RAILWAYS
The primordial need of every country is good roads and ample transportation facilities. This is more especially true of Chile, than of most countries, because the long strip of territory between the Andean range of mountains and the Pacific is characterized by narrowness and length, a configuration which is peculiarly lacking in continuity between productive centers. The nitrate fields and other rich mineral producing sections of the north are, by nature, completely isolated from the agricultural districts of the central valley, where the principal cities and towns are situated, and also from the timber zone and grazing lands of the far south.
During the first half century of the Republic’s existence little progress was made along the line of industrial development because of a lack of railway communication. The first link in the chain of Chile’s present, extensive railway systems, a line extending from the port of Caldera to Copiapo, a distance of fifty miles, was built in 1851. Later other roads were constructed, chief among which was the line extending from Valparaiso to Santiago, and from the capital south through the central valley, the great agricultural district of the country, into the coal producing and timber regions, connecting them with the seaports and commercial centers. This section of the State railways, which for many years had its terminus at Concepcion, was in recentyears extended to Valdivia, an important industrial and commercial center, and in 1912 was completed as far as Port Montt. Since the building of the first line, little more than half a century ago, the railway system of Chile has grown until it now comprises over four thousand miles of fairly well equipped roads, the ramifications of which reach into every part of the country, with the exception of the territory constituting the southern limits of the Republic, including Patagonia. A little more than one-half of the railway mileage is government ownership, the other portion being owned by individuals and corporations.
The first step in the progressive policy of railway building in which Chile has been engaged in recent years, was the construction of the Transandine Railway via Uspillata Pass. This important line, connecting the Atlantic with the Pacific, and giving to the Republic rail connections with countries to the east of the Andean range, brought the importance of better interior transportation facilities more closely to the minds of the people, and the result has been a period of railway building surpassing the expectation of the most radical advocates of an aggressive industrial policy.
The history of the Transandine Railway will probably never be written, unless it be given to the world by the Clark Brothers, who conceived the idea, and labored for more than a quarter of a century to enlist the assistance of the Chilean government in a plan to build the road. Every succeeding administration, during the period in which theClarks were working on the scheme, was apparently favorable to the plan. The rejection of proposals and the failure always to vote aid or subsidy, however, was evidence of the fact that there was always secret opposition.
During much of the time while the Transandine scheme was under consideration, a war cloud, arising from a disputed boundary question between Chile and the Argentine, loomed large and ominous over the Cordillera, creating a feeling in the minds of the Chilenos that Argentina was quite near enough, without an additional connecting link in the way of a railroad across the Andes.
In 1901 the Transandine Railway, including the portion already in operation, from Los Andes to Salto del Soldado, passed into the hands of W. R. Grace & Company. Then John Eyre, manager for Grace & Company in Chile, took up the work of promoting the undertaking. With indomitable courage, tireless energy, and full confidence in ultimate success, he started in to enlist government aid in building the road.
In February, 1903, Congress passed a law authorizing the President to advertise for a term of one year, from the first of May, 1903, for sealed proposals for the construction of the Transandine Railway. The law also provided for a government guarantee of five per cent. annually on a capital not to exceed $7,250,000. Grace & Company were the only bidders. The proposal was for $6,500,000, being $750,000 below the maximum sum on which the government guaranteed five per cent. interest. A special commission was appointed to examine the proposal, and on June 7, 1904, the tender was acceptedby the government, thus insuring to Chile railway communication with countries beyond the mountain barrier that had so long restricted commerce and the development of her natural resources.
On November 27, 1909, five and a half years after the contract was approved by the Chilean Government, the last section of rock in the tunnel, separating the two gangs of workmen operating from different sides, was removed, and a line of communication which had been the dream of years was established; a line that has had a marked effect, not only upon the two republics which it directly connects, but upon the world. On May 25, 1910, the first train was run through the tunnel and an all-rail route opened between Valparaiso and Buenos Aires, a distance of 888 miles,—the first railroad across the South American continent. Thus after thirty-seven years of work and planning, vicissitudes and discouragements, the hopes of the promoters of this great enterprise were realized and the Transandine Railway an accomplished fact. The date will remain a memorable one in the history of Chile, as it occurred in the year of the one hundredth anniversary of the Independence of the Republic.
The Chilean terminus of the tunnel, which is 10,385 feet long, is at El Portillo, at an altitude of 10,450 feet above sea level, and on the Argentine side at Las Cuevas. On the Chilean side the road ascends the mountains 7,615 feet within a distance of 46 miles, between Los Andes and the summit, an average of 166 feet to the mile. Directly over the tunnel, on the Uspillata pass, at an altitude of 13,000 feet stands the “Christ of the Andes,” a statue erected in 1904, as a symbol of perpetualpeace between the two republics. It was cast in bronze from cannons contributed by both nations. It stands upon the international boundary line established by a commission appointed by King Edward, after war between Chile and the Argentine had been imminent for years. The figure representing Christ is twenty-six feet high, and placed upon a colossal column it makes an imposing and impressive monument. In one hand is held a cross, while the other is extended in a blessing of peace. The inscription on one of the tablets is: “Sooner shall these mountains crumble into dust than the people of Argentina and Chile break the peace to which they have pledged themselves at the feet of Christ the Redeemer.”
The Transandine line in Chile is made up of two systems with different gauges of track. From Valparaiso to Los Andes the route is over the State railways, which is of standard gauge; from Los Andes to the Argentine frontier, including the tunnel, a distance of 50 miles, the road is narrow gauge, 39 inches, a portion of it rack and pinion system.
This route shortens the distance to Buenos Aires, and consequently between Europe and Chile, by about twelve days, as formerly, during a considerable portion of the year traffic from the Atlantic and the east coast was by way of the Straits of Magellan.
Another important division of the State railways is the line extending from Arica to La Paz. This road, constructed in accordance with stipulations in the treaty celebrated between Chile and Bolivia,October 1904, was built at the expense of the Chilean government at a cost of $11,900,000 U. S. currency. The treaty agreement providing for this road caused a vigorous protest from the Peruvian government, as the route lies through the province of Arica which, previous to the war of 1879, was Peruvian territory, and which is still involved in the Tacna and Arica question. The contract for the construction was awarded on March 4, 1906, and the road was completed in 1912.
The engineering difficulties encountered were numerous and complicated, the gradient in some places being exceedingly steep. At one point the line rises 3,610 feet, within a distance of 25 miles. The total length of the line is 267 miles of which 28 miles is of the Abt rack system on a six per cent. maximum grade, which constitutes the longest continuous stretch of rack system railway in the world. The highest altitude reached is 13,986 feet, at a distance of 112 miles from Arica and 155 from La Paz.
The road passes through an undeveloped country that is rich in mineral resources, and furnishes direct communication between Chilean ports on the Pacific and the capital of Bolivia. This line, connecting the two republics, and supplemented as it is with numerous branch roads leading into the various mining districts, forms a railway system that has contributed materially to the development of the territory through which it passes.
Under treaty agreement it is to be operated by Chile for a period of fifteen years, after which time the section in Bolivia becomes the property of the Bolivian government.
The most important division of the government railway system in Chile, however, because of its relation to the industrial and commercial interests of the country, is the longitudinal line extending from Tacna to Port Montt, a distance of over two thousand miles, and constituting the great central artery of communication, uniting the mineral zones of the north with the agricultural regions of the central valley and the timber sections of the south. This road has as feeders over thirty transverse lines of varying length connecting the productive centers of the Republic with all the principal seaports of the coast. Notwithstanding the fact that transport is maintained by sea along the entire length of the territory constituting the Republic, a north and south railway was felt to be a necessity. In addition to commercial needs there are strategic reasons for a longitudinal line: to facilitate the transportation of troops and armament from one end of the Republic to the other in case of war.
As far back as Balmaceda’s time the building of this road figured among the government’s projects, and in succeeding administrations plans were made for the execution of the work. It was President Don Pedro Montt, however, who took up the task of carrying out the idea and, with characteristic perseverance, succeeded in getting the National Congress to pass a law in 1908, authorizing him to call for public tenders for contracts for the construction of the Longitudinal Railway. In 1909 contracts were let for the building of over eight hundred miles of the road at a total cost of $35,000,000.
The completion of this longitudinal line leaves only the territory lying south of latitude 42 degrees, and forming the greater part of what is known as Chilean Patagonia without a railway.
The service on the railways in Chile is, as a rule, unsatisfactory, and on some of the lines it may be designated as bad. This is due to the fact that the management of the government roads is influenced by politics. The compensation of government railway employés is very low, and payment of salaries not infrequently long delayed and somewhat uncertain. The tenure of service depends upon political influence, and there is little in the system to encourage honest industry. Employés feel no personal responsibility and to cheat the government, particularly in the failure to render good service, is a common practice that is not considered a crime.
First class fares correspond to those prevailing in the United States, but second and third-class fares and freight rates are very low. The express trains from Valparaiso to Santiago, and from the capital south to Concepcion carry American chair cars in the day, and on the southern section, Pullman cars on the night trains.
The lack of facilities for carrying freight, the unsatisfactory service in cargo trains, and the slow method of unloading and loading cars, is a serious handicap to business depending upon the prompt delivery of merchandise and material. The freight service on the government roads is generally bad. The yard and track facilities in all the important commercial centers are wholly inadequate to the requirements. It is frequently impossible to secure cars, and when once the freight is loaded and acceptedby the railway, there is much uncertainty as to when it will be forwarded to its destination. If the freight consists of perishable goods the chances are that it will be seriously damaged or entirely destroyed before delivery. In either event there is no recourse in law for damages.
In 1904 there was a great shortage of freight cars in Valparaiso. Merchants and manufacturers were demanding cars in which to ship cargo long overdue in delivery. When the manager of the State railways was appealed to for relief, he stated that all freight cars on that section of the road had been ordered to Santiago where a census of the rolling stock was being taken. Complaint against abuses in the service is useless.
One redeeming feature of the railway service in Chile, is the cheap passenger fares for the poor people, who are ill able to pay high rates, and who do not expect much in return for their money. Time is no object to them, and if trains run slowly and not up to schedule, there is no complaint.
The use of electricity as a motive power in Chile, is in its incipiency. Electric car systems now in operation are, the street railways in Santiago, Valparaiso, Concepcion and Talca, and their respective suburbs, a few lines in mountainous districts, used for carrying ores from the mines to the reducing stations, an interurban line connecting Concepcion with the ports of Talcahuano and Coronel, and one extending from Valparaiso to Viña del Mar. A government concession has been granted for the building of an electric railway from Santiago to Valparaiso,and plans are being made for the electrification of some of the government roads.
Connecting with the railways of the country are cart roads, the best of which may be classed as bad, and the branches connecting with the principal highways are nothing more than trails over a rough mountainous country. Few new roads are being built, and little attention is given to the improvement or maintenance of those already constructed.
The only means of travel in many localities is on horseback. Long or short distance, singly or in numbers, the country people traveling on horseback, will often follow poorly defined trails over the mountains for great distances, seldom losing their way or deviating from the shortest route. They seldom carry any baggage, except such articles of clothing as they require for the trip, which is transported in bags or baskets.
The country people are generally hospitable, usually offering to passing strangers such food and accommodations as they may have, and without expectation of remuneration.