NoM.4.4AL A G UNBOUND #f od\\%W)\7 ARGENTINE REPUBLIC MINISTRY OF AGRICULTURE Immigration Department The Immigration Offices AND Statistics from 1857 to 1903 INFORMATION FOR THE Universal Exhibition of St. Louis ( U. S. A. ) The Head Offices are situated iu Alsina Street N.° 624 Buenos Aires, where information can be obtained either verbally or by correspondence in different languages by those who wish to establish themselves in the Argentine Republic BUENOS AIRES Printing Establishment of the Argentine Weather Bureau 1904 Duties of the Immigration Department subject to which immigrants can avail themselves of the benefits of the Im- migration Law The Immigration Department under the control of the Ministry of Agriculture, has the direction of all relating there- to in the Argentine Republic, and is organized to correspond to the special services related to it, which are ruled by the organic* Law of i6th- October 1876. Managing Staff in Buenos Aires The managing staff is composed of a Chief and a head clerk, and further more the Secretary's Department, Archives, Accountants Department, Treasury, Statistics, Interpreters office for verbal information and foreign correspondence, Disembarking office, Labour and Forwarding office, Immi- gration Hotel, Hospital and Medical service, and Post and Telegraph office, all of which are established in Buenos Aires. Auxiliary Commissions in all the Argentine Territory To attend the requirements of the service in the Interior, there are 42 Auxiliary Commissions established in the prin- cipal cities and towns of importance. (Articles 6, 7 and 8, Chapter III of the Law.) — 4 — Archives In the Archives of the Department, a careful Register is kept of all administrative papers, studies, observations and documents of ships transporting immigrants, and a list of all those entered since the year 1857, Accountant's and Treasury Departments The Accountant's Department and the Treasury have under their charge the financial part of the administration and keep account of all amounts spent in lodging and trans- port of immigrants and their baggage, payment of wages to employes and other expenses (Article 3 paragraph 13.) Statistics The Statistical Office keeps minute statistics of the immi- grants arriving in the country, classifying annually and monthly the arrivals and departures of steamers, stating date, flag, number of passengers and immigrants with a summary of the immigration movement; steamers inspected, ports of procedure, classification of immigrants according to natio- nality, profession, sexe, age; monthly, annually and quin- quennially; sexagenarians entered; births and deaths on board, immigrants entered at the Hotel and settling of immi- grants in the interior. Interpreters Office In the Interpreters office there are employes who speak several languages; verbal information is given to all immi- grants who ask for it. It provides information regarding lands offered for sale and has charge of the foreign corre- spondence. Labour and Forwarding Office The Labour and Forwarding Office receives inquiries for workmen from all parts of the country, and, according to such inquiries, undertakes the placing of the immigrants who come to the Hotel, asking for lodging and employment. This office provides the immigrants with the information they — 5 — V u '< l- ^ V ° 'Z d <*• 3 w « 5 .2 6 o 3 r solicit about the different districts of the country, means of communication, wages etc. It undertakes the forwarding of the immigrants and their distribution in the regions to which they desire to be sent, and all other work connected with these services. (Articles 9, 10 and 11 and 48 to 54 of the Law.) Landing Superintendents The Disembarking Office consits of Inspectors who go on board the vessels to receive and classify the immigrants, and see if the ships have complied with the conditions of the Law regarding vessels carrying immigrants, and also to impede the entry of those which said Law prohibits (Chap- ter VI, Articles 18 to 37 and the Regulation agreed upon of 4th- March 1880.) Immigrants Hotel or Home Those who avail themselves of the benefits of the Law, are lodged in the Immigrants Hotel whilst work is procured for them, which is done immediately. The Hotel is provided with the accommodation and ser- vice necessary to meet this requirement. It has separate dormitories for each sex, ample dining rooms, lavatories, and a police service to contribute in main- taining order and also a corps of firemen to prevent confla- grations. (Chapter VIII of the Law, Articles 42 to 47.) Hotel, Interpreters The Hotel is provided with interpreters of all languages, to mediate between the immigrants, and the Hotel employes and the Labour and Forwarding Office. Medical Assistance Sick immigrants and members of their families are attend- ed at all hours by the Medical staff of the Hotel, which is further more provided with an Infirmary supplied with all the most necessary medicaments. / ■ m Cfl • — O U o a — u - u — 8 — Customs Service To facilitate the despatch of immigrants baggage, the Custom House has au office in the Hotel which carrys out all the corresponding operations. By means of this organization, which meets all the exi- gencies of the immigration in the Argentine Republic, the immigrants are given all the advantages accorded by the Immigration Law hereunder transcribed. ARTICLES OF THE IMMIGRATION LAW IMPORTANT FOR IMMIGRANTS TO KNOW CONCERNING THE LABOUR OFFICES Art. 9.— The Immigration-Office in Buenos Aires and the Commissions at their various head quarters shall, when- ever it may be necessary, have placed under their direct con- trol a Labour and Employment-Office to be served by such a number of clerks as may be fixed in the Budget. Art. 10. — These Offices are bound and empowered : 1. To attend to such applications of teachers, artisans, journeymen or workmen as may be sent in to them. 2. To secure advantageous terms for the employment of immigrants, and to see that such employment be given by people of good repute. 3. To intervene at the request of the immigrants in such agreements as to work as said immigrants may make, and to see to their strict observance on the part of masters. 4. To write down in a special register the number of the procured employments, mentioning the date, the sort of work, the conditions of the contract, and the names of the persons that may have intervened in it. Art. 11. — At such places where there are no Employment- Offices, the duties incumbent on these shall be carried out by the Commissions of Immigration. ' 9 en o a in pq >> h a ^-, o o o ~ '5 3 i-i te — IO — ■ CHAPTER V. CONCERNING IMMIGRANTS Art. 12. — By the effects of this Eaw, even- foreigner un- der sixty years of age, whether he be a journeyman, artisan, labourer, tradesman or teacher, who proves his morality and capacities, shall be considered an immigrant, on arriving in the Republic, to establish himself in it, either in a steamer or sailing vessel, paying his own 2nd- or 3rd- class passage, or having it paid by the State, the Provinces, or by private so- cieties protecting immigration and colonisation. Art. 15. — Those persons to whom these conditions apply and who do not desire to profit by the advantages offered to the immigrants, shall let it be known to the captain of the ship at the moment of their embarking, when he will note it in the ship's register, or communicate it to the maritime authorities of the landing port: in this case, those persons shall be considered as simple travellers. This disposition is not meant for those immigrants who may come engaged in this capacity for the colonies or other places in the Republic. Ari. 14. — Every immigrant on giving sufficient proof of his good conduct and fitness for any occupation, art or usefull trade, will be entitled, on his arrival to the following special privileges : 1. To be boarded and lodged at the expense of the Na- tion during the tima fixed by articles 45, 46 and 47. 2. To have employment given him in such calling or trade as there may be in the country, and which he may prefer. 3. To be transported at the expense of the Nation to such locality in the Republic as he may select for his residence. 4. To import free of duty articles for personal use, cloth- ing, furniture for domestic purposes, agricultural im- plements, tools, utensils, instruments of such arts and trades as they may exercise, and one fowling piece to each adult immigrant, of such value as may be fixed by the Executive. Art. 15, — The dispositions of the preceding article shall II "■ a X u o o s u a «, ~ o O « a ~ = o — 12 — be extended as far as they can be applied, to the wives and to the children of the immigrants, if grown up, provided they can give proof of their morality and industrious aptitudes. Art. 16. — The good conduct and industrious capacities of the immigrants can be proved by certificates given by the Consuls or Immigration Agents of the Republic abroad, or by a certificate from the authorities of the immigrant's resi- dence, legalized by the said Consuls or Immigration Agents - of the Republic. CHAPTER VIII. CONCERNING THE LODGING AND BOARDING OF THE IMMIGRANTS Art. 42. — In the cities of Buenos Aires, Rosario, and at. all such others where, owing to the number of immigrants, it may be necessary, there shall be a house for their tempo- rary lodgment. Art. 44. — At such places where there should not be any houses for the accommodation of immigrants, the respective Commissions shall proceed to board and lodge the same in public hotels or in other suitable ways. Art. 45. — Immigrants shall be entitled to suitable board and lodging, at the expense of the Nation, for five days after landing. Art. 46. — In case of serious illness which should render it impossible for them to remove to another habitation, at the expiration of the said five days, the expense of the succeed- ing board and lodging shall continue to be met by the State, as long as the said illness continues. Except in such cases, the continuance of immigrants at the Establishment for more than five days shall be at their own expense, at the rate of half a national gold dollar a day for every person more than 8 years old, and 25 cents for every child under that age. Art. 47. — The regulations contained in the preceding articles do not include immigrants having contracts with the Goverment in connection with the Colonies. All such will be entitled to board and lodging free of charge until trans- ported to their destination. J3 — 2 u o s a -a « § a u — o ~ a u at O *J S a C5 u ■J — 14 — CHAPTER IX. CONCERNING THE TRANS ORT TO THE PROVINCES AND THE EMPLOYMENT OF THE IMMIGRANTS Art. 48. — The Employment-Offices or the Immigration - Commissions in their stead, shall use their best endeavours to provide immigrants with employment in such art, trade or calling as the may prefer. Art. 49. — Such employment shall be procured if possible within five days after the immigrant's arrival, and on as fa- vourable terms as possible. Art. 50. — The Employment- Offices or the Immigration- Commissions in their stead shall, at the request of the inte- rested parties, intervene in such contracts for employment as they may make, with a view to securing their fulfillment for the immigrant. Art. 51. — Any immigrant who should prefer to fix his residence in any of the interior Provinces of the Republic, or at any of its Colonies, will be at once transported .with his family and luggage to such place, as he may select, free of all charge. Art. 52. — In case of an immigrant going to the Provinces, he will be entitled on arrival at his destination, to be lodged and boarded for ten days by the Immigration-Commission. At the expiration of this time, he shall pay half a national gold dollar a day for every person over 8 years old, and 25 cents for every child under that age, except in case of illness, when he would continue to be maintained at the expense of the Government as long as the said illness lasts. Art. 54. — The immigrants can on no pretence whatever, profit by the privileges granted by the preceding articles, to pass through the territory of the Republic to a foreign coun- try, under penalty of repaying all the expenses that have been occasioned for their passage, landing, board, lodging and .transport. IS — 0 a rt In Q *r* 5 Q ■h c n -» 4 7 -J w .„ o t* o a 0 a H-< rt I'- rrt P ll - V be ««H 'Z •o ;= = J3 a) — *j a K g >. 0 A 3 o kt o w 4J u 16 - Reception of immigrants in the Argentine Republic. THE IMMIGRANT INSPECTION AND ITS REASON Each ship that arrives in the country bringing immi- grants, 2nd- and 3rd- class passengers, according to Law, is visited and inspected by a Commission comprising the Immi- gration Inspector, Board of Health doctor and Coast Guard officer, who examine the hygiene and healthiness of the ship, accommodation, provisioning during the voyage, supply of medicines, and as to whether a doctor or chemist is carried ; if or no a greater number of passengers were carried than the accommodation allows; if the measurements of the deck, sparedeck and of the berths are in accordance with the Law; if there is sufficient ventilation, supply of firehose and cooking utensils, life belts and life boats; if there are passen- gers with contagious diseases; if passengers have been em- barqued at ports where there is an epidemic; if any part of the cargo is inflamable or unhealthy, and, finally, receive any protest of the passengers of bad treatment and obtain from the Captain the documents he should deliver, showing cognos- cence of the Immigration Law, and any incidents that have happened on the voyage. This is done in the interest of the immigrants. RECEIVING THE IMMIGRANTS The immigrants are carefully questioned and classified to find out their trades and means, note being taken of those who do not wish to come under the Immigration Law, their passports then being stamped ^passenger only*, as also are stamped «former resident), the passports of those who come under that heading. Once the passports revised by the officials, those immi- grants admited under the Law, are handed over to the receiv- ing officials of the Immigrants Hotel who attend to them, placing them in trams, which take them to the Hotel. The baggage is taken on trucks to the same place by the Hotel porters. l7 0 in 1 I a So 5 1 3 o S O - I- 2 •_■ be i8 FREE LODGING Arriving at the Hotel, the names of the immigrants are entered in the Hotel register and they are given a lodging ticket valid for five days, which can be prolonged in case of sickness. The immigrants are comfortably lodged, the women and children in separate rooms to the men. The baggage is taken by the Hotel porters to a deposit where it is revised by the Custom House Officers, specially. FREE BOARD The rations given to the immigrants are of the best, and in the following proportions per day, per adult : meat 600 grams, bread 500 grams, potatoes, carrots or cabbage (alter- nately) 150; rice, maccaroni, or beans (alternately) 100; sugar 25 and coffee 10 grams; milk is given to the children. The food is cooked by steam and is served by the Hotel attend- ants in a large dining room. MEDICAL ATTENDANCE There is an Infirmary in the Hotel where patients are carefully attended; children as well as adults can be vac- cinated. There is a staff of doctors, students, sicknurses, and a chemist's fully equiped with medicines and disinfectants. GOVERNMENT EMPLOYMENT OFFICE On arrival, the immigrants are questioned as to what part of the country they wish to go, and are offered work by the Employment Office, in accordance with the inquiries for workmen received, full information of which, of wages paid and other conditions are carefully entered up in books kept for that purpose. If there are no enquiries for workmen in the particular trade of an immigrant looking for employment,, this Office undertakes to find him work by either directing him to Works and Factories or by telegraphing enquiries to the Interior. Immigrants are warned, should they wish to go to any part of the country where there is no opening for one in their trade. No persuasion is used to induce immigrants to go to an}7 particular part of the country, it is left to them to decide. — i9 o Ed a p. 3 O u O 20 FORWARDING AND RECEIVING FREE The immigrants placed up country or who wish to join their relations, are taken care of by forwarding Agents who remit their luggage properly labeled, note down the immigrants so forwarded, provide them with tickets and see them on to the train or river steamers. ARRIVING AT THE PROVINCES AND POINTS OF DESTINATION The immigrants who go to the Provinces or National Territories to be settled, are met on arrival of the train by the Secretary of the Branch Office, boarded and lodged for ten days until they are settled or leave for some fixed desti- nation. If they should have to change trains, they are looked after by this Official in the same way as in the Fede- ral Capital, from the arrival of one train until the departure of the one in which they continue their journey. POST AND TELEGRAPH OFFICE For the better handing of the immigrants correspondence and in order that the Head Office and National Employment Office can transmit without delay, orders and instructions all over the Republic, there is a Post and Telegraph Office in the Immigration Hotel. STATISTICAL RETURNS The four following returns, summarize the Argentine Immigration movement from 1857 to 1903. In those relating to the entry and nationality of immi- grants, the information corresponding to the years running from [857 to 1903 is given, and in those which refer to their trades and forwarding to the interior, the information has been taken corresponding to the last decade, this lapse of time being sufficiently demostrative. 2 "« a a Ji u i 5 — 22 — a IS w H W to o ° 2^ S « £ 5 < # > >4 S § ^ 2 2 O ^ < ^ o Q w B to W Q o H ^ 5 > % o f-l o o o OO CO ^ O O M (J 5 to *=< r-H r— 1 HH to O to co io co oo rococo a* O oo h ch o< **n rococo Oco moo m co ■«*■ co t-- co ot in rond CO N !*"• M TTiO kOOOCOr-i-iNNNinciCO ifllON NNP3 iO CO vO h ^- N n m »r> m 0 m m O* « m moo wio « o rou-jo o^o O moo r^mmmMoo a* coco mw w o r^cot-^r-ococH m^o oi tj- co m r*oo cooo a* o t-sCT»-«(S»OOm>H Ct ih W M r^s MM r*» coio r*-.vo m o CO O M o o^^-m ^-n o> co ^ ***o aio < CO m Trai^-coCTimcriM tJ- C» VO M ^- c* OMO Ci M « HVO (1 M CTiCO 0 m CO ^-1D Is* -«-*0 H « M t-1 CO M tH 0 in 01 O CO ID CO * i>. 0 co co m m t^ M co r-*. o^o m m r-.oo a* r-. m mio ■•*■ m m mio *a- m co ■^r m m m c* CTivO in m CO CS m m M M M O fOOi m o>so 1 10 o> m o CO N O m ^- m co m m cooo co 0^ r^co >o mr^mr^ ^- co co m «}- 0* Ol M M M VD M M O i*« 0"> 0 m O iD CT> O w m co ~ m tJ- tMD 0 CO co tj-oo tj- m 0 ai m M 11 M to VO 10 1 .209 12.028 814 ^j- r-* moo m r^ 01 m 0 O^CO CO « m r^ ■^- CJi ^- 0 W M 0*1 CI CO CO 0 O 00 t^ r^s cs M 01 W M t^ -«1- 0 0 m m -^r co co m r». m 0 m w CO CO to to m o\ m coco r*» 00 M d M Tj- O^CO O W M M M M CO <<*■ « O w MOO m co m m c» w — m mo o>io m 0 « CO"X) l-t )H m m m t** 21.012 m m m m i-» co n Trrsi-o 0 m 0 m 0 co m 00 -0 -J 8* S 3 a U, cq w 0 x UHiOM 3 8, S'J3 0) 3 rt c3 CD CS 3 s? « « « ii cs £ B »J js rt 0 rt « ^ a a o £2z i> — 23 — 8 3 5-3 .= a a as 2 * s s 24 — IMMIGRATION FROM COUNTRIES BEYOND THE SEA AND MONTEVIDEO 1857 to 1903. Years Countries bevond the sea Montevideo Total l357 1858 1859 i860 l86l 1862 1863 1864 1865 1866 1867 1868 1869 187O 187I 1872 1873 1874 1875 1876 1877 1878 1879 i.SSo I SSi 1882 1883 [884 1886 4-951 4.658 4-735 5-656 6.301 6.716 10.408 11.682 11.767 13.696 i3-225 25.919 28.958 30.898 14.626 26.208 48.382 40.674 18.532 1+532 I4-675 23.624 32-71; 26.643 3 1 43 1 41.041 52-472 49.623 S0.61S 65-655 761.023 3,S2i 3-315 8.976 9,069 6.307 10.829 27.950 27.603 23-5:4 16.433 21.650 19-334 22.438 15.008 16.053 10.462 10.771 28.182 2 s.i 04 27461 337-300 4-951 4.658 4-735 5-656 6.301 6.716 10.408 11.682 11.767 13.696 1 7.046 29.234 37-934 39.967 20.933 37-Q37 76-332 68.277 42.066 30.965 36-325 42.958 55-r55 41-651 47-4's4 5!-503 63-243 77-805 [ 08.722 93.116 1.098.323 — 25 Years 1887 l sss 1889 1890 1891 1892 1893 1894 1895 1896 [897 [898 1899 1900 1901 1902 1903 Countries beyond the sea (a) (a) (a) 761 023 98.898 130.271 2 is. 744 77-SI5 28.266 39-973 52.067 54-720 61.226 102.673 72.978 67.130 84.442 84.851 90.127 57-992 75-227 2.158.423 337-3°° 1.098.323 21-944 1 20.842 25-361 I55-632 42.165 260.909 32-779 110.594 23-831 52-°97 -33-321 73-294 32-353 84.420 25-95I 80.671 19.762 80.988 32-532 135-205 32-165 105-143 28.060 95-19° 26.641 1 1 1.083 21.051 105.902 35-824 I25-951 38.088 96.080 37-444 1 12.671 846.572 3.004.995 (a) — With assisted passages. General Total ^including- first class passengers) 3.6S5.430. — 26 TRADES OF FOREIGN IMMIGRANTS, IN THE LAST TEN YEARS, FROM 1894 TO 1903- Agriculturers 312.723 Masons 8.500 Upper cutters 898 Surveyors 16 Architects 12 Fitters 81 Sawers 127 Barbers i-332 Coal-men 99 Butchers 725 Carpenters 7-x42 Coppersmiths 439 Cooks (male, female) 9.265 Confectioners 500 Merchants 30.996 Dressmakers 28.194 Tanners 691 Coachmen 149 Calkers 54 Quarry-men 255 Clerks 10.755 Gilders ' 99 Draftsmen 41 Joiners 604 Electricians 711 Bookbinders 77 Sculptors 43 Firemen 793 Apothecaries 352 Photographers 65 Cattle breeders 690 Engravers 113 Glovers 76 Smiths 3-54^ Tinsmiths 548 Printers 38 Engineers 17 Workmen 118.223 Gardeners » 923 Brickmakers 262 Lithographers 37 Marble-cutters 59 Sailors 7-739 Engine drivers 445 Mechanics 2.1 13 Milliners 6.051 Millers 605 Musicians 796 Miners 1.272 Physicians 41 Furniture makers... 92 Bakers 2.382 Stone cutters 1.208 Painters 926 Laundresses 8.749 Fishermen 112 Teachers 12 Watchmakers 372 Tailors 4-9§5 Without trade (chil- dren) 1 13433 Wilhout trade (wo- men) 8.1 1 1 Servants (male, fern.) 28.450 Hatters 501 Weavers (male, fe- male) 6.546 Typographers 481 Coopers 3I6- Turners 103 Dyers 62 Harness makers 133 Yiner,\vinemakers... 403 Veterinaries 33 Plasterers 100 Shoemakers 6.094 Other trades 8.430 75I-366 — 27 < xn « P 55 O 5> w PQ in w M p o £ & CO to P to to O > I— I P o 1—1 to O ID 00 5 o 00 to O M r^ « r*. CO to at at m w at w co CO CO CO w 00 M ■fl- o r** m oo rejoj. M CO IH to a* ■fl- to oo at lO r» o at M p+ *- 00 oo CO m O T CO 00 H ^ sjain< > M tO r*- CO CO « ■fl* CO »H o 00 M ■fl- fN, l-< ■fl" W w saps.ws to 1- H at e< CO CO CO at »o snBDuaniv o r*- M CO UliON — w O IH to rx at at at CO « r-* 00 CO ■fl- at sanea H w M W IT) to M M r% M O m *r O to asanSnjjod »-« 0* o M »-« ^~ U0 CO to r^ (M uo o r>. f CO CO t^ to ip4«(I TT U0 at 00 to «r tx r*-. 00 ■fl- M M at U") M ^* streiSiag m to 0 to M a» H at m to CO tx N uo o t^ m to to oo CO CO « W SStAiS w at w tx 00 o O M CO N at 9s CO w M M at m O in o to at at e* CO HSjiSaa CO •-O CO to U1 to •fl- •fl- ■. CO a> at U0 w CO TT ipnajj to CO 00 0 CO w w w 0 rx H CO to M fx CO o at at CO to ■fl- oo CO 00 CO o at spjeniBds . ** to ►" CO CO subjibji at CO at "O m rx ■fl- M uo 00 lO CO ^4 CO CO at o> o» at at m *o t»* 00 at O _ w CO SJB3A r*. o to O o CO o at o at o at o at o at oo oo CO CO oo M EXPOSITION DE SAINT-LOUIS ( ETATS-UNIS DE \. AMERIQUE ) INDEX EXPLICATIF DES OBJETS EXPOSES PAR LE MINISTERS DES TRAVAUX PUBLICS DE LA REPUBLIQUE ARGENTINE DIRECTION GENERALE DES TRAVAUX HYDRAULIQUES PORT MIL1TAIRE DE BAHIA BLANCA * * * •& •* DEPARTEMENT DES INGENIEURS DE LA PROVINCE DE TUCUMAN •**■*■*#■*■*-=■**#### BUENOS AIRES I5705S— IMPRENTA, LITOGRAFIA Y ENCUADERNACIOX DE JACOBO PEUSEK Calle San Martin 200, esquina Cangallo 1904 Avis au Leeteur Les objets exposes par le Ministers des Travaux Publics de la Republique Argentine et presenters par la Direction Direction Generale des Travaux Hydrauliques ent ete clas- ses en cinq groupes principaux: I. — Rio de la Plata. II. — Rio Parana. III. — Rio Uruguay. IV. — Port Militaire de Bahia Blanca. V. — Barrage de retenue de la province de Ttjcuman. I. — RIO DE LA PLATA Ce grand plan, execute en relief, montre clairement tous i. pun- relief du o l ' ^ Rio de la Plata les accidents du fond du Rio de la Plata ^upeneur sur une snoeriear. - , ., Echelle de 1:40.000. etendue d'environ 3.500 km.2. On pent y etudier en de- tail les nombreux canaux et bancs existants, ainsi que les nombreuses rivieres qui torment le Delta du Parana. La situation des signaux destines a faciliter la navigation s'y trouve indiquee. II comprend aussi les ports de Buenos Aires et La Plata, avec les canaux qui en permettent Pacces et leur balisage. On areuni en un album les six plans que nous allons de- 2. Atias de plans x du Rio de la crire sommairement. Plata- Une Ibis le releve de la partie superieure du Rio de la PianNo i._carte A x jM-ncrale du ba- Plata termine, on a procede a son balisage. Cette opera- Rsage \^^ L du K10 de la rla- tion a constitue un de nos travaux les plus importants. ^^SoSLS Les bouees indiquent nettement la route a suivre afin ww- d'eviter les echouements, avant si frequents au grand prejudice du commerce en general. Les bouees lumi- neuses, dont la eapacite est de 5 m.8, brulent nuit etjour; la plupart sofit alimentees au gaz d'huiles minerales, les autres au gaz acetylene. Le gaz est transport^ a bord de bateaux baliseurs que Ten charge dans une usine specia- lement construite dans ce but. Dans ce plan se trouvent condenses les resultats des rele- plan no 2-cane x ' jji-nt-rali'duRiode ves faitsparle personnel du Ministere des Iravaux Publics u Plata ,- Eche- x A lie de 1 : 100.000. de la Nation jusqu'en L903; il embrasse toute la partie su- perieure du Rio de la Plata. Les releves ont ete fails avec une grande precision, 1110- yennant de nombreux sondages et profils, ainsi que des ob- — 6 — servations de niaree soiquees. Une excellente triangulation s'etend sur toute la zone etudiee. Le plan contient en plus rindication de tons les signaux de navigation existants dans le fleuve. pian no 3. - Cote . Comme le probleme de la navigation interieure du Para- d "la1 piata lu- na et de F Uruguay depend de la viabilite des canaux du derTU4oow)Che cote Oriental du Rio de la Plata, on a etabli un plan a l'echelle de 1:40.000 permettant d'etudier parfaitement ces canaux dans tous leurs details. pian no 4.- Rade Ce plan comprend la zone du Rio de la Plata s'etendant Echeiie 'Te tout au long de la ville de Buenos Aires ; il donne la si- 1:100 000. (Annee ° , ,, , , ,. ito). tuation du Port et de ses canaux d acces, avec leur balisage. pian no s.-Pon- Ce plan comprend, avec tous les details, la zone de moin- -nFdcUhenera dne dre profondeur de la route de navigation de plus grand calage du Rio de la Plata, avec lmdication de son balisage et de la position de tout les rochers pouvant offrir quelque danger au navigateur a l'approclie du Farallon. Pian no 6.-aNou- Qe canai fut balise pour la premiere fois en 1892; depuis, fWooo '(Annee le passage des bateaux et Faction du courant ont produit I903»- un approfondissement naturel de plus de 3 pieds. II a aujourd nui une profondeur de 19 pieds en basses eaux, et les bouees lumineuses qui le bordent en 1'acilitent con- siderablement la navigation. i. Modeie du bas- ^ port de Buenos Aires a deux bassins de carenage. Ce sin de carenage I f duPortdeBue- m0(^e represente le plus grand, dans tous ses details. Un DOS /Yll"S- ■*- i l ■ i Echeiiede moo. y p0ut voir le dispositif d'epuisement, l'installation des ma- chines faisant fonctionner les pompes, ainsi que tous leurs details de construction. 4. Balisage ■! Ce plan indique clans tous les details, la situation des canaux d'entnV l ,, . \ • i ' +1 au Port de Bue- signaux et bouees ( lumineuses ou non ) qui demarquent le passage de navires dans leur entree au port de Buenos Ai- res, ainsi que celle du Semaphore, et en fin les differents types de signaux les plus generalement adoptes pour le balisage. Aii.um photo- On a reuni dans cet album les photographies de diffe- rents types de dragues adoptes dans le pays, amsi que des remorqueurs el autres embarcations appartenant au service du Ministere. II contient encore quelques vues concemant d'importants travaux executes ou en cours d'execution, 5 graphique. suffisants par nix-memes rjour donner une idee de Fetal da- vancement et de progres des travaux publics dans la Repu- blique Argentine. Nous avons ajoute a la fin de la brochure un index du contenu de F Album. Celui-ci est le dernier des plans executes par la Direction " n™ <•" Port ri ' > i i rn t^> 1 i • r\ .-it • ^e B"enos Aires. (icnerale des I ravaux Publics. On peut y voir la disposi- tion generale du port et de ses canaux d'entree, le port du Riachuelo, le Dock Sucl, etc. Sur les deux rives du Ria- chuelo se trouvent d'excellents guais en bois permettant Pamarrage des bateaux, notaniment de ceux de cabotage- Sur la rive nord il y a actuellement en construction 1.200 m- de nouveaux quais. A Fentree du Canal Sud se trouvent les Ateliers du Mi- nistere des Travaux Publics affectes a la reparation des trains de dragage. et en general de toutes ses embarcations. Dans la Darse Nord sont installes les Ateliers etles Bassins de carenage du Ministere de la Marine. Pour donner une idee plus exacte de l'importance du port, i. Panoramas du . » , Ttf , P°rt de Buenos on a ajoute trois panoramas du meme, pris de dirterents Aires, points de vue, et donnant une vue d'ensemble du mouvement des navires d'outre-mer et des j)etites embarcations. On a reuni en un album les photographies des embarca- 8. Album Pi,oto- tions destinees a tous les services du ministere. Nous avons fmbarcations.65 ajoute a la fin de la brochure une liste des vues contenues dans F Album. II.-RIO PARANA L'importance des etudes realisees a Foccasion du Concours i. pian-reiief du pour la construction du port sur la partie de ce fleuve vis-a- ?™c ^ros^ho" vis la ville du Rosario, explique suffisamment la raison i72aa)oelle de d'otre de ce plan. On y a represent^ de metre en metre, les courbes de niveau du fonddu fleuve, de facon a faire ressortir la forme gvnerale du lit et tout ses accidents, tels que bancs, canaux, etc. Ce plan ayant ete dresse, comme le precedent, dans le 2. pian-reiief du but de completer les cartes relevees pour servir de base ra« d^Paran™ a Fetude du port de la ville de Parana, on Fa execute i~io.boo.e - 8 - suivant le meme systeme adopte pour le plan anterieurr en marquant cle metre en metre les courbes cle niveau. II comprend toute la zone etudiee en vue du elioix du meilleur emplacement du port projete. 3. Dossier de plans Tout le coui's du Rio Parana, depuis Corrientes jusqu' a du Parana Infe- .,,.., rieur. son embouchure, a ete divise en trois sections, nommees respectivement; Parana Superieur, Parana Moyen et Pa- rana Inferieur. La premiere comprend la partie du fleuve qui va cle Corrientes a Santa Fe ; la deuxieme celle qui va de Santa Fe a Rosario ; et enfin la troisieme celle qui va de Rosario a l'embouchure du Guazii. Le parcours de ces dif- ferentes sections est d'environ 580, 160 et 420 km. Le dossier en question comprend une carte (en 16 feuilles, a l'echelle de 1 : 20.000) de la Section Rosario - Rio de la Plata. Une feuille Index ( a l'echelle de 1 : 100.000 ) indi- que la position relative des feuilles contenant le releve total. Ce releve s'appuie sur une triangulation embrassant les deux rives, et dont les sommets devaient offrir les points de repere necessaires pour etablir les profils de sondages.Ceux- ci ont ete pris a des distances variant depuis un maximum de 200 m. (aux points de plus gran cle profondeur et de navigation plus aisee) jusqu' a un minimum qui atteint 20 m. (aux passes peu profondes). Les sondages de cha- que profil sont tres nombreux et d'autant plus rapproch.es que les points sont plus interessants ; la position de ciiaque sondage est d'ailleurs rapportee a des signaux situes sur la terre ferme. Deux maregraphes, a Rosario et a San Pedro, et clix echelles rluviometriques etablies tout an long du fleuve et constamment observees pendant ['execution des opera- tions, ont fourni les elements necessaires a la reduction des hauteurs observees an zero hydraulique. Hormis ces echelles fixes, on a toujours etabli aux endroits les plus importants, tels que les passes des echelles provisoires qui ont ete obser- vees pendant toute la periode d' etudes. Les plans contenus dans le dossier ont ete executes sur ces donnees. Le fond du Qeuve se trouve represente an moyen de eourbes cle niveau equidistantes de 1 m. Sous forme d'annexe, nous ajoutons une liste detaillant tous les plans constituanl l,•„. sant le cours du fieuve Parana depuis Rosario jusqu'a Santa Fe. sur une etendue de 160 km. Ces plans ont ete executes exaetement sur le modele de ceux du Parana In- ferieur deja decrits. On a detaille sous forme d'annexe, tous les plans constituant le dossier. On a aioute dans cette planche les donnees concernant 5. cane nwaiedu 'J , Port de Rosario. la construction des ouvrages projetes pour doter d un port la ville de Rosario et deja en cours d'execution. Le centre de la feuille contient une planimetrie detaillee montrant la vue qV ensemble des travaux de correction, de drag-age et autres projetes; et tout autour on a dispose artistement des vues et des coupes des ouvrages les plus importants, tels que les quais en maconnerie ou en bois, les jetees en beton, ainsi que les differents types d'embarcation pour le dra- gage et le service du port. Cet album fait connaitre les points les plus importants du 6- Album photo- x graplnqui'. du Rio fleuve, ainsi que les travaux qu'on y a executes. Un In- Parana, dex tetaille de toute les vues se trouve a la fin de la bro- chure. III. -RIO URUGUAY Le port de Concepcion del Uruguay, situe a 184 km.de r. pian-rdiei i.. Fembouchure de ce fleuve dans la Plata, est le dernier ci,»n d,-i Uru- que jouisse atteindre la navigation d'outre-mer. II possede aei:i.soo. un grand mole approprie a eette navigation, situe sur le bras principal du fleuve, et de un bassin de cabotage emplace sur un bras secondaire, que Ton atteint par un canal d'acces dont l'entree est defendue par un brise-lame en pierre. Le plan signale toutes ces installations, ainsi que les accidents du fond du fleuve dans ce parage. Lameme se trouvent les bureaux i- rection Generale des Travaux Bydrauliques. 10 — 2. Dossier de plans du Rio Uruguay. 3. Dossier de plans des etudes du Rio Uruguay. 4. Memoire des- criptif. 5. Album photo- graphique. Les 21 plans qui composent ce dossier contiennent : une reconnaissance du 1' Uruguay Superieur ( depuis Concor- dia jusqu'a Santo Tome ) ; un releve de l'Uruguay Moyen ( de Concordia a Conception ) et un autre de l'Uruguay Inferieur. Ces plans generaux sont completes par d'autres de de- tails,— concernant les passes difficiles pour la navigation, etablis a Techelle de 1 : 10.000 et indiquant les ameliora- tions etbalisages projetes ou en cours d' execution. Une liste detaillee de ces plans a ete ajoutee en annexe a la fin de la brochure. Ce dossier comprend 15 planches contenant les don- nees hydrauliques les plus importantes concernant le Rio Uruguay, telles que des profils instantanes, des etudes de maree et de pentes, des tableaux graphiques avecles observations hydrometriques, des etudes de debits et de vi- tesses a differents endroits, etc. En annexe, nous ajoutons un detail de tous ces plans. A fin de completer les renseignements concernant les etu- des et les travaux du Rio Uruguay, nous avons redige un memoire descriptif exposant sommairement toutes les etudes ou projets entrepris en vue d'ameliorer la navigation de ce fleuve. Cet album, comme tous les autres, contient des vues de parages, de travaux, d'elements de transport, de signaux de balisage, etc. Un detail de ses differentes planches a ete ajoute en annexe. IV.— PORT MILITAIRE DE BAHIA BLANCA I. PI, in de l'f.stuaire de Bahia Blanca. Ce plan montre la topographie et l'hydrographie de l'estuaire de Babia Blanca, ainsi que Templacement du Port Militaire (a Punta Alta), du Port Commercial du che- min de fer du S. (pres de 1' Arroyo Naposta), et enfin celui du Port Commercial du chemin de fer de B. B. et N. O. ( sur 1' Arroyo Galviin). Plus a rinterieur de 1'estuaire, il y a encore un mole destine an frigorifique de Cuatreros. Plan de la Sta- t i o n N aval i- — 11 Le plan fait voir, par des teintes bleues qui augmented d'intensite avec la profondeur de l'eau, quo dans l'estuaire il n'y a pas moins de 32 pieds do profondeur en basses eaux (do L'AtLantique a Punta Alta, ouse trouve le Port Mili- taire); il montre aussi que le mouillage de Puerto Belgra- no (en face du Port Militaire) peut abriter la fiotte La plus srande. Du mouillage part mi canal d'environ 2.000 m., drague jusqu'a 21 p. en basses eaux et 32 p. en liautes eaux. qui permet aux bateaux d'entrer dans la darse du Port Militaire. Un autre canal drague a 18 p. en basses eaux et l)(.> p. en hautes eaux, permet aux bateaux mar- chands d'avancer jusqu'au Port Commercial du chemin de fer du S. Ce plan comprendtous les ouvrages projetes en vue d'un futur lointain, ainsi que ceux aetuellement en construction, J^JZEfi&oo qui suffisent amplement pour parer aux exigences de la marine nationale. Ces ouvrages, pour la plupart deja acheves, comportent un avant-port clevant mettre a l'abri l'entree a la darse de maree ou se trouvent amarres les cuirasses et ayant 30 p. d'eau en basses eaux et 41 p. en liautes eaux or- dinances. De la darse de maree, les bateaux passent au "•rand bassin de carenage ( le plus vaste dans toute l'Ame- rique et pouvant loger n nnporte lequel des plus grands naviresa Hot aetuellement, soit de guerre soil marchand); ou bien ils accostent contre le quai destine au transbordement de l'armement, quai pourvu de grues hydrauliques, une d'el- Les de 30 1. de puissance. Ce quai est le seul ouvrage non encore acheve; mais on compte le terminer le milieu de l'annee courante (19U4). Tout autour de la darse de maree, du bassin de carenage et du quai de transbordement, se trouvent les ateliers, Le de- pot d'armements, les maisons pour employes, une premiere section del'Hdpital Naval deja en etat de loger 80 malades en conditions normales et 400 en cas de guerre; il y a aussi un service complet d'eaux courantes et d'egouts, l'eclairage electrique, le service des postes et telegraphes. En fin. on a forme une population florissante d'environ L.500 ames, la nieme ou en septembre 1898 il ny avail qu'un veritable desert. — 12 - i. pian du Bassin Ce plan contient les details principaux du bassin de ca- SrsT^tenLnte. ren age : largeur, 222 m.; largeur, 27 m. al'entree; profon- deur, 10 m. sur le seuil en moyennes hautes eaux ordinai- res. — Le plan indique le systeme de construction du bassin de carenage, entierement construit en beton de ciment Portland, sable et caillou. Un revetement en granit sur les parois vues lui donne l'aspect exterieur d'une con struction entierement en granit. Le bassin peut se vider en 2 heures et demie, au moyen de deux grandes pompes centrifuges de 400 HP. chacune, et il est pourvu de grues hydrauliques, eelairage electrique, con- duces d'eaux courantes, etc. II est ferme par une porte glissante pouvant s'ouvrir ou se fermer hydrau liquement en 3 minutes. II a en outre deux jDortes flottantes pour les clotures intermediaries. 4. Profiis nom- Ce plan contient les donnees principales concernant les breux des ouvra- . . v . . , ges les plus i.n- ouvrages prmcipaux, ci-apres mdiques : portants. — Eche- lle de 1:100. a) Canal d'entree de 80 m. de large au fond avec une profondenr d'eau de 32 p. en hautes eaux ordi- naires et 21 p. en basses eaux. b ) Edifice des pompes, et portes du bassin. c ) Diagramme comparatif des plus grands navires re- lativement au bassin de carenage. d) Systeme de construction du bassin de carenage, et vue des travaux a differentes periodes. e) Details de la porte glissante fermant l'entree du bassin de carenage. 5. Disposition jre- Ce plan indique la situation du quai d'accostement par j^tee" d'aceCostea rapport au bassin de carenage, ainsi que le' type normal >T.e":2oo.E du quai et les dispositifs adojttes pour les differentes parties ci-apres indiquees : » prise d'un signal du Canal Sud (1902). 5. » > » (decembre 1902), 6. Cale de radoub du Ministere ( juillet 1899). 7. » » (Janvier 1900). 8. > (2 vues) (1900). 9. Ateliers et Jetee de defense du Canal Sud d'entree. 10. » du Ministere; chalet de la Direction (decem- bre 1902). 11. Vue en ceuvre des Ateliers primitifs (1897). 12. Moteur Compound de 1' Atelier (juillet 1899). 13. Atelier d'ajustage (juillet 1903). 14. ■» » ( » » ) 15. Petit Tour (1898). 10. Dynamo (septembre 1903). 17. Gran Moteur. 18. Petit 19. Atelier de Menuiserie (aoiit 190:')). 20. * (decembre 1902). ( I ) Toutes ces vues photograpl)i Vue de l'avant-port. 60. J 61. Dock Siul. 62/ 63. 64. 65. 66. Cale de radoub du Ministere. ' Bassin n° 3. Do. i 69 1 7 ' Elevateurs de grains. 71. Service Hydrographique du Ministere de la M. ( Dar se Xord ). 72. Bassin de carenage. 73. Pont du Riachuelo. 74. Edifice des Machines. 75 ) 7n Embarcations en reparation. 77. Vues a vol d'oiseau des Travaux du port de la Ca- pitale. 78. Jetee exterieure au Dock Sud. 79. Entree aux Jetees de La Plata. 80. Dock Central (La Plata). 81. » » » • 82. Station Xavale (Rio Santiago, La Plata). 2°. — Album photographique d'Embarcations 1. Chaland pour le transport de materiaux. 2. Martinet a vapeur flottant. 3. Grue flottante et chaland pour transport de materiaux de dragage. 4. Martinet flottant et chaland pour materiel de dragage. 5. Chalands pour transport de materil drague. 6! 7. > Chalands ave chabitations, pour le personnel des etudes. ■8. Chaloupes pour les etudes. — 18 — 9. Chaland avec habitation et Ponton Semaphore. 10. Ponton Semaphore. 11. » et chaloupe pour les etudes. 12.1 13. 14. 15. 16. 17. 18.. 19. Chaloupe et vapeur pour les etudes. 20. 21. ! Vapeur pour les etudes. 22. 23. Vapeur pour inspection et balisage. 24. 25. 26. 27. 28. 1 so. 29. Remorqueurs. 30 \ ' Chalands pour materiel drague. ol. ) 32. Chaland avec habitation pour les etudes. Chaland pour materiel drague. 34. J 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. Drague et Refoulcur. Dragues. — 19 49. Excavateur et Refouleur. 50. Chaland perforateur et ehaland-pompe. 51. Grue flottante et Refouleur. 52. Drague. Annexe II. — RIO PARANA lo. — Dossier de plans Parana Inferieur Feuille- Index : De Rosario a Fembouchure du Guazii. 1. Ville de Rosario et environs. 2. Passes Alvear et Paraguayo. 3. Villa Constitution et environs. 4. San Nicolas et environs. 5. Passes du Tonelero et de Las Hermanas. 6. Obligado et environs. 7. San Pedro et environs. 8. De San Pedro a Isla Grande. 9. Embouchure du Parana de Las Palmas et environs. 10. He du Bizcaino, Rio Ibicuy, ZanjaMercadal et embou- chure superieure du Talavera. 11. He La Botija et embouchure inferieure du Talavera. 12. De l'ile du Dorado au Ceibo. 13. Passe du Portugues et environs. 14. Rio Bravo et son embouchure. 15. Embouchure du Guazii et du Bravo. Parana Moyen 1. Ville de Parana et environs. 2. Ville de Santa Fe, Riacho et partie du Parana jusqu'au Tragadero. 3. De Paso del Paracao aux iles de la Aiana. 4. Des iles de la Arana a Tacuani. 5. De Tacuani a los Reyes. 6. De l1 embouchure de Los Reyes a File Los Pajaros. 7. DeFile Los Pajaros a Fembouchure du Bobo. 8. De San Martin a Alberdi. 20 2°. — Album photographique 1. Puerto de Zarate. 2. Rosario. Vue de la ville et des moles nationaux. / Rosario. Mouillage. 5. Train de dragage de la passe Paracao. 6. Spar buoys de la passe de la Paciencia. Bouees et ba- lises d'alignement de la passe de Paracao. 7. Bajada Grande. Vue generale et mole. 8. Parana. Salto del Calderon. 9. Parana. Mouillage. 10. Parana. Vieux port. 11. Parana. Panorama depuis le Morro. 12. Parana. Four a chaux et panorama. 13. Santa Fe. Vues de la ville et du mole. 14. Santa Fe. Installations de la Commision des Etudes, et coupe du Paraguayo. 15. Colastine. Port et depot de bois en grume. II). Colastine. Vues du port. 17. Embouchure de la Piragua et etablissement de Santa Elena. 18. La Paz (Tannerie). Vue de Esquina. 19. Vues de Esquina. 20. Port Reconquista. Mole de Goya. 21. Bella Vista. 22. San Antonio Pilcomayo. 23. Port de l'Assomption (Republique du Paraguay ). 24. Mouillage et mole de Corrientes. 25. Corrientes. Vues du mole et su Palais de Gouvernement. 26. Corrientes. Vues de la ville. 27. Hot de pierre, a l'aval de Itati. 28. Arues de ltati. 29. Eglise de Itati. Groupe d'indieus «Palmas». 30. Vues de Humaita et envirous. 31. Humaita. 32. Villa Pilar. He du Aquino. 33. Vues de Formosa. 34. Villa Franca. Sous-prefecture de Formosa. 21 J Vues de Formosa. 37. Guardia Angostura, pres Villeta. Villeta. 38. Cerro Lambare. Empedrado. 39. Colonie Urquiza. La Curtiembre. 40. Zanja Mercadal. Annexe III. -RIO URUGUAY 1°. — Dossier de plans. 1. Reconnaissance de FUruguay Superieur depuis Con- cordia jusqu'a Santa Tome. 2, 3, 4. Plans generaux du cours moyen du fleuve, avec la configuration generale du lit et la position rela- tive des points principaux. 5, 6, 7. Plans du cours inferieur du fleuve, montrant une topographic tout-a-fait differente des autres parties. A, A. Plans de detail des passes du Corralito et du Yuqueri, situes immediatement a l'aval du port de Concordia. (La premiere de ces passes est semee- de bas-1'onds de pierre). B, Plan du coude Dayman. (Partie du fleuve fort regu- liere, de navigation aisee). C, C. Passe de Hervidero. (Canal tortueux entre des bas-fonds de pierre, dont on projette la rectification a une profondeur minima de 9 pieds). D, Passe de Chapicuy. (C'est la passe la plus difficile qui entrave Faeces a Concordia ; elle a donne lieu a des etudes serieuses et a des projets de canalisation bien etudies). E, F, G, H et /. Plans des passes de Guaviyu, Sombre- rito, San Jose, Cancha Seca et Pepe Aji, avec fbnds de sable et gravier. J. Passe de Peruchoverne. (C'est la derniere des passes difficiles pour la navigation entre Concordia et Colon). K. Passe de San Francisco. ( Elle a ete canalisee sur une _ 90 largeur de 100 m. jusqu'aux 9 pieds de profondeur minima, en vue de faciliter Faeces au port de Colon). L. Plan dn port de Paysandu, sur territoire de la Repu- blique Orientale. (C'est un bon port avec de gran- des profondeurs, dont l'acces se trouve entrave par la passe Almiron, situee 7 km. en l'aval). M. Passe de Almiron. (Elle a une profondeur minima de 10 pieds et son amelioration reste a charge de la Republique Orientale de l'Uruguay. AT. Plan de la rade et port de Concepcion del Uruguay. go. — Dossier de plans concernant les etudes. 1. Profils instantanes de l'onde de maree, montrant la forme que prend la nappe d'eau du Rio Uruguay sous Tinfluence des marees de l'Ocean Atlantique se transmettant depuis 293 km. de 1' embouchure du fleuve pendant basses eaux. 2. Graphique de l'onde de maree montrant la forme de l'onde pour une maree ordinaire et pour une ex- traordinaire. 3. Profil en long de la nappe d'eau du Rio Uruguay a l'aval de Concordia, indiquant les pentes que prend la nappe d'eau du fleuve a differentes periodes. 4. Graphique avec la reference des zeros des echelles hydrometriques, niveles par F etude des marees, faute fl'un nivellement terrestre (en voied' execution). 5. 9. Graphique des observations hydrometriques enregis- trees a Nueva Palmira, Fray-Bentos, Concepcion del Uruguay, Nueva Escocia, Concordia et Paso de los Libres. 10, HI )iagrammes des vents et pluies enregistrees pendant Les annees 1900 et 1901 a Conce]>ci6n del Uruguay. 12, 13. Diagramme representant la variation du debit et des vitesses pour differenies periodes du fleuve aux stations de Concepcion del Uruguay et de Nueva Es- cocia. ainsi que la correspondance des differentes hauteurs d'eau entre Concepcion del Uruguay et Con- con! ia. — 23 14. 15. Profils des vitesses aux stations de Conception del Uruguay et Nueva Escocia, pour differentes hauteurs d'eau et conditions de courant. 3°. — Album photographique I, 2. Types de balises indiquant l'axe du canal drague aux passes de Banco Grande et Altos y Bajos. (Allumees pendant la nuit et portant une echelle donnant di- rectement laprofondeur minima du canal drague.) 3, 4. Vues du mole d'outremer a Concepcion del Uruguay, pendant une porte crtie du fleuve. 5. Mole de Concepcion del Uruguay, vu du cote d'amont. 6, 7 et 8. Navires en decharge au mole de Concepcion. 9. Acces au mole de Concepcion du cote de terre, avec la vue des barraques du fluviographe (a droite) et du garde (a gauche). 10. Id. pendant une forte crue. II, 12. Pont donnant acces au mole, pendant une forte crue. 13. Partie superieure du pont donnant acces au mole, et edifices fiscaux. 14. Entree du canal d'acces au Port interieur de cabotage de Concepcion del Uruguay. 15. 16. Vue de ce canal d'acces. 17, 18. Dragues pour l'ecavation du canal d'acces. 19, 20. Dragues travaillant dans le port interieur de cabo- tage de Concepcion del Uruguay. 21, 22. Cale deradoub du Ministere (meme port). 23, 24. Travaux d'amelioration et agrandissement de la cale ' de radoub (meme port). 25. Drague travaillant dans le Rio Uruguay. 26. Campement d'ingenieurs, pendant des etudes. 27. Bureaux de la Commission des Etudes et Travaux du Rio Uruguay a Concepcion del Uruguay. 28. Ateliers du Ministere (meme port). 29. Vue du port actuel de Colon. 30. Vue du port actuel de Concordia. 31. Autre vue de Concordia, pendant les hautes eaux. 32. Vue dun des nombreux rapides du Rio Uruguay. 24 Anexe IV. - PORT MILITAIRE DE BAHIA BLANCA 1°. — Dossier de plans. Plans generaux et Etudes diverses 1. Plan general des travaux maritimes pour la defense des cotes atlantiques de la ' Republique Argentine (Echellede 1:2.500.000). 2. Plan hydrographique de Puerto Belgrano a Bahia Blanca (Plan general des travaux, a l'echelle de 1:150.000). 3. Plan.Sondages. (Echellede 1:40.000). 4. Puits et perforations. (Echelle de 1: 40.000). 5. » Id. 6. Plan Topographique, hydrographique, geognos- tique et hydrognostique des environs de Punta Alta a Puerto Belgrano (Echelle de 1 : 5.000). 7. Profils en travers suivant AB' de la planche an- terieure. 8. Id. suivant AB' id. id. «). Id. » C C id. id. 10. Id. en long suivant XY id. id. 11. Id. id. id. suivant WZ id. id. 12. Etudes hydrognostiques autour de Puerto Belgrano (sections). 18. Elements d1etude du canal d'entree. 14. Plan de FArsenal de la Marine, reduit aux travaux nrcessaires pour le futur port. (Echelle de 1 : 2.500). 1 5. Plan de la Station Navale devant se transformer un jour en Arsenal de la Marine. Travaux les plus urgents. ( Echellede 1:2.500). 16. Plan general de construction de la Station Navale ( Echelle de 1 : 2.500 ) 17. Plan general la Station Navale (Echelle de 1:2.000). 25 Canal d'entree 18. Plan general des sondages du canal d'entree et avant- port. (Echelle de 1:2.00(1). 19. Bouees diverses de signalement et d'amarrage. 20. Trepied de balisage. Bassin de carenage 21. Bassin de carenage. Plan et sections. (Echelle de 1:200). 22. » disposition des couches de beton dans le plafond et les murs lateraux. (Echelle de 1:50). Edifice des Machines 23. Vue vers Pavant-port. (Echelle de 1:50). 24. Cote et facade du compartiment des chaudieres. (Echelle de 1:50). 25. Plan et sections normales des murs de quai. (Echel- le de 1:50). 26. Plan de Installation des pompes centrifuges. (Echelle de 1:100). 27. Detail de Installation des pompes des infiltrations. (Echelle de 1:20). 28. Detail des moteur des pompes centrifuges. (Echelle del: 10). 29. Detail des pompes centrifuges. (Echelle de 1 : 10). 30. Details des portes de la conduite d'ecoulement. (Echel- le de 1:10). 81. Detail des chaudieres. (Echelle de 1 : 10). 32. Tour pour accumulateur hydraulique. (Echelle de 1:10). 33. Dispositif d'ensemble de la machinerie hydraulique et de 1' accumulateur. ( Echelle de 1 : 20). 34. Details du moteur hydrodinamique. 35. Details de r accumulateur hydraulique. 36. Porte glissante avec pont-levis et a mouvement hy- draulique, avec diagramme (Dessin de projet). 37. Porte glissante. — Plan, vue et section (Dessin d'exe- cution). 38. Id. Coupe en long et sections diverses (Id.) — 26 - 39. Id. Machinerie hydraulique de manoeuvre (Id.) 40. Porte flottante (Dessin de projet). 41. Id. Vue longitudinale et trans vers ale (Dessin d'exe- cution). 42. Id. Sections id. id. (Id. ) 43. Id. Plans varies (Id.) CONDUITE HYDRAULIQUE, GrUES, ETC 44. Dispositif d'ensemble des grues, de la conduite hydrau- lique, voies ferrees, etc., relativement au mur d'accos- tement. (Echelle de 1 :20). 45. Plan general des conduites de pression, de retour, et des eaux courantes relativement au bassin de care- nage. (Echelle de 1:200). 46. Grue fixe de 30 tonnes. 47. Grue roulante de 5 tonnes. 48. Grue roulante de 1 l/2 tonnes. 49. Treuil hydraulique de 5 a 10 tonnes. 50. Id. id. de 1 tonne. Darse de Maree 51. Etatdu dragage le 31 aout 1903. (Echelle de 1:1.000). 52. Coupe et talus ouest du bassin a Hot. 53. Details des talus, echelles, poteaux d'amarrages,bouees, etc. Quai d'accostement 54. Construction d'un cofferdam pour mettre a sec la zone destinee au mur d'accostement. 55. Plans, vues et sections. 56. Pierre de taille, poteaux d'amarrage, anneaux pour gaffes, etc. 57. Conduites, poteaux, bittes et autres accesoires meta- lliques. 58. Section aormale et coupes diversos du quai d'accos- tement. 59. Puita '!'■ descente au tunnel dos conduites. — Tl — 60. Conduites do decharge des egouts. 61. Dispositif du mur d'accostement, avec grues, et eleva- te urs de charbon. Derivation des eaux courantes du Rio Sauce Grande 62. Plan cadastral de Bahia Blanca. 63. Id. Topographie generate et profils en long. (Echelle de 1:200.000). 64. Planimetrie du projet de la conduite (le sect.) 65. Id. id. id. (2e id. ) 66. Id. id. id. (3e id. ) 67. Id. id. id. (4e id. ) 68. Profil en long des embranchements au Port Militaire et au bourg de Puerto Belgrano. 69. Profil en long de puis l'orighie jusqu'a la ville de B. Blanca. Depot et captation des Eaux courantes 70. Vue et plan du depot d'eaux courantes, station teleop- tique, etc. (Echelle de 1:25). 71. Details de construction de la tour de surveillance. (Echelle del: 20). 72. Galleries de prise des eaux courantes, et autres travaux de forage compris dans l'enceinte du Port Militaire. (Echelle de 1 : 5.000). 73. Captage des eaux dans les dunes de FObservatoire Magnetique. 74. Conduite de la distribution des eaux courantes dans les differentes zones du Port Militaire. To. Installation des pompes des eaux courantes. Egouts 76. Plan et profil. (Echelle de 1 : 100). 77. Coupes diverses et regard. ( Echelle de 1 : 20). 78. Chambre regulatrice. (Echelle de 1: 20). 79. Details des chambres regulatrices et de la chambre de decharge (Dessin d' execution.) 80. Details de la bouche de decharge a la mer. (Echelle de 1:20). <*> (Id.) 81. Plans et profils. (Id.) 82. Details des chambres regulatrices. 83. Details des bouches de registre, etc. Edifices divers 84. Hopital de la marine. Plan d'un pavilion. 85. Id. Cuisine, lavoir et autres services annexes. 86. Id. id. id. 87. Hopital de la Marine, Sous-sol de l'annexe du pavi- lion n° 3. 88. Id. Trottoir (Maconnerie). 89. Appartements du Medecin en Chef de PHopital. 90. Chalet n° 8. 91. Chalet n° 8 bis. 92. Edifices pour les bureaux et appartements. 93. Maison n° 23, pour employes. 94. Maison n° 24, pour employes. 95. Edifice pour les Postes et Telegraphes. Yue et sec- tions. 96. Id. id. id. Plans et details. 97. Entree principale de 1' Arsenal de Marine. 98. Ecole Umberto I, erigee par suscription publique. 99. Cave magnetique a Puerto Militar. 100. Cimetiere, four a cremation, colombier, etc. 101. Caserne de PArtillerie des Cotes. Plan general. 102. Id. id. Vuos et coupes diverses. 103. Poudrieres. Vues, plan et sections. 104. Id. I '(''tails des murs et fenetres. 105. Id. Details divers. 106. Depdt de munitions. 707. Appartements pour les employes des poudrieres et du depdt de munitions. ( ■ ) Les planches 79, 80 et 81 contiennent les modifications introduites dans le pro- jet pendant la construction. - 29 - Pro.iets divers 108. Cale pour grands navires a Rio Santa Cruz, transfor- mable en bassin de carenage. 109. Station Navale a Rio Santa Cruz. 110. Ligne telegraphique a la cote du Sud (le section). 111. Id. id. (2e id ). 112. Id. id. (3e id ). 113. Id. id. (4e id ). 114. 115. Chemin de fer strategique. Pont provisoire surle Arroyo Pareja. 116. Plan general des phares et semaphores a etablir le long des cotes Atlantiques. 117. Phares et semaphores a l'entree de Bahia Blanca. 118. Phare du Cap des Vierges. 119. Tour metallique pour les phares. 2°. — Album photographique 1. Plage de Punta Alta (avant les travaux). 2. Edifice des eaux eourantes. Tour de surveillance. 3. Id. id. id. id. 4. Construction du radier en beton du Bassin de Ca- renage. 5. Revetement en granit jusq'au premier gradin. 6. Id. id. id. 7. Entree sud du Bassin, pendant la construction. 8. Id. Edifice des machines. 9. Pose des cales de quille et de carene. 10. Montage du bateau-porte intermediaire. 11. Entree sud, au moment de faire rentrer l'eau. 12. Entree nord, et vue des chantiers. 13. Enlevement de la porte flottante et manoeuvre de la porte glissante. 14. Chambre de recul de la porte glissante. 15. Darse, vis-a-vis le bassin de carenage. 16. Darse d'entree au bassin de carenage pendant la houle. 17. Houle contre la porte glissante. — 30 - 18. Entree des eaux dans le bassin de carenage. 19. Vue du bassin pendant l'entree du « San Martin ». 20. Entree du premier cuirasse dans le bassin. 21. Le « San Martin » coupantla guirlande. 22. L'entree du bassin ouverte apres l'entree du « San Martin ». 23. Id. fermee id. 24. Porte flottante fermant la 3e section. 25. Cuirasse a sec (poupe). 26. Vue d'ensemble du bassin et Edifice des machines. 27. Vue d'ensemble du bassin apres la sortie d'un cuirasse. 28. Mole provisoire a l'entree du bassin de carenage. 29. Remorqueurs de la le section du bassin de carenage. 30. Entree du croiseur anglais « Cambrian » au bassin. 31. Cuirasse nord-americain «Iowa» entrant au bassin de carenage. 32. Id. dans le bassin de carenage, vu depuis l'entree sud . 33. Id. id. vu depuis l'entree norcl 34. Id. a sec dans le bassin de carenage. 35. Calage du cuirasse «Iowa» dans le bassin de carenage. 36. Poupe du «Iowa» et entree sud du bassin de carenage. 37. L'ingenieur Villanueva (ancien Mmistre de la Guerre et de la Marine, qui ordonna la construction du Port Militaire), au fond du bassin de carenage, en compagnie de l'Amiral Sumner du « Iowa » 38. Cuirasse « Iowa » a sec dans le bassin de carenage. :;*.). Poupe du cuirasse «Iowa» et Edifice des Machines. 40. Croiseur « Newark » et yact « Varuna», dans le bassin 41. Id, dans le bassin de carenage. 42. Id. vu de proue dans le bassin de carenage. 43. Ed. dans le bassin de carenage. 44. Manoeuvres de l'equipage du croiseur « Newark ». 4-",. Bateau-ecole « Sarmiento » et cuirasse «Pueyrre- don ». 40. Id. dans le bassin de carenage. 47. Mur (I accostement. Construction du revetement en granit. 4s. Id. Ed osuvre. 49. Id. Construction du tunnel de la conduite des eaux. •")(>. Id. En oeuvre. — 31 - 51. Edifice des eaux courantes, Tour de surveillance et Hn- pital Naval. 52. Id. Vue d'ensemble. 53. Chateau de serveillance, et premiere section de THo- pital Naval et Edifice des machines, etc. 54. Vue panoramique du Chateau de surveillance, de l'Hdpital Naval, de l'edifice des machines, etc. 55. Pavilion de FHopital Naval. 56. Maison pour employes (juin 1899). 57. Id. ( trois ans apres les plantations). 58. Ecole Humberto I. 59. Pont du Ch. de Fer de l'E. sur 1' Arroyo Pareja. (en aval). 60. Id. id. (en amont.) 61. Vue generale des travaux maritimes et mouillage de TEscadre. 62. Phare de « Punta Mosotes ». St. LOUIS EXHIBITION (UNITED STATES OF N. AMERICA) ••cee>> ARGENTINE REPUBLIC MINISTERY OF PUBLIC WORKS DIRECTION GENERAL OF HYDRAULIC WORKS PROTECT FOR IMPROVING THE NAVIGABILITY OF THE RIVER URUGUAY BETWEEN THE RIVER PLATE AND CONCORDIA BUENOS AIRES 157056— IMPREIUTA, L1T0GRAFIA Y EISICUADERNACIOIV DE JACOBO PEUSER Calle San Mar-tln esquina Cangallo 1 904 Project for improving the navigability of the River Uruguay between the River Plate and Concordia OF H. E. THE MINISTER. GENERAL REGIME OF THE RIVER As this Commission has finished the survey of the Hi- practicability ver Uruguay between Concordia and Coneepcion del Uruguay and has further made a recognizance of the same between the latter town and its mouth, and though the studies of its regime only exist in outline, as the principal part of it, viz: — the precise levelling — by which the numerous observations of velocities of the cu- rrent, as well as the relative propagation of the hoods and tides can be coordinated with accuracy — has not yet been carried out, the Commission is however in a jDOsition to present to the Superiority the results of the works carried out up to the present moment, which prove the practicability of the proyect of H. E. the Minister as described in the Memory presented to the H. Congress in 1899. The observations made at the different gauges, which this Commission has placed in the River Uruguay, not only have coroborated the vague opinion which existed that some tides were felt in the Port of Coneepcion del Uruguay, but have closely shown the importance of the propagation of the tidal wave; not only as to the regu- larity with which they occur, hut also as to their ampli- tude. This circumstance — a direct levelling not existing - has made it possible to utilise the tidal observations APPROXIMATE LEVELLING WITH TIDE OBSERVA- TIONS - 4 — taken during a month in a period of low waters, which was noteworthy for its duration — from the end of Decem- ber 1900 to the end of May, of the present year — to deter- minate approximately the general slope of the river. To arrive at this result, the observations of February of this year have been selected because the river during this month did not undergo variations of importance in its discharge, the changes in height at the gauges be- tween Nueva Palmira and the Estancia Humaita being solely caused by the propagation of the tides. SupjDOsing the geometric place of the high tides to be a horizontal line, which may be admitted in the case of a river having a small slope, the average of the maxima observed at the gauges has been taken as ordi- nates in a downward direction and joining up the ends of the ordinates obtained in this manner, the relation of the zeros (planes of reference) at the different gauges has been found, which has allowed to refer them to that of Nueva Palmira (which is 0.28 mts. below the zero plane of reference of the Riachuelo). The result of this operation is that the zero of the gauge of the Island of Sauzal, Banco Grande and Uru- guay appear to be 40,53 and 54 centimetres respectively above that of the gauge of Nueva Palmira ( Sheet N°. IV). The average minimum for each gauge has also been taken and by locating the resulting heights with regard to the zeros of the gauges, the geometric place of the low tides corresponding with the observed oscilations has been established, which mean amplitude in this manner has been determined for each gauge. By establishing the relation of the zero (plane of re- ference) at the different gauges erected as far as the Estancia Humaita ( in front of Guaviyu R. 0.) as well as by a direct levelling over a distance of 14.350 mts. be- tween the estancia Humaita and Nueva Escocia, and by cal- culating the slope of the river supposing the existance of a mean velocity of 0.15 mts. between the latter place and the Longitudinal foot of the CorraUto Bar and by another levelling of this Bar where there exists a diiferance in level of 0.40 mts., tin1 general slope of the rivei Uruguay between Concordia and section. — •) — Palmira has been approximately determined and also by doing' so it has been possible to draw its longitudinal sec- tion. - INSTANTANEOUS When the longitudinal section of this part of the river SECT,0N OF THE ' = l PROPAGATION and the instantaneous sections of the maxima of the ordi- of the tides. nary and extraordinary tides in every station has been drawn, the propagation of the tidal wave appeal's very distinctly. From the examination of this drawing results that at Nueva Palmira the first high tide is the strongest, the difference between both becoming less as they propagate in the river Uruguay, but it also happens that they are reduced into a single one, or that they are no longer felt on account of the influence of the winds. It may also be observed that during the ordinary tides the quantity of water discharged during ebb is greater than that entering during flood, the contrary happening during the extraordinary tides, when the river goes back to its ordinary level after 3 or 5 days, as may be observed in the curves representing the heights of the water, a circum- stance which greatly favours navigation of the river I'm- guay during the periods when the river is low. Observing those same curves, it may be seen that the ordinary tides without wind and onl}^ caused by the lunar atraction disappear near Nueva Palmira ( (5 or 10 centimetres of height) meanwhile the extraordinary tides under the influence of the winds of the 2nd. and 3rd. quadrant arrive easily at Concordia and may reach at this port a height of more than one metre. slopes. The slopes corresponding to the different heights ob- served in the various sections of the river Uruguay, have also been determined (Sheet III and IV) and the mean slope during ordinary high river results to be 0.06 mis. per ki- lometer between Concordia and Nueva Escocia and0.015 cuts, between Banco Grande and Fray Bentos. — 6 - Table of the high tides in the different ports, average height of the wave and its velocity of translation TIME OF TIDES AFTER THE MOON « u w z z P CES £2 » §2 a PORT AND PLACES HAS PAST THE t. O "S - S^H> Observations MERIDIAN I st. 2 d. S fe fc, b. C 5 a 5 ^ > fc. o g a. fa -S H. H. H. Kil. M/S 6.20 19 — — — 3.25 — — — Nueva Palmira. . . 9.57 22.13 — — — 0.64 5.10 101 5.43 — Sauzal Island |PB) 15.25 3.05 4.15 83 5.43 0.48 The distance between the Sauzal Is- Uruguay 19.40 7.20 — — — 0.45 land and 3.15 33.40 2.86 Uruguay '.5 22.55 10.35 7.30 75.70 2.80 0.45 approximate Nueva Escoeia. . . — — rv tide — 0.21 Length of river in w hichthe ordina 293.10 CURVES OF THE AT THE DIFFE- RENT PORTS. The curves of the height of the water at all the gauges, CURVES OF THE . „ . ~ . . , n height of water placed since the creation oi this Commission, has been drawn, and also those at other gauges of which existed records from years before, as at Fray Bentos, Concepcion del Uruguay and Libres. The diagram of the principal gauges are shown ( Sheets V. VI, VII, VIII & X ). Studying the curves of the heights of the water it is very easy to account for the actual conditions of access to the different ports and also for the continuous varia- tions of level which the river undergoes owing to the tides during the periods when the river is low. It can also be observed that the small rises, which in this case take place above Concordia, arc not sufficient to raise the level of thi> river below the Port of Concepcion. It may also be noted that, though the greatest rises observed in the River Uruguay generally coincide with a period when the Parana is low and vice versa, the fall of the water in the first named river is more considerable when the above mentioned relation does not exist, which is onlv a consequence of the small slope of the River Uruguay. — 7 The hydromotric observations are completed by diagrams of the metereologic observations carried out at the Port of Conception del Uruguay ( Sheets XI and XII ). With their aid it can be seen that the direction of the reigning winds and the general orientation of the river are the same. Their intensity, frequency and duration are indi- cated in sheet XII. The approximate velocity of the propagation of the rises of the river between the principal stations conside- red results to be: — between Paso de los Libres and Con- cordia two days, between Concordia and Conception del I Fruguay one dav. The hydromotric observations have also been utilised to plot the corresponding heights of water for the Stations Concordia and Concepcion del Uruguay (Sheet N° XIII). For the determination of the velocities of the current, sections of velocity have been taken at the hydrometric stations Nueva Escocia and Concepcion del Uruguay as well as at the different bars of the river (Sheets XIV & XV ). The section at those two ports have allowed to plot the curves of the discharges and of the mean and maximum velocities in function of the heights observed for the Middle and Lower Uruguay (Sheet XIII). These studies have been carried out by the aid of a current meter system Woltmann with electric contact. In consequence of the quickness with which these ob- servations must be made in the River Uruguay, as great variation of level may occur within 24 hours during the periods of sudden rise of the river, they only consist in seven or eight verticals in which at each meter of depth velocities have been taken during intervals of two or three minutes. The nature of the territory through which the River Uruguay flows is fairly consistent and the great propor- tion of mud which takes part in the formation of the is- lands and submergible grounds of the banks, makes them well able to resist the action of the current and explicates the relative stability of the different channels of the river. The river bed of the River Uruguay is generally sand but in the lower Uruguay between the mouth of the Rio METEREOLOGIC OBSERVATIONS. VELOCITY OF THE PROPAGATION OF THE RISES OF THE LEVEL OF THE RIVER. VELOCITIES OF THE CURRENT. Curves of Dicharge. METHOD USED FOR THE OBSERVATION OF VELOCITY. Mu.l. Gravel. EASY EXTRACTION OF SAND BY THE AID OF SUCTION DREDGERS. Downs. Negro and Fray Bentos mud is found over a great extension especially in the shallow parts which the navigators carac- teristically call «E1 Barrial». The bed of the creeks and smaller channels as far as Conception del Uruguay is also mud. In the bar « Altos y Bajos» the suction dredger showed the existance of gravel at a depth of six meters under the zero of the gauge and the columns of the jetty of Concep- cion are placed in the same material which is situated under a layer of sand about 2 meters thick. Going up stream the gravel appears more frequently and forms between Nueva Escocia and Concordia nearly exclu- sively the river bed. It may be stated that, except in the stone bars of «Corra lito and Hervidero», the Middle Uruguay does not bring- down gravel during the great flows of water and that the gravel which is found in the river bed is not brought clown from great distances but from both banks where layers of this matter are found at the surface of the ground or under a thin layer (cap) of humus. The shallow parts formed by gravel of a diameter from 3 to 5 centimeters are specially found in the part of the river where the underground on account of its hardness has not been excavated and acts as a weir. This gravel forms a conglomerate were great velocities of current are observed. Where the conglomeration does not exist, the sand, the weight of which is about 1500 kg. per cub. met., is easily raised by the suction dredger N° 11 C, whose speed of water in the suction pipe is only 3,50 meters per second. The specific weight of the sand causes it to deposit quickly in the hold of the barge and only a very small quantity flows over board back to the river. At certain places the sand forms downs, as for instance on the Oriental coast at Nueva Palmira on the North and South side of the Arroyo Negro and on the Argentina Coast north of the jetty of Concepcion del Uruguay, on the island «Marineros» opposite Paysandu and at the canehas of Pepeaji and San Jose\ The sand banks in the river contain a greal amount of quartz which does not allow any vegetation, they are easily - 9 shifted by the winds and their height does not exceed 1,80 mts. above low river. The stones or rocks, found in the river Uruguay may be divided into two classes : 1st those wich originally formed part of the superior layer of the ground and through its socavation when the river bed was formed sunk down to the place which they actually occupy; 2n(1 those which belong to the inferior layers and form compact banks. The first are sandy and have more or less the hardness of grindstones, for the reasons given before they are loose stone and form heaps that can be extracted very easily. The second are equally sandstone and those of the Co- rralito» bar seem to have been formed by a conglomerate of limestone the softest parts of which has been destroyed, the harder remaining and these once being silicified, besides getting firmer, have adopted irregular shapes. For this reason they are so dangerous to the hulls of the vessels. There are also heaps of stones below the port of Pay- sandu and at the mouth of the Arroyo Sacra on the Orien- tal coast, and on the Argentina coast below the Arroyo Urquiza. Those stone heaps form the breakers of Pay- sandu, of the «San Francisco bar, of the limekiln Co- lombo, of Pepeaji, and of the arroyo Spina or «del Griego». The sandstone in beds has been found by borings at Ohapicuy and in the Port of Concordia. The stones of the Hervidero and Salto Chico are in some parts loose and in others they form beds; their texture shows rather a plutonic than a sedimentary origin. They are very hard in comparison with those named before. Rocks. ACTUAL NAVIGATION The actual navigation of the River Uruguay consists of : the ocean navigation which goes to below the San Fran- cisco bar and the coastwise navigation wich reaches to Concordia (Salto more correct). The ocean navigation is actually clone by vessels from ocean navigation. 10 THE COASTWISE NAVIGATION. RIVER STEAMERS. 700 to 1000 tons of effective load, and of a draught of 18 ft. as maximum. A serious inconvenience for vessels above certain draught is the «Barrial» bar situated below Fray Bentos, where the mean draught is only 17 feet, though vessels can cut their way through this bar drawing two feet more, (see page 16). Before de dredging of the Banco Grrande» and «Altos y Bajos» bars was carried out, the captains of the vessels stipulated in the shipping contracts that the vessels should be lightened or their cargo be completed below the first mentioned bar. To-day this inconvenience has disappeared. The coastwise navigation is carried out: 1st. by river steamers, which belonged successively to the following Companies: «Saltena», «La Platense», «Nacional de Na- vegacion a Vapor», and «Mensagerias Fluviales del Plata» and which are-now all belonging to Mr. Nicolas Mihanovich: 2 nd. with lighters specially constructed or made up from old steamers, out of service, and which are towed, and 3rd . with the smaller coastwise vessels. Nearly all the river steamers ran before in the Kiver Uruguay, the navigation of which used to be fairly active on account of the numerous slaugt- herhouses situated on both banks and also for the reason that there existed no other economical communication with the ports of Buenos Aires and Montevideo. At present and in consequence of the paralisation of the slaughterhouses and the construction of railways in the Oriental Republic, which unite its Capital with Paysandii. Salto and the Brazilian frontier, this activity has partly decreased but is still sufficiently important to occupy for the service of the river the steamers, Paris, Triton, Helios. Labrador, Comercio, Tridente and others, which make weekly trips. The draught of the steamers with a normal cargo on board is'.) feet, in "which condition they can carry 300 passengers and 550 tons of merchandise. Several ports ofthe River Uruguay are situated on creeks and the cargo for them is transhipped from the large steamers into smaller ones, which have sufficient accomoda- tion for passengers ami cargo. — 11 In the zone between Colon and Concordia the transhipping is done directly in the ports by means of boats and lighters. The navigation as carried out by towed lighters is the most economical because, owing to their capacity from 300 to 600 tons, they are only manned by a crew of 4 men and a skipper. They are used for the transportation of grain and the produce of the slaughterhouses and generally do not go beyond Colon as those of special construction have a draught of 9 feet, whilst the others go as deep as 15 feet. The third group, formed by the smaller coasting vessels, deserves more protection from the Public Authorities so as to make it possible for them to compete with the steamers and lighters, the actual competition being very unequal. The number of vessel of this class, which play on the River Uruguay and frequent the Argentine ports are more or less close on 300, they carry su load from 30 to 100 tons and draw from 5 to 8 feet. The draught of all the coastwise sailing vessels that entered the Port of Concordia having been taken, their average draught resulted to be from 8 to 10 quarts (from 1.73 to 2.16 mts.) In order that the river steamers may go up river to Con- cordia it is necessary that the height of the water at the gauge of said port be 2,50 meters. During the years 1898-1900 and the first half of the year 1901. the number of days during which the steamers had to tranship into the smaller ones at Paysandii have been 70- 48-149 and 142 respectively. In order that the coastwise vessels with a draught of 8 quarts ( 1.73 meters), which are the more numerous, may pass the bar of «Chapicuy», it is necessary that the gauge at «Nueva Escocia» marks 0,86 meters of water. This navigation was paralized during 29 days during the year 1900 and 63 days during the first half of the year 1901 ; during the last period there was during 23 consecu- tive days less deptli than is necessary for the draught mentioned. There were even days during which navigation at the bar of Chapicuy was completely stopped and passengers had to continue their voyage in boats. THE COASTWISE NAVIGATION WITH SMALLER VESSELS. INCONVENIENCES AND PARALIZA- TION SUFFERED UY NAVIGATION. - 12 COINCIDENCE OF THE TIME DURING WHICH THE RIVER IS LOW WITH PORTA TION OF THE HARVEST. IMPORTANCE OF TRAFFIC IN THE ARGENTINE PORTS. RESUME. As can be seen from the diagrams of the height of the water, the periods of the lowest rivers occur precisely at the time of the exportation of the harvest. The losses that of the ex suffereci by commerce and navigation, specially by the coastwise, are in some cases enormous. The amount of the yearly traffic of the argentine ports on the river Uruguay is estimated to be 350.000 tons and This amount would increase if the condition of navigation were improved, for many of The cargoes, which before went to Concordia in transit with destination to Brazil and which are now sent directly by rail from Montevi- deo or Paysanchi to the mentioned Republic ( which will occur on a yet larger scale once the port of Montevi- deo is finished) would in such case again take the high- way of the river. Condensing the proceeding antecedents it will be seen That the slope of the river is insensible as the high Tides are propagated as far as the port of Concordia, which, without this circumstance would not be accessible during about four months of the year but for vessels drawing one metre. For the same reason the fear disappears which might exist respecting the possibility that the level of the re- tained water upstream of the different bars will be lowered to a sensible degree after their canalization. The only great slope is that of the Corralito bar, but as we will see further on, when this bar will be con- sidered in detail, the work To be carried out is specially one of rectification, the increase of section which will be given to the river at this place being depreciable. Uu the other hand, the fact that the retained water above this bar might lower a few centimetres, will do no injury to Tie- Port of Concordia, where there are no works and in fronl of which there is. a depth which is at some places as much as 25 meters. Entering now into the description of each section of tin- river Uruguay, the difficulties i1 presents to naviga- tion, and the manner in which they may be remedied, will In- studied. i;i ZONES OF THE RIVER URUGUAY The river Uruguay has been divided into the follo- wing zones, or sections, which correspond to differences of the regime and distinct conditions of navigability. 1st, lower Uruguay: from its mouth in the River Plate situated above Nueva Palmira between Carbon Point and Chaparro Point, to Concepcion del Uruguay. Its exten- sion is about 180 kilometers ( Sheets 5, 6, and 7 ). 2nd middle Uruguay : Prom Concepcion del Uruguay to Salto ChieOj situated immediately above Concordia, its extension is about 160 kilometers (Sheets 2,3 and 4). 3rd upper Uruguay: From Salto Chico up river, [ts extension is 425 kilometers ( Sheet 1 ). LOWER URUGUAY The Lower Uruguay has again been subdivided into two parts, which differ greatly between each other : the first goes from its mouth to the mouth of tiie river Gua- leguaychii, and the second from the mouth of the river Gualeguaychii to Concepcion del Uruguay. The first section embraces an extension of 93 kilome- Ist. SECTion. ters with a width from 8 to 10 kilometers forming a great r m .. m ., ® » rrom the mouth lake crossed by a relatively deep channel, but which ^ay^thfmoutii width is reduced in comparison with the width of of the ^Guaieguay. river. This circumstance and the curves of the channel and Difficulties ■ i o i-i tne navigation. its banks which are oiten very steep explain, the great difficulties which this part of the river presents to its na- vigation with ocean-as well as with coastwise vessels. The ocean vessels never navigate this part of the river Manner in which during night time, the river steamers however have to do mgtrtedS so in order to pass during the day the bad bars formed — 14 — of stone of the Middle Uruguay, also some coastwise vessels do the same if they have skippers on board who know this part of the river well. This navigation is done by taking directions which are from time to time controlled by the sounding lead. Buoys. Some buoys, marked on the English map, and which have been placed by the Oriental Government, exist, but they disappear frequently, because the side wheels of the river steamers often destroy them. As far as the depths, indicated by the mentioned map, are concerned, they are accurate and so are the directions of the channel; the only observation to be made being, that the soundings given are referred to the level of the ordinary water, mean while this Commission has adop- ted as plan of comparison, the level of the lowest low tide, which has been established from observations made during a period of 1866 days at the mole of Fray Ben- tos and from several references at Palmira. The lowest tide observed at a gauge which has been pla- ced in a arbitrary manner at the mole of Liebigs's Ex- tract of Meat Factory, at Fray Bentos was 2.90 meters on the 24 th. of July 1896 at 7 h. p. m. Adding 10 centi- meters to this level, in order to deduct three meters in whole figures from all observations, the readings with reference to the zero adopted by the Commission has been obtained. From the curves of the heights of water (Sheet VI ) results that the plan of reference adopted remains about 0.30 meters below the mean of the extraordinary low tides observed. In consequence there will always be more depth dispo- sable for navigation than that indicated by the soundings on sheets X". VI and YH. As may be ^'rn from the table, the tide propagates in this entire zone with the same intensity as in the River Plata which causes that at least 2 or 3 times each week the water rises to a level of about three or four feet above its ordinary level at low tides, increasing the depth indicated by the plans equally. Fioo.uandi, The greal rises oftho Rj ver UrugUii \ a re a t I 'ainura not so much noted as the highest tides of the River Plate, both — 15 — may reach a height of about three or four meters as an average. Velocity of the current. At Fray Bentos these differences of level are more or less the same, being- 3,62 meters for the greatest rises of the river and 2,30 meters for the highest tides. Up to the present time no special studies of the veloci- ties of the oeurrent have been made in this part of the ri- ver, but it has been observed that, inconsequence of the in- fluence of the tides, its velocity is sometimes zero and even in a direction up river, when the river is low. After having passed Carbon -and Chaparro points, going ^£^bg.£2J up river, the navigable channel is deep, wide, nearly straight and very close to the Oriental (.'oast, which cir- cumstance makes its navigation easy till Arena! Grande, where there is a wooden mole, is reached. From here the channel curves towards the Argentine Canal de Marque* Coast, till after having arrived more or less in the center of the river it returns with a sudden bend towards the Oriental Coast in the direction of the point called «Cabeza de Negro ». In the latter part of the channel, named the « Canal de Marquez » there is only a depth of 20 feet meanwhile before arriving at it there are depths of 50 feet and more. Navigation in front of this point is easy, but soon the channel begins to change its direction and to become narro- wer, forming what is called the « Amarillo » bar which has only a depth of 18 feet by a width of about 250 meters, the river itself at this place being about 12.000 meters wide. After having again changed direction the « Tarantanas » channel, the sides of which are very steep and where there is a depth from 36 to 52 feet, is reached. In front of the Delta of the River Negro the channel goes nearer to the Oriental Coast and though forming a curve, this circumstance and the fact that it is broader a1 this part with depths varying from 28 to 40 feet, makes its navigation easy. Above the Northern mouth of the River Negro, North of the island Yuqueri the channel divides itself into two others named the English and the Caracoles channels. The first is navigated by vessels of great draught and by the ilver steamers. At its beginning it is narrow, 250 me- Amarillo Pass. Tarantanas channel. English channel and Caracoles channel. — 16 — ters, but afterwards it becomes wider and disappears in the bay into which the river Gualeguaychii flows. Its depths varies from 20 to 44 feet. The Caracoles channel being- of easy navigation for being near to shore is utilised by coast- wise vessels of small draught. The depth may be about 6 feet in its northern mouth but its location has not been indicated on the plans as it could not be explored, the steamer of which the Commission disposed, drawing too much water. It may be observed that when going up river that meanwhile the Argentine coast is low and formed by mud, which is sometimes liquid the Oriental coast is exclu- sively sand or tosca. < Barriai » bar. In front of Gualeguaychii exists on the Oriental side a deep channel which is separated from the English channel by a shallow part which has been caraeteristically called the « Barriai », with a depth of only 12 feet at the adopted zero of this point. The shallow place is indicated on the English Chart with 17 feet depth which may be found in this pass inconse- quence of the tides and the facility with which it may be ploughed by . the keels of the vessels to a depth of 2 feet, This pass has not been surveyed; before the bar of « Ban- co Grande » had been dredged it was not considered to be an obstacle to navigation, which appears from the fact that the ocean vessels were chartered witli a full cargo to below the last named bar. Neither is it mentioned in the nautical instructions of the River Plate of the hidrografic service of the French Navy. Till some 7 years ago the expor- tation consisted mainly in products of the slaughterhouses and the importation of salt for the same establishments which was done with sailing vessels from 14 to 18 feet draught, but since, notwithstanding the bad harvests of those very years, the direct exportation of wheat and corn started in the Port of Concepcion del Uruguay and as the tendency is to use vessels of the largest tonnage possible in this trade, the Barriai* pass becomes a serious obsta- cle though its Importance lessened by the nature of the bottom and the frecuency of the tides. Vessels with a draugh.1 of 18 feet may pass this bar in the proportion — 17 as indicated in the graphic table shown in the respective drawing i Sheet (i ). The quantity to be dredged for a depth of 17 feel a1 the adopted zero by a width of 2CM 1 meters is about ISO. 000 cubic meters. As there exist immediately below the pass a channel of a depth from 30 to 50 feet, it is probable thai in order to carry this work out, the suction dredger 11 C. may be employed, and that by making use of the periods of floods, the lifted material after having been put in suspen- sion will be carried away by the current. In case this proves to be possible, the excavation oiighl be carried out. working night and day, in a short time. It is intended to proceed within an early date with the survey of this pass and to make a trial with the named dredger, which trial will be the base of a plan which in due time will be submitted to the Superiority. Once this bad bar has been overcome, navigation has no difficulties till past the port of Fray Bentos, the channel being wide and deep almost following the oriental coast. From the foregoing' results not only that in the zone Necessity of which has just been described, the bar called "Barrial" "SL buoys!" with reference to the depth to be given to the Uruguay Inferior is the only bad one existing, but also that the diffi- culties with respect to the course to be followed by navi- gation, even during day time, in consequence of the sinou- sities of the channel and because there are no land marks, are many. The most appropiate means to facilitate navigation and to give confidence to the pilots who enter the river Uru- guay with vessels of great draught is to mark the channe] over its whole extension with luminous buoys. They ought to be luminous, in order that the vessels or river steamers donl sink or injure them by colliding with them during their voyages which in this section of the river are always dining night time and which would be difficult to be avoided considering the manner this zone is navigated during night time using the lead and taking courses, going near the slopes of the channel from one side to the other, which sides are the very places where the buovs must be located. — 18 — According to the plan of this zone of the river, which has been specially prepared to project the buoying; 25 luminous would be sufficient to mark the navigable channel from the mouth of the river Uruguay to Fray Bentos. Generally the sites indicated for the buoys are the promi- nent points of the channel and the places where the banks are the steepest, placing two buoys where the channel is narrow and dangerous. At the beginning and at the end of the projected channel in the «Barrial» pass two buojrs will be provided. It will be noticed, that according to this project, there will be when going up river 11 buoys carry- ing white or green lights on the portside of the channel, 14 carrying red lights on the starboard side. In concluding it must be acknowledged that for the exactness of the soundings shown on the plan, the obser- vations made since the year 181)6 at the gauge of the mole of the « Extract of Meat Factory » at Fray Bentos, have been of the greatest utility and that they were most kindly supplied to this Commission by the Manager of said Factory. The Guaieguaychu The first Argentine port when going up river is that of Gualeguaychii : it is situated some 20 kilometers from the mouth of the river of the same name and some 33 kilome- ters from the bay of Fray Bentos (Sheet 6). This river has a mean width of 100 meters by a mean depth of 8 feet. It has only one notable curve, but as its radius is 300 meters, it is of no considerable inconvenience to the actual navigation. The difficulty which vessels of a regular draught meet consist in two shallow bars of stone: one of them is near the mouth of the river, the other in the neighbourhood of the port. The firsi one has an extension of 200 meters and is covered by only three feet of water when the river is \ cry low. Besides those bars there are isolated rocks which are imperfectly known spread over the whole length of the river and which are dangerous to navigation- To the difficulties of the mentioned river is to be added the extensive bar existing a1 its mouth, which. Formed by mud, makes navigation impossible when the river is low, river. - 19 by closing the entrance of the river completely for vessels of more than 3 feet of draught. This circumstance however helps to decrease the dangers arising from the existing shallow places in the river where there is stone. This second part embraces an extension of 87 kilometers, 2nd- section. which differs greatly from that described before. Inmedia- From the mouth of i r\ l ' l ■ l'": "' ' ' ,1,a'e' tely above the mouth of the Kiver Lhialeguaychu begins guaychu to con- .. . , . ion del Uru- tlie formation of islands which increases when going up guay. river and which islands separated by several arms or creeks form in the neighbourhood of «Las Tres Bocas » (the three mouths) a delta with a width of 12 kilometers which is completely flooded when the river is high. This circumstance renders navigation in this part easy for the pilots, in consequence of the many landmarks which the banks offer to them. Already in this section the great difference in level is observed during great flows of water. The greatest slope observed is 0,0467 meters per kilometer, the mean slope when the river is high is 0,0195 between Fray Bentos and « Banco Grande » and 0,035 meters between the latter loca- lity and Concepcion del Uruguay (Sheet III). The mean velocity observed in the bar of «Banco * iran- de » was 0,714 meters and the greatest was 1,16 meters when the level of the river was 2,70 meters. In this latter part with the greater slope, are the diffe- rent sand bars situated, which are an obstacle to navigation with vessels of great draught. The influence of the tides is felt in the port of Concepcion del Uruguay to a height of 2 meters at the gauge, their mean height, when the river is low, being 62 centimeters. From Fray Bentos to the North point of the Zapatero Island there is only one channel for the navigation, and the difficulty in this part consists in avoiding the South part of the Abrigo Island in front of which the «Unzues> port ( also called Abrigo » or « Nandubayzal port ). is situated, which was examined by a commission of the Navy in the year 1882. A litte above the Zapatero Island navigation can select from two channels which are called the « Boca Chica » and the « Filomena channel. The first named channel 20 — Channel of the Boca Chica. The Filomena channel. Channel of China. the Bars of Tala and of the Calderon island. owes it name to its narrowness between the « Boca Chica Island and the Southern extremity of the « San Lorenzo » Island. This is specially used by the coastwise navigation, and also by the river steamers when the river is high. It is pre- ferred by navigation notwithstanding the danger of colis- sions with river steamers, because it is more protected and shorter than the « Filomena » channel. Its minimum depth is 9 feet, which is found a little above the Northern point of the island of the « Boca Chica ». The « Filomena » channel owes its name to the vessel « Philomel », whose Commander B. J. Sullivan, of the Bri- tish Navy recognised it for the first time in the years 1845 and 46. It is the route followed by the vessels of great draught and by the river steamers when river is low. Its smallest depth of 19 feet is found at the entrance of its passage between the island of the « Burro » and of the « Filomena Grande ». Both channels join to separate again a little further on, at the point called the « Tres Bocas». The one nearest to the Argentine coast continues under the name of creek of the « China » and terminates in the in- terior port of Concepcion del Uruguay. There are two bars which difficult navigation of vessels of 9 feet draught in the channel of the « China », these are the bar of « Tala » and that of the « Calderon » island, the hitter being situated in the very port of Concepcion del Uruguay. The bed is formed of mud and the depth at the first named bar is 5 and the second 3 '/2 feet at the zero of the gauges at those places. As the river steamers and coastwise vessels could take this route when entering or leaving by the access channel to the interior port of Concepcion del Uruguay, dischar- ging or taking their cargo there, it would be convenient to deepen the last named bars as well as the channel of the Chinas* ( which actually has only a depth of 8 feel ) to 'Meet, which besides other advantages, would benefit the port of Capalen, Campichuelo and Piedritas, which are utili- sed by colonies and important cattle ranches of the neigh- bourhood. — 21 — The other channel follows, from its separation above the Principal channel. « Tres Bocas » the Oriental coast and form the most im- portant and deepest arm of this section of the river. It is used by the general navigation of the river. It is connected to the «China» channel by various arms as those called the « Colon the Solitaria », - Campichue- lo » and « Cambacua ». It was this part of the river which offered the greatest ob- stacles to the navigation of great draught, as there existed sand bars where the depth was reduced to only 13 feet. At present part of these obstacles have been removed, only some of less importance remaining'. They are the following : The bar of « Roman » with 16 feet of water at lowest The «Roman bar. river, is situated in front of the c< Bonfiglio » island. The extension is only 400 meters and in order to remove it and to form a channel 17 feet deep by 200 meters wide a ma- ximum quantity of only 15.000 meters cube has to be dredged. The bar of -Banco Grande », where there was only a The Bar of Banco depth of 13 feet, has been dredged to 18 feet and is mar- Grande- ked as well during day - - as at night time by beacons placed in the line of the course to be followed. The survey of the « .Montana > bar has already been The Bar of Mon- carried out and a channel of 17 feet has been formed, but in consequence of its sinuosity there is practically only a depth of 16 feet. In order to straighten the channel and to bring its depth to 17 feet over a width of 200 meters it will be necessarv to dredge a cube of 90.000 M3. By decree of the 16 th of August 1901 its rectification within a cube of 10.000 M3 has been provisionally autorized. The channel has been marked at starboard side with three buoys numbered 2. 4 and 6. The < Altos &Bajos»bar, which was a similar obstacle i as the « Banco Grande* bar has been deepened and marked by beacons in the same manner. Before arriving at this bar and a1 the mole of the pori of Concepcion del Uruguay, there exist three places with a depth of onhv 17 feet. tana. «Altos & Ba- 00 works to be The zone between Fray Bentos and Conception del Uru- carned out. " -1- guay is, as we have seen, more easy to navigate than the one which has been considered first, as the proximity of the channel to the coast allows its direction to be followed, but on the other hand there exists several sand banks which must be dredged and buoyed. Dredging. The dredging has already partly been carried out and its conservation has given good results as well as the system of the beacons and buoys used. Buoys and Beacons. It is necessary to jDlace buoys at the following places :— One at the South part of the « Abrigo » island in order to avoid the shallow part at the extremity of this island. Three in the ). There are on the Oriental shore near the Sacra» creek several shoales which remain above water when the river is low but which offer no danger to the navigators as they are ouside the general course. Different is the shoal situated above the port of Paysanchi and wicb is called the shoal of the «Curtiembre» (Tannery). On it grounded the river steamers «Helios» and Paris». It can be avoided during day time, navigating a little westward of the line formed by the two tower of the Church of Paysandii. At present the shoal is marked by a buoy, which has been placed by this Commission. The channel widens again till it reaches the lower end of the «San Francisco » island in front of the creek on the Oriental shore of the same name. Here again it presents two arms to the navigation (Sheet K). The Eastern arm was before the one followed by the sailors, till it was discovered, that in the Western there is 2 feet more of water so that at present the first named is only used by vessels of small draught, which go to load lime or limestone in the River Queguay. The channel at the North point of the San Francisco» Island, which in days before formed the pass indicated by this name, is now no longer used. The Western channel has been surveyed in the years 1895 and 1901, no notable differences in its configuration has been found. It has a depth of 6 feet and being curved caused the fre- quent groundings that have taken place at this point. Upstream of the bar proper exist some sand banks, which beginning at the South end of the Queguay island, cross the river in the direction toward the great bank at the North point of the Hornos island. The bar forms a weir when the river is low and the water flows in this case round the Northern point of the island of Stretch of Pay- sac Stoney shoal creek ofthe Arroyo Sacra. Shoal of the « Curtiembre > The bar of San Francisco. 26 Dredging work in execution. Shoal of the San Francisco island. Stretch of and shoal of the limekiln ot . Bar of Perucho- verne. ca Chica>. San Francisco, where it has excavated a channel of 50 meters wide by a mean depth of 3 meters. When the sur- face was levelled over the distance of 450 meters in which the current is observed, a difference in level of 57 mili- meters was found. For this reason it may be hoped that • once this bar has been canalized, the improvement will also be felt at the sand bank in consequence of the greater slope, which will be established in this part of the river. The dredging of the «San Francisco » bar which has been authorized by decree of the 15th of June of this year (1901), is now in execution. The channel will be 100 meters wide by a depth of 9 feet at lowest river. Three buoys have been placed to mark the old channel, but when the dredging has been carried out, their number must be previously increased to eight and completed by beacons in line on the Argentine coast until luminous buoys are provided. Near the Oriental coast of the San Francisco island exist a shoal which is visible when the river is very low, but which presents no danger to navigation as it is situated outside of the general route. With exception of a shoal situated on the Argentine coast below the lime factory . where over a considerable distance great sand hanks aiv Diet with ( Sheet / ). The deep channels terminates on the West side of the Boca Chica» island and the navigator has to take the smaller arm, which follows the East coast, which is formed by bluffs. The depth of this channel varies from 3 to 5 meters and the maximum width is some 50 meters, for which reason 3 buoys must be placed on the East bank. Past the North point of the «Pepeaji» island there exists shoai of cpepeaji>. on the Oriental shore a shoal, which protrudes some 80 nits in the river, and which is indicated by a buoy, which has been placed by this Commission. A little below the «Pepeaji» creek exists a shallow place of sand and gravel, which carries the same name and where the depth is only 5 feet at the zero of the gauge (Sheet H). In order to eliminate the obstacles which this part of the river presents, several directions have been indicated in the corresponding plan, but the direction corresponding to the smallest cube to be dredged and which maintenance will be the easiest, is, that actually followed by navigation, winch also has the advantage that it can be marked by a line of beacons on both shores, and four buoys. The cube to be dredged in this bar is 100.000 M3. Above the « Pepeaji » bar the channel occupies the whole widtJi of the river and is of great depth till the «Cancha Seca » is reached which is a shallow placed formed by the sand, which during the great floods of water, is brought down from the sandy bottom of the Merlo creek and which is dropped again when the water of this creek loses its speed on entering the river ( Sheet G). There are two channels for navigation, one in the middle of the river and the other near the Argentine coast. In the first channel there are 22.000 M3 to be dredged and it can be marked with two beacons in line on the Ar- gentine shore and four buoys. The second channel requires an excavation of only '1000 M3 of heavy gravel which is found above the arroyo «Pal- niar », but at this place, as well as above the « Spina ^> creek there are shoals near the shore, these protude about cCancha - bar. — 28 - 80 meters into the river, and are only visible when the river is low. As the channel near the Argentine shore is situated where the latter is of a concave form, it is to be supposed that its maintenance would be more easy than that of the other situated in the middle of the river, however vessels would not navigate it with the same confidence and it is for this reason that the dredging- of the latter must be preferred, strech of the lime Hereafter-following the foot of the bluffs called the lime kiinofcBarquin, ^ rf « Barquin , _ .. the river has a great depth, which continues till the sand banks, situated at the Southern part of the island « San Jose », are met with. Bar of«san jos, The cube to be dredged here is about 50.000 M3 and after this has been clone the channel ought to be marked by beacons in line placed on the Argentine shore and also by four buoys ( Sheet G ). There exists also a channel along the Oriental shore, but as its deepening would require the excavation of a greater volume than in the case of that on the Argentine side of the river, it has been decided to deepen the latter. stretch of the cun . After this a wide channel of great depth is found, till the bar called the « Sombrerito » has been reached. Bar of «Sombre- There is little depth in this part of the river, and at rito> present ( 1901 ), it is ten feet at lowest river. Contrary to the general rule, the channel in this case is found in the convex side of the curve, formed by the river, that means to say, very close to the Argentine coast ( Sheet F ). This is the only place in the River Uruguay where changes in the riverbed have taken place, the channel run- ning before more towards the East, according to state- ments of old pilots. It will be necessary to rectify the channel hero, which will require a dredging of about 6300 cub meters and to mark it with four buoys. Stretch When this channel is passed, the direction towards a stoney point, which indicates the month of the creek, Guaviyii, is followed, leaving the Sombrerito island on starboardside. Bar of cGoaviytf When passim-' the mole of tile si B 11 gh t erl I oil se. the depth decreases, and lor navigating it is necessary first, to keep 29 the bow in the direction of the Gruaviyii s island and. after having passed the creek of this name, to keep it in the direction of the Arroyo Grande* (Sheet E). The cube to be dredged, so as to make this bar suitable to navigation with rivers t earners, is 56.000 cub meters. It must be indicated by 8 buoys and a line of beacons on the Oriental coast. The Western channel might have been selected as the one to be deepened, as its direction is nearly straight and perhaps its maintenance would be easier, but the en he to be dredged would be double as much. Also the slaugh- terhouse of « Guaviyii being an Oriental port, where the river steamers, which serve both coasts stop, ( which latter circumstance ought to be kept in account); the deepening of the Western channel wrould cause them a loss of time in consequence of the curve they would have to make in order to avoid the great bank in the middle of the river. For this reason the intention is to deepen the actual route as it is thought that by doing so more practical results will be arrived at. The general depth of the river, which, as we have seen, stretch of . ( page 11) the great inconveniences, which this shallow part of the river causes during several months, have been men- tioned and were it not for the extraordinary tides, the in- fluence of which may be felt in the Port of Ooncordia. ii would make navigation of this zone of the river comple- tely impossible. This obstacle is formed by a shallow place ( bar) of san- dy stone, which acting like a weir, detains the material which the current brings away from the bluffs of the plateau of Artigas » which excavation is the origine of the forma- tion of the first islands of the middle Uruguay and of the sandbanks which form the bar of « Chapicuy ». From the borings, carried out at this bar, results, that the Result of boring. 30 ■ rock is formed by compact sand stone covered by 1,50 me- ters of sand. This rock has a depression which follows the very thalweg of the river, allowing' therefore the dredging of a channel with 9 feet of depth with exception at the one place, where sand stone is found at a depth of 2,32 meters. A little above this bar, the depression formed in the hard sandstone seems to divide itself in a direction towards the Argentine coast in front of the arroyo «Mellado», passing between two banks formed by sand and gravel. Even if it were true that this depression continued till the curve of 3 meters depth, ( which however is not likely to be the case ), it is believed that a channel cut in this di- rection would be difficult to maintain, as it is situated be- tween banks, the dimensions of which have augmented con- siderably as appears from a comparison of the figured plans of 1890 'and 1900. The contrary is observed in the channel passing the middle of the river, and as the bank in front of the island of Chapicuy » has disappeared, there is reason to believe that once, when the bar of sand stone in the extreme south of The channel has been levelled, the result of this work will be the absolute maintenance of its upper part, the more so as the projected direction corresponds exactly with the thalweg, which form corresponds to the layer of sandstone. As for the other project in the direction O. P., though its upper mouth would have the advantage of being better defined, I he borings have shown the ground to be impene- trable to the boring tool at a depth less than ±74 meters, reason for which the acceptance of this direction must be rejected. 'fhr channel was therefore projected in the middle of the depression, which is impenetrable to the boring tool, but the curve of the channel makes it necessary to increase its width to 80 meters. CompaI [t is very useful to compare the cube necessary to be ex- betdrr«tiohnes!w° cavated for a curved as well as for an absolute straight channel which unites the curves of 8,00 meters depth and w Inch therefore is done below : 31 Channel in a curved line Channel in a straight line Rock Iii.oeO M Rock SI. 51 M Sand and gravel. 256.000 „ Sand & gravel ... . L92.000 .. 272.000 M3 27:5.50o M From these figures results that the channel in a curved line is the most convenient, as the difference in cube of sand to be dredged is little, where as that for breaking up and excavating sandstone is very visible. In orde'rto see the result which the opening of the chan- Local slopes. nel might effect on the regime of the river in this part, gauges have been placed which are based on a precise le- velling which has been continued as far as the Estancia Humaita ». With the observations which have been made simulta- neously the mean slopes have been determined for different sections and the heights of water resulting from their examination that even if the formation of the uniform slope over the whole extension of the bar were to take place after the execution of the works of canalization, this would not unfavorable modify the regimen of the river in this zone, which, as has been seen, is navigable du- ring a low river, not in consequence of the quantity of wa- ter it brings down, but for the periodical high tides, which maintain the water sufficiently high during three or four clays. On the contrary, it may be taken for sure, that by opening the channel as projected, giving it a width of 80 meters by levelling the shallow places of sandstone, this will help to maintain the upper portion, in consequence of the increa- sed slope which will be established. It is intended to mark this channel, in consequence of its curved direction, with ten buoys, which position will be referred to two fixed points placed with this object on the island of « Chapicuy ». The last maned shallow place having been passed, the stretch of «Yem&> river can be navigated with great facility, following the 32 Her\ idero bar. Western route 6 feet. Eastern route S feet. Projected works. Marking of the channel. center of the river, till the arroyo «Hervidero» is reached. where the bottom formed by rocks begins. The extension of the «Hervidero» bar is about 3.800 me- ters, the principal shoals existing in the very center of the liver ( Sheets C and C )■ In order to avoid those rocks, navigation at present follows the Argentine shore, the direction being indicated by two buoys placed by the riversteamer Companies and The Oriental Government. The number of those buoys is ge- nerally three, which are situated in the upper part of the bar; the first and the last are left to the West and the se- cond one, which marks a great shoal which is visible when the river is very low, is left to the East. Following the des- cribed direction 6 feet of water will be found when the river is very low, but the bar can also be passed leaving the geat shoal to the West and in this case the maximum depth found is 8 feet. The last named direction, which is known by the pilots, is at present not used, not only for being more curved than the other but also because the navigability of this part of the river depends on the «Chapicuy» bar where there is only 2 V2 feet of water under the same condition wdien the river is low. However it may become useful some day Avhen the other bars that of Chapicuy» included, have been deepened, but it will then be necessary to explore it first carefully in order to extract some loose stones, which are supposed to exist, besides buoying it. In order to make this bar navigable in conditions of per- fect safety, a nine feet channel in the center of the river has been projected, which can he marked by signals placed in its direction on the Argentine shore. The greatesl attention has been given to the marking of this bar, so that vessels may cross it during day and night with complete safety. At present the steamers leave the docks of Buenos Aires at Hi o'clock a. in. with the object to arrive the next after- noon at Concordia andSalto, where the operation of loading and unloading are immediately carried out, in order thai they may be able to undertake the return voyage next day. - 33 LAYMAN- CURVE. The delays the steamers suffer when going up river, may cause them to arrive a1 the «Hervidero» bar after dark, obliging them to anchor till the following day, losing by doing so one niiilii. not to mention the losses and annoyan- ces caused to the passengers. On the other hand it is very difficult to anchor buoys in this part ol'the river in consequence of the nature of the river bed and of the strong current— 3 meters per second— when the river is high ; and if this were to be attempted at Leasl 30 meters of chain are required, the result being that in pe- riods of low water those buoys could not indicate the chan- nel with sufficient exactness. For all those reasons the channel has been proyected in the center ol'the river and it will be indicated by direction lines on the shore. The rocky bar of «Hervidero», is mainly formed by loose stones, of an averaye weight of one ton, which can be easily extracted with Priestman's excavators. The quantity to be removed is about 19.000 m3. After having passed the last shoal of the Hervidero», navigation, in the curve formed by the river is easy, till the mouth of the arroyo «Yuqueri Chico» is reached (Sheet B). A little above this arroyo the bar carrying the same name Yuqueri chicobar. is met with, which owes its existance to the little elevation of the shoals and the concavity formed by the river ( Sheet A ). The bottom consists of gravel and the cube to be dredged is 44.ol)() cubic meters. This dredging must be completed by establishing a direction line of beacons, to be erected on the Argentine coast, and 4 buoys.- Navigating in the center of the river there is sufficient depth for the river steamers till arriving at the mouth of the arroyo Yuqueri Grande». In front of the mouth of said arroyo begins the bar of « Yuqueri Grande», a shallow place formed by gravel and remains of stones which the current brings down from the «Corralito» bar ( Sheet A ). Two directions for a channel have been studied, the first one in a straight line, forming the prolongation of the chan- nel projected in the rocky bottom of the «Corralito» bar (Sheets A and A' ) and for which a cube of 51.000 m.3 Bar of Yuqueri Gran 1 • — 34 - must be extracted, but it will be noticed that this direc- tion cuts a shallow place near the Argentine coast, where probably rocks will be found. For this reason it is believed that it is more convenient to adopt a direction partly straight and partly curved, follow- ing the thalweg of the river giving at the same time a width of BO instead of 50 meters to the channel. It is almost sure that adopting this direction no rock will be met with and the cube to be dredged will be reduced at the same time to 30.000 m3. As the bars of «Yuqueri Grande» and of «Corralito form in reality one single bar, being the first one, as explained before, a consequence of the second, it has been agreed upon to give the name of «Yuqueri Grande » to the whole part which bed is gravel or small stone, and that of «Corra- lito» to the part where the bed is completely of a rocky nature, corraiito bar. Immediately upstream the «Corralito:> bar is found, the formation of which is compact stone in the middle of which exists a narrow channell. When taking the level of the wa- ter surface in the jDart above and below the bar, when the height of the river water was 0,62 meters a difference of 0,40 meters was found over a distance of 2237,20 meters, that is to say a slope of 0,183 meters per kilometer. The corresponding mean velocity observed at the surface was 0,92 meters the greatest velocity, 1,26 meters per second. Other observations made when the height of the river was 2,50 and 3,80 meters gave as a result velocities of 1,382 and 1.3118 meters per second. In order to navigate the «Corralito2> channel, the following buoys, all near the Argentine shore, will be placed when goiiiLi1 upstream, three at the beginning and four ai the end. in the plan of the works for deepening permanently this partof the river for navigation with vessels drawing '.> feet, a direction in a straight line has been adopted, which follows as much as possible the existing channel and reduces the excavation to be executed to a minimum. Thecubeaf the material which niiist be broken up and excavated is 17. Too meters. The marking of this bar and that of Yuqueri Grande must be done with buoys pro- 35 vided with lanterns, which will be placed underthe charge of a special guard ( watchman); the number of the buoys will be 12, 6 on each side. After the Corralito » bar has been passed there are no- more difficulties as far as Concordia, the depth in this porl in front of the Harbour Police Office being 15 meters. The river continues very deep as far as « Salto Chico » but en the Argentine coast past the mole of the slaughter- house of Concordia there are many shoals amongst which deserves to be mentioned specially the one called « La Ca- ballada ». It is met before arriving at the Oriental port of Salto, obstructing the river and leaving only an opening towards the Oriental shore of about 80 meters. As has been observed in the foregoing description, of the zone between Conception del Uruguay and Concordia, the inconveniences that difficult navigation drawing 9 feet are numerous, but with exception of the bad passes « Chapicuy . « Hervidero », and « Corralito », the rest can be easily re- moved. The marking of the channels to be opened is also easy and can be done by directions on shore, which already have given good results at the bar of « Altos y Bajos » and « Banco Grande ». From the quantities, which are given, results that the maximum cube to be dredged or excavated in the different shallow iDlaees is as stated in the following table: 36 GENERAL QUANTITIES OF THE WORK TO BE CARRIED OUT TO OBTAIN A DEPTH OF 9 FEET TO CONCORDIA NAME OF THE BARS SAND AND GRAVEL ROCKS TOTALS Peruchoverne M3 92.000 92.000 Pepeaji 100 . 000 100 . 000 Canclia Seca 22 000 22 . 000 San Jose 50.500 50.500 Sombrerito 6 . 800 6 . 300 Guaviyii 56.000 56.000 Chapicuy 256 . 000 16 . 000 272 . 000 Hervidero 19.000 19.000 Yuqueri Chico .... 44 . 500 44 . 500 Grande.. B0. 500 30.500 Corralito 17.700 17.700 657.800 52.700 710.500 All the cubes have been calculated for a depth of 10 feet and have been increased with some 20 % in the case of sand and gravel and with some 30 % in case of stone, they represent therefore the maximum work and the complete solution of the problem. PROVISIONAL REDUCTION TO 8 FEET OF THE DEEPENING FROM CHAPICUY TO BELOW THE CORRALITO As it may happen that it would not be possible at present to dispose of the necessary elements to undertake the cana- lization of the bars which arc of a stoney formation, the dee- pening of the bars of « Chapicuy » and of those situated above the latter must be reduced at present to 8 feet ( 2.40 meters >. By this provisional solution the cube to be dredged would be reduced to seme 500.000 M33 to which OUghtto 37 be added unimportant work to rectify and to clean the eastern channel of the « Hervidero » bar. With a depth of 9 feet at the bars situated between the Conception del Uruguay and « Chapicuy and of 8 feet between the latter and Concordia, the conditions of navi- gations in those parts of the middle Uruguay would have improved considerably. The coastwise navigation would no longer suffer from the consequences of a prolongated state of a low river and the port of Concordia would be permanently accessible to it. What concerns the river steamers, they would nearly al- ways be able to reach the latter port, sometimes tranship- ping into lighters would have to take place below the «Corralito» bar and more exceptionally yet below the « Hervidero » or « Chapicuy » bar, as easily can be com- j)robated by an examination of the curves of the height of water at the ports of Xueva Escocia and Concordia. The buoying of the middle Uruguay ought to be carried Buoying, out as far as the port of Colon with luminous buoys tor the same reason for which this system has been proposed for the Lower Uruguay. It would be necessary to place this class of buoys at the following points : At the South point of the « Almiron » island, one At the North point of the Oriental island.. one At the bar of « Almiron » .... four At the shoal of « Curtiembre » ( Tannery ) . . one At « San Francisco » bar six being a total of thirteen luminous buoys in this section of the river. From Colon to Concordia it is intended to use cylindrical buoys 1,50 meters long by 1,00 meter diameter, with sights and rudders ; at nearly all the bars the buoying wrould be completed by directions on shore, indicating the center of the channel, and which if provided with lights, would make navigation of these bad bars easy even if du- ring night time. Cylindrical buoys have been adopted, as their construc- tion is cheaper and because repairs can bo easaly executed. 38 - As the beacons in alingments can nearly all be erected in places which are out of reach of the highest water, their construction, installation and maintenance will be fairly economical. GENERAL PROGRAM OF THE PROJECTED WORKS Determination of the unite princes Breaking up and extraction of rock. By the aid of all the preceeding antecedents and the de- tailed list of the work to be executed for the improvement of the river to Concordia, the corresponding estimates have been prepared. For the purpose of establishing the schedule of prices for dredging, the plant which, the General Inspection actually disposes of, as well as the cost of the work already carried out by this Commission at the bars of Banco Grande, Altos y Bajos and San Francisco, have served. With reference to the breaking up and extraction of the bars of rock it is believed that the first operation can be executed with explosives and also by heavy bars and rams, which are allowed to drop from some height and for which an installation can be made ; the second with Priestman's crab excavators. The use of the falling ram is indicated to level the shallow parts formed by sandstone of the «Chapicuy» bar, and that of the explosives to break up the blocks or layers of compact rock of the «Hervidero» and «Corralit02> rock. At the two last named bars and specially at the first one the work of extracting the stone will be notabaly reduced in consequence of depth existing near the places where the explosives will be used. The Priestman's crab excavators can be erected on and worked with perfect ease on board of steam hopper barges, the holds of which ought to be lined before hand with tim- ber in order to transport and discharge the extracted ma- terial. In litis condition and by working in a rational manner, it is believed that the excavation and extraction of 1 he stones can be done at a maximum cost of 5 dollars national — 39 — currency, and that this price will be notably reduced ii special tools could be provided, with which also the work of the improvement of the Upper Uruguay could be initiated. Willi reference to the workmen, as labourers, sailors, J^ffr *|»nch a miners, firemen, etc. it can be said that They arc of a very ^ci^sofiower good class and that they may be secured in the different *ork ports of the River Uruguay. For this reason the interruptions caused by the great rises of the river, will be of little inlluence to the cost of the works. The ordinary buoys which are intended to be placed are of about 0,75»i M3 of displacement, and will he anchored with chains of 25 milimeters diameter and of a length equal to double the depth at the highest river. The towers or beacons for indicating directions have been 80X80 designed of angle iron - -j~- - milimeters and are 8 meters high. The advantage of their use ( besides an other principal one, which will be indicated further on ) is that they can be changed into a luminous demarcation under economical conditions. The huts, which are provided for guards, are destined for the watching and the service of maintenance of the demarcation of the principal bars of Chapicuy, Hervidero and Corralito. In order to estimate the cost of the luminous buoys to the Port of Colon, which port is navigated by the river- steamers during night time, the prices of the contract with Messrs. Dirks & Dates of the 10th of January 1899, for a similar work executed in the River Plate, have been taken. The total cost of the works mentioned amount to seven Total cost of the works. hundred and thirteen thousand eight hundred and five dollars national currency ( S 713.805 n/c ) and Two hun- dred and five thousand four hundred and seventy three argentine gold dollars ( 8 205.473 gold dollars ). In order to carrv out the works within two years it is -.u-y eie- •/ merits to complete necessarv to complete the dredging plant of this Commission the bar. But this inconvenience has all the same been taken into account and in order to eliminate it as far as possible the marking of all the bad bars by alignements on shore, where the coast allows to do so. has been adopted. By the aid of those signals which are if possible, elec- ted out of the reach of the highest floods, the channel is absolutelv lined out and even in case the buoys, which — 42 - mark its width disappear, the engineers in charge can im- mediately know to what extent silting up has taken place when the river begin to lower in its superior part, as they are warned of this by direct telegrafic communication. In this way there is the necessary time to remove the partly filling over a reduced width, to complete this later on over the entire width between the buoys. It may be assured that three fourth parts of the work to be carried out in sand and gravel will be a permanent im- provement and that it will be necessary to maintain the rest, but this maintainance will become less in time becau- se it is believed that the sand is not kept in suspension and only brought down during the great flows of water, and that in consequence the first filling of the channels during a high river is therefore due to the steep slopes and great difference of the height of the bottom immediate to the channels cut through the bars. In short, the improvement of the navigability of the River Uruguay in the conditions as explained is a work easy to carry out and of great consequence if carried out with the necessary speed, method and energy. As the plan of the works are based on studies suffi- ciently complete for the object in view, and as already dredging works and demarcation by signals has been car- ried out, which so far have given a good result, there is much reason to believe that in the relative short time of two years, all the obstacles, which now difficult navigation to Concordia, will have disappared, if the approval of the Superior Government can be obtained and if the necessary means can bo disposed of. Willi the surveys realized up to this date it has been partly possible to study the regimen and conditions of the River Uruguay, in order to design the necessary works of improvement lor navigation; the pari situated between Concepeion del Uruguay and the River Plate lias only been surveyed and studied partly, and this work has been completed by a general recognizance, for this reason those estudies will he continued in this pari of the river, which, it may be stated is yet unperfectly known, specially the part between Fray Bentos and Concepeion del Uru- ould — 43 - guay as is proved by the many errors which the English Chart of this zone contains. It may be hoped that by continuing the studies of the River Uruguay in the same manner as at present, that there will be within the time of two years all that is n sairy for the realization of the present program of works, that a complete chart of the river will be finished, which not only will render great services to navigation, hut which will alsoserveas abase for other works for the improve- ment of the navigation in the Lower Uruguay, which will undoubtedly be necessary after the canalization of the bars of Martin Garcia has been finished. I am pleased to be able to state that in the execution of the plans etc., forming part of this study, 1 have been very ably assisted by the jjersonnel of the Commission and specially by the 2d Engineer in Chief of this Commi- ssion Mr. James Pigazzi, and the assistant engineers Messrs. Robert Dub osq, Henry Widmiiller and Ramon linski, who I, for this reason recommend to the considera- tion of the Superiority. November 1901. Julio Henri. Chief Engineer of the Commission of the Uruguay River. ANNEX Short description of the studies and works which have been carried out during the years 1902 and 1903. BAR. MIDDLE URUGUAY A precise levelling carried out from Buenos Aires To Conception del Uruguay and from there to Concordia has affirmed the approximative results obtained by the studies of the propagation of the tides in the Uruguay River, which showed that the slope at a low river is small and that the river, even during the months of extraordinary low water, is navigable as far as the last named port. In accordance with the proyect for the improvement of San francisco the Uruguay River, the dredging of the San Francisco Bar. the first of the many which obstruct the river navigation to Concordia was started. In this bar, the low pan of which is formed by gravel and the upper by sand, a channel has been opened inn mts. wide and 2000 nits. long. After it had been dredged for the first time, some unimportant silting has taken place in its superior part, where the bottom consists of fine sand, which has been removed since. At present there are 9 feel of water at this bar at extraordinary low water, whereas he- fore its dredging, there were only 5 feet. The formation of the channel through this bar lias been completed by marking it with 2 towers in line on shore, which are Lighted during night, and 4 ordinary buoys. 46 CHAPJCUY BAR. PERUCHOVERNE BAR. After the dredging- of the San Francisco Bar had been fini- shed, that of the Chapicuy bar was undertaken with the ob- ject to establish there the same condition of navigability as at The other bars where there is 5 feet of depth at ex- traordinary low river, whereas at the Chapicuy bar there was only 2 l/2 feet- In consequence of the hard material found in the bed of the river, and as there was no plant at hand to deal it, the channel was lined out in a curve following a natural depression in the riverbed. The result of the dredging has been that at present ves- sels of 4 '/2 feet draught can cross the bar, however low the river may be. This bar, which is the second of the many met in the Middle Uruguay where there is less than 9 feet of depth, is actually being dredged. The material at first extracted by the dredgers was very hard and consisted of conglomerate of gravel, but his con- glomerate was only found over a short distance. The ma- terial dredged afterwards is fine sand and gravel. LOWER URUGUAY I during the year 1902, the studies and surveys of the River Uruguay have been extended South of the town of Concep- tion del Uruguay and therefore embrace that part of the river which is called Lower Uruguay. Theriver, which between Concordia and Conception del Uruguay is formed by one single navigable channel- with exception of a few unimportant arms and islands— has a width varying from SOU to 1500 mts. and divides itself below the lasl named town into two arms— one which can be used by vessels of great draughi and the other by the river or coastwise navigation- which form a greal number of small and Large islands, the distance of the shore of the main Land varyingfrom lOto 12 kilometers. The only obstacles for the ocean navigation, which always follows the main arm of the river, to go as far as Concep- — 47 — cion del Uruguay were the bars of Altos y Bajos , Mon- tana . Banco Grande* and «Roman». The dredging works, which have been carried ou1 at the mentioned bars, have given very satisfactory results;the channels have maintained their depth since the first dred- srins was carried out and it has only been necessary to make some local corrections and to clean them occasionally. The « Altos y Bajos and -Bunco Grande bars, which completely prevented navigation and where only existed a depth of 11 or 12 feet at Low water, are now crossed by a channel where there is always more than IS feet of water. The width of the channel through the < Altos y Bajos» bar is 200 nits., and that through the «Banco Grande* bar 150 nits, and of that through the «Montana» bar 100 mis. The channel through the first two bars is marked by two towers placed in line on shore and which are lighted during night. The part of the river Uruguay, which is least known. is that situated between the River Gualeguaychu and Pal- mira. In this entire section of the river, there exists only a narrow twisted navigable channel, which almost disap- pears in what might be called a lake from 8 to 12 ki- lometers wide. The channel is therefore difficult to navi- gate as well for ocean as for coastwise vessels. The channel, though generally deep, is, as already has been mentioned, full of bends and if not marked by bea- cons and buoys difficult to navigate. In this entire zone, the channel is enclosed by steep and hard banks or an extensive strand formed by mud, where there is only a depth of one meter. Between those banks the navigation channel passes, which at some places is only 300 mts. wide, but where depths from 50 to • >(> feet are found. Navigation of this part of the river is only possible by using continually the sounding lead, as well during day time as at night and is generally interrupted at sunset unless the services of an experienced pilot have been secured. Durinu- litis month I September 1903 ) the buoying of the lower Uruguay over a distance of nearly LOO kilome- BARRIAL BAR. - 48 -' ters, by means of luminous buoys will be completed and consequently navigation will then be as easy at night as by daytime. In the part of the river under description ( from the river ( xualeguaychu to its mouth) there are only two places in the navigable channel where the depth is less than 18 feet. They are the « Barrial » bar and the «Punta Caballos» bar. Before arriving at the mouth of the River Gualeguaychii, the navigable channel disappears to be found again at some distance. Those two parts of the channel are separated by a bar formed by sand and thin mud, to which latter the bar owes its name. At this bar, which must be crossed in order to pass from one channel to the other, there is only 13 feet of water at exceptionally low tides. After the surveys have been concluded, it has been found, that the bar becomes narrow towards the North forming a gorge consisting of sand being only 800 wide. It is at this place that the channel to be excavated, for joining up the deep waters, has been projected. The cube to be dredged is about 300.000 M3. After this dredging has been carried out the new channel will be marked by luminous buoys, so that vessels will pass safely. pu.nta caballos After the last described bar. the only shallow place in The River Uruguay till its mouth is the < Punta Caballos » bar. It is situated a little above the mouth of the Rio Negro and is also formed by a long and narrow bar which blocks tlie navigable channel. The material to be dredged is sand, the quantity to be extracted being only 20.095 M3. After this bar has been dredged The channel formed will also be marked by luminous buoys. Both channels will be dredged to a width of 200 mis., and as the Argentine Governmenl lias just made an arran- gement with a firm of contractors, to execute this work, it is supposed thai before May of next year There will be in the River Uruguay from Colon to its mouth the depth as has been established in the project of this Ministry of Pu- blic Works for the improvement of the navigability of This river. BAR. 49 PORTS As the intention is to construct for this port, works, which will allow the loading and discharging of vessels, whatever may be the state of the river, which yearly dif- ferences of water are from 10 to 12 mts. and exceptionally as much as 14.1 mts., it is clear that those works will be very expensive. The importance of the sudden rise and fall of the river at this port will be yet better be under- stood by mentioning the fact, that the river is known to have risen more than 5 meters within 24 hours. The work to be carried out will give the bank of the river an uniform paved slope, so that the vessels may be moon-d against floating pontoons, secured by anchors and which will be able to alter their position according to the height of the river. The pontoons will be connected to shore by means of small bridges. A project has been made for a wharfing at which river- side steamers and larger coastwise vessels can operate and also for a small basin for the smaller coastwise vessels. The works will be started within a short time and \vhen finished will contribute much to facilitate the exportation of the products of the many important agricultural colo- nies, of which Colon is the center. The minimum depth at lowest river to reach this port is now 9 feet, but it is intended to increase this depth to 15 feet; the wharf having been j)royected so as to allow the deepening of the river to be carried out longside her. There will also be constructed a small brick warehouse. This port is continually being improved in order to fa- cilitate the operations of ocean vessels. Besides the wharfing in the main branch of the River Uruguay, the dredging to widen the entrance channel to the interior port and to deepen it to 1 1 feet, is in pro- gress. Its depth will be increased in future to IT feet. The works carried out in the interior port, which is si- tuated in a branch of the river, as a quay wall, railway lines, connecting it to the system of the Entre RiosRyCo. have much contributed to increase its importance and CONCORDIA. COLON. CONCEPCION DEL URUGUAY. 50 — port unzue nandubayzal. GIALEGUAYCHU. within a few years it will be necessary to extend those works so as to transform the interior harbour into a very safe port for all class of vessels coming to the port of Conception del Uruguay. When the dredging of the « Barrial » and «Punta Ca- ballos » bar has been carried out it will be accessible under all circumstances for vessels of 19 feet draught. In the year 1902 the Argentine Congress granted a concession to Mr. Saturnino Unzue for the construction of a port on his property situated on the River Uruguay on the Argentine shore opposite and a little above Fray Bentos. The project consists of a wharfing which provides accomodation as well for ocean — as for coastwise vessels. The island Abrigo in front of the projected works, pro- tects them against Southern winds. The natural depth of the river is sufficient for ocean vessels, without requiring dredging. The port will be connected by a railway to the town of Gualeguaychu and with the general Entre Rios Railway system. Though not yet at present, it is inten- ded to construct in future a factory for frozen meat and a grain elevator. The plans for this port are at present at this Ministry for examination and approval. The port of Gualeguaychu, situated on the river of the same name, is at present, as has been said before only accessible for coastwise vessels of very small draught. In the year 1902 Congress granted a concession to Engineer Sobral for the execution of works to improve it so as make the town accessible for ocean vessels, but till at present no works have been carried out. As the concession c< Sobral » ended in November 1903, this Ministery of Public works has completed now the necessary surveys and studies for the improvement of the entrance channel and the Gualeguaychu river, and Con- gress having granted $ 100.000 gold for the works, the town of Gualeguaychu will soon be accessible at lowesl liver for coastwise vessels of 7 feet of draught. St. LOUIS EXHIBITION (UNITED STATES OF X. AMERICA) EXPLANATORY INDEX OF THE OBJECTS EXHIBITED BY THE MINISTER! OF PUBLIC WORKS OF ARGENTINE REPUBLIC DIRECTION GENERAL OF HYDRAULIC WORKS MILITARY PORT OF BAHIA BLANCA * * * DEPARTMENT OF ENGINEERS OF TUCUMAN NOTE The objects exhibited by the Ministery of Public Works of the Argentine Republic and presented by the Direction General of Hydraulic Works, have been divided into five groups: I. — River Plate. II. — River Parana. III. — River Uruguay. IV. — Military Port of Bahi'a Blaxca. V. — Masonry Dam xVxd Reservoir for the Irrigatio x Works of the Provixce of Tucuman. Direction General of Hydraulic Works I. — RIVER PLATE This ureal plan executed in relief to the scale of 1:40.000, and covering an approximate area of 3500 square kilome- ters, shows clearly all the particulars of the bed of the Upper River Plate. With its aid the numerous channels and banks that exist and also the great number of ri- vers that form the Parana Delta, as well as the situation of the luminous and other buoys and signals destined to facilitate navigation, can easily be seen. This plan also shows the Ports of Buenos Aires and La Plata, with their entrance channels, buoys and beacons, by means of which the access to them is facilitated. Six maps have been put up in album form: the follo- wing is a short description of them: After having finished the survey of the Upper part of the River Plate the navigable channels have been buoyed. This is one of the most important works carried out. The buoys indicate precisely the route to follow, avoiding, by doing so, the groundings that were formerly so frequent. and that caused so much detriment to the general commerce. The luminous buoys, of 5 cubic metres capacity, burn night and day, the greater part of them being supplied with mineral oil gas and the rest with acetylene gas. The gas is taken to the buoys by steamers provided with store- holders which are loaded with gas from a gas factory: both the steamers and gas works were specially constructed for this purpose on the Pintsch Patent Lighting system. This plan is a resume of the results of the survey carried out by the staff of the Ministry of Public Works of the I. Plan in- relief of the Upper River Plate. 2. Album with maps OF THE River Plate. Plan No I.— G n ■ ral Map of the luminous buoying ofthe River Plate — Scale I;2000O, Year 1902. Map N 2.— Gene- ral Map of the River Plate. — 56 Map No 3.— Uru- guayan shore of the Upper River Plate. Map N° 4.— Outer Road-; ofBuenos Aires. Year 1903. Map N» 5. — Fa- rallon Bar, Scale 1 : 40000. Map X° 6. — New Channel, scale 1:100000. Year 1903. 3. Model of i he Graving Dock of the Port of Buenos Ai- res. 4. Luminous Buoy- ing of the 1 ii trance Chantv U to the Port of Buonos Aires. Nation up to 1903, and embraces the upper part of the River Plate. This survey has been carried out with great care by means of a great number of soundings and cross sections, and close observation of tides. An excellent triangulation covers completely the studied zone. This plan also contains the position of all the signals for navigation that exist on the River. The problem of the interior navigation of the Parana- and Uruguay Rivers being based on the navigability of the channels near the Uruguayan shore of the Upper River Plate, this map has therefore been prepared on a large scale which allows it to be perfectly studied, there being an abundance of details. This map, drawn to the scale of 1:40000, embraces the part of the River Plate in front of the City of Buenos Aires, including its Port, the access channels, and the manner in which the latter have been marked with buoys and beacons. This map embraces with many details the zone of the River Plate where there is less depth in the route of na- vigation of ocean vessels. All the buoys and the position of all rocks that may be dangerous to navigation in the proximity of the Farallon ( Colonia Lighthouse ) are in- dicated. This channel was buoyed for the first time in the year 1892, the passing of vessels and the effects of the current have produced a natural excavation of 3 feet. This channel has at present 19 feet at low water, and the luminous buoys greatly facilitate its navigation. The port of Buenos Aires has two graving docks, one 180 meters and the other 150 meters long. This model repre- sents with all details the largest of the two to a scale of 1:100. It shows the culverts for emptying the dock, the engine house, the floating caisson and all details of its construction. This plan indicates in detai] aU the signals, luminous- and other buoys and beacons that mark the access channels to the Port of Buenos Aires, the position of the Semaphore and the form bf sinnnls most commonly used for the buoying. — 57 — This album is a collection of photos of the various ty- Photograph Album pes of dredgers, the tug boats, and other craft belonging to this Ministry. There are also some photos of important works executed and in execution, that give an ample idea of the forward state and progress of public works in the Argentine Republic. Annexed to the album there is an index of the photos it contains. This is the last plan prepared by the Ministry of Public 6- pim ofthe i ■■■•■. .., .„ * of Buenos Aires. \\ orks oi the Port of Buenos Aires in its present state. It shows the general disposition ofthe Port, and contains also the channels, the Riachuelo Port, Southern Dock, etc. On both sides of the Riachuelo there exist good timber wharfs that allow of ocean and coasting steamers being moored to them. On the Southern shore of this river 1200 meters of wharfing are now under construction. Where the South Entrance Channel commences the Mi- nistry of Public Works has its workshops, where the re- pairs to the dredgers and other craft are carried out. In the North Basin are installed the graving docks and workshops which belong to the administration of the Mi- nistry of Marine. To give an exact idea of the importance of the Port of ". Panorama ofthe t-» . . . _ „ -p , Port of Buenos Buenos Aires, three Panoramas taken from different places Aires are also exhibited. Thev show the traffic of ocean steamers and coasting craft. This album contains photos of the steamers and other s.Photosof\ bi-longing to the vessels for all the different services of the Ministry. At the Ministry. end of this description there is an index of all the craft. II, RIVER PARANA The importance ofthe studies ofthe Parana River in front i. p^n in relief of •*■ the Kiver Parana of the City of Rosario (on the occasion of competitive in front of Rosa- v x rio, Scale 1:20000. tenders for the construction of its Port being called for) has motived the preparation of this plan. It shows the curves for every meter difference in depth of the bed of the river, and ist general formation, as well as its other peculiarities, such as banks, channels, etc : ana. — 58 — 2. pian in relief of This plan was constructed, as was the preceding, with the River Para- , _ x o; na in front of the obi ect of showing in a plastic form the results of the the city of Para- " ± na, scale moooo. surveys wich were carried out to serve as a basis for a pro- ject for a Port for the City of Parana. For its construction the same method was followed as for that of Rosario, the curves of depths show the differences from meter to meter and embrace all the zone that was studied in order to select the best location for the future port. 3. Portfolio of The entire course of the River Parana to its mouth in Maps of the Lo- River fa- the River Plate has been divided into three sections named respectively Upper -, Middle- and Lower Parana. The first section embraces the part of the river between Corrientes and Santa Fe; the second that between Santa Fe and Ro- sario, and the third that between Rosario and the mouth of the Guazii; the approximate lengths of these sections are 508, 160, and 420 kilometres respectively. The aforementioned portfolio contains in IB sheets the map of this section of the River to a scale of 1: 20,000. Rosario- River Plate; One index sheet to the scale of 1:100000. This plan indicates the relative position of the different sheets which constitute the total survey. This survey is based on a triangulation which takes in the two shores, the vertices are used as reference points to fix the profiles of the soundings. These have been carried out at variable distances, from a maximum of 200 metres at points where great depths are found and navigation is easy, to a minimum distance of 20 metres in the parts where there is little depth, and where, therefore, the soun- dings for each section are numerous and most closely taken in the most interesting parts; the position of each sounding- is referred to red signals on shore. The constant observations at two automatic registering gauges erected in Rosario and San Pedro, and at ten ordinary permanent gauges placed at different points of the river during the execution of the survey, gave the necessary elements to reduce the heights of water observed to the hydraulic zeros. Besides these per- manent gauges, temporary gauges were also erected and continuously observed at the most important points, as at the bars and shoals, during the time they were surveyed. The maps in the portfolio have been compiled from these — 59 — surveys. The bod of the river is shown by curves of depth- taken at distances of one meter. The list of all the maps contained in this portfolio, with the details of each, is given in the Appendix. This contains 8 sheets on a scale of 1: 20,000 and one index sheet on a scale of 1 : 1,000,000. It embraces the cour- se of the River Parana between Rosario and Santa Fe over an extension of 160 kilometres. The have been compi- led from the surveys in the same manner as those of the Lower Parana. The list of all the maps contained in this portfolio is given in the Appendix. On this plan are shown all the constructive data which have relation to the works designed for the Port of the town of Rosario, which work is now in execution. The centre part of the plan shows the general plan, the works for the correction of the river, dredging and quay walls and wharfings, sheds, warehouses, etc., and round it are artistically grouped plans and sections of the more impor- tant works as masonry and timber quay walls, concrete walls, and drawings representing the type of the dredging plant used. The photographs contained in this album show the most important points of the river and also the works which have been carried out. A detailed index of all the photos is given at the end of this booklet. 4. Portfolio of Maps th Mill: Parana Wall Plan of the Port of Ro- sario. ". Album with pho- tos of the Riv i Parana. III. RIVER URUGUAY The port of Concepcion del Uruguay, situated at a (lis- i. pian in relief of tance of 184 kilometres from the mouth of this river, is the last port that can be reached by ocean-going vessels. Besides having a basin for the coasting vessels in the smaller arm of the river, access to which is given by an artificial access channel with its entrance protected by a stone dam, there exists also in the principal arm of the river a greal mole for the ocean-going vessels. The plan shows these installations and the peculiarities of the river bed at this point. At Concepcion del Uruguay is installed the Commission the p oi ception del L'ru- gnay. Scale I 5U00. 60 2. Portfolio of Maps of the Ri- ver Uruguay. for the Study of the River Uruguay under the direction of the Direction General of Hydraulic Works. The 21 maps which this portfolio contains are of an exploration of the Upper River Uruguay ( from Concordia to Santo Tome ), of the survey of the Middle Uruguay ( from Concordia to Concepcion ), and of the survey of the Lower Uruguay from Concepcion to its mouth. Besides these maps there are others with details of the parts that are difficult to navigate ; they are drawn to a scale of 1 : 10.000 and show the improvements and the buoying that has been projected or executed. A detailed list of these maps is given at the end of the booklet. 3. portfolio of This portfolio contains 15 sheets showing the most impor- the Plans show- , . . _, TT -. ing the studies tant hydraulic features ol the River Uruguay, such as ins- tantaneous sections, studies of the tides and slopes, graphic demonstrations of hydrometric observations, and studies of the flow of water and velocities at different places, etc. In the corresponding Appendix details of these plans of the River guay. 4. Descriptive Me- moir. 5. Allium with Pho- tographs are given. For the benefit of all who take an interest in the studies, surveys and works that have been carried out in the River Uruguay, a descriptive memoir has been prepared, which deals with the studies and projects for the impro- vement of this river. This album, like those above mentioned, contains views of the different points of the river, of the works, dredgers, steamers and other craft at the disposal of the Commission, signal for navigation, etc. Details of these photos will be found in the last appendix of this booklet. IV. — THE MILITARY PORT OF BAHIA BLANCA I. Plan of the Fs- tuary of Bahia Blanca. This plan shows the topography and hidrography of the estuary of Bahia Blanca, and the relative position of the Military Port, located in Punta Alta; of the commercial Port belonging to the Ferro Carril del Sud (Southern R.R. ) located near the Arroyo Naposta; of the commercial Port of the Ferro Carril Bahia Blanca y Nor-Oeste (Bahia Blanca - 61 — and North Western Railway) located near the Arroyo Hal- van. More inside of the estuary there is another pier for the chilled beef factory at Cuatreros. This plan shows with blue colour — of deepen hue in proportion with the depth of the water — that in the estuary there are not less than 32' of water for all its length from the Atlantic up to Punta Alta in here is located the Military Port: and that in the anchorage of Puerto Belgrano » opposite the Military Port, can ride safely at anchor the largest fleet. From the anchorage there is a channel about 2000 m. in length, dredged (for the present) to 21 feet at low tide ami 32 feet at high ordinary tide, which allows the largest men of war to pass from the anchorage to the tidal basin of the Military Port. There is also another channel dredged to 18' at low tide and 29' feet at high tide which allows com- mercial ships to follow the estuary up to the commercial Port of the Southern Railway opposite Bahia Blanca. This plan contains all the works in project — even those 2. pian of the xa- 1 i ^1 va' Station. for a far away future — and the works that at present are sufficient for the Argentine Navy. These works — in their majority already finished — consist of: a) An outer harbour which protects the tidal basin from the waves of the estuary. h ) Of a tidal basin for large men of war, dredged to 30 feet at low tide and with 41 feet at ordinary high water. c ) Of a granite dry dock, — the largest of America — in which any ship of war or merchant can be doc- ked — the « Baltic » can enter this drydock and the «Iowa» was docked here. d) Of a quay wall 250 m. long and 30 feet deep at low water, provided with hydraulic cranes, one of which of 30 tons power. This quay wall is not yet finished but will be by the middle of 1904. Round the tidal basin there are workshops tor the repairs to ships, deposits for armaments, etc. There are also - 62 — 3. Plans of the gra- ving Dock and anexed tidal Ba- 4. Normal sections of the principal works. houses for employees, barracks, and is also ready the first section of the Naval Hospital with 80 beds and in position of receiving 400 in case of war. The Naval Station is provided with waterworks, sewara- ge, electric ligth, and usual installations for the service of a dockyard. Also a small town has almost sprung up round the dock- yard in here in 1898 there was a complete desert. This plan shows the principal dimensions and details of the dry clock, 222 m. long, 27 in. wide at the entrance and 10 m. deep on the cill, at ordinary high tides. This plan shows the s}Tstem of construction of the dry dock, built entirely of concrete made of portland cement, sand and gravel, with a facing of granite so that the gene- ral aspect of the dry dock is as if it were built entirely of granite. Thus it combines the durability of granite with a moderate expense and rapidity of construction. The dry dock can be pumped out in 2 ya hours by means of two large centrifugal pumps, driven each one by a 400 H.P. compound engine; the clock is also provided with hydraulic capstans and cranes, electric light, water mains, railway service, etc. The entrance is closed by a sliding caissoon removed by hydraulic power in 3 minutes. There is also an intermediate floating caisson for the internal di- visions or for the porpose of leaving dry the sliding caissoon when this needs paitimr. This plan shows the general outlines and dimensions of the most important works, that is: a) Entrance channel, dredged with 80 m. width at the bottom, and depth of 32' at O. H. W. and 21' at O. L. W. b) Pumping-engine house and sliding caissoon with its recess. c) Diagram showing the dimensions of the largest vessels afloat in comparison with the dimensions of the graving dock. d) System of construction of the graving clock, in its various periods. e) Details of the sliding caissoon at the entrance of the dry dock. - 63 - This plan shows the arrangement of the quay wall ane- s. Qnay waii. xed to the graving dock, the normal section of this quay wall, and the arrangements of its various parts, that is : a) Hydraulic movable cranes of the elevated type, with its adjoining sheds for temporary deposit of goods, armaments, etc., to be transhipped. b ) 80 tons — hydraulic crane with derricking jib, with railing sidings for handling large guns or bulky weights. c) Coal elevators for unloading about 100 tons of coal per hour from the colliers to on land, or for depo- sits, loading 120 tons of coal per hour to the war vessels, or to barges, or railway trucks, including screening and weighing. These albums contain a collection of the most impor- 6. Two albums with tant plans of the Naval Station, Lighthouses, Semaphores, of the works." and other works. The collection consists of 120 sheets of 0.65 X 1-20 mts., showing general plans, studies, entrance channel, graving dock, engine house and engines, sliding caissons, hydraulic pressure mains, cranes, tidal basin, quay wall, water supply, building for the storage tank, sewers, building, and various other designs. All these plans are mentioned in detail in the last Appendix. This album consists of a collection of 62 views of the Mi- & Photograph ai- litary Port, all of which are detailed in the appendix to this booklet, and which show the state of the works, and how they are used for war vessels. V. MASONRY DAM AND RESERVOIR For the Irrigation Works of the Province of Tucuman The Department of Public Works & Irrigation of the i. Pian in relief Province of Tucuman has designed a great natural storage waii^nd Depo^ reservoir of a capacity of 200,0(10,000 cubic metres of water, destined for the irrigation works of this province The cost of this work has been estimated at over one million of A r- sit of Cadilial. — 64 — gentine currency. The plan shows the general disposition of the works and the artificial lake. The author of the design is the Director of the Depart- ment of Public Works of the Province, Mr. Charles Wauters, Civil Engineer, pian in relief This plan shows on a larger scale than the former one, position 'of the the disposition of the works of the retaining wall, intake retaining wall of „, the Reservoir of OVei'liOW, etC. Cadillal. INDEX Of the plans, maps & photographs contained in the different portfolios & albums lo — River Parana This contains the following photos of the Port of Buenos Photo^n Album. Aires : 1. General view of the Workshops of the Ministry of Public Works in April 1899. 2. Ditto, ditto, in October 1903. 3. Ditto, ditto, with a view of the Entrance Chan- nel, 1903. 4. Ditto, ditto, from the signal of the South Chan- nel, 1902. 5. Ditto, ditto, in December 1902. 6. Slip belonging to the Ministry of Public Works in July 1899. 7. Ditto. ditto. in January 1900. 8. Ditto. ditto. ( two views ) in 1900. 9. Workshops and protecting moles of the South En- trance Channel. 10. Workshops of the Ministry and Offices of the Di- rection. 11. Framework of the original Workshops, 1897. 12. Compound Engine of the Workshops, July, 1899. 13. Turning and fitting shops, August 1903. 14. Ditto. ditto. 15. Small lathes and planing engine, 1898. 16. Dynamos for light and power, September 1903. 17. Large Compound Engine of the Workshops. 18. Small ditto. ditto. - 66 - 19. Carpenter's shop, August 1903. 20. Ditto. December 21. Bandsaw constructed in the Workshops, 1901. 22. Punching & Cutting Engine and planing engine for wood. 23. Big lathe, 1900. 24. Small steam hammer, 1900. 25. Smith's shop, 1903. 26. Boilermaker's Shop, 1902. 27. Ditto 1903. 28. Smith's Shop, 1902. 29. Foundry, 1902. 30. Ditto, with cupola, 1902. 31 . Gasworks with gas buoys ready to be erected. 32. Ditto. South front. 33. Ditto. Accumulators, water-tank, and gasometer. 34. Luminous buoys. 35. Gasworks. Wharfing and cranes for handling the buoys. 36. Luminous buoys. 37. Gasworks — Compressors. 38. Ditto. - Boilers. 39. Ditto. — Purifiers. 40. Ditto. — Furnaces. 41. Water-tank and filter. 42. Semaphore and house of the 2nd. Chief. 43. Refouleur ( Mud pump ). 44. Low grounds in the port works being filled by the refouleur. 45. The dredged material filling the low grounds. 46. Low grounds after having been filled. 47. Entrance of the South Channel - - Protecting mole. 48. Ditto. ditto. ditto. 49&50. Views of the protecting mole. 51. Entrance mole of the Port. 52. Reconstruction of the Riachuelo wharfing. 53. Ditto. ditto. ditto. 54. I > i tto. and Riachuelo Port. 55. Ditto. 56. Riachuelo port. — 67 — 57. i , . 58. j Dltt0- 59. View of the Avant-Port. 60. Ditto. 61. Dock Sud ( South Dock ). 62. | , . 63. | Dltt0" 64. Avant-port and Riachuelo. 65. Ditto. 66. Slipways of the Ministry of Public Works. 67&68. Dock No. 3. 69&70. Grain Elevators. 71. Hydrographic Office at the North Basin. 72. Graving Dock. 73. Bridge over the Riachuelo. 74. Engine House. 75&76. Vessels undergoing repairs. 77. Birdseye view of the Workshops of the Port of Buenos Aires. 78. Outer mole of the South Dock. 79. Entrance to the Moles of La Plata. 80. Central Dock ( La Plata ). 81. Ditto. ditto. 82. Naval Station at La Plata. 1. Barge for the transport of materials. 2. Ditto. Floating pile driver. 3. Floating shearlegs and barge for the transport of dredged material. 4. Barge with piledriver, and ditto, for the dredged material. o Barges for the transport of dredged material. <^ Houseboats for surveying purposes. 9. Houseboat and Floating Semaphore. 10. Floating Semaphore. 11- ) Ditto. ditto. and steam launch tor a sur- 12- } veying party. Photos of Vessels and other Craft. - 68 13. 14&15. 1(1 17. 18. 19. 20. 21. 22. Ditto. Steam launch for surveying purposes. Steam launch for surveying purposes. • Steamers for surveying purposes. 24. 25. 26. 27. 28. 29. 30&31. 32. 33&34. 35. 36. 37. 38. 39. 40&41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. Steamer for inspecting and loading the gasbuoys. Tugs. Barges for dredged material. Barge, dwellinghousse and office for surveying purposes. Barges for dredged material. Dredgers. Dredger and Kefouleur ( Mud-pump ). Hlxcavater and Refouleur. Barge with boring apparatus and ditto, with steam pump. Floating crane and Refouleur ( Mud-pump ). I )redger. 69 lo — River Parana Lower Parana. — Index sheet and sheets 1 to 15. Portfolio with Index sheets showing the division of maps from Rosario to the month of the Guazii. 1. City of Rosario and neighbourhood. •2. Alvear and Paraguayo Bars. 3. Villa Constitution and neighbourhood. 4. San Nicolas and neighbourhood. 5. Tonelero and Las Hermanas Bars. 6. Obligado and neighbourhood. 7. San Pedro and neighbourhood. 8. From San Pedro to the Isla Grande ( Great Island ). 9. Month of the Parana de lasPalmas and neighbour- hood. 10. Island of the Bizeaino, Ibicuy River, Zanja Merca- dal and upper mouth of the Talavera. 11. Island of the Botija and lower mouth of the Ta- lavera. 12. From Dorado Island to «E1 Ceibo ». 13. Portuguez Bar and neighbourhood. 14. River Bravo and its mouth. 15. Mouth of the Guazii and of the Bravo. Middle Parana. — Index sheet and sheets 1 to 8. 1. City of Parana and neighbourhood. 2. City of Santa Fe, river of the same name, and part of the River Parana as far as the Tragadero Bar. 3. From the Paracao Bar to the Arana Islands. 4. From the Arana Island to the Tacuani. 5. From the Tacuani to the Reyes. 6. From the mouth of the Reyes to the Island of Los Pajaros. 7. From the Island of Los Pajaros to the mouth of the Bobo. 8. From San Martin to Alberdi. This album contains the following views : photograph An» *e » 0. » 6. » 7. » 8. » 9. » 10. » 11. » 12. » 13. » . 14. - 70 - Page 1. Port of Zarate. .2. Rosario, View of the town and the national wharfing. & 4 Rosario, Anchorage. Dredging plant at the Paracao Bar. Sparbuoys at the Paciencia Bar, Buoys and guidance signals at the Paracao Bar. Bajada Grande. General view of the wharfing. Parana — Salto del Calderon. Parana — Anchorage. Puerto Viejo ( Old port ). Parana - - Birdseye view from the Morro. Parana — Limekiln and Panorama. Santa Fe — Views of the town and wharfing. Santa Fe — Installations of the surveying commission and the cut of the Paraguayo. 15. Colastine - - Port and deposit of hardwood logs. Colastine — View of the port. Mouth of the Piragua and Slaughterhouse Santa Elena. La Paz ( Curtiembre ) — View of Esquina. View of Esquina. Port of Reconquista — Wharfing at Goya. Bella Vista. San Antonio. Pilcomayo. Port of Asuncion ( Capital of the Republic of Paraguay ). Anchorage. Corrientes, view of te Mole and Government House. Views of the town of Corrientes. Island of rocks below Itati. Mews of Itati. Church of Itati, Group of Palmas Indians. Views of Humaita and neighbourhood. Humaita. Villa Pilar. Island de Aquino. Views of Formosa. Villa France. Sub-prefecture of Formosa. » 16. » 17. » 18. » 19. » 20. 2> 21. » 22. » 28. » 24. » 25. » 26. » 27. » 28. » 29. » 30. » 31. 32. » 33. 34. — 71 - Page 35. & 30. Views of Formosa. 37. Guardia Angostura nearVilleta. Villeta. 38. Lambare Hill — Empedrado. 39. Colonia Urquiza. — ( La Curtiembre ) (Tan- nery ). » 4d. Zanja Mercadal. 2° -- River Uruguay The 23 maps it contains are in detail the following: Portfolio of Maps. Sheet 1. Exploration of the Upper Uruguay from Concordia to Santo Tome. Sheets 2, 3 & 4. General maps of the Middle Uruguay sho- wing in conjunction the peculiarities of the river bed and the relative position of the principal jtoints. Sheets 5, 6 & 7. Maps of the lower course of the river, giving a topography entirely different to the other parts. Sheets A & A'. Detail plans of the bars of Corralito and Yuquerf, which are situated immediately below the port of Corcordia. The first of these bars is full of rocks. Sheet B. Map of the Vuelta ( curve ) of Dayman ; this part of the river is very regular and easy to na- vigate. Sheets C & C'. Hervidero Bar. This is a tortuous passage between rocks. Its rectification to a depth of 9 feet has been projected. Sheet D Chapicuy Bar ; the most difficult bar, and the one which is the greatest obstacle to the access to the port of Concordia; it has been surveyed with great care in order to design its canalization. Sheets E. F. & G. H. & I. Maps of the Bars of Guaviyii, Sombrerito, San Jose, Cancha Seca, and Pepe Aji; these bars are formed by sand and gravel. Sheet J. Peruchoverne Bar, the last of the many which exist between Concordia and Colon. 72 — Sheet K. San Francisco Bar. This bar was deepened to 9 feet over a width of 100 metres in order to facilitate the access to the Port of Colon. Sheet L. Plan of the Port of Paysandii, which town is situa- ted in the Republic of Uruguay. Though there is plenty of depth in the jjort itself, its access is made difficult by the existence of the Almiron Bar, 9 kilometers clown river. Sheet M. Almiron Bar with a minimum depth of 10 feet. The execution of the works for improving this bar is left to the Uruguayan Government. Sheet N. Map of the anchorage and port of Concepcion del Uruguay. Portfo'iio with Sheet 1. Instantaneous sections of the tidal wave, which Plans of the Sttl\ # dies. show the manner m which the surface oi the Kiver Uruguay is affected by the tides of the Atlantic Ocean, which are transmitted over a distance of 293 kilometers from the mouth of the river during the periods of a low river. Sheet 2. Graphic demonstration of the tidal wave, showing the form of the wave for an ordinary and an extra- ordinary tide. Sheet 3. Longitudinal section of the surface of the river Uru- guay below Concordia, showing the slopes of the river at its different heights of water. Sheet 4. Graphic demonstration of the relation of the zeros of the water-gauge, which have been levelled by studying the tides as there was no precise level- ling, which is now being carried out. Sheets 5 to 9. Graphic demonstration of the observations at the gauges at Nueva Palmira, Fray Bentos, Con- cepcion del Uruguay, Nueva Escocia, Concordia, and Paso de los Libres. Sheets 10 & 11. Diagrams of the winds and rainfall regis- tered during the years 1900 and 1901 at Concep- cion del Uruguay. Sheet 13. Diagram representing the variation of the flow and velocity for the different stales of the river at Concepcion del Uruguay and Nueva Escocia. as — 73 - well as the corresponding different heights of water at Concepcion del Uruguay and Concordia. Sheets 14 & 15. Sections of velocities at ConcepcioD del Uruguay and Xu ova Escocia for different heights of water and conditions of currents. Pages 1 & 2. Types of the signals indicating the centre of photograph Album the dredged channel in the bars Banco Grande and Altos y Bajos. They carry lights during the night and a gauge which indicates the minimum depth in the dredged channel. » 3 & 4. Views of the mole for ocean traffic a i Concep- cion del Uruguay when the river is very high. » 5. The mole of Concepcion del Uruguay as seen from up river. » 6, 7 & 8. Vessels being worked at the mole of Con- cepcion del Uruguay. » 9. Access from the shore to the mole of Concepcion del Uruguay, showing the hut for the automatic tide-gauge on the right hand side, and that of the watchman on the left. » 10. The same access at a high flood. » 11 & 12. The bridge giving access to the mole during a high flood. » 13. Upper part of the bridge giving access to the mole, with Custom House and «Sub Prefectura» (harbour police ). » 14. Entrance to the access channel for the inner Port for coasting vessels at Concepcion del Uruguay. » 15 & 16. Views of the above-mentioned entrance channel. » 17 & 18. Dredgers for the excavation of the entrance channel. » 19 & 20. Dredgers operating in the inner port for coasting vessels of Concepcion del Uruguay. » 21 & 22. Slip of the Ministry of Public Works at Con- cepcion del Uruguay. » 23 & 24. Works for improving and extending the slip- ways at Concepcion del Uruguay. » 25. Dredgers working in the River Uruguay. — 74 — Page 26. Bivouac of engineers on a survey. » 27. Offices of the Commission for Surveys and Works of the River Uruguay, at Concepcion del Uruguay. » 28. Workshops of the Ministry of Public Works at Concepcion del Uruguay. » 29. View of the port of Colon in its presents state. » 30. View of the port of Concordia in its present state. » 31. View of the port of Concordia, with a high river. » 32. View of one of the numerous rapids of the River Uruguay. 4°- MILITARY PORT AT BAHIA BLANCA General Plans & Various Studies 1. General plan of the works for the defense of the Atlantic coast of the Argentine Republic. Scale 1: 2.500.000. 2. Hydrographic plan of the Port of Belgrano at Bahia Blanca (general plan of the works) Scale 1: 150.000. 3. Hydrographic plan of Puerto Belgrano and soundings. Scale 1 : 40.000. 4. Hydrographic plan of Puerto Belgrano. Pits and bo- rings. Scale 1 : 40.000. 5. Hydrographic plan of Puerto Belgrano. Scale 1: 40.000. 6. Topographic -hydrographie-geognostic-an hidrognostic plan of the neighbourhood of Punta Alta at Puerto Belgrano. Scale 1: 5000. 7. Cross sections A. B' (with reference to the plan men- tioned above) 8. Ditto. A. B' ( Ditto. Ditto. ) 9. Ditto. C. C ( Ditto. Ditto. ) 10. Longitudinal sections X. Y. ( Ditto. Ditto. ) 11. Ditto. W. S. ( Ditto. Ditto. ) 12. Hidrognostic studies in tho neighbourhood of Puerto Belgrano (sections). 13. Sources of studies for the Entrance Channel. 14. Plan of ilif Naval Arsenal reduced to the works ne- cessary for the immediate future. Scale 1 : 2500. — 75 - 15. Plan of the Naval Station which will in the future be transformed into a Naval Arsenal, (most urgent works), Scale 1 : 2500. 15. General constructive plan of the Naval Station Scale 1 : 2500. 17. General plan of the Naval Station. Scale 1 : 2000. ENTRANCE CHANNEL 18. General plan of the soundings in the entrance channel and the Avant-Port. Scale 1 : 2000. 19. Various buoys for mooring* and other purposes. 20. Beacon. GRAVING DOCK 21. Graving Dock-Plan and Sections. Scale 1: 200. 22. Ditto. Disposition of the layers of concrete in the bot- tom and side walls. Scale 1 : 50. Engine House & Engines 23. Frontage towards the Avant-Port. Scale 1 : 50. 24. Frontage and sides of the Boiler House. Scale 1 : 50. 25. Plan and sections of the walls. Scale 1 50. 26. Plan showing the installation of the centrifugal pumps. Scale 1 : 100. 27. Details of the installation of the main- and leakage pumps. Scale 2 : 20. 28. Details of the engines of the main pumps. Scale 1: 10. 29. Details of the centrifugal pumps. Scale 1 : 10. 30. Details of the sluices of the drainage culvert. Scale. 1: 10. 31. Details of the boilers. Scale 1 : 10. 32. Acumulator tower. Scala 1 : 20. 33. Plan showing the complete arrangement of the hy- draulic machinery and accumulator. Scale 1 : 20. 34. Details of the hydraulic pressure machinery. 35. Details of the accumulator. — 76 Sliding Caisson 36. Sliding caisson with lifting bridge and hydraulic ac- tion, with corresponding diagram (general plan). 37. Sliding Caisson — Plans and section ( working drawings). 38. Sliding Caisson— Longitudinal section and cross sec- tions. 39. Sliding Caisson— Hydraulic machinery for working same. 40. Floating Caisson— (general plan). 41. Ditto. — Longitudinal- and end views. 42. Ditto. -Longitudinal- and cross sections. 43. Ditto. —Various plans. (Sheets 41, 42 & 43 are working drawings) Hydraulic Piping, Cranes, etc. 44. Arrangement of the cranes, hydraulic piping, roads, etc., belonging to the quay wall. 45. General plan of the pressure- and return mains, and the water supply for the graving dock. 46. Fixed crane of 30 tons. 47. Moveable crane of 5 tons. 48. Ditto. of l'/o tons. 49. Hydraulic capstan of 5 and 10 tons. 50. Ditto. ditto, of 1 tons. Tidal Basin 51. State of the dredging on 31st. August 1903. Scale 1: 101 m. 52. Details of the slopes, ladders, mooring posts, buoys, etc. Quay Wall 54. Construction of the cofferdam made for the purpose of building the quay wall in the dry. 5.""). Plans, elevations, and sections. — 77 — 56. Ashlar, bollards mooring posts, rings, etc. 57. Piping, posts, bollards, and other metallic accessories. 58. Normal- and other sections of the quay wall. 59. Subway for the service pipes. 60. Discharge pipes for the sewers. 61. Plan of ensemble of the quay wall with cranes, eleva- tors for coal, etc. Derivation of the Water Supply from the River « Sauce Grande s> 62. Catastral plan of Bahia Blanca, scale 1 : 200,000. 63. General plans and longitudinal sections. 64. General plan of the piping ( 1st. section ). 65. Ditto ditto ( 2nd. section ). 66. Ditto ditto ( 3rd. section ). 67. Ditto ditto ( 4th. section ). 68. Longitudinal section of the ramification to Puerto Mi- litar and to the village Puerto Belgrano. 69. Longitudinal section from the origin to the town of Bahia Blanca. Deposit and Sources of the Water service 70. Elevation and plan of the tank for the water service, telephone station, etc., scale 1 : 50. 71. Details of the construction of the watchtower, scale 1:20. 72. Intake culvert for the water service, and other works, such as pits in the district of the Military Port, scale 1 : 5000. 73. Sources of the water in the downs of the Magnetic Observatory. 74. Distributing pipes for the water service in the various districts of the Military Port. 75. Engine house for the water service. 78 - Sewers 76. Plan and section, scale 1 : 100. 77. Various sections and registering- outlet ( I : 20). 78. Regulating chamber, scale 1 : 20. 79. Details of the regulating chamber and discharge chamber. 80. Detail of the outlet into the sea, scale 1 : 20. 81. Plans and sections. 82. Details of the regulating chamber. 83. Details of the registering outlet, etc. (Sheets 69, 70 & 71 show how the sewers were cons- tructed and contain the modifications that were in- troduced during construction. '& Various Buildings 84. Hospital for the Navy. Plan of a pavillion. 85. Ditto Kitchen, Wash-house, and other out- ( houses. 86. Ditto Ditto Ditto. 87. Ditto Cellar of the out- house to pavillion N° 3. 88. Hospital — Sidewall ( masonry works). 89. Dwelling-house for the Medical Director of the Hos- pital. 90. Chalet N° 8. 91. Chalet N° 8 bis. 92. Offices, and other buildings. 93. Dwelling-house N° 23 for employees. 94. Ditto N° 24 Ditto. 95. Post and Telegraph office. Elevation and sections. 96. Ditto Ditto Plans and details. 97. Principal entrance to the Naval Arsenal. 98. School «Humberto I », erected by public subscription. 99. Magnetic office of the Military Port. 100. Cemetery, crematorium, etc. 101. Barracks for the Coast Artillery — General plan. 102. Ditto Ditto. Elevation and sections. 103. Powder House -- elevation, plan and sections. 104. Ditto details of walls and windows. - 79 — 105. Powder House — various details. 106. Ammunition stores. 107. Dwelling-houses for the officials of the powder house and ammunition stores. VARIOUS DESIGNS 108. Moorings for ocean-going vessels in tho River Santa Cruz ( transformable into graving dock ). 109. Naval Station in the River Santa Cruz. 110. Telegraph line to the South Coast ( 1st. section ). 111. Ditto. Ditto. ( 2nd. section ). 112. Ditto. Ditto. ( 3rd. section ). 113. Ditto. Ditto. ( 4th. section ). 114. | & Strategic Railway — Temporary bridge. 115. J 116. General plan of lighthouses and semaphores, to be erected along the Atlantic Coast. 117. Lighthouses and semaphores at the entrance of Bahia Blanca. 118. Lighthouse at Cape de las Yirgenes. 119. Metallic tower for lia'thouses. Photograhps A. Collection of 62 ( Dimensions: 30 X 45 em. = 12" X 18" ) 1. Strand of Punta Alta - -before the commencement of the works. 2. Building for the waterworks — watch tower. 3. Ditto. Ditto. Ditto. 4. Construction of the concrete 2)latform of the Graving dock. 5. Granite facing up to the first altar. 6. Ditto. Ditto. 7. Southern entrance to the dock — during the cons- truction. 8. Southern entrance to the Graving dock and engine house. — 80 — 9. Erection of the keelblocks and bilge blocks. 10. Erecting the intermediate caisson. 11. Southern entrance at the moment of letting the water in. 12. Northern entrance and view of the works. 13. Taking the floating caisson out and working the slinding caisson. 14. Recess for the sliding caisson. 15. Basin in front of the graving dock. 16. Entrance basin to the graving docks during rough weather. 17. Waves against the sliding caisson. 18. Letting the water into the graving /lock. 19. View of the dock taken as the *San Martin>> was entering. 20. The first battleship entering the graving dock. 21. The «SanMartin» breaking the garland. 22. The entrance open after the battleship had entered. 23. Ditto. closed Ditto. Ditto. 24. Floating caisson, which closes up the 3rd. section. 25. Battleship in the dry-stern view. 26. General view of the docks and Engine house. 27. General view of the dock after a battleship has left it. 28. Temporary mole at the entrance of the graving dock. 29. Tugs in the graving dock. 30. The english cruiser «Cambrian» entering the dock. 31. The U.U. S. S. battleship «Iowa» entering the dock. 32. The battleship dowa, in dock, seen from the Nor- thern entrance. 33. The battleship «Iowa» in clock, seen from the Sou- thern entrance. :54. The battleship «Iowa» in dock, after the water had been pumped out. 35. Strutting the battleship «Iowa» in the graving dock. 36. Stern of the battleship Eowa» and Soul hern entrance to the graving dock. 37. Engineer Villanueva (whom as Minister of War and Marine ordered the construction of the Military Port), at the bottom of the Graving I ><>ek with Admiral Sinner of theU. U.S.S. battleship Iowa . — 81 — 38. The battleship « low a dry in the dock. 39. Stern of the battleship «Iowa» and Engine house. 4l). Cruiser Newark and yacht Varuna* in the graving ( chick. 41. Ditto. in the graving dock. 42. Ditto. seen from the bow in the graving ( dock. 43. Ditto. in the graving dock. 44. The crew of the cruiser Newark drilling. 45. Training ship Sarniiento» and battleship «Puey- rredon ». 40. The training-ship «Sarmiento > in the graving dock. 47. Quay wall. Erecting the granite facing. 48. Quay wall in construction. 49. Quay wall. Construction of the subway for the piping. 50. Quay wall in construction. 51 Water Works Building, Watch-tower and Hospital. 52. General View. Water works Building, Watch tower, and Hospital. 53. Watch tower, and 1st. Section of the Naval Hospital, 54. Panoramic view — Watch tower. Naval Hospital, Engine house, etc. 55. A pavillion of the Naval Hospital. 56. House for officials ( June 1899 ). 57. House for officials, 3 years after the plantations were finished. 58. School «Humberto I ». 59. Railway bridge over the Arroyo Parej a ( downstream ). 60. Ditto. Ditto. Ditto. ( up stream). 61. General view of the maritime works, and anchorage of the fleet. 62. Lighthouse at «Punta Mogotes ». \ ARGENTINE REPUBLIC DEPARTMENT OF AGRICULTURE CAMARA MERCANTIL BARRACAS AL SUD BUENOS AIRES CATALOGUES These Samples are to be presented after the close of the Exhibition to the Philadelphia Commercial Museum. Technical Catalogue of sample case of CLASS OF WOOL DISTRICT ZONE Top cross Rambouillet on other merino grades Xegrete Rambouillet St 1 Tope 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 , » 31 ) 1 32 Fine cross-bred Lincoln 34 35 36 1st St id 1-' H 1 I 1st /2nd l^1 Pueyrredon Villegas Chacabuco > > Azul Salto Pehuajo Balcarce Lincoln Sui pacha Coronel Vidal Cafiuelas Olavarria Azul Ayacucho 25 de Ma3ro Lincoln Bolivar San Antonio Cafiuelas Las Heras Coronel Vidal Pringles Ayacucho Balcarce Navarro Ranch Balcarce Lincoln Olavarria Laprida Chascomus Prov. of Bs. Aires N. Pampa Central Pampa Central )> S. w. w. w. s. N. w. s. w. w. s. s. s. s. s. s. w. w. w. N. s. s. s. s. s. s. s. s. w. s. s. s. w. s. s. s. - wools forwarded by the Mercantile Chamber PAST U R E ESTIMATE OF YIELD WHEN SCOURED SEASON EXHIBITOR Fine 42 % 1903/904 Viera Bros. Mixed 44 % Fortunato B. Arzeno j» 38 7 Duggan Bros. • » 42 9? ii >> >» 44 % , Santamanna & Sons. Fine 42 % , Duggan Bros. Mixed 44 '. , Cildoz & Souza Martinez Fine 41 % , Jose C. de los Santos Mixed 45 % , Patricio Ham a 42 % Cildoz & Souza Martinez Fine 46 % L. Lynch & Co. Mixed 44 % f Jose Crotto & Sons. »> 42 % Salaberry, Lalor & Bercetehe M 42 % Alejo Gallardo Fine 45 % Fermin Ortiz Mixed 45 % Baj-ona & Ferrazzini >> 45 % Cildoz & Souza Martinez >» 45 % Patricio Ham >> 46 % S. Unzuc & Sons. Fine 45 % >> ii >> Mixed 44 % Jose Crotto & Sons. Fine 44 % Ojea Garcia & Co. )> 45 % , L. Lynch & Co. Mixed 44 % , S. Unzne & Sons. i> 44 % P. & A. Lanusse >> 45 % Ramon Viton Fine 43 % A. Ayerza » 43 % Jose C. de los Santos Mixed 41 % , Cildoz & Souza Martinez >> 46 % M. Parera Marti >> 47 % S. Unzuc 8c Sons. Fine 55 % , Martin Yraizoz Mixed 48 % , Patricio Ham j> 49 7 Salab-erry, Lalor & Bercetehe ii 48 7c t Santamarina & Sons. >> 49 % Cildoz & Souza Martinez Technical Catalogue of sample case of C LASS OF WOOL Medium cross-bred Lincoln 2nd/3rd. Fine cross-bred Lincoln ,, . Medium cross-bred Lincoln »> 37 Fine cross-bred Lincoln 38 39 40 4-1 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 06 67 68 69 70 71 72 2 nd. >> ') Fine cross-bred Lincoln »« n 1 1 3rd 3 rtl DISTRICT ZONE 3rd /4th. Pehuajo Lobos Balcarce Loberia Laprida Juarez Rauch Olavarria Las Flores Magdalen a Dolores Maipu Tapalque Mercedes Lincoln Necochea Olavarria Ayacucho General Alvear General Guido Pueyrredon Balcarce >> General Alvear Dolores Necochea 11 Saladillo Balcarce Rauch Alvear Suipacha Lincoln I'ila General Saavedra Balcarce Prov. of Bs. Aires W. W. s. s. s. s. s. s. E. s. ,, s. s. w. w. s. s. ,, s. „ s. w. ,, s. »» s. s. s. „ s. w. s. s. s. w. s. s. „ s. w. w. w. s. „ s. w. s. wools forwarded by the Mercantile Chamber PASTU R E Coarse Mixed n Fine Mixed Coarse Mixed Fine Coarse Mixed Fine Coarse Mixed Coarse M Mixed Coarse* Mixed n Fine ESTIMATE OF YIELD WHEN SCOURED 52 95 52 % 1 52 ! 50 95 48 9? 50 7c 54 Vc 57 95 57 7t 62 % 57 '■ 56 95 55 V 64 95 60 95 50 % 54 95 57 95 66 9? 62 95 60 % 62 % 62 Vc 66 ' < 60 '< 55 Vc 54 95 57 Vc 56 V 56 V 57 95 54 % 55 95 69 '< 52 % 56 7c S EASO N 1903/004 EXHIBITOR Fortunato B. Arzeno .1 < i Santamarina & Sons. ii >» P. & A. Lanusse || M "I Errea & Frtazun Salaberry, Lalor & Bercetche M. Parera Marti Bayona & Ferrazzini ii n Viera Bros. Jose Crotto & Sons. A. Velaz & Co. Duggan Bros. F. Ortiz & Co. Salabeny, Lalor & Bercetche Martin Yraizoz J. Crotto & Sons. Viera Bros. M. Yraizoz )> i» Jose Crotto & Sons. Bayona & Ferrazzini Salaberry, Lalor & Bercetche «> ii i» A. Yelaz & Co. Santaniarina & Sons. Reyes Bros. S. Unzue & Sons. Cildoz & Souza Martinez Patricio Ham P. & A. Lanusse Esteban Gotusso Orcoven Castanos & Co. Technical Catalogue of sample case of CLASS OF WOOL DISTRICT ZONE 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 Fine cross-bred Lincoln 3rd /4th. Coarse cross-bred Lincoln Medium cross-bred Lincoln ,, Coarse cross-bred Lincoln ,, Medium cross-bred Lincoln ,, Coarse cross-bred Lincoln 4th. „ 4tfc/oth. 4th „ 4th/5th. 4th ,. tth/5*h. 5*h Ayacueho Olavarria Dolores Pueyrredon Magdalen a Tres Arroyos Lincoln Mercedes Lincoln Tres Arroyos Balcarce Maipu Tandil General Alvear Mercedes Magdalena > > Vecino Necochea Lincoln Maipu Chascomus Tuyu Ayacueho Lincoln Magdalena t» Tres Arroyos Ensenada Lamadrid Las Flores Tuyfi Juarez Balcarce Ayacueho Prov. of Bs. wools forwarded by the Mercantile Chamber PASTURE ESTIMATE OF YIELD WHEN SCOURED SEASON EXHIBITOR Fine »> Mixed <> Fine Mixed Fine Mixed 11 11 Fine Mixed Fine Mixed Fine 58 % 62 ', 60 °A 56 % 59 <7t 64 (A 64 % 66 '« 64 r/ 66 % 54 l )' 11 ** Medium cross-bred Lincoln 3rd Top cross Rambouillet on other merino grades 1st Rambouillet, pure bred ewes Top cross Rambouillet on other merino grades 1st 1st ond Ond Coarse cross-bred Lincoln Top cross Rambouillet on other merino grades 1st ,; lst/2 nd Pehuajo Magdalen a Avacucho Maipu Ensenada Lincoln Balcarce Xogoya Gualeguaychu Concordia Gualeguay Gualeguaychu Gualeguay Concordia Gualeguay Concordia Gualeguaychu »i Sauce Curuzu-Cuatia Sauce Curuzu-Cuatia i> Sauce Avacucho Tres Arro\ros Maipu Avacucho Maipii San A. de Areco Pehuajo Gualeguay Prov »> Prov. of Bs. Aires W. it v -k. ,, ,, S. W. S. of E. Rios S. W. ,, S. E. „ N. E. S. „ S. E. Q ,, o. „ N. E. ,, S. „ N. E. S. E. „ S. E. „ S. E. of Corrientes S. „ S. E. ,, S. E. S. „ S. E. ,, S. E. S. of Bs. Aires S. S. ,, s. ,, s. s. ,, s. N. W. of E. Rios S. S. s. ) I Prov. Prov, Prov wools forwarded by the Mercantile Chamber P ASTU R E ESTIMATE OF YIELD WHEN SCOURED SEASON EXHIBITOR Coarse 07 Vr 1903/904- Fortunato B. Arzeno Mixed 69 '- )' J. Crotto & Sons. 68 [, >» J. R. Rodriguez > Viera Bros. 67 % >> J. R. Ramsay & Co. 48 % >» Patricio Ham 67 % »> Jose C. de los Santos 49 % »t Bernardo Milhas 47 % »* S. Unzue & Sons. 48 '< >» Antonio Arzeno & Co. 52 % M Guillermo Kelse\r 50 % )» S. Unzue & Sons. 52 % >» Juan B. Mihura 48 % >> Antonio Arzeno & Co. 60 % >• Juan B. Mihura 53 % >» Antonio Arzeno & Co. 54 f/r >' S. Unzue & Sons. 57 9? »l »> it ii 56 % 1 1 it »j it 50 % " Josefa B. de Fonseca 47 % )) T. Gomez Fonseca 50 % >J ii ii ii 48 r/c 1 1 Josefa B. de Fonseca 51 9? M T. Gomez Fonseca 47 % )S ii ii ii 48 % '1 Josefa B. de Fonseca Pastor Senillosa Mixed 44 % »l Garat & Calvino M 42 % !• A. Ayerza Tender 42 '; " Ouintana & Jauregui •> 46 7r II Pedro Argel M 46 % '1 Ouintana & Jauregui >i 44 l/r >• Ouirno Bros. Mixed 64 % '1 Garat & Calvino M 52 % )> Joaquin Alvarez Bentos 11 54 % 11 ii ii ii 11 56 % !> ii ii ii CATALOGUE OF SHEEPSKINS SKINS OF WILD ANIMALS l 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 Sheepskin, Slaughtered for ranche use, Cross-bred Lincoln, class 4th. 3rd. 3rd. Ond W 3rd. 5th. 3rd. 3rd. 3rd. 4th. 4th. 1st. Oncl Fine cross-bred Rambouillet >> Shearling wether, town slaughtered, Cross-bred Lincoln. >> Lambskin Young Lambskin OX-HIDES, HORSE-HIDES AND BIRDS, AND SUNDRIES >» Tandil, South of Province of Buenos Aires Alzaga, Azul, >» Dolores, »> Juarez, Navarro, West Rauch, South Pila, Canuelas, ,, Maipu, ,, Olavarria, ,, Navarro, West Tandil, South Alzaga, Dolores, ,, Gualeguay, Province of Entre Rios La Paz, ,, ,, ,, M Concordia, Colon, Gualeguay, Mercedes, West of Province of Buenos Aires Tandil, South Alzaga, Olascoaga, West Alzaga, South Juarez, >> m n »> Santamarina & Sons. S. Unzue & Sons. Santamarina & Sons. Fortunato B. Arzeno. Jose Crotto & Sons. 1 1 >> Angel Velaz & Co. > > > > r > > > Fortunato B. Arzeno. Orcoyen, Castanos & Co. Jose Crotto & Sons. tf > > Santamarina & Sons. Angel Velaz & Co. Santamarina & Sons. S. Unzue & Sons. Jose Crotto & Sons. Angel Velaz & Co. >y >> > > Antonio Arzeno & Co. Juan B. Mechura. Angel Velaz & Co. Cildoz & Sonza Martinez. >> > > i » > > F. B. Arzeno. S. Unzue & Sons. < » }} > > > i Ginocchio, Etcheverrv & Co. F. B. Arzeno. ft > > >> > > >> > > Angel Velaz & Co. >> >> yy > t CATALOGUE OF SHEEPSKINS SKINS OK WILD ANIMALS 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 DESCRIPTION OF PRODUCT Ox hide, slaughtered for use on ranche. in abattoir for use on ranche.. in abattoir >» for consumption in Cordoba ,, Entre Rios. Calf skin. Unborn calf's skin. Horse hide, male. Horse hide, female. >» Goat skin Horse tail, docked. >> it >y ,, ,, undocked. 6 cow tails 8 horse tails docked 8 bundles mane horse hair 1 bundle pigs bristles South American Ostrich feathers (Rhea) light coloured. ,, ,, speckled " i> i> dark. 2 small bundles ostrich feathers with small body feathers in centre Scoured and carded merino wool >> OX-HIDES HORSE-HIDES AND BIRDS, AND SUNDRIES DISTRICT EXHIBITOR Arrecifes, South of Province of Buenos Aires Navarro, ,, •„ Dolores, ,, ,, i> 11 )> Maipii, ,, ,, M ii i» Province of Cordoba ,, ,, Entre Rios Dolores, South of Province of Buenos Aires >> Tandil, Dolores, >» >» Aizaga, ,, ,, ,, ,, , , Junin, West of Province of Buenos Aires >» 1» 11 11 Province of Cordoba u u ii Province of Buenos Aires Angel Velaz & Co. ii i» >» South of Province of Buenos Aires Jose Crotto & Sons. Ramon Sisto. Victoriano Villamil. Angel Velaz & Co. Jose Crotto & Sons. 1» 11 11 1) Fortunato B. Arzeno. Jose Crotto & Sons. i' >i >i >> S. Unzue & Sons. Cildoz & Souza Martinez. Orcoyen Castanos & Co. Cildoz & Souza Martinez. S. Unzue & Sons. Victoriano Villamil. Angel Velaz & Co. Victoriano Villamil. " ii Angel Gonzalez & Son. Mercantile Chamber >> Argentine Republic 11 Technical Catalogue of Products of the DESCRIPTION OF PRODUCT Fox skin (Cams magellanicus) ,, ,, (Canis Azara?) Skunk skin (Mephitis Patagonicus)... Swan's skin (Cygnus nigricollis) Wild cat skin (Felis Geoffroyi) Stag skin ... Deer skin ... Goat skin ... ») ii Kid skin ... Water hog skin (H. Cap}rbara) it >) >) J* ii Chaja skin (Palatnedea Chavaria) ... n >) > ' y> Possum skin (Didelphys Azara?) >) )i >» >> Grey Monkey skin Otter skin, so called, (M3'opatamis Coypus) )> )) II )) »> )) )) II >) >> )> )) >> )) >> >) )) )> >) II )) )) )> >> )) (unsplit).. Marmot skin )> >» Wild cat skin (Felis pajeros Azarae) ... . ii )> i> > ' )) >> ... . Cormorant skin (Carbo Brasiliensis) )> )» >» >> ... . Pampa Hare skin (Dolichotis patagonica). It )) •! >! >> Rabbit skin i> >» Penguin skin Water Boa Tiger cat skin Young chaja skin... Chaja skin Unborn calf skin, salted Chinchilla skin (Chincilla lanigera) >> )> >> ii Heron (Egret garzetta) ,, (Ardea cinerea) Egret (Eudromia elegans) Chase, exhibited by the Mercantile Chamber Patagones, National Territory... >> >• " Pigiie, Province of Buenos Aires DISTRICT Pnan, ,, ,, •> i> (i ii Patagones, National Territory >> )> >» Dolores, Province of Buenos Aires II )) 11 11 " Tornquist, ,, ,, ,) )> 11 ii ii Parapa Central, National Territory >> >) >> 'i Alzaga, Province of Buenos Aires... M )» i) i) i> ••• Province of Cordoba ! 1 11 II 11 )) )) 11 11 JJ ,, ,, Corrieutes > i )> n Dolores, Province of Buenos Aires >) )> >> »> ) » Province of Corrientes 11 )) Chaco, National Territory Dolores, Province of Buenos Aires Province of Hntre Rios )l !> Pampa Central, National Territory >! 11 >' I' Province of Corrientes ii i> >t Puan, Province of Buenos Aires ... Santa Cruz, National Territory Province of Corrientes Chaco, National Territory A3racucho, Province of Buenos Aires ii ii ii ii i • Province of Buenos Aires ,, Salta ii ii ii Chaco, National Territory ii ii ii Cahuelas, Province of Buenos Aires Mercantile Chamber. 11 11 11 11 11 II 11 11 11 II 11 II A. Caride, Jr. Bro. & Co. ii n ii ii ii Mercantile Chamber. 11 ii 11 n 11 ii 11 1 1 11 • 1 ii ii 11 n 11 ii 11 ii II ii 11 n 11 n II ii 11 n 11 >i 11 A. Caride, Jr. ii Bro. & C ii n ii u >> ii n ii n ii ii ii n ii ii 11 1! Mercantile Ch amber. ii ii n n ii ii ii A. Caride, Jr. Bro. & Co. H ii ii n n Mercantile Chamber. ii ii ii n n ii ii ii ii ii ii Alonso and Blaquier. ii ii ii German Nolte. Mercantile Chamber. ii n ii ii ii ii n n 'jnrverytv o* CaMoma. Los Ange*es L 006 51 8 253 7 UC SOUTHERN REGIONAL LIBRARY FACILITY AA 000 723 056 8 305 Dj .Neve *&*?£«£ "?»*** *CIUTY