No country in the world is more suited for manufactures and exports than Spain. She has an unexampled seaboard, and many magnificent natural harbours, and now an easy approach through Portugal to the sea, even if her own ports should be insufficient. Common commercial interests are likely to bring that Iberian kingdom or commonwealth to pass which has been the dream of some of her politicians, and is still cherished in parts of both countries. The northern ports in the Atlantic are, perhaps, the most important; that of Bilbao, a most unpromising one by nature, has grown out of all recognition since the close of the Carlist war. The railway to the iron mines was already in course of construction when the war broke out; everything was stopped, the workmen carried off willy-nilly to join the marauding bands of the Pretender, the town—which boasts that it has never been taken, although twice almost demolished during the two insane civil wars—was wrecked and well-nigh ruined, its industries destroyed, its commerce at an end. With peace and quietness came one of the most extraordinary revivals of modern times: the population increased at a marvellous rate, the new town sprang into existence on the left bank of the Nerrion, the river was deepened, the bar, which used to block almost all entrance, practically removed, extensive dock-works carried out; so that in ten years the shipment of ore from the port sprang up from four hundred and twenty-five thousand tons to 3,737,176, and is increasing daily. Bilbao, with its five railway stations, its electric tramways, and its population of sixty-six thousand, has become the first and most important shipping outlet of Spain. Nor have the southern ports of Huelva and Seville been much behind it in their rapid progress; while on the Mediterranean coast are Malaga, Almería, Aguilas, Cartagena, Valencia, and Tarragona—all vying with the older, and once singular, centre of commercial and industrial activity, Barcelona. The northwest seaboard has been hitherto somewhat behind the movement, owing to a less complete railway communication with the rest of the country; now that this is no more a reproach, the fine natural harbours of Rivadeo, Vivero, Carril, Pontevedra, Vigo, and Coruña, are gradually following suit, some with more vigour than others. The little land-locked harbour of Pasages has for some years been rapidly rising to the rank of a first-class shipping port.
It is satisfactory to note, from the latest statistics, that in 1899 Spain possessed a total of one thousand and thirty-five merchant ships, that in the same year she bought from England alone sixty-seven, and that 17,419 ships, carrying 11,857,674 tons of exports, left Spanish ports for foreign markets. Although no official information has been published since that year, the increase since the close of the war has been in very much greater ratio. From the same records we find that during the year 1899 no fewer than sixty-nine large companies were formed, of which twenty-three were for shipping, eight were new sugar factories, seven banks, seven mining, six electric, and ten others related either to manufacture or commerce, the total capital of these new enterprises representing one hundred and twenty-eight millions of pesetas.
In contrast to Portugal, the caminos reales, or high-roads, of Spain have long been very good. It is true that where these State roads do not exist, the unadulterated arroyo serves as a country road, or a mere track across the fields made by carts and foot-passengers, and when an obstruction occurs in the form of too deep a hole to be got through, the track takes a turn outside it, and returns to the direct line as soon as circumstances permit. An arroyo is given in the dictionary as "a rivulet"; it is, in fact, generally a rushing torrent during the rains, eating its way through the land, and laying down a smooth, deep layer of sand, or even soil, between high banks. Immediately after the rainy season this affords a firm, good road for a time, but eventually it becomes ploughed into impassable ruts by the wheels of the carts, unless trampled hard by the feet of passing flocks.
Government undertakes the cost and the super-intendence of the caminos reales, and does it well. The corps of engineers is modelled on French lines, and is a department of the Ministry of Public Works. The course of study is extremely severe, and the examinations are strict and searching. When a candidate passes, he is appointed assistant-engineer by the Ministry, and he rises in his profession solely by seniority. Every province has its engineer-in-chief, with his staff of assistants; the superintendents of harbours, railways, and other public works are specially appointed from qualified engineers. In addition to the care of the construction and repair of all highways and Government works in his district, the engineer-in-chief has the overlooking of all works which, although they may be the result of private enterprise and private capital, are authorised or carried out under Government concession. These concessions are only granted after the project has been submitted to, and approved by, the Ministry of Public Works, and it passes under the supervision of the engineer of the provinces. In old days, if not now, there was a good deal of "the itching palm" about the officials, not excluding the Minister himself, through whose hands the granting of concessions passed, even the wives coming in for handsome presents and "considerations," without which events had a knack of not moving; and when the army of Empleados became Cesantes, this work, of course, began all over again. The railway engineers form a separate body, the country being mapped out into arbitrary divisions, each under the charge of one engineer-in-chief, with a large body of assistants.
The telegraph system of Spain has now for many years been in a good condition. The construction of the lines dates from about 1862, when only five miles were in operation. There is now probably not a village in the whole country that does not possess its telegraph office, and in all the important towns this is kept open all night. A peseta for twenty words, including the address, is the uniform charge, every additional word being ten centimos. The telegraphs were established by the Government, and are under its control. All railway lines of public service, and those which receive a subvention, must provide two wires for Government use. Telephones are now in use in all large centres, and electric lighting and traction are far more widely used than in England.
