T. P. S.—No. 32 RAILWAYS of SOUTH AMERICA PART I î ARGENTINA UNITED STATES DEPARTMENT OF COMMERCEDEPARTMENT OF COMMERCE BUREAU OF FOREIGN AND DOMESTIC COMMERCE JULIUS KLEIN, Director TRADE PROMOTION SERIES—No. 32 RAILWAYS OF SOUTH AMERICA PART I : ARGENTINA BY GEORGE S. BRADY American Trade Commissioner, Buenos Aires PRICE 50 CENTS Sold by the Superintendent of Documents, Government Printing Office Washington, D. C. WASHINGTON GOVERNMENT PRINTING OFFICE 1926CONTENTS Page Letter of submittal_______________ vu Introduction_______________________ 1 Description of Argentina___________ 2 Political and physical characteristics_____________________ 2 Colonization and population--- 4 Foreign commerce_________________ 5 Livestock industry_______________ 5 Dairying_________________________ 6 Wool____________________._____ 6 Hides and skins__________________ 6 Agriculture______________________ 6 Cereals and linseed___________ 6 Sugar. ^______________________ 7 Wines and fruits______________ 7 Other crops___________________ 7 Lumbering and quebracho_______ 8 Petroleum________________________ 8 Manufacturing____________________ 8 Mineral resources________________ 9 National finances________________ 9 Early history and development of Argentine railways._____________ 11 Argentine railway laws____________ 15 Railway organization and control in Argentina_________________ 19 National Railway Administration______________________ 19 Personnel and wages_____________ 23 Fuel and water supplies___________ 24 Coal, oil, and wood______________24 Water supply____________________ 26 Supply of materials.______________ 27 Tariffs___________________________ 30 Passenger rates_________________ 30 Baggage and parcels express___ 31 Freight rates___________________ 32 Telegraph rates____,___________ 34 British-owned railways: Summary of situation.___________________ 35 Central Argentine Railway_________ 37 History of the railway__________ 38 Results of operation____________ 40 Status of the company in 1924. _ 41 Freight and passenger traffic_ 41 The suburban system_____________ 43 Mechanical department___________ 43 Rolling stock________________ 43 Page Central Argentine Railway—Con. Mechanical department—Con. Locomotive shops____________ 48 Rosario workshops___________ 50 Victoria suburban shops_____ 51 Suburban electric traction____ 52 Suburban power station________ 53 Right of way__________________ 54 Signaling equipment___________ 55 Fuel and freight storage______ 55 Elevators at Buenos Aires_____ 56 Buenos Aires Great Southern Railway________________________ 57 History of the system_________ 57 Present status of the railway_ 61 Freight and passenger traffic_ 63 Mechanical department_________ 66 Rolling stock_______________ 66 Repair shops______________ 71 Right of way__________________ 73 Agricultural light railways___ 77 Maritime department___________ 78 The South Dock at Buenos Aires_____________________ 78 Ingeniero White Port. ________ 79 Rio Santiago Port_____________ 81 Buenos Aires Western Railway_____ 82 History of the railway________ 83 Results of operation__________ 85 Freight and passenger traffic_ 86 Mechanical department_________ 88 Shops_______________________ 88 Rolling stock_______________ 89 Electric system and suburban traffic_____________________ 91 Permanent way_________________ 96 Buenos Aires & Pacific Railway. _ 102 History of the system________ 103 Results of operation_________ 106 Freight and passenger traffic_107 Mechanical department__________108 Rolling stock_______________ 108 Workshops___________________ Ill Permanent way_________________ 113 Argentine Great Western Railway____________________ 115 History of the Great Western 115 Results of operation________ 116 Status in 1923_______________116 hiCONTEXTS IV Page Buenos Aires & Pacific Railway— Continued. Bahia Blanca Northwestern Railway_____________________ 117 History of the system_____ 117 Freight and passenger traffic 118 Rolling stock. _-------------- 118 Galvan Port, power station, and market_____.___.________ 119 Permanent way_________________ 120 Argentine Transandine Railway. 121 History of the railway_____ 121 Results of operation—------ 122 Traffic_________________________ 123 Rolling stock___________________ 124 Right of way____________________ 124 Central Cordoba Railway_______ 126 History of the railway__________ 127 Results of operation____________ 128 Freight and passenger traffic. 128 Mechanical department______ 130 Rolling stock_________________ 130 Shops_________________________ 132 Permanent way___________________ 134 Rafaela Steam Tramway______________ 135 Traffic______________________ 136 Rolling stock.__________________ 136 Permanent way________..____ 137 Entre Rios Railway________________ 138 History of the system___________ 138 Results of operation____________ 140 Freight and passenger traffic. 140 Rolling stock__________________ 142 Permanent way. ________________ 144 Argentine North Eastern Railway ________________________ 148 History of the system___________ 148 Present status of the company 150 Results of operation.___________ 151 Passenger and freight traffic.. 151 Mechanical department______ 153 Rolling stock________________ 153 Ferryboats____________________ 154 Repair shops__________________ 154 Permanent way.._________________ 154 Financial outlook_______________ 157 Buenos Aires Midland Railway. 158, History of the railway_____ | 158 Results of operation_______ f 159 Passenger and freight traffic^.. 160 Rolling stock and shops__162 Permanent way________...________ 162 French, Argentine, and provincial railways: General situation 164 Page General Railway of Buenos Aires 165 History of the line___________ 165 Results of operation___________ 167 Mechanical department-____ 168 Rolling stock________________ 168 Repair shops_________________ 169 Permanent way________________ 170 Sarita Fe Railway________________ 172 History of the railway.___ 172 Results of operation___________ 175 Rolling stock and shops___ 177 Permanent way__________________ 179 Rosario-to-Puerto Belgrano Railway_________________________ 183 History of the line____________ 183 Present status of the railway. 184 Freight and passenger traffic. 184 Financial status_______________ 185 Rolling stock and shops.__ 186 Permanent way__________________ 187 Buenos Aires Provincial Railway 188 History of the railway_________ 188 Results of operation___________ 190 Passenger and freight traffic.. 190 Rolling stock and shops___191 Permanent way_________________ 192 Buenos Aires Central Railway. _ 194 History of the system---------- 195 Results of operation___________ 195 Freight and passenger traffic. 196 Rolling stock and shops____ 197 Permanent way__________________ 199 Future expansion_______________ 200 Argentine Government Railways 201 North Central Argentine Railway__________________________ 203 History of the North Central system__________ _____ 203 Santa Fe - to - Tucumen section____________ _ _ 204 Western division_____=____ 204 Development and consolidation_____________ 205 New extensions — The northern Transandine. 205 San Juan-to-Jachal extension______________________ 207 Mendoza-Algarrobal branch..________________ 207 Catamarca-Tucuman line. __________________ 208 Embarcación - to - Yacui- ba extension_______ ____ 208 Metan - to - Barranqueras line____________________ 208 Access to Buenos Aires. _ 208CONTENTS Page Argentine Government Railways—Continued. North Central Argentine Railway—Continued. Results of operation________ 209 Mechanical department. 210 Repair shops______________ 210 Rolling stock_____________ 214 Permanent way_______________ 216 Famatina Cable Railway. _ 218 Formosa - to - Embarcación Railway___________________ 218 Results of operation_____ 219 Rolling stock_______________ 219 Permanent way_______________ 220 Central Chubut Railway_____ 221 History of the Central Chubut_________________________ 222 Results of operation________ 222 Freight and passenger traffic_________________ 223 Rolling stock______________ 223 Permanent way____________ . 224 San Nicolas-to-Arroyo Dufce Railway_______________ — _ 225 Diamante-to-Curuzu Cuatia Railway_______________1. 225 History of the line_________ 226 Results of operation________ 227 Rolling stock.______________ 228 Permanent way______________ 229 San Antonio Railway___________ 229 Results of operation___ 230 Rolling stock_______________ 231 Permanent way________.___ 233 Puerto Deseado Railway_____ 233 Results of operation________ 234 Rolling stock_______________ 234 Permanent way_______________ 236 Comodoro Rivadavia Railway. 237 Results of operation________ 237 Rolling stock_______________ 238 Permanent way ______________ 239 Rosario-to-Fuentes Railway. _ 239 The port railways_______________ 241 Port of Buenos Aires and La Plata railways.___________ 241 Port of Buenos Aires Railway________________________ 241 Port of La Plata Railway. _ 243 Port of Rosario Co____________ 244 V Page The secondary railways__________ 245 Tucuman Rural Tramway______ 245 Port Ocampo Railway___________ 246 Corrientes Railway____________ 247 Resistencia Rural Railway__ 248 The industrial railways_________ 250 Compagno Hermanos__________ 250 Santa Ana Sugar Co____________ 251 Ernesto Tornquist & Co_____ 251 Las Palmas Sugar Co___________ 252 Concepcion Sugar Co___________ 252 Padilla Sugar Mill____________ 253 Tucuman Sugar Co______________ 253 La Florida mill____________ 253 Nueva Baviera mill_________ 254 Forestal Land, Timber, & Railways Co_______________ 254 Ledesma Sugar Estates & Refining Co________________ 256 Resistencia Forest & Cattle Co______________________ 256 Manantial Sugar Mill.______ 257 Los Ralos Sugar Mill__________ 257 Quebrachales Fusionados____ 258 General Capdevila__________ 258 Tirol______________________ 258 Alfredo Henningsen____________ 259 Jose Mualem___________________ 259 Los Amores industrial line. 259 Ramal Mualem_______________ 260 Bellani & Pensa_______________ 260 La Salinera Argentina_________ 260 Alfredo Pandolfi______________ 261 Sucesión Garcia Fernandez__ 261 Mendieta Sugar Co_____________ 261 Tabacal Sugar Mill____________ 262 Viuda dp Monti e Hijos_____ 262 Luis B. Carrizo_______________ 263 J. Hombravella Casals______ 263 Leach Argentine Estates____ 263 San Pedro Sugar Mill...... 263 Calilegua Plantation____ 264 San Pablo Sugar Mill__________ 264 Argentine Hardwoods & Land Co__________________________265 Argentine Timber & Estates Co______________________ 265VI CONTENTS Fig. ILLUSTRATIONS Page 1. Winter scene on Argentine Transandine Railway._________________ 3 2-4. Standard clearance diagrams, National Railway Administration___________________________________________________ 20,21,22 5. Compound superheated freight engine, Central Argentine? Rail- way________________________________________________________ 45 6. Sleeping car, Buenos Aires Great Southern Railway______________ 46 7. Section of third rail used on electrified sections of the Central Argentine and the Western Railway____________________________ 52 8. Interior of chair car, Buenos Aires Great Southern Railway_____ 58 9. Locomotive (shunting) taking oil fuel, Buenos Aires Great Southern Railway______________________________________________ 64 10. Rail and fishplates used on Buenos Aires Great Southern Rail- way; 42.16 kilos per meter____________________________________ 66 11. Distribution of ties, Buenos Aires Great Southern Railway.______ 67 12. Bolt, nut, spike, and washer, Buenos Aires Great Southern Rail- way------------------------------------------------------- 67 13-14. Fishplates, Buenos Aires Great Southern Railway__.___________ 68 15-19. Rails used on Buenos Aires Great Southern Railway_73, 74, 75, 77, 80 20. Tunnel under Buenos Aires, Buenos Aires Western Railway_________ 92 21-22. Villa Luro substation and rotary converters, Buenos Aires Western Railway______________•_____________________________ 93 23. Cypress water tank, Buenos Aires Western Railway________________ 94 24. “Simplex” gasoline motor, Buenos Aires Great Southern Rail- way__________________________________________________________ 94 25-27. Rails, with fishplates and bolts, Buenos Aires Western Railway_________________________________________________________ 97, 98, 99 28. Buenos Aires Western Railway: Minimum construction and maximum loading gauges for broad-gauge line (5 feet 6 inches) - 100 29-32. Rails, Entre Rios Railway-------------------- 144, 145, 146, 147 33-34. Rails, Argentine North Eastern Railway________________155, 156 35. Map showing Argentine system of meter-gauge railways_________ 166 36. Signals at entrance to Santa Fe freight yards, Santa Fe Railway. 37. Water-supply tank car for desert service, Argentine State Rail- 173 ways--------------------------------------------------------- 174 38-41. Rails, Santa Fe Railway__________________________ 179, 180, 181 42. Map of Argentine State Railways________________________________ 202 43. American-built locomotive, North Central Argentine Railway_ 211 44. American-built locomotive, Patagonian lines_____________________ 211 45. Caboose (“brake van”), Central Argentine Railway________________ 211 46-47. American-built cars, meter gauge, Argentine State Railways. 212 48. Standard high-side steel freight car, Central Argentine Railway. 212 49. Maximum dimensions permitted for loading on meter-gauge lines. 213 50. Maximum loading dimensions, in meters, for standard-gauge freight cars in Argentina_____________________________________ 226 51. Argentine broad-gauge standard wagon center coupling____________ 232 52. Standard-gauge safety coupler chains on Argentine broad-gauge railways____________________________________________________ 235 53. Clearance diagram, port railway_______________________________ 242 54. Map of Argentine Railways_______________________ Inside back cover 55. Map of railways in Pampas region________________ Inside back coverLETTER OF SUBMITTAL Department of Commerce, Bureau of Foreign and Domestic Commerce, Washington, May 1, 1926. Sir: There is submitted herewith a report on the railways of Argentina, prepared from a great variety of sources by Trade Commissioner George S. Brady, of the bureau's office in Buenos Aires. The monograph presents very detailed information with respect to all the railways in this territory, covering such phases as the development of the line, the mileage, operating officials, the right of way, number of employees, motive power and rolling stock, repair shops and equipment. The report is one of a series on railways in Latin American countries which áre being prepared under the direction of E. S. Gregg, chief of the transportation division. The first of the series, Railways of Central America and the West Indies, was published in May of last year; while the second, Railways of Mexico, came from the press in October.' The last two volumes, on other South American countries, will be issued some time during 1926. Acknowledgment is due to the Machinery Division, the Iron and Steel Division, and the Electrical Division for their cooperation in connection with this report. The increasing interest in investments in Latin America on the part of American capital has accentuated the need of a study covering the chief results of the construction and operation of the railroads in the most important South American Republics. The amount of capital invested in Argentine railroads reaches more than a billion and a half of dollars. From the very beginning British capital was invested freely in the development of these lines, and the amount of British investments in Argentine railways is now in the neighborhood of a billion dollars. Over a period of nearly 70 years it is shown that these railroad investments have been safe and paying ventures. Acknowledgment is here given to the general managers and technical officers of the British and French owned railways for their wholehearted cooperation with the trade commissioner in the preparation of data for this volume. Acknowledgment is also given to the administrator of the Argentine State Railways and his assistants, for the valuable aid afforded in the preparation of material. Respectfully, To Hon. Herbert Hoover, Secretary of Commerce. Julius Klein, Director of Bureau. VIICONVERSION TABLE OF UNITS USED Kilometer (1,000 meters). Meter _ _ _______________ Metric ton (1,000 kilos) __ Metric ton of petroleum __ Cubic meter of petroleum Cubic meter of water_____ Pound sterling.__________ Peso fuerte (hard dollar) _ Peso (paper)_____________ Gold peso________________ Liter____________________ Hectare__________________ 0.621. mile. 3.28 feet. 2,205 pounds. 6.8 barrels (U. S.). 6.3 barrels (U. S.). 1 metric ton. $4.8665. 4 shillings. $0.4245. $0,965. 0.264 gallons (U. S.). 2.471 acres. Note.—All monetary conversions are made at the par rate of exchange. This method is followed throughout by the foreign-owned railways, and differences are entered on the balance sheets as “loss” hr “profit” by exchange. VIIIRAILWAYS OF SOUTH AMERICA PART Is ARGENTINA INTRODUCTION Argentina ranks first among the Latin-American countries in railway mileage, with a total at the end of 1924 of about 24,000 miles, and an estimated total investment of 3,500,000,000 pesos, or more than $1,500,000,000 at the normal rate of exchange. The largest and most important railroads of the Republic are British-owned and represent an investment of more than $1,000,000,000. The State-owned lines are increasing in importance, both from further extensions and from the development of the regions through which they pass. There are now 4,200 miles of these State railways, and the work of extension is continuous, the National Congress voting funds annually for new construction. The development of the railways has been the largest single factor in the progress of the Argentine Republic, and the history of the lines is the history of the commercial life of the country. The first railway was laid down in 1857, when the population of the enormous extent of country scarcely reached a million souls. This railroad was largely backed by British capital, and it immediately threw open to development and colonization the best of the extensive pampas, or prairie region, which has since become one of the world’s greatest granaries and meat producers. Later French capital became interested in Argentina, and three of the primary railroads are now under French ownership. Immediately following the successful development of the first railroads European capital yras also invested in the building of port works, street railways, water and sewagè works, and gas and electric plants, all of which still remain largely foreign-owned. Thé same European interests also established regular steamer service to the Argentine ports. The State Railways, which are chiefly in the extreme north and the extreme south, had as their first object the opening up of new territory where commercial lines could not immediately be placed on a paying basis. They were called “ Ferrocarriles de Fomento,” or Development Railways, which name is still retained by those in Patagonia and in the Territory of Formosa. Argentina is a country of large extent and great diversity of climatic and physical conditions. For the better comprehension of the problems oi the railroads, therefore, there will be given in the following chapter a short description of the Republic before covering thè railroads themselves. 1DESCRIPTION OF ARGENTINA POLITICAL AND PHYSICAL CHARACTERISTICS Argentina is a Republic with a constitution modeled after that of the United States and differing only very slightly from it. The main political divisions of the country are the Provinces, whose governments are similar to those of the States of the United States with the exception of a more severe control by the central Federal Government, and the Territories, whose governors are appointed by the National Government and whose internal affairs are more closely governed from the Federal capital. The municipality of Buenos Aires is entirely within the Federal District, and the mayor is appointed by the Chief Executive of the nation. The Argentine Republic has an area of 1,153,119 square miles, or an extent approximately equal to all of the United States east of the Mississippi River. It extends from north to south a distance of 2,300 miles, and its position in southern latitude is equivalent to the range between Hudson Bay and Central Mexico. Its capital city and chief railroad terminal port, Buenos Aires, has a latitude about equal to that of Atlanta, Ga. The total population of the Republic was given on January 1, 1924, as 9,600,000. The pampa, or prairie region, extends in a semicircle of about 300 miles radius about Buenos Aires to the first ranges of the Andean foothills, and to the Cordoba Hills. Its flat surface is broken only by one low range of granite hills which extend diagonally across the center of the Province of Buenos Aires. To the north the flat country extends into Paraguay and eastern Bolivia, becoming forest-covered beyond northern Santa Fe. The southern section of the Republic, known as Patagonia, is a rolling desert. In no part of the country are there high hills .or serious grades until the Andean regions are reached, where extreme altitudes are encountered. The section lying between the Rivers Parana and Uruguay is rolling and only slightly wooded, except in the extreme north along the Alta Parana River where a subtropical forest occurs. In the extreme northeast, in the Territory of Misiones, a backbone of hills lies midway between the Alta Parana River and the Uruguay River, and the Territory is covered with a subtropical forest. The only inland waterway competing to any considerable degree with the transportation facilities of the railways is the River Parana. This great watercourse, which originates in the center of Brazil, gives access to large deep-sea vessels as far as Santa Fe, a distance of 450 miles from the ocean. The principal ports of the Republic are situated on this river and its estuary, the River Plata. River boats are also operated up the Parana and Paraguay Rivers into Brazil, and up the Alta Parana River as far as the Guaira Falls. River boats also ascend the Uruguay River to Concordia. The forests of Argentina are largely in the extreme north of the Republic along the Bolivian, Paraguayan, and Brazilian borders. 2DESCRIPTION OF ARGENTINA 3 Fig. l.—'Winter scene on Argentine Transantline Railway RAILWAYS OF ARGENTINA From these forests the Argentine railways draw their supplies of quebracho and other hardwoods for coach building, crossties, posts, and construction timbers. The subtropical forest area reaches as far south as the center of the Province of Santiago del Estero, gradually disappearing in the open pampas of Santa Fe and in the desert “i^ionte,” or stunted thorn forests, of Santiago del Estero. This “Monte” forest continues as far south as the Territory of La Pampa, anil furnishes many hardwoods which are employed by the railroads as firewood and posts. Thè pampa region was originally unwooded, but much forestation has been going on over a period of half a century, and the pampas now furnish a supply of acacia posts and some softwoods. The trees of [the Andean Provinces useful for lumber are limited to the poplars planted in large numbers along the irrigation canals and highways. The Patagònian desert yields only a sparse briar bush and scant sheep pasturage. Antarctic beech and a few other varieties of timber occur, however, in’ the valleys along the slopes of the Patagonian Andes and on the island of Tierra del Fuego. The whole west and south of the country is characterized by a region of slight rainfall which runs diagonally from the Territory of Los Andes to the southeast extremity of Patagonia, the pampa region becoming saline and more arid as it approaches this dry belt from the east. COLONIZATION AND POPULATION Argentina was first settled permanently in 1585 at Buenos Aires, but the population of the entire country amounted to only a little over half a million at the time of its first recognition by the United States as an independent Republic in 1823. The commercial progress of the country began after the overthrow of the dictator Rosas in 1852, and when the first short stretch of railroad was completed in 1857 the Republic contained about a million inhabitants. * ; Immigration to Argentina from Europe began on ail extensive scale after 1860. These immigrants have been largely Italians and Spaniards, although many British subjects, particularly Irish and Scotch, settled in Argentina and took up large land holdings. The British railway companies in Argentina were successful in attracting many settlers to the lands along their lines which came into their possession by their original concessions. In addition the principal railroads have each maintained an office of agricultural propaganda with the object of inducing immigrants to settle in the zones-of influence of their respective lines. The total of immigrants arriving in Argentina during 1923 was 212,535, of which 70 per cent were Italians and Spaniards, most of whom were of the uneducated peasant class. A total of 18,003 German, Austrian, and Czechoslovakian immigrants arrived during the. year. The Germans are settling largely in the north, where they are engaging in the cultivation of cotton, rice, and tobacco. Forty per cent of the Argentine population is urban, and the centers oi population lie chiefly along the right bank of the Parana River from La Plata to Santa Fe. The chief cities are: Buenos Aires, with a population of 1,900,000; Rosario, with 300,000; La Plata, with 170,000; Cordoba, with 180,000; and Bahia Blanca, with 80,000.DESCRIPTION OF ARGENTINA & FOREIGN COMMERCE Argentina’s wealth and economic position depend largely upon the sale of its agricultural and pastoral products in the markets of the world, and its internal situation is greatly affected by changes in the condition of the American and European markets. The value of Argentine foreign trade can be judged from the following figures: Year Imports Exports Total 1913 Gold pesos 496.227.000 655, 772,000 934,968, 000 749, 534,000 689, 645,000 868.430.000 828, 710,000 Gold pesos 519.156.000 1,030, 965,000 1,044,085,000 671.129.000 676.008.000 771.361.000 1, Oil, 395,000 Gold pesos 1.015.383.000 1.686.737.000 1.979.053.000 1.420.663.000 1, 365,653,000 1,639, 791,000 Ì, 840,105,000 1919 1920 1921 1922 1923 1924. Europe has been the chief market for Argentina’s products, but large shipments of linseed, wool, and hides are made to the United States. The value of imports from the United States has increased steadily, largely because of the prominent place in the market held by typically American manufactured articles such as automobiles, typewriters, and special machinery. LIVESTOCK INDUSTRY More than 50 per cent of Argentine exports are meats and other pastoral products, and a considerable part of the traffic of the principal railways is made up of livestock. The last complete livestock census, made in 1920, reported 27,392,000 cattle, 45,309,000 sheep, 3,227,000 swine, 4,670,000 goats, 8,324,000 horses, 595,000 mules, and 260,000 asses. Argentina in 1923 exported 1,190,923 metric tons of animal products. The packing plants are located mostly in the ports of the La Plata and Parana Rivers, to which points the livestock is transported from the interior. Several large plants specializing in sheep, however, are in the southern part of Patagonia. Cattle in the extreme north is seldom brought to the packing plants and is slaughtered largely for local use. The hides, however, are transported to Buenos Aires. Cattle in the northern and western provinces are also transported to the Andean railroads, to be driven thence over the mountain passes to Chile. The slaughter during 1923 of cattle and sheep in the Argentine packing plants and in the Buenos Aires slaughter house was as follows: Cattle Sheep Total packing plants 2,992,973 1,080,536 359,261 4,432, 770 4,362,440 679,449 Linieri (Buenos Aires) _ Total factories ^ „ Total 5,041,889 6 RAILWAYS OF ARGENTINA DAIRYING The dairying industry has been developed rapidly. Argentine butter and cheese have been well received on the European and American markets, and there is a large American demand for casein. The exports of butter grew from 3,262 metric tons in 1913 to 30,898 metric tons in 1923. Cheese exports in 1913 amounted to only 2 metric tons, but increased to 5,271 metric tons in 1923. The exports of casein in 1923 amounted to 10,676 tons as compared with 3,446 tons in 1913. Argentina is a large consumer of cheese, and it is calculated that a little over 25 per cent of the total cheese production is exported. WOOL Argentine wool exports in 1923 were 337,118 bales, and the annual average is over 300,000 bales, the principal buyers being the United States, Great Britain, Germany, and France. Most of the export shipments are made from the port of Buenos Aires, the Patagonian wool being brought to this port in the coasting steamers. HIDES AND SKINS Hides and skins form a large item of Argentine commerce, and this business has been increasing. The salt oxhides are chiefly from the packing plants and slaughterhouses in the large cities on the river, and thus do not form a part of the freight transport of the railroads. The dried hides, however, come from every part of the Republic, and the goatskins come from Cordoda and the Andean Provinces. There is also an export trade in fur skins, including fox, nutria, rabbit, and chinchilla. The following table of Argentine exports of hides and skins for the years 1922 and 1923 gives a fair idea of the extent of this business: Classes 1922 1923 Salted oxhides Number 4,145, 256 3,082, 797 283, 714 73,226 5,375 Number 5,290,046 2,497,403 152,673 36,669 8,815 Dried oxhides Horsehides Sheepskins: Goatskins AGRICULTURE CEREALS AND LINSEED Among the most important items of railway transport in Argentina are the cereals and linseed. These crops are raised throughout the pampa areas and are transported by rail to the port cities either for consumption or export. Buenos Aires, Rosario, and Bahia Blanca are the chief grain export centers. The areas cultivated, production, and export of the principal grain crops for 1923 were as follows:DESCRIPTION OF ARGENTINA 7 Products Area cultivated Production Car loadings Exporta- tion Wheat Hectares (2.1,7 acres) 6,507,800 1,697,300 3,177,155 1,159, 350 242,850 Metric tons 5,329,995 1,208, 519 4,473, 262 807,000 166,887 a Metric tons 4,748,881 999,692 2,907,459 556,341 Metric tons 3,701,080 1,151,814 2,947,374 461,002 72,385 Linseed Corn Oats., Barley SUGAR The Argentine sugar districts in normal years produce sufficient for the consumption requirements of the country plus a small surplus for export to neighboring Republics. The mills are located in the north of the Republic, chiefly in Tucuman, Jujuy, and Salta, and the sugar is brought by rail to Buenos Aires and other large points of consumption. A large part of the sugar is refined on the spot, but there is one large refinery located in the city of Buenos Aires and another in Rosario, the refining capacity being 700 and 600 tons a day, respectively. The mills during 1923 milled 3,749,746 metric tons of cane, which produced 256,904 metric tons of sugar. WINES AND FRUITS Argentina produces in its Andean Provinces about 500,000,000 quarts of wine annually. There are more than 40 wine “bodegas,” or wine factories, in Mendoza , and San Juan, with a production of more than 5,000,000 liters each, annually, and the economic prosperity of these two Provinces is largely dependent upon the vine crop. This region is also a very large producer of fruits which are sent across the country to the markets of the coastal cities or to Buenos Aires for export. Fruit canning is an important industry of the country. OTHER CROPS Cotton is becoming an important item of production in the north of the Republic. The 1924 crop was 48,000 bales, and the production in 1925 is expected to be more than double that figure. The development has been rapid, and there are now about 25 ginning mills in the country, of which 18 are in the Chaco Territory. The regions in the north suitable for cotton cultivation are very extensive, and this industry is likely to expand greatly during the next decade. The ginned cotton is sent to the Buenos Aires market either wholly by rail or partly by river steamer from Barranqueras. Argentina has become a large producer of potatoes, and not only meets its consumption requirements in this product but also exports to neighboring Republics. The potato regions are in the southeastern part of the Province of Buenos Aires, in western Santa Fe, and in the Andean Provinces of Mendoza and San Juan. The production of these three regions in 1923 was 750,000 metric tons. The native production of tobacco in Argentina is relatively small, reaching only 7,636,000 pounds in 1922, as compared with an im- Sortation into the country of 22,568,000 pounds. However, the rational Government has recently acquired an American tobacco8 RAILWAYS OF ARGENTINA expert with the idea of increasing the local cultivation of this crop. The tobacco is grown in the northern Provinces. Other crops of importance are rice, yerba mate, castor oil, and peanuts. The Argentine Department of Agriculture is at present very active in promoting interest in diversified farming, and each year there is an evident increase in the variety and extent of the native agricultural production. LUMBERING AND QUEBRACHO The quebracho forests of northern Santa Fe and the Chaco Territory furnished for export during 1923 a total of 113,639 metric tons of logs and 208,586 tons of extract. Because of the difficulty of transportation, the export of logs is decreasing and the export of the manufactured extract is increasing proportionately. The large extract factories are located in the Chaco Territory, and the logs are brought to the mills largely on industrial railways. Exports are mainly from the port of Santa Fe. The forests of the north also furnish hardwood posts for telegraph lines and fences, crossties, and hardwood construction timbers. There is also a large industry in the supply of firewood and charcoal. The 1921 car loadings of firewood reached 3,717,000 tons, and the figure for lumber, including posts, was 727,000 tons. During the same period 350,000 tons of charcoal were loaded at the stations of the north. PETROLEUM In September, 1923, the Argentine National Petroleum Department announced a program covering its activities in the fiscal workings for the ensuing three years which is expected to bring the production of the Government wells at Comodoro Rivadavia up to 12,000,000 barrels by the year 1927. The department had at the end of 1923 a total of 32 drilling outfits at Comodoro Rivadavia. The production of the Government wells for 1923 was given as 372,000 metric tons (6.8 barrels each). Only two private companies are producing on any considerable scale. These are the Compañía Ferrocarrilera, which produced 37,714 cubic meters (6.3 barrels each), and the Compañía Astra, which produced 80,224 cubic meters. The former company is owned and operated by the three British railway com- ganies, the Southern, Western, and Pacific, and the oil is brought to henos Aires and Bahia Blanca for use as fuel on these roads. MANUFACTURING The progress of local manufacturing in Argentina has been phenomenal since the war, but unfortunately no adequate bureau for handling industrial statistics has yet been organized by the Government, and there is little definite information available as to the extent of the industries. The center of manufacturing is the city of Buenos Aires, and almost every class of article is now produced in the factories of the city with thè exception of complicated mechanisms such as typewriters that need large-quantity production for efficient manufacture.DESCRIPTION OE ARGENTINA 9 The industries that have reached the highest stage of development in the country are the manufacture of shoes, glass, cement, knitted wear, and such specialties as radio apparatus and automobile accessories. MINERAL RESOURCES Mining is of secondary importance in the present economic life of the Republic. Besides petroleum the mining development is almost limited to a relatively small production of copper, silver, lead, borax, mica, tungsten, and manganese. Large quantities of rock are quarried in the center of the Province of Buenos Aires and in the Cordoba Hills for use as railroad track ballast, for road making, and for building. There is also a sufficient production of lime from the same regions to satisfy the requirements of the country for this commodity. The mineral resources of the Andean Provinces of Argentina are known to be extensive, especially in copper, lead, tungsten, and nitrates, but development has been retarded because of the great distances from the seacoast. Coal is found along the Andes, from Mendoza south to the Territory of Chubut in western Patagonia. Analysis of the coal from the region of Lake Epuyen indicates that it is comparable to varieties of the American mid-western coal, and various projects for exploiting the deposits have been presented to the Argentine Congress. It is doubtful, however, whether any development will be undertaken until the population of the neighboring region increases. Iron occurs in widely distributed points of the Republic from Patagonia to the Bolivian and Paraguayan borders, but nothing has yet been done toward exploitation of this mineral. NATIONAL FINANCES The Argentine Government derives its principal revenues from customs duties and internal revenue taxes. There has been a steady increase in public expenditures since the war period, and each year there has been a deficit which has had to be met with bond issues. The increased public expenditure is illustrated in the following table: Years National Provinces Municipali- ties 1918 Paper pesos 421.053.000 631.499.000 665,000, 000 Paper pesos 161.158.000 213.926.000 294,000,000 Paper pesos 61.405.000 78.640.000 96,000,000 1922 - 1923 - - The chief items of the national budget for 1923-24, which called for a total expenditure of 687,000,000 pesos, were as follows: Pesos Service of the public debt______________________‘ 125, 146, 821 Department of Justice and Public Instruction____ 96, 417, 847 Public works projected__________________________ 84, 962, 555 Department of Interior__________________________ 74, 993, 851 War Department___________________________________ 58, 213, 781 Navy Department________—------------------------ 41, 351, 017 76236°—26---210 RAILWAYS OF ARGENTINA The estimated revenue of 1924 from the two chief sources was 288.120.000 pesos from customs and port charges, and 137,470,000 pesos from internal revenues and stamp taxes. To meet the sum necessary for public works authorized by the budget, an internal loan of 100,000,000 pesos to bear interest at 6 per cent with 1 per cent amortization was authorized. This loan was floated toward the end of 1923. The Argentine national public debt on January 1, 1923, was 2.187.710.000 pesos, as compared with 1,331,985,000 pesos at the end of 1913. In this period the national debt per inhabitant increased from 177 to 247 pesos. In addition the total consolidated debt of the Provinces amounted to over 500,000,000 pesos, and that of the municipalities to over 200,000,000 pesos.EARLY HISTORY AND DEVELOPMENT OF ARGENTINE RAILWAYS After the battle of Caseros and the overthrow of the dictator Rosas, which assured peace to the Argentine Provinces, a period of prosperity and advancement set in. Rut agriculture on the fertile Cpas was held back bv the difficulty of crossing the low country of Buenos Aires with carts during the rainy months of the year. In 1853 a group of Argentine and British residents in Buenos Aires, which was then the capital of the province, organized a company, and on September 17, 1853, they asked a concession from the province for the construction of a railway to the town of Flores. On January 9, 1854, the government of the Province of Buenos Aires granted a concession to this company, which was called the Sociedad del Camino de Hierro de Buenos Aires. Early in 1855 an English engineer, William Bragge, and 160 workmen arrived from Europe, and the work of construction of the first Argentine railroad was begun. This railway, which had a length of about 6 miles (24,000 varas), was ready to begin operation in August, 1857. The’ equipment consisted of material which had been destined for use in the Crimean War and was of the wide gauge of 5 feet 6 inches. From this accidental choice of a gauge the Argentine wide-gauge railroads have been extended until there is at present about 14,000 miles of railway of this width in the Republic. The new railway was named the Camino Ferrocarril al Oeste, and the officers of the first directorate were: Felipe Llavallol, president; Daniel Gowland, vice president; Adolfo Van Pract, secretary; and Francisco Moreno, treasurer. The first locomotive of the com- Eany, “La Portena,” was built in 1854 by Manning Wardle Co., of ieeds, and was intended for the siege of Sebastopol. It was of the 2/2 type and its weight was 12.67 tons. The first rails were Channel and Barlow rails brought from England. The Barlow rail weighed 40 pounds per yard and measured 12 inches across the flanges; they were laid without sleepers. Operation of the line was actively begun with two locomotives, five “omnibus” coaches, and a few freight “wagons.” The first time-table was an interesting document in its simplicity. It read as follows: “The administration of the Western Railway, having resolved to open the line to San Jose de Flores, hereby gives notice to the public that on Sunday, the 30th of August, some trains will leave Parque for Floresta.” Fifteen thousand passengers were carried during the first two weeks of operation. In November 40 freight cars were ordered from England, and in May, 1858, two more locomotives were ordered from England and a passenger coach to seat 60 persons was ordered from the United States. A total of 6,900,000 pesos was invested in this first railway enterprise, of which 1,300,000 pesos was furnished by the Provincial Government and 3,600,000 was carried on bonds of the company. Subscriptions were very enthusiastic at first, but the company found 1112 RAILWAYS OF ARGENTINA great difficulty in collecting the money, and it was necessary for the Government to come forward with a subscription of 300,000 pesos (12,000 “hard dollars;” a hard dollar equaled 4 shillings) and a promise of 1,000,000 pesos (40,000 hard dollars) at the completion of the line. It is interesting to note that during the first year the gross earnings of the railway were $19,185 United States currency, and expenses $12,448. Little by little, with Government aid, the com- Eany extended the railway through Mercedes into the Province. iater the provincial government took over the operation of the line, and by 1890, when it was again transferred to private ownership and became the present Oeste, this railroad had reached a total extension of 656 miles. In 1854 a concession was requested by William Wheelwright, an American, for a railway from Rosario to Cordoba. The decree of April 2, 1855, authorizing the construction of this railway, was the first national document relating to railway concessions, the previous concessions having been merely provincial lines. After much delay in obtaining the cooperation of financiers, Mr. Wheelwright finally interested English capital, and in 1863 this railway, which now forms part of the Central Argentine System, was started, and the first section was opened in 1864. Up to the year 1872 all railroads built in Argentina were of the •Russian broad gauge, but in that year the gauge of the Cordoba-Tucuman line was fixed at 1 meter, and two years later, in 1874, the East Argentine Railway adopted the standard gauge. It will be seen that the Argentine railway systems as they exist at the present time are amalgamations of many smaller lines, and to follow their development intelligently it will be necessary to treat the history of each system separately. The first railway lines in Argentina were constructed under interest guaranties or cash subsidies from the Government, and in some cases with large grants of lands along the right of way. The interest guaranties, which were usually 7 per cent, were later relinquished, and in return the Government granted recision bonds in settlement. The foreign-owned railways center into Buenos Aires and other export ports and were originally constructed with the idea of transporting the agricultural and pastoral products to the seaboard. The State railways, however, were pushed into remote parts of the Republic for development and military purposes. The following table shows the growth of the railway mileage in unison with the increase in population and cultivated area of the country: Years Population Area cultivated Rail- roads Capital invested in railroads 1857 1,000,000 1,180,000 1,882, 615 2,492, 866 3,378, 000 4, 607, 000 6, 586,000 7,836,000 9, 600,000 Hectares Miles 6 24 454 1,563 5, 861 10, 292 17, 392 20, 805 24,000 Gold pesos 285,108 741,033 18,835,703 62,964,486 321, 263,769 530,819, 674 1,042,170,418 1, 266,855, 583 1,540,000,000 1860 1870 580,000 1.500.000 2, 500, 000 4.900.000 18,800, 000 24, 092,000 23, 731,601 1880 _______ 1890_ 1900 _ _ 1910 ___ 1913. 1923 : HISTORY AND DEVELOPMENT OE ARGENTINE RAILWAYS 13 Up to the outbreak of the European War the mileage of railroads in Argentina increased regularly, and the financial returns were considered to be good. The interest earned by the private capital invested in Argentine railroads during the 10 years before the war averaged nearly 5 per cent, and was 4.6 per cent for each of the two years 1912 and 1913. The following table shows stock payments made by the lines for the year ended June 30, 1913: Company Paid on common stock Paid on stocks and bonds at fixed interest Santa Fe ; Per cent 7.5 Gold pesos, 810,000 Gold pesos 1,563,515 1,568, 531 3,322,021 200, 658 Cia. General de Buenos Aires Central Cordoba _ 0) 325,680 Argentine Transandean _ Rafaela Steam Tramway___ _ _ _ _ Central Chubut 7.0 70, 560 12, 755 777,333 1,178, 280 288,148 4,862,079 3, 268, 551 5,171, 983 3,812, 735 205,235 2,199, 960 2,128,140 1,391,908 Northeast Argentine __ Entre Rios Central Buenos Aires 3.0 7.0 7.0 6.0 3.0 266,178 8, 014, 440 4,006, 422 7,862, 022 1, 512, 000 Southern - Western Central Argentine Buenos Aires Pacific : Vila Maria Rufino__ Bahia Blanca & Northeast Argentine Great Western 5.0 535, 500 Rosario Puerto Belgrano Total. 23,402,802 31; 951,832 16 per cent on Cordoba-Rosario stock and 7K per cent on the remainder. There were 23' primary railroads in the Argentine Republic at the end of the year 1923, with a total mileage of 22,834. These are of three gauges, wide, standard, and meter, but no great inconveniences arise from this, because of the well-organized grouping of the different gauges and the fact that each group has complete access to the chief ports and commercial centers. The meter-gauge lines link up the whole northwest of the Republic and have access to Buenos Aires and the pampas. The wide-gauge systems cover the center and south of the country, reaching also as far north as Tucuman. The standard-gauge lines lie chiefly in the region between the Uruguay and Parana Rivers, and also have direct access to Buenos Aires. The many extensions now planned will link up the groups into still more efficient systems. The primary roads on June 30, 1924, with their mileage, ownership, and capital investment, are shown in the table following.14 RAILWAYS OF ARGENTINA Railways Length in miles Gauge Ownership Capital, gold pesos • Southern 3,948 3,362 3,305 1,882 513 5 ft. 6 in British 278,086,335 259,610,012 291,572,016 160,790,064 39,022,600 11, 954,238 4,618,109 5, 568, 738 30,741,693 40,446,953 20, 568,600 5,425,086 160,988, 560 108,384,535 15,417,410 51,901,200 12,497,678 46,968,473 5,156,315 1,629,936 420.000 11, 752,042 792.000 88,000 Buenos Aires Pacific do do.. Central Argentine do do Western do do Rosario to Puerto Belgrano _ _ _ _ do French San Antonio _ _ __ 281 do__ State. Cbmodoro Rivadavia _ 124 do do Puerto Deseado 178 do do Northeast Argentine 752 4 ft. 8H in---__4._do British Entre Rios. i. 729 do. Central of Buenos Aires 292 ..L.do Argentine Diamante to Federal (Del Este) _ _ 104 __do State North Central Argentine 3,055 1,205 322 Meter ... .do Central Cordoba. do British .... Midland do do Province of Santa Fe _ _ _ _ _ _ 1,188 345 do French La Piata-Meridiano Quinto _ do Provincial General of Buenos Aires 790 do French Formosa _ _ 186 do State Central of Chubut 78 do do Rafaela Steam Tramway 53 do British Argentine Transandine 112 do do Rosario-Fuentes 31 do State San Nicolas-Arroyo Dulce _ _ . 12 do do Total of wide-gauge railroad Total of standard-gauge railroad Total of meter-gauge railroad Total mileage of all primary railroads, not including sidings and auxiliary tracks 13, 628 1,877 7,342 22,847 ARGENTINE RAILWAY LAWS By Article 67 of the Argentine Constitution the National Congress is given the power to “ provide that which is conducive to the prosperity of the country—dictating plans for the construction of railroads” and for “the introduction of foreign capital.” This same article of the constitution charges Congress with the making of laws for the protection of railroads and foreign capital and the granting of concessions of privileges and recompense. Article 107 of the constitution empowers the, Provinces to make partial contracts or treaties, with the knowledge of the National Congress, for the construction of railroads and the introduction of foreign capital. It can be seen, therefore, that the construction of any railroad within the confines of the Republic must have the final sanction of the National Government even though it is wholly located within the limits of one Province. The concession for the construction of the first railway in Argentina, which was sanctioned on January 9, 1854, by the legislature of the Province of Buenos Aires and signed by the governor on January 12, was the first Argentine law of any kind bearing on railways. It became the basis of all Argentine railway legislation, and certain of its provisions, such as the exemption of materials from customs duties, have entered into all subsequent legislation up to the present day. This document, therefore, is of historical importance and is reproduced as follows: Article 1.—The executive is authorized to grant to the individuals who have proposed the construction of a railway to the west the privilege to form for that object a limited liability company, by shares, subject to the understanding of the regulations accorded it. Art. 2.—He is likewise authorized to concede the privilege for the construction of a railway of 24,000 varas extension to the west, on the following basis: la. The subscription of the shares of the company will be exactly at par and open to all, with preference only to individuals residing in the Province or who may have therein business premises or land holdings or other class of establishment. 2a. The government, in agreeing to this privilege, reserves the right to take out the number of shares it may judge convenient, but not to exceed a third of the total. 3a. The work on the railway must begin not later than a year from the date on which the company is granted the privilege of constructing it. 4a. The road must follow the direction of the following streets: Potosi, Victoria, Federación, Piedad, and Cangallo. 5a. If public lands are encountered at the different stations which are to be established on the line of the railway, the executive will cede to the company the portion sufficient to locate the necessary constructions for the warehouses of transportable merchandise. 6a. If it is necessary to occupy private lands in the construction of the railway the government will use its right of expropriation. 7a. The company binds itself to construct a first-class road over which passage can be effected by steam locomotives to serve for the transport of passengers as well as for all classes of merchandise. 8a. The company also binds itself to conduct gratis over the railway public correspondence, and armed forces or war materials whenever the Government determines. 1516 RAILWAYS OR ARGENTINA 9a. The Western Railway Co. will have preference under equal conditions for the prolongation of the road as well as for the construction of branches in any direction. 10a. All articles and materials necessary for the formation and consumption of the railway will be exempt from all customs duties. 11a. The properties and equipment of the company will be likewise exempt from all taxation. 12a. The favors, exemptions, and privileges conceded to the railway company will terminate in 50 years, or before if the railway ceases to function for a year. 13a. If the company discontinues or suspends the work of the road during the term fixed by article 3 the privilege of concession will terminate except in cases out of its control or force majeure. The first law for the national regulation of railways in the Republic was sanctioned on September 8, 1872. This law, No. 531, referred only to the State Railways, but besides placing all railroads constructed by the National Government under the immediate administration of the Government it declared all railroads to be nationalized that were constructed in National Territories, as well as those constructed out of Treasury funds or those that received an interest guaranty from the National Government. The General Railway Law No. 2873, which was promulgated on November 24, 1891, is still the basic railway law of the country. This law divided all railway systems within the Republic into two divisions, namely, those that could be termed national because of their extension outside the limits of one or more Provinces or Territories or because of their construction from fiscal funds or their operation under a State guaranty; and those that were termed provincial because of their construction or authorization by a provincial government within its own territorial jurisdiction. The law places the general administration and inspection of all railways under the National Government for the unit control of time schedules, tariffs, and other matters of public interest, but it empowers the Government with special jurisdiction over the national railroads for the control of new extensions or the maintenance of existing lines and equipment. Under the provisions of the law the authorization of the National Railway Administration must be obtained before any new equipment is acquired, new bridges or stations are built, or new lines constructed. This general law also covers the general regulations of personnel, train dispatching, right of way, crossovers, free carriage of mail, occupation of the lines in case of military emergency, transport of passengers and freight, fixation of tariffs, regulation of telegraphs, acquisition ...... Goo S» *o p _______________m„ Figures in Meters (iS93q) Fig. 2.—Standard clearance diagram, National Railway Administration; broad gauge, 1.676 meters dewind. The inspectors were sent out to investigate the public complaints of bad service on the guaranteed railroads, and they reported many of the lines in a deplorable state, both as to the condition of the lines and the dispatching of freight. The Government then formulated a note to the representatives of the guaranteed railroads informing them that if certain abuses and neglect of traffic were not remedied immediately the Government would take steps to apply the whole or part of the guaranty of the respective lines toRAILWAY ORGANIZATION AND CONTROL IN ARGENTINA 21 the purpose of placing such lines in a position to meet the requirements of traffic. Since that time the Railroad Administration has regularly acted in a direct supervisory capacity over the public railroads. The office of the Director General of Railroads is directly responsible to the Minister of Public Works of the Nation, who in turn is r Minimum OF DISTANCE BETWEEN CENTERS of TRACKS On j3ríno¡x>al lines within station limits: ^oo m. In all other cases ;_______________ _ ____m. Figures in Meters (¡693$ Fig. 3.—Standard clearance diagram, National Railway Administration; medium gauge, 1.435 meters one of the staff officers of the President of the Republic. The staff of the Director General is made up of an assistant director, who has the title of inspector general, and three general inspectors having supervision over technical operation, constructions, and administrative affairs, respectively. A chief inspector is assigned to the supervision of each of the public railroads, and there is a general office of statistics and mapping. The headquarters of the Railway Adminis-22 RAILWAYS OR ARGENTINA tration is in the Government House in Buenos Aires. The officers of the administration are as follows : Director general, Ing. Herminio Capdevila. Vice director and inspector general, Ing. Ariodante Giovacchini. Inspector general of technical operation, Ing. Eduardo Sagasta. Inspector general of construction, Ing. Abelardo Barberan. Inspector general of commercial and administrative affairs, Dr. Manuel F. Castello. Chief of statistics and mapping, Ing. Enrique Maligne. Chief of labor, Antonio J. Fradua. Minimum of distance between centers of tracks On £rinci£a) lines within station limits-- 3.so rain all other casesj.________________3.80 Ta- Figures in Meters (l693c) Fig. 4.—Standard clearance diagram, National Railway Administration; gauge, 1 meter The financial year of the State railways coincides with the calendar year, but that of the British and French owned companies ends on June 30. This system has been followed since 1882. All figures compiled by the office of the Director General of Railroads are for calendar-year periods.RAILWAY ORGANIZATION AND CONTROL IN ARGENTINA 23 PERSONNEL AND WAGES The official figures for the number of employees of the primary railroads of Argentina show a total of 127,698 at the end of the year 1923, as compared with a total of 134,000 at the end of 1913. The slight decrease can be accounted for by the fact that less construction work was under way in 1923 than in the former year. The number of employees on each of the lines at the end of 1923 was as follows: Employées Southern____________________ 23, 081 Buenos Aires Pacific________ 20, 835 Central Argentine___________ 24, 265 Western_____________________ 11, 737 Rosario to Puerto Belgrano__ 1, 306 San Antonio_____________________ 196 Comodoro Ri vada via____________ 171 Puerto Deseado__________________ 135 North East Argentine_________ 1, 986 Entre Rios___________________ 2, 803 Central of Buenos Aires_____ 1, 507 Diamante to Federai (Del Este)_________________________ 260 Employees North Central Argentine______16, 977 Central Cordoba________________ 9, 567 Midland______________________ 1, 000 Province of Santa Fe___________ 5, 435 La Piata-Meridiano Quinto____ 800 General of Buenos Aires_____ 3, 520 Formosa__________________________ 330 Central of Chubut________________ 170 Rafaela Steam Tramway________ 65 Argentine Transandine__________ 1, 382 Rosario-Fuentes_________________ 170 Total_________________127, 698 The officials and operating engineers of the State railways are preferably chosen from Argentine citizens, but Europeans and Americans have at times been placed in charge of important positions— especially technical men on construction and operation. The British and French owned lines generally send out the executive officers and operating chiefs from their home offices. The general personnel, however, is hired on the spot. Wages have been generally increased since the war, and there have been no serious strikes since 1919. A number of the railroads have apprenticeship courses for mechanics and trainmen and haye organized systems of advancement. In some cases housing facilities and cooperative stores are provided for the workmen. The relations of the company with the working personnel are under the supervision of the Director General of Railroads. The average wages paid at the present time by thè Argentine railroads are as follows : Classes of employees Wages (pesos) Per month Per day Locomotive engineers 225 "Firemen _ _ 150 Station masters _ ___ 260 Carpenters, electricians, machinists, storekeepers._ ... _ 7 Gang foremen. _ 270 Laborers . _i 5 FUEL AND WATER SUPPLIES COAL, OIL, AND WOOD Although Argentina has coal deposits along the slopes of the Andes Mountains, it has not yet been found practical to develop them on a commercial basis because of their great distances from centers of population and also their doubtful quality. Previous to the war British coal was employed largely by the railways in the vicinity of the ports, and wood was used in the north and west of the Republic where the local supplies were available. In 1913, which was an average normal year, a total of 1,443,000 tons of coal and 467,000 tons of wood was consumed by the primary railroads of Argentina. The consumption of coal in 1923 by the railroads has been estimated at 1,670,000 tons. During the war the supply of coal from Great Britain was partly cut off, and Argentine railways suffered accordingly. The consumption of wood increased proportionately, but the situation became so acute during 1918 that in some cases it was found more advantageous to burn the corn, the exportation of which was also held up. The importance of the fuel factor in the operation of the Argentine railroads can be seen from the fact that during the war years the cost of producing electric current at the central Argentine power plant rose to 16 centavos per kilowatt hour for that period and dropped again to 5 centavos when coal became easily available in 1923. It was immediately following this period that the railroads definitely turned their attention to fuel oil, and after the year 1920 several of the railways, including the State lines, made rapid progress in changing locomotives to oil burners. During the year 1923 the Southern Railway ran 366 coal-burning locomotives and 187 oil burners. The coal burners ran a total of 13,611,130 kilometers, and the oil burners covered during the year 10,128,140 kilometers. The consumption of fuel and the costs were as follows: Consump- tion Cost Cost per ton Coal— Tons 173, 528 115,592 12,474 Gold pesos 1,610,191 1, 920,488 98,188 Gold pesos 9.28 16.61 7.87 Fuel oil Wood It was calculated that oil fuel was costing 1.66 gold pesos per million calories, while coal cost only 1.16 gold pesos per million calories. Similar results were obtained on the Western Railway, whose engineers came to the conclusion that it was not economical to burn oil while coal kept its present price below $10 (U. S. currency) per ton and oil reached above $15 per ton. The present Government 24FUEL AUD WATER SUPPLIES 25 price of fuel oil in bulk at Buenos Aires is 50 paper pesos, or $17 per ton. The varieties of wood mostly employed for locomotive fuel are red quebracho, white quebracho, and algarrobo. Tests made by the Central Cordoba Railway gave an evaporation under running conditions of from 4.64 to 5.11 kilos of water per kilo of red quebracho, as compared with an evaporation of from 3.61 to 3.86 for a kilo of white quebracho, and from 3.12 to 4.02 kilos of water for a kilo of algarrobo. Elaborate tests made by the Santa Fe Railway over a period of years demonstrated that it required from 2.4 to 2.7 tons of red quebracho per ton-kilometer to equal a ton of Cardiff-type coal. Laboratory tests made by the Pacific Railway gave the following comparisons of coals and woods used on the Argentine railways: Coals : Calories Abercorn_ _ _______________8, 240 Cardiff____________________8, 049 Pocahontas_________________8, 176 Salagasta (Argentine)______5, 398 Schwager (Chilean)_________7, 889 Woods: Calones Red quebracho_____________4, 406 White quebracho___________4, 184 Algarrobo_________________4, 152 Mixture used in Entre Ríos (algarrobo, ñandubay, espinillo)________________3, 683 Tests at the central Argentine electric power station gave the following equivalents of the combustible value of 1 pound of coal with a calorific value of 15,000 British thermal units: 0.8 pound of oil; 2.5 pounds of red quebracho; 3.3 pounds of white quebracho; 3.3 pounds of algarrobo. The fuel bill is one of the most important items of operating expense on the Argentine railroads, because of the distance from the sources of supply and the resulting high unit cost. The drop in the price of coal during 1923 was the cause of considerable saving on all of the lines. The saving on the Central Cordoba Railway alone was £158,285 sterling, as compared with the previous year. This meter-gauge railway operates 1,205 miles of line. The coal consumed per 100 engine miles during 1923 amounted to 4,592 pounds at a cost of £4 11s. 4d., compared with a cost of £4 18s. 3d. per 100 engine miles for wood burners. With the idea of using fuel oil in their locomotives the three British-owned railways, the Sud, the Oeste, and the Pacifico leased in 1920 for a period of 20 years the properties of the Companla Argentina de Comodoro Rivadavia, which at that time had wells producing 14,000 barrels of oil per month. This joint petroleum company, the Companla Ferrocarrilera de Petroleo, produced 35,714 cubic meters (1 cubic meter = 6.3 barrels) of oil during the year 1923. This company operates a tanker and delivers the oil at Bahia Blanca and Buenos Aires. At the latter place the Sud and the Oeste each have two 8,000-ton tanks to store the oil (ton = 6.8 barrels). Oil fuel depots with’200-ton tanks are also provided at convenient points along the line. The Southern had converted 236 locomotives to oil burners at the end of the fiscal year 1923, and 45 per cent of the total fuel used by the company during the year was oil. The Oeste was at the same time operating with 50 per cent oil-burning locomotives. However, because of the drop in price of coal early in 1924, and the increased cost of oil, it was claimed that it was more 76236°—2626 RAILWAYS OF ARGENTINA economical to use coal on these lines, and the advisability of changing back some of the locomotives to coal burners was under consideration. The Puerto Deseado and Sarmiento lines of the State railways are now operating with fuel oils, the latter line receiving its supply by truck from Comodoro Rivadavia. Government tankers deliver oil from Comodoro Rivadavia at the Parana River port of Sante Fe, where it is stored for distribution over the lines of the Central Norte. Oil service tanks have been installed at the principal junctions along the State lines in the north. WATER SUPPLY Most of the water used by the Argentine railways throughout the interior of the country comes from wells of varying depths, and very little is known as to the sources of the waters. Water high in combined soda salts is encountered in the center and north of the Republic, and most of the principal railroads cross at least a part of the central desert where the water is alkaline and injurious to locomotive boilers. All of the railroads, therefore, have adopted methods of combating the evil effects of the bad waters. In the central dry zone of the Republic there are bodies of highly alkaline waters, and deposits of chloride of soda and potash are found at various depths m the earth. The solids in solution in some of the waters of this region reach as high as 38 grams per liter, though the majority have about 1 gram per liter. Tne waters of Santiago del Estero and northern CordoT>a are especially high in chloride of soda and sulphate of soda. An American company has done a great deal of pioneer work with the Argentine railroads in the analysis and treating of boiler-feed waters, and almost the whole business of supply of chemicals for this purpose is done by this one firm because of the excellent technical service furnished by it.SUPPLY OF MATERIALS Orders for new equipment and supplies for the Argentine State railways are ordinarily placed through public tenders. A purchasing department with a technical staff is maintained at Paseo Colon 543, Buenos Aires, which draws up specifications and awards the bids. An “orden de entrega,” or small supply order, may be given locally, however, without a call for bids ir the order is for replacement parts that can be obtained only from one source, or if the material is required to meet an emergency. Law No. 6757, of October 11, 1909, specifies that in the purchase of materials required by the State railways preference shall be given to those of Argentine production, but the same law also provides that the General Administrator of State railways is authorized to purchase wherever or in whatever form he deems expedient. All materials imported for the State railways are exempt from customs duties. Terms of sale to the State railways are usually for six months, the seller taking a 6 per cent note for that term. Orders for equipment for the State railways are drawn up in the form of a contract. A large order for new equipment needing financing outside of the funds appropriated for operation requires the approval of Congress. During the year 1921, however, the administration of the State railways, with the consent of the President of the Nation, entered directly into contracts with two American companies for credits of $6,500,000 and $8,000,000 (U. S. currency), respectively, part of which was for the purchase of locomotives and cars. These operations were not considered as external loans which would require the authorization of Congress, but were denominated “ Credits for the purchase of materials, and Law No. 6757, which authorizes the State Railway Administrator to purchase materials and to regulate the finances of the railways, was quoted as authority for the transaction. The consent of the President was given by official decrees. The European-owned railways recommend the purchase of equipment and quantities of supplies to their home offices in London or Paris, whence the calls for bids are made. All material for the use of railways operating in Argentina is allowed to enter the country free of duty. The local storekeepers, who often act as local purchasing agents, are only authorized to purchase locally for small supplies or to meet emergencies from stock which is actually in Argentina. In such a case no rebate for customs duties paid is received, and it is therefore not advantageous to make such purchases. However, it sometimes occurs that items of considerable total value, such as pumps or machine tools, are purchased locally to meet emergencies. The wishes of the field officers, especially the chief engineers, are respected in the purchase of equipment, and their recommendations are often sought by manufacturers. But these recommendations are tempered in London by the advices of the consulting engineers. 2728 RAILWAYS OF ARGENTINA Coal is a large item of consumption on the Argentine railroads, and in normal times the greater part is brought out from Great Britain. Several factors make it difficult for the American coal to reach this trade, foremost among which is the interlocking of the railway financial interests with those of the British collieries, and also the cheap ocean freight rates due to the large number of European steamers going out to Argentina to bring back grains. The importation of coal into Argentina during 1923 was 2,579,466 tons, of which 2,444,044 tons came from Great Britain. The larger British-owned railways have their own coal-handling machinery at Buenos Aires and Bahia Blanca. Lumber is another large item of consumption on the railroads, a large part of it being imported. American yellow pine is used very extensively for general construction work and for car frames, and wherever long timbers are required. It is imported in cargo lots consigned to the railroads. The sills and frames of freight cars and coaches are generally of yellow pine. Paraguayan and native woods of various classes are also used. Coach floors are usually made of white quebracho or urunday, and the outside of thé coach is Paraguayan cedar. The interior finish of coaches is done in native hardwoods and all of the railway shops have expert wood carvers who make up the interior parts. The flooring of freight cars is largely lapacho, and the outside sheathing is of cheap Brazilian pine. Bridge timbers are usually of native hardwoods, but when long timbers are required yellow pine is invariably employed. The State railways are required by the regulations to use native woods entirely. When wooden crossties are used they are required by law to be made from native woods, and they are usually cut from red quebracho, white quebracho, or algarrobo. Crossties for the State lines are sometimes obtained from the national forests in the north, and the cost of extracting the tie for the meter-gauge line was given as 1.60 pesos (70 cents United States currency) at the beginning of the year 1924, while the cost of the tie in the open market was 3.30 pesos. The standard sizes of crossties used are as follows: Wide gauge—12 by 25 by 275 centimeters. Standard gauge—12 by 25 by 250 centimeters. Meter gauge—12 by 25 by 180 centimeters. The fuel oil used by the Argentine railways comes from the Como-doro Rivadavia fields. The State line from Puerto Deseado maintains a service of motor-tank trucks to bring the oil from Comodoro Rivadavia. The oil used on other lines is delivered by tankers at the ports of Buenos Aires, Santa Fe, and Bahia Blanca, where storage tanks have been erected. Refined lubricating oils are all imported. All of the railroads try to control the oiling and greasing of equipment from their mechanical centers. One large American oil company has a contract with the State railways and with several of the private lines for the supply of lubricating oils and the operation of their oiling and packing stations. The oiling is paid for on a mileage basis. The entire system of the North Central Argentine, with 3,055 miles, is cared for by three oiling stations. Steel bars and shapes for car building, construction work, and repairs are imported in bulk and fabricated in the workshops of theSUPPLY OP MATERIALS 29 companies. Steel for large bridges, however, is imported completely fabricated. For such parts as axles and connecting rods it is usually found more advantageous to import the article rough machined. Parts for the latest standard types of cars and locomotives are imported in quantities directly from the makers and kept in stock locally, but usually no attempt is made to keep a stock of parts for old equipment. In the latter case the parts are made complete in the railroad shops. All of the principal railroad shops have gray-iron foundries and facilities for casting copper, brass, and other soft metals, but steel castings are bought from the several steel foundries in Buenos Aires. Pig iron is imported in quantity, and the dismantled old equipment ordinarily supplies the requirements for scrap iron. Steel rails are all imported, as the local mills are not equipped for rail rolling. Lately most of the rails have been coming from Belgian and German mills because of the lower prices. Automatic couplers are required by Law 6509, which was passed in 1909. The application of the law, however, has been delayed, and on November 6, 1924, a decree was issued accepting a report of the committee appointed to study the subject. The Alliance type of M. C. B. coupler was adopted for narrow-gauge railways, and the companies were given six years from that date to equip their rolling stock. The date for standard and broad gauge railways is not set until the modifications in the coupler have been determined. Oxyacetylene welding is largely employed by the railroads in repair work. The largest railway shops have their own oxygen-generating plants, while the others purchase the gas from the Buenos Aires manufacturers. Calcium carbide for this use is all imported. The State Railways, however, have been employing largely electric weld-ing. Hardware, tools, plants, chemicals, and other supplies are in general bought in quantity through the European offices, but some purchases are always being made from local stocks. The best that can be said from the American standpoint is that the manufacturer should keep the chief engineers and storekeepers of the railroads supplied with catalogues for their files, and keep them advised of new equipment developments. It can not be expected that business can be done by mail, but those manufacturers who maintain stocks of their goods with local dealers are in a position to do some business with the private railroads. In the case of the State Lines bids should be placed through houses with legal domicile in Argentina. It is almost useless for a manufacturer to attempt to obtain orders directly by mail. The permanent representatiye in Buenos Aires of a manufacturer, whether it is merely an agent or an established house carrying a stock, is always in a position to watch the tenders and enter bids as the occasion suggests.TARIFFS PASSENGER RATES All of the Argentine railroads issue both first and second class passenger tickets, the latter being from 55 to 70 per cent of the price of the first-class tickets. Limited-time round-trip tickets are sold at prices equal to about 80 per cent of the price of the two direct fares. The ticket prices are based on the shortest rail distance between the points, and a railroad having a longer circuit between points gives a price equal to the shorter line. In addition to the regular tickets, special “recreo,” or excursion, tickets are issued regularly on holidays between points having a Sunday or holiday traffic. The price of these round-trip tickets is slightly greater than a one-way ticket. Ordinary one-way tickets are good only for the date of issue; round-trip tickets are usually good tor from 3 to 10 days, depending upon the distance between the points; and excursion tickets are issued for special periods up to 90 days. Commutation passes, called “abonos,” are sold by all the railroads at fixed prices per month, quarter, or half year. These passes can be used an indefinite number of times daily. They are nontransfer-able and contain the photograph and signature of the commuter. Prices vary according to the distance and traffic. The raté for, the female members of the family is half the price of the commutation rate, and for children one-quarter the rate. A typical commuting station is Belgrano, 5.6 miles from Buenos Aires on the Central Argentine Railway. The price of the commuter’s pass to this station is 11.60 pesos monthly, or 5.80 pesos for women’s passes. Passengers without tickets must pay a fine of 25 per cent in addition to the fare, but if the passenger, upon entering the train, notifies the conductor at once that he did not have time for the purchase of a ticket a fine of only 10 per cent is charged. For the reservation of a coach on a train a minimum number of passages equivalent to 75 per cent of the seats must be purchased. A special family coach will be added to a train upon the payment of an amount equal to 20 tickets, or a special Pullman for the amount of 26 tickets. Special 100-passenger tickets can always be purchased for regular trains at reduced rates. From the principal terminal stations special trains can be arranged for at the rate of 2.02 gold pesos per coach kilometer, the return distance to be calculated. From other stations a fixed charge of 33.55 gold pesos must be added plus 0.68 gold peso per kilometer from the terminal to the station and return. Late-hour special suburban trains can be arranged for, however, by the purchase of a minimum of 100 regular tickets. These prices are those ruling on one of the principal wide-gauge lines and are representative of the general price schedule. 30TARIFFS 31 Some representative railroad passenger rates between points in Argentina are shown in the following table: Railroads From— To— Dis- tance, kilo- meters Price, pesos Cost per mile, dollar Central Argentine____ Central Cordoba______ State________________ Santa Fe_____________ Southern_____________ Pacific______________ North East Argentine Buenos Aires— (___do_______ \Cordoba______ Santa Fe_____ (Rosario_____ \Santa Fe____ Buenos Aires. _ —__do_________ Concordia____ (Rosario_____ \Tucuman__ ___ ____do________ ____do________ ____do------— Santa Fe_____ Barranqueras_ .Bahia Blanca- Mendoza______ Posadas______ 303 1,156 1,268 544 797 170 566 640 1,049 598 20.00 66.35 66. 35 38. 65 47. 70 11. 65 44. 00 37.10 68.15 40.85 0.045 .038 .035 .048 .040 .047 .053 .039 .044 .046 The price of regular chair-car tickets depends upon the distance and the traffic. A chair-car seat can be occupied upon the purchase of a first-class fare ticket plus the fixed charge for the seat. The seat charge from Buenos Aires to Rosario, a distance of 188 miles on the Central Argentine Railway, is 5 pesos, while the price from Tucuman to Salta, a distance of 208 miles on the State railway, is 2 pesos. The price of beds in sleeping cars is calculated on a basis of 20 per cent of the price of the ticket, with a minimum charge of 8 pesos. Upper and lower berth are equal in price. BAGGAGE AND PARCELS EXPRESS Each passenger has the right to carry in the baggage coach, free of charge, 50 kilos of baggage, excess to be paid at regular rates in units of 10 kilos and fractions not less than 5. Excess baggage to Tucuman (717 miles) is 3.50 pesos per 10 kilos. All of the lines have a parcel-express service which is based on a fixed zone price per unit of 10 kilos and fractions of 5. This service includes live animals and bulky articles such as automobiles, divided into several rate categories. For bulky packages a calculation is made on the basis of 500 kilos per cubic meter, and if the volume is more than double the weight a double tariff is charged. Packages for railroad service, “encomienda,” must be delivered to the baggage room of the station, where a delivery slip, “guia,” is given. This slip is mailed by the sender to the consignee, who obtains the package at the receiving station by presentation of the slip. The minimum parcel tariff is 10 gold centavos. The parcel tariff between Buenos Aires and Rosario (188 miles) is 1.29 paper pesos per 10 kilos. Insurance on parcel packages, up to 500 pesos value, is given by the railroad on payment of an addition of 1 per cent of the declared value. The following table shows the parcel-express rates in a few zones of the Southern Railway. The zones are calculated in units of 5 kilometers up to 100 kilometers, by 10 kilometers from 101 to 300 kilometers, by 15 from 301 to 600, and following in a similar arithmetical progression.32 RAILWAYS OP ARGENTINA Paper pesos per 100 kilos Kilometers E V VG L 1 to 5 1.98 0.99 0.88 0.67 6 to 10 2.16 1.08 .95 .72 46 to 50 3. 60 1.80 1. 60 1. 21 96 to 100 5.40 2.70 2.39 1. 82 191 to 200 8. 41 4.19 3.20 2.43 291 to 300 11. 39 5. 71 4.00 3.04 496 to 510 17.06 8.53 5.11 3.89 586 to 600 19. 49 9.76 5.60 4.25 781 to 800 23. 09 11. 56 6.39 4.86 981 to 1,000__. 26.69 13. 36 7.20 5.45 1,276 to 1,300 .. 29.93 14. 98 8.15 6.19 1,476 to 1,500. 32.09 16 06 8.78 6.68 1,771 to 1,800 33. 89 16. 96 9. 59 7. 27 Category E.—Animals caged and uncaged, articles of declared value, voluminous articles, automobiles, aeroplanes, corpses, plants in earth, general merchandise in quantities less than 50 kilos. Category V.—Rabbits and fowl in cages in quantities, casein in small quantities, newspapers and periodicals, empty containers returning, plants in bundles, milk, general merchandise in quantities. Category YG.—Milk, casein, and butter in quantities. Category L—Fresh fruit and vegetables in quantities,"ice in quantities for cold storage. FREIGHT RATES Freights are divided into categories for the purpose of the collection oi the charges. For the purpose of promoting industries the railroads sometimes give special reduced freight rates to the ports. In this way the Pacific Railway has given special rates on fresh fruits from Mendoza, and the State lines have special reduced tariffs on cotton from the Chaco Territory. Reductions on established freight rates on building materials are also offered by the companies to stimulate building along their lines. Some of the lines also give favorable rates on native products as against those on imported. For example, the Pacific Railway rates per ton on imported lumber average more than double the rates on native lumber, though one reason for the wide divergence in tariff is that native lumbers are heavy hardwoods and are usually transported in very large logs. In general there is little difference in the rates offered by the different companies on the chief commodities. The following table of rates for given distances is for the Southern Railway, which is selected as representative of the country because its lines reach the grain and livestock regions, the fruit districts, the petroleum fields, and the quarries, besides having a large general freight traffic between important cities. There is an additional surcharge of 5 per cent on all rates to cover the requirements of the National pensions fund.TARIFFS 33 Paper pesos per ton L/Id tdilif lYi-u/u inuulü 6/1 7 8/1 A A/l B C D/l H 5 5.60 4.95 3.52 3.14 2.74 2.48 1.98 1. 35 30.58 10 6.00 5. 40 3.84 3.42 2. 99 2.70 2.16 1.48 33. 36 20 7. 00 6. 30 4. 48 3.99 3. 47 3.15 2. 52 1. 71 38.92 30 8. 00 7.20 5.12 4.56 3.98 3. 60 2. 88 1. 96 44. 48 40 9. 00 8.10 5.76 5.13 4. 46 4. 05 3.24 2. 20 50.04 60 11. 00 9. 90 7.04 6. 27 5.57 4.95 3. 96 2.70 61.16 80.... 13.00 11.70 8. 32 7. 41 6. 46 5. 85 4. 68 3.19 72.28 100 15.00 13. 50 9 60 8. 55 7. 45 6. 75 5.40 3. 67 83.40 120 ____ 16.00 14.40 10.24 9.12 7. 96 7. 20 5.76 3. 92 88. 96 140 : 17.00 15.30 10.88 9. 69 8.44 7.65 6.12 4.16 94.52 160 18. 00 16.20 11. 52 10.26 8. 95 8.10 6.48 4. 41 100. 08 180 19. 00 17.10 12. 16 10. 83 9. 43 8. 65 6.84 4.64 105. 64 200 20.00 18. 00 12. 80 11.40 9. 94 9.00 7.20 4. 90 111. 20 260 22.50 20.25 14. 40 12.83 11.18 10.13 8.10 5. 51 125.10 300 25. 00 22. 50 16. 00 14. 25 12.42 11. 25 9.00 6.12 139. 00 400 28. 50 25. 65 18. 24 16.25 14. 17 12.83 10.26 6.98 158. 46 600 32.00 28. 80 20. 48 18 24 15 89 14. 40 11. 52 7. 83 177. 92 600 35. 00 31. 50 22 40 19. 95 17. 39 15.75 12. 60 8. 57 194. 60 700 37.50 33 75 24. 00 21. 38 18. 63 16. 88 13. 50 9.18 203. 37 800 40 00 36. 00 25. 60 22. 80 19. 87 18. 00 14. 40 9.79 213.13 900 42. 50 38 25 27.20 24. 23 21.11 19.13 15. 30 10. 40 222. 40 1,000 45.00 40.50 28. 60 25. 65 22.36 20. 25 16.20 11.02 231. 67 1,200.. 49.00 44. 10 31. 36 28. 22 24. 34 22. 05 17. 64 11.99 250. 20 Category 6/1.—Fresh fruit (5 tons). Category 7.—Crude petroleum in tank cars (carload). ' Category 8/1.—Cement (5 tons) . Category A.—Coal, flour, and linseed (carload). Category A/l.—Flour, lumber, potatoes (carload). Category B.—Wheat and oats (carload). Category C.—Corn, charcoal, alfalfa, barley, brick, wood (carload). Category D/l.—Stone, gravel, etc. (carload). Category H.—Livestock (carload). The railroad freight rates on the lines to Buenos Aires and Rosario do not include the charges of the port railways on export shipments. The port railway charges at these points are as follows: Buenos Aires, 0.90 paper peso per ton; Rosario, 0.59 paper peso per ton. Loading and unloading charges are for the railroads’ account except in the case of full carloads, where they are paid by the shipper and consignee, respectively. All freight rates are for transport by regular freight train and include switching, except on private sidings, for which an extra charge is made. The following analysis of the terminal and station charges of the Pacific Railway are illustrative of the general situation with respect to all: Warehouse storage: Paper pesos General merchandise, straw, and hay— per 011 First 5 days__________1_________________________Free. Next 15 days____________________________________0. 60 Until claimed.__________________________________ 1.20 Sugar, honey, dried and preserved fruit, potatoes, salt, etc.— First 5 days____________________________________Free. Next 15 days____________________________________0. 30 Until claimed___________________________________0. 60 Wine— First 5 days____________________________________Free. Next 15 days____________________________________0. 15 Until claimed___________________________________0. 30 Storage in open yards: All commodities not affected by weather— First 5 days____________________________________Free. Next 15 days____________________________________0. 15 Until claimed___________________________________0. 3034 RAILWAYS OF ARGENTINA Cereal Storage at Station Month or fraction thereof Responsibility guaranteed: Per sack Without responsibility: Per square meter of floor space 1 Pesos 0.03 Pesos 0. 60 2 .05 1. 20 3 .07 1. 60 4 .08 2.00 5 .09 2.30 6 .10 2.60 Month or fraction thereof Responsibility guaranteed: Per sack Without responsibility: Per square meter of floor space 7 Pesos 0.105 Pesos 2.80 8 .11 3.00 9 .115 3.20 10 .12 3.30 11 .125 3.40 12 .13 3.50 At the principal stations the time allowed for discharge of the car is 48 hoi^, and a charge of 1.10 gold pesos is made for each day-over that time. At other stations 72 hours is given, with a charge of 44 centavos gold for each succeeding day. TELEGRAPH RATES All of the Argentine railroads furnish a public telegraph service over their lines. Messages are received lor transmittal at any station at the uniform tariff of the National Telegraph System for any part of the Republic. The present rate of a 10-word message is 80 centavos, or 1.40 pesos when sent “ urgent.” A 100-word message costs 6.20 pesos, while a 100-word press message can be sent for 3.20 pesos. Messages requiring return verification, or those in foreign languages, have additional surcharges. In Buenos Aires and the other large cities the railroad companies have messengers for the delivery of the telegrams, but in the smaller towns and way stations delivery is made at the expense of the recipient. The public business done by the railway telegraphs is considerable, that of the Central Argentine System for the year 1923 amounting to £43,756 sterling.BRITISH-OWNED RAILWAYS: SUMMARY OF SITUATION Nearly 70 per cent of the primary railroads in Argentina are British-owned. Probably no other single factor has been so important in the growth of Argentina as a nation as the results achieved in the development of these 15,670 miles of British-operated railways. Not only did the lines open up to agriculture an enormous fertile country, but the thousands of highly trained engineers and professional men who were sent over from England to construct and operate the railroads had an undeniable influence on the social and commercial life of the Republic. From the earliest days of railroads in Argentina British bankers and engineers took an active part in the financing and operation, and English influence was behind practically all of the successful early railway movements in the country. The British-owned railroads all converge into the principal export ports, and a prime object was to facilitate the exportation of agricultural and pastoral products. Each railroad serves a separate main zone—a fact which has usually eliminated the element of intensive competition. These British railroads are as follows (figures are for the year 1923): Railroads Mileage Capital Receipts Operating expenses Southern1 . 3,948 3,362 3,305 1,882 1,205 752 729 322 112 53 £54,482, 597 51,599, 923 59,351, 294 32,059, 953 21,545, 595 6,099, 542 8,225, 189 3,652, 503 1, 620, 332 83, 333 £9, 586,880 8,672, 234 10, 655, 819 4, 643,182 3,071, 699 571,181 1,034, 697 258,792 (2) 13,579 £5,947,967 5,485,808 7,210,763 3,072,917 2,274,393 445,880 713,179 227, 637 (2) 12,978 Buenos Aires Pacific1 Central Argentine Western Central Cordoba. North East Argentine _ Entre Rios Midland Argentine Transandine Railway Rafaela Steam Tramway Total British lines 15,670 238,720,261 38,508,063 25,391,522 1 As of Nov. 1, 1924, the Bahia Blanca Northwestern was transferred from the Pacific to the Southern. This transfer decreases the mileage of the Pacific by 764 and the capital by £10,050,000, and increases the mileage and capital of the Southern by similar amounts. 2 Included in the Pacific to May 12, 1923. Previous to the war the amount of British capital invested in Argentine railways increased regularly. The total investment in 1910 was £175,000,000, which was increased at the end of the financial year 1914-15 to £225,000,000. Very little was added to this amount during the war years, and only about £6,000,000 since the armistice. The total as of June 30, 1924, is given as £238,000,000. 3536 RAILWAYS OF ARGENTINA With the exception of the year 1918 interest returns on the British capital invested in Argentine railways have been fairly steady and have kept between 4.2 and 5 per cent. The following table from British financial sources shows the earnings of this capital since 1910: Years Total investment Amount not paying interest Interest paid Interest 1910 £174,464,274 215,001,961 225, 269, 774 226, 551,936 232,930,414 £7,000,000 6,358, 824 20,120, 260 23,768, 004 15,087, 246 £8, 503, 681 10,358,851 9,423, 617 6,941, 791 11, 589, 269 Per cent 4.2 4.8 4.2 3.0 4.9 1913 1915 1918 1923 CENTRAL ARGENTINE RAILWAY (FERROCARRIL CENTRAL ARGENTINO) The present Central Argentine Railway Co. is a result of the combination of the Argentine Central and the Buenos Aires-Rosario Railway, which was effected in* 1907. Although only the third largest Argentine system in point of mileage, the Central Argentine is the most important from the standpoint of investment, traffic, and product of operation. The Central Argentine Railway is the main passenger artery to the north of the Republic, having through fast express-train service to the important cities of Rosario, Santa Fe, Cordoba, and Tucuman, with connections to the outlying regions. The main line from Buenos Aires to Rosario passes along the west bank of the Parana River, which is the most densely populated section of the Republic. While the total number of passengers carried by the Central Argentine is not so great as for the Southern, which has nearly 20 per cent more mileage, the carrying distance is greater per passenger. The two main lines from Buenos Aires to the northwest pass through the heart of the great corn and linseed region of the Argentine pampas, while the branches extending westward from Rosario cover one of the greatest alfalfa regions of the world. The authorized and outstanding stock of the combination is as follows: Stock Authorized Issued 4^/2 per cent preferred Consolidated common Deferred £9,695, 718 28,186,950 811,800 13, 581,158 £9, 695, 718 28,186,950 811,800 13,464, 488 82, 054 2,017, 500 4 per cent debentures - 3y% per cent debentures 4Yi per cent Western' am nuity____- 2,017, 500 Stock Authorized Issued $15,000,000 10-year 6 per cent gold notes held in United States £3,092,784 2,000,000 3,100, 000 £3,092, 784 2,000,000 5 per cent 10-year notes. New shares Total 62,485,910 59, 351,294 By the Central Argentine and Rosario Railway act of 1902 it is provided that the amount of debenture stock outstanding, including the Western annuity, shall not, without the sanction of a special resolution, exceed two-thirds of the nominal amount of the share capital at the time allotted. The common stock of the Central Argentine Railway sold for 120 in 1906 and was above 110 on various occasions between 1910 and 1914. At the outbreak of the war in 1914 the price was 92, which fell to 40 in 1918. Since that time it has gradually increased, being 53 in January, 1922, and 75 in September, 1924. The debenture stock was 109 in 1911 but dropped to 70 in January, 1918; in September, 1924, it sold for 68K. The lack of market outside of England is given as the cause of the decline in prices. The home offices of the company are at 3-A Coleman Street, London, E. C. 2, and the Argentine offices are at Calle B. Mitre 299, Buenos Aires. The‘chairman of the London board is Sir Joseph White Todd, Bart., and the secretary is F. Fighiera. The consulting engineers are Livesey, Son & Henderson and Merz & McLellan, the latter being for electrical work. The president of the local board in 3738 RAILWAYS OF ARGENTINA Argentina is Dr. Jose A. Frias, and the secretary of the board is G. P. Newell. The operating officials of the company in Argentina are as follows: General manager: Howard Williams. Chief mechanical engineer: M. F. Ryan. Resident engineer: R. Kirby. Chief accountant: J. A. Meelboom. Traffic manager: R. Leslie. Stores superintendent: G. E. A. Johnson. In general, purchases of equipment are made through the home offices in London. Local purchases of small supplies are made by G. E. A. Johnson, stores superintendent, Talleres, Rosario de Santa Fe, Argentina. HISTORY OF THE RAILWAY The Central Argentine Railway had its beginning in a concession given by the Argentine Government to William Wheelwright, an American, in September, 1854, for the construction of a railway from Rosario to Cordoba. The decree of April 2, 1855, authorizing this railroad, was the first national document relating to railway concession, as all previous concessions had been of a provincial nature. The concession gave to the railway all of the land along the right of way for a league on each side of the track for colonization purposes. It also guaranteed an interest of 7 per cent on a fixed capital of £6,400 per mile. Wheelwright found great difficulty in interesting capital in his concession, and it was not until April 18,1863, that construction work was finally begun with British capital. The first section, as far as Roldan, was opened the following year. The line to Cordoba was terminated in 1870. The company sent an agent to Europe in 1869 to try to interest agricultural immigrants to form colonies along the line. The first colony was formed at Roldan, which was followed by’others until a total of 60 agricultural colonies had been established by the end of the year 1870. From May 18, 1872, when the railway was taken over from the contractors, until 1888, no extensions were built, but the company experienced a steady increase in net earnings. The net earnings amounted to £131,000 in 1880, to £281,000 in 1885, and to £397, 000 in 1888. Passenger traffic increased from 72,000 in 1873 to 278,000 in 1888, and the freight traffic increased from 60,000 tons in 1873 to 537,000 tons in 1888. In 1877 the Central Argentine Railway asked the Government to extend its 7 per cent guaranty to include a sum of £400,000 raised by the company in London. The extension of the guaranty was granted in return for the construction of auxiliary lines at Cordoba to connect with the Central Northern Railway. The concession for the railroad between Buenos Aires and San Fernando, a distance of 20 miles, which is now a part of the Central Argentine system, was given to Edward A. Hopkins in 1854, and a return of 7 per cent was guaranteed on the cost of construction. A company was formed in 1857 with a capital fixed at 1,500,000 pesos. This railway, known as the Buenos Aires Northern Railway, was worked by the Central Argentine from January 1, 1889.CENTRAL ARGENTINE RAILWAY 39 In October, 1870, another concession with a guaranty of 7 per cent was given by the provincial government to D. G. Matti y Cia. for the construction of a line between Campana and Buenos Aires, which concession was transferred in 1874 to the Buenos Aires and Campana Railway Co., represented by G. C. Thompson of the San Fernando Railway, and construction was begun. The line joined the San Fernando Railway at Palermo, a suburb of Buenos Aires, and was opened to traffic in April, 1876, with a length of 74 kilometers. On October 15, 1883, the Campana Railway was authorized to lengthen the line to Rosario and was granted a subsidy of 1,586 gold pesos per kilometer. The line was opened to Zarate on January 1, 1885, and to Baradero in May, 1885. During the latter month the recognition of the Buenos Aires & Rosario Railway was approved with a capital of £750,000. The first train from Buenos Aires to Rosario was run on February 1, 1886. In August, 1890, the Buenos Aires & Rosario Railway took over the concession for a line from Belgrano to Tigre, which had been given to Emilio Nouguier & Co. in 1887. This line was completed m February, 1891. The lines of the Buenos Aires & Rosario Railway were gradually extended to Tucuman, being opened to the latter city on February 27, 1891. The extension to Santa Fe was also opened in 1891. In 1900 the Buenos Aires & Rosario Railway took over the Santa Fe & Cordoba Great Southern Railway, consisting of 384 kilometers. This brought the company’s total mileage up to 1,892 kilometers. Among the many projects for railway access to the Andean Provinces was that of a decree of November 15, 1867, which authorized the survey of a line from the Central Argentine Railway at Villa Maria to the southeast. In 1868 a law was passed authorizing the Government to use an additional 2 per cent on the exportation tax, and an additional 5 per cent on the importation tax, for the construction of a number of lines, including the one from Villa Maria to Rio Cuarto, which could be extended later to Mendoza. A construction contract was entered into in 1870 with John Simmons of London at a price of 26,188 hard pesos (4 shillings each) per mile. The rails were double flanged, weighing 56 pounds per yard, laid on Livessey sleepers instead of the Barlow rails without sleepers employed on the Western and Southern Railways. Work was begun on November 25, 1870, and the line was inaugurated on October 24, 1873, as far as Rio Quarto. The part of this line from Villa Maria to Rio Quarto is now incorporated in the Central Argentine Railway. The concession for the line from Canada Gomez to Sastre was obtained by law of September 24, 1887, and the construction was completed in April, 1890. In January, 1891, .the line from Rosario to Peyrano was opened, and the branch to Alta Gracia was finished in August of the same year. In December, 1891, the lines from Pergamino to San Nicolas, Junin, and Lujan, with a total length of 325 kilometers, were purchased from the Western Railway at a price of £10,000 per mile, excluding rolling stock. In April, 1893, the Central Argentine obtained from the Western Railway the branch from San Antonio to Capilla. The acquisition of this branch, together with the con-40 RAILWAYS OF ARGENTINA cession for a line from Pergamino to Victoria, which had been granted in 1888, enabled the Central Argentine Railway to have a direct independent line into Buenos Aires. In 1900 the Central Argentine Railway acquired the Santa Fe Western Railway, which had been started under a concession given out in 1881 by the Province of Santa Fe. The length of the line was 207 kilometers. In 1902 the Central Argentine and the Buenos Aires & Rosario Railways effected a consolidation, which was recognized by the Argentine Government by decree of August 29, 1902, with the provision that the two railways be worked separately with due regard to the separate concessions of the various sections. The complete consolidation was not recognized until the year 1907. RESULTS OF OPERATION The results of operation of the Central Argentine Railway before and since the consolidation can be seen from the following comparative table: Items 1900 1910 1913 1923 Mileage 845 62, 612, 000 6, 554, 278 3, 212, 422 3, 341, 856 1, 541, 550 4, 294, 757 2,658 196,114,000 26, 787, 318 15, 530,952 11, 256, 366 7, 648, 772 16, 632, 983 3,086 250,863,000 32,734,821 19,135, 594 13, 599, 227 9,246,180 20, 760,430 3,305 291, 572,016 55, 298, 582 36,035,684 19, 262, 898 13, 517, 584 36,930,852 Capital ... _ Gold pesos Gross receipts __ __ do ... Expenses do__ Profits... do Receipts for passenger traffic._ . do _ Receipts for freight traffic do Passengers transported: First class Number.. Second class.. .do... Total do Total passenger miles Average miles per passenger. Freight cars Number __ Cattle cars do Total capacity. tons.. 1, 708, 817 1, 697, 335 7, 991, 455 8, 525, 531 11, 235, 334 11, 380,212 1 18,672,135 i 17,620,947 3, 406,152 16, 516, 986 22, 615, 546 1 36,293,082 75, 819, 753 22.4 4,003 164 67,925 1,097, 027 71,124 2,164,863 129, 208, 365 59.5 388,169, 712 23.6 14,816 971 340,944 3, 269, 439 426,^349 7,944,402 838,971, 621 105.6 482, 682, 186 21. 1 17,013 943 400,858 4,107,898 616,309 10,033,984 1, 260, 391, 536 125.4 1 590, 378, 671 1 16 1 17,266 1 938 Agricultural products moved do Livestock products moved do Total of all freight moved.. do Total ton-miles Average miles per ton ... _ _ __ __ 1 4,333, 523 1 610, 530 1 8, 315,667 1 1,191,283,208 i 143 1 Year ended June 30. The total gross receipts for the financial year 1923 amounted to £10,655,819, derived from the following sources: Passengers________________£2, 619, 813 Special trains_________________ 6, 581 Parcels and baggage_______ 547, 683 Freight___________________ 6, 517, 136 Livestock____________________ 539, 710 Telegrams___________________ £43, 756 Wharves and elevators____ 83, 252 Miscellaneous_______________ 297, 888 Total_____________ 10, 655, 819 The total expenditures for the year were £7,210,763, leaving a net profit of £3,445,056. The operating expenses were as follows: Maintenance: Way and stations____£1, 042, 269 Locomotives____________ 534, 876 Passenger coaches. _ _ 349,468 Freight cars___________ 549, 907 Working expenses: Motive power, steam and electric______ 2, 122, 339 Vehicles________________ 69, 111 Traffic expenses_________£1, 755, 384 General charges_____________ 319, 433 Wharves and elevators____ 58, 040 Miscellaneous expenses___ 307, 424 Argentine taxation__________ 102, 512 Total__________ 7, 210, 763CENTRAL ARGENTINE RAILWAY 41 The coefficient of operation for the year was 67.67 per cent as compared with 78.26 per cent for the previous year and 57.31 per cent for the year 1913. The total public train-miles amounted to 10,090,692, and the receipts per train-mile were £1, as compared with only 12s. 7d. for the year 1913. The operating expenses per train-mile were 13s. 6 J^d., making a net profit of 6s. 5)^d. per train-mile. The receipts per mile of line amounted to £3,225, and the operating expenses per mile were £2,182, leaving a net profit of £1,043 per mile, as compared with a net profit of £925 per mile for the year 1913. The average receipt per passenger was Is. 5J^d.; the average receipt per ton of freight was 18s. 6J^d.; and the average receipt per ton of livestock was 17s. 8d. The total passenger-miles during 1923 was 590,378,671, and the average miles per passenger amounted to 16. The total ton-miles of all freight traffic was 1,191,283,208, and the average miles per ton of freight was 143. The total traffic ton-miles, including both passenger and freight, was 1,251,364,097, with an average of 112 miles per ton of total traffic. STATUS OF THE COMPANY IN 1924 The gross receipts for the year ended June 30, 1924, amounted to £11,360,047 and operating expenses to £7,520,674, leaving a profit of £3,839,373, or an increase in profit of 11.4 per cent over the previous year. The operating ratio continued to decline, so that while the gross receipts showed an increase of 6.6 per cent, the expense of operation increased only 4.3 per cent. The continued improvements in the agricultural and livestock industries of the country during 1924 indicated an optimistic outlook for the affairs of the company. Both freight and passenger traffic increased during 1924 as compared with the previous year, and the gross receipts of the railway for the first quarter of the year 1924-25 were 10 per cent higher than for the same period of the previous year. The company has arranged for the construction of new stations in the cities of Rosario and Campana, and the electrification of the suburban line from Buenos Aires to Villa Ballester is under consideration. A concession has also been requested for an entirely new line from Villa del Rosario, on the Rosario-to-Cordoba line, to the town of Garza on the Tucuman line. This extension, which will consist of about 250 miles of line, will cross an important zone of northern Cordoba and Santiago del Estero. The company is also proceeding with the improvement of its rolling stock and right of way. FREIGHT AND PASSENGER TRAFFIC The main trunk line of the Central Argentine Railway to the north of the Republic passes through the most densely populated districts as far as Tucuman, a distance of 700 miles northwest of Buenos Aires. The passenger traffic is heavy, especially between Buenos Aires and Rosario, a city of 300,000 inhabitants. Fast express trains give service from the National Capital to Rosario, Cordoba, Santa 76236°—26---442 RAILWAYS OF ARGENTINA Fe, and Tucuman. The daily express to Rosario makes the journey of 188 miles in 4^4 hours. Besides the commercial and farm passenger traffic, the lines also serve a very considerable traffic to the health and pleasure resorts of the hills about Cordoba. One of the largest hotels in these hills is operated by the company. The Central Argentine passenger station “Retiro” in Buenos Aires is the finest railroad station in the Southern Hemisphere. It was built by the Buenos Aires & Rosario Railway and opened in 1901. The area occupied by the buildings and train sheds is approximately 74,000 square meters, with a frontage of 160 meters on Avenida Maipu. The main waiting room, or Grand Hall, of the station measures 146 by 25 meters, with a height of 19 meters. Leading from the Grand Hall the glass-covered train shed consists of eight platforms—three of 350 meters length, and five of 250 meters. The glass roof covering the train shed measures 250 meters by 100 meters in width. The steel frame is divided in two spans with a height of 25 meters. All tracks are provided with hydraulic buffers. The station has modern equipment throughout. The freight traffic of the Central Argentine is largely cereals and livestock. The ports of export shipment served by the company are Buenos Aires, Rosario, Santa Fe, Villa Constitución, San Nicolas, and Cerana. In the Cordoba Hills the railway serves the extensive limestone region and also reaches the numerous rock quarries in the vicinity. An extensive traffic is also done in firewood and charcoal from the Provinces of Cordoba and Santiago del Estero. At Tucu-^ man the line terminates in the heart of the chief Argentine sugar district, the average yearly sugar output of the Province being over 150,000 tons. The following table shows the traffic of the Central Argentine Railway for the financial year ended June 30, 1923, as compared with the year before the war: Classes 1913 1923 FREIGHT Tons Wheal_______________ Corn________________ General merchandise. Linseed_____________ Firewood____________ Sugar and cane______ Flour and middlings.. Bran and shorts_____ Bricks and tile_____ Charcoal____________ Fruits and vegetables. Grease and tallow___ Hay and alfalfa.... Hides and skins..... Lime________________ Limestone........... Posts. ............. Sleepers____________ Native timber_______ Wine................ Wool________________ 1,054,689 2, 746,170 1,254,933 344,345 270,493 205, 735 160, 590 90, 543 202,253 128, 546 32,435 5,503 155,199 28, 769 150, 740 153, 545 60, 385 100, 238 47,818 167,182 5,118 Petroleum products... Other products______ Government materials. 583,735 155,468 Tons 1,643,611 1, 491, 758 992,033 504, 268 310,812 237, 660 194,439 100,472 58.284 150, 592 53,042 4,097 108,273 36, 343 124, 946 104,418 44, 720 2,980 62,034 166, 981 3, 661 71.284 378, 767 188,480 Classes 1913 1923 freight—continued Company materials.- Total freight LIVESTOCK Cattle Tons 1,344,777 Tons 671,182 9,449,209 7,705,137 Head 1,198,758 623,634 52,412 32, 639 969 Head 1,076,753 1,075,986 18,153 110,488 409 Sheep Horses Hogs Unclassified... .... Total livestock PASSENGERS First class main line Second class main line First class suburban Second class suburban Total 1,908,412 654,895 2,281,789 610, 530 Number 2,004,151 4,500,805 8, 723, 726 6,492, 591 Number 2,243,880 4,949,158 16,428,255 12,671,789 21, 721,273 36,293,082CENTRAL ARGENTINE RAILWAY 43 THE SUBURBAN SYSTEM The suburban railway traffic out of Buenos Aires dates from the year 1884, when the increasing costs of house rents turned attention to the development of the suburbs. In that year the Northern Railway, now a part of the Central Argentine System, made an offer of a reduction of 50 per cent in freight rates on building materials destined for the construction of suburban houses, and a further offer of a free first-class pass available for the six winter months of each year for five years to all commuters from the suburbs. Because of the extraordinary development of the suburban traffic, the Central Argentine Railway decided to electrify its suburban sections, and the electric service from Buenos Aires to Tigre was inaugurated on August 24, 1916, the first of its kind in the Republic. The distance between these two points is 18 miles, and the line is double tracked over the entire distance. About 100 trains a day in each direction operate over this line. The company also operates a steam suburban line from Buenos Aires to Villa Ballester, a distance of 13 miles on the main line, with a branch line from Belgrano to Tigre. About 120 steam trains a day operate in each direction over these lines, which are also double tracked. On June 25, 1925, the London board approved the expenditure of £1,000,000 for the electrification of these lines. The following table shows the growth in the Buenos Aires suburban traffic on the Central Argentine Railway: Passengers carried Passengers carried Years Electric Steam subur- Years Electric Steam subur- service ban service service ban service 1917-18 6, 544,752 7, 553,417 9,172,689 8, 280, 248 9,458, 268 11, 343, 781 1920-21 10, 775,090 11,427, 541 13,475,420 12, 686, 268 13,873, 314 15, 644, 624 1918-19 1921-22 1919-20 1922-23 MECHANICAL DEPARTMENT ROLLING STOCK The Central Argentine Railway has a miscellaneous assortment of rolling stock, much of which originally belonged to the separate lines now comprised within the combination. In conjunction with the other broad-gauge British-owned railways of the country, however, new equipment is standardized as much as possible. Passenger coaches are of all-steel underframes, and new freight cars are built entirely of steel. But much of the old equipment still remains entirely serviceable and continues in use. During the war very little new rolling stock was added to the line, and the old equipment was allowed to run below normal repair; but during the last two years all of the stock has been brought back to standard condition, and considerable new equipment has been added. Purchases of new rolling stock during this period have been entirely in Great Britain. The erection has been done in the company’s shops at Rosario and Perez. The standard 20-ton freight car has two axles, and the 40 and 45 ton has two trucks of two axles each. Steel wheels are used entirely44 RAILWAYS OR ARGENTINA on the railway. Automatic couplers have not yet been adopted, although they are required by Law 6509. The height of draw bar above the rail is 3 feet 4 inches, and the width between bumper centers is 6 feet 5 inches. The English uStone” system of electric lighting is employed in the coaches of the Central Argentine Railway. One of the most common types of passenger engines in use by the Central Argentine has cylinders of 20 inches diameter and 26 inches stroke. The working boiler pressure is 180 pounds per .square inch, and there are 2,003 square feet of tube surface and 170 square feet of firebox heating surface. The grate area is 29.25 feet. This engine is of the 4-6-2 type and weighs, in working order, 78 tons. The diameter of driving wheels is 5 feet 8 inches. The tender has four axles, and has capacity for 6,000 gallons of water and 120 hundredweight of coal. The weight of engine and tender in working order is 138 tons. The heavy compound superheated oil-burning freight engines are of the 4-8-0 type, with four axle tender. The cylinders are 21 inches by 26 inches and 30 inches by 26 inches. The diameter of driving wheels is 4 feet 7 inches. The boiler pressure is 180 pounds per square inch, and the heating surface consists of 1,393 square feet of tubes, 182 square feet of firebox, and 319 square feet of superheater. The capacity of the tender is 6,000 gallons of water and 7 tons of coal. The weight of engine in working order is 80 tons, and the weight of engine and tender in working order is 147 tons. The rolling stock in operation at the end of the year 1923-24 was as follows: LOCOMOTIVES Type Driving wheels Quantity Passenger __ __ _ 4 60 Do 6 269 Freight __ ___ _ _ __ __ ___ __ ___ ___ 6 15 Do 8 178 Mixed- __ __ 6 31 Shunting 6 142 Total 1 695 1 Seventy of these are oil burners.Ito. 6— Compound superheated height engine, Central Argentine Bailway: Weight, empty, 73.5 tons; weight ol tender, empty, 33.1 tons; tank capacity (water),6,000 gallons; tfa. oil rapacity, 1,650 gallons CJl CENTRAL ARGENTINE RAILWAYFig. 6.—Sleeping ear, Buenos Aires Great Southern Railway: Built in the shops at Talleres in 1918; capacity, 26 beds: weight, 23.6 tons RAILWAYS OF ARGENTINACENTRAL ARGENTINE RAILWAY 47 PASSENGER ROLLING STOCK Type Number Axles (number) Capacity (seats) Beds Weight, in tons First Second El p.p.t.ri o. trni 1 ers 18 4 61-66 Do 20 4 68 Do 3 4 72 37 Do - 26 4 72 37 Eilfiptrip, motnr coaches 47 4 72 Do - -- 2 4 88 Do . . - 3 4 64 Do 15 4 66 Reserved coaches__ __ 1 4 6 6 32 Do • 3 6 10 11 56 Chair cars _ 1 6 • 28 49 Do __ 3 6 30 42 Passenger cars __ __ _ 6 6 82 51 Do - -- 2 6 72 50 Do - 5 4 82 44 Do -- 30 6 82 42 Do - - 2 6 68 42 Do - -- 35 4 56-72 31-32 Do - - 5 4 51-52 28-32 Do . _ - 16 4 54-60 27 Do . 6 4 72 30 Do - 48 4 48-60 25 Do - - 15 4 60 28-29 Do - -- ---- n 4 56 24 Do - 1 4 60 23 Do , 5 4 32 20 Do 62 6 136 39-45 Do . 58 4 94-112 27-29 Do ~ - - -- 8 4 86-88 24 Do - 11 4 64-68 20-24 Do __ . 1 4 96 21 Do _ . . _ 1 6 28 68 44 Do - 29 4 27 72 35 Do _ _ - - 16 4 28 46 29 Do ___ 17 4 36 29 Do - -- 3 4 76 28 Do . 6 4 92 28 Do . - __ 1 4 75 28 Do 3 4 90 28 Do . __ 6 4 90 27 Do 1 4 78 26 Do . . 9 4 24 34 25-26 Do 6 4 69 24 Do 4 4 40 24 Do 2 4 24 42 23 Do 1 4 32 28 23 Do 4 4 48-58 23 Sleeping cars 10 6 24 52-54 Do“ 38 6 28 47 Do 1 6 20 43 Do 4 6 22 39 Do___ 12 4 24 34-37 Do 17 4 20 31 Do 9 4 22 29 Dining cars 26 6 48 46-58 Do 6 6 68 53-68 Do 4 6 40 45 Do 4 6 32 40 Do 5 4 32 33-39 Do 4 4 52 33 Kitchen cars 4 6 12 37-51 Do 2 4 4 25 48 RAILWAYS OF ARGENTINA FREIGHT EQUIPMENT Type Number Axles (number) Weight, in tons Capacity, in tons Baggage cars 80 4 33 20 “Do 41 4 23-29 16 Do _ _ . 14 3 14 12 Do _ . . 28 4 17 20 Oil tank cars __ __ 3 4 35 Do __ __ _ _ 6 4 12 Do - 14 4 40 Box cars __ _ _ _ _ _ _ 2,199 36 4 45 Do - 4 25 Do 193 4 20 Do _ _ 1,427 138 4 18 Do - _ 3 15^ Do _ _ _ _T 2,141 4, 254 339 2 11 Do 1 ___ 2 20 Do 2 10 Refrigerator cars _ 10 3 i6Ji 40 Do __ 4 4 Do -- - 4 4 18 Do 3 4 16 Do __ __ 5 3 12 Do 8 4 12 Flat and half-box cars _ _ _ 3,249 1 4 45 Do 4 22 Do 61 4 20 Do - 435 4 18 Do . - 82 3 16 Do _ _ ----- 1.580 2 11 Do 124 2 10 Cattle cars - _ _ 859 4 18 Do - 79 4 20 Caboose __ 325 4 Do -- 8 3 Note.—In addition to the above the following eais are used only for the service of the company: 573 box cars, 98 ballast cars, 125 tank cars for water, 31 tank cars for oil, 49 miscellaneous service cars. RESUME OF ROLLING STOCK Classes Number Classes Number Locomotives 695 Oil tank cars.. __ 23 10 761 Passenger coaches _ 436 Flat and half-box cars. 5,532 Chair cars _ 4 Cattle cars '938 Sleeping ears 91 Caboose : 333 54 Electric coaches _ 134 Total freight stock ___ 17,587 4 Baggage cars _ _ 163 Service cars 876 Total passenger stock. 886 LOCOMOTIVE SHOPS The Gorton shops of the Central Argentine Railroad are considered to be the largest and best-equipped locomotive shops in South America. They are located at Perez, 10 miles from the city of Rosario. The shops and yards cover an area of 69 acres and employ an average of 1,500 men. The buildings are principally of brick, with steel-trussed, saw-toothed roofs, and are equipped throughout with electric cranes. The Perez shops handle the repairs of all the locomotives of the Central Argentine System and the erection of new locomotives. They also erect all new steel freight cars and handle the repairs to steel freight cars. At present the shops are handling a monthly average of 18 locomotives for general repairs and 10 for light repairs, in addition to the erection of 50 new steel freight cars and the repairCENTRAL ARGENTINE RAILWAY 49 of about 60 steel freight cars a month. The workshops comprise: Foundry, locomotive and car erecting shops, forge shop, machine shops, boiler shop, copper shop, wheel shop, sawmill and carpenter shop, paint shop, and stores. There is also a substation for the transformation of the high-tension electric current received from Rosario. The foundry and pattern shops are contained in a commodious building 125 meters by 38 meters. The three foundry bays are provided with four electric traveling cranes—one of 10-ton, two of 3-ton, and one of 1-ton capacity. The iron foundry is equipped with two cupolas, each capable of producing 5 tons of metal per hour. The mixture used is 35 per cent pig iron to 65 per cent of selected scrap. This foundry supplies castings to the Central Argentine shops at Rosario and other departments of the railroad. The heaviest iron castings ordinarily made are those for locomotive cylinders. The brass foundry is equipped with four pressure oil furnaces manufactured in the shops, and five coke furnaces. There is also an oil furnace for melting scrap for casting into pigs. Each oil furnace takes 400 pounds of metal at a charge, and there are usually four heats a day. The coke furnaces have a capacity of 330 pounds per charge. The general machine shops, forge, and boiler shops are equipped with machinery capable of making any part of a locomotive. In repairing odd locomotives of old design all replacement parts are regularly built in these shops, the steel castings being obtained from foundries in Buenos Aires. The main building is 420 feet wide with a length of 1,000 feet. It is subdivided into two main classifications, machine shop and erecting shop, which are in turn subdivided into smaller divisions to take care of the different classes of work. The building is fitted with the following traveling cranes: Four of 50 tons capacity, two of 40 tons, three of 25 tons, two of 10 tons, and two of 5 tons. A 95-ton electric pit traverse at the end of the building serves for shifting locomotives from one track to another. The equipment of the shops is largely of British manufacture. The machine capacities are as follows: Wheel lathes up to a maximum of 90 inches, planers up to 15 feet 6 inches by 5 feet by 4 feet capacity, center lathes up to a maximum of 12 feet between centers, and boring mills taking up to a maximum of 4 feet diameter. The forge shop is equipped with oil-burning furnaces, and among the machinery may be mentioned eight steam hammers of capacities up to 1 ^2 tons, and a battery of drop presses also up to 1 Yi tons capacity. As at the Southern shops there is a large general use of oxyacetylene welding, but these shops are not equipped to produce the oxygen gas, which is purchased from producers in Buenos Aires. All ma<3iinery in the Perez shops is electrically driven, either by group or individual drive. The current is received from the power station of the Rosario shops and is transformed in the substation from the alternating three-phase at 20,000 volts to a voltage of 500 for power and 220 for lighting. The Perez locomotive shops were begun in 1912, and the work of construction and equipment was extended over a period of about 5 years. The organization is quite modern, and includes an engineering department and a “control office”, or planning department. A corps of inspectors, who are trained locomotive erectors, make daily50 RAILWAYS OF ARGENTINA reports to the control office on the progress of each locomotive through the works, which information is plotted on a schedule board. The time allowed in the shops for a locomotive undergoing complete overhauling for general repairs is 64 days. ROSARIO WORKSHOPS The principle coach and car repair shops of the Central Argentine Railway are located outside of the city of Rosario, close to the center of the system. The workshops are housed in well-lighted brick buildings, with ample yard space for storage and shunting. The shops and yards cover an area of 70 acres and employ 1,825 workmen. The organization is one of the best of the Argentine railroad shops, and the most modern methods of scheduling and control of production are employed. Smaller shops for light repairs to freight cars are located at the town of Campana. The general policy of the Rosario shops is one of repair rather than the building of new equipment, although complete rebuilding is regularly done on old underframes. New passenger coaches are brought out from Europe in three pieces and assembled in the shops. Coaches are overhauled after about 18 months’ service. About 40 coaches a month are handled in the workshops, and about 100 general repairs a month are made on freight cars. The workshops consist of erecting shops, general machine shops, sawmill and carpenter shop, paint shop, forge shop, welding shop, assembly shop, nickel-plating room, and apprentice shop. A full equipment of traveling cranes is installed. The machinery of all the shops is largely of British manufacture. Individual and group motor drives are employed. The maximum capacities of the machines are as follows: Boring mills: 3 feet 6 inches. Center lathes: 12 inches centers. Center lathes (gap): 5 feet diameter. Planers: 20 feet. Wheel lathes: 4 feet diameter. Steam hammers: 30 hundredweight. Besides the electric current used at tiie Rosario shops, the power house also supplies the electric power to the Perez locomotive shops over a high-tension line at 20,000 volts. The power-house equipment consists of three Beilis & Marcom triple-expansion engines of 720 horsepower each, with British Westinghouse generators. The power and fight circuits of the plant are 500 and 220 volts, respectively. Iron castings are obtained from the Perez foundry, while steel castings come from Buenos Aires or are imported. With the standardization policy now being adopted by the railroad the necessity for heavy stocks of spare parts is being gradually eliminated. As in other Argentine railroad shops the great distance from the sources of supplies necessitates economy, and all steel scrap is reworked into ingots under the steam hammer. For body building the native woods are largely used, but American yellow pine is employed for frame work and where long timbers are needed. The sheathing of freight cars is done with cheaper pines.CENTRAL ARGENTINE RAILWAY 51 VICTORIA SUBURBAN SHOPS The Victoria shops of the Central Argentine Railway consist of the old workshops of the Northern Railway with the addition of an extensive modern shed for the inspection and storage of electrical rolling stock. These shops are located at Victoria, 15 miles from Buenos Aires, and they take care of the maintenance of all suburban equipment belonging to the Central Argentine system. The machine shop is a brick bunding served by two 10-ton cranes, and the erecting shop has two 20-ton traveling cranes. Both of these shops are relatively small, and the machine equipment is mostly old. The erecting shop is 6 tracks in width, each track accommodating 3 coaches. The machine shop has two 42-inch wheel lathes, one 6-foot boring mill , a hydraulic wheel press, and a miscellaneous assortment of smaller tools. The forge shop has one heavy steam hammer. The wheel yard is served by a 2-ton electric traveling crane which also serves the tire heating furnace. The carpenter and paint shops are housed in brick buildings capable of storing 8 and 12 coaches, respectively. The former has the necessary woodworking machinery for caring for the repairs to coach bodies. Compressed air is piped throughout the, workshop. The car shed is claimed to be one of the finest of its kind in existence. It is 210 meters long by 55 meters wide, of steel frame construction, sheeted with corrugated galvanized iron. It has saw-toothed roof, and is well lighted. There are 10 tracks, each capable of accommodating 10 coaches. All tracks are equipped with conductor rail. The track rails are carried on reinforced concrete beams sup- i)orted at intervals by concrete pillars. The pits extend the whole ength of the shed on all tracks and are wider than the track gauge so as to allow the workmen to have every access to the outside of the truck frames. The Victoria shops average monthly general repairs on 7 electric coaches and 7 steam train coaches, and about 12 partial repairs. They also take care of the maintenance of all suburban station equipment and general repair work for the suburban section. The National Government requires that the electric motor cars be brought in for general repairs after an average of 100,000 kilometers of service, and the trailer cars after 200,000 kilometers. Week-day morning traffic is chiefly in the direction of Buenos Aires while the evening traffic is in the opposite direction. The situation of the car shed, therefore, makes it convenient to bring all rolling stock into the shed for nightly inspection and cleaning. In addition, each coach has a shed day once a week for general revision. The revision cost per coach kilometer is given as approximately 0.12 pence. The latest lubrication costs show a cost of 58 pence per 1,000 motor-coach kilometers for electrical equipment, and 41 pence per 1,000 coach kilometers for mechanical equipment. It is also interesting to note that the latest figures show only four hot suspension bearings in a year, with an average running of 1,229,-627 kilometers per hot bearing.52 RAILWAYS OF ARGENTINA SUBURBAN ELECTRIC TRACTION The Central Argentine Railway has the distinction of being the first Argentine railroad to electrify any part of its system, and the service has operated with great success from its inauguration in 1916. The complete electrification works of the suburban system include a power station of 15,000 kilowatt capacity, 57 miles of high-tension transmission cables, four traction substations with 14,000 kilowatts of converting plant, and the electrical equipment of 100 Fig. 7.—Section of third rail used on electrified sections of the Central Argentine and the Western Railway miles of single track. Power is produced in the generating station as 3 phase, 25 cycle, current at 20,000 volts, and is converted to direct current at 800 volts. The power is supplied to the trains through a third rail. All of the equipment is of British manufacture. The line is electrified on the third-rail, direct-current system at a working pressure of 750 to 850 volts. This direct current is delivered from the substations by means of short feeders to the protected third rail, and the return circuit is formed by the running rails. There are three traction substations, and also two power and lighting substations which supply energy for power and lighting at Retiro Station and at the Victoria workshops.CENTRAL ARGENTINE RAILWAY 53 The rolling stock is equipped with the multiple unit control system with automatic acceleration. Each train has a two-motor coach and a trailer coach run in pairs, the number of pairs varying with traffic. They are all of the vestibule type with transverse seats, the motor coaches seating 66 and 72 and the trailers 61 and 68 for first and second class passengers, respectively. The weight of a motor coach is 51 tons and of a trailer 35^ tons. The electrical rolling stock consists of 47 first-class motor coaches and 20 second-class motor coaches. In addition there are 46 first-class and 21 second-class trailer coaches. The motor cars have one motor truck fitted with two motors, and one trailer truck. Both motor and trailer cars are fitted with master controller, and air and hand brakes at each end so that the train may be driven in either direction with any car in the leading position. The average run between stations is 1.5 miles, the shortest being 0.54 mile.* The normal maximum speed is 50 miles per hour. The track gauge is the 5-foot 6-inch of the whole Central Argentine System. The sleepers are spaced at 23 inches. The rails are bonded at all joints. The third rail is protected throughout, and special provisions for extra protection are made at grade crossings by brick pits at each side of the crossing, and by special cattle guards. The Government requirements for the protection of the third rail consists of two creosoted boards held together at right angles by angle pieces. The top board rests on top of the rail but is prevented from touching the hardwood packing strips. The third rail is of special high conductivity steel weighing 86 pounds per yard. The contact surface of the rail is underneath. In order that faults may be localized the conductor rail is sectionalized for the isolation of any particular section. The ends of all sections are indicated to motormen by special signs. The current for electric lighting at Retiro and Victoria stations is supplied directly from the substations at those points, but at all other stations it comes from the third rail. At Re tiro the current is 220-volt direct current and at Victoria it is 220-volt alternating current. In other stations 200-volt lamps are run in four series on the 800-volt direct current supplied from the rail. The lamps in the coaches are run in series of eight each. SUBURBAN POWER STATION The power house is located on the Canal San Fernando, near Tigre. The buildings are of steel frame with reinforced concrete and are built on concrete piles. The engine room and boiler house are arranged parallel to each other, with sidings behind the latter for handling coal and ash. In front of the engine room is a rotary converter substation. A machine repair shop is located at the end of the engine room. The equipment of the power station is given in the following statement. In this connection it should be noted that the converter substations on the line are identical to the substation at the central power plant: 6 Babcock & Wilcox marine-type water-tube boilers. (Each boiler has 4,170 square feet of heating surface and 98 square feet of grate area with normal evaporation of 20,000 pounds of water per hour; working54 RAILWAYS OR ARGENTINA pressure 210 pounds per square inch; 600° F. The boilers have underfeed stokers.) 2 Impulse turbine-driven centrifugal pumps. , 2 Nichols vertical reciprocating pumps. 4 Parsons horizontal reaction turbines with three-phase, 25-cycle, 2,500-volt alternators. British Westinghouse surface condensers. British Westinghouse oil-immersed transformers, ratio 2,500/20,000. Station transformers 20,000/440 shell type. British Thomson-Houston 440-volt induction motor 55-kilowatt direct-current lighting generators. 1 40-ton traveling crane with 5-ton auxiliary hoist (engine room). 3 Thomson-Houston compound-wound six-phase rotary converters (substation). Normal rating 1,500 kilowatts for two hours. British Westinghouse rotary converter transformers. British Westinghouse three single-phase, oil-immersed station transformers. British Westinghouse one single-phase station lighting transformers, ratio 440 to 110 volts. British Thomson-Houston 5-kilowatt 440-volt A. C. motor generator, D. C. voltage 110. The storage and handling of coal is provided for by means of an elevated railway track running alongside of the boiler house at the firing-floor level. A jib crane with a 2-ton grab bucket runs on a gantry parallel to the buildings. The coal bunkers have a capacity for 1,000 tons, and the capacity of the coal store is 10,000 tons. The ash-handling apparatus consists of a suction ash plant with two 38-horsepower exhausters which take the ashes from the furnace pits through the crushers to ash bunkers. RIGHT OF WAY The Central Argentine Railway has in operation 3,305 miles of line, all of the wide gauge of 5 feet 6 inches. The rails used for the usual main-line service are the standard of 85 and 80 pounds per yard, but considerable main track is still laid with rails of lesser weight. The minimum weight of rail used is 70 pounds per yard, and the maximum is 100 pounds per yard. Approximately 300 miles of the lines of the Central Argentine are double tracked, the double-tracked sections being the main line to Rosario and part of the line from Rosario to Cordoba. The main line between Buenos Aires and Rosario, and also the suburban sections, are rock ballasted. Nearly 90 per cent of the total length of lines is laid with native hardwood sleepers with spacing of 7.26 centimeters, and the steel sleepers are gradually being replaced by those of hardwood. A good many of the original Livesey iron pot sleepers are also still in use, but these are now being replaced. Each station, except on the double-tracked sections, is provided with a secondary track or main siding. These sidings vary from 250 to 1,000 meters in length, with a usual length of about 850 meters. The total of the main sidings is 143 miles. In addition to the main siding, practically every station has auxiliary sidings for shunting purposes. The total length of such sidings amounts to 801 miles. The chief transfer stations, with the mileage of auxiliary sidings at each, are as follows: Miles Rosario_________________________ 62. 1 Perez (Rosario)___._____________ 19. 4 Retiro (Buenos Aires)____________ 19. 6 Kilometer 16 (Buenos Aires)_____15. 5 San Martin (Buenos Aires)_______ 4. 2 Colegiales (Buenos Aires)________ 5. 7 Victoria (Buenos Aires)___________13. 3 Miles Villa Constitución___________ 12. 1 Cordoba________________________ 7. 9 Campana________________________ 7. 6 Canada de Gomez________________ 7. 5 Villa Maria__________________ 6. 5 Tucuman________________________ 6. 5CENTRAL ARGENTINE RAILWAY 55 All the eastern and southern sections of the Central Argentine System are comparatively level. The height of the rail above sea level in the vicinity of Buenos Aires is about 17 feet and at Rosario 70 feet. The height of the rail at the western terminus in Cordoba is 1,735 feet, and at the northern terminus in Tucuman the height above sea level is 1,470 feet. The maximum height of rail is at Berrotaran, in the Province of Cordoba, where the height above sea level is 2,100 feet. The maximum grade is a 2.2 per cent gradient for 1 kilometer between kilometers 23.9 and 24.9 on the Ferreyra-Malagueno branch. The minimum curve used is a 250-meter radius on the Ferreyra-Malagueno line. Generally a minimum radius of 500 meters is employed. There is only one tunnel on the whole system, which is a short length of 365 meters connecting the Rosario central station with the port. There is a total of 292 bridges of more than 5 meters span. The longest bridge on the system is one of 2,050 meters between abutments spanning the Salado River on the Irigoyen-Santa Fe line. There are two spans of 50 meters, both of which cross the Segundo River, one carrying the main line from Rosario to Cordoba and the other the Despenaderos-San Jose branch. The bridges are usually built of structural steel on brick piers and abutments. SIGNALING EQUIPMENT Mechanically worked signal equipment is generally employed. The system of signaling at Retiro Station in Buenos Aires is among the finest in South America. It is the low-pressure pneumatic system worked from two control cabins, one at the entrance to the freight station and one at the passenger station. The interlocking machine in the passenger-control cabin is built up for 258 levers; at present there are 173 levers working. All trains running in and out of the station are controlled by means of electropneumatic apparatus between the cabins. All signals are controlled by the alternating-current, 25-cycle, single-phase track circuit. All facing point levers are automatically locked in position by the engine or train in advance by means of electrical lever locks. Signals are automatically replaced when the train enters the section. The signal power house at Retiro contains three motor-driven air compressors with capacity up to 40 pounds per square inch. The air passes through reducing valves and is reduced to a pressure of 5 pounds per square inch, which is the working pressure of the switches and signal apparatus. FUEL AND FREIGHT STORAGE The usual type of water tank is of reinforced concrete of 100,000 and 150,000 liters capacity, located at a maximum distance apart of 104 kilometers. A 2,000-ton oil tank is located at San Martin, outside of Buenos Aires, and one of 1,000 tons is at Rosario; 200-ton oil tanks are also located at Buenos Aires, Pergamino, Campana, and Baradero.56 RAILWAYS OF ARGENTINA Coal deposits are located at all of the important centers. These deposits vary from 25 tons to 23,000 tons capacity. The total coal-storage capacity of all deposits along the lines is 160,000 tons. All the stations of any importance have general freight sheds. The usual shed storage capacity at small stations is about 250 square meters of floor area. Most of the stations are also provided with covered sheds for the storage of cereals either the property of the railroad or of private companies. The largest storage capacity of the company at any station is at Rosario, where there are 27,600 square meters of general freight sheds and 17,776 square meters of grain sheds. ELEVATORS AT BUENOS AIRES In April, 1900, the National Government granted a concession to W. Goodwin for grain elevators in the port of Buenos Aires for a period of 40 years. The concession was immediately taken over by the Buenos Aires and Rosario Railway and the elevators were inaugurated in August, 1904. The elevators are located at Dock 2, and were constructed in accordance with the most approved American designs ruling at the time. When the concession expires the Government has the option of either expropriating the elevators or obliging the owners to remove the structures. The total storage capacity of the elevators is for 27,000 tons in silos and 27,000 tons in warehouses. All shipments are made from high level, and appliances are provided for unloading from cars at the rate of 5,000 tons per eight-hour day, and for the transference of grain from any port of the granaries to any hold of three steamers alongside. The shipping capacity is 9,000 tons per day in bulk and 4,000 tons per day in bags from chqtes. All machinery is electrically driven by individual motors, of which there are 144. The power is obtained from four gas engines of 250-horsepower each. The gas is supplied by four Dawson gas generators using anthracite coal.BUENOS AIRES GREAT SOUTHERN RAILWAY (FERROCARRIL SUD) The Buenos Aires Great Southern Railway, with its 3,948 miles of wide-gauge lines, covers one of the richest and most important sections of Argentina. It comprises almost the entire pampa region, and the lines touch all of the important ports of the Republic from Buenos Aires to Bahia Blanca, extending back to the arid lands of the west and northwest, and to Patagonia in the south. From the port of Bahia Blanca in the south one branch of this great railway system extends 500 miles westward to the Neuquen oilfields at the foot of the Andean Mountains. HISTORY OF THE SYSTEM The Ferrocarril Sud, or Southern Railway, dates from June 12, 1862, when the Province of Buenos Aires granted a concession to Edward Lamb for a period of 40 years for the construction of 70 miles of broad-gauge railway from the city of Buenos Aires to Chas-comus. By the terms of the concession the railway company was guaranteed a return of 7 per cent on its investment, the cost of construction not to exceed £10,000 per mile. Other clauses of the concession were similar to the original Western concession of 1854. The capital of the original company was £700,000. By the terms of the concession the property of the railroad was to remain exempt from all taxation. The Government reserved the right to intervene in the fixing of rates. The company was conceded the right to construct branches and extensions beyond Dolores, but no interest guaranty would be given on such new lines. Finally, the Government retained the right to expropriate the railway at any time by paying the cost plus 20 per cent. The Southern Railway prospered from the beginning, realizing 1.28 per cent on its investment the first year, and increasing to 7.89 per cent in 1870. On January 3, 1870, the provincial government signed with the company a contract of recision by which the Government paid a lump sum of £10,000 in return for the termination of the 7 per cent guaranty and further agreed to pay to the company the sum of £500 for each mile of additional road constructed during the life of the original contract. The contract for the first section of the Southern Railway was let to Peto & Betts, of London, and construction began in 1864. Operation over the first 70 miles began in 1865, and no further extensions were made until after the new contract in 1870, when extensions were begun to Dolores, Maipu, and Ayacucho. In 1871 the Southern Railway obtained authorization for a line from Lomas to Monte and another from San Vicente to the town of the same name. The former was given a subsidy of £500 per mile, and for the latter a subsidy of £1,000 per mile was obtained. Neither of these lines, however, was constructed. The total length of the Southern Railway at the end of 1874 was 323 kilometers. 76236°—26---5 5758 RAILWAYS OF ARGENTINA Iii 1881 the provincial government of Buenos Aires proposed to expropriate the lines of the Southern Railway. The company had at that time 350 miles of line opened to traffic and was paying dividends of 8 per cent. The chairman of the London board, Frank Parish, came out to Buenos Aires in August, 1881, and after lengthy negotiations with the provincial government succeeded in entering into a Fig. 8.—Interior oi chair car, Buenos Aires Great Southern Railway contract by which the Government agreed not to exercise the right of expropriation before May, 1902. Upon the return of the chairman to London the ordinary capital of the company was increased from £2,000,000 to £3,000,000, and the debenture stock from £1,000,000 to £2,000,000. The following results of operation of the Southern Railway at that time are interesting, as they show such a striking contrast to the other guaranteed railways which were operating with large deficits:BUENOS AIRES GREAT SOUTHERN RAILWAY 59 Items 1880 1881 Miles open... 270 £429,748 £164,155 390,427 75, 608 8 350 £463,528 £192,046 571,831 187, 640 8 Gross receipts. Operating expenses _ _ Passengers carried number. _ Animals carried .load.. Dividend per cent.. The Boca-Ensenada Railway, which has been incorporated into the Southern System, had its beginning in the Boca Railway opened as far as Tres Esquinas in 1865. The line was built by the American engineer, William Wheelwright, and was opened as far as Quilmes in 1872. In the same year the Buenos Aires & Ensenada Port Railway Co. (Ltd.), an English company, was formed to take over the lines as constructed from the customhouse in Buenos Aires to Quilmes, and to complete the railway to Ensenada, which point at that time was believed to be the future deep-sea port of Buenos Aires. The line to Ensenada was completed in December 31, 1872. The port works at Ensenada were begun in 1883 by Lavalle, Medici y Cia. They were completed in January, 1889, and cost over 10,000,000 gold pesos. On July 25, 1898, the Southern Railway purchased the Ensenada Railway ior £1,729,300. The Ensenada & South Coast Railway, which has branches to Magdalena, Atalaya, and Pipinas, was also taken over, and is operated by the Southern Railway under a working agreement. The first section of this line had been built in 1892. The total length is 108 miles. The Southern Railway was opened as far as Tandil in August, 1883, and to the port of Bahia Blanca on May 7, 1884. The year previous the company obtained a concession for a dock at this point. This dock was 200 meters long and 22 meters wide, with four tracks and equipped with eight hydraulic cranes. Its cost was £10,000, and it was the finest dock in the Republic at that time. It was finished in 1885. On May 26, 1886, the line to Mar del Plata was opened, making the total extent of the system 825 miles. The capital of the company at that time was £8,000,000, held by about 400 shareholders. The railway from Tandil to the Movediza stone quarries was built under a concession granted on December 29, 1886, to Abelardo Maderni y Cia. It was purchased by the Southern Railway in 1888. The Temperley-Canuelas Branch, with a length of 30 miles, was bought from the provincial government by Alexander Henderson in February, 1890, foi* the sum of 780,000 gold pesos, and was at once transferred to the Southern Railway. At the end of the year 1892 the Southern System comprised 1,395 miles of line, capitalized at £15,532,930. In July, 1895, the Government asked the Southern Railway if it were willing to undertake the construction of a line from Bahia Blanca to Neuquen. The company pointed out that the studies made did not indicate that such a line would pay, but that it would build the railway if substantial aid was given. A contract was finally entered into and approved by law of March 16, 1896, under the terms of which the Government gave all the land free for the line and stations. The company was authorized to construct docks and warehouses at Bahia Blanca, and a guaranty of 755,000 gold pesos was granted, to be paid off in 10 years. The fine was completed to Neuquen in May,60 RAILWAYS OF ARGENTINA. 1899. A Government irrigation project was later carried out in the upper valley of the Rio Negro, and the discovery of oil in the Territory of Neuquen justified the existence of this line. At the end of 1899 the Southern Railway has 2,290 miles of line and a capital of £21,012,230. The rapid expansion of Bahia Blanca called for increased dock space, and it was therefore decided to build new extensions to the existing dock. An emergency mole with berths for three steamers and having a depth of 23 feet at low water was also planned. The emergency mole and the first section of the new dock were opened to service in 1901. The railway between the town of Bahia Blanca and the docks at Ingeniero White was double tracked in 1902, and during the same year electric grain conveyers were installed on the docks. The docks at Ingeniero White were designed to receive vessels drawing 27 feet. In 1905 a total of 876,000 tons of grains were handled at Ingeniero White as compared with only 273,000 in 1902, and an additional mole 500 meters long was authorized in that year, together with a large grain elevator. On April 20, 1898, the London board of the railway authorized the cooperation of the company with the Buenos Aires Southern Dock Co. for the purpose of financing and constructing the South Dock at Buenos Aires. It was constructed under the supervision of the Southern’s chief engineer. The concession for this dock, which was built along the Riachuelo to General Mitre Station, was granted in 1888 to Paul Angulo & Co., and was finally transferred to the Buenos Aires Southern Dock Co. (Ltd.) in 1898. The capital of the latter company was a million pounds sterling. The South Dock was opened on January 5,1905, and proved highly successful. During the first year’s operation the net profit was £11,172, which* was increased to £20,182 for the year 1907. On January 1, 1921, the Southern Railway took over from the Pacific Railway the concession for the branch of the Bahia Blanca Northwestern extending from Bahia Blanca to Stroeder, a distance of 109 miles, and on April 19, 1922, opened up an extension of this line from Stroeder to Patagones, a distance of 58 miles. Arrangements were undertaken for the transfer of the entire system of the Bahia Blanca Northwestern, which were finally approved by the Argentine Government, and the transfer to the Southern was effected as of October 31, 1924. This pushes the zone of influence of the Southern System westward into the Territory of La Pampa and places the other important grain export port at Bahia Blanca, Puerto Galvan, under its control. The Bahia Blanca Northwestern Railway has 764 miles of line and also controls the wool market and electric tramway system of the city of Bahia Blanca. This railway will be treated in this report with the Buenos Aires Pacific Railway, as its operations were combined with those of the latter company throughout the year 1924. Throughout its early life the Southern Railway was considered as a model of railway efficiency and progress, and has always held a high reputation for good management. In 1873, Frank Parish, son of Sir Woodbine Parish, was elected to the London board, and he was appointed deputy chairman in 1876. Two years later he was made chairman of the board, and continued in this post until his death in 1906. During the years 1891 to 1895 the dividend paidBUENOS AIRES GREAT SOUTHERN RAILWAY 61 by the company was 5 per cent. In 1896 it was per cent, in 1897 it was increased to b% per cent, and in 1898 and 1899 to 6 per cent. After that year the dividends paid were 7 per cent until 1914. They then dropped off to 4 and 5 per cent during the war years, but returned to 7 per cent in 1923. The progress and results of operation of the railway since 1900 can be seen from the following table: Items Mileage_______________________________________ Capital. ...--i____________________gold pesos.. Gross receipts_________________________do_____ Expenses_______________________________do_____ Profits________________________________do_____ Receipts for passenger traffic_________do_____ Receipts for freight traffic___________do_____ Passengers transported: First class_____________________number.. Second class_______________________do_____ Total_________________________do_____ Total passenger miles_________________________ Average miles per passenger___________________ Freight cars________________________number _ _ Cattle cars____________________________do_____ Total capacity_________________________tons.. Agricultural products moved____________do_____ Livestock products moved_______________do_____ Total of all freight moved_____________do_____ Total ton-miles_______________________________ Average miles per ton.. ______________________ 1900 1910 1913 i 1923 2,287 112,474,000 11,299, 344 6,107,182 5,192,162 3,008,825 7,032,377 3,091 204,284, 000 24,042, 592 12, 893, 292 11,149, 300 7, 768, 052 13,058, 910 3, 714 237,687, 000 30, 627, 992 17, 724,861 12,903,131 9, 608, 531 16,834, 518 3,974 275,814, 993 48, 317,875 29, 952, 533 18, 365, 321 13, 322,802 27, 316, 447 2,993,107 2, 810, 582 8, 938, 284 11, 457, 098 12, 692,839 15, 282,441 17,466,876 21, 611,132 5,803,689 20, 395, 382 27,975,280 43,016, 622 154, 985,454 27 7,844 863 88,292 745, 270 324,990 2, 521, 094 299,826,835 119 397, 969, 092 19 10,951 1, 310 260,483 1,878, 761 798, 389 6, 596,667 691,604, 595 105 506, 483,253 18 12,684 1, 371 334, 230 3,160, 059 947, 534 9,610, 775 990,305, 595 103 672, 225, 624 16 13, 387 1, 362 2,829,176 963,489 6, 387,191 700,829, 548 129 i Year ended June 30. PRESENT STATUS OF THE RAILWAY The chairman of the London board of the Southern Railway is H. C. Allen, and the consulting engineers are Livesey, Son & Henderson. The London offices of the company are at the River Plate House, Finsbury Circus, London, E. C. 2. The London secretary is Lieut. Col. R. T. Harper. The Argentine offices are at Constitución Station, Buenos Aires. The operating officials in Argentina are as follows : Manager, J. M. Eddy. Assistant manager, R. Stuart. Chief of traffic, A. MacKintosh. Chief engineer, R. G. Garrow. Chief mechanical engineer and chief of traction, P. C. Saccaggio. Superintendent of stores, L. J. Boyer. Chief accountant, J. J. Waite. Most purchases are made through the London office. Small supplies are purchased locally through L. J. Boyer, superintendent of stores, Remedios de Escalada, F. C. S., Argentina. The outstanding stock of the Buenos Aires Great Southern Railway is as follows : 4 per cent debentures_____:______________________£15, 605, 797 4J^ per cent debentures account Saladillo branch_ 1, 032, 930 4J^ per cent Western annuity, Brandzen branch____ 242, 600 4 per cent sterling bond, account Patagones branch— 753, 870 5 per cent preferred stock_______________________ 8, 000, 000 Common___________________________________________ 29, 090, 000 Total_______________________________________ 54, 725, 19762 RAILWAYS ÖF ARGENTINA During the early years of the railroad the stock sold at prices considerably above par, reaching 210 in 1889. During the Great War the prices for common stock dropped to as low as 70 in 1918. The quotation in December, 1924, was 87. The company is claimed to have more than 100,000 stockholders on its books. The receipts and expenses for the financial year 1923, as compared with the year 1913, were as follows: Items 1913 1923 Items 1913 1923 RECEIPTS Passengers Parcels and baggage Special trains Freight — Livestock Telegrams Warehouse rents Miscellaneous- Total receipts £1,968,759 420, 235 15,004 3,269, 218 454,285 24, 201 62,940 354, 703 6,569,345 £2,643,413 851,334 11, 589 4,539,679 880,250 30,922 130, 233 499,460 9,586,880 EXPENDITURES Permanent way and works. Locomotive maintenance __ Coach maintenance Freight-car maintenance— Locomotive running Vehicle running Traffic expenses General charges Miscellaneous expenses Mitre law tax— Total expenditures- £740,206 206,119 130,996 205,988 1,021,856 31,520 794,836 174,832 314,353 78,290 3, 698,996 £983,895 445, 546 270,876 261, 654 1, 630,500 54,347 1,478, 658 313,408 393,633 110,450 5, 942,967 Operating expenses, which rose greatly during the war, have been decreasing and showed an improvement during 1923. The ratio of expenditure to gross receipts was only 62 per cent in 1923 as compared with 74 per cent for the previous year and 84 per cent for 1922. The fuel bill, which is the largest single item of running expenses, was reduced to £733,341 for the year 1923, or 32 per cent less than for the previous year. General wage increases were voluntarily granted in 1920 and in 1921 to meet the increased cost of living. The system was free from any serious labor troubles during 1923, and the general efficiency was increased. An advance of 15 per cent in the total traffic was handled with only a 5 per cent increase in train-miles. The following statistical table of data from 1910 to 1924 shows the effects of the difficult position of the railroad during the war years and the subsequent complete recovery. Total receipts Divi- dend Receipts per— Per mile of line Years Profit Pas- senger Train- mile Ton of freight Receipts Pas- senger Freight 1913 £6,569,345 £2,870, 349 Per cent 7 Dollars 0.35 Dollars 3. 20 Dollars 2.03 Dollars 8,877. 50 Number 7,747 Tons 2,488 ‘1914... 5,464, 588 2,264,495 5 .32 2.70 2.20 7,176.48 7,549 1, 756 1915 4, 941, 627 1, 954,889 4 .32 2.82 2.19 6,302.40 6,198 1,567 1916 5, 549,140 2,384,164 4è .35 3. 01 2.56 7,024. 22 5,971 1,547 1917- - 5, 734,141 2,060, 567 4 .35 3.14 2.70 7, 258. 40 5.842 1, 565 1918 —- 5,838,441 1,391, 742 1, 616, 352 2 .43 3.51 3.20 7,390,44 4,998 1,307 1919— 7, 332, 289 3 .41 4.03 3.20 9,481. 38 6,228 1,663 1920- 9, 539, 786 8, 732, 527 2, 938,813 7 .40 4. 90 3. 55 12,075. 68 7,348 2,033 1921- 1,368, 254 4 .38 4.42 3. 91 10,895. 80 8,129 1,553 1922 8,419,836 2,160, 273 4 .36 4.43 4.16 10,357. 56 8,231 1,387 1923- 9,586,880 3,643,913 7 .30 4.83 4.08 11,665.86 10,905 1,620 The gross receipts for the year ended June 30, 1924, were £10,-859,175, and the expenditures for the year were £6,562,843, leaving a profit of £4,296,332. The increase in gross receipts over the previ-BUENOS AIRES GREAT SOUTHERN RAILWAY 63 ous year amounted to 13.86 per cent, while the increase in expenditures amounted to only 10.43 per cent. The working ratio, as compared with the previous year, decreased from 62 to 60.4 per cent. The freight traffic showed an increase of 20 per cent over the year 1923, and there was an increase of more than 10 per cent in the number of passengers carried. The prospects for the year 1924-25 were excellent, the gross receipts for the first quarter being 23 per cent higher than for the same period of the year 1923-24. At the end of the financial year 1923-24 the Buenos Aires Great Southern Railway announced a program of extension and improvements which would call for the expenditure of $1,000,000. The new lines projected are: 1. From Azui through Juan E. Barra to the Tres Arroyas Line near Dorrego, about 300 kilometers in length. 2. Prolongation of the Tandil-Napaleofu line to Loberia. 3. Branch to the town of San Vicente. In addition to the above new lines the company is planning improvements such as ballasting, renewing of bridge, four-tracking the suburban line to San Vicente, and the construction of a fine new terminal station in Buenos Aires. This work is planned to be completed within a period of five years. FREIGHT AND PASSENGER TRAFFIC The Southern Railway has direct access to all of the chief coastal ports of Argentina, and the principal traffic of its lines consists of cereals, wool, and livestock destined ultimately for export. The pampas over which the greater part of the lines are laid is a flat plain offering admirable traffic conditions. This plain is broken only by one range of low hills crossing diagonally the center of the Province of Buenos Aires. These hills form an important center of stone quarries and lime kilns, and there is an American cement plant having a capacity of 2,500 barrels of cement daily. In the southeastern section of the Province of Buenos Aires this railway serves a large potato-growing district which produces more than 250,000 tons of potatoes annually. A part of the valley of the Rio Negro below Neuquen is under irrigation, and this section now produces quantities of fruits and wines. The annual production of wine from this region alone is about 4,000,000 liters. Both the passenger and freight traffic of the Southern system have more than kept pace with the increase in mileage. The population of the region of influence of the railroad has increased rapidly, and the intensity of the agricultural and livestock industries along the lines has also increased. The bulk of the freight traffic of the system consists of livestock and cereals. The principal packing plants are located at the northern termini of the lines, and a heavy movement of livestock northward results. The movement of cereals destined for export also centers into the same ports, while the chief direction of the movement of general merchandise is in the opposite direction. During 1923 the receipts from the transport of cereals and general freight equalled 47.5 per cent of the total gross receipts. Passenger receipts amounted to 27.5 per cent, livestock 9.1, parcels expressFia. 9—Locomotive (shunting) taking oil Inri, Buenos Aires Great Southern RailwayBUENOS AIRES GREAT SOUTHERN RAILWAY 65 8.9, and miscellaneous receipts 7. Of the passenger receipts 52.3 per cent was derived from first-class single tickets, while 31.5 per cent came from second-class single tickets. The first and second class .commutation tickets made up 8.7 and 6.3 per cent of the receipts, respectively. The passenger traffic and freight movement for the year 1923, as compared with the year 1913, were as follows: Items PASSENGER TRAFFIC First-class tickets_____ Second-class tickets____ First-class commutation (average 70 trips monthly) Second-class commutation (average 70 trips monthly)______________ Employees and Government tickets____________ Total_____________ FREIGHT MOVEMENT General merchandise..... Special freight......... Wool____________________ Hides and skins_________ Wheat___________________ Corn.................... 1913 1923 Number 5,889,221 8, 534,411 Number 5,313,807 8,964, 558 6,219,147 13,834,637 6,396,793 14,298,787 415,146 604,833 27,454, 719 43,016,622 Metric tons 1,317,546 355, 678 87, 358 27,438 1,744, 572 997,182 Metric tons 1,251, 221 176,032 83; 658 37,171 l, 308,007 336,935 Items 1913 1923 FREIGHT MOVEMENT— continued Metric tons Metric tons Barley 41,674 122,266 Oats 836,856 463,677 Linseed 44,665 50,198 Hay 81,796 116,049 Potatoes 226,417 313,266 Flour 98,497 118,778 Stone 810,174 173,197 Lime 111, 629 67,706 Posts... 22,681 7,417 Coal.. Firewood 266,505 115,146 114,468 132,368 Shell ballast and sand 426, 073 Brick 135,133 89,608 Salt Coal and material of the 30,655 42,985 Western 169,741 130,622 Government supplies 145,488 172,927 Total 7,977,663 5,423,702 In addition to the above freight traffic the following livestock was carried over the lines of the company; for the computation of tonnage the weights of animals are taken as 400 kilos for horses, 50 for sheep, 500 for cattle, and 100 kilos for hogs (1 kilo = 2.2046 pounds) : Livestock 1913 1923 Horses.. Number 47,056 1,252,251 5, 207,795 55,849 Number 30,547 1,494, 713 5,016,890 318,449 Cattle ... . Sheep.., . Hogs* _ The following table gives an analysis of the results of operation for the year 1923 as compared with the year before the war: Items 1913 1923 Percentage of expenditures to receipts. _ 56. 31 61.99 Train-miles run. _ 9,874,898 5s. 9. 76d. 9,546, 240 7s. 7.61d. Net profit per train-mile Net profit per vehicle mile _ _ __l 2. 52d. 3.35d. Number of passenger trains _ . _ _. 191,204 Is. 5. 21d. 195,814 Is. 2.75d. Average receipts per passenger _ Number of passengers per mile of line . 7,747 8s. 5. 35d. 10,905 16s. 11. 65d. Receipts per ton of goods and livestock __ _ Number of passenger miles 518,000,922 18.87 672,225,624 15.6 Average miles per passenger Receipts per passenger mile 0.912d. 0.943d. Tons of goods carried 1 mile ._ 837,122, 730 104.93 700,829,548 129.22 Average miles per ton of goods __ _ ... Receipts per ton-mile of goods 0. 937d. 1. 597d. Number of passenger car-miles 84,123,159 207,785,459 93,191,084 185,773,666 Number of freight car-miles _ _ 66 RAILWAYS OF ARGENTINA MECHANICAL DEPARTMENT ROLLING STOCK Previous to the war the Southern Railway increased the number and efficiency of its rolling stock regularly, but during and immediately following the war very little new equipment was added and the rolling stock was allowed to deteriorate because of the difficulty of obtaining imported materials. But there has been under way, during the past two years, a program of improvement and expansion which is bringing the system back to its former efficiency. The requirements of freight traffic have greatly increased and are being met by an extensive acquisition of new cars. Fig. 10.—Rail and fishplates used on Buenos Aires Great Southern Railway; 42.16 kilos per meter Standard types of rolling stock are being adopted wherever possible, and in some cases agreements have been reached with other British lilies as to uniform standard types of cars. The company has adopted a standard all-steel freight car in 20 and 40 ton sizes. All passenger coaches and baggage cars for this railway are built in the workshops of the company at Remedios de Escalada, but the steel freight cars are brought out from abroad to be erected in the shops. The English “Stone” system of electric coach lighting is employed entirely on the Southern Railway. The few acetylene sets remaining are being replaced by the electric system. The voltage of the lamps is 24 (16 in baggage, postal, and milk cars). Vacuum brakes are employed on passenger and fast-freight rolling stock, but the hand brake is used on Qrdinary freight cars. TheBUENOS AIRES GREAT SOUTHERN RAILWAY 67 0.323 1.0 73 -JlOM)5^£4^ (n TIES PER rail) DISTRIBUTION OF HARD WOOD TIES (¡6 TIES PM PAIL) O.SOŸ DISTRIBUTION OF STEEL TIES Fig. 13— Distribution of ties, Buenos Aires Great Southern Railway; rail 42.16 kilos per meter (85 pounds per yard) WASHER Fig. 12.—Bolt, nut, spike, and washer, Buenos Aires Great Southern Railway68 RAILWAYS OF ARGENTINA screw coupler is the standard for the Southern the same as for the other wide-gauge lines, and the link couplers in use are being replaced. The height of the draw bar above the rail is. 3 feet 4 inches, and the distance between bumper centers is 6 feet 5 inches. Fig. 13.—Fishplates, Buenos Aires Great Southern Railway; rail 42.16 kilos per meter RAIL F/SH PLATE ON HARD WOOD T/ES Fig. 14.—Fishplates, Buenos Aires Great Southern Railway; rail 42.16 kilos per meterBÜEJSTOS AIRES GREAT SOUTHERN RAILWAY 69 The rolling stock in operation at the middle of the year 1924 was as follows: LOCOMOTIVES Type Number Wheel Locomotive weight, in tons arrange- ment In service Empty Passenger, tank - 12 4-4-2 53.1 45.5 Passenger, with tender 5 4-2-2 38.1 34.8 Do__ 1 20 4-4-0 38.1 35.1 Do 23 4-4-0 40.1 35.2 Do 25 4-4-0 41.1 38.2 Do 15 4-4-0 34.8 30.1 Do 6 4-4-0 40.5 36.0 Freight, with tender _ 28 2-6-0 42.7 38.1 Do_' 37 2-6-0 43.6 39.1 Passenger, with tender. __ __ 28 2-6-0 48.0 44.2 Do._ 1 . 1 2-6-0 53.1 49,2 Do 21 2-6-0 52.1 48.1 Passenger, tank _ __ _ 34 2-6-2 73.2 60.7 Do 41 2-6-2 76.1 60.1 Do 27 2-6-4 97.9 79.9 Freight, with tender _ 30 2-8-0 96.3 73.2 Do.' 30 2-8-0 101.1 73.2 DO : 60 2-8-0 104.1 77.1 Passenger, with tender. _ __ _ 46 4-6-0 97.1 74.1 Do“..'. 68 4-6-0 106.1 79.9 Do 32 4-6-0 110.2 82.1 Do - 9 4-6-0 114.1 83.2 Freight, with tender __ __ 10 4-6-0 86.1 67.7 Passenger, with tender 20 4-6-0 112.4 83.9 Shunting, tank. 5 4-4-2 54.1 42.8 Do.~ 1 0-6-0 37.1 30.7 Do 1 0-4-0 18.1 Do 10 0-4-0 13.6 11.2 Do 3 0-8-0 42.2 34.2 Do 18 2-6-2 51.1 45.1 Do 10 2-6-2 61.6 50.1 Do 10 2-6-2 72.1 56.1 Do 11 0-6-2 47.1 39.1 PASSENGER ROLLING STOCK Type Number Axles (number) Capacity (seats) Beds First Second Passenger ears _ 81 4 88-96 Do--- - 6 6 84 Do - 186 4 68-84 Do . 14 6 64 Do . - 26 4 50-54 Do . 6 6 30 Do _ - 69 4 126 Do . - 32 4 106 Do - 56 4 91-96 Do _ 36 4 88 Do - 140 4 76-85 Do. - 12 3 56 Do - - - 10 4 60 30 Do 10 6 39 26 Do - - 1 4 34 6 Do - 4 4 34 20 Do - 105 4 33 22 Do 2 4 22 8 Dining cars - - - 1 6 72 Do _ 20 6 56 Do 12 6 40 Do _ 13 4 32 Motor ooaehes 3 4 52 70 RAILWAYS OR ARGENTINA FREIGHT EQUIPMENT Type Total number in service Axles (number) Weight, in tons Capacity, in tons Box cars. * * 2,323 457 4 15.7-16.5 45.0 Do 4 15.4 35.0 Do.. -- - - 149 4 15.0 40.0 Do ----- 9 4 13.2 25.0 Do— - -. 12 4 12.7 16.0 Do 2,000 673 2 10. 9-11.4 20.0 Do - 2 6.9 9.0 Do 417 2 6.2 10.0 Cattle cars. 21 4 19.9 10.0 Do- 1,221 4 14.4-16. 6 15.0 Do 1 4 14.4 10.0 Do-._- 2 2 7.7 5.0 Do 117 4 13.1 15.0 Oil tank cars. - 9 4 21.0 32.0 Do i 61 4 20. 5 38.0 Do 4 4 19.2 21.0 Do 3 3 10.4 14.7 Do 12 2 10.3 8.0 Do. 3 4 10.3 16. 5 Flat and half-box___ __ 1,759 4 15. 6 45.0 Do 499 4 12.5 35.0 Do 994 4 13 1 40.0 Do 2 4 11.7 30.0 Do - 158 4 10.3-11. 7 25.0 Do 180 4 14.3 45.0 Do 237 2 5.9 12.0 Do 448 2 5.6 10.0 Do 45 2 5.6 9.0 Do — 23 2 5.6 8.0 Do 41 2 5.5 9.0 Do-. - 28 2 5.5 8.0 Do 22 3 7.5 12.0 Do 420 2 5.5 10.0 Do 22 2 5.4 8.0 Do 223 2 4.9 10.0 Do 2 2 4.9 8.0 Do - 50 2 4.5 10.0 Mail cars 6 4 28.8 10.0 Do 7 4 35.3 15.0 Baggage cars 62 4 20.0 ' “Do. 135 4 15.0 Do 72 4 10.0 Do— 1 3 9.5 Do - 346 2 5.0 Do 50 3 5.0 Refrigerator cars 20 4 19.6 40.0 Do 20 4 18.9 20.0 Do 17 4 17.4 11.5 Do— — — 4 4 15.3 16.0 Note.—In addition to the above, there are the following service cars: 63 tank cars for water, 7 tank cars for petroleum, 340 ballast cars, 20 crane cars of capacity from 10 to 35 tons, 15 miscellaneous service cars. RÉSUMÉ OF ROLLING STOCK Classes Number Classes Number Locomotives 697 Oil tank cars 92 TT'lfit; anil half-hnY 5,153 Passengei cars 796 Mail cars — _ 13 Dining cars - 46 Baggage cars _ 666 Motor coaches __ _ 3 Refrigerator cars _ 61 Total passenger stock _ 845 Total freight stock 13,387 Box cars - - 6,040 Service cars 445 Cattle cars__ — 1, 362 BUENOS AIRES GREAT SOUTHERN RAILWAY 71 Important additions to the rolling-stock equipment of this railway are now under way, as is indicated in the following item which appeared in the Review of the River Plate June 26, 1925: The Buenos Aires Great Southern Railway Co., in addition to carrying out extensive and costly improvement works at the terminal station of Plaza Constitución and in its suburban zone, has also been giving attention to the increase and renovation of its rolling stock. It is at present constructing 200 first and second class passenger coaches to be utilized on the lines of greatest traffic. It has likewise acquired 90 new locomotives, of which 25 are for local traction, 35 for goods trains, and 30 for shunting. It is also constructing 1,000 goods wagons—most of them of 40-ton capacity—and before the end of the current year it expects to have another 1,000 completed. The lines in the vicinity of Bahia Blanca are being renovated, with rails and sleepers adequate for the heavier trains now running. The line between Merlo and Lobos is also being renovated. The company also intends to increase very considerably its present equipment of first-class sleeping and restaurant cars, and it has recently constructed 700 new cattle wagons. A new type of locomotive for long-distance passenger traffic is being evolved. All this apart from the projected extensions of the system which are still awaiting the sanction of Congress. It should be noted that the freight cars (“goods wagons”) men: tioned in the above item as being “constructed” in Argentina are only being erected there. They are all steel cars built in Birmingham and Glasgow and shipped out knocked down. The new passenger coaches are actually being constructed in the shops of the company near Buenos Aires. REPAIR SHOPS The repair shops of the Southern Railway are among the most important of the Argentine railroad shops. They are located at Remedios de Escalada, 7 miles from the Plaza Constitución Station in Buenos Aires. The total area of the shops and warehouses under cover is approximately 20 acres, and the number of employees reaches 2,700. The shops are primarily for repair work, but they are mechanically equipped to make every part of a locomotive or car. All of the passenger and baggage coaches are now built in the shops, and all parts pertaining to locomotives have been made with the exception of the boiler shell and the cast steel parts. As these shops are the largest in South America a fuller description of them will be given here than for those of other lines. The shops and foundry are housed in brick buildings and are served with traveling cranes of 3, 5, 10, and 15 ton capacity. All machinery is electrically driven either by individual motor or by group drive. The equipment is largely of British manufacture, although a few machines are American or Continental. Because of the fact that the shops have been increased gradually over a period of years, the arrangement is not thoroughly modern, but, as the existing shop capacity is already inadequate to meet the requirements, additional shop capacity and a reorganization are under consideration. The foundry consists of the one large bay with several smaller additions. It is served by three 5-ton traveling cranes and five hand cranes. It produces grey iron castings of all descriptions, including such articles as brake shoes and heavy cylinders. Both hand and machine molding is employed, and all patterns and cores are made in the shops. The cupola has a capacity of about 5 tons of iron an hour, and the present monthly run is approximately 20072 RAILWAYS OF ARGENTINA tons. The furnace charge is usually made up of 70 per cent scrap iron and 30 per cent new pig iron. The usual heavy castings do not exceed a weight of 4 tons, but larger castings can be made if required. The foundry is equipped with one oil and nine coke brass furnaces, and the monthly brass output is about 45 tons. The foundry output in castings for the year ended June 30, 1923, was: Grey iron, 4,362,500 pounds; brass, 998,700; copper, 26,070; white metal, 117,450; lead, 38,150; phosphor bronze, 1,914; and zinc, 317 pounds. The shops proper comprise locomotive erecting shops, boiler shops, machine bays, forge shop, heat treating room, sawmill, car shops, millwright shop, and paint shop. Compressed air is piped throughout the plant. In the forge shop an underground piping system supplies fuel oil to all of the furnaces. The repair of steel boiler tubes calls for a large use of oxyacetylene welding, and a generating plant is installed to give a production of 14 cubic meters of oxygen gas per hour. The number of machines in the locomotive section is 314, in the car sections 185, and in the maintenance-of-way section 52, making a total of 551 machines. The maximum capacities of machines are as follows: Largest boring mill, 36 inches. Largest center lathe, 20 inches. Largest planes, 22 feet 6 inches. Largest wheel lathe, 7 feet 6 inches. Largest steam hammer, 30 hundredweight. The present extent of the locomotive repair work is 20 locomotives a month for general repairs. From 4 to 6 light repairs are classified as general repairs. A total of 294 locomotives passed through the shops for repairs during 1923. During the year work was also carried on in the conversion of coal burners to oil, changing to superheat, and in some cases converting cross compounds to simple engines. The following table of the repairs to cars during the year 1923 illustrates the extent of this part of the shopwork: Type General repairs Light repairs; varnished Light repaint Coaches 389 21 439 Baggage cars_ _ _ _ 42 2 320 Horse cars - 9 7 Official cars 4 5 2 Freight cars - 918 2,393 49 Service cars 24 In addition, more than 700 vehicles were removed from service and dismantled during 1923, and the work of erection of new freight cars was continuous. The shops are also building one or two complete new coaches a month, for which all parts are made except the wheels, axles, and springs. Nearly 10,000 “store orders” were executed in the shops during the year.BUENOS AIRES GREAT SOUTHERN RAILWAY 73 RIGHT OF WAY The gauge of the Southern Railway is 5 feet 6 inches, and the gauge of the agricultural light railway which the company operates in the southeastern part of the Province of Buenos Aires is 60 centimeters. The line to La Plata is double-tracked, and the suburban section on the Temperly line as far as San Vicente is four-tracked. With the exception of the one branch line to Neuquen the entire system of the Southern Railway lies within the flat pampa region where grades are very light. Seven of the main lines cross the low Fig. 15.—Rail used on Buenos Aires Great Southern Railway; 28.77 kilos per meter (58 pounds per yard) range of hills in the center of the Province of Buenos Aires, but the height of the rail above sea level exceeds 300 meters only at a few points. On the Neuquen Branch the line follows the river valley, and is quite level until the town of Neuquen is passed on the edge of the Andean slopes. The line then rises from an altitude of 152 meters above sea level at Neuquen to an altitude of 1,012 meters at the Zap ala terminus, a distance of 175 miles from Neuquen. The total length of line is 3,948 miles, in addition to which there are 780 miles of sidings and shunting yards. Stations are provided with one main siding of from 500 to 950 meters in length. Most stations have, in addition, one or more Auxiliary shunting sidings 76236°—26----674 RAILWAYS OF ARGENTINA Fig. 16.—Bail used on Buenos Aires Great Southern Pailway; 34.72 kilos per meter (70 pounds per yard) 0J27BUENOS AiilES GREAT SOUTHERN RAILWAY 75 or freight yards. The most important shunting yards are at the following points: Station Sidings, kilometers Sola (Buenos Aires)_________________ Casa Amarilla (Buenos Aires)________ Central Dock (Buenos Aires)_________ Kilometer 5 (Buenos Aires)__________ Escalada (shops)____________________ Port Ingeniero White (Bahia Bianca) Bahia Bianca________________________ Tolosa__________-___________________ 15. 4 12. 3 31. 5 60. 6 41. 3 89. 4 13. 9 23. 9 Fig. 17.—Rail used on Buenos Aires Great Southern Railway; 36.11 kilos per meter (74 pounds per yard) Sixty-seven per cent of the track is laid with 100 and 85 pound rails, 22 per cent with 74-pound rails, and 11 per cent with 70 and 58 pound rails. The sections having 58 and 70 pound rails are being replaced gradually with 75, 85, and 100 pound rails. There are 631 miles of line ballasted with rock and 540 miles ballasted with small shell.76 RAILWAYS OF ARGENTINA Native hardwood sleepers are used. With the 100-pound rail the spacing of sleepers is from 0.677 to 0.813 meter center to center. With 85-pound rails the spacing varies from 0.716 to 0.813 meter. The usual number of sleepers per kilometer, therefore, varies from 1,230 to 1,477. The maximum grade is 1.25 per cent and is located on the Neuquen-to-Zapala line. The minimum curve radius is 250 meters. Semaphore signals are used on the lines. The installation at Constitución Station is low-pressure pneumatic, and 180 levers are operated from one signal house. Coal deposits are located at numerous points on the system. The total storage capacity of these deposits is 238,645 tons. Fuel-oil tanks are also located at convenient points. The principal fuel deposits are as follows: Station Oil tanks Coal deposits: Capacity Number Capacity Port Ing. White __ . - 1 Cubic meters 9,400 295 Tons 26,000 Kilometer 1, Buenos Aires _ _ 2 Escalada (shops) __ ___ ___ __ 2 700 18,200 6,600 12,000 12,000 25 de Mayo. 1 270 Tolosa _ _ _ __ __ 1 295 01avarria__ ___ ... 1 170 Très Arroyos 1 127 5,600 4,100 1, 000 9,000 11, 600 10,000 7, 300 Burzaco 1 95 Darwin. 1 68 Mar del Piata 1 65 South Dock (Buenos Aires) Quilmes Neuquen The standard water tank is of steel plate construction. Cast-iron tanks are being erected to replace the small wooden vats. There are also a number of reinforced concrete tanks. The small tanks are filled by windmills, while pumps are used for filling at the larger stations. The maximum distance between watering stations is 20.5 miles. The total number of bridges on the system greater than 5 meters span is 1,640. The culverts of less than 5 meters span number 3,418. The bridge of maximum length is 350 meters, and is located over the Neuquen River on the Bahia Blanca-to-Zapala line. The maximum bridge span is 60 meters, employed on the bridge over the Colorado River on the Bahia Blanca-to-Patagones line. There are no tunnels on the lines. All stations are provided with covered sheds for the storage of general freight. The freight-shed, space at country stations is usually 130 to 250 square meters of floor area. In addition, the stations of any importance have cereal storage sheds, most of which are the property of the railway company. The freight station “Sola,” outside of Buenos Aires, is one of the most important depots of its kind in South America, and has covered freight sheds totaling 19,890 square meters of floor area. Stations are also provided with cattle corrals, most of which are from 600 to 1,000 square meters in area.BUENOS AIRES GREAT SOUTHERN RAILWAY 77 Eighty-ton freight-car scales are located at convenient stations along the lines. There are also some of 70 tons capacity and a few of 26 tons. Some stations are also provided with 15, T8, and 20 ton cart scales. Fig. 18.—Rail used on Buenos Aires Great Southern Railway; 42 17 kilos per meter (85 pounds per yard) AGRICULTURAL LIGHT RAILWAYS The agricultural light railways, or feeder lines, belonging to the Southern Railway, are located in the southeastern section of the Province of Buenos Aires, chiefly in the Balcarce potato region. They are Decauville lines of 60-centimeter gauge. The total length of the lines and sidings is 215 miles. The rolling stock of the agricultural light railways is as follows: 20-horsepower Simplex gasoline tractors____________________ 20 40-horsepower Simplex gasoline tractors____________________ 14 20-horsepower Montaña gasoline tractor______________________ 1 Hunslet steam locomotives_______________________________ 16 Koppel steam locomotives____________________________________ 3 45-horsepower Baldwin gasoline locomotives__________________ 2 5-ton traveling hand crane_______-_____________________ 1 33^-ton two-axle cars__:_______________________________ 200 5- ton Koppel bogie cars (former German war stock)_____ 64 6- ton Koppel bogie cars_______________________________ 62 1-ton light “ration” cars______________________________ 1, 022 1-ton hand trolleys-. _ _----------------------------- 99 6-ton bogie open cars--------------------------------- 217 6-ton bogie covered cars (German war stock)________________ 34 6-ton Hudson bogie cars (German war stock)---------------- 600 6-ton Hudson bogie flat cars (German war stock)------------ 3178 RAILWAYS' OF ARGENTINA Over 66,000 tons of freight traffic was handled by these Decauville lines during the year 1923, and they have been of great utility in the districts where road transportation is poor. Further extensions are planned. MARITIME DEPARTMENT The Southern Railway operates a maritime department which has charge of dredging and tug service at the several ports of the company, and also operates colliers from Great Britain. The department has offices at Cangallo 564, Buenos Aires, and is in charge of A. E. Jefferies, who also does the local buying for the company. The steamers operated as colliers by the Southern Railway are the Segura and the Zavala, each of 8,250 dead-weight tons. The port equipment is as follows: At Bahia Blanca: 2 large bucket dredgers, dredging to 32 feet and 42 feet, respectively. 1 pump—suction dredger—for reclaiming purposes, 21-inch discharge pipe. 2 steam hoppers of 450 tons burden. 5 powerful tugboats. A fleet of lighters. At Buenos Aires: A powerful bucket dredger, dredging to 32 feet. 1 suction pump dredger with 21-inch pipe line. 1 tugboat. 3 lighters of 800 tons. 3 mud barges of 100 tons. THE SOUTH DOCK AT BUENOS AIRES The South Dock, at the mouth of the Riachuelo River, opposite the South Basin of the port of Buenos Aires, is controlled and worked by the Southern Railway Co. The concession for the dock was originally given in 1888 to Paul Angulo y Cla., and was finally sold to the Buenos Aires Southern Dock Co. (Ltd.), in 1897. The capital of the company was fixed at £1,000,000, and in April, 1898, the London board of the Southern Railway was authorized to cooperate in the financing and construction. The Southern Railway agreed to subscribe for 4 per cent debenture stock to the extent of £600,000, but this was later increased to £1,000,000. The outstanding stock of the Buenos Aires Southern Dock Co. (Ltd.) amounts to £2,225,000, distributed as follows: Shares, £1,000,000 authorized, £700,000 issued; loans, £1,600,000 authorized, £1,600,000 issued, £75,000 redeemed. The South Dock was opened on January 5, 1905, and was operated at a profit from the beginning. The receipts and expenditures for the year ended June 30, 1924, were as follows: RECEIPTS Port dues _ £11, 737 Wharfage. 41, 439 Handling charges 1, 005 Storage. — 5, 669 Cranes and porterage 37, 944 Traction _ 35, 716 Sundries, rents, etc Toll for discharge by private 7, 901 appliances 41, 392 EXPENDITURES Operation__________________£33, 838 Maintenance________________ 26, 273 General charges____________ 27, 159 Insurance_________________ 218 Damage____________________ 578 Total______________ 88, 066 Profit— -.......... 94,737 Total 182, 803BUENOS AIRES' GREAT SOUTHERN RAILWAY 79 The number of ocean-going vessels berthed at the South Dock during the financial year 1924 was 458, with a net tonnage of 1,736,-494. The number of coasters and barges was 2,293, with a tonnage of 622,883. The receipts per ton of freight handled averaged 2s. 4.18d., and the net profit per ton was Is. 2.6d. The imports and exports through the port during 1924 were as follows: IMPORTS Tons Coal________________________ 539, 446 Petroleum products__________ 559, 123 Company materials____________ 31, 522 General goods-_______________ 20, 114 Timber_______________________ 14, 123 Stone, sand, ballast_________ 10, 636 Traffic within the dock___ 100, 876 Total_____________ 1,275,840 EXPORTS . Tons Grain and flour____________ 187, 048 Frozen meats________________ 51, 183 Quebracho and extract____ 31, 965 Wool_________________________ 2, 110 Butter_______________________ 1, 526 Hides and tallow_____________ 1, 728 General__________________ 2,407 Traffic within the dock__ 2, 994 Total______________ 280,961 The South Dock has 3,047 linear meters of wharf open, with a depth at low water of 25 feet. It has covered sheds for grain storage with a total capacity of 50,000 tons. Three of these storage sheds are equipped with conveyors capable of handling 360 tons of grain per hour. The docks are equipped with the following electric cranes: 1 of 30 tons capacity, 3 of 10, 4 of 5, 16 of 3, and 21 of 1}4 tons capacity. INGENIERO WHITE PORT The first direct steamer from Europe to the port of Bahia Blanca arrived there in September, 1882, with materials for the Southern Railway. The following year the railway obtained a concession for 10 years for a mole, which was completed in 1885. The prolonga-tion of the Southern system to Bahia Blanca had m the meantime been opened, on May 7, 1884. In 1901 a new steel mole was completed, with a depth of 23 feet at low water. The first regular steamship service to the port was inaugurated in 1903 with the arrival of one of the Pacific Steam Navigation Co.’s vessels. The export traffic of the port grew to such an extent that it was decided in 1905 to increase the dock facilities and construct grain elevators. Ingeniero White Port is about 5 miles south of the center of the city of Bahia Blanca. The main mole is built in “T” form, 100 feet wide, with 3,215 feet of available dockage. Ten ocean vessels can load at one time. The depth is variable, being from 25 to 30 feet. The total length of mole space in the port is 7,688 feet.. The two elevators are of structural steel frame covered with galvanized iron and provide for loading directly into the holds of vessels at both sides of the mole. Each elevator has 72 silos of hexagonal form, of 125 tons capacity each, accommodating a total of 9,000 tons of grain in bulk. At either side of each silo on the various floors of the building 5,000 tons of bagged grain can be handled by means of electric conveyors—making a total of 28,000 tons of grain as the capacity of the two elevators. Each elevator is fitted with 10 bucket conveyors of 150 tons per hour capacity each when delivering the grain in bulk to the silos. Ten cars can be discharged at one time into the grain hoppers.80 RAILWAYS OF ARGENTINA The belt conveyors on the high-level wooden mole have a capacity of 250 tons per hour. At this mole 7,000 tons of grain in bulk has been handled in an eight-hour day. This mole can also store up to 35,000 bags of grain. Fig. 19.—Rail used on Buenos Aires Great Southern Railway; 49.61 kilos per meter (100 pounds per yard) The steel mole is provided with 27 electric cranes of tons capacity, 1 of 30 tons, 2 of 3 tons, and 2 steam cranes of 3 tons capacity. The covered, sheds at the port represent a storage are^a of 47,482 square meters, and 30,275 tons of grains can be stored. There are 66 miles of tracks at the port and in the shunting yards. Cars on the moles are switched by means of 65 capstans and 9 transporters of 12, 15, and 25 horsepower. Electric current for operation isBUENOS AIRES GREAT SOUTHERN RAILWAY 81 generated at the company's power station at the port, the installation comprising two steam turbines of 1,000 kilowatts each, and a triple-expansion Brush generator of 500 kilowatts, as well as two similar generators of 300 and 150 kilowatts capacity. RIO SANTIAGO PORT The Southern Railway also operates a terminal port on the Rio Santiago, about 3 miles from the city of La Plata, the capital of the Province of Buenos Aires. The total wharf space is 1,300 linear meters, as follows : Depth Length Berths West Canal Feet 23 Meters 600 Vessels 6 River Santiago. 26 300 3 Central Canal ’ 26 400 3 The capacity of the public storage sheds at the port is as follows: Number Area Capacity, excluding track space Grain Inflammables ; 1 . Meters 28 by 80 55 by 90 55 by 100 55 by 110 55 by 90 16 by 112 15 by 84 16 by 100 10 by 20 5,988 12, 267 13, 677 15,087 12,267 2 3 4 6 7 , 5,016 3,657 4,476 600 8 9 10 - Sheds Nos. 1 to 5 are equipped with transporter belts capable of handling a total of 4,000 tons of grain in an eight-hour day. This port is the official port for the reception of inflammables and explosives. At this port also are located packing plants of the Armour and Swift companies. There are 10 cranes of 3 tons capacity each and 1 of 10 tons capacity. The cattle corrals at the dock hold 2,500 head of cattle, with shipping capacity of 400 animals per eight-hour day through two drives.BUENOS AIRES WESTERN RAILWAY (FERROCARRIL OESTE) The Buenos Aires Western Railway occupies a narrow zone of influence due west of Buenos Aires, reaching to the foothills of^ the Andes Mountains across an important grain and stockraising section of the Argentine pampas. On its western extremity it enters a flourishing irrigated vine and fruit district of the Andean Province of Mendoza. It is the oldest of all the Argentine railroads, and is primarily a freight-carrying road. Jointly with the Buenos Aires Great Southern Railway the Western Railway leases the Buenos Aires Midland Railway, which is a meter-gauge line lying between two main lines of these two broad-gauge railways. The outstanding stock of the Western Railway at the end of the financial year 1923 amounted to £32,059,953. The stock of the company is distributed as follows: Securities Unissued Issued 30,000, 5 per cent preference shares __ £300,000 2, 552,430 9,872, 203 17,347, 660 255,234, 4J^ per cent preference shares-- _ 4 per cent debentures _ __ Common stock __ 580,000 shares of common . £5,800,000 5 per cent provincial bonds, 1888 issue. _ 1,000,000 987, 750 5 per cent terminable, 1925, debentures. For a long period previous to the war the dividend paid on the company’s common stock was 7 per cent, but it dropped to 5 per cent for theyears 1914,1915, and 1916, then to 3 and 2 percent, respectively, for the two succeeding years. The 1920 dividend was 7 per cent, but this was followed by 4 per cent each for the years 1921 and 1922. Since that time the stock has paid 7 per cent annually. Previous to the war all of the Western stocks were at a high premium, but there was a general decline following the outbreak of the war. The quotations since the war can be judged from the following table: Securities January, 1918 January, 1922 January, 1923 January, 1924 October, 1924 4 per cent debentures 72 60 60 80 80 5 pp.r rent debentures _ 94 98 98 Preference._ 70 77 77 81 83 Common 71 55 79 72 79 Second preferred. 80 96 96 80 80 Government bonds 80 80 80 80 The home offices of the company are at the River Plate House, 10 Finsbury Circus, London, E. C. 2. The chairman of the London directorate is Sir Henry Bell and the secretary is Robert Graham. The consulting engineers in London are Livesey, Son & Henderson and for electrical work Mertz & Maclellanu 82BUENOS AIRES WESTERN RAILWAY 83 The Argentine offices of the company are located in the Plaza Once Station in Buenos Aires. The chairman of the local Argentine board is A. F. Lertora. The other officers in Argentina are as follows: General manager, Frank Foster. General secretary, E. C. Angel. Engineer in chief, A. M. Stewart. Chief mechanical engineer, A. W. Bannatyne. Electrical engineer, John Wilson. Traffic superintendent, B. L. Gwynn. Commercial superintendent, M. R. Blanch. Stores superintendent, E. H. Hood. Chief of transport, C. A. Roberts. Chief accountant, Jason Edwards. The principal purchases are made through the London office. Local purchases of small supplies are made by E. H. Hood, stores superintendent, Talleres del Oeste, Liniers, F. C. O., Argentina. HISTORY OF THE RAILWAY As already shown in the general chapter on the early history of the railroads, the Western Railway was the first one constructed in the Republic^ It was inaugurated on August 29, 1857, under a concession granted by the government of the Province of Buenos Aires for a railroad 24,000 varas in length (vara equals about 34 inches). From the very first the officials of this railway sought by advertising and cooperation to build up traffic on a sound commercial basis. The first traffic consisted largely of passengers on an excursion basis, but the company was eager for a freight business and began at once to rent grain bags to farmers in order to promote carriage by rail. Warehouses were also built at the terminals. In December of the opening year passenger fares were reduced and monthly tickets were introduced for commuters. Two passenger trains in each direction were run on working days and three on holidays. The receipts for the first four months of operation were 299,260 pesos from passengers and 12,366 pesos from freight. In April, 1860, the extension of the railway as far as Moron was opened to traffic, and later in the same year it was completed to Moreno. But the company was continually in financial difficulties, and in October, 1862, the government resolved to take over the line as of January 1, 1863. The returns for the line for October, 1862, were shown to be: Pgsos 31,923 passengers_____„________________________________215, 631 2,834 tons of freight___________________________________ 80, 627 Parcels________________________________________________ 29, 008 Total receipts____________________________________ 325, 266 Total expenses_____________________________________ 226, 464 Profit for month______________________________________ 98, 802 A government decree of December 26, 1862, therefore appointed a directing commission to take over the line and continue the extem sions. The railway was completed to Mercedes, a distance of 63 miles, in 1865, and to Chivilcoy in 1866. By 1871 the Western Railway had a total length of 145 miles, and during 1873 and 1874 extensions were carried from Once Station to Riachuelo and to Catalinas in the port of Buenos Aires.84 RAILWAYS OF ARGENTINA In 1882 the Western Railway was authorized by the provincial government to contract a loan for £2,049,180 at 6 per cent for the construction of branches to 9 de Julio, Pergamino, Saladillo, and Alvear; also for a line to San Nicolas to join the Central Argentine system. The Western Railway, with its rolling stock, was given in mortgage on the loan. The loan was obtained in London at par through Morton, Rose & Co. At the end of 1883 the total length of the Western Railway was 558 kilometers, and the rolling stock consisted of 39 locomotives, 77 passenger cars, 805 freight cars, and 23 baggage cars. The large terminal station in Buenos Aires was completed in 1883. The Western Railway, under the administration of the Province of Buenos Aires, showed a great activity from 1884 to 1887, but it was considered in London as a persistent borrower, and it owed in the latter year £4,000,000 borrowed on the security of the railroad with the unconditional guaranty of the Province. The total length of the railway in 1887 was 610 miles. In May, 1887, the governor of the Province criticized the administration of the railway and stated that £5,000,000 had been recklessly wasted in the extension. Some of the company’s land holdings were sold for 1,578,723 pesos in order to better the financial position, but the working expenses of the lines were so high that the Province decided to rid itself of the railroad. Sale of the railroad was authorized by law of September 23, 1889, and bids were called for March 18, 1890. By the terms of the tenders the government promised not to build any lines within 20 kilometers of either side of the railway. The branch from Temperley to Caquelas, which had a separate 3 per cent guaranty from the latter town, was sold to the Southern Railway for 780,000 gold pesos. The offer of Samuel B. Hale & Co. of 35,000,000 gold pesos for the rest of the lines was refused because of adverse public sentiment. A German syndicate sent out a commission of engineers who made a thorough study and offered £10,000,000 for the railway. An English syndicate immediately offered an additional £200,000 without looking over the line. The offer was accepted, and the railroad was sold to Henry G. Anderson on behalf of the London syndicate for 41,000,000 gold pesos. The contract was signed on April 23, 1890, and on May 17, 1890, the Buenos Aires Western Railway Co. (Ltd.) was formed in London to take over the operation. The total length of the railway as purchased was 656 miles. The first act of the new company was to sell about half of the property. The Merlo-Saladillo Line, 94 miles; was sold to the Southern Railway for £1,032,903. The lines from Lujan to Junin, and Pergamino to San Nicolas were leased to the Central Argentine Railway for £90,788 per year. The Ringuelet-Brandzen branch, 24.2 miles, was sold to the Ensenada Railway for £10,000 per mile. The total length of the Western Railway was reduced to 337 miles. Considerable money was spent by the new company in renewing tracks and bridges, and new extensions in tactical points were begun. The opening of the prolongation to To ay in 1897 brought the total length of line in service up to 600 miles. Ten years later, at the end of 1907, the railway had a length of 1,218 miles, with 208 miles additional under construction. The Western Railway has had an excellent management and has kept up a high state of maintenance inBUENOS AIRES WESTERN RAILWAY 85 addition to a policy of inprovement and extension. The electrification of its suburban service was inaugurated in 1923. The total length of line in operation at the end of the year 1924 was 1,882 miles. RESULTS OF OPERATION The operating results of the Western Railway since the year 1910 can be seen from the following table: Items 1900 1910 1913 1923 i Mileage 574 1,459 1,779 1,882 160,790, 064 Capital gold pesos.. 37, 814, 000 96,982,000 119,338, 000 Gross receipts. .do 3,965,919 11,914, 604 14, 088, 812 23,401,637 Expenses do____ 1,998,922 6, 496, 605 8, 031, 333 15,487, 502 Profits.__ ... ... do 1,966,997 5,417,999 6, 057, 479 7,914,136 Receipts from passenger traffic. do 1, 004,998 3,159, 659 3, 694, 977 4,818,230 Receipts from freight traffic do 2,570, 253 7, 551, 309 8, 793, 509 16,037,114 Passengers transported: First class. number _. 1,930, 282 4,191,975 6,687, 299 5,899, 089 Second class do____ 1,407, 241 3. 993,174 5, 233, 295 6,498, 237 Total _ do 3, 337, 523 8,185,149 11,920, 594 13, 397, 326 Total passenger-miles _ 49, 535,928 160,066,997 207,077,418 216,203, 225 Average miles per passenger 14.9 19.2 17.3 17 Freight cars ... _ . number __ 3, 501 7,139 7,828 6,282 Cattle cars _ __do 334 647 . 1,345 1,436 Total capacity ..tons.. 46,244 662, 507 230,623 1,420,835 303,401 1,842,452 Agricultural products moved._ do 1, 556,103 Livestock products moved do ... 189,832 1,080,610 1,121, 589 1,767, 868 Total of all freight moved do 1,182,909 3, 290,684 3,747,462 548,018,838 3,990,766 Total ton-miles ... 118,172, 574 417,360, 438 529, 632, 280 Average miles per ton 99.9 126.7 145.9 133 1 Year ended June 30. The revenue account of the company for the year ended June 30, 1923, as compared with 1913, can be seen from the following tables of receipts and expenditures: Items 1913 1923 RECEIPTS Passengers £744, 222 £955, 998 Excess baggage 11,854 15, 799 Parcels ___ 146, 503 328, 099 Freight ... 1,528, 602 2, 233, 244 Livestock 356, 949 948, 723 Special trains 3, 448 2,846 Telegrams. _ _ _ 18,182 24,313 Warehouse rents 44, 960 89,433 Rent of rolling stock 17, 396 2,430 Rents 23,180 24, 010 Advertisements 5,376 6,162 Miscellaneous 5,336 12,125 Total receipts 2, 906, 008 4,643,182 Items 1913 1923 EXPENDITURES Maintenance of way £342, 998 £558,448 Maintenance of locomo- tives 133,012 280, 674 Maintenance of passenger stock . 53,415 113, 932 Maintenance of freight cars. 96,262 189,225 Locomotive running ex- penses 428, 565 717,448 Vehicle running expenses.. 15, 527 42,459 Traffic expenses ... 397, 644 786,174 General charges.. 112, 710 233, 702 Miscellaneous 43,379 101,202 Hire of rolling stock _ 79 1,462 Mitre law tax 35,923 48,191 Total expenditures... 1, 659,514 3,072,917 Balance, profit 1,246,494 1,570, 265 The net revenue account for the year 1923 shows the following additional receipts from other lines: Central Argentine Railway, northern branches_________£90, 788 Southern Railway, interest debentures Saladillo branch_ 46, 482 Southern Railway, Brandzen branch____________________ 10, 917 Pacific Railway, Chacarita branch____________________ 1, 677 Midland Railway, dividend____________________________ 9, 911 The payments made to the Midland Railway under the working agreement amounted to £55,441 for the year.86 RAILWAYS OF ARGENTINA The results of operation for the year ended June 30, 1924, were very encouraging as compared with the previous year. The gross receipts amounted to £4,935,470, with expenses totaling £3,090,738, leaving a net profit of £1,844,712. A dividend of 6 per cent was paid for the year. The prospects for 1925 are still more favorable, as operating expenses are tending toward further reduction, and the gross receipts for the first three months of the year 1924-25 are 30 per cent higher than for the same period of the previous year. In September, 1924, a new issue of £1,000,000 in 5 per cent 10-year bearer notes was made at 87 per cent. The 5 per cent bonds of 1888 are due for payment on June 7, 1925. FREIGHT AND PASSENGER TRAFFIC It is seen that the Western Railway is primarily a freight carrier, only 20 per cent of its receipts being from passenger traffic. The building up of the Southern Mendoza irrigated region by colonization, however, is tending to increase the passenger traffic, as the main line of the Western is the shortest connection between Buenos Aires and the southern Andean fruit country. Wheat and corn are the chief items of grain transport, and livestock is a large item of revenue. The semiarid region lying between the pampa and the irrigated Andean districts is a large producer of cattle and sheep, and the Western Railway receives much of this traffic into Buenos Aires. At the latter place the company has direct branches to the municipal slaughterhouse and to the packing plants. About half of the “ general cargo” during the year 1923 was rated as “special” freight, consisting largely of lumber, firewood, and wood paving blocks from the semiarid region which is covered with a hardwood scrub forest. The fresh-fruit industry of southern Mendoza has more than doubled in the last five years, and the total of this commodity transported during 1923 was 6,411 tons. The fruit haul to Buenos Aires is approximately 550 miles. The freight handled by the Western Railway during 1923, as compared with the year 1913, is shown as follows: Articles 1913 1923 General cargo Metric tons 641,447 11, 708 8,869 796,921 896, 259 10,482 196,904 35,917 20,203 Metric tons 575,315 12,469 14,430 502,194 711,045 34, 373 47,656 73,841 11,471 Wool “ Hides and skins __ Corn Wheat Barley Oats Linseed Bran _ _ Articles 1913 1923 Flour Metric tons 48,074 144,396 20,824 14,038 49,973 1,166,992 Metric tons 51,909 123,614 11,399 6,210 46,972 1,767,868 Hay Fence posts Stone... Bricks Livestock Total freight carried - 4, 063, 007 3,990,766BUENOS AIRES WESTERN RAILWAY 87 The number of livestock carried during 1923, as compared with the year before the war, was as follows: Livestock 1913 1923 Cattle _ 1,746,351 5,483,544 89,137 26,813 2,713,022 7,002,815 571,950 10,053 Sheep Hogs! Horses i Total- 7,345,845 10,297,840 The considerable item of “parcels” traffic, amounting to 133,746 metric tons, from which a revenue of £328,099 was derived, was made up largely of milk and cream transported from way stations into the city by light special trains. Only a relatively small revenue, however, is derived from this source, as can be seen from the following statement for the year 1923: Tons Value Parcels _ __ __ __ 42,189 91,557 £205,449 122,650 Milk and cream. _ _ _ _ _ Total 133,746 328,099 The tonnage of freight increased 8.4 per cent over the previous year, and that of livestock 8.8 per cent over 1922. The ton-miles of goods and livestock, or total freight, hauled during 1923 was 529,632,280, and the average distance for 1 ton of freight was 133 miles. The average receipts per ton of freight carried were $3.83, and the average receipts per ton-mile were $0.0288. The suburban passenger traffic during 1923 amounted to 84 per cent of the total passengers carried. The passenger traffic as compared with the year 1913 was as follows: 1913 1923 Single tickets: First class _ __ __ Number 3,441,165 3,465,359 2,887,882 1,668,436 Number 2,014, 223 3,576,333 3,884,866 2,921,904 Second class __ _ - Season tickets: First class _ __ __ — Second class _ _ . _ Total ~ .. 11,462,842 12, 397,326 The total number of passenger-miles for the year 1923 was 216,203,-225, and the average distance each passenger was carried was 17.44 miles. The average fare per passenger was $0.37, and the average receipts per passenger-mile were $0.013. The total number of train-miles, excluding suburban electric trains, was 4,058,947. The total number of engine-miles run was 5,966,597, and the average run per engine during the year was 30,533 miles. The fuel consumption per train-mile, as calculated on coal as a basis, was 69.85 pounds, or 0.88 pounds per axle-mile.88 RAILWAYS OF ARGENTINA MECHANICAL DEPARTMENT SHOPS The repair shops of the Western Railway are located between the Villa Luro and Liniers stations, 7 miles from the Once terminal in Buenos Aires. The shops and yards cover 58 acres and the buildings were put up in 1904. They are of brick construction with steel-trussed, saw-toothed roofs. The shops, including the electric-coach section, employ 1,700 workmen. The shops are primarily for repair work, and under ordinary circumstances the new construction work undertaken is limited to the rebuilding of coach and freight-car bodies on old underframes. The equipment of the shops, however, is suitable for the production of almost any part of a car or locomotive, and during the war some coaches were completely built. Ordinary repair parts, except those of cast steel, are made in quantity and kept in stock. It has been found that the local manufacture of these parts results in greater economy. Stepl castings made locally, however, are from two to four times as expensive as the Belgian at the present time, and no steel castings are ordered locally except to meet emergencies. The foundry is equipped with two 3-ton cupolas and three Morgan tilting oil-burning furnaces for brass, two of which are of 600 pounds capacity and one of 400 pounds. The present foundry production is 80 tons of iron and 30 tons of brass per month. The largest iron casting made is about 3J^ tons, but it is possible to make larger if required. Machine molding is used for duplicate work. The foundry is equipped with a 5-ton electric traveling crane and smaller hand cranes. The main locomotive and boiler shop has two bays fitted with two 30-ton cranes in each. The tracks within the shop have a capacity for 36 of the largest type of locomotives. In an additional cross bay at the end there.is a 15-ton traveling crane, as well as pits for the riveting of boilers. Compressed air at 100 pounds is piped throughout. The boiler shop is at present turning out an average of nine general locomotive repairs and three half repairs per month. The machine shops are arranged on a manufacturing basis and subdivided, so far as possible, by the class of work and type of machine. The railroad’s engineers have given much attention to the standardization of parts in order to simplify the manufacture and reduce the number oi varieties of parts to be carried in stock. More than 90 per cent of the machinery of the shops is of British manufacture. Some special machinery is ot American origin. The heavy machines are driven by individual motors, but the smaller ones are operated by group-motor drives. There is a large, well-equipped forge shop. All furnaces are oilburning, but the wood shavings from the carpenter shop are burned in the boilers for providing the steam for the hammers. Electric welding has been adopted almost entirely, as it has been found to be only 20 per cent as expensive as acetylene welding. Very elabo-orate welding work is done, such as the building up of worn steel axles and journal boxes. Besides the regular car and locomotive repair work, the forge and machine shops do jobbing work for theBUENOS AIRES WESTERN RAILWAY 89 maintenance of way, such as the manufacture of crossovers and switches. The woodworking shops consist of sawmill, carpenter shop, kiln, and store for finished wood. The machinery is mostly British with some American. Lathes are of varying sizes up to a maximum of 6-foot wheel lathe. There are light and heavy steam hammers, includ-ing one of 2 tons. The maximum size of planer has a length of 9 feet. In addition to the above, the shops comprise car and coach erecting sheds, paint shops, polishing and plating rooms, electric shop, apprentice department, and a waste washing and oiling plant. A 60-centimeter-gauge industrial railway connects up all shops. The monthly output of the car shops is 18 passenger cars for general repairs and 30 for fight repairs, and 50 freight cars for general repairs and 300 for smaller repairs. The all-steel freight cars recently adopted by the Western are greatly reducing the necessary repair work, as it is found that they will remain in service six years before requiring general repairs. The electric repair shop which takes care of the overhaul of the electric suburban equipment is an extensive two-bay building of brick and steel construction. It is fitted with two 15-ton electric traveling cranes and has a small general machine shop and forge shop in connection. The parts requiring considerable repair work are sent into the main repair shops for attention. The inspection shed for electric rolling stock has space for 64 coaches on four tracks. All tracks have full-length pits for access to the tracks and motors, and staging for the inspection and cleaning of the upper parts of the cars. All electric cars are run into the shops every night. ROLLING STOCK Like the other broad-gauge British-owned railways in Argentina the Western has standardized on all-steel freight cars and steelunderframed passenger coaches. As the Western has the same consulting engineers in London, the mechanical details, such as couplers and trucks, have also been standardized in conformity with the other railways. All of the new rolling stock has lately been coming from Great Britain. The steel freight cars are built in England, but are assembled in the Liniers shops of the company. There are still in use a large number of wooden cars which will be serviceable for some time to come because of the policy of extensive repair and rebuilding done in the workshops. In rebuilding cars the company uses largely the native hardwoods and Paraguayan cedar, although American pitch pine is used for siding and posts or where long timbers are required. The company has 1,500 cattle cars in operation, and it has been found that the native white quebracho will last for six years as flooring for these cars, while the average fife of oak as a cattle floor is only about nine months. All the freight stock of the Western consists of two-truck, four-axle cars. The buffer-and-screw type of coupler is in general use. Vacuum brakes are employed only on passenger trains. The “Stone” system of electric coach fighting is universal on the steam lines, and for the 76236°—26--790 RAILWAYS OF ARGENTINA. electric rolling stock the 800-volt current is used. The lamps used are 12 candlepower, 24 volt, 18 watts. The storage batteries are 24 volts, 161 ampere hours capacity, consisting of two batteries of 12 cells each. The usual number of lamps and fans per coach is: First-class motors and trailers, 4 fans and 32 lamps; second-class, 24 lamps and no fans; steam coaches, 40 lamps; sleeping cars and diners, 50 lamps, the sleeping cars having also two fans and two exhausters. The ceiling fans have a 2-foot spread of blades, and those of the watt type have 12 inches. The rolling stock of the Western Railway at the end of the financial year 1924 was as follows: LOCOMOTIVES Wheel arrangement Number in service 4-4-0 17 2-6-0 126 4-6-0 45 2-8-0 70 4-4-4 (tank) 24 0-6-0 (tank) 2 Wheel arrangement Number in service 2-6-2 (tank) 34 28 2 1 348 2-6-4 (tank) Electric Total 1 Thirty per cent of the locomotives are oil burners. PASSENGER ROLLING STOCK 1 Type Total number in service Capacity, passengers Beds Tons Axles (num- ber) Weight, in tons First Second Passenger cars 68 68 4 26-34 Dcf 29 60-64 4 32 Do 9 60-64 4 25 Do 10 52 4 22-23 Do . 10 56 4 22 Do__ 20 100 4 32 Do . 14 89 4 30 Do _ 22 108 4 28 29 Do 10 88 4 25-27 Do 1 92 4 22 Do . 2 70 4 26 Do_ - 8 32 43 4 34 Do. 2 36 30 4 25 Do 2 24 50 4 25 Do _ 1 36 36 4 21 Sleeping cars __ 34 36 18 4 37-40 Do! 5 52 26 6 53 Do 2 30 12 4 37 Do 6 40 20 « 4 32-35 Do. 5 32 16 4 27 Dining cars 17 40 6 36-44 Do - 2 32 6 35 Do 3 32 4 28 Baggage cars 10 25 4 29 ~Do 40 18 4 25-28 Do 19 20 4 22-23 Do 14 16 4 13-15 Hospital cars _ 1 28 6 4 15 Mail cars __ 2 2 4 27 Do. 2 2 4 25 Electric motor coaches 25 64 4 56 Do_ 1 32 43 4 56 Electric trailers 21 88 4 56 Do 4 56 4 36 Do 5 72 4 36 Do 25 68 4 36 Do 3 93 4 36 Do 20 69 4 56 Note.—There are, in addition to the above, nine special coaches for officials.BUENOS AIRES WESTERN RAILWAY 91 FREIGHT EQUIPMENT Type Total number in service Axles (number) Capacity, in tons "Rnv r>nrs __ _ __ : — 1 4 20 Do _ 20 4 30 Do - 2,496 2,767 248 4 45 Do - 4 40 Do 4 25 Flat cars 459 4 40 Do 44 4 25 Cattle cars - 1,182 4 4 25 Do 4 20 Do - 250 4 40 Caboose __ 247 2 10 Note.—There are, in addition to the above, 344 freight service cars and 4 service tank cars. RESUME OF ROLLING STOCK Locomotives Classes Number 348 Electric trailers Classes Number 78 Passenger cars____ Sleeping cars-------- Dining cars.......... Baggage cars_________ Hospital cars________ Mail cars____________ Electric motor coaches 208 52 22 83 1 4 26 Total passenger stock Box cars._______________... Flat cars__________________ Cattle cars________________ Caboose____________________ Total freight stock .. 474 5,532 503 1,436 247 7,718 The maximum weight of freight train permitted is 2,265 tons with the heavy 2-8-0 compound cargo engines between designated stations. The usual maximum is from 1,800 to 2,000 tons. Trains of 50 axles or less are limited to a speed of 40 kilometers per hour unless specially designated at greater speeds. ELECTRIC SYSTEM AND SUBURBAN TRAFFIC The electrified suburban section of the Western Railway extends from Plaza Once in the city of Buenos Aires to the town of Moreno, a distance of 36 kilometers, with an additional short branch line of 2 kilometers between Villa Luro and Versailles. The electric service was formally opened to the public on April 30, 1923. There are 14 stations on the main line, the greatest distance between stations being 6 kilometers, and the minimum distance 1 kilometer. The electric passenger trains do not run into the Once Terminal Station but to the Underground Station of the Anglo-Argentine Tramway Co. at Plaza Once. Passengers are handled from the same platforms as the subway service of the tramway company and thus have direct connection with downtown trains of the latter. In addition to the electrification of the suburban passenger service, the company has electrified its freight tunnel, which extends from the Once yards through the heart of the city to the port of Buenos Aires. The length of this tunnel is approximately 5 kilometers. The power station is owned and operated jointly by the Western and Southern Railways, although the latter is now consuming only a small part of the generated power. The station is located on the92 RAILWAYS OF ARGENTINA Kiver Plate at Dock Sud in the port of Buenos Aires. It is equipped with seven British Babcock & Wilcox boilers fitted for oil burning. Steam is generated at 210 pounds and 600° F. total temperature. The generator room contains three turbine alternator sets built by the Metropolitan Vickers Co. Each generator has a capacity of 6,200 kilowatts at 1,500 revolutions per minute with an overload capacity of 9,000 kilowatts for 30 minutes or 11,000 kilowatts for 40 seconds. The generators are connected to a group of three single-phase 25-cycle transformers wound for 2,500 volts on the primary knd stepping up to 20,000 volts on the secondary. The control switchboard is designed for a working pressure of 20,000 volts. The auxiliary motors are fed from & 375-KVA transformer at 440 volts, three phase, connected to the 2,500-volt terminals of the generator. There are also two 20,000/400 volt, three-phase transformers of 1,250-KVA capacity for supplying the other motors of the power station.BUENOS AIRES WESTERN RAILWAY 93 Figs. 21 asb 22.—Villa Luto substation and rotary converters, Buenos Aires Western Railway94 RAILWAYS OF ARGENTINA Fig. 23.—Cypress water tank, Buenos Aires Western Railway Fig. 24.—" Simplex ” gasoline motor, Buenos Aires Great Southern Railway; Of 60-centimeter gauge, for agricultural light feeder railwaysBUENOS AIRES WESTERN RAILWAY 95 The distribution of the current to the substations is done by means of three underground cables. These cables are three core, 64.5 square millimeters, paper insulated, lead covered, and steel-wire armored. They are laid directly in the ground protected on top by a hardwood board, but where they cross under streets the cables are run through pipes. In cases where they cross underneath electric street car tracks they are laid in hardwood troughs and covered with pitch. There are 116 kilometers of high-tension cables, in addition to which there are 70 kilometers of underground telephone cables between the power station and substations. There are four substations situated at Once, Villa Luro, Castelar, and Moreno. These substations take the current at 20,000 volts. The substation machinery consists of a group of 3 single-phase transformers having a ratio of 20,000/665 volts. The rotary converters are of six-phase ten-pole type designed for a normal load of 1,000 kilowatts. The overload capacity is 2,000 kilowatts for 10 minutes or 3.000 kilowatts momentarily. The Once substation also contains three sets of motor generators of 150 kilowatts capacity each for supplying direct current for the lighting and power installation of the Once Terminal. These motor generator sets consist of a group of three single-phase transformers with a ratio of 20,000/440 volts, and one three-phase motor driving two 220-volt direct-current generators supplying a three-wire system. A 220-volt standby battery is also installed with a capacity of 1,000 ampere hours. There are also two 5-kilowatt motor generators for supplying single-phase current for the signaling at Once Terminal. The Villa Luro substation has, in addition to the standard equipment, two 800-kilowatt frequency changers for supplying three-phase current at 50 cycles and 440 volts to the workshops. In addition to the four traction substations there are three transformer substations for supplying current to the power and lighting installations in the Caballito, Talleres, and Haedo yards. The Caballito substation contains two three-phase, 65-KVA, 20,000/440-volt transformers. The Talleres substation contains two 1,340-KVA, 20,000/-440-volt transformers, and the Haedo substation has two 134-KVA, 20,000/440-volt transformers. The Southern Railway takes its current through a static substation at Kilometer 5 in Avellaneda. This substation is equipped with step-down transformers having a ratio of 20,000/6,600 volts, which is the voltage of the high-tension cable system of the Southern Railway. The Western Railway power station at Dock Sud is considered highly efficient, and the cost of power generated is low, taking into account the high local costs of fuel and supplies. The thermal efficiency of the station is 14.89 per cent, and the cost of power during 1924 was given as 2.915 centavos per kilowatt-hour, equal to $0.0099 United States currency per kilowatt-hour. The station consumes about 1,600 tons of fuel oil per month and generates something over 2,800,000 kilowatt-hours per month. Of 2.594.000 kilowatt-hours sent out over the lines in a single month, 2.089.000 kilowatt-hours were delivered to the traction substations, 118.000 to the static substations, and 386,000 kilowatt-hours to the substation of the Southern Railway. The track equipment in the electrified zone consists of a third rail having an under-running contact. This rail is supported on96 RAILWAYS OF ARGENTINA insulators every three meters, and is protected on the top and back by a 1-inch lapacho board. Connections between sections of the third rail are made by underground cables of 1 square inch section laid in fiber troughs filled with pitch. The third rail is divided into sections which are controlled by switches in the signal cabins. The bonding of all tracks is done by inserting laminated compression bonds beneath the fishplates, and at crossovers external cable bonds are used. Overhead wires instead of third rails are provided in the freight yards at the port. This overhead equipment consists of steel columns and supporting brackets which carry a copper catenary wire from which is suspended the contact wire. On multiple tracks a steel bridge construction is used for carrying the catenary. The average length of the span between columns is 75 meters, and the average length between contact wire supports is 3 meters The passenger rolling stock consists of 47 motor coaches and 45 trailer coaches, all equipped on the multiple unit system. The motor coaches have a motorman’s compartment at each end, while the trailer coaches have the compartment at one end only. The motor coaches have each four motors of 200 horsepower at 670 revolutions per minute with a gear ratio of 3.42/1. The driving wheels are 3 feet 6 inches diameter. The coaches are equipped with motor-driven vacuum pump for the vacuum brakes. The electrical equipment was manufactured by the Metropolitan Vickers. The motor coaches are 62 feet over buffers, and the trailers 63 feet 4 inches. Passengers make direct entry to the cars, as all station platforms of the suburban section are elevated to a height of 1.10 meters above the rail leve.l. The two electric locomotives for the tunnel and yard service were built by the American Westinghouse and the Baldwin Locomotive Works. Each locomotive is equipped with four motors of 230 horsepower each, capable of a starting pull of 10,000 pounds. The gear ratio is 3.88/1, and the diameter of wheels is 4 feet. The control equipment is Westinghouse electropneumatic. The locomotives have pantographs for collecting the current from the overhead, and also are fitted with collector shoes for contact with the third rail. The locomotive weighs 62.5 tons. The average number of trains per day on the Western Railway suburban section is 242, with 5,609 train-kilometers per day. The average number of station stops of these trains is 1,726 and the average speed of train is 44.5 kilometers per hour. The average distance between stops is 3.25 kilometers. The average weight of trains is 215 tons and the average number of axles per train is 18. The number of train-kilometers per month is 188,000, and the axle-kilometers per month is 3,385,000. There were 1,189,000 passengers handled on the suburban trains during the month of December, 1923, which figure is gradually increasing. The suburban passenger traffic during the first year of electrification showed an increase of 34 per cent over the previous year. It is estimated that 75 per cent of the passengers leave the cars at Plaza Once and do not continue the journey down town. PERMANENT WAY The Buenos Aires Western Railway is entirely of broad-gauge line, 5 feet 6 inches in width. There were 1,882 miles of line in operation at the end of the year 1924, not including sidings and auxiliary tracksBUENOS AIRES WESTERN RAILWAY 97 The total length of sidings and auxiliary tracks is 515 miles. The lengths of auxiliary tracks at the principal shunting points are as follows : Miles Caballito (Buenos Aires)__________________________________ 15 Haedo (Buenos Aires)______________________________________ 51 Liniers (shops)_________________________________________ 26 Mecha_________________________________________________ 32 Ingeniero Brian___________________________________________ 10 Lujan_____________________________________________________ 8 * Pehuajo__________________________________________________ 8 Fig. 25.—No. 3a rail, with common fishplates and bolt, Buenos Aires Western Railway The lines are laid with 85, 80, and 70 pound rails. The common lengths of rails are: 85-pound rail, 40 feet; 80-pound rail, 33 feet; 70-pound rail, 30 feet long. Crossties are of native hardwoods, red quebracho being most commonly used, with smaller quantities of98 RAILWAYS OF ARGENTINA urunday and guayacan. The standard size of crosstie is 270 by 24 by 12 centimeters. Only 121 miles of track is stone-ballasted. The stone is obtained from quarries in the central part of the Province of Buenos Aires. Cinders from the municipal refuse kilns at Buenos Aires is also used by the Western Railway as ballast. A total of 213 miles of track is 39.849K RAIL LENGTH 10.05 Ô M 33 ri % Fig. 26.—No. 4 rail, with common fishplates and bolt, Buenos Aires Western Railway / ballasted with cinders. Shells from the port of La Plata are also employed as ballast and 21 miles of track is ballasted with this material. The maximum curvature on the main lines is 3^°, and on branch lines 7°. The maximum grade is located in the passenger tunnel in Buenos Aires. This grade is 3.8 per cent for a length of 215 meters.BUENOS AIRES WESTERN RAILWAY 99 The railway proper is located almost entirely within the pampas, or prairies, and is remarkably free from severe grades. The maximum grade is on the main lines just outside of Buenos Aires. At this point the gradient is 0.56 per cent for a length of 475 meters. The maximum grade outside of the city is between Kilometers 621 and 626 on the Olascoaga-Telen Branch, where the gradient is 0.5 per cent for a distance of 3.1 miles. The line does not rise greatly above sea level until it passes the western part of the Province of Buenos Aires.100 RAILWAYS OF ARGENTINA The highest altitude is at Kilometer 899 near Colonia Alvear in the Province of Mendoza, where the height above sea level is 1,542 feet. There are 230 bridges having a length of 5 meters or more. The maximum length of steel bridge is 133 meters, and the longest wooden bridge is a temporary structure, 45 meters in length, over the Atuel River in Mendoza. The policy of the company in bridge building is to adopt, wherever possible, standard steel superstructures which are interchangeable and permit renewals with standard spans. Standard openings are 5 meters, 10 meters, 20 meters, and 31 meters. Only 13 per cent of the existing bridges now vary from the standard lengths of span. Fig. 28.—Buenos Aires Western Railway: Minimum construction and maximum loading gauges for broad-gauge line (5 feet 6 inches) The only tunnels on the railway are the freight and passenger tunnels under the city of Buenos Aires. The passenger tunnel connects the outer yards with the suburban interchange station on the Anglo-Argentine subway line. It has a length of 0.63 mile. The freight tunnel has a length of 2.92 miles and passes beneath the line of thè Anglo-Argentine subway tunnel on Rivadavi a Street and Ave-nida de Mayo. It connects the main line with the freight yards in the port of Buenos Aires. The passenger tunnel is double-tracked,BUENOS AIRES WESTERN RAILWAY 101 and the one for freight is of single width and track. Both tunnels are of reinforced concrete. All clearances at tunnels and bridges are in accordance with Government standards. Water is obtained from wells by means of steam or electric pumps in the larger stations and by horse gears or windmills in those of lesser importance. Watering stations are usually 50 to 60 kilometers apart. Water tanks are of reinforced concrete on brick base or steel plates on steel columns. In the central and western sections of the lines the waters contain a very high percentage of sodium sulphate, sodium chloride, and sodium carbonate, requiring treatment of the boiler feed waters. The usual distance between coaling stations is 200 kilometers. No wood fuel is being used at present and 15 per cent of the locomotives are using oil. The total coal storage of the established deposits is 64,710 tons. The principal fuel deposits are located as follows: Station Capacity, in tons Coal Oil Caballito (Buenos Aires) Dock Sud (Buenos Aires) Haedo 6,625 6,650 860 170 16,000 2,000 35 Pehuajo Station Capacity, in tons Coal Oil Mecha 5,965 7,800 3,975 5,300 2,000 180 Liniers Jardon__ Ameghino Freight-storage sheds are provided at all stations. The usual size of shed at country stations has a floor area of 172 square meters. At practically all stations there are also grain-storage sheds which are the property of the company. These grain sheds are usually of frame construction covered with galvanized iron. The covered area for grain at the average station is about 3,000 square meters. At Inge-niero Brian the grain sheds belonging to the company cover an area of 26,000 square meters. Cattle corrals are also provided at all stations. The usual area of these is 700 square meters, though the corral at Mecha is 12,500 square meters and the one on the line of the company at the Buenos Aires slaughter plant covers an area of 12,000 square meters, with an additional area of 13,200 square meters at Tablada. Semaphore signalling equipment is in use by the Western. Junctions are equipped with two-position lower quadrant. On the suburban section and at important stations mechanical interlocking frames are installed. At the suburban service terminal station an electromechanical installation is in use. The Morse telegraph system and magnetic telephones are in use throughout. For train control, phonophoric-direct telephones and selective-type telephones are in use. The electric batteries used are dry cells and Leclanche wet cells.BUENOS AIRES & PACIFIC RAILWAY (FERROCARRIL BUENOS AIRES AL PACIFICO) The Buenos Aires-Pacific Railway is one of the four important wide-gauge lines of the Republic. The total operating mileage at the end of the financial year 1924 was 3,362, which included the leased lines of the Bahia Blanca North Western, the Villa Maria Rufino, and the Argentine Great Western. The main line of the Pacific Railway embraces an admirable region extending due west from Buenos Aires across the pampas to the fertile irrigated Provinces of Mendoza and San Juan at the foot of the Andes Mountains. It connects at the city of Mendoza with the meter-gauge Transandine Railway to Chile and thus carries the through cross-continent passenger trafile. The three leased lines operated by the Pacific retain their separate financial identities, but are operated jointly with the Pacific under the same management. In 1904 the Bahia Blanca North Western was leased to the Pacific for a period of 20 years. This lease having terminated in 1924, arrangements were made for its transfer to the Southern on November 1, 1924. The Bahia Blanca North Western will here be treated as a separate entity under the Pacific, since all of its operations for the 20 years previous to the end of 1924 were under the administration of that company. The outstanding stock of the combination on June 30, 1924, amounted to £51,599,923, distributed as follows: Buenos Aires-Pacific: First debentures, 4 per cent____________________£2, 925, 000 Second debentures, 4^£ per cent_________________ 2, 075, 000 First preferred, 5 per cent_____________________ 1, 200, 000 Second preferred, 5 per cent____________________ 1, 000, 000 Common_________________________________________ 10, 000, 000 1912 debentures, 5 per cent_____________________ 4, 000, 000 Consolidated debentures, 4^ per cent____________ 7, 942, 673 Villa Maria-Rufino: First debentures, 4 per cent___________________ 673, 500 Guaranteed, 43^ per cent_______________________ 393, 750 Bahia Blanca Northwestern: Guaranteed, 4}^ per cent_______________________ 4, 600, 000 First debentures, 4 per cent____________________ 2, 450, 000 Second debentures, 4J^ per cent_________________ 3, 000, 000 Argentine Great Western: First debentures, 4 per cent____________________ 1, 700, 000 Second debentures, 4 per cent___________________ 1, 700, 000 Debenture stock, 5 per cent_____________________ 3, 600, 000 Preferred, 5 per cent__________________________ 2, 125, 000 Common_________________________________________ 2, 215, 000 The home offices of the company are at Dash wood House, 9 New Bond Street, London, E. C. 2. The chairman of the London board is Viscount St. Davids, and the consulting engineers are Fox and Mayo, 9 New Bond Street, London, E. C. 2. The London secretary is F. Saunders. The Argentine offices of the company are at Florida 102BUENOS AIRES & PACIFIC RAILWAY 103 783, Buenos Aires. The chairman of the local board in Argentina is Dr. Santiago G. O’Farrell and the operating officials are as follows: General manager, Harry Usher. Assistant general manager, John Liddell. Chief electrical engineer, A. C. Kelly. Chief mechanical engineer and traction superintendent, Francis Bennett. Chief engineer, F. O. Stevens. Traffic manager, It. Docherty. Superintending telegraph engineer, J. W. Stubbs. Storekeeper (purchasing agent), L. W. Makin. Chief accountant, George Murray. The principal purchases are made through the London office. Local purchases of small supplies are made through L. W. Makin, storekeeper, Junin, F. C. P., Argentina. HISTORY OF THE SYSTEM The oldest section of the present Pacific Railway system is the line from Rio Cuarto to Villa Mercedes. This line, which was known as the Andine Railway, was constructed under a national law passed in 1868 which authorized the Government to use certain surtaxes on importation and exportation for the construction of a number of railway lines, including one from Villa Nueva, on the Rosario-Cordoba Railway, to Villa Mercedes, which could be extended later to Mendoza. In 1870 a contract was let to John Simmons, of London, for the construction of the first section from Villa Nueva to Rio Cuarto. The construction priQe was 26,188 “hard dollars” (4 shillings each) per mile. This section of the line, which now forms part of the Central Argentine System, was opened in November, 1873. The construction of the second section from Rio Cuarto to Villa Mercedes, which now forms part of the Pacific Railway, was given to the English firm of Rogers & Co., at a price of 16,123 gold pesos per kilometer. This section was begun on October 24, 1873, and the line was opened to traffic on October 22, 1875, bringing the total length of the Andean Railway up to 158 miles. The following month the Government signed a contract with Joseph S. Rogers for the operation of the line for a period of four years. The contract stipulated that the company should pay to the Government 20 per cent of the gross receipts during the first three years and 25 per cent during the fourth year. It also specified that one-half of the employees should be Argentines, and that at least one train a day should be operated over the line connecting with trains of the Central Argentine Railway. The contract terminated on November 3, 1879, but the Government delayed taking over the line until January 1, 1880, forming in the meantime a directorate of National Railways. In 1909 the Andean Railway was purchased by the Pacific and Central Argentine railways, the former taking the sections from Villa Mercedes to Rio Cuarto and the latter from Villa Mercedes to Villa Dolores. The operation of this railway forms an interesting study of the financial workings of an early Argentine Railway, and the table following is given to show the results of operation from its inauguration to the end of the first year of Government operation,104 RAILWAYS OR ARGENTINA Years Length Pas- sengers Freight Receipts Expenses Profit Capital Interest on capital 1873 Miles 32 Number Tons £3,208,000 3,208, 000 3,208,000 6.126, 500 6.126. 500 Per cent 1874 132 1875 254 8,640 11,426 9,124 10,451 10, 009 10,324 15,773 16,020 15, 628 18, 681 20,100 31, 230 £90,434 77,719 99,120 114, 413 121,650 163,732 £83,607 63,232 79,296 91, 531 91, 236 90,089 £6,827 14,487 19, 824 22,882 30,414 73,643 0.21 1876 254 .24 1877 254 ,32 1878 254 6.126, 500 6.126, 500 6.126, 500 .37 1879 254 .50 1880___ 254 1. 20 The Buenos Aires & Pacific Railway Co. was formed in London in October, 1882, to purchase from John E. Clark part of his concession for the construction of a railway from Mercedes, in the Province of Buenos Aires, to Villa Mercedes, in the Province of San Luis. The entire contract held by Mr. Clark was made with the Argentine Government on January 26, 1874, and was for two railways, one to run from Buenos Aires to San Juan, passing through Mercedes, San Luis, and Mendoza, and the other from Mendoza to the Chilean frontier. The original concession was for a meter-gauge line, but this was changed by decree of March 19, 1878, to a gauge of 5 feet 6 inches. In 1881 the concession had been further altered to give the Government the right to build the line from Villa Mercedes to San Juan, and a period was fixed for Mr. Clark to commence work on the line from Mercedes to Villa Mercedes. By acquiring the concession from Mercedes to Villa Mercedes the Buenos Aires & Pacific Railway would be enabled to construct a line in the direct route across the continent from Buenos Aires, and would have connection at Mercedes with the Western Railway to Buenos Aires. Construction was begun on July 9, 1882, and the transfer of the concession was recognized by Government decree dated January 16,1883. The length of the line was 358 miles, and the Government guaranteed 7 per cent for 20 years on a calculated investment of £2,312,347. The stock of the original Buenos Aires Pacific Co. consisted of £1,000,000 in preferred shares and £1,312,347 in debentures. The bankers were C. de Murrieta & Co. Construction materials for the Pacific Railway had to be brought over the Andean Railway to Villa Mercedes or over the Western to Mercedes. Delays in the transport developed, so that the company had to resort at times to bullock-cart transportation. The line from Mercedes to Villa Mercedes was completed in 1886 and the line from Mercedes to Buenos Aires was opened in March, 1888. It was thought to build a line from Mercedes to Campana as a terminus, but finally by decree of May 22, 1885, authorization was given to construct a line into Buenos Aires. This part of the Pacific Railway now parallels the Western Railway for almost the entire distance. From the beginning the Government was called upon to pay the 7 per cent guaranty, as the operation was unsatisfactory. The heavy rains in 1888 damaged the right of way to such an extent that traffic was suspended for nearly eight months. During the year 1889 the receipts were 57,584 pesos and the expenses 98,167 pesos. The entire line between Mercedes and Buenos Aires was reconstructed, in spiteBUENOS AIRES 1 Year ended June 30. RESULTS OF OPERATION The gross receipts for the year ended June 30, 1923, amounted to £8,672,234, with operating expenses at £5, 485,808, leaving a profit of £3,186,426 as compared with a profit of £2,146,604 for the previous year. The receipts and expenditures for 1923, as compared with the year before the war, were as follows: Items 1913 1923 Items 1913 1923 RECEIPTS Passengers Excess baggage. _ Parcels express Freight £1,410,601 27,918 204,305 3,888,402 4,864 27,201 30,440 6,239 7,192 219,474 5, 590, 613 £1, 410,601 34,657 499,882 6,375,149 7,200 35,826 82,410 2,415 7,436 216,658 8,672,234 EXPENDITURES Maintenance of way and works Maintenance of locomotives £447,930 320,113 106,512 187,991 1,253, 788 37, 534 662, 544 284,875 158,634 3,459,921 £622,672 655,257 205,605 358,215 1, 710,468 34,991 1,260,004 416, 646 221,950 5,485,808 Special trains.... Telegrams. Warehousing Restaurants Advertising Miscellaneous Total Maintenance of passenger stock Maintenance of freight stock. _ Operation of locomotives. _ Operation of vehicles Traffic General charges Miscellaneous. Total. The working percentage during and immediately following the war was high, but in 1923 it was reduced to 63.3 per cent as compared with 71.2 per cent for the year 1922. The working percentage had never exceeded 61 per cent between the years 1900 and 1916. The following table gives an analysis of the operation of the railway for the year 1923, as compared with 1913;BUENOS AIRES & PACIFIC RAILWAY 107 Items 1913 1923 Net profit. £2,130,692 61.9 £3,186,426 63.26 Percentage of expenditures to receipts _ _ Train-miles run" ___ 8,909,106 12s. 6%d. 4s. 9Hd. 504, 528,437 £1 2s. 2d. 9,106,921 19s. y2d. 7s. Receipts per train-mile Net profit per train-mile Axle'miles run. 571,292,767 £1 10s. 4^d. 11s. l%d. 97,859 62. 73 Receipts per 100 axle-miles Profit per 100 axle miles. 8s. 5Hd. 90,986 56. 63 Number of passenger trains Average number of axles per train __ Average number of passengers per train 128 130 Average receipts per passenger 2s. Hd. 12s. 7J^d. 3,404 £1,642 £1,016 2s. 2yd. £1 Is. lid. Average receipts per ton of goods and livestock Average miles of line open. ... 3,413 £2,541 £1,607 Receipts per mile of line Expenditures per mile of line The year 1924 was very successful in the operation of the Pacific Railway. The gross receipts for the year ended June 30, 1924, were £9,130,939, and the operating expenses were £5,869,682, leaving a profit of £3,261,257. In spite of a loss of £580,856 on exchange, the company was able to pay a dividend of 7 per cent on its common stock. In the directors7 report for the year 1924 note was made of the fact that the large land holdings along the company7s lines are being gradually broken up, and the district through which the system operates is becoming more populated with small farmers. The sale of the Bahia Blanca Northwestern Railway to the Southern Railway will be of mutual advantage to both railways, as the Southern is in a better position to operate the Bahia Blanca line in connection with its other lines and terminals in that zone of influence. The Pacific now remains a strictly cross-continent trunk system, having a main line and a number of important feeders. The company also announced its intention of constructing a new terminal station in Buenos Aires, and of building a large bridge across the Central Argentine and Central Cordoba tracks near Palermo. FREIGHT AND PASSENGER TRAFFIC The main line of the Pacific Railway is the most direct route between Buenos Aires and Chile, and there is a considerable international traffic. The company operates a through passenger service to the west coast over the Transandine Railway, the journey from Buenos Aires to Valparaiso or Santiago being accomplished in 38 hours. The international trains leave Buenos Aires every Sunday and Wednesday morning, arriving at their destination the following evening. Transfer is made at Mendoza from the wide gauge of the Pacific to the meter-gauge line of the Transandine. For the convenience of tourists the passage of the Andes Mountains is always made by daylight.108 RAILWAYS OF ARGENTINA The main line of the Pacific Railway also carries a heavy traffic of wines and fruits from the two Andean Provinces of Mendoza and San Juan. Cereals and cattle, however, form the largest single items of freight traffic, as on most of the other Argentine railroads. The freight carried during 1923 as compared with that of the year 1913 is shown in the following table : FREIGHT, ORDINARY Items 1913 1923 Alcohol Tons Tons 4,925 16,125 23,861 111, 774 462,441 1,339,831 271, 553 116, 377 191, 777 98,471 79,430 Beer Cement 0 100,198 545,048 1,474,631 263,803 123,839 198,103 116,349 0) 59,549 15,902 165, 689 0 0 Linseed Corn Wheat Oats, barley, and others Empty casks Firewood Flour Fresh fruits Grapes Hair, hides, and skins. ... Hay 19,573 146, 525 40,356 35,414 Hardware and machinery _ Petroleum products Items 1913 1923 Lime, bricks, and sand Oni,ons and garlic Potatoes Tons 148,325 0 0 1,366 0 0 0 70, 548 120,066 460,114 16, 627 0 571, 741 Tons 85,962 18,359 68,621 6,174 65,915 18, 379 19,094 67, 646 Raisins and dried fruit Salt Stone._ Sugar Timber Posts Wines. 596,165 9,237 29,254 405,197 Wire. Wool ----- General goods Total goods Company materials 4, 451,898 1, 073,818 4,348,436 891,067 1 Included in “General goods ” LIVESTOCK Animals 1913 1923 Number Tons Number Tons Horses 43,483 1,494,764 1,081, 665 35,293 17,393 74,738 540,833 3,529 16, 528 1, 387,934 986,914 113, 468 6,611 69,397 493,457 11,347 Sheep ; Cattle Hogs Total 2, 655, 205 636,493 2, 504,844 580,812 RÉSUMÉ Items 1913 1923 Total, all freight - ..tons.. Parcels and express __do Passengers: First class. - number__ Second class - __.do 6,162, 209 79,820 } 11,601,148 5,820, 315 129,028 / 4,207,190 \ 8,520,662 MECHANICAL DEPARTMENT ROLLING STOCK As in the case of the other British-owned wide-gauge railways in Argentina, the Pacific has lately sought to standardize its rolling stock. In general all new rolling stock is imported, but coaches are built from time to time on old unaerframes, and some of the repairs to old freight cars amount to complete rebuilding. The company has adopted a standard type of all-steel freight car in 20 and 40 tonBUENOS AIRES 2 7 Do __ 50 4 25 Platform cars _ _ _ _ _ 43 4 25 Do __ 75 4 28 Do 68 4 28 Do 2 2 9 Do 58 4 18 Do _ _ _ _ 3 2 6 Do 30 4 30 Cattle cars 47 4 15 Do 130 2 7-9 Do _ 50 4 18 Cabooses 48 2 4 Do _ __ _ _ _ 66 4 20 Service freight cais 54 4 Do __ _ 30 4 22 do_-_:_ 101 2 Do 30 2 6-9 RESUME OF ROLLING STOCK Classes Number Classes Number Locomotives 64 Official cars ■ 15 Passenger cars __ _ ___ 58 Service cars- 155 Freight cars 967 76286°—26 •11154 RAILWAYS OF ARGENTINA All of the company s locomotives are coal burners; the heavy freight engines have cylinders 17 by 24 inches, and the heavy mixed engines have cylinders 15^ by 24 inches. The maximum weight of train allowed with the heaviest engine is 790 tons, the maximum speed allowed on the line is 60 kilometers per hour. Link couplers and vacuum brakes are employed. The larger proportion of the freight equipment is of the two-truck type. Some of the platform cars are provided with special sides and ends to adapt them for the transport of bones, firewood, and logs. The cabooses are fitted to carry parcel freight. The English u Stone ” system of electric lighting is used throughout for the passenger equipment. The lamps used are 24 volts, 12 watts. The number of lamps per coach vary from 12 to 36. Fans are installed only in the dining and first-class coaches. Twelve-inch wall-type and 26-inch ceiling fans are the sizes used. The usual 24-volt, 12-cell double storage batteries, having 150 ampere-hours capacity, are part of the electrical equipment installed. FERRY BOATS The company has two ferry boats for the purpose of transferring freight cars and passenger trains between Posadas and Paraguay. These steamers are the Ezequiel Ramos Mejia and the Roque Saenz Pena, both of 520 horsepower, 8.1 miles per hour speed, and 1.37 meters draft. They each have capacity for 6 passenger coaches or 12 freight cars. Only one of these steamers is now in operation. REPAIR SHOPS The North East Argentine Railway has repair shops at the town of Monte Caseros. The shops are small and equipped mostly with old-type machines. The number of employees of shops and foundry is 260. The monthly output of the foundry is 14 tons of brass and 148 tons of iron. The present work done in the shops per month is 2 locomotives for general repairs, 6 coaches, and 35 ireight cars. The shops are fitted to do practically all repair work, but no building of new cars is being done. PERMANENT WAY The entire length of the North East Argentine Railway is over flat or rolling country, and no hills or serious grades are encountered. The maximum height of rail above sea level is in a short section through Misiones where the greatest distance above sea level is 470 feet. The lines are of 4-foot 8J^-inch gauge throughout. The standard weight of rail is 70 pounds per yard, but on old lines there are still 65 and 55 pound rails in use. The standard length of rail is 40 feet. Crossties are cut to the Argentine standard from native hardwoods, usually red quebracho, algarrobo, or urunday. Pressed steel troughs and iron pot sleepers are still in use on some of the old lines. The ruling grade is 1 per cent, but on the older lines there are some steeper grades. The maximum grade is 1.28 per cent for a distance of 820 meters. This grade occurs on the Concordia-Monte Caseros line. The minimum curve radius is 350 meters on main lines and 100 meters on sidings.ARGENTINE NORTH EASTERN RAILWAY 155 In all 520 miles of the lines are ballasted with stone and gravel. The main line from Uruguay to Concordia and from Concordia to Alvear is entirely ballasted, while the section of the main line from Alvear to Posadas is partially ballasted. The usual ballast is calcareous conglomerate and volcanic rock. The company has no regular quarries. 55 LBS. RAIL 65 LBS. RAIL Dimensions in meters (1681) Fig. 33.—Rails used on Argentine North Eastern Railway The total length of lines is 752 miles, in addition to which there are 54 miles of sidings and shunting yards. Each station has a main siding, the usu^tl length of which is' 300 meters. At Concordia there are 4.2 miles of shunting sidings, and at Monte Caseros there are 3.6 miles. There are no tunnels on the system. The number of bridges totals 165, with a combined total length of 13,367 meters. The longest steel bridge is over the Corrientes River near Chavarria, and has a156 EAIL.WAYS OF ARGENTINA 70 Lb. Rail Argentine North Eastern Railway Fig. 34ARGENTINE NORTH EASTERN RAILWAY 157 length of 1,547.3 meters, with relief openings bringing the total length up to 2,006 meters. The maximum length of wooden bridge is 50 meters. FINANCIAL OUTLOOK The North East Argentine Railway passed through a difficult financial situation during the years 1921 and 1922 when the company was handicapped by a certain overextension of the system in a region of little population at a time of little traffic. In 1923, however, the situation had improved, but for the three years interest on the “B” debentures was met with deferred scrip bearing interest at 6 per cent. The gross receipts for the financial year 1924 were £646,717, with working expenses totalling £471,083, leaving a net profit of £175,634. But the accumulated debit in net revenue account at the end of the year was still £176,540. The gross receipts for the first five months of the year 1924-25 were £34,000 more than those for the same period of the previous year, and thex expenses had only risen by £2,500, indicating a continual improvement in traffic conditions. The betterment of conditions in the cattle industry and the increased agricultural crops have placed the company’s financial affairs on the road to recovery. At a meeting of the stockholders in December it was proposed to issue an equal amount of “B” debenture stock to cover the outstanding scrip.BUENOS AIRES MIDLAND RAILWAY (FERROCARRIL MIDLAND DE BUENOS AIRES) The Buenos Aires Midland Railway is a meter-gauge line lying wholly within the Province of Buenos Aires. Its terminus is on the Riachuelo River opposite the city of Buenos Aires, but its lines do not enter the Federal District. It extends in a southwesterly direction to a point near the boundary of the Territory- of La Pampa. The region traversed by the railway is entirely within the pampas, or plains, which become quite rolling toward the western terminal. The extension of the line from Puente Alsina (Buenos Aires) to Carhue is 322 miles. The entire line lies between two lines of the Buenos Aires Western and the Buenos Aires Southern Railways, and it is operated by these two railroads under a working agreement. HISTORY OF THE RAILWAY The Buenos Aires Midland Railway had its origin in a concession for a meter-gauge railroad given by the Province of Buenos Aires on September 16, 1904, to Enrique Lavalle y Cía. The line was to extend from Avellaneda to Carhue. The concession was transferred to the Buenos Aires Midland Railway Co. by law of October 16,1906. Construction was begun in 1907, and the first section of 12 kilometers, from Puente Alsina to La Noria, was opened in November of the same year. A dispute arose with the French company having the Government concession for the General Railway of the Province of Buenos Aires over a conflict in the right of way, which was finally settled by turning over to the latter company the terraplanes built near the town of Nueve de Julio. In February, 1907, 5 per cent debentures to the amount of £600,000 were issued, but the returns did not suffice for the needs of the company. The debenture stock was converted into the same amount of 5 per cent preference shares, and the Southern and Western Railways agreed to share in the operation of the line. The general managers of these two railways are now on the local board of the Midland Railway. The entire line to Carhue, a distance of 517 kilometers, was completed on July 1, 1911. By the lease agreement the Southern and Western Railways guaranteed to the shareholders of the Midland an interest of 3 per cent from 1914 to 1916, the rate thereafter to be 4 per cent. % The authorized capital of the Midland is 22,680,000 gold pesos, and the subscribed capital is 15,417,410 gold pesos. The capital recognized by the Government as a basis of calculation is 25,000 gold pesos per kilometer. The capital is made up as follows: Securities Authorized Outstanding Debentures, 4 per cent _ -- Gold pesos 15,120, 000 5,040, 000 2, 520, 000 Gold pesos 7, 857,410 5,040,000 2, 520,000 Preferred stock, 4 per cent - Common stock Total 22,680,000 15,417,410 158BUENOS AIRES MIDLAND RAILWAY 159 The home offices of the Buenos Aires Midland Railway Co. are at the River Plate House, Finsbury Circus, London, E. C. 2. The chairman of the London board of directors is Frank Henderson, and the secretary is C. H. Lambert. The offices in Argentina are at Calle Balcarce 278, Buenos Aires. The local committee is made up of F. J. Wythe, chairman, and the managers of the Buenos Aires Southern and the Buenos Aires Western Railways. The operating officials in Argentina are as follows: General manager, W. J. Shilton. Traffic superintendent, Custodio Gerez. Superintendent of stores, F. Baillie. Superintendent of way and works, H. E. Moffatt. Superintendent of locomotives, P. Dobson. Chief accountant, P. MacCarthy. The principal purchases are made through the London office. Local purchases of small supplies are made by F. Baillie, Balcarce 278, Buenos Aires, Argentina. The balance sheet showing the financial condition of the Midland Railway at the end of the year 1923 is here given: DEBIT £500,000 common stock.______________________________ £500, 000 £1,000,000 preference stock________________________ 1, 000, 000 £3,000,000 debentures, issued______________________ 1, 559, 010 Advances, Southern Railway___________________________ 257, 652 Advances, Western Railway________________________ 257, 652 Accrued interest on shares and debentures_____________ 54, 169 Interest warrants outstanding______________________ 657 Income tax------------------------------------------ 16, 887 Corporation profits tax___1________________________ 2, 004 Sundry credits_________________________________________ 3, 649 Balance brought forward.___________________________ 823 Total______________________________________ 3,652,503 CREDIT Amount expended to June 30, 1922, on construction account__________________________________________ 3, 547, 625 Amount expended during year___________________________ 14, 584 Expenses of issue of debentures_______________________ 10, 243 Judicial deposits_ ^___________________________________ 2, 866 Rent under working agreement to Western and Southern railways____________________________________________ 73, 042 Sundry debits__________________________________________ 2, 144 Cash at bankers________________________________________ 1, 176 Investments in bonds_______________________________ 823 Total___________________________________ 3,652,503 RESULTS OF OPERATION The Midland Railway has not had a highly successful career from a financial standpoint, principally because its line is in almost direct competition with the broad-gauge lines of the Western and Southern, but during the last two years there has been a steady improvement in traffic and the present outlook for the line is favorable.160 RAILWAYS OF ARGENTINA The gross receipts and working expenditures since the year before the war are shown in the following table: Years Receipts Expendi- tures Working ratio 1913 • Paper pesos 1,282, 404 1, 333, 282 1,438, 762 1, 610, 792 1, 533, 264 2, 244,155 Paper pesos 1, 521, 592 Per cent 119 1914- l' 59i; 708 1, 656,899 1, 672,107 1, 843,432 2, 468, 353 2, 905, 274 3, 041, 060 3, 034, 735 2, 683, 008 2, 604,166 2, 777,899 119 1915 109 1916- 104 1917- 120 1918 110 1919 : 3; 199; 723 2,240, 980 2, 810, 735 2, 834, 538 90 1920 135 1921- 108 1922 94 1923- 2, 960', 582 3, 567,186 88 1924 i - - 78 1 Year ended June 30, 1924; others are calendar years. The receipts and expenditures for the years 1923 and 1924 were made up as follows: Items 1923 1924 RECEIPTS Items 1923 1924 EXPENDITURES Passenger -traffic______ Excess baggage______ Parcels express--------- Freight_________________ Livestock_______________ Special trains__________ Public telegrams________ Hire of rolling stock___ Warehousing and storage Miscellaneous___________ £28,012 386 16, 355 135, 779 57, 620 15 1, 280 12, 353 5, 996 996 £31,835 528 17, 076 182, 684 57, 881 30 1, 825 10,440 7,906 1,216 Maintenance--. Transportation . Fuel___________ General charges. Total.... £84,091 74, 495 37, 271 31, 779 £91,110 77,343 41, 966 32, 096 227, 636 242, 515 Total 258, 792 311,421 PASSENGER AND FREIGHT TRAFFIC The Midland Railway crosses one of the rich agricultural regions of the Republic, but, as has been pointed out above, its line is in competition with two other broad-gauge railways, and its utility as a carrier is therefore restricted to a comparatively narrow zone. Only three through passenger trains in each direction are run over the line weekly, but there is a frequent daily suburban service as far as Libertad, a distance of 19 miles, and a daily train from the Puente Alsina terminal to Araujo, a distance of 125 miles. The freight traffic consists largely of the immediate products of the zone of influence, including wheat, corn, and cattle. The sheep are brought in largely to the Wilson packing plant. In the vicinity of Casanova and Castillo there are numerous brick kilns, and there is a considerable shipment of bricks to the city. There has been a healthy increase in passenger traffic, as can be seen from the following statements: Total passengers 1918 _________________________ 140, 518 1919 _________________________ 165, 344 1920 _________________________ 200, 422 1921 _________________________ 234,830 Total passengers 1922 _________________________ 248, 774 1923 _________________________ 293, 229 1924 _________________________ 344,341BUENOS AIRES MIDLAND RAILWAY 161 The passengers carried during the last two years were classified as follows: Classes 1923 1924 _ First class single Number 15, 238 70, 076 17,154 60, 431 26,920 102, 810 Number 15, 830 83, 016 16, 679 75,346 35,100 118, 370 Second class single _ First class return. ... Second class return. _ . __ . First class monthly. ... __ Second class monthly ... The freight traffic for the last two years is shown in the following table: Items 1923 1924 Items 1923 1924 Wheat Tons 38,493 1, 056 7,178 2,932 53, 590 2, 218 1, 383 28, 907 619 604 Tons 66, 207 2, 323 21, 638 4, 827 41,033 1, 594 1,539 53, 583 458 511 Posts Tons 642 25, 042 162, 664 77, 746 240, 410 6, 421 16, 840 Tons 500 33, 740 227, 959 70, 859 298,818 6,266 16, 235 Barley ^ General goods Oats.. _ _ _ Linseed ... Corn Hay Bran and flour Bricks Wool i Hides and skins Total freight Total livestock Total public goods. Total parcels.. Total company materials . -.. About three-quarters of the parcels express was made up of milk and cream, which is carried on the passenger trains at a low tariff. The livestock was divided as follows: Animals 1923 1924 Horses Number 527 113, 010 374,160 22, 718 Number 414 109, 317 279, 797 20, 425 Cattle.. __ 1. __ _ _ _ Sheep _ _L__ ... ... . _ _ _ Hogs _ _ _ The table below gives an analysis of the traffic statistics for the years 1923 and 1924: Items 1923 1924 Items 1923 1924 Length of line miles.. Passenger miles . _ _ Average miles per passenger.. Average fare Average passengers per train. Receipts per passenger mile.. Total tonnage of freight and livestock __ 322 5, 373,698 18 3 Is lOd. 47 1. 25d 240, 410 32, 896, 030 137 1 41d 16s Id. £804 399 5, 957,164 17 3 Is lOd. 47 1 28d 298,818 41, 085,896 137 1 41d. 16s Id. £967 Total train-miles Receipts per train-mile Total engine-miles Total tons of coal consumed.. Expenses per 1,000 train- miles.. . .... Expenses per 1,000 engine-miles . . . 465,884 11s. IMd-668,106 246,831 £144 £100 60 42 4.7 539, 649 lls.63^d. 762, 869 305, 084 £135 .£95 & 57 40 4.3 Total ton-mileage ... .. Average miles per ton hauled. Average receipts per ton-mile Average receipts per ton of goods and livestock hauled. Annual receipts per mile of line Fuel consumed per train-mile—- pounds.. Fuel consumed per engine-mile pounds.. Fuel consumed per vehicle-mile pounds. _ 162 RAILWAYS OF ARGENTINA ROLLING STOCK AND SHOPS The repair shops of the Midland Railway are located at the town of Libertad, 19 miles from Buenos Aires. They are small and employ only 225 workmen. The monthly repair output of the workshops is 1 coach and 5 freight cars for general overhauling and 2 coaches and 15 freight cars for light repairs. The usual maintenance work is kept up on the total of 39 locomotives owned by the company. The largest casting made in the foundry is about one-half ton in weight. The rolling stock of the Midland Railway is as follows: LOCOMOTIVES AND PASSENGER ROLLING STOCK Type Num- ber Type Num- ber Locomotives for rnixod trains 31 Kitchen cars. 1 Locomotives for shunting. 8 Sleeping cars (16 beds) _ _ _. 3 Passenger coaches, first class (64 seats) 8 Family car (12 seats, 4 beds) 1 Passenger coaches, second class (74 seats).... 10 Official and service coaches 6 Passenger coaches, mixed (70 and 66 seats) _ _ 2 Baggage cars 6 Restaurant cars (18, 32, and 42 seats) 3 FREIGHT STOCK Type Number Axles (number) Capacity in tons Box cars . _. 477 4 30 Flat cars _ _ 21 4 30 High-si de cars 153 4 30 Ballast cars _ 30 4 20 Cattle cars . __ ._ _ 130 4 30 Horse car (special) _. 1 4 20 Milk cars. 4 4 30 Tank car. . _ _ .. _ __ __ _ 1 4 30 Crane car _ ... _ _ .... 1 5 15 Cabooses. _ _ 14 4 Service cars . . _ _ _ _ ... __ ______ 2 4 Do ... 4 2 Total: Locomotives, 39; passenger cars, 40; freight cars, 838. The heaviest trains permitted on the line are limited to 120 axles, a 30-ton car heavily loaded being computed at 6 axles. The company has standardized on the English “Stone” system of electric coach lighting for passenger coaches. Link-and-pin couplers are used. PERMANENT WAY The total length of the main line of the Midland Railway is 322 miles, in addition to which there are 33 miles of sidings and auxiliary tracks. The principal shunting yards are at Puente Alsina and Lib-ertad. At Kilometer 226 the Midland has a transfer junction with the Provincial Railway of Buenos Aires, which is of the same gauge. The system is laid with 56-pound rails on native hardwood sleeper^, ballasted with earth. As the line is entirely within the prairie districts there are no heavy grades or special features of construction. The maximum grade is 0.94 per cent located between Kilometers 493 and 494. The minimum curve radius is 133 meters. There are 54 bridges and 101 culverts on the line. The longest bridge has a length of 90 meters, and is located between kilometers 41BUENOS AIRES MIDLAND RAILWAY 163 and 42. The ordinary type of bridge construction is steel on brick piers and abutments. The maximum distance between watering stations is 65 kilometers. The usual type of water tank is of reinforced concrete on brick towers. The way-station tanks have a capacity of 25,000 liters, and the supply is replenished from wells by means of windmills. The stations generally have a freight deposit shed with storage area of 121 or 168 square meters. In addition, the principal stations have one or more grain-storage sheds. Coal deposits are located at Puente Alsina, Libertad, Araujo, and Henderson. The type of signaling used is the one-armed semaphore worked by lever from the station platform with wire detectors. The levers are locked in the frame. The company has superimposed telephones for a distance of 274 kilometers from Puente Alsina. There are local battery telephones at the principal stations. The line is fully equipped with telegraph. Leclanche batteries and dry cells are used on the telegraph. -Dry cells are employed on the telephones.FRENCH, ARGENTINE, AND PROVINCIAL RAILWAYS: GENERAL SITUATION The total of French capital in Argentine railways as represented by the direct investments in French-operated lines amounts to 137,892,273 gold pesos. The three French lines are the wide-gauge Rosario-to-Puerto Belgrano Railway with 513 miles of line, the meter-gauge Province of Santa Fe Railway with 1,188 miles, and the General Railway of Buenos Aires, also of meter gauge, with 790 miles of lines. The combined length of 2,491 miles represents nearly 11 per cent of the total mileage of primary railroads in the Republic. The French railways have not been so successful financially as the chief British-owned lines, for various reasons, chief among which is the more favorable location, in populated districts, of the latter systems. There has been a decided improvement, however, in the last two years on the three French lines. The zones of influence of the Santa Fe and the General Railway of Buenos Aires are being developed rapidly, and these two railways are apparently entering a period of prosperity. The only primary road under private local ownership is the Central Railway of Buenos Aires. This company operates a standard-gauge line 292 miles in length. Little more than 1 per cent of the primary railroad mileage of Argentina, therefore, is operated by local individuals. The Central Railway of Buenos Aires is connected at Zarate by ferryboat with the Entre Rios Railway System, and thus forms a link in the only international railway route between Buenos Aires and the Republic of Paraguay. The Provincial Railway of Buenos Aires is the only railroad in Argentina now owned and operated by any of the Provinces. This railway has 345 miles of meter-gauge lines and is extending its system at the present time by the construction of several additional branches. One of these will connect at Avellaneda with the meter-gauge lines entering the Port of Buenos Aires, and another branch will extend southward to the city of Azul. This latter extension may eventually be continued to the port of Bahia Blanca. The only American venture worthy of note in Argentine railway finance was the incorporation in 1912 in the State of Maine of the Argentine Railway Co. This company acquired leases or interests in several of the going railways in Argentina with the apparent object of forming a large consolidation. During the war, however, the project fell through and the properties were returned to their original owners. It is stated that very little American capital was actually interested in this enterprise« 164GENERAL RAILWAY OF BUENOS AIRES (COMPAÑÍA GENERAL DE FERROCARRILES EN LA PROVINCIA DE BUENOS AIRES) The General Railway of Buenos Aires is a meter-gauge line operating under French management. It has two main lines, one extending from Buenos Aires and La Plata westward to Villegas, and the other northward to the port of Rosario. It traverses one of the richest agricultural zones of the Republic, and its chief source of revenue is from the transport of cereals and livestock to the ports. The home offices of the company are at 9 Rue Chau chat, Paris. The president of the Paris board is Lucien Villars, and the general secretary is Pierre Fuzier-Herman. The Argentine offices are at the terminal station in Buenos Aires, Avenida Velez Sarsfield and Calle Suarez. Casimiro de Bruyn and Romulo Otamendi, to whom the concession for the railroad was originally given, are members of the administrative board. The director general in Argentina is Lucien Cocagne, and the other operating officials are: Assistant director, Pablo Paissaud. Chief of traffic, Gastón Caizerguez. Chief of engineer of way and works, Emilio Marbec. Chief mechanical engineer, Augusto Roure. Chief of traction, Eugenio Delesques. Superintendent of stores, Leon Paraiud. Chief accountant, Luis J. Podestá. The principal purchases are made through the home offices in Paris. Local purchases of small supplies are made through Leon Paraiud, superintendent of stores, Avenida Velez Sarsfield and Calle Suarez, Buenos Aires. The capital of the company is as follows: 4per cent debentures— Authorized, 200,000,000 French francs; issued, 185,774,865 francs. Ordinary shares—Authorized, 60,000,000 francs; issued, 50,000,000 francs. Totals—Authorized, 260,000,000 francs; issued, 235,774,865 francs. HISTORY OF THE LINE The original concession for the General Railway Co. of the Province of Buenos Aires was granted by the National Government to Casimiro de Bruyn and Romulo Otamendi on September 26, 1905. The concession, given under law No. 4417, was for a system of meter-gauge lines totaling 2,400 kilometers and terminating in the four ports of Rosario, Buenos Aires, La Plata, and Bahia Blanca. The company, formed in 1905 to take over this concession, was financed by the Banque de TUnion Parisienne, the Banque de Paris et des Pays Bas, and the Société Générale de Belgique, the majority of shares being held by the French interests. Construction work on the lines was begun in May, 1906, at 14 different points. The first section, from Buenos Aires to Rosario, having a length of 377 kilometers, was inaugurated on December 18, 1907. Discussion arose with the Midland Railway over the construction of the branch from Patricios to Villegas, which parallels 165166 RAILWAYS OF ARGEKTIFÁ Fig. 35 the Midland for many miles. An agreement was finally reached between the two railroads on December 31, 1907, the earthworks at Nueve de Julio constructed by the Midland being turned over to the French company, and the former reserving the right to a zone of 15 kilometers on each side of the tracks. The lines actually constructed and now in operation are as follows: Miles Buenos Aires to Rosario_____________________________________ 234 Buenos Aires to La Plata___________________t_____’_________ 72 Pergamino to Vedia___________________________________________ 76 Villars to V. de la Plaza__________________________________255 Patricios to Villegas_______________________________________ 153 Total________________________________________________ 790GENERAL RAILWAY OE BUENOS AIRES 167 RESULTS OF OPERATION The receipts and expenditures for the financial year ended June 30, 1923, as compared with the year before the war were as follows: Items 1913 1923 Gross receipts Paper pesos 8,727, 832 6,106,238 Paper pesos 14,910, 510 13, 818,908 Expenses. * Profit- a 2, 621, 594 1, 091, 602 Gross receipts for the year 1924 increased to 15,718,595 pesos, of which 4,788,053 pesos were derived from freight and livestock traffic and 1,322,919 pesos from passengers. This amount constituted a record and indicates the improved condition of the company. A comparison of the traffic during the calendar years 1913 and 1923 is given in the following table: FREIGHT Articles 1913 1923 Tons Tons Wool 1,471 3,450 Hides and skins 2, 343 7,143 Packing-house products 2,109 6,940 Wheat __ 105,901 108, 708 Corn _ __ __ _ _ 486,063 254, 407 Linseed __ 23,271 56, 472 Barley _ 2,490 2,204 Oats _ 68, 277 12, 830 Seeds 7,471 376 Tobacco 845 2,691 Yerba mate - _ 1,929 6,049 Grapes 639 1,487 Potatoes 23,945 37, 612 Vegetables _ 326 3,243 Peanuts __ 2,894 1,994 Various agricultural products. 36, 566 50,793 Flour . 19, 511 11,844 Sugar 2,958 24,398 Alcohol and liquors _ __ __ 11,027 13,337 Salt 2,922 2, 835 Articles Minerals------------------- Cheese_____________________ Leather____________________ Various products___________ Bricks_____________________ Lime_____nr________________ Stone______________________ Lumber_____________________ Posts______________________ Crossties__________________ Wire_______________________ Cement_____________________ Sand----------------------- Various construction material. Firewood___________________ Chaicoal------------------- Coal_______________________ Kerosene___________________ General merchandise, and various articles___________ 1913 1923 Tons Tons 5, 588 4, 224 1,936 1,949 698 3,718 16, 451 50,884 50,972 8,086 9,214 1,399 1,304 11,028 21,306 33, 422 23,499 23, 260 41,459 20,184 11,144 1,340 6,442 10,976 4,664 21, 567 15, 588 10,486 53,122 20, 643 90, 653 8,901 5,201 5, 832 7,806 37,752 130,142 LIVESTOCK Animals 1913 1923 Number Tons Number Tons Sheep __ ... 147,160 291, 654 8, 069 13, 610 7,358 145, 827 3,228 1,361 155,960 404,272 6,767 52,100 7,798 202,136 2,707 5,210 Cattle ... Horses.. ... __ __ _ ... . Hogs _ _ ... SUMMARY Items 1913 1923 Total public freight _ ... _ __ Tons 1,076, 940 59, 998 157,774 Tons 1,092,861 119,483 217,851 Total company materials _ __ Total livestock Total 1, 294,712 1,430,195 168 RAILWAYS OR ARGENTINA The following table gives comparative figures on the operation of the lines for the financial years 1913 and 1923: Items June 30— 1913 1923 Length of line in operation. ___ _ miles.. Capital. . pesos.. Passengers number.. Freight.... .... ... tons.. Passenger train-mileage. __ __ _ 790 98, 700, 919 1,009,690 1, 488, 592 790 104,800, 638 1, 607,985 1,428,936 708, 591 928,723 Freight train-mileage . _ _ _ . _ _ _ _ Passenger-mileage . .. _ _ . _ __ __ 18, 066,132 160,298, 693 18 131 0 96 4. 60 21, 505, 605 202,725,981 14 142 0. 86 8. 50 Freight-mileage!. ... .. ton-miles._ Average trip per passengei .. miles__ Average trip per ton of freight. . _ do Receipts per passenger . ... . .. . _. ... pesos.. Receipts per ton of cargo do The rails of the General Railway Co. do not enter the main port of Buenos Aires, but it has its own wharves on the Riachuelo River, where loading is done into lighters. At Rosario, however, connection is made directly to the port. The company’s lines enter the municipal stock and slaughter yards at Buenos Aires, and also the sheep market at Tablada. The railway is located in a zone that is increasing rapidly in population and intensity of agriculture. The southwestern district of the Federal Capital, where the company’s station and property are located, is now also being built up extensively. The commercial prospects for the railway at the end of 1924 were the brightest in its history. MECHANICAL DEPARTMENT ROLLING STOCK The locomotives of the company are all of French and German manufacture, acquired when the lines were inaugurated. They are all coal-burning. The passenger coaches are of French and Czechoslovakian manufacture. They are all of wood with steel underframes, having a weight of from 24 to 26 tons. The passenger coaches are lighted with acetylene gas. The freight stock is Belgian and is almost entirely of two-truck, four-axle type. The older freight cars are of all-wood construction, but the newer types have steel underframes and steel main frames. As the wooden cars are repaired in the workshops they are reinforced with steel. Link and pin couplers are used. The rolling stock in service at the end of the year 1924 was as follows: LOCOMOTIVES Type Passenger Mixed.... Freight... Shunting. Number in sei vice Weight, in tons Tractive force, in tons 5 31 4 2 66 42 5.9 12 52 7.4 21 41 5.2 Note—Forty-nine of these engines have superheaters. /GENERAL EAILWAY OF BUENOS AIRES 169 PASSENGER ROLLING STOCK Type Number in service Axles (number) Capacity (seats) Beds First class Second class First-class coaches 20 4 44 Second-class coaches _ __ 21 4 64 First-class with baggage __ __ 3 4 32-35 Second-class with baggage . 3 4 44 Mixed coaches 17 4 22 28 Sleeping coaches _ - _ _ _ 9 4 20 20 Dol 2 4 14 14 Do 8 4 16 16 Dining cars 9 4 30 Buffet cars 2 4 35 Reserved cars. __ 1 4 8 8 Official cars __ _ 3 4 Baggage cars , _ _ _ 20 4 i 15 1 Tons. FREIGHT STOCK Type Number in service Axles (number) Capacity, in tons Box cars 1, 274 4 25 Flatcars 765 4 25 Cattle cars ... 306 4 25 Sheep cars 50 4 25 Special horse car 1 4 15 Refrigerator cars 5 4 12 Tank cars.. 19 4 23 Service cars 46 4 Do 9 2 Cabooses 63 4 15 RÉSUMÉ OF ROLLING STOCK Type Number Locomotives 104 128 Passenger cars Type Number Freight cars. 2,483 55 Service cars The maximum train load allowed on the line with the heavy freight engines is 1,300 tons, but the more usual train load is about 800 tons. The maximum speed is limited to 30 kilometers per hour except where designated otherwise. All regular trains run to fixed times between stations. REPAIR SHOPS The workshops of the General Railway are located within the Federal District close to the Buenos Aires terminal station of the company. They were completed in 1909 and at present employ about 400 men. The shops and yards cover an area of 7.3 hectares, of which 11,000 square meters are under cover. The electric-power station is equipped with three 450-horsepower Sulzer steam engines direct-connected with Oerlikon alternators, but they are now held only in reserve, as the electric current is bought from the Compañía Hispano-Americana de Electricidad in Buenos Aires. 76286°—26--12170 RAILWAYS OR ARGENTINA The shop buildings are of brick with steel trussed saw-toothed roofs, and consist of the following main buildings: Locomotive shop, 36 by 75 meters; coach repair shop, 50 by 72 meters; forge shop, 22 by 50 meters; foundry, 18 by 48 meters; paint shop, 21 by 55 meters. The locomotive shop consists of two bays, one having capacity for the overhauling of 15 engines at one time, and equipped with two 30-ton electric traveling cranes. The other bay is provided with machines for various classes of repair work. This section has a 7-ton electric traveling crane. The coach repair shop contains also the main machine and the carpenter shop. In this building are located also the wheel lathes. The machinery of this and the locomotive shop is French and German. The woodworking machinery is entirely of French manufacture. An 80-ton electric transfer operates between the locomotive and the machine shop, while there is another transfer between the machine and the paint shop. The foundry is equipped with one cupola of 1^2 tons capacity, and one oil furnace for melting 400 kilos of brass per hour (1 kilo=2.2046 pounds). Both hand and machine molding is employed in the foundry. The forge shop has three steam hammers, the largest having a capacity of 1,200 kilos. Each hammer is provided with oil furnaces. The workshops carry on a policy of repair only, although complete rebuilding of locomotives and, cars is done. Stocks of parts are ordered through the Paris office, and as few as possible are made locally. In the repair of cars yellow pine is largely employed, but the native hardwoods, white quebracho and curupay, are used where great strength is required and for cattle-car floors. The repair of freight cars is done entirely in the open yards, as the present covered shop space is inadequate. PERMANENT WAY The Buenos Aires General Railway Co. is located entirely within the pampas region and the greater part of the line is over the flat prairies. The land is slightly rolling in the western section on the Villegas and Plaza branches. The maximum altitude of the rail above sea level is 433 feet. The standard size of rail is 30 kilos per linear meter, but there are also a good many 25-kilo rails in use. The length of rails is 12 meters. The maximum grade on the line is 1.2 per cent, and the minimum curve radius is 250 meters. Only a small part of the road-bed is rock-ballasted. The entire system is of meter gauge. The total length of line is 790 miles. Each station is also provided with a main siding, in addition to which there are auxiliary tracks or shunting sidings at all stations. The total length of main sidings is- 36 miles and of auxiliary sidings 120 miles. The principal switching yards are as follows: Yard mileage Buenos Aires___________________________ 8. 7 Riachuelo (Buenos Aires)____________ 10. 4 La Bajada (Rosario)____________________ 8. 3 Tapiales_____________________________ 7. 6 , Yillar^_3. 5GENERAL RAILWAY OE BUENOS AIRES V71 There are 153 bridges on the system. These bridges are of steel built to conform to the Argentine standards. There are no tunnels on the line. There are 6,218 kilometers of telegraph line with connections at all stations. The signaling equipment in use consists of one and two arm semaphores. Water is obtained from wells either by pumps or by windmills. The usual watering tanks are of 100 cubic meters capacity located 30 to 50 kilometers apart. Coal deposits of from 2,000 to 3,000 tons capacity are located at important points along the lines. The total storage capacity of these deposits is 24,500 tons. In addition to the freight warehouses, which are usually of brick and located at all stations of any importance, there are frame and galvanized iron grain sheds, at most of the stations along the lines. These grain sheds are the property of the company. At the Buenos Aires terminal there are four freight warehouses with a total floor area of 1,734 square meters, and nine grain-storage sheds wnth total area of 16,758 square meters. All stations also have cattle corrals, the usual size at country stations being 600 square meters. Forty and 60 ton car scales are provided at the most important stations, as well as 10-ton cart scales.santa fe railway (COMPAÑÍA FRANCESA DE FERROCARRILES DE LA PROVINCIA DE SANTA FE) The Santa Fe Railway is the larger of the two French-owned meter-gauge railroads in Argentina. Its main terminal is in the port oi Santa Fe, whence it radiates in three directions, serving a rich agricultural and forestal zone. It has > direct connection with the extensive system of meter-gauge State lines in the north of the Republic, serving as their principal access to the port of Rosario. It is also in direct connection with four other meter-gauge railroads besides the extensive industrial lines of La Forestal and other lumbering companies in the Argentine Chaco. The capital of the Santa Fe Railway is as follows: Francs 3 per cent debentures (29,710 of 500 francs)________ 14, 855, 000 per cent debentures (314,743 of 500 francs)_____ 157, 371, 500 Common stock (200,000 shares of 500 francs)_________ 100, 000, 000 Total_______________________________________ 272, 226, 500 The home offices of the company are at 66 Rue de la Chaussee-d'Antin, Paris. The president of the Paris board is P. Hivonnait, and the general secretary is H. Chabert. The operating offices in Argentina are in the city of Santa Fe, but there is a local office in Buenos Aires. The president of the Argentine board is Manuel Montes de Oca, and the secretary is Henri Chanourdie. The operating officials in Santa Fe are: General manager, H. Thouvenot. Chief of traffic, Antonio G. Gonesen. Purchasing agent, Pablo Valier. Chief engineer, Mauricio Tissot. The principal purchases are made through the home offices in Paris. The local purchasing agent for small supplies is Pablo Yalier, Ferrocarril Santa Fe, Santa Fe, Argentina. HISTORY OF THE RAILWAY In 1882 the legislature of the Province of Santa Fe, realizing that the main-line railways being constructed between Buenos Aires, Rosario, and Cordoba were leaving three-quarters of the Province isolated, authorized the governor of the Province to negotiate with local contractors for the construction of a provincial railway system to connect up the many agricultural centers with the two ports of Santa Fe and Rosario. A contract was entered into on January 21, 1883, with John G. Meiggs, Son & Co. for the construction of 100 kilometers of a meter-gauge line from Santa Fe to the northwest. Later in the same year the construction of an additional 150 kilometers was authorized. The first section, from Santa Fe to Esperanza, was opened in January, 1885. Various other sections were opened to traffic during the year, and the railway proved of great benefit to the Province. Agricultural colonists were attracted, and the population increased 172Fig. 36—Signais at outrance to Santa Fe freigùt yards, Santa Fe Railway CO SA N'T A FE RAILWAY174 RAILWAYS OF ARGENTINA Flo. 37.—Water-supply tank car for desert serrtee, Argentine State RailwaysSANTA FE RAILWAY 175 rapidly. The contractors worked the line until June 30, 1885, when the railway as far as Rafaela was handed over to the Government. On October 15, 1886, a short line, 12 kilometers in length, was opened from Santa Fe to Colastine harbor to allow for loading and discharging of vessels during the dry season when the river at Santa Fe is low. The line from Rafaela to San Cristobal was inaugurated on January 1, 1887. By law of September 10, 1887, the Government was authorized to make further extensions to Galvez, Josefina, Soledad,1 and Reconquista. To construct all these lines several loans were negotiated during 1885 and 1887 with Murrieta & Co., of London, for a total of £3,270,600. In October, 1888, when about 300 miles of lines hadbeen constructed, the provincial government gave over the concessions for a period of 55 years to the French company Fives-Lilles on the understanding that 310 additional miles of line would be built. In 1888 the Fives-Lilles Co. transferred its concession to the Compañía Francesa de Ferrocarriles de la Provincia de Santa Fe. The entire line of 610 miles was completed and put in service in 1892. Eight years later the Province turned over its entire rights to the French company, which then made provisions for the extension of the railway out of the Province to Barranqueras with the intention of connecting eventually with Asuncion, Paraguay. Early in 1924 the company notified the Government that it was ready to construct a part of the Asuncion branch as far as the Bermejo River if Congress would renew the concession for this line, which had lapsed. RESULTS OF OPERATION The financial results of operation for the year ended June 30, 1923, are shown in the following statements : RECEIPTS Paper pesos Passengers_______________ 2, 299, 136 Freight__________________ 16, 696, 877 Telegraph________________ 104, 139 Various__________________ 83, 704 Total_____J______ 19,183,856 EXPENDITURES Paper pesos Maintenance of way_______ 2, 526, 106 Material and traction____ 6, 297, 292 Traffic. _l_______________ 3, 918, 037 Administration____________ 1, 098, 771 Tax, Mitre law------------ 1, 377, 979 Various__________________ 251, 640 Total 14, 469, 925170 RAILWAYS OF ARGENTINA / A comparison of operation for the years 1913 and 1923 is as follows: Items Gross receipts------------------------- Expenditures.--------------------------- Profits_______________________^______... Coefficient of operation---------------- Lenth of line__________________________ Capital invested----------------------- Passengers: First class________________________ Second class.__________________- — Total freight.__________________________ Passenger-miles------------------------- Average trip, first-class passengers.___ Average trip, second-class passengers... Average receipts per passenger......... Average receipts per passenger-mile_____ Total ton-miles, freight---------------- Average freight haul____________________ Average receipts per ton of freight----- Average receipts per ton-mile .......... Total trains---------------------------- Total train-miles_______________________ Total coach-miles----------------------- Total freight-car miles________________ Coefficient of utilization of rolling stock 1913 1923 .pesos.. .._____do___ _____do_____ ..per cent.. ____miles. _ gold pesos __ .. .number. _ _____do_____ ___..tons.. miles. _ .do____ pesos._ .do____ __ .miles. _ ...pesos.. ___do____ number. _ per cent.. 13,791, 335 8, 435,788 5, 355, 547 61.2 1,061 48, 340,000 381, 003 631, 553 1,752, 658 30,997,724 18.1 32.9 2.37 0.077 246,682,613 141 6.12 0.0434 71,606 2,672, 573 4, 689,828 43,474,837 37 19,183,857 14,469,925 4,713,932 75.4 1,188 51,901, 200 212,975 506,433 1,852,848 22,085,908 11.6 40.3 3.14 0.102 259,857,085 142 8.74 0.0616 27, 521 1,795,093 3,646,736 36,533,585 40 The region served by the Santa Fe Railway is entirely a flat country, but it has two aspects. That of the southern section of the line—namely, the central part of the Province of Santa Fe—is an almost treeless pampa with heavy rich soil admirably adapted for agriculture. It is a part of the corn and linseed belt. The northern section—that is, the northern part of the Province of Santa Fe and the eastern part of the Chaco Territory—is covered by the heavy forests of quebracho and other hardwoods, cut up by frequent extensive morasses and lagoons. This region is the field of operation of many lumbering companies and quebracho-extract factories. It is served by a number of narrow-gauge lines which act as feeders for the Santa Fe system. The Chaco Territory is being rapidly developed as a cotton-raising region, and many colonists are settling in the district. The climate and soil of the region is very favorable to a great diversity of agriculture, and the prospects for the prosperity of the railroad are better than at any previous time. The following tables give a comparison of the traffic of the Santa Fe Railway for the financial years 1913 and 1923: FREIGHT Articles 1913 1923 Articles 1913 1923 Ornsstiftq - Tons 156,153 372,031 126,903 48,592 10,603 25, 328 22,235 Tons 65,593 351,812 300,869 32,660 5,388 25,271 50,057 Sugar. Tons 9,204 520, 819 146, 919 313,871 1,752, 658 Tons 40,071 486,045 65, 315 408,745 1,831, 826 Logs Fire wood.. Posts Cereals and linseed Livestock Various. Sawdust Various lumber products. Quebracho extract. _ Total SANTA FE RAILWAY 177 LIVESTOCK Animals 1913 1923 Cattle __ Number 285,688 7, 209 18, 068 2,884 Number 122,489 5, 667 25,932 5, 071 Horses _ Sheep„ Hogs__ _ Total 313, 849 159,159 ROLLING STOCK AND SHOPS The Santa Fe Railway has a miscellaneous assortment of rolling stock, and has not standardized its equipment to the same extent as the British-owned wide-gauge railroads. The company adheres, however, to all of the standard engineering specifications prescribed by the Argentine Government. Link-and-pin and link-and-buffer couplers are employed* and vacuum brakes are used only on passenger stock. The English “Stone” system of electric coach lighting has been adopted, but all of the older equipment is still equipped only with acetylene-gas lighting. The workshops and repair yards at Santa Fe cover an area of 500 hectares (1 hectare = 2.47 acres) and employ 425 workmen. The buildings are old but substantially built of brick with wood trussed roofs. The locomotive erecting shop has 11 tracks and an entry track on each side, with a transfer in the center bay. There are no cranes, the lifting being done with hand-screw lifts. The boiler shop, however, has a 10-ton electric traveling crane. The forge shop has one 300-kilo steam hammer, one 100-kilo air hammer, and one 75-kilo air hammer (1 kilo = 2.2046 pounds). The larger furnaces are oil burners. Small forged parts are made regularly, but the larger parts and springs are repaired only. The foundry is equipped with a cupola with capacity of 4 tons per hour. The average monthly output of the foundry is 24 tons of iron and 10 tons of bronze. The largest casting made is of 3 tons. Machine moulding is employed for duplicate small parts. The foundry has one 3-ton hand traveling bridge crane. The machinery installation is mostly French and British, with some American. The largest wheel lathe is 5 feet in diameter. Compressed air at 100 pounds* pressure is piped through the shops. There is a complete sawmill and woodworking shop installed in connection with the coach repair shop. The freight-car repair is done in the open yards. The shops do not attempt to build new cars, but the rebuilding of coaches and freight cars on old underframes sometimes amounts to almost complete building. The general policy of the workshops is replacement and light repairs except in woodwork. A fairly large stock of imported repair parts is kept, including spare boilers. All small cast-iron parts, however, are made locally. With this system of replacement the maximum time allowed for a locomotive in the shops is 20 days. The rolling stock in operation on the Santa Fe system at the end of the year 1924 was as follows:178 RAILWAYS OF ARGENTINA LOCOMOTIVES Type Number Wheel arrange- ment Weight, in tons, empty Maker Passenger.. _ _ ... ... _. _ 10 4-4-0 24.0 British (1886). Do 10 4-4-0 22.6 French (1891). Freight 10 2-6-0 22.6 British (1886). Do 10 2-6-0 22. 6 French (1892). Do 24 2-6-0 24.3 French (1907). Do 32 2-8-0 32.0 French and German (1912). Mixed __ _ _ 34 2-6-2 31.0 Swiss (1910). Do 24 4-6-2 38.0 American (1920). Shunting 16 19.0 Do.L 1 18.5 PASSENGER ROLLING STOCK Type Number Axles (number) Seats Weight, in tons Load, in tons First class Second class Passenger coaches 12 4 38 23.3 Do 7 4 42 27.4 Do 7 4 26 11.1 Do 4 4 44 20.6 Do 4 4 27 11.8 Do 20 4 64 ' 22.3 Do 19 4 44 10.4 Do 5 4 64 19.6 Passenger coaches (mixed) __ 21 4 35 11.2 Do" ' 7 4 55 20 9 Do 4 4 54 27.1 Sleeping cars _ 10 4 20 23.8 ’ Do" 4 4 16 27.0 Do 4 4 20 26.5 Do 1 4 20 20.7 Dining cars ... _ _ 8 4 22 25.1 Do 3 4 35 29.9 Baggage cars 20 4 20.6 10 ~Do : 11 4 14.9 8 Do 10 4 22.5 10 Do , 8 4 10.5 6 Do 7 4 19.5 10 Special coaches _ __ 3 4 Service coaches ... 18 4 FREIGHT STOCK Type Box cars______ Do........ Do........ Do________ Half-box cars_ Do________ Do________ Do________ Do________ Cattle cars___ Flat cars_____ Do________ Do________ Do________ Firewood cais... Do________ Caboose_______ Do________ Do________ Service cars__ Do________ Do________ Service tank cars 1 1 Number Axles (number) Capacity, in tons 1,608 4 20 4 4 10 48 4 18 439 4 12 550 4 20 100 4 18 50 4 18 222 4 12 62 2 8 630 4 20 1,249 4 20 130 4 15 144 4 12 120 2 8 34 2 8 35 4 12 40 4 15 41 4 10 3 2 6 128 4 8-18 33 3 8 17 2 8 69 4 9-20SAH TA PE RAILWAY 179 RÉSUMÉ OF ROLLING STOCK Classes Number Classes Number Locomotives 171 Freight cars _ 5,509 247 Passenger cars _ ; 217 Service cars PERMANENT WAY Almost the whole system of the Santa Fe Railway lies within the low flat plain along the Parana River, and at only a few points is the height of the rail more than 300 feet above sea level. The altitude at the Santa Fe terminal is 53 feet above sea level, and the greatest altitudes are at Las Moj arras and Villa Maria, where the heights are 672 feet and 665 feet above sea level, respectively. The heaviest rail employed is 28.1 kilos per meter, in lengths of 12 meters (1 kilo = 2.2046 pounds; 1 meter = 3.28 feet). Other sizes in use are 21.5 and 21.8 kilos per meter. Ail these rails are of the Fives-Lille type. Am English-type rail of 20.4 kilos per meter is also used. Crossties are of native hardwoods cut to Argentine Government standard specifications. About 15 per cent of the trackage is still laid with Livesey iron pot sleepers. The track is ballasted only with earth, and in some sections of the low country it is quite rough and irregular. The minimum curve radius is 200 meters, and the maximum grade is 1 per cent. Twenty per cent of the line is in grades and 4per cent is in curves. The railroad is single-tracked, but at all stations there is a secondary track or main switch. The usual length of this switch is from 500 to 700 meters. Most of the stations are also provided with one or more shunting sidings. The total main-line mileage of the railway is 1,188, in addition to which there are 195 miles of auxiliary track.180 RAILWAYS OF ARGENTINA The principal switching yards are as follows, figures indicating length of sidings: Kilometers Santa Fe____________________________________________________ 19. 5 Santa Fe (freight)__________________________________________ 16. 2 Colastine___________________________________________________ 18. 0 Vera___________________________________________________________ 9. 8 Sorrento_________________________________.__________________ 11. 2 San Cristobal__________________________________________________ 7. 4 Rosario________________________________________________________ 7. 5 There are 212 bridges of span greater than 4 meters with a combined length of 5,942 meters. The number of culverts of span less than 4 meters is 773, with a combined length of 2,218 meters. The longest bridge is that over the Salado River at kilometer 4.6 on the main line to Rosario. This bridge has a length of 1,348 meters and is composed of 115 steel spans. The usual bridge construction is steel spans on masonry piers or quebracho posts. Culverts1 are built either of steel beams or of hardwood, usually quebracho, on masonry abutments.SANTA FE RAILWAY 181 Most of the stations have storage sheds for freight. These have usually from 100 to 200 square meters of floor area. The important country stations have cereal storage sheds, about half of which are the property of the company. Car scales of 30, 40, and 50 tons capacity are located at convenient stations along the lines. A number of ^.stations are also provided with 10-ton cart scales. In the cattle zone the stations have corrals for animals, the usual area of corral Fig. 41.—28.1-kilo rail (length 12 meters), Santa Fe Railway182 KAIL WAYS OF ARGENTINA being about 600 square meters. The largest is located at Soledad and has an area of 5,310 square meters. Water tanks are located at frequent intervals. The small tanks are filled by windmill, but those above a capacity of 30 cubic meters have a pump or are connected with a running water supply. At the Santa Fe freight yards there are coal deposits with capacity of 28,000 tons, and at the Sorrento yards the storage capacity is 6,500 tons. The total bin storage capacity for coal along the lines is 55,130 tons. There are 1,883 kilometers of railroad telegraph. The signals used on the system are the semaphores of one or more arms.ROSARIO-TO-PUERTO BELGRANO RAILWAY (FERROCARRIL DE ROSARIO A PUERTO BELGRANO) The Rosario-to-Puerto Belgrano Railway is the only broad-gauge French line operating in the Republic. It extends from the port of Rosario on the Parana River to a point near the Argentine military port known as Puerto Belgrano, close to the port of Bahia Blanca. It extends in a general southerly direction from Rosario, crossing the great pampa cereal zone. It crosses the British broad-gauge railways of this region at 17 different points. The capital of the company totals 50,000,000 francs, consisting of 100.000 5 per cent preferred shares totaling 25,000,000 francs, and 100.000 shares of common stock totaling 25,000,000 francs. The home offices of the company are at 22 Rue Caumartin, Paris. The president of the Paris board is R. Beaugey, and the secretary is R5cope de Tilly. The Argentine offices are at Calles Rio Bamba and Berutti, Rosario. The legal representative of the board is H. Bustos Moron, and the operating officials in Argentina are as follows: Director, Ing. Francisco Sisque. Traffic superintendent, Carlos Sarthou. Superintendent of materials and traction, Ing. Mauricio Saques. Superintendent of stores, Luciano Capelle. Purchasing agent, Francisco Gutierrez. Chief accountant, George Kurtzemann. The principal purchases are made through the Paris office. Local small purchases are made by Luciano Capelle, superintendent of stores, Ferrocarril Rosario al Puerto Belgrano, Rosario, Argentina. HISTORY OF THE LINE The Rosario-to-Puerto Belgrano Railway had its origin in a concession granted to Diego de Alvear on December 16, 1903, by the National Government. The construction, which was financed by French and Belgian capital, was not begun until March, 1907, and proceeded slowly. The line from Rosario to Puerto Belgrano was opened provisionally on December 19, 1910. In 1912 permission was granted to connect with the Southern Railway at Bahia Blanca, and with the Western at Timote. These short connections were opened on January 15, 1913, and June 22, 1914, respectively. In 1922 the railway constructed an extension of 14 miles into the city of Bahia Blanca from its terminal at Almirante Solier. It also placed in commission 300 meters of dock space at Arroya Pareja, near the military port, thus giving to the company an independent export port. The 183184 RAILWAYS OF ARGENTINA following table shows the results of operation of this railroad from its beginning to the present date: Calendar yeais Length Receipts Expenses Woiking latio Pas- sengeis cairied Freight carried Miles Gold pesos Gold pesos Per cent Numbei Tons 1912 495 732, 814 949, 440 135 85, 899 303,144 1913 495 1, 068, 202 816, 216 77 106, 247 450, 694 1914 496 732, 527 700, 960 97 138,147 290, 712 1915 496 1, 025, 094 796, 621 79 167, 551 418, 771 1916 496 1, 212, 946 863, 919 73 157, 890 466,455 1917 496 1, 003,418 854, 470 84 110, 478 327, 556 1918 496 1, 513, 494 1,186, 810 81 140, 543 435, 839 1919 , 497 1, 851, 037 1, 316, 098 71 157, 955 574,165 1920 497 1, 911, 495 1, 609, 868 84 183, 883 594, 561 1921 ■_ 497 1, 665, 620 1, 415, 583 85 199, 234 410, 338 1922 513 1, 941, 371 1,159, 992 60 269, 250 520, 708 1923 513 2, 425, 773 1, 541, 760 63 382, 027 596, 264 19241 . 513 2, 646, 457 1, 572, 091 59 413, 746 i Year ended June 30. PRESENT STATUS OF THE RAILWAY The details of receipts and expenditures of the Rosario-to-Puerto Belgrano Railway for the years 1922 and 1923 are given in the following table: Items 1922 1923 RECEIPTS Paper pesos Paper pesos Freight 3,053,916 4, 600,737 Passengers 481,462 641, 998 Excess baggage 6,790 7,011 Parcels express 86, 260 109, 343 Special tiains _ 3,197 1, 573 Telegrams.. 37,425. 42, 631 Restaurant service 10, 587 17,418 Warehousing 630 571 Miscellaneous - 114, 760 107,914 Total 3, 795, 027 5, 529,196 Items 1922 1923 EXPENDITURES Permanent-way mainte- Papei pesos Paper pesos nance__ _ 515,980 553,343 225,457 Locomotive maintenance. 181, 800 Coach maintenance 36, 060 38,478 Freight-car maintenance and renewal 98,191 354,377 Service of locomotives 938, 424 928,986 Service of vehicles 34, 831 36, 216 Traffic 604, 285 708, 653 Administi ation 260, 649 335, 602 Restaurant service 18,413 24, 482 Various __ 49,963 92, 372 Total 2,738, 596 3, 297,966 FREIGHT AND PASSENGER TRAFFIC The line of the Rosario-to-Puerto Belgrano Railway crosses a rich agricultural zone and has each terminal in a deep-sea export port. The zone of influence of the railroad is steadily increasing in population and production. The region behind the port of Rosario is the great com belt of the Republic, and this commodity forms the largest single item of freight traffic of the line. The passenger traffic consists largely of local north-and-south traffic. No express trains are run over the line, since through passengers between these two usually travel via Buenos Aires. Four local mixed trains per week in each direction operate over the line, in addition to which a more frequent service is maintained between Rosario and Cora, a distance of 66 miles. The traffic of the railroadROSARIO-TO-PTJERTO BELGRANO RAILWAY 185 for the years 1922 and 1923, as compared with the year before the war, is shown in the following table: FREIGHT Articles Corn_________________ Wheat________________ Wool_________________ Hides---------------- Barley_______________ Oats_________________ Linseed______________ Hay------------------ Potatoes_______^_____ Flour________________ Rock and sand________ Bricks_______________ Lime_________________ Posts________________ Oils_________________ Firewood_____________ Charcoal_______________ Fruits and vegetables - _ Agricultural machinery. Sugar________________ Wines________________ Various______________ General merchandise -_. Company materials____ Total__________ 1913 1922 1923 Metric Metric Metric tons tons tons 234,933 146, 213 158,746 144, 272 91,421 112, 237 2,108 2,805 79 994 782 152 8,282 4,740 2,867 20,115 11,994 32, 576 29, 090 24, 604 7,123 4, 615 5,374 2,073 4,940 3,693 3, 762 5,760 5,570 1,042 2,701 1,989 3,476 1, 531 156 703 472 707 4,800 4,144 1, 589 474 386 5,005 3, 915 1,239 572 380 514 3, 659 3,357 224 2,205 897 941 4,072 3,397 221 4,194 3, 765 1, 802 50,141 28,959 16,626 18,697 17,312 2,516 4,558 557, 263 371, 206 346, 789 LIVESTOCK Cattle _ - __ - - - Tons 31, 677 1, 326 1,172 149 Tons 20,958 1, 501 368 166 Tons 17,441 498 2,605 163 Horses - Sheep - Hogs __ Total _ _ _ _ _ _ _ _______ 34, 324 22,993 20, 707 * RÉSUMÉ OF TRAFFIC Passengers'. First class Second class number.- ._ do... 98,074 264,904 } 212, 768 i 106, 247 Total freight and livestock. tons. 591,587 394,199 346,789 i Calendar year. The total train mileage for the year 1923-24 amounted to 567,328, of which 304,938 train-miles were run by mixed trains, 181,309 train-miles by freight and cattle trains, 63,961 train-miles by passenger trains, and the remainder by service trains. The total ton-miles run was 299,056,875, and the average per train was 529 tons. FINANCIAL STATUS The operations of the company showed a net profit for the year ended June 30, 1924, of 2,441,740 paper pesos, as compared with a profit of 2,231,230 pesos for the previous year. The working ratio of expenses to receipts was 59.4 per cent, as compared with 59.6 per cent for the year 1923 and 77 per cent for the year 1913. Traffic conditions have continued to improve since the war, and the operating 76236°—26--13186 RAILWAYS OL ARGE K TI NA expenses have decreased in proportion to total traffic handled. Gross receipts for the first six months of the year 1924-25 were 10 per cent greater than for the same period of the previous year. The dividends paid for the year 1923-24 were 32 francs per share of preferred stock and 25 francs per share of common, as compared with 25 and 18 francs, respectively, for the previous year. ROLLING STOCK AND SHOPS The locomotives of the Rosario-to-Puerto-Belgrano Railway are all of French (Fives-Lille) and German manufacture. They are all coal burners, although wood fuel was employed during the war period. The quantity is as follows: Passenger, four drivers, with tender___________________________ 12 Mixed and freight, eight drivers, with tender__________________ 25 Shunting, eight drivers, with tank_____________________________ 8 Shunting, six drivers, with tank_______________________________ 2 There is only a relatively small amount of passenger stock, because of the requirements for light local passenger trains only. All of the coaches have two trucks. Vacuum brakes are used on passenger stock only. The link and buffer types of coupler are used. Coach lighting is by means of acetylene gas. The coach stock and freight stock are as follows: PASSENGER ROLLING STOCK Type Number Axles (number) Seats Weight, in tons First class Second class Coaches, fiist class. __ _ 7 4 56 31 Sleeping cars _ _ _ 5 4 23 31 Coaches, second class. _ _ __ 15 4 64 29 Dining cars ... _ 4 4 32 32 Baggage cars _ _ 8 4 25 FREIGHT STOCK Type Number Axles (number) Weight, in tons Capacity, in tons Boxcars .. _. 49 2 11 20 Do 180 2 10 25 Do 290 4 19 45 Do 185 4 18 45 Half-box cars 66 2 8 20 Do 20 4 16 45 Flat cars, low sides. _ _ 60 2 8 20 Flat cars, high sides _____ _ _ 10 2 10 25 Do_.___r_ 15 2 9 25 Do 13 4 19 45 Do 47 4 18 45 Cattle cars ; 120 4 19 40 Cabooses 18 4 20 40 RÉSUMÉ OF ROLLING STOCK Glasses Number Classes Number Locomotives _ _ _ 45 Freight cars __ __ _ 1, 073 Passenger cars... 39 Service cars _ __ 16 ROSARIO-TO-PUERTO BELGRANO RAILWAY 187 The heaviest trains allowable on the line are of 200 axles, a 2-axle empty freight car being computed as of 1 axle and a loaded 45-ton 4-axle car being considered as of 8 axles. The workshops of the railway are located at Villa Diego, about 4 miles from Rosario. They are small, employing only 160 men, and no attempt is made to manufacture heavy parts locally. Repair work consists of light repairs and replacements. PERMANENT WAY The right of way of the Rosario to Puerto Belgrano Railway is across a rolling prairie with no high hills. The total length of main line is 513 miles, in addition to which there are 64 miles of sidings and auxiliary tracks. The line is single tracked, but each station is provided with a main siding the usual length of which is about 400 meters. The principal shunting yards are: Almirante Sober, with 7.1 kilometers; Villa Diego, with 6.4 kilometers; Rosario, with 3.6 kilometers; and Bahia Blanca, with 2.5 kilometers. The line is laid with Vignole rails weighing 43.1 kilos per meter. Crossties are of native hardwood cut to Argentine Government standard specifications. The entire line is ballasted only with earth. The maximum grade is 6.5 per thousand and is located between Kilometers 775.2 and 775.5. The minimum curve radius is 300 meters for a length of 353 meters. Twenty-five per cent of the main line is in grades, and 10 per cent is in curves. There are 292 culverts with a total length of 725 meters. There are 32 bridges with a combined length of 801 meters. The longest bridge is over the Sauce Grande River at Kilometer 748. Its length is 256 meters, and its greatest span is 41 meters. Bridges are constructed with steel spans. There are 54 stations on the line, the maximum distance between stations being 24.3 kilometers between Lartigau and Colonel Falcon. Freight storehouses are located only at the most important stations, the total number being 10. There are, however, cereal storage sheds at nearly all of the stations. The total covered cereal storage area is 48,725 square meters. Cattle corrals are also provided at most of the stations. The usual area of corral is 800 and 1,000 square meters. Sixty-ton car scales are installed at Villa Diego and at Almirante Sober. Coal deposits of 1,800 tons capacity are located at Villa Diego and at Almirante Sober. There are also deposits of 800 tons capacity each at San Gregorio and Colonel Suarez, and one of 400 tons at Capital Castro. The maximum distance between watering stations is 59.4 kilometers, and the minimum distance is 25.1 kilometers. Water at way stations is usually supplied by windmills. The entire line is fitted with telegraph using Leclanche batteries. Telephones are also installed between the most important stations. Mechanically operated semaphore signals of one or more arms are employed on the line.BUENOS AIRES PROVINCIAL RAILWAY (FERROCARRIL PROVINCIAL DE BUENOS AIRES) The Buenos Aires Provincial Railway is a meter-gauge line situated entirely within the limits of the Province of Buenos Aires and is owned and operated by the provincial government. From its terminal point at the port of La Plata it crosses the pampas in a general westerly direction. It is largely a freight-carrying line, bringing livestock and cereals into the port of La Plata, where two large meat-packing plants are located. The length of main line at the end of the year 1923 was 345 miles. The administration and supervision of the railway is under the “ director general of architecture, railways, and inspection of machinery/; whose office is a dependency of the ministry of public works of the Province. The railway, however, has its own operating offices located in the terminal station at La Plata, with a separate operating staff as follows: Manager, Juan N. Bajac. Secretary, Ing. Alberto Portinari. Chief of traffic, Juan E. Duro. Chief of traction and shops, Ing. Hortensio Vilaseca. Chief of way and works, Ing. Angel J. Bianchi. Chief of stores, Fortunato Abad. Chief accountant, Juan Angel Penachi. The principal purchases are made on provincial government bids through the Ministry of Public Works of the Province of Buenos Aires, Casa de Gobierno, La Plata, Argentina. Small local purchases are made by Fortunato Abad, Jefe de Almacenes, Ferrocarril Provincial de Buenos Aires, La Plata, Argentina. The capital invested in the railway at the end of the year 1923 amounted to 12,497,678 pesos. HISTORY OF THE RAILWAY On October 18, 1907, the legislature of the Province of Buenos Aires passed a law authorizing the governor of the Province to issue bonds and construct a railway from the city of La Plata to the western boundary of the Province, with various branch lines to the south. The law authorized a contract of .construction and supply of rolling stock with the firm of Otto Bemberg & Co. The lines authorized were as follows: 1. Main line from the port of La Plata to Meridiano Quinto, passing through the city of La Plata and the townships of Brandzen, Monte, Saladillo, 25 de Mayo, and 9 de Julio. 2. Branch line from a point between Monte and Saladillo through Alvear to Sierra Chica. 3. Branch line from a point between Monte and Brandzen to the city of Mar del Plata passing through the townships of Ranchos, Chascomus, Pila, Rauch, Ayacucho, and Balcarce; this line to have the following branches: (a) From Pila to Tuju, passing through Dolores, Conesa, and Lavalle. (b) From Mar del Plata to General Alvarado. (c) From Mar del Plata to Olavarria, passing through Balcarce and Tandil. 188BUENOS AIRES PROVINCIAL RAILWAY 189 Payment to the contracting company was authorized to be made in external bonds of the Province bearing 4 per cent interest and 1 per cent accumulative amortization, issued at a minimum of 85 Ïer cent. These bonds were exempted from all taxes within the ’rovince. The operation of the railway was placed by law under a limited-liability company whose board would be composed of three members appointed by the governor and three members designated by the1 concessionaires. The law further designated that the operating expenses, interest, and amortization of the bonds should be met out of the gross receipts of operation. The Government reserved the right to fix tariffs, and guaranteed an interest of 5 per cent on any capital invested by the operating company, the amount of interest not to exceed 20,000 gold pesos annually. All earnings of the company above 10 per cent were to be turned in to the general revenue of the Province. By article 22 of this law the Government was authorized to issue bonds up to 2,000,000 gold pesos, which was amplified by law1 of March 6, 1912, to 5,000,000 gold pesos. Another law passed on May 22, 1909, fixed the bonds in three issues, the first of 6,000,000 gold pesos to be issued at the signing of the contract; the second of 3,000,000 gold pesos 12 months later; and the third of 3,000,000 to be issued 30 months after the signature of the contract. The bonds were to be issued and deposited with the following houses: 30 per cent with Luis Dreyfus et Cie.; 40 per cent with Otto Bemberg & Co.; and 30 per cent with Erlanger & Co. These issues were designated as “external loan of the Province of Buenos Aires, 4^ per cent of 1919, railway loan.” The general bond was signed on June 9, 1909, and the financial contract was signed on October 26, 1909. On September 10, 1913, a law was approved modifying details of the proposed locations of the railway, and increasing the authorized bond issue by 17,000,000 gold pesos to be issued at 5 per cent with 1 per cent amortization and at not less than 90 per cent. The construction of the line was in charge of a company formed for the purpose by the engineers Dirks & Dates, together with Otto Bemberg & Co., E. Erlanger & Co., and L. Dreyfus & Co. The company was called the Société Anonyme Franco-Argentine de Travaux Publics, and their contract was approved under the law of May 22, 1909. The line is all of meter gauge, and the sections were opened to traffic as follows : Section Kilometers Date Port of La Plata to Saladillo _ 206 May 18,1912 July 31,1912 Feb. 7,1913 May 21,1913 Jan. 20,1914 Saladillo to Blas Durañona 36 Durañona to 9 de Julio 87 9 de Julio to Kilometer 440 132 Kilometer 440 to Mira Pampa, 114 The provincial budget of 1922 authorized the governor to issue public bonds under the law of September 10, 1913, and a decree of July 25, 1922, authorized the surveys for the branch lines. The contract for construction and supply of material and rolling stock for the branches was given to the local contracting firm of Dates & Hunt, who arranged the financing through the Banco Holandes.190 RAILWAYS OF ARGENTINA The branches now under construction total 225 kilometers, of which 62 kilometers is from La Plata to Avellaneda and 169 kilometers is the branch from Beguerie to Azul. The branch to Avellaneda was completed on December 8, 1924. By decree of November 21, 1924, the name of the railway was changed from the Meridiano Quinto Railway to the Buenos Aires Provincial Railway. RESULTS OF OPERATION The Buenos Aires Provincial Railway has not had a successful career from a financial standpoint. The operating ratio has been very high, and the line showed a profit only during one year of its existence. The financial status can be judged from the following table showing receipts and expenditures since the inauguration of the line: Years Receipts Expendi- tures Deficit Profits Operating ratio 1912 Paper pesos 224,984 476,978 521, 221 637, 707 900,135 823, 743 1,471, 304 1, 665, 545 1, 768,162 1, 939,913 1, 025, 260 1,009,076 Paper pesos 310,244 636, 285 709, 207 923, 507 1, 211, 202 Paper pesos 85, 260 159, 307 187,986 285, 800 311, 067 413, 042 559, 278 391, 728 400,196 41,461 Paper pesos Per cent 137 1913 133 1914 . 133 1915 _ _ _ 144 1916 _ _ 134 1917 _ i; 236; 785 2,030, 582 2,057,273 2,168, 358 1,981, 374 956, 279 1,124, 543 150 1918 138 1919 _ 123 1920 „ 122 1921.__ 102 1922 __ 68,981 93 1923 115,467 111 The detailed receipts and expenditures for the calendar year 1923 were as follows: RECEIPTS Pesos Passengers 114, 718 Freight _ 828, 252 Excess baggage. l, 182 Parcels express 45, 444 Telegraph 4, 844 Warehousing 3, 140 Special trains 528 Advertising _ __ 499 Rents . 449 Various 10, 020 Total______________ 1, 009, 076 EXPENDITURES Pesos Operation of locomotives__ 483, 480 Operation of trains_________ 147, 196 Way and works, maintenance______________________ 163, 492 Traffic expenses____________ 224, 801 Administrative expenses__ 105, 574 Total_____________ 1,124,543 PASSENGER AND FREIGHT TRAFFIC The passenger traffic on the Buenos Aires Provincial Railway is light, as most of the towns along its line of influence are reached by fast trains on the lines of the broad-gauge Southern and Western Railways. The through passenger traffic is taken care of by three mixed trains a week in each direction. There is also a daily mixed train as far as Beguerie, 85 miles, and two mixed trains a week as far as Nueve de Julio, 191 miles. The through trains cover the distance of 343 miles from terminal to terminal in 15 hours.BUENOS AIRES PROVINCIAL RAILWAY 191 The largest item of freight traffic handled by the railway is cattle, which is brought in to the two packing plants near La Plata. Previous to the year 1924 the Provincial Railway had no direct rail connection with Buenos Aires, and there was a considerable interchange of freight with the Midland Railway at the Madrid junction. The passengers and freight carried during 1923, as compared with the year 1913, is shown below: Items 1913 1923 Items 1913 1923 PASSENGERS freight—continued Metric Metric Number Number tons tons First class __ _ 15,013 31,760 Hides _ 41 196 Second class 35, 737 71,831 Gasoline and kerosene 19 1,772 Bricks 2,725 1024 PARCELS EXPRESS AND EXCESS Coal 996 10,681 BAGGAGE Metric Metric Stone 1,135 8,323 tons tons Sand 1,348 915 Milk and cream 2,448 4,889 Casein 61 Poultry and eggs 27 627 General, freight 7,224 21,972 Fruits and vegetables 9 86 General ____ 251 584 LIVESTOCK Excess baggage 30 36 Cattle 4,950 94,391 Horses 196 385 FREIGHT Sheep 314 1,360 Wheat 6,889 40, 370 Hogs 236 849 Linseed 2,119 4,629 Oats _ 3, 709 8,778 RESUME OF TRAFFIC Barley 81 984 Corn _ 36, 796 70,762 Public freight. 64, 600 179,853 Ttve _ _ _ 36 Cattle 5; 696 96,985 Hay 1,372 8, 389 Company materials 12,130 Flour 28 764 Parcels express 2,735 6' 186 Wool _ _ 118 197 Excess baggage. 30 34 The total “ axle-miles” of freight cars during the year 1923 was 23,772,461, and the total “axle-miles” of passenger cars was 918,007. In calculating the “axle-miles” the axles are computed on a basis of weight of car; a freight car loaded with less than 15 tons is considered as 4 axles, and with more than 15 tons as 5 axles. A passenger car in service is calculated as of 5 axles. The total passenger car-miles run during 1923 were 229,502, and the freight car-miles were 5,943,-115. The gross receipts per mile of line during 1923 were 2,605 gold pesos, and the expenses per mile of line were 2,903 gold pesos. The expenses per 1,000 train miles amounted to 1,882 gold pesos. ROLLING STOCK AND SHOPS The rolling stock of the Buenos Aires Provincial Railway on June 30, 1924, was as follows: LOCOMOTIVES Passenger. Freight-_ Switching Type Number Wheel arrange- ment 20 4-6-2 10 4-6-2 3 0-6-0 192 RAILWAYS OF ARGENTINA PASSENGER ROLLING STOCK Type Number Axles Seats Beds Passenger coaches: First class _ _ _ - 9 4 43 Second class - 7 4 60 Mixed-_ ; 4 4 48 Dining cars 4 4 16 Kitchen car __ ' - 1 4 Sleeping cars 4 4 24 16 Baggage cars _ -- _ 6 4 Service coaches - 3 4 FREIGHT STOCK Type Number Axles Capacity, in tons Box cars I 450 4 30 High-side flat cars- 150 4 30 Platform cars 150 4 30 Cattle cars_ . 147 4 30 Milk cars 2 4 30 Cabooses- , 2 2 Tank cars - 10 4 1 200 1 Cubic meters. RÉSUMÉ OF ROLLING STOCK Classes Number Classes Number . Locomotives __ 33 Freight cars 911 Passenger cars 35 Service cars- 3 The standard passenger coach has a length of 17.15 meters over all, and a width of 2.7 meters. The truck centers are 12.39 meters, and the truck wheel base is 2 meters. The coaches weigh 17 tons. All freight cars have a standard length of 11.2 meters over all, and a width of 2.455 meters. Inside dimensions are 10.46 by 2.45 meters. The height of floor above the rail is 95 centimeters, and the height of the drawbar is 78 centimeters. The distance between truck centers is 8.534, and the truck wheel base is 1.524 meters. The “Stone” system of electric lighting is used for passenger coaches. The voltage of lamps and fan motors is 24. The number of lamps per car is 21 in first-class coaches, 19 in second, 25 in dining cars, and 33 in sleeping cars. The dining cars have two fans of 50 centimeters and one of 20 centimeters. The sleeping cars are equipped with nine fans of 20-centimeter spread. Westinghouse air brakes and M. C. B. automatic couplers are used on all rolling stock. All wheels are of steel. Small repair shops for light repairs are located at La Plata and at Nueve de Julio. New workshops are now being equipped in connection with the new branch being built to Avellaneda, and these will have capacity to take care of a larger range of repair work. PERMANENT WAY The Buenos Aires Provincial Railway lies within a flat prairie and slightly rolling region. There are no high hills or large rivers to be crossed. The maximum height of rail is 105 meters above sea level.BUENOS AIRES PROVINCIAL RAILWAY 193 The entire line is ballasted only with earth, with maximum height of terraplane of 6.46 meters. The rails are of a weight of 31 kilos per meter, and are 12 meters in length. Native hardwood crossties are used, of Argentine standard dimensions and laid 15 per rail. The right of way is inclosed by wire fences. There are 345 miles of main line, all of meter gauge. In addition, there are 44 miles of sidings and auxiliary tracks. The usual length of main siding at the stations is 741 meters. At La Plata there are 11 kilometers of shunting sidings, and at Nueve de Julio there are 6.2 kilometers. The maximum grade is 0.6 per cent for a distance of 1,500 meters, at Kilometer 96. The minimum curve radius is 270 meters, at Kilometer 24.5. The amount of curve is 4.4 per cent of the entire length of line. The water tanks are of reinforced concrete with capacity for 90,000 liters. There are 19 tanks along the main line, with a maximum distance of 62 kilometers between watering stations. Cereal sheds and cattle corrals are located at all of the principal stations. The shed storage capacity at small way stations is 300 square meters of floor area. There are 30 bridges and viaducts on the line with a combined length of 1,320 meters, and 62 culverts with a total length of 189 metels. The longest bridge is over the Samborombon River at Kilometer 46.2. It is 270 meters in length. The line has 1,418 kilometers of telegraph. The poles are of native red quebracho measuring 5.3 meters in height, and spaced 10 per kilometer. The line consists of No. 7 galvanized wire. The “Daniell” type of batteries are employed. There is also a system of telephones using “Leclanche” batteries. Mechanically operated semaphore signals are employed throughout the system. The semaphores are of iron, 7 meters in height, located at the left side of the track. Station semaphores are operated from the station platforms. Grade indicators are painted on steel plates mounted on quebracho posts.BUENOS AIRES CENTRAL RAILWAY (FERROCARRIL CENTRAL DE BUENOS AIRES) The Buenos Aires Central Railway (Ferrocarril Central de Buenos Aires, Ltd.); is the only privately owned primary railroad in Argentina under Argentine management. It extends from Buenos Aires to the northwest through a well-populated agricultural region. A branch line to Zarate, on the Parana River, gives the system connection with the Entre Rios and North East Argentine Railway systems, which are of the same gauge, and forms the only rail connection that these lines have with Buenos Aires. The offices of the company are at Calle Corrientes 4002, Buenos Aires. The president of the directorate is Teofilo Lacroze, and the vice president is Federico Lacroze. The other directors are Carlos and Miguel Lacroze and Dr. Luis J. Rocca. The secretary is Thomas Shaw. The operating officials are as follows: Manager, Juan Caff arena. Secretary, Julio A. Lacroze. Chief of way and works, Bruno Brandan. Chief of traction and shops, Oscar Jettes. Chief storekeeper, Roberto Mullins. Chief of traffic, Aquiles Cavanna. Chief accountant, Enrique Gallishaw. The purchases of supplies are made through the chief storekeeper in Buenos Aires, although the requisitions may have their origins in other departments. New equipment is purchased only upon the approval of the directorate. The capital of the company on June 30, 1924, amounted to 46,372,127 paper pesos, divided as follows: Securities Authorized Issued 50,000 ordinary shares pesos- 43^ per cent obligations _ _ 25,000,000 £1,000,000 £1,200, 000 22,565,000 £1,000,000 1 £1, 078,400 5 per cent obligations 1 £121,600 amortized. The dividend paid on common stock was 4 per cent for the year 1923 and 5 per cent for the year 1924. The balance sheet for the financial year ended June 30, 1924. is given below: Active : Paper pesos Capital invested in works_____________________ 43, 636, 926 In banks__________________________________________ 64, 461 Materials in warehouses__________________________ 540, 427 Materials in transit____________:_____________ 279, 541 Deposits in guaranties____________________________ 53, 600 Premiums on debentures________________________ 5, 954, 148 Current accounts of shippers_____________________ 82, 227 Expropriations_____________________________________ 6, 574 Government freights______________________________ 564, 097 Provincial freights________________________________ 8, 386 Various outstanding accounts___________________ 4, 547, 648 Total_________t___________________________ 55,738,035 194BUENOS AIRES CENTRAL RAILWAY 195 Passive: Paper pesos Common shares_______________________________ 22, 565, 000 Reserve fund___________________________________ 584, 939 4p£ per cent loans______________^___________ 11, 454, 545 5 per cent loans____________________________ 12, 352, 582 Loan, Lacroze Hermanos y Cia__________________ 700, 000 Renewal fund___________________________________ 501, 411 Account, Lacroze Hermanos y Cia_____________ 2, 246, 536 Various creditors_______________:___________ 3, 823, 950 Profit and loss account____________________ 1, 509, 072 Total_____________________________________ 55,738,035 HISTORY OF THE SYSTEM The Buenos Aires Central Bailway had its origin in a concession given by the Province of Buenos Aires on February 4, 1886, to Federico Lacroze for a urural tramway” from Almagro to Villa de Colon, with a branch from Capilla to Zarate and Campana. This was the first attempt to use horse tramways outside of the city of Buenos Aires. A guaranty of 5 per cent was given for 15 years. The gauge was fixed at 1.435 meters, or 4 feet inches. The first section, from Buenos Aires to Pilar, a distance of 42 kilometers, was opened to traffic on April 6, 1888. By decree of August 31, 1887, Federico Lacroze was authorized to construct several additional lines reaching to 25 de Mayo, Olavarria, Lincoln, and Tandil, but these new lines were not granted any guaranty and only horse traction was to be allowed. They were never built. The line from Pilar to Zarate, 53 kilometers, was opened on May 24, 1888. A petition to change from horse traction to steam was refused by decree of August 26, 1887, but was finally granted on September 5, 1891, on condition that the 5 per cent guaranty be renounced. The whole extent of the original concession to Salto, making a total of 219 kilometers, was completed in December, 1896. By decree of August 26, 1897, the name of the railway was changed from Tramway Rural to Ferrocarril Rural de la Provincia de Buenos Aires. In May, 1904, a contract was entered into for the construction of the line from Salto to Rojas, a distance of 50 kilometers, and later a further concession was obtained for lengthening the line from Rojas to Villa Maria in the Province of Cordoba. The line to Rojas was completed in July, 1908, and to Kilometer 315, in 1916. The concession given on June 28, 1907, Law No. 5083, allows of the extension of this line to Villa Maria. In October, 1906, the Ferrocarril Rural was transferred to a company newly formed under the name of Ferrocarril Central de Buenos Aires, with Teofilo Lacroze as president. A loan was obtained in London in 1907 for £1,000,000 to be spent for rolling stock and other new equipment. In 1907, after the opening of the ferry connection with the Entre Rios Railway, the track of the Buenos Aires Central Railway was relaid with 80-pound rails instead of the original 35-pound, and new workshops were installed. RESULTS OF OPERATION The gross receipts for the year 1924 were 7,007,719 pesos, with operating expenses amounting to 3,831,550 pesos, leaving a profit of 3,176,168 pesos. The detailed receipts and expenses for the year 1924, as compared with the previous year and the year before the war, are shown in the table following.196 RAILWAYS OF ARGENTINA Items 1913 1923 1924 RECEIPTS Passengers __ Paper pesos 532,307 1,881, 834 150, 886 85, 639 9, 075 6,242 2,639 32, 078 110, 311 281, 359 Paper vesos 767,433 3,472, 493 548,188 583, 417 14, 581 4, 622 3, 609 141, 757 25, 384 318, 600 53,895 241, 991 Paper pesos 830,114 3,950,730 766,999 623,483 14,528 3,457 3, 624 108,013 8,366 321, 948 83, 685 292, 772 Freight Livestock Parcels express _ - ^ - Excess baggage ; _ _ Special trains - - .. Telegrams _ _ __ Warehousing ... - Hire of vehicles - Rents - - Demurrage Various - 4,405 Total : 3,096, 775 6,175,970 7,007,719 EXPENDITURES Permanent way and works • _ _ 290,100 75, 876 21, 807 23,423 629, Oil 8,415 454,119 427,788 214,940 15,869 34,231 1,181,056 24,784 1, 076,874 109,002 329,735 73,188 230,031 372,039 259,494 21,242 34,367 1,223,133 26,751 1,126, 714 121, 530 321,625 83,088 241, 567 Maintenance of locomotives _ Maintenance of passenger vehicles _ _ _ Maintenance of freight vehicles Operation of locomotives Operation of vehicles _ Traffic charges. Vehicle hire and demurrage __ Administration 138,483 37,161 68,465 Mitre law tax Various Total r - 1,746,860 3,717,498 3,831, 550 The following table gives an analysis of the operating statistics for the years 1923 and 1924 as compared with the year before the war: Items 1913 1923 1924 Length of line open. ... miles. _ 174 292 292 Capital £3,060,436 £4,169,960 £4,048,360 Receipts j pesos. 3, 096, 775 6,175,970 7, 007,719 Expenses .do 1,746,860 3,717,498 3,831, 550 Profit do 1, 349, 915 2,458,471 3,176,168 Operating ratio . .. per cent.. 56.4 60 2 54.7 Receipts per mile of line pesos. _ 17, 749 21,140 23,987 Expenses per mile of line do 10, 012 12,724 13,115 Receipts per train-mile do 4.43 11. 97 12. 65 Total freight and livestock traffic .tons.. 492,473 737,254 886, 204 Total passengers carried number.. 366,492 284, 620 300, 536 Total train-miles run Total car-miles run 699,259 515,644 6, 618,834 2.70 553,959 6,804,100 2. 76 Average fare per passenger pesos.. 1. 46 Average receipts per ton of freight do 4. 37 5. 57 5. 39 Average passenger per train number.. 51 83 85 FREIGHT AND PASSENGER TRAFFIC The main line of the Buenos Aires Central Railway was projected to Villa Maria and Cordoba, but it is actually constructed only as far as Kilometer 314, or about half of the distance to Cordoba. A branch line from Kilometer 55 runs to the town of Zarate on the Parana River, where connection is made by ferryboat with the Entre Rios Railway. This line, therefore, forms a linh in the international railway route between Buenos Aires and the capital of Paraguay, it being of the same gauge as the Entre Rios, the North East Argentine, and the Paraguay Central Railroads. The main line passes through the center of the Argentine corn and linseed belt. The continuation of this line to Villa Maria would pass through a rich agricultural and pastoral zone.BUENOS AIRES CENTRAL RAILWAY 197 The passenger traffic in 1924 consisted of 104,465 first-class passengers and 196,071 second-class, as compared with 100,825 first-class and 183,795 second-class passengers during 1923. The freight traffic consists largely of corn, linseed, and other grains to Buenos Aires for export, and livestock to the packing plants at Zarate. The company handles a considerable traffic in vegetables, fruits, and poultry, much of which is received in transit from the Province of Entre Bios. The farms along the company’s lines also furnish large traffic in these commodities and in milk. Parcels express and fruit trains are run daily over the line to Zarate. Posts and hardwood logs from Misiones and Paraguay are also handled in transit to Buenos Aires from the other standard-gauge lines. The lines of the Buenos Aires Central Railway do not enter the port of Buenos Aires, and all freight intended for export is transshipped at San Martin or at Caseros to cars of the wide-gauge railways, Central Argentine and Buenos Aires Pacific. The company’s own employees make the transfers, and freight rates are quoted to the port, including a slight charge for transshipment. Cattle destined for the Buenos Aires cattle market at Mataderos is likewise transferred at Caseros. The following table shows the freight traffic of the system: Items 1913 1923 1924 FREIGHT General freight- Metric tons 156,365 86,014 14,243 9,767 10,917 36,153 20,057 711 522 15,862 1,002 5,267 21,128 52, 901 Metric tons 199, 631 93,056 23,648 22,881 21,297 52,294 21,004 6,466 4,175 52,686 5,342 63,974 36, 536 20, 358 Metric tons 238,176 74, 639 23,316 19, 636 26, 583 65,900 14,682 9,109 4,265 79,490 6,106 99,805 33,284 37, 890 Corn _ _ _ Linseed Wheat. . - Other grains and flour _ Vegetables and fruits Hay - - -_ __ Wool and hair _ __ _- _ Hides • Bricks, sand, lime _ - Wines and liquors -- _ _ Posts and logs - - _ _ _ Coal and firewood - - __ __ __ - __ Company materials- —_ _ __ Total __ __ 430, 909 623,348 732,881 LIVESTOCK Cattle. Number 92, 646 7,323 234, 655 5,788 Number 192, 699 2,211 318, 087 7,675 Number 253,407 4,441 482,831 7,012 Horses Sheep - Total tons livestock _ _ Tons 61,564 Tons 113,906 Tons 153,323 ROLLING STOCK AND SHOPS The rolling stock of the Buenos Aires Central Railway at the end of the year 1924 consisted of the following standard-gauge material: LOCOMOTIVES Type Number Wheel arrange- ment Weight of engine, empty, in tons Maker Passenger __ 8 4-4-0 51.00 Baldwin. Freight 12 4-6-0-... 41.45 Kerr Stuart. Mixed . _ -- 6 0-6-0--- 33.00 Do. Do. - 6 4-6-2. 51.00 Maffei. Do 5 4-6-0.— 51.00 Baldwin. Electric (550 volts, 300 amperes, 180-ton tractive force). 8 4 axles, __ 20. 50 Dick Kerr.198 RAILWAYS ÒF ARÔENTIHA PASSENGER ROLLING STOCK Type Number Axles (number) Se First class •its Second class Maker Coaches, First class _ 2 4 37 C. B. A. Rury. Do 2 4 34 Brill Do _ - 1 4 68 Watson. Do 3 4 68 Metropolitan. Coaches, second class _ 4 4 63-62 C. B. A. Rury. Do.. - 2 4 82 Watson Do _ 2 4 102 Metiopolitan. Coaches, mixed 7 4 12 37 Brill Dining cars _ _ 1 4 32 Watson. Do 2 4 36 Metiopolitan. Reserved _ __ __ 3 4 Brill and C. B. A. Baggage cais. 4 4 (0 0) Do 8 4 (2) (2) 112 tons capacity. 2 8 tons capacity. FREIGHT STOCK Type. Number Axles (number) Capacity, in tons Maker Cold-storage cars. 10 4 15 Middletown. Box cars 79 4 25 Middletown and Metropolitan. Do 348 4 30 Do. Cattle cars 50 4 30 Metropolitan. Do. Half-box cars 17 4 25 High-side flat cars 159 4 30 Metropolitan and Middletown. Metropolitan. Middletown Low-side flat cars 25 4 30 Platform cars 24 4 15 Tank cars 16 4 25 Metropolitan. Cabooses 12 4 5 Middletown. Do. 8 4 10 Do. Service cais 8 4 15 Do. RÉSUMÉ OF ROLLING STOCK Classes Numbei Classes Number Locomotives: Passenger cars. _ 38 Steam __ 37 Freight cars 748 Electric 8 Service cars 11 . Buffer and screw-and-link types of couplers are employed, and vacuum brakes are in use on the passenger cars. The “Stone” system of electric lighting has been adopted for the passenger stock. Steel wheels are adopted as the standard, but some chilled-iron wheels are in use on the light freight cars. The maximum weight of freight train allowed on the lines is 600 tons, limited to 100 axles. The workshops of the company are located at Lynch, 4 miles from the Buenos Aires terminal station. The area of shops under cover amounts to 8,040 square meters. The shop buildings are of frame and steel structure covered with galvanized iron, but the engine deposit and warehouses are of brick with steel trussed roofs. The main repair shop contains eight tracks with ample space on one side for a general machine shop. The locomotives are repaired on the center tracks, and the other side of the building is devoted to the repair and construction of coaches. Locomotives are raised by special screw lifts. Light repairs to locomotives are done in the locomotiveBUENOS AIRES CENTRAL RAILWAY 199 storage shed. The foundry has one cupola with capacity for tons per hour. Hand moulding is employed entirely. The sawmill and carpenter shop is in a separate building. Native and Paraguayan hardwoods and cedar are employed for car building, together with some American yellow pine. The shops repair an average of locomotives and 3 passenger coaches monthly for general repairs, while about 40 freight cars pass monthly through the shops. The workshops are not intended for the manufacture of large locomotive parts. The policy is one of replacement, though all kinds of small parts are made regularly. The maximum size of wheel lathe in the shops is 4 feet. The forage shop has a 200-ton hydraulic press. The total number of machines in the shops is 43. These are of American, British, French, and German manufacture. Electric energy for power and lighting is obtained from the power station of the Lacroze Tramways Co. at Calle Medrano, Buenos Aires. This station has nine Babcock & Wilcox boilers, two Sulzer turbines with 1,500-kilowatt generators, one Carels Frères 1,500-kilowatt generator, and four Carels Frères 750-kilowatt generators. The substation at the Lynch workshops has three Westinghouse 500-kilowatts. Power is received at 13,000 volts and converted to 550 volts, which is the voltage for power and lighting. PERMANENT WAY The lines of the Buenos Aires Central Railway are entirely within the flat pampa area. The highest point of rail on the system is 322 feet above sea level. The main-line rails are Lorain, 80 pounds per yard, 10 and 12 meters in length. Cross ties are of native hardwoods. The track is ballasted with earth, although stone is employed as far as Lynch Station and some cinders are used beyond Lynch. The minimum curve radius is 200 meters. The maximum grade is 1.5 per cent, between kilometers 61 and 62. The gauge is 4 feet 8^ inches. The length of main line is 292 miles, in addition to which there are 38 miles of sidings and auxiliary track. The largest switching yards are at the Buenos Aires terminal, with 9.9 kilometers; Lynch, with 6.7 kilometers; and Zarate, with 3.1 kilometers. There are 62 bridges on the system, the longest having a length of 51 meters. Bridges are of steel with brick abutments. There are no tunnels. The line is electrified with overhead conductors out of Buenos Aires as far, as Campo de Mayo, a distance of 23.8 kilometers, with a branch line of 3.3 kilometers from Lynch to San Martin. The steam trains Vun into the terminal, however, without change to electric traction. Water at way stations is supplied by windmill and by pumps. Tanks have various capacities up to 120 cubic meters. The maximum distance between watering stations is 41.9 kilometers. The usual way-station tanks are of iron plate mounted on timber towers. A coal deposit of 6,500 tons capacity is located at Lynch, one of 1,300 tons at Rojas, and one of 1,040 tons at Zarate. Grain storage sheds are located at the stations within the cereal districts. The freight and cereal storage area under cover at the Buenos Aires terminal is 7,950 square meters. Cattle corrals are also provided at 18 stations along the lines, the area of these varying from 1,200 to 4,670 square meters.200 RAILWAYS OF ARGENTINA The Buenos Aires Central Railway has its own port at Zarate separate from the ferry connection with the Entre Rios Railway. The mole is of timber and has a frontage of 300 meters. Three locomotive cranes (Stothert & Pitt, 2 tons capacity at 9 meters radius) serve the dock for loading from the boats directly into cars. Tank barges from the Campana refinery of the West India Oil Co. unload oils at this dock for reshipment to Buenos Aires. The West India Oil Co. has four tanks on the wharf with the following capacities: One for naphtha, of 1,600,000 liters capacity; two for gasoline, of 580,000 liters each; and one for fuel oil, of 1,600,000 liters capacity. FUTURE EXPANSION As has been noted previously, the Buenos Aires Central Railway was obliged to halt its construction work during the World War because of the tightness of money. The concession given by the National Government under Law No. 5083, of June 28, 1907, grants authority to the company to extend its main line to the town of Villa Maria, in the Province of Cordoba, and to construct any number of feeder branches not more than 25 kilometers in length. It also has the right to connect its lines with the port of Buenos Aires. The company intends to build the main-line extension when the finances can be conveniently arranged. The Buenos Aires Central Railway is largely the property of the Lacroze family, which also owns and operates the Lacroze Tramways Co. The latter company is capitalized at 25,000,000 pesos and has a total of £1,691,730 in outstanding obligations. It operates 159 kilometers of street-car lines in Buenos Aires and suburbs. The company known as Lacroze Hermanos y Cia. also holds a concession for the construction of a double-tracked subway from the present terminal at Chacarita, Buenos Aires, through the streets Triunvirato and Corrientes to the vicinity of the port. This route would take the Buenos Aires Central Railway trains and the suburban traffic of the Tramway company through the heart of the city instead of terminating in a suburb. It would also permit freight from the Buenos Aires Central Railway to enter the port of Buenos Aires without transfer to cars of another gauge as at present. This concession was given on February 10, 1912, for an unlimited period. The suburban traffic over the lines of the Buenos Aires Central Railway is handled at present in the electric coaches of the Lacroze Tramways Co., which run out over the electrified section of the railway. The tramway company handled 75,177,633 passengers during the year 1923, and it has been calculated that the passenger traffic through the projected subway would reach 130,000 daily from the beginning. The company has now recovered from the financial difficulties experienced during the war years, and proposes to carry on the extensions authorized in its concessions. At the present time it is proposing to issue new stocks to finance the extension of the main line to Villa Maria, and is attempting to interest foreign capital in the formation of a separate entity for the construction and operation of the subway through Buenos Aires.ARGENTINE GOVERNMENT RAILWAYS (FERROCARRILES DEL ESTADO) The railways owned or leased by the Argentine Government at the end of the year 1923 consisted of 10 separate lines totaling 3,366 miles of meter gauge, 104 miles of standard (4-foot 8^-inch) gauge, and 583 miles of broad (5-foot 6-inch) gauge. The total investment was estimated at 196,220,982 gold pesos. These lines were as follows: Length Railways June 30, 1924 January, 1925 Gauge North Central Argentine Miles 3,055 Miles 3,055 Meter. Formosa to Embarcación 186 186 Do. Rosario to Fuentes L. 35 35 Do. San Nicolas to Arroyo Dulce _ 12 34 Do. Central of Chubut 2__ 78 78 Do. Dolo van to Colonia 16 de Octubre 90 75-centimeter. Diamante to Curuzu Cuatia.. 104 104 4-foot 8^-inch. San Antonio to Bariloche 281 469 5-foot 6-inch. Puerto Deseado 178 178 Do. Comodoro Rivadavia 124 124 Do. 1 Purchased, ad referendum. 2 Leased line. In addition to the above there were under construction on June 30, 1924, 14 new lines and extensions to existing State lines totaling 1,884 miles. About 8,000 workmen were engaged on this new construction work which was scheduled to be completed in three years. Since that time, however, the constructing forces have been reduced and the new extension work is going along more slowly, because of economies in the financial program. Nevertheless, the above mileage is being increased regularly as new sections are opened to public traffic. In December, 1924, a study was made of the financial condition of the State railways in connection with a reorganization, and it was proposed to ask the National Congress to pass the legislation necessary to consolidate the various debts of the lines. Up to the year 1920 the National Government had included in the budget sufficient funds to meet the deficits, but during the years 1921 and 1922 the deficits which totaled 17,000,000 pesos were the beginnings of an increasing floating debt. At the end of the year 1922 this floating debt amounted to 24,343,209 paper pesos, and on February 29, 1924, it had increased to 58,427,929 pesos. The consolidation and liquidation of this debt now has the attention of the National Congress. The State railway budget bill for the year 1925 as passed on January 27, 1925, provided the sum of 48,473,454 pesos to cover the working expenses of the six owned lines for the current year, and an additional 1,909,908 pesos for new constructions, The total gross receipts 201 76236°—26---14202 RAILWAYS OF ARGENTINA of the lines for the year were calculated at 49,962,732 pesos, distributed as follows: North Central Argentine San Antonio___________ Comodoro Rivadavia____ Puerto Deseado________ Formosa_______________ Diamante to Curuzu____ Paper pesos 46, 296, 589 985, 285 719, 750 696, 500 443, 404 821, 204 The administrative offices of the Argentine State Railways are at Calle Peru 672, Buenos Aires, and the purchasing office is at Paseo Fie, 42ARGENTINE GOVERNMENT RAILWAYS 203 Colon 543, Buenos Aires. The administrative and operating officials are as follows: Manager, Enrique O. Perez. Secretary, Jorge Ramallo. Chief of traffic, Francisco Romero. Chief of traction and shops, A. Krausse Arning. Chief of ways and works, J. Castro Madero. Chief of stores, Esteban Chinetti. Chief accountant, Antonio F. Molinari. All purchases for all of the State Railways are made on Government bids and recommended by A. Krausse Arning, Jefe de Traccion y Talleres. NORTH CENTRAL ARGENTINE RAILWAY (FERROCARRIL CENTRAL NORTE ARGENTINO) The North Central Argentine Railway is the most extensive of all the Government lines. From the port of Santa Fe it extends to the west and northwest with numerous branches covering the important Provinces in the north of the Republic. It reaches to the Federal Capital over the lines of the Central Cordoba, or by connection over the Santa Fe and General Railway of Buenos Aires, which are of the same meter gauge. Its western terminals are in the Andean Provinces, and in the north it has connection with the railways of Bolivia. Many of the sections of the North Central Argentine Railway were constructed through sparsely settled regions with the one object of developing the country, and the financial returns of the system can not, therefore, be taken directly to judge of the returns to the Government on its investment. HISTORY OF THE NORTH CENTRAL SYSTEM By law of October 10, 1879, the National Government was authorized to construct a railway from Tucuman to Salta and Jujuy. The first section of this line as far as Metan was opened to traffic in 1886. On October 9 of the same year the Government was authorized to make a contract with Lucas Gonzalez for the completion of the lines to Salta and Jujuy. On June 1, 1887, the line was opened as far as Chile as. In 1888 the Government sold the North Central Railway to Hume Hermanos and entered into a contract with the same company for the lease of the newly constructed line from Tucuman to Chilcas. Early in 1889 this contract was rescinded and an agreement was reached with the new Central Cordoba Railway for the operation until such time as the entire line was completed. The line to Salta was opened on January 3, 1891. By decree of March 22, 1884, the Government was authorized to survey a line from Jujuy to the Bolivian frontier, but nothing was done until June 30, 1894, when an agreement was signed between representatives of the Argentine and Bolivian Governments for the formation of a commission to study a railway to connect the two countries. The final contract was signed in December, 1895, and stipulated that the Argentine Government should build a line from the North Central Railway to a convenient point on the frontier and later extend it to Tupiza, the terminus of the Bolivian railways, about 50 miles inside Bolivian territory. The location of the line204 RAILWAYS OF ARGEN TI NA was the cause of a bitter contest between the governments of the Provinces of Jujuy and Salta, finally resulting in the extension of the line through Jujuy instead of through the town of Salta. A contract for the construction was entered into with Luis Streniz & Co., and work was begun in 1903. The railway was opened to traffic in sections, and the entire line to the border was inaugurated on May 25, 1908. The section from the frontier to Tupiza was not completed until early in 1924. SANTA FE-TO-TUCTTMAN SECTION The concession for the section of the North Central from San Cristobal to Tucuman was given to Portalis Frères, Carbonier et Fils on October 21, 1887. This concession gave a guaranty of 5 per cent for a period of 55 years on a construction cost of 18,500 gold pesos per kilometer. In May, 1888, this concession was transferred to the Cie. Fives-Lille and then to the Compañía Francesa de Ferrocarriles Argentinos in July, 1889. This railway was expected to act as a development fine for the southern Chaco region, but as it terminated in San Cristobal instead of the port of Santa Fe it soon appeared more as a feeder line for the Compañía Francesa and was in competition with the Central Cordoba system. The guaranty of 5 per cent was claimed from the beginning on a construction capital totaling 12,000,000 gold pesos. Finally, in April, 1895, the Government bought the line outright, paying 10,584,473 gold pesos, which included a payment of 1,320,857 pesos for arrears of the guaranty. The acquisition of this line by the Government did not prove of immediate benefit, as all freight for the port of Santa Fe had to be run over the French line from San Cristobal, and the latter’s freight rates were considered extremely high. An unsuccessful attempt was made to purchase the branch of the French Santa Fe, and finally plans were approved in April, 1905, for the construction of an independent line from San Cristobal to Santa Fe as an extension of the Government line. This section of 196 kilometers was completed in 1907. The connection from La Banda to the city of Santiago del Estero was built in 1922. This short line of 13 kilometers was costly, as it comprised a bridge of 700 meters length over the River Dulce. This bridge consists of 10 steel spans of 70 meters each, built on concrete piers. WESTERN DIVISION The North Argentine Railway, which has been incorporated into the North Central Argentine, was begun in 1887, when the Government authorized Lucas Gonzalez y Cía. to construct a meter-gauge line from Chumbicha to Catamarca and from Dean Funes to La Rioja. The first section of the line was opened in 1891, but the contract was rescinded in 1893 because of financial difficulties of the company, and the Government continued the construction. By June, 1899, the total extent of the North Argentine Railway, with its various branches, was 563 kilometers. The system had little traffic from the beginning and did not pay operating expenses. It was then decided to join the line with San Juan to open direct connections between the wine-producing Provinces and the north. The experience of the Government in constructing these lines and the extensionARGENTINE GOVERNMENT RAILWAYS 205 of the Central Northern to Embarcación was the cause of the adoption of a general policy of carrying on all State railway construction by Government engineers. DEVELOPMENT AND CONSOLIDATION In the year 1900 the National Government was operating 1,239 miles of railway in the north of the Republic, and the operation showed a net profit. During the next decade new extensions were put in service continually, and in the year 1911 new development lines totaling 276 miles were put in service in the extreme north for the purpose of opening up to colonization that part of the country. After that year the operating expenses were greater than receipts, and it was not until 1922 that the Government lines returned to a paying basis. The Andine Railway, which was of the broad gauge (5 feet 6 inches), and was detached from the other State lines, never properly belonged to the Central Northern System. It was sold by the Government under Law No. 6546 on October 6, 1909, to the Centra] Argentine and the Pacific Railway. The evolution of the North Central Railway can be judged from the following table: tf Years and lines 1900: Andean.................... North Central Argentine.. North Argentine...________ 1905: Andean____________________ North Central_____________ Northern Argentine........ 1909: Andean____________________ North Central. _i_________ Northern Argentine________ 1910: North Central_____________ Northern Argentine________ 1913: North Central___________ Northern Argentine________ 1915: North Central Argentine. 1921: North Central Argentine. Miles Gross receipts Expenses 210 679 350 Gold pesos 535,052 1, 051, 276 132, 581 Gold pesos 356,640 809, 659 214,079 299 931 350 821,460 2, 048, 784 289,202 458,850 1,432, 549 272,276 299 1, 323 566 1, 038,601 3, 805,296 836,451 583,480 3,478,987 548,262 1,324 840 % 3,841,025 1,160,036 4,036,967 893, 579 1, 764 937 2, 972 3, 048 5, 604, 031 1, 885, 794 6, 531, 743 12,452,458 5, 769,838 1, 772,162 6, 501, 786 16, 317,974 NEW EXTENSIONS----THE NORTHERN TRANSANDINE The extension of the North Central Argentine Railway from Salta across the Andean plateau to the Chilean border is worthy of separate consideration in its historical and engineering aspects. This line, when completed, will cross the Territory of Los Andes, in the extreme northwest of the Republic, which is a high alpine desert table-land. Besides being rich in minerals this Territory affords the only means of access for the agricultural and pastoral products of the fertile Argentine northwest to reach the mining districts of Chile. About 30,000 head of cattle on the hoof are driven annually across the passes in the mountains to supply this trade. The first surveys for the railway were made in 1898 by an engineer named Rauch. The great difficulties of reaching the summit by rail, however, held back any definite work until finally, after various206 RAILWAYS OF ARGENTINA other surveys, a concession was given to Emilio A. Carrasco on September 20, 1907, and his plans were approved by decree of July 29, 1910. To climb to thé “puna,” or high table-land, these plans called for heavy grades up to 55 per thousand, numerous stretches of rack with grades up to 7^ per cent and many tunnels. The highest point of the line was projected through the Huaytaquina Pass at an altitude of 13,445 feet above sea level. Construction work was begun in October, 1911, but was terminated after only a small amount of terraplane had been built. The Argentine Government offered to take up £400,000 in shares if the company would continue the work, but sufficient additional capital could not be raised. In 1920 the National Government took over all rights to the Carrasco concession, which had been declared forfeited in 1914. New surveys were made by the Government engineers under the direction of an American in the employ of the Argentine Government, and modifications were made to eliminate the racks and steeper grade by new layouts and more tunnels. The maximum gradient was fixed at 25 per 1,000 and a minimum curve radius of 150 meters was adopted. The minimum distance between curve and countercurve was set at 50 meters. One steel viaduct with a length of 260 meters and a height of 25 meters crossed the Toro River. The first 65 miles of the railroad from Rosario de Lerma, Salta, is along the valley of the Toro River, and is accomplished with only two short switchbacks and two tunnels. The most difficult engineering work is accomplished where the line turns west and climbs out of the Toro Valley. At two points the line describes complete circles upon itself in ascending, and at another point five tiers of track are used to ascend the side of the valley, it being necessary to travel 8 miles by rail to progress a distance of only 1 mile. Construction work was begun in April, 1921, under the direction of the American engineer, Maury. In August, 1924, the first section of 44 miles was opened to traffic, and about 50 per cent of the entire work to the Chilean border had been completed. During 1923 an agreement was reached with the Chilean Government for the continuation of the construction on the Chilean side to connect with the port of Antofagasta. The railway as now laid out will not cross the Chilean Divide at Huaytaquina, but further south at Socompa Pass at an elevation of only 12,512 feet above sea level. The highest point of the line is at Chorrillos Pass, 136 miles from Rosario de Lerma. At this point the track is 14,520 feet above sea level. Between the two main ranges of the Andes the railway traverses a comparatively level tableland. At one point the line crosses a saline plain in a perfectly level and straight line for 25 miles, at an elevation of 12,250 feet, with another level stretch for 43 miles at an elevation of 11,700 feet above sea level. The location of the railway through Socompa brings 50 miles more than was originally planned within Argentine territory and reduces accordingly the length to be constructed by the Chileans. The Chilean section is to connect with the Antofagasta-Bolivia Railway at the German nitrate mine of Augusta Victoria. The length of the line within the Argentine Republic from Rosario de Lerma is 308 miles; the part to be built by Chile is 64 miles; and 93 miles ofARGENTINE GOVERNMENT RAILWAYS 207 the line of the Antofagasta-Bolivia Railway is to be widened from 75-centimeter to 1-meter gauge. The Argentine part of the railway is being laid with 80-pound rails and quebracho crossties, 1,500 to the kilometer, American method of ballasting, tunneling, and viaducts, are being used. The entire cost of this line was officially estimated in September, 1922, at 53,625,797 pesos, amounting to 110,570 pesos per kilometer. The immediate advantages of the new railway will be the supply of foodstuffs from the rich northern Provinces of Argentina to the nitrate and copper region of northern Chile, which are entirely barren. But the “puna” of the Andes, over which the line passes, is believed to be one of the richest copper districts of the world, besides having unlimited resources in nitrates, lead, silver, gold, and other minerals. The completion of the line will open this region to a port which is only 2,200 miles south of the Panama Canal and two days nearer than Valparaiso to New York. SAN JTJAN-TO-JACHAL EXTENSION Law No. 1900, of November 12, 1886, authorized the construction of a railway from San Juan to Jachal. Surveys were made in 1887 for this line, and by law of October 8, 1887, a concession was given to Sanchez, Igarzabal y Cia. for an Andean railroad from San Juan to Salta whose first section would terminate in Jachal. This law gave the concessionaires the right to use the surveys made by the Government. The concession was declared lapsed by decree of December 23, 1898. New Government studies were made in 1902, 1905, and 1908, and a new project was finally adopted by decree of April 2, 1910, which remains the basis of the present line under construction. Law 8117 of December 28, 1910, authorized funds for the construction. The bid of Lavenas, Poli y Cia. for construction was accepted in 1914, but because of the depression caused by the European war the contract was never signed. The estimated cost of the line (175 kilometers) is 14,000,000 pesos. This railway will have a maximum grade of only 1.4 per cent and will form a part of the Longitudinal Railway to run eventually along the Argentine base of the Andes Mountains. Actual construction work was begun in 1921 under the State Railway engineers, but the work has progressed slowly. MENDOZA-ALGARROBAL BRANCH Surveys were made in 1903 and 1904 for a branch line to connect the San Juan branch of the State Railways with the Mendoza terminus of the Argentine-Chilean Transandine Railway, which is of the same gauge. A line was projected from Mendoza to meet the San Juan branch at Algarrobal. This railway would have a length of 237 kilometers and was estimated to cost 11,210 gold pesos per kilometer. Law No. 5078, of June 12, 1907, authorized the Government to construct this railway and to issue bonds up to a total of 5,100,000 gold pesos. Another law, under date of September 29, 1909, authorized the Government to anticipate the sum necessary for the construction work on this line, while still another law of October 19,208 RAILWAYS OF ARGENTINA 1910, increased the sum authorized for the work. The sum now requested for the construction is 12,000,000 pesos, but no definite plans have been made for the initiation of, the work. CATAMARCA-TUCUMAN LINE The extension of the western division of the State Railways from Catamarca to the town of Leales in Tucuman is important from the standpoint of linking up directly the capital cities of these two Provinces, effecting a saying of 15 hours in the journey. The project for this extension also includes a branch from Guasayan to the city of Santiago del Estero. These lines are now under construction but will not be completed within a period of two years on account of the engineering difficulties in crossing the range of mountains that separate Catamarca and Tucuman. At this point there will be a tunnel nearly 7 miles in length. The maximum grade on the line, however, will not exceed 1.5 per cent. The estimated total cost of the line is 9,800,000 pesos. EMBARCACION-TO-YACUIBA EXTENSION The prolongation of the North Central Argentine Railway from Embarcación to the Bolivian border, where it would join with a line projected to pass through the Bolivian lowlands to the town of Santa Cruz, has been under consideration since 1908. A concession was given to the firm of Luis Strenitz & Co., on September 29, 1911, but the work was not begun, and it was declared lapsed in 1918. New plans were approved in 1921 and construction was begun by the Government. The length of the line to Yacuiba, on the Frontier, will be 140 kilometers. The line lies through a densely wooded region, but there are no difficulties to be encountered. The Argentine and Bolivian Governments have entered into an agreement for the continuation of the railway across Bolivian territory. The section of Bolivia to be opened by the railroad is rich in petroleum. METAN-TO-BARRANQUERAS LINE The lines in the Chaco Territory from Anatuya to Barranqueras were constructed under the authorization of Law No. 5559 of 1908, which also authorized a continuation of the Barranqueras line to Metan, thereby crossing the entire Chaco Territory and making connection with the northern section of the North Central Railway. The 431 kilometers yet to be constructed are estimated to cost 21,331,687 pesos, and this project is included in the program of construction to be undertaken. ACCESS TO BUENOS AIRES Several projects have been studied for connecting the North Central System with the Federal Capital, Buenos Aires. In 1920 Congress voted the sum of 100,000 pesos for a survey of a connecting line to run through the Province of Entre Rios, crossing the river at Parana and the Gualeguay by ferryboat. This project, however, has been abandoned, and it is most probable that the GovernmentARGENTINE GOVERNMENT RAILWAYS 209 will eventually solve the problem by acquiring the lines of either the Central Cordoba Railway or of the General Buenos Aires Railway. RESULTS OF OPERATION The following table gives an analysis of the results of operation of the North Central Argentine Railway for the calendar year 1923 as compared with the year before the war: Length of service______________ Gross receipts___________._____ Working expenses_______________ Loss----------1---------------- Working ratio_________________ Receipts from passengers_______ Receipts from freight---------- Total passenger train-miles___ Total mixed train-miles_______ Total freight train-miles.... Total passengers carried_______ Total passenger-miles_________ Average trip per passenger.____ Total ton-miles of freight____ Total freight carried__________ Average haul per ton of freight. 1913 1923 __ .miles _. ...pesos.. ____do____ ____do-._. per cent.. __ .pesos. _ ____do____ number.. miles.. .-tons.- miles.. 2,724 17,024,601 17,140,910 116,310 100.7 4, 224,028 11, 725, 698 793, 965 2, 297, 979 4,630,426 2,253,165 73, 619,937 32.9 330,083,309 2, 547,736 129 3,055 38, 677, 322 38, 833,183 155,861 100.4 6,109, 266 29,652, 616 908, 577 2, 111, 282 7, 266,958 2,898, 782 97,380, 558 33 5 639,709,659 3, 589,782 178 The heaviest freight traffic of the North Central Argentine Railway is made up of sugar cane to the mills of Tucuman and Jujuy, and of forestal products from the timbered areas of the north of the Republic. The northern Provinces and Territories of Argentina are only beginning to be developed, and their future expansion will have a favorable effect upon the North Central System. The railway has established an agricultural and commercial bureau which is devoting attention to the attraction of immigrant colonists to the lands along the right of way. The cotton development in the Chaco Territory along the State lines has been very rapid within the last three years. The agricultural development of the Provinces of Salta and Jujuy is also expected to materialize in the next few years. The following table shows in detail the freight carried by the North Central Argentine Railway during the calendar year 1923, as compared with that of the year 1913: Items 1913 1923 Metric tons Metric tons Corn____________ Linseed_________ Wheat___________ Barley and oats_. Hay_____________ Fresh fruits____ Vegetables------ Sugar cane...___ Sugar........... Alcohol_________ Wine____________ Beer and liquors. Wool and hair___ Hides and skins. . Grease and bones. Crossties_______ Posts and pickets Firewood________ 72,114 26,858 100,276 2,364 50,884 16,993 27, 964 444, 421 102,811 7,985 75,700 18,051 1,650 9,654 4,093 77,424 43,124 332,871 37,459 16,457 28, 739 1,028 44,289 18, 988 16,110 415,004 72, 709 5,545 53,192 19, 762 831 6,633 2, 569 213,441 80,086 269,879 Items 1913 1923 Charcoal Metric tons 141,631 Metric tons 57,204 Timber 179,419 54,838 Flour and bran 58, 955 38,859 Limestone 81,829 82,432 Lime 32,244 34, 253 Salt and nitrates 6,600 4,029 Stone 18,005 61,398 Minerals 13, 476 28,394 Brick and tile. 6,623 12, 532 Drinking water 21, 852 70,663 General merchandise 181, 700 190, 920 Construction materials 56, 403 24,045 Livestock 100, 317 96,430 Total goods 2,314, 291 2, 058, 718 Total company material 1,275, 572 489,018210 RAILWAYS OF ARGENTINA MECHANICAL DEPARTMENT REPAIR SHOPS The State railways have four repair shops along the lines of the Central Northern Railway. The main shops are at Tail Viejo near the city of Tucuman, and the other three smaller workshops are at Cruz del Eje, Laguna Paiva, and San Cristobal. The Tail Viejo workshops handle all of the major repairs and care for more than 75 per cent of the entire maintenance work. The Patagonian railways each operate small machine shops for repair work. The site of the Tail Viejo workshops occupies 42 acres. The shops were built in 1911 and are modern in layout and equipment. They employ 1,900 workmen. The buildings are of brick, with steel and glass roofs. A workmen’s village is built behind the workshops on a site covering 14 squares. There are 30 houses of three living rooms, kitchen, bathroom, and lavatory; 80 houses of two rooms, and 5 buildings of five two-room apartments each. There is also a school, theater, market, and cooperative store. All the houses are of concrete blocks with galvanized iron roofs. The plant at Tail Viejo consists of locomotive shops, boiler shop, machine shops, sawmill, carpenter shops, coach and car shops, paint shop, iron and brass foundry, forge shop, wheel shop, tube shop, power plant, and warehouses. The locomotive erecting shop has two 100-ton Niles electric traveling cranes, and all the other shops are served by adequate electric traveling cranes. The two bays of the erecting shop have capacity for 21 locomotives each. There are more than 300 machine topis in the shops, all of which are motor-driven. The equipment is both American and European. Compressed air at 80 pounds pressure is piped to all parts of the workshops. A 100-ton hydraulic wheel press is installed in the wheel shop, and the forge shop is equipped with steam hammers up to 1.8 tons capacity. The machine tools are well assorted to care for the general work of the shops. The iron foundry has one 3-ton and one 1^-ton cupola. The average weekly output of iron is at present about 60 tons. The largest castings made are of 2 tons, although larger pieces can be handled. Machine molding is being used in the making of grate bars, brake shoes, and other small parts in quantity. The foundry is equipped with three brass furnaces with a daily capacity of about tons. From 25 to 35 locomotives pass through the shops each month, equivalent to an average of 16 general locomotive repairs per month. The coach repair sections take care of an average of 26 general repairs to passenger coaches a month. There are also about 250 freight cars passing through the shops, equivalent to an average of 120 general freight-car repairs per month. The policy is not to build new equipment, though complete rebuilding of coaches and freight cars is done regularly. An American oxygen plant is installed, capable of giving 120 cubic meters of gas every 24 hours. The water service of the shops is provided by five wells, which supply two reinforced concrete tanks of 105,000 gallons capacity each. A central electric power station is equipped with six 220-kilowatt triple-expansion groups of German manufacture. The continuous current generators furnish power atARGENTINE GOVERNMENT RAILWAYS 211 Fig. 44,—American built locomotive, Patagonian lines Fig. 45.—Caboose (‘‘brake van'’), Central Argentine Railway212 RAILWAYS OP ARGENTINA Fio. 48.—Standard high-side Steel freight car, Central Argentine RallwayARGENTINE GOVERNMENT RAILWAYS 213 440 volts and lighting current at 220 volts. Steam power is generated by six Babcock & Wilcox boilers working at 210 pounds pressure. The Cruz del Eje workshops are the old shops of the Dean Funes-to-Chilecito Railway and are now limiting their repair work to the 1: overhaul of local engines and the minor repairs to other rolling stock. These shops have a miscellaneous assortment of old equipment and they employ 500 workmen. The San Cristobal shops were originally the property of the old Central Northern Railway. They cover an area of 9 acres and214 RAILWAYS OF ARGENTINA employ 300 workmen. These shops do the same class of local repair work that is done at Cruz del Eje. The Laguna Paiva shops near the Santa Fe terminal of the State Railways are at present unimportant, though they may later be extended on account of their favorable location near the port. The property covers an area of 620 acres, but the shops are small and employ only about 200 workmen. It is at this point that it is proposed to erect new central workshops for the State railways. ROLLING STOCK The North Central Argentine Railway has a very miscellaneous collection of rolling stock, some of which has been transferred from the old lines that have been incorporated into the present system. There are 48 different types of locomotives in operation, and 24 different classes of passenger coaches. The locomotives are of American, Belgian, French, and German manufacture. The passenger stock is from the following manufacturers: Middletown Car Co., Harlan Hollingsworth Co., Brown Marshall Co., Wason Manufacturing Co., Metropolitan Amalgamated, Hungara en Gyor, Bristol Carriage Co., American Car Foundry Co., and De Dietrich. The newer freight cars are largely of American manufacture. The Janiiey automatic coupler is the standard adopted by the State Railways, and nearly 3,000 of these are in use on the North Central Argentine Railway. Westinghouse air brakes are in use. Freight-car wheels are of steel, with only a few of chilled iron in use. The rolling stock of the North Central Argentine Railway at the end of the year 1924 was as follows: LOCOMOTIVES Type Number Wheel arrange- ment Weight of engine, empty, in tons Maker Shunting 2 0-6-0 8.0 German (1910). Do 10 0-6-2 39.0 Do. Do 10 0-6-2 39.5 German (1909). Do. 2 0-6-0 Ameiican (1908). Do 1 2-6-2 30.0 American (1905). Do 2 0-6-0 21.7 Ameiican 1903). Do.... 3 0-6-2 24.0 German (1902). Do •_ 1 0-6-0 15.2 German (1910). Do 1 0-8-0 25.0 Do. Do 2 0-6-0 24.0 British. Do... 2 0-6-0 8.0 German (1910). 10-wheel, small ... _ 2 4-6-0 25.0 British (1890). Do 6 4-6-0 25.0 British (1891). Do . _ 2 4-6-0 26 2 British (1908). Do .... 6 4—6—0 26.1 American (1908). Do _ . 1 4-6-0 37.8 American (1906). Do 10 4-6-0 32.5 Gern)an (1905). Do 12 4-6-0 32 5 German (1906). Do 10 4-6-0 37 9 American (1908). Do 15 4-6-0 33.9 British (1909-10). Pacific 26 4-6-2 73.5 American (1921). Do 28 4-6-2 46 0 British (1908). Do 24 4-6-2 44.7 German (1910). 10-wheel, large._____ _ ... 12 4—6—0 37.9 American (1905). Do , A 4-6-0 35.9 American (1904). Do 10 4-6-0 38.5 German (1908). Do 49 ! 4—6—0 39.6 German (1909-10). Do 24 1 4-6-0 39.6 German (1904-05).ARGENTINE GOVERNMENT RAILWAYS 215 LOCOMOTIVES—C ontmued Type Number Wheel arrange- ment Weight of engine, empty, in tons Maker Consolidated 25 2-8-0 34.5 British (1890). Do - 2 2-8-0 24 6 Belgian (1889). British (1904). British (1888). French (1892). American (1920). German (1911). Do. Mogul- - 4 2—6—0 35.0 Do 8 2-6-0 23.5 Do . 16 2-6-0 22 6 Mikado - 25 2-8-2 53.3 Do _ 25 2-8-2 53 0 Do_ _ - 15 2-8-2 53.0 Do 10 2-8-2 53.0 Do. Do - - 50 2-8-2 53 0 British (1911). American (1921). German (1910). British (1910). German (1904). German (1905). German (1904). British (1885). French (1892). British (1890). American (1921). Mountain _ _ _ _ _ _ _ _ _ _ 59 4-8-2 63.4 Do _ _ 1 2-8-4 61.5 Do 10 2-8-4 66.1 Special (geared) _ _ _ _ 4 2-4-6-0 41. 5 Do 1 . 3 0-8-2 47.0 Do 6 0-6-6-0 42 5 American - - - _ 9 4-4-0 28.0 Do 15 4-4-0 23. 2 Do 11 4-4-0 31.0 Santa Fe_ - 11 2-10-2 83.8 PASSENGER STOCK Type Number in service Axles (number) Capacity (seats) Beds Weight in tons First class Second class Passenger cars __ _ _ 27 6 56 34.2 D(f 14 4 53 26.0 Do 14 4 26 13 5 Do 14 4 48 19 8 Do _ 16 4 28 23 5 Do 5 4 44 16. 6 Do . 5 4 42 22. 6 Do. 1 4 30 14. 0 Do 27 6 76 33 0 Do 12 4 68 26.0 Do 13 4 64 21.6 Do . 20 4 60 15. 0-19. 7 Do 8 4 48 15 0 Do 3 4 33 12.6 Do _ 7 4 30 14. 0 Do :_ 10 4 24 28 19. 7 Do 8 6 25 36 33. 6 Do 5 4 24 28 23. 8 Do ----- 5 4 19 32 22.7 Do 3 4 18 20 14. 0 Do _ ,, 1 4 11 16 14.4 Pullman cars ___ __ _ __ _ 6 4 32 27.0 Observation cars. __ __ _ 2 4 32 22.2 Dining cars _ _ _ _ _ _ 5 4 13 6 30.0 Do 2 6 20 8 35. 7 Do 2 6 54 34.2 Do 5 4 50 25. 0 Do_.. 12 6 28 36 9 Do- 1 6 24 30.2 Do _ 1 4 30 28.0 Do 2 4 16 14.4 Do 2 4 16 20.0 Sleeping cais _______ 12 6 30 20 38.4 Do 2 4 30 20 17. 0 Do 12 4 24 16 21.8-25 0 Do 21 4 18 12 25.4 Do 2 4 21 14 17 7 Baggage cars.. __ __ ___ __ _ 20 4 20.0 “Do 6 6 20.0 Do 108 4 10.0-15. 0 Do 1 6 10.0 Note.—In addition to the above there are 92 service coaches and a special presidential train consisting of three 48-ton coaches.216 RAILWAYS OF ARGENTINA FREIGHT EQUIPMENT Type Total number in service Axles (number) Capacity, in tons Boxcars 3,219 170 4 30 Do 4 25 Do 273 4 20 Do 196 4 12-18 Half-box cars ___ _ _ _ _ 2,495 95 4 30 Do ___ _ 4 25 Do __ _ ___ 350 4 20 Do _ . 280 4 12-15 Cattle cars . _ ___ ___ _ - 220 4 30 Do 25 4 25 Do 250 4 20 Do 115 4 12 Flat cars _ _ _ _ _ _ _ 1,036 98 4 30 Do 4 25 Do 50 4 20 Do 383 4 12-14 Crane cars. __ __ ... __ _ _ _ _ ________ 9 4 25 Oil-tank cars 50 4 26K Water-tank ears. _ _______ _____ 50 4 27 Do 161 4 22 Do __ 26 4 18 Do 20 4 14 Do 1 4 8-10 Do _ 2 2 8 Caboose ___ _ _ _ __ _ _ 235 4 25 Do__ _ _. __ 11 4 12-15 Service cars, box _ _ __ _ _ __ 39 4 25-30 Do I 87 4 12-18 Service cars, half box _ _ __ __ 245 4 30 Do 18 4 10-15 Do 20 2 6 Service cars, flat _ _ __ 37 4 10-14 Service cars, firewood. _ _ _ ^ 43 4 12-13 Do___ 120 2 8-9 RÉSUMÉ OF EQUIPMENT Classes Number Locomotives 585 Passenger cars 442 Freightf cars 9,820 Classes Number Service freight cais 609 Service passenger cars 95 The heaviest freight trains are run out of Laguna Paiva, near the port of Santa Fe. Trains over the plains of this section are made up to 1,400 tons when drawn by the 4-6-2 Pacific type of locomotive. The heaviest trains in the mountain sections are 220 tons. The heavy fast freight trains make up to 850 tons with the 2-8-4 mountain-type locomotives. Mixed trains are usually run from 100 to 300 tons. The maximum number of cars per train is 45 for the sections out of Santa Fe, and 15 cars on the mountain sections in the Province of Jujuy. PERMANENT WAY The North Central Argentine Railway extends over a wide area with a great diversity of influencing conditions. On the western sections through the mountain districts gravel and rock is readily accessible and much of the line is ballasted with these materials. But on the eastern division dependence is largely placed upon earth ballast. There are 176 miles ballasted with stone, 155 miles withARGENTINE GOVERNMENT RAILWAYS 217 travel, 181 with sand, and the remainder with earth. The system ad 3,046 miles of line at the middle of the year 1924, in addition to which there were 354 miles of sidings and auxiliary tracks. The rails employed on the lines vary from a weight of 20 kilos per meter to 80 pounds per yard, the latter being the standard for mainline track. The lengths of rails are 8,10, and 12 meters. Native hardwood crossties are used entirely, and the old steel-trough sleepers are now being replaced. The maximum grade is 6 per cent on the rack lines at Kilometer 1,184 between Jujuy and La Quiaca. The maximum adherent grade is 25 per 1,000 and is located at Kilometer 618 on the line from Gruz del Aje to Cordoba. The minimum curve radius is 120 meters. About 13 per cent of the entire mileage is in curves. The line rises from 67 feet above sea level at Santa Fe to a height of 11,287 feet above sea level at the La Quiaca terminal. At several points, however, the height of rail is even greater, the altitude at Tres Cruces station being 12,110 feet above sea level. The high point of rail on the line in construction to the Chilean border is 14,520 feet above sea level. There are three tunnels on the system, the longest of which is 303 meters, located between Mojotoro and Salta. There are 754 bridges, the longest being 500 meters, over the Ledesma River on the branch from Perico to Embarcación. All newer bridges are of steel construction. All stations except a few of the unimportant ones are provided with a main siding. The minimum length of main siding is 109 meters, and the maximum is 1,846 meters. Stations are also provided with shunting sidings. The principal shunting points, with the total length of sidings, are as follows: Kilometers of sidings Santa Fe__________________________________________25. 6 Laguna Pai va_____________________________________22. 4 Anatuya__________________________________________ 14. 1 Muñecas__________________________________________ 13. 2 Tucuman__________________________________________ 11. 3 There are 15 cold-storage deposits along the lines of the North Central Argentine Railway, with a combined total capacity of 20,160 tons. The largest is at the Santa Fe terminal and has a capacity of 8,000 tons. Firewood is also stored at various stations. The requirement specifications for the year 1925 called for the following quantities of firewood to be delivered at the points indicated : Guemes-. Anatuya. Tucuman Tostada. Tons Tons 60, 000 43, 000 30, 000 25, 000 La Aurora_____ Salta_________ Ledesma_______ 35 other points 25, 000 25, 000 20, 000 -219, 000 Two oil-storage tanks with capacity of 8,500 cubic meters each are located in the port of Santa Fe, 1 of 1,000 cubic meters each in Cruz del Eje and Guemes, and 11 tanks of 200 cubic meters capacity each at various other stations. 76236°—26---15218 BAIL WAYS OF ARGENTINA There are 165 watering stations along the lines. The majority of the way-station tanks have less than 50 cubic meters capacity. The usual method of filling the water-storage tanks is by means of windmills. The greatest distance between watering stations is 123 kilometers. In the desert areas, however, the locomotives carry an extra tank car in addition to the tender. All the important stations have covered sheds for freight storage, most of which have a floor area of from 100 to 200 square meters. In the cereal zone about Santa Fe many of the stations are also provided with grain-storage sheds. Fenced cattle corrals are installed at about 90 per cent of the stations. These ordinarily have an area of from 1,000 to 2,500 square meters. Important stations are furnished with 40 and 50 ton capacity car scales. Semaphore signals with latticed steel posts are employed on the lines. These are of the Saxby, Farmer, and Tyer types, all mechanically operated. The railway has a complete telegraphic installation. The batteries used are Leclanché No. 2, Ferry No. 2, and Daniell. For block staff Leclanché No. 1 are used, and for train control caustic-soda batteries of 500 ampere-hours. The telephones used are Western Electric and Ericsson, with dry batteries. FAMATINA CABLE RAILWAY The great difficulties necessarily encountered in undertaking a railway from the Chilecito terminal to the mining district at Famatina led to the authorization by law of November 30, 1901, of a cable railway between these two points. A contract for the work was given to A. Bleichert & Co., of Leipzig, and the work was begun in February, 1903. The cable railway was opened to traffic on April 13, 1907, and is 21 miles in length. It has a double line of cables. The carrying cables are of 32 and 24 millimeters diameter, and the tractor cables are of 18 millimeters diameter. There are in service 525 freight wagonettes of one-half ton capacity, 36 for the service of water and two for passengers. The cable railway is not in operation at the present time. FORMOSA-TO-EMBARCACION RAILWAY (FERROCARRIL FORMOSA A EMBARCACION) The railway projected from the port of Formosa on the Paraguay River to the town of Embarcación in the Province of Salta is one of the “development railways” (“ferrocarriles de fomento”) authorized by law No. 5,559, signed by the Argentine President on September 11, 1908. The first section of 186 miles was opened to service provisionally on September 29, 1910. The entire project would have an extension of 438 miles, and would then be linked up with the North Central Argentine Railway. The amount of capital invested to date in this railroad is given as 5,156,315 gold pesos.ARGENTINE GOVERNMENT RAILWAYS 219 RESULTS OF OPERATION The following table gives the chief figures on the results of operation for the calendar year 1923, as compared with the year 1916, which was the first year having complete returns. Items 1916 1923 Length in service Gross receipts. Operating expenses. _ _ Loss Working ratio Receipts from passengers Receipts from freight Total nasseneer train-miles. miles. _ pesos. _ _._do do _ ...percent.. . pesos. _ do 186 192, 709 217,365 24, 656 113 35, 796 144,240 186 392,921 411, 724 18,803 105 78,817 292,492 381 Total mixed train-miles.. 35,114 38,303 5,444 19,784 1,537,995 77.6 64,113 5,527,238 86.3 Total freierht train-miles^ _ _ _ _ 2,160 Total passengers carried... ... . Total passenger miles. number __ 9,531 721,178 75.8 40, 582 2,775,458 68.3 Average trip per passenger. ‘ Total freight carried Total ton-miles of freight .miles. _ ... tons!. Average haul per ton of freight . miles.. The Formosa-to-Embarcacion Railway in its present incomplete state of construction has been essentially a logging railway, the principal freight traffic consisting of quebracho logs and hardwood timber brought from the interior forests to the river port. The country crossed by the line is heavily wooded. Its agricultural resources have not been developed because of the scarcity of population, but the climate and soil are admirably adapted for the cultivation of cotton and many other crops. The population of the Territory of Formosa is given as only 0.47 per square mile. Many cotton planters have lately been attracted to this region, however, and the prospects for future development are very good. The following is a detailed comparison of the freight traffic during the years 1916 and 1923: Ai tides Native timber______ Crossties____________ Posts and pickets__ Firewood........... Livestock__________ General merchandise Hides______________ Corn.._____________ 1916 1923 Articles 1916 1923 Metric * Metric Metric Metric tons tons tons tons 30,196 43,967 Sugar 17 126 150 5 Flour. 27 260 878 292 Hay 26 78 493 2,913 Fruits and vegetables 20 86 1, 519 2,948 1,697 227 Miscellaneous. 238 616 1,917 80 Total public freight ^ 35,654 53,597 93 382 Total service materials. _ _ _ 4,928 10,516 ROLLING STOCK The rolling stock of the Formosa Railway is as follows: LOCOMOTIVES Type Number Wheel arrange- ment Weight, empty, in tons Maker Mixed 4 4-6-2 44. 7 Maffei. Do 2 4-4-0 16.0 N asmith-W ilson. 220 RAILWAYS OF ARGENTINA PASSENGER ROLLING STOCK Type Number Axles (number) Seats Weight, in tons Maker First class Second class First-class coaches 2 4 30 15.6 Bristol. Second-class coaches 2 4 30 14.0 Do. Mixed coaches 2 4 24 28 19.8 Wason. Dining car 1 4 4 Bristol. Baggage cars _ _ __ __ __ 2 4 13.5 Do. Official car _ _ _ _ 1 4 14.0 Do. FREIGHT STOCK Type Number Axles (number) Weight, in tons Capacity, in tons Maker Box cars _ 29 4 13. 5 30 La Brugeoise. Half-box cars 50 4 11. 3 30 Metropolitan. Do. Cattle cars 22 4 10. 0 25 Do 1 4 10.0 25 Hungara en Gy or. Platform cars 20 4 7.8 25 Metropolitan. La Brugeoise. Nicaise & Delcuve. Do 120 4 10.5 30 Tank cars 5 4 15.5 30 Service cars __ _ 7 4 15.9 La Brugeoise-. RÉSUMÉ OF ROLLING STOCK Classes Number Classes Number T/finnmntivps 6 Freight cars 247 Passenger cars 9 Service cars _ 8 The locomotives on the Formosa Railway are all wood burners. As on the other state lines, the Janney automatic couplers and Westinghouse air brakes have been adopted for the Formosa Railway. PERMANENT WAY The right of way of the Formosa-to-Embarcacion Railway lies across an almost flat country gradually rising toward the west. The height of rail above sea level at the port of Formosa is 209 feet, and at the end of the line, Kilometer 297, it is 442 feet above sea level. The maximum grade is 1 per cent, located between Kilometer 112.8 and Kilometer 123.3. The minimum curve radius is 500 meters. Eighty-seven per cent of the rails used are of 25 kilos per meter, and 13 per cent are of 32 kilos per meter. The line is entirely ballasted with earth. Native hardwood cross ties are employed. There are 186 miles of main line and 15 miles of sidings. The usual length of siding at stations is 860 meters. At the Formosa terminal there are 6.5 miles of sidings. There are eight bridges on the line, the longest being over the Gonzalez River at Kilometer 30.6. This bridge has a length of 30 meters. There are no tunnels. At Formosa there is a small workshop for light repairs to equipment. This station also has a 20-ton crane and a 45-ton car scale. A permanent deposit of 1,000 tons of firewood is also located at Formosa. This station is the only one having covered storage shed for freight.ARGENTINE GOVERNMENT RAILWAYS 221 Water tanks are located at 10 points on the line. The tanks have capacities from 20 to 71.5 cubic meters. The maximum distance between watering tanks is 59 kilometers. Mechanically operated semaphore signals are employed. These are mounted on latticed steel posts. Western Electric and Ericsson telephones are employed, using dry batteries. The line has a complete telegraph installation. For train control 500-ampere-hour caustic-soda batteries are used, and for block staff Leclanche batteries are employed. CENTRAL CHUBUT RAILWAY (FERROCARRIL CENTRAL DEL CHUBUT, OR FERROCARRIL PUERTO MADRYN A 16 DE OCTUBRE) The Central Chubut Railway is a meter-gauge line extending from Port Madryn along the valley of thle Chubut River. Madryn is a deep-sea port on the Patagonian coast, and the railroad serves the irrigated districts of the lower valley. The line from Madryn to Trelew and Dolavon is owned by a British company, but is leased to the State Railway Administration. The Government is extending the line up the Chubut Valley to Colonia 16 de Octubre on the Andean slopes, but the prolongation from Dolavon is of 75-centimeters gauge only, while the original railway is of 1-meter gauge. While the Central Chubut Railway is operated by the Argentine Government, the purchase has not yet been approved by the Congress, and the British company, known as the Central Railway of Chubut Co. (Ltd.), still maintains its organization in London. The offices of the company are at the River Plate House, 13 South Place, London, E. C. 2. The chairman of the board of directors is Frank Henderson, and the secretary is H. C. Withers. The consulting engineers are Livesey, Son & Henderson. The offices of the British company in Buenos Aires are at Calle Balcarce 278, and the representative in Buenos Aires is F. J. Withers. The representative of the company in Chubut is C. T. Alt. The operating officials are those of the Argentine State Railways. The balance sheet of the British company for the year ended June 30, 1924, is shown below: ASSETS Capital expenditure_________________________________£326, 751 Expenses of issue of 6 per cent debentures___________ 10, 356 Investments at cost__________________________________ 20, 894 Sundry debtors and debit balances____________________ 8, 178 Cash at banks________________________________________ 14, 436 Total__________________________________________ 380, 615 LIABILITIES Capital authorized and issued (200,000 shares of £1 each) 200, 000 6 per cent debentures (200,000 authorized, 125,000 issued, 4,900 canceled)________________________________ 120, 100 Debenture sinking fund_____________________________________ 6, 554 Sundry creditors_______________________________________ 13, 066 Marine insurance reserve_______________________________ 12,813 Renewals and casualties reserve________________________ 12, 552 Balance per last account less dividend of £5,000 paid July 26, 1923____________________________________________ 7, 308 profit for year ended June 30, 1924________________________ 8, 222 Total____._____________________________________ 380, 615222 RAILWAYS OF ARGENTINA HISTORY OF THE CENTRAL CHUBUT By a law of October 22, 1884, the Argentine President was authorized to make a contract with Luis Jones & Co. for the construction of a meter-gauge railway from Bahia Nueva through the Chubut Valley. The contract was signed on February 28, 1885, and a league of land on each side of the line was given where the railroad passed through fiscal lands. In August, 1886, this concession was transferred to Asahel P. Bell, who in turn sold it to the Chubut Central Railway, which had been formed in Liverpool on July 22, 1886, for the purpose of acquiring the concession. The line from Puerto Madryn to Trelew, a distance of 44 miles, was opened for traffic in May, 1889. The Chubut River crosses the Territory of Chubut, and its narrow valley contains a rich and fertile soil capable of producing a wide variety of crops under irrigation, and is now becoming known as an important producer of apples. In 1865 a shipload of Welsh immigrants landed at what is now Puerto Madryn and formed an agricultural colony in the lower Chubut Valley. It was mainly to serve this colony that the railway was built. A party of these Welshmen later, in 1884, founded the colony called “16th of October/’ at the foot of the Andes Mountains in the upper Chubut Valley. , The Welsh company, known as the Port Madryn Co. gradually acquired practically all of the shares of the Central Chubut Railway, amounting to £200,000. This company also largely controls the property of the two towns of Puerto Madryn and Trelew. In 1922 the National Government took over the operation of the line on a lease agreement with the object of purchasing. At the same time an ad referendum contract was signed for the purchase of the line and rolling stock for the sum of 1,950,000 gold pesos. The State Railway Administration has completed a branch line from Trelew to Rawson, and is now constructing a 75-centimeter gauge line to connect the Central Chubut system with the colony 1 ‘16th of October.” The first 35 miles of this line were opened in the latter part of 1923. RESULTS OF OPERATION The rent of line as paid by the Argentine State Railways for the year ended June 30, 1924, amounted to £21,280, on a basis of percentage of receipts. As 1922 was the last complete year under the operation of the proprietary company, the results of operation for that period are given below, in comparison with those for the year before the war : Items RECEIPTS Passengers................ Freight................. Excess baggage and parcels Sundry passenger receipts _ Lighterage traffic........ Total_______________ 1913 1922 £3,739 £4, 530 17,750 23,014 623 1,154 2,586 1, 271 15,355 11,658 40, 053 41,627 Items 1913 1922 EXPENDITURES Permanent way and works Locomotive expenses .... Vehicle expenses........ Marine plant expenses___ Traffic expenses________ General charges_________ Mitre law tax, 3 per cent. _ £1,772 3,150 482 6,211 3,776 4,638 £3,024 7,324 715 7,381 5, 699 6,428 499 Total. 20,029 31,070ARGENTINE GOVERNMENT RAILWAYS 223 The following table gives a comparison of the principal operating figures for 1913 and 1922: Items 1913 1922 Length of line in service miles._ Gross receipts 51 £40,053 £20, 029 £20, 023 50.0 31, 332 £1 5s. 6d. 3s. 23^d. 11s. lOd. £785 65 £41, 627 £31,070 £10, 557 74.6 32,919 25s. 3¡Hid. 3s. 7Md. 19s. l%d. £640 Working expenses __ _ Net earnings Working ratio per cent.. Train-miles run Receipts per train-mile _ Average receipts per passenger. _ Average receipts per ton of freight Receipts per mile" of line FREIGHT AND PASSENGER TRAFFIC The Central Chubut Railway, as it existed before the construction of the State railway feeder line, was a purely local railway serving the small colonies in the lower Chubut Valley. The irrigated district in the river valley produces alfalfa seed and fruits for export to the Buenos Aires market, while the surrounding arid regions of Patagonia produce little more than sheep and wool. Materials received or exported from Port Madryn, the terminal of the railway, are lightered between the wharf and the ships, and the railway has a marine equipment to care for this traffic. The number of passengers carried during 1922 was 24,805, as compared with 22,655 during the year 1913. The freight handled over the fines and in the fighters of the company was as follows: Items 1913 1922 General goods Metric tons 8,830 9,948 190 2, 650 230 1, 623 948 4,769 102 231 Metric tons 8,269 4,013 1,531 6,842 180 933 718 1,355 89 14 Alfalfa. Alfalfa seed _ _ _ ... __ _ Wool and sheepskins _ _ Hides, skins, and hair. _ Grains Flour . Building materials J Coal : Company materials _ _. Total freight traffic 29,940 53, 520 23,944 31, 379 Total lighterage ROLLING STOCK The rolling stock in service at the end of 1924 on the Central Chubut Railway was as follows: Type Number Wheel arrange- ment Weight, in tons, empty Maker Passenger 1 0-4-2 14.3 Sharp Stewart (1886). Beyer Peacock (1888). Mixed 1 2-6-0 19.7 Do. 2 2—6—0 20.7 Beyer Peacock (1907). Do 1 2-6-0 20.7 Hudswell Clarke (1912). Do 2 2-6-0 22.6 Fives-Lille (1892). Switching 1 0-6-0 15.6 Hunslet (1908). Do 1 0-6-0 13.6 Fives-Lilie (1910). 224 RAILWAYS OF ARGENTINA PASSENGER GARS Type Number Axles (number) Seats Weight, in tons Maker First-class coach 1 4 27 10.0 Bolling & Lowe. Do. Do 2 4 32-35 5. 5 Do 1 4 26 13. 0 Brown Marshall. Second-class coach.._ __ 1 4 30 5. 5 Do. Do 1 4 30 14.0 Do. Mixed coach 1 4 52 20.0 Ashbury. Do. Do. 1 4 39 15.8 Baggage cars 2 2 3. 7 Do. “Do 1 4 6. 2 Do. Bristol. Do 1 2 4.6 FREIGHT STOCK Type Number Axles (number) Capacity, in tons Maker Box cars 9 4 10.1 Ashbury (1888). Bolling & Lowe (1888). Turner (1908). Ashbury (1888). Turner (1908) Stableford (1911). Metropolitan (1904). Various. Do 4 2 6.0 Do... 10 4 20.3 Flat cars . 10 4 10.1 Do 12 . 4 20.3 Do 18 4 20.3 Do 25 4 25.0 Cattle cars ... . 6 4 12.0 High-side flat cars.._ ._ __ . __ 4 2 6.0 Ashbury (1888). Bolling & Lowe (1888). “Do 3 2 6.0 RÉSUMÉ OF EQUIPMENT Classes Number Classes Number Locomotives 9 Tug boats (79 and 26 net registered tons) _ 2 Passenger cars 12 Lighters (capacity to 200 tons)... 4 Freight cars 101 PERMANENT WAY The Central Chubut Railway lies in a region of scant rainfall. The track is ballasted with hard earth and gravel. The rails are of 20, 22, 25, and 32 kilos weight per meter. Crossties are of native hardwood and of the steel trough type. The gauge of the main line from Madryn to Dolavon, and of the branch from Trelew to Rawson, is 1 meter, but the new extension west of Dolavon is of 75 centimeters, laid with rails weighing 17 kilos per meter. - The meter-gauge railway has 78 miles of main line, and 5 miles of sidings. There are 1.8 miles of sidings at Madryn. The height of rail at the Port Madryn terminal is 26 feet above sea level, and at no point on the main railway does the altitude exceed 100 feet above sea level. The railway has a steel mole at Port Madryn and one at Port Pirámides for the loading and unloading of lighters. There are four small bridges on the line, with a total length of 23 meters. There is one tunnel with a length of 283 meters. The maximum distance between watering stations is 70 kilometers. Small workshops for light repairs are installed at Port Madryn. There is a 40-ton freight car scale at Madryn, and one of 20 tons at Trelew. Freight storage sheds are provided at all stations. The system has a complete installation of telephones for train control.ARGENTINE GOVERNMENT RAILWAYS 225 SAN NICOLAS-TO-ARROYO DULCE RAILWAY (FERROCARRIL SAN NICOLAS A ARROYO DULCE) The San Nicolas to Arroyo Dolce Railway is a meter-gauge line projected to cross a part of the Argentine corn belt from the port of San Nicolas on the Parana River to the town of Arroyo Dulce on the line of the General Railway of Buenos Aires. It also has junction with the meter-gauge Central Cordoba Railway at La Violeta. Only 12 miles of the railway were built by the original company, and it was never placed in operation nor was any rolling stock acquired. It is now the property of the State Railways, subject to the final approval of the Argentine Congress. On July 11, 1907, the government of the Province of Buenos Aires, under the provinicial “law of agricultural and economic railways,” authorized Alberto Alberti to construct a meter-gauge railway from the port of San Nicolas to the town of Arenales, a distance of 154 kilometers. The concession was modified in February, 1908, terminating the railway at Pergamino, and on March 31, 1908, it was transferred to the San Nicolas Port Co. A British company, the Argentine Union Railway Co. (Ltd.), was formed to exploit the concession, and on April 13, 1912, the National Government approved the entry of the line into the port of San Nicolas, and placed the line under the jurisdiction of the Federal Government. At that time 21 kilometers of track had been laid. Financial difficulties and the war stopped further work, and the concession was declared lapsed in May, 1917. On May 30, 1922, the administrator of the State railways signed an ad referendum contract for the purchase of the line. The price to be paid was 200,000 pesos. On July 31, of the same year, the Argentine President issued a decree authorizing the completion of the construction work to Arroyo Dulce. The estimated cost, including the purchase price, was given as 4,852,555 pesos, or 64,700 pesos per kilometer. Although the National Congress has not yet approved the purchase of the railway, the State railways have proceeded with the construction work, and 34 miles of line had been finished at the end of the year 1924. The Central Cordoba Railway and the General Railway of Buenos Aires entered protest that the San Nicolas Railway was infringing on their traffic rights, but the decision of the attorney general favored the latter’s concession. The line is being laid with 80-pound rails on native hardwood crossties ballasted with earth. The total length of the railway from San Nicolas to Arroyo Dulce will be 47 miles. The longest bridge on the line is of 30 meters, over Ramallo Creek. The Central Argentine Railway tracks will be crossed with a viaduct. DIAMANTE-TO-CURUZU CUATIA RAILWAY (FERROCARRIL DIAMANTE A CURUZU CUATIA, OR FERROCARRIL DEL ESTE) The longitudinal State line from the port of Diamante on the Parana River to the town of Curuzu Cuatia in the Province of Cor-rientes crosses an important cereal and cattle zone of the Province of Entre Rios, and forms an outlet for the central region of this rich Province. The railway, commonly known as the Del Este, is the only standard-gauge railroad operated by the State Railway Adminis-226 E AIL WAYS OF ARGENTI HA tration, and it makes junction with the Entre Rios and the North East Argentine railways, both of which are of the same gauge. The line is still in process of construction. Fig. 50.—Maximum loading dimensions, in meters, for standard-gauge freight cars in Argentina HISTORY OF THE LINE By Law «No. 6016 of 1908 the Argentine Executive was authorized to contract with the Entre Rios Railway and the North East Argentine Railway for the construction of branches from Diamante to the northeast. No suitable arrangements, however, could be made with theseARGENTINE GOVERNMENT RAILWAYS 227 companies and on September 15, 1909, authorization was given for the construction by the State. Construction work was begun in February, 1910, on the section between Diamante and Crespo, a distance of 35 kilometers. The latter station is on the line of the Entre Rios Railway. Another section from Hasenkamp to Federal, a distance of 132 kilometers, was also begun. The connection between these two sections was to be made over the branch line of the Entre Rios Railway. The Entre Rios Railway proposed in 1911 to take over the operation of the two sections of the State line and to continue the railway to Curuzu Cuatia. A rental lease to this effect was approved by decree of March 24,1914. In 1919 the State Railway Administration took over the operation by mutual agreement with the Entre Rios Railway, but the section from Crespo to Hasenkamp, which is an original branch of the Entre Rios Railway, remains under the operation of the latter company. The continuation of the construction of the line from Federal to Curuzu Cuatia now forms part of the construction program of the State Railway Administration, which also includes the eventual purchase of the section owned by the Entre Rios company. The entire line from Diamante to Curuzu Cuatia will be 246 miles. The section to be acquired from the Entre Rios Railway is 57 kilometers in length, and the section to be built between Federal and Curuzu Cuatia is 172 kilometers. The cost of the latter is estimated at 8,935,037 paper pesos. The expropriation cost of the Crespo-Hasenkamp line is given as 2,500,000 pesos. At the end of the year 1924 the grading of the line to Curuzu-Cuatia had been completed almost the entire distance and 16 kilometers of track had been laid. Construction work on a branch line from Federal to Concordia had also been begun. This latter branch will have a length of 100 kilometers. RESULTS OF OPERATION The results of operation of the Del Este Railway for the calendar year 1923, as compared with the year 1920, which was the first complete period of operation by the State, can be seen in the following table: , Items 1920 1923 Length of line in service miles. _ Gross receipts pesos _ Working expenses do Loss do 104 304, 709 187,945 104 635,299 673,048 37,749 Profit _ " do 116,764 61 15,815 185,602 8,911 4,595 11, 620 211, 700 18 65,008 5, 682,212 21 Working ratio _ . per cent. _ Receipts from passengers _ __ _ pesos Receipts from freight ... _ do. __ Total mixed train-miles __ ___ 106 58,161 480,169 35,644 30,516 29,290 714,819 24 166, 564 1,355,163 34 Total freight train-miles _ ... Total passengers carried ._ ... number. Total passenger-miles _ __ . Average trip per passenger miles. _ Total freight carried ___ _____ .tons.. Total ton-miles of freight Average haul per ton of freight .. . miles. _ The passenger traffic of the Del Este is entirely local, as the line does not in any way form a trunk-line system. The chief items of freight are grains and the firewood and charcoal from the wooded228 RAILWAYS OF ARGENTINA areas along the northern zone of influence. The freight traffic can be judged from the following table: Articles 1920 1923 Linseed- Metric tons 23, 353 21,423 196 Metric tons 64, 384 23, 531 600 Wheat Corn. Barley and oats _ 1,047 1,809 691 Hay 1,084 337 Fresh fruits and vegetables _ 28, 21 Sugar _ 262 Wines, liquors, alcohol 618 842 Crossties and posts 168 1,035 21,164 Firewood 5, 593 172 Charcoal - 22', 486 1,932 Lumber 1,331 Articles 1920 1923 Flour, bran, and middlings Metric tons 3, 638 105 Metric tons 4, 731 742 Livestock _ _ Bricks 155 544 General merchandise.- 4, 592 8,319 2,750 248 Construction materials 143 Hides and skins. 24 Wool and hair 6 514 Various 537 1, 537 Total public freight ... 64,959 49 157,733 8,831 Total company materials... ROLLING STOCK The Del Este Railway has rolling stock in operation as follows: LOCOMOTIVES Type Number Wheel arrange- ment Weight in tons, empty Maker Freight. _. 4 2-8-2 55 Baldwin (1924). Mixed _ . 6 2-6-0 50 Hainaut (1910). Shunting .. . 1 - 2 0-6-0 30 Borsig. PASSENGER ROLLING STOCK Axles Seats Weight, in tons Type Number (num- ber) First class Second class Passenger coaches 2 4 28 28 18.6 Service coaches . 1 4 12 18.0 Baggage coaches. . 1 4 30.8 1 FREIGHT STOCK Type Number Axles (num- ber) Capacity, in tons Maker Box cars 18 4 30 Baume Marpent. Half-box cars 35 2 15 Koppel. Do 1 4 30 Baume Marpent. Flat cars ... _ _ 79 4 30 Do. Tank cars 2 2 15 Koppel. Do 1 4 30 Baume Marpent. Koppel. Caboose 2 2 15 Do 1 4 30 Baume Marpent. RESUME OF EQUIPMENT Classes Number Classes Number Locomotives . ... 12 Freight cars 139 Passenger cars 4 ARGENTINE GOVERNMENT RAILWAYS 229 All the locomotives of the Del Este Railway are equipped for wood burning. As on the other State lines, air brakes and automatic couplers have been adopted. Small repair shops for light repairs are located at Strobel, near the port of Diamante. The heaviest trains run over the line are of 700 tons. PERMANENT WAY The gauge of the Del Este Railway is 4 feet inches throughout. The total length of line in operation at the end of 1924 was 104 miles, in addition to which there were 10 miles of sidings and auxiliary tracks. Between the two separated sections of the line the trains are operated over a branch of the Entre Rios Railway. The line is located in a rolling country, but there are no high hills or steep grades. The greatest altitude of the line above sea level is 377 feet. The rails are mostly of 80 pounds per yard, only 7 per cent being of 75 pounds per yard. The lengths of rails are 12 and 10 meters. Crossties are of native hardwoods of Argentine standard dimensions. The line is ballasted only with earth. The maximum grade is 1.1 per cent, located at Diamante. The minimum curve radius is 300 meters. There are no tunnels on the line. There are 12 bridges, the longest of which is 80 meters over the Arroyo Ensenada at Kilometer 15.8. There are eight water tanks of capacities from 20 to 70 cubic meters. The maximum distance between watering stations is 58 kilometers. Water at way stations is obtained by means of windmills. Cereal sheds are located at only four stations, and there are covered freight sheds only at Crespo and Bovril. There are cattle corrals of 2,600 square meters each at Crespo and Federal. A 70-ton car scale is located at Strobel. Mechanically operated semaphore signals are installed. Complete telegraph and telephone systems are installed. Telephones are Western Electric and Ericsson. Dry batteries are employed for telephones and Leclanche and Daniell cells for telegraph. SAN ANTONIO RAILWAY (FERROCARRIL SAN ANTONIO A BARILOCHE) The wide-gauge State Railway from the port of San Antonio to Lake Nahuel-Huapi is the first of the Patagonian railroads constructed under law No. 5559, which authorized the “fomento,” or development, railways. The territory over which it crosses is a great rolling desert with slight rainfall and scanty vegetation. Sheep raising is the only industry, and it is claimed that the land can support about 40 sheep per square mile. When completed, however, the line will reach to the foothills and valleys of the Andes Mountains where agriculture and cattle raising on an extensive scale are possible, and where heavy forests are encountered. The branch intended to be run to the south with the idea of uniting with the other Patagonian railways will also pass through a coal and mining region. The surveys for this line were begun in 1908, and the plans, approved on August 17, 1909, called for the expenditure of 2,078,145 gold pesos for the construction of the first 110 kilometers, or 19,100 gold pesos per kilometer. The second section was approved on December 27, 1909, at a cost of 19,900 gold pesos per kilometer. The construction work was stopped in 1915 because of war conditions, when 192 kilometers of line had been completed.230 RAILWAYS OF ARGENTINA In January, 1922, construction was again begun, and atthe end of the year 1923 there were 281 miles of line in operation. In order to join the San Antonio Railway with the Southern Railway at Patagones and thereby give direct access to northern points in the Republic, work was begun in June, 1922, on an extension from San Antonio to Viedma, on the Rio Negro. The entire line from Patagones to Bariloche, when completed, will be 520 miles. In addition an extension of 16 miles is projected to pass through the National Park from Bariloche to Llao-Llao. There will be a bridge over the Rio Negro between Viedma and Patagones, with two spans of 78 meters each and one of 40 meters. In 1922 surveys were made and work was begun on a line of 75-centimeter gauge to connect the San Antonio Railway with the colony “16th of October,” where junction will be made with the 75-centimeter-gauge line being built ’from the termination of the Puerto Madryn Railway to “16th of October.” This narrow-gauge line will have a length of 155 miles. RESULTS OF OPERATION The results of operation of the San Antonio Railway for the year 1923 as compared with the year 1916, which was the first complete year of operation, are shown in the following table: Items 1916 1923 Length of line in service miles.. Gross receipts pesos.. Working expenses ... ... do .. profit -- --- - do oqi 300, 061 400,130 192 1, 529, 646 911, 935 617, 711 Loss do.. . 100, 069 133 40, 508 237,013 Working ratio— . percent.. Receipts from passengers pesos. _ Receipts from freight do Total passenger train-miles _ ._ . . . 60 104, 681 1,074,275 278 28,967 85, 535 7, 537 1,082,958 143 155, 625 18,267, 501 117 Total mixed train-miles _ . . . 25, 600 10, 579 4,181 485, 629 106 26,199 4, 088,858 156 Total freight train-miles __ _ . __ __ _ Total passengers carried. number. _ Total passenger-miles._ __ _. . _ Average trip per passenger .. ... miles.. Total freight carried tons.. Total ton-miles of freight . Average haul per ton of freight . miles.. The passenger traffic of the line has been largely local, but with the completion of the connection with the Southern Railway and of the extension to Lake Nahuel-Huapi it is expected that a considerable tourist traffic to the National Park at Bariloche will be built up, as well as a through traffic from Buenos Aires to Chile, across the lake region. The freight traffic consists largely of wool and hides from the interior, and of general merchandise from the port. The following table gives details of the traffic for the years 1916 and 1923: Articles 1916 1923 Metric Metric tons tom General merchandise.. 7,834 16,306 Wool and hair 3, 243 8,434 Hay _ 1,326 1,093 Drinking water 74 7, 661 Corn 87 244 Flour 18 448 Firewood and charcoal 70 423 Wines and liquors. 29 278 Articles 1916 1923 Stone Metric tons Metric tons 812 Crossties and posts 2,185 1,429 96 52 Hides and skins 1,188 248 Livestock _ Various products 23 2, 094 Total public traffic 16, 414 9,785 39,281 116,344 Total service traffic ARGENTINE GOVERNMENT RAILWAYS 231 ROLLING STOCK The rolling stock in service on the San Antonio Kailway at the end of 1924 was as follows: LOCOMOTIVES Type Number Wheel arrange- ment Weight, in tons, empty Maker Mixed 12 4-6-2 55.0 J. A. Maffey (1910). Baldwin. Do. 5 4-4-0 36.8 Do 2 2-6-0 40. 5 Beyer Peacock (1890). Baldwin (1924). Tubize (1889). Freight 1 4-8-2 93.0 Shunting. 2 0-6-0 37.0 PASSENGER ROLLING STOCK Type Number Axles (number) Seats Weight, in tons Maker First-class coaches ... 3 4 64 36.6 Hollingsworth (1910). Do. Second-class coaches 3 4 106 34.2 Mixed coaches. 3 4 86 34.8 Do. Do 1 4 72 25.4 Lancaster. Baggage coaches 2 4 34.0 Hollingsworth (1910). Lancaster. Service coaches 3 4 FREIGHT STOCK Type Number Axles (number) Capacity, in tons Maker Boxcars 15 4 40 Ringhoffer (1910). Glosserter. Do 23 4 . 20 Do 24 2 12 Dyle Bacalan. Bonnefond. Ringhoffer. Leeds Forges Co. Dyle Bacalan. Nicaise & Delcuve. Ringhoffer. Do. Do 40 2 10 Flat cars 85 4 40 Do 30 4 40 Do : _ 59 2 10 Do 45 2 10 40 Tank cars .... 14 4 Do 2 4 Cabooses 7 2 Dyle Bacalan. Glosserter. Service car __ 1 4 40 RÉSUMÉ OF ROLLING STOCK . Classes Number Classes Number Locomotives 22 12 Freight cars 344 4 Passenger cars Service cars Small repair shops are maintained at San Antonio. All equipment regulations and standards pertaining to the other State railway lines also govern on the San Antonio Railway.to co to Fig. 51.—Argentine broad-gauge standard wagon center coupling RAILWAYS OF ARGENTINAARGENTINE GOVERNMENT RAILWAYS 233 PERMANENT WAY The line of the San Antonio Railway lies in the district of scant rainfall. The region is rough and hilly, rising gradually toward the west. The ballast used is mostly the local dry earth, but there are 84 kilometers of the original 452 ballasted with stone, 42 with gravel, and 5 kilometers with sand. Mpre stone and gravel is being used on the new extension to the west. The standard rail weighs 31 kilos per meter, and has a length of 12 meters. Seventy per cent of the original line is laid with this rail. Native hardwood crossties are employed. The length of line on June 30, 1924, was 281 miles, with 17 additional miles of sidings. The entire line, when completed, will have an extension of 536 miles, not including auxiliary tracks or the narrow-gauge feeder line to Colonia 16th of October. The heaviest grade on the original line is 1.6 per cent, located between Kilometers 30 and 35 from San Antonio. The minimum curve radius is 380 meters. The gauge of the main line is 5 feet 6 inches, and that of the feeder line is 75 centimeters. There are no tunnels on the line. The longest bridge is over the Nahuel Niyen River at Kilometer 153.5. It has a span of 40 meters. There is a total of 11 bridges on the original line. Bridges are of steel spans with masonry piers. The greatest distance between watering stations is 124 kilometers. Water is obtained from wells by windmills and pumps. As the zone of influence of the railroad is only sparsely populated, few of the stations are provided with freight-storage sheds. There is a 70-ton car scale located at San Antonio. Mechanically operated semaphore signals are installed on the lines. These are erected on latticed iron posts. Telephone and telegraph systems are installed. Dry batteries are used for telephones, and Leclanche and Daniell cells for telegraph. PUERTO DESEADO RAILWAY (FERROCARRIL PUERTO DESEADO AL LAGO BUENOS AIRES, OR FERROCARRIL PUERTO DESEADO A COLONIA LAS HERAS) The Puerto Deseado Railway was authorized bylaw No. 5559,which gave authorization for the Patagonian railways. The surveys were made between 1908 and 1910, and, by decree of January 20, 1910, the plans for the first 120 kilometers were approved at an estimated cost of 21,210 gold pesos per kilometer. The work of construction had actually been begun on May 6, 1909. Operation of the line as far as Las Heras, a distance of 178 miles, was begun in 1914, but further construction work was suspended because of war conditions. It is the intention of the State Railway Administration to continue the line eventually to Lake Buenos Aires, a distance of approximately 300 miles from Port Deseado. The line will also be connected with the Comodoro Rivadavia Railway, which is of the same gauge. 76236°—26-.-16234 K AIL WAYS OF ARGENTINA RESULTS OF OPERATION The working results of the Puerto Deseado Railway for the year 1923 and for 1915, the first complete year of operation, are shown below : Items « 1915 1923 Length of line in service Gross receipts Working expenses Profit ..miles.. pesos.. do 178 213, 296 287,984 178 417,481 402,941 14,539 Loss.. _ _ _ _ _ do.. _ 74, 688 135 46,708 143, 041 Working ratio Receipts from passengers _ ___ Receipts from freight Total Dassensrer train-miles __ _ percent _ pesos._ .. do 96 54, 393 342, 697 88 Total mixed train-miles _ _ _ 19, 860 1,730 18,453 5,705 5,545 553, 667 100 22,160 1, 579,356 71.4 Total freight, train-miles Total passengers carried Total passenger-miles. . ... number __ 6, 275 637, 535 102 14, 475 600, 687 41.6 Average trip per passenger Total freight carried Total ton-miles of freight miles. _ tons.. Average haul per ton of freight ...miles.. The passenger traffic on the Puerto Deseado Railway is largely made up of passengers between the Las Heras Colony and the port. There is little traffic between the way stations, as the surrounding country is scantily populated. The region that the railroad traverses is barren and suitable only for sheep raising. The freight traffic consists principally of wool to the port and of general merchandise for the interior points. There is little livestock traffic, as the sheep of the district are usually driven overland to the packing plants. Only two mixed trains in each direction are run over the line weekly. The following list shows the chief items of cargo carried during the years 1915 and 1923: Articles 1915 1923 Articles 1915 1923 General merchandise .. Metric tons 9,698 3,023 Metric tons 7,081 9, 502 1,028 464 Lumber Metric tons 260 Metric tons 252 Wool and hair Posts and pickets ._. 466 Stone Corn _ __ . 57 407 Hay 315 Fruits and vegetables..... . _ 116 Firewood 248 681 Various 107 1,105 Hides and skins_ _. Livestock _ 74 623 226 381 Total public traffic 14,405 70 21.996 Wines and liquors 287 Total service traffic. 164 ROLLING STOCK The rolling stock of the Puerto Deseado Railway at the end of the year 1924 consisted of the following: LOCOMOTIVES Type Number Wheel arrange- ment Weight, empty, in tons Maker Mixed 4 4-6-2 61.2 Saint Pierre (1911). Do 2 4-6-2 61.2 Cockeril Serant (1910). Do 2 2-6-0 38.4 Baldwin (1896). Do.... 1 4-6-0 41.2 Neilson (1890). Freight. 1 4-6-0 45.6 Sharp Stewart (1885). Shunting 1 0-6-0 39.8 Baldwin (1896). do.:. 1 0-6-0 39.5 Manning Wardle (1890). 2-5 £ K- / -/o" Standard Gauge Safety Coupler Chains on Argentine Broad Gauge Railways Fig. 52 ARGENTINE GOVERNMENT RAILWAYS 235236 KAÏLWAŸS ÒF ARGENTÌlSTÀ PASSENGER ROLLING STOCK Type Number Axles (number) Seats Weight, in tons Maker First-class coaches 1 4 64 37.0 Harlan Hollingsworth Do 1 4 48 25.9 (1910). Lancaster. Second-class coaches __ 1 4 76 24.4 Do. Do 2 4 106 35.0 Harlan (1910). Do. Mixed (with bar) 1 4' 64 35.0 Mixed 1 4 86 35.0 Do. Do__ 1 4 75 24.4 Lancaster. Baggage coach _ 1 4 33.6 Harlan (1910). Lancaster. Service coach _ 1 4 26.0 • FREIGHT STOCK Type Number Axles (number) Capacity, in tons Maker Box cars 9 4 40 Ringhoffer (1910). Do 15 4 20 Glosserter. Do 23 2 12 Dyle Bacalan (1898). Do 29 2 10 Bonnefond. Flat cars -- 10 4 25 Glosserter. Do 20 2 10 Nicaise & Delcuve. Do 52 4 40 Ringhoffer (1910). Do 10 4 40 Leeds Forges (1902). Do 5 4 40 Do 14 2 10 Dyle Bacalan. Tank cars__ _ __ - 5 4 40 Ringhoffer (1910). Do J - 5 4 40 Do. Service cais _ 2 4 12 Dyle Bacalan. Do. Do 1 2 12 Caboose 1 2 12 Do. RÉSUMÉ OF ROLLING STOCK Classes Number Classes Number Locomotives _ 12 Freight cars _ 198 Passenger cars 9 Service cars _ _ __ _ _ _ 4 Small repair shops are located at Puerto Deseado. The locomotives burn coal and also oil from the Comodoro Rivadavia fields which is delivered overland in trucks. All of the regulations pertaining to equipment on the other State lines are adhered to on the Puerto Deseado Railway. PERMANENT WAY The Puerto Deseado Railway lies through a region of slight rainfall where the chief industry is sheep raising. The line from the port of Deseado to Las Heras has a length of 178 miles, in addition to which there are 13 miles of sidings and auxiliary tracks. The entire main line, when completed to Lake Buenos Aires, will have a total length of about 300 miles. The region traversed is rolling and rises gradually toward the west. The western terminus of the railroad at Las Heras has an altitude of 1,082 feet above sea level. The line is almost entirely graded with gravel. Seventy-four per cent of the line is laid with rails of 31 kilos per meter, 13 per cent with 37-kilo, and 13 per cent with 32-kilo rails. The lengths of rails are 8, 10, and 12 meters. The crossties are of native hardwoods cut to Argentine standard dimensions. The gauge of the track is 5 feetARGENTINE GOVERNMENT RAILWAYS 237 6 inches throughout. The maximum grade is 1.7 per cent located near Port Deseado. The minimum curve radius is 400 meters. There is only one bridge, which is located at Kilometer 5; it has a length of 7 meters. There are no tunnels on the line. The maximum distance between watering stations is 49 kilometers. Water is obtained from wells by pumps and windmills. There are 14 stations on the line. Freight-storage sheds are provided at only two way stations and at the terminals. There is a 70-ton car scale at Puerto Deseado station. * The standard mechanically operated signals used on the other State lines are also employed on the Puerto Deseado Railway. There are also complete installations of telegraph and telephone. COMODORO RIVADAVIA RAILWAY (FERROCARRIL COMODORO RIVADAVIA A COLONIA SARMIENTO) The Comodoro Rivadavia Railway, which was authorized under the law covering the other State railways in Patagonia, was surveyed in 1908, and the plans for the first section of 104 kilometers was approved on June 17, 1910, for an estimated cost of 2,631,200 gold pesos, or 25,300 gold pesos per kilometer. The line was opened in 1914, but was completed only as far as the Sarmiento Colony near Lake Musters. It is the intention of the State Railway Administration to connect this railroad with the line from Port Deseado to Las Her as. The connecting branch of 56 miles, however, will be made of narrow gauge. RESULTS OF OPERATION The following table gives in detail the operating statistics for the Comodoro Rivadavia Railway for the year 1923 and for 1915, the first complete year of operation of the line. Items 1915 1923 Length of line in service Gross receipts Working expenses Profits _ _ miles__ pesos __ do do 124 191,717 236,112 124 707,451 550,606 156,845 Loss _ i do 42, 395 123 34, 202 118,463 206 Working ratio. Receipts from passengers Receipts from freight Total r>assAn per train-mil as per cent__ pesos__ do 78 63, 508 492,239 30 Total mixed train-miles 14, 308 21, 292 Total freight train-miles 2,347 5, 667 477,160 10; 402 15,784 664,933 Total passengers carried Total passenger-mil as number __ Average trip per passenger Total freight carried Total ton-miles of freight miles__ tons.. 84.5 11,640 404,793 34.8 39 7 108,924 2,141,847 19.9 Average haul per ton of freight miles.. As in the case of the other Patagonian railroads the region traversed by the Comodoro Rivadavia Railway is almost barren, and has little industry outside of the raising of sheep. The Comodoro Rivadavia line, however, crosses the petroleum fields near the port of Comodoro Rivadavia, and the largest item of traffic of the railway is the crude oil in transit to the port. The haul of this oil, however, is short. The population along the line of the railroad is sparse,238 RAILWAYS OF ARGENTINA and the railway can be considered only as a development line for the region. The following table shows the traffic for the years 1915 and 1923: Articles 1915 1923 Petroleum.........__ General merchandise __ Wool and hair_______ Bricks and tiles____ Construction materials Livestock___________ Hay----------------- Corn________________ 7,181 3,278 52 128 3 74,341 18,442 5, 20tf 3,283 1,181 30 916 422 Articles 1915 1923 Wines and liquors : 597 Stone 902 Firewood.. __ 681 337 Crossties, posts, and lumber 175 888 Various. 142 1,188 Total public traffic 11,640 107,727 1,197 Total service materials ROLLING STOCK The rolling stock of the Comodoro Rivadavia Railway at the end of the year 1924 consisted of the following: LOCOMOTIVES Type Number Wheel arrange- ment Weight, in tons, empty Maker Mixed - - 1 4-6-2 50 St. Pierre (1910). Do - - 2 4-6-2 50 Cockeril (1910). Shunting 1 0-6-0 23 Baldwin (1896). PASSENGER ROLLING STOCK Type Number Axles (num- ber) Weight, in tons Seats Maker First-class coach 1 4 37.0 64 Hollingsworth (1910). Second-class coach 1 , 2 10.4 26 Dyle Bacalan. Hollingsworth (1910). Do. Mixed coach 1 4 34.9 86 Do. 1 4 34.9 79 Baggage 1 4 33.6 Do. FREIGHT STOCK Type Number Axles (num- ber) Capacity, in tons Maker Boxcars •_ 5 4 40 Ringhoffer (1910). Do 2 2 10 Bonnefond. Flatcars 12 4 10 Glosserter. Do. 8 4 40 Ringhoffer (1910). Half-box cars... 19 2 10 Nicaise & Delcuve. Do, 7 2 11 Dyle Bacalan. Tank cars 15 4 40 Ringhoffer. Caboose - 1 2 Pyle Bacalan. RESUME OF ROLLING STOCK Type Number Type Number Locomotives 4 Passenger cars 5 Freight cars 69 ARGENTINE GOVERNMENT RAILWAYS , 239 All standards for rolling stock on the Comodoro Rivadavia Railway are the same as those for the other state lines. Extensive workshops pertaining to the Government petroleum workings at Comodoro Rivadavia are at the service of the railroad for the repair of equipment. The locomotives are oil burners. The maximum weight of train is 640 tons. PERMANENT WAY The right of way of the Comodoro Rivadavia Railway is through a desert region of slight rainfall. The country traversed is rough and hilly. The total length of line from the port of Comodoro Rivadavia to the Sarmiento Colony is 124 miles, including a short branch line from Kilometer 16 to the oilfield of the Astra Petroleum Co. In addition, there are 10 miles of sidings and auxiliary tracks. The maximum altitude on the line is at Holdich Station, where the rail is 2,474 feet above sea level. The maximum grade is 2 per cent and is located between Kilometers 112 and 113. The minimum curve radius is 170 meters. The gauge of the railway is 5 feet 6 inches. Sixty-nine per cent of the rails are of 31 kilos per meter, and 31 per cent are of 37 kilos. The length of rail is 12 meters. Cross ties are of native hardwoods. The line is ballasted as follows: 86 kilometers with gravel, 23 kilometers with stone, 2 kilometers with sand, and 89 kilometers with earth. There are 9 bridges on the line, the longest one being over the Zanjon River and having a span of 20 meters. There are no tunnels. Water is obtained from wells by means of pumps and windmills. The maximum distance between watering stations is 45 kilometers. Oil fuel supply tanks of 40 and 45 tons capacity are installed at both terminals of the line and at the workshops at Kilometer 3. Freight storage sheds are provided only at the two terminals. There is a 70-ton car scale at the Comodoro Rivadavia terminal. A cattle corral of 3,000 square meters area is provided at Colonia Sarmiento Station. Mechanically operated semaphore signals, telegraph and telephone systems are provided according to the standards prevailing on the other State railways. ROSARIO-TO-FUENTES RAILWAY (FERROCARRIL ROSARIO A MENDOZA Y PUERTO GRANADEROS) The meter-gauge railway from the city of Rosario to the town of Fuentes is the first section of a railroad which was projected to run from Rosario westward to Mendoza, with a branch to the port of Granaderos on the Parana River above Rosario. The concession for the railway was given to Domingo Selva y Cla. by national law No. 6778 of October 19, 1909. Difficulties in financing caused the construction to proceed slowly, and the work was finally abandoned when the European war broke out in 1914. The capital actually invested in the line amounted to more than 4,500,000 paper pesos, of which the Government recognized a capital of 3,850,-000 pesos. In 1921 a petition was placed before the Argentine President by merchants and ranch owners of the Provinces of Santa Fe and Cordoba asking that the State Railway Administration take over the line and complete it to join with the meter-gauge State Railway system.240 RAILWAYS OF ARGENTINA On March 14, 1922, an ad referendum contract was entered into between the Government and the company for the sale of the line to the former for the sum of 2,300,000 paper pesos. The railway as constructed has a length of 31 miles terminating in the city of Rosario, but not entering the port of Rosario. All freight to the port is transferred to the line of the General Railway of Buenos Aires. The rails are 80 pounds per yard, laid on hardwood crossties. The line is ballasted with earth. The minimum curve radius is 300 meters. The maximum grade is 6 per 1,000. There are six bridges, the longest of which is 38 meters. The bridges are of steel spans on brick piers. There are six stations, each of which is provided with covered-cereal sheds. The Rosario-to-Fuentes Railway is not an operating line. It owns only 1 locomotive and 9 cars. It has hired 50 freight cars from the Midland Railway, and is hauling cereals in conjunction with the General Railway of Buenos Aires for the convenience of the farmers along the right of way. The quantity of linseed and cereals hauled during 1924 amounted to approximately 40,000 tons. No attempt at regular operation will be made until the purchase is approved by the National Congress and the railway is taken over definitely by the State Railway Administration.THE PORT RAILWAYS There are railway systems in the ports of Buenos Aires, La Plata, and Rosario which serve the respective ports and are independent of any of the public-service railroads of the country. These lines collect separate tariffs, and the carriage of export freight from the interior of the country does not include the cost over the port railways unless specifically noted. The gauges of the port railways are 5 feet 6 inches and 1 meter, to accommodate cars of the various connecting railroads, but freight coming over the standard-gauge railroad entering Buenos Aires must be transshipped to cars on one of the broad-gauge lines in order to reach the port. The port railroads, with the mileage and capital of each, are as follows: Lines Miles of line Capital invested 5 ft. 6 in. Meter Double Total Port of Buenos Aires Railway.- 73 3 76 Gold pesos 2, 544,930 728, 365 i 2, 000, 000 Port of La Plata Railway 21 5 15 41 Port of Rosario Co 40 40 1 Including docks, warehouses, and all port works. PORT OF BUENOS AIRES AND LA PLATA RAILWAYS (FERROCARRIL DEL PUERTO DE BUENOS AIRES AND FERROCARRIL DEL PUERTO DE LA PLATA) The railroads within the customs limits of the ports of Buenos Aires and La Plata are the property of the Argentine Government, and are operated by the office of the Director General of Navigation and Ports, which is a dependency of the Ministry of Public Works. The port railways have direct rail connection with the private railroads and receive the cars for transfer to and from the docks. The tariff for the handling of cars is regulated by national law No. 11,243. The tariffs are as follows: 1. 90 centavos gold per ton for the receipt and dispatch of a car loading iron, steel, cement, and inflammables. 2. 1.80 pesos per ton for cars with general merchandise. 3. 90 centavos per ton for cars loaded with native products for export, or 1.80 pesos per ton when the produce is perishable. 4. 1.50 pesos per axle for cars received and dispatched unloaded. 5. Cars in transit over the port lines pay 90 centavos per ton of cargo except coal, which pays half tariff. 6. Respotting of cars is charged for at the rate of 5 pesos per axle. Purchases for these railways are made on Government bids through the Government office mentioned above (address, Casa de Gobierno, Buenos Aires). PORT OF BUENOS AIRES RAILWAY The port of Buenos Aires Railway has a total extension of 76 miles, of which 73 miles are of 5-foot 6-inch gauge, and 3 kilometers of 1-meter gauge. The standard rail used is 37 kilos per meter, but 241242 RAILWAYS OF ARGENTINA there are also some rails having a weight of 42 and 25 kilos per meter. The crossties used are of native hardwoods. The total capital invested in the Buenos Aires Port Railway amounts to 5,783,932 paper pesos. The number of employees totals 875. The gross receipts for the port railway for the year 1923 were 2,435,162 pesos, and the expenses were 2,832,535 pesos, giving a loss of 397,373 pesos for the year in the operation of the transfer service. The cargo moved by the Port of Buenos Aires Railway during five recent years, and during the year before the war, has been as follows: 1913, 4,261,132 metric tons; 1919, 4,454,282 tons; 1920, 5,028,963 tons; 1921, 3,213,325 tons; 1922, 3,558,292 tons; 1923, 3,480,177 tons. More than 90 per cent of the traffic of the Buenos Aires Port Railway during the year 1923 consisted in the receipt and dispatch of cars belonging to the other railroads, but there is also a transfer of goods to the customs warehouses, which is handled in cars of the Port Railway. All of the shunting is done with locomotives of the Port Railway. The rolling stock at the end of the year 1924 was as follows: LOCOMOTIVES Type Number Wheel arrange- ment Weight in tons, empty Maker Shunting __ __ _____ _ ___ 10 7 10 0-6-0 0-6-0 0-6-0 27.2 46.8 43.1 Manning Wardle. Do. Henschel. Do Do Total. _ __ __ _ _ 27 THE POET RAILWAYS 243 FREIGHT STOCK Type Number Axles (number) Capacity in tons Maker Box cars 54 2 20 Leeds Forge (1909). Leeds Forge (1907). Middletown Car (1912) Middletown Car. Flat cars _ - - 119 4 40 Half-box cars 94 4 40 Box cars 40 4 30 Do GO 4 40 Do. Do 70 4 40 Linke-Hoaman (1922) Hine, St. Pierre (1923). Hine, St. Pierre. Do 30 4 40 Half-box cars 100 4 40 Tank cars 1 2 20 Leeds Forge. Do. Do - 2 4 33 Do 2 4 30 Do. Total 572 The cars are all equipped with hand brakes. Link couplers are employed. The gauge of the rolling stock is 5 feet 6 inches. Repairs to equipment are taken care of in the workshops of the Ministry of Public Works at the Riachuelo Dock at Buenos Aires. PORT OF LA PLATA RAILWAY The total extent of track of the Port of La Plata Railway is 41 miles, of which 21 miles is 5-foot 6-inch gauge, 5 miles is 1-meter gauge, and 15 miles is of three tracks for the accommodation of rolling stock of both gauges. The rails used are of 25, 28, 30, 34, 36, and 42 kilos weight per meter. The crossties are of native hardwoods. The amount of capital invested in the Port of La Plata Railway is 1,655,376 paper pesos. The number of employees is 120. The gross receipts for the year 1923 were 271,445 pesos, and the expenses were 243,544 pesos. A total of 64,719 loaded cars entered on the port lines during 1923 and 64,551 empty cars were dispatched. The totals for the year 1913 were 64,843 and 64,713 cars, respectively. A large part of the traffic handled is cattle en route to the two packing plants in the port. The cattle handled during 1923 amounted to 2,161,371 head, as compared with 1,177,914 head in 1913. The freight handled during 1923, as compared with the year 1913, was as follows: [In metric tons of 2,205 pounds each] Years Cargo Cattle, incoming Total Incoming Outgoing Internal Transit 1913 __ 921,444 169, 003 174,873 89, 776 61,450 47, 517 492,614 19, 579 215,150 513, 756 1,865, 531 839,631 1923 The rolling stock of the Port of La Plata Railway at the end of the year 1924 consisted of the following: 5 locomotives; 0-6-0 type; Manning Wardle. 41 half-box cars; 45 tons capacity; 4 axles. 1 flat car; 6 tons capacity; 2 axles. 2 box cars; 45 tons capacity; 4 axles. 2 box cars; 20 tons capacity; 2 axles. 2 flat cars; 2 axles (bumpers for both gauges). 1 box car; 6 tons capacity; 2 axles. 1 cattle car; 6 tons capacity; 2 axles.244 RAILWAYS OF ARGENTINA All of the rolling stock is of the 5-foot 6-inch gauge. Hand brakes and link-and-pin couplers are provided. PORT OF ROSARIO CO. (PUERTO DEL ROSARIO) The Port of Rosario, with its dock and railways, is operated by a French company, S. A. Puerto del Rosario, 47 Rue de Liege, Paris, with a capital of 10,000,000 francs. Purchases are made by the Paris office. The concession was granted by the Argentine Government on October 16, 1902, by law No. 3885, for a period of 40 years. Seven of the Argentine primary railroads terminate in the port, and their shipments for export are handled over the rails of the company. The Port of Rosario Co. has 40 miles of track, of which more than 90 per cent is of 3 rails for handling both meter and broad-gauge (5-foot 6-inch) rolling stock. The total length of dock space is 6 kilometers. The rolling stock of the company consists of 9 broad-gauge locomotives, 5 meter-gauge locomotives, and 92 flat cars of 8 to 18 tons capacity. The locomotives are of French manufacture and are of the 0-6-0 type. The cars are of American and British manufacture (1888), and are of two and four axles. Link couplers are used, and side-lever brakes are employed. The company has small workshops at the port with a general machinery equipment for the purpose of making all ordinary repairs to rolling stock and port equipment. The docks are also provided with numerous electric and steam cranes of from 13^ to 14 tons capacity, and a floating crane of 55 tons capacity. There are 2.7 miles of crane track along the wharves. The dock warehouses have a total area of 65,000 square meters, and a grain elevator having a capacity of 30,000 cubic meters, capable of loading grain at the rate of 800 tons per hour. The Port of Rosario Co. charges a traction tariff over its lines equivalent to the tariff charged by the Government in the port of Buenos Aires plus 10 centavos gold per ton or cubic meter. Cars belonging to other railroad companies also pay a toll of 15 centavos paper if of two axles and 30 centavos if of four axles. Handling and warehousing charges in the port are paid separately from the above traction tariffs. The imports and exports handled through the port and over the lines of the Port Railway in 1924 amounted to 4,769,816 tons, as compared with 3,846,745 tons during the year 1923. The gross receipts of the company during 1924 were 4,739,281 gold pesos, with net profits of 14,236,539 francs. The dividends paid for the year 1924 were 200 francs per share.THE SECONDARY RAILWAYS There are a number of public-service railways in Argentina which for various reasons are never classified with the primary railroads, and over which the State does not exert more than a nominal control. Because of their recognition as secondary, or “economic,” lines they are not required to conform to the requirements of the national railway legislation. The Buenos Aires Southern Railway also operates a secondary system of light railways to act as feeder lines in the southeastern section of the Province of Buenos Aires. The mileage of these feeder lines is here given with the secondary railways, but a description of the system has already been given on page 77 in connection with the Southern Railway. The secondary railways of the Republic, with mileage and capital invested, are as follows: Length, in miles • Capital invested Lines Meter 75 centimeters 60 centimeters Total Tucuman Rural Tramway 10 10 Gold pesos 96,800 0 (2) 2, 200,000 70,200 Agricultural light railways. __ _ __ 215 215 Puerto Ocampo Railway . 39 39 Corrientes Railway. _ _ __ 155 155 Resistencia Rural Railway _ 19 19 Total 39 29 370 438 2,367, 200 1 Capital included with Buenos Aires Southern Railway. 2 Capital included with La Forestal (Ltd ). Inquiries with respect to purchases of material or equipment for these lines should be directed to the managers named under the respective headings, at the address given in each case. TUCUMAN RURAL TRAMWAY (TRANVIA RURAL DE TUCUMAN) The Tucuman Rural Tramway is a narrow-gauge line, operated by the Province of Tucuman. It was constructed by the Province in 1916 and cost 220)000 paper pesos. From Tucuman the line runs to Aconquija, passing through the villages of Villa Lujan, Camino del Peru, and Marco Paz. The offices of the company are at Calle Catamarca 435, Tucuman. The president of the directorate is the director of public works of the Province, Ing. Alejandro Pasqualini. The manager is Rafael V. Donate, and the chief of rolling stock and shops is Isidoro Sotomayor. The company has a total of 35 employees. The length of the railway is only 10 miles, but there is an indefinite project to extend and amplify the system when funds are available. At the present time the line suffers a deficit annually, largely due to 245246 RAILWAYS OR ARGENTINA the incomplete condition of the line, combined with high fixed expenses and unorganized traffic. The gross receipts for the year 1924 amounted to 45,886 pesos, of which 45,350 pesos were from passengers and 536 pesos from freight. The operating expenses for the year were 57,600 pesos. The passenger fare over the line in either direction is 50 centavos, or 1 peso for a round-trip ticket. There was a total of 140,000 paying passengers transported during the year 1924. A total of 3,500 round trips were made by trains during the year. The number of passenger miles amounted to 28,256. The freight carried over the line consists largely of packages and wood. The freight and passenger traffic for the provincial government is carried free. The free-package freight of this nature during the year amounted to 120 tons. The gauge of the Tucuman Rural Tramway is 75 centimeters, which is the same as that of many of the industrial lines serving the sugar mills of the Province. The rails weigh 15 kilos per meter and are laid on quebracho cross ties. There are no bridges or other works of importance. The company has a complete telephone system. The rolling stock of the company consists of the following equipment: 5 locomotives; 25 horsepower; Orenstein & Koppel. 1 locomotive; 25 horsepower; W. G. Bagnall (Ltd.). 14 passenger coaches; open; 28 and 32 seats; 2 axles (rebuilt). 3 low-side cars, 5 tons capacity, 2 axles. The company maintains a small repair shop at Tucuman, employing 12 mechanics. Side-lever hand brakes are employed on the cars, and coupling is done with center bumpers and chain. The locomotives are wood burners. PORT OCAMPO RAILWAY (FERROCARRIL PUERTO OCAMPO) The Port Ocampo Railway is a short meter-gauge line running westward from Port Ocampo on the Parana River, in the Province of Santa Fe. It has now been combined with the industrial lines of the Forestal Land, Timber & Railways Co. and is classified here only for historical convenience, since the company still has a nominal separate existence as a limited-liability company. Its concession, however, has been canceled and by Government decree it has been classified as an industrial railway. The Puerto Ocampo Railway was originally constructed as an industrial line. Fifty-three kilometers were built, and on August 31, 1912, it was nationalized by Law No. 8916, which granted permission to the company to extend the line to form a junction with the Santa Fe Railway. As the company did not carry out fully the terms of the concessions the latter was revoked on May 2, 1917, and the line was acquired for industrial purposes by the Forestal company. On April 21, 1919, a decree was issued by the National Government to the effect that the cancellation of the concession did not affect the operation as an industrial railway. The company is under the same administration as the Forestal Land, Timber & Railways Co. and has the same office address in Buenos Aires. The limited-liability company authorized in 1911 under the name of the Ferrocarril Puerto Ocampo has an authorized capital of 800,000 paper pesos. The line, with an additional 10THE SECONDARY RAILWAYS 247 kilometers, is operated in connection with the Villa Ana factory of the latter company. There is no separate operating information published on the railway, and it will be included, with the exception of its mileage, with the Forestal industrial railways. CORRIENTES RAILWAY (FERROCARRIL CORRENTINO) The Corrientes Railway is a narrow-gauge line owned by the Compañía General de Ferrocarriles Económicos. It has its terminal in the city of Corrientes, which is a port on the Parana River about 700 miles above the port of Buenos Aires. From Corrientes it runs in a general southeasterly direction to the town of Mourucuya, with short branch line from Santa Ana to San Cosme, and another from Lomas de Vallejos to General Paz. The concession for the railway was given by the provincial government in April, 1910, to Carlos Dodero, of Corrientes. The concession was for a term of 90 years, and contained the usual stipulations for entry of materials and freedom from taxation during the period. The line was constructed between the years 1910 and 1914. It was, however, the butt of local politics, and it now suffers from a badly laid out route which was the result of political pressure by individuals to have the course of the line deviated from side to side in order that it might pass over their properties. The financial history of the railway has not been satisfactory. The authorized capital of the company is 5,000,000 paper pesos. The original capital subscribed was given as 2,000,000 paper pesos, but an additional 3,000,000 pesos was obtained in 1910 from the banking house of Erlanger & Co., of London, as an external loan backed by the Province. No interest has been paid on this loan since 1911. In addition, obligations and overdrafts have been granted by the Banco Frances del Rio de la Plata to the extent of 5,000,000 paper pesos. The latter banking house has now taken over the administration of the railway. The administrator of the railway in Corrientes, who is an employee of the Banco Frances, is J. O. Durruty. The offices of the bank are at Calle Reconquista 157, Buenos Aires. The Corrientes Railway has a total of 155 miles of line. The terminal has an altitude of 175 feet above sea level, and the line crossed a slightly rolling country with no grades of any consequence. Much of the surrounding territory is low and swampy, and at one point the line crosses 16 miles of morass. The gauge of the railway is 60 centimeters. All but 23 miles of the line is laid with rails weighing 12 kilos per meter, and considerable trouble has been experienced from the heavy locomotives and trains on the light track. The last section of the line has rails of 18 kilos per meter. The rails are laid on quebracho crossties and ballasted with earth. The longest bridge has a length of 160 meters, while there is another one of 100 meters length. The bridges are only the original temporary structures built of cross ties. The minimum curve radius is 22 meters. The maximum speed of trains on the road is 15 kilometers per hour.248 RAILWAYS OF ARGENTINA The rolling stock of the railway consists of the following: 4 locomotives, Orenstein & Koppel, 85 horsepower, four driving axles. 1 locomotive, Orenstein & Koppel, 85 horsepower, three driving axles. 3 locomotives; Orenstein & Koppel, 50 horsepower, three driving axles. 5 passenger coaches, first class, Koppel, two trucks, 32 passengers. 6 passenger coaches, second class, Koppel, two trucks, 36 passengers. 80 box cars, Koppel, 8 tons capacity, 3.5 tons tare, two trucks. 150 flat cars, Koppel, 8 tons capacity, 2 tons tare, two trucks. The cars are equipped with hand brakes and are coupled by center bumper drawbars and chain. The locomotives are wood burners. There are small workshops at Corrientes for the repair of equipment. The shops employ during the busy season a maximum of 40 men. The maximum number of employees of the railway at any time is 120. There is a complete telephone system installed. The number of passengers carried during the year 1924 was 24,880. There was also a total of 20,955 metric tons of freight, as follows: Timber, 14,602 tons; oranges, 3,590 tons; cotton, 1,564 tons; various, 1,199 tons. There appears to be little opportunity for increasing the traffic of the railway until the population of the district increases. It is largely a cattle country, while in the north there are forests of tropical hardwoods. The railway was originally intended to be operated in connection with the implantation of European colonists on the lands, but the war interfered with the project. The raising of cotton and tobacco has lately been attracting some settlers. The administrators of the railway do not publish figures on the receipts and expenses of the line, but it is learned semiofficially that the operating losses of the company amount to approximately 60,000 pesos annually. RESISTENCIA RURAL RAILWAY (FERROCARRIL RURAL DE RESISTENCIA) The Resistencia Rural Railway is a narrow-gauge line connecting the city of Resistencia with the port of Barranqueras on the Parana River. It also has a short extension from Resistencia to Rio Araza, where it makes connection with the industrial railways of the Compañía Quebrachales Fusionados. The total length of line is 24 miles, and the gauge is 75 centimeters. It also makes connection at Resistencia with the industrial line of the Compañía Ganadera y Forestal, which is of the same gauge. The concession for the railway was given to Carlos Dodero, of Corrientes, in 1910, but was later transferred to its present owner, Carlos Gruneissen. The manager is Jose Femenia. The administrative offices of the company are at Villa Jalón, Rio Araza, Chaco Territory. The railway is not organized as a limited-liability company and does not publish figures on its finances or on its traffic and receipts. Although the line carries passengers and public freight between Resistencia and Barranqueras'it maintains the legal status of an industrial railway. The passenger rate between the twu towns is 40 centavos.THE SECONDARY RAILWAYS 249 The line is laid with rails weighing 8, 10, and 12 kilos per meter, with a length of 7 meters each. The crossties are of quebracho, laid 12 per rail. All ballasting is with earth. There are no bridges or tunnels, and the culvérts are temporary structures built of crossties. The minimum curve radius is 15 meters. The track at Barranqueras runs out on the Government piers for the direct unloading of cargo into the river boats. The line passes through the Eublic streets in Resistencia and Barranqueras, and partly along the ighway between the two points. It has its own right of way over part oí the route. On the outskirts of Resistencia the company has a locomotive shed and a small shop for the repair of rolling stock. At this point, also, is a water tank for the supply of the locomotives. The company has a telephone system installed. The rolling stock and materials are all from one German company, Orenstein & Koppel. Hand brakes are employed, and coupling is accomplished with center buffers and chain. The locomotives are wood burners. The rolling stock is as follows: 6 locomotives, 250 tons tractive force, 60 tons weight. 2 first-class passenger coaches, 30 passengers, open sides, two trucks* 4 tons tare. 3 second-class passenger coaches, 30 passengers, open sides, two trucks, 4 tons tare. 10 flat cars, 8 tons capacity, 1.5 tons tare, two trucks, size 4 by 2.5 meters. 25 box cars, 5 tons capacity, 1 ton tare, two trucks. 60 trucks, 5 tons capacity, for transport of logs. The cargo traffic of the railway consists of parcel freight between the two towns, and of quebracho logs and extract from the interior to the port of Barranqueras. The Compañía Quebrachales Fusionados senda its trains with quebracho extract over the lines of the company from Resistencia to the port. 76236°—-26---17THE INDUSTRIAL RAILWAYS There are many companies in Argentina operating railways which are important enough to be classified here as industrial railways. These lines are used to carry the freight pertaining to the company and the persons and effects of the employees. They hold no concessions, however, and have no legal status as railways, although in a few cases they are sanctioned by governmental decrees. Such industrial lines are not obliged to conform to the national railway regulations regarding signals, telegraphs, or railway pensions, and they do not have to pay taxes as railroads. On the other hand, they are not permitted to carry for revenue passengers or freight for third parties. The industrial railways are operated chiefly by the sugar mills and lumbering companies. The lines enumerated are those which have a more or less permanent existence as railways. No attempt is made to cover the small Decauville lines used internally at factories, power plants, and mines, which are of a temporary removable nature, and upon which hand cars are generally employed. The principal industrial railways of the Republic are discussed below. Persons interested in the possible sale of material or equipment to any of these lines should address the manager of the railway or the president of the company, at the address given as the head office of the concern. COMPAGNO HERMANOS The lumbering company known as Compagno Hermanos, with offices at Calle Florida 880, Buenos Aires, has large forest holdings in the northern part of the Province of Santiago del Estero. The company operates an industrial railroad from Aihuampa Station on the Quimili-Campo Gallo branch of the Central Northern Railway in a northeasterly direction through its own forest reserves. The company is capitalized at 1,500,000 paper pesos, and has approximately 250,000 pesos invested in its railroad and rolling stock. The railway does not carry public traffic of any kind. The company is owned and managed by two brothers, Enrique Compagno and Olindo Compagno. The total length of the line is 29 miles, but new sections are added as required to extend the lumbering operations of the company which consist chiefly in the extraction of hardwood crossties and posts from the forests. The amount of lumber transported averages 9,000 tons per year. The gauge of the line is 60 centimeters. The rails used are as follows: 20 kilometers of 32 kilos per meter, 16 kilometers of 12 kilos, and 11 kilometers of 8-kilo rails. Crossties áre of local hardwoods. The line is ballasted only with earth. The maximum grade is 1 per cent, and the minimum curve radius is 15 meters. There are no tunnels and no bridges of any importance. The fine is equipped with a complete telephone system. 250251 THE INDUSTRIAL RAILWAYS The rolling stock of the company consists of 4 light locomotives— one of 4, one of 3, and two of 2 driving axles—and 55 light cars of 6 tons capacity each. All of the rolling stock is of German manufacture. SANTA ANA SUGAR CO. (INGENIO Y REFINERÍA SANTA ANA) The Santa Ana Sugar Co., owned by Hilere.t y Cía., Rivadavia 666, Buenos Aires, operates a branch railway between its mill at Santa Ana, Tucuman, and the La Madrid branch of the Central Cordoba Railway. The company is French-Argentine, with a capital of 4,675,000 paper pesos. The capital invested in the railway and rolling stock is 489,850 paper pesos. The total length of railway is 15 miles. The line rims from Santa Ana eastward to Rio Chico station on the Central Cordoba Railway, 56 miles south of the city of Tucuman. The gauge of the railway is 1 meter. The rails employed are of a weight of 27 kilos per meter. Crossties are of native hardwoods ballasted with earth. The minimum curve radius is 80°. There are no tunnels on the line. There are 6 bridges and 12 culverts. The longest bridge is 12.6 meters in length. All bridges are of quebracho timber on masonry abutments. The company does not have signaling equipment or telegraph, but has a telephone installation. The railway is purely industrial, and does not carry public traffic. The freight consists chiefly of sugar cane and materials destined for the mill, and sugar for outgoing shipment. The total of freight carried during the year 1924 amounted to 306,000 tons, of which 170,000 tons was handled in the cars belonging to the company. The rolling stock of the railway is as follows: 5 locomotives (2 Fives-Lille, 1 Baldwin, 2 Kingston-Leed). 100 half box cars of 12 to 16 tons capacity. 15 30-ton half box cars (Belgian). ERNESTO TORNQUIST & CO. (S. A. FINANCIERA, COMERCIAL E INDUSTRIAL ERNESTO TORNQUIST Y CÍA (LTD.) ) The Argentine financial house of Ernesto Tornquist y Cía. (Ltd.) owns a branch-line railway from Roversi Station on the Barran-queras-Anatuya branch of the North Central Argentine Railway to the center of one of their colonization land tracts in the Province of Santiago del Estero. There is no separate organization for the operation of the railway, and any trains are shunted over the lines by the State Railway staff. The railway extends from Roversi southward to Campos del Cielo, a distance of 14 miles, and there are 9 miles more of line in construction. The capital invested in the line amounts to 738,000 paper pesos. The total capitalization of Ernesto Tornquist y Cía. (Ltd.) is 16,810,000 gold pesos. The address of the company in Buenos Aires is Calle B. Mitre 531. The gauge of the line is 1 meter. The first 11 kilometers are laid with 75-pound rails, and the remainder with 80-pound rails. Native quebracho crossties are used, being laid 1,350 to the kilometer for the first 11 kilometers, and 1,560 to the kilometer for the remainder.252 KAIL WAYS OF ARGENTINA There is only one curve on the line, with a radius of 250 meters. There are no grades. There are no bridges or tunnels. The line is equipped with both telephone and telegraph in connection with the State Railway. The railway has no rolling stock, all movement over the line being in the nature of shunting from the North Central Argentine Railway. The purpose of the line is to transport freight to and from the agricultural colony established by the company at Campos del Cielo. LAS PALMAS SUGAR CO. (LAS PALMAS DEL CHACO AUSTRAL, S. A.) The company known as Las Palmas del Chaco Austral has a sugar plantation and mill at Las Palmas in the Territory of El Chaco. It also engages in the quebracho industry. The company was formed as a limited-liability company in 1909 with an authorized capital of 6.000. 000 gold pesos. The offices of the company in Buenos Aires are at Calle Alsina 1328. The president is Jose D. Casás, and the secretary is Manuel Cadret. The manager of the plantation and mill is Henry H. Dandridge. The subscribed capital of the company is 4.000. 000 gold pesos in 40,000 shares of 100 pesos each. The company operates an industrial railway for hauling sugar cane and quebracho logs. No public traffic of any kind, however, is handled. The cargo transported per year averages 120,000 tons. The capital invested in the railway and rolling stock is 2,322,200 paper pesos. The length of railway is 104 miles, but extensions are added from time to time to meet the requirements of the company. The line runs from the port of Las Palmas on the Paraguay River in a northwesterly direction with several short branches. The gauge is 2 feet, and the minimum curve radius is 300 meters. The rails are of 9, 10, and 16 kilos weight per meter. Crossties are of native hardwood, and the ballasting is with earth. The region is flat and swampy, and there are no important grades. The rolling stock consists of 10 locomotives, of 6, 8, and ll tons, and 968 freight cars. Of the latter, 133 are of 7 tons capacity with4 four axles, and 835 are of 1 ton capacity with two axles. Most of the cars are specially fitted for the transport of sugar cane and logs. CONCEPCION SUGAR CO. (COMPAÑÍA AZUCARERA CONCEPCION) The sugar mills Ingenio Concepcion and Ingenio Lujan, located on the outskirts of the city of Tucuman, are served by narrow-gauge railway for the transport of cane to the mills. The mills are owned by the Compañía Azucarera Concepcion, with offices at Calle Reconquista 730, Buenos Aires. The company is organized as an Argentine Limited-liability company with an authorized capital of 3.000. 000 gold pesos. The president is Alberto J. Paz, the vice president and manager is Alfredo Guzman, and the secretary is Manuel N. Paz. The railway was constructed to be ready for the 1925 sugar crop and is planned to carry 1,000 tons of cane per day over the main line from Lujan to Concepcion. The line from Lujan to Concepcion has a length of 3.1 miles with various branches making a total of 21 miles.THE INDUSTRIAL RAILWAYS 253 The gauge of the railway is 60 centimeters. The line is laid with rails weighing 12 kilos per meter on quebracho crossties 1.60 centimeters in length. It is earth-ballasted. There are two crossings under the tracks of the Central Argentine Railway, and other costly terraplaning and drainage works. The height of rail above sea level is approximately 1,400 feet. There are no heavy grades. The total capital invested in the railway and rolling stock amounts to approximately 500,000 paper pesos. The rolling stock of the railway consists of 6 Koppel locomotives of 90 horsepower, 4 small Koppel shunting locomotives, and 265 Koppel wagonettes of two trucks, four axles, with carrying capacity of 8 tons each. PADILLA SUGAR MILL (COMPAÑÍA AZUCARERA PADILLA HERMANOS) The Argentine limited-liability company, Compañía Azucarera Padilla Hermanos, has a sugar mill at Mercedes, near the city of Tucuman, which operates a small industrial railway for the transportation of sugar cane to the mill. The company has an authorized capital of 4,500,000 paper pesos. Its office in Buenos Aires is at Calle San Martin 235. The president is Miguel M. Padilla. The total invested in the railway and rolling stock amounts to 700,000 paper pesos. The gauge of the railway is 75 centimeters. The rails are 12 kilos per meter laid on quebracho crossties spaced 1,287 per kilometer. The size of crossties is 1.50 by 12 by 24 centimeters. The total length of railway is 13 miles, of which 8 miles is main line. There is one bridge 60 meters long having three steel spans of 20 meters each, and 20 culverts. There is also a crossing under the tracks of the Central Cordoba Railway. The rolling stock of the railway consists of two Linke-Hoffman steam 40-horsepower locomotives, one Daimler alcohol locomotive of 40 horsepower, and one 40-horsepower Young locomotive. There are also 150 German four-axle wagonettes of 4 tons capacity. TUCUMAN SUGAR CO. (COMPAÑÍA AZUCARERA TUCUMAN, S. A.) The Tucuman Sugar Co. has five sugar mills in the Province of Tucuman. At two of these, La Florida and Nueva Baviera, the company has installed industrial railways for the movement of cane and sugar. The Tucuman Sugar Co. is organized as an Argentine limited-liability company with an authorized capital of 5,000,000 gold pesos. Its assets at the end of the year 1924 amounted to 19,448,000 gold pesos. The offices of the company are at Calle San Martin 132, Buenos Aires. The president of the board is Ernesto Pasman and the secretary and administrator is Jose M. Landajo. LA FLORIDA MILL The railway at La Florida sugar mill has a total length of 7 miles and represents an investment of 117,000 gold pesos, including rolling stock. The gauge is 75 centimeters. The rails are of a weight of 12 kilos per meter and are laid on quebracho crossties and254 RAILWAYS OF AROEimisfA ballasted with earth. There are no important bridges or other works. There are no serious grades. The rolling stock is as follows: 2 locomotives, two driving axles, 25 horsepower, Orenstein & Koppel. 2 locomotives, two driving axles, 20 horsepower, Kraus & Co. 1 locomotive, two driving axles, 22 horsepower, Orenstein & Koppel (gasoline) . 1 locomotive, two driving axles, 40 horsepower, Orenstein & Koppel (gasoline) . 150 two-axle “wagonettes” for carrying cane, Bocker, Orenstein & Koppel, and Muller. 2 two-axle cabooses, Orenstein & Koppel. The coupling of cars is done by means of center buffer and chains. Lever hand brakes are employed. The amount of cane transported during 1924 was 17,950 metric tons. NUEVA BAVIERA MILL The railway at the Nueva Baviera sugar mill has a length of 21 miles. The gauge is 75 centimeters. Rails weighing 12 kilos per meter and hardwood crossties are employed. The ballasting is with earth. There are no serious grades and no important bridges or other works. The amount invested in the railway and rolling stock is 200,000 gold pesos. The rolling stock is as follows: 4 locomotives, two driving axles, 25 horsepower, Bocker, and Itenuend. 2 locomotives, two driving axles, 40 horsepower, Kraus & Co. 309 two-axle “wagonettes” for carrying cane, Orenstein & Koppel. 3 two-axle “wagonettes” for carrying cane, Muller. 4 two-axle cabooses, Orenstein & Koppel. 1 two-axle passenger coach, Orenstein & Koppel. 2 two-axle tank cars. The amount of cane transported by the railway in 1924 was 45,100 metric tons, in addition to which 152 tons of firewood was carried. FORESTAL LAND, TIMBER & RAILWAYS CO. (LA FORESTAL, LTD.) The Forestal Land, Timber & Railways Co., a British-controlled company, is the largest producer and exporter of quebracho logs and extract. This company has 2,700,000 acres of land in the Province of Santa Fe and the Territory of El Chaco, besides leased timber lands. Its main business is the extraction of quebracho logs from the forests and the manufacture of quebracho tanning extract, but it also operates several cattle ranches. The company has five extract factories with a total annual productive capacity of 110,000 metric tons of extract. The authorized capital of La Forestal is £7,000,000, but its financial resources are claimed to be almost unlimited. The home offices of the company are at 149 Leadenhall Street, London. The offices in Buenos Aires are at Paseo Colon 185. The chairman of the London board is Baron Emile B. d’Erlanger, and the secretary is Peter Kiek. The two joint managers in Argentina are R. P. Easton and John Sullivan. The amount of capital invested in the railways and rolling stock is 10,000,000 paper pesos. The Forestal railways are as follows: One-meter gauge, 66 miles; 75-centimeter gauge, 123 miles (and 45 miles in construction); 60-centimeter gauge, 68 miles; total, 257 miles. The above does not include the 39 miles of meter-gauge lines owned by the company, but known by the name of the Puerto OcampoTHE INDUSTRIAL RAILWAYS 255 Railway. This description; however; will include the small amount of rolling stock of the Puerto Ocampo Railway. The railway mileage is in four separate systems in the Province of Santa Fe and the Chaco Territory. Each of these systems, however, has a junction with the Santa Fe Railway. The mileage is distributed as follows: La Gallareta, 80 miles (1-meter gauge). Tartagal, 21 miles (meter, 75-centimeter, and 60-centimeter gauges). Villa Ana, 39 miles (meter gauge, Puerto Ocampo Railway) . Villa Guillermina, 156 miles (75-centimeter and meter gauge). The rails used on the meter-gauge track weigh 21 to 28 kilos per meter, those for the 75-centimeter gauge weigh 12 to 28 kilos, and those for the. 60-centimeter gauge weigh 7 to 12 kilos per meter. Crossties are of native hardwoods, and the ballasting is done with earth. There are no serious grades, as all of the track is laid over a flat region. Much of the land, however, is low and swampy, necessitating embankments. The average height of rail above sea level is 230 feet. The rolling stock pertaining to the railways of the Forestal company is as follows: Meter-gauge locomotives; 6 type 0-6-0, weights of engines in service 8 tons to 25.5 tons. 1 type 2-6-2, weight 34.3 (tank locomotive). 2 type 4-4-0, weights 18 tons and 19 tons. 5 type 4-6-0, weights 21 and 32.6 tons. 75-centimeter gauge locomotives: 9 type 0-6-0, weight of engine in service 6 to 8.6 tons. 3 type 0-6-2, weight of engine in service 10 tons. 3 type 2-8-2, weight of engine in service 19 tons (tank locomotive). 60-centimeter gauge locomotives: 5 type 0-4-0, weight of engine in service 5 to 6 tons. 3 type 0-6-0, weight of engine in service 6 and 8 tons. 1 type 0-8-0, weight of engine in service 9 tons. Meter-gauge cars: 5 first-class passenger coaches, 40 passengers, 11.4 tons tare. 1 second-class passenger coach, 30 passengers, 8.3 tons tare. 3 combination passenger coaches, 30 passengers, 7.8 to 8.8 tons tare. 4 baggage cars, 5 tons capacity, 4.4 to 4.6 tons tare. 2 baggage cars, 12 tons capacity, 12.7 to 12.9 tons tare. 1 flat car, 6 tons capacity. 21 flat cars, 12 tons capacity. 19 flat cars, 15 tons capacity. 87 flat cars, 20 tons capacity. 1 high-side par, 8 tons capacity. 2 high-side cars, 12 tons capacity. 1 high-side car, 15 tons capacity. 2 high-side cars, 20 tons capacity. 2 tank cars, 10,000 and 20,000 liters capacity. 75-centimeter gauge cars: 2 first-class passenger coaches, 10 and 12 passengers. 2 second-class passenger coaches, 18 passengers. 3 combination passenger coaches, 20 and 24 passengers. 9 baggage cars, 8 tons capacity. 21 baggage cars, 10 tons capacity. 2 fiat cars, 5 tons capacity. 147 flat cars, 8 tons capacity. 89 flat cars, 10 tons capacity. 1 high-side car, 5 tons capacity. 19 high-side cars, 8 tons capacity. 3 cattle cars, 8 tons capacity. 5 cattle cars, 10 tons capacity. 7 yard trucks. 19 tank cars, 7,000 to 9,000 liters capacity.256 RAILWAYS OF ARGENTINA 60-centimeter gauge cars: 1 first-class passenger coach, 15 passengers. 2 second-class passenger coaches, 15 to 24 passengers. 3 baggage cars, 5 tons capacity. 2 baggage cars, 8 tons capacity. 76 flat ears, 5 tons capacity. 54 “skeleton” cars, 6 tons capacity. 2 high-side cars, 5 tons capacity. 6 high-side cars, 6 tons capacity. 2 cattle cars, 6 tons. 7 tank cars, 2,500 to 6,400 liters capacity. All of the cars are of two trucks. Coupling is done by links and chains. Lever hand brakes are employed. The company has its own telephone system. LEDESMA SUGAR ESTATES & REFINING CO. The Ledesma Sugar Estates & Refining Co. (Ltd.) owns and operates a narrow-gauge railway in connection with the sugar mill of the company at Ledesma, Province of Jujuy. The line is entirely industrial and does not carry public traffic. The company is composed largely of British and German capital, and is organized as an Argentine limited-liability company with an authorized capital of 35,000,000 paper pesos. The subscribed capital amounts to 27,500,000 paper pesos. The administration offices of the company are at Calle Sarmiento 459, Buenos Aires. The president is Enrique Wollmann, and the manager at Ledesma is Ing. Herminio Arrieta. The capital invested in the railway and rolling stock is approximately 2,000,000 paper pesos. The total length of the railway is 103 miles, of which 58 miles is of 70-centimeter gauge and 45 miles of 20-inch gauge. There are 59 miles of permanent main lines, 7 miles of semipermanent lines, and 37 miles of portable decauville track. There are no steep grades; the height of rail above sea level is approximatley 1,520 feet. The track is earth ballasted. There are no long bridges or other works of importance. The rails for the 70-centimeter gauge are of a weight of 12 kilos per meter and have a length of 8 meters. The rails for the 20-inch gauge are of 7 kilos per meter, with a length of 5 meters. Crossties are of native hardwoods. The average total quantity of sugar cane and materials transported annually amounts to 325,000 metric tons. The rolling stock of the railway is entirely German, mostly Orenstein & Koppel, and is as follows: 1 locomotive, 140 horsepower, for 1-meter gauge for use on State railway sidings. 3 locomotives, 125 horsepower, for 70-centimeter gauge. 2 locomotives, 120 horsepower, for 70-centimeter gauge. 6 locomotives, 50 horsepower, for 20-inch gauge. 648 “wagonettes” for 70-centimeter gauge. 858 “wagonettes” for 20-inch gauge. RESISTENCIA FOREST & CATTLE CO. (COMPAÑÍA GANADÉRA Y FORESTAL DE RESISTENCIA) The company known as the Compañía Ganadera y Forestal de Resistencia has 200 square kilometers of forest land in the department of Resistencia, Chaco Territory. This land is situated 30 miles southwest of the city of Resistencia and is connected with the Resisten-THE INDUSTRIAL RAILWAYS 257 cia Rural Railway in the center of the city by an industrial railway belonging to the company. The owner and managér of the company is Demetrio Barauda, and the address is La Colonia, Resistencia, Chaco Territory, Argentina. It is not a limited-liability company and does not publish figures on its operation. Some parcels freight and local passengers are carried to and from Resistencia, but the company does not publish a time table nor does it operate a regular public service. The total capital is given as 450,000 paper pesos, and the amount invested in the railway and rolling stock is 200,000 pesos. The total length of the industrial railway of the Compañía Ganadera y Forestal is 38 miles. The gauge is 75 centimeters. The rails are of weights of 7, 9, and 12 kilos per meter with a length of 6 meters. Crossties are of quebracho having a length of 1.5 meters each. Ballasting is with earth. The country traversed is low and flat, and there are no grades. Bridges are built of cross ties. All materials and rolling stock are Orenstein & Koppel. The rolling stock is as follows: 3 locomotives, 30 tons tractive force, 4.5 tons weight, wood burning. 1 first-class passenger coach, 12 passengers, 0.8 ton weight. 1 second-class passenger coach, 15 passengers, 0.7 ton weight. 30 “wagonettes,” 4 to 8 tons capacity, 1.7 to 2.5 tons tare, 2 trucks. The company has a complete telephone installation. MANANTIAL SUGAR MILL (INGENIO EL MANANTIAL) The sugar mill “El Manantial,” situated outside of the city of Tucuman, operates a small industrial railway for the transport of cane to the mill. The mill is owned by the estate of William J. Hill (Sucesión Guillermo J. Hill), and the offices of the company are at Calle 25 de Mayo 308, Tucuman, Argentina. The total capital of the company is given as 1,800,000 paper pesos, and the amount invested in the railway and rolling stock is 106,000 pesos. The length of the industrial railway is 5 miles, and the gauge is 60 centimeters. The rails weigh 12 kilos per meter and are laid on quebracho crossties and ballasted with earth. The line runs through the cane fields of the company, and there are no grades or works of importance. The railway material is of German manufacture. The cane carried averages 30,000 tons per season. The rolling stock is as follows: 1 locomotive, Henshell, 0-6-0, 30 horsepower, wood burner. 1 locomotive, Henshell, 0-6-0, 50 horsepower, wood burner. 60 cane cars, 2-axle, 3 tons capacity. LOS RALOS SUGAR MILL (INGENIO LOS RALOS) The sugar mill of Los Ralos, in the department of Cruz Alta, Province of Tucuman, has a short industrial railway for transporting cane to the mill. The sugar mill is the property of the firm of Avellaneda y Teran, whose address is Calle 25 de Mayo 278, Tucuman, Argentina. The total capital of the company is given as 5,000,000 paper pesos. The railway is of 60-centimeter gauge and has a length of 4 miles. The rails weigh 12 kilos per meter. Quebracho cross ties are used,258 RAILWAYS OF ARGENTINA and ballasting is with earth. There are three Koppel locomotives of 25 horsepower each, and 65 two-axle cane cars. The total cane received at the mill during 1924 amounted to 81,180 metric tons, only a part of which, however, was transported by the industrial railway. The amount invested in the railway is approximately 100,000 pesos. QUEBRACHALES FUSIONADOS The Argentine limited-liability company known as the Quebrachales Fusionados, S. A., has tannin factories at General Cap-devila and Tirol, Chaco Territory, Argentina, and at Puerto Max, Paraguay. These three plants produce about 110,000 metric tons of quebracho extract per annum. The two Argentine properties have narrow-gauge industrial railways in connection with the factories for the transport of logs from the forests. The Capdevila factory is in the town of General Capdevila, on the Anatuya-Re-sistencia branch of the North Central Argentine Railway, wmle the Tirol factory is on the same railway branch 11 miles from the city of Resistencia. The line of the Resistencia Rural Railway to Villa Jalon passes through the Tirol factory, and the company transports its extract over the lines of this railway to the port of Barranqueras. The offices of the Quebrachales Fusionados are at Calle Sarmiento 643, Buenos Aires. The president of the company is Horacio Taddeo, and the secretary is Rufino Hernandez. The company was authorized in 1906 with a capital of 7,000,000 paper pesos. GENERAL CAPDEVILA There are 34 miles of railway at the General Capdevila properties. The line runs from Capdevila in a southeasterly direction across the forests of the company. The capital invested in the railway and rolling stock amounts to 395,980 paper pesos. The gauge is 60 centimeters. The rails are of a weight of 9 and 10 kilos per meter, laid on quebracho cross ties and ballasted with earth. There are no serious grades or works of importance. The company has a telephone system over the line. All of the materials and rolling stock are Orenstein & Koppel. The rolling stock is as follows: 1 locomotive of 90 horsepower. 1 locomotive of 50 horsepower. 3 locomotives of 25 . horsepower. 130 trucks, 2-axle, 6 tons capacity, without bodies, for transporting logs in tandem. TIROL The Tirol factory has 49 miles of railway of 60-centimeter gauge. The hue runs westward from the factory to Kilometer 24, where it has two main branches, one northwestward and one southwestward. The southwest branch runs close to the Santa Fe Railway at various points. The country crossed is low and swampy, and there are no grades. The rails are of 9 and 10 kilos weight per meter, on quebracho crossties, ballasted with earth. Bridges are built of cross ties. There is a telephone system over the lines. Ail of the materials and rolling stock are Orenstein & Koppel, with the exception of the meter-gauge locomotive, which is an old French engine bought from the Santa Fe Railway. The locomotives are woodTHE INDUSTRIAL RAILWAYS 259 burners. The amount invested in the railway is 447,220 paper pesos. The rolling stock is as follows: 1 locomotive of 1-meter gauge. 1 locomotive of 60-centimeter gauge, 25 horsepower. 1 locomotive of 60-centimeter gauge, 15 horsepower. 1 locomotive of 60-centimeter gauge, 50 horsepower. 1 locomotive of 60-centimeter gauge, 30 horsepower. 1 locomotive of 60-centimeter gauge, 12 horsepower. 1 locomotive of 75-centimeter gauge, 50 horsepower. 2 locomotives of 75-centimeter gauge, 25 horsepower. 150 2 axle trucks, 6 tons capacity for use in tandem for transporting logs. ALFREDO HENNINGSEN The quebracho extract factory at Colonia Benitez, Chaco Territory, belonging to Alfredo Henningsen, has 17 miles of 75-centimeter-gauge railway for the transport of logs from the forests to the factory. Colonia Benitez is 10 miles north of Resistencia. The line of the railway runs northwest through the Belen Colony. The capital of the company is given as 345,000 paper pesos, and the amount invested in the railway and rolling stock is 150,000 pesos. The only address of the company is at Colonia Benitez, Chaco Territory, Argentina. The rails are of weights of 9, 10, and 12 kilos per meter, laid on quebracho and urunday crossties and ballasted with earth. The length of rails is 7 meters. The size of cross ties is 1.5 meters by 25 centimeters by 12 centimeters. The country crossed is low and flat. There are no grades or bridges of importance. All materials and rolling stock are Orenstein & Koppel. The rolling stock is as follows: 1 locomotive, 80 tons tractive force, 10 tons weight, wood burner. 1 locomotive, 60 tons tractive force, 8 tons weight, wood burner. 12 flat cars, 33^ tons capacity, 0.9 tons tare, 2 trucks. 20 wagonettes, 33^ tons capacity, 3 meters by 1.50 meters. JOSE MUALEM The lumbering company of Jose Mualem operates two industrial railways in connection with its forest reserves in the Province of Santa Fe and in the Territory of El Chaco. The company has large land holdings and sawmills in the northern forests of Argentina, and the total capital is given as 1,500,000 paper pesos. It also owns a sawmill in the city of Buenos Aires. The principal owner and manager of the company is Sr. Jose Mualem. The office in Buenos Aires is at Calle Teuco 134. LOS AMORES INDUSTRIAL LINE The industrial railway belonging to the company at Los Amores, Province of Santa Fe, has its terminal at the Los Amores station of the Santa Fe Railway. The total length of the line is 34 miles, and the gauge is 60 centimeters. The capital invested in the railway and rolling stock is approximately 500,000 pesos. The rails are of a weight of 12 kilos per meter for a distance of 22 kilometers, 22 kilos for 12 kilometers, and the remainder of 8 kilos pen meter weight. Quebracho cross ties are employed and the ballasting is with earth. There are no bridges or other works of importance. The country traversed is flat, and there are no grades.260 RAILWAYS 01s ARGENTINA The height of rail above sea level at Los Amores station is 200 feet. The company has a telephone system. The rolling stock consists of 3 Koppel 0-6-0 locomotives, and 60 Koppel flat cars of 8 tons capacity each. RAMAL MUALEM The line known as Ramal Mualem, or Mualem Branch, is of meter gauge and runs from Urien Station on the Santa Fe Railway to the northeast across the forest lands of Jose Mualem and Walter Hinckel-deyn in the Territory of El Chaco. The railway is operated in connection with the Santa Fe Railway, which is of the same gauge. The total length of the line is 13 miles, and the amount invested in the railway and rolling stock is 120,000 pesos. The size of rail employed is 22 kilos per meter, laid on quebracho crossties and ballasted with earth. The country traversed is flat, and there are no serious grades or curves. The height of rail above sea level at Urien Station is 240 feet. There are no bridges of im- Í)ortance. The rolling stock consists of only one Koppel 0-6-0 ocomotive and three flat cars. Cars from the Santa Fe Railway are shunted onto the line for the carrying of lumber destined for transport. BELLANI & PENS A The Argentine firm of Bellani & Pens a operates a short industrial railway for the use of its lumbering camp in the Province of Cata-marca. The offices of the company in Buenos Aires are at Calle J. E. Uriburu 1768. The total capital of the company is given as 450,000 paper pesos, and the amount invested in the railway and rolling stock is approximately 100,000 pesos. The woodlands of Bellani & Pensa cover 125,000 acres, and the company is engaged in the extraction of firewood and the making of charcoal. It also operates a cattle ranch. The company is managed by Señor Bellani in Buenos Aires and Señor Pensa in Totoralejos. The industrial railway is simply a spur track from Totoralejos station on the Central Cordoba Railway across the lands of the company. The length of the spur is 11 miles, of which 4 miles is the property of the Central Cordoba Railway and 7 miles belongs to the company. The gauge is 1 meter. The rails are of a weight of 27 kilos per meter, laid on quebracho cross ties and ballasted with earth. There are no important curves, grades, or bridges. The company has one Kitson locomotive and two half-box cars which were purchased from the Central Cordoba Railway. For the dispatch of firewood and charcoal to Buenos Aires, cars are hired in the regular manner from the Central Cordoba Railway. LA SALINERA ARGENTINA (ARGENTINE SALT WORKS) On January 10, 1900, a concession was given by the National Government to Ernesto Piaggio to construct a railway of 75 centimeters gauge from Puerto Pirámides on the Golfo Nuevo, Chubut, to Salinas Grandes on the Valdez Peninsula, a distance of 20 miles. The purpose of this line was to facilitate the operation of the^salt works on the peninsula. The line was opened on June 8, 1901, and on January 3, 1903, was transferred to the ownership of Ferro andTHE INDUSTRIAL RAILWAYS 261 Piaggio. In 1916 the railway company went into bankruptcy, and since that date the line has not been in operation. The Buenos Aires address of the company now in liquidation is at Calle S&n Martin 195. The director of the administrating company is Pedro Mihanovich. The capital invested in the railway and rolling stock is stated to be 400,000 paper pesos, The gauge of the railway is 75 centimeters. The rails are of weights of 3, 5, and 7 kilos per meter laid on native hardwood crossties. The rolling stock consists of 3 Koppel locomotives, 1 passenger coach, and 10 freight cars. The cars are all of four axles. There are three stations on the line. ALFREDO PANDOLFI The lumbering company of Alfredo Pandolfi operates industrial branch railways for the exploitation of its timber lands in the Provinces of Santiago del Estero and Catamarca. The company has 100,000 acres of woodland, and has a working capital of 250,000 paper pesos. The amount invested in the railway and rolling stock is approximately 150,000 pesos. The owner and manager of the company is Alfredo Pandolfi. The office in Buenos Aires is at Pasaje Guemes 510. The railway branches extend from Kilometers 1,057 and 1,093 on the Central Cordoba Railway. The total length of lines is 23 miles. The gauge is 1 meter. The rails are of weights of 27 and 30 kilos per meter, and are laid on quebracho crossties ballasted with earth. The maximum grade is 22 per 1,000. There are no bridges of importance. The company has two locomotives and one half-box car purchased from the Central Cordoba Railway. The locomotives are of the 0-6-0 type, one of English and the other of Belgian manufacture. Cars are hired from the Central Cordoba Railway for the shipment of firewood to Buenos Aires and other points. SUCESION GARCIA FERNANDEZ An industrial branch railway extending from San Antonio Station on the Central Cordoba Railway to the northwest, a distance of 10 miles, is owned and operated by the Argentine firm of Sucesion Garcia Fernandez. The company has an office at Calle B. Mitre 1940, Buenos Aires. The capital of the company is given as 440,000 paper pesos, and the amount invested in the railway is 140,000 pesos. The gauge of the line is 1 meter. The rails are of a weight of 28 kilos per meter laid on quebracho cross ties and ballasted with earth. The company has one old locomotive, purchased ,from the Central Cordoba Railway. The business of the company is the extraction of firewood from the forests. Shipments are made on cars of the Central Cordoba Railway. MENDIETA SUGAR CO. (LA MENDIETA, S. A.) The Mendieta Sugar Co. operates an industrial railwuy for the service of its mill at Mendieta in the Province of Jujuy. La Mendieta is an Argentine limited-liability company with offices at Calle B. Mitre 478, Buenos Aires. The capital of the company amounts to262 RAILWAYS OF ARGENTINA 2.250.000 paper pesos, and the amount invested in the industrial railway is 384,000 pesos. The president of the company is Alberto V. Lopez, and the secretary is Guillermo Harteneck. The administrator is Arturo Bodewig, and the manager at Mendieta is Juan Garré. The railway has a total length of 26 miles, with a gauge of 70 centimeters. The rails have a weight of 7, 8, and 9 kilos per meter and are laid on hardwood crossties. There are no grades, curves, or works of importance. The rolling stock consists of the following: 2 locomotives, Koppel, 28 horsepower, 0-6-0. 1 locomotive, Borsig, 28 horsepower, 0-6-0. 1 locomotive, Koppel, 60 horsepower, 0-8-0. 1 locomotive, Koppel, 90 horsepower, 0-8-0. 575 wagonettes, 2 axle. 10 wagonettes, 4 axle, 3 tons capacity. TABACAL SUGAR MILL (INGENIO SAN MARTIN DE TABACAL) The sugar mill known as San Martin de Tabacal, located at Oran, Province of Salta, operates an industrial railway for the transport of cane to the mill. The mill is owned and operated by Patron Costas, Bercetche y Mosoteguy, with offices at Calle Defensa 188, Buenos Aires. The company does not publish anj figures relating to its financial status. The manager at Oran is Teofilo Meyer. The approximate amount invested in the railway and rolling stock is 700.000 paper pesos. The industrial railway has a total length of 35 miles and a gauge of 60 centimeters. The rails are of weights of 7, 8, 12, and 15 kilos per Ineter. The rolling stock consists of the following: 3 locomotives, Koppel, 100 horsepower. 2 locomotives, Koppel, 35 horsepower. 2 locomotives, Koppel, 20 horsepower. 2 locomotives, Koppel, 12 horsepower. 1 alcohol locomotive, Koppel, 20 horsepower. 450 cane cars, 3 tons capacity, Koppel. 50 dump cars. YIUDA DE MONTI E HIJOS The Argentine lumber and cattle company operating under the name of Yiuda de Monti e Hijos has its own branch railroad connecting with the Central Cordoba Bailway in the Province of Santiago del Estero. The branch runs from Kilometer 55 on the Frias-Santiago branch of the Central Cordoba Bailway in a general southerly direction and joins the Becreo-Cerro Bico branch of the same railway. The company is owned and operated by the widow and sons of Carlos Monti. The office address is Frias, Province of Santiago del Estero, Argentina. The principal business of the firm is the supply of firewood, but it also operates a cattle ranch, a sawmill, and a general country store. The amount of capital invested in the industrial railway is 300,000 paper pesos. The length of the line is 25 miles, and the gauge is 1 meter. The rails have a weight of 20 kilos per meter, and are laid on quebracho crossties. The minimum curve radius is 200 meters, and the maximum grade is 7 per 1,000. The rolling stock consists of three loco-THE INDUSTRIAL RAILWAYS 263 motives—two 16-ton American and one 36-ton Belgian. The company has no cars, using those of the Central Cordoba Railway which are shunted onto the branch when required. LUIS B. CARRIZO The lumbering company of Luis B. Carrizo operates an industrial railway in connection with its forestal operations at Quilino, Province of Cordoba. The central office of the company is at Quilino, but it also has a branch sales office at Calle Juan Segui 3584, Buenos Aires. The business of the firm is the procuring and sale of firewood, but it also operates a general store and is the district agent for the sale of automobiles, oils, and other imported commodities. The capital invested in the industrial railway amounts to 200,000 paper pesos. The railway has a length of 26 miles and a gauge of 60 centimeters. The rails have a weight of 7 kilos per meter laid on hardwood crossties. There are no curves or grades of importance. The rolling stock consists of two 25-horsepower locomotives and 60 fight cars! J. HOMBRAVELLA CASALS The salt mine owned by J. Hombravella Casals, at the town of Lucio V. Mansilla on the Central Cordoba Railway, has a small Decauville railway for hauling the salt. The office of the company in Buenos Aires is at Calle Suipacha 725. The total capital is 160,000 pesos, and 15,000 pesos is invested in the Decauville fine. At the present time the fine has a length of only 3 miles, and the rolling stock consists of 15 small dump cars which are drawn by horses. The gauge of the fine is 60 centimeters. LEACH ARGENTINE ESTATES The Leach Argentine Estates (Ltd.), a British-controlled company, operates industrial railways in connection with its plantations in the Province of Jujuy. The company operates a sugar mill at San Pedro, and has a fruit plantation and lumber camp at Calilegua, Jujuy. The home offices of the company are at 8 Crosby Square, London. Thes offices of the company in Buenos Aires are at Calle Sarmiento 443. The total capital is £1,052,500. The Argentine board of the company is composed of W. Leach, S. H. Leach, H. H. Leng, D. M. Macrae, and S. S. Hunter. The secretary is S. S. Hunter, and the general manager is D. M. Macrae. SAN PEDRO SUGAR MILL The industrial railway of the company at the San Pedro sugar mill has a length of 62 miles, of which 41 miles is permanent and 21 miles is portable track. The gauge is 24 inches. The tails have weights of 7 and 9 kilos per meter, laid on hardwood crossties. There are no grades or works of importance on the fines.264 RAILWAYS OF ARGENTINA The rolling stock consists of the following: 2 locomotives, Koppel, two driving axles, 4 tons weight, 20 tons tractive force on 1 per cent grade. 2 locomotives, Koppel, four driving axles, 8 tons weight, 40 tons tractive force. 1 locomotive, German, three driving axles, 8 tons weight, 40 tons tractive force. 1 locomotive, Kerr Stuart, three driving axles, 8 tons weight, 40 tons tractive force. 4 locomotives, John Fowler, four driving axles, 14 tons weight, 60 tons tractive force. 1,445 wagonettes, 1 ton capactiy. 185 wagonettes, 3 tons capacity. The amount of sugar cane handled per month is approximately 60,000 metric tons. The total investment in the railway and rolling stock is 4,160,000 paper pesos. CALILEGUA PLANTATION The industrial railway of the company at Calilegua has a length of 9 miles, and represents an investment of 83,000 paper pesos. The gauge is 24 inches. The rails are of 7 and 9 kilos per meter and are laid on hardwood cross ties. The cargo carried per month is approximately 10,000 metric tons. The rolling stock is as follows: 1 locomotive, John Fowler, four driving axles, 10 tons weight, 50 tons tractive force. 1 locomotive, John Fowler, four driving wheels, 12 tons weight, 60 tons tractive force. 32 wagonettes, 1 ton capacity. 124 wagonettes, 3 tons capacity. SAN PABLO SUGAR MILL (COMPAÑÍA SAN PABLO DE FABRICACIÓN DE AZÚCAR) The San Pablo Sugar Co. operates an industrial railway in connection with its sugar mill at Famailla, Province of Tucuman. The organization is an Argentine limited-liability company with offices at Calle Sarmiento 385, Buenos Aires. The authorized and subscribed capital of the company amounts to 6,159,000 paper pesos. The investment in the railway and rolling stock is approximately 150,000 pesos. The president of the company is Juan 0. Nougues, the manager is Francisco Durietz, and the Secretary is Emilio Escalada. The net profits of the company for the year 1924-25 were 711,124 pesos. The industrial railway of the company has a total length of 7 miles, of which 4 miles are of a gauge of 1 meter and 3 miles are of 60-centimeter gauge. The sizes of rails employed on the meter-gauge line are 25 and 31 kilos per meter, and those on the narrow gauge have a weight of 10 kilos per meter. Hardwood crossties are used on the lines. There are no grades, bridges, or works of importance. The narrow-gauge railway carries 120,000 tons of cargo during the season from April to October. The meter-gauge line is connected with the Central Cordoba Railway. The rolling stock is as follows: 2 locomotives, one Cockerill, one Koppel; 60-centimeter gauge. 24 wagonettes, steel, for cane. 12 flat cars, for sugar cane. 12 dump cars. 1 box car, 30 tons capacity, meter gauge.THE INDUSTRIAL RAILWAYS 265 ARGENTINE HARDWOODS & LAND CO. The Argentine Hardwoods & Land Co. was formed in 1910 as an Argentine limited-liability company with English and Argentine capital for the purpose of exploiting forest lands in the Provinces of Jujuy and Salta. The forest land of the company comprises 117*000 acres. The company is now in the hands of a receiver, and the business is being conducted only on a limited scale. The affairs of the company are in the hands of the chartered accountants, Deloitte, Plender, Griffiths & Co., Calle B. Mitre 430, Buenos Aires. The industrial railway on the property of the company at Yuto has a length of 7 miles and a gauge of 75 centimeters. The capital invested in the railway and rolling stock is approximately 72,000 paper pesos. The rails weigh 14 and 16 kilos per meter and are laid on hardwood crossties. There are no grades or works of importance. The rolling stock consists of three Koppel 50-horsepower locomotives and eight Koppel wagonettes. ARGENTINE TIMBER & ESTATES CO. The Argentine Timber & Estates Co. was organized in 1909 as an Argentine limited-liability company, with Argentine and British capital, for the purpose of exploiting forest lands at Santa Barbara, Province of Jujuy. The area of the lands of the company is 193 square miles. The company is now in the hands of receivers, and no business is being carried on. The affairs of the company are cared for by the chartered accountants, Deloitte, Griffiths & Co., Calle B. Mitre 430, Buenos Aires. The industrial railway pertaining to the company at Santa Barbara has a length of 7 miles and a gauge of 75 centimeters. The capital invested in railway and rolling stock is approximately 64,000 paper pesos. The rails weigh 14 and lh kilos per meter and are laid on hardwood crossties. There are no grades or works of importance. The rolling stock consists of two Koppel 50-horsepower locomotives and eight Koppel wagonettes. 76236°—26---18APPENDIX Railways of Argentina: Statistics as of June 30, 1925 [These figures are the latest available, obtained just before this publication went to press. In some cases they are not the same as the corresponding figures in the text] to O* o> Railways Mileage, 1925 Capitul Miles of main line, according to gauges Rolling stock Main Sid- ings Nationality Gold pesos invested 5'6" 4'8K" Meter 3-rail 75- cm. 70- cm. 60- cm. 24" 20" Loco- motives Passenger cars Freight cars Primary lines: Buenos Aires Southern Buenos Aires Pacific 4, 718 2,611 3, 305. 1,882 513 469 124 178 2 754 a 729 292 104 3, 291 1,206 322 1,188 402 790 186 168 53 112 31 34 76 41 40 10 179 39 155 19 1,094 587 859 515 64 19 9 18 53 81 38 12 464 253 33 195 51 36 15 5 4 8 4 4 British 1 326,466,993 203, 638, 819 299,129, 166 166, 693, 903 39,022, 600 21,824, 740 4,614, 060 5, 542, 264 30, 741, 693 40,446, 953 20, 568, 600 7,243, 354 215,327, 721 108, 384, 535 15,417, 410 51,901, 200 15,000, 000 46,968, 473 5,080, 819 3,371, 308 420.000 11,752,042 792.000 690,896 2,544,930 728, 365 2,000,000 96,800 (4) (6) 2,200,000 70,400 4,713 2,611 3,305 1,882 513 281 124 178 782 584 695 348 45 22 7 11 64 90 45 12 596 271 39 171 33 104 5 9 6 29 1 1,224 523 961 492 39 9 4 8 73 118 38 3 291 405 40 217 35 128 7 12 5 40 9 13,602 9,329 19,035 7,718 1,089 307 78 187 1,128 2,164 759 163 9,370 6,640 838 5, 756 914 2,538 201 107 48 194: 50 do Central Argentine do - Buenos Aires W estera do_ Rosario to Puerto Belgrano French San Antonio State Comodoro Rivada via do Puerto Deseado _ __ __do North East Argentine British. _ 752 729 292 104 182 Entre Rios __ _ do Central of Buenos Aires __ Argentine Diamante to Federal __ _ State North Central Argentine do 3,291 1,206 322 1,188 402 790 186 78 53 112 31 34 3 5 Central Cordoba British Midland __ __do Pro vi nee of Santa, Fe French Buenos Aires Provincial Provincial General of Buenos A ire,s French Formosa State Central of Chubut do 90 Rafael a, Steam Tramway British __ Argentine Tra,nsandine do , Rosario to Fuentes State Sa,n Nieola.s-A rroyo Duine do Port lines: Port of Buenos Aires do 73 21 27 5 14 6 54 572 130 92 3 1,357 Port of La Plata _ _ _ do _ 15 40 Port of Rosario French Secondary lines: Tucuman Rural Tramway _ Provincial 10 14 5 Agricultural Light Railways 44 British 179 44 155 Puerto Ocampo 6 _do 39 Corn entes French 8 6 11 5 230 35 Resistencia Rural Tramway Argentine 19 RAILWAYS OF ARGENTINAIndustrial lines: Forestal Land & Timber Co_____ Compagno Hnos_________________ Tornquist y Cia_______________ Hilerét y Cia_________________ Las Palmas del Chaco Austral--- Ledesma Sugar Estates--------- Cia. Ganadera y Forestal------ Concepcion Sugar Co----------- Padilla Sugar Co______________ Alfredo Henningsen____________ Tucuman Sugar Co-------------- Manantial Sugar Co------------ Quebrachales Fusionados------- Los Ralos Sugar Mill__________ Jose Mualem___________________ Leach Argentine Estates------- Bellani y Pensa_______________ La Salinera Argentina_________ Sucesión Garcia Fernandez.____ Alfredo Pandolfì______________ J. Hombravelia Casals_________ Luis B. Carrizo_______________ Viuda de Monti e Hijos........ Tabacal Sugar Mill............ San Pablo Sugar Mill__________ Mendieta Sugar Mill...________ Argentine Hardwoods & Land Co. Argentine Timber & Estates Co__ 1 Including 50,652,000 gold pesos cc 2 Including 2 miles of ferry route. 3 Including 51 miles of ferry route. 4 Included in Southern. 6 Now operated only as industrial a Included in La Forestal. 257 29 23 British 4,400,000 110,000 324,720 66 123 68 29 38 4 60 575 55 Argentine do — 23 15 French 215, 534 \ 15 • Î04 British 1,021,768 - 104 10 968 103 British and German ' 880' 000 58 45 12 38 Argentine 88' 000 38 3 2 30 21 do 220,000 21 6 265 13 do 308' 000 13 4 150 17 do 66,000 14 2 32 28 do 317,000 28 6 471 5 do — 46; 640 5 2 60 83 Argentine and British 37Ï, 000 83 5 130 4 Argentine 44,000 4 3 65 47 do . 272; 800 13 34 4 63 British 71 12 1,886 7 Argentine 44,000 7 1 2 20 __ ..do. 176; 000 20 3 1 10 10 .do 14ft 000 10 1 23 do... 66; 000 23 2 1 3 .do 6,600 3 15 26 do 88,000 26 2 60 25 do 132,000 25 3 60 do 300; 000 60 10 500 7 do 66,000 4 3 2 49 26 do 168,960 26 5 585 7 do 31,680 7 3 8 7 do 28,160 7 2 8 te ö I—! X rresponding to the Bahia Blanca Northwestern. O to O