ROUTE NEAR THE THIRTY-SECOND PARALLEL. 
91 
per mile: in other words, to reduce a grading of 150 feet to the mile, to one of 40 feet to the 
mile, the expense of two additional engines, and the cost of working them through the pass, 
must be added. 
For more detailed information in regard to this, I refer to the memoranda and tables prepared 
by Capt. McClellan, Corps of Engineers, and the following extract from the report of Allan 
Campbell, Esq., an able American engineer, upon the railroad from Valparaiso to Santiago.’ 
EXTRACT FROM THE REPORT OF ALLAN CAMPBELL, ESQ., CHIEF ENGINEER OF THE VALPA¬ 
RAISO AND SANTIAGO RAILROAD. 
“From the known topography of Chili, and particularly from the facts stated in the preceding 
pages, it will naturally be inferred that a radroad route from Valparaiso to Santiago is only to 
be obtained by resorting to gradients of extreme acclivity. 
In no country where railroads have yet been constructed are more gigantic physical obstacles 
encountered. I refer particularly to the elevations to be overcome, and not to the labor or cost 
of constructing the road, because in this respect it presents a very favorable aspect. The only 
alpine region where this species of improvement has yet been extensively introduced, is that of 
the eastern part of North America. There the Alleghany mountains, stretching along the At¬ 
lantic coast from two to three hundred miles inland, separate that ocean from the rich and exten¬ 
sive valley of the Mississippi. 
The trade and commerce of this vast western region has long been the aim of the principal 
cities situated on the Atlantic. In the various works of canals and railroads constructed for the 
purpose, nearly two hundred millions of dollars have been expended. Stimulated by the great 
prize held out, the resources of States and cities have been bountifully applied; private capital 
has been unsparingly devoted, while the genius and skill of engineers have been developed in 
the noble rivalry. 
Boston, New York, Philadelphia, Baltimore, Charleston, and Savannah, have all engaged in 
the construction of railroads leading westward. Some of these lines are now completed, and 
others are approaching their termination. As these works pass over a country bearing a strong 
resemblance in its topography to that part of Chili now under consideration, some notice of their 
principal features will not be uninteresting. 
Without entering into minutiae, it may be stated, that the several routes are from three hun¬ 
dred to five hundred miles in length, amounting in the aggregate to about twenty-five hundred 
miles ; and, wonderful to relate, this vast extent of road is carried over such an elevated region 
without a single inclined plane, worked by stationary power. Some of the lines were originally 
operated in this manner, but they have been made to give place to gradients suited to the loco¬ 
motive engine. This fact will show the great importance attached to this consideration in a 
country where routes affording the cheapest and most rapid method of transport are aimed at. 
The route from Boston passes over a summit 1,500 feet above the ocean, with a maximum 
gradient of 83 feet per mile. Two roads lead from the city of New York to the western 
waters; one through the valley of the Hudson river, with a summit of only 650 feet above 
tide, and a maximum grade of 30 feet per mile; and another, (the Erie railroad) whose highest 
point is 1,700 feet above the Atlantic, on which grades of 70 feet per mile are adopted. 
Proceeding southerly, the mountains attain a higher elevation, and the routes from Philadel¬ 
phia and Baltimore are carried over very elevated summits; that of the former being 2,400 feet, 
with gradients of 95 feet per mile, and the latter about 2,600 or 2,700 feet, with a maximum 
gradient of 116 feet. As this latter work so closely resembles the Santiago road, I shall have 
occasion, presently, more particularly to speak of it. 
Proceeding still farther south, the mountains again decline, and the Charleston and Savannah 
routes cross them at an elevation of 1,500 feet with very moderate grades, not exceeding 40 
feet per mile. 
