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Download ebook pdf of 养老设施建筑设计详解2 1St Edition 周燕珉 full chapter
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three weeks (farther than to Europe) by steamers of the Brazilian
Lloyd Line. After making calls along the Brazilian coast, at
Montevideo and Buenos Aires, these boats continue up the Paraná
and Paraguay Rivers, arriving at last once more in their own country.
This new railway and others now in construction will be an immense
factor in opening the great central table-land of Brazil, with its rich
possibilities for agriculture, cattle raising, and mining.
The São Paulo-Rio Grande, another important railway, 853 miles,
runs from São Paulo to Sant’ Anna do Livramento on the border of
Uruguay, where it connects with the Central Uruguay Railway to
Montevideo. Improvements have been made so that with better
connections and sleeping cars to the border, which were lacking part
of the way in 1916, the journey is now made in comfort in 4¹⁄₂ days to
Montevideo. The road runs through a rich, often beautiful country; in
some places with splendid scenery and fine forests, in others with
open grazing lands where good cattle are visible, past small towns
and pleasant rivers. People who are willing to work could find
agreeable homes in this section with excellent temperate climate.
Low land values are spoken of, which if genuine should make this an
attractive region now that fairly good transportation exists with more
in prospect. This line has several branches of its own, while other
railways are connected with the through line, local roads to ports or
to interior towns. One of these, the Paraná Railway, has its main line
from the port Paranaguá to the State capital, Curityba, and to Ponta
Grossa on the São Paulo-Rio Grande; it has north and south
branches, the latter to Rio Negro and to São Francisco.
The southern part of the São Paulo-Rio Grande Line belonged to
the Compagnie Aux Chemins de Fer de Brasil which had a
concession for the entire State of Rio Grande. Roads from Porto
Alegre and from the city of Rio Grande extend to the line from São
Paulo, thus making connection with Montevideo and Buenos Aires.
From the Cacequy junction a line goes west to Uruguayana on the
Uruguay River. Along this river the Brazil Great Southern operates in
Rio Grande 110 miles from Quarahim on the Uruguay border through
Uruguayana north to Itaqui, with an extension to São Borja 77 miles
farther up. At Quarahim an international bridge 700 yards long
connects the Brazil and Uruguay Railways. Across the Uruguay
River connection is made from Uruguayana with Argentine Railways,
and a direct route to Buenos Aires.
There are other roads in the São Paulo, which has the best
system in Brazil and the most mileage: over 4000.
The Paulista Railway, extending northwest from Jundiahy
through rich coffee territory with Barretos a recent terminal, has
many branches and a mileage of 721.
The Mogyana goes much farther north, crossing a corner of
Minas and entering the State of Goyaz, on the way to the capital city
of that name. It has arrived at Santa Cruz, still quite a distance from
Goyaz, though with a total mileage of 1081.
The Southern São Paulo Railway runs along or near the coast
100 miles from Santos to Juquiá.
The Leopoldina. An important British line or system nearly 2000
miles in length is the Leopoldina, the main line extending from
Nictheroy, on the bay shore opposite Rio, to Friburgo, Campos,
Victoria, Leopoldina, and other points in the States of Rio, Minas,
and Espirito Santo. Lines run also from Rio and Mauá up the
mountain to Petropolis and beyond, connecting with the main line.
This follows the Parahyba Valley for some distance and then crosses
four mountain ranges, a work involving many unusual feats of
engineering. On the main line the maximum grade is 8 per cent, on
the Petropolis section 15 per cent. The territory traversed is highly
productive, and in spite of expensive construction good returns in
normal times are assured.
The Great Western. Under British control is the Great Western
Railway which has Pernambuco as its centre. Lines extend north
along the coast and also to the interior with 1000 mileage in the
several states of Pernambuco, Alagôas, Parahyba and Rio Grande
do Norte. It reaches the ports of Maceió, Parahyba, Cabedello and
Natal. Two and a half million passengers were carried in one year
and much freight.
In the state of Bahia short lines run back to the interior, one, 140
miles, from Nazareth, south of the bay, and one from São Felix, 165
miles, to Santo Amaro, serving the best sugar district, as Nazareth
that of cacao and manganese ores. The principal road is from Bahia,
281 miles, to Joazeiro, on the São Francisco River; the oldest,
opened in 1860, is along the coast to Aracajú in Sergipe, 268 miles.
Two other small railways are farther south, in all about 950 miles.
The Brazil North East Railway operates in Ceará about 472
miles, one division from the port of Forteleza, another from the port
Camocím to Granja and Crato.
The State of Pará has less mileage than most of the others, the
short line, 40 miles built, at the junction of the Tocantins and
Araguaya to avoid bad cascades. Another road, the Bragança, runs
northeast from Pará to the Atlantic Coast.
The Madeira-Mamoré is in some respects the most remarkable
railway in Brazil, perhaps in the world. It was built in accordance with
a treaty with Bolivia in settlement of the Acre difficulty, and in
compensation for the surrender by that country of the Acre Territory,
to give access to that Republic by making a way around the
prohibitive falls and rapids on the Madeira and the Mamoré Rivers.
In the heart of the wilderness, 570 miles up the Madeira River and
about 1100 miles from the sea, this road, 202 miles long, was
constructed. In 1871 an American, Colonel George Earl Church, a
Civil War veteran, and a distinguished civil engineer, turned the first
sod of the railway, but work was soon suspended. In 1877 P. T.
Collins of Philadelphia undertook the task and completed 20 miles of
railway, but the difficulties were too great, especially the mortality,
modern methods of sanitation not then being understood; the work
was therefore abandoned. In 1907 the recent operations were
begun, again in charge of Americans, and the road was opened for
traffic, July 15, 1912. From Porto Velho the road runs up the river to
Guajará-Mirím, the road of course on the Brazilian side of the river,
and in the State of Matto Grosso, which is thus made accessible as
well as Bolivia. The new little American town of Porto Velho of 1500
population has an ice plant making six tons a day, a wireless
telegraph to Manaos and other conveniences. The road passes
through a jungle which is cut out 100 feet wide. Two days are
required for the short journey. At Abuná they halt for the night;
leaving early next morning they should arrive at the terminus at 3:15.
About 60 miles south of Abuná, Villa Murtinho is passed, opposite
the town of Villa Bella in Bolivia, at the junction of the Beni and the
Mamoré, which two rivers form the Madeira. A road across from Villa
Church opposite Guajará-Mirím or from Villa Bella to Riberalta on the
Beni was in the plan, as the Beni below Riberalta is unnavigable on
account of rapids. Automobile roads are now in construction, at least
one from Riberalta to Puerto Bello (Villa Bella) or to Villa Church.
CHAPTER XLIX
BRAZIL: RESOURCES AND INDUSTRIES
Agriculture
Forestry
Cattle Industry
Manufactures
Mining