distinctly due to the low rate of freight it was able to get from the Austrian steamer. But, as Mr. Clarke says, "we were, of course, unable to accept the consignment because had we done so we should have lost approximately a sum of £1,500, being the amount of commission or rebate that would have been payable under the rebate circular of the British ring, had its terms been adhered to." Therefore, the goods were shipped by the firm to a German agent at Durban and put upon the market

The present position is that the British shipper to South Africa has to pay a much larger freight from his own ports by British lines than the German manufacturer or shipper has to pay at German ports by the same lines.

The result is very easy to illustrate. A firm of Portland-cement makers puts it in a few words: "In our particular trade, we have experienced to the full the effect of the South African shipping ring, as, owing to the low freights ruling from German and Belgian ports, we can not at the present time compete in the South African markets except at an actual loss." This is a sensational statement, but it is merely true. The same state of affairs was shown in South Africa some time ago. Then the members of the ring, while they were charging high rates to the British exporters, were actually loading steamers in America for South African ports and running them a longer distance at lower rates. The effect was put in a few words by a South African public man:

*

*

*

If we

"Supposing England produces an article as cheaply as America, we are bound to go to America for it because of the difference in the freight. buy goods at the same price in America as we do in England and land them to to 15 per cent cheaper, can we go to England for them?"

At that time, clocks were carried from America at 22s. 6d. and from England at 45s., and other illustrations could be given. Since then, American rates have been raised, but the traders had got a strong hold in the market and are still enabled to carry on a big trade, mainly by the help of preferential freights. By these means more than by any other, the foreigners have been getting our trade in South Africa in furniture, carriages and wagons, girders, nails, wire, glass, zinc, twine, and many other commodities.

TRADE NOTES FROM THE MIDLANDS.

The following extracts are from a report to the Treasury Department* by Consul Marshal Halstead, of Birmingham, dated September 9, 1899. Mr. Halstead summarizes a trade report in a local journal as follows:

There are still signs of summer-holiday slackness in several branches of trade in this city and general Midland district; but the volume of business continues to improve, and there is a confident feeling in regard to autumn prospects. Manufacturers, both in the textile and metal-working branches, are well, if not fully, employed; and in many cases are still in arrear with their engagements. In the cotton trade, there is room for improvement, business having been checked to some extent by the rise in prices consequent upon the advance in raw staple; but orders are coming in again rather more freely, and there has been such a great depletion of stocks lately that buying on a large scale can not be much longer deferred. In the woolen and worsted trades, business is strong and active, in sympathy with a further advance this week in the price of wool. Manufacturers are well engaged,

*The full text has been transmitted to the Treasury Department.

both for home and export trade, and in most cases are able to make a favorable report of the outlook. There is rather more doing in the foreign produce market, with an upward tendency in provisions. The metal market is strong, more especially as regards tin and spelter.

LOCAL INDUSTRIES.

The apprehension excited by the crisis in connection with the Transvaal affairs is exercising a depressing effect in several departments of trade and finance. The holidays and the hot weather have caused some restriction of production in several of the metal-working branches, and there has been a lull in export orders for goods of this class. owing chiefly to the recent great advance in prices. The volume of work under execution, however, is still considerable, and the inquiries arriving from various quarters leave no room to doubt the revival of demand as soon as the temporary disturbing causes have passed away. The revival of the American demand is slow, but progressive, both for metallurgical and textile goods. India and Burma have been excellent customers of late for galvanized iron, railway material, tools, implements, and machinery; but the high price of copper has evidently checked Indian demand for that metal, and exports, both of copper sheets and yellow-metal sheathing, compare very badly of late with those of twelve months ago. On the other hand, the demand for brass goods in the colonies, South America, and the Mediterranean continues very satisfactory. Although Germany is not taking so much pig iron as usual at this season, the German orders for hardware and machinery are rather above the average, and Belgium is also a good and growing customer for the same class of products. Brazilian orders continue to disappoint expectation, owing probably to the disturbed political condition of the country; but a marked improvement of trade is reported both with Chile and the Argentine Republic. In Cuba, merchants appear to be rapidly recovering the ground they lost during the American war, and there are some large special orders under execution for other West Indian islands, to repair the damage caused by recent hurricanes.

WOLVERHAMPTON AND DISTRICT.

A very steady business is being carried on by the hardware manufacturers in the neighborhood of Wolverhampton, and the general condition of the trade can be reported to be of a satisfactory character. Producers of general ironmongery articles for building purposes are fully occupied, and makers of naval ironmongery goods are in receipt of orders which keep them well employed. The output by the cast-iron hollow-ware manufacturers is of a regular character, and the electrical engine factories continue to be working overtime in order to clear off the numerous contracts on hand. The iron-plate department is fairly busy, and there is a considerable amount of work under execution by the stamped hollow-tin ware makers for shipment to the colonies. Makers of edge tools and horseshoes are in receipt of work sufficient to carry them on for some time, and the heavy trades are all displaying considerable activity. Galvanized-iron manufacturers have plenty of orders on their books, and the producers of enameled advertisement plates have so much work that double shifts have to be kept going. A fair trade is recorded in steel toys.

THE IRON AND STEEL TRADES.

There has been a further recovery in the iron and steel markets this week, and pig-iron prices in the north are again advancing. In the Midlands, business is again fairly active. Manufacturers are heavily behind with their deliveries. Apprehensions are expressed in some quarters that prices have now advanced to such a point as to discourage many schemes dependent upon large and cheap supplies

of iron and steel. There is a rather stronger tone in Midland pig, but the backward movement noted a fortnight ago has not yet been fully recovered, sellers being no longer in the independent position they held a month or two since. The output of finished material is still contracted by reason of the oppressive temperature. There is an active demand for black and galvanized sheets. Standard quotations are as follows:

In the north of England, there has been a further stiffening of prices this week. Cleveland has advanced 2s. 2d. (52.7 cents) and west-coast hematite 2s. 71⁄2d. (53.9 cents). To-day's quotations are somewhat easier, at 67s. 3d. ($16.36) for No. 3 Cleveland and 64s. 6d. ($15.69) for gray forge, the market generally being somewhat disorganized. The advances lately declared in manufactured iron and steel are well supported, more especially as regards bar. In South Wales, the steel and iron works generally are well employed and prices are strong. Light rails are up to £7 10s. ($36.50), but tin plates are easier at 15s. 3d. ($3.71) for Bessemer steel coke and 15s. 6d. ($3.77) for Siemens coke finish. There is a firm market at Glasgow, closing at 68s. 1d. ($16.56) for Scotch.

SHEFFIELD TRADES.

Information obtained at the large iron and steel works is to the effect that every department is in full swing and likely to be for many months to come. Most of the machinery in the armor-producing shops is running continuously to meet the pressure for deliveries at the shipyards. The works engaged on shaftings and other heavy forgings are very fully occupied, and the Government is making inquiries with a view to placing contracts for the shafting and other heavy work required for battle ships in course of construction. The prosperous state of trade

in the United States has had the effect of easing the competition with which some makers of lathe, slotting machines, and similar heavy tools had to contend; but prices are still low. Platers for the trade are having a quiet season, the increasing sales of sterling-silver goods and the decline in the demand for plated ware of best qualities having adversely affected them. The local stag-horn merchants have come to terms and agreed to drop the ruinous competition which has prevailed among them. A revised price list has been agreed upon and issued to the trade. There is a very fair demand for medium and common ivory, and the dealers in celluloid, tortoise shell, and other imitations are doing a good business.

WEST OF SCOTLAND IRON, STEEL, AND COAL TRADEs.

It is reported in iron-trade circles in the west of Scotland that in the course of the last week there has been quite a revival of demand for pig iron, and makers are finding some difficulty in meeting requirements. When the collapse in the iron warrants took place, over a month ago, buyers held off from a firm belief that makers would follow the market and reduce the prices. They did so to a moderate extent, but consumers had really no stocks in hand, and they have been obliged to again come forward and meet their wants. Makers, however, are not advancing prices; but if the demand should develop, a rise will inevitably follow. Steel makers are still fully employed. Locomotive engineers are as busy as ever, but they have not booked any new work of late. Pipe founders are well employed, and bridge builders have well-filled order books. The difficulty in nearly all departments is to guarantee anything like reasonable delivery, and that bars the way to placing a good deal of fresh work.

*

NEW RUSSIAN DREDGE.

Some time ago, the Department was informed by our consul at Liege of the fact of the construction by the Cockerill Company, which has its main works at Seraing, near that city, of certain machinery destined for a dredge for the River Volga, ordered by the Russian Government.

The hull of the vessel was constructed at the company's works at Hoboken, near Antwerp, at which place it was fitted out completely, made its trial trips, and some weeks ago left there for the scene of its future activity.

Shortly before the time of departure, in response to an invitation tendered to me by one of the associates of Mr. Bates, the designer, the pleasure of viewing the vessel in detail was afforded, and its wonderful power and adaptability to the purpose for which it was designed created such an impression that it seemed to me a description of the same might prove of interest to our engineers and mechanics in general.

The machine referred to is constructed really in two parts, as her beam is limited by the width of the canal system "Marie," through which she must pass from the Baltic to reach the Volga. The

*See CONSULAR REPORTS No. 224 (May, 1899), p. 79.

double dredge can be operated as a whole, making a bottom cut 62 feet wide, or each half can be operated separately. Each half measures 216 feet by 311⁄2 feet wide and 9 feet deep. At light draft, the hull draws 4 feet; the working draft is 8 inches greater.

The dredge is electrically self-propelling and controllable, the electric installation of each half consisting of a 600-kilowatt generator directly connected to a fore-and-aft triple-expansion engine.

The generator supplies two stern motors and two bow motors, each of 125 horsepower, driving 4-foot screw propellers. The generators also supply power to the two 30-horsepower motors mounted in the distributing pontoon and arranged to control the position of the pontoon line as required by operations. Lighting is done from a separate installation. Control of all motors is centralized in the

pilot house.

Quarters are provided for the crew and Government engineers on each hull.

The pipe pontoons are elliptical air jackets, reversible and not easily affected by wind, waves, or currents. Metal joints are used, as these do not obstruct the discharge stream so much as rubber connections.

Each pair of compound cutter engines works four cutters. Each main-pump engine can develop 1,500 indicated horsepower.

The tender is a stern-wheel steamer with a speed of 10 knots an hour. The whole is manifestly much smaller than those used on the Mississippi, more effective, and can take care of more bars or miles of river than any plant heretofore devised.

HULL.

Each of the two similar hulls is built entirely of steel, with a 3-inch pine deck and a light, frame deck house. Near the bow are recesses for the suction ladders and their bearings, and farther back the hull is cut away on each side to provide space for a screw propeller. There are twin screws and rudders. The interior of the hull is divided by transverse bulkheads into water-tight compartments. Throughout the central part of the boat for three-fourths of its length there is a double bottom, which is in turn divided by longitudinal keelsons and water-tight floors into compartments, each of which is provided with an ejector for removing water.

PUMP AND MAIN ENGINE.

The heart of such a plant is the main centrifugal pump, and much depends upon its proportions and power. The runner is of cast steel and the shaft is a steel forging. The casing is in iron, cast in five sections, each of which may be replaced according to relative.