Post-Colonial History of Amazon

On 6 September 1850 the emperor, Pedro II, sanctioned a law authorizing steam navigation on the Amazon, and gave the Viscount of Mauá (Irineu Evangelista de Sousa) the task of putting it into effect. He organized the "Companhia de Navegação e Comércio do Amazonas" in Rio de Janeiro in 1852; and in the following year it commenced operations with three small steamers, the Monarch, the Marajó and Rio Negro.

At first, navigation was principally confined to the main river; and even in 1857 a modification of the government contract only obliged the company to a monthly service between Pará and Manaus, with steamers of 200 tons cargo capacity, a second line to make six round voyages a year between Manaus and Tabatinga, and a third, two trips a month between Pará and Cametá. This was the first step in opening up the vast interior.

The success of the venture called attention to the opportunities for economic exploitation of the Amazon, and a second company soon opened commerce on the Madeira, Purus and Negro; a third established a line between Pará and Manaus; and a fourth found it profitable to navigate some of the smaller streams. In that same period, the Amazonas Company was increasing its fleet. Meanwhile, private individuals were building and running small steam craft of their own on the main river as well as on many of its tributaries.

On 31 July 1867 the government of Brazil, constantly pressed by the maritime powers and by the countries encircling the upper Amazon basin, especially Peru, decreed the opening of the Amazon to all flags; but limited this to certain defined points: Tabatinga – on the Amazon; Cametá – on the Tocantins; Santarém – on the Tapajós; Borba – on the Madeira, and Manaus – on the Rio Negro. The Brazilian decree took effect on 7 September 1867.

Thanks in part to the mercantile development associated with steamboat navigation, coupled with the internationally driven demand for natural rubber (1880–1920), Manáos (now Manaus) and Pará (now Belém) in (Brazil), and Iquitos, Peru became thriving, cosmopolitan centers of commerce and spectacular—albeit illusory—"modern" "urban growth". This was particularly the case for Iquitos during its late 19th and early 20th century Rubber Bonanza zenith when this dynamic boomtown was known abroad as the St. Louis of the Amazon. Foreign companies settled in this city, from where they controlled the extraction of rubber. In 1851 Iquitos had a population of 200 and by 1900 its population reached 20,000. In the 1860s, approximately 3,000 tons of rubber was being exported annually and by 1911 annual exports had grown to 44,000 tons, representing 9.3% of Peru’s exports. During the rubber boom it is estimated that diseases brought by immigrants such as typhus or malaria killed 40,000 native Amazonians.

The first direct foreign trade with Manaus was commenced around 1874. Local trade along the river was carried on by the English successors to the Amazonas Company—the Amazon Steam Navigation Company—as well as numerous small steamboats, belonging to companies and firms engaged in the rubber trade, navigating the Negro, Madeira, Purus and many other tributaries, such as the Marañón to ports as distant as Nauta, Peru. The Amazon Steam Navigation Company had 38 vessels.

By the turn of the 20th century, the principal exports of the Amazon Basin were India-rubber, cacao beans, Brazil nuts and a few other products of minor importance, such as pelts and exotic forest produce (resins, barks, woven hammocks, prized bird feathers, live animals, etc.) and extracted goods (lumber, gold, etc.).

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