THE
MEXICAN-SOUTHERN RAILWAY,
TO BE CONSTRUCTED UNDER A CHARTER
prom
THE MEXICAN GOVERNMENT,
through the states of
VERA CRUZ AND OAXACA.
i
by
ROBERT-E. GORSUCH,
Engineer.
HE .
Z8Z0
IIOSFOKD & SOÍÍS,
STATIONERS AND PRINTERS,
New York.
1881.
THE
MEXICAN SOUTHERN RAILWAY,
TO BE CONSTRUCTED UNDER A CHARTER
from
THE MEXICAN GOVERNMENT,
through the states of
VERA CRUZ AND OAXACA.
ROBERT B. GORSUCII,
Engineer.
HOSFOKD k SOMS,
STATIONERS AND PRINTERS,
New York.
1881.
Johne Eopkir.':! Ur.:T. TAI
Tilt
20 'i'jt'
THE
MEXICAN SOUTHERN
RAILWAY.
When the railroad connections from the Kio Grande to the
City of Mexico shall have been completed, which may rea¬
sonably be hoped will be within the time specified in their
respective charters, the system of railways of the United
States will not yet be in communication with the best and
richest portion of the Mexican Republic.
Southern Mexico, by which is meant that portion of the
Republic lying in a south-easterly direction from the Federal
Capital, and extending from ocean to ocean, possesses in a
more marked degree than any other section of the country,
the natural elements making it a specially promising field
tor railway enterprise.
THE AMERICAN RAILWAY SYSTEM
which in its ultimate extension must eventually reach south¬
wardly even into Central and South ikmerica, has in its
course, inevitably, to pass through the State of Oaxaca, (pro¬
nounced Wah-hah-kah, accented on second syllable.) and the
road here under consideration will then form a very impor¬
tant link in this great intercontinental line, which a little
further south is forced to the narrow strip of territory form¬
ing the Isthmus of Tehuantepec.
4
THE SUCCESSIVE ZONES
of climatic variation, which thronghont all Mexico follow
each other in quick succession within very limited distances,
more the result of changing altitudes above the level of the
sea, rather than of difference of latitude, are in the portion
of the country we are alluding to, brought even nearer to¬
gether than anywhere else within the Republic.
The products of the soil are consequently much more varied
within a given area, than where these topographical features
do not exist, and therefore more easily interchanged, probably,
than anywhere else on the globe, and this may in a great
degree account for the fact that the State of Oaxaca, which
embraces a considerable portion of the territory under con¬
sideration, contains more population to the square mile than
any of her less favored sister states, except the smaller cen¬
tral ones, where it has been drawn together by the centralizing
influences of the Federal District, and other causes which it
is not necessary to discuss here, whereas, in Oaxaca, the
only inducement or attraction to population has been its
benignant climate and productive soil, combined with the
comparatively easy interchange of products aud commodities,
notwithstanding the great want of improved wa^'s of com¬
munication, and which has made labor in the agricultural
districts more remunerative than in most other portions of
the country.
IN POPULATION
the State of Oaxaca, since the earliest historical records, has
been one of the leading ones of that entire region, and the
immense and wonderful ruins within her borders are evi¬
dences beyond the possibility of refutation, that since ages
in the past, she has held this supremacy. The Mitla Ruins,
twenty-five to thirty miles south-east from the City of Oaxaca
are among the most extensive.
5
The official returns of the census of 1879 as given among
the Executive documents, presented by the Governor of the
State to the Legislature at the opening of Congress in Sep¬
tember of that year, gives it a population of 741,807 souls, be¬
ing an increase over the estimated population made the pre¬
vious year of 7,425 souls.
These figures, although official, are known and admitted
to be much below the real facts in the case, for the following
reasons : the Indian, always retiring in his natm-e, except
when he rises to leadership, and ever fearing in the past
the customary drafts for military service and exaction of per¬
sonal taxes, hides from observation whenever possible, and the
State of Oaxaca, by her broken, yet very productive surface,
offers greater facilities for evading public scrutiny than any
other state of the Federation. Another reason that the ap¬
parent population falls below the actual, is that within the last
few years, since the opening of the Yera Cruz Railroad, and
the consequent development of the countiy along its route,
the price of day labor there has risen and attracted many hands
from Oaxaca in all the departments of industry, who upon
the development of a more remunerative labor at home
would immediately and verj' gladly return to their native
state, for the Mexican Indian is not migratory by nature but
on the contrary wedded, to the extreme, to his place of
birth.
The population of the State may safely be put down at
very near if not quite 1,000,000 of vigorous, laborious, frugal
and honest people, and having an area of 27,470 square miles
results in a fraction of over 36 to the square mile, which is
greater than that contained byain' other State of the Federa¬
tion, except the most central ones as before stated, and will
compare favorably with .many of the Western and Southern
States of this Republic.
6
THE ABUNDANT RAIN FALL
is still another very important consideration to be mentioned
in this connection. As we go South on this portion of the
continent, the rain fall increases and is more evenly dis¬
tributed, both as to extent of area on which it descends, and
the periods of time during which it may be relied upon, than
in any of the more northerlj' states of the republic, and this
leads naturally to the statement of another very important
tact growing out of that already presented, namely : That
Oaxaca has a greater number of constantly flowing water
courses, suitable for irrigation and for motive power, than is
found in other states; which, with railroad facilities added
to the many advantages she already possesses, must place
her in tlie front rank.
THE PRODUCTS OF THE SOIL
in this favored state of Oaxaca, as also in immediately adjoin¬
ing states, are simply marvelous. From the sea level under
a tropical sun, which is the condition of the coasts in this lati¬
tude, to the upper mountain slopes, ten thousand feet above,
following step by step in close and quick succession, is found
growing luxuriantly, coflee, sugar, cotton, tobacco, vanilla,
cochineal, indigo, cocoa, rice, dye woods, as well as all the
flne cabinet woods ; the India rubber tree, vegetable dyes,
"chile" or red and green peppers, bananas, oranges, lemons,
and all the small tropical fruits, many of which are unknown
in this country ; and, as we ascend, we find corn, wheat, bar.
ley, and the fruits of the temperate zones, while higher up
are the pines, oaks and other timber for construction.
I might allude in detail to all these agricultural products,
but it is scarcely necessary at this time, yet to
COFFEE, SUGAR AND COCHINEAL
I must give some further notice.
7
Hon. John W. Foster, late TJ. S. Minister at Mexico, in an
elaborate review of Mexican coifee, published by the U. S.
Department of Agriculture in 1876, said its quality was
'' equal to the best known in any country," and that Mexico
in coifee alone " possesses a far greater source of wealth and
prosperity " than in her products of silver, which averages
about $26,000,000 annually.
To appreciate what may be reasonably expected from af¬
fording railway facilities to the State of Oaxaca, I will here
state what has been the result in the adjoining State of Vera
Cruz in the production of coifee alone.
During the year 1869 there was exported from the port of
Vera Cruz only $671 worth of coifee to this market.
In 1875, after the effect of tile construction of the Vera
Cruz and City of Mexico railwa)' had begun to be felt, the
exportation had increased to about $600,000, and for the
fiscal year ending 30th of September last, the returns from
the U. S. Consulate at the City of Vera Cruz showed the ex¬
portation for that year to have been $1,548,419.81, Invoice
value.
Senor Matias Homero, who has paid special attention to
the cultivation of coffee, states that, when the selection of a
location for a plantation is made judiciously, and the work
carried on intelligently and economically, the profits real¬
ized may be safely put at one hundred per cent, per annum
upon the investment, covering all cost of land, necessary
buildings, plants and attendance, gathering and preparation
for shipment.
sugae Cane flourishes luxuriantly in every portion ol
Southern and Central Mexico at the altitude suited to its
production, and so well adapted is the climate to its full de¬
velopment that, in many districts, one planting will yield an
abundant crop for four or five consecutive years, and may
8
even then continue to be ont during another equal period
but with diminished product.
In the State of Oaxaca, sugar is so cheaply produced that
in many localities it sells in its crude or unclarified form
("panoche" or brown sugar in small cakes,) for one cent
per pound.
Cochineal was, for many years, the chief product of the
State of Oaxaca ; the amount exported at one ¡leriod reached
the average aggregate value of $2,500,000 annually, hut
this important industry, for various reasons, has declined to
a degree that makes it now of little interest.
m MINERAL WEALTH
Oaxaca also stands preeminent, it has deposits of gold, silver,
copper, iron, lead and quicksilver, not developed, as they
should be, for want of capital and the improved mechanical
appliances, but according to official returns made last year as
found in the statement presented to the legislature before men¬
tioned, there were 138 mines then being worked, and only 24
abandoned, and at the same time there were 32 reduction
works, which, of course, are very small and rude as compared
with those in American mining districts, still this proves the
existence of very valuable mining interests within the State,
only wanting capital and experience to develop them.
Petroleum is also known to exist in quantities that will
make it very remunerative when properly worked.
CATTLE, FISH AND GAME
are abundant in most parts of the State, and "also in Vera
Cruz, where splendid pasture lands, good throughout the
year, maintain cattle constantly in good condition, and
large numbers are annually exported to the Island of Cuba.
Its streams, which have before been stated as being numerous,
9
generally abound in line fisb, which in some portions of the
State is the chief food of the people. Game is plentiful in
kind, according to the climate of, the locality determined by
altitude.
THE RAILROAD QUESTION,
for Mexico, is one of most vital interest, and I must here
impress upon the reader the very important fact that she
has no large interior rivers, and very few that are navigable,
even a short distance from the sea, or that may be made so
at any cost within the limits of a sound investment. Under
appointments from the Federal Government of the Republic
the writer has examined and reported upon several of the
most important rivers upon either coast, and therefore speaks
from positive personal knowledge.
Mexico has not the number of harbors in proportion to
her length of coast line that we have here in the United
States, but she has several, both on the Gulf and the Pacific,
that are all that the requirements of d large mercantile marine
demands, and among them are those that lie at the termini
of this proposed road, as authorized under its charter.
When Hernando Cortez, the conqueror of Mexico, des¬
troyed his fleet to prevent the spirit of discontent among his
followers from being constantly fed by the hope of escape
from the country and an early return to Cuba, and thence to
Spain, he selected the site of the City of Vera Cruz, the
present chief port of entry on the Gulf Coast as the best for
his purpose, for the very reason that it was the most inacces¬
sible point on the coast, and therefore the most easily defend¬
ed from an attack by sea, and this point, suited only for the
position of a fortress, has, as stated above, become the chief
port of the Republic. The point at which Cortez landed is
still known as " Old Vera Cruz," and lies a short distance
up the coast.
10
When Yara Cruz was but an insignificant town of a few
wooden buildings ; when the foundation walls for the fortress
of Ulua were not yet completed, the local authorities of the
place petitioned the king of Spain to permit the abandon¬
ment of the site and the removal of the port to Anton Liz-
ardo. The influence of the governing Viceroy of New Spain,
as Mexico was then called, which was used against the pro¬
posed change, resulted in the refusal of the king to grant the
petition.
The city then offered to repay to the Crown the cost of all
the Government works that had been constructed, which, as
native convict labor had been used, and which labor had to
be kept constantly employed, had really caused little expen¬
diture beyond the ordinary maintenance of the working
forces. Finally the proffered indemnity was fixed at
$100,000, which, it is stated was a very prodigal offer for
the works that would have been abandoned ; but the pro¬
position was refused, and the Fortress City remained.
One of the most practical indications of the improved
political condition of Mexico and the acceptance of a peace
policy, is that this last year the walls and bastions that sur¬
rounded Vera Cruz on tlie land side, and completely hemmed
it in, were all thrown down, to allow for the extension of
commerce wiiich has been clamoring for more room.
When, as the pioneer in railway construction in Mexico, in
1856, I studied and reported upon the then proposed railroad
from Vera Cruz to the Capital, I saw and stated clearly that
as soon as the commerce of the country developed to a degree,
that it must some day reach,
ANTON LIZARDO
must, of necessity, become the Gulf port. Up to this time the
interests of the City of Vera Cruz have prevented it, not-
11
withstanding it offers all that is desirable for the purpose ; it
is easy of access and egress even under the heaviest weather,
is ample in extent, has depth of water to admit the largest
vessels, also good bottom for a secure anchorage, and is pro¬
tected seaward by islands and reefs that, while so distant from
the main land as not to prejudicially limit the harbor in the
least degree, are a perfect protection to it.
That expensive improvements will have to be made is a
matter of course, light-houses must be erected, and it may
be found advantageous to destroy some minor obstructions
to the entrance of the harbor. • Channels already existing
may have to be improved, and proper signals placed where
required.
Suitable piers and wharfs will, of course, have to be pro¬
vided, but with the late improvements in the construction
of iron piers and the sinking of piles by the " water-jet sys¬
tem," the cost of the substructure for these important works
of improvement is reduced to the minimum and carried on
with a rapidity that a few years ago was impossible with the
then known appliances. That the harbor of
VERA CRUZ
may be temporarily improved, I do not deny, but all expen¬
ditures made for this purpose will ultimately be lost, as the
first requisites for a permanent port do not exist there, and
the sooner this fact is accepted and acted upon, the better it
will be for the nation. Tiiat present property holders there,
including the Federal Government, must suffer pecuniary
loss is admitted, but it is the result of ignorance and error in
the past, and, sooner or later, must be felt to the fullest
extent.
By taking immediate action, now that a new era of com¬
mercial activity and industrial development is opening in
12
Mexico, both" government and people will suiFer little loss
compared with what will have to be borne at some later day
not far distant. Delay in deciding this important question,
and in accepting the course indicated, can but result in
greater sacrifices eventually.
HUATULCO
On the Pacific, is the only natural port on the Mexican coast,
south of Acapulco ; Ventosa and Puerto Angel, are some¬
times referred to as such, but the former is merely an open
roadstead, available only during the season of the year when
calms prevail, and the latter, although safe at all times, is so
limited in extent as to be of no practical value as a commer¬
cial center and utterly inadequate to meet the demands of a
railway terminus.
THE TEHUANTEPEC RAILROAD COMPANY
were authorized, under their charter, to make the southern
terminus of their road on the northerly shore of " Laguna
Superior," to open a proper channel across that lake, and
deepen and maintain a suitable outlet from it into the sea,
but the company, on the 6th of November of last year, ob¬
tained an amendment to their charter allowing them to
make the Pacific terminus of their road outside of the lake,
indicating that examinations have shown the extreme dif¬
ficulty, if not the impracticability, of opening and maintain¬
ing an artificial channel on tlie coast, and that this project
has been abandoned. It may reasonably be expected, tbere-
fore, that the port of Hnatulco will reap much advantage
from the intended connection with the Tehuantepec as well
as from the Oaxaca Railroad. The Port is fifty-five miles
in a southwesterly direction from the City of Tehuantepec
13
which contains about 15,000 inhabitants. Some years ago
Huatulco was established a port of entry, birt upon clearing
the heavy growth of vegetation that surrounds it, bilious
fevers became prevalent, and as the causes producing them
were not as well understood then as now, it was supposed to
be unhealthy and the Custom House was removed to Puerto
Angel.
The port of Huatulco, it may be said, lies upon the same
meridian of longitude as does Anton Lizardo: 3*^ 10'east
from the City of Mexico, the difference being only a few
minutes; it is, therefore, due south from the Gulf port and
the distance between them, in an air line, is two hundred
and thirty-five English miles, and within the zone comprised
between 15" 50', and 19" 3' north latitude.
THE CORDILLERA
or mountain chain of the Andes, which to the south falls
away and narrows to the remarkable degree seen at the
Isthmus of Tehuantepec, and to the north forms the broad
plateau or table land of Mexico at an altitude ordinarily of
from 6,500 to 7,500 feet above the level of the sea ; in the
State of Oaxaca is comparatively contracted in width, the
mountain peaks rising from it are generally nearer together,
and the valleys, as they are termed, or the portions of the
table land between the bases of these peaks, are consequently
not so large in extent as farther north ; but, as before stated,
they are better watered and more productive. The moun¬
tain chain here, as throughout the other portions of the
range, lies nearer the Pacific than the Atlantic coast.
Another interesting feature in this connection, with ref¬
erence to railroad construction, is that the sources of the
rivers flowing towards either coast rise very near each other
14
on this proposed route, making the whole distance from the
summit on either side available for securing, approximatel}',
uniform grades within reasonable limits.
Having made these preliminary statements I will now
proceed with the general description of the route proposed
for the projected railway, with some detail concerning it, fol¬
lowed by sufficient data on other points to give a fair under¬
standing of the enterprise as viewed from a financial and com¬
mercial standpoint ; simply premising that among the many
railroads that have been proposed, and for which charters
have been granted during the enlightened administration
of President Porferio Diaz, whose term of office expired
only on the 30th day of November last, none will bear a
closer investigation as to probable results, and none promise
more inviting inducements to capitalists than this projected
southern railway of Mexico.
THE CHARTER
for the Oaxaca railroad and branches was granted on
the 25th of August last, by the Federal Executive, through
the Department of Public Works, to the Governor of
the State of Oaxaca, with full power to organize a com¬
pany or companies to carry out the provisions of the charter;
and the Governor did on the ninth day of September last,
execute a full and ample power of Attorney in favor of Senor
Matias Romero, a native of the State of Oaxaca, and so well
known in this country from the high official positions he has
held both at home and abroad, empowering him to organize
such company or companies, and to transfer the said char¬
ter to stich party or parties as he might select for the
purpose.
I do not propose to give any detail of the charter further
than to describe the route, as the proper place for this will
15
be in connection with the publication of tbe charter under
which the Company here iu the United States will be organ¬
ized for carrying out the provisions of the grant.
THE EOUTE WILL BE
from Anton Lizardo on the Gulf Coast, sixteen miles south¬
east of the City of Vera Cruz, thence following a generally
soittherly direction through tlie States of Vera Cruz and
Oaxaca to the Port of Hvtatulco on the Pacific Ocean.
In addition to the trunk line, the charter also provides for
the construction of two very important branches, the first
to connect in a north-westerly direction with the City of
Tehuacan, in the adjoining State of Puebla, to which the
Federal Government has already constructed and which is
now in operation, a standard gauge road connecting that
city with the station of Esperanza on the Vera Cruz and
City of Mexico Railway.
This branch of the Oaxaca road to Tehuacan will there¬
fore put the trunk line at once in an all-rail communication
with the capital of the Republic.
The other branch, authorized under the charter, is that
from Huatuico, the Pacific port, " down " the coast, which
here runs a little north of east, to connect with the Tehuan-
tepec Railroad now being constructed across the Isthmus.
These Tehuacan and Tehuantepec branches, as we must
now call them to be in harmony with the provisions of the
ciiarter, together with the greater portion of the present
trunk line, will, when the through connections from north
to south shall be completed, form the important link in the
great Intercontinental Railway system, as stated in the
beginning of this paper.
There is still another important connection which this
Oaxaca road will have, which is through the road already
16
being constructed ou the Gulf Coast under a separate charter,
and to which I will again allude in another place.
THE CITY OF OAXACA,
the capital of the State within which most of the proposed
road will lie, is fifty-three miles west from the meridian, or
north and south line before stated as passing through the
termini of the road, Anton Lizardo and Huatulco, and is
distant in a direct line 145 miles from the former or Gulf
port, and 105 miles from the latter or Pacific port.
The road will pass through or very near the city, which
contains about 28,000 inhabitants, and is beautifully situated
in one of the valleys mentioned as forming the lower level
of the central plateau, and which may be termed a gap, al¬
though much wider in extent than is usually understood by
this term. From a point near the City of Oaxaca water
flows towards either ocean, and the valleys through which
these rivers descend, or the slopes rising from them, will be
the route on which this proposed road must be built. This
applies strictly to the line towards the Gulf. On the Pacific
side the route will follow, for some miles, the valley of the
river that rises near the City of Oaxaca, and will then cross
the spurs or secondary ridges which separate it from the
sources of a stream that empties to the east of Hutaulco,
down which stream the line will probably follow until near
the coast. Several
OTHER CITIES AND TOWNS
with a population of from two to six thousand each, are di¬
rectly upon the line of this route, and still others will be
tributary to the road.
ir
THE SUMMIT LEVEL.
of the proposed road may therefore be assumed to be at tlie
heiglit of the City of Oaxaca wliicli has been determined,
barometrically, to be 5,045 feet above the sea, and as, for
the reasons already stated, the descent may be expected to
be easier than is nsnal in mountainous countries, that is
more uniform, the distances to either port lead to the rea¬
sonable expectation that excessive gradients will not have to
be resorted to, still they will, of necessity, be heavier than
is nsnal here in the United States, and American engineers
and railwa}' managers, except those who have already had
experience on onr heaviest lines, inay feel doubtful as to the
practicability of this road, viewed as a business enterprise.
THE LENGTH OP ROAD
to be constructed over the proposed route, although the line
has not been surveyed, based upon the well-known topo¬
graphical features of the country, will be about 380 miles of
trunk line, 230 of which distance will be from Anton Lizardo
to the City of Oaxaca, and 150 miles thence to Iluatulco,
which distance is ample to meet the required deflection from
a direct course, and for the development of the line where
necessary for the maintainance of generally uniform grades,
which I believe may be obtained from the foot hills at the
inland edge of the coast plains, and which on the line the
road will follow are, on the Gulf side, about 55 miles in width,
and on the Paciflc side so narrow as to be scarcely worthy
of notice.
THE TEHUACAN BRANCH,
which will leave the trunk line about half way between the
port of Anton Lizardo and the City of Oaxaca, and will form.
18
as before explained, a link in the connection witli the City of
Mexico, will he 65 miles long, and the
PACIFIC BRANCH,
which as before stated will he a coast line to connect with
the Teliuantepec Railroad, will he ahont 60 miles, making
125 miles of branch lines, and a
TOTAL LENGTH
of trunk line and branches of 505 miles.
THE OTHER IMPORTANT BRANCH,
or rather connection on the Gulf coast, to which I have he-
fore alluded, is that now being constructed under a charter
granted on the 26th of March, 1878, and is to extend from
Vera Cruz down the coast to Alvarado, near the mouth of
the river Papaloapan.
This charter also provides for the construction of a railroad
from the upper waters of the river San Juan, a tributary of
the Papaloapan, to the City of Minatitlan, near the mouth of
the Coatzacoalcos river, and the chief city on the Gulf side
of the Isthmus of Teliuantepec.
The road from Vera Cruz to Al varado will he of some im¬
portance to the üaxaca Road, as it crosses it near Anton
Lizardo, hut the most important connection will he made by
the construction of a branch farther south to connect with
the eastern division of the coast road, or that between the
river San Juan and Minatitlan, thus making an all-rail con¬
nection with the Tehuantepec Road.
It is probable an equitable arrangement may he made
for securing this route, which if done will make an
ADDITIONAL LENGTH of branch line of 120 miles, through a
well populated and productive country.
19
THE COST OF COXSTRUCTION
and equipment for a standard gange road, may be safely esti¬
mated at an average of $30,000 per mile, which will result
as follows :
380 miles main line, - - - $11,400,000
65 " Tehuaean Branch, - . - - 1,950,000
60 " Pacific « - - - 1,800,000
505 " With total cost of - - - $15,150,000
It would he presumption to pretend to estimate the re¬
turns that may be expected from this road, from the limited
data in my possession, hut to show the eftect of railway con¬
struction in Mexico npon the development of trade, and that
the rules applicable in this and other countries serve as a
basis for calculation even there, I will give an extract from
the last annual report of the Board of Directors of
THE VERA CRUZ RAILROAD,
(Mexican Railway Company), presented at the annual meet¬
ing of the siiareholders held in the City of London, England,
on the 29th of July of last year, as follows :
Receipts for 1876, - - $2,175,000
" " 1877, . - - - 2,700,000
" 1878, - - 2,895,000
" " 1879, - - - - 3,512,000
" for 5 months of 1880, - - 1,512,00
Supposing that for the remaining seven months of last
year the returns have been in the same proportion it will
give for the year 1880, $3,628,000, which is the largest
amount that has been received.
20
Tlie Vera Cniz Railwnj' and Fnehla Branoli are, together,
292 miles long ; the cost of construction was, for varions
reasons, excessive, yet its bonds and preference stock are
at a premimn on the market to-day.
Witli tlie conviction tliat tlie Oaxaca Railroad and its
connections will he one of the best investments in Mexico,
I trust that capitalists will find it to their interest to push it
to an early completion.
ROBERT B. GORSÜCH,
Engineer,
City of Mexico,
Fifth Avenue Hotel,
Hew York, January, 1881.
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OUE EAILEOAD COTÍNECTIO]S"S WITH MEXICO.
MAP SHOWING THE RAILROADS OP THAT COUNTRY AT PRESENT AND AS PROJECTED,