686 
THE TROPICAL 
AGRICULTLIUST. [Apkil 1. 1899. 
waters of the Rio Ban Francisco which empties juto 
the ocean about 1,500 miles north of Rio de .Taneiro. 
This is the river wliich Bnrlon called the Missiiisipi of 
Brazil, he haviD(< sailed down it from the iipuer waters 
to its mouth some thirty joarK -ago, and written a very 
interesting book on his travels called the " Hij^hlands 
of Brazil." The wliolo length of this railway in opera- 
tion on tiip two feet six fi'iuf^e. including brancheH, is 
68d kiloraelrcs, or about 480 miles. Lik« others of the 
Bmull lines which ooniinc-nced as feeders to the main 
Central line, it has its ambition to reach the coaul by an 
independent line of its own. Four yea,p apo it 
obtained a concession to construct a line from Lavras, 
the terminus of one of its extensions mentioned aliove, 
to Angra dos Rei.s, a well sheltered seii-port eighty 
miles S'uth of Rio de Janeiro, and has some GO or 70 
kilometers working, and the remainder in conHtriiction. 
At the same time it received ii concession to construct 
a line from the terminus of tl.e other extension (to 
Bio San Fr^.ncisco) lo Catatao, a city in the state of 
Gozaz on the high plateau on which are the head 
waters of all the poiith American river systems, east of 
the Andes, and where it is intended in some future 
day to make the capital of Bi azil. 
The two last-mentioned concessions are on 
TUE MKTIIE GAUOE 
—an example of a trunk line being on the narrow two 
feet six gauge and its extensions on the wider three 
feet thrte-and-half. Those concessions were given 
subject to a law made by the new Republican Govern- 
ment guaranteeing interest up to a certain large 
amount on Railways on the metre nawje, and the cost 
of construction, or rather the Government enarautee, 
was not to exceed thirty contos do reis (:iO,0U0,OOO; 
per kilometre. I travelled over 
THE TWO FEKT SIX LINE 
about three yeira age. Starting from Rio at live in the 
morning, the train of the Central Railway arrived at 
Sitire at half past two in the afternoon. From the plat- 
form of the Central to that of the West of Mituvs one 
had to pass through a large waiting room, along the 
same level. Tho train on the iiarrow gauge seemed 
diminutive after noming off the one on the five feet 
three gauge, the wheels beiag smaller and the pla. forms 
of the carriages seemed very low. Entering the first- 
class saloon carriajo (all cariiages in Brazil of what- 
ever class are on the saloon system) one was struck 
with the comfort and neatness presented. The saloon 
wan certainly not so wide as the Central Railway 
saloons, but the passage down the centre from end to 
end was ample. The seats had reversible backs, were 
seated for two on one side of the passage, and one on 
the other. At the centre of the carriage, the central 
passage gave a slight bend, thus making half the 
length on one side double, and half single seats. The 
lavatory, like ou the other lines, was at the end. 
Second-class was also on a similar plan but with plain 
wooden seats instead of cane. All were ou the bogie 
system, goods carriages as well, and all were fitted 
with We?tinghon3f brake. 
The locomotive was t f the American type, fonr 
wheels coupled with a two-wheeled bogie in front 
and a tender; weight of engine and boiler looked 
like 15 tons; rails seemed 35 to 40 lb. per yard, but 
these technical details I shall give from official 
figures up to date before I close this. After giving 
time for lunch at a pleasant refreshment-room be- 
tween the platforms of the two railways, the train 
started for Sao Joao del Rey at 3 p.m. The way 
goes about due West. For the first hour we pissed 
through beautiful natural pasture lands, en which 
were bronaing large herds of cattle, which help to 
supply the city of Rio de Janeiro with fresh milk, 
and good beef. The afternoon was beautifully cool 
and pleasant. It is doubtful if at this altitude — the 
top of tho Montiquira range — there is ever what 
may be called a hot-day. As the train goes aloog at 
forty kilometres an hour — as steady and with as Hale 
oscillation as was experienced on the five feet three, 
we almo&t forget to notice that a small stream of 
clear water runs in the same direction on our right. 
This stream gradually grows larger, gets joined by 
other streams from the North and from the South. 
Now and then the railway line le«ve« this Hlrenia 
to go along the side of a deep raviof' — deeceudiag 
all the titjip, sometimes the gradient looks like ob« 
in fifty — and we sec on tho other »ide cf the ravine 
but furbelow the raiboad wt-niii: v toward* 
the central stream. 1'he cmves ■.. >ecroaMa 
the bottom of therdviuee aie eman, ' - i two aiul- 
a-half chains. As v.e go on the same bort of thiBK 
is repeated, a ridge i^ joiiuded and auotlier ravine i« 
entered. As we proceed the ecenerv noes in firacdtar. 
As the central stream gets larger, on enierKn-g from 
some of these ravines, we hear a roaring of uateit 
and before we get to the ridge which baa to bo rounded, 
our eyes are delighted with the sight of beautjfal 
wateifalls. Thes'vme is repeated s«ver:i ' , lore 
we ri ach Sao .Joao del Rey. Befoie i in 
the ►trearn has grown to a river, the g' . less 
undulating and we follow the left bank ol tiiu jiver 
until close to the townot Sao J ox o del Key, at which 
place the train arrives at a quarter past seTen tA 
night. Altliongh the formation width it: small, th« 
line is very solidly built, ciilveits are «11 of etona 
and lime; of the »ame materials are the railway sta- 
tions and workmen's bouses — easily worked granite uti 
lime-Eton>> are found in the cuttings. Telegraph postn 
are made of old rails, on which are two wires. Fencing 
is of barbed wire with posts made of old rails, uleeprra 
are of good native hard wood of which any quantity 
can be procured alongside the railway line'. A few 
of iron and steel-girder bridges are crossed but of small 
span. The one near the city is a solid built structure 
on the HritiHh lattice girder styl?. 
An otlicial report was presented to the GoTernmeDt 
some three months ago, on the 
WKHT or MINA8 RAILWAY. 
The Government being ninch interested in this Ruil- 
way owing to a loan raised some two years ego on 
Debentu:es which the Governtnent guaranteed for the 
purpose of being nsed on the extensions on the metre 
gauge, to which I have alluled above. I ehBll here 
use the figures of the official rey^ort, eo far as they 
extend only towards the part on the two feet six inch 
gauge, 684 kilometres, to confirm or correct what I 
have mentioned above. 
Gradients. — The maximum gradient is 2 PT cent, or 
1 in 50. 
Cm ces. — Th^ minimum curves are limited to 75 
metres rarjins, or two and three quarter chains, but at 
same time it is mentioned that some of the curves on the 
first section over 72 metres radius — or two chains 60 
links. 
Rails.— Rails now nsed are steel weighing 25 kiloa 
per metre— or 50 lb per yard— but what was first 
in use were IS kilos per metre— or 36 lb per yard. 
Very few of these remain at present on the line, 
nnle.ss on the level parts, and soon all will be 
substitnted for the heavier material. The rail is of 
the " Vignol" small type (fiit bottom) with fish plates 
at the junctions, and fastened to the sleepers with 
dog spikes. 
Locomotives.— These are all American built. The 
locomotive first n.sed were 13 tons, then 18 tons and 
now 80 tons weight. These latter are of the "Mogul," 
and " Consolidation ' typs. They are said to pull 
200 tons of paying freight, but report does not say 
ou what gradient. The report says further on that 
these locomotives draw 14 wagons — 38 loaded with 
a paying weight of 280 tons- on a gradient on one 
and so much more per cent, at a speed of 45 
kilometres — sav 30 miles per hour, one may sav, on « 
gradient of ooe in a hundred. Yon will note that 
along with the heavy locomotives they have had to 
substitute heavier rails. This enables them to do all 
the goods traffic— -say a maximum of 200 tons paying 
load for each train, — with one goofi.s train each way 
per day ; and the fact is that there is ..ne passenger 
train ?.ncl one goo^.= tnin each way per day. 
Passkxc-bi! L'ARniAGE^,— P.i.ssenger carriages are all 
of the saloon t , pe witn entrance from either end — 
very long, »m supported on four wheeled bogies at 
each end. Tiie first class carri.^ge-, and many of the 
second-class, as well as the first-made goods wagons, 
are all of British make. Lately second class carrj 
