Especially interesting among these publications are the "Cuna de América" and others devoted to belles-lettres. They constitute a reflection of current Dominican literature, being given over to poems, lyric compositions, biographic, historical, philosophic and other articles, and extracts from new plays and books. In these periodicals most of the poems which have brought fame to Santo Domingo have appeared.
Before the intellectual awakening incident to the labors of Hostos the number of Dominican writers was small. Little was done in colonial times. In the turbulent period following the cessation of Spanish sovereignty at the beginning of the nineteenth century, the situation of the country was not favorable for the cultivation of the muses, but scions of the families who then emigrated have made their names immortal in the literature of Cuba and other neighboring countries. Juan Pablo Duarte, the liberator, Antonio Delmonte y Tejada, the historian, and a small group of others who flourished shortly before or at the time of the establishment of the Republic, may be said to initiate the literature of the country, but their fame is mostly local. The first generation of Dominican citizens furnished a somewhat larger proportion of literary men, among whom may be mentioned the venerable Emiliano Tejera, the late Archbishop Fernando A. de Meriño, Francisco X. Amiama, Francisco Gregorio Billini, Mariano A. Cestero, the historian Jose G. Garcia and the novelist Manuel de J. Galvan, though it is significant that the best productions of some of these appeared after 1880. It is since that year that literature has really flourished. So fecund have Dominican writers been, and so excellent their productions, that Santo Domingo occupies a proud place in the beautiful field of Latin-American literature, where only a few years ago it was practically unknown. There is an abundance of poets, essayists, historians and novelists worthy of mention, and an attempt to single out a few might lead to unjust distinctions. A number of the best writers are women, and all prominent newspaper men are also distinguished in literature.
In poetry, especially lyric poetry, the Dominican writers excel. They show great depth of feeling and a full command of the sonorous Castilian tongue. A favorite theme is, of course, the old story which is ever new. The civil wars have inspired many pathetic compositions, and poems like Salomé Ureña's apostrophe to the ruins of colonial times, Bienvenido S. Nouel's elegy on the ruins left by the late revolutions, and Enrique Henriquez' "Miserere!", gems of verse, are veritable cries of anguish at the desolation wrought by fratricidal strife. Perhaps it is the poets' sorrow at the misfortunes of their country which is the cause of the note of sadness so often to be remarked in Dominican writings. Some writers are classed as poets though they have versified little or not at all; of these Tulio M. Cestero, one of the most popular of the younger writers, is an example, it being said of him that "he writes his poetry in prose."
The love of poetry is by no means confined to persons of higher education, but is general throughout the country. It has been said that if there were one engineer in Santo Domingo for every hundred poets, there would be fewer mudholes in the roads. The productions of some poetasters are characterized by an abundance of rare adjectives, which are introduced as well to give an impression of depth of thought as to advertise the author's erudition. However, there are so many good poets that forgiveness is readily extended to the others.
The national song of Santo Domingo, an ode to liberty, was written by a school teacher, Emilio Prud'homme. The music was composed by José Reyes, who died several years ago, and is agreeable and almost majestic. Reyes occupies probably the most prominent place among Dominican composers. Others have also obtained prominence, and their number is constantly increasing; among them special mention may be made of José de J. Ravelo, one of the younger men whose work has attracted attention and gives promise of even better things.
In painting and sculpture several Dominicans have attained prominence of late fears. The principal artists are Arturo Grullon, a prominent oculist; Luis Desangles; and Miss Adriana Billini, whose paintings have received prizes in Paris, Porto Rico and Havana respectively. Desangles painted the picture "Caonabo," which hangs in the session hall of the City Council of Puerto Plata and shows the Indian chief in chains. The sculptors are few, and their fame so far is only local, The foremost is Abelardo Rodriguez U., a photographer of the capital, who is something of an artistic genius. His photographs can compete in artistic merit with the best produced anywhere, and he is also a painter of no small merit. His best known sculpture is the figure of a dying guerilla soldier, significantly entitled, "Uno de tantos"—"One of so many."
Powerful assistance has been given to education and artistic development by various clubs and literary associations, especially women's clubs, throughout the country. Though at times eclipsed by revolutionary turmoil, their work has continued undaunted and has had gratifying results. The educational plane attained by Santo Domingo in spite of all obstacles, and the general recognition of the supreme importance of public instruction, justify confident predictions of advance in the future.
Railroads.—Samana-Santiago Railroad.—Central DominicanRailway.—Roads.—Mode of Traveling.—Inns.—Principal highways.—Steamer lines.—Postal facilities.—Telegraph and telephone lines.
A potent cause of the undeveloped state of Santo Domingo's agriculture has been the absence of transportation facilities, which has likewise been a cause and an effect of the internal disturbances. There are but two public railroads in the Republic, both in the Cibao region, with an aggregate length of 144 miles. The highways are generally little more than trails, difficult and dangerous even in dry weather, and almost impassable in the rainy season. It is therefore not surprising that the northern and southern sections of the Republic should have developed almost as different countries and that large areas in the interior should be practically uninhabited.
The importance and possibilities of railroad lines have been recognized and numerous concessions for railroad construction have been sought and granted; but the concessionnaires have, as a rule, either been impecunious, entering the field only with speculative intentions, or have been frightened off by the internal disturbances, and in either case the concession has been permitted to lapse.
The oldest of the two railroads now in operation is the road known as the Samana-Santiago Railroad—something of a misnomer, as the road neither reaches Samana, on the one side, nor Santiago on the other, but extends from Sanchez, at the head of Samana Bay, to La Vega, a distance of 62 miles in the interior, with a branch to San Francisco de Macoris, 7 miles, and another branch to Salcedo, 11 miles, and Moca, 7 miles, or a total length of 87 miles. Prior to its construction, the products of the eastern portion of the Royal Plain had been floated on lighters or light draft boats down the Yuna River and across Samana Bay to Samana, where they were transshipped to ocean-going vessels. The value of a railroad in this region early became apparent, and a concession granted in 1881 was acquired by Alexander Baird, a wealthy Scotchman, who constructed the road. Under the concession the Dominican government granted the right to build and operate a railroad from Samana to Santiago, to construct wharves on Samana Bay and collect wharf dues, and to enjoy certain tax exemptions and other privileges.
The Gran Estero, the large swamp just west of Sanchez, proved much more difficult to cross than the engineers had calculated. It swallowed up tons of rock and thousands of pounds sterling. Further disappointment arose when public lands promised by the government failed to materialize. The enthusiasm of the promoters cooled and the construction work on the railroad ceased when La Vega was reached. To the east of Sanchez the road was continued along the Samana peninsula to Point Santa Capuza, but this position was abandoned and the terminus was established at Sanchez. The road from Sanchez to La Vega was opened to traffic in 1886.
The important city of San Francisco de Macoris lay seven miles to the north of the line of the Samana-Santiago railroad and in 1892 a concession was granted to a prominent Dominican for the building of a connecting road. It was constructed with Dominican capital from La Gina to San Francisco de Macoris, and is leased to the Samana-Santiago Road and operated as a branch of this road.
In 1907 the Samana-Santiago Railroad waived its right to the percentage of import duties collected at Sanchez, in consideration of a payment made by the government, and agreed to construct a branch line to Salcedo and later continue it to Moca. A line from Las Cabullas, on the main road, to Salcedo was promptly built and opened to traffic, but the Moca extension was delayed by civil disturbances and not completed until 1917.
The gauge of the Samana-Santiago road is 1.10 meters, about three feet six inches. It rises very gradually from sea-level at Sanchez to the altitude of La Vega and Moca, about 400 feet. The engineering problems attending its construction and preservation have been those connected with the crossing of the Gran Estero swamp, and the bridging of numerous small tributaries of the Yuna River, which from modest brooklets in the dry season swell to turbulent torrents in rainy weather. The bridge across the Camu River near La Vega has been washed away repeatedly and further trouble has been caused by the river changing its course.
The journey from Sanchez to La Vega, including the side trip to San Francisco de Macoris, consumes five and a half hours. After leaving Sanchez the end of the Samana range is soon reached and for miles the train travels across a mangrove swamp, where the bushy vegetation is exceedingly dense and the roadbed is covered with grass. Forests follow, the trees of which are encumbered with great hanging vines. As soon as a higher level is reached, clearings become frequent. At the stations along the route the entire population of the small towns seems to turn out to await the train's arrival. At two larger places, Villa Rivas and Pimentel, the train makes lengthier stops. The houses all along are similar, one story wooden buildings, generally whitewashed and roofed with tiles, corrugated zinc or palm thatch. La Gina is the beginning of the branch line which extends through monotonous woodland to San Francisco de Macoris. On the main line, after passing La Gina, there are numerous cacao plantations, and near La Vega the muddy Cotui road emerges from the woods and follows the railroad. About eight miles from La Vega is the station of Las Cabullas, the starting point of the branch to Salcedo and Moca.
Affording, as it does, the outlet for the products of the eastern portion of the Cibao, the Samana-Santiago railroad transports the greater part of the cacao exported from the country. It has been the most important factor in the development of the Royal Plain, but owing to the country's internal troubles was run at a loss for years. It is well managed and of late years has made handsome profits.
The name of the other Dominican railroad is also misleading, it being called the Central Dominican Railway, though only extending from Puerto Plata, on the north coast, to Santiago de los Caballeros, a distance of 41 miles, with an extension to Moca, 16 miles, a total of 57 miles. Its name is due to the fact, that it was considered the first section of a road which was ultimately to connect Puerto Plata and Santo Domingo City. The need for such a road had been and is still urgently felt, and the construction of no portion was more imperative than that between Santiago and the coast. The mountain roads in this section were indescribably bad; a trip from Santiago to Puerto Plata meant at least two days of dangerous riding; and all merchandise to and from Santiago had to be transported on mule-back. President Heureaux therefore considered himself fortunate when the Dominican government was able, in 1890, in connection with a bond issue, to make contracts with the banking firm of Westendorp & Co., of Amsterdam, for the construction of the section of the railroad from Puerto Plata to Santiago. Belgian money was furnished and Belgian engineers made the plans. The road was given a gauge of only two feet six inches, and the short-sightedness is inconceivable which permitted the adoption on this road of a gauge different from that of the Samana-Santiago Railroad, when the two were expected to join in Santiago. Ultimately the gauge of the Central Dominican Railway will have to be widened, but the change will cost a considerable sum and require a complete renovation of the rolling stock. In view of the steepness of the slopes to be surmounted, the plans contemplated the construction, on several portions of the road, of a rack-line or cremaillère, a third track provided with cogs, between the other two, and the use of special mountain-climbing locomotives having a cogwheel by means of which the ascent was to be accomplished and the descent regulated. The Belgian engineers built the road from Puerto Plata as far as Bajabonico, a distance of about eleven miles.
At this stage the financial difficulties of the Dominican government induced the Belgians to sell their rights to American interests, which formed the San Domingo Improvement Company to take them over. American engineers accordingly finished the road to Santiago. The rack-rail feature being undesirable, plans were made for the construction of the road as an adhesion road. No further rack-rail was built and one of the portions constructed was converted, but two short stretches of rack-rail remained near Puerto Plata, one of one mile and another of three miles. The Central Dominican Railway Company was incorporated for the operation of the road.
During the controversy later carried on between the Dominican government and the San Domingo Improvement Company the Company contended that the road had cost in the neighborhood of $3,000,000, or about $600,000 in excess of the sums realized by the sale of the bonds assigned by the government to defray the cost of construction. The dispute found its settlement in the protocol of January 31, 1903, by which the Dominican government agreed to purchase all the holdings of the Improvement Company. In the negotiations of which this convention was an incident, the value of the railroad was generally estimated at $1,500,000. Upon the delivery by the Dominican government of the cash and bonds agreed upon by the settlement of 1907 as the price of the Improvement Company's interests, the Company, in February, 1908, turned over the railroad to the government. It has since been operated by the Dominican government with satisfactory results, though it has suffered serious injury from revolutions. The insurgents destroyed bridges and the rack-rail; the latter has not been replaced, and the four and ten per cent grades are now laboriously overcome by means of Shay geared engines. Surveys show that the troublesome grades can be avoided by the construction of curves which will increase the length of the road by not more than three or four miles.
Owing to the mountainous character of the country traversed, the scenery on this road is splendid. The speed attained by the trains would not alarm a nervous wreck, for though the length of the road is about 41 miles, the ascent from Puerto Plata to Santiago takes almost six hours and the return trip from Santiago five, in which the slow engines, the steep grades, the former rack-road section and the numerous long stops have equal shares of responsibility. The roadbed is very rough and the passengers are considerably shaken up, but the memory of what used to be helps to mitigate the discomfort. On one of my trips over the road, when a fellow-passenger made a remark about the severe jolting that almost shook us off our seats, an elderly Dominican gentleman observed: "My friend, you evidently never took a trip from Santiago to Puerto Plata before the railroad was built. Compared with travel then, this mode of conveyance is like being carried in angels' arms." As on the Samana-Santiago Road, the regular trains are mixed trains, that is, a freight and passenger together, usually looking like a freight train with a small passenger car attached. Except in unusually dull periods there is one daily train each way. The city of Santiago is about 600 feet above the level of the sea; from here the course is over a rich plain among tobacco farms and meadows full of cattle, for a distance of about twelve miles, until the foothills are reached and the ascent of the coast range is begun. Higher and higher along the mountainside, through country wilder and wilder, the train winds its way to the highest point of the road, 1580 feet above sea-level and 20 miles from Santiago, where a short tunnel pierces the mountain. The mountain pass at this point is 1720 feet above sea-level and is the lowest one in twenty miles. At the station on the other side of the mountain a fifteen minute stop is made for lunch. Then begins a rapid descent along a deep valley, on the wooded slopes of which little houses peer out between the trees. The town of Altamira, on a knob in the middle of the valley, is passed, and further down, near Bajabonico, a small sugar plantation. Another ascent, on which is the old rack-road section, is now reached; a powerful mountain engine is placed before the train and slowly works its way up. From the top of the ridge the scene is magnificent. Below, in the far distance, Puerto Plata is seen, a miniature city with tiny bright-colored houses, nestling at the foot of the great verdure-covered cone, Mt. Isabel de Torres; before it lies its almost circular harbor with what look like toy ships riding at anchor; the foam of the breakers on the reefs at the harbor entrance gleams in the sunlight; and beyond, in vast immensity extends the blue expanse of the ocean. On the final descent quicker time is made than anywhere else on the road.
The extension of the Central Dominican Railroad from Santiago to Moca was built and is operated by the Dominican government. In 1894 a franchise was granted the San Domingo Improvement Company for the Moca road, and grading was done for several miles outside of Santiago, but the financial troubles of the Dominican government suspended the work. When better times came, the government in 1906 began to build the road from Santiago to Moca with current revenues, and it was opened to traffic in 1910. At Moca this road is met by the extension of the Samana-Santiago Railroad from Salcedo, so that it is possible to travel by rail through the fertile Cibao from Sanchez to Puerto Plata, though the difference in gauge requires a change of cars at Moca.
A railroad between the Cibao and Santo Domingo City has long been contemplated. Government engineers a few years ago surveyed a route from Santo Domingo City to La Gina, on the Samana-Santiago Railroad, passing through Cotui. The route is 80 miles long, and the estimated cost is about $2,325,000. Such a through railroad would open up great tracts now isolated, afford an easy means of communication between the north and south, and be of inestimable advantage to the Republic. It is the most urgent and important public work under consideration in the country.
Another road which has long been projected and which the Dominican government in 1906 determined to have constructed with current revenues, is one in the east, from Seibo, on the plains in the interior, to the port of La Romana in the southern coast. This region, excellently adapted for cacao raising and sugar planting, has been kept secluded by bad roads. After several thousand dollars had been spent in surveys and a little grading, the work was stopped by lack of funds and the government decided that the expense of construction and the undeveloped character of the country counselled an abandonment of the project for the moment. If the railroad is finally built, it will probably be from Seibo to San Pedro de Macoris and not to La Romana.
Even in the immediate vicinity of Santo Domingo City most roads are in such bad condition that during the rainy season villages only a few miles away cannot be reached except by floundering through the mud for many hours, and even during the dry season, with all conditions favorable, it requires two days hard riding to reach the city of Azua, 80 miles to the west. A railroad from the capital to Azua has therefore been proposed repeatedly, and in 1901 a concession was granted for the first section thereof, from Santo Domingo to San Cristobal, a distance of 16 miles, with the right of extension. The revolution of the spring of 1903 interrupted the construction of this road, but a little work was done in 1906 under a new contract, which has since been declared lapsed.
Private plantation railroads are to be found on several sugar plantations near La Romana, San Pedro de Macoris, Santo Domingo City and Azua, and on the United Fruit Company's plantation near Puerto Plata. They aggregate about 225 miles in length and are used exclusively for the purposes of the respective estates, except one which carries passengers between the town of Azua and its port on steamer days.
In several of the larger cities carriages and light automobiles can be hired at a reasonable figure, and furnish the principal means of communication within the city and to other places as far as the roads will permit. Between Monte Cristi and La Vega there is a regular automobile service, as also between Santo Domingo City and nearby towns. In only one place is there a car line—in Monte Cristi, where a small car runs—if that term can be applied to its motion—between the town and the harbor, a little more than a mile away. The cars, each drawn by a meek little mule, remind one of matchboxes on wheels; they are open on all sides and contain simply two benches, back to back, which will hold a maximum of three passengers each. In Santo Domingo City there was a horse car line for almost twenty years, running out as far as Fort San Geronimo, about three miles; but in March, 1903, while the city was under siege during a revolution, the car barns were destroyed by fire and with them the entire rolling stock, the car axles being taken for barricades. In 1915 the government granted several franchises for electric car lines, one for Santo Domingo City, with the right to extend as far as Bani; another for Santiago, with the right of extension to Janico; and a third for Macoris, with the right of extension to Seibo, but no work has been done on these projects.
On certain parts of the country roads there is communication by oxcart during the dry season, and in the arid region such communication is possible almost all the year round. On the Samana peninsula and in other mountain districts, merchandise is occasionally transported in Indian fashion, on two poles tied to a horse and trailing on the ground behind. In general, however, recourse must be had for transportation purposes to the faithful horse and the patient donkey. In the northern part of the Republic the ox is often used as a beast of burden and sometimes for riding, furnishing an odd spectacle. The ox is guided by a string tied to a ring in his nose, but neither the configuration of his back nor his gait are to be recommended for comfortable rides.
Most of the roads of Santo Domingo can be called roads only by courtesy. They are generally little more than trails of greater or less width. The larger receipts enjoyed by the government since the customs collections were taken over by Americans in 1905, have caused a little improvement. Thus, a first-class macadam road has been constructed from Santo Domingo City to San Cristobal, a distance of sixteen miles; the old trail from Santo Domingo to San Pedro de Macoris has become available for automobiles; and the royal road in the Cibao from La Vega through Moca and Santiago to Monte Cristi, a distance of about 100 miles, formerly a horror, has been converted into a fair dirt road. The amount of work to be done appears all the more appalling when it is considered that in the small island of Jamaica, less than one-fourth the size of the Dominican Republic, there are 1000 miles of fine roads. The American authorities in the island are giving considerable attention to the improvement of the principal highways around and between the more important cities, and valuable work is being done. By an executive order of November 23, 1917, the military governor appropriated $650,000, to be expended on portions of a trunk road which is ultimately to connect Santo Domingo, La Vega, Moca, Santiago and Monte Cristi.
The majority of the roads and trails have scarcely been touched since their course was fixed, centuries ago. Occasionally the abutting property owners or an energetic communal chief cut away encroaching vegetation or drained an unusually bad bog or threw dirt from the sides of the road to the middle in order to raise it above water level in the wet season, but such instances of civic thoughtfulness have been only too infrequent.
During the rainy season travel becomes troublesome on all roads and impossible on many. On the unimproved highways deep, dangerous bogs form in every depression, containing either liquid mud where the horse is almost forced to swim, or soft tough clay, where the horse's feet are imprisoned and the animal in its desperate efforts to jerk itself free indulges in contortions anything but pleasant for the rider. The horses and cargo animals ever treading in each other's footsteps, cause the earth to wear away in furrows across the road, which fill with water and with mud of all colors and conditions of toughness. With few interruptions the monotonous splash, splash, splash of horses' feet constantly accompanies the traveler. The first ten minutes of such a journey on slippery ground make the trip appear an adventure, the next ten an experience, but after that the expedition becomes exceedingly wearisome. In the dry season all moisture disappears and the ridges between the mud trenches become hard as brick. The efforts of travelers to avoid bad places by going around them has caused the roads to become very wide in places—the width varying from one to over a hundred feet. At times, in grassy or stony stretches, the road disappears entirely, and the traveler's best guide is the telegraph wire, where there is one. Again it passes through thorny woods with overhanging branches which continually threaten to unhorse the rider. Thus it winds along, through forests and plains, over fallen logs and trees, beside precipices, down steep banks, across rapid streams. A trip into the interior in Santo Domingo requires a good horse, a strong constitution and a large supply of patience.
In rainy weather the traveled roads are even worse than the unfrequented ones, for the ground is rendered more miry, and the bogs are more frequent. On a highroad near La Vega I arrived at a mudhole where an old man was being rescued by a passer-by from drowning in the liquid mud; I snapped a photograph of the scene when he was still knee-deep. Near the city of Moca there is a slope where many a horse has fallen and thrown its rider on the slippery loam. A friend of mine who for safety's sake alighted from his horse to walk to the other side of the gully, had his foot so tightly lodged in the pasty mud that, in his straining to withdraw it, the foot slipped out of the shoe, which remained as firmly imbedded as before. His posture and predicament were naturally a good deal more amusing for his companions than for himself. Yet some of these roads in dry weather are excellent dirt roads. On a road in the Cibao I made a trip of fifteen miles in the rainy season in five hours of hard riding and arrived with an exhausted horse; six months later when the road was dry I made the same journey comfortably in an hour and a half. On the first of these occasions—it was in the course of a vacation trip for the purpose of studying the country—I happened upon two other travelers and together we floundered for many weary miles through black mud varying from the consistency of soup to that of pudding. The road was indescribably bad, and riders and horses were covered with mire and thoroughly fatigued. That evening at the inn, through the open door between our rooms, I heard my traveling companions discussing me. One of them asked: "What is his object in coming here?" The other answered: "He says he is traveling for pleasure." "Then," responded the first solemnly, "he is either lying or he is insane."
The streams must usually be crossed either by fording or by ferry, and not infrequently the horse must swim part of the distance across. Outside the railroad bridges, there are scarcely half a dozen bridges which deserve the name in the Dominican Republic. A good bridge has recently been constructed over the Jaina River on the San Cristobal road, and another was completed in May, 1917, across the Ozama River at Santo Domingo City, in place of one destroyed by a freshet some years ago. Bridges, where there are any, are generally rude logs laid across brooks.
When journeying overland it is advisable to take advantage as much as possible of moonlight nights. It is best to rise at two or three o'clock in the morning, ride until about eleven o'clock, then rest for about three hours while the sun is highest, and then continue till evening. Riding at night, however, exposes one to the danger of making too intimate an acquaintance with some mudhole or some low hanging bough or telegraph wire, but these risks can be avoided by vigilance. The hours of dawn are the coolest of the twenty-four, and more distance can be covered with less fatigue than later in the day.
If the traveler takes the precaution to furnish himself with canned food before starting on a journey inland, he will not regret his foresight. Inns do not exist out in the country. In the larger cities, indeed, there are hotels, but all are modest establishments. Perhaps the most pretentious is the French Hotel in Santo Domingo City. In hotels which are located in important seaports or railroad termini and are frequented by travelers, the meals and accommodations are fair. In other localities the food is almost inedible to an unaccustomed palate, and the sleeping accommodations are primitive cots. Even in important towns like Moca and Azua I found the inns kept by poor mulatto women, widows with families, having one room for travelers, divided from the family apartment by a thin partition, through which all the proceedings on the other side could be followed throughout the night.
The difficulty of land transportation explains why, with the exception of three cities in the Cibao, all important towns are located on the seacoast. It also makes plain why water transportation is preferred to travel by land, and the inhabitants of the north and south await the bi-weekly steamer rather than make the trip overland, which in the most favorable cases will take about three days. The roads and trails are used for travel locally or when boat connections are not convenient or feasible, and for mail transportation. The following are the principal highways:
1. Road from Santo Domingo to the Cibao, by way of Bonao. There are three roads from Santo Domingo City to the Cibao, the most westerly one being the Bonao trail, the most easterly one the Sillon de la Viuda and the middle one the Gallinas trail. The Bonao road leaves Santo Domingo by way of Duar Avenue and San Carlos and ascends gently in a northwesterly direction through slightly rolling land to the Santa Rosa plain, which it traverses. As far as Los Alcarrizos it has been improved, but further on it is merely a dirt road without drainage and becomes one long slough in rainy weather. On the Jobo savanna the road divides; the eastern branch runs along a range of hills and the western branch over to the Jaina River, where it passes the site of the old mining town of Buenaventura, of which only a few vestiges of walls remain. Whichever of the two branches the traveler takes, he will be sorry he did not choose the other, for they are equally bad. The branches meet on the plain of Las Nasas, from where the highway continues through wooded lands and natural meadows, crossing the Jaina River three times and the Guananitos River nine times. The soil is a rich, soft loam, pure vegetable detritus, and the frequent rains and the absence of drainage make this part of the road very difficult at all seasons. After crossing a stretch of beautiful savanna, known as Sabana del Puerto, the ascent of a range of the central mountain system begins. The road makes many windings along the mountain side until the heights of Laguneta are attained. The high hill of Piedra Blanca must be crossed and a number of small streams forded before Bonao is reached. From Bonao to La Vega the road is of the same general character. There are many miry places, many ascents and descents and many difficult river passes, the Yuna River, near Bonao, being crossed by ferry. On some of the steep descents the horses and mules accustomed to the road put their four feet together and slide, while the unaccustomed traveler feels his hair standing on end. The distance from Santo Domingo City to Bonao is about 65 miles; from Bonao to La Vega some 30 miles.
This seems to have been an ancient Indian trail between Santo Domingo and the Cibao. Bartholomew Columbus, under orders from his brother, founded both Buenaventura and Bonao in 1496 as military posts, as part of the chain of forts stretching across the island. The decay of these towns when the mines were abandoned, the miry soil and the many crossings of streams all caused travel to be diverted to the road of the Sillon de la Viuda. The Bonao road, being the most direct route to La Vega, has been designated by the military government for improvement as a trunk road.
2. Road from Santo Domingo to the Cibao by way of the pass of the Sillon de la Viuda, or Widow's Chair. While the Widow's Chair road is about twenty miles longer than the Bonao road, it is preferable since on the whole it lies over firmer ground. It leads due north from Santo Domingo City and after four miles the Isabela River is crossed by ferry near its confluence with the Ozama. A steep ascent follows and the road runs through wooded land until the town of Mella is reached. Small forests and wide savannas follow each other in rapid succession; the Ozama River is forded and a stretch of swampy soil with bad bogs is encountered. A fine piece of prairie land known as the Luisa savanna is crossed, more natural meadows follow and the ascent of the central mountain range begins. The road becomes so steep that the rider can scarcely keep his seat on his horse. From the summit, the Widow's Pass, which is almost 2000 feet above the level of the sea, a sublime view of mountains, valleys and plains is obtained. The pass itself is a narrow rocky defile where a score of men might hold an army at bay. It is said that there are lower passes in the vicinity by utilizing which the steep grade might be avoided, but the fact could be ascertained only by a more thorough exploration than has yet been made. On the north the road descends through heavy timber, with many miry places. Savannas separated by small forests are then crossed and the little town of Cevicos is reached, the halfway place between Santo Domingo and La Vega. Eighteen miles further on, separated from Cevicos by a hard road crossed by numerous deep gullies, sleeps the ancient town of Cotui. The Yuna River near Cotui must be crossed in canoes. Then follows a road thirty-five miles long to La Vega, which in the rainy season is little more than mud and water, but leads through a beautiful wooded country. It is better to take the road from Cotui to La Gina, or that to Pimentel, on the Samana-Santiago Railroad and complete the journey by rail, for though the character of these trails is similar to the La Vega trail, they are only about fifteen miles long.
3. Road from Santo Domingo to the Cibao by way of the Gallinas Pass. This is also an ancient trail which formerly passed through the town of Yamasá, but was diverted to shorten the distance to the Cibao. Leaving Santo Domingo the same route is followed as in going to the Widow's Pass, as far as Mella, where the road branches off to the left. Small grassy plains and rolling wooded lands are traversed, as is also the wide prairie known as the Maricao savanna. Several streams are forded, among them the upper Ozama, and the country continues of the same general character until the huts on the old cattle ranch of la Guazuma, formerly Las Gallinas, are sighted. Here the road slopes upward as far as the foot of the Demajagua mountain, when a long tedious ascent to the pass begins, followed by a rough ride through the mountains. The long descent toward Cotui is broken by numerous water-courses. No less than eleven smaller streams are forded, and there are three crossings of the Chacuey River, before the road leading to Cotui from Cevicos and the Widow's Pass is attained near the former town. By this road it is about 65 miles from Santo Domingo to Cotui.
The three passes described are the only ones suitable, so far as known, for communication between the capital and the Cibao. There are, indeed, lower and more convenient passes farther to the east, but the roads emerge near Samana Bay, too far from the Royal Plain to be available. The middle route of the three, that by way of the Gallinas Pass, is followed by the telegraph line and used by the post. It has been preferred by travelers for it is considered the shortest road to the Cibao and its highest point is reported to be only about 1200 feet above sea-level.
4. Road from Santo Domingo to Sabana la Mar. Since the southeastern part of the Dominican Republic consists of great plains, the roads in this region are all perfectly level and less difficult than those of the mountains, but they are little more than trails and the wide savannas make traveling monotonous. The road which turns northeast from Santo Domingo on the left side of the Ozama passes the sugar estates there situated, continues by a wide path through a lightly wooded country to the town of Guerra and shortly thereafter enters upon the Guabatico prairie, which it crosses in its entire width of over twenty miles. The ascent to the first pass, that of the Castellanos mountain, then begins. The descent is as easy as the ascent, a valley is crossed in which the headwaters of the Macoris River are forded, and then follows a long ascent to the second pass. From the foot of the mountain to El Valle and Sabana la Mar the country is wooded and the road level and wide, but so miry as to be practically impassable during the entire rainy season. The distance from Santo Domingo to Sabana la Mar is something over sixty miles.
5. Road from Santo Domingo to Higuey. This road is the same as the Sabana la Mar road as far as Guerra, then traverses small forests and grassy plains to Seibo, passing through the important towns of Los Llanos and Hato Mayor. The greater part of the last 36 miles of the road, from Seibo to Higuey, runs over the foothills of the central mountain range. The entire length of the road is about 110 miles.
6. Road from Santo Domingo to Azua. On this ancient road more military expeditions have marched and fought than on any other in the island of Santo Domingo. Spanish, British, French, Haitian, Dominican and American forces have tramped on its dusty course. The road runs west from Santo Domingo City parallel with the seashore. Near the city it is a perfectly level boulevard bordered by pretty cottages. About three miles from the town the small fortress of San Geronimo is passed, a romantic structure, built by the early Spaniards as an outpost against piratical invasions. Seven miles further on is the collection of huts constituting the town of Jaina on the river of the same name. A fine new bridge spans the river and the road continues through luxuriant tropical vegetation. The little town of Nigua, with an old chapel perched high on a hill, is reached, and here the road divides, the left branch continuing near the seashore, while the right branch turns inland to San Cristobal. The former pursues its way over land generally level though with occasional steep hills and cut by frequent brooks, skirts the ocean beach for a short distance, crosses the turbulent Nizao River by a long and dangerous ford and enters the arid country. The other branch extends to the grass-grown town of San Cristobal, where the macadam road from Santo Domingo ends. Continuing, the road traverses a fertile country by way of the town of Yaguate, crosses the broad bed of the Nizao River, which changes its channels with dangerous frequency, threads a way through monotonous woods and joins the other road near Paya. But a few miles further on is the clean little town of Bani. From here two roads lead to Azua. The inland road leads through the pass of Las Carreras,—where Santana on April 21, 1849, assured the independence of Santo Domingo by his victory over the Haitian forces—and finally joins the coast road. The road of the seacoast, which, though longer, is preferable by reason of being more level, leaves Bani through a weird country, where giant cactus is the only vegetation produced by the rocky soil. After crossing a stretch of grass-grown tableland it descends to the waters of Ocoa Bay and continues literally through the surf. Several hours of travel through a dreary forest of cactus and thorny brush then follow before Azua is reached.
7. Cibao Valley Road. The road, or combination of roads, from Samana Bay to Monte Cristi, lies in level country. The urgency for the improvement of the eastern portion has been less since the establishment of the railroad from Sanchez to La Vega, and the trail from near the mouth of the Yuna River to San Francisco de Macoris, with the branches from there to Moca and La Vega, is now important only locally. The two roads between La Vega and Santiago, however, in the heart of the Royal Plain, are the most important and most heavily traveled highways in the Republic. They run through the most fertile section of the island, are quite level, and available for carts and automobiles, but in the rainy season they become very muddy. The direct road from La Vega to Santiago is about twenty-seven miles long and lies to the south of the famous Santo Cerro. The other road is about six miles longer and passes through the important city of Moca. After leaving La Vega and crossing the yellow Camu, the latter road skirts the northern slope of the Santo Cerro and the traveler who can, deserts it temporarily to climb the rocky height and regale himself with a view of the most magnificent valley of the West Indies. Upon passing the second brook after leaving the foot of the Santo Cerro the road traverses historic ground, for here stood the important city of La Concepción, or old La Vega. The distance from La Vega to Moca is about fifteen miles and from here two roads lead on to Santiago, both about eighteen miles long and both lined with fine cacao plantations, but one turning a little to the south while the other approaches the foothills and leads through the smiling town of Tamboril. From Santiago on there are two roads, one to the north and the other to the south of the Yaque River. They lie through a dry country where cactus is the favorite product of the soil. The road along the northern bank of the Yaque is the better of the two, since the roadbed is good and there are few rivers to cross. It is the highway between Santiago and Monte Cristi, a distance of sixty-seven miles, and passes through the inland town of Guayubin. The southern road crosses numerous streams which flow down from the Cordillera to join the Yaque, turns southwesterly at Guayubin and continues to Dajabon and on into the borders of Haiti.
The above are the highways of most traffic. There is further a main road or rather trail westward from Azua along Lake Enriquillo and leading on to Port-au-Prince; another from Azua northwesterly through the fertile valley of San Juan, also leading into Haiti; and two perilous trails branching off from the latter road and running through remote mountain regions to Santiago and La Vega. There is no direct communication in Dominican territory between the northwestern and southwestern portions of the Republic, and it is necessary either to make a long detour or to pass through Haitian territory. Less important local trails, more or less difficult of travel, are to be found in all inhabited portions of the country.
In order to avoid the troubles of land travel, recourse is had, whenever possible, to water transportation. The foreign steamship lines afford considerable relief in this respect, for they generally stop at more than one port of the Republic. In normal times there are four foreign steamer lines with passenger service to Dominican ports, namely:
The Clyde line, with bi-weekly sailings between New York and SantoDomingo, stopping at Monte Cristi, Puerto Plata, Samana, Sanchez,Macoris and Santo Domingo City, and Azua.
The Cuban "Herrera Line," with a tri-weekly steamer service between ports of Cuba and Porto Rico, calling at Santo Domingo City and Macoris.
The "Compagnie Générale Transatlantique," two routes of which touch in the Republic. A monthly steamer between French and Haitian ports calls at Puerto Plata, and returning also at Sanchez, in the Dominican Republic, and then makes calls in Porto Rico and St. Thomas. A smaller steamer plying once a month between Haitian ports and Guadeloupe and Martinique calls at Santiago de Cuba, Santo Domingo City, Porto Rican ports and St. Thomas. The steamers on these routes, though not uncomfortable, are venerable hulks which have seen long service in different parts of the world.
The Hamburg-American Line, a monthly steamer of which called regularly at Santo Domingo City and also at other points in the Republic when cargo conditions were favorable, and connected with other ports in the Antilles and with vessels from Europe. Other steamers of this line called at the northern ports to take cargo to Europe.
There is further a fruit line between Boston and Puerto Plata and sugar steamers between New York and Macoris during the cane grinding season, but they carry no passengers. How far the interests of Spain and Santo Domingo have diverged is indicated by the fact that not one of the Spanish transatlantic liners which run to Porto Rico, Cuba, Central and South America, touches in Santo Domingo.
A steamer of the Bull line runs between ports in Santo Domingo and Porto Rico and there is also a coast line under Dominican registry, which extends to Porto Rico, but the steamers of which do not distinguish themselves for comfort. Thus there is at present frequent steamer service between Santo Domingo and Porto Rico, but little communication with Haiti and Cuba.
Most of the steamer lines touching in the Republic carry mails. Santo Domingo is a member of the International Postal Union and its post offices offer the usual facilities, except that there is no money order system. More than three-quarters of the incoming foreign mail comes from the United States, including Porto Rico, and over one-half the outgoing foreign mail is directed to this country. The American authorities are engaged in a thorough re-organization of the Dominican postal service.
In connection with the post offices the government operates a telegraph and telephone system. The government lines connect all the more important points in the country. Constructed without plan or method and insufficiently cared for, these lines are all in poor condition and badly in need of repair or reconstruction. The charges are high and the service poor. The government also has a wireless telegraph station at Santo Domingo City and another at Macoris.
The French Submarine Telegraph Co. affords Santo Domingo cable connection with the rest of the world. Its cable touches at Puerto Plata and Santo Domingo City, crossing the Republic by means of a land line which is also open to local messages. The interruptions of communication over this land line in the various revolutions have given rise to numerous damage claims on the part of the Company.
There are also telephone lines on the Samana-Santiago Railroad and on the Central Dominican Railroad operated in connection with the respective roads. Local public telephone systems are in operation in Santo Domingo City and San Pedro de Macoris, and there are private telephone lines between the principal cities and plantations in their vicinity.
Exports and imports.—Foreign trade.—Trade with the United States.— Ports of entry.—Wharf concessions.—Domestic trade.—Business houses.—Banks.—Manufactures.
The fact that Dominican commerce has more than trebled in twelve years demonstrates the epoch-making character of the fiscal convention with the United States. The trade figures since 1905 are as follows:
GROWTH OF DOMINICAN TRADE(All figures are in American currency)
Imports Exports Total
1905 $ 2,736,828 $ 6,896,098 $ 9,632,926 1906 4,065,437 6,536,378 10,601,915 1907 4,948,961 7,628,356 12,577,317 1908 4,767,775 9,396,487 14,164,262 1909 4,425,913 8,113,690 12,539,603 1910 6,257,691 10,849,623 17,107,314 1911 6,949,662 10,995,546 17,945,208 1913 8,217,898 12,385,248 20,603,146 1913 9,272,278 10,469,947 19,742,225 1914 6,729,007 10,588,787 17,317,794 1915 9,118,514 15,209,061 24,327,575 1916 11,664,430 21,527,873 33,192,303
The increase in 1916 over 1915 was almost as much as the entire trade of the country in 1905. The temporary setback of 1909 was caused by the partial failure of the cacao crop and the paralyzation of commerce in anticipation of lower tariff rates. That of 1914 was due to the European war and a domestic revolution. Santo Domingo has, however, repeatedly presented the anomalous spectacle of showing enormous trade figures in the midst of warfare, as for example, in 1912. The advance in commerce has been especially marked since the presence of the American troops assured peaceful conditions.
Not a year has passed since 1904 without a large balance of trade in favor of Santo Domingo. While the greater part of this is represented by huge sugar profits which have gone to foreign investors, a considerable portion remained in the country. The great increase in wealth since 1904 is apparent to anyone who knew the country at that time.
The imports cover the wide range to be expected in a nonmanufacturing, agricultural country in the tropics. The principal imports in 1916 were:
Cotton goods $1,721,534Iron and steel manufactures, including sugar machinery 1,562,367Rice 1,080,068Wheat flour 621,900Provisions, meat and dairy products 530,195Oils 545,284Bagging and other manufactures of vegetable fiber 508,644Vehicles and boats 408,832Manufactures of leather 385,518Wood and manufactures of wood 317,421Codfish and other preserved fish and fish products 309,204Chemicals, drugs and dyes 293,072Soap, and ingredients for the manufacture of soap 233,991Paper and manufactures of paper 171,706Beer 168,901Agricultural implements 121,830
The United States furnished practically all the flour and other breadstuffs, oils, lumber, agricultural implements and leather articles and most of the cotton goods, hardware, machinery, fish, meat and dairy products. Before the European war all the rice was bought in Germany, as well as a considerable portion of the fish, beer, meat and dairy products. At present the rice is brought from the United States and England. The other imports from England are almost entirely cotton goods and bagging, with some iron and steel manufactures.
In the chapter on the flora of the country, statistics are given with reference to the exports of the country, which are, as there pointed out, principally: sugar, cacao, tobacco, coffee, bananas, beeswax and honey, hides, cotton, hardwoods and dyewoods.
Owing to its geographical position the United States naturally has the greater part of Dominican trade, but since the European war set the commerce of the world awry that proportion has grown until in 1916 the imports from the United States, including Porto Rico, were 90.4 per cent of the total and the exports to the United States and Porto Rico were 82.8 per cent of the total, though the latter figure varies somewhat from final destination, as much of the sugar and cacao is shipped subject to order. Before the European war something more than one-half of the trade of Santo Domingo was with the United States, one-fifth with Germany, and the remainder with France, England and other countries. The countries of origin of imports and destination of exports of the Dominican Republic in the year 1916, as compared with the list for 1913, the last preceding normal year, are here shown:
IMPORTS1913 1916
Value Percentage Value Percentageof whole of whole
Cuba $ 7,352 .08 $ 136,587 1.17France 274,318 2.96 152,358 1.30Germany 1,677,833 18.10 —— ——Italy 173,105 1.87 63,450 .54Porto Rico 62,900 .67 378,219 3.24Spain 210,781 2.27 151,451 1.30United Kingdom 730,191 7.88 481,305 4.13United States 5,769,061 62.22 10,162,698 87.13Other Countries 366,737 3.95 138,362 1.19
Total $ 9,272,278 100.00 $11,664,430 100.00
Cuba $ 27,536 .26 $ 19,447 .09France 887,907 8.48 287,799 1.34Germany 2,068,384 19.76 —— ——Italy 20,430 .19 2,496 .01Porto Rico 28,994 .28 425,483 1.98United Kingdom 241,810 2.31 105,107 .49United States 5,600,768 53.49 17,412,088 80.88Other Countries 1,594,118 15.23 3,275,543 15.21
Total $10,469,947 100.00 $21,527,873 100.00
Very interesting statistics with reference to all these matters are published annually in the report of the general receiver of Dominican customs. Since the establishment of the receivership full and accurate trade statistics have become available for the first time in the history of the Republic. Before 1891 no statistics at all were kept. During the nineties there was an attempt at compilation, but the corruption in the custom-houses was so notorious that the figures cannot be regarded as reliable. For the disturbed years immediately following the death of Heureaux the data are incomplete and uncertain.
The question of shipping has been a serious problem confronting Dominican commerce since the beginning of the European war. Freight rates are rising to almost prohibitive figures, which have their effect in an enormous increase in the cost of living, Santo Domingo has as much reason as the rest of the world to desire an early cessation of the world calamity.
After the war the old trade rivalry will be revived, but American commerce with the Republic should easily retain its lead, if properly cultivated. The observations so frequently made with reference to the extension of American trade with South America also hold good in the case of Santo Domingo. American merchants should send as representatives cultured men who speak Spanish; they should provide catalogs in good Spanish with accurate descriptions of the articles offered; they should fill orders as received, without substituting other articles; they should pack their shipments very carefully and with a view to local transportation conditions. The success of the Germans in building up their Dominican trade was due in large measure to the polish and fluent Spanish of their representatives, to their thorough study of local conditions, and to their favorable terms of payment.
American commerce with Santo Domingo would be further stimulated and strengthened by a tariff reciprocity agreement similar to the customs convention between the United States and Cuba. The mutual advantages of such an agreement would be enormous and the development of Santo Domingo would be effectively promoted. Closer relations would also be fostered by a postal convention applying the domestic rates of postage to all mail between the two countries, a good beginning having been made by a recent arrangement applying the domestic postage rate to letters between the United States and the Dominican Republic.
The Dominican Republic has twelve ports of entry, but nine-tenths of the foreign commerce goes through the ports of Macoris, Santo Domingo, Sanchez and Puerto Plata. The first two supply the import and export requirements of the southern portion of the Republic, the other two those of the Cibao. The other eight custom-houses exist for local convenience and for the prevention of smuggling. This is especially true of the three along the Haitian frontier. In former years there was considerable smuggling across the border, as the import duties on certain articles in Haiti are much lower than in the Dominican Republic. Although the profitable smuggling business demoralized trade in those regions, the government did not interfere with it owing to the difficulty of policing the wild and sparsely populated border district. The American general receiver determined that the back door should be guarded as well as the front entrance, and formed a frontier guard which stopped contraband traffic, though at a heavy cost, for two brave American officials have been killed and three wounded by smugglers and outlaws, while fourteen Dominican guardsmen and inspectors have been killed and twenty-three wounded. The expense of the three frontier custom-houses is greater than the revenue they produce, but entries in Azua, Monte Cristi and Puerto Plata increased significantly after the frontier guard began its patrolling. Incidentally the guard has helped to keep the boundary line in place.
In the seaports most of the loading and unloading is done by lighters, the wharves generally being small affairs. Only in Puerto Plata (where extensive harbor improvements are now under way), Macoris and Santo Domingo can larger vessels approach the wharves. All the wharves were built under concessions from the government, which, in the impossibility to provide them itself on account of its perpetual lack of funds, was obliged to procure their construction by granting the right to collect a specified wharf tax, more or less onerous, for a period of years. The Santo Domingo City wharf concession provided that everything exported from and imported into this city or any other coast point in the province must pay the tax, whether the wharf was used or not. The Samana wharf concession; as amended, gave the right to collect certain high wharf taxes for fifty years, from 1875 to 1925, in return for the building of a diminutive dock. One of the important objects accomplished through the 1907 bond issue was the redemption by the government of the monopolistic wharf concessions.
A peculiar feature of the country's domestic trade is that almost fifty per cent of it is in the hands of Syrians. These people are found in a number of the West India Islands, but nowhere have they gained such a foothold as in Santo Domingo. They appeared in the nineties, and for a number of years confined their activities to peddling goods about the country, both men and women traveling around with great bundles of merchandise which they spread out wherever they met prospective purchasers. Their next step was to establish retail stores and crowd the native Dominican storekeeper out, and of late years they have opened large business houses. They are not regarded as a desirable element, as they do not amalgamate or mingle with the Dominican population, but seem possessed of the single idea to make a fortune and return with it to their country.
Such part of the retail trade as is not controlled by Syrians, is mostly in the hands of Dominicans. The stores are generally small, with a limited stock of goods; they have no show-windows, but are arranged on the style of bazars. Fixed prices are rare and most sales become negotiations with the polite shopkeeper. In the country it is customary for the storekeeper to make advances of merchandise to the smaller farmers until crop time; they then pay him in cacao, coffee, tobacco or other farm products, which he remits to the seaport to the wholesale merchant with whom he deals.
The larger business houses are in a majority of cases owned by foreigners, principally of Italian, German, Spanish, American and Cuban citizenship, and now also including numerous Syrian firms. A majority of those classed as Americans are natives of Porto Rico. A number of these merchants arrived in Santo Domingo as poor men and by hard work and shrewd investment built up respectable firms. They carefully preserved their foreign nationality as a valuable asset which protected them from undue interference on the part of the government. One of the most prominent and successful merchants of Santo Domingo was the late J.B. Vicini, an Italian who came to the country penniless, but with his energy and sagacity amassed the largest fortune of the island. His business is now managed by his sons.
The larger merchants combine a banking business with their export and import business. The foremost of these private bankers of late years was Santiago Michelena, a Porto Rican. Less than ten years ago there was not a single bank in the Republic, but there are now three well equipped banking institutions, all of them with their local headquarters in the capital. One of these is the International Banking Corporation, which is connected with the National City Bank of New York; it entered the Dominican Republic in April, 1917, by taking over Michelena's banking business. It has a branch in Macoris and Puerto Plata and agencies and correspondents throughout the country. Another bank is the Royal Bank of Canada, which does a flourishing business in a number of the West India Islands; it has branches in five cities of the Dominican Republic. The third bank is the Banco Nacional de Santo Domingo, incorporated by Americans under the Dominican banking law of 1909, with a capital of $500,000. Although it has several branches, its business is not so active as that of the other banks, since it has lent most of its capital to the government. Under the banking law this institution has the right to issue bank notes, but it has not attempted to use the privilege.
Slowly the establishment of small factories has proceeded, for the partial provision of local needs. The principal cities have ice plants, of which some are subject to annoying interruptions. In the Cibao there are several sawmills. Further there are, in the larger cities, small establishments for the manufacture of cigars, cigarettes, matches, rum, straw hats, shoes, chocolate, soap and a few other articles. These are financed by Dominican capital and are not able to supply the local demand. In Santo Domingo City are the remains of a costly brewery erected by Americans with a view to supplying the West Indies; it was ruined, so local reports say, by bad management and has been idle for fifteen years. If the amount of soap used by a people is really an index of its degree of civilization, then the Dominicans can claim to be far advanced, for the consumption of soap manufactured in the country and imported, is very considerable. The government has encouraged manufacturing enterprises and repeatedly granted concessions exempting their machinery and raw material from import duties for specified periods. The number of manufacturing plants will doubtless increase, but agriculture is bound to remain the mainstay of the country.