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228 BRAZIL VALUE OF IMPORTS FROM THE UNITED STATES, FROM 1867 TO 1871 INCLUSIVE. YEARS. U. STATES PRODUCTS. Transhipped. Total. Am.Bottoma. For.Bottoms. 1867 '68 $3,026,411 2,805,297 2,988,191 3.899.099 $2,619,613 8,106,268 2,719,170 2.546.29S $197,859 158,514 110,485 143.757 $5,842,888 6,070,079 5,817,846 6.0S9.154 1868-'69 . ... 1869-'70 1870-'71 . . Of the 2,209,456 sacks of coffee exported in 1870, the United States took 1,373,654. In the first half of 1871 there were shipped 1,253,656 sacks, 645,749 to the United States; and the same country took 371,266 out of a total of 625,429 sacks exported during the first half of 1872 a decrease in the total export of nearly one half. The value of the exports to Great Britain for 1870 was $30,637,240, and of the imports $26,834,170. The value of the Brit- ish cotton manufactures imported in 1869 and 1870 was almost exactly covered by that of the raw cotton exported to the United King- dom during the same period. From a com- parison of the trade returns of several years, it is observed that one fourth of the exports go to England, and about one fifth to the United States, the remainder being divided between France, Portugal, Germany, and the Argentine Republic. The port movements in 1870 were as follows : entered, 3,540 sea-going vessels, with an aggregate of 1,436,- 000 tons; 4,903 coasters, tonnage 1,091,000; cleared, 3,215 sea-going vessels, tonnage 1,500,- 000 ; 4,994 coasters, tonnage 1,198,000. A line of clippers between Genoa and Rio Grande do Sul was organized in 1872, with vessels of 500 tons burden, but of light draft, to suit the bar of the latter port. The post-office receipts in 1865-'6 were $209,902 ; by 1869 they had increased one-half; the expenditure for that period averaged only $358,286 annually. Save in the immediate neighborhood of the capital and other large cities, the want of adequate highways is still sensibly felt, and notably im- pedes the development of trade and indus- try, especially in the interior provinces. There are a few exceptions to this rule, however ; and the department of agriculture and public works is devoting unremitting attention to this all-important subject. Lines of railway are fast multiplying in all the coast provin- ces; those already established are in process of extension, and new ones are 'projected. In the course of 1872 privileges were granted by the legislature for the construction of 12 lines of railway, with a telegraph system at- tached to each. The railway network pene- trates the central provinces, from the capital to Belem in one direction, and to Rio Grande do Sul in the opposite, so that probably by the end of 1874 the traveller can proceed by rail from the Amazon to Uruguay almost without change of train. An important line is about to be built (1873) chiefly for carrying coals from the Candiota mines to the coast at Sta. Catharina. The railways existing in 1872, with their respective lengths, and the receipts and outlays in 1869, are shown in the following table: LINES. Milei. Receipts. Expenditures, Sao Paulo 87 80 80 140 21 11 $1,143.526 158.189 424400 2,312,908 129,019 250,581 $428.868 182.447 263,360 1,072,881 M.I;--> 91,882 Bahia Dom Pedro JI Total 419 $4,418,878 8,214,859 S-M1S..VJ3 1,662,375 Total in 18C8 $1,204,014 $456,148 An unusual outlay for repairs, together with a marked diminution of traffic, owing to defi- cient crops caused by disease in the sugar cane and the drought, gave rise to the deficit in the Bahia line. Of the foregoing lines, the most important is that of Sao Paulo, from Santos to Jndiahy, deserving of especial notice from its prosperous condition, due to the wealth of the province which it traverses. On Oct. 1, 1872, a line was opened from Macei6 in Alag&as to the interior. There were at the end of 1872 near- ly 1,600 m. of telegraph in operation ; and the laying of a line from Sao Pedro do Rio Grande do Sul to Montevideo was commenced about the same time. A privilege was granted in 1872 for laying a submarine cable from Rio de Janeiro to Portugal, and the work was to be commenced immediately. The city of Rio de Janeiro is thoroughly permeated with lines of street rail- roads ; in other cities lines have likewise been constructed, and prove of material benefit to the community, especially in a social point of view, having been instrumental in eradicating abuses under which Brazilian society has long groaned. Brazilian women, until lately con- demned to a sort of Turkish seclusion, rarely going into the street, and never unaccom- panied by father, brother, or husband, now travel alone in the street cars, and the custom is fast gaining ground. The great natural highways of Brazil, its majestic rivers, will afibrd an easy outlet for the productions of the interior, and a commencement has been made in turning these facilities to account. Weekly and even daily lines of steamers ply on the Amazon from Belem to the various towns along the course of that river. The Negro is navi- gated to a comparatively limited extent ; steam- ers run regularly on the Araguaya-Tocantins from Belem to Goyaz ; and vigorous measures are in progress to establish steam navigation on the Sao Francisco. Steamers ply con- stantly up the Paraguay (navigable through nearly the whole of its course) to Cuyaba, the capital of Matto Grosso, that being still the only route by which the province is readily accessible. A new survey of the Amazon at the expense of the imperial government was ordered in 1872, a preliminary step to the still further increase of steam facility on that river.