The History of Cuba, vol. 5

by Willis Fletcher Johnson

In 1886 the Company took over another short line known as the Alfonso XII Railroad, that had been built three years before. After various fusions and transfers, these properties were combined in one, with an initial capital of $16,875,196. The complete system of wharves and warehouses at Regla passed into the possession of the Company at the same time. Afterwards the short line connecting the city of Havana with the suburb of Marianao was absorbed, followed later by the taking over of the Cardenas and Jucaro Line.

In 1906 the Matanzas Railway was brought into the corporation, giving it at that time a combined length of 1127 kilometers, most of which was included in the Provinces of Havana and Matanzas. Later the United Railways were extended into the Province of Santa Clara as far east as La Esperanza, making in the year 1903, over the Cuban Central Railway, the much-desired connection with the Cuba Railroad to Santiago de Cuba and the Bay of Nipe. In 1907 the Western Railway of Havana, connecting the capital with Pinar del Rio, and the still further extension westward to the town of Guane, were brought under the control of the United Railways.

From Guane north and east a new North Shore Road for Pinar del Rio has been projected, which will circle around the western end of the Organ Mountains passing through the towns of Mantua, Dimas and La Esperanza, paralleling the Gulf Coast of the Province of Pinar del Rio until it reaches Bahia Honda, where it will connect with the western extension of the Havana Central now terminating at Guanajay. This projected line, which has been approved by Congress and the Railroad Commission, will pass through a comparatively undeveloped section of the Island, whose rich mineral zones and fertile agricultural lands between Bahia Honda and Guanajay have long suffered for lack of transportation. A very substantial subsidy which will materially assist in the construction of the road, may be considered as a guarantee of its early completion.

GRAND CENTRAL RAILWAY STATION, HAVANA

The city of Havana is not only the chief port but also the chief railroad centre of Cuba, from which radiate trunk lines running east, west and south, to all parts of the island, besides, of course, numerous short suburban lines. Since the establishment of the Cuban Republic, by mutually advantageous arrangement between the Government and the companies, a general terminal for all these roads has been provided in a handsome and commodious building conveniently placed adjacent to the water front.

The new electric lines connecting Havana with Guanajay in the west, and Guines towards the southeast, were joined to the United Railways, and a magnificent railway terminal was built on the old Arsenal grounds, acquired from the Government. This is a splendid modern four-story building of brick, stone and steel, with two artistic towers reaching a height of 125 feet, making it one of the most imposing edifices in the City. From this station trains arrive and depart for every part of the Island.

The combined mileage at present operating under the control of the United Railways of Havana is 1,609 kilometers or 963 miles.

From the viewpoint of commercial progress and utility it may be safely stated that Sir William Van Horne, by building the much needed connecting link of railroad between the eastern terminus of the United Railways at Santa Clara and the two terminals of the Cuba Company’s road at Antilla on the north coast, and Santiago de Cuba on the south, conferred on this Island a greater benefit than any other one man in that realm of affairs.

Immediately after the American occupation of the Island, Sir William Van Horne visited Cuba, en route to Demarara, British Guiana, and got only as far as Cienfuegos, Cuba. He later rode over the rich country lying between Santa Clara and the city of Santiago de Cuba, and in his fertile brain was promptly visualized a line of railroad passing through the center of the three eastern and largest provinces of the Island, and terminating on the shore of the two finest bays of Oriente, connecting this by rail with the west portion of Cuba. The Foraker Resolutions prohibited the securing of a franchise for the building of such a railroad, and but little encouragement was given Sir William Van Horne, while a number of obstacles were presented, including difficulties in securing right of way for the proposed railroad, without the right of condemnation. Owners of properties that were practically inaccessible, and whose products could not be exported except at great cost, were seemingly blind to the advantages that would accrue to them from the construction of such a line. This big-brained pioneer, however, who had only recently built the Canadian Pacific across the plains and mountains of the North American Continent, did not hesitate a moment in undertaking and carrying out his project of connecting the capital of Cuba with the rich and undeveloped territory lying to the eastward. Where right of way was not granted willingly he bought the properties outright, and built his railroad practically over his own farms and fields, with but little local assistance and no land grants of any kind.