but its excessively low pedals make it an impracticable mount for rough roads. Some German wheels have the advantage of higher pedals. What is needed for China is embodied in the following specification, and the manufacturer who is bold enough to turn out a strong and plain bicycle along these lines will sell it by the thousand:

1. Chainless, dustproof gearing. If chain be preferable, protect against dust. 2. Pedals clearing the ground by at least 6 inches.

3. Cushion frame, with compensating device to equalize pedal reach.

4. Solid or other nonpuncturable tires.

5. Extra-thick spokes, with strong threads.

Let such a bicycle have the following accessories included in the price: Necessary tools for all nuts and screws, bell, frame luggage carrier, bar bundle carrier, and brake of simple construction.

Steel rims are liable to rust, and wood rims may warp from excessive moisture. Either kind will answer, though copper escapes danger.

Avoid unnecessary fancy work and nickel plating, to reduce cost. Luggage carriers are essential to the traveler in China, for he must carry his blanket and a few extra articles of clothing.

A bicycle designed especially for the use of the Chinese, with cheapness as a leading feature and the above suggestions followed, would have a good and growing market for years to come.

NIUCHWANG, February 17, 1903.

HENRY B. MILLER,

Consul.

AMERICAN FLOUR IN SIBERIA.

As

The fear of competition from native sources with our flour trade in Siberia has frequently been expressed. The price of flour, American and Manchurian, is advancing in Vladivostock. American flour, in my brief experience, has always been able to hold its own. much again could have been sold, if certain American flour companies had been straightforward in their dealings with Siberian merchants. In one case, coming under my immediate notice, several hundred sacks of corn meal were substituted for a choice brand of flour. But for instances of similar character, our flour could have found a far more extensive market in Siberia.

Notwithstanding the cheapness of Manchurian wheat at Harbin— 10 to 12 cents gold per pood (36.112 pounds)—and the establishment of several mills of considerable size, Manchurian flour has not yet driven out American flour from Vladivostock, despite the greater cost and added duty, nor is there any visible diminution in the demand for our staple.

Two days ago, the steamship Lyra, of the new Seattle-Vladivostock Line, brought 84,000 poods (3,033,408 pounds) of American flour from Portland, and several smaller orders have been placed within the month.

VLADIVOSTOCK, February 15, 1903.

R. T. GREENER,
Commercial Agent.

RUSSIA'S COMMERCIAL RELATIONS WITH

MANCHURIA.

Along with the measures taken for the development of Russian industry there must be noted the efforts to extend the market for Russian products abroad. By conventions with foreign countries, Russia has secured entire territories free from foreign or hostile influences. The whole northern part of Asia Minor, according to the treaty between Russia and Turkey, is now placed under such conditions that Russian capitalists have the area open to them, to the exclusion of foreign enterprise. A situation analogous is found in Persia, where the entire northern portion is acknowledged to be under the exclusive economic influence of Russia. The Russian policy in Manchuria may be said to be due to the necessity of finding new markets for her industries. The marked difference between the Russian and the foreign capitalist is that the latter generally makes his venture at his own risk, without waiting for aid from his Government, while the Russian waits for the Government to smooth the way for individual enterprise. The great difficulty in carrying out Russia's ambition in the Manchurian market lies, strangely enough, in the transportation of her own merchandise. Despite her great railroad, she has no real advantage over the foreigner; under the present conditions of the road, no bulky cargo can pay for its transportation, and even under proper conditions the major part of the freight will go by sea. For instance, glassware, tobacco, and other lines of merchandise cost I ruble (51.5 cents) freight per pood (36.112 pounds) by sea from Odessa, but over 2 rubles ($1.03) via the Chinese Eastern Railroad. As a matter of fact, foreign goods have been in Manchuria for three years, at least, and are so favorably known that efforts are already being made to counterfeit the more prominent articles. Russian settlements are springing up in northern and northeastern Manchuria, but the wants of these people are not extended. It is therefore problematical whether the Manchurian market will become a large consumer of Russian goods. It will depend more on the lack of enterprise on the part of foreign merchants than on the superiority of Russian wares or Russian methods.

VLADIVOSTOCK, February 20, 1903.

R. T. GREENER,

Commercial Agent.

MOSCOW-DALNY THROUGH SERVICE.

I have to report that the Siberian Railway began direct throughtrain service on February 18 from Moscow to Dalny. The train is scheduled to reach Dalny in thirteen and one-half days. At Dalny, two steamers of modern construction, with all the latest improvements for the comfort of travelers, will meet this train and sail immediately, one direct to Nagasaki, Japan, and the other to Shanghai, the time being thirty-six and forty-eight hours, respectively, thus making the time from Moscow to Japan fifteen days and to Shanghai fifteen and one-half days. For the present, these trains are to run once a week, but the service will soon be increased to twice a week.

In addition to these steamers, the Chinese Eastern Railway will also run a line from Dalny to Chemulpo, Korea, and Shanghai and return. Another line will run from Dalny to Nagasaki and Vladivostock and return. Other steamship lines are in contemplation.

The Pacific terminus of the Siberian Railway through Manchuria-known as the Chinese Eastern Railway-is just now being turned over from the construction department to the operating de partment, and these steamer lines are being operated by the Chinese Eastern Railway. The railway and steamship lines are practically operated by the Russian Government, and their entrance into the carrying trade of the Chinese coast, together with the extensive expenditures of the Government in Vladivostock, Port Arthur, and Dalny, indicate the purpose of Russia to take an active part in the commercial and industrial life of the Orient.

HENRY B. MILLER,

NIUCHWANG, February 19, 1903.

Consul.

THE CHEMICAL INDUSTRY IN RUSSIA.

The following review of the chemical industry in Russia is translated from a recent number of the St. Petersburg Messenger of Trade and Industry:

The characteristic feature of last year was the almost total suspension of the import of chemical products and the very perceptible decrease in their prices, due to the growth of competition and improvements in manufacture. The demand for mineral acids, salts, and alkali has been largely supplied by home manufacturers, the import being confined to small ports and frontier towns. In addition to the works at Warsaw and Moscow, a new plant, with modern improvements, was completed at St. Petersburg, which caused, during the last year, a reduction of 30 per cent in the price of sulphuric acid and its by-products.

There has been a marked increase in the amount of sulphur and sulphuric pyrite produced and a decrease in their import, viz:

The price of sulphur and sulphuric pyrite is gradually increasing, while that of azotic and muriatic acid has dropped from 75 and 80 kopecks (38.6 and 41.1 cents) to 65 and 70 kopecks (33.5 and 36 cents) per pood (36.112 pounds). The price of chloride of lime decreased from 2.25 rubles ($1.16) in 1901 to 1.40 rubles (72.1 cents) at St. Petersburg, 1.30 rubles (67 cents) at Moscow, 1.45 rubles (74.6 cents) at Riga, and 1.60 rubles (82.4 cents) at Odessa. This decrease was due to the erection of a new factory in 1902, which used the eloctrolytic method. A comparison of the figures for the import of chloride of lime in 1902 and 1901--80,260,000 poods (1,305,040.5 tons) and 95,000 poods (1,544.7 tons), respectively-show that the prices of this product in foreign markets were less than those in Russia, and notwithstanding the duty-1.15%1⁄2 rubles (59.5 cents) per pood-it was imported in large quantities, which import aided in decreasing the prices of the home product. The trade in chemical products for manufacturing purposes shows a considerable increase of indigo and oxalic acid. The supply of the latter almost doubled during the last two years and now amounts to from 3,000 to 3,500 poods (48.7 to 56.4 tons) per month.

Competition and cheap varieties of foreign tannin have reduced the price of this product from 35 and 36 rubles ($1.80 and $1.85) to 30 and 31 rubles ($1.55 and $1.59) per pood.

A plant has been recently erected at Kineshma, in the Kostroma government, for manufacturing benzol and aniline from petroleum.

ST. PETERSBURG, March 6, 1903.

W. R. HOLLOWAY,

Consul-General.

TRADE NOTES FROM ALBANIA AND MONTE

NEGRO.

The official organ of the Royal Hungarian Commercial Museum in this city calls attention to the Albanian and Montenegrin markets. for foreign goods.

Hungary, Austria, and Italy are rivals in Albania, but the last named has various advantages-first, by obtaining from Turkey the right to set up Italian post-offices in the chief Albanian cities; second, by establishing import and export offices in Italy for Albanian imports and exports; and, third, by opening a bank in Venice for Albanian

financial intercourse.

The Commercial and Transportation Company, of Sarajevo, Bosnia, has appointed an agent in Albania. The principality of Montenegro, which is in close touch, commercially, with North Albania, has never had a representative from the United States. Its import of grain, articles of personal use, and ammunition of all sorts amounts to more than $100,000 in value. It uses Austro-Hungarian money and is therefore commercially united with Hungary, Austria, and Bosnia.

Both Albania and Montenegro offer a good market for American firearms.

Emigration to the United States has already begun from Bosnia, Montenegro, and western European Turkey.

FRANK DYER CHESTER,

BUDAPEST, March 11, 1903.

Consul.

TRANSPORTATION PROBLEMS AND PROGRESS IN GERMANY.

Notwithstanding the more or less general apathy and dullness which have characterized most branches of industry and trade in Germany during the past two years, it is remarked that this depression does not extend to enterprises which have for their purpose improvements in the transportation of passengers or freight. Not only in Berlin, but apparently throughout the Empire, the substitution of electric tramways for horse cars, the extension of trolley lines between neighboring towns and cities, and the improvement of service on lines already in operation goes on with unabated steadiness and vigor. Some of this progress is due to the fulfillment of plans and contracts which were made during the prosperous years preceding the summer of 1901. On the other hand, much of it is purely contemporary, the outgrowth of a progressive, ambitious spirit, which, once kindled, survives the ordinary fluctuations of business. prosperity.

Especially is this true of Berlin, where the whole system of intramural and suburban transit has been revolutionized within the past five years. The last horse car has disappeared from the streets, replaced and superseded by spacious and comfortable electric tram cars which traverse every part of the city and lead to a constantly widening circle of populous suburban cities and towns, where, by reason of cheaper rents and more wholesome conditions, a large percentage of the better class of Berlin working people and commercial employees now live. Particularly in this suburban service is there. a constant improvement in the capacity and speed of the cars, and