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TABLE V.-Corporation filings for the fiscal years 1900 and 1901.

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TABLE VI.-Character of corporation charters issued for the fiscal years 1900 and

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TABLE VII.—Incorporation fees paid to Territorial treasurer for the fiscal years

First quarter.
Second quarter.
Third quarter.
Fourth quarter.

Total

1900 and 1901.

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SANTA FE, N. MEX., August 6, 1901. SIR: In reply to your letter of June 30, 1901, I beg leave to hand you a report on railroads in the Territory of New Mexico up to and including June 30, 1901. Trusting that you may find the same correct, I have the honor to be, your obedient servant,

Hon. MIGUEL A. OTERO,

MAX FROST, Secretary Bureau of Immigration.

Governor of New Mexico.

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SCENE ON EL PASO AND NORTHEASTERN RAILROAD, OTERO COUNTY.

THE YEAR'S PROGRESS.

The railroad situation in New Mexico on June 30, 1901. presents many new features marking a great advance since June 30, 1900. Railroad projects which a year ago were deemed merely remote possibilities have become realities or extreme probabilities, while projects which have for years seemed to be feasible and as likely to be profitable from the start are still as far from becoming realities as they were a year or two ago. The entrance of the Chicago, Rock Island and Pacific system into the railroad field of New Mexico has changed the situation materially, and instead of only one railroad line cutting the Territory from north to south there are likely to be four by June 30, 1902, viz, the Atchison, Topeka and Santa Fe, which for almost twenty years has been the only line through the Territory from north to south; the Chicago, Rock Island and Pacific, whose extension is now being constructed; the Denver and Rio Grande, which needs but the construction of the proposed Santa Fe Central to give it entrance to El Paso over the El Paso and Rock Island and the El Paso and Northeastern railways; and the Colorado and Gulf line or Durango and Clifton Railway, which has four corps of surveyors in the field at present. In addition construction has begun on a line from El Paso to Deming and Lordsburg to a connection at Douglass, Ariz., with the Bisbee and Nacosari railroads, thus cutting the extreme southwestern portion of New Mexico from east to west almost parallel with the Southern Pacific line. It will thus be seen that entirely new sections of the Territory are being opened to railroad traffic and to more rapid development, and that the years 1901 and 1902 will be as memorable in the railroad history of New Mexico as were the years 1879, 1880, 1881, and 1882, when the Atchison. Topeka and Santa Fe Railway pushed its line through the Territory and the Denver and Rio Grande built southward from the Colorado line.

CHICAGO, ROCK ISLAND AND PACIFIC.

The Chicage, Rock Island and Pacific extension, which is being constructed at this writing, starts at Liberal, Kans.. extends through western Oklahoma and northern Texas to the New Mexico boundary on the east line of Union County, 830 feet north of the southeast corner of section 31, township 17 north, range 37 east. The distance from the latter point to the connection with the El Paso and Rock Island Railway being constructed at this time by the El Paso and Northeastern Railway is 111.5. The entire distance from Liberal is 264 miles. Several hundred men and teams are employed along the entire projected line grading and laying rails. The distance from where the railway enters New Mexico to the crossing of the Canadian River is 30 miles. From the crossing of the Canadian River to the connection with the El Paso and Rock Island is 81.6 miles. The Rock Island engineers hope to have the extension ready for traffic to Santa Rosa by January 1. Over the Canadian River a bridge 800 feet long and 130 feet high will be constructed. It consists of 80-foot girders resting on towers. Over the Pecos the crossing will be made by a bridge 80 feet high. The line is constructed on very easy grades without curves except where it was impossible to avoid them. For 76 miles from Optima to Delhart in Texas, the line is a tangent. The roadbed is well ballasted, and the track is being laid with 80-pound rails. Very few curves are to be found on the remaining portion of this extension, and those which were found to be necessary are very slight and hardly perceptible to one riding on a train. When completed this route will be almost 200 miles shorter than any existing route from Chicago or Kansas City to El Paso and Mexico. The stations in New Mexico from the Texas State line to Santa Rosa are Naravissa, 4.4 miles west of the east line of the Territory: Sand Springs, 13.7 miles farther; Revuelto, where the line crosses the Canadian River. 10.1 miles farther: then Logan, 10.6 miles; Tucumcari or Liberty, 14 miles: Palomas, 10.4 miles: Montoya, 8.9: Conant, 12: Cuervo. 8.9; Las Tanos. 8.4; Santa Rosa, 9 miles. The latter, it is understood, is to be the principal town site in New Mexico along the Rock Island extension.

EL PASO AND ROCK ISLAND,

From Santa Rosa to Carizozo station, the link between the Rock Island extension and the El Paso and Northeastern Railroad, the El Paso and Rock Island is being constructed by the El Paso and Northeastern. The distance from El Paso to Carizozo station is 142 miles. and from Carizozo to Santa Rosa is 130 miles. Thirty miles of the railroad from Carizozo to Santa Rosa are completed at this writing, and work trains are being operated over this distance. Eighty miles of the grade have been finished. The grades are more difficult than on the line from

Liberal to Santa Rosa, and the scarcity of water along the line has also retarded work somewhat, but it is expected that when the Rock Island extension to Santa Rosa is completed the El Paso and Northeastern will also have its extension to Santa Rosa in working order. The following are the stations and their altitude to be established on the El Paso and Rock Island Railroad between Carizozo and Santa Rosa:

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As soon as the main line of this Rock Island and the El Paso and Northeastern extension is completed a branch line will be built from Liberty, in San Miguel County, to the Dawson coal fields in eastern Colfax County, a distance of 110 miles. This line is to be pushed ultimately to Trinidad, Colo., thus giving Denver and Colorado points an air line to El Paso and Mexico. The construction of these lines will mean a total addition to the railroad mileage of the Territory of 356 miles, all located in its eastern part.

Following closely upon the determination of the Chicago, Rock Island and Pacific Railroad to enter El Paso came the decision of Phelps, Dodge & Co., owning mines and operating large smelters and quite a system of local railways in Arizona, New Mexico and Mexico, to enter El Paso over their own tracks and thus gain a connection with the Rock Island and other systems. The El Paso and Southwestern Railroad was incorporated to build a railway line from El Paso to Deming and from Deming to Douglass. Ariz. (from where a railway runs to Bisbee and to Nacosari), with a branch line to connect with the company's line from Lordsburg to Clifton and Morenci, Ariz. Work on the construction of the new line and two subsidiary lines, for which companies have also been incorporated, is being pushed at four points: South of Douglass. Ariz., near Fronteras, on the road to Nacosari, Mexico, where a large smelter is situated: eastward from Douglass toward El Paso; westward from El Paso, inclusive of a large amount of yard work in El Paso; and southward and eastward from Deming, N. Mex. Work in all quarters is being rushed with the expectation of completing the Bisbee El Paso line and the Nacosari extension before January 1, when the Rock Island expects to bring its first through train into El Paso. Nine thousand rails are on the ground and a million new ties from Texas are being shipped. The headquarters of the Phelps, Dodge & Co.'s lines will be removed from Eisbee to El Paso and offices will be maintained at Deming. The proposed subsidiary roads are the Southwestern Railroad of Arizona, main line, and the Southwestern Railroad of Arizona. Bisbee branch. A company has also been organized to construct the branch line from Hachita to Lordsburg. The completion of this system will add 260 miles to the railway mileage of New Mexico. The avowed object of this extensive railroad construction is to carry coal and ore to the smelters of Phelps, Dodge & Co. at Clifton, Bisbee, and Nacosari, but the ultimate object, in the estimation of this writer. is probably to give the Chicago, Rock Island. and Pacific another long link in a transcontinental line to a port on the Pacific in Mexico as well as to San Diego, Cal., thus giving it a shorter line to the Pacific from Chicago and Kansas City than any other transcontinental line possesses.

THE SANTA FE CENTRAL.

The proposed Santa Fe Central Railroad, recently incorporated and partly surveyed and being surveyed, is another railroad project closely connected with the entrance of the Rock Island system into New Mexico. It is to connect the Denver and Rio Grande railway system at Santa Fe with the Rock Island and the El Paso and Northeastern systems near Chameleon, in Lincoln County. The distance is 130 miles through a rich mineral and sto k country, by way of the large copper mines and smelter at San Pedro, in southern Santa Fe County. Construction on this road is to commence this fall. It is to have a branch from near San Pedro to Albuquerque, through Tijeras Canyon, 45 miles in length, which is to be built as soon as the Santa Fe Central line is open to traffic, and is to be known as the Albuquerque and Eastern Railway. These projected railroads pass through a section of territory in which graze at least 750.000 head of sheep, yielding more than 3,000,000 pounds of wool annually. The lines will also result in the development of very

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