Permanent Pan-American Railway Committee Report to the Third International Conference of the American States UNIVERSITY CALIFORNIA LOS ANGELES REPORT PERMANENT PAN-AMERICAN RAILWAY COMMITTEE THIRD INTERNATIONAL CONFERENCE OF THE AMERICAN STATES TO BE HELD AT RIO DE JANEIRO, JULY, 1906. f c. J956 eon WASHINGTON: GOVERNMENT PRINTING OFFICE. 1906. REPORT PERMANENT PAN-AMERICAN RAILWAY COMMITTEE THIRD INTERNATIONAL CONFERENCE AMERICAN STATES TO BE HELD AT RIO DE JANEIRO, JULY, 1906. WASHINGTON: GOVERNMENT PRINTING OFFICE. 1906. Permanent Pan-Ameriean Railway Committee authorized by the Second International Conference of American States. H. G. DAVIS, . . . . .of West Virginia. ANDREW CARNEGIE, .... of New York. J. D. CASASUS, of Mexico. M. ALVAREZ CALDERON, ... of Peru. A. LAZO-ARRIAGA, . . . .of Guatemala. CHARLES M. PEPPER, ... of Illinois. LETTER OF TRANSMITTAL. ELKINS, W. VA., June p, 1906. HON. ELIHU ROOT, Secretary of State, Washington, D. C. MY DEAR MR. SECRETARY: The Second Pan-American Confer- ence, held in the City of Mexico during the winter of 1901-2, created the Permanent Pan-American Railway Committee and stipulated that it report the result of its labors to the next con- ference. As chairman of the said committee, I have this day for- warded its report to Mr. Buchanan, with the request that it may be presented through him to the Third Pan-American Conference about to be held in Brazil. In order that the State Department may be fully advised in the matter, I beg to send herewith for its files a copy of the report and accompanying papers. Very truly yours, H. G. DAVIS, Chairman, Permanent Pan-American Railway Committee. 876265 REPORT OF THE COMMITTEE. WASHINGTON, June 15, 1906. To the Third International American Conference, Rio de Janeiro. MESSRS. DELEGATES: I beg leave to submit, in accordance with the instructions of the Second International American Conference, which created the Permanent Pan-American Railway Committee, the following report: The Second Conference, at the sessions held in the City of Mexico, appointed a committee on the Pan-American Railway, which made a full report on the general subject. This action was in furtherance of the resolutions adopted by the First Conference at the meeting in Washington in 1889-90, which recommended an International Commission. This Commission was appointed, and under its direction the intercontinental survey of the Pan-American Railway routes was made and published, the Congress of the United States and the Governments of the other Republics having coop- erated in providing the funds. No other steps, however, were taken for making the project a continuous one until the Second Conference assembled. The Mexican Conference, in ratifying the resolution of the Wash- ington Conference, which recommended "the construction of the complementary lines of the International Railway which is to trav- erse the different Republics," made provision for the continuity and permanence of the project by authorizing the appointment of a per- manent committee, whose members should be resident in the United States. The resolution provided That the president of the conference shall appoint a committee of five members, resident in the United States of America, which shall enter upon its functions after the adjournment of this conference, with power to increase the number of its mem- bers and to substitute them whenever necessary; to appoint such subcommittee as may be deemed proper, and to report to the next conference on the result of its labors; to furnish all possible information on the work of the Intercontinental Railway, and to aid and stimulate the successful execution of said project as much as possible. * * * 5 Under these instructions the president of the Mexican Confer- ence appointed the following committee: H. G. Davis, of West Virginia, chairman; Andrew Carnegie, of New York; Manuel de Aspiroz, ambassador from Mexico; Manuel Alvarez Calderon, minister from Peru; A. Lazo-Arriaga, minister from Guatemala. The committee met in Washington for organization and held meetings from time to time. At the meeting January 21, 1903, it was decided, in conformity with the resolutions adopted by the Mexican Conference, that a commissioner should be sent to the various Republics, whose duty it should be accurately to determine the resources of the different countries and the condition of the railway lines in operation, the prospects of business for an inter- continental line, and what concessions or assistance the respective Governments might be willing to grant the enterprise. Mr. Charles M. Pepper, who had been one of the delegates from the United States to the Mexican Conference, was selected as the representative of the committee. The Congress of the United States, following the recommendation of the Mexican Conference, author- ized the appointment of a commissioner and made a small appro- priation for the expenses of the mission. This was supplemented by the chairman and by Mr. Carnegie. At a meeting of the committee held March 5, 1903, a resolution was adopted recommending to President Roosevelt and Secretary Hay the appointment of Mr. Pepper, which was done, and the rep- resentative of the committee thus became the official representative of the United States also. It is proper to refer here to the sympa- thetic interest taken by Secretary Hay in the work of the committee, which was shown both by his personal consultations with its mem- bers and by his official instructions to the diplomatic representatives of the United States, directing them to extend all the facilities of their position in furtherance of the project of the Pan-American Railway, and especially in bringing to the attention of the Govern- ments of the various Republics the interest that the Government of the United States felt. A year was spent by the Special Commissioner in visiting the different countries, gathering the general information that was desired especially in regard to their internal and external trade and in helping to make the purpose of the Intercontinental line and its benefits better known to the nations directly interested. On his return in the spring of 1904 a full report was submitted, giv- ing the results of the investigation made and accompanied by a map drawn under the direction of the committee, which showed both the general Intercontinental route and branches and the actual railway construction at that time. This report was transmitted to Congress by President Roosevelt, and Congress, in providing for its general distribution, set aside several thousand copies for the use of the committee. In addition to the regular methods of distribution a special provision was made for the St. Louis Exposition. The docu- ment was translated into Spanish by the Bureau of American Republics and was published in the Monthly Bulletin. A copy of the report is submitted herewith for the general information it con- tains on the subject under discussion. For the same reason a copy of the report presented to the Second Conference by the Committee on the Pan-American Railway is annexed. Additional reports concerning the progress of the enterprise and the activity of the various Republics in sustaining it were received at a dinner given by the chairman of the committee in March, 1905, which was attended by the diplomatic representatives, who gave the details of railway construction in their respective countries and explained the policies of their Governments. On this occasion a letter was read from Mr. Andrew Carnegie in which he advocated that the United States should give $100,000,000 toward the Inter- continental Railway, conditioned upon the Spanish-American Republics pledging their credit for an equal sum. Hon. S. B. Elkins, Chairman of the Senate Committee on Interstate Commerce, who was a guest, expressed his satisfaction at being brought into association with international commerce, for that was what the Pan- American Railway meant, he said. Senator Elkins also promised that in the future the recommendations of the Pan-American con- ferences should have his support, so that the work of the Pan- American Railway Committee might go on; for, he said, it was a beneficent labor, which, when realized, would be of enormous utility to all the countries. The remarks made on this occasion and the letters read were published both in English and in Spanish in a pamphlet which received a wide circulation and a copy of which accompanies this report. During the last year the work of the committee has been confined largely to carrying out the provision of the resolution of the Mexican Conference that it shall "furnish all possible information on the work of the Intercontinental Railway and aid and stimulate the suc- cessful execution of said project as much as possible." This has been done through correspondence in answering the numerous inquir- ies addressed to it; through the publicity obtained by supplying the data for publications in the newspapers, magazines, and reviews; and through a number of articles contributed by members of the committee to the press. The demand for this information is the best 8 evidence that could be afforded of the very general interest which is being awakened in the project, and the committee believes that the information thus furnished has been of great benefit in educating the public of the United States concerning not only the commercial opportunities and the rich resources of the countries which will be traversed by the Pan-American Railway, but also in promoting a better understanding among the different peoples, and thus drawing the nations closer together. It is also gratifying to state that the committee has reason to believe very substantial results already have accrued to several of the Republics by interesting capitalists in their railway enterprises and enabling the different countries to strengthen their own credit and to procure the financial means necessary for carrying on rail- way enterprises. It is noteworthy that the feasibility of a through intercontinental railway line has received the indorsement of lead- ing capitalists representing many forms of investment, such as Mr. Andrew Carnegie, President Cassatt of the Pennsylvania system, and Mr. Thomas F. Ryan. In connection with the widespread interest which has been mani- fested the chairman is permitted to quote a letter received from President Roosevelt in which the President, in thanking him for a communication in reference to the subject, says: I am fully awake to the importance of the All-American Railway. Secretary Root, in acknowledging a letter of the chairman on the subject of the Pan-American Railway, says: I have read with great interest your letter of October 20 and the table showing our trade relations with Mexico, Brazil, etc. I fully agree with you as to the immense importance and value of railroad communication. The committee does not think it necessary in this report to enter into a detailed discussion concerning the immense influence of rail- ways on the development of the internal resources and on the do- mestic and foreign commerce any more than to repeat the special advantages resulting from the Pan-American Railway line, with its feeders and branches. This aspect of the subject was summed up in an article contrib- uted by the chairman to the North American Review for May, 1906. In that article, among other statements, these points were made: It is proper to take into account the general subject and foundation of the pro- posed Intercontinental trunk line and branches. The basis is a business one, whether looked at from the standpoint of the individual, of a single nation, or of the group of nations which constitute the American continent. Railroads are built to earn dividends. ******* For a nation the dividends can not be estimated in direct terms of interest on bonds or of net earnings for capital stock. For it the dividends are the develop- ment of the local resources, the wider market obtained for the products of the country, the increase of the population through immigration, and, in a word, the addition to the wealth of the nation. There is also the dividend which can not be estimated in terms of dollars and cents, because it comes from the better knowl- edge which the people of different regions of the country obtain of one another and from the cultivation of the national patriotic spirit. This is a clear case of the influence of frequentand cheap communication among diverse sections of a country. ******* The international, like the national, dividends are wider markets and the enlarged trade which come from increasing the means of intercourse between dif- ferent countries. A better understanding by one people of another people is cer- tainly a desirable result, and this is secured by furnishing means of communica- tion. The international dividend may be said to be one of dollars and cents in the way of more commerce, and of peace in the way of avoiding the misunderstandings which come from the lack of intercourse. In the light of these facts, the proposed Pan-American Railway may be said to offer returns to individuals, to the nations as separate Republics, and to them as part of the family of nations of the Western Hemisphere. ******* Given sufficient tonnage to be created, there is justification and encouragement for railway building. Where this traffic, or a reasonable portion of it, may be international there is ground for an intercontinental railway. The Pan-American routes, as surveyed, parallel the Pacific coast along the trend of the Andes, but they provide for branches or feeders which will shoot out toward the Atlantic as well as toward the Pacific. If their construction is much more difficult and costly than when the water line can be followed, there is in its business aspect the value of the traffic that comes from the tonnage of mineral regions. This tonnage is of the kind that quickly pays for itself. It is likely that the Intercontinental line, in its engineering features, has to over- come more difficult conditions in the way of grades, curves, tunnels, bridges, cuts, and embankments than any similar line of the same length; but it is also true that nowhere is so vast an area of mineral resources silver, copper, coal, tin still to be opened up to traffic as along the Andes Mountains. It must also be kept in mind that there are enormous timber areas and agricultural regions which are like- wise to be developed and which will create tonnage. The steamship service, from its nature, is of little benefit in developing the inte- rior of the country; the coast line does not furnish a large traffic, and the points not reached by railroads create little tonnage. When this tonnage has to be brought to the market by pack mules or wagon carts the cost is often equal to the value of the products. The railway picks up freight every few miles, but the steamship service of South America, on an average, requires a land haul of 150 miles each way, or 300 miles in all. This is one reason, and a strong one, why intercontinental development through railway connection is desirable. The committee, in making this report, is gratified that in almost every phase of the Pan-American project it is able to tell of prog- ress. This progress is best shown by a condensed account of the condition in the respective Republics, and this account is herewith presented, based on information furnished the committee by the R c 2 IO diplomatic representatives of the different Governments. It is not complete and final, since the time required for communication be- tween Washington and several of the countries has made it imprac- ticable to secure the latest information in time to be included. Yet the committee is assured that where the information is not as full as might be desired, it will be supplemented, and if necessary cor- rected, by the delegates to the Third Conference, who will be able to present the very latest facts regarding railway progress in their countries. But the general situation as to the Pan-American line and the prospects of through railway communication between New York and Buenos Aires and the capitals of the other American Re- publics either on the direct trunk-line route or on the branches may be had from the following summary: MEXICO. The Republic of Mexico now has railway communication from its northern border along the Rio Grande at El Paso, Eagle Pass, and Laredo, through the capital city to the Isthmus of Tehuantepec, and thence from the junction with the Pan-American line at San Geronimo to within 125 miles of Tapachula, which is about 12 miles from the frontier of Guatemala. This is in consummation of the policy of the Mexican Govern- ment, entered upon years ago, of securing through railway com- munication from its northern to its southern limit by a series of connecting systems. The final steps in this policy were the con- struction of the Veracruz and Pacific, the Tehuantepec National, and the railway known as the Pan-American. The railway across the Isthmus of Tehuantepec has been rebuilt within the last two years; the great terminal works at Coatzacoalcos and Salina Cruz are now nearly completed, and this line is open for international com- merce across the isthmus. While this railroad has a very important relation to international commerce, it is considered here only in reference to its value in connection with the. Veracruz and Pacific Railway as a link in the Pan-American system. The line from the junction at San Geronimo toward the border of Guatemala has advanced beyond Tonala to within about 125 miles of its proposed terminus, but since the construction is proceeding from both ends and probably will be completed within a year the committee thinks it may be said that through railway communication now exists from New York City as far as Guatemala, 3,770 miles. The Mexican links in the Intercontinental trunk line may be considered the con- summation of the railroad policy inaugurated by Gen. Porfirio Diaz. 1 1 GUATEMALA. On the Pan-American location a gap of only 28 or 30 miles has existed for some years past between the Guatemalan system of roads and the Mexican border. The extension of the Guatemala Central in 1903 from Santa Maria to Mazatenango added to the links con- structed in the Intercontinental system, but it was not considered desirable to close the final gap until the Mexican lines approached nearer the Guatemala boundary. Now that these lines are thus approaching, the committee is informed that without question one of the various projects which have received attention will be adopted and the section will be built, thus providing through railway com- munication between New York City and Guatemala City. Guatemala is now completing its very important interoceanic line known as the Northern Railway, which will place the capital in direct railway communication with Puerto Barrios, on the Atlantic, and will give a through route to San Jose, on the Pacific, a distance of 270 miles. The committee is informed that one result of this interoceanic line may be to utilize the route to Zacapa and from that point to follow the location of a line into Salvador for which concessions, have already been granted. This line would be an alternative section of the Pan-American. SALVADOR AND HONDURAS. Detailed reports have not been received from Salvador and Hon- duras, but unofficially the committee has been informed of the expectation that the building of the extension of the Guatemala system from the north and of the Nicaragua system from the south, which are in contemplatio'n, is awaited by the Governments of those countries before perfecting the plans for the construction of the intermediate links. On this subject it is presumed that the delegates to the Third Conference from Salvador and Honduras will be able to give later information than is obtainable at the pres- ent time in Washington. . NICARAGUA. In Nicaragua the Government has given concessions for the con- struction of a line from Managua to Matagalpa, and work has already begun on the surveys. This will be an important part of the main trunk line, since it runs from there to Honduras to meet the line coming from Mexico through Guatemala. The Nicaraguan Government is also building a line 100 miles in length from Monkey Point, on the Atlantic coast, to San Miguelito, 12 on Lake Nicaragua, and though this line is not in the Interconti- nental path it is expected to contribute to the early completion of the main line through Nicaragua. The committee is also given to understand that enterprises for construction which are under con- sideration will place the Nicaraguan lines closer to a junction with those of Costa Rica. COSTA RICA. In 1902 there were 220 miles of railway in operation in Costa Rica, and at the present time there are 364 miles, thus showing that 142 miles have been built since the Mexican Conference. An extension of the Pacific Railway to the northwest to the city of Liberia, in the Province of Guanacaste, 96 miles in length, over the Interconti- nental survey is now projected, as is also a line in connection with the Atlantic system to the southeast, about 85 miles in length, to Bocas del Toro, in the Republic of Panama. The latter line is in conformity with the suggestion for alternating from the Pacific to the Atlantic coast in the Pan-American location through Costa Rica. These two lines, when completed, will add materially to the progress in joining together the through Intercontinental sections. In relation to the Costa Rica railways the committee also calls attention to the construction of the line between Santo Domingo and Esparta, near the Pacific coast, which will complete the Inter- oceanic Railroad from Port Limon, on the Atlantic, to Punta Arenas, on the Pacific. United States Minister Merry, in an official report, says that the distance from Punta Arenas to Esparta is about 15 miles, and thence to Santo Domingo approximately the same. But the survey adopted makes the new section to be constructed about 25 miles long, through a country mostly level, with only one bridge of considerable length. As in the case of Guatemala and Nicaragua, the construction of a through interoceanic 'line in Costa Rica is important to the gen- eral project of the Pan-American line, because the Pan-American will serve as a main trunk or backbone for all of them, and the result will be a mutual development of commerce and interchange of traffic. PANAMA. In the Republic of Panama at this time the information received is that no definite enterprise is under way for building along the Pacific coast location of the Intercontinental trunk line, but there is a possibility that railway construction will be undertaken from Bocas del Toro to the Canal Zone, and in this manner, by following the Atlantic slope, connection will be made with the projected Costa 13 Rican line, and thus with the parts of the system joining Central America and Mexico. From 4 the Canal Zone southeast there is as yet no project for a railway following the Intercontinental survey, but the hard-wood forests and the mineral resources which may be opened up give promise that before many years railway construc- tion will be attempted in these regions, and the natural route will be along the Intercontinental location. COLOMBIA. The distinguished President of the Republic of Colombia, Gen. Rafael Reyes, was a member of the Mexican Conference and added greatly to the value of its labors by his report of the explorations made by him and his brothers of the river systems of South America and their relation to the Intercontinental trunk line. It was there- fore very gratifying to the members of the Permanent Pan-American Railway Committee, on the occasion of General Reyes' inauguration as President, to receive from him the assurance that among the measures of his Administration he hoped would be the construction of railways and particularly of the Pan-American system. While there has not been time for full development of these plans, the committee, through information forwarded to the State Depart- ment by United States Minister Barrett and through other sources, is able to report the definite measures which have been taken in Colombia. In 1905 a concession was granted for the construction and exploitation of a railroad line from the Gulf of Uraba, or Darien, to the City of Medellin. This railway, which is to be known as the Colombia Central Railroad, follows the Intercontinental survey for several hundred miles, and the committee-is informed by the conces- sionnaires that the preliminary work has been done and that con- struction will not be long delayed. Another very definite step has been the provision made for a line from Buenaventura, on the Pacific coast, through the Cauca Valley to Palmira, a distance of no miles, and then from Palmira to Bogota. According to the advices of Minister Barrett immediate work is to be begun and the present short line at Buenaventura is to be rebuilt, after which the extension to Palmira will be carried through. Much of the distance traversed will be along the Inter- continental location. ECUADOR. From unofficial sources the committee learns that the Guayaquil and Quito Railroad in Ecuador is advancing steadily toward com- pletion, and the sections already built are handling considerable traffic. The railroad has now advanced beyond Ambato, and from 14 Guamote, through Ambato, to Quito is directly in the line of the Intercontinental location. The Ecuador Government, with a view to reaching the rubber regions of the tributaries of the Amazon, has granted a concession for building a line no miles in length, from Ambato to Cuareg, and more recently a concession has been given for building a line from Esmeraldas, on the coast, passing through Ibarra, to Quito. While this is a feeder to the Pan-American line, Ibarra is on the direct route of the Intercontinental survey and the section between this point and Quito will form a link in the Pan- American line. General Alfaro, the President of Ecuador, during his previous Administration, initiated the policy of railway construc- tion, and there is every reason to expect that this policy will be con- tinued during his present term, and that considerable progress may be looked for in the construction of the Ecuador system of railways. PERU. In Peru it is gratifying to report that since the Mexican Confer- ence an era of activity in railway construction has been inaugurated. One very important section in the Pan-American line has been com- pleted and opened to traffic and is serving a valuable purpose in developing the mineral wealth of the Republic. This is the Oroya and Cerro de Pasco Railway, which runs from Oroya to Cerro de Pasco, a distance of 90 miles on the direct Intercontinental location. This line is owned and operated by an American company. The Government of Peru has taken advanced steps for railway construction. The first measure was the passage of a law creating a special railway fund and setting aside the proceeds of the tobacco tax solely for this fund, thus establishing a permanent guaranty for railroad construction. The Government also contracted for the extension of existing railway from Sicuani along the route to Cuzco, placing Cuzco in direct rail communication with the Pacific Ocean by uniting Mollendo, on the Pacific, with Puno, on the banks of Lake Titicaca. When the contracts were made for this construction and the first sections were begun contracts were also entered into for the extension of the Central Railway from Oroya to Huancayo. Both these extensions are parts of the Pan-American trunk line, Huancayo being about 450 miles distant from Cuzco. The committee is informed that the Peruvian Government expects to have these two contemplated terminals of the Central and South- ern trunks join within two years. This will establish rail com- munication between Lima, the actual capital, and Cuzco the ancient capital of Peru, and it is the belief that with the railway construc- tion now being carried on in Bolivia and Argentina within four years there will be across the southern continent an oblique line from Buenos Aires, on the Atlantic, to Mollendo, on the Pacific, and not long thereafter the through trunk between Cuzco and Oroya also will be completed, thus forming the great southern section of the Pan-American line. The committee is further informed that the negotiation of a Government loan for$i5, 000,000 is expected to be ultimately accom- plished, with the sanction of the Peruvian Congress, and that part of the proceeds of this loan will be used for the building of a rail- way to the eastern region from a point on the Oroya and Cerro de Pasco Railway to a navigable point on the Ucayali. The Govern- ment attaches great importance to this branch, 300 miles in length, which will open new and rich country and will be to a certain extent tributary to the Pan-American route. Other railroads are also pro- jected, some of which may be constructed by private concerns. These include lines from Pisco to Lima, Cerro de Pasco to Huacho, Piura to Maranon, and Chimbote to Huarez. BOLIVIA. Bolivia, whose railway system is a direct development of the Pan- American project, has been able to make marked progress in railway construction. The National Congress authorized the Executive to cause surveys to be made which, when the lines following them are completed, will close up all the gaps in the Pan-American system from the boundary of the Argentine Republic to Lake Titicaca. The lines for which definite provision was made included the routes from the left bank of the Desaguedero River, opposite Ulloma, to Oruro; from Oruro to Cochabamba; from Uyuni to Potosi, and from Potosi to Tupiza. These lines, with those already existing, which place La Paz in communication with Lake Titicaca, assure the through connection, since the section from Tupiza to Quiaca, on the frontier of Argentina, is provided for under a treaty entered into with the Argentine Government several years ago. The Government of Bolivia, under a treaty with Chile, also secures a line from Ulloma to the Pacific port of Arica, and provision is made which later will secure a line to Puerto Pando, thus opening up communication with the navigable waters which are tributary to the Amazon. Because of its topography and geographical location, all railroad building in Bolivia, while opening up ways to the ocean, may be said to be directly dependent on the spinal column which is formed by the Intercontinental location. These systems are therefore im- portant, both in themselves and as feeders to the main trunk line. It is a source of satisfaction to state that the cash capital with i6 which Bolivia is provided, to the amount of $10,000,000, is supple- mented by capital raised in the United States, and that the con- struction of the lines which constitute links in the Pan-American route will be undertaken by important New York financial interests. The committee is unofficially informed that the lines which New York financial interests have contracted with the Bolivian Govern- ment to build make a total of more than 600 miles, to be constructed during the next five years. ARGENTINE REPUBLIC. The Argentine Republic system of railways had been carried on so steadily that when the Mexican Conference was held, Buenos Aires was already in communication with the town of Jujuy, 1,000 miles to the northwest. The Argentine delegation to that confer- ence, in presenting the report which showed how progressive their Government had been in railway construction and how fully the national resources had been developed, stated the measures for pro- longing the lines north into Bolivia. This prolongation has been going forward over the Intercontinental route, though retarded for a time by engineering difficulties and by other causes. Neverthe- less, the work at no time was abandoned and at different periods announcement has been made of short sections opened up for traffic. The committee at the present time is not definitely informed when the boundary at La Quiaca will be reached, but unofficially it has information that this may be expected within another year, and that then the work will be pushed rapidly over the Bolivian section to Tupiza. The Bolivian Government having decided to build the line from Tupiza to Potosi, instead of from Tupiza to Uyuni, this Tupiza-Potosi section may be looked upon as the natural prolonga- tion of the Argentine system. The committee is not advised up to this time whether the tentative propositions for its construction under guaranty from the Argentine Republic have been made the basis of a formal contract between the two Governments, but the railway devel- opments indicate the union of the railway lines of Argentina, Bolivia, and Peru within a few years. CHILE. Railway construction in Chile proceeds along routes which insure that the lines of that country will be connected with the Pan- American system. The longitudinal railroad system of the Govern- ment has advanced to the south of latitude 40 and in the far north it is being prolonged to communicate with La Serena, in latitude 30. Studies have been made with the purpose of uniting various branches which will place the longitudinal line in communication with Iquique, latitude 20. From there it is projected to continue the work north toward Arica. The contract has been made for the construction of the railroad from Arica to La Paz, the capital of Bolivia, and this line will be constructed by the Government of Chile. At the beginning of the present year the railway which joins the central system of Chile with the western entrance of the tunnel, through the cordillera of the Andes, communicating with the Argen- tine railways, was completed and it is expected that the tunnel will be finished within two years. The importance of this trans-Andine tunnel, which will unite the city of Valparaiso, on the Pacific, with Buenos Aires, on the Atlantic, was fully understood for many years and numerous efforts were made to carry the project through, but from time to time they were abandoned. It is very gratifying to note that the legislation and the financial guaranty authorized by the Congress of Chile, which insures success, have been enacted since the Mexican Conference, and this trans-Andine tunnel may be con- sidered as one of the most important advances in South American railway projects that has been undertaken since the report was made to that conference. Its completion will be the consummation of a really gigantic enterprise that has been an aspiration for half a century. URUGUAY. The committee is informed that the definite railway policy which was adopted by Uruguay several years since is now being followed out, and the lines of the country are being extended in accordance with that policy, which recognized the exceptional importance of the Uruguayan railways as a means of international communication. The lines in operation are the Central Railroad, which starts from Montevideo and reaches the Brazilian frontier at Santa Ana do Livramente, so that it could easily be made to form a junction with the Brazilian lines, and the Midland Railway, which follows a north- westerly route till it reaches the Brazilian town of San Juan Bautista. It is proper to recall here the very important contribution to the literature of the Pan-American Railway which was made by Senor Juan Jose Castro, a distinguished citizen of Uruguay, in his treatise on the South American railways. This volume has been a mine of useful information in showing the basis of the Pan-American project and the relation of the various South American countries to it. It also has been of great value in exhibiting the other important inter- oceanic project of a line from the Atlantic to the Pacific, starting at Brazil, crossing the Andes, and reaching the ports of Chile. The Uruguayan railways have now advanced to the Brazilian border and i8 through communication, it may be confidently expected, will some day be established. The most recent project is the prolongation of the Central Rail- way from Nico Perez to Paso de Centurion, at the boundary with Brazil, to the northeast through the city of Melo, with a branch to the town of Treinta y Tres. This line will cover a distance of 185 miles, crossing the only fertile zone lacking railroad communication with the rest of the country. PARAGUAY. Official information has not been received regarding the railways of Paraguay, but the project for bringing Buenos Aires within a sixty-hour railway journey to Asuncion, via Entre Rios, by complet- ing the line from Port Ruiz to Ibicuy and ferrying to Zarate, may be considered even more important to Paraguay than to Argentina. The committee recalls with satisfaction that the President of that Republic, Dr. Cecilio Baez, was a member of the Mexican Con- ference and was active in his cooperation in the work of the Pan- American Railway Committee. Under his administration there is every reason to hope that the national aspirations of Paraguay, which include railway connection with the Pan-American system through a line to the boundary of Bolivia, will be encouraged by practical measures. BRAZIL. Since the sessions of the conference will be held in the capital of Brazil, where the fullest and most recent information regarding rail- way construction in that progressive nation will be obtainable, the committee does not attempt to present the facts here, but contents itself with expressing the hope that the policy of the Brazilian Government, as explained to the Special Commissioner, heretofore referred to, when visiting that country which policy contemplates lines reaching from the Amazon and from the Atlantic ports to the great undeveloped regions of the interior to the foothills of the Andes will be realized. VENEZUELA. The relation of Venezuela to the Pan-American Railway project, as is well understood, is that of a branch from the main trunk in Colombia, which would form a junction in Venezuela with lines to the seaports and also with a railway system stretching out toward Brazil. The facilities for transportation afforded by the river sys- tems of Venezuela have caused the attention of railway builders to '9 be turned chiefly to the opportunities for construction in the north- ern part of the country. The branch from the Intercontinental main line would run from Medellin, in Colombia, via Puerto Barrio, Pam- plona, Merida, and Trujillo, to Valencia, where it would effect a junction with the railway now in operation to Caracas. While no steps are in prospect in the immediate future for build- ing this branch, the committee is nevertheless informed that it has not been overlooked in the general railway legislation of the country. In order to show the position of the Pan-American lines with reference to the various countries the map is annexed* which was prepared under the direction of the committee to accompany the report of the Special Commissioner. The map does not indicate everything that has been done because, it is gratifying to state, there has been additional construction since it was prepared; but it may be found useful in showing the progress that the project is making. In view of the fact that the data received by the committee will be supplemented by later intelligence presented to the conference, the committee does not deem it advisable to undertake a full descrip- tion of the existing lines, the lines under actual construction, and those for which provision has been made. However, it summarizes these in the general statement that out of the 10,400 miles between New York and Buenos Aires along the line of the proposed Pan- American Railway at this date there are not more than 3,700 miles of Intercontinental Railway sections not specifically provided for. The committee under whose direction the Intercontinental sur- veys were made, and of which Mr. A. J. Cassatt was chairman, approximated the cost at about $32,000 a mile; but allowing the largest estimate for railway construction, which is $50,000 per mile, this would mean that the expenditure of $185,000,000 would insure the completion of all these sections. This certainly is not beyond the resources of the twelve or fifteen Republics which are interested and which could give substantial aid by large concessions of land and the granting of credit. It is very little more than what the Dominion of Canada will pay for its new transcontinental line, the main trunk of which from ocean to ocean will be about as long as the uncompleted sections of th'e Pan-American line. It is not too much to assume that the various Republics, by cooperation among themselves and with the United States, can do as much as the Dominion of Canada is doing for itself. The total sum distributed among them would not be large and the returns would justify the expenditures made by each nation within its own borders, because every section of the Pan-American line that is built both develops * See map in report herewith of C. M. Pepper, Commissioner. 2O the local traffic and, by widening the trade zone, helps to create traffic in adjoining regions. In reviewing the work of the committee and in giving the status of the project in the various Republics, it is fitting to acknowledge the very cordial assistance which has been afforded by the diplomatic representatives accredited in Washington. They have at all times endeavored to furnish the committee with the information sought, and have aided in its efforts to give publicity to the general subject. Since its original appointment some changes have been made in the personnel of the committee. In April, 1905, the committee added Mr. Charles M. Pepper to its membership. In March of the same year the committee suffered the loss of one of its most active and respected members in the death of Sefior Manuel de Aspiroz, the ambassador from Mexico. Ambassador de Aspiroz was a mem- ber of the committee from its organization, and he gave to its work the same earnest endeavor and intelligent effort that were con- spicuous in his career as a soldier of his country, a statesman, and a diplomat. In February of the present year Mr. Joaquin de Casasus, the worthy successor of Ambassador de Aspiroz, was elected a member of the committee, and he has since given it the benefit of his counsel and advice. The Pan-American Railway to-day is as deserving of support as when Mr. Elaine, then Secretary of State, in presenting to President Harrison the report of the Railway Committee of the Washington Conference, said: No more important recommendation has come from the International Ameri- can Conference, and I earnestly commend it to your attention with full confidence that prompt action will be taken by Congress to enable this Government to participate in the promotion of the enterprise. In no other way could the Gov- ernment and people of the United States contribute so much to the development and prosperity of our sister Republics and at the same time to the expansion of our commerce. President Harrison, in transmitting the report to Congress recommending the survey of a route for an intercontinental line of railroad to connect the systems of North America with those of the southern continent, declared: It should not be forgotten that it is possible to travel by land from Washington to the southernmost capital of South America, and that the opening of railroad communication with these friendly States will give to them and to us facilities for intercourse and the exchanges of trade that are of special value. The work con- templated is vast but entirely practicable. 21 President Roosevelt, in his instructions to the United States dele- gation to the Mexican Conference, gave expression to this sentiment: The magnificent conception of an international railroad connecting the United States with the remotest parts of South America may at last be realized. A review of the work accomplished since that conference shows steady progress, both in educating public sentiment to the benefits of the Intercontinental line and in the practical measures which have resulted in the construction of numerous sections of the main trunk. How far the sentiments of fraternity among all the nations and peo- ples of the three Americas have been strengthened, the holding of international American conferences shows. The past conferences have given every encouragement to continue the work, and with the results achieved now laid before the delegates of the various Repub- lics gathered in the Brazilian conference the committee leaves the subject to that distinguished international assembly with the hope that it will give this most important question the consideration it deserves and determine what further steps can best be taken toward the realization of the Pan-American Railway project. The chairman regrets his inability to accept the invitation so kindly extended him by the Governing Board of the International Bureau of the American Republics to attend the conference, but has pleasure in presenting this report and accompanying documents through the courtesy of Mr. W. I. Buchanan, chairman of the United States delegation. Respectfully submitted. (Signed) H. G. DAVIS, Chairman, Permanent Pan-American Railway Committee. ANNEXES. No. i. Map of proposed Intercontinental Railway and connections. No. 2. Report of the Pan-American Railway Committee of the Mexican Conference. No. 3. Report of Special Commissioner Charles M. Pepper. No. 4. Proceedings at dinner given in Washington by Chairman Davis. 23 UNIVERSITY OF CALIFORNIA LIBRARY Los Angeles This book is DUE on the last date stamped below. ;::. DOT RENEWAL OC1 RENEWAL DEC 1 8 1966 i m 3 me JAN 17, 96 - , Form L9-50m-7,'54 (5990)444 Cyoy/orci PAMPHIET BINDER ^^ Syracuse, N. Y. Stockton, Calif. A 000 229 440 3