River Plata country, and I advise that it be given place in the CONSULAR REPORTS for the information of all whom it may concern.

We very frequently receive letters from people who apply to us for information about this country, inquiring as to the advisability of coming here to settle. An attempt to answer all these letters would almost necessitate the employment of a secretary, not to speak of the labor involved in getting all the information desired. We think it appropriate to make a few general observations touching the main points of interest, which may serve to some extent as an answer to all these numerous inquiries.

Those of the English-speaking race who think of leaving their native land for these shores should note the condition of other people who have gone to a country where the language is different from their native tongue, and then reflect that they would be situated here pretty much as a Spaniard, for instance, who landed on American or British soil and was ignorant of English. They should bear in mind that the language of this country is Spanish; that the people are in a great measure of the Spanish race, and have its customs and characteristics; that while there is complete religious liberty, the Catholic church is that of the State. They should also reflect that the social observances of the country are very different from those of the English-speaking races. Coming to particulars, it may be stated that no mechanic who is not an expert or a specialist in certain occupations should come here hoping to better his condition, for the very simple reason that the country is already overrun by workmen from southern Europe, who are content to work for lower wages than any British or American mechanic would care to accept. Italy can easily outbid America or Britain in most departments of labor; and, as a matter of fact, the operatives and manufacturers here are either Italians or Frenchmen, principally the former. This remark applies to all varieties of mechanical labor, with the exception of specialties, such as electrical engineering; but in this field there is already a congestion in this Republic. We would strongly advise English and American mechanics not to think of coming here to improve their condition. The same advice applies to manufacturers of all sorts. Not only is there a full supply, but the market is overstocked with products of native manufacture, for the most part of a very inferior kind.

With regard to agriculture, our discouraging advice would be emphasized. The farmer here is the Italian or the Basque, who can live in a manner to which Englishspeaking people are not accustomed, and will work for wages which these would consider sufficient only to escape starvation. At the moment we write there are hundreds of men now seeking employment who would be glad to work for $2 a day of the money of this country (which is equal to about 90 cents American currency) and board themselves; and this in face of the fact that the cost of living is greater here than in New York or London. Those who have capital to lend on mortgage or who can invest in real estate can safely get twice as much interest or income as in England or America. Those who have a small capital, say of $5,000 or $10,000, and are ready to go to the frontier to live a rough life for years, where they will never hear their native tongue, where they will certainly suffer from homesickness, where the conditions of life to English people are nearly unbearable-such persons in the course of time will come out with more dollars, if they come out at all, than they would amass at home. The climate in this country is magnificent; no place in the world can surpass it in that respect. It is essentially a white man's climate. Stock graze in the open all winter, even in the coldest localities. The country has a great future, but no man in his senses would take the responsibility of advising English people to immigrate or to come except with capital, as we have already stated. True, many have come individually and have done well, but every attempt to establish a colony of English-speaking people has proved a miserable failure.

HEATING AND COOKING STOVES IN URUGUAY.

Impelled by the frequency of inquiries touching the prospects for an increase in our trade in heating and cooking stoves with this Republic, I have made a careful examination, and submit the following report for the information of manufacturers in this line:

Heating stoves.—It is very safe to say that 95 per cent of the houses in Uruguay have no heating arrangements whatever specially designed for the purpose. It is claimed by many of the inhabitants that heat is at no time required in the houses; that heat in the house is not healthy, but conduces to maladies of throat and lungs. Yet, during the winter season, from April to October, the dampness in the houses is far more unpleasant than crisp and snappy cold. With the frequent and heavy rains, the walls become very damp, and clothing or books must not touch them or a mold will form. Such a condition has for one of its results an enlarged percentage of pulmonary troubles, and a death rate out of all proportion to the general salubrity of the climate. There are no chimneys for either fireplaces or stoves. A $14,000 residence, built this season, has for its only chimney a stovepipe let through the kitchen roof for the cook stove.

The American style of heating stove is about the only one seen in the market; the smaller and simpler forms being used. They are popular with those who have their homes reasonably heated; but the demand is small, and only one house in Montevideo keeps a stock. The American oil stove has found a good market here, and the sole competitor is one of Belgian make, with first-class blue-flame combustion. The Belgian stove sells at about one-half the price asked for the American, on account of the fact that the United States article is usually a combination of lamp and stove, and so comes under a different and higher customs classification.

Cooking stoves.-The native cooking stove is a very substantial affair of heavy wrought iron, made in local factories from imported plates. The stoves are good cookers and roasters, but do not bake so well. They are made with or without water reservoirs, and are very durable-something like the wrought-iron range. About 50 per cent more fuel is used by these than by American stoves of the same capacity. They cost from $20 to $70, according to style of finish and completeness of the water outfit.

Cook stoves have been imported for some years from the United States, and are gradually winning their way, especially in the European households. The fact that they save fuel tells in their favor, as coal costs from $10 to $14 per ton. The coal is all imported from

Wales or the United States. Wood is even higher in price than coal, considering results.

The duty is a serious drawback to trade in this line. It amounts to 8 cents per kilogram (2.2046 pounds), including the package. As the stoves must be well packed, the additional weight adds heavily to the cost, and a heating stove that could be bought at from $7 to $8 retail in any city in the United States must sell here for at least three times that amount, and then leave only a fair margin for profit to the dealer. The United States cook stove sells at about the same rate as the one made in Uruguay, but the wrought-iron article, with its power to withstand hard usage, has been so widely employed that only when the better methods, greater economy, and generally superior character of the United States stove become known will our manufactures win the market to any extent.

ALBERT W. SWALM,

MONTEVIDEO, May 10, 1899.

Consul.

PORT WORKS AT MONTEVIDEO.

Minister Finch writes from Montevideo, May 12, 1899, in regard to the proposed harbor improvements* at that place. The Minister of Public Works, it appears, has matured a scheme for providing the necessary funds to pay the cost of construction and has approved plans and specifications on which intending bidders shall base proposals. The Congress of Uruguay has these plans under consideration, and as soon as adopted copies will be sent to the Department. The expenditure involved will be not less than $15,000,000, and possibly as much as $20,000,000. The vice-consul at Montevideo, Mr. Howard, urges that a representative of some United States firm be sent at once, equipped with documents bearing official indorsement, to satisfy President Cuestas and his ministers of the financial ability and the skill and capacity of the parties whom he represents to carry out the work in accordance with the plans and specifications. French and English representatives, says Mr. Howard, will be in the city provided with the necessary indorsements. They have already given notice that the money is available, and promise that the work shall be prosecuted and completed under the direction of the most skillful engineers. Minister Finch says that an American sent to Montevideo on this mission, with suitable indorsements, will be shown every courtesy. The contract will yield a substantial profit, and Americans should make every effort to secure it.

*See post, p. 176; also CONSULAR REPORTS No. 217 (October, 1898), p. 239, and No. 226 (July, 1899), P. 583.

HARBOR REGULATIONS OF PUERTO CABELLO.

Vice-Consul Volkmar sends from Puerto Cabello, under date of June 15, 1899, copy of the new harbor regulations of that port. The regulations read:

GOVERNMENT REGULATIONS FOR THE HARBOR AND WHARVES OF PUERTO CABELLO.

ARTICLE I. All vessels coming from foreign ports are required to wait in the bay for the doctor's visit, after which they may or not enter, as the captain of the port may decide in accordance with the law.

ART. 2. It is forbidden, under fines and penalty which shall be established, to all craft to go near or alongside of vessels which anchor in the port previous to the doctor's visit.

ART. 3. Any vessel which anchors in the bay of this port is considered as having entered, and is consequently bound to receive the visits of the doctor and of the custom-house officials, without which she can not land passengers or anything whatever.

ART. 4. Vessels which, by order of the sanitary board, are to remain under observation shall hoist at their fore-topmasts a yellow flag; and this will be the signal for all craft to keep aloof from them and not to go near without previous permission of the captain of the port.

ART. 5. No vessel having on board powder, dynamite, or other explosive substances of like nature shall enter the harbor until after the competent authorities have taken the necessary measures of security for the landing of said cargo without danger.

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ART. 6. After the visits of the doctor and of the custom-house officials, and on the vessel being admitted to pratique," the captain of the port shall point out the place where she is to land her cargo.

ART. 7. Steamships or sailing vessels which are loading or unloading must withdraw from the wharves daily at 6 p. m. and stay until 6 a. m. at a distance of at least 6 meters from them. Only by express permission of the captain of the port shall this order be dispensed with.

ART. 8. After the vessel has landed her cargo, she shall remove from the wharves and cast her anchors at the place which shall be designated to her for the purpose by the captain of the port.

ART. 9. All vessels anchored in the port are required to have sufficient moorings for their own security and for the safety of their neighbors.

ART. 10. It is forbidden to stretch ropes from one vessel to another in the port; but when the steamers are obliged to so stretch them, they shall take care to keep always by day and by night a sailor on guard to lower them when necessary; and they shall be held responsible for any damage accruing from the nonfulfillment of this rule.

ART. 11. All vessels in port must have during the night a globular light at their fore-topmasts at a height of 6 meters from the level of the gunwale.

ART. 12. It is not allowed to any vessel to throw overboard in the port sweepings or rubbish. In order to perform any of these operations, a permission is necessary from the captain of the port, showing how and where it should be done.

ART. 13. The captains are required to keep order on board of their vessels; and they shall prevent any disturbance, scandal, or quarrel which may arise; and, should

their authority not be sufficient, they may ask for help from the office of the captain of the port.

ART. 14. Captains of vessels in port are obliged to give each other all possible assistance in case of any serious accident of whatever nature.

ART. 15. No vessel once anchored is allowed to change her anchor ground without previously asking for and obtaining permission from the captain of the port, who shall grant it when there is a just cause.

ART. 16. No captain is allowed to overhaul his vessel inside the harbor without permission from the captain of the port, who shall point out the place where this operation is to be performed.

ART. 17. It is absolutely forbidden to boil pitch, tar, or rosin on board of vessels lying in port. The captain of the port may give permission for such operations when needful, and designate in each case the place where they should be performed.

ART. 18. Sailors on guard shall notify their chiefs immediately if they notice any removal of anchors or buoy ropes or robbery of goods or other effects on the wharves or on board of any vessel.

ART. 19. It is not allowed to take ballast without permission of the captain of the port and previous to taking the precautions determined by law for such cases, so as not to obstruct the anchorage.

ART. 20. Vessels which carry on board a fire engine must keep it in perfect condition and ready for use in case of need.

ART. 21. No guns nor other arms shall be fired in the port without express permission of the captain of the port.

ART. 22. Captains of vessels lying in the port are required to hoist their respective flags on Sundays and on all other holidays prescribed by the law.

ART. 23. No vessel can leave the port after 6 p. m. without permission of the competent authorities.

ART. 24. The entrance into the port must always be free to the vessels which enter and leave; consequently, it is strictly forbidden to anchor in a place which obstructs the traffic.

ART. 25. Should a vessel, on leaving the port, cause any damage to another one, she is obliged to immediately drop her anchor and await the result of the summary investigation which shall be made as to the culpability of the case, in accordance with the maritime laws; and should she continue her voyage before the judgment of the captain of the port, in the terms prescribed, she will be held culpable, guilty and confessed, and absolutely responsible for the damage done. But should the investigation be protracted on account of the circumstances of the case, she may leave the place, giving bail satisfactory to the captain of the port to answer for all damages and fines.

ART. 26. For loading and discharging, the following order shall be observed: The vessel which enters port first (without exception of flag) shall discharge first, and the others successively in order of entry; and for loading, the one which finishes unloading first shall be the first to commence, and the same order shall be continued, provided, however, that the wharves are not occupied by vessels unloading, as this last operation has the preference.

Steamers shall have preference over sailing vessels in both cases, and postal steamers over all others.

ART. 27. A vessel which enters in a damaged condition and requires to be unloaded at once shall be attended to with due regard to the urgency of the case. ART. 28. Vessels anchored in the bay which need to send a boat on shore or vice versa after 6 p. m. shall provide such craft with a light.

ART. 29. Owners and consignees of goods can not leave on the wharves mer