time, the importation of English locomotives has never greatly exceeded that of American, and now more than 500 locomotives of American manufacture are in daily use in Japan, where the entire number of all kinds is not far above 1,200. Considering the great advantage which England had at the start, this is a very good showing indeed, and it is especially creditable in view of the prejudices our manufacturers have had to overcome.

Of the private lines, the Kiushu and the Sanyo railways are next in importance to the Nippon, and these were the first after the Hokkaido to order locomotives from America. A representative of the Sanyo Railway stated that the principal reasons for preferring American engines are the lower price and shorter time required for filling orders. He added that, at first, the engineers being accustomed to the English locomotives, and not understanding the management of the American engine, found that the latter consumed more coal; but since the drivers have become accustomed to the use and treatment of the American locomotive, they find no material difference in this respect. The tire of the American locomotive has proved more durable, and they recognize advantages in the sightfeeding lubricator, the air valves for the cylinders, and the more comfortable driver's cabin. On the other hand, the boilers are more apt to leak than in the English engine.

On Kiushu Island, about 50 German locomotives were supplied at first, but the use of the German engine in Japan practically stopped there, as very few have been brought from that country. since, and the small volume of business they still hold in this line is said to be due to the employment of German engineers at the Government iron foundry at Wakamatsu.

From 1897 to 1901, the Government railways of Japan permitted tenders for building their locomotives only from British makers, because they were persuaded of the superior qualities of the English engines; but the Schenectady Works of the American Locomotive Company, having sold some engines to private railways in this country, were enabled to demonstrate to the Government the merit of their product, and in 1901 they were added to the list of approved makers.

Although in competition with five British firms, the American. Company was able to meet all the stern requirements of the Government specifications and break down the British monopoly of four years by taking an order that same year for 30 locomotives. According to Japanese law, no tenders will be received for locomotives on the imperial railways, which include nearly one-fourth of all the railways in the Empire, except from makers on the approved list, but the party making the lowest offer received must be awarded

the contract.

Since 1898, more than 155 locomotive engines from the Schenectady Works have been sold in Japan; the Baldwin Locomotive Works have sent 255 engines in the past ten years; and the Brooks, Pittsburg, and Cooke Works have also a number of engines running on Japanese railroads and doing such satisfactory work that the company has this year been added to the approved lists of several roads, heretofore confined exclusively to tenders from British. makers. This gives American manufacturers an opportunity to compete with British locomotive builders; but just at present the unusual demand for steel and its high price in the United States is a serious handicap.

On October 16, 1902, tenders were opened for five lots of six locomotives each, with spare parts, for the Imperial Government railways. It was a kind of international competition, English, German, and American firms being among the bidders. The lowest bid-$306,574.90—was put in by Okura & Co., a Japanese firm which represented Dubs & Co., of Glasgow, and the Rogers Works, of America. The bid of Okura & Co. having been accepted, the Government had the opportunity of choosing between the two manufacturing firms named above, and the contract was awarded to the Glasgow works.

Many of the sales made by American firms during the last four years are due to the energetic work of Mr. Willard C. Tyler, who was sent here by the American Locomotive Company. This confirms what has before been emphasized in my reports, viz, that if America is to compete successfully with Europe in the effort to secure this market, it is necessary that authorized representatives of manufacturing firms should come into actual, personal contact with these people, learn their needs, and show them the superior quality or cheaper prices of American goods. E. C. BELLOWS,

YOKOHAMA, October 23, 1902.

Consul-General.

THE OSAKA EXHIBITION.*

Consul S. S. Lyon transmits from Kobé, November 13, 1902, clipping from a local paper, which reads in part:

This exhibition will be by far the largest in scope and plan of any ever undertaken by the Government, and under the roofs of the fine buildings which are being erected will be amassed the most extensive collection of manufactures and products of the Empire ever yet seen. A special feature is the admission of foreign exhibits, it being the desire of the Government to do everything possible in order to strengthen the commercial interests and relationship of Japan with other countries.

* See ADVANCE SHEETS No. 1283; CONSULAR REPORTS No. 260.

Two separate areas are to be occupied by the exhibition-one at Tennoji, Osaka, and the other at Sakai; that at the latter place being devoted to the aquarium only. The premises at Osaka occupy 630,000 square feet, while the aquarium is to cover a space of 60,000 square feet. Many more firms than were originally allowed for will exhibit, and all the goods sent will be selected ones only, so that the exhibition will furnish a unique opportunity for those desiring to inspect samples of first-class Japanese manufactures and products. Many of the firms whose spaces have had to be reduced in consequence of the lack of room in the main hall have decided to erect their own buildings, which will form an annex and will be totally different from anything undertaken at similar exhibitions in this country.

Bazaars, stalls, and kiosks are to be erected by the several prefectures for the sale of goods produced therein. Foreigners who visit the exhibition will therefore be enabled to make purchases from all parts of Japan and choose innumerable souvenirs which might otherwise necessitate long and expensive railway journeys. The Formosan government will occupy a separate building, in which will be exhibited the products of that island. There will also be a special hall-of Formosan architecture-in which will be given musical entertainments entirely under the direction and management of Formosans.

In the fine-art hall will be found works designed and executed by the leading Japanese artists of the day, which will include paintings, brass work, sculpture, pottery, etc.

Japanese restaurants and tea houses will be placed in various convenient positions. There will be an athletic and recreation ground where Japanese sports in old and present style will be performed daily, with many other entertainments. Dances and music as performed in various centers throughout Japan will be provided; visitors will, if they wish, be enabled to enjoy the novelty which has proved so popular in England and America—“shooting the chute"—a water chute being in course of construction; a big tower is being erected from which visitors will be enabled to obtain a fine view of the city of Osaka; and military and other bands will perform daily and nightly. The exhibition itself will be closed during the evenings, but the grounds are to be brilliantly illuminated by means of electricity, and here most of the entertainments will take place. Various special facilities for seeing the neighborhood are to be offered to holders of exhibition tickets.

Foreign visitors will be well looked after in every way. A hundred and fifty students from the Foreign Language School are to act as guides.

The expense of the exhibition, apart from the cost which is being defrayed by the forty-seven prefectures for their respective exhibits, is estimated at 1,093,973 yen ($540,200). Three million Japanese visitors and a very large number of foreign visitors are expected.

The exhibition, apart from its general interest, will be an event of great national importance, and it bids fair to be a huge success.

TRANSIT OF GOODS THROUGH VLADIVOSTOCK.

Commercial Agent R. T. Greener sends from Vladivostock, September 20, 1902, translation of an order from the Ministry of Finance concerning the conditions for the transit of merchandise through the port of Vladivostock, as follows:

According to the decision of a special committee on transit of foreign goods through Vladivostock into Manchuria, the Minister of Finance has deemed it necessary to permit

(1) The transportation of foreign goods free of duty through Vladivostock into Manchuria by railroad only.

(2) The following goods are not allowed free transport:

(3) Packages containing both free and dutiable goods are not admitted to free transportation.

TRAVELING ON THE SIBERIAN RAILWAY.

Consul S. S. Lyon sends from Kobé, October 16, 1902, clipping from the Kobé Herald, entitled "London to Shanghai via Siberia," as follows:

Prof. C. M. Lacey Sites, who recently returned to Shanghai from America by the Siberian route, writes:

"Rail connection is now complete to Port Arthur, except for the steamboat trip of five hours across Lake Baikal; and the trains run close to the wharves on both

sides of the lake. From Irkutsk eastward, the old line is followed to a point somewhat east of China. The new line, branching to the south, enters Manchuria territory and brings up at a station called Manchuria. Here, the Russian railway proper ends and the Chinese Eastern Railway begins. The main line of the Chinese Eastern Railway strikes eastward, directly across Manchuria, to reach Vladivostock. At Harbin, however, the South Manchurian line diverges to the south through the rich valley of the Sungari and so to Port Arthur.

"Coming eastward it requires, by the daily train, nine days from Irkutsk to Port Arthur. This period is divided into three fairly equal sections by the division points, Manchuria and Harbin, where change of cars must be made and new tickets bought. There is a “train avec restaurant" which runs at present once a week, making better connection; but as yet it is only scheduled to run between Irkutsk and Manchuria. Between Irkutsk and Moscow, the through trains run only twice a week. It is therefore necessary to plan the connection or to allow for delay. My schedule of time was as follows: Berlin to Moscow, two days; Moscow to Irkutsk, eight days; Irkutsk to Port Arthur, nine days; add for connection, one day; total necessary, twenty days; add, for through trip, London to Berlin, two days, and Port Arthur to Shanghai, three days; total, London to Shanghai, twenty-five days.

"The service is an all-the-year service, and the ice-breaking steamers on Lake Baikal are supposed to keep up constant communication; but of course delays would be more serious in winter travel.

"Between the Irkutsk and Manchuria stations, one can travel 'first class,' although this means here about the same as second class in European Russia. Crossing the desert between Manchuria and Harbin, one finds the worst accommodation of the line. A third-class coach is labeled second class and reserved for first-class passengers. The ‘differential' in the price of tickets does not soften the seats, but it improves the society. The coaches are of medium size and have only one pair of wheels at each end; this fact, with the paucity of springs, aggravates the roughness of the road. The seats, as in all transcontinental trains, run crosswise of the coach, leaving a passage way at one side, running the length of the coach. The two seats facing each other in each compartment, together with the two upper bunks which can be put in place, are amply broad and long for single beds. Of course, the traveler must provide his own bedding.

"From Harbin to Port Arthur there are, although no first-class, genuine secondclass coaches of the omnibus type-that is, the compartments are not closed in, but the partitions extend above the upper bunks; and a party holding four tickets (usually three, or even two will suffice) can secure privacy by tacking up a steamer rug, or something lighter, across the open end. From Harbin south, for a day's journey, the track is the newest and roughest of the whole line, so some jolting must be expected. The entire Chinese Eastern Railway is so recently built-being, in fact, not yet formally open to traffic-that the ordinary traveler must be prepared to 'rough it.'

Long stops and plenty to eat, of fair quality but poor variety, may be predicted of the whole route east of Irkutsk, excepting one or two stretches of desert. However, everybody will find comfort in carrying a basket, with an auxiliary supply. Fruit and butter are almost unknown terms in Siberia and western Manchuria. The basket should contain at least jams and jellies, butter, tinned biscuit, lemons, sugar, tea, coffee, and cocoa, with an ample supply of napkins, for there is no chance to wash linen and much need to wash the enameled plates and cups which must also be carried, not to speak of knives, forks, and spoons. The one characteristic and indispensable requisite of the trip remains to be mentioned-a teakettle. Everybody has need of it, whether he go himself to draw boiling water from the vat which is found at every station or whether he send his servant to do it for him.