It is a source of satisfaction to state that the cash capital with which Bolivia is provided to the amount of $10,000,000 is supplemented by capital raised in the United States, and that the construction of the lines which constitute links in the Pan-American route will be undertaken by important New York financial interests. The committee is unofficially informed that the lines which New York financial interests have contracted with the Bolivian Government to build make a total of more than 600 miles to be constructed during the next five years. ARGENTINE REPUBLIC. The Argentine Republic system of railways had been carried on so steadily that when the Mexican Conference was held Buenos Aires was already in communication with the town of Jujuy 1,000 miles to the northwest. The Argentine delegation to that Conference, in presenting the report which showed how progressive their Government had been in railway construction and how fully the national resources had been developed, stated the measures for prolonging the lines north into Bolivia. This prolongation has been going forward over the intercontinental route, though retarded for a time by engineering difficulties and by other causes. Nevertheless, the work at no time was abandoned, and at different periods announcement has been made of short sections opened up for traffic. The committee at the present time is not definitely informed when the boundary at La Quiaca will be reached, but unofficially it has information that this may be expected within another year, and that then the work will be pushed rapidly over the Bolivian section to Tupiza. The Bolivian Government having decided to build the line from Tupiza to Potosi instead of from Tupiza to Uyuni, this Tupiza-Potosi section may be looked upon as the natural prolongation of the Argentine system. The committee is not advised up to this time whether the tentative propositions for its construction under guaranty from the Argentine Republic have been made the basis of a formal contract between the two Governments, but the railway developments indicate the union of the railway lines of Argentina, Bolivia, and Peru within a few years. CHILE. Railway construction in Chile proceeds along routes which insure that the lines of that country will be connected with the Pan-American system. The longitudinal railroad system of the Government has advanced to the south of latitude 40° and in the far north it is being prolonged to communicate with La Serena in latitude 30°. Studies have been made with the purpose of uniting various branches which will place the longitudinal line in communication with Iquique, latitude 20°. From there it is projected to continue the work north toward Arica. The contract has been made for the construction of the railroad from Arica to La Paz, the capital of Bolivia, and this line will be constructed by the Government of Chile. At the beginning of the present year the railway which joins the central system of Chile with the western entrance of the tunnel through the Cordillera of the Andes, communicating with the Argentine railways, was completed and it is expected that the tunnel will be finished within two years. The importance of this trans-Andine tunnel, which will unite the city of Valparaiso on the Pacific with Buenos Aires on the Atlantic, was fully understood for many years and numerous efforts were made to carry the project through, but from time to time they were abandoned. It is very gratifying to note that the legislation and the financial guaranty authorized by the Congress of Chile, which insure success, have been enacted since the Mexican conference and this trans-Andine tunnel may be considered as one of the most important advances in South American railway projects that has been undertaken since the report was made to that conference. Its completion will be the consummation of a really gigantic enterprise that has been an aspiration for half a century. URUGUAY. The committee is informed that the definite railway policy which was adopted by Uruguay several years since is now being followed out and the lines of the country are being extended in accordance with that policy, which recognized the exceptional importance of the Uruguayan railway as a means of inter national communication. The lines in operation are the Central Railroad, which starts from Montevideo and reaches the Brazilian frontier at Santa Anna do Livramento, so that it could easily be made to form a junction with the Brazilian lines, and the Midland Railway, which follows a northwesterly route till it reaches the Brazilian town of San Juan Baptista. It is proper to recall here the very important contribution to the literature of the Pan-American Railway which was made by Señor Juan José Castro, a distinguished citizen of Uruguay, in his treatise on the South American Railways. This volume has been a mine of useful information in showing the basis of the Pan-American project and the relation of the various South American countries to it. It also has been of great value in exhibiting the other important interoceanic project of a line from the Atlantic to the Pacific starting at Brazil, crossing the Andes, and reaching the ports of Chile. The Uruguay railways have now advanced to the Brazilian border and the through communication it may be confidently expected will some day be established. The most recent project is the prolongation of the Central Railway from Nico Perez to Paso de Centurion at the boundary with Brazil to the northeast through the City of Melo with a branch to the town of Treinta y Tres. This line will cover a distance of 185 miles, crossing the only fertile zone lacking railroad communication with the rest of the country. PARAGUAY. Official information has not been received regarding the railways of Paraguay, but the project for bringing Buenos Ayres within a sixty hours' railway journey to Asuncion via Entre Rios by completing the line from Port Ruiz to Ibicuy and ferrying to Zarate may be considered even more important to Paraguay than to Argentina. The committee recalls with satisfaction that the President of that Republic, Dr. Cecilio Baez, was a member of the Mexican conference and was active in his cooperation in the work of the Pan-American Railway committee. Under his administration there is every reason to hope that the national aspirations of Paraguay, which include railway connection with the Pan-American system through a line to the boundary of Bolivia, will be encouraged by practical measures. BRAZIL. Since the sessions of the conference will be held in the capital of Brazil, where the fullest and most recent information regarding railway construction in that progressive nation will be obtainable, the committee does not attempt to present the facts here, but contents itself with expressing the hope that the policy of the Brazilian Government, as explained to the special Commissioner, heretofore referred to, when visiting that country, which policy contemplates lines reaching from the Amazon and from the Atlantic ports to the great undeveloped regions of the interior to the foothills of the Andes, will be realized. VENEZUELA. The relation of Venezuela to the Pan-American Railway project, as is well understood, is that of a branch from the main trunk in Colombia which would form a junction in Venezuela with lines to the seaports and also with a railway system stretching out toward Brazil. The facilities for transportation afforded by the river systems of Venezuela have caused the attention of railway builders to be turned chiefly to the opportunities for construction in the northern part of the country. The branch from the intercontinental main line would run from Medellin in Colombia via Puerto Barrio, Pamplona, Merida, and Trujillo to Valencia, where it would effect a junction with the railway now in operation to Caracas. While no steps are in prospect in the immediate future for building this branch the committee is nevertheless informed that it has not been overlooked in the general railway legislation of the country. In order to show the position of the Pan-American lines with reference to the various countries the map is annexed which was prepared under the direction of the committee to accompany the report of the special commissioner. The map does not indicate everything that has been done, because it is gratifying to state there has been additional construction since it was prepared, but it may be found useful in showing the progress that the project is making. In view of the fact that the data received by the committee will be supplemented by later intelligence presented to the conference, the committee does not deem it advisable to undertake a full description of the existing lines, the lines under actual construction, and those for which provision has been made. However, it summarizes these in the general statement that out of the 10,400 miles between New York and Buenos Ayres along the line of the proposed Pan-American Railway, at this date there are not more than 3,700 miles of intercontinental railway sections not specifically provided for. The committee, under whose direction the intercontinental surveys were made, and of which Mr. A. J. Cassatt was chairman, approximated the cost at about $32,000 a mile; but allowing the largest estimate for railway construction, which is $50,000 per mile, this would mean that the expenditure of $185,000,000 would insure the completion of all these sections. This certainly is not beyond the resources of the twelve or fifteen republics which are interested, and which could give substantial aid by large concessions of land and the granting of credit. It is very little more than what the Dominion of Canada will pay for its new transcontinental line, the main trunk of which from ocean to ocean will be about as long as the uncompleted sections of the Pan-American line. It is not too much to assume that the various republics by cooperation among themselves and with the United States can do as much as the Dominion of Canada is doing for itself. The total sum distributed among them would not be large, and the returns would justify the expenditures made by each nation within its own borders, because every section of the Pan-American line that is built both develops the local traffic and by widening the trade zone helps to create traffic in adjoining regions. In reviewing the work of the committee and in giving the status of the project in the various republics, it is fitting to acknowledge the very cordial assistance which has been afforded by the diplomatic representatives accredited in Washington. They have at all times endeavored to furnish the committee with the information sought, and have aided in its efforts to give publicity to the general subject. Since its original appointment some changes have been made in the personnel of the committee. In April, 1905, the committee added Mr. Charles M. Pepper to its membership. In March of the same year the committee suffered the loss of one of its most active and respected members in the death of Señor Manuel de Aspiroz, the ambassador from Mexico. Ambassador de Aspiroz was a member of the committee from its organization, and he gave to its work the same earnest endeavor and intelligent effort that were conspicuous in his career as a soldier of his country, a statesman, and a diplomat. In February of the present year, Mr. Joaquin de Casasus, the worthy suc cessor of Ambassador de Aspiroz, was elected a member of the committee, and he has since given it the benefit of his counsel and advice. The Pan-American Railway to-day is as deserving of support as when Mr. Blaine, then Secretary of State, in presenting to President Harrison the report of the railway committee of the Washington conference, said: "No more important recommendation has come from the International American Conference, and I earnestly recommend it to your attention, with full confidence that prompt action will be taken by Congress to enable this Government to participate in the promotion of the enterprise. In no other way could the Government and people of the United States contribute so much to the development and prosperity of our sister republics, and at the same time, to the expansion of our commerce." President Harrison, in transmitting the report to Congress recommending the survey of a route for an intercontinental line of railroad to connect the systems of North America with those of the southern continent, declared: "It should not be forgotten that it is possible to travel by land from Washington to the southernmost capital of South America, and that the opening of railroad communication between these friendly states will give to them and to us facilities for intercourse and the exchange of trade that are of special value. The work contemplated is vast, but entirely practicable." President Roosevelt in his instructions to the United States delegation to the Mexican conference gave expression to this sentiment: "The magnificent conception of an international railroad connecting the United States with the remotest parts of South America may at last be realized." A review of the work accomplished since that conference shows steady progress both in educating public sentiment to the benefits of the interconti nental line and in the practical measures which have resulted in the construction of numerous sections of the main trunk. How far the sentiments of fraternity among all the nations and peoples of the three Americas have been strengthened the holding of international American conferences shows. The past conferences have given every encouragement to continue the work, and with the results achieved now laid before the delegates of the various republics gathered in the Brazilian conference the committee leaves the subject to that distinguished international assembly with the hope that it will give this most important question the consideration it deserves and determine what further steps can best be taken toward the realization of the Pan-American Railway project. The chairman regrets his inability to accept the invitation so kindly extended him by the governing board of the International Bureau of the American Republics to attend the conference, but has pleasure in presenting this report and accompanying documents through the courtesy of Mr. W. I. Buchanan, chairman of the United States delegation. Respectfully submitted. H. G. DAVIS, Chairman Permanent Pan-American Railway Committee. THE SECOND PEACE CONFERENCE. [Continued from Foreign Relations, 1905, pp. 828-830.] The Secretary of State to the Russian Ambassador. DEPARTMENT OF STATE, Washington, March 21, 1906. MY DEAR MR. AMBASSADOR: Referring to your note of the 5th of October, with which you inclosed the draft of the general invitation to the powers to be represented at the proposed second peace conference at The Hague, I beg to inquire if you can now kindly furnish me with the names of the countries of the American hemisphere to which that invitation was sent, and whether you have any information as to the acceptance of any of them; and, if so, which ones. I am, etc., ELIHU ROOT. The Russian Ambassador to the Secretary of State. [Translation.] IMPERIAL RUSSIAN EMBASSY, MY DEAR MR. SECRETARY: In reply to your letter of this date, I beg to state that besides the United States the following are the countries of the American hemisphere to which preliminary invitations from my Government were sent through the imperial embassy at Washington to the Second Peace Conference at The Hague: Bolivia, Chile, Colombia, Costa Rica, Cuba, Santo Domingo, Ecuador, Guatemala, Haiti, Honduras, Nicaragua, Panama, Paraguay, Peru, Salvador, and Venezuela. Of these Republics only the Republic of Panama has declined to accept the invitation. Nicaragua, Venezuela, and Ecuador have, so a Printed in Foreign Relations, 1905, p. 828. far given no answer to our proposition. The remaining twelve countries have declared their willingness to attend the conference as soon as a formal invitation is received by them. The invitations to Brazil, Argentina, and Uruguay were to have been conveyed to the Governments of these countries through the Russian legation, Rio de Janeiro. I have reason to believe, though I have no official information on the subject, that Brazil and Uruguay have accepted our invitation, but I know nothing about Argentina's answer. I am, etc., The Russian Ambassador to the Secretary of State. [Translation.] ROSEN. IMPERIAL RUSSIAN EMBASSY, MR. SECRETARY OF STATE: I have just received from my Government order by telegraph to bring the following to the knowledge of the United States Government. The Imperial [Russian] Government, in agreement with the Dutch Government, proposes to call The Hague Conference during the first half of the month of July of the present year. Russia at the same time invites the nations which did not sign the convention relative to the laws of war on land, nor that relative to the adaptation of the Geneva Convention to war at sea, to inform the Royal Government of the Netherlands of their adhesion to these conventions. With regard to further adhesions to the convention concerning international arbitration, the Imperial Government is conferring on this subject with the Governments which signed the acts of 1899. I deem it proper at the same time to inclose herewith a summary of the programme which the Imperial Government proposes to submit to the Conference of The Hague, and I should thank your excellency to inform me of the response of your Government to this proposition, in order that I may transmit it to St. Petersburg by telegraph. Please accept, etc., ROSEN. [Inclosure. Translation.] PROGRAMME. 1. Amelioration of the provisions of the convention regarding the peaceful settlement of international controversies as far as the court of arbitration and the investigation committees are concerned. 2. Additions to the convention of the laws and usages of land warfareamong others, opening of hostilities, rights of neutrals on land, etc.; declarations of 1899-renewal of one of them. 3. Preparation of a convention regarding the laws and usages of naval warfare, concerning the special operations of naval warfare, such as the bombardment of ports, cities, and villages by a naval force; placing of torpedoes, etc.; transformation of merchant vessels into war vessels; private property of belligerents at sea; period granted merchant vessels in order to leave neutral or hostile ports after the beginning of hostilities; rights and duties of neutrals at |