HE
MAY 29 1918
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1009
P18
Commerce Stuot y
(ADVANCE SHEETS)
EDUCATIONAL PREPARA-
TION FOR FOREIGN
SERVICE
>
BY GLEN LEVIN SWIGGETT
Specialist in Commercial Education, U. S. Bureau of Education; Chairman
Committee of Fifteen on Educational Preparation for Foreign Service
AN ADDRESS DELIVERED AT THE
FIFTH NATIONAL FOREIGN TRADE CONVENTION
CINCINNATI, OHIO
APRIL 18, 1918
1
NOTICE TO DELEGATES. This paper is sent IN CON-
FIDENCE for the convenience of delegates who wish to
prepare for discussion. It is to be delivered at the group
session on Commercial Education for Foreign Trade, and
no publication, in whole or in part, is permitted prior to
the morning papers of Friday, April 19.
NOTICE TO PRESS. This paper is distributed IN CONFI-
DENCE in advance of delivery. Release for morning
papers of Friday, April 19, or thereafter.
O. K. DAVIS,
Secretary National Foreign Trade Council,
1 Hanover Square,
New York City.
to burn
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EDUCATIONAL PREPARATION FOR FOREIGN SERVICE
By GLEN LEVIN SWIGGETT
Specialist in Commercial Education, U. S. Bureau of Education; Chairman
Committee of Fifteen on Educational Preparation for Foreign Service
Training for foreign service has in view not only foreign
careers in the service of government and business, the diplomatic
and consular service and foreign trade, but should prepare one to
successfully accomplish any special or permanent mission abroad
in the general fields of industrial, intellectual, social and religious.
effort. Students of foreign relations have seen the merely diplo-
matic character of foreign missions increasingly modified by the
participation of nation after nation in the commerce of the world,
and by the more practical interest of all international social and re-
ligious welfare work. This has led in some countries to a partial
modification of the course of study considered essential in prepara-
tion for the diplomatic service and in others to the complete reor-
ganization of the school system or to the establishment of entirely
new study courses in order to meet the novel and changing aspects
of diplomacy or to prepare adequately for the pursuit of foreign com-
merce. England and France, I presume, may be taken as examples
of the former method, and Germany of the latter.
Since August, 1914, we have observed the increasing practice.
of the belligerent and neutral nations to appoint specialists in econ-
omics and finance to supplement foreign chiefs of missions and even
to supplant them momentarily in the accomplishment of some work
of particular importance. Practical men of affairs have assumed in
recent months in the solution of international problems positions of
prominence rather unusual for the Old World. I merely speak of
this in passing as a sign of a somewhat novel condition only hastened
by the war and for which all nations must prepare with the advent
of peace. Training for foreign service is to assume a preponderant
position in national preparedness. International reorganization or
reconstruction demands the commercial diplomat and the diplomatic
man of commerce.
3
FIRST Conference on TrAINING FOR Foreign ServICE.
December 31, 1915, there was held in Washington, a conference
on training for foreign service, the first conference of the kind as
far as I know ever held in the United States. A report of this con-
ference has been prepared and published as Bulletin 1917, No. 37,
of the Bureau of Education.* The conference was convoked by the
Commissioner of Education and was addressed by the Chairman of
the National Foreign Trade Council and the Director of the Con-
sular Service.
Mr. Carr stated that the subjects for examination into the con-
sular service are as follows: International, maritime and com-
mercial law; political and commercial geography; arithmetic; mod-
ern languages (French, German or Spanish and in addition any
others that the candidates desire to submit); natural, industrial, and
commercial resources and commerce of the United States; political
economy; American history, government and institutions; modern
history (since 1850) of Europe, South America and the Far East.
He stated that the applicant's "business experience and ability are
considered upon his own statements and other information before
the board of examiners." The subjects considered by Mr. Farrell
as requisite in training for foreign trade include English, arithmetic.
and commercial law, subjects specified by Mr. Carr; he places
emphasis on commerce rather than history in the study of the United
States and foreign nations, and adds business-office routine, manu-
facturing, and ocean-borne transportation.
With the exception of international and maritime law and
modern history of South America and the Far East, the subjects
demanded in examination for the consular service are offered in
the high schools of our larger cities. The high schools of most
of these cities, particularly the commercial high school, offer the
subjects suggested by Mr. Farrell with the exception of manufac-
turing and ocean transportation. We must, however, keep strictly
in mind that the subjects mentioned by Mr. Farrell and Mr. Carr
are rarely taught in the high school from the standpoint of foreign
relations or foreign trade.
*Copies may be obtained at ten cents per copy from the Superin-
tendent of Documents, Washington.
4
SPECIFIC CHARACTER OF TRAINING.
It is commonly believed that training for foreign trade differs
but little, perhaps only in subject matter, from that for domestic
trade. Mr. Farrell has himself stated in the above mentioned address
that "the problem of training for foreign trade is inseparable, so far
as concerns common school or secondary education, from that of
training for domestic business." I hesitate to differ with such an au-
thority as Mr. Farrell but it seems to me, particularly at this time
when no moment is to be lost in the vigorous prosecution of a pro-
gram of educational preparation for foreign trade, that not only in
the colleges and universities but in the secondary schools as well
there must be kept constantly in mind an essential difference in the
technique of foreign and domestic trade; and this is especially true in
the personal attitude of student and instructor with respect to the
end in view in the study of foreign relations courses on diplomacy
and trade. I shall not emphasize that point further since it may be,
I admit, merely the writer's personal opinion. We all agree, however,
that an adequate course in commercial education is fundamental as
preparation for foreign service. This course should not only include
the usual business training subjects, now to be taught with the view
of foreign service, but all related academic subjects like language,
history, mathematics and science should be presented from an inter-
national point of view. This point of view is an essential factor of
success in foreign distribution of manufactured products. It is not
only essential in production from the manufacturer's standpoint but
to the salesman and to all who are concerned with each successive
step in transportation and in financing trade transactions. The mar-
gin of success in the foreign trade of any nation lies, it seems to me,
in that nation's patience in familiarizing itself with a foreign point
of view, in its tolerance and catholicity. I marvel sometimes at what
the future prosperity of our country through foreign trade will be
when we, as a nation, have learned to make real catholicity, not
apathy, the handmaid of our deservedly valued virtues of inde-
pendence and initiative.
<<
GENERAL STATEMENT CONCERNING COLLEGES AND
UNIVERSITIES
In the report of the Commissioner of Education for 1917, 575
universities, colleges and technical schools are listed. Some of these
schools are not really more advanced than the better secondary
5
schools, although they do afford greater opportunities for the study
of languages and cultural subjects; others are of the junior college
type, while a comparatively small number represent the standard
higher institutions of learning.
There were 11,651 students enrolled in commercial studies in
1915-16 in 70 of these colleges that reported departments, schools,
- or courses in commerce to the Bureau of Education. At the end of
that school year 789 degrees in commerce were conferred. These
figures, however, represent by no means the number of men with
either interest in or training for foreign service. As a matter of
fact, most of the college men recruited for this service may be
found in the department of arts and science and even in some of
the engineering departments. In fact the commercial engineering
course of a few of our advanced technical institutions is now pre-
paring a type of man that is particularly valuable for service in the
foreign field.
An examination of the courses of study for 1917 of these 575
higher institutions reveals the fact that with rare exception our
colleges are not prepared as yet to train for foreign service. The
courses in history, economics, and political science do not subdivide
the subject matter sufficiently nor is it so presented as to equip the
student with the essential body of knowledge or to create in him a
desire to engage in some foreign career. The viewpoint is still local
and provincial, and the results indicate too largely a concern with the
traditional facts of history, the principles of economics, and the
theories of government. This observation is not true, I admit, for
some of our larger State or municipal universities or some five or six
of our privately endowed universities, although there is ample oppor-
tunity here for improvement in the way of developing these three
important university departments of study by such subdivision as
will permit adequate treatment of the foreign relations of the leading
governments of the world and the placing of proper emphasis upon
the distribution in the foreign field of the nation's raw and finished
products.
Our favorable balance of trade, the building of the Panama
Canal, the enlightened propaganda of the National Foreign Trade
Council, the establishment of the National Chamber of Commerce,
with member organizations in several foreign countries, the con-
structive legislation of Congress leading to the enlargement of execu-
tive branches of the government and above all the present war, have
led no doubt, to some effort on the part of the universities to meet
6
1
the demand for trained men and women to engage in foreign service
by the introduction of courses of study largely on foreign trade.
These courses were first given by business men actually engaged in
the conduct of foreign trade. The success of this plan, together with
the lack of business experience of the regular faculty members has
led to the adoption of a permanent policy of cooperation of this na-
ture in many universities for the teaching of their foreign trade
courses. The necessity for this cooperation may be paralleled in the
successful foreign trade instruction of some of the corporation.
schools, business training corporations, correspondence schools, mer-
cantile associations, banking institutes, and of the Y. M. C. A.
I do not for a moment question the wisdom of instruction of this
character. If we judge the results by the character of the business
men engaged in lecturing or in the preparation of private study
courses, or 'even by the student product, we shall readily admit that
the means are justified. I can not but feel, however, that the meas-
ure is one of compromise and should not be looked upon as perma-
nent. There has been unquestionably great gain. But this will be in
time offset by the loss in educational value, to be met only by the
proper assumption by the teaching faculty of the universities of the
subjects of trade and commerce in a manner similar to the subjects
of law, medicine, and engineering. I make no plea for special priv-
ilege of the full-time instructor. I do not believe as a general policy
that even our larger universities will be able to give for some time
adequate foreign service training without this extra-mural co-
operation.
There is being prepared just now a body of men particularly
subject to draft by the universities for part-time teaching service. I
refer to the university men who have recently resigned their positions.
or been given leave of absence to enter upon foreign trade careers.
in the service of government or business firms. These men have
the teaching habit-by no means a negligible virtue. They are able
to present their subject in due relation to the many semi-related sub-
jects into which the general subject of foreign trade subdivides itself;
and possess above all that sense of proportion which insures unity of
purpose and effort. When these virtues are now added to the prac-
tical knowledge and a sympathetic understanding of the subject
gained by actual participation in the conduct of foreign trade, these
men will become the ideal teachers of foreign trade and foreign re-
lations. It is the lack of the latter experience that has lessened some-
what the value of foreign trade instruction in those institutions that
7
have not developed to any great degree the policy of cooperative
teaching through business men. And it is for this reason that I have
urged for some time our smaller institutions to encourage the mod-
ern language departments, particularly in the field of Spanish, to offer
some simple study courses on the commerce of the country or coun-
tries where the spoken language is that taught by the language de-
partment. There has not been, perhaps, great gain and the policy
of offering foreign trade courses in this manner can be only a tem-
porary makeshift. I am, however, prepared to defend the courses on
Latin America now offered by the department of Spanish, especially
in some of our smaller institutions, as these courses are universally
presented by men who have a sympathetic understanding of the peo-
ple and have been led through this to learn enough about foreign
trade policies and technique to make the subject intelligible to the
students and to stimulate them to pursue the subject further or to
undertake it as a career.
THE ROLE OF SPANISH.
There is unquestionably for the moment an asset of real value
in training for foreign trade in the marvelous increase of oppor-
tunity for the study of Spanish in our colleges and universities. In
1910 the study of this language in our high schools and colleges was
negligible, less than one-half per cent of the students enrolled for
its study. By 1915 there was an increase to two per cent. Statistics
are not yet available for the school year of 1917-18. Three hundred
and sixty colleges, however, of the above mentioned list of 575 are
now offering Spanish. If the increased interest for Spanish in the
summer schools of 1917 may be taken as an index to the number
now enrolled in the regular college year, we can safely predicate an
attendance in our larger institutions equal; or nearly equal, to its two
principal rivals, French and German. We have in this language, how-
ever, a nucleus for the development of a foreign relations course
relating to commerce, just as we have in international law for
diplomacy. In passing, I may state that in this list of 575 institutions,
only 168 offer a course on international law; 165 offer commercial or
business law; and only 1 offers a separate or special course on mari-
time law. Specific courses on international or foreign relations are
offered by 38 of these institutions; on foreign trade by 24; on foreign
exchange or banking by 10; and only 4 present the subject of ocean
transportation as a special subject.
Sta
T
8
It is to be regretted that the large number of institutions teaching
Spanish does not indicate a corresponding interest of these univer-
sities for trade and commerce with the Spanish-speaking nations.
The course in Spanish in many of the institutions is still undeveloped
and presented solely from the standpoint of culture. And this is
especially true of the languages of other commercial nations. Not
only are these languages presented with a similar object in view,
but with the exception of French and German-almost universally
offered there is only meagre opportunity for their study in our
colleges. For example, only 13 institutions offer Portuguese; 13
Swedish; 15 Dano-Norwegian; 4 Chinese; 2 Dutch; 2 Japanese; and
10 Russian.
THE TEACHING OF RUSSIAN.
From the list of 575 colleges to which reference has been made,
I have made a select list of 512 institutions wherein one finds one or
more subjects, including Spanish, that serve, or may be made to
serve, as a basis for the establishment of a course of study, the object
of which is to train for commerce, domestic and foreign. Surely in
some of these institutions the necessity of teaching Russian from the
commercial point of view has been seen! And of these, still more
surely some possess the means and courage to introduce it and at
once! And yet in these 10 institutions the courses in Russian are
elective and are, with the possible exception of three, not offered from
`the spoken language viewpoint. Interesting to note, further, that of
the 10 institutions, three are situated, one each, in Iowa, Kansas,
and Nebraska—and one of these, a denominational school, where the
subject is first offered this year to a class of seven students. This
gain, however, is lost if paired with one of the largest and most pro-
gressive institutions in the South, with three courses offered this
session, where I am informed officially that "queerly enough, not
enough students registered for any one of the courses to justify giv-
ing any." And two of the largest institutions in the United States,
situated in great trade centers, report a combined enrollment of four
students in Russian.
How different the story reads for England, and even Scotland!
With the very beginning of this present war signs of preparation for
a more intimate intercourse with Russia may be seen in the propa-
ganda of their chambers of commerce and in the reports of their
County Education Committees. This early zeal with wise direction
has borne fruit, as will testify the following statement taken from the
9
memoranda adopted by the General Committee of the Modern Lan-
guage Association and published in the English review, Modern
Language Teaching, for June 1917: In November to December an
inquiry was sent to (a) English universities; (b) to schools; and (c)
to schools, colleges, and institutes under jurisdiction of education
committees. Of the 12 universities reporting--including those usually
mentioned-9 report the teaching of Russian with an attendance of
239; of the 41 schools of the type of Eton, Rugby, Harrow—10
offer Russian with an enrollment of 172; and of the Education Com-
mittee Schools of 15 cities reporting-including 26 schools in Lon-
don-all offer Russian with an attendance of 1,551-totaling 1,862
for England. Scotland likewise has felt this quickened demand and
is sharing the general interest of the United Kingdom. Certain insti-
tutions like the commercial colleges of Glasgow, Dundee, Aberdeen,
and continuation classes-all under inspection of the Scottish Educa-
tion Department-report 566 students of Russian.
SOME TRADITIONAL DIFFICULTIES.
It is the practice of the American colleges and universities to
require for unconditioned entrance into the Freshman class certain
units in history, science, language and mathematics. The customary
articulation between preparatory school and college together with the
usual grouping of college subjects, with or without the privilege of
election, has failed to give opportunity in the college for the pursuit
of many of the subjects suggested by Mr. Carr and Mr. Farrell save
in the case of a small group of our larger universities that have been
stimulated in recent years to offer on the elective basis one or more
subjects in preparation for the consular service or for foreign trade.
Foreign service training courses have developed, however, within
the departments of history, political science, and economics; and
occasionally, through the travel interest of some member of the
faculty, one or more pertinent courses are taught, particularly in the
smaller institutions, in a department only remotely related, as for
example modern languages, geology, anthropology, etc. Strictly
speaking, all foreign relations courses should be offered, except those
that relate narrowly to diplomacy or diplomatic customs, in the de-
partment of economics or in the school of commerce or business
administration. Lacking until recently any unified and vigorous
nation-wide propaganda for, or Federal or State patronage of, com-
mercial education in the higher institutions, this subject has not yet
10
been systematically organized nor properly coordinated for treatmen
in a separate department or school. Many of the small institutions
maintain a separate school of business with a course of study similar
to that of the better private business schools, but do not attempt to
relate the regular collegiate instruction in economics, etc., to this
course of study. In consequence of this, there is only unrelated theory
and inferior practice. At the other extreme, we have the gradually
evolving school of commerce in the larger universities, with the
unique Harvard Graduate School of Business Administration at
the top.
Some of the ESSENTIAL SUBJECTS.
In view of the fact that the colleges and universities in the
United States are yet far from being standardized as they are in the
commercial nations of Europe, it will likely be some time before all
of the States will have adequate educational facilities in their higher
institutions for the study of foreign trade. There must, however,
be brought to bear in the early future concerted and insistent pressure
upon the executives of these institutions. As a nation we must be
prepared to anticipate export needs by a larger opportunity for the
study of adequate courses on foreign trade. Certain studies must
be offered and all of these must be taught with some understanding
of the problems of business and some sympathy for the higher
aims of international commerce. The basis of election of these
subjects must be made satisfactory to the students and ample oppor-
tunity given for the greatest possible contact of students with the
actual processes of business through some mutually advantageous
plan of co-operation between business and the educational insti-
tution. Among the leading subjects that should receive treat-
ment in the college course are the following: Ample opportunity
to acquire a conversational use of two or more modern commercial
languages; accounting applied to export problems; the history and
geography of commerce with special and separate treatment of the
five main geographical divisions; commercial products; organization
of home factory and office for export trade; export policies; foreign
advertising and salesmanship; foreign commerce and commercial
development and commercial policies; trade relations of the United
States; international banking and foreign exchange; credits; trade
mark and patent laws; foreign investments; foreign transportation
systems; ocean transportation; port and terminal facilities; marine
insurance; international, mercantile, and maritime law; industrial,
11
1
fiscal and customs legislation; comparative government; tropical
hygiene.
Fully conscious of the criticism that may be invited I shall
presume to offer for the purpose of discussion a four-year course of
study in preparation for foreign trade and the consular and diplo-
matic service that can, with but slight modification and adjustment of
the present college course, be offered in the typical American college.
Many of these subjects are now offered in the larger institutions
and even receive more advanced treatment than the course of study
herewith submitted would seem to imply. The real difficulty lies, in
my opinion, in the acceptance by our colleges of the subjects men-
tioned in the first year which are, however, worthy of college treat-
ment and are fundamental and essential in any course of training for
foreign trade. Until our cities have more generally established high
schools of commerce, with natural articulation with the department
of commerce of our higher institutions, it is absolutely necessary
that the latter, in planning for an adequate course of instruction on
foreign trade, substitute, on an elective basis, the customary first
year group of studies with subjects similar to those mentioned in
the following course of study:
A SUGGESTED FOUR-YEAR COLLEGE COURSE IN PREPARA-
TION FOR FOREIGN SERVICE.*
First Year.
First Semester:
Advanced Business Arithmetic and
Rapid Calculation.
Advanced Commercial Correspond-
ence.
History of Commerce (Ethno-
graphic and Historical Back-
ground).
First Modern Language.
Stenography and Typewriting, or
Commercial Chemistry.
Second Semester:
Advanced Business Arithmetic and
Rapid Calculation.
Trade Documents and Office Prac-
tice.
History of Commerce (Ethno-
graphic and Historical Back-
ground).
Principles of Accounting.
Salesmanship and Advertising.
History of Commerce, (Products,
markets and trade movements).
First Modern Language.
Economic, Industrial and Political
History of the United States.
Second Year.
First Modern Language.
Stenography and Typewriting, or
Commercial Chemistry.
Commercial Law.
Public Speaking and Publicity.
History of Commerce, (Products,
markets and trade movements).
First Modern Language.
Economic, Industrial and Political
History of the United States.
12
Third Year.
Economics, (Transportation,
money and banking).
Representative Biographies of
International Leaders and Pub-
licists.
International Law, or Organization
and Management of Factory and
Home Office.
First Modern Language.
Second Modern Language.
Civics, (Social legislation and cit-
izenship laws),
Representative
Biographies of
International Leaders and Pub-
licists.
Maritime Law, or Foreign Trade
Problems.
Second Modern Language.
Third Modern Language.
Current Political History of Eu-
rope and Near East, or Foreign
Trade with Europe and Near
East.
Comparative Government or For-
eign Investments.
American Diplomacy, Treaties and
Foreign Policy, or Industrial and
Customs Legislation.
First Modern Language.
Second Modern Language.
Fourth Year.
Second Modern Language.
Third Modern Language.
Current Political History of Latin-
America and Far East, or For-
eign Trade with Latin-America
and Far East.
Tropical Hygiene.
Diplomatic and Consular Practices,
or Fiscal Legislation and Foreign
Exchange.
*Wherever alternative subjects are given, it is intended that one
should be pursued by the student of foreign trade and the other by the
student of diplomatic or consular service.
COURSES OF STUDY AT SPECIFIC UNIVERSITIES.¹
The Harvard Graduate School of Business Administration offers
a study group in foreign trade that includes the three following one-
half courses: foreign trade methods, European trade, and Latin-Amer-
ican trade problems. Related courses in banking, management, mar-
keting, and transportation will naturally give some treatment to the
foreign aspects of trade. Special supplementary courses are offered in
the departments of economics, history, and government. In the depart-
ment of history, the Eastern question and the Far East are given to
undergraduates as one-half courses in alternate years; four one-half
courses are offered on Latin America, one dealing with the recent
commercial history of these republics. In economics, there is a special
course on international trade and tariff problems. In the departments
of government and international law, there are no special subjects relat-
"The data herewith-given is taken from the college catalogs of 1916-
1917, most of which contain the announcements of new courses for the
present college year of 1917-1918.
13
ing to such geographical divisions as Asia, Australasia, Africa, and
Latin-America. International law offers two courses only for under-
graduates: elements of international law; and American diplomacy.
theories, and foreign policy. The latter subject is usually given in altern-
ate years.
Chicago University has a special school of commerce and adminis-
tration. There are four main divisions of study. The first .or business.
division prepares for all business pursuits, including foreign trade. In
the fourth year the following special subjects are offered: commercial
organization—foreign trade; commerce of South America; commerce of
Europe; commerce of the Orient. The departments of economics, his-
tory, political science, and geography, the latter in particular, offer
supplementary courses. The economic and commercial resources of
foreign countries receive regional treatment in this institution in the
department of geography. Economics offers a course on foreign ex-
change in alternate years. Political science offers two courses in inter-
national law and diplomacy, one on elements of international law and one
on diplomatic history of the United States. In history there are the
following courses: history of Southeastern Europe and the history of
South America.
The University of Illinois has a special course on foreign commerce
in its recently established college of commerce and business administra-
tion. Only the following required courses, given in the third and fourth
years, relate to foreign service: foreign commerce; organization of for-
eign commerce; international law; and American diplomacy. The univer-
sity offers, however, in the department of economics, courses on foreign
commerce and commercial politics, a graduate course on foreign com-
merce of the United States and a summer session course on theory and
policies of international trade, in addition to the usual course or courses.
dealing with economic resources of the principal countries. History offers
undergraduate courses, one each, on Latin America, the Far East, and
the Near East, and special summer session courses on the foreign policy
of Great Britain and the history of France since 1815.
Ohio State University offers a study group on domestic and for-
eign marketing in the third and fourth years of the college of commerce
and journalism. The subjects that relate specifically to foreign trade
are foreign exchange, international commercial policies, exporting and
importing, and the geography and resources of South America. The
department of history offers a course in American diplomacy and the
history of Latin American republics. Political science offers problems in
international politics and international law.
In the recently organized college of commerce of the University of
California, courses covering five years have been outlined as preparation
for the consular service. The current catalogue, with 1917-1918 an-
nouncements, offers in the department of economics, in addition to the
usual courses on economic history, the geography and statistics of
international trade, foreign exchange, economic geography of South
America, commerce of the Orient. Oriental languages offers commerce
and industry of Japan and the economic conditions of China. Political
14
science offers two undergraduate courses in international relations, one
on Spanish America and one on the Far East, and the usual course in
comparative government. History offers the following special under-
graduate courses: history of Latin American institutions; history of
Latin America. International law is offered in the department of
jurisprudence.
New York University offers in the school of commerce, accounts,
and finance: foreign exchange, accounting, export selling, foreign bank-
ing practices, foreign exchange, economic geography of Europe, com-
parative government, consular service of the United States, diplomatic
protection of citizens abroad, international law developed by diplomacy,
commercial law of Spanish America, export traffic and ocean shipping,
European trade and industry and Latin American republics (history,
geography, resources, commerce, banking, and transportation.)
The School of Business of Columbia University offers the following
courses: foreign salesmanship, international banking, and foreign ex-
change, Latin America (the people, government, and resources; indus-
try, transportation and commerce), international trade, ocean trans-
portation, ports and terminal facilities, commerce in South America,
commerce and commercial policy and Latin American commercial law.
The following studies are offered in the international law group: history
of diplomacy; history of American diplomacy; rights, duties, etc., of
consular and diplomatic officers; international cooperation; treaties;
nationality; extradition; and international law. In the history depart-
ment the following special courses are offered: Australia and islands of
the Pacific Ocean, modern Turkey and Egypt (modern Turkish is also
taught at Columbia University), history of Central and South America.
In addition to most of these subjects the Extension Teaching Depart-
ment offers courses on the Eastern question, modern European and
American diplomacy, history of Russia, history of the Balkan States,
history and growth of international relations, political constitution of
Mexico.
The Wharton School of Finance and Commerce of the University of
Pennsylvania offers: business of American commerce; foreign trade
methods; ocean transportation; banking (includes foreign exchange);
monetary and banking problems; geography and industry of Europe, Far
East, and South America; marine insurance; diplomatic and consular
procedure and practices; international law; American diplomacy in Eu-
rope and the Orient; United States and Latin America; comparative
government; and current international politics.
The School of Economics of the University of Pittsburgh offers:
foreign exchange; resources and trade of South America; commercial
history and policy; foreign trade relations; American diplomacy; inter-
national law.
Tulane University offers: foreign trade; international payments;
marine insurance.
The College of Commerce of the University of Cincinnati offers:
foreign trade; banking (includes foreign exchange).
15
SECONDARY AND SPECIAL SCHOOLS.
In 1913 there was, according to the statistics of the Federal
Bureau of Education an enrollment of 330,539 students in the com-
mercial course of public and private high schools and in the com-
mercial or private business colleges of the United States; in 1914
this number had increased to 346,770; in 1915, to 409,597; and, in
1916, to 452,801. If these figures included the students of all schools.
that failed to register, as well as the students of the excellent Y. M.
C. A. commercial course, of corporation schools, and of business
training corporations, I am quite sure that the total would not be
far from one million, less than one-quarter of whom perhaps are
pursuing this course with other than the vocational aim of imme-
diate service as stenographer, typist, clerk, etc. A study of local
trade needs, of foreign trade opportunities, on the part of the secon-
dary schools, with immediate readjustment and reorganization of the
course of study to meet these needs, will help to create the man force
necessary for the organization of the home office or factory of any
industry engaged or about to engage in foreign trade, a factor of
supreme importance. There is everywhere apparent the adoption
of a policy of continuation work as a basis of cooperation between
business and education. It is imperative, therefore, that the commer-
cial course in our high schools be planned with some emphasis upon
foreign trade in order that there be opportunity for the proper pro-
motion of the foreign trade interest of our five hundred or more
cities in excess of 10,000 population. Not that this need actually
exists in all of these cities but in order to be prepared to stimulate
as well as to meet the demand of business for foreign trade, in the
pursuit of which we shall soon enter as a nation with a well-defined,
rational, and consistent economic policy.
The necessity for adequate treatment in the public high schools
of the simple processes of foreign trade becomes apparent with the
realization that the private business college and the Y. M. C. A. have
failed to meet-perhaps in this single case-a real demand in their
respective communities for some special type of instruction. With
the possible exception of one school in New York City, one in Phila-
delphia, and in the affiliated Y. M. C. A. of San Francisco, the many
hundreds of schools of this great teaching institution offered in
1916-1917 no specific course in foreign trade beyond such passing
and occasional treatment as the subject would receive in their classes
in modern languages or on Latin America.
ag
16
This lack is even more apparent with the private business
schools. I have failed to find a single special course on foreign trade
in the course of study of the better schools in Boston, Springfield,
New York, Philadelphia, New Orleans, San Francisco, Cincinnati,
St. Louis, Cleveland, or Detroit.
With the exception of the Boston High School of Commerce,
which offers an elective foreign trade course, two periods per week
in the third and fourth years, no specific course on foreign trade
was offered in 1916-1917 in the high schools of Boston, Springfield,
New York, Brooklyn, Philadelphia, Cleveland, St. Louis, New
Orleans, or San Francisco.
The lack of interest in foreign trade in these three types of
schools, the public high, the Y. M. C. A., and the private business
college, in the larger cities of the United States can well be taken
as a measure of our school interest and of the apathy of our busi-
ness men and commercial organizations for training for foreign
trade.
APPENDIX:
A SURVEY OF THE STATUS OF TRAINING FOR FOREIGN TRADE.
In order to confirm a well-established inference, I requested
the secretaries of the leading trade organizations of the largest
cities in the United States, member organizations of the United
States Chamber of Commerce, to furnish me, if possible, with the
following information: 1, approximate number of mills or factories
that manufacture for foreign markets; 2, nature and destination
of the articles of export; 3, school opportunities for the study of
domestic and foreign commerce¹. A questionnaire was sent to 408
cities. It is very gratifying to state that only 58 failed to furnish.
the information, and of this number only 16 belong to the list of
major cities. I regret to state that it is impossible at this writing
to publish in detail the information furnished, since it was stated
to the secretaries of these organizations that the data with respect
to particular cities would not now be published. The results of
this questionnaire are given by states listed according to the five
main divisions of the U. S. Bureau of Education. Paragraph (a)
¹It is assumed that reference to school opportunity refers to public
schools. The number of cities reporting adequate opportunity for
instruction in foreign trade is doubtless greatly exaggerated owing to
the natural tendency to confuse training for foreign trade with training
for domestic trade.
17
gives the names of the higher institutions in each state not previ-
ously mentioned which offer some opportunity for the study of
foreign trade; paragraph (b) contains the information furnished
by the secretaries of commercial organizations-lack of school
instruction refers only to the cities reporting.
2All colleges are omitted from this list that do not offer, according
to their latest catalog, one or more specific courses relating to foreign
trade.
THE STORY BY STATES.
NORTH ATLANTIC DIVISION.
Percentage of total number public high school students in commer-
cial courses. Increase from 1910-11 to 1915-16: Maine, 16.7 to 25.0; New
Hampshire, 19.7 to 33.8; Vermont, 8.0 to 21.5; Massachusetts, 30.8 to 36.1;
Rhode Island, 25.8 to 34.2; Connecticut, 22.4 to 29.3; New York, 13.0 to
20.8; New Jersey, 23.0 to 30.6; Pennsylvania, 11.2 to 20.8.
Maine:
(a) Bowdoin College offers one one-half course in commerce and
commercial policy in alternate years. The University of Maine offers a
course two hours per week in American commerce-Spanish America
is treated in the first half year.
(b) Four cities out of seven reported 15 export manufacturing
plants; destination,* Asia, Europe, and Latin America; no city reported
adequate instruction in foreign trade in the schools.
*Destination omitted in the remaining reports by states.
New Hampshire:
(a) Amos Tuck School of Administration and Finance of Dart-
mouth College offers courses on foreign commerce of the United
States, commerce of foreign countries, including Latin America, and
foreign exchange. New Hampshire College offers a half-year course,
three hours per week, in geography of commerce.
(b) Four cities reported 17 export manufacturing plants; no city with
adequate school instruction in foreign trade.
Vermont:
(a) Middlebury College offers a course in transportation and trade
with treatment of ocean transportation and international trade.
(b) Four out of five cities reported 11 export manufacturing plants;
no city with adequate foreign trade instruction.
Massachusetts:
(a) Mention has been made, page 13, of the foreign trade in-
struction in Harvard University. Boston University has a course on
commercial development and one on foreign trade, each two hours per
week for one one-half year. Simmons College has a course on economic
conditions in South America.
18
"
(b) Thirteen out of twenty cities reported 339 export manufactur-
ing plants-five unable to state number; only four of the eighteen cities
reporting stated that there was some attention paid in the schools to
training for foreign trade.
Rhode Island:
(a) Brown University offers courses on international trade.
(b) Three out of four cities reported 1202 export manufacturing
plants; two reported no school instruction in foreign trade.
Connecticut:
(a). Wesleyan University offers courses in international trade. Yale
University offers courses on commercial and banking relations of the
United States.
(b) Nine out of thirteen cities report 152 export manufacturing
plants-two unable to furnish number; five cities report adequate in-
struction in foreign trade.
New York:
(a) Mention has been made, page 15, of the foreign trade instruc-
tion in Columbia University and New York University. The College
of the City of New York has courses on foreign trade, foreign exchange,
and South American markets. Attention is also paid to the subject of
foreign trade at Syracuse University.
(b) Twenty-one cities out of thirty-two reported 370 export manufac-
turing plants-two cities unable to give the exact number. New York
City and Brooklyn are among the cities not reporting; twenty-one of the
twenty-three cities reporting stated that there was no educational oppor-
tunity for the study of foreign trade in the schools of these cities-
one stated that there was as much instruction as the demand warranted.
New Jersey:
(b) Nine out of the eleven cities reported 104 export manufacturing
plants-three of this number of cities, including Jersey City and Trenton,
unable to state the number of factories; only one of the cities reported
that there was adequate school opportunity for instruction in foreign
trade.
Pennsylvania:
(a) Mention has been made, page 15, of the foreign trade instruc-
tion in the University of Pennsylvania and the University of Pittsburgh.
Bucknell University and Lafayette College have a brief course on trans-
portation and commerce with some emphasis upon foreign trade and for-
eign exchange. Duquesne University of Pittsburgh has a course on
Latin American commerce. Pennsylvania State College has courses on
foreign exchange, and trade and resources of the United States and
South America.
The commercial engineering course of Carnegie In-
stitute of Technology includes export trade and foreign banking and
transportation. Temple University has courses on foreign exchange,
19
and trade and transportation. Lehigh University offers courses on the
commercial relations of the United States with Latin America and
with the Eastern Hemisphere.
(b) Seventeen cities out of twenty-five reported 568 export manu-
facturing plants-five unable to give number; only three cities reported
school instruction in foreign trade.
NORTH CENTRAL DIVISION.
Percentage of total number of public high school students in com-
mercial courses. Increase from 1910-11 to 1915-16: Ohio, 8.0 to 14.8;
Indiana, 4.6 to 8.4; Illinois, 9.0 to 17.7; Michigan, 13.5 to 13.8; Wisconsin,
12.2 to 18.0; Minnesota, 11.3 to 15.3; Iowa, 5.8 to 9.9; Missouri, 8.8 to
10.4; North Dakota, 8.4 to 10.2; South Dakota, 4.4 to 8.9; Nebraska, 4.1
to 8.9; Kansas, 8.1 to 9.6.
Ohio:
(a) The course in foreign trade of Ohio State University and of
the University of Cincinnati has been mentioned on pages 14-15. Miami
University offers a course on the consular service and places special
emphasis upon commercial relations between the United States and
Latin America. Ohio Northern University has a course on Latin
American trade. Toledo University has courses on traffic geography
and movements, and foreign exchange.
(b) Nineteen out of twenty-six cities reported 877 export manu-
facturing plants-three unable to give number; only three cities reported
school instruction in foreign trade.
Indiana¹:
(a) Notre Dame University has a course on foreign commerce.
(b) Twenty-seven out of thirty-four cities reported 1,312 export
manufacturing plants (1,200 of which are in Indianapolis)-three cities
unable to give number; only five cities reported satisfactory school
instruction in foreign trade.
"The Department of Economics and Sociology has a new course
dealing with foreign trade. Indiana University News-Letter, February,
1918.
Illinois:
(a) Mention has been made on page 14, of foreign trade instruction
in the University of Chicago and the University of Illinois. North-
western University offers several courses on foreign trade. James Milli-
kin University offers one course in foreign commerce.
(b) Seventeen out of twenty-four cities reported 875 export manu-
facturing plants (800 in Chicago)-six cities unable to give number;
five cities report school instruction in foreign trade and one city reports
enough to meet local needs.
Michigan:
(a) The University of Michigan offers methods of foreign trade
and a special course in commercial geography for foreign service.
20
Kalamazoo College offers a course in foreign trade. The University of
Detroit offers courses on foreign commerce and foreign exchange.
(b) Thirteen out of seventeen cities reported 246 export manufac-
turing plants-three cities unable to give number; only two cities report
school instruction in foreign trade.
Wisconsin:
(a) Marquette University offers courses in foreign trade, foreign
exchange, and South American markets. The University of Wisconsin
offers courses on international commercial policies, money markets, and
American foreign service.
(b) Nine out of eleven cities reported 340 export manufacturing
plants; one city reported satisfactory instruction in foreign trade.
Minnesota:
(a) Carleton College offers courses on foreign banking and com-
merce. The University of Minnesota offers commercial policies and
economic geography of foreign countries.
(b) No large manufacturing cities reported.
Iowa:
(a) Drake University offers courses on foreign exchange and South
American markets. The University of Iowa offers courses on foreign
commerce of the United States, business methods in foreign trade,
and foreign exchange.
(b) Eleven out of twelve cities reported 50 export manufacturing
plants; three cities reported instruction in foreign trade.
Missouri:
(a) The University of Missouri offers courses on foreign exchange
and trade. St. Louis University offers courses on international trade and
foreign exchange. Washington University, in addition to the usual
courses on economic geography, offers commercial development and
markets of foreign countries.
(b) Five out of seven cities reported 1 export manufacturing plant
(St. Louis not included). The export statistics of this State unsatisfac-
tory. Four of the five cities reporting state that the foreign trade instruc-
tion in the schools is satisfactory.
North Dakota:
(b) All five cities reported no export manufacturing plants and
no instruction in foreign trade.
South Dakota:
(a) The University of South Dakota offers one course in business
barometers.
(b) Three out of four cities reported no export manufacturing
plants and no instruction in foreign trade.
Nebraska:
(a) The University of Nebraska in its school of commerce endeavors
to stimulate an interest in consular service and foreign trade; foreign
A
21
exchange and foreign commerce are offered. Several of the smaller insti-
tutions in this State offer college courses on the history and geography of
commerce.
(b) All three cities reported 17 export manufacturing plants; one
city reported instruction in foreign trade.
Kansas:
(b) Seven cities reported nineteen export manufacturing plants; no
city reported instruction in foreign trade.
SOUTH ATLANTIC DIVISION.
Percentage of total number of public high school students in com-
mercial courses. Increase from 1910-11 to 1915-16: Delaware, 1.8 to 17.5;
Maryland, 14.2 to 17.6; Virginia, 4.9 to 10.0; West Virginia, 7.4 to 10.0;
North Carolina, 1.0 to 4.1; South Carolina, 1.7 to 3.9; Georgia, 6.9 to
7.9; Florida, 2.3 to 5.3.
Delaware:
(b) The City of Wilmington reported only destination of its
export products; failed to report the number of export manufacturing
plants and the status of school instruction for foreign trade.
Maryland:
(b) Two cities reported-Baltimore unable to give number of export
manufacturing plants; neither city reported satisfactory school instruc-
tion in foreign trade.
Virginia:
(a) The University of Virginia offers a course on economic
geography of Latin America. Washington and Lee University has a
course on foreign trade.
(b) Four out of six cities reported no export manufacturing plants;
one city reported several plants, but unable to state number; five cities
reported inadequate facilities for school instruction in foreign trade.
West Virginia:
(a) The University of West Virginia offers courses on foreign ex-
change, international trade policies, and materials of commerce.
(b) Three out of six cities reported 29 export manufacturing plants;
two of these reported school instruction in foreign trade.
North Carolina:
(b) Seven cities reported twenty export manufacturing plants; no
city reported educational opportunities for instruction in foreign trade.
South Carolina:
(b) Five out of six cities reported; three cities reported eleven
export manufacturing plants and one unable to state number. One city
reported school opportunity for foreign trade instruction.
22
Georgia:
(a) University of Georgia offers courses in foreign trade organiza-
tion and methods, and foreign trade of the United States; Georgia
School of Technology offers courses on foreign trade and exchange, and
Latin American resources and markets.
(b) Four out of six cities reported 16 export manufacturing plants;
no city reported opportunity for instruction in foreign trade.
Florida:
(b) One city reported no export manufacturing plants and no school
opportunity for instruction in foreign trade.
SOUTH CENTRAL DIVISION.
Percentage of total number of public high school students in com-
mercial courses. Increase from 1910-11 to 1915-16: Kentucky, 5.4 to
9.3; Tennessee, 4.1 to 9.0; Alabama, 2.0 to 4.8; Mississippi, 2.1 to 5.1;
Louisiana, 8.8 to 12.4; Texas, 1.9 to 5.3; Arkansas 1.3 to 2.9; Oklahoma
6.6 to 8.5.
Kentucky:
(b) Three cities reported 17 export manufacturing plants; one city
reported opportunity for school instruction in foreign trade.
Tennesse:
(b) Five cities reported 77 export manufacturing plants; one city
reported opportunity for school instruction in foreign trade.
Alabama:
(b) Four out of six cities reported 20 export manufacturing plants—
Birmingham not reporting; no city reported opportunity for school
instruction in foreign trade.
Mississippi:
(b) One city reported no export manufacturing plants and no
opportunity for school instruction in foreign trade.
Louisiana:
(a) The course of instruction in foreign trade at Tulane University
has been mentioned on page 15.
(b) Three cities reported 169 export manufacturing plants; no city
reported opportunity for school instruction in foreign trade.
Texas:
(a) The University of Texas offers courses on foreign trade and
foreign exchange.
(b) Ten out of thirteen cities reported 38 export manufacturing
plants; three cities unable to state number; four cities reported oppor-
tunity for school instruction in foreign trade.
23
Arkansas:
(b) Three out of four cities reported three export manufacturing
plants; no city reported adequate opportunity for school instruction in
foreign trade.
Oklahoma:
(a) A course in foreign trade is offered at the Western University
of Oklahoma and at the Oklahoma Agricultural and Mechanical College.
(b) Three out of four cities reported 5 export manufacturing plants
and no opportunity for school instruction in foreign trade.
WESTERN DIVISION.
Percentage of total number of public high school students in com-
mercial courses.
Increase from 1910-11 to 1915-16: Montana 13.7 to
19.6; Wyoming, 22.2 to 19.9; Colorado, 8.9 to 13.8; New Mexico, 2.0 to 8.1;
Arizona 18.4 to 25.9; Utah, 10.1 to 20.5; Nevada, 9.7 to 17.2; Idaho, 10.1
to 13.7; Washington, 11.1 to 16.6; Oregon, 10.2 to 15.0; California, 16.1
to 18.9.
Montana:
(a) The University of Montana offers courses in commerce and com-
mercial policy, and in foreign exchange.
(b) Six out of seven cities reported 8 export manufacturing plants;
one city reported opportunity for school instruction in foreign trade.
Wyoming:
(b) Two cities reported no export manufacturing plants; one city
reported opportunity for school instruction in foreign trade.
Colorado:
(a) The University of Colorado offers a course on consular and
diplomatic service. Colorado College offers courses on commercial
development, foreign commerce, ocean transportation and foreign bank-
ing practice. The University of Denver offers a course in foreign trade.
(b) Nine cities reported 8 export manufacturing plants; two of
these cities reported opportunity for school instruction in foreign trade.
New Mexico:
(a) The University of New Mexico offers a course on Latin Amer-
ican commerce.
(b) Two out of three cities reported no export manufacturing
plants; one of these cities reported opportunity for school instruction
in foreign trade.
Arizona:
(a) The University of Arizona offers courses on trade resources
and policies and on Latin American commerce.
(b) Three cities reported no export manufacturing plants and no
opportunity for school instruction in foreign trade.
24
Utah:
(a) The University of Utah offers courses on Latin American trade
and American Asiatic relations.
(b) No report from this State.
Nevada:
(a) The University of Nevada offers a course on international trade.
(b) One city reported no export manufacturing plants and no
school instruction in foreign trade.
Idaho:
(b) Three out of four cities reported no export manufacturing
plants and no opportunity for school instruction in foreign trade.
Washington:
(a) The University of Washington offers courses on foreign trade
and ocean transportation; foreign exchange and credits; tariff systems;
and commercial policies. The State College of Washington offers
courses on international exchange and technique of foreign trade, marine
insurance, and the Far East.
(b) Five out of eight cities reported 310 export manufacturing
plants-three cities unable to state number; four cities reported oppor-
tunity for school instruction in foreign trade.
Oregon:
(a) The University of Oregon offers courses on foreign commerce,
practical exporting and foreign exchange.
(b) Five cities reported 59.export manufacturing plants-1 unable to
state number; two cities reported opportunity for school instruction in
foreign trade.
California:
(a) Reference has been made, page 14, to the foreign trade instruc-
tion at the University of California. The University of Southern Cali-
fornia offers courses on trade relations with Latin America and the Far
East. The Leland Stanford Junior University offers courses on foreign
exchange, ocean transportation and trade relations with Latin America
and the Far East.
(b) Seven out of thirteen cities reported 150 export manufacturing
plants-6 unable to state number; four cities reported opportunity for
school instruction in foreign trade.
TOTALS
North Atlantic Division:
84 cities reported 2778 plants that manufacture for export; 17 cities
unable to state number of plants; 15 cities reported adequate school
instruction for foreign trade.
25
North Central Division:
120 cities reported 3737 export manufacturing plants; 15 cities
unable to state number; 25 cities reported adequate school instruc-
tion for foreign trade.
South Atlantic Division:
25 cities reported 76 export manufacturing plants; 4 cities unable
to state number; 8 cities reported adequate instruction for foreign trade.
South Central Division:
32 cities reported 329 export manufacturing plants; 3 cities unable
to state number; 6 cities reported adequate instruction for foreign trade.
Western Division:
43 cities reported 535 export manufacturing plants; 10 cities unable to
state number; 15 cities reported adequate instruction for foreign trade.
For the United States:
304 cities reported 7455 export manufacturing plants; 49 cities
unable to give number; 69 cities reported adequate instruction for foreign
trade.
the
1
26
HE
I
{
1009
.P18
AL
NOV 9 1918
PLATINUM
DEPARTMENT OF THE INTERIOR
U.S.
BUREAU OF MINES
HO
RTM
RULES AND REGULATIONS UNDER THE ACT OF
OCTOBER 6, 1917 (40 STAT. 385), AS AMENDED BY THE ACT
OF JULY 1, 1918 (PUB. 181) LIMITING THE SALE, POS-
SESSION AND USE OF PLATINUM, IRIDIUM, AND
PALLADIUM AND COMPOUNDS THEREOF
Platinum Section
War Industries Board
Washington, D. C.
OF
ENT
Platele
All communications regarding applications,
licenses, inventories or other matters per-
taining to the following regulations should
be addressed to
MO
wesome in a FRED
THE
이
​WASHINGTON
ܼܕ
GOVERNMENT PRINTING OFFICE
CARAC
1

1918
FOREWORD.
- - - - - -
2
Reclass
Congress, under the Sundry Civil Act of July 1, 1918, made plati-
num, iridium, and palladium, and compounds thereof, subject to the
terms, conditions, and limitations of the Explosives Act, and the
Director of the Bureau of Mines was authorized, under rules and
regulations approved by the Secretary of the Interior, to limit the
sale, possession, and use of said materials. In order effectively to
carry out the act the following rules and regulations have been ap-
proved by the Secretary of the Interior. Under these the Platinum
Section of the War Industries Board is created an agency for the
doing of those acts provided in the regulations. On this Section the
Bureau of Mines is represented.
The following rules and regulations have been prepared with
much care and labor by a committee consisting of Messrs. Hennen
Jennings, Bureau of Mines, chairman; C. L. Parsons, Bureau of
Mines; C. H. Conner, War Industries Board; J. M. Hill, United
States Geological Survey; and W. F. Hillebrand, Bureau of Stand-
ards.
It is desired that the trade shall be disturbed as little as possible.
The main object of this legislation, however, and of the regulations
thereunder, is to assist the Government in developing an adequate
supply of these necessary metals. The cooperation of all citizens in
the enforcement of these regulations is earnestly requested.
REGULATIONS.
The following regulations are hereby promulgated under the pro-
visions of the act of October 6, 1917 (40 Stat., 385), as amended by
the act of July 1, 1918 (Public, No. 181), authorizing the Director
of the Bureau of Mines, under rules and regulations approved by the
Secretary of the Interior, to limit, during the period of the war, the
sale, possession, and use of platinum, iridium, and palladium, and
compounds thereof:
SECTION I. The War Industries Board is hereby designated under
section 21 of the act of October 6, 1917, and the President's proclama-
tion of October 26, 1917, as the agent of the Director of the Bureau
of Mines in the execution of the regulations as hereinafter indicated.
SEC. II. From and after the date of these regulations, under the
penalties prescribed by section 19 of the act of October 6, 1917, no
person shall:
a
b
PAR. a. Use any platinum or platinum scrap, iridium, or iridium
scrap, palladium or palladium scrap, and/or compounds thereof, in
a Section 19 of the act of Oct. 6, 1917, is as follows:
"That any person violating any of the provisions of this act, or any rules or regula-
tions made thereunder, shall be guilty of misdemeanor, and shall be punished by a fine
of not more than $5,000, or by imprisonment not more than one year, or by both such
fine and imprisonment."
v The word "person," for the purposes of these regulations, shall be construed in ac-
cordance with the definition contained in section 4 of the act of Oct. 6. 1917, which is as
follows:
"That the word person' when used herein shall include States, Territories, the Dis-
trict of Columbia, Alaska, and other dependencies of the United States, and municipal
subdivisions thereof, individual citizens, firms, associations, societies, and corporations of
the United States and of other countries at peace with the United States.'
78312°-18
(3)
""
4
the manufacture, alteration, or repair of any ornament or article of
jewelry.
PAR. b. Manufacture for use in dentistry any metal, metal parts, or
alloys containing more than 20 per cent by weight of platinum or
40 per cent by weight of platinum, iridium, and/or palladium com-
bined, or manufacture supplies therefrom.
SEC. III. From and after the date of these regulations, under the
penalties prescribed by section 19 of the act of October 6, 1917, no
person shall without a license-
PAR. a. Purchase, sell, barter, or deal in unmanufactured platinum,
iridium, or palladium, or compounds thereof (including crude, scrap,
filings, polishings, or sweeps), except that sales may be made without
a license to an authorized agent of the United States or to a licensee
authorized to purchase the same; or possess for more than 90 days
after the date of these regulations one ounce troy, or more, of such
unmanufactured platinum, iridium, palladium, or compounds thereof.
PAR. b. Possess, use, sell, purchase, or barter, for purposes con-
nected with his business, platinum, iridium, palladium, or compounds
thereof (except that sales may be made without license to an author-
ized agent of the United States, or to a licensee authorized to pur-
chase the same), if such person be engaged in—
No. 1. Producing platinum, iridium, or palladium, or compounds
thereof, by mining.
No. 2. Producing sulphuric acid, nitric acid, or other chemical
products where platinum, iridium, palladium, or compounds thereof
are used in such production.
No. 3. Importing or exporting platinum, iridium, or palladium, or
compounds thereof.
WA
No. 4. Producing platinum, iridium, or palladium, or compounds
thereof, either as a primary product or as a by-product of smelting or
refining.
No. 5. Manufacturing electrical appliances and/or parts thereof
containing platinum, iridium, or palladium, or compounds thereof.
No. 6. Manufacturing surgical appliances and X-ray apparatus
containing platinum, iridium, or palladium, or compounds thereof.
No. 7. Manufacturing chemical apparatus and reagents of all kinds
containing platinum, iridium, or palladium, or compounds thereof.
No. 8. Conducting or operating chemical laboratories in which
platinum, iridium, or palladium, or compounds thereof, are used.
No. 9. Manufacturing scientific instruments containing platinum,
iridium, or palladium, or compounds thereof.
No. 10. Manufacturing and/or distributing dental supplies con-
taining platinum, iridium, or palladium, or compounds thereof.
No. 11. Manufacturing and/or dealing in jewelry containing plati-
num, iridium, or palladium or compounds thereof.
No. 12. Manufacturing or producing any article or product not
mentioned above where such business requires more than one ounce
troy per month of platinum, iridium, or palladium or compounds
thereof.
dej
SEC. IV. Applications for licenses shall be made under oath to
any licensing agent duly authorized under the act of October 6, 1917,
as provided in the regulations issued under this act.
5
SEC. V. Every applicant for a license will be required to submit
with his application a sworn inventory of all platinum, iridium or
palladium or compounds thereof in his possession or control; and
every licensee will be required to submit at such times as may be
designated by the War Industries Board a sworn inventory of his
holdings of platinum, iridium, or palladium or compounds thereof
in whatever form they may be.
The Director of the Bureau of Mines, at the request of the War
Industries Board, may at any time require from any user or possessor
a detailed sworn inventory of any and all materials held by him
containing platinum, iridium, palladium or compounds thereof, and
such inventory must be furnished promptly upon receipt of such
requirement.
SEC. VI. All licenses shall be issued in the name of the Director
of the Bureau of Mines and countersigned and delivered by the
War Industries Board, and shall be, and remain subject to the follow-
ing conditions:
PAR. a. Each license shall contain such appropriate conditions as
the Bureau of Mines, through the War Industries Board, may
impose.
PAR. b. The Bureau of Mines through the War Industries Board
may change the conditions of the license from time to time, as it may
deem necessary.
--
PAR. C. Records shall be kept by each licensee of all his sales, pur-
chases and other transfers of platinum, iridium or palladium or
compounds thereof, and of articles containing platinum, iridium, or
palladium or compounds thereof, with the names and addresses of
the purchasers, sellers, and/or transferees, and the quantities in-
volved, which records shall be open at all reasonable times to the
duly authorized representative of the Director of the Bureau of
Mines.
PAR. d. Any and all platinum, iridium, or palladium, or com-
pounds thereof, acquired under the authority of such license shall be
used strictly for the purposes and in the manner stated in such
license.
PAR. e. Upon request of the War Industries Board, the licensee
shall report the prices at which sales of his products containing plati-
num, iridium, or palladium, or compounds thereof, are being made,
and the right to prohibit further sale of such articles at prices deemed
exorbitant by it is reserved to the War Industries Board.
SEC. VII. Any licenses issued hereunder may be revoked for viola-
tion of any of these regulations, or for violation of any of the condi-
tions contained in such license, or if such revocation is deemed neces-
sary or advisable for purposes of the national security and common.
defense.
SEC. VIII. The War Industries Board will, upon request, furnish
a list of Government agents or licensees authorized to purchase plati-
num, iridium, or palladium, or compounds thereof. Neither the
United States nor its representatives will assume any responsibility,
financial or otherwise, where sales are made to licensees.
SEC. IX. The prices at which platinum, iridium, or palladium will
be purchased by a duly authorized agent of the United States or by
such licensee as may be authorized to purchase or sell platinum,
+
6
iridium, or palladium, or compounds thereof, will be such prices as
may be determined by the proper governmental agency authorized to
determine such prices.
SEC. X. Whenever such Government agents and such licensees as
may be authorized to purchase platinum, iridium, or palladium or
compounds thereof, shall refuse to purchase the same from any per-
son who is compelled by these regulations to sell the same, or is for-
bidden by these regulations to possess or use the same, then such per-
son shall promptly notify the Platinum Section, War Industries
Board, Washington, D. C.
SEC. XI. These regulations shall not operate to relieve any person
upon whom an order requisitioning platinum, iridium, or palladium
or compounds thereof may have been or may hereafter be served,
from any obligation imposed upon him by such order.
SEC. XII. These regulations are supplemental and amendatory to
the regulations heretofore issued under the Explosives Act of October
6, 1917.
Approved, August 17, 1918.
VAN. H. MANNING,
Director of Bureau of Mines.
FRANKLIN K. LANE,
Secretary of the Interior.
X.
:
LICENSE CLASSIFICATIONS.
PLATINUM, IRIDIUM, AND PALLADIUM, OR COMPOUNDS THEREOF.
No. 1. To produce and possess for a reasonable time, platinum,
iridium, and palladium, or compounds thereof, by mining. (See
section III, par. a, of Rules and Regulations regarding Sale.)
No. 2. To purchase, possess and use platinum, iridium and pal-
ladium, or compounds thereof, for the production of nitric acid,
sulphuric acid, or other chemical products, in a sufficient amount to
cover their current requirements.
K
No. 3. To importa and possess, for a reasonable time, platinum,
iridium and palladium, or compounds thereof. (See section III,
par. a, of Rules and Regulations regarding Sale.)
No. 4. To purchase in any form which requires refining or smelt-
ing, and to possess for a reasonable time, the platinum, iridium and
palladium produced as a primary product or as a by-product of the
smelting or refining. (See section III, par. A, of Rules and Regula-
tions regarding Sale.)
No. 5. To purchase, possess and use platinum, iridium and pal-
ladium and/or compounds thereof, for the purpose of manufactur-
ing electrical appliances and/or parts thereof, and to possess and sell
such manufactured articles produced therefrom.
(a) To purchase, possess and use platinum, iridium and pal-
ladium and/or compounds thereof, in an amount equivalent to their
known 30-day requirements for the purpose of manufacturing elec-
trical appliances, and/or parts thereof, and to possess and sell such
manufactured articles produced therefrom.
(b) To purchase, possess and use platinum, iridium and pal-
ladium, and/or compounds thereof, in an amount equivalent to their
known 60-day requirements for the purpose of manufacturing elec-
trical appliances and/or parts thereof, and to possess and sell such
manufactured articles produced therefrom.
(c) To purchase, possess, and use platinum, iridium and pal-
ladium, and/or compounds thereof, in an amount equivalent to their
known 90-day requirements for the purpose of manufacturing elec-
trical appliances and/or parts thereof, and to possess and sell such
manufactured articles produced therefrom.
No. 6. To purchase, possess and use platinum, iridium and pal-
ladium, and/or compounds thereof, for the purpose of manufactur-
ing surgical appliances and X-ray apparatus and/or parts thereof,
and to possess and sell such manufactured articles produced there-
from.
(a) To purchase, possess and use platinum, iridium and pal-
ladium and/or compounds thereof, in an amount equivalent to their
known 30-day requirements for the purpose of manufacturing sur-
gical appliances and X-ray apparatus and/or parts thereof, and to
possess and sell such manufactured articles produced therefrom.
a Export licenses will be issued by the War Trade Board.
་
(7)
8
(b) To purchase, possess and use platinum, iridium and palla-
dium and/or compounds thereof in an amount equivalent to their
known 60-day requirements for the purpose of manufacturing sur-
gical appliances and X-ray apparatus and/or parts thereof, and to
possess and sell such manufactured articles produced therefrom.
A
(c) To purchase, possess and use platinum, iridium and palla-
dium and/or compounds thereof in an amount equivalent to their
known 90-day requirements for the purpose of manufacturing sur-
gical appliances and X-ray apparatus and/or parts thereof, and to
possess and sell such manufactured articles produced therefrom.
No. 7. To purchase, possess and use platinum, iridium and palla-
dium and/or compounds thereof for the purpose of manufacturing
and repairing chemical apparatus and/or parts thereof and manu-
facturing reagents of all kinds, and to possess and sell such manu-
factured articles produced therefrom.
-
-
(a) To purchase, possess and use platinum, iridium and palla-
dium and/or compounds thereof in an amount equivalent to their
known 30-day requirements for the purpose of manufacturing and
repairing chemical apparatus and/or parts thereof and manufactur-
ing reagents of all kinds, and to possess and sell such manufactured
articles produced therefrom.
(b) To purchase, possess and use platinum, iridium and palla-
dium and/or compounds thereof in an amount equivalent to their
known 60-day requirements for the purpose of manufacturing and
repairing chemical apparatus and/or parts thereof and manufactur-
ing reagents of all kinds, and to possess and sell such manufactured
articles produced therefrom.
(c) To purchase, possess and use platinum, iridium and palla-
dium and/or compounds thereof in an amount equivalent to their
known 90-day requirements for the purpose of manufacturing and
repairing chemical apparatus and/or parts thereof and manufactur-
ing reagents of all kinds, and to possess and sell such manufactured
articles produced therefrom.
No. 8. To purchase, possess and use chemical apparatus of all
kinds containing platinum, iridium and palladium and/or compounds
thereof. (See section III, par. a, of Rules and Regulations regard-
ing Sale.)
No. 9. To purchase, possess and use platinum, iridium and palla-
dium and/or compounds thereof for the purpose of manufacturing
scientific instruments and/or parts thereof, and to possess and sell
such manufactured articles produced therefrom.
T
(a) To purchase, possess and use platinum, iridium and palla-
dium and/or compounds thereof in an amount equivalent to their
known 30-day requirements for the purpose of manufacturing scien-
tific instruments and/or parts thereof, and to possess and sell such
manufactured articles produced therefrom.
(b) To purchase, possess and use platinum, iridium and palla-
dium and/or compounds thereof in an amount equivalent to their
known 60-day requirements for the purpose of manufacturing scien-
tific instruments and/or parts thereof, and to possess and sell such
manufactured articles produced therefrom.
(c) To purchase, possess and use platinum, iridium and palladium
and/or compounds thereof in an amount equivalent to their known
9
90-day requirements for the purpose of manufacturing scientific
instruments and/or parts thereof and to possess and sell such manu-
factured articles produced therefrom.
No. 10. To purchase, possess and use platinum, iridium and pal-
ladium and/or compounds thereof for the purpose of manufacturing
dental supplies and to possess and sell such manufactured articles
produced therefrom.
(a) To purchase, possess and use platinum, iridium and pal-
ladium and/or compounds thereof in an amount equivalent to their
known 30-day requirements for the purpose of manufacturing dental
supplies and to possess and sell such manufactured articles produced
therefrom.
(b) To purchase, possess and use platinum, iridium and pal-
ladium and/or compounds thereof in an amount equivalent to their
known 60-day requirements for the purpose of manufacturing dental
supplies and to possess and sell such manufactured articles produced
therefrom.
(c) To purchase, possess and use platinum, iridium and pal-
ladium and/or compounds thereof in an amount equivalent to their
known 90-day requirements for the purpose of manufacturing dental
supplies, and to possess and sell such manufactured articles produced
therefrom.
No. 10-x. To purchase and possess and to sell to dentists (upon
their certification that they will not possess more than a 30-day re-
quirement, excepting artificial teeth), dental supplies containing
platinum, iridium and palladium and/or compounds thereof.
(a) To purchase and possess in an amount equivalent to their
known 30-day requirements and to sell to dentists (upon their
certification that they will not possess more than a 30-day require-
ment, excepting artificial teeth), dental supplies containing platinum,
iridium and palladium and/or compounds thereof.
(b) To purchase and possess in an amount equivalent to their
known 60-day requirements and to sell to dentists (upon their
certification that they will not possess more than a 60-day require-
ment, excepting artificial teeth), dental supplies containing platinum,
iridium and palladium and/or compounds thereof.
(c) To purchase and possess in an amount equivalent to their
known 90-day requirements and to sell to dentists (upon their cer-
tification that they will not possess more than a 90-day requirement,
excepting artificial teeth), dental supplies containing platinum,
iridium and palladium and/or compounds thereof.
No. 11. To purchase, possess and sell articles of jewelry and orna-
ments containing platinum, iridium and/or palladium not manu-
factured in violation of the regulations governing these classifica-
tions.
No. 12. Special cases.
No. 13. To purchase and possess scrap, filings, polishings and
sweeps containing platinum, iridium or palladium for resale to the
United States Government or to licensees authorized to purchase
same.
APPENDIX.
[PUBLIC-No. 68-65TH CONGRESS.]
[H. R. 3932.]
An Act To prohibit the manufacture, distribution, storage, use,
and possession in time of war of explosives, providing regulations for the safe
manufacture, distribution, storage, use, and possession of the same, and for
other purposes.
Be it enacted by the Senate and House of Representatives of the
United States of America in Congress assembled, That when the
United States is at war it shall be unlawful to manufacture, distrib-
ute, store, use, or possess powder, explosives, blasting supplies, or
ingredients thereof, in such manner as to be detrimental to the public
safety, except as in this act provided.
SEC. 2. That the words "explosive" and "explosives" when used
herein shall mean gunpowders, powders used for blasting, all forms
of high explosives, blasting materials, fuses, detonators, and other
detonating agents, smokeless powders, and any chemical compound
or mechanical mixture that contains any oxidizing and combustible
units, or other ingredients, in such proportions, quantities, or packing
that ignition by fire, by friction, by concussion, by percussion, or by
detonation of, or any part of the compound or mixture may cause
such a sudden generation of highly heated gases that the resultant
gaseous pressures are capable of producing destructive effects on con-
tiguous objects, or of destroying life or limb, but shall not include
small arms or shotgun cartridges: Provided, That nothing herein
contained shall be construed to prevent the manufacture, under the
authority of the Government, of explosives for, their sale to, or their
possession by the military or naval service of the United States of
America.
SEC. 3. That the word "ingredients" when used herein shall mean
the materials and substances capable by combination of producing
one or more of the explosives mentioned in section one hereof.
www
SEC. 4. That the word "person" when used herein shall include
States, Territories, the District of Columbia, Alaska, and other de-
pendencies of the United States, and municipal subdivisions thereof,
individual citizens, firms, associations, societies, and corporations of
the United States and of other countries at peace with the United
States.
SEC. 5. That from and after forty days after the passage and
approval of this act no person shall have in his possession or pur-
chase, accept, receive, sell, give, barter, or otherwise dispose of or
procure explosives, or ingredients, except as provided in this act:
Provided, That the purchase or possession of said ingredients when
purchased or held in small quantities and not used or intended to be
used in the manufacture of explosives are not subject to the provi-
sions of this act: Provided further, That the superintendent, fore-
(10)
11
man, or other duly authorized employee at a mine, quarry, or other
work may, when licensed so to do, sell or issue to any workman under
him such an amount of explosives or ingredients as may be required.
by that workman in the performance of his duties, and the workman
may purchase or accept the explosives or ingredients so sold or
issued, but the person so selling or issuing same shall see that any
unused explosives or ingredients are returned, and that no explosives
or ingredients are taken by the workman to any point not necessary
to the carrying on of his duties.
SEC. 6. That nothing contained herein shall apply to explosives or
ingredients while being transported upon vessels or railroad cars in
conformity with statutory law or Interstate Commerce Commission
rules.
SEC. 7. That from and after forty days after the passage of this act
no person shall manufacture explosives unless licensed so to do, as
hereinafter provided.
SEC. 8. That any licensee or applicant for license hereunder shall
furnish such information regarding himself and his business, so far as
such business relates to or is connected with explosives or ingredients
at such time and in such manner as the Director of the Bureau of
Mines, or his authorized representative, may request, excepting that
those who have been or are at the time of the passage of this act
regularly engaged in the manufacture of explosives shall not be com-
pelled to disclose secret processes, costs, or other data unrelated to
the distribution of explosives.
SEC. 9. That from and after forty days after the passage and ap-
proval of this act every person authorized to sell. issue, or dispose
of explosives shall keep a complete itemized and accurate record,
showing each person to whom explosives are sold, given, bartered,
or to whom or how otherwise disposed of, and the quantity and kind
of explosives, and the date of each such sale, gift, barter, or other
disposition; and this record shall be sworn to and furnished to the
Director of the Bureau of Mines, or his authorized representatives,
whenever requested.
SEC. 10. That the Director of the Bureau of Mines is hereby author-
ized to issue licenses as follows:
(a) Manufacturer's license, authorizing the manufacture, posses-
sion, and sale of explosives and ingredients.
(b) Vendor's license, authorizing the purchase, possession, and sale
of explosives or ingredients.
(c) Purchaser's license, authorizing the purchase and possession of
explosives and ingredients.
(d) Foreman's license, authorizing the purchase and possession of
explosives and ingredients, and the sale and issuance of explosives
and ingredients to workmen under the proviso to section five above.
(e) Exporter's license, authorizing the licensee to export explo-
sives, but no such license shall authorize exportation in violation of
any proclamation of the President issued under any act of Congress.
(f) Importer's license, authorizing the licensee to import explo-
sives.
(g) Analyst's, educator's, inventor's, and investigator's licenses
authorizing the purchase, manufacture, possession, testing, and dis-
posal of explosives and ingredients.
12
SEC. 11. That the Director of the Bureau of Mines shall issue
licenses, upon application duly made, but only to citizens of the
United States of America, and to the subjects or citizens of nations
that are at peace with them, and to corporations, firms, and asso-
ciations thereof, and he may, in his discretion, refuse to issue a
license, when he has reason to believe, from facts of which he has
knowledge or reliable information, that the applicant is disloyal or
hostile to the United States of America, or that, if the applicant is a
firm, association, society, or corporation, its controlling stockholders
or members are disloyal or hostile to the United States of America.
The director may, when he has reason to believe on like grounds that
any licensee is so disloyal or hostile, revoke any license issued to him.
Any applicant to whom a license is refused or any licensee whose
license is revoked by the said director may, at any time within thirty
days after notification of the rejection of his application or revocation
of his license, apply for such license or the cancellation of such revo-
cation to the Council of National Defense, which shall make its order
upon the director either to grant or to withhold the license.
SEC. 12. That any person desiring to manufacture, sell, export,
import, store, or purchase explosives or ingredients, or to keep explo-
sives or ingredients in his possession, shall make application for a
license, which application shall state, under oath, the name of the
applicant; the place of birth; whether native born or naturalized
citizen of the United States of America; if a naturalized citizen, the
date and place of naturalization; business in which engaged; the
amount and kind of explosives or ingredients which during the past
six months have been purchased, disposed of, or used by him; the
amount and kind of explosives or ingredients now on hand; whether
sales, if any, have been made to jobbers, wholesalers, retailers, or
consumers; the kind of license to be issued, and the kind and amount
of explosives or ingredients to be authorized by the license; and such
further information as the Director of the Bureau of Mines may, by
rule, from time to time require.
Applications for vendor's, purchaser's, or foreman's licenses shall
be made to such officers of the State, Territory, or dependency
having jurisdiction in the district within which the explosives or
ingredients are to be sold or used, and having the power to administer
oaths as may be designated by the Director of the Bureau of Mines,
who shall issue the same in the name of such director. Such officers
shall be entitled to receive from the applicant a fee of 25 cents for
each license issued. They shall keep an accurate record of all licenses
issued in manner and form to be prescribed by the Director of the
Bureau of Mines, to whom they shall make reports from time to time
as may be by rule issued by the director required. The necessary
blanks and blank records shall be furnished to such officers by the
said director. Licensing officers shall be subject to removal for
cause by the Director of the Bureau of Mines, and all licenses issued
by them shall be subject to revocation by the director as provided
in section eleven.
SEC. 13. That the President, by and with the advice and consent
of the Senate, may appoint in each State and in Alaska an explosives
inspector, whose duty it shall be, under the direction of the Director
of the Bureau of Mines, to see that this act is faithfully executed and
13
observed. Each such inspector shall receive a salary of $2,400 per
annum. He may at any time be detailed for service by said director
in the District of Columbia or in any State, Territory, or dependency
of the United States. All additional employees required in carrying
out the provisions of this act shall be appointed by the Director of the
Bureau of Mines, subject to the approval of the Secretary of the
Interior.
SEC. 14. That it shall be unlawful for any person to represent him-
self as having a license issued under this act, when he has not such a
license, or as having a license different in form or in conditions from
the one which he in fact has, or without proper authority make, cause
to be made, issue, or exhibit anything purporting or pretending to be
such license, or intended to mislead any person into believing it is
such a license, or to refuse to exhibit his license to any peace officer,
Federal or State, or representative of the Bureau of Mines.
SEC. 15. That no inspector or other employee of the Bureau of
Mines shall divulge any information obtained in the course of his
duties under this act regarding the business of any licensee, or appli-
cant for license, without authority from the applicant for license or
from the Director of the Bureau of Mines.
SEC. 16. That every person authorized under this act to manufac-
ture or store explosives or ingredients shall clearly mark and define
the premises on which his plant or magazine may be and shall con-
spicuously display thereon the words “ Explosives Keep Off.”
66
SEC. 17. That no person, without the consent of the owner or his
authorized agents, except peace officers, the Director of the Bureau
of Mines and persons designated by him in writing, shall be in or
upon any plant or premises on which explosives are manufactured or
stored, or be in or upon any magazine premises on which explosives
are stored; nor shall any person discharge any firearms or throw or
place any explosives or inflammable bombs at, on, or against any such
plant or magazine premises, or cause the same to be done.
SEC. 18. That the Director of the Bureau of Mines is hereby au-
thorized to make rules and regulations for carrying into effect this
act, subject to the approval of the Secretary of the Interior.
SEC. 19. That any person violating any of the provisions of this
act, or any rules or regulations made thereunder, shall be guilty of a
misdemeanor and shall be punished by a fine of not more than $5,000
or by imprisonment not more than one year, or by both such fine and
imprisonment.
SEC. 20. That the Director of the Bureau of Mines is hereby au-
thorized to investigate all explosions and fires which may occur in
mines, quarries, factories, warehouses, magazines, houses, cars, boats,
conveyances, and all places in which explosives or the ingredients
thereof are manufactured, transported, stored, or used, and shall, in
his discretion, report his findings, in such manner as he may deem
fit, to the proper Federal or State authorities, to the end that if such
explosion has been brought about by a willful act the person or per-
sons causing such act may be proceeded against and brought to jus-
tice; or, if said explosion has been brought about by accidental means,
that precautions may be taken to prevent similar accidents from
occurring. In the prosecution of such investigations the employees
of the Bureau of Mines are hereby granted the authority to enter the
:
20
14
premises where such explosion or fire has occurred, to examine plans,
books, and papers, to administer oaths to, and to examine all wit-
nesses and persons concerned, without let or hindrance on the part of
the owner, lessee, operator, or agent thereof.
SEC. 21. That the Director of the Bureau of Mines, with the ap-
proval of the President, is hereby authorized to utilize such agents,
agencies, and all officers of the United States and of the several
States, Territories, dependencies, and municipalities thereof, and the
District of Columbia, in the execution of this act, and all agents,
agencies, and all officers of the United States and of the several States
and Territories, dependencies, and municipalities thereof, and the
District of Columbia, shall hereby have full authority for all acts
done by them in the execution of this act when acting by the direction
of the Bureau of Mines.
SEC. 2. That for the enforcement of the provisions of this act,
including personal services in the District of Columbia and else-
where, and including supplies, equipment, expenses of traveling
and subsistence, and for the purchase and hire of animal-drawn or
motor-propelled passenger-carrying vehicles, and upkeep of same,
and for every other expense incident to the enforcement of the pro-
visions of this act, there is hereby appropriated, out of any money
in the Treasury not otherwise appropriated, the sum of $300,000,
or so much thereof as may be necessary: Provided, That not to
exceed $10,000 shall be expended in the purchase of motor-propelled
passenger-carrying vehicles.
Approved, October 6, 1917.
The above act was amended by the sundry civil appropriation act,
approved July 1, 1918 (Pub. 181) as follows:
Provided, That any license issued under the act of
October sixth, nineteen hundred and seventeen, may be
canceled by the Director of the Bureau of Mines if the
person to whom such license was issued shall, after
notice and an opportunity to be heard, be found to have
violated any of the provisions of the act.
Provided further, That platinum, iridium, and palla-
dium and compounds thereof are hereby made subject
to the terms, conditions, and limitations of said act of
October sixth, nineteen hundred and seventeen, and the
Director of the Bureau of Mines is hereby authorized,
under rules and regulations approved by the Secretary
of the Interior, to limit the sale, possession, and the use
of said material.
THE PRESIDENT'S PROCLAMATION.
-
Whereas, under and by virtue of an act of Congress entitled "An
act to prohibit the manufacture, distribution, storage, use, and pos-
session in time of war of explosives, providing regulations for the
safe manufacture, distribution, storage, use, and possession of the
same, and for other purposes," approved by the President on the
6th day of October, 1917, it is provided among other things that
from and after forty days after the passage and approval of said act
no person shall manufacture, distribute, store, use, or possess ex-
plosives or ingredients thereof, not including explosives for the
military or naval service of the United States of America under the
authority of the Government or ingredients in small quantities not
used or intended to be used in the manufacture of explosives, and
not including small-arms or shotgun cartridges, unless such person
shall obtain a license issued in the name of the Director of the
Bureau of Mines, except that any workman may purchase or accept
explosives or ingredients thereof under prescribed conditions from
a licensed superintendent or foreman.
And whereas, it is further provided in said act as follows:
"That the Director of the Bureau of Mines, with the approval
of the President, is hereby authorized to utilize such agents, agencies,
and all officers of the United States and of the several States. Terri-
tories, dependencies, and municipalities thereof, and the District of
Columbia, in the execution of this act, and all agents, agencies, and
all officers of the United States and of the several States and Terri-
tories, dependencies, and municipalities thereof, and the District of
Columbia, shall hereby have full authority for all acts done by them
in the execution of this act when acting by the direction of the
Bureau of Mines."
Now, therefore, I, Woodrow Wilson, President of the United
States of America, by this proclamation do announce the follow-
ing:
That from and after the 15th day of November, 1917, and during
the present war with Germany, it will be unlawful to manufacture,
distribute, store, use, or possess explosives or ingredients thereof,
except as provided in said act.
That the Director of the Bureau of Mines is hereby authorized to
utilize, where necessary for the proper administration of said act,
the services of all officers of the United States and of the several
States, Territories, dependencies, and municipalities thereof, and of
the District of Columbia, and such other agents and agencies as he
may designate, who shall have full authority for all acts done by
them in the execution of the said act when acting under his direction.
In witness whereof, I have hereunto set my hand and caused the
seal of the United States to be affixed.
(15)
1
16
Done in the District of Columbia, this twenty-sixth day of October,
in the year of our Lord one thousand nine hundred and seventeen,
and of the independence of the United States of America, the one
hundred and forty-second.
[SEAL.]
:
By the President:
ROBERT LANSING,
Secretary of State.
!
WOODROW WILSON.
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Tag der mündlichen Prüfung: 27. Februar 1912
Berlin
Gedruckt bei Julius Sittenfeld
1912.
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Quellenverzeichnis.
Sonndorfer: „Der internationale Eierhandel".
Zeitschrift: „Die Eierbörse“.
Berliner Markthallenzeitung".
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„Die Kolonialwaren-Woche".
Jahrbücher für Handel und Induſtrie“ (Jahresbericht der Korporation der
Kaufmannschaft zu Berlin).
"
Dr. Trumpler: Artikel Vinfulation" in Monatsschrift für Handelsrecht
und Bankwesen“ 1903.
Gutachten der Handelskammer zu Breslau über Vinkulation in „Monats-
ſchrift für Handelsrecht und Bankwesen“ 1899.
Gutachten der Aeltesten der Kaufmannschaft zu Berlin über Usancen im
Berliner Eierhandel „Berlin und seine Eisenbahnen" 1896, von der
Regierung herausgegeben.
Fr. Prall: Ueber Eierkonservierung".
Enqueten bei Interessenten des Berliner Eiergroßhandels und eigne Beob-
achtungen.
Im Text angegebene Quellen.
OARTO
Inhaltsangabe.
Einleitung
Einiges über den internationalen Eiergroßhandel
Berliner Eiergroßhandel im allgemeinen.
9
18
25
Die Träger des Berliner Eiergroßhandels und die Formen des Geschäfts 29
Die Bank im Dienste des Eierhandels
34
Der Eierſpezialmarkt .
38
Die Interessenvertretung des Eiergroßhandels
47
Das Schiedsgericht
49
Das Sachverständigenamt
51
Die Geschäftsbedingungen
53
Faktoren der Preisbildung am Berliner Markte
57
•
•
Einleitung.
Deutschland hat neben England von allen Staaten
Europas den größten Import von Eiern. Gegenüber dieſer
Einfuhr, die noch im steten Wachsen begriffen ist, hat die
Ausfuhr eine sehr geringe Bedeutung.
Deutschlands Ein- und Ausfuhr im Spezialhandel von
Eiern (bis 1906 inklusive von Eiern und Eigelb) betrug:
Einfuhr

1900
1901
1902
1903
1904
1905
1906
1907
1908
1909
•
•
•
1900 .
1901
1902
1903
1904
1905
1906
1907
1908
1909
•
118 169 700 kg Br.
116 486 500
128 153 800
124 776 900
123 991 700
130 737 100
149 642 800
149 455 200
-
139 292 800 s
137 009 800
•
=
11
*****
=
·
ព
*
900 400 =
659 700
594 900
491 200
Ausfuhr
613 100 kg Br.
698 800
-
968 900
1 035 500
1 097 800
1 231 200
***
11
11
"1
=
0
0
}}
}}
}}
0
11
103 227 000 M.
104 773 000
115 071 000
108 377 000
114 651 000
121 350 000
144 557 000
= 149 707 000
136 990 000
156 559 000
บ
597 000 M.
699 000
969 000
1 036 000
1 098 000
1 354 000
991 000
726 000
654 000
564 000
=
11
W
=
11
WI AI
Aus diesen anwachsenden Zahlen des Imports kann
man nicht zugleich den Schluß ziehen, daß die inländische
Produktion zurückgeht. Dem steht nämlich die Tatsache ent-
gegen, daß bei der zweiten Geflügelzählung im Jahre 1900
Deutschland einen Geflügelbestand von 64 573 242 Stück hatte,
im Jahre 1907 dagegen 77 103 045 Stück. Dieser Annahme
ſteht ferner entgegen, daß seit den lezten Jahrzehnten in den
Geflügelzuchtvereinen, Geflügelausstellungen usw. Bestrebungen
sich geltend machen, das deutsche Geflügel zu vermehren und
zu veredeln, und nicht zum letzten auch die Gründungen zahl=
reicher Absaßgenossenschaften, die infolge einer guten Verkaufs-
organisation thren Mitgliedern höhere Preise für die Eier bezah=
len können, als diese beim Absaß an ländliche Auffäufer erzielen
würden, und so das Interesse für die Geflügelzucht beleben.
10
Wenn man nun fragt, wo genügt dem Bedarf an Eiern
die inländische Produktion nicht, wo wird also die vom Aus-
lande importierte Ware in den Konsum gebracht, ſo iſt die
Antwort: in den größten und größeren Städten. Zahlen-
mäßig läßt sich das schwer nachweisen, denn außer in Berlin,
Hamburg, Frankfurt a. M. konnte man mir auf meine Anfrage
in den Städten, die als größere Importpläge für aus-
ländische Eier bekannt sind, keinerlei statistische Angaben über
den Eingang von Eiern geben. (Die Zahlen von Hamburg
lassen hauptsächlich nur den Import vom Auslande, die von
Frankfurt a. M. nur die Mengen der dort verzollten Ware
erkennen.) Nach Sonndorfer betrug die Einfuhr Hamburgs
1906: 36 520 930 kg 1907: 39 265 997 kg
1906: 26 346 876
-
1907: 27 382 622
I
die Ausfuhr
ſo daß in den Kon-
fum übergingen 1906: 10 174 054 kg
1907: 11 883 375 kg
Die in Frankfurt a. M. verzollten Eier betrugen nach
den Berichten der dortigen Handelskammer
10 265 000 kg
1906
1907
9 167 700
7 737 400
1908
1909
6 771 200
1910
9 823 300
1885
1886
1887
1888
1889
•
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908
1909
1910
•
.
Uebergehend zur Betrachtung des Berliner Eierimports seien.
zunächst die Zahlen der Ein- und Ausfuhr der legten Jahrzehnte
wiedergegeben, die den Jahresberichten der Korporation der
Kaufmannschaft über den Berliner Eierhandel entnommen sind:
Einfuhr
Ausfuhr
13 269 446 kg Br.
14 681 433
17 873 804
20 865 676
19 491 510
21 285 044
24 109 208
23 120 547
22 983 710
24 744 112
25 914 126
26 496 151
27 975 780
27 642 840
29 179 660
30 280 620
30 243 132
29 986 958
28 897 172
31 071 271
33 388 301
39 627 837
42 772 281
39 595 915
41 798 071
42 161 690
U
W
W
11
****
=
11
=
11
"
11
11
11
=
1
"
11
=
C
=
-
W
W
=
M
"
n
W
11
"1
11
"
11
W
n
W
U
n
n
11
18
=
*****

11
1 325 204 kg Br.
1 724 630
1 924 206
2 742 024
2 319 064
2 765 765
3 429 122
3 316 961
3 492 952
3 347 426
3 668 087
2 410 347
2 292 661
2 018 967
2 301 306
2 582 087
2 611 848
2 299 640
1 793 963
2 197 415
2 043 140
2 317 111
3 255 101
2 683 530
2 411 736
2 924 382
n
n
11
=
18
11
11
n
S
C
ล
11
=
0
W
******
1}]
W
"
The
-
-
11
W
0 11 1101111011111111111A
=
=
=
u un
=
11
11
11
Die Ein- und Ausfuhr repräsentierte in den lezten zehn
Jahren, umgerechnet zum jeweiligen Durchschnittspreis für
normale Eier, in Berlin folgenden Wert:

1901
1902
1903
1904
1905
1906
1907
1908
1909
Wert der Einfuhr
Mm.
25 299 389
25 564 881
24 643 506
27 296 518
32 328 775
37 560 514
42 384 480
40 408 952
43 893 546
Wert der Ausfuhr
M.
2 184 900
1 960 518
1 529 891
1 930 208
2 367 861
2 190 441
2 225 588
2 738 629
2 532 646
Die Zahlen der Ein- und Ausfuhr sind Zusammen-
stellungen der Ein- und Ausgänge von Eiern bei den ver-
schiedenen Güterbahnhöfen Berlins. Sie bilden die einzig
vorhandene Statistik der Ein- und Ausfuhr dieser Ware nach
und von dem Berliner Wirtschaftsgebiet, d. h. Berlin und
feinen Vororten. Geben uns diese Zahlen nun ein richtiges
Bild von der Größe des Berliner Eierhandels? Dazu iſt
folgendes zu sagen. Der allergrößte Teil der eingeführten
Eier wird mit der Eisenbahn nach Berlin transportiert, die
Ausfuhr erfolgt lediglich auf diesem Wege. Ein geringer Teil
der Ankünfte entzieht sich der Statistik in den Sendungen, die
mit der Post an einige Butterdetailgeschäfte und an Konſu-
menten direkt geschicht werden. Ferner fehlen in den Zahlen
die Sendungen Eier, die auf Wagen nach Berlin transportiert
werden. Dieser Teil der Ankünfte dürfte aber noch geringer
ſein als der durch die Post beförderte, denn es kommen hier
nur Eier aus der allernächsten Umgebung der Hauptstadt in
Betracht. Auf dem Wasserwege kommen feine Eier direkt nach
Berlin. Die Statistik dürfte also fast die ganze Einfuhr,
ſicher aber die ganze Ausfuhr erfassen. Sie ist genauer als
andere statistische Ausweisungen der Bahnverwaltungen, da
die Gepflogenheit der preußischen Eisenbahn, Stückgüter unter
500 kg statistisch nicht zu verzeichnen, hier keinen Eingang ge-
funden hat; vielmehr enthält die Statistik auch die Stückgüter
bis zu 20 kg.
Ein Uebelstand dieser Statiſtil iſt der, daß sie keinen
Unterschied macht zwischen der Zufuhr von Eiern aus dem
Inlande und der aus dem Auslande. Es läßt sich aber auf
Grund der spezialisierten Zahlen der einzelnen Bahnhöfe eine
ungefähre Schäßung von der Größe der inländiſchen und
der der ausländischen Zufuhr anstellen. Eierladungen aus
Rußland und aus Desterreich-Ungarn (diese beiden Länder
find die Bezugsquellen, aus denen Berlin, wie noch zu zeigen
ſein wird, faſt ſeinen ganzen Bedarf an ausländischen Eiern
dect) kommen nur am Schlesischen und am Anhalter Bahn-
hof an. Der Anhalter Güterbahnhof erhält ausländische Eier
nur in den Frühjahrs- und Sommermonaten, und zwar nur
die. welche zur Konservierung im Kühlhause bestimmt sind,
weil von dort aus ein Anschlußgleis nach dem Grundstück
der „Gesellschaft für Markt- und Kühlhallen“ führt. Von den
12
anderen Berliner Güterbahnhöfen erhalten ausländische Eier-
sendungen im geringen Umfange nur noch der Stettiner und
der Hamburg-Lehrter Bahnhof und zwar der Stettiner geringe
Mengen dänischer, der Hamburg-Lehrter holländische Ware;
doch bilden dieſe ausländischen Eingänge nur einen verhältnis-
mäßig geringen Bruchteil des gesamten Eierempfanges dieser
Bahnhöfe. Wenn wir davon absehen, so können wir die
Eingänge am Schlesischen und Anhalter Bahnhof einerseits
und die am Hamburg-Lehrter, Görlizer, Potsdamer, Ost-, Nord,
Stettiner Bahnhof andererseits gegenüberstellen und behaupten:
die Eingänge der ersten Gruppe tommen aus dem östlich und
südöstlich von Berlin aus gelegenen Auslande, die der leßteren
Gruppe aus dem Inlande. Wir müssen uns aber dabei der
beiden Fehler bewußt bleiben, daß auch der Schlesische und
der Anhalter Bahnhof inländische Eiersendungen haben und
daß andererseits auch bei den Bahnhöfen der zweiten Gruppe
geringe Mengen von Eiern aus dem Auslande eintreffen. Es
ist aber nicht zu verkennen, daß die beiden Fehler sich teil-
weise kompensieren; ein Saldo dürfte nur zugunsten der
Zufuhr vom Inlande bleiben.
Ein- und Ausgänge bei den einzelnen Güterbahnhöfen
betrugen :
Schlesischer Bahnhof .
Hamburg-Lehrter Bahnhof
Görlizer Bahnhof .
Berlin-Potsdamer Bahnhof
Ditbahnhof
Nordbahnhof
Stettiner Bahnhof
Anhalt-Dresdner Bahnhof •
Schlesischer Bahnhof .
Hamburg-Lehrter Bahnhof
Görlizer Bahnhof
Berlin-Potsdamer Bahnhof
Ostbahnhof
Nordbahnhof
Stettiner Bahnhof
Anhalt-Dresdner Bahnhof ·
•
Schlesischer Bahnhof
Hamburg-Lehrter Bahnhof .
Görlizer Bahnhof
Berlin-Potsdamer Bahnhof
Ostbahnhof
Nordbahnhof
Stettiner Bahnhof
Anhalt-Dresdner Bahnhof .
·
1904
•
1905
1906
Eingang
29 207 944
47 840
45 190
15 103
460 062
91 380
375 110
732 642
Eingang
31 514 106
55 966
38 310
13 070
496 333
26 470
379 100
714 946
Eingang
37 536 451
54 744
12 700
43 961
649 495
19 560
435 760
785 168
Ausgang
333 210
39 753
80 590
416 943
85 693
350 380
934 946
Ausgang
318 755
64 393
71 660
364 585
54 794
5 000
353 550
840 403
Ausgang
582 740
27 629
81 330
539 183
59 390
356 590
670 743
S
P
13
Schlesischer Bahnhof .
Hamburg-Lehrter Bahnhof
Görlizer Bahnhof
Berlin-Potsdamer Bahnhof
Ostbahnhof.
Nordbahnhof
Stettiner Bahnhof
Anhalt-Dresdner Bahnhof ·
Schlesischer Bahnhof
Hamburg-Lehrter Bahnhof
Görliger Bahnhof.
Berlin-Potsdamer Bahnhof
Ostbahnhof
Nordbahnhof
Stettiner Bahnhof
Anhalt-Dresdner Bahnhof •
•
Schlesischer Bahnhof
Hamburg-Lehrter Bahnhof
Görlizer Bahnhof
Berlin-Potsdamer Bahnhof
Ostbahnhof
Nordbahnhof
Stettiner Bahnhof
Anhalt-Dresdner Bahnhof .
·
Schlesischer Bahnhof .
Hamburg-Lehrter Bahnhof .
Görlizer Bahnhof.
·
•
Schlesischer Bahn-
hof
Anhalt - Dresdner
Bahnhof
•
·
1907
1908
1909
1910
29 207 944
Berlin-Potsdamer Bahnhof
Ostbahnhof
Nordbahnhof
Stettiner Bahnhof
Anhalt-Dresdner Bahnhof .
In der oben besprochenen Weise gruppiert
Eingänge an Eiern der einzelnen Bahnhöfe:
1904
29 940 586
Eingang
40 054 500
85 256
18 380
113 522
607 954
5 600
497 820
1 488 779
Eingang
36 912 000
80 982
20 020
69 430
618 020
17 210
509 584
1 348 639
Eingang
39 449 911
84 315
29 340
43 884
468 979
91 397
417 493
1 212 752
Eingang
39 515 000
148 202
17 360
76 645
618 102
96 059
407 120
1 272 892
Hamburg-Lehrter
Bahnhof
Görlizer Bahnhof
732 642 Berlin-Potsdamer
Bahnhof
Ostbahnhof
Nordbahnhof .
Stettiner Bahnhof
Ausgang
493 860
25 007
75 060
768 149
109 937
480 930
852 158
Ausgang
895 910
16 128
79 310
619 942
126 428
5 000
330 289
610 523
Ausgang
889 980
33 438
86 970
720 160
111 478
3 605
346 621
209 604
Ausgang
680 890
45 254
88 180
721 539
200 188
530 770
647 561
betrugen die
47 840
45 190
15 103
460 062
91 380
375 110
1 034 685
14
Schlesischer Bahn-
hof
Anhalt-Dresdner
Bahnhof
Schlesischer Bahn=
hof
Anhalt- Dresdner
Bahnhof
Schlesischer Bahn-
hof
Anhalt-Dresdner
Bahnhof
•
•
Schlesischer Bahn-
hof
Anhalt- Dresdner
Bahnhof
•
1905
Hamburg-Lehrter
Bahnhof
Görlizer Bahnhof
714 946 Berlin-Potsdamer
Bahnhof
Ostbahnhof
Nordbahnhof.
Stettiner Bahnhof
31 514 106
32 229 052
1906
Hamburg-Lehrter
Bahnhof
Görlizer Bahnhof.
785 168 Berlin-Potsdamer
Bahnhof
Ostbahnhof
Nordbahnhof.
Stettiner Bahnhof
37 536 451
38 321 619
1907
40 054 500
Hamburg-Lehrter
Bahnhof
Görlizer Bahnhof
1 488 779 Berlin-Potsdamer
Bahnhof
Ostbahnhof
Nordbahnhof.
Stettiner Bahnhof
41 543 279
Schlesischer Bahn-
hof
Anhalt - Dresdner
Hamburg-Lehrter
Bahnhof
Görlizer Bahnhof
Bahnhof . . 1 348 639 Berlin-Potsdamer
Bahnhof
Ostbahnhof
Nordbahnhof
Stettiner Bahnhof
1908
36 912 000
38 260 639
1909
40 662 663
Hamburg-Lehrter
Bahnhof
Görlizer Bahnhof
39 449 911
1 212 752 Berlin-Potsdamer
Bahnhof
Ostbahnhof
Nordbahnhof .
Stettiner Bahnhof
•
•
•
55 966
38 310
13 070
496 333
26 470
379 100
1 009 249
54 744
12 700
43 961
649 495
19 560
435 760
1 216 220
85 256
18 380
113 522
607 954
5 600
497 820
1 328 532
80 982
20 020
69 430
618 020
17 210
509 584
1 315 246
84 315
29 340
43 884
468 979
91 397
417 493
1 135 408
15
Schlesischer Bahn-
hof
Anhalt-Dresdner
Bahnhof
•
1910
39 515 000
Hamburg-Lehrter
Bahnhof
Görliger Bahnhof
1 272 892 Berlin-Potsdamer
Bahnhof
Ostbahnhof
Nordbahnhof
Stettiner Bahnhof
148 202
17 360
76 645
618 102
96 059
407 120
*) 1 363 488
40 787 892
Nach den wie oben ermittelten Schäßungen trägt die
inländische Produktion zur Befriedigung des Berliner Eier-
konsums zirka 3% bei, ist also für die Versorgung Berlins
mit Eiern herzlich unbedeutend**). Für diese Erscheinung
fann ich nur folgende Erklärung finden. Mit dem Wachs-
tum der Stadt und mit dem
mit dem Entstehen eines wahren
Massenkonsums mußte sich der städtische Nahrungsmittel=
handel nach einer Zufuhr von Eiern umsehen, die der Nach-
frage genügte und die auch im Herbst und Winter nicht
aussette. In der inländischen Produktion_fand der Bedarf
Berlins einerseits wegen der Spärlichkeit derselben, andererseits
wegen der neu aufkommenden Konkurrenz der Nachfrage seitens
der anwachsenden Provinzstädte teine genügende Befriedigung.
Dieser Mangel mußte sich besonders im Herbst und Winter
fühlbar machen. Die so entstandene Lücke in der Versorgung
Berlins füllte ein neu aufkommender Eiergroßhandel aus,
der ausländische Ware importierte, die in den Produktions-
ländern bedeutend billiger war als die inländiſche, ſo daß ſie
unter Berücksichtigung aller Transport- und Handelsſpeſen mit
Gewinn am Berliner Markt abgeſeßt werden konnte, und die
zugleich so reichlich vorhanden war, daß sie den Berliner
Bedarf zu feiner Jahreszeit im Stich ließ. In der Gegen-
wart, wo die inländischen Eier durch den gewaltig ange-
stiegenen Import vom Auslande fast vom Berliner Markt
verdrängt sind, spielt sich ein Konkurrenzkampf zwischen in-
ländischer und ausländischer Ware nur noch auf folgenden
Gebieten ab: Zufuhren von inländischen Eiern haben in
Berlin hauptsächlich Detailgeschäfte, aber auch der Engros-
handel hat einen geringen Umsak in dieser Ware.
Detailgeschäfte halten inländische Eier als Nebenartikel zum
Verkauf. Es sind Buttergeschäfte, ferner Delikateßwarenges
ſchäfte, aber auch Gemüsekram- und Vorkoſthandlungen sowie
Milchwirtschaften, ferner zeitweise Wildbret- und Geflügel-
handlungen. Die Beziehungen, die diesen Detailgeschäften
inländische Eier zuführen, sind recht mannigfache. Die wenigen
Die
*) Die Summen dieser Zahlen differieren mit den oben an-
gegebenen, den Berichten der Korporation der Kaufmannschaft
zu Berlin entnommenen, welcher Umstand wohl auf Schreib-
fehler zurückzuführen ist.
**) In „Berlin und ſeine Eiſenbahnen“ findet sich für das
Jahr 1896 eine schäßungsweise Teilung der Zufuhr in 90%
ausländische und 10% inländische; bei den Verhandlungen
der Zolltariffommiſſion im Jahre 1902 wurde eine solche von
95% ausländischer und 5% inländischer genannt.
16
großen Firmen, die in Berlin das Buttergeschäft in Händen
haben und durch ein weit ausgebreitetes Neß von Verkaufs-
stellen den Absag im fleinen an die Konsumenten organisiert
haben, haben teils Verträge mit Geflügelzuchtvereinen und
Eierabsaßgenossenschaften auf Lieferung von Etern, teils be-
kommen sie die Ware von eigenen Gütern und Molkereien, die
auch Geflügelzucht betreiben. Gemüsekram- und Wildhändler
erhalten inländische Eier von den ländlichen Aufkäufern, die
ihnen auch die andere Ware liefern. Diesem Detailhandel
steht der Großhandel mit inländischen Eiern weit nach. Ein
Engroshandel mit inländischen Eiern besteht unter den berufs-
mäßigen Berliner Eiergroßhändlern, die sich sonst nur mit
dem Import und Absaß der ausländischen Ware befassen.
Einige Importeure und wenige Eiergroßhändler kaufen zur
Zeit der größten Produktion in den Monaten März bis Juni
geringe Mengen inländischer Ware auf. Seit zwei Jahren
haben diese Importeure den Versuch unternommen, auch
am Berliner Eierspezialmarkt den Handel mit inländischer
Ware einzuführen. Die Umfäße waren bisher jedoch sehr
gering. Der Preis, den die Ware bei diesen Geschäften erzielte,
war im Durchschnitt der Monate:
-
März
April
4,01
3,59
per Schock netto, ohne den usancemäßigen Rabatt von 2 Schock
per Riste à 1440 Stück. Ferner findet ein Engrosverkehr mit
inländischen Eiern in der Zentralmarkthalle statt; hier wird
diese Ware wie jede andere von städtischen Verkaufsvermittlern
im Wege der Verauftionierung verkauft. Eine wie geringe
Ausdehnung aber die dort erzielten Umfäße haben, läßt sich
aus einer von beteiligter Seite gemachten Schäßung entnehmen,
die die jährlichen Ümsäße auf noch nicht 200 Schod an=
nimmt. Das inländische Et gilt als eine „Delikatesse“.
Der größte Teil der nach Berlin aus dem Inlande kommenden
Eier werden als „Trinteier" verkauft, worunter man große
und völlig friſche Eier versteht, die zum persönlichen Genuß,
meist nicht zur Zubereitung von Speisen verbraucht werden.
Der Preis inländischer Eier ist das ganze Jahr hindurch
höher als der der ausländischen Ware; zu ihren Käufern ge-
hören Krankenhäuser, bessere Hotels, die wohlhabenderen
Schichten der Bevölkerung. Die größte Menge inländischer Eier
gelangt in den Frühjahrs- und ersten Sommermonaten auf
den Markt, d. h. zu einer Zeit, wo die Zufuhr aus dem Aus-
lande fast ausnahmslos friſch und in guter Qualität in
Berlin anlangt. In dieser Zeit steht ein russisches und öster=
reichisches Ei einem inländischen an Güte kaum nach. Die
Folge ist, daß die Käufer wegen des billigeren Preiſes dem
ausländischen Ei den Vorzug geben. Im Herbst und Winter
liegen die Verhältnisse für den Abſaß der inländischen Eier
bedeutend günstiger, "weil dann ein Teil der Zufuhr aus den
russischen und österreichischen Produktionsländern in schlechterer
Qualität nach Berlin kommt. Diese Erscheinung findet ihren
Grund in dem Hang aller am Eierhandel im Pro-
duktionslande Beteiligten, den Vorrat an Eiern in der
Hoffnung auf Steigen der Preise eine Zeitlang zurückzuhalten.
In diesen Zeiten unterscheidet der Berliner Eierhandel die
1909
1910
Mai
3,80
8,75
Juni
#
3,90
4,- M.
17
K
für vollfr. ausl. Eier
normale Eter
ausländische Zufuhr auch in vollfrische und in normale Ware.
Daß für vollfrische aber dann eine große Nachfrage besteht,
das ergibt sich aus der bedeutenden Preisdifferenz der beiden
Sorten. Am Berliner Eierſpezialmarkt ſtellte sich der Preis
im Durchschnitt der Monate
-
•
Juni Juli Aug. Sept. Okt. Nov. Dez.
1909
3,82 3,80 3,93 4,19 4,65 5,76 5,94
3,37 3,37 8,39 3,72 4,01 4,68 4,62
1910
für vollfr. ausl. Eier 3,60 3,59 3,51 4,41 5,39 5,51 5,31
normale Eier 3,15 3,24 3,30 3,99 4,54 4,72 4,56
Die hohen Preiſe, die alſo in dieser Zeit für frische Eier
zu erzielen sind, kommen der inländischen Produktion in nur
ganz geringem Maße zugute, denn die Zufuhr aus dem In-
Lande geht dann auf ein Minimum zurück. Die Nachfrage
nach frischen Eiern muß dann größtenteils mit ausländiſcher
Ware, mit dänischer und holländischer und in den Monaten
Januar und Februar mit ungarischer Produktion befriedigt
werden.
Da inländische Eier in Berlin teinen eigentlichen Groß-
verkehr haben, so haben sie auch mit Ausnahme der ſporadi-
schen Preisnotiz am Eierſpezialmarkt in den Monaten März
bis Juni teine eigene Pretsbildung. Ihr Preis hängt von
dem der ausländischen Ware ab. In den großen Butter-
geschäften wird der Preis für inländische Eier so bestimmt,
daß unter Berücksichtigung der Notiz für ausländische Eier
am Spezialmarkt und unter Berücksichtigung des Einkauf-
preises ein angemessener Preis für den Detailverkauf ange=
fegt wird.
Aus allen diesen Ausführungen geht hervor, daß bei
einer Betrachtung des Berliner Eiergroßhandels nur der
Handel mit ausländischen Eiern in Frage kommen kann.
2
Einiges über den internationalen
Eiergroßhandel.
Der Berliner Eiergroßhandel ist ein Stück des internatio-
nalen Eiergroßhandels, dessen Aufgabe es ist, den Ueberschuß
der Eierproduktion der einen Gruppe von Ländern einer
andern Gruppe von Ländern, deren Eierkonsum größer ist
als die eigene Produktion, zu übermitteln. Ueber den
internationalen Eiergroßhandel ist hier das zum Verſtändnis
des Berliner Eiergroßhandels Notwendige zu sagen.
Von der Größe des internationalen Eiergroßhandels
entwirft folgende von Professor Sonndorfer ¹) aufgestellte
Statistik ein Bild:
Import der europäischen Staaten im Jahre 1906.

England.
Deutschland
Frankreich
Belgien.
Schweiz
Spanien.
Schweden
*
Norwegen
Finnland
Holland
Griechenland
170 355 000
177 600 000
14 425 000
6 960 000
18 670 000
3 150 000
1 839 000
92 400
1 635 000
1 265 000
106 600
Summe
| 325,890 | 5888,-
391 098 000
Dieser Import wurde durch folgende Staaten gedect:
Rußland
Desterreich-Ungarn
Dänemark
Balkanstaaten
Italien
Aegypten
Marokko
Canada
Portugal
•
•
In
In
Millionen Millionen
kg Brutto Stück
138,110 2265
149,643 2454
12,496
205
5,854
96
11,401
188
42
34
•
2,534
2,073
0,084
1,805
1,067
0,323
In
In
Millionen Millionen
kg Brutto Stüc
172,744
59,004
17,927
35,366
31,116
3,780
4,268
1,4
29,6
17,5
5,5
Summe
1) „Der internationale Eterhandel."
2833
966
294
580
511
62
70
28
12
1,707
0,732
326,644 5356
Amtlich festgesteα=
ter Einfuhrwert
in Kronen ö. W.
umgerechnet

Amtlich festgeste¤-
ter Einfuhrwert
in Kronen ö. W.
umgerechnet
140 941 000
62 757 000
25 269 000
31 683 000
51 900 000
2 591 000
4 200 000
2 553 000
900 000
322 794 000
19
Bei dieser Tabelle ist zu beachten, daß bei den Export-
ländern die Größe des Exports abzüglich des Imports, bei
den Importländern die Größe des Imports abzüglich des
Exports eingesezt ist. Zur Ermittelung der Stückzahl ist als
Nettogewicht 82% des Bruttogewichts angenommen und auf
1 kg netto sind 20 Stück Eier gerechnet.
Im einzelnen betrug der Import Deutschlands in den
lekten vier Jahren (im Spezialhandel)·
Belgien
Bulgarien
Dänemark
Frankreich
Italien
Niederlande
Desterreich-Ungarn
Rumänien
Rußland in Europa.
Schweiz
Serbien
Türkei in Europa.
Aegypten.
•
Belgien
Bulgarien
Dänemart
Frankreich
Italien
Niederlande
Desterreich-Ungarn
Rumänien
Rußland in Europa
Schweiz
Serbien
Türkei in Europa
Aegypten
•
1907
268 000 kg
6 316 000
62 400
148 300
4 914 800
4 134 500
58 975 100
3 929 400
66 097 200
445 100
1 899 600
2 067 400
11 11
4 370 400
0
11
·
D
n
143 800
1909
216 800 kg
-
222 500
253 300
4 592 200
5 431 400
53 924 200 =
2 883 900
62 447 000
206 000
995 900
11 179 900
204 300
***
-
=
=
n
=
1908
294 800 kg
3 850 300
138 800
133 900
5 951 800
4 484 300
61 303 200
3 312 900 =
57 435 500
330 700
1 214 400
615 200
50 300
104 400
n
4 154 900
430 700
153 800
4 104 800
7 677 600
56 701 400
2 614 500
71 583 200
155 200
1 755 600
1 096 400
138 500
***
****
0
1910
265 600 kg
-
11
น
Eier sind zu einem Welthandelsartikel geworden wie
Getreide. Es haben sich durch jahrzehntelangem Gebrauch
ganz einheitliche Regeln für die Verpackung und Sortierung
Herausgebildet: Eier werden für den Export verpact in
Kiſten à 1440 Stück. Die Kisten haben alle eine einheitliche
Form und Größe, sie sind 180 cm lang, 60 cm breit und
30 cm tief, sie haben dickere Kopfbretter und dünnere Seiten=
bretter, die Lücken von Zweifingergröße lassen. Jede Kiste
ist durch eine doppelte Mittelwand in zwei gleiche Hälften
geteilt, so daß sie leicht in zwei Halbkiſten auseinander gesägt
werden kann. Zum Export gelangen meistens nur die besten
und größten Eier eines Distrikts, die minderwertige Ware
bleibt im Lande. Daher bedarf die im Exportlande an den
Markt kommende Ware einer Sortierung nach Größe und
Qualität. Bezüglich der Größe sind die üblichen Klassen:
extragroße, mittelgroße und kleine Eier. Leßtere sind solche,
die durch den 38 mm-Ring gehen. Auf die Qualität hin
werden die Eier im Großhandel allgemein mittels des Eier-
Dorm
2*
20
spiegels geprüft. Der Eierspiegel ist eine Lampe, dessen Zylinder
eine undurchsichtige Umkleidung trägt mit nur einer eigroßen,
runden Deffnung, durch die der Lichtstrahl bricht. Wenn in
einem verdunkelten Raume ein Ei vor dieſe Deffnung gebracht
wird, so ist sein Inhalt durchscheinend und kann auf Alter
und Gesundheit untersucht werden. Bezüglich der Qualität
unterscheidet man erste, zweite und dritte Sorte. In den
Monaten März bis Junt werden die Eier auf ihre Qualität
gewöhnlich nicht geprüft, weil dann alle Eier, die in den
Produktionsländern an den Markt kommen, frisch sind. Einer
Waggonladung Eier, die 100 Kisten enthält, find je nach der
Jahreszeit 10 bis 25 Kisten zweiter Sorte beigegeben und
2 bis 3 Kisten mit nur fleinen und angeſchmußten Eiern.
Diese Kisten mit den „Nebensorten" sind durch Signierung
kenntlich gemacht. Das Auftaufen der Eier in den Produktions-
ländern liegt in den Händen der Exporteure. Diese haben
ländliche Aufkäufer an der Hand, die ihnen die Ware zu-
führen und denen sie meistens auf die zu liefernde Ware
Vorschuß geben müssen. Die Mehrzahl der Exporteure find
kleine, wirtschaftlich schwache Existenzen, die nur mit Hilfe
eines vom Bankter gewährten Kredits eine Wagenladung
Eier auftaufen können. Es gibt unter ihnen aber auch große
Firmen, die an vielen Stellen des Landes Auftaufstellen
unterhalten. Auflaufstellen sind Zweigniederlassungen des
Hauptgeschäftes in den Produktionsdistrikten. Sie haben nur
die Aufgabe, Eier aufzukaufen, und zwar entweder nach einem
wöchentlichen Limit oder auf jedesmaligen Auftrag des Haupt-
geschäftes, das übrigens auch den Verlauf der an der Ein-
kaufstelle gesammelten und dort exportfertig sortierten und ver-
packten Eier in den Händen behält.
Eine wichtige Rolle spielen im internationalen Eierhandel
Konnossement und Frachtbrief duplikat. Das Konnossement
besizt im Eterhandel dieselbe Bedeutung wie im Getreide-
handel. Das Frachtbriefduplitat, das auch im internationalen
Eiſenbahnübereinkommen vorgeschrieben ist, ist rechtlich zwar
dem Konnossement nicht identisch, doch ist es dem Importeur
ein sicherer Beweis dafür, daß die Ware abgegangen ist, auch
ist dem Absender ohne Vorlegung des Duplikats die weitere
Verfügung über die verladene Ware genommen. Die nach
Deutschland importierten Eier unterliegen jeßt einem Einfuhr-
zoll von 2 M. per 100 kg bei Export aus Vertragsstaaten,
von 6 M. per 100 kg bei Export aus Nichtvertragsstaaten.
Dem Transport der Eier nach Deutschland stehen der
Landweg und der Wasserweg zur Verfügung. Der Wasserweg
wird wegen seiner Billigkeit gewählt für den Transport
russischer Eier über Petersburg und Riga nach den deutschen
Küstenstädten Stettin, Lübeck, Hamburg, Bremen uſw. ſowie via
Antwerpen nach der Rheinprovinz und auch wohl nach Süd-
deutschland. Bei weitem aber die größere Menge der Ware
wird auf dem Landwege nach Deutschland befördert. Für den
Verkehr zwischen den hauptsächlichſten Abladestationen Galiziens
und der Bukowina und den größeren Städten Deutschlands,
so auch Berlin, besteht der Ausnahmetarif 42, sofern die Ver-
ladung der Eier in halben Waggonladungen à 5000 kg oder
in ganzen à 10 000 kg geschieht. Dieser Tarif bestimmt für
jeden Importplag Deutschlands eine besondere, feste, von der
Entfernung unabhängige Fracht. Dem Verkehr zwischen den
21
russischen Produktionsländern und Deutschland werden die
Verbandtarife zugrunde gelegt. Nur für Waggonladungen
à 10 000 kg, die von Rußland nach den deutschen Hafenſtädten
rollen und zum Export nach außerdeutschen Ländern bestimmt
sind, sind Frachtermäßigungen vorgesehen, um der Konkurrenz
der russischen Ostseehäfen in der Verladung von Eiern be=
sonders nach England entgegenzuwirken.
An vorstehende Ausführungen ist noch einiges über die
Konservierung von Eiern anzuschließen wegen ihrer großen
Bedeutung für die Preisbildung im Eierhandel. Die Preise
von Eiern erfahren mit dem Wechsel von Sommer und Winter
und mit dem Steigen und Nachlassen der Produktion große
Schwankungen. Im allgemeinen kann man sagen, daß Eier
zwischen Ostern und Pfingsten am billigsten und um Weih-
nachten am teuersten sind. Dieser natürliche, große, jährlich
wiederkehrende Preisunterschied hat das Konservieren von
Eiern hervorgerufen. Von den vielen verschiedenen Konser-
vierungsverfahren haben in den Eiergroßhandel hauptsächlich
nur zwei Eingang gefunden: das Einlegen in Kaltwasser
und das Konservieren in Kühlräumen. Die Konservierung
der Eier in Kaltwasser ist das ältere und technisch unvoll-
kommenere Verfahren; das Einlagern in Kühlräumen ist seit
einem Jahrzehnt bekannt, hat aber in der kurzen Zeit eine
mächtige Ausdehnung erfahren. Ihm ist eine ungeahnte Ver-
mehrung der vom internationalen Eierhandel, sowohl von
Importeuren wie Exporteuren, jährlich konservierten Mengen
zuzuschreiben, da es nicht so sehr an Stelle der Konservierung
in Kaltwasser als neben dieſe getreten ist. Zur Durchführung
der Konservierung in Kalkwasser gehören größere Kellereien.
Die Eier werden eingelagert in große Bottiche aus Beton
oder Holz, die bis zu 100 000 Eier faſſen können. Nach
Fr. Prall „Die Eierkonservierung" wird als Kalkwasser ent-
weder eine klare Lösung von Calciumhydroxyd benußt oder
es wird ein Ueberschuß von frisch gelöschtem Kalk in Waſſer
getan und damit zu einer dünnen Kalkmilch verrührt. Durch
einen Zusaß von Kochsalz läßt sich zum Teil verhindern, daß
merkliche Mengen von Calciumhydroryd durch die Schale in
das Innere des Eies dringen. Eier, die in Kalkwasser ton-
ſerviert werden, verlieren nicht an Gewicht, da sie nicht ab-
trocknen, ihre Genußfähigkeit ist beeinträchtigt durch einen
Beigeschmack von Kaltwasser. Werden Kalleier zum Kochen
gebracht, so plagt meistens die Schale; ihr Eiweiß läßt sich
kaum noch zu Schaum schlagen. Ein Kalkei läßt sich sofort
als solches an der glanzlosen Schale erkennen. Statt Kalk-
wasser wird bei Maſſenkonservierungen auch zuweilen Waſſer-
glaslösung oder Garantol" verwandt. Bei Konservierung
in Kühlräumen muß die Temperatur dauernd von
bis +1° gehalten werden, die Luft muß eine Feuchtigkeit
von 80% besigen. Die Eier werden in den üblichen
Exportkisten verpackt eingelagert, und zwar hauptsächlich nur
Ware russischer und österreichischer Provenienz. Als Einlage-
rungsräume tommen wegen der techniſchen Schwierigkeit nur
Kühlhäuſer in Betracht, in denen die Abkühlung der Räume
mit Kältemaschinen bewirkt wird. In den meisten Kühl-
häusern wird die Temperatur im Lagerraum für Eier durch
Kühlröhren hergestellt, das Zuführen frischer Luft mit vorge=
schriebener Temperatur und Feuchtigkeit geschieht so, daß die
"
-10
0
―
22
Luft außerhalb des Lagerraumes abgefühlt und getrocknet
und dann durch Ventilatoren in den Kühlraum getrieben
wird. Die Eier lagern gewöhnlich fünf bis sieben Monate
im Kühlhause. Bei dem Herausnehmen ist es nötig, daß die
Eier, bevor sie der Außenluft mit einer andern Feuchtigkeit
und Temperatur ausgesetzt werden, zuvor eine Zeitlang in
einem Vorraume in einer nach patentiertem Verfahren ge=
trockneten Luft verweilen, da sonst die Feuchtigkeit der Außen-
luft sich auf das talte Ei niederschlägt und dasselbe zum
schnellen Verderben führt. Wie findet nun die Ueberlegenheit
der Konservierung in Kühlräumen vor der in Kaltwasser ihre
Erklärung, troßdem die Kosten des ersteren Verfahrens die des
letteren um ein vielfaches übertreffen? Dafür sind zwei Gründe
ausschlaggebend. Einmal ist das Konservieren in Kühlräumen
das technisch beſte Verfahren, es erhält das Ei am vollkom-
mensten. Das Ei wird im Geschmack wenig verändert, ſo
daß etwa ein fünf Monate altes Kühlhausei den Geschmack
eines etwa drei Wochen alten nicht konservierten haben kann.
Der Prozentsag der verdorbenen Eier ist verhältnismäßig ſehr
gering. Zum Kochen lassen sich Kühlhauseier gut verwenden,
ihr Eiweiß läßt sich noch zu Schaum schlagen. An der Schale
ist ein Kühlhausei von einem frischen nicht zu unterscheiden.
Gerade dieser Umstand iſt nicht zum geringsten Teil ausschlag-
gebend für den Erfolg der Kühlhauskonservierungsmethode.
Kühlhauseier gelangen nämlich sehr oft, und zwar nicht nur
in Deutschland, sondern auch in andern Ländern als frische
in den Handel. Das ist auch von den nicht unbeträchtlichen
Mengen Kühlhausetern zu sagen, die in Berlin in den Handel
tommen. In den Berliner Detailgeschäften werden Kühlhaus-
eier fast nie als solche deklariert, sie werden durchgehends als
frische, d. h. als nicht konservierte verkauft. Der Verdienst,
der durch den Verkauf dieser konservierten Ware als frische
gemacht wird, ist ein großer, denn der Preisunterschied der
beiden Sorten beträgt 0,50 bis 1, M. per Schock. Der
zweite Grund für den Steg der Kühlhauskonservierungs-
methode ist der, daß sie dem Eierhandel ein viel besseres
Mittel zur Durchführung seiner Spekulation ist, als Keller-
anlagen zum Konservieren in Kaltwasser es je sein können.
Das Konservieren von Eiern stellt sich vom Standpunkte des
Handels als eine Spekulation dar: der Händler nimmt in
den Zeiten, wo die Produktion reichlich und der Preis
niedrig ist, Ware. aus dem Markte, um sie im Herbst
und Winter, wenn die Produktion spärlicher geworden und
der Preis dementsprechend gestiegen ist, zu verkaufen. Dieser
spekulativen Natur der Konservierungen sind auch die
Schwankungen der konservierten Mengen von Jahr zu Jahr
zuzuschreiben. Nach den Jahren, in denen die Spekulation
Verluste erlitten hat, weil einerseits im Frühjahr die Preise
zu hoch waren infolge geringer Produktion oder lebhafter
Nachfrage zu Konservierungszwecken und andererseits die Preise
im Herbst und Winter niedrig, weil das Angebot der kon-
servierten Ware auf den Markt drückte oder eine milde Tem-
peratur die Produktion begünstigte, bemerkt man ſtets, wie
die Spekulation mit dem Einkauf zu Konservierungszwecken
Zurückhaltung übt, um später, wenn durch eine solche Ge-
fundung des Marktes die Spannung zwischen Sommer- und
Winterpreisen wieder eine natürliche geworden ist, abermals
*****
p
23
Januar
Februar
März
April
Mai
in den alten Fehler zu verfallen, nämlich zu viel Ware und
zu teuren Preisen für Konservierungszwecke aufzukaufen. Bei
dtefer Spekulation bietet aber das Kühlhaus dem Eierhandel
bessere Dienste als das Kaltbassin. Bei Einlagerungen in ein
Kühlhaus braucht der Eierhändler wegen räumlicher Be=
schränkung seiner Spekulation feine Grenzen zu seßen, auch
die finanzielle Beschränkung_schwindet fast; denn es wird ihm
leicht gelingen, die in ein Kühlhaus eingelagerte Ware bis zu
75% des Wertes meist von der Kühlhausgesellschaft selbst
beleihen zu lassen. Kühlhäuser gibt es außer in den west=
lichen Kulturstaaten noch in Rußland, das mehrere ganz
große, moderne Kühlhäuser beſigt. In den österreichischen
Produktionsländern ist die Kühlhaustonservierungsmethode
noch wenig verbreitet, dort herrscht noch die Konservierung
in Kaltwasser vor. Von den zwei großen Kühlhäusern, die
Berlin besitt, hatte bis 1909 nur das eine, das der „Gesell-
schaft für Markt- und Kühlhallen" an der Trebbiner Straße
Räume zur Einlagerung von Eiern eingerichtet, seitdem auch,
aber in sehr geringem Maße, das der „Norddeutschen Eis-
werke" an der Köpenicker Straße. Die Zahlen der jährlichen
Einlagerungen bei der Gesellschaft für Markt- und Kühl-
hallen" will die Direktion des Werkes aus naheliegenden
Gründen nicht veröffentlichen. Es läßt sich aber ein Bild
von der Größe dieser Einlagerungen und somit von der Aus=
dehnung der Konservierung in Berlin überhaupt gewinnen
aus dem Anschwellen der Empfangszahlen des Anhalter
Bahnhofs in den Frühjahrs- und Sommermonaten.
Eingang von Eiern am Anhalt-Dresdner Bahnhof:
•
Juni.
Juli
August
September
Oktober .
November
Dezember
•
Januar
Februar
März.
April
Mai.
•
Juni
Juli.
August
·
September.
Oftober.
November
Dezember
·
•
1903
1065 kg
6 340
=
7 891
15 704
22 529
32 735
58 268
16 686
21 276
17 913
1 915
2 009
15 180
17 987
3 875
25 304
147 161
376 797
118 982
60 578
1 607
8 520
-
n
N
11
=
M
1906
4 370 kg
4 807
n
1904
8875 kg
13 412
12 291
20 210
27 750
216 748
23 551
256 031
52 989
73 055
26 280
1 450
11
26 002
5 748
225 276
382 231
542 286
39 428
41 786
170 664
35 435
11 655
2
D
11
11
1907
6 925 kg
1 343
11
n
W
11
n
11
11
=
1905
5 742 kg
1 920
13 814
3 149
63 170
202 784
241 248
56 331
94 450
15 955
7 136
9 244
=
4 809
14 483
****
(
=
-
=
****
=
1908
1 135 kg
3160
3 981
4 929
2468
616 305
476 879
112 631
42 970
64 889
=
0
24
1
Januar
Februar
März
April
Mai
•
Juni
Juli
August
September
Oktober
November
Dezember
1909
5 719 kg
6 298
49 330
6 169
388 617
517 040
245 122
3 407
22 092
1 638
1 132
16 188
-
1910
4 045 kg
12 716
10 930
2416
317 792
778 844
47 424
49 058
14 830
7 485
2 597
24 755
-
-
=
-
Die Konservierungsmethode in Kalkwasser wird in Berlin
nicht angewandt. Die in Berliner Kühlhäusern eingelagerten
Eier find aber nicht die einzigen Mengen konservierter Ware,
die hier in den Handel kommen, vielmehr ist im Herbst und
Winter ein großer Teil des Imports Kall- und Kühlhaus-
eier, die in den Produktionsländern konserviert wurden.
Der Berliner Eiergroßhandel im allgemeinen.
nommen
"}
Die Stellung Berlins im internationalen Eiergroßhandel
ist die eines der größten Konſumpläge. Es wird ange-
aus Mangel an Aufzeichnungen an andern Import-
plägen ist es statistisch nicht zu beweisen daß Berlin nach
London für Eier der größte Konsumplag Europas ist.
Welchen Einfluß Berlin in dieser Eigenschaft auf die inter-
nationale Preisgestaltung ausübt, ist später zu untersuchen,
an dieser Stelle ist zunächst nur zu besprechen, aus welchen Pro-
duktionsländern Berlins Einfuhr an Etern stammt. Die
früher gebrachte Einfuhrstatistik gibt darüber keinen Aufschluß.
Angaben über die in Berlin verzollten Eier werden nicht ver-
öffentlicht. Einigermaßen richtige Auskunft können die regel-
mäßigen Besucher des Eierspezialmarktes geben, die erfahren,
in welchen Provenienzen" Geschäfte abgeschlossen werden.
Da stellt sich dann erstaunlicherweise heraus, daß von den
vielen Staaten, die Eier nach Deutschland einführen, nur
ganz wenige nach Berlin exportieren. Fast den ganzen Be-
darf Berlins an Eiern decken wohl zu gleichen Teilen Deſter-
reich-Ungarn und Rußland. Von andern ausländischen Eiern
kommen nur noch geringe Mengen rumänischer, holländischer
und dänischer an den Markt. Bei dem Import aus andern
Produktionsländern läßt sich von einer regelmäßigen Wieder-
tehr nicht sprechen. Es ist mir gelungen, leider nur für eine
Reihe von Monaten des Jahres 1911, die Abgangsstationen
der am Schlesischen Bahnhof´ anlangenden Eierladungen fest=
zustellen. Der so gewonnene statistische Einblick in das Ver-
hältnis der Bezugsländer zu einander dürfte deshalb nicht
ganz ohne Wert sein, da der Schlesische Bahnhof, wie die
frühere Eingangstabelle zeigt, den überwiegend größten Teil
der ausländischen Zufuhren bekommt. Die nachfolgenden
Zahlen können keinen Anspruch auf Vollständigkeit machen,
da einige Tage fehlen, wodurch das Gesamtbild aber wohl
faum verändert wird.
Eingänge am Schlesischen Bahnhof. Zahl der Kisten
à 1440 Stück Eier aus:
Mandala

Vom 27. Januar bis
31. Januar 1911
Februar 1911
März
April
Mai.
Juni
Juli
August
Vom 1. September bis
22. September
Desterreich-
Ungarn
3 656
13 277
34 814
19 932
16 828
8 169
8 985
13 653
12 053
→
Rußland
927
2 317
6 982
18 162
32 787
35 436
17 580
16 642
12 351
Rumänien und
teilweise aus
andern Ländern
175
240
1
26
Auch diese Zahlen bestätigen, daß der Berliner Bedarf
an Eiern fast ganz mit österreichischer und russischer Ware
befriedigt wird.
Die Bedeutung, die Berlin als Stapelplag für den
Artikel Eier hat, erreicht diejenige, die es als Konſumplag
einnimmt, bei weitem nicht. Daß aber Berlin als Stapel-
play in Betracht kommt, das zeigen die Zahlen der Ausfuhr.
Das Jahrbuch für Handel und Industrie" und teilweiſe
eigene Untersuchungen lehren, daß die Ausfuhrzahlen zum
einen Teil kleinere Stückgutsendungen von einer halben bis zu
einigen Kisten Eier betreffen, deren Absender Berliner Eier-
importeure sowohl wie Großhändler und deren Empfänger
Lebensmittelgeschäfte in den ferner gelegenen Vororten
Berlins, z. B. in Potsdam, Spandau usw., aber auch in
weiter gelegenen Städten und Städtchen der Provinz Branden-
burg und der benachbarten Provinzen sind. Dieser Teil der
Ausfuhr stellt also den Verkehr zwischen Großhändlern und
Kleinhändlern dar. Der andere Teil der Ausfuhr entsteht
durch die Weiterverladung ganzer Waggonladungen Eier nach
weiter gelegenen Importplähen Deutschlands oder nach dem
Auslande, nach England und Frankreich. Dieser Teil der
Ausfuhr stellt also den Zwischenhandel der Berliner Eier-
importeure dar.
Die Jahresberichte über den Eierhandel im „Jahrbuch
für Handel und Industrie" konstatieren seit mehr als einem
Jahrzehnt eine Abnahme dieses Zwischenhandels. Der
Statistit nach steigt die Ausfuhr bis zum Jahre 1895, und
zwar im Verhältnis schneller als die Einfuhr. In diesem
Jahre erreicht die Ausfuhr ihren höchsten Punkt mit
3 668 087 kg Brutto. Von da an ist ein Zurückgehen der
Ausfuhr zu bemerken, obwohl die Einfuhr weiter steigt.
Dieser Rückgang der Ausfuhr ist nach dem Jahrbuch für
Handel und Industrie" in erster Linie dem Rückgang des
Zwischenhandels zuzuschreiben, dem eine ungünstige Entwick-
lung der Verkehrsverhältnisse geschadet hat. Es sind drei
Momente, die hier offensichtlich auf eine Verminderung der
Ausfuhr hingewirkt haben:
1. Die Ausdehnung der direkten Tarifverbände durch
Einrichtung durchgehender russisch-französischer Tarife sowie
der Umstand, daß der Ausnahmetarif 42 im Verkehr mit
Galizien und der Bukowina auch für andere Importpläge
Deutschlands in Ansatz tam, speziell auch für Hamburg, das
so im Wettbewerb um den Zwischenhandel nach England vor
Berlin einen Vorsprung erhielt. Aus der geographischen Lage
Berlins, die bedingte, daß einige der direkten Tarife des Aus-
nahmetarifs 42 über die deutsche Metropole führen, konnten
die Importeure einen Nußen nicht ziehen wegen des Fehlens
von Reexpeditionstarifen, da eben wegen des Fehlens der-
ſelben bei einer vorläufigen Zurlagernahme der Ware am
Orte und späteren Weiterversendung nach den Bestimmungs-
plägen für den Rest des Transports die reguläre Fracht zu
bezahlen ist. Welche Frachtunterschiede hier in Betracht
kommen, zeigen einige in einem Schreiben vom Jahre 1903
der Aeltesten der Kaufmannschaft an die Eisenbahndirektion
angeführten Beispeile:
-
27
Fracht für Eier per 100 kg
1. Swatowa-Hamburg seewärts
a) direkt
•
b) Umexpedition in Berlin
Swatoma- Berlin
Berlin-Hamburg
•
2. Huſiatyn-Hamburg seewärts
a) direkt
.
b) Umexpedition in Berlin
Hufiatyn-Berlin
Berlin-Hamburg
3. Podmoloczyska-Hamburg seewärts
a) direkt
b) Umexpedition in Berlin
Bodwoloczysta-Berlin
Berlin-Hamburg
7,10 M.
1,88
=
•
5,46 M.
1,88
✓
4,72 M.
1,88
8,05 M.
8,98
0,93 m.
6,29 M.
=
7,34
1,05 m.
5,55 M.
6,60
1,05 m.
Es bedarf teiner weiteren Ausführung“, ſo heißt es in
dem Schreiben weiter, daß bei solchen Frachtdifferenzen eine
Transportunterbrechung in Berlin im Interesse des hiesigen
Zwischenhandels geradezu ausgeschlossen ist."
"
2. Die Verteuerung des Lagergeldes. Bis Ende 1897
hatten die Berliner Eierimporteure eine Vereinbarung mit
der Eisenbahndirektion auf eine Ermäßigung des tarifmäßigen
Lagergeldes bei Lagerung im Eierschuppen am Schlesischen
Bahnhof. Anfang 1898 wurde den Importeuren diese Ver-
günstigung genommen und der gewöhnliche Lagertarif wieder
in Ansah gebracht. Dadurch entstand eine Verteuerung des
Lagergeldes um das Vierzehnfache für die erste Woche, um
das Siebenfache für die weitere Zeit.
3. Die stetig fallenden Seefrachten. Die Verbilligung
der Seefrachten hat den Zwischenhandel nach England, der
Rheinproving usw. von Berlin auf die Küstenpläße abgelenkt.
Vergrößert wird der Vorsprung der Importpläge an der
Küste im Wettbewerb mit Berlin um diesen Zwischenhandel
noch durch die differenzielle Tarifierung der Eierladungen, die
von Rußland nach den Küstenplägen gehen und zum Export
nach außerdeutschen Ländern bestimmt sind.
Die Tendenz in der Entwicklung des Berliner Eierhandels
geht jezt also dahin, ſich zum größten Teil auf die Ver-
ſorgung des Berliner Plazes mit Eiern zu beschränken.
Es entspricht der Bedeutung Berlins, als des größten
Importplates Deutschlands, daß der Berliner Eiergroßhandel
sich vor denen anderer Städte auch dadurch auszeichnet, daß
er die Formen des Handels und seine öffentlichen Institutionen
am meisten ausgebildet hat. Eine turze Uebersicht über die
Institutionen ist hier vorwegzunehmen, da sie dem besseren
Verständnis des folgenden dient. Das Verdienst, die Insti-
tutionen ins Leben gerufen zu haben, fällt den öffentlichen
kaufmännischen Korporationen und mit ihnen den Berliner
Eierhändlern selbst zu, die als Mitglieder von Fachausschüssen
dieser Korporationen für die gemeinsamen Interessen des
Handels gesorgt haben. Diese öffentlichen Institutionen ſind
folgende:
28
Einen Konzentrationspunkt erhält der ganze Handel durch
den Eierspezialmarkt. Um die rechtliche Lage aller Geschäfte
sowohl am Plage wie im Verkehr mit dem Auslande zu
flären und zu sichern, sind die gewohnheitsmäßig sich bilden-
den Geschäftsbedingungen fodifiziert. Um die Entscheidung
von Rechtsstreitigkeiten zu verbilligen und zu beschleunigen,
ist ein Schiedsgericht geschaffen worden. Die unvermeidlichen
Reklamationen der Qualität der Ware sowie das Bedürfnis,
in solchen Fällen ein unanfechtbares Gutachten über die Be-
schaffenheit der Ware zu erlangen, haben zur Bestellung von
ständigen, von der Handelskammer vereidigten Sachverständi-
gen geführt.
Die Träger des Berliner Eiergroßhandels
und die Formen des Geschäftes.
Wenn nun im nachstehenden gesprochen werden soll von
den Trägern des Berliner Eiergroßhandels und von den
Formen des Geschäftes, so ist zuvor die Frage zu beantworten,
inwiefern das vom Berliner Handel zu entwerfende Bild
typisch ist für das des Etergroßhandels in anderen Import-
pläßen Deutschlands. Die Schilderung der Berliner Verhält
nisse könnte typisch sein für die in anderen Städten Deutsch-
lands, wenn nicht ein Umstand da wäre, der in seinen Folgen
das Bild des Berliner Handels von dem jeder andern Stadt
abweichen läßt; das ist die Teilung des Handels in Impor=
teure, die die Ware im Auslande auftaufen, und in Eiergroß-
Händler, die die Ware an Detaillisten weitergeben. Die Ent-
stehung dieser Trennung ist nur zu verstehen, wenn man
weiß, daß der Berliner Eierimport anfangs nur Kommiſſions=
handel war. Der Kommiſſionär, der die Ware vom Auslande
zum Verkauf erhielt, konnte sie nicht selbst übernehmen; da
waren ihm wenige Großabnehmer an Stelle vieler Kleinab-
nehmer ſehr willkommen. Jezt geben die Exporteure nur
noch einen ganz geringen Teil ihrer Ware in Kommiſſion,
den größeren Teil überlassen ste den Importeuren nur gegen
festen Kauf. So wurde der Kommiſſionär notgedrungen zu
einem Importeur. Zu diesem Umschwung in der Handelsfitte
hat wohl die neu aufkommende Konkurrenz auf dem Markte
ausländischer Eter seitens englischer und französischer Jm=
porteure die Veranlassung gegeben. Das Jahrbuch für
Handel und Induſtrie“ konstatiert eine Abnahme der Kom=
missionsgeschäfte seit der Einführung des deutschen Einfuhr-
zolles im Jahre 1879 und führt als Grund für die Erschei-
nung an, daß Deutschland als Einkäufer auf dem Markte
ausländischer Eier durch den Zoll seinen Konkurrenten, befon-
ders England, gegenüber in Nachteil geraten sei.
"/
Der Ankauf der Ware vollzieht sich jest in folgenden
Formen:
1. Kauf „ab Station des Verkäufers" gegen sofortige
Zahlung des Kaufpreises. Das Geschäft kommt hauptsächlich
im Verkehr mit ruſſiſchen Exporteuren vor. Der Importeur
muß durch die Vermittlung seiner Bant gegen Uebergabe des
Frachtbriefduplikats über die verladene Ware dem Exporteur
den Kaufpreis an seinem Domizile zahlen lassen. In manchen
Fällen wird der Importeur nicht den ganzen Kaufpreis über-
mitteln lassen, sondern einen Rücklaß“, d. h. eine Summe,
an der er sich bei einem etwaigen schlechten Ausfall der Ware
schadlos halten kann, bis zur völligen Abwicklung des Geschäfts
zurückbehalten.
"}
30
2. Kauf frei Berlin" gegen Einlösung des Duplikats
mit der Zahlung des Kaufpreises in Berlin. Diese Art des
Kaufes ist die häufigste im Verkehr mit den galizischen und
russisch-polnischen Exporteuren. In diesem Falle trägt der
Verkäufer alle Spesen, Zoll, Fracht und die Gefahr des
Transports bis Berlin. Das Duplikat schickt der Exporteur
oder, falls die Ware von einem Bankier beliehen war, dessen
„Vorschußgeber" an eine Berliner Bank zum Inkasso des
Kaufpreises. Auch bei diesem Kauf wird der Importeur meiſt
einen „Rücklaß" verlangen, denn wenn er das Duplikat ein-
löst, hat er die Ware noch nicht gesehen, da ihm nur im
Besize des Duplikats das Verfügungsrecht über die Ware zu-
steht. Dieses Geschäft tommt zwischen den oben erwähnten
Exporteuren und den Importeuren anderer deutscher Städte
mit einer fleinen Modifikation vor. Dort schickt der Expor-
teur dem Käufer das Duplikat zur freien Verfügung ein und
zieht auf ihn eine etwa drei Wochen nach Ankunft der Ware
fällige Tratte in Höhe des Kaufpreises. Bei einem schlechten
Ausfall der Ware fürzt der Bezogene die Tratte um eine
entsprechende Summe.
Bei den unter 1 und 2 beschriebenen Geschäften ist es
Sitte, wegen der Preisschwankungen den Tag des Abganges
der Ware vorzuschreiben.
3. Kommissionsgeschäft. Dasselbe ist, wie schon erwähnt,
sehr zurückgegangen. Seine Abwicklung ist folgende: Der
Exporteur schickt die Ware zu bestmöglichem Verkauf oder
unter Preislimitierung an einen Importeur. Er schickt die
Ware entweder „frei", d. h. er übergibt das Duplikat und
damit das Verfügungsrecht über die Ladung dem Kom-
missionär ohne jede Anzahlung, oder er läßt sich die Ware
von ihm „bevorschussen“, indem er das Duplikat durch eine
Berliner Bank gegen Nachnahme des ungefähren Wertes der
Ladung ausliefern läßt.
4. Bezug von eigenen Einkaufstellen, die der Importeur
in den Produktionsländern eingerichtet hat. Diese Einkauf-
ſtellen, die sehr oft von Verwandten des Importeurs geleitet
werden, kaufen und verpacken die Ware wie jeder Exporteur.
Die Zahl der Einkaufstellen des Berliner Eiergroßhandels ist
zurückgegangen, gegenwärtig haben nur noch vier Importeure
Einkaufstellen in Rußland und Galizien. Als Vorteil einer
Einkaufstelle wird genannt gute, zuverlässige Sortierung der
Ware, als Nachteil teures Arbeiten. Der Exporteur soll mit
ſeinen wohlfeilen Arbeitskräften eine Ladung Eier billiger
aufkaufen und verpacken können, als eine Einkaufstelle. Eine
weitere Folge der Einrichtung von Einkaufstellen iſt die, daß
sich das Geschäft des Importeurs nicht mehr auf den Absaß
am Berliner Plage beschränken kann, sondern seine Verlaufs-
beziehungen auch auf andere Importpläße ausdehnen muß;
denn in Zeiten, in denen die Preise in Berlin fallen, kann er
einen im Produktionslande teuer eingekauften Waggon Eier
nicht ohne Verlust nach Berlin verladen laſſen, ſondern muß
ihn nach einem Plage senden, wo der Markt zurzeit ein
festeres Gepräge zeigt. Und wirklich stehen diejenigen Jm=
porteure, die Einkaufstellen in den Produktionsländern be=
sigen, in regen Geschäftsverbindungen auch mit anderen Ex-
portplägen Europas. Die Ware, die sie nach fremden Plägen
=
31
verkauft haben, wird meistens nicht zuvor nach Berlin ver=
laden, ſondern rollt direkt von der Abgangsstation nach dem
Orte der Bestimmung aus Gründen der Frachtersparnis. Die
Entwicklung dieses Berliner Zwischenhandels wird also von
der früher angeführten Ausführstatistil nicht kontrolliert.
Die nach Berlin eingeführte Ware verkauft der Importeur
listenweise an die Eiergroßhändler. Die Abnahme der Ware
erfolgt vielfach durch die Eiergroßhändler mit eigenem Ge=
spann, und zwar am Ankunftsbahnhof selbst, wo die antom-
mende Wagenladung Eier meist noch am Tage des Verkaufs
an die Großhändler verteilt wird. Die Importeure nehmen
alſo wie in den Zeiten des reinen Kommiſſionshandels´ die
Ware nicht auf Lager, sie haben daher mit wenigen Aus-
nahmen weder Fuhrwert noch Speicher.
Das Risiko des Importgeschäftes ist, abgesehen von den
Gefahren, die aus der Kreditgewährung an die Abnehmer,
die Eiergroßhändler, entſpringen, ein doppeltes. Es entsteht
1. aus den Preisschwankungen der Ware,
2. aus der Art des Kaufes, die den Importeur zwingt,
die Ware ungesehen zu übernehmen.
Das erstere Riſiko iſt bei weitem das größere, weil
enorme Preisschwankungen in kurzer Zeit nicht zu den Selten-
heiten gehören. Es trifft sowohl Importeure wie Exporteure.
Vergrößert wird das Risiko noch dadurch, daß manche, denen
ein Schaden aus demselben droht, denselben abzuwälzen
ſuchen, indem sie bei einer Preissteigerung nach Verlauf der
Ware die Wagenladung unter einem Scheinvorwande nicht
liefern oder bei einem Preisfall nach Kauf derselben auf die-
ſelbe Weise die Ware nicht abnehmen. Das zweite Risiko ist
dort ausgeschaltet, wo die Ware einem Kommissionsgeschäft
entstammt oder von einer eigenen Einkaufstelle bezogen ist.
Es läßt sich aber auch in den andern Fällen beschränken da-
durch, daß der Importeur die Ware nicht „ab Station des
Verkäufers", sondern „frei Berlin" übernimmt und bei jedem
Kauf bis zur Abwicklung des Geschäfts einen genügend
großen Rücklaß“ zurückbehält.
"
Den Berliner Eiergroßhändlern ist der Name keineswegs
unbestritten; sie werden auch Eierdetaillisten genannt. Ich
möchte sie zum Großhandel rechnen, denn sie verlaufen die
Ware an Detaillisten, wie Kolonialwarenhändler, Butter detail-
geschäfte usw., sowie an Großkonsumenten, wie Bäckereien,
Konditoreien, Restaurateure. Der Absaß an Kleinkonsumenten
spielt der Menge nach eine untergeordnete Rolle. Es gibt
allerdings auch einige Eierzwischenhändler, die sicher als
Detaillisten zu bezeichnen sind. Das sind die Eindringlinge
des Geschäftszweiges, wirtschaftlich schwache Existenzen, deren
ganzes Geschäftskapital kaum zur Beschaffung eines fleinen
Kellers, eines Karrens und ein oder zwei Kisten Eier aus-
reicht, mit denen sie die Kunden in der Stadt aufsuchen und
ſo geradezu Hauſierhandel treiben. Von ihnen ist noch später
zu reden.
Nicht der ganze Import ausländischer Eier geht durch
die Hände der Eiergroßhändler, vielmehr kaufen einige große
Butterfirmen den für den Detailverkauf in den Verkaufstellen
nötigen Vorrat direkt vom Importeur. Die Eiergroßhändler
unterhalten einen Verkaufsraum, der meist zugleich als Lager
32
dient; etwa drei Viertel aller Geschäfte haben eigenes Gespann.
Sie nehmen die Ware auf Lager und untersuchen sie durch
Prüfen mit der Eierlampe. Hat die Ware einen größeren
Ausfall als den usancemäßigen Rabatt von zwei Schock per
Kiste, so wird sie reklamiert.
§ 5 der Berliner Geschäftsbedingungen sagt zwar, daß
der Verkäufer nur zur Lieferung der Ware gegen Barzahlung
verpflichtet ist; es ist aber durchweg üblich, daß der Eiergroß-
händler den Kaufpreis zwei bis drei Wochen schuldet; auch
eine vierwöchentliche, in einzelnen Fällen noch längere Frist
wird ihm zur Zahlung gewährt.
Der Umsatz eines Eiergroßgeschäftes ist ein bedeutender,
selbst kleinere Geschäfte erreichen einen Jahresumsag von
50 000 M. Der Gewinn soll sich gewöhnlich nur auf 2¹½-3%
vom Umsatz stellen.
Die Berliner Etergroßhändler klagen sehr über die in
den lezten Jahrzehnten unter ihnen entstandene übermäßige
Konkurrenz, die durch das Eindringen völlig ungeeigneter
und wirtschaftlich schwacher Elemente verursacht ist. Der Zu-
zug eingewanderter Desterreicher und Ruffen, die den Handel
in den seltensten Fällen mit genügenden Mitteln beginnen,
ist für den Geschäftszweig zu einer wahren Not geworden.
Es ist durch Prozesse und mannigfache Feststellungen in der
Fachpresse genügend erwiesen, daß viele von ihnen den
Handel auch betrügerisch betreiben. Die betrügerischen Machi-
nationen gehen nach zwei Seiten hin: Sie schädigen den Ab-
nehmer durch Verkauf schlechter Ware. So ſortieren sie aus
russischen und galizischen Eiern die besten heraus, drücken den
Stempel Trintei" darauf und verkaufen sie als inländische
Trinketer. Sie verkaufen Kühlhauseier als frische. Fleckeier,
die von der Berliner Polizei als verdorbene angesehen werden
und deren Verkauf demnach verboten ist, knicken sie in der
Schale etwas ein und verlaufen sie zu einem billigen Preise
als Knickeier.
-
In zweiter Hinsicht richten sich die betrügerischen Mani-
pulationen in Form von ungerechtfertigten Reklamationen der
Ware gegen den Verkäufer. Es gibt in Berlin mehrere Eier-
großhändler, die notoriſch vertragsmäßige Ware reklamieren
und daraus ein regelmäßiges gewinnbringendes Geschäft
machen. Es ist offensichtlich, daß dieser Uebelstand erst durch
die merkwürdige Teilung des Berliner Handels sowie dadurch
ermöglicht wird, daß der Importeur aus Mangel an Fuhr-
werk und Speicher die Ware ungesehen dem Großhändler an-
vertrauen muß. Um den Sachverständigen, der bei Reklama-
tionen vom Verkäufer mit der Begutachtung der Ware be-
traut wird, zu täuschen, verschlechtern diese Großhändler die
Ware, indem sie gesunde Eier aus der Kiste nehmen und
durch verdorbene erseßen oder gar ganze Kisten verdorbener
Eier einer Sendung unterschieben oder Eier aus der Kiste
entwenden, um das „Manko“ zu reklamieren. Durch Ver-
wandtschaft miteinander verbunden, helfen sie sich zu ihren
betrügerischen Manipulationen oft gegenseitig, so daß es
schwer wird, gegen solche Vorkommnisse Front zu machen.
Es leuchtet ein, daß diejenigen Händler, die durch derartige
betrügerische Maßnahmen einen Ertragewinn an der Ware
haben, ihren Konkurrenten überlegen sind. Das Vorgehen
33
des Vereins Berliner Eierimporteure, welcher seinen Mit-
gliedern die Pflicht auferlegt, mit den als Betrüger festge=
stellten Großhändlern nur noch Geſchäfte unter Ausschluß des
Reklamationsrechtes abzuschließen, ferner das Vorgehen des
Vereins Berliner Eiergroßhändler, sich mit Hilfe polizeilicher
Verordnungen gegen diese Elemente zu wehren, ist bisher
ohne endgültigen Erfolg gewesen. Solche Handelssitten ein-
zelner Großhändler haben den ganzen Geſchäftszweig in
Verruf gebracht, und zwar in den Exportländern sowohl als
in Berlin selbst. Das wird erklärlich, wenn man die Art
der Abwicklung der Reklamationen betrachtet. Der Impor-
teur muß zwar den Schaden, der aus der Reklamation ent-
steht, zunächst auf sich nehmen, stammt aber die Ware aus
einem Kommissionsgeschäfte oder aus einem Kauf, der zu den
Bedingungen frei Berlin" abgeschlossen ist, so wird er ihn
auf den Exporteur abwälzen.
Neben den Importeuren und Eiergroßhändlern unter-
ſtüßt den Handel noch eine dritte Gruppe von Kaufleuten,
das sind die Eieragenten. Sie vermitteln Geschäfte zwischen
Exporteuren und Importeuren, wofür sie vom Exporteur und
manchmal auch vom Importeur eine Provision erhalten.
Einige Agenten am Berliner Plaze machen auch Kommissions-
geschäfte.
3
Die Bank im Dienste des Eierhandels.
=
Die Bank leistet dem Importeur unerseßliche Dienste, ein-
mal als Kreditgeberin, dann bei der Uebermittelung des
Kaufpreiſes an den Exporteur. In Berlin kommen wohl nur
die Importeure für einen größeren Bantkredit in Frage. Die
Eiergroßhändler erhalten, wie gezeigt, von den Importeuren
Kredit, auch bedürfen sie nicht der Dienste der Bank zu Zah-
lungsübermittelungen, da sie nur am Berliner Markte kaufen.
Die Importeure müssen dagegen in der Mehrzahl einen Bank-
tredit in Anspruch nehmen; das scheint erklärlich, wenn man
bedenkt, daß der Importeur die Ware sofort nach Kauf be=
zahlen muß, den Gegenwert derselben aber erst erhält, nach-
dem die Ware schon dem Konsum übergeben ist. Der Kredit,
den ihm die Bank zur Durchführung seiner Geschäfte gewährt,
ist zumeist ein Blankokredit. Im einzelnen gestaltet sich der
Verkehr mit der Bank so: Hat der Importeur im Auslande,
in Rußland, Ungarn oder Rumänien, Ware unter der Bedin-
gung fofortige Zahlung gegen Dokumente" gekauft, so gibt
er seiner Bank den Auftrag, durch ihren Korrespondenten am
Orte des Verkäufers gegen eisenbahnamtlich abgestempeltes
Duplikat des Frachtbriefs über die abgegangene Ladung den
Kaufpreis in der Währung des Landes zahlen zu lassen. Um
die Möglichkeit der Uebervorteilung seitens des Verkäufers
möglichst zu begrenzen, wird im Zahlungsaufirag genau vor-
geschrieben, welche Angaben das Duplikat über Anzahl der
Risten Eier, Datum der Absendung, Bestimmungsort usw.
enthalten muß. Während die Ware dem Plage des Käufers
zurollt, wird das Duplikat von dem Korrespondenten im
Orte des Verkäufers an die Bant weitergegeben. Diese stellt
dem Importeur den ausgezahlten Betrag in Rechnung in
deutscher Währung und berechnet für die Transaktion eine
Auszahlungsproviſion, auch berechnet sie zumeist im Umrech=
nungsturs noch einen kleinen Gewinn. Um ihre Kunden bei
jedem Geschäft mit ihren Dienſten unterſtüßen zu können, muß
die Bank in vielen, auch ganz kleinen Orten in den Produk-
tionsländern ihre Verbindungen unterhalten.
Bezahlung durch Akkreditive ist im Verkehr mit den Ex-
porteuren Galiztens und Ruſſiſch-Polens selten; diese Expor-
teure schicken gewöhnlich das Duplikat über die abgesandte
Ware an eine Berliner Bank mit der Weiſung, es dem Käufer
gegen Zahlung des Kaufpreises auszuliefern. Da der Käufer
mit der Bank meist in Kontokorrentverbindung steht, so löst
die Bank das Duplikat zu seinen Lasten ein und schickt dem
Verkäufer den Inkassobetrag in der Währung seines Landes,
den sie noch um eine minimale Inkaſſoproviſion kürzt. Ihrem
Kunden dagegen stellt die Bank den Betrag in deutscher
Währung in Rechnung und legt der Umrechnung einen etwas
höheren als den Tageskurs zugrunde. Dieser Gewinn stellt
eine angemessene Provision für Besorgung der fremden Geld-
35
ſorten dar. Die Rückzahlung des durch die oben beschriebe-
nen Transaktionen in Anspruch genommenen Kredits erfolgt
durch Bareinzahlung an der Kasse der Bank. Als ein Geschäft
der Bant im Verkehr mit dem Eiergroßhandel ist ferner noch
zu nennen das Lombardieren von Eiern, die zwecks Konſer-
vierung in ein Kühlhaus eingelagert sind. Das Kühlhaus
spielt in diesem Falle die Rolle eines öffentlichen Lagerhauses.
Sie stellt über die eingelagerte Ware einen Warrant aus, der
anstatt der Ware selbst der Bank als Faustpfand dient. In
manchen Fällen begnügt sich die Bant nicht mit der einfachen
Uebergabe des Warrant, sie teilt auch dem Kühlhausbeſizer
mit, daß sie als Eigentümerin der Ware allein über diese
verfügen kann, und läßt sich die Kenntnisnahme von dieſer
Mitteilung bestätigen. Das Geschäft der Beleihung von
Eiern, die ins Kühlhaus eingelagert sind, ist bei den Banken
keineswegs ein bedeutendes, wie man das bei den großen
Mengen der durch das Kühlverfahren jährlich konservierten
Eier vermuten sollte. Das erklärt sich daraus, daß die Kühl-
häuser selbst das Kreditbedürfnis der Einlagerer von Eiern
befriedigen, indem sie ihre eigenen Lagerscheine beleihen. Der
größte Teil der in den Berliner Kühlhäusern eingelagerten
Eier ist nicht von Banken, sondern von den Kühlhausgesell-
schaften beliehen. Für den llebergang dieses bankmäßigen
Geschäftes an die Kühlhausgesellschaften ist wohl die Zurück-
haltung der Banten, leicht verderbliche Lebensmittel zu be-
leihen, entscheidend geweſen; die Kühlhäuſer glauben das
Risiko der Verderblichkeit der Ware genau abschäßen zu
können, da ſie die zur Einlagerung gelangenden Eier unter=
suchen können und die Zuverlässigkeit ihres Konservierungs-
verfahrens genau kennen.
Von den Berliner Banffirmen, die sich mit der Finan-
zierung des Eiergroßhandels befassen, hat die Nationalbant
für Deutschland diesem Gebiete von jeher eine große Auf-
merksamkeit gewidmet und steht unter ihnen an erster Stelle.
Durch ihren weit ausgedehnten Kundenkreis, der nicht nur
Importfirmen Berlins, ſondern auch anderer deutschen Pläße,
auch in England und Frankreich, ferner Exportfirmen in Ruß-
land und Desterreich-Ungarn umfaßt, ist sie zu einem Mittelpunkte
der Beziehungen der Importeure und Exporteure geworden.
Hier ist noch einer juristisch merkwürdigen Institution zu
gedenken, die aus der engen Verbindung der Banken mit dem
Fiergroßhandel, genauer gesagt aus der Kreditbedürftigkeit
einiger Exporteure hervorgegangen ist, nämlich der sogenann-
ten Vinkulation. Die Vinkulation, die auch im Getreide. und
Futtermittelhandel Eingang gefunden hat, kommt im Verkehr
der galizischen Exporteure mit deutschen und so auch Berliner
Importeuren vor. Das wirtschaftliche Verhältnis, welches
die Vinfulation geboren hat, ist folgendes: Der fleine Ex-
porteur, der zum Aufkauf ſelbſt geringer Mengen von Eiern
Kredit bei einem Bankier in Anspruch nehmen muß, ist ver-
pflichtet, dieſem zur Sicherung seiner Forderung die Ware zu
übereignen; das geschieht durch Uebergabe des Frachtbrief-
duplikats. Im Besize dieses Dokuments dient der Bankier
dem ihm vom Exporteur bezeichneten Käufer der Wagenladung
die Ware an, indem er ihm das Duplikat übersendet, zusam=
men mit einem sich als Vinkulation bezeichnenden Schreiben,
welches etwa folgenden Wortlaut hat:
3*
36
B. B.
„Hierdurch teile ich Ihnen mit, daß die Ihnen von
Herrn H. verkauften 105 Kisten Eier von mir bevorschußt
und mein Eigentum geworden sind. Ich überreiche Ihnen
einliegend das Frachtbriefduplikat Nr. 20 340 und räume
Ihnen das Verfügungsrecht über die Ware nur unter der
Bedingung ein, daß Sie den Erlös der Ware zur vollen
Deckung meiner auf Sie gezogenen Tratte von
M. 7280 pr. 15./10. verwenden wollen. Anderen Falles
bitte ich die Ware zu meiner Verfügung zu halten.“
War beim Kauf der Ware die Andienung derselben
seitens des Bantiers nicht vorgesehen, so hat laut Gutachten
der Handelskammer zu Breslau sowie der Korporation der
Kaufmannschaft zu Berlin der Empfänger des Briefes nach
dem Handelsgebrauch, der sich mit diesem Geſchäft in Deutſch=
land gebildet hat, zwei Möglichkeiten: er fann die unter
Vinkulation erfolgende Lieferung der Ware als nicht vertrags-
mäßig abweisen, er kann sie auch annehmen. Im leßten Falle
muß er aber den vollen „vintulierten“ Kaufpreis an den
Bankier zahlen. Er kann sich also dem Vintulanten gegen-
über nicht auf den schlechten Ausfall der Ware berufen. Auch
alle andern Einreden, die sonst zu einer Kürzung des Kauf-
preiſes oder zur Verweigerung der Zahlung desselben be-
rechtigen würden, sind durch die Annahme der Vinkulation
ausgeschlossen. Wegen dieser Ansprüche muß er sich mit dem
Verkäufer selbst auseinanderseßen. Die Vinkulation iſt den
deutschen Geseßen unbekannt, sie hat aber in der Praxis
unserer Gerichte rechtliche Kraft angenommen. Maßgebend
hierfür ist die Entscheidung des Reichsgerichts vom 31. März
1903 (7. Zivilsenat; Reichsgerichtsentscheidungen, Band 54,
:
218 ff.). Die Entscheidung des Reichsgerichts kommt zur
Anerkennung der Vinkulation durch folgende juristische Er-
wägung. Sie nimmt an, daß die Andienung der Ware durch
den Vintulanten, die an die im Vinfulationsbriefe normierten
Bedingungen geknüpft ist, ein neues Angebot an den Käufer
darstellt, welches rechtlich mit dem Verkauf der Ware nichts
zu tun hat. Das ist die Tür, durch die das Reichsgericht zu
einer Beurteilung der Rechtslage kommt, die ganz der beab-
fichtigten Wirkung der Vinkulation entspricht. Wir haben
nach dem Reichsgerichtsurteile bei der Vinkulation drei ver-
schiedene Rechtsbeziehungen zu unterſcheiden, die voneinander
getrennt bestehen: 1. das Verhältnis des Vinfulanten zum
Käufer, 2. das Verhältnis des Verkäufers zum Vintulanten,
3. das Verhältnis des Verkäufers zum Käufer. Das Ver-
hältnis des Vinkulanten zum Käufer stellt sich juristisch so
dar: Der Vinfulant bietet die Leistung eines Dritten, des
Verkäufers, an mit der Wirkung, daß durch die Leistung des
Vinkulanten der Anspruch des Käufers auf Leiſtung des Ver-
läufers erlischt. Der Vinkulant bietet dem Käufer eine Ware
an, über deren qualitative Beschaffenheit er teine Abmachun-
gen trifft. Daher ist der Käufer verpflichtet, dem Vinkulanten
den geforderten Kaufpreis ohne Rücksicht auf den Ausfall der
Ware zu zahlen. Das Verhältnis des Verkäufers zum Bin-
tulanten ist das des Kreditnehmers zum Kreditgeber. Das
Verhältnis des Verkäufers zum Käufer ist ein doppeltes:
-
37
1. War die Andienung der Ware durch den Vintulanten
beim Kauf vorgesehen, so kann der Käufer das Angebot des
Vintulanten nicht ablehnen. Der Verläufer ist aber zur
Lieferung einer vertragsmäßigen Ware verpflichtet. Er bleibt
also, obwohl die Lieferung durch den Vinkulanten bewirkt
und die Zahlung des vollen Kaufpreiſes an dieſen erfolgt iſt,
dem Käufer haftbar für alle Ansprüche, die sich aus etwaigen
Mängeln der Ware ergeben.
2. War die Andienung der Ware durch den Vinkulanten
beim Abschluß des Kaufgeschäftes nicht vorgesehen, so tann
der Käufer das Angebot des Vinkulanten ablehnen; denn er
hat einen Anspruch auf Lieferung von Ware frei von fremden
Rechten. Der Verkäufer bleibt auch zur Lieferung der ver-
tragsmäßigen Ware weiter verpflichtet. Nimmt der Käufer
aber das Angebot des Vinfulanten an, so tritt er mit diesem
in einen Vertrag ein, der die oben beschriebenen Folgen nach
sich zieht.
Wirtschaftlich bedeutet das Verhältnis des Verkäufers
zum Käufer, wie aus häufigen Klagen der Importeure und
aus Prozessen hervorgeht, oft folgendes: Der Importeur hat
die Ware unter Bedingungen getauft, die ihn vor einem
Verlust bei schlechter Beschaffenheit der Ware schüßen sollen,
also gegen Zahlung des Kaufpreises mit einem Rücklaß“
oder gegen Zahlung erst nach Besichtigung oder nach Ver.
wertung der Ware. Nun wird ihm die Ware zur Verfügung
gestellt durch einen Vinfulanten mit der Bedingung, an ihn
den Kaufpreis zu zahlen. Da der Käufer dem Vinkulanten
gegenüber die Ware nicht wegen Mängel rügen kann, so sind
die zu seinen Gunsten mit dem Verkäufer getroffenen Zah-
lungsbedingungen hinfällig geworden. Der Ausweg, den ihm
unsere Rechtsprechung gibt, nämlich das Angebot des Vintu-
lanten nicht anzunehmen, ist für den Importeur oft ohne
Nußen; denn in einigen Fällen wird er die gekaufte Ware
zur Abwicklung seiner Geschäfte unbedingt benötigen, in
andern Fällen wird die Preisentwicklung eine günstige sein,
so daß ihm ein Gewinn entgehen würde. Uebernimmt der
Käufer aber die vom Vinkulanten zur Verfügung gestellte
Ware und rechtfertigt die Beschaffenheit derselben einen Abzug
vom Kaufpreise, so steht ihm der Anspruch aus diesem Ver-
lust gegen den Verkäufer zu. Dieser Rechtsanspruch erweist
sich aber für den Käufer meistens als wertlos, wegen der
Insolvenz des Verkäufers; denn es sind nicht die potenten
Exporteure, die ihre Ware durch einen Vinkulanten andienen
laffen, sondern Firmen mit wenig Kapital und oft zweifel-
haftem Rufe. Es sind Fälle vorgekommen, wo die Vinkula-
tion zu einem Betruge ausgenugt wurde, wo der Vinkulant
die Ware keineswegs beliehen hatte, sondern eine vom Ex-
porteur vorgeschobene Person war, wo die Vinkulation ledig-
lich den Zweck hatte, eine schlechte Ware zu teurem Pretse
unterzubringen.
Der Eierspezialmarkt.
Berlin besißt von allen deutschen Importpläßen allein
eine börsenähnliche Organisation des Etergroßhandels im
Eierspezialmarkt. Der Eierspezialmarkt hat seine jeßige Gestalt
seit dem 17. Mai 1909. Vor dem Jahre 1909, und zwar
von 1890 ab, war er räumlich und rechtlich dem sogenannten
Frühmarkt der Produktenbörse angegliedert. Ueber diesen
Frühmarkt seien folgende Bemerkungen angeknüpft. Nach dem
Berichte der Aeltesten der Kaufmannschaft zu Berlin vom
15. Dezember 18962) hat sich der Frühmarkt entwickelt aus
einem öffentlichen, anfangs auf dem Gendarmenmarkte statt-
findenden Markt, auf dem namentlich Getreide, Mehl, Heu
und Stroh in Fuhren feilgeboten und gehandelt wurde. Als
im Jahre 1863 dieser Markt von der Polizet nach dem
Dranienplag verlegt wurde, folgten ihm die Getreidefonsu-
menten wegen der weiten Entfernung des Marktplaßes nicht,
ſondern mieteten von den Aeltesten der Kaufmannschaft einige
Räumlichkeiten im Börsengebäude, um darin an vier Wochen-
tagen in den Morgenstunden ihre Versammlungen zu geschäft-
lichen Zwecken abzuhalten. Als Mieter der Räumlichkeiten
waren für alle Interessenten drei Kaufleute der Getreide-
branche eingetreten; dieſe führten nun auch als Unternehmer
des privaten Marktes die Verwaltung, und zwar zuerst unter
der Firma „Kommiſſion für die Frühbörse“, dann die für
den Frühmarkt gewählte Kommission". Sie hatten die Ver-
pflichtung übernommen, jedem Getreide- und Mehlhändler,
sowie auch anderen Personen, welche die Versammlung be-
suchen wollten, den Zutritt zu derselben zu gestatten. Sie
konnten jedoch und das geschah auch wirklich den Zu-
tritt von der Lösung einer gegen ein Eintrittsgeld auszu-
händigenden Legitimationskarte abhängig machen. 1890 er-
neuerten die Mieter den Vertrag mit der Korporation der
Kaufmannschaft nicht. Es traten nun zwei andere Mieter als
Unternehmer des Marktes ein, das waren der Getreidehändler
Herr Hugo Heilmann und der Eierkommissionär Herr Her-
mann Hausen. Herr Hausen gerierte sich als Vertreter der
Berliner Eiergroßhändler, die ebenfalls am Frühmarkt ihre
Geschäfte abschließen wollten. 1896 erstreckte sich nach dem
obengenannten Bericht der Handel am Frühmarkt auf Getreide,
namentlich Hafer und Gerste, auf Mehl, auf Fourage (Heu
und Stroh) und schließlich auf Eier. Besucht wurden die
Versammlungen von etwa dreihundert Kaufleuten, Matlern,
Müllern und Bäckern, von ungefähr hundertzwanzig Fourage=
händlern, von etwa fünfzehn Fuhrherren und von annähernd
zweihundertfünfzig Eierhändlern und Eierhändlerinnen (Wit-
wen von verstorbenen Eierhändlern, die das Geschäft des
=
*
2) Korrespondenz der Aeltesten der Kaufmannschaft zu
Berlin 1896, Nr. 10.
39
//
Mannes weiterführten). In Getreide und Mehl wurden vor-
wiegend Effektivgeschäfte, lolo", "rollend" und „auf Abla=
dung" geschlossen, und zwar zum Teil nach den von den
Aeltesten der Kaufmannschaft für den Berliner Getreidehandel
festgeseßten Bedingungen, größtenteils aber unter ausdrüc-
lichem Ausschluß derselben. In geringem Maße fand auch
in Getreide und zwar meistens zwischen solchen Händlern,
die auch die Hauptbörse besuchten ein Abschluß von Termin.
geschäften unter Börsenbedingungen statt. Eine Kursnotie=
rung bestand nur für Eier, für die eine Deputation aus den
Kreiſen der Interessenten die Preisnotierung vornahm Die
am Frühmarkt abgeschlossenen Geschäfte betrafen³) nicht zur
Stelle gebrachte Waren; Kauf und Verkauf vollzogen sich
nämlich nach Proben. Der Marktverkehr diente zum größten
Teil dem Konsumbedürfnis der Stadt Berlin und seiner Vor-
orte, erzielte aber dementsprechend große Umsäge. Anfang
1900 erhielt dieser Privatmarkt eine öffentlich-rechtliche Quali-
filation: er wurde vom Polizeipräsidium auf Grund der
Reichs-Gewerbeordnung als Markt organisiert. Er erhielt
nun den Namen Spezialmarkt für Waren, eine Marktordnung
und eine Marktkommission.
M
Meg glad
"1
Der Engroshandel mit Eiern vollzog sich an diesem
Markte Montags und Donnerstags, und zwar während der
lezten Jahre in den Vormittagsstunden von 10-12 Uhr.
Nach privaten Mitteilungen genügte die kurze offizielle Markt-
zeit dem Etergroßhandel mit der Zeit, etwa seit dem Jahre
1905, nicht mehr. Daher fanden Nachmärkte statt, und zwar
vor dem Börsengebäude auf offener Straße. Die Polizei hielt
es für nötig, die Menschenansammlungen, die dabei natürlich
nicht zu vermeiden waren, zu zerstreuen. Auch Siſtierungen
famen gelegentlich dabei vor. Um dieſem unwürdigen Zu-
stande ein Ende zu machen, mietete der Verein der Berliner
Eierimporteure" einen Saal, worin die Interessenten nun zur
Abwicklung ihrer Geschäfte zusammenkamen. Dieser private.
Markt erlangte bald eine größere Bedeutung als der offizielle.
Die Verhältnisse entwickelten sich bald so, daß die offizielle
Marktzeit fast nur der Vorbesprechung der Geschäfte diente
und daß der größte Teil der Umsäße am privaten Markte zu=
ſtande kam. Durch einen Zufall erhielt das Polizeipräsidium
hiervon Kunde. Es trat alsbald mit Bestrebungen hervor,
den gesamten Eierhandel an einem offiziellen Markte zu kon-
zentrieren und kam mit diesen Bestrebungen dem gleichen
Wunsche der Interessenten entgegen. Man begnügte sich nun
nicht mehr damit, die Marktzeiten zu verlängern, sondern
schritt nach Verhandlungen mit dem Fachausschuß für den
Berliner Eierhandel" bei der Handelskammer zur Neuorgani-
ſation des Eiermarktes. Durch einen Erlaß des Miniſters
für Handel und Gewerbe vom 16. April 1909 wurde be-
stimmt, daß zu den Gegenständen des Verkehrs auf dem
Spezialmarkt für Waren Eier nicht mehr gehören sollten, daß
für diesen Artikel vom 17. Mai 1909 ab ein Spezialmarkt
einzurichten sei, für den auf Grund des § 70 der Gewerbe-
ordnung das Polizeipräsidium die Marktordnung erlassen
3) Bericht des Staatskommissars an der Berliner Börse
in der Korrespondenz der Aeltesten der Kaufmannschaft 1897,
Nr. 3.
40
solle. Durch die unter dem 6. Mai 1909 gegebene Markt-
ordnung hat der Eiermarkt seine jezige Gestalt erhalten, deren
Hauptmerkmale folgende find.
//
"1
Der Markt für Eier ist ein Spezialmarkt, d. h. er ist nur
für den Großhandel mit Eiern bestimmt. Die Deffentlichkeit
und Freiheit des Marktes wird dadurch dokumentiert, daßz
der Zutritt zu ihm jedem Interessenten des Eiergroßhandels
erlaubt ist. Es wird aber von den Besuchern ein jährliches
Eintrittsgeld erhoben. Der Marktverkehr findet statt Montags,
Dienstags, Donnerstags und Freitags mit Ausnahme der
anerkannten Feiertage sowie der beiden jüdischen Neujahrs-
tage und des Versöhnungstages in der Zeit von 10 Uhr
vormittags bis 1 Uhr nachmittags.
3
Der Hauptverkehr
wickelt sich jedoch am Montag und Donnerstag ab. Das
Marktlokal ist ein vom Verein der Berliner Eierimporteure"
zusammen mit dem Verband der vereinigten Berliner Eier-
großhändler-Vereine" von der Korporation der Kaufmannschaft
gemieteter, in der ersten Etage des Börsengebäudes gelegener
Saal. Eine aus den Kreisen der Marktbesucher vom Polizei-
präsidium ernannte Markttommiſſion von dreizehn Mitgliedern,
einem Vorsißenden und einem stellvertretenden Vorsitzenden
wacht über die Ordnung des Marktes und nimmt die Preis-
notierung vor. Die Kommiſſion iſt zusammengeseßt aus sechs
Mitgliedern aus den Kreiſen der Importeure, sechs aus den
Kreiſen der Eiergroßhändler, das dreizehnte Mitglied und ein
Stellvertreter desselben wird vom Landes-Dekonomiekollegium
vorgeschlagen. Aus der so zusammengeseßten Marktkommission
schält sich die Notierungskommission in folgender Weise heraus.
Es gehören ihr an neben dem Vorsißenden und dem stellver-
tretenden Vorsitzenden und ſoweit anwesend dem Dele-
gierten des Landes-Dekonomiekollegiums je zwei Mitglieder
aus den Kreiſen der Eierimporteure und denen der Eiergroß=
händler, die monatlich nach einem von der Marktkommission
festgescßten Turnus wechseln. Die Beschlüsse sowohl der
Markt- wie auch der Notterungskommission werden durch
Stimmenmehrheit gefaßt. Bet Stimmengleichheit gibt die
Stimme des Vorstzenden, wenn er abwesend ist, des stellver-
tretenden Vorsitzenden den Ausschlag.
M
***
Die Handelsgeschäfte am Eterspezialmarkte haben zur
Grundlage die Bestimmungen der allgemeinen Geschäftsbedin-
gungen für den Berliner Eierhandel. Besondere Verein-
barungen, die die Anwendung dieser Bestimmungen aus-
schließen, kommen nur vor bei Geschäften in vollfrischen in-
ländischen Eiern und in Kühlhausetern. Der größte Teil der
Umfäße in der leßteren Sorte vollzieht sich auch nicht an der
Börse, sondern von Kontor zu Kontor, was dadurch bedingt
ist, daß die Etergroßhändler mit den Importeuren Lieferungs-
verträge für Kühlhauseier abzuschließen pflegen, eine Gewohn=
heit, die sonst dem Eiergroßhandel, wie aus früheren Dar-
legungen hervorgeht, fremd ist. Die Ware, die am Markte
gehandelt wird, ist nicht gegenwärtig aus dem einfachen
Grunde der technischen Unmöglichkeit. Der Handel vollzieht
sich auch nicht nach Proben, sondern nach „Provenienzen“, d. h.
Abgangsstationen. Die Abgangsstationen zeigen den Distritt
an, in dem die Eier gesammelt sind. Da nun erfahrungs-
gemäß Eier eines und desselben Distrikts eine gewisse Gleich-
mäßigkeit an Größe und Güte zeigen, so verbindet man mit
-
afy Veget
41
dem Begriff ciner bestimmten Provenienz auch den einer be-
stimmten Größe und Güte der Eier. Diese Bestimmung der
Ware nach Provenienzen wird noch durch eine genauere
Unterscheidung ergänzt, indem der Verkäufer dem Käufer den
Namen des Exporteurs nennt, von dem die Eier tommen.
Den Käufern am Berliner Markte sind die Namen der Ex-
porteure und die durchschnittliche Qualität der von ihnen
verkauften Ware wohlbekannt, so daß Eier derselben Pro-
venienz, aber von verschiedenen Exporteuren, oft einen ver-
schiedenen Preis erzielen. Schlußbriefe über den Verkauf werden.
nicht ausgewechselt; es genügt dem Handel zur Fixierung
und Dokumentierung der gemachten Abschlüsse die Bleistift=
notiz des Verkäufers. Der Handel ist immer nur ein Effektiv-
geschäft, Termingeschäfte tommen nicht vor. Die verkaufte
Ware lagert entweder schon in Berlin (Lokogeschäft) oder
befindet sich noch auf dem Eisenbahntransporte (Abschluß in
rollender Ware).
Die Preisfestseßung erfolgt Montags und Donnerstags.
Die Ermittlung des Marktpreises geschieht in der Weise, daß
die Marktkommission durch Erfragen bei den Interessenten
die wirklich erzielten Breise festzustellen sucht. Hierbei dürfen
nur solche Geschäftsabschlüsse berücksichtigt werden, die nach
Berliner Usancen abgeschlossen sind. Die Notierung muß den
jeweilig höchsten und niedrigsten Preis der in den einzelnen
Warenforten gemachten Abschlüsse erkennen lassen. Die Notiz
lautet per Schock und versteht sich, abgesehen von inländischen
Eiern, für Abschlüsse in Kisten à 1440 Stüd. Der Marktbericht
unterscheidet zehn verschiedene Sorten. Der Bericht vom
29. Dezember 1910 lautet 3. B.:
Eier im Großhandelsverkehr
1. Gestempelte vollfrische in-
ländische netto ohne Rabatt per Schoď
Sämtliche folgenden Sor-
ten mit uſancemäßigcm
Rabatt von 2 Schod per
Hiſte von 24 Schock.
2. Vollfrische ausländische .
3. Südruſſen erster Sorte
4. In- und ausländ. beſſere
Sorten
5. In- und ausländ. geringere
Sorten
6. Zweite Sorte
7. Abweichende Sorten
8. Kühlhauseier
9. Kalleier .
10. Aussortierte fleine Eier u.
dergl.
"}
"I
"!
"
"
"
"}
"
"
"
99
"
//
"
D011
5,00
M.
11
"/
//
4,50 4,80
4,35
4,45
"
n
"I
bis
"/
5,50
4,20 4,30
4,10
3,40,
//
3,50
M.
//
"/
"/
"
"}
"I
"
Tendenz: fest.
Wetter: kalt.
Die Veröffentlichung dieses Kurszettels, der außer in den
Berliner Fachzeitungen auch in einigen Berliner Tageblättern
regelmäßig wiedergegeben wird, erfolgt durch Anschlag, und
zwar mittags um 1214 Uhr. Man kann die Beobachtung machen,
daß diese frühe Veröffentlichung beſonders in Zeiten schwacher
42
oder schwankender Tendenz einen gewiſſen Einfluß auf die
Preise ausübt; denn dann zögern die Käufer, ungewiß, zu
welchen Preisen sie handeln sollen, mit ihren Abschlüssen bis
zur Veröffentlichung der Kursnotiz.
Der Eierspezialmarkt bildet den natürlichen Konzentra-
tionspunkt des gesamten Berliner Eierhandels. Durch den
regen Besuch des Marktes seitens der beteiligten Geschäftsleute
und die dadurch herbeigeführte persönliche Fühlung wird die
Abwicklung der Geschäfte sehr erleichtert. Die Höhe der am
Eierspezialmarkte erzielten Umsäße wird auf 90% der ge=
samten Berliner Einfuhr geschäßt. Es ist offensichtlich, daß
bei einer solchen Konzentration des Handels an diesem Markte
die dort gebildeten Preise maßgebend find für den ganzen
Eierhandel im Berliner Wirtschaftsgebiet.
Nachdem wir so den Eierspezialmarkt kennen gelernt
haben, drängt sich uns die Frage auf: ist dieser Markt nicht
seinem Wesen nach eine Börse, liegt hier nicht eine kaufmän-
nische Versammlung vor, die nicht der Gewerbeordnung, son-
dern dem Reichsbörsengeset vom 22. Juni 1896 zu unter-
ſtellen ist? Bevor auf diese Frage näher eingegangen wird,
ſei erwähnt, daß sie für den Frühmarkt der Produktenbörse
und somit auch für den damaligen Marktverkehr mit Eiern
schon im Jahre 1897 aufgeworfen ist. Damals war der
Frühmarkt, wie aus dem oben angeführten Berichte zu er=
sehen ist, noch nicht als Markt im Sinne des § 70 der Ge=
werbeordnung organisiert worden, er war noch ein freier
Privatmarkt. Bei der Einführung des Reichsbörsengefeßes
erhob sich Zweifel, ob dieses Marktgebilde unter das erwähnte
Gesez falle. Der Staatskommissar an der Berliner Börſe
entschied sich in einem Berichte vom 25. Januar 18974) für
die Ansicht, daß der Frühmarkt eine Börse im Sinne des
Gefeßes sei, weil er den Anforderungen der Definition der
Börse in Konrads Handwörterbuch der Staatswissenschaften
genüge, die „eine regelmäßig sich wiederholende Zusammen-
kunft von Kaufleuten und Handelsvermittlern zum Zwecke des
geschäftlichen Verkehrs, des Kaufes und Verkaufes von Waren"
verlangt, und weil er ferner den Anforderungen der Wermuth.
schen Definition (Wermuth-Brendels Ausgabe des Börsen-
geseges) entspreche, die als charakteristisches und ausschlag=
gebendes Merkmal ansieht: die wirtschaftliche Bedeutung der
Zusammenfünfte, namentlich in ihrer Einwirkung auf die
Preisbildung in einem weiteren Wirtschaftsgebiete, über den
engeren Kreis der Teilnehmer hinaus". Der Staatskommissar
führt dann noch weitere Gründe zum Beweise seiner Behaup=
tung an, die aber teils nicht ausschlaggebend, teils sachlich
falsch sind. Dieser Auffassung des Staatskommissars traten
die Aeltesten der Kaufmannschaft in einem Berichte vom
15. März 18975) entgegen, indem sie geltend machten, daß
das Vorhandensein der wirtschaftlichen Bedeutung des Früh-
marktes besonders in seiner Einwirkung auf die Preisbildung
in einem weiteren Wirtschaftsgebiete noch kein Beweis für
das Vorhandensein einer Börſe ſei, daß vielmehr nach dem
Sinne des Gesetzes zu einer Börse eine den bestehenden und
4) Korrespondenz der Aeltesten der Kaufmannschaft 1897,
Nr. 3.
5) Korrespondenz der Kaufmannschaft 1897, Nr. 3.
43
im technischen Sinne unbestrittenen Börsen ähnliche Organi-
sation und Technik des Handels gehöre, die aber dem Früh-
markt völlig fehle. Die Frage, ob Börse oder Markt, be=
schäftigte auch die Literatur. Unter andern unterzog
Dr. Wiener in der Deutschen Juriſtenzeitung vom 15. April
1897 den Frühmarkt einer Unterſuchung, in welcher er zu
dem Schluß kommt, daß man es hier nicht mit einer Börſe
zu tun habe, daß dagegen das Vorliegen eines besonderen
Mietverhältnisses und die starke Beteiligung der Konjumenten
spreche. E. Tischer sagt in den „Annalen des Deutschen
Reichs" 1899, Seite 42, über den Frühmarkt: „Es kann von
einer Charakterisierung des Frühmarkts als einer Börſe nicht
die Rede sein; es ist ein von Privaten veranstalteter Markt,
welcher sich infolge der besonderen Bedürfnisse und Verhält-
nisse der Großstadt in einzelnen Merkmalen seines Verkehrs
von einem gewöhnlichen Martte unterscheidet." Auch im Ab-
geordnetenhause kam die Frage, ob der Frühmarkt als Börje
oder als Markt zu organisieren sei, zur Behandlung. Der
Miniſter für Handel und Gewerbe erklärte) auf eine diesbe-
zügliche Interpellation in der Sizung vom 25. Juni 1897,
er habe Bedenten, den Frühmarkt für eine Börse im Sinne
des Gesetzes zu erklären; es sei ein Privatmarkt. Anfänge
zur Entwicklung als Börse seien allerdings vorhanden. Dieſe
Ansichten über die rechtliche Natur des Frühmarktes und
implicite über die des Eiermarktes kann man nicht ohne
weiteres auf die rechtliche Natur des jezigen Eierſpezial-
marktes ausdehnen, da derfelbe vom Frühmarkt abge=
trennt, doch in mancher Hinsicht von jenem verschieden ist.
Die Untersuchung der Frage,
der Frage, ob der Eierspezialmarkt
unter das Börsengeset fällt, wird darauf hinauslaufen,
zu untersuchen, ob der Eierspezialmarkt den Erforderniſſen
einer einwandfreien Definition der Börse entspricht. Das
Börsengeset ſelbſt ſieht von einer Definition ab, da, wie es
in der Begründung zum Entwurfe heißt, „eine solche kaum
erschöpfend zu geben ist". Von den Definitionen, die die
Nationalökonomie uns an die Hand gibt, heißt die, welche
Pfleger in einem Artikel „Börsenrecht" im Handwörterbuch
der Staatswissenschaften aufstellt: „Börsen sind regelmäßig an
einem bestimmten Orte zu einer bestimmten Tageszeit statt=
findende Zusammenfünfte von Großlaufleuten eines Handels-
plages und Hilfspersonen des Großhandels zum Zwecke des
Abschlusses von Handelsgeschäften in bestimmten Mengenein-
heiten generell bestimmter Wertpapiere oder typenmäßig be=
stimmter Waren."
=
Die Definition von G. Schanz im Wörterbuch der Volks-
wirtschaft lautet: „Die Börse ist eine an einem bestimmten
Orte zu einer bestimmten Zeit regelmäßig stattfindende Ver-
ſammlung von Personen, welche in der Hauptsache den Kauf
und Verkauf von nicht präsenten vertretbaren Tauschgütern
(Geldſorten, Wechsel, kurze Darlehen oder „tägliches Geld“,
fungible oder fungibel gemachte Ware) bezweckt."
Wie aus den weiteren Ausführungen Schanz' hervor-
geht, ist mit dieſer Definition, und das gleiche ist auch von
der Pflegers zu sagen, nur eine Börse im volkswirtschaftlichen
6) E. Tischer in den „Annalen des Deutschen Reichs"
1899, Seite 41.
44
"/
Sinne gemeint; von dem deutschen Börsengeseße ist anzu-
nehmen, daß es von einem engeren Begriffe ausgeht, das
geht aus der Begründung zum Entwurfe des Geseßes sowie
aus verschiedenen Bestimmungen über technische Einrichtungen.
der Börse hervor. Von den Definitionen einer Börse im
Sinne des Gesetzes sei zunächst die von Dr. Wiener in der
Deutschen Juristenzeitung") aufgestellte angeführt, welche be-
fagt: Man wird eine Börse als vorhanden ansehen dürfen,
wenn an einem Plaße des Großhandels an bestimmter Stelle
eine sich regelmäßig an jedem Wochentage oder in anderen
furzen Zeitabschnitten wiederholende Zusammenkunft einer
Vielheit von Händlern und Handelsvermittlern eines bestimm
ten Geschäftszweiges zum Zwecke des Abschlusses von Handels-
geschäften in fungibler, nicht zur Stelle gebrachter Ware statt-
findet, wenn die Angebote und Nachfragen hauptsächlich an
dieser Stelle stattfinden und wenn die Gestaltung der Preise,
die hier erfolgt, innerhalb eines weiten Gebietes bestimmend
ist für die Preise oder doch den Ausgangspunkt bildet."
Wiener hält also das Vorhandensein von Usancen, ferner die
seitens der Börsenversammlung vorzunehmende amiliche Preis-
feststellung nicht für unerläßlich zum Begriff einer Börse.
Dem steht aber entgegen, daß es in der Begründung zum
Entwurf des Geseßes heißt, daß die tatsächliche Gestaltung
der vorhandenen und als solche im technischen Sinne unbe-
ſtritten anerkannten Börsen genügenden Anhalt bietet, um zu
entscheiden, ob eine kaufmännische Versammlung als Börse im
Sinne des Gesezes anzusehen sei oder nicht". Amtliche Preisfest=
stellung ist aber nach der Börsenenquete Eigentümlichkeit aller
deutschen Börsen, mit Ausnahme der in Hamburg und einiger
kleinen Börsen, deren Börseneigenschaften bestritten sind. Es
ist ferner nicht einzusehen, wie sich ein börsenmäßiger Verlehr
ohne Usancen abwickeln tann.
"
Das Erfordernis dieſer techniſchen Merkmale betont auch
Kahn in seiner Ausgabe des Reichs-Börsengeseßes, indem er
ſagt, daß von einer Börse im Sinne des gegenwärtigen
Geseßes wohl nur dann wird gesprochen werden können,
wenn diese Zusammenkünfte regelmäßig und stetig stattfinden,
durch bestimmte Statuten geregelt, und dabet gewisse Ein-
richtungen und Gebräuche als dauernde Institutionen maß-
gebend find".
Liebmann will in der amtlichen Preisfeststellung das
alleinige Merkmal der Börse erblicken; seine Definition heißt:
Als Börse im Sinne des Gefeßes sind diejenigen Bereini-
gungen von Kaufleuten zu erachten, welche auf Grund der
von den Teilnehmern geschlossenen Geschäfte einen im Wege
der Selbstverwaltung der Vereinigung festgesezten Kurs oder
Preis verlautbaren." Allein dieſe Definition iſt nicht voll-
ständig, denn sie enthält u. a. nicht diejenigen Merkmale, die
die Börse mit dem Markte gemeinſam hat.
Fürst) sezt bei einer Börse folgende Merkmale voraus:
1. amtliche Preisfeststellung über vorgekommene Preise,
2. tatsächliche Bildung eines Börsenpreiſes, über den
Kurszettel ausgegeben werden oder der sonst auf mechanischem
Wege verbreitet wird,
"!
B
7) Vom 15. April 1897.
8) Abendblatt der Frankfurter Zeitung", 12. Febr. 1897.
45
3. Vermittlung der Geschäfte durch Kursmakler,
4. sonstige Börseneinrichtungen zur Benuzung des Börjen-
handels, als da sind Usancen und die durch dieſe geſchaffenen
Regeln und Institute,
5. Ausstellung gewisser Geschäftsbedingungen und Formen
für die Termingeschäfte.
Das unter 3 gebrachte Erfordernis der Vermittlung der
Geschäfte durch einen Kursmakler hält Fürst in seinen weiteren
Ausführungen nicht unbedingt aufrecht. Die Börsenenquete
hat auch gezeigt, daß dieses Merkmal nicht bei allen Börsen
vorfommt, vor allem nicht bei jenen, deren Geschäftsverkehr
sich über ein Effektivgeschäft noch nicht hinaus entwickelt hat.
Schließlich sei noch die Definition von E. Tischer") an=
geführt, die alle in den vorhergehenden Definitionen aufge-
ſtellten Merkmale einer Börſe, ſoweit ihre Richtigkeit nicht
oben in Zweifel gezogen ist, in sich aufgenommen hat mit
Ausnahme der zwei von Wiener aufgestellten Erforderniſſe,
daß eine Börse an einem Plaße des Großhandels stattfinden
und daß ihre Preisbildung innerhalb eines weiten Gebietes
für die Preiſe beſtimmend sein müsse. Die Definition heißt:
Eine Börse ist eine in regelmäßiger zeitlicher Folge sich
wiederholende Versammlung von Kaufleuten, Handelsvermitt
lern und anderen am Handel unmittelbar oder mittelbar be-
teiligten Personen, welche an einem bestimmten Orte zum
Zwecke des Abschlusses von Handelsgeschäften in nicht zur
Stelle gebrachten vertretbaren Waren des Großhandels ſtatt-
findet, wobei die Geschäfte unter Beobachtung gewisser fest-
stehender Geschäftsgebräuche" (Usancen) abgeschlossen zu werden.
pflegen und die aus den Geschäftsabschlüssen sich ergebenden
Preise durch Organe der Versammlung festgestellt und ver-
öffentlicht werden".
"
=
*
Hat nun der Eierspezialmarkt alle hier angegebenen Merk-
male einer Börse? Ohne allen Zweifel hat der Eierspezial-
markt neben dem Merkmale der regelmäßigen Wiederkehr in
furzen Zeitabschnitten an einem bestimmten Orte, das eine
Eigentümlichkeit der Börsen in ihrer Eigenschaft als Abarten
der Märkte ist, auch noch die speziell börsenmäßigen, daß er
hauptsächlich besucht wird von Kaufleuten, nicht von Konsu-
menten und Produzenien. Auch das Vorliegen von Usancen
kann beim Eierspezialmarkt nicht geleugnet werden; denn die
allgemeinen Geschäftsbedingungen bilden zugleich die Regeln,
die dem Handel am Markte zugrunde gelegt werden. Ferner
findet eine amtliche Notierung sowie eine Veröffentlichung
der erzielten Preise statt. Des weiteren steht fest, daß die
am Markt erzielten Preise für die Preisgestaltung im Berliner
Wirtschaftsgebiet und, wie im legten Kapitel noch zu zeigen
sein wird, auch darüber hinaus bestimmend sind. Auch ist
die Ware, die gehandelt wird, nicht zur Stelle gebracht; aber
iſt ſie vertretbar? Vertretbar nennen wir eine Ware, wenn
bet Handelsgeschäften das Interesse an ihrer individuellen
Beschaffenheit erloschen ist, wenn die Ware einen Gattungs-
wert besißt. Durch die Vertretbarkeit wird erst jene Leichtig=
teit in Geschäften erreicht, welche den Börsenverkehr auszeich=
net. Eine nicht vertretbare Ware muß beim Geschäftsabschluß
zur Stelle gebracht sein, mindestens aber müssen Proben von
9) „Annalen des Deutschen Reichs“ 1899.
46
der Ware vorliegen. Wie wir gesehen haben, vollzieht sich
der Eierhandel nicht nach Proben; aber troßdem bilden Eier
nach meiner Ansicht kein vertretbares Gut. Die genaue Be-
zeichnung der Ware durch die Provenienz und Nennung des
Exporteurs, von dem sie kommt, weist darauf hin, daß das
individuelle Intereſſe an der Ware keineswegs erloschen ist,
daß es sich vielmehr immer nur um Kisten Eier einer ganz
beſtimmten, auf dem Ankunftsbahnhof lagernden oder auf
dem Transport befindlichen Wagenladung handelt. Das
Geschäft am Eterſpezialmarkt iſt nicht, obschon die Eier vor-
her einer Besichtigung nicht unterzogen werden, ein solches in
generell bestimmten Waren, sondern es ist nur ein blindes
Geſchäft und hat, wie Fachleute zugeben, auch alle Schwächen
eines solchen, die nur durch das Recht der Reklamation nach
Nebernahme der Ware einigermaßen gemildert werden.
Der Eierspezialmarkt ist also dem Wesen nach teine
Börse, sondern ein Mittelding zwischen Börse und Markt.
leber den reinen Marktverkehr ist er hinausgewachsen, das
zeigt sich in seiner dem Bedürfnis entsprechenden börsentech-
nischen Einrichtung.
Die jeßige Organisation des Eierspezialmarktes scheint
den Bedürfnissen nicht zu genügen. Die Interessenten er-
streben in jüngster Zeit ein dem Börsenchrengericht ähnliches
Institut, wodurch sie die Möglichkeit erhalten würden,
unwürdige Elemente vom Marktverkehr auszuschließen. Bei
der jezigen Organisation ist ein solches Institut undenkbar,
denn es ist unvereinbar mit der Marktfreiheit.
Die Interessenvertretung des Eiergroßz-
handels.
Die Vertretung der allgemeinen Interessen des Berliner
Siergroßhandels wurde im Jahre 1884 in die Hände einer
Ständigen Deputation für den Berliner Eierhandel“ bei der
Korporation der Kaufmannschaft gelegt. Seit dem Jahre
1903 hat auch die Berliner Handelskammer einen besonderen
„Fachausschuß für den Eierhandel" eingerichtet, einem Antrage
einiger vom Auslande eingewanderter und noch nicht natu-
ralisterter Gierhändler Folge gebend, denen auf Grund des
§ 11 des Statuts der Korporation der Kaufmannschaft der
Zutritt zur „Ständigen Deputation" verwehrt war.
=
"}
Die Ständige Deputation für den Eierhandel" seßt sich)
zusammen aus einem Deputierten der Weltesten der Kauf-
mannschaft und augenblicklich aus sechzehn_Korporations-
mitgliedern, die vom Aeltestenkollegium auf drei Jahre be-
rufen werden. Der „Fachausschuß für den Eierhandel“ be=
ſteht aus einem Delegierten der Handelskammer und aus
vierzehn Mitgliedern aus den Kreisen der Eiergroßhändler,
von denen sieben Eierimporteure und sieben Eiergroßhändler
ſein müſſen. Die Wahl erfolgt auf drei Jahre für die Ab-
teilungen der Ladungsimporteure und Eiergroßhändler durch
die Angehörigen jeder Gruppe gesondert. Das aktive und
passive Wahlrecht haben nur Inhaber einer eingetragenen
Firma, welche zur Ausübung des Wahlrechts zur Handels-
kammer befähigt sind. Der Fachausschuß kann sich durch Zu-
wahl von höchstens drei Mitgliedern ergänzen; einer der Zu-
gewählten muß ein Agent ſein. Zum Teil ſind die Mitglieder
der Ständigen Deputation" zugleich Mitglieder des Fach-
ausschusses. Die Aufgabe und das Wirken beider Interessen-
vertretungen geht dahin, die gemeinsamen Interessen des
Sierhandels bei den Behörden, den Eisenbahnverwaltungen
uſw. zu vertreten, über die innere Entwicklung des Handels
zu wachen, die für sein Wohl geschaffenen Institutionen zu er-
halten und weiterzubilden. Beide Fachausschüsse wirken in
friedlicher Konkurrenz nebeneinander. Doch bleibt es das
dauernde Verdienst der Ständigen Deputation", speziell dessen
Mitgliedes, des Herrn Hermann Hausen, der als der spiritus
rector der für den Eierhandel geschaffenen Organisation ge=
nannt wird, schon in den 1880er Jahren die drei bleibenden
Institutionen, nämlich die des Schiedsgerichts, des Sachver-
ständigenamts und der Kodifizierung der Geschäftsbedingun-
gen ins Leben gerufen zu haben. Der „Fachausschuß für den
Sterhandel" hat die Berufung und leberwachung der ver-
cidigten Sachverständigen allein übernommen. Die Wahl der
Schiedsrichter erfolgt in einer gemeinsamen Versammlung der
Mitglieder der Ständigen Deputation" und des „Fachaus-
schusses für den Eierhandel"; auch die revidierte Fassung der
"1
//
}}
=
48
Geschäftsbedingungen vom 31. Dezember 1906 ist von beiden
Interessenvertretungen gemeinsam herausgegeben.
"}
"}
Als Interessenvertretungen des Eiergroßhandels kommen
ferner noch die Vereine in Betracht. Gemäß der Scheidung
der Branche in zwei sich gegenüberstehende Interessengruppen
sind auch zwei Vereine entstanden. Für die Eierimporteure
besteht der Verein der Berliner Eiertmporteure" (gegründet
am 10. Januar 1905), für die Eiergroßhändler der Berein
der Berliner Eiergroßhändler" (gegründet am 24. Mai 1905).
Aus dem letteren Verein sind einige ältere Firmen ausge-
schieden und haben den Verein Deutscher Eiergroßhändler"
gegründet; fie glaubten ihre Interessenvertretung von der der
zugewanderten Eierhändler trennen zu sollen. In Kardinal-
fragen gehen aber beide Vereine der Eiergroßhändler zu=
sammen und haben für diese den Verband der vereinigten
Berliner Eiergroßhändlervereine" gegründet.
"
Maou
H
Das Schiedsgericht.
Das Schiedsgericht für den Eierhandel hat wie jene
Schiedsgerichte, die die Kaufmannschaft zu Berlin auch für
andere Warenhandelszweige eingerichtet hat, den schon früher
genannten Zweck der Beschleunigung, Vereinfachung und Ver-
billigung des Rechtsverfahrens. Es wird gebildet von drei
Schiedsrichtern, die aus der Zahl von fünfzehn zu diesem
Amte Gewählten von deren Obmann für jeden einzelnen
Streitfall besonders beſtimmt werden. Die Wahl der fünf-
zehn Schiedsrichter erfolgt in einer gemeinsamen Versamm-
lung der Mitglieder der Ständigen Deputation" und des
„Fachausschusses für den Eierhandel“. Ueber die Zuſammen-
segung ihrer Zahl bestimmt die Schiedsgerichtsordnung, daß
zehn von ihnen Ladungsimporteure, fünf Eiergroßhändler
ſein müſſen. Die drei für den einzelnen Streitfall ernannten
Schiedsrichter sollen nicht ausschließlich der Gruppe der Jm-
porteure oder der Gruppe der Großhändler angehören. Dem
Schiedsgericht zur Seite steht ein juristisch gebildeter Syndikus.
Die Parteien können sich vor dem Schiedsgerichte vertreten
laſſen. Zur Eröffnung des Verfahrens hat der Kläger eine
Klageschrift einzureichen. Das Verfahren ist geheim und an
keine Normen gebunden; die Art seiner Führung unterliegt
dem freien Ermessen der Schiedsrichter. Ein Protokoll über
die Verhandlungen braucht nur insoweit geführt zu werden,
als es für die Beeidigung eines Zeugen oder Sachverständi-
gen für erforderlich erklärt wird. Das Gericht kann in jeder
Lage des Verfahrens die Fällung eines Schiedsspruches ab-
lehnen. Das gefällte Urteil wird ins Protokollbuch einge=
tragen und nach Rechtskraft beim Amtsgericht Berlin-Mitte
oder beim Landgericht I niedergelegt. Will die unterliegende
Partei dem Urteil keine Folge leisten, so kann die andere
Partei bei dem ordentlichen Gerichte das Vollstreckungsurteil
des Schiedsspruches erlangen. Ueber die Zuständigkeit des
Schiedsgerichts besagen verschiedene Gutachten der Kauf-
mannschaft zu Berlin sowie § 4 der Berliner Geschäftsbedin-
gungen, daß das Schiedsgericht zu entscheiden hat über alle
Streitigkeiten, die aus einem nach Berliner Usancen unter
Großhändlern geschlossenen Kauf entstehen, sofern betde Par=
teten im Deutschen Reiche eine gewerbliche Niederlassung
haben. Das Schiedsgericht ist obligatorisch, d. h. die Strett-
sache kann nicht eher vor ein ordentliches Gericht gebracht
werden, bevor nicht das Schiedsgericht die Entscheidung ab-
gelehnt hat. Der § 7 der Schiedsgerichtsordnung bestimmt
die zu erhebenden Gebühren. Sie betragen bei einem Strett=
gegenstande bis zur Höhe
von
"}
50 M. ohne Ausfertigung des Schiedsspruches 1,50 M.
mit
"
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#
3,00
3,00
5,00
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mit
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von
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200 M. ohne Ausfertigung des Schiedsspruches 5,00 M.
mit
7,50
"
"/
"/
300
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500 ohne Unterschied
1000
1500
2000
über 2000
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"1
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ohne
mit
"1
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10,00
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Wird die Klage vor oder in dem ersten Termine zurück-
genommen oder lehnt das Schiedsgericht die Fällung des
Schiedsspruches ab, ſo wird nur die Hälfte der Gebühren er-
hoben. Die Gebühren sind fällig, wenn das Verfahren be-
endet ist oder ruht. Ferner werden noch bei Hinzuziehung
von Sachverständigen sowie für Stempel, Porto usw. die
Auslagen erhoben. Schuldner der Gebühren und Auslagen
ist der Kläger, nach Fällung eines Schiedsspruches haftet der
unterliegende Teil nach Maßgabe desselben neben dem Kläger
als Gesamtschuldner. Der Vorsitzende des Schiedsgerichts
fann angemessenen Vorschuß fordern.
"
Das Sachverständigenamt.
ศ
Zur Begutachtung von Eiern beruft die Handelskammer
zu Berlin auf Vorschlag des „Fachausschusses für den Eier-
handel" und auf Grund des § 36 der Gewerbeordnung_ſowie
des § 42 des Handelskammergefeßes auf jederzeitigen Wider=
ruf und für die Dauer eines Jahres Fachleute, sowohl Im-
porteure wie Großhändler, als Sachverständige und beeidigt
fie. Der Sachverständige erhält von der Handelskammer eine
Bestallungsurkunde; er führt ein Siegel, welches seinen Namen
enthält mit dem Zusaß: „Von der Handelskammer zu Berlin
beeidigter Sachverständiger zur Untersuchung und Begut-
achtung von Eiern." Die Zahl der Sachverständigen fann
auf Antrag des Fachausschusses mit Rücksicht auf ein vor-
liegendes Bedürfnis beliebig vergrößert werden. Die Sach-
verständigen unterstehen der Aufsicht der Handelskammer.
Anträge auf Erstattung von Gutachten sind an das Bureau
der Handelskammer zu richten, welche nach einer beſtimmten
Reihenfolge einen oder mehrere Sachverständige bestellt. Ueber
die Art, wie der Sachverständige prüfen soll, enthalten die
§§ 10-15 der Vorschriften genaue Angaben: Der Sachver=
ständige soll sich spätestens vierundzwanzig Stunden nach
Erhalt des Auftrages zweds Besichtigung zum Lagerplaß der
reflamierten Ware meist ist es der Keller des Großhänd-
Iers begeben, nachdem er zuvor den Antragsteller und, wenn
tunlich, auch die Gegenpartei von dem Zeitpunkt der Besichti-
gung benachrichtigt hat. Um ein möglichst unparteiisches
Urteil zu garantieren, find die Bestimmungen getroffen, daß
die streitenden Parteien das Recht haben, der Besichtigung
beizuwohnen, daß der Sachverständige aber ihre Beihilfe beim
Auspacken verbieten kann und daß dagegen der Sachverstän-
dige selbst einen Antrag auf Besichtigung nicht annehmen
darf, wenn er an der Ware ein persönliches Interesse hat.
Falls nicht besondere Vereinbarungen entgegenstehen, sind bei
der Prüfung die Berliner Geschäftsbedingungen maßgebend,
der Sachverständige kann demnach nur dann das Vorliegen
einer nicht vertragsmäßigen Ware konstatieren, wenn der
Ausfall den usancemäßigen Rabatt von zwei Schock pro
Kiste übersteigt. Was als Ausfall zu betrachten ist, bestimmt
der § 10 der Berliner Geschäftsbedingungen, welcher lautet:
„Der Käufer hat faule, fleckige Eier und vollständigen Bruch
nicht zu bezahlen. Knickeier, durch Frost aufgeplaßte und
leicht angelegte Eier, die nicht als Fleckeier bezeichnet werden
können, sind nur mit der Hälfte, kleine Eier, die durch den
38 mm-
-Ring gehen, mit zwei Dritteln des Kaufpreises zu
bezahlen." Die Begutachtung stüßt sich nicht auf die Unter-
suchung der ganzen Ware, vielmehr ist der Sachverständige
nur verpflichtet, ein Viertel des Inhalts einer jeden Kiste
auszupacken und mit dem Eierspiegel zu untersuchen, den
übrigen Inhalt aber, wie es in den Vorschriften heißt, „sach-
4*
|
52
gemäß zu prüfen". Praktisch werden von dem Sachverstän-
digen sechs bis acht Schock von jeder Kiſte untersucht. Der
dabei ermittelte Ausfall von wertlosen und minderwertigen
Eiern wird als Grundlage einer schäßungsweisen Ermittlung
des Ausfalls der ganzen Kiste genommen. Ergibt die Ware
allerdings bei der Prüfung des erſten Viertels einen ungleich-
mäßigen Ausfall, ſo ſoll die Kiste mindestens bis zur Hälfte
des Inhalts ausgepackt werden. Auf jeden Fall beruht also
das Urteil zum großen Teil auf Schäzung. Wenn man be-
denkt, daß durch das Gutachten über relativ große Summen
entschieden wird und daß es vor Gericht volle Beweiskraft
besißt, ſo läßt sich bezweifeln, ob es auf genügend zuverlässiger
Grundlage aufgebaut ist. Der § 16 der Vorschriften bestimmt
die Gebühren. Sie betragen zwei Mark als Grundtage für
jeden Sachverständigen. Außerdem wird für jede zur Unter-
suchung aufgegebene Kiste, gleich viel ob die Begutachtung
durch einen oder mehrere Sachverständige erfolgt, eine Unter-
suchungsgebühr von fünfzig Pfennigen berechnet. Der Höchst=
betrag dieser Gebühr einschließlich der Grundtaxe darf für
jeden einzelnen Sachverständigen fünfzehn Mark nicht über-
steigen. Bei Begutachtungen außerhalb Berlins erhöht sich
die Grundtare um fünfzig Pfennig respektive eine Mark,
wozu dann noch gegebenenfalls die Reisekosten beansprucht
werden können.
Die Geschäftsbedingungen.
Im Jahre 1884 wurden die Geschäftsgebräuche, die ſich
im Berliner Etergroßhandel herausgebildet hatten, zum ersten=
mal von der „Ständigen Deputation“ kodifiziert. Sie wurden
abgeändert im Jahre 1896 und zum lehtenmal 1906. Die
jezt gültige Fassung der Geschäftsbedingungen lautet:
1. Allgemeine Bestimmungen.
§ 1. Die Bedingungen gelten für alle Kauf-, Verkaufs-
und Kommiſſionsgeschäfte mit Eierhändlern, die im Berliner
Wirtschaftsgebiet ihre Niederlassung haben. Sie gelten nur
insoweit, als eine anderweitige Vereinbarung nicht getroffen
wird.
§ 2. Für alle Verpflichtungen ist Berlin, und zwar der
Bezirk des Amtsgerichts Berlin-Mitte, Erfüllungsort.
§ 3. Den Sonntagen und gesetzlichen Feiertagen werden
die beiden jüdischen Neujahrstage und das Versöhnungsfest
gleichgeachtet.
§ 4. Die Entscheidung von Streitigkeiten aus Geschäften,
die nach diesen Bedingungen geschlossen sind, erfolgt, sofern
beide Parteien im Deutschen Reich eine gewerbliche Nieder-
lassung haben, durch ein Schiedsgericht, dessen Verfassung und
Verfahren in der Schiedsgerichtsordnung bestimmt ist. Für
Streitigkeiten mit Personen, die im Deutschen Reiche keine
gewerbliche Niederlassung haben, ist das Amtsgericht Berlin-
Mitte und das Landgericht I Berlin zuständig.
2. Lieferungen innerhalb des Berliner Wirtschafts-
gebiets.
§ 5. Der Verkäufer ist nur zur Lieferung gegen Bar-
zahlung (per Kasse) verpflichtet.
§ 6. Als handelsüblich gilt die Verpackung in Kiſten zu
je 24 Schock.
§ 7. Liefert der Verkäufer die Ware in die Geschäfts-
räume des Käufers, so hat er 25 Pf. für die Anfuhr jeder
Kiste zu fordern.
§ 8. Für etwaigen Bruch sowie fehlerhafte und ver-
dorbene Eier werden dem Käufer zwei Schod Eier für die
Kiste, und zwar jede Kiſte für sich berechnet, vergütet. Bei
Vereinbarung einer höheren Vergütung ist der Käufer nur
für die gesamte Sendung zu dem Abzuge der vereinbarten
Mengen berechtigt. Die Sendung ist vertragsmäßig, wenn
der Gesamtverlust an Bruch, fehlerhaften und verdorbenen
Eiern die vereinbarte Vergütung nicht übersteigt Die gleichen
Bestimmungen gelten für Kalleier sowie fleine, mittelgroße,
schmuzige, abgetrocknete und Kühlhauseter.
54
§ 9. Der Käufer ist berechtigt zur Untersuchung
bei Lieferung von 1 Kiste 2 Lagen zu je 3 Schock auf einer
Seite 6 Schock,
"
"}
N
"
"I
"/
von 2-3 Kisten 1/2 Kiste, und zwar entweder
die linke oder die rechte Hälfte einer Kiste,
4-6 Kisten 1. Kiste,
von
2 Kiſten,
7-10
11-20
3 Kisten,
"
"1
"/
"}
"
"1
bei mehr als 20 Kisten für je weitere 10 Kisten eine weitere
Kiste auszupacken.
§ 10. Der Käufer hat faule, fleckige Eier und voll-
ständigen Bruch nicht zu bezahlen.nideier, durch Frost
aufgeplakte und leicht angelegte Eier, die nicht als Flecketer
bezeichnet werden können, sind nur mit der Hälfte, kleine Eier,
die durch den 38-mm-Ring gehen, mit zwei Dritteln des
Kaufpreises zu bezahlen.
§ 11. Mängel der Ware sind spätestens am ersten Ge-
schäftstage nach Ankunft der Lieferung, und zwar bis 6 Uhr
nachmittags, dem Verkäufer anzuzeigen. Uebersteigt die Liefe
rung die Zahl von 6 Kiſten, so kann die Anzeige für die
6 Kisten übersteigende Zahl spätestens am folgenden Ge
schäftstage bis 6 Uhr nachmittags erfolgen. Ist die vertrags-
mäßige Zahl von Eiern in der Kiste nicht enthalten, so muß
die Anzeige bei Lieferung bis zu 6 Kisten innerhalb dreier
Geschäftstage, bis zu 15 Kisten innerhalb vier Geschäftstagen,
bei größeren Lieferungen innerhalb sechs Geschäftstagen
schriftlich erfolgen. Die Anzeigen müssen bis zum Ablaufe
der Fristen in den Geschäftsräumen des Verkäufers ein-
gegangen sein.
ศ
§ 12. Nach Eingang der Mängelanzeige ist der Ver-
fäufer berechtigt, bis um 6 Uhr des nächstfolgenden Geschäfts-
tages einen von der Handelskammer zu Berlin öffentlich an-
gestellten Sachverständigen für die Untersuchung und Begut-
achtung von Eiern, und wenn mehr als 15 Kisten geliefert
worden sind, zwei Sachverständige mit der Feststellung der
Beschaffenheit der Ware zu beauftragen. Der Verkäufer hat
auf Verlangen den Käufer von dem Auftrage zu benach-
richtigen. Unterläßt es der Verkäufer, die Feststellung der
Beschaffenheit rechtzeitig zu beantragen oder die vom Käufer
geforderte Nachricht zu geben, so ist der Käufer berechtigt,
am folgenden Geschäftstage spätestens bis 6 Uhr nachmittags
einen Sachverständigen oder bei Lieferung von mehr als
15 Kisten zwet Sachverständige zu beauftragen und den Ver-
fäufer vom Auftrage gleichzeitig zu benachrichtigen; andern-
falls gilt die Ware als genehmigt. Die Ware gilt ferner als
genehmigt, wenn der Käufer sie an einen Dritten abgeliefert
hat, ohne ihren Zuſtand feſtſtellen zu laſſen.
I
§ 13. Der Käufer ist verpflichtet, die gekaufte Ware ab-
zunehmen, auch wenn sie mangelhaft ist. Er ist in dieſem
Falle berechtigt, für die vom Sachverständigen untersuchten
Kisten den dem Minderwert entsprechenden Abzug und für die
vom Käufer ausgepackten Kisten denjenigen Abzug zu machen,
der sich als Durchschnitt aus den Abzügen für die unter-
ſuchten Kisten und nach § 8 Abs. 1 Saz 1 für die Kiſten er-
gibt, über die der Käufer bereits verfügt hat. Stark ab-
weichende Kisten werden bei Ermittlung des Durchschnitts
55
nicht berücksichtigt. Die Abzüge kann der Käufer auch dann
machen, wenn die ihm nach § 8 Abs. 1 Sat 2 gestatteten
Abzüge niedriger sind. Die Entscheidung des Sachverständigen
über die Höhe des Abzugs, der für jede untersuchte Kiste zu
machen ist, ist für die Parteien bindend.
3. Lieferungen von auswärts nach dem Berliner
Wirtschaftsgebiet.
§ 14. Kommissionsgeschäfte und Käufe.
Bei allen Kommiſſionsgeschäften und Käufen, bei denen
frei Berlin" zu liefern ist, kann der Kommissionär oder
Käufer als Vergütung für die zum Empfange der Ware auf-
gewandte Mühe 20 Pf. für jede Kiste fordern.
§ 15. Die Bestimmungen der §§ 8 und 10 und die Be-
stimmungen des § 13 über die Höhe der Abzüge finden für
Lieferungen nach dem Berliner Wirtschaftsgebiet Anwendung.
§ 16. Kommissionsgeschäfte.
Werden Eier kommissionsweise geliefert, so hat der Kom-
missionär etwaige Mängel spätestens an dem auf die Ab=
sendung der Verkaufsanzeige folgenden Markttage (Montag
und Donnerstag) seinem Kommittenten anzuzeigen. Die An-
zeige ist rechtzeitig, wenn sie bis zu diesem Tage bei der Post
aufgegeben ist. Ist die Ware zur Zeit der Absendung der
Verkaufsanzeige noch nicht empfangsbereit oder der Empfänger
durch die Bahn von der Ankunft noch nicht benachrichtigt, so
hat die Anzeige erst an dem folgenden Markttage zu ge=
schehen.
§ 17. Käufe. Der Käufer kann die Ware auf dem Eingangs-
eiſenbahnhof oder in ſeinen Geschäftsräumen untersuchen,
gleichviel, ob „fret Berlin“ oder „ab Versandort“ zu liefern
ist. Er hat etwaige Mängel dem Verkäufer vor Ablauf dreier
voller Geschäftstage nach Eintritt der Empfangsmöglichkeit
durch eingeschriebenen Brief oder telegraphisch anzuzeigen.
Ist die Ware von der Bahn Abnehmern des Käufers zu=
gerollt, so kann die Untersuchung auch beim Abnehmer er-
folgen. Will der Käufer die Ware wegen Mängel zur Ver-
fügung stellen, so muß er dies bei der Anzeige erklären.
Unterläßt er es, so ist er nur zum Abzuge des von den Sach-
verständigen festgestellten Minderwerts berechtigt.
§ 18. Die Abrechnung des Empfängers gilt als an-
erkannt, sofern nicht der Lieferer innerhalb zweier Wochen
nach Eingang der Abrechnung widerspricht und den Wider-
spruch auf bestimmte Tatsachen ſtüßt.
4. Lieferungen vom Berliner Wirtschaftsgebiete
nach auswärts.
$ 19. Der Lieferer ist berechtigt, nach erfolgter Anzeige
von Mängeln einen oder bei Lieferung von mehr als 15 Kisten
zwei öffentlich angestellte Sachverständige mit der Begut-
achtung der Ware zu beauftragen. Das Gutachten ist für die
Parteien bindend.
Zu den einzelne Paragraphen ist folgendes zu be-
merten:
§ 8 bestimmt, daß bei Verkäufen der Importeure an die
Eiergroßhändler ein Rabatt von zwei Schoďk per Kiste ver-
56
rechnet wird. Dieser Rabatt wird vom Eiergroßhändler auch
Abnehmern gewährt bei Verkäufen von größeren Mengen
Eier bis herab zu einer halben Kiste. Laut § 15 finden dieſe
Bestimmungen über den Rabatt ſowie jene der §§ 10 und 13
über den Abzug auch im Verkehr mit den Exporteuren der
Produktionsländer Anwendung. Durch die Höhe des Rabatts
nimmt Berlin unter allen Importpläßen Deutschlands eine
Sonderstellung ein; denn die andern Importpläße verrechnen
entweder überhaupt keinen Rabatt oder einen solchen von nur
einem Schock per Kiste. Der hohe Rabatt dürfte daher auch
die Stellung der Berliner Importeure beim Einkauf in den
Produktionsländern beeinfluſſen. Der Exporteur wird den
Rabatt in der Preis offerte berücksichtigen, er wird also die
Ware nach Berlin teurer anbieten, als z. B. nach Hamburg,
wo ihm nur ein Schock per Kiste abgezogen wird. Mancher
Exporteur wird aber auch geneigt ſein, die nach Berlin_ver=
taufte Ware so zu ſortieren, daß sie am Bestimmungsort einen
Ausfall von nicht viel weniger als 120 Stück per Kiste hat,
da sie in diesem Falle noch nicht mit Erfolg rellamiert
werden kann. Der § 8 fagt ferner, daß der gleiche Rabatt
gewährt wird beim Verlaufe von fleinen Eiern und von
Kühlhauseiern. Bei Geschäften in diesen beiden Sorten sind
jedoch anderweitige Abmachungen sehr häufig: Kleine Eier
werden mit 2½ Schock Rabatt per Kiste gehandelt, bei Ge-
schäften mit Eiern zweiter Sorte wird gewöhnlich ein solcher
von 4 Schock per Kiſte ausbedungen. Der Preis für Kühl=
Hauseier versteht sich meistens nicht per Schock, sondern per
Kiste à 1440 Stück ohne jeden Rabatt und unter Ausschluß
des Rechtes der Reklamation.
§ 13 verpflichtet den Käufer bei Geschäften innerhalb des
Berliner Wirtschaftsgebiets, die Ware abzunehmen, auch wenn
sie nicht vertragsmäßig ist. Der Käufer hat in diesem Falle
nur das Recht, den Kaufpreis um den Minderwert der Ware
zu kürzen. Durch diese Bestimmung soll verhindert werden,
daß der Käufer bei einem Rückgange der Preise unter dem
Vorwande der Mangelhaftigkeit der Ware diese zur Ver-
fügung des Verkäufers stellen und so den aus der Preis-
schwankung entstehenden Schaden abwälzen kann. Dagegen
haben die Berliner Importeure im Verkehr mit den Er-
porteuren sich durch den § 17 das Recht, die Annahme
mangelhafter Ware zu verweigern, vorbehalten.
Schließlich ist noch auf die im § 17 Sat 3 enthaltene
Bestimmung hinzuweisen, daß die Untersuchung der Ware
nicht auf der Bahn oder in den Geschäftsräumen des Im-
porteurs zu erfolgen braucht, daß die Ware auch bei den Ab-
nehmern des Importeurs besichtigt werden kann; durch diese
Bestimmung wird eine durch die Organiſation des Berliner
Eierhandels bedingte Eigentümlichkeit sanktioniert, die nicht
zum Vorteil der Exporteure ist und die bei dieſen zu leb-
haften Klagen Veranlassung gibt.
Faktoren der Preisbildung am Berliner
Markte.
Früher wurde gezeigt, daß die Versorgung Berlins mit
Eiern zum größten Teil auf der Produktion Rußlands und
Desterreich-Ungarns beruht. Nun ist Berlin aber nicht der
einzige Abnehmer der ruſſiſchen und österreichtſchen Produktion,
ſondern es fommen neben ihm noch das übrige Deutschland,
ferner England und Frankreich in Betracht. Der Bedarf
Berlins ist also für die Stipulierung des Einkaufspreiſes, den
die Berliner Importeure für die Ware zahlen müssen, wohl
mitbestimmend, aber nicht ausschlaggebend; mit andern
Worten: Die Preisentwicklung am Berliner Markt ist in
erster Linie von derjenigen des international-europäiſchen ab-
hängig, womit hier und im folgenden jener ideelle Markt be-
zeichnet werden soll, der gebildet wird von dem gesamten
Angebot der etwa oft- und südöstlich-europäischen Produktion
und der westeuropäischen Nachfrage. Auf diesen Markt iſt
also zuerst ein Blick zu werfen.
-
Zuvor muß noch auf zwei natürliche Eigenschaften des
Artikels Eier hingewiesen werden, die die Preisbildung be-
einfluſſen. Die leichte Verderblichkeit der Ware bedingt die
Unmöglichkeit, sie ohne Konservierungsmittel längere Zeit
lagern zu lassen und so einen zeitlichen Ausgleich zwischen
den Schwankungen des Angebots und der Nachfrage zu be-
wirken. Der augenblicklich verfügbaren Produktion steht also
die augenblickliche Nachfrage gegenüber. Deswegen sind
Preisschwankungen bei Eiern relativ häufig. In der ent-
gegengesetzten Richtung wirkt der Umstand, daß der Konsum
die Fähigkeit besißt, sich der Größe der Produktion resp. der
Höhe des Preiſes derselben anzupassen. Eier sind zwar ein
wertvolles und bei steigendem Wohlstande immer mehr ver-
wandtes, aber immerhin ein entbehrliches Nahrungsmittel.
Deshalb fallen mit den Zeiten der geringsten Produktion und
des höchsten Preisstandes auch die des schwächsten Konsums
zuſammen, während im Sommer mit der Produktion auch
der Konsum zunimmt.
Die Produktion unterliegt den natürlichen, vom Wechsel
der Jahreszeiten bedingten und von den Schwankungen der
Temperatur beeinflußten Veränderungen. Schlechte Ernten in
den Exportländern und in deren Gefolge Dezimierung der
Hühner bringen einen unvorhergesehenen Produktionsausfall.
So tommt in die Preisbildung das erste unsichere Element.
Was die Nachfrage betrifft, ſo ſind die Konsumländer Deutsch-
land, England und Frankreich nicht auf Rußland und Dester-
reich-Ungarn als Bezugsländer allein angewiesen, ſondern ſie
haben auch eine beträchtliche eigne Produktion und noch Zu-
fuhr aus andern Exportländern (Jtalten, Dänemark, Irland
usw.). Da nun in einem Konsumlande das Angebot einer
-
58
feiner Bezugsquellen zu bestimmten Zeiten besonders maffen-
haft aufzutreten pflegt, also z. B. in den englischen Städten
in dem einen Monat das Angebot irischer, in dem andern
das dänischer Ware, so tann auf diese Weise die Nachfrage
eines großen Abnehmers eine Zeitlang von dem Markte
russischer und österreichischer Eier ferngehalten werden, um
sich später wieder mit großer Dringlichkeit geltend zu machen.
Da nun die Produktion in den Exportländern diesen Schwan-
fungen der Nachfrage nicht folgen tann, so find Preis-
fluttuationen unvermeidlich.
Als weiterer Faktor der Preisbildung am internationalen
Markte kommt die Spekulation hinzu. Man kann zwei Arten
der Spekulation unterscheiden: Die eine versucht aus dem
natürlichen Unterschiede der Sommer- und Winterpreise einen
Gewinn zu ziehen und bedient sich zu diesem Zwecke der Kon-
ſervierung, die andere will durch Zurückhalten der vor=
handenen Vorräte einen künstlichen Einfluß auf die Preise
ausüben. Obwohl die erste Art der Spekulation eine Ein-
wirkung auf die Preise nicht zum Zweck hat, so hat sie doch
eine solche zur Folge, und zwar eine für die Spekulanten
selbst unliebsame; denn zur Zeit des Einkaufs vergrößert fie
die durch den augenblicklichen Konsum bedingte Nachfrage
und zur Zeit des Verkaufs das durch die augenblickliche Pro-
duktion bedingte Angebot. Die Wirkung auf den Preis tann
so weit gehen, daß (wie z. B. im Jahre 1909) die konservierte
Ware im Winter billiger verkauft werden muß, als sie im
Sommer eingekauft war. Volkswirtschaftlich betrachtet, hat
diese Spekulation aber ihre guten Seiten; denn sie gleicht die
Schwankungen in der Größe des Warenangebots bis zu einem
beſtimmten Grade aus.
Die zweite Art der Spekulation, die den bewußten Zwed
hat, die Preise künstlich zu beeinfluſſen, hält die Warenvorräte
eine Zeitlang zurück, ohne sich dabei der Konservierung zu
bedienen. Sie kann daher mit Erfolg nur für turze Zeit und
in großen Mengen von wenigen potenten Großhändlern in-
fzeniert werden. Sie ist wegen der unter den Exporteuren
und Importeuren herrschenden Konturrenz schwer durchzu=
führen und kommt daher selten vor.
"}
Eier erfahren im Großhandel eine zweimalige Preis-
bildung, nämlich im Produktionslande, wenn ſie in die Hand
des Importeurs übergehen, und am Konſumplage, wenn sie an
den Kleinhandel abgegeben werden. Die lettere Preisbildung
vollzieht sich in Berlin auf der Grundlage einer marktmäßigen
Organisation. Es ist selbstverständlich, daß die hier erzielten
Preise nicht mit den im Produktionslande, am internatio
nalen Markte" erzielten identisch sind, wenn auch die Kon=
kurrenz unter den Importeuren eine allzugroße Spannung
zwischen den Ein- und Verkaufspreisen für die Dauer nicht
aufkommen läßt. Eine andere Frage aber ist es, ob die
Tendenz des Marktes an den Konfumplage derjenigen des
internationalen Marktes“ unbedingt folgen muß: Durch das
Zusammenwirken von Exporteuren und Importeuren erfolgt
bis zu einem gewissen Grade eine internationale Preisaus-
gleichung; denn die Exporteure, die über die Preise an den
hauptsächlichen Importpläßen unterrichtet sind, bieten ihre
verfügbare Ware nach dem Plage an, wo der Markt
festesten" ist, und die Importeure kaufen in dem Produktions-
am
"I
"I
59
distrikt, wo die Ware am billigsten ist. Die Preisausgleichung
ist aber keine vollkommene. Die örtlichen Differenzen find so
groß, daß zeitweise z. B. in Berlin Eier zweiter Sorte den-
selben Preis bedingen, wie in Hamburg Eier erster Sorte.
Es sprechen hier lolale Verhältnisse mit, vor allem auch der
Umstand, ob der Importplah eine bedeutende Zufuhr von
Eiern aus seiner nächsten Umgebung hat.
"}
Obwohl die Berliner Importeure mit einer erheblichen
Zufuhr aus dem Inlande nicht zu rechnen haben, geht doch
die Preisentwicklung am Berliner Markte nicht immer der
jenigen des internationalen Marktes" parallel. Am Berliner
Markte steht der Nachfrage der Eiergroßhändler das Angebot
der am Plaze vorhandenen und dorthin auf dem Transport
befindlichen Warenmengen der Importeure gegenüber. Es
kommt vor, daß zu einer Zeit, wo eine dringende Nachfrage
der Konsumländer auf dem „internationalen Markte" den
Preis in die Höhe treibt, in Berlin das Angebot der verfüg-
baren Ware die Nachfrage übersteigt. Ein solcher Gegensaß
in der Tendenz der beiden Märkte kann ſo weit gehen, daß
die Importeure gezwungen sind, die Ware am Plage mit
Verlust zu verkaufen, falls sie nicht vorziehen, dieselbe bis
zum Winter zu konservieren, um den augenblidlichen Verlust
zu vermeiden. Umgekehrt zeigt auch der Berliner Markt zu=
weilen ein festes Gepräge, während am „internationalen
Markte" die Tendenz eine weichende geworden ist. Dieser
Fall tritt meistens nach den Zeiten ein, wo die Berliner Eier-
großhändler sich in der Hoffnung auf einen baldigen Preis-
rückgang im Einkauf Zurückhaltung auferlegt hatten und wo
als Folge davon das Angebot vom Berliner Plaze sich fort=
gewöhnt hatte, d. h. von den Importeuren möglichst wenig
Ware aufgekauft und nach Berlin verladen wurde. Das Er-
gebnis einer solchen Stockung ist ein am Plage eintretender
Warenmangel, der, sobald er auf den Handel einen fühlbaren
Druck ausübt, die Veranlassung wird zu einer unvermittelt
und dringend hervortretenden Nachfrage, die auch zu erhöhten
Preisen Befriedigung sucht. Dieser plögliche Umschwung in
der Tendenz des Marktes pflanzt sich dann bei der Größe
des Berliner Bedarfs, wenn auch im abgeschwächten Maße,
auf den „internationalen Markt" fort.
Lebenslauf des Verfassers.
Ich, Anton Heinrich Rolf, wurde geboren am 24. Februar
1887 zu Haste bei Dsnabrück. Ich bin preußischer Staats-
angehörigkeit und katholischer Konfession. Meine Eltern find
der verstorbene Kaufmann Heinrich Rolf und dessen Ehefrau
Anna geborene Roelker. Ich besuchte zunächst die Volksschule
zu Haste und wurde Ostern 1901 in die Untertertia des
Gymnasium Carolinum zu Osnabrück aufgenommen. Ostern
1907 beſtand ich an derselben Anstalt die Reifeprüfung. Dann
bezog ich die Universität Berlin und widmete mich national-
ökonomischen und juristischen Studien; unterbrach aber mein
Studium, um zunächst eine Ausbildung in der Praxis zu er-
langen. Zu diesem Zweck war ich zuerst als Lehrling, dann
als Beamter im Bankweſen tätig. Im Winterſemeſter 1911/12
ſeßte ich meine Studien an der Universität Erlangen fort und
beſtand dort Ende Februar 1912 vor der hohen philoſophiſchen
Fakultät die Promotionsprüfung.

DEC 18 170
Kelay
22
FOB
FAS
C&F
CIF
LCL
elling
Products
to the World.
atch
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HE
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1009
P18
!
To the
Manufacturer,
Exporter and Importer:
We are presenting in this pamphlet a reprint of "Ameri-
can Foreign Trade Definitions" adopted at a Conference held
in the India House, New York, N. Y., on December 16, 1919,
and participated in by committees representing the
National Foreign Trade Council
Chamber of Commerce of the United States of America
National Association of Manufacturers
American Manufacturers' Export Association
Philadelphia Commercial Museum
American Exporters' and Importers' Association
Chamber of Commerce of the State of New York
New York Produce Exchange
New York Merchants' Association
As the most certain means of insuring unmistakable clar-
ity in terms and conditions of sale, the Conference voted to
recommend to manufacturers and exporters that all use of
abbreviated forms of export price quotations be abandoned,
and that such terms be written out in full.
The Conference recognized, however, that this recommen-
dation is not likely to be accepted generally at once; and
therefore, in the hope of effecting a simplification and stan-
dardization of American practice, it adopted the within men-
tioned statement of definitions of the abbreviated forms in
more common and general use in the export trade. The Con-
ference strongly recommends to manufacturers and exporters
that whatever abbreviated forms of export quotations are em-
ployed, the forms herein defined be used, as far as possible,
to the exclusion of other forms.
We are happy for the opportunity to bring this important
information to the attention of merchants interested in over-
seas trade and wish to express our grateful acknowledgment
to the National Foreign Trade Council for the permission
which they have so readily accorded us to make use of this
timely data, in this way enabling us to lend what co-opera-
tion we can in the admirable work being done by that organi-
zation in the promotion of our foreign trade.
THE UNION NATIONAL BANK OF SEATTLE
JOHN CLAUSEN,
Seattle, Wash.
October 26, 1920.
Vice-President

To meet the many requests for copies of this booklet,
we have been pleased to issue a
SECOND EDITION.

UNION
SEATTLE
OVERSEAS TRADE SERVICE
We offer the facilities of a
FOREIGN DEPARTMENT
NATIONAL
BANK
fully equipped to meet every requirement.
Our direct connections in all parts of the
world provide an efficient banking service
to care for the needs of
MANUFACTURERS EXPORTERS
AND IMPORTERS
We invite correspondence
G. F. CLARK
Vice-President
J. D. LOWMAN
Vice-President
JAMES D. HOGE
Chairman of the Board
J. A. SWALWELL
President
FORREST I. GILL
Cashier
JOHN CLAUSEN
Vice-President
A. B. STEWART
Vice-President
DEFINITIONS OF EXPORT
QUOTATIONS
EXPLANATIONS OF ABBREVIATIONS
FREE ON BOARD
FREE ALONGSIDE
F. O. B......
F. A. S....
C. & F.
COST AND FREIGHT
C. I. F...COST, INSURANCE AND FREIGHT
L. C. L......... LESS THAN CARLOAD LOT
These are, in their order, the normal situations
on which an export manufacturer or shipper may
desire to quote prices. It is understood that unless
a particular railroad is specified, the property will
be delivered to the carrier most conveniently located
to the shipper. If the buyer, for the purpose of
delivery, or in order to obtain lower transportation
charges, desires that the goods be delivered to a
carrier further removed from the shipper and en-
tailing a greater cost than delivery to the carrier
most favorably situated, the carrier to which the
buyer desires delivery of the goods should be named
in the quotation. The term "cars or lighters" as
used herein, is intended to include River, Lake or
Coastwise ships, canal boats, barges, or other means
of transportation, when so specified in the quotation.
4
1. When the price quoted applies only at inland
shipping point and the seller merely undertakes to
load the goods on or in cars or lighters furnished
by the railroad company serving the industry, or
most conveniently located to the industry, without
other designation as to routing, the proper term is:
"F. O. B. (named point)"
Under this quotation :
A. Seller must
(1) place goods on or in cars or lighters
(2) secure railroad bill of lading
(3) be responsible for loss and/or damage un-
til goods have been placed in or on cars
or lighters at forwarding point, and clean
bill of lading has been furnished by the
railroad company.
B. Buyer must
(1) be responsible for loss and/or damage in-
curred thereafter
(2) pay all transportation charges including
taxes, if any
(3) handle all subsequent movement of the
goods.
LO
5
2. When the seller quotes a price including trans-
portation charges to the port of exportation without
assuming responsibility for the goods after obtaining
a clean bill of lading at point of origin, the proper
term is:
“F. O. B. (named point) Freight Prepaid to (named
point on the seaboard)"
Under this quotation:
A. Seller must
(1) place goods on or in cars or lighters
(2) secure railroad bill of lading
(3) pay freight to named port
(4) be responsible for loss and/or damage un-
til goods have been placed in or on cars
or lighters at forwarding point, and clean
bill of lading has been furnished by the
railroad company.
B. Buyer must
(1) be responsible for loss and/or damage in-
curred thereafter
(2) handle all subsequent movement of the
goods
(3) unload goods from cars
(4) transport goods to vessels
(5) pay all demurrage and/or storage charges
(6) arrange for storage in warehouse or on
wharf where necessary.
6
3. Where the seller wishes to quote a price, from
which the buyer may deduct the cost of transporta-
tion to a given point on the seaboard, without the
seller assuming responsibility for the goods after ob-
taining a clean bill of lading at point of origin, the
proper term is:
“F. O. B. (named point) Freight Allowed to (named
point on the seaboard)
""
Under this quotation:
A. Seller must
(1) place goods on or in cars or lighters
(2) secure railroad bill of lading
(3) be responsible for loss and/or damage un-
til goods have been placed in or on cars
or lighters at forwarding point, and clean
bill of lading has been furnished by the
railroad company.
B. Buyer must
(1) be responsible for loss and/or damage in-
curred thereafter
(2) pay all transportation charges (buyer is
then entitled to deduct from the amount
of the invoice the freight paid from pri-
mary point to named port)
(3) handle all subsequent movement of the
goods
(4) unload goods from cars
(5) transport goods to vessel
(6) pay all demurrage and/or storage charges
(7) arrange for storage in warehouse or on
wharf where necessary.
7
4. The seller may desire to quote a price covering
the transportation of the goods to seaboard, assum-
ing responsibility for loss and/or damage up to that
point. In this case, the proper term is:
"F. O. B. Cars (named point on seaboard)"
Under this quotation :
A. Seller must
(1) place goods on or in cars
(2) secure railroad bill of lading
(3) pay all freight charges from forwarding
point to port on seaboard
(4) be responsible for loss and/or damage un-
til goods have arrived in or on cars at the
named port.
B. Buyer must
(1) be responsible for loss and/or damage in-
curred thereafter
(2) unload goods from cars
(3) handle all subsequent movement of the
goods
(4) transport goods to vessel
(5) pay all demurrage and/or storage charges
(6) arrange for storage in warehouse or on
wharf where necessary.
5. It may be that the goods, on which a price is
quoted covering the transportation of the goods to
the seaboard, constitute less than a carload lot. In
this case, the proper term is:
"F. O. B. Cars (named port) L. C. L."
Under this quotation:
A. Seller must
(1) deliver goods to the initial carrier
(2) secure railroad bill of lading
(3) pay all freight charges from forwarding
point to port on seaboard
(4) be responsible for loss and/or damage
until goods have arrived on cars at the
named port.
B. Buyer must
(1) be responsible for loss and/or damage in-
curred thereafter
(2) handle all subsequent movement of the
goods
(3) accept goods from the carrier
(4) transport goods to vessel
(5) pay all storage charges
(6) arrange for storage in warehouse or on
wharf where necessary.
9
6. Seller may quote a price which will include the
expense of transportation of the goods by rail to
the seaboard, including lighterage. In this case, the
proper term is:
"F. O. B. Cars (named port) Lighterage Free"
Under this quotation:
A. Seller must
(1) place goods on or in cars
(2) secure railroad bill of lading
(3) pay all transportation charges to, includ-
ing lighterage at, the port named
(4) be responsible for loss and/or damage
until goods have arrived on cars at the
named port.
B. Buyer must
(1) be responsible for loss and/or damage in-
curred thereafter
(2) handle all subsequent movement of the
goods
(3) take out the insurance necessary to the
safety of the goods after arrival on the
cars
(4) pay the cost of hoisting goods into vessel
where weight of goods is too great for
ship's tackle
(5) pay all demurrage and other charges, ex-
cept lighterage charges.
10
7. The seller may desire to quote a price covering
delivery of the goods alongside overseas vessel and
within reach of its loading tackle. In this case, the
proper term is:
"F. A. S. vessel (named port)"
Under this quotation:
A. Seller must
(1) transport goods to seaboard
(2) store goods in warehouse or on wharf if
necessary, unless buyer's obligation in-
cludes provision of shipping facilities
(3) place goods alongside vessel either in a
lighter or on the wharf
(4) provide the usual dock or ship's receipt
(5) be responsible for loss and/or damage un-
til goods have been delivered alongside
the ship or on wharf.
B. Buyer must
(1) be responsible for loss and/or damage
thereafter, and for insurance
(2) handle all subsequent movement of the
goods
(3) pay cost of hoisting goods into vessel
where weight of goods is too great for
ship's tackle.
11
8. The seller may desire to quote a price covering
all expenses up to and including delivery of the
goods upon the overseas vessel at a named port.
In this case, the proper term is:
"F. O. B. vessel (named port)"
Under this quotation:
A. Seller must
(1) meet all charges incurred in placing goods
actually on board the vessel
(2) provide the usual dock or ship's receipt
(3) be responsible for all loss and/or damage
until goods have been placed on board the
vessel.
B. Buyer must
(1) be responsible for loss and/or damage
thereafter
(2) handle all subsequent movement of the
goods.
12
9. The seller may be ready to go farther than the
delivery of his goods upon the overseas vessel and
be willing to pay transportation to a foreign point
of delivery. In this case, the proper term is:
"C. & F. (named foreign port)"
Under this quotation :
A. Seller must
(1) make freight contract and pay transpor-
tation charges sufficient to carry goods to
agreed destination
(2) deliver to buyer or his agent clean bills of
lading to the agreed destination
(3) be responsible for loss and/or damage un-
til goods have been delivered alongside
the ship and clean ocean bill of lading
obtained (seller is not responsible for de-
livery of goods at destination).
B. Buyer must
(1) be responsible for loss and/or damage
thereafter and must take out all neces-
sary insurance
(2) handle all subsequent movement of the
goods
(3) take delivery and pay costs of discharge,
lighterage and landing at foreign port of
destination in accordance with bill of lad-
ing clauses
(4) pay foreign customs duties and wharfage
charges, if any.
13
10. The seller may desire to quote a price covering
the cost of the goods, the marine insurance on the
goods, and all transportation charges to the foreign
point of delivery. In this case, the proper term is:
"C. I. F. (named foreign port)"
Under this quotation:
A. Seller must
(1) make freight contract and pay freight
charges sufficient to carry goods to agreed
destination
(2) take out and pay for necessary marine
insurance
(3) deliver to buyer or his agent clean bills
of lading to the agreed destination, and
insurance policy and/or negotiable insur-
ance certificate
(4) be responsible for loss and/or damage un-
til goods have been delivered alongside
the ship, and clean ocean bill of lading and
insurance policy and/or negotiable insur-
ance certificate have been delivered to the
buyer, or his agent. (Seller is not re-
sponsible for the delivery of goods at des-
tination, nor for payment by the under-
writers of insurance claims)
(5) provide war risk insurance, where neces-
sary, for buyer's account.
B. Buyer must
(1) be responsible for loss and/or damage
thereafter, and must make all claims to
which he may be entitled under the insur-
ance directly on the underwriters
(2) take delivery and pay costs of discharge,
lighterage and landing at foreign port of
destination in accordance with bill of
lading clauses
(3) pay foreign customs duties and wharfage
charges, if any.
14
GENERAL RECOMMENDATIONS
W
In reaching the conclusions set forth in this
statement the Conference considered the fact that
there are, in more or less common use by manufac-
turers in different parts of the United States, numer-
ous variations of these abbreviations, practically all
of which are employed to convey meanings substan-
tially synonymous with those here defined For in-
stance, there are manufacturers who quote “F. O. B.
Cars," "F. O. B. Works," "F. O. B. Mill" or "F. O. B.
Factory" meaning that the seller and buyer have
the same responsibilities as those set forth in section
I. The Conference considered all those variations
and determined to recommend the use of “F. O. B.
(named point," as "F. O. B. Detroit," "F. 0. B.
Pittsburgh," etc. Of the considerable number of these
abbreviations which are used in the United States,
the Conference felt that the form "F. O. B. (named
point)" is most widely used and understood, and
therefore should be adopted as the standard of
practice.
The chief purpose of the Conference is to simplify
and standardize American practice, and to that end
it urges manufacturers and exporters to cease the
use of synonymous abbreviations and quote habitual-
ly in the terms here recommended, just as far as
these terms will cover the price conditions which
it is desired to arrange with the buyer.
Variations of the abbreviations recommended in
other sections also are in more or less common use
throughout the United States. The recommenda-
tions of the Conference set forth above apply to them
with the same force as to those cited under section 1.
Manufacturers and exporters are urged to bear
in mind that the confusion and controversies which
15
have arisen have sprung in part from the use of an
excessive number of abbreviated forms with sub-
stantially similar meanings, as well as from the use
of abbreviations in a sense different from their orig-
inal meanings, or in an application not originally
given them and different from the sense or applica-
tion understood by foreign buyers.
In simplified and standardized practice lies the
best hope of reducing confusion and avoiding con-
troversy.
The Conference urges upon manufacturers and
exporters the very great importance at all times of
making their intention in whatever quotation they
employ so thoroughly clear as to be impossible of
misunderstanding or misinterpretation. It is much
better to take the time and space at the outset to
make the quotation clearly undersood, than to be
compelled in the end to go through vexatious con-
troversy or litigation, which costs not only time and
expense but customers as well. Misunderstandings
can best be avoided if the seller will formulate a
written statement of the general conditions under
which his sales are to be made, and will see that the
foreign buyer possesses these terms of sale when
considering a quotation. The items which may be
included in such a statement, deal with: delivery,
delays, partial shipments, shipping instructions, in-
spection, claims, damage, and payment. If all con-
tingencies are thus covered by carefully considered
conditions of sale, disputes will largely be prevented.
The quotation "F. O. B. (named port)" as "F. O.
B. New York," "F. O. B. New Orleans," "F. O. B.
San Francisco," is often used by inland producers
and distributors to mean merely delivery of the
goods at railway terminal at the port named. This
abbreviation originated as an export quotation and
16
had no application to inland shipments. It was used
only to mean delivery of the goods upon an overseas
vessel at the port named. That, in fact, is the mean-
ing universally given to the phrase among foreign-
ers, and is the meaning which the best practice
among exporters requires it invariably to have. But
because of the confusion which has arisen through
the use of that form with a different meaning by
inland producers and distributors, and in the inter-
est of unmistakable clarity, the Conference most
strongly urges the invariable use by American man-
ufacturers and exporters of the form “F. O. B.
Vessel (named port)." This adds only one word to
the abbreviated form and has the great advantage
that it cannot be misunderstood. It also avoids the
difficulty which might arise among foreigners not
always well versed in American geography, through
confusing an inland forwarding point with a ship-
ping port at seaboard.
-
The Conference calls attention to the fact that
in selling "F. A. S. Vessel" manufacturers and ex-
porters should be careful to have their agreements
with buyers cover explicitly the question of responsi-
bility for loss after goods have been delivered on the
wharf or alongside the vessel and before they are
actually loaded on the ship. There is no generally
established practice on this point. The recommenda-
tion of the Conference in the definitions of responsi-
bility under section 7, sets up a rule which it is
hoped will lead to the establishment of a standard
practice.
It is understood that he provision of lighterage
covered in several of these recommendations is only
within the usual free lighterage limits of the part,
and that where lighterage outside such limits is re-
quired, it is for buyers' account.
17
In order to avoid confusion in another particu-
lar, attention is called to the care which must be
exercised in all cases in making weight quotations.
The net ton, the gross ton and the metric ton, all
differ in weight. Similarly there is a variation in
the use of the term "hundred-weight" to mean either
100 pounds or 112 pounds. It is, therefore, not
sufficient to quote a price per "ton" or per "hundred-
weight." Instead the Conference recommends the
use of the terms "ton of 2,000 lbs.," "ton of 2,240
lbs.," or "ton of 2,204 lbs.,” etc., whichever is in-
tended.
It is also important to note that a carload lot
in the United States means the quantity of the par-
ticular commodity in question necessary to obtain
the carload freight rate for transportation on Amer-
ican railways. This quantity varies according to the
commodity and also varies in different parts of the
country. Certain commodities being more bulky
than others, the minimum carload for them is less
than for heavier products occupying less space. The
load required may range anywhere from 12,000 to
90,000 pounds. Consequently it is important, when
quoting prices applicable to carload lots, to so state
and to specify the minimum weight necessary to
make a carload lot of the particular commodity for
the particular shipment in question.
The Conference points out that in quoting "C. &
F" or "C. I. F." manufacturers and exporters mov-
ing large quantities of material by one vessel should
be careful to ascertain in advance the buyer's capa-
city to take delivery. This because, under these
terms and as a condition of making the freight rate,
transportation companies may require a certain rate
of discharge per day, and that rate of discharge
might be in excess of the buyer's capacity to take
18
delivery. In such event an adjustment with the
transportation company would be necessary, which
might affect the freight rate and consequently the
price to be quoted.
The Conference also strongly urges shippers
clearly to understand the provisions of their insur-
ance protection on all foreign sales, irrespective of
the general terms used thereon. In almost all cases
it should be possible, when making shipments by
steamer, to obtain insurance cover giving full pro-
tection from primary shipping point to designated
sea port delivery, and/or foreign port delivery. As
ordinary marine insurance under F. P. A. conditions,
i. e. free of particular average, gives no protection
against deterioration and/or damage to the merchan-
dise itself while in transit, when caused by the recog
nized hazards attending such risks, shippers should
endeavor in all cases to obtain insurance under
W. P. A. (S. P. A.) conditions, i. e. with particular
average subject to particular average), when in
excess of the customary franchise of 3% to 5%.
Under such form of insurance, underwriters will be
called upon to pay claims for damages when these
exceed the stipulated franchise.
The Conference points out that inasmuch as fees
for consular invoices and similar items are arbitrary
charges fixed by foreign governments, they are not
included in the terms of C. & F. or C. I. F. quota-
tions, and it is part of the duty of the buyer to meet
them.
Finally, the Conference strongly recommends,
as a most effective measure of simplification, the gen-
eral practice of quoting for export, as far as possible,
either "F. A. S. Vessel," "F. O. B. Vessel" or "C. I. F."
Concentration on this small list, all of which terms
19
are readily understood abroad and are difficult of
misinterpretation, will, it is felt, be markedly influ-
ential in avoiding confusion and controversy.
The conclusions and definitions set forth above
are the recommendations of a Conference which was
composed of representatives of nine of the great
commercial organizations of the United States inter-
ested in foreign trade. Not all have as yet the force
of law or long established practice; but it is the hope
and expectation of the Conference that these recom-
mendations will receive such adherence on the part
of American producers and distributors, as to make
them in fact the standard American practice. And
it is, therefore, expected that in due time they will
receive the sanction of legal authority.
20
PRESS OF
LUMBERMEN'S PRINTING CO.
SEATTLE

THE
UNION
NATIONAL
OF
SEATTLE

KONFERE
DET ERFASENTAANPASSATZZZRAELA:
THE
UNION
NATIONAL
BANK
OF
SEATTLE
WASHINGTON
SUCCESSORS TO
Union Savings & Trust Company
ESTABLISHED 1903
BRANCHES AT
BALLARD
BAATAREA
AND
GEORGETOWN
AB KALANSZENIERIAL KERESE PARTY FANNO SABRENIE NAUNGERERAS, VA PERSONENBENGALIRLINE PRODUK BURGARE LE MANS LES LAP
⠀⠀⠀⠀LLLØTE || || ||||||||||||||||||||||||||||||||||||EMALJUNZATURATLETIKALENTERI KA|||||||||||||||||||||||||||||||| (4122]||||||||||||||||||
WOLENIANGU
……………ÆNDAMAN ANDER
DIRECTORS
G. F. CLARK
JOHN CLAUSEN
VICE-PRESIDENT
VICE-PRESIDENT
JAMES D. HOGE
CHAIRMAN OF THE BOARD
J. D. LOWMAN
L. B. PEEPLES
SEATTLE MANAGER CRANE & CO.
A. B. STEWART
PRESIDENT STEWART & HOLMES DRUG CO..
WHOLESALE DRUGGISTS
J. A. SWALWELL
PRESIDENT
ELMER E. TODD
DONWORTH, TODD & HIGGINS,
ATTORNEYS AT LAW
[] = {} }} — n
OFFICERS
J. D. LOWMAN
JAMES D. HOGE, CHAIRMAN OF THE BOARD
J. A. SWALWELL, PRESIDENT
G, F, CLARK, VICE, President
JOHN CLAUSEN, Vice, PresIDENT
VICE-PRESIDENT
CAPITALIST
[…
E. J. WHITTY,
CHAS. A. SCRUBY,
FORREST I. GILL, CASHIER
A. B. STEWART
VICE-PRESIDENT
ASSISTANT CASHIERS
TUMLELERTALETHAL
O. W. TUPPER, ASST. CASHIER AND AUDITOR
BRANCH AT BALLARD
C. W. CASLER, ASST. CASHIER IN CHARGE
BRANCH AT GEORGETOWN
MAX G. SCHMIDT, ASST. CASHIER IN CHARGE
BOND DEPARTMENT
DIETRICH G, SCHMITZ, MANAGER
JAS. D. FARMER
E. B. ANSLEY
|||||||||||||||||||||||||||||||||||||||||
BUZ
Q……………………………………………|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
…………………………………………………………………………………………………………………………………………………………………………………………………
………/…//////////////////////……………………………………………………………………………………
///////////////////////||||||||||||||||||||||||||||||
CONDENSED REPORT TO COMPTROLLER OF THE CURRENCY
of
The Union National Bank
of SEATTLE
Close of Business, September 8th, 1920
2
Loans and Discounts
Overdrafts
Interest Earned, not collected
Customers' Liability under Letters of Credit
and Acceptances
U. S. Govt. Bonds and Certificates of Indebtedness
Other Bonds, Warrants and Securities
Real Estate Owned
Furniture and Fixtures
Cash and Exchange
RESOURCES
LIABILITIES
Capital
Surplus and Profits
Interest Collected, not earned
Reserved for Taxes
………/…/////////////////////////////}}}
Reserved for Interest
Reserved for Canadian Exchange
Dividends Unpaid
Letters of Credit and Acceptances
Deposits
……………|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
$5,813,716.61
36,002.41
30,404.03
926,551.90
1,117,288.18
642,684.28
109,660.62
83,306.90
2,451,885.01
$11,211,499.94
$ 600,000.00
143,678.27
29,013.93
7,616.43
16,913.87
299.53
20.50
926,551.90
9,487,405.51
$11,211,499.94
|||||||||||||||||
//////////////////////////////////////////////////////||||||||||||||||||||||||||||||||||⠀⠀⠀⠀⠀⠀⠀

"
Belmar Di Carlylead to a pl
SPEA
THE UNION NATIONAL BANK
OF SEATTLE
IS EQUIPPED WITH
COMMERCIAL, SAVINGS,
TRUST, BOND AND FOREIGN
DEPARTMENTS
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OUR FRIENDS AND CLIENTS
PRINTE
FREE FORRES
KANCAFE ANY RACE CEN

JENES
Flo
FIRST
TEYCLE
GIFTUKEA
FIFEREELD:
KIDELER
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HOGE BUILDING
HOME OF THE UNION NATIONAL BANK
N, P BANK NOTE CO.3 LATTUE
IN THE HEART OF THE FINANCIAL DISTRICT
191 P18
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1009
Your attention is earnestly called to the following report.
CHAMBER OF COMMERCE
}:
OF THE
STATE OF NEW YORK.
COMMERCIAL ARBITRATION.
At the 147th Annual Meeting of the Chamber of Commerce of the
State of New York, held May 6, 1915, the following report submitted
by CHARLES L. BERNHEIMER, Chairman of the Committee on Arbi-
tration, was unanimously approved:
To the Chamber of Commerce :
The Committee on Arbitration respectfully reports the following
review of its work during the past year:
INTERNATIONAL ACTION.
In its last annual report your Committee on Commercial Arbitra-
tion recommended the adoption of a resolution instructing the Cham-
ber's delegates to the Sixth International Congress of Chambers of
Commerce to present the tentative plan for international arbitration of
individual disputes outlined in the report submitted by this Committee
and on December 4, 1913 approved by the Chamber. This reso-
lution was adopted, and our delegation to the Congress, headed by
MR. SAMUEL W. FAIRCHILD, of the Executive Committee, presented
the plan in accordance with these instructions. The plan, translated
into several languages, was distributed to all the delegates to the
Congress, and in connection with other arbitration proposals from
other countries, was debated at much length.
While there was no agreement upon any one particular method,
the principle of arbitration was received with the widest favor; and
it was voted by the Congress to request the French Government to
call an International Technical Conference to deliberate especially in
regard to this subject and draft a definite plan. The wording of the
action taken was as follows:
Resolved, That the Permanent Committee of the Congress
convoke a technical international conference formed by repre-
sentatives of Chambers of Commerce and of Commercial and
2
Industrial Associations, to be assisted by jurists of the different
countries represented at the Congress for the purpose of elaborat-
ing a preliminary plan for international conventions having for
their object the regulation of litigation between citizens of dif-
ferent countries by means of arbitration proceedings; and that
in its wake the Permanent Committee places before the Govern-
ment of the French Republic its preliminary report, and petitions.
it to invite the other states into a diplomatic international con-
ference, the object of which is to be the establishment of an
international conference on arbitration proceedings (procedure)
regulating litigation between citizens of different countries, this
to be done on the basis of the above preliminary report elabo-
rated by the technical conference.
The discussion in the Congress with regard to arbitration was pub-
lished in full in the Chamber's Bulletin of August 1914.
The meeting of the Congress took place on the 8th of June. Within
two months the international cataclysm which we are now witnessing
broke. One of the consequences of this unfortunate catastrophe was
the postponement of the work of the Congress and the impossibility of
calling the proposed conference. Your Committee, however, will re-
vive the subject later and will then press for affirmative action. It is
hopeful that this terrible experience will in the long run strengthen
the cause of arbitration by dramatically revealing the costliness of the
alternative.
OPERATION OF THE CHAMBER'S SYSTEM.
Your Committee is glad to report that it receives daily new proofs
of the adaptability, flexibility and fairness of the system devised for
the Chamber. The rules have now been tried so long that they work
automatically and require much less personal supervision from the
Committee than at first. The arbitrators chosen from the Chamber's
list invariably exhibit not only the intelligence and fairness that was
reasonably to be expected from the high character of men chosen, but
a fidelity in the performance of their duty rising to a degree of enthu-
siasm. Ordinarily the cases consumed but little time, but in others
the arbitrators sat until midnight, or for several days, to square their
decision with their sense of commercial equity. There has been but a
single case in which the defeated party did not immediately accede to
the judgment rendered: thereupon the successful disputant proceeded
1
3
under the state law, to file the judgment with the Supreme Court,
where it would immediately have all the force of a decree of that court.
Before this could be done, however, the defeated party upon further
thought, paid the claim in full. The saving of expense in this case
over court procedure was large; and indeed in every dispute there has
been abundant testimony not only of quickness of action and of equity
of judgment, but also of inexpensiveness.
WORK OF CONCILIATION.
Perhaps the most important work of your Committee has been in
the way of conciliation. A large number of disputes, many of them
of a serious nature have been settled without even arbitration being
required, a mutual agreement through the good offices of this Com-
mittee being reached. The mere bringing to the attention of dispu-
tants the fact that our system is ready for action, has often helped in
effecting settlement without actual recourse to it. In other instances
short negotiation between them has loosened the tension: a reasonable
attitude followed. A willingness has been evinced to see the merits
in the standpoint of the other side, and settlement honorable to both
has resulted: and with the good-will of both unbroken, business re-
lations continue.
Naturally many cases are brought to us in which the parties in
difference have no friendship for or confidence in each other: even in
such cases the good offices of the Committee's conciliatory methods are
usually effective. During the past year a dispute of special interest
and importance between two well-known business corporations was
brought to a settlement by means of conciliation through the Arbi-
tration Committee. This is especially referred to because it was a
serious difference and had already been brought into the courts.
where it threatened prolonged litigation, and almost complete dissi-
pation of the assets of one of them. No formal arbitration was how-
ever necessary, the Committee after months of negotiation, bringing
the two parties together and suggesting terms of settlement which
were accepted. The lawyers in the case admitted that if the dispute
had been carried through the courts a total expense of from $25,000
to $50,000 would have been incurred. That entire expense was
saved. Moreover, the attorney for the unsuccessful party in the dis-
pute has written to the Committee with an expression of thanks for
the thoughtfulness and courtesy of the investigation.
Another case in which the Committee's work of conciliation was
4
sufficient to effect important results was the dispute between one of
the great mercantile concerns of this city, and a very large association.
Long, tedious and expensive procedure, to establish the amount of
damages sustained, was avoided through your Committee's action; and
a letter in appreciation of its work in this case was received by Presi-
dent Low from the attorney of one side who in concluding, said:
"I feel confident that the influence of the Committee on
Arbitration will, if it continues as it has begun, contribute largely
to relieve the congested calendar of our courts, and provide the
merchants of the city, and possibly even of the country, with a
reliable, economical and satisfactory tribunal for the speedy ad-
justment of commercial questions."
The settlements by conciliation are the invisible product of the
Committee's most effective work.
The methods of the Committee are adaptable even to controversies
not directly in the line of their work: it may be reported that a few
months ago it was able to adjust a dispute in which one of our promi-
nent charitable organizations was a party, and it has upon its records
the written acknowledgment by the Honorary Secretary of the
organization, of the services rendered.
Certain corporations and firms have inserted in their contracts with
other parties, clauses providing that in case of dispute, there shall be
resort to the Chamber for arbitration. There having been requests
for a draft of a standard clause to be inserted in contracts, your Com-
mittee has suggested the following:
DRAFT FOR STANDARD CLAUSE.
All disputed questions of fact that may arise and occasion
controversy relating to this contract shall be submitted to arbi-
tration, under the rules for the time being of the Committee on
Arbitration of the Chamber of Commerce of the State of New
York. In the event of the failure of the parties to agree upon
arbitrators, the Committee on Arbitration of the Chamber of
Commerce is hereby authorized to select three impartial persons
from the " Official List" of arbitrators, with the same force and
effect as if their names were herein inserted. No litigation of
any kind or character shall be instituted until such arbitration
shall have taken place and the arbitrators made their award
thereon.
J
5
In this connection, it is of interest to note that it has been provided
in the Cloak and Suit Industry and in the Dress and Waist Industry,
that under certain conditions the Chamber may designate one of the
arbitrators to serve on the "Committee on Immediate Action."
·
EDUCATIONAL.
Your Committee believes that an influential branch of its work may
be classed under the caption "educational." Its largest opportunity,
as is its most important duty is to inspire increased regard for the
principle of arbitration the world over. Much is being accomplished
along this line. The example of the Chamber in establishing a sys-
tem of arbitration has been already instrumental in leading a number
of other commercial, trade, professional and civic organizations to in-
stitute arbitration committees of their own. In a number of instances
the aid of your Committee has been asked by these associations in the
creation of such Arbitration Systems. Amongst others, we have
given assistance to the Chamber of Commerce of the United States,
which has undertaken to establish arbitration systems in the different
states represented in the National Chamber. Several organizations
in our own city have also created tribunals of arbitration with our
assistance. In this respect we have conceived our duty in the broad-
est spirit, believing that the Chamber of Commerce seeks to help
wherever it can. The more resort there is to arbitration in trade dis-
putes, labor controversies and international differences, the better the
world will be; therefore, whenever our aid has been sought we have
helped and encouraged the creation of arbitration systems. Moreover,
we have offered to handle arbitration cases for other associations of
standing, provided they were of the sort that we could properly have
taken if brought to us in the first instance. This educational work
has involved a large amount of correspondence and innumerable inter-
views.
LEGAL PROCEDURE.
In this educational work your Committee has been led to co-operate
with the legal profession in its efforts to reduce the volume of unnec-
essary litigation, and increase the efficiency and speed of Court pro-
cedure. We have held to the principle that commercial arbitration
should be promoted, not in antagonism to the Courts and the legal
profession, but in co-operation with them. As was said by the Chair-
man of this Committee in a recent letter which was published in the
6
"Bench and Bar": "The commercial arbitration systems established
under the auspices of commercial bodies, were to act as aid to the
Courts, and the law-office." Arbitration is intended to relieve the over-
crowded Courts of many avoidable cases and the enlightened lawyer
is recognizing its value in this respect, as in others. It was reported
recently to the Bar Association of Chicago, that the Courts of that
city are "swamped with sixty thousand untried cases of from eight
months to three years standing." The situation in New York City is
much better than this, but several years ago the congestion in the New
York Courts was so great, as to cause the New York Chamber, co-
operating with the legal profession, to take measures for the reform
of legal procedure, and the Chamber appointed a Committee with
JOSEPH H. CHOATE as its Chairman, and our ex-President, A.
BARTON HEPBURN, as one of its members, to labor to that end.
During two or three years that Special Committee performed an effec-
tive public service.
It was announced in the Law Journal of November 7th last that
on October 1, 1914, 7251 new causes were added to the jury calendar
of the Supreme Court, First Judicial District, and that this number
is 20 per cent. greater than the number of new causes added to the
same calendar on October 1, 1913. The Justices of the Court, in
view of the emergency created by this unexpected addition to the
calendar, formally determined to prolong the jury parts each day un-
til five o'clock in the afternoon, beginning Monday, November 16th.
Likewise in the City Court of New York the Justices determined to
sit until five o'clock in the afternoon and are now carrying out this
rule.
That there is still room for improvement is clearly indicated by the
public utterance of some of our most eminent jurists and lawyers, and
it is to be hoped that the Constitutional Convention now in session in
this State will take this subject up for consideration.
In a notable pamphlet entitled "Preliminary Report on Efficiency
in the Administration of Justice" prepared by CHARLES W. ELIOT,
MOOREFIELD STOREY, LOUIS D. BRANDEIS, ADOLPH J. RODENBECK
and ROSCOE POUND for the National Economic League, among other
things, it is said:
"The advantages involved in law are purchased at the expense
of certain disadvantages. Chief among these is the necessarily
mechanical operation of legal rules which is one of the penalties
of uniformity."
*
*
* * *
*
*
7
"The need is for Judges who are specialists in the class of causes
with which they have to deal. This need may be met by
specialized courts with specialized jurisdiction."
*
*
*
"Our procedure at law involves too many trials and too much
retrial. So far as possible, all questions of fact should be dis-
posed of finally upon one trial."
The system of commercial arbitration for which your Committee
stands, substitutes an easy trial upon questions of fact by a jury of
selected experts, well trained and respected and by a simple process less.
cumbersome than any process now a part of the judicial system.
The attention of the Chamber is called to the following extract
from the address delivered before the American Bar Association at
its annual meeting in Washington, October 20, 1914, by Honorable
ELIHU ROOT, who is now President of the New York Constitutional
Convention and who was recently elected an honorary member of this
Chamber:
"American procedure ought to follow as closely as possible the
methods of thought and action of American farmers and business
men and workmen. The law is made, not for lawyers but for
their clients, and it ought to be administered, so far as possible,
along the lines of laymen's understanding and mental processes.
The best practice comes the nearest to what happens when two
men agree to take a neighbor's decision in a dispute, and go to
him and tell their stories and accept his judgment. Of course,
all practice cannot be as simple as that, but that is the standard
to which we ought to try to conform, rather than the methods of
an acute, subtle, logical, finely discriminating, highly-trained
mind. It is that sort of thing which merchants seek when they
get up committees of arbitration to decide their controversies
without the intervention of lawyers. They are trying to get
their questions settled in accordance with their instincts and
habits of thought. That is the way in which all the great inter-
national arbitrations are conducted. Fortunately for them, the
judicial procedures of the nations differ so widely that there can-
not be any particular rules of practice in an international case.
Accordingly each country tells its story in print and then both
go in and tell the arbitrators about it. Many of these cases are
exceedingly complicated and difficult, but they require no com-
plicated and difficult procedure."
∞
The New York State Bar Association has appointed a Committee
on Prevention of Unnecessary Litigation. The preliminary report
was presented at the meeting of the Association last January, and in
part adopted and the Committee continued for another year for further
consideration of the subject. The Chamber has been asked to co-op-
erate with this Committee of the Bar Association; and as this is
directly in line with the spirit of our arbitration system, your Com-
mittee will, unless the Chamber otherwise directs, co-operate with the
Bar Association Committee so far as seems practical.
The Legislature has passed this year an amendment to the Munici-
pal Court Act. This Act contains the following provisions with regard
to conciliation and arbitration:
"The Board of Justices may adopt and amend rules relating to
the following subjects:
*
*
*
*
*
"5. The establishment of a system of conciliation whereby
controversies may be submitted by consent of the parties to a
justice of the court for informal hearing and decision without
entry of judgment.
‹ 6.
The establishment of a system of arbitration and the,
procedure thereof."
Your Committee is pleased to report that it aided in securing the
enactment of this legislation. The Judges will act as arbitrators in
cases brought to them and will avoid delay and expense in multitudes
of controversies carried to the court by poor litigants and thus afford
relief to many small tradesmen. In this court, therefore, it will be
possible to secure a judicial arbitration by a trained lawyer with but
very small expense to the litigant.
In conclusion your Committee repeats that the mere existence of
the Chamber's system actually brings about private settlements.
It is the prestige and authority of this great Chamber of Commerce
with its international reputation, that makes possible the work that
is proving effective and valuable on the part of your Committee.
ARBITRATION IN GOVERNMENT BUSINESS.
Postscript. For more than two years your Committee has been
quietly working for governmental acceptance of arbitration in disputes
between Federal, State, and City departments and merchants with
whom they may have business dealings, as for instance, in the pur-
chase of supplies or in the carrying out of construction contracts.
9
Since the foregoing report was drafted, the convening of the State
Constitutional Convention has seemed to your Committee to afford
an opportunity for recognition of the principle of arbitration in the
fundamental law of the state. Therefore, the following draft of a
letter to the Honorable ELIHU ROOT, President of the Constitutional
Convention, was prepared:
THE HONORABLE ELIHU ROOT,
President, Constitutional Convention,
Albany, N. Y.
MY DEAR SIR:
April 27, 1915.
Economy, the economy that means conservation without
harmful restraint is in the air, is being sought in high and low
places. Will you be so good as to give a measure of consideration to
a means to this end, that we have long and earnestly tried to perfect?
Our efforts have not been entirely unsuccessful.
In discharging the work of the Constitutional Convention at
Albany, we should like the Committee Chairmen to consider the
facilities for arbitration offered by the Chamber of Commerce of the
State of New York, in connection with disputes and differences that
arise in the daily work of the various departments. These mean
economy in financial outlay and certainly economy in time expenditure.
In the same way that merchants have found it a quick and economical
method, the various departments of the government should find this
handling of differences a shortcut to settlement that gives better
satisfaction both to contestants and their attorneys, when the latter
are required.
If the Government in its commercial transactions were to avail
itself, in case of difference or dispute, of organized arbitration such as
is offered by our Chamber, and have it known that such recourse is
favored, lower costs in the running of our Government will result.
The knowledge that business differences (particularly in the sale by
merchants to the Government) can be adjusted equitably and satisfac-
torily to both, without the alternatives of either a law suit or a
rejection of merchandise upon technical grounds (merchandise which
may be very perishable or not suitable for the market at large) will
draw to the Government requisitions an increased number of bids,
thereby insuring better prices and terms to the Government. It will
eliminate the condition caused by few bids which the makers must
make larger to compensate their risk of possible rejection of deliveries
on technical grounds.
10
Adherence to the Code provisions for arbitration as they now exist,
and reference under its provisions are encouraged. In order to facili
tate this, the Committee on Arbitration of the Chamber of Commerce
is ready to handle all cases that are referred to it for that purpose,
provided, of course, they relate to questions of fact and are of a nature
that we would ordinarily take had they been brought to us by the
merchants directly. In these cases questions of law and technical
points do not come up.
While the law provides only for arbitration after a dispute has
arisen, we recommend that merchants who seek us on this point,
insert into their contracts as standard for an arbitration clause, the
following:
Adidas M
All disputed questions of fact that may arise and occasion
controversy relating to this contract shall be submitted to arbi-
tration, under the rules for the time being of the Committee on
Arbitration of the Chamber of Commerce of the State of New
York. In the event of the failure of the parties to agree upon.
arbitrators, the Committee on Arbitration of the Chamber of
Commerce is hereby authorized to select three impartial persons
from the "Official List" of arbitrators, with the same force and
effect as if their names were herein inserted. No litigation of any
kind or character shall be instituted until such arbitration shall
have taken place and the arbitrators made their award thereon.
We venture to quote from so eminent authority as yourself, whose
views as expressed in your speech before the American Bar Associ-
ation, so fully cover our aim in the work we have done and attempt
to do, that we can add little except to say that to carry out this
principle we have provided machinery that has proved itself efficient.
You may remember your words:
"American procedure ought to follow as closely as possible
the methods of thought and action of American farmers and
business men and workmen. The law is made not for lawyers
but for their clients, and it ought to be administered as far as
possible along the lines of laymen's understanding and mental
processes. The best practice comes nearest to what happens
when two men agree to take a neighbor's decision in a dispute
and go to him and tell their stories and accept his judgment.
Of course, all practice cannot be as simple as that, but that is
the standard to which we ought to try to conform rather than
▸
11
the methods of an acute, subtle, logical, finely discriminating,
highly trained mind.”
May we express the hope that you will yourself bring to the atten-
tion of the Chairmen of the respective committees the importance of
considering the methods of commercial arbitration in their relation to
the handling of the business of the Government as well as in the
handling of the business of private individuals? The Constitution,
in our judgment, should permit parties to agree in advance to submit
controversies arising between them to arbitrators and the technical
rules of Law now hedged about such agreements should be abolished.
Besides the State Government in its various departments should be.
permitted to insert such provisions in contracts for sales of merchandise.
Very truly yours,
(Signed)
CHARLES L. Bernheimer,
Chairman, Committee on Arbitration,
Chamber of Commerce of the State of New York.
Before submitting this letter to the Chamber for its its approval,
your Committee unofficially sent a copy of it to MR. ROOT stating
that it was its intention to place it before the Chamber at its Annual
Meeting, but before doing so, desired to give him an opportunity to
suggest any change in form or substance, as he might think in order.
MR. ROOT immediately sent us the following reply.
April 28, 1915.
MY DEAR MR. BERNHEIMER:
I have your letter of April twenty-seventh inclosing a draft letter
to me which the Committee on Arbitration of the Chamber of Com-
merce propose to submit at the next meeting of the Chamber. I
fully agree with the view taken in that draft and if such a letter is
received by me I shall take pleasure in seeing that it is considered by
the proper committee of the Constitutional Convention. There will
be a serious question whether such provisions as might be advised to
further the purpose expressed in the draft matter properly belong in a
constitution rather than in a legislative act.
Very sincerely yours,
(Signed)
CHARLES L. BERNHEIMER, Esq.
Chamber of Commerce,
New York City.
ELIHU ROOT.
12
With this assurance from MR. ROOT that the letter, which we pur-
pose to send to him as President of the Convention, will receive
consideration by a proper committee, we ask the Chamber to give its
approval.
In view of MR. ROOT's commanding eminence as a lawyer and a
statesman, we regard his statement, that he fully agrees with the view
taken in the letter, as a declaration of the highest significance, and
as giving promise of a notable expansion of arbitration methods in
the settlement of commercial disputes, and thus leading up to their
more general acceptance in adjusting even international differences.
Respectfully submitted,
CHARLES L. BERNHEIMER,
ALFRED ROMER,
FRANK H. Dodd,
WILLIAM HARRIS DOUGLAS,
J. HOWARD COWPERTHWAIT,
CHARLES D. HILLES,
GEORGE B. HODGMAN.
NEW YORK, April 30, 1915.
Committee
on
Arbitration.
HE
1009
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}
1
UNIV. OF MICHIGAN,
1
INTERNATIONAL
COMMERCE
}
AN ADDRESS DELIVERED BEFORE THE
MISSOURI BANKERS ASSOCIATION
AT KANSAS CITY, MISSOURI,
MAY 25, 1911
- BY WILLIAM H. BURGES
OF THE EL Paso, Texas, bar
EL PASO PRINTING COMPANY
1


:
International Commerce
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An Address
Delivered Before the
MISSOURI BANKERS ASSOCIATION
At Kansas City, Missouri
MAY 25, 1911
BY WILLIAM H. BURGES
Of the El Paso, Texas, Bar
<<
The Constitution of the United States, which former Gov-.
ernor Black, of New York, has recently described as a
devenerated instrument, too old to be useful and too good
to be true," provides The Congress shall have power-To
regulate commerce with foreign nations, and among the
several states, and with the Indian tribes.
Construing this clause, the Supreme Court of the United
States, through its greatest Chief Justice, early gave to
the word, commerce, a definition adequate to meet the
future growth and the increasing demands of a people
sprung from “a race of shop keepers, as Napoleon sneer-
ingly said, but sprung also from a race which had carried
its flag over hearts of oak as well as bales of merchandise.
into every ocean and every port.
""
""
2
In Gibbons vs. Ogden, Chief Justice Marshall said:
"Commerce, undoubtedly, is traffic, but it is something
more, it is intercourse. It describes the commercial inter-
course between nations, and parts of nations, in all its
branches, and is regulated by prescribing rules for carrying
on that intercourse. The mind can scarcely conceive a
system for regulating commerce between nations, which
shall exclude all laws concerning navigation, which shall
be silent on the admission of the vessels of the one nation
into the ports of the other, and be confined to prescribing
rules for the conduct of individuals, in the actual employ-
ment of buying and selling, or of barter." (9 Wheaton, 1,
at 189).
ܕ
In Pensacola Telegraph Company vs. Western Union
Telegraph Company, the Supreme Court said: "Since
the case of Gibbons vs. Ogden it has never been doubted
that commercial intercourse is an element of commerce
which comes within the regulating power of Congress.
The powers thus granted are not confined to the instru-
mentalities of commerce, or postal service known or in use
when the constitution was adopted, but they keep pace
with the progress of the country, and adapt themselves to
the new developments of times and circumstances. They
extend from the horse with its rider, to the stage coach,
from the sailing vessel, to the steamboat, from the coach
and steamboat, to the railroad, and from the railroad to
the telegraph, as these new agencies are successively brought
3
into use to meet the demands of increasing population and
wealth. They were intended for the government of the
business to which they relate, at all times and under all
circumstances. (96 U. S. 1 at 9).
""
In the case of Welton vs. The State of Missouri, that
same august tribunal declared: "Commerce is a term of
the largest import. It comprehends intercourse for the
purpose of trade in any and all its forms, including the
transportation, purchase, sale and exchange of commod-
ities between the citizens of our country and the citizens
or subjects of other countries, and between the citizens of
different states. The power to regulate it embraces all
the instruments by which such commerce may be con-
ducted." (91 U. S. 275, at 280).
In the development of our law incident to and calling
for a construction of the commerce clause of the constitu-
tion, the courts have had to keep clearly in mind the dis-
tinction between commerce, and aids to and the agencies
of commerce, which, therefore, fall within the scope of
the clause on the one hand and mere incidents to commerce,
and, therefore, without the purview of the constitution on
the other.
Take, for example, the shipment of a car of coal from
one state to another. That this is interstate commerce and
subject to the regulating power of the Congress, none would
deny. The car in which the shipment is made, and the
railroad handling it. are the agencies of interstate com-
4
merce and equally within the control of Congress. So is
the bill of lading on which the shipment is made. But the
bill of exchange which pays for the coal, or that pays the
railroad tariff for hauling it, is only an incident to com-
merce, and, therefore, not within the power of the Congress
over interstate or international trade. (Nathan vs. Louis-
iana, 8 Howard, 73; Williams vs. Fears, 179 U. S. 270;
Hooper vs. California, 155 U. S. 648, at 655).
Now, it has uniformly been held that banking is not
commerce, within the meaning of the constitution; that
one dealing in foreign bills of exchange is not engaged in
foreign commerce, within the meaning of the constitution,
and, therefore, you, as bankers, are especially interested
in interstate and international commerce only as it affords
you ampler fields for your activities, and as you meet and
discharge a function indispensably incident to such com-
merce.
I think it safely may be assumed that your primary
interest is that the investment of the funds you, as bank-
ers advance, be safe, the demand adequate to the supply at
your disposal and the handling of the transaction reason-
ably simple and expeditious.
The demands of our interstate and foreign commerce,
upon the financial institutions of the country, as well as
upon the functions of government, have never been in-
considerable.
The necessity for unifying the law applicable to such
commerce, and bringing the commerce of the people of the
5
several states among the states and with foreign nations
under one government, more than any other one cause led
to the formation of the Union and the insertion of the
commerce clause in the constitution.
Under the salutary workings of this constitutional power
our foreign trade had begun to grow so that by 1800, the
date of our earliest authentic figures, our exports were
$70,971,780.00, and our imports totaled $91,252,768.00,
showing a balance of more than $20,000,000.00 against us.
By 1909, the latest figures available, our imports had grown
to $1,311,920,224.00, and our exports reached the stupen-
dous total of $1,663,011,104.00, showing a balance in our
favor of more than $300,000,000.00. The march of the
century but kept pace with the commercial development
of the country. No appeal to figures is necessary to es-
tablish this. We see it in the lives of our people. The
products of every people of every country, from the frozen
north to the frozen south, from farthest east to beyond the
sunset enter into the consumption of daily life. The fruits
and food-stuffs that were the luxuries of our childhood
have become the common fare of our people.
We have laughed at the statement that the cackle of the
Kansas hen is heard around the world, but the jest ex-
presses an important truth. So closely has the increased
interchange of commodities brought the people of all the
nations, so inseparably has the dependence of the indus-
tries of one people on the products of another brought the
6
nations of the earth together, that we could not sunder
them if we would. The attack of the cotton worm and the
boll weevil on the fleecy product of our southern fields
bodes more of evil to the people of England than the darkest
war cloud on her international horizon. International
trade, the application, on a larger scale, of the world-old
law of supply and demand, has brought us most forcibly
to realize that
"In the gain or loss of one race,
"All the rest have equal claim."
The enormous figures in which the foreign commerce of
our country is now stated, alone would indicate it a
matter of first importance. The fact that every
dollar that pays for our imports goes out through American
banks, and that all that comes in from our even greater
exports is bank paper at some stage of the journey from
consumer to producer--in fact during most of that journey
-is enough to interest American bankers in that commerce,
and especially you, the bankers of a great producing and
exporting state.
In the Wealth of Nations, Adam Smith laid down the
rule, "It is not by augumenting the capital of a country,
but by rendering a greater part of that capital more active
and productive than would otherwise be so, that the most
judicious operations of banking can increase the industries
of a country."
I beg leave to suggest that this is especially true as to
7
the demands of international commerce on the banking
resources of a country. The results of that trade must be
secure. To that end, just and efficient treaties of corn-
merce should exist between countries whose people are en-
gaged largely in reciprocal commercial transactions, and
the public sentiment of both should demand an enlightened
comity between such countries, in the recognition of the
laws of each country by the courts of the other.
Take, for example, our relations with the Republic of
Mexico: Our exports to Mexico for the year ending June
30, 1910, fell but a little short of sixty million dollars. We
have no commercial treaty with that country. The treaty
of Amity, Commerce and Navigation, entered into in 1831,
was denounced by Mexico on the 30th day of November,
1881, and thereby ceased to be effective for any purpose.
As a result of this state of affairs the Mexican courts now
refuse to enforce contracts made in this country, unless
in the very forms of their laws. Bills of exchange and
other negotiable instruments are not enforcible in their
country, unless made in accordance with their usages and
expressly made payable in Mexico, and even the judgments
of our courts are refused recognition or enforcement in
theirs.
In the wonderfully learned opinion of the late Mr.
Justice Gray, speaking for the Supreme Court of the United
States, in the case of Hilton vs. Guyot, 159 U. S. 113, the
rule is announced that the courts of this country will en-
8
force the judgments of the courts of other countries operat-
ing under civilized jurisprudence, to the same extent the
courts of those countries recognize and enforce ours, and
quoting Mr. Justice Cooley, of Michigan, he says: "True
comity is equality; we should demand nothing more and
concede nothing less." (38 Mich. 769). In the same
opinion, Mr. Justice Gray says: "In Mexico the system
of reciprocity has been adopted by the Code of 1884 as the
governing principle" (page 226), but the fact is, as above
stated, that the Mexican courts are refusing to enforce our
contracts, or respect the judgments of our courts, and in
the very recent case of Banco Minero vs. Ross and Master-
son, the Court of Civil Appeals for the Fourth Supreme
Judicial District of Texas, has expressly denied any effect
to a judgment of a Mexican court of competent jurisdic-
tion, under which the Banco Minero of Chihuahua paid
out Forty Thousand Dollars, gold, deposited with it by
the parties to a contract involving the sale of Mexican
lands. Under the judgment of our Court of Appeals,
should it not be reversed by the Supreme Court of Texas,
the bank will have to refund to one of the parties to a con-
tract, money paid to the other under the judgment of a court
of Mexico in which the bank is situated, and where the
parties had placed themselves and their money for juridical
purposes.
I am not criticizing the judgment of the Texas court;
it may be that it is right, especially in view of the attitude
9
of the Mexican courts, but I refer to it to bring strikingly
home to you the necessity of a commercial treaty that will
make such conflicts in jurisdiction impossible. As Missouri
bankers, you are vitally interested, and the attention of
your Senators in Congress should be directed to this con-
dition. No state in this Union supplies as much to Mexico
as does Missouri, and Mexico's best markets of purchase
are St. Louis and Kansas City. There is a reciprocity of
distrust and disregard as well as of amity and respect.
Those of us who have to do with Mexican courts and Mex-
ican laws are frequently told that the attitude of their
government is taken to force ours to enter into a satis-
factory commercial treaty. This may or may not be the
reason, but the result of the case of Banco Minero vs. Ross
& Masterson, falling as it does heavily on one of the great
financial institutions of that country, will doubtless lead
to a renewed effort from that side to secure the treaty,
and it should be met by a hearty and well directed effort
from our people, and institutions that are interested. We
have commercial treaties with many countries; we need the
treaty with Mexico and we need such with all countries
with which we have commercial relations. They have a
pronounced tendency to increase the volume of business
done, while making more amicable the relations of the peo-
ple doing it. On the occasion of his visit to the City of
Mexico, Mr. Root, then Secretary of State of the United
States, gave expression to this thought:
10
"We are passing, undoubtedly, into a new era of inter-
national communication. We have turned our backs upon
the old days of armed invasion, and the people of every
civilized country are constantly engaged in the peaceable
invasion of every other civilized country. The science, the
literature, the customs, the lessons of experience, the skill,
the spirit of every country, exercise an influence upon
every other."
ܕ
As to the policy of protection, free trade or national
reciprocity, I, of course, have nothing to say on this oc-
casion, but enlightened minds cannot differ on the propo-
sition that our interests as individuals and as a nation lie
in the upbuilding of our foreign commerce. Every product
of other countries and other peoples, foreign to our own,
and not intrinsically harmful, contributes its measure to
the comfort and well-being of our people. Every dollar
that flows in from the sale of our products abroad increases
the wealth of our country. To the extent of the balance
of trade in our favor do we annually add to the national
wealth. This balance in our favor should be enlarged
by all legitimate efforts to increase the volume as well as
the quality of our exports, both by sane laws and efficient
treaty provisions allowing the amplest freedom of operation
of the law of supply and demand, as well as of individual
and
effort, by securing the just enforcement of individual
and national responsibilities.
11
A wise English Judge once said:
، ،
"The freedom of trade, like the liberty of the press, is
one thing; the abuse of that freedom, like the licentiousness
of the press, is another. God forbid that this court should
do anything that should interfere with the legal freedom
of trade. In support of it the law has declared, and that
law has repeatedly been acted upon, that to violate the free-
dom of trade by intercepting commodities in their way to
market, taking them from the owner by force, or, which is
the same thing, obliging him to accept a less price than he
demands, and carrying them away against his will, or com-
mitting a like violation upon him in the market, is a capital
offense, for which men have forfeited their lives to the
law; for the law so far protects the freedom of trade as to
encourage men to bring their goods to the market, by pun-
ishing those who, by acts of violence, deter others from
so doing. But the same law that protects the proprietors
of merchandise takes an interest also in the concerns of the
public, by protecting the poor man against the avarice of
the rich; and from all time it has been an offense against
the public to commit practices to enhance the price of mer-
chandise coming to market, particularly the necessaries of
life, for the purpose of enriching an individual. The free-
dom of trade has its limits." (The King vs. Waddington,
1 East, 141 at 163).
Not only must international trade be made secure and
orderly, but it must be just.
12
I am sure I do not misjudge this association when I say
that the enterprises to which you lend your aid must, in
a larger way, be just, as well as certain. Doubtless no
member of this association could be found whose attitude
towards any proposition calling for his assistance would
be that of a famous Chancellor of the British Exchequer
to one of the foremost educators of Colonial America. When
Dr. Blair went to England to obtain money to establish
a college in Virginia, and approached the Chancellor, Sir
Edward Seymour, for assistance from the treasury, he met
a curt refusal. "You must not forget," said Dr. Blair,
"that our people in Virginia have souls to save as well as
people in England." "Souls!", echoed Seymour in de-
rision, "Damn your souls! Grow tobacco."
No unattainable ideal is demanded. I am not unmindfu
of what has been spoken on the subject by one of the great
English judges of the last century--the late Chief Justice
Coleridge. He said:
"It must be remembered that all trade is and must be
in a sense selfish; trade not being infinite, nay, the trade
of a particular place or district being possibly very limited,
what one man gains another loses. In the hand to hand
war of commerce, as in the conflicts of public life, whether
at the bar, in Parliament, in medicine, in engineering, (I
give examples only,) men fight on without much thought
of others, except a desire to excel or defeat them. Very
lofty minds, like Sir Philip Sidney with his cup of water,
13
will not stoop to take an advantage, if they think another
wants it more. Our age, in spite of high authority to the
contrary, is not without its Sir Philip Sidneys; but these
are counsels of perfection which it would be silly indeed
to make the measure of the rough business world as pur-
sued by ordinary men of business." (Mogul Steamship
Company vs. McGregor, L. R. 1888, 21 Q. B. D., 544 at 553.)
George Santayana, in his book "Reason in Society,"
says: "If a noble and civilized society is to subsist, the
common citizen must be something of a saint and something
of a hero."
ܕ
If international commerce is to be worthy of American
effort, it must be secure, orderly and just, and you, who
carry the purse, are the only people who can make it so.
This brings us to a consideration of the most important
result of international commerce-the most desirable end
to be attained by enlarging the scope of its operations and
increasing its volume. The people of these United States
occupy a peculiarly fortunate position in this respect, that
while a large foreign trade adds to our national riches, and
contributes to the comforts of our homes, the diversified
products of our vast domain would make us self-sustain-
ing. Our breadstuffs and our cattle, not to mention the
world's greatest fruit and poultry crops, would feed us.
Our cotton and wool and hides would clothe us. The posi-
tion of any nation so situated is secure, but the world needs
our surplus of these commodities and we need the luxuries
14
to be bought with the proceeds of the sale of this surplus.
The historian, Motley, once said: "Give us the luxuries
of life and we can get along without the necessities." But
the chief value of this enormous foreign trade, of the sup-
plying to other peoples of those necessities which their
countries do not produce at all, or in inadequate quantities,
is the commanding position it gives us among the nations
of the world, and the tremendous power it makes for in-
ternational peace, something vastly more important than,
and largely to be brought about by, the development of
international commerce.
Just as long as the balance of our foreign trade in the
foodstuffs and cotton is overwhelmingly in our favor, our
position is invulnerable. We may rest at home; the world
must come to us, or, unclothed, go hungry. An embargo
on the export of grain, meat and cotton brings to us in
need and supplication every country of importance in
Europe. It would make it necessary for others to bear the
brunt of our battles or avert them in order to keep their
people from starvation.
A great army and a great navy may be objects of great
pride, but a vast foreign trade in articles of prime neces-
sity, is a source of supreme power in the affairs of nations.
The power of an enlightened public sentiment, such as
would inake you, as bankers, refuse capital or credit to
enterprises wanting in honesty and fair dealing; such as
makes the bankers of a country refuse credit to another
15
nation in a war of conquest or oppression, is a power never
to be denied or underrated. You have that power, and you
use it. America has that power and has used it wisely and
well. It was that power that brought peace to Russia and
Japan; that brought Russia to realize that the further
maintenance of a war entailing such sacrifices would place
her beyond the pale of the benefit of our friendship; that
made Japan realize that the further conduct of war to
secure indemnity could not be financed in this country.
This enlightened opinion of the world, and especially of
America, was the dove that carried the blessing of peace to
the warring nations and their sorely stricken people.
An intelligent critic of our affairs, Mr. Alexander G.
McLellan, who has had long experience in merchant marine
affairs of England, besides winning his spurs on South
African battle fields, has said: "America has another
power which is more efficacious than ships and guns. Brit-
ain may be top-hole-man in the naval world, Germany may
be top-hole-man in the military world, but America is the
top-hole-man in the commercial world, which after all,
passes the other two. Peace, as we all know, lasts longer
than war; and a nation which can dictate to others without
bullying, in times of peace and war, using only trade as
a weapon, needs no other. Such a country is America.
While our civilization lasts, her position is assured." (At-
lantic Monthly, Jan., 1911).
It must be a source of just pride to you that this, to a
16
very great extent, is the gift of the wise, patriotic and
courageous bankers of America to their country and to
the world.
One of the most striking facts disclosed by the census
of 1910, was the pronounced drift of our people from agri-
culture to manufacture and foreign commerce. One result
of this is the increased importance to us as a people of
maintaining the peace of the world.
Mr. Gladstone once said: "The ships that pass be-
tween one nation and another are like the shuttle of the
loom, weaving a web of concord among the nations."
Lord Russell of Killowen, Chief Justice of England, gave
it as his opinion that "Trade and Travel are great pacifi-
cators. The more nations know of one another, the more
trade relations are established between them, the more good
will and mutual interests grow, and these are powerful
agents working for peace.'
It is a self-evident truth that the closer the commercial
relationship, the more numerous the ties of common interest
between two nations, the greater will be the reluctance of
one to begin war upon the other, the more willingly will
they listen to the appeal of reason to submit their differ-
ences to impartial arbitration, and substitute for ther
waste of war the conserving processes of impartial justice.
The appropriations for the military establishment of the
United States for the year 1910, aggregated $238,131,082.34,
a sum amounting to more than one-fourth of the national
17
banking capital of the country, to be devoted exclusively
to the destruction of men and property.
If we add to this the $160,908,000.00 expended in pen-
sions, we have the sum of $399,039,082.39, or more than a
million dollars for each and every day in the year, as the
toll on the industry and the necessities of the country from
the substitution of blood for brains in the settlement of
international controversies.
Lord Russell, of Killowen, in his memorable address to
the American Bar Association, declared that the fact that
we had found no way to settle international disputes ex-
cept through the horrors of war, its waste, its suffering,
its brutality, is a standing disgrace to our civilization.
War, with its harvest of "cities sacked, fields ravaged,
hearths profaned, men butchered." Do you say I speak
with feeling? I do. I feel strongly. This address was pre-
pared in the red glare of a burning city, into which no
railroad train has run in more than four months; whose
prostrate commerce, whose paralyzed industries, blackened
ruins and desolated homes plead in language stronger than
I can command, for the coming of that time,
ܕ
"When the war drum shall throb no longer and the
battle flags be furled,
"In the Parliament of man, The Federation of a
world."
18
What is the remedy? International arbitration; the sub-
stitution of reason and justice for brute force between
nations as between men.
In this, as in many other things, the United States has
furnished the world a great precedent. The Constitution
of the United States provides in the second section of its
third article, that the Supreme Court of the United States
shall have original jurisdiction to hear and determine al!
controversies between two or more states.
By virtue of the power granted, as above stated, many
and important controversies between the states of this
Union have been settled, settled amicably and settled hon-
orably, when, without such a tribunal with such a power,
an appeal to arms must almost of necessity have resulted.
A few illustrations will suffice:
Boundary disputes, conflicting claims of territorial sov-
ereignty, were heard and determined in the cases of Missouri
vs. Iowa, 7 Howard, 665; Same vs. Same, 160 U. S. 688;
Same vs. Same, 165 U. S. 118; Nebraska vs. Iowa, 143 U.
S. 359; Missouri vs. Nebraska, 196 U. S. 23, and Louisiana
vs. Mississippi, 202 U. S. 1. Jurisdiction over the disputed
territory was yielded in obedience to the court's decree in
every instance, without controversy:
In the case of South Dakota vs. North Carolina, 192 U.
S. 286, the sovereign state of North Carolina was haled be-
fore the Supreme Court of the United States as a common
debtor, the suit being on certain bonds issued by the State
19
of North Carolina to build a railroad, and which bonds had
been given to the State of South Dakota, by an individual
owning them. Judgment was rendered that the State of
North Carolina pay the bonds or that the road be sold in
satisfaction of the debt. From that judgment there was
no appeal and against it there was no protest, although four
of the nine judges who decided the case were of the opinion
that the court was without constitutional authority to grant
the decree.
In the case of Louisiana vs. Texas, 176 U. S. 1, the State
of Louisiana sought to restrain the State of Texas from
enforcing her quarantine laws, to the injury of the State
and the people of Louisiana, and though such enforcement
was to the great, if not irreparable injury of the commerce
of Louisiana, the decision of the Supreme Court that no
relief could be granted was acquiesced in without a mur-
mur, and the friendly relations between the sister states
remained undisturbed.
In Kansas vs. Colorado, 185 U. S. 125, and 206 U. S. 46,
the right of the State of Kansas to the undiverted and un-
diminished flow of the waters of the Arkansas River was
determined against the State of Kansas, the final decree
of the Supreme Court dismissing the bill with the right
on the part of Kansas to bring another suit, should the facts
require it, being left inviolate.
The recent case of Virginia vs. West Virginia, 220 U. S. 1,
is an important and instructive one in showing the spirit
20
in which such controversies are settled by the Supreme
Court of the United States, and in which they will some.
day be settled by a Supreme International Court. That
was a suit by Virginia to compel West Virginia to pay her
just proportion of the debt of the State as it was when the
Old Dominion was rent and the State of West Virginia.
created. The Supreme Court upheld the contention of Vir-
ginia, but left the working out of the details to the good
sense and good faith of the contending states.
In the opinion of the court, Mr. Justice Holmes has laid
down certain rules that may well be borne in mind by the
tribunal yet to be created for the solution of controversies
between contending nations. He says:
He says: "A suit brought
by one state against another, formed by its consent from
its territory, to determine what proportion the latter should
pay of indebtedness of the former at the time of sep-
aration, is a quasi-international controversy and should be
considered in an untechnical spirit. In such a controversy
there is no municipal code governing the matter and this
court may be called on to adjust differences that cannot
be dealt with by Congress, or disposed of by the legislature
of either state alone.
A state is superior to
the forms that it may require of its citizens. ... A suit
between states to apportion debt is a quasi-international
controversy involving the honor and constitutional obliga-
tions of great states, which have a temper superior to that
of private litigants; and, when this court has decided
21
enough, patriotism, fraternity of the Union and mutual
consideration should bring the controversy to an end.'
In your own great case of Missouri vs. Illinois, 200 U. S.
496, instituted to prevent the pollution of the waters of the
Mississippi River by emptying into them the sewage of
the City of Chicago, the Supreme Court of the United
States said, again speaking through Mr. Justice Holmes:
"It may be imagined that a nuisance might be created by
a state upon a navigable river like the Danube, which would
amount to a casus belli for a state lower down, unless re-
moved. If such a nuisance were created upon the Missis-
sippi, the controversy would be settled by the more peacful
means of a suit in this court.
> ;
How infinitely better is the American way! The court
has spoken. An infinitesimal part of the cost of a war
is spent in establishing a purification plant. Science lays
its restraining hand on contamination and consequent dis-
ease. There is no waste, no bloodshed, no suffering. The
contending states, side by side, in undisturbed friendship
and in the security of perfect peace, are working out their
splendid destinies, as the mighty river flows unvexed to
the sea.
As I speak an International Court of Arbitration sits
in the City of El Paso to decide the dispute between the
United States and Mexico as to the location of the boundary
line between them, in the City of El Paso. Immense prop-
erty rights and titles to the homes of thousands of people
22
will be conclusively decided by that award, but we know it
will be honestly and intelligently made and all concerned,
the high contracting parties and their citizens whose in-
terests depend on it, will accept the result and carry out
the judgment without question and without appeal.
To The Hague! To The Hague! The longest guns are
too short. The substitution of judicial proceedings among
nations for the arbitrament of the sword will be the great
achievement of the century in whose early morning light
we are standing.
May I be permitted to suggest that American lawyers
have offered the remedy and with every effort of heart
and brain are working to bring about the result? May I
be permitted to suggest that its accomplishment lies largely
in the hands of the American bankers? Do you ask me
how? I will tell you: Do not finance a war between for-
eign countries. Let but a few of the great nations of the
world adopt this rule and the long struggle for peace has
been won.
An army, like a snake, travels on its stomach.”
It cannot fight and feed itself. Withdraw your credit, let
the world know that not one dollar of American billions
is available to a nation with an army in the field except in
the execution of the judgment and decree of a court of
international arbitration, and the billion of dollars spent
annually in the maintenance of military establishments of
the great nations will reach the world's banks for use in
developing the material resources of the nations, educating
23
the people and alleviating the suffering that centuries of
war and its consequences have left upon us.
Not one word of this is meant to apply to our own
country, should war be made upon it. Should that time
ever come when
war.
"The earth is full of anger,
“And the seas are dark with wrath,
"And the nations in their harness
"Go up against our path,'
3
the bankers of
America will meet the situation as they have in the past,
in a spirit of loftiest patriotism; but a different question
is presented when you are asked to finance an aggressive
Make it known that not one dollar of American money will
be invested in the bonds of a nation, issued to carry on an
offensive war. Decline to deposit one dollar with any bank
that handles such a bond. Let it be known of all men that
not one dollar of the money you hold in trust can be had
for the purpose of such war. Show the world that the
bankers of Missouri live to build up, not to tear down;
to develop, not to destroy. Let it be known that you have
not one penny for investment in, nor commerce with any
country which has not a satisfactory treaty of commerce
with this country, and a treaty of universal arbitration.
24
The reward will not be pecuniary only, but you will have
earned the right to feel that your efforts have contributed
to usher in that day
'When the common sense of most shall hold a fret-
ful realm in awe,
"And the kindly earth shall slumber, lapt in
universal law."
ލ
•
HE
41.009
718
ETAT NOMINATIF
des Membres
DE LA
SOCIÉTÉ INTERNATIONALE
POUR LE
développement de l'enseignement commercial.
Juillet 1910.
be
Sociétie rutup tionale pour le crime..
de l'insignement

NAMENSVERZEICHNIS
der Mitglieder
DER
INTERNATIONALEN GESELLSCHAFT
ZUR
commercial
Förderung des kaufmännischen Unterrichtswesens.
Juli 1910.
espassement
•
LISTE D'HONNEUR.
EHRENLISTE.
Gouvernements qui subventionnent la Société.
Regierungen, welche die Gesellschaft subventionieren.
Autriche, Baden, Belgique, Brunswick, France, Prusse, Saxe,
Suisse et Wurtemberg.
Membres fondateurs.
Stiftungsmitglieder.
(Membres qui ont fait à la Société un don d'une somme de fr. 1250 au minimum,
Mitglieder, welche der Gesellschaft eine Summe von mindestens 1000 Mk. verschenkt
haben.)
Wirklicher Staatsrat M. von Fischer, Unterrichtsinspektor im
Ministerium für Handel und Industrie, St. Petersburg, Russie.
Kommerzienrat Th. Habenicht, Grosskaufmann, Mitglied des Handels-
hochschulsenats; stellvertretender Präsident der Handelskammer,
Leipzig, Deutschland.
S
Deutscher Verband für das kaufmännische Unterrichtswesen,
Braunschweig, Deutschland.
4
i
3
Reclass. 12:18:09 ER,
Société internationale pone le déve
le développe
de l'enseignement seversterful
Ständige Mitglieder.

Membre permanents.
Mit-
(Membres qui ont fait à la Société un don d'une somme de fr. 125 au moins.
glieder, welche der Gesellschaft eine Summe von mindestens 100 Mk. verschenkt haben.)
Börse in Kristiania, Kristiania, Norwegen.
Ecole supérieure de Commerce Solvay de l'Université libre,
Bruxelles.
Kommerzienrat Dr. H. Schmidt, Vizepräsident der Handelskammer,
Braunschweig.
P. E. F. Hemelryk, Ehrenkonsul von Japan, Liverpool, England.
Wallenberg, Marcus, directeur de la „Stockholms Enskilda Bank",
Stockholm.
Membres d'honneur,
Ehrenmitglieder.
2
Geh. Regierungsrat Dr. Stegemann, Ehrenpräsident; Präsident des
Deutschen Verbandes für das kaufmännische Unterrichtswesen,
Braunschweig, Deutschland.
G. Francotte, Président d'honneur; Ancien Ministre de l'Industrie
et du Travail, Bruxelles, Belgique.
E. Rombaut, Président d'honneur; Inspecteur général de l'enseigne-
ment industriel et professionnel, Bruxelles, Belgique.
informeret
P. Wauters, Inspecteur principal au Ministère de l'Industrie et du
Travail, Bruxelles, Belgique.
4
COMITÉ DIRECTEUR.
A.
Membres.
ZENTRALVORSTAND.
Mitglieder.
Président:
A. Junod, Secrétaire fédéral de division pour l'enseignement com-
mercial; Inspecteur des écoles de commerce suisses, Berne, Suisse.
1ter Vizepräsident:
Wirkl. Hofrat Eug. Gelcich, Zentralinspektor für den kommerziellen
Unterricht, Präsident der österreichischen Repräsentanz der
Internationalen Gesellschaft zur Förderung des kaufmäunischen
Unterrichtswesens, Wien, Österreich.
―
2me Vice-Président:
"
Delombre, Paul, Ancien Ministre du Commerce et de l'Industrie,
Rédacteur du Temps", Président de l'Union des Associations
des Anciens Elèves des Ecoles supérieures de commerce de France,
Paris, France.
1er Secrétaire et Trésorier. 1. Schriftführer und Schatzmeister.
L. Morf, Directeur des Ecoles supérieures de commerce, d'adminis-
tration et de chemins de fer, Lausanne, Suisse.
2º Secrétaire. 2ter Schriftführer.
Wirklicher Staatsrat M. von Fischer, Unterrichtsinspektor für
Handel und Industrie, St. Petersburg, Russie.
Assistants. Beisitzer.
Dr. A. Ahlström, Directeur de l'Institut commercial, Gothenburg,
Suède.
Dr. Bos, Präsident der Holländischen Gesellschaft für das kauf-
männische Unterrichtswesen, Winschoten, Holland.
E. Castelnuovo, Directeur de l'Ecole supérieure de commerce,
Venise, Italie.
5
LO
B.
E. Dubois, Directeur de l'Ecole supérieure de commerce, Anvers,
Belgique.
James Graham, Director of Education, Education Department,
Leeds, England.
Kommerzienrat Habenicht, stellvertr. Vorsitzender der Handels-
kammer, Leipzig.
C. Polaczek, Direktor des Handelsgymnasiums, Christiania, Nor-
wegen.
Dr. L. Sabbatini, Rettore dell' Università commerciale Luigi Boc-
coni, Milano, Italia.
Dr. Bela Schack, Königlich-ungarischer Oberinspektor der höheren
Handelsschulen, Budapest, Ungarn.
Regierungsrat A. Schmid, Vizedirektor des k. k. Österreichischen
Handelsmuseums, Leiter der Exportakademie, Wien, Österreich.
Membres suppléants.
Stellvertretende Mitglieder.
Dr. G. Blondel, Professeur à l'Ecole des hautes études commer-
ciales, Paris, France.
Chanoine Fr. Van Caenegem, Directeur de l'Ecole supérieure com-
merciale et consulaire, Mons, Belgique.
Reidar Due, Börsenkommissär, Christiania.
P. E. F. Hemelryk, Vizepräsident der Handelskammer; Präsident
der Handelsschule; Ehrenkonsul von Japan, Liverpool, England.
Regierungsrat A. Kleibel, Direktor der Wiener Handelsakademie,
Wien, Österreich.
Dr. Ake W. von Munthe, Direktor des Handelsinstitutes Fr. Schartau,
Stockholm, Schweden.
Oberst E. Richard, Sekretär der Zürcher Handelskammer, Zürich,
Schweiz.
Kommerzienrat Dr. Schmidt, Vizepräsident der Handelskammer,
Braunschweig.
4
6
|
COMITÉ CENTRAL.
ZENTRALAUSSCHUSS.
Le Comité central se compose des membres nommés par les Comités
des différents pays représentés dans la Société. Le Comité de chaque pays a
le droit de nommer un délégué par dix membres ou fraction de 10 membres
au Comité central. Cependant, aucun Etat ne peut être représenté par plus de
8 membres au sein du Comité central. Le mode d'élection des Comités nationaux
est laissé aux membres des pays respectifs.
Der Zentralausschuss setzt sich aus den Mitgliedern der Landesaus-
schüsse der verschiedenen in der Gesellschaft vertretenen Staaten zusammen.
Bei einer Mitgliederzahl bis zu 10 stimmberechtigten Mitgliedern im Landes-
ausschusse ist ein Vertreter in den Zentralausschuss zu entsenden. Mit mehr
als 8 Vertretern darf indes kein Staat im Zentralausschusse vertreten sein.
Das bei der Wahl in den Landesausschuss zu beobachtende Verfahren ist den
bezüglichen Vereinbarungen der einzelnen Länder überlassen.
Il Comitato centrale si compone di membri nominati dai Comitati dei
vari paesi rappresentati nella Società. Il Comitato di ogni paese ha il diritto
di nominare un delegato al Comitato centrale ogni 10 soci o frazione di 10 soci.
Nessuno Stato può essere rappresentato nel Comitato centrale da più di 8
delegati. Il modo di procedere alla nomina dei Comitati nazionali è lasciato
ai soci dei rispettivi paesi.
The Central Council consists of members nominated by the National
Committees of the various countries affiliated to the Association. The National
Committees have the right to name one delegate for every ten (or fraction of
ten) members for the Central Council. No country, however, is allowed to be
represented by more than eight representatives on the Central Council. The
method of electing the National Committee is left to be decided by the
members of each country concerned.
Allemagne.
Deutschland.
Mitglieder.
Dr. A. Bosenick, Frankfurt a. M., Geschäftsführer der Gesellschaft
für wirtschaftliche Ausbildung.
86 membres
Kaufmann W. H. Breymann, Hamburg.
Kommerzienrat T. Habenicht, Leipzig, Sachsen.
Landesgewerberat Dr. Kühne, Berlin.
Oberbürgermeister Martin, Mannheim.
1
?
Geh. Regierungsrat Dr. Stegemann, Braunschweig.
Kommerzienrat Dr. H. Schmidt, Vizepräsident der Handelskammer,
Braunschweig.
Stellvertreter:
Oberbürgermeister Cuno, Hagen i. W.
Professer Just, Dresden, Professor der öffentlichen Handelslehr-
anstalt der Dresdener Kaufmannschaft.
Generalsekretär Dr. Sotber, Berlin.
Hotelbesitzer Otto Hoyer, Köln.
Dr. Zeyss, Syndikus der Handelskammer Krefeld.
7
Angleterre.
15 membres Mitglieder.
J. Graham, Director of Education, Leeds.
$
England.
Suppléant:
P. E. F. Hemelryk, Chairman of the Commercial School, Liverpool.
Autriche.
Österreich.
Mitglieder.
391 membres
-Wirkl. Hofrat E. Geleich, Zentralinspektor für den kommerziellen
Unterricht; Präsident der österreichischen Landesgruppe, Wien.
Regierungsrat A. Schmid, Vizedirektor des Handelsmuseums; Leiter
der Exportakademie; Vizepräsident der österr.Landesgruppe, Wien.
Regierungsrat A.Kleibel, Direktor der Wiener Handelsakademie,Wien.
Regierungsrat Dr. R. Sonndorfer, Direktor der Prüfungskommis-
sion für das Lehramt an höhern Handelsschulen, Wien.
Regierungsrat A. Pawlowski, Direktor der Handelsakademie,
Lemberg.
Dr. C. Glauser, Professor an der Wiener Handelsakademie; Schrift-
führer der österr. Landesgruppe, Wien.
Regierungsrat Th. Ried, Direktor der Handelsakademie, Prag.
Regierungsrat J. Rezabek, Direktor der böhmischen Handelsaka-
demie, Prag.
Stellvertreter:
Dr. R. Bergmeister, Professor an der Handels- und nautischen
Akademie, Triest.
J. Weyde, Direktor der Neuen Wiener Handelsakademie, Wien.
Dr. K. Hassack, Direktor der Handelsakademie, Graz.
1
8
Dr. K. Henner, Professor an der böhmischen Universität; Inspek-
tor für den kommerziellen Unterricht, Prag.
J. Ziegler, Professor an der Exportakademie; Erster Schriftführer
der Landesrepräsentanz; Redaktor der, Österreichischen Handels-
schul-Zeitung", Wien.
K. Ottel, Landesschulinspektor, Wien.
Dr. K. Ludwig, Professor an der Handelsakademie; Obmann des
österreichischen Handelsschullehrervereins, Linz.
Regierungsrat R. Krickl, Direktor der Gremialhandelsfachschule
der Wiener Kaufmannschaft; Schatzmeister der österr. Landes-
gruppe, Wien.
Belgique.
Belgien.
75 membres Mitglieder.
E. Dubois, Directeur de l'Ecole supérieure de commerce, Anvers.
G. Francotte, Membre de la Chambre des Représentants, Bruxelles.
E. Rombaut, Inspecteur général de l'enseignement industriel et
professionnel, Bruxelles.
Ma
E. Solvay, Industriel, Bruxelles.
L. Strauss, Président du Conseil supérieur de l'Industrie et du
Commerce, Anvers.
Chanoine Van Caenegem, Directeur de l'Ecole supérieure commer-
ciale et consulaire, Mons.
P. Wauters, Ingénieur; Inspecteur principal au Ministère de l'In-
dustrie et du Travail, Bruxelles.
Suppléants:
Brants, Professeur à l'Université, Louvain.
Dr.F.Deschamps, Professeur à l'Institut supérieur de commerce, Anvers.
E. Fagnart, Professeur à l'Université, Gand.
E. Jottrand, Directeur de l'Institut commercial des industriels du
Hainaut, Mons.
Lecoq, Directeur de l'Ecole des hautes études commerciales et
consulaires, Liège.
Orban, Professeur à l'Université, Liège.
Sérigiers, Directeur de l'Ecole supérieure de commerce St-Ignace,
Anvers.
Canada.
11 membres Mitglieder.
A. J. de Bray, Directeur de l'Ecole des hautes études commer-
ciales, Montréal.
9
Danemark.
8 membres
Dr. H. L. Möller, Inspektor der staatl. Handelsschulen, Kopenhagen.
Dänemark.
Mitglieder.
Etats-Unis. Vereinigte Staaten.
24 membres Mitglieder.
Ch. A. Herrick, Directeur de l'Institut supérieur central, Phila-
delphie.
K
Suppléant :
Dr. W. A. Scott, Directeur de l'Ecole de commerce de l'Université
de Wisconsin, Madison.
France.
Finlande.
2 membres
Dr. Lindequist, Directeur de l'Institut commercial, Abö.
Finnland.
Mitglieder.
Frankreich.
Mitglieder.
66 membres
M. Delombre, Paul, ancien Ministre du Commerce et de l'Industrie,
Paris.
M. Parent, Louis, Ingénieur, Vice-Président de l'Association fran-
çaise pour le développement de l'enseignement technique, Paris.
M. Saignat, Léo, Professeur à la faculté de Droit; Président du
Comité permanent des Congrès de l'enseignement technique,
Bordeaux.
M. Bossu, Henri, Négociant, Secrétaire de l'Association française
pour le développement de l'enseignement technique, Paris.
M. Pathier, Achille, Manufacturier, Membre du Comité de l'Union
des Associations des anciens élèves des Ecoles supérieures de
commerce, Paris.
M. Renouard, Alfred, Ingénieur, Président honoraire de l'Asso-
ciation des anciens élèves de l'Ecole supérieure de commerce,
Paris.
Suppleants:
M. Dufourcq-Lagelouse, L., Banquier; Vice-Président de la So-
ciété académique de comptabilité, Paris.
M. Merckling, Fr. J., Directeur de l'Ecole supérieure de commerce
et d'industrie de Bordeaux, Bordeaux.
Be the
}
M. Burnier, Sébastien-Louis, Directeur de l'Ecole des hautes études
commerciales, Paris.
M. Combes, Adrien, Directeur de l'Ecole supérieure de commerce,
Marseille.
M. Marchal, J., Directeur de l'Ecole supérieure de commerce, Le
Havre.
M. Penot, St-Cyr, Directeur de l'Ecole supérieure de commerce, Lyon.
Grèce.
10
Griechenland.
14 membres Mitglieder.
C. Stephanos, Professeur à l'Université nationale; Directeur de
l'Ecole publique de commerce, Athènes.
Hollande.
Suppleant:
Dr. O. H. Rhousopoulos, Directeur de l'Académie de l'industrie
et du commerce, Athènes.
10 membres
Niederlande.
Mitglieder.
Dr. D. Bos, Mitglied der Generalstaaten; Präsident der Hollän-
dischen Gesellschaft für das kaufmännische Unterrichtswesen,
Winschoten.
Stellvertreter :
Dr. P. Tjeenk-Willink, Advokat, Haarlem.
C. E. H. Boissevain, Industrielle; Präsident der Vereinigung
„Houw en Trouw", Amsterdam.
Hongrie.
16 membres
Dr. Bela Schack, Generalinspektor der höheren Handelsschulen,
Budapest.
M
Ungarn.
Mitglieder.
Italie.
Italien.
Mitglieder.
19 membres
Prof. G. Castelli, Directeur de l'Enseignement commercial au Mini-
stère du commerce, Rome.
Castelnuovo, Directeur de l'Ecole supérieure de commerce, Venise.
Sabbatini, Recteur de l'Université commerciale, Milan.
J
Suppléant :
E. Gagliardi, Professeur à l'Ecole supérieure de commerce, Gênes.
1
1
"
Japon.
3 membres
Dr. Tokuso Fukuda, Professeur à l'Université libre Keio-Gijuku,
Tokio.
Norvège.
Stellvertreter:
20 membres
C. Polazcek, Direktor des Handelsgymnasiums, Christiania.
Reidar Due, Börsenkommissär, Christiania.
Roumanie.
8 membres
Dr. Stefan Hrubes, Bukarest.
1
E. Platon, Handelsschulinspektor, Christiania.
Schnittler, C. J., Direktor des Handelsgymnasiums, Bergen.
Rumänien.
Mitglieder.
11
Russie.
Japan.
Mitglieder.
Russland.
Mitglieder.
29 membres
S. E. Wirklicher Staatsrat M. von Fischer, Unterrichtsinspektor
für Handel und Industrie, Tiflis.
Stellvertreter:
―
Suède.
Norwegen.
Mitglieder.
E. Mittelsteiner, Handelsschuldirektor, Odessa.
A. Ströhm, Handelsmann, Reval."
Schweden.
Mitglieder.
28 membres
Dr. A. Ahlström, Direktor des Handelsinstituts, Gothenburg
Olof Melin, Grosskaufmann, Gothenburg.
Suisse.
Stellvertreter:
Henrik Axelson, Président de la Direction du Musée du commerce,
Stockholm.
Dr. Ake W. von Munthe, Handelsschuldirektor, Stockholm.
141 membres
Schweiz.
Mitglieder.
Professor T. Bernet, Rektor der kantonalen Handelsschule, Zürich.
E. Diem-Saxer, Kaufmann, St. Gallen.
12
Dr. A. Georg, Conseiller national; Secrétaire de la Chambre de
commerce, Genève.
Regierungsrat Dr. C. A. Gobat, Nationalrat, Bern.
A. Junod, Eidgenössischer Abteilungssekretär für kaufmännisches
Bildungswesen im Handelsdepartement, Bern.
L. Morf, Directeur de l'Ecole supérieure de commerce, Lausanne.
Oberst E. Richard, Mitglied der Handelskammer, Zürich.
Dr. G. Schärtlin, Direktor der Schweizer. Lebensversicherungs-
und Rentenanstalt, Präsident der Schweizer. Gesellschaft für
kaufmännisches Bildungswesen, Zürich.
Stellvertreter:
J. Bolle, Professor an der kantonalen Handelsschule, Zürich.
Dr. G. Bachmann, Professor der Handelswissenschaften an der
Universität Zürich, Winterthur.
Dr. O. Hedinger, Handelskammersekretär und Dozent der Handels-
wissenschaften an der Hochschule Bern, Aarau.
J. Nef-Kern, Kaufmann und Schulrat, St. Gallen.
Dr. R. Rossi, Direktor der kantonalen Handelsschule, Bellinzona.
F. Scheurer, Direktor der Handelsschule, Chaux-de-Fonds.
J. Schurter, Rektor der städtischen Töchterhandelsschule, Zürich.
W. Wick, Konrektor der kantonalen Handelsschule; Redaktor der
„Schweizer. Zeitschrift für kaufmännisches Bildungswesen"
Basel.
MEMBRES
MITGLIEDER.
Allemagne
Deutschland.
Kollektivmitglieder:
Membres collectifs
BREYMANN, W., i. F. Breymann & Hübener, Hamburg, Brandstwiete 20/24.
DEUTSCHER VERBAND FÜR DAS KAUFMÄNNISCHE UNTERRICHTS-
1
WESEN (Stiftendes Mitglied), Braunschweig.
DEUTSCHER ESPERANTO-BUND (Dr. M. Kandt, Neuer Markt 8), Bromberg.
DIREKTORIUM DER AMTHORSCHEN HÖHEREN HANDELSLEHR-
ANSTALT, Humboldsstrasse, Gera, Reuss.
EISSEN, Ch., Geh. Kommerzienrat, i. F. Eissen & Co., Vizepräsident der
Handelskammer, Strassburg i. E.
GESELLSCHAFT FÜR WIRTSCHAFTLICHE AUSBILDUNG,
Frankfurt a. M, Guiollettestrasse 18.
HANDELSKAMMER FÜR DAS HERZOGTUM BRAUNSCHWEIG,
Braunschweig.
HANDELSKAMMER FÜR DEN KREIS MANNHEIM, Mannheim.
13
ÖFFENTLICHE HANDELSLEHRANSTALT DER DRESDENER KAUF-
MANNSCHAFT,
Dresden.
STÄDTISCHE HANDELSLEHRANSTALT, Frankfurt a. M., Junghofstr. 16.
HANDELSHOCHSCHULE MANNHEIM (Oberbürgermeister Dr. Martin),
Mannheim.
HANDELSSCHULE DES KIELER DETAILLISTENVEREINS, Kiel.
SCHIMMELPFENG, Auskunftei, Berlin W., Charlottenburgerstrasse 23.
SCHUBERT, Karl, Kaufmann, Handelsrichter, Dresden, Wettinerstrasse 4.
SEMINAR DER HANDELSLEHRER DER HANDELSHOCHSCHULE,
STADTGEMEINDE MANNHEIM, Mannheim.
STÄDTISCHE HANDELSREALSCHULE, Dessau.
TEUBNER, B. G., Verlagsbuchhandlung, Leipzig, Poststrasse 3.
Membres individuels
Einzelmitglieder:
ANSCHÜTZ, Prof. Dr., Handelskammer, Sonneberg S.-M.
ARNHOLD, Heinrich, Dr., Waisenhausstrasse 20, Dresden.
BETTELS, Senator, Hildesheim.
-
[Berlin.
BICKEL, Stadtrat, Wiesbaden, Wilhelmstrasse 34.
BOREL, Jean, i. Fa. Esperanto-Verlag Möller & Borel, Berlin.
BOREL, Jules, Verlagsbuchhändler in Fa. Esperanto-Verlag Möller & Borel,
BREUER, Xaver, Hamburg, Schleusenbrücke 1.
[Berlin.
CALMES, A., Prof. an der Handelshochschule, Mannheim.
CUNO, Oberbürgermeister, Hagen i. W.
DIETZE, Hugo, Dr., Oberlehrer an der Öffentlichen Handelslehranstalt zu
Dresden, Redaktor der Deutschen Handelsschullehrer-Zeitung, Schiller-
strasse 21, Radebeul bei Dresden.
EBELING, Dr., Oberbürgermeister, Dessau.
EGERER, Ernst, Handelslehrer an der städtischen Handelsschule, Johannes-
strasse 63, Stuttgart.
C
FRENCKELL, Karl von, Dresden, Waisenhausstrasse 20.
FUHRMANN, Alfred, General-Agent, Magdeburg, Friesestrasse 56 II.
GESENIUS, Hermann, Verlagsbuchhandlung, Mühlweg 34, Halle a. S.
GOLDSCHMIDT, Dr., Fabrikbesitzer, Essen a. d. Ruhr.
GOTTETREU, P., Rundestrasse 13, Hannover.
GRÆGER, Otto, Gutsbesitzer, Mitglied des Prov. Landtages pp.,
Magdeburg, Gr. Dielsdorferstrasse 242 I..
HABENICHT, Th., Kommerzienrat, stellv. Vorsitzender der Handelskammer
Leipzig, Karl Heinestr. 20.
(Stiftendes Mitglied),
HAID, E., Handelslehrer, Langestrasse 5, Stuttgart.
HAUG, Dr., Sekretär der Handelskammer, Strassburg i. E.
HAUCK, N., Handelslehrer, Hebelstrasse 3, Mannheim.
HIRSCH, Syndikus der Handelskammer, Essen a. Ruhr.
HUBERT, Franz, Weingrosshändler, Bonn a. Rhein.
HÜLSEMANN, A. Cl., Kommerzienrat, Altenburg.
HUMMEL, E., Frankfurt a. M., Praunheimerstrasse 5 p.
KANDT, M., Dr., Syndikus der Handelskammer, Neuer Markt 8, Bromberg.
KARLE, Hugo, Direktor der städtischen Handelsschule, Freiburg i. B.
KASTEN, A., Gewerbeschulinspektor, Hamburg.
KLIEMKE, Ernst, Dr., Direktor der Ostafrikanischen Eisenbahn-Gesellschaft
KLÜSSENDORF, C., Rostock i. M.
[Berlin.
KNÖRK, Dr., Direktor der kaufmännischen Fortbildungsschulen.
Berlin C., Börse, Burgstrasse 23/26.
*
14
KOHLHEPP, Professor, Inspektor für das kaufm. Unterrichtswesen,
Mannheim.
KUNTZ, P., Vorsteher der städt. kaufm. Fachschule, Langestrasse 42,
Colmar i. Elsass.
KÜHNE, Dr., Landesgewerberat, Berlin.
LIEBHEIM, E., Dr., Direktor der kaufmännischen Fachschule der Handels-
kammer Saarbrücken, Königin Luisenstrasse 20, Saarbrücken III.
MANGELSDORF, Herm., Redaktor, Magdeburg.
METZLER, Max, Obervorsteher des Vereins junger Kaufleute, Stettin.
MICHAELIS, Julius, Kaufmann, Magdeburg, Breite Weg 130/132.
MÖBUSS, Dir. Dr., Lübeck, Falkenstrasse 12.
MUMM, von, Elisabeth, Köln a. Rh., Obermarspforten 21.
MYBS, Dr., Altona/Elbe, Marktstrasse 68.
RIEKEBERG, Fr., Peine.
ROCKE, Dr., Syndikus, Hannover.
ROCKMANN, Lehrer, Buckauerstrasse 14, Magdeburg.
ROHRBACH, C., Dr. Professor und Direktor der städtischen Real- und
Handelsschule, Gotha.
SCHICKHARDT, Hans, Kaufmann, Stuttgart, Markt 4.
SCHIFF, Ludwig, Patentanwalt, Bernburgerstrasse 18, Berlin.
SCHIPPAN, Georg, Fabrikbesitzer, Freiberg i. S.
SCHMEIL, Walter, Kaufmann, Magdeburg, Sternstrasse 4 II.
SCHMIDT, Dr., Kommerzienrat, Vizepräsident der Handelskammer
(Ständiges Mitglied),
SCHNÖCKER, W., Lehrer, Thomästrasse 13, Braunschweig.
SENHOLDT, Dr., Syndikus der Handelskammer, Weimar.
SIMON, C., Generalkonsul, Mannheim.
SPUDE, Marie, Sprachlehrerin und Lehrerin der Handelswissenschaften an
der königl. Handels- und Gewerbeschule für Mädchen, Potsdam.
STARK, Emil, Lehrer, Magdeburg, Kaiser Friedrichstrasse 1.
STEGEMANN, Dr., Geheimer Regierungsrat, Syndikus der Handelskammer
Braunschweig, Breitestrasse 9.
STEMMER, L., Handelslehrer, Heinrich Lanzstrasse 22, Mannheim.
THURM, Gustav, Sorau N.-L.
(Ehrenpräsident),
UHLITZSCH, Dr., Sekretär der Handelskammer, Bonn a. Rh.
WEBER, Dr., Bernhard, Direktor der Handelsschule, Dozent an der
Braunschweig.
Handelsschule, Collinistrasse 18, Mannheim.
WENDTLAND, Dr., Syndikus der Handelskammer, Leipzig.
WERNICKE, Dr. Professor, Direktor der städt. Oberrealschule Braunschweig,
Braunschweig.
WIESMANN, Hüttendirektor, Brühlstrasse 9, Hannover.
·ZANDER, W., Professor, Direktor der Handelsschule, Wurzenerstrasse 24,
Grimma i. S.
ZEYSS, Dr., Syndikus der Handelskammer, Krefeld.
ZIEGLER, Adolf, Oberlehrer an der Öffentlichen Handelslchranstalt, Re-
daktor der Deutschen Handelsschullehrer-Zeitung, Ostra-Allee 9, Dresden.
ZIEHEN, Stadtschulrat, Frankfurt a. M.
pl
Angleterre
Membres individuels
BARBER, W. H., Secretary of the Yorkshire Association for the Promotion
of Commercial Education, Leeds.
England.
Einzelmitglieder:
•
15
•
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BELL, Oswin, Deanstreet, 21, Newcastle.
BEWSNUP, E. R., Technical College, Huddersfield.
BROWNE, C. F., General Secretary of the Nord-Londona Esperanto-Institut,
53, Burghley Road, Highgate, London, N. W.
DIRECTOR OF CEKBANKO ESPERANTISTA, Merton Abbey, London, S.W.
DIRECTOR OF THE VIXOL, Limited, Merton Abbey, London, S. W.
DIRECTOR OF THE TANDEM SMELTING, Syndicate, Limited, Merton
Abbey, London, S. W.
FIEDLER, H. G., Professor of the University of Birmingham, Birmingham.
GOODLIFFE, F. A., Manufacturer, 46, Bridgford Road, Nottingham.
GRAHAM, James, Director of Education, Education Department, Calver-
leystreet, Leeds.
HEMELRYK, P. E. F., Vicepresident of the Commercial School, Honorary
Consul of Japon (Ständiges Mitglied), Woolton Heyes, Liverpool.
HOOPER, Fredk., Secretary of the Chamber of Commerce, Bradford.
KAHN, Augustus, University-College-School, Cowerstreet, London.
MEYER, F. H. R., of the Firm Rabone Bros & Co., Austro Hungarian Vice-
Consul, Member of the Chamber of Commerce, Broadstreet, 297, Birmingham.
WEBSTER, F. E., Commercial Teacher, Office of technical Education of
the County of Devon, Queen Street, 50, Exeter.
Argentine
t
Membre individuel
MONTERO, B., Consul Général de la République Argentine, 37 Via XX
Settembre, Gênes (Italie).
Autriche
Argentinien.
Einzelmitglied:
Österreich.
Kollektivmitglieder:
Membres collectifs
ANSTALT FÜR HANDEL UND GEWERBE, Bozen.
ASSICURAZIONI GENERALI, Triest.
IDO,
DEUTSCHER PRAGER FRAUEN-ERWERBVEREIN, vertreten durch
Frau Sophie Bamberger.
Prag, Ferdinandstrasse 10.
DIREKTIONSKOMITEE DER INTERNATIONALEN HILFSSPRACHE
Halbarthstrasse, Graz.
GREMIUM DER BUCHSACHVERSTÄNDIGEN, Wien VIII, Landes-
gerichtstrasse 21.
GREMIUM DER WIENER KAUFMANNSCHAFT, vertreten durch Herrn
k. k. Regierungsrat Rudolf Krickl. Wien IV, Lothringerstrasse 10.
HANDELSSEKTION DER K. K. HANDELS- UND NAUTISCHEN AKA-
DEMIE in Triest, vertreten durch kaiserlichen Rat und Direktor Josef
Gelcich.
Triest, Piazza Lipsia.
KURATORIUM DER BÖHMISCHEN HANDELSAKADEMIE in Pilsen,
vertreten durch Direktor Anton Kostinec. Pilsen, Nerudagasse 12.
KURATORIUM DER STÄDTISCHEN HANDELSSCHULE in Budweis,
vertreten durch Direktor Friedrich Patzelt. Budweis, Parkstrasse 1.
LEHRKÖRPER DER ERZHERZOG-RAINER-JUBILÄUMS HANDELS-
SCHULE in Wien, vertreten durch Direktor Josef Schreiter Ritter von
Schwarzenfeld.
Wien V, Obere Amthausgasse 37.
16
LEHRKÖRPER DER HANDELSAKADEMIE in Gablonz a. d. N., ver-
treten durch Dr. Ewald Gleisberg. Gablonz a. d. N., Berggasse 4.
LEHRKÖRPER DER HANDELSAKADEMIE in Königgrätz.
LERKÖRPER DER HANDELSAKADEMIE in Olmütz, vertreten durch
Dr. Karl Preissler.
Olmütz, Josef-v.-Engel-Strasse 12.
LEHRKÖRPER DER HANDELSSCHULE DES NEUEN HANDELS-
GREMIUMS in Prag, vertreten durch Direktor Franz Trmal.
Prag, Mariengasse 32.
LEHRKÖRPER DER KOMMUNAL-HANDELSSCHULE, Küstenau
(Vorarlberg).
LEHRKÖRPER DER PRIVATHANDELSSCHULE KAPAMADZIJA in
Wien, vertreten durch Direktor Ludwig Legat.
Wien VI, Millergasse 43.
VERBAND ZUR FÖRDERUNG DES FACHLICH-GEWERBLICHEÈN
FORTBILDUNGSSCHULWESENS in Österreich, vertreten durch Direktor
Adolf Hess.
Wien I, Judenplatz 3.
VEREIN ZUR FÖRDERUNG DER HANDELS- UND FORTBILDUNGS-
SCHULEN in Wien VII, vertreten durch Emanuel Margold.
Wien VII, Neustiftgasse 100.
VEREIN ABSOLVIERTER PRAGER HANDELS-AKADEMIKER Prag.
VEREIN DER ÖSTERREICHISCHEN HANDELSSCHULLEHRER,
Linz, Handelsakademie.
Einzelmitglieder
Membres individuels:
ADAM, Heinrich, Lehrer an der Neuen Wiener Handelsakademie.
Wien IV, Schönburgstrasse 27.
ADLER, Alfred, Lehrer an der Privathandelsschule Allina mit Öffentlich-
keitsrecht.
Wien III, Marokkanergasse 10.
AIGNER, Moritz, Bankoberbeamter, Abteilungsvorstand und Professor
an der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien VII, Burggasse 79.
ALLINA, Max, kaiserlicher Rat, Direktor der Privathandelsschule Allina
mit Öffentlichkeitsrecht.
Wien I, Weihburggasse 21.
ANTONIEWICZ, Boleslaus, Professor an der k. k. Handelsakademie in
Krakau.
Krakau, Sobieskigasse 5.
Mödling, Grillparzerstrasse 2.
an der Prager Handelsakademie,
Prag, Naprstekgasse 215.
BAAR, Rudolf, wirklicher Lehrer an der Neuen Wiener Handelsakademie,
Wien VIII, Josefstädterstrasse 93.
BACHMAYER, Ignatz, Professor an der Neuen Wiener Handelsakademie.
Wien VIII, Uhlplatz 5.
BAMBERGER, Sophie, Präsidentin des Deutschen Prager Frauenerwerb-
vereines.
Prag, Ferdinandstrasse 10.
BARTA, Rudolf, Professor an der Wiener Handelsakademie.
Wien III, Ungargasse 21.
ARENZ, Eduard, Handelsschulleiter.
AUSSERWINKLER, Ludwig, Professor
BASUR, Guiseppe, kaiserl. Rat, Handelskammerrat, Triest.
BERGER, Johann, k. k. Regierungsrat, Handelsakademiedirektor i. P.
Graz, Glacisstrasse 13.
BERGER, J. L., Sekretär der Bezirkskrankenkasse und Besitzer und Leiter
einer Privathandelslehranstalt, Sobieskiplatz 10. Tarnopol (Galizien).
BERGER, Thomas, Professor an der Innsbrucker Handelsakademie.
Innsbruck, Richard-Wagner-Strasse 8.
17
I
BERGMEISTER, Dr. Rud., Prof. an der k. k. Handels- und nautischen Aka-
demie, Mitglied der österreichischen Repräsentanz, Triest, Piazza Lipsia.
BERKA, Viktor, Professor an der k. k. Handelsakademie in Graz.
Graz, Merangasse 50.
BESTAUX, Eugen, Professor an der Innsbrucker Handelsakademie.
Innsbruck, Bahnhofplatz 20.
BILECKI, Alois, wirklicher Lehrer an der schlesischen Handelsschule
in Troppau.
Troppau.
BINSTORFER, Michael, Bürgerschuldirektor, Abteilungsvorstand und
Professor an der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien XVIII, Walriesstrasse 75.
BITTNER, Eduard, k. k. Kommerzialrat, Handelsakademieprofessor i. P.
Wien III, Arenberggasse 1.
BLAHA, Max, wirklicher Lehrer an der k. k. Handelsakademie in Graz.
Graz, Parkstrasse 3.
BOCK, Jakob, Lehrer an der Privathandelsschule Allina mit Öffentlich-
keitsrecht.
Wien V. Pilgramgasse 8.
BÖCKL, August, Professor an der städtischen Handelsschule in Teplitz.
Teplitz, Hohenlohestrasse 26.
BÖCKLE, Rudolf, Professor an der Innsbrucker Handelsakademie.
Innsbruck, Fallmerayerstrasse 2.
BÖHM, Karl, Direktor der k. k. Kaiser-Franz-Josef-Handelsakademie in
Brünn.
Brünn, Elisabethstrasse 10.
BÖRNER, Emil, k. k. Professor, Lehrer an der Höheren Handelsschule
für Mädchen.
Wien IX, Lustkandlgasse 32.
BRABBÉE, Ewald, Professor an der Wiener Handelsakademie.
Wien VII, Schottenfeldgasse 80.
BRASSLOFF, Dr. Stephan, Dozent an der Wiener Handelsakademie.
Wien XVIII, Währingerstrasse 127.
BRAUN, Dr. Alfred, Supplent an der k. k. Kaiser-Franz-Josef-Handels-
akademie in Brünn.
Brünn, Anastasius-Grün-Gasse 6.
BRAUN, Friedrich, Professor an der Handelsschule in Salzburg, Salzburg-
Maxglan, Straubingerstrasse 21.
BROD, Ignatz, Lehrer an der Privathandelsschule Allina mit Öffentlichkeits-
recht.
Wien II, Czerninplatz 1.
BROSSARD, Eugen, Lehrer an der Neuen Wiener Handelsakademie.
Wien VI, Mariahilferstrasse 5.
BRÜCKNER, Kamillo, Lehrer an der Neuen Wiener Handelsakademie.
Wien VIII, Lederergasse 22.
BRUHNS, Alois, Bürgerschullehrer, Abteilungsvorstand und Professor an
der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien VII, Halbgasse 7.
BRUMAT, Josef, Professor an der Innsbrucker Handelsakademie.
Innsbruck-Mühlau (Dollinger).
BULSKY, Eugen, Direktor der Handelsschule in Ungarisch-Hradisch.
Ungarisch-Hradisch.
BÜNZEL-FEDERN, Julius, Vorstand des deutschen Prager kaufmännischen
Vereins.
Prag.
BURGGASSER, Karl, Professor an der Handelsakademie in Linz.
Linz, Volksgartenstrasse 7.
CHLUP, Rudolf, Professor an der Handelsakademie in Prossnitz. Prossnitz.
CHRISTOF, Mieczyslao, k. k. Professor an der Handelsakademie.
Lemberg, Skarbekgasse.
2
18
CHUDAREK, Josef, Lehrer an der Privathandelsschule Ruprich in Brünn.
Brünn, Weinberggasse 24.
CORDIER, Dr. Viktor v., Professor an der k. k. Handelsakademie in Graz.
Graz, Naglergasse 10.
CTIBOR, Johann, Direktor an der Handelsakademie in Chrudim. Chrudim.
CUBERKA, Ferdinand, Bankrevident, Lehrer an der Handelsschule des
Schulvereins für Beamtentöchter, Professor an der Gremialhandelsfach-
schule des Wiener Handelsstandes. Wien VIII, Albertgasse 54.
CZECH, Johann, Lehrer an der Privathandelsschule Ruprich in Brünn.
Brünn, Talgasse 22:
DECKER, Achilles, k. k. a. o. Professor an der Exportakademie.
Wien V, Schönbrunnerstrasse 70.
DEIMEL, Eduard, k. k. Schulrat, Professor an der Prager Handels-
akademie.
Prag, Niklasstrasse 32.
DENHOF, Heinrich, Zuckerfabrikant.
Prag, Stupartsgasse 7.
DEUTSCHMANN, Johann, wirklicher Lehrer an der Handelsschule in
Görz.
Görz, Piazza St. Antonio 12.
DEVERDUN-RAJECKI, Heinrich, Dozent an der Wiener Handelsakademie,
Lehrer an der Handelsschule des Schulvereins für Beamtentöchter.
Wien VIII, Hamerlingplatz 4.
DLABAC, Dr. Friedrich, k. k. Sektionsrat im Ministerium für Kultus
und Unterricht.
Wien III, Strohgasse 24.
DOBIECKI, August Ritter v., k. k. Ministerialrat im Handelsministerium,
Wien III, Hintzerstrasse 1.
DONNER, Josef Alexander, kaiserlicher Rat, a. o. Professor an der
Exportakademie.
Wien VIII, Blindengasse 35.
DÖRFEL, Franz, Professor an der Neuen Wiener Handelsakademie.
Wien XVIII, Herbeckstrasse 25 a.
DUBEY, Alfred, Lehrer an der Handelsschule der christlichen Schulbrüder
in Strebersdorf bei Wien.
Strebersdorf bei Wien.
DUCHACEK, Dr. Franz, Professor an der Handelsakademie in Prossnitz.
Prossnitz.
DÜCK, Johannes, Professor an der Innsbrucker Handelsakademie.
Innsbruck, Goethestrasse 5.
DUFAUX, Eugen, Lehrer an der Privathandelsschule Allina mit Öffent-
lichkeitsrecht.
Wien I, Weihburggasse 8.
DVORAK, Josef, Professor an der Handelsakademie in Prossnitz. Prossnitz.
EFFENBERGER, Eduard, k. k. Rechnungsrat und Lehrer an der Handels-
schule des Schulvereins für Beamtentöchter.
Wien VIII, Piaristengasse 58.
EHRENHAFT-STEINDLER, Dr. Olga, Direktion der Höheren Handels-
schule für Mädchen.
Wien I, Wiesingerstrasse I.
EHRLICH, Jakob, Lehrer an der Privathandelsschule Allina mit Öffent-
lichkeitsrecht.
Wien III, Linke Bahngasse 5.
EHRMANN, Dr. Heinrich, Advokat und Lehrer an der Privathandelsschule
Ruprich in Brünn.
Brünn, Schwedengasse 3.
Handelsschule der christlichen
Strebersdorf bei Wien.
Direktor der städtischen
Teplitz, Waagestrasse 9.
Handelsschule in Teplitz.
ELBOGEN, Richard, k. k. Kommerzialrat, Grossindustrieller. Prag.
ERBEN, Josef, Professor an der Prager Handelsakademie.
Prag-Karolinenthal, Havlicekgasse 103.
EICHFELDER, Servantius, Direktor der
Schulbrüder in Strebersdorf bei Wien.
EISENKOLB, Heinrich, kaiserlicher Rat,
19
EXNER, Dr. Wilhelm Franz, k. k. Sektionschef, Präsident des k. k.
Gewerbeförderungsamtes.
Wien IX, Währingerstrasse 59.
FEIFALIK, Otto, Landeshandelsschulprofessor und Supplent an der Gre-
mialhandelsfachschule des Wiener Handelsstandes, Krems a. d. Donau.
FEITLER, Dr. Siegmund, k. k. o. Professor an der Exportakademie.
Wien IX, Liechtensteinstrasse 62.
FELDMANN, Erich, wirklicher Lehrer an der Neuen Wiener Handels-
akademie.
Wien VIII, Pfeilgasse 44.
FISARA, Karl, Direktor der k. k. Böhmischen Handelsakademie in Brünn.
Brünn, Giskrastrasse 38.
FISCHER, Dr. August, Direktor der Privathandelsschule Weiss' Nach-
folger und Professor an der Gremialhandelsfachschule des Wiener
Handelsstandes.
Wien I, Getreidemarkt 16.
FITZ, Karl, Sekretär der Neuen Wiener Handelsakademie.
Wien VIII, Pfeilgasse 7.
FLEISCHNER, Ludwig, Professor an der städtischen Handelsschule in
Budweis.
Budweis, Ottokargasse 10.
FLORA, Karl, wirklicher Lehrer an der städtischen Handelsschule in
Schwaz.
Schwaz.
FLUSSER, Dr. Max, k. k. Hauptlehrer, Lehrer an der Höheren Handels-
schule für Mädchen.
Wien V, Margaretenstrasse 125.
FORCHHEIMER, Otto, Präses des Prager Handelsgremiums.
GÄRTNER, Franz, k. k. Regierungsrat,
Prag, Langegasse 41.
FREUND, Oskar, Supplent an der Neuen Wiener Handelsakademie.
Wien II, Thugutstrasse 4.
FREY, Felix, Sparkassebuchhalter und Professor an der Gremialhandels-
fachschule des Wiener Handelsstandes. Mödling, Institutsgasse 16.
FRUCHT, Adolf, k. k. Schulrat, Professor an der k. k. Handelsakademie
in Graz.
Graz, Attemsgasse 21.
FUCHS, Max, Supplent an der k. k. Kaiser-Franz-Josef-Handelsakademie
in Brünn.
Brünn, Scheffelgasse 2.
FÜHRER, Franz, wirklicher Lehrer an der k. k. Handelsakademie in Graz.
Graz, Brockmanngasse 26.
GANSEL, Dr. Bernhard, Supplent an der Neuen Wiener Handelsakademie.
Wien II, Rembrandtstrasse 16.
Direktor der k. k. Lehranstalt
für Textilindustrie in Asch.
Asch.
GATTERER, Karl J., Bankoberbeamter, Abteilungsvorstand und Professor
an der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien XIII, Auhofstrasse 34.
GAUGLITZ, Maximilian, Professor an der k. k. Handelsakademie in Graz.
Graz, Radetzkystrasse 15.
GEIERSBACH, Wilhelm, Direktor der Handelsschule in Salzburg.
Parsch bei Salzburg.
GELCICH, Eugen, k. k. wirkl. Hofrat, k. k. Zentralinspektor f. d. kommer-
ziellen Unterricht, Vizepräsident der Internationalen Gesellschaft zur
Förderung des kaufmännischen Unterrichtswesens, Vorsitzender der
österreichischen Repräsentanz.
Wien III, Strohgasse 24.
GEORGIADÈS, Georg, Lehrer an der Neuen Wiener Handelsakademie.
Wien VIII, Lenaugasse 1.
GIRTLER, Franz, k. k. Ministerialassistent und Supplent an der Gre-
mialhandelsfachschule des Wiener Handelsstandes.
Wien XIX, Billrothstrasse 11.
•
20
GIRZIK, Eduard. Bankbeamter und Supplent an der Gremialhandels-
fachschule des Wiener Handelsstandes. Wien IX, Lackierergasse 1.
GLÄSER, Dr. Konrad, wirklicher Lehrer an der Handelsakademie in Linz.
Linz, Lessinggasse 11.
GLASSER, Franz, kaiserlicher Rat, k. k. Professor, Direktor der Privat-
handelsschule Glasser vormals Pazelt und der privaten höheren Handels-
lehranstalt Glasser.
Wien I, Judenplatz.
GLAUSER, Dr. Karl, Professor an der Wiener Handelsakademie,
II. Schriftführer der österreichischen Repräsentanz.
Wien IV, Schelleingasse 23.
GLEISBERG, Dr. Ewald, Direktor der Handelsakademie in Gablonz a.d. N.
Gablonz a. d. N., Berggasse 4.
GOLDBERGER, Leopold, wirklicher Lehrer an der Höheren Handels-
schule für Mädchen.
Wien VIII, Albertgasse 14.
GONISETH, Theodor, Lehrer an der Handelsschule des Schulvereins für
Beamtentöchter, Professor an der Gremialhandelsfachschule des Wiener
Handelsstandes.
Wien XVIII, Schulgasse 26.
GORA, Witold, k. k. Prof. an der Handelsakademie Lemberg.
GÖTZL, Dr., Heinrich, Professor an der Handelsakademie. Aussig.
GRAF, Viktor, wirklicher Lehrer an der Kaiser-Franz-Josef- Deutschen
Handelsakademie in Pilsen.
Pilsen.
GRAZIADEI, Dr. Heinrich, Professor an der Innsbrucker Handelsakademie.
Innsbruck, Innstrasse 40.
GROHMANN, Eduard, Professor an der Gremialhandelsfachschule des
Wiener Handelsstandes.
Wien VII, Dreilaufergasse 16.
GRÜNSPANN, Max, städt. Oberlehrer und Supplent an der Gremialhandels-
fachschule des Wiener Handelsstandes. Wien II, Leopoldsgasse 15a.
GRUNZEL, Dr. Josef, k. k. Regierungsrat, k. k. o. Professor an der
Exportakademie.
Wien XIII, Baumgartenstrasse 23.
GUIC, Johann, Supplent an der k. k. Handelsschule in Spalato. Spalato.
HAAN, Ludwig, Freiherr v., k. k. Ministerialvizesekretär im Handels-
ministerium.
Wien I, Rotenturmstrasse 14.
HAAS, Ernst, Assistent an der Prager Handelsakademie.
Prag, Karmelitergasse 15.
HANAUSEK, Eduard, k. k. Schulrat, Professor an der Wiener Handels-
akademie.
Wien IV, Kolschitzkygasse 5.
HANTSCH, Viktor, Bankprokurist i. P., Abteilungsvorstand und Pro-
fessor an der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien VII, Schottenfeldgasse 40.
HAUDEK, Raimund, wirklicher Lehrer an der Handelsschule des Wiener
kaufmännischen Vereins.
Wien VIII, Laudongasse 69.
HAUSER, Joh., Professor an der Handelsakademie in Prossnitz. Prossnitz.
HASSACK, Dr. Karl, Professor und Direktor der k. k. Handelsakademie
in Graz, Mitglied der österreichischen Repräsentanz.
Graz, Grazbachgasse 69.
HAUSMANN, Josef, wirklicher Lehrer an der städtischen Handelsschule
in Teplitz.
Teplitz, Schönauer Kirchenplatz 8.
HEIDERICH, Dr. Franz, k. k. a. o. Professor an der Exportakademie.
Wien VIII, Josefstädterstrasse 105.
HEILSBERG, Alois, k. k. Gymnasialprofessor, Professor an der Gremial-
handelsfachschule des Wiener Handelsstandes.
Wien IX, Dreihackengasse 4.
HEISEK, Leo, Direktor der schlesischen Handelsschule in Troppau, Troppau
21
HELLAUER, Dr. Josef, k. k. o. Professor an der Exportakademie.
Wien IX, Pichlergasse 2.
HENKE, Rudolf, Professor an der Innsbrucker Handelsakademic.
Innsbruck-Mühlau 103.
HENNER, Dr. Kamillo, k. k. o. ö. Universitätsprofessor, k. k. Inspektor
für den kommerziellen Unterricht, Mitglied der österreichischen Reprä-
sentanz.
Prag II. Nr. 1677.
HERLITSCHKA, Hans, Bürgerschullehrer und Lehrer an der Handels-
schule des Schulvereins für Beamtentöchter, Wien XIV, Reindorfgasse 26.
HERTL, Josef, Professor an der Wiener Handelsakademie.
Wien IV, Weyringergasse 1.
HERTZKA, Oskar, Direktorstellvertreter der Filiale der k. k. priv. österr.
Kreditanstalt.
Prag, Didrichsgasse 1773.
HESS, Adolf, Direktor des Seminars zur Ausbildung von Lehrerinnen für
Koch- und Haushaltungsschulen und der Fachschule der Genossenschaft
der Gastwirte u. Kaffeesieder, Professor an der Privathandelsschule Allina.
Wien I, Kurrentgasse 5.
HIRMKE, Paul, Supplent an der Kaiser-Franz-Josef-Deutschen Handels-
akademie in Pilsen.
Pilsen.
HOCHDORF, Dr. Leonhard, k. k. Ministerialvizesekretär im Handels-
ministerium.
Wien VIII, Schmidgasse 4.
HOFER, Karl, Bürgerschullehrer, Lehrer an der Handelsschule des Schul-
vereins für Beamtentöchter, Professor an der Gremialhandelsfachschule
des Wiener Handelsstandes.
Wien VII, Mentergasse 5.
HOFMANN, Alfred Ritter v., k. k. Regierungsrat, Inhaber der Privat-
handelsschule Strells Nachfolger.
Wien III, Wassergasse 16.
HOFFMANN, Theodor, Direktor der böhmischen Eskontebank, Prag.
HOLMAN, Bohuslav, Professor an der k. k. Böhmischen Handelsakademie
in Brünn.
Brünn, Giskrastrasse 38.
HORAK, Josef, kaiserlicher Rat, Eisenbahninspektor, Lehrer an der Handels-
schule des Schulvereins für Beamtentöchter, Professor an der Gremial-
handelsfachschule des Wiener Handelsstandes.
Wien XVIII, Theresiengasse 44.
HORNER, Dr. Emil, Professor an der Neuen Wiener Handelsakademie.
Wien IX, Seegasse 6.
HRUSKA, Ig. Egon, Bankinspektor und Professor an der Gremialhandels-
fachschule des Wiener Handelsstandes. Wien XIII, Linzerstrasse 70.
HUBER, Franz, Bürgerschullehrer und Supplent an der Gremialhandels-
fachschule des Wiener Handelsstandes. Wien IX, Spittelauerlände 23.
HURT, Ludwig Karl, Professor an der Wiener Handelsakademie.
Wien II, Valeriestrasse 50.
HÜTTNER, Ludwig, wirklicher Lehrer an der Prager Handelsakademie.
Prag-Smichow, Königsstrasse 1118.
IFFINGER, Walter, Beamter und Professor an der Gremialhandelsfachschule
des Wiener Handelsstandes. Wien XVIII, Sternwartestrasse 35.
IPPOLDT, Julius, Professor an der k. k. Handelsakademie in Krakau.
Krakau, Wietopolegasse 18.
IRRALL, Oskar, Sparkassebeamter, Professor an der Gremialhandels-
fachschule des Wiener Handelsstandes, Leiter der Privathandelsschule
für Mädchen in Hietzing. Wien XVIII, Pötzleinsdorferstrasse 130.
JANIG, Karl, wirklicher Lehrer an der städtischen Handelsschule in Brüx.
Brüx, Ringstrasse 60.
JELCIC, Anton, Direktor der k. k. Handelsschule in Spalato. Spalato.
22
s
JELINEK, Julius, wirklicher Lehrer an der Handelsschule des Wiener
kaufmännischen Vereines.
Wien VIII, Blindengasse 18.
JERUSALEM, Dr. Edmund, wirklicher Lehrer an der Neuen Wiener Handels-
akademie.
Wien XIII, Hüttelbergstrasse 25.
JIRACEK, Georg, Professor an der k. k. Böhmischen Handelsakademie
in Brünn.
Brünn, Giskrastrasse 38.
JORDAN, Alfred Ritter v., k. k. Sektionsrat, Professor an der Gremial-
handelsfachschule des Wiener Handelsstandes.
Wien III, Pettenkofengasse 5.
JORDAN, Emil, Lehrer an der Handelsschule in Görz.
Görz, Via Cipréssi 2.
KADERSCHAFKA, Vinzenz, Fachlehrer an der Gremialhandelsfachschule
des Wiener Handelsstandes.
Wien XVI, Grundsteingasse 32.
KAISER, Thomas, Bürgerschullehrer, Abteilungsvorstand und Professor
an der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien VI, Stiegengasse 9.
KALLA, Anton, Supplent an der Prager Handelsakademie.
Prag, Franzenskai 6.
KANNENBERG, Josef, Direktor der k. k. Handelsakademie in Krakau.
Krakau, Wraszewskigasse 29.
KARPINSKI, Kasimir, Hilfslehrer an der Handelsakademie.
Lemberg, Skarbekgasse.
KARSCHULIN, Dr. Georg, Professor an der Wiener Handelsakademie.
Wien IX, Kinderspitalgasse 4.
KATZ, Dr. Marie, Lehrerin an der Höheren Handelsschule für Mädchen.
Wien IX, Sechsschimmelgasse 6.
KIRCHHOF, Karl, Vize-Präsident der Handels- und Gewerbekammer.
Reichenberg.
KITT, Dr. Moritz, Professor an der Neuen Wiener Handelsakademie.
Wien VII, Lerchenfelderstrasse 31.
KLINGER, Franz, Hilfslehrer an der Prager Handelsakademic.
Prag-Smichow, Moldaugasse 30.
KLEIBEL, Anton, k. k. Regierungsrat, Direktor der Wiener Handels-
akademie, Mitglied der österreichischen Repräsentanz.
Wien I, Akademiestrasse 12.
KLIMA, Josef, Lehrer an der Privathandelsschule Ruprich in Brünn.
Brünn, Waisenhausgasse 4.
KNAPP, Ernst, Direktor der städtischen Handelsschule in Schwaz. Schwaz.
KOHN, Dr. Emmerich, Lehrer an der Höheren Handelsschule für Mädchen.
Wien II, Obere Donaustrasse 43.
KOJETINSKI, Johann, Professor an der Wiener Handelsakademie.
Wien IV, Phorusgasse 11.
KOLISCH, Ludwig, Dozent an der Exportakademie.
Wien IX, Alserstrasse 28.
KOMORCZYNSKI, Dr. Egon v., Professor an der Wiener Handelsakademie.
Wien XVIII, Karl-Ludwig-Strasse 16.
KONVICKA, Josef, Professor an der Handelsakademie in Prossnitz.
Prossnitz.
KOPPLER, Moritz, k. k. Schulrat, Professor an der k. k. Handelsakademie
in Graz.
Graz, Nibelungengasse 24.
KORNER, Gustav, Direktor der Länderbank-Filiale, Prag.
KÖRSCHNER, Ludwig, wirklicher Lehrer an der schlesischen Handels-
schule in Troppau.
Troppau.
23
I
KOSTINEC, Anton, Direktor der Böhmischen Handelsakademie in Pilsen.
Pilsen, Nerudagasse 12.
KOTERA, Anton, k. k. Schulrat, Handelsakademiedirektor i. P.
Prag Weinberge, Hradsinecgasse 16.
KRAEGER, Josef, Direktor der Kaiser-Franz-Josef- Deutschen Handels-
akademie in Pilsen.
Pilsen.
KRAMMER, Dr. Heinrich, k. k. Landesgerichtsrat i. P., Lehrer an der
k. k. Handels- und nautischen Akademie. Triest, Via St. Antonio 1.
KRATOCHWILL, Karl, k. k. Offizial und Lehrer an der Privathandels-
schule Glasser.
Wien XVIII, Währingerstrasse 128.
KRATZERT, Rudolf, Lehrer an der Privathandelsschule Ruprich in Brünn.
Brünn, Franz-Josef-Strasse 31.
KRAUS, Dr. Wlastimil, wirklicher Lehrer an der Kaiser-Franz-Josef-
Deutschen Handelsakademie in Pilsen.
Pilsen.
KREIBIG, Dr. Josef Klemens, k. k. Regierungsrat, k. k. Inspektor für
den kommerziellen Unterricht. Wien VI, Magdalenenstrasse 40.
KREJCI, Franz, Hilfslehrer an der Prager Handelsakademie.
Prag, Krakauergasse 5.
KREMSER, Josef, Assistent an der Gremialhandelsfachschule des Wiener
Handelsstandes.
Wien XVIII, Walriesstrasse 72.
KRENCICH, Rudolf, Assistent an der Wiener Handelsakademie.
Wien XIX, Döblinger Hauptstrasse 17.
KRICKL, Rudolf, k. k. Regierungsrat. k. k. Kommerzialrat, Direktor der
Gremialhandelsfachschule des Wiener Handelsstandes, Kassier der öster-
reichischen Repräsentanz.
Wien I, Getreidemarkt 16.
KVETON, Franz, Professor an der k. k. Böhmischen Handelsakademie in
Brünn.
Brünn, Giskrastrasse 38.
KUNCZITZKY, Karl, Professor an der Wiener Handelsakademie.
Wien V, Franzensgasse 11.
LAASCH, Otto, Professor an der Prager Handelsakademie.
Prag-Karolinenthal, Riegerplatz 7.
LAMBERTZ, Gottfried, kaiserlicher Rat, Lyzealdirektor, Abteilungsvor-
stand und Professor an der Gremialhandelsfachschule des Wiener
Handelsstandes.
Wien VII, Neustiftgasse 5.
LANGE, August, Lehrer an der Neuen Wiener Handelsakademie.
Wien VI, Getreidemarkt 15.
LANGER, Karl, Abteilungsvorstand und Professor an der Gremialhandels-
fachschule des Wiener Handelsstandes.
Wien VIII, Buchfeldgasse 4.
LEDERER, Siegfried, Professor an der Kaiser-Franz-Josef-Deutschen
Handelsakademie in Pilsen.
LENZ, Dr. Oskar, k. k. Hofrat, k. k. o. ö. Universitätsprofessor.
Prag-Weinberge, Untere Blanikgasse 6.
LEYERER, Konstantin, Professor an der k. k. Handels- und nautischen
Akademie.
Triest, Piazza Cornelia Romana 2.
LIEBERGESELL, Klemens, Lehrer an der Privathandelsschule Allina
mit Öffentlichkeitsrecht.
Wien III, Reisnerstrasse 36.
LITSCHAUER, Viktor, Professor an der Innsbrucker Handelsakademie.
Innsbruck, Mandelsbergerstrasse 9.
LAFAR, Theodor, Bürgerschullehrer und Supplent an der Gremialhandels-
fachschule des Wiener Handelsstandes. Wien IV, Wiedner Gürtel 52.
LENECEK, Dr. Ottokar,
Dr. Ottokar, Professor an der k. k. Kaiser-Franz-Josef-
Handelsakademie in Brünn.
Brünn, Lichtenauergasse 6.
Pilsen.
V
24
LOEBL, Friederike, Lehrerin an der Höheren Handelsschule für Mädchen.
Wien IV, Wohllebengasse 19.
LONGIN, Josef, Direktor der städtischen Handelsschule in Brüx.
Brüx, Vogelstange 30.
LUDWIG, Karl, wirklicher Lehrer an der städtischen Handelsschule in
Warnsdorf.
Warnsdorf.
LUDWIG, Dr. Karl, Professor an der Handelsakademie in Linz, Obmann
des Vereins der österreichischen Handelsschullehrer.
Linz, Altstadt 30.
LULEK, Dr. Thomas, wirklicher Lehrer an der k. k. Handelsakademie in
Krakau.
Krakau, Niecata 10.
LÜNEMANN, Erich, Professor an der Wiener Handelsakademie.
Wien IV. Weyringergasse 40.
MAILINGER, Eduard, Lehrer an der Privathandelsschule Ruprich in
Brünn.
Brünn, Eichhorngasse 53.
MAREK, Dr. Richard, Professor an der k. k. Handelsakademie in Graz.
Graz, Pestalozzistrasse 31.
MARTIN, Dr. Franz, Professor an der Prager Handelsakademic.
Prag, Wenzelsgasse 326.
MATHIEU, Heinrich, Hilfslehrer an der Handelsschule des Wiener kauf-
männischen Vereines.
Wien IV, Margaretenstrasse 34.
MAYER, Max, Lehrer an der Handelsschule der christlichen Schulbrüder
in Strebersdorf bei Wien.
Strebersdorf bei Wien.
MAYR, Dr. Richard, Professor an der Wiener Handelsakademie.
Wien IV, Schönbrunnerstrasse 4.
MELNITZKY, Julius, Professor an der Wiener Handelsakademie.
Wien VIII, Josefstädterstrasse 20.
MERGENTHALER, Franz, Bürgerschullehrer und Professor
Gremialhandelsfachschule des Wiener Handelsstandes.
an der
Wien XVII, Jörgerstrasse 50.
METZL, Alois, Professor an der Neuen Wiener Handelsakademie.
Wien VIII, Josefstädterstrasse 87.
MORD, Alois, k. k. Professor i. P., Lehrer an der Handelsschule des
Wien XVI, Ottakringerstrasse 240.
Wiener Frauen-Erwerbsvereins.
MOSER, Karl, wirklicher Lehrer an der Handelsschule des Wiener kauf-
Wien VIII, Stolzenthalergasse 2.
männischen Vereines.
MRHA, Dr. Josef, Professor an der Prager Handelsakademie.
Prag-Smichow, Königsstrasse 33.
MULLY, Robert v. Oppenried, Sparkassebeamter, Dozent an der Export-
akademie, Abteilungsvorstand und Professor an der Gremialhandelsfach-
schule des Wiener Handelsstandes.
Wien I, Stubenring 18.
MÜLLER, Edmund, wirklicher Lehrer an der städtischen Handelsschule
Brüx, Ringstrasse 12.
MÜLLER, Josef, I'rofessor an der Kaiser-Franz-Josef-Deutschen Handels-
akademie in Pilsen.
Pilsen.
in Brüx.
MURR, Paul, Sekretär der Innsbrucker Handelsakademie.
Innsbruck, Kiebachgasse 15.
NACHTIGALL, Dr. Rajko, Dozent an der Exportakademie.
Wien XVIII, Herbeckstrasse 115.
NAEF, Heinrich, Professor an der k. k. Handels- und nautischen Akademie.
Triest, Vicolo delle ville 6.
NAHODIL, Marie, Lehrerin an der Privathandelsschule Ruprich in Brünn.
Brünn, Rudolfsgasse 32.
↓
25
z 1.
NASH, Thomas, Professor an der Wiener Handelsakademie.
Wien IV, Starhemberggasse 44.
NEMECEK, Dr. Ottokar, Professor an der Neuen Wiener Handelsakademie.
Wien VII, Schottenfeldgasse 82.
NEMLUWIL, Franz, wirklicher Lehrer an der Handelsakademie in Linz.
Linz, Waldeggstrasse 12.
NESENI, Robert, Professor an der neuen Wiener Handelsakademie.
Wien VIII, Florianigasse 47.
NEUMANN, Alois, Präsident der Handels- und Gewerbekammer.
Reichenberg.
NEURATH, Otto, Lehrer an der Neuen Wiener Handelsakademie.
Wien IX, Löblichgasse 6.
NITSCHE, Johann, Bürgerschuldirektor, Abteilungsvorstand und Professor
an der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien IX, Glasergasse 8.
OBERDORFER, Friedrich, Professor an der k. k. Kaiser-Franz-Josef-
Handelsakademie in Brünn.
Brünn, Haberlergasse 51.
ERTL, Rudolf, Supplent an der städtischen Handelsschule in Warnsdorf.
Warnsdorf.
OPPELT, Dr. Rudolf, Professor an der Prager Handelsakademie.
Prag-Karolinenthal, Riegergasse 5.
OSBAHR, Wilhelm, Lehrer an der Neuen Wiener Handelsakademie.
Wien XVIII, Vinzenzgasse 24.
OTAHAL, Wilhelm, Professor an der Handelsakademie in Prossnitz.
Prossnitz.
OTTEL, Klemens, k. k. Landesschulinspektor, Mitglied der österreichischen
Repräsentanz.
Wien IV, Wiedner Hauptstrasse 39.
OUDIN, Armand, Lehrer an der Prager Handelsakademie.
Prag, Lazarusgasse 10.
PANY, Leopold, k. k. Schulrat, k. k. Professor a. D., Lehrer an der Neuen
Wiener Handelsakademie.
Wien VIII, Alserstrasse 53.
PAPE, Dr. Rudolf, Magistratssekretär und Professor an der Gremial-
handelsfachschule des Wiener Handelsstandes. Wien VIII, Bennogasse 9.
PAUKSCH, Dr. Julius, wirklicher Lehrer an der städtischen Handelsschule
in Lustenau.
Lustenau.
PAWLOWSKI, Anton, k. k. Regierungsrat, Direktor der k. k. Handels-
akademie in Lemberg, Mitglied der österreichischen Repräsentanz.
Lemberg, Skarbekgasse 39.
PAZOUREK, Dr. Josef, Direktor der Handelsakademie, Königgrätz.
PETYMAK-SANECKI, Dr. Kasima, k. k. wirklicher Lehrer an der Handels-
Lemberg, Skarbekgasse.
PFALZNER, Leopold, Bürgerschullehrer, Hilfslehrer an der Handelsschule
Wien XVI, Ippengasse 1.
PFOHL, Ernst, Professor an der Handelsakademie in Reichenberg.
Reichenberg, Kammerbergstrasse 4.
PICHLER, Franz, Professor an der k. k. Lehranstalt für Textilindustrie
in Asch.
Asch.
akademie.
des Wiener kaufmännischen Vereins.
•
DE PIETTE, Ludwig, Papierfabrikant, Pilsen.
PILZ, Edwin, Supplent an der städtischen Handelsschule in Teplitz.
Teplitz, Elisabethstrasse 14.
PISKO, Gabriele, Inhaberin der Privathandelsschule für Mädchen in
Hietzing.
Wien XIII, Altgasse 21.
I
26
PIVEC, Dr. Alois, Bürgerschuldirektor und Supplent an der Gremial-
handelsfachschule des Wiener Handelsstandes.
POLLAK, Heinrich,
Wien VII, Neubaugasse 42.
PLASCHKE, Konrad, wirklicher Lehrer an der Kaiser-Franz-Josef-Deutschen
Handelsakademie in Pilsen.
PLISZEWSKY, Johann, k. k. Professor an der Handelsakademie
Lemberg, Skarbekgasse.
Professor an der Kaiser-Franz-Josef- Deutschen
Handelsakademie in Pilsen.
Pilsen.
POLLAK, Dr. Rudolf, k. k. Landesgerichtsrat, k. k. o. Professor an der
Exportakademie.
Wien VII, Kirchengasse 48.
PÖLZL, Ignatz, k. k. Professor i. P., Lehrer an der Handelsschule des
Wiener Frauen-Erwerbvereins.
Wien IV, Alleegasse 30.
POPPER, Isidor, kaiserlicher Rat, Industrieller.
Wien VIII, Hamerlingplatz 6.
PÖSCHL, Dr. Viktor, Supplent an der k. k. Handelsakademie in Graz.
Graz, Klosterwiesgasse 19.
POSSELT, Adolf, Bürgermeister und Landtagsabgeordneter.
Gablonz a. d. N.
POSTEL, Paul, k. k. Professor an der Handelsakademie,
Lemberg, Skarbekgasse.
PREISSLER, Dr. Karl, k. k. Professor und Direktor der Handelsakademie
in Olmütz.
Olmütz, Josef-v.-Engel-Strasse 12.
PRIEBSCH, Dr. Josef, k. k. a. o. Professor an der Exportakademie.
Wien XVIII, Gentzgasse 115.
RADDA, Joh. Emanuel, Eisenbahnsekretär, Abteilungsvorstand und Pro-
fessor an der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien VII, Mariahilferstrasse 70.
RASCHNER, Adolf, Hilfslehrer an der Prager Handelsakademie.
Prag-Weinberge, Brandlgasse 13.
RAULICH, Hugo, Direktor der Handelsakademie in Prossnitz. Prossnitz.
REICHMANN, Hans, Lehrer an der Privathandelsschule Ruprich in Brünn.
Brünn, Getreidemarkt 8.
REINTHALER, Franz, Ingenieur, Assistent an der Exportakademie.
Wien IV, Kleine Neugasse 21.
REY, Armand, Professor an der Wiener Handelsakademie.
Pilsen.
Wien VI, Mariahilferstrasse 49.
REZABEK, Dr. Johann, k. k. Regierungsrat, Direktor der Böhmischen
Handelsakademie in Prag, Mitglied der österreichischen Repräsentanz,
Prag, Resselgasse.
RIED, Theodor, k. k. Regierungsrat, Direktor der Prager Handelsakademie.
Mitglied der österreichischen Repräsentanz. Prag, Fleischmarkt 8.
RIEDL, Josef, Professor an der Prager Handelsakademie.
Prag-Weinberge, Parkstrasse 555.
RIESENFELD, Rudolf, Supplent an der Neuen Wiener Handelsakademie.
Wien XIX, Gymnasiumstrasse 62.
RIGLER, Rudolf, Bürgerschullehrer, Hilfslehrer an der Handelsschule
des Wiener kaufmännischen Vereins, Professor an der Gremialhandels-
fachschule des Wiener Handelsstandes. Wien XVI, Brunnengasse 69.
RONGIER, Paul, Professor an der k. k. Handelsakademie in Krakau.
Krakau, Ringplatz 8.
ROSCHER, Fridolin, wirklicher Lehrer an der städtischen Handelsschule
in Warnsdorf.
Warnsdorf.
}
27
ROTHAUG, Johann Georg, Bürgerschullehrer und Lehrer an der Handels-
schule des Schulvereins für Beamtentöchter.
Wien VIII, Langegasse 47.
ROUGEMONT, Ernst, Lehrer an der Neuen Wiener Handelsakademie.
Wien I, Wollzeile 14.
RUCKER, Dr. Friedrich, Bürgerschuldirektor, Abteilungsvorstand und
Professor an der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien XVIII, Köhlergasse 14.
RUPRICH, Alfred, Inhaber der Privathandelsschule Ruprich in Brünn.
Brünn, Rudolfsgasse 6.
SARIC, Johann, Lehrer an der k. k. Handelsschule in Spalato. Spalato.
SATZINGER, Dr. Karl, k. k. Finanzkommissär, Dozent an der Export-
akademie.
Wien I, Hoher Markt 3.
SAUER, Johann Julius, Professor an der k. k. Kaiser-Franz-Josef-Handels-
akademie. in Brünn.
Brünn, Beischlägerstrasse 17.
SCHATZ, Albert, Lehrer an der Privathandelsschule Allina mit Öffent-
lichkeitsrecht.
Wien VI, Sonnenuhrgasse 2.
SCHIGUT, Eugen, Professor an der Wiener Handelsakademie.
Wien VIII, Bennoplatz 8.
SCHILLER, Friedrich, Professor an der Handelsakademie in Reichenberg.
Reichenberg, Schlossgasse 3.
SCHMERBER, Dr. Hugo, Privatdozent an der k. k. Technischen Hoch-
schule.
Prag, Aujedzgasse 595.
o. Professor an der Export-
der österreichischen Reprä-
Wien IX, Berggasse 16.
SCHMID, Anton, k. k. Regierungsrat, k. k.
akademie, Stellvertreter des Vorsitzenden
sentanz.
SCHMIEDHOFER, Ferdinand, Lehrer an der Privathandelsschule Ruprich
in Brünn.
Brünn, Augustinergasse 14.
SCHNEIDER, Fritz, Supplent an der Gremialhandelsfachschule des Wiener
Handelsstandes.
Wien IV, Gusshausstrasse 26.
SCHNELLER, Theodor, Direktor der Handelsakademie in Linz.
Linz, Landstrasse 85.
SCHOLZ, Dominik, städt. Lehrer und Lehrer an der Handelsschule des
Wiener Frauen-Erwerbsvereins. Wien XV, Sechshauserstrasse 26.
SCHÖNNETT, Maximilian, Dr., k. k. Professor an der Handelsakademie.
Leutberg, Skarbekgasse.
SCHÜCKE, Oskar, Lehrer an der Handelsschule des Schulvereins für
Beamtentöchter.
Wien IX, Schwarzspanierstrasse 20.
SCHULTSCHIK, Dr. Johann, Hof- und Gerichtsadvokat, Supplent an der
Gremialhandelsfachschule des Wiener Handelsstandes.
Wien III, Hauptstrasse 19.
SCHULTEIS, Johann, Bürgerschullehrer und Professor an der Gremial-
handelsfachschule des Wiener Handelsstandes.
Wien XXI, Schöpfleuthnergasse 10.
SCHULZ, Dr. Felix, Lehrer an der Handelsschule des Deutschen Frauen-
Erwerbsvereines in Brünn.
Brünn, Zinhartgasse 6.
SCHUSTER, Adrian, Professor an der Wiener Handelsakademie, Direktor
der Handelsschule des Wiener Frauen-Erwerbsvereins.
Wien IV, Hechtengasse 5.
SCHWAB, Amalie, Lehrerin an der Privathandelsschule Ruprich in Brünn.
Brünn, Kottgasse 4.
SCHWAB, Franz, Lehrer an der Privathandelsschule Ruprich in Brünn.
Brünn, Tivoligasse 10.
28
SCHWARZ, Emil, Hilfslehrer an der k. k. Handels- und nautischen Akademie.
Triest, Via Chiozza 70.
SCHWARZ, Sigismund, Direktor, Stellvertreter der Filiale der k. k. priv.
österr. Kreditanstalt für Handel und Gewerbe.
Prag.
SCHWETTER, Dr. Alfred, Professor an der Wiener Handelsakademie.
Wien V1, Windmühlgasse 42.
SEITER, Franz, Lehrer an der Privathandelsschule Allina mit Öffentlich-
keitsrecht.
Wien XVIII, Lacknergasse 106.
SELCH, Dr. Emmerich, Professor an der k. k. Kaiser-Franz-Josef-Handels-
akademie in Brünn.
Brünn, Elisabethstrasse 10.
SENONER, Paul, Lehrer an der Privathandelsschule Allina mit Öffent-
lichkeitsrecht.
Wien VIII, Hernalser Gürtel 2.
SIMÉONS, Dr. Karl, k. k. Ministerialsekretär im Handelsministerium.
Wien I, Grillparzerstrasse 11.
SIMON, Otto, Professor an der Neuen Wiener Handelsakademie.
Wien VIII, Josefstädterstrasse 87.
SINGER, Richard, Bankprokurist i. P., Dozent an der Exportakademie.
Wien I, Renngasse 9.
SINWEL, Rudolf, Professor an der k. k. Kaiser-Franz-Josef-Handels-
akademie in Brünn.
Brünn, Schmerlingstrasse 13.
SKOKAN, Karl, wirklicher Lehrer an der k. k. Handelsakademie in Graz.
Graz, Maigasse 25.
SMITAL, Johann, Bürgerschuldirektor, Abteilungsvorstand und Professor
an der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien XXI, Am Spitz 14.
SOMMER, Franz, Lehrer an der Handelsschule der christlichen Schulbrüder
in Strebersdorf bei Wien.
Strebersdorf bei Wien.
SONNDORFER, Dr. Rudolf, Dozent an der Wiener Handelsakademie.
Wien I, Kärntnerstrasse 23.
SONNDORFER, Dr. Rudolf, k. k. Regierungsrat, Handelsakademiedirektor
i. P.
Wien XIII, Hietzinger Hauptstrasse 25.
STEINITZ, Wenzel, Professor an der Prager Handelsakademie.
Prag-Smichow, Königsstrasse 42.
STOISER, Dr. Josef, Professor an der Wiener Handelsakademie.
Wien IV, Schönburgstrasse 38.
STOLZ, Dr. Ernst, k. k. Finanzsekretär, Professor an der Wiener Handels-
akademie.
Wien III, Kollergasse 1.
STRAUSS, Dr. Ludwig, Hof- und Gerichtsadvokat, k. k. o. Professor an
der Exportakademie.
Wien I, Schottenbastei 16.
STREHLE, Josef, kaiserl. Rat, Direktor der Handelsschule des Schul-
vereins für Beamtentöchter.
Wien VII, Mariahilferstrasse 70.
STÜTZ, Engelbert, Sparkassebeamter, Lehrer an der Handelsschule des
Schulvereins für Beamtentöchter, Professor an der Gremialḥandelsfach-
schule des Wiener Handelsstandes.
Wien II, Darwingasse 36.
SUCHY, Ferdinand, wirklicher Lehrer an der städtischen Handelsschule
iu Brüx.
Brüx, Goethestrasse 7.
SUIDA, Dr. Wilhelm, k. k. o. ö. Professor an der Technischen Hochschule.
Wien XIII, Trauttmansdorffgasse 19.
SYROVY, Vinzenz, Professor an der k. k. Böhmischen Handelsakademie
in Brünn.
Brünn, Giskrastrasse 38.
TASCHEK, W. H., Assekuranzbeamter, Hauptstrasse 41, T. 9, Wien XVII.
TEGEL, Adolf, Volksschullehrer und Supplent an der Gremialhandelsfach-
schule des Wiener Handelsstandes. Wien III, Rasumofskygasse 2.
pag
29
Į
TEIBER, Heinrich, Banksekretär, Abteilungsvorstand und Professor an
der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien XVIII, Währingerstrasse 99.
TESCHAUER, Franz, Lehrer an der Privathandelsschule Allina mit Öffent-
lichkeitsrecht.
Wien IV, Schleifmühlgasse 23.
TEUCHERT, Dr. Karl, Hof- und Gerichtsadvokat, Lehrer an der Handels-
schule des Schulvereins für Beamtentöchter, Professor an der Gremial-
handelsfachschule des Wiener Handelsstandes.
Wien I, Walfischgasse 13.
TIPPEL, Josef, kaiserlicher Rat, Direktor der städtischen Handelsschule
in Warnsdorf.
Warnsdorf, Bürgerstrasse 122.
TISCHLER, Rudolf, Direktor der Böhmischen Unionsbank, Prag.
TITZER, Josef, k. k. Ministerialassistent, Professor an der Gremialhandels-
fachschule des Wiener Handelsstandes.
Wien XVIII, Weitlofgasse 10.
TUTSCHNER, Ferdinand, wirklicher Lehrer an der städtischen Handels-
schule in Brüx.
Brüx, Jahnstrasse 28.
ULLRICH, Gustav, Supplent an der städtischen Handelsschule in Warnsdorf.
Warnsdorf.
ULRICH, Emil, wirklicher Lehrer an der städtischen Handelsschule in
Brüx.
Brüx, Teplitzer Strasse 404.
UNCYOWSKI, Heinrich, k. k. Professor an der Handelsakademie.
Lemberg, Skarbekgasse.
URBAN, Hans, Gremialschulsekretär und Professor an der Gremial-
handelsfachschule des Wiener Handelsstandes. Wien V, Wienstrasse 16.
URBAN, Josef, Bürgerschuldirektor, Abteilungsvorstand und Professor an
der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien XVI, Fröbelgasse 31.
UTSCHIG - DITTRICH, Josef, Lehrer an der Neuen Wiener Handels-
akademie.
Wien VIII, Lerchenfelder Gürtel 66.
UTSCHIG-DITTRICH, Richard, Direktor der städtischen Handelsschule
in Saaz.
Saaz.
VACLAVICEK, Johann, Professor an der Handelsakademie in Chrudim.
Chrudim.
VARMUZA, Johann, Professor an der Handelsakademie in Prossnitz.
Prossnitz.
VEPS, Wenzel, Professor an der k. k. Böhmischen Handelsakademie in
Brünn.
Brünn, Giskrastrasse 38.
VERZAN, Armand, Professor an der k. k. Handelsakademie in Graz.
Graz, Jakominigasse 108.
VIERTHALER, August, Direktor der Handelsschule in Görz.
Görz, Corso Francesco-Giuseppe 25.
WÄCHTER, Wilhelm, Supplent an der Prager Handelsakademie.
Prag, Kremenetzgasse 17.
WATZKE, Alfred, Professor an der k. k. Kaiser-Franz-Josef-Handels-
akademie in Brünn.
Brünn, Gomperzgasse 12.
WAWRUCH, Rudolf, Professor an der Handelsakademie in Prossnitz
Prossnitz.
WEHNER, Alfred, Direktor der städtischen Handelsschule in Lustenau.
Lustenau.
WEIDINGER, Paul, Eisenbahninspektor und Lehrer an der Privat-
handelsschule Glasser.
Wien II, Rueppgasse 7.
WEIL, Hugo Dr., Advokat.
Prag, Lazarusgasse 17.
30
WEIGT, Herkules, wirklicher Lehrer an der k. k. Handelsakademie in
Krakau.
Krakau, Staszica 6.
WEINGARTNER, Dr. Josef, wirklicher Lehrer an der Kaiser-Franz-Josef-
Pilsen.
Deutschen. Handelsakademie in Pilsen.
WEISS, Arthur, kaiserlicher Rat, Dozent an
der Exportakademie.
Wien IX, Berggasse 32.
WEISS, Ritter v. Wellenstein, Gustav Dr., kaiserlicher Rat, Handels-
kammerrat, Wien.
Wien.
WEISS, Maximilian, wirklicher Lehrer an der Prager Handelsakademie.
Prag, Langegasse 2.
WENGER, Dr. Karl, wirklicher Lehrer an der k. k. Handelsakademie in
Graz.
Graz, Felix-Dahn-Platz 2.
WERNER, Wilhelm, Bürgerschuldirektor und Professor an der Gremial-
handelsfachschule des Wiener Handelsstandes.
Wien XIX, Döblinger Hauptstrasse 44.
WERTHEIMER, Wilhelm, Handelsschuldirektor in Prag.
Prag.
WESSELY, Karl, Professor an der Handelsakademie in Linz.
Linz, Feldstrasse 20.
WEYDE, Julius, Direktor der Neuen Wiener Handelsakademie, Mitglied
der österreichischen Repräsentanz. Wien VIII, Hamerlingplatz 6.
WOHANKA, Josef, Ritter v., Herrenhausmitglied, em. Handelskammer-
präsident, Prag.
Prag.
WIEDENHOFER, Georg, wirklicher Lehrer an der städtischen Handels-
schule in Schwaz.
Schwaz.
WOLF-ZDEKAUER, Dr. Karl Freiherr v., Bankier. Prag, Rittergasse 28.
ZALOZIECKI, Roman, k. k. Professor an der Handelsakademie Lemberg.
Lemberg, Skarbekgasse.
ZECHBAUER, Franz, Sparkassebeamter, Lehrer an der Handelsschule des
Wiener Frauen-Erwerbvereins, Professor an der Gremialhandelsfachschule
des Wiener Handelsstandes.
Wien VII, Zieglergasse 39.
ZEEMANN, Anton, Lehrer an der Neuen Wiener Handelsakademie.
Wien V, Wienstrasse 28.
ZEIDLER, Leopold, wirklicher Lehrer an der Handelsakademie Aussig.
Aussig.
ZENKER, Franz, Professor an der Prager Handelsakademie.
Prag, Klemensgasse 26.
ZENS, Mathias, Bürgerschuldirektor, Abteilungsvorstand und Professor an
der Gremialhandelsfachschule des Wiener Handelsstandes.
Wien VIII, Josefstädterstrasse 99.
ZICKERO, Franz, Professor an der Gremialhandelsfachschule des Wiener
Handelsstandes.
Wien IX, Sensengasse 8.
ZIEGLER, Dr. Artur, Professor an der Handelsakademie in Reichenberg.
Reichenberg, Paulsdorfergasse 3.
ZIEGLER, Julius, k. k. a. o. Professor an der Exportakademie, I. Schrift-
führer der österreichischen Repräsentanz, Redaktor der „Österr. Handels-
Schulzeitung".
Wien XII, Schönbrunnerstrasse 188.
ZIMMER, Wilhelm, wirklicher Lehrer an der schlesischen Handelsschule
in Troppau.
Troppau.
ZINGG, Eugen, Lehrer an der k. k. Kaiser-Franz-Josef-Handelsakademie
in Brünn.
Brünn, Scheffelgasse 20.
ZITTE, Ferdinand, wirklicher Lehrer an der städtischen Handelsschule
Schwaz.
in Schwaz.
ZÜGNER, Friedrich, Bankbeamter und Lehrer an der Privathandelsschule
Glasser.
Wien VII, Neustiftgasse 18.
31
- Belgien.
Kollektivmitglieder:
Belgique
Membres collectifs
ASSOCIATION DES LICENCIÉS SORTIS DE L'UNIVERSITÉ DE LIÈGE,
Rue Pont d'Avroy, 21, Liège.
Président: M. Béthune,
CERCLE POLYGLOTTE, Place de l'Hôpital, 4, Huy.
CERCLE POLYGLOTTE ET D'ÉTUDES COMMERCIALES,
Rue Trappé, 6, Liège.
CERCLE DES ANCIENS ÉTUDIANTS DE L'INSTITUT SUPÉRIEUR DE
COMMERCE D'ANVERS. M. Plouvier, Trésorier, Rue Osy, 26, Anvers.
CHAMBRE DE COMMERCE.
M. Liebaert, Trésorier, Ostende.
CHAMBRE DE COMMERCE D'ANVERS. M. Ch. Corty, président.
Local de la Bourse, Anvers.
CHAMBRE DE COMMERCE DE BRUXELLES, Union syndicale.
M. Monnoyer, président, Bruxelles.
COURS DE LANGUES DU SYNDICAT GÉNÉRAL DES VOYAGEURS,
EMPLOYÉS ET PATRONS,
Rue Jennart, 24, Bruxelles.
COURS COMMERCIAUX ET DE LANGUES DE LA SOCIÉTÉ MUTUELLE
DES EMPLOYÉS,
Rue de la Fourche, 40, Bruxelles.
COURS GRATUITS DE STÉNOGRAPHIE, Association Sténographique
unitaire de Belgique,
Rue du Marché, 59, Bruxelles.
COURS COMMERCIAUX ET DE LANGUES, „ENGLISH CLUB“,
Rue Savaen, 27-29, Gand.
COURS DE COMMERCE ET DE LANGUES DU SYNDICAT GÉNÉRAL
DES VOYAGEURS, EMPLOYÉS, NÉGOCIANTS ET PATRONS, M. J.
de Tiège, Trésorier du Syndicat, Rue Félix Wodon, 36, Namur.
ÉCOLE INDUSTRIELLE, Braine-le Comte.
ÉCOLE INDUSTRIELLE, Bruges.
Secrétaire-trésorier: M. De Caluwé, Hôtel-de-Ville.
ÉCOLE INDUSTRIELLE, Palais du Midi, Bruxelles.
ÉCOLE INDUSTRIELLE, Charleroi.
ÉCOLE INDUSTRIELLE, Châtelet.
ÉCOLE INDUSTRIELLE, Chênée.
ÉCOLE INDUSTRIELLE, Dour.
ÉCOLE INDUSTRIELLE, Fontaine-l'Evêque.
ÉCOLE INDUSTRIELLE, Frameries.
ÉCOLE INDUSTRIELLE, Gand.
ÉCOLE INDUSTRIELLE, Huy.
ÉCOLE INDUSTRIELLE, Jumet.
ÉCOLE INDUSTRIELLE, La Louvière.
ÉCOLE INDUSTRIELLE, Leuze.
ÉCOLE INDUSTRIELLE, Louvain.
ÉCOLE INDUSTRIELLE, Morlanwelz.
ÉCOLE INDUSTRIELLE, Seraing.
ÉCOLE INDUSTRIELLE, Soignies.
ÉCOLE INDUSTRIELLE, Tournai.
ÉCOLE INDUSTRIELLE, Wasmes.
Directeur M. Schmit, à la Villa Mathilde à Cuesmes.
ÉCOLE NATIONALE d'Horlogerie, d'Electricité et de petite Mécanique,
Palais du Midi, Bruxelles.
ÉCOLE PROFESSIONNELLE ET ÉCOLE INDUSTRIELLE DE COURTRAI,
M. L. de Geyne, directeur, Courtrai.
I
32
ÉCOLE PROFESSIONNELLE D'ARMURERIE DE LIÈGE.
M. Ch. Francotte, président de la Commission administrative, Liège.
ÉCOLE SUPÉRIEURE COMMERCIALE ET CONSULAIRE DE MONS.
Directeur: M. Van Caenegen, Grand'Place, Mons.
ÉCOLE SUPÉRIEURE de Commerce annexée à l'Institut St-Ignace.
Directeur M. Serigiers, Anvers.
ÉCOLE DES HAUTES ÉTUDES COMMERCIALES ET CONSULAIRES.
Directeur: M. Lecoq, Liège.
ÉCOLE DES SCIENCES COMMERCIALES ET CONSULAIRES, ANNEXÉE
A L'UNIVERSITÉ CATHOLIQUE. Directeur: M. Brants, Louvain.
ECOLE SUPÉRIEURE DES TEXTILES, Verviers.
FÉDÉRATION DES ASSOCIATIONS COMMERCIALES ET INDU-
STRIELLES LIÉGEOISES. Secrétariat: Place Ste-Véronique, 4, Liège.
INSTITUT SUPÉRIEURE DE COMMERCE, Anvers.
INSTITUT COMMERCIAL DES INDUSTRIELS DU HAINAUT.
Directeur: M. E. Jottrand, Mons.
MUSÉE PROVINCIAL ET ÉCOLE INDUSTRIELLE SUPÉRIEURE.
Directeur: M. Omer Buyse, Charleroi.
SOCIÉTÉ INDUSTRIELLE FT COMMERCIALE, Verviers.
SYNDICAT BELGE DES COMPTABLES. Trésorier: M. L. Crauwels,
Longue rue Neuve, 107, Anvers.
SYNDICAT GÉNÉRAL DES VOYAGEURS, EMPLOYÉS, NÉGOCIANTS
ET PATRONS,
Rue St.-Jacques, Dinant.
UNIVERSITÉ LIBRE DE BRUXELLES. ECOLE DE COMMERCE SOLVAY
(Membre permanent), Bruxelles.
Membres individuels
ALBERTI, G., Négociant, Ans-lez-Liège.
VON BARY, Albert, Consul général d'Italie, Anvers.
DE RYCKE, Théophile, Supérieur du collège de la Ste.-Vierge, Termonde.
DESCHAMPS, Fernand, Docteur en droit, Professeur à l'Institut supérieur
de Commerce d'Anvers, à Reeth-lez-Boom.
DUBOIS, Directeur de l'Institut supérieur de Commerce d'Anvers, Aivers.
DUTRIEUX, Henri, Ingénieur en chef, Directeur de service aux chemins
de fer de l'État, Président de la Commission administrative de l'Institut
Commercial des Industriels du Hainaut, Mons.
ECKELS, Pierre-Joseph, Professeur à l'Institut supérieur de Commerce
Rue Albert von Bary, 4, Anvers.
.. . . .
Einzelmitglieder:
FAGNART, E., Professeur à l'Université de Gand,
Place des Gueux, 9, Bruxelles.
FRANCOTTE, ancien Ministre de l'Industrie et du Travail (Président
d'honneur), Place du Luxembourg, Bruxelles.
GADEYNE, Rodolphe, Directeur des cours de la Société Mutuelle des
Employés.
Bruxelles.
GILIS, J.-Hubert, Expert Comptable et Directeur de l'Institut de Compta-
bilité et de Finances,
Rue Traversière, 49, Bruxelles.
GOSSUIN, Georges, Rue de la Halle, 21, Mons.
LAMBILLIOTTE, Alphonse, Professeur à l'Institut Commercial des Indu-
striels du Hainaut, Correspondant du Travail, Rue des Belneux, 14, Mons.
LEFÈBVRE, L., Président de la Chambre syndicale des Comptables,
Rue du Parc, 67, Liège.
Rue du Bailly, 68, Bruxelles.
MAISTRIAUX, Valdor, Professeur,
33
1
MAWET, E., Secrétaire de la Commission administrative de l'École des
hautes Études Commerciales et Consulaires de Liège,
Rue Fabry, 12, Liège.
MICHOTTE, P., Professeur au Collège Saint-Pierre, Louvain.
MOREAU, Léon, Professeur à l'Athénée Royal, Arlon.
ORBAN, Professeur à l'Université, Rue Basse-Wez, 26, Liège.
PLOUVIER, Prosper, Professeur à l'Institut supérieur de Commerce,
Rue Osy, 28, Anvers.
ROMBAUT, Eugène, Inspecteur général de l'Enseignement industriel et
professionnel (Président d'honneur), Rue des Drapiers, 15, Bruxelles.
SCHUCHARD, Alfred, Négociant, Anvers.
SOLVAY, Ernest, Industriel, Rue des Champs-Elysées, 43, Bruxelles.
STEVENS, Jean, Directeur général de l'Enseignement industriel et pro-
fessionnel au Ministère de l'Industrie et du Travail,
Rue de la Loi, 19, Bruxelles.
STRAUSS, Louis, Négociant, Président du Conseil supérieur de l'Industrie
et du Commerce de Belgique, Boulevard Léopold, 114, Anvers.
WAROCQUÉ, Raoul, Député, Industriel, Bourgmestre de Morlanwelz,
Château de Mariemont.
WAUTERS, Paul, Ingénieur, Inspecteur principal au Ministère de l'In-
dustrie et du Travail (Membre d'honneur), Bruxelles.
J
Bulgarie
Membre individuel
YABLANSKY, D. M.,
Canada
Membre collectif
ÉCOLE DES HAUTES ÉTUDES
Bulgarien.
Einzelmitglied:
Sofia.
Kanada.
Kollektivmitglied:
COMMERCIALES DE MONTRÉAL,
Montréal.
Membres individuels
Einzelmitglieder:
BÉIQUE, H. A., avocat, 216, Place d'Armes, New York Life Building,
Montréal.
CONTANT, J., ancien président de la Chambre de Commerce et membre
du Conseil d'administration de l'Ecole des Hautes Etudes commerciales
de Montréal,
439, rue Berri, Montréal.
DE BRAY, A. J., Directeur de l'École des hautes Études commerciales de
Montréal, Square Viger, Montréal.
FYEN, A., directeur de l'Ecole polytechnique (Université Laval),
467, rue Berri, Montréal.
LARIVIÈRE, F. C., négociant, vice-président de la Chambre de Commerce,
448, rue Berri, Montréal.
LEBLOND DE BRUMATH, principal de l'Académie commerciale catholique,
85, rue Ste-Catherine Est, Montréal.
MERCIER, Honoré, Membre du Parlement, secrétaire trésorier du Conseil
d'administration de l'École des hautes Études commerciales, Montréal.
3
1
34
PRÉFONTAINE, Isaie, Président de la Chambre de Commerce et Président
du Conseil d'Administration de l'École des hautes Études commerciales,
Montréal.
SMITH, Chs. F., ancien échevin et membre du Conseil d'administration de
l'Ecole des Hautes Etudes commerciales de Montréal,
78, rue Durocher, Montréal.
Danemark
Membres collectifs
GEMEINSCHAFTLICHER AUSSCHUSS DER HANDELSVEREINE IN
DEN PROVINZEN. Sekretariat: Fredericksborggade 31, Kopenhagen.
HANDELS- UND KONTORISTEN-VEREIN, Kongens Nejton 6, Kopenhagen.
KOMITEE DER SOCIETAT DER GROSSKAUFLEUTE, Börsen, Kopenhagen.
VEREIN FÜR AUSBILDUNG JUNGER KAUFLEUTE, Fiolstrade 50,
Kopenhagen.
Espagne
Dänemark.
Kollektivmitglieder:
Membres individuels Einzelmitglieder:
KAALUND, R., Kaufmann, Kgl. schwed. und norweg. Konsul, Kolding.
MÖLLER, Herm., Justizrat, Direktor der Aalborg Handelskole og Handels
institut, Aalborg.
MÖLLER, H. L., Dr., Unterrichtsinspektor für die dem Staate unterstellten
Handelsschulen, Fiolstrade 44, Kopenhagen.
PETERSEN, Holger, Grosskaufmann, Mitglied der innern Kammer des
Reichstages, Kobmagergade 44, Kopenhagen.
Etats-Unis
Spanien.
Membres individuels
Einzelmitglieder:
LINARES, Paul,
Hto S. Basilio, Cordoba.
PLIAZ DE LA VEGA, Ant., Secrétaire et Professeur de l'École supérieure
de Commerce de Séville, Rue Lepanto 5, Sevilla.
RODRIGUEZ y APARICIO, Cristeto, Camara de Comercio, Cordoba.
VILLEGAS, Eduardo, Professeur à l'Ecole supérieure de Commerce,
Valladolid.
Vereinigte Staaten.
Membres individuels Einzelmitglieder:
ADAMS, Henry C., Professeur à l'Université de Michigan,
Aun-Arbor, Michigan.
COFFIN, C. W. D., Editeur de livres commerciaux,
Washingten Square, 100, New-York City.
CRAWFORD, William C., Master,
Washington Allston Schooldistrict, Boston (Mass.).
DAVIS, Allan, Directeur de l'Institut supérieur de Commerce,
D. C. Washington.
ELLIS, B. Carlos, Département Commercial de l'Ecole supérieure,
Springfield (Mass.)
L
I
35
FUY, W. W., Collège libre commercial et financier, Philadelphie.
GAINES, Clement E., Président de la „Eastman School,“
Poughkeepsie, New-York.
HEALEY, G. Horace, Editeur du „Penmans Artistic Journal“,
Broadway, 202, New-York City.
HERRICH, Cheesmann A., Directeur de l'Ecole supérieure centrale,
Philadelphie.
JAMES, John N., Professeur à l'Ecole supérieure,
KEASBY, Lindley M., Professeur, Collège (B.) Bryn-Maur.
LEHMANN WENDELL, Busines man, Box 83, Tacoma, Wash.
LORD, Geo P., Directeur de l'Ecole commerciale de Salem
Salem (Mass.).
MILLER, Chas. M., Directeur de l'Ecole commerciale Miller,
Broadway 1133, New-York City.
OSBORN, A. S., Directeur de l'Institut de Commerce de Rochester,
Rochester (New-York).
PERSON, H. S., Amos Tuck, Director and Professor of Commerce and
Industry, School of Administration and Finances, Hanover, N. Hampshire.
SCHOCH, Parke, Directeur du Département du Commerce et des Finances,
Institut Drexel, Philadelphie.
SCOTT, Dr. William A., Directeur de l'Ecole de Commerce, Université de
Wisconsin, Madison.
SHEPPERD, James J., Directeur de l'Ecole supérieure de Commerce,
New-York City.
SPRINGER, D. W., Directeur du Département Commercial de l'Ecole
supérieure, Michigan, Aun-Arbor.
THOMSON, Frank V., Directeur de l'Ecole supérieure de Commerce,
Boston (Mass.).
Finlande
Wisconsin, West Superior.
THURBER, Dr. Chas. H., Editeur Expert.
Beaconstreet, 29, Boston (Mass.).
WEAVER, Herbert S., A. M. Head master. Girl High School of practical
Boston (Mass.).
Arts.
YOUNG, James T., Directeur de l'Ecole Wharton, Université de Pennsilvania,
Philadelphia, Pa.
Membres collectifs
Finnland.
Membres individuels
JÄRVINEN, Kyösti, Direktor des Handelsinstituts der finnischen Kauf-
mannschaft, Helsinki.
LINDEQUIST, Directeur de l'Institut de Commerce, Abö.
France
Einzelmitglieder:
Frankreich.
Kollektivmitglieder:
ASSOCIATION FRANÇAISE POUR LE DÉVELOPPEMENT DE L'EN-
SEIGNEMENT TECHNIQUE, INDUSTRIEL ET COMMERCIAL,
28, Rue Serpento, Paris.
CHAMBRE DE COMMERCE, Bordeaux.
CHAMBRE DE COMMERCE, 2, Place de la Bourse, Paris.
36
ÉCOLE SUPÉRIEURE DE COMMERCE ET D'INDUSTRIE,
66, Rue St-Sernin, Bordeaux.
ÉCOLE SUPÉRIEURE DE COMMERCE, Boulevard François Ier, Le Havre.
SOCIÉTÉ ACADÉMIQUE DE COMPTABILITÉ, 92, Rue Richelieu, Paris.
UNION DES ASSOCIATIONS DES ANCIENS ÉLÈVES DES ÉCOLES
SUPÉRIEURES DE COMMERCE RECONNUES PAR L'ÉTAT,
15 et 17, Rue Auber, Paris.
Membres individuels Einzelmitglieder
AUDEMAR, Henri, Ingénieur, Inspecteur de l'Enseignement technique,
Dôle (Jura).
1
AUTIN, A., pharmacien, 3, rue de la Mariette, Le Mans.
BAZIN, Charles-François, Professeur à l'Ecole pratique de Commerce,
Charleville (Ardennes).
BERNHEIM, Paul, Négociant, 65, rue de Miromesnil, Paris.
BISCH, Ernest, Secrétaire général de l'Union des Associations des anciens
Élèves des Écoles supérieures de Commerce, reconnues par l'Etat,
Rue de Lafayette, 157, Paris.
BLONDEL, Dr. G., Professeur au Musée social, et à l'Ecole des Hautes
Etudes commerciales,
31, Rue de Bellechasse, Paris.
BOSSU, Henri, Négociant, ancien Président de l'Association des anciens
Élèves de l'École de Commerce, Vice-président de l'Union des Asso-
ciations des anciens Élèves des Écoles supérieures de Commerce,
5, Rue Coq-Héron, Paris.
BOUETTI & Co., J.-B., Chaussée d'Autin, 12, Paris.
BOUCHET, Rédacteur au Ministère du Commerce, ancien Secrétaire de
l'Association amicale des anciens Élèves de l'École supérieure de Com-
merce,
Rue du Lycée, 76, Sceaux.
BRAILLON René, Négociant, Vice-Président de l'Association des anciens
Élèves de l'Ecole supérieure de Commerce de Paris. Membre du Comité
de l'Union des Associations, Rue de Château-Landon, 28. Paris.
BURNIER, Sébastien-Louis, Directeur de l'École des hautes Études Com-
Ruc de Tocqueville, 43, Paris.
merciales,
CAZAUX-MOUTOU, Jean-Marie, Industriel, Lourdes.
CHALOT, Négociant,
Rue de Stockholm, 4, Paris.
CHAMBARD, Arthur, Ingénieur, Inspecteur de l'Enseignement Technique à
Auxerre (Yonne) et à Paris, Rue de Constantinople, 8.
CHATEL, Maurice, Négociant, Membre du Comité de l'Union des Asso-
ciations des anciens Élèves des Écoles supérieures de Commerce,
Rue du Quatre-Septembre, 2, Paris.
COLAS, Pierre-Alphonse, Graveur-Imprimeur, Rue Sedaine, 32, Paris.
COMBES, Adrien, Directeur de l'École supérieure de Commerce,
Rue de Paradis, 148, Marseille.
CONZA, Antoine, Négociant Exportateur, Rue Meslay, 59, Paris.
COQUENTIN, Alfred, Professeur honoraire de l'Institut Commercial à Paris,
Boulevard Riondet, 8, Hyères (Var.).
CORMOULS-HOULÈS, Edouard, Industriel, Docteur en droit, Conseiller du
Commerce extérieur de la France, Inspecteur départemental de l'En-
seignement technique, Mazamet (Tarn.).
DARTEVELLE, Louis, Mandataire aux Halles, Membre du Comité des
Associations des anciens Élèves des Écoles supérieures de Commerce,
Rue Française, 4, Paris.
37
DELAPORTE, René Edgard, Directeur de la Section commerciale annexée
au Gymnase Panchypion, Nicosie (Chypre).
DELOMBRE, Paul, Ancien Ministre du Commerce et de l'Industrie, Prési-
dent de l'Union des Associations des anciens Élèves des Ecoles supé-
rieures de Commerce de France,
Rue de Monceau, 89, Paris.
DOAT, Henry L. J., Ingénieur civil,
428, Rue des Vennes, Liège (Belgique).
DUFOURCQ-LAGELOUSE, Léon, Banquier, Vice-Président de la Société.
Académique de Comptabilité,
69, Rue d'A'msterdam, Paris.
DUJARDIN & Co, Ingénieurs Constructeurs, Rue Brûle Maison, 82, Lille.
FALCK, Félix, Membre du Comité de l'Union des Associations des anciens
élèves des Écoles supérieures de commerce,
Avenue de la Grande Armée, 49, Paris.
FAURE, Gabriel, Arbitre au Tribunal de Commerce de la Seine,
Rue de Berne, 35, Paris.
FOUCQUIER, Amedée, Agent général de la Compagnie des Mines d'Aniche,
Membre du Comité de l'Union des Associations des anciens Élèves des
Écoles supérieures de Commerce, Boulevard Magenta, 124, Paris.
GADRAS, Léon, Professeur à l'École pratique de Commerce,
Rue Montjoli, 17, Charleville (Ardennes).
GIRON, Achille, Rentier, Rue de Metz, 38, Nancy.
GUZEL, Michel, Membre du Comité de l'Union de l'Association des anciens
Élèves des Écoles supérieures de Commerce, Rue Treilhard, 4, Paris.
HUMBLOT, Firmin, Professeur de Comptabilité, Rue Guersant, 12, Paris.
JEANNE-JULIEN, Georges, Administrateur de sociétés, Trésorier honoraire
de l'Union des Associations des anciens élèves des Écoles supérieures
de commerce,
Rue Demours, 5, Paris.
KIRSCHBAUM, Catherine, Directrice de l'École pratique de Commerce et
d'Industrie de Jeunes Filles,
Rue du Lycée, 130, Le Havre.
LANGLOIS, Godfroy, Journaliste, 58, Avenue Laval, Montréal (Canada).
LEBLANC, Joseph, Expert-Comtable, ancien Secrétaire général de la
Société Académique de Comptabilité, Professeur d'Economie Politique,
de droit Commercial et de Comptabilité, Rue des St.-Pères, 40, Paris.
LEBOIS, Claude, Inspecteur général de l'Enseignement Technique,
Place Fourneyron, St.-Etienne.
LEMOINE, Georges, Professeur de Comptabilité, Administrateur de la
Société Académique de Comptabilité, Rue Trousseau, 15, Paris.
MARANDE, Ch.-Auguste, Rue Saint-Roch, 13, Le Havre.
MARCHAL, J., Directeur de l'Ecole supérieure de Commerce,
56, Boulevard François Ier, Le Havre.
MARTIN, Paul, Expert-comptable, Directeur de la Revue des Sciences
commerciales.
110, Boulevard de la Corderie, Marseille.
MAXWELL, Sam., Avocat à la Cour d'Appel de Bordeaux, Secrétaire
général de la Société Philomatique. Rue Vital Carlos, 44, Bordeaux.
MERCKLING, François-Joseph, Directeur de l'École supérieure de Commerce
et d'industrie de Bordeaux.
66, Rue Saint Sernin, Bordeaux.
MORTIER, Raoul, Professeur à l'École national professionnelle, Vierzon.
MÜLLER, Alfred, Conseiller du Commerce extérieur de la France. Membre
du comité de l'Union des Associations des anciens Élèves des Écoles
supérieures de Commerce, Secrétaire général de l'Association nationale
pour l'étude des langues étrangères, 15, Rue de Téhéran, Paris.
PARENT, Louis, Ingénieur, Rue de la Pompe, 1, Paris.
1
38
PATHIER, Achille, Manufacturier, ancien Président de l'Association ami-
cale des anciens Élèves de l'École supérieure de Commerce de Paris,
Membre du comité de l'Union des Associations.
Rue de la Huchette, 13, Paris.
PENOT, St-Cyr, Directeur de l'École supérieure de Commerce.
Rue de la Charité, 34, Lyon.
PFEIFFER, Bernard, Expert, ancien fourreur-pelletier,
Boulevard St-Germain, 280, Paris.
PLOUSSU, G., commerçant, 6, rue Lafayette, Grenoble.
RENOUARD, Alfred, Ingénieur, Président honoraire de l'Association des
anciens Élèves de l'École supérieure de Commerce, Membre du Comité
de l'Union des Associations des anciens élèves des Ecoles supérieures
de Commerce,
Rue Mozart, 49, Paris.
ROUX, F., Directeur de l'Ecole nationale professionnelle, Vierzon, Cher.
SAIGNAT, Léo, Professeur à la Faculté de Droit, Président du comité
permanent des Congrès de l'Enseignement technique.
Rue Mably, 18, Bordeaux.
TARAVANT, M., commerçant, 38, rue des Jeuneurs, Paris.
TELLIÈRE, Négociant, Vice-Président honoraire de l'Association amicale
des anciens Élèves de l'Ecole supérieure de Commerce,
12, Avenue de l'Isle, Villiers sur Marne (Seine et Oise).
URWILLER, Auguste, 16, Rue Littré, Paris.
Grèce
Griechenland.
Membre collectif
Kollektivmitglied:
CHAMBRE HELLÉNIQUE DE COMMERCE, Alexandrie (Égypte).
Membres individuels
Einzelmitglieder:
COCHET, Anatole, Professeur à l'École publique de Commerce.
Rue Solon, 7, Athènes.
CONSTANTINIDES, Polybius J., Professeur à Limassol (Cypern).
KAOS, Jacques, Professeur à l'Ecole de commerce,
KYTARIDOS, Nicolas, professeur à l'Ecole de commerce,
PANAYOTOPOULOS, Constantin, Directeur de l'École commerciale du Pirée.
Rue de Notara, 41, Le Pirée.
PAPACOSTAS, Hercules, directeur de l'Ecole de commerce,
PAPAZECHARIAS, directeur de l'Ecole de commerce,
RAZIS, Dr. G., directeur de l'Ecole de commerce,
RHOUSOPOULOS, Dr. O. H., Directeur de l'Académic de l'Industrie et du
Syra.
Volo.
Corfou.
Commerce.
Corfou.
Corfou.
Athènes.
Patras.
SPORIDES, Michel, professeur à l'Ecole de commerce,
STÉPHANOS, Cyparissos, Professeur à l'Université nationale, Directeur de
l'École publique de Commerce, Secrétaire générale de la Société bio-
technique hellénique.
Athènes.
ZYGOURAS, Th.-H., directeur de l'Ecole de commerce du Gouvernement,
Patras.
39
:
Hollande
Holland.
Membre collectif
Kollektivmitglied:
NATIONALE VEREENIGING VOOR HANDELSONDERWYS, Amsterdam.
Membres individuels
Einzelmitglieder.
BOISSEVAIN, Ch. E. H., Industriel, Trésorier de la National Vereeniging
van Eeghenstr. 92, Amsterdam.
BOS, Dr. P., Négociant, Directeur de la Banque hypothécaire.
voor Handelsonderwys.
Winschoten.
HULSMANN, J. H. H., Jun. Dr. Willemsparkweg, Amsterdam.
KRÜLL, A. C. F., Rotterdam.
ODINK VAN T’HUL, Jean H., Membre du Comité directeur de l'Association
nationale pour l'Enseignement commercial.
Amsterdam.
TJEENK-WILLINK, Dr. P., Advokat.
Ged. Oude. Gracht, 90-92, Haarlem.
VAN DEN BERG, Dr. N. P., Président de la Banque des Pay-Bas.
Amsterdam.
WITVLIET, M. M., Professeur et Rédacteur de la Revue „Het Handels-
onderwys",
Nassaukade, 127, Amsterdam.
YSSEL DE SCHEPPER, Dr., Directeur de la Fabrique royale de bougies,
Gouda.
Hongrie
Ungarn.
Membres individuels
Einzelmitglieder:
BERGER, Léon, Direktor der Produktiv - Tischler - Genossenschaft,
K
Tarnopol.
BRICHT, Léopold, Professeur et Secrétaire de l'Académie Commerciale,
Alkotmany utcza, 11, Budapest.
GOCKLER, Dr., Ludwig, Professor an der Handelsakademie,
Kismezö-ùtca, 7, Kolozvàr.
KANITZ, Dr., Ludwig, Professeur à l'École supérieure de Commerce de
M. Aranyosi, Budapest.
KARPATI, Bela, Professor der höhern Handelsschule,
Mesterutcza, 27, Budapest.
KOVATS, Dr. Jean Alexander, Directeur de l'École de Commerce,
Nagyvarad.
KRBECK, Arnold, Professeur à l'École supérieure de Commerce, Brasso.
KRISCH, Eugen, Professor der staatlichen höheren Handelsschule, Veszprem.
KUNOS, Dr. Ignaz, Directeur de l'École orientale de Commerce,
Kalmanngasse, 6, Budapest.
MITTELMANN, Ferdinand, Professor an der höhern Handelsschule,
Lipot Kornt, 16, Budapest.
RÖSER, Dr. Joh, Direktor der höhern Handelsschule,
Aradi utcza, 10, Budapest.
ROTH, Dr., Philippe, professeur à l'Ecole sup. de commerce, Szombathely.
SCHACK, Dr. Bela, Professor, Generalinspektor der höheren Handels-
Lipot Kornt, 16-IV-26, Budapest.
schulen,
3
40
SZUPPAN, W., Direktor der Handelsakademie, kgl. Rat, Budapest.
TRAUTMANN, Heinrich, Professor an der Handelsakademie, Akot Mani
utcza II, Budapest V.
VLAICU, Arseniu, Direktor der höhern Handelsschule, Kirchenzesle, 6
Brasso.
Italien.
Italie
Membres collectifs
Kollektivmitglieder:
ASSOCIAZIONE FRA INDUSTRIALI, COMMERCIANTI ED ESERCENTI.
Président: M. le Chevalier Camillo Franco, Livorno.
CAMERA DI COMMERCIO ED ARTI, Piazza della Borsa, Napoli.
SCUOLA SUPERIORE DI STUDI APPLICATI AL COMMERCIO, Torino.
Membres individuels
Einzelmitglieder:
BESTA, Fabio, Professore alla Scuola superiore di Commercio, Venezia.
CASTELLI, Giuseppe, Professore, Direttore dell' Insegnamento industriale e
commerciale nel Ministero di agricoltura, industria e commercio, Roma.
CASTELNUOVO, Cav., Direttore della Scuola superiore di Commercio,
Venezia.
FROLA, S., Membre du Parlement, Président du Musée royal italien,
Turin.
GAGLIARDI, Enrico, Professore alla Scuola superiore di Commercio, Genova.
LANZONI, Professeur, Président de l'Association des anciens Étudiants
de l'École royale supérieure de Commerce, Venise.
MANZATA, Renato, Professore alla Scuola superiore di Commercio, Venezia.
MASSA, Carlo, Direttore della R. Scuola superiore di Commercio, Bari.
MORELLI, Enrico, Comm., Professore nel R Istituto tecnico,
Via del Tritone, 46, Roma.
Palazzolo sull'Oglio (Brescia).
Palazzolo sull'Oglio (Brescia).
NIGGELER, Giovanni, fabricant,
NIGGELER, Ernesto, fabricant,
RIGOBON, Pietro, Professore alla Scuola superiore di Commercio, Venezia.
SABBATINI, Dr., Recteur de l'Université Commerciale,
Luigi Bocconi, Milano.
SCHMIDT, G., Négociant, Via Gallo, 2, Milano.
VANDEY, Antoine-D., professeur de français à l'Université commerciale
Viale Trotter, 2, Milano.
VIMERCATI, Guido, Professore, Direttore della Scuola media di studi
applicati al Commercio, Via San Lorenzo, 26, Firenze.
L. Bocconi,
Japan.
Japon
Membres individuels
NASA TADAYNKI, Professeur, Tokio.
TAKIMOTO, Josio, École supérieure de Commerce, Tokio.
FUKUDA, Dr. Tokuso, Professeur à l'Université libre Keio-Gijuku, Tokio.
Einzelmitglieder.
1
41
Norvège
Membres collectifs
BÖRSE IN CHRISTIANIA (Ständiges Mitglied
HANDELSGYMNASIUM, Christiania.
Norwegen.
Kollektivmitglieder:
Membre permanent).
Membres individuels
AARS, Jens, Konsul, Handelsgymnasium,
ANDERSEN-AARS, Konsul, Bankdirektor,
BACKER, Georg, Oberlehrer, Handelsgymnasium,
BJERCKE, Alf., Grosskaufmann,
BJÖRNSTAD, Kr., Bevollmächtigter, Handelsgymnasium,
ADA —
Einzelmitglieder:
BOMMEN, Alf., Grosskaufmann,
BORNHOFF, K., Bankdirektor,
DAHL, Erling, Handelslehrer, Handelsgymnasium,
DUBORGH, W., Konsul,
DUE, Reidar, Börsenkommissär, Börse,
FLEISCHER, Eiler, Grosskaufmann,
HENRIKSEN, Gustav, Kontorchef,
LARSEN, J. Haldor, Konsul,
PLATOU, E., Professor, Inspektor am Handelsgymnasium,
POLACZEK, E., Professor, Direktor des Handelsgymnasiums,
SIMONSEN, E., Chemiker, Handelsgymnasium,
SCHNITLER, C. J., Direktor des Handelsgymnasiums Bergen,
TUFTE, S. A., Professor am Handelsgymnasium Bergen,
Roumanie
Men d
Rumänien.
Einzelmitglieder:
Christiania.
Russie
Russland.
Membres collectifs
Kollektivmitglieder:
HANDELSINSTITUT NABILKOW, Paul Awrorin, Moskau.
KOMITEE DER BÖRSE ZU PERNAU, Pernau.
KOMITEE DER BÖRSE ZU REVAL, Reval.
PETERSSCHULE DER PETERSBURGERKAUFMANNSCHAFT,
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RAF F F F F F £2
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""
Bergen.
Membres individuels
COLTOFEANU, J., Commerçant, Galatz.
HRUBES, Stefan, Docteur en droit, licencié en sciences commerciales et
consulaires.
Strada Carol I, 38, Bucharest.
MUNTEANU, J. G., Directeur de l'Ecole supérieure de Commerce, Galatz.
NEAGU BOERESCU, Licencié en sciences commerciales et consulaires,
Calea Victorici, 21, Bucarest.
NEAMTZU, C., Directeur de l'Ecole supérieure de Commerce, Chef comp-
table de la Banque Nationale.
Craiova.
NICOLAU, Emanoil J., Komercoficisto,
Str. Decebal, 5, Bucarest.
RADULESCO - STROITZA, Dr., chef du service des informations et des
publications au Ministère du Commerce et de l'Industrie,
rue Polona, 138, Bucarest.
SIMIONESCU, Nae, Commerçant et industriel, Calea Victorici 53, Bucarest.
TEODORESCU, A. V., Commerçant, Vice-président de la Chambre de Com-
merce.
Braïla.
"9
"
Fontanka, 62, St. Petersburg.
42
Membres individuels
Einzelmitglieder:
AJSPURIT, A., Tchvinskaja 10, log. 1, Moscou.
DEHIO, Erhard, Negoziant, Vizepräsident des Komitees der Börse zu Reval,
Reval.
FAIG, Heinrich, Gründer des Handelsinstituts, Odessa.
S. E. DE FISCHER, Max, wirkl. Staatsrat, (Stiftendes Mitglied), Inspektor
des Unterrichtswesens am Handels- und Industrie-Ministerium,
Kazanskaïa, 5, St. Petersburg.
GOUSSOW, Victor, Inspektor der Handelsschule, Crementchoug.
KLACZKO, Max, Kandidat der Handelswissenschaften,
Schemenstrasse 19, Riga, į
KONATZKY, Ivan Grigoriewitsch, Kaufmann.
Persp. Newsky, 173, St. Petersburg.
KORZLINSKII, Nikolao, Sredniaia Kislovka, dom Volkov, Moscou.
S. E. KÖNIG, Jos., wirkl. Staatsrat, Direktor der Handelsschule St. Anna
Kirotschnaja Uliza, St. Petersburg.
KRUTSCHKOFF, Ivan Semenowitsch, Staatsrat.
Tschernichoff Pereoulok, 18-20, St. Petersburg.
KYLIUS, Théodore, Präparator an der Handelsschule Faig.
Torgowaja, 7, Odessa.
MICHELSOHN, L., Stud. der Handelsswissenschaften.
Ellenbogenstr. 6, Libau.
MIRTSCHINK, Théodore, Staatsrat, Professor an der Moskowitischen Schule
der Handelswissenschaften.
Moskau.
MITTELSTEINER, E., Staatsrat, Direktor der Realschule bei der evang.-
Odessa.
luther. St. Pauls-Kirche.
S. E. MOREW, Demetrius, wirkl. Staatsrat, a. D., Gorodichsche-Orlowez,
Gouvern. Kiew.
PARUN-SARKISSOW, Alex., Sekretär des Kollegiums, Professor am Handels-
Tiflis.
institut von Tiflis.
STEPANOV, Sergius, Regierungsrat, Ministerium der Volksaufklärung.
St. Petersburg.
STRECKER, Arnold, in Firma Tillmanns & Co., Baku.
STRÖHM, Arthur, Chef der Firma Kluge & Ströhm, Reval.
STÜRMER, Victor, Staatsrat a. D., Insel Wassiliewsky.
Grande Perspective, St. Petersburg.
SWATOSCH, Jaroslaw, Staatsrat, Inspektor des Handelsinstituts von Tiflis.
Tiflis.
SZABUNIEWICZ, Stanislaw, Mjasnickaja, domo de Keppen 3, Moscou.
TILLMANNS, E., Kommerzienrat, Quai de l'Amirauté, 6, St. Petersburg.
WOLFF, Adolf, Markowitsch, Redaktor, Newsky 64, St. Petersburg.
ZAGERSKY, Professor am Polytechnikum von Sosnowka, St. Petersburg.
Serbie
Serbien.
Membres individuels
Einzelmitglieder:
BAJLONI, Ignjat J., Brasserie, firme Bajloni & Sinovi, Belgrade.
VULETITCH, Marco, Négociant, Chef de la firme: Vuletitch & Garrilovitch.
Belgrade.
43
Suède
Schweden.
Membres collectifs
· HANDELSHÖGSKOLAN (Université commerciale),
HANDELSINSTITUT, Göteborg.
INSTITUT COMMERCIAL FRANZ SCHARTAU, Stockholm.
MALMÖ HÖGRE HANDELSINSTITUT, Malmö.
Kollektivmitglieder:
"
Membres individuels
Einzelmitglieder:
AHLSTRÖM, Dr. A., Directeur de l'Institut de Commerce.
Victoriagatham 22, Gothembourg.
AXELSON, Henrik, Membre de la Direction de l'Union Suèdoise des Em-
ployés, Président de Direction du Musée Commercial, Président du Comité
de l'Union générale Suédoise pour les Intérêts du Commerce.
p
Brunkebergstorg, 2, Stockholm.
24, Swartmangatan, Stockholm.
BERGSTRÖM, Chr., Directeur de la Banque Commerciale, Président de la
Direction de l'Institut de commerce.
Gothenbourg.
BOHMAN, Knut, Négociant, Consul du Brésil, Membre de la Direction de
l'Institut Franz Schartau,
Sturegatan, 22, Stockholm.
CRONLUND, John, professeur à l'Institut de commerce, Gothenbourg.
HARTVIG, Herman, Négociant, Membre de la Direction de l'Institut com-
mercial de Gothenbourg.
Gothenbourg.
HERDIN, Dr. E., Directeur de l'Institut supérieur de commerce, Helsingborg.
HOLM, Imri, Professeur à l'Institut de commerce, Gothenbourg.
KEY, Dr. Helmer, Rédacteur du „Svenska Dagbladet", Stockholm.
KÖNEMANN, C., Professeur à l'Institut supérieur de commerce, Helsingborg.
LAMM, Herm., Négociant, Brunkebergstorg, 24, Stockholm.
LOFSTRAND, Victor, Professeur à l'Institut de commerce, Gothenbourg.
MELIN, Olof, Négociant, Djursholm (par Stockholm).
MUNTHE, Ake W., Directeur de l'Institut Commercial Franz Schartau,
Stockholm.
NORDENSKJÖLD, Otto, professeur à l'Université, Gothenbourg.
NORDENSKJÖLD, Thure, Directeur de l'Institut supérieur de commerce,
Malmö.
NORDFELT, Dr., A., membre du Conseil supérieur de l'enseignement, ins-
pecteur des écoles de commerce,
Stockholm.
RAMM, Axel, Chef du Bureau Municipal de Revision, Secrétaire de l'Union
de la Bourse.
Gothenbourg.
SMITH, Dr., Stilleryd b. Karlsham.
SOMMELIUS, Matte, Directeur, Président du Conseil municipal, Président
de l'Institut supérieur de commerce, Helsingborg.
SVENSON, J., Directeur de la Caisse d'épargne, Helsingborg.
WALLENBERG, Marcus, (Ständiges Mitglied), Directeur de la
„Stockholms Enskilda Bank"
Stockholm.
WALLER, J. A., négociant, Membre de la Direction de l'Institut com-
Gothenbourg.
mercial,
WARN, P. C., négociant, membre de la Direction de l'Institut commercial,
Gothenbourg.
<
44
Suisse Schweiz.
Membres collectifs Kollektivmitglieder:
AARGAUISCHE HANDELSKAMMER (Aargauischer Handels- und Industrie-
Verein).
Aarau.
SCHWEIZERISCHER HANDELSLEHRERVEREIN, (Präsident: Rektor
Balsiger) Bern.
ASSOCIATION DES PROFESSEURS DE L'ECOLE SUPÉRIEURE DE
COMMERCE, Lausanne.
BASLER HANDELSKAMMER, Basel.
BERNISCHER VEREIN FÜR HANDEL- UND INDUSTRIE, Sektion Biel,
Biel.
K
CHAMBRE DE COMMERCE DE L'UNION VAUDOISE DU COMMERCE
ET DE L'INDUSTRIE, Lausanne.
DIPARTIMENTO Di PUBBLICA EDUCAZIONE DEL CANTONE TICINO,
Bellinzona.
DIREKTION DES INNERN DES KANTONS BERN, Bern.
ÉCOLE DE COMMERCE, Chaux-de-Fonds.
ÉCOLE DE COMMERCE DE LA VILLE DE NEUCHATEL, Neuchâtel.
ECOLES SUPÉRIEURES DE COMMERCE, D'ADMINISTRATION ET DE
CHEMINS DE FER DU CANTON DE VAUD, Lausanne.
ÉCOLE SUPÉRIEURE DE COMMERCE DE JEUNES FILLES, Fribour g
EIDGENÖSSISCHES HANDELSDEPARTEMENT, Bern.
HANDELSABTEILUNG DER HÖHERN TÖCHTERSCHULE, Zürich.
INDUSTRIE-VEREIN ST. GALLEN, St. Gallen.
INSTITUT DR. SCHMIDT, St. Gallen.
KANTONALE HANDELSSCHULE BASEL, Basel.
KAUFMÄNNISCHER VEREIN ST. GALLEN, St. Gallen.
SCHWEIZERISCHE GESELLSCHAFT FÜR KAUFM. BILDUNGSWESEN
(Association suisse pour l'enseignement commercial), Zürich.
SCUOLA CANTONALE DI COMMERCIO, Bellinzona.
TÖCHTER-HANDELSSCHULE BERN, Bern.
UNTERRICHTSKOMMISSION DES KAUFMÄNNISCHEN VEREINS
BASEL, Basel.
UNTERRICHTSKOMMISSION DES KAUFMÄNNISCHEN VEREINS
LUZERN, Luzern.
VEREIN SCHWEIZ. GESCHÄFTSREISENDER, Zentralvorstand, Bern.
VORORT DES SCHWEIZ, HANDELS- UND INDUSTRIEVEREINS, Zürich.
Membres individuels
Einzelmitglieder.
ADDOR, Marius, Av. Juste Olivier, Lausanne.
AMAUDRUZ, Ch., Professeur à l'Ecole supérieure de Commerce,
Avenue Ruchonnet, Lausanne.
AMMANN, G., Danzas & Co., Mitglied der Zürcher Handelskammer, Zürich II.
BACHMANN, Dr. G, Professor der Handelswissenschaften an der Univer-
Winterthur.
sität Zürich.
BÆHNI, Eugène, Fabrikant, Biel.
BELLENOT, Gustave, Dr., Professeur à l'Ecole de Commerce.
Evole, 15, Neuchâtel.
BERGER, Edouard, Directeur de l'Ecole de Commerce, Neuchâtel.
BERNET-HANHART, Theophil, Rektor der Kantonalen Handelsschule.
Klosbachstrasse 73, Zürich V.
45
S
BERTA, G. Dr., Professor an der Handelsakademie, St. Gallen.
BLANC, Ch., professeur à l'Ecole supérieure de commerce, Lausanne.
BLASER, Adolphe, Professeur à l'Ecole supérieure de Commerce.
Avenue Druey, 13, Lausanne.
BLASER, Ed., professeur à l'Ecole de commerce, Chaux-de-Fonds.
BOLLE, J. H., Professor an der Kantonalen Handelsschule, Zürich.
BRATSCHI, R, Oberstlicutenant, Präsident der kantonalen bern. Handels-
und Gewerbekammer.
Alpenstrasse 19, Bern.
BRIOD, Henri, Professeur à l'Ecole supérieure de Commerce.
Avenue de la Harpe, Lausanne.
CADISCH, J., Handelslehrer am städtischen Gymnasium.
Effingerstrasse 57, Bern.
CENTURIER, F., Professor am Seminar Wettingen und an der Schule des
Kaufmännischen Vereins Baden.
Baden.
COSTA, Cesare, Sprachlehrer, Wil (St. Gallen).
COULON, Louis, Professeur à l'Ecole supérieure de Commerce.
Pontaise, Villa Mont Blanc A, Lausanne.
DECKER, Paul, Professeur à l'Ecole de Commerce.
Route d'Echallens, 87, Lausanne.
DELESSERT, Camille, Directeur des Postes, Lausanne.
DELLEY, M., professeur à l'Ecole supérieure de commerce pour jeunes
filles,
Avenue de Villars 11, Fribourg.
DIEM-SAXER, E., Kaufmann, St. Gallen.
DUCLOUX, E., Stadtrat, Schuldirektor, Luzern.
DUDDLE, Ad., Sekundarlehrer, Wyl.
DUTTWEILER, Max, Dr., städt. Finanzsekretär, Neptunstr. 45, Zürich V.
EBERLI, Henri, Professor an der Kant. Handelsschule.
Schanzenberg 3, Zürich I.
ERNST, Ulrich, Dr., Professor an der Kantonsschule,
Blatterstrasse 21, Zürich V.
FAVRE, J., professeur à l'Ecole supérieure de commerce, Lausanne.
FLURY, W., Professor an der kantonalen Handelsschule.
Vereins Zürich.
Seefeldstr. 108, Zürich V.
FUCHS, Friedrich, Hauptlehrer an der Handelsschule des kaufmännischen
Treichlerstrasse 5, Zürich.
GAILLE, Charles, Studiendirektor des Instituts Dr. Schmidt, St. Gallen.
GEERING, T. Dr., Sekretär der Basler Handelskammer, Basel.
GENOUD, Léon, Directeur de l'École des Arts et Métiers, Fribourg.
GEORG, Alfred Dr., Conseiller National, Secrétaire de la Chambre de
Genève.
Commerce.
GERN, Julien, Directeur de l'École de Commerce, Ithaque (Grèce).
GLAUSER, Ch. Dr., Officier de l'Instruction publique, Professor an der
Schelleingasse 23, Wien.
GLÜCKSMANN, Dr., Direktor der Akademie der Handelswissenschaften.
Postgasse 68, Bern.
Wiener Handelsakademie.
GOBAT, Ch. A., Conseiller National, Berne.
GELDI, G., directeur de l'Académie de commerce, Lausanne.
GRAESER, Louis, Professeur à l'École supérieure de Commerce.
Les Clochetons, Route de Morges, Lausanne.
GROGG-KÜENZI, M., Handelslehrer an der höhern Töchterschule,
Reichensteinerstrasse 78, Basel.
HALDI, Adolf, Bücherrevisor der Schweiz. Nationalbank, Zürich.
46
}
HEDINGER, O. Dr., Lektor der Handelswissenschaften an der Hochschule
Aarau.
Bern und Handelskammersekretär.
HIRT, A, Professor an der Handelsabteilung der Kantonsschule, Aarau.
HIRTER, J., Nationalrat, Kaufmann, Gurtengasse 3, Bern.
HONOLD, Otto, Kaufmann, Winterthur.
JACCARD, H. A., professeur à l'Ecole supérieure de commerce,
Chailly, Lausanne.
JACOT-COLIN, Louis, Professeur à l'École de Commerce, Le Locle.
JUNGI, H., Sekundarlehrer, Rektor der Handelsschule des kaufmännischen
Vereins.
Langenthal.
JUNOD, A., Abteilungssekretär für das kaufmännische Bildungswesen am
eidgenössischen Handelsdepartement.
Bern.
KELLER, A., Dr., Lehrer an der Mädchensekundarschule, Basel.
KISTLER, C., Handelslehrer, Villa Ab-Yberg, Schwyz.
KUMMER, Dr., Handelslehrer am kaufmännischen Verein, Luzern.
KÜNZLE, E. Dr., Handelslehrer an der Handelsschule des kaufmännischen
Gemeindestr. 26, Zürich.
Vereins Zürich.
LEUZINGER, Heinrich, Zollikon.
MANUEL, P., Directeur de l'École d'Ingénieurs.
Rue Beau Séjour, 22, Lausanne.
MAREL, Ed., Professeur, Avenue d'Echallens, 83, Lausanne.
MARIANINI, Professeur à l'École supérieure de Commerce,
Les Ruches, Avenue du Servan, Lausanne.
METRAUX, Aug., Kassier der Handelsschule des kaufmännischen Vereins,
Schöller, Chessex & Co., Schaffhausen.
MEYER, Eduard Erwin, Verlagsbuchhändler, Aarau.
MORF, Léon, Directeur de l'École supérieure de Commerce.
Place Chauderon, 3, Lausanne.
MOTTAZ, E., Professeur à l'École supérieure de Commerce,
Les Tonnelles, Route d'Echallens, Lausanne.
NEF-KERN, Kaufmann, St. Gallen.
NERFIN, Négociant, Aubonne.
NESSI, Em., Direttore della Banca popolare, Lugano.
NIEDERER, A., Handelslehrer des kaufmännischen Vereins.
Promenadengasse 14, Zürich V.
OLIVETTI, T. G., Professeur à l'École supérieure de Commerce.
Villa Espérance, 25, Place Chauderon, Lausanne.
PAILLARD, Dr. G., professeur à l'Ecole supérieure de commerce et à
l'Université de Neuchâtel,
rue Neuve, 9, Lausanne.
PERRELET, B. Dr., Professeur à l'École de Commerce.
M
Passage St-Jean, Neuchâtel.
PERRET, C., instituteur, Avenue de Morges, 24, Lausanne.
PETITPIERRE, Ed., Professeur à l'École supérieure de commerce.
Avenue des Alpes, Lausanne.
PYTHON, M.-J., Conseiller d'État, Directeur de l'Instruction Publique du
canton de Fribourg.
Fribourg.
RAPIN, W., Professeur à l'École supérieure de Commerce.
Les Rossinières, Avenue Ruchonnet, Lausanne.
RENZ, Dr., Hugo, Professor an der Kantonalen Handelsschule,
Dornacherstrasse 9, Basel.
REYMOND, Fritz, Nég., Vice-Président de la Chambre de Commerce, Bienne.
RICHARD, E., Oberst, Sekretär der Zürcher Handelskammer.
Börsenstrasse 21, Zürich.
47
Magdal
ROSEN, Ch., commerçant, rue Numa Droz, 171, La Chaux-de-Fonds.
ROSSI, R. Dr., Direttore della Scuola cantonale di Commercio, Bellinzona.
ROTZETTER, J., Professeur au Collège St-Michel.
Place du Collège, 15, Fribourg.
ROULIN, A., Professeur à l'Ecole superieure de commerce, Lausanne.
RUSS-SUCHARD, Charles, Fabricant, Neuchâtel.
RUSS-SUCHARD & Co., Fabrique de Chocolat, Serrières près Neuchâtel.
SCHÄRTLIN, G. Dr., Direktor der Schweiz. Lebensversicherungs- und
Rentenanstalt.
Alpenquai 40, Zürich II.
· SCHERRER, Roman, Fabrikant, Luzern.
SCHEURER, Frédéric, Directeur de l'École de Commerce, Chaux-de-Fonds.
SCHINDLER-HUBER, Dietrich, Direktor der Maschinenfabrik Örlikon A.-G.,
Hohenbühlstrasse, Zürich V.
Mitglied der Handelskammer.
SCHMUTZ-PERNAUX, F. G., Direktor des Instituts „Erika“.
Wangen an der Aare.
SCHNEIDER, H., Dr., Prorektor der Kantonalen Handelsschule, Zürich.
SCHRAG, A. Dr., Sekundarschulinspektor, Rabbental, Bern.
SCHREIBER, O., Handelslehrer an der höhern Töchterschule.
Universitätsstrasse 21, Zürich V.
SCHUDEL, Hans, Professor an der Handelsabteilung der Kantonsschule, Chur.
SCHULZE, Ed. O., Dr., Rektor der städt. Handelsakademie.
Dufourstrasse 32, St. Gallen.
SCHURTER, Joh., Rektor der Handelsabteilung der höhern Töchterschule.
Gerechtigkeitsgasse 19, Zürich I.
SIGG, D., Directeur des Cours de la Société suisse de commerçants.
Porrentruy (Berne).
SOHRMANN, Julius, Francesco Camponovo & Cie., La Nationale".
**
Chiasso.
SPRENG, A., Lehrer an der Töchterhandelsschule, Bern.
STADLER, J., Professeur à l'Ecole supérieure de Commerce.
Belles Roches, 11, Lausanne.
STÄHLI, R., Rektor der Handelsschule des Kaufmännischen Vereins.
Kurvenstrasse 23, Zürich IV.
STEIGER, J., Dr. jur., Redaktor, Dufourstrasse 11, Bern.
STUDER, J., Lehrer an der Töchterhandelschule, Bern.
SYZ, John, Präsident des Schweiz. Spinner-, Weber- und Zwirner-Vereins.
Thorgasse 4, Zürich.
TSCHUMI, Albert, Professeur à l'Ecole de Commerce.
Plan Perret, 6, Neuchâtel.
TURMANN, Max, Dr., Professeur à l'Université, Directeur de l'Ecole
Fribourg.
supérieure de Commerce de jeunes filles.
VOLLENWEIDER, Dr., Otto, Riedtlistrasse 34, Zürich-Unterstrass.
VULLIEMIN, Ch., ancien Professeur à l'Ecole supérieure de Commerce.
Belles Roches, 1, Lausanne.
WÄCKERLIN, Rud., Lehrer an der Mädchen-Sekundarschule,
Vogesenstrasse 29, Basel.
WALDBURGER, E., Vize-Direktor der Schweizerischen Kreditanstalt,
St. Gallen.
WALDNER, Paul-G., Professeur à l'Ecole de Commerce, Chaux-de-Fonds.
WALTER, A., Professeur à l'Ecole supérieure de Commerce, Lausanne.
WEISS, Heinr., jun., zur Gerbe, Affoltern a. A.
48.
WENGER, K., Dr., Professor an der k. k. Handelsakademie in Graz. Graz.
WICK, W., Vorsteher der Kantonalen Handelsschule, Redaktor der Schweiz.
Zeitschrift für Kaufmännisches Bildungswesen. Burgfelderstr. 23, Basel.
WIDEMANN, René, Dr. jur., Vorsteher von Widemanns Handelsschule.
Kohlenberg 13, Basel.
WOLF, J., commerçant, rue du Parc, 130, La Chaux-de-Fonds.
Turquie
Membre individuel
Einzelmitglied.
NOUCAS, Thomas, professeur et sous-directeur à l'Ecole pratique de commerce
Etienne Noucas,
Salonique.
Récapitulation
Membres
Juillet 1910
Allemagne Deutschland
Angleterre England
Argentine Argentinien
Autriche Österreich
Belgique Belgien
Bulgarie
Bulgarien
Kanada
Canada
Danemark
Espagne-
Etats Unis
M
P
M
▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬
▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬
Make
▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬
•
Dänemark
Finlande
Finland.
France Frankreich
Grèce Griechenland
Hollande Holland .
Hongrie Ungarn
Italie Italien.
Japon Japan.
Norvège Norwegen
Roumanie Rumänien
Spanien.
Russie Russland
Serbie Serbien
Suède Schweden
Suisse Schweiz
Turquie
Türkei
Vereinigte Staaten
•
•
•
•
•
·
·
Türkei.
Rekapitulation.
Collectifs
•
18
21
18
1
1
4
7
1
HH
1
col col
3
1
4
1
4
15253
Total 139
Individuels
68
15
1
370
27
1
9
4
4
24
2
59
12
9
16
16
3
18
9
25
2
24
116
1
835
Total
86
15
1
391
75
1
10
8
++*&B!!
4
24
2
66
13
10
16
19
3
20
9
29
2
28.
141
1
974
1009
HE
P18
The
Philadelphia
Commercial
Museum
;
Foreign Trade Bureau

The Philadelphia
Commercial Museum
A brief account of the organization and
methods of the institution, and an
outline of the services its
Foreign Trade Bureau
renders to American exporters
The Commercial Museum
34th Street below Spruce
Philadelphia
The Philadelphia Museums
The corporate name of the municipal mu-
seum system of Philadelphia is the "Philadelphia
Museums". It is designed to develop this system
into a group of allied museums similar in character
to those maintained by the city of London.
The first to be established in this group is the
Commercial Museum. The work of this institution
is conducted by two administrative divisions: (1)
the Scientific Department having charge of install-
ing and maintaining the exhibits and conducting
the educational work carried on for the schools of
Philadelphia and Pennsylvania; and (2) the Foreign
Trade Bureau, which conducts that portion of the
Museum's work designed to make the Museum's
facilities available to manufacturers throughout the
country in the extension of their export trade.
The Commercial Museum is located in three
public buildings constructed for the Museums in
West Philadelphia. These have a floor area of
over 200,000 square feet which may be doubled
when required. The second floor of the North
Building is occupied by the executive offices,
library and Foreign Trade Bureau; while the first
floor of this building and all of the other two
buildings are reserved for the exhibits now in
place or to be installed.
2

671-41
Phila, Comm.
Reclass, 12-18-27. E.R,
THE
Methods of the Commercial Museum
HE Commercial Museum is controlled by a Board
of Trustees composed of prominent citizens of
Philadelphia, who hold office by appointment, and
eight ex-officio members, including the Governor of
Pennsylvania, the Mayor of Philadelphia, the Presidents
of the two branches of the Philadelphia City Councils,
the President of the Philadelphia Board of Public Educa-
tion, the Superintendent of Schools, the State Superin-
tendent of Public Instruction, and the State Forestry
Commissioner.
The executive head of the institution is the Director,
W. P. Wilson, Sc. D. Under his personal supervision
the exhibits in the Museum are installed, and the work
of the Foreign Trade Bureau is conducted.
The chief sources of revenue for the institution are
appropriations from the city of Philadelphia and the
state of Pennsylvania. The Foreign Trade Bureau
makes a small annual charge to members using its facili-
ties, but all the money received from this source is
3

applied directly to conducting the Bureau's work and
enlarging and building up its equipment. This makes it
possible for the Bureau to render service which fre-
quently represents an actual outlay greater than the
return received from the subscriber.
The public character of the institution of which it is
a part, has made it undesirable for the Foreign Trade
Bureau to advertise itself in this country as it would be
necessary and entirely proper for a private institution to
do. But this very feature, which makes the Bureau less
well-known at home, has made it possible for it to become
better known abroad than a private enterprise could be
under any circumstances. Its public character, as an
institution devoted exclusively to the building up of
American export trade, has made friends for it in com-
mercial and official circles and has opened to it channels
of information which are closed to any private enterprise.
Operating in this way it is impossible for it to serve
any private ends or to work with any attempt at gain or
profit.
4
Aid to American Exporters
I
N the following pages will be found a statement
of the methods employed by the Foreign
Trade Bureau in its efforts to help American ex-
porters establish and conduct a profitable foreign
business.
The Bureau is doing a work which, according
to those who are familiar with it, is not to be
matched anywhere for practical value and efficiency.
The system by which this work is done is the
result of more than a decade of practical experi-
ence with the single work of promoting the interests
of American exporters, and making the contact
between the reliable exporter in this counry and
the trustworthy buyer of American goods in other
countries more intimate and direct.
Being unlike anything else in existence, this
system is difficult to describe in a few words. All
that can be attempted is a summary of a few of the
main features.
5

How the Foreign Trade Bureau Works
THE
HE service rendered by the Foreign Trade Bureau
falls under a few general heads, although every ef-
fort is made to adapt the service to the require-
ments of the individual subscriber. Thus, while the
service rendered to no two members is identical, the privi-
leges offered by the Bureau to its subscribers come under
the three main classifications: (1) Publication service,
(2) Information service, and (3) Translation service.
I. The Publication Service comprises a system of pub-
licity and printed commercial information. There are two
regular publications, COMMERCIAL AMERICA, a monthly
paper for circulation in foreign countries, and the WEEKLY
BULLETIN, a confidential pamphlet circulated among the
subscribers to the Bureau. These two publications together
are designed to stimulate an interest on the part of foreign
buyers in American goods on the one hand, and to convey
to American exporters live and timely information concern-
ing foreign markets on the other. It is believed that this
combination of two papers covers the export information.
6
field, so far as it can be covered by periodical printed
f
matter, in a much more thorough and systematic manner
than can be done by any single publication.
2. The Information Service depends for its value, to
each subscriber, very largely upon the ability of the
member to ask specific questions. Among the subjects
most commonly covered by the members' questions are:
Reports on foreign market conditions, details of shipment,
packing, invoicing, routing, etc.; amount and method of
collection of customs duties, commercial travelers' license
taxes, and other dues; foreign collection and payment
methods; lists of reputable foreign houses handling spe-
cial lines; foreign agents, their proper location and
intelligent selection; the general character and business
methods of foreign houses; practical advice and help in
securing the payment of bad or slow foreign debts. This
list, however, suggests only a few of the lines covered by
this service.
·
3. The Translation Service is designed to put at the
command of members the Bureau's corps of thor-
oughly equipped translators, for translating foreign letters
into English or English letters into foreign languages.
Arrangements have been made also for translating circu-
lar and catalogue matter at rates lower than can ordina-
rily be secured for such work. Some American exporters
can afford to maintain their own translation departments,
but the number that can do this economically is relatively
small. The facilities offered by the Bureau for this work
have proved to be very satisfactory to the members.
7

Publication Service
Tw
WO publications issued regularly by the Foreign
Trade Bureau of the Commercial Museum for the
benefit of its subscribers are COMMERCIAL AMERICA and
the WEEKLY BULLETIN.
COMMERCIAL AMERICA is a monthly publication de-
signed for circulation among foreign buyers of American
goods and prepared with a view to conveying information
of interest and value to any one desiring to build up trade
with this country.
THE WEEKLY BULLETIN is a confidential publication
issued every Saturday to the subscribers to the Bureau.
It is a compact pamphlet, containing inquiries for Ameri-
can goods received from abroad; general news items such
as statistical matter, changes in tariff, trademark or pat
tent laws, travelers' regulations, etc., and grouped busi-
ness suggestions, notes on trade openings and lists of new
undertakings abroad offering a chance for the sale of
American goods.
8
A
Spanish edition of COMMERCIAL AMERICA will be
published for circulation in Latin-American coun-
tries beginning with the July, 1910 number; the English
edition will continue to be circulated in all other parts of
the world.
Information and Translation Services
THE
HE material gathered by the Foreign Trade Bureau
during the fourteen years that it has been in opera-
tion includes reports on the general character of over
300,000 foreign houses. These are being revised and
added to constantly by information received from resident
and traveling correspondents of the Bureau.
A large number of American manufacturers have
found that their foreign business can best be handled
through local agencies established in well-selected dis-
tributing centers. The Bureau's reports are daily being
used for supplying information making possible the intel-
ligent selection of such agencies, aiding not only in the
choice of the agent, but the point of distribution as well.
These reports are also continually doing good service in
saving needless loss from the contracting of bad accounts.
Special inquiries from members, on whatever sub-
ject, are given prompt answer from the information in
hand whenever possible, or when this cannot be done,
from reports on the subject secured from the Bureau's
correspondents abroad.
Foreign inquiries for American goods are promptly
forwarded to manufacturers who are considered likely to
be interested, and in this work members, of course, are
given preference.
Many requests are received from foreign buyers for
lists of names of American manufacturers of special lines
of goods. Connections established as a direct outcome
of these inquiries have frequently resulted in large re-
turns in the way of profitable business.
9

The Translation Department, operated as one feature
of the work of the Foreign Trade Bureau, has established
a reputation for efficiency and promptness. Members
are not charged for the translation of their regular busi-
ness correspondence, including the rendering into Eng-
lish the letters received in foreign languages, and the
putting into foreign languages of outgoing letters. One
member, testifying to the efficiency of this department,
writes:
"Your translations are promptly rendered and we really could
not do without this feature."
The Bureau is frequently asked to undertake the
translation of catalogues and circular matter. While the
demands of the regular service make it impossible to do
this work in the institution, the Bureau will undertake
the general supervision of such translations, putting the
material into competent hands, overseeing it, and giving
it revision by expert commercial translators.
302
IO
Question of Efficiency
TH
HE foregoing pages have been a rough and
incomplete outline of how the Foreign
Trade Bureau is organized and what it aims to do.
Space does not allow a full description of the
details of the systems of collecting, revising and
sending out information which have been developed
during the life of the institution. Such details,
while they might have more or less interest, are,
after all, not vital to the present or prospective
users of the service.
The main question with the exporter is not
"How does it work? but "How well does it
succeed in doing the work it attempts"? The
best answer to this is found in the opinions of
those who have applied to it the business-like
measure of EFFICIENCY.
II
Does the Bureau Stand the Test?
Information Service
Manufacturing Chemists
Our firm, as you know, is actively developing its export busi-
ness, and we find the information furnished by the Philadelphia
Museums of the greatest value.
1st. In furnishing the names of reliable firms to act as agents
and distributors of our products.
2d. In furnishing accurate information on trade conditions.
3d. In furnishing information as to the products needed as well
as the countries at the present time supplying the market.
Your services are practical and satisfactory.
H. K. MULFORD COMPANY.
Makers of Shaving and Toilet Soaps
The Commercial Museum gives us data which we would not
know how to get elsewhere.
THE J. B. WILLIAMS COMPANY.
Makers of Oil Well Supplies
The services rendered us by you in this connection have always
been so concise and, so far as we have been able to determine by
comparison with information from other sources, so correct, that it
affords us much pleasure to make a statement to that effect. We
might also add that the service has been exceedingly prompt.
OIL WELL, SUPPLY COMPANY.
Makers of Typewriters
We have made use of your services in many different ways,
many times to such an extent that we have almost wondered if we
were not imposing upon you, but the results have always been in
every way entirelv satisfactory to us.
FOX TYPEWRITER COMPANY.
12
Makers of Ink, Typewriter Supplies and Stationers' Specialties
We cannot refrain from complimenting you on the accurate and
thorough way you have handled all of our inquiries, and when the
wide range these included is considered, the service in its complete-
ness is most remarkable
During the past year we have taken occasion to write several of
our correspondents in this country of your organization, and we
will gladly allow you to use our name as a reference for the effi-
ciency and worth of the services of your various departments.
THE CARTER'S INK COMPANY.
Dealer in Gums and Resins
For efficient service, prompt response to inquiries and thorough-
ness of attention to detail, we have never had in nineteen years of
business dealings with commercial institutions, a connection which
has been more pleasing, reliable and satisfactory than the connection
we have maintained for some years with your good selves.
WILLIAM H. SCHEEL.
Translation Service
Machinists and Brass Founders
We rely upon the Translation Department for our correspond-
ence in foreign languages and have, in several instances, been com-
plimented by our foreign customers upon writing their language so
perfectly, which is, of course, due to the efficiency of your translators.
REMINGTON MACHINE COMPANY.
Makers of Street Lamps
We ship our "Sun" lamps to all parts of the world and the care-
ful and correct translation of our foreign correspondence to and from
our foreign patrons in various required languages by your Transla-
tion Department is in itself worth much more than the annual
membership fee.
SUN VAPOR LIGHT COMPANY.
Makers of Blotting Paper
We have been subscribers to your Museum for a number of years
and have found your work practical and efficient. For translating,
which has been the greater part of your service to us, you are prompt
and accurate and always obliging. We have a great deal of this
work and have found your services to be entirely satisfactory.
ALBEMARLE PAPER COMPANY.
13

CONVINCIAL AMONGS
Heller Brothery
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31
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CLASSIFIED ADVER MENTS
LUBRICATING DI
Fo
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Bel Gebo Tango Ny
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MARITICAL AVER
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COMMERCIAL
AMERICA
PONGAA
AMMONIA
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PORARIO MNITY BY THE MACK SOUM
INDEX TO BUSNESS CARIS
Cloebrow AMOR
COMMERCIAL AMERICA
The circulation of "Commercial America" is among
a selected list of foreign concerns in a position to buy
American goods and pay for what they buy.
The reading matter is prepared with the foreign
reader constantly in mind. Each issue is designed to
leave him with an active interest in American goods as
they apply to his own line of trade.
The business cards and the display advertising pages
are designed to show him the shortest way to satisfactory
purchases.
14
A
Spanish edition of COMMERCIAL AMERICA will be
published for circulation in Latin-American coun-
tries beginning with the July, 1910 number; the English
edition will continue to be circulated in all other parts of
the world.
Manufacturers of Shoe Blacking
It is with great pleasure that we assure you our advertisement in
Commercial America" has been of advantage to us, as it has been
the cause of many inquiries and has put us in direct communication
with firms selling our commodities; which is essential to any adver-
tising medium.
46
We appreciate the willingness and promptness with which you
have furnished us and answered information as to prospective cus-
tomers and conditions in the countries that are reached by your pub-
lication.
Makers of Malleable Iron Goods
If there is any satisfaction in your knowing that some of your
undertakings are meeting with signal success we wish to put in our
word especially concerning your monthly journal Commercial
America," in which we have had a quarter-page advertisement for
five years and a half.
JAMES S. MASON COMPANY.
The large number of inquiries coming to us from all parts of the
globe is evidence that you have extended your field of usefulness and
that your journal actually reaches firms all over the world.
THOMAS DEVLIN MANUFACTURING COMPANY.
"
An American Firm of Manufacturing Chemists
Through the medium of "Commercial America,
Commercial America," under the de-
partment" Agents Wanted," we have recently succeeded in placing
an agency for our
in Norway and Sweden, and
are in correspondence with several other people for agencies in
Colombia, S. A.; Spain, and the Island of Cuba and we are very well
satisfied with our investment if we get nothing more than
mercial America."
"
Com-
A General Importer in Berlin
"
We take esteemed pleasure in renewing our subscription to your
valuable paper Commercial America," which we find of much
interest and value owing to the complete information which it con-
tains about your great country.
"
An Importing House in Vienna
I have been handed a copy of a paper which it is stated you pub-
lish under the title of Commercial America." As it is exceedingly
valuable to me will you please state how I can receive regular copies.
15

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THE WEEKLY BULLETIN
OF THE PHILADELPHIA COMMERCIAL M
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A BULLETIN OF FOREIGN TRADE, INFORMATION
PUBLISHED EVERY SATURDAY
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THE WEEKLY BULLETIN
This confidential weekly circulated among subscrib-
ers to the Bureau service contains more live information
for exporters than any other publication issued in this
country. Among its regular features are:
1. A list of inquiries received for American goods.
2. A list of trade suggestions and opportunities gath-
ered from sources not available to other publi-
cations.
3. A group of export news of vital interest.
4. A list of mail and freight sailings for the month.
16
As will be seen from this list of features, it is the
purpose of the "Weekly Bulletin" to give to the export-
ing manufacturer each week, in condensed form, just
such information as will enable him to make the best
possible use of such foreign connections as he already
has, and at the same time form reliable new ones.
Below will be found some plain statements of how
this work appeals to those for whom it is done:
Makers of Firearms and Bicycles
We find your "Weekly Bulletin" of a special interest and the use
of many items in same has given us very satisfactory results.
IVER JOHNSON'S ARMS AND CYCLE WORKS.
Manufacturers of Ice and Refrigerating Machinery
"The Weekly Bulletin" gives us valuable information and we have
made it a practice to carefully follow all inquiries for ice-inaking
and refrigerating machinery, which is our special line. In several
cases we are able to trace orders directly from this source, and, no
doubt, other business has come to us for which you are entitled to
the credit.
REMINGTON MACHINE COMPANY.
Manufacturers of Shoes
The publications of the Museum are a source of benefit to us and
we have often found suggestions therein very useful.
THE GEORGE E. KEITH COMPANY.
Makers of Gas Lamps
The Weekly Bulletin" of trade opportunities, with a list of in-
quiries for goods or catalogues, together with the sailing dates of
vessels from Philadelphia and New York is continually valuable.
THE WELSBACH COMPANY.
W
17

Commercial Library
TH
HE Commercial Library of the Museum is probably
the most complete, strictly commercial library in
the world. Full commercial statistics are received
regularly from practically every country which issues them
at all. Some of these sets of commercial statistics were
never available in this country until the Museum was es-
tablished. They furnish a valuable source of information
on foreign trade movements, making possible a good
first-hand knowledge of the character and sources of for-
eign purchases. In addition to these there are being re-
ceived at all times official reports and private works on
commercial subjects. Consular reports in full sets from
American, British, Austrian, French, Belgian and other
consuls throughout the world are received as issued, and
the library contains an unusual collection of the best and
most recent works of travel and description.
The Museum is a depository for all United States
Government publications on commercial and industrial
subjects.
In the library there is a collection of tariff schedules
18
of every country in the world and these are corrected and
kept up-to-date by means of information received through
a number of official and other sources.
The library of commercial directories mentioned
elsewhere, covers practically every commercial center in
the world and represents a very remarkable collection
of books of this character. These directories include not
only the standard city directories of the principal com-
mercial centers but also a number of directories of trades
and industries.
In connection with this department of the work there
has been established a catalogue library, and all members
are urged to see that this library is supplied with their
latest catalogues both in English and in foreign languages.
The leading trade, industrial and commercial peri-
odicals published in the United States and in foreign
countries are regularly received and filed in the library,
where they may be referred to at any time.
The current matter, whether statistical or periodical,
is kept on the shelves of the main reading room, and the
more important of the superseded material is filed for
reference in the stack room, which has a floor area of
over 7,000 square feet.
The facilities which this library affords for collating
reliable and up-to-date information concerning foreign
markets, are unequalled by the equipment of any other
institution in this country. Difficult questions of both
fact and opinion concerning commercial matters are con-
stantly being answered by reference to this library for
inquirers in all parts of the country.
19
The Philadelphia Museums
34th Street below Spruce
Philadelphia
BOARD OF TRUSTEES
EX-OFFICIO
THE GOVERNOR OF PENNSYLVANIA.
THE MAYOR OF PHILADELPHIA.
THE PRESIDENT OF SELECT COUNCIL.
THE PRESIDENT OF COMMON COUNCIL.
THE PRESIDENT OF THE BOARD OF PUBLIC EDUCATION.
THE SUPERINTENDENT OF SCHOOLS.
THE STATE SUPERINTENDENT OF PUBLIC INSTRUCTION.
THE STATE FORESTRY COMMISSIONER.
BY APPOINTMENT
DANIEL BAUGH,
WILSON H. BROWN,
THEODORE N. ELY,
W. W. FOULKROD,
ELLIS A. GIMBEL,
SIMON GRATZ,
OFFICERS OF THE BOARD
W. S. HARVEY,
President.
CHARLES F. WARWICK, Vice-President and Counsel.
W. S. HARVEY,
WILLIAM W. SUPPLEE,
WM. T. TILDEN,
CHARLES F. WARWICK,
W. P. WILSON,
SYDNEY L. WRIGHT.
DANIEL BAUGH,
Treasurer.
WILFRED H. SCHOFF, Secretary and Assistant Treasurer.
EXECUTIVE COMMITTEE
WILLIAM W. SUPPLEE, Chairman.
THEODORE N. ELY,
W. S. HARVEY.
DANIEL BAUGH,
WILSON H. BROWN,
DIRECTOR OF THE MUSEUMS-W. P. WILSON, SC.D.
CURATOR-CHARLES R. TOOTHAKER.
LIBRARIAN-JOHN J. MACFARLANE.
CHIEF OF THE FOREIGN TRADE BUREAU--DUDLEV BARTLETT.
20
HF
NOV 9 1918
ބ
1009
P18
i
REGULATIONS GOVERNING
Steel
Distribution
CHICAGO
FROM WAREHOUSES
Excerpts from
Supplement No. 2
to Circular No. 4
JOSEPH T. RYERSON & SON
NEW YORK
ST. LOUIS
DETROIT
REGULATIONS GOVERNING
STEEL DISTRIBUTION
FROM WAREHOUSES
The following are excerpts from Supplement No. 2
to Circular No. 4 of the War Industries Board, Priori-
ties Division, issued October 15th. The portions here
given are such as pertain to warehouse distribution,
rearranged in proper sequence for that purpose, but
with the same section and subdivision indices as occur
in the original publication. Parts given in script are
explanations or abbreviations inserted by us where the
original text is complicated by cross references or
includes matter irrelevant to warehouse distribution.
Pledge "Sec. 9D. (b)
the retailer or customer
form:
I do hereby pledge myself not to use, or, so far as lies within
my power, permit the use of, any stocks now in or which may hereafter
come into my possession or control, save for essential uses, as that
terin may be defined from time to time by the Priorities Division of
the War Industries Board; that I will not hoard or countenance the
hoarding of stocks, and will use my utmost endeavor to insure that
they be distributed and applied solely to essential uses."
The jobber must require of
a pledge in the following
Certification for "Sec. 9D. (c)" Orders for materials
Class A Orders
for purposes taking automatic classifi-
cations or covered by Priority Certificates of A rating as
listed in Section 8 must be accompanied by a certification in
in the following form:
are
"I hereby certify that the materials covered by this order are
intended for use and will be used solely for the following purpose.
.(state purpose), and that orders for such purpose are
entitled to automatic classification of A.
rating under the
provisions of Circular No. 4 of the Priorities Division, dated July 1,
1918, as amended by Supplement No. 2, issued October 15, 1918,
and all amendments thereto
for the purpose of completing an order covered by Priority Certificate
No...
bearing A....
rating."
•1
Automatic
Ratings
or
Use whichever is applicable.
Certification for
Orders for materials for purposes
Class B and Other taking automatic classifications of
Purposes
B rating as listed in Section No. 8,
or for other purposes not enumerated herein, should carry a
statement definitely giving the purpose for which material
will be used.
"Sec. 8. Each order for materials,
equipment (see Sec. 9A), or supplies
for the purposes or uses hereinafter in this Section
mentioned shall, by virtue of this rule, automatically
take a classification as herein prescribed, namely:
(a) For the manufacture of turbines (all classes).
A-4
1
i
J
Reclass 15-4K
(b)
For the repair or construction of locomotives for use on rail-
roads under the jurisdiction of the United States railroad
administration, for use of the United States military railroads,
or for use by the allies in military operations.
(c)
For the production of electrodes....
(d) For the manufacture of rope wire and of wire rope.
(i)
(j)
(e) For the building of ships, or other water craft for and under
direct contracts with the United States Army, the United
States Navy, or the United States Shipping Board Emergency
Fleet Corporation....
(k)
(1)
.A-5
(f)
For the building of all cargo water craft, including tugs,
barges, and dredges (but not pleasure craft), save such as are
under construction by or for the United States Army, the
United States Navy, or the United States Shipping Board
Emergency Fleet Corporation....
•
(g) For the manufacture of machine tools for working both metal
and wood; of machinists' tools, of small tools, of hand tools,
and of mining tools, mining machinery, and mining equip-
ment....
•
(s)
•
.A-6
(h) For the manufacture of railroad materials, equipment, and
supplies (other than locomotives) for use on the railroads
under the jurisdiction of the United States Railroad Ad-
ministration..
..
• •
• ·
• •
• ·
•
•
For the manufacture of electrical equipment (excepting
turbines) for the generation, distribution and utilization of
electrical energy for power, traction, and light, of radio
apparatus, of electromedical apparatus, of electric welding
apparatus, of electric furnaces, of electric signal and com-
municating systems and of such electrical supplies only as are
essentially required in the installation or use of such electrical
equipment or systems, on strict compliance with the provisions
of this section and with the provisions of Circular No. 53 issued
by the Priorities Division of date October 15th, 1918
For the manufacture of farm implements.
• •
•
·
For the manufacture of electric and hand-traveling cranes,
shipyard cranes, track pile drivers, portable electric hoists,
electric monorail hoists, grab buckets, I-beam trolleys and
chain blocks, save such as are under construction for the
United States Army, the United States Navy, or the United
States Shipping Board Emergency Fleet Corporation (see
also subdivisions (ab) and (ac) hereof)..
.B-1
►
For the manufacture of textile machinery and textile machine
supplies..
(m) For the manufacture of tools, implements, machinery and
equipment required for the production, harvesting, distribu-
tion, milling, preserving, canning and refining of foods and
feeds..
•
•
A-4
A-5
A-5
.B-2
B-2
(n) For the manufacture of binder twine and rope.
(0) For the manufacture of oil-well supplies or equipment-by
which is meant supplies for the production of petroleum and
natural gas-but not including pipe lines, storage tanks of
1,000 barrels capacity or over, tank cars, or refineries (see
also subdivision (u) hereof).
.B-2
•
(p) For the operation, repair, and maintenance (not including
new construction, expansion, or materials entering into the
finished product) of coke-oven plants, mines, ore-reduction
plants, furnaces, rolling mills, wire-drawing mills, and pipe
and tube mills, employed in the production of fuels, metals
and metal products, and for the operation, repair, and main-
tenance of benzol plants and toluol plants and for the opera-
tion, repair and maintenance of plant railroads employed
in plants named herein.
B-1
.B-2
B-1
(q) For the manufacture of iron and steel chain and sprocket
wheels...
(r)
.B-2
B-2
A-6
B-2
For the manufacture of repair parts to shoe machinery and
for the operation and maintenance (not new construction,
expansion, or replacement, or materials entering into the
finished product) of shoe manufacturing plants..
B-2
For the maintenance of jobbers' stocks of heavy hardware,
farm implements, mining tools, mining machinery and mining
equipment, and similar iron and steel products, to the extent
of quantities delivered during the preceding month for uses
entitled to preference treatment as from time to time determ-
ined by the Priorities Division upon compliance with the
conditions of this section, and of section 9D, subdivisions
(a) and (b) of this circular..
B-4
(t) The automatic rating heretofore provided for in this sub-
division for the maintenance of stocks of fabricators of steel
is hereby discontinued. Fabricators may, however, make
application for priority assistance, on the regular form,
Form P. C. 15.
(u) For the production of, and for the obtaining of stocks to be
distributed for the production of, petroleum and natural gas,
including essential repairs and supplies for maintenance of
existing pipe lines, storage tanks, tank cars, and refineries,
but not including materials, equipment, or supplies for new
construction, extension, or replacement of pipe lines, storage
tanks of 1,000 barrels capacity or over, tank cars, refineries
(see also subdivision (o) hereof).
•
(v) For the manufacture of telephonic and telegraphic instru-
ments and equipment for use in connection with the military
program.
A-4
(w) For the manufacture of marine equipment to be installed in
ships or other water craft (save pleasure craft).
•
•
*
J
(x) For the manufacture of steam condensers.
(y) For the manufacture of high-pressure boilers, super-heaters
and circulating pumps.
•
B-2
A-6
A-6
(z) For the manufacture of automatic stokers.
(aa) For repairs to gas, light, water and power plants operated as
public utilities.
A-5
(ae) For the operation, repair and maintenance (not including new
construction, expansion, or raw materials entering into the
finished product) of plants manufacturing textiles, including
processes of manufacturing.
(ab) For the manufacture of locomotive cranes, including raised
pier, portal pier, and gantry types and wrecking cranes, save
such as are under construction for the United States Army,
the United States Navy, or the United States Shipping Board
and Emergency Fleet Corporation (see also subdivisions (i)
and (ac) hereof)
A-6
all
(af) For the maintenance of jobbers' stocks of the following iron
and steel products, other than as provided for in subdivision
(ag) hereof; sheared, universal mill rolled and floor plates;
blue annealed, galvanized, one pass cold rolled, and full
cold-rolled sheets, formed roofing and siding and special finish
sheets of all kinds; hot-rolled steel bars and small shapes, cold-
rolled shafting, iron bars, concrete reinforcing bars, toe calk
steel, spring steel, tire steel, hot-rolled strip steel, hoops,
bands and rails; angles, channels, beams, tee bars and other
structural shapes; wrought-iron pipe, steel pipe, boiler tubes,
mechanical tubing; rolled and drawn wire; wire rope; cold-
rolled strip steel; and tool steel; and other similar iron or
steel rolled products not of a manufactured nature; upon
strict compliance with the condition prescribed in this section
and in section 9D hereof..
B-1
B-2
(ac) For the manufacture of all types of cranes listed in sub-
divisions (i) and (ab) above, when, for, and under direct con-
tract with the United States Army, the United States Navy,
or the United States Shipping Board Emergency Fleet Corp.. A-5
(ad) For the operation, repair and maintenance (not including new
construction, expansion, or raw materials entering into the
finished product) of plants manufacturing chlorine, calcium
carbide, acetylene, oxygen, hydrogen, and hydrocarbon
gases, apparatus employed in their utilization, and shipping
containers therefor.
A-6
B-2
B-4
(ag) For the maintenance of jobbers' stocks of iron or steel products
enumerated in subdivision (af) above, when intended for use
exclusively for purposes for which automatic classifications
of A-6 or higher rating are provided in Circular No. 4 of the
Priorities Division, and amendments thereto, or for use to
complete orders covered by priority certificates of A-6 or
higher rating, upon strict compliance with the conditions of
this section and of section 9D hêreof..
A-6"
Automatic Rating for "Sec. 8A. As it is in the
Certain Repairs
public interest that existing
facilities should be operated without interruption and
also that existing equipment should be repaired rather
than new equipment constructed, each order for the
repair of, and each order for materials, equipment
(see Section 9A), or supplies for necessary repairs to,
a product for the manufacture or production of which.
an automatic rating is provided in Section 8, and all
amendments thereto, shall be entitled to an automatic
priority rating one point higher than is provided for the
manufacture or production of the product itself. The
affidavit given below should in such case refer both to
this section and to the subdivision of Section 8 providing
the automatic rating for the manufacture of the
product.
Unless rerated by express order in writing by the Priorities Com-
mittee of the War Industries Board, this order is by authority of said
Priorities Committee rated as class.
under and by virtue
of subdivision.
of Section 8 of Circular No. 4 issued by
the Priorities Division of the War Industries Board of date July 1,
1918, as amended by Supplement No. 2 issued October 15, 1918, and
all amendments thereto.
•
For the purpose of securing said rating I do solemnly swear-
(1) That I have taken and filed whatever pledge is required by the
War Industries Board from the industry of which I am a member; and
·
(2) That the materials, equipment, or supplies covered by this
order are intended for use and will be used, for the purpose or purposes
mentioned in said subdivision or subdivisions of said Section 8, and
for no other purpose."
I,
Industry Priority "Sec. 9E. The Priorities Di-
Certificates
vision has issued and is from time
to time issuing Circulars dealing with certain industries
as a whole, and providing allotments of materials for
the entire industry. Where such action has been taken
the Priorities Committee, on proper showing, issues
what is designated as an Industry Priority Certificate,
which entitles the concern to whom the certificate is
issued to order and purchase the quantity of material
specified in the certificate, and allows on such orders a
designated Priority rating. To secure the rating under
an Industry Priority Certificate, the concern entitled
to the rating must accompany its order by an affidavit
in the following form:
...
solemnly swear that I am.
(official position) of
(a) That said company holds unrevoked Industry Priority Cer-
tificate No...
dated.
issued to it by
the Priorities Division of the War Industries Board, granting it per
mission to procure materials for the construction of products as specified
in said certificate, and giving its orders placed thereunder Class
priority rating;
(name of company).
•
..?
••
-
(b) That orders placed and purchases made pursuant to said
certificate, including this order and materials already on hand, are in
the aggregate for quantities of materials not in excess of the quantities
said company is expressly permitted to purchase under the terms of
said certificate;
(c) That said company has taken and filed whatever pledge is
required by the War Industries Board from the industry of which it
constitutes a part;
(d) That materials and products covered by this order are intended
to be used and will be used for the purpose mentioned in said pledge
and said certificate and for no other purpose."
Manufacturers and producers in receiving orders
accompanied by affidavits as above set out should rate.
such orders in accordance with the automatic rating
designated in the affidavit."
The term, 'materials
Interpretation "Sec. 9A.
"Materials and and equipment' as used in the
Equipment" first line of Sections 7A, 8 and 9
and the fifth line of Section 8A shall be taken to
mean only such materials and equipment as enter in-
to the product itself as a component part thereof."

009
PI
NOV 16 20
Commerce
PUBLICATIONS OF
THE AMERICAN ACADEMY OF POLITICAL AND SOCIAL SCIENCE
No. 438
S
B
Organization of Commerce
The American System of Improving and Administering
Commercial Facilities
J. BRUCE BYALL, Philadelphia
The British System of Improving and Administering
Ports and Terminal Facilities
Russell Smith, Instructor in University of Pennsylvania
Price: 50 cents
Relation of the Government in Germany to the
Promotion of Commerce
SOLOMON HUEBNER, Assistant in Commerce, University of Pennsylvania
Reprinted from THE ANNALS of the American Academy
of Political and Social Science for November, -1904
PHILADELPHIA
AMERICAN ACADEMY OF POLITICAL AND SOCIAL SCIENCE
ENGLAND. P. S. King & Son, 2 Great Smith St., Westminster, London,
FRANCE: L. Larose, rue Soufflot 22, Paris
ITALY: Direzione del Giornale degli Economisti, Rome, via Monte
Savello, Palazzo Orsini
SPAIN. Capdeville, 9 Plaza de Santa Ana, Madrid
.........
COLOR
2.
ORGANIZATION OF COMMERCE
Commerce
THE AMERICAN SYSTEM OF IMPROVING AND ADMIN-
ISTERING COMMERCIAL FACILITIES
In this paper the endeavor will be to collate the legislation of the
Federal and of the State Governments on the subject of commercial
facilities, and to discover, if possible, the general trend of legislative
activity.
The study of harbors, the connecting link between railway and
ocean transportation, becomes of increasing interest and importance
as foreign trade develops. Unless harbors are properly constructed
and efficiently regulated foreign trade is of necessity heavily handi-
capped.
Previous to the adoption of the Constitution the various
States regulated their commerce as so many separate nations, the
Federal Government having a merely nominal suggestive power.
Not only was there no uniformity in their legislation, there was
bitter antagonism, States endeavoring to enact laws to cripple the
commerce of other States. In the actual construction and equipment
of harbor and wharf facilities, individuals were left largely to follow
their own whims and desires. From such a condition of affairs there
has been a steady change, first toward more activity on the part of
the State Governments, and later on the part of the Federal Govern-
ment.
The Constitution gives Congress the power to lay and collect
taxes, duties, imposts and excises which shall be uniform throughout
the United States; to regulate commerce with foreign nations, among
the several States and with the Indian tribes; and likewise places the
following restrictions on the States: no State shall without the con-
sent of Congress lay any imposts or duties on imports and exports,
except what may be absolutely necessary for the execution of its
inspcetion laws; and no State shall without the consent of Congress.
lay any duty of tonnage. But these clauses of the Constitution, like
many others, meant little until interpreted by the Supreme Court,
and judicial decisions, in a series of cases from 1824 to 1884, were
necessary to establish an apparent understanding between the Federal
and State Governments in the regulation of rivers and harbors.
[489]
60
The Annals of the American Academy
Legal Decisions Distinguishing Between Federal and State Authority.
By the Act of March 19, 1787, the Legislature of New York
granted to John Fitch the sole and exclusive right of making and using
every kind of boat or vessel impelled by steam on all creeks, rivers,
bays and waters within the territory and jurisdiction of the State for
a period of fourteen years. John Fitch, it appears, failed to exercise
the extensive powers bestowed upon him, and, by a number of Acts
this right was transferred to Robert R. Livingstone and Robert
Fulton, changed only as to the time limit of the monopoly. By
these Acts the exclusive right was given them to use steam navi-
gation on all the waters of New York for a term of thirty years
from 1808. According to the laws of New York, any steam vessel
without a Livingstone and Fulton license was liable to seizure
and forfeiture if found within the waters of the State. Opposed
to this was a Connecticut law forbidding any vessel with such a license
from entering the State, and, according to a New Jersey law, if
the representatives of Livingstone and Fulton carried into effect by
judicial process the provisions of the New York laws, they exposed
themselves to a State action in New Jersey for all damages and
treble costs.
This law of the State of New York finally came before the
Supreme Court in the year 1824 in the famous Gibbons vs. Ogden case,¹
and the decision was the entering wedge in the separation of State
and Federal authority over navigable waterways of the United
States. Because of its repugnance to that clause of the Constitution
giving Congress power to regulate commerce with foreign nations
among the several States and with the Indian tribes, this law was
declared unconstitutional, insofar as it prohibited vessels licensed
according to the laws of the United States from carrying on the
coasting trade, and from navigating the waters of the State of New
York. In other words, no State may exclude vessels of the United
States from her waters.
The next phase of the question was brought to light in the State
of Maryland. In 1821 the Legislature passed a law that all importers
of foreign articles or commodities of dry goods, wares or merchandise
by bale or package, or wine, rum, brandy, whisky and other distilled
spirituous liquors, etc., and those persons selling the same by whole-
sale bale or package, hogshead, barrel or tierce should, before they
19 Wheaton 1.
[490]
American System of Commercial Facilities
61
were authorized to sell, take out a license for which they were to pay
$50. In 1827 the Supreme Court' declared this law unconstitutional,
being contrary to the clause, "No State shall, without the con-
sent of Congress, lay any imposts or duties on imports and exports;"
and also to the clause, "Congress shall have power to regulate
commerce ***' That is, a tax on importers is a tax on and a
regulation of commerce and, therefore, unconstitutional.
3
The matter of registration was the next point to come before the
Supreme Court. In 1854 the State of Alabama passed a law
requiring the owners of steamboats navigating the waters of the State,
before a boat should leave the port of Mobile, to file a statement in
writing in the office of the Probate Judge of Mobile County, setting
forth: first, the name of the vessel; second, the name of the owner
or owners; third, his or their place of residence, and, fourth, the inter-
est each has in the vessel. This law also was declared unconstitu-
tional insofar as it applied to a vessel which had taken out a license
and was duly enrolled under the Act of Congress for carrying on the
coasting trade and plied between New Orleans and the cities of
Wetumpka and Montgomery in Alabama. Special State registration
is an unlawful requirement of vessels engaged in coastwise trade.
The case of Foster vs. Davenport differed from the above case
in this respect only, that the vessel seized for non-compliance was
engaged in lightering to and from vessels anchored in the lower bay
of Mobile and the wharves of the city, and in towing vessels anchored
there to and from the city, and in some instances towing the same
beyond the outer bar of the bay and into the Gulf to a distance of
several miles, but was duly enrolled and licensed to carry on the coast-
ing trade while engaged in this business. The argument of the Court
being that lightering or towing was but a prolongation of the voyage
of the vessels assisted to their port of destination.
4
The next case³ dealt with the subject of taxation. In 1866 the
State of Alabama passed a revenue law fixing the rate of taxation for
property generally at one-half of one per cent., but on all the steam-
boats, vessels or other watercraft plying in the navigable waters of
the State, the rate was placed at one dollar per ton of the regulated
tonnage, to be collected if practicable at the port where such vessels
2 Brown vs. Maryland 12, Wheaton 419.
8 Sinnot vs. Davenport 22, Howard 227.
22 Howard 244.
Cox vs. Collector 12, Wallace 204.
-
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were registered, otherwise at any other port of landing within the
state where such vessel might be. The vessels in question were
enrolled and licensed for carrying on the coastwise trade, but, as a
matter of fact, plied only on waters within the State. The Supreme
Court decided that although taxes levied, as on property, by a State
upon vessels owned by its citizens and based on the valuation of the
same, are not prohibited by the Constitution, yet taxes cannot be
imposed on them by a State at so much per ton of the registered
tonnage.
Vessels have long been obliged to pay pilotage whether assisted
to and from the harbors by pilots or not, and in 1855 the State Legis-
lature of Louisiana authorized the Master and Wardens of the Port
of New Orleans to collect five dollars from every vessel arriving at
the port, whether called upon to perform any service for the vessel
or not. But in 1867 the Supreme Court pronounced the law a regu-
lation of commerce and unconstitutional, since it was a tax levied
on all ships. It was further stated that the fees of the Master and
Wardens differed from that of the pilots, in that the pilot laws of
the States received Federal confirmation in 1789, and also that the
pilot laws rest on contract, i.e., payment for actual service.
7
The last important case of this series was that of Moran vs.
New Orleans. In 1870 the State authorized the city of New Orleans
"to levy, impose and collect a tax upon all persons pursuing any
trade, profession or calling, and to provide for its collection;" and
further added that this law should not be construed to be a tax on
property. Under the authority of this Act the city established the
following license: "Every member of a firm or company, every agent,
person or corporation owning and running towboats to and from the
Gulf of Mexico, $500." Cooper was the owner of two steam pro-
pellers, each measuring over 100 tons, duly enrolled and licensed at
the port of New Orleans under the laws of the United States, to be
employed in the coasting trade. Upon his refusal to pay the license.
judgment was obtained by the city and sustained by the Supreme
Court of the State. The Supreme Court of the United States, how-
ever, decided that the license was in reality a charge made under the
authority of the State for the privilege of employing vessels in the
manner authorized by the license of the United States and was, there-
fore, a restriction of commerce and unconstitutional.
Steamship Co. vs. Portwardens 6, Wall 31.
7112 U. S. 69.
[492]
American System of Commercial Facilities
63
This chronological review of laws and court findings is necessary,
in order to get some idea of the relation of the Federal and State
Governments in the control of vessels plying to and from our ports.
Vessels may be taxed by the State Governments, but such taxation
must be based on property value and be collected at port of registra-
tion. And no vessel licensed and enrolled under the laws of the
United States for carrying on the coastwise trade may be burdened by
any special registration, license, fee, or tonnage tax by any State.
The Constitution has been interpreted strictly, and the States are
limited in their taxation of commerce to what may be absolutely
necessary for the execution of their inspection laws.
Governmental Control of Pilots and Pilotage.
8
""
Pilots are largely under State control. Prior to 1789 most
of the States had adopted pilot laws, and these laws were early
confirmed by Congress in these words: "Until further provision
is made by Congress all pilots in bays, inlets, rivers, harbors and ports
shall continue to be regulated by the laws of the States wherein such
pilots may be or with such laws as the States may respectfully enact
for the purpose.
Friction soon arose between such States as Penn-
sylvania and Delaware, both of which have pilots competing for ser-
vice to and from ports on the Delaware River, giving opportunity to
vessels to discriminate between the pilots of the two States. This led
to a law of the United States requiring the master of any vessel
coming into or going out of any port situated upon waters which are
the boundary of two States to accept the first qualified pilot who
offers his services, whether he be licensed in one State or the other.
The Revised Statutes of the United States (No. 4237) prohibit any
State from making any discrimination in the rate of pilotage or half
pilotage between vessels sailing between ports of one State and ves-
sels sailing between ports of different States. Revised Statutes (No.
4444) make it unlawful for a State or Municipal Government to
require pilots of steam vessels to procure State or other license, in
addition to that issued by the United States, or any other regulation
which will impede pilots in the exercise of their duties. Except for
these general regulations the control of pilots and pilotage is left
to the State and Municipal Governments. Taking Philadelphia
Revised Statutes 4235.
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for an illustration, one of the duties of the Board of Wardens is to
license pilots and make rules for their government. There
There are
eighty-four pilots, half of whom are licensed by the state of Penn-
sylvania and half by the state of Delaware. They serve in turn,
first-class pilots taking vessels with draft of eighteen feet and over,
and the second-class pilots taking vessels of less than eighteen feet
draft. The rate of pilotage is fixed by law, twelve feet draft and less
being $1.87 per half foot; over twelve feet, $2.25 per half foot.
Pilotage is compulsory; a vessel entering the Delaware River must
lie beyond breakwater for twenty-four hours, if need be, waiting
for a pilot, who, when accepted, must be paid according to the
rate decided upon by the State from which the pilot shall have
come.
In New York harbor the number of pilots is limited to one
hundred and thirty. They are incorporated, take steamers by turn,
pool their earnings, and draw a salary of $200 per month when
working full time. Pilotage is not compulsory unless a pilot offers
his services. The rate of pilotage on inward bound vessels drawing
twenty-one feet draft and upwards is $4.88 per foot.
At Baltimore pilotage is compulsory. There are fifty-four
pilots licensed yearly by the State. The rate of pilotage on vessels
of fifteen feet draft and over is $5 per foot.
Improvement and Control of Waterways.
In the first part of the paper we endeavored to discover the rela-
tion between the Federal and State Governments in the general
oversight of vessels and cargoes as they come and go in the harbors
of the United States. Attention will now be directed to the re-
lation between the Federal and the State Governments in the main-
tenance, improvement and control of waterways.º
C
In a general way it may be said that the Federal Government
has authority over the channels of rivers between the wharf lines, and
that the States have authority over the docks, wharves and other
conveniences for loading and unloading cargoes. This authority
is sometimes exercised directly, as in the State of Washington, where
the State has made Constitutional provision for the protection of the
For a study of the activity of the Federal Government in improving harbors, see article
by Professor Emory R. Johnson, Annals of the Academy of Political and Social Science, Vol.
ii, page 782-811. Professor Albert Bushnell Hart's "Essays on American Government,
Chapter ix.
"
[494]
American System of Commercial Facilities
65
water front; in other States it is delegated to municipalities, and in
others individual initiative is largely left unguided and uncontrolled.
On the other hand, individuals, corporations and State authorities
are not prohibited from improving river channels, but are sub-
jected to the regulation of Congress, the Secretary of War and the
Chief of Engineers of the Army.
Prior to the adoption of the Constitution the States exercised
their sovereignty, improved waterways and levied tolls to meet their
expenditures; after 1789 the lighthouses, beacons, buoys and public
piers were ceded to the United States, and the care of them no longer
devolved on the State Governments, thus removing the principal
occasion for the collection of duties. However, the collection of
tonnage duties did not cease immediately, and Congress passed
frequent enabling acts empowering States to collect duties for needed
improvements. If a State wished to make some river or harbor
improvements she would lay her plans before Congress and if ap-
proved receive authority to collect by means of taxation of commerce
sufficient funds for the completion of the enterprise. For example,
in 1806 Congress passed an enabling Act to empower the Board of
Wardens for the Port of Philadelphia to collect a duty of four cents
per ton on all vessels clearing from the port of Philadelphia for any
port or place whatsoever, to be expended in building piers and other-
wise improving the navigation of the river Delaware.
Removal of Obstructions from Channels.
During the entire first half of the century there appears to have
been no clear understanding as to whose duty it was to supervise
the waterways of the United States and keep them in suitable con-
dition to insure safety and rapidity to commerce. Even as late as
1859 the Legislature of the State of Pennsylvania passed an Act
introduced by the following preamble which plainly indicates the un-
certainty as to where the duty should rest: "Whereas frequent
obstructions to the safe navigation of the river Delaware and the river
Schuylkill within the tidewaters thereof do frequently occur by the
sinking of canal boats, barges and other vessels and there being no
adequate remedy to compel the owner, måster or other agent having
charge thereof to raise and remove the same." The Act authorized
the Master Warden of the Port of Philadelphia immediately upon
information of the sinking of any vessel in the channel of the tide-
[495]
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waters of the Delaware or Schuylkill, within the limits of the port to
notify the owner to raise the same within ten days under penalty, and
upon failure of owner to remove the wreck the Master Warden should
do so, selling the cargo to meet the expenses. In 1864 the Act was
amended by authorizing the Master Warden to recover damages
from the owner. Not until 1880 did Congress take action upon this
subject.10 In that year the Secretary of War was authorized in case.
of the obstruction of any navigable waterway of the United States,
river, lake, harbor or bay, to give proper notice to all persons inter-
ested in the craft or cargo to remove the same, and upon their failure
to do so the Secretary of War should treat the sunken vessel as
abandoned and derelict, removing and selling both vessel and cargo
and depositing the proceeds in the treasury of the United States to
the credit of a fund for the removal of such obstructions. This act
remained unchanged for two years, but in 1882 the powers of the
Secretary of War were enlarged by authorizing him to sell the vessel
and cargo before raising the same. In 1890 he was further author-
ized¹¹ to break up and remove, without any liability for damage to the
owner, any wreck or obstruction that had been allowed to remain
more than two months. In section six of the same Act Congress
forbids the casting from any boat pier or manufacturing establish-
ment any ballast, gravel, cinders, sawdust or other waste into any of
the navigable waters of the United States, and where the casting of
such material into navigable waterways is necessary for the improve-
ment of the same a permit from the Secretary of War must be
obtained.
Construction of Bridges, Dams and Dykes.
The Federal Government, having assumed the duty of keeping
the channels free from obstructions, would naturally take the next
step of defining more accurately the boundaries of waterways. On
March 3, 1899, Congress, in order to further protect the channels of
waterways, passed an Act regulating the construction of bridges,
dams and dykes, making it unlawful to construct or commence the
construction of any bridge, dam, dyke or causeway over or in any
port, roadstead, haven, harbor, canal, navigable river or other
navigable water of the United States until the consent of Congress
10 River and Harbor Act, Section 4.
11 River and Harbor Act, Sec. 8.
[496]
American System of Commercial Facilities
67
to the building of such structure shall have been obtained and until
the plans for the same shall have been submitted to and approved
by the Chief of Engineers of the Army and the Secretary of War.
However, such structures may be built under the authority of the
legislature of a State over rivers and other waterways, the navigable
portions of which lie wholly within the limits of a single State, pro-
vided the location and plans thereof are submitted to and approved
by the Chief of Engineers of the Army and the Secretary of War
before construction is commenced. The only difference in the build-
ing of a structure over a river wholly within a single State and one
which forms the boundary between two States is that in the latter case
the consent of Congress must be obtained, which is not necessary
in the former, but in both instances the plans must be approved by
the Chief of Engineers of the Army and Secretary of War. Plans
once approved must not be deviated from in the least, either before
or after completion of structure without being submitted to and
receiving the approval of both the Chief of Engineers and the Secre-
tary of War.
Section ten of the same law extended the Federal authority,
making it unlawful to create any obstruction to the navigable
capacity of any waters of the United States, unless affirmatively
authorized by Congress; and also making it unlawful to build or com-
mence building any wharf, pier, dolphin, boom, river breakwater
bulkhead, jetty or other structure in any port, roadstead, haven,
harbor, canal, navigable river, or other water of the United States
outside established harbor lines, or where no harbor lines have been
established, without having first received the approval before men-
tioned.
Harbor Lines Established by the Secretary of War.
Section eleven of the same Act authorizes the Secretary of War
to establish harbor lines wherever it is made manifest to him that such
lines are essential to the preservation and protection of any harbor,
and beyond these lines no piers, wharves or bulkheads or other
works may be extended, or deposits made except under such regula-
tions as from time to time may be prescribed by him. He is also
authorized to require any party who is given the right to build a pier
or other structure to excavate, if necessary, in another part of the
harbor sufficient space to compensate for the water displaced by the
Monda
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structure. Prior to this date, wharf lines were located by State or
local boards, and even yet are usually so located, but wherever the
Secretary of War has fixed wharf lines, the local boards have made
their lines correspond.
Section eighteen of the same Act authorizes the Secretary of
War to compel the reconstruction of any bridge, railway or other-
wise, wherever in his judgment it is deemed an obstruction of free
navigation. In giving an order for reconstruction the notice must
be accompanied by a plan of the change recommended by the Chief
of Engineers of the Army. Failure to obey a reconstruction order is
a criminal offense, and each aditional month's delay is a new offense.
The Secretary of War, likewise, has the power when the public wel-
fare requires it to make all needful rules and regulations for the open-
ing of drawbridges and such rules when so made have the force of
law. The speed of vessels, the navigation of canals, the floating of
logs and sack rafts, all come under his supervision.
Relation of State Governments to Wharves and Docks.
The State Governments have exercised their authority over
docks, wharves and harbor lines in numerous ways and with no
attempt at uniformity. In some cases the authority is exercised
by State Boards with large discretionary power; in others by State
Boards closely guided by statutory laws; and in others still by elec-
tive municipal boards with appointed heads or by departments
under the charge of a commissioner.
The following table 12 gives the forms of wharf and dock owner-
ship and control in the principal ports of the United States:
Portland.
Boston 13
New York.
Philadelphia..
Baltimore.
•
Norfolk.
Newport News..
Savannah...
•
Railroad and Private
(C
Public,
Public,
C
""
"C
"C
"(
""
"
Massachusetts State Board on Docks and Terminal Facilities, p. 14.
18The South Boston public pier has been constructed since above date.
(C
(C
66
"
"C
<<
"C
[498]
American System of Commercial Facilities
69
Charleston.
New Orleans.
Galveston
•
•
San Francisco.
•
Public,
Railroad and Private
((
((
(C
"
Public
At San Francisco the docks are public, under the control of the
Board of State Harbor Commissioners first appointed in 1863.
This Board is composed of three persons appointed by the Governor,
by and with the consent of the Senate, for a term of four years.
They are given possession and control of the waterfront of the city
and county of San Francisco, with powers to erect structures within
a given line. The Board with the Governor and Mayor may estab-
lish rates for dockage and wharfage, collecting from each equal
sums of which the total shall not exceed a small designated amount.
The Board is empowered to locate and construct wharves wherever
it deems best and to erect all such improvements as may be neces-
sary for the safe landing, loading, unloading and protecting of all
classes of merchandise passing in and out of the city and county of
San Francisco. In the construction of wharves, no dock nor slip
may be less than 136 feet at the narrowest point between the wharves.
The Board has control of the mooring and anchoring of vessels
in the harbor and keeping the waterways unobstructed and also
the authority to extend any of the streets lying along the water-
front of the city and county to a width of 150 feet, the water side
of which may be used as a landing place on which tolls are collected.
The State of Washington incorporated in her Constitution a
clause prohibiting the State from selling or relinquishing any water
areas beyond high-water-mark "but such areas shall be forever
reserved for landings, wharves and streets and other conveniences
of navigation and commerce." A Harbor Line Commission estab-
lished harbor lines in the navigable tide water of the State adjacent
to cities, with a view to providing for docks having a length of 600
feet and avenues fronting thereon of from 100 to 250 feet in width.
By this means the water frontage of all the cities in the State is to
be preserved in a uniform condition, under the control of the State,
for the purpose of improving the State's commerce.
New Orleans has about thirty miles of water frontage on both
sides of the river. The wharves and all riparian rights are owned
and controlled by the city. Leases and licenses have, however,
[499]
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been given frequently to individuals and corporations. For many
years all wharfage charges were collected by the officers of the city
and turned into the city treasury for the maintenance of wharves
and other landings; but in 1891 a lease for a term of ten years was
made of five miles of the water frontage, the lessees being allowed
to collect and retain all charges paid for the use of the property.
This method of control did not prove satisfactory and the commercial
bodies decided that "with the keen competition of other ports
and the general tendency of business to seek ports which offer the
best opportunity for the cheap handling of freight, nothing short of
free wharfage will relieve the situation." In 1896 a law¹¹ was passed
establishing a Board of Commissioners of the Port of New Orleans
with power "to regulate the commerce and traffic of the harbor
in such a manner as may in their judgment be best for its maintenance
and development; to administer the public wharves; to construct
new wharves where necessary; to erect sheds thereon to protect
merchandise in transit; to place and keep the wharves, sheds and
levees in good condition; to maintain sufficient depth of water
and to provide for lighting and policing the wharves and sheds;
to levy charges for defraying expenses in accordance with the sched-
ule in the Act and to repossess themselves of the frontage farmed
out under the ten year lease." The Board of Commissioners con-
sisted of five men, resident in the city of New Orleans and ap-
pointed by the Governor of the State.
By the laws of Maryland the control of the harbor of
Baltimore is vested in the Mayor and the City Councils who have
established a Harbor Board consisting of the Mayor and six citizens,
having control of all matters connected with the harbor and the
expenditure of any funds appropriated therefor. The State owns
two wharves, on which are warehouses wherein any citizen of Mary-
land who raises tobacco may store it indefinitely with no other
charges than a payment of two dollars per hogshead on removal of
the same.
At the ends of some of the streets there are a few wharves
and an enclosed dock called the city dock, all owned and controlled
by the city, at which boats with garden truck and small steamboats
are furnished landings. The rest of the ownership is private.
There are six harbor masters who are appointed in the same
manner as other city officers and among their duties is that of the
14Act of the General Assembly of Louisiana, No. 70.
[500]
American System of Commercial Facilities
71
collection of wharfage and dockage rates, paying the proceeds to
the city register.
New York. The docks and wharves of the City of New York
are largely owned by the municipality under a grant in colonial
times, and are under the control of the Commissioner of Docks.
Notwithstanding this grant about half the waterfront is claimed as
private property. From 1870 until 1902 the duty of maintaining
and improving the harbor devolved upon the Board of Docks.
Previous to the organization of the dock department in 1870 there
had been no systematic plan of construction of wharves around the
city, each pier owner building to suit his own fancy or convenience.
During the period of thirty-two years in which the control of the har-
bor was vested in the Board of Docks the total gross revenue from
leased wharves increased from $315,524.54 in 1871 to $2,673,333.30
in 1902; the revenue from ferry leases and franchises increased from
$144,640 in 1871 to $303,406.47 in 1902; and the total annual
expenditure audited increased from $486,449.12 in 1871 to $2,409-
376.49 in 1902. Wharf property valued at $11,692,579.71 was
acquired by the city, and in addition to this a number of piers claimed
by private individuals was restored to the city.
In 1890 a board of United States Engineers established a bulk-
head around the island upon which the department has built several
miles of masonry which is to be continued until the island is com-
pletely surrounded. Wharf construction is now systematically
planned and carried out under the Commissioner of Docks, appointed
by the Mayor. The wharves are leased for terms of years varying
from ten years to those terminable at the pleasure of the Com-
missioner and at rentals of from $50 to $100,000 per year
under one lease. Leases may be renewed for periods of ten years,
but the aggregate number of years cannot exceed fifty. The Com-
missioner of Docks 15 has exclusive charge and control, subject in
certain particulars to the Commissioners of the Sinking Fund, of the
wharf property belonging to the corporation of the City of New
York, including wharves, piers, bulkheads and structures thereon
and water adjacent thereto and all slips, basins, docks, waterfronts,
land under water and structures thereon and has exclusive charge
and control of repairing and building, rebuilding, maintaining,
15Laws of New York, 1902, vol. ii, chap. 609.
Ma
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altering, strengthening, leasing and protecting the property. No
wharf, pier, bulkhead or other structure may be erected without
the plans first being approved by the Commissioners of the Sinking
Fund and filed with the Commissioner of Docks. He also is author-
ized to regulate the charges for wharfage, cranage and lockage of
all vessels admitted to the wharves, piers, bulkheads, slips, docks
and basins constructed under the provisions of the law.
Boston. In 1894 a joint commission on improvement of the
docks and wharves of the City of Boston found "That there is not
any public department, State or municipal, having supervision of
the business of the docks and wharves, of their capacity, size or of the
uses made of them." The number of wharves in the city at that
time was over two hundred, all private property, used for private
purposes and information concerning them rested entirely upon
the good-will of the proprietor. Since that time the powers of the
Harbor and Land Commission have been enlarged and as stated
in the laws of Massachusetts, chap. 96, sec. 7, are the general
care and supervision of the harbors and tide waters within the
Commonwealth, of the flats and lands flowed thereby; of the waters
and banks of the Connecticut within the Commonwealth and of
all structures therein in order to prevent and remove unauthorized
encroachments and causes of every kind which may injure the river
or interfere with the navigation of such harbors; injure their
channels or cause a reduction of their tide waters. The Board is
also authorized to take by purchase or otherwise, lands or materials
needed for improvements or repairs; to recommend harbor lines to
the general court which, if established by the court, become the
lines beyond which no pier or other structure may be extended.
In 1897 the Legislature 10 authorized the Harbor and Land Commis-
sioners to construct a pier and dock on the Commonwealth Flats
at South Boston at an expenditure not exceeding $400,000.
This pier 1200 feet long and 400 feet wide, creating a surface of
wharf area of eleven acres, has been built and is the one pier owned
by the Commonwealth.
16
•
Philadelphia. Contrary to the general rule, the port of Phila-
delphia was more or less carefully organized from its origin.
By the charter of 1701 William Penn constituted the city of Phila-
16Chap. 513, Acts of Massachusetts.
[502]
American System of Commercial Facilities
73
delphia to be a port or harbor for the discharging and unloading of
merchandise from ships upon so many wharves and quays as the
Mayor, Aldermen and Common Council of the city should from time
to time establish.
The wharves of Philadelphia were of two kinds, public, such as
the ends of the streets, which were for the use of the city, and pri-
vate, such as were erected by the owners of the soil. In both cases
the right of the riparian owner extended only to low-water mark,
the privilege of erecting wharves to extend into the stream being
one which the Proprietary or his successor, the State, might grant
or withhold. In 1763 the Provincial Assembly, to encourage
commerce and to render approach to these ports more secure, passed
an Act providing for a lighthouse at the entrance of the bay and
the placing of buoys in the bay and river. In 1773 provision was
made for the appointment of wardens for the port of Philadelphia
and for the regulation of pilots plying in the river and bay and the
price of pilotage. The wardens were to choose one of their number
president, examine pilots and grant certificates; make rules of
pilotage; appoint the lighthouse keeper and provide for the building
of more piers in which vessels might take shelter. Their accounts
were laid yearly before the Accounts Committee of the Assembly.
Finally in 1803 the groundwork of the present system was
adopted. The law provided for one warden and six assistant wardens,
four of whom should be inhabitants of the city of Philadelphia, one
of the Northern Liberties and one of the District of Southwark.
The Governor was authorized to appoint a harbor master, removable
at pleasure. The duties of the wardens were to grant licenses to
persons to act as pilots in the bay and river Delaware and to make
rules for their government while employed in that service, to decide.
all differences which arose between masters, owners and consignees
of ships or vessels and pilots, except in certain cases; to direct the
moving of ships and vessels in the harbor and the order in which
they should lay, load or unload at the wharves and to make, ordain
and publish such rules and regulations and with such penalties.
for the breach thereof in respect of the matters before mentioned
as they should deem fitting and proper.
In 1851 the Legislature passed a law¹7 declaring that no previous
law should be construed to authorize the building or extension of
17 Pennsylvania Laws, 1851, p. 862.
[503]
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The Annals of the American Academy
wharves on the river Delaware in front of the city and county of
Philadelphia or the establishment of wharf lines unless the wharf
lines should first be approved by the Board of Wardens for the Port
of Philadelphia.
At this time the Board consisted of the Master Warden appointed
by the Governor and thirteen port wardens appointed by the Select
and Common Councils and the Commissioners of the Boroughs of
Bridesburg, Richmond, Kensington, the Northern Liberties, South-
wark and Moyamensing.
In 1853 the jurisdiction of the Board was extended over the
entire county and only wharves licensed by them were lawful struc-
tures. The Board was now made to consist of one master appointed
by the Governor and sixteen assistant wardens elected by the Select
and Common Councils. This Act made it the duty of Councils
to fix wharf lines beyond which no wharf or pier may be built; to
keep the navigable water within the city open and free from obstruc-
tions; to regulate pilots and the better disposition of vessels within
the port.
An Act of March 31, 1864, made it the duty of the Board of
Wardens, guided by the plan prepared by the City Surveyor, to fix
the wharf lines of Delaware County beyond which they could not
authorize the construction of any wharf or pier. In the same year
they were given the authority to fix an arbitrary low water mark
beyond which no encroachment nor improvement should be made
without a license from the Board.
In 1870, owing to a decision of the Supreme Court, 18 above
mentioned, the Board of Port Wardens was constituted a depart-
ment of the city known as "the Department of Port Wardens,"
all its receipts being paid into the city treasury and its accounts
audited by the City Controller. Previous to this the Master Warden
and Harbor Master had received a fee of seventy-five cents collected
from each vessel coming into the harbor. The fee having been
declared unconstitutional, the payment of the salaries was assumed
by the State government.
The Board of Wardens has supervision of the port of Phila-
delphia under the guidance of the State and the municipal govern-
ments and operates principally through the Master Warden, and the
18Steamship Company vs. Portwardens, 6 Wallace 31,
[504]
American System of Commercial Facilities
75
Harbor Master who has charge of the placing of vessels, the
cleaning of docks and wharves and other similar duties.
Summary.
In the past we have thought of harbors and transportation
terminals as places where commerce was halted, now we are learning
to think of them as integral parts of the great carrying systems,
parts where speed and freedom of movement must be unrestricted,
where discriminations and petty bickerings which result from unre-
strained competition must be eliminated. While our foreign trade
was comparatively small and sea-going vessels, of shallow draft,
the equipment of harbors was of less importance; but with our
immense and rapidly growing foreign trade, and with modern
ocean vessels that draw from twenty-seven to thirty-three feet,
special harbor facilities are indispensable. In 1902, 561 vessels
with a loaded draft of from twenty-seven to thirty-three feet left
New York harbor. In order to provide for such vessels as these,
the Federal Government is deepening and improving our channel
ways and giving increased power and supervision to the Secretary
of War. The State and the municipal governments are centralizing
the responsibilities of their Harbor Commissioners and granting
specific powers, as well as general supervision. The Board
of Docks in New York City has been superseded by the
Commissioner of Docks. The powers of the Boston Harbor and
Land Commissioners have been increased by authority to construct
the South Boston pier. The New Orleans Board of Commissioners
was given authority to repossess themselves of the river front,
farmed out under the ten year lease and to regulate the commerce
and traffic of the harbor "in such manner as may in their judgment
be best;" while the harbor of San Francisco and the shore line of
the State of Washington are under the direct guardianship of the
State Government.
As stated earlier in the paper the Federal Government has con-
trol over the channels of rivers between wharf lines and the State
Governments have control over the docks and wharves. In some
States this authority is exercised through the municipalities as is
the case in Maryland, Pennsylvania and New York, where the ports
are controlled largely by the municipality or by a department of the
municipality, but in Massachusetts, Louisiana, California and Wash-
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ington the authority is exercised by State Boards appointed by
the Governors. But in either case the tendency has been the
same, to centralize the authority of the Board and to grant more
complete discretionary powers.
J. BRUCE Byall.
Philadelphia, Pa.
[506]
}
THE BRITISH SYSTEM OF IMPROVING AND ADMINIS-
TERING PORTS AND TERMINAL FACILITIES
European countries present a wide range of experience in the
management and ownership of ports and harbors. England alone
has many varieties, differing in nearly all cases from those most in
vogue on the Continent. Germany is a country with a highly
organized and successful governmental activity for fostering trade.
The present striking success of these efforts is calling the atten-
tion of other nations to what Germany is doing, but it is true that
England has been for more than a century the prominent figure
in the commercial world, and that, too, without the thorough and
formal organization of Germany. British freedom of trade has
had a deeper meaning than the mere question of tariffs. The
German governments act. The British government has only
guided and controlled the action of individuals.
These different policies are in part explained by the differing
history of the two nations. For nearly ten centuries England has
been united, unconquered and practically unthreatened by a foreign
foe. During the whole of this period she has had more internal
freedom in her political and economic life than any country of
Europe except Holland. For two centuries England and Scotland
have been united with freedom of trade and almost continuous
internal peace. British wars have been fought abroad. During
this same period the continent of Europe has, decade after decade,
been devastated by war from end to end, and the British manu-
facturers and traders have profited by the disturbance and have
been allowed to develop their industries naturally.
The continental manufacturer has been harassed more by tariffs
than by wars. Germany in 1818 with sixty or more tariff-levying
divisions with independent and varying fiscal policies was an impos-
sible place for import, export or the assembling of raw material.
Dynastic, military and political disturbances strengthened the hand
of centralization and fettered individual liberty and initiative.
The raw materials of the Continent, especially of Germany, were
scattered and must needs await the coming of the railway and the
steamer. Principalities, wars and tyrants dammed up the stream
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of German progress until that country with its increasing popula-
tion was a disconnected mass of prostrate possibilities needing
only the touch of opportunity to move forward with exceptional
rapidity. That opportunity has come with the latter part of the
19th century at the hands of a government that had tasted the
bitterness of defeat and had realized and acted upon the idea
that national power was desirable and only to be attained by the
raising of the efficiency of every individual and of every industry.
After the German humiliation at Jena, Prussia began consciously
and deliberately to educate that she might have efficiency and
through efficiency, power. This policy was vindicated in 1870 when
it was said that the German schoolmaster won at Sedan. It
might also be said that he is now winning in the foreign market.
The policy that began by educating the German peasant in 1820
has broken down Germany's internal tariffs, has made the leading
technical and commercial schools of the world, and through
state activity, has produced the Prussian state railway system
with its preferential and export rates; has put the export bounty
on sugar, the bounties on shipbuilding; has sent subsidized steam-
ships to the far Indies and has made Hamburg the most efficient
port in the world.
England has had a more even, a more natural and latterly
a less systematic development of commerce and its necessary facili-
ties. Her raw materials, especially of coal and iron, and her water
power have been abundant and favorably located. Internal freedom
of trade and internal peace have left her people free to develop
industry and trade. Her insular position has removed her from
danger of foreign aggression so that the force of tyranny has declined
and the individuals or the associations of individuals have been free
to act as occasion demanded, and they have met commercial wants
as they arose. Not being hampered like Germany, Britain's wants
have not accumulated until a comprehensive system was demanded.
These wants having been satisfied as they manifested themselves,
we find that instead of a comprehensive system Britain has a com-
plex accretion, the result of slow and gradual growth and chiefly
by individual initiative. Such is the system of operating commercial
facilities, such is the British school system, the British Constitution
and the genius of British civilization.
The British system has its advantages and its drawbacks.
[508]
British System of Commercial Administration
79
It was early in the field, but it is necessarily incomplete, and when
the time arrives for more systematic improvements the private
interests that first met the demand are often conservative resisters
of progress with vested interests demanding protection. This be-
comes more noticeable as the scale of modern commerce increases
and demands facilities of a magnitude that the individual finds it
impossible to supply. The British system is now at many points
beginning to show itself inadequate to meet the demands of 20th
century commerce and the more systematic competition of Germany.
Many symptoms show that the United Kingdom feels the compe-
tition of Germany and the United States and is attempting to meet
it by a
more thorough organization. The Chamberlain tariff
agitation is an effort to protect England from her rivals. She has
felt the need of a comprehensive educational system, but the passage
of a satisfactory education act is hampered by conflict with the
very numerous private schools-an outgrown result of private
initiative. In this respect England is far behind Germany. Humili-
ated Germany has spent a century in education and technical training
and equipment. The United Kingdom, the unquestioned and
unthreatened victor of the Napoleonic wars, mistress of the seas,
secure in her isles, has spent that century in strife between the
aristocratic and democratic classes who have fought within the
political arena concerning the right to vote and govern. The
British nation has now reached the point where it must repeat
and is repeating the history of Germany. Great Britain feels her
weakness and strives to improve her weak points. Individual
efficiency must and will be raised by an improved educational sys-
tem. The tariff may or may not be changed, but it will be im-
proved if possible; shipping has been protected and aided by in-
creased subsidies, and the tendency to betterment in the control
and organization of commercial facilities is suggested by the recent
agitation for bettering the port of London where it is proposed to
make vast improvements and transfer control from several private
bodies to a central authority.
The original repository of power of general control over ports
in Great Britain was the municipality but the fact that the munici-
pality rarely cared to make extensive improvements in its corporate
capacity left the field open to private activity. The size of the
operations necessary for harbor improvements and the uncertainty
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of profitable return were such that individuals and partnerships were
usually deterred from venturing into this field which was left for
the joint stock company, the corporation. But corporations in
great Britain are creatures of Parliament. So from the earliest
harbor improvements to the present day there has been a constant
succession of acts of Parliament creating bodies, private, semi-public
and public for the improvement, operation and control of docks.
and other port facilities.
The first stage in this progress was the dock company, pure
and simple. The rise and fall of the tide on British coasts is so great
that vessels must anchor far from shore or lie on the bottom at low
tide. This made slight difference in the days of light trade and
of that carried by shallops and small sailing vessels. With the
early years of the 19th century came heavier commerce and larger
vessels which needed the shelter of enclosed docks with water con-
stantly at high tide level.
The first half of the 19th century was the era of the dock com-
panies. They were organized in all the leading ports and usually
prospered upon the charges made upon vessels and goods entering
their premises. But this prosperity was not to last. The middle.
of the 19th century witnessed three changes in commerce, each
in itself revolutionary. (1) The railway gave the whole of Great
Britain access to the sea. (2) The steamship made equal improve-
ments in the accessibility of foreign lands and products. Further-
more the steamship was shortly made of iron and greatly enlarged.
(3) The coming of the free trade era caused a great increase in
the imports of bulky commodities.
The increased commerce and the larger ships made obsolete
the docks of the old sailing ship days. The improvements necessary
to accommodate the larger type of vessel were so expensive that
the dock companies were with few exceptions unable to comply
with the demands of trade and their decline set in. Except in
favored ports the time had passed when a dock company could
from its dues derive sufficient revenue to pay expensive salaries,
interest charges and dividends on its stock. Henceforth the dock
company had to be reorganized on a non-profit basis or become a
part of some larger system in which it was an integral part.
Numerous reorganizations followed, resulting in many varieties
[510]
1.
British System of Commercial Administration
81
of port arrangements, but all fall under one of three distinct types.
which will be taken up in the order named:
I. Public trust, in which the idea of corporate profit is aban-
doned in the interests of public welfare.
II. Municipal ownership and operation as a public utility,
not as a source of revenue.
III. Private ownership and control, usually by a railway
company as a part of an extensive system.
I. The Public Trust.
The public trust is the most typical of all forms and by
the compromise methods of its organization offers an excellent
example of the British way of doing things. The public trust is
a business corporation, organized like any other corporation, by
Act of Parliament. Membership upon the board of directors is
an honor but without financial reward in any way. In these respects
and in the attitude towards the public the British harbor trust
closely resembles the board of trustees of an American university.
In the distribution of the powers of appointing directors we see
the element of compromise that led to their origin. When the
increased commerce of the free trade era had brought conditions to
a standstill various official and non-official organizations had usually
been exerting more or less power and the common method was
for the Act of Parliament to give these and possibly others repre-
sentation in the board of a new and more comprehensive governing
body, the non-profit, the non-salary-paying corporation, or public
trust.
For the City of Glasgow the Clyde Navigation Trust was con-
stituted by an Act of Parliament in 1858.
It consists of twenty-five members as follows: The Lord Pro-
vost of Glasgow, ex officio, chairman; nine town counselors of
Glasgow; two nominees of the Chamber of Commerce; two nominees
of the Merchants House; two nominees of the Trade House, nine
persons elected by the shipowners and harbor rate payers. An
Act was introduced in 1901 to reduce the municipal representation in
this board.
Liverpool is unique in having no municipal representatives
whatever upon the board of its harbor trust.
The Thames Conservancy Board has control of the Port of Lon-
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don, the navigation improvements of the Thames from the deep
sea to and above London and also controls the waters of the Thames
and its entire drainage basin with certain small exceptions. By
the revision of 1894, this board has thirty-eight members appointed
or elected as follows: Appointed by the Admiralty, two; by the
Board of Trade, two; by the Trinity House, two; by the Glouces-
tershire and Wiltshire County Councils, one; by the Oxfordshire
County Council, one; by the Berkshire County Council, one; by
the Buckingham County Council, one; by the Hertfordshire County
Council, one; by the Surrey County Council, one; by the Middlesex
County Council, one; by the London County Council, six; by the
Common Council, six; by the Essex County Council, one; by the
Kent County Council, one; by the Metropolitan Water Companies,
one; by the Oxford City and County Borough, one; by the County
Borough of Reading, one; by the County Borough of West Ham,
one. Elected: By shipowners, three; by owners of sailing barges,
lighters and steam tugs, two; by dock owners, one; by wharfingers,
one. The board divides itself into an Upper River Committee
consisting mainly of representatives of the counties bordering on
the Upper River and a Lower River Committee consisting almost
entirely of Lower River representatives.
The Liverpool harbor authority is the Mersey Docks and Harbor
Board, created by Act of 1857. Of the twenty-eight members four
are nominated by the Conservancy Commission of the River Mersey,
i. e., The First Lord of the Admiralty, the President of the Board
of Trade, and the Chancellor of the Duchy of Lancaster. The
remaining twenty-four members of the board are elected by the
persons who have paid not less than £10 in dock rates during any
year. In practice this results in combinations so that the members.
really represent the commercial and mercantile organizations of
the port, as the Steamship Owners' Association, the General Brokers'
Association, the Cotton Association, the Corn Association, etc.,
thus practically duplicating in part the Glasgow method.
The public trust, being the most highly organized of British
harbor types and handling effectively the commerce of her larger
ports merits a presentation of its (a) advantages, (b) its operations
and (c) its historical development.
(a) Its great advantage in management is the directness of
control, the direct connection between the causes at interest and
[512]
British System of Commercial Administration
83
the power to remedy. If the harbor of a particular port were under
the national legislature, Parliament, harbor questions would be
dealt with by a bureaucracy or by new legislation which would
have to struggle for attention against all kinds of national, colonial
and international questions. Even under the care of the municipality
the harbor question would have to be passed upon by people whose
only interest might be in municipal sanitation, transportation,
education or other problems of city life. The harbor trust and
especially that of Liverpool avoids all of these entanglements by
placing the harbor in the hands of a select board representing only
the people who are interested in the port. The interests and the
power of remedy are united and as all rules are and must be general,
favoritism is impossible and the whole population of the city is
benefited by anything which aids and improves the commerce
of the port.
(b) The effectiveness of the harbor trusts is proved by the
success of their work. Since 1858 the Clyde, a narrow and rocky
stream has been made by the expenditure of $35,000,000 into a
safe waterway and ocean steamers now lie in the stream where
it was then fordable. Glasgow has been raised from comparative
insignificance to the rank of a great port.
Liverpool has had an equally satisfactory experience. By
Acts of Parliament of 1857-58 the Mersey Docks and Harbor Board
took over the consolidated authority over the river and port and
all the docks on both sides of the river. These improvements
had been begun in 1709, and later, by private companies which had
got into financial difficulties and sold out to the city of Liverpool
in 1855, three years before the transfer to the board. The financial
security based upon these properties and powers was excellent
and the borrowing powers of the new management were good.
Interest payments at low rates replaced the necessity of paying good
dividends and operating expenses were lightened by a board whose
members served without pay.
Heavy borrowings and extensive harbor improvements and
enlargements were immediately made and there have from first to
last been over two hundred million dollars expended upon the port.
Between 1857 and 1901, the present board made capital expendi-
tures of nineteen and one-third million pounds sterling under its
borrowing powers and two and one-fifth million pounds sterling from
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avenue.
For the decade 1891-1901 the annual expenditure for dredg-
ing was £125,000. Along with all of these expenditures and heavy
debts the financial condition of the port is satisfactory and
reductions have been made in dues on both ships and goods. At
the same time new docks are being dug and the facilities of the
port are being steadily improved, enlarged and kept abreast of latest
requirements.
In addition to docks the board owns warehouses for the storage
of all kinds of merchandise and especially constructed warehouses
for the storing and ventilating of grain. There are also privately
owned warehouses in the city which compete with these, but there
are no private docks; docks are a monopoly in control of the board.
The revenues are raised by tonnage dues on ships entering the
harbor, by dues on ships entering the docks and dues at prescribed
rates on the goods carried by the ships, provided it is not trans-
shipment cargo. The finances are managed with the double object
of making the port facilities of Liverpool thoroughly efficient and
as cheap as possible. In the former it is succeeding. The port is
magnificently equipped and complaints are rare. Surplus revenues
lead to reduction in dues.
(c) The historical development, the natural history, of a pub-
lic harbor trust can be best studied in London where for the past
five years the dissatisfaction with the old private companies has been
ripening into activity looking to the establishment of a public trust.
At the present time, London, the commerical metropolis of the
world's greatest commercial nation, still depends upon a port domin-
ated by the old private interests of the type that perished in most
of the other ports of Britain nearly half a century since. True
the control is moribund and must be superseded by a more compre-
hensive authority. The private companies of London have sur-
vived longer than those of Liverpool or Glasgow or Southampton
because they had a great commerce to spur them to great develop-
ments before the free trade era and to give them an impetus that has
carried them on with declining energy to the present time, when
they lie powerless to cope with present demands. The high value
per ton of London commerce has probably enabled it to bear burdens
that would have been unbearable elsewhere. The commerce of
the port has been suffering for some years because of inadequate
facilities, high charges, and delays in handling of freight. These
[514]
British System of Commercial Administration
85
troubles arise partly from conflicts of authority between the various
private bodies active within the port. Of these there are no less
than four:
(a) The Trinity House, controlling pilots and the marking of
channels by buoys.
(b) Thames Conservancy, having charge of the river and channel
and improvements therein.
(c) The Dock Companies, owning the docks and charging for
the use of the same.
(d) The Watermen's Company, having practically a monopoly
of and control over the lighters and river boats.
(a) The Trinity House is derived from an ancient guild or
fraternity of pilots and seamen located at Deptford Strand in Kent.
It began by having certain duties in the Government Navy Yard
at Deptford, but it is now confined to lighting, buoying and pilotage.
This Trinity House is the general lighthouse authority for England
and Wales, and Gibraltar, but its jurisdiction does not extend to many
ports, having been removed by the various port Acts of the 19th
century. It does the buoying, lighting and pilotage in the Thames
and examines London dock masters as well as pilots.
This body is a closed corporation, being composed of "Elder
Brethren" and "Younger Brethren." The Elder Brethren have
sole control, filling their own vacancies by election from the Younger
Brethren and recruiting the Younger Brethren by election from the
outside.
In the hands of this closed corporation of private individuals
the British Government leaves a considerable share of its commercial
authority and the expenditure of some special revenues raised by
light dues on shipping. Such are the methods of individualistic
and unsystematic Britain. Complaints are not numerous, although
there is danger from lack of co-operation between the Trinity House,
the channel marking body, and the Thames Conservancy.
(b) The Thames Conservancy is the channel deepening body.
This board is a creation of the same Parliament (1857) that enacted
the Liverpool and Glasgow Harbor Acts and its activity has been
one of the conditions necessary to the long survival of the private
dock companies of the port. The Conservancy Board has entire
charge of the tidal waters of the Thames, including the deepening
of the channels, the regulation of vessels within the port, the licensing
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of docks, piers and embankments, etc., and making necessary by-laws
and regulations for the control of the river.
The revenues are raised by slight tonnage dues upon all vessels
entering and leaving the port.
In addition to the danger from lack of co-operation with the
Trinity House, the Conservancy Board, while affording relief in
1857 when it was created, is now financially unable to provide
further necessary channel improvements and the traffic cannot
stand an increase of tonnage dues.
(c) The dock companies have come to a similar standstill
after an experience of a century. In 1800 the harbor was insufferably
congested. For two centuries the customs regulations had per-
mitted goods to be landed only on certain "legal quays" and "suf-
ferance wharves." Cargoes were often stored on lighters for weeks
awaiting turn at these favored wharves. In 1800 the West India
Dock Company was authorized and was soon followed by two
more. Each was given a monopoly of ships in certain trades for
twenty-one years and the privilege of building and operating bonded
warehouses. The companies derived their revenues from dues on
ships entering the docks, from goods discharged on their quays.
and from the rental of warehouses. This injured the owners of
"legal quays," "sufferance wharves," the lighters and others who
had to be compensated by the new companies to the extent of
about a million pounds sterling. The dock companies were also
compelled to admit lighters to the docks to take goods from the
vessels free of charge. This last privilege is called the "free water
clause" and has been a part of all subsequent dock legislation and
the subject of much dispute.
The great profits of the early dock companies were from their
warehouses, the want of which had been the compelling motive to
the building of docks. Consequently the rates on shipping were
put low. The expiration of the monopolies and the refusal of
Parliament to renew them was followed by a rush to build docks.
Bonded warehouses were also built outside of the dock premises
and the competition of the new docks and new warehouses was greatly
increased by the coming of free trade and the consequent decline
in the bonded warehouse business. Parliament, however, refused
in 1855 to pass the bill to repeal the free water clause as the com-
panies were still doing a profitable business, but from this time
[516]
British System of Commercial Administration
87
forward their prosperity declined. Severe rate wars ensued, their
finances were impaired and as the result of several consolidations,
there were but two strong competing companies in 1880. In the
struggle for trade each increased its debt, built fine new docks
and cut rates until they came to an agreement in 1888 and were
consolidated in 1900, but with hopeless finances, dividends having
been nominal or entirely absent for several successive years. The
capital involved was about eight million pounds in bonds and eleven
million in capital stock. While unsatisfactory to the stockholders,
the dock company is also unsatisfactory to the patrons and to the
community at large. The free water clause gives the lighters entrance
to the dock and mechanical improvements have made the lighter
a large and efficient craft depending upon steam power, and used
so much "that the docks in London themselves are in great measure
only stations at which goods arrive from the sea to be immediately
placed upon barges to be conveyed to wharves or piers at other
parts of the river or to shipping lying therein." It is estimated that
over 75 per cent. of the freight is so handled, and to the great detri-
ment of the dock company's revenues.
2
The impossibility of sorting import goods on the deck of the
ship preparatory to putting them over to the lighters has led to
the larger steamship lines making arrangements to do this sorting
on the quays and then transfer goods to lighters without paying dock
dues. These constructive "overside conditions" have led to great con-
fusion and delay. While a large ship lies alongside a quay the lighters
cannot reach the quay and sometimes the ship is immediately replaced
by another when it goes away so that two or even three cargoes
may be piled in confusion upon one quay while the owners of the
goods are losing time and paying demurrage on lighters that cannot
get at the goods they have been engaged to carry. It is sometimes
cheaper to pay warehouse dues and railroad freight than to wait
and take cargo off the quay into the importer's own lighter.
This condition is unsatisfactory to the dock companies because
they lose revenue and to the importer, the lighter owner and
private warehousemen because they are delayed and thereby lose
money.
None of the suffering parties can apply a remedy.
The efforts of the dock companies to secure legal permission.
1 Report on the Port of London, 1902, p. 30.
2 Ibid., p. 78.
[517]
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The Annals of the American Academy
to tax the lighters has been successfully opposed by the wharf,
lighter and outside warehouse interests and the London Chamber
of Commerce.
(d) The situation in the port of London is further complicated
by the Watermen's Company, the modern form of a 16th century
guild, whose members obtained their membership through apprentice-
ship and had the monopoly of running boats upon the Thames
in London limits. In its inception it was a regulation of rowboats
in the interests of personal safety. By Act of 1894 the time of service
before receiving license to run a boat on the Thames was reduced
to two years, but it includes the river steamers as well as the freight
boat, nearly 12,000 craft in all. The strike of 1900 showed that
the Watermen's monopoly may be oppressive in a port where the
lighter is such a vital factor in the daily work of handling freight.
Under the combined guidance of the four governing bodies and
the conflicting private interests, the port of London has, by the
year 1904, reached a condition of standstill where further progress
is impossible. The Thames Conservancy cannot deepen the channel,
the dock companies cannot build new docks or deepen old ones
and the Trinity House and the Watermen's Company conflict with
both. The deadlock will, in all probability, be broken by the
action of Parliament, based upon the advice of a Royal Commission,
which, after two years of investigation, has recommended a public
trust, which shall take over the property of the dock companies
and the privileges and authorities of the Trinity House, the Water-
men's Company and the Thames Conservancy insofar as they
pertain to the Thames and the port of London. This new and
unified authority if established as recommended would immedi-
ately expend for channel and dock improvements seven million
pounds, of which four and one-half million will be borrowed and
two and one-half million pounds donated by the London County
Council. The National Exchequer has no shere in this stupendous
transaction, which will represent nearly as much money as the pro-
jected Panama Canal. The revenues will be derived from tonnage
dues on ships entering the port, dock dues on ships using docks,
freight dues on all goods landed in the port and from license fees.
on lighters.
The composition of the board of directors of this new port author-
ity as proposed by the Royal Commissioners is as follows:
•
-
[518]
British System of Commercial Administration
89
"On the assumption that the London County Council and the
City Corporation accept the financial responsibilities . . . men-
tioned above . the nominated members should be appointed
by the following bodies:
(a) By the London County Council
(b) By the City Corporation
(c) By the Admiralty.
(d) By the Board of Trade
•
•
•
•
•
•
(e) By the Trinity House
(f) By the Kent County Council
(9) By the Essex County Council
(h) By the London Chamber of Commerce
(i) By the Governors of the Bank of Eng-
land from among persons belonging to
the mercantile community of London..
The elected members should be elected by different groups of
voters, viz:
5
(j) By the oversea (or ocean) trading ship-
owners
(k) By the short sea-trading shipowners.
(7) By the wharfingers and owners of private
warehouses on the river.
(m) By owners of lighters, barges and river
craft, including river passenger
•
steamers
(n) By railway companies connecting with
the docks.
II members
3
I
I
I
I
I
2
"C
3
(C
2
(C
(6
((
((
5 members
((
2
66
((
"(
"
2
The electing persons, firms or companies, should be given a
number of votes varying according to the amounts paid in dues upon
goods, or upon shipping as the case may be."
If this measure can survive the unexpected opposition of the
London County Council, the port of London will have completed
its evolution and reached the condition of the greater British ports.
This detailed account of the conditions leading up to this end
may be taken as an example, rather complex because of its size,
but none the less a typical example, of the difficulties through which
British ports have been passing in the effort to accommodate them-
selves to the growing demands of modern commerce.
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II. Municipal Ports.
In the early days of the breakdown of the private dock com-
panies, the municipalities frequently undertook the management
of their harbors. Usually this effort proved unsatisfactory and
Bristol is now the only one of the large ports that is conducted directly
and entirely by the Municipal Council, several others, including
Liverpool, having sought Parliamentary approval for public trusts
after an unsatisfactory municipal venture. Two minor ports,
Preston and Boston, have municipal ports and the Manchester city
government has taken an active part in the affairs of the port of
Manchester
The Bristol docks were begun by a private company in
1803. Continuous financial difficulties led to sale to the city in
1848. In 1877 and 1881 two private companies opened rival docks
further down the River Severn at Avonmouth and Portishead.
Desperate competition ensued between the new docks and the
municipal docks of Bristol with the result that the city, in self-defense
bought out the two private companies in 1884 at less than cost
and has since operated their plant as a part of the municipal system.
The direct management is in charge of a committee of Councils,
who employ a general manager who is responsible for the conduct
of the property. The result is satisfactory. The arrangement of
docks, quays, railway tracks, freight sheds, freight handling machin-
ery serves to make Bristol an efficient port for the handling of freight
and one of the leading importing ports for the kingdom. The
people are satisfied with their port.
In the words of the Bristol Docks Committee: "The policy of
taking over the whole of the docks by the citizens has proved an
exceedingly wise one, the foreign trade, population and wealth of
the city having enormously increased and the works having been
maintained in a high state of efficiency, generally out of surplus
revenue earned by the docks!
"The principle aimed at is not so much to make a profit as to
increase the volume of traffic by keeping the tariff of charges low
and providing from time to time (largely out of revenue), such further
sheds, cranes, quays, railways, telephones, etc., and other facilities
as the ever-changing type of traffic and vessels in which it is con-
ducted seem to call for." They further proceed to contrast their
management with that of private companies as follows: "Private
[520]
British System of Commercial Administration
91
owners, seeking only to work the docks for dividends, naturally
maintain a high scale of charges which is against the traders' interest.
They also hesitate to expend further capital until they are actually
forced to do so either by a threatened loss of traffic, or an inability
to accommodate the ordinary vessel plying at the time in the different
trades."
In comparing their port with those controlled by private com-
panies the Bristol authorities lay much stress upon the fact that
the rates are absolutely the same to all parties and that there are no
rebates whatever. The municipality has the great financial advantage
of being able to borrow its cash capital at about 2 per cent., and,
with no dividends to pay, the rates of service can be low.
At Preston and Boston, the only other fully municipal ports
the experience has not been so satisfactory. In both cases the towns
had no harbors and the payment of high railway freights drove the
people to dock building to control the freight rates. In this they
were highly successful. The dues from the ports have not, however,
as yet been sufficient to meet interest charges and the deficit is made
up from the city taxes, but the burden is cheerfully borne. The
business interests of both communities are agreed that the reduc-
tion of transportation costs, the cheapening of necessities and raw
material, has stimulated trade and industry to such a degree that,
upon the whole, the costly docks have paid.
Manchester, while not possessing a strictly municipal port
has shared in an experience somewhat akin to that of Preston and
Boston. In 1882 the people of Manchester resolved to free them-
selves from the necessity of conducting all import and export business
through Liverpool where the port charges had to be added to a
railway rate that was considered too high. The relief was to come
through the Manchester ship canal undertaken by a private com-
pany who set out to make Manchester accessible to ocean vessels
and receive their reward in tolls. Unforeseen difficulties doubled
the cost of the undertaking, the city had to come to the assistance
of the company with a first and second loan, contributing about
five of the fourteen million pounds sterling. Upon the granting of
the first loan the city received representation in the company and
with the second loan the representation became control.
The revenues of the canal have been disappointing. The city
has had to meet the interest on its stock by taxes and the private
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stockholders have had little return on their investment. It is
generally considered that the commerce of the place has greatly
improved. The coming of ocean ships to the heart of the city
has been a great aid and the opening of the canal in 1894 was immedi-
ately followed by sweeping reductions in railway freight rates. It
was estimated in the first two and a half years after opening the direct
saving in tolls and freight rates for the district amounted to ten million
dollars. It should be remembered. however, that this saving was
to the community at large and did not take the form of returns
on the capital invested.
III. Private Ports.
The most important class of private ports is that dominated by
the railroad companies. The coming of railways coincided with
and helped to produce a great boom in all branches of commerce
necessitating the reorganization of port administration and equip-
ment. All ports that were of first importance at the time of the
coming of the railroad, except London, were thus reorganized under
public or semi-public control. No private enterprise could cope
with the situation in a port with a large and well-established trade.
At the same time there were many small, often local, ports with
commerce too insignificant to warrant the building of first-class docks
and harbors under the then existing conditions, and had such been
desirable, they could not have been built by the weak communities
that would have used the improvements. Such ports, however,
offered the rapidly extending railways an opportunity to secure
their coveted terminal facilities and port connections by building
the same in places where land was cheap and possibilities of port
development seemed propitious. So it was that the railway com-
panies became the creators of ports or the improvers of ports, in
places where the population and commerce did not warrant any
other method.
Southampton is probably the most conspicuous port in the class
and the list includes Cardiff, Hull, Harwich, Grimsby and many
minor ports throughout the kingdom.
The history of Grimsby is a good example of the progress and
development of a railway port. It is particularly good because
it shows how a railway may create both a port and a city. In 1801
this port was first improved by the opening of a dock by a private
[522]
British System of Commercial Administration
93
company. Later it was sold to the Manchester, Sheffield & Lincoln-
shire Railway. This line, running east and west through the indus-
trial districts of Central England, desired an outlet to the North Sea
and between 1846 and 1852 they built a new dock, the Royal Dock,
capable of admitting the largest war vessels. From that time to
the present this railway company and its successor, the Great Central
Railway Company, have improved and extended the docks which
are the port of Grimsby and now have a water area of 1031 acres
with great extensions in view. The convenience and efficiency of
these docks are of the very best.
It may fairly be said that the railway with its harbor has made
the town. Five years before the railroad dock was begun, the town
had less than 4000 population, sixty years later, fifteen times as
many. Similar increase occurred in shipments of coal and fish and
in imports of timber and the entrances and clearances in the foreign
trade have grown nearly tenfold and now exceed those of Galveston,
Texas.
This railway company has not been content to act purely as a
harbor maker, waiting for others to create trade. The harbor, like
so much new trackage, was built to secure traffic. In 1864 Parlia-
mentary permission was obtained to run steamers to numerous
continental ports between Antwerp, Stockholm and St. Petersburg,
a large steamship company was bought out and direct service by
the company began in 1865. This service has been frequently
improved and extended. In 1891 daily sailings to Hamburg were
inaugurated. In 1889 a further Parliamentary grant authorized
connections to be established with practically all ports in Scandinavia
and the Continent east of Ghent.
While the railway company uses its docks as the terminus for
its own steamship lines there is no monopoly and it is a harbor in
the true sense and open upon payment of dues to ships of all com-
panies and nations alike. The company built it as a terminus, but
it is managed toward the public like any other public or private
dock company, as for example, the London docks or the Liverpool
docks. As at all British ports the dues charged are under parlia-
mentary limitations.
The experience of this railway company with the fishing industry
is a typical and successful example of the relation of the docks to the
prosperity of the railway. By catering in all possible ways to the
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3
North Sea Fisheries and the requirements of the fishing boats, the
company has been able to increase its tonnage dues at the docks
through the entrance of fishing boats and then to secure in the
fish shipments a lucrative freight business for the railway. Inci-
dentally, population has thronged to Grimsby to carry on this
work and the railway profits by the freight traffic of the city.
The history of Southampton and other railway ports might
be rehearsed at length, but few new principles would appear. It
would be but a repetition of the Grimsby experience with variation
in details.
The tendency in British port ownership seems to be toward
private ownership and in the form of railway termini. The docks
of London will probably be transferred to a public trust and
there may be occasional repetitions of this movement and occasional
examples of municipalization; but the great ports are firmly fixed
and the greater number of changes within the past thirty years
have been toward the building of railway ports in the smaller cities.
The British railways are consolidated into a few strong companies
and the building of a dock as a part and feeder of a great system is
a natural step in its development. There is a tendency in commerce
at the present time toward the building up of numerous smaller
ports both for the foreign and the domestic trade. Few of these
places will reach importance without the railways provide the
facilities. They are of the size that the railways have taken hold
of in the past and the railway will usually feel the need of docks
and build them before the municipality or a public trust would
think of undertaking it. Such, at least has been the case in the
recent past and there appears to be no reason to anticipate a change
in the near future.
J. RUSSELL SMITH.
University of Pennsylvania, Philadelphia.
a Special fish docks were built, enterable at all times of the tide, with graving docks, floating
dry docks, hydraulic coal hoists to put coal directly into fishing steamers and an artificial
ice plant alongside the quay.
[524]
RELATION OF THE GOVERNMENT IN GERMANY TO THE
PROMOTION OF COMMERCE¹
Prior to the unification of the Empire in 1871, Germany repre-
sented an agricultural nation with few manufactures, with scarcely
any merchant marine and with comparatively little foreign trade.
Nearly two-thirds of the population was rural. Her industrial
capital was small and business in general was conducted with extreme
care and caution. Within the short space of a few decades, however,
the situation has been strikingly reversed, and her interests, instead
of being mainly agricultural, have become overwhelmingly those of
a manufacturing and commercial nation. Her population, already
equal to over 650 for every thousand acres of food-producing land,
still shows the surprising increase of eight per cent. during the
half decade from 1895 to 1900. No less than fifty-seven per cent.
of her fifty-six million people in 1900 were engaged in industry
and commerce as distinguished from agricultural pursuits; while
during the generation from 1871 to 1900 her urban population in-
creased fifteen and three-fourths millions as opposed to an increase
of only fifteen and one-third millions for the entire country. In
other words, Germany has reached an economic position which
is essentially that of the United Kingdom, of a country no longer
self-contained, but whose industries depend to an increasing
degree upon raw materials from abroad and one-third of whose popu-
lation is fed with foreign food. To protect herself against the vicis-
situdes of the future, Germany must necessarily become more and
more an exporting and maritime nation.
Such being the problem which demands solution, it is easy to
understand why the several governments, State and Imperial, have
utilized every means at their disposal to stimulate trade and navi-
gation. Indeed, government aid in Germany has been extended
so as to embrace every phase of commercial activity. In the first
".
¹Among the chief authorities relied upon in this sketch_are the British Diplomatic and
Consular Reports; The American Consular Reports; the Reports of the Commissioner of
Navigation from 1899 to 1903; "Hamburg's Handel und Schiffahrt;' Lotz's "Verkehrsent-
wickelung in Deutschland 1800-1900;' H. R. Meyer's series of articles on German canals and
railways in the Railway Age for 1903; and Alfred von Weber-Ebenhoft's articles "Waterways
in Europe" in the International Quarterly for 1904. Special mention must be made of Dr
Wiedenfeld's "Die nordwesteuropäischen Welthäfen.' Information has been freely drawn
from this work. It proved to be extre.nely valuable on account of its general and exhaustive
treatment of the subject.
"
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place, German manufacturers enjoy a foreign market which has been
vastly enlarged since 1891 through favorable treaty arrangements.
Large sums are expended annually in fostering industrial and com-
mercial education to an extent seldom met with in other countries
and with results which have called forth warning notes from British
and American Consuls in all parts of the world. The shipbuilding
industry is favored not only with preferential railway rates and
an exemption from the payment of customs duties on shipbuilding
material, but also with a monopoly in the construction of national
war vessels and subsidized mail steamers. Furthermore, the Im-
perial Government has embarked upon a policy of subsidizing the
merchant marine. Over 7,000,000 marks are paid annually in the
form of mail subsidies to those lines which are engaged in the Asiatic,
Pacific and African service. While this sum is paid, nominally,
for carrying the mails, there can be no doubt that an equally impor-
tant reason is the desire to strengthen the navy, to free German
commerce from the agency of foreign nations and to extend German
trade and influence to those parts of the earth where her position
is weakest and where private initiative, if left to itself, might prove
inadequate.
All these methods of assisting commerce, however, constitute
only a part, and perhaps the smallest part, of the general system
of government aid. In her search for a short cut to commercial
power, Germany, like all the great nations, has emphasized the
importance of cheap and easy transportation in the winning of
distant markets. Neither money nor labor has been spared in an
endeavor to facilitate transportation to the innermost parts of
the empire and to unite the highly ramified system of artificial
and natural waterways of the interior with the larger commercial
life of the ocean. It is to a discussion of this last phase of German
commerce that the present paper is principally directed. In this
connection it will be attempted to state briefly the essential facts.
with reference, first, to the control and improvement of the harbors;
and, secondly, to the relation which exists between these harbors
and the interior through the network of rivers, canals and rail-
ways.
I. The Management of Harbors.
Although the Imperial Government of Germany exercises a
large measure of control over the merchant marine and over naviga-
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Promotion of Commerce in Germany
97
tion on interstate waterways, it possesses, broadly speaking, no
authority to construct or manage harbors, this function being
intrusted solely to the care of the several States.
In Hamburg and Bremen the harbors are operated as State
property, the work of construction being placed in the hands of
a special department for this purpose and the general supervision
and care of the harbor being exercised in Hamburg by a Depart-
ment of Trade and Commerce and in Bremen by a Department for
Harbors and Railways. Over both these departments stands the
Senate of the State, which exercises the ultimate executive power.
All expenditures for purposes of construction and operation are
borne by the two city-republics themselves, and are defrayed from
general taxation. The receipts, on the other hand, are merged
with the general income of the State, there being no necessary
connection between the expenditures for harbors and the receipts
derived therefrom.
In the case of both these world-ports, the State either owns
or controls the larger portion of the warehouse system. Bremen,
for example, in return for a stipulated percentage of the net earnings,
furnishes the ground and constructs the buildings, but does not
interfere with the management or business activity of the system,
except as regards the regulation of the warehouse dues. Ham-
burg, on the other hand, does not in the main assume the duty of
constructing the buildings, but merely leases the ground for a certain
percentage of the net earnings to a Free Harbor Warehouse Asso-
ciation. This association, while obliged to construct all neces-
sary buildings and bear all financial losses, is, nevertheless, subject
to a large measure of State control. To the Senate belongs the
right of regulating the warehouse dues and of determining the
nature of the buildings to be constructed. Likewise all acts which
involve an increase in the capital stock or indebtedness of the asso-
ciation, or a change in its rules must be sanctioned by the Senate.
Finally, the State is represented in the directorate of the association
and possesses the power to suspend any act of that body until the
Senate may have passed on its expediency.
What has been said concerning Hamburg and Bremen holds in
a general way for the other German harbors. As a rule, their
construction and management is intrusted to the care of local boards
or commissions subject to the general supervision of the State:
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in Luebeck to a Board of Public Works and the police authority,
in Rostock to a Board of Public Works, and in Wismar to a Harbor
Department. In Prussia the management and improvement of
harbors is conducted either under the supervision of the Board of
Public Works for each respective city or by permanent commissions,
which are local in character, but which must receive the sanction of
the State as regards harbor improvements and other important
changes. To be specific, all harbor matters in Stettin are man-
aged by a Board of Public Works; in Kiel, by a Harbor Commis-
sion; in Flensburg by a Harbor and Bridge Commission; in Swine-
muende, by a Royal Commission of Navigation officiating as a local
authority; and in Koenigsberg by a Royal Harbor Police Com-
mission. The operating expenses, as a rule, are borne by the local
communities and are defrayed from the harbor receipts.
II. Improvement of Harbor Channels.
During the last twenty-five years nearly all the leading sea-
ports of Northwest Europe have exerted themselves to the utmost
in an endeavor to adapt their facilities to the growing conditions.
of international trade. Indeed, practically all the leading ports,
with the exception of London, have remained close rivals in this
respect during the whole of this period. This strenuous compe-
tition may be attributed, first, to the rapidly increasing size and
draught of ocean steamers, and, secondly, to the struggle between
these ports for the Eastern trade and the consequent desire to
accommodate ships of the Suez standard. The less anyone of these
harbors is dependent upon the influence of tide, the greater is the
advantage of that port. Hence any effort on the part of one harbor
to deepen its channel or to improve its facilities for landing, loading
and unloading, has resulted in a corresponding effort on the part
of the other ports.
As regards the channel leading from the sea to the landing place,
the German-Dutch-Belgian ports cannot be said to have been
favored by nature. Whatever position these harbors now hold has
been the result of vast labor and expenditure and the improve-
ments have by no means been completed. Hamburg, until about
1850, possessed a channel measuring only from 4.0 to 4.3 meters.
in depth at high tide. At an enormous expenditure this depth
has been increased to 8.3 meters, while arrangements have been
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Promotion of Commerce in Germany
99
made for a further increase of 1.7 meters. Bremen has also labored
under unusual difficulties since its original channel measured only
2.5 meters in depth. After an outlay of some 50,000,000 marks,
however, this city has secured a channel which can accommodate
ocean-going vessels with a draught of 6 meters.
The three Dutch-Belgian ports have each abandoned their
original channel during the nineteenth century, and with the help
of the State have constructed for themselves an entirely new open-
ing to the sea. Amsterdam has received fully 37,000,000 marks
from the State during the last thirty years for the improvement
of the North Sea Canal and has increased its depth to 9 meters,
so that all ships, except the very largest, can obtain an easy access
to the port. Rotterdam, assisted liberally by the National Govern-
ment, has secured the construction of a new channel at a cost of
approximately 61,700,000 marks. For Antwerp the State has also
expended large sums toward deepening and straightening the channel,
and, according to plans now being arranged, it is intended to increase
the present depth of 6 meters at low tide and 10.4 meters at high
tide to 8 and 12.4 meters, respectively. In the case of every one
of these ports large sums have thus been expended to secure a suit-
able waterway. With the exception of Bremen, each port has
also plans arranged for or under prosecution, which, when com-
pleted, will enable it to receive vessels with a draught at least equal
to the Suez standard.
III. Improvement of Harbor Facilities.
The rivalry between the leading ports of Europe concerning
the improvement of their channels also exists in the provision of
basins, wharves, warehouses and other necessary equipment. Enor-
mous sums have been paid by most of the ports in rendering easier
and swifter the process of loading and unloading. Particularly
is this true of Hamburg, nearly all of whose harbor facilities have
been constructed during the last twenty years. Even as late as
1866 all sea-going vessels were obliged to anchor in the open stream,
and the whole process of loading and unloading had to be conducted
by means of lighters. About that time, however, Hamburg began
the construction of a series of improvements with the result that
to-day her system of docks and piers is reputed to be the best in
existence and her ship lines, according to Dr. Wiedenfeld, enjoy an
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The Annals of the American Academy
ease of communication with the shore far superior to that furnished
by the English ports.
Besides possessing probably the best system of warehouses.
in the world, Hamburg has made admirable connection with the
railways and interior waterways. Separate harbor basins have
been constructed for the numerous canal and river boats where
they may remain to await the arrival of steamers. The steamer
basins have been constructed with a view to making a swift transfer
of freight to and from vessels the prime consideration, any gain
in this respect meaning of course a corresponding gain in the length
of available piers. The wharves, besides being exceedingly spacious
and built of durable material, are amply supplied with hydraulic
machinery. At the present time the basins cover an area of 336.4
acres, while the total length of quays approximates 8.5 miles. Ex-
tensions are now being made, however, which will increase the area
of the basins to 612.56 acres and the length of the quays to 12 miles.
When this project is completed Hamburg will have spent some
180,000,000 marks since 1880 for its harbor facilities-of which sum
the Imperial Government contributed 40,000,000 marks at the time
of Hamburg's accession to the Customs Union—and this enormous
outlay does not include the large sums expended in deepening and
otherwise improving the channel, or in constructing the excellent
system of warehouses. It only requires the further deepening
of the channel, for which arrangements have already been made,
and the completion of the extensions referred to above, to make
Hamburg's harbor satisfy the highest requirements of modern
efficiency.
What has been said of Hamburg is true of Bremen and the
Dutch-Belgian ports, though on a smaller scale. In the provision
of appliances for loading and unloading freight these harbors are
practically on a par, and meet the latest requirements. In all,
too, the construction of the harbor was so arranged that the new
warehouses would be situated at once near the water and in the
immediate vicinity of the large mercantile offices.
Limiting our discussion to the sums expended, it appears
that subsequent to 1885 Bremen has paid in round numbers 93,-
800,000 marks for its harbor facilities, exclusive of the 50,000,000
marks devoted to the deepening of the channel. Of this sum the
Imperial Government contributed 12,000,000 marks when Bremen
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Promotion of Commerce in Germany
101
joined the Customs Union in 1888 and 1,800,000 marks towards
the construction of the Kaiserdock at Bremerhafen. Exclusive
of the expenditures for the improvement of the channel, Amster-
dam has spent 42,500,000 marks for its harbor facilities; Rotterdam
about 30,000,000 marks; 'while Antwerp since 1879 has paid approxi-
mately 130,000,000 francs, of which sum the State contributed
considerable more than one-half. Large sums have also been
expended in Stettin, Danzig, Kiel, Emden and other smaller ports
on the North Sea. Stettin after an outlay of some 40,000,000
marks has secured a harbor which is not only beginning to share
in the American trade, but which at the expense of Copenhagen
and Gothenburg, is rapidly acquiring more and more of the Russian
and Scandinavian trade. Altogether, it has been estimated that
the several governments of Germany have devoted about $125,000,000
since 1888 towards the improvement of harbors, and that of this
sum about six-tenths has been used for the channel and other facili-
ties of Hamburg alone. This single port, it has been said, "has
spent more money than any other two harbors in the world together
during the last score of years to perfect its technical facilities."2
IV. Commercial Growth of Harbors.
Along with the large expenditures for harbor improvements
there has followed an increased power to handle traffic and a tre-
mendous growth in the importance of these harbors from the stand-
point of international trade. This becomes especially clear if one
compares the net registered tonnage of vessels entering and leaving
the various ports. Thus the total net registered tonnage of vessels
engaged in foreign trade has been compiled as follows for the eight
leading harbors of Northern Europe:
London
Liverpool.
Hamburg..
Bremen
..
Antwerp.
Rotterdam.
Amsterdam
Havre..
•
•
TOTAL FOREIGN TRADE IN THE YEAR. 3
1000 Net Registered Tons.
1870
•
.7,116
.6,773
.3,200
1,325
.2,282
.2,096
714
.2,321
•
1880
10,577
9,659
5,529
2,345
5,982
3,368
1,463
3,912
1890
13,481
10,941
10,417
3,482
9,022
5,754
2,068
4,419
1900
16,701
11,668
16,088
5,032
13,366
11,733
2,972
4,406
A glance at the above table will show that the tonnage of Ham-
2Wolf von Schierbrand: "Germany: The Welding of a World Power,"
Wiedenfeld's "Die nordwesteuropaeischen Welthaefen," p. 361.
p. 201.
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The Annals of the American Academy
burg in 1900 (16,088,000) is but slightly less than the tonnage
of London (16,701,000); while Antwerp and Rotterdam each
has a tonnage which about equals that of Liverpool. It appears,
furthermore, that the tonnage of the three ports of Hamburg,
Rotterdam and Antwerp has increased during the last thirty years
by 443 per cent. as opposed to an increase of only 135 per cent.
for London, only 72 per cent. for Liverpool, and 90 per cent. for
Havre. Indeed, during the single decade from 1890 to 1900 the
total net registered tonnage for the first three cities increased over
63 per cent., whereas for London, Liverpool and Havre the increase
but slightly exceeded 13 per cent. For the year 1902 the total
imports and exports of Hamburg were approximately $1,707,664,000
and for Antwerp $660,060,000, as opposed to $528,741,000 for Bremen,
$1,260,290,000 for London and $1,138,700,000 for Liverpool. It
is interesting also to note that the combined trade in tons of the four
ports of Koenigsberg, Danzig, Luebeck and Stettin has increased
by approximately 50 per cent. during the decade from 1890 to 1900,
or at a rate not very much below that of Hamburg and Bremen.
V. Construction of Canals and Canalization of Rivers.
The extraordinary growth which we have just noted in the
sea navigation of Hamburg, Bremen and the Dutch-Belgian ports
can only be explained by their good connection with the German
interior. It is the relation to a large and productive interior, more
than any other factor, which determines the international importance
of harbors, and Hamburg, be it said in this connection, is more
favorably situated than any other city of the Old World. Its
influence extends not only over most of Germany and Austro-
Hungary, but, as regards certain commodities, even into Russia
and Switzerland. Besides being the terminal of seven systems
of railways, this port receives the traffic drained by an extensive
network of inland waterways which carries its influence into central
Europe. The Elbe and Moldau rivers, navigable for a distance
of 582 miles, secure for Hamburg the trade of the region around
the important centers of Magdeburg, Dresden and Prague. The
Saale, Havel and Spree rivers drain the commerce of Thuringia
and Berlin; while the Oder-Spree and the Finow canals make
tributary to this port a large portion of the trade from Silesia, the
whole Upper, Middle and Lower Oder, as well as the Warthe. In
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Promotion of Commerce in Germany
103
large measure this extensive system of waterways is navigable
for ships of 400 tons, and, in the main, does not require the payment
of tolls.
Bremen, as contrasted with Hamburg, is at a disadvantage
when we consider inland navigation, its influence being confined
chiefly to the relatively unimportant Weser. The Dutch-Belgian
ports, however, derive traffic from the rivers and canals of nearly
the whole of Northwest Europe. Besides controlling the trade of
the numerous waterways of Holland and Belgium, they share in
common the commerce of the Rhine. This river is navigable as far
as Mannheim (a distance of 560 km.) for ships of 1500 tons, and
to Strassburg (700 km.) for ships of 800 tons. Through its princi-
pal tributaries-the Meuse, the Mosel and the Main-it also draws
to these ports much of the trade drained by the numerous canals
of France and Western Germany. The Meuse, for example, has
been rendered navigable through canalization for ships of 300 tons
for a distance of 600 kilometers. Through canals this river has
also been connected with the Rhine, the Seine and the Sâone-Rhone,
thus making tributary, especially to Rotterdam, much of the trade
from all of Northern and Eastern France. The Mosel, navigable
to Nancy for 200 ton ships, is likewise united with the system of
French canals. The Main has been canalized so as to be navigable
for ships of 1500 tons as far as Frankfort, for 120 ton ships as far
as Bamberg, and from there has been connected with the Danube
through the Ludwig canal. Proceeding still further up the Rhine,
we find that Strassburg has been united with the whole of Alsace
and with the Sâone and Rhone by means of canals which can accom-
modate ships of at least 200 tons.
This extended account of existing waterways is given with
a view of showing the extent to which the State has assisted com-
merce by constructing canals and canalizing rivers. The importance
of such aid cannot well be overemphasized. Transportation by
water has decided advantages over transportation by rail inso-
far that cheap and bulky commodities can be carried much more
cheaply over long distances, and, secondly, because tolls on those
artificial waterways of Germany which belong to the State are
levied strictly in accordance with the cost of maintenance and
replacement.
These two advantages of water transportation-cheap con-
[533]
104
The Annals of the American Academy
veyance for bulky commodities and a tariff policy varying with
the cost of maintenance—are of fundamental importance in Ger-
many where the railways constitute a State monopoly used largely
as a revenue producing agency of the government, and where the
leading manufacturing centers and the principal sources of fuel
and raw material are situated remotely from the coast. This be-
comes especially apparent when it is remembered that the receipts
per ton-mile concerning the traffic on the rivers in Germany varies
between 0.176 ct. and 0.519 ct., and upon the canals from 0.346
ct. to 0.692 ct., whereas for the railways the average earning per
ton-mile in 1899 was about 1.42 cents. Roughly speaking, there-
fore, the rates on the rivers and canals may be said to be about
one-third as high as those charged on the railways. Moreover,
there is the important consideration that subsequent to 1875 the
average receipts per ton-mile on the waterways decreased about
50 per cent. as opposed to a decrease of only 15 per cent. on the
railways."
4
Along with these low and declining freight rates has gone
a marvelous increase in traffic. During the twenty years from
1877 to 1897 the number of canal and river boats increased 28
per cent.; the carrying capacity of these boats, however, increased
during the same period to 3,400,000 tons or 143 per cent.; while
the actual traffic increased 159 per cent. Practically all the recent
canal projects of the country have in view the accommodation
of 600 ton ships west of the Oder and 400 tons ships east of that
river. In 1900 the canals and rivers carried approximately 24
per cent. of the total traffic of the country, the average haul being
320 kilometers or twice that on the railways.
It is from the standpoint of the import and export trade of
the leading ports, however, that the importance of interior water-
ways has shown itself most prominently. By weight about one-
half of the export trade to the Dutch ports from the region along
the Rhine and about three-fourths of the import trade moves by
river. Indeed, during the decade ending in 1900 the trade of Rotter-
dam by way of the Rhine has nearly trebled and at present exceeds
the railway traffic of the city by almost two times. Likewise,
of the extensive trade between Hamburg and the region tributary
H. R. Meyer: Railway Age, July 17, 1903. pp. 62.
•Ibid.
[534]
Promotion of Commerce in Germany
105
to the Elbe and Oder rivers and the Oder-Spree canal, over four-
fifths by weight and nearly three-fifths by value is carried by water.
These figures illustrate the tremendous importance of inland
navigation in developing industry and in enlarging the export trade.
Yet in the effort to extend water-routes to every part of the Empire
Germany has been only one of a number of European countries,
which are all striving to accomplish the same end. Some notion
of this activity may be gained from the statement that since 1830
Belgium has spent in the neighborhood of five hundred million
francs on its inland waterways. France, according to its programme
of 1879, has already devoted thirteen hundred million francs toward
the improvement of its rivers, canals and harbors; while Austria
and Russia are likewise executing extensive improvements along
this line.
In Germany, moreover, projects are under consideration, which,
if carried out, will add greatly to the 5495 kilometers of artificial water-
ways existing in that country. The Prussian Canal Bill communi-
cated to the Landtag in January, 1901, proposed an expenditure
of nearly four hundred million marks. Besides providing for the
opening of the whole region of Silesia by means of canals, and the
canalization of a number of important rivers, this bill empowered
the government to construct a Rhine-Weser-Elbe-canal, an Oder-
Vistula canal and a large waterway between Berlin and Stettin.
The Elbe and Oder being already connected, this bill contemplates
a union of the five great rivers of Germany which flow into the
North and Baltic seas. Among numerous other projects may be
mentioned the proposed enlargement of the Danube-Main canal,
and the plan of Austria to unite the Danube with the Elbe-Moldau
and the Oder. If these plans are realized, it will mean not only
a union of the five great rivers of Northern Germany with their
numerous tributaries and branch canals, and a continuous waterway
from end to end of the German Empire, but through the Rhine
will also mean a union of these waterways with the Seine, the Sâone
and the Rhone. Moreover, the Danube will be connected through
separate canals with the Rhine, the Elbe and the Oder, thus consti-
tuting an uninterrupted water-route from the North Sea to the
Black Sea. The principal obstacle to the realization of these larger
plans is the opposition of the Agrarian Party. But Germany is
rapidly outgrowing its agricultural conditions, and there is every
[535]
106
The Annals of the American Academy
reason to believe that an important form of State aid to commerce
in the future, as in the past, will be the construction of canals and
the canalization of rivers.
VI. Influence of Preferential Railway Rates.
In the foregoing pages the discussion has been concerning the
improvement of harbors and interior waterways. It now remains.
to discuss briefly the manner in which the State has endeavored
to facilitate transportation by rail.
Owing to the central position of Germany in Europe, her ports
and railways must necessarily compete with those of the surrounding
nations. To meet this competition and to assist in developing
home industry and the export trade, the railway management of
Prussia has from time to time introduced numerous so-called prefer-
ential railway tariffs. In the main, these tariffs have also been
adopted by the other German States, the various railway manage-
ments presenting in this respect a united policy in the interests of
the whole nation. Compared with the rates of other leading
European nations, these preferential tariffs are conspicuously low,
and are applicable at present to no less than 63 per cent. of the total
railway ton-mileage of the country.
6
-
A detailed examination of these preferential rates shows that
they operate to the advantage of the German North Sea harbors.
as opposed to the Dutch-Belgian ports, the Russian Black Sea
harbors and the Austro-Hungarian ports on the Adriatic. Even
at the expense of its own seaports, Prussia has granted preferential
rates to Hamburg and Bremen in order to assist them in their compe-
tition with the harbors of Northwest and Southwest Europe. Thus,
for example, to divert traffic away from the Dutch-Belgian ports
preferential rates are granted in the trade between the German
coast and the Rhine-Westphalian region on tobacco, cotton, fish,
coffee, rice and a variety of other commodities, the rate being as
low for the distance from Essen to Bremen as for the distance from
Essen to Amsterdam. Likewise, to counteract the influence of
the harbors on the Adriatic and Black Seas, preferential rates are
7
"For a complete statement of all the preferential railway rates in force on the Prussian
State lines in 1897, see the list prepared by Mr. W. S. H. Gastrell (British Accounts and Papers
for 1898, vol. xcii, p. 54). For the most important additions to Mr. Gastrell's list of 1897
see the list prepared by Mr. Robert Collier (British Diplomatic and Consular Reports, No
574, Miscellaneous Series, Feb., 1902. A Report on Prussian Railways).
"Wiedenfeld: "Die nordwesteuropaeischen Welthaefen," p. 322.
[536]
Promotion of Commerce in Germany
107
ww
accorded to cotton, tobacco, coffee, rice, hides, iron ore, petroleum
and a large variety of articles which are forwarded via Germany
to Austro-Hungary, Russia or Roumania.8
Other instances may be mentioned to show that where the
interests of German industry or international trade make it desirable,
the German railway managements have not refrained from granting
preferential tariffs without regard to the nationality of the port.
To illustrate, the Dutch-Belgian ports, though deriving a large
share of their trade from the interior waterways of Germany, are also
dependent for another large portion upon the railways of Germany.
It is true that much of their trade is diverted to the North German
coast; but on the other hand, they enjoy the benefits of special rates
in the exportation of such commodities as coal, grain, iron and other
minerals and the importation to Southern Germany and Switzerland
of products like coffee, tea, cocoa, pepper and rice.
9
One other important feature of the German system of rail-
way rates remains to be noticed, namely, the so-called Levant
and East African Traffic Tariffs. According to these tariffs, intro-
duced respectively in 1890 and 1895, largely reduced rates are
granted by the State railways to goods exported from the interior
of the country to a large number of places in the Levant and East
Africa, as well as to stations on the Oriental and East African railways.
Aside from a reduction in the usual rates, these traffic tariffs also
offer the advantage of sending goods on through bills of lading from
the place of departure to the foreign point of destination. Summar-
ized according to different classes of goods the reduction in freight
afforded by this arrangement is as follows: "For the goods of
Special Tariffs II and III only 1.5 to 1.7 pf. is charged instead of
3.5 and 2.2 to 2.6 pf., for the goods of Special Tariff I only 2.0 to 3.0 pf.
instead of 4.5 pf., for all other goods in car-load lots only 3.0 to 3.4
pf., for piece goods only 3.5 to 4.5 pf. instead of 6 to 11 pf. per
km".
"10 In general the rates are about one-half as high as the ordinary
rates and appear to be unusually low as compared with the tariffs
of other European nations. The British Select Committee in its
report on foreign ship subsidies for 1902 shows that the cost of
transportation on the German railways, as concerns the Levant
and East African tariffs, is only one-third to one-fifth as high for
8Wiedenfeld: "Die nordwesteuropaeischen Welthaefen," p. 322.
Ibid.
10 Ibid., p. 323.
[537]
108
The Annals of the American Academy
a large number of commodities as the British rate and concludes
that "these reduced rates have been and are fixed in accordance
with the experience gained in Germany as regards the working cost
per train-mile over long distances and that the primary object is
the building up, promoting or increasing of German export trade
to the countries in question and the enabling it to complete successfully
with the trade of other foreign States to those countries."
Summary of Results of Germany's Policy.
From the foregoing review it must appear that State aid to
commerce in Germany has been both liberal and general. It has
manifested itself prominently in industrial and commercial educa-
tion, in the development of the shipbuilding industry and the mer-
chant marine, in the improvement of harbor channels and harbor
facilities and in the construction of canals and the promotion of trans-
portation by rail. Much of this assistance has been given by the
States as distinguished from the Imperial Government. In the
main, however, the several States have acted in harmony, and, as
was seen in the case of Prussia, have not unduly emphasized local
interests to the detriment of other parts of the Empire. Their funds
have been expended judiciously and in a manner not at all prejudicial
to national progress.
Viewed from the standpoint of material results, the paternal
attitude of the Government towards commerce has been productive
of wonderful results. Since 1872 the import and export trade of
the country has increased by 72 per cent. and 100 per cent., respec-
tively, and the exports of £233,890,000 in 1902 compare very favor-
ably with the British exports of £277,552,000 for that year. More-
over, Germany has become a daring investor and promoter. Official
estimates place her foreign investments at about five billion dollars,
or a sum equal to half the foreign investments of Great Britain.
The growth of her shipping has also been phenomenal. During the
twenty years ending in 1900 Germany has increased the steam ton-
nage of her merchant marine elevenfold; while the total tonnage
has increased nearly fivefold. From fourth place which she held
in this respect in 1880, she has risen to second and has increased
her portion of the world's entire merchant fleet since that date
from 6.6 to nearly 10 per cent. Her shipbuilding industry has
sprung into existence almost wholly since 1871 and has developed
[538]
1
Promotion of Commerce in Germany
109
so as not only to provide for the greater share of her own rapidly
increasing demand for ships, but also to fill orders for other countries.
In a word, the progress of Germany has taken place along all lines,
in manufacturing, trade, shipping and shipbuilding. However
important other factors may have been in bringing about this general
advance, there can be no doubt that Germany furnishes an excellent
example of the salutary influence which the State may exert in foster-
ing those phases of commercial activity upon which the domestic
prosperity and international prestige of a nation is principally
dependent.
SOLOMON HUEBNER.
•
[539]

THE AMERICAN ACADEMY
K
MA
POLITICAL AND SOCIAL SCIENCE
Former Presidents,
EDMUND J. JAMES, Ph. D., President of University of Illinois (1890-1900)
SAMUEL MCCUNE LINDSAY, Ph. D., University of Pennsylvania (1900-1902),
SAMUEL MCCUNE LINDSAY, Ph. D.,
University of Pennsylvania.
"..
Secretary
JAMES T. YOUNG, Ph. D.,
University of Pennsylvania.
PHILADELPHIA
President,
L. S. ROWE, Ph. D., University of Pennsylvania
ܘ ܘܠܐ ܥ
OF
Treasurer
STUART WOOD, Esq.,
400 Chestnut Street, Philadelphia.
University of Minnesota.
HON. LYMAN J. GAGE,
Vice-Presidents,
RT. HON. ARTHUR J. BALFOUR, M. P
London, England.
PROF. C. F BASTABLE,
Dublin Univeršity
PROFF W. BLACKMAR,
University of Kansas.
PROF. R. T. ELY,
Wisconsin University.
PROF. HENRY W. FARNAM.
Yale University.
PROF. W, W. FOLWELL,
WOODROW WILSON Ph. D.
Princeton University
VM
New York, NY.
DR KARL T. von INAMA-STERNEGG,
Vienna, Austrla.
FRANKLIN H. GIDDINGS, IL. D.
Columbia University.
GENERAL ADVISORY COMMITTEE
..
Counsel
HON, CLINTON ROGERS WOODRUFF
North American Building, Philadelphia.
Librarian,
JAMES W. GARNER, Ph.D.
University of Illinois
PROF JOHN K. INGRAM, LL. D.
Trinity College, Dublin,
PROF. J. W. JENKS
Cornell University
PROF. FLEVASSEUR,
Paris, France.
PROF, AUGUST MEITZEN.
University of Berlin.
PROF. BERNARD MOSES.
University of California
PROF HENRY WADE BOGERS
Yale University
PROF LESTER F WARD,
Washington, D. C.
PROF. WILLIAM SMART, LL. D.,
University of Glasgow
HON. HANNIS TAYLOR LL. D.
Mobile, Alabama.
人​地
​.....
EARLY SHIPPING ON LAKE SUPERIOR
BY JAMES DAVIE BUTLER, LL. D.
From
[FROM PROCEEDINGS OF STATE HISTORICAL SOCIETY OF WISCONSIN, 1894]
June
MADISON, WIS.
STATE HISTORICAL SOCIETY OF WISCONSİN
10190-
1895
EARLY SHIPPING ON LAKE SUPERIOR.
85
EARLY SHIPPING ON LAKE SUPERIOR.
♥
BY JAMES DAVIE BUTLER, LL. D.
[Address delivered at the Forty-second Annual Meeting of the State Historical Society of
Wisconsin, December 13, 1894.]
Walking down to the oldest pier in the city of Superior, I
saw on the right the shattered wreck of a vessel. This ruin-
ous heap,- keel, keelson, with ribs, as well as something of
stem, stern, and sheathing, I was told to be all that remained
of the "Algonquin," an old-timer which some people believed
the first decked vessel that had reached the head of the lake.
land and half on water,
This amphibious mass, lying half on
I perceived to be highly prized as a quarry of curios. The
rusting spikes had tinged the water-logged oak with charming
tints, and hence canes, chairs, and tables had been fashioned
out of the hulk. Seeing these things, full both of associations
and of intrinsic beauty, I quoted Shakespeare:
"Nothing of it that doth fade,
But hath suffered a sea change,
Into something rich and strange."
What manner of vessel the "Algonquin" had been, where she
hailed from, when she was built, and when she perished, were
questions I found no one to answer.
Fortunately one of my friends in Detroit had been early in
government employ on the great lake. By writing him I found
what I sought, — that he had seen the "Algonquin" on the
first day of June, 1840, at the Soo,' where she had just been
dragged over the portage on ways and rollers.
She was a
schooner of about sixty tons, built in Lorain, a town about
twenty miles west of Cleveland, by the Ohio Fishing and Mining
Company in 1839.
¹ Modern popular name for the Sault Ste. Marie, connecting Lakes Supe-
rior and Huron.- ED.
!
86.
WISCONSIN HISTORICAL SOCIETY.
C
The first Methodist missionary, Pitezel, relates that in the
fall of 1844 he had hoped to sail up the lake on the "Algonquin,
but learned at the Soo that she had been chartered for carry-
ing supplies to Fort Wilkins - a post which had been estab-
lished at Copper Harbor the summer before. I find an account
of the "Algonquin," which from 1845 was commanded by Capt.
John McKay, who finally bought her as an active agent in de-
veloping the settlement and commerce of Lake Superior. Ac-
cording to a statement by the captain's son, her dimensions
were fifty-four feet in length, twenty-six feet beam, five feet in
depth of hold, ribs five by six inches spaced thirteen inches
apart with one and a half inch planking. These figures may
enable experts to estimate her real tonnage, which is variously
stated: Steere says 50 tons, Hubbard 60, and Houghton 70.
In 1853 she became the fishing smack of Captain Davis, and
nearly a decade after died of old age. Growing leaky, she was
abandoned, and sank not far from where her remains now lie.
According to Voltaire, when men die old their death is not much
noticed, in fact they scarcely notice it themselves. So fared it
with the "Algonquin." Age is thrown into unregarded cor-
ners. My inquiries about her had scarcely begun when I ascer-
tained that she was by no means the first decked vessel on Lake
Superior. Others came to my knowledge which were there be-
fore her not only in 1835, and then in 1823, but in 1815 and
even in the first decade of our century.
The next surprise was,
ascertaining that a bark of 95 tons had crossed the great lake
many a time before the year 1800, and sometimes ten times in
a single year. Nor was this all. In 1785 a schooner had ar-
rived at the Soo for passing up the rapid, while another had
been built above that descent in 1771, and yet another forty
years earlier, or about 1731. In the lowest deep, a lower
deep." In view of such disclosures one is ready to exclaim: We
may next expect that the first land on which the ark of Noah
rested will turn out to be the shore of Lake Superior, which
geologists agree is the oldest spot on the face of the earth.
HAD
All sailing vessels on our grandest lake, during the last cen-
¹John H. Pitezel's Lights and Shades of Missionary Life (Cincinnati,
1883), p. 61.-Ed.
Co
纂
​✩
""
}
EARLY SHIPPING ON LAKE SUPERIOR.
87
tury and the first four decades of the present, owed their exist-
ence to fur. Throughout that period fur was king, and pre-
eminently on that innermost lake. Hence, as early as 1679
DuLhut was already a fur-dealer on the site of the city which
now bears his name.¹ There he feared no English or other
rival. There he could laugh at restrictions which fettered
traders in Canada. There furs were best and prices lowest.
We cease to wonder that the furor for fur was born so early
and lived so long, when we glance at the career of the Hudson's
Bay Company, which was incorporated in 1670. Their price cur-
rent for a beaver, when brought to their posts, was a quart of
brandy, much watered; or, if preferred, a dozen needles, or
twenty flints, or four fire-steels. What they thus bought they
sold at such rates that for a hundred years their dividends
never fell below sixty per cent. They realized the best specu-
lation imagined by poets, which is:
}}
"To buy a fool up at the price he is worth,
And sell him for that which he puts on himself."
No modern speculator has better understood the three ground
rules of success, namely, multiplication, division, and silence.
Their watchword was "Mum." Hence, nothing in my research
has been so hard as to ascertain what the Hudson's Bay Com-
pany accomplished in ship-building on our grandest lake.
The earliest builder of a vessel on Lake Superior, with sails
larger than an Indian blanket, whose name has been discovered
in the New Dominion archives at Ottawa, was La Ronde, a
Frenchman, who about 1731 had already constructed at his own
expense a bark of forty tons, though he was obliged to trans-
port the rigging and other materials as far as the Soo in canoes.²
His reward was the monopoly of the fur trade at La Pointe
the only post on the south shore of the lake for a century after-
ward. He thus became an autocrat there. Madelaine island,
on Bellin's map, issued at Paris in 1745, is printed "Isle de La
Ronde.
M
No doubt the Catholic church helped La Ronde in his ship-
building, for he would give missionaries a free passage to an
¹ Parkman's La Salle, p. 257.
2 Minnesota Historical Society Collections, v., p. 425.
"
88
WISCONSIN HISTORICAL SOCIETY.
•
$
inviting field—the asylum where their converts, when driven
from Lake Simcoe by Iroquois, had found the safest refuge. He
must also have been helped by some of those French who were
then sanguine of success in opening a short-cut to China
through the most western of mediterranean lakes. From that
point, in 1722, Charlevoix tried hard to adventure to the Pa-
cific. Others may have aided him as a prospector for copper,
surface indications of which, and indeed Eshcol clusters, were
abundant in his domain. In 1740 La Ronde was sick, and went to
Montreal. In 1747 his son is mentioned as on his way to his
father's western post.
"! 1
2
It is a pity we know no more concerning the fates and for-
tunes of the pioneer sloop. But if its career was as long as the
"Algonquin's," it did not come to its end before companions of
its own class had been launched on the same water. About
1766, Capt. Jonathan Carver spent a year in coasting Lake
Superior. He states that the French, while they were in
possession of Canada, had kept a small schooner on this lake.
In the Calendar of Canadian Archives we have a notice of the
loss of this vessel, soon after the conquest of Canada in 1763.²
Agents now at work in Paris, as the New Dominion archivist
writes me, may probably find what we so long for, regarding
the earliest of white man's vessels on the innermost of lakes.
La Salle's sloop, the "Griffin," launched just above Niagara in
1679, was never heard of after that year. The French never
built another vessel on Lake Erie.. Upon the uppermost lake
fur was of a better quality and far more plentiful, and trade
safer from both English rivals and Indian hostiles. They
therefore chose to build on Superior, and not on Erie. The date
of the earliest launch in Detroit was 1769, and that by English.
Within less than a decade after the British had mastered
Lake Superior, another decked vessel was launched on its north
shore at Point aux Pins. This point, where La Ronde and other
French seem to have had their ship-yards, is seven miles above
the Soo. One Henry Baxter had gone over to London, re-
enforcing the reports of Carver with such stories about virgin
((
¹ Carver's Travels, p. 134.
2 Calendar of Canadian Archives, 1888, p. 64.
t
1
EARLY SHIPPING ON LAKE SUPERIOR.
89
copper, and such specimens of that mineral, that a company was
there formed which furnished money for mining. Early in 1770,
Baxter and his money-bags were at the Soo. He joined with
Alexander Henry, a trader from New Jersey, as well as Boston
agents and partners, who composed a company for working Su-
perior mines. In August, 1770, they laid the keel of a sloop of
70 tons, and during the following winter finished a barge.
Henry says: "Early in May, 1771, we departed [in our barge]
from our ship-yard three leagues from the Soo. We crossed to
the south side of the lake, and coasted westward till we reached
the Ontonagon, where we landed miners and arranged every-
thing for their accommodation during the winter, and returned
to the Soo. In the spring of 1772 the southern mine had
caved in and was abandoned. Henry continues: "In August,
1772, we launched our sloop and carried miners to the copper
ore on the north side of the lake. In 1773 we carried them as
far as the river Pic [which is half way to Port Arthur] and
sent copper to England, but the partners declined entering into.
further expenses. So in 1774 Mr. Baxter disposed of the
sloop."2
>>1
The failure of this enterprise is ascribed by the best authori-
ties not to any mismanagement, but to the extreme difficulties of
forwarding supplies, especially provisions, to the miners. But
that the project was born out of due time, would at all events
have been soon demonstrated by what Carver calls the dis-
tracted situation of affairs "- meaning the outbreak of the Revo-
lutionary War. No doubt the sloop fell into the hands of fur
traders who well knew the value of such a craft for their busi-
ness, and some of whose firms may already have made more than
one vessel as large, regarding which no chronicle remains. How-
ever this may be, nine years after Baxter's sale, when the North-
west Fur Company was organized in 1783, one of their first
endeavors was to secure a decked vessel on the chief lake.
With this view, in 1784, they petitioned the military governor
of Canada for permission to build a vessel at Detroit, to be sent
early in the spring to the Soo, for the purpose of getting her
¹ Travels and Adventures of Alexander Henry, pp. 226-234.
2 Ibid.
""
w
90
WISCONSIN HISTORICAL SOCIETY.
up the falls and to be employed on Lake Superior. They showed
that canoes could not supply their demands, but that a large
vessel was needed to carry merchandise and provisions to the
Grand Portage,¹ and was indispensable for the prosecution of
their trade in furs.2
Their petition was promptly granted, and a schooner named
the "Beaver was at once constructed. Her dimensions were,
keel thirty-four feet, beam thirteen, and hold four feet; cost
£1,843 13s 2d. She arrived at the foot of the Soo in May,
1785. For some unexplained reason, however, it proved impos-
sible to bring her then over the portage.³
But no doubt the "Beaver" was either brought over another
season, or some similar craft was very soon prepared. For such
a vessel became a necessity immediate and constant. The head-
quarters of the Northwest Company were established about
thirty miles west of Port Arthur. The spot was called Grand
Portage because by a land-carriage of nine miles from that point.
goods reached navigable water on Pigeon river. Through this
stream, and others interlocking, they could be transported in
canoes to multitudinous posts, many of which thanks to felici-
tous positions — could intercept Indian trade which had before
gone to Hudson's Bay. But in order to equip these posts the
same year, merchandise must arrive at Grand Portage by mid-
summer. For this purpose, the utmost dispatch was demanded
in the transit from the Soo. Otherwise goods forwarded from
Montreal at the opening of navigation could not be brought to
their market till the close of the second season. Manifestly they
needed something which could bestride the waves like a colossus,
when shallow bauble boats of weak, untimbered sides, that did
not fly to harbor, became a toast for Neptune.
•
We have a description of such a vessel which in the last year
of last century was, it may be, already a dozen years old. Har-
mon, a Vermont boy who had enlisted in the fur company's serv-
ice, had made his way to the Soo in thirty-three days from Mont-
"}
C
2 Cal. Canad. Arch., 1888, pp. 64–72.
3
³ Id., 1890, p. 50.
→
¹ See Wis. Hist. Colls., xi., pp. 123-125, for historical sketch of Grand
Portage.-ED.
EARLY SHIPPING ON LAKE SUPERIOR.
91
""
real, on the last of May, 1800. He there at Pine Point in-
spected the company's vessel and was informed by the captain
that she would carry as many as ninety-five tons, and that she
made four or five trips to Grand Portage every season.
A saw-
mill at the Soo was preparing lumber for her to transport, and
a canal had been cut on the Canadian side so that loaded canoes
might need no portage for conveying their freight to the vessel.¹
In 1798 the Northwest Company had had a British garrison for a
decade at Grand Portage; they had in their pay 1,205 employes;
and as no crops were raised at their posts they were forced to
carry food as well as other supplies over the lake—an additional
proof that they must have early provided on that water a vessel
with larger sails than Indian blankets. The crowning proof,
however, lies in the fact that such a vessel-named the "Speed-
well —was afloat there in 1789, and flying the flag of their most
formidable competitor, the Hudson's Bay Company.2
The rivalry of competing corporations is now fierce, but it is
tame compared with that of the clashing fur companies. For
their thrusts and counter-thrusts I find no parallel, save in the
odium theologicum between the Greek and Latin churches. In
their ecclesiastical antagonism it is reported that when one
party was proud of a skull of Peter, a twelve-year-old fisher boy,
the other produced the skull of the selfsame Peter, full grown
and chief of the apostles. It could not have been long after the
Hudson's Bay men hoisted their banner on the "Speedwell" be-
fore she encountered a foeman worthy of her steel, and battling
for the Northwesters. A proverb declares:
"Where'er for God we holy churches rear,
Beside them Satan's chapels soon appear."
Which company gave proof of the more devil-wit it would be
hard to decide.
During the first years of the nineteenth century, several other
decked vessels appeared on Lake Superior. At the beginning
of the year 1812 the Northwesters reported to the Canadian
government that in case of war they would put at its disposal
¹ D. W. Harmon's Journal, p. 37.
2 U. S. Service Mag., ii., p. 458. Article by a medical officer on the lake
fleet in the War of 1812-15.
92
WISCONSIN HISTORICAL SOCIETY.
}
井
​one vessel of 120 tons that could carry six or eight guns, and
another of 60 tons.' Nor were these two the whole of the
Superior fleet, for in July, 1814, three others were captured by
the Americans, namely: the "Perseverance," of 85 tons, the
schooner "Mink," of 45 tons, and the sloop "Nancy," of 38 tons.
As an indemnity for two of them, £3,500 were paid the company
by the British government.2
There was yet another schooner on the uppermost lake before
1812, This was the "Recovery," which through fear of Ameri-
can privateers was secreted in one of the deep-water canyons at
the northeast end of Isle Royale. Her spars were taken out, and
being covered with brushwood she lay undetected until the
termination of hostilities. Then, put again in commission, she
was after a while run down the rapids, and under Captain Fel-
lows she was engaged in the Lake Erie lumber trade. Wrecked
at last near Fort Erie, opposite Buffalo, her skeleton there was
long pointed out to strangers. 3
It is possible that the Northwest Company had no sailing
vessel on Superior after the war which closed in 1815. An act
of Congress in 1816, which forbade their doing business within
the limits of the United States, led them to sell out to John
Jacob Astor, who styled himself the American Fur Company.
But their sale may have included more than one vessel. More-
over, it is certain that in 1822 a schooner bearing the British
ensign was sailing on Lake Superior. This vessel was, com-
manded by Lieutenant Bayfield of the British navy, who in
that year and the next made a far better survey and chart of
that lake than had been hitherto attempted. This service for
the admiralty was rewarded by the immediate promotion of Bay-
field, who at length became an admiral; and it is fitly com-
memorated in the name of a Wisconsin city and county.
4
If Astor had bought no decked vessel he probably built one
His need of such a craft was similar to that of the com-
soon.
*
Sid
¹ Mich. Pion. Colls., x., p. 68, and Cal. Canad. Arch.
2 These three vessels seem to have been at first reserved by the fur
company for carrying on their business during the war.
T. Houghton, Mineral Region of Lake Superior (Buffalo, 1846).
4 Major Long's Expedition, ii., p. 181.
?
}
EARLY SHIPPING ON LAKE SUPERIOR.
93
pan y he had supplanted. Having hired the same men who had
done the work of the old company, he would naturally adopt
their methods. The Wisconsin Historical Society has published
a list of his employes in 1818 and 1819. More than one-fifth
of them appear on that roster as stationed at Fond du Lac that
is, operating at posts radiating from the head of Lake Superior.
Of these fifty-eight Fond du Lac agents, eleven drew salaries of
$1,000 or upward. One was paid $2,400.
In 1834 the timbers and planks for the brig "John Jacob
Astor" were fashioned at Charlestown, Ohio, and the next
spring they were carried to the Soo on the schooner “Bridget.
The keel of the "Astor was laid above the falls May 17, 1835,
and she sailed for La Pointe on the 15th of August.
She was
rated at 112 tons, and after nine years was wrecked at Copper
Harbor in the equinoctial storm of Sept. 21, 1844. It is hard
to believe that Astor, succeeding to the business of the North-
west Company, waited well-nigh a score of years before follow-
ing their example of ship-building, or that his first experiment
was on so large a scale as his namesake brig.
In regard to the Hudson's Bay Company's vessels on Superior,
mention has been made of the "Speedwell" as there in 1789. The
'Whitefish" was chronicled by Bela Hubbard as at the Soo in
1840, and she was but two or three years younger than the
"Astor." The "Elizabeth" and the "Isabel" are described as
two others of their navy. They are well remembered by the
older inhabitants of the Soo.
In 1837 the American Fur Company built the "Madelaine," of
about 20 tons, sailed by Captain Angus, and employed chiefly in
fishing. Within two years she was stranded at the upper end
of Minnesota Point. This wreck was much talked of in the
"
"}
1
1 Wis. Hist. Colls., xii., p. 170.
Sky
""
spring of 1839, when Vincent Roy first came down St. Louis
river. The "William Brewster," a schooner of the American
Fur Company, was of 73 tons and launched in 1838. Her frame
was prepared in Euclid, Ohio. Having run down the rapids in
1842, she then saw service on Lake Erie.
In regard to steam vessels, the "Sam Ward" is erroneously
94
WISCONSIN HISTORICAL SOCIETY.
1
believed by some to have been the first on our largest lake. The
truth is, that that craft was not seen there before 1848. It
seems certain that the first steamer was the "Independence,”
a propeller of 280 tons. It was 1845 when she first arrived in
Copper Harbor. This propeller's maximum speed in good
weather was four miles an hour. In the same year in which
she had been drawn over the portage, Vincent Roy came in her
to La Pointe, which she reached November 1, 1845.
In 1846, another steamer, also of 280 tons, the "Julia Palmer, "
appears. According to Judge Steere, her bones are still visible
some eight miles west of Point Iroquois. In that year, 1846, the
census of the Lake Superior navy, as made by Jacob Houghton,
was as follows: Nine sail vessels, namely three of seventy
tons, "Algonquin," "Swallow," "Merchant; " four of forty tons,
"Uncle Tom," Chippewa," "Fur Trader, "Siskowit; one. of
fifty tons, the “Whitefish.”
+
((
}"
""
It
Two years earlier, in 1844, mining had begun in earnest, an
industry which multiplied both steamers and sail vessels.
was, however, the completion of the ship canal at the Soo,
opened May 21, 1855,- and pre-eminently the deeper canal of
1881,- which broke down the barrier between sea-going ships
and our central sea. In 1883, the completion of the railway
from the Pacific to Duluth first made Lake Superior the mediter-
ranean highway of commerce from farthest West to farthest East.
Now the last and greatest need, the one thing needful, is deep
waterways the Toronto international convention's end and
aim.
We mark the advance of navigation on Lake Superior as we
contrast the "Beaver," I have described as built in 1784, and
the "Northwest," built a century and a decade later. The
former's keel was thirty-four feet, the latter's length was 400,
wanting one rod; thirty-four feet was the depth of one, the other's
was four; the ancient vessel cost $9,000, the modern a hundred
times more; the one could give no real accommodation to a
single passenger, the other could carry 400 amid more tasteful
surroundings than I have discovered in most Old World palaces.
Last summer I was in such a company from end to end of the
great lake.
As to electrics, the "Northwest" surpassed every
EARLY SHIPPING ON LAKE SUPERIOR.
95
one of the three and twenty sea-going steamers which had borne
me around the terraqueous globe. In no point was it far be-
hind ocean grey-hounds. On the Inland Sea of Japan, the
"Kobi Maru" pleased me so well that I longed to imitate Peter
Schlemihl, who clapped whatever took his fancy into a magic
So I threatened
purse, and when he had need took it out again.
the captain that I would purse up his ship and crew for launch-
ing on all oceans I should encounter in rounding the world.
Happy the traveler who shall carry in his pocket the new-
crowned empress of our most imperial lake, or who shall traverse
that lake of lakes encompassed in her arms.
Furs, alike for their beauty and utility, have been coveted
the world over and through all ages. They are equally service-
able for a glory and for a covering, so that nature affords noth-
ing better to warm a monarch than the fur that has warmed a
bear. The finer varieties beaver, otter, mink, marten, and wild
cat were early discovered by the French and their successors
to be at their fullest and best, as well as easiest to procure,
either in a ring around Superior, or in regions to which that
water was the royal road. It is therefore no wonder that large
vessels began to be constructed at an early day, and that they
continued to be fabricated so long as that country continued to
be the hunter's paradise, whether he sought ermine for judges,
or sables for settled age or the light and careless livery of
youth.
J
Again, ship-building must needs grow with the growth of
mining industries, which sprang up in luxuriant life as soon as
the
the lacustrine copper and iron treasuries were revealed
richest deposits known. Added to this the discovery of wheat
oceans westward, balanced by the miraculous movement of coal
from the east, giving ship-masters assurance of freight both
ways, have given birth to the witty inventions of the world-
famous whale-backs," and raised the tonnage on our chiefest
lake to more millions than pass through the Suez canal, that
conflux of commerce from all the continents. The exports alone,
the current season, are valued at more than a hundred and fifty
millions.
"
After all, iron and copper mining on Lake Superior — tributary
— —
96
1
WISCONSIN HISTORICAL SOCIETY.
agriculture westward, and coal-digging eastward are still in
their infancy. The greatest is behind. When they have done
their perfect work, what shall Superior navigation become? It
must be something worthy of that lake's peerless magnitude and
felicitous position at once the key to both oceans, and the
bond of perfectness to unify them both. We see much, but we
see only
Modą
"The baby figure of a giant mass
Of things to come at large,”
which in the r seeds and weak beginnings lie intreasured.
HF
1009
P18
Foreign Trade Figures

A Collection of Statistics Covering some Features
C
of the World's Commerce and Indicating
the Share in it of the United States
ISSUED BY
THE BUREAU OF INFORMATION
OF THE
PHILADELPHIA COMMERCIAL MUSEUM
The Philadelphia Commercial Museum
L
AND ITS
BUREAU OF INFORMATION
:
L
The Philadelphia Commercial Museum is a public institution and is a part of the
museum system of the City of Philadelphia. Its object is to maintain collections which
will be of both academic and practical value to anyone interested in commerce whether
from a scientific or a business point of view.
The Bureau of Information is that branch of the Museum organization which aims.
to make the resources of the institution available to American exporters in securing and
handling foreign trade.
During the more than ten years that it has been in operation the Bureau has built
up systems for collecting and giving out commercial information which have brought
splendid returns to a large clientele.
Full particulars of the service will be supplied upon request...
J
The Philadelphia Commercial Museum,
34th street below Spruce,
Philadelphia, Pa. U. S. A.
1790
1795
1800
1805
1810
1815
1820
1825
1830
1835
1840
1845
1850
1855
1860
1865
1870
1875
1880
1885
1890
1895
1900
1905
1906
•
YEAR
•
·
•
·
Population
3,924,214
5,308,483
7,239,881
9,638,453
12,866,020
17,069,453
23,191,876
31,443,321
38,558,371
50,155,783
62,622,250
76,303,387
83,143,000
84, 154,000
A Century of American Trade
Total Trade
$ 43,205,156
117,746,140
162,224,548
216,166,021
152,157,970
165,599,027
144,141,669
180,927,643
134,391,681
251,980,097
221,927,638
219,224,433
317,885,252
476,717,211
687,192,176
404,774,883
828,730,176
1,046,448, 147
1,503,593,304
1,319,716,084
1,647,139,093
1,539,508,130
2,244,424,266
2,636,074,737
2,970,426,946
*A
Total
Exports
20,205, 156
47,989,872
70,971,780
95,566,021
66,757,970
52,557,753
69,691,669
90,738,333
71,670,735
115,215,802
123,668,932
106,040, III
144,375,726
218,909,503
333,576,057
166,029,303
392,771,768
513,442,711
835,638,658
742,189,755
857,828,684
807,338, 165
1,394,483,082
1,518,561,666
1,743,864,500
Per Capita
$13.37
9.22
7.22
5.57
7.25
6.23
10.61
9.77
16.43
13.50
17.96
18.26
20.72
Total
Imports
23,000,000
69,756,268
91,252,768
120,600,000
$5,400,000
113,041,274
74,450,000
90,189,310
62,720,956
136,764,295
98,258,706
113,184,322
173,509,526
257,SOS, 708
353,616,119
238,745,580
435,958,408
533,005,436
667,954,746
577,527,329
789,310,409
731,969,965
849,941, 184
1,117,513,071
1,226,562,446
Per Capita
$17.19
II.80
7.71
4.86
5.76
7.48
11.25
11.06
12.51
12.35
10.88
13.40
14.58
N

YEAR
·
1905.
1906.
Exports of Merchandise from the United States
Grouped by Articles According to Source of Production. 1880--1906
Manufactured Product
Value
Per cent
of total
ធំៗ
1880
1885.
1890
1895 183,595,743 23.14
1900 433,851,756 31.65
Agricultural Product
Value
Per cent
of total
38
$102,856,015 12.48 $685,961,091
530,172,966 72.91
147,187,527 20.25
151,102,376 | 17.87 629,820,808 74.51
553,210,026 69 73
835,858, 123 60.98
543,607,975 36:44 820,863,403| 55.03
603,227,836 35.11 969,457,306 | 56.43
|
Mineral Product
Value
Per cent
of total
83.25 $ 5,863,232
Forestry Product
Value
Per cent
of total
& 5
Fishery Product
Value
Per cent
of total
Miscellaneous
Value
Per cent
of total
.71
15,797,885 2.18
22,014,839 | 3.03 5,955, 122.82
|
22,297,755 2.64 29,473,084 3.49 7,458,385.88
16,509,814 2.33 28,576,235 3.61 5,328,807.67 4,171,974.52
37,843,742 2.76 52,218,112 3.81 6,326,620.46 4,665,218 | .34
50,968,052 3.42 | 62,122,378 4.17 7,241,025.48| 6,941,806.46
53,055,261 3.09 75,512,311 4.40 8,212,820.48 8,487,848 |.49
Total Exports
$17,321,268 2.11 $5,255,402 .64 $6,689,345.81 $ 823,946,353
5,554,607.76
726,682,946
5,141,420.61
845,293,828
793,392,599
1,370,763,571
1,491,744,641
1,717,953,382
3
Growth of Exports of Manufactures
The exports of manufactures for the year 1905 show an increase of 25 per cent. over those for
the year 1900.
While this gain is just cause for satisfaction, some analysis of the figures is necessary
in order to obtain an adequate idea of their real significance. If the increase in manufactured exports
is to be taken as in any sense an accurate measure of the intelligent energy being exercised in the
extension of the foreign sale of American manufactured products, it is necessary to give some attention
to the conditions under which such increases as have taken place have been brought about. In order
to understand what real progress is being made in the matter of exports by the rank and file of Ameri-
can manufacturers it is necessary to eliminate from the total such lines of manufactured goods as are
sold abroad under conditions other than those of normal, open competition. To do this it is necessary
to eliminate four general classes of goods:
(1) The exports of manufactures which are chiefly sold through the selling departments of
large industrial combinations, such as refined mineral oil and some of the more important articles manu-
factured of iron and steel.
(2) Exports of manufactures whose foreign sale is largely in the hands of a very few concerns.
These articles include such lines as gunpowder, electrical machinery and locomotives, which, while
not handled by the selling departments of trusts, owe the extension of their foreign sale not so much
to the energy and intelligence of American manufacturers in general as to the organizing ability of a
very few concerns.
(3) Exports of manufactures in which there is no competition in the usual sense. These
articles include books, patent medicines, and other lines, which might be classed as specialties, and the
foreign sale of which is, perhaps, due to a very high grade of selling ability, but can in no sense be said
to reflect any credit on the energy of the American manufacturer in general.
(4) The exports of manufactures, the sale of which is due to peculiar conditions rather than to
sales energy. These include such goods as wood, copper and cotton cloth, the sale of which is due
rather to natural monopoly than to any display of well directed energy.
The elimination of these four classes leaves something more than sixty items from the list of
manufactured products in the official export statistics issued by the Bureau of Statistics of the Depart-
ment of Commerce and Labor in which competition may be said to be relatively free and sales conditions
normal. These classes together represent a value equivalent to about one-third of the total exports of
manufactures and the gain which they have made represents with a reasonable degree of accuracy the
progress made in the development of American export trade in lines where competition exists.
Of course, any such treatment as this of the export figures must necessarily be more or less
arbitrary and some of the lines cannot be placed with any degree of accuracy, but, when due allowance.
has been made for any such misunderstandings as may arise from the arbitrary character of this classi-
fication, we believe that the 16.5 per cent. of gain which appears as the increase for the competitive.
lines during the five year period ending with 1905 is a considerably more accurate measure of the real
progress made than in the 25 per cent. apparent gain shown by the total figures for exported manu-
actures as prepared by the Bureau of Statistics.
4

1J
Exports of Manufactures. 1900--1905
Showing the Percentage of Growth in Lines Exported Under Normal Conditions
Exports of manufactures
Exports of manufactures chiefly sold through selling departments
of large industrial combinations
•
Exports of manufactures in which there is no competition in the
usual sense
•
Exports of manufactures whose sale is due to peculiar conditions
rather than sales energy
Exports of manufactures whose foreign sale is largely in the hands
of only a few concerns
Exports of the remaining more than sixty classes in which competi-
tion is relatively free and sales conditions normal
•
1900
$433,851,756
157,608,401
7,019, 127
93,088,885
30,379,524
145,755,819
1905
$543,607,975
174,285,605
12,201,865
148,455,001
38,953,280
169,712,224
Gain
$109,756,219
16,677,204
5,182,738
55,366,116
Per cent
Gain
23,956,405
25.0
10.4
74.0
59.5
8,573,756 28.0
16.5
5
>
Articles exported chiefly through selling departments
of large industrial combinations
Agricultural implements.
Cars, passenger and freight.
Iron and steel-Pig, scrap,
bar, rods, billets, hoop,
rails, sheets, plates, struc-
tural, nails and pipes
Oil, mineral, refined
Paraffin and paraffin wax
Tobacco and manufactures of
Paper and manufactures
Spirits, distilled.
Sugar, refined, and confec
Matches
Starch.
Cycles and parts
Lead and manufactures of
Zinc and manufactures of
•
•
Gunpowder & other expl'vs .
Sewing machines
Typewriters
Electrical machinery
Shoe machinery
Pumps and pumping mach'y
Laundry machinery
Fire engines
Locomotives
Safes
Sole leather
·
•
•
•
Patent and prop'y medicines,
Books, maps and engravings,
Cash registers
Art works
1900
•
$16,099,149 $20,721.741
3,542,677 3,154,008
36,791,352
68,247,588
8,602,723
Export articles handled by a very few concerns
95,422
2,604,362
3,553, 149
6,010,141
5,690,203
6,213,833 8,238,088
2,278,111
1,569,622
331,057
1,669,215
1905
1,430,572
3,859,671
667,194
1,319,619
$157,630,301 $173,285,608
1900
43,893,919
73,433,787
7,789,160
$1,891,604
4,541,774
2,697,544
4,340,992
1,163,265
3,112,525
441,562
2,572,152
1,462,659
52,834
$2,559,837
6, 104, 279
4,745,285
7,290,932
1,273,015
3,116,088
518,800
16,856
3,617,010
266,305
9,444,873
14,915
5,592,403
149,637
6,433,303
$30,379,614 $38,953,280
Articles in which there is no competition in the usual
sense of the word
1900
1905
1905
$2,999,153
2,943,435
813,096
263,443
$ 4,911,005
4,844, 160
2,036, 107
410,593
$7,019,127 $ 12,201,865
Articles whose sale abroad is due to peculiar condi-
tions rather than to sales energy


Cotton, manufactures of
Wood, manufactures of
Copper, manufactures of
Blacking
Brass and manufactures of .
Bricks
Brooms and brushes
Candles
Carriages
Chemicals. drugs, etc. (not
patent medicines.
Clocks and watches
Coffee and cocoa, prepared
Earthenware, stoneware and
china
Fertilizers
•
Competitive exports not controlled by monopolies or
combinations
Fibers, vegetable and mfrs.
Glass and glassware
India rubber, g. p. and mfrs.,
Ink
Instruments, scientific, etc.
Iron & Steel (builders' hard-
ware, car wheels, castings,
cuttlery, firearms, steam
stationary engines, boilers,
wood working and miscel-
laneous machinery, scales,
stoves and unenumerated
iron and steel
•
•
Jewelry
Lamps
Leather (glazed kid, patent
and enamel, splits, buff, etc..
Boots and shoes
Saddles and harness
All other mfrs of leather,
Lime and cement .
Malt liquors,
Marble and stone mfrs
Musical instruments
1900
Oils, vegetable (not cotton,
corn or linseed .
Paints and colors.
Perfumery and cosmetics
Platedware
$24,903,087 $49,666,080
11,232,838 12,563,630
57,852,960
86,225,291
$93,088,885 $148,455,001
1900
$880,598
1,866,727
516,481
232,968
191,687
2,809,784
9, 133, 220
1,977,694
231,509
576,702
841,857
4,441,839
1,936,119
3,123,925
259,776
6,435,766
62,254,403
I, 143,638
978,874
15,363,854
4,276,656
505,467
1905
713,730
249,016
2,139,216
1,556,772
1,958,779
811,503
1,902,367
359,827
509,776
1905
$ 599,366
3,025,764
642,501
327,083
701,357
3,596,758
9,549,485
2,316,414
362,270

880,827
734,612
6,766,809
2,252,799
5,508,664
438,886
8,172,980
61,849,794
1,419,225
1,579,125
18,613,469
8,057,697
502,660

1,318,046
I,549,765
1,012,808
1,055,220
3,144,787
490, 139
3,126,317
490,297
703,783
6
Competitive exports not controlled by monopolies or combinations.-(Continued).

Silk manufactures
Soap
Stationery, except paper
Stereotype and electroplates,
Straw and palm leaf mfrs.
Tin and manufactures of
Toys
Continents
Africa.
Asia.
Europe
North America* .
Oceania .
South America
*Exclusive of United States.
Continents
•
Africa.
Asia.
Europe
North America*.
Oceania.
South America
1900
* Exclusive of United States.
252,608
1,774,024
592,427
48,877
402,861
387,381
216,512
Total
$265,909,677
919,131,980
6,124,983,479
353,580,979
317,449,733
520,402,059
1905
Trade of the World by Continents and the United States' Share
A Five Year Comparison
Total
620,572
2,670,231
41,838
502, 132
751,602
506,638
Trunks and bags .
Varnish
1900
EXPORTS
Vinegar
Wool, manufactures of
Miscellaneous manufactures
To United States
$ 6,476,420
88,557,040
454,058,485
15), 391,271
29,744,965
120, 198,063
1900
IMPORTS
•
From United States
Per cent
to
U. S
2.4
9.6
7.4
45.9
9.3
23. I
Per cent
from
U. S.
$ 388,057,594
$ 15,700,725
885,872,793 50,659.974 5.7
7,989,380,386 1,396,043,328 17.4
387,638,866
204,001,966 52.6
285,025,616
28,079,603
329,085,680
9.8
44,707,799 13.6
4. I
Total
$349,635,021
1,354,241,022
7,292,165,378
508,250,984
395,565,837
764,792,363
Total
1900
$371,071,502
1,441,802,712
8,795,290,759
533,586,189
291,979,881
521,775,013
119,777
620, 104
231,728
791,578
12,583
1,300,362
9,844,575
17,158
2,035.954
10,753.984
$145,753,955 $169,852,249
1905
To United States
$ 7,862,255
124,641,636
590,030,449
271,751,916
1905

24,933,545
129,982,326
1905
From United States!
Per cent
to
U. S.
2.2
9.2
8.9
53.4
6.5
16.9

Per cent
from
U. S.
5.3
8.2
1,278,688,965 14.5
$ 19,866,077
118,205,536
286,192,167
53.6
35,417,982
61, 102, 107
12. I
11.7
7
•
Trade of the World by Countries and the United States' Share
A Five Year Comparison
(Where it has been impossible to obtain 1905 figures, those for the latest available year have been taken. Figures marked (*) are
for 1904; (†) 1903; (1) 1902; (§) 1901,
EXPORTS

Abyssinia
Afghanistan
Algeria
Angola
Antigua
Argentine Republic
Australia
Austria Hungary
•
·
•
Bahamas
Baluchistan
Barbados
Belgium.
Bermudas
►
•
•
Bhutan
Bismarck Archipelago
Bolivia
Brazil
British Central Africa
British East Africa
British Guiana .
British Honduras
British India
British New Guinea
British North Borneo
British Somaliland
British West Indies
Bulgaria.
•
Countries
Canada
Cape Verde Islands
Ceylon
Chile
China (proper)
Colombia (1898)
Congo Free State
Costa Rica
Crete
Cuba
Dahomey
Denmark
Dominica
•
Curacao and Dependencies.
Cyprus
Dutch East Indies
Dutch Guiana
•
·
•
$4
Total
561,162
49,463,400
5,278,475
509,950
154,600,412
224,607,995
388,400,600
861,585
236,154
4,595,055
384,576,836
468,845
100,635
223,508
14,263,075
203,401,535
391,245
608,425
9,639,800
1,301,000
363,611,072
332,890
1,668,310
1,961,875
29,754,000
10,796,000
148,008,000
387,143
35,335,488
61,201,242
105,997,834
18,487,000
10.097,650
6,821, 195
1,118,087
51,452,614
168,070
1,867,210
2,555,175
106,272,000
334, 105
92,234,5II
2,308,690
1900
To United States
✡A
321,000
335,080
6,882,763
23,426,570
7,587,000
593, 150
2,505,825
15,372,200
427,995
360,000
87,333,960
4,189,950
352,000
25,398, 166
8,895, 164
12,800
Per cent
to
U. S.
1,865,430
65,805
II, 140,756
1,260,365
.6
65 7
4.4
10.4
1.9
60.9
54.5
3.9
87 4
2.5
42.9
43.4
27.
6.9
29.8
.I
37,049,000
2,200,978
2,331,381
9,834,420
6,837,000 37.
3,683,445
53.9
33,615,627
65.3
10,825
25.
6.2
3.7
9.2
5
1.7
19.7
12. I
52.9
Total
†$1,310,000
2,207,333
45,752,600
*5,609.578
*580,920
322,823,841
276,626,370
435,685,000
948,688
*3,165,475
4, 190, 112
466,735,295
770,310
*302,518
11,821,218
219,255,222
242,265
1,173,320
9,557,030
*
971,319
525,694,343
*337,530
*2,136,336
*883,230
29,254,448
29,592, 137
203,316,872
†201,680
34,063,236
96,801,355
166,358,583
10,376, 104
8,138,152
2,244,880
110,167,484
*306,270
*2,330,650
*2,228,301
134,190,000
$333,065
*107,447,648
*1,538,505
*.
1905
To United States
$
324,200
200
24,304
88,130,157
208,480 35.9
15.717.458
5,108,894
23,721,200
4.8
1.8
5.4
674.544
1,396,225
18,458,965
711,321
10
394,000
2,626,017
512,549
32.438,477
10,489,212
282,300
77,404,071
2,718,549
15,623,812
14,918,024
3,836,427
95,330,095
17.455
Per cent
to
C S.
4,408,020
53,565
10,839.320
452,305
.7
70.
32. I
3.9
92.3
.2
40.2
32.7
27.4
52.8
6. I
34.
.9
38. I
7.9
16. I
8.9
47. I
86.5
.7
3.2
16.
IO.
29.
8
Export Trade of the World-(Continued)
Ecuador.
Egypt
Falkland Islands
Federated Malay States
Fiji Islands
Formosa.
France
French Congo
French Guiana
French Guinea
French India
French Indo China
French Somali Coast
Gold Coast
Greece
Gambia
German East Africa
German South West Africa
Germany
Greenland
Grenada.
Guadeloupe
Guam
Guatemala
Iceland
Italy
Ivory Coast
Jamaica
Japan
•
Hawaiian Islands
Hayti.
Honduras
Countries
•
Kameroon
Korea.
·
•
•
Mayotte .
Mexico
Labuan
Lagos
Leeward Islands
Liberia
•
•
Madagascar
Malta
Marshall Islands
Martinique
Mauritius
•
Montserrat
Montenegro
Morocco
Mozambique
•
•
•
•
•
•
·
•
•
•
Total
$7,677,138
$5,620,570
557,695
19,307,464
3,099, 180
5,265,000
821,740,000
1,510,000
I,271,000
I,744,080
1,856,669
27,587,445
138,602
1,200,525
1,046,575
I, 188, 150,000
2,672,115
20,747,774
85,000
1,558,405
7,393,000
I,275,000
5,000
1,740,020
2,642,475
267,649,250
1,614,918
9,340,400
99,031,773
I, 210, 200
4,719,935
517,635
3,638,395
1,505,055
2,124,975
32,357,833
121, 189
1,696,970
10,341,833
261,986
80,278,538
33,990
491,650
8,323,718
38,510
1900
To United States
$ 1,589,720
5,214,785
483,000
51,040,009
28,855
109,900,000
113,390
1,505,019
159,375
I, 200,009
,009
1,157,610
24, 282,500
5,910,320
26, 283, 198
17,245
560
871,906
61,912,514
Per cent
to
U. S.
20.7
6. I
9. I
6.2
2.2
9.3
4.2
7.2
10.2
94. I
66.5
•
9.
63.2
26.5
1. I
8.4
77.1
9,605 28.3
Total
$ 10,642,096
101,801,425
*837,250
*26,848,492
3,437.827
*11,411,215
919,013,000
2,427,092
†2,380,000
†2,781,505
*6.109, 510
30,913, 123
*
3,299,603
1,401,360
2,237,641
+860,877
1,364,131,000
7,241,975
*16, 185,000
89,750
1,565,928
*2,586,654
70,261
8,237,755
36, 128,650
2,472,890
*2,823,400
329,522,000
*2,056,945
6,992,061
160,766,805
*1,900,667
*3,538,975
*820,765
*5,095,265
1,631,742
* *576,786
4,510,000
42, 220, 120
*145,838
*2.635,255
II, 231, 137
*3,871,492
104,260,225
*100,070
*583,600
+8,612,850
1,178,811
1905
To United States
$2.564,549
6,284,240
219,000
715,000
57,389,020
42,000
135,750,000
96,860
839, 142
297,479
573
36,069, 109
2,054.540
39,189,600
3.738,193
47,004,535
5
28,805
368,675
69,984, 709
6,130
244,889
Per cent
to
U. S.
24. I
6. I
6.3
6.2
6.2
1.8
9.3
1.3
5. I
18.9
8
99.
$3.
11.9
53.4
28.9
1.7
.8
67. I
6. I
2.8
Export Trade of the World—(Continued)
9
Nepal
Netherlands
Nevis St. Christopher.
New Caledonia
Newfoundland and Labrador .
New Hebrides.
New Zealand
•
Nicaragua.
Northern Nigeria
Norway
Oman.
Panama
Paraguay
Persia.
Peru
•
Countries
Reunion.
Rumania
•
Philippine Islands
Portugal.
Porto Rico
Portuguese East Africa
Portuguese Guinea
Portuguese India
•
Russia in Europe
Russia in Asia.
St. Lucia
St. Pierre and Miquelon
St. Vincent
■
•
Salvador
Samoa
Santo Domingo
Sarawak.
Sardinia.
Senegal.
Servia.
Seychelles.
Siam
Sierra Leone
Sikkim
South Africa
•
•
Southern Nigeria
Spain
Straits Settlements
Sweden
Switzerland
Tahiti.
Timor (Portuguese)
Togoland
Tonga Islands
Tripoli
Trinidad and Tobago
▸
Total
$3,124,411
678,600,576
434,460
1,713,050
8,863,950
251,600
66,239,805
3,961,015
443,915
47,695,528
1,359,893
2,652,067
13,785,853
22,489,995
19,750,068
35,171,064
332,979
125,000
3,490,000
56,000,086
365,793,250
I, 147, 180
2,693,490
488,845
250,000
5,224,000
2,608,518
6,586,425
13,304,392
241,399
16,196,315
1,813,705
116,097
52,626,835
5,968,020
167,224,433
127,803,000
105,960, 179
167,215,940
607,805
134,220
764,750
533,965
2,092,500
12,922,745
1900
To United States
$31,696,987
342,780
1,033,075
2,293,980
I, 147,215
532,764
55,982
4,774,485
3,522, 160
625,752
310
1,831,000
198, 150
27,470
3,554,000
•
I,540
132, 100
3,490,423
13, 159,000
17,586,000
292,255
282,500
3,962, 195
Per cent
to
U. S.
4.7
78.9
11,6
3.4
28.9
moo
I. I
.4
21. I
17.8
1.7
.5
17.2
IO.2
68.
2
.2
10.3
10.5
48. I
13.5
30.6
Total
*4,995,003
799,694,017
*642,490
2,003,315
10,669,000
78,279,735
*3,926,000
*764, 105
58,631,000
1,746, 155
*1,086,000
*3,178,819
*20,381,960
*20,333.195
32,352,615
†31,596 45!
18,248,948
†1,734,083
$342,540
*526,289
*2,716,536
*52,374,467
548,537,390
40,858,420
837,212
*1,532,077
252,595
5,647,698
506,960
6,880,890
*2,718,644
*5,984,178
*12,431,213
269,344
32,014,475
†1,657,990
+78,370
186,821,591
*8,593,585
169,393,000
132,592,301
*111,146,000
193,864, 200
570,665
*82,006
*887.759
553,640
*1,932,800
12,045,800
1905
To United States
$38,689,627
13,270
1.419,000
3,556,550
2,089,000
981,990
1,049,000
49,672
1,900,005
15,668,026
781,164
15,527,265
1,897,525
7.484
1,419,000.
9,387
I,242,403
8,350
4,484,271
200
62,711
5,926,000
15,958, 150
25,009,816
369,805
3,380,498
Per cent
to
U. S.
4.9
2. I
13.3
4.5
53.2
1.6
96.6
.2
9.3
48.4
2. I
80.
·3
•
.8
92.6
3.6
22.
1.6
65. I
3.5
12.
12.9
64.8
28.
10
Export Trade of the World-(Continued)

Tunis
Turks Island
Turkey, Asiatic
Turkey, Europea i
Uganda
United Kingdom
United States
Uruguay
Venezuela.
Virgin Islands
Zanzibar
Countries
Algeria
Angola
Antigua
Arabia
Abyssinia
Afghanistan
•
COUNTRIES
•
Argentine Republic
Australia
Austria-Hungary
•
Bahamas
Baluchistan
Barbados
Belgium.
Bermudas
•
Bolivia
Brazil
British Central Africa
British East Africa .
British Guiana
British Honduras
British India.
British New Guinea
British North Borneo
British Somaliland
British West Indies
Bulgaria.
·
Total
$8,512,040
166,945
1,261,453,225
1,394,483,082
29,442,205
$
14,900,000
14,060
5,838,970
Total
817.041
64 763.600
6,366,887
626,520
113.485,069
206,630,095
337,261,600
1,676,345
436.593
5,226,260
443.150,593
1,985.680
5.337,645
98,813,790
950, 120
2,213,990
6,593,505
1,198,792
251,014,935
253,546
1,589,464
2,262,515
1900
32,709,000
9,268,000
To United States
Trade of the World by Countries and the United States' Share
A Five Year Comparison
Where it has been impossible to obtain 1905 figures, those for the latest available year have been taken. Figures marked (*) are
for 1904; (†) 1903; (‡) 1902; and (3) 1901. '
IMPORTS
$ 6,260
128,570
186,719,775
1,671 955
7,722,564
**
1900
From United States
406,385 6.8
789,000
228.535
13,428,539
20,413,265
30,564,600
1,129,480
1,787,660
53,334,800
1,253,645
326,162
12,259,690
Per cent
to
U. S.
3,040
126,500
1,881,610
708,403
5,005,412
. I
76.9
11,894.520
48,000
14.8
5.6
51.8
Per cent
from
U. S.
1.2
36.4
11.8
98
8.9
67 5
34.2
12.
63.7
6. I
123
.3
5.7
28.7
مين
59 9
1.9
Total
36.3
.5
$ *15.336.355
119,490
$38,460,000
$16,020,000
336,875
1,605.053,000
1,743,864.500
39,763,573
17,930,316
*22,780
5,603.250
Total
$ †1,061,500
3.522,036
76,777,400
*8,335,000
*714,825
205,154,420
186,620,758
455,487,000
1,446,573
*4.976,474
5.203,728
613,667.352
3,077,728
8,195.508
145,835,803
1,103,585
2,590, 175
7,380,437
1,876.550
348,042,485
*378,160
*1,448,131
*1,457,300
37,012,390
24.449.987
}
1905
To United States
GA
$20,210
99,035
96,000
236,410,040
1,969 095
2,832,629
1905
5
319,310
From United States
500,000
672,005
257,580
28,920,443
21,834 796
68,234.800
1,070,360
1,717,903
44.453,217
1,435,929
685,362
14,796,336
1,100
163,000
2,128,704
957,481
5,128,449
Per cent
to
U. S.
12,790,325
283.428
1
83.1
28.5
14.7
4.3
35.7
5.7

Per cent
from
U. S.
$47.1
.8
36.
14. I
II.7
14.9
73.9
33.
7.2
46 6
8.3
IO. I
.I
63
289
51.
1.4
34.6
I. I
11
Import Trade of the World-(Continued)
Canada
Cape Verde Islands
Ceylon
Chile
China (proper)
Colombia
Congo Free State
Costa Rica
Crete
Cuba
Dahomey
Denmark
Dominica
Curacao and Dependencies
Cyprus
Dutch East Indies
Dutch Guiana
Ecuador.
Egypt.
Countries
•
•
•
Falkland Islands.
Federated Malay States
Fiji Islands
Formosa
France
French Congo
French Guiana
French Guinea
French India
French Indo China.
French Somali Coast.
Jamaica
Japan
Gambia
German East Africa
German South West Africa
Germany
Gold Coast
Greece
Greenland.
Grenada.
Guadeloupe
Guam
Guatemala
•
Hawaiian Islands
Hayti
Honduras
•
•
Iceland
Italy.
Ivory Coast
•
•
+
Total
$ 180,804,316
3,127.615
38,181,415
46,916,421
140,713,614
11,085,000
4,620,410
4,934.550
2,215,211
70,079,214
1, 100, 130
1,862,960
2,954.245
I12,374,000
400, 720
70,428,832
3,069,410
6,574,270
70,561,850
334,740
15,645,878
1,749.450
6,758,000
939,560,000
2,110,000
1,884,000
2.428,320
962, 200
23,084,898
1,185,822
972,040
2,786, 200
1,260,750,000
9.005, 135
26,277,278
207.750
1,163,950
3,127,100
4,712,116
2,047,940
2,576,740
340,047, 132
1,816,175
9,221,660
143,630,992
1900
From United States
$ 109,844.378
207,000
4.416,064
11,149,662
4,936,000
6,310
2,269,893
32.197,019
1,555
21,016,530
I 10, 140
1,117,053
591,350
1,680,910
1,446,650
36,519
756,000
101,900,000
190,466
57,460
254,200,000
00,00
515,635
723.570
332,860
1,134,485
45,263,000
Per cent
from
U. S.
4,002,640
31.380.598
609
.5
9.5
7.9
44.3
. I
46.2
45.9
. I
187
27.4
1.5
19 2
256
2.
2.7
JI 2
10.8
IO. I
2.3
16.9
5.7
2.7
27 7
3.401,257 72.4
1,524,985 74.4
36. I
133
43.4
21. I
Total
$261.435,000
†1,765.370
36, 108, 109
68,837,692
326,385,570
4.668,846
5.239,477
3.087,000
94,806,600
*1,175.545
*1,944,525
*2,136,247
124.942,000
*
*455 440
*73.732,427
*3,083,125
*7,699,085
107,820,380
*290,775
*18,433,564
2,155,212
*11.497,377
902,056,000
1,811,630
†2,020,000
†3.588,575
*1,169,710
45,275,093
*2,533.276
1,525,905
3,584.722
†1,982,688
1,696,660,000
7,430,340
*27,171,000
183,250
1,247,176
*2,653,574
74,649
6,841,445
14,658,483
+3,538,975
2,362,760
3,127,400
401, 127,000
*3,512,280
8,187,466
244.269,008
1905
From United States
$162,738.571
267.052
6,886,801
56,149 291
2,706,063
42,891,888
2,735
20, 105, 280
143, 160
1,291,155
636,200
2,399,945
2,438.425
32.383
361.500
110,884,800
202,000
53,090
126,425
251.
251,075,000
150,125
303,410
370,260
14,116
2,453,515
11,643,519
2,054,540
1,689,880
47,778,400
66,975
3,500,407
52.143.264
Per cent
from
U. S
62.2
7
IO.
17.1
51.4
453
. I
16 I
314
1.7
20.6
31.I
2.2
I. I
3. I
12.3
IO.
1.5
.2
13.5
.2
I. I
29.6
189
36.6
79.5
58.1
71.5
11.9
1.9
42.7
21.3
12
Import Trade of the World-(Continued)
Kameroon.
Korea.
Countries
Labuan
Lagos.
Leeward Islands
Liberia
Mayotte
Mexico
Madagascar
Malta .
Marshall Islands
Martinique.
Mauritius
•
·
•
Montserrat
Montenegro
Morocco.
Mozambique.
Nepal.
Netherlands
•
•
Nevis St. Christopher
New Caledonia
Newfoundland and Labrador.
New Hebrides.
New Zealand
Nicaragua
Northern Nigeria
Norway.
Oman.
Panama
Paraguay
Persia .
Peru.
Reunion.
Rumania
n
Philippine Islands
Portugal.
Porto Rico
Portuguese East Africa
Portuguese Guinea
Portuguese India .
•
Russia in Europe
Russia in Asia .
•
Salvador
Samoa
Santo Domingo
Sarawak
*
·
St. Lucia
St. Pierre and Miquelon
St. Vincent
•
•
•
Total
$2,783,300
5.506,795
826,600
4.152.345
1,860,905
7,970, 175
37,171.445
109 850
3.823.795
10,661,666
112,324
65,412,727
134,555
590,345
6,292,257
5,617,270
8,249, 180
787,136,026
682,175
2,232,250
7,702,550
273,900
53,230,480
3.517,450
456.710
83.876,310
3,365.883
2,555 924
17,056,398
11,585,660
20,597,167
65,123,236
950,828
288,625
4.405,000
43.397,177
304,138,500
J
2,017,985
1,865,207
480,955
400,000
2,986,000
1,924,339
1900
From United States
$ 26,135
700,255
6,560
1,237,635
253,146
33,880,000
20, 260
121,236,381
336,900
2,048, 120
5,309.365
1,407,500
4,609,710
61,690
109, 155
18,249
1,480.595
1,656,469
9,679,392
•
181,912
23,170,465
621,315
72,745
1,800,000
Per cent
from
U. S.
.6
37.5
.I
32.3
2.3
51.8
15.
15.5
49.4
26.6
9.9
40.
5.5
1.8
4.2
. I
12.8
8.
14 8
.4
7.6
30.7
18.1
60.3
'Total
$*2,291,918
*13,681,915
*1,150,510
*4,599,120
1,889.346
*642,676
6,239,680
48,679,295
*111,049
*3,093,940
8,981,466
*154,385
85,861,081
*104,425
*576,400
*13.353,935
6,721,094
*8,802, 163
1,030,918 335
*708, 145
2,145,000
10,279,000
64, 144,285
*3,202,000
*722,720
84,302,000
3,403,867
*759,000
*3.565.531
*30,802,892
*21,490,015
30,876,350
65 545,323
15,949,646
†7,202,972
546,596
1,806,218
*3,861,174
62,274,322
321,663,680
34, 184.735
1,804, 102
*1,246,137
361,291
4,341,304
720,465
2,738,828
*2,293.770
1905
From United States
$903,000
10,875
720, 130
7,165
1,064,085
84.925
48.303,167
12,300
92,897,459
302,570
2,750,000
21,036,315
Per cent
from
U. S.
624,047
130,000
73.711
1,352,627
100,945
1,961,075
6.6
2
38. 1
.I
34.4
.9
56 2
11.8
9.
42.7
26.8
7,192,505
1,668,000
2,557,980
3.
133,000
39
522,000 68.8
125,297
512,085
3,964,535
5,761,498
6,663,060
13,387,457
II.2
52.1
3.5
1.6
18.
18.6
IO. I
80.8
6.5
34.5
10.4
20.4
31.
14.
71.3
Import Trade of the World-(Continued)
13

Countries
Senegal
Servia.
Seychelles
Siam
Sierra Leone
Sikkim
South Africa
Southern Nigeria
Spain
Straits Settlements
Sweden
Switzerland
Tunis
Turks Island
•
Turkey, Asiatic
Turkey, European
Tahiti
Timor (Portuguese)
Togoland
Tonga Islands
Tripoli
Trinidad and Tobago
Uganda
United Kingdom
United States
Uruguay.
•
•
•
Venezuela.
Virgin Islands.
Zanzibar
•
•
·
"
·
Total
$ 8,275,850
10,805,445
326,970
13.468,700
2,759,355
170,986
146,996,265
5,577,915
196,888, 189
152,852,000
144,432,477
222,221,940
695,255
195,461
879,200
444,590
2,497,500
12,501,290
12,302,850
147,820
2,615,375,865
849,941,184
23,978,006
8,560,000
16,935
5,580, 205
1900
From United States
$ 218, 140
223,800
112,600
221,870
I1,555,395
30.265
21,172,495
913,000
2,479,833
12,262,000
327,085
3,027,025
391,810
III, 195
693,946,305
2,182,945
2,704,908
2,026
303,905
Per cent
from
U. S.
2.6
2. I
.8
8.
7.8
.5
10.7
.5
1.7
55
47.
24.2
3. I
75.
26.5
8. I
31.6
11.9
5.4
Total
$*9,969,348
12,185,281
263,262
20,759,335
†3.564,135
†120,380
158,406,642
*8.962,340
188,899,000
159,888,774
*153,732,000
271,845,000
*
599,635
*81,467
*1,724.500
354,340
*1,806,500
12,794,714
*16,676,885
141,150
$49,670,000
241,600,000
748,685
2,275,970,000
1,226,562,446
31,824,043
$5,425,000
*27,530
5,549,780
1905
From United States
$ 402,120
149,955
284,690
175,205
14,508,871
40,520
20,453,751
1,059,622
2,560,176
11,385,874
298,230
3,296,782
190,225
93,825
107,280
577,865,255
2,375,019
1,948,000
4,520
378,990
Per cent
from
U. S.
4.
I.2
1.3
5.2
9. I
.4
10.8
6
1.6
4. I
49.8
24.9
I. I
66.5
14.2
25.3
7.1
35.9
16.8
6.6
14
Area, Population, and Exports and Imports
By Countries
Populations given are the most recent returns. Figures for exports and imports are for the year 1905, excepting those marked (*)
which are for 1904; (†) 1903; and (†) 1902.

Abyssinia.
Afghanistan
Algeria
Angola
Antigua
Argentine Republic
Australia
Austria-Hungary
Countries
•
Bahamas
Baluchistan
Barbados
Belgíum
Bermudas
Bismarck Archipelago
Bolivia
Brazil
British Central Africa.
British East Africa
British Guiana
British Honduras
British India
British New Guinea
British North Borneo
British Somaliland
British West Indies
•
•
•
•
•
Dahomey
Denmark
Dominica
•
Bulgaria.
Canada
Cape Verde Islands
Caroline Islands
Ceylon
Chile.
China (Proper)
Colombia
Congo Free State
Cook Islands.
•
Costa Rica.
Crete
Cuba
•
►
·
•
•
•
·
·
•
•
·
•
•
Dutch East Indies
Dutch Guiana
Ecuador
Egypt
✔a
•
Curacao & Dependencies..
Cyprus
•
•
•
..
•
•
D
Area:
Sq. Miles
150,000| 3,500,000
215,400
184,474
4,000,000
4,739,556
4,119,000
34,953
4,794,149
3,782,347
484,800
170
1,129,400
2,972,906
241,133
4,404
132,315
166
11,373
19
20,000
617,478
3,342,594
45,404,267
57,146
1,049,808
199,514
7,160,547
20,206
400,000
1,576,248
14,344,118
924,106
40,980
300,000
90,277
2,500,000
295,122
7,562
1,766,642
39,668
294,361,056
350,000
90,540
31,116
175,000
68,000
300,029
12,010
37,200
3,619,819
1,480
370
Population
25,333
305,497
1,353,350
473,202
900,000
142
18,400
3,365
44,000
403
3,584
60,000
15,388
291
736,399
46,060
118,869
400,000
8,400
331,340
303,543
1,572,845
✓
53,244
237,002
1,000,000
2,464,770]
30,790
35,533,552
76,798
1,275,600
9,734,005
Total
Exports
$1,310,000
2,207,333
45,752,600
*5,609,578
*580,920
322,544,000
276,626,370
422,487,000
948,688
*3,165,475
4,190,112
466,735,295
770,310
*302,518
11,821,218
219,255,222
525,694,343
*377,530
*2,136,336
883,230
1,678,375
29,254,448
3,744,300
29,592,137
5,371,315
147,424
203,316,872
281,680
33,000
3,578,333
2,712,145
81,553
34,063,236
96,801,355
383,253,029
166,358,583
3,593,000 (98) 18,487,000
30,000,000
10,376,104
242,265
1,173,320
9,557,030
971,319
*143,220
8,138,152
2,244,880
110,167,484
*306,270
2,330,650
*2,228,301
95.467,000
333,065
*107,447,648
*1,538,505
10,642,096
101,810,425
Per Capita
$ .37
.55
9.65
1.36
16.59
67.281
73.14
9.30
16.63
3.01
21.05
65.18
38.50
.75
7.51
15.28
.25
.46
32.38
24.89
1.78
1.07
12.20
2.94
17.43
7.92
37.85
1.91
2.47
9.52
35.67
.43
5.14
.34
17.04
27.60
7.40
· 70.03
5.77
9.83
2.23
38.74
10.84
3.02
20.06
8.34
10.45
Total
Imports

‡$1,061,500
3,522,036
76,777,400
*8,355,770
*714,825
205,151,000
186,620,758
438,685,000
1,446,573
*4,976,474
5,203,728
613,667,352
3,077,728
*439,779
8,119,508
145,835,803
1,103,485
2,590,715
7,380,437
1,876,550
384,042,485
*378,160
*1,448,131
1,457,300|
37,012,390
24,449,987
261,435,000|
†1,765,370
167,592
36,108,109
68,837,692
326,385,577
(98)11,083,000
4.668,846
*227,585
5,239,477)
3,087,000
94,806,600
*1,175,545
1,944,525,
*2,136,247
124,942,000
455,440
*73,732,427
*3,083,125
7,669,085
107,820,380|
Per Capita
les
.30
.81:
16.20
2.02
20.42
42.79
49.34
9.66.
25.39
4.73
26.63
85.77
153.65
1.97
5.15
10.16
1.19
1.03
25.01
48.02
1.18
1.08
8.27
4.86
22.05
6.53
48.67
12.00
5.06
10.09
25.38
.85
3.08
.15
27.32
15.82
10.18
66.27
22.18
8.20
2.14
50.70
14.83
2.07
40.19
6.01
11.07
15
Area, Population, etc,-(Continued)

Ellice Islands
Eritrea.
Falkland Islands
Federated Malay States..
Fiji Islands.
Formosa
France.
Countries
•
French Congo
French Guiana
French Guinea
French India
French Indo-China
French Somali Coast
Gambia.
German East Africa.
Hayti..
Honduras
•
•
•
Iceland
Italy.
Ivory Coast
Mayotte
Mexico
•
German New Guinea
German Southwest Africa
Germany
Gilbert Island
Gold Coast
Greece..
Greenland
Grenada.
Guadeloupe
Guam
Guatemala
Hawaiian Islands
•
•
·
•
•
Martinique
Mauritius
•
•
•
·
•
Monsterrat
Montenegro
Morocco
Nepal .
Jamaica
Japan.
Kameroon
Korea .
Labuan
Lagos
Leeward Islands
Liberia ..
Madagascar
Maldine Islands
Malta .
•
•
•
•
·
Marianne Islands
Marshall Islands
•
•
•
•
•
•
•
·
•
•
•
•
•
•
Area:
Sq. Miles
14!
88,500
6,500
36,559
8,034
13,458
207,054
450,000
30,500
95,000
196
363,130
12,000
3,126
384,180
69,027
322,450
208,830
153
339,900|
25,014
46,740
133
688
150
48,290
6,449
10,204
46,250
39,756
110,550
116,000|
4,207
161,198
191,130
82,000
30
3,420
700
45,000
227,950
117
250|
158
380
729
140
767,261|
321
3,630
219,000
54,000
Population
2,400
450,000
2,009
763,184
124,230
3,059,235
38,961,945
10,000,000
44,010
2,200,000
275,094
18,230,000
50,000
85,784
6,703,000
110,000
200,000
56,367,931
50,000
23,455,600
2,645,177
11,893
68,253
182,110|
9,000
1,364,678
154,001
1,425,000
543,741
78,470
33,476,117
2,000,000|
803.838
47,812,138
3,500,000|
10,519,000
8,411
85,607
128,235
2,129,000|
2,505,240
30,000
202,134
2,000
13,000
203,700
383,864
11,640
13,605,919
13,127
228,000
5,000,000
4,000,000
Total
Exports
104,888
*562,933
837,250
*26,848,492
3,437,827
*11,411,215
919,013,000
2,427,092
†2,380,000
2,781,505
*6,109,510
30,913,123
*3,299,603
1,401,360
2,237,641
*13,568
+860,878
1,364,131,000
104,888
7,241,975
16,185,000
89,750
1,565,928
*2,586,654
70,261
8,237,755
159,541
1,275,000|
2,472,890
*2,823,400
329,522,000
*2,056,945
6,992,061
160,766,805
*1,900,667
*3,538,975
*820,745
*5,095,265
1,631,742
*576,786
4,510,800
*630,889
42,220,120
*38,444
*145,838
*2,635,255
11,231,137
*3,871,492
104,260,225
*110,780
*583,603
*8,612,850
*4,995,503
Per Capita
43.66
1.25
418.501
35.18
27.73
3.73
23.64
.24
54.09
1.47
22.07
1.69
65.00
16.35
.33
.12
4.30
24.20
2.09
.31
6.12
7.60
23.02
14.21
7.80
6.03
.38
.89
4.54
36.01
9.85
1.02
8.69
3.21
.55
.33
97.70
59.901
12.73
.27
1.80
21.03
209.01
19.22
11.21
12.93
29.25
333.73
7.66
8.51
2.56
1.72
1.25
Total
Imports
11,407
1,555,453
290,775
*18,433,564
2,155,212
*11,497,377
902,056,000
1,811,630
†2,020,000
3,588,575
*1,169,710
45,275,093
*2,533,267
1,525,905
3,584,722
*141,626)
1,982,688
1,696,660,000,
87,537
7,430,340
27,171,000
183,250
1,247,176
*2,653,574
74,649
6,841,445
!3,014,964
4,900,000
2,362,760
*3,127,400
401,127,000]
*3,512,280]
8,187,466
244,269,008
*2,291,918
*13,681,915
*1,150,510
*4,599,120
1,889,346
*642,676
6,239,680
*55,122
48,679,295
*29,942
*111,049
*3,093,940
8,981,466
*154,385
85,861,081
*104,425
*576,000
*13,353,935
*8,802,163
Per Capita
4.77
3.45
145.35
24.16
17.13
3.75
23.15
.18
48.18
1.63
4.25
2.45
50.66
17.80
.52
1.28
9.91
30.09
1.75
.31
10.27
15.52
18.18
14.59
8.29
5.01
19.57
3.43
4.34
39.89
11.97
1.75
10.18
5.10
.65
1.30
136.97
53.72
14.76
.30
2.49
1.84
240.96
14.97
8.54
15.16
23.12
13.30
6.31
8.03
2.52
2.67
2.20
! Including trade with the United States, the exports of the Hawaiian Islands were $36,123,867 or $231.51 per capita; imports were
$14,658,483 or $95.18 per capita.
16
Area, Population, etc.-(Continued)
Netherlands
Nevis
New Caledonia.
Newfoundl'd & Labrador
New Hebrides
New Zealand
Countries
·
Nicaragua
Northern Nigeria.
Norway
Oman
Panama
Paraquay
Persia
Peru
•
•
Philippine Islands
Porto Rico
Reunion
Rumania
Portugal.
Portuguese East Africa..
Portuguese Guinea
Portuguese India .
Russia in Asia
Russia in Europe
•
Sarawak
Senegal .
Servia
•
Salvador
Samoa
Santo Domingo
•
•
•
St. Helena
St. Lucia.
St. Pierre & Miquelon
St. Vincent
•
•
·
•
Seychelles
Siam.
Sierre Leone
Sikkim
South Africa
Southern Nigeria
Spain
Straits Settlements
Sweden
Switzerland
Tahiti.
Timor
·
•
Tunis
Turks Islands
•
•
•
•
·
Togoland
Tonga .
Tripoli.
Trinidad and Tobaga
•
•
•
Turkey in Asia
Turkey in Europe .
•
Area:
Sq. Miles
12,648
85
7,600
162,734
5,852
104,751
49,000
258,000
124,129
82,000
31,571
122,095
628,000
695,916
127,853
3,606
35,490
293,400
13,940
1,558
966
50,720
6,220,440
1,996,743
47
233
92
133
7,225
1,100
18,045
50,000
806,000
18,630
149
200,000
4,000
2,818
909,613
51,500
194,783
1,523
Population
172,876
15,976
5,509,659
13,699
52,756
222,643
72,430
857,539
420,000
9,161,700
2,240,032
1,500,000
340,000
635,571
7,653,000
4,609,999
7,635,426
953,243
5,423,132
3,120,000
820,000
572,290
173,200
5,956,690
19,140,326
107,446,109
3,458
52,682
6,250
49,236
1,006,848
38,400
416,000
500,000
4,523,000
2,492,882
20,767
6,070,000
77,181
59,014
6,336,756
3,000,500
18,618,086
Total
Exports
799,694,017
*642,490
2,003,315
10,669,000
251,600
78,279,735
*3,926,000
*764,105
58,631,000
1,746,155
*1,086,000
*3,178,819
*20,381,960
*20,333,195
32,352,615
!3,076,420
31,596,451
+1,734,083
†342,540
*526,284.
*2,716,536
52,374,467
40,858,420
548,537,390
3,175
837,212
*1,532,077
252,595
5,647,698
506,960
6,880,890
*2,718,644
*5,984,178
*12,431,213
269,344
32,014,475
1,057,990
+78,370
186,821,591
*8,593,585
189,393,000
132,592,301
*111,146,000
193,864,200
Per Capita
570,665
*82,006
*887,7501
553,640
145.13
42.731
38.01
47.93
3.471
91.29
9.341
.08
26.17
1.16
3.19
4.99
2.66
4.41
4.23
3.22
5.82
.55
.41
.92
15.69
8.71
2.19
5.15
.91
15.91
247.69
5.16
5.60
13.20
16.54
5.43
1.32
4.99
13.01
5.27
21.53
1.33
29.48
2.86
10.16
230.91
21.64
56.47
35.00
Total
.27
.59
Imports
1,030,918,335
*708,145
2,145,000
10,279,000
573,598
5,136,441
3,427,626
16,300
700
300,000
.27
1,500,000
1.15
20,223
27.68
17.71
1.93
1.80
7,458
33,700
374
389,900
1,754
51,000
166
693,610
65,350
1,000,000
290,800
*1,932,800
12,065,800
41.43
43.96
1,900,000 *15,336,355
5,300
119,490
16,898,800 (01)38,460,000]
6,130,000 (01)16,v20,000|
8.07
22.53
2.29
141,150
(01) 49,670,000
(01) 41,600,000|
8.77
26.62
2.94
2.61
6.78
! Including trade with the United States, the exports of Porto Rico were $18,248,948 or $19.14 per capita; imports were $15,949,646
or $16.73 per capita.
273,900
64,144,285
*3,202,000
*722,720
84,302,000
3,403,867
*759,000
*3,565,531
*30,802,892
*21,490,015
30,876,350
! 2,562,189
65,545,320
†7,202,972.
*546,596|
*1,806,218.
*3,861,174]
62,274,322
34,184,735
321,663,680
263,935
1,804,102
*1,246,237
361,291
4,341,304
720,465
2,736,828
*2,293,770
*9,969,348
*12,185,281
263,262
20,759,335
3,504,135
†120,380
158,406,642
*8,962,340
188,899,000
159,888,774
*153,732,000
271,845,000
Per Capita
599,635
*81,467
*1,724,500
354,340
*1,806,500
12,794,714
*16,676,885
187.09
52.06
40.70
46.09
3.79
74.80
7.62
.08
33.16
2.26
2.23
5.60
4.02
4.66
4.04
2.68
12.08
2.30
.66
3.12
22.31
10.45
1.79
2.99
77.61
34.29
200.98
7.35
4.31
18.76
6.57
4.58
2.20
4.89
12.71
3.42
45.50
2.04
24.96
2.99
10.14
278.55
29.93
79.34
36.78
Area, Population, etc.-(Continued).
17

Uganda
United Kingdom
United States
Uruguay
Venezuela
Countries
•
Virgin Islands
Zanzibar
•
•
Italy
Japan
Africa
Asia
Europe
North America
Oceania
South America
•
•
•
•
•
Continents
Countries
Aus-.Hungary
Belgium
France.
Germany
·
•
Netherlands
Switzerland
·
·
•
•
•
..
•
•
Area:
Sq. Miles
!
150,000
121,391
3,026,789
72,431
533,937
57
1,020
Area:
Sq. Miles
619,610,561
131,861,766
United Kingdom 605,485,585
United States 1,028,793,341|
Population
4,000,000
41,976,827
84,154,000
964,577
2,444,816
5,143
200,000
1900
$359,434,665
326,598,780
605,980,000
1,072,075,000
202,912,800
21,426,280
Population
Total
Area, Population, Exports and Imports
By Continents
(Areas open to commerce only included.)
336,875
1,605,053,000
1,743 864,500
39,763,673
7,653,000
*22,780
5,603,250
$349,010,461
10,242,899 144,635,021|
13,124,950 861,394,768 1,354,241,022
3,786,008 400,688,773 7,292,165,378
2,252,115,484,
7,875,134 114,015,989
3,276,321 13,444,222
7,585,355 37,358,167|
395,565,837
764.792,363|
Exports
Total
1905
$397,422,561
362,286,920
631,540,000
1,089,716,305
219,274,400
35,150,823
717,599,598
146,367,428
563,716,305
1,088,467,292
Exports
Gain or Loss
$37,987,896
35,688,140
25,560,000
17,841,305
Experts
Exports from and Imports into Ten Leading Commercial
Countries by Continents
16,361,600
13,724,543
Per Capita
97,989,037
14,505,602
-31,769,280
59,673,951
.08
38.23
20.70
41.22|
3.13
4.46
28.01
(In these tables the figures given in the 1905 column for Austria-Hungary, France and Japan are for the year 1903, and those for
Italy and the Netherlands, for 1904.)
EUROPE
Per Capita
$ 2.41
1.57
18.19
19.75
29.42
20.47|
Total
748,685
2,275,970,000,
1,226,562,446)
1900
$258,764,323
313,703,880
583,060,000
943,800,000
250,986,800
63,196,700
505,407,927
191,941,889
1,113,665,100]
440,567,314
Imports
31,824,042
†5,425,000
*27,530
5,549,780
Total
Imports
$371,071,502
1,441,802,712
8,795,290,750
1,760,148,635
291,979,880
521,775,013
Imports
Per Capita
1905
$288,573,551
433,013,420
491,340,000
1,149,500,000
269,405,000
48,057,106
638,886,280
243,391,086
1,175,145,580
540,773,092
.18
54.22
14.60
32.92
2.21
5.39
27.79

Per Capita
$ 2.53
1.67
21.95
15.43
21.71
13.97

Gain or Loss
$29,809,228
120,309,540
-91,720,000
205,700,000
19,318,200
-15,139,594
133,478,353
51,449,197
81,480,480
100,205,778
18
Exports and Imports, Ten Leading Countries-(Continued)
Countries
Aus.-Hungary
Belgium
France
Germany
Italy
Japan
•
Netherlands
Switzerland
United Kingdom
United States
Italy
Japan
Aus.-Hungary
Belgíum.
France
Germany
•
•
Netherlands
Switzerland
Italy
Japan
•
·
•
Netherlands
Switzerland
•
Aus.-Hungary
Belgium
France
Germany
Italy.
Japan
•
United Kingdom
United States ..
•
Aus.-Hungary
Belgium
France
Germany
·
•
United Kingdom
United States ..
•
Netherlands
Switzerland
*
•
•
•
·
•
•
❤ ❤
✔
NORTH AMERICA (exclusive of the United States).

↓
United Kingdom
United States
J
1900
$815,522
4,522,000
14,660,000
17,500,000
26,158,800
1,491,619
593,528
2,079,105
91,626,665
176,611,003
$1,631,939
6,443,920
27,520,000
47,225,000
20,105,200
9,044
2,016,980
3,416,230
148,973,805
38,337,647
$12,128,500
10,220,780
23,820,000
58,925,000
8,840,200
46,880,204
26,893,556
7,389,813
358,737,365
64,768,475
$6,590,453
7,865,880
83,000,000
18,325,000
8,760,000
138,976
1,952,696
1,607,371
158,724,280
19,449,393
Exports
1905
$1,109,818
14,387,960
15,700,000
44,975,000
39,935,200
1,497,880
735,644
3,782,015
99,160,940
247,445,486
$1,966,271
18,653,980
30,460,000
78,975,000
32,217,000
6,006
4,132,992
5,296,001
100,916,510
56,569,376
$9,156,520
22,732,800
20,300,000
83,200,000|
11,584,250
62,549,787
29,129,104
8,832,534
461,224,585
127,822,005
$6,897,308)
13,994,260
SOUTH AMERICA
91,181,600
30,800,000
12,719,600
161,332
3,611,456
2,204,055
Gain or Loss
168,853,945
18,469,899
$294,296
9,875,960
1,040,000
27,475,000
13,776,400
6,261
142,116
1,702,810
7,534,275
70,834,483
$334,332
12,210,060
2,940,000
31,750,000
12,118,000
-3,038|
2,116,012
1,879,771
-48,057,295
18,231,729
ASIA
$-2,971,500|
12,512,020
-3,520,000
24,275,000
2,744,050
15,669,583
2,235,548
1,442,721
102,487,220
63,053,530
AFRICA
$306,855
6,128,380
8,181,600
12,475,000
3,959,600
22,356
1,658,760
596,684
10,129,665
-979,494|
1900
$3,364,051
3,326,575
29,340,000
31,950,000
45,988,000
}
159,397
1,214,670
2,168,644
126,049,445
130,035,221
$11,780,521
40,384,600
42,360,000
128,125,000
11,428,400
5,340
45,541,580
5,002,227
135,132,465
93,666,774
$23,946,199
11,112,040
89,860,000
97,475,000
26,791,600
44,644,581
125,104,988
6,127,472
250,129,130
139,842,330
$7,760,332
7,523,340
65,820,000
36,775,000
5,259,800
734,049
3,793,368
3,998,303
108,074,390
11,218,437|
Imports
1905
$2,510,025
4,279,540
33,050,000
36,015,000
49,030,600
250,339
3,561,688
1,297,889
153,700,050
227,229,145
$13,029,131|
69,802,260
97,680,000
200,600,000
11,798,200
1,713
45,992,872
6,495,376
168,357,565
150,795,800
$49,158,576
29,013,920
118,760,000
135,075,000
44,025,200
84,371,826
179,879,708
7,539,028
274,863,270
161,982,901
$7,516,746
17,011,960
86,540,000
61,272,000
7,587,000
1,200,799
4,727,364
3,829,602
131,275,650
11,343,622
Gain or Loss
$-854,000
952,965
3,710,000
3,055,000
3,042,600
90,942
2,347,018
-870,755
27,650,605
97,193,924
$1,248,610
29,317,660
55,320,000
72,475,000
369,800
-3,627
451,292
1,493,149
33,225,100
57,129,026
$26,212,377
17,901,880
28,900,000
37,600,000
17,233,400
39,727,245
54,774,720
1,411,556
24,734,140
22,140,571
$-243,686
9,488,620
10,720,000
24,497,000
2,327,200
466,750
933,996
-168,701
23,201,260
125,185
Exports and Imports, Ten Leading Countries-(Continued)
19
Countries
Aus.-Hungary
Belgium
France
Germany
Italy
Japan
•
•
Netherlands
Switzerland.
•
Italy
Japan
•
·
United Kingdom
United States ..
Countries
•
Aus.-Hungary
Belgium
France
Germany.
Italy
Japan
•
·
•
Netherlands
Switzerland.
·
•
•
•
·
Aus.-Hungary
Belgium
France
Germany
•
•
United Kingdom
United States
•
•
Netherlands
Switzerland
OCEANIA

•
•
··
United Kingdom
United States
•
1900
Exports from and Imports into Ten Leading Commercial
Countries by Trade Route Groupings
$212,618
2,957,040
3,380,000
13,825,000
•
870,240
2,541,219
139,588
836,198
(In these tables the figures given in the 1905 column for Austria-Hungary, France and Japan are for the year 1903, and those for
Italy and the Netherlands, for 1904.)
WESTERN EUROPE
124,951,950
42,803,712
1900
$283,618,765
306,958,880
525,880,000
750,050,000
123,458,600
17,526,616
611,466,004
112,142,133
558,698,025
985,910,284
Exports
$81,245,590
23,431,980
147,100,000
184,325,000
89,182,400
4,038,637
8,286,696
21,417,588
1905
99,216,670|
44,204,558
$269,378
2,817,440
2,780,000
14,574,000
1,290,400
3,640,883
297,040
1,028,722
117,331,805|
32,970,583|
Exports
1905
$306,550,098
337,030,840
539,380,000
773,650,000
128,484,000
28,973,022
Gain or LOSS
705,242,392
120,145,073
$56,700
-139,600
-600,000
$95,173,572
33,649,920
166,680,000
327,325,000
112,837,200
749,000
420,160
1,999,664
6,354,129
13,511,592
27,709,664
170,149,250
56,082,349
157,452
195,524
-7,620,145
-9,833,129
Gain or Loss
1900
$22,931,333
30,071,960
13,500,000
23,600,000
5,025,400
$2,208,286
7,523,340
22,520,000
31,900,000
$13,927,982
10,217,940
19,580,000
143,000,000
23,654,800
2,315,492
4,224,896
/ 6,292,076
70,932,580
11,877,791
494,720
2,372,749
662,460
1,369,501
186,716,880
34,611,108
13,446,406
93,776,288
8,002,940
115,573,655
463,124,370
953,569,169 -32,341,115
THE MEDITERRANEAN
1900
$196,933,995
204,950,860
426,540,000|
699,950,000
186,952,800
59,211,642
473,577,664
142,920,450
1,037,325,115]
395,028,174
Imports
1905
$67,755,748
20,237,100
150,060,000
263,100,000
70,311,000
4,716,604
24,857,220
53,045,618
171,297,315
57,012,830
$1,067,030
15,389,720
20,800,000
41,750,000
695,600
2,313,853
1,848,204
2,030,487
203,520,980
25,388,421
Imports
1905
$219,976,010
378,517,620
390,560,000
867,575,000
206,690,000
44,968,097
607,771,348
184,440,686
1,108,601,695
482,555,152
$73,856,863|
57,675,860
174,920,000
361,025,000
Gain or LoSS
$-1,141,250
7,866,380
-1,720,000
9,850,000
200,880
-68,896
71,428,600
4,289,805
32,644,600
63,304,067
219,652,150
72,885,691
1,185,744
660,986
16,804,100
9,222,687

Gain or Loss
$23,042,015
173,566,760
-35,980,000
167,625,000
19,737,200
-14,243,545
134,193,682
41,520,236
71,276,580
87,526,978
$6,101,115
37,438,760
18,860,000
97,925,000
1,117,600
-426,799
7,786,380
10,258,449
48,354,835
15,872,861
20
Exports and Imports, Ten Leading Countries-(Continued)
Countries
Aus.-Hungary
Belgium
France
Germany
Italy
•
Netherlands
Switzerland
·
United Kingdom
United States
Aus.-Hungary
Belgium
France
Germany
Italy
·
Aus.-Hungary
Belgium
France
Germany
Italy
·
Netherlands
United Kingdom
United States
•
Netherlands
Switzerland
Italy
Japan
·
•
Aus.-Hungary
Belgium
France
Germany.
Italy
Netherlands
Switzerland
•
United Kingdom
United States
Aus.-Hungary
Belgium
France
Germany
✔
•
United Kingdom
United States
Netherlands
Switzerland
•
•
•
·
·
EAST AFRICA

·
•
United Kingdom
United States
1900
$88,020
188,820
11,280,000
2,950,000
417,200
549,852
316,062
7,405,405
822,954
$590
2,797,860
6,440,000
7,550,000
144,200
1,247,940
21,779,660
871,659
$793,942
1,081,000
920,000
3,500,000
8,800
76,896
280,629
63,789,375
16,256,194
$1,382,344
6,371,520
9,880,000
30,472,500
17,995,000
38,440
2,735,815
73,514,155
24,495,005
Exports
$241,273
1,896,320
14,340,000
14,925,000
2,055,600
1,713
13,828
549,966
1905
22,699,775
6,160,769
$54,464
372,300
8,300,000
2,980,000
470,800
788,944
261,607
18,054,785
2,214,341
239,092
----54,455
10,549,340
1,381,387
AFRICA
$720|
764,300
640,000
2,275,000
-5,000
615,180
437,175
2,670,685
SOUTH AFRICA
$437,195
517,400
180,000
4,975
132,800
46,644
$1,310
3,562,160
5,800,000
9,825,000
139,200
1,863,120
22,216,835
3,542,344
WEST
$356,747
1,598,400
1,100,000
8,475,000
141,600
123,540
248,261
Gain or Loss
$----33,556
183,480
-2,980,000
1,984,104
4,320,583
108,698,365
36,435,097
6,006
2,784
750,577
30,496,440
10,870,197
30,000
53,600
----32,368
81,801,595
18,012,240
11,946,100 -4,310,094
EAST COAST OF SOUTH AMERICA
$1,644,185
15,980,700
21,420,000
11,540,000
56,600,000 26,127,500
29,745,400
11,750,400
1,945,664
1,584,768
35,184,210
11,940,092
$261,841
9,619,180
K
1900
$54,466
416,200
-8,340,000
22,425,000
214,400
4,293
----11,044
200,611
7,796,665
4,709,428
$1,129,815
6,040
5,300,000
3,725,000
74,800
994,356
56,381
2,493,310
22,133
$99,096
540,000
8,160,000
12,775,000
5,000
1,772,056|
14,719,305
681,769
$32,043
6,520
WEST COAST OF SOUTH AMERICA
$295,839
2,312,520
4,000,000
37,350,000
2,270,000
3,060,000
6,500,000|
1,000
42
208,698
19,965,345
1,039,182
$9,586,142
26,268,240
76,960,000
91,525,000
10,253,600
32,372,064
4,316,229
98,494,110
68,035,838
$2,171,956
320,040
17,560,000
28,675,000
1,174,800
5,340
11,949,580
113,889
31,440,260
10,759,769
Imports
1905
$30,500
147,560
7,300,000
5,025,000
770,800
129,308
34,184
2,903,445
968.507
$296,868
12,842,000
10,600,000
22,500,000
48,200
3,068,324
16,637,395
778,603
$68,408
1,163,200
3,520,000
9,025,000
4,000
43
118,558
27,707,310
628,249
$10,560,687
57,652,500
78,660,000
140,225,000
10,754,600
29,375,172
5,560,774
129,809,505
118,359,056
$2,409,116|
11,621,660
16,660,000
51,700,000
1,234,000
9,044
15,103,628
150,350
43,027,330
16,763,893
Gain or Loss
$1,099,315
141,520
2,000,000
1,300,000
696,000
-865,048
22,197
410,134
946,374
$197,772
12,302,000
2,440,000
9,725,000
43,200
1,296,268
1,918,090
96,834
$36,365
1,156,780
460,000
2,525,000
3,000
1
-90,140
7,741,965
-610,933
$974,545
31,384,260
1,700,000
48,700,000
501,000
-2,996,892
1,244,545
30,315,395
50,323,218
$237,160
11,301,620
-900,000
23,025,000
59,200
3,704
3,154,048
36,461
11,587,070
6,004,124
(Exports and Imports, Ten Leading Countries-Continued)
21
Countries
Aus.-Hungary
Belgium
France.
Germany
Italy
Japan
•
Netherlands
Switzerland
Italy
Japan
United Kingdom
United States ..
Aus.-Hungary
Belgium
France
Germany
·
Italy
Japan
•
·
•
•
Switzerland
•
•
•
United Kingdom
United States
Aus.-Hungary
Belgium
France
Germany
Italy. .
Japan
•
•
Netherlands
Switzerland
Aus.-Hungary
Belgium
France
Germany
Netherlands
Switzerland
•
•
•
United Kingdom
United States
United Kingdom
United States
•
THE CARIBBEAN AND MEXICAN GULF
1900
$222,427
1,502,260
17,640,000
14,325,000
1,603,000
16,288
2,526,124
1,268,762
41,986,680
94,193,281
$9,278,243]
4,535,340
14,280,000
25,300,000
5,990,000
4,608,185
26,727,808
3,307,074
194,764,475
8,113,673
Exports
$2,491,002
5,804,980
6,900,000
32,425,000
1,313,200
43,400,640
1,190,984
3,395,260
96,429,185
58,413,883
1905
$332,579
5,482,330
17,900,000
22,050,000
1,877,400
36,111
3,081,744
1,836,399
46,991,400
122,927,571
$169,701
2,752,140
580,000
5,450,000
85,800
1,461,769
4,340,936
61,707,165|
Gain or Loss
CANADA, NEWFOUNDLAND AND LABRADOR
$74,916
3,156,380
520,000
5,000,000
324,300
1,475,331
1,681,620
40,633,550
90,045,256
16,880,000
22,700,000
$110,152
3,980,070
260,000
60,000
450,000
-238,500
13,562
2,659,316
21,173,615
133,779,997| 43,734,741
7,195,400
8,189,659
27,757,656
4,101,720
7,725,000
2,744,0001
19,823
555,620
567,637
5,004,720
38,734,290|
SOUTHERN ASIA
267,639,400
21,583,594
$6,979,256| $-2,298,977
8,230,080
$94,785
-404,2401
143,007,045
112,060,099
3,694,740
2,600,000
-2,600,000
1,205,400
3,581,474
1,029,843)
794,646
72,874,925
3,469,921
EASTERN ASIA
$2,115,341 $-375,661
14,702,480
8,897,500
2,960,000
45,475,000
863,400
55,197,936
1,380,692
3,937,675
-3,940,000
13,050,000
-450,000]
11,697,296
189,708
542,415
1900
46,577,860
53,646,286
$1,722,706
924,380
32,020,000
22,575,000
492,8061
1,063
2,443,204
1,593,126
21,090,915
104,974,555j
$31,2821
13,720
1,780,000
1,600,000|
232,000
158,334
2,295,212
117,551,625|
39,931,833|
$21,110,703]
101,500
43,560,000
78,825,000
10,536,000
17,573,121
124,994,900
2,254,256
203,419,540]
74,785,658
$2,056,532
62,300
47,760,000
13,650,000
12,296,600
28,713,605
Imports

132,136
3,782,309
33,235,655
66,894,311
1905
$1,393,329
2,118,600
27,920,000
28,800,000
623,800
819
5,075,760
1,724,086
25,387,455
179,279,276
$59,316
2,608,180|
2,000,000
2,450,000
638,200
249,519
719,708
131,021,025
63,653,861|
$26,056,155
23,506,560
61,320,000
110,450,000
44,995,800
50,683,161
178,613,074
2,922,897
250,932,425
76,101,181
$2,604,870
3,086,800
58,100,000
16,475,000
17,299,000
33,899,569
1,281,880
3,937,143
22,294,605
92,502,553
Gain or Loss
$329,377
1,194,220
--4,100,000
6,225,000
130,994
-244
2,632,556
130,960
4,296,540
74,304,721
$28,034
2,594,460
220,000
850,000
406,200
91,185
-1,575,504
13,469,400
23.722,028
$4,945,452
23,405,060
17,760,000
31,625,000
34,459,800
33,110,040
53,618,174
668,641
47,512,885
1,315,523
$548,338
3,024,500
10,340,000
2,825,000
5,002,400
5,185,964
149,744
154,834
-10,941,050
25,608,242
22
Exports and Imports, Ten Countries-(Continued).
Countries
Aus.-Hungary
Belgium
France.
Germany
Italy
Japan
Netherlands
Switzerland
Aus.-Hungary
Belgium
France.
Germany.
1850
United Kingdom
United States
1860
•
1870
1880
1890
•
1900
Italy.
Japan
United Kingdom
United States
•
•
•
·
•
•
...
•
•
··
AUSTRALIA AND NEW ZEALAND

1900
$128,509
2,817,500
1,640,000
11,975,000
868,000
1,265,262
115,208
836,198
135,308,365
26,583,784
1
$84,109
1,700,000
525,000
800
647,393
953,720
484,517
Exports
1905
$197,881
2,635,160
1,060,000
12,675,000
1,284,000
1,676,232
290,792
1,028,720
117,089,010
26,263,186
Gain or Loss
$69,372
-182,340
-580,000
-18,219,355
-320,598
700,000
416,000
410,970
175,584
192,522
20,000
50,000
4,000
479,498
-397,640
24,496
p
"
1900,
$750,639
5,706,760
18,360,000
30,550,000
487,600
1,227,969
662,408
1,369,500
177,081,005
5,468,196
OCEANIA (exclusive of Australia and New Zealand)
3,040
$71,497 $- 12,612
3,040
1,680,000
575,000
4,800
1,126,891
556,080
$1,457,646
150
1,600,000
800,000
509,013
Imports
2,632
1,231,920
516,481
1905
$717,507
15,343,720
13,560,000
39,475,000
683,860
599,967
1,833,004
2,030,487
201,905,995
11,892,914
$359,523
2,140,000
1,600,000
3,104
2,273,605
837,603
Comparison of the Course of Foreign Tonnage with that of Coast-
wise Tonnage and the Progress of the Foreign Trade
of the United States since 1850
Gain or Loss
$-33,132
9,636,960
-3,800,000
8,925,000
196,260
-628,002
1,170,596
660,987
24,824,990
6,424,718

$1,098,123
-150
540,000
800,000
382
1,041,685
321,122
U.S. foreign trade - Imports and exports
U.S.tonnage employed in the foreign trade
U.S.tonnage employed in the coastwise
trade


m
1905
Foreign and Coastwise Tonnage, etc.-(Continued).
23
Year
1850
1860
1870
1880
[1890
1900
1905
Tonnage Employed in the Foreign and Coastwise Trade of the United States
In Foreign Trade

•
1790
1800
1810
1820
1830
1840
Year
1850
1860
1870
1880
1890
1900
1850.
1860
1870
1880.
1890.
1900
1905
•
Imports
1,439,694
2,379.396
1,448,846
Foreign Trade of the United States--By Sea
$ 178,138,318
362,166,254
462 377,587
652,812,281
748,629,048
805.5 8.675
1,038,787,801
1,314.402
928,062
816.795
943.750
Exports
$151,998,720
400, 122,296
529,519,302
829.799.730
824.878,782
1.283.999.941
1,355,063,232
In Coastwise Trade
1,797,825
2,644,867
2,639,247
2,637 686
3.409.435
4,286.516
5.441,688

Total
$ 330.137.038
762,288,550
991,896,889
1,482,612,01
1,573 567,830
2.089.528,616
2,393,851,033
The tonnage employed in the foreign trade increased 65 per cent from 1850 to 1860 and was
accompanied by an increase of 130 per cent in the value of the foreign trade, which was almost as great
a percentage of increase in the foreign trade as there was in the next thirty-eight years. The foreign
tonnage decreased 60 per cent since 1860, while the coastwise tonnage has increased over 100 per cent
since that date and the value of the foreign trade by sea has increased 215 per cent.
Proportion of United States Foreign Trade Carried in United States Vessels
1905
24
1790.
1800.
1810.
1820.
1830.
1840.
1850.
Percentage of United States Foreign Trade Carried in United States Vessels

1860
1870
1880
1890
1900
1905
•
·
•
•
Year
•
Imports
4I.
91.
93.
90.
93.6
86.6
77.8
Exports
Year
40.
87.
90.
89.
86.3
79.9
65.5
Total Trade
40.5
89.0
91 6
89.4
89.7
82.8
72.1
1860
1870
1880.
1890.
1900.
1905.
Year
•
$507,247,757
352,969.401
258,346,577
202,451,086
195,084, 192
290,607,946
•
Value of the Total United States Trade by Sea Showing Portion Carried in United
States and in Foreign Vessels
•
United States Vessels
Imports
63.0
33. I
22.9
16.7
12 9
15.5
Foreign Vessels
Exports
$255,040,793
638,927,488
1,224,265,434
1,371,116,744
1,894,444,424
2,103,201,462
70.0
37.7
13.1
9.4
7.I
9.6
Total Trade
66.5
356
17.4
129
93
12. I

Total by Sea
$ 762,288,550
991,896,889
1,482,612,011
1,573,567,830
2,089,528,616
2,393,809,408
The percentage of trade carried in United States vessels has steadily decreased since 1830, but
the great break occurred after 1860, largely caused by the war and the change from wooden to iron
ships, and not only the percentage has decreased since 1860, but also the value, which was not much
more than half as much in 1905 as in 1860. If we allow only 10 per cent for freight and insurance, the
amount paid to foreign ship owners is over 200 million dollars annually.
}
K
Commercial America
In July 1904 the Bureau of Information of the Philadelphia Commercial Museum
began the publication of COMMERCIAL AMERICA, a monthly journal designed for
circulation among foreign buyers of American goods, and prepared with the sole object
of conveying information of interest and value to anyone desiring to build up trade with
this country. The two and a half years of operation of this undertaking have demon-
strated the importance of the field it aims to occupy and have paid a very gratifying.
compliment to the methods adopted for conducting the paper's work.
The Classified List of American Manufacturers which appears in each issue as a
feature of this publication has yielded thoroughly satisfactory results, and taken in con-
nection with the Buyer's List made up from it, forms a valuable list of American ex-
porting manufacturers which is coming to be recognized by foreign buyers as a standard.
On at least the two points of convenience and frequency of revision it is without an equal.
}
SOUTH AMERICA
The Philadelphia Commercial Museum still has on hand a few copies of the Com-
mercial Encyclopedia of the South American Continent. This is a collection of com-
mercial monographs treating separately each of the South American republics. Each
section has a complete gazetteer of the country covered. There are eleven maps and a
'full index. The volume contains just the information required by exporters interested
in the South American countries. Sent postpaid to any part of the United States for
$3.50.
1
;
R
→
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WILSON H. Brown,
THEODORE N. ELY,
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1009
1
-
:
.P18
~Y~
Form Projener McLaughlin
REPRINTED FROM
THE JOURNAL OF THE PROCEEDINGS
OF THE
Oct., 03
ROYAL SOCIETY OF ANTIQUARIES
OF IRELAND,
FORMERLY THE
ROYAL HISTORICAL AND ARCHEOLOGICAL ASSOCIATION
OF IRELAND.
Part 4.-Vol. XXXI., 4th Quarter, Dec., 1901.
-
··
:
From Propener MaLaughlin
Profess
bat.,03
}
•

+
REPRINTED FROM
THE JOURNAL OF THE PROCEEDINGS
OF THE
ROYAL SOCIETY OF ANTIQUARIES
OF IRELAND,
FORMERLY THE
ROYAL HISTORICAL AND ARCHEOLOGICAL ASSOCIATION
OF IRELAND.
Part 4.-Vol. XXXI,, 4th Quarter, Dec., 1901.
T

་
1
( 371 )
THE KING'S AND QUEEN'S CORPORATION FOR THE
LINEN MANUFACTURE IN IRELAND.
BY W. R. SCOTT, M.A., D. PHIL., FELlow.
ご
​[Submitted OCTOBER 1, 1901.]
THO
HOUGH the linen industry was very early established in Ireland,
little progress had been made in developing it till the last decade
of the seventeenth century. Prior to this period, notwithstanding the
efforts of the Marquis of Ormonde from 1666–1668, Irish weaving was
much inferior to the French, and the latter practically held the English
market, so that most of the finer fabrics were imported from the
Continent. That there was great room for improvement in Irish linens
is shown by the description of the older system in a treatise published,
in 1706, by Louis Crommelin (to whom reference will be made below),
entitled, "An Essay towards Improving the Hempen and Flaxen
Manufactures in the North of Ireland."
1
With the arrival of the French Huguenots many improved methods
of manufactures of different kinds were introduced into England. Some
of the refugees came to Ireland with equally happy results. Francis
Hutcheson, who has left a considerable reputation as a philosopher,
when writing his "Inquiry concerning the Original of our Ideas of
Beauty and Virtue" at Dublin in 1723-1724 (published in 1725),
alludes to the progress of the country, through industrial improvements
made by French Protestants. It is generally believed that the first
important technical changes in the production of linen in Ireland were
introduced by the Frenchman, Louis Crommelin, already mentioned,
who set up looms at Lisburn about 1696-1697. However, Crommelin
was preceded by an important company, which did much to lay the
foundations of the industry, and this company was an offshoot of a
another linen corporation founded earlier in England.
The investigation of the beginning of the improvement in the linen.
trade brings to light a somewhat interesting fact, namely, that either
through timidity, or poverty, Ireland was not able to provide the
comparatively modest capital for the necessary improvements. Thus
the funds required for the first attempt were largely provided from
England, and those for the second by Frenchmen. In both cases the
method of raising the capital was the same, i.e. by the formation of a
1 Carte's "Life of Ormonde," vol. ii., p. 343.
2 E.g. Ulster Journal of Archæology, i., pp. 212–214.
2
372
ROYAL SOCIETY OF ANTIQUARIES OF IRELAND.
joint-stock company, working under a charter from the Crown, and
directly encouraged by the State.
Of the first attempt to improve the industry very little has hitherto
been known. As already stated, it was an offshoot of a larger English
company, and as there was a certain relation between the two, it is
necessary for a clear understanding of the circumstances to discover the
events leading up to the formation, flotation, and collapse of the first
English Linen Company.
1
During the second half of the seventeenth century many efforts
were made to establish new industries in England. At this period
Political Economy was in its infancy, and the vague ideas on foreign
trade that were crystallized by the "Mercantilist System," urged the
making the country, as far as possible, self-supporting, so as to prevent
the exportation of the bullion required to pay for imports from other
countries. With regard to the linen trade, there was another reason
that led the Government to wish to see it established. At this period
the employment of the poor was a problem that engaged the attention of
thoughtful persons. It was considered that the linen industry would
support large numbers of work-people, and therefore it was held to be
worthy of the encouragement of the State. Prior to 1690, a patent had
been granted for the establishing of linen-looms. Whether the patentees
produced linens does not appear, but their interest in the patent was
acquired by a French refugee, Nicholas Dupin, who may be named
as the first person to introduce French methods in England. On
May 27, 1690, Dupin, Henry Million, with several others, were
incorporated by charter, as the "Governor and Assistants of the King's
and Queen's Corporation for the Linen Manufacture in England."
This grant states that the persons named had, at their own charges,
both in foreign parts and at home, found out several profitable arts and
mysteries not hitherto used in England, i.e. the art of preparing flax
and hemp for making all sorts of sewing and working threads, the art of
making and weaving all sorts of cambrics, lawns, diapers, damasks, bag-
hollands, and other sorts of cloth, and the making of looms, heckles, and
other engines, not hitherto used in this kingdom, which are necessary
for preparing the threads, and weaving, working, and bleaching the said
manufactures. To encourage the corporation, the sole privilege of
exercising these inventions was granted it for ever.³
2
4
There are no sufficient data for determining the amount of the capital
of the Company. In 1690 there were 340 shares, possibly of a nominal
value of £20 or £25 per share; this being common at the time.
1 MSS. Public Record Office, London. State Papers, Domestic, Will. & Mary,
Pet. Entry Book, i., p. 146.
2 State Papers, ut supra, Domestic, Will. & Mary, Signet Office, 12, p. 355.
866 Proposals of the Gov". and Assts. of the King's and Queen's Corporation for
the Linen Manufacture in England."-Brit. Mus., 816. m. 13, No. 48.
4 Ibid.
THE 7
LINEN MANUFACTURE IN IRELAND.
373
Where, after the Revolution, the capital of a company was not divided
into stock, shares, as a rule, were of £20 or £25 nominal-as, for in-
stance, in the cases of the Royal Lustring Company, many mining com-
panies, and the various undertakings for the recovery of wrecks. In fact,
the chief of the few exceptions were the Irish and Scotch Linen Com-
panies when the shares were only £5 each. If the shares in the "King's
and Queen's Corporation for the Linen Manufacture in England" were of
£25 or £20, the capital at the inception of the company would have been
either £8500 or £6800.
4
1
The Corporation started under very favourable auspices; Dupin had
the reputation of being acquainted with the technical side of the manu-
facture, and the company was under the patronage of the Royal Family.
By the Patent the monopoly of the Linen produced in England was
secured, and there was a probability that difficulties would be placed in
the way of importers of linens from abroad. These favourable circum-
stances drew attention to the company; and Narcissus Luttrell, writing on
December 18th, 1690, says that the " new Linen Corporation is much in-
creased."1
It was stated by a contemporary writer that the shares had
been quoted at 350 per cent." If the shares were of £20 each, this would
mean a quotation of £70 per share, a conjecture confirmed by the fact
that, in 1691, a new issue of shares was made at £50 per share,³ and, in
1692, the highest price was £42.4
The subscribed capital was expended in purchasing the previous
Patent already mentioned, and in establishing factories and workshops."
Besides acting as a legitimate manufacturing undertaking, the Corpora-
tion was a "parent company" promoting subsidiary linen companies in
Ireland (1690), and in Scotland (1694). The capital of the Irish Com-
pany was £5000 in £5 shares; but by 1691 only 400 shares had been
taken up, making the actual capital £2000; a considerable part of this
was subscribed by the English Company. In consideration of the pro-
vision of capital by the English Company, the Irish one undertook to sell
its linens only in England, by which agreement the English Company
controlled the whole market."
6
As early as June, 1691, the English Company was in want of working
1A Brief Narrative of State Affairs," ii., p. 147.
2 "The Anatomy of Exchange Alley," reprinted in the Chronicles of the Stock
Exchange, by John Francis (London, 1849), p. 365.
3 "Proposals of the Gov. of the K's. and Q's. Corp. for Lin. Mf. in England,”
ut supra.
4 From a newspaper published by John Houghton, giving quotations of Stocks and
Shares, entitled A Collection for the Improvement of Husbandry and Trade. (London:
1692-1703.)
5 Public Record Office-State Papers, Domestic, Will. & Mary, Pet. Entry Book,
i., p. 146.
6 Letter of James Bonnell to Tobie Bonnell, in Ulster Journal of Archæology, iii.,
p. 197.
7 The Linnen and Woolen Manufactory discovered with the Nature of Companies
in General” (London, 1691), pp. 11-12. (Advocate's Lib., Edinburgh.)
XI., Fifth Series.
Jour. R.S.A.I. { Vol. XXXI., Consec. Ser.
2 D
374 ROYAL SOCIETY OF ANTIQUARIES OF IRELAND.
capital, and the Governor petitioned the Crown for the privilege of
raising wrecks on the south coast of England, "so that the linen industry
should not sink for want of support during its minority,"-a homeo-
pathic remedy of upholding a sinking industry by the raising of
foundered ships.
The want of capital was accentuated by the flotation of the "Com-
pany for the Scots' Linen Manufacture" in 1694. The English Corpo-
ration undertook to find one-half of a total capital of £6000, and the
agreement between Dupin and the Scottish subscribers provided that
half the governing body should represent the English shareholders.2 The
object of this arrangement, copied from the "Darien Company," was to
avoid friction such as had then arisen between the English and Irish
Corporations.
The want of adequate capital, the common disorder of most early com-
panies, brought the English Corporation into difficulties. During the
first year of its existence, the prospects had been favourable, and as
already shown the price of the shares was three and a-half times the
original value. Within a short time the outlook became less promising,
and gradually the credit of the Corporation declined, as will be seen by
the following table of the quotations of the shares :-
PRICES OF SHARES.
YEAR.
1692,
1693,
1694,
1695,
1696,
1697,
•
HIGHEST.
42
45
22
LOWEST.
29
18
8
7
7
After 1697 the Company ceased to have an active existence, though
in 1720 an attempt was made by the last shareholders to bar a proposed
new linen company on the ground of the monopoly granted by the Patent,
but at an inquiry held before the English Attorney-General, it could not
be shown that the Corporation had continued to exist.³
Contemporary opinion attributed the failure of the Corporation to the
evils of "stock-jobbing," which at this period was in very bad repute.
The idea of the association of capitalists in a joint-stock company for
1 State Papers, Domestic, Will. & Mary, Pet. Entry Book, i., p. 146.
2 Articles of Agreement made and agreed on this twenty-eighth day of May, in
the year of our Lord, 1694, between the Royal free Burrows. of Scotland, who
shall be pleased to subscribe and be concerned in the Scots' Linen subscription-book
for the Linen Manufacture in that kingdom on the one part, and Nicholas
•
Dupin, in trust for the members, who shall hereafter be pleased to subscribe
and be concerned in the aforesaid manufacture in England of the other part.
(Edinburgh, 1694, pp. 1–2.)
3 Caledonian Mercury, July 25, 1720.
•
9.5.
THE LINEN MANUFACTURE IN IRELAND.
375
(C
manufactures was comparatively new, and the frequent failures of early
companies were attributed to disadvantages arising out of the facilities for
the transfer of shares. Thus the Commissioners of Trade instanced this
Corporation as a case of the evils of stock-jobbing, "whereby the linen
trade was not in so flourishing a condition as it might have been had it
not fallen under this kind of misfortune." In similar terms, the author of
Angliæ Tutamen" describes the fall of the Corporation "which," he
writes, “expected to have produced great profit, for the actions? mounted
apace, and were in great probability of being higher, when all of a
sudden some mean spirits fell to stock-jobbing, and scared the easy and
timorous, and brought the actions down, and abundance sold off their
shares contented with their first profits which were considerable rather
than attend the hazard of making greater in a little time or losing some
of the present; and so, by degrees, the reputation of this mighty manu-
facture sunk here, and, I understand, will hardly hold up its head, much
less advance any further."3 No doubt in many new industries the sale of
shares by the few persons who alone were possessed of the necessary
technical knowledge accounts for the failure of several early companies,
but this explanation does not apply in the present case, as Dupin held his
shares during the depreciation. The true cause of the failure is to be found
partly in the insufficiency of capital, partly in the disagreement with the
Irish Corporation; and this brings us to the consideration of the subsidiary
company formed by Dupin in Ireland, concerning which the details are in
many respects fuller than those obtainable about the English Company.
On December 13, 1690, a warrant was issued to incorporate H. Million,
N. Dupin, and a number of noblemen and gentlemen residing in Ireland,
as the "King's and Queen's Corporation for the Linen Manufacture in
Ireland," with the usual privileges of a corporation and the right of
electing a governor, deputy-governor, and thirty assistants—the latter
being the seventeenth-century equivalent of the more modern director.
The noblemen and gentry were "admitted more for their countenance
and favour than for any great help that could be expected either from their
purses or heads."5
Evidently their resources were very low, for the
nominal capital was only £5000 divided into 1000 shares of £5 each.
At the flotation of the corporation no more than 400 shares were
issued, so that the total capital, at that time, credited as fully
paid, was £2000. James Bonnell characterizes this issue (C
as
sensical," and asks, "who would put their money into such a stock?"
Small as the capital was, only a part was subscribed in Ireland, the
remainder being guaranteed by the English Corporation, which
non-
1 Journals of the House of Commons, xi., p. 595.
2 1.e. shares.
3 Page 24.
4 State Papers, Domestic, Will. & Mary, Signet Office, 12, p. 355.
5Wm. Molyneux to John Locke," September 26, 1696-" Locke's Works'
(ed. 1727), iii., p. 552.
It was nonsense from the beginning to give away 400 shares out of 1000 at
£5 a piece." Ulster Journal of Archeology, iii., p. 197.
2 D 2
376
ROYAL SOCIETY OF ANTIQUARIES OF IRELAND.
stipulated in return that it should control the output of the Irish looms.
Within a short time linens were produced, and the " shareholders promised
themselves prodigious gains," so that the shares advanced in price to
£40 and £50 for the £5 share.¹
The Irish Corporation had difficulties of its own to contend against.
Another linen company had been formed at Drogheda without any
charter of incorporation. The capital had been issued "on equaller
terms "2 and this company
173
"thrived very well at first." Once its
competition began to be felt by the Corporation, the latter set to work to
secure the monopoly given it by its charter. The result was that the
Drogheda Company, owing to the want of legal authorisation, was
unable to maintain its independent position, and it was finally absorbed
by the chartered Company.*
No sooner was this amalgamation carried through than a more serious
difficulty had to be faced. The working agreement with the English
Company led to friction. No doubt circumstances arose in which the
Irish Corporation found that the control of its output by the parent
Company was inconvenient, and the agreement appears to have been
broken. In 1691, the governor of the Irish Company declared this
principle of community of interests "unreasonable," and the English
Corporation replied that, if it were not observed, "such a breach is likely
to happen as will turn to the ruin of the linen manufacture in Ireland.”5
The warning was not taken, and the "breach" duly followed with the
result that the "work of the Company began to flag, and the price of the
shares to lower mightily." The prediction of the "ruin of the linen
manufacture" followed as far as that of the Irish Corporation, but not
of the industry generally, as Dupin's secrets were diffused through the
country; and, though the Corporation ceased to manufacture, fine linens
were still produced. Thus Molyneux, writing on September 26, 1696,
says, at that date, looms and bleaching yards were established by private
individuals. "We have many of these in many parts of Ireland, and,
I believe, no country in the world is better adapted for it, especially at
the north. I have as good diaper, made by some of my tenants nigh
Armagh, as can come to a table, and all other cloth for household use.
997
Though Molyneux commends the linen produced in 1696, there was still
room for great improvement, and, though nothing was done in England,
a fresh effort was made to encourage the Irish industry. In 1696, a bill
but
was promoted in the Irish Parliament, for a new linen company,
apparently without success. In the following year, another Frenchman,
8
1 “Locke's Works," ut supra.
2 Ulster Journal of Archæology, iii., p. 197.
4 Ibid.
3" Locke's Works," ut supra.
5 British Museum-Add. MSS., No. 28,877, f. 109 (dated September 18, 1691).
6 "Locke's Works," ut supra.
" Ibid., iii., p. 552.
8 British Museum--Add. MSS., No. 27,382, f. 8.
¿
THE LINEN MANUFACTURE IN IRELAND.
377
Louis Crommelin,' brought seventy persons to Lisburn, with their looms.
and other requisites.2 He formed what might be described as a
company on a co-operative basis. The looms and other tools were valued,
and capital given in his company accordingly. The total capital raised
in this way was valued at £10,000; and subsequently a grant was made
by the State, of interest thereon at 8 per cent. per annum as a bounty.
In addition, Crommelin was allowed £200 a year as overseer of the
royal linen manufactory, £120 to be divided between his three assistants,
and £60 as stipend of a minister. On the creation of the trustees of the
linen manufacture, the interest-charge of £800 was transferred to them
with powers to dispose of it in any way that would encourage the
industry. The clerical party was opposed to the trustees, because
it was feared that further bounties given to the linen trade would be
charged against the tithes. Archbishop King, writing, in 1705, of
one of the many bills in the Irish Parliament for the encouragement
of the industry, says "The clergy's party is most shamefully invaded,
and half their tythes given away without sense or reason . . sacrilege
is an ill way of improving manufactures."
The grant at the disposal of the trustees was divided between Crom-
melin's company, and other manufacturers in equal parts. On November
28, 1711, Crommelin states in a petition that the allowance made him
had been reduced to £400 a-year, which produced "not 3 per cent.
interest instead of 8 per cent."5 As a payment of 4 per cent. on the
original capital of £10,000 would give £400 a-year, the capital of his
company must have increased in the fourteen years to over £13,000.
The colony at Lisburn had grown with it, for the members now
numbered 120. The trustees recommended that Crommelin should be
"encouraged"; and, in 1717, it was proposed to grant him a pension of
£400 a year in recognition of his services." He died ten years later, in
1727.
The history of the early improvement of the linen industry may be said
to have ended with the establishment of Crommelin's Company. The same
method was adopted with other French immigrants who brought their
looms with them. In each case such persons were credited with the
estimated value of their appliances, as if such a sum had been lent the
¹ The name is sometimes spelt Cromellin, or Cromelin, or Crommellin.
2 "Precedents and Abstracts from the Journals of the Trustees of the Linen and
Hempen Manufacturers of Ireland to the 25th of March, 1737," by James Corry
(Dublin, 1784), p. 3.
3 "Precedents and Abstracts," ut supra, p. 4; Journals of the House of Commons,
xiii., p. 299.
4 MS. Letters of Archbishop King, Library, Trinity College, Dublin (under date
April 28, 1705).
5Precedents and Abstracts," ut supra, p. 4.
6 Ibid., p. 23. £200 a year was his salary as overseer; £400 was his proposed
pension.
4
378
ROYAL SOCIETY OF ANTIQUARIES OF IRELAND.
State, and interest was paid thereon accordingly, as long as their work
was approved of by the trustees. In this way small groups of skilled
workers were settled in suitable localities, and in time, as acquaintance
with improved methods of weaving became diffused, workmen grew
sufficiently skilled to avail themselves of the natural advantages of certain
districts for the production of flax suitable for the finest linens. Capital,
having once found its way to the linen trade through the joint-stock
system, continued to support it, so that the three requisites for a success-
ful industry-localised advantages, technical skill, and capital acting in
co-operation, the trade took firm root.
(
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↓
100.9
P18
This thins Complirato
no
AUG 15 1912
UNIV
THE MANN-ELKINS ACT, AMENDING
THE ACT TO REGULATE
COMMERCE
1
BY
FRANK HAIGH DIXON
THERE ARE
REPRINTED FROM
THE QUARTERLY JOURNAL OF ECONOMICS
VOL. XXIV, AUGUST, 1910
THE
QUARTERLY JOURNAL OF ECONOMICS
Published by Harvard University
Is established for the advancement of knowledge by the full and free discussion
of economic questions. The editors assume no responsibility for the views of
contributors, beyond a guarantee that they have a good claim to the attention
of well-informed readers.
Communications for the editors should be addressed to the Quarterly Journal
of Economics, Cambridge, Mass.; business communications and subscriptions
($3.00 a year), to the Publication Agent of Harvard University, 2 University
Hall, Cambridge, Mass.
CONTENTS FOR MAY, 1910
II.
I. THE SEPARATION OF STATE AND LOCAL REVENUES
THE SUBJECTIVE ELEMENT IN THE FIRST PRINCI-
PLES OF TAXATION.
III. CONTROL OF RAILROAD ACCOUNTS IN LEADING
EUROPEAN COUNTRIES.
IV. SMALL HOLDINGS AND AGRICULTURAL CO-OPERA-
TION IN ENGLAND
V. PRESENT WORK AND PRESENT WAGES
REVIEWS:
APPENDIX:
•
Some Recent Books on Protective Tariffs
NOTES AND MEMORANDA:
The Cleveland Street Railway Settlement
Recent Changes in Australasian Laws Against Strikes
The Decline in Trade Union Membership
An American Experiment in Workmen's Insurance
The British Minimum Wages Act of 1909
tance
Text of British Minimum Wages Act of 1909
•
I. THE MANN-ELKINS ACT, AMENDING THE ACT TO
REGULATE COMMERCE
II. PROPOSALS FOR STRENGTHENING THE NATIONAL
BANKING SYSTEM. H
CONTENTS FOR AUGUST, 1910
III. COMPULSORY ARBITRATION IN NEW ZEALAND
IV. OLD AGE PENSION SCHEMES: A CRITICISM AND
A PROGRAM
NOTES AND MEMORANDA:
Commercial Banking and the Rate of Interest
A Revised Index Number for Measuring the Rise in
Prices
Method of Taxing the Unearned Increment
The French Old Age Insurance Law of 1910
Charles J. Bullock
F. Y. Edgeworth
C. R. Fay
J. G. Thompson
Edward Van Dyke Robinson
A. M. Sakolski
Edward W. Bemis
Victor S. Clark
C. H. Parker
Henry Davis Bushnell
A. N. Holcombe
1
Frank Haigh Dixon
O. M. W. Sprague.
James Edward Le Rossignol
William Downie Stewart
F. Spencer Baldwin
•
Harry G. Brown
J. Pease Norton
Edgar H. Johnson
Robert F. Foerster
THE
*.
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$
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J.S. R
QUARTERLY JOURNAL
k
OF
ECONOMICS
AUGUST, 1910
THE MANN-ELKINS ACT, AMENDING THE
ACT TO REGULATE COMMERCE
SUMMARY
Legislative history of the act, 593. Carriers subject to the act,
596. Long and short haul clause, 597. - Rates and routes; Sus-
pension of rates, 601. Misquotation of rates, 605. — Through routes,
606.
Classification,
Right to route traffic, 608. Passes, 611.
612. Additional Powers: Power to initiate inquiries, 612. Regu-
lations and practices, 613. Facilities for through routes, 614.
Procedure: the Commerce Court, 615. Miscellaneous Provisions:
Penalties, 624. - Disclosure of information, 624. Statistics, 625.
Enjoining state statutes, 625. Projects which failed of enactment:
Agreements as to rates, 626. Control of capitalization, 627. -
Physical valuation, 628. Miscellaneous provisions, 628. Subjects
which failed of action in either house: Control of water carriers,
629. — Minimum rates, 630. No amendment of the commodities
clause, 630. "Insurgents" responsible for the Act, 631. — Grave
responsibility of the Commission, 633.
M
k
M
In its platform of 1908, upon which Mr. Taft was
elected to the Presidency, the Republican party ex-
pressed its approval of the railroad rate law and of
the vigorous manner in which it was being enforced,
and recommended that it be further amended so as
to permit railroads to make traffic agreements, which
should preserve the principle of competition, and avoid
the common control of competing railroad lines. It
593
594
QUARTERLY JOURNAL OF ECONOMICS
also expressed itself as favorable to such national
legislation and supervision as would prevent the future
over-issue of stocks and bonds by interstate carriers.
Taking his stand upon this platform, President Taft
planned his policy for the regulation of interstate
carriers. He advised at length with members of Con-
gress, members of the Interstate Commerce Com-
mission, and other departmental officials, and especially
with his Attorney-General. As it became clear that
he intended to make recommendations of a serious
nature to Congress, conferences with railroad officers
became frequent, doubtless at the suggestion of the
railroad men themselves. In the annual message in
December, the question was not touched upon, but
was reserved for a special message on January 7, 1910.
This message proved to be merely an outline of a bill
already drawn by the Attorney-General, and about
to be offered to both houses for their consideration.
The bill was introduced in both House and Senate
and referred to the appropriate committees. In
conformity with the pledges of the platform, it con-
tained provisions for traffic agreements and for federal
control of capitalization. The President's natural inter-
est in judicial affairs had turned his attention to ques-
tions of procedure, and much of the bill was taken up
with the creation of a new court. Other provisions,
such as the right to suspend rate increases, doubtless
came into the bill at the suggestion of the Interstate
Commerce Commission and the various members of
Congress with whom the President consulted.
With the committees of both houses the Attorney-
General put himself into touch, and as a result of
conferences, he re-wrote many sections of the measure.
When it was finally in satisfactory form, it was re-
ported by the Senate Committee on March 28 without
THE MANN-ELKINS ACT
595
amendment, and without serious committee considera-
tion. The House Committee amended it radically
before reporting it on March 24. It was completely
reconstructed in both houses and passed the House
on May 10, the Senate on June 3. The Conference
Committee gave it ten days' consideration, their
report was promptly adopted by both houses, and it
received the approval of the President on June 18.
Considering the radical character of the Mann-
Elkins Act, it is somewhat surprising that it was de-
bated and passed with so little demonstration on the
part of either public or carriers. No such extraordinary
campaign of publicity was undertaken by the railroads
as was the case four years before, nor did the discussion
of the question occupy the same space in the press or
the same attention in public address. Several ex-
planations suggest themselves. In the first place,
the campaign of 1906 was fought over fundamental
principles -the right of a Commission to make rates,
the right of the courts to suspend orders of the Com-
mission without a hearing, and the like. These ques-
tions were then settled once for all, and it was the
task of the present Congress to strengthen the earlier
act at its weak spots. The Act of 1910 takes some
steps in advance, yet its main purpose is to make
secure the positions occupied in 1906. Hence debate
centered largely upon technical questions with which
the public had little familiarity, and did not take
that broad view of the problem of regulation which
was so characteristic of the earlier struggle. That
the railroads did not renew their policy of publicity
was doubtless due to the effect which their campaign
of 1905-06 produced. Through their propagandist
literature, they had familiarized the public as never
before with the railroad problem, but they found at
596
QUARTERLY JOURNAL OF ECONOMICS
the end that their instruction had proved a boomerang,
and that instead of convincing the public of the sound-
ness of their reasoning, they had built up a resistless
opposition, now for the first time fully aware of its
needs and its opportunities. This time the railroad
officials confined themselves to personal conferences
with the President and party leaders. Such testimony
as they offered before committees of Congress was
of a most perfunctory sort, and few of their spokesmen
appeared at all at the public hearings. It is my
purpose to consider somewhat in detail the signifi-
cance of this last amendment of the Interstate Com-
merce Act.
CARRIERS SUBJECT TO THE ACT
Upon the Interstate Commerce Commission, whose
jurisdiction had been extended by the amendments
of 1906, the new Act lays still further responsibilities.
Interstate telegraph, telephone, and cable companies,
whether wire or wireless, are declared to be common
carriers within the purpose of the Act, and are placed
under the regulating authority of the Commission.
These companies are allowed to classify their messages
into day, night, press, government, and other forms
of service, and to prescribe different rates for the
different classes, and are authorized to enter into
contracts with other common carriers for the exchange
of services. The original suggestion for the inclusion
of these carriers came from a Democratic member of
the House, and his amendment was promptly adopted
over the objections of those in charge of the railroad
bill in that body, who protested against hasty action
that would bring these carriers under a law ill-adapted
to their regulation, and framed for transportation
corporations whose operations were of a distinctly
THE MANN-ELKINS ACT
597
different character. Yet with the right to classify
messages, the principle of just discrimination is rec-
ognized, and there seems to be no good reason why
the Commission cannot apply to agencies of this
character the same rules of action that are applied
to transportation companies. Beyond this the juris-
diction of the Commission over interstate carriers
remains as before.
LONG AND SHORT HAUL CLAUSE
The amendment to the Act which will probably be
most far-reaching in its effects is that which restores
the long and short haul clause to a place of active
participation in the task of railroad regulation. In
order to make clear the changes, it will be well to re-
produce this section as it has stood untouched since
1887.
SECTION 4. That it shall be unlawful for any common carrier
subject to the provisions of this Act to charge or receive any greater
compensation in the aggregate for the transportation of passengers
or of like kind of property, under substantially similar circum-
stances and conditions, for a shorter than for a longer distance
over the same line, in the same direction, the shorter being included
within the longer distance; but this shall not be construed as
authorizing any common carrier within the terms of this Act to
charge and receive as great compensation for a shorter as for a
longer distance: Provided, however, That upon application to the
Commission appointed under the provisions of this Act, such
common carrier may, in special cases, after investigation by the
Commission, be authorized to charge less for longer than for shorter
distances for the transportation of passengers or property; and
the Commission may from time to time prescribe the extent to
which such designated common carrier may be relieved from the
operation of this section of this Act.
This clause was shorn of all significance by a
Supreme Court decision in 1897¹ which virtually de-
1 Interstate Commerce Commission v. Alabama Midland Ry. Co., et al. 168 U. S.
144.
598
QUARTERLY JOURNAL OF ECONOMICS
clared that competition of railroads at terminal points
created those dissimilar circumstances that warranted
a suspension of the clause, and furthermore, that if
circumstances were substantially dissimilar, the rail-
roads were not in violation of the statute if they
charged a less rate for the longer distance without
permission of the Commission. Justice Harlan in
his dissenting opinion said, "Taken in connection.
with other decisions defining the powers of the Inter-
state Commerce Commission, the present decision,
it seems to me, goes far to make that Commission a
useless body." That the decision was a severe blow
to the power and prestige of the Commission was
clear, and it became clearer as time went on, for this
evil, which Chairman Knapp called "the most irritat-
ing and obnoxious form of discrimination that has
been encountered," did not cease, but became if any-
thing more widespread and burdensome. It has
been present in full force in the South in the basing-
point system. As the cities of the Rocky Mountain
region have grown in strength, they have wished to
build up a distributing business in mountain territory,
and the practice of giving rates to Pacific Coast points
lower than those granted to the interior has become
to them well nigh intolerable. Every stream of
water, whether navigable or not, has been eagerly
seized upon by the railroads and raised to the dignity
of a competitor, in order to justify the low rate to a
distant point. Every attempt on the part of public
or Commission to equalize rates on a plan which
approximated the distance basis, has been met by
the roads with the plea that such a revolution would
utterly destroy established industries. "God help
New England if the long and short haul clause is
restored," is the remark of a railroad president which
1
2
THE MANN-ELKINS ACT
599
typifies fairly the position of the carriers. In view
of the burdens imposed on so many industries under
the existing practice of the railroads, it is surprising
that no action was taken and that the subject was
not even seriously considered, when the Act of 1906
was passed. Failure to act at that time was due in
large part to the vigorous protests of the railroads.
No amendment of the clause was suggested this
time in the Administration bill, but in both Senate
and House the western representatives were insistent.
that the subject should not be passed over. The
"insurgents" gained new strength from the alliance
with these mountain Congressmen, and succeeded
in giving Section 4 a new lease of life. It was the
House amendment which finally became law. This
eliminated from the old section the words "under
substantially similar circumstances and conditions,”
thus making it unlawful under any circumstances
to charge more for the longer than for the shorter
distance, unless permission should be secured in ad-
vance from the Commission. No other changes.
were made in the section except that (1) the prohibi-
tion was extended to include route as well as line,
thus making it clear that jurisdiction extends over
routes made up of more than one railroad line, and
(2) carriers were prohibited from charging more for
a through route than the aggregate of the intermediate
rates, which legalizes a rule that the Commission has
consistently followed in its decisions. No rates are
required to be changed under this clause until six
months after the passage of the Act. If held con-
stitutional in its amended form, the section will put
into the hands of the Commission a power by which
they may readjust the entire rate structure of the
country, subject only to the limitation that rates
600
QUARTERLY JOURNAL OF ECONOMICS
must be reasonable. How far they will take advantage
of this sudden and extraordinary increase in their
authority remains to be seen. Judging from recent
decisions, they are likely to continue their readjust-
ment of rates in trans-Mississippi territory with
much more confidence that their findings will be
sustained by the Courts.
I refer to the question of constitutionality, be-
cause able lawyers in both House and Senate expressed
doubts whether the clause as worded would stand
the judicial test. It prescribes no rule by which the
Commission is to be guided in the discharge of its duty
and hence, it is argued, confers the legislative power
upon an administrative body. The form of the
amendment in the Senate bill was in this respect
more acceptable, for it stated in detail the circum-
stances under which the Commission could suspend
the clause. But the House conferees insisted upon
their form of amendment, probably because there
seemed less likelihood that decisions under it could
be reviewed by the courts, and they prevailed. An
amendment which had been recommended by the
National Waterways Commission in its recent report
to Congress was submitted by its Chairman, Senator
Burton, and became a part of Section 4. It provided
that whenever a railroad in competition with a water
route should reduce its rates to competitive points,
it should not be permitted to increase them unless,
after hearing before the Commission, it should be
found that such increase rested upon changed con-
ditions other than the elimination of water competi-
tion. The only provision of this kind previously in
existence in this country is to be found in the constitu-
tion of California, under which document the Railroad
Commission of that state is created, and it was from
THE MANN-ELKINS ACT
601
this source that the suggestion of the Waterways
Commission came. The clause therein contained
is practically identical with the one adopted by Con-
gress. A provision in the Senate bill, giving the
Commission the right to prescribe minimum railroad
rates on lines competing with waterways, whenever
in its opinion the object of the railroad in reducing
rates is to destroy waterway competition, unfortu-
nately failed in conference. The purpose of the
clause as enacted is obvious. It is to restrain railroads
from continuing the practice, now so common, of
driving boat lines from the rivers and canals by ex-
traordinarily low rates, and then recouping themselves
later by raising their rates to a point even higher
than what would be reasonable in the absence of any
competition. This clause should give an impulse
to the movement already begun for a restoration of
boat lines on the Ohio and lower Mississippi.
RATES AND ROUTES
Suspension of Rates. To realize the full signifi-
cance of the amendment to Section 15, which gives
the Commission power to suspend proposed changes
in rates, it is necessary to discuss the practical working
of the Hepburn Act, now in operation nearly four
years. That Act gave the Commission power to
prescribe rates, but only after hearing and upon com-
plaint, and no complaint could be entertained until
a rate was actually in effect. It is clear, therefore,
that a shipper had no satisfactory method of avoiding
the burden of an increased rate, until he could actually
prove by experience that it was unreasonable. If
the rate as put into effect proved unreasonable, he
might obtain from the Commission an order on the
P
602
QUARTERLY JOURNAL OF ECONOMICS
carrier for reparation, but if he were a small shipper
he would probably have been driven out of business
before his case was decided. Moreover, there are
other reasons why this reparation method is not an
adequate solution of the difficulty. It is slow, cumber-
some, and costly and it does not restore to the shipper
the property of which he has been deprived. Loss
of his business to a competitor because of an unreason-
able rate cannot be compensated for by a return of
the excess over the reasonable rate. In probably a
majority of cases, the burden of the freight rate is
shifted to the consignee, is absorbed into the retail
price of the goods, and paid by the ultimate consumer,
who is not a party to the shipment and has no standing
before court or Commission. His interest, so vital
and so intangible, can only be protected by an authority
which stands for universal justice and equality, and
has power to determine, before a new rate becomes
effective, whether such rate is desirable and just.
In addition to demands on the Commission for
reparation, the shipper has to some extent invoked
the aid of the courts to restrain an advance in rates.
This method has not proved satisfactory. In the
first place, the power of the courts to suspend rates
before they become effective has been bitterly con-
tested. We are certainly led to think that one must
scurry far and wide to find good legal grounds for
suspension of rate advances by the courts, after ob-
serving the manner in which the Administration
invoked the Sherman Anti-trust Act as a means of
enjoining the western roads from raising their rates,
by declaring them to be a combination in restraint
of interstate commerce, and then, when the railroads
agreed to submit their proposed increases to the
Commission under the pending law, it dismissed the
THE MANN-ELKINS ACT
603
grave charge against them, and had the injunction
suspended. But even if the power exists in the courts
to restrain rate increases, an injunction can issue
only in favor of the petitioners, and only upon the
filing of a bond. The large body of shippers who
cannot file a bond, and who do not petition the courts,
are obliged to pay the new rate. Again, such a court
injunction applies only to the circuit over which the
court has jurisdiction, and hence may cause confusion
in cases of shipments which pass through more than
one circuit.
It is obvious that no carrier should be compelled
to lower a rate without a hearing. It should be
equally obvious that no shipper should be compelled
to suffer an increased burden without having an
opportunity to present his case. A rate long in
existence is presumptively reasonable, and no serious
hardship can arise if a postponement of the effective
date of a change in such rate is made pending an
examination of its reasonableness.
This was the situation which influenced the Admin-
istration and Congress to make a radical change
in our method of rate control. It is now provided
that whenever there shall be filed with the Commission
any new rate or fare or classification, or any regulation
affecting a rate, the Commission is authorized,
either upon complaint or upon its own motion, after
reasonable notice to the carrier, to enter upon a
hearing, and pending such hearing and decision, it
may suspend the operation of the rate or other regula-
tion for not more than 120 days beyond the time
when it would have gone into effect. If the hearing
is not then completed, it may extend the time of
suspension for a further period of six months. After
full hearing, the Commission may make such order
604
QUARTERLY JOURNAL OF ECONOMICS
as would be proper in a proceeding initiated after
the rate became effective. In any hearing involving
a rate increased after January 1, 1910, the burden of
proof is on the carrier to show that the increased rate
is just and reasonable.
In other words, the Commission may suspend
rates for ten months beyond their effective date but
no longer, and if the investigation is not then com-
plete, the rates automatically go into effect. The
"insurgents" of the Senate led by Senator Cummins
failed in an effort to secure a provision which should
require the approval of the Commission to make
rates effective, yet the length of time granted for
investigation should make that desirable result possi-
ble in most of the important cases.¹ Strength is
added to the position of the Commission by the pro-
vision making all increases in rates presumptively
unreasonable. Those who consider this legislation
as revolutionary and drastic should bear in mind.
that this is merely giving those same safeguards to
the shippers and the public, that we have long given
through statute and constitutional privilege to the
common carriers. If a rate has been lowered by
order of the Commission, the carrier has had the
right to enjoin its enforcement and the ultimate
determination of the question has been postponed
often for years, the old rates in many instances con-
tinuing in force. Except in complicated cases in-
volving extensive changes over wide areas of country,
it is unlikely that the Commission will take advantage
of the full ten months permitted by law, and prelimi-
G
1 When it is observed that in the month of July (1910) 15,000 tariffs were filed
announcing advances in rates in trunk line territory alone, it becomes clear that the
Commission, in the ten months allowed by law, would not have time even to issue the
necessary suspending orders covering all the advances. Yet when conditions again
become normal, it is probable that all important increases which occasion any serious
complaint can be adequately considered within the time limit.
THE MANN-ELKINS ACT
605
nary notice of from four to six months of changes in
rates, which is likely to be the practice, should not
injure the carriers and should prove of immense value
to shippers. Obviously, however, the greatest benefit
to the public in general will come from those suspen-
sions of rates which become permanent and never
reach an effective date.
Misquotation of Rates. Section 6 of the Act
requires carriers to post their tariffs for public in-
spection at all stations where freight is received for
transportation. The shipper is then presumed to
consult these schedules and ascertain the rate for
himself. But the schedules are so voluminous, and
even in their constantly improving condition so
complicated, that theory does not accord with fact.
The shipper cannot discover the rate. He must
therefore rely upon the statement of the agent, and
if the latter misquotes the rate so that he enters
upon engagements in which he suffers loss when the
correct rate is collected, he has no recovery, for under
the decisions of the Supreme Court carriers must
collect their published rates or be subject to severe
penalties, even tho they have quoted a different
rate to the shipper, in good faith, upon which he
has acted.¹
To bring relief to this situation, Section 6 has
been amended by providing that if, after written
request has been made upon the agent of a common
carrier for a written statement of a rate applicable
to a desired shipment between stated places, under
tariffs to which the carrier is a party, such common
carrier shall refuse or omit to give such statement
within a reasonable time, or shall misstate in writing
the applicable rate, and if the applicant suffers
1 202 U. S. 242.
606
QUARTERLY JOURNAL OF ECONOMICS
damage, either through making the shipment over
an unnecessarily costly route, or through entering
into a contract to pay the freight charges, then the
carrier is liable to a penalty of $250 which is to accrue
to the United States. The misquotation or non-
quotation of a rate after a proper request is now
made a misdemeanor, with a penalty payable to the
United States. A majority of Congress felt that
any scheme which would have permitted a civil suit
for damages, with recovery by the shipper, would
have opened an easy road to rebates, and it was for
this reason that a Senate amendment giving a shipper
this right of recovery was dropped out in conference.
But with the heavy penalties in existence against
rebating, and with the ease with which the carrier
and shipper could be detected through the written
statements required under this section, it is not at all
clear that a provision which would permit shippers to
recover damages would promote rebating. Yet to
the law-makers a penalty that would serve to make
agents more responsible seemed to be the only feasible
plan.
Through Routes. The Hepburn Act authorized
the Commission to establish through routes and
joint rates when carriers had refused or neglected to
establish such routes and rates voluntarily, and no
reasonable or satisfactory through route existed.
The difficulty in the enforcement of this provision
has been in the interpretation of the words "reason-
able or satisfactory," for what might be reasonable
or satisfactory for one purpose and under one set of
conditions, was not so for another purpose or under
other conditions. This was shown in the Portland
Gateway Case,¹ in which the Commission held that
1 Northern Pacific Railway Co. v. Interstate Commerce Commission, 23d Annual
Report of Commission, p. 36.
THE MANN-ELKINS ACT
607
because a large group of passengers could not secure
joint rates from St. Louis to Seattle by way of Port-
land, but could do so only by the "Hill" lines, no
satisfactory through route existed for them, and they
ordered one established by way of Portland. Against
this order, the Circuit Court granted an injunction bas-
ing its action upon the literal wording of the statute.
The Commission, therefore, urged that this limitation
upon its power to prescribe through routes be re-
moved, at least so far as passenger business was
concerned. Again, there are frequently conditions
in freight traffic due to car shortage, lack of facilities,
and the like, when public necessity and convenience
demand that some pressure should be brought to
bear upon the initial carrier to provide additional
through routes.
In the Act under consideration, the proviso that
"no reasonable or satisfactory through route exists"
is eliminated, and the Commission may, after hearing,
order such through routes and prescribe such joint
rates as seem desirable, even when one of the connect-
ing carriers is a water line. The only limitations
upon its power in this regard are, (1) that because
of its obvious impracticability, no through route
shall be formed with a street electric passenger railway
not engaged in freight business, (2) that no route may
be established when the transportation is wholly by
water, as this would be beyond the jurisdiction of the
Commission, and (3) that no railroad company shall
be required without its consent to embrace in the
through route substantially less than the entire length
of its road, or any intermediate road under its control,
which lies between the termini of the proposed route,
unless this would make such route unreasonably
long as compared with a more practicable route.
608
QUARTERLY JOURNAL OF ECONOMICS
This last limitation, embraced in the Administration
bill, was eliminated from the House bill, but was
restored on the floor, in response to the urgent de-
mands of the railroads who feared that the Commission
might, in seeking for the speediest routes, take small
portions out of their lines, and deprive them of much
of their long haul business. Yet in its present form
it is doubtful whether the clause is workable at all,
and whether the Commission's power over through
routing is not less than before. When each railroad
can include substantially all of its line in a through
route to which it is a party, it will establish it volun-
tarily, and the Commission's authority will not be
invoked. It is in cases where the through route
requires the inclusion of a part only of a carrier's
line that conflict will arise and the Commission will be
requested to exercise its authority, and it is in just
such cases that the hands of the Commission are
tied. It is not unlikely that this limiting proviso
has nullified the entire clause.
Right to Route Traffic.
Doubtless in the majority
of cases a shipper is indifferent as to the route which
his property takes, provided he secures satisfactory
service and the lowest rates. Again, it is probably
true that the expressed wishes of the shipper as to
route, particularly if he is a large shipper at a com-
petitive point, have been in most cases readily con-
ceded by the carrier. Nevertheless, the shipper has
had no legal right to determine the route of his ship-
ment; in fact, the courts have expressly denied him
this right whenever the carriers have in their tariffs
reserved control over routing. In the California
Orange Routing Cases, it appeared that the carriers
had reserved the control over the routing of the fruit
to prevent alleged rebating upon certain connecting
THE MANN-ELKINS ACT
609
1
lines, over which the fruit shippers wished their pro-
duct to move. This practice of the initial carriers
was held by the Commission to be an undue prejudice
and disadvantage to the orange shippers, and a viola-
tion of Section 3 of the Act; but the practice was
sustained by the Supreme Court of the United States.¹
In their appearance before the House Committee on
Interstate Commerce, the shippers contended that
the carrier had no property right in the goods, and
should leave the routing to the owners, that it was
frequently necessary to know the route in advance
in order to safeguard the shipments and arrange for
their receipt, that if they arranged the routing, delays
in transit due to blockades or to the reloading practices
of connecting roads might be avoided, and that in
general the shipper would be in a better position to
secure the most efficient service. It was contended
further that the present policy of leaving the routing
to the initial carrier tended to the development of
pooling and exchange of traffic between certain car-
riers to the exclusion of competitors, and hence re-
sulted in increase of rates and in deterioration of the
service. The right to route traffic would be of special
value to the local shipper who could not make as
effective demands upon the carrier as the large shipper
at the competitive point. The main argument of
the railroads for a continuation of the existing prac-
tice was that without a policy of reciprocation between
connecting lines, it would be impossible to secure the
facilities necessary to serve the public, and a with-
drawal of the practice would tend to less efficient
and more expensive transportation.
It is now provided that when two or more through
routes and through rates exist, to which the initial
1 200 U. S. 536.
610
QUARTERLY JOURNAL OF ECONOMICS
railroad is a party, the shipper, subject to such ex-
ceptions as the Commission may prescribe, may
designate in writing the route which he prefers, and
a bill of lading must then be issued in conformity
with his instructions. It is further provided that
where competing lines form part of a through route,
the shipper may designate over which of the competing
lines his freight shall be transported, even tho no
joint rates have been agreed upon or filed. This
additional proviso would seem to give the shipper
all the freedom he could possibly wish for shipments
of any distance. For it would be difficult to find any
route of any considerable length in which for at least
a portion of the way there do not exist competing
lines of railroad. Yet it is doubtful whether in the
long run this radical change of policy will work out
to the best interest of the shipper. His main concern
is to name the delivering road, and he will, to be
sure, have more freedom in this respect hereafter.
But his requests, when reasonable, have heretofore
usually been granted by the initial carrier. Now
by naming his own route, he assumes all responsibility
and the carrier must follow his instructions, strikes,
blockades, and acts of God to the contrary notwith-
standing. To be sure, the so-called Carmack amend-
ment adopted in 1906, which makes the initial carrier
liable to the shipper for damage, even if the damage
occurs off its own line, is still in force. In fact, a
Senate amendment relieving the carrier from liability
beyond its own line, when the shipper selects a line
over which no through route has been established,
was thrown out in conference. Yet it is inconceivable
that the courts will ever insist upon the liability of
an initial carrier for a shipment over a series of con-
necting roads, where neither a through route nor a
joint rate has been agreed upon.
THE MANN-ELKINS ACT
611
((
Passes. -The Anti-pass clause has been modified
by adding to the excepted classes to whom the rail-
roads may grant free transportation, necessary care-
takers of milk, and by enlarging the meaning of the
term employees" so as to include the disabled,
infirm, pensioned, and superannuated and their
families, the bodies of employees killed in the service,
the families of such employees, and the widows and
minor children of those who die while in employment.
The following proviso was also added:
―
That this provision shall not be construed to prohibit the privi-
lege of passes or franks, or the exchange thereof with each other,
for the officers, agents, employees, and their families of such tele-
graph, telephone, and cable lines, and the officers, agents, employees,
and their families of other common carriers subject to the pro-
visions of this act.
I have quoted the exact words in order that each
reader may determine its true significance for himself.
It appears to be directed only to the telegraph and
telephone companies newly incorporated in the Act,
and yet the urgency with which the express companies
pleaded their cause in the hearings before the House
Committee makes one look for a deeper meaning.
The Supreme Court, last February,¹ held that the
Act did not permit express companies to issue franks
to their officers and employees, or their families, or
to exchange them for railroad passes, because the
permissive clause of the Act applied solely to the
carriage of passengers. The express companies have
felt aggrieved by this decision and have urged that
they be brought "within the spirit of the law." The
exchange of telegraph and telephone franks, if properly
safeguarded, should not be injurious to the public
welfare. Express franks might also be permitted
1 212 U. S. 522.
612
QUARTERLY JOURNAL OF ECONOMICS
+
under careful restrictions and certainly should be
allowed if the privilege is granted to other classes of
carriers. But the illegitimate issue of express franks
has become such a scandal that there can be no justi-
fication for permitting their unrestricted use. It
is significant that this cyptic clause had its birth
in the Conference Committee.
Classification.
For the first time, the Act specifi-
cally provides that carriers shall establish and enforce
reasonable classifications of property for transporta-
tion. This gives the Commission no authority which
it has not exercised since 1906, but merely puts its
power beyond dispute. A provision in the Senate
bill directing the Commission to investigate and
report as to the feasibility of a uniform classification
of articles of commerce throughout the country was
eliminated in conference.
ADDITIONAL POWERS
Power to initiate Inquiries. -The original Act
(Section 13) authorized the Commission to institute
any inquiry on its own motion in the same manner
and to the same effect as tho complaint had been
made." The Commission frequently in its history
has made use of this power, and has itself begun
proceedings for the removal of unreasonable condi-
tions in rates and practices. But the Hepburn Act,
in conferring upon the Commission the rate-making
power, authorized it (Section 15) to make orders
“after full hearing upon complaint made as provided
in Section 13." It then became uncertain whether
the Commission could make an order under Section
15 in a proceeding which it had instituted on its own
motion as authorized by Section 13. It was of the
،،
THE MANN-ELKINS ACT
613
greatest importance from the public standpoint that
the Commission should continue to act on its own
initiative whenever a situation seemed to warrant it.
Frequently it was desirable that complaints should
be broadened, and that the Commission should in-
vestigate on a more comprehensive plan than the
complaint as filed would permit. The Commission
has in a few instances followed this policy, but it
seemed undesirable that it should continue to exercise
the right under a clouded title.
Section 13 has now been amended so as to leave
no doubt as to the powers of the Commission. It
is given full authority at any time to institute any
inquiry on its own motion, as to any matter concern-
ing which any complaint is authorized, or any ques-
tion may arise under the provisions of the Act, and
its powers are to be the same, including the power
to make and enforce orders, as tho the matter had
arisen through formal complaint. Section 15, which
gives the Commission power to prescribe rates upon
complaint and after hearing, is amended by authoriz-
ing the Commission to issue orders " after full hearing
under an order for investigation and hearing made
by the Commission on its own initiative (either in
extension of any pending complaint or without any
complaint whatever).”
Regulations and Practices. It is required by the
new Act that carriers shall prescribe just and reason-
able regulations concerning the issuance, form, and
substance of tickets, bills of lading, manner of mark-
ing, packing, and delivering property, carrying of
personal, sample, and excess baggage, and all other
matters relating to the handling or storing of property,
and all unreasonable regulations are prohibited and
declared to be unlawful. This clause covers a mul-
. ....
M
-
614
QUARTERLY JOURNAL OF ECONOMICS
titude of details in connection with both passenger
and freight traffic, concerning which there has
been from time to time complaint on the part of
shippers and passengers. One instance is that of
sample baggage. Representatives of the traveling
salesmen, in hearings before the House Committee,
complained of the anomalous position which they
occupy with respect to their baggage. Sample bag-
gage in some states cannot be carried as personal bag-
gage; in some sections railroads refuse to carry it
at all; in other sections, railroads accept it, but assume
no responsibility and the salesman is without standing
before the Commission if he complains of unreasonable
treatment.
Another illustration of the kind of supervision
which the Commission is expected to exercise under
this section is found in the Act regulating the trans-
portation of explosives, passed originally in 1908 and
re-enacted in 1909, which directed the Commission
to prepare regulations for the safe carriage of such
traffic. Such power of supervision is now conferred
in a general way by this amendment over all methods
of handling and transporting property.
It is made unlawful for a railroad to enforce other
than reasonable regulations, and by an amendment
to Section 15, the Commission is given jurisdiction
over all regulations and practices of carriers and the
power to prescribe reasonable regulations to be here-
after followed. This broadens the scope of the Com-
mission's authority, for under the Act of 1906 the
Commission had no jurisdiction over the regulations
and practices of a railroad except as they entered
into the value of transportation to the shipper.
Facilities for Through Routes. In connection with
the requirement that every carrier shall establish
THE MANN-ELKINS ACT
615
through routes and just and reasonable rates applicable
thereto, it is now made the duty of each to provide
reasonable facilities for the operation of these routes,
proper rules for the interchange of cars, and reasonable
compensation to those entitled to it. This clause
was aimed at those railroads which limit the range
of movement of their equipment, and was designed
to promote the efficiency of through business.
PROCEDURE
The entire question of procedure may best be con-
sidered in connection with the sections creating the
Commerce Court. This court is to consist of five
judges appointed for terms of five years. At the
beginning, the President is to appoint five additional
circuit judges for terms of from one to five years.
At the expiration or termination of the assignment,
the Chief Justice of the Supreme Court is to designate
a circuit judge to fill the vacancy. After 1914, no
circuit judge is to be reassigned to service in the
Commerce Court without an interval of one year.
Four judges constitute a quorum of the Court, and
a majority must concur in all decisions. Regular
sessions of the court are to be held in the city of Wash-
ington. If at any time the business of the Court is
not sufficient to demand the services of all the judges,
the Chief Justice of the United States may terminate
the assignment of any judge, or temporarily assign
him for service in any circuit court or circuit court
of appeals.
Exclusive jurisdiction is conferred upon this Court
over the following kinds of cases:
1. All cases for the enforcement of any order of the
Commission other than for the payment of money,
616
QUARTERLY JOURNAL OF ECONOMICS
where enforcement does not involve the collection of
a forfeiture or penalty, or the infliction of criminal
punishment.
2. All cases brought to enjoin or set aside in whole
or in part any order of the Commission.
3. Suits brought under the Elkins Act to enjoin
illegal discriminations or departures from published
rates.
4. Suits brought under Section 20, praying for the
issuance of writs of mandamus, to compel the filing
of proper reports or the keeping of prescribed accounts,
and under Section 23 to compel the movement of
interstate traffic or the furnishing of facilities.
The first class of cases comprises those in which
an order of the Commission has been disobeyed by the
carrier, and suit is brought for its enforcement. Suits
for the collection of damages are left as in the Hepburn
Act. The complainant files his petition in the Circuit
Court of the United States, and the case proceeds.
as do other civil suits of similar nature. The only
change made in the new Act in this respect is the
inclusion of a permission to file such suits also in state
courts of general jurisdiction. If orders other than
those excepted are disobeyed, the Commission or any
party injured, or the United States, may apply by
petition to the Commerce Court, and this Court, if
it determines that the order was regularly made
and duly served, . . . shall enforce obedience by a
writ of injunction or other proper process."
In the second class of cases are included orders
of the Commission which the carrier seeks to enjoin
or annul. Such appeal by a carrier does not operate
of itself to stay the order of the Commission, but the
Court may suspend in whole or in part the operation
of the order pending final hearing of the suit. No
(6
THE MANN-ELKINS ACT
617
injunction may issue except upon notice and after
hearing. In cases where irreparable damage is liable
to ensue, the Court, or a single judge thereof, may
grant a stay of not more than sixty days, but such
stay can only be granted upon hearing, and after
three days' notice to the Commission and the Attorney-
General, and the order granting the stay must contain
a specific finding based upon evidence that such
irreparable damage will ensue, and specifying its
nature. Upon hearing the application, the full Court
may continue the temporary stay beyond the sixty-
day period until its final decision. The procedure
retains in modified form the principle so bitterly
contended for in the passage of the Hepburn Act,
that notice and hearing must precede the issue of
even a temporary injunction. The five days' pre-
liminary notice of the Act of 1906 has been now reduced
to three days.¹ As in the Hepburn Act, appeals
may be taken from an interlocutory order granting
an injunction, if made within thirty days, and from
a final judgment of the Commerce Court if made
within sixty days. Such appeals do not operate
to supersede or stay the judgment unless so directed
by the Supreme Court, and such cases have priority
in hearing and determination over all except criminal
causes.
It should be noted that in exercising jurisdiction
over the first two classes of cases, those for enforce-
ment of the Commission's order following disobedience
by the carrier, and those brought by a carrier in
protest of the Commission's order, the new law holds
the ground gained by the judicial interpretation
1 The measure as it passed the House provided for no preliminary notice, but
limited the operation of the injunction to seven days. The Senate bill provided a five
days' preliminary notice, and a stay of sixty days.
618
QUARTERLY JOURNAL OF ECONOMICS
66
of the Hepburn Act. That Act put all orders of the
Commission into effect unless suspended or set aside.
by a court of competent jurisdiction, and it also
provided that "if upon such hearing as the court
may determine to be necessary it appears that the
order was regularly made and duly served . . . the
court shall enforce obedience." In discussing the
Hepburn Act soon after its passage, I commented
upon this provision in the following words: 1 It
is perfectly clear that the judicial power is expected
to interfere only when the order of the Commission
is ultra vires or unconstitutional.
Whether the
Supreme Court will decide that the intent of the
statute is unequivocally expressed in its terms remains
to be seen. If upheld, a permanent step has been
taken in the solution of the problem of railroad con-
trol. Not only will the orders themselves be more
effective, but their value will be enormously increased
by the expedition with which they will go into effect."
In the recent case of the Interstate Commerce Com-
mission v. Illinois Central Railroad Company 2 this
specific question was at issue and the Court seems
to hold that it can only inquire as to the power of
the Commission to make the order, and not into the
expediency or wisdom of it; and in determining whether
it should be set aside, it must consider solely whether
the order was constitutional and whether it was
within the scope of the Commission's delegated au-
thority. So significant did this decision appear to
be in limiting the powers of the Circuit Courts, and
in strengthening the administrative powers of the
Commission, that the advocates of administrative
supervision insisted upon restricting the powers of
1 Quarterly Journal of Economics, vol. xxi, p. 46.
2 215 U. S. Rep. 452.
THE MANN-ELKINS ACT
619
the new Court explicitly to those which, by this de-
cision of the Supreme Court, the regular circuit courts
were held to possess. Hence the Attorney-General,
altho he contended that the bill as framed guarded
this matter adequately, framed an amendment, provid-
ing that "nothing contained in this Act shall be
construed as enlarging the jurisdiction now possessed
by the circuit courts of the United States or the judges
thereof, that is hereby transferred to and vested in
the commerce court," and this provision became a
part of the measure as adopted.
Care has been taken in the framing of these sections
to furnish as simple a mode of procedure as possible
in invoking the jurisdiction of the Court, and partic-
ularly to eliminate all technical details of procedure
that might furnish pretexts for delay to contesting
counsel. Thus, for example, when a case is appealed
to the Supreme Court, the Commerce Court is au-
thorized to transmit the original record instead of
a transcript, thus saving expense and eliminating
the opportunity to question the accuracy of the
record. Again, in order to avoid delay incident to
the service of papers, every carrier is required to
designate an agent in Washington upon whom process
may be served.
The question of procedure which the Administra-
tion had most at heart was that which provided for
the bringing of suits against the United States, in-
stead of against the Interstate Commerce Commission;
gave to the Attorney-General of the United States
entire charge of all cases in the Commerce Court
and in the Supreme Court on appeal; and stipulated
that the Interstate Commerce Commission and its
attorneys should take no part in the litigation.
Heretofore, suits to review or set aside orders of
620
QUARTERLY JOURNAL OF ECONOMICS
1
the Commission have been brought against it eo
nomine, and have been defended by its own attorneys
under the nominal supervision of the Attorney-Gen-
eral. This practice has given rise to the criticism
that the Commission assumes the functions of inves-
tigator, judge, and then prosecutor, and that it is
undignified for the Commission, having once rendered
a judicial decision ¹ to go into the courts as a litigant
in defense of its own orders. But the influence that
was probably responsible for this provision emanated
from a sensitive Department of Justice, which felt
that the prosecuting force of the Interstate Com-
merce Commission was invading its territory. This
clause was framed by the Attorney-General of the
United States with the purpose of defining clearly
the functions of two conflicting departments, and
re-establishing the Department of Justice in the
position where he thought it properly belonged.
But his ambitious program received a serious
check at the hands of the "insurgents " in both
houses, particularly in the Senate where generous
provision for intervention of interested parties was
made. Suits are to be brought against the United
States rather than the Interstate Commerce Com-
mission, and the Attorney-General is to have control
of the interests of the Government in the Commerce
Court and on appeal; but the Interstate Commerce
Commission, and any party in interest to the proceed-
ing before the Commission, may appear as parties
of their own motion and as of right, and be represented
by counsel, and the Court, not the Attorney-General,
is to make all rules concerning appearances, procedure
and number of counsel. A majority of the Senate
1 The Illinois Central Case, just referred to, would seem to imply that the Com-
mission is a legislative and not a judicial body.
-
(
THE MANN-ELKINS ACT
621
Committee, in introducing the Administration meas-
ure, discussed this subject of intervention, and de-
clared that such a practice "would introduce intol-
erable confusion in legal proceedings, and subordinate
the general interests of all the people to the selfish
concerns of one or more parties, whose special interests
might be wholly at variance with the general public
welfare," and that "it would be impossible for the
Attorney-General to discharge the duty of defending
the interests of the Government, if the conduct of
the lawsuit were suffered to be complicated by one
or a dozen or perhaps fifty intervening citizens, each
advocating his own particular views, which might or
might not harmonize with those of the counsel for
the Government." Yet in the face of such arguments,
the Act provides that not only interested parties,
as already noted, but also communities, associations,
corporations, firms, and individuals "who are in-
terested in the controversy or question" before the
Commission, may intervene at any time after the
institution of a suit, and the Attorney-General shall
not dispose of a suit over the objection of such inter-
venor. This procedure, which seems to carry infor-
mality to an extreme, came in response to the wellnigh
unanimous protest of shippers against the administra-
tion program. They contended that if cases were
taken out of their hands, and if the Commission
itself were denied participation, there would be no
one connected with the case in the courts who had
had any familiarity with it in its earlier stages, and
that in complicated traffic questions this lack of
association with the contest from the beginning
would render the United States attorneys so helpless
in contest with the railroads, that a disastrous
outcome to the litigation in the courts would be a
622
QUARTERLY JOURNAL OF ECONOMICS
foregone conclusion. They were unwilling to rely
upon the self-interest of the Attorney-General to
employ shippers' counsel as his assistants.
The motives which led to the recommendation
of a Commerce Court were stated in the special mes-
sage of the President on January 7, when he called
attention to the delay now attending the adjudication
of cases in the United States Courts, the contrariety
of opinion which issues from them, and the apparent
inability of circuit judges to cope with the mass of
conflicting and highly technical evidence. But the
proposition met with surprisingly little cordial support.
Its defense was perfunctory, the attack upon it was
vigorous and pointed, and its adoption after signifi-
cant amendment was apparently the result of a com-
promise with the radicals, who granted this pet project
of the President's in return for provisions which
they considered vital to the measure. The Court
was attacked, in the first place, as an unnecessary
expense. It was shown that the number of cases that
arose during the period from the passage of the Hep-
burn Act to the close of 1909 and would have come
under the jurisdiction of the Commerce Court, was
only 26, and that the decision of the Supreme Court
in the Illinois Central Car-distribution Case so
narrowed the power of the courts over orders of the
Commission, that the number of cases was likely
to diminish in the future. In answer to the claim
that delays would be avoided by a court which devoted
its attention exclusively to railroad cases, it was
contended that the delays arose in the preparation
of cases, the taking of evidence, and in the presenta-
tion and adjudication of cases on appeal in the Supreme
Court, and that none of these delays would be avoided
under the new arrangement. Such uniformity as
THE MANN-ELKINS ACT
623
was desired from this Court was now being secured
on appeal to the Supreme Court, whose business
it was to look at these national questions in a broad
way, and harmonize conflicting judgments. More-
over, such a court, set apart to handle a specific kind
of cases, in which corporations with enormous capital
and great influence were interested, would become
a special target for attack, and this would tend to
lessen respect for our judiciary even if the attacks
had no justification.
Even among those who favored the creation of
the Court, there were many, like the members of the
Interstate Commerce Commission and prominent
railroad attorneys, who objected to its shifting
character. If expert knowledge of railroad questions
was a desirable possession on the part of the judges
in this Court, then why should they not be made a
permanent body instead of being transferred every
five years, or even more frequently, if the supply
of cases did not meet the demand? Is it probable
that expert knowledge would be found in a court,
which, after five years, would be drafted from the
general body of circuit judges?
A final conclusion as to the wisdom of this policy
must wait upon experience. Certainly the criticism
of it was weighty enough to throw the burden of
proof upon its advocates. That uniformity in de-
cision is desirable by courts below our highest tribunal
is not self-evident, that speed will be secured is a
question of fact to be settled by actual test. A perusal
of Supreme Court decisions on interstate commerce
questions would lead one to desire a greater interest
in technical traffic questions on the part of our judi-
ciary, but this plan does not relieve the situation
in the Supreme Court, and helps little in the Commerce
624
QUARTERLY JOURNAL OF ECONOMICS
Court, because judges are assigned to this work for
a temporary period. That the Court may have
more occupation than it would have had during
the last three years is very likely, for the amendments
to the Act will add to the litigation on interstate
matters, and further amendments to the law are
not improbable. Specialization in judicial affairs.
should be beneficial as it has been in other fields of
activity, and carefully chosen judges of unquestioned
integrity should be able to withstand demagogic
attacks. However, all that can be said for the Com-
merce Court at the present time is that it can do no
harm, and that it has in it some possibilities for good.
MISCELLANEOUS PROVISIONS
Penalties. The provisions of Section 10 which
have stood unchanged since 1889, and which provide
penalties of a $5000 fine and a two years' imprisonment
against both shippers and carriers for infractions.
of the Act such as false billing, and against shippers
for inducing common carriers to discriminate, are
now made applicable to all cases for which no penalty
is otherwise provided. Offenses against which the
section is directed are made more specific, especially
those which cover misrepresentation on the part
of the shipper of the actual character of his shipment.
For this offense, not only the agents of corporations,
but shipper corporations themselves, are now made
liable.
Disclosure of Information. It has been made a
misdemeanor, with a penalty of $1000, for any common
carrier, or any agent or employee, to disclose any
information concerning the nature, route, or destina-
tion of any shipment, when such information may
qda da da da da
4
THE MANN-ELKINS ACT
625
be used to the injury of the shipper in favor of a com-
petitor. It is likewise made unlawful for any person.
to solicit such information. Thus a tardy step has
been taken to protect shippers against a most con-
temptible form of espionage practiced by competitors,
usually by those who are powerful and well organized,
and who, through the pressure which they can bring
to bear as large shippers, can secure from the rail-
roads information concerning the business of their
rivals. In many instances, they have resorted to
outright bribery of railroad employees. Had this
law been on the statute books for the last twenty-five
years and been vigorously enforced, small shippers
would have had one less reason to denounce the
abuses of aggregated capital.
Statistics. Section 20 relating to statistics and
accounts is amended by permitting the Commission
to adopt for its statistical reports, the calendar year
instead of the government fiscal year as at present,
and by making more specific its power to call for
periodical and special reports under oath.
Enjoining State Statutes. A section was added
at the end of the Act, which has no direct relation
to the problem of common carrier regulation, yet
has been called forth mainly by the conflicts of juris-
diction in railroad cases. It provides that any
petition for an interlocutory injunction, suspending
a state statute, shall be made before three judges,
of whom one shall be a justice of the Supreme Court
of the United States, or a circuit judge. The appli-
cation shall be heard only after five days' notice,
except when irreparable loss or damage would result,
in which case any one of the judges may grant a
restraining order, which shall be effective only until
the application for injunction can be heard. Appeal
is direct to the Supreme Court.
626
QUARTERLY JOURNAL OF ECONOMICS
The Act is to take effect at the expiration of sixty
days after its passage, that is, after August 17, except
the rate section and that creating a Commission
on capitalization. These two sections took effect
immediately.
PROJECTS WHICH FAILED OF ENACTMENT
The projects which failed of incorporation in the
Act were quite as interesting and important as those
which were adopted, and deserve a moment's con-
sideration. It is significant that the two specific
recommendations made in the Republican platform
for amendment of the Interstate Commerce Act
both failed of passage. The amendment authoriz-
ing agreements between carriers as to rates failed
to pass either house. Conflict arose over the questions
as to whether such agreements should be approved
in advance by the Commission and whether in fact
it would be practicable to require such approval.
It was contended that if such agreements contained
all the rates involved, a submission of the agreements
to the Commission would mean a costly duplication
of the present labor incurred in connection with the
filing of tariffs. But the real cause for the defeat of
this proposal was the conviction that this meant a
repeal of the Anti-trust law so far as railroads were
concerned. It is apparent that the people are not
yet ready to accept the principle of combination
as applied to these great aggregations of capital
invested in the transportation industry. How long
we shall continue fondly to hug this fallacy of com-
petition no one knows. There is certainly no im-
mediate prospect that it will be abandoned in favor
of any other economic principle.
THE MANN-ELKINS ACT
627
The elaborate provisions which, with certain im-
portant exceptions, forbade the purchase by one
railroad of the stock of another, and those which
were intended to place the control of future capital
issues in the hands of the Commission, all went down
in defeat. They were extensively amended in the
House. They were thrown out in the Senate by an
almost unanimous vote. Their opponents represented
three points of view. There were those who opposed
stock and bond regulation of any kind. There was
the element which regarded this project of federal
regulation as an invasion of the rights of the States.
Finally there was the group which strongly favored
the principle, but which felt that the specific plan
of the Administration was so cumbered with excep-
tions, and so guarded with provisions of one kind and
another, that the net result was a legalization of the
present situation and a validation of a mass of worth-
less securities. The House section went to conference
and would have been thrown out altogether, but
for the President's insistent reminder of the platform
pledges. However, the most he could secure was the
right to appoint a commission with authority to
investigate questions pertaining to the issuance of
stocks and bonds by railroad corporations, and the
power of Congress to regulate such issues. While
the desirability of control of capitalization is un-
questioned, yet the plan as proposed was so compli-
cated and the step after all so radical, in view of our
previous policy, that it would seem wise to make
haste slowly. If the commission does nothing else,
it will at least give the public and its representatives
in Congress an opportunity to gain a better acquaint-
ance with the problem, and it may help to educate
them along lines of wise regulation. It is to be hoped
628
QUARTERLY JOURNAL OF ECONOMICS
that the proposal of the Administration bill will
appear at the next session, shorn of a mass of the
verbiage which now surrounds it.
The House sent to the Conference Committee an
amendment directing the Interstate Commerce Com-
mission immediately to ascertain the value in money
of all railroad property in the United States, and
after the completion of this valuation, to ascertain
periodically the value of extensions and improvements,
such valuation to be received as prima facie evidence
of the actual value of railroad property in all proceed-
ings before the Commission and the courts. Those
who passed this amendment in the House had no
expectation that it could run the gauntlet of the
Senate conferees. However, it is significant as a
first attempt to respond to the urgent recommenda-
tion of the Interstate Commerce Commission.
Other proposals which passed one house but failed
in conference, included the House proposals to extend
jurisdiction of the Commission over water transporta-
tion in Hawaii and over transportation to Alaska,
and to grant to the Commission power to pass sep-
arately on terminal and switching charges that are
a part of the through rate. From the Senate, there
were instructions that the Commission should every
six months make an analysis of classifications and
tariffs, showing changes in through rates on all staple
commodities and report annually to Congress; and
from the House, that the Commission should investi-
gate the facts and practices as to discrimination,
should report concerning investigations heretofore
made, and should recommend changes in existing
law. The failure of these provisions in conference
must have occasioned prayers of thanksgiving in the
offices of the Commission.
THE MANN-ELKINS ACT
629
Finally, one or two matters should be mentioned
which failed of action in either house, but which
must sooner or later become subjects of serious con-
sideration. It is difficult to understand why water
carriers are still exempt from control. To be sure,
they still proffer the old argument that they are a
competitive industry, which by its very nature is so
subject to competition that regulation is unnecessary.
Divine Providence, they insist, may be trusted to
care for the interests of shippers by water without
any aid from the Interstate Commerce Commission.
But any one who has given the situation a cursory
examination knows how fallacious these contentions
are, to what an extent the water lines are controlled
by the railroads, and how largely rates between points
ostensibly competing are made by combinations
between the two agencies. More power seems to
be given the Commission over water carriage than
ever before by its authority to make through routes
to which one of the parties may be a water line. Yet,
in view of the fact that water carriers are by Section
1 placed under the jurisdiction of the Act only when
they are used under a common control, manage-
ment or arrangement for a continuous carriage or
shipment," it is at least doubtful whether the Com-
mission can force a water carrier against its will to
become party to a through route or a joint rate. If
a through route is made, and the water line becomes
voluntarily a party to it and files its joint rates,
the water carrier is under the jurisdiction of the
Commission only with respect to business carried
on these joint rates. One further extension of the
jurisdiction of the Commission should be made, and
water carriers should be placed under the Act along
with other interstate carriers.
66
630
QUARTERLY JOURNAL OF ECONOMICS
Lack of power on the part of the Commission to
prescribe minimum rates has proved, as was pre-
dicted in 1906, to be an obstacle to the promotion of
exact justice between shipping communities and
between markets. This power the Commission should
have.
The commodities clause stands unamended, not-
withstanding the interpretation of the Supreme Court,
which, while nominally sustaining its constitutionality,
robbed it of all practical efficacy. The Court held
that the ownership of the stock of a coal company
by a railroad company did not give the latter an
interest direct or indirect in the coal which was mined,
neither was the carrier in violation of the clause,
if, being the legal owner of the coal, it sold it before
transportation began. Attempts were made, notably
that of Senator Bailey, to modify the wording so
that the original intent of the clause might be re-
stored, but neither house seemed disposed to make
the simple verbal change necessary to give the clause
the meaning which it was supposed to have when
adopted four years ago.
President Taft has received many congratulations
for the success with which he has carried through
his railroad policy, and doubtless he deserves great
credit for the initial impulse to legislation given by
his special message, and the bill which he and his
advisers drafted. Likewise his influence should not
be underestimated in rousing more than once the
flagging interest of the Republican leaders, particularly
in the Senate, and in giving final shape to many of
the clauses through those frequent informal con-
ferences of which the public knows little. Yet when
we compare the Administration bill upon which
THE MANN-ELKINS ACT
631
the President stood at the beginning, with the Act
as passed, and when we follow carefully the course
of the original bill in both houses and the debates
upon it, we find that the valuable features contained
in the measure as finally enacted were not written
into it by the Administration, but were wrung from
the Republican leaders by the persistent and able
appeals of the "insurgent element, backed by a
vigorously asserted public opinion, and supported
in the chamber in many cases by the votes of the
Democrats. More than this: the most desirable
features of the Administration bill failed of enactment
altogether. It will be generally conceded that the
two most important clauses in the new law are those
which vitalize the long and short haul clause and
which empower the Commission to suspend pro-
spective rate changes. The first was not included
in the President's bill at all, the second was so worded
as to permit suspension for only sixty days, which
would have been of little or no value in the case of
important rate changes.
The extension of the Act to cover transmission
of intelligence as well as passengers and freight, the
discouragement of destructive competition against
water lines, the strengthening of the penalty provisions,
the establishment of the principle that a rate increased
by a carrier is presumptively unreasonable, the de-
claration in unmistakable terms that the Commission
may initiate inquiries, the legislation against divulg-
ing information concerning shipments,
all were
introduced into the bill after it left the hands of the
Administration, and most of them on the floor of
Congress and at the instance of "insurgent
insurgent" Sena-
""
tors and Representatives.
On the other hand, three of the most important
1
632
QUARTERLY JOURNAL OF ECONOMICS
features of the President's bill, that authorizing agree-
ments as to rates, that forbidding the merger of com-
peting lines, and that authorizing federal regulation
of stock and bond issues, failed. The proposal for
traffic agreements passed neither house. The capi-
talization provisions failed in the Senate, were ma-
terially modified in the House, and came out of
conference in the form of a harmless investigating
Commission. The only feature of the President's
bill which retained a semblance of its original form
was the Commerce Court, probably the least im-
portant, certainly the least necessary portion of the
Act, and even here the right of the public in pro-
ceedings against the railroads would have been
seriously jeopardized if the bill had been passed as
introduced. It is to the credit of men like Senators
Cummins and Clapp that the procedure was so modi-
fied as to insure the shipping public adequate rep-
resentation in court.
This complete transformation of the proposals
of the Administration into a measure far more radical
than was intended by its authors finds its explanation
in the demand of the people of the country, constantly
becoming more insistent, for genuine regulation of
the industry upon which their very life depends.
In spite of the protests of the railroads, that further
tampering with their operations would react to injure
the service and put a check on extension and im-
provement, the people have gone steadily on, not
to be withstood in their determination to secure
justice and equality in railway service, and the
end is not yet.
By the Acts of 1906 and 1910 they have created
an administrative agency clothed with powers more
extraordinary than have ever before been entrusted
C
THE MANN-ELKINS ACT
633
to any similar body in the history of this country.
The Interstate Commerce Commission has jurisdiction
over all important carriers of interstate commerce
in the United States, except those operating solely
by water. Their rates, classifications, regulations
and practices are subject to the Commission's au-
thority either with or
or without complaint. Pro-
spective rate changes may be suspended by it for
ten months beyond their effective date, and if the
Commission wills it, may never become effective.
Its permission must be secured before a less rate can
be charged for a longer than a shorter distance. At
its discretion it may establish through routes and
joint rates. Its orders are in force when made unless
the courts set them aside, and this the courts cannot
do without a hearing after notice. Finally, if present
rulings are not overthrown, the courts will enforce
all the Commission's orders, unless they are uncon-
stitutional or beyond its authority. Surely the people
of the United States have placed upon this Commission
a grave responsibility. Upon its wisdom and justice
the people rely for a successful regulation of the
interstate commerce of this country.¹
DARTMOUTH COLLEGE.
FRANK HAIGH DIXON.
1 Other interstate commerce legislation enacted, under separate measures, at the
last session of Congress, include an act granting authority to the Commission to in-
vestigate railroad accidents; a supplement to the safety-appliance acts requiring that
cars after July 1, 1911, be equipped with sill-steps, hand-brakes, ladders and running
boards; and an amendment to the employers' liability act defining the procedure and
right of action.
HF
1009
P18
DEPARTMENT OF COMMERCE
BUREAU OF THE CENSUS
SAM. L. ROGERS, DIRECTOR
Ir
# 11
sli
CENSUS OF WAR COMMODITIES
4.5. Солонка вел
A
IRON AND STEEL
PRODUCTS
Prepared under the supervision of EUGENE F. HARTLEY, Chief Statistician for Manufactures
•
··
Explanation of statistics...
Diagrams showing stocks, consumption, and requirements..
TABLE I.-Stocks on hand or in transit, September 1, 1918
TABLE II.-Consumption, January 1 to June 30, 1918……
TABLE III.—Estimated requirements, July 1 to December 31, 1918.
TABLE IV.-Summary-Stocks, consumption and requirements:
A.-Manufacturers of the specified products-Steel works, roll-
ing mills, etc….
B.-Wholesalers, jobbers, and dealers.
C.-Railroad companies.
D.-Shipyards..
E.-War Department
MAN 101
CONTENTS
F.-Manufacturers of agricultural implements and vehicles
other than motor vehicles..
☆
Page
3
4
5
6
8
UNITED
9999=
10
10
10
10
11
EPARTMENT
OF
TABLE IV-Continued.
G.—Manufacturers of motor vehicles-Automobiles, trucks,
and accessories...
P.-Miscellaneous
Per cent distribution..
11 Schedule used in making the canvass.
STATES
H.-Manufacturers of bolts, nuts, rivets, nails, screws, etc.
I.-Manufacturers of electric and electric-power machinery,
apparatus, and supplies
J.-Manufacturers of engines, pumps, compressors, etc., boil-
ers, and tanks..
K.-Manufacturers of machine tools
L.-Manufacturers of tools and hardware.
M.-Manufacturers of machinery other than the foregoing.
N.-Manufacturers of munitions and ordnance
O.-Fabrications-Structural and architectural ironwork.
COMMERCE
WASHINGTON
☆
FAMERIC
GOVERNMENT PRINTING OFFICE
→
Page
11
11
--
-
……….
2 222
12
12
12
12
13
13
13
13
14
15

1919
NOTE.
Reports received after completion of tabulation and not included in the tables, comprising: Railroad companies,
13; steel works and rolling mills, 1; shipyards, 2; manufacturers of agricultural implements, etc., 3; manufacturers of
motor vehicles, etc., 1; manufacturers of engines, pumps, etc., 1; manufacturers of machinery not elsewhere specified,
4; manufacturers of munitions and ordnance, 2; and fabrications, 1-Total, 28.
(Tons of 2,000 pounds.)

CLASS OF STEEL.
Ingots, blooms, billets, and slabs.
Skelp, flue, etc.
Wire rods.
Plates (inch and over)
Sheets (under } inch)………..
•
Merchant bars and shapes under 3 inches...
Long angle splice bars...
Structural shapes.
Seamless tubes...
Tubular products other than seamless tubes.
Rails:
50 pounds and over....
Under 50 pounds..
Rail joints, fastenings, and tie-plates.
Wire products..
Tool steel..
All other finished, rolled, and drawn iron and steel.
Total..
---
STOCKS, SEPT. 1, 1918.
Total.
2,034
281
452
3,331
293
3, 479
330
1,881
587
686
10, 787
1,001
3,058
1,926
144
2,792
33,062
Railroad
com-
panies.
80
281
1
557
208
2,106
300
88
329
377
10, 697
1,000
3,056
203
28
314
19,625
Other.
1,954
451
2,774
85
1,373
30
1,793
258
309
90
1
2
1,723
116
2,478
13,437
Total.
CONSUMPTION AND REQUIREMENTS, 1918.
148,830
116
31,603
7,156
533
11, 634
443
9,779
931
582
14,096
805
12,052
15,043
216
6, 497
260,316
Railroad
com-
panies.
155
116
3
1,098
385
7,262
40
57
404
261
14,088
800
12,052
479
33
542
37,775
Other.
148, 675
31,600
6,058
148
4,372
403
9,722
527
321
8
∞ LO
5
14,564
183
5,955
222, 541
For Government
contracts.
Amount. Per cent.
111,055
23, 700
2,933
22
2,086
970
515
25
10,814
160
2,113
154,393
75.3
75.0
41.0
4.2
17.9
9.9
55.3
4.3
71.9
74.1
32.5
59.3
2
EXPLANATION OF STATISTICS.
1972 ER
Reclas
The_accompanying tables present the statistics for Iron and
Steel Products as reported by 10,494 establishments. The canvass
included the manufacturers of the specified classes of iron and
steel products; the wholesalers, dealers, jobbers, and supply houses
carrying stocks; and manufacturers using the products as material
in further processes of manufacture, including railroads and public
service corporations that operate construction and repair shops and
carry stocks for the upkeep of their properties, systems, and lines.
The statistics include the consumption by the producers-that is,
by the rolling mills, the wire-drawing mills, forging shops, etc.-of
the specified classes of products in further processes of manufacture.
ESTABLISHMENTS.
The number of establishments is the number of reports received
and not the number of individual plants, shops, or works. Thus,
the United States Steel Corporation made one report covering 148
plants, mills, works, shops, and warehouses; the United States
Railroad Administration, one report for the various corporations
commonly known as Pennsylvania Lines West of Pittsburgh and
one report for the Eastern Lines; the War Department, one report
for all shops and works under the control of the Corps of Engineers.
The report for the Corps of Engineers covers stocks only, data for
consumption and requirements not being furnished. Separate
reports were furnished for the arsenals with full data. The only
report received from the Navy Department was for the Mare Island
Navy Yard, Cal. This has been included with the data for
the War Department. Establishments reporting less than half a
ton of steel on hand or consumed have not been included in the
tabulation. Approximately 850 reports of this character were
received.
TABLES.
The statistics are presented in four tables as follows:
TABLE I shows stocks on hand or in transit to the reporting
establishment on September 1, 1918.
TABLE II presents the statistics of consumption for the first half
of the year, January 1 to June 30, 1918.
TABLE III presents the statistics for requirements for the last
half of the year, July 1 to December 31, 1918.
TABLE IV is a summary showing stocks and consumption-
requirement data for the year for all establishments and for the
several groups of establishments, with per cent of distribution.
A graphic presentation of the statistics by bar diagrams precedes
the tables and a copy of the schedule used is shown at the end of
this bulletin.
CLASSIFICATION.
The information given in answer to Inquiry III of the schedule
has been used as a basis of classification according to chief products.
The reports have been classified under 16 groups as follows:
CC
A. The producing establishments designated as Manufacturers of
the specified products Steel works, rolling mills, etc." This group
includes also tube and wire-drawing mills, forging shops, and tin-
plate mills. These establishments reported stocks on hand, Sep-
tember 1, of the various classes of steel, including ingots, billets,
bars, etc., in process, stocks of the finished rolled products, and
stocks of products of a higher degree of manufacture called for by
the schedule, such as tubular products and wire. The producing
establishments reported under Inquiry II of the schedule only the
quantities of the specified classes of steel consumed in or required
for their own establishment in further processes of manufacture;
structural steel in fabrications, plates fabricated for ship and other
constructions, horseshoe bars in the manufacture of horseshoes, etc.
B.-Wholesalers, jobbers, and dealers.-This class reported stocks
only-Railroad companies, both steam and electric. These companies
reported stocks on hand for use in their repair shops and rails and
track material, and consumption and requirements for repairs of
rolling stock, track repairs, and replacements and new construction.
D.-Shipyards. The shipbuilding companies reported the stocks
on hand of the specified products in unfabricated forms, and con-
sumption and requirement data for same. Supplies of plates and
structural steel received in fabricated forms ready for assembling
were not included, these being the products of the mills that
fashioned them ready for erection and are included in the reports
for such establishments.
E-War Department.-These reports include the statistics for
the arsenals and the shops and works under the control of the Corps
of Engineers, the latter, however, being confined to stocks, as
before stated. There are also included the statistics for the Mare
Island Navy Yard.
The remaining groups comprise the manufacturing establish-
ments that use iron and steel materials of the specified classes.
The establishments are classified according to their chief products,
although in many cases they reported products which belong under
another classification, shown, for example, by a large consumption
of projectile steel by establishments engaged primarily in the man-
ufacture of bolts, nuts, etc., and machinery, and projectile steel
requirements for establishments included in the "Motor vehicle"
and "Miscellaneous" groups.
F.-Manufacturers of agricultural implements and vehicles other
than motor vehicles.
G.-Manufacturers of motor vehicles-Automobiles, trucks, and
accessories.
H.-Manufacturers of bolts, nuts, rivets, nails, screws, etc.
I.— Manufacturers of electric and electric-pov:er machinery, appara-
tus, and supplies.
Manufacturers of engines, pumps, compressors, etc., boilers,
J
and tanks.
•
K.-Manufacturers of machine tools.
L.-Manufacturers of tools and hardware.
M.-Manufacturers of machinery other than the foregoing.
N.-Manufacturers of munitions and ordnance.
O.-Fabrications-Structural and architectural ironwork.
P.-Miscellaneous, or manufacturers of commodities not else-
where provided for.
DURATION OF SUPPLY.
On September 1, 1918, there was, in the aggregate, 8,589,000 tons
of iron and steel material of the various classes on hand, not includ-
ing scrap. The figures for consumption and requirements, taken
as representing the year's consumption, aggregate 31,690,000 tons.
These figures indicate that the stocks in the country, as of said
date, were equal to approximately three and one-fourth months'
supply for all classes of establishments.
The following tabular statement gives, in terms of months' sup-
ply, the ratio between stocks and consumption and requirements
for the year (1) for the various classes of steel, and (2) for the
industrial groups:
All stocks.....
CLASS OF STEEL.
1. Ingots, blooms, billets, and
slabs.
2. Projectile steel.
3. Sheet bars and tin-plate bars..
Months.
31
4. Skelp, flue, etc..
5. Wire rods..
6. Plates..
7. Sheets.
8. Merchant bars and shapes under
3 inches
→→→
9. Reinforced-concrete bars 1
10. Long angle splice bars
11. Structural shapes..
12. Seamless tubes..
13. Tubular products other than
seamless tubes 1
14. Rails..
15. Rail joints, fastenings, and tie-
plates.
16. Tin plate..
17. Barbed wire ¹
18. Wire rope
1
19. Other wire products ¹
20. Hoops, bands, and cotton ties¹
21. Tool steel...
22. Other finished, rolled, and
drawn iron and steel…….
2212-
23
23
FOUR=4***
41
4
14
24
G
12
6}
11
4
14
kapa sijui 25p de found
10
4
INDUSTRIAL GROUPS.
Months.
A.-Manufacturers of the specified
products-Steel works, rolling
mills, etc...
C.-Railroad companies..
D.-Shipyards..
E.-War Department ..
F.-Manufacturers of agricultural
implements and vehicles other
than motor vehicles..
G.-Manufacturers of motor ve-
hicles Automobiles, trucks,
and accessories..
H.-Manufacturers of bolts, nuts,
rivets, nails, screws, etc.
I.-Manufacturers of electric and
electric-power machinery, appa-
ratus, and supplies..
J.-Manufacturers of engines, pumps,
compressors, etc., boilers, and
tanks.
21
K.-Manufacturers of machine
tools.
L.-Manufacturers of tools and hard-
ware...
M.-Manufacturers of machinery
other than the foregoing…….
N.-Manufacturers of munitions
and ordnance.
O.-Fabrications-Structural
architectural ironwork….
P.-Miscellaneous.
and
1 Not comparable-largely used by consumers not canvassed.
2 Not comparable-consumption and requirements not fully reported.
**********
21
61
3}
41
23
3
51
LO
5
4
3
~
31
−444
21
31
3
4
CENSUS OF WAR COMMODITIES.
TOTAL..
CLASS OF STEEL.
1. Ingots, billets, etc.
2. Projectile steel.
3. Sheet and tinplate-bars....
4. Skelp, flue, etc..
5. Wire rods..
6. Plates..
7. Sheets...
8. Merchant bars and shapes..
9. Reinforced-concrete bars..
10. Long angle splice bars..
11. Structural shapes.
12–13. Tubular products……
14. Rails....
15. Rail joints, etc..
16. Tin-plate.……….
17-19. Wire products.
20. Hoops, bands, and cotton
ties...
21-22. Tool steel, and all other-
INDUSTRIAL GROUPS.
A.-Steel works, rolling mills,
etc..
B.-Dealers.
C.-Railroad companies.....
D.-Shipyards.
E.-War Department.
STOCKS, SEPT. 1, 1918; CONSUMPTION AND REQUIREMENTS, 1918.
F.-Agricultural implements..
G.-Motor vehicles, etc....
H.-Bolts, nuts, etc
I. Electrical machinery, etc.
J.- Engines, pumps, etc......
K.-Machine tools...
L.-Tools and hardware....
M.-Other machinery
N.-Munitions and ordnance….
O.- Fabrications..
P.- Miscellaneous..
1
2
Z
ZZ
Garan
17
2
TOTAL.
Stocks, Sept. 1, 1918
Consumption and requirements, 1918:
For Government contracts.
Other...
?
6
3
m
2
···
S
OTHER
6
10
10
8
•
MILLIONS OF TONS
20
MILLIONS OF TONS
16
7
6
CLASS OF STEEL.
Ingots, blooms, billets, and slabs.
Projectile steel..
Plates (inch and over),
Sheets (under (inch).
work..
All other.
MILLIONS OF TONS
8
10
STOOKS, SEPT. 1, 1918
CONSUMPTION AND REQUIREMENTS,
Merchant bars and shapes under 3 inches (includ-
spike, chain, bolt, and nut rods, horseshoe
bars, etc.).
Structural shapes
Rails...
Wire products.
All other.
1918:
FOR GOVERNMENT CONTRACTS
S, 589, 047
16,922, 899
14, 767, 168
·
9
•
INDUSTRIAL GROUP,
7
Steel works, rolling mills, etc.
Wholesalers, jobbers, and dealers
Railroad companies..
Shipyards....
War Department.
Agricultural implements and vehicles other than
motor vehicles.
Motor vehicles—Automobiles, trucks, and acces-
sories.
Fabrications-Structural and architectural iron-
I
7.
7
1
26
12
13
8
1
Stocks,
Sept. 1,
1918.
1,692,879
381,000
788, 227
724, 839
9
1,213, 714
581, 328
715, 905
331,735
2, 159, 420
14
15
Stocks,
Sept. 1,
1918.
3,747,216
542, 355
940, 312
451, 816
101, 533
305,409
288,819
315, 224
1.896, 363
90
Total.
CONSUMPTION AND
REQUIREMENTS, 1918.
10
10,338, 169
1,686, 144
2,857,461
1,804, 274
18
36


Total.
Govern-
ment
contracts.
3,760,087 1,895, 431
2,190, 198 1,591, 428
1,288, 102 137, 413
1, 121, 925
314,504
6,643,707 2,195, 342
6,349, 834
1,683, 927
2, 136, 253
618,767
17
18

CONSUMPTION AND
REQUIREMENTS, 1918.
Govern-
ment
contracts.
17,599,500 10,423,869
1,688, 306
1,510,668
46,358
847, 163
1,300, 844
1,760,056
6,937, 172
1,448, 043
46,358
72,597
498, 516
1,166,957
3, 266, 559
*
IRON AND STEEL PRODUCTS.
in
5
ܢ ܝ ܐ
Number of establishments..
1. Ingots, blooms, billets, and slabs.
2. Projectile steel.
3. Sheet bars and tin-plate bars.
4. Skelp, flue, etc………
5. Wire rods..
6. Plates (inch and over)
7. Sheets (under inch)..
11. Structural shapes...
12. Seamless tubes..
8. Merchant bars and shapes under 3 inches (including spike,
chain, bolt, and nut rods, horseshoe bars, etc.).
9. Reinforced-concrete bars..
10. Long angle splice bars.
CLASS OF STEEL.
13. Tubular products other than seamless tubes.
14. Rails:
TOTAL....
23. Scrap iron and steel...
50 pounds and over.
Under 50 pounds..
15. Rail joints, fastenings, and tie-plates.
16. Tin plate.
17. Barbed wire.
Table 1.-STOCKS ON HAND OR IN TRANSIT, SEPTEMBER 1, 1918.
(Tons of 2,000 pounds.)
CLASS OF STEEL.
18. Wire rope.
19. Other wire products.
20. Hoops, bands, and cotton ties.
21. Tool steel..
22. All other finished, rolled, and drawn iron and steel……….
··
5. Wire rods.
6. Plates (inch and over).
7. Sheets (under inch).
Number of establishments...
1. Ingots, blooms, billets, and slabs..
2. Projectile steel.
3. Sheet bars and tin-plate bars...
4. Skelp, flue, etc…….
11. Structural shapes..
12. Seamless tubes..
14. Rails:
8. Merchant bars and shapes under
3 inches (including spike, chain,
bolt, and nut rods, horseshoe
bars, etc.)......
9. Reinforced-concrete bars.
10. Long angle splice bars.
·
plates..
16. Tin plate.
17. Barbed wire.
13. Tubular products other than seam-
less tubes..
•
50 pounds and over.
Under 50 pounds..
15. Rail joints, fastenings, and tie-
18. Wire rope.
19. Other wire products..
20. Hoops, bands, and cotton ties.
21. Tool steel..
22. All other finished, rolled, and
drawn iron and steel.
TOTAL..
23. Scrap iron and steel..
1
Agricul-
tural im-
plements
and
vehicles
other than
motor
vehicles.
-}
•
4
55
610
1, 813
172
39
779
1,598
14, 97815, 955
27, 489 | 85, 535
484
tegn pag may mga ma
.175, 203 50, 651
30
50
3, 219
368
218
Motor
vehicles-
Auto-
mobiles,
trucks,
and acces-
sories.
132
3,797
14, 350
1, 292
C
9,999
1,743
8, 793
7,258
9,309 13,509
798
30
590
1,969
2,866
8
48
318:
1
5, 922
5,735
6, 647
2,300
Bolts,
nuts,
rivets,
nails,
screws,
etc.
I
214
220
759
17, 191
181
37,644
95,746
30
10
105
298
78
12
468
14,962
1, 634
1, 156
I
19, 156
Total.
1
10, 494
1,692, 879
381, 000
190, 317
179, 317
118, 398
788, 227!
724, 839
1, 213, 714
85,952
17,956
581, 328
78, 228
440, 333
650, 256
65, 649
181, 334
.301, 950
10, 201
24, 695
296, 839
91, 912
61, 586
412, 137
8, 589, 047
1,873, 988
59
26
1, 127
13,960
47, 344
21, 147
239
142
6, 748
658
5,683
1,096
406
347
1,298
1, 102
653
13, 206
189, 950 116, 873
7,883
65
111
Manufacturers
of the specified | Wholesalers,
products-
I
jobbers,
Steel works,
and
rolling mills, dealers,
etc.
+
629
7,263
51
17
441
1,639, 943
267, 118
186, 646
176, 202
79,056
186, 815
147, 558
272, 843
21, 362
12, 279
7,854
163, 118
22, 193
19, 437
75, 460
3, 747, 216
1, 429, 554
MANUFACTURERS CLASSIFIED ACCORDING TO CHIEF product.
Electric
and
electric-
Machinery
other
power ma- pressors, Machine Tools and
chinery, etc., tools. hardware. than the !
apparatus, boilers,
foregoing.
Engines,
pumps,
com-
and
supplies.
and
tanks.
418
1, 151
305
151, 539
11, 315
112,412
19, 826
14, 780
98, 204
20, 644
24, 566
45, 590
5,062
662
73
437
257
515
50, 688; 2, 443
55, 808
4,681
190
for
33, 740 19, 538
68
44
1
4
2,075
352
7
145
¿
807
2,942
2,004
1, 413
1, 916
1,498
2, 946: 22, 995
19
30
T
3
1,966
41
82
1,075
1, 686
490
10, 487 27, 555
217, 926 69, 044
46, 671 16, 433
675
631
106
5,915
799
29, 227
39, 301
156, 003
22, 657
20
942
259
36
50
25, 937
5, 688
171, 103
43, 945 75, 291
305, 409 288, 819
13, 406 10, 023
35, 692
1
1
¹ Including United States Navy Yard, Mare Island, Cal.
5,371
5,877
1, 133
10, 672
1,453
1,810
33, 399
10, 910
5,599
15, 051
542, 355
16, 874
51,747 50, 561
461
189
2
127
576 17,783
73
1,823
18, 819 1,216 3,947 21, 212
869
62
189
6, 153
9, 155
8, 253
I
t
Railroad
companies.
40
69, 272
19, 170
93,822
7,426
1, 024
38, 372
22, 814
14, 868
494, 935
4, 941
143, 947
402
1, 839
727
4, 126
98
1, 178
11, 421
940, 312
145, 598
499
6, 233
20
637
1,023
4, 935
12, 354
273
341.
17,761
17, 511
738
1, 043
410
784
13
667
2,956
911
4,744
1,366
83, 103
5
165
9, 216
6, 470
Munitions
and
ordnance.
Shipyards.
5, 807
46
60:
69
249, 746
7,112
20
3,418
102
6,577
135, 289
668
5,067
!
40, 013
371
2
5
1
1, 312
96
29
519
1,495
451, 816
4,823
3, 040
333
141
43, 013
27, 014
374
3,588 124, 943-
335 442
564
502
60
$5
569 2,099
199 1,050
756
137
18, 625 34,573
5, 470
3, 237
132, 880 193, 739 120, 606 315, 224
13, 242, 29, 405 5, 355 17,058
636
2,774
392
79
1
935
77, 679
19, 350
7,852
1,736
911
War
Depart-
ment.!
10
Fabri-
cations-
Structural Miscel-
and archi-' laneous.
tectural
ironwork.
5, 611
327
12, 647
6,576
5, 880
2,428
29
10, 109
232
1, 243
21, 333
18, 558
7,771
132
1, 330
165
2, 106
22
234
1,800
101, 533
5, 354
3,076
5, 142
14, 621
998
190
13, 052
36, 166
180, 030
98,000
411
491
25,741
9, 942
53, 726
22,332
12, 633
2,643
236,855
319
4, 256
5-1, 719
21, 790
8,923
52,365
855, 345
76, 617

6
CENSUS OF WAR COMMODITIES.
O CT A CNT
2
3
5
6
7000 1224
8
9
10
11
13
15
16
070 2222 **** NO
17
18
19
20
21
23
24
25
26
27
28
29
30
22** *0*
34
*** **♡ ♡ go
39
40
41
42
43
44
45
46
47
48
50
2. Projectile steel.....
1. Ingots, blooms, billets, and slabs..
Used for Government contracts.
Used for Government contracts.
3. Sheet bars and tin-plate bars..
Used for Government contracts...
4. Skelp, flue, etc……….
Used for Government contracts.
5. Wire rods...
Used for Government contracts..
CLASS OF STEEL.
6. Plates ( inch and over)....
Used for Government contracts.
7. Sheets (under inch).
Used for Government contracts.
Table I.-CONSUMPTION, JANUARY 1 TO JUNE 30, 1918.
(Tons of 2,000 pounds.)

8. Merchant bars and shapes under 3 inches (including spike,
chain, bolt, and nut rods, horseshoe bars, etc.).
Used for Government contracts.
9. Reinforced-concrete bars..
12. Seamless tubes..
Used for Government contracts.
--
10. Long angle splice bars....
Used for Government contracts.
11. Structural shapes...
Used for Government contracts..
14. Rails:
Used for Government contracts.
13. Tubular products other than seamless tubes.
Used for Government contracts...
17. Barbed wire.
50 pounds and over.
Used for Government contracts.
Under 50 pounds..
Used for Government contracts..
18. Wire rope..
15. Rail joints, fastenings, and tie-plates.
Úsed for Government contracts.
16. Tin plate..
Used for Government contracts...
Used for Government contracts.
19. Other wire products...
Used for Government contracts..
21. Tool steel.
Used for Government contracts.
20. Hoops, bands, and cotton ties..
TOTAL...
Used for Government contracts.
Used for Government contracts.
22. All other finished, rolled, and drawn iron and steel.
Used for Government contracts..
49 23. Scrap iron and steel...
Used for Government contracts..
Total.
Used for Government contracts.
4, 942, 888
2, 883, 680
662, 752
660, 863
629, 102
201, 016
321, 586
116, 783
427, 733
112, 919
1, 145, 467
748, 065
882, 843
224, 693
1,757, 735
803, 947
30, 433
6, 976
40, 423
33, 227
932, 752
615, 207
91, 769
50, 269
200, 534
63, 954
583, 553
45, 872
36, 142
22, 126
91, 258
2, 233
418, 193
26, 964
31, 409
11, 612
14, 881
3, 114
473, 666
97, 200
146, 995
43, 774
44, 089
25, 487
640, 659
192, 143
14,546, 862
6, 992, 124
Manufacturers of
the specified
products-Steel
works, rolling
mills, etc.
4,792, 211
2,759, 950
438, 346
436, 646
626, 813
200, 466
318, 302
116, 548
346, 334
79, 471
213, 970
129, 437
71, 355
26, 528
600, 277
358,515
1, 064
103
34, 232
32, 165
284, 686
236, 815
19, 212
14, 701
4,366
193
56, 984
22, 739
10, 059
10, 006
585
367
7,856
202
22, 425
11, 239
98
53
256, 955
55, 920
60, 525
18, 063
4, 708
2, 971
54, 650
30, 925
8, 226, 013
4, 544, 023
4, 453, 030
2,243, 474
1 Including United States Navy Yard, Mare Island, Cal.
3,876, 679
2,084, 682
Railroad
companies.
6, 093
87
304
40
50,054
16, 375
97,628
5, 218
3,851
32, 537
12, 556
13, 464
486, 270
3, 408
87,298
460
1, 128
742
2,317
46
717
17,869
838, 462
53, 813
•
Shipyards.
9,039.
8, 951
4
4
315, 377
301, 373
9, 524
8, 591
41, 460
36, 932
574
478
73
72
134, 877
124, 348
384
309
5,757
5, 017
4, 587
3, 156
480
470
333
185
38
38
24
2, 027
1,880
182
134
5
сл сл
5
486
453
3,875
3,847
529, 106
496, 243
4, 986
1,896
War Do-
partment.1
1,552
1,552
201
201
4, 054
4, 054
1,256
1,256
1, 319
1, 319
52
52
12
12
875
875
457
457
457
457
1, 116
1, 116
13
13
15
15
2,976
2,976
12
12
28
28
36
36
A
1
1
293
293
2,988
2,988
17, 713
17, 713
4, 197
4, 197
H+OF
4
1
"
1
+
IRON AND STEEL PRODUCTS.
7
Agricultural
Implements
and vehicles
other than
motor
vehicles.
1,901
120
8
368
627
890
74
21, 259
1, 467
35, 096
816
252, 116
21, 868
227
13
32
9, 480
461
1,228
32
14, 006
521
41
293
191
227
10
7, 452
48
15,369
798
1,071
21
55, 511
4, 046
417, 393
30, 295
69, 991
1, 821
Motor
vehicles-
Automobiles,
trucks, and
accessories,
3, 356
1, 480
6
6
4
1
2, 545
1, 927
28, 516
17,984
247, 469
39, 276
70, 626
26, 280
3, 370
180
•
473
188
9, 800
3, 845
9, 484
4, 719
1,851
542
1, 632
1,242
61
50
232
181
2,290
99
101
1
4, 614
53
4, 722
1, 138
7,794
2,032
2,479
594
272, 282
40, 276
673, 707
142, 094
11, 371
6, 265
Table II.-CONSUMPTION, JANUARY 1 TO JUNE 30, 1918-Continued.
(Tons of 2,000 pounds.)
Bolts, nuts,
rivets, nails,
screws, etc.
1, 251
4, 250
4, 250
503
100
48, 718
18, 127
359
15
16, 665
3,380
200, 659
118,562
40
10
14.
.64
137
125
434
100
112
37
105
249
61
25, 493
6,838
2,842
575
812
385
22, 602
12, 480
325, 295
165, 049
8, 152
78
MANUFACTURERS CLASSIFIED ACCORDING TO CHIEF PRODUCT.


Electric
and electric-
power
machinery,
apparatus,
and supplies.
3,248
2, 410
128
128
58
1
543
382
10, 636
6, 914
47, 987
26, 683
15, 210
6, 854
569
59
128
17
10, 036
4,794
441
231
8,995
2,882
1, 140
175
554
356
44
13
148
125
336
183
2,269
1,263
1, 600
1, 147
613
386
15, 767
7,855
120, 450
62, 858
12, 308
9, 271
Engines,
pumps, com-
pressors, etc.,
boilers, and
tanks.
18, 809
16, 541
50
288
47
179, 403
113, 747
75, 861
27, 088
61, 119
31, 592
445
146
169
74
24, 279
15, 201
32, 910
23,696
32, 637
15, 871
369
220
40
3
1,975
21
125
248
87
831
248
1, 124
207
576
359
13, 059
5, 467
444, 320
250, 612
73,552
31, 653
Machine
tools.
6, 005
5,967
45
45
16
15
422
201
2, 584
1, 135
4, 285
998
17,064
9, 879
75
38
27
25
2,283
1,097
376
131
2, 972
2, 171
55
30
30
сл
49
18
17
2, 945
45
727
475
132
27
10, 691
8, 991
28, 637
18, 093
79, 443
49, 380
37,076
26, 032
Tools and
hardware.
3, 936
1,373
3
12
1
711
94
5, 789
3, 481
2,732
1,262
32, 619
11, 582
65, 533
33, 317
283
30
1, 458
448
708
611
5,578
1,480
1, 477
389
109
100
552
5
11, 496
2, 394
18, 358
3, 232
10, 526
5, 122
19,058
7,891
180, 938
72, 812
13, 773
4, 052
}
Machinery
other than
the foregoing.
8, 477
3, 834:
113, 811
113, 750
51
16
3
451
98 !
24, 146
6, 133
28, 753
4,585
68, 483
24, 637
268
39
206
141
20, 726
6, 621
1,675
666
16, 830
4, 670
681
98
2,010
267
194
7
953
187
49
1
1, 011
236
3, 185
977
1,689
524
6, 097
3,252
44, 716
13, 491
344, 465
184, 230
65, 231
19, 264
1
Munitions
and ord-
nance.
9,553
8,985
93, 713
93, 713
37
5
228
188
13, 410
7, 200
4, 291
3, 616
10,927
7, 115
20
20
1
1
5,207
2, 159
131
35
132
104
20
7,487
76.
38:
35
1, 450
822
157
125
712
468
7,022
3,934
154, 536
128, 601
I
8, 133
6,372
Fabrications—
Structural and
architectural
ironwork.
73, 180
69, 929
2
142
11
3,630
1, 147
190, 653
128, 088
40, 753
15, 660
88, 682
47, 331
18, 153
5,781
217
114
343,918
199, 334
713
515
10, 399
5, 903
4, 150
1, 655
1,001
502
257
70
2,254
1, 195
321
21
173
104
6, 446
2,097
446
117
226
70
3, 812
1,487
789, 528
481, 131
66, 832
8, 503
Miscellaneous. ¦
1, 136
41
4,277
2, 588
12, 390
12, 325
5
1, 514
500 6
:
1
9
17,650
7,571 10
1
88,314 11
29, 256
12
250, 554 13
54, 634 14
166, 632 15
79,746 16
358 17
57 18
Spad
1
1
234
719 19
388 20
52, 526 21
19, 205 22
7
8
11, 357
23
24
4, 041
{
82, 656 25
24,043
26
I
27
28
26, 549
15, 471
18,445 29
10,432 : 30
1
2,292 31
1,395 32
389,825 33
21, 619 34
6, 801 : 35
22136
1,593 37
334 38
150, 105 39
24, 810 40
36,907 41
16, 921 42
1
4, 082 43
2, 122, 44
78, 811 : 45
39, 363 46

1, 405, 493 47
367,083 48
116, 936 | 49
39,388, 50
xc
CENSUS OF WAR COMMODITIES.
123TLO CO
5
6
-J
8
9
10
11
12
13
14
15
16
ON 2222 ****
17
18
19
20
21
23
24
25
26
ww
27
28
29
30
31
12
32
33
34
3288888
39
40
41
42
43
44
45
46
CTA AN
47
48
49
50
!
1. Ingots, blooms, billets, and slabs..
For Government contracts..
2. Projectile steel...
For Government contracts.
3. Sheet bars and tin-plate bars..
For Government contracts.
4. Skelp, flue, etc.....
5. Wire rods…………..
For Government contracts..
For Government contracts.
Table III.-ESTIMATED REQUIREMENTS, JULY 1 TO. DECEMBER 31, 1918.
(Tons of 2,000 pounds.)
6. Plates (inch and over)……….
For Government contracts.
7. Sheets (under inch).
CLASS OF STEEL.
For Government contracts..
8. Merchant bars and shapes under 3 inches (including spike,
chain, bolt, and nut rods, horseshoe bars, etc.).
For Government contracts..
35 17. Barbed wire.
36
9. Reinforced-concrete bars...
For Government contracts.
10. Long angle splice bars....
For Government contracts.
11. Structural shapes………..
For Government contracts..
12. Seamless tubes....
37 18. Wire rope..
14. Rails:
For Government contracts.
13. Tubular products other than seamless tubes.
For Government contracts..
50 pounds and over..
For Government contracts.
Under 50 pounds………
16. Tin plate.....
For Government contracts..
15. Rail joints, fastenings, and tie-plates..
For Government contracts..
For Government contracts..
For Government contracts...
For Government contracts.
--
19. Other wire products.....
21. Tool steel..
For Government contracts..
20. Hoops, bands, and cotton ties...
contracts..
For Government contracts.
TOTAL.
22. All other finished, rolled, and drawn iron and steel.
For Government contracts....
For Government contracts.
23. Scrap iron and steel..
For Government contracts..
Total.
5,395, 281
3,466, 154
1,023, 392
1,023, 064
747, 474
318,586
453, 116
146, 806
516, 708
182, 919
1,711, 994
1,388, 188
921, 431
394, 074
2,002, 352
1,091, 484
42,869
16, 561
-
45, 174
36, 768
1,257, 446
976, 221
113, 123
53, 017
235, 184
99, 239
625, 251
49, 866
43, 156
19, 549
97, 787
1, 660
471, 752
61, 743
71, 073
49, 550
13,095
4, 593
515, 801
148, 435
165, 214
65, 943
48, 694
30, 844
623, 838
305, 511
17, 143, 205
9,930, 775
A po dogo sanaan dado q
Manufacturers of
the specified
products-Steel
works, rolling
mills, etc.
5, 203, 234
3, 313, 674
561, 973
561, 973
745, 471
317, 554
447, 385
146, 164
417, 577
137, 210
298, 056
260, 170
87,671.
50, 584
644, 274
452, 306
929
103
36, 017
35,000
372, 749
350, 810
25, 640
5, 444
5, 244
313
59, 661
25, 127
10, 066
10, 026
2,972
359
10, 302
3,335
58,398
49, 228
112
64
244,525
84, 169
73, 451
27,779
5, 385
3,666
62, 395
44, 788
9, 373, 487
5,879, 846
5, 248, 687
2, 911, 760
4, 570, 747
2,623, 239
Including United States Navy Yard, Mare Island, Cal,
Railroad
companies.
8, 594
76
150
、 36
49, 302
3, 297
95, 729
8, 043
6, 203
38, 938
14, 709
11, 417
500, 784
1,580
91, 216
. 518
1,362
777
2,372
59
875
15, 807
849, 844
47,816
J
1
•
Shipyards.
9,789
9, 742
44
592, 614
582, 420
13, 916
13, 666
68, 839
63,372
10, 259
10, 137
336
306
258, 376
247, 174
948
918
8,750
8, 310
6, 445
5, 724
807
797
193
117
164
164
7
3,099
3,000
203
193
121
63
732
710
5, 960
4, 983
981, 562
951, 800
8, 176
6, 656
War De-
partment,¹
8, 548
8, 548
226
226
5, 224
5, 224
1,372
1,372
1, 702
1, 702
195
195
12
12
2,032
2,032
50
50
602
602
325
325
10
10

1
1
3,823
3,823
1
49
49
54
54
1
1
367
367
4,051
4, 051
28, 645
28, 645
26, 886
26, 886
+3
A
Men man and
Agricultural
implements
and vehicles
other than
motor
vehicles.
3,009
266
10
308
741
1,057
70
21, 067
2, 331
36, 433
1, 459
261, 677
29, 814
210
32
8, 201
820
1,350
215
14, 979
776
60
12
298
288
230
15
7, 447
40
16, 036
915
1,032
36
55, 305
5, 533
429, 770
42, 302
85,973
18, 904
IRON AND STEEL PRODUCTS.
Table III.-ESTIMATED REQUIREMENTS, JULY 1 TO DECEMBER 31, 1918-Continued.
(Tons of 2,000 pounds.)
Motor
vehicles-
Automobiles,
trucks, and
accessories.
5,340
2,271
19, 400
19, 400
8
1
3, 002
2, 362
69, 915
63,072
192, 136
105, 746
80, 486
40, 985
2, 123
89
474
242
14, 012
7,116
11, 069
6, 833
2, 168
889
1, 280
50
335
215
149
19
2,483
156
101
1
847
112
4, 625
1, 194
5, 969
2,506
2,587
1, 330
208, 628
101, 833
627, 137
356, 422
38, 764
25, 783
Bolts, nuts,
rivets, nails,
screws, etc.
1, 356
2,200
150
58,007
26, 429
660
20
20, 765
6, 953
249, 640
168, 158
50
5
·20
23.
52
3
128
117
691
118
125
51
110
257
62
26, 580
12, 545
2,363
583
966
547
27, 423
17, 022
391, 373
232, 763
S, 139
132
MANUFACTURERS CLASSIFIED ACCORDING TO CHIEF PRODUCT.
Electric and
electric-
power
machinery,
apparatus,
and supplies.
4,331
3, 691
8
1
873
612
16, 330
12, 208
-51, 091
33, 242
19,823
12, 460
704
3
165
23
12, 819
6, 718
456
280
11, 142
3,776
969
265
733
577
17
14
109
83
396
159
2,685
1,685
2,353:
2, 118
681
463
20, 743
12, 862
146, 428
91, 240
I
13, 428
10, 714
t
1
Engines,
pumps, com-
pressors, etc.,
boilers, and
tanks.
22, 878
19, 570
50
290
81
216, 297
149, 948
90,478
34, 682
74, 920
39, 083
305
200
149
76
29, 133
20, 069
42, 107
31, 469
37,948
18, 087
367
291
15
2
1,871
47
155
284
97
956
267
979
151
655
425
15,496
7, 029
535, 393
.321, 574
85, 016
43, 763
Machine
tools.
7,243
4, 517
56
56
19
17
460
183
2,597
1,988
4,371
1,250
18,066
10, 562
25
12
52
50
2,303
1,801
317
124
2,637
2,251
30
30
43
19
17
2,928
70
827
438
161
25
12, 353
10, 170
31, 789
19, 302
88, 296
52, 863
41, 086
31, 965
}
Tools and
hardware.
6, 529
2, 165
3
62
51
1, 400
492
7,778
5, 599
2, 844
1,372
38, 974
15, 527
81, 262
45, 110
311
80
1,801
699
719
578
5,755
2, 466
1
1
2, 502
1,008
1
833
32
11,547
4, 753
18, 058
4, 951
11, 686
7,361
22, 757
10, 566
214, 823
102, 811
13, 658
3, 299
Machinery
other than
the foregoing.
7,509
2,856
183, 471
183, 270
62
28
10
5
429
208
26, 149
8, 411
29, 263
7,386
72, 376
18,259
177
36
412
364
21, 567
8, 382
1,891
513
19, 407
7,172
707
94
1,985
192
260
15
1,073
192
49
1, 103
277
3, 520
1, 424
1, 649
575
6, 149
3,307
49, 104
15, 048
428, 317
258, 009
70, 056
27,032
F
i
!
•
Munitions
and
ordnance
10, 191
4, 165
210, 571
210, 571
8
8
182
162
20, 564
19, 394
4, 665
4, 268
14, 805
12, 034
20
20
1
1
4,898 :
3, 074
124
41
130
114 :
7,085
73
50
6
1,542
528
116
91
956
741
6, 543
3, 423
282, 451
258, 717
8, 196
6, 456
1
Fabrications-
Structural and
architectural
ironwork.
93, 606
91, 069
141:
3,769
732
259, 758
203, 653
11, 835
19, 142
104, 016
69, 672
19, 546
5,661
295
193
413, 883
279, 484
S11
558
11, 533
6, 800
5, 059
2,036
822
245
336
182
2, 649
1,664
406
51
204
158
7,429
2,496
335
130
127
68
3,968
1,832
970, 528
685, 826
+
94, 442
13, 538
1
1
Miscellaneous.
3, 620
47,858
5, 124 1
47, 794
1,311, 5
926
1, 235
9

23, 018
193 TO SO
+
7
8
9
9, 041 10
4
Į
6
130, 617. 11
77,977. 12
13
305, 164
98, 797 14
214, 737 · 15
127,967, 16
283 17
100 18
715 : 19
1
421 20
76, 682: 21
48, 039 22
17
12, 804 23
5,874 24
102, 781 25
47,565 26
49, 654 : 27
15,954 28
26, 713
7,443
29
30
2,642 31
952 32
!
438,707 33
51, 147 34
10, 176: 35
252 36
1,926 37
492: 38
203,489 39
38, 649 40
43, 563 41
26,055 42
4, 143 | 43
1, 653 44
93, 869 45
57, 239 46
1,797, 211 | 47
667,957 48
136, 304 49
73, 393 50
10
CENSUS OF WAR COMMODITIES.
1
1. Ingots, blooms, billets, and slabs..
2. Projectile steel.
3. Sheet bars and tin-plate bars.
4. Skelp, flue, etc.
5. Wire rods.
CLASS OF STEEL.
6. Plates (inch and over)
7. Sheets (under inch).
8. Merchant bars and shapes under 3 inches (in-
cluding spike, chain, bolt, and nut rods,
horseshoe bars, etc.)..
9. Reinforced-concrete bars.
10. Long angle splice bars.
11. Structural shapes.
12. Seamless tubes.
• →
Table ÏV.—SUMMARY—STOCKS, CONSUMPTION AND REQUIREMENTS.
TOTAL.-10,494 ESTABLISHMENTS.
-
50 pounds and over.
Under 50 pounds...
15. Rail joints, fastenings, and tie-plates.
16. Tin plate..
17. Barbed wire.
18. Wire rope.
19. Other wire products.
20. Hoops, bands, and cotton ties.
21. Tool steel...
TOTAL..
23. Scrap iron and steel.
•
22. All other finished, rolled, and drawn iron and
steel....
4. Skelp, flue, etc..
5. Wire rods.
14. Rails:
•
13. Tubular products other than seamless tubes.. 440, 333
14. Rails:
CLASS OF STEEL.
1. Ingots, blooms, billets, and slabs…….
2. Projectile steel.
3. Sheet bars and tin-plate bars.
6. Plates (inch and over)
7. Sheets (under 1 inch)..
·
8. Merchant bars and shapes under 3 inches
(including spike, chain, bolt, and nut
rods, horseshoe bars, etc.)
-
9. Reinforced-concrete bars.
10. Long angle splice bars..
11. Structural shapes.
12. Seamless tubes.
13. Tubular products other than seamless
tubes...
- ❤
TOTAL...
23. Scrap iron and steel..
50 pounds and over.
Under 50 pounds…….
15. Rail joints, fastenings, and tie-plates..
16. Tin plate.
17. Barbed wire.
18. Wire rope.
19. Other wire products..
20. Hoops, bands, and cotton ties.
21. Tool steel.
22. All other finished, rolled, and drawn
iron and steel…..
Stocks.
Sept.1,1918.
118, 398
788, 227
724, 839
1, 692, 879 10, 338, 169
381, 000 1, 686, 144
190, 317 1, 376, 576
179, 317
774, 702
944, 441
2,857, 461
1, 804, 274
1, 213, 714
85, 952
17, 956
581, 328
78, 228
10, 201
24, 695
296, 839
91, 912
61, 586
650, 256 1, 208, 804
65, 649
79, 298
181, 334
189, 045
301, 950
889, 945
102, 482
B.-WHOLESALERS,
JOBBERS, AND
DEALERS (942
ESTABLISHMENTS).
Stocks, Sept. 1,
1918.
Per
cent
Amount. of
Consumption and requirements,
1918.
class
total.
259 (¹)
36 (1)
50 (1)
799 0.7
3.7
5.4
29, 227
39, 301
Total.
156, 003 12.9
22, 657 26.4
20 0.1
25, 937
4. 5
5,688
7.3
171, 103 38.9
5,371
5,877
1, 133
10, 672
1, 453 14. 3
1,810 7.3
33, 399 11.3
10, 910 11.9
5,599 9.1
3, 760, 087
73, 302
85, 616
2, 190, 198
204, 892
435, 718
27,976
991, 467
312, 209
92, 783
Stocks,
Sept. 1,
1918.
For Government
contracts.
1,
1,
116, 645
20, 125
3, 557
895, 431 50. 4
23, 537 32.1
69,995 81.8
591, 428 72.2
103, 286 50.4
163, 193 37.5
95, 738
7.9
41, 675 52.6
3, 893 2.1
10.0
18, 158
61, 162 58.7
80, 823
7,707 27.9
210
245, 635 24.8
501, 480
109, 717 35.1
133, 976
56, 331 60.7
10, 093
412, 137 1, 264, 497 497, 654 39.3
75, 460
117, 045
75, 713 64.7 18.3 9.1
8, 589, 047 31, 690, 067|16, 922, 899 53. 43, 747, 21617, 599, 500 10, 423, 869 59.2 43.6 55.5
88, 707
1, 873, 988 9, 701, 717
1, 429, 554 8, 447, 426
76.3 87.0
6.233
Amount.
C.—RAILROAD COMPANIES (499
20
637
40
69, 272
19, 170
ESTABLISHMENTS).
·
Per
cent.
Consump-
tion and
require-
ments, 1918.
6, 349, 834 61. 41, 639, 943 9, 995, 445
1, 683, 927 99.9 267, 118 1, 000, 319
519, 602 37.7 186, 646 1, 372, 284
263, 589 34.0 176, 202 765, 687
295, 838 31.3
79, 056
763, 911
2, 136, 253 74.8 186, 815 512, 026
618, 767 34.3 147, 558
159, 026
A.-MANUFACTURERS OF THE SPECIFIED PRODUCTS-STEEL
WORKS, ROLLING MILLS, ETC. (441 ESTABLISHMENTS).

Stocks.
Stooks,
Sept.1,1918.
Per cent of
class total.
12, 687
0.4
163 (¹)
454 0.4
76 (¹)
99, 356 8.8
19, 672 2.6
272, 843 1, 244, 551
21, 362
1,993
12, 279
70, 249
151, 539
657, 435
44, 852
9, 610
11, 315
112, 412
98, 204
20, 644
24, 566
45, 590
5, 062
7,854
163, 118
22, 193
19, 437
Consumption
and
requirements.
Consumption and requirements,
1918.
$
Stocks,
Sept. 1,
1918.
Total.
6, 577
0.1
(¹)
0.1
(¹)
3.5 249, 746
1.1
7, 112
193, 357
7.7 5. 2 40, 013
13, 261
8.6 18.1
371
10, 054| 22.6 11.8
2
71, 475 6.6 3.2|| 135, 289
27, 265 29. 2 13.3 668
24, 881
3.4
5.7
5, 067
3, 040
333
141
5
987, 054 76. 0 81. 7
4, 988
7.5 6. 3
178, 514 79:4 94.5
978 0.1 0.1
2, 490 18.0 2.4
1,519 2.9 5. 4
4,689
1.3
0.5
105
0.1 (¹)
1,592
1.9 1.7
Total.
18, 828
For Governinent
contracts.
D.-SHIPYARDS (102 ESTABLISIIMENTS).
8
907, 991
23, 440
Amount.
110, 299
10,833
409
393, 253
393, 253
1, 332
14, 507
11, 032
1, 287
526
202
Por
cont.
Consumption and require-
ments, 1918.
31
5, 126
385
6, 073, 624 60.8 96.9 96.7
998, 619 99.8 70.1 59.3
518, 020 37.7 98.1 99.7
262, 712 34.3 98.3 98.8
216, 681 28.4 66.8 80.9
389, 607 76.1 23.7 18.0
77, 112 48.5 20.4 8.8
Per cent of
class total.
810, 821 65.1 22.5 33.1
206 10.3 24.9 2.7
67, 165 95.6 68.3 82.1
587, 625 89.4 26.1 30.0
20, 145 44.9 14.5 21.9
506 5.3 25.5 2.2
Stocks.
47, 866 41.0 15.1 9.6
20, 032 99.5 31.4 25.4
726 20.4 13.6 1.9
3, 537 19.5 15.1 2.0
60, 467 74.8 49.6 79.0
117 55.7 31.8 0.8
140, 089 27.9 55.0 50.5
45, 842 34.2 24.2 42.9
6, 637 65.8 31.3 10.9
For Government
contracts.
A mount.
and require-
Consumption
ments.
93, 822
7,426
4, 024
38, 372
22, 814
14, 868
0.8 494, 935
9.0 4, 941
0.6 143, 947
3.5 402
1, 839
727
4, 126
98
1, 178
1, 312
96
126
1, 218
29
519
15, 051 3.7
11, 421
33, 676 2.7 2.7 1, 495
9, 835
542, 355 6. 3 940, 3121, 688, 306 10.9 5.3 451, 8161, 510, 6681, 448, 043 95. 9
16,874 0.9 145,598 101, 629 7.8 1.0
1 ¹ Less than one-tenth of 1 per cent.
4,823
13, 162
Per cent of
class total.
Stocks.
Consumption
requirements.
Per
cent.
18, 693 99.2 0.4 0.2
pub
8100.0
(¹)
883, 793 97.3 31. 7 31. 3
22, 257 95.0 1.0 1.3
100, 304 90.9 3.3 2.9
10, 615 98.0 0.4 14.8
378 92.4 (1) 0.5
371, 522 94.5 23.2 18.0
1, 227 92.2 0.9 0.7
13, 327 91.9
8,880 80.5 0.5 0.9
1,267 98.4 0.5 1.6
302 57.4 0.1 0.3
1.2
3.3
202 100. 0 (1)
88
$3
4,880 95. 2 5.3 18.3
327 84.9 (1)
68.53.9 (¹)
1, 163 95.5 0.9 1.3
8,830 89.8 0.3 0.8
5.3 4.8
0.3 0.1
IRON AND STEEL PRODUCTS.
11
Table IV.-SUMMARY-STOCKS, CONSUMPTION AND REQUIREMENTS-Continued.
E.—ward EPARTMENT* (10 ESTAB-
LISHMENTS).

CLASS OF STEEL.
1. Ingots, blooms, billets, and slabs...
2. Projectile steel...
3. Sheet bars and tin-plate bars.
4. Skelp, flue, etc……..
5. Wire rods.
6. Plates (inch and over)
7. Sheets (under inch)..
8. Merchant bars and shapes under 3 inches (including spike,
chain, bolt, and nut rods, horseshoe bars, etc.).
9. Reinforced-concrete bars.
10. Long angle splice bars..
11. Structural shapes...
12. Seamless tubes...
·
13. Tubular products other than seamless tubes.
14. Rails:
18. Wire rope.
19. Other wire products.
50 pounds and over.
Under 50 pounds……
15. Rail joints, fastenings, and tie-plates
16. Tin plate..
17. Barbed wire.
TOTAL..
23. Scrap iron and steel...
20. Hoops, bands, and cotton ties.
21. Tool steel..
22. All other finished, rolled, and drawn iron and steel.
CLASS OF STEEL.
·
1. Ingots, blooms, billets, and slabs..
2. Projectile steel..
3. Sheet bars and tin-plate bars.
4. Skelp, flue, etc...
5. Wire rods.
6. Plates (+ inch and over).
7. Sheets (under 1 inch)..
8. Merchant bars and shapes under 3 inches
(including spike, chain, bolt, and nut
rods, horseshoe bars, etc.)..
9. Reinforced-concrete bars…….
10. Long angle splice bars..
11. Structural shapes...
12. Seamless tubes..
50 pounds and over.
Under 50 pounds.
15. Rail joints, fastenings, and tie-plates.
16. Tin plate.
...
17. Barbed wire.
18. Wire rope.
19. Other wire products..
20. Hoops, bands, and cotton ties.
21. Tool steel.
22. All other finished, rolled, and drawn iron
and steel..
TOTAL...
23. Scrap iron and steel..
•
Stocks,
Sept. 1,
1918.
50, 651
3,219
368
8,793
7,258
13. Tubular products other than seamless tubes. 13, 509
14. Rails:
1,969
2, 866
8
1,598
15,955
85, 535
798
30
48
318
Stocks,
Sept. 1,
1918.
1
5,922
5,735
6, 617
2, 300
Total.
5, 880
2, 428
29
10, 109
232
1, 243
327
12, 647
6, 576
8, 696
19, 406
12
5, 547
98, 431
439, 605
151, 112
5, 493
947
23, 812
20, 553
4, 019
Consump-
tion and
require-
ments,
1918.
5, 611 10, 100 0.3 0.1
2,912
396
381
4, 773
202
5, 461
9, 347
13, 763
5,066
Consumption and require-
ments, 1918.
1.2
5, 354 31,083 0.3
G.—MANUFACTURERS OF MOTOR VEHICLES-AUTO- ||
MOBILES, TRUCKS, AND ACCESSORIES (590 ESTAB-
LISHMENTS).
3, 021
247
24
2, 907
507
Amount.
Per cent of
class total.
427 0.3 0.1
9,278
0.3
1.6
0.9
2, 628
0.1
21, 333
18, 558
7,771
132
1,330
165
2, 106
22
234
4,800 7,039 1.1
101, 533 46, 358
46,358
Stocks.
For Government
contracts.
* Including United States Navy Yard, Mare Island, Cal.
1, 059 0.3
0.5 0.1
2.8 0.3
0.2 (¹)
1.7
0.1
HÖÖ
Per
cent.
0.3
Consumption
and require-
ments.
1, 441 3.2 0. 1
23 28.3 (1)
16 4.3 (¹)
6, 799 (¹) 0.8
13 13.1 (¹)
77 0.7
0.3
90 0.7 (¹)
2 (1) (¹)
660 0.4
0.4 0.7
0.6
0.3
0.2
Stocks.
Per cent of
class total.
Consumption
and require-
monts.
3,751 43. 1 0.1 0.1
19,406 100. 0 0.7 1.2
2 16.7 (¹) (¹)
4, 289 77.3 1.4 0.6
81, 056 82.3 2.0 3.4
145, 022 32.8 11.8 24. 4
67, 265 44. 5 4. 2 4.0
269 4.9
3.7 7.5
430 45.4 2.0 1. 1
10, 961 46.0 1.5 1.1
11, 552 56.2 9.3 10.0
1,431 35.6 3.1 0.9
IMPLE-
F.-MANUFACTURERS OF AGRICULTURAL
MENTS AND VEHICLES OTHER THAN MOTOR VEHI-
CLES (610 ESTABLISHMENTS).
Stocks,
Sept. 1,
1918.
1, 813
172
39
779
14,978
27, 489
175, 203
30
50
9,999
1, 743
9, 3091
Stocks,
Sept. 1,
1918.
220
759
17, 491
181
37,644
Consumption and require-
ments, 1918.
Total.
10
105
298
4, 910
18
676
1, 368
1,947
42, 326
71, 529
78
12
468
14, 962
1, 634
1, 156
For Govern-
ment contracts.
Total.
Amount.
2, 607
4, 250
2,703
106, 725
1, 019
37, 430
144
3, 798
2, 275
513, 793 51, 682 10. 1
437 13 3.0
64
17,681
2,578
28, 985
101
0.1
4
55
4
218
8
(¹)
591
479
457
14, 899
31, 405
0.1 0.1
0.1 0.5
132
25 5.5 0.5 1.6
3,797
88 0.6 1.4 1.5
14, 350
1,703 5.4 15.6 10. 1
1, 292 2, 103 57 2.7 2. 1
43, 945 110, 816 9,579 8.6 10.7
0.1|| 305, 409 847, 163 72,597 8.6 3.6
35, 692 155, 964,
2.3
8.8
3.6 2.7
1.9 1.6
0.3
116
265
1, 125
1,281
247
1,297
Per
cent.
386 7.9 0.1 (¹)
(1)
0.9
3.2
7.2
9.6
4. 5
12 11.9
Amount.
95, 746 450, 299 286, 720
30
90
(¹)
7.2 0.7
H.-MANUFACTURERS OF BOLTS, NUTS, RIVETS, NAILS,
SCREWS, ETC. (214 ESTABLISHMENTS).
For Government
contracts.
Per cent of
class total.
Stocks.
0.1
Per
cent.
Consumption and require- Per cent of
ments, 1918.
class total.
0.1
0.2
0.2
1.9 1.5
3.8 4.0
1
14. 4' 13.7
(1) 0.6
0.3
0.1
1. 7
0.8
2.2
1. 3
2.1
6.7
(1)
0.1
Consumption
and require-
ments.
-
1

Stocks.
(¹)
Consumption
and require-
ments.
4, 250 100.0
250 9.3 0.4 0.4
44, 556 41. 8 14. 8 11.3
35 3.4 (1) (1)
10, 333
2.8 5.2 2.1
1,292 44.4 0.1
0.2
265 66.9 0.1 0.5
200 52.5 (¹) 0.2
255 5.3 0.1 0.5
2 0.9 (¹) 0.2
165 3.0 24.0 19.5
2, 332 24.9 1.9 0.9
4, 538 33.0 7.2 4. 4
1, 924 38.0 3.8 5.2
75, 291 480, 910 142, 109 29.6 18.5 38.0 19, 156 50, 025 29, 502 59.0 4. 6 4.0
288, 819 1, 300, 844 498, 516 38.3 3.4 4.1 189,950 716,668 397, 812 55.5 2.2 2.3
13, 406 80, 135
0.5 0.2
3.4
0.7
0.8 10, 023 16, 291
¹ Less than one-tenth of 1 per cent.
(1)
63.7 7.9 12.0
15 16.7 (¹)
0. 1
0.3
7 6.0 (¹) (1)
242 91.3 0. 1 0.1
218 19.3 (¹) 0.3
237
88 37.1 (¹) (¹)
215
0.1 0.2
506 123 24.3 1.9 1.8
52, 07319, 383 37.2
5, 205 1, 158 22.3
1,778
5.0 5.3
1.8 1.7
1.9 1.9
932 52.4
12
CENSUS OF WAR COMMODITIES.
CLASS OF STEEL.
1. Ingots, blooms, billets, and slabs.
2. Projectile steel.
3. Sheet bars and tin-plate bars.
4. Skelp, flue, etc.
5. Wire rods..
Table IV.—SUMMARY—STOCKS, CONSUMPTION AND REQUIREMENTS—Continued.
I.--MANUFACTURERS OF ELECTRIC AND ELECTRIC-
POWER MACHINERY, APPARATUS, AND SUPPLIES
(418 ESTABLISHMENTS).

6. Plates (inch and over).
7. Sheets (under inch).
8. Merchant bars and shapes under 3 inches
(including spike, chain. bolt, and nut
rods, horseshoe bars, etc.).
9. Reinforced-concrete bars.
10. Long angle splice bars.
11. Structural shapes.
12. Seamless tubes..
13. Tubular products other than seamless tubes.
14. Rails:
50 pounds and over.
Under 50 pounds..
15. Rail joints. fastenings, and tie-plates.
16. Tin plate..
17. Barbed wire.
18. Wire rope..
19. Other wire products...
20. Iloops, bands, and cotton ties.
21. Tool steel..
TOTAL..
22. All other finished, rolled, and drawn iron
and steel....
23. Scrap iron and steel.
·
4. Skelp, flue, etc.
5. Wire rods..
CLASS OF STEEL.
1. Ingots, blooms, billets, and slabs..
2. Projectile steel..
3. Sheet bars and tin-plate bars.
6. Plates (inch and over)
7. Sheets (under inch).
-
8. Merchant bars and shapes under 3 inches
(including spike, chain, bolt, and nut rods,
horseshoe bars, etc.)..
·
9. Reinforced-concrete bars.
10. Long angle splice bars.
11. Structural shapes.
12. Seamless tubes...
·
17. Barbed wire.
18. Wire rope.
19. Other wire products.
- •
13. Tubular products other than seamless tubes..
14. Rails:
50 pounds and over..
Under 50 pounds...
15. Rail joints, fastenings, and tie-plates.
16. Tin plate.
20. Hoops, bands, and cotton ties.
21. Tool steel..
22. All other finished, rolled, and drawn iron
and steel..
TOTAL
23. Scrap iron and steel……….
Stocks,
Sept. 1,
1918.
¦
1, 151
305
59
26
1, 127
13, 960
47, 344
21, 147
239
142
6,748
658
5,683
1,096
106
65
111
347
1,298
1, 102
653
Stocks,
Sept. 1,
1918.
4, 681
190
515
2, 443
2,946
Consumption and require-
ments, 1918.
19, 538
1
4
2,075
352
1, 216
Total.
732
4,954
3, 953
1,294
13, 206 36, 510
115, 873 266, 878
7, 883 25, 736
7
145
19
30
7,579
128
66
1,416
26,966
99, 078
35, 033
1,273
293
22,855
897
20, 137
2, 109
1,287
61
257
Total.
13, 2-18
101
35
8821
5, 181
8, 656
35, 130
100
79
4, 586
693
5, 609
For Government
contracts.
55
60
5
Amount.
92
37
5, 873
1, 554
293
23,044
Per
cent.
Consumption and require-
ments, 1918.
K.-MANUFACTURERS OF MACHINE TOOLS (437
ESTABLISHMENTS).
6, 101 80.5 0.1 0.1
12S 100.0 0.1 (¹)
2 3.0
3.0 (¹)
(¹)
994 70.2 0.9 0.2
19,122 70.9
0.9
59, 925 60. 5
5.5
1.8
6.51
19, 314 55.1
1.7
62 4.9 0.3
40 13.7 0.8
11,512 50.4 1.2
511 57.0 0.8
6,658 33.1 1.3
Per cent of
class total.
440 20.9
733 72.5
27 44.3 (1)
Stocks.
For Government
contracts.
A mount.
208 80.9 (1)
Per
cent.
10, 484 79. 1
101 100.0
32 91.4
0.2 0.2
1.6
0.6
(¹)
00円
​1
342 46.7 1.4 2.6
2,948 59.5' 0.
0.4
0.5
3,265 82.6. 1.2 1.3
$49 65, 6 1.1 1.4
20,717 56.7
154,098 57.7
Consumption
and require-
ments.
0.9
1.8
0.3
1.1
0.4
4.6
Stocks.
Per cent of
class total.
20, 441 38. 2 1.6
50 50.0 (¹)
75 94.9 (1)
2,898 63. 2
255 36.8
4, 422 78.8
0.3
0.1
0.1
0.1 (¹)
(¹)
384 43.5 0.5 0.1
3, 123 50.3 0.3 0.2
2,248 26.0 0.4 0.5
(¹)
60 100.0 0.2
662
73
736
55
3'
1,966
3
3,846
11' 280
82 532
1,075
1, 787
1,686
2, 103
190
1,231
3.2 2.9 10,487 28, 555
1.4 0.8|| 217,926 979, 653
0.4 0.3 46, 671 158, 568
Consumption
and require-
ments.
0.9
0.1
(1)
0.4 0.2
0.4 0.3
0.3
0.3 1.3
675
631
106
5, 915
27, 555 50, 424 37, 395
61. 9
69, 044 165, 739 102, 243 61.7
16, 433 79, 041
¹ Less than one-tenth of 1 per cent.
(¹)
0.1
COM.
J.-MANUFACTURERS OF ENGINES, PUMPS,
PRESSORS, ETC., BOILERS, AND TANKS (629
ESTABLISHMENTS),
34 91.9
(¹)
115 2.0 2.7 21.
913 58.8 0.2 0.2
52 17.7
0.1 (¹)
19, 161 83. 1 9.6 24.8
Stocks,
Sept. 1,
1918.
7, 263
51
17
33, 740
68
44
19, 826
14,780
18, S19
257 578
50, 688 395, 700
55, 808 166, 339
1
Stocks,
Sept. 1,
1918.
Consumption and require-
ments, 1918.
Total.
2,004
1, 413
1, 916
1, 498
22,995
136, 039
750
318
53, 412
53, 412
75, 017
75, 017
70,
70,585
41, 687 36, 111 86. 6
100
869
62
189
6, 153
9, 155
8, 253
2, 942 10, 465)
6
Total.
For Government
contracts.
74
2, 111
13, 567
5, 576
71, 593
Amount.
594
3, 259
1, 427
11, 333
Per
cent.
128 22.1
263, 695 66. 6
61, 770 37. I
Per cent of
class total.
Stocks.
For Government
contracts.
Amount.
70, 67552.0
346 46.1
150 47.1
2.8 3.6
0.1 1.0
0.3 0.4
35, 270| 66.6| 3.4 2.4
55, 165 73.5 18.9 36.6
33, 758 78.1 4.3 16.2
0.4 0.4
(¹)
L.-MANUFACTURERS OF TOOLS AND HARDWARE
(807 ESTABLISHMENTS).
Consumption and require-
ments, 1918.
Per
cent
511 69.4 0.1 0.1
1
3,979
110
1, 385
23, 043
36, 416
22, 212
6.7 4.8 18, 625 41, 815 18, 457 44. 1
0.8 0.5 132, 880 395, 761 175, 623 44. 4
0.8 0.8 13, 242 27,
27, 431
mɔt i on
and requirc-
ments.
0.2
0.1
6.4 13.8
7.7 9.2
80
2 3.6 0.1 0.1
68
1.8
184) 34. C
515 28. S
358 17.0
784 63.7
•
12,496 43.7 2.5
2.5 2.2
572, 186 58.1 2.5
2.5
(¹) (¹)
0.7 0.4
0.4 0.3
0.3 1.9
0.4 0.2
1.8 0.7
0.8 1.3
4. 3
0.5
51, 747 146, 795 78, 427 53. 4
461
2
110 18.5 (¹)
576
1, 147 35.2 0.1
73
1, 189 83. 3 0.1
3,947
3, 946 34.8
0.9
Stocks.
3. 1
1.6

Per cent of
class total.
3, 538 33.8 0.2
(1)
52 70.3 1.1 ()
586 27.8 08
9,080 66.9 1.6
2, 634 47.2 0.2
27, 109 37.9 3. 2
Consumption
and require-
inents.
0.1
0.3
1. 4
0.2
4.0
3.9
0.7
0.2
0.7
2.6
1100.0
(¹)
1, 397 35.1 0.3 0.4
100 90.9 0.6 0.1
37 2.7 0.8 5.0
7, 147 31.0 2. 1 2.3
8, 183 22.5 10.0 11.7
12, 483 56. 2 13. 4 23.9
4.5 3.3
1.5 1.3
0.7 0.3
IRON AND STEEL PRODUCTS.
13
Table IV.-SUMMARY-STOCKS, CONSUMPTION AND REQUIREMENTS-Continued.
M.-MANUfacturers OF MACHINERY OTHER THAN
THE FOREGOING (1,023 ESTABLISHMENTS).

CLASS OF STEEL.
1. Ingots, blooms, billets, and slabs……….
2. Projectile steel..
3. Sheet bars and tin-plate bars..
4. Skelp, flue, etc.
5. Wire rods.
6. Plates (inch and over).
7. Sheets (under 1 inch)………
8. Merchant bars and shapes under 3 inches
(including spike, chain, bolt, and nut
rods, horseshoe bars, etc.).
9. Reinforced-concrete bars.
10. Long angle splice bars..
11. Structural shapes..
12. Seamless tubes...
· ·
50 pounds and over.
Under 50 pounds...
15. Rail joints, fastenings, and tie-plates.
16. Tin plate.
17. Barbed wire.
18. Wire rope..
19. Other wire products..
20. Hoops, bands, and cotton ties.
21. Total steel..
22. All other finished, rolled, and drawn iron and
steel..
TOTAL..
·
· 23. Scrap iron and steel...
13. Tubular products other than seamless tubes.. 21, 212
14. Rails:
CLASS OF STEEL,
1. Ingots, blooms, billets, and slabs………
2. Projectile steel.
3. Sheet bars and tin-plate bars...
4. Skelp, flue, etc..
5. Wire rods...
14. Rails:
6. Plates (1 inch and over).
7. Sheets (under † inch)…….
8. Merchant bars and shape sunder 3 inches
(including spike, chain, bolt, and
nut rods, horseshoe bars, etc.)……….
9. Reinforced-concrete bars…….
10. Long angle splice bars..
11. Structural shapes..
12. Seamless tubes...
13. Tubular products other than seamless
tubes..
·
18. Wire rope..
19. Other wire products.
20. Hoops, bands, and cotton ties.
21. Toof steel.
04
50 pounds and over.
Under 50 pounds..
15. Rail joints, fastenings, and tie-plates..
16. Tin plate..
17. Barbed wire.
TOTAL...
23. Scrap iron and steel…….
22. All other finished, rolled, and drawn
iron and steel..
·
Stocks,
Sept. 1,
1918.
↑
341
17, 761
19,511
4,935
15,986
12, 354 297, 282
273
113
8
880
50, 295
58,016
50, 561
189
127
17, 783
1, 823
Consumption and require-
ments, 1918.
Stocks,
Sept 1,
1918.
Total.
2,774
392
79
1
935
77,674
19, 350
43, 013
27, 014
374
124, 943
442
7,852
1, 736
911
564
502
60
85
2,099
1,050
137
140,859
445
618
42, 293
3,566
36, 237.
1,388
3,995.
454
2, 026i
98.
2, 114
For Government
contracts.
738
1,043
410
784
13
667
2,956
6,705.
941
3,338
4,744 12, 246
34, 573 93,870, 28, 539 30.4
193, 739 772, 782 442, 239 57.2
29, 405 135, 287
Total.
A mount.
7,399
450, 411
450, 411
82, 588
Per
cent.
192, 698
37,699
512
757, 801
1, 524
6, 690 41.8
297,020 99.6
44 38.9
0.3
0.2
3.3 17.6
0.1 (¹)
(¹)
306 34.8 0.3 0.1
2.2 1.8
14,544 28.9
11, 971 20.6 2.7 3.2
().—FABRICATIONS—STRUCTURAL AND ARCHITECTURAL
IRONWORK (636 ESTABLISHMENTS).
1
4.2 3.7
42, 896 30.5
75 16.9 0.2 0.6
505 81.7 0.7
0.7
15,003 35.5 3.1 1.9
1, 179 33. 1. 2.3
1.7
11,842 32.7 4.8 8.3.
For Government
contracts.
Amount.
192 13.8 0.1 0.1
459 11.5 1.6 5.0
22 4.8 0.2 0.2
379 14.4 0.3 0.2
1 1.0 0.1 0.1
513 24.3 2.7
2,401 35.8 1.0 0.7
1,099 32.9 1.0 1.0
6,559 53.6 7.7 13.2
7.6
166,786 160,998 96. 5
2
283
Per cent of
class total.
1
Consumption and require- Per cent of
ments, 1918.
class total.
!
Per
cent.
Stocks.
and require-
Consumption
ments.
1,879 25.4
331, 741 73.7
34, 802 42.1
0.1
1.6
0.1 (¹)
11 3.9 (¹) (¹)
(¹)
0.7
0.7
9.9 15.8
2.7 4.6
Consumption
and requiro-
ments.
12:
N. MANUFACTURERS OF MUNITIONS AND ORDNANCE
(60 ESTABLISHMENTS).
Consumption and require-
ments, 1918.
Stocks,
Sept. 1,
1918.
0.8
3.7
0.9 1.7
1,366 19,744
83, 103 304, 284
5
45
165
9, 216
6, 470
5,807
46
3, 588
335
69
Stocks,
Sept. 1,
1918.
I
20
3,418 14,572
4;
569:
199
756
117, 013 60.7 3.5 5.1
11, 442 30.3 31.4 51.4
307 74.5 2.1 0.6
478, 818 63.2 21.5 34. 6
1,073 70.4 0.6 0.8
12, 703 57.9 1.8 5.0.
3,691 40.1 0.3 0.8 22,332
747 41.0 1.4 2.3
12, 633
252 42.5 0.3 0.3
2,643
2,859 58.3 0.2 0.6 236, 855
72 1:0 0.6 0.7
319
262 69.5 0.3 1.3 4, 256
13, 875
4,593 33.1 0.7 1.4 54, 719
781
247 31.6 1.2 0.2 21, 790
353
138 39.1 0.2 0.4
8, 923
3,237 7,780
3,319 42.7
315, 224 1,760, 0561, 166, 957 66.3
17,058 161, 274
21, 932
9, 209
1,823
593
4, 903
727
377
¹ Less than one-tenth of 1 per cent.
5, 142
14, 621
998
190
13, 052
36, 166
180, 030
Total.
98,000
411
491
25,741
9, 942
i
410
33,974
8,956
{
25,732
40
2
10, 105
255
262
20
88
2,992
273
1,658
7.4 5, 470 13, 565 7,357 54. 2
2.2 2.4 120, 606 436, 987 387, 318 88. 6
1.6 1.4 5,355 16,329
8.4
Total.
For Government
contracts.
9, 401
60, 248
2,825
2,371
40, 668
218, 931
555,718
Amount.
381, 369
641
1, 434
129,208
24, 161
53,726 185, 437|
Per
cent.
3
13, 150 66.6
0.1
0.2
304, 284 100.0 21.8 18. 0
13. 28.9 (¹) (1)
350 85.4 0.1 (¹)
1.2 1.2
26,594 78.3
7,884 88.0 0.9 0.5
19, 149 74.4
40 100.0
2,100.0
5, 233 51.8
79 31.0
218 83.2 (¹)
P.-MISCELLANEOUS (3,076 ESTABLISHMENTS).
Consumption and require-
ments, 1918.
Per cent of
class total.
Stocks.
Amount.
For Government
contracts.
(¹)
149 1.0 1. 1
Per
cent.
1
0.5
0.7
0.1 0.1
öö
| Consumption
and require
ments.
6
1.6
I
41. 46.6 (¹) 0.3
1,350, 45. 1 0.2 0.3
215 79.1 0.2 0.1
1,209 72.5 1.3
1. 1
1.3
1.4 1.4
0.3 0.2
Stocks.
(¹)
0.5
0. 1
0. 1
(¹)

1. 1
Per cent of
class
total.
and require-
Consumption
ments.
0.3
0.1
6, 208 66.0
60, 119 99.8 3.8 3.6
1,426 50.0 0.5 0.2
41 1.7 0.1 0.3
16, 612 40.8 11.0 4.3
107, 233 49.0 4.6 7.7
153, 431 27. 6 24.8 30.8
207, 713 54.5
207, 713 54.5 8.1 10.2
157 24.5 0.5 0.9
807 56.4 2.6 1.7
67,244 52.0 4.4 5.9
9,915 41.0 12.7 11.8
71, 608 38.6 12.0 42.6
31, 425 41.2 3.4 6.3
17,875 39.6 19.2 57.0
2,347 47.6 1.5 2.6
72,766
8.8 78.5 93.1
473 2.8 3.1 16.
826 23.5 17.4 12.6
76, 203
45, 158
4, 934
828, 532
16,977
3,519
353, 594
80, 470
8, 225
52,365 172, 680 96, 602 55.9 12.7 13.7
5. 6|| 855, 3453, 202, 704|1, 035, 040 32.3 10.0 10.1
2.6
0.7
76, 617 253, 240
4. 1
63,459 17.9 18.4 35.7
42, 976 53.4 23.7 25.8
3,775 45.9 14.5 8.9
14
CENSUS OF WAR COMMODITIES.
Table IV.—S UMMARY—STOCKS, CONSUMPTION AND REQUIREMENTS—Continued.
(Per cent distribution based on figures shown on the preceding pages.)
CLASS OF STEEL.
1. Ingots, blooms, billets, and slabs..
2. Projectile steel.
3. Sheet bars and tin-plate bars..
4. Skelp, flue, etc..
5. Wire rods.
6. Plates (inch and over).
7. Sheets (under inch)..
8. Merchant bars and shapes under 3 inches
(including spike, chain, bolt, and nut
rods, horseshoe bars, etc.)
9. Reinforced-concrete bars.
10. Long angle splice bars.
11. Structural shapes.
12. Seamless tubes..
13. Tubular products other than seamless
tubes.
14. Rails:
-
50 pounds and over.
Under 50 pounds.
15. Rail joints, fastenings, and tie-plates.
16. Tin plate...
17. Barbed wire..
TOTAL..
18. Wire rope..
19. Other wire products..
20. Hoops, bands, and cotton ties..
21. Tool steel.
23. Scrap iron and steel...
22. All other finished, rolled, and drawn
iron and steel..
CLASS OF STEEL.
--
4. Skelp, flue, etc..
5. Wire rods..
1. Ingots, blooms, billets, and slabs.
2. Projectile steel.
3. Sheet bars and tin-plate bars...
--
9. Reinforced-concrete bars.
10. Long angle splice bars.
11. Structural shapes..
12. Seamless tubes..
•
50 pounds and over.
Under 50 pounds..
15. Rail joints, fastenings, and tie-plates.
16. Tin plate...
17. Barbed wire.
TOTAL...
23. Scrap iron and steel.
18. Wire rope.
19. Other wire products..
20. Hoops, bands, and cotton ties.
21. Tool steel.
•
A
6. Plates (1 inch and over).
7. Sheets (under inch)....
8. Merchant bars and shapes under 3 inches (in-
cluding spike, chain, bolt, and nut rods,
horseshoe bars, etc.)
A
Steel works, roll-
ing mills, etc.
96.9
70.1
98. 1
98.3
66. 8
23.7
20.4
13. Tubular products other than seamless tubes..
14. Rails:
22. All other finished, rolled, and drawn iron and
steel.....
B
Wholesalers, job-
bers, and dealers.
Railroad compa-
€
(¹)
с
nies.
0.4
0.4
Steel works, roll-
ing mills, etc.
(¹)
0.4
(1)
(1)
0.7
(1)
3.7 8.8 31.7
5.4 2.6 1.0
A C
Shipyards.
Railroad compa-
D
•
•
•
D
•
96.7 0.1 0.
59.3
99.7
(2)
98.8 0.1
80.9 (¹) (¹)
18.0 3.5 31. 3
8.8 1. 1 1. 3
0.4
0.4 0.3 0.1 0.1 (¹)
0.7
·
•
•
•
E
War Department.
3. 3
0.4
22.5 12.9 7.7
24.9 26.4 | 8.6
68.3 0.1 22. 6
26. 1 4.5 6.6
7.3 29.2
(1)
23.2
0.9
14.5
25.5 38.9 3.4 1.2
(¹) ·| (¹)
0.1 0.1
15. 1
0.8 76.0 0.
0.5 3.2
31. 4 9.0 7.5 0.5 28.3
13. 6 0.6 79.4 0.1 4.3
15. 1 3.5 0.1 (¹) (¹)
49.6 14.3 18. 0 (1) 13.1 0.1 (¹)
31.8 7.3 2.9 5.3 0.7 0.5 24.0
55.0 11.3 1.3 (¹) 0.7
1. 4 1.9
24.2 11.9 0.1 (¹) (¹) 15.6 7.2
31. 3 9. 1 1.9 0.9 0.4 2.1 3.8
18.3 3.7 2.7 0.3 1.1 10.7 18. 5
43.6 6.3 10.9 5.3 1.2 | 3. 6 | 3. 4
76.3 0.9 7.8
0.3 0.3
0 1.9 0.7
siss
0.5 14. 4
2.8
0.2
(1)
0.3
1.7
2.2
0.3 2.1
7
0.3
0.2 0.1
1
0.1 (¹)
(¹)
0.3 0.7 1.4
1.6 1.9 2.0
0 9 3.8 11.8
•
F
E
·
vehicles,
Agricultural im-
plements, etc.
G
•
·
Motor
etc.
F
4.2
3.7
2.0
1.5
9.3
3. 1
(¹) 0.1
0.1 0.1
STOCKS.

G
H
Bolts, nuts, etc.
e pe ed
1. 1
10.0
0.9
0.9
(¹)
0.1
1.9
5.0
1.8
1.9
H
I
Electric machin-
ery, etc.
0.1
0.1 (¹)
0.4
14. 8
(¹)
5.2 6.5
(¹)
(1)
0.9
1.8
J
33.1 5.2 2.9 0.1 13.7 4.0 12.0
2.7 18.1 14.8 0.3 0.6 7.5 0.1
82.1 11.8 0.5 (¹) 0.1 1.1
30.0 3.2 18.0 0.1
21.9 13.3 0.7 0.3
2.2 5.7 3.3 0.2
0.8
1.3
6.7
Engines, pumps,
etc.
(¹)
0. 1
0.3
K
J
0.4
0. 1 0.2 0.6 11.30.2 0.1
0.3 1.5 3.4 (¹) 0.9 13.8
0.1 4.0 24.4 2.1 5.5 9.2
Machine tools.
4. 3
0.5
1.7 2.8 1.6
0.3 0.1 (¹)
0.8 0.3 (¹)
3.4
18. 9
(¹)
4.2 0.5 3.5
8.1
0.2 0.1 31. 4 0.5
0.7
2.1 2.6
3. 1 0.6 21.5 4.4
0.4 0.6 12.7
1.2
0. 1
0.4
0.4
0.8
0.1
2.3
1.3 4.3 0.3 0.9
4.8
(1) 1.8 12.0
0.1
0.2 0.1 (¹)
0.6 0.1 0.2
(¹) (1) (1)
3. 4
19.2
1.6
0.3
1.4
0.3 1.5
0.2 78.5
'0. 2
0.3
(1) 0.7 (¹) 0.3
(1) 0.4
3. 1
17. 4
18.4
23. 7
14. 5
0.6 0.1
0.6
1.4 0.3 2.7 0.8 2.7 (1) 0.3
0.4
0.4 0.2 2. 1 1.0 0.2 0.7
1.2 1.8 0.1 10.0 1.0
0.2 1.2
1. 1 0.8 9.6 13.4 7.7 1.3 0.2
4.6.3.2 2.5 6.7 4.5 8.4 1.3 0.8
2.2 1.4 2.5 0.8 1.5 | 2. 2 1.4 3.7 10.0°
50 0.4 2.5 0.8 0.7 | 1.6 | 0.3 0.9
4. 1
|
2.2
| 0.5
CONSUMPTION AND REQUIREMENTS (TOTAL): 1918.
I
K
L
0.1
(¹)
0.1 0.4 0.1
1.2 0.3 (1) (2)
0.1 (¹)
0.2
8
L
Tools and hard-
ware.
LETEURINGE!
Other machinery. Z
0.1
0.2
0.5
M
88
N
0.3
0.1
0.1 0.3
3.3 21. 8
0.1
3.8
0.4 0.3 0.2 0.3
0.1
1.1 0.1 (¹) (¹)
0.8
0.2 0.5 1.6 0.3 0.1 0.7
6.4 0.3 0.2 2.2 1.2 9.9
7.7 0.4 3.2
2.7 0.9 2.7
0.5
0.1
11.0
4. 6
24.8
M
and
0.1 0.2
17.6
8
0.3
1. 4 0. 1
0.2
0.2 1.8
4.0 3.2
Munitions
ordnance.
0
(¹)
1.1
Fabrications.
NO
0.
0.2
18.0
(1)
P
Miscellaneous.
1.6
O P
(¹) 0.7
1.2 15.8
0.5 | 4. 6
12.7
´0.1
3.6
0.2
0.3
4. 3
7.7
30.8
10. 2
0.9
1.7
0.9 3.6 0.9 3.9 3.7 0.7 5.1
1.8 1.0 0.1
0.6 0.1 51.4
0.3 0.4 (¹) 0.7 0.7 (¹) 0.6
1.1 2.4
2.4 0.2
0.2 0.2 1.9 0.5 34.6 5.9
0.4 36.6 0.3 0.7 1.7 0.1 0.8 11.8
1.3
4.6 16.2
2.6 8.3 0.1 5.0 | 42. 6
(¹) 0.8
2.3
0.3
93. 1
16.6
0.6
0.7
1.3 12. 6
0.3 1.4 35.7
0.1 0.2 25.8
1. 1 0.4 8.9
6.3
57.0
2.6
0.2
0.1
9.6 81.7
81.7 0.9 0.1
25.4 6.3 1.6 (¹)
1.9 94.5 0.3 (1)
2.0 0.1
2. 4
0.8 5.4 18.3
50.5 0.5
0.2 0.1 (¹)
1.6 0.1 0.1
(¹). | (¹)
(¹) 0.4
0.3
79.0
0.1
0.5
5.0
0.2
(¹) 0.2
0.8 0.1 0.5 (1)
0.4 0.2 1.6
(¹) 0.5 0.2 0.2
0.1 0.1
0.3 1.6 19.5 1.8 2.6 1.9 21.0 5.0 7.6 0.3
1.5 0.9 5.3 0.5 0.2 0.2 2.3 0.7
10. 1 4.4 1.7 1.3 0.7 0.1 11.7 1.0
1.7 1. 3 0.7 2.3 5.2 1.9 1. 4 1.3 24. 8 23.9 13. 2
9.1 2.7 0.8 0.6 8.8 38.0 4.0 2.9 2.2 4.8 3.3 7.4
42.9 (1)
88
10.9
1.1 0.7 13.7
55.5 5.3 4.8 0.1 2.7 4.1 2.3 0.8 3.1 0.5 | 1.3 2.4 1.4 5.6 10.1
87.0 1.0 0.1 0.3 1.6 0.8
1.7
0.2 Q.3 1.6 0.8 | 0.3 1.4 0.2
2.6
¹ Less than one-tenth of 1 per cent.
IRON AND STEEL PRODUCTS.
15

CONFIDENTIAL-(WAR MEASURE)
To be forwarded within 10 days
WAR INDUSTRIES BOARD
BERNARD BARUCH, CHAIRMAN
IN COOPERATION WITH THE
DEPARTMENT OF COMMERCE
BUREAU OF THE CENSUS
SAM. L. ROGERS, DIRECTOR
STATISTICS OF IRON AND STEEL PRODUCTS
EUGENE F. HARTLEY
Chief STATISTICIAN FOR MANUFACTURES
Name of establishmENT.
LOCATION OF ESTABLISHMENT: State
ADDRESS OF GENERAL OFFICE
Nature of BUSINESS
IF A COMBINED REPORT, ENUMERATE PLANts and estabLISHMENTS COVERED BY THIS REPORT.
Class A, B, or C.
(Such as “tube mill,” “jobber," "tool
anufacturer,” elo.)
NAMES And addrESSES:
The following classes of establishments are asked to report:
A. Steel works, rolling mills, tube mills, forging shops, wire-drawing mills, tinplate mills,
and all other manufacturers of the products mentioned in Inquiry I of this questionnaire.
B. Wholesalers, jobbers, dealers, warehouses, and supply houses carrying stocks of tho
products listed under Inquiry I of this questionnaire.
C. Consumers of these products or establishments using them in the manufacturo of more
highly finished products.
Date,
WASHINGTON, D. C., August 21, 1918.
A census of capacity and stocks of iron and steel products, acourato data concerning which are absolutely
necessary to the proper conduct and furtherance of the war, is authorized by the Secretary of Commerco under tho
provisions of section 8 of the organic act creating the Department of Commerce and Labor, as follows:
"That the Secretary of Commerce
shall *** from time to time make such special investigations
and reports as he may be required to do by the President, or by either House of Congress, or which he himself may
deem necessary and urgent.'
And the special authority of the President of the United States, under dato of April 8, 1918, as follows: "Tho
Secretary of Commerce in hereby authorized to cause the compilation by the Bureau of the Census of such statistical
data within its lawful scope and relating to the supply, production, and consumption of commodities as may be needed
and be called for by any branch of the Federal Government in connection with the conduct of the war."
Information regarding individual concerns will bo kept strictly confidential, but aggregato atatistics may be
placed at the disposal of the trade.
City or town
Important.-Tho presont war emergency demands the patriotic cooperation of all interests that centralized
information may be available to permit immediate and complete ure of all facilities, the conservation of raw materials
and efficient distribution thereof. Accurate and prompt replies aro imperative.
CERTIFICATE
THIS IS TO CERTIFY that the information contained in this schedule is complete and correct
to the best of my knowledge and belief.
}
1918.
SAM. L. ROGERS,
Director of the Census.
(Signature of person furnishing the information.)
(Title and address.)
← -021A
I. Stocks on Hand or in Transit to Establishment.
Report stocks as of September 1, 1918.
(a) This inquiry is designed primarily to show the stocks of iron and steel available for the manufacture and
fabrication of finished iron and steel commodities, tools, machines, and constructions as a basis of war
program.
The following classes of establishments are asked to report:
A. Steel works, rolling mills, tubo mills, forging shops, wire-drawing mille, tinplate mills, and all other
manufacturers of the products mentioned in Inquiry I of this questionnaire.
B. Wholesalors, jobbers, dealers, warehouses, and supply houses carrying stocks of the products listed
under Inquiry I of this questionnaire.
C. Consumers of these products or establishments using them in the manufacture of more highly finished
products.
(b) All classes of establishments: Report stocks in possession in your own mills, works, warehouses, atorerooms,
and other space owued or ronted by you in the United States and Canada whether you have title to the
stocks or not. Establishments will not report stocks already in process of manufacture into more highly
finished forms. Include stocks in transit to you.
(c) Establishments of the first (A) and second (B) classes, that is manufacturers of the products listed under this
inquiry and dealers in the same, should not report stocka sold and in transit from their mills or warehouses
as these will be reported by the consignee or purchaser.
State all tonnage in net tons of 2,000 pounds.
1. Ingote, blooms, billets, and slabs.
2. Shoot bar and tinplate bar.
3. Skolp, fluo, etc.
4. Wiro roda
5. Projectile stoel
6. Platos (} inch and over in thickness)
7. Shoots (under inch in thickness).
8. Morchant bars and shapes under 3 inches (including spike and chain rods, bolt and nut
rods, horseshov bars, otc.).
9. Reinforced-concreto bera
10. Long anglò splice bars.
11 Structural shapes.
12. Seamless tubes
13. Tubular products other than seamless tubes.
14. Rails:
50 pounds and over.
Under 50 pounds.
15. Rail joints, fastenings, and tie-plates
16. Tinplate
17. Barbed wire
18. Wiro rope
19. Other wire products
20. Hoops, bands, and cotton ties.
21. Tool steel
22. All other finished, rolled, and drawn iron and steel (specify the principal commodities
and tonnago; do not include pig iron, castings, forgings, or parts finished or in
process)
· 23. Scrap iron and stool.
(2)
TONS.
-4210

16
CENSUS OF WAR COMMODITIES.

о
}
II. Consumption, 1918.
(a) In column I, state the total amount of iron and steel of each class used during the six montha ending June
30, 1918.
(b) In column II, state the total amount of iron and steel of each class used for Government contracts or sub-
contracts. Include only iron and steel used during the first six months in filling Government orders, con-
tracts, or subcontracts. This should include contracts for any branch of the United States Government
or any foreign Government. Do not include iron and steel used in the manufacture of products that
eventually were bought by the Government, but not directly covered by Government contracts or sub-
contracts.
(c) In column III, state the estimated requirements of iron and steel of each class for the period, July 1 to De-
cember 31, 1918, to keep plants running at full capacity. Include that already used since July 1.
(d) In column IV, state the estimated requirements of iron and steel of each class to fill Government orders,
contracts, or subcontracts during the six months, July 1 to December 31, 1918. Include only require-
ments for contracts which are actually booked prior to Setpember 1, not those under negotiation or
anticipated. Include iron and steel used, except those excluded below in Item 23, on contracts since
July 1, as well as estimated amount necessary on contracts to December 31, 1918.
State all tonnage in net tons of 2,000 pounds.
CLASS OF STEEL.
1. Ingots, blooms, billets, and slabs
2. Sheet bar and tinplate bar
3. Skelp, fluc, ete
4. Wire rods.
5. Projectile stoel.
G. Plates (inch and over in thickness)
7. Sheets (under 1 inch in thickness).
8. Merchant bars and shapes under 3 inches (includ-
ing spike and chain rods, bolt and nut rods,
horseshoe bars, çic.)
9. Reinforced concrete bars.
Loug angle splice bars.
11. Structural shapes.
12. Scamless tubes..
13. Tubular products other than seamless tubes.
14. Rails:
50 pounds and over.
Under 50 pounds...
15. Rail joints, fastenings, and tie-plates.
16. Tinplate.....
17. Barbed wire....
18. Wire rope.
19. Other wire products...
20. Hoops, bauda, and cotton ties.
21. Tool steel..
22. All other finished, rolled and drawn iron and steel
(specify the principal commodities and tonnage;
do not include pig iron, castings, forgings, or
parts finished or in process)..
23. Scrap iron and steel.
do a la
IRON AND STEEL USED FOR SIX
MontaS ENDING JUNE 80, 1918.
(I)
Total quantity.
(3)
(I)
Quantity used for
Government con-
tracts.
IRON AND STEEL REQUIREMENTS
ESTIMATED for Six MoNTIIS END-
INO DECEMBER 31, 1918.
(III)
Total quantity.
Kan du
(IV)
Quantity to fill
Government con-
tracts.
03-214
•
!
III. Production of Consuming Establishments.
Establishments of Class C (consumers) will report below the production of principal articles, in which material
listed in inquiries I and II in some form is an important item of raw material, from January 1 to June 30, 1918.
(a) Include only articles in which material listed in inquiries I and II in some form is an important item of raw
material.
(b) List a sufficient number of articles to represent 90% or more of your consumption of the material listed in
inquiries I and II.
(c) Include as nearly as possible quantities of articles actually completed for the market whether on contract
or not, and whether delivered or not, during the six months period, January 1 to June 30, 1918.
State unit of measure commonly used in each case, such as 200-pound kegs of nails, etc.
NAME OF ARTICLE.
(4)
PRODUCTION, JAN. 1-June 30, 1918.
Specify unit of measure
used in reporting quantity.
i
Quantity.
43-4210