Glass. Book. • AA^ INTERNATIONAL AMERICAN CONFERENCE. REPORTS AND RECOMMENDATIONS, TOGETHER WITH rif^ THE MESSAGES OF THE PRESIDENT AND THE LETTERS OF THE SECRETARY OF STATE TRANSMITTING THE SAME TO CONGRESS. PLAN OF ARBITRATION. RECIPROCITY TREATIES. INTER-CONTINENTAL RAILWAY. STEAM-SHIP COMMUNICATION. SANITARY REGULATIONS. CUSTOMS REGULATIONS. COMMON SILVER COIN. PATENTS AND TRADE-MARKS. WEIGHTS AND MEASURES. PORT DUES. INTERNATIONAL LAW. EXTR AD ITION TRE AT IE S. INTERNATIONAL BANK. MEMORIAL TABLET. COLOMBIAN EXPOSITION. WASHIKGTONr GOVERNMENT PRINTING OFFICIJ, 1890. By tr?"'^*=^''^r JAN 29 1910 Q:^^/^/ h INTERNATIONAL AMERICAN CONFERENCE. REPORT AND RECOMMENDATIONS CONCERNrNG A PLAN OF AEBITEATION" FOR THE SETTLEMENT OF DISPUTES BETWEEN THE AMERICAN REPUBLICS. 51st Congress, ) SENATE. r Ex. Doo. 1st Session. | , \ No. 224. MESSAGE FROM THE PRESIDENT OF THE UNITED STATES, TRANSMITTING Reports adopted by the Go7iferenGe of American Nations recently in session at Washington relating to the subject of international arbitration. September 3, 1890.— Read, referred to the Committee on Foreign Relations, and • ordered to be printed. To the Senate and Honse of Representatives : I transmit herewith a letter from the Secretary of State, which is accompanied by three reports adopted by the Conference of American Nations recently in session at Washington relating to the subject of international arbitration. The ratification of the treaties contemplated by these reports will constitute one of the happiest and most hopeful incidents in the history of the Western Hemisphere. Ben J. Harrison, Executive Mansion, September 3, 1890. Department of State, Washington, August 26, 1890. The President : The act of Congress approved May 24, 1888, authorized the Presi- dent to invite the several other governments of America to join the the United States in a conference " for the purpose of discussing and recommending for adoption some plan of arbitration for the settlement of disagreements and disputes that may hereafter arise between them." In pursuance of this invitation the Conference recently in session at this capital adopted three reports : 1. Eecommending a definite plan of arbitration for the settlement of differences between the American nations. 2. Eecommending the adoption of a similar plan by the nations of Europe. 3. Declaring that the right of conquest could not be recognized by the American nations. I have the honor to inclose herewith copies of these reports for the information of Congress. Eespectfuliy submitted, James G. Blaine. INTERNATIONAL ARBITRATION. INTERNATIONAL AMERICAN CONFERENCE. CONPERENCIA INTERNACIO- NAL AMERICANA. Reports of the Committee on Gen- eral Welfare. [As adopted by the Conierence.] I.— PLAN OF ARBITEATION. The Delegates from North, Central, and South America in Conference assembled: Believing that war is the most cruel, the most fruitless, and the most dangerous expedient for the settlement of inter- national differences ; Recogniziug that the growth of the moral principles which govern political societies has created an earnest desire in favor of the amicable adjustment of such differences ; Animated by the conviction of the great moral and material benefits that peace offers to mankind, and trusting that the existing conditions of the respective na- tions are especially propitious for the adop- tion of arbitration as a substitute for armtjd struggles ; Convinced by reason of their friendly and cordial meeting in the present Con- ference, that the American Republics, con- trolled alike by the principles, duties, and responsibilities of popular Government, and bouud together by vast and increas- ing mutual interests, can, within the sphere of their own action, maintain the peace of the continent, and the good-will of all its inhabitants ; And considering it their duty to lend their assentto the lofty principles of peace which the most enlightened public senti- ment of the world approves ; Do solemnly recommend all the Govern- ments by which they are accredited to conclude a uniform treaty of arbitration in the articles following: Article I. The republics of North, Central, and South America hereby adopt arbitration as a principle of American international law for the settlement of the differences, disputes, or controversies that may arise between two or more of them. Article II. Arbitration shall be obligatory in all coutroversies concerning diplomatic and consular privileges, boundaries, territo- ries, indemnities, the right of navigation, and the validity, construction, and en- forcement of treaties. Inpormes de la Comisi6n de Bien- estar General. [Como quedaron adoptados por la Conferencia.] L— PLAN DE AEBITARJE. Las Delegaciones de Norte, Centro y Sud America, reunidas en Conferencia In- ternacional Americana, Creyendo quelaguerra es el medio m^s cruel, el m^s incierto, eLmfis ineficaz y el m^s peligroso para decidir las diferencias internacionales ; Reconociendo que el desenvolvimiento de los principios morales que gobiornan las sociedades politicas, ha creado una verdadera aspiracidn en favor de la solu- cidn pacifica de aquellas disidencias ; Auimadas por la idea de los grandes beneficlos morales y materiales que la paz ofrece ^ la humanidad, y confiando en quo la condici6n actual de sus respectivos paises es especialmente ppopicia para la cousagracion del arbitraje en oposicidn li las luchas armadas : Convencidas, por su amistosa y cordial reuni6n en la presente Conferencia, de que las naciones americanas, regidas por los principios, deberes y responsabilidades del Gobierno democratico, y ligadas por comunes, vastos y crecientes intereses, pueden, dentro de la esfera de su propia accidn, afirmar la i)az del Continente y la buena voluntad de todos sus habitantes ; Y reputando de su deber prestar asen- timiento fi los altos principios de paz que proclama el sentimiento ilustrado de la opini6n universal ; Encarecen a los Gobiernos que repre- sentan la celebracidn de un tratado uni- forme de arbitraje sobre las bases siguien- tes: ARTfCULO I. Las Repliblicas del Norte, Centro y Sud America, adoptan el arbitraje como prin- cipio de Derecho Internacioual Americano para la soluci6n de las diferencias, dis- putas 6 contiendas entre dos 6 mas de ellas. ARTfCULO II. El arbitraje es obligatorio en todas las cuestiones sobre privilegios diplomiiticos y consulares, limites, territorios, indem- nizaciones, derechos de navegacidu, y validez, inteligencia y cumplimieuto do tratados. INTERNATIONA! ARBlTRAriON. Article III. Arbitration shall be equally oblicjatory in all cases other than those mentioned in the foregoing article, whatever may be their origin, nature, or object, with the single exception mentioned in the nest following article. ARTfcULO III. El arbitraje es igualmente obligatorio, t.on Ja limitacidn del articulo siguiente, en todas las demdis cuestiones no enuncia- das en el articulo anterior, cualesquiera que scan su causa, naturaleza d objeto. Article IV. The sole qiiestioijs excepted from the provisions of the preceding articles are those which, in the judgment of any one of theuations involved in the controversy, may imperil its independence. In which case, for snch nation, arbitration shall be optioual ; but it shall be obligatory upon the adversary power. Articulo IV. Se exceptiian linicamente de la dis- posicidn del articulo que precede, aquellas cuestiones que, ^ juicio exclusivo de alguna de las naciones interesadas en la contienda, comprnmetan su propia inde- pendeucia. En este caso, el arbitraje serii voluntario de parte de dicha uacidn, pero ser^ obligatorio para la otra parte. Article V. Articulo V. All controversies or differences, whether pending or hereafter arising, shall be sub- mitted to arbitration, even though they may have originated in occurrences ante- dating the present treaty. Quedan comprendidas dentro del arbi- traje las cuestiones peudieutes en la actualidad, y todas las que se susciten en adelante, atiu cuando provengan de hechos anteriores al presente Tratado. Article VI. Articulo VI. No question shall be revived by virtue of this treaty concerning which a definite agreement shall already have been reached. In such cases arbitration shall be resorted to only for the settlement of questions concerning the validity, inter- pretation, or enforcement of such agree- ments. Article VII. No pueden renovarse, en virtud do este Tratado, las cuesfciouessobrequelas partes tengan celebradosya arreglos defiuitivos. En Tales casos, el arbitraje se limitar^ ex- clusivamente & las cuestiones que se susciten sobre validez, inteligencia y cumplimiento de dichos arreglos. ARTfCULO VII. The choice of arbitrators shall not be limited or coniined to American States. Any government may serve in the capacity of arbitrator which maintains friendly relations with the nation op- posed to the one selecting it. The office of arbitrator may also be intrusted to tribunals of justice, to scientific bodies, to public officials, or to private individu- als, whether citizens or not of the States selecting them. La elecci6n de ^rbitros no recouoce li- raites ni prefereucias. El cargo de iirbitro no reconoce limites ni preferencias. El cargo de ^rbitro puede recaer, en conse- cueucia, sobre cualquiera Gobierno que manteuga buenas relaciones con la parte coutrfiria de la nacidn que lo escoja. Las lunciones arbitrales pueden tambi^n ser confiadas £ los Tribunales de justicia, d las corporaciones cientificas, ^ losfuncio- narios piiblicos, y ^ los simples particu- lares, sean 6 no oiudadanos del Estado que los nombre. Article VIII. ARTfCULO VIII. The court of arbitration may consist of one or more persons. If of one person, he shall be selected jointly by the nations concerned. If of several persons, their selection may be jointly made by the nations concerned. Should no choice be agreed upon, each nation showing a dis- tinct interest in the question at issue shall have the right to appoint one arbitrator on its own behalf. El tribunal[pnede ser unipersonal 6 co- lectivo. Para que sea unipersonal, es necesario que las partes elijan el ^rbitro do comun acuerdo. Si fuere colectivo, las partes podr^n convenir en unos mis- mos ^rbitros. A falta de acuerdo, cada nacidn que represente un interns distinto, tendr^ derecho de nombrar un ^rbitro por su parte. INTERNATIONAL ARBITKATION. Article IX. ARXfCULO IX. WheneTer the court shall consist of an even number of arbitrators, the nations concerned shall appoint an um- pire, who shall decide all questions upon ■which the arbitrators may disagree. If the nations interested fail to agree in the selection of an umpire, such umpire shall be selected by the arbitrators already ajjpoiuted. Siempre que el tribunal se compouga de un niimero par de ^rbitros, las nacionea interesadas designar^n un iirbitro tercero para decidir cualquiera discordia que ocurra entre ellos. Si las naciones inte- resadas no se pusieren de acuerdo en la eleccida del tercero, la har^u los ^rbi- tros nombrados por ell as. Article X. The appointment of an umpire, and his acceptance, shall take place before the arbitrators entei- upon the hearing of the questions in dispute. Article XI. The umpire shall not act as a member of the court, but his duties and powers shall be limited to the decision of ques- tions, whether principal or incidental, upon which the arbitrators shall be un- able to agree. Article XII. Should an arbitrator or an umpire be prevented from serving by reason of death, resignation, or other cause, such arbitrator or umpire shall be replaced by a substitute to be selected in the same manner in which the original arbitrator or umpire shall have been chosen. Article XTII. The court shall hold its sessions at such place as the parties in interest may agree upon, and in case of disagreement or fail- ure to name a place the court itself may determine the location. Article XIV. When the court shall consist of several arbitrators, a majoiity of the whole num- ber may act notwithstanding the absence or -withdrawal of the minority. In such case the majority shall continue in the performance of their duties until they shall have reached a final determination of the questions submitted for their con- Bideration. Article XV. ARTfCULO X. Ladesignacidn y aceptacidn del tercero se verificar^n antes de que los ^rbitros principien 6, conocer del asunto sonietido a su resoluci6n. Articulo XI. El tercero no se reunir^ con los ^rbi- tros para formar Tribunal, y su encargo se limitarii ^ decidir las discordias de aquellos, en lo principal y en los inci- dcntes. ARTfcULO XII. En caso de muerte, renuucia 6 impedi- mento sobreviniente, los iirbitros y el tercero ser^n reemplazados por otros nom- brados por las mismas partes y del mismo modo que lo fueron aqnellos. Articulo XIII. El Tribunal ejercer^ sus funciones en el lugar designado pos las partes ; y si ellas no lo designaren, 6 no estuvieren de acuerdo, en el que el mismo Tribunal escogiere al efecto. ARTfcULO XIV. Cuando el Tribunal fuere colegiado, la acci6n de la mayoria absoluta no sera paralizadadrestringidaporlaiuasisteucia d retire de la minoria. La mayoria de- hor^, por el coutrario, llevar adelante sua procedimieutos y resolver el asunto so- metido ^ su consideracion. Articulo XV. The decision of a majority of the whole number of arbitrators shall be final both on the main and incidental issues, unless in the agreement to arbitrate it shall have been expressly provided that unanimity is essential. Article XVI. The general expenses of arbitration pro- ceedings shall be paid in equal propor- tions by the governments tliat are parties Las decisiones de la mayoria absoluta del Tribunal colectivo constituir^n aen- tencia, asi sobre los iiicidentes como sobre lo principal de la causa, salvo que el com- promiao arbitral exigiere expresamente que el lando sea pronuuciado por unani- midad. ArtIculo XVI. Los gastos generales del arbitramento eer^n pagados Ji prorata entre las na- ciones que sean parte en el asunto. Los INTERNATIONAL ARBITRATION. thereto ; but expenses incurred by either party in the preparation and prosecution of its case shall be defrayed by it indi- vidually. AllTICLE XVII. Whenever disputes arise the nations involved shall appoint courts oF arbitra- tion iu accorclauce with the provisions of the i»receding articles. Only by the mu- tual and free consent of all of such nations may those provisions be disregarded, and courts of arbitratiou appointed under dif- ferent arrangements. Article XVIII. This treaty shall remain in force for twenty vears from the date of the ex- change of ratifications. After the expira- tion of that period, it shall continue in operation until one of the contracting parties shall have notified all the others of its desire to determine it. In the event of such notice the treaty shall continue obligatory upon the party giving it for one year thereafter, but the withdrawal of one or more nations shall not invali- date the treaty with respect to the other nations concerned. Article XIX. This treaty shall be ratified by all the na,tions approving it, according to their respective constitutional methods ; and the ratifications shall be exchanged in the city of W^ashingtou on or before the first day of May, A. D. 1891. Any other nation may accept this treaty and become a party thereto, by signing a copy thereof and depositing the same with the Government of the United States; whereupon the said Government shall communicate this fact to the other contracting parties. In testimony whereof the undei'signed plenipotentiaries have hereunto aflixed their siguatures and seals. Done in the city of Washington, in copies in English, Spanish, and Portu- guese, on this day of the month of , one thousand eight hundred and niuety. que cada parte haj^a para su representa- cion y defeusa en el juicio, ser^u d© su cuenta. ArtIculo XVII. Las nacionesinteresadas en la contienda formar^n, en cada caso, el Tribunal arbitral, de acuerdo con las regias esta- blecidas en los articulos precedentes. Solo por mtituo y libre consentimieuto de todas ellas, podrau separarse de dichaa disposiciones para constituir el Tribunal en condi clones diferentes. ArtIculo XVIII. Este Tratado subsistir^ durante veinte auos contados desde la fecha del canje de las ratificaciones. Concluido este t6v- mino, seguir^ en vigor hasta que alguna de las partes contratantes notifique ^ las otras su deseo de que caduque. En este caso, continuar^ subsisteute hasta que trauscurra un aiio desde la fecha de dicha notificacidn. Es eutendido, sin embargo, que la separacidu de alguna de las partes con- tratantes no invalidar^ el Tratado re- specto de las otras partes. AUTfCULO XIX. Este Tratado se ratificarA por todas las naciones que lo aprueben, conforme £ sus respectivos proceclimientos constitucio- nales ; y las ratificaciones se canjear^n en la ciudad de Washington, el dia 1° de Mayo de 1891, 6 antes, si fuere posible. Cualquiera otra naci6n puede adherir ^ este Tratado y ser tenida como parte en 61, firmando un ejemplar del mismo, y depositandolo ante el Gobiorno de los Estados Unidos, el cual har^ saber este hecho £ las otras partes contratantes. En f^ de lo cual, los infrascritos Pleni- potenciarios han puesto sus firmaa y seilos. Hecho en la ciudad de Washington, en ejemplares en ingles, espanol y por- tugu6s d los dias del mes de de mil ochocientos noventa. n.— EECOMMENDATION TO EUEOPEAIT POWESS. The International American Conference resolves : That this Conference, having recommended arbitration for the settle- ment of disputes among the Republics of America, begs leave to express the wish that controversies between them and the nations of Europe may be settled in the same friendly manner. It is further recommended that the gov- ernment of each nation herein represented communicate this wish to all Irieudly powers. IX— EECOMENDACION SOBSE AEBITEAJE CQN POTEHCIAS EUSOPEAS. La Confermcia Internacional Amm'icana resnelve : Q,ve habiendo lecomeudadoesta Conferencia el arl»itrage para la decisidn de las disprtas entre las Republicas de America, se permite expresar el deseo de que las confroversias entre ellas y las na- ciones de Europa scan decididas por el mismo amisloso medio. La Conferencia reeomienda ademas que los respectivos gobieruos de las nacionea en ella rfrpreseutadas comuniquen est© vote £ todas las potencias amigas. INTERNATIONAL ARBITEATIOJf. in.— THE RIGHT OF COKaUEST. Whereas the International Araerican Conference feels that it would fall short of the most exalted conception of its mis- sion were it to abstain from embodying its pacific and fraternal sentiments in declarations tending to promote national stability and guaranty just international relations among the nations of the con- tinent : Be it therefore Resolved, That it earnestly recommends to the Governments therein represented the adoption of the following declara- tions : First. That the x>rincip]e of conquest shall not, during the continuance of the Treaty of Arbitration, be recognized as admissible under American public law. Second. That all cessions of territory made during the continuance of the Treaty of Arbitration shall be void, if made under threats of war or the presence of an armed force. Third. Any nation from which such cessions shall be exacted may demand that the validity of the cessions so made shall be submitted to arbitration. Fourth. Any renunciation of the right to arbitration made under the conditions • named in the second section shall be null and void. m.— DERECHO DE CONQUIStA. Considerando : Que la Conferencia In- ternacional Americana no llenaria la parte mas elevada de su misida si se abstuviera de consagrar sus asi)iraciones pacllicas y fraternalespor medio dedecla- raciones que consoliden los vlnculos na- cionales y afianzen las relaciones inter- nacionales de todos los Estados del Con- tin ente. liesuelve : Encarecer ^ los Gobiernos representados en ella, la adopci6n de las siguientes declaraciones : Primera. El principio de conquista queda eliminado del Derecho publico araericano, durante el tiempo que est^ en vigor el Tratado de arbitrage. Segunda. Las cesiones de territorios que se hicieren durante el tiempo que subsista el tratado de arbitrage sev^n nulas, si se hubieren veriiicado bajo la amenaza de la guerra, 6 la presidn de la iuerza armada. Tercera. La naci6n que hubiere hecho tales cesiones tendr^ derecho para exigir que se deoida por arbitrament© acerca de la validez de ellas. Quarta. La renuncia del derecho de recurrir al arbitrage, hecha en las condi- ciones del artfcnlo segundo, carecer^ de valor y eficacia. RECIPROCITY TREATIES WITH LATIN AMERICA. MESSAGE President of the Jimiw States LETTER OF THE SECRETARY OF STATE SUBMITTING THE RECOMMENDATIONS OP THE INTERNATIONAL AMERICAN CONFERENCE. 618T Congress, \ SENATE. i Ex. Doo. 1st Session, f )_No. 158. MESSAGE FROM THX PRESIDENT OF THE UNITED STATES, TRANSMITTING A letter of the Secretary of State relative to proposed reciprocal commercial treaties between the United States and the other American Republics. Junk 19, 1890. — ^Laid upon the table and ordered to be printed. To the Senate and House of Represe7itatives : 1 transmit herewith, for your information, a letter from tlie Secretary of State, inclosinf? a report of the International American Oouference, which recommends that reciprocal commercial treaties be entered into between the United States and the several other Kepablics of this hemi- sphere. It iia8 been so often and so persistently stated that our tariff lawa ollered an insurmountable barrier to a hirge exchanji^e of products with the Latin American nations, that I deem it proper to call especial atten tion to the fact that more than 87 per cent, of the products of those n;ilii)us sent to our ports are now admitted free. If sugar is placed upon the free list, practically every important article exported from those States will be given untaxed accevss to our markets except wool, ^riie real dilliculty in the wny of negotiating profitable reciprocity trea- ties is, that we have given freely so nuich tliat would have had value in Ihe mutual concessions which such treaties imply. I can not doubt, lu)wever, that the present advantages which the i)nMlucts of these ueai and friendly States enjoy in our markets — though they are not by law exclusive — will, with other considerations, fovorably dispose theui U adopt such measures, by treaty or otherwise, as will tend to equaliz« and greatly enlarge our mutual exchanges. It will certainly be time enough for us to consider whether wo must cheapen the cost of production by cheapening labor, in order to gaiu, access to the South American markets, when we have fairly tried thfii effect of established and reliable steam communication, and of conven-^ ient methods of money exchanges. There can be no doubt, I think, that with these facilities well established, and with a rebate of duties upon imported raw materials used in the manufac^ture of goods for export, our merchants will be able to compete in the ports of the Latin Ameri- can nations with those of any other country. If alter the Congress shall have acted upon pending tariff legislation it shall appear that, under the general treaty- making power, or under any si)ecial powewrs given by law, our trade with the States represented in the (Jonference can be enlarged upon a basis of mutual advantage, it will be promptly done. BbNJ. nARHlSON. HSXKOUTiVE Mansion, June 19, 1890, KECIPEOCITY TKEATIES WITH THE LATIN AMERICAN STATE3. RECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. letter from the secretary of state. Department of State, WasJiington, June 19, 1890. To the President : I beg leave to submit herewith the report upon "Customs Union" adopted by the International American Conference. The act of Congress, approved May 24, 1888, authorizing the Presi- dent to invite delegates to this Conference, named as one of the topics to be considered, "Measures toward the formation of an American cus- toms union, under which the trade of the American nations shall so far as possible and profitable be promoted." The committee of the Conference to which this topic was referred in- terpreted the term "customs union" to mean an association or agree- ment among the several American nations for a free interchange of- domestic products, a common and uniform system of tariff laws and an equitable division of the customs dues collected under them. Such a proposition was at once pronounced impracticable. Its adoption would require a complete revision of the tariff laws of all the eighteen nations, and most if not all our sister republics are largely, if not entirely, dependent upon the collection of customs dues for the revenue to sustain their Governments. But the Conference declared that partial reciprocity between the American Republics was not only practicable, but must necessarily increase the trade and the develop- ment of the material resources of the countries adopting that system, and it would in all probability bring about as favorable results as those obtained by free trade among the different States of this Union." The Conference recommended, therefore, that the several Govern- ments represented negotiate recii)rocity treaties " upon such a basis as would be acceptable in each case, taking into consideration the special situations, conditions, and interests of each country, and with a view to promote their common welfare." The Delegates from Chili and the Argentine Republic did not concur in these recommendations, for the reason that the attitude of our Con- gress at that time was not such as to encourage them to expect favorable responses from the United States in return for concessions which their Government might offer. They had come here with an expectation that our Government and people desired to make what- ever concessions were necessary and possible to increase the trade be- tween the United States and the two countries named. The President of the Argentine Republic, in communicating to his congress the appointment of Delegates to the International Conference, said : The Argentine Repnblic feels the liveliest interest in the subject, and hopes that its commercial relations with the United States may find some practical solution of the question of the interchange of products between the two countries, considering that this is the most efficacious way of strengthening the ties which bind this country with that grand Republic whose institutions serve us as a model. It was, therefore, unfortunate that the Argentine delegates, shortly RECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. 3 after their arrival in Washington, in search of reciprocal trade, should have read in the daily press that propositions were pending in our Congress to impose a heavy duty upon Argentine hides, which for many years had been upon the free list, and to increase the duty on Argen- tine wool. Since the adoption of the recommendations of the Confer- ence, which I herewith inclose, hides have been restored to the free list, but the duty upon carpet wool remains, and, as the Argentine delegates declared, represents the only concession we have to offer them in exchange for the removal of duties upon our peculiar products. Only those who have given the subject careful study realize the mag nitude of the commerce of these sister nations. In 1888 the combined imports of Chili and the Argentine Republic reached the enormous sum of $233,127,698. The statistics of Chilian commerce for 1889 have not yet been received, but the imports of the Argentine Republic for that year were $143,000,000. These imports consisted, in the greater part, of articles that could have been furnished by the manufacturers of the United States ; yet, in 1888, of the total of $233,000,000 imports, we contributed but $13,000,000, while England contributed $90,000,000: Germany, $43,000,000; and France, 34,000,000. With our extraordinary increase in population, and the even more extraordinary increase in material wealth, our progress in trade with South America has been strangely hindered and limited. In 1868, our total exports to all the world were $37o,737,€00, of which $53,197,000 went to Spanish America— 14 per cent. In 1888, our exports to all the world were $742,368,000 (an increase of 100 per cent.), while but $69,273,000 went to Spanish America, little more than 9 i)er cent. ; and the greatest gain, (nine millions) has been noticed during the last two years. It was the unanimous judgment of the delegates that our exports to these countries and to the other republics could be increased to a great degree by the negotiation of such treaties as are recommended by the Conference. The practical, eveiy day experience of our nierchauts en- gaged in the trade, demonstrates leyoud a question that in ail classes of merchandise which we have long and successfully produced for ex- port, they are able to compete with their European rivals in quality and in price; and the reiterated statement that our Latin American neighbors do not buy of us because we do not buy of them, or because we tax their products, has been annually contradicted by the statistics of our commerce for a quarter of a century. The lack of means for reaching their markets has been the chief obstacle in the way of increased exjjorts. The carrying trade has been controlled by European merchants who have forbidden an exchange of commodities. The merchandise we sell in South America is carried there in American ships, or foreign ships chartered by American com- mission houses. The merchandise we buy in South America is brought to us in European vessels that never take return cargoes, but sail for Liverpool, Havre, Bremen, or Hamburg with wheat, corn and cotton. There they load again with manufactured goods for the South Amer- ican markets, and continue their triangular voyages, paying for the food they are compelled to buy of us with the proceeds of the sale of their DDanufactures in markets that we could, would supply, if we con- trolled the carrying trade. France taxes imports as we do, and in 1880 her merchants suffered, as ours do now, from the lack of transportation facilities with the Ar- gentine Republic. Under liberal encouragement from the Government, direct and regular steamship lines were established between Havre and 4 RECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. Buenos Ayres, and, as a direct and nataral result, her exports increased from $8,292,872 in 1880, to $22,996,000 in 1888. The experience of Germany furnishes an even more striking example. In 1880 the exports from Germany to the Argentine Eepublic were only $2,365,152. In 1888 they were $13,310,000. " This result," writes Mr. Baker, our most useful and intelligent consul at Buenos Ayres, " is due, first to the establishment of quick and regular steam communica- tion between the two cpuutries ; second, to the establishment of branch houses by German merchants and manufacturers ; and third, to the opening of a German-Argentine bank to facilitate exchange." There is no direct steam-ship communication whatever between the United States and the Argentine Republic ; and there are no direct banking facilities. The International American Oonterence has ear- nestly recommended the establishment of both ; but recii^rocal ex- changes of tariff concessions will be equally effective in stimulating commerce, and in increasing the export of the products of wbich we have the largest surplus, not only to the progressive Eepublic named, but to all the other American nations. The Conference believed that while great profit would come to all the countries if reciprocity treaties should be adopted, the United States would be by far the greatest gainer. Nearly all the articles we exi)ort to our neighbors are subjected to heavy customs taxes ; so heavy, in many cases, as to prohibit their consumption by the masses of the vieople. On the other hand, more than 87 per cent, of our im- ports from Latin America are admitted free, leaving but 12 per cent, upon which duties may still be removed. But, mindful of the fact that the United States has, from time to time, removed the duties from coffee, cocoa, india rubber, hides, cinchona bark, dye and cabinet woods, and other Latin America products, our Government may con- fidently ask the concessions suggested. The increased exports would be drawn alike from our farms, our factories, and our forests. None of the Latin American countries produce building lumber; the most of them are dependent upon foreign markets for their breadstuffs and provisions, and in few is there any opportunity or inclination for mechanical industry. The eii'ect of such reciprocity would be felt in every portion of the land. Not long ago the Brazilian Mail Steam-ship Company took the trouble to trace to its origin every article that composed the cargo car- ried by one of its steamers to liio de Janeiro, and the investigation disclosed the fact that thirty-six States and Territories contributed to the total, as follows : New York $74,546.00 Vermont 96.00 Delaware 20,908.00 Illinois 19,331.47 New Jersey 17,054.40 Pennsylvani i 43, 065. 00 Connecticut 11,874.00 Kansas. Indiana Massachnsetts . . . Ohio New Hampshire . Missouri Georgia Rhode Island Michigan ., Virginia Maine &|JuueBot9 11,332.00 9, 098. 00 7, 190. 00 6, 250. 00 6, 035. 00 5,773.00 5, 096. 00 4, 020. 00 3, 732. 00 3, 704. 50 2, 765. 00 2. G68. 00 North Carolina. Maryland Mississippi Louisiana Wyoming Oregon Tennessee Iowa , South Carolina. Kentucky Wisconsin California Dakota Texas Nebraska Al.abama Florida 2, 647. 00 2, 359. 00 2, 056. 00 2.111.00 1,800.00 1,183.00 1,150.00 807. 00 587. 00 781. 00 576. 00 239. 00 220. 00 102. 00 125.00 56. 00 40.00 $301, 417. 41 EECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. 5 The 12 per cent, of our imports from Latin America upon which duties are still assessed consists only of raw sugar, and the coarse grades of wool used in the manufacture of carpets. The sugar growing nations comprise four-fifths, or 40,000,000, of Latin America ; but with geographical conditions against them, their free labor can not successfully compete with the coolie labor of the European colonies. A slight discrimination in their favor would greatly stimulate their agricultural interests, enlarge their purchasing power, and tend to promote friendly sentiments and intercourse. The wool- growing nations are Ghili, Uruguay, and the Argentine Eepublic, and from them our manufacturers of carpets receive a great portion of their supply. It was most strongly urged by the Delegates who had carefully studied this subject, that the free admission of coarse wools from these countries could not prove injurious to the wool-grow- ers of the United States, because the greater profit derived by them from the higher grades discourages, if it does not actually prohibit, their production. On the contrary, they maintained that the free importa- tion of the coarse wool would result in a large reduction in the cost of the cheaper grades of carpets, and enable the manufacturers of the United States to secure an enormons export trade in these fabrics. It was also suggested that the use of the coarse wools for the purpose of adulteration in the manufacture of clothing might be prevented by requiring that imports withdrawn for the manufacturer of carpets should be so designated to exempt them from customs dues, and the existing duty retained upon those used for other purposes. The wool-growers of the Argentine Eepublic protest against what they consider a serious discrimination against their product in the tariff laws of the United States, which impose a duty upon the gross weight instead of the value of the article. The Argentine wools are much heavier in grease and dirt than those from Australia and New Zealand, which is said to be due to unavoidable climatic conditions, and sell at a lower price. But the imports from the three countries are subject to the same duty. This fact was very strongly urged, to the end that at least equal advantages should be given to the products of a friendly country with which we are endeavoring to build up a trade. Excepting raw cotton, our four largest exports during the last fiscal year were breadstuffs, provisions, refined petroleum, and lumber. The following statement shows the total exports of each of said arti- cles in 1889, and the proportion exported to Latin America : Total exports. Exported to Latin America. Breadstnffs Provisions Befined petroleum . Wood and lumber . $123, 876, 423 104, 122, 328 44, 830, 424 26, 907, 161 $5, 123, 528 2, 507, 375 2, 948, 149 5, 039, 886 These figures should be closely studied. It would be difficult to un- derstand, but for the explanations given in the Conference, why, out of the three hundred millions of staples exported from this country, only fifteen millions should be consumed in all Latin America with its pop- ulation of fifty millions of people, when the United States is the only source of supply for these articles, which are regarded by us as td© necessities of life. 8 6 RECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. The foroign delegates all agreed that this proportion could be in- creased many fold by extending to their people the ability to purchase j and the ability to i^urchase rests, in their opinion, upon reciprocal con- cessions. Attached hereto is a statement showing the duties charged by the South American countries of the largest commerce upon the articles which they import chie% from the United States; and also a statement showing the meager amounts of our peculiar exportable products shipped to the several Latin- American States. By a comparison of these statements the effect of the removal of the duties upon these articles by the countries of Latin America will at once be apparent. Fifteen of the seventeen Kepublics with \n hich we have been in con- ference have indicated, by the votes of their representatives in the In- ternational American Conference, and by other methods which it is not necessary to define, their desire to enter upon reciprocal commercial relations with the United States; the remaining two express equal willingness, could they be assured that their advances would be favora- bly considered. To escape the delay and uncertainty of treaties it has been suggested that a practicable and prompt mode of testing the question was to sub- mit an amendment to the pending tariff bill, authorizing the President to declare the ports of the United States free to all the products of any nation of the American hemisj)here upon which no export duties are imposed, whenever and so long as such nation shall admit to its ports free of all national, provincial, (state), municipal, and other taxes, our flour, corn meal, and other breadstuff's, preserved meats, fish, vege- tables and fruits, cotton- seed oil, rice and other provisious, including all articles of food, lumber, furniture and other articles of wood, agri- cultural implements and machinery, mining and mechanical machinery, structural steel and iron, steel rails, locomotives, railway cars and sup- plies, street cars, and rehned petroleum. I mention these particular articles because they have been most frequently referred to as those with which a valuable exchange could be readily effected. The list could no doubt be profitably enlarged by a careful investigation of the needs and advantages of both the home and foreign markets. The opinion was general among the foreign delegates that the legis- lation herein referred to would lead to the opening of new and profitable markets for the products of which we have so large a surplus, and thus invigorate every branch of agricultural and mechanical industry. Of course the exchanges involved in these i)ropositions woukl be rendered impossible if Congress, in its wisdom, should repeal the duty on sugar by direct legislation, instead of allowing the same object to be attained by the reciprocal arrangement suggested. EespectfuUy submitted. James Q. Blaine. EEC'IFEOCITY TREATIES WITH THE LATIN AMERICAN STATES, 7 Appendix A. EXPORTS TO LATIN AMERICA. Statement showing the amount of ireadsiuffs, provisions, refined petroleum, and lumier exported to the Latin American States during the fiscal year ending June 30, IdfcD; *'so the population of each of said States. ^ BKEADSTUFFS. In 1889 our shipment of breadstiiffs to Latin America were as follows: Population. Exports. Mexico Central America . . . Colombia Venezuela Brazil Uruguay Ecuador Argentine Republic Bolivia Chili , Paraguay Peru ...1 Total 12, 000, 000 2, 800, 000 3, 900, 000 2, 200, 000 14, 000, 000 600, 000 1, 000, 000 3, 900, 000 1, 200, 000 2, 500, 000 2D0, 000 2, 600, 000 None. Do. Bo. Do. Do. $345, Oi8 821, 318 821,318 668. 766 2,812,281 2,033 46, 950, 000 46,281 5, 136, 528 PROVISIONS. Our exports of provisions during the same jear were as follows: Mexico Central America — Colombia Venezuela Brazil Uruguay Ecuador Argentine Republic Bolivia Chili Paraguay Peru Totel Population. 000, 000 800, 000 900, 000 200, 000 000, 000 COO, OoO 00.1, oi!0 900, OUO 200, 000 500, 000 250, 000 600, 000 46, 950, OOO Exports. None. None. Do. Do. $390, 425 265, 873 607, 474 554, 653 438, 395 42, 900 49, 431 114,873 2, 507, 375 IJEFINED PETROLEUM. Our shipments of refined petroleum Were as follows: Mexico Central America Colombia Venezuela Brazil Uruguay Ecuador Argentine Republic Bolivia , . - Chili Paraguay Peru Total Population. 000, 000 800, 000 900, 000 209, 000 000, 000 600, 000 000, 000 900, 000 200, 000 500, 000 250, 000 600, 000 46, 950, 000 Exports. $175, 537 None reported. Do. 88, 926 832, 367 241, 276 None. 426, 654 None. 183, 389 None. Do. 2, 048, 14B 8 RECIPROCITY TREATIEiS WITH THE LATIN AMERICAN STATES. Statement showing the amount of breadstuffs, etc., exjyorted to the Latin Jmerican States, etc. — Continued. WOOD AND LUMBER. Our exports of wood and the manufactures thereof, inclnding furniture, were aa follows : Populatiun. Exports. Mexico Central America Colombia "Venezuela Brazil Uruguay Ecuador Argentine Kepulilic Bolivia ChUi Paraguay Peru , Total 12, 000, 000 2, 800, 000 3, 900, 000 •J, 20U, 000 14, 000, 000 600, 000 1, 000, 000 3, 900, 000 1, 200, 000 2, 500, OuO 250, 000 2r600, 000 $1, 280, 126 205, 100 457, 519 72, 705 384, 495 412, 754 None. 1, 839, 012 None. 279, 495 None. 108, 560 46, 950, 000 5, 039, 886 Appendix B. SOUTH AMERICAN TARIFF. The following statement shows the duties charged by several countries of South America upon the principal articles imported from the United States. Dutiea are as- sessed upon the gross weight of the package, including the lumber of which it is made, and the waste often used to fill up. The duty on petroleum, for example, is. .charged per pound upon the whole, the can and the wooden frame that incloses the can. > ARGENTINE REPUBLIC. I Law 1886. Tariff not a continuing law. Only runs the year for which enacted ; each Congress modifying its provisions. TariiJ' except for a few specified articles is ad valorem. Tariff for 1889. — Specified articles. Wheat per cwt.. $0.80 Starch do 3.50 Crackers and biscuits do 4.50 Flour and corn meal do 2. 00 Kerosene per quart.. .05 Furniture, preserved fruits, preserved vegetables, preserved meats per cent. ad valorem 45 White pine and spruce lumber percent, ad valorem.. 10 Agricultural implements : Plows per cent, ad valorem.. 5 Spades, handles, axes, hatchets, cutting knives, sickles do 25 Machines for adjusting wire fepces ; lor making butter do.... 25 Fanning-machines do.... 5 Corn mills do.... 25 Threshing-machines do.... 5 Steam-engines do 5 Mowers and reapers do 5 Fish do.... 25 Provisions • Beef, pork, bacon, lard, butter, cheese, etc do 25 Hams Free Note. — By a supplemental law there is a duty of 1 per cent, additional to the rates above specihed on all articles of importation. RECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. 9 BRAZIL. Breadstuffs : Barley percwt.. Biscuits : Ship biscuits do.. Other kinds of crackers do . . Corn do.. Flour do.. Fish: Salted, dried, or pickled do.. Preserved, in whatever manner i>repared do.. Kerosene do.. Provisions : Hams, prepared in any way do.. Canned, of any preparation, not medical --. do . . Sausages , do.. Lard do.. Butter do.. Cheese do.. Wood : Oak (stocks) per meter.. |0. 16 to Pine (stocks) or other wood, not classified do 08 to Planks or logs of oak, teak, or pine per cubic meter . . .67 Staves per pound.. .04 Chairs each.. .12 to Beds do.... 3.36 to Bureaux do 2.10 to Washstauds u , do 75 to Tables do.... 1.68 to Sofas do 63 to $4.00 .20 4. 00 1.00 .20 .40 5.70 1.10 4.70 5.70 9.50 2.30 6.60 5.70 $3.25 1.68 3.36 12.60 12. 60 8.40 15. 12 8.40 Specific. Ad va- lorem. Agricnltnral implements : Machinery, gross Plowa, groaa Spades, sliovela, gross Forks: Three-teeth Four-teeth Five-teeth Six-teeth Biscaits : Ship „ Cabin Fish, large, dried, smoked, or salted, gross Salmon : Dried, smoked, or salted, gross Tinned, gross Small fish : Dried, smoked, or salted, net Tinned, net Fmits, preserves, gross Naptha, paraffine, petroleum, and kerosene Provisions, salted beef or pork, gross Lard : In tins, gross In kegs, gross Cheese „ Vegetables : Dried, gross , In water, vinegar, or sauce (bottled), gross . . In water, vinegar, or sauce (barreled), gross . "Wood, fomiture on valuation $10.00 percwt — $6.50 percwt $20.00 percwt... $7.00 per dozen . , $8.00 per dozen . $12.00 per dozen $15.00 per dozen $6.50 percwt.. $8.70 percwt.. $6.00 percwt.. $8.50 percwt.. $12.50 per owt- $8.50 percwt.. $11.00 percwt. $15.00 percwt. $4.00 percwt.. $6.00 percwt.. $15 00 percwt. $11.00 percwt. $20.00 percwt. $15.00 percwt... $10.00 percwt... $5.00 percwt Per cent. 15 15 15 15 15 15 15 35 36 36 35 35 35 35 35 25 25 25 25 35 25 25 35 Note. — In addition to the percentage specified in the tariff there is a jturcharge of 40 per cent, on all goods. 10 RECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. COLOMBIA. {Gross weight.] Per owt. Flour, corn meal, and other breadstuffs $2. 30 Potatoes, onions, corn, rice, and beans ■. . .50 Codfish, meat in pickle 2.30 Preserved meats 10. 00 Petroleum 4.50 Lumber 50 Beds, large tables for dining 2.50 Other furniture 15.00 Iron or steel wire for fences 1. 50 Machinery exceeding a ton in weight 50 under a ton in weight 2. 50 Agricultural machines 1.60 Note. — An additional duty of 25 per cent, is charged (under decree G93 of 1885). VENEZUELA.. [Gross weight.] Per cwt. Breadstnflfs : Bran, barley (in husk), corn, oats, rice (in grain), rye (in grain), wheat (in grain) $0.87 Beans, rice (ground), potatoes 2.21 Barley, corn starch 6. 63 Crackers, sweet 6.64 plain : 2.21 Wheat flour 2.21 Potatoes, corn and rye flours 6.63 Fruits : Fresh apples, pears, and grapes 87 Dried, or in 1 Lquor or in simp 6. 63 Fish (salt or smoked) 2.21 Steel wire 6.63 Iron wire (galvanized) unmanufactured 87 Beer 2.21 Kerosene 2.21 Provisions: - ^ Hams, tongues 2.21 Lard and butter 2.21 Cheese 6.63 Vegetables, preserved 6.63 Wood manufactures: Common, such as boards, beams, and scantling of pine, oak, etc., for saw- ing into boards 87 Sawed, planed, or joined, fine, for musical instruments and cabinet work, veneers, barrels, pipes, or hogsheads, set up or iu part, staves, blinds, for doors and windows 2.21 Manufactured (not specified) billiard aud bagatelle tables with accessories, boxes, chairs, piano stools, carpenters' chests, planes, saddle-trees, furniture (common) of wood, cane, or straw 6. 63 Sashes, molding, trunks 1 11.05 Furniture, upholstered or of tine woods ll.Oii Appendix C. report on customs union. (As adopted by the Conference.) The Committee on Customs Union has made a careful study of the questions sub- mitted to its consideration by the International American Conference, iu reference to forming a customs union among the several nations of this contiueut. It ia generally understood by customs union the establishing among stivoral na- tions of a single customs territory, to wit, that the nations forming the union shall JtECIPRjOCltlr tSEATlES WITH Tfii: LAtlN AMERICAN STATES. 11 collect import duties on foreign goods, under substant-ally the &ame tariff laws; divide the proceeds thereof in a given proportion, and mutually receive, free of duty, their respective natural or manuiactured products. The acceptance of this plan would demand, as a previous requirement, a change in the fundamental laws of the countries accepting the union. Even after they were ready to make such changes, a great many other diflBculties, almost insurmountable, would have to be overcome; as, for instance, fixing the representation of each nation at the international assembly empowered to frame a common tariff and amend it in the future. The territorial extent, the populations, and the national wealth differ so much among the American Republics that if these conditions should be taken as the basis of representation at said assembly, the small States would not have suf- ficient protection for their interests ; and, if all the nations were admitted as sovereign on an equal footing, the large ones would be insufficiently protected. It might be necessary, to obviate this difficulty, to create two bodies, one representing the popu- lation and the other the States, in the manner in which a like problem was solved iu the Constitution of the United States of America. But this step would, in the opinion of the committee, require a partial sacrifice of the national sovereignty of the Amer- ican nations, and more radical changes in their respective constitutions than in their judgment they are willing to accept. If by customs union is meant the free-trade between the American nations of all their natural or manufactured products, which is, properly speaking, unrestricted reciprocity, the committee believes it is in principle acceptable, because all measures looking to'the freedom of commerce must necessarily increase the trade and the de- velopment of the material resources of the countries accepting that system, and it •would in all probability bring about as favorable results as those obtained by free- trade among the different States of this Union. But while the committee believes that such a union is at present impracticable as a continental system, among other reasons because the import duties levied on for- eign trade constitute the main sources of revenue of all the American nations, and such of them as are not manufacturing countries would thus lose more or less of such revenue, on which they depend in a great measure to defray their national expenses; while the manufacturing countries, such as the United States of America, would have to abandon, at least partially, the protective policy which they have adopted to more or less extent, and they do not seem yet prepared to change that system. Besides, a reciprocity treaty mutually advantageous between two contiguous coun- tries might prove onerous if extended to all as a continental compact, especially as the products of many of the American Republics are similar. Therefore, while these obstacles are in the way, it seems premature to propose free trade among the nations of this hemisphere. But although it is not easy, in the opinion of the committee, to reach at once unre- stricted reciprocity, that end might be obtained gradually and partially. The first and most efficient step in that direction is the negotiation of partial reciprocity treaties among the American nations, whereby each may agree to remove or diminish their respective import duties on some of the natural or manufactured products of one or more of the other nations in exchange for similar and equivalent advantages, as, if the mutual concessions were not equivalent, the treaties wonld soon become odious, and coiild not last but for a limited time, and would discredit the system. If after this has been tried for some reasonable time a good result should follow, as it is to be expected, the number of aKticles on the free list might be enlarged in each case, from time to time, until they attain, through the development of the natural elements of wealth, other sources of revenue or an increase of the existing ones, which would allow the contracting nations to reach unrestricted reciprocity or a free trade among Bome or all the American nations. RECOMMENDATION OF THK CONFERENCB!. Therefore the committee proposes : To recommend to such of the Governments represented in the Conference as may be interested in the concluding of partial reciprocity, commercial treaties, to nego- ciate such treaties with one or more of the American countries as it may be in their interest to make them, under such a basis as may be acceptable in each case, taking into consideration the special situation, conditions, and interests of each country, and with a view to promote their common welfare. REPORT OF THE International American Conference RELATIVE TO AN INTERCONTINENTAL RAILWAY LINE. MESSAGE FROM THE PRESIDENT OF THE UNITED STATES, TRANSMITTING J- letter of the /Secretary of State and report of the International Amei-i- can Conference relative to an international railway line. May 19, 1890. — Read, referred to the Committee on Foreign Relations, and ordered to be printed. To the Senate and House of Representatives : I transmit herewith a report of the International American Confer- ence, recently in session at this Capital, recommending a survey of a route for an intercontinental line of railroad to conriectthe systems of North America with those of the Southern Continent, and to be con- ducted under the direction of a board of commissioners representing the several American Republics. Public attention has chiefly been attracted to the subject of improved water communication between the ports of the United States and those of Central and South America. The creation of new and improved steam-ship lines undoubtedly furnishes the readiest means of develop- ing an increased trade with the Latin- American nations. But it should not be forgotten that it is possible to travel by land from Washington to the southernmost capital of South America, and that the opening of railroad communication with these friendly States will give to them and to us facilities for intercourse and the exchanges of trade that are of special value. The work contemplated is vast, but entirely practi- cable. It will be interesting to all and perhaps surprising to most of ws to notice how much has already been done in the way of railroad construction in Mexico and South America that can be utilized as part of an intercontinental line. I do not hesitate to recommend that Con- gress make the very moderate appropriation for surveys suggested by the Conference, and authorize the appointment of commissioners and the detail of engineer officers to direct and conduct the necessary pre- liminarj'^ surveys. Benj. Harrison. Executive Mansion, ;^ May 19 1890. 4 INTERNATIONAL RAILWAY LINE PROPOSED INTERCONTINENTAL RAILWAY. Letter from tli e Secretary of State. Department op State, Washington, May 12, 1890. To the President : I have the honor to submit herewith a plan for a preliminary survey for a railway line to connect the great commercial cities of the Ameri- can hemisphere. Ko more important recommendation has come from the International American Conference, and I earnestly commend it to your attention, with full confidence that prompt action will be taken by Congress to enable this Government to participate in the promotion of the enterprise. The resolutions of the Conference are accompanied by special reports concerning the transportation facilities that already ex- ist in the several American Eepublics. These reports comprise all the information that could be gathered upon this important subject, and will be found both interesting and authentic. Under the generous and progressive policy of President Diaz the railways of Mexico have been extended southward as well as north- ward and toward the two oceans. The development of the Argentine system has been equally rapid. Lines of track now reach from Buenos Ayres to the northern cities of that Eepublic, and nearly to the Bolivian boundary. Chili has a profi.table system of railroads from the mount- ains to the Pacific Ocean, and the completion of the tunnel that is now being pierced through the Cordilleras will bring Valparaiso within two days' travel of Buenos Ayres. In the other Eepublics similar enter- prise has been shown. Each has its local lines of railway, and to con- nect them all and furnish the people of the Southern Continent the means of convenient and comfortable intercourse with their neighbors north of the Isthmus is an undertaking worthy the encouragement and co-operation of this Government. In no other way could the Gov- ernment and the people of the United States contribute so much to the development and prosperity of our sister Eepublic and at the same time to the expansion of our commerce. A very important feature of the report, to which I especially direct your attention, will be found in the international declaration that the line of the proposed railway shall be forever neutral territory ; that the material necessary for the construction and operation of the road shall be admitted free of customs dues, and that its property and revenues shall be always exempt from all forms of taxation. This guaranty, having all the force of a treaty, will stimulate private and iDublic confi- dence, and thus lead to the investment of capital that might otherwise be reluctant and distrustful. It is pro])Osed that a survey to ascertain the best and most economi- cal routes be made under the direction of an international commission, and that the expense be shared by the several nations of the hemi- INTERNATIONAL RAILWAY LINE. 5 sphere in proportion to their respective populations. The share of the United States is estimated to be $65,000, and I would respectfully sug- gest the propriety of securing from Congress an appropriation for thai purpose. Three commissioners will be required to represent the United States upon the international board, and authority should be asked for the detail of officers of the Army and Navy to serve as engineers in conducting the survey. The headquarters of the commission, by a vote of the International Conl'erence, will be located in Washington, and it is proposed to invite the commissioners to meet h^e on the 1st of October next, or as soon thereafter as may be practicable, for the purpose of organization and initiating the work of tho survey. EespectfuUy submitted, James G. Blaine. REPORT OF THE COMMITTEE ON RAILWAY COMMUNICATION. CONTENTS. Pagfc Message of the President ... 3 Letter of the Secretary of State 4 Report of the Rail-way Committee 7 Report of the Hon. Juan F. Velarde, chairman .... 13 Reports of delegates upon the railways in their own countries : Argentine Republic 15 Bolivia 19 Brazil 25 Chili 27 Colombia 31 Costa Rica 34 Ecuador 43 Guatemala .. 47 Honduras -. 49 Mexico - -.t 52 Nicarauga - - .... . 54 Paraguay - - 55 Peru 58 Salvador 61 United States 62 Uruguay 80 Venecuela 81 APPE2WIX. Report to the Hon. H. G. Davis and Andrew Carnegie, United States Delegates, upon the railways of Spanish America, by Lieut. George A. Zinn, Corps of Engineers, U. S. Army 83 LIST OF MAPS. Western Hemisphere. United States, Mexico, and Central Amerioa. Mexico. Central America. South Amerios. 3 INTERNATIONAL AMERICAN CONFERENCE. EEPORT OF THE COMMITTEE ON RAILWAY COMMUNICA- TION. The International American Conference is of the opinion : First. That a railroad connecting all or a majority of the nations represented in this Conference will contribute greatly to the develop- ment of cordial relations between said nations and the growth of their material interests. Second. That the best method of facilitating its execution is the ap- pointment of an international commission of engineers to ascertain the possible routes, to determine their true length, to estimate the cost of each, and to compare their respective advantages. Third. That the said commission should consist of a body of engi- neers of whom each nation should appoint three, and which should have authority to divide into subcommissions and appoint as many other engineers and employes as, may be considered necessary for the more rapid execution of the work. Fourth. That each of the Governments accepting may appoint, at its own expense, commissioners or engineers to serve as auxiliaries to the subcommissions charged with the sectional surveys of the line. Fifth. That the railroad, in so far as the common interests will per- mit, should connect the principal cities lying in the vicinity of its route. Sixth. That if the general direction of the line can not be altered without great inconvenience, for the purpose mentioned in the preced- ing article, branch lines should be surveyed to connect those cities with the main line. Seventh. That for the purpose of reducing the cost of the enterprise the existing railways should be utilized as far as is practicable and com- patible with the route and conditions of the continental railroad. Eighth. That in case the results of the survey demonstrate the prac- ticability and advisability of the railroad, proposals for the construc- tion either of the whole line or of sections thereof should be solicited. Ninth. That the construction, management, and operation of the line should be at the expense of the concessionaires, or of the persons to whom they sublet the work or transfer their rights, with all due formal- ities, tUe coiiseiit gf tbe respective Q-oyerijmen^s being first obtained, II 12 INTERNATIONAL AMERICAN CONFERENCE. Tenth. That all materials necessary for the construction and opera- tion of the railroad should be exempt from import duties, subject to such regulations as may be necessary to prevent the abuse of this privilege. Eleventh. That all personal and real property of the railroad employed in its construction and operation should be exempt from all taxation, either national, provincial (State), or municipal. Twelfth. That the execution of a work of such magnitude deserves to be further encouraged by subsidies, grants of land, or guaranties of a minimum of interest. Thirteenth. That the salaries of the commission, as well as the ex- pense incident to the preliminary and final surveys, should be assumed by all the nations accepting, in proportion to population according to the latest official census, or, in the absence of a census, by agreement between their several Governments. Fourteenth. That the railroad should be declared forever neutral for the purpose of securing freedom of traffic. Fifteenth. That the approval of the surveys, the terms of the pro- posals, the i^rotection of the concessionaires, the inspection of the work, the legislation affecting it, the neutrality of the road, and the free passage of merchandise in transit, should be (in the event contemplated by article eighth) the subject of special agreement between all the nations interested. Sixteenth. That as soon as the Government of the United States shall receive notice of the acceptance of these recommendations by the other Governments, it shall invite them to appoint the commission of engineers referred to in the second article, in order that it may meet in the city of Washinton, at the earliest possible date. Juan Francisco Velarde. H. G. Davis. E. A. Mexia. Fernando Cruz. Jer6nimo Zelaya. Jacinto Oastellanos. Andrew Carnegie. Carlos Martinez Silva. Jos:]& Andrade. J. M. P. Caamano. F. C. C. Zegarra. E. C. Yaras. Manuel Quintana. J. G. DO Amabal Valentb. Jos]6 S. Decoud. H. Guzman. letter from the chairman of the committee. International American Conference, Washington, April 18, 1890. To the honorable President of the International American Conference : Mr. President : As an addition to the report made by the Committee on Railroads, I have the honor to transmit herewith to the table, for insertion as an appendix, the personal reports of the Delegations from Peru, Guatemala, Colombia, Costa Rica, Uruguay, Paraguay, Brazil, Honduras, Mexico, Bolivia, United States of America, Venezuela, Sal- vador, and Ecuador. The Delegations from Argentine and Nicaragua have offered to send in reports of their respective countries. Although deficient in some statistical data, the accompanying reports give a general idea of the present service of the railroads, the length of the lines in operation, those in course of construction and survey ; thus enabling one to appre- ciate the importance of the work realized up to date, and that what is needed to place in practical effect the beautiful idea of a continental railroad that will bind all the nations represented in the Conference. I entertain the conviction that the day is not far distant when the great work of a continental railroad will become a fact, and that the recommendation made by the Conference will have contributed power- fully towards its realization. I have no doubt that the measures for its survey and execution pro- posed by the Conference will receive the unanimous approval of all the Governments of America. Saluting the President with such gratifying motives, and reiterating to him the assurance of my most high and distinguished consideration, £ am Tour obedient servant, Juan Francisco Velarde. 13 RAILWAYS OF THE ARGENTINE REPUBLIC. The first line built was probably that from Rosario to Odrdoba, com- menced in 1863 and finished in 1870. In 1873 the Government finished the first section of the Transandine Eailway, 82 miles, from Villa Mer- cedes to Rio Cuarto. In 1875 the second section, from Rio Cuarto, 76 miles, was in operation. In 1880 were completed 59 miles, to the city of San Luis. In 1883, 75 more were finished, and La Paz became the terminus for the time being. In April, 1885, 80 miles were opened from La Paz to Mendoza ; a branch of 100 miles from Mendoza to San Juan was opened at the same time. " The total cost to the Government thus far, of the 472 miles, had been $13,000,000. From Mendoza to the Chil- ian boundary, through the Cspallata Valley, is 140 miles. The road runs at nearly double the elevation of the Central Pacific line across the Rocky Mountains. The Northern Central Argentine at Cordoba, connecting with the Central and extending northward to Salta, is a narrow-gauge road of 340 miles, and was continued through the prov- ince of Jujuy. In 1885 three railways were opened for traffic — the Mercedes, Andine Bast Argentine, and Campana lines. The Tucuman line was to be completed in 1876, when there would be in all ten railroads with a total of 2,260 kilometers, or 1,404 miles, in operation. The Andine line was leased to a private person for four years with the condition that he should receive 80 per cent, of the gross receipts for the first three years and 75 per cent, for the last year. The Central Argentine, which opened in 1870, earned in 1875 a surplus of $161,000 in addition to the guarantied interest of 7 per cent on the capital stock. That surplus was paid over to the Government. In 1886 there were in operation 6,152 kilometers, of which 1,877 were national, 1,104 provincial, and 3,160 private property. There were consequently added to the 2,318 kilometers existing in 1880, during the last five years, 3,834 kilometers. The total cost of the lines exist- ing in 1885 was about $1,000,000,000, or an average of about $33,330 per mile. The gross earnings of all the railroads in 1885 were $416,150,894 ; the net earnings were $6,489,701; the percentage of net earnings were 7.32 against 5 in the United States, and 4J in England, and 4^ in Ger- many and France. E. L. Baker, esq.. United States consul at Buenos Ayres, in a report of December 17, 1886, says : As showing the progress which railway construction has been making in the Argen- tine Republic, I may say that in October, 1880, the total number of kilometers was 15 16 INTERNATIONAL AMERICAN CONFERENCE. 2,318, of which 810 belonged to the national Government, 848 to the proyinoial gov- ernment of Buenos Ayres, and 1,104 ■were in private hands. There are now 6,152 kilometers in the Republic, of which 1,877 belong to the nation, 1,104 to the pro- vincial governments, and 3,161 to private companies; a gain of about 3,834 kilo- meters in a little over five years. Mr. Vilas, secretary of legation at Buenos Ayres, in a report to Department of State, dated July 22, 1889, says : I forward herewith certain fignres taken from the report upon the railways of the Argentine Republic for the year 1888, prepared by Mr, Cortinez, under the direction of the national railway board recently created. * « * Amount of railway capital in country in 1888, $220,746,247 ; gross earnings, $26,- 526,707 ; vrorking expenses, $15,529,993 ; net earnings, $11,500,000. Net earnings of Argentine railways for 1888. Railways. Capital. Ketums. Expenses. Net. Buenos Ayres and Rosario Primer Entre Kiano Central Argentine East Argennne Argentine Groat Western . Central Northern Province of Baenos Ayres . Andine Central Entre Riano Baenos Ayres Northern . . . Eusenada' Great Southern Oeste Santa Fecino Santa F6 Colonies Northwestern Argentine . . 330, ODD 153, 839 648, 000 989, 615 984, 800 990, 342 474, 283 366, 565 000, 000 991,487 681, 885 320, 000 000, 000 839, 088 273, 920 $3, 312, 882 153, 839 3, 815, 325 271, 185 897, 791 2, 367, 941 4, 867, 550 441, 024 261, 394 735, 325 1, 152, 791 6, 172, 033 277, 015 801, 946 12, 267 $1, 577, 280 10, 453 1, 798, 113 269, 882 1, 366, 774 1, 594, 638 2, 873, 622 284, 182 278, 235 365,854 552, 843 2, 782, 847 336, 903 615, 256 12, 267 $1, 735, 603 652 2,017,212 1,303 773, 303 1, 993, 928 156, 842 369, 471 599, 948 3, 389, 186 186, 690 The following loans were made: Argentine Great Western, $468,983.51; Central Entre Riano, $16,841.43; Oeste Santa Fecino, $59,888.65; total loans, $545,713.58. The rate of returns upon capital is as follows : Lines. Rates of returns. Lines. Rates of returns. Per cent. 7.04 0.35 10.82 0.26 2.86 7.86 Pacific Railway Per cent. 2.16 Andine Northern Railway 3.06 12.35 8.96 8.41 Santa F6 Colonies 1.90 The number of passengers carried in 1888 was 9,681,233 ; tonnage of goods, 3,937,534. United States Consul Edward L. Baker, under date of December 13, 1889, furnishes the following on railways in the Argentine Eepublic : There continues to be a great movement throughout the Argentine Republic in the construction of railways. So great are the number of new concessions granted by the national Congress and by the different provincial legislatures ihat I find it impos- sible to name them all. Up to the meeting of the last Congress there were national concessions for seventeen different lines, of which thirteen enjoy the guaranty of tbe Government. These guarantied lines represent a total length of 7,961 kilometers (4,975 miles), and the aggregate length of the other lines 1,272 kilometers (795 miles), making a total of 5,770 miles. Among them are the following, viz : The Chaco and Tartagal Railway, the Reconquista and Formosa (Chaco) Railway, the Bahia Blanca and Villa Mercedes Railway, the San Jnan and Salta Railway, the Chnm- INTERNATIONAL AMERICAN CONFERENCE. 17 bicha, Tinogasta and Andalgala Railway, the Goya and Monte Caseros Railway, the Resistencia and Metan Railway, the San Cristobal and Tucuman Railway, etc. A line from San Juan to Cabra Corral, in Salta, is being surveyed, as also one from Mendoza to San Rafael ; also the line from Cobos to Salta via Lagunilla, and several others of less prominence. The following roads are in the course of construction, to wit, the extensions of the Northern Central, the road now being opened beyond Tucuman as far as Chilcas, The branches from Dean Fumes to Chilicito, and from Chumbicha to Catamarca have the road-beds completed, and the track-laying has commenced. Beyond Chilcas towards Salta and Jujuy the work is still progressing, but there are many engineer- ing difficulties to overcome, and not much has yet been accomplished. The line from Buenos Ayres to Mercedes, which is a link of the Transardine Railway, is now com- pleted and opened to traffic, thus giving a through line from Buenos Ayres as far as Mendoza. "Work continues to progress on the line from Mendoza towards Valpa- raiso, Chili, some of the track having already been laid, and by the end of the yeai it is expected that the Uspallata Pass of the Andes will be reached. For the con- struction of the railway from Monte Caseros to Corrientes and Posadas in the Misionea the necessary materials are now being received, and the work has commenced. The new line from Rosario via Sunchales to Tucuman is being rapidly pushed forward, and the rails are laid for 50 or 60 miles beyond Sunchales. The last session of the Argentine Congress, in response to the recommendations of the President, made a very firm stand against the granting of any more charters or concessions vrith Government guaranties, and the fact that numerous applications were made for new lines without such guaranties shows that the condition of the coilntry is now so promising that capital is ready to embark in such enterprises with- out Government aid (December 18, 1889). Consul Baker's last report (December 22, 1889) says: Railways, however, are rapidly extending themselves in nearly every part of the Argentine Republic. There was never before known such a push to obtain conces- sions or charters for new lines as has been the case during the last year, the National Government indiscriminately with the provincial governments being appealed to by the applicants. A year ago the Government expressed its determination to grant no more concessions which carried with them a guaranty on the part of the nation that if the enterprise did not pay a certain per cent, the Government would make good the difference ; but, during the recent session of Congress, several new lines were char- tered with this provision. The total length of all the railways in the Argentine Republic now amounts to 7,700 kilometers, an increase since the previous year of 958 kilometers. There are now in process of construction as follows : Description. Length. Description. Length. By the Government : From Chambicha to Catamarca . . . From Dean Fun68to Chilicito Kilometer*. 65 415 124 64 800 192 1,070 183 By the provincial governments — con- tinned. From La Plata to Rio Santiago . . . Kilometer*. 8 109 From Nogoya to Victoria 50 By private parties vrith Government gnaranty : Section of Northeast Argentine... 105 From Santa F6 provincial roads. . By private companies, without guar- anty: Cordoha to Santa F6 444 282 By the provincial governments : From Nneve de Julio to Trenque- Canada de Gomez and Las Terbas . Canada de Gomez and Pergamino. 127 141 610 From Riachuelo to the maritime Total 4,79» S. Ex. 125—2 » 18 IKTERKATIONAL AMERICAN CONFERENCE. During the year the railways of the country transported 8,373,500 passengers and 3,950,000 tons of cargo, against 7,173,500 passengers and 3,866,523 tons of cargo the previous year. The railways in operation have 602 locomotives, 912 coaches for passengers, and 14,324 cargo wagons, and thej fepreseut a capital of $193,000,000. During the year 1888 the National Government paid out of its treasury for guaran- ties to railways the sum of |3,000,000 in gold. The President, however, in view of the fact that some of the guarantied railway companies persistently neglect to keep their roads in proper condition and are without the necessary equipment to transact the business for which they were chartered, has just issued an order suspending the payment of any further guaranties until they conform to the law in these respects. It is not deemed necessary here to give a list of the various railways which have recently been chartered, but which have not yet been " floated,'' or whose surveys have not yet been completed. Owing to the present financial condition of the country, the construction of some of these will probably be postponed for the present. For the same ::eason the National Congress, at its recent session, failed to act upon another large "batch" of projected railways, but left them for future cotsideration RAILWAYS OF BOLIVIA. report of juan f. velarde, delegate from bolivia.* Memorandum on Railroads in Bolivia. The Eepublic of Bolivia, with a population of 2,500,000, has an area of 55,000 square leagues, or 275,000 square kilometers. Situated in the center of the South American continent, it is bounded on the north and east by Brazil, on the southeast by the river Paraguay and the Eepublic of that name, on the south by the Argentine Republic, on the southwest by Chili ; on the west by the Pacific Ocean and Peru. The eastern part is level, as if it were a continuation of the Argen- tine pampas, which extend as far as the plains of Venezuela, forming forests, prairies, and fields of extraordinary tropical fertihty. The western part is mountainous, having a mild or cold climate, ac- cording to the height of the valleys, broken country, or table-lands, where the principal settlements of the Republic are located. The Andes range, which forms this region, divides in latitude 22° south, and enters the Bolivian territory in two sections, the western or coast range and the eastern or principal range, from which latter sep- arate several branches, running inland until they are lost in the plains of the east. Between these two ranges is found the high Inter- Andine table-land, with an average altitude of 12,000 to 13,000 feet above the level of the sea, at the northern end of which is situated the great lake Titicaca, and toward the southern or central region Lake Poopo, which receives the waters of the former by means of the river Desaguadero. The ex- tent from north to south of this table-land is about 150 or 200 leagues, with a width from east to west of from 20 to 50 leagues. It is connected on the north with the plateaus of Puno in Peru, and on the south with those of the Argentine Republic. In these regions are found the richest mines of silver, copper, tin, gold, and other minerals. The central location of Bolivia has retarded the development of its railroads, since it has been obliged to wait until the lines of the neigh- boring countries should approach its own frontiers before undertaking their extension, as in the case of those from Mollendo to Puno and from Arica to Tacna, in Peru, which still remain idle within their respective limits, and that of the Central North Argentine Railway, which is now nearing Jujui, with every probability that it will be extended as far as the Bolivian frontier. Topographical and financial diflOiculties for a long time prevented the * Translation. 19 20 INTERNATIONAL AMERICAN CONFERENCE. construction of the railway from Antofagasta to the interior, bat they have lately been overcome by the Huanchaca Company, of Bolivia, which has succeeded in completing the narrow-gauge railroad between Anto- fagasta and Uyuni, with an extent of 600 kilometers. The same com- pany has contracted for the extension of this line to Oruro, which is considered a distance of 320 kilometers. The Government guarantees 6 per cent, interest on the capital invested, which is estimated at £500,000 sterling. The configuration of the territory of Bolivia, and its vast area, give origin to three channels of communication j by way of the Pacific, the river La Plata, and the Amazon, respectively, each one of which is the outlet for a particular region possessing resources of its own of great value, which will rapidly develop as soon as transportation is made cheap and easy by the construction of railroads. The communications by the Pacific are obtained : (1) by Antofagasta Kail way ; (2) by the Arica Eailway ; (3) by the MoUendo Eailway. (1) The Antofagasta Eailway, which had to contend against the ob- stacle presented by an uninhabitable desert, has become practicable on account of the narrow-gauge railway (75 centimeters), which runs from that place to Uyuni, as has been stated, Uyuni is at a distance of 25 kilometers from the rich mines of Huanchaca, 200 kilometers from the city of Potosi, 300 kilometers from the capital, Sucre, and 320 kilometers from Oruro. The line crosses a very rich mineral region of much promise. Its pro- longation to Oruro, with a branch line to Potosi, will tend to further develop the mineral production, which to-day is quite considerable. (2) The Arica Eailway runs a line as far as Tacna (47 miles), whence it is intended to build another to Corocoro and La Paz (about 400 kil- ometers). This work requires an immense capital, since the road has t,o ascend the coast range at its steepest part. Traffic is at present carried on by means of mules. This line is connected with the depart- Taents of La Paz, Oruro, and Cochabamba, to whose commerce it gives «?reat facilities on account of being the shortest road. (3) The Mollendo Eailway, open to traffic since 1870, has the use of a line which leaves that port, runs through Arequipa, and ends in Puno, covering a distance of 522.96 kilometers, or 320 miles. Bolivian traffic makes use of this railroad in connection with naviga- tion by steamer on Lake Titicaca and the high-road from Chililaya to La Paz, 14 leagues. The Peruvian bond-holders, to whom that railroad has been granted, have obtained concessions from Peru as well as Bolivia to extend it as far as La Paz, whence within a short time a road will be run to Oruro, 250 kilometers, in order to form a junction there with the Antofagasta road. It is intended to run a branch line from Oruro to the fertile de- partment of Cochabamba, a distance of 200 kilometers. The Bo.ivian part of the railroad from Puno to La Paz extends 150 INTERNATIONAL AMERICAN CONFERENCE. 21 kilometers from the Desaguadero. The nation guarantees 6 per cent, on the capital invested. The communications with the river La Plata are carried on by means of the Northern Central Argentine Eailroad and by the river Paraguay and the high-road to Santa Oruz. The extension of the Northern Central Argentine Railroad has al- ready reached Salta and will soon go as far as Jujui, from which place it will be extended to the Bolivian frontier, the Argentine Government having granted a concession for this. It will then be an easy matter to join this line with the Andine of Bolivia by extending it either to Uyuni or to Potosi, in either case a distance of not more than 500 kilometers. It is proposed to run two railways from the river Paraguay, one from the Gaiva to Santa Cruz de la Sierra, running through the province of Chiquitos, over some 750 kilometers of level country, and another from Bahia Negra to Sucre, with a branch to Santa Cruz, 750 kilometers in level country and 500 in mountainous and broken country. With these two railroads and another contemplated between Paran4 and Tarija, communications will be opened with the river La Plata. The extensive eastern region of Bolivia, rich in all kinds of tropical products of superior quality, such as coffee, cocoa, sugar, cotton, rice, tobacco, etc., and likewise in gold ore, offers a> wiae field for industry, commerce, and immigration. The northern region, which is of wonderful fertility and is irrigated by the rivers Guapor6 Henes, Mamor6, Beni, and Madre de Dios and their numerous navigable branches, which all unite to form the river Madera, the principal tributary of the Amazon, in order to enjoy the full benefits of steam navigation and the products of civilization, re- quires the construction of a railroad from the Madera to Mamor6 so as to avoid the rapids which interfere with navigation on these great rivers ; said railway will be, at most, 180 miles long. The survey of this road has been in the hands of a commission of engineers appointed by the Brazilian Government, and its cost has been estimated at not more than $6,000,000 in gold. In connection with this railroad, and in order to make communications between the navigable rivers and the cities of the interior of Bolivia, it will be necessary to construct the following supplementary lines : I. From Rio Grande, a tributary of the Mamor6, to Santa Cruz de la Sierra, 150 kilometers, through level country. II. From the river Chimor6 or Upper Mamor6 to Cochabamba, 250 kilometers, through broken and mountainous country. III. From the river Beni to La Paz, about 500 kilometers, through broken and mountainous country. Workmen, provisions, and timber for the construction of these rail- roads are found in abundance in the respective departments of Santa Cruz, Cochabamba, and La Paz, which will derive great benefit from them. It is estimated that the freignt on the materials for these railways, to- 22 INTERNATIONAL AMERICAN CONFERENCE gether with that on the steamers and machinery which will have to be imported for the rivers of Bolivia, outside of the regular commercial traffic, will suffice to give life and impetus for the first few years to the Madera and Mamor^ Eailroad, whose importance may be compared, without exaggeration, to that of the railroad of the Isthmus of Panama. SUMMARY. There is in operation the narrow-gauge railway from Antofagasta to TJyuni, 610 kilometers, whose dividends exceed the guarantee of 7 per cent, interest. There is under survey and construction the railway from Uyuni to Oruro, 320 kilometers, with a guarantee of 6 per cent, interest, and a term of two years for its completion. There is under survey a railway to be constructed as soon as the Peruvian section is completed from Puno to the Desaguadero, running from the latter point to La Paz, 150 kilometers, with a guarantee of 6 per cent, interest. There are in contemplation : Kilometers. The railway from La Paz to Oruro 250 The railway from Oruro to Cochabamba 200 The railway from Uyuiii to Potosi 200 The railway from Uyuni to La Quiaca, on the Argentine frontier 500 The railway from the river Paraguay to Santa Cruz 750 Its prolongation to Suere 750 The rai 1 way from the Argentine Paran{£ and its prolongation to Tarij a 300 From Rio Chimor6 to Cochabamba 250 From Rio Beni to La Paz 500 For illustration there is appended the law of railroads, and several drafts of concessions sought from the government, and a map of the Republic of Bolivia. Juan Eranc" Velarde. LEaATioN OF Bolivia, Washington, February, 1890. ACT RELATING TO RAILROADS. Be it enacted by the Chamber of Deputies : Art. 1. That the Huanchaca Company, of Bolivia, is guaranteed an annual interest of six per cent., for a term of twenty years, on the capital which it may invest in the construction of the railway from Uyuni to Oruro. This guarantee shall be obligatory from the time that the rail- way reaches Oruro. Art. 2. The estimate and cost of the line shall be verified by the na- t onal engineer corps. Art. 3. The company constructing the railroad shall open it to the public in Oruro withio two ;f ears from the 1st of January, 1890, paying, INTERNATIONAL AMERICAN CONFERENCE. 23 in case it should not then be completed, the fine of four hundred thou- sotud Bolivian dollars. Art. 4. The same annual interest of six per cent, is guaranteed, for 4iwenty years, on the capital employed in the construction of a railway from the city of La Paz to the Peruvian frontier in the Department of Puno. Art. 5. The same interest is guaranteed, for twenty years, on the capital invested in the construction of the railroads from banks of the river Paraguay and the Argentine frontier to Santa Cruz, the Beni, Tarija, and Sucre. This concession refers only to the propositions presented to the legis- lature in 1889. Art. 6. There is hereby granted to the companies constructing the railroads one square league of ground for each league of track laid ; this ground to be in alternate lots, the remaining lands continuing to be Government property. Art. 7. In case those companies should prefer the granting of lands they will not be entitled to the money guarantee. Art. 8. The stipulations of responsibility for the payment of the granted guarantee shall not in any case affect the present national in- come. Art. 9. All further stipulations bearing upon the present act are left to the power of the executive. Let this be sent to the Senate for its action. The Hall of the Chamber of Deputies in La Paz, October 27, 1889. Jbnaro Sanjini^s, President. Marco D. Parades, Secretary. Oasto EomIn, Secretary. Aniceto Aroe, Constitutional President of the Republic : Whereas, the National Congress has authorized the following act : Be it enacted by the National Congress : That Mr. W. H. Christy is authorized to build a narrow-gauge rail- road from the Desaguadero to the city of Oruro, with the following stipulations : 1. The railway of the Titicaca Company shall start from the highest navigable point of the river Desaguadero and run to Oruro, over the surveyed route approved by the company. 2. The road shall be a narrow one, with a gauge of 1 meter, with steel rails and ties ; the rails shall weigh 30 pounds per meter, and the ties shall be placed at intervals of 800 millimeters. The locomotives gball weigh 15 tons, having a draught power of 400 tOftS apd ^ ui%M\ 24 INTERNATIONAL AMERICAN CONFERENCE. mum speed of 30 miles an hour. The rolling stock shall con*ist of one hundred and fifty cars and four locomotives. 3. This railroad shall be for freight, but it shall also transport pas- sengers, for which it shall make use of suitable material. 4. The examination of the preliminary surveys shall be begun in the month of May, 1890, and shall be submitted for the approval of the Government on or before the expiration of ten months. The final work shall be begun three months after the Governmeut has notified the company of its approval of the plan and surveys made. After the expiration of this period, the concession shall be repealed. 5. The company shall be bound to carry the mail-bags gratis, to lower the price of transportation for Government employes 50 per cent., and and for government troops and materials 70 j)er cent. 6. The Government shall grant to the company, with full unincum- bered title, all the land necessary for the road, its stations and neces- sary adjuncts, as determined in the respective plans. 7. The comj)any shall always have the right of alienating the railroad owned by it, without being subject to other restrictions than those set forth in the act, provided that the Government be i^reviously notified, which shall, conditions being equal, have the right of preference. 8. The passenger and freight tariff" shall be fixed by the company, after its approval by the Government. 9. All materials destined for the construction and use of the railroad and its stations and other adjuncts shall be free from Government and municipal {Octroi) duty. 10. The employes of the railroad shall be exempt from service in the army and the national police. 11. The Bolivian Government, after the final work on the railroad is over, shall not grant any concession for another railroad through this same route, unless at a parallel distance of 15 miles. 12. The railroad of the Titicaca Company shall be opened to the pub- lic in sections of five leagues, according to the proscriptions and for- malities of the law, the entire road being completed twenty months from the time the work was begun, or before that if possible. Let this be forwarded to the Executive. The Hal' of the National Congress, La Paz, October 31, 1889. Serapio Eeyes Ortiz. Jenaro Sanjinies. Emeterio Cano, 8. Secretary. Marco D. Par]&des, D. Secretary. Therefore I promulgate it, that It may be and act as a law of the Ee- public. Government Palace, La Paz, November 16, 1889. Anioeto Arce, Minister of the Interior and Indmtry.. RAILWAYS OF BRAZIL. bepobt of j. a. do amabal valente, delegate fbom bbazil." Delegation of Brazil, Washington, February 27, 1890. Sir : I have the honor to present to your excellency the accompany- ing synopsis containing a statement of the number and length of the railroads of Brazil, and of the capital therein invested. I take this occasion of expressing to your excellency the assurances of my distinguished consideration. J. Gr. DO AmARAL YALENTE. Hon. r. F. Velarde, Chairman^ Committee on Railway Communication. Bailroad system of Brazil, corrected to January 1, 1888. Bailroads. Madeira-Mamor6 (Estado do Amazona) Belem-Bragan§a (Estado do V&r&) Camocim-Sobral (Estado do CearA) Baturit6 (Estado do Ueard) Natal Nova Cruz (Estado Eio Grande do Norte) Conde d'Eu (Estado Parahyba) Eecife-Palmares (Estado de Pemamlitico) Recife- Litnoeiro- Tim bduba (Estado de PemambTico) . Eecife-Camani (Estado de Pernambuco) Recife Caxang^ (Estado dePemambnco) Eecife-OltndaBeberibe (Estado de Pernambuco) Palmares-San Francisco (Estado de Pernambuco) Elbeirao Bonito (Estado de Pernambuco) Itatibense (Estado de Alagoas) Maci6-Imperatriz (Estado da Alagoas) Paulo-Aifonso (Estado da Alagoas) JaraquA-Bebedonro (Eatado da Alagoas) Bahia-Alagoinbas (Estado da Babia) Alagoinhas-Timb6 (Estado da Bahia) Alagoinhas-San FraDcisoo (Estado da Bahia) Central Bahia (Estado da Bahia) Santo- Amaro Tacii ( Estado da Bahia) Nazareth Santo Antonio ( Est ado da Bahia) CaraveUas-Philadelphia (Estado da Bahia) Victoria-Natividade (Estado da Bahia) Itapemerim- Alegre (Estado Eio de Janeiro) Campos-Carangola (Estado Rio de Janeiro) •Campos S. Sebastiao (Estado Eio de Janeiro) Macah6-(I!ampos (Estado Rio de Janeiro) Santo Antonio de Padua (Estado Rio de Janeiro) San Fedelis (Estado Rio de Janeiro) Estrado de Ferro Central (Estado Rio S. Paulo, Minas) Estrado de Ferro Central (Estado Rio S. Paulo, Minas) Rio do Ouro (Estado do Rio) Rio de Janeiro-Mag6 (Estado do Rio) Corcovado (Estado do Eio) Principe do GraS Pari (Estado do Eio) Santa Izabel do Eio Preto (Estado do Eio) Capital. Francs. 24, 500, 000 14, 900, 000 25, 300, 000 25, 900, 000 19,975,0 1 18, 333, 883 46, 816, 479 15, 437, 328 22, 000, 000 3, 580, 000 1, 400, 000 120, 000, 000 1, 685, 393 1, 200, 000 12, 788, 326 14, 300, 000 700, 000 44, 943, 820 7, 443, 820 38, 200, 000 38, 514, 357 6, 741, 573 3, 511, 236 33, 707, 865 30, 600, 000 4, 494, 382 33, 707, 865 1, 685, 393 33, 707, 685 5, 000, 000 270, 855, 360 45, 000, 000 3, 271, 999 5, 617, 977 1, 713, 674 18, 258, 427 12, 668, 539 Length in kilometers. In opera- tion. 4 ' Translation. 59 129 111 121 121 125 96 76 20 12 146 116 10 123 83 322 299 36 34 142 70 223 18 96 93 725 61 65 28 4 92 7i Build- ing. 20 26 Under survey. 330 150 500 38 131 3 218 208 84 56 34 Total. 330 209 217 195 121 139 125 142 111 20 12 646 60 19 88 116 10 123 83 453 302 36 172 393 218 278 307 18 189 76 725 164 65 88 4 92 74 85 26 INTERNATIONAL AMERICAN CONFERENCE. Bailroad system of Brazil, corrected to January 1, 1888 — Continued. Kailroads. Capital. Length in kilometera. In opera- tion. Build- ing. Under survey. Total 93 86 56 63 6 40 36 38 29 46 1,204 170 61 377 242 739 232 139 531 376 283 242 52 264 36 9 20 9 111 116 643 283 210 176 43 Eezende Ar6a8 (Estado do Eio) Ramal de Cantagallo (Estado do Eio) Santa Anna (Estado do Rio) ■ Unlao Valenciana (Estado do Rio) Rodero Vaasour as (Estado do Rio) Baruo Araniama (Estado do Rio) Rio das Flores (Estado Riode Janeiro) Alcautara-MaricA (Estado Riode Janeiro) .- Ramal Banalalense (Estado Rio de Janeiro) Mage Tberesopolis (Estado Rio de Janeiro) Leopoldina-Cantagallo (Estado Rio de Janeiro) Minas-Rio (Estado de Miuas Gfraes) Juiz de Fdra-Piau (Estado de Minas Geraes) Oeste de Minas (Estado de Minas Geraes) Pitangui (Estado de Minas Geraes) Mogyana (Estado de Sao Panlo) San Paulo- Rio de Janeiro (Estado de Sao Paulo) Santos- Jundiahy (Estado de Sao Paulo) Araraquara Rio Grande (Estado de Sao Paulo) Sorocabana (Estado de Sao Paulo) Itiiana (Estado de Sao Paulo) Paulista (Estado de Sao Paulo) Bragantina (Estado de Sao Paulo) San Carlos do Pinhal (Estado de Sao Paulo) Eio Pardo (Estado de Minas Geraes) Taubat6-Trememb6 '. San Paulo Santo Amaro (Estado de Sao Paulo) Santos S. Vicente (Estado de Sao Paulo) Paranagua-Coritiba (Estado do ParauA) Dona Tbereza Christina (Estado de Santa Catherina) . Taquary-Uruguayana (Estado do Rio Grande do Sul). Eio (Grande Bag6 (Estado do Rio Grande do Sul) Bag6-CaceQui (Estado do Rio Grande do Sul) Quarahinj-Itaqui (Estado do Rio Grande do Sul) Porto- Alegre Nova Hamburgo (Estado do Eio Grande do Sul Total France. 6, 179, 775 5, 000, 000 8, 400, 000 4, 494, 382 350, 000 2, 250, 000 1, 966, 000 2, 300, 000 2, 27.5, 000 5, 618, 000 liO, 449, 438 43, 525, 992 5, 056, 180 13, 960, 674 16, 853, 933 56, 460, 674 29, 957, 865 68, 664, 170 55, 000, 000 33, 707, 865 5, 765, 730 56. 179, 775 6, 516, 854 14, 044, 014 2, 200, 000 600, 090 1,200,000 600, 000 50, 000, 000 18, 253, 184 102, 900, 000 41, 814, 831 25, 000, 000 19, 975, 031 10, 000, 000 1, 555, 916, 159 12 297 170 52 218 551 232 139 222 220 242 52 264 36 9 20 9 111 116 262 280 9 103 188 110 40 112 3 40 56 242 531 44 23 269 216 8,486 1,398 3,597 13, 481 J. AuGUSTO DA Costa, Secretario do DelegagaS do$ JEitadot Unidot do BratiL THE RAILWAYS OF CHILL report of emilio c. varas, delegate from chill'' Legation of Chlli, Washington, January 9, 1890. DiSTiNauiSHED Colleague : In reply to your favor of the 7th, which I received to-day, and according to the desire therein expressed, I enclose a part of the Statistical Synopsis of Chili in which you will find a list of the railroad lines constructed in Chili and those under con- struction, together with a table of the length of each in kilometers, and of the points or places which they connect. To the railroads in construction mentioned in the Synopsis, are to be added the two which in a short time will unite the Central Railroad of Chili and the railroads of the Argentine Republic, and which are being at present constructed between the Andes (Chili) and Mendoza (in the Argentine Republic), and between Zumbel (in Chili) and Bahla Blanca (in the Argentine Republic). The laying of another line is at present contemplated between Val- paraiso and Santiago, and the plan of a railroad between Serena and Tarapac^ is being prepared, to which end the Government has asked from Congress the funds necessary. This line will connect with the Central Railroad which already runs to the southern extremity of the Republic. In the same synopsis you will find the data relating to the cost of construction, transportation of passengers, carriage of freight, etc., of the railroad lines of the State. As for plans, proposals, and estimates relative to all these railroad lines, they do not exist, as you will suppose, in the records of this le- gation ; they are to be found in the archives of the Direction of Public Works of Chili, and it would not be easy to get them here. I hope, however, that they will not be necessary to the purpose of your com- mittee. With expressions of my most distinguished consideration, I am, your obedient servant, B. 0. Yaras. Hon. Juan Francisco Velarde, U. E. and M. P. of Bolivia, present. * Tranalatiott. 87 28 INTERNATIONAL AMERICAN CONFERENCE. [Extract from the statistical and geographical synopsis of Chili.] Department of Industry and Public Works, promotion of industry. The development of ind ustry is being rapidly promoted. The National Societyof Agriculture of the capital, and the Southern Agricultural So- ciety, the Agricultural Institute by its principal branches of general agri- culture, and the practical schools for its teaching and application, estab- lished in the towns of Santiago, San Fernando, Talca, Chilian, Oon- cepci6n. Vicuna, and Salamanca are all working for this end. The mining industry is receiving equally close attention from the National Miners' Association and the practical schools of this branch kept up in Santiago, Oopiap6, and Serena. There is also in the capital a Society for the Improvement of Manufactures, a School of Arts and Trades, and a Bureau of Architecture, devoted to the promotion of manufacturing interest, building, etc. Line8 of railroads of the State now in operation. Kilo- meters. Average cost per kilometer (gold). Total cost. Santiago to Valparaiso — Andes Branch Santiago to Curic6 • Palmilla Branch CTiric6 to Chilian C hUlAn to Talcahuano San Kosendo to Angol Santa Fd to Los Angeles Angol to Traign6n Renaico to Fort Victoria Kobleria to CollipnUi Chanaral to the mineral springs, Animas and Salado 187.0 45.0 185.0 39.0 210.9 187.5 73.0 22.0 72.0 75.0 42.0 60.0 $69, 781 22, 783 32, 171 9,820 28, 412 26, 436 28, 070 28, 070 55. 982 55,982 6,842 $13, 049, 473 1, 025, 236 5, 951, 635 422, 260 5, 994, 932 4, 956, 750 2, 049, 110 617, 540 4, 030, 704 4, 108. 650 350,620 Movement of passengers, freight, and baggage in 1887. Classes. Passengers. I^eight. Value of Nmnber. Valne. Weight. Valne. baggage. Pirst . 1, 112, 597 802, 354 643,359 $793,630.25 638, 300. 00 468, 909. 05 Metric cwt 5, 026, 714 4, 737, 339 3, 637, 939 $1,114,224.46 1,675,518.49 1, 122, 943. 26 $88, 308. 82 68, 443. 28 Third 63, 925. 75 Total 1887 2, 458, 310 1,900,839.30 13, 401, 992 13, 062, 575 3, 912, 986. 21 3, 691, 727. 24 220, 677. 85 Total 1886 234, 106. 31 339,417 221, 258. 97 13, 428. 46 The total receipts of the railroads of the State in 1887 were $6,349,- 621.30 ; the expenses amounted to $4,197,250.66, leaving a clear gain of $2,162,370.64. INTERNATIONAL AMERICAN CONFERENCE. 29 The private lines of railroads in operation are, commencing from the north : Eilometera. From the port of Arica to the city of Tacna 63 From the port of Pisagua to Tres Marias, 90 kilometers, and branches to Agaa Santa and Piiutunchara with sidings 106 From that of Iquique to Tres Marias, 109 kilometers, to Virginia, 31 kilometers, 82 branches to Bodegas with sidings 194 From that of Patillos to Salitreras de Sur 93 From that of Mejillones del Sar to the Cerro Gordo mine 29 From that of Antofagasta, via Salinas el Dorado to the village of Calama, con- tinuing eastward in the direction of the borate deposits of Ascot^n on the frontier of Bolivia, and which is to continue some kilometers into the inte- rior of this state to the rich silver mine of Huanchaca 440 From that of Taltal to Cachiyuyal or El Refresco ^ 82 From that of Caldera to the city of Copiapd, branching at the mines of Puqnioa to San Antonio de Apacheta and to Chanarcillo or Juan Godoy 242 From that of Lower to Upper Carrizal, via BaranquiUa and Canto del Agaa, 36 kilometers, and thence 45 more to the Cerro Blanco Mine on the east 81 From that of Coquimbo to the city of La Serena and La Compania 15 From the same to the city of O valle with branch to Panulcillo 123 From that of La Serena to Elqui, or to the village of Rivadavia east of the city of Vicuna 78 ,From that of Tongoy to the mine of Tamaya.-.. 55 From that of Laraquete, in the bay of Arauco, to the coal mines of Quilachau- quin and Maquegua 40 Total 1,641 Or 1017. 4 miles. RAILROAD LINES UNDER CONSTRUCTION. The Congress has recently approved a contract made by the Execu- tive with Mr. Newton B. Lord for the construction of the ten lines here- after mentioned upon the basis of an estimated sum. The total cost of these works amounts to the sum of £3,542,000 ster- ling, including in this sum the 13 per cent., to which the excess over the value of the estimates first made amounted. Only the lines and their distances in kilometers can be noted here, and not the cost of each, because it is not yet known what changes can be made, either in their length or in the al teration of the gauge from wide to narrow, and vice versa. If, for example, the line from Victoria to Osorno be taken, the. cost much exceeds the estimates. The average cost per kilometer, including equipment, etc., is about $27,000, more or less. Thirteen per cent, may be taken as the average excess of cost over that first estimated ; thus, for instance, there are lines, the actual cost of which has been 8 per cent., 13 per cent., and in the case of that bej ween Oonstitucion and Talca, 28 per cent, over the original estimate. 30 INTERNATIONAL AMERICAN CONFERENCE. The following table will give the names of th3 several Hues with the extent of each : Eilometers. Ovalle to San Marcos .- 60 Vilos to Illapel and Salamanca 128 Ligaa to Calera andCabildo 76 Santiago to Melipilla 59 Pelequen to Peumo 35 Palmilla to Alconea 45 Conetitucion to Talca 85 Coihue to Mulchen 43 Victoria to Osorno and Valdivia 403 Huascoto Vallenar 48 Total 928 Or 608.84 miles. THE RAILWAYS OF COLOMBIA. SEPOBT OF MARTINEZ SILVA, DELEGATE FROM COLOMBIA.* Washington, January 10, 1890. Dear Sir and Friend : I send you herewith the information I have been able to collect about the railroads of Colombia. I am expecting a map which 1 have been advised has been sent, and when I receive it I will take pleasure in forwarding it to you to illustrate the notes ap- pended hereto. Your obedient servant and friend, Carlos Martinez Silva. Mr. Juan F. Yelarde, Chairman, Committee on Railway Communication^ Present. Railroads in Colombia. The Eepublic of Colombia has a population of 4,000,000 inhabitants, with an extent of territory of 13,310 square myriameters, of which 10,354 are uncultivated. The population is densest along the Atlantic coast, and especially in the interior of the country in the high regions where the climate is mild and healthy and the soil suitable for agriculture. The highway for communication with the exterior is the Eiver Mag dalena, which waters seven of the nine departments into which the Re- public is divided, and empties into the Atlantic through the two mouths Geniza and Rio Viejo. The Magdalena is navigable for vessels of smal, draught (3 — 3J feet) from a little below Honda to Barranquilla. This part of the river is called Lower Magdalena. In the dry season its waters diminish greatly, rendering navigation difficult and even dan- gerous, at least between Honda and the point called Nare. The Upper Magdalena, that is to say, from Honda to its source, is also nav- fgable to a great extent (between Honda and Neiva), but there the scarcity of water during a large part of the year is still more noticeable, which renders navigation very irregular and dependent upon circum- stances. The Magdalena being the principal highway of Colombia, and travers- ing the richest and most populous departments, it is easily understood that the tendency there has been to connect this ri«ver with the principal * Orieinal. 31 32 INTERNATIONAL AMERICiN CONFERENCE. centers of production and consumption. For this reason there is nothing in Colombia corresponding to a railroad ,iystem; the existing lines, those under construction, and those contemplated are all short, isolated, and independent. From the first the need which was most urgently felt there was that of communication between the capital of the Eepublic (Bogotd) and the Magdalena. With this in view, the construction of a railroad was commenced which was to connect Girardot, a port on the Upper Mag- dalena, a little above Honda, with the table-land on which Bogota is situated (9,000 feet above the sea level). Of this road some 40 kilom- eters are already constructed, and there remain about 45 more to be built to connect it with the railroad on the plain of Bogota, between that city and Facatativd (37^ kilometers), at the branch line running south- ward towards the aforesaid railroad of Girardot. The part of this work yet to be finished is relatively the most difficult and expensive, since it must ascend the cordillera, which, as may be deduced from the height of Bogota, is very high and abrupt. Even when this road is completed it will not be of great utility for outside trade, since it does not avoid that part of the Magdalena which is most liable to accidents and dangers on account of low water in the river during a large part of the year, and since it requires a transship- ment at Honda, where there is a rapid which interrupts navigation be- tween the Upper and Lower Magdalena. To partly avoid this difficulty another short line of railroad has been constructed, called the Borada (23^ kilometers), between a point below Honda and another above that city. The Antioquia Railroad starts from Puerto Berrio, on the Magdalena, and runs to Medellin, capital of the rich and densely populated depart- ment of Antioquia. Fifty kilometers of the most difficult and expensi ve portion have been constructed. This railroad belongs to the Govern- ment of the department, which is disposed to make very liberal offers for its completion. It would be a fine investment for foreign capital. Another very important line, and one which would yield large divi- dends, would be the one which would connect the city of Bucaramanga with the Eiver Magdalena. Bucaramanga is the capital of the rich and industrious department of Santander. It is one of the most prosperous cities of the Republic, and is the center of a region which produces large quantities of excellent coffee. The road would be a short one, has been accurately surveyed, and its construction offers no great difficulty. Another line of railroad is that which runs from Barranquilla, on the Magdalena, to Puerto Colombia on the Atlantic (22 kilometers), which is the place where to-day the greater part of the exports and imports of the Eepublic are made. The construction of this railroad was made necessary because the mouth of the Magdalena called Ceniza is unnav- igable on account of the sand-banks formed there in the struggle" be- tween the waters of the river and the sea. INTERNATIONAL AMERICAN CONFERENCE. 33 Nevertheless, Puerto Colombia, is not, and never can be, a convenient port, because vessels have to anchor at a considerable distance from the shore. The best ports of Colombia on the Atlantic are Cartagena and Santa Marta, but the latter city, once very important on account of its com- munication with the Magdalena, has eventually become cut off from it. An attempt is now being made to re-establish this communication by means of a railroad of which 45 kilometers have already been built. It is under the direction of a private company, backed by European capi- tal. Those just enumerated are the railroads which communicate with the Magdalena. Completely independent of these are three others : That of Panama, which crosses the Isthmus between Colon and Pan- ama (76 J kilometers). That of Gucuta, between that city (which is the southern-most one of the republic), on the frontier of Venezuela, and the river Zulia, by which is exported all the coffee of that part of Colombia and the neighboring states of Venezuela. It is 55 kilometers long, and is an excellent line, constructed with domestic capital and by native engineers, as was also that of the table-land of Bogota. That of the Gauca, starting from the port of Buenaventura and run- ning to Call, a very important city of the highly fertile valley of the Gauca; 21 kilometers of this have been laid, and a European company has recently taken charge of its completion. From what has been set forth it may be concluded that what Colom- bia most needs to-day is to construct or finish lines connecting Bogota Bucaramanga, and Medellin with the Magdalena. A railroad which would ascend this river from Cartagena to Bogota, would obviate all the difficulties of that slow and uncertain navigation. The work would not present serious difficulties of engineering, and would rapidly open up the immense tracts situated along the river, which are exceptionally fertile and rich in all kinds of woods and vegetable products. As for a railroad to go through Colombia toward the southern repub- lics, I believe that the only possible route would be that of the Lower Magdalena, ascending to Bogota, crossing the eastern chain, of easy access at many points, and then descending to the immense plains which form the basin of the Amazon and its affluents. Such a work would be colossal in its extent, and would have to be carried through a region of unbroken wilderness, although of a fertility beyond belief. At all events, the enterprise would be worthy of the skill and daring of the people of the United States. Oablos Martinez Silva, Delegate from Golombia. Washington, January 10, 1890. S. Ej,125 3* THE RAILWAYS OF COSTA RICA. BEPOBT OF MANUEL ABA GON, DELEGATE FBOM COSTA BICA,* Washington, January 5, 1890. Sir : In accordance with our conversation relating to the commis- sion, over which you preside so ably, charged with making a report to the above-mentioned congress upon the railroad communications in Spanish-American countries, I have the honor to transmit the following data, wherein I have tried to condense the information concerning Costa Eica's interests in that important question. The Kepublic of Costa Eica is situated on the southern part of Cen- tral America, between 8° and 11° 16' north latitude and 81° 40' and 85° 40' west longitude, Greenwich meridian. Its territory covers an area estimated at 25,000 square miles, and its limits are as follows : On the north and east it is bound by the Republic of Nicaragua and the Caribbean Sea ; on the south and west by the Pacific Ocean and the State of Panama, in the Republic of Colombia. The Cordillera of the Andes passes through the country from north- west to southeast, and from it are separated the mountains which cross it in every direction, thus forming highlands, immense valleys, and ex- tensive coasts, leaving the territory divided in three different regions : the high-lands, those lying between them, and the slopes ot the mount- ains, and those formed by the coasts in extensive and extremely fertile plains. The Cordillera of the Andes bears various names in Costa Rica ; a part of it, called Mountain of Dota, occupies the central portion of the territory ; others are named the Po^s and Barba Mountains, which meet on the summits of Irazu and Turrialba and eud on the Atlantic coast. Those of Po^s and Barba stretch a little toward the north. On the south of Turrialba and on the east of Dota rises the peak of Chir- rip6, and on a line almost parallel with the littoral of the Atlantic continue the mountains of Lyon (TJjum), Pico Blanco (Kaniiic), Pico Rovalo, and the Cordillera of Chiriqui. On the northwest side, with the mountains of Po^s, follows the chain forming the hills called Los Gua- tusos, Tilar^n, Cerro Pelado, Tenorio, Miravalles, Rincon de la Vieja, and Orosi. Another important range extends from the mountain of Herradura and joins the great mountain of Dota on the eastern side ; between both points are comprised the plateaus of Turrubales, Puriscal, and Candelaria. In that manner the principal altitudes of Costa Rica meet together, and are divided throughout the country in numerous * Original. INTERNATIONAL AMERICAN CONFERENCE. BB and varied regions, among which attention must be called to the mount- ain of Aguacate (formerly called Terroto), celebrated for its mineral wealth, especially in gold and silver. The several heights referred to have been measured and the follow- ing is the result : Feet (English). Pico Blanco 11,800 Volcano Irazu 11,500 Volcano Turrialba 11,350 Volcano PoSs 8,895 Volcano Barba 8,700 Pico Rovalo 7,012 Alto Chomozo 5,265 Volcano Orosi 5,200 Miravalles 4,700 Mountain Aguacate 4, 132 The whole territory is crossed by rivers and small streams bringing fertility everywhere, and offering great inducements to various indus- tries, which will find sufiQcient motive power in the currents for all kind of machinery. The principal rivers coursing toward the Pacific are the Tempizque, which, uniting the waters from almost the entire province of Guana- caste, empties into the Gulf of Mcoya. That river, like a great many of its tributaries, is navigable for many miles for boats drawing 4 or 5 feet of water. Then comes the Barranca Eiver, which empties east of Puntarenas, the Jesus-Maria River, and the Eio Grande, all of which empty in the same Gulf of Mcoya. The Pirris, Naranjo, Savegre, Baru, and Eiio Grande de Terraba empty directly into the Pacific Ocean. The Dulce,El Goto, Pavon, and other rivers of lesser importance flow into the Gulf Dulce. The Frio River, navigable to a considerable distance, emp- ties into the Lake of Nicaragua at the very place where the San Juan River begins. The Zapatero, Viejo, Negro, and Platanares Rivers also empty in the same lake. The San Carlos and Sarapiqui are tributaries of the San Juan, whose course runs between Costa Rica and Nicaragua toward the Atlantic. The Sucio River is divided between the Sarapiqui and the Colorado, thus facilitating the communications with an exten- sive territory. In the Caribbean Sea, or of the Antilles, empties directly the Colo- rado River, which in its widest part receives the waters of the San Juan and to its outlet on the Atlantic; the Parisimina, wherein the Reventazon empties itself, and whose source is southwest of Car tago ; the Pascuara and Matina, communicating together by great creeks, and the Toro or Morin. All these rivers are situated on tlio northern side of Port Limbn, as well as the Penitencia, Suerte, Palacio, Tortuguero, and Sierpe, of smaller importance, which empty in a creek communicating with the Sea of the Antilles at the point called Tortu- guero. South of Port Limon, empty the Limon, Banana, Bananita, and 36 INTERNATIONAL AMERICAN CONFERENCE. other shallow rivers. The Telire or Slxola Eiver passing through a great tract of land, and the Tilorio or Chanquinola, celebrated under the name of the Estreila Eiver, empty in a more southerly direc- tion after irrigating with its numerous tributaries the important terri- tory of Talamanca. The Bananas, Barras, Eovalo, and other rivers of little consequence empty in Admiral Bay.* The climate of Oosta Rica is remarkably mild and healthful. There is no extreme heat or cold, neither are there endemic or virulent dis- eases. The mean temperature in the high-lands is from 14P to 20<^ centigrade, and from 20° to 26° on the coast.t It can be said that there are but two seasons; the dry one and the rainy one. The first is from November to May ; in the latter the rain gener- ally begins and lasts until November. In either of those seasons the sun rises, with a difference of a few minutes, at six in the morning and sets about the same time in the evening. Storms, cyclones, and hurricanes, which in other localities cause so much damage, are unknown in Oosta Rica, nor is there any danger of inundations on account of the heavy rains, owing to the peculiar con- figuration of the country. The present population of the Republic, according to the report of the Bureau of Statistics for 1888, is 205,000 inhabitants of European origin ; the homogeneity of the white race of Spanish descent being very notable. There are neither negroes nor Asiatics, and the Indians are in so small a proportion that they are not considered important enough to be mentioned in the census. The number of foreigners residing in the country can be estimated at 8,000, and is composed mostly of Germans, French, English, and North Americans. The principal port of Oosta Rica on the Atlantic is Liinon, situated about 10° north latitude, and 83° 4' west longitude, Greenwich merid- ian. On the Pacific the principal port is Puntarenas, on the Gulf of Nicoya, and is also about 9° 58' north latitude by 84P 46' of same longi- tude ; the distance, therefore, in a straight line between the two porta being 1° 42', or from 102 to 103 geographical miles. The Republic is divided into five provinces and two comarcaSj and the principal cities are situated as follows : ProYinoes. Cities. Latitude north. Longi- tude west. San Jo86 " 9 56 9 64, 9 90 9 59 10 32 9 58 10 O II 8i 6 63 58 Heretfia 84 9 Alajuela 84 15 Gnanacaste 85 15 Comarcas : 84 46 Limon 83 4 * Costa Rica in 1886, by J, B. Calvo. t Costa Rica j sa Futnro, by PauPBlolley. INTERNATIONAL AMERICAN CONFERENCE. 37 The cities of Alajuela and of Heredia are northeast of San Jos6, at A distance of 7 and 14 miles (English) respectively ; and Oartago, south- east of the above-mentioned city of San Jos6. These cities are the most important of Costa Eica, and their heights above sea-level are as follows : Feet. San Jo86 , 3,868 Cartago 4,930 Heredia 3,786 Alajuela a 3,001 From the total of the population corresponding to each of the prov- inces, according to the division previously made, the number of inhabi- tants is as follows : San Jos^ 64,000 Alajuela 51,000 Cartago 34,000 Heredia 29,500 Guanacaste 16,000 Puntarenas 8,500 Limon 2,000 The principal products of Oosta Eica consist in coffee, dye and cab- inet woods, bananas and other fruits, hides, skins, mother-of-pearl, sarsaparilla, cocoa-nuts, etc. The value of the importations of foreign merchandise in 1888 amounted to $5,203,000, corresponding to an average of $25.30 for every inhabitant; and the exportations during the same year were $5,714,000, or an aver- age of $27.87 per capita. Of the value of the importations, those from the United States rep- resent a sum of $1,794,000, equal to about 33^ per cent, of the whole importations ; and the value of the exportations to the United States was $2,077,000, or about 36J per cent, of the total value of the exported products. The importations from the United States to Oosta Eica consist mainly in cotton goods, tools, machinery, and provisions. The exportations from the latter to the former are principally coffee, fruits, hides, skins, and India rubber. The national revenues in 1888 amounted to $3,687,595, a sum which, divided among the population according to the calculation made, gives an approximate contribution of $18 per inhabitant. The roads in Oosta Eica are national and municipal. The national are those which communicate with the principal centers of population, and the latter with the ports of entry. Their construction and mainte- nance are paid out of appropriations made by the state, and for this reason are controlled by the Minister of Fomento. The municipal roads are those which connect the smaller populations with the larger ones or with the principal cities, and extend their branches in every inhabited or producing locality. These roads, for the most part, are splendidly built, and would be thought admirable everywhere. 38 INTERNATIONAL AMERICAN CONFERENCE. The cities of Cartago, San Jos6, Heredia, and Alajuela, besides their extensive and contiguous roads and national highways, connect with each other by railroad, and the trains, at present, make three regular daily trips between the 28 miles which separate the former from the latter cities. The railroad called the Atlantic line, starts westward from Port Li- mon and arrives at Reventazon, thence branches off in two directions, one southwest, to connect with the Central Railroad running between Cartago and Alajuela already referred to; and the other, going north- west, crosses the fertile plains of Santa Clara and, for the present, ter- minates at Carillo. The plain of Santa Clara contains a great number of valuable banana plantations, stock farms, etc.; the same can be said of the Valley of Matina, west of it, and the favorable locality for the cultivation of cacao, which produces a crop of excellent quality. The length of the railroad from Limon to Cartago is 95 miles, and from Limon to Carillo about 72 miles, due, in both cases, to the sin- uosities of the ground near the ascent toward the interior. From Cartago to Puntarenas, on the Pacific, there is a magnificent national highway, very uneven at the part crossing the summit of the mountain of Aguacate, but which continues in that direction for the purpose of maintaining easy communications with the rich gold and silver mines that are exploited in that mountain so favored with great mineral wealth. The height of the summit of that mountain, where the road referred to crosses it, is 4,132 feet above sea-level. There is between Alauela and Puntarenas quite a number of small popula tions, and, among them, three important towns, such as Atenas, situated at 2,380 feet above the sea ; San Mateo, at 1,050 feet, and Esparta, at 718 feet. Fipm Esparta to Puntarenas, besides the highway the first sectioD of 14 miles of the railroad of the Pacific line has been constructed and is now in operation. From Esparta to San Mateo the distance will be 12 miles ] the samv from San Mateo to Atenas, and from Atenas to Alajuela. The totai number of miles of the highway from the latter city to the above-men- tioned port is over 50 miles long on account of the uneven road across the mountains. There is another highway which had been very important for the com- munications with Limon by the railroad ending at Carillo. It is the one starting from San Jos6 in the direction of La Palma, crosses that height at 5,000 feet above the sea, and descends to Carillo, which is only 1,400 feet high. That highway is 25 miles long, and it must be observed that in a distance of 17J miles separating the two places referred to the difference of the level between both is 3,600 feet. There was always a project of an interoceanic railroad. The na- tional congress made an appropriation of $25,000 for a final survey of the part to be built between Alajuela and Esparta, and the Govern- INTERNATIONAL AMERICAN CONFERENCE. 39 nient received proposals for its construction. It is also intended to build a branch to the port of Tivives, though not a port of entry, but which could be made one, owing to its excellent conditions of security and for its facilities. A new railroad is nearly completed, which is to run across the regions of the country that excite the most the desires of the settlers on account of the great abundance of beautiful cabinet woods, dye-woods, and timber to be found in those localities, as well as for the richness of the soil for agricultural pursuits. That line is to start from Jimenez, on the Atlantic Eailroad, nearly 10° 10' north latitude, and 83<3 45' west longi- tude, Greenwich meridian ; taking a north -northwest direction, it will cross the Sarapiqui River at the point called El Muelle, or at another more or less immediate ; thence taking a northwest direction it will continue to the Frio River at its entrance on the Nicaraguan territory. This new road will open, as already stated, one of the richest regions of the country, and though the hope that the interoceanic canal may be constructed within a few years, or that the realization of that great enterprise may be delayed longer, the railway from Jimenez to Frio River will give life to and develop many important undertakings. Even supposing that the lands should not be, as they are in reality, adapted to every kind of cultivation, the fact alone of facilitating the exploita- tion of the forests which, to-day, contain an immense amount of India rubber and other trees of different species, as already said, would justify the efforts made by the Government for the construction of the line alluded to. Upon the accompanying map has been marked, in black, the proba- ble direction which the said railroad shall follow. Its length will be about 80 or 90 miles from its starting-point. The land commuoication with Nicaragua begins at a place called La Barranca, close by Esparza; crosses the entire Province of Guanacaste, a distance of 90 or 100 miles, and, though in the dry season the traflSiC is made by carts, during the rainy one it can only be carried by means of beasts of burden, owing to the even surface of the road, which does not give to the waters a sufficient incline to run off, nor absorb them quickly enough to make it passable. In a southwest direction, starting from Oandelaria, south of San Jos6, and partly following the Pacific coast, there is a bridle-path that passes through the land occ ipied by the native population of Terraba and Boruca, and ends on the Colombian frontier. The length of that path, crossing through places almost depopulated, added to the facilities of communication by steam with Panama, causes the traffic to be made by sea to Colombia instead of by the road referred to. There is a path which starts from Angostura, east of Oartago, and leads to the localities southeast of the territory inhabited by the In- dians of Talamanca, who use it only on account of its being more easy ^nd accessible to those distant regions by way of Limon and Puerto 40 INTERNATIONAL AMERICAN CONFERENCE. Viejo (Old Harbor), being near that point, and with which they com- municate by a bridle path. The distance of the railroad from the Atlantic to the frontier of Co- lombia, can be calculated at 120 miles in a direct line ; but, were it a question of a railroad between both places, the length could not be estimated at less than 150 miles, owing to the configuration of the land and to the consequent deviation from the straight line. PROJECT OF A RAILROAD THROUGH THE LENGTH OF THE COUNTRY. From the preceding remarks, it is clearly seen that the railways con- structed in Costa Eica follow a transversal direction from the one to be taken by the projected line lengthwise of the continent, and that only the road from Jimenez to the Frio Kiver could form a part of that great line if, touching it on the Costa Rican territory on the northern frontier, it was directed or laid toward the Frio Eiver ; but, as the railway system in Nicaragua tends toward Granada, it can not be indif- ferent to that republic to connect the city of Rivas with that railroad, it is natural to suppose that, in such a case, the line would reach Costa Eica west of the Lake of Nicaragua, and the track run south, more or less parallel with the shore of said lake and join the road of Jimenez to the Frio Eiver. But leaving the latter supposition and taking for granted that from the northern shore of the above mentioned lake, the railroad shall pass south of Costa Eica, that Eepublic would see with great interest the intercontinental road cross the territory of Guatusos to its connection with the Jimenez and Frio Eiver line branch, already referred to, on ac- count of the immense advantages to be derived from the opening o^ these extensive and rich lands. Besides the economy of construction, the enterprise would find ample means of sustenance, according to the natural features of the soil, all offering every desirable condition as to the cost, as well as to the interests it would develop. The extension of that part of the road, about 60 or 65 miles, would give an impulse to all the natural resources, as well as to a thousand various undertakings that would be started, not only on the plains of Guatusos, but also on those of San Carlos, to which would be added the movement of the great interests already existing in the region of Santa Clara. By that connection, the expenses of the construction of about 80 miles of the proposed transcontinental railway would be more economical. Supposing the above idea be accepted, and establishing Matina as the starting point south, the southeast line would extend about 120 miles toward the frontier of Colombia and pass through very fertile lands, where there is an abundance of timber, brush-woods, etc., and a great variety of minerals. It results, therefore, that the railroad from the limit of Nicaragua, following the Atlantic coast to the frontier of INTERNATIONAL OIEKICAN CONFERENCE. 41 Colombia, would cross the territory of Costa Eica on a line of about 200 or 220 miles long. A similar project, to be realized on the Pacific side, would include something like 50 miles more than the preceding one ; that is to say. between 250 and 260 miles in length, and much nearer to the Pacific coast, so aa to follow it almost on a parallel line, but it would not pass through such rich localities, nor offer such a bright future like those above mentioned. I considered proper to transmit to you the data contained in this com- munication, bearing upon the topography of the country, so as to convey an idea of the position of the Cordilleras and principal mountains, in order that their configuration may be well understood ; and by this means help to decide upon the most convenient line for the projected transcontinental railroad passing through the Costa Rican territory. In the same manner I have thought useful to furnish the statistics in khis report, as they indicate with sufiicient correctness the resources upon which the Eepublic relies to day. From them, therefore, it will be easy to judge of the development they would receive in a given time, impelled forward by an enterprise of such magnitude. In regard lo the position of the existing railroad lines, the accompanying map will help to show it. There remains but one more observation, and it refers to the number of inhabitants in Costa Rica, which has been calculated upon the most exact figures furnished by the Bureau of Statistics ; and, as you are well aware in making a census there are often many errors, owing sometimes to unavoidable omissions, that of Costa Rica, beiug made quite a long time ago, does not contain the indigenous population ; nor has another edition been published for some years past to make the necessary corrections. For this reason the actual population is estimated at not less than 225,000 inhabitants, according to the opinion of various writers well acquainted with the country ; still, it ought to be estimated higher if the relation which always exists between the total of inhabit- ants and the number of soldiers and that of children attending schools is taken into consideration. In the hope that what precedes will prove of some use to you, I have the honor to be, sir, Respectfully, your obedient servant, Manuel Abag6n. Hon. Sr. Don Juan F. Velarde, Delegate from Bolivia to the International American Congress, present. Washington, January 13, 1890. Sir : In answer to your favor of the 7th instant, I have a great pleas- are in transmitting herewith the information you were pleased to in- 42 INTEKNATIONAL AMERICAN CONFERENCE. dicate, thus sai^plementing that contained in my communication of the 5th instant. The cost of constructing railroads in Costa Rica varies, of course, according to the conditions of the lands they have to pass through, the value of private property to be expropriated, and the topographical diffi- culties to overcome in different places; but judging from past experi- ence the highest cost could be estimated, at the most, between $60,000 and $70,000 per mile, equipped with its corresponding rolling-stock, m achine shops, and other necessary appurtenances . It m ust be observed that the present lines cross the Cordillera, and that until now none has been constructed running parallel to it. The general traffic at the ports of the Republic, taking as a basis the quantity of imported merchandise and exported products, not only in the rough weight, but also in the bulk or capacity as when re- ceived on board the vessels, could be estimated at 66,500 tons, and the traffic of the interior, though its importance is not entered on the official records, could be put at 40,700 tons. About 50,000 tons of the general traffic are carried by the Atlantic Railroad, and should it increase in proportion to the progressive de- velopment of the country during the past five years it can be expected that within the same lapse of time it will augment at least 40 per cent, of its actual importance. The freight per ton by the line above mentioned is $17 in American gold. The earnings from the freight and passengers deducted from the corresponding expenses give an annual profit of over 10 per cent, on the invested capital. I have the honor to remain, sir, your obedient servant, Manuel Arag6h. Hon. Sr. Dn. Juan F. Velarde, Delegate from Bolivia to the International American Congress, present. THE RAILROADS OF ECUADOR REPORT OF MR. J, M. F. CAAMANO. My Very Distinguished Friend and Colleague : In accordance with your request that the various Delegates compos- ing the Committee on Railroads furnish some data relative to railroads in their respective countries, I have the honor to give the following : The construction of railroads in Ecuador began in 1872 under the ad- ministration of Mr. Garcia Moreno by commencing the road of Tagua- chi, to place the coast provinces in connection with the capital of the Eepubl ic and the provinces to the east and north of Guayaquil. Various difiSculties made this work slow, and during said administration up to 1875 about 70 kilometers, to a point called " Barraganetal," were built. Afterwards, during the administration of Presidents Barrero and Vein- timilla, the same line was extended to the vicinity of the Chimbo Eiver that marks the limits of the coast lands and the beginning of the Cordil- leras of the Andes. Later on, and under the administration of the under- signed, work was renewed on the line from February, 1884, to June, 1888, by virtue of a contract entered into with Mr. Marcus J. Kelly and by the executive power, and apj)roved by Congress in 1885 ^ according to which, 82 additional kilometers were to be constructed from Chimbo to Sibambe. The contractor has encountered many obstacles, the principal one being lack of laborers ; for Ecuador has only a population of 1,500,000 inhabitants ; and as the agricultural industry absorbs most of the work- men, it is difl&cult to find any considerable number of hands. At the commencement, the contractor associated with him some Guayaquil- ian capitalists, and with them secured a loan in Europe ; but this loan has not proved sufficient, and to-day they are making arrangements to overcome all obstacles and finish the contract. The road being once finished to Sibambe, and the serious difficulty of passing over the west- ern range of the Cordillera surmounted, the prolongation of the line some 300 kilometers, more or less, to the caijital is very practicable. A syndicate of European capitalists have made a proposal to the Gov- ernment, which, among other things, contemplates the finishing of the railroad alluded to, not only to the capital but to Ybarra, an important city situated about 90 miles to the north of Quito. It is not possible for me to assure you that this proposed plan will be realized j but I know that the President, devotedly interested in the progress of the country, has called an extra session of Congress that 43 44 INTEKNATIONAli AMERICAN CONFERENCE. will assemble on the ISth of May and will interest itself principally in this matter. From Sibambe to Quito and thence to Ybarra this line will encounter less difficulties to construct; because in the provinces of the interior the climate is healthy, and it is easy to obtain workmen. Moreover, wages are very low, and the railroad can take in its line some sections of a wagon road we have, having a length of some 200 kilometers. This wagon road, on account of its width, accommodation, and one hundred and sixteen bridges (among them are trae works of art), it can be said, is one of the best roads in the world. There are a number of contractors ready to undertake the construction of a road from Sibambe to Quito, and I have no doubt but that a contract will be made before the conclusion of the year. Tbis line would open up a wide field for the development of fer- tile lands, and very rich are those lying between the two ranges of the Cordilleras. This section is the center of a population noted for agri- cultural pursuits, and comprising such towns as Alausi, Chimbo, Guar- anda, Eiobamba, Guano, Oolta, Ambato, Pelileo, Patate, Pillaro, San Miguel, Satacunga, Machachi, ChillQ, Quito, Cotocollas, Pomasqui, Puembo, Tumbaco, Otavalo, and Ybarra. There are about 100 kilometers of railroad constructed up to date in this line, the most important of all. Between Chimbo and Sibambe the greatest difficulty is encountered in constructing the railroad of the south ; because there must be passed over a great part of the western chain of the Andes, and the road must climb up to an elevation of 3,000 meters in a distance of about 50 kilo- meters; for which it has been necessary to attain a grade of 82, cross- ing over enormous precipices, rocks, and wide rivers. This accounts for the slowness in carrying on such a collossal work that rivals or exceeds, perhaps, the road built on the lands of Oroya in Peru. In order to comprehend the magnitude of those obstacles, it is suf- ficient to state that the contract with Mr. Kelly was fixed at $145,000 per league, and this sum, although seemingly high, does not cover the expenses of construction, according to documents and publications I have among my papers. On the 9th, of April, 1884, the Ecuadorian Congress made a law authorizing the executive power to appropriate $300,000 for the con- struction of a railroad of Manabi, a province of the Pacific coast, and in August, 1887, a contract was made with Mr. Ignacia Palao to con- struct said line, which to-day is being built, with strong subsidies which the Government gives, and a loan obtained from European capi- talists. This road commences from the bay of Caraquez, and crosses a region of exhuberant fertility, and has but little obstacles along the jjroposed route. The length of the road will be 400 kilometers, more or less, and connects the rich and industrious province of Manibi with the capital of the Eepublic. The province of Rios, Guayas, and Esmeraldas are washed by a net- INTERNATIONAL AMERICAN CONFERENCE. 45 work of large and small rivers, the greater part of them navigable ; and their valuable products are carried by a large number of steamers that ascend these rivers to points that seem almost inaccessible. The laws of the country that open np the country and give facilities have served as a stimulus for various companies ; and these, due to keen competition, have so lowered the rates on freight and passengers as to come within reach of all ; thus giving an accommodating, quick, and cheap service. Notwithstanding this condition of affairs, a contract was awarded to Mr. Joseph Theakston to build railroads in the province of Eios in order to give a greater facility of communications, and for the transportation of fruits, among them being that of cacao, which in this province alone amounts to some millions annually. In March, 1884, another concession was given to Mr. Antonio Meina to build a railroad between the cities of Machala and Oueoca, and which is about 180 kilometers in lengtli. To-day, this contract is in the hands of the family of Mr. Juan B. Ddvilla, whose heirs are endeavoring to arrange amicably the difficulties that had arisen, due to the recent de- mise of the contractor. This line shall pass through Azogues and join the three provinces of Ora, Oanar, and Azuay In May of the same year, a concession was also made to Messrs. Mufioz and Wilczynska for the construction of another line between Santa Rosa and Zaruma, dis- tricts in the province of Oro. The length of this road. is only 40 kilo- meters, but it runs through the rich mineral districts of Zaruma whose ore is of high fineness, and employs the work of a multitude of mining enterprises that are constantly being established with native and foreign capital, under the sanction of the most liberal mining laws, that I had the satisfaction to approve in August, 188G. About the middle of the year 1887 a contract was made with Mr. Marcus J. Kelly to establish a railroad between Duran and Yaguachi. It is about 22 kilometers long. It is finished and in running operation, costing 1650,000. In the same year Mr. Francisco Wyte Wiswell made a contract to build a railroad between Ybarra and Pailon, in the province of Esmer- aldas. This road is from 110 to 125 kilometers long ; and if it should be built, or better, I should say, when it is built, will give an outlet for the valuable products of the provinces of Ymbabura and Carchi that are situated on the boundaries of Colombia. As a counterbalance to the material obstacles that the accidents of the land in Ecuador present for the construction of railroads, we have, on the other hand, the advantages that our forests abound in indestruct- able woods for railroad ties and other things ; that the narrow-gauge system is adopted, and that in our contracts we cede lands of the first quality and large area, and that our laws accord protection and privi leges of positive importance. The present epoch of peace that the country enjoys, the path of prog- ress that its able ruler follows, and the foreign credit which undoubtr 46 INTERNATIONAL AMERICAN CONFERENCE. edly shall remain solidiied by tlie legislature, which for that object is going to assemble, leads us to hope with foundation that the public works initiated by the preceding administration will be carried out and new ones inaugurated in accordance with the demands of the present century, in which the prosperity of the people spreads itself on wings of electricity and carries forward its march by means of railroads. Your obedient servant and friend, J. M. P. Caamano. Hon. Mr. J. F. Yelaede. SEx../^vr.....51 1 THE RAILWAYS OF GUATEMALA. report of fernando cruz, delegate from guatemala. Memorandum of Railroads in the Eepublic of Guatemala. There are only two lines constructed and in actual operation in Guate- mala : that which starts from the capital and terminates at the port of San Jos6, and that which connects the city of Retalhuleu with the port of Champerico. The first is 70 miles long, and is owned by a North Amer- ican syndicate. Negotiations are now pending looking to its purchase by the Government. The extent of the second is 27 miles; it belongs to Guatemalan capitalists. Some time since a contract was made for a branch line, which, start- ing from Old Guatemala, would unite with the aforementioned lines. The company commenced the work, but it is now paralyzed. The greatest work which the Eepublic has in view is the construc- tion of the Northern Railroad, which will begin at the capital and end at the Bay of Santo Tomas on the Atlantic, crossing through extensive territories, fertile and rich in natural products, and providing the im- portant cities and agricultural centers of the country with a natural road, short and cheap, for the commerce of Europe and the United States. This line, connecting with that from Guatemala to San Jos6, will constitute a great interoceanic road. Its total cost is calculated at from $8,000,000 to $9,000,000. The Government has already contracted with a French syndicate for its construction, but it is not yet known if this syndicate can carry out its agreements. The Northern Railway constructed, its most important branches will be to Santa Ana, in the Republic of Salvador, furnishing an outlet by the Atlantic for the fruits which that country produces ; to Mazate- nango or Retalhuleu, in the western district, to connect the most valu- able agricultural belts of the Republic with the interoceanic line ; to Uoban, on the northern coast, an important coffee center ; and to the cyapitals of the eastern districts. Other important lines would be those which should connect the Port of Ocos with the agricultural centers of Costa Grande, and Cuca, of Tumbador, and of San Marcos in the western districts. We might connect with Mexico by means of a railroad run by way of the Pacific coast to the frontier of both Republics. One which should 47 48 INTERNATIONAL AMEEICAN CONFERENCE. be built crossing the extensive and sterile districtiof Peten would be enormously expensive and of diflScult execution. A line which should connect us with the Eepublic of Honduras, be- sides being unprofitable, would be diflacult and costly. The other railroads which the country needs for its development are of less importance than those here indicated. Fernando Cruz. THE RAILWAYS OP HONDURAS. REPOBT OF JERONIMO ZELAYA, DELEGATE FBOM HONDURAS* Washington, D. C, January 12, 1890. Esteemed Colleague : It gives me pleasure to reply to your polite request by furnishiug you with information relative to Honduras de- sired by the Eailroad Committee, of which you are chairman. Honduras is situated between the thirteenth and sixteenth parallels of north latitude, having 250 miles of coast on the Atlantic, and 60 on the Pacific, with magnificent harbors on both oceans. Being favored with peculiar advantages for the construction of an interoceanic rail- road, gifted with a healthy climate, and possessing varied and abun- dant natural resources, it finds itself in circumstances exceptionally fav- orable for establishing with all the countries of America, and even with the whole world, a commerce of the greatest importance. Honduras is truly rich in useful and precious metals, in extensive and fertile farming lands, in lumber for building and cabinet work, and in textile and medicinal plants. The government of Honduras, being convinced that the best means for developing the country would be to traverse it by an interoceanic railroad, attempted its construction as much as thirty years ago. l^ot being able to organize a company in this country, it at length contracted in England a debt of $5,000,000 for the execution of a third part of the work, mortgaging the road itself and the government lands. lu October, 1868, the work was formally commenced at Puerto Cortez ; but scarcely had 50 miles of the road been laid, at a probable cost of a million and a half at the most, when Honduras, the victim of wretched management, found herself defrauded of the remaining mil- lions, and indebted without the power of prosecuting the work. Since then other endeavors have been made to arrange the debt in England, and secure the continuance of the railroad, but these efforts have been of little avail, and at the present date Honduras possesses only her hopes for the future and 38 miles of railroad in actual operation, since the remaining 12 miles became useless, owing to the destruction of an iron bridge over the Chamelicon Eiver, and to-day sleepers and rails lie buried beneath the grass. The interoceanic railroad projected between the Bay of Honduras, on the Atlantic, and the Bay of Ponseca, on the Pacific, will be 200 miles * Translation. 8. Ex. 125 4 * 49 50 INTERNATIONAL AM1ERICAN CONFERENCE. long, and have, at the center, a maximum elevation of 2,850 feet, or a grade of 29 feet to the mile, rather less than 1 in a 100. This favor- able circumstance is due to a break at this point in the Cordillera of the Andes, and to the fact that a chain of rich and fertile valleys ex- tends from north to south, thus materially facilitating the performance of the work, and insuring the success of the enterprise. The road is to-day in the hands of Mr. Kraft, of Puerto Cortez, who leased it from the goverment for thirty years, five of which have already passed. This gentleman keeps the existing lines in operation, and ob- tains from the traflBc between Puerto Cortez and San Pedro Sula a monthly return of about $1,250. In case of the organization of a com- pany to continue the road, Mr. Kraft will offer no objections. The diagrams, profiles, and other details relating to the road will be found explained in the work of G. S. Squier, entitled " Notes on Central America," and may perhaps be found also in the archives of the State Department. Another railroad from Puerto Cortez to Truxillo, 150 miles in length and parallel to the Atlantic coast, has been commenced on account of its obviously great importance to the development of the country. The principal objects of this road are the exploitation of valuable woods and the advancement of agricultural industry in the northern part of Honduras. For the construction of this road the government has made a liberal concession to Mr. S. B. McOonnico, general agent in New Orleans, of the Illinois Central. It is to be hoped that the con- cessionary will avail himself of this grant, and construct the road within the time specified. There is also a railroad projected, but not yet commenced, which is to unite the port of San Lorenzo, in Fonseca Bay, with Tegucigalpa, the capital and commercial and mining center of the Eepublic. This line will be over 100 miles in length, and, compared with those heretofore described, will be relatively costly. The annual imports and exports of Honduras are as follows : IMPOKTS. Packages. For the the Pacific, Port of Amapala (7,389,707 pounds) 59, 192 For the Atlantic : Port of Cortez 31,899 Roatan y Ulila (7,347,745 pounds) 16,580 Trujillo '. 23,168 Total 71,647 EXPOKTS. For the Pacific $1,805,378.3? For the Atlantic 1,271, 114. 88 Total 3 076,493.21 INITERNATTONAL AMERICAN CONPEHENCE. 51 Of whidi $1,500,000 are exported to the United States in silver and gold, and $1,000,000 in fruits, lumber, India rubber, and sarsaparilla. The maritime movement of the ports is as follows : In service on the Pacific, 11 steamers and 12 sailing vessels ; on the Atlantic, 34 steamers and 44 sailing vessels. Which figures, relating to the past fiscal year, clearly show that dur- ing the construction of the railroads above mentioned, and especially of the interoceanic one, a large traffic between the ports and the interior of the country would be developed, proportionate to the immense nat- ural wealth of the country, which is at present lying undeveloped. Moreover, it should be taken into consideration that once interoceanic communication is established across Honduras it would serve for gen- eral transportation, competing successfully with Panama, especially with places north of the equator, such as San Francisco and New Or- leans, or New York and San Francisco. Appended will be found a map of Honduras, which, although imijer- fect in detail, is sufficiently correct as a whole. There is not yet a complete map of the country drawn with scientific precision; but, hav- ing taken the limits of the coast from the United States hydrographic charts, and the border lines of the adjoining Republics, which have been well laid down, the details were filled in by means of observations made by experienced travelers. With expressions of sincere esteem, I am, your obedient, Jeronimo Zelaya. Hon. J. F. Yelarde, Delegate from Bolivia, and Chairman Committee on Railroads, THE RAILWAYS OF MEXICO. The Mexican system of railroads since the completion of a line from Vera Cruz to the City of Mexico, with a branch to the city of Puebla, has been greatly developed. The country is now pretty well inter- sected by railways, and their construction is being rapidly pushed for- ward. In a short time Mexico will possess a net- work of railroads that must materially develop her vast natural wealth. In 1879, there were only 372 miles of railway. From 1880 to 1884 the construction of new lines may be said to have been rather too rapid. In 1883 the number of miles existing was a little over 2,800. In 1886 there were in operation about 3,725 miles of railroads. In 1887 there were open for traffic 3,870 miles besides 92 miles of city or suburban lines, altogether 3,9C2 miles. The Mexican minister, Senor Don Matias Romero, in a letter on the railroads of his country, dated April 30, 1890, says : The only data which I can give you on the subject is the inclosed list, showing the number of kilometers of each line constructed. The President in his address to the Congress on the Ist instant, stated that Mexico has 8,850 kilometers of railroads. All of the railway lines are subsidized, excepting the International Railroad. List of railroads in Mexico. Mexican Central Railroad (broad gauge) : Kilometers. Mexico to Paso del Norte 1,970 Tampico to San Luis 442 Silao to Guanajuato 23 Soledad to San Luis ...^ 6 San Luis to Guaristemba 25 Aguas Calientes to San Luis 210 Irapuato to Guadalajara 260 Marques to Zimapan 24 2,960 Mexican National Railroad (narrow gauge) : Mexico City to Laredo 1,351 Acambaro to Morelaia 92 Morelia to Patzcuaro 62 Mexico City to El Salto 67 Manzanillo to Armeria 45 Zacatecas to Ojo Caliente 47 Matamoros to San Miguel 20 1,684 International Railroad, from Torreou to Piedras Negras (broad gauge) 017 Mexican Railroad, Mexico City to Vera Cruz, and branches to Puebla and Jalapa, (broad gauge) 569 Intercolonial Railroad (narrow gauge) -....» 623 Tehuan tepee Railroad - 108 62 .INTEBNA.T10NAL A_MERICA.N CONPERET^ICE. 53 Hidalgo Railroad IS? Gnaymas to Nogales 422 Sinaloato Durango 62 Salamanca to Valle de Santiago - 14 Cordova to Tuxtepec : 37 Monterey al Golfo "56 Chihuahua to Parral • 5 Potrero to Cedral ■ 20 San Juan Bautista to Tamulta 3 Toluca to San Juan 12 Tlazcala to Santa Ana 8 Tlalraanalco Railroad 20 Tehuacan to Esperanza Railroad 50 Vera Cruz to Alavarado 71 Puebla to Izucar 46 Calkini to Cainpeche 67 Merida to Sotuta 54 Merida to Calkini 52 Merida to Progreeo 26 Merida to Valladolid ^0 Merida to Poto 75 Maravatio to Iguala 45 Tramways - - 584 Cardenas to Rio Grijalva 8 Orizaba to Igenio 5 Chalchicomula Railroad - 10 Total 8,850 Washington, April 30, 1890. Report op Se^or General Enrique A. Mexia on the rail- roads OF Mexico. To the President of the Committee on Railroad Communication : Sir : The Mexican railroad system consists, to-day, of 8,850 kilometers completed and 2,79.'i kilometers in coarse of construction. Two inter- oceanic lines will shortly be finished, the interoceanic from Vera Cruz to Acapulco, and the Tehuautepec from Coatzacoalcos in the Gulf of Mexico to the Pacific Ocean. The latter line will be completely finished before the end of three months. The lines that can serve for the Con- tinental International Railroad are two: the Mexican International and Mexican Central. The former could be employed for trafl&c from all points between the Atlantic coast and the Rocky Mountains, and the latter for the traffic between the said mountains and the Pacific coast. These two lines unite in the Torreon, and come on only one line, the Mexican Central, to the city of Mexico. From the capital of Mexico the route along the Vera Cruz Railroad would be taken to a point called Esperanza and from there to Tehua- can, which is the terminus of the constructed lines ; and from thence che route would be taken that is in course of construction toward Oaxaca, Tehuantepec, and the Republic of Guatemala. E. A. Mexia. Washington, April 15, 1890. THE RAILROADS OF NliJARAGUA. MEMOBANDUM CONCEBNING THE RAILROADS IN NICARAGUA. There are at present in operation in Nicaragua about one hundred miles of railroad. The line is divided into two sections, which are called the Eastern and Western. They are separated by Lake Managua, the 24 miles of width of which are crossed by commodious steamers. The Western section, which was the first constructed, starts from the port of Corinto, on the Pacific, and terminates at Lake Managua, as above stated. On this line, which is 57^ miles in length, is a great bridge over the estuary or inlet of Paso Caballos, which is a notable piece of engineering. The Eastern section of the railroad goes from Managua, the capital of Nicaragua, to Grenada, a city situated on the great Lake Nicaragua. As this city is in direct and constant communication, by means of the the lake and the San Juan Kiver, with the port of San Juan del Norte, or G-reytown, on the Atlantic, it results that there exists across the territory of Nicaragua good and easy communication between the two oceans. The Nicaragua railroad is on the American system, and was con- structed exclusively with national capital, without aid from foreign funds. The road, as well as the rolling stock, is of the best quality. Although of small dimensions as yet, it is of the greatest utility to the country, for it brings in contact many of its principal commercial centers. In Nicaragua there is noted a great interest in the development of railway enterprises, and it is certain that before long the number of miles in operation will have increased considerably. As regards the connecting of the Nicaraguan railways with those which may be constructed in the neighboring republics, the work would present no difl&cult engineering feits as far as the topography of the country is concerned. H. GUZMJlN. 54 THE RAILWAYS OF PAEAGUAY. REPORT OF JOSJS S. DECOUD, DELEGATE FROM PARAGUAY* Washington, January 23, 1890. Distinguished Colleague : In reply to your esteemed favor of the 7th instant, I have the honor to forward to you the information re- quested with respect to the railroads of Paraguay, together with a map of the Central Railroad and its connection with the Argentine system. In the report of the engineers, Bnrrell and Valpy, which I beg leave to append, you will find all the information I can ijrocure which would be suitable to your needs. With expressions of my most distinguished considerarion, I remain, Jos]& S. Decoud. Hon. Dr. Juan Feancisco Velarde, Chairman of the Committee on Railroads^ etc. Report of Messrs. Burreland Valpy, Ji. M. Inst., C. JEJ. of the Paraguay Central Railway, together loith estimate of the probable traffic that will be carried when line is completed through out.f This railway consists of three portions : Miles. (1) From the port of Asunoiou, the capital of Paraguay, to Paraguari, in operation 46 (2) From Paraguari to Villa Rica, in operation 46 (3) From Villa Rica to Villa EacarnacioD, to be constructed 136 Total length of railway, about 228 The first section, from Asuncion to Paraguari, was originally made 3y the Government, and has been in operation many years. Although :his portion of the railway has been worked under great disadvantages, 3specially as regards the inadequate supply of rolling-stock, its revenue has rapidly and continuously increased, as the returns below will show, taking 3s. as the average value of $1 : Gross re- ceipts. Gross re- ceipts per mile. ' 1883 jeiO, 675 13, 267 13, 95i 19, 083 24,103 £237 188i 294 18S5 310 1886 - 423 1887 536 55 56 INTERN A.TIONAL AMEKICjLN CONFEKENCE. The working expenses have been riiduced from aUout 70 per cent, in 1884 (they are not obtainable for 1883) to about 60 per cent, in 1887; the net revenues have consequently more than doubled in this period. It may confidently be expected that the results of the working of 1888, when known, will bear a favorable comparison with those of 1887, and as the new rolling-stock manufactured by Messrs. Krupp & Co. for the Government has recently been delivered in Asuncion, whilst in July, 1887, Congress voted the sum of $150,000 for improvements on this sec- tion, there can be no doubt that the future returns of this portion of the railway will j^er se greatly exceed those obtained in the past. The second section, from Paraguari to Villa Eica, is already con- structed and equipped with the above-mentioned rolling-stock ; opened for traffic since January, 1890. The first and second sections together form a length of about 92 miles, and will connect Villa Eica, the second largest town in the country, and the center of a very rich district, with Asuncion. We anticipate there- fore a very considerable and more than proportionately increased traffic to accrue to the railway immediately on the opening of the second sec- tion, with a reduction in the rate of working expenses. From the surveys we have made of the extension from Villa Eica to Villa Encarnacion, we find that the line will be of easy construction owing to the comparatively level ground through which the railway will pass. The earth-work will be light, except near Villa Encarnacion, where somewhat heavier work will be encountered, and a careful and more detailed study of the ground will be required than we have yet had an opportunity of making in order to select the best line. The rivers to be crossed are not rapid and are of little depth, and all the bridge- work can be constructed with native timber, which is of a very suitable character. The gradients will be comparatively light and the curves easy on this section, as well as from Asuncion to Villa Eica, so that the work- ing expenses of the railway may fairly be expected to be low. The railway, when completed, will run throogh and open up some of the most fertile and populous portions of the country. It will terminate at the town of Villa Encarnacion, on the river Parana, opposite to the town of Posadas, the terminus of the Argentine Isortheastern Eailway, now under construction and, we understand, being ijushed forward rapidly. These railways, when completed, will form the future trunk line of the country, affording as they will do the shortest route to the sea- coast, with important intermediate connections, firstly via Brazil to Eio Grande do Sul, secondly via Uruguay to Monte Video, and thirdly via the Argentine Confederation to Concordia, or if certain projected rail- ways are constructed to Buenos Ayres itsel f. The line from Villa Eica to Encarnacion, passing as it does thxougli INTERNATIONAL AMEaiCAN CONPEKENCE. 57 a fertile country, will secure a considerable traffic, which will in addition largely increase the traffic on the line from Villa Eica to Asuncion. The through, or international, traffic may also be expected to be large and to arise immediately on the completion of the railway. On a moderate basis we estimate that when the railway is opened throughout the gross traffic will amount, on the average, to £1,000 per mile per annum, or a total of £228,000, and judging by comparison of other South American railways, a traffic of this amount should be worked at 50 per cent., giving a net revenue of £114,000 per annum. A considerable proportion of the country through which the railway passes consists of forest lands, comprising timber of valuable descrip- tion for house building, ship building, railway sleepers, etc., and it is expected that a large traffic will be derived from the carriage of timber from the ports at both ends of the line. The carriage of yerba mat6 and agricultural produce — e.g., tobacco, grain, oranges, etc. — should also yield a substantial income, whilst large numbers of horses and cattle are constantly being brought from the province of Corrientes to Encar- nacion, which should further add to the receipts. 6 THE RAILWAYS OP PERU. eepobt of f. c. c. zegabba, delegate from peru,* Legation of Peru IN THE United States of America, Washington^ January^ 1890. Sir: I have the honor to present to you the report solicited by the committee of which you are the worthy chairman. Appended to said report you will find a map of the Republic and a printed volume. I have- the honor to be, your very obedient servant, F. G. 0. Zegarea. Hon. Juan Francisgo Velarde, Chairman of the Committee on Railroad Communication. Data Furnished by the Peruvian Delegation to the Com- mittee ON Eailroad Communication.* No. 1. — Ma;p of the Eepublic. The Delegation has the honor to inclose a map which bears no title, but which, it believes, was copied from a work entitled : " Geographi- cal Atlas of Peru," by Dr. Don Mariano Felipe Paz-Soldan, and al- though it is to be hoped that in its draughting other previous maps have been consulted, the Delegation does not consider itself authorized to guarantee its scientific exactness. For this reason it deems it indispen- sable that other works should be consulted, and especially one entitled "El Peru," written by the naturalist Don Antonio Eaymondi, which contains abundant and important data relative to explorations, config- uration of the land, physical conditions, and other details necessary to obtain an idea of Peru. The delegation regrets not having at hand the said work, which might possibly be found in one of the many public libraries of Wash- ington. * Tratislation. 58 nSfTEKNATIONAL AMERICAN CONFERENCE. 59 No. 2. — Railroad lines constructed cmd in operation, lines in course of construction, and lines projected, and lines which connect the neighbor- ing nations. The names of the lines, their length, and other details wiU be found in the accompanying collection of decrees and contracts. The lines actually in operation are the following : Kilometera. Callao to CMcla : 146 Callao to Lima and Chorrilloa 27 Lima to Ancon Lima to Magdalena 6 Pisco to Yea -- - 74 Cliimbote to Huaraz 70 Payta toPitira and Catacaos Salaverry to Trujillo 7 Pacasmayo to Yonan and Guadalupe 146 Mollendo to Arequipa - 173 Arequipa to Puno 370 Juliaca to Santa Rosa 193 Mineral del Cerro de Pasco 11 The projected lines consist principally of the prolongation towards the interior of the country of some of the existing lines already men- tioned. No line exists connecting Peru with the neighboring nations, but an effort has been made to prolong the Puno line to Desaguadero in order to unite it with the railroad system projected in Bolivia. No. 3. — Cost of work done and projected. The cost of the work done will be found, for the most part, in the ac- companying volume. No estimate has been made of the projected work, because the Government is not responsible for its payment, but the syn- dicate of foreign stockholders under the clause of the last contract concluded in Lima, and it has not been considered necessary to specify in detail the value of work not yet commenced. No. 4. — Annual returns, traffic, and prospects. The returns from the lines actually in operation have only been sat- isfactory in the case of those completed, such as Lima to Callao and Chorrillos, Lima to Ghicla, and Mollendo to Puno. The others, in or- der to give any advantageous results, without dc4ibt need to be extended to their natural termini. This attained the interior development of the country will make a great and rapid advance ; the fountains of wealth existing in the Eepublic will be opened and what to-day remains inert for lack of cheap and regular outlet to the sea-coast will be developed. With this in view it is of the greatest interest for Peru to have railroad lines running either to the Atlantic or to the Pacific Ocean and it is evident that enterprises of this kind will be of incalculable utility. 60 INTERNATIONAL AMERICAN CONPERENC ^. ^o. 5. — FaciUtiea which the Government has offered <>r this cluss of work. It may be judged to what extent the GoveT"iiment of Peru is, on its part, inclined to facilitate the constructiori of railroad lines through its territory when the offers it has already made are borne in mind. Not long since it invited proposals for the construction of a railroad from Limo to Pisco, offering the following peiquisites : (1) Exemption of customs duties, during twenty years, on the material, fixed and rolling stock destined for the plant of the line ; (2) Authority of the Government to adjudicate to the manager 25,000 hectares of vacant lands near the line, with the express condition that they shall be irrigated within five years 5 (3) Exemption from military service in the army, during time of peace, for the employes and laborers on the railroad ; (4) Privilege of operating the road for twenty-five years ; and (5) The power to transfer the property of the line and its branches. In the contracts concluded lately with the foreign bondholders, whilst the power to operate the railroads constructed is given them, there is imposed upon them the obligation to extend these, and there is ceded to them : (1) All the disposable government lands necessary for the railroad lines, stations, depots, factories, and other dependencies without re- muneration whatever. (2) Exemption from government taxes during the period fixed for the construction and possession of the railroads ; and during the period of the enjoyment of the benefits derived therefrom, exemption from taxes on locomotives, rolling stock, rails, sleepers, and anthracite coal. (3) The right to navigate freely the interior lakes under the Peruvian flag. THE RAILWAYS OF SALVADOR. BEPOET OF JACINTO GA8TELLAN0S.* Washington, D. C, January 9, 1890. My Dear Sir and Distinouished Colleague : Replying to your favor of the 7th instant, which I had not received until to-day, I am sorry to inform you that I lack the documents neces- sary to give you information with respect to the plans and comj)utation8 which may have been presented in Salvador for newly projected rail- roads ; and that the only data that is possible for me to give you touch- ing their actual state and the possibility of connecting them with the lines of the neighboring Republics of Guatemala and Honduras is is follows : A tramway 10^ miles in length unites the cities of San Salvador and Santa Tecla. A steam railway connects the port of Acajutla with the city of Son sonate, the distance being 21J miles. From that city the same line is extended to the interior of the Ee public to a point called Amate Marin, over a distance of 80f miles. Work is now progressing on the railroad from Amate Marin to the capital of the Republic, and once concluded, it will have an approxi- mate extent of 25 miles. There are two other lines of railways now projected, one to connect the rich city of Santa Ana with the port of Acajutla, joining it at the sta- tion of Armenia, between Sonsonate and San Salvador, and the other from the port of La Union to the city of San Miguel. For the building of the latter, a company is now being organized in London, and for the former there have been subscribed by the capitalists of the country about $300,000. I do not consider the union of the Salvador railroads with those of Guatemala and Honduras to be difficult, if these two republics carry their roads to the frontier ; for at any point thereon they could be joined to the existing roads. It is in the latter lines, to my mind, that the principal difficulties exist, because of the great extent of their territories. I am, sir, with every consideration, your very humble servant, Jacinto Castellanos. Mr Juan F. Yelarde, Delegate for Bolivia to the International American Conference, * Tranelation. THE RAJLT^AYS OF THE UNITED STATES. bepobt of henby g. davis and andrew carnegie, delegates from the united states, to the committee on railway com- munication of the international american conference.'' Washington, D. C, March 24, 1890. The attention of the people of the United States has been for years directed to the desirability of securing closer commercial relations with the states of Central and South America. For want of regular, quick, and economical transportation between these countries, trade is carried on almost wholly by way of Europe; mail matter, passengers, and goods are compelled to cross the Atlantic twice before reaching their destination. Although united geographi- cally, close commercial relations do not exist; neighbors though we are, yet for want of prompt and regular transportation facilities we are widely separated. That the trade with these countries is extensive is shown by the table on page 74. Spanish America has an area of 8,500,000 square miles, with about 50,000,000 inhabitants ; of this area a large part is unde- veloped, although immensely rich in mineral and agricultural resources, and yet the present trade amounts to about $900,000,000 yearly, about equally divided between imports and exports ; of this trade in 1889, $173,217,571, or one-fifth only, was with the United States, $122,014,137 being imports and $51,203,434 exports. In other words, we buy from the Spanish American countries more than twice as much as we sell them. This should not, and need not, be. In 1887 Great Britain's trade with these countries amounted to about $176,208,000, of which $71,283,000 were imports and $104,925,000 ex- ports, or, in other words, Great Britain sells almost twice as much as it buys from them. The United States exported to Great Britain in 1889, $382,981,674, and imported from that country $178,269,067, less than one-half the exports. Why should our trade with Great Britain be so much in our favor, and that with Spanish-American countries the reverse, and Great Britain's trade with these countries be so much more favorable to it than our trade with them is to us ? We manufacture most of the articles used by them as cheaply as Great Britain, and many of these manufactured in the United States are shipped * Original. 62 INTERNATIONAL AMERICAN CONFERENCE. 63 to Europe and then to Spanish America. Central and South America, have raw material which we need, and it may be said that the resources of these countries are almost undeveloped. There is a great field which if opened up to us must be immensely valuable. With quick and regular communication which Europe has enjoyed and we have not, she has more than successfully competed with us for the trade of these- countries ; but if rail communication were opened from the United States southward such would not be the case, as we should then have the advantage of connection by land which Europe could not obtain. This is proved by an examination of the effect of rail communication between the United States, Canada, and Mexico. The opening of direct rail communication between the United States and the city of Mexico took place in April, 1884. From that day it began to be felt that all influences and all other modes of communica- tion combined could not exert so powerful an effect in drawing these countries together and extending their trade. Special attention is called to the growth of traffic between the two republics since united by rail. From tables, pages 77, it is seen that whereas the traffic carried in cars or other land vehicles amounted to $2,164,414 in the year 1883, it reached $13,955,764 in 1889, increasing sixfold in six years. Nor has this remarkable increase been made by diverting trade from other land routes or from water transportation lines, for the total imports and ex- ports between the United States and Mexico (table 29, page 76) shows rapid and continuous development, the total of 1883 being $24,764,000, and that of 1889, $32,740,000. The influence of rail communication upon trade between the United States and British North American possessions is not less marked. In 1853 a railway was opened between Portland, Me. and Montreal. The year previous, 1852, shows imports into the United States from British North America, $5,469,000. These reached $43,000,000 in 1889. The exports from the United States in 1852 were only $13,993,000. In 1889 they reached $57,412,000. It is to the railroads we owe the revo- lution which has taken place in the trade of these British possessions. In 1887 Canada exported to Great Britain $44,571,846 and imported $45,167,040, and in the same year exported to the United States $37,660,190 and imported $51,006,323, the total to and from Great Britain being $89,738,886, and the United States $88,666,513. In 1889 this was reversed. The United States now ranks first ; the proportion of Great Britain's trade to and trom being 44.44 per cent, of the whole, that of the United States 47.20, so decided is the effect of frequent and rapid intercommunication by rail over the slower and irregular mode by water. It is a significant fact that almost all the trade between these countries is transported by rail. Not one regular line of steam-ships plies between the United States and Canadian ports. These exhibits prove that the experience of the United States with rail- Tfaya within her own border is being repeated with lines in Canada and 64 INTERNATIONAL AMERICAN CONFERENCE. Mexico, and, no doubt, "would be repeated upon international lines as these are constructed, and bind together the republics of America in their peaceful grasp. THE UNITED STATES RAILWAY SYSTEM. As far as the people of the United States are concerned, it unneces- sary for us to dwell upon the importance of our railway system, for no words of ours can adequately describe their universal apprecia- tion of the value of rapid railroad communication between all parts of the Eepublic. l^ot only are railways considered by them the first factor in our material development, but it is clearly seen that these alone have rendered development possible ; nor is this their most valuable service to the nation; for, unbound by these ribs of steel, the question of the future of the union between the States might give rise to serious foreboding, bound together as they are into one vast neighborhood the people of the various States, by frequenX change of residence, intermarriage, commercial relations, and constant communication, are fast becoming more and more of one national type, alike in thought, manner, and action. It may be well, however, for the benefit of those among our neigh- boring republics who have not yet fully entered upon the construction of railways to give a short history of our railway policy and its results. For this purpose we hav^e ava'iled ourselves freely of the services of Messrs. Taylor and Brock, the respective heads of the Eailway Bureau and of the Bureau of Statistics. .The United States possesses to-day nearly half the railway mileage of the world. At the close of the year 1889 there were 161,313 miles in operation, enough to make twelve steel girdles around the earth. Their cost has been fully eight thousand millions of dollars. Excepting agri- culture, the railway interest is the largest single interest in the country. It employs as wage-earners not less than two millions of people ; thus eight millions or more persons depend upon railways for their daily support. The development and prosperity of the country have been proportionate to the building of its railways. In the increase of popu- lation, business, and wealth, in the opening to settlement and commerce of new States and Territories, the railway has been the most potent factor. It touches every pursuit, whether of agriculture, manufactures, finance, commerce, or science. It is comparatively a short time since the settlement of the country bordering on the Mississippi River began. Prior to that, and before the era of railway building, settlements were few and small upon the shores of the lakes and the navigable rivers that then furnished means of transportation for the surplus products of the factory and farm. As fast as railways were constructed the adjacent country was rap- idly settled. Wherever a railway reached, supjjlying the necessary facilities of transportation, there hurried with eager steps labor and capital, seeking employment and investment. Forests were felled and INTERNATIONAL AMERICAN CONFERENCE. 65 mines opened and contributed their wealth to the markets of the world. Yast prairies, inhabited only by Indians and wild beasts, where the yearly vegetation rotted upon the deepening- soil, when traversed by railways quickly sprang into active agricultural and commercial life. The touch of the plowshare brought abundant harvests, and villages and cities sprang into existence. To show the great importance of railways to the agricultural interests of the United States, Poor's Manual for 1889 says : Over ordinary earth roads wheat will bear transportation for a distance of only 250 miles, when its value is $1.50 per bushel at the market. Indian corn will bear trans- portation only 125 miles, when its value is 75 cents per bushel. When grown at greater distances from market, these products, without railroads, have no commercial or exportable value. The railroads by transporting at one-twentieth the cost over earth roads give a marketable value to wheat grown 5,000 miles inland; to Indian corn grown 2,500 miles inland. Beyond a certain limit, consequently, these works are the sole inducement to the production of these staples in an amount greater than that necessary for consumption by the producer. Railroads are as much the condition of their production as the ship is for the production of wool in Australia. The effect of cheap production is well illustrated in the extraordinary increase in the production of wheat and corn in the Western States and the corresponding impulse given to the constrnction of railroads, the increased mileage of which has only kept pace with that of other industries. It is not, however, as potent agencies, foremost in stimulating the settlement and development of the resources of the country, that rail- ways perform their highest function, but, as has been before stated, they cement and tend to preserve the unity of the extended region over which the Eepublic holds sway. The building of the first Pacific rail- way was equally a military and a commercial necessity. Previous to the opening of rail communication, the Pacific coast had little in common with the Union. No sooner had the iron bands joined the agricultural regions of the Mississippi Valley and the manufacturing States of the East with it, than close business, social, and political relations sprang up between the two sections and bound them closely together. The in- timate social, political, and commercial relations which now so happily exist between all parts of our united country could never have been created without rail communication. The progress made in railway building in this country has been due largely to the liberality shown by local communities, the several States and the General Government toward railway enterprise. The Govern- ment has been prodigal in the bestowal of munificent grants of the pub- lic domain to aid the construction of railways, and in this regard has been wisely emulated by many of the States, which have given large tracts of their public lands to encourage the building of railways within their limits. In addition to large and numerous subsidies given by the General Government and the States to railway companies many coun- ties, towns, villages, and cities have voted sums in aid of railway con- struction. Communities that had no railway have eagerly pledged their credit to secure one, and those that have had one or more have often made liberal donations to secure competing lines. S. Ex. 125 5* ee INTERNATIONAL AMERICAN CONFERENCE. There is no room to doubt that this policy was wise. The value of every acre of land and every dollar in money contributed towardthe construction of railways has been repaid tenfold to the public in the added stimulus to business and increased value to property produced by cheaper transportation. Especially has this been true as regards the States and Territories of the West. There lay a region embracing more than half the area of the United States rich in natural resources, yet inaccessible, and heretofore practically valueless. Eailways alone could have made this latent wealth productive. So with our mineral wealth. Had not railways stimulated by public aid been constructed through the mineral regions of the country our mines must have re- mained unopened. Railway construction once begun in a country can stop only when all sections are supplied, for such are the advantages of railways to the sec- tions that construct them that all other sections must necessarily follow or become almost valueless. For this reason we find every part of our country either already supplied with railways or rapidly becoming so. Eailway management is constantly growing more broad, conserva- tive, and liberal ; excessive rates and unwarranted discrimination are being corrected by competition and forbidden by law. Rates by rail are now not infrequently as low as by water, a condition of things which, a few years ago, was not thought possible. Reference to the fol- lowing tables will show the great reductions in rates by rail which have taken place in recent years. It is believed that the minimum charges have not yet been reached. FREIGHT RATES. Annual average freight rates per bushel of wheat for transportation from Chicago to New York for each year from 1857 to 1888, inclusive. Calendar year. 1857. 1858. 1859- 1860. 1861. 1862. 1863. 1864. 1865. 1866. 1867. 1868. 1869. 1870. 1871. 1872. 1873. Average rates per busliel. By lake and canaL* Cents. 25.29 16.28 17.59 24.83 26.55 26.33 22.91 28.36 26.62 29.61 22.36 22.79 25. 12 17.10 20.24 24.47 19.19 By lake and rail. Cents. 22.0 25.0 22.0 25.0 28.0 26.9 By all rail. Cents. 42.6 35.1 33.3 31.0 33.5 33.2 Calendar year. 1874- 1875. 1876. 1877. 1878. 1879. 1880. 1881. 1882. 1883. 1884. 1885. 1886. 1887. 1888. 1889. Average rates per bushel. By lake By lake and and canal.* rail. Cents. Cents. 14.10 16.9 11.43 14.6 9.58 11.8 11.24 15.8 9.15 11.4 11.60 13.3 12.27 15.7 8.19 10.4 7.89 10.9 8.37 11.5 6.31 9.95 5.87 9.02 8.71 12.00 8.51 12.00 5.93 11.00 6.89 t8.70 By all rail. Cent*. 28.7 24.1 16.5 20.3 17.7 17.3 19.9 14.4 14-6 16.5 13. 125 14.00 16.50 tl6. 33 tl4.50 15.00 •Including canal tolls until 1882, bat not Buffalo transfer charges. t Averages of oflacially published tariffs. The actaal cost of transportation -waij some-what less, as rates were tinsettled daring a considerable portion of each year, and grain was frequently taken at less than tariff rates. } ATsract of effloUIly psUishad tuUb. INTERNATIONAL. AMEBIC AN CONFERENCE. 67 Annual average freight rates on grain and flour from St. Louis to various points during each year from 1876 to 1888, inclusive. [Prepared by Mr. CTeorge H. Morgan, secretary Merchants' Exchange, St. Louis, Mo. J Calendar year. 1876. 1877. 1878. 1879. 1880. 1881. 1882. 1883. 1884. 1885 1886. 1887. 1888. 1889. To New Orleans by rirer. Grrainin sacks, per 100 ponnds. Cents. 21 17i 19 19 20 20 171 14 15 16 18 15 17 es Wheat in bulk by barges, per bushel.. Oentg. To Ne^r York by rail. Grain per 100 ponnds. Oentg. 39i 41 38 32J 42 32 29^ 33 26 22^ 29 32| *29i t28i Flour per barrel. Cents. 79 82 76 67 84 64 59 66 52 44? 58 64J 59 58 To Liverpool. Via New Orleans, ■wheat per bushel. Cents. 22f 19/3 14^ 15^ 16J 141 m Yia New York, wheat per bushel. Cehts. 23i 27 21i 20J 24 24t 22^8 24t% * These figures 29J represent published rates. At times during the year the rate was cut to 20 cents, making the average rate on that basis, St. Louis to Liverpool via New York, as low as 17i cents per bushel. t On all grain, except com, on which the rate was 26 cents. Note 1.— In the normal condition of freight rates, the rate to Boston would be 5 cents per 100 pounds higher than to New York, to Philadelphia 2 cents per 100 pounds lower than to New York, and to Baltimore 3 cents per 100 pounds lower than to New York; but sometimes rates by these cities are independent of local rail rates. NOTB 2. — The rate on flour is always doable the rate on grain per 100 pounds. GRANTS TO RAILWAYS. On March 2, 1827, Congress granted to the State of Illinois lands to aid in the construction of a canal " to connect the waters of Illinois and Lake Michigan." Six years later, in 1833, Congress authorized the above grant to be diverted, and a railway constructed with the proceeds of said lands. This was the first land grant ever made by the Government to aid in the construction of a railway. The first important land- grand act passed was that of September 20, 1850 : " An act granting the right of way and making a grant of Lmd to the States of Illinois, Mississippi and Alabama, in aid of the construc- tion of a railroad from Chicago to Mobile." This grant gave alternate sections of land (even numbered) for six sections in width on either side of the road and branches, making six sections, or 3,840 acres for every mile of road. In the case of this grant, as in the case of all those made subsequently, the law provided that the land within the limits of the grant not given to the railroad company, that is, every other section, should be doubled in price from $1.25 to $2.50 per acre. In this way, the Government received as much from the lands remaining within the limits of the grant, as it would have received from all the 6S INTEENATIONAL AMERICAN CONFERENCE. lands 'lad no grant been made. The building of railroads rendered the lands salable ; whereas in most cases, if no railroads had been con- structed, the . ands would never have found purchasers, as they were of no value where facilities for the transportation of their product to market were not provided. Under an act passed June 10, 1852, entitled ''An act granting the right of way to the State of Missouri, and a portion of the public lands to aid in the construction of certain railroads in that State," the Hannibal and St. Joseph and the Missouri Pacific Railroads were built. June 29, 1854, a grant was made to the Territory of Minnesota for the purpose of aiding the construction of a railroad from the southern line to the eastern line. In 1856 a series of grants was made to Iowa and other States, to be used only to aid in the construction of railroads, which were in form and substance similar to the Missouri grant of June 10, 1852. From 1850 to 1860 a strong sentiment arose favorable to the con- struction of a railroad to the Pacific coast. Congress, on July 1, 1862, enacted a law entitled "An act to aid in the construction of a railroad and telegraph line from the Missouri River to the Pacific Ocean, and to secure to the Government the use of the same for postal, military, and other purposes." This was the charter of the Union Pacific Railroad Company, which conferred certain privileges and made grants to sev- eral other railroad companies then existing under State charters. It empowered the Union Pacific Railroad Company " to lay out, locate, construct, furnish, maintain, and enjoy a continuous railroad and tele- graph, with the appurtenances, from a point on the one hundredth me- ridian of longitude west from Greenwich * * * to the western boundary of E"evada Territory," subject to the terms of the act. At the western boundary of Nevada it was to meet and connect with the line of the Central Pacific Railroad of California, a corporation then existing under the laws of that State which, by this act, was authorized to construct a railroad and telegraph line from the Pacific coast at or near San Francisco or the navigable waters of the Sacramento River to the eastern boundary of the State of California, upon the same terms and conditions in all respects as were provided for the Union Pacific Railroad Company, audit was further jirovided that the Central Pacific Railroad Company of California, after completing its line to the eastern boundary of California, should continue constructing eastward until it should meet and connect with the Union Pacific, and the whole line of railroad from the Missouri River to the Pacific Ocean was completed. Right of way was granted through the public lands to the extent of 200 feet in width on each side of the track, and a grant of land amount- ing to five (increased to ten by the act of 1864) alternate sections per mile on each side of the road. In addition to the lands granted to aid in the construction of the Pacific roads mentioned, the act also provided for a Government subsidy of bonds equal to $16,000 per mile foi that per- INTERNATIONAL AMERICAN CONFERENCE. 69 tion of the line between the Missouri Eiver and the base of the Kocky Mountains ; $48,000 per mile for a distance of 150 miles through the mountain range j $32,000 per mile for the distance intermediate between the Eocky and Sierra Nevada ranges, and $48,000 per mile for a dis- tance of 150 miles through the latter range of mountains. These bonds were in the nature of a loan of credit by the United States, and were at first made a first-mortgage lien on the whole line of rail- road and telegraph and all its appurtenances, but by section 10 of the act of 1864 they were made a. second mortgage or subordinate lien to bonds of the same tenor and amount which the respective companies were authorized to issue. The United States issued bonds to the amount of $27,236,512, and gave 13,384,089 acres of land to the Union Pacific Eailroad Company. It also issued bonds to the amount of $6,300,000, and gave lands amount- ing to 8,174,000 acres to the Kansas Pacific Eailway Company. The Denver Pacific Eailway and Telegraph Company also received 1,355,292 acres of land. On January 20, 1880, these roads were consolidated and formed the Union Pacific Eailway Company. It will be seen, therefore, that the Union Pacific Eailway Company has been loaned by the Govern- ment, in bonds, $33,536,512, and been given in lands, 22,913,381 acres. The Central Pacific Eailroad Company of California received in bonds $5,885,120, and was granted 9,440,000 acres of land. The Western Pa- cific Eailroad Company received bonds to the amount of $1,970,560 and its land grant amounted to 1,576,448 acres. June 23, 1870, the Central Pacific Eailroad Company of California and the Western Pacific Eail- road Company were consolidated under the name of the Central Pa- cific Eailroad Company ; this company has, therefore, been loaned in bonds, $27,885,680, and has been granted lands to the extent of 11,016,448 acres. Previous to these grants the Government expended $440,000 in mak- ing preliminary surveys to determine the feasibility of building a line to the Pacific. In addition to the Government aid rendered to the railroads men- tioned, large grants of land have been bestowed upon other companies for the building of transcontinental and other railroads. The lands given by Congress to aid railway construction aggregated 197,700,000 acres. Some of these grants have been forfeited and others reduced in various ways, but most of the lands have gone into the possession of the various companies. It is safe to say that these lands, after the building of the railways to which they were given had been completed, were worth, at a low estimate, from $3 to $5 per acre. In many cases where grants of timber lands were made, including tracts of pine, the value of the lands was greatly in excess of the figures given. Taking these figures as a safe basis, they show that Congress has donated for railroad purposes lanfts worth from $500,000,000 to $800,000,000, 70 INTEBNATIONAL AMERICAN CONFERENCE. Vast as is this snm, the statistics of the increase in the population, business, and wealth of the States and Territories in which these land- grant roads have been built prove that its bestowal was wise. The policy pursued by the people toward railway development has always been of the most generous and helpful character. It is specially gratifying that vast as have been the grants and concessions by the National Government, States, and communities, yet the returns made by the railways to the national unity, growth, and well-being, have far ex- ceeded the expectations of the most sanguine, and that the Government will not be called upon to lose one dollar of any of its pecuniary ad- vances or upon any of its guaranties, all the assisted lines being amply able to meet such obligations from their own revenues. RAILWAY CONSTEUOTION. Sixty years ago there were but 23 miles of railroad in the United States. In the next thirty years about 30,000 miles were built. In the last thirty years over 130,000 miles have been built. The figures which we give below as to the railroad-building, as well as to the growth of the States named in population, products, and wealth, date trom 1860, a period of thirty years. The first few years following 1860, it must be remembered, were the years of the civil war, when progress in railway- building, as well as in many other public and private enterprises, was greatly retarded or entirely suspended. Bailway mileage of the United States. T«ar. 1860. 1865. 1870. 1875. 1880. Built dur- ing the year. Mile*. 1,846 1,177 6,070 1,711 6,712 Total operated at ^d of year. Mile*. 30,635 35, 085 52, 914 74,096 93, 296 Year. 1885. 1886. 1887. 1888. 1889. Built dur- ing the year. Miles. 2,930 8,100 12, 872 7,001 5,231 Total operated at end of year. Miles. 128, 309 136, 419 149, 281 156, 082 161,313 To piove that the aid rendered railways was wisely bestowed, it is only necessary to consider the increase in population and wealth di- rectly attributable to their construction. It must be borne in mind that most of the railways receiving public assistance could not have been constructed at aU, or that their construction would at least have been long delayed, unless thus fostered. Many of these roads were constructed before the business of the sections they traverse appeared to require them. The policy was to build through sparsely populated or altogether un- settled regions in the belief that railways would induce settlement and create business. This has proved to be the case. Settlements have rapidly followed the building of every railway. No matter how wild and unproductive the country through which it passed, sooner or later it developed remunerative traffic for itsel£ INTERNATIONAL AMERICAN CONPERENCK 71 The figures emphasize the facts more strongly than anything that can be said relating to the wonderful growth which has followed rail- way facilities. We have selected a few of the States and given figures showing the number of miles of railway built, and their increase in population, products, manufactures, and wealth since 1860. (See page 78.) The reader will search the history of the world in vain for such a record of growth as these figures show, and which the railway system alone has rendered possible. SUMMARY. The following summary shows the mileage of road, equiijment, stock, bonds, and other liabilities ; also earnings and traffic statistics of all the railways in the United States for the year 1888 : Miles. Mileage of railways, 1888 156,082 Double track, sidings, etc 37,225 Total track 193,307 Locomotives 29,398 Cars : Passenger 21,425 Baggage, mail, etc 6,827 Freight.-..' 1,005,116 Capital stock $4,438,411,342 Bonded debt $4,624,035,023 Other liabilities $544,040,944 Passengers carried 451,353,655 Tons of freight moved 589,398,317 Earnings : Passenger $251,356,167 Freight 639,200,723 Miscellaneous 60,065,118 Total earnings 950,622,008 RAIL OOMMTJNIOATION BETWEEN THE THREE AMERICAS. Examination of the subject of continuous rail communication be- tween South and Central America, Mexico, and the United States is most encouraging. Judged by what has already been accomplished, the task can not be deemed stupendous. In opening railways between the Atlantic and Pacific Oceans, the United States, Canada, and other countries have performed works of equal or greater magnitude than will probably be required to establish unbroken railway communication with all the Eepublics south of us. The building of the Baltimore and Ohio and the Pennsylvania Eail- ways over the Allegheny Mountains were greater undertakings than that of an intercontinental railway would be now. The most difficult portions of a railway to South America will not exceed those of the Mexican Railway from Vera Cruz to the City of Mexico, or those of the Panama Eailway across the Isthmus, 72 INTEENATIONAL AMERICAN CONFERENCE. Much has already been accomplished in the different Spanish- Amer- ican countries in building parts of the proposed through line, which, when combined, will reduce the entire work and distance almost one- half ; so that not only can continuous railway commuuication with those countries be considered feasible, but also that it is on a fair way to be realized. The situation at present stands thus : The railways of the United States, from all points east and west, con- nect with the railways of Mexico upon the border of the two countries at El Paso, 2,456 miles from New York, 1,286 miles from San Fran- cisco, and 1,642 miles from Chicago ; at Eagle Pass, 2,083 miles from New York, 1,819 from San Francisco, and 1,380 miles from Chicago ; and at Laredo, 2,187 miles from New York and 1,316 miles from Chicago, Hence to the City of Mexico there are two rail routes : that from El Paso via the Mexican Central, 1,224 miles ; that from Laredo via the Mexican National, 839 miles, making the distance from New York via El Paso 3,680 miles, from San Francisco 2,510 miles, and from New York via Laredo 3,026 miles. A line is in operation 183 miles south of the City of Mexico, and a concession has been granted for its extension 585 miles to the borders of Guatemala. Surveys are being made along the route, and it is believed that the construction will be completed at no distant day. We are informed that a survey is also being made for the connection of the Mexican line with the city of Guatemala, which will carry the line 120 miles further south, and leave only 60 miles to reach the northern border of Salvador. In Salvador a line has been projected through that state about 170 miles. To carry the line through Honduras in order to reach the nearest point of the Nicaraguan railway system is only about 90 miles, and this system, consisting of two sec- tions of 58 miles and 32 miles in length, can be incorporated into the through line by uniting these two sections by a new line of about 35 miles. Through Honduras, Nicaragua, and Costa Eica the country is reported of a character very favorable to railway construction. From the southern terminus of the Nicaraguan system to the bound- ary of Costa Eica and through Costa Eica to its railway, of which about 35 miles may be used in the through line, is about 210 miles. We are informed that a syndicate has acquired a concession and will build a line to connect with the railway already constructed. About 75 miles of this may be utilized, thus lessening by so much the distance to be constructed by the through line. From the southern terminus of the Costa Eica Eailway, the Atlantic coast may be followed to the northern border of South America, a dis- tance of about 130 miles. Thus to carry communication through Central America from the city of Mexico requires about 1,700 miles of railway, of which 295 miles are already constructed and in operation, about 780 miles are being con- structed and surveyed, leaving 625 miles still to be located. In the extreme south the railways of the Argentine Eepublic conneot INTERNATIONAL AMERICAN CONFERENCE. 73 with those of Chili, Uruguay, and Brazil, and extend northward to within 120 miles of the Bolivian frontier and are rapidly being pushed further. Concessions have been granted for the continuation of these lines, or rather for the building of a line to connect with them, and with the railways of Bolivia and Peru, which when completed will afford communication as far north as Cuzco in Peru, about 2,190 miles from Buenos Ayres. Beyond this, northward to the boundary of Central America, little has been done toward an intercontinental line. Should it be located along the Central Plateau in the heart of the Andes, then a line which has been projected north and south 151 miles iu Ecuador might be used, in addi- tion to about 30 miles to be built in Peru near Cerro de Pasco. A French syndicate is also endeavoring to secure a concession in Colombia to build a line from Bogota to Cartagena, and are said to have the capital to construct it ; but it may be. said that nothing has really been done, and especially so if the intercontinental line should be located on the east- ern slopes of the Andes, through that rich but almost unknown coun- try of the headwaters of the Amazon. From Cuzco in Peru to the rail- ways of Costa Eica, about 2,300 miles, is found the one long link which the intercontinental line will be called upon to construct. From the southern terminus of the railroads now in operation in Mexico to the northern terminus of the Argentine system is estimated at 4,900 miles. In this distance 230 miles are now in operation which may be utilized in the through line; of the remaining distance, about 1,800 miles are already under survey and construction, which when com- pleted will leave about 2,890 miles to be located and constructed, in order to complete the line that will eventually unite the republics of the Western Hemisphere. The distance between New York and San Francisco by the shortest rail route is 3,207 miles. From every point of view, it seems clear to us that immediate steps should be taken to ascertain whether the acquisition of advantages of such transcendant importance as direct and unbroken rail transporta- tion would give to all the republics of this continent, are really within our reach by any reasonable expenditure, or by the granting of reason- able concessions to capitalists who would undertake the construction and operation of the necessary railway, and give satisfactory security for the fulfillment of their engagement. We strongly recommend to the International Conference that pro- vision should be made for the appointment of an International Commis- sion of Engineers, to make the necessary surveys and report upon the entire subject at the earliest possible date. We are of opinion that our Government will cooperate with the other republics in this matter, for its policy in the past has shown it to be most liberal in aiding, by grants of land and of money, all enterprises for the impiovement of means of communication, nor has this policy been confined to entey- 7 " 74 INTERNATIONAL AMERICAN CONFERENCE. prises entirely iu our own territory, for the problem of iuteroceanic communication across the Isthmus of Panama, and through Central America, has received attention and obtained aid as early as 1834. When the recommendations of this proposed commission are sub- mitted to the various governments, they can then confer as to the best means of securing the union of the three Americas by unbroken and direct rail communications. We must believe that a work which would confer such manifold ad- vantages to all the countries interested, would so strongly commend itself as to induce them promptly to give it such encouragement and to take such measures as will lead to its early completion. Area, population, exports, imports, and miles of railway in the Spanish- American countries and the United States. Conntries. Area (sq. miles). Population. Tear. Number. Exports. Tear, Total. To the United States in 1889. Argentine Republic Bolivia Brazil CMli Colombia Costa Bica Ecuador Guatemala Honduras Mexico Nicaragua Paraguay Peru Salvador Uruguay Venezuela United States Central America (includes British Honduras) - . South America (includes Guiana and the Falkland Islands) Total of Mexico, Central and South America 1, 125, 086 772, 548 3, 119, 764 293, 970 504, 773 23, 000 248, 370 41, 830 47, 090 751, 479 49, 500 142, 916 463, 747 7,225 72, 175 394, 374 8, 581, 000 175, 045 7, 546, 158 8, 492, 682 1887 1882 1888 1885 1881 1883 1885 1888 1887 1882 1883 1886 1876 1888 1887 1886 3, 894, 955 1, 182, 279 14, 002, 335 2, 527, 320 3, 878, 600 203, 780 1, 004, 651 1, 427, 116 351, 700 10, 447, 984 275, 815 263, 751 2, 621, 844 664, 513 651, 112 2, 198, 320 1887 1885 1887 1887 1887 1887 1887 1887 1887 1888 1886 1886 1884 1887 1887 1886 1889 2, 950, 376 32, 583, 757 45, 982, 116 $113, 244, 801 9, 745, 000 143, 903, 651 57, 194, 709 10, 037, 295 4, 667, 422 7, 356, 868 7, 044, 498 1, 296, 000 38,619,867 1, 770, 413 1, 535, 272 5, 785, 920 5, 101, 143 27, 373, 172 15, 884, 728 742, 401, 375 20, 902, 102 373, 718, 387 433, 235, 356 $5, 454, 618 2,136 60, 403, 804 2, 622, 625 4, 263, 519 1, 442, 365 695, 005 2, 346, 685 1, 215, 561 21,253,601 1, 747, 246 None. 814,032 1, 662, 162 2, 986, 964 10, 392, 569 8, 625, 484 92, 135, 052 122, 014, 137 Conntries. Imports. Tear. Total. From the United States in 1889. Miles of railway, 1889. Argentrae Republic. Bolivia Brazil Chili Colombia Costa Rica Ecuador Guatemala Honduras Mexico Nicaragua Paraguay Peru. Salvador Uruguay Venezuela United States Central America (includes British Honduras) South America (includes Guiana and the Falkland Isl'ds). Total of Mexico, Central and South America $81, 467, 056 6, 820, 000 114, 335, 667 52, 667, 831 6, 339, 379 4, 200, 919 8, 333, 254 5, 312. 160 1, 215, 000 43, 380, 000 1, 062, 040 1, 399, 777 8, 044, 069 3, 186, 798 29, 950, 402 12, 053, 502 745, 131, 552 15, 800, 285 364, 838, 005 424, 018, 290 $9, 293, 856 6,838 9, 531, 081 2, 927, 794 3, 821, 017 983, 164 756, 211 994, 701 637, 175 11, 486, 896 1, 009, 687 None. 780, 835 701, 196 2, 192, 848 - 3, 738, 901 4, 032. 5 106.2 5, 260. 5 1, 759. 9 226 110.5 40 103. 05 69 5, 021. 66 90 92 1, 037. 01 32 400 196 4, 695, 521 35, 021, 017 51, 203, 434 372. 05 13, 170. 02 18,563.91 INTERNATIONAL AMERICAN CONFERENCE. 75 I. — Total values of vierchandise imported into the United States from the British Korth American Possessions and of merchayidise imported from the United States into and en- tered for consumption in the British North American Possessions during each year from 1850 to 1889, inclusive (see Note 5). Tears. Imports iuto the United States from the British North American Possession. Imports into the British North American Posses- sions from the United States. Excess of imports into the United States. Excess of imports into the British North American Possessions. 1850. 1851. 1852. 1853* 1854. 1855. 1856. 1857. 1858. 1859. 1860 1861. 1862. 1863. 1864 1865 1866, 1867. 1868. 1869 1870 1871 1872, 1873 1874 1875 1876 1877 1878 1879, 1880 1881 1882 1883 1884 1885 1886 1887 1888 1889 $5, 179, 500 5, 279, 718 5, 469, 445 6, 527, 559 8, 784, 412 15, 118, 289 21, 276, 614 22, 108, 916 15, 784, 836 19, 287, 565 23, 572, 796 22, 724, 489 18, 515, 685 17,191,217 29, 608, 736 33, 264, 403 48, 528, 628 25, 044, 005 26, 261, 378 29, 293, 766 36, 265, 328 32, 542, 137 36, 346, 930 37, 649, 532 34, 365, 961 28, 270, 926 29, 010, 251 24, 277, 378 25, 357, 802 26, 133, 554 33, 214, 340 38, 041, 947 51, 113, 475 44, 740, 876 39, 015, 840 36, 960, 541 37, 496, 338 38, 015, 584 43,064,123 43, 009, 473 $11, 14, 13, 19, 26, 34, 35, 27, 22, 26, 25, 28, 30, 29, 7, 27, 27, 25, 22, 21, 21, 27, 33, 47, 53, 50, 45, 53; 50. 45, 41, 50, 55, 65, 59, 53, 49, 51, 54, 57, $5, 995, 245 20, 622, 644 "'3,'6i7,'i43' 7, 613, 704 14, 395, 881 5, 356, 551 2, 604, 935 $6, 429, 141 8, 984, 033 8, 524, 125 12, 917, 919 17, 330, 720 19, 243, 899 14, 488, 366 5, 679, 322 6, 426, 001 7, 474, 053 2, 298, 603 5, 796, 246 11, 857, 527 12, 489, 738 195, 454 9, 573, 639 19, 064, 463 22, 049, 067 16,491,950 29, 246, 6:i 24, 966, 321 19, 063, 047 8, 712, 223 12, 913, 978 4, 157, 105 20, 278, 057 20, 830, 128 16, 437, 067 12, 276, 894 13, 921, 466 11, 622, 038 14, 403, 414 NOTES. 1. Al l of the above data are given for years ending June 30, except that the imports into the British Possessions from 1850 to 1863 are for calendar years, and those for 1864 are for the six months ending June 30. 2. The imports into the British Possessions from 1850 to 1867 comprise the imports into the provinces of Quebec and Ontario, as taken from the Canadian accounts, plus the exports to the other provinces of the present Dominion, as taken from the United States accounts; the imports into the British Pos- sessions for the remaining years are taken exclusively from the Canadian accounts, with the following additions from the United States accounts, viz: 1868, exports to British Columbia, $1,178,813; 1869, exports from Minnesota, $182,682; 1870, exports from Minnesota, $172,210; 1873 to 1889, exports from the United States to Newfoundland and Labrador. The accounts of these exports, which were exclu- sively by water, are reliable. 3. The imports into the United States for 1864 and from 1868 to 1887 include the imports from all British North American Possessions. 4. For the gradual formation of the present Dominion of Canada, see Statement No. 4. 5. The imports into the British North American Possessions from 1850 to 1875 inclusive are the im- ports entered for consumption, and those from 1876 to 1889 inclusive are the general imports of mer- chandise. * Railway communication, Atlantic and St. Lawrence and Grand Trunk KaUroad, established be- treen the Uait«d States and Canada (between Moutreal and Portland, Me.) in 1853. 76 INTERNATIONAL AMERICAN CONFERENCE. II.— -Imports and exports of merchandise into and from the United States from and to Mex- ico, Central America, the West Indies, and South America during the years 1821, 1830, 1840, 1850, 1860, and from 1866 to 1889 inclusive. TRADE WITH MEXICO. Tears ending- Export to Domestic, a Foreign. Total. Imports from. Total imports and exports. September 30— 1821 1830 1840 Jane 30 — 1850 1860 1866 1867 1868 1869 1870 1871 1872 , 1873 1874 1875 1876 1877 1878 , 1879 1880 1881 1882 1883 , 1884 , 1885 1886 1887 , 1888 1889 (b) $985, 764 969, 938 1, 498, 791 3, 309, 379 3, 701, 599 4, 823, 614 5, 048, 420 3, 835, 699 4, 544, 745 5, 044, 033 3, 420, 658 3, 941, 019 4, 016, 148 3, 872, 004 4, 700, 978 4, 503, 802 5, 811, 429 5, 400, 380 6, 065, 974 9, 198, 077 13, 324, 505 14, 870, 992 11, 089, 603 7, 370, 599 6, 856, 077 7, 267, 129 9, 242, 188 10, 886, 288 (6) $3, 851, 694 1, 545, 403 514, 036 2, 015, 334 871, 619 572, 182 1, 392, 919 1, 047, 408 1, 314, 955 2, 668, 080 2, 122, 931 2, 323, 882 1, 930, 691 1, 865, 278 1, 499, 594 1, 389, 692 1, 649, 275 1, 351, 864 1, 800, 519 1, 973, 161 2, 158, 077 2, 216, 628 1, 614, 689 970, 185 881,646 692, 428 655, 584 600, 608 (6) $4. 837, 458 2, 515, 341 2, 012, 827 5, 324. 713 4, 573, 218 5, 395, 796 6, 441, 839 4, 883, 107 6, 859, 700 7, 612, 113 5, 543, 589 6, 264, 901 5, 946, 839 5, 737, 282 6, 200, 572 5, 893, 494 7, 460, 704 6, 752, 244 7, 866, 493 11, 171, 238 15, 482, 582 16, 587, 620 12, 704, 292 8, 340, 784 7, 737, 623 7, 959, 557 9, 897, 772 11, 486, 896 (6) $531, 525 716,109 675, 200 1, 903, 431 1, 726, 092 1, 071, 936 1, 590, 667 2. 336. 164 2, 715, 665 3, 209, 688 4, 002, 920 4. 276. 165 4, 346, 364 5, 174, 594 5, 150, 572 5, 204, 264 5, 251, 602 6, 493, 221 7, 209, 593 8, 317, 802 8, 461, 899 8, 177, 123 9, 016, 486 9, 267, 021 10, 687, 972 14, 719, 840 17, 329, 889 21, 263, 601 (b) $5, 368, 983 3, 231, 450 2, 688, 027 "i 228, 144 6, 299, 310 6, 467, 732 8, 032, 006 7, 219, 271 8, 575, 365 10, 821, 801 9, 546, 509 10, 541, 066 10, 293, 203 10, 911, 876 11, 351, 144 11, 097, 758 12, 712, 206 12, 245, 465 15, 076, 086 19, 489, 040 23, 944, 481 24, 764, 743 21, 720, 778 17, 607, 805 18, 425, 595 22, 679, 397 27, 227, 661 32, 740, 497 a In the absence of law providing for the collection of statistics of exports to adjacent foreign terri- tory over railways, the values of exports to Mexico since 1883 have been considerably understated. According to the official information from Mexican sources the value of imports into that country rom the United States during the year ending June 30,1888, was $19,264,673, including precious metals valued at $38,362. Railway connection established between the United States and Mexico April 10, 1884. (See Table in.) bNot an independent country in 1821. III. — Values of msrchandise and of gold and silver coin and bullion imported into and ex- ported from the United States from and to Mexico during each year ending June 30 from 1880 to 1889 inclusive, and exhibiting the values of imports and exports by land separately by customs districts, and the total values of the imports and exports by water. MERCHANDISE. Carried in cars and other land vehicles. Years ending June 30— Corpus Clifisti. Paso del Norte. SalTzria. Imports. Exports. Imports. Exports. Imports. Experts. 1880 $453, 876 495,816 345, 374 658, 194 490, 290 756, 975 953, 184 905, 627 750, 258 1, 510, 479 $643, 294 664, 180 2, 049, 696 ],983,2!i4 1, 626, 377 1. 154, 233 1,011,196 1, 050,-«70 1,704,086 2, 119, 386 $196, 804 216, 566 154, 973 325, 950 797, 907 1, 058, 960 1, 837, 396 3,5,T1,664 4,141,534 5, 115, 051 $93, 989 106, 878 131, 849 100, 084 161, 617 232, 277 417, 168 210,210 489, 207 1, 175, 832 $340, 348 175, 991 145 191 1881 1882 $192, 379 1,162,861 962, 453 332, 935 51, 940 40, 909 32, 242 30, 651 1883 850, 159 891, 800 372, 231 145 532 1884 1885 1886.. 1887 762, 669 1888 1, 022, 688 1, 472, 078 1889 INTERNATIONAL AMERICAK CONFERENCE. 77 ///. — Value of merchandise and of gold and silver coin and iullion, etc. — Continued. MERCHii-NDISE— Continned. Carried in cars and other land vehicles. V Years ending June 30— San Diego. Other porta. Total. Imports. Exports. Imports. Exports. Impo$t8. Exports. 1880 $34, 559 52, 269 49, 294 55, 762 122, 962 61, 912 88, 320 83, 950 135, 484 164, 611 $14, 488 46, 441 42, 933 101, 402 70, 813 62, 241 68, 990 89, 337 114, 353 192, 928 $35, 847 77, F07 4,780 219, 317 44, 354 59, 531 409, 559 98, 498 74, 403 79, 909 • $779,228 871, 529 681, 490 1, 259, 353 1, 585, 595 2, 670, 364 3, 623, 539 5, 00'^ 721 5, 829, 812 8, 341, 557 $1, 033, 977 964,419 2, 434, 979 4, 317, 023 3, 595, 797 1,981 171 1881 1882 1883 $119, 363 12, 759 566, 240 327, 471 271, 270 313, 239 375, 584 1884 1885 1886 1887 1, 687, a? 2, 042, 283 2, 947, 672 3, 894, 852 1888 1889 Tears ending Jane 30— Carried in vessels. * Total. Total imports and Imports. Exports. Imports, Exports, a exports. 1880 $6, 430, 365 7, 446, 273 7, 780, 409 6, 917, 770 7, 430, 891 6, 590, 657 7, 064, 433 9, 717, 119 11, 500, 077 12, 912, 044 $6, 832, 516 10, 206, 819 13, 047, 603 12, 270, .597 9, 108, 495 6, 359, 613 6, 050, 406 5, 917, 274 6,950,100 7, 592, 044 $7, 209, 593 8, 317, 802 8, 461, 889 8, 177, 123 9, 016, 486 9, 267, 021 10, 687, 972 14, 719, 840 17, 329, 889 21, 253, 601 $7, 866, 493 $15, 076, 086 19, 489, 040 23, 944, 481 24, 764, 748 21 720 778 1881 1882 15, 482, 582 16, 587, 620 12, 70-1, 292 8, :i40, 784 7, 737, 623 7, 959, 557 9, 897, 772 11, 486, 896 1883 1884 1885 17 607 805 18'i6 18, 425, 595 22, 679, 397 27 227 661 1887 18S8 1889 32,740 497 a See note to Table II. COIN AND BULLION. Carried in cars and other land vehicles. Years ending June 30— Corpus Christi. Paso del Norte. Saluria. Imports. Exports. Imports. Exports. Imports. Exports. 1880 $130, 167 169, 435 323, 091 1, 036, 995 1, 350, 835 781, 103 725, 863 698, 904 491, 866 513, 927 $487, 078 425, 097 313, 753 1, 076, 606 2, 946, 736 9,418,959 12,585,015 10, 598, 215 10, 225, 041 13, 103, 596 $5, 46! 12, 027 8,988 823 38, 348 5,956 9,136 22, 373 21, 548 338, 241 1881 , 1882 $8, 762 20, 478 112 248 1883 $22, 950 875 37, 818 90, 979 23, 767 32, 687 10,318 1884 1885 1886 1887 163 200 1888 242, 146 51 565 1889 Carried in cars and other land vehicles. Tears ending June 30 — San Diego. Other ports. * Total. • Imports. Exports. Imports. Exports. Imports. Exports, 1880 $622, 706 606, 559 645, 832 2, 162, 414 4, 335, 919 10, 206, 018 13, 320, 014 11, 319, 492 10, 738, 455 13, 955, 764 1881 1882 $8, 762 43 4'8 1883 $47, 990 1884 113 123 1885 37, 818 90, 979 186, 967 274, 833 61, 883 1880. 1887 1888 1889 78 INTERNATIONAL AMERICAN CONFERENCE. III. — Values of merchandise and of gold and silver coin a:id bullion, etc. — Continued. COIN AJH) BTJLLIOK— Continried. Tears ending Jane 30— Carried in vessels. Total. Total imports and Imports. Exports. Imports. Exports. exports. 1880 $8,493,118 8, 529, 765 5, 986, 106 7, 620, 572 8, 679, 982 4, 713, 593 3, 615, 382 3, 536, 273 3, 294, 182 3,601,484 |3, 371 1,500 9,684 53, 536 222, 512 41, 588 19, 056 92, 845 44,575 114, 733 $9, 115, 824 9, 136, 324 6, 631, 938 9, 782, 986 13, 015, 901 14, 919, 611 16, 935, 396 14, 855, 765 14, 032, 637 17, 557, 248 $3, 371 1,500 18, 446 96,964 335, 635 79, 406 110, 035 279, 812 319, 408 176, 616 $9,119,195 1881 9, 137, 824 1882 6, 650, 384 1883 9, 879, 950 1884 13, 351, 536 1885 14, 999, 017 1886 17, 045, 431 1887 15, 135, 577 1888 14, 352, 045 1889 17, 733, 864 * See remarkable development of traflSc in consequence of railway communication, established April, 1884. RAILWAY CONSTRUCTION AS BEARING UPON POPULATION, WEALTH, AND DEVELOPMENT. The miles of railway, population, and farming products are given up to 1889. The miles of railway are exact. The population given is from estimates made in the Census Office, and the products are from reports to the Agricultural Department. The statistics of manufactures and wealth are taken from the Census reports of 1880, and to these figures we have added for the increase since 1880 amounts equal to the in- crease shown between 1870 and 1880. It is certain that the forthcoming census of the present year will show figures greatly in excess of those we have given. One of the greatest industries of the country, that of mining, which has developed perhaps more rapidly than any other, shows almost fabu- lous proportions in some sections we have omitted entirely, as we have been unable to find reliable statistics of the mining interests by States- Railways, population, and wealth. Hallways. Population. Wealth. Arkansas (area, 53,850 square miles): 1860 1870 Miles. 38 256 854 2,046 2,008 23 925 2,220 4,126 4,103 2,790 4,823 7,851 9,900 7,110 435, 450 484, 471 802, 525 1, 140, 000 706, 550 379, 994 560, 247 864, 694 1, 350, 000 970, 006 1, 171, 951 2, 539, 891 3, 077, 871 3, 750, 000 2, 578, 049 107, 206 364, 399 996, 096 1, 518, 000 1,410,794 $219, 256, 000 156, 394, 000 1880 246, 000, 000 1888 336, 000, 000 Increase 1888 over 1860 116, 744, 000 California (area, 158, 360 square miles); I860. . 207, 874, 613 1870 638, 767, 017 1880 1,430,*00,000 1888 2, 220, 000, 000 Increase 1888 over 1860 2, 012, 125, 387 Illinois (area, 56,650 square miles): 1860 871, 864, 282 1870 1880 2,121,680,579 3, 092, 000 000 1888 4, 070, 000, 000 Increase 1 888 over 1860 Kansas (area, 82,080 square miles): 1860 3, 198, 139, 718 31, 327, 895 1870 1,501 3,400 8,755 8.756 188, 892, 014 1880 675, 000, 000 1888 961, 118, 000 lucTttase 1888 over I860 929. 790, 105 INTEKNATIONAL AMERICAN CONFERENCE. Bailways, population, and ivealth — Continued. 79 Miigouri (area, 69,415 square miles) 1860 1870 1880 \^Qg ^. Increase 1888 over 1860 Texas (area, 265,780 square miles): 1860 1870 1880 1888 Increase 1888 over 1860 Railways. 817 2,000 3,965 5,901 5,084 307 711 3,244 8,211 7,904 Population. 1, 182, 012 1, 721, 295 2, 168, 380 2, 750, 000 1, 567, 988 604, 215 818, 579 1, 591, 749 2, 060, 000 1, 455, 785 Wealth. 501, 214, 398 , 284, 922, 897 , 530, 000, 000 , 775, 000, 000 , 273, 785, 602 365, 200, 614 159, 052, 542 725, 000, 000 , 291, 000, 000 925, 799, 386 Products for the year. Com. Wheat. Oats. Potatoes. Hay. Cattle. "Value of manu- factures. Arkansas (area, 53,850 square miles) : 1860 1870 1880 1888 Increase 1888 over 1860 California (area, 158,360 square miles) : 1860 1870 1880 1888 Increase 1888 over 1860 Illinois (area, 56,650 square miles) : 1860 , 1870 1880 1888 Increase 1888 over 1860 Kansas (area, 82,080 square miles) : 1800 1870 , 1880 1888 Increase 1888 over 1860 , Missouri (area, 69,415 square miles) : 1860 1870 1880 1888 Increase 1888 over 1860 Texas (area, 265,780 square miles): 1860 J870 1880 1888 Increase 1888 over 1860 Bushels. 17, 823, 588 13, 382, 145 24,156,417 42, 608, 000 24, 784. 412 510, 708 1, 221, 222 1, 993, 325 4, 464, 000 3, 953, 292 115, 174, 777 129, 921, 395 325, 792, 481 259, 125, 000 143, 950, 223 6, 150, 727 17, 025, 525 105, 729, 325 240, 508, 000 234, 357, 273 72, 892, 157 66, 034, 075 202, 414, 413 218, 841, 000 145, 948, 843 16, 600, 702 20, 554, 538 29, 065, 175 83, 698, 000 67, 197, 298 Bushels. 957, 601 741, 736 1, 269, 715 1, 794, 000 836, 399 5, 928, 470 16, 676, 702 29, 017, 707 43, 781, 000 37, 852, 530 23, 837, 023 80, 128, 405 51, 110. 502 38, 014, 000 14, 176, 977 194, 173 2, 391, 198 17, 324, 141 30, 912, 000 30, 717, 827 4, 227, 586 14, 315, 926 24, 906, 627 20, 639, 000 16,411,414 1, 478, 345 405, 112 2, 567, 727 6, 189, 000 4, 710, 655 Bushels. 475, 268 528, 777 2, 219, 822 4, 848, 000 4, 372, 732 Bushels. 418, 000 422, 196 402, 027 864, 000 416, 000 1,043,006 1,789,463 1,757,507 2,049,227 1,341,271' 4,550,565 1,899,000 4,442,000 855,994 2,652,537 15, 220, 029i 5, 540, 390 42, 780, 851 10, 944, 790 63,189,200 10,365,707 145, 364, 000 11, 706, 000 130, 143, 971 6, 165, 610 88, 325 4, 097, 925 8, 180, 385 37, 529, 000 37, 440, 675 3, 680, 870 16, 578, 313 20, 670, 958 36, 384, 000 32, 703, 130 985, 889 762, 263 4, 893 359 14, 808, 000 13, 822, 111 296, 335 2, 342, 988 2, 894, 198| 9, 063, 000 8, 766, 665 1, 990, 850 4, 238, 361 4, 189, 694 6, 044, 000 4, 053, 150 174, 182 208, 383 228, 832 700, 000 525, 818 Tons. 9,356 6,839 20, 630 56, 235 46, 877 305, 655 551, 773 1, 045, 119 1, 539, 454 1, 233, 799 1, 774, 554 3, 747, 339 3, 276, 319 4, 625, 482 2, 850, 928 56, 232 490, 289 1, 601, 932 1, 935, 450 1, 879, 218 401, 070 615, 611 1, 083, 929 1, 802, 494 1, 401, 424 11,865 18, 982 48, 530 189, 795 177, 930 No. 567, 799 357, 935 708, 243 824, 539 256, 760 1, 180, 142 631, 398 664, 307 985, 176 194, 966 1,583,813 1, 715, 586 2, 384, 322 2, 505, 302 921, 489 93, 455 373, 967 1, 451, 057 2, 315, 994 2, 222, 539 1, 168, 984 1, 153, 695 2, 080, 932 2, 181, 007 1, 012, 023 3, 535, 768 3, 494, 043 4, 08-t, 605 7, 923, 690 4, 387. 922 $2, 880, 578 4, 629, 234 6, 756, 159 8, 883, 159 6, 002, 581 68, 253, 228 66, 594, 556 116, 218, 973 165, 843, 000 97, 589. 772 57, 580, 886 205, 620, 672 414, 864, 673 624, 108, 000 566, 527, 114 4, 357, 408 11, 775, 833 30, 843, 777 49, 900, 000 45, 542, 592 41, 782, 731 206, 213, 429 165, 386, 205 200, 000, 000 158, 217, 269 6, 577, 202 11,517,302 20, 719, 928 30, 000, 000 23, 422, 798 THE RAILWAYS OF URUGUAY. REPORT OF ALBERTO NIN, DELEGATE FROM URUGUAY.* Washington, January 6, 1890. Mr. Chairman: To satisfy the desires of the committee over which you so worthily preside, I have the pleasure to send herewith a pam- phlet arranged ad hoc, which contains all the legislation on railroads at present in force in Uruguay, and a map which graphically illustrates its railway system. As the chairman will observe, this system radiates from Montevideo, capital of the Eepublic, and terminates, by way of the center, at the north and the extreme eastern and western limits on the frontier of Brazil, and by way of the west in the Uruguay Eiver, which separates the Eepublic from that of the Argentine, so that its junction with what- ever line may be established to put the country which I have the honor to represent in communication with the other nations of America would be as easy to carry out as it would be at once practicable, since the great trunk lines of the Uruguayan system will be complete and open to the public service in all extent during the present year. The general railroad system law establishes, moreover, a valuable gugjanty to the capitals invested by private enterprises, but notwith- standing these circumstances, I believe it proper to state, at this time, that if it should be necessary and advisable to join in obtaining the most perfect communication with the other nations of America, Uru- guay would not be very far behind in conceding especial favors which would assure that result. To this end, it is pleasant to me to salute the chairman with my most distinguished consideration and appreciation. Alberto Nin. Hon. Juan F. Velarde, Chairman Committee on Eailroads, International American Congress. * Translation. 80 THE RAILWAYS OF VENEZUELA. REPORT OF JOSJS ANDRADE, DELEGATE FROM VENEZUELA, TO TEE COMMITTEE ON RAILROADS OF THE INTERNATIONAL AMERICAN CONFERENCE.* At the end of 1887 Venezuela had 232 kilometers of railroad open to public traf&c and 407 kilometers under construction, besides 1,982 kilometers contracted for or projected. Since 1887 there have been finished and opened to the public the line from Puerto Oabello to Valencia, 54 kilometers ; that from Barcelona to the coal mines, 19 kilometers ; that from La Luz to Barquisimeto, To- cuyo, and Trujillo, 350 kilometers, and that from Caracas to Trujillo, 54 kilometers. The construction of a railroad from Caracas to Victoria has also been begun, and is already well advanced, and it is now to be extended to San Cailos, beyond Valencia, under the name of the Grand Trunk Line of Venezuela. Lately contracts have been made for the construction of new lines which can not be specified at this moment. The Memoirs of Public Credit of 1888 and 1889, give an account of all these contracts with their minor details, and in those of the Treasury Department can be seen the annual earnings and expenses of the lines in actual operation. In the Engineers' Handbook, published at Caracas in the same year of 1887 by Dr. Jesus M* Muiioz-T^bar, present minister of public works in Venezuela, and perhaps the best-known railroad engineer in that country, will be found exact information about the native woods most employed in such works, with their common and botanical names, their resistance and price, the weight and price of brick, ballast, etc., and of various materials for pottery found near Caracas. It also contains the barometrical altitudes of some points of Venezuela in the neighborhood of Caracas, on the ridges of the central coast chain which divides the valley of Caracas from those of the Tuy ; along the highway of the south which leads to those valleys ; on the coast range of Venezuela, the peak of Naigevat^, and chair of Caracas ; the Avila and the other mountains to the north of Caracas ; Agua Kegra and the other mountains to the west of Caracas; and the interior chain between the rivers Tuy and Gu^rico. A copy of the Engineers' Handbook mentioned is herewith inclosed. There is also inclosed a pamplilet abounding in information, entitled * Translation. S. Ex. 125 6 * 81 82 INTERNATIONAL AMERICAN CONFERENCE. "Document Eelating to the Eailroad of Oeiba," 1888, in Spanish, French, and English, together with a cop> of the Statistical Annual of Vene- zuela for the year 1887, in which will be found, among other information, the following relating to railroads : Complete list of railroads of Venezuela up to date, d/vided into three classes: Those constructed and in operation, those under construction, and those merely contracted for. Diagram of the railroad from La Guayra to Caracas. Diagram of the railroad from Caracas to Santa Lucia. Diagram of the railroad from Puerto Cabello to Valencia. Extract from the immigration law. Extract from the land-grant law. Extract from the law guaranteeing 7 per cent, upon capital invested in the construction of railroads. It is probable that complete copies of all laws relating to railroads, and the Statistical Annuals for 1888 and 1889, may soon be presented to the committee. Ko map of the Republic other than that found in the Statistical An- nual can be found here, and I do not know in what part of the United States one of larger dimensions and equal accuracy can be obtained. Washington, January 18, 1890. A. I> P> E N D T X TO THK REPORT COMMITTEE ON RAILWAY COMMUNICATION. 83 CONTENTS. Page. Letter of transmittal 87 Mexico --- - - - 89 Yucatan 101 Central America --.. 104 Guatemala - 105 Honduras - 107 Salvador 112 Nicaragua 113 Costa Eica 114 South America 120 Colombia 122 Venezuela 127 Ecuador 132 Peru 134 Bolivia 139 Chili 141 Argentine - - 145 Uruguay 154 Paraguay 155 Brazil 157 The Intercontinental Railway 166 Surveys 172 Railway Gauges 177 Metal Ties 179 Table of Railways 180 Table of Altitudes 190 Table of Distances 192 List of Books 196 List of Maps '. 199 85 LETTER OF TRANSMITTAL. Washington, D. C, March 19, 1890. Gentlemen : At your request I have obtained the following information with ref- erence to the railways of Mexico, Central and South America, and the prospects of railway bnilding in these countries, especially with reference to an intercontinental line. I have examined the libraries of the city, the Bureaus of the War, Navy, and other Departments, and have had the benefit of reading the reports of the Spanish- American Delegates to the railway committee. The Spanish-American countries naturally form three groups, viz : Mexico, Central America, and South America. The topographical features of each group and of each country are briefly described. Where railway development is extensive, a mere statement of this is sufficient; where little has been done, more detailed information seemed necessary, and especially as to those countries which the Intercontinental Line would probably traverse. All the railways are given and the important ones described with such other information as seemed valuable ; but details have been omitted when given in the reports of the Delegates. A plan for an Intercontinental Eailway has been outlined from a study of all the information obtainable; and, as a matter of interest in this connection, because of the diversity of existing gauges, and of the rapidity with which timber is destroyed in some of these countries, articles on railway gauges and metal ties have been added. Attention is also called to the method of making topographical surveys in various countries. Tables are given of elevations and distances in these countries and of all the rail- ways built and projected. Where no distinct statement of the distance between the two points could be found it was measured upon all the maps. For future reference a list of the maps and books from which I have obtained in- formation is submitted. Very respectfully, your obedient servant, Geo. a, Zinn, First Lieutenant, Engineers, U. S. Army. Hon. H. G. Davis and Andrew Caunegie, Members of the Committee on Railway Communication, of the International American Conference. 87 J i S Ex 1^ 511 1 80' 75- C ^ JR J B BARRANQUl LLA ^' CHIRAMBIRA A^** ) ^^Sin ^^'^^ BUENA VENTU RA J . ,^MJ ^^^ MEXICO The railway system of this coaatry has been so well developed that little need be said beyond describing the important lines. As early as 1837, a concession was granted for the building of a Jine from Vera Cruz to the City of Mexico; but the first real work was not done upon it until 1857. The success of this railwaii after its opening, in 1873, led to the projection of others by United States capitalists, having the City of Mexico as their objective points. The first of these to take tangible shape was the Mexican Central from El Paso, Tex., where it connects with the Southern Pacific Railway of the United States. The Mexican Government granted liberal concessions of money and land for the building of other lines, most of which have the City of Mexico as a terminal. The theory of these was to have, as well as the through line, branches leading to the Paci fie and to the Gulf coast, and a glance at the map will show that some of these have been built. Some of the Mexican lines were projected from the United States to a good port on the Pacific coast to form transcontinental lines. The Sonora Eailway and the Texas, Topolobampo and Pa- cific Eailway are examples. The Tehuan tepee line was projected to connect the Gulf directly with the Pacific. A line has been projected from the City of Mexico to Central America, and is now under construction. Many concessions have been granted by the Mexican Government for the building of railways, and it has been very liberal In donating money and lands ; some of these concessions have been forfeited from failure to comply with the conditions imposed, and others are not likely to be carried into effect. I have described first the lines leading south from the border line of Mexico and the United States, and then named the other lines : SONOEA RAILWAY. The Sonora Railway, from Nogales, Mexico, to Guaymas, Mexico, 262.41 miles, was opened from Guaymas to Hermosillo, 90 miles, in November, 1881, and to Nogales in October, 1882. It is owned by the Atchison, Topeka and Santa F6 Railroad Company, and with the New Mexico and Arizona Railroad forms the Sonora Division of the Atchison Company's system of roads. Leaving Benson the line takes a southwesterly direction through the lower part of Arizona to Nogales on the Mexican frontier, 88 miles distant. This road extends tbrough a fine cereal and grazing country. Another line is to be wconstrftcted from Hermosillo (263 miles from Benson), via Ures, Arispe, Bachnachi, and Espia, to Paso del Norte. The population of Guaymas is about 6,000. When fast trains are put on the Atchison, Topeka and'Santa F^, the journey may be made from New York to Guaymas in five days and a few hours. This line is ex- pected to facilitate communication with Australia, while it also gives traders of the Mexieaiv Central and South American coasta an opportunity to send their products 8 89 90 INTERNATIONAL AMERICAN CONFERENCE. quickly to the Mississippi Valley, the Ea st, and the large cities that lie between the Gulf of Mexico and the Great Lakes. There is immense mineral wealth in Sonora ; mines of gold, silver, iron, lead, cop- per, antimony, tin, and sulphur are found in the region adjacent to the railway. Deposits of carbonate of soda, alum, marble, salt, and gypsum are also abundant. One of the most important mineral deposits of Sonora is anthracite, recently discov- ered at Barranca on the Yaqui River, The coal is found in sandstone and conglom- erate and is said to contain 90 per cent, of carbon. Among other products reacheo by this railroad are sugar-cane, tobacco, rice, rosewood, ebony, logwood, and Brazil- wood. The cost of its property was $10,^72,798. Its earnings in 1888 were $221,761.99. MEXICAN GENTRAX. The Mexican Central from El Paso, Tex., to the City of Mexico, 1,224.1 miles, with branches from Aguas Calientes to San Bias on the Pacific coast, and to Tampico on the eastern coast, from Silao to Guanajuato, 11.4 miles, and from Guanajuato to Ira- puato, 161 miles. Of the San Bias division only 16.6 miles are comiileted, and of the Tampico division, the line to San Luis Potosi, 130.7 miles was opened in June, 1889, and at the present time there remains less than 50 miles to be completed. It is be- lieved that the entire division will be opened for traffic by March 31, 1890. This is the longest of any Mexican line, and has a subsidy of $9,500 per kilometer, or in all amounting to about $32,000,000. It runs through a country rich in mineral and agricultural resources, and connects the largest centers of population in Mexico, although it crosses certain areas of sterile plains in the north. This road was incorporated in Massachusetts February 25, 1880, and in the same year purchased of the Guanajuato Railway Company 60 kilometers of narrow-gauge railway, which was widened and incorporated into the main line. The entire main line was completed March 8, 1884, and opened April 10, 18S4. The Guadalajara divis- ion was opened from Irapuato, May 21, 1888. The subsidy acquired by this comjjany covered the main line, the Tampico and Guadalajara divisions, and is payable from custoui-house receipts. The company has the right to import free of duty all material required for construction, maintenance, and operation of its lines, is exempted from taxation till the expiration of fifty years after comijletiou of all the lines, and has the right to construct and operate its tele- graph lines for ninety -nine years. Small additional subsidies were given by the State governments of San Luis Potosi and Guanajuato. The Government of Mexico, on June 1, 1885, suspended the payment of its subsidy. This road runs through the center of the great plateau, the healthiest region in the world. As a rule the grades are gentle, but exceedingly rough hill-work was found in the States of Guanajuato, Zacatecas, and Durango, and near the City of Mexico. The road passes through Chihuahua, 12,000 inhabitants; Zacatecas, 30,000; Aguas Calientes, 31,880; Silao, 4,000; Guadalajara, 71,000; San Luix Potosi, 34,000; Tam- pico, 7,000 ; Queretaro, 48,000 ; Guanajuato, 63,000 ; Celaya, 10,000; Irapnato, 21,000; Leon, 74,000 ; Mexico, 260,000. Miles. Main lines, City of Mexico to El Paso 1, 224. Guanajuato Branch, Silao to Guanajuato 11.4 Branch to stone quarry 6.5 Tampico division, Tampico, westerly 117. 8 Tampico division, main line junction to San Luis Potosi , 130.7 San Bias rlivision , 16.6 Guadalajara division, Irapuato to Guadalajara „, ,, 161.0 Total length of lines owned, 1888 ,, , 1,66S.C Average-number of miles operated during the year, lj§16-4. G^uge, 4 feet 8^ inches ; rail, steel, 56 pounds. INTERNATIONAL AMERICAN CONFERENCE. 91 Operations for year ending Decemlcr 31, 1883. — Train mileage, passenger, and freight Itatistics not reported. Earnings, $5,774,331.31, or $4,386.40 per mile. Expenses : Maintenance of way - $782,523.18 Maintenance of cars.' 218,102.96 Motive power 1,416,425,86 Transportation 819,463.99 Miscellaneous...... > 181,321.57 Total, ($2,597 per mile) 3,418,837.56 Net earnings (40.79) per cent 2,355,493.75 This is net currency. Equivalent in United States money to $1,748,451.95.* Eailway commerce. — The Mexican Central Railway, from El Paso del Norte to the City of Mexico, was completed in 1884, and Paso del Norte, as its northern terminus, at once became the most important town on the frontier. The commerce of the place sprang almost immediately from insignificance to considerable proportions, and ia now exceeded by but one city in the whole Republic. Not only did the through traffic swell beyond all comparison with its former condition but the local trade was xlso augmented. The Mexican collector of customs informed me that m 1884 he for- warded to the ministerio de hacienda an estimate of the amount of merchandise on hand at Paso del Norte, in the stores of the place, which he then computed, approx- imately, as amounting to $50,000. Effects on hand in these establishments, which are principally retail, can not now be estimated at less than twelve times that value. It was thought by many that the construction of the International Railway through Piedras Negras and of the Mexican National at Laredo would divert much of the traffic from the Mexican Central, and consequently diminish the commercial impor- tance of El Paso and Paso del Norte. Both of the first named routes are much shorter than the Mexican Central line, as will be seen from the following table: Distances to City of Mexico from — Via £1 Paso. Via Eagle Pa«s. Via Laredo. In favor of Laredo over El Paso. New Orleans. New York . . . Chicago St. Louis Kansas City ■ Mile$. 2,433 3,640 2,866 2,584 2,398 Miles. 1,836 3,210 2,471 2,189 2,080 Miles. 1,578 3,015 2,236 1,950 1,821 MUes. 855 634 630 634 577 This greater proximity to the centers of commerce above enumerated resulted during the first four months, in the loss of eonsideiable traffic to the El Paso route, but recently much of this business has returned to the Mexican Central, and but little ap- prehension is entertained of any permanent loss from the competition and advan- tages offered by the rival roads. It is claimed that the Mexican Central places freight in the City of Mexico in lesa time than the Mexican National, notwithstanding the greater distance over which their merchandise is transported. This dispatch may be explained partly by the su- perior organization and partly by the superior road-bed and equipments of the first- named railway. The Mexican National labors under the disadvantages of a narrow gauge, and the International is obliged to pass their cars over the Central line from Laredo to the City of Mexico. In addition to this, the Mexican Central connects the important cities or Chihuahua, Laredo, Zacatecas, Queretaro, Aguas Calientes, Guanajuato, Guadalajara, and Leon, the commerce of which this road will always controL — (Report of Consul Mackey, Paso del Norte, March 22, 1889.) MEXICAN NATIONAL. A concession generally known as the Palmer-Sullivan concession was granted to the Mexican National Construction Company by an act of the Mexican Congress of September 13, 1880, for the following named lines of railway : From the City of Mex- ico to the Pacific coast at the port of Manzanillo, or between that port and La Nav- idad, passing through the towns of Toluca, Maravatio, Acambaro, Morelia, Zamora, and La Piedad, and from a point on the foregoing line between Maravatio and Mo- * Poor's Maswi, 92 INTERS A.TIONAL AMERICAN CONFERENCE. relia to a poiuls on the northern frontier at Laredo, or between Laredo and Eagle Pass, passing through the towns of San Luis Potoai, Saltillo, and Monterey ; the railroad thus constructed to be 3 feet gauge. An additional concession given January 10, 1883, granted the right to extend this system from the port of Matamoros through Mier to Monterey, and from San Luis Potosi through Zacatecas to Lagos. These concessions granted the payment of a subvention of $11,270 per mile (|7,000 per ' kilometer) on td« line from the City of Mexico to the Pacific and of $10,460 per mile on the line to the northern frontier. They granted the right to bring materials duty free, right of way over government lands, right to all mineral deposits discovered, exemption from taxation, and other privileges and immunities. The company was b^und to complete 280 miles of track every two years, the line to the Pacific within five years, to the northern frontier in eight years, dating from September 30, 1880 ; and at the end of ninety-nine years the railway should revert to the Government, with the right to purchase rolling stock from the company. The time was afterwards ex- tended to completion in ten years from July 15, 1886, the distance was reduced to 155 miles in each two years, and a fine was imposed if this should not be complied with, and other minor modifications. Construction was begun October 14, 1880. The di- vision from Laredo through Monterey to Saltillo, 236 miles, was completed September 14, 1883. The southern division was completed from City of Mexico through Toluca to San Miguel de AUende, 254 mileS; November 29, 1883. The Pacific division was completed from Acambaro through Morelia to Patzcuaro June 1, 1886. This line had been snrveyed all the way to Colima through Uruapan. The Matamoros division is completed to San Miguel, 75 mUes. The section between Zacatecas and the suburb of Guadalupe, 5 miles, is operated at present by animal traction and was purchased in 1881. The company has also acquired, by purchase, the line between the City of Mexico and Ei Salto, and the line through Texas from Laredo to Corpus Christi, 161 miles. A few miles of track has been laid from the port of Manzanillo. By the concession of June 2, 1883, the company was granted the right to construct a line completely around the City of Mexico, with branch lines to Tlalpam, San Angel, and Contreras. Of this line, called the Cintura or Belt, the important section that connects the several railways entering the city is completed and in operation. The property of this comj>any was sold under foreclosure May 23, 1887, and the company was reorganized. (For reorganization see Poor's Manual for 1887, page 935.) The through line was completed September 28, 1888, and opened for traffic November 1, 1888. This road passes through the important cities of Monterey, 42,000 ; Saltillo, 17,000 ; San Luis Potosi, 34,000; Acambaro, .17,000; Maravatio, 12,000; Tolica, 12,000; Mo- relia, 25,000 ; Colima, 31,000. It is expected that the line from San Miguel to La- redo will be completed in fifteen months from July, ld89. Miles. Main line of road, City of Mexico to New Laredo 838.63 El Salto line. City of Mexico to El Salto 42.41 Patzcuaro branch, Acambaro to Patzcuaro 95.85 Belt line, Santiago to La Garita de San Lazaro - 3. 17 Matamoros. division, Matamoros to San Miguel, Mexico 75. .^0 Texas Mexican Railway, Corpus Christi to Laredo and branch 162. 03 Isrownsvillto and Gulf, Rio Grande River through Brownsville, Tex 1. 00 Total of above lines 1,218.59 Add lines named in paragraph following - 13.65 Total length operated December 31, 1888. 1,232.84 Gauge 3 feet ; ri.ii., steel and iron, 40 and 45 pounds. In addition to the above mileage are the following lines which are unused or used only as side tracks, special service tracks, and tramways: El Silto towards Tepeji, 2.5'; Quarry branch from Naucalpan Junction to Quarry, 2,8; branch in New- Laredo, 1. INTERNAtlOJTAL AMERICAN CONFERENCE. d3 Operationa for 1888. — Train mi'eage, passenger, and freight traffic not reported. Earnings : Passenger $599,194.00 Freight 1,649,347.83 Mail 11,227.14 Other earnings 145,121.70 Total.. 2,404,891.53 Expenses : Transportation 509,883.10 Motive power 820,007.57 Maintenance of cars 97,278.47 Maintenance of way 753, 199. 35 Extraordinary expenses „ 45, 081. 90 General expenses 115, 630. 00 Total 2,341,086.43 Net earnings 63, 811. 10 Reduced to United States currency this equals $51,048.88. Add interest, discount, and exchange, $71,022.44. Availahle revenue, $122,071.32 Paid interest on Texas, Mexican Railway Company honds, $60,880. Balance surplus, $61,191.32.* A loan of $8,000,000 has recently been negotiated for the purpose of purchasing new rolling stock and laying a third rail from Laredo to the City of Mexico— work to begin at once. THE MEXICAIT INTERNATIONAL. This company was organized December 9, 1882, under special charter from the State of Connecticut. In 1883 it acquired certain concessions granted by the Govern- ment of Mexico under date of June 7, 1881, November 4, 1881, April 1, 1882, which au- thorized the construction and operation of a line of railroad and telegraph between the City of Mexico and the Rio Grande, terminating at or near Piedras Negras (Eagle Pass), with the right to construct another line from a convenient point on the main liue to some point on the Gulf of Mexico, between Matamoros and Vera Cruz; also another line to the Pacific Ocean at tiome point between Mazatlan, Zihuatanejo, and also such branches as tne company deem desirable from each side of the lines above mentioned, said branches to be subject to the approval of the department of public works and not to exceed 100 miles each in length. It is stipulated in the concession that the road and its appurteniinces shall be ex- empt from taxation for fifty years, and that the materials required for construction, operation, and repair of the road shall be free from import and other duties. No sub- vention is granted, but the Government has obligated itself not to give a subvention to any other line of railroad within 50 miles on either side of the lines so authorized. About 70 miles, extending from Piedras Negras to Sabinas and including the part within Mexican territory at the International bridge over the Rio Grande, were com- pleted in 1883. In 1884, 89.37 miles of the main line were completed, and also 10.84 miles of the Lampazos branch, the latter thus reaching the coal fields of San Felipe. The track of the main line was completed January 12, 1888, to Torreoii, where con- nection is made with the Mexican Central Railroad. The operation of the road to Torreon was commenced March 1, 1888. The theory of all these lines is to have an interoceanic line, as well as a main lino north and south. Main line, Piedras Negras, Mexico to Torreon, Mexico, 383.4 miles. Lampazoa Branch, completed from near Sabinas Station on main line to Hondo, 12.31 miles. Total 395.71 miles. Gauge, 4 feet 8| inches; rail, steel, 54 pounds. * Poor's ManoaL 94 INTERNATIONAL AMERICAN CONFERENCE. THE MEXICAJsr SOUTHERN. From Laredo another road was projected to the City of Mexico. The original con- cession for building it was granted May 26, 18S1. It has been called "The Mexican Southern," " The Mexican Oriental," " The International and Interoceanic." The following is a condensed itinerary of this route : A station had been erected at New Laredo, and on September 1, 1883, about 100 miles of road had been graded, but only half a mile of track had been completed. From New Laredo the route will follow the course of the Rio Grande to Meir, via Guerrero. Leaving Mier the road goes southward to China. The company has the option of constructing a branch to Matamoros, 100 miles distant from Mier. There are wagon roads from China to Monterey (60 miles) and also to Matamoros (90 miles). The line then passes to the eastward of Teran and Linares, running almost due south from China to Victoria, 270 miles from New Laredo. It lies on the border of the Tierra templada. From Victoria the line will have a southeasterly direction, crossing the Rio Panuca near Tanjuco, 45 miles from its mouth. The company has the option of building branch roads to Tampico and to San Luis Potosi, but it is not probable that it will compete with the Mexican Central between these points. The line will be easy to construct as far as Victoria. South of this station it will extend through the mountains on the eastern edge of the great table-land, and will require rather heavy grades and some tunneling. This division will traverse the Huasteca country, one of the richest portions of the Republic both in agricultural products and mineral deposits. The proximity of this railway to the sea-board should also be considered. This company has also the choice of extending branch roads to Tuxpan and Vera Cruz. This would, of course, be a^forraidable opposition line to the Mexican Railway. Judg- ing from the topography of the country, this road will be easier to construct than the Mexican Railway. The southern division may be described as follows : Leaving the City of Mexico the line will run parallel with the Mexican Railway (it is not allowed to cross it) to Irolo, 45 miles from the City of Mexico the track will be continued over a level country to Puebla (111 miles), thence southeasterly to Te- haucan(182 miles), from which place there is a tramway toEsperanza, on the Mexican Railway, 31 miles distant. The road will go south from Tehuacan, following the Rio Salado for several leagnes to Arenal, where the Salado and Cuicatlan Rivers unite and form the Rio Quiotepec. Arenal is 237 miles from the capital. A branch line is under construction from Anton Lizardo, on the Gulf of Mexico, toward Arenal via Amapa and Tuxtepec. Anton Lizardo is 142 miles from Arenal Junction. The former town is the only good port on the Gulf coast. The eastern division will bo extended to Vera Cruz 23 miles dis- tant. But little artificial grading will bo required on the eastern division, and the heaviest grade, according to the surveys, is 72 feet to the mile. From Arenal the main line will run almost due southward along the Rio Cuicatlan through a well-timbered region to Sedas (301 miles), and thence to Oaxaca, 350 miles (population 26,228, elevation about 5,000 feet). Leaving Oaxaca the railway will run southward with a descending grade to Amatlan, Ejutla, and Miahuatlan, the latter being about 65 miles fx-om Puerto Angel, the principal port of the State, and at which the Pacific Mail steamers touch. From Miahuatlan the road takes an easterly course over a rugged country to the town of Tehuantepec (523 miles), 10 miles from La Ventosa on the coast. The Pacific Mail steamers stop at the adjoiuiug port of Salina Crnz, which has a good harbor and will become the terminus of the projected railway across the Isthmus. The Mexican Bonthem will make connection with the Tehuantepec road at the station of that name. The former road will be extended eastward from the town of Tehuantepeo mTERNAtlONAL AMERICAN COJ^FEEENCE. 95 (l»opulation 12,000) to Tonala on the coast, -where the Pacific Mail steamers stop once a month. Leaving Tonala the main line bifurcates, one branch rnnning northeastly to San Cristobal, the other to Tapachola and thence probably to the City of Guate- mala. The region traversed by the southern division of this railway lies mostly in the States of Vera Cruz, Oaxaca, and Chiapas. It is very rich in mineral deposits and agricultural products. The climate is salubrious and the vegetation luxuriant along the greater part of the route. The State of Oaxaca contains valuable mines of gold, silver, iron, copper, and mercury ; the cereals, brown beans, and tt)bacco, are grown in abundance, and petroleum is found near Puerto Angel. The States of Vera Cruz and Chiapas are rich in coffee, sugar cane, cocoa, tobacco, indigo, vanilla, and India rubber. Here (Laredo) the "Oriental," the southern corner of the vast Gould system of rail- roads, leaps straight across the river, penetrates the tierra caliente, or hot coast region, and draws a direct line for Mexico City. Thence it will be continued southward to the " Mexican Southern," a concession controlled by General Grant, and eventually may penetrate the confines of Guatemala, and even Central and South America. Who knows ? With a management presided over by the greatest general of our armies and the skillful organizer of our railways it is possible that within a decade of years one may obtain over the Gould system of roads a through ticket from New York to Panama or from St. Louis to Quito. * Mexico has almost no navigable streams, and hence the railway would seem to fur- nish the instrumentality indispensable to her future development. The Mexican Southern Company has recently issued $2,940,000 of preferred stock and $2,450,000 of common stock to aid in the construction from Puebla to Oaxaca, 249 miles. The present issue is to complete the road from Puebla to Tecomavaca, 139 miles. It is said that the surveys are complete to this point. The grading is com- plete from Puebla about 90 miles, and a very large force is now at work. The entire line is to be completed in two years. It will connect with the luteroceanic and the Mexican Central at Puebla, and will have a gauge of 3 feet. The following is given in the Engineering News of January 11, 1890 : Salvador Malo, of the City of Mexico, has taken over the concession known as the Fenelon concession for a railroad from Oaxaca to Tehauntepec. CONTINENTAL RAILWAY. A concession was granted NoA^ember 15, 1889, to Feliciano San Roman for the con- struction of a railway from Matamoras to Tuxpan, thence one branch to the city of Mexico, and another to connect with the National Railroad of Tehuantepec, from which connection one branch is to be built'to any port in Yucatan and another branch to the boundary line of Guatemala. Construction is to commence in two years and the line is to be completed in twentj' years. The Government grants a subsidy of $18,000 per kilometer in 5 per cent, bonds and gives the company all mineral lands and marble quarries along the right of way. Some years ago a concession was granted to Count Telfener for a railway called the New York, Texas and Mexican Railroad to be built from Matamoras through Tam- pico and Tuxpan to the City of Mexico. This concession was forfeited, but a renewal of it has recently been secured by General TreviSo. MEXICAN RAILWAY. Vera Cruz to City of Mexico 264 miles. In 1837, the first Government decree was issued granting a concession for the building of this railroad, but the projector was unable to construct any portion of it and the grant was declared forfeited. The first real work was begun in 1857, when Don Antonio Escandron secured the right to con- Btruct a line from the Gulf of Mexico to the Pacific. This concession was transferred * Obers : ' Travels in Mexico.' 96 INTERNATIONAL AMEEICAN CONFERENCE. in 1865, and work was begun at either end ; after many delays trains commenced rnn- ning between Orizaba and Vera Cruz September 5, 1872, and on January 1, 1873, the entire line was completed. Its success led to seeking connection with the United States and many concessions for such lines were granted by the Government with subsidies of about $8,000 per kilometer. Most of these have been merged into the greater lines. Senor Romero has said: As a test of the capabilities of this road, let us make a comparison between the earnings of the Vera Cruz Railroad and roads similarly situated in the United States. Probably the two lines combining more nearly than any others similar conditions are the Union Pacific and the Central Pacific, having heavy mountain grades, long stretches of high table lands, and sea-coast connections. An examination of the offi- cial report shows tlsat in 1880 the gross earnings per mile of these three roads were, Union Pacific, |ll,:^04 ; Central Pacific, |7,818 ; Vera Cruz, $12,662. Thenet earnings per mile were as follows: Union Pacific, f6,168; Central Pacific, $3,913; Vera Cruz, |7,330. The reports for 18S5 show as follows: Gross earnings Union Pacific, $12,516 ; Central Pacific, $8,758; Vera Cruz, $16,4n9. Net earnings : Union Pacific, $6,207; Central Pacific, $8,758 ; Vera Cruz, $10,098. It will thus be seen that for the last year, the Vera Cruz road made a net earning of 6 per cent, upon a capital of $168,000 per mile. A very liberal estimate would not place the cost of construction to-day at more than $50,000 per mile, upon which the present net earnings would be a return of about 20 per cent. This line has a branch from Apizaco to Puebla, 29 miles in length, and operates the Jalapa Branch Railway from Vera Cruz to Jalapa, 70.75 miles. THE INTEROCEANIC RAILWAY OP ACAPULCO AND VERA CRUZ. This road was registered April 30, 1888, and projected to run from Acapulco, on the Pacific Ocean, to Vera Cruz, on the Atlantic, passing through the cities of Morelos, Yautepec, Amacusao, Mexico, Irolo, Calpulalpam, San Martin, Vireyes, Perote, and Jalapa ; with branches from Vireyes to San Juan de los Llanos, from San Lorenzo to San Nicholas, and from Yautepec to Cuernavaca. For fifteen years the company may import, free of all duties, federal and local, material for construction, operation, and rolling-stock. The company is obliged to build at least 50 kilometers of track each year (beginning July 1, 1887), over and above the 467 kilometers (289.5 miles) already built, as follows : Mexico to San Martin, via Irolo, 123.6 kilometers (76.6 miles) ; San Martin to Puebla, acquired by the coal company, 37 kilometers (22.9 miles); Puebla to Jalapa, via Vireyes and Perote, 89.7 kilometers (55.6 miles) ; Vera Cruz to Jalapa, 25 kilometers (15.5 miles) ; Mexico to Yautepec, 158.3 kilometers (94.4 miles) ; total, 268.6 miles. Br.auches: San Lorenzo to San Nicholas, 22.3 kilometers (13.8 miles) ; Vireyes to San Juan de los Llanos, 11.3 kilometers (7 miles) ; total branches, 33.6 kilometers (20.8 miles) ; total of all lines 289.5 miles. The company must finish said lines within the maximum term of twelve year.s, counting from July 1, 1887. The company has purchased the Puebla and San Marcos, running from Puebla to San Marcos, on the Mexican Railway, 35.4 miles, and has under construction a con- nection from La Luz to Vireyes, on the Puebla road. Control was also acquired in 1884 of the Mexican Carboniferous Railroad, projected from Puebla south to the" coalfields; and in 1886 the' Mexican Government sold to this company the Puebla and San Martin Texmelucan Railway from Puebla to San Martin, 15 miles, with the stipulation that the road is to be speedily completed — the guage is 3 feet and rail steel, 40 pounds. An idea of the construction of this road in a difficult part is given in the following qnotation: From Oznmba the descent begins. Its steepest portion is in the next 10 miles, where the lines twist backward and forward along the sharp declivity in order to obtain a sufficiently easy grade. At several points in this curving descent three lines of track at different elevations lie close together. From Nepautla the road is much less steep, but all the way to Cuantla the road is down hill. Beyond, the road con- tiuTles through the cane country to Yaulepeo. INTERNATIONAL AMERICAN CONFERENCE. 97 This line is complete from Mexico City to Perote, 160 miles, and the Morelos line has been completed to Tlalizapan. From a point 25 miles south of Cuernavaca this line will run entirely within Guer- rero, a State possessing immense mineral wealth almost totally undeveloped. The Interoceanic Railway, a narrow-gauge road from Vera Cruz to the City of Mexico and thence to Acapulco, has been in contemplation for several years, but the necessary capital to carry it through has been wanting. At one time a French com- pany was formed, biit it failed to accomplish anything. Finally English capital was induced to take hold of the enterprise. After a survey of the route by civil engineers, sent out for the purpose, a company was organized with a capital of £3,500,000 ster- ling. That was over a year ago. It has been actively at work about nine months. From a civil engineer connected with the company I learn the following facts : The work done thus far has been on the Vera Cruz division, which, it is expected, will be finished and in active operation in about a year. A new contract has been made by the company with the Mexican authorities for the Acapulco division, of the terms of which I am not advised. There are now at work on the division being built about six thousand men. The line is complete from the City of Mexico to Perote, 160 miles. That from Perote to Vera Cruz, 1:^3 miles, is under construction. On the Acapulco division there are [)5 miles of railway in operation, from the City of Mexico to Yautepec, which was purchased by the Interoceanic Company. In this connection I would remark that the Interoceanic Company has purchased two other lines on the Vera Cruz division — the road from Puebla to San Juan, 90 miles, and from Vera Cruz* to Irolo, 40 miles. The distance from Acapulco to the City of Mexico, in a straight line, this engineer informs me, is about 285 miles ; as the road will probably be run it will reach 386 miles. The route has not been as yet defined or determined. It may not be run direct to the City of Mexico, but make a divergence at or near Chilpanzingo and connect with the Vera Cruz line at Puebla. While this will not materially lengthen the dis- tance to the City of Mexico, the change will shorten the route from Acapulco to Vera Cruz. The most diflSicult portion of the work is between Acapulco and Chilpanzingo, a distance of 108 miles. The route is hilly and mountainous, the hills running trans- versely across the route, thus rendering the engineering laborious and costly. The character of these elevations can be conjectured from the fact that Chilpanzingo is between 5,000 and 6,000 feet above the level of the sea. The most important fact connected with this brief summary is the certain con- struction of this important railroad, which will be of immense benefit in the develop- ment of this portion of Mexico and to its commerce. It will open, besides, a new and brilliant future to Acapulco, utilizing its splendid harbor and opening to its people new and varied industries. On the completion of this work depends the future of the town and the development of this section. (Report by Consul Lougherv, Acapulco. August 22, 1889.) & ^r l » RAILROAD FRANCHISE IN MEXICO. Mention has already been made of a railroad concession having been granted on December 5, 1887, for a line to commence at the port of Mazatlan (consular district of Mazatlan), State of Sinaloa, to extend to the northwest, nearly parallel with the coast line of the Gulf of California into Sonora, to connect with the Sonera Railway at some convenient point north of Guaymas. This franchise or contract was not formally confirmed by the President of the Mexican Republic until February 23 of this year, and is a modification of the franchise or contract of the Sinaloa and Durango line which was signed on July 5, 1886. It is proposed that this line shall pass through Cnliacan, the State capital of Sina- loa, into Souora, touching at Alamos, and, as before stated, connecting with the So- nora Railway. The contract also includes a road from Cnliacan or Mazatlan to some point in the State of Durango, with right to continue the line through the State of Coahuila to the Rio Grande, and to construct branches from either side of the lines, each branch not to exceed 62.14 statute miles in lergth, the said branches tobe designated to the execu- tive within five years from date of signature of the franchise. From the port of Altata to the city of Cnliacan a railway 35 miles in length is in operation. This piece of road was constructed under a concession granted to the government of the State of Sinaloa on the 15th August, 1880. The time allowed for commencement and completion of the surveys and construction of the line is the samt^ as that stipulated by the concession of July 5, 1886, but extended so as to count from February 23 of this year. * Probably the City of MexieOi.— €k A. Z, S. Ex. 125~7« 98 INTERNATIONAL AMERICAN CONFERENCE. The concession confers right to construct and operate docks, wharves, warehouses, telegraphs, etc., as is usual in such contracts. The road is to be standard guage, the maximum of grades to be 4 per cent, and the minimum radius of curves to be 325 feet. The weight of rails to be 60 pounds to the yard. The company formed to carry out this contract can issue bonds at not less than $15,000 nor more than $"25,00u per kilometer, and can mortgage the line at a rate not to exceed $150,000 per kilometer. The subsidy given by the Government is to be $8,000 per kilometer (equal to $12,874 a statute mile), inbonds denominated "railway subsidy bonds," bearing 6 per cent, interest, payable by the Treasury every six months. At the end of ninety-nine years the road and all its equipments is to become the property of the Government. Referring to a franchise granted by the Mexican Government in November of last year, mentioned in my general report of that year, for the construction of a line of a railroad from Guaymas to Alamos, 240 miles distant, a reconnaissance of the route has been made, but no work of construction has yet been commenced, nor has any mate- rial arrived. (Report by A. Willard, U. S. consul, Guaymas, Mexico, March 19, 1888.) THE TEXAS, TOPOLOBAMPO AND PACIFIC RAILROAD (American andMexican Pacific Railway) was projected, of standard gauge, to run from Eagle Pass to Topolobampo, with branches to Presidio del Norte, Alamos in Sonora, and the port of Mazatlan. The concession was granted June 22, 1880, with a subsidy of $18,050 per mile. The company was organized in March, 1881, under the name of the Texas, Topolobampo and Pacific Railroad Company, but in 1883 the name was changed to the American and Mexican Pacific Railway Company. The total length of the line was to be about 1,500 miles, of which 93 miles are surveyed and 35 miles graded from the harbor to the Rio Fuerte. This route was to be the shortest trans- continental line to Australia and Asia that could be laid down on the map. It claimed to have at Topolobampo, within the Gulf of Mexico, one of the few tine harbors of the Pacific coast. These harbors are spaced at wide intervals. That at the Columbia River is the highest up, then 600 miles south is San Francisco, 441 mi]es below this is San Diego, 650 miles farther on in a direct line, or 936 doubling Cape St. Lucas, is Topolobampo, and 740 miles south of this again is Acapulco. Between them there is nothing that can be called a harbor. The concession granted to the Texas, Topolobampo and Pacific Railway Company has been officially declared forfeited. The concession was originally granted in June, 1881, and modified afterwards in a manner favorable to the company, the company being obliged within a year from the final modification in 1888 to build at least 50 kilo- meters of road, which was not done. The company loses the forfeit money, amounting to $90,000. (Telegram, City of Mexico, January 6, 1890.) TEHUANTEPEC RAILWAY. In 1841 the Mexican Government granted a concession to Don Jos6 de Garay to make a connection between the two oceans, providing that the grantee should make a survey, at his own expense, of the ground and the direction which the route should follow, and also of the ports which might be decreed most convenient from their proximity. A survey was duly made and the reports were published. The route was not necessarily to be a canal, although SenorMoro, the engineer, based his operations upon this assumption. Soon after the termination of the war with the United States, the franchise of Senor de Garay became the property of Mr. P. A. Hargous, of New York, who, in con- nection with a company organized in New Orleans, assumed the rights and responsi- bilities of the Garay grant. After negotiations with the Mexican Government, and iiuavoidable delays, it was agreed that a I'ailroad would be more practicable than a canal. Accordingly a survey for a railway across the isthmus was made in 1851, under the direction of the late General J. G. Barnard, of the U. S. Army, who was de- tailed for that purpose. The surveys demonstrated that a railway would be feasible at a moderate expense, that the grades did not exceed 60 feet per mile except at the INTERNATIONAL AMERICAN CONFERENCE. 99 Chivela Pass, where they were 116 feet per mile for the distance of 8 miles, and that the summit was 720 feet above the sea level. In 1857 the railroad project was re- sumed and a new survey was executed under the direction of Col. W. H. Sidell, U, S- Army, but owing to various reasons this line was never constructed. In 1870, the Tehuantepec Railway Company was formed in New York. Mr. Simon Stevens became its president, with the late Hon. Marshall Roberts as promoter. New urveys aud exploration were made, but the road was not built under this administra- tion. Upon a reorjranization of the company, with Mr. Edward Lamed, of Pittsfield, Mass., as president, and under a charter from the State of Massachusetts, a modified concession was obtained from the Mexican Government on June 2, 1879, to build the Tehuantepec Railroad. A subsidy of $7,500 per kilometer was included in the con- cession. The track was not to exceed 200 kilometers (124 miles) in length. TTnder Mr. Larned's management only 5 kilometers were constructed and the con- cession was declared forfeited for non-compliance with its conditions. In 1882 the Mexican Government made a contract with private individuals for the completion of the Tehuantepec line, and in January, 1883, the track was finished from the mouth of the Coatzacoalcos River to Minatitlan, a distance of 25 miles. The route of the projected railway is about 170 miles in length. The line runs due north and south, aud will traverse the southern portions of the States of Vera Cruz and Oaxaca. The adjacent country may be described as follows: The depth of the water at low tide is 13 feet on the bar at the mouth of the Coat- zacoalcos River, which is navigable for a distance of 30 miles. Placer gold deposits are said to exist in the interior of the isthmus, although the country has not been yet geologically explored. Large beds of asphalt also occur. The vegetable productions of this region are indigo, tobacco, sugar-cane, cocoa, cotton, coffee, Indian corn, vanilla, sarsaparilla, ginger, and India rubber. The terminus of the road will be at Salina Cruz, 3 miles west of La Ventosa, on the Pacific coast, which is considered a safe harbor. A telegram from the City of Mexico dated February 12 says that work on this road is making good progress, with over 2,000 men employed. Up to date 47 kilometers (29 miles) are completed from Coatzacoalcos on the Gulf and 80 kilometers (49.6 miles) on the Salina Cruz or Pacific end. The great provisional bridge, 1,250 feet long, over the Tehuantepec River is finished. It will eventually be replaced by a more solid structure. Cardenas Eailway. — From Villa de Cardenas to El Ingenio, on the left bank of the Grijalva River, in the State of Tabasco. Completed 4 miles. A company has secured a subscription of $2,500,000 in London to its first preference stock to build a line from Tonala to a point on the Grijalva River, thus making an interoeeanic line. Surveys are now being made westward on the Pacific Coast from Tonala; a portion of the line to the eastward ias already been located. Ferro Carril de Hidalgo, from Irolo to Pachuca, 37 miles with branches from Teoloyucan to Tizayuce, 15 miles, aud from Tepa to Santa Maria, 9 miles, total 61 miles and siding 2 miles. Gauge 3 feet. Ferro Carril de Monterey y Golfo, projected from Monterey to Tampico, about 400 miles, 25 miles opened April 24, 1889, 100 miles to be completed July 1, 1889, the re- mainder to be builfc as rapidly as possible. A recent rei^ort says that track is laid 78.2 miles southeast of Monterey, and the branch line running northwestly to Venadito is being completed at the rate of 2 miles a day. Ferro Carril Nacional de Tehuaoan a' Fsperanza. — Chartered September, 1877. Con- struction begun July 1, 1878, completed and opened January, 1880. This road was built chiefly to carry the products of the country through which it passes. It is worked by mule power, the use of locomotives being very expensive and considered im practicable. Length of line 31 miles. Gauge 4 feet 8J inches. Total coat of road $350,000. Operating cost 65 per cent, of gross earnings. A concession has been granted to extend it 49.6 miles south of Esperanza. 100 INTERNATIO:bfAL AMEillCAN CONFERENCE. Mitamoros and Matehuala. — It is stated tliat this road will soon be under construc- tion. It is to run from Tamaulipas via Villa de Mendez, Cruilla, Burgos, San Nicolas, Villagrau, Hidalgo, Victoria, Linares, to Matehuala. The country through which it passes is rich in minerals and timber and is capable of pi'oduciug large crops of cotton, sugar and tropical fruits. Sinaloa and Durango Eailway. — A concession was granted to Mr. Robert R. Symon and associates for the construction of a railway from the Port of Altata to Durango via Culiacan and Casala, with a branch to run down the coast from Culiacan (popu- lation 10,000) to Mazatlan. This road is completed to Culiacan, 38.5 miles The company's charter was amended in 1888, authorizing the construction of a road from Mazatlan to Guaymas, and promising a subsidy of $8,000 per kilometer, jiayable in 6 per cent, bonds. The cost of the completed portion was $1,102,269, of the equipment, $54,577. Michoacan and Pacific. — This road was opened for traffic from Maravatio to Angau- geo, 27.9 miles, on January 1, 1890, and will be opened to Las Trojes, 3 miles further, by March 1. The construction is to be continued towards Ignala. Nautla and San Marcos Baihvay. — Authorized from bar of Nautla, on the gulf be- tween Vera Cruz and Taxpan to San Marcos, on the Mexican Railway, 111 miles. Four miles have been completed of standard gauge. The concession, dated June 25, 1881, granted a subsidy of $9,660 per mile. Puebla and Izucar de Matamoros Railroad. — From Puebla to Izucar, 37 miles, of narrow-gauge. The concession, dated May 6, 1878, granted a subsidy of $12,880 per mile, or $480,000 in all. Vera Cruz, Anton Lisardo and Alvarado Railway. — From Vera Cruz to Alvarado, 34 miles. The concession granted March 26, 1878, carried a subsidy of $12,880 per mile ; an extension having been authorized from the San Juan River to the Isthmus of Te- huantepec, 84 miles, makes this amount to $1,520,000 in all. The following concessions are said to have been granted and are likely to be carried out, either wholly or in jjart : (1) For a road from Deming, N. Mex., southward via Asuncion, Corralitos, Casaa Grandes, El Valle, and Santa Ana to Guerrero, east to Chihuahua, and west to Guay- mas Bay and Topolobampo. Surveys are being made along the route. (2) For a line from Matamoros to San Luis Potosi, to be of standard gauge and with a subvention of $8,000 per kilo. (3) From Matamoros to Bagdad. (4) To Gonzales Esteva for a line from Chamela, on the Pacific, to Aguas CaHente, and Guadalajara. The States of Jalisco and Aguas Calientes have granted subsi- dies of $2,000 and $3,000 r^er mile, respectively. (5) To General Felipe Cama-cho for a line from Tula via Pachuca and Enlancingo to Zacualtipan with authority to extend the line to Tampico or Tuxpan. The sur- veys are to begin at once, the construction within a year, and the line is to be com- pleted within four years. A subsidy of $9,000 per mile was given. Work has already begun and about 14 miles are nearly completed. General Palmer, president of the National road, says that the introduction of rail- roads has increased the revenues of the Government from eighteen to thirty-one millions a year. It is clear that railroads are going to have a profitable corner here, but it will have to be on a reasonable business basis. When the railroad people con- clude to reckon their subfddies as uncertain, for the present at least, and to count simply on the earning capacity of their property, they will be on a solid basis and in time a profitable one, too. The exi)euses of railroading in this hot climate are great. Wooden ties have but a short life, cracking in the dry season and rotting during the rainy months ; bridge timber and piles also wear out rapidly. Freight cars must be painted frequently to prevent drying and cracking, and even the substantial Pullman cars shrink under this exposure. Fuel constitutes a large item of outlay. Mesquit roots are burned on the Central road, pine cut along its route is used on f,he luteroceanic, and the Vera Cruz Comjiany feed their engines coal blocks brought from Wales as ballast. The decay of ties will in time necessitate a serious outlay on the Central road, for wood«n INTERNATIONAL AMERICAN CONFERENCE. 101 Bleepers cost here $1 each. It is eyident that iron ties are a necessity in Mexico, and they are just coming into use. The climate tends to preserve the rails and iron bridges, provided the latter escape the torrents of the rainy season. The grades on the railroads are somewhat heroic, and the task of constructing road beds in this mountainous region is often gigantic* RAILROADS IN YUCATAN. Ferrocarril de Merida d Progreso, from Merida to Progreso, 24 miles. Federal sub- sidy, $9,660 per mile. Total cost, $800,000. Construction begun, July, 1873. The road was opened September 12, 1882. Gauge, 4 feet 9 inches. Soluta branch from Merida to Soluta, 30 miles. Ferrocarril de Merida d Peto, from Merida to Tiscal, 43.4 miles projected to Peto, 100 miles in all. Concession was granted by the federal government to the governor of Yucatan March 27, 1878. After 2.5 miles had been built it was transferred to K. and O. G. Canton. The completed portion was opened May 5, 1885. It has a subsidy of $8,344 per mile. Gauge, 3 feet. Ferrocarril de Merida d Calkini, from Merida to Chochola, 21 miles ; projected to Cal- kini, 102 miles. Completed portion opened August 2, 1884; the remainder is under construction. Concession dated September 14, 1880, with subsidy of $8,344 per mile. Gauge, 3 feet. Ferrocarril de Campecke a Calhini, projected from Campeche to Calkini, 52 miles. Completed branches from Campeche to Pomuch, 39 miles, and from Campeche to Lerma, 6 miles. The main line is under construction. Gauge, 3 feet. Concession is dated February 23, 1881, and gives a subsidy of $9,660 per mile. Sole owner, Jos6 Mendez Estrada, who issued to the State of Campeche fifty shares of stock of $1,000 each in consideration of the concession. Ferrocarril de Merida d VallidoUd, projected from Merida to Valladolid, 106 miles, of which 22 miles from Merida to Motul City, were completed and opened July 22, 1888, the remainder is under construction branch from Conkal to Progreso, 19 miles, com- pleted. Another branch is projected from Cenotilla to Tizimin, 37.7 miles. Gauge, 3 feet. Coucession dated December 15, 1880, with a subsidy of $8,344 per mile. The following concessions have been granted : (1) For a line from Cancel to Progreso, vrithout a money subsidy, the road to be finished in five years. (2) For a line from Izamal to Chan Santa Cruz. An extension to be built from Te- kanto to Izamal. One of the best built railroads in Yucatan is that owned by the brothers Rudolfo and Olegario G. Cantou, and named the Merida and Peto Railroad, and, as it may be considered a typical road of Yucatan, a general description of it may be of use. Its concession was consummated May 27, 1878, and the first rail laid a year later. The road is of 3 feet gauge, well built, and ballasted for the most part. The rails are of Bessemer steel (purchased in England), weighing 40 pounds to the yard, and rest- ing upon sleepers of " Chu cum," a very hard wood, as hard and heavy as lignum vitse. These ties, or sleepers, are placed 2 feet apart, fifteen to the rail length. The locomotives are four in number, all purchased in the United States. Five passenger- cars are now in use. Twenty-two box and platform cars carry the bulk of the traffic. Upon the line of the 68 kilometers (42 miles) now in actual operation there are eight suitable and thrifty looking stations, built of stone and mortar, well cared for, and very neat in appearance. The cost of constructing a road-bed in Yucatan is materially lessened by the level land surface. I know of but one natural depression necessitating a fill of over 25 feet upon any of the five railroads in Yucatan. The rocky plane that; for the most part covers the populated portion of Yucatan is of recent formation, being of soft, calcare- 9U8 rock, and in traversing it the road builders sometimes find themselves literally breaking through, the percolating waters and other causes combining to form caves or ''cenotes" of varying magnitude, and covered with a crust of various degrees of thickness and strength. The above-described Merida and Peto Railroad has just had to grapple with and " * " Mesioo of To-day," by 8. B. GrUaB, 1888= 102 INTERNATIONAL AMERICAN CONFERENCE. overcome a difficulty of this nature. While cutting the road through a small hill near the station ofHunabchen a blast suddenly opened the mouth of a gulf beneath, which luckily proved to be comparatively small and shallow, and with much labor was filled sufficiently to allow the work to proceed. I have collated the following data concerning the railroads of Yucatan. The amount expended can, of course, be considered as only approximately correct. Various rea- sons make it an impossibility to obtain the exact figures in dollars and cents.* (Re- port by Edward H. Thompson, U. S. Consul, Merida, Yucatan, February 15, 1888.) THE COAL-MEASURES OF COAHUILA. As the Republic of Mexico is generally regarded as barren in coal-measures of com mercial worth, a statement of what has actually been accomplished in the past throt years in proving the existence of extensive coal areas and in their development in a portion of the state of Coahuila will be of value. The region of country bordering the Rio Grande River, from above Eagle Pass to below Laredo, Tex., and extending westerly and southerly over 100 miles in the State of Coahuila, belongs geologically to the cretaceous period. In the Rio Grande region the coal-raeasares, as seen in the hills around Eagle Pass, Tex., and at Laredo, belong to the " Fox Hills group " in the classification of geologists. This Rio Grande coal belongs to the class of cannels or semi-cannel coals. Cannel coals are valuable for household and general use as fuel, either for heat or steam pro- duction, and also for the manufacture of gas or the distillation of oil, but are value- less for manufacture of coke. The Sabinas coal, as the Coahuila coal is called, on the other hand, is a highly bi- tuminous coal, yielding by analysis from 60 to 70 per cent, carbon, and produces an excellent grade of coke admirably adapted to all smelting purposes, whether of iron or the ores of the precious metals. The extent of the coal areas in the State of Coahuila is not yet definitely deter- mined, and hence this report will be limited to a general description of the coal areas that have been explored and are now being actually developed by the companies rep- resenting American capital, the Coahuila Coal Company and the Alamo Coal Com- pany. These companies jointly own about 51 square leagues of territory, or about 220,646 English acres. This immense area is traversed bj'' the track of the Mexican International Railway, and embraces a large portion of the valleys of the Sabinas and Salado Rivers. Sabinas station, on the Mexican International, is 73 miles from the Rio Grande River at Piedras Negras, and has an altitude above sea-level of 1,116 feet. From Sabinas there is a standard-gauge railroad 13 miles to the coal mines at San Felipe and Hondo, where the coal companies have their main works. Here are offices, store- houses, miners' quarters, mining machinery, and all appliances for mining and shipping coal in large quantities. Explorations over this large area by pros- pecting shafts and the diamond drill have conclusively demonstrated that two, and perhaps three, coal horizons underlie this tei-ritory. The uppermost in the geological series of these coal formations is known as the "Laramie group," and the one that belongs immediately beneath it is the Fox Hills group. The Laramie and Fox Hills groups are well-known coal-beariug formations in Colorado, Utah, and Wyoming. In Coahuila coal formations the same conditions are found to exist as in all other western coal formations. The entire region appears to have been disturbed by some convulsion of nature, so much so that the coal horizons, instead of lying in horizontal planes, can be more accurately compared to an undulating inclined plane. The disturbing cause or force seems to have been exerted along a path from south-southwest to north-north- east, leaving the ridges and depressions running nearly west-northwest and east- southeast, and hence at many points the strata have been greatly disturbed and broken up and faults occur in the continuity of the coal-bed. At some points the strata are nearly horizontal and in close proximity; have changed to an inclination of from 30 degrees to 40 degrees. Other peculiarities of the formation were caused, probably, by forces at work simultaneously with the deposi- tion of the coal material. The district was doubtless acted upon by swift currents of water that washed away portions of the vegetable material (basis of future coal) and clays were deposited in its stead. Subsequently other coal material was deposited over the clays, and clays in pro- cess of time changed to argillaceous shales. These shales, representing what coal miners call a "horse," where uo subsequent deposit of coal material was laid down, only a thin scale of coal will be found. Hence coal mining in the western coal * The tJkWe hp.p pot Ijeen copied. — G. A. Z. INTERNATIONAL AMERICAN CONFERENCE. 103 formations in Utah, Colorado, and Wyoming, in tlie United States, and here in Coahuila, is subject to about the same conditions, viz., varying thickness of the coal- beds, even within short distances, and to greater or less variation in the quality of the coal within equally circumscribed limits. The variation in thickness may ex- tend even to an entire absence of coal from certain portions of the bed, and variation in quality may range from line coal to merely carbonaceous shale. These varying conditions in thickness and quality necessitate careful explorations with the diamond prospecting drill. This has been very exhaustively performed over large areas by the coal companies established at San Felipe and Hondo. The Laramie strata can be traced along the north side of the Sabinas Valley, a dis- tance of nearly 40 miles, beginning a few miles above Sabinas station of the Mexican International Railroad and extending southward down the valley. On the south side of the River Sabinas, some 20 miles from Sabinas station, coal croppings are found in strata equivalent to the Fox Hills group. As coal of either the Laramie or Fox Hills age, or both, is well known to exist in Colorado and New Mexico a,long the eastern slopes of the mountains, it is evident that there is a belt of these two coal-bearing formations extending nearly or quite continuously from the valley of the South Platte in Colorado to the State of Nuevo Leon, Mexico, The coal at Sabinas is the only coal found anywhere in northern Mexico suitable for iron smelting and kindred metallurgical processes. At many points on tbe Sabinas River thick beds of argillaceous shales occur, mixed with alternate layers of iron-stone. This 'iron-stone, it is believed, will some day prove of immense value for manufacture of pig-iron. The argillaceous iron-stone of the Sabinas region, the mountains of magnetic iron ore in the neighborhood of Monclova, and the limestone found all over the country, in connection with the Sabinas coal and coke, comprise all the materials and requi- sites for the manufacture of iron. The extension of the Mexican International Railroad to Durango will bring Sabi- nas coal and coke to the famous iron mountain of Durango. When one considers that save at the Sabinas coal mines no coal is anywhere mined in all the territory of Mexico, and bearing in mind, too, the equally important fact that Sabinas coal produces a fine grade of coke, the immense value of these coal mines, now producing over 8,000 tons of coal per month, to Mexico is apparent. This coal is sold to the Mexican International and Mexican Central Railways, shipped to the City of Mexico, and about 3,000 tons monthly is exported to the United States at Pie- dras Negras for the Southern Pacific Railway. The development of iron manufacture, that is, producing pig-iron from iron ores, and of the thousand attendant industries, will be of incalculable benefit to Mexico, as at present Mexico purchases all her iron and iron manufactures. It is quite possible that the full development of the iron industries of Mexico, now for the first time made possible, or even probable, by the demonstrated fact that coal yielding an excellent coke exists in inexhaustible quantity in the Sabinas region, will prove of greater value to Mexico, will contribute more to the real comfort and well-being of her people, and add more to the real greatness and wealth of the Mexi- can nation than have her immense resources in the precious* metals. So to-day in the United States the united industries of coal and iron add more to the national wealth, strength, and prosperity than does the total yield, immense as it is, of our mines of the precious metals. (Report by Eugene O. Fech6t, U. S. consul, Piedras Negras, December 6, 1889.) CENTRAL AMERICA. The present independent Republics of Guatemala, San Salvador, Honduras, Nicara- gua, and Costa Rica constitute wliat is known as Central America — a territory extend- ing between 8° 10' and 19° 20' north latitude, and between 82° 25' and 92° 30' west longitude. In length it measures between 800 and 900 miles, while its breadth varies from 30 to 300 miles. No competent survey has ever been made of this country, and even the coast line is not always correctly laid down on the best charts. Maps have been made at haphazard in most cases, and very few positions have been successfully determined. Government surveys along the lines of proposed canals or railways have not extended beyond a narrow line, usually in low regions remote from important cen- ters. Dr. Franzius has published a very excellent map of Costa Rica ; but most of the so-called maps published by or under the authoriy of individual republics are of no scientific value, the course of the principal rivers and tiie direction of the main mountain chiiins being unknown. To illustrate the uncertain geography of Central America, let me give the extent and population, as published by three authorities : I. Lippincott's Gazetteer; II. Whittaker's Almanac, and III. the "Geografla do Centro America " of Dr. Gonzalez : I. n. m. States. Square milea. Popula- tion. Square miles. Popula- tion. Square miles. Popula- tion. 40, 777 7,355 47, 090 58, 000 21, 495 1,190,754- 434, 520 351, 700 263, 000 180, 000 40, 776 7, 335 39, 600 58, 170 26, 040 1, 500, 000 554, 000 300, 000 300, 000 200, 000 50, 600 9,600 40, 000 40,000 21,000 1,200,000 600, 000 400, 000 275, 816 200, 000 174, «597 2, 392, 974 171, 921 2, S54, 000 161, 200 2, 675, 816 Without surveys and without a proper census of the Indian tribes no scientific description of the country can be given. Humboldt's theory of an Andean cordillera has been disputed, and his mountain chain has proved to be a confusing (but not confused) series of mountain chains. Whatever has been the process by which this essentially mountainous country has been formed, we have at present at its northern boundary the high plain of Auahuac, extending from Mexico (where it is interrupted by the Isthmus of Tehauntepec) through Guatemala; of somewhat lower level in Honduras and Salvador, sinking lo almost sea level in Nicaragua (154 feet) ; and rising again in the Altos of Veragua to about 3,250 feet. This main range has its axis much nearer the Pacific shore and almost parallel to it, being in Salvador, distant 75 miles, and in Guatemala (Totoni- capan), only 50. Towards the Pacific the slope is steep, interrupted by many vol- canoes; while ou the Atlantic side the gently terraced incline is broken into sub- sidiary ridges extending to the very shores. In the oceanic valleys and along the coast are the only lowlands of Central America.* Among the important rivers of Central America are the Usumacinta, which flows into the Gulf of Mexico, and is navigable many miles through a singularly fertile country. The swift Chixos, the Rio de la Pasion, and the almost unknown San Pedro, unite to form this " child of many waters." ' Gautemala," by W. T. Brigham, 1887. 104 INTERNATIONAL AMERICAN CONFERENCE. 105 The Rio Polochic and Motagua in Guatemala, tlit Segovia, Rio Grande, San Juan, etc., flow into the Caribbean Sea. Those flowing into the Pacific are short in length, except perhapa the Lempa in Salvador. Of the lakes, the most important are Nicaragua and Managua, Izabal and Peten, 500 feet above sea-level, Atitlan (5,110 feet), Amatitlan (3,890 feet), Cartina, Laguna de la Cuba, and Lago de Guija. The country in general is divided into three zones : the hot, the temperate, and the cold. The^rs< is along the coast, extendingto about3,000 feet in height; the temperate, that of all the plateaus between 3,000 and 6,000 feet, contains the greater portion of the population ; and the cold, above the latter height. The seasons are two : the wet extending from May to November, and the dry dur- ing the remainder of the year. The range of temperature throughout the year is not over 17 degrees. On the Pacific side there is less rain than on the Atlantic, but the streams become torrents everywhere during the rainy season. The climate, except aloug the coast, is healthful, and the soil is rich in all tropical productions. The precious metals are found in abundance and many other ores occur. All our sugar, coffee, chocolate, rice, India rubber, etc., should come from Central America. GUATEMALA. The largest part of Guatemala consists of an elevated table-land, a continuation of the plateau of Yucatan, and whose mean altitude is about 5,000 feet. The climate of the elevated region is very agreeable ; aloug the coast it is hot and moist. This State is very rich in resources, which as yet have been little developed ; gold, silver, coal, iron, lead, and marble are found. There are upwards of oue hundred kinds of timber trees. Other products are coffee, cochineal, maize, frijoles, rice, wheat, in- digo, cocoa, sarsaparilla, tobacco, sugar, vanilla, chile, and many fruits. The rain-fall on the coast is about 150 inches during the rainy season. Santo Tomas is one of the best ports of Central America, affording anchorage close to shore for large ships. An excellent idea of the topography of this country can be obtained from the map in the report of the French expedition of 1868. The table-land is intersected by deep valleys running in various directions. The greater population is on the table-land, because the coast is so unhealthy. The entire population is about 1,400,000, of which 59,039 are in the city of Guatemala, 20,000 in Antigua, 25,000 in Quezaltenango, etc. Guatemala has a good system of roads ; stages ply between Guatemala City, Antigua, and Quezaltenango, but travel across the country from east to west must be carried on by saddle. The coal, which is bituminous and very rich, is found in the department of Izabal. RAILWAYS. Champerico and Northern, from Champerico to Retalhuleu, 27 miles, opened July, 1883, projected to San Felipe, 16 miles farther. It has recently been purchased by native capitalists. The total amount of coffee moved by this road in the year ending June 30, 1887, was 16,873 tons. The imports carried were 3,015 tons. In volume 27, Consular Reports, United States, page 262, will be found a complete description of this road. The gauge is 3 feet, with maximum grades of 3 per cent, and minimum curvature of 4 degrees. lerro-earril del Norte de Giiatemala, projected from Puerto Barrios to Guatemala City, 185 miles ; 4 miles were constructed from Santo Toraas in 1^83. The Guatemalan Gov- ernment has recently entered into a contract with M. Henri Louis Felix Cottu for a loan of $21,312,500, for the construction of a railway from Guatemala City to Santo Tomas, about 135 miles, and agreement on the part of Mr. Cottu to transfer the Gua- temala Central Railroad to the Republic of Guatemala. Ttis contract also calls foi 9 106 INTERNATIONAL AMERICAN CONFERENCE. the building of a Tvliarf at Saato Tomas ; the total cost of road and wharf is fixed at $10,000,000. Surveys are to be commenced in six months, and the construction in one year. A copy of the contract is issued by the Bureau of Statistics, State Department. Guatemala Central, from San Jos6 to Guatemala City, 71.8 miles. Gauge, 1 meter; maximum grade, 4^ per cent. This line is subsidized by the Guatemalan Government to the esteut of |100,000 per annum for twenty-five years. The completed road waa opeucd in September, 1884. It is thoroughly built and -well ballasted. The cross- ties are partly native wood and partly California redwood. A branch to La Antigua is projected. The total cost of the completed line was $2,500,000. The highest elevation reached is 5,010 feet. It is reported that this road has recently been purchased by American capitalists, along with the franchise previously obtained by Mr. Cottu. Surveys are in progress for a railway to run from Guatemala City to a connection with the Mexican Pacific Railroad at the Mexican border. The railroad system of Guatemala includes two short lines of track — one of them reaching from San Jos6, the principal Pacific port, to the capital, 72 miles, and the other Iroui Charaperieo, a few leagues northward, to the coffee plantations of the in- terior, about 22 miles. Both are useful factors in the development of the country ; but more important ro the commercial interests of the United States is the proposed line which is intended to connect Port Barrios, on the Caribbean Sea, with the capi- tal and the Pacific, thus shortening the transportation distance from Guatemala to the trade centers of onr own country by several thousand miles. This railroad has been contemplated for many years, and a liberal concession was made by the Gov- ernment to citizens of the United States for its construction; but the grantees after several extensions of their privilege, have finally abandoned the project, and the Government is doing a small amount of work upon it without much encouragement for its completion. Labor is scarce on the Atlantic side of the continent and the climate is very severe ; few laborers being able to endure the miasm which constantly arises from the jungles along the coast. Lastfall several ship-loads of white and colored laborers were imported from New Orleans to do the grading, but the experiment was disas- trous, resulting in a frightful amount of disease and mortality, so that the United States consul-general was obliged to appeal to the Government for a naval vessel to carry the sick back to their homes. But the present engineer-in-chief states that a recent acquisition of negroes experienced in railroad building has been found very efficient audtbe laborers have very good health. The importance of the line to Ameri- can commerce leads to the hope that all obstacles to its speedy completion will be removed. The country along the Atlantic coast is rich in tropical vegetation, and would be rapidly developed if means of transportation were afforded; but the difficulties already encountered make the outlook somewhat discouraging. The railroad from San Jos6 to Guatemala City has been in progress of construction for five years; the concession being originally granted to a native by whom it waa transferred to General Butterfield, of New York. The latter completed the line as far as Escuintla, a town 25 miles from the coast, which has long been the center of a large, thickly settled and finely cultivated area, producing valuable crops of coffee, sugar, cocoa, cotton, and other tropical j)roduct3. There are 500 miles of wagon-roada reaching Escuintla, and the town has always been a market of great importance. General Butterfield abandoned the railroad at this point, when its completion was undertaken by a syndicate of capitalists from the Pacific coast, who laid the last rail and opened it to commerce in August, 1884. Although constructed through a mount- ainous country, with an average grade of 4 per cent., the road will compare well with any narrow-gauge line in the world, and is probably the best in Central America. It is laid with steel rails upon hard- wood ties, many of which were imported; is firmly ballasted, and its many bridges were constructed with regard to permanence and safety. The equipment of the road appears to be amply sufficient, its station-houses are commodious structures built upon modern plans ; its management is cotirteous, liberal, and enterprising, and this institution, most important to the commercial welfare of Guatemala, is in all respects a credit to the Republic and the citizens of California, whose energy and cajiital carried it through. By giving as low rates of freight as the cost of construction will permit, and by a studious regard for the in- terests of their shippers the managers of this road have done much to facilitate com- merce and cheapen the coot of imported goods. The other railroad from Champerico to Rotalhuleu has brought life in a similar manuer to a valuable section of tlie country, and has very largely increased the pro- ductive area of the department through which it runs. This road waa also con- structed by the citizens of the United States and has proved remuneratiye to its own- INTERNATIONAL AMERICAN CONFERENCE. 107 en. The port cf Champerico lias the largest export of coffee in Central America, bnt the importation at San Jos6 is greatly iu excess. It is a plan to extend the Cliamperico Railroad farther into the interior, and a few years will probably see it done. In this connection it may be stated that the exten- sion of the Mexican system of roads into Central America is by no means a difficult or impracticable scheme. The commission has taken pains to secure the information of the character of the country to be traversed, the difficulties and expenses of con- struction, the probable result such a road would bring to commerce, and is strongly of the opinion that such an undertaking, even if it were can ied as far as the Isthmus of Panama, would result in ultimate benefit, not only to the communities through which it would pass, but to the commercial interests of the United States. (Report of South American Commission, page 182.) First, we discussed a road from Livingston to Coban, to open the coffee region ; and as we were fresh from the very route, we tackled the problem unhesitatingly. The road, we decided, should run up the coast towards Cocali, turn through the forest 6 miles to Chocon, crossing the Chocon River on a single span, then over the smaller Rio Cienega and along the north shore of the Lago de Izabal, then a little to the northward of the Rio Polochic, bridging the Cahabou near the limestone ledges east of Pansa, thence through Teleman, and by nearly tlae cart-road route to Coban. Perhaps 125 or 130 miles in all, of single track, would result in quadrupling the coffee export of Guatemala. It would then be profitable to raise more of the delicious oranges of Teleman, oranges such as Florida can never raise; the mahogany of the Cienega and Chocon could be marketed ; and all Alta Verapaz be a plantation of cof- fee and fruits. More than this, the road would pay from the first through train. Before us on the west coast was the sugar and cacao region — that land that pro- dxices the royal chocolate, which oatside barbarians never get, but which might be raised very extensively from Soconusco eastward if a r.aiIroad should be built over the level lands from Escuintla to Retalhuleu, and Ocos. A road from Guatemala City through Salami to Coban would not only open the rich sugar estate of San Geronimo, but connect the capital with the Mexican system, which will probably go to Coban eventually. At Belize the English are trying to build^a road inland to Peten to open the logwood and mahogany forests, and they need a road along the coast to open the settlements that now have no outlet save by water. A hundred and forty miles at the outside would connect Belize with Livingston. The roads in Honduras will extend between Trujillo and Puerto Barrios, there connecting with the North- ern Railroad of Guatemala. Not one of these projected lines presents any very difficult engineering problems. The financial question is the only obstacle; and with the exception of the first two — both coast roads, and of simple construction — they would not pay for a few years. (Brigham's Guatemala, page 1G8.) HONDURAS.* This is the third Republic of Central America, and its resources are almost wholly undeveloped. The A^^ast plains of Comayagua and Olancho are covered with excellent grass, and pasture large herds of cattle. The forests, which occupy much of the Atlantic coast region and the lower mountain slopes, abound in mahogany, rosewood, cedar, etc. In mineral wealth Honduras easily outranks all her sister Re- publics. Silver ores are exceedingly abundant, chiefly on the Pacific slopes. Gold washings occur in Olancho, antimony, tin, and zinc have been reported. Of the cities one of the most important is Tegucigalpa, the capital, in the midst of a plain 3,000 feet above the sea and surrounded by a mining region. Its population is about 12,000. The population of Comayagua is 10,000. Puerto Cortes has a good port, and the Gulf of Fonseca is an excellent harhor, the finest on the Pacific coast of Central America. RAILWAYS IN HONDURAS. A narrow-gauge railway extends from Puerto Cortea to San Pedro Sula, 69 miles, but is operated only to St. Jago, 37 miles, the remaining 32 miles being useless, be- cause of tha destruction of an iron bridge over the Chamelicon River. It was orig- inally projected to the Gulf of Fonseca (Amapala), under the name of the Hondiirat * The laiid l»yn of Honduras are given in the Consular Bepoita of United States, No. 105, page 15S. 108 INTEKNATIONAL AMERICAN CONFERENCE. Mailway, and "was to be about 200 miles long, with a maximum elevation near the cen- ter of 2,850 feet. The present line has a traffic of about $1,250 a month. The Honduras Central is projected from Truxillo to Jutecalpa, 200 miles, and thence to the Gulf of Fonseca. The concession is owned by a New York syndicate. In July, 1884, the Honduras North Coast Eaihvay and Improvement Company TeceWed a concession accompanied by a land grant, estimated at l,u00,000 acres, for a line from Truxillo to Puerto Cortes, about 1.^0 miles, with power to extend to the Guatemala boundary line. The gauge is 3 feet ; the construction began July 8, 1885. The Truxillo and Roman River Railway is projected from Truxillo to Roman River, 20 miles, with power to extend up the Arenal Valley. HONDURAS INTEROCEAJNIC RAILWAY. One of the great questions of the time is that of effecting interoceanic communi- cation across the American Isthmus, and thus opening to the world the most impor- tant highway for the trade and commerce of all countries. This vast problem has not only occupied the atterition of our time, but it has also occupied the attention of the past. King Philip II, of Spain, M'ith all the wealth of the Indies at his command, sought, but failed, to accomplish this great work; audits importance to the world was known and discussed long before that early period. One of the possibly practical solutions of the great problem is, it seems, about to be undertaken by the construction of a railway across the Republic of Honduras, from Puerto Cortes on the Atlantic to Amapala on the Paciiic. An English syndicate during last year obtained a concession to build this interoceanic railroad, and organ- ized in London with the title, capital, conditions, and objects, so succinctly set forth in the following notice published in the Financial News, of London : " Honduras Railway Company, limited. — Registered by Johnson, Budd & Johnson, 100 Winchester House, E C. The capital of the company ia £8,000,000, divided into 200,000 shares of £12 each, and 72,000 shares of £50 each, which are created to enable effect to be given to clause 3 of the memorandum of association, and into 20,000 of £100, with power to issue any of the 20,000 shares of £100 each, and any new shares upon such terms as to preference or otherwise, as the company in general meeting may direct. The objects for which the company is established are to ac- quire, complete, construct, maintain, .and work a railway or railways across the ter- ritory of Honduras, from Puerto Cortes, on the Atlantic, to some point in the Gulf of Fonseca on the Pacific, and all or any modification of those works, and all such rail- ways or other works as may be authorized by any concession or decree of the Republic of Honduras authorizing the execution of any railway, or railways, or public work iu the said Republic, and to develop traffic or operations thereon or in connection therewith ; to acquire the concession or any interest in the concession for the said rail- way or railways, or any other concession or concessions for railways or public works in the Republic of Honduras which the company may decide to acquire, and to accept any liability ; to offer to the holders of bonds of the Republic of Honduras ordinary shares of the company, fully paid up, in exchange for and against delivery and trans- fer to the company of such bonds, and also to purchase and otherwise acquire any railways or other works in Honduras which shall at the time of such purchase or acquisition have been wholly or partially constructed ; to acquire, complete, con- struct, maintain, and work any roads or lines of telegraphs, docks, wharves, quays, jetties, warehouses, telegraphs, buildings, or operations of navigation or mining, or other operations authorized or demanded by any such concession or concessions as aforesaid, or which it shall be deemed advantageous or convenient to establish or work iu connection with what shall be so authorized or demanded, and generally to do such acts and things, the doing of which shall be within the scope or be deemed calculated to develop the advantages of any such concession or concessions." This venture had so faltered and wavered and even failed, until the stipulated time had expired, that it engendered a general belief that the concession, like many others, would prove a fiasco. But extension of time was obtained, and the syndi- cate sent a corps of engineers to make examinations, which are now concluded ; and the chief of engineers, Mr. Lee Smith, remained here at the capital until last month arranging with the Government, to his satisfaction, some minor details, and he is now going away, leaving the assurance that the I'oad will be completed within three j^ears. What a pity this great work will not owe its completion, as it does its design, to American genius and enterprise. If our people are to lose by failing to grasp the im- portance of the enterprise, it is not the fault of their Government or representatives hero, for all necessary information thereon was given years ago by Mr. E. G. Squiers, whp was then our charg6 d'affaires in Honduras, and 'sho designed this road %|id INTERNATIONAL AMERICAN CONFERENCE. 109 publisli-ed to tlie world its superior advantages over all others for a transisthmian railway. In addition to the foregoing published and public facts, I have done my best to draw the attention of our railroad capitalists to the urgent need of trans- portation facilities in this country and to profits from investments for railroads. Mr. Squiers has perhaps given this subject more study and investigation thananyother person, and he estimated the cost of the road to be not necessarily more than $7,000,000, and that the road would pay for itself within the first four years If this is anything near the truih, some of our capitalists will regret that they have let the opportunity slip of building this road, as it would not only have increased their fort- unes, but would have gained them the title of public benefactors and the gratitude of the people of this Republic, where the want of railroad enterprise is so severely felt and the help of capitalists so much needed and sought. When it is considered how this important question of interoceanic communication has been so long and continuously agitated, it is not a little surprising that there has never yet been but one way actually constructed, and that the little railroad crossing at Panama, and especially since the advantages of the Honduras route have been made so clearly evident. The Panama road cost twice as much per mile as Squiers's estimate of the cost per mile of the Honduras road, and yet it is certain that the Panama road has yielded rich returns for the capital invested. The Honduras route will be not only cheaper in construction, but cheaper in operation. It has better ports, easier facilities for embarkation and debarkation, better sources of supply, a healthier cli- mate, and is shorter in distance and in time between the great commercial centers of the world. As it is now probable that the road will be built under the aforesaid concession, I herewith forward official copy of the same, but without translation. Its most note- worthy feature is the vast amount of land it grants, thus enabling the syndicate to establish a large British colony in Spanish Honduras, which was done in what is now known as British Honduras, and which resulted in making the latter a dependency of Great Britain. It is not likely that this country can ever be made a dependency of the British Government either as a proteg6, as Cromwell so early extended his British protectorate over that part of old Yucatan now known as British Honduras, or as a part of the present colonial system of England. (Report of Consul Herring, Teguci- galpa, November 25, 1888. ) TRANSPORTATION IN HONDURAS. Progress in Honduras, not only commercially but in every way, is greatly retarded by lack of facili ties for transportation. To remedy this difficulty the Government has been carrying on a work designed to give this Republic a complete system of good wagon-roads. The first link in this chain of communication — a broad, smooth road of easy grades — was completed two years ago. It connects Tegucigalpa, a city of about 12,000 inhabitants, with the ports on the Bay of Fonseca, some 90 miles away, and there with the vessels of the Pacific Mail Steam-ship Company, which regularly ply between San Francisco and Panama. This road is of great benefit to the trade of Tegucigalpa, the capital of the Republic, as it affords for the first time within the period of modern history means for comparatively easy and cheap transportation of goods from abroad, and of the produce for which these goods are exchanged. Soon after this road was finished another was constructed, connecting Tegucigalpa with the mining camps of the mineral district of Yuscaran, 45 miles distant. Over this new highway the mining companies have hauled large and heavy castings, which could not have been carried over the old trails at a cost within the bounds of reason. Within the last year another wagon-road has been completed from Tegucigalpa to the rich Rosario mine, at Sanjuancito, a distance of over 20 miles. And, by the way, a telephone line from Sanjuancito, via Tegucigalpa, to San Lorenzo, on the coast, near Amapala, is just finished by the enterprising Americans owning the Rosario mine. Within the last year another wagon-road has been constructed by Capt. F. M. Imboden, an American, who built the two first mentioned. This road extends from Tegucigalpa to the city of Comayagua, which was long the capital of the Republic, and is now, of all towns in the country, only second in size to Tegucigalpa, and is two days' journey away. The intention is to continue this road through the valleys of Comayagua, Espiual, and Sulaco to the terminus of the railroad, at San Pedro Sula, 37 miles south of Puerto Cortes, on the north coast. This road is of the highest importance. As far back as 1539, when this country was under Spanish rule, the governor of. Honduras addressed a letter to the then Emperor of Spain advising the construction of a road over this same way to the Bay of Fonseca and representing that this was the best route that could be obtained for the transportation of goods and persons from Spain to Peru and other points on the Pacific Ocean. Most of the correspond- ence with people in the United States and Europe, with British Honduras and the West Indies, passes over this route ; and many, if not most, of the visitors from the 110 INTEttNAtiONAL AMERICAN CONt'EtlENCi!;. United States to the seat of government here come by way of this road, through Comayagua. One reason for this is found in the fact that the only steamers making trips regularly, on fixed dates, between the United States and the north coast of Honduras run from New Orleans and Puerto Cortes. Another reason is that this route to the north, via Comayagua and Puerto Cortes, is much cheaper and more di- rect than is any other between Tegucigalpa and points in the States east of the Mis- sissippi or in Europe. Mail from central cities of the United States, as Chicago, St. Louis, or Cincinnati, reaches Tegucigalpa in sixteen to twenty days if sent by way of New Orleans and Puerto Cortes, while that sent from New York or San Francisco requires from twenty-one to twenty-six for its transmission. It will be seen that this road to Comayagua forms a link in what will be a chain of roads reaching from Puerto Cortes on the north coast, and only 900 miles from New Orleans, to La Brea on the south, some 1,670 miles south of the latitude of San Fran- cisco. Connected with lateral branches to be made through the large and fertile valleys of the Salaco, of the Chamilicon, and the Santa Barbara Rivers, this system will not only afford comparatively easy and quick communication between Atlantic and Pacific ports, but it will also furnish an outlet for the products of three great valleys and of the countless fertile meSas and hill-sides and valley farms, naturally tributary to the large valleys. From Comayagua to Puerto Cortes the road follows the lines selected, after careful survey by American engineers, as a route for an interoceanic railway from Puerto Cortes to Fonseca Bay. From Comayagua to Tegucigalpa the road is a departure from the proposed railway route, but it is evident that there would be little difficulty in constructing a railway where a wagon road of easy grades and curves has been made. Honduraneans and Americans having interests in this country are anxious for this railway to be built. The Government has offered most liberal terms to sev- eral parties who have proposed to build such a road. Several contracts have been made for that purpose, but so far nothing has been done in its construction since the completion of the short road of 37 miles from Puerto Cortes to San Pedro, and this is yet the only railroad in this country. The greatest obstacle in the way of this much desired interoceanic railroad is a contract that was made for its construction many years ago with an English company who built the 37 miles of road referred .to and then abandoned the work, leaving the Government bound for a large debt of bonds issued for the company in the hope that the entire road would be completed under the contract. This railroad debt amounted, with interest, to $32,500,000 in July, 187."), and no part of it has since been paid, and the interest on it has been accumu- lating at the rate of 10 per cent, per annum. It is believed that this debt is now bought up and held by a few capitalists, principally in London and Paris, and could be compromised or adjusted on very easy terms to be paid at a small per cent, of the face value of the bonds. At any rate, until this obstacle is in some way re- moved, there seems to be no cause to hope for the construction of this great high- way, the advantages of which to Honduras, and, as a transisthmian route, to the * whole world, have been clearly made known by Mr. E. G. Squiers, formerly United States charg6 d'affaires to Honduras. — (Consul Herring, Tegucigalpa, Honduras, June, 1889.) MINING INDUSTRY OF HONDURAS. The interest and activity of gold and silver mining have been rapidly on the in- crease since the last report on the subject from this consulate. In the twelve months preceding this there have been denounced* under the mining laws more veins than any four years of the past. There i8 no record yet compiled, nor likely to be for a year, showing the number of mines so denounced, but I am assured by the chief of the mining bureau that this number may be safely put down as not less than one thousand. This shows a notably confidence of this people in the future mineral wealth of therr country. The denouncements are mostly made by the natives. For- eigners usually ask for concessions from the supreme Government. At the last report there were not over thirty stamps in operation, now there are over a hundred. Within the last twelve months the Rosario mine, at San Juanito, has declared its first dividend. It is the pioneer of about a dozen of non-active American companies, and is the first and only one of them that has paid a dividend up to date. Since last report the Government has created a mining bureau, which may be ad- dressed by any one abroad desiring information upon the minerals or mining indus- try of the country. There has been established an assay office, which is attached to this bureau, and in which are kept for public exhibition and for study and reference a collection of many specimens of geological and m'u.iralogical formations of the country. There are also now a government geologist and an inspector-general of mines. And, furthermore, there is in contemplation a national school of mines, which will perhaps be in operation some time during the coming year. Such facts *To d«noiinc« mines in Hondura!) meftns to take up or enter. mtESNATlONAL AMERICAN CONPERENC*!. Ill show that the government as well as the people have a growing faith in the mineral resources of the country. Keeping pace with this increasing interest in mineral de- velopment, a Honduras mining syndicate was formed at Tegucigalpa in June last for the purpose of buying and selling mineral properties, exploring and working old veins, and discovering new ones. Although the mining industry as operated under the modern system of improved machinery is but in its infancy in Honduras, yet recent evidences of the power it is destined to wield in the development of this country are seen in mines that have been raised into most valuable properties since its introduction. It is gratifying to add that most, and perhaps all, of such improved machinery comes from the United States, and the increasing demand for the same will doubtless continue to be sup- plied by the manufacturers of our country. No doubt what are thought to be the best of the old mines are already taken up, but there are ctili other good mines that may be denounced under the mining laws, purchased reasonably, or a controlling interest obtained in same by simply placing the necessary machinery upon the grounds. There are also many mines of low-grade ores which can not now be successfully worked, and command hut little if any at- tention, which will be gladly seized upon when transportation facilitiea become as they should, and, therefore, as they will be, and especially since exceedingly low- grade ores, worth far less than these, can be successfully worked. Whether these mines are as valuable as those in the United States or not, it may, nevertheless, be safely stated that they are cheaper in proportion to the real richness of the ores. And for this reason, with the increasing facilities for transportation (now so very much needed ), the hope is not without its foundation that there is to be a contiuua,! and healthy growth of the mining industry in Honduras. Of course, there may be expected the usual failures, resulting from mistakes in the selection of mines, and from mismanagement or dishonesty or both, in the home or foreign office. There are yet old inhabitants, who worked these mines under the Spaniards, who will testify to the rich quality and abundant quantity of the ores. Even one who knows absolutely nothing about mines, mining, or miners, hut can weigh properly the credibility of testimony, must conclude that tradition is wholly unreliable, and that history, moreover, has been most unreasonably and unwarrantably falsified, or else these mines are well worth the attention of the capitalists of the world. If the testimony of living witnesses, if the traditions and the written history of the past are worthy of belief, the Spaniards and the Spanish Government have derived im- mense fortunes and revenues from these same mines of Honduras, and this, too, without the aid of the great improvement in the mining machinery of modern times. But if these mines were so valuable formerly, why is it that they have not produced more bullion and declared more dividends of late years? It is because in the great revolution of 1821, when this people threw off the yoke of Spain and drove its do- minions from their borders, there also went with the Spaniards, who left the country, the most of the intelligence and capital that had been directing and was necessary to direct these mining operations. Since then the mines, until lately, have been falling into obscurity. There was no effort on the part of the Government to advertise its mineral re- sources. Whether from a fear that the wealth of their mines would attract the cupidity of some other nation that would come and again reduce thom to slavery, or from a desire to preserve the mines exclusively for Honduran enterprise, is unnecessary to state. There was, however, as was very natural, a strong prejudice against for- eigners. Laws were enacted i^reventing them from acquiring or holding property. Under these circumstances it is not strange or irrecouyilable with the intrinsic value of the mines that they had fallen almost, if not quite, into forgetfulness by enter- prising capitalists abroad, especially as the rich mines of the United States, Mexico, and other countries were more fairly and freely open to the competition of the world. Nor is this all. Not only was foreign enterprise excluded from the country, but the natives themselves could not properly work the mines on account of the in- cessant wars and rumors of wars, even had they otherwise all the necessary means. It is easily understood that without peace, and uninterrupted peace, there can be no such thing as large and successful mining operations. It was only during the administration preceding that of the present chief executive that the prejudicial laws referred to were repealed. But now they have given place to foreigners. Not only have the laws improved towards foreigners, but also the minds and hearts of the people, to the extent that enterprising capitalists from abroad are now more than welcome ; they are gladly received, both by the Government and by the people. As peace is prolonged the prospects brighten for the opening up of good roads. The climate is always both healthy and comfortable in the mining regions. The water supply for mining is abundant, flowing six months of the year; but in the dry season there is a scarcity in some places. By an outlay of the necessary ex- penses, sometimes considei-able, for flumes, etc., water suflicient for work the entire year may be brought to most places where it is needed. Wood is plentiful now, but 112 INTERNATIONAL AMERICAN CONFERENCE- tlie time will likely come wheu it will be scarce in some of the mineral districts, and unfortunately, there has not yet been discovered sufficient coal or other fuel to take its place. For these reasons it is very necessary, when one wishes to purchase or locate a mine, to have a care, not alone for the richness of the ore, but also the water and their rights, privileges, and facilities. There is no mining now of any minerals in Honduras except that of gold and silver. At this time Honduras is not the place for prospectors. There is no room here now for eioher American prospectors or mining tramps. In the first place, because the country is already thoroughly prospected, and even if it were not a poor prospector, single-handed and alone, can not compete with the rich Honduras syndicate before alluded to. And, moreover, though the natives have not the means to work their mines, they are, nevertheless, recognized as good prospectors, and they know the country and the mineral indications peculiar to the country, and they have had very long experience. Although their country may have been neglected or forgotten by capitalists and the outside world they themselves have never lost the best mines of the old Spaniards or ceased to hunt new veins. The native prospector, as well as the common miner, can live well on svhat an American would think starvation to him. They can live on 10 cents a day as comfortably to them as the average Amer- ican can live on a dollar a day — ten times as much. Wages are very low. Not even the Chinaman can compete with the natives, and I, therefore, do not know a single Chinese laborer in the whole Republic. When skilled Americans are needed to direct the common labor they are usually contracted with in the States and brought here at the expense of the companies. — (Report by T>. W. Herring, U. S. Consul, Tegucigalpa, October 31, 1888.) SALVADOR. This is the smallest and most populous of the Central American Republics, there being no less than sixty-three inhabitants to the square mile. The central part is an upland of a mean elevation of 2,000 feet above the sea, bounded on the Pacific slope by a chain of volcanic peaks, beyond which is a strip of lowland from 10 to 20 miles wide. The Gulf of Fonseca, 50 miles long and nearly 30 miles wide, is said to be the most beautiful harbor on the Pacific coast. Mines of gold, silver, copper , lead, iron, and anthracite coal are found within the borders of Salvador. Some of the principal cities are Santa Ana, 25,000 inhabitants; Salvador, 16,327 ; Chinandega, San Miguel, etc. RAILROADS IN SALVADOR. In 1882 the first railway in the Republic was opened from Acajutla to Sonsonate, 15 miles, with 3-foot gauge. The Government guaranties an annual dividend of 12 per cent. This line is to be extended to Amate Marin over a distance of 80J miles. Work is progressing on a railroad from Amate Marin to the capital, which will be approxi- mately 25 miles in length. A line is projected to connect Santa Ana with Acajutla, in aid of which about ^300,000 have been subscribed by native capitalists. Another line Is projected from La Union to San Miguel, and a company is being or- ganized in London to build it. A road is projected by the Government from the port of La Libertad to San Salva- dor. The Salvadore Central Eaihoay is projected from La Union, Gulf of Fonseca, to the Guatemala boundary line. The preliminary work has been completed. The Govern- ment has granted a subsidy of |10,000 and guaranties net earnings of $1,000. D. But- terfield is the concessionare. A tramway 10^ miles in length is in operation between San Salvador and Santa Tecla ; it was built by the Government at a cost of $200,000, but has recently been sold to F. Camacho, Guatemala. In " Capitals of Spanish America," Mr. Curtis says that a road was spoken of to traverse the entire State in the interior valley parallel to the sea-coast, with branches to the important cities, and tl^ at the work was not considered either difficult or ex- pensive. INTERNATIONAL AMERICAN CONFERENCE. 113 Of these great highways of modern oiyilization there are but 35 miles in actual •peration, with a few more in process of immediate construction and many more in the contemplation of the Government. This little line of road leading in the direction of the capital runs out from Acaj atla, the extreme southwestern sea- port of Salvador to the village of Atios. This point has but recently been reached and a depot es- tablished. Although there have been many concessions or grants made by the Grovernment to parties to construct railroads through sections of its territory, it seems that the pe- culiarly rugged topography of the country has hitherto interposed insuperable ob- stacles' to the consummation of their plans and purposes. The Government, how- ever, being the proprietor of a section of this road and of a large interest in that over which it does not exercise exclusive supervision with the reserved right to purchase at will, appreciating the needs of its people and the advantages of the prompt and rapid interchange of products and commodities, has set to work on its own account to extend this line of road to the capital, and the work is being executed under the supervision and direction of an enterprising American, Mr. Brannon. It is contemplated by the Government to extend this road, when circumstances favor, through its entire length of territory, making La Union, which is one of the finest harbors on the Pacific, at the base of the great mineral district of San Miguel, its other terminus. In the meanwhile the road will have traversed one of the richest mining and agricultural districts (now almost unexplored) in all Central America. When this work shall have been accomplished, in connection with the prospective construction of the Nicaragua Canal, a new era will dawn upon this corner of the Western Hemisphere. (Report by Thomas T. Tunstall, U. S. consul, San Salvador, July 4, 1889.) NICARAGUA. Nicaragua is distinguished from the other Central American oountriea by its lowei level and the great lake, which offers so inviting a route for an interoceanic canal. Geologically, Nicaragua is no less rich than Honduras. The only port on the Caribbean Sea is San Juan del Norte, and this is not a very good one ; the Pacific coast is bold and rocky, but has the convenient harbors San Juan del Sur, Brito, and Realejo. Among the cities are Managua, 1,800 ; Granada, 16,000 ; Leon, 25,000 ; Rivas, 10,000 ; Chinandega, 11,000; Libertad, 5,000; Matagalpa, 9,000; Ocotar, 3,000; Greytown, 1,512 ; Blewfields, 1,000. At Rivas the annual rain-fall is about 102 inches; elsewhere the summer rain-fall is about 90 inches, and in the winter less than 10 inches. The mean annual temper- ature is about 80° Fah., falling to 70° at night and rising to 90° in the hottest weather. This does not refer to the highlands. RAILWAYS. The only railway in operation consists of two aeotions, the first from Corinto to Momotomlo (Lake Managua), 58 miles, begun in 1879 and conipleted December, 1883; the second from Managua to Granada (Lake Nicaragua), 32 miles, opened March 1, 1886, and of 3 feet 6 inches gauge. Connection is made between these two sectioua by steam-boats on Lake Managua, owned by private parties, and which are sooo to be replaced by boats owned by the Government. The road is owned by the Government and operated under the general direction of the minister of public works. In 1888 the cost of maintenance was 55 per cent of the gross earnings. A railway has been projected by the Government from San Juan del Snr via Rivas to San Jorge, on Lake Nicaragua, but no work has yet been done. A branch from Chinandega to El Viejo, about 19 miles, has been surveyed and lo- cated. Another Government survey is in progress for a line to connect the City of Matagalpa with some point on the east side of Lake Managua, A concession for a railway connecting the City of Matagalpa with the east-coast at the mouth of the Ramos River has been granted by the Government to Don Pedro Ramirez, of Managua, who has sold it to English capitalists. The road is to be 90 miles long, and will tap the rich mining region of Acoyapa and La Libertad. S. Ex. 125 8* 114 INTERNATIONAL AMEHICAN CONFEEENCB. COSTA RICA. The Atlantic coast is low and covered by dense forests, while the Pacific slope ia characterized by wide savanaa or llanuras. Between these borders are high vol- canoes and an elevated table-land 3,00U to 4,000 feet above the sea,the latter almost the only cultivated land in the State. The forests are largely composed of valaable trees — mahogany, ebony, brazil-wood, and oak. The range of mountains called theCordillera of theAndes passes through the country from southeast to northwest, and is divided into several systems, separated by the valleys of the Reventazon and the Rio Grande. The first system forms two groups, one from the northwest boundary soutlieast to Mount Aguacate; the other consists of Mounts Poas, Barba, and Irazu. A large plain covers the northeastern part of the Republic, throngb which the San Carlos and Sarapiqni wind their way to the San Juan, and the Rio Frio and many smaller streams to Lake Nicaragua. Mr. Paul Biolley says: "This region is even to-day almost unexplored." The San Carlos River is navigable 20 leagues inland from its mouth at the San Juan. The latter river forms a portion of the northern boundary of the State. During the rainy season the rivers become torrents, especially on the Atlantic side. Several rivers of the northern slope present this peculiarity, that while their left banks are formed of dry lands free from marshes, their right banks present a succes- sion of lagoons and localities frequently inundated, rendering them often nnhealth- ful. The hot lands extend to 3,000 feet above the sea, the Pacific side being the hotter. Above this height the climate is temperate. On the coast the mean temperature is from 20° to 26° centigrade, and on the highlands from 14° to 20°, corresponding to 57°, 68° and 79° Fahr. Besides gold, the principal metals whose existence has been established beyond doubt in Costa Rica, but which have not been exploited, are, iron in abundance, cop- per, argentiferous lead, and quicksilver. Among other mineral products are sul- phur, kaolin, lignite, limestone, marble, gypsum, alum, and mineral waters. The exports of this country are coffee, dye and cabinet woods, bananas, and other fruits, hides, mother-of-pearl, sarsaparilla, cocoa-nuts, India rubber, etc. The princi- pal imports are cotton goods, hardware, and provisions. The principal ports are Linion on the Atlantic, and Punta Arenas on the Pacific, the direct distance between them being 102 or lu3 geographical miles. The population of the provinces of Costa Rica are, San Jose, 64,000 ; Alajuela, 51,000 ; Cartage, 34,000; Heredia, 29,000; Guanacaste, 16,000 ; Punta Arenas, 8,500 ; Limon, 2,000 ; containing the important cities of San Jos^, 15,000; Cartago, 10,000; Heredia, 9,000; Alajuela, 6,000; Punta Arenas, 1,800. HIGHWAYS. From Cartago to Punta Arenas there is a fine highway, which is very uneven at the summit of Mount Aguacate, where it h.as an altitude of about 4,132 feet above sea level. It passes through Alajuela, Atenas, San Mateo, and Esparta, the total length being about 50 miles, owing to the circuitouh route necessary to climb the elevations. Another important highway runsfrom San Jos6, in the direction of La Palma; itcrosses that height at 5,000 feet and then decends to Carillo 1,400 feet. In the 17^ miles sep- arating these two places, the road overcomes 3,600 feet of elevation. The road to Nicaragua begins at La Barranca, near Esparta, and crosses the province of Guanacaste 90 or 100 miles ; it is bad in the rainy season because the even surface retains the water. Starting from Candelaria, south of San Jos(S and partly following the Pacific coast, there is a bridle path through Terraba and Boruca, ending on the Colombian frontier. A path starts from Angostura east of Cartago and leads to Talamanca. Tk« gAneral traffic at the ports of the republic, imports and exports, can b« takas INTERNATIONAL AMERICAN CONFERENCE. 115 at 66,500 tons, and the traffic of the interior at 40,700 tons. About 50,000 tons of the general traffic are carried by the Atlantic Railroad, and judging from the past this will probably increase 40 per cent in the next five years. The freight per ton by the railway is $17 American gold. RAILWAYS. The Government projected about 1870, an interoceanic line from Punta Limon to Puuta Arenas, a distance of about 172 miles. Construction was begun in 1871, but three sectioas only were completed, as follows: From Punta Limon to Carrillo, 70 miles; Punta Arenas east to Esparta, 14 miles ; and from Cartago west via San Jos6 to Alajuela, 26| miles ; the latter division was opened January 19,' 1872, the others as conipleted. Total built, 110^ miles. The line up the Reventazon Valley to Cartago, 48 miles, is now being built by English capitalists represented byM. C. Keith, and la to be completed by January, 1890. The earnings on the completed road are over 10 per cent, on the invested capital. From Limon to Cartago is 95 miles. The distance from Carrillo to San Jos^ is about 28 miles, over a steep mountain cart road. Esparta is connected with Alajuela by a mountain cart road, a distance of 35 miles. The Government has appropriated $2o,000 for a tinal survey of the part between Alajuela and Esparta, and proposals have been received for its construction. It is also intended to build a branch to the Port of Tivives. Lately a concession has been granted to an English company to build from San Jos^ to Esparta, about 36 miles, and another from a point near Esparta northwestward through Guanacaste to the Nicaragua boundary. Another railway has been the subject of study of late, to unite Lake Nicaragua at the outlet of the San Juan River, with Punta Limon, which is in the hands of the Costa Rica Railway Company (limited) represented by M. C. Keith. This new road will start from Jimenez (10° 10' latitude and 83° 45' longitude), on the Atlantic Rail- road, taking a north northwest direction through a very rich country for timber and agriculture, crossing the Sarapiqui at El Muelle, thence northwest to the Frio River at its entrance into Nicaraguan territory, a distance of about 90 miles from Jimenez. This line, with part of the Atlantic Division, might form a portion of an interconti- nental railway, Matina being probably the starting point southward. An English syndicate has secured a concession to build a road paralleling the Nica- ragua Canal. The cost of constructing railways, judging from past experience, will be, complete, from $60,000 to $70,000 a mile in the worst situations. RAILROADS IN COSTA RICA. The railroads already completed in Costa Rica are — (1) From Port Limon to Carrillo, 70 miles— Carrillo being connected with San Josfi by a steep mountain cart-road, a distance of 28 miles. (2) The road from Cartago to Alajuela, passing through San Jos6 and Hejedia : total length, 25 miles. (3) From Punta Arenas to Esparta, 12 miles, Esparta being connected with Alajuela by a mountain cart road, a distance of 35 miles. To complete the connection with Port Limon there is now being constructed 50 miles of new road from Cartago to a point near Siquires, on the Reventazon River. This new road is about one-third done. According to the terms of the contract with Mr. Minor C. Keith (contractor), it should be completed August, 1889, but Mr. Keith has had many difficulties to contend with, and it is not probable that it will be com- pleted before August, 1890., The road from Port Limon to Carrillo (No. 1), from Car- tago to Alajuela (No. 2), and the new line from Cartago to Siquires, together with the wharf at Limon, have been transferred to and are owned by the Costa Rica Railway Company (limited), of London. The Government of Costa Rica also granted to said company 800,000 acres of unimproved lands. The Government now owns, however, one third of the stock of said company. The Government also owns and 116 INTEENATI0N4L AMESICAN CONFERENCE. operates the railroad from Punta Arena to Esparta (No. 3). To preserve the trade of California with Punta Arenas it is necessary that the road from Esparta be extended to the interior. Otherwise, when through connection is made with Port LimoD, upon the completion of the missing link from Cartago, all trade will go by way of Port Limon. This is importaut to San Francisco, and her business men could well atford to obtain from the Government of Costa Rica the transfer of the line from Punta Arenas to Esparta, and extend the same to the interior. If, however, the Nicaragua Canal is to be opened, and it is found advisable to follow the line mapped out by Mr. Menocal in 18S5, I consider it of utmost importance to the trade interests of the United States to secure a railroad charter from this Government to run said road from the valley of the San Carlos River to San Jos6. It is observed that Mr. Menocal (see page 26 of his report) proposes to build a dam 52 feet high at Ochoa, just below the point where the San Carlos empties into the San Juan River. The San Carlos is now navigable, I understand, by small boats to the " muelle " (wharf), some SOmiles. From this muelle to San Jos6 is some 60 or 70 miles. When the dam of 52 feet is built at Ochoa the San Carlos will be navigable much higher up. The San Carlos country is considered the finest section of Costa Rica. The lands are said to be of inexhaustible fertility and well adapted to the growth of bananas, cacao (chocolate bean), and cattle. At present there is no outlet to this sec- tion and it is undeveloped. A grant of lands along the railroad could be most prob- ably obtained and would prove valuable, but, what I consider of far more importance, would give the trade of this country to the United States. The proposed road con- necting with the canal would connect with steamers going both to ports on the At- lantic and on the Pacific. The aggregate exports and imports of Costa Rica last year (1887) were $11,000,000, of which the larger portion goes to and comes from Europe, and necessarily so when the ways of communication are owned in Europe. To illus- trate: The freight on coffee per ton from Punta Arenas to New York is |26.40; to England, £3. From Limon to New York, $10 ; from Limon to England, £1 lOs. It is also greater from Punta Arenas to San Francisco than to England, though I have not the exact figures. I think it very important to obtain this railroad charter to the San Carlos as soon as possible ; otherwise it will be taken by an English company. Costa Rica is very anxious to have the canal on the route of Mr. Menocal's survey of 1885 rather than on the new line now being surveyed, and in making arrangements with her for the former route this railroad charter and grant could be secured on favora- ble terms. It may be that an effort will be made by English capital to secure this or some other railroad charter at the next Congress, which convenes in May. I have had some slight intimation that there is now a project on foot for a survey for a new railroad by an English company, but whether it is in connection with the grant of the 800,000 acres of land above referred to or another scheme I have not been able to learn. . I inclose a small map, upon which I have marked the road now being constructed from Cartago to Siquires, the proposed road from Esparta to San Jos6, and from the muelle, on the San Carlos, to San Jos^. (Report by J. Richard Wingfield, U. S. con- Bul, San Jo86, Costa Rica, March 30, 1888.) RAILWAY SYSTEM OF CENTRAL AMERICA. The late president, General Barrios, of Guatemala (as is President Menendez, of Salvador), was an earnest friend of the United States. Barrios, as does President Menendez, favored the assimilation of the institutions and business methods of his country to those of the United States. Barrios's ambition and the jealousy of his neighbors led to war with the little Republic of Salvador, which cost Gaatemala a humiliating defeat and Barrios his life. Through his policy Americans were induced to invest in Guatemalan railways, banks, and coffee and sugar plantations. He pro- jected and began the construction of a railway from the bay of San Tomas, on the Caribbean Sea, to his capital, Guatemala City, a distance of 150 miles, there to con- nect with the existing narrow gauge of the Guatemala Central, 75 miles in length, terminating on the Pacific at the open roadstead of San Jos6. Forty miles of Bar- rios's transcontinental road, from Puerto Barrios to Guatemala City, were half finished when his untimely death occurred. Barrios's worthy successor, the vigorous President Barrillos, pursues the policy of his predecessor, favoring the construction of the transisthmian andother railways pro- jected in Guatemala, and notably of that designed to connect the capitals of Guatemala and Mexico. In truth, General Barrillos and other Central American statesmen have not failed to discover that no Central American Union is desirable which may be pinned together with bayonets, and none desirable and enduring can be aclueved save through the intervention of perfect interstate railway systems. [Nl'ERNATIONAL AMERICAN CONFERENCE. 117 118 INTERNATIONAL AMERICAN CONFERENCE. THE MESA OF SALVADOR. Discovering, during a three days' sojourn at La Libertad, at the sea level in Sal- vador, how fatal to uaacclimated persons was the breath of the sea at the very shore, drenched as it is each day by tides which leave heaps of shell and other fishes to rot instantly beneath the rays of the equatorial sun, and learning that Panama was thus made a grave-yard, because ships can not touch the shore and passengers must in- hale yellow death through weary deadly days and nights while tugs and lighters discharge tedious tasks — seeing and learning this at La Libertad nearly two years ago, I sought a perfect harbor on the Pacific coast whence to extend a railway to another on the Atlantic. It is the foul breath of the sea-shore at the sea level at points unswept by winds from boundless seas that makes the word "Panama" the synonym of pestilence and death. To avoid detention at the sea-shore in hot lati- tudes ships must auchor at wharves within land-locked harbors whence passengers may be transferred instantly by railways to the mesa or elevated plateau from 2,000 to 3,000 feet above the sea level, and extending from one to the other ocean. A CONFESSED FACT. The Nicaragua Canal and the Ship Railway andDe Lesseps Canal each and all are at the sea level. No soft, cooling wind from the Pacific may find its way into either canal or follow gigantic locomotives tugging at ships crossing Tehuantepec, and the acclimated alone may cross the continent in safety at the sea level; but there is per- fect immunity from climatic diseases the instant the traveler reaches an elevation of 1,000 feet above the sea. Commerce, therefore, will traverse the ship railway and the canal ; men and women will prefer thistransisthmain railway, having a perfectly land-locked harbor at each terminus and an elevation at no point after leaving the coast of less than 2,000 feet above the plane of the two oceans. WONDERS OF THE INTERIOR. Eighty miles from the harbor of La Union , going north through the greatest length of Salvador, the traveler will rest at the fathomless lake of Ilopango, 25 miles long and 8 to 10 miles wide. Its tepid waters occupy craters of extinct volcanoes. In 1870, when Salvador was shaken violently by earthquakes, the water of the lake sank in the night 9 feet, and along its shores were gathered earthen vessels curiously colored, and images carved out of porphery, and others precisely like those at the museum at Washington taken from Egyptian tombs. A few miles southeast from the railway the ever-active volcano Izalco rises 6,000 feet, a perfect cone, from the plain about Ai'menia. The railway crosses the State of Santa Ana, a district of Salva- dor 50 miles square, producing, it is stated, more coffee than any equal area of land in the world. In truth, every acre of the viesa of Salvador is cultivated, each pro- ducing from two to four crops annually. The products are rice, tobacco, indigo, sea- island cotton, coffee, sugar, cocoa (chocolate), India rubber, and Peruvian gum — so called because it was originally sent from Salvador to Peru and thence to European markets. The railway penetrates from La Union to Puerto Barrios, or to Port Izabal, whichever harbor may be its northern terminus, a very paradise. The average densi- ty of population aloug the whole route exceeds 100 for each square mile. Here vil- lages and towns are almost conteriuinous, and the population — Aztecs 92 per cent, and Spanish 8 per cent — toil most industriously. Labor costs 20 to 25 cents, and food 10 cents per diem. The thatch-roofed, floorless adobe huts of the natives (Aztecs) are the cheapest possible, and only useful in protecting the occupants against rain-storms of July, August, and Septenruer (the rainy season), when the country is flooded al- most every day. There is not a stove or fire-place in any house in the Republic ; none are needed where the thermometer never falls below 70 or rises above 80 de- grees. So great is the annual production of fruits, as well as of indigo, tobacco, sugar, and coffee, and so short the distance from Port Barrios to Mobile, that it is be- lieved that most delicate and delicious tropical fruits, never seen in the United States, will be distributed everywhere from Mobile ; and so redundant are the crops of Salvador and of the districts of Guatemala penetrated by this railway, that it must have two tracks — one for immense local, the other for interoceanlc, freights and travel. POLITICAL RESULTS. But the great good to be achieved by this transiethmian road consists not so mach in the fact that it will enable traveling multitudes to cross the continent where nar- rowest, without possible danger from deadly fevers and plagues incident to detention at the sea-level, but with its branches, binding together these five Central American INTERNATIONAL AMERICAN CONFERENCE. 119 States in perfect political and social unity, it accomplishes their perfect commercial annexation to the United States. Puerto Barrios is within fifty hours or less of Dauphin's Island wharves at Mobile, and only sixty hours would be required to trans- fer a traveler or bale of goods from Mobile to the Pacific coast harbor of La Union. United States and other steamers uow pay from $20 to $.>0 a ton at La Union for En- glish or Australian coal. It may be delivered there from Alabama, over the trans- isthmian railway, for from $5 to $7 a ton. Therefore, the Government of the United States as well as the people must confess keen interest in this short, easily-built rail- way, which surely must accomplish most beneficent political and commercial results. AMERICANS PREFERRED. After the plan of the transisthmian railway was conceived and the details pub- lished, and after applications were made for charters in Salvador and Guatemala, English and French bankers and capitalists sought much the same concessions ; but the governments of Salvador and Guatemala both gave preference to the American applicant for these franchises. The Salvador charter conceded a monopoly for fifty years of the right of excess to the matchless harbor of La Union. The cost of a doable-track road from La Union to Port Izabal, or Port Barrios, it is stated by en- gineers who have surveyed part and traversed the whole route of about 300 miles, will not exceed $35,000 a mile ; there will not be a tunnel on the whole line, or a grade greater than 70 feet on any mile, and this only at each terminus, whence locomotives must climb, within 30 or 40 miles, to the mesa 2,000 feet above the sea. The rapid multiplication of foundries, furnaces, and forges in Alabama and other Southern States induced the writer to seek, for the beboof of the commonwealth which is his home, an insatiable market for its prodacts, to be found alone along the western shores of the three x\.mericas. From every trading place of as many as two or three thousand inhabitants along this interminable coast a railway will soon lead to farms and villages of the interior. Twelve such r.iilways are now building between the southern confines of Chili and California. If the transisthmian railway be speed- ily finished, the iron and coal and steel of England and Australia may be supplanted everywhere on the Pacific by that produced in the United States. (Report by L. J. Du Pre, U. S. Consul, San Salvador, December 13, 1887.) BRITISH HONDURAS. A road has been projected from Belize westjjvard 90 miles to the frontier ; from there it will probably go to Lake Peten. SOUTH AMERICA. It will be observed that the continent of South America has a general triangular shape. In the north a mountain system ruus east and west ; again we find the same thing farther south in Brazil. In the west is the great chain of the Andes traversing the entire continent from north to south. Leaving Patagonia, they enter Chili, rising higher and higher, until they culminate in the volcano Aconcagua. At the boundary of Bolivia, the chain turns to the northwest and sejiarates into two, inclosing the table- land of the Desaguadero, a wonderful valley, having at one end Potosi, the highest city in the world, and at the other Cuzco ; between them is Lake Titicaca, from which not a drop of water escapes except by evaporation. At Pasco a third cordillera is thrown off, and with a triple arrangement aud a lower altitude the Andes enter the Republic of Ecuador, where the double line is resumed. Just above the equator one ridge is formed which then spreads out like a fan ; one cordillera goes to the east, giving rise on its eastern slopes to the Orinoco and its tributaries, the central cordillera having the volcano of Tolima, soon loses itself in the Carribbean Sea, and tbe western turning to the left, with a much lower altitude traverses the isthmus, rises in altitude, and expands again to form the table-land of Mexico. The snow limit at the equator is 15,800 feet; at 27 degrees it is 13,800 feet, aud at 33 degrees it is 12,780 feet. Twenty- two of the fifty-one volcanoes in the Andes have their summits covered with per- petual snow, aud twenty encircle the valley of Quito. The Andes almost atop the trade-winds (which are again felt at 150 miles from the coast), causing them to drop their moisture on the eastern slopes, and thus give rise to those great rivers, the Orinoco, the Amazon, aud the La Plata, which, flowing east- ward, almost quarter the continent. Near Cerro de Pasco in a little lake, just below the limit of perpetual snow, and scarcely 60 miles from the Pacific rises the greatest river in the world. Flowing northerly 500 miles through a deep valley, it turns on reaching the frontier of Ecuador to the right and runs easterly 2,500 miles. At Tabatinga, 2,000 miles from its mouth, it is a mile and a half wide. So many and far-reaching are its tributaries that it touches every country of the continent except Chili and Patagonia. These tributaries communicate with each other by so many intersecting canals that Central Amazonia is a cluster of islands, and if a circle be drawn 1,600 miles in diameter it will include an ever green unbroken forest. The Amazon really lies in a plain, for the slope from the mouth of the Napo to the ocean, in a direct line 1,800 miles, is but 1 foot in 5 miles. A fair conception of this will be obtained from an examination of the altitudes on the edges of this plain, bounded by the grassy plains of Venezuela, the chain of the Andes, and the tablelands of Matto Grosso. The Cassiquiare, a natural -canal three-fourths of a mile wide, and with a portage of only two hours, connects the headwaters of the Orinoco and the Amazon. Of the tributaries of the A.mazoii, the Putumayo and the Napo rise among the moun- tains of Colombia and Peru. The Pastassa rises in tlie valley of Quito and trav- erses a very steep course ; the Maranon, or the main river, i-ises near Cerro de Pasco. The Huallaga comes from the Peruvian Andes at an elevation of 8,600 feet, and is navigable for steamers to the port of Moyobamba. Its mouth is a mile wide. Canoe 120 INTERNATIONAL AMERICAN CONFERENCE. 121 navigation begins at Tinga Maria, 300 miles from Lima. The fertile plain through ■which it flows is very attractive to an agriculturist. The Ucayali originates near Cuzco. For 250 miles above its mouth it averages half a mile in width and has a current of 3 miles an hour ; at Sarayacu it is 20 feet deep and it is navigable at least 100 miles. East of the Ucayali are six rivers rising in the un- known lands of northern Bolivia, of which the most important is the Purus, a deep, slow river over 1,000 miles long, open for navigation half way to its source. The Madeira is about 2,000 miles in length. One branch, the Beni, rises near Lake Titicaca; another, the Martnor6, near Chiquisaca, within 15 miles of the sources of the Paraguay, and if ifc were not for the rapids 480 miles from its mouth large vessels might sail from the Amazon into the heart of Bolivia. Another great tributary of the Amazon, the Tapajos, about 1,000 miles long, rises only 20 miles from the headwa- ters of the Rio Plata. A number of routes are open across the continent : At the harbor of Buenaventura in Colombia, a railroad is to be built to Call in the Cauca Valley. The valleys of the Magdalena and the Cauca have been followed to their sources, but I do not know of any passage in that vicinity to the headwaters of the Amazon. From San Lorenzo, Bahia, and Guayaquil, in Ecuador, there are routes to Quito, whence the eastern ridge may be crossed to Papallacta, Archidona, and the Napo, The route from the Quito Valley, via the Pastassa River in Ecuador, is difficult on account of the rapids, and dangerous because the inhabitants are hostile. The route via Loja in Ecuador and the Maranon is also difficult. The best route of any is from Trujillo in Peru to Caxamarca, Chachapoyas, and Moyabamba, thence from Balsa Puerto by canoe to Yurimaguas and down the Huallaga. From Lima in Peru there is a road to Tinga Maria, via Huanaco and then down the Huallaga, which is difficult in the rainy season ; or from Lima to Mayro, via Cerro de Pasco and Huanaco, and down the Pachitea and the Ucayali. There is a route through Bolivia to Cochabamba and down the Marmor^ and Madeira, or to Santa Cruz and the Paraguay River. The route through the Uspallata Pass in Chili is now followed by a railroad to join the railways of Argentine. But little is known of the Amazon basin beyond the limits of the river banks ; it is thinly inhabited and only by uncivilized people. All the travelers through this region speak of the density and profusion of the foliage. The Pampas of Sacramento are thickly covered with trees, and the vegetation in all parts almost entirely pre- vents communication. In Raimondi's Peru there is mention of a journey by Senor Reyes from Popayan, in Colombia, across* the Cordilleras and down the Putumayo, but no description la given of the route. In the proceedings of the Royal Geographical Society for 1880 there is a statement of the parts of South America not yet thoroughly explored. They include the head- waters of the Amazon in Ecuador and Colombia, and the parts of Colombia between the western Cordilleras and the Orinoco and Negro, and between the river Meta and the rivers Uaupes and Japura. The inhabitants of South America live upon its outer borders ; in the southern part the mass of population is on the sea-coast, farther north on the interior plateaus. On the Andes the rainy season sets in toward the end of September and lasts until March, when the dry season begins. During the rainy season the roads become so bad that travel is almost suspended. Gold and coal are found at Chiriqui, Colombia, and in abundance in other parts of the State. Coal is found near Huanca, in Peru, at a height of 14,700 feet. Among the exports of South America are gold, silver, copper, tin, and other ores, guano, niter, sugar, wool, cotton, tobacco, vanilla, cinchona, cocoa, Peruvian bark, India rubber, coffee, hides, wheat, etc. The soil of the mountain valleys is rich and fertile. Traffic is carried on by mule or railway directly to the coast ; or by mule, almost in the opposite direction to the headwaters of the great rivers, whence it goes to the 10 122 INTEENATIONAL AMERICAN CONFERENCE. coast by cauoe and steam-boat. Many of the rivers have regular lines of boats. The Magdalena is navigable to Honda for steam-boats and above that for a long distance by canoe. The Patumayo is navigable to the boundaries of Colombia ; the Maranon, Huallaga, Ucayali, Purus, and Marmor6 carry the products of Peru and Bolivia; the La Plata and San Francisco those of Bolivia, the Argentine Republic, Uruguay, Par- aguay, and Brazil; and the Orinoco, of Brazil, Venezuela, and Guiana. COLOMBIA. OEOGRAPHICAL FEATURES. The republic of Colombia may be called one of the most important countries of South America, situated as it is near Central America and connected with it by the Isthmus of Panama. In the south the Andes Mountains, dividing into three chains, traverse the country from north to south. The western Cordillera follows the coast, with a decreasing altitude, turns to the northwest, and traverses the isthmus to Cen- tral America. On the Atrato River line its highest point is about 900 feet ; on the Panama canal line it is only about 300 feet. Beyond this point the elevation increases. The central Cordillera passes northward until it is lost in the Caribbean Sea. lu this chain lie several volcanoes of great height; in the northern part it is somewhat broken and of lower level. The eastern Cordillera turns slightly to the east in its northern part and forms the boundary between Colombia and Venezuela. In the southern part of the republic there is a portion of the chain previously mentioned as crossing the continent from east to west. The topographical features of the isthmus lend themselves in numerous places to interoceanic communication. Routes for interoceanic canals have been surveyed at the Chiriqui Lagoon, at Colon, where work has been in progress for a canal, at the Gulf of San Bias, Caledonia Bay, and the Atrato River. The ranges of mountains determine the water systems. On the western coast small streams flow into the Pacific ; in the interior, the Cauca, with its many tributaries, rises at an elevation of 14,000 feet, and flowing north passes through the lower portions of the central Cordillera to unite with the Magdalena not far from the coast. The Magdalena, navigable for 600 miles, and having the volume of the Mississippi, is the great artery for the commerce of Colombia. It flows northward into the Caribbean Sea between the central and eastern Cordilleras, and it is said that both the Cauca and the Magdalena have their origin in the Lakes Las Papas. ! At Honda the rapids in the riverform the head of steam-boat navigation. Naviga- tion is carried on for 175 miles above them by steam-boat and for several hundred miles further by canoe. The Cauca Valley is throughout much higher than that of the Magdalena. The Cauca River is navigable for a short distance only, to the rap- ids, but above them a steam-boat line carries navigation several hundred miles. On the slopes of the eastern Cordillera are numerous sources of the Orinoco and the Amazon, separated by the central range. The whole of Colombia may be called mountainous, except along the northern coast, where the land is level and the water- courses numerous. Communication is consequently difficult in all parts. The old maps show the great Spanish highway from Quibdo on the Atrato southward to Po- payan, Pasto, and Ecuador. This highway is said to have been used to carry the products of the mines of Pern, Ecuador, and Colombia to the port of Cartagena, whence they were taken to Spain, The water-courses and the great mountain val- leys constitute the highways. In the north and northwest the ranges are easily crossed at numerous points (the canal routes have already been mentioned), but in the south the passages are few. The one best known is the Quindio Pass. In the far south little is known of the country. In Raimoudi's Pern, as previously mentioned, the author speaks of El Seuor Reyes having gone from Popayan to Pasto, thence across the Cordillera and down the Putumayo, where there has since been es- INTERNATIONAL AMERICAN CONFERENCE. 123 tablished a line of steam-boats by which commerce of the Department of Cauca is carried into the Amazon. I have been able to find only general descriptions of Co- lombia, and of these the leading features have been given. The products of this country find their way to market upon the backs of mules, or by means of boats upon the numerous water-courses. Roads, properly so-called, are not general ; they exist merely as mule tracks. Efforts have recently been made to effect an improvement in this respect, and military labor has been used for the purpose. A road suitable for vehicles was opened about a year ago from Bogota to the Magdalena River. A good road has also been opened from Quibdo to Medellin, touching the rich mining towns along its route. RAILVi/'AYS, With the exception of the Panama Railway, 47 miles in length, there are only about 180 miles of line constructed, although many more have been projected, with promises of liberal aid from the Government. A report of Vice-Consul Whelpley, with a map, iu added, from which a good idea may be obtained of the roads mentioned. There are several others of importance: the Cucut^ railway, in the eastern part of the State, connects San Jos6 de Cucut^ with the Zulia River at Villamazar, and the Savanna railway joins Bogota and Facatativa on the plain of Bogota. The Panama railway, uniting the two oceans at Colon (Aspinwall) was chartered by the State of New York in 1849 and was opened in 1855. Its immediate purpose was to provide a route to Cali- fornia, but has since become a great commercial highway between western Europe and eastern Asia. It may soon be rivaled, however, by the railways to be constructed > in Guatemala and Costa Rica and by the Nicaraguan Canal. It is said that a French- Belgian syndicate is endeavoring to secure a concession from the Government to build a railway from Cartagena to Bogota, and from Bogota to Buenaventura, and that the syndicate is ready to complete the road provided the Government will guarantee an annual interest of 5 per cent, upon the capital. A concession has been granted to a French syndicate for a line from Bogota to the Orinoco River, and very recently the Department of Bolivar has contracted for the construction of a line from Cartagena to Cucutfi, a distance of about 350 miles, with the subvention of a large tract of land for each mile of line constructed. Dr. Nu- nez, President of the Republic, highly approves a line up the Atrato River to Quibdo, with a branch to Medellin, and thence up the Cauca Valley to Popayan. Connection might be made to Bogota over the Quindio Pass. It would pass through the Choco district, the richest in the world, and would reach a population of 800,000 people. Along its route would be found coal, gold and silver, India rubber, and great quan- tities of coffee. The following table shows briefly the railways of Colombia, the first figures show- ing length of line when finished, the second the portion in actual operation : Name of railway. Terminal points. When In oper- finished. ation. MiUs. Milen. 47 47 20 20 34 34 30 18 96 20 125 30 85 12 20 20 75 1 24 24 Panama Sailway Bolivar Cacutii La Dorado Girardot Antioqaia Gauca Santa Marta Santander Savanna Total Colon to Panama BaranqniUa to Puerto Belillo. CucutA to Villamizar Conejo to Honda Girardot to Bogotd Puerto Berrio to Medellin Buenaventura to Call Santa Marta to Cienaga Puerto "VVilches Facatativa to Bogota 226 124 INTERNATIONAL AMERICAN CONFERENCE. To these are to be added the projected roads from Cartagena and Bogota. Another great scheme has recently been advanced of connecting the Port of Carta- gena with the railways of Peru by a line up the Magdalena Valley, traversing the valley of the Amazon, and again crossing the Andes in Peru. A charter has been granted by the legislature of Virginia for the formation of a company to build this road. An important transportation route has been traced by Dr. Nunez, President of the Republic, as follows: A railroad to be built from Bogota to the river Meta, 120 miles; thence by water down the Meta and the Orinoco to the Cassiquiari; along this latter river a railroad to be constructed 240 miles to the river Negro, and thence to the Amazon and its tributaries by water. COLOMBIA— aEOGRAPHICAL FEATURES. The official name of the country is the " Republic of Colombia." It is bounded on the north by the Caribbean Sea, on the east by Venezuela and Brazil, on the south by Ecuador, and on the west by the Pacific Ocean, and includes the Isthmus of Panama as far north as Costa Rica. Its southern boundary is near the equator. It is traversed by ranges of the Andes, and is one ot the most mountainous countries of the world. The soil of the valleys and plains is rich and productive, and many of the mountains are covered with green even to their summits. The climate varies with the altitude, from the tropical heat of the coast and great river-beds to the cold of perpetual frost. Bogota, the capital, contains 75,000 people, and is situated upon an immense pro- ductive plain at a height of 8,500 feet above sea-level. The temperature averages 60° above zero, and the climate is salubrious. CHARACTEKISTICS OF THE PEOPLE. The population of Colombia approaches 4,000,000, and consists of Indians, negroes, half-breeds, and the whites, who are the descendants of the Spanish conquerors. The common people are industrious, simple, hospitable, and of singular probity. Life and property are absolutely safe. Highway robbery would be a novelty, and courtesy to strangers is proverbial. The upper classes are well educated, intelligent, desirous of progress, courteous to strangers, patriotic, and sensible. The Government is a centralized republic. Absolute peace has been maintained since 1885. The property and rights of foreigners are respected and protected. The disposition of the govern- ment and of all classes is friendly to foreigners, and with rare exceptions the people are especially inclined to the citizens and institutions of the United States. They like our products, and prefer many of them to those of European countries. (Report by Minister Abbot, of Bogota, September 4, 1889.) MINES. Colombia is without doubt rich in mineral resources. The mountainous part of the interior abounds in gold and silver, and in some parts iron is found in considerable quantities, while on the coast, in the region of Santa Marta, copper exists. The work- ing of the iron mines has not proved a success, while the copper has not been attempted. An American mining engineer has lately reported petroleum in very considerable quantities to exist in Tubara, 12 miles from Barranquilla, and within the limits of this consular district. But the principal mines are of gold and silver. Until a few years ago these mines were almost entirely in the hands of the English; but recently there has been an influx of American enterprise, capital, and machinery. It is too early yet to say what will be the outcome of this, but with better communication and facilities for getting the heavy machinery into place there seems to be no rea- son why these mines will not be worked to advantage. COLOMBIAN RAILROADS. The information, obtainable only from Government archives at the capital of the nation — so distant and so unapproachable except with a " golden key" — has rendered it necessary to rely on my own observations and the engineers in charge of construc- tion and management. I inclose a plan of the railroad system, presuming it may lead to a better understanding of the present report. The railroad system of the interior of Colombia is as yet In its embryonic stage and slow in growth. INTERNATIONAL AMERICAN CONFERENCE. 125 The capital that might have built railroads and brought remunerative order out of a chaotic realm of natural wealth has been mainly spent in fostering and suppress- ing political revolutions. The internal resources of Colombia in precious metals, coal, iron, copper, gums, dye woods, medicinal plants, fibers, and valuable timber should rank her among the most prosperous in the family of republics. The only road in this consular district in actual service is the Bolivar, between Barranquilla and Salgar, the port for shipment. A branch road to Puerto Colombia, not yet completed, will terminate at the pier now building, where steamers can dis- charge and receive freight in the future. The railroads to be considered are the Boli- var, Cauca, Jirardot, the Antioquia, and the Dorado. I name the Bolivar first as being the first in importance in its service and aid to foreign commerce, as well as in its per- fect management. A slight digression here may obviate a more prolonged explanation later. The mouth or delta of the Magdalena River, the great commercial artery for eight States of the Republic, is obstructed more or less at all seasons by a shifting bar formed by the sediment of the Magdalena, the Cauca, and their hundreds of tributaries. It is and has been a " marine cemetery," so to speak, for the past forty or fifty years. Vessels enter the river sometimes with from 18 to 20 feet of water on the bar, but a few days later, when cleared for departure, there may be but 9 or 10. Loaded vessels outward bound have waited sixty or seventy days watching for the favorable com- bination, which seldom occurs, of a fair wind, good depth of water on the bar, a mod- erate sea, and a reliable pilot to get safely out of this aquatic trap. And it is not an exaggeration to say that one-quarter part of the sailing craft has been lost in exit or entrance. Vessels have been lost on the bar when in tow of a powerful tug-boat and piloted by one of the best experts on the coast. During the past month an American schooner, the F. G. French, of New Haven, could not get out on account of the heavy sea on the bar, the prevailing northerly wind, and the uncertainty of the eccentric channel, which may or may not be as it was upon the entrance. A British barken- tine has been nearly two months in the same dilemma, and on the 26th ultimo the Ger- man brig Enrique was lost with a valuable cargo, and two of her officers were drowned, in endeavoring to reach the proper entrance to this delta of the Magdalena; a river 800 miles in navigable length, exclusive of its tributaries, one of the great rivers of the world, but without a light-house, a beacon, or even a buoy to mark its entrance, with no landmarks, no pilots, and a channel as shitting and unstable as the sands that bar the entrance. It was to obviate this peril to life and property that the Boli- var Railroad was constructed. When the branch to Puerto Colombia is completed steam-ships can lie alongside a pier in smooth water, in a port easy of access, to discharge and receive freight. Six- teen thousand three hundred and seventy-one tons of exports from the interior have been passed over this road for shipment during the year 1887, and 11,848 tons of im- ports have been delivered at the Barranquilla terminus for the interior trade. The exports are from the marginal towns and villages along the rivers accessible by river steamers, and only a fractional part of what might be sent to the coast for foreign markets reaches commercial channels through a lack of proper roads and the scarcity of labor. Seven steam-ship lines touch at Salgar to discharge and receive freight, mails, and passengers. German line from Hamburg twice a month ; Royal Mail twice a month to and from Southampton ; West India and Pacific, English, twice a month from Liverpool ; Atlas, English, from New York, twice a month ; Har- rison, English, Liverpool and New Orleans, twice a month ; General Transatlantic, French, twice a month, and the Spanish line twice a month. The passenger traffic over the Bolivar road from and to the Salgar terminus has more than doubled during the past three years. Should the Dorado and the Antioquia roads be pushed to completion there would be four trains or more daily to Salgar instead of only two, as at present. But of these roads we will speak in the proper routine. The Bolivar is under American management ; is owned by private parties. The rolling stock now in service, of English manufacture, will be replaced as the necessity arises with American. The extension of the branch road to Puerto Colombia, on the northwest side of Salgar Bay, makes the distance from the Barranquilla terminus to the pier eighteen miles. The Salgar terminus will probably be abandoned in the im- mediate future. Barranquilla to Salgar wharf is 14 miles, and the necessity for steam-tugs and lighters between Salgar and the shipping will soon be abolished, and probably lower rates of freight will be established to the pier at Puerto Colombia. The rate for passengers at present is |5 per capita for first-class from Barranquilla to the shipping, or vice versa ; |3 for second class ; and freight at the rate of $2.50 per ton. The Cauca Railroad. — This road, the construction of which was commenced in 1878 and was to connect with Call and the west bank of the Cauca River, has its present 126 INTEENATIONAL AMEKICAN CONFERENCE. terminus at Cardova, 12 miles from Buenaventura. It is now government property ; has been surveyed to Cali, but the work has been suspended. At the time the contract was made the National Government ceded to the grantee 500,000 acres of wild land on both sides of the line in alternate lots of 10,000 hectares each. During the construction of the road, and for five years after its completion, all the material for construction and operation — tools, food, medicine, etc., were to be free of duty, tax, or impost. The State governments of Cauca and Antioquia were joint share-holders, the National Government agreeing to contribute $3,000,000, one- half of the estimated cost of the road. An exclusive franchise for forty years was guarantied by the National Government. The passenger tariff for the 70 miles — Buena- ventura to Cali — was to be $5 for first class, $3 for second class, and 1 cent a pound for freight. For way traffic a differential tariff would be established within the speci- fied limits. An integral and important part of the contract was the construction of a pier at the port of Buenaventura to accommodate loaded trains and ships drawing 20 feet of water. As far as can be learned from unofficial sources, failure in payment of prom- ised subsidies and revolutionary troubles have prevented the continuance of the work. The grantee on the one part and the Government on the other made an amicable ad- justment, and the line as far as completed (12 miles) became the property of the gov- ernment of Cauca and the nation, and its future is a matter of vdgue uncertainty. The Jirardot Railroad. — By reference to the accompanying plan it will be seen that this line has been completed to Portillo, 12 miles. The line has been surveyed to Bogota, a distance of about 80 miles. It is a Government enterprise, and presents engineering difficulties of no ordinary character. The work is progressing slowly, but owing to the topographical features of the route, gradients will be necessary at several points on the line of survey ; and it is considered doubtful whether the road when completed will ever pay its running expenses. Passengers coming up the river en route for Bogota prefer to leave the river steamer at Yegnas, taking the Dorado Bailroad to Honda ; then they cross the river and proceed by the old mule road, con- secrated by a century of usage. Comfortable hotels, in picturesque locations, break the journey into easy stages, and whether for business or pleasure the majority of travelers who have had a surfeit of river travel between Barranquilla and Yeguas do not care to spend two or three days more on a small steamer on the Upper Magdalena for the doubtful pleasure of skirting mountain spurs and crossing ravines on trestle- work among the Cordilleras. Kemarks on the future progress and prospects of this line would be premature ; its history is a subject for the future. (Gauge 3 feet, rail 30 pounds, section completed in 1884.) The Antioquia Bailroad. — From Puerto Berrio to Medellin, 125 miles, has been com- pleted to Pavis, 30 miles from Puerto Berrio. The first contract for this road was signed in February, 1874, modified on the 4th of May following, and in July, 1876, a new contract was made for tiie termination of the line at Barbosa, a distance of 100 miles from Puerto Berrio. This also is a road of heavy gradients. The State of An- tioquia was to contribute at the rate of $17,700 per mile, but not to exceed a total of $2,000,000, upon which basis State bonds were issued. The State of Antioquia, as share-holders of one-third part of the enterprise, owned the right to one-third of its proceeds. The grant was for the period of fifty-five years, with exclusive privilege for thirty years, beginning from the 1st of March, 1883. The same immunities and privileges in regard to duties and taxes as specified for the Cauca road were also conceded for the Antioquia. The maximum rates of fare and freight were: For first- class passengers, 12 cents per mile; second class, 8 cents; third class, 4 cents. Im- ports, 30 cents per ton per mile ; exports, 25 cents, and coffee and tobacco 15 cents a mile. With this brief summary of the principal features of the grant it may not be amiss to mention some of the difficulties. There are to be 22 bridges, 115 trestles, 58 culverts, 4,135,288 cubic yards of earth- work, and 177,242 cubic yards of retaining walls. The central Cordillera to be passed at its greatest depression, 5,177 feet above sea-level, " requires the adoption of 6 per cent, gradient." But in spite of the difficulties to be overcome, the original design of the projector, the grand project of joining the Magdalena Valley to the Pacific coast by the union of the Cauca and the Antioquia roads would open up a realm of wealth. There are five hundred and eighty mines of gold or silver constantly worked, a large number without machinery, within those mountain barriers, only accessible by bridle-paths, rendering the transportation of proper tools and machinery impossible. On some of the interior rivers marble in inexhaustible quantities could be quarried, especially on the Claro and Nare. Coal belts have been discovered, alum, sodium, calcium, manganese, cobalt, lead, zinc, mercury, arsenic, and platinum have been reported upon ; agates, jaspers, and variegated marbles are found in the mountains. The population of the more mount- ainous regions of Colombia are the bone and sinew of the nation — hardy, persevering, and industrious — good herdsmen, agriculturists, or foresters in times of peace, and brave and reliable soldiers in war. S. Ex. 125 face p. 126 .v^ ,,ji.^.4J^\/ .; .,3. .> S. Ex. 130 face p. 136. INTERNATIONAL AMEBIC AN CONFERENCE. 127 Sugar, cotton, corn, rice, wheat, tobacco, cocoa, coffee, aniseed, are some of the pro- ductions awaiting an outlet from the valleys and tahle-lands of the interior to navi- gable waters. The space to which this report should be limited prevents a more de- tailed description of domestic and forest products intended to be reached by the An- tioquia Railroad. The Dorada Bailroad. — It is necessary to refer to the Magdalena River, especially io that portion of the river between Honda and Yeguas, unnavigable when the water is low on account of the rocks, shoals, and rapids in that section of the river. In 1872 the State of Tolima granted an exclusive privilege for constructing a rail- road between the waters of the Lower Magdalena, at Caracoli, and the Upper Magda- lena, at Honda, and a bridge across the river at Honda. A series of rapids and falls at this place forms a barrier between the upper and lower rivers. The National Government guaranteed, for twenty- five years, 7 per cent, interest on the sum of £42,000 sterling — the estimated cost of the work. The preliminary surveys elicited adverse reports. That the capital so guaranteed was insufficient for the purpose, and that such a short line would be expensive in working, especially in competition with the time-honored mule train, that would still absorb a good portion of the traffic on the 3 miles of road. Navigation being difficult and dangerous for at least 150 miles below Honda, application was made for and a new concession granted with exclusive privileges. English capital could not be found for the original plan, as the cost was estimated at £16,600 sterling per mile. Taken by itself this seemed excessive, but in conjunction with 27 miles on which the cost would be exceptionally low, the aver- age cost did not seem so great. The projected plan for the extra concession was to connect a port below El Dorado with Honda, and the bridge to cross the river at that place — about 30 miles along that part of the river most obstructed by shoals and rapids. The road has been completed to Yeguas, about 18 miles. Owing to revolu- tionary disturbances, additional time was granted (to August, 1885) to extend the road to Conejo. The National Goverumen t grants a subsidy of |5,833 per mile, as completed, and an exclusive privilege for eighty years, at which period it is to become the property of the nation. Seven per cent, annual interest is allowed for any delay in the pay- ment of the promised subsidy. The road between Caracoli, below Honda and La Noria, above Honda, has been in service since June 1, 1882, effectually uniting pas- senger and freight traffic between the waters of the Lower and the Upper Magdalena. This, the most difficult part of the road, cost $64,000, and the engineers have esti- mated the remainder of the road at a cost of $16,000 per mile. The bridge across the river at Honda will probably be built in the future, but as yet nothing has been done towards its construction. Some five years ago a Colom- bian railroad enterprise was inaugurated to construct a railroad from Puerto Wilches, on the eastern bank of the Magdalena River, to follow the valley of the Sogomosa River and reach Bucuramauga. The line was surveyed and a short section of track, less than a mile, was laid. Both the State and the National Government contributed aid to the project. Pre- sumably the revolution of 1884-'85 caused its suspension. Rumors of a new contract are current, but no official data has come to hand in regard to its prospects. Before closing this report mention should be made of a projected railroad scheme to connect Santa Marta with one of the up-river ports. There are 20 miles of road completed from Santa Marta to the Cienega station, and the line is being surveyed, it is reported, to Banco. As a large section of the line south of the Cienegas is on alluvial lands snbjectto overflow, and the main portion is through swamp jungle and across various lagoons and water-courses of promising difficulties, it would be premature to ex- press any positive opinion as to its future. There are said to be copper mines in course of development within reach of the line tliat may be largely remunerative in the future, but it is doubtful whether profits derived solely from such a course would be able to cover the interest on sufficient capital to build such a road — through a district very sparsely populated — and in competition with the steam-boat lines. (Report by S. M. Whelpley, United States vice-consul, Barranquilla, March 10, 1888.) VENEZUELA. The total area of the Republic, in its official statistics, is computed at 1,639,398 square kilometers (of which 2.59, or nearly 2f , make 1 square mile, English) ; of this, the sec- tion south of the Orinoco River and its great tributary, the Apure, and the delta of the former, contain the State of Bolivar and the territories of Yuruary, Caura, Alto Orinoco, and Alto Amazonas, with a collective area of 1,044,294 square kilometers. In 1883 the entire population of this vast region was but 108,352 souls. As 10,861 were in the single city of Ciudad Bolivar, and at least as many in the gold regions near it, and many thousands of the subjugated but scarcely civilized Indian tribes were included in the census, the remainder must constitute an exceedingly sparse 128 INTERNATIONAL AMERICAN CONFERENCE. population, so mucli so that the population of Caura on 58,458 square kilometers seems not to have been counted at all, but included in that of the State of Bolivar. It is difficult to estimate the area and population north of the Orinoco and Apure. The greater mass of the population lies upon the comparatively narrow rim of the Republic in the elevated regions bordering on the Caribbean Sea and Lake Maracaibo, which extends southwardly to the slopes of the Andes. The obviously leading thoughts of both the rulers and the business men of Vene- zuela are to connect its populous and productive uplands with the Caribbean searports by railways. Those uplands occupy precisely the relations to those ports which the eastern ports of the Mississippi Valley do to the|Atlantic sea-board except that the lines of communication between the former must be from north to south. A railway is already in successful operation from La Guayra to Caracas and a few miles beyond. Mr. Bird, United States consul at the former place, suggests in his report of May 1, 1884, that it should be extended through the mountains southwardly to the Orinoco val- ley. From Puerto Cabello a railway is in course of construction southwardly to Va- lencia, and the late very progressive ruler of Venezuela, General Guzman Blanco, made Government contracts for the construction of a railway from Grita in the heart of the mountains in the State of Los Andes, down to Lake Maracaibo. After the suc- cesses of our own engineers in overcoming the obstacles of our Rocky Mountains, the Andes in Pern, and even in the short line which has been built in Venezuela itself around the 8,000 feet high mountain between La Guayra and Caracas and of European engineers in Switzerland and India, it is a question only of energy and capital how long it will be before all the really salubrious parts of Venezuela will be connected by railways with the ports on the Carribbean Sea.* The following is a brief statement of railroad building in Venezuela taken from the Statistical Annuary of Venezuela for 1887 : Railways open to traffic. Miles. From Caracas to La Guayra 23.6 Tucacas to Aroa 55.8 La Ceiba to Sabana Mendoza 25. 1 Caracas to El Valle 3. 4 Marquetia to Macuto 4.3 Carenero to Rio Chico 19. 8 Caracas to Petare 6.2 Caracas to Antimano. 5.5 143.8 Bailtoays in construction. From Puerto Cabello to Valencia 33.5 Petare to Santa Lucia 27.3 Santa Cruz to La Fria 55. 8 Orinoco to Yuruari 124.0 Barcelona to the Coal Mines 11.8 252.4 Lines contracted and heing studied. From Caracas to La Victoria 62.0 Petare to Cindad Bolivar (through Guarenas, Guatire, Rio Chico, etc.) . . 449. 5 Puerto Cabello to Zamora 186. Maracaibo to Cojoro 96. 1 Coro to La Vela , 7.4 San Cristobal to Uribante 49. 6 La Luz to Barquisimeto, Tocuyo, and Trnjillo 217.0 Merida to Mucuchies and Bobures 161.2 1,228.8 A French company has recently acquired a concession to build a railway from San Carlos del Zulia to Merida, and to operate a line of steamers in connection with it between San Carlos on the Escalante and Maricaibo. Most of these railways have obtained guarantees from the Government of 7 per cent, interest upon their capital proportionate to the cost of the road, to continue for ninety- * Report of Sonth American OotninisRioii. INTERNATIONAL AMERICAN CONFERENCE. 129 nine years; and some hare a further grant of authority to work all mines within a certain distance of their lines. These railways have all been constructed by British capital. The statistical annuary of Venezuela for 1889 makes the following statement: There are completed to the present time (July 1, 1889) 316 kilometers (196 miles), of which 37 kilometers (23 miles) are from Caracas to La Guayra ; 8 kilometers (4.9 miles), Marquetia and Macuto ; 5 kilometers (3.1 miles), Caracas and El Valle ; 54 kilometers (33.5 miles), Puerto Cabello to Valencia ; 90 kilometers (55.8 miles), Tucacas and mines of Aroa ; 35 kilometers (21.7 miles), La Ceiba and Sabaoa de Mendoza ; 19 kilo- meters (11.8 miles), Barcelona and Bay of Guanta; 33 kilometers (20.5 miles), Care- nero to San Jos6 ; 20 kilometers (12.4 miles) are in the Central Railroad ; 15 kilometers (9.3 miles) in the great railroad of Venezuela. The Central is to be 240 kilometers (144.8 miles) long from Caracas to Valencia. The great railway will be 300 kilometers (186 miles), and will connect Caracas with San Carlos in the state of Zamora. RAILROADS IN VENEZUELA. On the 16th ultimo the railroad between this port and Valencia was formally opened by President Hermogenes Lopez. The Puerto Cabello and Valencia Railroad, as it is called, was commenced a little more than two years ago by Perry, Caruthers «fc Co., of London, contractors. On the 1st of April it will pass into the hands of the company, of which Mr. W. Mallon is general manager. The gauge is 3 feet 6 inches — 6 inches wider than the track be- tween La Guayra and Caracas. The distance is 54 kilometers. Valencia, the southern terminus, is a city of some 40,000 people, and is situated in the heart of one of the richest agricultural regions in the country. In fact, it is admitted that the States of Carabobo and Lara are the first in agricultural development in the entire republic. Another railway, from Ca- racas to Valencia, about 300 kilometers in length, is in process of construction by an English company. It is reported that Krupp, of Krupp gun fame, has a concession for still another railway between the two cities mentioned above. Another railway is projected between this port and Aurare, which is not far from the Apure River, one of the principal tributaries of the Orinoco on the north. This is also about 300 kilometers in length. There is still another line of railway — already commenced — in this consular dis- trict, extending from La Luz to Barquisimeto, a distance of 85 kilometers. These lines will open up a great agricultural and mineral district, facilitating greatly the movement of merchandise to this port, and will doubtless build up and develop the country's resources more largely, and materially improve and advance the interests of the people throughout the entire country, and will be the best means of placing the Government on a much more stable basis fthan it has ever had. (Re- port by David M. Burke, United States consul, Puerto Cabello, March 15, 1888.) Consul Plumacher, under date of February 5, 1889, reports that the Credit Mobilier of Paris has commenced preliminary work upon a road from La Fria to San Cristobal. The chief engineer, M. Dubosques, died from yellow fever almost upon arrival at La Fria, which will probably delay operations. Another road from the city of Merida to the lake coast is about to be begun. A railway from Santa Barbara, at the southern extremity of the lake to San Cristo- bal will be commenced within a month, the contractors being a, French company. No railroad in Venezuela will excel this in importance, and it has been talked about for many years, but there is every reason to believe that it will now be vigorously pushed through to completion. (Report by E. H. Plumacher, United States consul, Maracaibo, February 20, 1889.) Referring to previous dispatches from this office respecting the projected railway from Lake Maracaibo to the ciry of Merida, I now have the honor to report that the work has already commenced, the contractors being a company formed in Paris with the title of "Compagnie Francaise des Chemins de fer Venezu^liens." The original concession was granted to the Duke of Morny, son-in-law of General Guzman Blanco, who transferred his privileges to the above mentioned company. The engineer in chief, with a complete staff and a large amount of material, arrived in this city last month, and the preliminary work has already begun. When the terms of the contract became generally known, however, there immediately arose a strong opposition on the part of the people who, although fully appreciating the in- calculable advantages of direct railway communication between Lake Maracaibo and the rich coffee regions of the CordiUiara, were very unfavorably impressed with the extraordiuarilv exceptional privileges granted to the contractors. S. Ex. 125 9 * 130 INTERNATIONAL AMERICAN CONFERENCE. I inclose translation which appeared in the Fonografo, a leading Maracaibo news- paper, giving a tolerably accurate idea of the general feeling of the people. It is true that all railways constructed in Venezuela have been favored with a guar- anty clause iu the contracts, assuring to the contractors an interest of 7 per cent, upon the capital invested, but it is complained in this case that the estimate of the cost of construction is excessive. Of the 170 kilometers comprised in the line the first 60 have been estimated to cost $60,000 each and the remaining 110 $70,000 each. It must be acknowledged that the conditions topographically and otherwise are peculiar, as one part of the road will pass through swamps and morasses and another will necessitate heavy rock work in order to climb the Cordillera ; but even taking all this into consideration it is to be regretted that American capitalists did not take this enterprise in hand. For years this consulate has called attention to its impor- tance and to other opportunities for successful investments, but these suggestions have been utilized almost invariably by foreigners and not by Americans, for whose knowledge and benefit they were intended. In this consular district there is now one railway in active and successful operation (that of La Ceiba), which will probably soon be extended to Valera by a French com- pany. The Merida road is French property, and there is still another about to be constructed from one of the tributaries of the lake to the city of San Cristobal, also under a French contract. We are thus losing constantly excellent opportunities of augmenting our commercial prestige in this Republic. The French, particularly, have recently shown much activity in Venezuelan enterprises, and the only coal de- posit where serious efforts have been made for the extraction of the mineral is granted to a Paris company. In this connection I beg to state, as indicative of the interest taken by Europeans in these matters, that my report of February 3, 1888, referring to commercial and in- dustrial matters in this consular district, published by the Department, attracted the attention of the British Government, and the foreign minister recently sent a personal cablegram to the British consul at this port, requiring detailed information respecting the petroleum deposits referred to at length in my above mentioned dis' patch. It would be gratifying to me wera our own people to take advantage of these numerous opportunities for the enterprises of railways, coal mines, petroleum deposits, etc., but as it has often been mentioned in consular reports from various parts of South America the information thus furnished for the benefit of the capitalists, mer- chants, manufacturers, and exporters of the United States is acted upon more by Europeans than by our own people. To return, however, to the railway, which is the immediate subject of this dis- patch, I shall endeavor to keep the Department informed as to its progress and chances of completion. There are other details in connection with the enterprise, such as the alleged exclusive privilege of steam navigation on the lake, which are not yet sufiB- ciently clearly defined for me to inform the Department with accuracy, but I think I can safely say that such a monopoly can not possibly exist, especially as it would conflict directly with the interests of an American company chartered and incorpo- rated in New York. (Report by E. H. Plumacher, consul, Maracaibo, March 8, 1889.) I have the honor to furnish the Department with further details respecting the progress of the railway from the lake coast to the city of Merida, as referred to in my dispatch No. 574, of March 4, last. In January last the chief engineer, Mr. "William H. Burr, an Englishman, and a staff of assistants, principally Americans engaged in New York, together with an English physician, arrived at Maracaibo and began the organization of the work. The circumstances attendant upon the concession for this enterprise were somewhat peculiar, and a brief r6sum6 thereof will be of interest to those of our own country- men who may contemplate similar enterprises in this Republic. When the question of a railway from the lake shore to Merida was first seriously discussed, Guzman Blanco was then supreme in Venezuela and in actual possession of the presidency. His son-in-law, the Duke de Momy, visited this country immediately after his marriage, and was at once granted various valuable concessions, among them one for the construction of a railway from San Carlos, a river port at the extreme south of Lake Maracaibo, to the city of Merida. This concession was granted by the executive power, needing only the approval of Congress to render it valid. As for nearly twenty yeai's, however, the will of Guz- man had been the law of the land, and as the national legislature had never hesi- tated to approve all of his acts without discussion, it was taken for granted that this railway contract of de Morny would be at once confirmed, although its terms were highly disadvantageous to the country and proportionately favorable to the conces- sionaire. In a previous dispatch I pointed out the just grounds of the people at large against the issue of a contract based upon such unequal terms, and inclosed newspaper arti- INTERNATIONAL AMERICAN CONFERENCE. 131 cles referring to the matter, in which both Guzman and his son-in-law were severely handled. However, as time elapsed the reaction against the dictator took place, and the present incumbent, Dr. Rojas Paul, succeeded to the Presidency. Congress met, and most of the contracts made by General Guzman Blanco were disapproved, but this particular concession for the Merida road was not submitted, its supporters fear- ing, no doubt, that in the existing temper of Congress and on account of the force of public opinion it would meet a like fate. In the meantime De Morny had formed a company in Paris, he and his father-in- law, it is said, being heavy stockholders, and this company contracted for the con- struction of the road with the Compagnie de Fives-Lille, a French firm whose opera- tions extend over the greater part of the civilized world. This latter company, it will be understood, are merely the constructors, having engaged to build the road for a stipulated sum, and have nothing whatever to do with questions of concessions or ownership. It will be noted from the foregoing, however, that the contract is not yet approved, and if, in February next, when the Venezuelan Congress meets, it should be thrown out, then the company formed by the Duke de Morny will be obliged either to sus- pend operations after having already expended a large amount of money, or to con- tinue at their own risk without the Government guaranty of 7 per cent, upon outlay, which is the backbone of the concession. Of course it is impossible to prophecy what Congress may do, but it is certaiu that if the contract should be approved it will be greatly modified, as the estimated cost of the road, as accepted by Guzman Blanco, and upon which the 7 per cent, guaranty must be given by tliis Government, is scandalously in excess of even the most gener- ous computation. From the very beginning this project has been viewed but coldly by the Venezue- lans, and with reason. As the traffic between Merida and Maracaibo is comparatively insignificant, the former city being situated in the poorest part of the Coidillera, it is difficult to see how a fair interest above running expenses can possibly be obtained upon the capital invested, and for many years, should the concession be finally ap- proved, the people of this country would be taxed to maintain a line which really offers but few advantages, and the whole afl"air has borne such an unmistakable odor of a job in favor of the contractor that the only friends of the project are the few who for various reasons may be directly interested. It is true that a railway from Lake Maracaibo to the rich coffee regions of the Cor- dillera is a necessity, but Merida is the worst possible point that could have been selected, and the projected road from San Cristobal, the seat of one of our consular agencies, to which I will have the honor to refer in a subsequent report, will fill all the present needs of the situation. Notwithstanding the unpopularity of the Merida contract and its lack of final ap- proval by Congress, it was determined to begin work and trust to the influence of Guzman Blanco to straighten out all difficulties, and in January last, as previously stated. Chief Engineer Burr arrived as representative of the construction company, and it is to the result, or rather want of result, of the operations of the past ten months that I desire to call attention. These details may not appear of great interest, but will be appreciated by railroad men at home who may some time be engaged in similar enterprises in this country, and, as one of the results of the Pan-American Congress will be to call particular at- tention to the South American Republics and the fields there off'ered for the enterprise and capital of our people, it seems to be especially appropriate just now to explain clearly the industrial situation. The history of the Merida road, from the beginning of the work up to the present, is simply a record of mistakes in administration and management. The starting-point of the railway is at the town of Santa Barbara, situated on the river Escalente, 30 miles from its mouth, which latter is at the southern extremity of the lake, about 100 miles from Maricaibo. The chief engineer- established his headquarters in this city, where he has remained almost constantly, exercising no personal supervision over the work. For convenience of survey the line was divided into nwo sections, the first from Santa Barbara to the foot of the mountains, and the second from this latter point to Merida. The first section, comprising an almost level plain, was placed in charge of Mr. J. T. McGanran, a well-known New York engineer, and the second under control of Mr. C. Corner, with a corps of American assistants. The personnel of the staff ap- peared to leave nothing to be desired, but nevertheless ten months have elapsed, a large amount of money has been expended, and comparatively nothing done. Want of personal inspection on the part of the chief engineer may have been at the root of the matter, as, without being actually present at times in the field, it has naturally been impossible for him to keep thoroughly posted as to the necessities of the situa- 132 INTERNATIONAL AMERICAN CONFERENCE. tion, and enterprise, as far as the practical part is concerned, may be considered acephalous. This had its natural result, dissatisfaction ensued among the assistants, several of the American engineers having presented complaints at this consulate for non-fulfill- ment of details of contracts made with them in the United States and for other rea- sons, many of these complaints being, no doubt, well-founded. The work progressed very slowly and unsatisfactorily, and to-day, more than ten months after the initiation of the surveys, they are not yet completed, although the entire distance is but 30 leagues. It will be remembered, moreover, that this is a climate of perpetual summer, where inclemency of weather is not a factor in the con- sideration of obstacles. It will seem almost incredible to our railroad people in the United States that, with ample funds and competent engineers, ten months have not sufficed to complete the survey of less than 100 miles, one-half of that distance being a level plain. In the mean time the company in France has dispatched many ship-loads of rails, locomotives, etc., expecting that at least the first section would be entirely finished and trains running before now. The fault has been want of administrative judgment, and the working staff as first organized has now gone to pieces, and within the past few days a large party of engineers (all French) have arrived to replace vacancies. Mr. Burr, as far as is now known, still remains as chief engineer, although some of his former subordinates have made complaints against him to headquarters at Paris. It is true that in this country the administration is much more difficult than at home, but in the matter of the Merida road there has been such an absence of good judgment and administrative tact as to serve as a warning to impresarios in the future. Lake Maracaibo is fed by about one hundred and fifty rivers, each one extending far inland, making the circumference of the lake an almost continuous swamp, with occasional stretches of solid ground between the river systems. It will therefore be readily seen that a railway from the Cordillera could not possibly arrive at the city of Maracaibo except by an enormous expenditure of money, far in excess of the most costly works of a similar character in any part of the world. A convenient port on one of the lake tributaries must be selected as a terminus, and from there steamers must connect with Maracaibo. This naturally necessitates a system of lake and river navigation in connection with the railway, and, recognizing this fact, the contractor was ill-advised enough to have a clause placed in the concession giving him the ex- clusive right of lake navigation. The absurdity of this is evident when it is con- sidered that hundreds of sailing vessels have for generations traversed the lake and rivers, giving employment to thousands of people, and that there already exist vari- ous steam-ship lines, some under American charter. Appreciating this, the company formed by de Morny hastened to explain that this exclusive privilege only extended to steam navigation, which is also a ridiculous assumption, as for years American companies organized in New York and doing business under Venezuelan license have been actively engaged in the navigation of the lake and its rivers, and their exclusion would now bring about an international question. It is much to be regretted that our own countrymen have not taken part in railway matters in this Republic, and the general opinion, as freely expressed in this section, is to the effect that if the Merida road, with all its natural drawbacks and unpopu- larity, had been from the first under American control the result to-day would be very different. A!s the case now stands, time and money have been wasted, the prestige of the con- structors has received a severe blow, and the only thing tangible to show for so many months of work and such a large outlay is an incomplete survey and a few hundred yards of track laid at the village of Santa Barbara. It is expected that the recent arrival of the new staff from France may bring order out of chaos ; but a very difterent system must be adopted, and even should the survey and construction now proceed satisfactorily, yet it is doubtful whether Congress, in its session of February next, will approve the concession, even under modified and more reasonable conditions. (Re- port by E. H. Plumacher. U. S. Consul, Maracaibo, December 6, 1889.) ECUADOR. This country may be said to consist of three parts — the western slope, the Quito Valley, and the Napo region, so formed by the two Cordilleras of the Andes travers- ing the country from north to south. The Quito Valley having a general elevation of 7,000 feet is separated into three parts by lateral ridges, called sierras; the first, on the south, contains the cities of Loja and Cuenca and is about 50 miles in length ; the middle basin, about 130 miles in length, is rather barren, and has the cities of Riobamba, Ambato, and Tacunga ; the third and most northerly, in which is situated the city of Quito, the capital, is rich and fertile. INTEKNATIONAL AMERICAN CONFERENCE. 133 The Napo region is a dense primeval forest, broken only by rivers. There is not a good road in the whole province, and it is very thinly inhabitated. The Andes slope rapidly both in this region and on the western coast. The river system consists of the Napo, Pastassa and Santiago, tributaries of the Maranon, and the Mira, Esmeraldas, and the Guayaquil flowing westward into the Pacific. The waters of the Quito Valley proper flow into the Pacific, while at Ambato the Pastassa flows into the Amazon. The rainy season on the eastern slope is from Match to November, with the greatest rain in April. The mean annual rain-fall at Quito is 70 inches, while at Charleston, S. C, it is only 46 inches, and at New York 42 inches. The mean annual temperature of Quito is 58. 8°, the extremes in a year being 45° and 70°. During this season the rains are frequent, giving rise to the great rivers, the Napo, the Pastassa, and their many tributaries flowing into the Amazon. The Maranon at Nauta is three-fourths of a mile wide and flows at a rate of 3| miles an hour. The Putumayo, which rises in Colombia and enters the Amazon below the Napo, has several mouths, one of which is a mile in width. The population of Ecuador is given at about 1,000,000, of which the capital, Quito, has about 70,000, Cuenca, 30,000; Guayaquil, 40,000. The greater portion of the whole population is on the central plateau. The western slope is mountainous, the coast having several harbors, the great port of entry being Guayaquil, whence merchandise is carried by rail or mules to the in- terior. There is one main road to the plateau which in the rainy season is very dif- ficult of passage, but along the plateau there is a good road. Several passages from the central plateau through the mountains have been followed to the headwater of the Amazon, one down the Pastassa River is difficult because of the rapids, another by way of Loja to the Maranon is also difficult. There is a road to Macas which is little used. The best route is probably from Quito to Papallacta, about 40 miles east- southeast from Quito, across an extreme elevation of about 14,000 feet, by a readjust passable for horses, thence to Napo village, Archidona and down the Napo River. Papallacta lies on the western edge of the great forest. The old maps show the great Spanish high road traversing Ecuador from Colombia on the north to Peru on the south, touching all the important towns in the central plateau. RAILWAYS. In the report of the South American Commission it is said that " Finally the Pres- ident thought the building of a railroad from Guayaquil to Quito would be a re- munerative enterprise. The commerce of the country passes through Guayaquil, and it is the most advantageous point from which the interior can be reached. The road would be about 160 or 170 miles in length from the head of navigation on the Guayas River, and he estimated its cost at not over $4,000,000 in gold." Communication between Quito and the Amazon is not difficult, and if opened up would no doubt make Quito a thriving city. The Yagnache Eailivay, from Yaguache to Chimbo, 40 miles, with an extension from Chimbo to Sibambe, 50 miles, almost completed. This is the only railroad in op- eration in Ecuador, and is owned by the Government. The construction was begun in 1872 and the line opened to Chimbo in 1877 ; the original intention was to build to Quito on the north and Guayaquil on the south. A concession has recently been made for the construction of the line eastward from Yaguache to Duran, 14 miles, a point nearly opposite Guayaquil on the other side of the river. A telegraph line from Guayaquil to Quito over this route was completed in August, 1884. Other concessions have been granted for railways in Ecuador as follows: From the port of San Lorenzo to Ibarra, about 30 leagues, or 90 miles, the concession being for ninety-nine years, when the line reverts to the Government, and 6 per cent, being 184 INTERNATIONAL AMERICAN CONFERENCE, guarantied; from Machala to Azogue and Cuenca ; fromManaM (orBahia)toQuito; and in the Province of Eios from Baba to Vinces and Puebloviejo. A survey is reported to have been made on the Bahia-Quito liae. RAIL-WAY PROJECTS IN ECUADOR. In 1885 the Government made a contract for the construction of a section of rail- way from Cbimbo to Sibambe, 50 miles m length, an extension of a railroad built some fifteen j ears ago by the Government from Yaguache, the head of navigation of a river of the same name, to Chimbo. For the construction of this extension the Government granted to the contractor, for twelve years, the income derived by it from the monopoly of the sale of salt in the Republic, amounting to 200,000 sucres annually, and the right to the use for his own benefit of the whole line for tweaty- five years, he agreeing to complete the extension in four years. This year the con- tractor assigned his contract to a company of this city, known as the Railway and Public Works Company, which is now engaged in grading the roadway. Only a few miles have been graded so far. The Government has no share in the management of any part of the road. The direction from Yaguache to Chimbo is north, and from Chimbo to Sibambe east. From Yaguache, 25 miles northeast of this city, to Chimbo, the road passes through a fertile country, only sparsely populated, the chief products of which are sugar and rice. Several large sugar estates and a few small cocoa plan- tations are on the line of the road. The population is almost exclusively agricultural. From Chimbo to Sibambe, the terminal point contracted for, the road will pass through a mountainous region for the greater part of the distance, reaching at Sibambe an ele- vation of 7,500 feet. The country to be tapped by this section produces cattle, wheat, barley, and in fact most of the cereals and vegetables of the temperate zones, but the population is sparse, composed mostly of Indians, who are very poor and ignorant, though peaceable and laborious. The land is fertile and capable of yielding abund- ant harvests. . Last year the Government granted a concession for a railway from Duran, a point across the river and nearly opposite Guayaquil, to Yaguache, 14 miles west by land, to connect at that place with the road to Chimbo. For this the contractor is to re- ceive from the Government 20,000 sucres a mile, and to enjoy the free use of the road for twenty years, at the expiration of which term it is to become the property of the Government ; until then the Government will have no share in its management. Work has been progressing for the past year, and it is expected that the road will be open for traffic in December next. It runs through a low, flat region of country, de- voted principally to the pasture of cattle and abounding in tropical fruits. The pop- ulation is sparse and composed mainly of Cholos, a mixture of white and Indian, who bring the vegetable and fruit supplies to this city. With the completion of the two lines or sections there will be arailroad of 96 miles, connecting Guayaquil and Sibambe (the latter a town of 2,000 or 3,000 inhabitants), and from thence there is a wagon road north to Quito, but it is much out of repair, and no wagon, I believe, has ever passed over it. There is some remote probability of an attempt, after the line reaches Sibambe, to continue the railroad to Quito. A concession and subvention were last year granted for a railroad from Bahia de Carequez, a port on the Pacific, to Quito, about 280 miles east of the proposed line, the person undertaking to build the road to receive the net income of the custom- houses at Bahia and Monta, amounting to 70,000 sucres a year, for ninety-nine years, and to have the use of the road for the same period. The Government is to have no share in its management. For some 30 miles from Bahia eastward the projected road is through a level, flat country. Afterwards it enters the A-ndes and passes through a mountainous region, almost uninhabited. Some little grading has been done near Bahia, but it is thought to be a very difficult and costly enterprise and one not likely to be carried to a. successful termination, with the wholly inadequate means at the command of the contractor. (Report by Owen McGarr, U. S. consul-general, Guayaquil, Ecuador, July 27, 1888.) PERU. GEOGRAPHICAL FEATURES. Peru is perhaps the best known of all South American countries. It is the seat of the ancient civilization of the Incas and contains some of the famous silver mines worked for so many centuries. It is divided by its mountains into three regions — the coast, the central plateau, and the Amazon region. The coast line of Peru presents an almost unbroken front of arid ridges of sand or bleak ranges of rock running some- INTERNATIONAL AMEKICAN CONFERENCE. 135 times to the sea, yet behind those ridges and between those bare mountains are val- leys of unparalleled fertility, through which wind streams of water fed by the unfail- ing snows of the highest peaks, streams whose volumes and force abate as they reach the wall of sand ttrward the sea and in which they are finally lost. There are few rivers of the multitude along the western slope of the Cordillera that find their way unbarred by sand to the ocean. In these valleys the products of the field are exuber- ant and varied, corn, cotton, sugar-cane, alfalfa, rice, with grapes, apples, pears, peaches, and other fruits abound. The maturity of the crops depend upon the time of sowing and planting, so that they may be arranged to mature consecutively, thus keeping the mills always at work. The mineral resources of Peru are very abundant. Silver is found throughout her territory, also gold, coal, copper, and many other minerals. The country is very favorable for the raising of wool, and it is only necessary to mention the guano and nitrate deposits to complete the list of the almost unlimited resources of this wonderful country. The plateau is an agricultural country broken by many ridges. In the south is a portion of the great basin of Lake Titicaca, the remainder being in Bolivia; the whole is entirely surrounded by hills, thus cutting off all escape for its waters. North of this basin, in the valleys, flow the tributaries of the Amazon ; on the plateau they flow due north, and then, escajjing through the ridges, pour their waters into the Uca- yali, the Huallaga, and the Maranon. These again, increased by the streams rising upon the eastern slopes of the Cordillera, enter the Amazon. The greater portion of the population live on the central plateau, the Province of Jauja being the most thickly inhabited. The Amazon provinces are thickly covered with vegetation, and are thinly inhab- ited. They are traversed in all directions by water-courses ; the climate is mild, and the soil extremely fertile. In this country lies the head of navigation of the Amazon, beyond which the ways open to traffic are few, consisting of mule-paths al- most impassible during the rainy season. The early Spaniards built extensive roads through the plateau, and it is said that the " Eoyal Highway" traversed the country from north to south. Along the coast thei'e are also good roads, but across the mount- ains there are few passages. Several routes are used from the coast to navigation upon the Amazon, as previously mentioned, via the Maranon, Chachapoyas, and Huan- uco, besides which there are no doubt others to reach the Purus and the Beni. To overcome the difficulties of transportation and to give a market for the exten- sive mineral products railways have been extensively built and projected. The first efforts were towards the coast, and resulted in the construction of the Mollendo and Arequipa and the Callao and Oroya Railways ; but recently others have been pro- jected not only to the Pacific, but also to the eastward to reach the Pachitea, the Ucayali, and the Purus. RAILWAYS. Beginning at the north the railroads are as follows : Payta to Piura, 63 miles ; gauge, 4 feet 8^ inches ; owned by the Peruvian Govern- ment; construction begun in 1872; total cost, $2,000,000. An extension of this line to a point on the Amazon River called Limon, passing through the provinces of Huancabamba and Jaen, and forming a route which is claimed to be the shortest yet projected in South America, between the Atlantic and the Pacific, was originally contemplated by the Government, and preliminary surveys were made; but owing to the recent disturbed condition of the country the project has practically been abandoned. Near Tumbez, about 20 miles north of this road, is the petroleum region, producing oil of good quality. East of it is a great sugar region. Pimental Eailway, from Pimental to Chiclayo, with branches to Lambayeque, Muchumi, Tucuma, Picsi, and Ferranafe ; total length 45 miles, of which 30 miles are completed. This company has no subsidy, but has a monopoly for twenty -five years. 136 INTERNATIONAL AMERICAN CONFERENCE. The completed portion, of narrow gauge, has been opeuea for several years, and cost aboat 1,000,000 soles. It passes through a rich sugar and cotton country extending along the coast about 100 miles and 60 miles inland. Eten and Ferranafe Railroad, from Port of Eten to Ferranafe, 50 miles. The original concession was made July 3, 1867, to Jos6 A. Garcia y Garcia, and trans- ferred by permission of Government, October, 1867, to a stock company. The road is of standard gauge and was opened in 1873. Pacasmayo and Magdalena Railroad, from Pacasmayo to Guadelupe and Yonan, 93 miles. This road was built of standard gauge, and is owned and operated by the Government. An extension is proposed to Cajamarca, where it touches a beautiful grazing and farming country ; it could be extended to the Amazon via Chachapoyas and Moyobamba. A portion was destroyed by freshets, because it had been located near the river, in which there is a tremendous current in the winter. Near its present terminus are rich silver mines. Salaverry and Trujillo Railroad, from the port of Salaverry to Trujillo, capital of the Department of La Libertad, 85 miles. This road, of 3 feet gauge, was built by the Peruvian Government and opened about 1875. There are some coal mines farther on, and it is proposed to extend the road to them, but it can have no eastern outlet. Chimbote Huaras and Requay Railroad, Chimbote to Requay, 60 miles; gauge, 3 feet. The total projected length is 172 miles. The construction of this road was begun in 1870 by the Peruvian Government, which owns and operates it. It runs through a broken, heavy country, and touches what is said to be one of the richest mineral regions in Peru, there being silver and mineral coal beds on the line. The coal is bituminous and valuable for steam and gas ; the supply is said to be sufficient for the whole Pacific coast, while the harbor of Chimbote is probably the best south of Panama. Lima, Ancon, and Chancay Railroad, from Lima to Chancay, 43 miles ; gauge, 1 meter. This road forms the first and second sections of the Lima and Huacho Railroad. It runs north from the right bank of the Rimac River (which flows through the center of the city of Lima), following and nearly parallel to the coast. It was built by a stock company and was originally projected to run to Huacho, about 25 miles beyond Chancay, but no work has been done on the last section for many years. The con- cession was afterwards annulled and the road acquired by the Government. Its total cost was $2,600,000. Lima and Magdalena Railroad, from Lima to Magdalena, 5 miles ; gauge, 1 meter. Callao, Lima, and Oroya Railroad, from the port of Callao to Chicla, 86.5 miles ; gauge, 4 feet &J inches. The construction was begun in January, 1870, by the late Henry Meiggs, under a contract made in December, 1869, with the Peruvian Govern- ment, which called for the completion of the whole line, Callao to Oroya, 135.8 miles, in six years. The contractor was to receive $27,600,000 for the building of the line, which then was to become the property of the Government. The road presents some of the most remarkable engineering achievements in the world. Over sixty tunnels, or an average of about one in every 2 miles, pierce the mountain in its path. Among these the most remarkable is the Galera, or Summit, Tunnel, 104.5 miles east of Callao, which is nearly 4,000 feet long, and is 15,645 feet above the sea-level. At Mount Meiggs the road reaches its highest elevation, 17,574 feet, from that point descending the eastern slope of the Andes to Oroya, 12,257 feet above sea-level. In addition to the large number of tunnels there are also about eighty bridges, the most important be- ing the Agua de Verrugas Viaduct, 576 feet long and 253 feet high, constructed on the Fink truss plan. In consequence of the great engineering difficulties which attended the construc- tion of this line its cost greatly exceeded the original estimates, and when the road reached Chicla, to which point it has been opened for several years, the funds appli* sable to its construction had been exhausted. INTERNATIONAL AMERICAN CONFERENCE. 137 A contraot was made by the Government in 1885 (a copy of which is found in the Report of the South American Commission) with M. P. Grace to construct a railway between Oroya and Cerro de Pasco, which at the end of ninety nine years shall revert to the Government. This contract included the unconstructed section of the Oroya Railway between Chicla and Oroya. The company was also to have the preference in the construction of railways from any part of the line from Chicla to Tarma and Chanchamayo. The section from Chicla to Oroya was to be completed in four years fcom the date of the contract, with a penalty attached for its non-completion. All articles necessary for the completion and operation of the line were to be im- ported free of duty. To complete it to Oroya and Cerro de Pasco is 85 miles, and of this part much of the heavy work and tunneling is already finished Cerro do Pasco is the heart of the mining region. There is an immense basin 2^ miles in length and about 1 J miles in width, in which hardly a shovelful of earth can be turned without silver. The highest point on this road is 15,684 feet, and the mines themselves are 14,300 feet above the sea. This company owns the Cerro de Pasco Railway, running from the mines to their mill and the surrounding estates, used for the transportation of freight and passen- gers. The total projected length was 22 miles, of which 9 are built. The estimated cost was $1,300,000, upon which the Government guaranties 7 per cent., and work was begun in 1869, under a contract with Henry O. Wyman &, Co. It is i»ropo8ed to extend this road to a point called Chanchacayo, the head of steam navigation on the Amazon, and preliminary surveys have been made. The entire distance from Callao to this point is only 210 miles. A branch of the Oroya road has also been projected to Jauja. Another railway to form a connection with the Oroya road has been surveyed under Government supervision from Cerro de Pasco to Port Salvation, 204 miles distant, on the river Pichis, a stream flowing into the Pachitea, one of the Peruvian headwaters of the Amazon. Lima railways, from Callao to Lima, 8.5 miles, and from Lima to Chorillos, 9 miles ; gauge 4 feet 8i inches. These lines are owned by a British corporation, registered in 1865, to acquire and work two railways held under concessions from the Peru- vian Government, the first section (Callao to Lima) of which was built by local capitalists under a concession granted in 1648, and the second (Lima and Chorillos) built by local capitalists under a concession granted in 1855. Original cost of both $1,200,000. Pisco and lea Bailroad, from port of Pisco to lea, 46 miles ; with a branch to Macacona, 1 mile ; gauge, 4 feet 8^ inches. This line was built by a private company, but afterwards purchased by the Peruvian Government. Its cost, |1,450,000, is repre- sented by bonds bearing 7 per cent, interest, which has been in default since 1875. The road was formerly leased by Senor Boza. At lea there is a rich mining and agricultural region, silver, gold, and copper being found, but the great mineral product is iron. This valley is famous for its grapes, and is also prolific in other fruits. The mountains would make it difficult to extend this line to the eastward, but if extended to the southward it would pass through a yery rich region. No surveys, however, have been made for this purpose. Mollendo and Arequipa Bailroad, from the port of Mollendo to the interior city of Arequipa, 107 miles, where connection is made with the Arequipa, Puno and Cuzco Railroad. The construction was begun in 1868, and the line was opened in 1870. The road was located by John L. Thorndyke, of New York, and is owned by the Peruvian Government, by whom it was originally leased to Henry Meiggs. The total cost was $2,000,000. The guage is 4 feet 8^ inches, and the rail steel, 63 pounds to the yard. The maximum grade is 4 per cent. ; the minimum radius of curves 352 feet. Are^ipa, Puno and Cuzco Bailroad, a continuation of the above line from Arequipa 11 138 INTERNATIONAL AMERICAN CONFERENtJE. to Puno, 217.6 miles, and from Juliaca to Santa Rosa, 82 miles, with sidings, etc, 41.5 miles. The gauge is 4 feet 8^^ inches, the rail steel, 60 pounds to the yard; the heaviest grade, 4 per cent. The Puno division was opened in 1874, and the Cuzco division from Juliaca, in 1875. The latter was originally projected to Cuzco. A line of steamers on Lake Titicaca runs in connection with this railway from Puno to Chili- layo, in Bolivia, 120 miles. This road is owned by the Peruvian Government and was originally leased and operated hy John L. Thorndyke, but by a recent contract it has been leased to M. P. Grace & Co., and is to be extended to La Paz in Bolivia. Ho and Moquegua Railroad, from the port of Ilo to the interior town of Moquegua, 63 miles, running through one of the richest wine-producing districts in the country. It was located by John L. Thorndyke, the construction begun in 1871, and opened in 1873, having cost in all $5,025,000. It is owned by the Peruvian Government, Gauge 4 feet 8^ inches. In the work on the railways of Peru submitted with the report of the delegate from that country lines of railways between various parts of the country are dis- cussed. Among the roads proposed, in addition to those above named, are the fol- lowing : From Chancay (on the Lima, Ancon and Chancay Railroad) to Cerro de Pasco ; from lea (Pisco and lea railroad) to Ayacucho in the interior ; from Tacna (on the Chilian road between Arica and Tacna) to Puno ; fromTrujillo (Salaverry Sl Trujillo) to Cajamarca and Eten. On January 11, 1890, the Peruvian Government signed a contract with the Grace bondholders ceding for sixty-six years the railways from Mollendo to Arequipa and Puno, Juliaca to Santa Rosa, Pisco to lea, Callao to Chicla, Lima to Ancon, Chimbote to Seechiman, Pacasmayo to Yonan and Guadalupe, Salaverry to Trujillo, Paita to Piura, with all the necessary land for their extension. The work contemplated is, first, the extension and repair of the existing railways at an estimated cost of $3,212,000, the extension of the Arequipa Railway from Puno, its terminus on Lake Titicaca, to Desaguadero, on the Bolivian frontier, by a narrow-gauge line ; and second, to continue the line from Desaguadero to La Paz and Oruro, in Bolivia, at an estimated cost of $3,150,000. The existing revenue from railways is $6,300,000, which is to be available to the bondholders. Another concession in their hands empowers them to connect the Oroya Railway with the navigable waters of the Amazon by 180 miles of narrow-gauge road. Along with the contract mentioned there are cessions of valuable guano deposits. PERU IN 1887-'88. Foreign capital and enterprise are indispensable for the advancement of this coun- try materially and in the way of business. The natural resources of Peru as regards mining, agriculture, wine growing, and cattle raising are unlimited, but find here no sufficient elements for their proper development, owing to inability of the Govern- ment to lend assistance and the general poverty everywhere experienced. And that capital and enterprise, certain to be richly rewarded, is withheld doubtless from the distrust entertained by foreigners as to the guaranties afforded to them in the invest- ment of their means and the recent proceedings regarding certain railway contracts, based upon legal dispositions and perfected with properly-constituted Governments, are certainly not calculated to dispel such distrust. Some adventures of foreign capital have been made in mining enterprises. The famous silver mines of Hual- gayoc, in the vicinity of Cajamarca, are now to be worked by an American company said to be well equipped with the means of successfully developing their undertak- ing, and the gold washings of Carabaya, near Arequipa, are in the hands of a re- sponsible organization formed in London by the late Admiral Garcia y Garcia. The Lima Railways Company, an English organization, recently sent to Peru the president of their board of directors, and this gentleman bas been engaged in in- investigating the advantages of continuing the line connecting Lima with Chorilla to Pisco and lea, 120 miles down the coast. This railway has been the subject of consideration for years past, and the general opinion is that from the immensely fertile region it would traverse, from whence the Lima and Callao markets could be INTERNATIONAL AMERICAN CONFERENCE. ' 139 cheaply provided with provisions aad meat, the undertaking would prove to be the most profitable, more particularly as the engineering difficulties to be surmounted are not formidable. No proposition has as yet been made to the Government, the de- cision of the London board having first to be heard ; but it seems probable that the undertaking will be commenced. Owing to the complete service on the coast ofi'ered by steamers, the railways constructed or projected in Pern have had a route leading from the ports inland, and this possible departure from the customary plan is regarded with much interest. Another proposed railway has been surveyed, under Govern- ment supervision, from the Cerro de Pasco to Port Salvation, on the river Pichis, a stream flowing down to the Pachitea, one of the Peruvian headwaters of the Amazon. The road, if constructed, offers no especial difficulties, and would form a connection between Cerro de Pasco, the ultimate terminus of the Oroya Railway, and a point on the Pichis, 204 miles distant, where steamers drawing 3 or 4 feet of water can readily arrive, and then proceeding down to the Pachitea, carry the valuable products of that region, principally India rubber, dye-woods, fruit, etc., to markets on the Amazon and beyond. This road, when completed and connecting with the prqiected prolonga- tion of the Oroya to the Cerro de Pasco, would open up the rich Amazonian region to enterprise from this portion of the Republic, communication between the two points at present being so difficult of accomplishment and so expensive as to prevent all profitable trade. During the past year the Government at Lima has formed several military colonies composed of half-pay officers and veteran soldiers, which have proceeded to the coun- try near the Pachitea for the purpose of founding settlements and opening up those districts to commerce. The information received from these expeditions corroborates the general descriptions regarding the natural wealth of those sections, and the Gov- ernment is aiding the colonists with the limited means at its disposal. The development and prolongation of the great railways, upon which such large amounts of money have been expended, depend upon the action to be taken by Con- gress regarding the proposals made by the bondholders of Peru abroad, whose capital has been employed in the undertakings, to the Government at Lima. To the general disappiontment, and as the department was duly informed, this proposal, known as the Grace- Aranibar contract, was not acted upon by Congress at its last session owing to certain animadversions made against several of the clauses by the Government of Chili, -and although the President at the opening of the Congress now in session did not refer to the contract in his inauguratory message, his silence is explained by the official journals of Lima from the circumstance that as not only the Chilian but the British Government has interested itself in the matter, the communication made by the Executive to the legislature, or to be made, must be of a reserved character. On the successful issue of this contract depends, it is believed, the future progress of Peru. Should it be ratified, the necessary capital for the completion of the railways would be furnished by the bondholders, who thus seek to promote their interests, be- coming the holders of the roads for a long period of time and giving a participation of profits to the Government, and at the same time giving an opportunity for labor and assuring the industriously inclined of lucrative occupation. Before closing this dispatch it may be possible to report some action of Congress regarding the important matter. Numerously-signed petitions from different portions of the country have been pre- sented to the Government, urging the adoption of this contract, but, as has been stated, we are in ignorance at the present moment of its prospects of success. The British minister at Lima received information from his Government a short time since to the effect that Great Britain could not entertain the conditions desired by Chili which, it is thought, were of a nature seeking to introduce some dispositions regarding the territory of Arica and Taena, held by Chili for a period of ten years, into a contract purely mercantile in its character, and the English cabinet desired Peru to be made acquainted with the favorable views it entertains respecting the proposed contract, by which the interests of British creditors would be assured and those of Peru certainly advanced. (Report by United States Consul Brent, Callao, June 30, 1888.) BOLIVIA. The topographical features of this country are much the same as those of Ecuador and Peru, so far as the plateau and the eastern slopes of the Andes are concerned. The Cordillera of the Andies is divided into two parts, between which lies the basin of Lake Titicaca, Lake Poopo, and their tributary streams. This basin has an altitude of 11,000 to 13,000 feet above the sea, and is 500 or 600 miles in length and from 60 to 150 miles in width. It is so surrounded by mountains that no water escapes except by evaporation. On its southern edge is, situated the city of Potosi, the highest in the 140 INTERNATIONAL AMERICAN CONFERENCE. world. Among other cities in Bolivia are La Paz, 60,000 ; Cochabamba, 14,700; Sucre, 15,500, and Oruro, 8,000. In this State are the richest silver mines in the world. On the eastern slopes of the Andes sources of the Amazon flow northward across the plain of Mojos and of the La Plata flow southeastward into the Atlantic. Of these are the Beni, Mamor6, and the Guapore flowing northward into the Madeira ; the Pilcomayo and its tributaries emptying into the Paraguay. The plain of Mojos merges into the table-lands of Matto Grosso in Brazil, which separate the sources of the Amazon from those of the Paraguay and Parana. Canoe navigation is carried into the heart of the country ; other transportation is by mules, for there are few roads that can be used by wheeled vehicles, especially during the rainy season. The falls of the Madeira alone prevent large boats from ascending the Mamor^ a long dis- tance ; to overcome this a railroad has been projected around them in Brazilian terri- tory. The principal road extends from Puno in Peru to La Paz, the capital of Bolivia, proceeds southward near the shores of Lake Aullagas through Oruro to Potosi and thence to Tupiza, with branches to Sucre, Cochabamba, and other cities. Exports find their way out of the country to the eastward by the water-courses, on the north by Lake Titicaca and the Peruvian Railroad to Mollendo, on the west and south by land transportation. RAILWAYS. It will not be long before Bolivia will have an extensive railroad system. The railway, of narrow gauge, from Autofagasta has just been completed to Uyuni, 379 miles. The same company has contracted for the prolongation of this line to Oruro, a distance of about 198.5 miles. The Government has guarantied an annual interest of 6 per cent, upon a capital of about $3,000,000. Uyuni is about 16 miles from Huan- chaca, 125 from Potosi, and 217 from Sucre. A railroad is projected from Tacna, the terminus of the Arica-Tacna Railway, to Corocoro or to La Paz, about 250 miles. This will be difficult of execution because of the abruptness of the mountain slopes; at present there is a mule road between these points, over which much traffic passes. A concession has been granted for the extension of the Arequipa-Puno Railway in Peru, to Desaguadero, and from there to La Paz, the capital of Bolivia. It is to be extended to Oruro, where it will join the line from Antofogasta. From Oruro a branch is projected to Cochabamba. The Central Northern Railway of Argentine is to be extended from Jujuy to the Bolivian frontier, whence it will be easy to continue it to join the Bolivian line at Uyuni. Another important project is for a railway from the Paraguay River to Santa Cruz and Sucre. Besides these lines, which have the important object of giving outlets for traffic beyond the borders of the State, there are minor projects which while serving the same purpose are of great value for internal commerce, as follows : From Santa Cruz to the Rio Grande, from Cochabamba to the Rio Chimor^, and from La Paz to the river Beni. There is a line of telegraph from the Argentine frontier through Potosi, Sucre, Aruro, and La Paz to Chililayo on Lake Titicaca, and another to the Pacific coast. Till within a few years, the vast agricultural and mineral resources of the country were entirely dormant for want of means of communication, but more recently an attempt has been made to construct roads and railways. The silver mines of Potosi alone are estimated to have produced 600,000,000 sterling from their discovery in 1545 down to 1864. The Indian rubber supply of Bolivia is of the finest quality and almost inexhaustible. Cocoa is one of the most important products of Bolivia; in I884-'85 the quantity derived was valued at £.343,660; and cinchona is another important culture; a report of the United States consul, referring to lf^84-'85, estimates the number of trees at five millions and the quantity of bark produced in the year at 200,000 pounds. (Stateman's Year Book.) Besides those mentioned other exports are coffee, copper, tiPj and cubic uiter. Two- thirds of the exports consist of silver. INTERNATIONAL AMERICAN CONFERENCE. 141 CHILI. This country, consisting of the territory between the mountains and the Pacific coast from Peru southward for about 1,800 miles, has been well covered by railways, and was the first of South American countries to build them, having opened the one from Caldera to Copiapo in January, 1852. The first railways were built from the sea-coast towards the interior, and afterwards extended in all directions until the country is united throughout. This is strictly true for the southern part, and in the north a railway is projected which will give almost unbroken communication throughout the entire State. Two transandine lines are imder construction and will be finished at an early day, one from Valparaiso, across the Uspallata Pass at an ele- vation of 10,600 feet, with a tunnel several miles in length, to Mendoza and thence to Buenos Ayres, 870 miles, the other from Z umbel in Chili to Bahia Blanca. To these might be added the Antofogasta line, which will soon be completed to Huanchaca in Bolivia^ where it will join the line under construction from Buenos Ayres, thus form- ing a transcontinental line. Another has also been spoken of from San Antonio on tl 1 Copiapo Railway, crossing the Andes at 27 degrees south longitude, following the Jorquera, Turbes, and Cachelos Rivers, ending at Pucha Pucha on the Argentine frontier, and another from Conception to Buenos Ayres. On the line now being constructed, the grade in some portions is 422 feet per mile, to overcome which the Abt rack-rail system is to be used. A table is given in the report of the delegate from Chili, from which I extract the following : Lines of railroad huilt and otvned hy the slate. Termini. Santiago to Valparaiso Santiago to Carico Cnrico to Chilian Chilian to Talcahuano , Andes Branch , Palmilla Branch San Rosendo to Angol Angol to Traiguen Santa F6 to Los Angeles ^enaica to Fort Victoria Sobleria to CoUipnlli , Chanaral to Animas and Salado Total (743 miles) Kilo- meters. 1, 198. 4 Average cost per kilometer. Oold. 187 $69, 781 185 32, 171 210.9 28, 412 187.5 26,436 45 22, 783 39 9,820 73 28, 070 72 55, 982 22 28, 070 75 65,982 42 60 5,842 The total receipts for 1887 were $6,349,621.20 and the expenses $4,197,250.66, leav- ing a clear gain of $2,152,370.64. Of private lines there are quite a number, aggregating 1,000 miles, and the Congress has recently approved a contract made by the executive with Mr. Newton B. Lord for the construction of ten lines, aggregating 608.84 miles, the total cost of which will be about $17,500,000, the average cost per mile being $28,700, more or less. I have found a description of these in the Engineering News which is here given in full : THE NORTH AND SOUTH AMERICAN CONSTRUCTION COMPANY IN CHILI. The roads which are to be constructed by the North and South American Construc- tion Company are briefly analyzed as follows, beginning at the most northerly one, by Col. S. H. Locke tt, who was one of the representatives of the syndicate in securing the concession. (1) Road from Huasco to Vallmar, 1-meter gauge, 50 kilometers long ; starts at the port of Haasco, a village of about 1,000 inhabitants, lying on a bluff near the 142 INTERNATIONAL AMERICAN CONFERENCE. DQOutTi of a small river, whose waters coming from the melting snows of the Andes sometimes find their way to the sea, but are generally exhausted in irrigation or lose themselves in the sandy river-bed. Huasco has quite an extensive copper smelting works. The harbor or roadstead is fairly good, but a mole is needed, and is one item of the specification for the railway. The road runs up a level, cultivated valley with but very slight irregularity of surface, crosses the river once on an unimportant bridge, terminates at Vallmar, a town of between 5,000 and 6,000 inhabitants ; climate good ; valley fertile and fruitful. (2) Road from Ovalle to San Marcos, is 1-meter gauge, 60 kilometers long ; is pro- longation of a road now in operation from Coquimbo to Ovalle, a town of 5,500 souls. The roads follow the valley of the Limar6 River, cutting across the spurs of hills, giving rise to some deep, but not long, excavations and fills ; considerable amount of rock cutting, but nothing that would be called difficult work ; one important bridge across the Limar6 River of 210 meters length ; numerous small bridges, culverts, and drains across the irrigation canals, and small runs from the side hills; climate good ; valley fertile. Coquimbo, the landing place, is considered the best port of the entire coast. (3) Road from Los Vilas to Illapel and Salamanca, starts from the port of Los Vilas, where there is a mole, takes a sharp curve around a lake back of the port and returns to the coast, skirts along the coast, crossing sand dunes and mouths of gulches, com- ing around or cutting through rocky head lands till it arrives at Huantelauquen, a distance of 5.19 kilometers. This is a somewhat difficult portion of the line to con- struct, and will be more difficult to keep in good condition. At Huantelauquen the road turns up the narrow valley of the Choapa River, one branch following this river to Salamanca, the other to Illapel on a stream of the same name. Both streams have rocky spurs to be skirted or cut through. There will be gradients of 2 per cent, and numerous curves, so that the entire line may be desig- nated as " heavy work." The valleys are fertile and the mountains rich in silver, copper, and gold ; climate good. There will be two bridges of 60 meters span, one of 40, and numerous smaller ones. (4) Road from La Calera to La Ligua and Cabildo, 77 kilometers, 1-meter gauge, starts from La Calera on the Valparaiso and Santiago line, crosses the Aconcagua River on a bridge of 200 meters length, and follows the valley of the Melon 16 kilometers; winds up the " quebrada" (canon) of Collague until at the twenty-fifth kilometer it is 495 meters above the level of the sea ; here crosses the Sierra del Melon by a tunnel nearly 1,000 meters long; winds down the northern slope of the Sierra and reaches the valley of La Ligua at an altitude of 69 meters above sea level, then follows the valley on an easy line to its terminus at Cabildo. The gradients in crossing the " divide" are as high as 3 per cent.; curves are numerous; one hundred and twenty- three culverts and small bridges, one bridge 200 meters long, and three others of minor importance. Being in the heart of Chili, the line has fevorable conditions for securing labor, plant, etc. The heaviest work of all the lines is on this one. (5) Road from Santiago to Melipilla, 59 kilometers long, 1.68-meter gauge, follows the rich fertile valley of the Mapocho River, presents no difficulties, has one bridge of 252 meters in length. (6) Road from Palmilla to Alcoues; 45 meters long, 1.68-meter gauge; is a pro- longation of a branch of the main trunk line south, runs through a level and undu- lating country ; presents no points of difficulty or of special interest. It is proposed to continue this ultimately to the coast, having Pichilemo for its terminus ; this ex- tension will cross the coast range and bring in some tunneling and other varieties of mountain work. (7) Road from Talca to Constitucion, 85 kilometers long, 1 -meter gauge; starts from the important inland city of Talca, follows the river Maule on its north bank until it has reached a point nearly opposite to Constitucion, at its mouth; crosses the river by a bridge 280 paeters long, which is much the most difficult work of the line. Following the sinuosities of a crooked stream, sharp curves are numerous, and deep, short cuts and corresponding fills of frequent occurrence, with considerable rock work. One tunnel 90 meters long is encountered. (8) Road from Pelequen to Peumo, 35 kilometers long, 1.68-meter gauge, is a branch of the main trunk line running through a level country, having nothing of interest except a bridge across the Cachapoal River of 360 meters length. (9) Road from Coihue to Mulchen, 43 kilometers long, 1.68-meter gauge; a branch of the main trunk line running up the valley of a small stream with no elements of difficulty (10) The road from Victoria to Valdivia and Osorno, 403 kilometers long, 1.68-meter gauge. This is the prolongation of the grand central trunk line, follows the trend of the central valley, generally avoids hills and rough ground, but crosses numerous small streams and many of considerable size. About 20 miles from Victoria it enters the southern forest, a region comparable to the great forests of Oregon. Considering the INTEENATIONAL AMERICAN CONFERENCE. 143 length of the line, the grading work will not be very heavy ; but one short tunnel occurs, but the amount of bridging is proportionately very great. In addition to numerous small bridges, culverts, open and arched drains, there are forty-one prin- cipal bridges, varying between 50 and 250 meters in length, and ranging in height from 4 meters to 38 meters. The climatic conditions will present some difficulties, as the rains are copious and the rainy season prolonged. The labor question will be one of considerable importance in the execution of works of such magnitude in a country whose population is only 2,500,000 people. But the liberality of the Government in providing for the introduction of foreign laborers and artisans has done much towards a solution of this problem. It might be mentioned here that a prevalent soil in Chili is the so-called tosca, or " hard-pan " of the United States. Taking all things into consideration, there seems to be every reason for believing that the contract just made between the Chilian Government and the North and South American Construction Company will be fulfilled in the specified time of five years, to the honor and credit and profit of both parties. When these are constructed the north and south line will extend, with the excep- tion of one or two short breaks, for a distance of about 1,450 miles. The following is a brief account of the private lines : Angela Chilian Nitrate and Baihvay Company. — This British corporation was regis- tered in 1888 to acquire nitrate grounds in the Province of Antofagasta, and to con- struct railways and other works. By the terms of the contract the entire line from Tocapilla to the nitrate grounds, 60 miles, was to be opened t<» traffic by December 29, 1889. Antofagasta and Bolivia Eailivay Company, formed for the purpose of acquiring from the Compania Huanchaca, de Bolivia, the concessions granted by the governments of Bolivia and Chili for the construction of railways and telegraphs from Antofagasta to Huanchaca, 395 miles, via Salinas, El Dorado, to the village of Calama, hence eastward to the borate deposits of Ascotan on the frontier of Bolivia, and thence to the silver mines of Huanchaca. The whole of the Chilian section, 272.8 miles, has been opened for traffic, and it was expected to complete the whole line in October, 1889. This line is to connect at Huanchaca with the Argentine line from Buenos Ayres, and will be extended to Potosi and Oruro, connecting there with the Peruvian line from Puno. Arica and Tacna Eailivay, from the Port of Arica to Tacna, 39 miles, opeaed in 1854. This road is situated in territory acquired from Bolivia by the Ireaty of 1883. Antofagasta Nitrate and Railway Company. — Projected line from Antofagasta to Chonchi, 185 miles, with branches, extensions, etc., 20 miles. The gauge Ls to be 2 feet 6 inches. Antofagasta and Aguas Blancas. — A contract was recently signed by the Government with Mr. George Phillips for the construction of a railway with 1-meter gauge between these two points, and which is to pass through all the nitrate works between them, with branches to any others that may be established hereafter. Plans are to be sub- mitted to the Government within three months, and work is to be commenced within four months after their approval. Carrizal and Cerro Blanco Eailivay, from Carrizal to Yuerba Buena, with a branch from Canto del Aqua to Carrizal Alto, and other branches making the total length 50.2 miles. The extension up the Jarilla Valley, 20 miles, was completed in 1886. This road is owned by a British corporation formed in 1880 by the consolidation of the Carrizal Railway and the Cerro Blanco Railway. Copiapo Eailway, from Caldera to San Antonio, 93.6 miles, with branches from Pa- bellon to Charnacillo, 24.6 miles; from Paipote to Puquios, 31.6 miles; total, 150.0 miles, with sidings, etc., 19.2 miles. This is the pioneer road of the southern hem- isphere. The company was organized in October, 1849, and the road was opened to Copiapo in January, 1852; to Pabellon, January 1, 1855, and to San Antonio, Febru- ary 1, 1867. In 1868 the Charnacillo branch was purchased, and on January 20, 1871, the Puquios branch was opened. This road has been very profitable, Coguimbo Bailway^ from Coquimbo to La Serena and La Compania, 9.3 miles ; and 144 INTERNATIONAL AMERICAN CONFERENCE. from Coquimbo to Ovalle, with branch to Panulcillo, 76.3 miles. This road was opened to Las Cardas and La Compania in August, 1862. Gauge 5 feet 6 inches. Elqui Eailway, fvomSeTensi to Elqui, 48.4 miles, opened in 1883. Gauge, 1 meter. Uses tracks of Coquimbo Railway from Serena to Compania, a third rail having been laid for that purpose between those points. Laraquete and Moquegua Bailway, from Laraquete to the coal mines of Quilachanquin and Moquegua, 24.8 miles. Mejillones Del Sur and Cerro Gordo Bailroad, from Mejillones to Cerro Gordo, 18 miles. Patilloa Bailway, from Patillos to Salibreras Del Sur, 57.7 miles, projected to Lagu- nas, 10.5 miles further ; total, 68.2 miles. This road is owned by a British corporation, and was built in 1872. Gauge, 2 feet 6 inches. Pisagua Bailway, from Pisagua to Tres Marias, 54.8 miles, with branches to Agaa Santa and Puntunchara and sidings ; total, 65.7 miles. Iquique Bailway, from Iquiqae to Tres Marias, 67.7 miles, with bi'anches to Vir- ginia, 19.2 miles ; to Bodegas, with sidings ; in all, 120.3 miles. This road connects with the Pisagua Railway. Both of these lines were built about twelve years ago, by private capital, to develop the nitrate mines. Guage, 2 feet 6 inches. Taltal Bailway, from Taltal to El Refresco, 18 miles. Branch projected to the Arturo Prot mines. Sidings, 3 miles. This road is owned by a British company, in- corporated in 1881. Construction was begun in December, 1880, and the road opened October, 1882. Tongoy Bailway, from Tongoy to Tamaya, 33.1 miles ; Tongoy to the smelting works in Tongoy, 1 mile ; total 34.1 miles. Gauge, 3 feet 6 inches. This road was built in 1867, by a Chilian corporation established in 1865. An extension from Cerrillos to Ovalle, 20.5 miles, was projected and has been surveyed. The South American Commission, in their report upon Chili, state that the experi- ment of governmental management of railways has not been a success. They also say that nearly all the railway supplies are obtained from the United States. W. C. Quinby stated, in the testimony given before that Commission, that a road had been surveyed from Colon to Bogota, thence to Quito and Cerro de Pasco, and down to Cuzco and Argentine ; that it was a preliminary survey, made probably from the maps and water- courses. He thought it would never be built. AMERICAN RAIL-WAY BUILDERS IN CHILI. The most interesting feature I have to report on this occasion, in connection with United States affairs here, is the letting of a Government contract for the con- struction of about 1,000 kilometers of railway to an American syndicate. The con- tract price is about £3,500,000, but, unfortunately, the agreement has been seriously affected by a sudden and unexpected advance in the price of exchange on London. When the contract was signed exchange fluctuated between 25d and 26d ; but since then it has touched 30d, and is now fluctuating between 28d and 29d. It is esti- mated that an exchange of 30d would cause a loss to the contractors of aboat $3,000,000, and negotiations on an exchange basis to provide against a contingency, have been opened between the representatives of the syndicate and the Government. It is understood that the President of the Republic is desirous of making equitable concessions, and if this matter can be satisfactorily arranged there will be nothing, after the stipulated security of $1,000,000 for the fulfilment of the contract is deposited in this country, to hinder the contractors from commencing operations at once. The rolling stock for the new lines is to be mostly of American pattern, and, therefore, the probabilities are that this class of materials will be mostly procured from the United States. This fact and these circumstances would seem to invite the attention and enter- prise of our unequaled car builders. (Report by James W. Romeyn, U. S. Consul, Valparaiso, Chili, December 15, 1888.) CHILIAN LOCOMOTIVES. I have referred incidentally to the building in Chili of certain locomotive engiuefi andcarsforthe State railways. I had lately the satisfaction of visitiugand inspecting unofficially,- of course, the extensive works of the contractors for the six locomotives, INTERNATIONAL AMERICAN CONFERENCE. 146 Messrs. Lever, Murphy & Co., at Caleta Abarca, about 4 miles from this port. Mr. Lever is an Englishman, though formerly a resident of San Francisco. The firm have large capital, have been long established, and have done a great deal of work in repairs on United .States vessels of war. The wages of their employes, about four hundred and fifty in number (some 70 per cent, of native birth, the others English, Scotch, and Irish), run as high as $7, Chili money(nearly $4 gold), per day. The locomotives (two still in the shops in a forward state, the fourotherscontracted for having been delivered, the first in December last) are entirely constructed here with the exception of the wheels, which are of English manufacture. The contract price was $40,000 each, about $21,000 gold. Eighteen months were allowed for the construction of all. The general design is the American with the American bogie, and with cylinders on the outside, instead of on the Eng- lish plan. These cylinders are relatively larger than ours, 17 by 24. Certainly, the American engine is much the better adapted to the sharp curves of those mountain roads. The machinery used by the constructors for this and other of their metal work is English ; that for wood- working from the United States. Their steel is imported from England ; pig-iron for castings, from Scotland. Through the kindness of Captain Saukey, an Englishman, but holding the appointment in the Chilian Naval Service of Inspector General of Machinery, I had the opportunity of inspecting the new steel boilers in construction at the same works for the Chilian steam corvette Pilcomayo, a wooden vessel built in England, captured from Peru in the late war. The contract price for these boilers (two) is $52,000 paper currency, about $27,000 gold. (Report by Jas. W. Romeyn, U. S. Consul, Valparaiso, Chili, February 29, 1888.) ARGENTINE. This country is level except in its most northern and western parts, which perhaps, as much as any thing else, has contributed to its wonderful railway development. The other prominent factors are the energy of its people and its great resources. Its railway system is more complete than that of any other South American coun- try, for all parts of the country are in communication with each other, and as far as international lines are concerned this development is complete. Radiating from Buenos Ayres the railroads traverse the country north, south, east, and west. They touch the eastern coast at La Plata, Mar del Plata, and Bahia Blanca. The western boundary is already crossed to unite with the Chilian railway from Valparaiso, and projects have been fornied to unite at other points with the Chilian railways from Copiapo and La Conception. In the north the Bolivian fron- tier will soon be reached from Jujuy. At Corrientes and Posadas connection will be made with lines in Paraguay, at Monte Caseros with Brazilian lines, and at Concordia with those of Uruguay. A very noticeable fact is that English and French capital, and more especially the former, has produced this wonderful development. This may be truthfully said of all South American countries, except Peru and Colombia. Not because there is a prejudice against North Americans, but probably on account of the indifference ex- hibited by capitalists to the great field which is open to them; and perhaps this should not be called indifference, for capital so far has always found an ou+let in our own country. As an evidence of this, I append a copy of a letter published in the Railway Age X)f February 22, 1890: Argentine Republic, South America, National Hotel, Buenos Ayres, January, 1890. [Correapondence of The Railway Age.] ' In my last letter to you I remarked that I would like to see a railroad built and operated in this country by North Americans; that I could see no reason why the capitalists of North America should not invest their funds in this country, as the English are now doing, as their chances are just as good — even better. Here is a country whose soil and climate are unsurpassed ; a country rapidly filling up by im- migration. The statistics show for the year an immigration increase in the population of 287,000— almost 1,000 people per day landing on these shores, and there is work S, Ex. 125-^ 10* 146 INTERNATIONAL AMERICAN CONFERENCE. for all. For this I can vouch, for to-day it is really a difficult matter to procure laborers for public works. The Government guaranties most of the lines, and all material for railroad purposes is imported free of duty. What a chance for North Americaus, who do most of their construction nowadays with machinery. Even the English are beginning to use it here. I know of one contracting firm, away up in the province of Salta, who are working fourteen steam shovels (of English make). Salta is the province in the extreme northwest of the Republic, and the last place in the world where you would expect to see such heavy machinery. The English con- tractors are beginning to send orders to the States for tools and machinery that are new to them as well as to the country. A company is organized in England ; a concession is applied for in this country ; if granted, the capital, engineers, contractors, and tools are sent from England and the work commenced. Why don't we hear of North Americans doing likewise ? After the road is built the factories of England get the orders for the rolling stock. True, there is some North American rolling stock here, but there ought to be more. To a North American down here it looks very much as if his countrymen were asleep. John Bull is alive to his interests, and while he sends some of his sons to the States to buy up its breweries he is sending others to build railways in this country, I like the American's pride in himself, but I can't help thinking that the English have more enterprise than we. Go where you will you'll find English. I append here a clip- ping from the Buenos Ayres Standard of January 1, 1890, giving a review of Argen- tine railways during the year 1889.* H. Z. TlLLOTSON. RAILTATAYS. The following is a list of the railways corrected to January 1, 1890, by the use of the above-mentioned extract : Andine Railroad, from Villa Maria to San Juan via Villa Mercedes and Mendoza, 480 miles. Construction was begun in 1870, and sections opened at various times as they were completed ; the Rio Cuarto section in 1873 (82 miles), 76 miles in 1875, 59 miles in 1880, 75 miles in 1883, 80 miles in 1884, and 108 miles to San Juan in 1885. This road was built by the Federal Government at a total cost of about $15,000,000. It is the intention to form a connection through the Uspallata Pass with the Cbilian line from Valparaiso. The work is now being pushed with vigor, and it is believed that but little remains to be done. The gauge is 5 feet 6 inches. A company under the name of the Buenos Ayres and Valparaiso Transandrlne Railway Company has been formed to build this extension from Mendoza to the Chilian line, a distance of 121 miles, and the line as above stated is now under con- struction. This company has a Government guaranty of 7 per cent, on its capital for twenty years. Argentine Northeastern Bailroad. — Line projected from Monte Caseros to Corrientes, 229 miles, and from Monte Caseros to Posadas, 283.7 miles. The concession calls for the completion of the road in five years. Work \jas pushed during 1889 with re- markable activity. Up to November 30, one hundred and seventy bridges had been built and thirty were in course of construction ; 89 miles of rails had been laid and several stations finished. Bahia Blanca and Northwestern. — A concession has been obtained to build a road from Bahia Blanca to Villa Mercedes via Rio Cuarto, 738 miles. Work was begun on the 18th of September, 1889. Bahia Nueva Baihvay, Chubut. — The line was inaugurated on May 25. Belgrano and Tigre Bailway. — The plans were approved in May and the work begun. Buenos Ayres and Ensenada Port. — From Buenos Ayres to Ensenada, 35 miles. Built by a British company, and opened January 1, 1873 ; its total cost was about $3,950,000, and its earnings are $10,000 a mile. ! Buenos Ayres Northern Baihvay. — From Buenos Ayres to San Fernando, 20 miles. This company has a subsidy from the provincial government of Buenos Ayres. The total cost was about $2,500,000, and its net earnings in 1887 about $300,000. Buenos Ayres Great Southern Bailway, from Buenos Ayres to Bahia Blanca, 445.25 miles; Altamarinoto Tres Arroyos, 300.25 miles; Maipu to Mar del Pliita, 80 miles; ■ I . , ... , . . , « ■ ■" * Omitt«d— G. A. Z. INTERNATXOKAL AMERICAN CONFEEENCE. 14t total, 825.5 miles. Second track 13.5 miles. There are also new lines under construc- tion — San Vicente to Las Flores, about 85 miles ; Las Flores to Taudil, about 89 miles ; Tres Arroyos to Babia Blanca, about 112 miles; Piqu6 to Trenque Lanquen, 132 miles; Arbolito to Necoches, about 93; in all 511 miles. The first section of this road was opened August, 1864. Buenos Ayres and Bahia Blanca. — Plans for this line must be submitted to the Gov- ernment before May, 1691. Buenos Ayres and Pacific Railway, from Mercedes province of Buenos Ayres, to Villa Mercedes, province of San Luis, 371.4 miles from Mercedes to Buenos Ayres, 54.6 miles, or in all 426 miles. The construction of this line was begun in May, 1883, and opened from Orillanos to Villa Mercedes March, 1886, and from Mercedes to Buenos Ayres iu March, 1888, This line forms the most important link in the transandine line, con- necting at Villa Mercedes with the Andine Railway and at Mercedes with the West- ern of Buenos Ayres. This company has a gauranty of 7 per cent, upon a capital of about $20,000 a mile. Buenos Ayres and Boaario Bailway (Temple concession). — The surveys were begun and will soon be completed. Buenos Ayres and Eosario Bailway. — Buenos Ayres to Sunchales, 341 miles. An ex- tension is under construction from Sunchales to Tucuman, about 385 miles, and rails have been laid for a distance of about 77.5 miles ; part of the line was opened in Sep- tember, 1889. In the second section of the line to Santiago del Estero the earth- works were pushed forward with great activity. Branches have been authorized from Galvez to Monteros and from Irogoyen to Santa F^, a total of about 110 miles. A branch from San Lorenzo station to the river bank was opened iu August, 1889. Campana Bailway, Pila, surveys have been completed and plans will be presented to the Government immediately. Central Argentine Bailway, Rosario to Cordoba, 246.6 miles, with branches to Las Yerbas and to Porgamino in course of construction, 167.5 miles. The company opened to traffic in July the first section from Canada de Gomez to Las Rosas, and the second section from Las Rosas to El Treval is also ready for service. The other section from Canada de Gomez will be ready for public service in January. The main line was opened in 1870, its total cost being about |9,000,000. The concession for a road from Rosario to Pezzano has recently been transferred to this company, the plans having previously been approved by the Government. Chilecito and Mejicano Bailway. — The plans were approved in June. Cordoba and Northwestern. — Road authorized from Cordoba to Crus del Eje, 100 miles. It has a subsidy of $35,500 per mile. The property is to be exempt from tax- ation, and at the end of fifty years after the completion of the work it is to revert to the Government. Cordola Southern Bailway, Santa F4. — The new plans and the contract for construc- tion have been approved by the Government. Cordoia Central Bailway. — Company was registered in August, 1837, to acquire a concession granted by the provincial government of Cordoba. The line is projected from city of Cordoba to a junction with the "Western and Central Colonies Railway of Santa F6, 132 miles. East Argentine Baihcay. — Concordia to Monte Caseros, 96 miles, Monte Caseros to Ceibo Creek, 3 miles. This line follows the west bank of the Uruguay River, and was opened to Ceibo Creek in 1880. The concession was granted in 1869. From Ceibo Creek this company runs steamers to Uruguayana, Brazil. Entre Bios Central Baihoay, from Parana to Uruguay, 186 miles, traversing the en- tire province. The first section of the line to Nogoya, 77.5 miles, was to be opened in 1886 and the remainder the following year. First Entre-riano Bailroad, Gualeguaychu to Puerto Echagne, 6.2 miles. Owned by the province of Entre Rios, and built in 1878, at a cost of $153,839. 148 INTEENATIONAL AMERICAN CONFERENCE. Gran Chaco Au8tral Railway. — Although, the plans were approved in 1888, the work has not yet been begun. Goya and Lucero Railway. — The plans were approved and the kilometric cost was set down at |28,000 in gold. This is equal to about $45,162 per mile. The work of construction has not begun. Into'oceanic Bailway. — The contract was approved in February, Mr. Bustamente being the concessionaire. Lugan Railway (Melincue). — Plans for the entire length of the line are before the railroad bureau. Mendoza and San Rafael Railway. — Projected from Mendoza to San Rafael, 180 miles south of Mendoza. Surveys are in progress and the road is to be built by the National Government. National Central Northern Railway. — Main line, Cordoba to Tucuman, 338.5 miles. Branch from Frias to Santiago del Estero, 100.4 miles, and from Recreo to Chumbricha, 109.1 miles. Gauge, 1 meter. This line, built and owned by the National Government, was begun in 1872 under the direction of Jos^ Telfener, and in 1885 both lines were opened. The total cost was about $22,000 per mile. It crosses 300 miles of country in which there is no water. Each freight train carries three water-tank cars, each containing 8 tons of water. The line is now open to Salta and Jujuy and will ulti- mately be extended to the Bolivian frontier. Northern Colonies Railway of Sante Fe. — From Santa F6 to Lehman, in same province, 62 miles, opened in July, 1885. Branch from San Carlos to Santa F6, opened in 1886, and from Santa F6 to Port of Colastine in October, 1886. An extension from Lehman to the southern boundary line of the lands of the Santa F6 Land Company, 100.75 miles, is under construction. This line was built and is owned by the provincial gov- ernment of Santa Fe. Nanducito and Presidencia Boca Railway. — The final plans were completed and cost per mile, $46,194, approved. Northwest Argentine Bailway. — Line projected from La Madrid, on the Central Northern Railway, to Tucuman. The first section to Santa Ana, 30 miles, was opened in July, 188"^, and the whole line was to be completed in the summer of 1889. There is no monetary guaranty with the concession. Patagones Railway (Villa Maria). — The surveys were to have been presented to the Grovernment in November. Posadas Railway (Ituzaingo). — The concessionares are to present plans before the end of 1890. Resistencia and Gran Railway. — ^Very little progress was made in the plans, and the Government has allowed another year for the presentation. Reconquista Railway (Villa Maria). — Plans are to be presented before the end of April. San Antonio-Areeo Railway (Rivadavia). — The contract for the building was signed in January; the original plans were amended and approved in November. San Cristobal and Tucuman Railway. — The plans were approved and work begun in October, rails having been laid as far as kilometer 17. Santa F4 and Cordoba Great Southern Railway. — A concession was granted by the National Government for a line of railway from ViUa Constitucion, via Melincue, to Veuado Tuerto, a distance of 103 miles, and from Villa Constitucion to La Carlota, 84 miles ; a total distance of 187 miles. The concession exempts the property from taxation and calls for the completion of line by January 22, 1891. The section from Villa Constitucion to Melincue was expected to be opened about January, 1890. San Fernando Railway (Pergamino). — All the plans have been approved and authority has been given to build a double track. San Juan to Chumbioha Railway. — The plans were approved in October. San Juan to Salta. — The plans for the first 60 miles were examined and approved. INTERNATIONAL AMERICAN CONFERENCE. 149 8cm Rafael to 9 de Julio. — Flans were approved in July. Santa Rosa Railway (Conception del Tio). — The plans and surveys of this line, 105.4 miles long, were approved on the 7th of November last. Santa Rosa and Oran Railway. — The surveys were begun and the guaranty reduced to 5 per cent., on a kilometer cost of $37,000 in gold ($58,678 per mile). Tinogasta and Andalgala Raihvay. — All the plans were approved. The line enjoys a guaranty for twenty years. Villa Mercedes and Rioja Railway. — The contract was approved in February. The total cost of the line was set down at $13,837,500 gold ; the length of the line being 381.3 miles. Villa Maria and Rufino Railway. — Projected from Villa Maria, on the Central Argen- tine Railway, to Rufino, on the Buenos Ayres and Pacific, a distance, via Villa Nueva and Carlota, of about 140.5 miles. The concession was obtained from the National Government. The works were begun in July, the line being divided into two sections, viz : From Villa Maria to kilometer 109, and from there to Rufino. On the 30th of September the earthworks had reached kilometer 30 and the rails kilometer 8. Western and Central Colonies of Santa F4. — Lines in progress, San Carlos (N. C. Ext. Co.) to Galoez (B. A. and R. Ry.), 217 miles ; Gessler Colony to Corondo, 18.6 miles; Pilas (N. C. Ry.) southwest to boundary of Cordoba, 52.7 miles ; Humboldt (N. C. Ry.) northerly 49.6 miles. The lines are being built by the provincial government of Santa ¥€, and it was expected that they would be opened during the latter part of 1889. Western Railway of Buenos Ayres, from Buenos Ayres to 9 de Julio, 162.4 miles ; Lu- gan via Pergamino to Junin, 155.6 miles ; Merlo to Lobos and Saladillo, 93.6 miles; La Plata via Temperley to Moron, 47.1 miles ; La Plata to Ferrari, 24.2 miles ; Perga- mino to San Nicholas, 45.9 miles; Temperley to Canuelas, 29.1 miles, and several small branches aggregating 19.8 miles, or 574.7 miles in all. There are projected : 9 de Julio to Los Mellizos, Saladillo to Alvear, second track 28.5 miles, and other track 74.4 miles — a grand total of 677.66 miles. The construction of the road was be- gun in 1853 by the provincial government of Buenos Ayres. Gauge, 5 feet 5 inches. Westei-n Railway of Santa F4. — Projected to run from Rosario to San Jos6 de la Es- qnina, 110 miles, and from Candelaria to Melincue, 80 miles. It is completed from Rosario to Candelaria, 40 miles. The engineer department of the Government drew up plans for the following: Santa Rosa via Majotoro to Salta, Salta to Cabra Corrol, San Juan to Jachal, Chum- bicha to Tinogasta and Andalgala. All that relates to the Argentine railways is under the supervision of the depart- ment of civil engineers, an important and ably managed national bureau which employs ninty-eight civil engineers. There continues to be a great movement throughout the Argentine Republic in the construction of railways. So great are the number of new concessions granted by the national congress and by the different provincial legislatures that I find it impossible to name them all. Up to the meeting of the last congress there were national con- cessions for seventeen different lines, of which thirteen enjoy the guaranty of the Government. These guarantied lines represent a total length of 7,961 kilometers (4,975 miles), and the aggregate length of the other lines, 1,272 kilometers (795 miles), making a total of 5,770 miles. Among them are the following, viz : The Chaco and Tartagal Railway, the Reconquista and Formosa (Chaco) Railway, the Bahia Blanca aud Villa Mercedes Railway, the San Juan and Salta Railway, the Chumbicha, Ti- nogasta and Andalgala Railway, the Goya and Monte Caseros Railway, the Resisten- cia and Metan Railway, the San Cristobal and Tucuman Railway, etc. A line from San Juan to Cabra Corral, in Salta, is being surveyed, as also one from Mendoza to San Rafael ; also the line from Cobos to Salta via Lagunilla, and several others of less prominence. The following roads are in the course of construction, to wit : The extensions of the Northern Central, the road now being opened beyond Tucuman as far as Chilcas. The branches from Dean Furnes to Chilecito, and from Chumbicha to Catamarca have the road-beds completed and the track laying has commenced. Beyond Chilcas 150 INTERNATIONAL AMERICAN CONFERENCE. towards Salto and Jajuy the work is still progressing, but there are many engineering difficulties to overcome, and not much has as yet been accomplished. The line from Buenos Ayres to Mercedes, which is a link of the Transardine Railway, is now com- pleted and opened to traffic, thus giving a through line from Buenos Ayres as far as Mendoza. Work continues to progress on the link from Mendoza towards Valparaiso, Chili, some of the track having already been laid, and by the end of the year it is ex- pected that the Uspallata Pass of the Andes will be reached. For the construction of the railway from Monte Caseros to Corrientes and Posadas in the Misiones the necessary materials are now being received, and the work has commenced. The new line from Rosario, via Sunchales, to Tucuman is being rapidly pushed forward, and the rails are laid for 50 or 60 miles beyond Sunchales. The last session of the Argentine congress, in response to the recommendations of the president, made a very firm stand against the granting of any more charters or concessions with Government guaranties, and the fact that numerous applications were made for new lines without such guaranties shows that the condition of the country is now so promising that capital is ready to embark in such enterprises with- out Government aid. (Report by Consul Baker, Buenos Ayres, December 13, 1888.) From the report of the South American commissioner I extract the following, dated June, 1885. The effect of railroad building, which during the last few years has been very marked, seems to stimulate the raising of grain and the growth of flocks more than any otber agricultural pursuit. The completed railroads embrace over 2,800 miles, and the extension of those lines now under construction amount to nearly 900 miles. There are projected, also, many thousand miles more, which in the course of time will be built. A railroad man (an American) describes this country in this respect as being in the condition of our country thirty years ago. The cost of building roads throughout Argentine is very little, so far as grading is concerned. Many of the lines had but little to do for long tangents except to lay down the rails on the even plains. At first some trouble was found on certain lines to provide stone for culverts and abutments, but afterwards plenty of good building rock was discovered. The cost of procuring ties is heavy, as they must be brought from the northern provinces or from Paraguay. Now a line of road is being constructed toward and through the Gran Chaco and the fine forest lands of the Republic. This extension is also designed to reach into Bolivia and its greatest timber tracts, thereby giving to that Republic an eastern outlet for its rich mines and agricultural products. The completion of this road will cheapen the cost of lumber to all the Republics, and open up an industry of great profit in the luxuriant forests of the Upper Parana and other streams. At present the largest cost to the estancia holders in fencing grows out of the scarcity of posts. The policy of inclosing all the pasture land of the owner is becoming universal, and the erection of corrals increases the expenses of a good estancia very materially, for they are made almost entirely of lumber imported from our country. At present there is no coal found in this country, and the engines are all driven by fuel brought from Cardiff. Th is is a serious drawback to the railroads of the Republic. Those lines running toward the north can in time obtain wood from that region. But it will probably always be cheaper to import coal for the most of the roads than to rely up- on the n orthern forests. There has been a recen t discovery of petroleum in the western part of the Republic, in the province of Mendoza, and a company has been organized to develop the oil-producing districts, and many believe that near by will be found coal measures of considerable extent. The railroads are in part owned and managed by the Government. If we trust the statement of Mr. Hopkins, herewith submitted, we find the result of this man- agement to be here, as in Chili, very unsatisfactory ; and great complaints are made at the high railroad charges of all the companies,' But the cost of operating must be very serious, and no people ever think they are charged too little for railroad trans- portation ; but all agree that new regions are being made accessible and great agri- cultural industries are being promoted by these modes of internal communication, though they are expensive. The railroad map of the Republic shows how little of its territory has yet felt the beneficial effects of these arteries of commerce. Ten times its present railroad devel- opment would fail to bring the whole country into anything like close communica- tion. But the fever of railroad building has touched the people, and in some way these needed lines will be pushed to completion. One gentleman observed that in many respects it was cheaper to build railroads than highways, of which there are very few, called cart roads, in the country. As yet the private railroads have been built almost wholly by English and French capital, but they were aided by liberal concessions from the Government lands, and a guaranty of a certain interest on the construction bonds, and these guaranties have not been called into force in but one instance, eo remunerative have the investments proven. INTERNATIONAL AMERICAN CONFERENCE. 151 THE FUTURE OF ARGENTINE. From the interesting paper on the railroads of the Republic, by Mr. Rnssel R. Pealer, the lines and present roads and those in construction can be learned. The advantages of the country for American capital are pointed out, and probably a hint may be found in the projected Bolivian line of the future railroad ■which shall con- nect North and South America. We have met with no one familiar with the entire line, but at Montevideo we listened to a professor in a college there, who professed to have been over the route from the Isthmus south to Buenos Ayers. If he is cor- rect, there are no insurmountable obstacles in the way of this colossal undertaking. The president of this Republic said on this point that his people would push their line up into Bolivia, and he hoped ic would come in his day that one might take a car at Buenos Ayres and not change until he set foot in New York. Mr. Pealer's paper is replete with suggestions and worthy of the attention of our people. The draw- back to an extensive system lies in the vast size of the estancias and, in consequence, the sparse population. The towns are far apart and so long as cattle and sheep are the chief industries the freight traffic can not be at all equal to what it would be with grain farming, and in neither case can it be what it would be were the land cut into small farms. The policy of selling the land by leagues — 6,600 acres in a body — still prevails. In a few days there will be opened to purchase by these large areas a wide tract of country lately taken from the Indians. To counteract this aggregation of lands in one ownership, the law of inheritance requires all estates to be divided among the children of the decedent and his widow in certain proportions; and it renders it im- possible to defeat this end by any will or devise. But it is quite clear that, aside from this provision of the statute, the land must, in time, suffer division in all those regions where grain-raising shall be deemed more profitable than stock pursuits. This will result from the tendency among European laborers, on whom the country mainly relies, to become land-owners. They can afford to pay so much more for their small farms than the landlord can realize in any other way, so that he will find it to his interest to subdivide his estate. This tendency finds encouragement in the fact that the larger proportion of estancia-holders now reside in Buenos Ayres and other large towns, and have no attachment to the estates. Their city expenses and mode of life draw heavily on their country incomes. Habits of idleness fall upon their sons, few of whom take any lively interestin their fathers' estancias. The immigrant from Italy, the Basque provinces, or Germany, loves to till his own acres. The work the Basques accomplish, when on their own land, is continuous and very great. The Italian does not fall far behind. With the division of these estates will of course come a greater demand for railroads. The products from the sea-port markets will multiply. Already quite a supply of linseed comes to our country from the Argentine Republic, and we may look to a very diversified agriculture on these plains. While they are now treeless, yet they have been found to be well adapted to rearing forest growths, as well as many kinds of fruits, apples, pears, peaches, apricots, and most of our northern fruits are already abundant, while the northern regions furnish tropi- cal productions in* unlimited amounts ; and this brings us to consider briefly the co- lossal development. of the Republic and the people it is drawing hither. RAIL-WAY SYSTEM OF THE ARGENTINE REPUBLIC. [Statement of Russell B. Pealee, of Buenos Ayres.] In reply to your question as to what plans I have for the extension of the railroad system of this country into Paraguay and Bolivia to facilitate and increase our com- mercial relations, I shall as briefly as possible give you our opinion on the subject. At present we are engaged on the construction of a railway line in the province of Entre Rios from "Puerto Echague," the head of ocean navigation on the Uruguay River to Concordia, the length of the line being 156 miles. From Concordia I pro- pose extending our line through the provinces of Entre Rios and Corrientes into Mis- siones, to Posadas, the capital of that territory. From that point our intention is to extend the road into Paraguay, passing by Villa Rica and traversing the country be- tween Asuncion and the limits of the southern boundary of Brazil, penetrating into Bolivia and continuing around toward the northern boundary of Peru and along into Ecuador, intercepting the Grand Intercontinental Railway, and forming the link that will connect it with the head of ocean navigation of the River Plate at Puerto Echague, on the Uruguay River. The concession we have asked for and expect to obtain from the Paraguayan and Bolivian Governments : First, perpetuity ; second. Government guaranty of 6 per cent, oil the cost of $40,000 per mile ; the Government to grant us from 6 to 12 square leagues of land along the line. 152 INTERNATIONAL AMEEIOAN CONFERENCE. As soon as the road is in operation these lands must naturally increase rapidly in ralue, and, though perhaps not worth more than |1 per acre in the beginning, must advance to more than $20 per acre in less than twenty years. This has been the history of all lands along the line of railways constructed in this country, and the same may be expected of tnem in Paraguay and Bolivia when railway facilities at- tract immigration ami inert ase the industries. At present the Government may not afford to pay more than half the guaranty, but as they develop by means of the enterprise and become enriched by the im- mense increase in value of their lands, they will soon be enabled to pay the 6 per cent, guaranty. The cost of these roads, with single track, will not exceed $30,000 per mile, as we know of no engineering difiSculties up to the northern boundary of Bolivia ; nor would there be any should we go through the Amazon portion of Bra- zil. The principal streams will be crossed at their heads, where they are small, and branches from the trunk line be made to lead to the head of steam-boat navigation of the Orinoco, Amazon, and other important rivers to the Atlantic, then to connect Vith the steamers to and from the United States. The western and southwestern nortions of Brazil would be an important element io the railway aud our river and ocean steamers. Besides a line of steamers to the River Plate, we would recommend a line to the Orinoco, and another to the Amazon to run in connection with the steamers on those rivers to our railway system. When all this is done our people will hold and control the key of the trade with all this portion of South America, and solve the question of rapid communication and quick transit of commerce with these countries. If by sea our steamers can afford to carry merchandise as cheaply as do those of the Lamport and Holt line, they will un- doubtedly get the most of it. Those of us here doing business with the United States find ourselves heavily handicapped by those in the European trade. Merchandise from the Unite t^e cost might perhaps be reduced to |50, gold, per square mile. For level, thickly settled areas, with nu- merous telegraph lines, the cost of the first and less precise maps might be further re- duced by substituting astronomical for trigonometrical determinations of the guid- ing points. But when at last good topographical work was to be done, trigonometri- cal points would still be necessary. To supply the information necessary for the location of an intercontinental line by any of these methods would take a great length of time. It must be done more quickly and for the definite purpose of railway location. In several of the South Americ'an countries the government engineers, or engineers employed especially for the purpose, have surveyed lines between all the important points in the State, which are to be used if railways are ever built. Even this method does not supply sufficient information, for there must be unity of action between the engineers of the several States, or else engineering parties must be sent out for the especial purpose of making the surveys for international and intercontinental lines. It could not be considered extraordinary for any one country to undertake this survey, although an agreement between the interested nations with a sharing of the expenses would no doubt be a better plan. The United States has always encouraged expeditions and explorations, whose object was either to increase scientific knowledge or to promote its trade with other countries. It has fitted out many to make surveys and explorations in other coun- tries and for other scientific purposes. The following are a few of the more note- worthy instances : In 1834 Charles Biddle was sent to Central America as a special agent to investi- gate plans, estimates, etc., for an interoceanic canal. Act of Congress May 14, 1836, authorized the President to send out a surveying and exploring expedition to the Pacific Ocean and the South Seas, and appropriated $150,000 for expenses. This expedition was commanded by Commodore Wilkes. President Pierce, in 1853, authorized the Secretary of the Navy to send Lieut. Isaac Strain to make surveys of a canal route by way of Nicaragua. Expenses were paid by the Navy Department. In 1853 Lieutenants Gibbon and Herndon, U. S. Navy, made exploration of the Amazon River to its sources. In 1853-'54-'55-'56 Commander Thomas G. Page, U. S. Navy, made explorations of the La Plata River. Act of Congress March 3, 1857, appropriated $25,000 and authorized the Secretaries of War and Navy to employ such officers of the Army and Navy as might be neces- sary to make explorations for a ship-canal by way of the Atrato and Turando Rivers. The survey was made by Lieut. N. Michler, of the Army, and Lieut. T. A. Craven, of the Navy. In 1860 Congress appointed a committee of Army and Navy officers to examine the Chiriqui route for a canal. Act of Congress April 17, 1866, directed a survey, under the Secretary of the Navy, of Behring Straits and the China Seas, for the benefit of American shipping. Act of Congress July 28, 1866, appropriated $40,000 for a survey of the Isthmus of Darien, under ^he War Department. Act of Con'gress July 12, 1870, directed the President to send an expedition toward the North Pole for scientific objects, under instructions from the National Academy of Sciences, and appropriated $50,000 for the expenses. Act of Congress July 15, 1870, appropriated $30,000 for an examination and survey, 176 INTERNATIONAL AMERICAN CONFERENCE. under the directioa of the president of the Tehauntepec and Nicaragaa routes, to ascertain the practicability of canals. Act of Congress, May 18, 1872, appropriated $20,000 for the completion of the sur- veys of the Tehauntepec and Nicaragua routes, and $5,000 to complete the survey of the Darien route. Under the acts of 1870 and 1872 a number of surveys were made by th'e Navy Department. A commission composed of General Humphreys, Mr. C. P. Patterson, of the Coast Survey, and Commodore Ammen, of the Navy, was appointed March 13, 1872, to re- port upon the results of these surveys. Acts of Congress, March 13, 1849, March 3, 1853, May 31, 1854, August 4, 1854, ap- propriated in all 1444,200 for surveys by army engineers for the Pacific railroads in the United States. Acts of Congress appropriated money for Arctic explorations made under De Haven, De Long, Franklin, and Greely. An Antarctic expedition was sent out either by the Navy Department or under a special appropriation. RAILWAY GAUGES. Tlio Belection of a gauge for the Intercontinental line is not so unimportant a matter as it would seem. In the United States there is but one great narrow-gauge system, the Denver and Rio Grande Railway, and it is rumored that this may be converted to standard gauge. A large loan has recently been obtained by the Mexican National Railway for the purpose of changing it to standard gauge. In Mexico the greater portion of the mile- age is 4 feet 8i inches ; in Central America it is 3 feet, or slightly greater ; in South America most of the Argentine railways have a gauge of 5 feet 6 inches ; those of Bra- zil 1 meter, or 3 feet 3f inches ; in Chili it varies from 2 feet 6 inches to 5 feet 6 inches ; in Colombia most of the roads are 3 feet ; and in Peru 4 feet 8^ inches. From a comprehensive review of the history and development of the railway gauges of the world the following particulars in regard to the gauges of the world are extracted. It was agreed in England about 1H48 that a uniform gauge 4 feet 8^ inches should be used on all roads, except those already served by 7-foot gauge. The first German road, from Nuremberg to Furth, was built with 4 feet 8^ inches gauge, which is now used by all the principal roads of Germany, although there is a very considerable mileage of narrower gauges, mainly 1 meter, or 3 feet .3f inches. France started her roads with a width between rail centers of 4 feet 11 inches, which has led to some slight variations of gauges according to rail width. The later roads nave been built with a gauge of 4 feet 8| inches. Holland began with a 6 foot 4 inch gauge, but has now altered all its roads to 4 feet 8^ inches. The railroad con- gress at Berne, in May, 1886, adopted the following resolution, which is to apply to Germany, Austria-Hungary, France, Italy, and Switzerland: "The gauge of: rail- roads measured between the inner edges of the rail heads shall, for roads built or altered as to gauge after this resolution takes effect, not bo less than 4 feet 8| inches on straight lines, nor more than 4 feet 9f inches on curves." In Russia the first road opened, in 1832, from St. Petersburg to Zarskoe-Selo, about 16 miles, had a 6-foot gauge. When the second road was made, in 1842, from St. Petersburg to Moscow, the Czar, at the instance of our countryman, Major Whistler, fixed the Russian gauge at 5 feet, which increase over the English gauge was thought desirable for locomotive purposes. Major Whistler thought as wide a gauge un- called for. The 5-foot gauge has continued the standard in Russia ; but that it is not made different from the German gauge for military reasons seems to be proved by the fact, instanced by Herr Claus, that the lines built under imperial direction from Warsaw to Vienna and from Warsaw to Bromberg — the Berlin line— were carried out with the German gauge. Ireland has a standard gauge of 5 feet 3 inches ; Spain and Portugal, .5 feet 6i inches. Sweden and Norway have the 4-foot 8i-inch gauge over the majority of their rail- roads ; but 20 per cent, of the Swedish roads have gauges varying from 2 feet 7^ inches up to 4 feet. Norway has 592 kilos of standard gauge, and 970 kilos of 3 feet 6 inch gauge. In Asia, of the British-Indian roads, with a collective length of 12,360 miles, about 7,450 miles have a gauge of 5 feet 5f inches, the remainder being divided among 6 ganges from 2 to 4 feet. Of the narrow gauges, the most prevalent, embracing 4,200 miles, is the meter, 3 feet 3f inches. The Ceylon railways have the standard Indian gauge. The Russian Trans-Caspian lines have the Russian standard gauge of 5 feet. In Asia Minor, the line Mudania Brussa has a gauge of 3 feet 7^ inches. Tlie island of Java has 449 miles of 3 foot 6 inch gauge, and 126 miles with 4-foot 8i-iuch. In Japan, with the exception of an 8-miIe piece, begun in 1885, with a gauge of 2 feet 9 inches, ail the roads have a 3-foot 6-inch gauge. In Africa, the Egyptian railroads, amounting to 932 miles, are of the 4 feet 8^ inch gauge. Algiers and Tunis, with 1,203 miles in 1884, had th« 4 foot 8i-inch standard S. Ex. 125—12 * ^ 177 178 ' INTERNATIONAL AMERICAN CONPERENCS. on all except 155 miles, which had a 3- foot 7^inch gauge. The English Cape Colony had in 1885 1,522 miles, all of 3-foot 6-inch gauge. In America, apart from the comparatively small mileage of the United States roads with 3-foot gauge, practically the whole of the United States and Canadian railways are of 4 feet 8^^ inches to 4 feet 9 inches. In Mexico, in 1884, 2,083 miles were 4 feet 8^ inches, and 944 3-feet gauge. In Brazil, at the end of 1884, there were 869 miles of 5 feet 3 inches gauge, and 4, 164 miles of various gauges between 2 feet and 4 feet 7 inches over 3,700 miles, being 1 meter, or 3 feet 3f inches. So that this may be considered the standard gauge of Brazil. In Australia the different colonies, rather singularly, have different gauges, that of New South Wales being 4 feet 8^ inches ; Victoria, 5 feet 3 inches ; South Australia, 5 feet 3 inches and 3 feet 6 inches, and the other colonies 3 feet 6 inches. The total mileage in operation in the world at the end of 1885 was 303, '^48 miles. Of this length 74 per cent, were of the 4 feet 8^ inches to 4 feet 9 inches ; 12 per cent, had larger gauges, and 14 per cent, smaller. (Engineering News, December 8, 1888.) METAL RAIL W^ AY TIES. A point of great importance is the material of tlie ties, whicli should possess hard- ness, stiffness, and durability. In Central and South America the climate causes wood to deteriorate very rapidly, and again in certain parts of these countries it will probably be difficult to get suitable wood. One writer states that in Guatemala anta ate the wooden ties very rapidly. The usefulness of metal ties is appreciated already by the railway builders in Mexico and South America, as the following article from the Engineering News will show : METAL RAILWAY TIES. The following is the substance of a preliminary report made to the Department of Agriculture in February, 1889, by Mr. E. E. Russell Tratman, giving the present ex- tent of use of iron ties throughout the world. It gives in concise form very complete information on this subject. SOUTH AMERICA, Argentine Republic. — In this State, cast-iron pot ties are used almost exclusively, except in the far west and north. The Buenos Ayres Great Southern Railway, which began operations in 1865, has 13f miles of double track and 819^ miles of single track laid with cast-iron ties of an improved design. They are adopted on account of the difficulty of procuring good hard-wood ties in sufficient quantity and the greater ex- pense of these wooden ties , also because they give a more rigid and satisfactory track. The Central Argentine Railway has 246 miles laid with cast-iron track. The Santa F^ and Cordoba Railway ordered 20,000 steel ties in England in 1888. Chili. — Steel ties have been tried to a small extent, but the type was considered too heavy and expensive. Previous to the award in November last, to an American syndicate, of the contract for building about 780 miles of railway for the State, pro- posals had been invited by the Chilian legation in France for the supply of 739,400 metal ties 9 feet long and 725,100 ties 4^ feet long. United States of Colombia. — There has been some talk of adopting metal ties on the Bolivar Railway. MEXICO. The Mexican Railway (Vera Cruz line) is using a large number of steel ties of the type in general use in India, audhas obtained very good results with them, especially at times when the road has been flooded. These ties were first used in 1884, and at the end of June, 1888, there were 46J miles of track laid with steel ties. The Mexi- can Central Railway has been contemplating the adoption ©f the same type of tie on the mountain division of the road, the advantages being that they last longer than wooden ties and keep the track in perfect gauge. As a fact of interest I have extracted from a table in Engineering News the follow- ing: On the Pennsylvania Railroad, in 1887, the average tons in loads of freight trains was 207; the average charge f©r transporting 1 ton 1 mile was .67 of a cent; the percentage of operating expenses to earnings was 63 ; the percentage of traffic ex- penses (coaching and merchandiso) to total operating expenses was 35 ; the aver- age cost of transporting 1 ton 1 mile was .426 of a cent ; tlie average cost of trans- porting 1 ton 1 mile, deducting all "traffic expenses" (coaching and merchandise) on all roads, ,277 of a cent ; average cost of train mile, freight and passenger, waa 85.37 cents. 179 180 INTERNATIONAL AMEKICAS CONJ'ERENCIS. & e d O q P r-l O MOO W ■«J>aom rH r1(M t- •S m t. :i 1^ a ® IOC m CO S 2 ■t; o. s=: 2^' ■* to t* m -^ rt G o • rH S rt 1>WW O'rt o o ■ a 3 .« e a) P< «a fe'^ 4^ J fl o 1: S *^C5 a-K (2; M S « S »r S » S ^5 ^ a> « ® S o •'H o M ti (J 4> 3 •C M « « 05 §"5 C3 ^ O O O ^ ^ he j3 © © 4) H rt e d •^ wwww « " fe •S a MM i^M Is a, iC-d •«3 S *13 4) 05 ^ P^ 0,* <1 -So 00 O Ol c^ 5 (S 1^ - -„ 3^J3 « i O ^ dg OS S d ia)ST',^ddc^ 1 3 O f^ M CC CO M I-? d ^ so — 2 « « ^ 2-2 -2 a M t; « o o "So S m i 6 r'S Ml .2 S «, )I^ »q iz; |5 is " P b» S <* B.9 O ee el S fH sis ill INTERNATIONAL AMERICAN CONFERENCE. 181 eo iO u^ hi g 13 ? o Q tax! "-3 '^'S a ^ c3 u P3 Ci t P Oi»ftflO«OCDOOO»W5TH O * q cS «> 1.^ ^ !3 o r c! o Cos ; M o '^^ a >- Cflj 30PP 3 o o <4 13 H 1-5 O ft( f^ M Ah cc O iJ p fl Ph ti 1 1 -s a _a (J .m (H «» . it Do feet, Do mete ^ e fifiP iH us r-l «0 rH 5 ft a^ :c5 ■O O S « Ml -2 M. O l<1 Om- OOt-mOJ rHt-iHOOS-lr-tCOlOtOr-l I'd opS^.gSScso oj'3 S3 "* cs'S'O - ja c3 ■ cs a--; ImS g o « a OMOO ■S a i fl J§ g « s 3 3 §,S.S.2h.2 -i UK c8 ■^ P3pq ?s p- a d "^ a o o >■ a a£ <3 d 3! 001, 5^ ■SgM ^a§a» |-g « ce ce flja O 5 !«::!« -s S' e o o M» 9 1999 182 INTERNATIONAL AMERICAN CONFERENCE. gfioafi gp pS ppp pp a (S> ^ -9 Q a c ® © (M Ji C . eij im' oj M >rf . t-t- tof- ■ ■ inCOOOCOrHrH , . . . t, t-MOt^t^CDCO-«l'T»t ^ "S M P o ■S § 2 ^ M -'^Iw^fi ° « ^-^^ cS c3 C CQCQCfi O ts o s (Mm fH c« cj 1-1 M fH-? hUOrS 11 ^-g o • 03 a .3 s*MCO SB fl fci o o o^ gfq 1=1 dja H cs H PI y © oja O H O O in c3 <1H CO (O 00 CO fl:2 : Pi ca o lit 184 INTERNATIONAL AMERICAN CONFERENCE. 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CO CO .000 (CO©© ^^ ^^ r^ © O ^© C ^•9 o 0*13 =s a oca^oMM - O tH 00 o o N o •voint-M^ca rHCO CT es ^ -S ® o <8 5 fl ©2 ^caflO.aodS •o a is 9^ s * § d g o ^ fi,P3OH:iC-<)O«ia3t0 INTERNATIONAL AMERICAN CONFERENCE. 185 fill ^ o a r^ (D o 3 to .0 ghi^ -"j C) M ^ O (« o H iS-^ W o o C3 M O d e3 2 as eS e8 £ q t4 ■M-t= P (B eS g g E?a p. a bOPl-1 o a,= 3 S 3 S • Q c? b NTS'* 5 N ^•3, I l^^^i 1 I en S n « a ^ 1 CO eS cS _^ ; ^ : a S fr( ca d £ : < : ^-^ ft Mb d : o tS "o rd a '2-S 4) tH ta o !>iH > • l-"'!^ s i cs o a M 3 1 t> z P^ S CO la ^ o : 1 ■So -g "a : d"* 2 d H I ft H : a n > § i fill i m a p 00 c3 g §§a§ig t= t= » ^ 1 X4 186 INTERNATIONAL AMERICAN CONFERENCE. so ^ o o o o o o ®ROfiQP« tO^ a ® O CD "Sri 00 to .-5 OS ^S > CD CQ 'Tt* CO 0> 00 rH H C^ (M '<»' 00 CO CO ^ d «1H I tn^ of © CO "S 03 rt ® -2 ® 5 : fl g la g a g h.^ S 9 O O O *•- a a s ' 6 » too (NOOSOOO 00 T* t-^ to 00 r-3 t-! Ti! t ' o©-*o C0OJI>C<5(M COCI5 CQCC-^N a bt CD n o5SS PMosHO iasa 9 SS 3 O fe! S S t8 cSO e8 o o o 5 o_o eS.^ (25 OS rrj 5^ S ^ ^ cj e9 A s c« o! g ej cs o*o ^^ 2 g c 9 o 9 2 V Vg c4^u5 ® v m 9 « ©a «« Sl^i" INTERNATIONAL AMERICAN CONFERENCE. 187 •S DOS-^ ee ■ O o q cS S ca ^ « oOmH ajp O C6 §2 ail 55 c9 eS O c Pi^ IS a HH as gg ^ ca '3 cs ="feOO . . 5 .00 ?2gfigfig«gp R««fi J^-* CO iH -^ oo ■ moo o 2 K d at -H oooooooom «c5ocoino'«irfco ;c mia o> 00 CO '<^ oo .53 So c ».£j^^ o>ooo o Oit:^ 50 rH t^ ^s^ ^®drt>a=«o=32-2^§ s a S §j-S a'^^ o.gg § "I a I ■e s d * fe d "pa e3 a c3 C a ^r^^^ : ; o : ; 5 ii^df:^. ocscso^al es -^ .d .9 -9 cs D .9 ." ,3 O o » m ca O ^' „ (B cS d P-S 3 P. * « S,'5.Sf PHM-«( W) .2 3 c 3 02 S :53 ;<§ Spa eg®. be-j "3 S* £ S ? S 2 S S o o ri 9 Q o^^ Sis; INTERNATIONAL AMERICAN CONFERENCE. 189 CO t-rt r-(rHe« «,Q-M n O f? S a S c« .Si 13 m.S; oh OSiHlOCOt-OOlOTXCO :<1 cS^H c8"-a) tS o>^ a « 3 rt § '5 1 1 6. ) 1 '? 1 c E- CERTAIN HEIGHTS DETERMINED BY THE FRENCH EXPEDITION. Locality. Tactic Coban San Cristobal San Mignel TJspantan... Cnnen Sacapnlaa Santa Crnz del Gruiche.- Qaezaltenango Totonicapan SoloU Gnatemala City Antigua Ciadad Vieja Escuintla Amatitlan PaMn Cuajiniqnilapa Cerro Redondo Los Esclavos Agna Blanca Sucliitan Santa Catarina (Rio) Retaliiuleii Salama Col dePinula Tray Janes Lac de los Pinos Santa Caterina (Pueblo) Esqaipnlas Paso del Rodeo Los Horcones Piedra de Amolas Feet. 4,725 4,356 4,643 6,040 5,942 3,826 6,621 7,697 8,150 7,041 5,013 5,072 5,151 1,450 3,901 3,753 2,S48 3,542 2,304 2 658 4,108 2,251 775 2,874 6,300 5,537 3,274 2,325 2,986 2,744 3,637 2,340 Locality. Copan Yado Hondo Chiqninnila Zacapa Pacaya Volcan de Agua Volcan de Agua (Santa Maria) . . "Volcan de Agua (Crater bottom) Volcan de Faego Volcan de Fuego (la Meseta) Acatenango Volcan de Atitlan Cerro de Atitlan Cerro Quemado Santa Maria Lago de Atitlan Lago de Amatitlan Lago de San Cristobal Lago de Ayarza Jalpatagiia Rio Paz Apaneca Ahuachapan Sonsonate Santa Tecla San Salvador Cojutepeque San Vicente Rio Lempa (Barca) Chinameca San Miguel La Union San Jose Cartago Heredia Alajuela 190 3,868 4,930 3,786 3,001 Height. Feet. 1,830 1, :i37 1,244 449 8,36G 12, 313 6,828 12,087 13, 127 12, 001 13, 618 11, 723 11,723 10, 201 11, 453 5,112 3,918 4,643 3,100 1,904 908 4,864 907 650 2,980 2,201 2,940 1,175 10 2,000 363 06 HRTCJHTS IN NICARAGUA. 110 148 HEIGHTS or COSTA RICA. Atenas ... San Mateo Esparta... 2,380 1,050 718 INTERNATIONAL AMERICAN CONFERENCE. 191 HEIGHTS IN SOUTH AMERICA. Medelltn Antioquia Cartago Baga Caucaat Bug* Popayan Pnrace Tuquerres Bogota Piedras Tocaima Ibagn6 Palmilla Gallegos Balsa Honda Paramo of Quindio Ney va La Plata — Call Caaca at CaU Las Papas Point near Pasto . . Ibarra Quito Caenca •laen Loja , Cerro de Pasco Tarma Gazco 5,085 1,888 3,197 3,281 2,957 5,810 8,732 9,968 8,725 775 1,806 4,475 6,864 8, 775 4,620 719 11, 496 2,511 4,227 3,537 3,278 14,272 6,488 7,500 9,520 8,640 1,491 6,768 13, 673 10, 075 11,445 San Itafael Hnanuco JaUaca Pnno La Paz Potosi — Qnaranda Arenal Ambato Tacunga TinpuUo PanecUla Riobamba Tablon Papallacta Baeza Archidona Napo Mouth of Napo Coca Mouth Agnarico Moyobamba Chachapoyas Tinga Maria Negro and Cassiquiari Mouth Mamore Tabatinga Nauta Month Ucayali Iquitos Cajamarca 8,764 6,300 13, 025 12, 962 12, 226 13,330 S,840 14,250 8,490 9,181 11, 662 10, 101 9,200 10, 516 10, 511 6,625 2,115 1,450 385 850 586 1,043 7,682 2,200 400 800 255 436 376 350 9,438 GREATEST HEIGHTS FOUND ON CANAL SURVEYS. Tehauntepec, 780 feet, by Barnard's map. Nicaragua Canal, 156 ; summit is 46 feet above Lake Nicaragua. From Baily's map of Nicaragua, on which there are laid down several lines for canals, the following heights are obtained: Sapoa trial line, 258 feet ; Brito line, 202 feet, Managua Realejo line, 212 feet; Lake Managua to Gulf of Fonseca probably 55 feet above the lake. Panama: Garella's line, 459.2 feet, via Rio Gigante, Rio Grande, Rio Chagres. Panama Railroad : Colonel Hughes, in Admiral Davis's report, 239 feet. Darien: Savari and Morti Rivers, by Gisborne, 1854, 1,020 feet. Darien, via Atrato, Turando, Michler, 900 feet. Honduras Interoceanic Railroad, in Squier's book of same name, via Rancho, Chi- quita Pass, 2,408 feet; Guajoca, 2,308 feet; Tambla, 1,944 feet; Lamani, 2,016 feet; Nicaragua, Pim, and Leeman, via rioter Tule and Rama, highest, 700 feet. This is east of Nicaragua. TABLE OF DISTANCES. FROM POINTS IN THE UinTED STATES TO POINTS IN MEXICO. Miles. Ne^r York to St Louis 1,065 New York to New Orleans 1,338 St. Louis to El Paso 1,359 St. Louis to Eagle Pass 1,098 St Louis to Laredo 1,196 St Louis to New Orleans 700 New Orleans to El Paso 1,158 New Orleans to Eagle Pass 745 New Orleans to Laredo 731 New York, via St. Louis, to El Paso 2,424 New York, via St. Louis, to Eagle Pass 2,163 New York, via St. Louis, to Laredo 2,261 New York, via New Orleans, to El Paso 2,496 New York, via New Orleans, to Eagle Pass 2,083 New York, via New Orleans, to Laredo 2,069 San Francisco to El Paso, via Southern Pacific 1,286 ElPasotoCity of Mexico .=„ 1,224 Eagle Pass to City of Mexico 1,091 Laredo to City of Mexico 839 Eagle Pass to Torreon 384 New York, via St. Louis and El Paso, to City of Mexico 3,648 New York, via St. Louis and Eagle Pass, to City of Mexico 3,254 New York, via St. Louis and Laredo, to City of Mexico 3,100 New York, via New Orleans and El Paso, to City of Mexico 3,720 New York, via New Orleans and Eagle Pass, to City of Mexico 3,174 New York, via New Orleans and Laredo, to City of Mexico 2,908 San Francisco via El Paso to City of Mexico 2.510 ChicagotoCity of Mexico, via El Paso 2,866 Chicago to City of Mexico, via Eagle PaSs 2,471 Chicago to Cily of Mexico, via Laredo 2, 155 St, Louis to City of Mexico, via El Paso ' 2, 584 St Louis to City of Mexico, via Eagle Pass .• 2,189 St. Louis to City of Mexico, via Laredo 1,823 Kansas City to City of Mexico, via El Paso 2,398 Kansas City to City of Mexico, via Eagle Pass 2,080 Kansas City to City of Mexico, via Laredo 1,714 Chicago to New Orleans 915 Corpus Christ! to Laredo 161 Ck>rpn8 ChristitoCity of Mexico 1,000 FROM POINTS IN MEXICO TO POINTS IN CENTRAL AMERICA. Mexico City to Vera Cruz 263 Mexico City to Alvarado 297 Mexico City to Tehuacan 183 Mexico City to Oaxaca 350 Mexico City to Acapulco 290 MftxiooCityto San Bias Wl Mexico City to Morelia 222 Mexico City toPerote „„ 237 192 INTERNATIONAL AMERICAN CONFERENCE. 193 ICUes. 3l!oiitcT»y to Aounbuo ^ ~i~ '• •• 478 Aoambaro to Mi^wTATinia ........................................................................ 350 BsBson to Gaaymas ...• ......^ 353 Minatitlan to T«hiuuitopeo 136 Oaxaoa to Tehnantepee 173 Tehaantopeo to TonaU 130 Tonala to Tapaohnla 115 Tapachnla to Betalhalea 55 Mexico Oazaca to Santa Ana 992 Alvarado to Minatitlan... 110 Minatitlan to San Cristobal 200 San Cristobal to Coban 160 San Cristobal to Goatomala City 206 FEOM POINTS IN CBNTEAL AMERICA TO POINTS IN SOUTH AMERICA. Coban to Santo Tomas 140 Santo Tomas to Troxillo Retalhnleu to Quezaltenango 40 Retalhnlen to Eseointla 65 Escnintla to Santa Ana ^ Escnintla to boundary (Rio Paz) 58 Escnintla to Sonsonate 80' Santa Ana to San Salvador 35 Sonsonate to SanMignel (by coast) '. 115 Sonsonate to La ITnion (by coast) 138 San Miguel to GroasGoran 30 La Union to Goascoran 30 San Miguel to Chinandega - 120 Chinandega to Riyas 147 RivastoMatina 200 Guatemala City to Santa Ana i. 100 Guatemala City to Tejntla 80 Tejutla to Chalatenango 30 Tejutlato Cojutepeque 42 Tejutla to San Miguel 126 San Vicente to Chalat«nango 31 Goascoran to Cboluteca 40 Cboluteca to Chinandega 47 Cboluteca to boundary ; 10 Cbinandegato Momotombo 45 Chinandega to Managua 75 Managua to Granada 32 Granada to Eivap 40 Rivas to boundary of Nicaragua and Costa Rica 20 Boundary of Nicaragua and Costa Rica toMatina (Colton's) - 180 Matina to boundary of Costa Rica and Colombia 130 Matina to Panama 290 Matina to Aspinwall • 275 Panama to a point 7° north 77° west 250 Aspinwall to a point 70 north 770 ■vrest 300 DISTANCES MEASURED BY THE FRENCH EXPEDITION (ALONG THE ROADS). Qnezaltenango to Totonlcapan 15 Totonicapan to Solola 32 Solola, Guatemala City 71 Guatemala City to LosEsclaTos 40 Los Esclavoa to Jalpatagua 31 Jalpatagua to Ahuaohapan 29 Ahuachapan to Apaneoa — 9 Apaneca to Nahnizaloo 12 Nahuizalco to Sonsonate 9 San Salvador to Cojutepeque 26 Cojutepeque to San Ticente 19 gan Vicente to San Miguel 65 San Miguel to La Union .._ .......^ 33 S. Ex. 125 13 * 194 INTERNATIONAL AMERICAN CONFERENCE. DISTANCES IN SOUTH AMERICA. BlUes. Point 70 north 77° -west to Quibdo 96 Qnibdo to Cartage 80 Cartago to Popayan 160 Popayan to Quito 240 Quito to Cuenoa 205 Quito to Riobaml)a 105 Cuenca to Alausi 55 Cuencato Cerro de Pasco 600 Cerro de Pasco to Cazco 350 Cuzco to Jujuy 1,331 Jtijuy to Tucuman 220 Tucumanto Buenos AjT?es - -- 773 Buenos Ayres to "Valparaiso 870 Cartago to Buga 60 BugatoCali 35 Cali to Popayan - 65 Popayan to Pasto HO Pasto to Quito 132 Kiobamba to Macas - - 9® Macas to Moyobamba 250 Moyobamba to Cuzco 640 Moyobamba to Cerro de Pasco -- 370 Point 7° north 77° west to Antioquia 80 Antioquia to MedeUin --• 45 MedeUin to Honda - - - M Medellin to Cartago - 106 Honda to Bogota IW Honda to Neyva 150 Honda to Cartago - 115 Neyva to La Plata.. 50 La Plata to Popayan - • 52 Popayan to Nauta or Oran 610 La Plata to Nauta or Oran ' 600 Popayan to Moyobamba 585 La Plata to Moyobamba -• 605 Nautato Cnzoo • --• 650 Oran to Cuzco 690 Nautato Quito .' 485 Neyva to Moyobamba 660 DISTANCES GIVEN BY CORTES "BOLIVIA." Potosi. Santa Cruz. Oruro. La Paz. Cocha- bamba. Sncre Potosi Santa Cruz . . Ornro , La Paz Cochabamba . Miles. 87 459 195 342 282 Milet. 372 459 '"480 627 87 Mileg. 225 195 480 Miles. 30 342 87 282 147 357 123 Miles. 195 282 357 123 270 FROM CHURCH'S "ROUTE TO BOLIVIA." Miles. Jujuy to Potosi 420 Jujuy to Cochabamba - 717 Jujuy to Ornro 616 Jujuy to La Paz • 762 Jujuy to Roaario 836 Rosarioto Buenoa Ayre« -• 240 Curumba to Santa Cruz 670 INTERNATIONAL AMERICAN CONFERENCE. 195 FEOM OIJHBR AUTHORITIES. Miles. Iqnitos to Naata 78 BTauta to Sarayacu 248 Sarayacn to Tierra Blanca 49 Naata to Tierra Blanoa 198 Cerrode Paacoto Hnanuco 79 Cerro de Pasco to Tanna -i •. ... 85 Cerro de Pasco to Janja 117.2 Cajamarca to Chachapoyas 183 Cuzco to Puno 272 FnnotoLaPaz 162 Jaiyato Tarma 34 Total lengtli of Patumayo in a straight line about 600 miles. Raimondi says that the usual length of the legua is about 5 kilometers (varas 5983) or 3.1 mile*. LIST OF BOOKS. GENERAL. 1. Trade and Transportation between the United States and Spanish America. By William Eleroy Curtis. Washington, 1889. 2. Poor's Manual of Kailroads, 1889. 3. Statesman's Year Book, 1889. 4. Reports of United States Consuls, 1887-'88-'89. Published in Washington, D. C, by the Bureau of Statistics. State Department. 5. Reports of the South American Commission. Washington, D. C, 1886. 6. Around and About South America. Prank Vincent. Nevr York, 1890. 7. Three Americas Railway. Helper. 8. Spanish American Manual. San Francisco, 1889. 9. Capitals of Spanish America. Curtis. New York, 1888. 10. Atlas of the World. ZelL MEXICO. 11. The Republic and its Railways. Robert Gorsuch. Horsford & Sons, New York. 12. Appleton's Guide to Mexico. New York, 1883. 13. Scribner's Guide to Mexico. New York, 1890. 14. Hamilton's Mexican Hand Book. Boston, 1883. 15. The Isthmus of Tehuantepec. J.J.Williams. New York, 1852. 16. Tehuantepec Ship Canal Surrey, 1871. R. W. Shufeldt, U. S. Navy. Washing- ton, D. C, 1872. 17. Voyage sur L'Isthme de Tehuantepec dans I'etat de Chiapas et la Republique de Guatemala. Paris, 1861. 18. Mexico of To-day. Solomon Bulkeley Griffin. New York, 1886. 19. The Republic of Mexico in 1882. Castro. New York, 1882. 20. Travels in Mexico. T. A. Ober. Boston, 1884. 21. Guide to Mexico. Zaremba. Chicago, 1883. CENTRAL AMERICA. 22. Notes on Central America. E. G. Squier. 23. States of Central America. E. G. Squier, 1858. 24. Central and South America. H. W. Bates, 1878. 25. Central America. John BaUy. London, 1850. 26. Geografica de Centre America. Toledo. Guatemala, 1874. 27. A Winter in Central America. Helen J. Sanborn. Boston, 1886. 28. History of Central America to 1887. Bancroft. 29. Travels in Central America. J. L. Stephens, New York, 1841. 30. Report on Interoceanic Canals. Admiral Davis. Washington, 1867. 31. Message of President about Canals. Senate Ex. Doc. 112, Forty-sixth Congress, second session. 196 INTERNATIONAL AMERICAN CONFERENCE. 197 32. Report of United States Canal Commission. Washington, 1872. 33. Narrative of an Official Visit to Guatemala from Mexico. By G. A. Thompson. London, 1829. 34. Gaatemala ; the Land of the Qaetzal. W. T. Brigham. New York, 1887. 35. Mission Scientifique an Mexique et dans L'Amerique Central. Geologie. Voyage Geologique dans les RepubUques de Guatemala et de Salvador. Par Mr. A. Dollfus et De Mont Serrat. Paris, 1868. 36. Report on the Problem of Interoceanio Commuaication by way of American Isth- mus. Sullivan. Washington, D. C, 1883. 37. Report on Interoceanio Canals. United States Expedition of 1875. Atrato and Doguado, Washington, D. C, 1879. 38. Honduras Interoceanio Railway. E. G. Squier, 1857. 39. Honduras. Squier. London, 1870. 40. Explorations in Honduras. Wells, 1857. 41. Nicaragua. Squier. New York, 1852. 42. Nicaragua, Jottings on the Roadside. Pim & Leeman, London, 1869. 43. Expeditions of 1872-73. Senate Ex. Doc. 57, Forty-third Congress, first session, Washington, D. C, 1874. 44. Walker's Expedition to Nicaragua. W. M. Wells, New York, 1856. 45. Costa Rica and Her Future. By Paul Biolly. Translated by Cecil Charles. Washington, D. C, 1889. 46. Apuntamientos sobre la Geografica fisica de la Republica del Salvador. Guzman. San Salvador, 1883. 47. The Republic of Costa Rica. Joaquin P. Calvo. Chicago, 1890. SOUTH AMERICA. 48. Report on Atrato River Survey. Michler. Senate, Doc, second session Thirty- sixth Congress, volume 7. Washington, D. C, 1861. 49. Colombia. Walker. London, 1822. 50. Voyage dans la Republique de Colombia. Mollien. Paris, 1825. 51. Colombia, Geografia General Fisica y Politicade los Estados Unidos de Colombia. Perez. Bogota, 1883. 52. Physical Geography of New Granada. By General F. C. de Mosquera. New York. F. Dwight, 1853. 53. The Isthmus of Panama. Bid well. London, 1865. 54. Statistical Annnary of the United States of Venezuela. Caracas, 1889. Edition concluded on July 1, 1889, contains map. 55. Documentos Referentes a la Reunion de la Segunda Asamblea General Ordinaria de la Compania en Comandita por Acciones. R. March & Ca. Maracaibo, 1888. 56. Cartera Del Ingeniero empleado en la Construccion de Ferrocarriles en Terrenoa MontanoBOS por Jesus Mnnoz Tebar, Ingeniero, Caracas, 1887. This book gives a table of altitudes of many points in Venezuela, and much other valuable in- formation. 57. Venezuela. Eastwick. London. 1868. 58. Gtoografla de la Republica del Ecuador. New York, 1858. Villavicencio. 59. The Andes and the Amazon. Jas. Orton. New York, 1871, with map. 60. Travels in Peru. Markham. London. 1862. 61. Cazco, Lima, and Pern. Markham. London. 1856. 62. Amazon Provinces of Peru. Guillaume. London. Wyman «& Sous, 1888. 63. Journey from Lima to Para across Andes and down Amazon. Smith & Lowe, London, 1836. 64. Travels in South America from the Pacific Ocean to the Atlantic Ocean . Marcoy. London, 1875, 198 INTERNATIONAL AMERICAN CONFERENCE. 65. Los Ferrocarriles del Pern. Lima, 1876. 66. El Peru, Raimondi, Lima, 3 volumes, 1874-1876-1879. Contains map of Peru on scale of 1 inch, to about 70 miles. 67. Geografia del Peru. Paz Soldan. Paris, 1862. 68. Diccionario Geografia Estadistico del Peru. Paz Soldan. Lima, 1877. 69. Geology and Physical Geography of Brazil. Ch. Fred. Hartt. Boston, 1870, with map. 70. Explorations of the Valley of the Amazon. Gibhon & Herndon. Washington, 1853. 71. Brazil. Its Provinces and Chief Cities. Scully. London, 1868. 72. The Route to Bolivia via the River Amazon. George Earl Church. London, 1877, with map of Bolivia, scale 100 miles to the inch. 73. Bolivia. Jos4> Domingo Cortez. Paris, 1875. 74. Chili. The United States Naval Astronomical Expedition, 1849-'52, Lieut. J. M. Gillis. House Ex. Doc. No. 121, Thirty-third Congress, first session. 75. Republica Oriental del Uruguay, Sistemo de Ferro Carriles. Mapa de la Repub- lica. Contains map showing railways and telegraphs, presented with delegate's report. 76. Uruguay Anuario Estadistico de la Republica Oriental del Uruguay Ano, 1887. Montevideo, 1888. 77. Argentine. Message of the President of the Republic on opening the session of Congress, May, 1888. Buenos Ayres, 1888. 78. Argentine Republic Geografia de la Republica. Argentina Buenos Aires, 1888. Contains several good maps. 79. La Plata, the Argentine Confederation and Paraguay. Commander Thos. G. Page New York, 1859. 80. Le Paraguay. Dr. E. De Bourgade la Dardye. Paris, 1889, with map of Para- guay. "^ SURVEYS. 81. Report upon the Third International Geographical Congress at Venice, Italy, by George M. Wheeler. Washington, D. C, 1885. 82. Report of the Secretary of War, 1876, vol. 2, part 3. Notes on European Surveys. 83. The Economic Theory of Railway Location, by A. M. Wellington. New York, 1889. LIST OF MAPS. 1. Atlas of the World. Keith Johnson. London, 1877. Chart of South America Scale 1 : 8.989,200 or 141.875 miles to an inch. 2. Atlas of the World. Stieler. South America. Scale 1 : 7,500,000— very good. 3. Atlas of the World. A. Arrowsmith. London, 1811. Map of South America. Scale about 1 inch to 43 miles. 4. Mexico, Carta General de la Eepublica Mesicana Formado par Antonio Garcias y Cubas, 186S. Scale 1 : 2,362,000 topographical. 5. Mexico. Carta General de los Estados Unidos Mexicanos, Manuel Fernandez, Mexico. Scale 1: 3,000,000. 6. Mexico. Owen & Von Motz. 1882. 1 inch, equal to 30 miles. 7. Mexico. Owen, 1884. Scale 1 inch, equal to 30 miles. 8- Mexico. Railroad map in Castro's Republic of Mexico, 1882. Scale about 1 : 3,000,000. 9. Mexico. Nioux, Paris, 1873. Scale 1 : 3,000,000. Published in office of Chief of Engineers, U. S. Army. 10. Mexico. Atlas of Garcias y Cabas. Mexico, 1858. 11. Central America. JohnBaily, Edward Stanford. London, 1858. Scale 1 inch, equals about 35 miles. 12. Central America. G. W. & C. B. Colton. New York, 1889. Scale : 1,705,000. 13. Central America. Carta de los Estados de Centro America, Guatemala, 1862. Scale 1 : 2,000,000. 14. Central America. H. Kiepert. Berlin, 1858, Scale 1 : 2,000,000. Has map of Sal- vador. Scale 1 : 1,000,000. 15 Central America. Map compiled in office of Chief of Engineers, U. S. Army, 1889. Scale 1 : 1,250,000. 16. Guatemala. Herman Au. Published by Charles Fuchs, Hamburgo, 1875. Scale 1 inch, equal to 15 nautical miles. 17. Guatemala. M. Sonnenstern, 1859. Scale about 1 : 672,000. G. Kraetzer, Lith East New York, Long Island. 18. Guatemala. Carta de la Republica de'trazado por J. Gaverrete y Publicada por Machado Trigoyen y Ca, Paris. No date. Scale about 1 inch, equal to 10 nautical miles. 19. Honduras and Salvador, in Squier's notes on Central America, 1858. 20. Salvador. Maximilian Sonnenstern, 1859. Scale 1 inch, equal to about 6 miles. 81. Honduras. G. W. &, C. B. Colton. New York, 1886. Mapa de la Republica de Honduras por A. T. Byrne, C. E. Scale 1 : 1,000,000. 22. Honduras. Map in Wells's Explorations in Honduras, 1857. 23. Honduras. Interoceanic Railway, E. G. Squier, 1857. 24. Honduras. Culler «& Gallup, Rand, McNally & Co., 1885. Scale 1 inch, equal to 10 miles. 25. Nicaragua. SeQor Ferman Ferrer. Published 1856 by A. H. Jocelyn. Scale 1 : 1,000,000. 199 200 INTEENATiONAL AMERICAN CONFERENCE. 26. Nicaiagna. Maximilian Sonuenstern, 1858. Scale about 1 : 710,000. 6. Kraet- zer, Lith. East New York, Long Island. Scale 1 inch, equal to 10 miles. 27. Nicaragua. Scale 1: 4,000,000. In Senate Executive Document 57, Forty-third Congress, first session. Explorations of 1872, 1873. 28. Nicaragua, in Squier's Nicaragua. 29. Costa Eica. Luis Frederichsen in Hamburgo, 1876. Scale about 1 : 500,000. 30. Costa Eica. Mapa de la Eepnblica de Costa Eica. For F. Montesdeoca, 1889. Published in Paris and issued in Biolley's "Costa Eica." 31. Isthmus of Panama. Senate Executive Document No. 6, Forty-second Congress, second session. Shufeldt's Tehuantepec Survey, 1872. Scale 1 : 250,000. 32. Isthmus of Darien. Scale 1 : 375,000 from Panama railroad to Gulf of Darien. Miscellaneous Document No. 113, Forty-second Congress, third session. Sel- fridge, Isthmus of Darien survey, 1870-'73. 33. Isthmus San Bias, showing gulf of San Bias and Eio Bayano in same report. 34. South America. G. "W. &, C. B. Colton, 1889. Scale 1 : 5,220,000. 35. Colombia. Mollien's Travels. 36. Colombia. Carta de la Eepublica de N. Granada, por T. C. de Mosquera. No date, Published 1853 by T. D wight, New York. F. Mayer, Lith., No. 93 William street. New York. Scale about 1 : 5,380,000. 37. Venezuela. Mapa Fisico y Politico de los E. E. U. U. de Venezuela printed by National Government Caracas, 1889. Scale 1 inch to about 55 miles. Uses meridian of Caracas as origin of longitudes. 38. Ecuador. Mapa del, por Santiago M. Basurgo, Ingeniero. G. W. & C. B. Colton, 1884. Scale about 1 : 1,030,000. 39. Peru. Mapa General del Peru. Paz Soldan. Published in Paris about 1865, in " Geografia del Peru." Scale about 1 : 3,253,000. 40. Bolivia. Mapa de la Eepublica de Bolivia. Ondarzay Mujia. Published by J. H. Colton, New York, 1859. Scale about 1 : 1,570,000. 41. Argentine Eepublic — ^in " Geografia del Eepublica Argentina." Buenos Ayres, 1888. Has several very good mapa. 42. Argentine Eepublic, Atlas of. Published by Guillermo Kraft, Calle Eeconquista, No. 62. Buenoe Ayres, 1886 ; six plates. Province Cordoba. Scale 1: 1,000,000. Santa Cruz 1 : 2,000,000. Entre Eios 1 : 1,000,000. Buenos Ayres 1 : 1,000,000. 43. Uruguay. London, 1889. Scale 1: 1,806,105. Presentedwithreport of delegate. Paraguay — in Bourgade La Dardye's Paraguay, 1889. Scale 1 : 1,000,000. 44. La Plata Basin, based on Commander Page's work. 45. United States. Prepared in office Chief of Engineers, U. S. Army, 1885. Scale 1 : 5,000,000. 46. Territory of United States west of the Mississippi Eiver. Prepared in the offio* of the Cliief of Engineers, U. S. Army, 1883. Scale 1 : 2,000,000. INDEX TO REPORT ON RAILWAY COMMUNICATION. Alagoas Railway ( Brazil) 158 Americans preferred in Salvador 119 American railway builders in Chili 144 Andine Railway (Argentine Republic) 146 Andrade, Job6, report on railways of Venezuela 81 Angelo Chilian Nitrate and Railway Company 143 Annual returns, traffic and prospects of railways in Peru 59 Antioquia Railway (Colombia) 126 Antofogasta Nitrate and Railway Company (Chili) 143 Antofogasta and Aguas Blancos Railway Company (Chili) 143 Antofogasta and Bolivian Railway Company (Chili) 143 Aragon, Manuel, report on the railways of Costa Rica 34 Arequipa, Puno, and Cuzco Railway (Peru) 137 Argentine Northwest Railway 148 Akgentine Rbpubuc : Acta relating to railways of 22 Areas of (1887) 74 Andine Railway 146 Buenos Ayers and Ensenada Port Railway 146 BahiaNueva Railway 146 BahiaBlanca and Northwestern Railway 146 Belgrano and Tigre Railway 146 Buenos Ayres Great Southern Railway 146 Buenos Ayres Northern Railway 146 Buenos Ayres and Bahia Blanca Railway 147 Buenos Ayres and Pacific Railway 147 Buenos Ayres and Rosario Railway 147 Campana Railway 147 Central Argentine Railway 147 Chilecito and Mejicano Railway 147 Cordoba Central Railway 147 Cordoba Southern Railway, Santa F^ 147 Cordoba and Northwestern Railway 147 Eastern Argentine Railway -. 147 Entre Rios Central Railway 147 Exports of (1889) 74 Features of 145 First Entre-Riano Railway 147 Future of ^ 151 Gk)ya and Lucero Railway 148 Gran Chaco Austral Railway 148 Imports of (1889) 74 Imports of railways of 150 Inter-Ooeanic Railway ...... .,,^,. ..,^,, ...... ....,,.,,,.. .,,.^,. 148 1& 201 202 INDEX Page. Argbntinb Republic— Continued. List of railways . — 154 List of railways under construction 154 Lugan Railway 148 Mendoza and San Rafael Railway 148 Miles of railway 74 National Central Northern Railway 148 Nandncito and Presidencia Railway 148 Net earnings of railways of (1888) 16 Northeastern Railway 146 Northwest Argentine Railway 148 Northwest Colonies Railway of Santa F6 148 Patagones Railway 148 Population of (1887) 74 Posados Railway 148 Railways of. 15 Railways in process of construction (1889) 17 Railway system of 151 Rate of returns upon capital in railways of 16 Reconquista Railway 148 Report of South American commissioner on railways of 150 Resistencia and Oran Railway 148 San Antonio-Areco Railway 148 San Cristobal and Tacuman Railway 148 San Fernando Railway 148 San Juan to Chumbicha Railway 148 San Juan to Salta Railway - - 148 San Rafael to 9 de Julio Railway 149 Santa Rosa Railway 149 Santa F6 and Cardoba Great Southern Railway 148 Santa Rosa and Oran Railway 149 Table of Railways 180 Tinogasta and Andalgola Railway 149 Villa Maria andRufino Railway 149 ViUa Mercedes and Rioja Railway 149 Western Railway of Buenos Ayres 149 Western Railway of Santa F6 149 Western and central colonies of Santa F6 Railway 149 Arica andTacna Railway (Chili) 143 BahiaNueva Railway (Argentine Republic) 146 Bahia Blanca and Northwestern Railway (Argentine Republic) 146 Bahia and Minas Railway (Brazil) 158 Bahia and San Francisco Railway (Brazil) 158 Bananal, Rio de Janeiro Railway 158 Belgrano and Tigre Railway (Argentine Republic) 146 Blaine, Secretary, letter of - 4 Bolivia : Area of (1882) 74 Distances from Church's "Route to Bolivia" 194 Distances given by Cortes' Bolivia 194 Exports of (1889) 74 Imports of (1889) 74 Miles of railway 74 Population of (1885) 74 Railways of 140 Report on railways of ...• 19 INDEX. 203 Paga BoiiiviA— Continued. Table of railways 181 Topographical features of 139 Brazh.: Alagoas Bailway 158 Areaof(1888) 74 BaWa and Minas Railway 158 Bahia and San Francisco Railway 158 Bahia and San Francisco Railway extension 158 BananalRio de Janeiro Railway 158 Brazil Great Southern Railway 158 Central Bahia Railway 158 Campos andCarangola Railway 158 Campanhia Bragantina Railway 158 Campanhia Estrada de Ferro Mache e Campos 159 Conde D'Eu Railway 159 Corcorado Railway 159 Dom Pedro Segundo Railway 159 Donna Theresa Christiana Railway 159 Estrada de Ferro Baturite Railway 159 Estrada de Ferro de Cantagallo Railway 159 Exports of (1889) 74 Features of 157 Great "Western of Brazil Railway 159 Imperial Brazilian, Natal and Nova Cruz Railway 159 Imports of (1889) 74 Ituana Railway 159 Leopoldina Bailway 159 Madeira and Mamore Railway 159 Miles of railway 74 Minas Central Railway of Brazil 160 Minas and Rio Railway 160 Mogyanna Railway 160 Oestede Minas Railway 161 Para and Braganca Railway 160 Paranagua and Caratiba Railway 160 Paulo Alfonso Railway 160 Population of (1887) 74 Parto Alegre and New Hamburg Railway 160 Projected railways in southern Brazil 161 Railways in 157-165 Railway system of 25 Railways and steamships of southern Brazil 163 Recife and Caruaru Railway. 160 Recife and San Francisco Railway 160 Recife and San Francisco Railway extension 160 Report on railways of 25 Biode Janeiro and Northern Railway 160 Biode Ouro Railway 160 San Paulo Brazilian Railway 161 San Paulo and Rio de Janeiro Railway 161 Santo Amaro Railway 161 Santo Antonio de Padua Railway 161 Sao Carlos de Perihal Railway 161 Sobral Bailway 161 204 INDEX. Page. Brazil. — Continued. Sorocabana Railway 161 Southern Brazilian Rio Grande do Sul Railway 161 Table of railways 181 Taquary and Urnguayana Railway 161 Unaio Valenciana Railway 161 Western Railway of San Paulo 161 Brazil Great Southern Railway 158 British Guiana: Demarara Railway 165 Table of railways 189 British Honduras, railways projected in 119 British North America, imports of merchandise into, from United States 75 Buenos Ayrea Great Southern Railway (Argentine Republic) 146 Buenos Ayres Northern Railway (Argentine Republic) 146 Buenos Ayres and Bahia Blanca Railway (Argentine Republic) 147 Buenos Ayres and Ensenada Port Railwaj^ (Argentine Republic) 146 Buenos Ayres and Pacific Railway (Argentine Republic) 147 Buenos Ayrea and Rosario Railway (Argentine Republic) 147 Burrel & Valpy, Messrs. , M. M. Inst. C . E . , report on Paraguay Central Railway . 55 Caamano, J. M. P., report on railroads of Ecuador 43 Callao, Lima and Oroya Railway (Peru) 136 Campana Railway (Argentine Republic) 147 Campanhia Brogantina Railway (Brazil) 158 Campanhia Estrada de Ferro Macahe 6 Campoa Railway (BrazU) 159 Campos and Carangola RaUway (Brazil) , 158 Canal surveys, greatest heights found on ..'. 191 Cardenas Railway (Mexico) 99 Carnegie, Andrew, report on railways of United States 62 Carrigal and Cerro Blanco Railway (Chili) 143 Costellanos, Jacinto, report on the railways of Salvador 61 Cauca Railway (Colombia) 125 Central America : Distances from points in, to points in South America 193 Features of 104 List of books on 196 Railway system of 116 Central Argentine Railway .- - 147 Central Bahia RaUway (Brazil) 158 Central Uruguay Northern Railway Extension Company 155 Central Uruguay RaUway Company of Montevideo 154 Champerico and Northern Railway (Guavemala) 105 Characteristics of the people of Colombia 124 Chilecito and Mejicana Railway (Argentine Republic) 147 Chuj: American raUway builders in 144 Angelo Chilian Nitrate and Railway Company 143 Autofagaata Nitrate RaUway 143 Autofagasta and Aguas Blancaa Railway 143 Autofagaata and Bolivian RaUway 143 Area of (1885) '. 74 Aricaand Tocna Railway 143 Carrizal and Cerro Blanca Railway 143 Chilian locomotives 144 pocjuimbo Railway 143 IHDIX. 205 CfilLl— Continued. CopiapoEailway...^-j .^.-** ..^^ ..^...^... ^ 142 Elqui Railway * 144 Exports of (1889) 74 Extract from statistical and geographical synopsis of, relating to industry and public works 28 Imports of (1889) 74 Iquique Eailway 144 Laraquete and Moquequa Eailway 144 Mejillones, Del Sur and Cerro Gordo Eailway 144 Miles of railway 74 Movement of passengers, freight, and baggage (1887) 28 North and South American Construction Company 141 Patillos Eailway 144 Pisagua Eailway 144 Population of (1887) 74 Private railway lines in operation 29 Eailways bmlt and owned by 139 Eailways in operation 28 Eailway lines under constrtlction 29 Eeport on railways of 27 Table of railways 183 Taltal Eailway 144 Tongoy Eailway 144 Chilian locomotives 144 Chimbote, Huaraz, and Eequay Railway (Peru) 136 Coal measures in Coahaila , 102 Colombia : Antioquia Eailway 126 Area of (1881) 74 Cauca Eailway 125 Characteristics of people 124 Dorada Eailway 127 Exports of (1889) : 74 Gteogiaphical features of 122-124 Imports of (1889) 74 Jiradot Eailway 126 Miles of railway 74 Mines of 124 Population of (1887) 74 Railways in 123,124 Eeport of railways of 31 Table of railways 184 Committee on railway communication, report of 11 Conde D'Eu EaUway (Brazil) 159 Contents, table of 9 Continental Eailway of Mexico 95 Coplapo Eailway (ChUi) 143 Coquimbo Eailway (ChUi) 143 Corcovado Eailway (Brazil) 159 Cordoba Central Eailway (Argentine Republic) 147 Cordoba Southern Eailway Santa F6 (Argentine Republic) 147 Cordoba and Northwestern Railway (Argentine Republic) 147 Cost of constructing railways in Costa Rica 42 Cost of railway work done and projected in Pern 59 206 INDEX. Page. Costa Bica : Areaof (1883) - 74 Cost of constructing railways in 42 Exports of (1889) 74 Highways 114 Heights in 190 Imports of (1889) 74 Map of 117 Miles of railway 74 Population of (1887) 74 Project of a railway through the length of 40 Kailways in 115 Report on railways of 34 Cruz, Fernando, report on the railways of Guatemala 47 Davis, Henry G., report on the railways of United States 62 Decoud, Jose S., report on the railways of Paraguay 54 Demarara Railway (British Guiana) 165 Distances : From points in Mexico to points in Central America 192 From points in United States to points in Mexico 192 Given by Cortes' "Bolivia" 194 Given by Church's "Route to Bolivia" - 194 In South America - 194 Measured by the French expedition 193 From points in Central America to points in South America 192 Dom Pedro Segnndo Railway (Brazil) 159 Donna Theresa Christina Railway (Brazil) 159 Dorada Railway (Colombia) 127 Eastern Argentine Railway 147 Ecuador : Areaof (1883) 74 • Exports of (1889) 74 Features of 132 Imports of (1889) 74 Miles of railway 74 Population of (1887) 74 Railways of 133 Railway projects in 134 Report on railways of 43 Table of railways 185 Elqui Railway (Chili) 144 Entre-Rios Central Railway (Argentine Republic) 147 Estrada de Ferro de Cantagallo (Brazil) 159 Eten and Ferronafe Railway (Peru) 136 Explorations for Intercontinental Railway, authorized by United States 175 Exports of Honduras 50 Exports of merchandise, coin, and bullion from the United States to Mexico.. 76 Facilities offered by the Government of Peru for railway work 60 Features of— Argentine Republic 145 BrazU 157 Central America 104 Ecuador 132 South America 120 Venezuela 127 INDEX. 207 Fage. Ferro Carril del Norte de Guatemala 105 Ferro Carril del Hidalgo (Mexico) 99 Ferro Carril de Monterey y Golfo (Mexico) 99 First Entre-riano (Argentine Republic) - 147 French expedition : Heights determined by 190 Distances measured by 193 Freight rates in United States - 66 Future of Argentine Eepublio 151 Guatemala : Area of (1888)... w 74 Champerico and Northern Railway 105 Exports of (1889) 74 Ferro Carril del Norte de Guatemala 105 Guatemala Central Railway 106 Importsof (1889) 74 Miles of railway 74 Populationof (1887) 74 Report on the railways of 47 Table of railways 185 Geographical features of Colombia 123-124 Geographical features of Peru 134 Goya and Lucero Railway (Argentine Republic) 148 Grace bondholders, contract with Peru 138 Gran Chaco Austral Railway (Argentine Republic) 148 Grants to railways in United States -. 67 Great Western of Brazil Railway 159 Guatemala Central Railway 106 Harrison, President, message of 3 Heights, greatest, found on canal surreya 191 Highways in Costa Rica 114 Honduras: Areaof (1887) 74 Exports of 50-74 Honduras Interoceanic Railway 108 Imports of 50-74 Miles of railway 74 Mining industry of 110 Population of (1887) 74 Railways in 107 Report on the railways of 49 Tables of railways 185 Transportation in 109 Interoceanic Railway 108 Ilo andMoquegua Railway (Peru) 138 Imposts : Of Honduras...- 50 Of merchandise into British North America from United States (1850-'89). 75 Of merchandise into the United States from British North America (1850-'89) 75 Of merchandise, coin, and bullion into the United States from Mexico (1880-'89 76 Imperial Brazilian, Natal and Nova Crua Railway 159 Improyement of railways of Argentine Republic 149 208 INDEX. Page. INTERCONTINBNTAL RAILWAY: What has been accomplished ^ 166 Routes suggested 167-171 City of Mexico starting point 166 Surveys 172 Organizations 172 Method 173 Explorations authorized by United States 175 Interoceanic Railway of Acapulco and Vera Cmz (Mexico) 96 Interoceanic Railway (Argentine Republic) 148 Iquique Railway (Chili) : 144 Ituana Railway (Brazil) 159 Jiradot Railway (Colombia) 126 Laraquete and Moquegna Railway (Chili) 144 Leopaldina Railway (Brazil) 159 Lima Ancon and Chancoy Railway (Peru) 136 Lima and Magdalena Railway (Peru) 136 Lima railways (Peru) 137 List op Books : General 196 On Mexico 196 On Central America 196 On South America 197 Surveys 198 List of maps 199 List of railways in Argentine Republic 154 List of railways under construction in Argentine Republic 154 List of railways in Mexico 52 Lugan Railway (Argentine Republic) 148 Madeira and Mamore Railway (Brazil) 159 Map of Costa Rica 117 Matamoras and Matehuala Railway (Mexico) 100 MejiUones, Del Sur and Cerro Gordo Railway (Chili) 144 Mendoza and San Rafael Railway (Argentine Republic) 148 Mesa of Salvador 118 Metal railway ties 179 Methods of work on the Intercontinental Railway 173 Mexia, E. A., report on the railways of Mexico 52 Mexican. Central Railway 90 Mexican International Railway 93 Mexican National Railway 91 Mexican Railway 95 Mexican Southern Railway 94 Mexico: Areaof (1882) 74 Cardenas Railway - 99 Coal measures in Coahuila 102 Continental Railway 95 Distances from points in to points in Central America 192 Exports of (1889) 74 Exports of merchandise, coin, and bullion into the United States (1880-'89) 76 Ferro Carril de Hidalgo 99 Ferro Carril de Monterey y Golfo 99 Ferro Carril Nacional deXehuacan & Esperenza , 99 Imports of (1889) 74 INDEX. 209 Pas*- Mkxico — Continaed. Imports of merchandise, coin, and bullion from United States (1880-'89) .. 76 Interoceanic Railway of Acapulco md Vera Cruz 96 List of books on 196 List of railways in 52 Matamoras and Matehnala Railway 100 Mexican Railway 95 Mexican Central Railway 90 Mexican International Railway 93 Mexican National Railway 91 Mexican Southern Railway 94 Michoacan and Pacific Railway 100 Miles of railway 74 Nautla and San Marco Railway ;... 100 Population of (1888) 74 Puebla and Izucarde Matamoras Railway 100 Railway franchise 95 Railways in Yucatan 101 Report on railways of 52 Sinaloa and Duraugo Railway 100 Sonora Railway 89 Table of railways .- 186 Tehauntepeo Railway 98 Texas, Topolobampo and Pacific Railway (American and Mexican Pacific Railway) - 98 Vera Cruz, Anton Lizardo and Alvarado Railway 100 Michoacan and Pacific Railway - 100 Midland Uruguay Railway 155 Minas Central Railway of Brazil 160 Minas and Rio Railway (Brazil) 160 Mines of Colombia 134 Mining industry of Honduras 109 Mogyanna Railway (Brazil) 160 Movement of passengers, freight, and baggage on railways in Chili (1887) 28 Nauducito and Presidencia Railway (Argentine Republic) 148 Nautla and San Marcas Railway (Mexico) 100 National Central Northern Railway (Argentine Republic) 148 Net earnings railways of Argentine Republic 16 Nicaragua : Areaof (1883) 74 Exports of (1889) 74 Heights in 190 Imports of (1889) 74 Miles of railway 74 Population of (1886) 74 Railways in 113 Table of railways 187 Nin Alberto, report on railways of Uruguay - ---. 80 North and South American Construction Company in Chili 141 Northeastern Railway (Uruguay) 155 Northern Colonies Railway of Santa F6 (Argentine Republic) 148 Northern Railway and Tramway Company (Uruguay) 155 Northern Railway (Uruguay) 154 Northwestern Argentine Railway (Argentine Republic) 148 Oeste de Minas Railway (Brazil) 161 S. Ex. 126— —14 * 210 INDEX. Page. Organization for Intercontinental Railway 172 Pacasmoyo and Magdalena Eailway (Peru) 136 Para and Braganca Railway (Brazil) 160 Paraguay : Area of (1886) 74 Exports of (1889) 74 Imports of (1889) 74 Miles of railway 74 Population of (1886) 74 Railways in 155 Report on railways of 55 Table of railways 187 Paraguay Central Railway, report on 55 Paraguay and Caratiba Railway (Brazil) 160 Patagones Railway (Argentine Republic) 148 Patillos Railway (Chili) 144 Panlo Alfonso Railway (Brazil) 160 Payta and Puira Railway (Peru) 135 Pkru : Annual returns, traffic, and prospects of railways of 59 Area of (1876) 74 Arequipa, Puno and Cuzco Eailway 137 Callao, Lima and Oroya Railway 136 Chimbote, Huarez and Requay Railway 136 Contract with the Grace bond-holders 138 Cost of railway work done and projected 59 Eten and Ferranafe Eailway 136 Exports of (1889) 74 Facilities offered by the Government of, for railway work 60 Geographical features of 134 Ilo and Moquegno Railway 138 Imports of (1889) 74 Inl887-'88 138 Lima railways 137 Lima, Ancon and Chancoy Railway 136 Lima and Magdalena Railway 136 Miles of railway - 74 MoUendo and Arequipa Railway 137 Pacasmoyo and Magdalena Railway 136 Payta and Puira Railway 135 Pimental Railway 135 Pisco and lea Railway 137 Population of (1884) 74 , Railway data furnished by delegation 58 Railways in operation -- 59 Eeport on railways of — 58 Salaverry andTrujillo Eailway 136 Table of railways 187 Peruvian delegation, railway data furnished by 58 Pimental Railway (Peru) 135 Pisco and lea Eailway (Peru) 137 Pisagua Eailway (Chili) 144 Porto Allegre and New Hamburgo Eailways (Brazil) 160 Posados Eailway (Argentine Ee public) 148 Private railway lines in operation in Chili 39 INDEX. 211 Page. Projected railways in Boathem Brazil 161 Puebla and Izacar de Mata Moras Kailway (Mexico) 100 Rail communication between the Three Americas 71 Railway construction in the United States 70 Railway construction in the United States as beariunj upon population, wealth, and development 78 Railway franchise in Mexico 97 Railway gauges 177 Railway projects in Ecuador 134 Railway summary of Venezuela (1889) 129 Railway system of — Argentine Republic 151 Brazil 25 Central America 116 United States 64 Railway lines under contract and survey in Venezuela 128 Railways : Built and owned by Chili 141 In Argentine Republic (table) 180 In Bolivia 140 In Bolivia (table) 131 In Brazil 157-164 In Brazil (table) , 181 In British Guiana (table) 189 In Chili (table) 183 In Colombia 123,124 In Colombia (table) 184 In construction in Venezuela ( 1887) 128 In Costa Rica 115 In Ecuador - - 133 In Ecuador (table) 185 In Guatemala (table) 185 In Honduras l^'^ In Honduras (table) 185 In Mexico (table) 186 In Nicaragua 113 In Nicaragua (table) 187 In operation in Chili .- 28 In operation in Peru - 59 In Paraguay 155 In Peru (table) 187 In process of construction in the Argentine Republic (1889) 17 In Salvador - 109 In Salvador (table) 188 In Uruguay 154 In Uruguay (table) 188 In Venezuela 129 In Venezuela (table) 189 In Yucatan 100 Railways opened to traffic in Venezuela (1887) 128 Railways and steam-ships of southern Brazil - 163 Rates of return on capital in Argentine Republic railways 16 Recife and Carnam Railway (Brazil) 1^0 Recife and Sao Francisco Railway (Brazil ) 1^0 Recife and Sao Francisco Railway extension (Brazil) 160 212 2HBES. Beconqnista Railway (Argentine Hepablic). *.< .. <. 148 Resisten cia and Oran Railway (Argentine Republic ) 148 Rio de Janeiro and Northern Railway (Brazil) 160 Rio de Ouro Railway (Brazil) 160 Routes suggested for Inter-Continental Railway 167-171 San Antonio-Areco Railway (Argentine Republic) 148 San Cristobal and Tacuman Railway (Argentine Republic) 148 San Fernando Railway (Argentine Republic) 148 San Juan to Chumbicha Railway (Argentine Republic) 148 San Juan to Salto Railway (Argentine Republic) ,. 148 San Rafael to 9 de Julio Railway (Argentine Republic) 149 San Paulo Brazilian Railway 161 San Paulo and Rio Janeiro Railway (Brazil) 161 Santa F^ and Cordoba Great Southern Railway (Argentine Republic) 148 Santa Rosa Railway (Argentine Republic) 149 Santa Rosa and Oran Railway (Argentine Republic) 149 Santo Amero Railway (Brazil) .. 161 Santo Antonio de Padua Railway (Brazil) 161 Salaverry and Trujillo Railway (Peru) 136 Salvador : Americans preferred 119 Areaof (1888) 74 Exports of (1889) 74 Imports of (1889) 74 Mesa of 118 MUes of railway 74 Railways in ^ 112 Report on railways of : 61 Population of (1887) 74 Table of railways 188 Wonders of the interior of. 118 Sao Carlos de Pinhaf Railway (Brazil) 161 Silva, Carlos Martinez, report on railways of Colombia 31 Sinaloa and Durango Railway (Mexico) 100 Sobral Railway (Brazil) 161 Sonora Railway (Mexico) 89 Sorocabana Railway (Brazil) 161 South American Commissioner's report on railways of Argentine Republic' 150 South America: Distances in 194 Features of 120 Heights in 191 List of books on 197 Southern Brazilian Rio Grande do sul Railway 161 Starting point Inter-Continental Railway (City of Mexico) 166 Summary of United States railway statistics 71 Surveys, books on 198 Surveys for Inter-Continental Railway 172 Tables : Area Spanish American countries and United States 74 Distances from Church's "Route to Bolivia" 194 Distances given by Cortes " Bolivia" 194 Distances in South America ...194, 195 Distances measured by French expedition 193 Distances, points in the United States to points iu Mexico ...... ...... .... 192 INDEX. 213 P»ge. Tables— Continued. Distances, points in Mexico to points in Central America : 192 Distances, points in Central America to points in South America 193 Exports, Spanish American countries and United States 74 Heights determined by French expedition 190 Heights in Nicaragua 190 Heights in Costa Rica 190 Heights in South America 191 Imports of merchandise into British North America from the United States (1850-^89) 75 Imports of Spanish- American countries and United States 74 Im{>orts and exports of merchandise into and from the United States from and to Mexico, Central America, South America, and West Indies (1821-'89) 75 Imports of merchandise into the United States from British North America (1850-'89) 75 Imports and exports of merchandise, coin, and bullion into and from the United States from and to Mexico (1880-'89) 75 Influence of railways on population, wealth, and production of United States 78 Lines of railway built and owned by Chili 141 Miles of railway in Spanish- American countries and United States 74 Movement of passengers, freight, and baggage on railways in Chili (1887). 79 Net earnings railways of Argentine Republic (1888) 16 Popnlation Spanish- American countries and United States 74 Private railway lines in operation in Chili 29 Railway system of Brazil 25 Railways in Argentine Republic 180 Bolivia 181 Brazil I81 British Guiana I89 Chili 183 Colombia 123-184 Ecuador I85 Guatemala I85 Hondnras 185 Mexico 186 Nicaragua I87 Paraguay I87 Peru 187 Salvador 188 Uruguay 188 Venezuela.- 189 operation in Chili..... 28 process of construction of Argentine Republic (1889) 17 Rate of returns on capital in Argentine Republic railways 16 Taltal Railway (Chili) I44 Toquary and Uruguayana Railway (Brazil) 161 Tongoy Railway (Chili) I44 Topographical features of Bolivia ^ I39 Tehauntepeo Railway (Mexico) 98 Texas, Topolobampo and Pacific Railway (American and Mexican Pacific Railway 98 Thr§.e Americas, raU communication between ,......,.., , 71 214 INDEX. Page. Tinogasta and Andalgala Railway (Argentine Republic) 149 Transportation in Honduras 109 Unaio Valenciana Railway (Brazil) 161 United States: Area of 74 Bearing of railway couBtruction upon population, wealth, and develop- ment of 78 Distances from points in, to points in Mexico 192 Exports of (1889) .' 74 Exports of merchandise, coin, and bullion to Mexico (1880-*89) 76 Freight rates - 66 Grants to railways in 67 Imports of (1889) 74 Imports of merchandise, coin, and bulUcn from Mexico (1880-'89) 76 Imports of merchandise from British North America (1850-'9) 75 Railway construction in 70 Railway system of 64 Report on railways of 62 Summary of railway statistics - 71 Uruguay : Area of (1887) 74 Central Uruguay Railway of Montevideo. 154 Central Uruguay Northern Extension Company 155 Exports of (1889) 74 Imports of (1889) 74 Midland Uruguay Railway 155 Miles of railway 74 North Eastern Railway 155 Northern Railway 155 Northern Railway and Tramway Company 155 Population of (1887) 74 Railways in 154 Report on railways of 8G Table of railways 188 Valente, J. G. do Amaral, report on railways of Brazil 25 Vara8,Emilco C, report on railways of Chili 27 Velarde, Juan Francisco, Chairman of Committee on Railway Communication, letter of 13 Velarde, Juan Francisco, report on railways of Bolivia 19 Venezuela : Areaof(l886) 74 Exports of (1889) 74 Features of 127 Imports of (1889) 74 Miles of railway 74 Population of (1886) 74 Railways in 129 Railways in construction (1887) 128 Railways open to traffic 128 Railway summary (1889) 129 Railways under contract and survey (1887) 128 Report on railways of 81 Table of railways 189 Vera Cruz, Anton Lizardo and Alvarado Rail way (Mexico) 100 INDEX. 215 Page. Villa Maria and Rufino Railway (Argentine Republic) 149 Villa Mercedes and Rioja Railway (Argentine Republic) 149 Western Railway of Buenos Ayres (Argentine Republic) 149 Western Railway of San Paulo (Brazil) 161 Western Railway of Santa F6 (Argentine Republic) 149 Western and Central Colonies of Santa F6 Railway (Argentine Republic) 149 Wonders of the interior of Salvador 118 Z^garra, F. C. C, report on the railways of Peru 58 Zelaya, Jer6nimo, report on the railways of Honduras 49 Zinn, Lieut. Q«orge A.^ letter of transmittal to Messrs. Davis and Carnegie ... 87 61ST Congress, I SENATE. (Ex. Doc. 1st Session. J \ No. 174. MESSAGE FKOM THE PRESIDENT OF THE UNITED STATES, TRAK8MITTING A letter of the Secretary of State and reports of the International Ameri- can Conference touching improved postal and cable communication be- tween the United States and other American States. July 3, 1890. — Read, referred to the Committee on Appropriations, and ordered to be printed. POSTAL AND CABLE COMMUNICATION. To the Senate and House of Representatives : I transmit herewith a letter from the Secretary of State, inclosing the recommendations of the International American Conference for the establishment of improved facilities for postal and cable communication between the United States and the several countries of Central and South America. I can not too strongly urge upon Congress the necessity of giving this subject immediate and favorable consideration, and of making adequate appropriations to carry the recommendations into effect; and in this connection I beg leave to call attention to what was said on the subject in my annual message. The delegates of the seventeen neighboring Republics which have so recently been assembled in Washington, at the invitation of this Government, have expressed their wish and pur- pose to co-operate with the United States in the adoption of measures to improve the means of communication between the several Republics of America. They recognize the necessity of frequent, regular, and rapid steam-ship service, both for the purpose of maintaining friendly intercourse and for the convenience of commerce, and realize that with- out such facilities it is useless to attempt to extend the trade between their ports and ours. Benj. Harrison. Executive Mansion, Wa^hington^ July 2, 1890. Department of State, Washington^ July 2, 1890. To the President : I beg leave to submit to your attention three reports adopted by the International American Conference, recently in session at this capital, demonstrating the necessity of additional means of postal and cable communication between the United States and the ports of Central and South America, and recommending the immediate adoption, by the sev- 2 IMPROVED POSTAL AND CABLE COMMUNICATION. eral GoTernmentsiLterested, of measures to furnish adequate transpor tation facilities for the convenience of passenger travel and trade. The report of the Committee on Communication upon the Gulf of Mexico and the Caribbean Sea presents a series of facts touching the existing means of transportation for submission to the early considera- tion of Congress. It shows that the Republic of Mexico and the Re- publics of Central America, although containing a population and wealth that are but a fraction of our own, and with public revenues that do not compare with those of the United States, are doing more than this Government to maintain a commerce that is of much greater importance and advantage to us than it is to them. They pay as sub- sidies to steam-ships carrying the United States flag the sum of $101,000 annually; while the Government of the United States paid the same vessels but $24,160 during the last fiscal year. The report states that while " the present lines of steamers between the ports of the United States and the countries bordering on the Gulf of Mexico and the Caribbean Sea furnish a tolerable service, an objec- tion is found in the length of time consumed in making the voyages. At present, a letter mailed on the first of the month in St. Louis will not arrive at Colon before the 15th. It requires two days to reach New York, and then, if the steamer sails immediately, the time is reduced to twelve days; but as the steamer sails but three times a month, it is oftener twenty days in making the passage. Freight requires a much longer time, in some cases thirty or thirty-five days. By the establish- ment of faster and more direct lines of steamers, the time could be short- ened at least one-third, and the expense of freight transportation re- duced in a corresponding degree." The report further shows that " trade is no longer done to any extent by correspondence. The buyer and seller must meet each other. Ac- quaintance fosters confidence, and confidence is the foundation of all trade. Wherever foreign merchants have obtained mastery in the markets of Latin America, it has been by sending agents to study the tastes and the wants of the buyers, and to lay before thein samples ol the merchandise they have to sell, and by furnishing prompt and cheap transportation facilities. Commercial travelers from the United States are seldom, if ever, seen in the mercantile cities of the Southern coun- tries, and the buyers for those markets seldom visit the warehouses of the merchants of the United States. This is in a large part attribu- table to the lack of proper means of communication. The merchant of any of these countries can take his state room uijon a swift steamer, and after a comfortable and restful voyage spend a month in examining the manufactures and show-rooms of European countries. He can make the acquaintance of those who are seeking his custom aud establish his credit, and buy whatever he finds suitable for his customers." The report points out many other advantages that might be derived from more rapid and frequent means of communication, not only with the ports of Central America and the Spanish Main, but with those of the west coast of South America also, which has a foreign commerce exceeding $100,000,000 a year. " The distance from the ports of Chili to those of Europe through the Straits of Magellan is nearly 9,000 miles, and the voyage requires more than thirty days; while from Peru and Ecuador the distance and time are much greater. A line of fast steamers from the United States to Colon, in connection with a similar one down the west coast of South America, would bring Val- paraiso within eighteen or twenty days of Chicago and St. Louis. Lon- don could be reached from Valparaiso by way of Kew Orleans or New York in much less time than by the direct voyage through the etraits, IMPEOVED POSTAL AND CABLE COMMUNIGATION. 3 and the journey would be so much more agreeable that the passenger, as well as the freight traffic, would be to a great extent diverted to this way." COMMUNICATION WITH VENEZUELA. The facilities for communication between the United States and the Eepublic of Venezuela, through the enterprise of the managers of the "Ked D" line of steamers, are ample, and the result upon the com- merce between the two countries is very marked. But a few years ago our trade with Venezuela amounted to but $3,300,000 annually ; now it has reached $14,000,000, and comprises nearly one-half of the total foreign commerce of that country. The value of the trade that has been built up by this line of steamers is confirmed by the fact that 10,000 bales of cotton goods were shipped from the United States in 1888, while in 1880 the entire export amounted to but 1,200 bales. It is believed that similar results will follow the establishment of ad- equate means of communication with other Latin- American Kepublics, under conditions which will enable our steamship companies to compete in freight and passenger rates with the liberally subsidized lines of Europe. The report of the Conference well observes that " in view of these facts, and of their proximity, and of the small amount required to fur- nish ample facilities, it seems incredible that the Governments at in- terest have so long delayed the establishment of means of communica- tion. It is doubtful if anywhere upon the globe there exists an equal opportunity for accomplishing commercial results as beneficial to 85,000,- 000 people as could be secured at the small cost involved in establish- ing first-class communication between the ports of these States ; and it is confidently expected that the Governments of the several countries, when their attention is properly directed to this subject, and when the small cost of adequate service is pointed out, will adopt the necessary means to secure it." COMMUNICATION ON THE PACIFIC. The report touching communication ou the Pacific is equally worthy of consideration, and the rapresentatives of the several countries bor- dering upon that ocean present a recommendation for the co-operation of their Governments for the establishment of one or more lines of steamships of the first class, which shall make regular voyages between San Francisco and Valparaiso and the intermediate ports. They pro- pose a direct subsidy not to exceed 30 cents per gross registered ton for each thousand miles traveled, to be paid by each Government in shares proportionate to its population, and to continue for a period of ten years. Proposals for the service are to be invited by the Government of the United States at Washington, and the bids are to be opened in the pres- ence of the representatives of the other nations interested. The amount to be paid by the United States in maintaining such a service would be about 67 per cent, of the whole. COMMUNICATION ON THE ATLANTIC. A similar recommendation is made by the Conference for the estab- lishment of additional means of communication between the United States and the ports of Brazil, Uruguay^ and the Argentine Eepublic. In consideration of the immense magnitude and value of the commerce of those countries, the lines thus recommended are of the greatest im- portance. 4 IMPROVED POSTAL AND CARLE COMMUNICATION. It is proposed that there be established two distinct lines of steam- ships; one for the transportation of mails, passengers, and through freights, touching only at a single port in each country, with vessels of a capacity not less than 5,000 tons, and of a speed not less than 16 knots per hour. The other is to be an auxiliary line of slower (12 knot) ships to touch at the intermediate ports. It is recommended by the Conference that the United States and the Republic of Brazil enter jointly into a contract for the establishment of the auxiliary line, the cost of the service to be equally divided between them. The expense of maintaining the fast line it is proposed to divide between the four Governments, the United States paying 60 per cent,, Brazil 17^ per cent., the Argentine Kepublic 17| per cent., and the Eepublic of Uru- guay 5 per cent.; accepting only steamships constructed in the United States, and awarding contracts after advertisement at Washington for a term of ten years. In order that the recommendations of the Conference may be carried into effect, it will be necessary for Congress to make an appropriation for that puri)ose, and authorize the Postmaster- General to enter into contracts with steamship owners, with the representatives of the other Republics as parties to the agreement. Respectfully submitted. James G. Blaine. RECOMMENDATIONS OF THE INTERNATIONAL AMERICAN CONFERENCE AS TO COMMUNICATION ON THE ATLANTIC OCEAN. First. The Committee on Communication on the Atlantic resolves to recommend to the respective Governments the aiding of one or more lines of steam navigation between ports of the United States and those of Brazil and Rio de la Plata. Second. The companies receiving Government aid shall establish a fast bimonthly service of steam navigation between the ports of the United States, Eio Janeiro, Montevideo, and Buenos Ayres, and the vessels shall have the accommodations and capacity necessary for the transportation of freight and passengers, and shall carry the mails. Third. These steam-ships shall only touch at one port of the inter- mediary countries on the trips to and from Buenos Ayres ; but during the quarantine season they shall only discharge mails and passengers and shall not embark anything subject to infection. In the countries of clearance and ultimate destination, they may touch at two ports. Fourth. The speed of the fast steam-ships shall be at least 16 knots per hour, and they shall be of not less than 5,000 tons, and a time schedule of arrivals at and departures from the ports shall be estab- lished in conformity with the speed required. Fifth. Your committee recommends also an auxiliary line of freight steam-ships, which shall sail twice a month, making not less than 12 knots an hour, and touching at ports of the United States and Brazil. The United States of America and the Republic of Brazil shall pay one-half each of the amounts paid to these vessels, taking into due con- sideration the contract of the existing line with the latter Government. Sixth. The awarding of the contract with the steam-ship companies shall take place in the city of New York, bids being solicited of the companies by advertisement in at least five daily newspapers having IMPROVED POSTAL AND CABLE COMMUNICATION. 5 the largest circulation in eath contracting country. The advertise- ment shall designate a time within which proposals may be presented, which time shall not be less than ninety days. The bids are to be opened in the presence of the representatives appointed for this pur- pose by the Governments interested. Seventh. Bidders must state the tonnage of the vessels, in accord- ance with article four, and the amount of Government aid required, calculating the latter at the rate per ton for every 1,000 miles, and also the amount of payment for the round trip. Eighth. The Governments reserve the right to reject all bids if, in their judgment, they should be excessive. Ninth. The states shall have the right to impose their flag and reg- ister upon the vessels to a number proportionate to the percentage of the aid they pay. In that case it is understood that the quota of each nation shall be paid directly to the vessel or vessels carrying its flag. In case of war each state may use as transports and arm as cruisers, upon payment therefor, the vessels carrying its flag. Tenth. The vessels receiving Government aid, whatever flag they may carry, shall enjoy in the ports of the contracting Governments all the rights and privileges accorded to national vessels for the sole pur- pose of international commerce, but not including rights to coastwise trade. Eleventh. The contracting Governments shall contribute aid to the fast line in the following proportion : Per cent. The United States 60 The Argentine Eepublic 17^ Brazil 17* Republic of Uruguay 5 Twelfth. The contracting states shall accept only vessels constructed in the United States, in consideration of the higher aid paid by that Government. Thirteenth. The term of the contract shall be ten years. Fourteenth. The Committee recommends to the Governments inter- ested the encouragement of direct cable lines to connect the countries represented in said Committee with regular service and equitable rates. Fifteenth. The Republics of Bolivia and of Paraguay hereby agree to the plan of the Committee, and will contribute to the payment on condition that the companies agree to establish subsidiary lines of river navigation that shall reach their ports. II. BEPOBT OF THE COMMITTEE ON COMMUNICATION ON THE PACIFIC OCEAN AS SUBMITTED TO THE INTEBNATIONAL AMEBICAN CONFEB- ENCE. The Committee on Communication on the Pacific has the honor to propose that it be recommended to the Governments represented in the Conference and whose territories border on the Pacific Ocean, with ref- erence to transportation companies: First. That the nations lying along the western coast of the Ameri- can continent, and represented in this Conference, agree to subsidiz one or more lines of steam-ships of the first class, which shall make reg- ular voyages between the port of San Francisco, in the State of Cali- fornia, United States of America, and that of Yalparaisp, in theEepub- 6 IMPROVED POSTAL AND CABLE COMMUNICATION. lie of Chili, and the iutermediate ports. Said vessels shall make bi" monthly round trips, at least, to each port ; shall be of not less than 4,000 tons capacity, with triple expansion engines of not less than 3,500 indicated horse-power, and a minimum speed of 15 knots per hour. The vessels so employed shall be suitably constructed for the transportation of passengers as well as freight, and first class in every respect, with all modern improvements. Second. That the companies or individuals owning said vessels shall transport both passengers and freight thereon between all the ports of said coast which can be safely visited; and that they shall not enter directly or indirectly into any arrangement or combination with any other company or individual to increase the rate of passage or freight by sea or land, and no preference shall be given one ship over another. Third. That the nations named shall pay annually, directly to the company, companies, or individual owners of said lines, as a compensa- tion for the services rendered them and in the terms and under the con- ditions established, a subsidy, the total amount of which shall not ex- ceed thirty cents per gross registered ton of said vessels, for each 1,000 miles sailed, outward and homeward. Fourth. That the subsidy provided for in the preceding article shall be distributed among the subscribing nations in proportion to their pop- ulation, as determined by their last census, and in default of such data, by the most reliable official sources. As an approximate proportion the following figures are indicated : United States... $65,000,000 Mexico 12,000,000 Guatemala 1,300,000 Salvador 750,000 Honduras ,, 500,000 Costa Rica 250,000 Nicaragua 500,000 Colombia 4,000,000 Ecuador 1,000,000 Peru 3,000,000 Bolivia 2,500,000 Chili , 3,000,000 93, 800, 000 Fifth. That the bids shall be presented in Washington, before the Federal Government of the United States ; and the proposals therefor shall be published in not less than three daily newspapers among those having the largest circulation, and also in each of the countries contrib- uting to said subsidy. The advertisement shall describe the service required; the frequency of the proposed voyages; the dimensions, speed, and conditions of said vessels and such other details as the sub- scribing nations may deem proper to enumerate. The period of one hundred and twenty days shall be allowed for the presentation of bids, and the same shall be opened in the presence of the representatives of said nations, authorized to this effect ; the bidders shall conform to the rules prescribed by said representatives, who shall have the right to accept or reject the bids which may be offered. Sixth. That the vessels of the subsidized line or lines shall register in the merchant marine of the countries i^eferred to in these recommenda- tions, whenever the Government interested shall require it, in propor- tion to the quota of subsidy paid by each. Seventh. That in the event of war between one or more of the coun- tries subscribing to the subsidy with any of the nations represented in the Conference, the vessels of said line registered in such merchant IMPROVED POSTAL AND CABLE COMMUNICATION. 7 marine shall register under the remaining countries, in the proportion indicated, until a state of peace shall be established. Eighth. That whatever be the flag of the subsidized vessels they shall enjoy in the ports of the contracting Governments, in all that pertains to international commerce, the rights and privileges of national vessels, including the coasting trade in those countries in which it is or may hereafter be declared free. Ninth. That this convention shall last ten years, at the expiration of which it shall be considered extended ten years, provided that twelve months before the expiration of said period formal notification of its dissolution shall not have been given. &uch dissolution may be partial; and in such event the nation or nations separating shall be exempt from the payment of said subsidy. TELEGRAPHIC COMMUNICATION. The committee on communication on the Pacific has the honor to propose that it be recommended to the Governments represented in the Conference and whose countries border on the Pacific Ocean, with re- spect to telegraphic communication : First. That government aid be given to the company which shall con- nect the principal ports of the nations bordering on the Pacific by means of a submarine telegraphic cable, whose termini shall be, for the pres- ent, the port of San Francisco, in the United States of America, and that of Valparaiso, in Chili; takingasabasisfor the purpose of determin- ing the total amount of aid that the cost of transmission for each word shall be less than the minimum amount now charged by the existing companies, at whatever distance the city or locality to which the cable- gram is addressed may be situated. Second. That the total amount of aid agreed upon shall be paid by the Governments interested, in the proportion established for the pay- ment of the aid to the steam-ship transportation companies ; proceed- ing, with respect to the presentation and acceptance of bids, in accord- ance with the fifth article of its report on communications on the Pacific. POSTAL COMMUNICATION. The committee on communication on the Pacific has the honor to propose that it be recommended to the Governments represented in the Conference, and whose countries border on the Pacific Ocean, with re- spect to postal communication : That the Governments with which this committee is concerned, and all of which have accepted the convention entered into in Paris on the 1st of January, 1878, for a " Universal Postal Union," adopt the con- ventions as to postal drafts and as to the exchange of postal money- orders, respectively entered into, at the said city of Paris, on the 4th of June, 1878, and 3d of November, 1880 ; or, that they enter into special conventions, having the same ends in view. RECOMMENDATIONS AS ADOPTED. "The International American Conference resolves: To recommend to the Governments of the countries bordering on the Pacific Ocean to promote among themselves maritime, telegraphic, and postal commu- nications, taking into consideration, as far as compatible with their own interests, the propositions formulated in the report of the commit- tee on communication on the Pacific." IMPROVED POSTAL AND CABLE COMMUNICATION. III. REPORT ON COMMUNICATION ON THE GULF OF MEXICO AND THE CARIBBEAN SEA. The President of the International American Conference : The committee appointed to consider and report upon the best means of extending and improving the facilities for commercial, postal, and telegraph coramuuicatioLi between the several countries represented in this Conference that border upon the Gulf of Mexico and the Caribbean Sea has the honor to submit to the Conference the following report : TELEGRAPHIC COMMUNICATION. Telegraphic communication is carried on between the different coun- tries by means of lines which connect the- principal cities of the several countries. It seems that the service meets all requirements, and is to be considered satisfactory. Cable communication is carried on by means of two lines between the United States and the republics of the south. One of them con- nects (ralvestou, Tex., with Mexico, Guatemala, Salvador, Nicaragua, Costa Eiica, and the countries on the west coast of South America. The other goes from Tampa, Fla., to Havana, round the south coast of Cuba to Kingston, Jamaica, and from there to Ponce de Leon, Porto Eico ; thence by way of the Windward Islands to Trinidad, and across to the coast off Venezuela. The rates charged by both of these com- panies make it impracticable to do much business over their lines, and all but the most imperative messages are reserved for the mails. We recommend that steps be taken to secure a moderate scale of charges over the present cable lines, and in the event that this can not be accomplished, would suggest the necessity of granting charters to one or more independent cable companies under the auspices of the several governments representing the countries at interest; the said companies to be incorporated with provisions that cable tolls shall in no case exceed reasonable maximum rates to be fixed in their charters. We further recommend that larger systems may be used as far as pos- sible. Short single sections between two isolated points can never pay. It is nearly as ex pensive to maintain a short as a long circuit, and with a system of several cables the only additional expense is the salaries of the staff of operators at the stations. POSTAL COMMUNICATIONS. Postal communication between the United States and the countries bordering on the Gulf of Mexico and the Caribbean Sea is governed by the provisions of tlie Universal Postal Union, and is carried on by sev- eral lines of steam-ships, which sail more or less frequently, and carry the mails under the direction of the post-ofiBce authorities of the re- spective governments. A statement from the Post-Office Department, hereto attached, will show the number and character of these lines, the amount of mail transported, and the compensation paid by the United States Govern- ment during the fiscal year ending June 30, 1889. IMPKOVED POSTAL AND CABLE COMMUNICATION. 9 OOMMUNIOATION WITH HAYTI. The facilities for commercial and postal communications between the United States and Hayti are fair, being furnished by the Olyde Steam- ship Company, whose steamers sail under the United States flag. VENEZUELA. The facilities for communication with Yenezuela are good, through the enterprise of the managers of the " Red D " line of steamers, run- ning between New York and the ports of that country. During the last few months this company has added to its fleet three fine new steamers equipped with modern improvements, namely, the Venezuela^ of 2,800 tons, the Caracas, of 2,600 tons, and the Maracaibo, of 1,260 tons. This line was established by Messrs. Boulton, Bliss & Dallet, of New York, as a necessity to transport the merchandise of that firm. For many years they employed sailing vessels alone, but in 1879 it was decided to substitute steam for sail, and three German steamers were chartered until vessels could be built especially for the trade. All of the steamers are provided with accommodations for passengers and modern improvements for safety, convenience, and comfort. The main line runs from New York to the Island of Ourayoa, from there to Puerto Cabello, and thence to La Guayra, in Venezuela, with a branch line to Maracaibo. Steamers now leave New York every ten days, but it is desired that the service be increased to four sailings per month. The effect of the establishment of this line of steamers upon the trade of the United States and Venezuela has been very great. But a few years ago the commerce with that Republic was only $3,300,000 ; now it amounts to about $14,000,000aud comprises nearly one-half the total for- eign trade of that country. The value of the trade that has been built up by this line of steamers is confirmed by the fact that 10,000 bales of cot- ton goods were shipped from the United States to that country in 1888, while in 1880 but 1,200 bales were shipped. There is also a line of steamers sailing once a month from New York to Ciudad Bolivar, on the Orinoco River. COLOMBIA. The commerical and postal communications between the United States and the Republic of Colombia are furnished by the Pacific Mail Steam- ship Company, which sails three times a month from New York to Colon (Aspinwall), the average length of the voyage being from eight to nine days. The Pacific Mail steamers carry mail not only for Co- lombia, but for the west coast of Central and South America, making connection at Panama with the various lines of steamers on that coast. The Pacific Mail steamers sail under the United States flag. The mail for Savanilla and Cartagena is carried by the Atlas Line of steamers, sailing under the British flag, twice a month, the average length of the voyage being thirteen days. Both of these lines would give a more satisfactory service if the sailings were increased to one per week. There is also another line, under the Spanish flag, which sails between New York, Cuba, Venezuela, aid the United States of Colombia, and is said to receive from the Spauish Government a subsidy of $243,687.60. These three lines furnish six sailings a month between New York and the ports of Colombia. 10 IMPROVED POSTAL ANI> CABLE COMMUNICATION." CENTRAL AMERICA. The mails to Central America are carried either by the Pacific Mail and the Atlas steamers or by the small lines sailing from New Orleans, and, while they are rendering as good service as is practicable under present conditions, it is very desirable that the facilities shall be in- creased in order that better service may be secured. MEXICO. steam-ship communication between the Gulf ports of the United States and Mexico is limited to the Morgan Line between New Orteans and Vera Cruz — average time three and one-half days, sailing twice a month. By reason of railway communication between the two coun- tries they are not dependent upon steam-ships for mail, passenger, or freight service. Their rapidly increasing commerce, as the result of railroad connection, is an evidence of the benefits that will arise from the establishment of proper communication between other countries. It will be observed from the study of the annexed report of the United States Post-Office Department that the earnings of all these lines of steamers are derived almost exclusively from the intercourse and trade that these countries maintain with the United States. Very little could be derived from the commerce between the several nations on the Gulf of Mexico and the Caribbean Sea outside of the United States. This is due to a great extent, if not wholly, to the fact that none of these countries are engaged in manufacturing. They all produce similar raw products and their importations are composed of similar merchandise. Manufactured cotton goods, machinery, and provisions compose the bulk of the imports of these countries from the United States, and in their turn they export to the same markets of the United States the same raw materials and tropical fruits. Consequently there is no reason for active trade between the Central American States, and no direct lines between them could be successfully maintained unless they were extended to the United States. They are now in communication by coasting steamers, which almost all of these countries have estab- lished, ana which call periodically at their ports. We consider, there- fore, in view of actual conditions, that we shall have to accept the existing service as the only one that is practicable at jDresent. THE PRESENT SERVICE. While the present lines of steamers between the ports of the United States and those of the countries bordering on the Gulf of Mexico and the Caribbean Sea furnish a tolerable service, an objection is found in the length of time consumed in making the voyages 5 and as much could be gained by the establishment of faster lines of steamers or the sub- stitution of faster steamers for the slow ones now on the existing lines, we recommend that the number of sailings be increased and that the rate of speed be heightened so that the round trips, or at least that the home voyages, to the ports of the United States be made in the shortest possible time, in order that perishable freights may be preserved. At present a letter mailed on the 1st of the month in St. Louis will not arrive at Colon before the 15th. It requires two days to reach New York and then, if the steamer sails immediately, the tune is reduced to twelve days ; but, as the sailings are only three a month, it is oftener twenty days in making the passage, and freight requires a much longer IMPROVED POSTAL AND CABLE COMMUNICATION. 11 time, in some cases thirty or thirty-five days. By the establishment of faster and more direct lines of steamers time could be shortened at least one-third and the expense of freight transportation reduced in a cor- responding degree. THE REASON BUYERS PURCHASE IN EUROPE. But trade is no longer done to any extent by correspondence. The buyer and seller must meet each other. Acquaintance fosters confi- dence, and confidence is the foundation of all trade. Wherever foreign merchants have obtained mastery in the markets of Latin America it has been by sending agents to study the tastes and the wants of the buyers and to lay before them samples of the merchandise they liave to sell and by furnishing prompt and cheap transportation facilities. Ooiti- mercial travelers from the TJnited States are seldom, if ever, seen in the mercantile cities of the southern countries, and the buyers for those markets seldom visit the warehouses of the merchants of the United States. This is in a large part attributable to the lack of proper means of communication. The merchant of any of these countries can take his state-room upon a swift steamer and after a comfortable and restful voyage spend a month In examining the manufactures and show-rooms of European countries. He can make the acquaintance of those who are seeking his custom and establish his credit and buy whatever he finds suitable for his customers. It will doubtless be several years before quick lines of communication would become self-supporting ; and in order to induce capitalists to in- vest their means in such enterprises they must be assured of certain assistance for a term of years. SOUTH AMERICAN CONNECTIONS. It is impossible to estimate the increase of trade that such facilities for communication and transportation would at once bring to the Amer- ican republics. The purchasing power of the countries of Central America and the Spanish Main is not alone to be considered, but the west coast of South America has a commerce far above $100,000,000 a year. The distance from the ports of Chili to those of Europe through the Straits of Magellan is nearly 9,000 miles and the voyage requires more than thirty days, while from Peru and Ecuador the dis- tance is much greater. A line of last steamers from the United States to Colon, in connection with a similar one down the w-est coast of South America, would bring Valparaiso within eighteen or twenty days of Chicago and St. Louis. London could be reached from Valparaiso by way of New Orleans or New York in much less time than by the direct voyage through the Straits, and the journey would be so much more agreeable that the passenger, as well as the freight traffic, would be to a great extent diverted in this way. SUBSIDIES PAID BY OUR NEIGHBORS. From official data before the committee it is plain that the countries bordering on the Gulf of Mexico and the Caribbean Sea appreciate the necessity for direct and quick communication with foreign ports, and for its control in the interest alike of their producers and consumers, and they indicate in their public policies and general convictions that gov^riimeiital assistance, whether in the form of mail contracts or othey- 12 IMPROVED POSTAL AND CABLK COMMUNICATION. wise, is essential to the service demanded by public interests. Mexico pays the Pacific Mail Steam-ship Company for the western coast serv- ice $30,000 yearly ; Guatemala, $24,000 ; Salvador, $24,000 ; Nicaragua, $6,000 5 Honduras, $5,000, and Costa Eica. $12,000, in the form of postal compensation. PLAN FOR FAST SERYIOE FROM TAMPA. Plans have been discussed by capitalists in this country for the es- tablishment of a direct and rapid steamship service between Tampa, Fla., and Mobile, Ala., and the ports of Colon, Port Limon (Costa Eica), and Greytown, ISIicaragua. The town of Tampa is situated on the west coast of Florida, 666 miles from Havana and 1,200 miles from Colon, by the measurement of the United States Navy Department. It has a safe and commodious harbor, sufficient to float the largest ships, and without bar or other obstruction at its entrance. The natural advan- tages of this port have been supplemented by the construction of wharves, docks, hotels, and driveways, and freight can be transported from the railroad cars to the ships at the minimum of time and ex- pense. The Government of the United States has already established a fast railway mail service between New England, New York, and Pennsyl- vania, and Tam])a, to connect them with the Havana steamers, making the distance from New York City in thirty-six hours, and touching the principal cities of the Atlantic coast, where mails from the West are col- lected, as the trains pass daily. The distance from Chicago, St. Louis, Cincinnati, and other great cities of the West to Tampa is about the same as that from New York to Tampa and from those cities to New York, and the railway connections are such that a letter from Chicago via Tampa to ports of the Caribbean Sea would have the same advan- tage of speed and transportation as a letter from New York, and freight from the Western cities for such port would be carried by rail to Tampa as quickly and as cheaply as to New York. ADYANTAaES FOR WESTERN CITIES. The distance from Tampa to Colon, taking that port as an illustration, both as to time and mileage, is much less than from New York, the time being five and a half days, while the steamers at present in use between New York and Colon make the journey in eight to nine days. It could not be expected that the exporters of New York would avail themselves of this advantage of time in the shipment of heavy merchandise, for the cost would be much greater if sent part way by rail, but for mail and passengers it would be found very convenient; while the mer- chants and the manufacturers of Cleveland, Cincinnati, Chicago, St. Louis, and other cities of the West, who produce most of the articles shipped to South America, would not only be able to place their mer- chandise upon the docks of Tampa in the same time and at the same cost that is required to deliver it in New York, but with much greater convenience and less cost, so far as wharfage and handling at the ter- minal points are concerned. The same holds true of merchandise imported into the United States from the southern republics for consumption in the Southern and Western States. The merchants of Chicago, some months ago, sent to the president of thi,i Conference a memorial for the establishment of eteam-ship facilities at Tampa, which is in accordance \^ith the forego- IMPROVED POSTAL AND CABLE COMMUNICATION. 13 ing facts. The merchants and manufacturers of the southern portion of the United States would derive great benefit by the establishment of the proposed line, and the rapidly developing industries from that section seem to be entitled to special consideration. At the same time, in addition to the advantages already pointed out, all those engaged in trade between the United States and the countries bordering on the Gulf of Mexico, the Caribbean Sea, and the Pacific Ocean would enjoy the great benefits of competition. With properly constructed steamers, the proposed line would be of incalculable service to those engaged in the shipment of fruit and other perishable articles, which suffer severely from long voyages and bad weather at sea A very large portion of the fruit coming to the United States from Central and South America is consumed in the Southern and Western cities of the United States, and the same is true of coffee, hides, and other merchandise, while the principal articles of export from the United States come mainly from the same cities ; the flour from Eichraond and Minneapolis, provisions from Chicago, refined petroleum from Cleveland, and furniture from Grand Rapids, while Georgia and the Carolinas, as well as other Southern States, are largely interested in the shipment of cotton goods. IMPROYBD MAIL AND PASSENGER FACILITIES. But the greatest advantage to be derived from such a line would be the improvement in mail and passenger transportation between the United States and the ports east, west, and south of Colon, the time from New York to the latter port being shortened to five and a half days or six days, if, as suggested, the proposed steamers make a devia- tion from a direct line from Tampa to Port Limon and Greytown. The voyage from Tampa to Colon, 1,200 miles, would be made by fast steam- ers in less than five days, and by rapid railway trains either New York or Chicago could be reached from the latter port in six and a half days. Such an improvement upon present facilities for travel is worthy of the careful consideration of the delegates to this Conference and of the governments they represent. The plan above suggested for a line of steamers from Tampa to Colon proposes that the steamers, if established, shall visit the city of Mobile regularly to deliver and receive freight after having landed their mail, passengers, and freight at Tampa. PROPOSED LINE FROM NEW ORLEANS. There are also many considerations in favor of New Orleans as an outport. The geographical position of New Orleans at the mouth of the Mississippi makes it the natural outlet not only to Central and South America, but to other ports of the world, for the products of the great valley this river drains, which constitute the bulk of the exportable commodities of the United States. The breadstuffs, the provisions, the agricultural machinery and implements, the furniture and petroleum, and the centers of their production are all within convenient distance of water transportation. In many instances the construction of rival railway lines has diverted commerce from natural to artificial channels, but the difference in distance from Chicago and St. Louis to the ports of the Gulf and the Caribbean Sea via New Orleans is so great as to offer advantages over New York as an outport that could_ not be over- looked if proper steam- ship facilities to these ports were furnished. 14 IMPROVED POSTAL AND CABLE COMMUNICATION. There are already several lines of steam-ships of a comparatively in- significant tonnage between Kew Orleans and the Central American ports. They represent a growing sentiment and a growing sympathy which should be encouraged and fostered by the several Governments interested. These steam-ships have already done much to increase the exports as well as the imports of New Orleans, but they have been es- tablished and sustained by private enterprise, the assistance given them by the United States Government having been so small as to be unworthy of consideration compared with the aid extended them by some of the Spanish- American Governments. It has been maintained before the committee that the portion of the United States most interested in the development of direct traffic between New Orleans and the ports of the Gulf and the Caribbean Sea is that which suffers most from overproduction, and has until now been the least interested in the expansion of foreign trade. NATURAL GEOGBAPHICAL ADVANTAGES. New Orleans is the terminus of six trunk lines of railway and of 20,000 miles of river navigation. It is the largest port of entry in the South. Its imports during the last fiscal year amounted to $15,400,000. Of that sum $10,400,000 was composed of five articles, all of which came from Central and South America, namely, coffee, sugar, fruit, hemp, and india-rubber. As before stated, the Central American countries already pay a good. deal to maintain the existing transportation facilities on the western coast of the continent. Mexico, Guatemala, Honduras, Nicaragua, Costa Eica, the Eepublics of Colombia, and of Venezuela bordering upon the Gulf of Mexico and the Caribbean Sea, can be reached by moderately fast steamers from Tampa, Pensacola, Mobile, New Orleans, or Galveston in from three to five days. These countries contain a population of 20,000,000 people, while the population of the United States approximates 65,000,000. It would be difficult to overestimate the benefits that would accrue to all of these States from prompt, regular, and economical means of mail, passenger, and freight transportation. In view of these facts aud of their proximity and of the small amount required to furnish ample facilities, it seems incredible that the Govern- ments at interest have so long delayed the establishment of such facili- ties. It is doubtful if anywhere upon the globe there exists an equal opportunity for accomplishing commercial results as beneficial to 85,000,000 people as could be secured at the small cost involved in es- tablishing first-class communication between the ports of these States, and it is confidently expected that the Governments of the several countries named, when attention is properly directed to this subject aud when the small cost of adequate service is pointed out, will adopt the necessary measures to secure it. Experience demonstrates with refer- ence to transportation facilities : First. That they should be frequent, rapid, regular, and economical. Second. That they should be under the control of or friendly to the interests which they are supposed to serve. And, as before stated, the policy of many of the Governments inter- ested shows that government assistance for the new lines contemplated is regarded as essential from the fact that it requires several years be- fore speedy lines of communication become self-sustaining. IMPEOVEl) POSTAL AND CABLE COMMUNICATION. 15 EECOMMENDATIONS AS ADOPTED. In view of the proximity of all the ports of the Galf of Mexico and the Caribbean Sea, the advantages that would accrue from increased social, commercial, and international intercourse, their dependence upon proper communication, the improbability that this will be established by unaided private enterprise, the duty of Governmenfcs to promote public welfare, the small public expenditures required to secure adequate mail, passen- ger, aud freight facilities, and the necessity for their control by the coun- tries whose interests they should subserve, the International American Conference recommends to all the nations bordering upon these waters the granting of Government aid in the establishment of first-class steam- ship service between their several ports upon such terms as they may mutually agree upon with reference (a) to the service required, (b) the aid it is necessary to extend, (c) the facilities it will severally afford them, (<^) the basis upon which they are to contribute, (e) the amount that each is to pay, (/) the forms of agreement between the several Governments and the nature of contracts with steam-ship companies necessary to the successful execution of a general plan for such service. Appendix A. statement sTiotving the means of communication hetiveen the ports of the United States and those of the east coast of Mexico, Central America, Colombia, Venezuela, Hayti, and Brazil, the time required by each line of steamers, the frequency of sailings, the sums of money paid annually to each line for transportation, and the amount of mail transported during the fiscal years ended June 30, 1888, and June 30, 1889. [Foreign lines are marked vrlth an asterisk (*).J 1. TO MEXICO. a. New York and Cuba Mail. New York to Vera Cruz (via Havana, Progreso, and some- times Frontera and Campeche) — Average time, ten days ; four times a month : Amount paid daring fiscal year ending June 30, 1889, |1, 138.97. Amount of mail transported, 1889, 4,652 pounds; 1888, 2,933 pounds; increase, 1,714 pounds. b, Morgan Line, Neto Orleans to Vera Cruz. — Average time, three and one-half days ; twice a month: Amount paid during fiscal year ended June 30, 1889, $77.05. Amount of mail transported 1889, 94 pounds; ia88, 58 pounds; increase, 36 pounds. 0. Thebaud Line,* New York to Progreso. — Average time nofc known ; sailing irregular ; about once a month : Amount paid during fiscal year ended June 30, 1889, .$15..35. Amount of mail transported 1888, 216 pounds; 1889, 160 pounds; decrease, 56 pounds. {d) Neio York and Yucatan Line,* Netv York to Progreso. — Average time not known; sailing irregular; about once a month: Amount paid during fiscal year ended June 30, 1889, $2.73. Amount of mail transported, 1888, 55 pounds ; 18d9, 44 pounds ; decreasOj 11 pounds. (e) Spanish Transatlantic,* New York to Vera Cruz (via Progreso). — Average time, ten days ; twice a month : Amouut paid during fiscal year ended June 30, 1889, $28.96. This line was not used in 1888 ; amount of mail conveyed in 1889, 466 pounds. RECAPITULATION. To Mexico, five lines ; about ten sailings a month. Total amount paid during fiscal year ended June 30, 1889, $1,263.06. Total amount of mail carried in 1689, 5,416 pounds. Increase over 1888, 2,149 pounds. 17 16 IMPROVED POSTAL AND CABLE COMMUNICATION. 1. TO CENTKAL AMERICA. [a] Boyal Mail, Nexv Orleans to Puerto Cortez (via Belize and Livingston). — Average time, six days ; five times a montli. Amount paid during fiscal year ended June 30, 1889, .|3,926.91. Amount of mail transported in 1889, 19,030 pounds; 1888, 18,596 pounds; increase, 434 pounds. (Z)) Morgan TAne, New Orleans to Bocas del Toro. — Average time not known ; twice a month. New Orleans to Bluefield. — Average time, six days; twice a month. Amount paid during fiscal year ended Jhub 30, 1889, $725.16. Amount of mail transported, 1889, 2,925 pounds ; 1888, 1,891 pounds ; increase, 1,061 pounds. (c) Oteri's Pioneer Line, New Orleans to Truxillo (also to Ceiba, Euatan, and Utilla). — Average time, four days ; four times a month : Amount paid during fiscal j^ear ended June 30, 1889, $628.71. Anionntof mail transported, 1889, 3,544 pounds ; 1888, 2,078 pound?; increase, 1,465 pounds. (d) Honduras and Central American line.* New Yorlc to Greytown (via Kingston, Jamaica). — Average time, seven days; twice a nicnth : Amount paid during fiscal year ended June 30, 1889, $390.12. This lino was not used in 1888. Amount of mail conveyed in 1889, 5,713 pounds. (e) Atlas Line* New Yorlc to Port Limon ("via Kingston and Colon). — Average time not known ; three times a month : (see also under ;>, Coiouibia) : (/) Costa Rica and Honduras Line,* New Orleans to Port Limon. — Average time, seven days ; three times a month : Amount paid during fiscal year ended June 30, 1889, $602.62. Amount of mail transported, 1889, 8,160 pounds; 18o8, 4,790 pounds; increase, 3,370 pounds. {g) New Orleans and Central American Line,* New Orleans to Truxillo. — Average time, four days ; twice a month : Amount paid during fiscal year ended June 30, 1889, $50.15. Amount of mail transported, 1889, 637 pounds; 1888, 221 pounds; increase, 416 pounds. RECAPITUIATION. To Central America, seven lines ; about twenty-three sailings a month. Total amount paid during fiscal year ended June 30, 1889, $6,322.67. Total amount of mail carried in 1889,40,009 pounds; increase over 1838, 12,460 pounds. 3. TO COLOMBIA. (a) Pacific Mail Steamship Company, New York to Colon. — Average time, eight days ; three times a month : Amount paid during fiscal year ended June 30, 1839, $21,160.84. Amount of mail transported, 1889, 148,630 pounds; 1888, 116,408 pounds; increase, 32,222 pounds. (b) Atlas Line,* Neio York to Savanilla (via Colon and Cartagena). — Average time, thirteen days ; three times a month : Amount paid during fiscal year ended June 30, 1889, $2,140.79. Amount of mail transported in 1888, 27,336 pounds ; in 1889, 26,932 ; decrease, 404 pounds. (c) Spanish Transatlantic,* Neio York to Sat^anilla (via Santiago, Cuba). — Average time, thirteen days; once a month: Not used during fiscal year ended June 30, 1889. RECAPITULATION. To Colombia, three lines; about seven sailings a month. Total amount paid during fiscal year ended June 30, 1889, $26,301.63. Total amount of mail transported in 1889, 175,562 pounds ; increase over 1888, 31,818 pounds. 4. TO VENEZUELA. (a) Bed "i>" Line, New York to Laauaura (via. Curacoa) ; bianch line to Maracaibo. — Average time ten days; three times a mouth : Amount paid during fiscal year ended June 30, 1889, $5,733.81. Amount of mail transported, 1889, 27,775 poinds; 1888, 23,773 pounds; increase, 1,002 pounds. IMPROVED POSTAL AND CABLE COMMUNICATION. 17 (6) Thebaud Line* Nmv York to Ciudad Bolivar. — Average time eleven days; once a month : Amount paid during fiscal year ended Juno 30, 1889, $40.47. Amount of mail transported 1889, 806 pounds ; 1888, 554 pounds ; increase, 252 pounds. RECAPITULATION. To Venezuela, two lines ; four sailings a month. Total amount paid during liscul year ended Juno 20,1889, |5,774.55. Total amount of mail transported in 1889, 28,581 pounds ; increase over 1888, 1,254 pounds. 5. TO HAYTI. (a) Clyde Line, New Yorlc to Cape Hayti. — Average time, seven days ; once a month : Total amount paid during fiscal year ended June 30, 1889, |1, 614.70. Amount of mail transported in 1888, 5,955 pounds; in 1889, 1,388 pounds ; decrease, 4,567 pounds. (6) Atlas Line, Netv Yorlc to Fort au Prince. — Average time, seven days ; tnree times a month : Neio YorTc to Jacmel and Aux Cays (via Kingston, Jamaica). — Average time not known: twice a month. Amount paid during fiscal year ended June 30, 1889, $2,140.79. Amount of mail transported, 1889, 8,800 pounds ; 1888, 4,639 pounds ; increase, 3,161 pounds. During the fiscal year ended June 30, 1889, there were irregular sailings from New York to Hayti by various other steamers, to which was paid the total sum of $148.64, and which conveyed 799 pounds of mail. RECAPITULATI ON. To Hayti, two Lines ; six sailings a month. Total amount paid during fiscal year ended June 30, 1889, $3,904.13. Total amount of mail transported in 1889, 28,329 pounds. 6. TO BRAZIL. (a) United States and Brazil Steamshij) Company, Newport Neios to Bio de Janeiro and Santos. — Average time to Kio de Janeiro, twenty-four days ; once a month : Amount paid during fiscal year ended June "30, 1889, $13,722.90. Amount of mail transported, 1889, 69,648 pounds ; 1888, 68,240 pounds ; increase, 1,408 pounds. (&) Bed Cross Line :* New York to Para, Ccara, and Pernambuco — Average time not known ; about once a month. Amount paid during fiscal year ended June 30, 1889, $110.47. Amount of mail transported, 1888, 2,190 pounds; 1889, 1,216 pounds; decrease, 974 pounds. (c) Booth Line, New York to Para, Maranham, Gear a, Manaos. — Average time not known; about once a month. Amount paid during fiscal year ended June 30, 1889, $165.70. Amount of mail transported in 1889, 1,511 pounds; 1888, 1,004 pounds; increaue, 507 pounds. (d) Slomari's Line, * Baltimore to liio de Jatieiro. — Average time not known ; about once a month : Amount paid during fiscal year ended June 30, 1889, $643.45. Not used in 1888; amount of mail convoyed in 1889, 10,257 pounds. RECAPITULATION. To Brazil, four lines; about four sailings a month. Total amount i)aid during fiscal year ended June 30, 1889, $14,642.52 Total amount of mail transported in 1839, 82,632 pounds. N. B. — Mails for Uruguay, tbo Argentine ]lopul)1ic, and Paraguay are conveyed by the above lines to Eio de Janeiro and thence to Montevideo and Buenos Ayres by steamers of foreign lines. There are occasional sailings from New York for Montevideo and Buenos Ayres di- rect, but they are so rare and occur at such irregular intervals as to be practically of no value to the mail service. Nothing is Icnown at this office regarding the number and character of the steamers emiiloyed on any of the above lines, nor as to their accommodations for passengers. 9. Ex. 174 — -^ 18 IMPROVED POSTAL AND CABLE COMMUNICATION. Appendix B. Special report on Colombia submitted to the committee by the Delegate, Mr Climaoo Cal- derdn. Hon. Manuel Arag6n, Chairman of the Committee on Communication on the Gulf of Mexico and the Caribbean Sea : Sir: I have the honor to i)resent to the comrtittee of the International American Conference of which you are chairman the following information relative to Colombia, requested by you in your note dated the 23d of last December. At the same time 1 beg to submit to the consideration of the committee some observations which I deem necessary for the proper understanding aud appreciation of said information. The maritime communication between Colombia and the United States is at pres- ent carried on by the following steam-ship lines : Atlas, Pacific Mail, Spanish Trans- atlantic, and Eed D Line. The first is an English line, established some time ago, whose steamers call regu- larly at the ijorts of Carthagena and Savanilla, which are the principal ports of Co- lombia on the Atlantic. This line dispatches two vessels regularly every month from New York, and in them is carried the greater part of the goods exported from this country to Colombia destined for the Atlantic coast and the markets of the depart- ments of Antioquia, Tolima, Cundinamarca, Boyac^, and part of Santander, in the interior. On the return voyage they bring the greater part of the articles imported from Colombia into the United States, which they take on board at the ports of Sa- vanilla and Carthagena. The American line called Pacific Mail dispatches a steamer regularly on the Ist, 10th, and 20th of each month to the port of Colon. The only articles of American production carried by this line to Colombia are those consumed in the department of Panama, which includes the entire Isthmus, and the depai'tment of the Cauca on the Pacific. The importations of this latter department are entered at the ports of Buenaventura and Turn aco, to which all the merchandise transshipped at Panama is carried by the vessels of the Pacific Steam Navigation Company and of the recently established South American Steamship Company. The Spanish Transatlantic Company only sends one vessel a month to Colombia. The steamers of this line touch at Havana and other ports of the Island of Cuba, and carry merchandise to the Colombian ports of Carthagena, SavaniUa, and Santa Marta. The steamers of the American line known by the name of Red D Line, sailing reg- ularly between New York and the Venezuelan portsof La Guayra and Puerto Cabello, do not put in at any Colombian port, but they carry the American products which are imported into the northern jjart of the department of Santander in Colombia, aud carry to New York the articles which that region exports to the United States. These steamers touch at Curagoa, and from thence the merchandise destined to a considera- ble part of Venezuela and the department of Santander are transported to the port of Maracaibo in steamers of the same line. At Maracaibo the same vessels take on board the products exported from this part of Colombia to the United States, and those sail- ing between New York and La Guayra and Puerto Cabello take them on board at Curagoa, together with those which, in a more limited quantity, are sent to the same market from the province of Padilla in the Colombian department of the Magdalena. The postal service between Colombia and the United States is carried on by these same lines of steamers, although the Spanish Transatlantic line does but little of it on account of the length of its route and the slowness with which they necessarily carry the mail. Colombia also has a postal system well established and organized, but subject to tlie obstacles naturally offered by the undeveloped condition of its in- terior means of communication. With regard to telegraphic communication, Colombia has all that is at present needed, considering its present commercial and industrial condition. The length of the telegraphic lines now in operation measures more than 4,600 kilometers, and it may be said that all the towns of any importance, no matter how small they are, can communicate with each other and with all the countries of Europe aud America, by means of the cable which touches at the ports of Colon, Panama, and Buenaventura. The telegraphic system of Colombia connects at the north with that of Venezuela, and at the south with that of Ecuador ; so that Colombia is at present in posses- sion of easy, frequent, aud rapid communication with those two Republics. The latest statistics published by the Government of Colombia on the exterior im- port and export trade of thr country refer to the year 1887. We find therein that the exports, uot including those of the department of Panama, which enjoys freedom from import duty, reached in that year the sum of $14,000,000. The export of nat- ural products from the Isthniuu may be estimated at $1,200,000 ; and it may therefore IMPROVED POSTAL AND CABLE COMMUNICATION. 19 be said that tlie exports of Colombia reached in tbe year 1887 the sum of $15,200,000. According to oflScial docaments published by the United States Government,* the ex- ports of Colombia to that country in the fiscal year ending June 30, 1889, amounted to $4,263,519, without including in this sum the gold and silver, coined or in bul- lion, imported from Colombia in the same year, which appear in the said documents and amount to $1,642,795. It also appears therein that the exports of the United States to Colombia in that fiscal year amounted only to $3,703,705, or $1,194,298 less than those of the year ending June 30, 1888, in which they amounted to $4,923,259. With respact to the imports brought from Colombia, precious metals not included, it may be observed also that in 1889 they were less than the previous year. It appears, in fact, that in 1888 they amounted to $4,393,258, or $129,739 more than in the year following. Unlike what has been said of Colombia, Mexico, the Central American Eepublics, and Venezuela figure in the statistics as having exported more to the United States in 1889 than in 1868. With regard to Mexico it would perhaps not be exaggerating to say that, taking into consideration the total amount of its export trade, the in- crease is something remarkable, for it appears that in 1889 Mexico sent to this coun- try products to the value of $21,253,601, or $3,923,712 more than in the year 1888, in which it only exported to the United States $17,329,889. The Central American Re- publics, which, in 1888, exported to the United States $7,623,378 worth, are put down in 1889 for $8,414,019 ; that is, with an increase of $790,641 The increase of the ex- ports of Venezuela is less noticeable, because in 1888 they were $10,051,250 and $10,392,569 in 1889, making a difference of $341,319 in favor of the latter year. The difference between the exports of Colombia in 1888 and those of 1889 is, however, of slight amount ($129,739), and may be easily and satisfactorily explained by the de- crease of value in this market of some of the principal articles which Colombia ex- ports. The difference is certainly of value and not of bulk. According to the recent report of the United States Treasury Department, the ex- ports of Mexico, the Central American Republics, Colombia, and Venezuela to this country during the last ten years are as follows : Year. Mexica. Central America. Colombia. Vene- zuela. 1880 ?7, 210, 000 8, 320, 000 8, 460, 000 8, 180, 000 9, 020, 000 9, 270, 000 10, 690, 000 14, 720, 000 17, 330, 000 21, 253, 601 $3, 310, 000 3, 160, 000 4, 740, 000 5, 120, 1.00 6, 160, 000 6,410,000 5, 910, 000 7, 640, 000 7, 620, 000 8,414,019 $8, 440. 000 5, 990. 000 4, 900, liOO 5, 170, uOO 3, 890, 000 2, 340, 000 3, 010, 000 3, 950, 000 4, 390, 000 4, 263, 789 $6, 040. 00 J881 6, 600. 00 1882 5, 750. 00 18H3 - 1884 5, 900. 00 6, G70. 00 1885 6, 310. 00 1886 , 5, 7911. 00 1887 8, 260. 00 1888 10, 050. 00 1889 10, a92. 56 Upon examination of the above table it is evident that the exports of Mexico, Central America, and Venezuela to the United States have increased notably in the last few years, while those of Colombia have decreased. With regard to Mexico, it is seen that the exports in 1889 exceeded those of 1880 by $14,040,000, which means an increase of two-thirds. The exports of the Central American Republics, which in 1880 were only $3,310,000, amount in 1889 to $8,414,000, making an increase of $5,104,000 in the course of ten years. Venezuela, which in 1880 exported $6,040,000, increased its exports $4,352,000 In 1889, since in that year they amounted to $10,392,000. On the other hand, Colombia, which in 1880 exported to the United States jjroducts to the amount of $8,440,000 saw its exports reduced in 1889 to $4,263,000, which marks a falling off of $4,177,000, equivalent to one-half. With regard to the importation of American merchandise, comparing that of 1880 with that of 1889, it is also observed that while those of Mexico, the Central Ameri- can Eepublics and Venezuela have steadily increased, those of Colombia have de- creased in a marked manner. Mexico, which in 1880 only imported $6,070,000 worth, imported $10,890,000 worth in 1889, and there was one year (1883) in which its imports amounted to $14,370,000. Those of the Central American Republics, which in 1880 only amounted to $1,730,000, reached $4,150,000 in 1889. Those of Venezuela, which were only $2,270,000 in 1880, passed $3,000,000 in 1888, and in 1889 amounted to $3,700,000. Those of Colombia were $5,230,000 in 188C, $5,180,000 in 1881, $6,230,000 $5,970,000 in 1887, $4,920,000 in 1888, and $3,730,000 in 1889, There was, therefore, a •Annual report of the Chief of the Bureau of Statistics on the foreign commerce of the United States for the year ending June 30, 1883. 20 IMPROVED POSTAL AND CABLE COMMUNICATION. in 1882, $13,720,000 in 1883, $6,170,000 in 1884, $5,400,000 iL 1885, §5,290.000 in 1886, decrease of $1,500,000 in the importations oftlie last-named year as compared with those of 1880. The decrease of exportation from Colombia to the United States began to be felt in a marked manner in 18«1. In fact, from $''?,440,000, tlae 8nm reached in 18H0, they fell to $5,990,000 iu that year, sliowing a decrease of §2,450,000. They were still less iu 1882, since thej only reached $4,9(30,000 ; and al though a slight rise of $290,000 is noted in 1883 over the prerioas year, the decrease is sf ill more notable in 1884, in which they only reached $3,890,000, or less than one-half of the araoiiut reached five years before The marked diminution of the exports of 1885, in which year they only amounted to $2,340,000, and those of lt86, which scarcely reached $3,010,000, is explained by the civil war in which the country found itself at that tiioe ; for, after order was re-estab- lished, it is seen that they not only recovered their previous level, but underwent an increase, although but a .slight one, over the exports of 1884, ihe year immediately preceding the civil war. Upon comparing ihe importation of American merchandise entered at Colombia during the years 1882-'87 with the exports made from Colombia to the United States in the same period, a considerable inoquilibrium is observed. It is, nmreover, to be noted that the excess of imports over exports reached the sum of $1,270,000 in 1882, $1,550,000 in 1883, $2,280,0u0 iu lb84, $3,060,000 in 1885, $2,280,000 iu 1886, $2,020,000 in 1887, and $530,000 in 1H88 ; making a total of |12,990,()uO in seven years. The year 1889 already exhibits a difference of $530,000 in favor of exports, and everything leads one to believe that in the current iiscal year they will exceed the imports. The in- equilibrium observed is, however, easily explained. At the same time that the decrease of exi^orlation commenced in Colombia, the Avork of excavating the canal was begun at Panama, and the Isthmus increased con- siderably its iraportatiou and consumption, paying for them not with its own prod- ucts, but with the money belonging to that enterinise. The difference between the importation and exportation above noted was not liquidated with specie sent out by Colombia, nor by the sale of Colombian articles in European markets; it was paid from the funds of the French stockholders. This explains why, while the exports of the years 18S5-'86 fell to so low a figure on account of the disturbances in the peace of the country, the imports did not decrease in those years in the same proportion. The consumption of the Isthmus increased, while that of the rest of Colombia dimin- ished. But the diminution of the work on the canal in 1888, and its final suspension in 1889, brought with it a reduction in the amount of consumption. This explains the notable decrease of importation during those years. The exceptional circum- stances in which the Isthmus of Panama found itself from 1881 to 1888 increased the consumption of foreign goods in an extraordinary manner; but they in nowise con- tributed to angmeni either the exports of the rest of the country or of that region itself. Since the imports of the country are at present reduced to what can be i)aid by exports, the figures of both in the year 1889 show us what is the amount of com- merce between Colombia and the Ujiited States iu normal conditions. Among the intertropical countries of America, Colombia has perhaps been the most deeply affected by the decline of commerce and industry which, with variable in- tensity, has made itself felt all over the world during' the last fifteen years. None of them have seen, as Colomlfia has, their exports so grt-atly diminished, nor found them- selves, as she has done, on account of her peculiar topoginphical condition, sur- rounded by so great obstacles to utilizing Lho forces which the decay of her ancient industries has left idle. With regard to toliacco, which was jireviously cultivated in abundance and exported to the value of several jnillions of dollars, it may be said that at present only a sufficient quantity is produced for home consumption, since exorbitant customs duties, which migbt be called prohibitive, have driven it away from the former markets. The exportation of cinchona bark has entirely ceased. In order to appreciate prop- erly the importance which this product had in the external trade of Colombia, it must be borne iu min, -« o 1^ lE^ Ota Salvador . . . (Guatemala , Jlondoras.. Nicaraffaa . Costa Kica. United States of Colombia. Eonador Peru , Bolivia, all points . Chili. Argentine Republic Uruguay.. Paraguay Brazil. > Libertad * ? San Juan del Sur t . ( Panama < Colon ( Buenaventura \ — (St. Elena \ Guayaquil § (Payte Callao Lima MoUendo Ter word. Per word. $0.72 $0.72 f Arica 1 Iquique I Antofagasta <; Caldera Serena Valparaiso Inland stations in Chili Buenos Ayrca and other places in the Argentine Republic, Montevideo and other places in Urugnay Asuncion and other places in Paraguay . 'Rio Grande , Sta. Catarina Desterro Santos Pemambuco , Maranham Pari Cearil , Other places North of Rio . Other places South of Rio .97 .97 .97 1.09 1.74 1.74 1.89 1.83 1.72 2.44 2.09 2.25 2.25 2.25 2.25 2.25 2.25 2.25 1.82 2.00 1.82 2.09 2.09 2.09 2.09 1.69 2.59 2.59 2.59 1.89 2.09 .98 1.10 1.75 1.75 1.90 1.84 1.73 2.45 2.10 2.26 2.26 2.26 2.26 2.26 2.26 2.26 1.83 2.01 1.83 2.10 2. iO 2.10 2.10 1.70 2. CO 2.60 2.60 1.90 2.10 Per word. $0.68 .93 .93 .93 1.05 1.70 1.70 1.85 1.78 1.68 2.40 2.05 2.21 2.21 2.21 2.21 2.21 2.21 2.21 1.72 1.96 1.78 2.05 2.05 2.05 2.05 1.65 2.55 2.55 2.55 1.85 2.05 * To all places beyond Libertad in Salvador, Guatemala, and Honduras add 5 cents per word in ad- dition to the rates to Libertad. t To all other places beyond San Juan del Sur in Nicaragua and Costa Rica, add 5 cents per word in addition to the rate to San Juan del Sur. X To all places beyond Buenaventura in United States of Colombia, add 5 cents per word in addition to rate to Buenaventura. 5 To all other places in Ecuador, 10 cents per word in addition to the rate to Guayaquil. Inland Government line stations in Brazil, 15 cents to be added to coast station rates. In Central and South Ameiica addresses, the name of places, such as Buenos Ayres, Buenaventt ra, will be counted as one word, irrespective of the ten-letter or compound word rule. 24 IMPROVED POSTAL AND CABLE COMMUNICATION. Cahle rates (per luord) via Cuha, West Indies, and Windward Islands. STicaragua Costa Kica -..• San Salvador (La Libertad) Guatemala Honduras Mexico : Salina Cruz Hayti : Mole St. Nicholas (To other places in Hayti charge 25 cents for additional postage.) San Domingo : All points Island of Gura9oa South America. Venezuela : La Guayra All otlier points United States of Colomhia : Buenaventura Other places Aspiu'.vall (Colon) Panama Ecuador : Guayaquil Santa Elena East of Mis- "West of Mis- sis- sis- sippi. sippi. $2.50 2.5i 2.57 2.62 2.62 $2.50 2.64 2.67 2.72 2.72 2.76 2.86 1.67 1.77 ' 2.17 2.25 2.27 2.35 2.24 2.43 2.52 2.53 \ 2.57 2.62 .97 .97 2.67 ' 2.72 .97 ; .97 1 2.82 2.82 2. 92 i 2! 92 1 Stations. South America — continued. "Peru : Pay ta Lima and Callao . . . Havana Cienliiegos (see note) Santiago (see note) Jamaica Porto Kico St. Thomas St. Croix St.Kitts Antigua Guadaloupe : Basse-Terre Point-^-Pitre CapesteiTe Dominica , . Martinique : Fort-de-France St. Pierre St. Lucia St. Vincent Grenada Bai badoos . ." Trinidad: Port of Spain Other places East West of Mis of Mis- sis- sis- sippi. sipiii. $3.00 $3. 10 3.17 3.27 ..50 .60 .44 .54 .44 .54 1.35 1.45 2.08 2.18 2.17 2.27 2.22 2.32 2.35 2.45 2.41 2.51 2.49 2.59 2.51 2 61 2.51 2.61 2.55 2.65 2.60 2.70 2.60 2.7* 2.66 2.76 2.73 2.83 2.83 2.93 2.84 2.94 2.94 3.04 2. 90 3.06 Note. —To the word rate to Oienfuegos add $2. 25 for ten words or less and 22 cents for each word over ten. To the word rate to Santiago add $3. 00 for ten words or less , and 30 cents for each word over ten. Cable rates per tvordfrom London to Central and South America. South America. Argentine Eepublio - Bolivia : La-Paz All other offices.. Brazil : Pernamliuco Fortaleza, Maranham, Parii, and all officios between Pernanibucoand ParA (Region du Nord) Kio de Janeiro and all ofiices between Eio and PeinamViueo (Region du Cen- tre) - All ofiices soutliof Rio (Region du Sad) Chili Colombia (United States of): Buenaventura Colon Panama All other offices Rate. $1.72 3.47 1.88 1.67 1.88 2.16 4.66 4-70 4.70 4.70 Ecuador : St. Elena and Gu.iyaqull ParagTi.ay Peru": Arequipa, Islay, MoFendo Puuo, Callao, and Lima Payta Urnguay : Montevideo, etc Central America (via Brazil) Costa Rica G uatemal a Horiduriw (Independent) Nicaragn;>. : San Juan del Sur All other offices San Salvador : La Libertad All other offices Rate. 4; 37 L72 3.35 3.80 4.37 1.96 6.55 6.78 6.78 6.49 6.55 6.72 6.78 NoTK. — To ascertain the cost of a cablegram from W-ishington to the above-mentioned offices in Cen- tral and South America via London, 28 cents per word, the rate to Great Britain, Ireland, France, and Germany from Washington, ehonld be added. improved postal and cable communication. 25 Appendix O, Statement of Wiij.iam H. T. TTcGtms, of New York. The Chaikman (Mr. Ar CABLE COMMUNICATION?. Mr. SCHREIBER. Yes, sir. Mr. Hanson. Germany, England, France, and Italy are all paying great sums in subsidy for steam-Bhip lines to an exient that would pay the interest on half of our national debt. Mr. ScHREiBER. I know of one company that gets $1,000,000 a year as a subsidy for running a line of steamers between a i)ort in France and a port in the West Indies. Appendix E. Statement op S. C. Cobb, op Pensacola, Fla. To Hit Honorable Committee on Communication on the Gulf of Mexico and the Carihlean Sea: Gentlemen: Pensacola, Fla., situated in latitude 30° 20' 47", longitude 87° 18' 32", posessesses the finest harbor on the North American Continent, its depth of water at the entrance admitting ships drawing 23 teet at low tide, and it has capacity for five thousand ships to ride at anchor at one time. Pensacola's position will striiie the observer as peculiar and, in the light of mod- ern progress, Providential. She has access by the shortest possible lines now con- structed, or under contract, to the coal fields of the Appalachian Rauge. These pro- ducts can become the basis of freight for numerous steam-ship lines carrying mail aud articles of merchandise for exchange with the near-by ports of Tampico, Vera Cruz, Tehuantepec, Trnxillo, Greytown, Colon, and the farther ports of the Brazilian and Argentine Republics. Peusucola will be nearer to all the principal cities east of the Mississippi and west of the north line drawn through Atlanta than any other port of the United States upon the completion of her lines of communication now under contract. She need not make invidious distinction, for the claims of any other must suifer upon investigation. Steamers from this port ca~n obtain here coal for power and cargo at the same time. Her gateway to the Gulf is only 7 miles from her wharves, while those other ports which might claim consideration are from 35 to 110 miles from the Gulf, and are reached by tortuous and dangerous navigation. Pensacola has also a large trade in lumber, already existing, with its neighbors, averaging per annum, to the Argentine Republic, 94 cargoes ; to Urngnay, 18 cargoes ; to Brazil, 8 cargoes, of 500,000 superficial feet to each cargo; and to the Republics of Colombia, Costa Rica, Honduras, and Mexico, such quantities as would add materially to the requirements of a permanent business, and showing a basis for the euppport of steam navigation not equaled nor approached by any port bordering on the Gulf of Mexico. These statements are easily verified by the export records at the custom-house, and need no embellishments. Your attention is called to the fact that we have need of the magnetic iron ores of the Andean Range in order to manufacture steel with economy in Pensacola, there to meet the ores and coal of the Appalachian Range, and the charcoal of Pensacola's vicin- ity, and under the fostering care of the General Government we shall convert the crude material into shapes for ribs, plates, and all manner of forged material for use in the construction of steam-ships. We suggest that your committee recommend that, under statutory provision by your respective countries similar to that known as H. R. bill 4663 (with some provisions of Senate bill 1627 added), there may be constructed steamers of 800 to 1,500 tons, to be built under the tiag of either country, to receive reciprocal privileges, the same sub- sidies or bounties, and to be subject to the uses of their respective governments for purposes of defense or naval aid, to be made schools of maritime instruction, as well as aids in conmiercial development, the purpose being to develop maritime power for the benefit and protection of the "three Americas ; " also, to provide for the education of our young men in scientific and mechanical construction. Pensacola believes she possesses the beat location for all mail communication by steam-power in the Gulf, and therefore earnestly desires your personal observation of her facilities, and presents through you her request that the International Congress visit our citv and note our advantages. • I present "to your honorable body, through the courtesy of Mayor W. D. Chipley, copies of maps showing our relative location. Most respectfully, yours, Sewaxl C. Cobb, Representing hy reguest the Pensacola Chamber of Commeree. improved postal and cable communication. 37 Appendix F. Statement of Mr. W. B. Thompson, of the Plant Investment Company. Mr. Chairman and Gentlemen of the Committee : Mr. Plant, whom you kindly in- vited to attend, appreciates your kindness and regrets that he is unable to be here to-day. Unfortunately, he is sick in bed. He would have esteemed it an honor and a pleasure to have been here to give you his views. What I may say to you will be of a geueral nature, based upon my own views and upon views that I have obtained from conversations with him relative to service on the Gulf of Mexico, the Caribbean Sea, and the Paciiic Ocean. In the establishment of fast mail communication between the United States and the countries of Central and South America, it would seem that there should be a di- vision of the service between the different countries, and that this can be done through the medium of the different Postmasters-General. proposed line to aspinwall. In my opinion, the first thing and the main thing to be done is to establish a line from the United States to Aspinwall. That line should be a weekly service in steam- ers making not less than 16 knots per hour. The Chairman. Allow me to ask where the steamers are to start from? Mr. Thompson. Tampa, Fla. I appear for the Plant Steam-ship Line. We are clear tbatif there is anything to come of tbis business (and we are clear also that something should come of it) the United States should take the initiative, and put on that fast line from Tampa to Aspiuwall. It should be a weekly service, m ships mak- ing, say, 16 knots per hour. TAMPA. I believe Tampa, as I said before, to be the best point of departure, I am sure that quicker time can be made from New York and all points in the United States (with some few exceptions) via Tampa, to Aspiuwall and all Central America and the west coast of South America than by any other route. The distance from Tampa to Aspiuwall is 202 miles less than from any other acces- sible Gulf port. I may say in connection here — perhaps it will be a little out of order — that to go into Grey town, Nicaragua, would take the ship 104 miles out of her way. That is a question to be decided by some other authority than the steam-ship company, whether they shall go in there or not. The Chairman. You mean that it makes a diversion in the direct line of travel of 104 miles 1 Mr. Thompson. An additional sail of 104 miles from the direct line. New York is from thirty-six to forty hours from Tampa, Fla., by the fast mail that the Govern- ment already has established, passing through Philadelphia, Baltimore, Washington, Richmond, Wilmington, Charleston, Savannah, Jacksonville, to Tampa, and at dif- ferent points — railroad intersections — it receives mail from the diverging country to the West and takes it through. The distance from Chicago to Tampa is about the same as that from New York to Tampa, and Cincinnati, Louisville, St. Louis and other great cities of the West can reach Tampa, as quickly as New York. My object in calling your attention to that fact is that we do not presume to say that we can carry heavy freight from New York to Tampa by rail and thence to Aspiuwall to compete with steam-ships that run from New York. Those undoubtedly will continue, and should. But for that portion of the country that lies to the west of Tampa and to the west of this line from New York to Tampa, and that can reach Tampa as quickly, or Mobile, Ala., as quickly as it can New York, with its heavy freight, it is an advantage for them to go that way, because they make time. The United States has taken the initiative step in this matter of fast mail facilities to Spanish America by the provision already made for the West India fast mail. A special train of the Post-Office Department runs on prescribed schedules from New York to Tampa, a distance of 1,31.5 miles. The mails of the day of New England aud the entire State of New York, Pennsyl- vania, and the other surrounding States, are gathered up and leave New York at about 5 o'clock a. m., or, speaking more correctly, 4.3.5 a. m., going througb to Tampa in thirty-eight to forty hours. All along, as I said, the accumulated mails from the section west of this line are taken up and carried to Tampa. And it in carried seven days in the week. Three days in the week the cars run on to the docks along- side of the ship and the mail is transferred from the cars to the ship, and I'wv versa when the ships return three days in the woek.^ 38 IMPROVED POSTAL AND CABLE COMMUNICATION. These arrangemetits and facilities provided already by the Post-Office Department of the United States give ample preparation for the concentration of mails for Cen- tral America, and the west and north coasts of South America. It is only left for the postal authorities to make similar arrangements with the railroads leading from junction points on this West India fast mail line to connect the great cities of the West — Chicago, St. Louis, Kansas City, Omaha, Indianapolis, St. Paul, Milwau- kee, and Cincinnati — with the shortest possible communication to Tampa, where the mails would then be, as I said before, on the direct line north and south to Aspinwall and Central America. Tampa is about due north of Aspinwall. When I speak of ar- rangements being made, I refer more particularly to faster time upon the railroads, and faster time than ordinary passenger trains make. The time from New York to Tampa is faster than ordinary trains make. It is the fastest train in the south, and one of the fastest in the United States. In the north some make equally as fast time. PLANT STEAM-SHIP LINE TO HAVANA. At the present time the Post-Office Department has a tri-weekly service by the Plant Steam-ship Line, from Tampa, via Key West, to Havana, Cuba. During the summer months, from the 1st of May to the 1st of November, this service is semi- weekly. This contract for mail service to a foreign port is under a special statute that permits the Postmaster-General to combine a foreign office and a domestic office in one route when the foreign office is not to exceed 200 miles from the domestic, and the Havana office is just a little over 100 — 100^ miles — and comes, of course, within 200, and is combined in that one route. Mr. Hanson. That is the reason why the Post-Office Department is able to make a more liberal contract for that mail. I never understood that before. Mr, Thompson. Yes, sir. Mr. Hanson. I know they pay the Plant system more money than for all the mails to Spanish America. Mr. Thompson. I want to explain that. Key West has been a very expensive office to supply to the United States. It was a large town — 20,000 or 25,000 people manufacturing cigars, tobacco, etc., and they cost a great deal of money to supply. They just ran down, chopped the line off, and came back. The Department finally (I was myself in the Post-Office Department, the head of the railroad transportation service for many years, and Second Assistant Postmaster- G^eneral) got rid of that service and coupled Havana to the inlaud steam-boat service. At Key West they were only 100 miles from a city of 250,030; going down there like a big bull-dog, looking at them, and getting scared, and coming back. Now Key West is better supplied than ever before, and Havana is well pleased. Mr. Hanson. You have then a domestic contract to Key West ? Mr. Thompson. An inland steam-boat service. Mr. Hanson. Combined? Mr. Thompson. Yes, sir. The only route of the kind in the United States, and be- fore I get through I shall take occasion to say to you that that is the thing the United States should do between Tampa and Aspinwall. Mr. Hanson. Well, how far is Tampa from Aspinwall ? Mr. Thompson. One thousand one hundred and ninety-eight miles, it would re- quire a special statute. This contract for mail service to a foreign office is under a special statute. Key West is a large town, and for many years has been an expensive one to supply with mails. For the seventeen years ending with 1886, the average annual cost of supplying that office was $46,914.11. The carriage by this line of our mail to Cuba and Porto Kico is estimated by the Post-Office Department (official figures) to" be worth $24,159.07 per annum, at sea and inland postage rates. The Post-Office Department, for obvious reasons, desired to couple Havana and Key West in one route, and this it was enabled to do under the special act of Congress, before referred to, passed in 1885. Under the present contract the United States pays $58,500 per annum for the service I have described. The United States, however, carries the mails both ways, and collects about $4,500 from the Cuban Government for the mails that it brings to the United States, We act aa agents of the United States to collect that money from Cuba and credit it on our contract. As I said, about $4,500 per annum from Cuba for the mails that it brings to the United States and about $3,500 for carrying the mails of other countries to Cuba. That leaves $50,000 for this inland and foreign service, to Key West and Havana. Subtracting from this the cost ot the foreign service, $24,159.07, and we have $25,840.93 as the cost of supplying Key West under this arrangeiiient, whereas the average annual cost for seventeen years immediately preceding this contract was almost $47,000. Mr. Hanson. A great deal cbeaper now. Mr. Thompson. Yes, sir. I shall attempt to show you that the same thing orji bo done between Tampa and Aspinwall. IMPROVED POSTAL AND CABLE COMMUNICATION. 39 This Hue has been continued for more than three years past, notwithstanding the yellow-fever epidemics, which shows that properly built steamers, under proper quarantine regulations, can keep up communication with an infected port and not endanger non-infected ports. There never has been a case of yellow fever on one of those ships. Not a single one. The quarantine arrangements are perfect. When the ships were built all the suggestions of Dr. Hamilton, of the Marine Hospital Service, were adopted and all the information that Mr. Plant could get. The standing orders are such that any officer or seaman who violates the orders of Dr. Wall, the health officer at Tampa; of Dr. Porter, the health officer of the State of Florida, or of Dr. Burgess, the health officer of the United States Marine Hospital Service at Havana, is subject to discharge, no matter if he is the captain of th/e ship. Those surgeons or physicians go aboard the ships and make suggestions in regard to cleaning and sanitary arrangements, and if any officer or seaman does not carry them out immediately he is discharged. Again, they have yellow fever, as you know, nearly every summer, although it does not get to be epidemic as it does with us here. A gentleman is in Havana and wants to go to the United States by the Plant Steam-ship Line. The first thing he must buy a ticket of Lawton Brothers, and Lawton Brothers will not sell him a ticket until he brings a clean bill of health from Dr. Burgess, who is the surgeon of the United States Marine Hospital Service located at Havana. He can not get away without that certificate on the Plant ships. When he goes off in the boat to the ship anchored in the bay at the foot of the ladder not only is the purser but the captain, and no man can go up that ladder without a ticket. We never had yellow fever on the ships. To show you that this thing has been carried out, and to show you that they have had yellow fever there and that the ships kept clear of it, I will say that in May, 1887, yellow fever broke out in Key West, Fla. It was very bad there and con- tinued so until August, when they crushed it out. There was no fever on the ships. Then, the same fall, they had fever at Tampa, but the ships went along the same way. People who went aboard of them had to have a bill of health. No officer or seaman was allowed to go ashore, except perhaps the captain or the purser, who bad had the fever ; not allowed to go ashore in Havana, nor in Tampa or Key West. In 1888 there was fever at Jacksonville, but there was no fever on the ships, and these mails ran right straight along just as regularly as they did at any other time. When we came down to Waycross, or jast above there, an interior point, a locomo- tive was attached to the mail car and it was taken through to Tampa ; over 250 miles, with just enough crew to run the locomotive and mail car, with the mail only in it, and the mail was put aboard the ship. It did not stop at Tampa, but went down to Port Tampa. As you know, that is 10 miles below. And so communi- cation was kept up. I dwell at length on that point to show you that we fully believe that ships can be built and can be so run that they can run to and from an infected port and not infect another port, but the rules must be strict, and they must be carried out without fear or favor. This line has also established the principle of building ships of high speed, on a light draught, which has been followed by the construction in American ship-yards of other ships of similar design for the commerce of ports not admitting vessels of heavy draught. I will say that the ships of the Plant Steam-ship Line are probably the fastest ships of their draught which carry the American flag to a foreign port. It is no trouble for the Olivette to knock off 17 knots hour after hour. The Chairman. What is the draught of those ships f Mr. Thompson. Well, about 12 feet. We can lighten them away to 9 if need be. Never want more than 13 feet. Dr. Guzman. What is the tonnage T Mr. Thompson. The Olivette is eleven hundred and odd tons ; the Mascotte between five and six hundred. They are more particularly for light freight and passengers ; of course so, running to Havana. The heavy freight does not go by our line at all. It is light freight. Dr. Guzman. They are comfortable for passengers T Very nice ? Mr. Thompson. Have electric lights and all conveniences. The Chairman. How about the accommodation for carrying bananas ? Mr. Thompson. Well, they would not be adapted to carrying a large quantity of bananas. The room is sacrificed for passenger business. The Olivette, in summer, runs between Boston and Bar Harbor. Dr. Guzman. Oh, yes. She is a very fine ship. That is the boat that runs between Tampa and Havana ? Mr. Thompson. Yes, sir. Euns there all winter, and in summer between Boston and Bar Harbor. These ships were built by Cramp &, Sons. Dr. Guzman. How long between Tampa and Havana? Mr. Thompson. Twenty-five honrs under the mail contract. We have no trouble in making it. We have waited for th^ train and made it in less. 40 IMPROVED POSTAL AND CABLE COMMUNICATION. From the Ist of M.ay to the Ist of November we perform only two round tripe be- tween Tampa and Havana, and the Mascotte does that work. Then one ship makes the two trips. In the winter time it takes two ships to make the three trips. So you see that to do the third trip is not as profitable as two trips. HARBOR FACILITIES AT TAMPA. Tampa Bay is large enough to hold the navies of the world, well sheltered and pro- tected from storms. The charts of the United States show a minimum depth on the bars of 22 to 23 feet of water. (Mr. Thompson here showed the chart to the chairman and pointed out the location of Tampa and Port Tampa.) We are practically in quarantine down there (Port Tampa). We have a train that takes the laborers to Tampa at night and brings them back in the morning. There is nothing there except the wharves, inns, and a restaurant, at which the laborers get necessary meals. When the ships are in port the crews do not eat on them, but go to this restaurant which is owned by the company, and everything is given up to cleaning and putting them in the best possible sanitary condition. The inns are to accommodate the public. It is necessary to have something of the kind there. The inns and restaurant are owned and controlled by the company. The company owns all the land there and controls everything. They do not let anybody live there. Mr. Plant is building a hotel for the Plant Investment Company at Tampa, which he hoped to have done this winter, a brick hotel, one of the most elegant things in the State, the finest except it may be the Ponce de Leon. Mr. HanS(in. Haven't you lots for sale at Port Tampa ? Mr. Thompson. No, sir. We want the town where it is and nothing down there for the fever to feed upon. The railroad was extended down and that was one of the objects in doing it. Mr. Hanson. A very good idea, too, for it minifies the danger of contagion. Mr. Thompson. We claim that we can go to Aspinwall, or any other port. Only make some regulations at that end by physicians who have will power enough to say it must be so, and they will be carried out by the ships and they can run to any port. There are two entrances to the bay, one on each side of an island, 2 miles long, that stands at its mouth. Egmont Key is the island, and there is a light-house there. Ships going from New Orleans to Tampa pass in at the north passage ; going to Key West and Havana pass out at the south passage. The railroad is extended to the docks at Port Tampa, which is about 10 miles from Tampa, so that a passenger can step from a Pullman car to the ship, and vice versa. The docks are out about a mile to deep water. Freight is loaded direct from the cars to the ships, and from the ships to the cars, all of which facilitates rapid transit. Ships leaving the docks at Port Tampa can put on a full head of steam and pull away for their destination without Blowing up for any cause whatever, and it is only necessary for ships arriving to shut oif steam in time to stop at the docks. Ships come and go over the outer bars under a full head of steam. outlook for a line to aspinwall. Mr. Plant feels the necessity for a line of steam-ships from Tampa to Aspinwall He would prefer to have some company establish that line other than himself or his companies. Mr. Hanson. But he wants the steamers. Mr. Thompson. He wants the steam-ship line there, and if somebody else would establish the line they should have all the terminal facilities needed in the way of dock and railroad improvements, and anything and everything that any reasonable man can ask. He does not want to do it himself, bnt wants it done. But if it be not done by others, he will establish a line, provided he receives proper or reasonable encouragement. I want to say here, his idea is that it should not be less than weekly — a weekly line. He will have the ships start from Mobile each trip. The Chairman. Will you describe the reasonable facilities that he mentions, or does he only say that in a general way ? Mr. Thompson. Only in a general way. The Chairman. We should like to have something definite In relation to the line, the establishment of which is recommended by you. Mr. Hanson. What means of creating that line — what assistance will be re- quired T . Mr. Thompson. I will just make a memorandum of that and come back to it, if you please. At Mobile take on such freight and passengers as there were to go. Mobile is a very central point and has direct line of communication over the Mobile and Ohio at Columbus, Ky., and St. Louis, Mo. Then it also has the Louisville and Nashville, direct line to New Orleans, and also to Birmingham, Chattanooga, Atlanta, IMPROVED POSTAL AND CABLE COMMUNICATION. 41 Macon, and all the country toward the north, so that it la a good place for "Western heavy freight. Then the ships wonld run from there to Tampa. At Tampa they would take on the mails, passengers, and freight, which could be much later than they could get aboard at Mobile. Look at the map Mr. Hanson. What is the distance, Mr. Thompson, from Mobile to Tampa? Mr, Thompson. About 300 miles. It takes us a little out of our way. Have to make south to get to Aspinwall and make a little bit east, and run down the perpendicular and base of the triangle instead of running straight, but the intentiou is to have ships enough so that the time raally will be between Tampa and Aspinwall. Each trip the ship will go to Mobile. Mr. Plant already has a line — a weekly line now — between Tampa and Mobile. That will take that np. Mr. Hanson. What do you think of the policy of having station-ships on the Gulf, on this side and the other side ; ships to concentrate the freight and mails at central points, and then make connection across by one main line f Mr. Thompson. I shall say further along. Mr. Hanson. Then the ship should pull away directly for Aspinwall f Mr. Thompson. To establish lines between all the ports would require too many lines. , Mr. Hanson. The idea is to get quick commnnication without having so many lines of steamers. Mr. Thompson. Yes. And I would say further, that on the return trip the ship would go to Tampa and put off the mails, so that they could be sent on to their des- tination by rail. Such passengers as desired to leave the ship at Tampa could do so. If any desired to continue on to Mobile, which would then take another day, they could do that. Then the freight would be discharged at Mobile. The time by rail from New York to Tampa is from thirty-sis to forty hours, and the ships ot the Plant Steam-ship Line can make the time from Tampa to Aspinwall in less than four dijys, which will make the time from Now York to Aspinwall about five and a half days, or a little less. Four days from Tampa to Aspinwall is a reason- able time to make. It can be made less than that. Mr. Hanson. Six days, then, from Aspinwall to New York is a reasonable run ? Mr. Thompson. Don't want more than five and a half. As we control the railroad, the ships never go away until the train comes, and the trains do not go away until the ships come, and the same rule would apply to Aspinwall. The train would run to and from the ships. Four days is a reasonable time from Tampa to Aspinwall and vice versa. Regu- larity is a quantity to be sought as well as speed, and to have the ships perfectly regular, and you know when they are coming as well as you know a railroad train is, is a desirable thing. Three ships would be required to perform this sei-vice with regularity beyond per- adventure, and anybody who knows Mr. Plant and knows that he does railroad, express, or steam-ship business, knows that he does it in good square shape. As an illustration. The general manager said early in June, 1887, when the yellow fever was bad at Key West, " Mr. PLant, we are doing no business, and we are running these ships merely to carry the mails. Had not we better throw up and let them tine us ? " Mr. Plant said, "No, we agreed to do it, we are able to do it and we will." The ships went on. The general manager was in New York one day and said, "Mr. Plant, something is wrong with the ifascoMc. We will have to lose a trip." Mr. Plant said, "No, we will not lose a trij>. The Mascotte will arrive in Havana in time to return as far as Key West. Whatever is the matter she can make across once. We will send the Margaret from Tampa to Key West (266 miles) and meet her there. The general manager said, " But there is nobody on the Margaret who knows how to run the Northwest Passage." Mr. Plant said, " Here is Captain McKay, of the Oli- vette. Send him down to act as pilot rather than let the trip go." Captain McKay went. That is the way he performs service. I simply tell you this to show that if he starts out do anything he wants to do it well regardless of expense. The Chairman. We would like to see Mr. Plant. Mr. Thompson. Mr. Plant will avail himself of the earliest opportunity to see you. As soon as he is able he will go South, expecting to stop here and see you, but if he can not he will see you when you are South. He certainly hopes and expects that you will be at Tampa. compensation for carrying the mails. In regard to compensation I am unable to state in detail what Mr. Plant's Idea would be. I will, however, state my own, which I am incKned to believe he would indorse. The appropriation for the inland steam-boat service, which supplies the do- mestic service on the inland waters of the United States, is made in a lump sum. The Postmaster-General expends that money in his discretion, and is only controlled by the amount of the appropriation, and he must exercise his own judgment for an effi- oient seryice on each particular route. Ho advertises for anch service as is, in his 42 IMPROVED POSTAL AND CABLE COMMUNICATION. opinion, most desirable, and accepts the lowest bidder, provided the amonnt meets his approval. It would seem that the Postmaster-General should be able to exercise the same wise discretion in the foreign service that he does in the domestic, and that the service from Tampa to Aspinwall should be advertised to be performed on sched- ules named by the Postmaster-General in Americau-bni (t ships, flying the American flag, making, say, not less than 16 nautical miles per hovir, and awarded to the lowest bidder; we think the United States should do that thing, the initiatory measure; the same as is done with the Inland steam-boat service, and if, in the opinion of the Postmaster-General, the bid is exorbitant, he would reject it and readvertise the serv- ice, as he does in the domestic service, or take some other means of supplying the service that otherwise would have been supplied in that way. We believe that he would be perfectly safe in advertising for the expenditure of $1,000,000 in foreign service, if he is in the domestic service. But the competition in bidding would be greater than in the inland steam-boat service, and I have no doubt that the service would go at a reasonable price, as it does in the inland steain-boat service, and that the amount of money that the Post-OflSce Department of the United States would col- lect of othef governments for bringing their mails to the United States, and those for foreign countries to be forwarded, would be sufficient to materially redncethe expense of^hat service, as has been demonstrated in the Cuban service, and will prove highly satisfactory in a mail point of view, as well as in establishing trade relations between the United States and those countries. ASFINWA-UL CONNECTIONS. We have now gotten the mails to Aspinwall. At Aspinwall, of course, arrange- ments would be made by the United States of Colombia for a connection to the Pacific and by the various governments of the west coast of Central and South America with their steam-ship lines for the distribution of this mail north and south from Panama. In this schedule no provision is made for the mails of Nicaragua or Gosta Rica other than the direct service to Aspinwall. Undoubtedly it will occur to the various gov- eiumeuts to participate and forward this important mail through arraiigements to be made north and east from Aspinwall. If need be the ships of the line between Tampa and Aspinwall could stop, going and coming, in Nicaragua to accommodate the com- merce and mails of that state, but it will be seen by the map that this landing would very considerably delay the mails between the United States and other states of Cen- tral and South America. Dr. Guzman. Then Port Limon would be placed in the same position. From Grey- town to Port Limon is five or six hours' sail by slow steamers. I do not think that it would take more than five or six hours. It is a very short distiuice. Mr. Thompson. On the arrival of the ships at Aspinwall they should make connec- tion with light-draught ships running north to ports in Central America and others run- ning east, as far as practicable, to ports on the northern coast of South America. The schedules should be so arranged that the shii)8 will make close connections with the railroad from Aspinwall to Panama, there to connect with steam-ships for the west- ern coast of South America as far south as Valparaiso, and others for the western coast of Central America. In this way quicker time can be made from New York and all points in the United States to the countries named than by any other route, and it would open up a line of communication shorter and more frequent than was en- joyed before, which would undoubtedly bring a reciprocal trade. As I said before, if we are to stop at Greytown — I think that is the best point — it would simply take as 155 miles out of our course and give an additional sail of that distance going and comiug, to accommodate the commerce and mails of Nicaragua. Of course we wonld not want to say that we would go in and make that sail or not. If you wanted us to, of course we would have to have extra time to run that 155 miles. Regarding what I said, Mr. Hanson, about taking up the subject of the assistance that we would require, I said I would come back to it. My idea is, and I think Mr. Pliint would approve it, to put the service up and sell it to the lowest bidder, and so far as competition is concerned, while it might go for more the first time than after- wards, as soon as a good business developed there would be plenty of money invested in ships and we would have all the competition we want, and they would be glad to get to the service. Our interest is to have the ship line to connect with the rail- roads. Mr. Hanson. Mr. Plant is interested in railroads rather than steam-ships. Mr. Thompson. The ships are simply an auxiliary to the railroads. A member asked how far east on the north coast of South America we could go and make time. Mr. Thompson. We are not prepared to say about that. Probably you gentlemen know better than we do. We believe that mails from New York and the interior, concentrated at Tampa and running down across from there via Aspinwall can make quicker time to Valparaieo than anv otJier way. mPKOVED POSTAL AND CABLE COMMUNICATION. 43 Dr. Guzman. There is one objection. Central Ameriea is trying to improTe its eommnnication on the Atlantic. We do not expect to get our mails always by the Pacific Ocean. The people in my country, Nicaragua, used to get mails at Greytown, oefore the Greytown harbor was destroyed, in six (lays from New York. The old steam- ers ran constantly in six days from New York. This mail, as you suppose, going to Aspinwall and then to Greytown would never be there in less than ten days, perhaps more. To subscribe to that on the part of Nicaragua would be to condemn herself to have mails by ihe Pacific route, which makes the mail from Washington to the capital of Nicaragua two weeks. But we can go up from Greytown, as we have already done with mail from New Orleans, and directly from Greytown to New York. I have re- ceived letters by way of Bluefields to the capital city in seven or eight days. Mr. Thompson. As I said betore, it is for some other people than ourselves to de- cide. If they say for us to go in to Greytown, all we ask is time to make the addi- tional distance. Dr. Guzman. I believe this committee is on communication between the countries bordering on the Gulf and Caribbean Sea. These countries are Mexico, which will not be benefited by the arrangement. The United States will of course. Then Guate- mala, whose mails are going now and will go in future certainly over the Atlantic. Honduras is doing the same. Nicaragua will do the same. Costa Rica has already done it. There remains only Colombia and the United States to be benefited by the arrangement, and those countries on the Pacific Coast. Mr. Thompson. In regard to that, we can go into those ]3ort8. It only takes more time. If you wanted us to go into those ports we would be ready to go in there — to any of the ports that you may see fit — it only takes time. Mr. Hanson. Your idea is to start from Tampa, call at Greytown, and then to As- pinwall. Mr. Thompson. To go straight away to Aspinwall, or to go straight to Greytown. We do not want to decide that question. We will be glad to go into Greytown. All we want is time enough to make the additional sail. Mr. Hanson. Which is the more convenient, calling at Greytown going or return- ing? Mr. Thompson. We would rather go into Greytown on the return trip. We are willing to stop both ways at Greytown, or pull away to Aspiuwall as fast as we can and stop at Greytown on the return trip, or afc other points in there. Dr. Guzman. At the present time that line would be very beneficial to us, but we would consider it a temporary aifair and would do away with it in the near future. Mr. Thompson. Now, doctor, supposing that we were running a line from Tampa to Aspinwall and went straight from Tampa to Aspiuwall, discharged our freight, passengers, and mail — would not expect to stop auy longer than necessary to comply with the contract — and stopping on the back track at Greytown, Port Limou, and two or three more places after we got in shore. That would give you service one way. Would that be satisfactory? Dr. Guzman. I could not answer that very well. How would the mails go — the Nicaragnan and Costa Kican — how would they go? From Tampa to Aspinwall and then back? Mr. Thompson. I ask if it would be satisfactory for us to run from Tampa to Aspin- wall and then go from Dr. Guzman. And leave the mails on the return trip ? Mr. Thompson. Yes, sir. The chairman here called attention to the map. Mr. Thompson. We have no objection to going into Port Limon after going into Greytown If you will give us time we will have the steamer come in there. Just swing around .west of the Island of Cuba and come in here. It takes more time, that is all, but you can get the service in there. It is for you gentlemen to decide ; we are ready to do it. We are ready to go into Port Limon and Greytown. We want some- body to decide for us whether we shall or shall not pull away straight for Aspin- wall. We leave that to you. (Mr. Thompson here showed the Plant system map to the chairman.) Just pass around west of the Island of Cuba and come in there, 104 miles out of our way, if it be decided to serve Greytown and Port Limon — both as well as one, when once in shore. MEXICO. So far as Mexico is concerned, the communication between it and the United States is, as is well known, by rail, and to what extent the commerce of the west coast of that country would require mail facilities with the United States via Pan- ama is best known by the gentlemen of the comu)ittee. We do not know about that. It is believed that railroads are being constructed that will in a short time make rail communication between the interior of Mexico and the principal cities on ita i*acific Coast. 44 IMPfiOVED POSTAL AND CABLE COMMUNICATION. THK PLAJfT LUCK TO HONDURAS. The Plant systeia at the present time, has a semi-monthly line from Tampa to Punta Cortez, Honduras. This line is experimental for the winter season, and at the present time is carrying mostly frait. If some other business shall develop and it proves that the line can be made to pay, it will undoubtedly be contiuued. Steamers are already running between New Orleans and Honduras, which, if prop- erly compensated, would doubtless render very efficient mail seryice between the ports of that state and the city of New Orleans. I have some statistics that I am unable to hand you to-day, but will take pleasure in doing so without unnecessary delay. CONCLUSION. ^ Mr. Plant thoroughly believes that it is the duty of the United States, and for the benefit of each and every part thereof, to foster and encourage regular steam-ship lines with foreign nations, and especially with our neighbors on the south. I have attempted to show you that the United States already has a fast mail line a long way toward Aspinwall, from New York to Tampa, with connections that would take in all the country to the west. Now it is only necessary to complete this fast line to Aspinwall to put in 1,198 miles of mail service between Tampa aud Aspinwall. K you desire t6 put in more and go into Greytown and Port Limon, with 104 miles more, all that is necessary is time to make the extra distance. Gentlemen, I thank you for your attention. Dr. Guzman. We thank you very much for the information that you have given us. It is very valuable. (Mr. Schreiber began his statement). Mr. Hanson. I would like to ask Mr. Thompson a question before Mr. Schreiber proceeds with his statement. If I understand you, the steam-ship service between Tampa and Havana is not adapted to the development of trade to any large extent, further than in the carry- ing of fast mails. The great benefit that we derive from that line, to put it in other words, is fast mail service, but it does not assist us in the carrying on of heavy trade. Mr. Thompson. It does not carry the sugar from Havana. Mr. Hanson. Now, this service that you suggest for ports farther south, will that service meet the purposes of general trade, heavy freight aa well as light, in addition to carrying the mails quickly ? Mr. Thompson. It will carry the mails quickly, carry passengers and carry all the heavy freight from that portion of the United States that can reach Tampa or Mobile as quickly as it can reach New York. Exactly this is the case with the present serv- ice to Havana. Any freight from any portion of the United States that is going to the Island of Cuba, that can reach Tampa or Mobile (as we have a line from Mobile now that connects with it) as cheaply as it can reach New York, goes that way. Mr. JHanson. As I understand you, the country for which you do not carry heavy freight belongs to New York. You can carry heavy freight that can reach Tampa as well as New York Mr. Thompson. For the Southern and Western States we are prepared to carry all there is, and all that is offered will be carried. Room has been sacrificed to passen- gers because the people had got into the custom, even in your State, of sending their stuff to New York if they wanted it sent to Cuba. We hope to overcome that habit in time. Mr. Thompson [Later]. In case Mr, Plant should have the contract for this serv- ice that I have described, from Tampa to Aspinwall, it would be necessary for him to build some new ships, and they would be fine ones and adapted to the trade. The chart or diagram that I present herewith will explain the situation more folly and forcibly than I can. Should Mr. Pla,nt establish a steam-ship line between Tampa and Aspinwall, he would, in addition to Tampa, praptically have termini at Mobile, Key West, and Ha- vana — which, for convenience, I will designate as Plant ports — aud it will be seen that these cover all of the East Gulf ports and the North Gulf ports east of the Miss- issippi River, except New Orleans, which is more distant from the great cities of the United States than the Plant ports. The Plaut system already has a tri weekly line to Key West and Havana, which would give cominniiication with these ports, for mails, passengeres, and freight. The siiip from Aspinwall would touch at Tampa, go to Mobile and return from Mo- bile to Taiii|)a, from which port it would sail to Aspinwall. it will be seen that this would form a semicircle aud accommodate an immense ter- ritory. Tampa is 202 miles nearer Aspinwall than any other accessible port of the United States, and with Mobile as a port of arrival and departure the Tampa Una would accommodate more people than any port on the Qulf of Masioo. IMPROVED POSTAL AND CABLE COMMUNICATION. 45 You will see on this chart the cities of Charleston, Knoxville, Cincinnati, and Chi- cago. These cities and the entire territory west of an imaginary line drawn throagh them, are nearer one of the Plant ports of arrival and departure than they are to New York. Freight from all this territory can be carried to Central and South America, via the Plant ports, cheaper tban by New York, besides, the time would be less; the cars run onto the docks, both at Tampa and at Mobile, so that freight can be loaded from the cars to the ships, and vice versa, and consequently handled far cheaper than in New York or New Orleans. Should the Plant line extend its system to Aspiuwall, it would give a through bill of lading to any one of the Plant ports, including Havana, or to any interior point in the United States. Memphis, Springfield, Kansas City, Si. Joseph, Omaha, and St. Paul, and all the territory east of an imaginary line drawn through these places, including the great cities of the West and South, are nearer one or more of the Plant pores than New Orleans, and consequently the Plant ports would be more available for mails, passen- gers, and freight. I think I am perfectly safe in saying that it is not possible to establish a line from the United States to Aspinwall that will serve so well and so cheaply such a great number of people and vaist territory as can be done via the Plant ports. Kansas City is nearer a Plant port than it is to Galveston, and the last-named place is 324 miles farther from Aspinwall than Tampa. I said before that I thought it the duty of the United States to establish a weekly mail line to Aspinwall from the most accessible port in the United States, and I hope I have made it clear that Tampa is that portj it being nearer than any other port, and that ships running from Plant porta can perform quicker and better service than ships from any other ports. I have also said that the mail service should be sold to the lowest bidder, but that would not prevent me from expressing an opinion as to what the United States should pay. I am not, however, at this moment sufficiently informed as to the expense that n)ust necessarily be incurred to make a definite statement of the cost of the service I have described. We are investigating this matter, and hope to be fully informed at an early day, and we will take pleasure in placing the figures before you at our earliest convenience, I submit the following table of sailing distances in nautical miles : Aspinwall to — Miles. Galveston , 1,522 Mobile 1,387 New Orleans 1,382 Tampa 1,193 Tampa viaGreytown 1,302 Vera Cruz to — Tampa 927 . New Orleans 799 Galveston 618 Tampa to — Mobile , .. 376 Havana 366 Key West.... ^ 266 The trip from New York to Aspinwall, via Tampa, can be made in from three to foxiT days quicker than it can by the all sail route, and at least one day quicker than via New Orleans, which is much farther, and the latter place being located 110 miles from the Gulf on a river difficult and slow of navigation. Appendix G. Fkom the Cuicago Board op Tradk. Chicago, III., July 9, 1889. To the president of the board of directors of the Board of Trade of the city of Chicago : The special committee appointed by the board of directors to examine into and report the advisability of supporting the memorial by special committee to Congress, submitted by Mr. S.A.Jones, of Tampa, Fla., having in view the establishment of a direct line of transportation from the city of Chicago, via Tampa Harbor, to the Caribbean Sea ports, and also to report on the acceptance of an invitation from the Tampa Board of Trade to visit the harbor of Tampa, Fla., beg leave to report that iu concert with a convention of representatives from the different exchanges, whose official action therewith I herewith submit, have carefully and thoroughly investi- 46 IMPROVED POSTAL AND CARLE COMMUNICATION. gated the sabject presented to them, and are of the opinion that the completion of sach a proposed route would result not only in benefit to the entire country, but especially and directly to the commercial advantages of this city, bringing Chicago in direct communication with the er tire commerce of the now rapidly developing Southern States and to all the ports of the Caribbean Sea. Your committee would, therefore, recommend that the Board of Trade of the city of Chicago heartily support the memorial of Mr. S. A. Jones to Congress, and would recommend the acceptance of the invitation of the city of Tampa by the appointmeat of six delegates from the board to visit the said city, and that the board adopting the suggestion of Mr. Jones to in- vite the president of other exchanges represented to appoint three delegates fi'om each of these to join our delegations, and a representative from the Tribune, Inter-Ocean, Herald, Times, and News to join the delegation, in order that the press may be repre- sented. Your committee further reports that it would be advisable to have the dele- gation referred to leave Chicago by the 27th instant, that the desirable relations may be perfected for an early opening of the port in time for the bulk of this winter's liuit crop to be forwarded to Chicago and other Western points. G. Montague, Chairman. Report received, and a committee of six delegates was appointed to visit Tampa before taking final action. To ihe president and directors of the Chicago Board of Trade : Report made by the visiting committee the 10th of September, 1889, adopted and committee discharged. REPORT. Your committee, appointed to visit Tampa, Fla., and investigate that port and the advisability of indorsing a memoral to Congress from the board of trade of that city, beg leave to make the following report : We left Chicago on July 29, 1889, in company with committees from the Produce Exchange, the Lumberman's Exchange, Commercial Association, and representatives of the press of this city. At Jacksonville, Sanford, and other places the committees joined and accompanied us to Tampa. On our arrival at that place we found a large number of representative men from all parts of the State assembled to meet us. President Ingraham, of the South Flor- ida Railroad, placed at our disposal special trains and a steamer, enabling us to in- spect the bay from its head to the Gulf of Mexico. We find at the entrance of this bay 24 feet at the north channel and 26 feet at the south channel at low-tide water. About 2 miles from the dock we find a stone bar that had 16 feet of water when the United States Government commenced to remove the same, this being done by an appropriation voted by Congress after they had received the memorial signed by this board of trade and others. The appropriation was $45,000, and when the work is fin- ished vessels will have 24 feet of water at any point in the channel to the docks. The bay is 40 miles long and 15 to 20 miles wide, and is safe to navigators without pilot or previous knowledge. Docks and hotels have been built, and other accommodations for freight and pas- sengers ; a line of steamers was put on three years ago, the Key West and Havana. Prior to this there were but email imports ; the receipts of the custom-house were but a few hundred dollars per year. This year the receipts will run over $300,000. The committees of the numerous boards of trade whom we met in Florida and Geor- gia, having full knowledge of this, and the possibilities and the business through this, the mo#t natural channel and nearest market from the South American Republics, recognize Tampa as the most accessible and desirable port, and are axiously looking to see the consummation of this enterprise. They are looking to the Chicago Board of Trade and the great West to aid them. You may ask in what way do .they hope for profit, and what interest has the West and the Chicago Board of Trade in this business? Our answer for the merchants and producers for Florida and Georgia and the South is : First. The prospective opening of this business has opened the eyes of railroad managers to the importance of direct lines through the West, giving equal time and as low rates to the East, and your committee has the assurance from the executive oflScers of three of these lines of railroads in the State named that they not only de- sire this, but will and can accomplish it, and to aid in developing more active business relations with the West and to handle the South American trade they will carry freight over their lines for five years at actual cost for their services. This will open up a business that will enable the producer to place his fruit in Chicago as'cheaply as in New York, saving time and the freight from tUat city. We find in the State of IMPROVED POSTAL AND CABLE COMMUNICATION. 47 Florida nearly 20,000,000 acres assessed for tax, and only three-quarters of a million cultivated. The merchants are active and progressive and these improved transpor- tation facilities to the West will bring them rapid developments, to the producer wealth, and to the railroads dividends for their stockholders. What interest has the West and the Chicago Board of Trade in all this ? What benefits one part of the country is a benefit to all. Second. Chicago will have constantly cheap fruits and vegetables, bringing wealth to onr merchants and delicacies to our tables at reason- abJe cost. We find from $450 to $500 per car is the cost to ship fruit from California to Chicago ; we will be able to receive it from the South at one-third the cost of trans- portation. Coffee, sugar, sinip, and rice will come to us direct, and with the South and Central American products tropical products will be received at reasonable prices, and in exchange they will take our flour, hay, corn, and potatoes, agricultural im- plements, furniture, etc. Your committee finds that the statements made by Mr. S. A. Jones are true in every respect, and that all his estimates have been truthful and not colored to mislead; we also find that the Tampa Board of Trade and the city of Tampa paid a)l the bills and expense for taking the committees to Tampa and return, and there is not any corpora- tion or individuals back of him to profit by his efforts; also, that the city of Tampa has given over $60,000 in money and land to manufacturers to locate there, and the enterprise and push found in that city, and also in Jacksonville, and St. Augustine, Macon, Atlanta, Chattanooga, and other cities visited by us, and the enterprise of the press are only equaled by some of onr live Western cities. Your committee finds that the entire South interested in the developments of South and Central American trade, and the aid given them to accomplish the work will tend to more strongly cement our social and business relations. These reasons being true is why the South comes to us, and why our influence and indorsements have potent influence in Washington. Because our State pays over thirty millions to the support of the national Government yearly. Your committee would further recom- mend that the committee appointed by this board to attend a meeting of a Congress of the Three Americas in Washington, in November, be instructed to use their influ- ence to induce the delegations from South and Central America to return to their homes via Tampa Harbor, where steamers will be placed at their disposal, free of charge, to carry them to Aspiuwall, the entry port to their various countries. This will save much, it being only 1/200 miles from Tampa to Aspinwall, and they can make the entire journey from either Chicago, or New York via Tampa to Aspinwall in one hundred and thirty-nine hours, instead of being three or four weeks by the way of New York and Liverpool and the Atlantic sea-board to their homes. Finally, your committee reports that, having investigated Mr, Jones's figures on the amount of commerce to be gained aud the large saving to be made, and after having made, both personal inspection and geographical study of the route, harbor, charts, and maps your committee is thoroughly convinced of the practicability of the plans, and that Tampa is the most practicable port by which this trade can be di- verted and turned to this country, that will be of untold value to this city and the country at large, and we most heartily recommend the indorsement of the memorial to Congress, presented by Mr. Jones, and that the press of this city be furnished a copy of this report. Gilbert Montague, W. M. Greeg, Joseph Greeg, Geo. H. Sidweli., Jamks B. Wanzer, Celaeles Keifsnbider, Committee. Joint report from the Board of Trade, Produce Exchange, Lumberman's Exchange, Com- mercial Association, and Representatives of the Press, of Chicago, III., who visited Florida August, 1889. The convention was called to order at 3.30 o'clock September 13, 1889, in parlor A, of the Grand Pacific Hotel, Chicago, 111., with Mr. Gilbert Montague, of the Board of Trade, in the chair, who stated that the meeling was called to listen to the report of the committee of the joint committees that visited Tampa, Fla., in August last. Mr. Montague. As chairman of the permanent organization of the joint commit- tee that visited Tampa, at the invitation of the Tampa Board of Trade, for the pur- pose of investigating the practicability of that port as the most desirable and acces- sil)]e place to open comnjercial relations with Central and South America, beg leavw to propose the foUowiug for your consideration, as the report < f the joint committee 19 48 IMPROVED POSTAL AND CABLE COMMUNICATION. Colonel Littler, of the Produce Exchange, secretary of the meeting, then read the following report: To the citizens of the State of Florida, Georgia, the Southwest, the Great West, and the city of Chicago : The gentlemen comprising the committees from the Board of Trade, Produce Ex- change, Lumberman's Exchange, Commercial Association, and the press that visited Florida in August, having made their repoi"t8, and having been adopted and the com- mittee discharged, we consider the advisability of a more extended joint report, and submit the following for your careful consideration, indorsement, and co-operation. The object of our visit South was to examine Tampa Harbor, with a view to asking Congress to appropriate necessary funds to establish weekly mail to South and Cen- tral America, via Aspinwall, also the development of more active commercial rela- tions with them. The first question considered is the possibility of that trade and its importance to this country. Statistics show that we have imported this year from the West Indies, Central and South America, Mexico, and Cuba, in excess of our exports to them $187,000,000 worth of merchandise. These imports have been sent to them mostly in foreign bottoms that have come to us from England, Germany, France, Spain, and Holland, delivering merchandise that should have gone from this country direct. During the mouth of June there arrived at Buenos Ayres sixty-eight ocean steamers from Europe. We find that the Dutch steam-ship lines running between Amsterdam, the West Indies, and New York imported by this line to us $14,242,000, and exported $11,497,000. A portion of our exports to the countries named are now sent via New York and Liverpool. We can furnish most of this merchandise and deliver it from our Chicago manufactories or any central point in this country to Aspinwall, with only one breaking bulk and save from 3,000 to 5,000 miles. Why is it we have not this trade ? Because European countries have given aid and encouragement to their mer- chants to enable them to have constant mail communication and to advertise and in- troduce what they have to sell. Tampa has asked us to aid them in their eflbrts to have our Government furnish weekly mail service to Aspinwall. Why this request of us ; and what are the advantages of that port over others f (1) The request is made of Chicago because she is the great distributing point for the West and the Northwest, and is the geographical commercial center of this country. (2) Because Illinois pays more than any State for the support of the National Gov- ernment. (3) Because our western merchants are live, energetic business men, quick to act, always to aid in any enterprise that benefits the country or any section, and because the products of this city can be found in almost any civilized country in the world. What advantage has the port of Tampa over others t Nature has made Florida the direct highway from this country over which our vessels may pass with compara- tive safety, and is the nearest and most accessible point to send our mail and mer- chandise to the West Indies, Central and South America, and Cuba, and returning tc distributethe products of the countries from. The Bay of Tampa has many advan- tages over other Gulf ports. (1) It is the nearest port where there is sufficient water at low tide to admit ves- sels to carry on this business. (2) She has a magnificent harbor, sufficient to accommodate the entire commerce ol this country, and has docks, warehouses, and hotels, with ample rail facilities for receiving and distributing all the merchandise that may come. There is 24 feet of wat«r at the south channel and 26 at the north channel, and navigators can sail to her docks without pilots, being lighted or towed. Tampa is 1,200 miles from Aspinwall, Pensacola is 1,537 miles, Mobile 1,576 miles, and New Orleans 1,578 miles, making Tampa about thirty hours shorter than to the ports named, and is five or six days' time nearer us than by way of New York. Freight can be delivered in Chicago from South America (before it could be delivered in New York) from this port, saving loss of decay, insurance, and the great risk from the dangerous coast. We find the unhealthy commercial conditions of increase in imports and decrease in exports from the countries named. Two years ago the volume of imports was $265,000,000, in 1888 it was $253,000,000. The imports to us from Mexico for 1888 were $27,272,778, with Central America $11,754,9.52. We exported to these countries only $05,975,759, in exchange for this large volume of trade. The Government re- ports show that on this $253,797,648 worth of imports we are doing with them is being done at an extra cost of $12,000,000 per annum. This came from extra insurance to reach the Atlantic sea-board, in loss by wreckage and goods by length of time taken to reach destination. Nearly all of this can be saved, besides thousands of dollars of freight, by the short route via Tampa Harbor, and millions more of boainess oaji be IMPROVED POSTAL AND CABLE COMMUNICATION. 49 diverted to us. Europe receives from Bolivia, the Argentine Republic, Brazil, and Uruguay, $240,000,000, yearly ; we certainly should be able to secure part of this. What are the benefits Florida and the South will obtain from this business, and what benefits will Chicago and the West derive ? Nature has bestowed her rarest gifts on Florida. She is now in the infancy of her development. This great State has only 20,000,000 acres of entered and taxable land ; of this only about 75,000 acres are under cultivation. She will produce, proba- bly, 5,000,000 boxes of oranges this year. We find the production of vegetables increasing rapidly ; they will ship, from 4,000,000 to 5.000,000 crates this year. Three- quarters of all the Sea Island cotton produced in the United States is grown in Florida, and the finest tobacco produced is grown in that State, and this industry is being rapidly developed. The sugar-cane in Florida produces the finest sirup and sugar ; large sums of money have been expended in this industry and it is being rapidly developed. The finest timber is found, and the lumber interest for years has been the leading industry in this State. Large cigar factories are found at Key West, Tampa, and Jacksonville, and nearly all tropical fruits are produced. Tampa about three years ago had about 2,000 inhabitants ; now there are over 10,000. Her business amounts to over I|i5,000,000 annually. The duty received at that port will amount to over $300,000 this year ; this development is due to the fast mail service between Washington and Tampa Harbor. We understand the Government pays $180,000 per year for this and $7.^,000 per year for the mail service from that port to Havana. From this it is apparent that the Government has gained, and the de- velopment of the South in consequence of this service has been millions. Jackson- ville, the commercial capital of Florida, has a business of nearly $50,000,000 each year, with a population of about 25,000. St. Augustine is the Queen City of that State. Its hotels are magnificent, and the intelligence and push of the people we found in Tampa, Jacksonville, Ocala, Sanford, St. Augustine, Orlando, Kissimi, and other places visited by us can not be excelled by any of our Western States. Eastern and Western capitalists have invested large sums in building hotels costing millions of dollars, and over $50,000,000 have been invested in railroads. Key West has over 200 cigar factories, and produces 100,000,000 cigars yearly. She produces sponges to the value of $1,000,000 ; pineapples $75,000 worth, and her population is 19,000. This development has been rapid, and the producers are looking to see where they can find an outlet for their products. Georgia is in the same condition as Florida, with its vast resources of cotton, iron, timber, coal, and fruits ; it requires better and more rapid transportation facilities and they all look to us to aid them. The fast mail service from Washington to Tampa Harbor and Cuba has made millions of dollars for that State ; now they hope by our aid to open up a trade with Central and South America. This will soon bring them fast mail service to Chicago, and with it rapid transit for their products and at rea- sonable rates to this city, where it will be distributed to the West. We dwell on all these points for the reason of their great importance to the Southern people and the facta as we see them, that this harbor of Tampa is the way to the Gulf by which this city and the West will derive a large and lucrative business. Our visit was made at a time when we expected to find it unhealthy and uncom- fortable, and it is with pleasure that we can tell the people of the West that we were not troubled with anything more disagreeable than our inability to accept the gen- erous hospitality offered us at all points. We found the climate pleasant and cool at night, and only wished our visit could have been prolonged. Desiring to speak of the fear of yellow fever entertained by Northern people. Dr. G. T, Maxwell, in his report on yellow fever in Florida, says : " Tampa has had the yellow fever only three times in her history ; New York, Boston, Philadelphia, and Baltimore have had it many times. The quarantine regulations of the State are rigidly enforced and sanitary measures now being perfected will, we think, exempt in the future Florida from this dread disease." Whereas Mr. S. A. Jones, of Tampa, Fla., by his untiring zeal and constant efforts to make the visit of this committee pleasant, and to give us every opportunity to investigate, and finding all his statements true : Therefore, Resolved, That we most heartily recommend Mr. Jones as being worthy of the trust and confidence of the people of the South and West, as well as the commercial bodies he may visit, and from whom he may ask assistance and official indorsement, to insure the success of the enterprise he is engaged in, and that we recommend him to the favorable consideration of all the United States Senators and Representatives in S. Ex. 174 -4 50 IMPEOVED POSTAL AND CABLE COMMUNICATION. Congress, aud all the coramitteea of the national It gislattire, in the interests of more close commercial relations with the South, the West, and Central and South America, Gilbert Montague, Chairman Board of Trade Committee. Maurice H. Sulley, Chairman Commercial Exchange Association Committee. K. M. Littler, Chairman Produce Exchange Committee. L. F, Swan, Chairman Lumberman's Exchange Committee. C. F, Pereb, Chairman Press Delegation, St. Louis, Mo., April 2?,, 1889, The undersigned members of the board of directors of the merchants' exchange of St. liouis, having considered the memorial to Congress, issued by the Tamjia, Fla., Board of Trade, under date of April 3, 1889, setting forth the advantages of said port as a near aud safe route to Cuba, Central and South America, and asking an appropria- tion of $1,000,000 to any steam-ship line that will, for live years, carry the United States mail from Tampa Bay to Aspiuwall, do hereby approve and indorse said me- morial and ask for same the favorable consideration of the Congress of the United States. Chas. a. Cox, President. Hugh Eogkrs, Vice-President. George H, Morgan, Secretary. Jno. B. Vandolfo, Isaac M. Mason, E. M. Hubbard, Jno. 0. Fears, J. B. Ambs, C. H. Spencer, H. N. Chandler, Directors. Chicago, III., July 6, 1889. At a special meeting of the board of directors of the produce exchange of the city of Chicago, held this date, John B. Lynch, esq, president, chairm.au, the following resolutions were xiresented, and after all members of the board had had an opportu- nity to express their views upon the same, were unanimously adopted : Resolved, By the produce exchange of Chicago, that we heartily indorse the memorial submitted by Mr. S. A. Jones, of Florida, to be presented to Congress for the opening up of a direct line of commerce from Chicago and the West to Florida, and also via Tampa Harbor to Cuba, Central America, and South America. Resolved, That a committee of five bo appointed from this exchange, whose duty it bhall be (in connection with a like committee from the board of trade, Chicago) to co-operate with the Tampa Board of Trade, with the view to effect an early arrange- ment for quick transit and cheap rates between Tampa and Chicago aud the West. Resolved, Th.at this committee will urge the Eepresentatives in Congress to give their influence to secure an early opening of this direct line from Chicago and the West to Cuba, Central and South Ainerica. Resolved, That the press of Chicago be furnished a copy of these resolutions and requested to give its sanction and support to this work. Resolved, That the invitiition of Mr. Jones to visit Florida be accepted, and a com- mittee of five bo appointed by the president (for which he shall be the chairman) to represent this exchange, who shall respond at the call of the board of trade commit- tee. Egbert M. Littler, Secretary Produce Exchange, City of Chicago. Chicago, July 8, 1889. At a regular meeting of the board of directors of the Lumberman's Exchange, of Chicago, held this day, the following action was had and the following resolntious unanimoufdy adopted : £esolved, By tlie Lumberman's Exchange, of Chicago, that \re heartily indorse the IMPEOVED POSTAL AND CABLE COMMUNICATION. 51 oaemorial submitted by Mr. S. A. Jones, of Florida, to be presented to Congress for the opening up of a direct line for commerce from Chicago and the West to Florida, and also via Tampa Harbor to Cuba, Central and South America. Besolved, That a committee of three be appointed from this exchange whose duty it shall be (in connection with like committee from the Board of Trade of Chicago) to co-operate with the Tampa Board of Trade with the view to effect an early arrange- ment for quick transit and cheap rates between Tampa and Chicago and the West. Besolved, That this committee will urge the Representatives in Congress to give their influence to secure an early opening of this direct line from Chicago and the West to Cuba, Central and South America. Besolved, That the press of Chicago be furnished a copy of these resolutions and requested to give its sanction and support to this work. Besolved, That the invitation of Mr. Jones to visit Florida be accepted, and a com- mittee of three be appointed by the president (of which he shall be the chairman) to represent this exchange, who shall respond at the call of the Board of Trade com- mittee. Theo. F. Swan, Secretary. Chicago, III., July 9, 1889. George F. Stone, Esq., Secretary Board of Trade, Chicago : Dear Sir : In common with representatives from other organizations in this city we have examined the project submitted by S. A. Jones, of Tampa Bay, Fla., having in view the establishment of a direct line of transportation from the city of Chicago, via Tampa Bay, to the Caribbean Sea ports, and are of the opinion that the comple- tion of the proposed line of transportation would confer great commercial benefits upon the whole country, and especially upon the West, by bringing ua in direct com- munication with the Caribbean Sea and South American ports, and approve the same. Samuel B. Eaymond, President. L. J. Leonard, Secretary. Chicago, Sept&niber 2, 1889. To the Secretary of the Commercial Exchange, Chicago, III.: The undersigned committee, appointed to visit Tampa Bay, Fla., begs to submit the following report : The excursion party left Chicago on the evening of July 29 last, and after a short stay at Chattanooga, Atlanta, andMacon, reached Jacksonville, where we were met by a committee representing the Board of Trade, press, and railroads of Jacksonville, who escorted iis to Port Tampa. Ample opportunities were afforded us to inspect the harbor facilities of Port Tampa. Soundings were taken from the deck of a steamer (which was at oar di8posa.l), show- ing a depth of 26 feet in the north channel and a depth of 24 feet in the south chan- nel, the only obstruction being a limestone bar, for the removal of which Congress has already passed an appropriation, and the work of removing same is rapidly progress- ing. This work being completed, Tampa will have the finest port of entry on the julf coast, and one that a mariner can enter without the aid of a pilot. A route from the South American ports by way of Tampa would be the shortest by 400 miles. This committee has refrained from making a detailed report embodying the advan- tages Chicago would receive by a direct commercial relation with Tampa and South America, leaving such a report to be made by Mr. Gilbert Montague, the chairman of the joint committees, but will state that this project merits the consideration of the business men of Chicago and the Northwest. Respectfully submitted. Maurice H. Sculley, Chairman. Lincoln, Nebr., Septemler 19, 1889. At a meeting of the directors of the Lincoln Board of Trade, held at their room on September 19, 1889, the following memorial was unanimously adopted and signed by the officers and members of the board : The undersigned directors of the board of trade, of Lincoln, Nebr., having con- sidered the memorial to Congress issued by the Tampa (Fla.) Board of Trade under date ot April 3, 1889, setting forth the advantages of said port as a near and safe route to Cuba, Central and South America, and asking an appropriation of |1,000,000 52 IMPROVED POSTAL AND CABLE COMMUNICATION. to any steain-sliip line that will, for five yeara, carry the United States mail from Tampa Bay to Aspinwall, do hereby approve and indorse said memorial and ask for same the favorable consideration of the Congress" of the United States.' R. H. Oakley, President Lincoln Board of Trade. A. H. Weir, Vice-President. c. A. Atkinson, Secretary. J. J. Imhoff, A. E. Hargraves, C- J. Ernst, Eli Plummer, M . L. . Trester, T. W . LOWRY, C. H. Gere, Directors. R. H. Oakley, President. C. . A. Atkinson, Secretary. The above is a true copy from our records. Omaha, Nebr., Sej^tember 21, 1889. At a special meeting of the directors of the Omaha Board of Trade, held at their office in the chamber of commerce, there was presented, and upon motion unani- mously adopted, the following: Whereas there has been laid before the board of trade a memorial, which is to be presented to the Congress of the United States by the board of trade of Tampa, Fla., memorializing Congress for an appropriation of |1, 000, 000 to an American line of steamers that will carry the United States mail from Tampa, Fla., to Aspin- wall, Central America, and intermediate points for a term of five years : Believing that such a line would be of great advantage to the Southern, Middle, and Western States and Northern States, we therefore most cordially indorse said memorial and request our Senators and Members in Congress to give their support to the passage of a law in accordance with the terms of said memorial. W. N. Nason, Secretary. Euclid Martin, President. Max Meyer, Vice-President. E. E, Bruce, C. O. LOBECK, J. E. Iler, Daniel H. Wheeler, Directors. Hugh C. Clark, Treasurer. DBS Moines, Iowa, September 23, 1889. At a meeting of the Des Moines Commercial Exchange Directory Board, held at their rooms this day, the following memorial was unanimously adopted and signed by the officers and members of the board : The undersigned directors of the Des Moines Commercial Exchange, having con- sidered the memorial to Congress issued by the board of trade of Tampa, Fla., under date of April 3, 1889, asking for an appropriation of $1,000,000 to an American line of steamers that will carry the United States mail from Tampa, Fla., to Aspinwall, Cen- tral America, and intermediate points, for the term of five years : Believing that such a line would be of great advantage to the great Northwestern, Western, Middle, and Southern States, we therefore indorse most cordially said memorial, and would re- quest our Senators and Members of Congress to give their support to the passage of a law in accordance with the terms of said memorial. [seal.] Isaac Brandt, President. T. F. Sblleck, Secretary. Milwaukee, Wis., September 27, 1889. A joint meeting of the officers and directors of the Merchants' Association and Chamber of Commerce of the city of Milwaukee was held September 27, 1889, at which Mr. C. A. Chapin, of the Chamber of Commerce, was elected chairman. Mr. C £. Andrews, of the Merchants' Association, offered the following, which upon faU IMPEOVED POSTAL AND CABLE COMMUNICATION. 53 consideration and discussion was adopted as the unanimous expression of the meet- ing: The officers and directors of the Merchants' Association and board of directors of the Chamber of Commerce of the city of Milwaukee, having listened with great in- terest to the remarks of Mr. S. A. Jones, of Tampa, Fla., in relation to a memorial to be presented by the Board of Trade of Tampa, Fla., memorializing Congress for an ap- propriation of $1,000,000 for the purpose of establishing an American line of steamers carrying United States mail from Tampa, Fla., to Aspinwall, Central America, and intermediate points, for a term of five years, most cordially indorse the memorial and the object. Believing that such a line of steamers would be of incalculable benefit to the Southern, Middle, Western, and Northwestern States, we can earnestly request the Senators and Representatives in Congress from the State of Wisconsin to give their support to the passage of a law in accordance with the terms of the memorial. C. E. Andrews, President Milwaukee Merchants' Asaociation. Oscar Mohr. W. J. Langson, Secretary of the Chamber of Commerce of Milwaukee. [T«mpa Board of Trade. Office of S. A. Jones.] Tampa^ Fla., April 3, 1889. To the Senators and Bepresentatives of the United States in Congress assemiled : We, your petitioners, merchants, shippers, boards of trade, merchants' exchanges, as below specified, represent as follows : Whereas it has been shown that many millions of dollars can be saved to the peo- ple of the Western, Middle, and Southern States, on goods now coming to them from Cuba, Central America, South America, and Mexico that is now coming by the way of New York and the Atlantic sea-board, passing out of the Gulf of Mexico and the Caribbean Sea, through the dangerous reefs of Florida to enter the Atlantic Ocean, and on by Cape Hatteras to reach New York, costing an extra insurance of 24 per cent, and a loss on vessels of $10,000,000 yearly, saying nothing of the $1,500,000 loss per year on perishable goods by long shipment ; Whereas it has been shown that $265,000,000 worth of commerce pass and repass yearly to the Eastern sea-board over this dangerous route ; also that out of this amount, $165,000,000 is consumed, handled, and manufactured west of and including the State of Ohio ; and Whereas it has been shown that Tampa Bay, Florida, is the most practicable Southern harbor on the coast of the United States, through which this $165,000,000 worth of goods that is consumed and handled in the Western, Middle, and Southern States shonld enter this country ; therefore. We pray your honorable body to note that it has been shown that all this heavy loss of ships, and loss of extra insurance and perishable goods can be saved to the customers by this new route, a^nd at the same time give a large volume of work to the Southern and Western roads, thereby enabling them at a great saving to carry these goods direct through the South on an air line through the heart of Kentucky, Tennessee, Georgia, and Florida, opening up a rich section of country in these States, making them tributary with the South American trader to the market of the cities of Ohio, Indiana, Illinois, Michigan, Iowa, Wisconsin, Minnesota, Colorado, Nebraska, Kansas, and Missouri, the natural market for all these States, and the Central and South American countries, instead of carrying to them second-handed by the way of New York and the Atlantic sea-board, to be again redistributed to the country at large. It is also shown that the distance by rail from New York to Chicago and St. Louis is the same as it is from Tampa to St. Louis. This change of route will save over 1,000 miles of transportation for goods now going to New York and Eastern sea- boards to find a railroad to transport them to Chicago, St. Louis, Cincinnati, the great inland market of the country for the West and the Northwest, passing the end of an air-line road than can be had over 1,000 miles nearer. It has been shown that Tampa Bay, since receiving the first indorsement by the cities of the West, has induced large capital to begin the development of the city of Tampa. Congress has made Tampa a customs district and her custom receipts amount to $20,000 per month ; has a bill pending before Congress, and passed the Senate, pro- viding for her public buildings ; one to be an international exposition to encourage ftiendly intercourse between these two countries ; has appropriated large sums of money that is now being expended to prepare the harbor for the entrance of the 64 IMPROVED POSTAL AND CABLE COMMUNICATION. largest ships: the United States mail is now carried via Tampa to Cuba m sixty-sjs hours from New York, also the same time from St. Louis and Chicago, over the old time of three hundred and twenty-four hours ; the new docks have been finished at Tampa at a cost of $250,000; the two fastest ships on the American waters, cost- ing a half million dollars, carry you from Tampa to Havana in eighteen hours ; the only absolutely fire-proof tourist's hotel in the world is now being completed at Tampa at a cost of several millions of dollars, to accommodate the traveling public of both continents ; a new line of ships soon to be run to Vera Cruz, Mexico, carrying the New York and western mails in ninety-six hours via Tampa. The city of Tampa has grown in five years from 1,200 to 10,000 people, with factories that cost $2,000,000, paying out weekly |40,000 for labor ; the city is lighted with electricity, supplied with fine water- works and street-car lines, and all industries are under headway. Whereas these new improvements are realities and standing monuments of indus- try and enterprise, it is of vital and national interest to the people of the United States, as well as the Western, Middle, and Southern States, to foster and give all aid they can to increase our water facilities of transportation at this most practicable place, through which to reach the rich fields of Cuba, South America, and Central America over the most direct, shortest, and cheapest line over which to send our ex- ports and receive our imports : therefore we urgently request and recommend that Congress appropriate, for the further encouragement and development of our south- ern connections at Tampa, Fla., with the Carribean sea-ports, $1,000,000 to any ship line that will for five years carry the United States mail from Tampa Bay to Aspin- wall, said ships to be owned by American capital and equipped with first-class pas- senger accommodations and freight facilities, to be run under such restrictions and regulations regarding the appropriation as may be determined by the Postmaster-Gen- eral. Therefore we pray your honorable bodies' early and favorable consideration of this matter, not only for the benefit of the people of Florida but of the whole United States, whose interests are directly concerned in communicating and transacting bus- iness through Florida with the West Indies, Central America, and South America cheaply and quickly, and by land transportation, instead of by long and expensive route by way of the Atlantic sea-board. Appendix H. From B. A. Jones, op Chicago. [Office of Gilbert Montague, 6 and 8 Sherman street, chairman of permanent organization on South American Mail Line.] Chicago, III., October 8, 1889. Hon. James G. Blaine, Secretary of State, Washington, D. C. : Dear Sir : I have the honor herewith to submit for your kindly consideration the report to date of work on a plan unanimously adopted by the South and West, as far as the work has been done, and have no hesitancy in saying Michigan, Ohio, and In- diana will join us, as they have already so indicated, and did join us before in the work to improve Tampa Harbor, Fla. Eeport herewith submitted by the various committees after a personal inspection of this scheme and plan speaks all that is needful of the practicability ol the line and the abundant capacity of the harbor and the desirabQiby of the route. There has been formed in this city, from the different business organizations, a permanent organ- ization, whose work is to push this matter until the mail line to Aspinwall, via Tampa Harbor, is open. I have been requested, and it has been suggested by the chairman and the various members of this organization and of the different organizations that have indorsed the plan, to lay as early as possible this matter before you for advice. The committees see the importance of the work, and have passed resolutions to use their aid and influence in securing the return of the South American delegates over this route to Aspinwall, the entrepot to their various countries, as they have come to this country by way of Liverpool and the eastern sea-board, and we have noticed the programme of their visit is a hurried trip through the North and West, touching only at New Orleans, on the Gulf, and then to return to Washington. It is the earnest wish and desire of the people of the West and South that this delegation, when they have completed their work in Washington, to have them re- turn via Tampa, Fla. ; arrangements can be made to make the time between Tampa and Aspinwall in less than ninety-one hours. Of course no comment is needed on the result, when they, by this route, find they can reach New York and the East, and Chi- cago and the West, all within one hundred and thirty-nine hours, and have a short, beautiful, andsafo voyage, as against the long and dangerous route they wiU have to IMPEOVED POSTAL AND CABLE COMMUNICATION. 55 come, we feel this will go a long way toward convincing them they are our very close neighbors. We desire to know what s. eps to take to bring abont their return over this route, and the different organizations desire to know if the Government will furn- ish transportation for them, or will charter one of the fine steamers now plying be- tween Tampa and Cuba, which are unexcelled in speed and equipment for comfort by any steamers in any service on American waters. Knowing of your broad views on these matters, and the interest you have taken in endeavoring to establish closer relation with these countries, we feel you will not deem us intruding in asking this information. I am getting up a condensed report — in a short time it will be in — full and comprehensive. Do you think it will be neces- sary to obtain the indorsement of any more States before this matter of their return- ing is laid before the meeting in Washington? By the time next Congress meets we will have the entire official indorsement north and south of the Ohio River, An early answer with your favorable opinion, and full knowledge of what is need- ful in such matters, will be happily received and most highly appreciated, by yours, in behalf of the people of the South and West, and the various organizations enlisted in this work, I beg to subscribe myself, Most respectfully and obediently yours, S. A. Jones, 68 Sherman street, Chicago, III. Appendix I. From the board of trade op Columbia, South Carolina. Hon. James G. Blaine, Secretary of State, International American Congress, Washington, D. C. : Sir : As a committee of the board of trade of the city, appointed especially for the purpose of considering your valued communication of June 17, 1889, in regard to the meeting of the International American Congress, and to reply thereto, we have the honor to say : That for several years the subject of reciprocal trade, particularly with our very near neighbors. Central and South America, Mexico, and the West Indies, has been a subject of much thought and concern to us whose interests in manufacturing and commerce is developing as never before in the history of the South. As our manufactured products increase, we look naturally for consumers (custom- ers) to these ports that are to this country sealed, owing to the paucity of our mer- chant marine, and the small amount of reciprocal commerce done by the United States. According to the report of the South American Commission our trade with South and Central America is — Imports $1,185,828,579 Exports 442,048,975 Balance of trade against us 743,780, 604 This is truly wonderful, and the fact patent, that this country is not getting a fair share of this trade, and the greater wonder is that American manufacturers have been and are blind to the great amount of good there is lying ready to their hands in these countries. The diiference in the value of American cottons as compared with Egyptian (our cottons being 25 per centum higher in Liverpool after being carried nearly 4,000 miles when taken to the looms of Manchester) shows the appreciation of English manufacturers Ibr this volume of business. We therefore enter most heartily into the reciprocity idea, even to the extent of recommending to our General Government the expediency of subsidizing vessels of great speed and heavy tonnage that will make quick and frequent trips to these ports and the ports of Canada, touching at Charlestor, Georgetown, and Port Eoyal. Eespectfully, E. S. Desportes, David Jones, J. L. Munnaugh, Committee. Columbia Board of Trade. Columlia, S. C, September 25, 1889. Unanimously adopted. C. Jr Tredell, President. R. M. Anderson, Secretary, 56 IMPKOVED POSTAL AND CABLE COMMUNICATION. Appendix J. From the Chamber op Commerce, Mobixk, Aul. Dr. O. F. Cawthorn, President, And Board of Directors of the Moiile Chamber of Commerce: Sirs: Your comruittee on information and statistics, to whom was referred your cir- cular letter of the Secretary of State of the United States, Hon. James G. Blaine dated June, 17, 1889, referring to the Conference of the American States to be held in "Washington, D. C, October 2, next, respectfully report : That they have considered said letter and the accompanying act of Congress of May 24, 1888. They find that Mobile is not especially behind other ports of the United States in commercial relations with Mexico and the South American States, regard being had to the size of the port and the magnitude of its general trade with other foreign countries. The difficulty is, that no part of our country secures more than a small fraction of the great trade of the other North and South American States. Our great common competitor is Europe, and especially England and the German Empire. Statistics to be of value to Mobile at the coming Conference, should be to show the superiority of our port over European ports, as a source of supplies to the people, to be represented at such Conference, and not to show superiority over other ports of the United States, who are equally with ourselves destitute of Mexican and South American trade. Your committee had neither time nor means for instituting a com- pilation of such statistics. Neither do your committee find themselves able to make suggestions in detail for methods of carrying out the eight propositions contained in the act of May 24, 1888. The purpose of each merits the hearty concurrence of our body. One fact is clearly apparent. Mobile can not expect to have any trade with forei^, Gulf, and South American ports until there are lines of regular communication established between them, and certain means of transportation from Mobile to such foreign ports, and vice versa. Purchasers can not be expected to come to or deal with a place which has no means of reaching it and has no means of shipping the goods when bought, or only uncertain means, operating at irregular and uncertain times. On the other hand, transportation can not be expected to seek Mobile for cargoes until it is reasonably certain there will be found something there to take away. Mobile is in this position : She can not sell to Mexico and South America, even if she has the goods they want, because she has no means of transportation to the pur- chasers there. Transportation to these countries does not seek us, because she has nothing to trans- port in the absence of buyers. We can not force the Mexican and South American buyers to come here. They are human, and we can only induce them to come. But transportation is mechanical ; a mere question of ways and means, and can not be forced to come here. We can build bridges, as it were, between us and our southern neighbors, and as- sure them of certainty and regularity of communication ; and we may be confident they will not be long in availing themselves of their opportunities and seeking the best market. Regular lines of steam-ships are such bridges, and over such bridges the commerce of Mexico and South America goes to England and Germany to-day. There is one practical suggestion, therefore, covering the point embodied in the third proposition in the act of Congress, which the chamber can make. But this is so well stated for our purpose by President J. C. Clarke, of the Mobile and Ohio Railroad Company, in a communication herewith transmitted, that your committee recommend that it be sent to the honorable Secretary of State, as embodying the response the chamber would make to his letter, Frede'k G. Bromberg, Chairman. R. B, Owen. Richard MELLErr. Wm. H. Barney. IMPROVED POSTAL AND CABLE COMMUNICATION. 57 Mobile and Ohio Railroad CoMPAjnr, Office of President and General Manager, Mobile, Ala., July II, 1889. Hon. F. G. Bromberg, Chairman of Committee, City : Mt Dear Sir : After carefully looking over the papers left with me for examina- tion, it would seem, on consulting the maps, that the geographical location of Mobile ought to enable us to handle and share in a fair proportion of the South American import and export trade with the United States. We hare short inland lines to the center of production of provisions and breadstufife ; we can supply cheap coal, lumbei and iron ; our close proximity to the Gulf and low port charges oifer inducements to marine tonnage ; ship stores and labor abundant at reasonable prices. Bat to inau- gurate and control any portion of this trade, we must have lines of steamers or sailing vessels plying to and from Mobile and these South American States. How shall we get them is the important question. The productions of the country, it is claimed, are stagnant for want of markets to take our supplies. Then wisdom on the part of our National Government would be to grant subsidies to lines to ply between our own and those countries that would take our supplies. These subsidies ought to continue until the trade that may be inaugurated reaches such conditions as to make the line or lines of conveyance self-sustaining to those who invest their capital in marine tonnage. Mobile is the only sea-port in Alabama. Our representation in the National Con- gress from the State of Alabama ought to invoke the aid of the Government to make the port of Mobile what it should be — the gateway for imports and exports to an^ from the West and Northwest and South American countries. Very truly yours, J. C. Clarke, Preaidtnt and General Manager. Appendix K. Report op the Commercial Conference at San Francisco, August 29 and 30, 1889. At a meeting of the Chamber of Commerce of San Francisco, held on the 23d day of July, 1889, Capt. William L. Merry presented the following resolutions, which, after due discussion, were unanimously adopted : Resolved, That prior to the departure of our Pacific coast Senators and Representatives for the National Capital this Chamber of Commerce shall convene in special session, inviting their attendance, and also the Manufacturers' Association, the State Board of Trade, the Board of Trade of San Francisco, the State Viticultural Society, the San Francisco Produce Exchange, the Chamber of Commerce of Los Angeles, the Cham- ber of Commerce of San Diego, the Chamber of Commerce of Eureka, Cal., the Portland (Oregon) Board of Trade, the Astoria (Oregon) Chamber of Commerce, Tacoma and Seattle Chambers of Commerce, and such other incorporated commercial organizations in California, Oregon, Washington, and Nevada as may be decided entitled to ad- mission by the board of trustees of this chamber to send representatives to a com- mercial convention called for the consideration of the following subjects : (1) The permanent establishment of ocean mail steam-ship lines on Pacific Ocean routes, and the liberal compensation by the Government for the carriage of ocean mails on said lines by steam-ships available for war and transport purposes. (2) The application of the interstate-commerce law to the American carrying trade of the Canadian Pacific Railway, or the abolition of the bonding system for railway carriage through foreign territory. (3) The maritime defense of Pacific coast ports. (4) An ocean telegraph cable to Australia via the Pacific Islands. (5) The energetic construction of the Nicaragua Canal as a means of national de- fense and commercial development. (6) The encouragement of maritime commerce and increased energy in the con- Btruction of the navy. Resolved, That the board of trustees of this Chamber of Commerce shall fix the date for said special session, issue the necessary of&cial invitations, and appoint com- mittees to report on the subjects above named. Resolved, That no other subjects shall be considered at said special session, except by unanimous consent. In accordance with resolutions adopted by the Chamber of Commerce of San Fran- cisco in regular session July 23, 1889, the chamber met in special session August 29, 58 IMPROVED POSTAL AND GABLE COMMUNICATION. 1889, at 2.30 o'clock p. m., Hon. Ira P. Rankin in tlie chair, in commercial cffoference vrith the Tarious organizations throughout the Pacific coast, as represented by the following delegates: Astoria Chamber of Commerce : E. C. Holden, M. C. Crosby, J. W. Case, SamL Elmore, Hon. J. H. D. Gray. San Diego Chamier of Commerce : Geo. N. Nolan, Chalmers Scott, John Ginty, Col. John Kastle, C. C. Valle. Tacoma Chamber of Commerce: Saml. Coilyer, M. K. Snell. Los Angeles Chamber of Commerce: Maj. E. W. Jones, Merrick Reynolds, "W. H. Goucher, Harvey Liudley, Capt. H. Z. Osborne. Portland Board of Trade: J. McCraken, Kenneth Macleay, R. P. Earhart, Henry F. Allen, Wm. Kapus. Eureka, Cal., Chaviber of Commerce : F. A. Week, J. J. McKinnon, Geo. Hooper, C. B. Stone, John Dolbeer. Sacramento Board of Trade: E. J. Gregory, D. Lubin, P. E. Piatt, L. Williams, Chas. McCreary. California State Vilicultural Society : John T. Doyle, C. Bundschu, J. Frowenfeld, J. A. Stanley, Chas. B. Turrill. California Slate Board of Trade : W. H. Mills, John P. Irish, M. M. Estee, N. P. Chipman, Jesse D. Carr. The Board of Trade of San Francisco : M. P. Jones, Marion Leventritt, Henry L. Dodge, Levi M. Kellogg, Benj. Schloss. The Produce Exchange of San Francisco : Geo. W. McNear, W. A. Holcomb, C. B. Stone, Max Brooks, F. W. Eaton. The Manufacturers' Association of San Francisco : Wm. Harney, A. S. Hallidie, Wm. T. Garratt, Irving M. Scott, Alanson H. Phelps. The Federated Trades of the Pacific Coast: W. A. Bushnell, M. McGlynn, W. J. B. Mackay, J. C. Millan, H. Whitham. COMMITTKK8 APPOINTED TO REPORT ON SUBJECTS NAMED. On the permanent establishment of ocean mail steam-ship lines on Pacific Ocean routes, and the liberal compensation by the Government for the carriage of ocean mails on said lines, by steam-ships available for war and transport pu poses: San Francisco Chamber of Commerce committee, — Capt. Chas. Goodall, Capt. Oliver Eldridge, Capt. John H. Freeman, Geo. H. Sanderson, and John L. Howard. Conference committee. — Capt. William L. Merry, J. W. Case, John Kastle. E. W. Jones, M. K. Snell, J. McCracken, F. A. Week, John T. Doyle, E. J. Gregory, W. H. Mills, Levi M. Kellogg, C. B. Stone, and Irving M. Scott. On the application of the interstate commerce law to the American carrying trade of the Canadian Pacific Railway, or the abolition of the bonding system for railway carriage through foreign territory : San Francisco Chamber of Commerce committee, — A. S. Hallidie, Albert Gallatin, Robert Watt, and Arthur R. Briggs. Conference committee. — Wm. T. Garratt, Samnel Elmore, C. C. Valle, W. H. Goucher, M. K. Snell, R. P. Earhart, John Dolbeer, Chas. B. Turrill, E. J. Gregory, J. P. Irish, Benjamin Schloss, W. A. HoJcomb, William Harney, A. S. Hallidie, and Arthur R. Briggs. On the maritime defense of Pacific-coast ports : San Francisco Chamber of Commerce committee. — Irving M. Scott, Geo. K. Porter, F. S. Wensinger, P. B. Cornwall, and F. A. Haber. Conference committee.— Vs^iW&rd B. Harrington, M. C. Crosby, Chalmers Scott, H. Z. Osborne, Samuel Coilyer, William Kapus, F. A. Week, C. B. Turrill, P. E. Piatt, J. P. Irish, M. Leventritt, C. B. Stone, and A. S. Hallidie. On an ocean telegraph cable to Australia via the Pacific islands: San Francisco Chamber of Commerce committee. — Hugh Craig, Chas. R. Allen, J. G. Jackson, Michael Castle, and Capt. Chas. Nelson. Conference committee. — Capt. William L. Merry, J- H. D. Gray, John Kastle, E. W. Jones, M. K. Snell, J. McCr.acken, F. A. Week, John T. Doyle, E. J. Gregory, W. H. Mills, Levi M. Kellogg, C. B. Stone, and Irving M. Scott. On the energetic construction of the Nicaragua Canal as a means of national defense and commercial development: San Francisco Chamber of Commerce committee. — Capt. William L. Merry, William Harney, Peter Dean, John Evevding, and E, W. Newhall. Conference committee.— Col. C L. Taylor, E. C. Holden, Geo. N. Nolan, Merrick Reynolds, Samuel Coilyer, K. Macleay, George Hooper, J. A. Stanley, Charles McCreary, N. P. Chipman, H. L. Dodge, F. W. Eaton, and A. H. Phelps. IMPROVED POSTAL AND CABLE COMMUNICATION. 59 Oil tlie eucouraj^ement of maritime commerce and increased energy in the construc- tion of a navy ; San Francisco Chamber of Commerce committee. — E. G. Sneatli, W. W. Montague, • Capt. C. L. Diugley, Geo. W. McNear, and Chas. H. Wells. Conference committee.— Ci>\A. William L. Merry, J. W. Case, John Kastle, E. W. Joues, M. K. Snell, J. McCracken, F. A. Week, John T. Doyle, E. J. Gregory, W. H. Mills, Levi M. Kellogg, C. B. Stone, and Irving M. Scott. Report on the Permanent Establishment op Oceajj Mail Steam-ship Lines ON Pacific Ocean Routes, and the Liberal Compensation by the Govern- MEJST FOR THE CARRIAGE OF OCKAN MaILS ON SAID LINES, BY STEAM-SHIPS Available for war and Transport Purposes, as Adopted by the Confer- ence. The following propositions were submitted by resolution to your committee for consideration : "The permanent establishment of ocean mail steam-ship lines on Pacific Ocean routes, and the liberal compensation by the Government for the carriage of ocean mails on said lines, by steam-ships available for war and transportation purposes." The foregoing reference embraces three propositions, which your committee, for convenience, will consider separately. 1. "The permanent establishment of ocean mail steam-ship lines on the Pacific Ocean routes." The existing ocean steam-ship lines which naturally fall within the scope of your committee's investigation are : *• jAPAJsr and china. 1. Pacific Mail Steam-ship Company, American; emijloying four steam-ships on the American register, alternating about every eleven days with the 2. Occidental and Oriental Steam-ship Company's steamers, four in number ; char- tered from the White Star line of Liverpool. These chartered British steamers alter- nate with the Pacific Mail Company's vessels. 3. Canadian Pacific line of chartered British steam-ships, three in number, which provide a four-weekly service between Japan and China, and Vancouver, British Co- lumbia. The United States Post-Office Department pays no subsidy for postal or other pur- poses to the American line between San Francisco and China. The renumeration for carriage of the United States mail is ocean letter rates, which amounted to $13,229.34 in 1886-'87, and about $14,000 in round figures last fiscal year. This amount is divided between the two American cofupanies running American and chartered steam-ships to Japan and China from San Francisco, in proportion to the size of the mail carried by each, respeclively. The Pacific Mail Company's ves- sels being on the American register are paid ship's letter and inland postage rates ; the chartered vessels of the Occidental and Oriental Company are paid ship's letter rates only. The distance covered by the vessels is about 12,7G8 miles each round voyage. The mail service averages about thirty-three round trips each year. The United States Government pays an average of |427 per round trip for carrying its China mail. This payment can not be termed adequate remuneration for such postal services, and as contrasted with payments for railroad mail transportation, the injustice done to American steam-ships engaged in the foreign trade is at once apparent. The Post- Office Department pays American railroads for carrying the United States domestic mail an average of 10.95 cents per mile. If the same rate of payment were made to American steam-ships in the foreign trade by the Post-Office Department it would be some encouragement to steam-ship owners, but this is not the case, and the practical effect of the iiost-office law at present is to discourage the employment of American steam-ships in foreign commerce. The Canadian Pacific Company established a four- weekly line of steamers between Vancouver, British Columbia, and China and Japan, in 1^87, and ran them in op- position to the two steam-ship lines trading out of San Francisco. The Canadian line was established in expectation of a substantial subsidy, which has since been realized. A ten years' contract has been entered into by the British and Canadian Govern- ments with the Canadian Pacific Company, by which the latter is to receive $400,000 a year for a four-weekly mail service, with three steam-ships between Vancouver, Hong-Kong, and Shanghai, The sea distance is considerably less on each round trip than the distance covered by the Pacific Mail and Occidental and Oriental vessels. 60 IMPROVED POSTAL AND CABLE COMMUNICATION. It is only necessary to contrast the postal subsidy payable to the British-Canadian line to China with the payment by the United States Government for carrying its mail by the American line from San Francisco to China, to realize the immense ad- vantage British commercial interests enjoy over American commercial interests in the China trade. Thus, for the services of three steam-ships, making thirteen round trips each year, the owners are to receive for carrying the British mail in excess of $37,769 per round voyage. The United States Government enjoys the services of eight steam-ships sailing from San Francisco, making an average eleven-day service, the steaming distance being considerably greater than on the British line, and it pays the owners and charterers for carrying the American mail $127 per round voyage, as already presented. The statement of this fact is enough to condemn the parsimonious policy of our Government in respect to ocean commerce, and to excite admiration for the liberal and progressive policy of England and Canada. The intention is that the Pacific Ocean line from Vancouver to China shall connect by the Canadian Pacific Railroad at Quebec and Halifax in summer and winter, respectively, with a weekly line of fast steam-shii>s to run from those ports to Liverpool, and for which England and Can- ada have contracted to pay an annual subsidy of $500,000. The steam-ships for the Canada-Atlantic and Canada-Pacific lines are to be built under the admiralty rules, and to be capable of being converted into unarmored cruisers without delay or modification of any kind. For this the British admiralty pays a handsome bonus upon each vessel, and stipulates to make adequate compensa- tion to the owners should the Imperial Government incorporate any of the ships in the navy of Great Britain. The amount of such payment can not be ascertained, but it is understood to be large. The establishment of the Canadian Pacific Steam-ship line to China and Japan has had the effect of diverting a considerable amount of United States freight from the • American railroads and steam-ship lines, making San Francisco their terminus. The Chief of the United States Bureau of Statistics reports an increaseofQO per cent, on the half year ended December 31, 1888, over the preceding half year, in the quantity of merchandise exported from the United States to China and Japan by the Canadian Pacific Railroad. The weight of the merchandise so transported for the six: months in question is given at 2,175 tons, as against 5,488 tons for eighteen months ended De cember 31, 1888. The principal export in the last six months of 1888 consisted of 2,394^ tons New England cotton goods, which showed that American manufactures are being shipped from Eastern points to China by the Bi'itish steam-ship line, and not from San Francisco by an American line. As a further illustration of this diver- sion of trade, Vice-President Towne, of the Southern Pacific Railroad, stated before the Senate Interstate Commerce Committee that whereas the imports of tea by the Amer- ican lines had decreased nearly 2,822 tons in 1888 as compared with 1887 the imports by the Canadian Pacific has increased by 1,849 tons. The aggregate trade of the Dominion proper with China and Japan on the basis of < goods entered for consumption and exported was $2,261,155 in 1888. I The aggregate value of the Japan and China trade of the United States in 1888 was 1 $44,109,139, or about twenty times greater than the trade of Canada with those coun- tries, yet the United States Government pays only $14,000 a year for its important and frequent China mail service ; while England and Canada have contracted to pay $400,0"00 a year for an unimportant four-weekly service. England is also to pay a heavy construction bonus for naval purposes on the vessels employed. With such special advantages the Canadian Pacific can afford to quote rates which must drive the American lines out of the China trade, and inflict an almost irreparable injury upon San Francisco. NOKTH PACIFIC LINK TO BRITISH COLUMBIA. 1. Pacific Coast Steam-ship Company, American ; runs a line of steam-ships every five days to Victoria, British Columbia, thence to Puget Sound ports and Alaska. The Canadian postal department pays $1,470 per month for mail service performed by the company, or $17,640 per annum. The United States Government paid this company for one year $219.28 for carrying the American mail to British Columbia in fifty voyages. Comment upon these figures is superfluous. MEXICAN AND CENTRAL AMERICAN LINE. 1. Pacific Mail Steam-ship Company, American ; runs five steam-ships on the main line from San Francisco and Panama, touching at Mexican and Central American way jjorts, and forms conuection with the Atlantic line of the same company at As- pinwall, by the Panama Railroad. Carries the United States mail. During coffee season makes three tripe per month ; fortnightly service at other times. IMPROVED POSTAL AND CABLE COMMUNICATION. 61 Receives ship's letter rates and inland postage for carrying the United Utates mail to Mexican and Central American ports of the Pacific Coast to Panama. The pay. ment for this important aud expensive service last year was an insignificant sum- The distance traversed each round trip is about 5,200 miles, 2. Pacific Mail Steam-ship Company, American; runs three coasting steamers from Central American ports to Panama. 3. Pacific Coast Steam-ship Company, American; runs one steam-ship monthly to Mexican ports from San Francisco. Is paid ship's letter rates and inland postages for the limited quantity of mail carried. 4. A small Mexican steamer runs to and from San Francisco in opposition to the American vessel, and enjoys special advantages. The Mexican Government pays the owners $2,700 per monthly trip ; and they get an abatement of |'i50 monthly on port charges. This is equivalent to a subsidy of $40,200 yearly. In addition to this direct money payment to the Mexican steam-ship owners, American shippers have a rebate of 2 per cent, of customs' duties who patronize the line. To meet this, the American vessel is compelled to accept very low rates for freight or withdraw from the Mexican trade. On the other hand, the United States collect tonnage dues on this Mexican steamer of about $600 per trip, and on account of a similar discrimination occurring in New Orleans, and as a retaliatory measure, orders have been issued by the Secretary oi the United States Treasury to exact 10 per cent, duty on all goods hereafter imported by vessels under the Mexican flag. The Marquis de Campo established a Spanish line of steamers between San Fran- cisco and Panama about three years ago, but although subsidized by Spain and the Central American Government, it was not a success, and the vessels, four in number, were withdrawn after about a year's trial. This abortive attempt to drive the Pacific Mail Company off the Mexican and Central American trade suggests the possibility of more effective opposition in the interests of British shipping after the China and Australian trade has been captured from American steam-ship lines. AtSTKAI-IAN, NEW XB ALAND, AND HAWAIIAN LINKS. 1. Oceanic Steamship Company of California ; American ; employs four steam- ships to perform this important service, two of which are on the American and two on the Hawaiian register. The Australian and New Zealand line provides a four-weekly service between San Francisco, Auckland and Sydney, which covers all Australian colonies; and as the vessels of this line call each trip at Honolulu, alternating with a direct steamer to that port, the Hawaiian Islands enjoy a fortnightly mail service with this coast. For this service, the Hawaiian Government pays $24,000 a year subsidy to the Oceanic Company. The Australian line is subsidized by the Governments of New Zealand and New South Wales. These colonies pay in subsidy and bonuses about $"200, 000 yearly under the present contract. Up to November, 1885, the United States simply paid the steamship companies carrying the American mail to Australia and Oceanica ship let- ter rates, ranging yearly from $4,000 upwards. It would be a liberal estimate to average the general payments for postages by the United States to the steamships on the Australian line since 1870 at $10,000 per annum. When the contract with the Oceanic Company was being entered into in 1885 the United States Postmaster- General was requested by the New Zealand Government to contribute an equitable share of the subsidy, aud he consented to pay $20,000 a year for three years, which was intended by him to cover the transportation of the bulky United States mail to Honolulu, Samoa, New Zealand, Fiji, Australia, Tasmania, and other places in the South Pacific. This was not considered sufficient by the colonies, and great dissatisfaction at the niggardly policy of the United States was expressed. So strong did this feeling become that in 1888 the New Zealand legislature passed a resolution instructing the Government not to renew the contract after 1889, an ex- tension for that year being agreed to. This extended contract expires November, 1889, so far as New Zealand is concerned. The action of the New Zealand parliament and the general dissatisfaction of the colonies having been strongly presented to the Postmaster-General, he consented to pay $50,000 per annum for the United States Australian mail. This decision was not arrived at, however, until after the order to discontinue the California mail route had been made by the New Zealand legislature. It became operative for the present year, but inasmuch as one of the steam-ships owned by the company is not on the American register a reduction is made, the actual payment being $46,800. Of this amount the Oceanic Company receives $28,866 and the colonial governments $17,332 toward le- Ancing their payment on account of subsidy. 62 IMPKOVED POSTAL AND CABLE COMMUNICATION. It thus appears that the United States, with a population of 60,000,000, pays less than one-fourth the amount now contributed to the Australian mail service by New Zealand and New South Wales, which have jointly a population of 1,600,000. And it should be noted further that these British colonics pay this relatively large subsidy to an American steam-ship company for postal facilities of which the United States avails itself more than they do. The ratio of the United States mail carried by the Oceanic Company's steamers is that of five American pouches or bags to four British and colonial bags of mail. The United States, while not contributing any substantial amount to the Austra- lian mail service for many years, collected a large sum annually from the British post-office for the transportation of the Australian mail by railroad from New York to San Francisco. This charge has averaged for a considerable period about $80,000 yearly, and its imposition forms a serious objection by the colonies to the continuance of the California mail route. New South Wales has conditionally agreed to continue this service for another year, but as yet nothing has been definitely settled. The colonies are reported to be willing to pay half the subsidy for an efficient foruightly mail service on the San Francisco route if the United States post-office pays the remaining half. This is a very liberal offer and calls for reciprocal action by the United States. Meanwhile the Canadian Pacific is in the field urging its claims for a subsidy to a competing line from Vancouver to Australia. If the IJnited States Posthi aster-Gen- eral could at once guaranty half the subsidy for a fortnightly Australian mail service, the colonial parliaments being now in session, the question might be speedily settled in favor of the San Francisco route; but this can not be done, and every day's delay imi^roves the chances of the Canadian Pacific and weakens that of the American line. The Australian mail service was established by New Zealand and New South Wales iu 1870, and has been maintained by them ever since with the exception of one year's interval before the Pacific Mail Company got the contract in November, 1875, and which it held till November, 1885, when it was taken up by the Oceanic Company. The Pacific Mail Company withdrew from the Australian trade because without sub- stantial aid from the United States Government the line would not i)ay with the greatly reduced colonial subsidy then offered. It has cost the two colonies named about $5,000,000 to maintain this distinctly American mail service. The United States payment for carrying its Australian mail has not averaged $10,000 per annum for the seventeen years of actual running, but taking it at that figure there is a total expenditure of $170,000. In point of fact, however, the United States Post-Office derived a large net revenue from the Australian postal line, established and maintained by colonial enterprise. The Post-Office retained all postages on mail matter originating in the United States, which was far iu excess ot its payments to the steam-ship owners for postal services ; and it collected a further sum for railroad transportation of the closed British mail, which may be estimated at not less than $60,000 per annum for the entire duration of the service. In 188U-'81 Congress appropriated $20,000 which the colonies received as a refund for that year of what was considered to be an excessive charge. Deducting this sum and the average payments to the steam- ships, there is an apparent aggregate net revenue to the United States Post-office ou the Australian mail ot $doO,OuO, plus post- ages in excess of ship's letter rates. On the othev hand, New Zealand alone, with a populationatthepreseuttimeofabont 600,000, has paid indirect subsidies and bonuses to this line $3,021,465 since its establishment. What wonder if New Zealand declined to continue this subsidy, when the United States,, whose commerce was being ex- tended and which derived the greater share of the postal and other advantages not alone refused to pay an equitable amount for carrying its mail, but made it a source of revenue. Yet New Zealand is willing to bear a fair proportion of the cost of estab- lishing a fortnightly service to San Francisco jointly with the United States. Even the little kingdom of Hawaii, with a population of 80,000 people, paid a much larger sum annually, for the past eight or ten years, for its mail between Honolulu and San Francisco, a steaming distance of about 4,000 miles eUch round trip, than the United States, with its fifty or sixty millions of people paid for its Hawaiian, New Zealand and Australian mail, the steaming distance being 14,400 miles the round voyage. The Oceanic Steam-ship Company will receive from the United States Post-oflSce during 1889, for thirteen complete voyages $28,666, or about $2,205 per round trip of 14,400 miles. During the three previous years it received $20,000 per aunnm, or $1,538.46 per round trip ; and for ten years previously the Pacific Mail Company did not average more than half that amount for performing a similar service for the United States Government. The burden of maintaining the Austrailiau mail service via San Francisco foil upon two small British communities, and American steam-ship linos earned nearly all the colonial subsidie*. This is hardly creditable to the United States. IMPROVED POSTAL AND CABLE COMMUNICATION. 63 The Aotstralian mail service has developed a very important and increasir g trade from San Francisco to Hawaii, Samoa, New Zealand, and Australia. The vailue of the Australian trade with the United States last year was |16, 196,458, of which $3,407,358 fell to the share of San Francisco. Tbe bulk of Australian trade was with the East. The maintenance of this mail service is therefore of the utmost commer- cial importance to Eastern manufacturers and shippers. It is capable, however, of very great development. The foreign commerce of the Australian colonies in 1887 aggregated $539,029,745 ; last year in round figures, it amounted to $600,000,000, with a population of about four millions in all the colonies. England controls this trade, and pays large subsidies to the Peninsular and Orien- tal, and Orient Steam-ship lines for postal purposes to enable her to retain it. The Australian colonies also subsidize these lines, and the British India Steam-ship Navi- gation Company — a very powerful organization — is also subsidized by the Queensland Government. New Zealand also pays a subsidy of $100,000 a year for a direct steamer service to England in addition to its contribution to the San Francisco service. Yet the experience of most of the colonies in question is that the postages nearly recoup the subsidies, the payment of which develops commerce. The Canadian Pacific is endeavoring to obtain a subsidy for a line of steam-ships from Vancouver to Sydney via Fiji, with a branch line from Fiji to Auckland. The Dominion Government has promised a subsidy, and a conference of representativ^es of the various Australian Governments has been arranged to meet a Canadian repre- sentative and discuss the terms upon which Australia will participate in the Cana- dian project. Should this conference come to a mutual understanding and agree- ment, it is intended by New South Wales to withdraw from the San Francisco mail service and take up the Canadian Pacific line to Vancouver. This would be very in- jurious to American commerce, and especially so to San Francisco, which benefits largely from Australian travel. The danger is imminent, and should be met by prompt defensive measures. The establishment of a fortnightly American steam-ship line to Auckland and Sydney from San Francisco suggests itself as the most direct and effect- ive way to preserve the Australian trade. STEAM-SHIP COMPEKSATION. The second proposition in tbe reference to your committee is " the liberal compen- sation by the Government for the carriage of ocean mails on Pacific Ocean routes." Having presented in the foregoing recital the policy of the United States Govern- ment in regard to ocean mail payments, and its necessarily injurious effect upon the foreign commerce of the country, it is proper to consider the remedy that should be applied. And here your committee have the practice of other countries to guide them. England has built np her vast shipping interests by liberal subsidies paid to steam- ship companies for postal services. France, Germany, and Italy are following Eng- land's example with marked success. An English parliamentary commission recently elicited the information from Clyde ship-builders that orders from the continent of Europe for ships were now rarely secured, the bounty system and subsidies having led to the establishment of great ship-building yards in France and Italy especially. These countries will soon be wholly independent of England for their ships, the adop- tion of the British policies having accomplished that for them. England paid $5,950,000 in steam-ship subsidies in 1854. After our civil war, the payment of subsidies was reduced to $4,000,000, but it was soon increased to $6,107,000, and thereby England succeeded in checking the attempt at competition by American steam-ship lines. The Brazil service established by John Roach was run off by a com- peting English liuf guarantied 8 per cent, on the capital stock by the British Govern- ment. The same policy is being applied to the Pacific Ocean trade. The China trade is already doomed ; so also is theAustralian and Central American trade unless Con- gress adopts prompt and effective measures to preserve and extend our commercial influence in the Pacific. Without going into details, it appears to your committee that the French system is best adapted to meet the exigencies of the case. The United States is practically without a merchant navy. England has in round figures an excess of 3,000 steam- ships in the foreign trade, with a carrying capacity of over 3,000,000 tons. The United States has 40 steamships in the foreign trade of 75,000 tons. The total ton- nage of England is about 6,000,000 tons; of the United States about 800,000 tons. American bottoms now barely carry 14 per cent, of American foreign trade ; in 1855, 7&J per cent, of our foreign commerce was carried by American ships. Steam-ships and sailing vessels must be built in America if we are to become a pow- erful maritime nation; and they must be built upon terms which would enable their owners to obtain them as cheaply as they could buy them abroad. There is a difference in builders' cost of 15 per cent, in favor of British iron or steel ships as SO 64 IMPROVED POSTAL AND CABLE COMMUNIOATION. against American ships. This difference should be made good by a bounty, but that would hardly suffice under actual conditions. The great demand for ships undet such a policy would necessarily increase wages, hence addt« the cost of construction. The bounty should cover that, and it should also be sufficient to induce capitalists to establish new ship-building yards and foundries to supply the wants of the Ameiican foreign trade. The French bounty system would probably suffice, and should have a test of at least fifteen years. France pays $11.58 per ton bounty for iron or steel hulls; $7.73 per ton bounty for composite vessels; $3.86 per ton bounty for wooden vessels. A further sum of |3.52 bounty is paid fot every 226 pounds of boilers and machinery placed on board ; also a navigating bounty of 29 cents per ton for each thoasand miles traversed, the payment being reduced 1 cent per ton for every year the vessel floats. In addition to this, iron or steel vessels built according to the marine de- partment plans receive a further bonus of 15 per cent. France also pays heavy postal subsidies. The Messageries Maritimes Company, in the Australian and China trade, receives in all about $2,500,000 a year. Italy pays a construction bounty of $5.70 per ton for iron and steel ; also a con* siderable bounty on engines and boilers, a navigation bounty and other speclfio ad- vantages which need not be enumerated. Germany aids liberally in constrnction and pays heavy postal subsidies, the North German Lloyds in the Australian and American trade receiving $1,100,000 a year. Spain pays very liberal postal subsidies, and is extending its commerce, a new Spanish steam-ship line from Genoa to Colon having been announced recently. Spain pays to its postal routes to Mexico, the West Indies, and the United States $1,022,640 per annum, and the lines from Havana to the United States receive $20,687 per voyage. The necessity for a navagation bounty to American steamships as well as a liberal construction bounty will be evident from the fact that the cost of sailing an Ameri- can vessel is far greater than that of sailing an English or other foreign vessel of the same tonnage. Acc6rding to the United States consular reports, English officers and men receive 38 per cent, lower wages than American crews, while the American crews demand 27 per cent, better fare than the English. This comparison is for the Atlantic voyage ; if a Pacific voyage were selected the difference against the Ameri- can owners would be more marked still, because on the Pacific trade the men insist upon higher wages and more expensive food supplies. Congress therefore should protect American vessels engaged in the foreign tradeas fully as the owners of vessels of any other nation are protected by their Governments. If it does not do so it will be impossible for American ships to be built and compete with foreign vessels in ocean commerce. They are wholly unable to do so now. As an illustration of this your committee would cite the fact that of a total grain fleet last season at San Francisco numbering 289 vessels, only 60 were American, while 199 were English, the remainder belonging to other nationalities. Estimating the freight at 30 shillings per ton, foreign ship-owners must have received $5,165,304 freight from this State last season, while American ship-owners only earned $929,838. Freight is always paid in gold, and it appears to your committee that it is the pressing duty of Congress to stop this immense drain of gold and enable Americans to build and sail steamships and other vessels to compete upon equal terms in the open market for a •hare of the world's commerce while handling their own. FORMATION OF A NAVAL RBSERVB.- This brings your committee to the last point, namely, that "the United States mail should be carried on American vessels available for war and for transport purposes." National safety demands that this should be the case. England is girdling the world with swift unarmored cruisers, built as men-of-war, but sailed as passenger and mail boats in time of peace. The terms of the Canadian Pacific contract for the China service, and of Messrs. Anderson's contract for the connecting Atlantic line serve to disclose the policy of England upon this point, and should lead to the adop- tion, by the United States, of a similar policy. France, Germany, Italy, Spain— in- deed all maritime countries — have adopted the English method of creating a naval reserve while stimulating trade and commerce. England pays liberally for the priv- ilege of supervising the construction of these ships, and this country can afford to outdo her in liberality. There is no time to be lost. American interests are spread- ing ; American commerce is the largest factor in the world's trade ; and America should not be at the mercy of any foreign power to destroy its commerce at pleasure. Our flag should be on every sea, and the National Government should have the means at its command to protect it. IMPROVED POSTAL AND CABLE COMMUNICATION. 65 COKCLUSIONS. Yonr committee, from a consideration of the foregoing, -would submit the following resolutions for adoption : Whereas it is of the utmost national importance to maintain and improve the existing American steam-ship lines on the Pacific Ocean, and to establish new steam- ship routes for the extension of American commerce ; and Whereas an enlightened policy of national defense demands the formation of a strong naval reserve to co-operate with the national ships in time of war, Be it resolved, That Congress be requested to adopt measures whereby the follow- ing results may be obtained, namely: To enable the American-China line from San Francisco to compete successf ally with the subsidized British-China line from "V ancouver. To establish and maintain at least one new and efficient steam-ship line between San Francisco and South American ports. To establish and maintain a fortnighi'ly mail and passenger service between San Francisco and Australia, touching at Honolulu, Samoa, and New Zealand. To maintain the independent Hawaiian mail steam-ship service. To develop American trade with Canada by paying an adequate amount for the conveyance of the United States mail to British Columbia ports. To maintain and extend the existing American steam-ship service between San Francisco and Panama, calling at Mexican and Central American ports. To encourage American steam-ships to engage in the Mexican trade by placing them in a position to compete successfully with subsidized vessels of any nationality. And he it further resolved, That in order to encourage American ship-building and to create a strong naval reserve, as well as to establish and maintain the above-men- tioned Pacific steam-ship routes, all of which are absolutely essential to the exten- sion of American commerce, Congress be requested to adopt the French scale of con- struction, navigation and naval bounties, for iron or Bteel, composite and wooden vessels ; provided that no steam-ship intended for the American foreign trade shall be entitled to receive a bonus from the navy appropriation unless it shall have been built according to the rules of the Navy Department and enrolled in the navy reserve list. . That for the better development of American trade and commerce it is a primary condition of success that liberal payments should be made to American steam-ships carrying the United States mails, to enable them to compete with subsidized foreign vessels on the same routes. That Congress be requested to enact the necessary laws to give effect to these reso- lutions and appropriate a sufficient sum for the above-mentioned purposes. Report on the encoukagkment of Ma.ritime Commerce and increased enerot IN the construction of a Natt, as adopted by TgB Conference. We find that for twenty years past the United States has stood fourth in rank among the great commercial nations of the world. Her zenith in export and imports footed $1,586,490,598 in 1880, or about $100,000,000 more than last year. Great Britain's highest point was at $3,563,877,370 in 1883, of which she dropped $335,000,000 within four years thereafter, and showing an excess of imports of about $400,000,000. Germany is second in rank, commercially, with about two-thirds the trade of Brit- ain, but uniformly steady, and exports and imports about equal. France did her beet at $2,087,903,694 in 1882, and has lost some $300,000,000 of com- merce since, and buys from $100,000,000 to $200,000,000 worth more than she sells an- nually. Spain's last figures were her best — which in 1886 were $305,433,469, and just doub- ling her commerce in sixteen years, with exports and imports nearly equally divided, and the movement gradually increasing. The commerce of the United States nearly doubled in seventeen years, and was greatest from 1880 to 1882 inclusive. The balance of trade ran largely against her from 1848 to 1875, but for the twelve years past it has been much in her favor, until the last year, when it ran against her slightly. Those of our neighbors nearest to us, on our own continent, and more nearly re- lated in form of government than any other people, are prominent among those hold- ing the balance of trade against us. They assure us, however, that this is contrary to their expressed will and desire, and that they prefer looking to our country for many articles of commerce rather than elsewhere, but have been denied this privilege through want of proper faoilities of transportation, which they are not able to pro- S.JBx.^174 5 6^ IMPROVED POSTAL AND CABLE COMMUNICATION. ■vide for i aemBelves. Even the ^-ostralian coloniea of Great Britain have frequently expresse 1 their desire to have closer and increased trade relations with us and have offered t > meet us more than half way in justifying the maintenance of more effective transpoitation lines. CARRYING TRADE. The shipping of the United States in mixed tonnage, engaged in the foreign, coast- ing and fishing business, reached its greatest magnitude in 1861, when it stood at 5,539,- 813 tons. In 1888 the figures were 4, 191,916 tons, showing an apparent loss of 1,348,897 tons; but as the tonnage was rapidly changing from sail to steam, the difference shown in the above footings is misleading. We will, therefore, convert steam tonnage into sail tonnage by the usual process of multiplying by three, in order to reach a fair comparison. Growth of foreign commerce. Steam. Sail. Total. Foreign vessels entered : 1888 1864 Tons. 6. 600, 194 729, 730 Tons. 5, 426, 142 1, 782, 317 12, 026, 336 2, 512, 042 Gain in mixed toanage. American vessels entered : 1888 1864 1, 632, 657 153, 230 1,734,100 1, 502, 209 9, 514, 289 3, 366, 767 1, 655, 434 Gain in mixed tonnage . Converting steam to sail, 1888. Foreign American tonnage - . Gained ia twentj'-foar years : Foreigners Americans 1, 711, 333 25, 226, 924 3, 971, 507 21. 255, 417 545, 736 Total efiflcient tonnage engaged in foroign trade. 32, 714, 980 Foreigners gained thirty-nine times as much as Americans. American tonnage was double that of foreign in 1864. Foreign tonnage was treble that of American in 1888. Growth of American shipping engaged in the foreign, coasting, whaling, and fishing trades. Tears. • Foreign. Coasting. Wlialing. Fishing. Total. 1864 1, 486, 749 919, 302 3, 245, 265 3, 172, 120 95,145 24, 482 159, 241 76,012 4, 986, 400 1888 4, 191, 916 794, 484 Converted to sail it sttinds : 1888 7,488,056 1864 6,942,320 Gain, tons 545,736 And we have sold to foreigners, from 1861 to date, 1,398,548 tons. Our lake and river tonnage shows a small decrease in the same time, but in effl- olency is, no doubt, largely increased by the use of steam. _ ' EXPORTS AND IMPORTS. Our exports and imports in 1888 were $1,486,598,039. * Our exports and imports in 1864 were $475,285,'i71. Foreign vessels carried in 1888 78 per cent of tonnage and 80.92 per cent, of its value. American vessels carried in 1888 22 per cent, of tonnage and 13.48 per cent, of its value. Freight carried by foreign vessels was worth $100 per ton. IMPROVED POSTAL AND CABLE COMMUNICATION. 67 Freight carried by American vessels was wortli $60 per ton. Steam-ships of Americans carried 7.45 per cent, of merchandise value. Steam-ships of foreigners carried 79.13 per cent of merchandise value. Since 1864 the exports and imports have doubled and the tonnage employed has in efficiency trebled. This increase in tonnage over freight requirements is no doubt due to the large and increasing passenger transportation service. Our Bureau of Statistics only take an account of immigrants, and we do not find any authority giving the figures of the passenger movement, and therefore can not determine the extent of this service or by whom it was performed. Over half a million immigrants came by sea in 1888, while the entrances and clear- ances of vessels footed over 30,000,000 tons, to which, if carrying capacity is estimated, we may add 15,000,000, making 45,000,000 of tonnage, with an earning capacity of perhaps $:.:00, 000,000 annually. If we should now add $200,000,000 more for passenger service, and make the car- rier service $400,000,000 per annum, we would perhaps not. be much out of the way. It is not surprising, then, that Great Britain can import $400,000,000 worth more than she exports, when it is seen that most of that money is paid out by our country to her in the carrying trade, and which aifords more net profit to her than ordinary exports to the same amount. This trade has enabled foreigners to build and equip the most magnificent steam- ships and sailing vessels the world has ever seen. Humiliating as this may be to our people, there is a hidden danger therein of much more serious importance. These mammoth steam-ships and sailing vessels that we have brought to life, and now the pride of our own countrymen, are subject at any moment to be withdrawn by their respective governments for purposes of war. We are thus without ships to carry our products abroad at a time when they would be most needed and the best results could be obtained. And if by any means the war should be with this country we would learn a lesson n^ver to be forgotten in that we have educated an alien popu- lation in all the qualifications necessary to man a grand fleet of navy vessels, and have admitted these into our innermost thoughts, and places wherein we may be most defenseless. We would never more build vessels with our own money under the supervision of aliens for war purposes of their own. And when these, our favorite ships, were mounted with monstrous foreign guns and pointed at us — itieir creators- together with the astounding demand of your money or your lives, we would shriuk into utter nothingness at the evidence presented of our consuming stupidity. A COMPARISON WITH OTHER COUNTRIES. We are exporting in agricultural products nearly $600,000,000 worth, in which there is but little profit, and less than $100,000,000 in manufactured goods, on which there may be a good profit. We are suffering our unprotected farmers to contend with the ryots of India, the coolies of China, and the serfs of Russia in furnishing the world with a supply of cheap food in which there can be but little profit. We are establishing mechanical labor unions throughout our country in order to secure greater prosperity to our laborers, and then inviting r,000,UOO of aliens annu- ally from abroad to partake of our generous hospitality and wise provisions. We are educating our youth to higher and nobler efforts than required in the mechanical arts, and importing adult artisans to fill up the ranks. Other countries are fostering their manufacturing and productive capacity by supply- ing the wants of other countries, through their coaimercial marine, and thus coutest- ing with the world, while we are running over each other and destroying our pro- ductive factories in competition for home trade. They control the exchanges of the world, and we furnish them the gold as a basis, and then pay them a royalty for their signatures. They sit in judgment, through their Lloyds, to fix the character and value of our shipping, and, as competitors, benefit by their rulings, from which there is no appeal. Their flags reach the remotest corners and by-places of the earth, while our nation- ality is not manifested by the flags flying in our own harbors. They tax their ships on the net profits earned, and we tax ours for all they are worth, and force them to seek shelter under other flags. We all sign treaties not to discriminate against each other's ships in port charges, and they, through postal contracts and military necessity bills, sustain their ships, while we observe the treaties, and lose our carrying trade. England pays $3,500,000 annually for postal packet service, and we pay $500,000, and most of that goes to them. Foreign powers have a permanent head to their maritime affairs, where the accretions of dearly-bought experience may rest with the assurance of its practical utility at the proper time. We change our heads of de- partments every four years, and allow our experience to be thrown to the winds. They command the respect, admiration and following of the world, and have for many years, -wHIe we are jtist becoming known as a power. England expends some 68 IMPROVED POSTAL AND CABLE COMMUNICATION. sixty millions annually on her navy and untold millions in favors to her njerchant mariae. We expend gradgingly about fifteen millions on our Navy, and next to nothing on our merchant marine. The other great powers educate their young men to fill responsible positions in the interests of both war and commerce, while we employ them and let ours go idle. They contend with all their vigor and means, assisted by their Government, in secur- ing the most remunerative employments for their people, while we accept with indif- ference what they may choose to leave us. Europe supplies us with our sugar at a good profit — something we can furnish bet- ter than she can — and we pay for it in agricultural products, in which there is no profit. We send our products, mails, and passengers to eastern South America, via Liverpool, by the carriers of our competing foreign friends, and expect our commerce to grow ; and all these and many more are methods of statesmanship that have been discovered by our people and for which we are clearly entitled to a patent. OUK VTEALTH AND RESOUKCKS. In extent of territory and sea-coast, variety of soil and climate, wealth of resources, and general intelligence of her people, the United States stands second to none of the great nations of the earth. And when our commerce shall have reached around the world, and she has a navy to protect it and the people in their homes, she will be a fitting example of the beneficent results of liberty and freedom under a republican form of government. This conclusion would have been reached ere this had the agricultural interest of the great interior portion of our country been better informed in relation to the efiect on their prosperity of liberal provisions on the part of Congress toward our mercan- tile marine. Had our farmers realized that the building of ships and ship-yards, the opening of a multitude of iron mines, the building of factories and towns to supply distant countries wi»th our manufactured products, and the consequent withdrawal .of a large number from overcrowded agricultural pursuits to engage in new enter- prises, they would long ago have persisted in demanding of Congress better trans- portation facilities by sea. In the early history of this country, when the agricultur- ists lived near the sea, commerce thrived. The advent of more commerce and an increased navy means the employment of a multitude of officers, artisans, men of affaire, seamen, and common laborers — many of whom may be idle to-day for laclc of employment. In fact, there is not a calling at present but what would receive a new impulse leading to better things. And no one can say that rendering ourselves independent as much as possible, and protecting our lives and property, is not the direct line of duty. Therefore ie it resolved : (1) That a permanent Bureau of Navigation be established to look after the inter- ests of commerce and check at once any move made by other countries to our disad- vantage. (2) That Congress provide for the payment of a direct bounty from the Treasury to all builders of wood, iron, and steel vessels, steam or sail, to be engaged in the for- eign trade, or between Atlantic and Pacific ports of the United States, and using American material ; said bounty to be equal to the import duty which would have been collected upon the importation of foreign material of like description and quan- tity, or the alternate of the French bounty system as follows : $11.58 per ton bounty for iron or steel hulls, 7.72 per ton bounty for composite hulls, 3.86 per ton bounty for wooden vessels. And a further sum of $3.52 bounty for every 225 pounds of boilers and machinery placed on board, also a navigating bounty of 29 cents per ton for each thousand miles traversed, the payment being reduced 1 cent per ton for every year the vessel floats. In addition to this, iron or steel vessels, built according to the Navy Department plans, to receive a further bonus of 15 per cent. (3) That Congress further enact an apprentice system for all vessels of the United States employed upon the high seas. (4) That the maritime laws of the United States be so amended aa to control the pilot services in all porta of the United States. INTERNATIONAL AMERICAN CONFERENCE. REPORT AND RECOMMENDATIONS CONCERNING SANITARY AND QUARANTINE REGULATIONS IN COMMERCE WITH THE AMERICAN REPDBLICS. 51st Congress, ) SENATE. /Ex. Doc. 1st Session. § > No. 176. MESSAGE FKOM THE PRESIDENT OF THE UNITED STATES, TKANSMITTING Report of the International Conference on the subject of International sanitary regulations. July 11, 1890,— Eead, referred to the Comraittee on Epidemic Diseases and ordered to be printed. INTERNATIONAL SANITARY REaULATIONS. To the Senate and House of Representatives : I invite your attention to the accompanying letter of the Secretary of State, submitting the recommendations of the International American Conference, for the better protection of the public health against the spread of contagious diseases. Benj. Harrison. Executive Mansion, Washington, July 11, 1890. Department of State, Washington, July 11, 1890. The Pkesident: For the information of Congress, I beg leave to submit herewith a copy of a report adopted by the International Conference, recommend- ing the establishment of a uniform system of sanitary regulations to prevent the spread of epidemics in commerce between the American nations. The sanitary officers of the gulf cities of the United States have hitherto found great difficulty in protecting the public health against contagious diseases brought by shipping from South American, Central American, Mexican, and West Indian ports, without restricting the freedom of commerce. At certain seasons of the year the quarantine regulations which they have been compelled to adopt have often placed an absolute embargo upon communication with the tropical countries where such diseases originate. The same difficulties have been expe- rienced in a like measure by the neighboring nations ; and the atten- tion of sanitary specialists, both in Europe and America, has been for years engaged in the task of devising some remedy 2 INTERNATIONAL SANITARY REGULATIONS. luternatioual sanitary conventions were held at Kio de Janeiro in 1887, and at Lima, Peru, in 1889, and were composed of eminent scien- tists who gave the subject their closest investigation. At both these con- ventions regulations were framed for the protection of shipping and of ports exposed to infection, which agree in all their essential provisions. Those of the convention of Eio de Janeiro were adopted by Brazil, Paraguay, Uruguay, and the Argentine Eepublic, and are now enforced in the ports of those nations. The recommendations of the Lima con- ference have not been carried into effect. Colombia, Venezuela, and the nations of Central and North America were not represented at either convention, but they are equally interested in securing the results desired ; and the International American Conference recommends the acceptance and enforcement by them of the regulations of the Eio de Janeiro convention, or those adopted at Lima, as the best systems that have yet been devised. Copies of both are furnished herewith for the information of Congress. EespectfuUy submitted. Jambs G. Blaine. INTERNATIONAL AMERICAN CONFERENCE. REPORT ON SANITARY REGULATIONS. To the honorable the International American Conference : The committee appointed to "consider and report upon the best methods of establishing and maintaining sanitary regulations in com- merce between the several countries represented in this Conference " has finished its task, and as the result thereof, has the honor to submit to your distinguished consideration a resolution for your adoption, to which is attached, as accompanying appendices, the full text of the proceedings of the International Sanitary Convention of Eio de Janeiro, of 1887, and the draft of convention agreed upon by the Sanitary Con- gress of Lima, of 1889. One of the most important subjects submitted to the honorable Inter- national Conference is, without doubt, to decide upon methods tending to prevent the conflict which may arise at the time of epidemic inva- sions between the diverse sanitary regulations which the American nations have seen fit to adopt in order to shield themselves from such invasions. If the regulations of sanitary police have in view the harmonizing of the exigencies of public health with the principle of free communication between countries, it is evident that international sanitary conventions are called to put that harmony into practice by means of uniform and impartial regulations, which shall consult the general interests of the countries in their commercial relations. The committee has carefully examined the work of special conferences and congresses which have met at different times in several parts of the world, and has reached the conclusion that it has duly discharged its duty by making a selection from among those works which are the result of exhaustive studies made by men eminent in the science of medicine in Europe as well as in America. Complete isolation, which theoretically appears to be the most effect- ive prophylactic against the invasions of epidemic diseases, does not afford, in practice, satisfactory results as a sanitary measure, but tends, INTERNATIONAL SANITARY REQULATIONS. 6 on the other hand, to notably injure the commercial interests of the countries. The distinguislied professor, Dr. Francisco Rosas, i^resident of the Sanitary Congress of Lima, thus expresses himself on this point : It is scientifically demonstrated by innumerable facts that the closing of ports aud frontiers does not prevent the invasion of epidemics; that these enter and develop ■with greater violence in the countries which pretend to isolate themselves, because, under the mistaken belief that they are free of all danger, they disregard the proper means to restrain the development of the epidemic and, above all, to lessen its severity. But if absolute isolation as a prophylactic is nothing more than an illusion, the same may not be said of the sanitary means that modern science has placed within our reach for the disinfection of infected localities, as well as to prevent the introduction and development of contagion in those which have remained in a state of health. The committee did not enter deeply into this branch of the subject, because the Rio de Janeiro Convention, as well as the draft of the Lima Congress, the adoption of which is recommended, start with the funda- mental principle that the absolute closing of ports and frontiers should be renounced, for the reason that if this were put in practice interna- tional sanitary conventions would be unnecessary. The Rio de Janeiro Convention and the draught of the Congress of Lima are works which have exhausted, so to speak, the subject which engages our attention, and because of the accuracy, clearness, and care with which they have been edited, they may serve as a model, with respect to form and general idea, for sanitary conventions. Therefore, the committee thinks it should recommend them to the consideration of the honorable International American Conference. THE KECOMMEDATIONS OF THE OONFEENCE AS ADOPTED. The International American Conference, considering : That nnder the existing state of the relations between the nations of America, it is practicable and advisable, for the promotion of these rela- tions, to establish perfect accord with respect to sanitary regulations ; That the greater part of the ports of South America on the Atlantic are guided and governed by the decisions of the International Sanitary Convention of Rio de Janeiro, of 1 887 ; That although it does not appear that the plans of the Sanitary Con- gress of Lima, of 1888, have passed into the category of international compacts, it is to be hoped that they will be accepted by the Govern- ments that participated in the said congress, because those plans were discussed and approved by medical men of acknowledged ability ; That the Sanitary Convention of Rio de Janeiro, of 1877, and the draught of the Congress of Lima, of 1888, agree in their essential provi- sions to such an extent that it may be said they constitute one set of rules and regulations ; That if these were duly observed in all America they would prevent under any circumstances the conflict which usually arises between the obligation to care for the public health and the principle of freedom of communication between countries j That the nations of Central and North America were not represented either in the Sanitary Convention of Rio de Janeiro or the Congress of Lima; but that they might easily accept and apply to their respective ports on both oceans the sanitary regulations before cited : Recommends to the nations represented in this Conference the adop- tion of the provisions of the International Sanitary Convention of Rio de Janeiro, 1887, or the draught of the Sanitary Convention of the Con- gress of Lima, of J 888. 4 international sanitary regulations. Appendix. convention of bio be janeiro. We, Maximo Tajes, lieutenaut-general, president of the Oriental Republic of Uruguay, to all to whom these presents shall come, hereby announce : That on the 25th and 26th days of November, of the year one thousand eight hun- dred and eighty-seven, there were agreed upon and signed between our plenipotenti- ary and those of the Argentine Republic and the Empire of Brazil, duly authorized by the appropriate full powers, and international sanitary convention and correspond- ing ordinance, of which the literal tenor is as follows : His excellency, the president of the Oriental Republic of Uruguay, her highness, the Princess Imperial Regent, in the name of his majesty, the Emperor of Brazil, and his excellency the president of the Argentine Republic, having resolved to join in a sani- tary convention, named for the purpose as their plenipotentiaries the following : His excellency the president of the Oriental Republic of Uruguay (named) Don Carlos Maria Ramirez, envoy extraordinary and minister plenipotentiary upon special mission to his majesty the Emperor of Brazil. Her highness the Princess Imperial Regent (named) the Baron of Cotegipe, of the council of his majesty the Emperor, senator, and grandee of the empire, dignitary of the Imperial Order of the Crozier, commander of the Order of the Rose, Grand Cross of that of our Lady of the Concepcion of Villa Vigosa, of Isabel the Catholic, of Leo- pold of Belgium, and of the Crown of Italy, president of the Council of Ministers, and minister and secretary of state for foreign affairs, and of the interior for those of the empire. His excellency the President of the Argentine Republic (named) Don Enrique B. Moreno, envoy extraordinary and minister plenipotentiary to his majesty the Emperor of Brazil, who, having mutually presented their full powers, which were found to be in good and proper form, agreed upon the following articles: Article 1. The three high contracting parties agree to adopt the following definitions: Exotic contagious diseases. — The yellow fever, cholera morbus, and Oriental plague. Infected 'port. — One in which any of the diseases mentioned prevails in epidemic form. Suspected port. — 1st, one in which there shall have occured some isolated cases of any of the contagious diseases: 2d, one which has easy and frequent communication with infected places; 3d, one which does not adequately guard itself against infected ports, with reference to the principles of this convention. The designation of a port as infected or suspected shall be made by each Govern- ment, in the proper case, on the report of the chief of the maritime sanitary service, and officially published. Infected vessel. — One in which there shall have occurred any case of a contagious disease. Suspected vessel. — Ist, one which, while proceeding from an infected or a suspected port, shall not have had during the voyage any case of contagious disease; 2d, one which, while proceeding from a clean port, shall have touched at an infected or sus- pected port, excepting in the case excepted under paragraph 10 of Article 8 ; 3d, one which, during the voyage or on arrival, communicates with another ship hailing from a port which is unknown, infected, or suspected ; 4th, one in which deaths shall have occurred from unknown causes, or in which there shall have been several cases of any disease ; 5th, one which shall not have brought a clean bill of health from the port of departure, as also from intermediate ports, duly vis^d by the consuls of the couujtry of destination in those ports ; 6th, one which, having been quarantined or subjected to special sanitary treatment in any of the quarantine stations of the three contracting states, shall not come provided with the international certificates of admission to free intercourse. Suspected oljects, or objects deemed capable of retaining or transmitting contagion. — Clothing, cloths, rags, mattresses, and ail articles of personal use and service, as well as bags, trunks, or boxes, used for the keeping of these objects, and also untanned hides. Other articles not before specified, as well as animals on the hoof, shall not be deemed suspected. Article 2. The Governments of the three high contracting parties shall establish their re- spective sanitary services in such manner as to enable them to carry out and comply with the stipulations of the present convention. INTEENATIONAL SANITARY REGULATIONS. 5 The chiefs of the said sanitary services shall communicate with one another when- ever it may be necessary, and each of them shall be at liberty to make to the others such suggestions as he shall deem desirable with reference to the exercise of their functions. For the administration of the sanitary services there shall be issued an interna- tional ordinance making uniform the general or special provisions applicable to the three states. Article 3. The high contracting parties undertake : Ist, to establish the necessary quarantine stations, it being desirable that land quarantines shall be established upon islands; 2d, to establish and maintain, during the prevalence of epidemics, at least one float- ing quarantine station ; 3d, to establish, in connection with the land quarantine, floating hospitals for the treatment of person's attacked by exotic contagious diseases in ships arriving, in those already at anchor, and in the quarantine stations; 4th, to deem valid, for the purposes of this convention, in any of their ports, the quarantines and sanitary measures resorted to in any of the quarantine stations of the three states, provided they shall be ofBcially authorized in an authentic manner; 5th, t) abstain from closing their respective ports, and from excluding any vessel, whatever may be the sanitary condition on board thereof. Article 4. No vessel, proceeding from foreign ports, shall be admitted to free intercourse in the Brazilian, Argenline, or Uruguayan ports without having first been subjected to a sanitary visit by the proper authorities, save in the case excepted from paragraph 10 of Article 8. In such visit, the said authorities shall carry on the investigations necessary for the complete ascertainment of the sanitary condition on board, and shall determine the treatment to which the vessel must be subjected, the captain being notified in writing. Article 5. For the execution of the provisions of the foregoing article the high contracting parties agree to distinguish three kinds of vessels: 1st, steamers carrying less than one hundred steerage passengers; 2d, immigrant transports, that is, steamers which, whether they carry the mails or not, carry more than one hundred steerage passen- gers; 3d, sailing vessels. 1. — Vei>sel8 of the Ist and 2d classes must carry a physician on board and be pro vided with — A steam disinfecting stove. A supply of disinfectants and disinfecting utensils, in accordance with the inter- national sanitary ordinance. A drug schedule book, in which shall be entered the quantity and kind of drugs or medicines on board at the moment of exit from the port of departure, as also the additional supplies which it may have received at the intermediate ports. A book for the registration of medical prescriptions. A clinical record in which shall be noted in fullest detail all cases of sickness oc- curring on board and the treatment adopted in such cases respectively. A passenger list indicating the number, age, sex, nationality, profession, and resi- dence. The list of the officers and crew. The manifest of the cargo. 2. The books mentioned in the foregoing paragraph shall be opened and marked (" lubricados ") and their leaves stamped by the consul of one of the contracting states in the port of departure ; and the loaves referring to each voyage shall be closed by the sanitary authorities of the port of destination. The commanders of vessels shall not pay any charges for the official handling ("habilitacion") of said books. 3. All the vessel's papers shall be submitted for examination to the consular author- ity in the port of departure, and to the sanitary authority in the port of arrival, it be- ing incumbent upoii the former to note upon the bills of health, on viseing them, the presence or absence, total or partial, of the books and lists named in paragraph 1 of this article. Article 6. All vessels destined to any one of the three countries must bring a bill of health issued by the sanitary authority of the port of departure, vis6ed by the consuls of the countries to which they are destined at the port of departure and at intermediate ports. Said bill of health shall be presented to the sanitary authorities of the porta 6 INTERNATIONAL SANITARY REGULATIONS. of the three states to be vis6d, and shall be delivered to the sanitary authorities of the last port to which the vessel shall proceed. 1. The sanitary certificate heretofore issued by consuls shall hereafter be dispensed with, there being substituted therefor the visaing of the bill of health, for which serv- ice the consuls shall collect the proper fees. 2. The consular y\s6 shall be written on the back of the bill and authenticated with the seal of the consulate. 3. When, in the light of the information obtained and of the accurate ascertain- ment of the facts, the consul shall have Ho comment to make upon the statements of the bill of health, the vis6 shall be a simple one; in other cases the consul himself shall note, in continuation of the vis6, such statements as he may deem proper for the correction of the statements of the bill of health. Bills of health which shall have been corrected on being visaed in the the first port of any of the three countries at which the vessel shall touch, shall be accompanied by a sanitary certificate ("billette sanitario") signed by the authorities of said port, and in which shall be set forth the treatment to which the vessel shall have been sub- jected. At the end of the vis6 shall be noted the issuing of the certificate. 4. The consuls in the ports of departure shall try to secure information in the local sanitary districts, or in the best manner open to them, of the sanitary condition of the said ports, and must immediately communicate, in case of a correction of a bill of health, with the sanitary authorities of their own countries, which will communicate to those of the other contracting states the reasons and occasion for the correction. 5. Vessels touching at ports of the three countries must take out in each of them a bill of health. These bills shall be delivered by the commander to the authorities of the last port into which the vessel shall go. 6. The high contracting parties recognize two kinds of bill of health — the clean and the unclean ; a clean bill of health being one which records no case of exotic conta- gious disease in the port of departure or at intermediate ports, and an unclean bill being one which records an epidemic, or isolated cases of any of the diseases mentioned. 7. The ships of war of friendly nations shall receive bills of health gratuitously. Article 7. Each of the high contracting parties undertakes to establish in due constitutional form in its territory a corps of sanitary inspectors of vessels, composed of physicians specially charged with the supervision, on board, of the vessels on which they shall have embarked, the compliance with of the rules adopted for the promotion of the health of passengers and crew ; to observe what occurs during the voyage and report the same to the sanitary authorities of the port of destination, 1. The sanitary inspectors of vessels shall be officials of the maritime sanitary dis- tricts of the countries to which they belong. 2. The sanitary inspectors of vessels shall be named by the Governments after com- petition, it being incumbent upon the chiefs of the corresponding sanitary service to designate the inspectors who are to embark. 3. The international sanitary ordinance shall formulate the program and objects of the comi)etition, as also the duties and powers with which the sanitary inspectors of vessels are to be invested. Article 8. In the ports of each of the contracting states there shall be established two kinds of quarantine ; the quarantine of observation and the strict quarantine. 1. The quarantine of observation shall consist of the detention of the vessel during the time necessary for the making of a searching sanitary visit thereto. 2. The strict quarantine shall have two objects: 1, to ascertain whether, among the passengers coniing from any infected or suspected port, there is anyone suffering from a contagious disease in process of maturation ; 2, to subject to disinfection arti- cles supposed to retain or transmit contagion. 3. The strict quarantine shall bo applied: 1, to infected vessels; 2, to vessels on board of which there shall have occurred cases of a disease not identified, or which could not be properly investigated by a sanitary visit. 4. The duration of the strict quarantine shall be determined by the maximum period of incubation of the contagious disease which is sought t» prevent, that is, - ten days for the yellow fever, eight for the cholera, and twenty for the oriental plague. This term may be computed in one of two ways : 1, counting from the date of the last case occurring during the voyage; and 2, counting from the date of the laud- ing of the passengers at the quarantine station. 5. The strict quarantine shall begin with the date of the last case occurring during the voyage, when the following three conditions shall be presented : 1, that the ves- sel shall comply with the requirements of paragraphs 1, 2, and 3, of Article 5 ; 2, that INTERNATIONAL SANITAEY REGULATIONS. 7 it shall have carried on hoard thereof a sanitary inspector of vessels who shall certify the exact date of the termination of the last case, the compliance with all the meas- ures for disinfecting indicated in the instructions which such inspector shall have re- ceived from the chief of the sanitary service, in accordance with the international ordinance, and the perfect present condition of health on hoard ; 3, that the local sanitary authorities confirm the correctness of the report made. 6. If, under the conditions specified in the foregoing paragraph, the time elapsed between the last case and the arrival of the vessel be equal to or greater than the maximum incubating period of the contagious disease, the passengers shall be admit- ted to free intercourse, as shall also the vessel, provided that the latter does not bring suspected articles. If the vessel brings suspected articles that need disinfecting and which have not been disinfected, the admission of the vessel to free intercourse shall take place only after the disinfection of said articles shall have been completed. In other cases, the vessel and passengers shall be subjected to a strict quarantine. 7. If the time elapsed since the last case of contagious disease should be less than the maximum period allowed for incubation, and if the vessel be in the case described in paragraph 5, the passengers shall be subjected to an additional quarantine for the number of days lacking to make up the said maximum period of incubation. Such additional quarantine shall be undergone at the quarantine station save when there shall not be at said station available room for the purijose, in which case the quaran- tine may be undergone on board. 8. If the vessel, at the time of its arrival, has on board persons suffering from con- tagions disease, these shall be lodged in the floating hospital, and the passengers sub- jected to quarantine in the floating station. The quarantine in such case shall be computed from the date of the transfer of the passengers to such station. The vessel shall be dealt with as may have been provided for such emergencies by the international ordinance. 9. The provisions of the foregoing paragraph shall apply likewise to vessels in which there shall have occurred cases of contagious disease, though these no longer exist at the time of arrival, if such vessel, notwithstanding, shall not have satisfied the conditions set forth in paragraph 5 of this article. 10. Suspected vessels which shall have made the voyage from an infected or sus- pected port to the port of arrival in a period of time shorter than the maximum period of incubation of the contagious disease which it is sought to prevent, shall also be subjected to the additional quarantine according to the provisions of paragraph 7. . There shall be excepted from this quarantine any vessel of the 2d class which, pro- ceeding from a port recognized as clean and with satisfactory sanitary conditions on board, certified to by the sanitary inspector of vessels, shall touch at Montevideo, Rio de Janeiro, or Buenos Ayres during the prevalence of an epidemic, but shall restrict itself to discharging her merchandise, landing passengers, and leaving and taking up the mails; provided that these operations shall be performed by means of a ponton designated for the purpose by the sanitary authorities, conveniently situated, free from all infection, and under satisfactory conditions as to isolation, so that it shall not receive on board, nor undergo contact with, any person or article from said ports. These facts shall be certified to by a document duly authenticated, signed by the san- itary authorities of the port at which the vessel shall touch, visaed by the consul of the country of destination, and attested by a sanitary inspector of such country of destination. 11. A suspected vessel which shall have made the voyage in a period longer than the aforesaid maximum period of incubation, shall undergo the quarantine of obser- vation, in the course of which there shall be made the investigations prescribed in the international ordinance ; and only after it shall have been ascertained that no case of contagious disease has occurred on board shall such vessel be admitted to free intercourse. It is understood that, if such vessel brings suspected articles which have not been disinfected, but which can not have infected the passengers or crew, such vessel shall undergo a strict quarantine for the purpose of disinfecting the said articles, such dis- infection to be made after the lauding of the passengers brought, who must be ad- mitted to free intercourse. In case infection may have occurred, the case shall be governed by the provisions of the last part of paragraph 6 of this present article. 12. The foregoing provisions concerning vessels of the 1st class described in Article 5 shall hold good even though there be on board no sanitary inspector of vessels, provided there shall have been strict compliance with the requirements of the inter- national ordinance as to the responsibility assumed by the ship's physician to the sanitary authorities of the port of arrival in respect of the certificates which he is to give under his professioual oath, and provided that there shall have been exact com- pliance, during the voyage, with the provisions contained in the instructions as to the duties of the sanitary inspector of vessels. 8 INTERNATIONAL, SANITARY REGULATIONS. 13. The provisions of the foregoing paragraphs, in so far as they allow some modi- fication of the strict quarantine, shall apply to such vessels of the 2d class as, 1, shall receive on board and give a first-class passage going and coming to the sanitary in- spector of vessels; 2, shall act upon the recommendations of the sanitary inspector looking to sanitary conditions on board ship, both at the time of departure and during the voyage. In other cases the period of strict quarantine shall not be computable as provided in alternative No. 1 of paragraph 4, in respect of either the passengers or the vessel itself. Article 9. The requirements of paragraph 1 of Article 5 are binding upon all such vessels as. in any of the three countries, enjoy the privileges of a mail-transport, and to this end the contracting Governments nndertake to withdraw such privileges from all vessels which, four months from the date at which this convention shall have gone into ef- fect, shall not have strictly complied with the said requirements. Article 10. The high contracting parties agree that they will grant the privileges of a mail- transport only to such vessels as shall conform to this convention and shall furtheiv more prove to the proper sanitary authorities that they have complied with the re- quirements of paragraph 1 of Article 5, and declared their acceptance of conditions 1 and 2 of paragraph 13 of Article 8. Article 11. The sanitary precautions which the high contracting parties may have to take on land and within their own territories form no part of the subject-matter of this con- vention ; but it is understood that such precautions are never to amount to an abso- lute suspension of intercommunication by land. The Governments concerned will, upon occasion, agree with one another upon the places through which communication is to be allowed, and upon the most efficacious means to prevent all danger of the introduction of epidemics. Article 12. The present convention shall last four years, dated from the day on which ratifi- tions shall be exchanged, and shall continue in force until one of the high contract- ing parties shall notify the others of its intention to terminate it, its operation ceasing twelve months after the date of such notification. Such ratifications shall be ex- changed at the city of Montevideo at as early a date as possible. In testimony whereof the said plenipotentiaries respectively sign and seal these presents. Done at the city of Rio de Janeiro, on the 25th day of the month of No- vember, in the year of the nativity of our Lord Jesus Christ one thousand eight hun- dred and eighty-seven. [l. 8.] Carlos Maria Ramirez. [l. s.] Baron de Cotegipe. [l. 8.] Enrique B. Moreno. CONVENTION OF LIMA. PLAN OF AN international SANITARY CONVENTION FORMULATED BY THE AMERICAN sanitary congress of lima op 1888. Article 1. The contracting countries agree to adopt the following definitions: (a) Pestilent exotic diseases.— Th& yellow fever, the Asiatic cholera, and the eastern plagne. (&) Infected jjort.— That in which any of the above diseases may exist in an ep1» demic form. (c) Suspected port : 1. That in which an isolated case of the three pestilential diseases may appear oc- casionally ; 5J. That which has easy and frequent intercourse with infected localities ; and INTERNATIONAL SANITARY KEUULATIONS. 9 3. That which is not snfiSclently protected against infected porta. The declaration of infected or suspected, as applied to a port, shall he made by the Government of the country to which that port belongs, upon the recommendation of the chief of the maritime sanitary service, and shall be published officially. (d) Infected vessel. — That in which some case of pestilential disease may have oc- curred. (e) Suspected vessel : 1. That which, coming from an infected or a snspectad port, may not have had dur- ing the voyage any case of pestilential disease ; 2. That which, though proceeding from a healthy port, may have touched at an in- fected or suspected port. 3. That which during the voyage or on arrival should communicate with another vessel coming from an unknown infected or suspected port. 4. That iu which deaths may have occurred from caused not specified or from re- peated cases of any dlsea^e. 5. That which does not bring a clean bill of health from the port of departure or from those at which it may have touched, duly certified by the consuLsof the country it is bound for; and 6. That which, although having been quarantined or been subjected to special sanitary treatment in any of the contracting countries, comes unprovided with the international permit for free intercourse. Article 2. The contracting countries shall establish the sanitary services so that they may carry out and cause to be carried ontthe provisions of this convention. The chiefs of the aforementioned sanitary services shall communicate with each other whenever necessary, and each of them may make to the others such suggestions as they may think proper in the exercise of their duties. International regulations shall be issued for the performance of sanitary service, giving uniformity to the gen- eral and special measures applicable in other countries. Article 3. The contracting countries shall bind themselves — 1. To establish the qnarantine hospitals which may he necessary, and those of a per- manent character shall be located on islands; •2. To establish floating hosp itals, annexed to the permanent quarantine hospitals, for the treatment ot persons attacked by exotic pestilential diseases on the vessels which may arrive or be ahi ady at anchor ; 3. To consider valid at any of the ports, for the effect of this convention, the quar- antine and sanitary measures resorted to in any of the quarantine hospitals of the contracting countries, provided that they shall be officially authorized in an au- thentic manner ; and 4. Not to resort to the closing of ports,. Article 4. The consul of the country for which the vessel is bound shall have the right to at- tend the sanitary inspections which the agents of the territorial authorities may make of the vessels. Article 5. At the port of departure the vessels shall take the following prophylactic measures : 1. The storage of the cargo shall not commence until the cleansing of the vessel shall have been pertormed either by ordinary methods or by a special process of disinfec- tion, in case the latter shall be deemed necessary. For this purpose the vessel shall be visited by the captain and the ship-surgeon, and the result of the visit shall be recorded on the ships register. 2. The surgeon shall examine the passengers which may come on board, and who hail from a port where any of the exotic pestilential mala dies exist, and shall reject such as he may suspect of having contracted any of them. 3. In regard to those who may appear lo him as being unrler good conditions, he will vigilantly prevent their taking on board white linen clothes, or bedding, stained or suspicious. 4. The wearing apparel and bedding used by such as may have died of exotic pes- tilential diseases shall never be received. 5. Whenever any of the exotic pestilent ial diseases shall show itself on a vessel 21 10 INTERNATIONAL SANITARY REGULATIONS. wbilelyiag in aa infected port, the patients in whom the first symptoms af these af- fections may be noticed shall be put ashore immediately, and all their elfectu, as well the bedding they may have used, shall be destroyed or disiu^ected. Article 6. During the voyage vessels will observe the following prophylactic measures : 1. The soiled underwear of the passengers and crew shall be washed on the same day, after being immersed in boiling water or a disinfectant solution. 2. The water-closets shall be scoured and disinfected at least twice a day. 3. During the voyage the most rigorous cleanliness and a thorough ventilation shall be observed on board of suspected vessels. 4. As soon as the first symptoms of an exotic pestilential disease are confirmed, the necessary steps shall be taken to isolate the patieut. 5. The localities occupied by such patients shall be immediately disinfected. 6. So far as possible the localities so infected shall remain wide open and isolated, and shall not be occupied by any other passenger during the voyage. Article 7. No vessel proceeding from foreign ports shall be admitted to free intercourse at the ports of the contracting countries, without the previous sanitary visit made by the proper authorities. During this visit, the official shall proceed to make all the in- quiries necessary to ascertain thoroughly the sanitary condition on b -ard ; in times of epidemic, they will satisfy themselves that all measures of sauittition and disin- fection have been rigorously complied with, as well at the point of departure as dur- ing the course of the voyage, and shall determine the treatment to which the vessel must be subjected, and will notify in writing the captain thereof. Article 8. For the proper enforcement of the provisions of the preceding article the contract- ing countries agree to recognize two classes of vessels; a first and second class. 1. Vessels of the first class are those which have a surgeon on board and are pro- vided with: (a) A disinfecting stove worked by steam under pressure ; (b) A supply of disinfectants and appliances for disinfection in compliance with the suggestions of the international sanitary regulations ; (c) A book showing the stock of drugs, wherein shall be insci'ibed the quantity and kind of the drugs or medicines on board at the moment of sailing from the jiort of departure, as well as the supplementary acquisitions received at the port of relay ; (d) A record book of medical prescriptions ; (e) A clinic book iu which shall be most minutely described all the cases of disease occurring on board and their respective treatment ; (/) A list of passengers giving their name, age, sex, nationality, profession, and place of residence ; (g) A list of the crew ; and (h) A manifest of the cargo. 2. The books referred to in the preceding paragraph shall be opened and signed by the consul of some one of the coutracting countries at the port of sailing; and the leaves having reference to each voyage shall be closed by the sanitary authority at the port of destination. Commanders of vessels will pay no fee whatever for the supply of these books. 3. All the papers on board shall be submitted for inspection to the sanitary author- ity at the port of destination and to the consular authority at the port of departure, it being the duty of the latter to indicate on the bills of health, when vised or certi- fied to, the existence or total or partial absence of the books, and the list and Toll alluded to in the first paragraph of this article. 4. Vessels of the second class are those which do not possess the requirements stated in the first jiaragraph of this article. Article 9. The vessels engaged in the transportation of passengers, belonging to any of the contracting countries, are obliged to comply with the conditions of vessels of the first class, and likewise such foreign vessels as may be engaged in the same traflic U|)on the coasts of the coutrncting countries. INTERNATIONAL SANITARY REGULATIONS. 11 Akticle 10. All vessels boand to any of the ports of the contracting countries must be provided- witb a clean bill of health from the port of sailing, certified to by the consuls of the countries to which they are bound and of those at which they may touch. When tbe vessels sail from ports belonging to any of the contracting countries, the bill of heal th shall be granted by the sanitary authority of the port of departure and must always be certified to as above specified. This bill of health shall be presented to the sanitary authority of the ports of the contracting countries at which the vessel may touch, for his certification, and shall be delivered to that of the last port of destination. 1, Consuls shall charge the proper fees for the certification of bills of health. 2, The consular vis6 or certification shall be entered on the back of the bill of health and authenticated with the seal of the consulate. $3 When, by reason of acquiredinformatiou and athoroughknowledgeof the facts, the consul shall have no remarks to make as to the asseverations of the bill of health, its certification will be simple ; when otherwise, the consul himself shall write down after the vis6 what he may deem proper to rectify the asseverations of the bill of health. The bills of health which may be rectified, after being certified to at the first port of any of the contracting countries at which the vesel may touch, shall be accom- panied by a sanitary bill, signed by the authority of the sauie port, in which shall be stated the treatmeut to which the vessel may have been subjected. The remittance of the bill shall be stated after the visd. 4, The consuls of the contracting countries at the ports of departure shall endeavor to ascertain through the local sanitary authorities, or as best they may, the sanitary condition of those ports, and in case of rectii'viug a bill of health, shall inform at once the sanitary authority of their country, who will forward to that of the other contracting countries the reason for the rectification. 5, If the rectifications mentioned in paragraph 3 should be made by the consuls of more than one of the contracting parties, the bill of health shall be forwarded by the sanitary aiithority of the first porr, reached by the vessel to that of the first port of the next nation, and by the correspondiug authority of the latter to that of the following ports, always accompanied by the sanitary bill, 6, Vessels bound to ports of more than one of the contracting countries shall succes- sively, at each of these, provide themselves with bills of health, and the captain must deliver all these bills to the authority of the last port of arrival, 7, The contracting countries recognize two kinds of bills of health, clean and un- clean ; that being clean which does not state any case of exotic pestilential disease at the port of departure or at those of relay, and nnclean, that which should mention epidemics or isolated cases of the diseases referred to, 8, Men of war of friendly nations shall be granted bills of health without paying fees. AlTICLK IL The contracting countries agree to appoint a corps of vessel inspectors composed of physicians paid by the respective Governments. It will be their special mission on board the vessels assigned to them to see to the compliance with the measures pre- scribed in behalf of the health of passengers and crews ; they will also notice what may occur during the voyage and report thereon to the sanitary authority at the port of destination, 1. Vessel inspectors shall be officials of the sections of marine sanitary of their re- spective countries and be subordinate to their respective chiefs, whose orders and in- structions they shall obey implicitly. 2. Vesusel inspectors shall compete for their appointment by the Government, audit shall be the duty of the chiefs of the respective sanitary services to designate the in- spectors to be placed on board. 3. The programme and purpose of the competition shall be determined by the in- ternational sanitary regulations as well as the duties and powers assigned to vessel .nspectors. Articlb 12. It is agroed by the contracting countries ^hat two kinds of quarantine shall be es- tablished at their resjiec-tive ports: (a) A strict quarantine ; and (&) A quarantine uf observation. 1. The strict qu.arautine shall consist of tbe absolute isolation of the vessel during tfee time requireLl Uw the sauity mf\ dmntwAmy of the o^rtjcles iiifosted with cholem, 12 INTEENATIONAL SANITARY REGULATIONS. yellow fever, or Eastern plague, and for the lapse of the maximum period of incuba- tion of the pestilential disease. 2. The quarantine of observation shall consist of the absolute isolation of the vessel during the time required to make on board a visit of sanitary inspection, and for the lapse of the maximum period of incubation of the pestilential exotic disease, in case that the vessel has been at sea less than eight days for cholera, less than ten for yel- low fever, and less than twenty for the Eastern plague. 3. The strict quarantine shall be applied — 1. To infected vessels ; 2. To vessels on board of which cases of diseases not specified may have oc- curred which the sanitary visit has not made known ; and 3. To vessels hailing from ports where one of the pestilential diseases exists, if they have not complied with the sanitary regulations required at the port of departure, and during the voyage, even should they not have had on board a case of pestilential disease, either real or suspicious. 4. The duration of the strict quarantine shall be determined by the maximum in- cubaticm of the pestilential disease guarded against, eight days being assigned for Asiatic cholera, ten days for yellow fever, and twenty days for the Eastern plague. This duration may be computed in two ways: 1. Counting from the date of the termination by death or cure of the last case which has occurred on board duriug the voyage; and 2. Counting from the date of the landing of the passengers at the quarantine hospital. 5. The strict quarantine shall begin from the date by death or cure of the last case occurring on board during the voyage, when : (a) The vessel belongs to the first class. (b) A vessel sanitary inspector coming on board should certify to the precise date of the last case, to the compliance with all the measures for disinfection prescribed in the instructious which the same inspector may have received from the chief of the sanitary service, and to the present perfect state of health on board. In either case that which is prescribed in this paragraph can not take place unless the sanitary authority shall verify the correctness of the information furnished. 6. If, after the termination of the last case occurring on board, the duration of the Toyage should be equal to or greater than the maximum incubation of the pestilential disease, the vessel shall be subjected to a quarantine of observation of 48 hours. 7. If the time elapsed since the last case of pestilential disease should be less than that assigned to the maximum incubation and the vessel should belong to the first class the latter shall not be admitted to free intercourse until after a quarantine of observation, which shall last as many days as may be required to complete the afbre- eaid term of maximum incubation. If the voyage, after the termination of the last case, should have lasted until the day before the last of the maximum incubation of the pestilential disease which it is desired to guard against, the vessel shall not b© allowed free intercourse until 48 hours shall have elapsed after the expiration of the said maximum incubation. This quarantine shall be kept by the passengers at the quarantine hospital, unless thei-e should be no accommodation in the latter, in which case it may be allowed on board. 8. If, at the time of its arrival, there should be in the vessel cases of pestilential disease they shall be transferred to the floating hospital and the passengers subjected to a quarantine at the quarantine hospital. In this case the quarantiue will com- mence the day of the admission of the passengers to the quarantine hospital. The vessel and the cargo shall be ventilated and disinfected in coni'ormiiy with the rules to be prescribed by the international sanitary regulations. 9. Vessels of the second class shall !)e subjected to the requirements of the preced- ing paragraph when they shall have had cases of pestilential diseases, even when they do not exist at the time of their arrival. 10. Suspicious vessels, the voyage of which may have lasted a period of time shorter than that of the maximum iucubation of the pestilential disease to be guarded against, shall not be admitted to free intercourse until they shall have passed a quar- antine of observation, which must last as many days as may be required to complete the term of maximum incubation. If the voyage should have lasted until the day before the last of the maximum incubation of the pestilential disease, they shall not be admitted to free interco'irse until after 48 hours after having completed the afore- said term in case they should hail from an infected ijort, and after 24 hours in other cases. 11. Suspicious vessels which may perform their voyage in a period of time longer than the maximum iucubation of the pestilential disease to be guarded against shall be admitted to free intercourse after a quarantiue of observation of 48 hours, if they proceed from infected ports, and of 24 hours in other cases. During this quarantine the investigations proscribed by the iuteruatioual sanitary regulations shall be carried out. INTERNATIONAL SANITARY REGULATIONS. 13 Articlb 13. The declaration of infected, as applied to a port, shall cause the sanitary interdic- tion of vessels hailing therefrom which may have sailed during the period immediately preceding the date of said, declaration, being twenty days for the Eastern plague, ten or the yellow fever, and eight for the Asiatic cholera. Article 14. The declaration of the termination of the epidemic at a port shall not cause the sanitary interdiction of the vessels hailing from it to he dispensed with until twenty days shall have elapsed for the eastern plague, ten for the yellow fever, and eight for Asiatic cholera. Articlk 15. The rules prescribed for maritime ports shall apply to river ports harboring sea- going vessels. Articlk 16. The sanitary measures which the contracting countries may adopt within their own territory do not come within the scope of the present convention. Articee 17. Should the contracting countries decide to establish international sanitary cordons, they bind themselves not to detain passengers for any longer period than that of the maximum incubation of the pestilential disease to be guarded against, and to estab- lish the quarantine hospitals which may be required in order that the quarantines may be kept therein, the latter being governed by the same regulations prescribed for maritime quarantines so far as they may be applicable thereto. Julio Rodriguez, Delegate from Bolivia. ANDRifis S. MuNOZ, Delegate from Bolivia. Fredeuico Puga Borne, Delegate from Chile. Celso Bambar^n, Delegate from Ecuador. Francisco Rosas, Delegate from Peru. J. Lino Alarco, Delegale from Peru. Jos#. Mariano Macedo, Delegate from Peru. Lima, March 12, 1888. Correct : Andres S. MuSoz, Secretary to the Congress o INTERNATIONAL AMERICAN CONFERENCE. REPORT AND RECOMMENDATIONS ON CUSTOMS REGULATIONS 618T Congress, ) SENATE. ( Ex. Doc. 1st Session. ' i (No. 136. MESSAGE FROM THE PRESIDENT OF THE UNITED STATES, TRANSMITTmG A letter of the Secretary of State relative to certain recommendations oj the International American Conference. June 2, 1890. — Kead, referred to the Committee on Foreign Kelations, and ordered to be printed. To the Senate and House of Representatives : The International American Conference, recently in session at this capital, recommended for adoption by the several American Republics: 1. A uniform system of customs regulations for the classification and valuation of imported merchandise. 2. A uniform nomenclature for the description of articles of merchan- dise imported and exported ; and 3. The establishment at Washington of an International Bureau of Information. The Conference also, at its final session, decided to establish in the city of Washk'Jgton, as a fitting memorial of its meeting, a Latin-Ameri- can Library, to be formed by contributions from the several nations of historical, geographical, and literary works, maps, manuscripts, and ofiBcial documents relating to the history and civilization of America, and expressed a desire that the Government of the United States should provide a suitable building for the shelter of such a library, to be solemnly dedicated upon the four-hundredth anniversary of the dis- covery of America. The importance of these suggestions is fully set forth in the letter of the Secretary of State, and the accompanying documents herewith transmitted, to which I invite your attention. Benj. Harbison. Executive Mansion, June 2, 1890. 2 international american conference. evstoms re&ulations and bueeau op infoemation. Department of State, Washington, May 14, 1890. The President : The act of Congress authorizing the International American Con- ference, recently in session at this capital, provided that, among other subjects, it should — consider the establishment of a uniform system of customs regulations in each of the independent American States, to govern the made of importation and exportation of merchandise, and port dues and charges, a uniform method of determining the the classification and valuation of such merchandise in the ports of each country, and a uniform system of invoices. The Conference received from the committee intrusted with this branch of its investigation three reports, all of which were unani- mously adopted, and copies are hereto attached. The action of the Conference in this respect is of great importance to all merchants and manufacturers of the United States who have commercial relations with Latin America and are endeavoring to extend their trade, as its recommendations, if adopted by the several Governments, will so sim- plify the formalities to be observed in the importation and exportation of merchandise that the obstacles heretofore existing will be removed. This report, which was prepared after repeated consultation with the custom-house officials in New York and representatives of the Treasury Department, will be found in detail and ready for the consideration of Congress. Another serious diflBculty met with in our inter- American commerce has been the lack of uniformity in the nomenclature of articles of mer- chandise in common use, each country having its local terms and idioms that are obsolete, or at least unfamiliar, to its neighbors. For example, a calico print is known by a diflerenfc name in nearly every one of the Latin- American States, and the same term used in one market may de- scribe an entirely difierent article in another. This has been the source of great confusion and annoyance to those engaged in the export trade, and the Conference has proposed as a remedy the compilation and publi- cation of a code of common nomenclature, which shall designate in alphabetical order and equivalent terms, in English, Spanish, and Portu- guese, the commodities upon which import duties are levied, to be adopted by all the American nations, and to be used in shipping mani- fests, consular invoices, entries, clearance petitions, and other official documents. It is suggested that the preparation of this code be done under the direction of the proposed commercial bureau of the American republics referred to below, that the work be commenced at the earliest date prac- ticable, for which an aijpropriation by (Jougress will be necessary. The third report of the Committee on Customs Eegulations, which was prepared by the direction of the Conference, and unanimously adopted, recommends the organization of an association under the title of " The International Union of American Eepublics, for the prompt collection and distribution of commercial information." This union is to be represented at Washington, under the supervision of the Secretary of State, by a bureau called " The Commercial Bureau of the American Eepublics," and its organ is to be a publication enti- tled "The Bulletin of the Commercial Bureau of the American Eepub- lics," to be printed in the English, Spanish, and Portuguese languages, INTERNATIONAL AMERICAN CONFERENCE. 3 afid to contain, in addition to important information c«uc€Tning tbp American republics, the following : (a) The existing customs tariffs of the several countries belonging to the union and all changes of the same as they occur, with such expla- nations as may be deemed useful. (&) All official regulations which affect the entrance and clearance of vessels and the importation and exportation of merchandise in the ports of the represented countries ; also all circulars of instruction to cus- toms officials which relate to customs procedure, or to the classifica- tion of merchandise for duty. (c) Ample quotations from commercial and parcel-post treaties be- tween any of the American republics. (d) Important statistics of external commerce and domestic products and other information of special interest to merchants and shippers of the represented countries. This bureau is at all times to be available as a medium of communi- cation and correspondence for persons applying for information in regard to matters pertaining to the commerce of the American republics, and the Bulletin is to be supplied to the public. The expense of sustaining the proposed bureau and its publications is to be divided among the several American republics in shares pro- portionate to their respective populations. No one familiar with the conditions of our commerce with Latin America will fail to recognize the advantages of such an organization, and if it shall please Congress to approve the project, I suggest the im- portance of prompt action in making the appropriations required to carry the recommendation of the Conference into effect. It seems fitting in this connection to refer to the action of the Con- ference at Its final session, concerning the establishment at Washing- ton of a Memorial Library of American Literature. The foreign delegates, appreciating the importance of the Conference and the significance of the assemblage of representatives of eighteen nations for the purpose of promoting the peace and prosperity of each other, frequently expressed a desire to erect some monument or memo- rial to permanently commemorate such an unprecedented event. Vari- ous propositions were suggested, but this desire finally found formal ex- pression in the following resolution, offered by the Hon. Carlos Marti- nez Silva, a delegate from the Kepublic of Colombia : Besolved, That there be established at such location in the city of Washington as the Government of the United States may designate, to commemorate the meeting of the International American Conference, a Latin-American Memorial Library, to be formed by contributions from all the GoTernments represented in this Conference, wherein shall be collected all the historical, geographical, and literary works, maps, manii- Bcripts, and oflScial documents relating to the history and civilization of America, such library to be solemnly dedicated on the day on which the United States cele- brates the Fourth Centennial of the discovery of America. The Hon. BoletPeraza, a Delegate from Venezuela, after applauding and supporting Mr. Martinez Silva's resolution, suggested that the library should be named in honor of Columbus, which amendment Mr. Silva accepted. The resolution was unanimously adopted. . Dr. Martinez Silva, in presenting his resolution, said : Mr. President, ever since my distinguished colleague, Mr. Mendonpa, spoke, at a private gathering, of the appropriateness and expediency of erecting a monument to commemorate the assembling of the International American Conference, the honora- ble Delegates seem to have been unanimously of the opinion that something of the sort ought to be done. But it has since occurred to me that, among the yanons em- 4 INTERNATIONAL AMERICAN CONFERENCE. barrassments whicli would be encountered in the attempt to carry out the snggestiou, it would be very difficult to select a model wMcli all would accept ; and that discus- sions and delays would arise — discussions and delays which might at last lead to that worst result, that nothing should be done. With this fear in my mind, and thinking, furthermore, that the memorial to be erected ought to be something at once useful and made up of various elements, to which each Government might contribute independently, it occurred to me that the only plan which would satisfy all these requirements^was the establishment in Wash- ington of a memorial library, to which each Government could send on its own ac- count the most complete collection possible of historical, literary, and geographical works, laws, official reports, maps, etc., so that the results of the intellectual and scientific labor in all America might be collected together under a single roof. That would be a monument more lasting and more noble than any in bronze or marble, because, in the first place, such a memorial would redound to our honor and help to make the Spanish- American nations known ; while at the same time it would be very agreeable to the United States to have erected in Washington the library which I propose. It will gradually be enriched and enlarged, day by day, because the several Governments will take care to transmit every new work which may be published in their respective countries, until at last it will become so complete a col- lection that whoever shall desire to pursue any study concerning America will come to Washington to do ic; even from Europe itself students would have to come for any special study concerning these countries. We are so disconnected in America, there are so many difficulties in the way of communication, that it may be said that we do not know each other. It is, for instance, almost impossible in Bogota to procure abook published in the Argentine Republic, and I believe that the same is the case in the Argentine Republic respecting the publications of Bogota. Let us suppose that a per- son is desirous of writing on America ; how could he collect data as correct and com- plete as the case demands ? He would have to go from country to country, spending much money and time to attain his object; but if there be a library such as I propose, then all those dedicating themselves to such research or in need of data can come here and find what they want. Catalogues of this library would be distributed in all the countries of America and Europe, so that the people of all parts of the world would know what could here be obtained. It would be, moreover, of great usefulness for the permanent Spanish- American Legations in Washington. All of the honorable Delegates may have had occasion to note that great difficulties have presented themselves each time that information or a book respecting our countries is needed here. It would also be of great value to the Government of the United States, for it would stimulate the study of those nations in this country. So that my idea reduces itself to theestablishmentj'in Washington, in some building or apartment whichcould be pro- vided by the Government of the United States, of a Portuguese-Spanish-American library, each Government sending a collection, as complete as possible, of geograph- ical charts, historical, statistical, and literary works, etc., enriching this library from year to year with the new publications which may be issued by the American nations. At the outset we might collect here fifteen or twenty thousand volumes, but in the course of twenty years this library will have an importance unrivaled in the world. I would desire to propose, also, that each Government should send its share of books in time for the library to be publicly dedicated on the anniversary of the discovery of America. I most cordially indorse all that was said by the honorable Delegate from Colombia with reference to the importance and appropriateness of the proposed memorial, and have full confidence that tlie sentiments which he uttered, and which were shared by all his colleagues, are heartily reciprocated by the people of the United States. To receive and protect the proposed collection it will be necessary to provide a safe and suitable building, in a convenient locality, which may also be used for the offices of the proposed bureau of information, and should contain a hall or assembly room for the accommodation of such international bodies as the two conferences that have just ad- journed. I respectfully suggest that the authority of Congress be asked to purchase, or erect, a structure of appropriate design and dimensions at a cost not exceeding $250,000. Respectfully submitted. James G. Blaine. ' INTERNATIONAL AMERICAN CONFERENCE. 5 Llnternational American ConfereDce.] REPORTS OF THE COMMITTEE ON CUSTOMS REGULATIONS. (As adopted by the Conference.) I.— Classification and Valuation of Merchandise. The Committee ou "Customs Eegulatious," appointed by resolution passed at the sitting- of the twelfth day, has the honor to submit the following report. The subjects designated for consideration by this committee, as appears in the printed minutes of the Conference, are the following : A. — Formalities to be observed in the importation and exportation of merchandise. B. — The classification, examination, and valuation of merchandise. C. — Methods of imposing fines and penalties for the violation of customs and har- bor regulations. The committee has already made a preliminary report to the Confer- ence, recommending the adoption of a plan for the assistance of im- porters and exporters by means of an official and uniform nomenclature and classification of merchandise, in alphabetical order, which is in- tended to furnish equivalents in the English, Spanish, and Portuguese languages. In continuation of its labors, the committee now presents the follow- ing suggestions : A. — Importation and exportation of merchandise. 1. The committee has not been authorized to take into consideration the varying rates of duties imposed upon exports and imports by the countries represented in the Conference, and such recommendations as are made in this r*^port are intended to be applicable alike to the pres- ent and the future rates of duty. 2. The committee has given due weight to the iact that each of tbe countries represented depends upon customs duties as the chief source of national revenue, and that the productiveness and security of this revenue must not be threatened nor impaired under the guise of simpli- fication or improvement of regulations for its collection. 3. It is recognized that each country should regulate and administer its own system of customs revenue, and that differences of race, habit, condition, and environment prevail among the conferring nations. The committee, therefore, proposes nothing that does not take cognizance of .these important considerations. 4. The committee realizes that an active and desirable international commerce can be established only by the energy and skill of private enterprise, and can not be created and maintained by the cultivation of mutual sentiments of amity and good will. The true bases of such intercourse can be found only in parallelism of interests and in satis- factory profits derived from the supply of material wants. 5. Convinced that an increased commerce amongst the American republics would be mutually beneficial to the citizens of those republics the committee has considered the customs regulations of the several countries for the purpose of devising means of reducing some of the existing burdens of labor, time, expense, and risk. 6. The committee is gratified to find that, in a general sense, the rev- enue laws and regulations of the several republics are reasonable and moderate in their provisions ; that their administration is, upon the b mi'SENATIONAL AMBBICAN CONFERENCE. wbole, considerate of the rights and interests of the citizen, and that as a rule those who conduct the international navigation and commerce of the American continent are candid and honest in their relations with the revenue laws. 7. Nevertheless it is apparent that the laws and regulations as well as the administration thereof are, in some respects, susceptible of important improvements, and it is proposed in part to effect these improvements by establishing certain uniform rules and practices, with- out attempting to regulate minor local details. 8. Commerce is now carried on mainly by the instrumentality of the steamship, the railway, and the telegraph. These agencies h a ve created necessities and conditions which often conflict with administrative ar- rangements which are preserved only because they are traditional, and which do not accord with modern methods. 9. Excessive formality in administration is a serious evil, for the rea- son that it introduces expense, risk, and uncertainty in commercial transactions in such degree as to discourage commercial enteri)rise. It leads to the multiplication of agents in the business of importation, exportation, and transportation, and thereby reduces the legitimate profits and reasonable expectations of merchants and carriers, and in- creases the expenses of Government. 10. A ship's manifest is a marine document universally required of vessels arriving from foreign ports, as a basis fordetermining their car- goes and, in the time of war, to furnish the evidence of non-contraband goods. No vessel should be allowed to clear from any customs port before the master has lodged in the custom-house a manifest of his cargo, but consular certification of such manifests should not be required. Ves- sels belonging to regular lines of steamers which are advertised to sail on schedule time are usually compelled to take in cargo up to the last moment of their departure, and it is therefore impracticable before the hour of sailing to complete the manifest for clearance at the custom- house. The resident agents of such vessels should therefore be allowed to lodge in the custom-house, within twenty-four hours after the sailing of the vessel, such supplementary manifests as may be required to account for the whole cargo. Before entering a foreign port the master of every vessel should pre- pare, for surrender to the customs authorities, an inward manifest con- taining all the facts shown by the outward manifests, together with a list of the passengers and crew and an account of surplus ship stores remaining on board. This manifest should be lodged at the custom- h ousetogether with the register and any other documents required by the local regulations, and should be verified by the master's personal deda- ratiou before the proper customs officer. The inward manifest may be used in verif^^ing the cargo, but should not be accepted in lieu of an invoice. The committee will present for the consideration of the Con- ference a proposed international form of manifest and supplementary manifest. On the exportation of merchandise every shipper should be required, under penalty for failure, to lodge at the custom-house a spe- cial manifest of the goods sent by him out of the country, containing full particulars respecting the character, quality, value, and destination of the goods, so that the Governments may have authentic data for statistical records and reports. (See Recommendation 1.) 11. Invoices for customs purposes should be made out in the language of either the country of import or of export,and should declare thewhole- sale market value of the goods at the date of exportation in the market whence imported, md »U awounts or quantities should be expressed ia INTERNATIONAL AMEEICAN CONFERENCE. 7 figures only. The value so declared should be accepted, prima facie, as a basis for estimating ad valorem duties. It is recommended that the fee for consular certification throughout republican America be estab- lished at the uniform rate of $2.50 for each invoice; but that no fee be required for duplicates of an original invoice, nor in any case where the value does not exceed $100. (Rec. 2.) 12. Entries of imported merchandise should be made out in the lau- guage of the country of importation, and should name the vessel and the importer; entries should agree with bills of lading and with invoices in all material particulars, and the bill of lading and invoice should be lodged with the customs authorities at the time of entry. In case any of the packages covered by an invoice should fail to arrive by reason of short shipment, entry should be allowed of the missing packages by means of a i)roperly verified extract or copy of the original invoice. Wherever oaths are now required in customs procedure they should be abolished, because they entail needless hardship and loss of time upon the importer in requiring his personal attendance at the custom house. The signature of the importer to his declaration for entry should be in- vested with all the j)enal responsibilities now attached to his affidavit. (Rec. 3.) 13. Special facilities without the imposition of unnecessary charges should be accorded to goods in transit by railroad or water transporta- tion through one country to another, provided they be kept in bond during such transit and that the transit be made under the supervision of the customs authorities, but without any verification of contents of packages. (Rec. 4.) 14. The hours and regulations for the lading and unlading of vessels should be made as liberal as local circumstances will permit, and spe- cial means should be provided for their entrance and clearance before and after the regular hours for business at the custom-house, and on all days when general business is suspended. (Rec. 6.) 15. The abolition of all fees and charges in the customs service is de- sirable and none should be exacted except such as are fixed and pub- lished by due authority ; whenever they do exist, they should be limited to the actual cost of the service rendered, and never be imposed for the purpose of raising public revenue. (Rec. 7.) 16. In cases where the rate or amount of duty is doubtful or disputed the importer should be permitted to deposit, under protest, the amount claimed by the customs authorities and to take possession of his goods ; his duties should be liquidated, as promptly as practicable, in accord- ance with the final decision on his protest, and any excess of deposit refunded without abatement. (Rec. 8.) 17. The committee earnestly recommends the adoption, in the prin- cipal ports of the countries here represented, of a system of bonded warehouses similar to that which wherever it has been tried has dem- onstrated its convenience to importers and its advantage to the na- tional revenue. By availing himself of this system the importer can delay the payment of duties until he has effected the sale of the arti- cles imported, or if he prefers to export them, he can do so without payment of duty. To secure this privilege he must store the imported merchandise at his own risk and expense in some designated warehouse which is kept under the special supervision of the collector of customs, and must furnish satisfactory bonds for the payment of the duty or the exportation of the merchandise within a prescribed period. The im- porter, under this system, may withdraw his goods in lots of one or iBore paokagesj or if the merchandise be m bttlk, in st^te4 quantities 8 INTERNATIONAL AMERICAN CONFERENCE. according to the demands of his business upon paying all duties and costs of labor and storage whioh have accrued upon the portion with- drawn for consumption. Tbe government is thus absolutely protected against loss while the importer is relieved from the necessity of forcing his goods upon an un- satisfactory market. (I^ec. 9.) 18. Peculiar hardship is suffered by importers in some of the countries from the revision of invoices by the supreme authority at the capital. In case of doubt or controversy, where a deposit of the maximum duty is exacted and the amount is paid under protest, this revision by the central authorities is necessary in the interest of justice, but in all other cases, except where fraud or culpable negligence appears, the merchant, upon paying the assessed duty at the custom-house, should receive his goods exemj)ted from further liability for reclamations which may ab- sorb his apparent profits. (Rec. 15.) 19. Internal duties upon imported commodities which have paid duty at the frontier are intolerable burdens upon and obstructions to inter- national commerce. As soon as the legally assessed import duties are paid, on arrival, the goods become a part of the general stock of com- modities and should thereafter be treated in the same manner as do- mestic products. An increase of import duties at the frontier is prefer- able to tbe vexatious system of internal duties. There should be no interior control nor su|)ervision of duty-paid imported goods. A custom- house delivery of goods should entitle them to all the privileges and exen)ptious accorded to domestic merchandise. (Rec. 15.) 20. In the general interest of the American peoples, it is urged that prompt information be circulated by the governments of the outbreak or prevalence of contagious diseases among cattle or other live-stock, in order that such importations may be subjected to a proper quar- antine. B. — The classification, examination, and valuation of merchandise. 21. With regard to the customs examination of merchandise, it need only be said that it should be conducted with as liitle delay, ex})ense, and damage as possible, and should be limited to a reasonable verifica- tion of the statements of the entry and invoice. This suggestion applies as well to examinations conducted for the purpose of verifying the duti- able value of ad valorem merchandise as to examinations for ascertain- ing weights and quantities for the assessment of specific duty. The committee has interi)reted the phrase " valuation of merchandise" as meaning its invoice valuation, and where duties are specific this valua- tion should be received without question or the necessity of verification, except in case of suspected fraud. (Kec. 10.) 22. Merchandise contained in the baggage of tourists and immigrants, not exceeding a limited amount, should be admitted to entry and pay- ment of duties without bill of lading or invoice, and tools of trade or occupation and other articles brought by passengers in reasonable quan- tities, for their own personal use and not for sale, should be exempted from duty. (Rec. 11.) 23. Actual samples oj' merchandise consigned, in reasonable quanti- ties, solely for inspection, or contained in the baggage of bona fide commercial travelers and intended to be used in the prosecution of their business, should, in the interests of commerce, be admitted duty free, under such restrictions as may be deemed necessary. (Rec. 11.) 24. The system of appraisement for ad valorem duties is so intricate and INTERNATIONA.L AMERICAN CONFERENCE. 9 vtrfaminous in its details, and is so little likely to be practiced m extenso by many of the countries represented in the Conference, that the com- mittee has decided not to recommend the consideration of that system. 25. The assessment of duty upon ihe gross weight of dutiable prod- ucts seems onerous, but where the rate has been adjusted with due regard to the insignificant value of the taxed materials used for pack- ing any particular class of goods, the duty upon the " gross weight" has the great advantage of certainty and simplicity and avoids trouble- some questions about tare and weight. Through careful nnss in pack- ing and the use of light, strong coverings, importers can minimize the tax. Whenever "net weight" is required the tares should be regu- lated, as far as practicable, by schedules officially prepared and pub- lished. (Kec, 16.) 26. Merchandise which has been recovered from a wrecked or stranded vessel should be allowed to be entered without invoice at the custom-house by either the salvors or importers for appraisement by the proper authorities, duties to be paid on the appraised value. The importers should also be accorded the privilege of abandoning to the Government merchandise included in any invoice and seriously dam- aged by sea transportation free of liability for duty, provided such merchandise represents 10 per centum of the total value of the invoice, and whenever goods have been surrendered to the insurance companies the latter should be recognized as rightful owners of the same for all customs purposes. (Bee, 13.) C. — Methods of imposing fines and penalties. 27. Against the imposition of fines and excessive duties there should be granted the right of appeal to some tribunal which would promptly investigate all the facts and take into account the good or bad faith of the importer, as may appear in evidence. The importer should be allowed to appear personally or by representative before such tribunal and the decision should in such cases be made without delay. Clerical errors, minor inaccuracies, and informalities in the entry or invoice or in any customs proceedings which do not affect the amount of collect- ible duty, should not, in themselves, be deemed sufficient ground for imposing tines and penalties. (Rec,. 17.) 28. The committee is deeply impressed with the belief that equity and regularity of administration are in constant danger of infraction whenever officers of customs are allowed to participate in any share of penalties or forfeitures. A pecuniary interest in fines and penalties has a tendency to bias the judgment of the officer and incline him toward undue exactions for his own benefit. The committee therefore recommends to all the countries represented the adoption of laws (where they do not already exist) providing for the deposit in the Government Treasury of all the moneys received by customs officers, and the sub- stitution of a system of rewards for specially meritorious service. (Eec. 17.) D. — Additional suggestions. 29. The committee has been convinced of the advantages to be de- rived from a periodical compilation, publication, and distribution of official statistics of the navigation and foreign commerce of the coun- tries represented in the Conference. These statistics are often the in- dispensable bases for legislative ena(.fcments affecting international in- terests. (Kec, 18.) 10 INTERNATIONAL AMERICAN CONFERENCE. 30. In addition to the adoption of common statistical forms, the com- mittee recommends the establishment of an international bureau for the systematic collection and distribution of useful information relating to the exterior navigation and commerce of the conferring powers, and to the changes in their customs laws and regulations. The expense of maintaining such a bureau would be inconsiderable and its benefits inestimable. As one example of the practicability and economy of such a bureau, the bureau of universal postal union, conducted by the Government of Switzerland, may be cited. A more cognate instance is to be found in the plan for an international union for the publication of customs tariffs, etc., formulated by the con- ference held at Brussels in May, 1888, in which most of the commercial nations of the globe were represented, and it is urged that a union be effected between the Republics represented in this Conference, which would insure a prompt and accurate publication, at the common ex- pense, for the common benefit, of important commercial information. To accomplish this purpose the proposed international bureau might with advantage be maintained under the supervision of one of the rep- resented countries and charged with the translation into English, Span- ish, and Portuguese, and the publication and distribution of all the American tariffs, and such modifications of the same as may occur in due course. The countries comprised in this Conference should each engage to send to the bureau without delay copies ol^ — (1) Their representative customs laws, including tariffs corrected to date. (2) Explanations of the effect of modifications which are made in the original laws. (3) All circulars of instruction which have been addressed to their respective customs officers concerning the exaction of duties on, and the classification of, merchandise under the tariff laws. (4) All commercial and parcel post treaties in force or subse- quently adopted. (5) All available statistics relating to external commerce and do- mestic productions. The annual expense of maintenance would properly be assessed in due proportion to the amount of the foreign commerce of the countries interested. A common form adapted to the uniform exhibition of the desired facts will, if desired by the Conference, be prepared and submitted here- after. (Rec, 18.) MEASURES RECOMMENDED. In accordance with the conclusions thus carefully set forth, your com- mittee asks the Conference to recommend to all the countries here rep- resented the adoption of the following measures: (1) That forms be adopted for outward manifests of vessels, which shall be lodged at the custom-house by masters of vessels at the time of clearance, and for supplementary manifests of steamers belonging to established lines to be made by the resident agents thereof and lodged by them in,the custom-house within twenty-four hours after the sailing of the vessels, which manifests shall be used only for the determina- tion of the cargo, etc., and shall not require consular certification. That every such manifest shall show the name of the vessel and of her master, the ports of departure and destination, a description of her cargo by marks, numbers, and supposed contents of packages, with names of consignees and consignors, but no statement of values. INTERNATIONAL AMERICAN CONFERENCE. 11 On the exportation of merchandise each individual shipper shall make and lodge at the custom-house for statistical purposes a special manifest, stating quantities, character, and values of the goods exported by him ; and for a failure so to do he shall be subjected to a penalty. The master of any vessel may, within forty-eight hours after the en- trance at the custom house and before any of the cargo shall have been landed, change her destination and proceed on his voyage. On enter- ing a foreign port the master of every vessel belonging to one of the represented countries shall lodge with the custom authorities an inward manifest, containing all the facts shown by the outward manifest, in- cluding a list of the passengers and crew and an account of surplus ship stores remaining on board. This manifest must be verified by the master's personal declaration at the custom-house. It shall not be ac- cepted in lieu of an invoice and no consular certification shall be required. Forms for outward, inward, and shipper's manifests are herewith sub- mitted. With a view that each government shall have official record of its export trade by rail with adjoining countries, any persons delivering to a railway or other transportation company commodities for export to an adjoining country, shall also deliver a manifest thereof, showing the kind, quantity, and value of such commodities; and this manifest shall be delivered to the customs of&cer of the exporting country nearest to the borders thereof. 2. For the entry of imported merchandise, invoices shall be made out in the language and currency of either the country of import or of ex- port, or in any currency actually paid for the merchandise. They must declare the contents and value of each package, and state the quantities and the values of the goods in figures and n ot in words, and the amounts so expressed, with any additions which the importer may make in his entry, shall be accepted at the custom-house as the basis for preliminary estimates of duty. Wherever consular certification of manifests has heretofore been required the certification of invoices shall be accepted in lieu of the same. The consul's fee for legalization and certification shall be fixed at the uniform rate of $2.50 for each invoice, but no fee shall be required for duplicates of an original invoice, nor for any invoice the value of which does not exceed $100; provided that such invoice shall not have been subdivided for the purpose of reducing its total value. If, by the reason of delay in the mails or other satisfactory cause, a certified invoice can not be produced, entry shall be allowed on a state- ment in the form of an invoice, and when the amount exceeds $100 the execution of a bond shall be required for the subsequent production of an invoice duly certified. In case any of the packages covered by an invoice shall, by reason of short shipment, fail to arrive, entry may subsequently be made of the missing packages by means of a properly verified extract or copy ot the original invoice. (Par. 11.) 3. That all imported merchandise shall be entered at the port of arrival on a prescribed form, which shall be a declaration or petition signed by the importer and giving the ship's name, port of departure and date of arrival, the particulars of the packages, including the weight or quantity and the supposed dutiable or free class of contents; also their values expressed in the currency of the invoice and reduced to the currency of the country of importation The entry must agree in all essentials with the invoice and the bill of lading. That in all proceed- 12 INTERNATIONAL AMERICAN CONFERENCE. ings relating to the importation and entry of merchandise the declara- tion of the importer over his signature shall be received in lieu of his oath, and that any false declaration so signed shall subject him to such penalties as may be provided by the respective countries. (Par. 12.) 4. That every reasonable facility shall be aftbrded for the unobstructed transit of merchandise through one country to an adjacent country, especially where transportation can be directly affected by railway or water routes and where bonds can be furnished for the delivery of such merchandise, intact, within the jurisdiction of the adjoining country. That in no case shall the contents of such packages be made subject to duty or to examination by custom ofBcers while in transit, or to any onerous requirements and exactions, but they shall be held amenable to such supervision only as shall be incidental to proper safeguards against their unlawful introduction into the markets of the country through which they may be transported. (Par. 13.) 5. That technical defects in the form of any document which has been duly authenticated before the consul of any one of the countries shall not, in that country, be deemed sufficient cause for the imposition of fines or penalties, and that all other manifest clerical errors may be cor- rected, after entry at the custom-house, without prejudice to the con- signee or the owner. (Par. 9.) 6. That every facility shall be granted in the various ports of entry for the entrance and clearance of vessels and the discharge and lading of cargoes; and, on all days when other official business may be sus- pended, that the custom-house shall be open during some part of each day, for the prompt entrance and clearance of vessels. (Par. 14.) 7. That the scale of duties shall be so arranged as to avoid the neces- sity of additional fees and charges, and that every country in which they continue to be exacted shall establish and publish a list of all fees and charges which are statutory in its ports, and that such exactions shall be respectively adjusted, so far as it is practicable, to cover the actual cost of the service rendered therefor. (Par. 15.) 8. That in all cases of dispute as to the legal rate or amount of duty, the importer shall be allowed to deposit under protest the maximum duty demanded by the customs authorities and to take possession of his goods ; the entry in such cases to be liquidated as promptly as practicable after the final decision is reached, and the excess of duty (if any) refunded to the importer. (Par. 16.) 9. That in the principal ports of the countries here represented, a system shall be adopted as soon as practicable, whereby an importer who desires to place his importation temporarily in the custody of the Government before payment of duty shall be enabled to store it at his own expense and risk, under the supervision of the customs authorities. For this purpose, warehouses shall be provided in which such goods may remain on storage under bond during one or more years, and from which they may be withdrawn at any time by the Importer, in quantities of not less than one package, or if in bulk, not less than one ton in weight, upon payment of the duty and charges upon the portion with- drawn for consumption, or, if withdrawn for export, upon payment of the expenses of storage and labor. (Par. 17.) 10. That customs examinations shall be made solely for the verifica- tion of the declarations of the invoice and entry, and be conducted with the least possible delay and expense to the importer. Where the duties are specific, the invoice valuation shall be accepted for statistical purposes without verification. (Par. 31.) INTERNATIONAL AMERICAN CONFERENCE. 13 11. That actual samples of merchandise of no commercial value sent by foreign dealers, or brought by bona fide commercial travelers, solely for inspection, and personal effects and tools of trade or occupation, brought by passengers for their own use and not for sale, shall be ad- mitted without payment of duty, under such restrictions as may be provided. (Par. 22.) 12. That the countries here represented shall agree to circulate prompt information of the existence, within their respective borders, of conta- gious disease among cattle and other live-stock, and to establish proper precautions where importations of this character are threatened. (Par. 20.) 13. Merchandise which has been recovered from a wrecked or stranded vessel may be entered without invoice at the custom house by either the salvors or the importers for appraisement by the proper authorities, and duties shall be paid in accordance with such appraisement. Im- porters shall also be accorded the privilege of abandoning to the Gov- ernment, without liability for duty, any damaged merchandise included in any invoice, provided that the portion so abandoned shall amount in value or quantity to ten per centum of the entire invoice, and whenever recovered goods have been surrendered to an insurance company, the latter shall be recognized as the rightful owner of the same for all cus- toms purposes. (Par. 26.) 14. That when importers have paid at the frontier the full amount of import duties assessed, they shall be exempted from all further lia- bility for duties within the limits of the country of importation. (Par. 18, 19.) 15. That where the rate or amount of duties is dependent upon tbe weight, gross weight shall generally be used, and that in case net weight is required, allowances for tare shall be made according to sched- ules officially published. (Par. 25.) 16. Against the imposition of fines or excessive duties importers shall be granted the right of appeal to a tribunal by which their good or bad faith, as it may appear from the evidence, will be taken into account ; and the decision of said tribunal upon the facts shall be final and shall be made as promptly as practicable, and whenever the good faith of the importer is satisfactorily shown no penalty shall be incurred. Customs officers shall have no participation in any of the customs receipts, but shall deposit them intact, including moneys derived from fines and for- feitures, into the treasuries of their respective governments. (Par. 27, 28.) 17. That the governments here represented shall unite for the estab- lishment of an American international bureau for the collection, tabu- lation, and publication, in the English, Spanish, and Portuguese lan- guages, of information as to the productions and commerce, and as to the customs laws and regulations of their respective countries ; such bureau to be maintained in one of the countries for the common benefit and at the common expense, and to furnish to all the other countries repre- sented, such commercial statistics and other useful information as may be contributed to it by any of the American republics. That the Committee on Customs be authorized and instructed to fur- nish to the Conference a plan of organization and a scheme for the practical work of the proposed bureau. (Par. 29, 30.) 18. The acceptance of the foregoing recommendations shall not re- quire any change in the present legislation of the American republics, in case it should contain more liberal provisions than here proposed, as 14 INTERNATIONAL AMERICAN CONFERENCE. the i)urpose of the Conference is not only to adopt uniform rules, but to establish more liberal provisions^ than are now in force. J. Alfonso. M. EOMERO. OLfMAco Caldeii6n. Chas. R. Flint. Salvador de MENDONgA, Manuel Arag6n. N. BoLET Peraza. H. Cx. Davis. n. — Bureau of Information. At the meeting of the Conference, held March 29, 1890, the following resolution was adopted : That the governments here represented shall [unite for the establishment of an American International Bureau for the collection, tabulation, and publication, in the English, Spanish, and Portuguese languages, of information as to the productions and commerce and as to the customs laws and regulations of their respective countries ; such bureau to be maintained in one of the countries for the common benefit and at the common expense, and to furnish to all the other countries such commercial sta- tistics and other useful information as may be contributed to it by any of the Amer- ican republics. That the Committee on Customs Regulations be authorized and in- structed to furnish to the Conference a plan of organization and a scheme for the practical work of the proposed bureau. In accordance with said resolution the committee submits the follow- ing recommendations : 1. There shall be formed by the countries represented in this Con- ference an association under the title of " The International Union of American Eepublics for the prompt collection and distribution of com- n^ercial information.'' 2. The International Union shall be represented by a bureau to be established in the city of Washington, D. C, under the supervision of the Secretary of State of the United States and to be charged with the care of all transactions and publications and with all correspondence pertaining to the International Union. 3. This bureau shall be called " The Commercial Bureau of the Amer- ican Eepublics," and its organ shall be a publication to be entitled "Bul- letin of the Commercial Bureau of the American Eepublics." 4. The Bulletin shall be printed in the English, Spanish, and Portu- guese languages. 6. The contents of the Bulletin shall consist of — [a) The existing customs tariffs of the several countries belonging to the union and all changes of the same as they occur, with such explana- tions as may be deemed useful. (6) All official regulations which affect the entrance and clearance of vessels and the importation and exportation of merchandise in the ports of the represented countries ; also all circulars of instruction to customs officials which relate to customs procedure or to the classifica- tion of merchandise for duty. (c) Ample quotations from commercial and parcel-post treaties be- tween any of the American republics. {d) Important statistics of external commerce and domestic products and other information of special interest to merchants and shippers of the represented countries. 6. In order to enable the commercial bureau to secure the utmost ac- curacy in the publication of the "bulletin," each country belonging to this INTERNATIONAL AMERICAN CONFERENCE. 15 union shall send directly to the bureau, without delay, two copies each of all official documents which may pertain to matters having relation to the objects of the union, including customs tariffs, official circulars, international treaties or agreements, local regulations, and, so far as practical, complete statistics regarding commerce and domestic products and resources. 7. This bureau shall at all times be available as a medium of com- munication and correspondence for persons applying for reasonable in- formation in regard to matters pertaining to the customs tariffs and regulations and to the commerce and navigation of the American re- publics. 8. The form and style of the " bulletin " shall be determined by the commercial bureau and each edition shall consist of at least one thou- sand copies. In order that diplomatic representatives, consular agents, boards of trade, and other preferred persons shall be promptly sup- plied with the " bulletin," each member of the union may furnish the bureau with addresses to which copies shall be mailed at its expense. 9. Every country belonging to the International Union shall receive its quota of each issue of the " bulletin" and the quota of each country shall be in proportion to its population. Copies of the "bulletin" may be sold (if there be a surplus) at a price to be fixed by the bureau. 10. While it shall be required that the utmost possible care be taken to insure absolute accuracy in the publications of the bureau, the In- ^rnational Union will assume no pecuniary responsibility on account of errors or inaccuracies which may occur therein. A notice to this effect shall be conspicuously printed upon the first pnge of every suc- cessive issue of the bulletin. 11. The maximum expense to be incurred for establishing the bureau and for its annual maintenance shall be $36,000, and the following is a detailed estimate of its organization, subject to such changes as prove desirable : One director in charge of bureau, compensatioa $5,000 One secretary - - 3,000 One accountant 2,200 One clerk 1,800 One clerk and type-writer 1, GOO One translator (Spanish andEnglisli)... 2,500 • One translator (Spanish and Eugiisb) 2,000 One translator (Portuguese and English) 2,500 One messenger 800 One porter 600 22, 000 Offlce expenses. Rent of apartments, to contain one room tor director, one room for secretary, one room for translators, one room for clerks, etc., and one room for library and archives $3,000 Lights, heat, cleaning, etc .- 500 3, 500 Publication of huUetin. Printing, paper, and other expenses - , $10,000 Postage, express, and miscellaneous expenses „. 500 10 600 16 INTERNATIONAL AMERICAN CONFERENCE. 12. The GoverDment of the United States, through the Secretary of State, to advance to the International Union a fund of $36,000, or so much of that amount as may be required, for the expenses of the com- mercial bureau during its first year, and a like sum for each subsequent year of the existence of this union. 13. On the 1st day of July of the year 3891, and of each subsequent year during the continuance of this union, the director of the commer- cial bureau shall transmit to every government belonging to the union a statement in detail of the expenses incurred for the purposes of the uniou, not to exceed $36,000, and shall assess upon each of said gov- ernments the same proportion of the total outlay as the populations of the respective countries bear !o the total populations of all the coun- tries represented in the union, and all the governments so assessed shall prora})tly remit to the Secretary of State of the United States, in coin or its equivalent, the amounts respectively assessed upon them by the director of the Ijureau. In computing the population of any of the countries of this union, the director of the bureau shall be authorized to use the latest official statistics in his possession. The first assess- ment to be made according to the following table : TaMe of assessments for commercial iureau. Coantries. Hayti Nicaragua. Pern Gualemala tJiugiiay . . Colmnliia.. Argtintine. Cosla Rica Paraguay . BrazU Population. Tax. 500, 000 $187.50 200, 000 75.00 2, 600, 000 975. 00 1, 400, 000 525. 00 600, 000 225. 00 3, 900. 000 1, 462. 50 3, 9U0, 000 1, 46-J. 50 200, 000 75.00 2.')0, 000 93.75 14,000,000 5,250.00 Conntries. Honduras .... Mexico ... Bolivia United States Venezuela.... ChUi Salvador Ecuador Total... Population. 350, 000 10, 40J, 000 1, 200, 000 50, 150, 000 2, 200, 000 2, 500, 000 6.i0, 000 1, 000, 000 96, 000, 000 Tax. $131. 25 3, 900. 00 450.00 18, 806. 0(i 825. 00 937. 50 243. 75 375.00 36, 000. 00 14. In order to avoid delay in the establishment of the union herein described, the Delegates assembled in this Conference will promptly communicate to their respective governments the plan of organization and of practical work adopted by the Conference, and will ask the said governments to notify the Secretary of State of the United States, through their accredited representatives at this capital or otherwise, of their adhesion or non-adhesion, as the case may be, to the terms proposed. 15. The Secretary of State of the United States is requested to organ- ize and establish the commercial bureau as soon as practicable after a majority of the countries here represented have officially signified their consent to join the International Union. 16. Anieudraents and modifications of the plans of this union maybe made at any time during its cemtiuuance by the vote, officially commu- nicati d to the Secretary of State of the United States, of a majority of the members of tbe union. 17. Tbis uniou shall continue in force during a term often years from the date of its organization, and no country becoming a member of the union shall cease to be a member until tbe end of said period of ten years. Unless twelve montbs before the expiration of said period a majority of tbe members of tbe uniou shall have given to tbe Secretary of State of the United States official notice of their wish to terminate INTERNATIONAL AMERICAN CONFERENCE. 17 the union at the end of its first period, the union shall continue to be maintained for another period of ten years and thereafter, under the same conditions, for successive periods of ten years each. Josi} Alfonso. M. Romero. N. BoLET Peraza. Salvador de Mendon^a. H. G. Davis. Ohas. E. Flint. III. — iJfOMENOLATURE. MOTION. Resolved^ That the proper committee of this Conference be requested to examine and report about the convenience and practicability of adopting a common srhedule of foreign goods, to be used by the several nations represented in this Conference for the purpose of collecting im- port duties, making invoices, bills of lading, etc., each country having the exclusive right to fix the amount of duties to be levied on each arti- cle, but the schedule of the articles to be common to all. M. Romero, Delegate from Mexico. Washington, January 2, 1890. REPORT. The Committee on Customs Regulations has considered the resolution presented by Mr. Romero, Delegate from Mexico, with a view to the adoption by the nations represented at this Conference of a common nomenclature which shall designate in equivalent terms, in English, Spanish, and Portuguese, the commodities on which import duties ar»3 levied, and also be used in shipping manifests, consular invoices, entries, clearance petitions, and other customs documents, without restricting thereby the right of each nation to maintain the duties levied at pres- ent or to change them in any way which may be most convenient to their respective interests. The committee favors this resolution in the belief that one of the objects for which this Conference has been convened is the assimilation of the customs laws and regulations of the American nations, in order that simplification may facilitnte the mercantile operations between them and promote the development of their reciprocal trade. The com- mittee will formulate the nomenclature contemplated in said resolution, if the occupations of the members thereof allow it, and if they are able to obtain the necessary data and expert help therefor, and if unable to do this, will report to the Conference the manner in which, in its opin- ion, this labor can best be performed. This is not the only subject with which the committee has had to deal. The committee is carefully considering all the other important and complex matters which the Conference has intrusted to it, and as soon as its labors are finished it will submit them to the enlightened decision of the Conference. "While such results will be presented later, the committee now sub- mits to the Conference the following resolution : " Resolved, That the International American Conference recommends to the Governments represented therein the adoption of a common B. Bz. 135 ^ 18 INTERNATIONAL AMERICAN CONFERENCE nomenclature which shall designate in alphabetical order la equivalent terms, in English, Portuguese, and Spanish, the commodities on which import duties are levied, to be used respectively by all the American nations for the purpose of levying customs imposts which are or may hereafter be established, an to eup- port and dirsot. 4 METRIC SYSTEM OF .WEIGHTS AND MEASURES. of this system ; that it was also legaDy admitted in Russia, Turkey, and British India which had, the same year, 1877, a population of 395,000,000, thus receiving in ten years an addition of 545,000,000. In China, Japan, and Mexico the decimal system prevails, but not the metric. This last has been adopted and legally recognized by 794,000,000 souls, and the decimal system is in use among 470,000,000 of inhabit- ants in the three countries last named. So that only 42,000,000 persons exist who reckon according to the ancient systems of weights and measures, and who do not recognize the metrico-decimaL Eecently the United States Government received official fac-similes of the meter and kilogram agreed upon in the International Metrical Conference, held in Paris in September of last year, and the boxes con- taining them were officially opened on the 2d instant at the Executive Mansion in the presence of the President of the Republic and other functionaries, and certain distingished personages specially invited for the ceremony. RECOMMENDATION AS ADOPTED BY THE CONFERENCE. The advantages which the metrico-decimal system offers being so evident, and that system having been already adopted by so consider- able a number of nations, your committee recommend the adoption of the following : Resolved, That the International American Conference recommends the adoption of the metrical decimal system to the nations here represented which have not already adopted it. INTERNATIONAL AMERICAN CONFERENCE. REPORT AND RECOMMENDATIONS CONCERNING A UNIFORM SYSTEM OF PORT DUES. 24 61st Congress, ) SENATE. f Ex. Doc. 1st Session, f (No. 182. MESSAGE FKOM THE PRESIDENT OF THE UNITED STATES, TRANSMUTING A report of the International American Conference relative to a proposed uniform system of port dues and consular /ees. July 14, 1890. — Eead, referred, to the Committee on Foreign Eelations, and ordered to be printed. To the Senate and House of Eepresentatives : I transmit herewith a letter from the Secretary of State, inclosing the recommendations of the International American Conference, re- cently in session at this capital, concerning a uniform system of port dues and consular fees to be adopted by the several American Eepub- lics, to which I invite your attention. Benj. Harrison. Executive Mansion, Washington, July 14, 1890. Department of State, Washington, July 14, 1890. The President: The International American Conference, recently in session at this capital, made some important suggestions for the consideration of the several Governments represented, looking to the reduction and simplifi- cation of port charges and consular fees. Copies of the reports are here- with submitted, with the hope that you will deem them worthy to be transmitted to Congress, for such action as may be thought advisable. EespectfuUy submitted, James G. Blaine. 2 UNIFOEM SYSTEM OF POET DUES AND CONSULAR FEES. INTERNATIONAL AMERICAN CONFERENCE. Eeports on Poet Dues. I. The committee, after duly considering the various suggestions which have been offered, and also the difficulties raised by certain of the dele- gations to fixing at present any one common and uniform rate of port dues in all the nations represented in the Conference (on account of the special conditions at present prevailing in the ports of several of said nations in respect to the services for which the charges are made) ; and desiring to approach as closely as possible to uniformity, while it is impracticable completely to abolish the charges now imposed upon vessels in the shape of such dues, has the honor to submit the following report : EECOMMEDATIONS AS ADOPTED BY THE CONFEEENCE. The International American Conference hereby resolves to recom- mend to the Governments therein represented : First. That all port dues be merged in a single one, to be known as tonnage dues. Second. That this one charge shall be assessed upon the gross ton- nage, or, in other words, upon the total carrying capacity of the vessel. Third. That each Government fix for itself the amount to be charged as tonnage dues, but with due regard to the general policy of the Con- terence upon the subject, which is to facilitate and favor navigation. Fourth. That there be excepted from the provisions of Article I the dues charged or to be charged under unexpired contracts with private companies. Fifth. That the following shall be exempt from tonnage dues : 1. Transports and vessels of war. 2. Vessels of less than 25 tons. 3. Vessels which by any unforeseen and irresistible cause shall be compelled to put into port, deviating from their course. 4. Yachts and other pleasure boats. n. On Consular Fees. The honorable Conference has instructed this committee to consider and propose the most adequate manner of establishing a uniform sys- tem of consular fees. The comparative study of the regulations which the committee has been able to examine, has led it to the conclusion that within the limits as- signed to it, the desired result could only be secured in a partial and incomplete manner. Inasmuch as the fees or compensation allowed to consuls depends upon the nature of the services they render, it is necessary that the acts of the consular agents of the different nations represented in the Con- UNIFORM SYSTEM OF PORT DUES -AND CONSULAR FEES. 3 ference be of the same nature in order that the fees charged by them may be equal and uniform. It is this prerequisite which is lacking in the present consular regu- lations. With the exception of acts specially referring to navigation and com- merce, respecting which it would be very easy to establish a uniformity of fees, there are many acts which either only exist in the rules of one of the nations here represented, or else differ in detail or manner of classification so as to prevent the fixing of the amount of the fee. Tour committee does not consider it impossible to establish identical regulations for the consular agents of American nations j but since on the one hand we have not believed ourselves authorized to undertake it, in view of the scope of our instructions, and on the other, it is probable that the time remaining which the honorable delegates can devote to the various subjects submitted to their consideration would not suffice for the careful study required by a matter of that nature, we have thought it preferable, with a view to obtaining a precise result, to offer the following resolution : EECOMMENDATION AS ADOPTED BY THE CONFBEENOE. Resolved, That the Governments represented in the Conference be recommended to prepare a uniform classification of the acts requiring the intervention of consular agents, fixing the maximum fees which should properly attach to each one of such acts, especially those relating to commerce and navigation. INTERNATIONAL AMERICAN CONFERENCE. REPORTS AND RECOMMENDATIONS CONCERNING A UNIFORM CODE OF INTERNATIONAL LAW. 51ST Congress, > SENATE. ( Ex. Doo. 1st Session, i \ No. 183. MESSAGE FROM THE PRESIDENT OF THE UNITED STATES, TRANSMITTING A report of the International American Conference touching a uniform code of International Law. July 14, 1890. — Read, referred to the Committee on Foreign Relatione, and ordered to be printed. To the Senate and House of Representatives: I transmit herewith a letter from the Secretary of State, inclosing the recommendation of the International American Conference with refer- ence to the adoption by the American Eepublics of a uniform code of international law, to which your attention is respectfully directed. Benj. Harrison. Executive Mansion, Washington^ July 14, 1890. Department of State, Washington, July 14, 1890. The President : I have the honor to hand you a copy of a report on international law adopted by the International American Conference recently in session at this capital . The diversity of legi slation by the several nations respecting property rights, contracts, partnerships, debt, marriage, dowry, inherit- ance, wills and bequests, the age of majority, the conveyance of prop- erty, the legalization of documents, and other civil and commercial transactions has been the source of great annoyance and expense to citi- zens of one nation who happen to be residing in another. At the conference of the South American nations, in session at Montevideo from August, 1888, to February, 1889, careful study was bestowed upon this subject, resulting in the formation of a code of civil and commercial law, which has already been ratified by several of the Eepublics of the southern continent, namely, Bolivia, Brazil, Chili, Paraguay, Peru, Uruguay, and the Argentine Eepublic. The recent Conference commends this code to the consideration of the Governments which have not given it their sanction, and the same is forwarded for the information of Congress 2 UNIFORM CODE OF INTERNATIONAL LAW. I also forward herewith, for the information of Congress, supplement- ary reports from the Committee on International Law — (A.) On the subject of claims and diplomatic intervention, (B) On the navigation of rivers, with recommendations in which the delegates on the part of the United States could not concur, and a majority report setting forth the grounds of their objection ; also a rejoinder by the delegate from Ecuador to such minority report. EespectfuUy submitted. James G. Blaine. INTERNATIONAL AMERICAN CONGRESS. BEPOBTS ON INTEBNATIONAL LAW. I. ON CIVIL AND COMMERCIAL LAW. The Committee on International Law, whose duty it is to propose uniform rules of private international law concerning civil and commer- cial matters and the legalization of documents, has now the honor to submit for the consideration of the honorable delegates the result of its studies and deliberations. Though uniformity of rules in matters of private international law was not specifically and expressly named in the act of Congress convok- ing this Conference as one of the subjects to be treated in the latter, there is no doubt that it falls legitimately within the scope and nature of those subjects, since such uniformity would most directly tend to pro- mote prosperity and stability in the mutual relations of the various States of America. If the difficulties of communication, the differences to be found in the organization and the rules of the respective custom - houses, and even the diversity of weights and measures, are obstacles to the attainment of the desired end — that is, the greatest practicable unification and harmonization of the people of these States — a no less important obstacle is that which arises out of conflicts of law upon mat- ters of daily occurrence and constant application. To facilitate the movement among these communities it is not only expedient but indis- pensable to endeavor to remove such obstacles. Private international law is that branch of law which has the most direct, immediate, and intimate bearing upon the person, the family, and property ; or, in other words, upon the three precious elements characterizing man in his social aspect. Yainly would we offer to any individual all the inducements of rapid, convenient, and cheap com- munication, or of similarly favorable conditions in matters of port dues, custom-houses, and money, if other subjects which are to him of the greatest moment, concerning either his personal rights, his authority and position in his family, or his powers and privileges in regard to his property, remain in doubt. Uniformity of rules in private international law would tend to remove this uncertainty, the consequences of which are the more to be feared as the union brought about by a more active and fruitful commercial intercourse grows closer and more intimate be- tween the nations. The ideal, no doubt, is an absolute and complete uniformity of legis- TTNIFORM CODE OF INTERNATIONAL LAW. 3 lation, at least upon those points on which conflicts may arise. But as this can not at i)resent be hoped for, we must at least provide a definite and safer rule by which such conflicts may be settled as they arise. In- asmuch as every nation, whether great or small, is entirely free to adopt for itself such institutions and laws as it may deem best calcu- lated to supply its needs or to meet the circumstances which surround it, it of course happens that the differences of legislation exhibited by them are sometimes striking. By virtue of the sovereignty of those States each of them has the in- disputable right to enforce its laws within the limits of its territory and with respect to its own citizens. But when the case is that of foreign- ers within its territory, or of the citizens of the State in foreign territory, then there has to be considered, besides the law of the State itself, the law of the foreigner's nation, or the law of the place in which the citizen finds himself. Supposing that these laws difler, as they may, in view of the diversity of conditions and circumstances of each sovereign State, the necessity will be felt, urgently and imperatively, of some established principle by which the matter should be set at rest. If the nations were to live in entire isolation, if they were neither to admit foreigners into their territory nor to allow their citizens to enter foreign territory, if there were to be no commerce, navigation, or communication, or if the laws relating to civil and commercial life were everywhere the same, no diflQculty whatever would be encountered. But, as already stated, the facts are that the laws are, and for a long time will continue to be, di- verse ; and furthermore, that nations do not live, nor ought nor wish to live, in isolation, and that, quite to the contrary, the independent States of America have gathered together here to discuss, through their lawful representatives, those measures which, in their opinion, may be the safest and most efficacious for promoting the closest and most intimate union whieh their independence and their true interests may possibly allow. If, for instance, the law of North America fixes the age of twenty one years as the full legal age, and in any of the Spanish- American repub- lics it is the rule that full legal age is not reached until the age of twenty-five, it is necessary to have some standard for deciding whether a Spanish- American citizen is of full age here at twenty-one, or if a North American there must wait to be twenty five in order to be con- sidered as of full age. If marriage is entered into here with certain solemnities, and there the form and the solemnities are different, it is necessary to decide whether parties entering into the contract of mar- riage in their territory according to the laws of their own nationality are or are not entitled to have such marriage treated as valid every- where ; and it is necessary also to decide whether a foreigner here, or a North- American out of the United States, must in his marriage observe the formalities of the law of his own country or the formalities of the place in which it is celebrated. If a marriage entered into in one re- public may by the laws of the latter be dissolved and the parties to such marriage go to live in another republic whose laws declare the contract indissoluble, or vice versa, it is necessary to know how to de- cide whether the marriage in question may or may not be dissolved. If, according to the law of the place in which the marriage is celebrated, the wife has power to manage her property and freely administer it, and according to the law of the place to which the parties move and in* which they live, the wife has not this power, but the husband is the legal administrator, it is urgent to determine what rule shall govern in case of controversy. K the order of succession is different ; if in one 4 UNIFORM CODE OF INTERNATIONAL LAW. place inheritance is a matter of right and in another the property may be freely disposed of by will ; if the effects of contracts are different ; if the methods of entering into partnerships or other commercial rela- tions are not the same, or if the consequences thereof are different ; if the form and effects of a bill of exchange or any other commercial paper are different, it is imperative that some rule should exist for settling such questions as may arise. These ordinary instances, which might be indefinitely multiplied in every branch of civil and commercial law, and further complicated by questions as to what law applies to property found in one territory, when the owner is a foreigner, plainly demonstrate the necessity of certain rules for the determination of such controversies. These differ- ences are due, as before said, to the sovereignty of the different States manifesting itself in diversities of legislation ; but they ought, nevertheless, to be made to disappear by the harmonious action of the sovereignties themselves, in pursuance of their laudable desire to avoid all occasion of troubles or disputes among them. Down to the present time all these conflicts have been decided ac- cording to doctrines held by writers on private international law, based on a philosophic study of the nature and bearing of the laws affecting the mutual relations of nations. But, although the progress already achieved in this branch is unquestionably great, and although the writ- ings of Foelix, Fiore, Calvo, Eiquelms, Wheaton, Story, Wharton in his work on the Conflict of Laws, Dudley Field in the draft of a Code of International Law, and very many others, whose mention would in- volve too great prolixity, have thrown considerable light upon all these subjects, their opinions, however, do not always agree upon important points, nor possess the binding force or the solemn authority which only can be imparted by the voluntary, express, and concerted recognition which a treaty gives. To secure this recognition would certainly be a very great step towards obtaining union, and the committee feels that it is its duty to set forth what are the reasons why, in spite of these considerations, it has been restrained from attempting, definitively and at once, anything in that direction, as it would very strongly have de- sired to do. As all matters of private international law are intimately and neces- sarily connected with pointsofmunicipal law and technical jurisprudence and as the present Conference was not intended to be a congress of jurists, the committee has feared that some of the honorable members of the Conference would not feel authorized or disposed to enter upon discussions of law and undertake the study of the numerous provisions which would necessarily form part of any complete code of private in- ternational law on civil and commercial matters. Nor could the com- mittee content itself, especially since elsewhere, as in Lima and Monte- video, such elaborate and accurate conclusions have been reached, with submitting for the approval of the Conference some five or six general and more or less indefinite principles, such as ordinarily form the basis and foundation of the doctrines and conclusions of the writers of treat- ises, because this would have had no practical effect or consequence, and would have left the subject in the same condition of vagueness and uncertainity that it was before. For these reasons the committee has had recourse to a plan which, in its judgment, not only avoids diflficul- • ties, but affords the best guaranties of certainty and the greatest proba- bility of our securing safe and useful practical results. The formulation of a code of private international law on civil and commercial matters would certainly require more time and attention UNIFORM CODE OF INTERNATIONAL LAW. 5 than can now be given to it, inasmuch as this is not the only subject with which the Conference has to deal, there being, in addition, many others of importance. Its discussion, furthermore, would be the work of many months, and this too, without there being any certainty that the end aimed at would be reached, because owing to the complexity of the subject and to the number and closeness of its relations to the in- ternal legislation of each country, it would not be easy to form off-hand an accurate conception of what the common interests demand. Fortu- nately, the committee has found ready to its hand as distinguished and complete a presentation of the subject as could be desired. That pre- sentation is embodied in the Treatise of Civil and Commercial Law sanctioned by the South American Congress of Private International Law of Montevideo, which opened on the 25th of August, 1888, and closed on the 18th of Februarj", 1889. The amplitude of the discus- sions in that Congress, the minute and careful study of every point and detail involved, the intelligent consultation and laborious study which the reports and discussions show to have been bestowed upon the works of the most distinguished European and American writers, the just appreciation with which it has met, and, above all, the circum- stance — so clearly entitled to great weight — that it has already secured the adhesion of seven of the American nations, have powerfully influ- enced the judgment of the committee in favor of embodying the work in question as the substance of what is to be recommended. Had it not been for the reasons above indicated, in view of the wide scope of the said treaties, which the honorable members of the Confer- ence already know — comprising, as they do, all matters of civil and commercial law — and had it not been, furthermore, for certain special obstacles which would prevent the delegation of the United States of America from adopting the suggestion, the committee would have sim- ply suggested a recommendation to be made to the Governments repre- sented in this Conference to adopt the treaties in question. But (the committee repeats) in view of them, and in view especially of the prob- ability that some of the honorable delegates might feel bound, before indorsing such a recommendation, to go through a detailed personal study of the said treaties, and, perhaps, an examination and discussion of every one of the articles thereof, which would occupy the attention of the Conference for many months, it has decided not to go so far in tbe resolution to be submitted. That resolution accordingly embodies only the suggestion that the Conference recommend to the various Govern- ments represented therein which have not already adopted the Treaties of Civil and Commercial Law formulated by tbe Congress of Private International Law at Montevideo that they examine the said treaties in such manner as thej'^ may deem most convenient, and, within one year from the closing of this Conference, announce whether they accept the same, and if they do, whether such acceptance is absolute or with re- strictions or modifications. The committee believe that by this plan undue haste is avoided in taking final action upon matters so delicate and important ; and that, while in this way a sufiicient time is afforded to each Government for making, in such manner as it shall deem best, an examination of the said treaties and for deciding as to the expediency of adopting them, or as to the necessity for modifications thereof, there is also presented a safe and definite foundation in a work already accomplished, and which, to the other sanctions which it presents, joins that of its being already the law of a considerable number of American nations. 6 UNIFORM CODE OF INTERNATIONAL LAW. It is possible — nay, probable and almost certain — that on a separate examination of some of the provisions of those treaties there may be found a formula which, in respect of expression or even of substance, would constitute an improvement upon those provisions; but the work ought to be considered as a whole, without losing sight of the fact that in these matters what is to be hoped for is not perfection in all the de- tails, but the best result upon which the majority can unite without se- rious inconvenience to any. In this is found another reason for leaving to the Governments the examination of these treaties taken together, inasmuch as they would feel more at liberty to exercise their lull au- thority in passing upon this or that point which here might give occa- sion now and then to the most serious scruples. They alone, further- more, could, after thorough and adequate study, accurately estimate the importance, scope, and consequences of the changes which would have to be made in internal legislation and the greater or less practi- cability of those changes. The committee believes thus that the resolution which it submits, while it may prove productive of very beneficial results, can not be said unduly to compromise the responsibility of the honorable delegates. It has this, furthermore, in its favor, that even in the improbable contin- gency that one or more of the Governments represented shall fail to adopt the treaties in question, this would not prevent their adoption by the others ; so that though it would not then constitute the private in- ternational law of all America, it might at least constitute that of a great many of the American nations. And it has this further advan- tage, beside, that it does not leave the subject to await the assembling of another conference, but leaves it to each Government to announce, in the way specified and independently of the others, its own adoption of the said treaties. The committee thinks, too, that it does not transcend its proper functions in suggesting that the recommendation be made to embrace the treaty concerning judicial procedure, it being a necessary complement of the others and the solemn expression of the form in which are to be made available those lawful actions open to each indi- vidual in civil and commercial matters. With respect to the legalization of documents, the committee believes that the simplest and most philosophical principle is that adopted by the same Congress — to leave the formalities to the law of the country in which the document originates, and require only authentication by the diplomatic or consular agent accredited to the country or place of ex- ecution by the Government within whose territory the paper is to have effect. In view of all of which the committee submits to the Conference the following resolutions : THE KEOOMMENDATIONS AS ADOPTED. Resolved, That theGovernmentsrepresentedin this Conference, which as yet have not acceded to the treaties of private international law, civil law, commercial law, and law of proceedings adopted at the Con- gress which met at Montevideo on the 25th of August, 1888, be, and they are hereby, recommended to cause said treaties to be studied, so as to render themselves able, within the year, to be counted from the date of the termination of the labors of this Conference, to declare whether they do or do not accept the said treaties, and whether their acceptance of the sane is absolute or qualified by some amendments or restrictions. UNIFORM CODE OF INTERNATIONAL LAW. 7 Resolved further, That the Governments represented in this Confer- ence be, as they are, recommended to adopt in the matter of legalization of documents the principle that a document is to be considered duly legalized when legalized in accordance with the laws of the country wherein it was made ov executed ; and authenticated by the diplomatic or consular agent, accredited in the nation or locality where the docu- ment is executed, by the Government of the nation in which the docu- ment is to be used. Appendix No. 1. treaty on international civil law. [As approved by the South American Congrefts at Montevideo on February 1, 1889.] Title I. — Of persons. Article 1. The legal capacity of persons shall be governed by the laws- oftheir domicile. Article 2. Change of domicile shall not disturb the legal capacity acquired by emancipation, majority, or judicial authorization. Article 3. The State as a corporate body is competent to acquire rights a nd to contract obli- gations within the territory of another State, subject to the laws of the latter. Article 4. The existence and legal capacity of private corporations shall be governed by the laws of the country granting their charter. The powers with which they are invested gives them full authority to exercise, out of their place of incorporation, all such acts and rights as are incidental to them. lu the exercise of acts included in the special purpose oftheir incorporation, how- ever, they shall be subject to the provisions established by the State within whose territory they intend to exercise said acts. Title II.— 0/ the domicile. Article 5. The law of the place of residence of a person shall determine the requirements necessary to constitute a domicile of said residence. Article 6. Parents, guardians, and curators shall be considered as domiciled in the State whose laws govern the discharge of their duties. Article 7. The domicile of persons who labor under legal disabilities shall be that of their legai representatives. Article 8. The domicile of husband and wife shall be that which the couple have adopted, and in default of such adoption, their domicile shall be that of the husband. The domicile of the wife lawfully separated shall be that of the husband until she shall adopt another. 8 UNIFORM CODE OF INTERNATIONAL LAW. Article 9. Persons ■without specified domicile shall have the same in their place of residence. Title III. — Of absence. Article 10. The legal eftects of a judgment of absence, as regards the property of the absentee shall be determined by the law of the place wherein the property is situated. The other legal relations of the absentee shall continue to be subject to the law which previously governed them. Title IV. — Of marriage. Article 11. The capacity of persons to contract marriage, the formalities, the continuance, and the validity thereof shall be governed by the law of place where the contract is en- tered into. The contracting States, however, shall not be bound to recognize a marriage cele- brated in one of them, should any of the following impediments exist : (a) Want of age on the part of the contracting parties, it being required that the man be fully fourteen years and the woman twelve years of age. (6) HelationsMp in direct line by consanguinity or by affinity, either legitimate or illegitimate. (c) EelationsMp between legitimate or illegitimate brothers and sisters. (d) Killing by any one, either as principal or accomplice, of one of the married par- ties for the purpose of marrying the survivor. (e) Former marriage not lawfully dissolved. Article 12. The rights and duties of married parties in everything concerning their personal relations shall be governed by the laws of the matrimonial domicile. Should the married parties change their domicile, the said rights and duties shall be governed by the law of their new domicile. Article 13. The law of the matrimonial domicile shall govern : (a) Legal separation of the parties. (6) Dissolution of the marriage tie; provided that the grounds alleged be sufficient under the law of the place where the marriage took place. Title V. — Of the paternal power. Article 14. The paternal power in so far as it refers to personal rights and duties shall be gov- erned by the law of the place where it is exercised. Article 15. Eights acquired by virtue of the paternal power by fathers over their children's property, as well as the alienation thereof and other acts affecting it, shall be gov- erned by the law of the State wherein the said property is located. Title YI.— Of filiation. Article 1&. The law governing the marriage contract shall determine the legitimate filiation and the legitimation by subsequent marriage. Article 17. Questions concerning the legitimacy of the filiation which do not refer to the valid- ity or nullity of the marriage shall be governed by the law of the conjugal domicile at the time of the child's birth. tlNIFOEM CODE OF INTERNATIONAL LAW. 9 Abticle 18. The rights and duties incident to illegitimate filiation shall be governed by the law of the State wherein they must be exercised. Title VH. — Of guardianship and curatorship. Article 19. Th6 appointment to a guardianship and curatorship shall be governed by the law of the place of domicile of the persons who are legally incompetent. Article 20. A person appointed as guardian or curator in one of the contracting States shall be recognized as such in all the others. Article 21. Guardianship and curatorship shall be governed by the law of the place of appoint- ment, as regards the rights and duties incident to the office. Article 22. The authority of guardians and curators over the property of persons legally in- competent, located elsewhere than their place of domicile, shall be exercised accord- ing to the law of the place where said property is located. Article 23. Legal hypothecation that may be allowed by law to persons legally incompetent shall have effrct only when the law of the State where in the duties of guardian or curator are discharged is in accord with the law of that State wherein the property affected is located. Title VIII. — Provisions appUcahle to Titles IV, V, and VII. Article 24. Pressing measures concerning the personal relations between husband and wife, the exercise of paternal powers, and guardianship and curatorship, shall be governed by the law of ^he place of residence of the married parties, parents, and guardians and curators. Article 25. The remuneration allowed by law to fathers, guardians, and curators, and the conditions thereof, shall be governed and determined by the law of the State of ap- pointment. Title IX. — Of property. Article 26. Property of whatever nature shall be exclusively governed by the law of the place of location in so far as regards its nature, possession, absolute or relative alienabil- ity, and generally in respect of aU the legal incidents of its character as a thing (as distinguished from a person). Article 27. Vessels in non-territorial waters shall be considered as situated at the place of register. Article 28. The cargo of vessels in non-territorial waters shall be considered as being at the port of destination of the goods. 25 10 UNIFORM CODE OF INTERNATIONAL LAW, Article 29. For jurisdictional purposes creditors' claims shall be considered as having their locus in the place where the contract must be executed. Article 30. The removal of personal property shall not affect the rights acquired according to the law of the place where it existed at the time of their acquisition. The parties interested are obliged, however, to comply with all the requirements, both of substance and form, required by the law of the place whence taken, to ac- quire or preserve the said rights. Article 31. The rights acquired by third parties over the same property according to the law of the place whence removed after the removal and before complying with the said requirements, shall take precedence of the rights of the party having first acquired. Title X. — Of legal acta. Article 32. The law of the place where contracts are to be executed shall determine whether they should be in writing and the character of the proper document. Article 33. The same law shall govern : (a) Their duration ; (b) their nature; (c) their valid- ity ; (d) their objects ; (e) their consequences ; (/) their performance ; (g) and fi- n ally everything relating to contracts in any respect whatsoever. Article 34. Consequently, contracts made concerning things certain and definite shall be gov- erned by the law of the place of their location at the time of execution. Those concerning things determined by their nature shall be governed by the law of the place of domicile of the debtor at the time of execution. Those relating to things fungible shall be governed by the law of the domicile of the debtor at the time of their execution. Those providing for the rendering of personal service : (a) If they relate to things, shall bo governed by the law of the place where these existed at the time of execu- tion, (h) If to services that are to be rendered in any specified place, they shall be governed by the law of the place where they are to be rendered, (c) In all other cases not herein specified, they shall be governed by the law of the place of domicile of the debtor at the time of execution. Article 35. A contract for barter or exchange of things located in diiferent places under con- flicting laws shall be governed by the law of the domicile of the contracting parties, if it be the same, at the time of the barter or exchange, or by the law of the place where the barter or exchange took place, if the domicile be separate. Article 36. Subsidiary contracts shall be subject to the law governing the principal obligation to which they refer. Article 37^ The execution of the contract entered into through correspondence or by proxy shall be governed by the law of the place where the olfer originated. Article 38. Oblig-atious not arising out of contract shall bo governed by the law of the place where the act, legal or illegal, whence they origiuatcd was performed. UNIFORM CODE OF INTERNATIONAL LAW. 11 Article 39. The form of public documents shall be governed by the law of the place where they are executed. Private documents shall be governed by the law of the place of performance of the contract in question. , Title XL — 0/ marriage settlements. Akticle 40. Marriage settlements shall govern the relation between husband and wife respect- ing the property they had at the time of making the contract and that which is after- wards acquired in everything that is not prohibited by the law of the place of its location. Article 41. In the absence of special stipulations and as to all matters not provided for therein if any there be, and as to everything not prohibited by the law of the place where the property is located, the relations of the parties married to said property shall be gov- erned by the law. of the conjugal domicile that may have been selected, by mutual agreement, prior to entering into the marriage. Article 42. If no conjugal domicile shall have been selected beforehand, the aforesaid relations shall be governed by the law of the husband's domicile at the time the marriage is entered into. Article 43. A change of domicile does not affect the relations of husband and wife to the prop- erty, be it acquired before or after the change. Title Xil.— Of estates. Article 44. The form of a will shall be governed by the law of the place of location of the in- heritable property at the time of the death of the decedent. Nevertheless, a will registered in due form in any one of the contracting States shall be deemed valid in each of the others. Article 45. The Zex Jloci shall govern : (a) Testamentary capacity ; (b) that of an heir or legatee to inherit; (c) thevalidity and effects of the will ; {d) the inheritable titles and rights of relatives and the survivor of the marriage bond ; (e) as to whether any portion of an estate must, under the law, go to the heirs, and if so, the proportion thereof; (/) as to whether any, and if so, what portion, of the estate may be reserved; {g) finally, everything relating to legal or testamentary succession. Article 46. Debts payable in one of the contracting States shall be first liens upon the assets therein situated at the time of the death of the decedent. Article 47. Should said assets be insufficient for the liquidation of the aforesaid debts, the creditors shall share pro rata in the assets located in other places, without prejudice to the preferred right of local creditors. Article 48. When the debts must be liquidated in any locality where the decedent has left no as- sets the creditors shall exact pro rata payment from the assets located elsewhere, subject, however, to the same limitation established in the preceding article. 12 TOTIFOKM CODE OF INTERNATIONAL LAW. Akticz^ 49. Bequests couched in generic terms and not designating the locality of satisfac- tion or payment shall be governed by the law of the place of domicile of the testator at the time of his death ; they shall be realized from the property that he may have left in said domicile, and in default thereof, or its insufficiency, they shall be satisfied or paid 2Jro rata out of all the other property of the decedent. t Article 50. The duty of accounting shall be subject to the law governing the estate respecting which it is demanded. Should the accounting concern real or personal property (other than money) it shall be limited to the estate of which said property is a part. When it is with respect to a sum of money the amount shall be apportioned among the several estates in which the accounting heir is interested, in proportion to his share in each. Title XUI.— Of limitations. Article 51. Absolute limitation of personal actions shall be governed by the law to which the obligations involved are subject. Article 52. Absolute limitations of real actions shall be governed by the law of the locality of the property subject to the lien. Article 53. If the property upon which the lien rests be movable and shall have changed loca- tion, the limitation shall be subject to the law of the locality in which the period of prescription shall have expired. Article 54. Prescriptions by the running of which title is acquired to movable and immovable property shall be subject to the law of the location of said property. Article 55. If the property be movable and shall have changed location, the limitation shall be subject to the law of the locality in which the period of prescription shall have ex- pired. Title XIV. — Of jurisdiction. Article 56. Personal actions should be brought before the courts of the locality by whose law the legal act, subject-matter of the proceedings, is governed. They may also be brought before the courts of the defendant's domicile. Article 57. Petitions for judgments of absence should be addressed to the court of the alleged absentee's last domicile. Article 58. Proceediugs respecting the capacity or incapacity of persons to exercise their civil rights should be conducted before the court of his domicile. UNIFORM CODE OF INTERNATIONAL LAW. 13 Article 59. Actions, founded on the exercise of the paternal authority, and on that of guardians or curators over minors and persons suffering under disability and of the latter against the former, shall be heard in every thing affecting them personally before the courts of the country where the parents, guardians, or curators are domiciled. « Abticle 60. Actions touching the property, its alienation or actions affecting the property of persons suffering under disability, should be heard before the courts of the place where the property is located. Aeticle 61. The courts of thejecis ot this nature. Alter this ex])lanation it behooves the committee to state that, in its judgment, no ditiiculty presents itself to its making a recommendation in the sense proposed by the signers of the resolution. This free navigation appears to be a natural right; it is recognized by writers on international law of the highest repute in Europe as well as in the United States and Spanish America ; and it accords with what is established in the decisions of noted Euro{)ean congresses and in the articles of difierent treaties touching the navigation ot imi)Oitant rivers. This is the principle also which the Government of the United States has vigorously and victoriously sustained on more than one oc- casion ; and, finally, the principle is in keeping with the fraternal rela- tions which should exist between the several American nations that will not deny to their neighbors that which will benefit them and which is even indispensable, and does not cause any injury or harm. For these reasons, which have been fully set forth in the report of one of the delegates who presented the resolution, and which reasons the committee does not here rei)roduce, because they are so well known to all, it proposes the following conclusion : Whereas it is an admitted principle of international law, founded on reasons of justice and equity, and which the general ale and easy method of relief, and the enactment of the measure recommended will, in the judgment of the Conference, result in the establishment of proper facilities for inter- American banking. Eespectfully submitted. t James G. Blaine. REPORT OF THE COMMITTEE ON BANKING. [As adopted by the Conference April 14, 1890.] Pursuant to resolutions passed at the meeting of the Conference on December 7, 1889, your committee was appointed to consider and re- port upon the methods of improving and extending the banking and credit systems between the several countries represented in this Confer- ence, and now has the honor to submit as the result of its deliberations the following report : Your committee believes that there is no field of inquiry falling within the province of tliis Conference for the extension of the inter- American commerce more fundamentally important than that of international American banking, and that, in fact, the future of the commercial re- lations between North, South, and Central America will depend as largely upon the complete and prompt development of international banking facilities as upon any other single condition whatever. In the opinion of your committee the question of the mechanism of exchange is secondary, if at all, only to the question of the mechanism INTERNATIONAL AMERICAN BANK. 3 of transportation. Even after better means of transportation than those which exist shall have been estabhshed, it will be irnpossible for the commerce between American nations to be greatly enlarged unless there be supplied to their merchants means for conducting the banking business which shall in some measure liberate them from the practical monopoly of credit which is now held by the bankers of London and the European Continent. If there be an enlargement of the means of transportation, unaccom- panied with an equal extension of financial facilities, only partial bene- fits will be derived from the former as compared with the benefits which might be derived were the two improvements to progress together. Your committee is of the opinion that the commerce between the American countries might be greatly extended if proper means could be found for facilitating direct exchanges between the money markets of the several countries represented in this Conference, even if there were no improvements in transportation. The first effect would be to afford a more direct " clearance-in-ac- count " of goods exported against goods imported. The large amount of commissions now paid to the European bankers could not only be decreased, but such commissions would be paid to American bankers or merchants themselves, and in this way a share of the profits which now go almost solidly to the European money mar- kets could be kept in the financial centers of this continent. There does not exist to-day among the countries represented in this Conference any organized system of bankers' exchanges or credits ; for instance, drafts upon the United States are not obtainable at all in man^ of the markets of South America, and in most of them are only salable at a discount below the sterling equivalent. In like manner drafts upon South and Central America are practically unknown in the money markets of New York, Philadelphia, Baltimore, New Orleans, Chicago, and Boston. The point has been made that to extend business between our States long credits must be given. How is it possible for manufacturers and merchants at distant points to form relations of such a character as to justify the granting of long credits ? At present such relations are chiefly formed through the intervention of European banks and bankers, which are not interested in the extension of trade between the different Coun- tries represented in this Conference except in a secondary and subordi- nate sense. The extension of trade between Europe and the Americas, not between the Americas themselves, is their first care. By the estab- lishment of a well-organized system of international American banking our merchants and manufacturers would be able to establish improved credit relations, and those administering the system in the several money markets of the Americas would immediately become interested in fos- tering such relations and facilitating such business to the utmost extent. The merchants of the United States now importing goods from the countries of South and Central America make such importations, as the investigations of your committee show, almost without exception, through the use of English bankers' credits. The total foreign commerce of the West Indies, Mexico, South and Central America amounted last year to about $1,200,000,000 United States gold. The committee have not been able to ascertain the amount of the commerce among the Latin America States. The total exchange of commodities between the United States and countries to the South during the year ending June 30, 1888, aggregated $282,902,408, of which the imports into the United States amounted to $181,058,966 of mer- 4 INTERNATIONAL ' AMERICAN ' BANK. chandise and $21,236,791 of specie ami bullion, and exports from the United States $71,938,181 of merchandise and $8,668,470 of specie and bullion. Of the $181,000,000 of merchandise brought into the markets of the United States the greater part was paid for by remittance to London or the continent, to cover drafts drawn in the exporting mar- kets against European letters of credit. For the use of these credits on Europe a commission of three-quarters of one per cent, is customarily paid, and the foreign banks reap this great profit ai a minimum of risk, inasmuch as the drafts drawn against these credits are secured not only by the goods represented by the ship- ping documents against which the bills of exchange are drawn, but also by the responsibility of the party (generally the consignee) for whose ac- count the letters of credit are issued, and without any outlay of cash, as the American merchant places the cash with the European bankers to meet such drafts at or before maturity. This system results in the loss to America of interest and differences in exchange as well as of commissions, all of which could be saved to our countries if international American banking were so developed and systematized as to afford a market for drafts drawn against letters of credit issued in America, such as now exists for drafts drawn against European letters of credit. At present, therefore, the situation is such that the merchants of this continent aie virtually dependent upon European bankers so far as financial exchanges are concerned, notwithstanding the fact that there are ample capital and responsibility in the countries here represented, and it is the opinion of competent persons that such capital would be ready to avail itself of the opportunity of transacting this business di- rectly between the financial centers of our respective countries without the intervention of London if the laws were such as to permit the eon- duct of the business of international banking under as favorable pro- visions as are now enjoyed by the European bankers. The prime dif- ference would be that these transactions would be carried on by Amer- ican instead of European capital, and that the profit would remain here instead of going abroad. This, however, is impossible of realization at present, in view of the fact that the banking houses of the United States doing foreign business are usually controlled by London princi- pals, and that it is impossible, without some change in the legislation of the United States to secure a sufficient aggregation of capital in corpo- rate form, and so free from the burdent^ome restraints and taxes now imposed upon moneyed corporations as^to permit competition on equal terms with the European bankers. X Many different plans have been discussed concerning the best means of facilitating direct banking business between our countries. Your committee has considered, and dismissed, a number of propositions relative to the establishment of banks by means of which the national governments themselves should afford financial facilities for inter- American banking. Such action, in your committee's judgment, does not fall within the proper sphere of government. There is no reason, however, why the Governments represented in this Conference should not severally charter banking corporations to carry on business of the class which is now generally done by the great banking corporations of London, that is, not in the issuing of circulating bank notes, but for the purchase and sale of bills of exchange, coin, bullion, advancing on commodities generally, and for the issuing of bankers' letters of credit to aid merchants in the transaction of their business. In the United States, where capital exists in particularly large vol- ume, and would lend itself most readily to business of this class, and INTERNATIONAL AMERICAN BANK. 5 consequently to the facilitating of ikternational commerce, the laws are not such as to encourage the aggregation of capital for such purposes. So far as your committee has been able to discover after careful investi- gation there is no general statute of the United States nor of any of the States of the United States under which a banking company can be organized with am pie capital, which would have the power of issuing such letters of credit and transacting such business as is done by the leading banking companies of London, which virtually occupy the field. Tn the United States it will be necessary, in order to secure the proper facilities and the proper corporate existence, that there should be legis- lation granting a charter, and in most of the States such legislation is expressly prohibited by the terms of their constitution. Furthermore, the laws of the several States are such as to impose the severest re- strictions upon moneyed corporations, and to subject them to taxation so heavy that it would render it impossible to carry on the business of international banking in successful competition with the English, French, and German bankers. Your committee believes that the best means for facilitating the de- velopment of banking business, and generally of financial relations between the markets of North, South, and Central America, as well as for improving the mechanism of exchange without calling on any Gov- ernment whatever to exceed its proper functions, would be the passage of a law by the United States incorporating an international American bank, with ample capital, with the privilege on the part of the citizens of the several countries in the conf^yence to take shares in such bank pro rata to their foreign commerce y/ which bank should have no power to emit circulating bank notes, butt^hich should have all other powers now enjoyed by the national banks of the United States as to deposit and discount, as well as all such powers as are now possessed by firms of private bankers in the matter of issuing letters of credit and making loans upon all classes of commodity, buying and selling bills of exchange, coin, bullion, and with power to indorse or guaranty against proper security, and generally to do whatever can already be done by the great banking firms who are carrying on their business without the aid of corporate charters under the laws of a general partnership. Your com- mittee believes, upon well-founded information, that the capital to such a bank would be promptly subscribed. The United States Government might and should reserve the largest visitorial powers. The business of such bank could be conducted with perfect safety and with profit to its shareholders and the greatest bene- fit to our international commerce. Branches or agencies of such a bank could be established in all of the principal financial centers of America, with the formal recognition of the Governments of the several States in which such agencies are established, or arrangements might be entered into with existing banking institutions of the other countries for transacting the business, thus at once affording markets throughout the two continents for the purchase and sale of bills of exchange, facil- itating and improving credit conditions generally, and at once effecting a complete mechanism of exchange, such as already exists between our respective countries and the European money markets, but which has as yet no existence between the money markets of I^orth, South, and Central America for the reason already stated. One of the direct benefits to be derived by all of the Governments rep- resented in the International American Conference from the establish- ment of such a bank would be that the investors in the several coun- tries in different classes of American securi ties would have better means 6 INTEENATIONAL AMERICAN BANK. than any which now exist ft)r making such investments. For example, a South or Central American State about to float a foreign loan would feel itself less dependent upon a single combination or syndicate of European bankers than at present. There would be open to such bor- rowing State two markets to which to apply for national loans as against a single market to the mercy of which said borrowing Grovernment is now virtually exposed. The same holds good as to all classes of State and municipal securities whatever. Latin-American investors would find means more readily at command for the investment in and investi- gation of all classes of North American securities, and the investors of the United States would also find means for the investigation of and in all classes of securities issued by the States, municipalities, or corpora- tions of Latin America. Tour committee recognizes the fact that London has, for many years, derived the largest possible benefits through its banking facilities with our several States in taking all classes of American loans, which have generally proved themselves to be of most stable and desirable charac- ter, but, nevertheless, upon terms which have yielded the London bank- ers abnormally large profits simply because the element of competition does not exist by reason of the absence of proper banking relations be- tween the several American countries. The institution of such a bank as proposed would at once afford relief against this state of affairs, and would be of benefit not only to the merchants in the manner described^ but to all classes of investors generally and without distinction. In recommending the organization of an International American Bank, the recommendation is based upon the present condition of trade. The establishment of better means of transportation and the promotion of trade in other ways will enlarge the demand for the class of facilities of a banking character which has already been referred to. The rap- idly increasing wealth of North and South America also enhances the need for a complete system of inter- American exchange, and insures the subscriptions for an adequate capitalization to an International American Bank to meet such needs. As an evidence of this increase the valuation of the property of the United States in 1870 w%s*cesti- mated at thirty billions; in 1880, forty-three billions six hundred millions, being somewhat larger than the estimated value of the property of Great Britain at that time. The capital and business of the Amer- icas is now much larger than when European facilities for banking between Europe and the Americas were established. Banks of the character described, having agencies in the financial centers of the countries here represented, would materially promote the establishment and immediate use of a common standard for calcu- lating values whenever such a standard shall be determined upon by the countries in interest. While the sentiments of the independent nations of this continent are favorable to the settlement of all disputes by arbitration as ex- pressed by resolutions introduced in this Conference, thus rendering war highly improbable if not impossible among them, there exists no such guaranty that war may not take place in Europe. In such event, as long as we remain solely dependent for our financial facilities upon European money centers, a complete demoralization of our credit facil- ities and our money markets would necessarily follow and cause finan- cial disaster and distress, which would be considerably lessened, if not altogether avoided, were there a well-organized system of inter- Ameri- can exchange. INTERNATtONAL AMERICAN BANK. 7 It may be asked why can not the object sought for in this memorial be attained through the agency of a private bank. The answer is, that m the extension of inter- American trade it would be difficult, we might well say impossible, to impart either prestige or credit to a private bank. The establishment of an international bank by authority of Congress would promptly command from the other American Govern- ments concurrent legislation which would provide the amplest arid most trustworthy form of international co-operation. As neither the bank in the United States nor the branches that may be established elsewhere can have the power to issue circulating notes the most complete evi- dence is afforded in that fact that the bank is to be devoted solely to the commercial interests of the two continents and must rely for its profits upon the increase of the volume of business from which alone it can secure its profits. After careful consideration your committee advises the adoption of the following resolution: Besolved, That the Conference recommends to the Governments here represented the granting of liberal concessions to facilitate inter- Amer- ican banking, and especially such as may be necessary for the establish- ment of an International American Bank, with branches or agencies in the several countries represented in this Conference. J. M. HURTADO. B. C. Yaras. Chas. E. Flint. Salvador de MENDONgA. Manuel Aragon. WASHiNaTON, April 14, 1890. INTERNATIONAL AMERICAN CONFERENCE. ERECTION OF MEMOKIAL TABLET. 51st Congress, ) SENATE. ( Ex. Doc. 1st Session. J t -N"o. 188. MESSAGE FROM THE PRESIDENT OF THE UNITED STATES, TRA?kSMITTING A resolution of the International American Conference for the erection of a tablet to commemorate the meeting of that body. July 16, 1890. — Read, referred to the Committee on Foreign Relations, and ordered to be printed. To the Senate and House of Eepresentatives : ^ I transmit herewith a letter from the Secretary of State, inclosing a resolution adopted by the International American Conference, for the erection of a memorial tablet in the diplomatic chamber of the De- partment of State, to commemorate the meeting of that body. Benj. Harrison. Executive Mansion, Washington, July 15, 1890. Department of State, Washington, July 15, 1890. The President: I have the honor to inform you that the International American Con- ference, recently in session at this capital, before its final adjournment, adopted the following resolution, proposed by the Hon. Salvador de Mendonga, a delegate from the Eepublic of Brazil : Besolved, That all delegations here present, the United States delegation included, vote and provide the means to place, with the necessary permission, on the walls of the room in the Department of State, in which were inaugurated our sessions, a bronze tablet, which shall contain, above the roll of the delegations, the following inscription in the four languages of this Conference: The nations of North, South, and Central America resolve that it be commemorated that in this room, on the 2d day of October, of the year 1889, James G. Blaine, Secre- tary of State of the United States, presiding, were opened the sessions of the Inter- national American Conference, which, besides other measures destined to promote the union and welfare of the peoples of this continent, recommended to them as a guar- anty of peace, the principle of obligatory arbitration. Respectfully submitted. James G. Blaine. INTERNATIONAL AMERICAN CONFERENCE. CELEBRATION OF THE FOUETH CENTENNIAL OF THE DISCOYEET OF AMERICA. 51sT Congress, ) SEifTATE. < Ex. Doc 1st Session, i I ^^^ 273 ' MESSAGE FROM THE PRESIDENT OF THE UNITED STATES, TRANSMITTING A resolution of the International AmeHcan Conference relative to celebrat- ing the discovery of America. July 3, 1890.— Read, referred to the Select Committee on the Quadro-Centennial, and ordered to be printed. Executive Mansion, Washington, July 2, 1890. To the Senate and Home of Representatives : I transmit herewith for your information a letter from the Secretary ot btate, inclosing a copy of a resolution passed by the International American Conference, with reference to the celebration of the fourth centennial of the discovery of America. Benj. Haeeison. Depaetment of State, To the PEESIDENT : Washington, May 30, 1890. J have the honor to transmit herewith, for your information, and that of the Congress of the United States, a copy of a resolution adopted by the International American Conference at its session of April 19 last: Beaolyed^ That in homage to the memory of the immortal discoverer of America and the International Conference hereby offers its hearty co-operation in the manifesta Respectfully submitted. '^ James G. Blaine. \