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History In the mid nineteenth century a major exporter of yerba mate, Don Isaias D 'Elia, achieved with the Municipality of Paranaguá permission to perform new works at the port for the purpose of adequálo export of yerba mate. Yerba other In 1849, Manuel Antonio Guimarães, built another pier also aiming to improve the port to export the yerba mate. In the second decade of the eighteenth century, the Ombudsman Pardinho made arrangements for new construction at the Port of Paranaguá. Even with these works, the port experienced serious difficulties in loading / unloading of goods, because the deep draft ships could not dock because it ran the risk of becoming stranded on sandbanks. Given this, many ships have become shipments in Cotinga Island, which hampered the control of Customs. Another factor to be considered is that trade yerba mate suffered from increased freight transport delay and risk losing Products in transshipments. The ships that docked in Paranaguá, in the nineteenth century were those who performed domestic trade through the coastal shipping, with other ports Empire. Text 1 Cabotage shipping origins and destinations. The coastal navigation, to the Brazilian ports, was always free, except at certain times of the second half of the eighteenth and early nineteenth centuries, when the Captain-General, in order to increase trade with the port of Santos Metropolis, forced all vessels outputs Paranaguá to sail towards the port of São Paulo. That was in 1793, when the entire rice production Paranaguá was obliged to follow to Santos. Protested against these measures traders and the City of Paranaguá, which received the Royal Charter of 29 April 1796, which gave them freedom of navigation for all Portuguese ports. The effects of loading export only to the port of Santos, had therefore away from Paranaguá vessels of Rio de Janeiro, Rio Grande, Bahia and Pernambuco, which used to buy there genres of production land. The proposition Pardinho ombudsman and royal authorization, in 1723, that parnaguaras could go with their boats to the port of Buenos Aires, have not been realized for a century, certainly by the lack of capital. The representation of the House of Paranaguá, made in 1829, fixed the opening of navigation of the River Plate, in 1812 and as a result of trade in the coastal woods. Vieira dos Santos, however, indicates the year of 1820 as the one who gave birth in Paranaguá maritime trade long haul, depending on the export of yerba mate, just starts. It is true that since 1810, though not numerous and frequent, had relations between Paranaguá and Montevideo and, since 1812, also with Argentina. In 1821, have also left their Paranaguá vessels bound for Chile. The first Brazilian ship, incidentally, which came in Valparaiso in 1834, making known the imperial flag that country, was prodecente Paranaguá, with loading yerba mate. (WESTPHALEN, 1998, p.36 and 37)
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Povijest Sredinom devetnaestog stoljeća veliki izvoznik yerba mate, Don Isaías D'Elia, postignut s općinom Paranagua dozvole za obavljanje nove radove na luku u svrhu adequálo izvoz yerba mate. Yerba druge U 1849, Manuel Antonio Guimarães, izgrađen još jedan stup također s ciljem poboljšanja luka za izvoz yerba mate. U drugom desetljeću osamnaestog stoljeća, pučki pravobranitelj Pardinho napravio aranžmane za novu gradnju u Luci Paranagua. Čak i sa ovim djelima, luka doživjela ozbiljne poteškoće u utovara / istovara robe, jer su duboko nacrt brodovi nisu mogli pristati, jer je naletio na rizik što se nasukao na plićacima. S obzirom na to, mnogi brodovi su postali pošiljke u Cotinga Island, koji otežavalo kontrolu Carine. Još jedan čimbenik koji treba uzeti u obzir je da je Mate trgovina yerba patio od povećanog odlaganja teretnog prometa i izgubiti Proizvodi u transshipments. Brodovi koji usidren u Paranagua, u devetnaestom stoljeću bili su oni koji obavljaju domaću trgovinu kroz linijskom obalnom pomorskom prometu, s druge luke carstva. Tekst 1 Kabotaža utovar podrijetla i odredišta. Obalne plovidbe, s brazilskim lukama, je uvijek bio slobodan, osim na određeno vrijeme u drugoj polovici osamnaestog i početkom devetnaestog stoljeća, kada je kapetan-a, kako bi se povećati trgovinu s lukom Santos Metropolis, prisiljeni sve posude izlazi Paranagua ploviti prema luci Sao Paulo. To je bilo 1793, kada je cijela proizvodnja riže Paranaguá je dužan pridržavati se Santos. Prosvjedovala protiv tih mjera trgovaca i Grada Paranagua, koja je dobila Royal Povelju 29. travnja 1796, koji im je dao slobodu plovidbe za sve portugalskim lukama. (...) Učinci učitavanja izvoz samo na luku Santos, dakle, morao pobjeći od Paranagua posudama Rio de Janeiro, Rio Grande, Bahia i Pernambuco, koji se koriste za kupnju tamo žanrove proizvodnog zemljišta. ( ...) Pravobranitelj prijedlog Pardinho i kraljevska ovlaštenja, u 1723, koji parnaguaras mogao ići sa svojim brodovima u luci u Buenos Airesu, nisu ostvareni za stoljeća, sigurno zbog nedostatka kapitala. Zastupljenost u Domu Paranagua, napravio je 1829, fiksna otvaranje plovidbe od River Plate, u 1812, a kao rezultat trgovine u priobalnim šumama. Vieira dos Santos, međutim, označava godinu 1820 kao onaj koji ga je rodila u Paranagua pomorske trgovine dugo vući, ovisno o izvozu yerba mate, tek počinje. Istina je da je od 1810, iako nisu brojne i česte, imala odnose između Paranagua i Montevideo, a od 1812, također s Argentinom. U 1821, također su napustili svoje Paranagua žile na putu za Čile. Prvi Brazilski brod, usput, koji je došao u Valparaiso 1834, obznanivši carsku zastavu te zemlje, bio prodecente Paranaguá, s učitava yerba mate. (Westphalen, 1998, p.36 i 37)