dominions of the Children of the Sun before the arrival of the Spaniards-millions that we are asked to believe were almost exterminated by the cruelty of their conquerors-will not bear serious investigation.

More remarkable, however, are Dr. Mozans's statements regarding the number of lives lost at the time of the capture of Atahualpa. Certain historians assert that no fewer than 20,000 Indians were massacred on this occasion. Our author reduces the number to 300 or 400--

while the total number of the natives who perished at the hands of the Spaniards, until the complete pacification of the country, was not more than 15,000 or 20,000—— about one-tenth of those who fell victims to the ambition of the bloodthirsty usurper, Atahualpa.

Dr. Mozans is likewise of the opinion that we must materially modify our long-cherished opinions concerning the character of Inca civilization. He will have it that the Children of the Sun were not civilized in the proper acceptation of the term-that their culturestatus was that of the middle period of barbarism--a status that was about midway between that of a Moqui pueblo and that of ancient Troy or a status like that which obtained among the lake dwellers of ancient Switzerland. We are told:

There could be no progress, because the development of the personal will of the subject was impossible. No effort on his part, no industry, no intelligence, however highly developed, could ameliorate his social condition or contribute to his advancement. He was a slave utterly devoid of energy and individual initiative. He was an automaton, a simple pawn on the Inca's chessboard.

Regarding the famous Inca roads, about which such extraordinary accounts have been written from the time of the conquest until the present day, Dr. Mozans is more than skeptical. After a careful sifting of all the evidence regarding their existence, he comes to the conclusion that they were nothing more than ordinary Indian trails between neighboring tribes, most of which were made by the various tribes before the time of Inca rule.

To construct two such roads as those described between Cuzco and Quito would, even to-day, exhaust, many times over, the resources of the Peruvian Government and baffle our most expert engineers with all the appliances of modern science and Yankee invention.

We must confess that we were quite disenchanted when we read these statements which are so at variance with those of Prescott and of the early chroniclers whom he quotes.

But if we were disenchanted by what our author says about the long-celebrated roads of the Incas, we must admit that we were positively shocked when we read that the Virgins of the Sun, whom we had always regarded in the same light as the vestal virgins of ancient Rome were, outside of the ñustas of the blood royal, "nothing more than a tribute in women exacted by the Cuzco tribe,” and that the building in which such women were kept, far from being conventual in character, "were neither more nor less than storehouses sheltering a tribute of women." But immediately following

this unexpected declaration is the proof of the startling assertion— a proof that we feel compelled to accept.

But we must conclude. If the reader wishes to peruse a work with a decidedly new flavor; if he desires to see many subjects connected with the past and present history of South America presented in an entirely new, and, we believe, in a true light, he will make haste to procure a copy of the fascinating work which has suggested the present article. He will find in every chapter something new, something that may be found in no other work in English, something that makes him yearn to visit the lands of which the author has given such graphic descriptions-those lands of mystery and romance over which is still cast all the glamor of the days of yore, and over which still hangs that strange spell which exercised so potent an influence over those adventurous spirits who went in quest of El Dorado and which enabled the Conquistadores to perform those deeds of high emprise which have rendered their names immortal.

Ex-President Roosevelt, in his admirable introduction to Along the Andes and Down the Amazon, expresses himself as follows:

In closing, I can only repeat again that this is a delightful book from every standpoint. It is an especially delightful book for Americans, because throughout it Dr. Mozans shows that he is so thoroughly good an American, so imbued with what is best in our national spirit, and with the thoughts of our greatest statesmen and writers, and, indeed, of all who have expressed the soul of our people. He is peculiarly fit to interpret for us our neighbors to the south; and he describes them with a sympathy, insight, and understanding granted to but few. Moreover, his feat was a really noteworthy feat, and it is told with vividness, combined with modesty and an evident entire truthfulness; and we should be equally attentive to what he sets forth as our accomplishments-for example, the digging of the Isthmian Canal and bringing order in Cuba-and to his allusions to our shortcomings, as shown by our ignorance and lack of appreciation of the great continent south of us and our failure to try to bring it and its people into closer relations with us.

Like Humboldt, Waterton, and Schomburgk, who have given us such charming narratives of their experiences in the southern continent, Dr. Mozans was quite at home in the lands he visited and always found his environment congenial and interesting. His latest work, we predict, will long be an acknowledged standard on the countries described-a book which every traveler to South America, especially every traveler to the west coast of the continent, will wish to have in his handbag. Be this as it may, the present writer can truthfully say that had he been able, on the occasion of a recent visit to Peru, to find a copy of this work, he would cheerfully have given $50 for it and that in so doing he would have saved many hundreds, as well as have spared himself long weeks of futile search in libraries and bookstores for information which is contained within the cover of this really valuable book. At that time, too, the precious bibliography at the end of the volume would have been a godsend to him and would have enabled him to do much more effective work in certain lines of research in which he was then engaged than was otherwise possible.

H. A. J.

AMERICAN RAILWAY SYSTEM

U

RUGUAY is a country small in area, not quite twice the size of New York State, but large in the importance it has in relation to South American development. Brazil to the north must cross Uruguay to get to the South American metropolis, Buenos Aires. Argentine to the south must use Uru

THE TRANS-URUGUAYAN RAILWAY FROM COLONIA TO SAN LUIS.

An additional link in the proposed Pan American Transcontinental Railway. This line, covering a distance of 365 miles, with an eastern connecting branch of 60 miles, is now being constructed by a United States syndicate.

guay's railways to find the shortest route-part rail, part sea-to Europe, England, and the United States, for the port of Pernambuco,

1 By Señor Don José Richling, Consul General of Uruguay at New York.

Brazil, will some day take an importance as the terminus of a throughrail line from Buenos Aires and as the port of departure for a quick steamship service to the countries north of the Equator. With this in view Brazil is now spending millions upon harbor improvements at this point.

This through railway from Buenos Aires to Pernambuco has therefore something more than a South American significance. It becomes Pan American. In fact the great system of railways designed to bring about easier communication between the capitals and principal cities of all American Republics may be divided into two systems: (1) The main line following close to the backbone of the continent and connecting Argentina and the westerly Republics with North America through the Isthmus of Panama; (2) the transcontinental line linking up Chile and Argentina with the easterly Republics and thence via steamship line with North America.

That the transcontinental system will be completed long before the main line seems assured. Chile and Argentina have pierced the Andes and Valparaiso sends passengers and freight to Buenos Aires by the completed Transandine Railway. Brazil has pushed her steel highways nearly to the border of Uruguay.

While England and France have poured their capital into the building of these lines, which help to form the Pan American, it seems fitting that the United States should at last step in and complete one link in the chain which goes under the name Pan or All American.

It was left for the little Republic of Uruguay to bring about this desired result.

She granted to an American company concessions to build the line from Colonia just opposite Buenos Aires northeast to the San Luis River, a listance of about 365 miles, with a branch of 60 miles to connect with an existing line to the east.

Uruguay has found it good policy to encourage railway building by fair and liberal treatment of capital which ventures into such large undertakings. The Government has confidence in the future of Uruguay and is willing, therefore, to guarantee an interest earning upon a fair capitalization, believing that the country as it develops will make good and produce these earnings and more. Experience has shown such confidence to be well founded, and the existing railways are paying good returns to their shareholders. Uruguay, therefore, felt no hesitation in inviting capital from her sister Republic north of the Equator to enter the field.

How the invitation was accepted may be learned from an examination of the Uruguayan consular records. During the past three months, April, May, and June, a steady stream of invoices has passed through the offices. Thousands of tons of rails, bridge, and other structural steel, telegraph poles and wire, fence wire, cement, lumber,