occidental and Oriental, Canadian
Pacific, and Peninsular and Oriental Lines)…….
615, 616
Korea (Seoul)…….
617
Maskat (British India Steam Navigation Line).
531
Spanish Asia-Philippine Islands (Manila: Compañía Transatlántica and
new opposition line).
619
Turkey in Asia-
Asia Minor (Smyrna: Ocean lines).
517
Palestine (Jaffa: Austrian Lloyds, Messageries Maritimes, Russian
Steam Navigation, Khedive, Faber, Bell's Asia Minor, Knott's, and
Machaussieh Lines)…….
527-530
Syria (Beirut).
522-525
Messageries Maritimes, 522; Austrian Lloyds. 523; Compagnie Russe, 521;
Khedive Line, 525.
AUSTRALASIA:
New South Wales (Sydney).
Peninsular and Oriental, Orient, Messageries Maritimes, Norddeutscher Lloyds,
German Australian, and China Navigation Lines, 621; Eastern and Australian,
Port, Oceanic, Canadian Pacific, White Star, Lund's, and Gibb Lines, 622.
Intercoloual lines: Adelaide Steamship Company, Australian-United States
Navigation Company, Huddart-Parker Company, and Union Steamship Com-
pany, 623.
New Zealand (Auckland)..
New Zealand Shipping Company, 639-642; Shaw, Savill & Albion Company, 643,
644; Shire Line, 644; Oceanic Line, 645; sailing ships, 646.
621-623
639-646
533A-
48
754
INDEX.
AUSTRALASIA-Continued.
Victoria (Melbourne)………
EUROPE:
Old and new service, 627-629; Oceanic Steamship Company, 629; Peninsular and
Oriental Steam Navigation Company, 630; Orient Steam Navigation Company,
631; Gulf Line, Lund's Line, and Norddeutscher Lloyds, 632; Messageries
Maritimes and Anglo-Australian Line, 633; China Navigation Company and
Australian and India Lines, 634.
Belgium (Antwerp).....
Red Star Line, 225; North German Lloyd, 226; Peninsular and Oriental Line, 227;
Union Steamship Line, 228; Kosmos Line, 229; Puritan Line and Hamburg
Pacific Steamship Line, 230; Prince Line, Hansa Line, and Bossières Bros. Line,
231; Ross Line, White Cross Line, New Orleans Line, Cuban Line, Compagnie
Générale Transatlantique, La Flecha Line, West India Steam Navigation Line,
Lamport & Holt Line, Royal Mail Steam Packet Line, Antwerp and London-
Brazil Line, Macandrews Line, Gellatly, Hankey & Sewell Line, Antwerp-Chile
Line, and Atlas Line, 232; Mersey Steamship Line, British India Line, Hansa
Line, Hamburg-Calcutta Line, Union Line, China Shippers Mutual Line, Shire
Line, Glen Line, Anglo-Australasian Line, and European lines, 233.
Denmark (Copenhagen)...
Thingvalla Line, 240; United Steamship Line, 241; other lines and routes, 242–244.
France-
Page.
627-634
227-234
240-244
Total entrances and clearances in French ports
Boulogne.
Bordeaux.
270
268
260-268
Compagnie des Messageries Maritimes, 260; Chargeurs Réunis, 260; Nou-
velle Compagnie Bordelaise, Compagnie Havraise Péninsulaire, General
Steam Navigation Line; La Sociétié Générale Transports Maritimes, Bor-
deaux-Liverpool Line, Compagnie des Bateaux à Vapeur du Nord, Com-
pagnie Royale Néerlandaise de Navigation, 261; passenger rates, 262;
freight rates, 263–265.
Calais
Dunkirk, regular lines.
Havre
Compagnie Générale Transatlantique, 257; Compagnie des Chargeurs Réunis,
Compagnie Havraise Péninsulaire, 258; Service Maritime de la Maison
Worms; Jens, Meinich & Co.; Havre-Bilbao Lines, Chevillotte Frères, Com-
pañía Transatlántica, etc., 259; passenger rates from Havre, 259, 260; freight
rates, 260.
La Pallice
Marseilles
French lines: Messageries Maritimes, 247; Compagnie Nationale, 248; Frais-
sinet et Cie, 249; Sociétié Générale de Transports Maritimes, 250; Com-
pagnie Générale Transatlantique, Compagnie de Navigation Mixte, 552;
Compagnie Costaldi, 253; Société Navale de l'Ouest. Foreign lines: The
Anchor, the Johnston, the Bibby, the United Steamship, the Hall, the
Peninsular and Oriental, the Sloman, the Svenska Lloyd, 254; the Ybarra,
the Compagnie Transatlantique de Barcelona, the Rotterdam Lloyd, the
Adria, La Compagnie Sévillane, the Persian Gulf, the Compagnie Itali-
enne, Compagnie Russe, Compagnie Fluviale, Compagnie Panhellénique,
Compagnie Valencia, Navigazione Generale Italiana, tramp steamers, 255;
navigation in 1893, 255; passenger rates from Marseilles, 256; freight rates
from Marseilles, 257.
Rouen
Germany
German registered tonnage, 306; German vessels entering and clearing at Ger-
man ports, 307; ports of the German Empire and shipping thereat; German sub-
sidized steamship companies, 308. Bremen and Hamburg lines; North German
Lloyd, 309; Hamburg-American Packet Company, 312. Tonnage of German
steamers, 314.
267
265-267
257-260
269
247-257
269
306-312
INDEX.
755
EUROPE-Continued.
Gibraltar (North German Lloyd, Hamburg-American, and miscellaneous
lines).
Greece...
Panhellenic Steam Navigation Line, 386. Foreign lines: French, Austrian, Ital-
ian, Egyptian, and Russian, 387.
Holland
Page.
304
386, 387
238, 239
Netherlands-American Steamship Line, 238; Royal West Indian Mail Service;
Netherlands Steam Navigation Company, 239.
Italy
355, 368-375
Subsidized lines; Navigazione Generale Italiana, 355; Puglia Steamship Line,
Sicilian Line, Veloce Steamship Line, 357; foreign lines, 357.
Genoa
368-371
New York-Genoa-Gibraltar Line, 368; Navigazione Generale Italiana, La
Veloce Line, North German Lloyd, Peninsular and Oriental, Netherlands
Steamship Lines, 370, 371.
Palermo
Malta.
Phelps Line, Wilson Line, Glynn Line, Cunard Line, Sloman Line, 373;
Cockerill Line, Leyland Line, Anchor Line, Adria Line, Koninklyke
Nederlandsche Stoomboot Maatschappy, General Steam Navigation Com-
pany, 374; Navigazione Generale Italiana, 375.
Peninsular and Oriental Line, 377; Clan Line, 379; Deutsche Levant and
Royal Hungarian Lines, 380; Transatlantic and Wilson Lines, 381; Papa-
yanni and Leyland Lines, 382; Cunard, Moss, and City Lines, 383; Italian
General Navigation, Florio, Rubattino, and Wescott Lines, 384; Gollcher &
Sons' Line, 385.
373-375
377-385
Norway.
422-423
Thingvalla Line, Wilson Line, Lloyd's Line, Norwegian Line, Sóndenfjelske Line,
422; Ostlandske Lloyds Line, United Danish Steamship Line, Sódra Sverige Line,
423.
408, 409
Russia (Odessa)..
La Compagnie Russe de Navigation à Vapeur, other lines, 408. Subsidized lines:
Volunteer Fleet, and Gagarine Line, 408; Austrian Lloyds; French and Italian
Lines, 409.
Spain (Barcelona)
La Compañía Transatlántica, 282-285; Philippine Line, 285-287; Fernando Po
Line, 287; Morocco Line, Tangier Line, 288; Pinillos-Saenz Line, Prats Line,
289; Serra y La Flecha Line, Italian Line, Knott's Prince Line, 290; Compagnie
Générale Transatlantique, Compañía Higonesa, 291; Vapores Correos Mallor-
quines, Vapores Sloman, 292; Compañía Valenciana de Navegacion, Société
Navale de l'Ouest, Compañía Sevillana, 293; Vapores Espalin & Co., 294; Ybarra
Line, Tintoré y Cia Line, 294; Compañía Bandera Española, Larrinaga Line,
United Steamship Line, 296; La Veloce Line, Hamburg-American Line, 297;
miscellaneous steamers, 298.
Sweden (Swedish merchant service)
Turkey (Constantinople)...
282-298
426
390, 391
Khedive Mail Line, Austrian Lloyds, Russian Line, Messageries Maritimes,
390; Fraissenet Line, Paquet Line, Panhellenic Line, Turkish Line, English
lines, 391.
United Kingdom-
England-
Liverpool...
American Line, Bibby Line, White Star Line, Atlas Line, McIvor &
Nelson Line, Booth Line, Macandrew Line, Swedish Line, Mc-
Ilwraith-McEacharn Line, 187; Houlder Line, Cunard Line, Pacific
Line, Anchor Line, Johnson Line, Leyland Line, Mississippi and
Dominion Steamship Line, Chesapeake and Ohio Line, West India
and Pacific Steamship Line, 190.
189, 190
756
INDEX.
EUROPE-Continued.
United Kingdom-Continued.
England-Continued.
London...
Orient Line, 190; McIlwraith-McEacharn Line, Peninsular and Oriental
Line, Bibby Line, New Zealand Shipping Line, Castle Line, Aberdeen
Line, 191; Macandrew Line, Anglo-Australasian Steam Navigation
Line, Aberdeen Line; Shaw, Sevill & Albion Line, Houlder Line,
National Line, 192; Red Cross Line, Wilson Hill Line, Atlantic Trans-
port Line, Furness Line, 196.
Southampton
Page."
190-196
193, 194
American Line, North German Lloyd, Royal Mail Steam Packet Line,
193; Union Line, 194.
Ireland (Belfast).
222, 223
Lord Line, Head Line, Liverpool Line, Fleetwood Line, 222; Glasgow Line,
general statistics of lines, 223.
Scotland (Glasgow)..
204-208
Allan, Anchor, and Donaldson Lines, United States, 204–208.
Wales (Cardiff and Swansea)….
195-197
POLYNESIA:
Fiji…..
650-652
United Steam Navigation Company, 650; Union Steamship Company of New
Zealand, 651; Canadian-Australian Line, 652.
Hawaiian Islands....
New Caledonia (Noumea)
Tahiti (American Line and New Zealand Line)……………….
7. RAILWAYS.
[History, cost of construction, termini and main points touched, length of lines and
distances between main points, condition of lines, number and gauge of tracks, frequency
of communication, freight and passenger rates, obstacles overcome in construction of lines,
grades, viaducts, bridges, etc.]
AFRICA:
British Africa-
Cape Colony..
Mauritius.
Natal...
Sierra Leone (proposed railway)…….
French Africa-
Algeria..
657, 658
630
654
472
.457
478, 479
510
431-436
Senegal..
Tunis..
513
441
German Africa-East African Possessions.
Kongo Free State...
494
505
Madagascar.
452
Portuguese Africa—
Angola
497
Mozambique.
462, 463
Delagoa Bay Railway and Transvaal extension, 462; Beira Railway, 463, 467.
Orange Free State..
473-476
Turkey in Africa-Egypt..
448, 449
Zanzibar
470
AMERICA:
Intercontinental Railway (routes, surveys, concessions, etc.)
Canada (system and mileage of the Dominion)…………
· 88
19
INDEX.
757
AMERICA-Continued.
Canada-Continued.
British Columbia (Esquimalt and Nanaimo).
Manitoba....
Northern Pacific. Canadian Pacific, 31; Great Northern, 33.
New Brunswick (Canadian Pacific, Intercolonial, Shore Line)..
Newfoundland.
Nova Scotia
Prince Edward Island
Ontario....
Canadian Pacific 33; Canada Atlantic, 34.
Central America—
British Honduras
Costa Rica....
Guatemala..
Honduras.
Nicaragua
Mexico
Mexican, 42; Mexican Central, 43, Mexican National, 45; Monterey and Mexi-
can Gulf, 49; Mexican Southern; Hidalgo and Northwestern, 50; Sonora, 51;
Alvarado, 52; Manzanillo and Colima, Sinaloa and Durango, 53; Tehuante-
pec, 54; Tehuantepec Railway, and the Tehuantepec and Panama Canals as
trade routes, 55; minor railways, 56; Merida and Progreso, 56; Merida and
Peto, Merida and Valladolid, Merida and Campeche, 57; Merida and Izamal, 58.
South America:
Argentine Republic.....
Page.
30
31-33
36
38
37
40
33, 34
73
78
****
72
73
76
42-58
150-152
Buenos Ayres, Rosario and Tucuman, 150; Eastern Argentine, Buenos Ayres
and Great Western, 151; Buenos Ayres and Southern, 152.
Bolivia
128-133
Antofagasta and Bolivia, 129; railway connections; Arica Railway; Mollendo
and Puno, 131.
Brazil (lines in operation and lines projected)
113, 729
Names, termini, gauge, length of lines, results of traffic during the year
1892, lines under Government and State supervisions, guaranteed capital,
etc., etc., 729-741.
British Guiana…….
Chile....
107, 696
136, 137
State lines, 136; private lines, 137.
Colombia (Panama Railway)
98
Ecuador
Paraguay
120
141
Peru.....
121-125
Entire system turned over to an English company, 121; termini and inter-
mediate points of system, 122; Henry Meiggs and William Henry Crilley,
builders of Peruvian railways, 124.
Uruguay
145, 146
Ferrocarril Central del Uruguay, 145; Nordeste; Extension Este; Noroeste;
Midland; Norte del Uruguay; Del Norte, 146.
Venezuela
104-106
Mileage in operation; contemplated lines, 104; Ceiba railway extension; En-
contrado to La Fria, 105; Maracaibo to Periga, 106.
West Indies:
Cuba
Haiti
Jamaica
Porto Rico.
8888888
83
85
86
86
الحميمة
758
INDEX.
ASIA:
British Asia-
Ceylon
India.
China
:
History of Indian railways, 543-548; standard dimensions, 548-553; length
of lines, 553; expenditures, 554; fares and freights, 555; the several lines
and their ownership, 556; Indian railway acts governing inspectors, 557;
traffic facilities, 558; Government ownership, 559; acknowledgments for
statistics supplied, 560.
Western India railways: Great Indian Peninsular; Bombay, Baroda and Cen-
tral India; Southern Mahratta, 569; Indian Midland, 570.
Dutch India-
Java.
Page.
570-577
543-570
598, 607
594, 595
State railways, 594; private railways, 595.
Sumatra (State and private lines).
-
596
Japan
612
Malay States
585-590
Selangor railways, 585-588; Sungie Ujong railways, 588-590; Perak railways, 590.
Spanish Asia-Philippine Islands..
618
Turkey in Asia—
Asia Minor
Palestine
Syria..
AUSTRALASIA:
New South Wales.
New Zealand....
Victoria.
EUROPE:
Austria-Hungary—
Austria....
Under Government contract, 338; the Südbahn, 339; the Nordbahn, 340; Staats-
Eisenbahn-Gesellschaft; Austrian State, 341; fares and freight rates, 342,
517
530
525
623
648
637
338-343
343.
Bohemia...
344-346
State railways; private railways, 344; condition and passenger rates, 345;
zone divisions and freight rates, 346.
Hungary...
348-353
Royal Hungarian State railways; Imperial and Royal Incorported Southern,
348-349; zone traffic, 350-352; international transit; grades, tunnels, and
bridges, 352.
New tariff rates.
702
Belgium
Bulgaria
234, 235
392
Denmark.
244, 245
Ownership; south line; west line, 244; north line; freights, fares, and traffic, 245.
England. (See United Kingdom.)
France
270-278
General system, 270; termini and main points touched, 272-276; train accommoda-
tions and charges. 276; express and freight rates; condition of lines, 277; acci-
dents; engineering difficulties, 278.
315-334
Germany
State railways, 315, 316; private railways under Government control, 316; private
railways under private management, 317-319; administration, 319; traffic,
charges, etc., State railways, 320, 321; administration, traffic, charges, etc., private
railways, 322; railways converging at Frankfort on the Main, 327-330; Luxem-
burg railways, 331-334.
INDEX.
759
1
EUROPE-Continued.
Gibraltar...
Great Britain and Ireland. (See United Kingdom.)
Greece
Holland
System, 235; State railway-termini, traffic, charges, routes, points touched, etc.,
235-237; Dutch railway-length, capital, dividends, termini, traffic, etc., 237, 238.
Ireland. (See United Kingdom.)
Italy
Early railways and laws providing for the building of railways, 359; Mediterra-
nean system, 360; Adriatic system, 361; Sardinian railway and traffic,362; man-
agement, freight charges, fares, etc., 363; railways converging at Genoa, 372;
railways converging at Palermo, 376.
Luxemburg-
Malta
Norway
Page.
303
387-389
235-238
359-376
331
386
424
Russia.
Spain
St. Petersburg-Moscow-Nizhni-Novgorod (Nicholaevsk) line; St. Petersburg-War-
saw line; Baltic Railway; Finland Railway: termini and main points, 395, 396;
tracks; communication; passenger rates, 397, 405; new zone system; freight
charges, 398, 405; classification of freight, 399-402; differential rates, 402; owner-
ship and length of lines, 403, 404; Government regulations, 406; Great Siberian
Railway: History of, 409; geographical and technical features, 411; estimate of
cost of, 414; progress of construction, 415; miles of rails laid, 418. Finland
State railways, 418–420.
395-420
298, 299, 700-702
First railway in; Tarragona, Barcelona and Frontier of France Railway, 298;
Barcelona, Reus and Saragossa Railway, 299; tunnels and bridges, 700-702;
engineering difficulties, 702.
Sweden....
425
Switzerland ......
335-336
Northeastern line and United Swiss line-cost, traffic, etc., 335; speed and accom-
modation, freight rates, engineering difficulties, 336.
Turkey...
389, 390
United Kingdom (mileage, capital, passengers conveyed, and traffic)…….
England.
165
153-166
System, origin, development, etc., 153-156; Lancashire and Yorkshire Rail-
way, 156; Manchester, Sheffield and Lincolnshire Railway, 157; railway car-
riages and wagons, 157; rates of freight, 158-165; early English railways, 166.
Ireland..
215-219
System, carriages, speed, improvements, etc., 215; Great Northern Railway,
216; Belfast and Northern Counties Railway, 218; Belfast and County Down
Railway, 219.
Scotland...
210-214
Caledonian Railway, 210-212; Glasgow and Southwestern, 212, 213; North
British Railway, 213; West Highland Railway, 214.
Wales
197-201
Welsh railways-trade, traffic, condition, etc., 197-199; passenger and freight
rates, 199; speed of trains, character of service, 200; grades, bridges, and
tunnels, 201.
POLYNESIA :
;
Fiji …….
Hawaiian Islands.
653
655
MISCELLANEOUS.
American trade opportunities in Uruguay.
Bank in Central Africa...
C
145
486
760
INDEX.
Caravans and caravan trade:
Egypt
Page.
450
Persia
541
Somali Coast..
Tripoli
Caravansaries in Persia.
Coal fields of Wales.....
Cotton exports for German East Africa..
Engineering difficulties:
Ceylon, railway..
China
Grand canal, 597; old highways, 601.
France, railway.
• 468
443
534
194
496
573
597, 601
278
Hungary, railway.
India (Midland Railway)
·
Italy (Genoa Railway)…….
352
570
371
Japan, railway.
Java, railway.
613
564, 565
Mont Cenis Tunnel.
363
Russia (Great Siberian Railway)
Spain, railway.
--
·
Syria (Lebanon Mountain Railroad, grades).
Free transit in German East Africa...
Geography and topography:
Angola
British Central Africa.
German Africa-
Cameroons
East Africa
Southwest Africa.
Togoland...
Kongo Free State.
Lower Kongo
Mexico
411-413
259,702
526
496
497
480
491
493
493
489
502
506
41
Paraguay
Senegal..
Siberian Railway.
·
Somali Coast..
139
513
409-414
468
German Africa, five times as large as Germany.
Colonial empire...
Rule in Togoland, ten years of.
Horses, cattle, etc., in Central Africa.
Indian traders in Central Africa...
Interior transportation other than by rail or water:
Angola (Loando and Dondo native carriers).
489
489
491
486
487
498-501
Bolivia (mules, burros, etc.).
China (to the Ming tombs and Great Wall).
130, 133-135
608
Kongo Free State (native carriers)
Madagascar...
503
451
Maskat (donkey conveyances)
Mexico (stage lines)..
532
-
69
Morocco (camels, mules, and donkeys)
Palestine (horses, camels, etc.)……..
Somali Coast (camels and donkeys)
Syria (diligences on the Damascus road).
Parcels post in Ceutral Africa..
427
531
468
527
-
487
INDEX.
761
Ports and harbors:
Belgium (Antwerp)
British Africa.
Chinde, 487; Port Louis, 459; Somali Coast, 468.
Colombia..
Panama, 89; other ports, 102.
Page.
224
459, 468, 487
France.....
Bordeaux, 260; Boulogne, 268; Calais, 269; Dunkirk, 265; Havre, 25; Marseilles,
247; Rouen, 269.
French Africa…..
Algiers, 437; Bizerta, 440.
Germany
Italy (Genoa, changes in commerce)
Malay States (Klang)
Mexico
Matamoras, Tampico, Tuxpan, Vera Cruz, Alvarado, Anton Lizardo, Tlaco-
talpam, 62; Minatitlan. Frontera, Campeche, Carmen, Sisal, Progreso, San
Benito, Tonala, Ventosa, Salina Cruz, Huatulco, 63; Puerto Angel, Acapulco,
Manzanillo, Chamela, San Blas, Mazatlan, Altata, Playa Colorado, Guaymas,
La Libertad, Pichillingue, La Paz, Ensenada, 64.
New Brunswick (St. John)
New South Wales (Sydney)
Portuguese Africa
Beira, 464; Loanda, 497.
Russia (St. Petersburg)
Spain (Barcelona)
Venezuela (La Guayra)
Wales (Cardiff).
Postal facilities and rates:
Central Africa ..
German Africa..
Morocco
-
Natal Railway.
Persia (Teheran)
Posthouses in Persia
Slave trade in Nyassaland, blocking the..
Steam marine:
German
Russian (Volunteer fleet)
Spanish.
Swedish
United States..
Telegraph:
Bolivian..
Central Africa (British)….
Cuban..
German Africa..
Luxemburg.
Mileage of the world.
Mozambique..
Venezuela
Tsetse fly in Central Africa……
CONTRIBUTORS.
Adams, Charles L. (consul, Cadiz)….
Adams, jr., Robert (minister, Rio de Janeiro)
Baker, E. L. (consul, Buenos Ayres)..
533A-49
89, 102
260-269
437, 440
308
368
585
62-64
35
620
464, 497
393
282
104
194
485-488
490, 492, 494
430
479
542
535
488
314
407
301
426
694-696
133
486
83
490, 491, 494
334
17
467
104
483
301
108
-
146
762
INDEX.
Chatelaine, Heli (commercial agent, Loanda).
Connolly, John D. (consul, Auckland)...
Crawford, J. M. (consul-general, St. Petersburg)
De Kay, Charles (consul-general, Berlin).
Derby, John S. (consul St. John, N. B.)………
Dobbs, James M. (consul, Valparaiso).
Dillard, George G. (consul-general, Guayaquil)
Donner, Herman (consul, Helsingfors).
Doty, J. Lamb (consul, Tahiti)……….
Downes, Edward (consul, Amsterdam)
Duffie, M. M. (consul, Winnepeg)..
Barclay, J. Judson (consul-general, Tangier)
Bell, George W. (consul, Sydney)..
Benedict, C. H. (consul, Cape Town)…….
Bowen, Herbert W. (consul, Barcelona)
Bureau of American Republics....
Campbell, John P. (consul, Port Louis)
---
Page.
427
620
471
282
130
457
497
639
409
Crittenden, Thomas J. (consul-general, City of Mexico)…….
41
305
35
136
121
418
-
654
Durham, John S. (consul-general, Port au Prince)
235
85
31.
Eckford, Q. O. (consul, Kingston, Jamaica).
Elliott, Isaac M. (consul, Manila).
87
618
Estes, William R. (consul, Kingston, Jamaica)……
Flagg, Eben M. (vice-consul, Asuncion)……
Fletcher, James (consul, Genoa)..
86
139
368
Gade, Gerhard (consul, Christiania).
Gibson, Thomas R. (consul, Beirut).
422
522
Grant, Louis B. (acting consul-general, Cairo).
447
Grellet, Charles E. (consul, Algiers).
Grout, J. H. (consul, Bermuda)..
Hammond, Edward P. T. (consul, Budapest)
Heenan, Thomas E. (consul, Odessa)..
Hernandez, F. Figuero (vice-consul, Madrid)
Hill, George (vice-consul-general, Halifax)
Hollis, W. Stanley (consul, Mozambique).
Horton, George (consul, Athens).
Howells, Anthony (consul, Cardiff)..
Hunt, W. E. (consul, Hongkong).
431
81
348
403
698
37
460
386
194
608
Hürner, Rudolph (vice-consul, Bagdad)
Jastremski, Leon (consul, Callao)....
518
121
Jernigan, T. R. (consul-general, Shanghai).
Johnson, Harvey (consul, Antwerp).
Jones, T. C. (consul, Funchal).
597
224
Jonas, Charles (consul-general, St. Petersburg)
393
-
514
Jones, Wallace S. (consul-general, Rome)
355
Kane, Dominic J. (consul, Charlottetown)...
38
Karel, John (consul, Prague)..
344
Karel, John (consul-general, St. Petersburg)
403, 418
Kennedy, D. C. (consul, Malta)..
377
Kirk, Robert J. (consul, Copenhagen)……..
240
Landgraf, E. R. (consular agent, Bloemfontein).
473
Leitch, James (consul, Belize)…….
72
Le Mescam, L. (consul, Noumea)
650
Lewis, Judson A. (consul-general, Sierra Leone).
Little, John M. (consul, Tegucigalpa).
508
73
INDEX.
763
Page.
McIvor, N. W. (consul-general, Kanagawa).
Mackirdy, A. (vice-consul, Maskat)...
Maratta, Daniel W. (consul-general, Melbourne)
McLain, jr., Thomas J. (consul, Nassau).
611
531
627
--
78
Madden, J. H. (consul, Smyrna)…….
517
Malloy, Thos. (consul, St. Johns, N. F.).
38
Martin, Henry W. (vice-consul, Barcelona).
282
Mason, Dean B. (vice-consul-general, Vienna).
338
Mason, Frank E. (consul-general, Frankfort on the Main).
327
·
Mathews, F. A. (consul-general, Tangier)
427
Mills, Ellis (consul-general, Honolulu).
.657
Mohun, E. Dorsey (commercial agent, Boma).
Morey, W. (consul, Colombo).
502
570
Morris, Edward (vice commercial agent, Levuka).
Morris, Henry C. (consul, Ghent)
650
16,703
Morse, Allen E. (consul, Glasgow)..
204
Morss, Samuel E. (consul-general, Paris).
Murphy, George H. (consul, Luxemburg).
Myers, Levy W. (consul, Victoria)………
•
O'Hara, Thomas (consul, San Juan del Norte)
O'Neil, Thomas E. (consul, Stockholm)…….
Penfield, Frederic C. (consul-general, Cairo).
Plumacher, E. H. (consul, Maracaibo)……….
Polk, Van Leer (consul-general, Calcutta)
Pollock, Alexander L. (consul, San Salvador).
Pratt, E. Spencer (consul-general, Singapore)
Pringle, D. Lynch (consul-general, Guatemala).
Rairden, B. S. (consul, Batavia).
Read, Sheridan P. (consul, Tientsin).
Richman, Irving B. (consul-general, St. Gall)
Riley, John B. (consul-general, Ottawa).
Schnéegans, E. (commercial agent, Saigon).
Schramm, Edgar (consul, Montevideo).
Seymour, William H. (consul, Palermo)…….
Short, Luther (consul-general, Constantinople).
246
331
37
75
426
450
103
543
·
74
578
71
591, 596
604
335
33
617
144
373
389
Sommer, jr., H. J. (consul, Bombay)…….
562
Spaight, James (vice-consul, Demerara)
106
Sprague, Horatio I. (consul, Gibraltar).
303
Stewart, Lewin R. (consul, San Juan, Puerto Rico)
86
Taney, James B. (consul, Belfast)..
215
Tyler, John (vice-consul-general, Teheran).
532
Thompson, Thomas J. (minister, Rio de Janeiro)
112
·
Vifquain, Victor (consul-general, Panama)..
Van Praag, Eli (vice-consul, Paramaribo).
Wallace, Edwin S. (consul, Jerusalem).
Wetter, Edward Telfair (acting consul, Tamatave).
Williams, Harrison R. (consul, San Jose, Costa Rica).
Williams, Ramon O. (consul-general, Havana)
Zalles, Gerardo (consul, La Paz, Bolivia).
89
696
527
451
-
78
·
81
128
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