The railroads have tended to enlarge the wants of the people by throwing them into contact with other civilizations and have raised the general standard of wages so that the people have more money to expend for material needs and luxuries. The abolishment of the alcabales, or local customs, was the logical result of the development of railways and was almost revolutionary. From the time of the Spanish conquest each city had collected a local tariff on all goods brought into the town for sale, and had raised a great part of its revenues in this way. Changes come slow in this country, but are nevertheless sure. It may be that at some time in the future the brown back of the burden-bearing cargador will be relieved of its load. It is a question, however, whether this change would be welcomed by the dusky descendants of Montezuma.
The encouragement given to railroad construction has been done with a lavish but well-directed hand. It is estimated that more than one hundred and fifty million dollars have been spent by the Mexican government in subsidizing railroads and in developing harbours, and the end is not in sight yet. Perhaps the motive has not been altogether unselfish for no one influence has assisted so much in centralizing the power in the hands of the Diaz government or been such a potent force in tranquillizing a naturally turbulent people, as the railways and the telegraph lines which always accompany them. Instant notice would be sent of any embryonic revolutionary movement and troops could be hurried to the affected district at once. There were at the close of 1906, according to government report, twenty-one thousand six hundred and eleven kilometers of railway track in Mexico, or about thirteen thousand five hundred miles, and this is increasing at the rate of several hundred miles each year. The subsidies on the principal lines have averaged from $10,000 to $15,000 per English mile, with the provision in most instances that after a certain period (generally ninety-nine years) the roads shall revert to the government at a certain fixed valuation. Construction is either of such a difficult character, or over such long stretches of semi-desert territory with poor and scattered population, that most of these roads would never have been built except for government assistance.
After the manner of the Romans and with equal truthfulness, the Mexicans say that all roads lead to the City of Mexico. This saying is almost literally true. The Valley of Mexico is traversed from every direction with the ferro carriles, or roads of iron, converging toward the capital. It now has direct communication by rail with almost every part of the republic except Yucatan and the Pacific slope, and can reach this coast at one point by a roundabout way to Salina Cruz.
The back-bone of the extensive railway system is formed by the two great trunk lines which reach out to the north from the City of Mexico, gradually diverging until at the places where they cross the muddy Rio Grande they are several hundred miles apart. These railways traverse the broad central plateau of which Humboldt, the great traveller, wrote, “so regular is the great plateau and so gentle are the slopes where depressions occur, that the journey from Mexico to Santa Fe, New Mexico, might be made in a four-wheeled vehicle.” There are hundreds of miles where construction work was exceedingly easy, as it consisted simply of shovelling up a slightly raised bed and laying the ties and rail. Rough mountain construction in other places, and especially in entering the Valley of Mexico, required the work of the very best engineers. By whichever route the traveller enters Mexico it would be well if he could sleep over the first two hundred miles while the train is passing over the semi-desert plains of Northern Mexico where the dust filters through the car windows in clouds.
The government of Mexico has entered the railway field for economic reasons. It is simply another indication of the intention on the part of President Diaz to control the railway situation in behalf of the people by preventing excessive rates through the pooling of interests. The spectre of railway consolidation similar to the merging of the great systems in the United States influenced the officials more than anything else, and the government did not want the railway situation in Mexico controlled by any of the large American companies. The project was begun only a few years ago by actual purchase in the open market of a controlling interest in the National railroad. This purchase was made by a select firm of New York brokers, and the real buyer was not revealed until sufficient stock had been secured to insure control of the properties. These lines are now known as the National Lines of Mexico and have a mileage of about eight thousand miles. They will be held by a corporation with a capital of $250,000,000, organized under the laws of Mexico, the control of which will be vested in the Mexican government, although there will be a minority board in New York. They include one hundred and sixty miles of track in the United States from Laredo to Corpus Christi, Texas.
The main line of the system is the former National Railroad extending from Laredo to the capital, a distance of eight hundred and thirty-nine miles, several hundred miles shorter than the Central. It passes through the important cities of Monterey, Saltillo, San Luis Potosi and Celaya. Originally constructed as a narrow gauge line, it has been changed to standard width throughout its entire length. The Mexican International Railroad, which enters Mexico at Eagle Pass and runs through Torreon to Durango with a branch to Monterey, has been added. The Interoceanic Railway, whose main line connects the capital with Vera Cruz, passing through Puebla, the third largest city in Mexico, is also now a part of this system. At the present time this line is narrow gauge, but preparations are now being made to widen it to standard gauge. Quite recently the government purchased the Hidalgo Railroad, which extends from the City of Mexico to Pachuca, State of Hidalgo. It is the intention of the government to extend this line immediately to Tampico, thus making a short and direct route to this port.
In December, 1906, the government announced the purchase of the Mexican Central Railway, its only large competitor, and this road will be added to the system known as the National Lines. The reasons for this purchase were stated by Minister of Finance Limantour to be “the aggressive attitude assumed by certain great railway systems in the United States.” It was feared that the great railways of the United States would step in and absorb this important line, and saddle upon the people the trust evil. The Mexican Central is the largest railway system within the republic and owns more than three thousand five hundred miles of track. The main line extends from El Paso, Texas, to the capital in a southeasterly direction a distance of one thousand two hundred and twenty-four miles. This was the first road constructed to the United States border and received the largest subsidy of any line, amounting to $15,200 per mile. Construction work was begun in 1880 at both terminal points and rushed to completion so that through trains were running less than four years later. This made an average of nearly one mile for each working day. It traverses sections rich in agriculture and mineral resources and passes through many of the important cities. Among these are Chihuahua, Torreon, Zacatecas, Aguas Calientes, Leon, Irapuato, Celaya and Querétero. It reaches a population of several millions on the table lands.
Two important branches of the main line run to the gulf port of Tampico, which is second only in importance to Vera Cruz. One of these lines branches off at Aguas Calientes passing through San Luis Potosi, and the other at Torreon, passing through Monterey. At Irapuato a branch line runs west to Guadalajara, the second largest city in Mexico, and is being extended through to Manzanillo, a good harbour on the Pacific coast. It is expected that this road will be completed January, 1908, and will give the capital what has long been needed—a direct route to the Pacific. The difficulty and great cost of construction in reaching this coast has delayed the various projected lines, for the drop from the high plateaus to the sea level is very abrupt. It is estimated that the last hundred miles of this extension will cost $5,000,000 in gold. Another branch of this system extends south from the capital through ancient Cuernevaca to the Balsas River, with an ultimate destination of Acapulco, the finest harbour on the Pacific Coast of either North or South America. There are also numerous smaller and less important feeders.
The Mexican Railway which connects the port of Vera Cruz with the City of Mexico is the oldest railroad in the republic. It was first incorporated under the empire in 1864 as the Imperial Mexican Railway and exceedingly favourable concessions were granted. Owing to the political disturbances it was not completed until 1873. It was built with English capital and cost a fabulous sum. The monopoly which it held for years enabled it to pay big returns to its owners for a long period and even now its earnings compare favourably with our own western lines. This road is noted as one of the most picturesque railways in the world, for in a few hours one is transported from the high plateaus to the sea level.