Also the law insists on dormitory coaches on the all-night journeys.

They are more commodious, because on most of the lines the gauge is wider than in England. There is none of the uncomfortable sleeping behind curtains, with, maybe, a stranger in the bunk overhead, and then having to wash in the smoking-room, which the long-suffering men of the United States put up with under the notion they possess the most luxurious travelling in the world. When you come to "special cars," a thing we know nothing about in England except for royalty, the United States comes first, but I would say Argentina is a close second.

Nothing could be jollier--when a sand storm is not on the wing--than travelling with pleasant friends in a reserved coach. It is like a flat.

There is a sitting-room, and on a chill evening the fire burns brightly in an open grate. On a hot afternoon you have your easy chairs out on the platform at the rear and, with legs c.o.c.ked up on the rail, you can smoke your cigar. You press a b.u.t.ton, and when the attendant has brought you an iced c.o.c.ktail you agree that "roughing it" in Argentina is a delightful experience. If your car is properly equipped with a good kitchen and a good cook, and there is a decent "cellar"--hospitality is one of the legitimate boasts of the people--you fare as well as you would do in a first-cla.s.s hotel. Were it not that I might be thought a sybarite, I could write like a chef about the menus I experienced and enjoyed in my long excursions throughout the land.

"This is a nice chicken," I said to my host one night. "Yes, we have a chicken run under the car," he answered. I laughed, for I imagined the innocent stranger was having his leg pulled; but the next morning personal inspection a.s.sured me there was a "run," in the shape of a long galvanised screened box beneath the car.

It was pleasant to have a bedroom four times the size of a crib on an English "sleeper," to have a writing-table with electric light, and a bathroom adjoining. But the chief joy of a special car was that there was no changing to catch trains. Instructions were given that we would stop at a certain place at nine o'clock in the morning. The car was detached and shunted into a siding. We lived on the car and slept on it.

Orders were given that we were to be picked up by the 3.15 local train in the morning, taken down a branch line forty miles, attached to the express which would be coming along at seven o'clock, and were to be released somewhere else at 10.15 and put into a siding. I lived this sort of life for nearly a month. It was the best possible way of seeing the country.

Sometimes we travelled from point to point during the night; sometimes we camped, as it were, at a little wayside station, with the silence of the plains around us except when a great goods train went roaring by. We kept up the joke about "roughing it." After a dinner party, when the coffee and liqueurs were on the table, and the sitting-room was pouring billows of cigar smoke from the wide-open windows, we leaned back in our big chairs and hoped that other poor devils who were "roughing it" in the wilds were having no worse a time than we were.

Of course, the pa.s.senger traffic--except around Buenos Aires--is a secondary consideration compared with agricultural produce. It is estimated that the area of land suitable for agriculture but not yet cultivated is 290,000,000 acres, really all beyond the zone of railway influence. At a greater distance than fifteen miles from a railway station the cartage of the produce becomes so expensive and difficult that the profit disappears. Information supplied me by the Argentine Agricultural Society shows that the average cost of cartage is 0.70d.

per mile per cwt. Therefore, whoever has his farm farther than fifteen miles from a station has to pay 10d. per cwt. for cartage. Lands lying within the agricultural zone, but distant more than fifteen miles from a railway station, lose enormously in value, as they cannot be utilised except for live stock. To find a means of facilitating and cheapening the transport of cereals would be to double the production and value of the lands. The Agricultural Society thinks the solution may lie in the construction of cheap auxiliary lines of the simplest kind, which, laid down parallel to the princ.i.p.al lines at a distance of nineteen to twenty-two miles, or at right angles to them, would hand over to cultivation considerable zones of valuable fertile lands, and concentrate the produce in the loading stations at a fair cost to the farmers.

The question is well asked, if the 20,000 miles of rails are only sufficient to permit the cultivation of 70,000,000 acres, how many will be necessary when nearly 300,000,000 more acres are being worked? At present about 1,000 miles of fresh railroad are being laid down each year. 20,000,000 a year is being put into new railroad construction.

Yet thirty years ago (1884) the total amount invested in Argentine railways--now running into hundreds of millions--was only 18,600,000.

In 1885 all the railways in the Republic transported cargo amounting to a little over 3,000,000 tons. In 1905 it was over 12,500,000 tons. In 1913 it was moving toward 40,000,000 tons.

One harks back to the time of William Wheelwright, who may be called the father of railways in Argentina. It is three-quarters of a century since he was shipwrecked at the mouth of the River Plate. It was as a starveling that he got his first knowledge of Argentina. He had come from the United States, knew what railways were beginning to do for the North, and dreamed what they ought to do for the South. When he got back to the United States he tried to interest his countrymen. But the North Americans turned a deaf ear. There they missed one of the greatest chances in their commercial history. Had they seized their opportunities, and come to South America with their adaptive enterprise, the story of the relationship between the United States and the Latin republics below them would have been very different from what it is to-day. Finding he could raise no capital in his own country for railway enterprise in Argentina, William Wheelwright came to England and interested Thomas Bra.s.sey, one of our railway pioneers. Bra.s.sey, Wheelwright, and others got capital, and a little line out of "B.A." was built. Other little lines were built. Bigger lines were built. There were set-backs; occasionally the investing public was shy. But, all told, for forty years a mile a day of railroad was laid down in Argentina, and during the last few years the rate has been three miles a day. And it is all done by British capital.

Before I went out to this country I was conscious of a certain apprehension in England that we had rather too much money in Argentina, and that it was about time we called a halt. The general average of dividend during recent years has been a fraction over 5 per cent., not much return for adventure in a new country; but the fact is not to be lost sight of that enormous extensions have been provided out of revenue, as well as out of fresh capital. That there is jealousy amongst considerable sections of the young Argentines at the financial interests which a foreign country like England has in the Republic is undoubted. But it may be said that the ma.s.s of the people recognise what they owe to foreign capital, and although the Government is inclined to increase the tightness of its grip on railway administration, making bargains for lines through uneconomic country in return for a concession through fertile land--so that occasionally a company will throw up a scheme rather than pay the price by building in a region the Government wants to be developed--I do not think it can fairly be said that the Government is antagonistic to foreign capital. The danger of foreign capital getting a hold on Argentina in the way of extensive concessions is sometimes preached; but the pouring of foreign gold into the country brings too precious a return to the Argentines themselves for any check to be put upon it.

Besides, in strict fact, very little money is taken out of the country in the way of dividend; the profits are mostly thrown back to provide new works. I have lying before me the returns of the four princ.i.p.al railways for the year ending June 13th, 1913 (the Central Argentine, the Great Southern, the Buenos Aires and Pacific, and the Western of Buenos Aires). During the year the four companies expended in additional capital 8,870,639, and the earnings were 9,017,944, so that the investing public extracted only 147,305, which is not a large draft in return for the hundreds of millions invested. The manner in which the earnings are thrown back into the country for further development shows that, despite the vague apprehensions in certain quarters, the public confidence is still firm.

The Central Argentine Railway may first be described, because not only does it date its origin from the earliest times of railway enterprise in the Republic, but it is one of the most up-to-date lines in the world.

At the head of it as general manager is Mr. C. H. Pearson, young, shrewd, and, like most strong men, a quiet man. When in England I hear of lack of capability in railway management I think of such a man as Mr.

Pearson, who has won his spurs at home, and by clear vision and steady, determined action is successfully directing a company which has 3,000 miles of railroad, most of it through rich country. The line to-day is the offspring of amalgamations. In the early 'seventies the Central Argentine opened a line from the river port of Rosario to Cordoba, two hundred and forty-six miles. Later on Buenos Aires and Rosario were joined by another railway company. Subsequently the two lines were linked. Always, without halt, the line has pushed its head into fresh country, until now its arms stretch like a fan with Buenos Aires as the base.

I have heard Buenos Aires and Rosario described as the London and Liverpool of Argentina--and the ill.u.s.tration is apt. Rosario, to be pictured in a later chapter, is a business and shipping centre, and between the two towns there is a constant rush by commercial men. It is inspiriting to see the rush at the Retiro station in the early morning, when men are busy getting their newspapers at the stalls and hastening to the breakfast car and the roomy coaches. To the eye of the newly arrived stranger there are innumerable little differences from things he is accustomed to at home. But they are matters of detail to which you speedily get used, so that after a week or two, or even a few days, you have a little start in the realisation that you are not travelling in a London and North-Western express, but amongst a similar crowd of business men, in a far part of the world, who are intent on their own affairs.

Twelve pa.s.senger trains journey daily between Buenos Aires and Rosario.

Until Mr. Pearson came along with fresh ideas most of the pa.s.senger traffic was by night. Trains left both places at ten o'clock; the pa.s.sengers went to bed, and early next morning the destination was reached. Now there are two day express trains completing the journey in just under five hours. Only first-cla.s.s pa.s.sengers travel by these trains, as excellent as the expresses between New York and Philadelphia.

There is nothing in the way of scenery to move one to rapture; but there is good agricultural progress on either side. The line is being double tracked and stone ballasted, and the running is comfortable. And sitting in this train, thronged with business men, whilst the great engine tears along to keep to scheduled time, you understand something of the spirit of modern Argentina.

Amongst the cities of the world Buenos Aires takes thirteenth place in size. With its population of a million and a half, long-distance electric tramcars and the inst.i.tution of an "underground" system are not enough. High rents are driving many thousands to the suburbs, and when, in the morning, the rush of trains begins to deliver throngs of men and women into the heart of "B.A.," the scene is animated. All the big companies running out of "B.A." are nursing their valuable suburban traffic. The Central Argentine is electrifying over forty-four miles of double track in the neighbourhood of the city. This company, in the suburban section of its system, now carries 15,000,000 pa.s.sengers a year. All the trains of the company run 889,000 miles a month. A handsome new station is being erected on the site of the old Retiro. I was able to inspect the latest pneumatic system of signalling. When at Rosario I went over the extensive workshops, and although it would be idle even to suggest they compared with Crewe, Swindon, or Doncaster, considering most of the parts are imported, they are comprehensive works, and the machinery of the best.

Since Mr. Pearson has been in charge the Central Argentine has taken to running excursions, and encouraging the holiday makers in the flat lands to go and seek bracing air in the Cordoba mountains. Alta Gracia--of which more anon--an old Spanish town which has been drowsing in the sun for several centuries, is now one of the most popular of holiday haunts.

But, though naturally enough the average pa.s.senger considers a railway line from the way it ministers to his needs, it is the goods traffic which is of first importance to railways in a country like Argentina. I went on the Central Argentine line as far north as Tuc.u.man, and as far west as Cordoba and Rio Cuarto, and beheld the richness of the plains.

There were endless miles of wheat and maize and linseed; there were the great herds of cattle and sheep. I witnessed the sugar cane harvest in the north in full swing.

All the goods are not brought into "B.A." The line runs to three up-river ports, Rosario, Villa Const.i.tucion and Campana, where there are wide wharves and grain elevators. A goods tonnage of nearly 7,000,000 a year and receipts of nearly 3,500,000 a year spell big business. Yet one found this was only the beginning of things. Already there are gigantic schemes in project for irrigation works in those stretches which are incapable of use because of the insufficient rainfall. The Argentine Government is giving serious attention to this matter. But the railway companies in the Republic are not content to twiddle their thumbs and keep asking, "Why does not the Government do something?" All of them are attending to irrigation themselves, or are doing the work for the Government. The Central Argentine, on behalf of the Government, have an irrigation scheme on hand which will cost close upon 600,000.

New lines and extensions up to a further 1,600 miles are projected to cost 8,000,000. Over 35,000 employees are on this line. The length of rolling stock is 143 miles, including 600 pa.s.senger coaches and 2,200 beds. Twenty million pa.s.sengers are carried a year, and the total receipts work out at 40 a week per mile.

The second big railway which attracted my admiration was the Buenos Aires and Pacific, which strikes westward across the continent. The company was formed as recently as 1882, but it has a present capital of over 50,500,000. It owns 1,406 miles, it leases 2,011 miles, and so operates 3,417 miles. Some 150 miles are under construction. It has over 16,000,000 pa.s.sengers annually, and over 6,000,000 tons of freight; and its gross earnings in the last financial year (July 1912 to June 1913) were 5,590,613. During the last ten years it has absorbed a number of lesser lines--the Villa Maria Rufino, the Bahia Blanca and North-Western, the Great Western, and, lastly, the Argentine Transandine. It has also bought a length of over 200 miles of Government line out in the west. The "B.A. and Pacific" has several subsidiary undertakings. In conjunction with the Great Southern Railway it has a well-equipped light and power company. In my chapter on Bahia Blanca I shall deal with the port accommodation provided by the Pacific Company to dispatch the grain produced within its area to Europe. Perhaps the most important improvement made by the company has been the high level independent access to the city of Buenos Aires. This line, which is five miles in length, consists of two viaducts of brickwork, containing 116 arches of 42.3 feet span each, and 19 steel bridges, the largest being 178.8 feet. From the River Plate an area of 366 acres is being reclaimed to be used for goods sidings and access to the docks. For the conveyance of coal, and materials for use on the line, the company owns its own fleet of steamers. It would be easy enough to give a bunch of figures to show how the pa.s.senger traffic has grown; anyway, its suburban service bears comparison with that of any other line entering the capital.

The Buenos Aires and Pacific Railway is becoming increasingly popular, for people desiring to see the world now travel from "B.A." across the pampas, over the Andes, and so down to Valparaiso in Chili, where steamers can be obtained to take them up to Peru, Panama, and San Francisco. Leaving "B.A.," the train runs for some twelve hours across an extensive plain which is far from indicating to the traveller the great mountain ranges which will surprise him later on. Across this plain the lines of the railway extend in an absolutely straight line from Vedia to Makenna, a distance of 175 miles, which is the world's record. Near the first-mentioned station the railway curves in the form of an S; without this, the stretch on the straight would have been 206 miles long.

Although the pampas are occasionally marked by undulations and small green-covered slopes, the first notable elevations are not encountered until Mercedes is reached. These are the San Luis hills, the outposts of the Cordillera. Pa.s.sing on the western side of this chain the picturesque city of San Luis is reached. As the traveller approaches the Cordillera of the Andes he finds himself in a district topographically distinct but always fertile, and watered by ca.n.a.ls fed by the Tunuyan and Mendoza rivers. The view of the Cordillera in the early morning is a spectacle worthy of admiration. At a distance of one hundred miles before arrival at Mendoza the interminable chain of the Andes, with its snow-capped peaks mingling with the clouds, is distinguishable. As the train approaches their imposing grandeur becomes more and more evident.

Another of the views which delights the tourist, and makes the business man think, is that of the smiling vineyards extending on both sides of the line in a delightful prospect until lost on the horizon.[B]

[B] Subsequent chapters describe Mendoza and the author's personal experience during a trip into the Andes.

From Mendoza the line runs across the Andes by the Uspallata Valley route, the only transcontinental line in South America. What the Suez Ca.n.a.l and the Trans-Siberian Railway have done for the Far Eastern trade, the Transandine Railway is achieving for transcontinental traffic in South America by giving rapid communication between the two South American Republics--reducing the journey between Buenos Aires and Valparaiso from thirteen and a half days to thirty-eight hours--and thereby cementing closer commercial relations and developing trade with the Far East.

This has only been made possible by the summit tunnel of the Transandine Railway, which was opened for public traffic in May, 1910, so that the distance between Buenos Aires and Valparaiso has been reduced to 888 miles. It is probably of interest to state that this tunnel is one of the longest of its kind in the world, being 10,384 feet long, including two artificial ends 442 feet in length altogether, and it lies at an elevation of 10,778 feet above the sea-level. It is nearly 1,500 feet higher than the highest carriage road in Europe, that over the Stelvio Pa.s.s, and more than 3,500 feet higher than the Mont Cenis, St. Gothard, and Simplon tunnels. So well were the levels and lines kept that the difference at the junction was only 3/4 inch, and of the line 2-3/4 inches, while the chainage was only 2.14 inches less than calculated. At one period 1,700 men were engaged on the works.

Unfortunately, the beautiful and impressive bronze statue of the Christ is not visible to pa.s.sengers in the train, but it can easily be reached by coach or mule from Inca. It stands some 3,000 feet higher than Las Cuevas, and is situated on the dividing line between Argentina and Chili. It was the gift of a pious Buenos Aires lady, Senora Cesar de Costa, and was erected as a monument to the signing of the peace treaty between the two countries.

The Pacific Railway has expended over 80,000 in snow protection for their line during the past two years, with the result that through traffic can be maintained throughout the severest winter with perfect safety.

[Ill.u.s.tration: THE STATUE OF CHRIST ON THE ARGENTINA-CHILI FRONTIER.]

The line brings Chili at least a fortnight nearer London, a great consideration in these days of commercial enterprise. British manufacturers are taking advantage of the fact, and that there is a growing demand in Chili for British goods is shown by the increasing number of representatives who favour this route. Previous to the opening of the railway pa.s.sengers and goods had to travel by boat through the treacherous Straits of Magellan, a long and tedious journey. Now a well-appointed and comfortable train is entered at Buenos Aires, and thirty-eight hours later the traveller finds himself in Valparaiso or Santiago.

But the fortune of the Buenos Aires and Pacific Railway really lies in the V-shaped territory from Mendoza to Bahia Blanca and Buenos Aires.

There is a great country still to be awakened in the foothills of the Andes. There are millions of acres on the pampas awaiting the plough and the coming of the cattle breeder. The Pacific Company cannot but go on and prosper. It is a matter of regret, however, that it has lost as general manager Mr. Guy Calthrop. In the handling of a complex railway system he has no superior. A strong man, physically and mentally, he has had rough hours during labour trouble. But he kept a steady nerve. He went out to Argentina with high reputation of his work on the Caledonian line; he has shown the capacity of a general in the development of traffic during the few years he has been in Argentina. But England called him to take the most responsible post in the railway world, the general managership of the London and North Western Company.

Now I come to the Great Southern Company, one of the oldest and one of the most famous lines on the South American continent. From "B.A." it extends southwards for 500 miles to Bahia Blanca. From there it shoots westwards for 348 miles to Neuquen, and an extension to the Chilian frontier is on its way. On behalf of the Government the company is carrying forward extensive irrigation works in the Neuquen territory which, when completed, will convert the valleys of the upper Rio Negro and Rio Neuquen, hitherto one of the least productive, into one of the most fertile regions of the country. The growth of the company, since it started in 1865 with a length of 71 miles, is worth noting. After 1865 the mileage grew progressively as follows: 1873, 145 miles; 1883, 472 miles; 1893, 1,406 miles; 1903, 2,404 miles; 1913, 3,641 miles. The lines actually in course of construction, or about to be commenced, represent some 670 miles. Thus it can be safely calculated that the mileage of the Great Southern Railway will, before long, exceed 4,300 miles. You get an appreciation of the zone served by the Southern by the comparative figures of the increase in its pa.s.senger traffic during the last five years: 1909, 16,865,200; 1910, 18,906,505; 1911, 22,231,112; 1912, 24,069,974; 1913, 27,454,719. Of these last figures, for 1913, it is significant that the suburban traffic is represented by 19,841,156, which shows the population that lives within reach of Buenos Aires.

[Ill.u.s.tration: PLAZA CONSt.i.tUCION STATION AT BUENOS AIRES.]

Pa.s.senger traffic is, in fact, a main feature of the Buenos Aires Great Southern Railway. On the Monday following the Easter holidays in 1913 trains with no fewer than 102 sleeping coaches arrived at the company's termini in Buenos Aires. Of these, fifty were from the fashionable bathing resort at Mar del Plata. The special feature of this Mar del Plata service is, that during the season as many as three heavy trains, composed of sleeping cars, are run nightly, in addition to afternoon expresses, formed of luxurious parlour cars, which run three days a week. In 1913 35,964 return tickets were sold to this watering place 250 miles from Buenos Aires. In the same year parcels and excess baggage represented 291,608 tons, though it should be stated more than half this amount was for milk, b.u.t.ter, and cream. The number of tons of goods carried in 1909 was 4,852,379; in 1913 the tonnage was 7,977,663. Live stock carried in 1909 were 5,576,983, whilst in 1913 the number was 6,562,951. Fully 50 per cent. of the live stock received at the slaughter-houses for consumption in Buenos Aires, and by the freezing establishments for export to England in the form of frozen or chilled meat, is dispatched from southern stations. The bull that obtained the championship in 1913 at Palermo, and fetched the world-record price of 7,000, was born on Senor Pereyra Iraola's estate at Pereyra station on the Great Southern Railway.

Practically the whole of the zone served by the Great Southern Railway in the Province of Buenos Aires is adaptable to the growing of cereals generally, with the exception of maize, which is limited to the districts nearest Buenos Aires. The authorised capital of the Southern is 53,525,530, and that issued amounts to 48,981,530. The net receipts for 1913 (June 30th) amounted to 2,870,349, and the dividend for the year was 7 per cent., which has been maintained for the last fifteen years, being, indeed, as high as the law will permit. The company's rolling stock, comprising some 15,000 vehicles, was recently valued at 7,437,654. The general manager of the company is Mr. Percy Clarke, the doyen amongst English railway officials in Argentina, and a man of charming personality.

It is unnecessary for me to go through a catalogue of all that is being done by the various railroads in the Republic. But I must refer to the work being done by what is known as the "Farquhar group," an amalgamation of railways under the spirited enterprise of Mr. Percival Farquhar, a go-ahead North American who is chiefly responsible for the creation of the Argentine Railway Company, which is incorporated under the laws of the State of Maine, U.S.A. This company was formed a couple of years ago (July 12th, 1912) to group together various railways in order to obtain benefits of unified management, and provide increased railroad facilities in the northern districts of the Republic. Two of the princ.i.p.al railways which this company now control are the Central Cordoba and the Entre Rios lines. Also it has a controlling interest in a number of smaller companies. The biggest amalgamation effected by this company has been the purchase by the Cordoba Central Railway of the undertakings of the Cordoba and Rosario and Cordoba Central Buenos Aires Extension Lines; and the proposal at the time of writing is to create 23,000,000 worth of new stock, whilst 18,000,000 worth is to be issued to the holders of existing stock in the three companies. A good deal of reorganisation is in progress.

Although compet.i.tion between the big lines is as severe as anywhere in the world, except within the United States, this movement in Argentina for amalgamation and agreement in regard to spheres of interest shows a disposition to put an end to fierce rivalry. Indeed, it is more than likely that within the next few years there will be more amalgamation and working agreements between the big companies.

CHAPTER XII

ROSARIO

It was not my fortune to see Rosario, one of the leading commercial cities in the Republic, under the most favourable circ.u.mstances. During the few days I was there the weather was all it ought not to have been--dull and rainy and cold--and the streets, except in a few central thoroughfares, mora.s.ses of mire.

It is a purely commercial town. It puts forward no claim to be artistic or cultured, and it has no pretensions to be a leader of fashion. All the men in Rosario are engaged in money-making. There are big offices, and the business men are at their desks early in the morning and remain late in the afternoon. Great railway lines converge upon Rosario, and along the front of the River Parana there are miles of goods sheds and wharves, with ships lying alongside into which the elevators pour their streams of wheat. There is the constant shunting of trains, the shrieking of cranes, and the swinging of derricks.

The workers are the best type of Latins, Italians from North Italy, or North Catalonian Spaniards or Basques. Other Latins do not get much of a chance in Rosario. There are a number of Englishmen, but they are swamped in the total. I made inquiries about the relative merits of English and Italian working men, and was told that the Englishmen are superior, two of them doing the work which it generally takes three Italians to accomplish. But it did not strike me, considering the high cost of living, that the workers in Rosario are highly paid from an English point of view. Commerce is frequently held up by strikes.

Indeed, there is probably no place where strikes are so recurrent as in Rosario.

This is a town which came into existence a century ago as a sort of military outpost to fight the Indians. Half a century back it was little more than a village, and in 1870 it had a population of 21,000. To-day the inhabitants number 200,000. It is a great port for sending abroad wheat, maize, and linseed; indeed, its exports annually are about 5,000,000 tons. As the country north of Rosario is rapidly being colonised, and as the town is the up-river port capable of receiving ocean-going steamers, its continued growth is a.s.sured. Though, of course, I do not forget the gradual silting of the River Plate into which the Parana flows, and the restraint this is sure to put upon shipping in the future, Rosario is certain to go ahead. The day is not far distant when there will be extended railway communication between Argentina, Brazil, and Bolivia; and, as all the lines will pa.s.s through Rosario, it will get the benefit. It is reported that Brazil has coal mines yet to be exploited, and if this takes place Argentina, which is much in need of coal, will be one of the princ.i.p.al markets.

I spent an interesting morning in the workshops of the Central Argentine Railway, which are situated here. They are extensive works, though most of the engines on the line are brought from England. The majority of the workmen, naturally enough, are Italians, though the men at the heads of departments are Englishmen. The goods yard of the Central Argentine Company is as large as that at Crewe, and is ever busy with the great freight cars coming in from the west and north. When I was there the railway station was being transferred to another part of the city so that pa.s.senger and goods traffic could be more expeditiously handled.