FREEPORT, Ill., city and county-seat of Stephenson County, on the Pecatonica River, the Illinois Central, the Chicago and Northern, and the Chicago, Milwaukee and Saint Paul railroads, about 113 miles northwest of Chicago, and 55 miles southeast of Dubuque. Freeport's chief manufactures are wind-mills, automobiles, organs, gas engines, hardware, pianos, agricultural implements, drugs and chemicals, garments and toys. The United States census of manufactures for 1914 showed within the city limits 63 industrial establishments of factory grade, employing 3,013 persons; 2,566 being wage-earners receiving annually a total of $1,661,000 in wages. The capital invested aggregated $11,227,000, and the year's output was valued at $7,447,000 of this, $3,537,000 was the value added by manufacture. It has a free library, three hospitals, a good system of public and parish schools, and several fine public buildings and public parks. Freeport was settled in 1835 and received its charter in 1855. The "Freeport heresy," a political doctrine much discussed before the Civil War, was that, regardless of the Dred Scott Case (q.v.), any territory had the right to reject the slave system by the means of police laws which would be "unfriendly," and would in time stamp out the existence of slavery. This "doctrine" or "heresy" was advanced by Douglas in the famous debate with Lincoln which took place in Freeport in 1858. Pop. 20,000.

FREEPORT, N. Y., village of Nassau County, on Long Island, on the Long Island Railroad, 20 miles east of New York. It is mainly a residential town, contains a high school and two clubhouses. Fishing is the only local industry. It owns the electric-lighting and water plants. Pop. 7,463.

FREER, Charles Lang, American capitalist: b. Kingston, N. Y., 1856. He was educated in the public schools of Ulster County, N. Y., and for many years was engaged in railway service and manufacturing in Detroit. He is now retired. He is well known as a connoisseur in art. He presented his own art collection to the Smithsonian Institution at Washington, and donated $1,000,000 to the building fund of this institution. He received the honorary degree of A.M. from the University of Michigan.

FREESIA, a genus of plants of the iris family, including two or three species, natives of southern Africa. They have narrow, grasslike leaves and showy clusters of fragrant white or pale yellow flowers terminating the slender stems. They are popular with florists and for window gardens, and are of very easy culture.

FREETHINKER, a name assumed by those who, disbelieving in revelation, feel themselves free to adopt any opinion in religious or other matters which may result from their own independent thinking. The name was specially claimed by those who in the 17th century took part on the anti-Christian side in the deistic controversy. Voltaire (q.v.) was a well-known French freethinker.

FREETOWN, Africa, a seaport of West Africa, capital of the British colony of Sierra Leone (q.v.) on the south side of the river of Sierra Leone, in 80° 29' N., 13° 10′ W. Its

principal streets are broad and straight, and have, more especially in the part occupied by Europeans, a very attractive appearance, the houses being generally detached and surrounded by trees. Freetown is a strongly fortified imperial coaling-station. A railway runs from Freetown some distance into the interior. Its climate is very unhealthy, although in recent years sanitary conditions have been improved considerably and the death rate has gradually been reduced. A new residential suburb has been developed on one of the nearby hills (900 feet high) and has been connected with the town proper by a light railway. Freetown was made a municipality in 1893 with a mayor and 12 elected and 3 appointed councillors, being the first city in West Africa to enjoy this privilege. It is a port of call for all West African steamers and of ever-growing commercial importance. There are the usual official buildings of a small colonial capital; governor's palace, barracks, courts, schools, churches, including a cathedral, botanic gardens, etc., show the result of many years' labor. There are no horses, manual labor taking their place. In 1916 the total revenue was $48,452 and the expenditures $57,175. The net debt slightly more than $130,000. The town was founded in 1792. In September 1794 it was practically destroyed by a French squadron, but recovered in a short time. According to the census of 1911 there is a population of 34,090 of which 558 are Europeans, 169 Asiatics and 33,363 Africans of more than 15 different tribes. Consult The Freetown Municipality Consolidation Ordinance, 1908) (London 1908); Handbook of Sierra Leone' (Sierra Leone 1916); Burton, Sir R., 'Wanderings in West Africa, etc.' (Vol. I, chapter V, p. 193, London 1863); Crooks, J. J., A History of the Colony of Sierra Leone, West Africa' (Dublin 1903); D'Espagnat, P., Jours de Guinée' (p. 277, Paris 1899); George, C., Rise of British West Africa, etc.' (London 1902); Sibthorpe, A. B. C., History of Sierra Leone (London 1906); Sierra Leone Government, 'Blue Book' (Freetown 1917); Trevelyan, Sir G. O., 'Life and Letters of Lord Macaulay) (Vol. I, p. 29, London 1909) Villelume, Baron de, Au Coeur de l'Afrique' (Paris 1910).

FREEZING, CONGELATION, or SOLIDIFICATION, the transformation of a liquid into a solid under the influence of cold. Each pure liquid always solidifies at the same temperature, which is called its freezing point (q.v.), and the solid also melts again at the same temperature. Thus the freezing point and the melting point, or point of fusion, are the same, and the point is always the same for the same substance. The freezing point of water, or the melting point of ice (32° F.), is taken for one of the fixed points in thermometry. The freezing point of mercury is 39° below zero, of sulphuric ether 46° below zero, of alcohol 203° below zero F. It has been shown that the increase of pressure on water, and on all substances which expand in freezing, will lower the freezing point; and that such substances as wax, spermaceti, sulphur and paraffin, which contract in freezing, have the freezing point raised by pressure. See MELTING

POINT.

FREEZING-MIXTURE, a mixture for the production of artificial cold by absorption of heat. For this purpose two substances are mixed, of which one is usually solid, and which tend to form a liquid mixture. In liquefying any solid a certain amount of heat is made latent, and owing to this the temperature of the mixture at the end of the liquefaction is often very low. Thus on mixing snow and salt together the salt converts the snow into water, or rather tends to form brine; but snow cannot melt without withdrawing from something a quantity of heat. It may withdraw this heat from the salt, or partly from surroundings. Hence the temperature of the brine which is the result of the mixture is very much below that of either the salt or snow. The fact is that salt and water mixed cannot be in the solid condition, except at a temperature very much below that of ordinary snow. The table gives a list of freezing-mixtures, and of the lowering temperature obtained by means of them. See ICE, ARTIFICIAL; REFRIGERATION AND REFRIGERATING MACHINES.

FREEZING POINT, the degree of cold at which a liquid freezes. It may be stated as accurately as the degree of heat at which a liquid congeals, since everything above absolute zero represents some degree of heat. In the case of water the freezing point is 32° F. or 0° C. The fusing or melting point of a metal is also its freezing point, the point where it changes from the liquid to the solid condition if the temperature is going down, or from solid to liquid if it is going up. But as the melting points of metals are regarded as hot, we use the word fuse, except in the case of mercury or quicksilver. The freezing or fusing points of familiar substances are:

is illustrated by the melting of glaciers from the bottom, which is the cause of their movement of flow. This melting at the bottom is due to the great weight of ice, creating pressure, which brings about melting though the temperature may be many degrees below 32° F.

To determine the molecular weights of substances, it is important to know the freezing point. To ascertain this the common method is to make a solution of the substance. The freezing point of the solution is usually lower than that of the solvent, the difference being proportional to the amounts not only of volume but of weight. The curves obtained appear to be similar to those found by tests of the boiling point to determine molecular weight. Beckman's apparatus for determining the freezing point of solutions consists of a jar containing a liquid, which can be maintained at a temperature slightly below that of the solution, and a glass tube made double, that is, with inner and outer tube, the inner tube for the solvent and the outer for air space. A thermometer scale is marked on the inner test tube. With this apparatus the freezing point of the pure solvent can be found with a close approach to accuracy. Next a definite proportion of the substance to be dissolved is added to the solvent, through a side aperture provided in the tube, and the temperature of the solution is observed. The difference between the freezing point of the solvent and the solution is then apparent. Because of different results obtained by different experimenters with different apparatus it was learned that several conditions minutely affected the final temperature recorded. The size and shape of the vessel containing the cold mixture that accomplished the freezing, and the regular or irregular stirring of the contents, and the diameter of the test tube were all found to affect the ultimate temperature, as well as the temperature of the outside of the jar, due to the temperature of the room. To check such experiment therefore a boiling test and sometimes other tests are made for molecular weight, the average result being accepted. See MELTING POINT; SOLUTIONS.

FREIBERG, fri'běrg, Saxony, a mining town 25 miles southwest of Dresden. It is the capital of the mining district of Saxony, and contains a mining academy founded in 1765, with 13 professors, fine scientific collections, among which is the celebrated collection of precious stones amassed by Werner, and a large library. There is a fine relic called the Golden Portal belonging to an ancient Church that stood on the site of the Gothic cathedral. It is an ancient imperial city, and is still surrounded by the old walls and ditch. The town owes its origin to the discovery of silver mines in its vicinity in the 12th century. Here, on 29 Oct. 1762, Prince Henry of Prussia defeated the allied Austrian and Saxon army. Pop. 36,237.

FREIBURG, fri-boorg, or FREYBURG, or FREIBURG IM BREISGAU, Baden, a town in the circle of the upper Rhine, in the valley of the Dreisam, and on the railway from Carlsruhe, in one of the most beautiful and fertile districts of south Germany, at the west foot of the Black Forest. It consists of the town proper, the fortifications of which have been converted into pleasure-grounds, and of

two suburbs, and is the seat of a superior civil and criminal court, and of several public offices. The buildings most deserving of notice are the münster or cathedral, a large and beautiful Gothic structure built of red sandstone, admired for its delicate symmetry, with a magnificent portal richly sculptured, and surmounted by a tower, partly of exquisite open work, 380 feet high; the university, founded in 1457, the merchant house, now the chief tax office, a quaint Gothic structure, resting on pointed arches, and decorated externally with fresco portraits, of the Emperor Maximilian, his son Philip I, Charles V and Ferdinand I; and the grand-ducal palace and government buildings. Freiburg is the see of an archbishop, and the seat of the courts and offices for the circle of the upper Rhine. Pop. 83,324; pop. of the entire District of Freiburg being 564,580 and area 1,830 square miles. Its university had, in the winter semester 1914-15: professors and teachers, 151; students, 2,237 (theology 250, jurisprudence 469, medicine 960, philosophy 301, and the remainder students of the faculties of mathematics and natural science). The faculty of theology in the University of Freiburg, as in the universities of Munich, Münster and Würzburg, is Roman Catholic.

FREIBURG. See FRIBOURG.

FREIFELD, George, American judge: b. New York city, 1856; d. 17 Nov. 1917. Of German extraction, his father served in the Civil War. Freifeld was elected a municipal court justice in 1909, and was re-elected to the second district municipal court of Brooklyn in 1917 for a term of 10 years. For over a quarter of a century Freifeld was a prominent figure in Freemasonry; he was district deputy of the third district in 1906, and in 1914-15 was grand master of the Grand Lodge of Masons in the State of New York. He served

12 years as a member of the board of education, was a life member of the Brooklyn Institute of Arts and Sciences, and vice-president of the Manufacturers' Trust Company.

FREIGHT. This term was originally synonymous with cargo, being applied to miscellaneous articles shipped for transportation by water. When the railways began to do a general transportation business in America the word freight was extended in meaning to cover all miscellaneous merchandise transported by train, other than baggage, mail and express matter paying a higher rate for quick transporation. In Great Britain, however, the word freight was not so extended in general meaning, the word "goods" being employed for miscellaneous shipments by railway, so that in England they say goods-van and goods-train with a meaning similar to freight-car and freight-train in the Western hemisphere.

The tremendous development of the United States railways, and the enormous freights they handle, have overshadowed the much smaller volume of ocean freight shipped in and out of this country, hence freight is largely considered from the railway point of view. The freedom of trade between the States, and the unprecedented development of railways has evolved a freight traffic in this country which is the marvel of modern civilization. Manufacturers no longer confine their trade to a

neighborhood, but seek trade hundreds and thousands of miles away, because low freight charges enable them to compete.

Early in the history of American railways there was developed the policy of charging for freight "what the traffic would bear." Obviously a carload of shoes, worth several hundred times as much as a carload of brick, could afford to pay a cent a pound or $20 a ton more without any danger of driving away the traffic, whereas the brick would not be shipped at all if it was assessed a rate of $20 a ton, being more than its intrinsic value. So the railroads stiffened the prices on valuable goods and took other articles at cost or less than cost, arguing that as they had to run trains both ways, they might be hauling empties if they did not accept cheap "fillers." They were further urged on by the continual threat of competition by canal, river or coast vessels. The railway interests thought it good policy to keep these out of existence, because water transportation is cheaper than railway, although slower. So they underbid for freight on stone, brick, lumber, coal, grain, etc., to hold the trade and keep down canal and river competition, believing that if these got a good start they would make a bid for the higher class freight that could pay a profitable price. Under such conditions the railways of America have built up a freight traffic that far excels the passenger and express traffic. There are more than 40 times as many freight cars in use on American railways as there are passenger, mail and express cars combined.

Freight rates, originally based on market conditions, next had to meet competitive conditions, to points where other railways led, or where there was water communication. For many years the railways competed for freight, and cut-rate wars between the roads were common in the last century. Then it developed that very large shippers who could dictate to railways demanded and secured rebates, thus getting an advantage over small competitors; also that certain cities had been discriminated against, and that the railways actually carried freight to some centres, say 500 miles for less than they charged intervening cities at a distance of 300 or 400 miles. Under such conditions freight rates had become so much mixed and complicated as to be unintelligible to the mass of people, seemingly senseless, and often grossly unfair to those who considered the charges from the basis of equity. Complaints were so numerous and so well founded that the Interstate Commerce Commission (q.v.) was established to secure equitable rates and rulings, and the famous regulation was established that a railway must not charge more for a short haul than for a long haul.

Conditions tended toward centralization of and consolidation of railway interests, and for years promoters and capitalists were kept busy consolidating competing lines of railway until the present great trunk lines were established, and 88 railway systems virtually control the transportation of the country, while 13 of them, each doing an annual freight business of from $50,000.000 to $150,000,000, control more than half the lines and dominate the situation. Competition has given way to consultation, and through interlocking directorates the great rail

way systems move largely in unison, with common interests, the protection of the_shipping public lying in the dictation of the Interstate Commerce Commission.

The average haul for freight in the United States is about 140 miles, and it follows that much of the freight has to be transferred to some other railway system, and sometimes to several systems before reaching its destination. Where shipments are large, shippers hire entire cars, and the goods are loaded and go in that car to the destination, no matter how many lines it travels over. The railways charge each other for the use of such cars when detained under certain conditions. The smaller freight is subject to transfer and handling when going to other systems.

Freight Handling.— Shipments of freight may be divided into four classes: (1) Bulk articles, which subdivide into (a) free-flowing articles, as oil, grain, sand, coal, ore and broken stone, that can be run through a chute or pipe, or handled by dumping; and (b) articles requiring mechanical handling, as coke, brick, pig iron, lumber, steel beams, etc. (2) Live stock, requiring special cars, food and attendance. (3) Package freight, including boxes, barrels, crates, wrapped goods and machinery. (4) Perishable freight, as meats, vegetables, fruit, etc., much of which requires refrigeration. These classes of freight require for economical handling different methods and different cars for transportation. For handling grain, the elevator, with spout delivering right into the cars or vessel, has been highly developed. For oil transportation by rail the tank-car was devised and proves both safe and cheap. For sand, coal, ore, etc., the gondola and various types of dump-cars have been developed, handling this class of freight by the simple process of having it slid on by gravity and dumped out by the same force.

At terminals or points where railway and water traffic meet, a variety of freight-handling machinery is always to be found, suited to the local conditions. Great steel bridges, for conveying overhead cars and lifting heavy freight bodily back and forth between the cars on the railway tracks and the vessels at the docks, are common. In many of them a man rides with the car and conducts its operations. Others are operated on the principle of cableways, and still others are essentially cranes or gantries. The Hulett unloaders have achieved great popularity at terminals on the Great Lakes. The old method of handling a lot of freight between car and vessel by crews of men with wheelbarrows is abandoned wherever possible. Machinery has caused a vast reduction in freighthandling costs. Figuring roughly, it used to cost $2 to $3 a ton to shift a miscellaneous cargo; now it is usually accomplished at a cost of less than 25 cents a ton. A record of costs at a large freight terminal, where all sorts of freight are continually transferred from cars to steamships and from ships to cars, showed these figures: Hand trucking 200 feet, 8 cents a ton; loading on box cars, 12 cents a ton; unloading from box cars, 11 cents a ton; loading off-shore ships with package freight, 23 cents a ton; unloading or discharging same, 20 cents a ton. In a modern terminal the vessels run into slips alongside great piers that parallel the en

tire length, giving close access to every hatchway. There are cranes on the ship and on the pier for hoisting and shifting the cargo. On the piers are lines of bins for separating the freight or for brief storage, while nearby are large storage warehouses for freight that has to wait. Every up-to-date mechanism that makes for easy transshipment is at hand. Portable conveyors are supplied for running bags and packages aboard or off board with a minimum of handling. Electric trucks are becoming as common as hand trucks. The heaviest articles are handled with ease, large machines being shipped all put together in one crate. Every sort of mechanical assistance for freight handling seems to have been thought of and provided, just as in a modern factory.

Statistics. There are 2,400,000 freight cars employed on United States railways, double the number in 1894, and of three times the total capacity; in other words the cars are one-half larger than they used to be. The average haul of a consignment of freight is 140 miles - less in the Eastern but more in the Western States. The annual mileage of these freight cars is 20,000,000,000, or the equivalent of more than a hundred round trips to the sun, or 40,000 tours around the earth. The ton mileage, that is the number of tons carried one mile, is 264,000,000,000, or the equivalent of 1,400 trips to the sun and back. The average receipts per tonmile are three-fourths of a cent. A horse will draw a ton a mile in 15 minutes, at a cost of 50 cents for hauling and another 50 cents for loading and unloading; a man can carry a ton in 50-pound parcels a mile in 20 working hours, or two and a half days, yet the railway handles this freight for three-fourths of a cent. As the railway's average haul is about 140 miles, it is apparent that its average charge for a ton of freight is $1. Valuable freight, however, commands much higher figures.

The Interstate Commerce Commission reports the freight movement for the year ending 30 June 1914, in tons, as: Products of agriculture, 98,825,133; animal products, 26,352,289; products of mines, 574,000,013; forest products, 91,093,595; manufacturing products, 142,015,332; merchandise, 40,239,497; miscellaneous freight, 35,934,471; total of United States freight movement in one year, 1,008,460,330 tons. More than half this total is mine products and more than a fourth is soft coal; bituminous and anthracite coal and coke constitute 38 per cent of the total; ores, 9 per cent; stonę, sand, etc., 8.5 per cent; lumber, 6.2 per cent; grain, 4.5 per cent; and cement, brick and lime together, 3.8 per cent. No other class of freight is over 2 per cent of the total.

The last census reports the railways as spending $95,000,000 annually for new cars and $437,000,000 for repairing cars. At least 95 per cent of this must be for freight cars, and the great excess of the repair item is evidence that very many cars are rebuilt so much that they might better be classed as new, and that from this point of view it requires about 200,000 new freight cars annually to handle the freight 100,000 to replace those that wear out and 100,000 to take care of increased freight movement. Since the railway mileage of the United States is about 35 per cent of the entire world mileage, it is reasonable to infer that the above

statistics represent about a third of the world's freight movement by rail.

Ocean Freight. This was originally carried by sailing vessels, and while such transportation is very cheap, it has given way to steam navigation, nearly all the carrying trade being in the hands of regular lines plying between the important ports of the world. The tonnage going out of New York, which is now the world's greatest port, is about 15,000,000 tons annually. In time of peace London and Hamburg each clear about 14,000,000 tons, Liverpool and Rotterdam 12,000,000 each, Hongkong 11,000,000, Shanghai 9,000,000, Rio Janiero 8,500,000, and Marseilles, Singapore, Colombo and Cardiff each 7,000,000 to 8,000,000 tons. The steamship lines follow the same practice as the railIways in making rates, putting the price on the valuable freight, and carrying bulk cargo, which is sometimes needed as ballast, at low rates. There are a considerable number of coasters that do a freight business all along the Atlantic seaboard and handle cargoes at rates much less than the railways charge, but railway interests have sought to discourage such traffic by refusing such vessels terminal facilities at the docks. There seems to be an economic loss here, for it is well known that a schooner with a gasoline engine can tow a half dozen large barges between ports on the coast and make money at rates away below what the railways charge; but there is risk in the business and occasionally a string of barges is wrecked by a sudden storm.

The total ocean freight of the world is approximated by the commerce reports. The imports of 31 leading countries in 1912, the best year for comparison, were of $19,000,000,000 value, and the cost of transportation was about $350,000,000. The tonnage is believed to be about 1,000,000,000, of which about 20 per cent now originates in the United States. It thus appears that America is far ahead of all other countries in freight movement, the internal movement here by rail being equal to the entire water movement of the world, and one-fifth of the ocean freight being American though little of it is carried under the American flag.

CHARLES H. COCHRANE, Author of Modern Industrial Progress.) FREILIGRATH, fri'lig-rät, Ferdinand, German poet: b. Detmold, 17 June 1810; d. Cannstadt, Würtemberg, 17 March 1876. His father was a teacher. Though apprenticed to a grocer at 15, he continued his studies and published verses in local journals. In 1831-36 he was a banker's clerk in Amsterdam. In 1836-38 he published a literary journal Rheinisches Odeon, became a bookkeper at Berman, but continued writing lyrics, one volume of which he published at Mainz in 1838, and as it proved successful he determined to devote himself entirely to literature. In 1842 he received a small pension from the King of Prussia; but this he retained for only two years, for having embraced views in politics of an advanced liberal stamp which placed him in opposition to the government, he felt bound to resign the benefits of royal favor. At the same time (1844) he published a poem entitled a Confession of Faith (Glaubensbekenntnis), in which he became the champion of the political creed he had adopted. In 1848 three other political

poems by him: Die Revolution'; 'Februarklänge'; and Die Todten an die Lebenden,' saw the light; and the last of these led to his being put on trial for treason. This trial, in which he was acquitted, is memorable for another reason, being the first jury trial ever held in Prussia. From 1851 till 1867 Freiligrath resided in England as manager of the London branch of a Swiss banking establishment. On the failure of the bank a national subscription was got up in his behalf in Germany, and the proceeds of it enabled him to return to private life. The general amnesty of 1868 brought him back to Germany and he celebrated the triumph of 1870 with the very popular 'Hurrah Germania' and 'Die Trompete von Vionville.' The early poems of Freiligrath are distinguished by a wealth of glowing and highly-colored imagery, and by the prevalence of Oriental scenes and subjects. His political poems are too full of the tones of party warfare to live as poetry; but many of his lyrics seem destined to hold an abiding place in German literature. Germany is also indebted to him for many admirable translations from foreign languages, as from Burns, Tannahill, Moore, Hemans, Shakespeare, Longfellow and Victor Hugo. His works were collected in eight volumes and published at Stuttgart (1870-71). There is a volume of English translations of his select poems edited by his daughter, Mrs. Kroeker (Leipzig 1871). Consult Buchner, Ferdinand Freiligrath, Ein Dichterleben Briefen' (Lahr 1881-82); Richter, 'Freiligrath als Uebersetzer' (Berlin 1899); Rodenberg, Jugenderinnerungen) (ib. 1899).

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FREIRE, fra'rě, Ramon, Chilean_general: b. Santiago, 29 Nov. 1787; d. there, 9 Dec. 1851. He was a grandson of Freire de Andrada (q.v.). He fought in the patriot army in the war for independence (1811-20), and defeated Benevides at Concepcion, 27 Nov. 1820. He became the leader of the Liberals, and upon the deposition of O'Higgins in 1823, supreme director, with dictatorial powers. In 1826 he ended Spanish rule in Chile by expelling the remaining Spanish forces from Chiloé. was re-elected supreme director in 1827, but resigned not long after. The Conservatives having gained control, he led an insurrection against them, was defeated at Lircai (1830), and banished to Peru. In 1836, he attempted to invade Chile with two ships, but had to surrender, was again exiled to Peru and was not permitted to return until 1842. After his death a bronze statue was erected to his memory by public subscription in Santiago de Chile. Consult Elliot, G. F. S., Chile' (London 1907); Mehegan, J. J., O'Higgins of Chile, etc.) (London 1913); Torrente, M., 'Historia de la Revolucion de Chile, 1810-28 (in Collecion de historiadores i de documentos Relativos a la Independencia de Chile, Vol. III, Santiago de Chile 1900).

FREIRE DE ANDRADA, frä're dă ändrä'dä, Gomes, Portuguese colonial administrator: b. Coimbra 1684; d. Rio de Janeiro, 3 Jan. 1763. He served in the Portuguese army, and became governor and captain-general of Rio de Janeiro in 1733, his authority extending over most of southern Brazil. His administration of almost 30 years was the most successful and prosperous, as well as the longest,