groceries, breweries, and wine stores are already in use in Berlin, and, although at first objected to because of their tendency to frighten horses, are now accepted as part of the new equipment which will finally, for reasons of economy, cleanliness, and general efficiency, eliminate horses from city travel and transport. Two heavy freight wagons-one of the Daimler-motor system, with 12 horsepower and 12 tons burden, and another of 10 tons burden, with electric motor, made by Paul Schütze at Oggersheim, Bavaria-are included among the illustrations transmitted with this report.

The French section of the exposition includes large exhibits from Falconnet, Perrodeaud et Cie., Gianelli et Lacoste, Vital-Bouhours, and Leon Lefebre, whose products are standard in France and are comparatively well known in the United States. Their motors are either electrical or of the Dion benzine type, and many of the carriages still retain the chain gear, a device which is here considered obsolete except for freight and delivery wagons.

The

Three trials of speed were among the prescribed features. first, from Berlin to Baumgarten Bridge and return, 65 kilometers (40.4 miles), on the 12th of September, was won by an Astor tricycle driven by Broca, in one hundred minutes and thirty seconds, although the winner lost some time through having been shut off at railway crossings.

The second race, from Berlin to Dresden and return, 192 kilometers (119 miles), was fixed for Sunday, September 17, but was more or less deranged by heavy, persistent rains.

The third race, from Berlin to Munich, via Magdeburg, Cassel, Frankfort, Stuttgart, and Augsburg, 1,010 kilometers (628 miles), started at noon to-day.

BERLIN, September 28, 1899.

FRANK H. MASON,
Consul-General.

NEW GERMAN CANAL.

About two years ago, the city of Leipzig selected two royal commissioners of public buildings-Messrs. Haverstadt and Contag-to prepare plans for a canal between Riesa and Leipzig, navigable for large vessels, and granted the sum of 10,000 marks ($2,380) to defray the expenses incurred in connection therewith. The plans, after careful, conscientious work, are now ready, and, together with the estimates of the general and special costs, are in the hands of the Leipzig city council.

The canal will be 67.5 kilometers (nearly 42 miles) in length, built entirely on Saxon territory, and will in no way conflict with foreign state interests.

Not only do the industrial people of Leipzig take a great interest in this project, but the commercial classes all over Saxony are anxious to have it carried out.

It is estimated that the cost of building this canal will be higher than that of other canals of about the same length. This is principally on account of the difficulty which will be encountered in getting over the watershed. The cost of the ground, ground and slope work, road and railway crossings, lifting work, water feeding, etc., will amount to 38,000,000 marks ($9,044,000). The cost of the harbor in Leipzig will amount to 9,000,000 marks ($2,142,000) alone, and to connect the canal with the Pleisse another 3,500,000 marks ($831,000) will be necessary.

One thing worthy of note in comparing this plan with others made in the past is that this proposed canal will be located entirely on Saxon territory, and for this reason can be built with the cooperation of the Saxon Government and the city of Leipzig.

This project indicates Saxony's interest in helping its commercial and industrial people. Riesa is the grain center of this Kingdom, Leipzig its richest city. The latter for a long time has been the center of an enormous trade, largely due to its fairs, which occur twice each year—one in April and the other in September. BRAINARD H. WARNER, Jr.,

LEIPZIG, August 31, 1899.

Consul.

AMERICAN IRON IN GERMANY.

When, some time ago, American competition in iron and steel was talked of in the German press, many of the technical and trade journals made light of the news. Quite different, however, is the expert opinion of the Chamber of Commerce of Bochum, which comprises leading manufacturers from this prominent iron and steel district of Germany. In its annual report for 1898, this body speaks as follows:

American competition, which in 1897 arose in the continental markets, has made further progress during 1898. Pig iron exported to Germany has increased 16 per cent as compared with the imports of the year previous, fine cast iron and wrought iron 28 per cent, and common ironware 75 per cent, while the import of bicycles and parts gained 106 per cent.

The value of these American articles imported into Germany in 1897 amounted to 10,100,000 marks ($2,380,000); in 1898, to 15,800,000 marks ($3.570,000). This extraordinary increase in so short a time gives cause for very serious concern, especially when it is considered that the demand in the United States has advanced enormously, so that no large stocks were available for foreign export.

Consequently, we have to reckon with certainty that the import of American iron and steel will continue to increase; to prevent it will require strenuous exertions

on the part of German works. Above all, we must have lower freight rates. Without these it will be impossible for the Rhenish Prussian iron manufacturers to compete in future with American goods, which gain great advantage from the astoundingly low rates of railroad freights.

SIMON W. HANAUER,

FRANKFORT, September 9, 1899.

Vice-Consul-General.

COMMERCE OF ITALY.

German papers are publishing extracts from a report recently made by Italy's Minister of Finance, covering Italy's exports and imports.

Imports, in the first half of 1899, fell off from 741,000,000 lire ($143,013,000) to 718,000,000 lire ($138,574,000), a drop of 23,000,ooo lire ($4,439,000). This, however, indicates healthy conditions. During this period, Italy imported 111,000,000 lire ($21,423,000) less grain than during the same period of 1898. Her last harvest was good; the one previous poor.

The lists of imports and exports, when examined, tell a tale of prosperity long unprecedented in Italian history. The importation of raw materials for manufacturing purposes-coal, wood, tobacco leaves, cocoons, raw silk, wool, iron, and steel-increased 71,000,000 lire ($13,703,000). The raw-material exports went up 10,000,000 lire ($1,930,000); manufactured articles, 15,000,000 lire ($2,895,000). Strange to say, at a time when the whole world is working to enlarge and improve its shipbuilding plants, Italy's fell off 7,500,000 lire ($1,447,500). The total exports in the first six months of 1899 were 624,000,000 lire ($120,432,000), against 573,000,000 lire ($110,589,000) for the first six months of 1898, or a gain of 51,000,000 lire ($9,843,000).

Efforts are being made to increase Italian shipments to Germany. An Italian chamber of commerce for Berlin is talked of, to do the same kind of work as those in Paris, Buenos Ayres, etc.; also the question of attaching a commercial expert to the Italian embassy in Berlin. A cooperative company in Milan has planned establishments to sell Italian wines, fruits, etc., in railroad stations all over this Empire. Germany is one of Italy's best customers. She buys tropical fruits and plants, wines, grapes, fruits, cauliflowers, potatoes, poultry, eggs,

Germany's exports to Italy are handicapped by high duties. The commercial treaty of 1891, writers here say, did little to lighten the burdens on Germany's exports, while the new commercial treaty with France allowed a 36 per cent increase in French exports to Italy. J. C. MONAGHAN,

CHEMNITZ, September 16, 1899.

Consul.

IRON PRODUCTION IN EUROPE AND

AMERICA.

The production of raw iron in Germany, England, and the United States is interesting the industrial centers of this Empire. The most important industry of Germany, after coal mining, is iron working. While for certain purposes iron comes in from Scandinavia, England, and other foreign parts, most of that used in this Empire is dug from its own mines.

These figures furnish an interesting array of facts. They tell a tale of prosperity and progress in Germany and the United States. unprecedented in the history of industrial effort. England, which formerly led both the other countries, is now far behind the United States, and is having all she can do to hold her own against Germany.

"It is well known," says a German writer, "that American methods are so highly developed as to put the iron people there in a position to compete with England and Germany, not only in international markets, but in London, Liverpool, Glasgow, Belfast, Hamburg, and Berlin." J. C. MONAGHAN,

CHEMNITZ, September 15, 1899.

Consul.

PROPOSED BRIDGE ACROSS THE RANCE,

FRANCE.*

Although the building of a bridge across the River Rance, connecting the towns of St. Malo, St. Servan, and Dinard, in the Department of Ille-et-Vilaine, has been discussed for almost sixty years, a definite decision has not yet been reached. This may be attributed to two specific causes or conditions. The first is that, on account of

the width of the river, the project is a colossal one; and the second

*This report was made in response to inquiries by a resident of New Jersey, to whom Advance Sheets have been sent.

is that the construction at present depends upon the formation of a joint-stock company with sufficient capital to execute the work. In other words, the bridge would be built neither by the municipalities. of St. Malo, St. Servan, or Dinard, nor by the French Government; though it is possible that both the Government and the Department in which the above-mentioned towns are situated would contribute toward its completion, if once actually begun.

The first plans for a bridge across the Rance were designed by a French engineer named Bartel, who died about twenty years ago. This design was for a single span of 500 meters (1,640 feet); estimated cost, 12,000,000 francs ($2,316,000). Since then, the French Government has studied the question of building the bridge at its own expense. Plans were drawn up for a structure with several spans to be used by pedestrians and a railroad, to cost 10,000,000 francs ($1,930,000), but nothing ever came of the project. In 1894, Mr. Bersihand and Mr. Arnodin, well-known French bridge constructors, having been granted a concession by the French Government and the legislature (conseil général) of the Department of Ille-et-Vilaine, formed a company to build a bridge across the Rance at Bizeux, some 3 miles up the river from St. Malo, upon plans furnished by the latter. This bridge was to be for the use of pedestrians, carriages, and a tramway, and was to cost 5,000,000 francs ($965,000).

Mr. Bersihand having died recently, the company fell through, and there is a lawsuit pending between his heirs and Mr. Arnodin to determine the individual ownership of the rights of the concession.

As the plans of Arnodin were the results of an elaborate and careful study of the whole situation and were accepted by the Government and the authorities of the Department of Ille-et-Vilaine, and very possibly will be used by any company which may be formed. in the future, some information concerning them will be of interest.

Mr. Arnodin's project was to construct a rigid metallic suspension bridge with movable and interchangeable parts across the Rance, from the rocky promontory of La Vicomte to the opposite shore. The bridge was to be 1,081.5 meters (3,548 feet) in lengththat is, twice as long as the Brooklyn Bridge-have four granite pillars and five spans. The two central pillars would be built on the rocky island of Bizeux, in midstream, and the other two on solid rock, uncovered at low tide, at either side of the river. The length of the span between the two central pillars would be 137.5 meters (434.5 feet); from each of these pillars to either shore, 375 meters (1,063.7 feet); and the shore span on the St. Servan side would be 100 meters (328.08 feet) and on the Vicomte side 94 meters (308.4 feet).