• THE

TPADE ^INDUSra

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AliSTPALASlA

THE LIBRARY
OF
THE UNIVERSITY
OF CALIFORNIA

LOS ANGELES

</—

THE

Trade and Industry

Australasia :

Being a Report on the State of and

Openings for Trade, and the Condition of

Local Industries, in Australia and

New Zealand.

BEN. H. MORGAN,

Special Trade Commissioner, Manufacturers' Association of Great Britain ,

Trade Cnmmissioncr to South Africa, 1902 ;

Author of " South African Trade"; "Systematic Promotion of British Trude

Editor of National Engineering and Trade Lectures ;

Felloiv of the Royal Colonial Institute, etc.

WITH NUMEROUS TABLES AND REPRODUCTIONS OF SPECIAL PLANS, DRAWINGS

AND PHOTOGRAPHS.

LONDON:

EYRE AND SPOTTISWOODE, Ltd.,

East Harding Street, E.C., and 2, Victoria Street,

Westminster, S.W.

Commonwealth of Australia : GEORGE ROBERTSON & Co.
Proprietary, Ltd.

PREFACE.

IT is a pleasant though arduous task to report
on the condition and prospects of trade in
Australia and New Zealand, when those countries
are not only themselves in a flourishing condition,
but when their industrial future is so full of
promise as at the present time. There is solid
prosperity in both countries. Exports and imports
are increasing ; local industries are steadily growing ;
and the high character of the products and the
excellent work turned out of the factories are all evi-
dences of the existence of a high standard of labour.
Then I found practically no unemployed, and a
social and intellectual condition prevailing amongst
the working classes that was quite refreshing after
a close acquaintance with the evils that exist in
our own country, largely through congestion and
unrestricted competition.

In February last I was instructed by the Manu-
facturers' Association of Great Britain to report on —

The extent and possibilities of the market, with
a view to —

(a) Increasing export trade.

(6) Establishing branch factories inside the
tariffs.

The extent and condition of local industries.

The nature and condition of foreign competition.

Transport services, with special reference to
shipping "rings" and "conferences."

The operation of local tariffs and effects of
preferences.

a 2

807324

iv PREFACE.

This volume records in a brief space some of
the principal items of information collected, and
my personal views on questions cognate to trade
with these markets — views which, I need scarcely
add, the Manufacturers' Association, as a body, are
not responsible for.

1 was also requested to make representations to
the Australian Government with a view to securing
modifications in certain items in the tariff then
under discussion in the Commonwealth Parliament
and to removing certain restrictions to Empire
trade which at present exist.

My representations were well received, and as a
result substantial reductions on many items and
increased preferences on others were obtained, lists
of which have already been widely published in
the Press. 1 was informed that still further advan-
tages might have been secured had my visit been
made a few months earlier, as a number of items
that might have been modified in favour of British
manufacturers had already received the approval of
both Houses of Parliament.

I recognised at the outset that the task before
me was a very difficult one to accomplish in a short
time, but I have always held the opinion that trade
reports, to be of value, must be issued promptly,
and contain information of current interest, in
addition to recording the course of trade as closely
up to the time of their publication as available
statistics allow. Although the questions so hurriedly
dealt with are of vast importance and more or less
complex in character, it is possible that one who
has possessed the confidence, in his enquiries, of the
leading statesmen in the various colonies, the largest
importing and distributing houses, the Chambers
of Commerce and Manufactures, and other public
bodies, may, by a careful discretion, give a useful
estimate of the financial, industrial, and commercial

PREFACE. V

situation of the country in a comparatively short
period. On the other hand, nothing is easier than
to be led away by interested views, or indeed,
without such temptation, to fall into errors of
judgment in dealing with the many matters of a
complex nature, such as one meets with in a review
of a colony's trade. For these reasons I do not
hesitate to throw myself on the generosity of my
readers for the many imperfections which the volume
may contain.

I sailed for Australia in February of this year
and returned to England towards the end of July,
having visited the principal centres of industrial
activity in the Commonwealth and the Dominion.
I was accompanied throughout by my wife, whose
assistance has been of the greatest value to me.

I must express my great indebtedness to the
various members of the Commonwealth and State
Governments for the sympathetic way in which my
mission was regarded, and the very substantial
assistance which they gave me. This was due in
the first instance to the courtesy of Captain R.
Muirhead Collins, R.N., C.M.G. (representing the
Commonwealth Government in London), and the
Agents General of the Australian States, as well
as the High Commissioner for New Zealand for
commending me to their respective Governments.
The Hon. Alfred Deakin, the late Prime Minister
of the Commonwealth, was extremely interested,
and placed much valuable time at my disposal, as
did also Sir William Lyne, K.C.M.G., the Hon.
Austin Chapman, the Hon. Samuel Mauger, Dr. H.
P. Wollaston, and Mr. Robert Scott, I.S.O. ; while
Mr. G. H. Knibbs, F.S.S., the Commonwealth Statis-
tician, supplied the greater portion of the figures
relating to Australian trade given in this report.
The Hon. Andrew Fisher, the present Prime Minis-
ter of the Commonwealth, the Hon. J. C. Watson,

vi PREFACE.

and other members of the Labour Party, were also
sympathetic with the Mission, and gave me much
information concerning labour legislation and con-
ditions. The State Premiers and other members of
the State Governments, including Sir Thomas Bent,
the Hon. J. Kidston, the Hon. Newton J. Moore,
the Hon. Charles Lee, the Hon. T. Waddell, the
Hon. L. O'Loughlin, and the Hon. A. H. Peake,
and the Chambers of Commerce, of Manufactures,
and of Mines, also received me most hospitably; the
cities and town councils also rendered me great
assistance, while I found the leading importing and
distributing houses willing to give every possible
information with a view to increasing British irade.
I was also cordially received by the Hon. Sir Joseph
Ward, P.C, K.C.M.G., Premier of New Zealand,
and by members of his Government, who facilitated
my investigations in every way. Again, I was
similarly assisted by the Chambers of Commerce
and the leading business houses in that colony.
Throughout the Commonwealth and the Dominion
there was shown an unmistakable desire — indeed,
I might even say eagerness — to improve the trade
relations with the Mother-country.

In discussing matters pertaining to my mission
with Ministers and officials of the various colonies,
1 was much impressed at finding Imperial trade
relations in a state of profound involution. If this
report, besides giving the British manufacturer some
practical information on Australian and New Zealand
trade, helps to call attention to the foregoing serious
condition of things, it will serve a useful purpose

BEN. H. MORGAN.

Queen Anne's Chambers,
Westminster, S.W.

December, 1908.

CONTENTS.

IMPERIAL TRADE RELATIONS: pages

The Imperialism of Trade — Value of Sentiment— Imperial
Connection deficient — Unsympathetic Relations — Fiscal
Reform needed — Reciprocity disapproved — The Millions
and the Opportunities — Statesman's Conclusions^The
Government and Trade — Colonial Statesmanship —
Canadiiin- French Tariff — Scientific Tariffs — Inter- Colonial
Tariffs — The Crown and Self-Governing Colonies — A
Vacuous Trade Policy — Importance of Crown Colonies
— State Interest in Trade — Shipping and Cable " Rings "
— Need of State Regulation .... i-6

THE AUSTRALASIAN MARKET:

1 mportance of the Market — Area — Population — Overseas
Trade — Countries Prosperous — Overseas Trade of Austral-
asia — Great Britain's Third Market — Statistics and
Foreign Competition — Foreign Trade larger than recorded
— Table showing difference between Countries of " Ship-
ment " and " Origin " — British Trade over-estimated —
Empire Statistical Reform needed — The Commonwealth
Example — Commission suggested - - - - 7-12

AUSTRALIAN EXPORT TRADE:

Influence of Exports — Exports in 1907— States of Shipments
and Purchasing Markets—Relative Purchases — Character
of Exports — 1906 Exports compared— Foreign and British
Purchases compared — Influences affecting Purchases —
Foreign Purchases of Raw Materials — The Imperial
Aspect - - - - - - - J 2- 15

AUSTRALIAN IMPORT TRADE :

Imports, 1906-7 — Increase on previous Year — Imports to June
igo8 — Local Trade Movement — Possibilities of Develop-
ment — Probable Growth of Population — Proportion of
Foreign Trade — British Proportion declining — -Causes of
Decline — Foreign Counties Underselling — Three Reasons
— Kind of Competitive Goods — Australia's Foreign Pur-
chases — British Manufactures ousted — Low Shipping
Rates and Raw Materials — High Rates on British Goods
— Lack of Trade Information .... 15-24

CONTENTS.

OVER-SEAS TRADE OF NEW ZEALAND

PAGES

Glowing Market — Trade per Head — Imports and Exports —
Ten Years' Trade of New Zealand, 1897-1907 — Britain's
Share — Foreiji^n Competition extremely Severe — Estimate
of Foreign Trade — Foreign Goods as British — Foreign
Manufacturers and the Preference — Foreign Firms under-
quote — British Goods displaced - - - - 24-27

SHIPPING CONDITIONS :

The Manufacturer and Shipping Conditions — An immense
Trade — In the Hands of " Rings " — The " Deferred
Rebate " System — Competition eliminated — " Rings "
encourage Foreign Trade — The Bill of Lading — The
Irresponsible Shipowner — Unfair Classification and Re-
strictions — Penalising British Trade — Value of Preference
destroyed — Origin of Deferred Rebates — Alleged Advan-
tages of Deferred Rebates — The British Manufacturer
ignored — Views of a Chamber of Commerce — Cheaper
American Freights — More Evidence — Effect on Engineer-
ing Trades— Low American Rates kill British Trade —
Effect on British Furniture Trade — Lower German Rates
— Encourages German Drug and Chemical Trades —
Effect on Glass and Enamelled Ware — and Piano Trades
— Encouraging Electrical Goods Trade — Effect on the
Glass Trade — More Testimony — against Methods of
Shipping " Rings " — A Question for Manufacturers —
Merchants support " Ring " Methods — Australasian
Governments recognise the Evil — General Information —
Rates from Great Britain — The British Services — The
Fremantle Trade — Australian Coastal Trade — New York
Trade — Calcutta-Australian Trade — Queensland Trade —
Singapore-Australian Trade — The German Australian
Trade^The French Australian Trade — Japanese Line —
Japanese Australian Trade — The New Shanghai-Australian
Line — The All- Red Route — Union Steamship Services
— Table of the Commonwealth Mail Services - - 27-42

THE MERCHANT AND COLONIAL TRADE:

Conditions changing — Exporter and Shipowner — Effect of
Steamship and Telegraph — Merchant a diminishing Factor
— Methods of Competitors — Direct Touch necessary —
American Methods — Manufacturer and Shipping —
Through Bookings necessary .... 42-45

THE MARKET AND HOV^ TO WORK IT:

Points to Consider — The Population — Australia's larger
Towns — The States — New Zealand Population — Trans-
port Services — To work Western Australia — Port Philip
as a Centre — Sydney as a Centre — Work New Zealand
separately — Character of the Markets — The High-Class
Trade — The Cheaper Trade — The New Zealand Market
— Purchases of Government and Public Bodies — Methods

CONTENTS. ix

PAGES

of West Australian Government — South Australian Con-
ditions — Similar Practice in other States — Representation
of British Firms — The liuying in the United Kinj^dora —
Direct Business — Conditions changing — Direct Contact
necessary — Manufacturers themselves should Travel —
Agents want Better Treatment — Visits of Representatives
advocated — Catalogues and Samples — Representation
and Catalogues — Only First-class Representatives wanted
— Treatment of Western Australia — Quicker Deliveries
wanted — Neglect of Orders— Agents' Names in Adver-
tisements — Hint about the Mail — Remember your Agent
— Credit of Aastralasian Houses - - - . 45-55

BRITISH AND FOREIGN TRADING METHODS:

Popular Complaints — Methods of New Competitors — Direct
Contact with Market — Complaints generally unfounded
— New Lines — United States favourably circumstanced
— British Manufacturers and Cheap Goods — Low-Priced
Goods wanted — Causes of Success of Foreign Trade —
British Manufacturer underquoted — Quantities control
Prices — Competition in Metal Manufactures — Three
Opinions — Freights and Credits — Sentiment and Trade
— Attention to Detail — Attention to Enquiries — The
Question of Packing — Responsibility of Shipping Com-
panies — Americans excel — Freight Charges a Factor —
A Testimonial— Hints on Packing — Electro-plated Ware
— American Stoves — Standard Crates and Casks wanted
— 50 per cent. Breakage — Packing Shelf Goods - - 55-62

AUSTRALASIA AS A FIELD FOR INDUSTRIAL
ENTERPRISE :

Prospects for Manufacturing Industries — Strong desire for
Factories — State Assistance — and of Public Bodies —
" Support Australian Industries " — The Problem for
British Exporters — Factories must be British — Labour
Conditions — Industries in Australia — Industries in
New Zealand — Favourable I.xx:al Conditions — Notes
on Openings for Industries — Agricultural and Dairying
Machinery — General Machinery and Manufactures in
Metal — Iron and Steel — Leather — Bags, Sacks, Cordage
and Twines — Flax Growing — Woollens — Brick and
Tile Works — Coal Mining and Briquette Making —
Fertiliser Industries — Sea Fishing Industries — Rubber
Works — Numerous other Openings for Capital - - 62-69

LABOUR CONDITIONS:

State Regulation of Industry — A Measure of Success — Industrial
legislation — Has reduced Strikes — Eliminated Sweating
- — Effect on Trade and Industry — Local Effect — The
Australian as a Worker — Dearth of Skilled Labour —
Immigration under Contract — Labour in New Zealand —
Wages and Cost of Living .... 70-73

CONTENTS.

PAGES

AUSTRALASIAN RAILWAYS :

Extent and Character — Total Expenditure — Comparative
Analysis of Railway Accounts — Long Distances — Total
Length — Varied Gauges — Two remarkable Projects —
Railways will increase — Question of Gauges — Australian
Imports — Rolling Stock Orders will l5ecrease — Local
Engineering Shops — Imports of Materials — New Lines —
West Australian Railways — Local Industry — Interesting
Conversion Work — Corridor Sleepers — Supporting Local
Industry — Interesting Bullion Van — Shop Equipment —
Interesting Locomotive Weighbridge — Oil-saving Appa-
ratus — The System of Coal Handling — Education of
Apprentices — South Australian Railways — Extent and
Position — New Lines — Local State Production — Private
Rolling Stock Building — Automatic Continuous Brakes
wanted — Victorian Railways — iMileage of Track — New
Stock — Local Railway Works — Melbourne-Sydney Express
The Newport Works — Supply of Steel Rails — New South
Wales Railways — A well-conducted System — Results of
Working, 1907-8 — New Lines — The N.S.W. Rolling
Stock — The New Policy — Extensive Local Industries —
Locomotives — Carriages — Wagons — Queensland Railways
— Total Mileage — New Lines — Rolling Stock — Local
Railway Industries — 1907 Purchases — Tasmanian Rail-
ways — Extent and Revenue — Rolling Stock — New W^orks
— New Railway Proposals — New Zealand Railways — Mile-
age Open — Cost — Revenue — Work done — New Rolling
Stock and Equipment — Tracks Relaid — Large openings
for Trade — The Main Trunk Railway — New Locomotives
— Sleeping Car Trains — Local Industry — Work on Hand
— Number of Locomotives^Carriages— Wagons - - 73-103

DOCKS AND HARBOURS AND THEIR EQUIP-
MENT :

Magnificent Harbours — Progressive Port Authorities — Extensive
Openings for Trade — Fremantle — The Harbour — New
Works — Port Hedland — New Lighthouses — Adelaide —
New Dry Dock — New Harbour at Lights Passage —
New Freezing Works — New Jetties, &c. — Breakwater at
Glcnelg — Melbourne — The Accommodation — Dredging
Operations — New Works — The \'ictoria Dock — New
Piers and Docks — Port Geelong — Increasing Trade — The
Anchorage — Approach — Berthing Space — New Freezing
Works — Sites for Factories — A coming Manufacturing
Centre — Sydney — Improvements in Progress — Great
Britlge project— Newcastle — New Works considered — New
Wharfage — New Docks contemplated — Kembla New
Breakwater — Clarence River New Breakwater— Brisbane
— Growing Port — New British India Line — Wellington
Harbour — Harbour Appliances — Patent Slip — New
Pumping Engine— New Hydraulic Plant— New Gantry
Cranes — New Graving Dock — Method of Construction —
Dock Machinery wanted — Auckland Harbour — New
Improvements — New Electric Machinery — Lighting —

CONTENTS. xi

PAGES

Railway Extension — Tug — Berthage — Docks — Patent
Slip — Coaling — New Canal — Lyttelton — Trade
during 1907 — New Works — Dry Dock — Proposed New
Harbour or Canal — Otago Harbour — Port Chalmers —
Port Improvements — Storage and Wharf E(]uipments —
Docks — Engineering Shops — Trade in 1907 — The Bluff —
Shipping in 1907 — Rock Cutting — New Dock — Improve-
ment Works in sight — Timaru — Shipping in 1907 — Port
Developments — New Wharf — Gisborne — New Outer
Harbour ....... 103- 121

IRRIGATION, WATER SUPPLY, AND OTHER
PUBLIC WORKS :

A Large Market — Allocations for Public Works — Five Millions
Expenditure — Methods of Business — Irrigation — New
South Wales — Barren Jack Dam — Diversion Weir — The
Main Canal — Distributing System — Estimated Results of
the Works — Progress of the Great Dam — Murrumbidgee
Northern Canal — Progress of the Work — Experimental
Farm — Other great Schemes^Victoria Total Expenditure
— Areas supplied — Area effectively Irrigated — The
Irrigable Area — The Great Trawool Scheme — The River
Murray — Joint Agreement — The Murray and Malle
Country — South Australia — Further New Works — Artesian
Wells — The Great Basin — Yields and Depths — Towns'
Water Supply — Numerous New Works — The wonderful
Goldfields — Supply — Gigantic Daily Service — Notes on
various Systems — Perth — Fremantle — Sydney — Mel-
bourne — Adelaide — Water Supply Works under construc-
tion in N.S.W. — Projected Water Supply Works in N.S.W.
— Investigations and proposed Works in N.S.W. —
Sewerage Schemes in New South Wales — Western Aus-
tralia Schemes — Large Scheme at Sydney — New Gas
Works at Wellington - - - - - 121- 138

APPAREL AND TEXTILES:

Enormous Market — Foreign Competition — Total Imports in
1903-6 — Misleading Statistics — Imports from various
Countries, 1907 — Growth of Foreign Trade — Larger than
supposed — Increasing Competition in Piece Goods —
Cotton Tweeds — Denims — Woollens — Growing Local
Industries — Blankets — Australasian Mills — Dress Goods —
Cotton Hosiery — Towels and Handkerchiefs — Trimmings
— Lace — Embroideries — Hats and Caps — Gloves — New
Zealand Imports — Foreign Competition — British Goods
preferred ------- 138-145

MACHINERY AND METAL MANUFACTURES :

A Great Market — New Countries dependent on the Engineer —
Labour-saving Machinery a necessity — The Market and
Competition — Australian Trade — Australia's Purchases
in 1907 — Foreign Competition — Qualification for Prefer-
ence — Growth of Foreign Trade — Local Industries — Engi-

xii CONTENTS.

PAGES

neering Materials — Machinery — Machine Tools — Printing
Machinery — Weighing Machines — Agricultural Machinery
Some large Local Firms — Two wonderful Machines — The
"Stripper" Harvester — First Public Trial — Revolution
in Agriculture— The Stump-Jump Plough — Gas and Oil
Engines — Producer Gas — Electrical Machinery — Local
Industry — Motor and Dynamo Trade — Numerous Lighting
Schemes — Tramway Work— Melbourne Suburban Rail-
ways Electrification— Capital Outlay — Cost of Electric
Working — Financial Result — Improved Service — Rolling
Stock — Electrical System — Power Station — Initial Scheme
— Immense Scheme — Tramway System for Geelong —
Another System for Launceston — Prahran Extension —
Adelaide System— New Works in N.S.W. — Electrical
Schemes in Tasmania — Electric Lifts — Telephone Work —
New Zealand — Agricultural Machinery— Gas and Oil
Engines — Engineering Materials — Rails — Electrical Machi-
nery — Miscellaneous Imports — Telephones and Telegrams
— Extent of Foreign Trade — Mines and Mining Machinery
— Splendid Mining Prospects — Recent Depression — Foreign
Competition — Three Years' Purchase of a large Mining
Co. — Reasons for Loss of Trade — Preference for American
Goods — Another Company's Three Years' Purchases —
American Tools lighter and better finished — Records of
Two other Mines — Mine Manager's reason for Trade going
Abroad — Details of another Mine's Purchases — Local
Mining Machinery Industries — Influences against British
Trade — Immense Field— -Hydro- Electric Schemes in
Australasia — Water Power available — The Trawool
Scheme — Schemes in Tasmania — Possibilities in New
Zealand — The Waipori Hydro- Electric Works — The
Power Station — Pelton Wheels — Transformer Room —
The Voltage — Cost — New Extension proposed - - 146-179

HARDWARE AND IRONMONGERY:

Successful Competition — Preference for English Goods —
Modern Methods of Competitors — Effects of Home. Compe-
tition — More Enterprise essential — Lock Sets — American
Enterprise — Stoves — Lawn Mowers — Guns and Cartridges
Imports — Small Tools — Augers — Axes — Anvils — Adzes,
Picks, Braces and Chisels — Drills — Files — Iron Planes —
Carpenters' Hammers— Saws — Spades and P'orks — Galva-
nized Iron Sheets — Cutlery — Nails — Wire Netting — Wire
— Sewing Machines — Lamps and Lamp Ware - - 180-186

MOTOR VEHICLES:

Scope of the Market — Foreign Enterprise — General Motoring
Conditions— In Australia — In New Zealand — An Ideal
Colonial Car — Track — Clearance — Wheel-base — Carbu-
rettor and Commutator — Lock — Fuel Supply — Lubricating
— Tyres — Springs — Radiators — Ignition — Bodies — Coils —
Ix)wer Gears advisable — Classes of Cars wanted— Local
Industry — Export Business — Standardisation necessary —
Suggested System for Colonial Cars — Small Alterations
a Nuisance ------- 186-192

CONTENTS. xiii

PAGES

INDUSTRIAL MOTOR VEHICLES, TRACTORS,
AND TRACTION ENGINES:

Delivery Vans — Motor Lorries — Tractors and Traction Engines
— Motor Cabs and 'Buses — Australian Foreign Trade in
1906 ....... 192-194

MOTOR BOATS:

A very large Market — British want of Enterprise— Popu-
larity of the Motor Boat — Local Industries — American
Methods — Scope for Trade- - . . . 194- 195

LEATHER AND MANUFACTURES THEREOF:

Australian Industry and Imports — Boots and Shoes — Records
of Australian Manufacture — New Zealand Industry — New
Zealand Imports — Boots and Shoes — Effect of Preference
— Imports of Leather — Permanent Market for Best
English Leathers ...... 19^-198

GLASS AND GLASSWARE :

Severe Competition — Foreign Firms Underselling — Australian
Import Trade — Australian Industries— Australia Export-
ing — New Zealand Trade — Misleading Statistics — British
Trade declining — Reasons for British Decline — Influence
of Railway Rates — Labour Conditions compared —
Foreigner enjoys lower Freight Rates - - - 198-201

PHOTOGRAPHIC APPARATUS AND SUPPLIES :

Trade Prosperous — Local Industries — Foreign Competition —
Extent of Import Trade — Cinematographs — Cameras —
Printing Papers — Novelties wanted — Future Prospects - 202-204

CEMENT :

German Competition — Local Industries — A Big Concern — An

interesting Equipment — A Victorian Enterprise — South

Australia — New Zealand - - . - . 204-206

MISCELLANEOUS TRADE NOTES :

Office Furniture and Supplies — High Freight Rates — Open-
ings for Trade — Seeds — Earthenware, China and Glass —
Belting — Drugs and Patent Medicines — Typewriters - 206-209

xiv CONTENTS.

PAGES

APPENDIX I.

COMMERCIAL TRAVELLERS AND SAMPLES:

Australian Commonwealth — Victoria — New South Wales —
Queensland — South Australia — Western Australia —
Tasmania — New Zealand — Commercial Travellers'
Association of Australasia ----- 213-216

APPENDIX II.

NOTES ON THE LABOUR LAWS OF AUSTRALIA :

Table of Statutes — Limitation of Hours — Shops — Legislative
Regulation of Wages and Terms of Contract — General
— Wages Boards — Victoria — New South Wales — Queens-
land — The Arbitration Court System - - - 217-222

APPENDIX III.

NOTES ON THE LABOUR LAWS OF NEW ZEA-
LAND :

List of " Labour Laws " — Comment — Explanatory Notes on
— The " Industrial Conciliation and Arbitration Act " —
Factories Act, igoi — Shop and Offices Act, 1904 — Em-
ployers' Liability Act, 1882— Workmen's Wages Act,
i8g3^Public Contracts Act, 1900 — Truck Act, 1891 —
Miscellaneous Industrial Measures — Table showing Pro-
gress of New Zealand Industries - - - - 223-230

APPENDIX IV.

NOTES ON SUNDRY COMMONWEALTH ACTS
AFFECTING TRADE AND INDUSTRY:

Immigration — Excise — Customs Regulations — Conciliation
and Arbitration— Sea Carriage of Goods — Secret Com-
missions — Trade Descriptions — Prevention of Dumping - 231-233

APPENDIX V.

PATENTS, COPYRIGHTS, TRADE MARKS, AND
DESIGNS IN THE COMMONWEALTH:

Devolution of Jurisdiction upon the Commonwealth— Patents
— Applications for Patents — Term for which Granted —
Opposition to Grant of Patent — Additional Patents and
Amendments — Revocations of Patents and Compulsory
Licences— International Protection of Patents — Copyright
— Copyright Acts — Principal Feature — Registration —
Trade Marks — Essential Particulars of Trade Marks —
Station Registrations — Duration of Registration and
General Provisions — Designs — Registration — Duration of
Copyright in Designs — General - . . . 233-237

CONTENTS. XV

FACES

APPENDIX VI.

WAGES AND COST OF LIVING IN AUSTRALASIA:

Approximate Average Wages paid in Australia in 1907 —
Average Wages paid in Wellington, New Zealand, during
1907 — Approximate Average Prices of Foodstuffs and
Domestic Supplies in Australia in 1907 — Average Retail
Prices of Foodstuffs and Domestic Supplies in Wellington,
New Zealand, during 1907 .... 238-243

APPENDIX VII.

NOTES ON THE TARIFFS OF AUSTRALIA AND
NEW ZEALAND :

The Australian Tariff — Indices and Notes — Certificates of
Origin — Notes on the New Zealand Tariff Act, 1907,
and the Preferential and Reciprocal Trade Act, 1903 —
Certificates required under section 8 of the Preferential
and Reciprocal Trade Act, 1903 — The forwarding of
Catalogues and Advertising .... 244-250

REPORT

ON THE

TRADE AND INDUSTRY

AUSTRALASIA.

Imperial Trade Relations.

In a review of the trade of any colony, it is first

of all essential to examine the relations that exist

between the people of that portion of the Empire and

the Mother-Country, for the condition of trade and

finance is always to a large extent dependent upon the

general feeling of security and progress which is born

of wise and sympathetic government. I therefore ven- The

ture a few words at the outset of this Report on the Q^^^^^d?"^

present Imperial attitude towards the self-governing and

Crown Colonies which I have visited as viewed from

a trade standpoint.

In reply to any criticism one may make on existing
relations, however, one is met by the statement that
Great Britain continues to be the greatest buyer and
seller in the Australasian market. This is true, and
there should be nothing remarkable in our continuing
to hold the largest share of the trade. The present Value of
generation has practically inherited the " goodwill " of Sentiment,
the whole business — a business which was established
before our present competitors engaged in export
trade at all. Then there is a national allegiance dis-
played by colonial customers for British products, a
sentiment to which we owe a great deal in commerce.
Not only are the principal importers in Australia and
New Zealand of our own blood, but the actual con-
sumers themselves are British subjects. In these cir-
cumstances, the more important question is, why are

TRADE OF AUSTRALASIA.

Imperial

Connection

deficient.

Unsympa-
thetic
Relations.

Neglect of

Fiscal

matters.

Reciprocity
discouraged.

we not increasing our hold on the market ? There
are very serious reasons, and they concern, not only
business methods, the character and prices of goods,
and freight conditions, but also a changing sentiment
towards the Mother-Country, not in any degree deficient
in loyalty to the Empire, but evident of dissatisfaction
with our methods of treating their Imperial and trade
proposals.

As a result of enquiry and investigation in the
principal States of the Commonwealth and in New
Zealand, and of discussing cognate problems with the
principal men of affairs in those colonies, one considera-
tion stands out prominently on the face of the situation
as needing enquiry and solution, namely, the inadequacy
and inefficiency of the present Imperial connection as
it affects trade.

The relations between the Mother-Country and the
Colonies are, without any doubt, decidedly unsym-
pathetic. This condition of things has been reached in
my opinion through no lack of patriotism, but owing
to the persistent use by the British Government of
antiquated machinery and the adherence to obsolete
principles in the administration of Colonial affairs, and
the general control of trade at home. " Interference "
rather than " co-operation " describes the attitude of
the Colonial Office towards the Colonies. Feeling is
especially strong in Australia and New Zealand in re-
gard to Great Britain's neglect in taking advantage
of opportunities to adjust fiscal matters, not only with
the Colonies, but also with foreign countries. There
is consequently a growing distrust of British states-
manship.

As a leading Colonial statesman remarked to me :
" It is no use making proposals at the present time
to the British Government entailing any element of
reciprocity. Our importance is erroneously judged by
our relative population to that of the United King-
dom. Our greater purchasing capacity per head and
our immense potentialities do not seem to count. The
desire to make co-operative or mutually advantageous
arrangements, we think, should prevail stronger at home
than here in Australia. You have teeming millions, a

IMPERIAL TRADE RELATIONS. 3

large proportion of whom are on the verge of poverty ;
you have inadequate internal sources of supply of iood
and raw materials ; you are at your wits' end for revenue
for current expenses ; and you have armed nations wait-
ing their opportunities at your doors. While we depend The Millions
on the British Navy for defence, we are isolated and poj-tunkief"
removed outside the contentious area ; we have immense
sources of food supplies and raw materials, a magnificent
climate, and millions of acres of land waiting for the
millions of people from your congested districts. You
are trammelled by vested interests and traditions which
keep you within somewhat narrow bounds, when deal-
ing with internal as well as external affairs, while we
have started out on broad lines in our dealings with
other countries and at home with legislation which dis-
tributes wealth more fairly. One would think that
under these conditions the overtures for reciprocity
would come from the Mother-Country, that she would
seek to make use of the opportunities for the settlement
and placement of her people to the best advantage.
But she has utterly failed to do this, and Australia and wStatesman's
other self-governing Colonies are rapidly becoming Conclusions,
entirely separate political entities, notwithstanding the
desire to make the Commonwealth an integral and in-
dispensable portion of the British Empire."

Many of the best minds in the Commonwealth
expressed similar views regarding the present Imperial
connection.

I do not desire to dwell at any length on the The Govern-
purely political relations between the Mother- Country I"^"* ^""
and the Colonies, and I have so far referred to the
subject here only to show that, if in matters of such
vital importance there is indifference on the part of
the government of the day, what consideration can we
hope for for the purely trade and shipping questions,
which are in such a chaotic condition tiiroughout the
Empire. The shipping, copyright, trade marks and
patent laws, emigration and a dozen other matters need
co-ordination, and yet we make no overtures in these
matters.

Meanwhile Australia and New Zealand, with a Colonial

, r , • f T^ • 1 Statesman-

prescience born of a larger view of Empire and a gj^j

A 2

TRADE OF AUSTRALASIA.

Canadian-
French
Tariff.

Scientific
Tariffs.

Inter-
Colonial
Tariffs.

keener appreciation of modern world conditions than
we appear to possess, give us a preference in their
markets, noting that the time is not far distant when a
reciprocal trade arrangement throughout the Empire
must be made if dissolution is to be avoided, and with
this in mind they, in common with other Colonies, are
also building up preferential tariffs with other parts of
the Empire. They have been approached by foreign
nations to reciprocate in tariff concessions, while
Canada, as we know, has actually proposed such a
treaty with a foreign nation, which, if consummated,
will not only immediately injure British trade interests
but retard the Empire movement towards reciprocity
— such is the view commonly expressed by Austral-
asians.

Why has Canada taken this step ? The efforts she
has made for some years past to induce Great Britain
to make some permanent reciprocal trade arrangement,
have proved so futile as to estrange a large body of
public opinion in Canada that originally stood for trade
within the Empire. As was pointed out to me by a
representative of one of the Colonies, it was clear, at
the last Colonial Conference, that Canada then did not
propose to waste time in pressing for reciprocity. A
few years ago no colonial statesman would have dared
to have proposed a reciprocal tariff with a foreign
country such as the Canadian-French proposal.

I have no concern with party politics, but one
cannot help seeing that the matter of tariffs is abso-
lutely neglected by our own Government. The self-
governing Colonies have scientific tariffs which they can
easily frame in favour of certain countries in return for
advantages which will secure them wider markets for
their products in those countries. They have appealed
to the Mother-Country and, as a Premier has empha-
sised to me, if they cannot get advantages in the
British market over and above those they now get,
they will seek them in foreign countries, from which
they have probably all received proposals.

As we know the self-governing Colonies do not
hesitate to make reciprocal arrangements amongst
themselves ; to them the proceeding is a perfectly

IMPERIAL TRADE RELATIONS. 5

natiinil and businesslike one, and in principle almost
elementary. Some Colonies would like to extend the
principle to the Crown Colonies ; indeed one has
already made such a proposal. But naturally the
present policy of the Imperial Government prevented
any progress in that direction.

And here I will touch for a moment on a matter The Crown
of very great importance, namely the relations between ^JjJ.^j.^^^^
the Crown Colonies and the self-governing Colonies. Colonies.
Anyone who has had experience of Crown Colonies
realises that anything in the nature of self-government
is impossible for these countries, populated as they are
chiefly by native races ; indeed, it is doubtful whether
a better system of government than the present one
could be evolved if sustained by officials properly trained
and adequately paid. But what is badly needed in
the interests of trade is, that the Governors and Legis-
lative Councils of these Territories should be given
larger powers to carry out local industrial reforms, to
develop the country under their administration to the
best of their ability, and to make such arrangements
with local Crown or self-governing Colonies, as would
encourage a maximum exchange of commodities. 1
found in the Crown Colonies which 1 visited, that
they were capable of considerable industrial develop-
ment, but were hampered through a policy which
reserved the lands for the native population, without
any compulsion to improve or develop, and which
gave no discretion into the hands of the local executive
to make tariff concessions to self-governing or Crown
Colonies.

I had many conversations with colonial statesmen A Vacuous
on this subject, and they all expressed the utmost p^^-^^y
astonishment that such a meaningless and vacuous
trade policy should have so long existed towards these
fertile Crown Colony territories, not only capable of
supplying practically all the raw materials that we
require for our industries throughout the Empire, but of
ultimately becoming the most valuable markets for our
surplus manufactured products, when other countries
become self-supporting, which is every year nearing
realization.

6 TRADE OF AUSTRALASIA.

Importance I am one of those who regard the Crown Colonies

of Crown as the more valuable portion of the British Empire

Colonies. ^^.^^ ^ ^^^^^ standpoint. The time is not very far

distant when the greatest exchange of products will

take place between the tropical and the temperate zones.

This trade will be more permanent than any other,

since climatic conditions will prevent the production

in the warmer countries of such articles as we are now

producing in Great Britain and the self-governing

Colonies.

State Interest I have just touched on this subject with the object

ia Trade. Qf showing that a similar condition of inaction and

drift prevails in the Crown Colonies as is displayed

towards the self-governing portions of the Empire,

and that I might again urge that the time is long

overdue when we, as a nation, should take up the

regulation, the development, and the defence of trade

in an energetic and intelligent manner.

If there is need of closer and more sympathetic
working relations between Great Britain and her Colo-
nies, there is also as pressing a need for the State
to control and regulate in some measure the trans-
port and cable services upon which our export trade
depends. There was probably no subject more widely
discussed and more bitterly complained of than the
continued oppression of the London-Australian and
London-New Zealand shipping "rings" or " confer-
Shippins ences." I have dealt with the matter in a separate
" Rings." section of this report. The British Government are
subsidising many of the vessels in these " rings " by
giving mail contracts. A vigilant government, watch-
ful of the interests of trade would have exercised
the power which they possessed to ensure that the
interests of the manufacturer and trader were properly
safeguarded.

The Australasian Market.

At the outset of a Report of this nature it is necessary Importance

that the extent and character of the market under ?. ]^ ,

Market,
investigation and consideration should be adequately

realised and that the importance of the interests in-
volved should be properly appreciated. There are proba-
bly few markets of greater present and prospective value
to the British manufacturer than those of Australasia.
The reason of this, as will be shown, is as much on
account of the peculiar nature of the trade done as
the enormous absorbing and producing capacity.

Australasia consists essentially of New South Wales, Area.
Victoria, South Australia, Queensland, West Australia,
the North Territory, Tasmania, and New Zealand, the
whole covering an area of 3,079,340 square miles, or
25 times as large as the United Kingdom, Hungary,
Norway, Austria, or Italy, greater than the United
States, and nearly equal to three-fourths of the whole
area of Europe, including Russia ; in relation to the
whole British Empire it occupies one-fourth of the
total area.

Its population, however, does not equal that of Population.
London and suburbs, the whole numbering a little
over five and a quarter million people. With favourable
climatic conditions, large stores of mineral wealth, and
exceedingly fertile soil, there are all the elements present
necessary to sustain a population possibly fifty times
its present number. As a prospective market, therefore,
Australasia is extremely valuable.

In 1907 this market purchased goods from overseas Overseas
countries to the value of no less than ;^67,i 11,894, and Trade,
exported foodstuffs, raw materials, and manufactured
goods to the value of ;^9o,6o7,385. To give a more
intimate idea of the import and export trade of this
market, I propose to treat of the volume and character
of that of the Commonwealth of Australia and the
Dominion of New Zealand separately.

TRADE OF AUSTRALASIA.

Countries
Prosperous.

From whatever standpoint one may examine the
exports and imports of the Commonwealth and Do-
minion, it would be difficult to arrive at any other
conclusion than that these countries are, at the present
moment, in a very prosperous condition. The excess
of exports over imports are not only sufficient to meet
current liabilities in respect to borrowed capital, for
both Government and private enterprises, and pay the
large freight bill, but to leave a handsome surplus.
The character and volume of the exports — chiefly the
products of primary industries — are significant of the
existence in Australasia of a large and well-equipped
farming population. It is true that high prices have
ruled for the past few years, and climatic conditions
have been, on the whole, favourable, but, after all
allowances have been made in respect to these points,
the evidence indicates a sound condition, and promises
a prosperous immediate future for these countries.

The figures given in the following table will show
at a glance the favourable financial position of Austral-
asia as judged by ordinary standards : —

Overseas Trade of Australasia.

Great Bri-
tain's Third
Market.

Year.

Total Trade.

Imports.

Exports.

Excess

of
Imports.

Excess

of
Exports.

1885

72,220,444

41,136,038

£
31,084,406

£
10,051,632

i8go

75,143.818

38,451,160

36,692,658

1,758,502

—

1895

67,624,317

27,425,725

40,198,592

—

12,772,867

1900

104,298,717

48,351,933

55,946,784

—

7,594,851

1905

119,561,882

49,359,871

70,202,011

—

20,842,140

1907-

157,719,279

67,111,894

90,607,385

—

23,495,491

* Approximate.

Australasia at the present time ranks third in im-
portance as a market for British goods, and those who
are disposed to judge of its importance by the number
of its population should remember that the five and a

THE AUSTRALASIAN MARKET. 9

quarter millions who inhabit this part of the Empire,
purchase goods to considerably over half the value of
British India with its three hundred million inhabitants.

It is to be regretted that the statistics relating to Statisticsand
the import trade of Australasia are not sufiiciently clear Co|^p^"ition
to allow of a definite estimate being made therefrom of
the proportion of foreign goods purchased as compared
with British. In this they are no worse than our own
official figures and those of other parts of the Empire ;
indeed, the Commonwealth statistics are, if anything,
the most lucid of any : but there is still confusion
between the " country of origin " and " country of
shipment," which makes it impossible to form more
than a rough estimate from the figures themselves of
the actual state of competition. New Zealand does not
attempt in her statement of imports to separate the two,
but the Commonwealth in 1905 and since then have
done so to a limited extent. In addition to keeping a
record of the countries whence goods are imported
the Customs Department now record also, so far as
they can, the " country of origin."

It will come as a shock to many people to find Foreign
that a large quantity of foreign goods have been ex- y^*^^ larger
ported to this market which have generally been corded,
regarded as British. As the table on page 10 will show,
the volume of exports of foreign goods from the United
Kingdom to Australia is quite considerable, and illustrates
how important it is that we should distinguish closely
between "country of shipment" and "country of
origin " in forming an estimate of the state of foreign
competition.

It will be seen from the following table that the British Trade
United Kingdom is the only country that to any ex- *-''^,^^' ,
tent has distributed the goods of other nations, but my
enquiries show that even a larger proportion of our
exports to Australia are of foreign origin than the
table named indicates ; and in regard to New Zealand's
statistics the proportion is still much greater. Some
reasons for this condition of things are given in the
sections dealing with foreign competition and the ship-
ping question. The table also shows that instead of
our proportion of the total import trade in 1905 being

TRADE OF AUSTRALASIA.

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THE AUSTRALASIAN MARKET. ii

over 60 per cent., as our own Board of Trade records
show, it was less than 53 per cent., and, in 1906,
instead of over 59 per cent., it was under 52, and, in
my opinion, a much longer way under than can be
discovered from any official figures.

I need not dwell further here on the well-known
confusion between "country of origin" and "country
of shipment," as it has been very fully discussed in the
excellent reviews on Australian trade by Mr. T. A.
Coghlan and Mr. R. J. Jeffray ; but I would like to
make it clear that while I deal throughout this report
with official statistics, I am of opinion, as the result
of my investigations, that they do not more than
approximately show the position of affairs in regard to
foreign competition in this market.

Before leaving this subject I would like to submit Empire
that the proper collection and compilation of Empire Statistical
statistics is a matter demanding urgent attention. The needed,
methods of compiling records at present vary in nearly
every Colony, which in turn vary with our own
practice at home. This state of things enormously
decreases the value of Empire statistics, for while
serving the purposes, more or less, of the respective
parts, they are of little value for comparative purposes
or for indicating the condition of the Empire as a
whole. It should not be difficult to co-ordinate the
statistics of the various parts in such a way as to
give them co-relative values. Such a consummation
would be of immense value in the government and
development of trade and industry of the Empire.

In a comparatively small way the matter has been The
accomplished by the Commonwealth of Australia, under ^""|"^'^"*
the guidance of Mr. G. H. Knibbs, F.S.S. Previously Example,
each of the six States had its own methods of com-
piling records, and the Commonwealth found it im-
possible to estimate the condition of Australia as a
whole from iigures which were not prepared in a
uniform manner. If uniformity was so necessary to
the Commonwealth Government, how much more so
is it to the Imperial Government, with its enormous
liabilities in regard to defence and emigration, and its
immense interests in trade and shipping. Without

TRADE OF AUSTRALASIA.

figures available that will show the conditions of
population, wealth, trade, industry and shipping, how
is it possible to evolve legislative measures and adminis-
trative rules and regulations of the greatest benefit to
the Empire as a whole ?
Commission Why should not a commission of Empire statis-

ticians and economists be called together to discuss
and plan a uniform system of collecting and compiling
statistical information ? I believe that such a com-
mission would meet no insuperable difficulty, and there
is little doubt that a common scheme would tend to
the better government, development, and defence of the
Empire.

Australian Export Trade.

Influence of To understand the influences which affect the growth
Lxports. q£ foreign trade in the Australian market, it is neces-

sary to discover in what relation foreign nations stand
to the Commonwealth as buyers of the latter's pro-
ducts, and so I propose to deal very shortly with the
export side of Australia's trade.
Exports in In the following Table are given the exports from

1907- the various States of the Commonwealth for 1907 : —

Australia's Exports for 1907, showing States ok
Shipments and Purchasing Markets.

From

United
Kingdom.

British
Possessions.

Foreign
Countries.

Total.

New South Wales

13,687,978

£ \

4.255,611 ;

14,950,484

£
32,894,073

Victoria

8,5i4>274

1
2,939,327

5,658,697

17,112,298

Queensland -

3>i97>977

575,372

1,996,039

5.769.388

South Australia -

3,762,828

1,369,618

2,838,101

7.970,547

"Western Australia

4,454,764

3.919,105

204,571

8,578,440

Tasmania -

357.758

64,245

77,498

499,501

Totals -

33.975>579

13,123,278

25,725,390

72,824,247

AUSTRALIAN EXPORT TRADE. 13

It will be seen that of the total exports amounting Relative
in value to ;^72,824,247, foreign countries purchased l^urchases.
to the value of ;^25,725,390, and that with the British
Possessions' share the Commonwealth now have cus-
tomers for their goods outside of the United Kingdom
to the value of ;^'38,848,668, which is some ;^5, 000,000
in excess of our own purchases'. As I shall presently
show, foreign markets are becoming increasingly valu-
able to Australia, while that of Great Britain is corre-
spondingly decreasing. Here we have a factor in our
Australian trade connection, the importance of which
it would be dangerous to undervalue.

Australia's exports are chiefly the product of agri- Character
cultural, pastoral, and mining industries, but there is i-xports.
promise of Australia exporting a substantial quantity of
manufactured articles to the Eastern and the numerous
island markets in close proximity in a few years' time,
and also to those countries which produce similar food-
stuffs and raw materials, for the raising and handling
of which Australia has evolved and now manufactures
special machinery and goods. The trend in this direction
is seen in the 1906 returns, which show that Australia
exported to the Argentine Republic, where similar con-
ditions prevail in certain industries, ;^3 1,847 worth of
Australian-made agricultural implements and machinery,
while evidences of the beginnings of export trade in
manufactured goods might be seen in the shipments
to New Zealand, New Guinea, Straits Settlements, and
the Pacific Islands. The new tariff will encourage the
development of this feature of the export trade, though
until the Far Eastern markets are reached it must be
somewhat limited.

Glancing at the exports as a whole, we find that 1906

in IQ06 Great Britain absorbed foodstuffs and raw ^•''P'^^*^

-^ , compared,

materials to the value of ;432>854,049, and British

Possessions ;^i 3,850,9 12, while foreign countries pur-
chased no less a quantity than ;^23, 03 2,802. As will
be seen from the Table on the preceding page, in 1907
foreign purchases increased to ;^25,725,390.

It is a disquieting feature, not only in regard to Foreign and
Australian trade, but to that of many of the other l^ritish
British Colonies, that Germany, P^rance, Belgium, and compared.

TRADE OF AUSTRALASIA.

the United States are absorbing, year after year, in-
creasing quantities of raw products. In 1896 such
exports from Austraha to the United Kingdom were
69 per cent, of the whole, while in 1906 they had
fallen to 47 per cent. The shipments to foreign coun-
tries in corresponding years were 21 and 33 per cent,
respectively.

This increase in the one case and decrease in the
other are probably due to direct shipping services and
low freight rates, and growing home industries on the
one hand, and high shipping rates and languishing
industries on the other hand. Excluding bullion and
specie, the greater part of the purchases of Great
Britain consist of foodstuffs, while those of the United
States, France, Germany and Italy are almost entirely
raw materials.

For instance, in 1906, in four items alone, foreign
markets purchased raw materials from Australia to the
value of ;^i4,3i6,829, as the following Table will show : —

The Imperial
Aspect.

Materials.

Germany.

United States.

France.

Belgium.

Italy.

Copper

125,426

£
545,940

£
112,853

£
219,750

£
22,314

Tin -

103,980

87,172

26,329

86,552

—

Skins and
Hides.

53.600

313,318

678,945

269,550

46,052

Wool

2,962,586

912,679 14,577,034 b,! 13,778

58,971

Total -

3,245,592

1,859,109

5,395,161 3,689,630

127,337

If the industrial aspect of the case is unsatisfactory,
what can be said of the Imperial view ? Australia is
finding that year after year European and American
markets are becoming increasingly valuable, while the
British market, though at present preponderating, is

a declining quantity. Here we have a

weakening of

the strongest bond which exists between Australia and
the Mother-Country — the bond of trade. The more
raw materials that foreign countries absorb, the more
dependent Australia must become upon these countries.
Goods which Great Britain purchases from Australia

SHEARING liY MACHINERY INT NEW SOUTH WALES.

A GREAT WOOL STORE, PORT ADELAIDE.

TWO SNAPSHOTS OF THE GREAT WOOL INDUSTRY.

AUSTRALIAN EXPORT TRADE. 15

in the largest quantities, namely, foodstuffs, are largely
those which she is compelled by necessity to purchase,
and consequently there does not attach to our custom
the proportionate value in goodwill that attaches to
the custom of foreign countries.

I have had this matter of the increasing value of
foreign markets pointed out to me on several occasions
by Australian statesmen, and there is no doubt that
the influence of foreign nations will make itself felt in
any commercial arrangements with the colonies in
approximately that proportion to which they become
customers for their products.

Australian Import Trade.

The table on page 16 shows the import of each State Imports,
of the Commonwealth for 1907 as compared with 1906, 1906-7.
and it also gives an indication of the local movements
of trade for those years.

It will be seen that the total value of the imports. Increase on
for 1907, including bullion and specie, amounts to ^^revious
;^5 1,809,033. The increase of over -^7,000,000 on the
trade of the previous year must, however, not be attri-
buted wholly to enhanced purchasing capacity of the
market, for a good deal of the buying, as I found
from inquiries in Australia, was in anticipation of the
higher tariff. There is no doubt, however, that, under
normal conditions, the year's imports would have shown
an increase on the previous one.

The imports for the six months ending June 1908 Imports to
amount to ;^23, 844,651 as compared with :^23, 947,747 -^""^ ^9°^-
for the corresponding period of the previous year.

While the first portion of the table below, indicating Local Trade
the countries of shipment and the States of destination, Movement.
is of the greater importance to the British manufac-
turer, the balance of the table is useful to indicate the
local courses of trade and where the principal centres
of activity lie. It must not be inferred, however, that
the States actually consume the quantities of goods
credited to them, as there is always a large movement

TRADE OF AUSTRALASIA.

of trade of which no record can be kept, besides a
volume of re-export business.

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s
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Possibilities
of Develop-
ment.

Apart from the increase in population — which must
be considerable in the next few years — it is probable
that Australia is purchasing almost to her full capacity,
and the British manufacturer must, therefore, look for
larger immediate sales to increasing his share of existing

AUSTRALIAN IMPORT TRADE. 17

trade : there is certainly plenty of scope in this direction,

as I shall endeavour to show.

The first possibility, however, of an increasing trade Probable

with Australia depends upon growth of population. Growth of

4- r • * * J Population.

The consumption of nnports ten years ago averaged

;^8 1 8s. 3d. per inhabitant, while last year it averaged
;^I2 IDS. This was, as I have pointed out, abnormal
buying, and a fairer figure would probably be £11.
The net increase in population last year was 77,556,
which would account for a natural increase of trade
to the value of ;^853,ii6. In view of the special
efforts now being made by the Commonwealth Govern-
ment and the various States to encourage immigration,
and the liberal policy which is being pursued in com-
parison with that which previously obtained, I think the
addition to the population for the next five years may
well average 100,000 per year. This would increase the
purchasing capacity of the market by over a million
pounds sterling each year.

The next possibility of increasing British trade lies
in securing some of that large portion which is now
in foreign hands. As will be seen on reference to the
table on page 10, in 1905 the foreign countries sup- Proportion
plied goods to the value of ;^i 2,82 1,929 or 33*44 per of Foreign
cent, of the whole. This they increased in 1906 to
;^i5»355>753> or 34-33 per cent, of the total imports.
In 1907 they increased their contribution to about
;^i7,i28,973. These figures are those obtained from
the Commonwealth Customs Department, but, in my
opinion, the trade of foreign countries with this market
is much greater than the present system of collecting
records can discover.

As I have elsewhere explained, the practice of dis-
tinguishing between " country of origin " and " country
of shipment" was only adopted by the Commonwealth
in 1905, and it is, therefore, impossible to make com-
parisons on a "country of origin" basis with previous
years in order to ascertain the growth of foreign
competition for Australian trade. We must, therefore,
fall back on a table prepared by the Commonwealth
Government, which shows the proportions of trade
there with foreign countries since 1887, compiled on a

TRADE OF AUSTRALASIA.

" country of shipment " basis. This, while not showing
the actual proportion of British and Foreign trade,
will indicate the comparative growth to some extent.

Percentages and Totals of Australian Imports,
1891 to 1907.

Years.

United
Kingdom.

Per-
centage

of
Total.

British
Posses-
sions.

Per

centage

of
Total.

Foreign
Countries.

Per-
centage

of
Total.

Total
Imports.

Annual J
Average, ,'-
1891-5 )

19,481,622

71-3

3,176,614

11-6

4,676,902

17-1

27,335.138

Annual )

Average, >
I 896-1 900 '

2i797>837

64*0

3.747.312

II 1

8,217,888

24"3

33.763.037

Annual )

Average, >

22,895,869

58-3

5,005,286

12-8

11,356,646

28-9

39,257,801

1901-5 )

1906 - -

26,575.833

59"4

6,751,270

151

11,417,809

255

44,744,912

1907 - -

31.937,545

61 -6

6,680,468

12-9

13,191,020

25-5

51,809,033

British

Proportion

declining.

The above figures show that while the proportion
of British trade to the whole of Australia's imports
has declined by 10 per cent, in fifteen years, that of
foreign countries has increased by 8 per cent. When
we come to examine the values, moreover, those figures
become much more serious. The British proportion
for 1907, namely, 61 "6 per cent., represents a value of
;^3i,937,545, the British Possessions' portion of 12-9,
;^6,68o,468, and the foreign countries ;^i3,i9i,o2o. Of
the British figure, however, at least ^4,000,000 (and
probably ;^8,ooo,ooo) worth were foreign goods re-
exported, which, when added to the proportion of
foreign countries, makes the growth of foreign trade
a matter for very grave consideration. The most
successful of the foreign competitors for trade are,
of course, the United States and Germany, the former
increasing her share from 6 '41 per cent, in 1891 to
10 "36 per cent, in 1906, and the latter from 3*63
to 7* 16. The growth of the trade with British
Possessions has been chiefly with New Zealand, India
and Canada, in the order named.

AUSTRALIAN IMPORT TRADE. 19

Why is it that British trade has not grown in Causes of
proportion to the expansion of the market and to the '^^''"^•
trade of foreign nations ? Is it because of want of
enterprise, conservatism, inadequate or inefficient trade
representation, want of adaptabihty and the usual short-
comings which a voluble but interested and untrained
consular service has credited the British manufacturer
with in recent years ? My opinion, and what is more,
the opinion of the largest buyers in Australia is, that
there is little to complain of in regard to these
matters.

My inquiries show that the most important reason Foreign
for the growth of foreign trade in Australia is that Countries
the foreign manufacturer is able to quote lower prices selling,
than the British manufacturer for goods of equal value.
This is without doubt the principal factor. There is
a strong prejudice in favour of British goods through-
out the Commonwealth, but that cannot prevail where
there is a substantial difference in price. It must not
be inferred from this statement that foreign manu-
facturers are dumping goods in the Australian market,
for such is not the case, excepting in one or two
instances, such as electric light carbons and steel rails.
The fact is, that in many lines of goods the foreign
manufacturer can trade — and profitably trade — with our
Colonial markets at prices much below those which
the British manufacturer can quote with any chance
whatever of profit. I have made fairly exhaustive
inquiries to ascertain the cause of this, not only in
Australia, but amongst German and American, as well
as English manufacturers.

My investigations go to show that there are three Three
reasons ; by far the most important of which is, that ^^^^""s.
the foreign manufacturer, on account of his being able
to depend on a definite consumption of his goods in
his home market, is able to produce in larger quantities.
On the other hand, the British manufacturer, owing to
severe competition as well as dumping operations at
his very door, cannot count with any certainty on the
home market, and he is compelled, therefore, to manu-
facture principally to order, and consequently to put
through small quantities at a time. There is abso-

B 2

TRADE OF AUSTRALASIA.

Australia's

Foreign

Purchases.

lutely no other metiiod of production, wasteful as it
is, open to the British manufacturer in many important
lines at the present time with the prevailing uncertainty
of demand. That is the principal reason why last
year Germany, France, the United States, Belgium and
Kind of Italy sent such enormous quantities of boots and shoes,

ompetitivc |^^|.g ^j^^ caps, cotton and woollen stockings, articles
of clothing, furniture, drapery, gloves, piece goods, paper
and stationery, galvanized sheet iron, barbed wire and
netting, earthenware, cements, drugs, chemicals, agri-
cultural and dairy machinery, electrical machinery and
appliances, mining machinery, machine tools, printing
and weighing machinery, tools of trade, lamps and
lampware, &c., to our Australian markets.

To give a better idea of the character of the trade
which competitive countries are doing, I give (by
courtesy of Mr. G. H. Knibbs, F.S.S.) the following
returns of Australia's principal purchases from foreign
countries for 1906. These figures conclusively show
that foreign nations are now doing a large trade with
Australia in goods that can be produced in this country
under proper conditions and in which a few years ago
we were facile princeps : —

Some of Australia's Foreign Purchases
IN 1906.

Belgium. — Apparel and textiles, ;^7o,373 ; candles,
_^i4,759 ; drugs and chemicals, ;^i 5,882 ; glass and
glassware, £'j4.,2g2 ; iron and steel, ;^'ii2,843; jewel-
lery, ;^i7,253 ; leather, ;^i3,657 ; machines and
machinery, ;^36,i64 ; manures, ;^35,330 ; matches
and vestas, ;^28,303 ; metal manufactures, ;^i 22,644 ;
paper, ;^30,502 ; railway materials, ;^ 100, 500 ; motors,
;^32,oo9 ; wine, £^J,9^6.

A large proportion of the iron, steel and metal
manufactures, and of the manures from Belgium, is of
German origin. The motors are almost entirely of
French manufacture, and the candles are of Dutch
manufacture.

C/u7c.— Alkali (soda), ;^3 5,943.

China. — Apparel and textiles, ;^'9,826 ; rice, ;^io,659;
tea, ;^i9;869.

AUSTRALIAN IMPORT TRADE. 21

The decline of the value of imports from China
durin^^ the past twenty years is due to the loss of the
tea trade, which now draws its supplies mainly from
India and Ceylon.

France. — Apparel and textiles, ;^67,i67 ; corks,
;^ii,5i8; drugs and chemicals, ;^ii4,573; fruits,
;^i6,369; preserved milk, i;56,635 ; spirits, £^(),o()6 ;
tiles, ;^i 1,472; cigars and cigarettes, ;^9,295 ; wine,
;^2 1,974.

The value of the direct imports recorded from
France is much below the value of imports of goods
of French origin. The most important imports of
French origin are : apparel and textiles, ;^743,ooo ;
cream of tartar, ;4ii5>*^^3 j leather, ^^26,389; pipes,
smoking, ^34,056; spirits, ;^ 163, 172 ; wines, ;^85,i98 ;
vehicles, motors, ;^46,627.

Germany. — Ale and beer, ^^46,208 ; apparel and
textiles, ;^4i7,758 ; arms, ammunition, and explosives,
;^83,554 ; brushware, ;^i8,288 ; cement, ;^4i,892 ; china-
ware, &c., :^7i,932 ; cocoa and chocolate, ;^22,892 ;
cutlery, ;^i4,562 ; drugs and chemicals, ;^i40,684 ; furni-
ture, ;^'63,2 26 ; glass and glassware, ;^ 109,624 ; hops,
;^io,2io ; india-rubber manufactures, ;^33,o58 ; musical
instruments, ;^2 26,754 ; iron and steel, ;^8 1,083 J jewel-
lery, ;^33,897 ; lamps and lampware, ;^33,o72 ; leather
and leather manufactures, ;^29,655 ; machines and
machinery, ;^202,5i7 ; manures, ;^3 2,990 ; matches and
vestas, ;£40,335 ; metal manufactures, ^£^562, 3 24 ; paper,
^209,953 ; railway material, ;^30,52i ; spirits, ^^57,121 ;
stationery, X43,io6 ; tobacco, ;^'48,7i2.

The imports from Germany, as stated in the foregoing
list, include considerable amounts of the produce and
manufacture of other countries, but, on the other hand,
still larger amounts of German goods are received into
the Commonwealth from other countries.

Italy. — Apparel and textiles, ;^39,258 ; fruits, ;^3 1,083 5
matches and vestas, ;^i 7,901 ; marble, ;^i4,569 ; sulphur,

Japan. — Apparel and textiles, ^^224,255 ; bags, baskets,
&c., ^12,544; chinaware and earthenware, i, 10,55 1 ;

22 TRADE OF AUSTRALASIA.

fancy goods, ;£i 1,147 ; funiiture, ;^>3,9i9 ; rice, £32,140 ;
oils, ;^ii,i76; sulphur, ;^45,575.

Netherlands. — Apparel and textiles, ;^ 10,000 ; cocoa
and chocolate, £22,307 ; cameos and precious stones,
£16,847; manures, £12,116; spirits, £54,323. The
value of the imports of Netherlands manufacture from
all countries of cocoa and chocolate, amounted to
£45*854, and of spirits, to £99,768.

Norway. — Fish, preserved, £9,830 ; milk, preserved,
£8,459 ; timber, £280,535. The value of the total
imports from all countries of preserved milk of Nor-
wegian origin amounted to £76,587, and of preserved
fish, to £22,082.

Sivitzei-land. — Apparel and textiles, £22,822; milk,
£2,299. The value of imports recorded as direct from
Switzerland amounts to only 5*70 per cent, of the value
of the total imports of the produce of that country. The
principal articles of Swiss production imported were : —
Apparel and textiles, £304,052 ; cocoa and chocolate,
£23,895 ; milk, £80,655 ; cigars, £12,370 ; watches and
clocks, £40,338.

United States of America. — Apparel and textiles,
£164,266 ; arms, ammunition, and explosives, £112,094 '■>
boots and shoes, £42,895 ; clocks and watches, £36,471 ;
drugs and chemicals, £65,801 ; fish, preserved,
£104,013 ; furniture, £46,583 ; agricultural implements
and machinery, £182,264 5 scientific instruments,
£45,156 ; iron and steel, £106,949 ; leather and leather
manufactures, £84,291 ; machines and machinery,
£392,057 ; machine tools, £52,216 ; manufactures of
metals, £408,462 ; oils, kerosene, £369,924 ; oils, other,
£129,631 ; paper, £250,276 ; railway material, £74,548 ;
resin, £44,604 ; timber, £606,693 '> tobacco, £312,266 ;
tools of trade, £140,480 ; turpentine, £59,268 ; vehicles,
bicycles, motors, &c., £73,515 ; ^^^x, paraffin, £35.317 ;
wicker and wood manufactures, £56,714.

In addition to the direct imports from the United
States, which include Canadian goods to the value of
£15,000, United States goods to the value of at least
£1,000,000 were received through other countries. The
greater part of this indirect trade from the United States

AUSTRALIAN IMPORT TRADE. 23

is received through the United Kingdom, and the prin-
cipal articles thus received are : apparel and textiles,
boots and shoes, leather, machines and machinery, and
tobacco.

I am aware that foreign countries supply Australia British

with quantities of goods, such as timber, kerosene, tea, ^lanufac-

T b » , , ■ 1 tures ousted.

tobacco, and spices, which are not produced m the

United Kingdom, and cannot be profitably distributed
from this point ; but the outstanding feature of an
examination of Australia's import trade is the alarming
growth of the business of foreign countries in supplying
those articles of which, a few years ago, we were the
premier producers.

The other reasons why foreign manufacturers are Low Ship-
able to underquote British manufacturers in our Austra- pirij? Rates

^ . -11 ^"<^ Kaw

lian market are, that direct shippmg services have been Materials.

established with foreign countries, who generally carry
foreign goods at lower rates than British Shipping
Companies carry British goods, and that, following
the development of manufacturing industries in foreign
countries, and the establishment of those cheap shipping
facilities, the markets for raw materials are being diverted
to those countries. Where a few years ago Great Britain
was the market for Europe for the principal raw materials,
foreign countries now import direct, and, by carrying
at lower rates, give their manufacturers an advantage in
price in such raw materials.

The difference in charges for oversea carriage to High Rates
Australia on British, as compared with foreign goods, "" British
is an important factor. There is no doubt that it has
been the direct cause of diverting trade in many lines.
The subject is specially dealt with in a separate section
of this Report.

In another respect British manufacturers have been Lack of
at a disadvantage with those of foreign countries. The {^^^^^i^j^
latter have had energetic consuls, stationed in the
leading commercial centres throughout the Common-
wealth, who have kept them advised of all new contracts
about to be placed by Government Departments and
Municipal Bodies, besides, informing them of open-
ings for trade that exist in the various States from
time to time, and the methods that should be adopted

TRADE OF AUSTRALASIA.

to fill them. Our manufacturers have had no such facili-
ties, though some are now being established.

There are, of course, other minor reasons for the
growth of foreign trade in Australia, and I have en-
deavoured to detail them as completely as possible in
other Sections of this Report.

Growing
Market.

Trade per
Head.

Imports and
Exports.

0ver=5eas Trade of New Zealand.

Both as a market for British goods, and a source of
food supplies and raw materials. New Zealand is of
rapidly growing importance to the United Kingdom.

Her population, which now exceeds one million,
is steadily growing, and it is testimony of the progress
and fertility of the country that the total trade per
head of the population (excluding Maoris) should have
grown from ^25 os. iid. in 1897 ^^ £¥^ ^3^- 3^' P^*"
head in 1907.

In corresponding years the imports per head have
increased from _^ii 3s. 3d. to ;^i8 i6s. 6d., and the
exports from £12, 17s. 8d. to ^21 i6s. 9d. The total
exports and imports for the past ten years are given
in the following table, which also shows a large excess
of exports over imports : —

Ten Years' Trade of New

Zealand, 1897-1907.

Year.

Total
Trade.

Imports.

Exports.

Imports

(excluding

Specie).

Exports
(excluding
Specie).

Excess of

Exports over

Imports

(excluding

Specie).

1897 -

18,072,216

8,055,223

10,016,993

£
7,994,201

£
9,741,222

£
1,747,021

1898 -

18,748,555

8,230,600

10,517,955

8.211,409

10.449,838

2,238,429

1899 -

20,677,968

8,739,633

11.938,335

8,613,656

11,923.422

3.309.766

1900 -

23.892,257

10,646,096

13,246,161

10,207,326

13.223.258

3,015,932

1901 -

24,699,339

11.817,915

12,881.424

11,353,416

12.869.810

1,516.394

1902 -

24,971,700

11,326,723

13,644,977

10,958,038

13.635,459

2,677,421

1903 -

27,799,053

12,788.675

15,010,378

12,075,959

14,971,926

2.895.967

1904 -

28,040,042

13,291,694

14,748,348

12,900.030

14.738.750

1,838,720

1905 -

28,484,804

12,828,857

15,655.947

12,481,178

15.642,069

3,160,891

1906 -

33,306.540

15,211,403

18.095,137

14,303,170

17,992.480

3.689,310

1907 -

37,371.818

17,302,861

20,068.957

16,539,707

20,061.641

3,521,934

OVERSEAS TRADE OF NEW ZEALAND. 25

It will be seen from the above table that New
Zealand has doubled her trade in the past ten years,
the imports and exports growing in approximate pro-
portions.

In 1907 the United Kingdom imported produce Britain's
and raw materials to the value of over ;^ 16,000,000 '=>"^''e.
out of ;^2o,o68,957. But what proportion of New-
Zealand's import trade falls to our share ? This is
a very debatable question, and one can only form an
estimate from conversations with leading importers in
the Dominion, and impressions gained from examina-
tions of their stocks and those of retail establishments.
Neither the Board of Trade figures nor those of the
Customs Department of New Zealand give an approxi-
mate indication of the extent of foreign competition.
The records collected in the Dominion do not profess
to indicate the " country of origin," and there is no
system of collecting figures at home that will enable
us to gauge it.

It is to be regretted that New Zealand statistics Foreign

have been quoted so widely in recent years by our ^onipetition

_ , . „ , ■',, -^ , . . . extremely

own Board of Trade as well as many authorities in severe.

order to indicate the state of foreign competition with
this Colony. For an impression has gained general
currency that in no part of the Empire was British
trade more firmly established than in New Zealand.
As a matter of fact, competition is just as keen in
that market as in Australia or South Africa, and the
trade of Germany and America is growing there quite
as rapidly. In many classes of cottons, velvets, velve-
teens, electrical machinery and appliances, agricultural
tools and implements, drugs and chemicals, pianos and
other musical instruments, furniture, glass, enamelled
ware and fancy goods, tools of trade and hardware,
and in many other important lines, in my opinion
foreign countries hold the larger share of the trade.

According to New Zealand Customs' figures, which Estimate of
are quoted by our Board of Trade, of the total imports ^°'^^'^"
for 1907 of ;^i 7,302,861 the United Kingdom contri-
buted ;^io,278,oi9, British Colonies and Possessions
;^4, 664,164, and Foreign States ;^"'2, 360,678. I think
I should be well within the mark (and 1 write after

TRADE OF AUSTRALASIA.

Foreign
Goods as
British.

Foreign
Manufac-
turers and
the Prefer-

consultation with some of the largest importing houses in
the Dominion), in placing the foreign share of the import
trade at between six and seven million pounds sterling.

As I have said, New Zealand does not attempt to
distinguish between " country of origin " and ** country
of shipment," Then, there is no direct steam shipping
between the Continent of Europe and New Zealand,
and so goods are forwarded via British ports, or carried
by German or French vessels to Australia and trans-
shipped to the Dominion. It will, therefore, be seen
that where no attempt to distinguish "country of
origin " is made, the trade under these conditions
must largely appear as British. Even in the case of
goods imported into New Zealand and claiming the
preference, and in respect to which a certificate of
origin has to be made out, a substantial portion are
undoubtedly of foreign manufacture. In the case of
New Zealand, South Africa, and Canada, the propor-
tion of United Kingdom labour that has to be spent
on goods to entitle them to preferential treatment is
25 per cent., and this is by no means high enough to
ensure that only British goods shall take advantage
of the preferred rate. The proportion ought to be
raised to at least 50 per cent,, or any less proportion
in cases w^here the whole of the labour entailed in the
manufacture is British.

It is a known practice for agents of foreign houses
to establish themselves in Great Britain, and, from
here, to work the Colonial markets. They take offices
and small workshops, and have their goods consigned
to them them here, and as, for instance, in the case of
machinery, have the separate parts of the goods delivered
to them, and in this way reduce the freight bill to a
minimum. These parts are then assembled, possibly
slightly adapted for Colonial trade, named and painted,
and they go forth to Colonial markets as British goods
on which 25 per cent, of their value has been spent
in labour in the United Kingdom. This practice of
foreign manufacturers in working the Colonies in this
way from Great Britain is also encouraged by the fact
that the principal shipping services run from this
country to New' Zealand.

SHIPPING PRDZEX Ml'TTOX AT PORT CHALMERS FOR LOXDON.

I.OAniNG HKMP AT AlCKLAXD FOR SAX FRAXCISCO.

SHIPPING NEW ZEALAND PRODUCTS.

OVER-SEAS TRADE OF NEW ZEALAND. 27

The principal reasons for the growth of foreign Foreign

trade with New Zealand are not want of enterprise, ;,^^^^

, ... , , , ... ^ , . . Underquote,

want of adaptabihty, but the abihty of the foreign

manufacturer to underquote those of our own country,

and give quicker dehveries, due to his being better

placed for economical production, and facilities to

enable him to get his goods to market more cheaply

than we can, both which subjects are dealt with in

other portions of this Report. There are, of course,

individual cases of want of enterprise, and so forth,

and 1 have not hesitated to speak plainly about them

in a later portion of this work.

One often sees the statement that foreign countries British

are supplying New Zealand with goods, which for Goods Dis-

climatic and other reasons the United Kingdom cannot

produce, such as oils, fruits, timber, tobacco, &c. If

such goods formed the bulk of the trade, we could not

reasonably complain, but the fact is that the rapid

growth of foreign trade is taking place in goods in

the manufacture of which we were supreme a few

years ago. I have already indicated a few lines of

trade in which we are being rapidly displaced, a list

to which many more items might be added. In my

detailed statement in the following pages I indicate more

fully the state of competition in individual items of

trade.

The Shipping: Question.

Ip- there is one charge against the British manu- The Manu-
facturer of " want of enterprise," to which he can offer facturer and
no real defence, it is in respect to his treatment of Comhdons
shipping matters in recent years. He has utterly failed
to appreciate the fact that his goods are always at a
disadvantage with those of his competitors if they have
to carry higher freight charges. The result has been
a perfectly natural one, namely, loss of trade, through
excessive freight charges and onerous shipping con-
ditions. He is also now beginning to find out that
his export trade to Australasia is entirely in the hands
of a " ring," who can dictate to him any terms they

28 TRADE OF AUSTRALASIA.

choose, while he is powerless to resist. He discovers
that he has been building up a monopoly of the worst
kind, and more than that, he has, under the name of
" deferred rebates," parted with his gold, which is held
by the astute shipowner as " good conduct money " —
liable to forfeiture if the latter's game is not played
properly. The position would be decidedly humorous
if such grave issues were not involved.
An Immense As readers are aware, Australasia produces immense

Trade. quantities of raw materials and food stuffs, which,

owing to lack of population and of large local mar-
kets, she is unable either to consume or manu-
facture. Of these products some ;^6o,ooo,ooo worth
are sent to Great Britain and the Continent every
year, while Australasia imports from Europe no less
than ;^8o,ooo,ooo worth of goods annually. This trade
represents a very large tonnage, and many of those
interested directly or indirectly in the commerce of
the Empire will be equally astonished with the manu-
facturer to learn how completely the whole of this
trade is in the hands of two gigantic " rings " or
" conferences."
In the Hands These conferences, which work together, consist of
of " Rings." ^11 w^Q British, German, and French Steamship Com-
panies having regular services to Australia, and have
for their object the absolute prevention of competition,
with the consequent power to impose any rates of
freight and conditions which they think proper. It will
readily be understood that a monopoly so complete
and absolute does not hesitate to exercise the power
it possesses, and the result is that to-day freights are
excessive, conditions on the shipper most onerous, and
the service taken as a whole by no means fast or
efficient. To comply with the terms of a mail contract
with the Commonwealth Government, some fine vessels
are now being built, which will considerably improve
the Australian service.
The " Defer- The conference maintains its monopoly through

red Rebate what is known as the " deferred rebate " system, which
works in this way. Shippers of goods at the time of
shipment are charged an additional lo per cent, on
the freight rate, which amount is returned by the

THE SHIPPING QUESTION. 29

shipping companies at the end of from six to twelve
months, providing that the shipper has not, meanwhile,
sent goods by any line outside the ring. The shipment
of a single package by any outside vessel entails the
forfeiture of all rebates in the hands of the conference
at that time, and such rebates in the cases of the
principal shippers to Australia and New Zealand amount
to considerable sums of money. In addition to this
deferred rebate there is a further rebate or primage in
respect to steamer freight given by the conference to
merchants and shippers, and from enquiries which I
made I find that in a number of cases neither the
buyer in Australia nor the manufacturer at home gets
any of those rebates. That, however, is principally
the fault of the buyer and manufacturer. It will be
seen, therefore, that the merchant and shipper directly
benefit by the rebate system, a point which it is well
to bear in mind in view of certain statements which
have been made by the shipping companies, to which
reference will be made in a later part of this section.

With the whole of the Australian trade tied up in Competition
the way referred to, it will be obvious that it is eliminated,
practically impossible for any outside shipping companies
to enter the trade with any prospect of getting regular
freight. Firms who have business to give are tied
hand and foot, by having deposited in the hands of
the ring, in the form of deferred rebates, large sums of
money liable to forfeiture should they patronise a
" tramp " steamer or outside line. Hence it is that
a monopoly is maintained, concerning which there
exists no power of supervision or restriction.

The proportional growth of German and American " Rings "

trade as compared with British trade in recent years ^r^courage

. . rorei"'n

has been most striking, and the evidence which I have Trade.

collected and which is dealt with in various sections

shows that this is largely due to the excessive charges

and arbitrary conditions of the shipping conference.

The difference in rates from Germany or America to

Australia as compared with those from Great Britain

to Australia is in many lines a profit in itself. On

one class of goods I found a difference of £2 per

ton. This was, I admit, exceptional, but it must be

TRADE OF AUSTRALASIA.

The Bill of
Ladincf.

The irrespon-
sible Ship-
owner.

Unfair

Classification
and Restric-
tions.

Penalising

British

Trade.

remembered that on many lines of goods one-third of
this sum will decide the Australian buyer to place his
order outside of Great Britain — other conditions being
equal.

Other points equally destructive of British trade are
the conditions in the bill of lading of British goods,
conditions which have been protested against by
Australian buyers on several occasions. The British
manufacturer is compelled to ship his goods on a bill
of lading which is considered to be most inequitable,
and in this respect also our principal foreign competitors
enjoy advantages over manufacturers of our own country.
In the United States steamship companies are treated as
common carriers and are held responsible for any
damage they might do to goods entrusted to them for
carriage. The shipping companies are paid not merely
to carry freight but to carry it safely, and — without
asking to be put on the same footing as American
competitors — it surely is not unreasonable for the British
manufacturer to demand that " reasonable care " shall be
exercised. I had placed before me numerous instances
of heavy breakages of British goods during transit.
How much of this is due to " bad packing " and how
much to careless conduct of shipping companies who
have no legal responsibility it is difficult to estimate.
But what we do know is that it is the British manufac-
turer's business that suffers in consequence of breakages,
although he may be covered by insurance.

Then the British companies classify their goods in
such a way as to bring more under the higher rates of
freight than should be the case, and they impose restric-
tions in regard to length and weight of individual
packages which do not obtain to the same degree in
foreign shipping companies.

An equally serious effect, however, which this unre-
stricted monopoly is having on British trade is in
another direction altogether. Not content with extorting
high rates on British goods, ring steamers directly
penalise the British manufacturer by carrying American
and German goods at considerably lower rates than
British goods. For instance, I found at the time of my
visit to Australia that a 30 per cent, less rate could be

THE SHIPPING QUESTION. 31

obtained from New York to Australia via Liverpool in
British steamers, than could be obtained in the same
vessels from Liverpool to Australia direct, and that
German goods were being carried in "ring" steamers
at equally low rates. Herein we perceive the methods
of the worst form of monopoly. Having succeeded in
securely tying up British trade in such a way as to be
able to charge what rates and make such conditions it
chooses, the conference uses its power to try to kill
opposition in the direct trade between America and
Australia, and with such success that large American
cargoes have continually been sent across the Atlantic
and transhipped at Liverpool for Australia. In other
words, the " ring " has been using the position it has
secured — a position built up by the money of British
traders and Australian buyers — to exploit the foreign
shipping market by offering its surplus carrying space
to foreign manufacturers at merely nominal rates. As \'alue of
far as can be judged, the excessive freight rates imposed I reference
on British traders and the low rates given to foreign
competitors more than equal in effect the preference
given to Great Britain in the new Australian tariff.

This deferred rebate system, which it must be said Origin of
is now a perfectly open one, sprang from secret agree- r>^i^^[^
ments which used to exist between the large shipper and
the shipowner under which the shipper obtained specially
low freight rates in consideration for his shipping only
by the steamers of the said shipowner. As competition
between steamship companies grew and working arrange-
ments were made between lines engaged in a particular
trade, the secret differential rate agreement had to be
abolished, and there was substituted in its place the open
deferred rebate system, which now exists in Australian,
New Zealand, South African, and other trades, and
which, while being, of course, commonly understood by
merchants and shippers, is not so familiar to many
buyers in Colonial markets or manufacturers at home.

It is claimed for the deferred rebate system that it Alleged

enables the shippintj companies to provide line> of Acivantages
• , , -,- ,,.-.• .1 f^f Deferred

steamers with regular saihngs, and that it gives the Rebates.

Colonial importing house stability in rates — a decided

advantage in the conduct of his business. Both these

32 TRADE OF AUSTRALASIA.

points, which the system undoubtedly does achieve,
would be excellent in their way if the manufacturer and
the buyer had a voice in fixing the dates of sailing, the
rates of freight, the accommodation and speed which
should be provided, and the general conditions of trans-
port. It would not be to the advantage of any trade
depending on regular sailings of steamers to permit
tramp steamers to cut in and unsettle rates from time
to time, but, as everyone knows, there is no such danger
in the Australian trade. The distances are so long as to
absolutely prevent any undercutting by tramp steamers
or regular competitive lines except, perhaps, for the
shortest periods. Any serious competition with existing
companies would need a very large amount of capital,
and could not be carried on except for a very short time
unless moderate freight rates prevailed. If the deferred
rebate system, therefore, did not exist, rates would be
bound to become stationary in a short time at a figure
which would give a reasonable profit to the shipping
companies and enable the Australian buyer and con-
sumer and the British manufacturer to have, in addition
to the benefits of limited competition, some control
over the transport branches of their own businesses.
The British Statements have been made by some of the shipping

Manufacturer companies that before rates have been altered or con-
ditions or classifications revised, the Australian trade has
been consulted and their views taken into consideration.
What has actually happened is that in one or two
instances the home merchant shipping houses have been
consulted, but neither the buyers in Australia, nor the
makers of goods in Great Britain have ever had any
voice in the fixing of rates or conditions. The mer-
chants, in many cases, act as buying agents for Australian
firms, and in that way are claimed by the shipping
companies to represent Australian opinion on the subject.
The fact, however, that such agents benefit directly by
the transactions of the Ring, and by the continuance of
the present conditions is evidence in itself of the par-
tiality of any views that they might express. Even if
they did fully and authoritatively represent Australian
opinion on the subject, it should be remembered that
that would be no guarantee that purely British trade

ignored.

THE SHIPPING QUESTION. 33

interests would he safeguarded, since the merchant can
and does buy freely in foreign markets for export to
the Colonies, and where there is a distinct advantage in
freight rates by buying abroad, as a matter of business
he will do it.

That this has been the effect of the position in the Views of a
Australian shipping trade the following statement handed Chamber of
to me by a leading Australian Chamber of Commerce
clearly shows : —

" Considerable injury has been done to British trade with the
Australian States by reason of the higher freights demanded
by the Shipping Conference as compared with freights obtain-
able from New York, and that this is largely accountable for
the increase in the importation of American goods."

Here is an extract from a statement made to me by Cheaper

a leading South Australian importing house : — American

. . Freights.

" The higher rates of freight charged from England to

Australia than from America to Australia place British goods at

a disadvantage. We often receive goods both from New York

and Liverpool by the same White Star vessel, American goods

paying, say, 32s. 6d. per ton, and English 45s. or 47s. 6d."

Another large buyer in South Australia writes : — More

" One of the effects of the Shipping Ring is that it is possible Evidence,
to get merchandise all the way from America via Liverpool at a
lower rate of freight than for goods shipped in England from
Liverpool."

A Sydney House writes : — Effect on

"We have recently imported from Great Britain a boiler, Engineering
steam engine and steam generating set, and you will see from the rades.
enclosed freight notes that the rates work out at between 60s.
and 70s. per ton weight. We can import similar machinery from
America at 35s. per ton weight."

One of the leading importing houses in Sydney Low Ameri-
writing to me on the subject of freights states that from ^^ ^^^^^
time to time they are able to get extremely low rates from Trade.
America and Germany, but are never able to get a low
rate from Great Britain, They say : —

" At times freights as low as 5s. have been obtained. These
have ceased for some time, but during their existence very large
quantities of goods were imported. Everyone admits the value
of a steady rate of freight in any trade, but when the rate is
consistent at a high level only from Great Britain the advantage
of the rebate system ceases to exist except to benefit shipping
owners. Extremely low rates are obtainable from time to time
from Germany, Belgium, France and America, and AustraUan
merchants immediately take advantage of them to fill up their
stocks."

TRADE OF AUSTRALASIA.

Effect on
British
Furniture
Trade.

Lower

German
Rates.

A large firm of importers of office furniture and
supplies in New Zealand writes : —

" At the present moment we are importing from New York vici
London at the rate of 37s. 6d., where from London we should
have to pay, we beheve, practically, 60s."

The lower rates obtainable by German vessels (in the
" Ring ") from German ports is also responsible for loss
of trade to Great Britain. A firm of general importers
in Western Australia writes testifying to the lower rates
prevailing from German ports. They find it cheaper in
many instances to have goods forwarded to a German
port, transhipped there and sent out in German vessels
rather than brought from England direct in British
vessels. An extract from their letter reads : —

" Freights by German steamers are, as a rule, lower than the
British. As an instance I may mention that quite recently I pur-
chased a parcel of Middlesbrough pig iron, which was carried at
23s. 6d. per ton to Fremantle by a German steamer, and this
included freight across to Hamburg or Bremen, and transhipment
there."

I find that German firms are making headway in the
New Zealand market in drugs and chemicals through the
lower rates which are obtainable from German ports.
An importing firm states : —

" Goods are shipped from Hamburg at 46s. 6d. per ton, whereas
goods from England in the same bottom have to pay 60s."

An importer in Wellington states : —

" We can get glass ware and enamelled ware from Germany from
10s. to 15s. per ton cheaper than from England."

Another importing house affirms that " the trade in
pianos has been diverted entirely to Germany through
high freight charges from Great Britain."

A leading Melbourne house complains bitterly of
the difference of freight rates from Germany and Great
Britain respectively. They state : —

" We can get German-made electric lamps delivered here for
32s. per ton, and tlie last consignment of English lamps cost us
60s. per ton. It enables us to quote lower prices for the German
goods, since lamps bulk largely, and so freight is an important
item."

Effect on the An English glass manufacturer writes me that he is

Glass Trade, losing a large amount of trade in Australia and New

Zealand through the difference in freight rates from

Encourages
German
Drug and
Chemical
Trades.

Effect on
Glass and
Enamelled
Ware,

— and Piano
Trades.

Encouraging
Electrical
Goods Trade.

THE SHIPPING QUESTION. 35

German and English ports respectively. He has per-
sonally investigated the matter and had identical packages
sent from Hamburg via London and from London
direct, and the difference in rates is a profit in itself.

A leading Sydney house writes : — More Testi-

" If we buy in Sydney from a German manufacturer through ^

their agent, he invariably lands the goods in our warehouse at
a far cheaper rate of freight than we can from Great Britain.
How this is done, we know not, but are given to understand
that a paternal Government assists German manufacturers to
capture the Britishers' trade."

I have picked out a few at random from the many
communications received on the subject from leading
Australian and New Zealand buyers. I could reproduce
another score if it were necessary, but the position is so
generally known in Australasia that it would be a matter
of supererogation.

These are, in a few words, some of the effects on aj^ainst
British trade of the methods of the London-Australian [^|^.*^°.^s ^^
and London-New Zealand Shipping Conferences. The " Riims."
high freight rates on British goods are, without doubt,
driving Australasian trade into foreign channels.

This shipping question is one of vital interest to A Question
manufacturers, and the time has come when they must, ^^^ Manu-
if they are to retain their position in export markets,
interest themselves directly in freight matters, instead
of leaving them as heretofore to merchants and shipping
agents. The Australian Merchants' Association in London
and the Australian section of the London Chamber of
Commerce have officially, through their representative,
approved, as a whole, the present British shipping
conditions with the Australasian market, and in par-
ticular of the deferred rebate system, when at the same
time German and American goods are carried (and
for longer distances) at lower rates with a consequent
loss of British trade.

If the merchant is satisfied with present conditions Merchants
it shows that his interests in these matters are widely support
divergent from those of British manufacturers, and it Method
only remains for manufacturers to take up the question
themselves in their own interests and to follow the
practice of German and American (as well as some

C 2

36 TRADE OF AUSTRALASIA.

of the larger English firms) and conduct their own
shipping arrangements, and by bringing themselves
into direct contact with shipowners and shipping
conditions find a solution to the present deplorable
condition of things.

I have pointed out in another section {see " The
Merchant and Colonial Trade ") that it is absolutely
necessary to the progress of British trade that a system
of through bookings should be established. This is a
matter that demands urgent attention.

Australasian I am glad to be able to state that the Australian

Governments ^^^ ^^^ Zealand Governments are fully alive to the

recognise the . -^

Evil gravity of the position and may be depended upon

to co-operate in remedying an evil that seriously

threatens their own interests as well as those of

British trade.

General No clearly defined classification exists for the

Intormation. different lines of cargo from London, such as holds

good in the South African trade. Rough deadweight,

such as Pig Iron and Bar Iron, is carried by steamer

at 25s. per ton deadweight. Other deadweight cargo,

and also measurement, is carried at varying rates

from 30s. to 70s. per ton of 20 cwts. or 40 cubic

Rates from feet, according to the class of goods. Deck cargo is

carried at shippers' risk, at up to iios. per ton, and

explosives at 105s. In round figures, freights may be

classed by steamer, as rough deadweight, 25s. to 30s.,

deadweight and measurement, 30s. to 45s., and fine cargo^

40s. to 60s.

The British The British Steamer Services are too well known

bervices. ^q ^.^^ fQj. .^-,y special mention here. The P. & O.

Company have a fortnightly passenger service working

alternately with a similar service of the Orient Royal

Mail line, calling at all the principal Australian ports

excepting Brisbane in some cases. Lund's Blue

Anchor, Federal-Houlder-Shire, Aberdeen, Shaw Savill

and Albion, and the White Star lines also have regular

sailings via South Africa to Australian ports, the two

latter also working via Hobart and New Zealand ports.

The Shaw Savill and Albion and the New Zealand

Shipping Company's steamers make their homeward

Great
Britain.

THE SHIPPING QUESTION. 37

voyage vi/l Monte Video or Rio de Janeiro, Teneriffe

and London.

The freighting of cargo from the United Kingdom The Fre-

to Fremantle is handled mainly by the West Australian "?^",

■^ -^ 1 rade.

Shipping Association, Limited, a local registered com-
pany, in which most of the leading merchants are
interested. The sailer trade from home has now practi-
cally disappeared, but occasionally a steamer is loaded
from United Kingdom ports to Fremantle by firms
outside of the Shipping Association. These boats, how-
ever, carry special cargo, such as fertilisers, coke, and
pig iron.

The Australian coastal shipping trade between Australian

Fremantle and the Eastern States is entirely in the ~P^^}

. 1 racle.

hands of six Australian companies, and is run strictly

on the 10 per cent, rebate system. Probably the bulk

of the cargo carried consists of Australian produce,

the freights on which are, Adelaide 17s. 6d., Melbourne

22s. 6d., and Sydney 25s. to Fremantle. The interstate

companies, however, do not claim to pay freight rebates

but what they term bonuses, and they w^ill sign no

agreement. A good deal of friction has taken place

in this connection during the last few years, but there

has been little competition on the part of outside

steamers.

The New York to Fremantle freighting is handled New York
partly by those interested in the West Australian Shipping ^I'^^e.
Association, Limited, and partly by an outside line.
In the New York trade the indent merchants from the
United States are either interested in the two different
shipping connections, or find it advisable to avoid
committing themselves definitely to one or another.

The Calcutta-Australian trade is carried on by the Calcutta-
British India Steam Navigation Co., Limited, and the :^"stralian

* ' ' Trade,

steamers of Archibald Currie & Co., who work together,

and there is a strict " ring " which binds Calcutta
shippers there to forward goods only by one or other
of these two lines. There is no outside competition,
and it is typical of "ring" methods that freights to
Fremantle are charged at 5s. per ton above Adelaide,
Melbourne and Sydney rates, although the steamers call
first at Fremantle, and then proceed to the Eastern States.

TRADE OF AUSTRALASIA.

Queensland
Trade.

Singapore-
Australian
Trade.

The German

Australian

Trade.

The French

Australian

Trade.

Japanese
Line.

China-
Australian
Trade.

A four-weekly service has also been arranged for
with the British India Company by the Government of
Queensland, via the northern route.

There is a fortnightly steamship service to Singapore
carried on by the vessels of the West Australian Steam
Navigation Co., Limited, and the Ocean Steamship Co.,
Limited. The freights are all quoted nett, as in the
case of Calcutta, and there is no competition, the only
other steamer on the north-west coast being one run
by the Adelaide Steamship Co., Limited, carrying mails,
and taking cargo at the same rates of freight as
the Singapore line.

The German Australian Steamship Company have
three lines trading with Australia as follows : — (i)
regular four-weekly service from Brisbane, Sydney,
Melbourne, Adelaide and Fremantle to Antwerp and
Hamburg {via Suez Canal) ; (2) regular three-weekly
service from Fremantle and Adelaide to Batavia,
Samarang, Sourabaya, Singapore, and Penang, thence
to Marseilles, Amsterdam and Hamburg {via Suez
Canal) ; (3) regular four-weekly service from Melbourne,
Sydney and Townsville, to Macassa, Sourabaya, Tjilatjap
and Padang {via Torres Straits), thence to Marseilles
(also The Havre every alternate steamer), Amsterdam,
and Hamburg {via Suez Canal). The North German
Lloyd have a regular four-weekly service of twin screw
mail steamers to the principal Australian ports which
they run via Suez Canal. They also have a regular
four-weekly service between Japan, China, Manila, and
Australia via New Guinea.

The Compagnie des Messageries Maritimes have a
regular four-weekly service of passenger steamers from
Marseilles to Australian ports.

A Japanese Line with first class passenger accom-
modation is running between Sydney, Brisbane and
Chinese and Japanese ports, with occasional cargo
steamers which include other Australian ports.

The States of New South Wales and Victoria have
recently contracted with the Eastern and Australian
Steamship Co. to subsidise a steamship service to run
every four weeks between Shanghai, Sydney, and
Melbourne.

THE SHIPPING QUESTION.

A monthly service is also maintained by the Union The All-Red
Steamship Company of New Zealand between Sydney, f^o"te.
Brisbane and Vancouver, and Auckland and Vancouver
via Fiji. At the time of writing this report I learn that
Dr. Coulter, Assistant Postmaster General of Canada, is
visiting Australia and New Zealand to confer with the
Governments of those countries on behalf of Canada
with a view to arriving at a definite understanding as
to the respective contributions of the Colonies to the
All-Red project. Dr. Coulter hopes to complete his
mission by the early part of next year, when it is
expected that Canada will be in a position to take the
initiative in a definite realisation of this long-talked-of
scheme.

The Union Steamship Company of New Zealand Union
also maintains an excellent service of fast steamers Steamship
between Wellington and Sydney and The Bluff Tasmania
and Melbourne as well as good services between New
Zealand ports.

Some more detailed information concerning the
Australian mail services is given in the following table
taken from the "Commonwealth Year Book, 1907": —

Services.

Description of Service.

Frequency of
Service.

Ports between which Service
is maintained.

I. To and from Europe via Suez —

(a) Peninsular and Oriental*

Fortnightly.

Adelaide, Fremantle and
London, vid Marseilles.

(6) Orient Pacific* -

Adelaide, Fremantle and
London, vid Naples.

Monthly.

New Caledonia and Mar-
seilles, vid Fremantle
and Adelaide.

{d) Norddeutscher Lloyd

Fremantle, Adelaide and
Bremen, vid Genoa.

2. To and from Europe, vid Van-

couver'f —

Canadian Australian Steam-

Sydney and Vancouver,

ship Company.

British Columbia, vid
Brisbane.

3. To and from New Zealand —

(a) Conjointly by Union

Weekly.

Sydney, Melbourne, Ho-

Steamship Company

bart, Bluil, Dunedin,

and Huddart Parker

Christchurch and Wel-

Proprietary.

lington.

(b) ,.

Sydney, Hobart, and
Auckland.

* Mails carried also to India vid Colombo.

t Carries also mails to Canada and the United States.

TRADE OF AUSTRALASIA.

Description of Service.

Frequency of
Service.

Ports between which Service
is maintained.

3. To and from New Zealand —

cont.

Fortnightly.

Hobart, Bluff, Dunedin,

Savill, and Albion Com-

and Wellington.

pany and New Zealand

Shipping Company.

(d) Other steamers -

Irregularly,

Sydney, Melbourne, and

when

Wellington.

convenient.

4. To and from Northern Ports

•

of Queensland —

(a) Australian United Steam

Weekly.

Brisbane, Gladstone,

Navigation Company.

Townsville, Cairns,
Mourilyan, Geraldton,
Port Douglas and
Cooktown.

(6) „

Once every

Brisbane, Normanton and

three weeks.

Burketown. via Tovvtis-
ville, Cooktown, and
Thursday Island.

Irregularly,

when
convenient.

Various.

5. To and from Ports in South

Australia —

(i) Northern Territory —

(a) The Eastern and Aus-

Irregularly.

To and from Adelaine,

traban, and the China

Melbourne and Sydney,

Navigation Com-

via North Queensland

panies.

ports extending to
China and Japan.

(b) Jolly and Company

Four times

Port Darwin and Victoria

a year.

R., calling half-yearly
at Roper River.

ic)

>»

Port Darwin and Boro-
loola.

id)

Every eight

Port Darwin and Wynd-

weeks.

ham.

(ii) To South Coast Ports —

(e) Gulf Steamship Com-

Weekly

Port Adelaide and Kings-

pany.

cote.

(/) » „

Twice a week

Port Adelaide and Edith-
burgh.

(£)

Port Adelaide and Stans-

bury.
Port Adelaide and Ar-

(h)

Weekly

drossan.

Port Adelaide and Port
Vincent.

(J) Adelaide Steamship

Port Adelaide and Port

Company.

Lincoln.

(k) Adelaide Steam Tug

As required

Landing and embarking

Company.

mails.

Port Pirie and Hummocks
Hill.

THE SHIPPIXG QUESTION.

Description of Service.

Frequency of
Service.

Ports between which Service
is maintained.

6. Western Australia —

(i) I.nter-State —

(a) By Peninsular and

Oriental and
Orient Lines.

(b) Adelaide Steam-

ship, the Aus-
tralian United
Steam Naviga-
tion, and the
Huddart, Parker
Lines.

times, Nord-

deutscher Lloyd,
the German and
Australian, and
the White Star
Lines.

(ii) To AND FROM PoRTS ON

North-West Coast —
(a) Adelaide Steam-
ship Company.
ib) „ „ -

lia and Ocean
Steamship
Companies.

(d) Australian Uni-

ted Steam Na-
vigation and
A d e 1 a i d e
Steamship
Companies.

(iii) To AND FROM PORTS ON

South Co.\st —

(a) Melbourne

Steamship
Company.

(b) „ •„ -

7. Tasmania —

(a) Union Steamship Com-
pany and Huddart
Parker Proprietary.

(b)

(d) Union Steamship Com-

pany.

(e) New Zealand Mail Ser-

vices, sec above, New
Zealand, 3 (a) and (6).

(/) To and from ports in
Western districts.

Weekly i Fremantle and Adelaide.

Conjointly
weekly.

Each
monthly.

Monthly

Once each

60 days.

Fortnightly

Irregularly

during the

cattle season.

Weekly

Fortnightly
Quarterly

Three times
a week.

Twice a

week.

Weekly

Fortnightly

Twice a
week.

Irregular

Fremantle, Albany, and
Adelaide.

Fremantle and Adelaide.

Fremantle and Derby.
Fremantle and Wyndham.
Fremantle and Broome.

Fremantle, Derby, and
Wyndham.

Albany and Esperance.

Albany and Israelite

Bay.
Albany and Eucla.

Melbourne and Launces-
ton.

Melbourne and Birnie.

Sydney and Hobart.

Sydney, Eden, Launces-
' ton, and Devonport.

Sydney, Melbourne, Ho-
bart, Bluff, Dunedin,
Christchurch, Welling-
ton, and Auckland.

Various.

TRADE OF AUSTRALASIA.

Description of Service.

Frequency of
Service.

Ports between which Service
is maintained.

To Eastern Ports —
(a) A. Currie and Company •

(6) China Navigation, East-
ern and Australian,
and Burns, Philp
Companies.

, South Africa —
White Star, Lund's, Currie's,
and other Companies.

Once every
five weeks.

About three
times a
month.

Irregularly

* Nfelbourne, Sourabaya,
Samarai, Batavia, and
Singapore.

Sydney to Hong Kong,
Manila, &c., via North
Queensland ports.

Various.

* Calling also irregularly at Sydney or Adelaide.

Conditions
Changing.

Exporter
and Ship-
owner.

The Merchant and Colonial Trade.

I CANNOT help thinking, as a result of my inquiries
and observations in Colonial markets, that the need of
the home merchant to Colonial trade is diminishing
year by year. In the past the conduct of export trade
has rested almost entirely with the merchant, but con-
ditions of commerce are rapidly changing in a direc-
tion which tends to place the manufacturer in more
direct touch with the consumer, and thus dispense
with the services of the middleman. This change is
being wrought not from any choice on the part of the
manufacturer, for he would prefer the old system, but
by the competition of foreign nations which has neces-
sitated a closer touch with markets, a personal contact
with and understanding of consumers' requirements,
and the elimination of every factor which will tend to
raise selling prices.

In the old days the manufacturer was compelled to
look to the merchant to find him markets beyond our
shores, for he it was, who, not only chartered and
fitted out ships, but in many cases owned them outright.
Not a parcel could be sent beyond our shores except
through the intermediary of the merchant, and he was
the individual who alone possessed knowledge of the
openings for trade in foreign parts and British Colonies
and " Plantations." Naturally the merchant had to be

THE MERCHANT AND COLONIAL TRADE. 43

paid for his services, not only for arranging transports,
finding markets, but for the more difficult and hazardous
work of financing each enterprise.

How different are the conditions of export trade
to-day ! Instead of the merchant having to find, charter,
fit and fill a vessel for export business, there are now
regular sailings of fast vessels to practically all parts of
the world, doing their work almost as regularly as it
is possible to do it by railway transport. Entirely
independent of the merchants, vessels steam alongside
our wharves at fixed times, and pick up any freight
whether consigned through a merchant, or forwarded
direct by the manufacturer, or any one else, for that
matter.

The steam ship and the telegraph have brought Effect of
the most distant parts of the world comparatively close ^*^^™ | 'I*
to us, with the result that Colonial markets are no 'oraph.
longer the special preserves of the merchant. The
manufacturer goes afield himself in search for trade,
and is often able to book orders and contracts in com-
petition with foreign rivals, which the home merchant
could not possibly obtain for him.

I do not wish it to be understood that I am Merchant a
depreciating the value of the merchant in modern r)unini'il»ir>g
commerce, for he is still indispensable to a large
volume of our export trade. He still, to a large
extent, controls the shipment of goods, and acts as
the intermediary in the matter of finance between the
actual buyer and seller. But, if we take note of the
methods of trade of modern commercial nations, we
must reach the conclusion that the home merchant is
a diminishing factor in export trade.

The new nations, who are our rivals in foreign Methods of
and Colonial markets, have adopted methods which Competitors,
we, if we are to retain our hold of our trade, must
also adopt. American and German firms in particular,
appoint their own representatives to ascertain openings
for trade, or book orders, or they open branch houses,
or appoint exclusive agents in the markets where the
goods are to be consumed. The advantages to the
manufacturer of this system of trading do not rely
so much on what can be saved of the profits of the

TRADE OF AUSTRALASIA.

Direct Toucli
necessary.

American
Methods.

Manufac-
turer and
Shipping.

merchant if he had been emplo3'ed, as on being able
to directly dealt with the market, to personally control
his own business, and to understand more thoroughly
what the needs and requirements of each market are.
The importance of this point cannot be over rated.

The time has come when the manufacturer must
lind out for himself what he can make to best
suit each market. Competition is too severe to
permit him to trust to the knowledge that might
filter through the merchant's ofHce, and after all, it
must be remembered, that under our present Free
Trade system, our home merchants can purchase as
readily in Continental or American markets, those
goods which more closely meet the requirements of
their customers, than do the English goods for the
time being ; and when we consider that the merchants
can often make a larger profit out of the foreign
manufacturer than the British manufacturer, there is
the temptation to let the latter shift for himself. This
has always been the danger of relying entirely on the
merchant without personally becoming acquainted with
overseas markets.

When I was in Melbourne recently there was
there a representative of a file manufacturing house,
lecturing to mechanics and others, on the advantages
of American files. There had previously been another
representative through that market lecturing on saws,
while yet another American representative of a large
electrical firm in the United States was lecturing to
students and others on tramway construction. This
is the class of missionary work which the merchant
has never been able to do on behalf of British manu-
facturers, but it is the kind of work that is becoming
increasingly necessary for the British manufacturer
himself to undertake.

As I have stated, the merchant at present largely
controls the shipment of goods to overseas markets
and naturally there exists the closest working arrange-
ments with the shipping companies. In the newer
commercial nations, such as Germany and America,
the home merchant does not play so important a part
in commerce. Their export business is being built up

THE MERCHANT AND COLONIAL TRADE. 45

as a result of direct contact with overseas markets,

and they facihtate this method of trading by arrangin;^

through bookings to Australasian ports. At the present

time a German or American firm will quote c.i.f.,

Australasian ports, while British firms will only quote

f.o.b., British ports. That is a very important point Through

in favour of our competitors, and I cannot too stronglv ^^of^^ings
- necessarv.

urge British manufacturers to press for the establishment

of through rates from the United Kingdom.

Attempts have been made to establish systems of
through bookings with the Colonies, but they have
been met with the opposition of the shipping com-
panies, as well as the home merchant and shipping
houses. I suppose it is only natural that such houses
should object to any proposal that would tend to
bring the manufacturer into direct touch with the
retailer and consumer in overseas markets and thus
deprive them to a large extent of their business. For
this same reason the shipowner objects to through
bookings, as the deferred rebate system can only be
successfully worked through the home merchant and
shipper.

To many branches of trade, and especially in dealing
with some classes of textiles, and in the smaller lines,
the services of the merchant are, of course, still indis-
pensable, but it is time we realised more fully that
the system of trading in Colonial markets of foreign
manufacturers gives them distinct advantages over those
British manufacturers who rely entirely on the home
merchant.

The Market and How to Work it.

To effectually cover the Australasian market various Points to
conditions have to be taken into consideration, and these Consider.
include, principally, the distribution and character of
the population, and the railway and shipping services
available.

The total population of Australia and New Zealand The Popu-
is now about 5,500,000. In Australia the people are to a lotion.

TRADE OF AUSTRALASIA.

Australia.

The States.

New Zea-
land.

Transport
Services.

remarkable extent congregated in the towns, the princi-
pal of which contain the following numbers : — Sydney,
538,800; Melbourne, 526,400; Adelaide, 175,641;
Brisbane, 132,468 ; Newcastle, 61,400 ; Perth, 53,800 ;
Ballarat, 48,565 ; Bendigo, 44,140 ; Hobart, 34,985 ;
Kalgoorlie and Boulder, 29,242 ; Broken Hill, 29,000 ;
Geelong, 27,416; Launceston, 21,520; and Fremantle,
20,979. There are nine other towns having populations
under 20,000 and over 10,000.

This concentration of population makes Australia a
comparatively easy market for British manufacturers to
work. Over 35 per cent, of the population is con-
gregated in six cities.

Nothing can be more eloquent of the natural
resources and fertility of Australia than that with the
small number of people outside of the cities she should
be able to produce goods for export to the value of
;^72, 000,000 in 1907.

It may be well here to take a glance at the popu-
lation of the various Australian States. In Western
Austraha there are approximately 261,746 people ; in
South Australia, 383,829 ; in Victoria, 1,231,940 ; in
New South Wales, 1,526,697 ; in Queensland, 535,113 ;
and in Tasmania, 180,156. It will be seen that the
bulk of the population is to be found in New South
Wales and Victoria, the two most highly developed
States of the Commonwealth.

In New Zealand quite a different condition of
population exists ; the people being more evenly dis-
tributed. Thus we find that there are the following
numbers in the principal towns : —

Auckland, 86,810 ; Christchurch, 70,313 ; Wellington,
67,535 ; Dunedin, 58,036 ; Invercargill, 12,507 ; Palmer-
ston N., 10,243 ; Napier, 9,454 ; Wanganui, 8,500 ;
Nelson, 8,164; and Timaru, 7,615; Gisborne, Petone,
Waihu, New Plymouth, Oamaru and Masterton have
over 5,000 each, and ten other towns have over 3,000.

With regard to the transport services particulars
relating to these will be found under the headings
Railways and Shipping, but I might mention a few
points here as to the position in regard to travelling and
transport facilities. All mail steamers from Europe at

A WIIKAT STACK <)!• IjO.OOO BAGS AT WALLAROO, SOfTII AL"STRALL\.

A CiLLMPSli UV I HE GREAT COAL LNDISTRV, NEWCASTLE, NEW SOITH WALES.

TWO NOTABLE AUSTRALIAN INDUSTRIES.

THE MARKET AND HOW TO WORK IT. 47

present call at Fremantle in Western Australia, but
Fremantle is a week distant by sea from Adelaide, the
capital of the adjoining State, and at present there is
no railway between them. In an Australasian business
policy, therefore, it will be necessary to treat Western
Australia as a separate country, just like one would
New Zealand. To hope to work Western Australia To work

from an office and warehouse in Melbourne, Sydney or , ''/^^,"

' ■' ■' Australia.

Adelaide would be more inconvenient than working

Canada from London.

Where manufacturers are considering the establish- J^ort

ment of offices and warehouses, I consider Melbourne, ,} l^ ^^ "^

Centre.
or for branch factories the neighbouring town of

Geelong, as the most suitable centres from which to

work South Australia, Victoria, New South Wales and

Tasmania (see map on p. 108). From these points the

South Island of New Zealand can also be conveniently

reached. Sites in Victoria also worth considering are

Ballarat and Seymour.

An alternative centre is Sydney, further distant from Sydney as a
Melbourne by about 580 miles, but enjoying as low ^<-'ntre.
freight rates as the former city. This is a more
convenient centre from which to work Queensland,
Wellington and the North Island of New Zealand
generally, as well as the numerous small markets for
cottons, prints, cutlery and fancy goods in the Pacific
Islands, to which regular sailings of trading vessels take
place from here.

Many firms have warehouses established at Sydney
from which they now work the New Zealand market,
but it is not a good plan where the trade is of any par-
ticular value, notwithstanding that there is an excellent
shipping service between this port and the principal
New Zealand ports. The rates of freight are com-
paratively high, as are the landing charges in Australian
and New Zealand ports.

It is advisable in all cases where possible to treat Work New
New Zealand as a separate market, with, say, Welling- Zealand
ton, as a distributing centre. If the trade is in "
agricultural machinery or specialities that will appeal
particularly to the farming population, Christchurch
or Timaru would possibly be more suitable as being

TRADE OF AUSTRALASIA.

Character
of the
Markets.

The High
Class Trade.

The Cheaper
Trade.

situated in the best farming district. Where business
will justify it, however, it is better to treat the North
and South Islands separately and to keep stocks at,
say, Wellington and Christchurch. For general classes
of goods, however, I do not hesitate to express the
opinion that Wellington is the most convenient centre
from which to work the New Zealand market, and par-
ticularly when a representative is employed to book
orders, and when only one stock can be held.

I might give a few points here in regard to the
general character of the markets. In Sydney and Mel-
bourne, and in a lesser degree in Adelaide, Perth, and
Brisbane, markets will be found for the highest class
of goods ; indeed, Australians are very extravagant in
the matter of wearing apparel, and the English visitor,
at first experience, is apt to gain the impression that
Australian women are " overdressed," but the free use
of silk and lace for morning street wear does not appear
so astonishing when one gains a glimpse of the domestic
features of Australian life as well as experience of
Australia's consistent and salubrious climate.

The prosperity of the country is reflected in the
demand which exists in these cities for the best classes
of goods. Besides the prosperous middlemen, manu-
facturers and professional classes to be found in these
cities, there is a large and wealthy class of squatter,
who looks for the best in food and wearing supplies,
and to an increasing extent includes in his requirements
such luxuries as the motor car and electric-lightmg
plant for his up-country house.

Then there is the kind of trade to suit the artisan,
and here a better class of goods is required than for
our own trade at home. The Australian workman as a
rule calls for a higher grade of goods than our own ;
his wages correspond with the prosperous condition of
affairs that prevails, and in making his purchases he
has developed a critical faculty which is foreign to our
people at home. An important item is, of course, that
large volume of trade which satisfies the requirements
of the man on the land, consisting chiefly of strong,
cheap, and serviceable goods — but always cheap. And
here the manufacturer has to deal with a special factor.

THE MARKET AND HOW TO WORK IT. 49

especially in Victoria, New South Wales and Queens-
land — namely, storekeepers' associations, through which
the up-country stores purchase large quantities of their
goods.

In New Zealand, it must be borne in mind that the The New-
class of trade is very different in almost every line, vf^^lf"^
excepting in engineering and machinery. The climate
instead of being semi-tropical as in Australia, is more
like our own, and the classes of goods one finds in New
Zealand warehouses are very similar to those offered
for sale in English country towns. The population is
more largely farming than in Australia, the total num-
ber of factory hands in 1907 numbering only 18,000,
which, with their dependents, would form only a small
proportion of the total population of over a million.
Here the requirements are largely for the farmer and
settler class.

In Australia and New Zealand, Government depart- Purchases of
ments, harbour authorities, and public bodies, are very Government
large purchasers of machinery, material and supplies, Bodies^ ^^
and it may be of service to give a few notes on the
methods of purchasing which these buyers adopt.

The West Australian Government calls for tenders Methods of
for public works in their Government Gazette and also West
advertises in the local daily press. In the case of large -^^^^^"^^
works the leading papers in other States also receive
advertisements calling for prices. It will be seen, there-
fore, that it is necessary for British firms to have either
a branch house, a special representative or resident
agent in Western Australia, in order to do business
with the various Government departments. In the case
of large orders for special machinery, locomotives, rails,
&c., the Agent-General of the State in London either
advertises for tenders, calls for prices privately or places
orders with selected firms, according to the urgency and
character of requirements. Tenders for the leading store
lines required by the various departments are called
for locally once in two years and, under the form of
contract, merchants are bound to supply the quantity
for which they tender, and if called upon to do so, up
to 25 per cent, in excess, but, on the other hand, the
Government are not bound to take delivery of any

TRADE OF AUSTRALASIA,

South

Australian

Conditions.

Similar
Practice in
other States.

supplies whatever, which is an arbitrary condition of
affairs against which the Fremantle and Perth Chambers
of Commerce have for some time protested.

In South Australia the conditions under which
Government contracts are placed and the method
adopted of inviting tenders are very similar for all
contracts of any magnitude. Public tenders are invited
by advertisement in the Government Gazette and in the
public press. Sufficient time is given intending tenderers
— except in very urgent cases — to allow specifications
and drawings being forwarded to Europe and for a
reply to be received in time for tendering. Government
Constructing Departments in some cases tender in the
ordinary way for some works, and are treated as ordi-
nary tenderers. In special cases of material required to
be of highest grade a list of approved manufacturers is
included in the specification. This particularly applies
to such items as railway tyres and axles, steel for railway
purposes, &c. In such cases competition is limited to
the said manufacturers or their agents. This is also the
case with other Governments, and British manufacturers
wishing to open up business should see that their names
are in such lists. Sometimes an indent is sent to the
South Australian Agent-General, London, and the orders
placed without calling for tenders, but this only occurs
in instances where material of a special kind is wanted
very urgently.

General conditions of contracts and specimens of
local requests for prices may be seen by manufacturers
at the offices of the Manufacturers' Association.

The practice of the Governments of each of the
Australian States as well as in New Zealand is very
similar, as also is that of the harbour authorities, most
of which hold franchises from the State where they are
situate, and under which they are compelled to pur-
chase most of their supplies locally. To buy outside
of Australasia special permission has usually to be
obtained. Manufacturers cultivating this class of trade
should, of course, keep in close touch with the Agents-
General of the various Australian States, as well as the
representative of the Commonwealth Government and
the High Commissioner of New Zealand in London.

THE MARKET AND HOW TO WORK IT. 51

With regard to general trade, there is no doubt that Represen-

British manufacturers are somewhat at a disadvantage ^^."?"

'^ British

with those of Germany and America \n the matter of Firms.

representation and methods of trading. In Austrahisia,

as in other Colonial markets, British trade has been

built up largely through the merchant. The London

merchant has, on his own account, gone to Australia

and New Zealand and found outlets for certain goods

and continued to work his business from London.

Our national trade policy has enabled him to purchase

British, German, French, Belgian, Swiss, American, and

other foreign goods equally with British. Then there is

the merchant house established in the Colonies, having The Buying

buying agents or branch buying establishments in in the United

London, from where they are able to buy goods of any

nation in the same way as the home merchant. In

addition, there are the large retail distributing houses

in the principal colonial cities, who as a rule also have

their buying departments in England.

The British manufacturer has been content, in the Direct
past, with dealing with these houses generally through Business,
their London branches. Meanwhile, German and Ameri-
can firms have gone as direct to the retailer as is possible
in the various lines of trade and it is this fact that has
given them distinct advantages in being able through
personal contact to more thoroughly understand the
requirements of the market. Many British firms have
hesitated to send out representatives in the fear of dis-
turbing the trade relations which they have had, possibly
for many years, with these London houses or branches,
and so they have been more or less dependent on such
houses for information concerning the requirements and
peculiarities of the markets for the time being.

Conditions of trade are undoubtedly undergoing a Conditions
change, through the methods adopted by our competitors, changing,
who often, as I have pointed out in other sections of the
report, not only sell their goods direct to retail houses
in Australasia, but by interviewing, cataloguing and
lecturing actual consumers create a demand for their
special goods.

I am firmly convinced that this personal contact with Direct

the market is a potent factor in influencing the direction *^°"^^^^

^ ° necessary.

D 2

TRADE OF AUSTRALASIA.

of trade, and British manufacturers will undoubtedly
have to adopt similar methods if foreign competition
is to be successfully combated. I do not for a moment
advocate indiscriminate sending of representatives to
Australia and New Zealand, for, without working in
co-operation with the powerful merchant houses, such
a policy would have the reverse effect of that desired.
Where a trade has been built up through such houses,
I need scarcely remark, the obvious course is to work
in co-operation.

Manufac- Where possible, directors or partners in manufacturing

turers them- concerns should themselves cover the ground periodically.
Travel ^ ^^ "^^ attach so much importance to any actual orders

that they may be able to obtain, as to the general
impression they create in favour of their goods, and the
invaluable knowledge which they would easily be able
to secure concerning the peculiarities of the market and
the way in which they could, often at little expense,
more readily adapt their goods to meet them.

An agent for a number of British firms in Perth
expressed his views on the general subject of represen-
tation as follows : —

" The impression gathered from a ten years' experience here
is that, in many ways, the local representative or agent of a
foreign concern seems to be invariably favoured in the matter of
general treatment. In other words, in many cases that have come
to my personal notice, agents for German and American (particu-
larly the former) firms receive a more or less adequate subsidy or
allowance for expenses — greater consideration in the matter of
terms— they are kept supplied with more comprehensive stocks —
the landing charges, such as duty, &c., being often borne by
the principal — and added to this, frequent visits are made by
representatives to Australia to render assistance to their agents.
Against this, 1 have noticed very few instances of British firms
allowing anything in the nature of a subsidy, while terms for pay-
ment, if not against documents, are rarely extended to more than
60 or go days. Local stocks are consequently limited because
of such restriction of terms.
Visits of " It is a fact that visits from representatives of British firms

Represen- do not appear to be nearly so frequent as those of foreign firms,

tativesadvo- and I may add that I can conceive nothing more likely to conduce

Gated. towards a satisfactory development of trade than a frequent and

regular course of visits from direct representatives of firms doing
business with Australia. Not only does the local agent receive a
very great deal of support and assistance, but, what is more
important, a first-hand impression of local conditions and require-
ments is obtained by the home firm, which is most essential."

Agents want

better

Treatment.

THE MARKET AND HOW TO WORK IT. 53

A New Zealand importing house advocates the

sending of direct representatives, and gives some hints

in regard to catalogues as follows : —

"One of the best methods of pushing British goods would be
for the manufacturers to send out direct representatives. This
would enable them to ascertain the enormous possibilities of
business with this Dominion, and they would gain the advantage
of coming into f)erennial contact with clients. This is invaluable.
As to the distribution of catalogues and printed matter, the one
suggestion we have to make in this direction is the elimination
therefrom of all English prices, as this not only tends to mislead,
but often causes a large amount of unnecessary correspondence
between the importer here and his clients in different parts of
the Dominion."

Another hint in regard to catalogues comes from
a large importing house in South Australia : —

" We do not attach so much value to catalogue distribution.
Samples sent direct to us, or submitted through an authorised agent,
or a trade representative, bring more business to the manufacturer."

A manager of an important hardware house in Mel-
bourne makes a point that was brought to my notice
on several occasions : —

" The British manufacturer relies, in most cases, upon an
agent, who is also acting for other firms, to place his goods on
the market. This agent will represent a variety of firms, in many
instances covering hardware, soft goods, stationery, and, most
probably, a whisky manufacturer. As a rule, he has a very
indifferent lot of samples, about which he knows very little. In
many instances he has not visited the factory where they are
made, and when it comes to talking to men who understand
the trade, he simply does not know what he is talking about.
On the other hand, the American manufacturer, when he wants
to place goods on the market, does the business by sending his
own representative, as a rule, a man who has been in his employ
for many years, and thoroughly understands the manufacture of
the goods he is seeking to place. He devotes the whole of his
time to the one manufacturer's goods, and is vested with authority
to enter into business arrangements and contracts on the spot,
without referring the matter to his home house. Very often he is
a partner in the business. Where it is necessary to carry samples,
these fully illustrate all the articles manufactured in every detail.
In this matter the British have a lot to learn from America."

I have already pointed out that, for business pur-
poses, Western Australia is as far from Melbourne or
Sydney as London is from New York. Quite a num-
ber of British firms appoint sole agents for Australia
in Melbourne or Sydney, without realising that it is
almost impossible for them to do business with this
State from those centres unless they appoint a sub-

Represen-
tation and
Catalo

ues.

Catalogues
and Samples.

Only

First Class
Represen-
tatives
wanted.

Treatment of

Western

Australia.

TRADE OF AUSTRALASIA.

Quicker

Deliveries

wanted.

Neglect of
Orders.

agent, and this is invariably unsatisfactory, because the
margin of commission available for the local sub-agent
is entirely inadequate to enable him to work the
agency efHciently. Discussing this matter with a firm
in Western Australia, one of the principals said : —

" I have myself written to British firms with a view of securing
their agency for this State, and in many cases have been informed
that somebody in Melbourne or Sydney is their Australian agent,
and I must refer to him. I know that in one or two cases the said
agent does not trouble his head about this State, and that is where
the German comes in again with a direct agent on the spot, and
takes business which a British firm should, and would, secure, pro-
bably, with a direct agent here. Generally, on this subject, I would
advise that in appointing Australian agents, Western Australia
should be constituted a separate territory, with a direct agent."

I must impress upon British manufacturers the im-
portance of giving quicker deliveries of wheels, axles,
forgings, plates, &c., to the State engineering shops.
Some orders u^hich were placed early in 1906 have taken
eighteen months to execute, a period which consider-
ably exceeded the contract time. It has been impressed
upon me that further orders will be placed in foreign
countries if British firms do not give quicker deliveries
in future. It is, of course, most difficult for British
firms under existing conditions to maintain large stocks,
but the alternative is a loss of a certain amount of
Australian trade.

As a general rule, Americans give a very much
quicker delivery of goods for export than British firms.
The reason for this, as I have pointed out in another
chapter, is due to more favourable economic conditions
to the manufacturer prevailing in the United States.
There is no excuse, however, for the condition of things
referred to in the following statement from a Melbourne
house : —

" Many of the old-established houses in Great Britain take
from four to six months to deliver goods ordered, and this for
staple lines. Their reply to complaints on this score is generally
that ' orders are taken in rotation.' This refers to goods which
are being imported regularly and stocked by very many houses
in Australia, and does not refer to what might be called season's
goods, where a rush of orders might be expected at one particular
time of the year. The class of goods the writer has in mind is

cutlery, such as manufactured by a firm like , of Sheffield,

who are one of the worst offenders in this respect. Another firm
to whom the same remarks apply is that of , of Glasgow."

THE MARKET AND HOW TO WORK IT. 55

It often facilitates the business of the agent or repre- Agents'

sentative in AiistraHa if his name is included in the Names in
. , . . , , Advertise-

advertisements of the manufacturer hi the trade papers nients.

at home, many of which I found largely circulating

throughout Australia.

When quoting for goods and contract work in I lint about
Australia, manufacturers should remember that by for- "'^ ^^^'^•
warding specifications and drawings by parcels post
they arrive at Melbourne, Sydney, and Brisbane from
three days to a fortnight later than if sent by letter
post. I found several cases where orders had been
lost through this apparently small matter being over-
looked.

In quoting prices for contracts for goods and Remember
machinery to London houses or Agents-General always y°^^
remember that your agents in Australia and New Zea-
land are probably quoting locally for the same contract.
Prices must agree or you discredit your agent. I know
of several cases where this has occurred.

The general terms of credit are much the same as Credit to
in other colonial markets. Goods are sold for cash in Australasiaa
London, or cash on arrival, or 30, 60 or 90 days after
arrival, according to arrangement. It is usually not
difficult to ascertain the financial standing of Australian
and New Zealand importing houses through either
local bankers or London branches of the leading Aus-
tralian banks. More detailed reports, however, can be
obtained from credit agencies, such as Bradstreets and
R. G. Dun & Co., who have offices in Melbourne and
Wellington.

British and Foreign Trading;
Methods.

I WONDER whether there has ever been a British Con- Popular
sular Report compiled on the trade of any overseas Complaints,
market that did not contain the following three charges
against the British manufacturer — "want of enterprise,"
" want of adaptability," and " bad packing." They

TRADE OF AUSTRALASIA.

Methods of
New Com-
petitors.

Direct con-
tact with
Market.

Complaints
not numer-
ous.

New Lines.

United
States

have been uttered with untiring monotony during the
past decade, but one very seldom sees a statement in
such reports giving actual instances in support of the
charges, and I believe that the defects in this connection
have in recent years been more apparent than real.

A new country, like a new firm, when starting export
business, gains a footing by giving exceptional value,
exceptional credit, and taking an excessive (and imme-
diately unprofitable) amount of trouble to gain new
customers. This has been the case with Germany and
America, whose methods — compared with those of
Great Britain, who has been so long in the business
— must have appeared, superficially, to warrant a com-
parison being made that was unfavourable to our own
country.

Then, British export trade has been largely built up
through the merchant, who has kept the actual con-
sumer as far away as possible from the manufacturer,
whereas modern countries have gone direct to the
markets with which they have to do business. The
British manufacturer is gradually meeting these new
conditions, and his apparent want of enterprise is dis-
appearing as foreign nations are settling down to busi-
ness for profit, and the British mannfacturer is getting
into more direct touch with markets, a practice which,
as I have urged in another place in this Report, should
be increased.

In travelling through Australia and New Zealand,
I must say that I did not find many instances of want
of enterprise, want of adaptability, or bad packing,
and I do not think that very much trade is going
into foreign channels on this account. Of course,
there are individual cases which I report in detail in
this work.

Some Australian houses complain that British firms
do not introduce new lines so frequently as foreign
firms, and this they ascribe to want of enterprise in
many cases where it is want of conditions at home
favourable for the manufacture of goods in quantity.

Then, again, conditions of life and climate in the
United States are in many respects similar to those in

BRITISH AND FOREIGN TRADING METHODS. 57

Australia and New Zealand, rendering it easier for that favourably

circum-
stanced.

country to produce certain lines of goods suitable for circum-

Australasia, yet these circumstances have enhanced the
reputation of our commercial rival for adaptability, where
there really was none.

That the British manufacturer is rather slow in his British

methods, that he will not make medium and low class Manufac-
II , -11 • r 1 • 1 // n 1 »> turers and

goods, and that he will not go m for a high " flashy Cheap

finish with highly-coloured labels, setting out the virtues Goods,
of his goods, are points which will always tell against
him in a new country, where the foregoing character-
istics are specially called for, as in the case in some
branches of the Australasian trade. We undoubtedly make
a mistake in sacrificing everything for quality. " Value Low-priced
for money " in my view should be the guiding principle ^^^ods
in catering for Colonial markets. The quality must be
accommodated to the price buyers can afford to pay.
British goods have a far higher reputation for quality
than those of other countries, but I have often been
met with the remark from storekeepers that " British
goods are too good for my trade."

One of the largest importers in South Australia Causes of

accounted for the success of foreign competition in the Success of

. or Foreign

following terse statement : — Trade.

" Reasons : — Cheaper capital, cheaper labour, advantages in
supply of raw material, better technical education, better factory
organisation, larger output, better sales organisation, conducting
foreign trade on little or no profit in order to keep works running
full time, trusts and dumping, bounties, bonuses and subsidies to
ocean carriers."

There is much that I agree with in this cryptic
diagnosis. One may go to the Colonies and discover
the immediate reasons for the success of foreign trade,
but the real causes lie deeply hidden in our social^
industrial and economic systems at home.

In going through the warehouse of a large importing British
firm in New Zealand, having numerous branches, I was Manufac-
struck by the large quantity of goods which they carried quotg^j
of foreign manufacture, and seeing that they were
goods which are regularly produced in Great Britain,
I endeavoured to ascertain why American and German
productions were bought. The managing director

58 TRADE OF AUSTRALASIA.

stated in a few words the reason for the presence of
foreign goods, i.e., lower prices. He said : —

Quantities " We have been established here for over fifty years, and must

Control say that we cannot charge British firms with want of enterprise

Prices. or adaptability, for they never gave us cause of complaint on

these grounds. We are forced to buy in Germany or America
because we can do so at lower prices for equal quality of goods.
We have tried to ascertain the reason for this, and have visited
the factories of German, American, and English firms, and in our
trade we find the Americans and Germans making in very much
larger quantities. For instance, in Germany or America an average
three firms will turn out as large a quantity of goods as an
average six firms in Great Britain. The goods, therefore, of foreign
firms cost less to produce, and can consequently be offered to us
at a lower price than it would pay British firms to quote."

Competition A South Austrahan importer gave me the following

in Metal reasons for the success of foreign trade : —

Manufac- ^

tures. " The principal countries which encroach on British trade are

Germany and Belgium and America. With regard to the two
former, our import trade is confined principally to fencing wire,
wire netting, structural steel, and lamp glass ware, with little of
the cheaper grades of tools, cutlery, and firearms. We take it
that the reason they can beat British makers in the articles named
is that the raw material is more easily obtainable, and that they
have more favourable labour conditions, and also we believe
manufacturers and shippers have the assistance of Government
subsidies. In reference to America, we believe that this country
threatens to be a very severe competitor owing to her vast natural
resources, the cleverness of her inventors, and the pushing methods
of her traders. She is taking a leading position in the manufacture
of agricultural implements, firearms, ammunition, many kinds of
tools, various classes of builders' hardware, and is, when she has
surplus for export, bidding for. trade in manufactured iron and
steel and wire. We think Americans show greater adaptability
in suiting their productions to local requirements, and possibly this
is because, in portions of her territory, general climatic and other
conditions assimilate more nejirly to those of Australia than do
those of the United Kingdom."

Three Three large retail houses in Australia gave me the

P ■ following opinions on the subject of competition : —

" \\Tien it is a question of quality we consider British goods will
hold their own, but in articles in which quality is not essential
but appearance and price, American and German goods sell better."

" The reason why German and American export business has
increased is that in most cases they are specialists and manufac-
ture on a large scale."

" One reason I can give for an increase of German and
American trade is that they keep on introducing new lines."

Freights and German and American firms often have a distinct

Credits. advantage over British firms in being able to quote c.i.f.

Australian ports, instead of f.o.b. British ports, which.

BRITISH AND FOREIGN TRADING METHODS. 59

through sliipping arrangements, the British manufacturer
is compelled to do at present. The convenience of
the former method to the Australian importer is a con-
siderable one. German firms are also at present able
to give longer credits, but I do not find the same
tendency with American houses.

Patriotism will induce the Colonial buyer to endeavour Sentiment
to obtain British goods where possible, and conditions, andlrade.
prices and delivery being equal it is sufficiently strong
throughout Australasia to secure business for the Mother-
Country, but it cannot do more than this. A Dominion
importing house put the matter to me very candidly.
They said : " Whilst New Zealand, as a whole, is
Imperialistic in her ideas. Imperialism goes to the wind
unless the homeland is able to supply an article which
is in price and quality equal to, if not better, than that
offered by her competitors."

I heard a good many complaints that the British Attention to
manufacturer, generally speaking, did not give sufficient detail,
attention to detail as compared with the American.
For instance, in regard to boots, large quantities of
which continue to be imported from the United States,
a merchant stated that : —

" The British manufacturer thought he had done well if he
provided him with two fits to the one size, and again in collars if
he gave him half sizes, whereas the American in boots will give
four or five fits, and in collars quarter sizes. These instances of
detail are very important, and we suggest that the British
manufacturer would do well to send a representative periodically
to see what was being done, and as a result take advantage of
the small detailed improvements in which British goods contrast
unfavourably with American."

An instance occurred quite recently of the indiffer- Attention
ence, which I think is all too prevalent, displayed by ^° Enquiries.
British firms to small enquiries. An importer in
Western Australia writes : —

" I wrote to a Manchester firm asking for their catalogue and
quotations for certain foundry lines, and at the same time wrote
similarly to an American firm, neither of which were locally
represented. Despite the additional time which the American
enquiry took, I received a letter in reply giving me the quotes
desired, and also a very complete and comprehensive set of
catalogues long before my British enquiry was replied to, and
then all that reached me was a bundle of leaflets with no
accompanying letter. I would add that the American firm has
since sent me a monthly circular regularly, and always evince a
keen desire to do business."

TRADE OF AUSTRALASIA.

The Ques-
tion of
Packing.

Respon-
sibility of
Shipping
Companies.

Americans
excel.

Freight
Cliarges a
Factor.

A Testi-
monial.

With regard to the question of Packing, I was glad
to find a distinct improvement in the way in which
British firms pack, label, and mark their goods to
that which I found to exist a few years ago when
I visited some of the Colonies. Indeed, throughout
my tour I heard remarkably few complaints. In some
cases where breakages had occurred through what was
described as " bad packing " I am inclined to think
that the blame rested more with the British shipping
companies.

American shipping companies are known to take
greater care in the handling of goods, but the lack of
breakages of American goods is often ascribed to good
packing. The American shipping companies are
treated as common carriers and held responsible for
the proper and safe carriage of goods entrusted to
them, and if some responsibility for careless or culpable
handling were thrown on our own shipowners I do
not doubt that there would be still fewer complaints
of "bad packing" against British manufacturers and
traders.

That Americans are more expert in this work I
must admit, and also that they understand the art of
labelling and boxing and parcelling for shelf trade. But
here, again, the British manufacturer is blamed for much
that no amount of enterprise on his part can remedy.
Freight charges from the United Kingdom are high and
are calculated by measurement. Our manufacturers, in
many cases, could not afford to put up certain classes
of shelf goods in separate cardboard boxes as is the
practice with American firms, as the freight charges
would be too heavy. They are often compelled to so
pack them as to economise space to the utmost extent.
Competition is extremely keen in shelf goods, and every
addition to the price dehvered tells against the British
manufacturer. His apparent "want of enterprise" in
this respect, therefore, is often due to circumstances over
which, at present, he has no control.

It is pleasant to read opinions on this subject like
the following from a leading South Australian firm
which was sent to me through the Adelaide Chamber of
Commerce : —

BRITISH AND FOREIGN TRADING METHODS. 6i

" As regards packing and labelling by British firms, there has
been a marked difference during the past few years, and we have
nothing to complain of. The Britisher is always ready to carry out
our wishes with reference to the ' get up,' labelling and packing
of our goods. At one time this was not so."

It is my duty, however, not so much to emphasise
the pleasant things spoken of the British manufacturer
as to deal with criticisms and suggestions which might
help him in his business. So I give the following
statement by one of the largest hardware distributing
houses in Melbourne : —

" American manufacturers, as a rule, are very much better Hints on
packers than British, using, to a very large extent, the system of Packing,
dispensing with straw, or other packing material, and relying on
fixing the goods in the cases by means of wooden cleats, this
making them immovable during transit. Goods packed in this
way arrive much cleaner, and are very quickly made ready for
sale. The Americans also, as a rule, pack more goods into the
same space than the British.

" American manufacturers never charge for outside casing —
British always do. (Wood is extremely cheap in America. —
B.H.M.)

" With regard to boxing, wrapping and labelling goods the
Americans are far ahead of the British. They use to a very large
extent attractive cardboard boxes or cartons, with equally
attractive labels in two or three colours on the outside, fully
describing the contents.

" Take, for instance. Electro- plated Ware : the usual British Electro-
custom is to wrap the goods in paper and tie with string. It is plated Ware,
easily seen that such articles as teapots, entree dishes, cruets, &c.,
make very irregularly shaped parcels, which are hard to put
away on shelves or fixtures where bulk stock is generally stored.
It means that very often, where an article is required, perliaps two
or three dozen have to be pulled down. Another disadvantage is
that these packages are not air-tight, and the goods, when
opened, are very often tarnished. The Americans first wTap the
article in soft paper, and then place it in a cardboard box or
carton, which is so sealed as to be perfectly air-tight. An
attractive label is pasted on the outside, fully describing what is
within. Goods packed in this way are in much better condition
on arrival, and are, without doubt, much easier to pack away on
shelves.

" American stoves are specially packed in skeleton cases, to American
protect corners and parts liable to breakage. The British manu- Stoves,
facturer either sends them without cases of any kind, or, if they
are cased, a very stiff price is charged.

" As a general rule the American manufacturer is much more
open to suggestions for improvements in methods of packing than
the British ; in fact, to suggest to some of the old-established
British manufacturers that their method of packing should be
altered, will, more often than not, call forth the rejoinder that
they do not consider that their methods can be improved upon."

TRADE OF AUSTRALASIA.

Standard
Crates and
Casks
wanted.

50 per Cent.
Breakage.

Packing
Shelf Goods.

A leading firm of general merchants in Sydney, in
referring to the packing of British firms, states that: —

" The breakages in packages of crockery is frequently very
extensive, mainly owing to the weak character of the crates and
casks in which the goods are contained. The shipping companies
will not accept any liability for breakage, as they claim that the
packages are not sufficiently strong for the contents. This could
be amended if a standard class of crate or cask were adopted."

In another instance a large consignment of glass
shades for gas burners were sent out by an English firm
and 50 per cent, arrived in a broken condition. The
importing house not only had to bear the loss of the
broken goods, but as they were required for an urgent
order they were compelled to buy locally at prices much
higher than they had bought in England, with the result
that in this connection, also, they lost a further £^0.
Manufacturers should remember this point, that by
replacing a broken article they do not altogether com-
pensate the Australian importer, for where time is a
consideration — and it usually is — he is put to the
trouble and expense of replacing the article locally.
Some German and American houses guarantee that the
breakages in the case of glass and other fragile goods
shall not exceed 5 per cent. Their agreements with
their shipping companies and the responsibilities of the
latter for breakage enable them to do this.

Finally, I give the following comment on the subject
made to me by a leading South Australian firm : —

" American traders have the happy knack of giving their
goods an attractive appearance, and of putting up their goods
conveniently in suitable packages for shelving and retailing,
details in which some English houses have been remarkably
dilatory in following them."

Prospects
for Manu-
facturing
Industries.

Australasia as a Field for Industrial
Enterprise.

It was part of my mission to ascertain the prospects
of establishing manufacturing industries and branch
factories in Australia and New Zealand, and accord-
ingly I made very many enquiries both verbally and
through the medium of the Chambers of Commerce,

A FIELD FOR INDUSTRIAL ENTERPRISE. 63

who very kindly distributed amongst their principal
members lists of questions on the subject of my in-
vestigations, and the conclusions which I give in this
section are based, not only on the impressions which
I personally gathered, but also on the more reliable
statements of firms and individuals who have been long
resident in Australasia. British manufacturers will do
well to seriously consider this phase of the economic
development of Australasia.

The Governments and the people of the Common- Strong
wealth and Dominion are determined to have factories Desire for
of their own. They now have in operation highly
protective tariffs, which, while giving a preference to
British goods, will effectively encourage local industries.
In addition to tariff support, contracts are constantly
being placed with local manufacturers at prices over
10 per cent, higher than those which they would have
to pay for imported goods. There is a determination
to become more self-supporting by creating and main-
taining industries. In this way also they hope to
assure a maximum condition of employment at home,
even if, through consequently enhanced cost of pro-
duction, higher prices for goods have to be paid.

Manufacturing is also encouraged by bounties and State Assist-
largely by Government contracts, and these latter are a ^"^^ —
very important factor, since in such new countries the
State Governments undertake railway, water, road,
sewerage, and other works, for which they purchase
goods and machinery in large quantities.

It is another encouragement to manufacturers within
the Commonwealth that some of the State Governments
are compelling those bodies holding State franchises, and of
such as Harbour and Port Authorities, to order only J!^'J^^^
such machinery and goods as are manufactured within
the Commonwealth. If local productions are unsuitable
it is necessary to obtain a special authority to purchase
from other countries.

Then there is in Australia a very strong feeling "Support
in favour of local productions ; " Support Australian Austrahan ^
Industries" is a cry that is heard throughout the
Commonwealth, and is a sentiment which materially
assists the local manufacturer.

TRADE OF AUSTRALASIA.

The Problem
for British
Exporters.

Factories
must be
British.

Labour
Conditions.

For those who have hitherto been carryhig on a
profitable business in the Australasian market, the ques-
tion to consider is, Can that business be profitably
maintained for a number of years under the new tariffs
and in the face of increased competition from local
industries and foreign manufacturers ? If so, then manu-
facturers will do well to keep their home works busy ; but
if not, they will be well advised to examine very closely
the possibilities of manufacturing inside the tariffs.
There are undoubtedly exceptional openings for starting
factories in Australia and New Zealand at the present
time.

It would be highly dangerous to our trade interests
if we ignored the fact that factories will be established
in increasing numbers during the next few years, and it
is most essential to British trade that they should be
established with British capital rather than with German
or American. We do not want to see in Australasia a
repetition of our experience with Canada. There
through sheer neglect we have left it to our United
States competitors to establish branch factories in the
Dominion, with the result that the largest works now
in Canada are run with American capital, and largely
with American hands. Trade follows capital, and so
every year there is an enormously increasing export
trade from the United States to Canada.

A distinctly erroneous impression exists amongst
manufacturers and capitalists in Great Britain con-
cerning labour conditions in Australasia. As one who
has studied labour conditions in many countries,
besides having some personal experience of them in
our own country, I might here say that my investiga-
tions show that capitalists need have no fear of
labour in Australasia. When one appreciates local cir-
cumstances, the apparently extraordinary legislation no
longer appears unreasonable ; indeed, some of the
largest employers say that they prefer running facto-
ries in a country where wages and hours of working
are regulated in a measure by the State. This sub-
ject is dealt with more fully in another section, and
here I would only mention that the Australian is an
excellent worker, and if his wages are high and he is

O tfi

c/, K X —

u
cc
o

'£ o
> c"

A FIELD FOR INDUSTRIAL ENTERPRISE. 65

aggressive and sometimes troublesome, it must be
remembered that the profits of manufacture are also
high and the country is extremely prosperous.

There are in Australia at the present time about Industries in
11,500 factories, employing 228,721 hands. Over the ^stra i«.
previous three years there has been an increase of
factory employment of over 30,000 hands. If indus-
tries could grow so rapidly under old conditions, what
must be the increase in the next few years under a
protective tariff, and when the determination of the
country is to support local industries even when con-
siderable sacrifices have to be made.

Last year in New Zealand there were 78,625 factory

workers, which was an increase over 1905 of about

12,000. This also shows a satisfactory growth of local Industries in

industry, and the new conditions in the Dominion , *^^j ^^^'

• 1 1 1 land,

must stimulate that growth.

Owing to the existence of large quantities of raw Favourable

material in certain districts it is possible, in some lines, w^^},.-

^ ' ' Conditions.

to manufacture cheaper than we can in Great Britain
with our lower prices of labour. I know of some
cases where goods are being turned out of Australian
workshops at present at a less cost of production than
we can show in this country, and in some of these cases a
large quantity of the material has to be imported from
Great Britain or America 1 I was favourably impressed
with the Australian as a worker, and if testimony were
needed of his capabilities it might be pointed to in the
great mining industry at Kalgoorlie, where in spite of
the fact that the miner often earns as high as ;^5 per
week, the cost of mining and reduction is as low as
that which prevails on the Rand, where Kaffir labour
is employed ; and it cannot be said that the result is
due to machinery, for, in my opinion, the Kalgoorlie
mines are not so well equipped as those on the Rand.
Much of the credit for this excellent work must un-
doubtedly be given to the mine managers, who are
amongst the most highly skilled and best paid of any
in their profession.

I give in the following pages a few rough notes on Notes on
the openings that appear to exist for the establishment Oijmngs for
of industries in Australia and New Zealand.

TRADE OF AUSTRALASIA.

Agricultural
and Dairying
Machinery.

General
Machinery
and Manu-
factures in
Metal.

Iron and
Steel.

Leather.

Bags, Sacks,
Cordage and
Twines.

The factories already established in the Common-
wealth for manufacturing agricultural and dairying
machinery employ about 3,500 hands and those in New
Zealand about 850. Australia imported in 1907 over
;^40o,ooo of implements, and New Zealand ;^i 12,000,
while in cream separators alone Australian imports last
year were valued at ;^ 155,000 and of New Zealand at
^49,000. In Western Australia, Victoria, Tasmania and
New Zealand in particular there are good openings.

There are about 22,000 hands employed in indus-
tries in the Commonwealth and 4,500 in New Zealand
in general engineering, but scarcely the fringe of the
business has been touched by those factories already
established, as may be seen from the table on page 147,
giving the imports for 1907. In mining machinery,
steam engineering and pumps a good deal is being
done, but there are good opportunities in other
directions.

Both the Commonwealth and Dominion Govern-
ments are most anxious to establish iron and steel
industries ; they have the raw materials in abundance
and are prepared by Government contracts, bounties,
and in other ways to attract capital and enterprise.

There is undoubted scope for the estabhshment of
further leather factories. Some 10,000 hands are em-
ployed in the business in Australia and about 2,000
in New Zealand. Nearly ;^40o,ooo of leather was
imported in 1907 into the Commonwealth, besides
about ;^25o,ooo in boots and shoes, belts, &c., while
the importations under both heads into New Zealand
in the same year exceeded ;^396,ooo. I do not think
that an opening exists for making the higher grades of
leather, which, for various reasons, cannot be satis-
factorily produced.

There are excellent openings for factories for manu-
facturing bags, sacks, &c. The importations into
Australia alone in 1907 exceeded ;^i, 100,000 in value.
The principal bags and sacks are for bran, chaff, and
other fodder, corn and flour, and woolpacks. Any
quantity of flax can be grown in Australia, while in
New Zealand large quantities are already being grown
and further supplies can be obtained from Papua.

A FIELD FOR INDUSTRIAL ENTERPRISE. 67

Flax growing is not a big industry in Australia yet, Flax
but I believe it will be in the course of the next few Growing,
years. Unfortunately the efforts of growers have been
rather depressed recently through the mill which
absorbed the greater part of the product of one State
having been destroyed by fire. The Victorian growers
sold the whole of their flax to this mill where the
straw was treated and the fibre afterwards sold to manu-
facturers in the State, who at present purchase their
supplies from New Zealand, Manila and other markets.

No less than ;^i, 290,000 worth of woollen piece- Woollens.
goods, flannels and blankets w^ere purchased by New
South Wales in 1906. There is no doubt that several
new mills will be started there in the course of the
next few years. Local productions have an excellent
reputation and the public show a preference for them.
There is a nucleus of trained labour in the existing
mills, and the conditions are generally favourable for
the establishment of at least two new factories. In
South Australia, also, there is an opening for a modern
mill, and in Western Australia, though the population
is small, it is quite large enough, and probably would
profitably support a fair-sized factory. A great deal of
the plant in Victoria is old-fashioned and their methods
also. Colonial blankets differ from the English, but
have come to stay, and are now preferred to English.
Any manufacturer starting should arrange to send out
some expert workers when their machines were ready.

There is an excellent opening in New Zealand Brick and
for the establishment of brick works. Excellent clay ^^^^ Works,
abounds in the North and South Islands, but ordinary
bricks at the time of my visit were fetching between
;^3 or £^ per thousand. All building materials are
particularly dear in New Zealand, and anyone taking
up brickmaking just now, with sufficient capital and
practical experience, would do so with excellent prospects
of success.

There are excellent opportunities for the employ- Coal Mining
ment of capital in Australia and New Zealand in '2"^^
connection with coal mining. In Queensland and New Makimj ^
Zealand there are deposits of anthracite equal to the
best Welsh, and in Western Australia the Collie coal is

E 2

TRADE OF AUSTRALASIA.

Fertiliser
Industries.

Sea Fishing
Industries.

being worked most successfully, the output at present
averaging 200,000 tons per annum. New South Wales
and New Zealand are producing the greater quantity
at present used. New South Wales produces the bulk
of the coal used in Victoria and South Australia. In
Victoria there are immense deposits of brown coal
which can be successfully dealt with in the form of
briquettes. There is an opening here for a very large
industry and any syndicate dealing with the matter
on a fairly large scale would receive the hearty support
of the Victorian Government. This coal has been
successfully burnt in gas producers, as also has the
Collie coal ; and of course, the Queensland and New
Zealand anthracites are eminently suitable for pro-
ducing this cheap form of power.

There is considerable demand in South Australia
and other Southern States for fertilisers, particularly
superphosphates. The quantity consumed in South
Australia has increased from 3,000 tons in 1897 to
65,000 tons in 1908 in regard to cereal cultivation
alone. Thousands of acres, which a few years ago
used to be looked upon as entirely valueless for wheat
growers, have been converted into rich grain-producing
areas by the use of chemical manures. Land which
formerly grew scrub alone now yields from ten to
twenty bushels of grain per acre.

Several of the Governments of the southern States
are anxious to establish sea-fishing industries on a
substantial scale, and Scottish fishermen have recently
visited Australia and made exhaustive enquiries into the
prospects for such industries. There is little doubt
that there are excellent openings and that next year
will see industries started in co-operation with the
State Governments. Builders of trawlers and makers
of fishing tackle should keep in touch with these
developments. A few figures relating to the position
of the fishing industries of the Commonwealth might
be of interest. At the present time some 2,800 men
are engaged along the northern coast in pearl and
pearl-shell fishing, and the annual export is of the value
of about ;^2oo,ooo. In Western Australia it is esti-
mated that about 1,500 tons of fish were caught and

PEARLING IX TIIF. NORTHERN TERRITORY.

THE MORNINGTON TIMBER MILLS OF THE KARRI AND JARRAH CO.

INDUSTRIES OF WESTERN AUSTRALIA.

A FIELD FOR INDUSTRIAL ENTERPRISE. 69

sold last year, in addition to which the State imported
to the value of about ;^5o,ooo. In South Australia
the fish product is valued at £50,000 per annum,
while a considerable quantity is imported. In Victoria
there are about 10,000 men engaged in the industry,
and the output is estimated at ;^75,ooo, while the
imports exceed ;^30,ooo per annum. New South
Wales imports fish to the value of over ;^8o,ooo per
annum, while the local production exceeded the value.
Pearl and oyster fishing are extensively carried on in
Queensland, from which 33,000 cwt. of oysters were
exported last year. China purchased over ;^io,ooo
worth of sea slugs.

The Dunlop Rubber Co. of Australasia is an instance Rubber
of what can be achieved by local industries in Australia. Works,
Their works were opened in May, 1901, having been
equipped with machinery of the latest kinds at a cost
of ;^7o,ooo. Since that time they have been continually
enlarging, besides working double shifts to cope with
the business. The output of the Dunlop Mills, which
employ over 800 hands, now comprises cycle and motor
tyres, rubber and Balata belting, packings, insertions,
gasket — in fact, all engineering and mining requisites,
solid rubber vehicle tyres, rubber heels (equal to
90 tons per annum), sporting requisites, waterproof
clothing, and Dunlop hose of absolutely every descrip-
tion. The annual output of the two Dunlop Mills is
now closely approaching half-a-million sterling, and
is on the increase.

It would be easy to double the length of this list British
of openings for the profitable employment of capital. Capital
but my object has been not so much to give detail
information of the opportunities for industrial enterprise
as to show in a general way that they do exist in
Australasia under the new conditions, and that it is of
the utmost importance to British trade that they should
be taken advantage of by British manufacturers and
capitalists rather than by those of foreign nations.

In the sections dealing with "The Market and Sites for
how to work it " and " Docks and Harbours " some ^^^^^tnes.
information is given as to the most suitable towns in
which to establish factories and warehouses.

TRADE OF AUSTRALASIA.

State Regu-
lation of
Industry.

A Measure
of Success.

Industrial
Legislation.

Has

reduced
Strikes.

Labour Conditions.

Labour conditions in Australia and New Zealand
differ very widely from those that obtain in our own
country. In Australasia the fixation of hours and
wages of workers in factories and mines as well as
of some classes of farm hands is controlled by the
State. To those of us who have had experience of
manufacturing conditions in England this condition of
affairs, at first sight, will not commend itself.

Conditions of industry in the Colonies, however, are
so totally different from our own, that we can only
judge of the wisdom or otherwise of Colonial industrial
legislation after taking into consideration the peculiar
local circumstances and the results which have followed
the operation of their laws.

Personally, I am bound to admit that, after travelling
through the principal States of Australia and the
Dominion, and discussing the position with the leading
employers, Labour leaders and Trades Union officials,
I have gained the impression that State regulation of
industry in Australasia has been successful in many
respects. The subject is too complex to admit of any
treatment in detail here, and I only give one or two
general impressions in regard to the position.

A few notes on Trade Unionism and Industrial
Legislation in Australasia will be found in the Appendices.
From these it will be seen that Wages Boards are in
operation in Victoria, South Australia and Queensland,
and compulsory Arbitration Acts in New South Wales,
West Australia and New Zealand, while there also
exists a Commonwealth Arbitration Act, which covers
any dispute which may directly affect more than one
State in Australia.

It is beyond question that the effect of this legislation
has been to obviate serious strikes. What statistics are
available clearly show that, both in Australia and New
Zealand, a fewer number of working hours have been
lost on account of labour disputes than in any other
industrial country which might reasonably be compared

LABOUR CONDITIONS. 71

with it. This is a matter of extreme importance. It is
not claimed that either Wages Boards or the Arbitration
Acts in force do more than tix hours and wages, and
other conditions, in a peaceable manner. Those who
expected that tiiese measures would produce an indus-
trial paradise are disappointed. No legislation can
alter human nature. In removing labour disputes from
the arbitrament of force to an atmosphere of judicial
sense and reason, Australasia has set an example,
which, in my view, will be widely followed in new
countries.

It is not generally known that previously to the Eliminated
establishment of Wages Boards in Australia " sweating " Sweating,
existed in its worst form. These Boards have succeeded
in almost entirely eliminating that evil.

So much can be unhesitatingly said in favour of Effect on

the industrial legislation of Australia and New Zealand : Trade and

Inaustrv.
but what has been the general effect on the trade and

industry of those countries ? That is a much more

difficult matter to gauge. There is no doubt on one

point, however, namely, that this legislation, which has

necessarily been experimental, has shaken confidence

and so prevented the free flow of capital to Australia

and New Zealand from this and other countries, and

the development that would naturally result therefrom.

If the terms of those Acts and their working in Local Effect
practice were better known I believe that a large
measure of confidence would be restored. Locally,
State regulation of industry has actually given a feeling
of security and permanency to industry, consequent
on its having rendered serious strikes impossible ; and
if the true state of affairs was more clearly realised in
Great Britain there would, in my opinion, be much
more British capital invested in Australasian industries
than there is at the present time.

The Australian is an energetic and intelligent The Austra-
worker. The conditions of life in Australia give him ^^j-^^j.^
initiative and independence of character which is not
possessed by our own workers living under more
congested conditions. For the same reason, however,
he is not so amenable to discipline, but on the whole
he impressed me favourably.

TRADE OF AUSTRALASIA.

Dearth of

Skilled

Labour.

Immigration

under

Contract.

The great weakness of the industrial situation hes in
the dearth of skilled labour which exists in Australia
and New Zealand.

The policy of the Labour party in the past has been
to restrict immigration with a view to maintaining a high
standard of wages. Matters have now reached such a
condition, however, that the leaders of the party, with
whom I discussed the question, expressed themselves in
favour of encouraging a larger influx of population.
They see that, unless a large increase of skilled labour
takes place shortly, the operations of industries will be
hampered and restricted and the cost of living be
inevitably increased. Those of the Labour party who
take a more statesmanhke view of the situation are also
beginning to recognise that advancement in national
progress and character can only be coincident with the
growth in population.

The present leaders of the party, however, are
antagonistic to immigration under contract. At the
present time workers are admitted freely where no
contract exists as to their employment on landing. The
Contract Immigrants Act, 1905, defines a contract immi-
grant as an immigrant to Australia under a contract or
agreement to perform manual labour in Australia. The
contract must be in writing and must be made by or
on behalf of a resident in Australia.

Its terms must be approved by the Minister of
External Affairs before the admission of the immigrant.
It must not be made in contemplation of, or with a view
of affecting, an industrial dispute. The Minister must be
satisfied that there exists a difficulty of obtaining a worker
of equal skill and ability in the Commonwealth, but this
last provision does not apply to contract immigrants who
are British subjects either born in the United Kingdom
or descended from persons there born. The terms of the
contract must offer to the immigrant advantages equal to
those of local workers. Domestic servants and personal
attendants accompanying their employers to Australia
are excluded from the operation of the Act. Contract
immigrants not complying with the above conditions are
excluded from Australia.

The subject is one of the greatest importance, as it is

LABOUR CONDITIONS. 73

absolutely necessary to introduce workers under contract
in order to develop Australian industries under the new
tariff. No business man, with the present dearth of
skilled labour in Australia, would pay the cost of import-
ing trained workers, unless those workers were bound to
him on their arrival for a period of years. To start
a new industry in a country like Australia, the manu-
facturer is compelled in every case to bring with him
a nucleus of men for his factory, as the skilled labour
available in the market is only that which is generally
called for by the industries already existing.

In the case of New Zealand the situation is entirely Labour in
different, there being no restrictions of any kind regard- ^^^ ^^'
ing emigration to hinder the development of industries.

In Appendix VI. are given tables of the wages prevailing Wages and
and the principal items of cost of living in Australia and £^.°^.* °^
New Zealand.

Australasian Railways.

Anything in the nature of a study of the railways of
Australasia would by itself fill more than a volume of
the size of this one, and I propose in this section to
merely give an idea of the extent and character of the
various railway systems, the new w'ork under con-
struction and projected, and the openings which these
railways present for trade in rails and railway ma-
terial, machinery and supplies for railway shops and
the raw and semi-manufactured materials for the con-
struction of rolling stock which is now being carried
on to so large an extent in the Commonwealth and the
Dominion,

The total sum expended in railway construction Total Ex-
and equipment in Australasia up to the present time P^n<^iture.
exceeds ;^i65, 000,000, of which ^^140,000,000 has been
spent in Australia and the balance in New Zealand.
These railways provide an important source of revenue
to the respective States, the returns in some cases show-
ing large profits on working.

The table on page 74, taken from the 1907 Report
of the Commissioner for Railways for Queensland, will

TRADE OF AUSTRALASIA.

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A USTRALASIAN RAILWA YS.

show the position of the principal systems so far as
same could be judged from figures available at that date.

THE RAILWAYS OF AUSTRALIA.

Australia, like Canada, is a country of enormous
distances, but railway development has made so much
headway, that it is now possible to travel a distance
of 3*303 miles, from Long Reach in Queensland to
Oodnadatta in South Australia, on one continuous line of
railway. The distance between Adelaide and Melbourne
is 482^ miles, Melbourne and Sydney 582^ miles, and
Sydney and Brisbane 725 miles. The only means of
transport between Western Australia and the other States
at present is by sea, which takes at least four days
from Fremantle to Adelaide. These long distances are
an important factor in Australian business life.

At the 30th June 1907 there were 14,109 miles of
State-owned railways in Australia, and 6i6| of private-
owned lines open for general traffic. There were also
452 miles of private lines not available for general
traffic, making a total mileage for Australia of 15,258^.

It is much to be regretted that no common policy
has governed the development of railways in the respec-
tive States of the Commonwealth, and so one finds a
remarkable mixture of gauges, as the following table
will show : —

Government and Private Railways.
Classification according to Gauge of all Rail-
ways OPEN ON the 30TH June 1907.

Long
Distances.

Total
Length.

Varied
Gauges.

Mileag

e Constructed to Different Gauges.*

State.

5 ft. 3 in.

4 ft. 8i in.

3 ft. 6 in.

2 ft. 6 in.

2 ft.

Total.

New South Wales
Victoria -
Queensland
South Australia -
Northern Terri-
tory.
Western Australia
Tasmania -

Miles.

45^

3,3H-i
594

Miles.
3.453

Miles.

35I
3.240

1,272

145^

2,458i
5944

Miles.

23i

Miles.
3.534
3.396
3.240
i,866i

i45i

2,4584
618

Commonwealth

3.954

3.453

7,746*

8ii

23i

15,258*

* The mileages of private lines are as up to the 31st December 1906.

TRADE OF AUSTRALASIA.

Two Re-
markable
Projects.

Railways
will increase.

In addition to the new railway work briefly referred
to in the following pages, two immense railway pro-
jects are gradually assuming definite shape in South and
Western Australia.

The one project is to connect Kalgurlie with Port
Augusta, South Australia. The survey of the line is
now being energetically proceeded with at both ends,
and it is estimated that the cost of constructing the line
will be about _^5, 000,000. There is no doubt that this
line would be of immense value to Australia, as passengers
and mails disembarking at Fremantle would then train
through to Adelaide, Melbourne, Sydney and Brisbane,
and arrive at the two latter cities over a week earlier
than the fastest steamer now running could carry them.
The other proposal is to connect Oodnadatta in South
Australia with Pine Creek in the North, a distance of
1,063 miles. From an engineering point of view this
project presents comparatively small difficulties, as the
worst gradients would be i in 80 for about 2 miles.
The only difficulties between Oodnadatta and Alice
Springs are a few miles of sandhills and the spanning
of the Finke. From Alice Springs to Woodford Creek,
100 miles, the railway would cross high tableland country
about 2,000 feet above sea level. Then there would be
a descent to Teatree Well, 1,490 feet above sea level.
The gradients for the rest of the distance would be
exceedingly easy. The climate throughout the country
to be tapped is excellent all the year round, and the
contractors would meet with no difficulty in the matter
of obtaining water and supplies of food.

There is no doubt that with the adoption of a
common policy of closer settlement throughout the
Australian States the need for railways on a largely
increased scale will become more pressing. Another
circumstance which demands more direct railway com-
munication between the various grazing districts is that
of drought. During the light spell of drought at the
end of last summer scores of thousands of sheep and
cattle had to be transported from the dry districts to
those where a rainfall had occurred and much loss
to the country would have been saved if some system
of cross railways had existed affording more direct

AUSTRALASIAN RAILWAYS. 77

communication between the grazing areas. This is
generally recognised now, and will possibly lead to
additional railway development in the near future.

Some interesting comments were recently made by
Mr. Henry Deane, the Past President of the Royal
Society of New South Wales, on the subject of Austra-
lian railway construction. Dealing [with the question Question of
of gauges and cheapness in regard to construction Gauges.
Mr. Deane balanced the narrow-gauge system with the
standard gauge in favour of the latter where the country
was flat and easily dealt with, but he allowed that the
advocates of narrow gauge had more in their favour
when mountainous country had to be overcome. Sharp
curves were permissible on branch lines, such as that
from Clarence to the Wolgan, which in a length of
32 miles rose from 3,700 feet at the junction with the
Western line to 3,960 feet at seven miles, and then
dropped to 2,200 feet above sea level. The line was
on standard gauge, and while very substantial, was cheap.
For such systems something more flexible than the
English-made locomotives was necessary, and in pro-
viding these the Americans had shown more ready
adaptability to requirements.

When dealing with details of railway construction Mr.
Deane regretted that the American style of rolling stock,
with automatic couplings, had not been adopted, and he
said that the tendency in England and Europe was now
to abolish buffers and introduce the automatic appliances.

There was no question, Mr. Deane considered, that
the unification of gauge would have to be faced in
Australia sooner or later, but with the present traffic
it had not become a really serious matter. The chief
inconvenience was experienced in the journey between
Sydney and Melbourne. The time would come when
travellers would expect to travel without the long waits
now necessary at the changes of gauge, and this would
be a more pressing demand when the railway systems
of the State were joined up with Perth.

During the past six years Australia has imported Australian
engines and boilers, railway and tramway rolling-stock Imports,
and miscellaneous machinery and supplies in connec-
tion with railway work and railway industries about

TRADE OF AUSTRALASIA.

Rolling
Stock
Orders will
decrease.

Local

Engineering

Shops,

Imports of
Materials.

;^5, 000,000 worth of goods, of which it is estimated
that about ;^i, 500,000 worth were purchased in the
United States, ;^25o,ooo worth in Germany, ;^6o,ooo
worth in Belgium, and the balance, with the exception
of a negligeable quantity from other foreign countries,
in the United Kingdom.

While there must always be a considerable market
in Australia for railway materials and supplies, I am
confident that there will be a steadily decreasing demand
for locomotive engines, rolling stock and railway machi-
nery. The various State Governments are determined to
encourage local industries, and there is no doubt that
the engines and carriages of Australian manufacture are
of a high standard and finish.

I was surprised at the fine equipment of the engineer-
ing shops of the State Railways and private firms and at
the high character and wide range of the work that they
turned out. In connection with local industry it must
be remembered that although the Australian mechanic
demands a high wage, he is an energetic and efBcient
worker, and this makes it possible in many cases for
works to build locomotives at prices per ton which will
compare favourably with British work, notwithstanding
the comparatively small output of the local works.

On the other hand, orders are now being placed
locally, quite apart from the question of the price at
which rolling stock can be imported. The fact is,
that the States are determined to spend their money
in wages locally, even if a portion has afterwards to
be returned in the form of increased taxation.

Victoria now builds practically all her own loco-
motives and other rolling stock, and South Australia
and New South Wales will be able to supply their full
requirements locally within the next few years, while
Queensland and Western Australia though not so
advanced as the others in this class of work, are
making very serious efforts to deal with it.

The quantity of rails, fish-plates, bolts, tie-plates,
switches, points, crossings and intersections for railways
and tramways purchased in 1907 amounted in value to
X6 27,741. The extent of the foreign share of this trade
in 1907 was not ascertainable when this report was

VIKW IX TUK MIlH-AMi .HXCTIliN

l.CCOMOTIVK EREC'lINC; SHOP, WKSTKU'N AUSTRALIA.

WORKSHOPS, SOUTH AUSTRALIA.

1 UK llOVURNMLN I

THE RAILWAY INDUSTRIES OF AUSTRALIA.

AUSTRALASIAN RAILWAYS.

written, but in 1906 Great Britain contributed ^^132, 522,
Belgium ;^95,939, United States ^75,144, Germany
^36,575, and the Netherlands £2^^. Coincident with
increasing railway development and the rapidly growing
railway engineering industries imports of the foregoing
materials and iron and steel bars, rods, plates, sheets, &c.,
are steadily increasing. The latter items are dealt with
under another heading of this Report. {See page 146.)

WESTERN AUSTRALIAN RAILWAYS.

The Premier of Western Australia, the Hon. N. J. New Lines.
Moore, in a recent speech said the new railways autho-
rised in that State are : — Mount Magnet to Black
Range, 93 miles ; Port Hedland to Marble Bar,
115 miles (tenders for the supply of rails for these lines
have already been accepted) ; Newcastle to Bolgart,
23I miles; Pinjarrah-Marrenup, 15 miles; Bridgetown-
Wilgarup, 22 miles ; Upper Chapman, 30 miles ; total
298J miles. The railway construction policy of the
Government for the immediate future includes the
following lines : — Nannine - Meekatharra, Goomalling-
Wongon, Boyup-Kojonup, Wagin-Darkan, Beverley
district railway, Dowerin extension eastward, Narrogin-
Wickepin to eastern railway, railway facilities to those
fertile areas to the east of Katanning and Broomehill,
a total of over 400 miles.

The State railway workshops of W^estern Australia West
are very busy at the present time. At the time of my ^ustrahan
visit a programme of works was in progress, the total of
which involved a sum of ^130,600, and this amount
does not include several of the works referred to in the
following pages. The items were principally made up
of rolling stock and included : —

30 covered goods, 4-wheel

25 sheep trucks, 4-\vhcel -

25 cattle trucks, 4-wheel

10 three-stall horseboxes, 4-wheel

2 bank inspectors' cars, bogie

5 cold storage, 4-wheel

5 powder vans, 4-wheel -

I bullion van, bogie -

Cost of each
imported.

Cost of each
made locally.

210

£
158

197

118

202

131

600

None imported.
300

349
556
284

250
None imported.

227
1,003

8o TRADE OF AUSTRALASIA.

This programme was rapidly approaching completion,
and further works were in view in the construction of
additional railway carriages, &c.

The figures given above were supplied to me by the
Chief Mechanical Engineer, and, without knowing the
basis on which they were calculated, cannot, of course,
be regarded as conclusive evidence of the cheapness of
local production as compared with purchasing abroad.
Interesting The " N " Class locomotive (here illustrated by an

Conversion outline drawing) has proved particularly serviceable for
suburban traffic, and additional stock of this class was
necessary. The " N " are 4-wheel coupled tank engines
with 4-wheel bogies leading and trailing, 4-feet diameter
coupled wheels, and a tractive power at 160-lbs. boiler
pressure of 12,610 lbs. A considerable number of the
" O " Class (also illustrated) were not in use ; but were not
suitable for this kind of traffic, being 8-wheel coupled
bogie tender engines, with 3-feet diameter coupled
wheels, and a tractive power of 16,810 lbs. at 160 lbs.
boiler pressure. In these circumstances the Chief
Mechanical Engineer decided that 10 of the " O " Class
should be re-modelled, and made duplicate with the
" N " type. Engine frame plates, cast-steel coupled
wheel centres and tyres, steel blooms for axles, cast-
steel horncheeks and axle boxes, bogie frame plates,
and bunker and side tank plates, all in the rough, were
ordered ; the remainder of^the material required in the
modifications being either cast or forged in the work-
shops, or adapted from the°discarded " O " Class material.
The " O " and " N " Class locomotives were originally
obtained from the same makers, and the boiler, cylin-
ders, motion work, and certain minor parts were dupli-
cates ; therefore in every feature of importance, the
altered engines were identical with the original " N "
Class. The engine frame plates were straightened in
large rolls, and one plate was marked off and completed
for use as a template. The manner in which these
plates were manipulated is interesting. After being
marked off from the template, they were first punched
to within :|:-inch of the finished size all round ; they
were then taken to a large vertical miller and milled to
the finished size in lots of two pairs at a time. The
average time occupied in completely milling two pairs

A USTRALASIAN RAIL WA YS.

TRADE OF AUSTRALASIA.

Corridor
Sleepers.

was about 40 hours ; the plates were then drilled, and
so thoroughly and accurately was the machining done,
that scarcely any hand fitting was required. Several of
the remodelled engines have been in traffic for some
time and given entire satisfaction.

Six tank locomotives of the "Q" Class (also
illustrated) were in service, but were not satisfactory in
operating either passenger or goods traffic, and were not
required for other purposes. The engines in use on the
Upper Darling Range Railway (a line consisting of a
series of i in 30 grades and curves of 5 chains radius)
not sufficiently powerful for the work, besides being
otherwise unsuitable, and the Chief Mechanical Engi-
neer decided that one of the " Q " engines should be
modified and adapted for use on this particular railway,
A new boiler with "Wootton " type firebox with special
combustion chamber at front, and of greater steaming
capacity, and a 4-wheel trailing bogie in lieu of 2-wheel,
were the principal alterations to be made. The altered
locomotives were classified " Qa " {see illustration), and
the first one was put into use on the Upper Darling
Range Railway in October 1905. It very satisfactorily
performed the duty required on this line, and has proved
also to be an economical and powerful machine for
operating moderate speed passenger trains on main line
traffic. Three more of the " Q " engines are being
altered at the present time for general use on mixed ser-
vice, the remaining two to be retained for shunting work.
Nine first-class corridor sleepers (see illustration) and
nine second-class corridor carriages were imported in
1904. Recently tenders were called locally for twelve
of each type, and the contract was divided between the
State Railway workshops and a private firm, the former
building five and the latter seven of each class. The
prices quoted for these vehicles were as follows, from
which it will be seen that construction locally was
undertaken without consideration of price : —

First Class.

Second Class.

Imported.

Local Firm.

Railway Dept.

Imported.

Private Firm.

Railway Dept.

£
3,268

3,780

£
3.627

£
2,569

£
2,901

£
3,131

I USTRALASIAiW RAIL WA VS.

F 2

TRADE OF AUSTRALASIA.

Supporting

Local

Industry.

Interesting

Bullion

Van.

Shop
Equipment.

The cars now under construction (sec diagram of
first class carriage) are much lighter than those im-
ported, although the carrying capacity is the same. The
decrease in weight amounts to 41 cwt. per first class
coach and 33 cwt. per second class coach, and has
been secured by abandoning the separate steel under-
frames and combining the timber underframe with the
car sides to form a truss which is arranged to transmit
the weight directly to points over the bogie centres.
The accommodation of the new cars will be equal to
the others now running, but a better arrangement of
the lavatory and adjuncts brings the end doors to about
the centre of the platform instead of at the side, while
those using the smoking compartment will be more
comfortable than before.

Bullion has hitherto been carried on the railways
from the Kalgurlie and other goldfields in a 4-wheel
vehicle specially designed for the purpose, but the
accommodation for the escort officers was very scanty
and uncomfortable. The vehicle was frequently found
to be deficient in carrying capacity, and it was con-
sidered advisable not to run 4-wheel vehicles lightly
loaded on express passenger trains. It was therefore
decided that a bogie vehicle should be built in the
Midland Junction workshops for the Kalgurlie bullion
traffic, and this car is now approaching completion.
The design of the safe is similar to that in use, but is
of larger capacity, being 13 feet 6 inches by 3 feet by
6 feet in place of 9 feet by 3 feet by 6 feet ; both are
built entirely of steel and are securely riveted to the
underframing. This car is electrically lighted, and
berth accommodation is provided. The safety devices
adopted render access to the safe by other than autho-
rised persons almost an impossibility. Unlocking the
safe puts into operation a valve in the vacuum brake
system, and therefore any attempt to tamper with the
safe while the train is in motion would apply the
brake and at once bring to the escort the necessar}-
assistance.

The West Australian Government Railway work-
shops are fitted with the most modern machinery for
economically and expeditiously carrying on their work.

A USTRA L ASIAN RA IL IVA YS.

^s^^^^^^■

^0,9'.

'VD

^i^^.O-

X i

(D £

JJ_^

-^io

86 TRADE OF AUSTRALASIA.

Electric driving (where possible) has been adopted
throughout, but it is to be regretted that the bulk
of the electrical machinery and a great part of the
machine tools and wood-working machinery is of
foreign origin. Some of the wood-working machinery
used is of a special and patented character and at
present only obtainable in America, but I^the bulk of
the machinery obtained from abroad could have been
equally well, if not better, purchased from Great
Britain — except, perhaps, for a slight difference in the
price.

It is a pleasure to walk through such fine shops in
a new country so far removed from the world's centres
of manufacturing industry. These works are a monu-
ment to the progressive spirit and thoroughness of the
Government of this Colony. No capital expense has
been spared to make these shops economically pro-
ductive of good work, and great credit is due to the
Chief Mechanical Engineer for the successful way in
which the many details have been worked out. I pro-
pose to refer briefly to a few of them.
Interesting It was originally intended that Fairbanks Locomotive

W^hb^'d^ weighing machines should be placed on the rails in the
erecting shop, and the engines when ready for the road
should be lifted upon them by the 30-ton electric over-
head cranes. The present Chief Mechanical Engineer
viewed this arrangement with much disfavour on account
of its inconvenience, and instructed that the machines
should be placed in a special building, the weighing to
be done at nominal rail level. The underground setting
was therefore prepared and the bridges are now utilized
for obtaining the weight on each wheel, adjusting the
springs and obtaining the vertical centre of gravity of
locomotives with the boiler filled with water to working
level. The latter information is obtained by first
weighing the engine when standing on the level, then
dropping one side of the weighing apparatus 3 inches
(which is done electrically), then taking carefully by
measurement the angle at which the engine stands and
the difference in weight on the wheels due to the cant.
The centre of gravity is then calculated from the data
thus collected.

AUSTRALASIAN RAILWAYS. 87

Quite recently a plant has been installed for re- Oil-Saving
claiming waste and oil after use in wagon axle-boxes, ^PP^^atus.
and in running sheds, workshops, &c. The separating
machine is of the centrifugal type, and will deal with
about 28 cubic feet of material per day of 8 hours at
4 cubic feet per charge. During the month of January
of this year, operating on a bulk collection of refuse
oil from wagon axle-boxes, and waste from running
sheds, &c., with one attendant only, the output was
as follows : —

720 gallons oil reclaimed at is. 2d.

per gallon - - - 42 o o

3,055 lbs. waste at 2|^d. per lb. - - 31 16 5

.^"73 i^ 5
Cost of operating — 27 days at los. - 13 10 o

Total saving for month - ;^6o 6 5

The waste after leaving the machine is passed
through a hair teaser, belt driven at a slow speed, and
is then fit for use without further treatment. For use
in axle-boxes it is quite equal to new material. The
machine has 8 cubic feet capacity and cost ^175 f.o.r.
Fremantle.

The system of storing coal in bulk at depots until the The System
last two years has been to unload from trucks on to low ^^ ^°^j
level stages by hand, and baskets were filled on the stages
and emptied into the engine or tender bunkers also by
hand. This was a cumbersome system, and the Chief
Mechanical Engineer decided that a trial should be made
at one depot of the "grab" system of "coal handling."
A crane of 3-ton lifting capacity was fitted with the
necessary rigging, and a "grab" to hold 10 cwt. of coal
was made in the railway workshops and put into use.
A high-level storage bin was erected and the crane was
placed on rails on top of the low-level stage, and, being
portable, was capable of unloading direct from trucks
into tenders or into the bin as required. The bin is
provided with shoots arranged to direct the coal straight
into the bunker without handling of anv kind other than

88 TRADE OF AUSTRALASIA.

a little trimming. This manner of coal handling has
proved eminently successful, and an all round economy
is the result, fuelmen at the trial depot being reduced
from six to two ; the wages being decreased by ;^563
per annum. The use of the grab avoids the necessity
of erecting overhead stages, which costs from ;^6,ooo
to ;^7,ooo and makes the coaling appliances more
portable, which is very necessary in a rapidly-growing
railway system. Fifteen tons per hour can be handled
by the use of a half-ton grab, and this amount would
require six men to move by hand.
Education of Another matter I might briefly refer to is the liberal
Apprentices, ^^y -^^ which apprentices are treated in matters of
education. Prior to 1905 the State Railway workshops
were situated at Fremantle, and the workmen and
apprentices had their homes in the vicinity of the
works, and the technical education of the lads was
provided by the Education Department by means of
evening classes. During 1905 the works were removed
to their present site at Midland Junction, 22 miles
distant from Fremantle, and the apprentices, numbering
just on 100, are located anywhere between the two
places mentioned. It was now most difHcult to arrange
evening classes to permit of these lads attending
regularly, and the greater number of them have been
wasting their evening time. The Chief Mechanical
Engineer has devised a system whereby each apprentice
in the works will receive four hours' tuition in
technical subjects per week, and the time spent in
class will be paid for as ordinary time by the Depart-
ment. Boys have as a part of their ordinary duty to
attend twice a week at 7.30 a.m. at a class room
within the railway premises to receive instruction for
two hours ; they then proceed to their respective
duties in the works. The total number of lads are
divided into three sections, classed Elementary, Second-
ary, and Advanced, and the subjects to be taught are
Arithmetic, Geometry, Algebra, Applied Mechanics,
Steam and the Steam Engine, Electricity and Me-
chanical Drawing. During the term of a lad's appren-
ticeship he will be expected to pass examinations in
each of the stated subjects, and the examinations will

AUSTRALASIAN RAILWAYS. 89

be conducted and certificates awarded by the Technical
Education Department, and the certificates will therefore
have the same value as those gained by students directly
connected with the Technical Schools. A considerable
outlay is involved in the first instance, but the Depart-
ment expect to be recompensed in the more intelli-
gent workmen these lads will become, and therefore
the higher class work they will be capable of doing.
A Board has been appointed, consisting of the Works
Manager, Chief Draughtsman, Chief Clerk, and a
nominee of the Director of Technical Education, to
conduct affairs connected with these classes, and it is
expected that the youths will benefit greatly by the
consideration extended to them. Up to the present
everything appears to point to the scheme being a
great success.

SOUTH AUSTRALIAN RAILWAYS.

The mileage of existing South Australian railways Extent and
is 1,878 miles. The total cost has been about Position.
;^i4,ooo,ooo, and the revenue for 1906-7, ;£i,575,368.
The net revenue, after payment of working expenses
and interest on capital cost of construction, is ;^2 27,463.
The net revenue percentage returned on capital cost
was 5 • 16 per cent., the best result obtained in any of
the States.

New railway lines recently approved by Parliament New Lines.
to be constructed forthwith, the surveys for which
are now in hand, and arrangements made for early
construction include : (i) Extension of the Port Lin-
coln and Cummins Railway over a distance of 10 miles
to the newly settled lands in the Hundred of Shannon
and neighbourhood. Gauge, 3 feet 6 inches ; estimated
cost, ;^20,ooo. (2) Laura to Booleroo Centre, a dis-
tance of 24 miles. Gauge, 3 feet 6 inches. This
extension is to give additional facilities to a populously
settled farming district. Estimated cost, ;^82,5oo.
(3) Gawler to Angastona, distance of 24 miles. Gauge,
5 feet 3 inches. This extension is to give greater
facilities to a densely populated district of wine growers
and manufacturers, fruit growers, farmers and sheep
farmers.

TRADE OF AUSTRALASIA.

Local State
Production.

Private Roll-
ing Stock
Buildings.

Automatic
Continuous
Brakes
wanted.

The Government railway engineering shops ai'e
situated at Islington, where a quantity of new machinery
has recently been installed, and in addition to the
carrying out of ordinary repairs during the past year
a large quantity of rolling stock has been constructed
and issued to traffic, including three Class "T" 3 feet
6 inches gauge engines and tenders. Five Class " Y "
3 feet 6 inches gauge engines have also been rebuilt
and modernised. Among the stock under construction
during the past year were six second-class carriages for
the Adelaide-Melbourne express service.

A contract for ten locomotive engines, at a cost
of ;^46,i45, has recently been let to a private local
firm, Messrs. Martin & Co., of Gawler, and another for
100 wagons of Class "X" for ;^io,477.

In his 1906-7 Report, the Railways Commissioner
states : — " I cannot too strongly call attention to the
want of an automatic continuous brake for all classes
of rolling stock, and would again urge that immediate
steps be taken to provide me with funds to complete
this work."

Mileage of
Track.

Important

Industry.

New
Locally-
built Rolling
Stock.

VICTORIAN RAILWAYS.

There are about 4,224 miles of track of 5 feet 3 inch
gauge, and 86 miles of 2 feet 6 inch gauge in Victoria,
making a total of 4,310 miles.

Quite an important industry in Victoria is the
Government Locomotive and Railway Carriage and
Wagon Works at Newport, where, in addition to build-
ing practically all the nevi' rolling stock required for
this system, an immense amount of repair and renewal
work is done each year. The following is a record
of some of the work carried out in the Newport shops
for the year ending June 1908.

The following new rolling-stock, built at the New-
port workshops, was put into service during the ,year : —
12 locomotives; 21 carriages; 26 van and sundry;
240 trucks (additional and replacement). In addition
eight electric tramcars were provided for the St. Kilda-
Brighton Electric Street Railway, the bodies of which
were constructed at the Newport workshops. There
are now on this line ten combination motor cars, and

V. E
W H

AUSTRALASIAN RAILWAYS. 91

seven open and four closed trailer cars, making a
total of twenty-one cars. Up-to-date equipment of a
similar type to that provided for the Melbourne-Albuiy
express service, consisting of six first class, six second
class, and four sleeping cars (each 71 feet long), and
two mail sorting vans, one mail baggage van, and four
luggage vans (each 60 feet long), was completed and
put into use during the year on the Melbourne-Adelaide
express trains. Of this stock the six second class cars
and the four luggage vans were built by the South
Australian Railways at the Islington workshops. One
mail baggage van 60 feet long was also provided for
the Melbourne-Albury service during the year. Forty-
five 7 1 -foot cars of a similar type to the new express
stock above referred to are under construction for use
on some of the' principal country trains ; eighteen of
these will shortly be put into running. Ten combined
smoking- cars and vans for suburban service were com-
pleted and put into use during the year. Three 71 -foot
dining cars for service on the Melbourne-Albury and
Melbourne-Adelaide express trains are in hand, and one
of the sleeping cars released from South Australian
joint stock service is being converted into a sleeping
and dining car for use on the Mildura hne. Ten 71-foot
combined mail sorting vans and second class cars,
specially designed to meet the requirements of the
Postal authorities, and ten 60-foot luggage vans are
also being provided for the principal country services.

It has been decided that the best way to provide the Carriages
additional carriage stock required by the Melbourne lengthened,
suburban traffic is to lengthen the 45-foot bogie suburban
carriages by two compartments each, making them 57
feet long, at the same time strengthening and otherwise
improving the bogies, underframes, &c. Four carriages
so altered during the year have proved ver>' satisfactory.
These lengthened and strengthened carriages will be
suitable for electric trains should the suburban lines
be electrified, and as additional suitable carriage accom-
modation for the suburban traffic is much needed, not
only to deal with the increasing business, but for the
replacement of the old short fixed wheel base stock in
ordinary service, this work of lengthening and improving

TRADE OF AUSTRALASIA.

New Loco-
motives.

New Class
of Engine.

Repairs,
Renewals,
and 1
Additions.

the 45-foot bogie suburban carriages should be pro-
ceeded with as fast as the funds can be made available
and the capacity of the shops will permit.

The construction of locomotives at the Newport
workshops has been continued, and nine locomotives
for passenger and goods service (" DD " class), one
heavy suburban locomotive (" DDE " class), one heavy
express passenger locomotive ("A2" class), and one
narrow gauge locomotive, were completed and put into
use during the year, making a total of fifty-six loco-
motives constructed at Newport since 1903.

It has been found necessary to construct passenger
locomotives with considerably increased power to pro-
vide for the continued expansion of the express and
other passenger traffic, so as to obviate the necessity of
using two locomotives to draw the heavier trains. The
pattern locomotive of the "A2" class, which had been
designed for this traffic, was completed and placed in
running in December last, and has proved satisfactory
in every way. Nine more locomotives of this class
are now under construction, and five of them are
expected to be running in December 1908. It is pro-
posed that thirty of these locomotives should be
provided.

During the year fifty new boilers of increased capacity
were constructed at Newport and fitted to locomotives,
in addition to twelve made for new locomotives.
139 trucks were equipped with the Westinghouse brake
during the year, and the total number so fitted at the
30th June 1908 was 9,262, or 86 per cent., and with
brake-pipes 1,558. Forty carriages were equipped for
Pintsch gas lighting during the year, and the total
number so equipped at 30th June 1908 was 930, or
74 per cent. The use of incandescent mantles on
Pintsch gas lamps in carriages has been continued
with satisfactory results, and 220 carriages have been
equipped during the year with these mantles in addi-
tion to the Meibourne-Albury and Melbourne-Adelaide
express trains. It is anticipated that 300 additional
carriages will be fitted with these mantles during the
year 1908-9.

45 -TON' C AT AC IT V W I IK AT TRICK.

A BUSY SFCTIOX OF TIIK MKI r.orRNK Sr IHK HA \ RAIIAVAVj.

THE RAILWAYS OF VICTORIA.

A USTRALASIAN RAIL ]VA YS.

An illustration is here given of the Melbourne-
Sydney express, a luxurious high-speed train, built
entirely in the workshops of this State. The principal
dimensions of the locomotive are as follows : — Length Melbourne-
over buffers, 6i feet 3 inches ; heating surface of boiler Sydney
2,220 square feet ; wheel base, 52 feet o^^ inch ; steam
pressure, 200 lbs. per square inch ; grate area, 29 square
feet; cylinders, 21 inches in diameter by 26 inches
stroke ; driving wheels, six coupled, 6 feet in diameter ;
fuel capacity of tender, 5 tons ; water capacity of tender,
4,600 gallons ; total weight of engine and tender in
steam, 109 tons.

The train consists of two first class, one composite
first and second, two second class carriages, and a
luggage van, at the rear of which is a magnificent

VICTORIAN RAILWAYS. — NEW LOCALLY-BUILT COMPOSITE CAR FOR
2 FT. 6 IN. GAIGE LI.NES.

parlour and observation car. Each of the carriages,
including the parlour car, is 71 feet in length, and the
luggage van 60 feet ; and through the train from engine
to van runs a wide corridor, carried from one vehicle
to the next by a broad gangway and a spacious
vestibule. The floors are double, and stuffed with hair,
which deadens sound and renders them warm in winter.
The ceilings are of steel, stamped to special design.
The compartments in both first and second class car-
riages are roomier and loftier than any yet run here.

In order to keep pace with the carriage building. The Newport
it has been found necessary to considerably enlarge ^^o^ks.
the carriage shop at Newport, and the area of this
shop is now more than double what it was a few
years ago.

Practically the whole of the iron, steel, and brass

94 TRADE OF AUSTRALASIA.

castings for the Rolling-stock Branch, as well as for
the Way and Works Branch, are now made at New-
port, and this has necessitated a large extension of the
foundry, the output of which is now at the rate
of 250 tons of castings per month.

Considerable additions have also been made to the
forge, a further large steam hammer having been
erected and provision made in this building for the
extensive nut, bolt, and rivet-making machinery. The
forge turned out 2,538 axles during 1909.

The increasing work at the Newport shops has
also made it necessary to provide a considerable addi-
tion to the blacksmith's shop, to re-arrange and add
to the sidings and turntables, to increase the motive
power, and also to provide a further number of modern
labour-saving machines, all of which are in progress.
Supply of Tenders invited locally in 1907 for 8,485 tons

Steel Rails. q£ 80-lb. and 100-lb. rails resulted in the order being
placed with Messrs. R. W. Cameron & Co., of New
York, for that quantity of rails — manufactured at the
Lorain Steel Mills, Ohio, at £6 17s. per ton — delivered
into Departmental trucks at Williamstown Pier, exclu-
sive of duty. Delivery of these have nearly been
completed. A further contract for 55 miles of 80-lb.
rails have been placed with the same firm at £6 3s. 6d.
per ton.

The new Walhalla and Tocumwal Hnes have recently
been open to traffic, and work will shortly be com-
menced on the Alexandra township railway, the
Rupanigup to Marnoo line (15!^ miles), the Nyora to
Wollomai line (176 miles), and the Ultima to Chil-
lingollah line.

NEW SOUTH WALES RAILWAYS.

A Well- '^^^ New South Wales Government Railways had

Conducted 3,472^ miles of line open for traffic on the 30th
System. June 1908. This is undoubtedly one of the best con-

ducted systems in Australasia, and I do not hesitate to
say that from an engineering as well as an admini-
strative standpoint it M'ill compare favourably with the
best British lines. The gauge is 4 feet 8^ inches, and,
considering the sparsity of the traffic on some of

AUSTRALASIAN RAILWAYS. 95

the sections, the financial results achieved are quite
remarkable and reflect the greatest credit on the Com-
missioners. The following table deals with a few
features of the system for the year which ended in
June 1908 : —

Results of Working, 1907-8.

Amount expended on construction

and equipment . . . 1^45, 683, 484
Cost per mile open for traffic (in-
cluding workshops, rolling stock,
&c.) - . - . . ;^i3,i56
Total miles open for traffic - - 3,472^
Average miles open for the year - 3,468f
Earnings ----- ^4,944,134
Working expenses - - - _^'2, 7 14,839
Balance (after paying working ex-
penses) ----- _^:2,229,295

Percentage of profit to capital in-
vested - - - - - ^4 17s. 7d.

Percentage of working expenses to

earnings - - - - - 54*9i

Earnings per average mile open - ^'1,425

Working expenses per average mile

open ^78 2

Earnings per train mile - - 6s. ii^d.

Working expenses per train mile - 3s. 9|d.

Number of passenger journeys - 47,487,030

Goods tonnage - - - - 9,719,840

Live-stock tonnage - - - 455>549

Train mileage . - _ - 14,251,052

An immense amount of new railway work is pro- New Lines,
ceeding in this State, and the following new construc-
tional work has actually been decided on : — A north
coast railway of a length of 310 miles ; Narromine
to Peak Hill Railway, 35 miles 73 chains in length ;
and Lockhart to Clear Hills Railway via Boree Creek
and Urana, in length 50 miles 40 chains.

In addition the following works are projected : —
Cowra to Canowindra and Grcga ; and Coraki to
Kyogle vici Casino.

TRADE OF AUSTRALASIA.

The N.S.W.

Rolling

Stock,

The New
Policy.

The Minister of Works of the New South Wales
Government recently stated that when the Murrum-
bidgee irrigation scheme is completed in about three
years' time, a line would also be constructed from the
southern side, about 50 miles from Hay, and also one
from the Barrellan side, each to traverse the irrigation
area.

Illustrations are here given of some types of
passenger and goods locomotives, being built in the
Government railway shops at Redfern and by the Clyde
Engineering Co., Ltd., of Sydney, who are at present
engaged on 75 engines for goods and passenger traffic.
The passenger locomotive has driving wheels 5 feet in
diameter, three-coupled on each side with a front four-
wheel bogie 3 feet 3 inches diameter wheels. The
cylinders, which are placed outside the frame, are
20-inch by 26-inch stroke ; the boiler has a total heating
surface of 1,916 square feet and a total grate area of
27 feet, giving a boiler pressure of 100 lbs. per square
inch. The weight of the engine and tender is 98 tons.
The locomotive for goods traffic has eight driving
wheels coupled. The cylinder diameter is 21-inch
by 26-inch stroke, and the total boiler heating surface
2,198 square feet, with a grate area of 29I square feet,
giving a boiler pressure of 160 lbs. per square inch.
The total weight of this engine and tender is 107
tons. Practically the whole of these engines through-
out are built in the shops of the Clyde Engineering
Company and those of the Government at Redfern,
only the axles and t^Tcs and some materials, and a
few of the mountings, being imported. It will surprise
many engineers in this country to find that such
important heavy work can be successfully produced in
Australia. Ten more of the " P " class passenger
engines illustrated will be delivered by the Redfern
shop within the next few months and a similar
number from the Clyde Engineering Works.

A number of engines on this system by Messrs.
Beyer, Peacock & Co. (one for suburban traffic is
illustrated herein), are giving excellent working results,
but the desire of the Government in future is to build
all their rolling stock locally, and it is probable that

TWO-STUREY SHEEP VAN. CAPACITY, lOO SHEEl'. NEW SOl'TIl WALES RAILWAYS.

l^^m^.

,|fe*.

REEKICERATIXC; VAN, N.S.W. RAILWAYS. CAPACITY, 34O ClIIl.I.EU MiEEP OR 675 FROZEN SHEEP

PASSENGER TANK LOCOMOTIVE FOR THE N.S.W. RAILWAYS, BUILT BY
MESSRS BEYER PEACOCK ANH CO., LTD., MANCHESTER.

SOME INTERESTING ROLLING STOCK.

AUSTRALASIAN RAILWAYS. 97

few orders will be placed outside the State, except to
meet urgent requirements from time to time.

The following account from the last annual report Extensive
of the Chief Commissioner of Railways will give some j ^'\. ^
idea of the enormous amount of work handled at the
State engineering works at Redfern and Newcastle and
by the Clyde Engineering Co., Ltd., and other local
firms : —

Thirty-five new locomotive boilers have been con- Locomotives,
structed in the Redfern shops during the year. Nine
passenger tender engines, 14 goods tender engines, and
five goods tank engines were rebuilt and fitted with
new boilers. Fifteen •' P " class engines and 10 "S"
class suburban tank engines were received from England.
Four passenger and seven goods tender engines were
received from the Clyde Engineering Company. The
work on the ten " P " class engines now building in
the Redfern shops is progressing satisfactory, and it is
expected they will all be in traffic by the end of June
1909, six shunting tank engines, from the duplicate
stock, have new boilers fitted to them, and now form
part of the permanent stock, 730 engines have had
general repairs, 510 of them at Redfern, 80 at
Newcastle (including 13 motors), and the remaining
140 at smaller depots. Two hundred and twenty-
seven of them had heavy repairs, and the remaining
503 had general repairs of a lighter character. Five
hundred and forty-three locomotive boilers were over-
hauled during the year, 473 of them at Redfern, 67 at
Newcastle (including boilers of 12 motors), and the
remaining three at smaller depots. One hundred and
ninety-four of them were internally examined, heavily
repaired, re-filled with tubes, and returned to loco-
motives. Fifty-seven stationary boilers were overhauled,
four of which received heavy repairs. Two new
stationary boilers and eight old locomotive boilers
displaced worn-out plant, and four new vertical boilers
were installed at new pumping stations.

Three new Mann type sleeping cars have been con- Carriages.
structed in the Redfern workshops ; two carriage trucks
were rebuilt during the year, and the following carriages
have been received from contractors : — twelve first-class,

TRADE OF AUSTRALASIA.

eight composite, and three second-class, all of the lava-
tory type ; and for suburban traffic, 24 first and 24
second-class cars. One thousand six hundred and nine-
teen passenger vehicles received general repairs ; 1,257
of them at Redfern, and 362 at Newcastle. One hundred
and twenty-four of these were heavily repaired.
Wagons. The following additional vehicles were received from

contractors, viz. : Three hundred coal hopper wagons,
500 steel goods wagons of 15 tons capacity ; 10 four-
wheel refrigerator cars, and 29 four-wheel composite
goods brake vans. (Some of these were imported.) One
workman's van, three open bogie wagons, 26 four-wheel
cattle trucks, 10 caboose brake vans, one truck for gas
supply, were built in the Redfern shops. Two hundred
and eighteen merchandise vehicles, received from con-
tractors, and 19 new ones from the Redfern shops,
replaced condemned vehicles. Seven thousand eight
hundred and seventy -one wagons and vans passed
through Redfern and Newcastle shops during the year ;
3,139 of them were heavily repaired. Two open bogie,
and one open four-wheel wagon, two sheep vans, and
one refrigerator car, were rebuilt during the year. Two
thousand two hundred and eighteen axle-boxes of de-
fective design were removed, and replaced by standard
axle-boxes.

Total
Mileage.

New Lines.

Rolling
Stock.

Local

Railway

Industries.

QUEENSLAND RAILWAYS.

The total mileage of these railways open to traffic
at the end of last year was nearly 3,200 miles. The
following constructional work is in hand, and some of
it approaching completion. Inglewood to Goondiwindi
53 miles, Wetheron to Gayndah 11 miles, Jericho to
Blackall 71 miles, and Richmond to Cloncurry 174 miles.
The capital invested and the results achieved of this well-
managed system are given in a table at the beginning
of this section, and need not be further dwelt on here.

There are about 350 locomotives on this system, and
about 460 carriages of various types, 7,500 wagons and
120 brake vans.

There are finely equipped State workshops at Ipswich,
where repairs, renewals and additions to engines, carri-
ages and wagons are made. In accordance with the

AUSTRALASIAN RAILWAYS. 99

general policy of the various States an endeavour is
being made to provide for all their future requirements
locally, and new locomotives are being built as rapidly
as possible in the State shops. Contracts to build 20
locomotives have also been let to a private firm, and some
of the engines are already working. Contracts have
also been let locally for the construction of 200 eight-
wheel wagons (the wheels and axles for which have
been supplied by British firms), and for other rolling
stock required. The following is a list of some of the
rolling stock built in the State workshops in 1907 :
Two composite lavatory cars, one travelling post office
car, six covered goods wagons (louvred Class A.L.G.),
65 open goods wagons (Class F.G.), 80 hopper wagons
(Class v.), one hopper ballast wagon (Class V.T.), 15
open goods wagons (Class F.), and 15 cane wagons
(Class F.C.).

During 1907 permanent way material was purchased 1907 Pur-
in Great Britain to the value of ^121,809, locomotive chases.
engines ;^6,88o, and general stores ^^24,134.

TASMANIAN RAILWAYS.

The Tasmanian Government railways use a gauge
of 3 feet 6 inches, and the number of miles open for
traffic is 463. There are also 155^ miles of privately
owned railways opened for general traffic.

The revenue of the Government railways for 1906-7 Extent and
was ^258,223, as compared with _;^24i,i88 in 1905-6 ; Revenue,
an increase of ;^i7,035. The working expenses for
1906-7 amounted to ;^i85,500, as against £i'j2,6oi
during 1905-6 ; an increase of ^^i 2,899. Th^ excess of
revenue over working expenses for 1906-7 is £y2,y22,
as compared with ;^68,587 in 1905-6 ; an increase of
^4,136. The expenditure on additions makes the capital
cost of open lines on 30th June 1907 ;^3,943,359. The
rate of interest earned per cent, of capital cost was i ' 84
as compared with i * 74 in the previous year.

The rolling stock on these railways comprises 71 Rolling
locomotives, 149 passenger carriages, 40 cars and vans ^^°^^-
combined, 19 brake vans, 1,266 trucks, and 46 horse-
boxes, carriage trucks, brake-down vans, &c., and 200
coal hoppers.

G 2

TOO TRADE OF AUSTRALASIA.

New Works. The amount set down for the railway construction

in Tasmania for the year ending September 1909 was
^160,000.
New Rail- The following railway proposals have recently been

way Pro- reported on : — Extension of railway from Burnie to
P°^ ^- Flowerdale. Railway facilities for the Sheffield district.

Railway facilities for the Castra district. Branch line
from Parattah to Tunnach. Extension of Derwent
Valley Line. The Government have decided to con-
struct an extension of line from Burnie to Flowerdale,
and the Derwent Valley Line extension to Fentonbury.
The Commissioners consider that the other lines reported
upon should be undertaken locally under the provisions
of " The Local Government (Tramways) Act." The
Government also proposes the construction of an exten-
sion of the Scottsdale Line. The proposed line will
pass through the splendid Ringarooma district as far as
Branxholm, a distance of 23 miles from Scottsdale.

NEV^ ZEALAND RAILWAYS.

Mileage The mileage of lines open for traffic in New Zealand

Open Qi^ the 31st March 1907 was 2,456 miles as against

2,406 miles for the previous year. The following exten-
sions were opened : — Omakau, Alexandra, 17 miles 68
chains ; Kohatu, Tadmor, 10 miles 28 chains, Otarama,
Broken River, 6 miles 52 chains ; Ethelton, Domett,
8 miles 34 chains ; Hokitika, Ruatapu, 6 miles 65 chains.
Cost. The capital cost of lines open for traffic, including

plant and steamers on Lake Wakatipu, has increased
from ^^22,498,972 last year to ^23,504,272 for the year
under review.

The results may be summarized thus : —

Year 1907. Year 1906.

~7 - T

Total earnings - 2,624,600 2,349,704

Total expenditure - 1,812,482 1,621,239

Net profit on working 812,118 728,465

Revenue. The net revenue, ;^8i2,ii8, is equal to a return of

3 • 45 per cent, on the capital invested in the open
lines, and 3 • 19 per cent, on the total capital

ICXPRESS PASSENGER LOCOMOTIVE BUILT FOR THE N'.S.W. RAILWAYS BY THE CLYDE
ENGINEERING CO., LTD., SYDNEY.

A RE.MINISCENCE : COACHING BETWEEN WAIMARIXO AND OHAKCNE, NEW ZEALAND. (THE MAIN
TRUNK LINE BETWEEN THESE POINTS HAS RECENTLY BEEN COMPLETED.)

AUSTRALASIAN RAILWAYS. loi

(^^25,438, 568) invested in open and unopened lines.
The number of train miles run during the year was Work done.
6,755,454, being an increase of 341,881 miles over the
previous year. The increased mileage represents addi-
tional facilities to meet the requirements of the large
business done during the year, and has cost ;^86,ooo.
The permanent increase to the train service represents
20,375 miles per annum. The total number of ordinary
passengers carried during the year was 9,600,786, an
increase of 774,404 over the previous year. The average
number of men employed during the year was 10,858,
against 9,795, an increase of 1,063.

A vigorous policy has been pursued in connection New RoUinfj
with the building of rolling stock in the railway work- ^}^^^ ^"^
shops. This has resulted in three new four-cylinder
balanced-compound tender engines, 60 new cars, 11
bogie brake-vans, and 467 wagons, equal in capacity
to 1,097 ordinary four-wheeled wagons being added to
the stock during the past year.

New steel axles to the number of 1,449 have been
placed under cars, vans, and wagons in substitution for
old axles. All new rolling-stock built for the Auckland,
Wellington-Napier, New Plymouth, and Hurunui-Bluff
sections was fitted with the Westinghouse brake before
leaving the railway workshops. Machinery of an im-
proved type and greater capacity has been added to the
equipment of the railway workshops.

One hundred and twenty and a half miles of track Tracks re-
were re-laid last year, viz., 84^ miles of main line with ^^^"•
standard 70 lb. steel rails, and 36 miles of branch lines
with 53 lb. steel rails that had been removed from the
main line.

No less a sum than ;^i, 279,000 will be spent in the Large
coming year on railway development in this Colony, ^P^?^"^^
and large orders will be placed for rails and railway
materials and machinery.

Since the author travelled from Wellington to The Main
Auckland in making his enquiries for this Report, X'^","^
through railway connections have been established from
the tsouth to the north of New Zealand. At the time
of the writer's visit the railway had been carried to
Ohakune in a northerly direction and down to Waima-

I02 TRADE OF AUSTRALASIA.

rinoo in a southerly, and it was necessary to coach by
road between these two points. This section was the
most difficult portion of the railway to construct, neces-
sitating very heavy banking and the building of several
costly viaducts. On going to press with this Report,
I learn that the line has been joined up, and that a
through service of trains has already been inaugurated
between Wellington and Auckland, and by the begin-
ning of 1909 an express service will be started in
which sleeping cars will be used for the first time on
the New Zealand railways. This North Island Main
Trunk railway has been more or less in process of
construction for over 20 years and has cost more than

;^2,500,000.

New Rolling There are already indications that a very heavy
Stock. traffic will result from the opening of the North Island

Main Trunk line, and the question of providing loco-
motive power and rolling-stock equipment in readiness
for the opening of the line has been engaging close
attention. Engines of great power will be required to
successfully negotiate at a reasonable speed the heavy
grades ruling on the 91 miles of the line separating
Taihape and Taumarunui. The success which has been
achieved by the " A " class four-cylinder balanced-com-
pound already running in the South Island indicates
that an engine of a similar type, but with certain modi-
fications, will meet all the requirements of the traffic
on the heavy grades of the Main Trunk. Designs have
been prepared accordingly, and eight large-tender four-
cylinder balanced-compound locomotives of a special
type are now in course of construction, and will be
completed at an early date.
Sleeping Car Owing to the length of the line and the fact that
Trains. ^^j^ essential feature of the time-table will be the estab-

lishment of a service that will enable the through journey
between Auckland and the Bluff to be made in the
shortest possible time, night travelling will be unavoid-
able and sleeping-cars an indispensable adjunct to the
equipment of the through trains. Plans for 40 bogie
sleeping cars, four refreshment cars and eight bogie-
vans for special use on the North Island Main Trunk
trains have been prepared, and the construction of the

AUSTRALASIAN RAILWAYS. 103

vehicles has been put in hand in the State shops. In
continuation of the policy enunciated in 1903, that Local
private engineering shops in the colony would be given I^dustrj-.
an opportunity of tendering for the building of rail-
way rolling-stock, a contract has been let to Messrs.
A. and G. Price, of the Thames, to build 20 tender
engines of the four-cylinder balanced compound type,
and the firm has already made a commencement with
the work.

On March 31st, 18 locomotives, 112 bogie cars, 15 Work in
bogie brake-vans, and 988 wagons were under con- Hand,
struction in the railway workshops of the colony, in
addition to the order in progress by Messrs. Price Bros,
of Thames.

The number of engines in service on March 31st, Number of
1907, was 398. In the Government Railway workshops Locomotives,
to date 53 engines have been built, and 24 old loco-
motives rebuilt to more modern types.

The car-stock on 31st March 1907 was 966 cars. Carriages.
Sixty new cars, comprising three 60 feet motor-train cars,
four 47^ feet refreshment cars, and fifty-three 47!^ feet
passenger cars were built in the Government Railway
workshops and put into service. The additional cars have
increased the seating accommodation by 9 • 13 per cent.

The rolling stock also included on March 31st last Wagons.
14,279 wagons and 326 brake-vans.

Docks and Harbours and their
Equipment.

Probably no countries in the world possess finer Magnificent

harbours than Australia and New Zealand, and it is a Harbours.

fortunate circumstance that this should be so, since the

development of these countries must always depend to

a large extent on overseas trade.

I was much impressed with the progressive spirit Progressive

which animates the principal port authorities in both ^^.^^ Autho-

nties.
the Commonwealth and the Dominion. They recognise

that the development of new countries depends on the

provision of facilities for rapidly and economically

104

TRADE OF AUSTRALASIA.

Extensive
Openings
for Trade.

handling and storing goods at the ports and in pro-
viding safe entrances, safe anchorages, convenient
berthings, docking and repairing facihties for vessels
and of bringing the railways of each State into the
closest touch with steamship transport.

And so one finds widening of channels, building of
wharves and warehouses, new cranes, hoists, conveyors
and other machinery and new docks bemg provided
to meet the continually increasing demands in prac-
tically all the shipping centres. New dredgers are
being purchased, rock cutting and blasting machinery
being imported, with all the thousand and one smaller
articles and supplies necessary to the making of modern
ports.

In both countries the development work that is going
on is quite extraordinary, and British manufacturers
interested in the class of machinery here required will
be well advised to keep in the closest touch with this
large market.

In the following pages I propose to briefly refer to
some of the characteristics of the various ports, their
equipment and facilities, and to indicate trade openings
that might be taken advantage of by British firms.
More detailed information can be obtained at the offices
of the Manufacturers' Association of Great Britain, Queen
Anne's Chambers, Westminster, S.W.

The
Harbour.

FREMANTLE.

The general administration of Fremantle Harbour
is controlled by a Harbour Trust. At the present
time the European mail boats which make Fremantle
the first and last port of call in Australia are able to
enter and leave the harbour in all weathers and at
all tides. Two ocean moles have been thrown out
from the north and south heads, the former being
3,450 feet and the latter 2,040 feet long. A channel
450 feet wide and 30 feet deep at low water has been
blasted and dredged through the rock which formerly
crossed the estuary to the river, and wharves and
goods sheds have been constructed along the reclaimed
foreshore on the south side of the harbour.

A SNAPSHOT OF FREMANTLE.

SUUi'Ks., ,i.:i;l,R .WD I'RdprCK AT BUXnU'RY.

GLIMPSES OF WESTERN AUSTRALIAN PORTS.

DOCKS AND HARBOURS. 105

Considerable improvements are being carried out in Kew Works,
the equipment of the port, and under the advice of
Sir Whateley EHott a new and large dry dock is about
to be constructed. This dock will be 560 feet long
with an entrance 94 feet wide on the sill.

An extension of the jetty at Port Hedland is about Port
to be undertaken. Hedland.

Preparations are being pressed forward for the early New Light-
commencement of four lighthouses which it has been houses.
decided to erect on the north-west coast.

ADELAIDE.

There is now under consideration a proposal that New Dry
the Australian Government should undertake the con- l^^^k.
struction of a large dry dock at Adelaide.

A new outer harbour is now in course of completion New Har-
at Lights Passage, Adelaide. The estimated cost is ^^"fj^^*
;^5oo,ooo. Hitherto all mail steamers and other large Pa'ssage.
vessels have had to anchor in Largs Bay and there
discharge their cargoes and passengers into tenders
and lighters, a work which was often accompanied by
danger in rough weather. A new order of things has
now been brought about. Vessels may now steam
through an entrance channel a thousand feet long by
400 feet wide and 33 feet deep at low water, and tie
up to a substantial quay which, when completed, will
present a water frontage of 1,500 feet, capable of
berthing at least two and sometimes three ocean liners
together. Opposite the quay is a swinging berth
3,000 feet long by 1,000 feet wide. The harbour is
fully protected against all kinds of weather, and the
ease with which the inlet and outlet passages were
negotiated by the " Omrah," from which I landed in
South Australia, demonstrated the safety and con-
venience of the new arrangements at this port. A
railway has been constructed from the quay to the
cit>', and there is no doubt that these conveniences
will do much to stimulate the growth of Port Adelaide.

The Produce Export Freezing Department of the New
South Australian Government will shortly be con- J^^^^'"^
structing a new freezing works, at an estimated cost
of £83,000.

io6

TRADE OF AUSTRALASIA.

New
Jetties, &c.

Breakwater
at Glenelgr.

The Accom-
modation.

Dredging
Operations.

New Works.

The Victoria
Dock.

Provision was also made by Parjiament on the
estimates for the year for smaller works, such as
dredging, jetties, water-works, borings for artesian
water, drainage, public buildings, &c., approximately
estimated at ^500,000.

A small reinforced concrete breakwater is to be
constructed at Glenelg at an estimated cost of ^^i 5,000.

MELBOURNE.

The port of Melbourne is under the control of the
Melbourne Harbour Trust, and has over eight miles
of wharves, piers, and jetties in the River Yarra,
Victoria Dock, and Hudson's Bay. The area of these
wharves is 45*74 acres, of which 12*33 acres are
under sheds. The floating plant of the Trust in com-
mission includes three dredgers, one steam tug, four
steam hopper barges, ten iron hopper barges, two
steam launches, etc. The total quantity of dredgings
by the Harbour Trust actually raised in 1906 amounted
to 1,218,370 cubic yards, viz., 230,875 cubic yards
from Hudson's Bay, and 987,495 cubic yards from
the River Yarra and Victoria Dock. Since the estab-
lishment of the Trust the river dredgings have
amounted to 22,639,866 cubic yards, and the bay
dredgings to 12,994,685 cubic yards, making a total
of 35,634,551 cubic yards. Of the dredgings, 25,906,483
cubic yards were deposited at sea, and 9,728,068 cubic
yards were landed for roads and reclamation work.
The average cost of dredging, towing, and depositing
in 1906 was 5*29^. per cubic yard.

New improvement works are constantly in progress
here to accommodate the largely increasing trade, and
quantities of machinery and appliances are constantly
in demand. At the present time the Coode canal is
being widened by 100 feet, which will make its total
width 408 feet.

This dock, opened in 1892, has an area of 96
acres and a depth of 26 feet at low water. There are
9,000 feet of wharfage, and the total cost, including
wharves, sheds, and approaches thereto, was ^416,038.
The sheds have a total length of 12,000 feet, and
cover an area of 568,070 square feet.

SlllPriNC WHEAl l.;V CdWl'. Vi)U> a l (IKhl.OXl., \K1c>1^1A.

^HI^l'I^^; wiiiiAr r.v si.i.m. system, wii.i.ia.msihwx iiakiilh k. mi;; r.oi km;
INDUSTRY IN VICTORIA'S PORTS.

DOCKS AND HARBOURS. 107

Plans have been approved for the construction of New Piers
news pier and docks at Melbourne. The first step in ^"^ Docks,
this scheme will be the construction of the new piers,
and work will be commenced on these almost imme-
diately. It is estimated that the cost will be about

;^I0O,00O.

GEELONG.

Manufacturers contemplating the establishment of Port
works in Australia will do well to carefully examine ^^^""S-
the facilities offered at the port of Geelong. A writer
in a Melbourne journal refers to it in these words :
" Where else shall we look for so magnificent a site
and so rising a city ? Except Sydney, no Australian
town among the southern colonies has advantages to
a great commercial capital comparable to those of
Geelong."

One has only to glance at the map on the follow- Increasing
ing page to see its admirable geographical position. ^^^"^•
Within forty miles of Melbourne, a port that at cer-
tain seasons is much congested with traffic, Geelong
is the natural outlet for an enormous quantity of the
farming produce exported from the districts comprising
North-Western, Western and South-Western Victoria.
During 1906 1,238 vessels entered the port, of an
aggregate tonnage of 517,954 tons, some of the vessels
being as large as 10,000 tons.

The inner anchorage comprises an area of 5,411 The
acres, having a depth from 18 to 33 feet of water ; Anchorage,
of this, 2,563 acres have a depth of at least 30 feet at
low water. Borings which have been taken show that
to a large extent the bed is composed of silt, which
can be easily removed by pumping if it is ever required
to have 30 feet of water over the whole of the 5,411
acres. Owing to the natural breakwater formed by the
Spit, which extends right across the seaward entrance
of the inner harbour, a safe anchorage is ensured in
any state of the weather.

The inner anchorage is approached through the Approach.
Hopetoun Channel, which was designed by Sir John
Coode, in 1879. This channel is 12,000 feet in length
and 130 feet wide at the bottom, and has a navi-

io8

TRADE OF AUSTRALASIA,

< 2

o w

& c
(I.

z o

u o

< ^

9 M

< (J

o
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DOCKS AND HARBOURS. 109

gable depth throughout of fully 24 feet 6 inches at
low water.

The berthing of vessels is provided for at the Berthing
following piers : — Space.

Railway Pier, upon which there are five lines of
rails.

Moorabool Pier.

Yarra Pier.

Eastern Pier.

Small Jetty and Harbour for fishing boats.

Jetty at Freezing Works.

Explosives Jetty at Limburners' Point.

Fishermans' Jetty, North Geelong.

At North Geelong, which is specially suitable for New Freez-
the establishment of industries, the berthing accommo- ^"S Works,
dation is being further increased and there is now under
contemplation the early erection of extensive cold
storage works.

Excellent sites may be obtained by negotiation with Sites for
the Geelong Harbour Trust Commissioners, or their Factories,
consulting engineer, at Queen Anne's Chambers,
London, either facing the main harbour or on the
banks of the River Barwon in the immediate vicinity.
There is a plentiful water supply and fuel is obtainable
at rates practically as low as any other port in the
Colony. It is served by the Victorian State Railways
and is in close touch with Melbourne and Ballarat,
which is on the Adelaide main line. Indeed, as a A coming
manufacturing centre and one from which goods may Manufactur-
be economically distributed through the principal ^
Southern Australian States, Geelong undoubtedly offers
exceptional advantages. Its population numbers about
27,000. Electric tramways are shortly to be installed,
and there is a scheme now under consideration of
constructing a dam across the River Barwon and
utilising the stream for the production of cheap water
power for driving factories. Considerable drainage
operations and Harbour improvements are being carried
out and in the near future the port will be able to
accommodate vessels as large as any now visiting
Australian ports.

TRADE OF AUSTRALASIA.

Improve-
ments in
progress.

Great

Harbour

Bridge.

SYDNEY.

The Sydney Harbour Trust is the authority in charge
of this harbour, probably the most beautiful in the
world. Considerable improvements have been, and are
now being made in the wharfage accommodation of the
port, and in the sanitary condition of the area vested
in the Trust, by the construction of new jetties, sheds,
offices and waiting rooms, by dredging, preventing the
pollution of the waters of the port, opening new roads,
and by taking means to prevent rats and other vermin
from finding a harbourage in the produce stores and
in the vicinity of the wharfs.

A Royal Commission has recently been sitting in
Sydney on the question of communication by bridge
or tunnel across the harbour. The existing steam ferry
service is unable to deal with the growing traffic. Two
schemes have been considered, one involving the con-
struction of a bridge and the other a tunnel. It is
expected that the bridge proposal will be decided upon.
The navigation of the harbour will necessitate a head-
way of 170 feet above high water, and in the design
before the commission the towers of the two main
piers rise 280 feet above the roadway, while the depth
to the rock of the foundations will be 170 feet below
high water. Thus the bridge will have the unprece-
dented height of 620 feet. The design comprises two
cantilevers resting eccentrically on the two main piers.
1,350 feet apart centre to centre, with anchor spans
500 feet long on the city side and 580 feet long on
the North Sydney side. The main piers will each be
formed by four steel legs splaying out to masonry plinths
137 feet 6 inches apart. Each of these will stand on
an annular steel caisson 60 feet and 34 feet external
and internal diameter respectively. The caissons will
be sunk to the rock by dredging ten 8 feet circular wells
within the 13 feet space between the inner and outer
skin. The approaches to the bridge will consist on
the city side of four masonry arches, one of 14 feet,
one of 95 feet, and two 90 feet spans, and on the North
Sydney side of two 270 feet steel spans, and two 70 feet
arches. The bridge will accommodate a 30 feet road-

DOCKS AND HARBOURS. iii

way, a double track electric tramway 26 feet wide, and
a double line of standard gauge railway, besides two
ID feet 10 inch footways outside the two main trusses
forming the cantilever. The cost is roughly estimated
at nearly ;^2,ooo,ooo.

NEWCASTLE.

In 1895 certain breakwater work was authorised by New Works
Parliament at a cost of ;^i40,ooo. This expenditure considered,
was reached in September last, and it has since been
decided to refer to the Parliamentary Standing Com-
mittee on Public Works for inquiry and report the
extension of the northern breakwater, a further distance
of 1,170 feet, the estimated cost being ;^io2,5oo.

Increased accommodation being urgently required. New
principally in connection with coal shipping, a scheme Wharfage,
is under consideration for the construction of exten-
sive wharfage at Carrington, Newcastle Harbour. The
scheme includes the excavation to at least 30 feet at
low water spring tides of two basins, with an inter-
mediate pier, 800 feet and 600 feet wide at the inner
and outer ends respectively, the basin being 800 feet
wide at the head, and 1,650 feet and 1,250 feet
respectively at the outer ends. The total water area
of the basins will be about 310 acres. The wharfage,
which will be constructed as required, will have an
ultimate length of nearly four and three-quarter miles,
including a length of 1,200 feet now under construction.
It is proposed to construct the greater portion of the
work in concrete, the remainder in timber.

The question of removing a large quantity of sunken New Wharfs
rock, principally in the entrance to the harbour, and ^""^ Docks
off the lower end of the Carrington Coal Shipping p°ated^
wharf, is also under consideration, as is also that "of
constructing either a grading or a floating dock for
this port, but nothing of a definite nature has yet been
done in the latter matter.

KEMBLA.

It has recently been decided to construct a portion New
of the northern breakwater with the stone up to four Breakwater,
tons in weight arising in the quarry, on obtaining the

112

TRADE OF AUSTRALASIA.

New
Breakwater.

Growing
Port.

New Im-
provements.

Wellington
Harbour.

larger blocks for the more exposed eastern breakwater.
The northern wall will, when completed, have a length
of about 4,000 feet, and will absorb about 860,000 tons
of stone, the outer end being in 51 feet of water at
low tide. ^^\it area of the harbour enclosed by this
breakwater, and the eastern wall, of which 1,960 feet
have been constructed, will be 334 acres, of which
205 acres will be 24 feet and over at low water. The
estimated cost of the proposed northern breakwater is
about ;^i4o,ooo.

CLARENCE RIVER.

A proposal to construct a breakwater at the northern
side of the Clarence, to have a length of 3,650 feet, and
to cost ;^2o8,5oo, has recently been inquired into by the
Parliamentary Standing Committee on Public Works.

BRISBANE.

Brisbane is a port which is rapidly increasing in
importance, and efforts are being made to keep the
equipment up to date and of a capacity to deal ade-
quately with the growing trade. A still further growth
will take place in the shipping trade of this port when
the new four-weekly steamship service of the British
India Company is running. The ports of North Queens-
land will thereby be directly connected with Great
Britain, and these will include Thursday Island, Port
Douglas, Townsville, Mackay, Rockhampton and Mary-
borough. The supplies for the American forces in the
Philippines are drawn from this port, and it is obvious
that when the Panama Canal is in operation the im-
portance of the port will be still further increased.

HOBART.
A comprehensive scheme of improvements for this
port has been adopted, and plans are being prepared to
include the extension of wharves, &c. The work will
take some years to complete.

WELLINGTON.

The harbour of Port Nicholson (Wellington) contains
an area of about 20,000 acres, having depths varying
from six to fourteen fathoms, and of sufficient capacity

Smi'IMNti Al'I'I.KS AT IlOIiART, TASMANIA.

\ iMi; I'l.xn AT CKF.I.OXG, VICTOKIA.

TWO GROWING AUSTRALIAN INDUSTRIES.

DOCKS AND HARBOURS. 113

to enable a squadron of warships so manoeuvre under
steam within its hmits. The anchorage is good
throughout, the bottom being silty clay and sand, and
the harbour, being land-locked, is well-sheltered. The
width of the entrance in the narrowest part exceeds
3,600 feet, with a depth of from seven to eight fathoms.
The current in the entrance never exceeds two knots,
and the rise and fall of tide varies from three to four feet.

The Board has a complete and elaborate system Harbour
of hydraulic plant, comprising a lo-ton fixed crane, -^PP^^^^^es.
having a variable rake up to 32 feet, so as to com-
mand the hatchways of the largest ocean liners visiting
these ports. This crane has also a smaller power of
three tons for light lifts, and is fixed at the outer tee
of the Queen's Wharf, where there is a depth of water,
at low water, of 30 feet. There are five fixed double-
powered 2-ton and 12-cwt. cranes on the Queen's
Wharf for handling cargo, and sixteen movable double-
powered 2-ton and 12-cwt. cranes, having variable rakes
up to 32 feet, to work cargo from ocean steamers and
sailing ships. There are on the Glasgow Wharf and
on the Railway Wharf respectively, ten double-powered
2-ton and 15-cwt. movable gantry cranes, with 15-cwt.
supplementary jiggers. There are also movable winches
for working cargo by means of tackle from ships' yard-
arms or derricks, together with sundry smaller hydraulic
plant in the sheds and stores. On the Railway Wharf
is installed a 20-ton crane with a depth alongside of
32 feet 6 inches, capable of commanding the hatches
of the largest ocean steamers and the railway lines.

There is also a patent slip, owned by a private Patent
company, which can take vessels up to 2,000 tons, ^^^P-
not exceeding in length 300 feet, or a greater draught
than 16 feet at the forward end when going on the
slip. The ways are laid to a gradient of i in 23, and are
1,070 feet in length, and at high water have a depth
of 32 feet at the outer end. The slip is situated in
Evans' Bay, about 3 miles by road and about 2|- miles
by water from the wharves, and is in telephonic com-
munication with the town. Appliances for repairing
both wooden and iron vessels are owned by the Slip
Company.

New

Pumping

Engine.

New

Hydraulic

Plant.

New Gantry
Cranes.

New Graving
Dock.

114 TRADE OF AUSTRALASIA.

The Board recently placed an order with Messrs.
Simpson Bros, for a Worthington triple expansion
horizontal duplex pumping engine, having four single
action water plungers, 8 in. diameter and 30 in. stroke,
and with two sets of steam cylinders each 86 in., 25 in.,
and 42 in. in diameter, having a maximum pumping
capacity at 750 lbs. per square inch of 100 cubic feet per
minute ; a separate surface condenser with Worthington
air and circulating pump is also to be supplied.

Plans have been prepared for hydraulic plant
required in connection with two-storied stores, to be
built on the King's Wharf. This will consist of eight
pedestal cranes to be placed on the outside galleries
of the stores, eight jib cranes to be erected on the
corners of the buildings, six hatchway cranes to be
erected inside the stores for lifting or lowering goods
between the floors, and thirty-two jiggers for stacking
goods on each floor of each store. All these apphances
will be capable of lifting about twelve hundredweight
each.

Quotations have been asked from five selected British
and Australian firms, for twelve hydraulic gantry 2:|-ton
and 15-cwt. double-powered cranes similar in type to
those on the Railway and Glasgow Wharves, but
having a larger rake. Owing to the recent tariff having
imposed a duty of 20 per cent, on hydraulic cranes
where there was previously none, some of the Dominion
manufacturers have expressed the opinion that they will
now be able to compete. The Board is determined to
give them the chance of doing so.

A dock having the following dimensions is shortly
to be constructed : — P^ ^^

Length inside extreme outside caisson stop at bottom 651 o

Length inside extreme outside caisson stop at top - 663 o

Width of entrance and of caisson stops at ground level - 84 o

Depth of sill below ground level - - - - - 40 6

Depth of sill below ordinary high water level - - 32 6

Depth of sill below ordinary low water level - - 28 6

Width of dock at ground level 106 o

Width of dock at bottom - - - - - - 6g o

Width of dock at caisson stops at level of top of

permanent blocks - - - - - - -69 4

Height of permanent blocks above bottom of Dock - 26

Depth on permanent blocks below ordinary low water 28 o

DOCKS AND HARBOURS. 115

It is proposed to construct the dock by the deposi- Method of
tion of the concrete of which it is to be built into Construction,
the water so as to form a first cast or roughly-formed
dock, and to similarly build the pumping station. After
the first cast is in place it is proposed to surround the
roughly-formed dock with clay filling, and to build a coffer
dam across the entrance, to erect the permanent pumping
plant in the station which would be temporarily pumped
out for the purpose, and to use the permanent pumps
to unwater the dock and keep it dry whilst the final
internal skin and shape is given to the dock. By the
adoption of this method of construction by the deposi-
tion of concrete in the water it is believed that as
good work will be obtained as if the work had been
constructed in the dry, and the great cost of coffer
dams to enclose the area and of pumping during the
operation will have been avoided.

Authority has been given to make inquiries about Dock
the permanent pumping plant and power for driving Machinery
same, and this will have to be arranged for, and the
floating caisson designed, and a contract let for building
it. It is anticipated that the loan funds will be sufficient
to enable not only ample light crane accommodation
to be supphed, including a heavy crane commanding
the dock, but also the purchase of heavy machinery
and the erection of dock shops to enable work to be
carried out in a satisfactory manner at the dock.

AUCKLAND.
The harbour of Auckland consists of an extensive Auckland
land-locked estuary at the southern end of the Hauraki "^rbour.
Gulf on the east coast of the North Island. The inner
harbour, from North Head to Kauri Point, is about
5^ miles long by a width varying from one mile to
one-third of a mile on the one-fathom line. The depth
in the harbour ranges up to twelve fathoms, with good
holding ground. The range of the tide is from 8 feet
to 12 feet. The harbour is sheltered from all winds
by an outlying chain of islands and the peninsula
above referred to. The deep channel at the approach
has a width of over one mile at the Rangitoto Reef,
with half-a-mile at the narrowest part. The least

H 2

New Im-
provements.

New Electric
Machinery.

Lighting.

Railway
Extension.

Tug.
Berthage.

Docks.

ii6 TRADE OF AUSTRALASIA.

depth in the centre of the channel is 31 feet L.W.S.T.,
and 41 feet at H.W. It is well marked with buoys
and a Pintsch's occulting beacon, and two Wigham
oil light buoys for the more complete indication of
the channel, are approaching completion.

The port has excellent appliances and conveniences
for carrying on an extensive commerce. A large and
comprehensive scheme of harbour improvements is now
in progress by which the extensive berthage and shed
accommodation now afforded will presently be very
much increased.

Electric capstans will be installed on some of the
wharves, and the facilities for rapid discharge of vessels
and handling of cargo will be further increased by the
supply of electric cranes and 80-ton floating crane of
modern type, for which tenders are now invited.

Wharves and sheds are at present adequately lit with
gas, and provision is being made for electric lighting
installation.

New railway lines will be laid upon several of the
wharves. Large freezing works and timber mills are
in close proximity to the berths.

A powerful twin screw steam tug is now under
construction, to be used in berthing vessels.

The depth of water at the berths varies up to 30
feet, and at the new wharves berthage accommodation
for vessels drawing up to 33 feet is being provided.

There are two docks, the property of the Auckland

Harbour Board. The dimensions of Calliope Dock on

the northern shore are as follows : —

Ft.

Length over all ^25

Length on floor -- 500

Width over all no

Width at entrance -------- 80

Width on floor _.-.-.-- 40

Depth on sill, ordinary spring tide ----- 33

A complete equipment of modern machinery has
been installed to Admiralty specification, which will
enable any repairs to naval or merchant vessels to be
undertaken. Eighty-ton sheer-legs are in course of
erection adjoining the dock. The berth at the Calliope
Dock Jetty will be dredged to 33 feet. Alterations have

nlUKN S WIIAUl-, WEI.I.IMiTDN.

AUCKLAND WHAKVES AND CITY.

A GLIMPSE OF LYTTELTOX.

SOME OF NEW ZEALAND'S MAGNIFICENT HARBOURS.

DOCKS AND HARBOURS. 117

been made to the lower altars of the dock, whereby
vessels of 60 feet beam can be accommodated, and the
matter of further alterations to provide for vessels of
the "Corinthic" and "Ionic" type on normal blocks
is receiving attention.

The dimensions of the Auckland Dock on the

southern shore are as follows : —

Ft. In.

Length over all - - - - - - - 3120

Length on floor -------- 300 o

Width over all 65 o

Width at entrance ------- 43 o

Width on floor -------- 42 o

Depth 00 sill, ordinary spring tide - - - - 13 6

The Board has under consideration the matter of Patent Slip,
constructing a patent slip for vessels up to, say,
500 tons.

The Board has granted the Admiralty a site adjoining Coaling,
the dock for the purpose of a naval coaling station, and
has now under consideration the question of providing
modern coaling machinery. Colliers from the South
and Newcastle, and the railway from the interior, afford
adequate facilities for coaling merchant vessels.

The Auckland and Manukua Canal Bill was recently New Canal,
discussed in Parliament. It provides for the Auckland
Harbour Board acquiring land under the Public Works
Act (1905) for the purpose of constructing a canal
between the Waitemata and Manuka Harbours.

LYTTELTON.

One thousand five hundred and ninety-three vessels Trade during
left this port, of an aggregate tonnage of 1,011,467 tons, ^9°1-
and the value of goods exported at the Port of Lyttelton
was ;^2, 836,739 while the value of the imports amounted
to ;^2,640,5o6.

A great many improvements are being effected on New Works,
this splendid harbour. Dredging operations and works
are being pushed forward and three new jetties are in
course of construction.

There is a graving dock, 450 feet long by 82 feet Dry Dock,
wide on surface, which gives a depth on the sill at
high water of 23 feet.

ii8

TRADE OF AUSTRALASIA.

New
Harbour
or Canal.

Ota go
Harbour.

Port
Chalmers.

Port Im-
provements.

The engineer of this harbour has proposed that a
new harbour, constructed in the vicinity, at Gollan's
Bay, at an estimated cost of ;^65 5,000. An alternative
scheme under consideration is the construction of a
canal from Lyttelton to Christchurch. This would be
a gigantic scheme, and would cost something about
;^2, 000,000 to construct. The Gollan's Bay scheme is
one that has been advanced to obviate the construction
of the canal, and at the same time satisfy the demands
of the trade of Christchurch.

DUNEDIN AND PORT CHALMERS.

Otago Harbour or Port of Dunedin, New Zealand, is
the home of the Union Steamship Company of New
Zealand. At the head of the harbour, a distance of
thirteen miles from the entrance, is the city of Dunedin.
Dunedin, founded in 1847, has a population of about
60,000, and as a manufacturing centre is increasing
rapidly in importance. Large tracts of the adjacent
country are still undeveloped, possessing valuable mineral
resources and a soil and climate equal to that found
anywhere in New Zealand. The opening up of these
tracts by railways is now in progress, and a comprehen-
sive scheme of irrigation is engaging the attention of the
Government. The consummation of this latter scheme
will in effect add a new province to New Zealand, and
advance the trade of the Port of Otago.

Five miles from the entrance to the port is the town
of Port Chalmers, which was formerly the shipping
centre of the port.

Navigation between Port Chalmers and Dunedin is
safely undertaken through a channel having a minimum
depth of 18 feet at low water, now being rapidly improved
by dredging. It is anticipated that within a period of
three years a minimum depth of 21 feet will be obtained.
The general class of vessels visiting Otago Harbour and
drawing up to 22 feet of water berth at Dunedin ; but
with the improvements now being effected in channel
depths and wharf accommodation, vessels drawing up
to 24 feet of water will be able to lie at Dunedin
wharves. There are at Dunedin (at present) two deep
water berths for vessels up to 500 feet long and 21 feet

DOCKS AND HARBOURS. 119

deep at low water, and four for similar class of vessels

but 20 feet deep at low water, with a total wharfage

of about 6,000 feet. An extension of the wharfage is

now in progrees, making provision for vessels drawing

up to 25 feet of water. At Port Chalmers there are

500 feet of wharfage at which vessels drawing 26 feet

can be accommodated.

Storage accommodation at Dunedin is on an ample Storage and

scale, and totals 8=:, 000 square feet of surface. This will ^'^^

' j> n Equipment.

shortly be added to by the addition of 15,000 square
feet of storage area. The wharves are being equipped
with electric cranes to lift up to 10 tons. There are
sheer-legs of an up-to-date construction, capable of
lifting up to 80 tons.

There are two docks at Port Chalmers of the Docks,
following dimensions : —

No. I DOCK.

Ft. In.

Length over all ------ - 335 o

Length on floor ..----. 328 o

Breadth over all 68 o

Breadth on floor -------410

Breadth where ship's bilge would be - - - 43 o

Breadth at dock gates 53 o

Depth of water on sill at H.W.O.S.T. - - - 17 6

No. 2 DOCK.

Length over all ------ - 500 o

Length on floor ..--.-- 450 o

Breadth over all- - - - - - -900

Breadth on floor ------- 55 4

Breadth where ship's bilge would be - - - 67 o

Breadth at dock gates at top - - - - 70 o

Breadth at dock gates on floor - - - - 67 6

Depth of water on sill at H.W.O.S.T. - - - 22 o

At Port Chalmers and Dunedin the shops are Engineering
equipped with the best and latest appliances necessary ^''hops.
for executing the heaviest ship repairs. Propeller shafts
up to 15 inches can be forged at the machine shop
connected with the dock.

The local authority on harbour matters is that of Trade in
a public Board, who control the mercantile trade of ^907-
the port and levy the necessary dues and charges for
its maintenance. Total tonnage, inwards and outwards,
of shipping entered during the year 1907 was 1,374,064
tons, and the total cargo passing over the wharves

120 TRADE OF AUSTRALASIA.

amounted to about 400,000 tons. The increase in the
tonnage of shipping and goods during the last few
years has amounted to about 50,000 tons a year of
each class.

THE BLUFF.

Sl\ip[)ing in The record of shipping entering the port during

*907- 1907 shows a very pronounced increase over the

figures for 1906. Three hundred and four vessels

entered, aggregating 523,115 tons net, being an increase

over the previous year of 50 vessels of 49,928 tons,

or about 11 per cent. Of the total 10 were sailing

ships of 11,783 tons and 294 steamers of 511,332 tons.

This is the first year in which half a million tons have

been reached and passed, and the tonnage is double

that of 1898, nine years ago.

[vrxk The Harbour Board has had under consideration

Lutting. ^j^ alternative scheme for removing rock by means of

Lobnitz's patent rock-cutter. Inquiries are now being

made by the engineer on the subject, and if it should

promise to be more economical than blasting a trial

will probably be made.

New Dock. The question of making provision locally for the

necessary annual overhaul of the dredges and tug has

received consideration, with the result that the Board

has now decided in favour of a small dry dock, which

it is estimated can be constructed in connection with

the eastern reclamation, at a cost of about ^^"8,000.

Improvement Outside of blasting and dredging operations the

■ ^^. '"^ principal works facing the Board in the near future

are the following : —

Replacement of western end of wharf, say - - 9,000
Construction of Freezing Works Wharf - - 15,000
Dock --..-.... 8,000

;^32,O0O

These works will probably be spread over the next
three years.

TIMARU.

Shipping in The total number of vessels arriving at the port

^907- during the year 1907 was 340, the total tonnage being

397,170 tons.

DOCKS AND HARBOURS. 121

The need of increased accommodation is receiving Port De-
attention, and the consulting engineer, Mr. Maxwell, velopments.
has reported on the present requirements and future
developments of the port. He has outlined works
entailing an expenditure of some ^78,000. The recom-
mendations have been considered and it has been de- New Wharf,
cided to proceed with the construction of a new wharf,
giving some 1,300 feet increased accommodation.

GISBORNE.
The construction of a new complete outer harbour New
is contemplated here and an expert has been appointed ^^^
to report on its cost and suggest a scheme. The out-
lay will probably be about ;^40o,ooo.

Irrigation, Water Supply, and other
Public Works.

In addition to new railway construction and dock A Large
and harbour improvements, an enormous sum of ' ^"^^^t.
money is annually being expended by the States of the
Commonwealth and in the Dominion on irrigation,
water supply, drainage schemes, road construction, public
buildings, &c., necessitating the purchase of enormous
quantities of cement and building materials of all kinds,
pipes, bridge materials, contractors' machinery, tools
and supplies, pumps and pumping machinery, traction
engines and trucks, well sinking machinery, door and
window furniture, and hardware, and a hundred other
kinds of goods and materials. Some idea of the open-
ing for business in this connection might be obtained if I
gave a few figures showing what the various States and
the Dominion propose to spend during the coming year.

For 1909 New South Wales has allocated a sum Allocations
of ;^758,ooo. (°[ P"^^'c

A^/o ' Works.

Victoria, according to an estimate by Sir Thomas
Bent, the Premier, will spend during the next six years
;^7,ooo,ooo sterling on public works, but this will
include not only irrigation, road and other improve-
ments, but the electrification of the Melbourne suburban

122

TRADE OF AUSTRALASIA.

Five Millions
Expenditure.

Methods of
Business.

railways and other railway and harbour improvements.
;^i,ooo,ooo will also be spent on the Melbourne water
supply.

South Australia has spent over ;;^5, 000,000 sterling
on public works during the past few years, and next
year has set aside about ;^25o,ooo, excluding harbour
and railway work.

Queensland has also voted a considerable sum. Last
year this State spent ;^i 09,000, chiefly on buildings of
all descriptions, from Government offices to settlers'
huts. I note that the expenditure included such items
as furniture, stoves, windmills, pipes, tanks, &c.

Western Australia is also spending a considerable
amount, while Tasmania has voted ;^i 83,070.

The Government of New Zealand has provided a
sum of ;^6o7,ooo to be spent on roads, ;^292,ooo on
public buildings, ;^ioo,ooo on irrigation, and a con-
siderable sum in addition on the development of coal
fields and other mining propositions.

A moderate estimate of the total expenditure in
irrigation, water supply, and other public works, exclud-
ing railways and harbours, during the coming year will
total over ;^5, 000,000. Of course the greater portion
of this will be distributed in wages, but probably a
sum of ;^75o,ooo will be spent in purchases.

Manufacturers of materials used in connection with
these works should note that practically all orders are
placed with local houses. A great many of the works
will be let to contractors, while others will be carried
out directly by Government departments, but both will
place orders locally for practically all their requirements.
In the cases of purchases of large quantities of cement,
big installations of machinery and large supplies of
piping, &c., tenders may either be advertised for locally
or in the trade papers at Home. Further particulars
in regard to this important matter will be found in the
section entitled "The Market and how to work it."

IRRIGATION.

A few details will doubtless prove of interest con-
cerning some of the principal irrigation works now
being proceeded with, and under consideration.

IRRIGATION, WATER SUPPLY, ETC. 123

The principal work being carried out in this State New South
is the Northern Murrumbidgee Irrigation Scheme, ^ ^'
authority for which was obtained in December 1906.
It is a proposal of the Public Works Department, and
the estimated cost — exclusive of the resumption of the
irrigable area — is ;^i, 574,008.

The following is a brief description of the scheme : —

A high masonry dam across the Murrumbidgee Barren Jack
River at the Barren Jack Site (from " Booren Yiack," ^^"^
native words for precipitous mountain), about 22 miles
south-west of the town of Yass (selected as the new
Capital site for the Commonwealth), on the Main
Southern Railway line. This dam, designed to hold a
depth of 200 feet of water immediately above it, forms
the Barren Jack reservoir, backing the water up the
Murrumbidgee River for a distance of 40 miles, and
having a capacity of 766,324 acres feet of water {i.e.,
equal to 12 inches depth of water over that number
of acres). This reservoir is intended to retain flood
waters which will be released for use down the river
during dry summer months.

A movable diversion weir on the Murrumbidgee Diversion
River, about 236 miles (by river) below the Barren ^^*^i'"-
Jack Dam, and 19 miles in a direct line or 40 miles
by river above the town of Narrandera, on the South-
western Railway line, to turn the required amount of
water from the river into the main canal.

A main canal, taking off from the river just above The Main
the diversion weir, having a course through the town Canal,
of Narrandera, and thence following the western edge
of the high ground in a generally north-western direc-
tion, together with a main branch canal, commanding
practically all the land lying to the westward as far as
Hay and Gunbar.

A series of main and subsidiary distributing channels Distributing
taking off at intervals from the main and branch canals System,
to distribute the water to the various small holdings.

The ainount of high-class irrigable land suitable for Estimated
intense culture, commanded by this canal, is estimated ^^^Vlf^ ?^
at 357,000 acres. Nearly half of this area is freehold,
the balance consisting of Crown, conditionally pur-
chased, and conditionally leased lands. It is proposed

Dam.

124 TRADE OF AUSTRALASIA.

to acquire the most suitable of these lands and sub-
divide into small irrigation holdings up to 100 acres in
area, and to sell to settlers on easy terms. All lands
will be liable to rates for domestic, stock, and irrigation
purposes. The irrigation rate proposed will be equal
to a charge for water of 5s. per acre foot, which gives
the very moderate annual rate of los. to 12s. 6d. per
acre for full supply of 24 to 30 acre inches. In addition
to the high-class lands suitable for intense culture and
closer settlement, an area of about 1,000,000 acres of
pastoral lands will be commanded, and supplied with
water for stock purposes and the irrigation of about
one acre out of every 30 fodder crops.
Progress of The work of the Barren Jack Dam has been pushed

T^frP'^^*^ on with every expedition ; the railway connection with
the Main Southern Line was completed in June 1908,
and the trains are now running to the site of the dam.
The diversion works have been carried out, completely
isolating the site of the foundation for the dam, the
water being conveyed past the works by a channel
capable of carrying 8,000 cubic feet per second, which
will admit of the work being carried on without inter-
ruption. The power house and adjoining stations for
providing electricity for driving the machinery during
construction of the dam were practically complete at
the time of my visit. The chief difficulties of initiating
the scheme were rapidly overcome, and by the time
this Report appears this dam will be approaching
completion. The cost of this portion of the work is
estimated at ^250,000. An illustration of the site is
here given.

Of the canal works outlined above, work on the
diversion weir and canal head gates at Berrembed,
some 20 miles above Narrandera, was started by day
labour in December 1907, and has been pushed on so
rapidly that at the present time fully 10,000 cubic yards
of rock, quite two-thirds of the whole amount to be
taken out at the weir site, have been excavated ; the
larger or right-hand concrete abutment wall is well on
towards completion, and nearly the whole of the plant
and machinery required for the completion of the work
has been erected and is in full working order. A town-

SITE OF THE BARREN JACK DAM, MURRLMniDGEE RIVER

-VHNKY WAIICK .-I il'l.Y. THE CATARACT HAM.

TWO GREAT ENGINEERING WORKS IN NEW SOUTH WALES.

IRRIGATION, WATER SUPPLY, ETC. 125

ship similar to that described as laid out at Barren Jack

is also now existing at Berrembed, and with the river

keeping at a moderate height, by January 1909 the main

portion of this important part of the work should be

nearing completion.

The main canal with protecting flood banks has Murrum-

been excavated for some c; miles above, through and xt ^i^

^ 1 1 1 r Nortliern

below the town of Narrandera ; a further length of Canal.

5 miles from there westwards is at present under con-
struction ; tenders have recently been advertised for the
construction of a further length of 15 miles, while plans
are ready for a further 20 miles of the main canal as
far as the Mirrool Creek, where the lands to be sub-
divided by the Government for irrigation farms is first
reached. The main canal so constructed has a bed
width of 50 feet, with side slopes of i|- to i foot, and,
with a flow depth of 7 feet, will carry 1,000 cubic feet
of water per second. A very fine concrete regulator
having 5 quadrant gates, each 12 feet wide, spans the
canal just above Narrandera, while another of similar Progress ol
design, 5 miles above that town, is now under contract, ^ Work,
and these, with the head gates at Berrembed, will, when
complete, absolutely control all waters entering the canal.
A large number of road and access bridges, a 6 feet
diameter reinforced concrete syphon to carry the
Narrandera stormwater drainage under the canal, and
a large amount of netting fences to protect the canal
banks from stock and rabbits, have also been completed.
The running of trial lines for the branch canals has
also been in hand for some time, and with the passing
of the necessary legislation the work of re-subdivision
of the resumed land will be at once entered upon. At
the time of my visit about 700,000 cubic yards of canal
excavation had been finished, and with the diversion
weir, head gates, regulator, bridges, syphons, &c., sur\'ey
work, design, and supervision, has cost ^"65,000.

An experimental farm of 300 acres had already Experimen-
been started about 14 miles west of Narrandera and i"^^^-
alongside the Yanco Siding on the South-Western Rail-
way line, and was under the control of the Agriculture
Department, who were planting out the various fruits
and crops deemed suitable for the locality.

126

TRADE OF AUSTRALASIA.

Other Great
Schemes.

Victoria.

Total
Expenditure.

Area
supplied.

Area effec-
tively Irri-
gated.

Of other irrigation projects in New South Wales,
the execution of which is probably only a matter of
time, may be mentioned (i) the Wyangala scheme,
which would tap the Lachlan below its junction with
the Abercrombie River ; (2) the Terramungamine
scheme, which would draw its water from the Macquarie
River, in the neighbourhood of Narromine ; and (3) the
Bungowannah scheme, which would be connected with
the Murray not far from Albury.

With regard to the work now under consideration
and contemplated in Victoria, I cannot do better than
give a few details published in that interesting Australian
publication, "Australia of To-day."

Herein it is stated that the total expenditure by
the Government to the end of 1907 on works of water
supply — outside the cost of the Yan Yean service,
which supplies Melbourne and suburbs — was ;^6,228,9oo.
Allowing for a number of head-works — such as the
Goulburn Weir, the Waranga Reservoir, and works on
the Broken, Loddon, and Campaspe rivers, and at
Kow Swamp, on the Murray — on the cost of which
no interest is charged by the Government to those
benefited, and deducting also certain other sums written
off or advanced as free grants, there remains a balance
of ;^3,653,287, in respect to which settlers provided
with water for domestic and stock supply and for
irrigation are expected, when the schemes are fully
developed, to provide the interest.

The area of country lands artificially supplied with
water for domestic and stock supply and for irrigation
is 16,875 square miles.

The area of the irrigated districts is about a quarter
million acres, but only a portion of this is supplied
with water for effective irrigation. It will be several
years before additional schemes of supply (now being
constructed) will enable this to be done. The land
irrigated for the year ended 30th June 1907 was
104,920 acres. The crops irrigated included lucerne
and other permanent fodder crops, cereals, pasture
grass and orchard, vineyard, and garden produce. In
the Rodney irrigation district the maximum depth of
water supplied (in one watering) on lucerne was

IRRIGATION WORKS IX VICTORIA. WEIR AT GOULBURX.

AX ARTESIAX BORE IX XEW SOUTH WALES.

IRRIGATION AND WATER SUPPLY.

IRRIGATION, WATER SUPPLY, ETC. 127

8*4 inches, the minimum depth 3 '6 inches, and the
mean depth 5*5 inches. In the Cohuna district the
figures for the same crop (for one watering) were respec-
tively 9"o inches, and 4*0 inches, and 54 inches, and
in the Swan Hill district 14 o inches, 8*4 inches, and
10 • 2 inches. Some idea of the immense quantities
of water required to irrigate large areas of land may
be gained from the fact that i inch in depth over an
acre is equal to about 22,000 gallons, or 100 tons of
water.

The principal irrigable area in the State lies between The Irrigable
the Broken and Loddon rivers. The head-works to "^^''^•
supply this territory are on the Goulburn, They include
the Goulburn Weir (above Murchison), an immense
main channel 24 miles long, and with a bed width of
no feet to the Waranga Reservoir itself, covering
12,000 acres, and impounding 53,750 million gallons,
capable of being drawn off by gravitation to irrigate
the land to the westward. The cost of these works to
date (1907) amounts to ^^7 16,000. Other expensive
head-works have been constructed at Kow Swamp on
the Murray, and on the Loddon and Campaspe Rivers
for the supply of water to portions of the district. But
it is apparent to irrigation experts and engineers that
expensive and costly though these works be, they will
be inadequate to provide an efficient supply of water
for the irrigation of anything like the complete area
of irrigable land which will be commanded by the
channels now in course of construction. Additional
storage reservoirs will have to be provided, and a
scheme of immense proportions has been entered upon
on the Goulburn River, at Trawool, in the Yea
district.

A great dam will be constructed across a gorge The Great
near Seymour, and during my visit borings were Trawool
being made on the site of the wall, and satisfactory ^"^^'
foundations were found at shallow depths. The weir
will be about 1,700 feet long and 140 feet high at the
deepest part. It will impound water for about 20 miles
upstream, and will provide a reservoir of a capacity
of 60,000 million cubic feet. The cost is estimated at
;^i, 250,000 sterling. When completed this reservoir

128

TRADE OF AUSTRALASIA.

The River
Murray,

Joint Agree-
ment.

The Murray
and Mallee
Country.

will hold about 20,000 million cubic feet of water
more than the Assouan Dam, and will therefore be
easily the largest in the world.

For a long time past negotiations have been going
on between the adjoining States of Victoria, New South
Wales, and South Australia, in respect to the joint
control of the River Murray, so that no one of the
three States might be unfairly treated by the others.

The proposals provide for the control of the river
to be vested in a Board of three Commissioners,
one to represent each State. When the navigation of
the river is interfered with by the amount of water
drawn off for irrigation, the three States are to under-
take the work of locking the river from Blanche Town
in South Australia to Echuca in Victoria, and also
the Murrumbidgee, from its junction with the Murray
to Hay. A rough estimate of the cost of the locks is
;^2, 500,000. Towards the cost of storage works at
Lake Victoria, each State will contribute one-third, and
in respect to the other works South Australia will con-
tribute one-third, and the other States the balance in
proportion to their contributions of water to the main
stream. The works when carried out will secure to
Victoria the permanent navigation of the Murray
along 670 miles of its frontage and set free for use in
the State 25,000,000 cubic feet of water for irrigation
in a normal year. This would irrigate 3,000,000 acres
13 inches deep.

The Murray — from Swan Hill to the boundary line
of the State — skirts for practically the whole of its
course the Mallee territory, the greater portion of
which is still in a virgin state and unsettled. It is
proposed to set aside about 5,000 acres at White
Cliffs (a few miles from Mildura), and 2,000 acres at
Nyah. In each of these settlements — close to the
banks of the river — a settler will be able to take up
50 acres for a homestead block, and inalienable from
the title to this block will be attached the title to
400 or 500 acres of the back country, 12 or 15 miles
away. Water — raised by pumping from the river for
the homestead blocks — will enable fodder crops to be
grown for stock, and fruit and vegetables for the house-

IRRIGATION, WATER SUPPLY, ETC. 129

hold, while in seasons of normal rainfall the settlers
will be able to work the back country successfully
for wheat growing.

What has been achieved in the Mildura district by
irrigation is too well known to warrant any reference
here.

In Southern Australia, in the valley of the Murray Soutli
River, there are some 70,000 acres of low-lying land Australia,
which the Government proposes to irrigate and make
available for settlement in the near future. The State
Surveyor-General has estimated that this can be done
for an average outlay of £6 an acre, and when done the
land would be worth ;^20 an acre. A small start has
already been made, and 600 acres reclaimed and settled.

Reservoirs and reticulation works for the Bekina Further New
Creek Irrigation Scheme near Orroroo, about 176 miles ^^orks.
north of Adelaide, have been decided on at an estimated
cost of ;^35,ooo.

As showing what can be achieved in Australia by
irrigation, it might be mentioned that before the Ren-
mark district in this State was artificially watered it
was incapable of supporting 500 sheep. To-day it has
a population of over 1,000 people, and exported pro-
ducts last year to the value of over ;£35,ooo.

The New Zealand Government have allocated a Works in
sum of ;^ 1 00,000 for irrigation works in the Otago ^^"^
district. It is proposed to tap the upper reaches of
the Clutha river and distribute the water over some
excellent agricultural country that is subject to drought
in that district.

Artesian Wells.

Artesian wells have been sunk in all the mainland Artesian
States of the Commonwealth, but the greater number ^^^^*^-
of bores have been made in what is known as the
Great Artesian Basin, which comprises an area of about
560,000 square miles. Of this area some 376,000 miles
are in Queensland, 110,000 in South Australia, and The Great
83,000 in New South Wales. It is estimated that there ^^^sin.
are. about 2,500 wells yielding good supplies of water,
either with a natural flow or by pumping. Many
streams, some of considerable size, flow into the Great

I30

TRADE OF AUSTRALASIA.

Yields and
Depths.

Artesian Basin and there find their way, as is generally
believed, into a mysterious subterranean sea which
reminds one of the following lines : —

In Xanadu . . . the sacred river ran
Through caverns measureless to man,
Down to a sunless sea.
Water has been tapped at depths of from 60 to
4,400 feet, and yields run as high as 4,500,000 gallons
per day. The character of the water obtained varies
in a remarkable manner. Two bores in close proximity
will give totally different analyses, but, generally speak-
ing, the water so found, if not always suitable for
domestic purposes, can be used for stock or irrigation.
Artesian wells are yearly bringing larger areas under
cultivation.

Numerous
New Works.

Towns' Water Supply.

A great deal of work is now proceeding in connec-
tion with the water supply of large towns. Most of
the systems are being enlarged, and to deal with the
extensions in detail would occupy a great deal of space.
A few notes on the various systems in Australia, how-
ever, might be of interest.
The Wonder- ^'^^ °^ ^^^ most interesting and daring pieces of

fulGoldfields engineering is that successfully carried out by the
Supply. Western Australian Government at the instigation of

Sir John Forrest, G.C.M.G., namely, the Coolgardie and
Kalgurlie goldfields water supply. When the rush to
these fields set in during the few years following Bailey,
Ford, and Hannan's wonderful discoveries in 1892-3,
the greatest difficulty was experienced by the Western
Australian Government and private companies in sup-
plying the fields with water, not only for drinking and
sanitary purposes, but also for the production of gold.
Works of a varied character were established for tem-
porarily overcoming the water difficulty, including the
construction of artesian wells, reservoirs, tanks, lakes,
lagoons for the conservation and production of water,
and the erection of condensers, but the fields developed
so rapidly — as, indeed, did the whole belt of country
in that direction — that the Government were compelled
to make some permanent and adequate provision in

VIEW OF IRRIGATION" CANALS.

jk."''Ai

^K9H. /^r^^S? »^ 2=^ =:,

••*«»•« t. VI

V-SlIArED LEVELLER AND lUTnil-R AS ISIP 1-OR rKKI'AKINi; l.AMi FOR IRRIGATION.

IRRIGATION IN VICTORIA.

IRRIGATION, WATER SUPPLY, ETC. 131

the interest of the development of that part of the
State, as well as of the gold industry itself. So it
was decided to construct a weir across the Helena
River near Mundaring, some 25 miles from Perth, and
pump the water from there through a pipe line to the
goldfields, a distance of 351 miles. The weir is cer-
tainly a fine piece of work, built mainly of concrete.
It dams a valley 760 feet wide, and holds back a
volume of water measuring some 4,600,000,000 gallons.
There are eight pumping stations along the principal
main, which is 30 inches in diameter and made of
steel. The goldhelds and districts are supplied from
a main service reservoir 1,200 feet higher than the
Mundaring weir. These pumping stations deliver to
that main reservoir every day no less than 5,000,000
gallons of water. This enormous body of water weighs Gigantic
approximately 23,300 tons, is raised 1,200 feet, and ^^'^>'
pumped a distance of 351 miles — a gigantic daily
service ! Water is supplied to the consumerb
wherever required along the main pipe line, and is a
great factor in assisting the settlement of the country
through which it passes. It will also prove an impor-
tant factor in the future construction of the great
railway that will, before many years are passed, connect
Western Australia with the other States. The under-
taking was initiated in 1896, and was formally opened
in 1903, the total cost amounting to ;^3,o78,5oo. Nine
years before its completion practically the whole of
the territory served by the water supply was unoccupied
and unknown, and now, within a radius of 30 miles
from the main service reservoir, there is a population
of over 70,000 people, with railways, tramways, and all
the conveniences, and even luxuries, of civilised life.
The name of the great designer and builder of this
work, the late Mr. C. Y. O'Connor, C.M.G., will long
be remembered in engineering history for the boldness
of his conception and the masterly way in which he
realised it. It was gratifying to note that the bulk of
the machinery used in this scheme was of British
manufacture.

The main source of supply of the Perth water- Notes ou

works is the Victoria reservoir, situated in the Darling Various

° Systems.
I 2

132

TRADE OF AUSTRALASIA.

range, seventeen miles outside. It has a capacity of
212,000,000 gallons. Fremantle is supplied from a
bore-hole, but the water obtained has to be treated
with lime and aerated before use.

Sydney. The water supply of Sydney, which amounts to

22,000,000 gallons a day, is taken from the Prospect
and Cataract reservoirs, 21^ miles and 66^ miles re-
spectively distant from the city. The Cataract Dam
(here illustrated), was only completed last year and is
a fine piece of engineering work, the length being 811
feet, height above foundations 192 feet, and having a
capacity of 21,411 million gallons.

Melbourne. The Melbourne supply consists of two main systems,

the Yan Yean and the Maroondah. The Yan Yean
reservoir is 22 miles from the city and has a total
capacity of 6,400 million gallons. In the Maroondah
system the water is obtained from the Watts River and
the storage capacity is 2,000 million gallons. The
dam at present in use is a temporary one, the per-
manent wall being now about to be commenced.
Water through this reservoir is led through an aque-
duct 41 miles long to the Preston reservoir, where it
joins the Yan Yean system. Over 3f million pounds
sterling has been spent on this scheme, which, will
have to be considerably enlarged in the near future.
One million pounds sterling is now being raised by
the Metropolitan Board of Works to start these new
works.

OtherWorks. The Adelaide supply system includes three storage
reservoirs, having an aggregate capacity of 3,895 million
gallons, while there are in addition tanks used in con-
nection with springs and pumping stations. Equally
interesting schemes concern the water supplies of
Brisbane and Hobart, as well as many of the New
Zealand cities.

Some idea, of the extensive market that exists in
Australia for waterworks plant and small pumping sets
of all descriptions driven by electricity, steam, oil, or
gas engines may be gained from the following list of
works for country towns in New South Wales now
under construction, definitely projected and under
contemplation. These items have been extracted from

THE MUNDAKING WEIR FROM WHENCE THE KAEGURLIE WATER SUPPLY IS PL'MPED A DISTANXE

OF 350 MILES.

CONXKETE D.\\\ OF liARoSSA W AT FRWdRKS, Sdl TH AISTRAl.IA.

FILTER BEDS AND SEPTIC TANK OF GLENELG- SEWAGE WORKS, SOUTH AUSTRALIA.

SOME PUBLIC WORKS IN AUSTRALIA.

IRRIGATION, WATER SUPPLY, ETC. 133

the last Report of the PubHc Works Department of
New South Wales.

Lithgouf. — The additional service main, comprising Water
46^ chains of 15-inch and 3 37 miles of 12-inch cast- ^^R|j j^
iron pipes was completed, and the new concrete dam construction
across Farmer's Creek up-stream of the existing dam i" N.S.W.
is in hand. This dam, which will be about 84 feet
high, and curved in plan to 100 feet radius, will impound
88,000,000 gallons of water. These additional works
were rendered necessary by the extensive development
of manufacturing industries at Lithgow, including the
new iron smelting and rolling works.

Warren. — The natural pressure of the artesian water
with which the town of Warren is supplied being now
too low to give a good service, contracts were let for
pumping machinery worked by an oil engine to raise
the water into a new 20,000 gallon steel tank elevated
on a timber stand 50 feet above ground level.

Hunter District Water Supply. — A portion of the
20-inch pipes required for a supplementary supply
main, io|^ miles long, between the Buttai and Walls-
end reservoirs, were cast and delivered in readiness for
laying.

Medlow. — A concrete weir, about 60 feet in height
and curved in plan to a radius of 60 feet, is being
constructed across Wall's Creek near Medlow Baths.
It is eventually intended to use the reservoir thus formed,
which will contain 67,000,000 gallons, for the water
supply of Blackheath, as well as Medlow and any future
settlement in the neighbourhood.

Waterfall Benevolent Institution and Hospital. — The
works for supplying water to the new Institution near
Waterfall are approaching completion. The water will
be raised from Waterfall Creek at the rate of 4,200
gallons per hour by a pump worked by an oil engine
and forced through a 4-inch rising main 53 chains
long to a " Monier " reservoir, 29 feet 9 inches in dia-
meter and 15 feet 8 inches deep, holding 58,000 gallons,
the maximum lift being 530 feet. The reservoir is
elevated on a ferro-concrete support, 24 feet above
ground level. A 6-inch service main 25 chains long
conveys the water to the Home.

134

TRADE OF AUSTRALASIA.

Projected
Water
Supply
Works in
N.S.W.

Investiga-
tions and
proposed
Works in

N.S.W.

Morisset Asylum. — Some of the works for supplying
the proposed new Asylum for the Insane near Morisset
were let by contract, and a portion will be done by
day-labour. A low earthen dam will be constructed
across the Duck-hole Creek, and the water pumped
through a 6-inch rising main about 70 chains long to
a hill commanding the site, on which a small service
reservoir will be constructed, and the water thence con-
veyed to the Asylum by about half-a-mile of 6-inch
pipes.

Plans were completed and contracts accepted for
supplying the following towns with naturally filtered
water to be pumped from the underground sand and
gravel drift near the rivers on which they are situated,
viz. : — Cowra. — From a well to be sunk near the left
bank of the Lachlan River. Gunnedah. — From a well
to be sunk on the flat adjoining the right bank of the
Namoi River. Gundagai. — From a well to be sunk
near the right bank of the Murrumbidgee River.

Port Kembla. — Plans were completed and tenders
invited for the necessary pipe-lines and service reser-
voir for the supply of Port Kembla and the villages of
Figtree and Unanderra, as well as shipping and various
manufactories with water to be taken from the main
pipe-line in connection with the Wollongong water
supply.

Mittagong. — Plans and estimates were prepared for
the proposed pumping scheme from Nattai Creek.

Lisniorc. — Plans and estimates were prepared for the
proposed additional pumping machinery, rising main,
and service reservoir. The water will be pumped from
Wilson's Creek as at present.

Ballina. — Contracts were accepted for a concrete
service reservoir, and an extension thereto of the main
pipe-line by which the town is now supplied by
gravitation.

Preliminary investigations were made with a view
of supplying the following towns with water, or adding
to existing works : —

Canberra. — A cursory examination was made of the
Cotter River, which was considered, pending a proper
survey, to be the best source from which to obtain a

IRRIGATION, WATER SUPPLY, ETC. 135

water supply for the proposed Federal capital site at
Canberra about 8 miles from Queanbeyan.

Singleton. — Borings and estimates were made in
connection with the proposed pumping scheme from the
water-bearing drift, close to the Hunter River.

Narromine. — Borings were made in connection
with the proposed pumping-scheme from the under-
ground drift, but it was decided to postpone further
action until the council has installed a proper system
of sanitation.

InverelL — Alternative schemes for supplying the town
{a) by gravitation, and (6) by pumping from the
Mclntyre River, were investigated and partly surveyed.

Grafton. — An investigation was made in conjunction
with the Department of Public Health as to the best site
for a well in connection with the proposed scheme of
water supply by pumping from the underground drift.

Cowra, Gunnedah, Gundagai, Tamworth, and Junee. —
At these places borings and other tests were made of the
water-bearing drift, from which it is proposed to draw
naturally-filtered water.

Temora. — An investigation was made as to the best
scheme of water supply, and an estimate of cost of a
provisional stand-pipe supply furnished.

Hawkesbury Agricidtural College. — A proposal and
estimate was made for pumping water by electricity
from the Hawkesbury River for domestic use and
irrigation.

Richmond District. — A scheme for supplying the
towns of Richmond and Windsor and the Agricultural
College, as well as irrigating a small area with water
brought by gravitation from a large storage reservoir
on the Burralow Creek, a tributary of the Grose River
(including the generation of power), was investigated
and surveyed.

Miirwilliimhah. — Further investigation was made as
to the best source from which to supply this town.

Dubbo. — A proposal to lower the pump-well so as to
increase the present rate of infiltration was investigated
and estimate of cost prepared.

Manilla. — A scheme for supplying this town with
water pumped from the Namoi River was prepared.

136 TRADE OF AUSTRALASIA.

Taree. — A survey was made and estimate prepared of
the cost of pumping and distributing a small supply of
water for fire, flushing, and garden services from a
storage to be formed by an earthern dam across Brown's
Creek, a tributary of the Manning River close to the
town.

Sewerage Schemes.
New South Parramatta Sewerage. — Surveys and plans for the

ales. Parramatta Sewerage Scheme have been completed and

tenders will shortly be called for.

Bathurst Sewerage. — Estimates of the capital and
annual cost of sewerage schemes with treatment works
at these sites have been prepared.

Goulburn Sewerage. — A survey has been made for
the sewerage of the city of Goulburn, and plans and
sections for the scheme are well advanced.

Wagga Sewerage. — An inspection has been made of
the town of Wagga and surveys for sewerage have been
carried out. The flatness of the site of the town will
necessitate the pumping of all the sewage. In the
designs prepared it is proposed to split up the area into
districts, each draining to a central pumping station.
The sewage will be delivered through rising mains to
treatment works in the police ipaddock fronting the
Murrumbidgee River to the north of the town, where,
after passing through septic tanks and filters, the effluent
will be used for irrigation.

Katoomba Sewerage. — The increase of population in
the municipality of Katoomba has caused the council
to ask the Department to prepare a sewerage scheme
for Leura and Katoomba. A complete survey has been
carried out, and plans and estimates are in progress. It
is proposed to construct three septic tanks, two above
the Leura Fall and one above the Katoomba Fall, and
to convey the tank effluent in cast-iron pipes to natural
filters below the Falls. This arrangement, although
costly, is the only means to prevent pollution of the
creeks.

Berritna Gaol Sewerage. — The collapse of a drain at
Berrima has led to an inspection of the drainage of the
Gaol, which proves to be faulty. A new system of

IRRIGATION, WATER SUPPLY, ETC. 137

sewerage and storm-water drainage has been designed
and put in hand.

In connection with drainage schemes, it might be Western
mentioned that works are about to be commenced in Australia
several new sections within the Perth and Fremantle
areas. These include the Mount's Bay Storm Water and
Claisebrook main drain {3rd section), Claisebrook drain
(2nd section), Fremantle main sewer (2nd section),
and Howard's Street storm water drain, Fremantle.
In connection with these and various other works, plant
and material will be purchased locally.

There is little calling for special comment on the Large
sewerage systems in large towns. In the majority of Scheme at
cases, as the towns are on the coast line, the discharge
is into the ocean. There is an interesting project in
connection with the Sydney sewerage system that will
shortly be commenced. It relates to the southern sec-
tion, where, at the present time, the sewage collected
discharges into what is known as the Botany Sewage
Farm, situated on a sandy peninsula at the junction of
Botany Bay and Shea's Creek, and is there dwelt with
by precipitation and intermittent downward filtration ;
but, owing to the growth of the suburbs adjoining the
farm, this method has become objectionable, and a pro-
posal was made to abandon the farm and discharge the
sewage into the ocean through a sewer about six and
a half miles long. A gravitation sewer has been decided
on, which will connect with the existing sewers at the
Botany sewage farm, from which it will be laid on a
grade of i in 3,650 across undulating country to dis-
charge into the Pacific Ocean at a rocky headland on
the north side of Long Bay. The grade will terminate
at an air shaft near the sea cliffs, where the invert will
be 2 feet 6 inches below high water spring tides. From
the air shaft two short outfall tunnels will lead the
sewage into the ocean 20 feet below high-water spring
tides, the soffit of each tunnel at point of discharge being
through the face of a submerged cliff. Starting on the
Botany sewage farm, there will be a duplicate sewer
6 feet 5 inches by 5 feet to Cook's River, constructed
partly in aqueduct and partly in trench. The sewer
crossing of the river will be carried out as in an inverted

138

TRADE OF AUSTRALASIA.

New Gas
Works.

syphon, and, in order to prevent obstruction to its
soffit, will be 15 feet below low water spring tides. The
duplicate sewer will continue partly on a concrete and
brick aqueduct and partly in trench to twin tunnels, to
be constructed through about one mile of water-charged
sand hills. The overburden through the wet sand will
range from 20 feet to 70 feet. The outside diameter
of these timnels will be about 8 feet, and it is proposed
to use shields, driven by hydraulic pressure, in the
construction of this portion of the work. After passing
through the wet sand countr}^, the twin tunnels will
converge into a single sewer 13 feet 9 inches by 7 feet
10 inches, enlarging finally to 14 feet by 8 feet 8 inches,
constructed partly in tunnel in rock and partly in trench
in rock for a total distance of about two and a-half miles
to the air shaft at Long Bay Headland. At this outfall
special precautions to deal with the action of the ocean
waves during storms will be taken ; the two outfall
tunnels will be constructed in the solid rock on a
steep grade gradually diverging so as to form a V,
with branches wide apart when finally discharging into
the ocean at the vertical face of the submerged cliff.
Under this scheme, the sewer, which will deal with the
sewage from an area of about 26,000 acres comprised
in the above-mentioned suburbs, and a probable ultimate
population of 657,000 persons, is estimated to cost
;^452,4oo.

The Wellington Gas Company will be shortly con-
structing new works on a large scale.

Enormous
Market.

Foreign
Competition.

Apparel and Textiles.

The Australasian market, in the various kinds of goods
which fall under the above heading, is one of consider-
able dimensions, amounting in 1907 to a value of over
sixteen million pounds sterling.

Such official statistics as are available indicate that
in the past five years British trade has substantially
increased, whereas that of Germany, France, United
States, and other foreign countries up to last year have

APPAREL AND TEXTILES.

139

been increasing only to a very slight extent, and in
some cases actually decreasing. Enquiries amongst the
largest importing houses, however, show that competi-
tion is much keener than those figures would lead one
to suppose, and the opinion is freely expressed that a
considerable bulk of trade, classed in the returns as
British, represents goods of foreign manufacture.

AUSTRALIAN TRADE.

For 1907 the total imports under this heading were Total
no less than ;^i 2,500,000, and for the first six months "^P°"^-
of 1908 they amounted to a value of ^^5, 800,000.
According to Commonwealth statistics the imports of
apparel and textiles from various countries for the
years 1903-6 inclusive are as shown in the following
table :—

COMMONWEALTH OF AUSTRALIA.

Imports of Apparel and Textiles, 1903-6

(excluding Boots and Shoes, Blankets, Hats and Caps,
and Floorcloths).

Country.

1903.

1904.

1905.

1906.

United Kingdom -

6,790.458

8,491,790

8,580,048

9,594.766

Canada -

15.327

20,656

21,150

24,123

Cape Colony

1,570

467

223

538

Ceylon

1,760

1. 154

1,515

1.733

Hong Kong

15.768

24,099

22,352

16,146

India

4,206

3.851

5,098

10,083

New Zealand

6,627

9.785

8,186

8,181

Straits Settl ments

1,402

7.321

3,993

5,100

Other British Possessions

^55

446

178

471

Austria

4.199

226

3,865

2,341

Belgium

28,514

41.572

46,374

62,047

China

19.833

7.879

10,999

8,901

France

112,667

44.347

100,285

63,002

Germany -

346,294

376,797

404,816

388,493

Italy - - - -

7.514

5,817

9,708

14,061

Japan

91.723

150,599

159,280

195,822

Netherlands -

2,538

8,991

5.232

10,277

Switzerland

13,640

5,303

14.371

21,559

United States

134.249

110,913

131,640

155.940

Other Foreign Countries

625

236

1,061

629

7.599.569

9.312,249

9.530,374

10,584,213

140

TRADE OF AUSTRALASIA.

Misleading
Statistics.

Growth of

Foreign

Trade.

Larger than
supposed.

Increasing
Competition
in Piece
Goods.

Cotton
Tweeds.

Denims.

The above figures indicate steady growth in Canada's
trade with AustraHa, the increase being from ;^i 5,327
in 1902 to ^24,123 in 1906. In the same period
Belgium's trade has increased from £28,514 to -^62,047
and Japan's trade from ;^9i,723 to £195,822.

Beyond these small items these figures show that
practically the whole of the increase of trade that has
taken place in the period referred to has fallen to British
firms, and would not indicate any serious inroads by
foreign competitors. As I have already pointed out,
however, they do not show the actual conditions of
things, the proportion of foreign trade being un-
doubtedly very much larger than that shown above.
This is borne out by the figures for 1907 kindly supplied
to me by the Commonwealth Statistician. {See table
on following page.)

Here we find an enormous increase in foreign trade*
I do not believe for a moment that this extraordinary
growth has taken place in one year's trading.

This table confirms the impression I gained during
my enquiries in the market, that we have been living
in a fool's paradise. It has been fondly hoped, and
the hope has been encouraged by official statistics and
trade reports, that in textiles we were impregnable in
the Australasian market, when all the time our com-
petitors have been doing a very large portion of the
trade.

I give in the following pages a few notes on various
items of this trade : —

As will be seen from the table on page 141, the
United Kingdom holds the greater share of the trade
in piece goods, but what manufacturers have to consider
is the increasing severity of competition in almost every
branch.

In cotton tweeds Continental manufacturers are
steadily capturing the trade and the reasons given are
that they more closely meet the demands of the market
in regard to patterns and qualities.

In denims practically the whole of the trade is in
American hands and according to the statements of
several importing houses, British manufacturers have not
seriously attempted to manufacture any of these goods

APPAREL AND TEXTILES.

141

s.s

V o
O

< S

►J

en
D

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!85

142

TRADE OF AUSTRALASIA.

Woollens.
Growing
Local
Industries.

Blankets.

Australasian

Mills.

suitable for the market. This is an increasing trade
and one in which the United States has specialized, as
one finds that they also do a large trade in similar
goods in South Africa and India.

Manufacturers will be indulging in rank ostrichism
if they do not reckon upon increased competition in
the near future from local industries in the Australian
and New Zealand markets. The prospects of starting
industries under the new tariffs are undoubtedly good,
and on the occasion of my visit the establishment of
mills -with the most modern equipment was being
arranged for in New South Wales and discussed by
capitalists in South Australia and Western Australia, in
which latter State there is no mill at the present time.
A company, with a capital of ;^ioo,ooo, is about to
build and equip a woollen factory in New South Wales,
the principal having recently visited Great Britain and
Europe and made arrangements to purchase machinery
and appliances to the value of ;^35,ooo. Local pro-
ductions under this heading have an excellent reputation
in Australasia, where the sentiment in favour of locally
made goods is a very real factor in business.

I have dealt elsewhere wdth the total importations
into Australasia, and there is no doubt that the imports
of woollen piece goods, flannels and blankets will
further decline as these new local mills become
established. In blankets and blanketing the United
Kingdom, in 1907, contributed £^7,1^3 out of a total
of ;^54,286. This is according to official statistics, but,
from the information I gathered, foreign countries con-
tribute a larger quantity than that with which they are
credited.

There are about 24 woollen and tweed mills in the
Commonwealth at the present time, employing about
2,500 hands. The mills established in New South Wales
and Victoria alone produced 1,338,813 yards of tweed
and cloth in 1906, and 3,645,132 yards of flannel and
321,971 blankets, shawls, and rugs in the same year.

In 1906 the mills in New Zealand used nearly four
million pounds of wool, of Victoria 3,484,000 pounds,
Tasmania 1,067,000 pounds, and New South Wales
426,000.

APPAREL AND TEXTILES, 143

A Sydney house states : " For all-wool dress goods Dress Goods.
France and Germany does the bulk of the trade of
Australia. Bradford cannot compete with the foreigner,
either for finish, dye or value, except in the manufacture
of alpacas, and Sicilians."

In cotton hosiery Germany contributes the largest Cotton
portion of the trade with ^94,014 against ;^53,766 from hosiery.
Great Britain in 1906, and ^112,579 against ;^48,207
in 1907. It will be seen that while the British share
declined by over ^^4,000, Germany's share increased by
over ;^8,ooo on the year's trading. The British manu-
facturers hold practically the whole trade in woollen
socks and stockings, contributing ;^348,307 out of a
total of ;^358,2 2i.

The same position occurs in regard to cotton or Towels and
linen towels or handkerchiefs, where the British portion ^|^"f'ker-
is ;^i8o,724 out of a total value of ;^i99,044.

It is not surprising that the larger portion of Trimmings,
trimmings, &c. should be purchased by Australia from
Continental houses, as this is a branch of manufacture
in which our neighbours stand very high. Germany's
contribution under this heading, in 1907, was ^91,890 ;
Switzerland, ;^79,838 ; France, ;^63,i37, as compared
with the United Kingdom, £78,6^7.

For many years the Germans have had the bulk Lace,
of the lace trade of Australia. A Sydney house
states : — " We have repeatedly pointed out to our
Nottingham friends, both through our London house
and to visiting representatives of Nottingham houses,
that they were letting the Germans have the largest share
of the lace trade and were making no efforts to take
it from them. We have sent patterns and prices to
show what Germany was doing, but all to no purpose.
Take, for instance, the Torchon lace trade. Even to-
day Germany takes more orders than England as far
as New South Wales and Victoria are concerned. The
Nottingham manufacturers, with two or three excep-
tions, will not make what we want for our market.
The ordinary Nottingham Torchon laces are good and
saleable, and we import them largely, but everyone
sells far more of the German makes. The Nottingham
manufacturers should at once erect the latest German

144 TRADE OF AUSTRALASIA.

machines, bring out the newest patterns (as made in
Germany), and they could win all the trade, as they

have now a 5 per cent, preference. Messrs. have

introduced the new machines and are doing well with
German Torchon lace. Then, again, take Guipure
laces and insertions, and Guipure on net, &c., &c.
We have not been able to buy these in England.
Hundreds of thousands of pounds have been sent to
Germany (Plauen, Saxony, &c.), which is, and has been,
the * home ' of these goods. Even England buys
largely there. These goods could all be made in
England if the manufacturers would get the right
machines. There are hundreds of makers of these goods
in Germany. England, for some reason not known
to us, has never attempted to capture the trade."

Embroideries. " The Swiss have the bulk of this trade. We much
prefer to buy British goods, and will always give them
preference, but we must have the lines the public
demand or lose our business. The writer, in 1904,
visited Nottingham for the first time, and ventilated
the above matters. Makers informed him that they
had made their trade in the past on the makes of lace
that they were then turning out, and considered them
better than the German, and there seemed to be no
desire on their part to change, or to add new German
machines. In one factory visited the newly-imported
German embroidery machines were working night and
day, and hundreds of the old machines were lying idle.
The writer also looked in the principal shop windows
in Nottingham, and did not see more than ;^i5 or
;^20 worth of Nottingham laces showing, but hundreds
of pounds worth of foreign laces. The factory girls
leaving work were closely observed, and German lace was
more in evidence as a trimming on their dresses or as
collarettes round their necks than Nottingham laces."

Hats and The greater part of the demands of the Common-

Caps. wealth for these goods is manufactured locally, and

there is even a steadily increasing export trade to neigh-
bouring markets. There are 61 factories with over
2,500 hands.

Gloves. Foreign competition threatens to completely oust

the British manufacturer on the Australian market. Out

APPAREL AND TEXTILES. 145

of a total importation in 1907 of ;^"282,2i5 our share
was only ;^48,i68, while Germany contributed to the
value of ;^iii,i37, France ;^54,464, Italy ;^26,3io,
and other foreign countries about ;^42,ooo. While
am aware that conditions of manufacturing at home
and shipping rates are adverse to the British manu-
facturer, the loss of trade under this heading is due in
a large measure to want of enterprise. Long gloves
have recently been much in demand, but British firms
would not supply them. One of the largest importers
in South Australia is emphatic in his opinion that this
trade is being lost in a large degree through apathy on
the part of our firms.

NEW ZEALAND.

The comments which I have made on Australian Imports,
trade apply to a large extent to that of New Zealand,
in which country in 1907 goods were imported under
the heading of Apparel and Textiles to the value of

;^3»746,495-

It would be waste of time to discuss the extent of Foreign
foreign competition in New Zealand as indicated by Competition,
either the figures published by the New Zealand
Government or of those by our own Board of Trade,
for in my opinion they are entirely misleading except
as so far as they indicate the country of shipment.
According to the New Zealand figures, foreign countries
last year supplied goods under this heading to the
value of ;^2i3,958 ! A more approximate figure would
be ^800,000. In cotton lace, hosiery, gloves, cheap
flannels, velveteens, denims, silks, trimmings, and many
other lines, foreign competition is extremely severe, and
the above classes of goods to be found in New Zea-
land warehouses are largely of foreign manufacture.

In cotton and woollen piece goods, linens, blankets, BritishGoods
and many other substantial lines, our manufacturers preferred,
undoubtedly hold their own, and this is practically the
case in all goods of better quality.

146

TRADE OF AUSTRALASIA.

A Great

Market.

New

Countries
dependent
on the
Engineer.

Labour-
saving
Machinery a
necessity.

The Market
and Com-
petition.

Machinery and Metal Manufactures.

Next in importance to textiles comes that of machi-
nery and metal manufactures, of which Australia and
New Zealand imported in 1907 a value of no less than

New countries like those comprising the Australasian
market are singularly dependent for their development
on engineering. The clearing of land, and subsequent
operations of tilling, sowing, reaping, and preparing
products for market are processes which year after
year employ an increasing quantity of machinery.
Towns are springing up in newly settled areas, calling
not only for railway communication, but systems of
water supply, sewerage, lighting, tramways, &c. ; some
communities are growing up in dry areas to which
water supplies have to be carried over long distances ;
irrigation works are needed to bring large tracts of
fertile land under the plough ; where railway transport
is impossible traction engines are often employed ;
being largely dependent on overseas markets, exten-
sive dock and harbour accommodation has to be
provided, which calls for auxiliary machinery of various
kinds. Having an abundance of raw materials of
almost every kind, and national protective policies,
local industries are growing and new works are being
established almost every week, necessitating the em-
ployment of machine tools, automatic machines, and
all the other products of the engineer that are called
for in the equipment of the modern factory.

Australasia is undoubtedly in a highly prosperous
condition at the present time, and with such a scarcity
of labour as at present exists in practically every indus-
try, labour-saving machinery is resorted to wherever
possible.

Before noting the peculiar features of various
branches of trade under this heading, it might be
well to take a glance at the extent of the market and
the condition of foreign competition.

MACHINERY AND METAL MANUFACTURES. 147

AUSTRALIAN TRADE.

To refer, in the first place, to Australia. The total Australia's
importations of the Commonwealth in 1907 are shown Pi^^chases.
in the following Table : —

5c
o
<

O o

2: ON

«-< M

O a

►J <

O W

o S
ffiO

< O

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148

TRADE OF AUSTRALASIA.

Foreign This Table, it will be seen, also indicates to some

Competition, extent the condition of foreign competition for the

various items of trade referred to, but it must be borne

in mind that although the countries of origin are

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dkii)(;k i'.uildixg at the ci.yhe exgixeeking works, sydxey.
BRIDGE WORK IN AUSTRALIA.

MACHINERY AND METAL MANUFACTURES. 149

given, so far as the Commonwealth Customs Depart-
ment is able to ascertain them, the proportion of foreign
trade is really much greater. I discovered numerous
instances of foreign goods being introduced as British,
and the principal reason for this is that it has been
largely the practice of Continental manufacturing firms
to grant exclusive agencies to firms established in
England with the right to cover the English Colonial
markets. In some cases a certain amount of work
was being put on these machines in England, and
they were actually being introduced as English-made
goods entitled to preferential treatment under the tariff.
The Manufacturers* Association has now taken up Qualification
this matter with the Commonwealth and other Colonial ^S*^ ^^^"
Governments with a view to raising the proportions of
British labour which must be expended on goods to
entitle them to the preference and thus prevent foreign
goods taking advantage of it. The proportion in the
case of Australia and other Colonies is at present
25 per cent., which is much too low to retain the ad-
vantage exclusively to British goods. Official statistics
themselves, however, obscure as they are, indicate a
sufficiently serious condition of foreign competition for
Australian trade.

This competition is severer in engineering and ma- Growth of
chinery than in any other branch. Germany and the j^^"-^*^^
United States are our greatest competitors. During
the past twenty years the total increase in this class
of trade to Australia was ;^2,74i,774, of which
;^i, 068,320, or 38*96 per cent., was from the United
States; ;^83i,482, or 30 '33 per cent., from Germany;
and ^^527,988, or 19*26 per cent., from the United
Kingdom.

There was a large increase in Australia's purchase
in 1907 as compared with 1906. While some of it was
undoubtedly due to increased purchasing power of the
market, so large an increase must be attributed to
buying in anticipation of the higher tariff which has
since come into force.

The reader will find a considerable amount of
information concerning openings for trade in various
branches of engineering in the chapters dealing with

I50

TRADE OF AUSTRALASIA.

Local
Industries.

Engineering
Materials.

Machinery.

railways, docks and harbours, irrigation, irrigation water
supply, and other works, hardware and motor vehicles
respectively, but the following notes on other items of
the iron and steel and machinery trades might prove
of interest.

There is probably more competition to be looked
for in the near future from local industries than in
any other line of trade, excepting perhaps " Wearing
apparel." I have referred to this feature of the
question in other parts of this Report and some idea
of what is being accomplished in railway engineering
is given in the section dealing with that subject.
Australia has succeeded in establishing engineering
industries of considerable output and with the increased
advantages of the new tariff and the protection of sea-
carriage there are going to be established in the near
future many more engineering works in practically
every State. The disadvantage under which these
industries have hitherto been working is that raw and
other materials have had to be imported. Attempts
have been made to establish iron and steel works on
a scale sufficient to deal with local requirements and
the Lithgow works though closed for a short period
are now running again and turning out a fair quantity
of material, but little will be done in this direction
until industries are supported by generous bounties as
well as by tariff duties, as has been done in Canada.
A Bill has been before the Commonwealth Parliament
for a long time to deal with this matter, but was not
finally approved at the date of writing this Report.

The imports of bars, rods, blooms, slabs, girders,
joists, plates and sheets, galvanised and otherwise,
increased from ^^2,075,000 in 1906 to ;^2,655,ooo in
1907. Our largest competitor for this class of trade is
the United States, from whom we must expect increased
competition during the next few years. Germany follows
next, with Belgium contributing a substantial quantity.
The trade is, of course, principally British at the present
time, but it will be an increasingly difficult matter to
retain our hold of it.

The total imports of machines and machinery, ex-
cluding agricultural machinery, in 1907 was ;^2,754,ooo.

MACHINERY AXD METAL MANUFACTURES. 151

as compared with ;^2, 018,000 in 1906. It will be seen,
from the table given on page 147, what a large amount
of competition there is for this trade, and again I
would remind the reader that the British items includes
a good deal of foreign machinery.

The total importations in 1907 amounted to a Machine
value of ;^2o6,23i, of which I would estimate that the Tools.
United States contributes half, while the German con-
tribution is about ;^i 5,000. It is German competition
that British firms will mostly have to contend with in
the near future as they are supplying similar classes of
goods to ourselves while the American trade is largely
in tools that we do not specialise in.

Of the ;^'i 54,090 worth imported in 1907, the United Printing
States contributed ;^8i,i35, while the British portion Mac^iner)-.
was ;^6i,475. There is no peculiar feature concerning"
this trade that calls for special comment. The condi-
tions of competition are practically the same as those
which have to be met in our home market where an
increasing amount of American machinery is being
introduced every year.

The larger machines are chiefly British, but nearly Weighing
all the smaller scales, and particularly automatic scales, ^'^c"i°^-
are American.

The total importations of agricultural, horticultural Agricultural
and viticultural machinery in 1907 amounted to a '^lachinery.
value of ;^409,ooo, as compared with ;^'282,ooo in 1906.
The United States and Canada contributed practically
the whole of this trade, the contribution of the former
being ;^'i83,7i7 and the latter ^^164,260. Great
Britain's share was under ;^5o,ooo. It is somewhat
surprising that the British manufacturer does not seem
to have made any serious effort to capture this trade,
as the conditions are very similar to those met with in
New Zealand and again in South Africa, so that in laying
himself out to deal with Australian trade he would
also have open to him other Colonial markets. What
in future he will have to fight more than foreign
competition will be local manufactures. Excellently
equipped works are established in all the States, except
Western Australia and Tasmania, where agricultural
machinery is being turned out in large quantities.

152

TRADE OF AUSTRALASIA.

vSome large
Local Firms.

Two

Wonderful
Machines.

The

" Stripper "
Harvester.

Nearly 3,500 hands are employed in the various fac-
tories, and last year Australia exported to the Argentine,
New Zealand and Cape Colony, and other countries, a
considerable quantity of stripper harvesters, stump-jump
ploughs, disc cultivators, corn shellers, baggers, drills
and other implements, which have been developed
locally to meet peculiar Australian conditions.

The principal works are those of Mr. H. V. McKay
in Victoria, where the world-known " Sunshine "
harvester is produced, besides a whole range of imple-
ments. In New South Wales there is the large works
of the Clyde Engineering Co., Ltd., who also make
implements and machinery of all kinds. In South
Australia there are the works of Messrs. James Martin
& Co. of Gawler — all these are firms employing
hundreds of men, and each turning out implements in
large quantities.

Australian development owes much to the invention
and subsequent improvement of two pieces of machinery,
the "Stripper" Harvester and the "Stump -Jump"
Plough. Both were originated by Australians and are
evidence of the truth of the adage that " Necessity is
the mother of invention," for they were brought into
existence by two Australian farmers who were at their
wits' end to deal successfully with the conditions
of agriculture as they then existed. These machines
are so widely used, not only throughout Australia,
but South Africa, South America, Canada, and the
United States, that a few words concerning their early
development might not be without interest.

The invention of the "Stripper" Harvester is as-
cribed to one John Ridley, a farmer and miller of
South Australia. In 1843 a serious position presented
itself to wheatgrowers through the dearth of labour to
harvest the crops, and an extension of the industry
was looked upon as impossible until some method of
harvesting superior to the sickle came along. It was
owing to these conditions that John Ridley built his
machine on the principle of stripping the heads off
the straw. The machine, of which I give an illustra-
tion from an old sketch, was at once a complete

j'ffif

ALSTRALIAX-MADE STRIPPER HARVESTER AT WORK. THIS MACHINE STRIPS, THRESHES,
CLEANS, AXD BAGS AT ONE OPERATION.

lO-FCRROWEn STEAM PLOUGH AT WORK IN NEW ZEALAND.

FARMING BY MACHINERY IN AUSTRALASIA.

MACHINERY AND METAL MANUFACTURES. 153

success. The first public trial is described by one
P'rancis Button as follows : —

"One afternoon during the summer of 1843-4, f^^^st Public
some friends met in Adelaide and asked me to join Trial,
them in their ride to a neighbouring farm where
Mr. Ridley's reaping machine, which they said both
reaped and threshed the corn at the same time, was
successfully at work. It was not generally known at that
time what the machine was, and, although we were all
incredulous, we started to see with our own eyes how
far the reports we had heard were correct. Presently

we saw from several quarters other horsemen all steer-
ing to the same point. By the time we reached
the farm a large * field ' had mustered to witness the
proceedings, and there sure enough was the machine
at work, by the agency of two horses and two men —
one to guide the horses and the other the machine.
There was no mistake about it ; the heads of the corn
were threshed perfectly clean, and a winnowing machine
being at hand, the corn was transferred out of the
reaping into the latter machine, and carts were ready
to convey the cleaned wheat to the mill, two miles
off, where the wheat, which an hour before was waving

154

TRADE OF AUSTRALASIA.

Revolution
in Agricul-
ture.

in the fields in all the lustre of golden tints, was by
Mr. Ridley's steam mill ground into flour. Never
before, perhaps, was such a revolution in the appliances
of agriculture caused as was done by this machine ;

success attended the very first trial of it, and during
seven days it reaped and threshed the seventy acres
of wheat of which the paddock was composed." This
demonstration had a remarkable effect upon agriculture,
the area under wheat being nearly double the next
year. It at once reduced the cost of harvesting from
25. a bushel to ;^^d. The principle of propulsion from
behind soon gave way to a side application of power,
as is shown in the illustration of the modern stripper,
which strips, cleans, and bags the crop in one opera-
tion. As is the case with most inventions of this type,
several minds were working in the same groove at that
period, and there are various claims to the authorship
of the stripper harvester, but it seems fairly clear that
Ridley was the first to build a really practical machine.
When Australia was first settled wooden ploughs
were commonly used, but these soon gave way to

MACHINERY AND METAL MANUEACTURES. 155

2, 3, 4, and 5-furrow iron ploughs. When the The Stump-
mallee scrub lands were first occupied a new type of Jump
plough became necessary. Farming in these lands *^^°"SJ'-
would astonish the farmers of England. Mallee scrub
consists of light timber varying in size from whip-
sticks up to timber a few inches in diameter. At first
the practice was to cut down the trees and grub up
the roots, but this process proved costly and tedious.
A man named Mullins cut down the trees on his
scrub sections level with the ground, and taking a
V-shaped log he drove long spikes through it. He
hitched the horses on to the pointed end of the
V-log, and dragged the home-made implement over
the stump-covered field. The wheat thus scratched in
did well, and the crop yielded a good return. There
was no difficulty in working a reaping machine over

AUSTRALIAN COMBINED PLOUGH AND FORCE-FEED DRILL.

the stumps and stripping the grain. This system of
farming in the scrub country was termed " Mullinising."
Its simplicity, cheapness, and effectiveness soon caused
it to become popular. The V-shaped log, however.

156

TRADE OF AUSTRALASIA.

Gas and Oil
Engines.

Producer
Gas.

soon gave place to improved implements of the stump-
jumping class, and so perfect have these become that
fields full of malice roots below the surface can be
cultivated as successfully as meadow lands. The
brothers Smith, on Yorke's Peninsula, South Australia,
were the first to invent and perfect the stump-jumping
plough of the type that is so generally used to-day.
More detailed information concerning the class of
machinery which is being used in Australia may be
obtained by manufacturers on application to the Manu-
facturers' Association.

There is a good opening in Australia for gas and
oil engines. The small paraffin engine suitable for use
on a farm is being largely supplied by the United
States. These are growing in favour and the market will
repay English firms for any attention they may give
to it. With the introduction of the metallic-filament
lamp of the Osram type, with high efficiency and
low voltage, there offers a splendid opportunity for the
introduction of small gas and oil engine sets for
electric lighting. There is a large and wealthy class
of squatters in Australia who might be induced to
purchase these sets for lighting their houses up country
and there are also excellent opportunities for trade in
smaller villages and towns.

There is an increasing trade in oil engines for
launch work, but the bulk of the trade is going into
American hands. The engine that is most favoured is
rather of a heav^ type with single cylinder of large
bore and long stroke ; the adapted British motor-car
engine is not much favoured by Australians. This is
going to be a very big line of business and worth
specially catering for. Australia has magnificent har-
bours and a fine climate, and motor boating is rapidly
growing in favour.

I was glad to note that some English manufacturers
were experimenting with various Australian coals for
use in gas producers. I found several producers of
one make using "Collie" coal, and there promises to
be a big trade done in them in Western Australia with
this fuel. Experiments are also being made with the
brown coals of Victoria, which, if found suitable, will

ri.orciiixc; >,(' i-i i-'IvMiws v.acu TrRN.

THE I.ATKST MI-TIIOP.

MODERN FARMING METHODS IN NEW SOUTH WALES.

MACHINERY AND METAL MANUFACTURES. 157

open up a large avenue for business, Queensland
anthracite is, of course, particularly suitable for suction
producers, and in this connection there is an immense
business to be done in the Eastern States.

Last year the imports of electrical machinery and Klecthcal
appliances were valued at ^410,229, of which the British Machinery,
contribution was ^195,631 ; the United States share

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CURVES SHOWING LOWEST SPEEDS OF ENGINES WHICH WILL ENTITLE THEM TO FREE
ADMISSION UNDER THE NEW AUSTRALIAN TARIFF AS " HIGH-SPEED STEAM ENGINES."

amounted to ;^i 17,898, that of Germany to ^ly^i-ji,
and Sweden ^,'54,5 27. This is the state of things
according to oflicial figures, but as a matter of fact a
substantial portion of the share returned as British
represents foreign goods. The reasons for the success

is8

TRADE OF AUSTRALASIA.

Local
Industry.

Motor and

Dynamo

Trade.

Numerous

Lighting

Schemes.

Tramway
Work.

of foreign firms are fairly obvious, and are not peculiar
to this particular trade. They are that foreign firms
are able to underquote ; they are better represented, and
they are able to obtain lower freight rates. The whole
subject is dealt with in another section of this Report,
and need not be further referred to here.

There is a growing local industry in the manufac-
ture of dynamos and motors, which the new tariff will
encourage, machines up to 200 h.p. being supplied,
and a factory was being started at the time of my
visit to manufacture carbon filament incandescent
lamps, a somewhat out-of-date enterprise in view of
the introduction of the metallic filament lamp.

There is a great deal of business to be done in
motors and dynamos and lighting plant generally in
spite of the adverse conditions under which British
manufacturers are labouring if they will improve their
methods of dealing with the market and not trust so
much to the merchant. This is peculiarly a business
that needs a special representative with a technical as
well as business training.

Numerous lighting schemes are in progress and
under contemplation in the various States. The Electric
Lighting Committee of Sydney are about to purchase
a plant of the total value of about ;^'83,ooo, for which
the City Electrical Engineer has submitted the follow-
ing estimate : — Two 4,000 kw. generators at ;^'2 2,000,
;^44,ooo ; one 400 kw. generator, ;^2,75o ; one 400 kw.
transformer, £^S^ > switchgear (at power-house),
;^2,48o ; crane, £S^o ; boilers with superheaters and
stokers, five at ;^"2,6oo, ;^ 13,000 ; pipework, valves,
feed pumps, economisers, tanks, &c., £y,'2;^o ; coal and
ash conveyer, ;^ 1,900 ; sub-station motor generators,
three at ;^3,200, ;^9,6oo ; sub-station switch-gear,
;;^i,i5o. The town of Sunbury in Victoria is also
about to purchase an electric lighting plant, and one
is also about to be installed in Adelaide in connection
with a refuse destructor.

In tramway work there are also large openings for
trade. I need not refer in detail to the immense scheme
reported on recently by Mr. Charles H. Merz for the
electrification of the Melbourne suburban railways, a

MACHINERY AND METAL MANUFACTURES. 159

portion of which is about to be put in hand at an
early date, as it has already been very fully discussed
in the electrical press, but further particulars can be
obtained by manufacturers at the offices of the Manu-
facturers' Association. The estimated cost of the con- Immense
version of the entire system is given as ;;^2, 2 27,050, Scheme.
and the first stage, which I am informed is shortly to
be put in hand, is estimated at ;^8oi,830.

I might mention, however, that the Report deals
with two main questions : —

I. Is the substitution of electric traction for Melbourne
steam traction on the Melbourne Suburban Suburban
System financially justifiable ? Electrifica-

II. If so, how can electric working be best tion.
applied ?

After referring to the special importance of the suburban business,
the experience of other cities and the advantages offered by electric
traction, both to the public and to the management, teclmical
considerations are dealt with and financial results determined. The
main conclusion is that on account of the great advantages to the
public and the improvement in financial results to be expected from
so doing, the application of electrical operation to the suburban
railways is justified. The more important conclusions and recommenda-
tions are here given in order of convenience rather than in their actual
sequence in the report itself.

(i) The total capital outlay for the conversion of the whole suburban Capital Outlay,
system will be £2,227,050. It is recommended that a portion only of
the system be converted at present {see No. 19).

(2) In considering these figures the expenditure necessary if steam
traction be retained must also be taken into account. This expenditure
on rolling stock only amounts to ;G4o8,358.

(3) The expenses per train mile with electric traction would be Cost of Electno
ii'od. as against iSgd. with steam. With the former, however, there ^<'"'"S-
would be a greater train mileage.

(4) The total operating expenses with electric traction for the whole
suburban service would be ^'27,267 per annum less than with steam
(see No. 9).

(5) The total annual expenditure for the whole service including Financial Rdsult.
4 per cent, on the new capital outlay would be _^44,79i more than

with steam ; against this must be put the additional revenue due to
the improved service.

(6) The surplus, after paying interest on new capital for the com-
plete scheme, would, with electric traction, be £40,251 greater than was
obtained in igo6 with steam.

(7) If electric traction be adopted an improved schedule speed and improved
frequency of service becomes possible, with the existing tracks and ^*'^''*-
termini.

(8) An increase of 20 per cent, over the present schedule speed and
an increase of 71 per cent, in the train mileage are financially justifiable
and are covered by the expenses referred to above.

i6o

TRADE OF AUSTRALASIA.

Electiical

System.

Rolling Stock. (9) The adoption instead of locomotives of the " multiple-unit "

system of train operation is recommended, giving this increase of 71
per cent, in the train mileage with an increase of only 23 per cent, in
the ton mileage.

(10) Cross-compartment coaches should be adopted, the existing
bogie stock being altered and used for the electric service.

(11) The total stock required would be 496 coaches with electric
working, as compared with 546 coaches and no locomotives with steam,
the reduction in the number of coaches being due to the higher schedule
speed.

(12) A direct current 800 volt system would be the cheapest and
best system for this particular case.

(13) The direct current should be distributed to the trains from sub-
stations by means of a protected conductor rail.

(14) The sub-stations should be supplied with 3-phase high tension
current from the power station by means of underground cables in the
central areas, and by overhead lines in the less populous districts.

Power Station. (15) The energy required should be generated in a central power

station situated at Yarraville designed to handle the load of 35,000
electrical horse-power.

(16) This power station should be designed to burn either black or
brown coal, and the power plant consist of water tube boilers and
steam turbines.

(17) The Spencer Street and Elsternwick Stations should be shut
down, and the St. Kilda Tramway and the existing lighting system be
supplied in bulk from Yarraville.

(18) The Yarraville Power Station should be also used for the
lighting of the railway stations and the driving of the Newport and
North Melbourne Workshops.

Initial Scheme. (19) ^f electric traction be decided on, the scheme proceeded with

in the first instance should consist of the Port Melbourne and St. Kilda
and the Brighton and Essendon branches, involving, with power plant,
an initial expenditure of _£'8oi,88o.

(20) After paying interest on this sum the surplus from these lines
would, with electric traction, be ^21,358 greater than was obtained in
1906 with steam traction.

(21) If steam be retained upon these lines ^141,019 will have to
be spent on rolling stock for them alone.

(22) The conversion of these lines should be so arranged that the
electric zone might be extended to the other suburban lines at a future
date with a minimum of alteration and expense.

Melbourne's Melbourne possesses quite a remarkable system of

Cable Tram- cable tramways and single deck cars are used. These
tramways are extremely popular locally, and for the
year ending June 30th, 1908, carried over sixty-five
and a half million passengers, and the miles run num-
bered ten millions.

The owners, the Melbourne Tramway and Omnibus Co., have
found the undertaking an extremely profitable one, the income
for last year including ^25,991 brought forward was ;£'6i 1,822.
After meeting working expenses, and debenture interest, ^f 45,000
was transferred to sinking fund, ^35,000 to depreciation reserve.

ways.

MACHINERY AND METAL MANUFACTURES. i6i

;^3o,ooo to return of capital, £7,3^4- to tramway renewals, and
^'72,000 to dividends paid. There remained a balance of ;^5 1,508,
out of which a bonus of 6d. per share was paid, and a bonus was
given of 10 per cent, on their salaries to the staff. This left
^'25,979 to carry forward. The trafiic receipts showed an increase
of £^S,8go, representing the carrying of five million more pas-
sengers. The working hours of employees have been reduced
from 60 to 54 hours per week without lessening the pay.

At the end of about eight years the lease of the
Company expires, and it is probable that the lines will
then be electrified and form part of the electrification
scheme of the Melbourne suburban railways referred to
above.

The town of Geelong in Victoria is about to instal Other Tram-
a tramway system, and tramways have also been decided ^^^Y / "^o-
on to connect the suburbs of Melbourne, Prahran and
Malvern. A tramway system is also under consideration
by the Launceston (Tasmania) Council. In Adelaide,
as readers are doubtless aware, tenders have recently
been invited for a very large quantity of tramway plant,
and it is to be regretted that a large proportion of
these orders have already gone to foreign firms.

A considerable amount of tramway construction is New Work
in progress in New South Wales, where ten new lines '" N.S.W.
or extensions are now in hand of a total length of
16 miles, involving an expenditure of ;^i 24,809. Esti-
mates have been prepared in connection with forty-
eight further proposals and a number of these have
already been decided upon.

The following is a list of some of the works Works de-
decided upon and projected : — tided upon.

Drummoyne to Hatton's Flat (Ryde), 3 miles
50 chains.

Wallsend to West Wallsend, 8 miles.

Willoughby Extension to Chatswood Railway
Station, i mile.

Booth Street, Annandale, 2nd Section, 52 chains.

Arnclifife Railway Station to Freddy's Road, 3 miles
40 chains.

Crown Street, via Baptist Street to Philip Street,
30 chains.

Miller Street to Blue's Point, 52 chains.

Miller Street to Crow's Nest, 68 chains.

l62

TRADE OF AUSTRALASIA.

Works pro-
jected.

Electrical
Schemes in
Tasmania.

Electric
Lifts.

Telephone
Work.

Imports,
1907.

Gore Hill to Burn's Bay Road, i mile 10 chains.
Falcon Street to Suspension Bridge, i mile 10 chains.
Henderson Road, 20 chains.
Cleveland Street to Newton Road, 60 chains.
Ocean Street to Waverley Car House, 13 chains.

Sutherland to Cronulla Beach.

Dulwich Hill to Ashfield Railway Station.

The Spit to Manly.

The table on the opposite page (kindly supplied to
me by Mr. Hartwell Conder) gives particulars of some
of the principal electrical installations in Tasmania.

It will be seen that most of the large work is going
into foreign hands.

There is a good business being done in Australia
in electric lifts, but most of the trade is going to
America and Germany. Over 60 were installed last
year in Sydney alone.

The business to be done in telephones and switch-
boards is considerable, but American and Swedish
firms have hitherto obtained the bulk of the orders.
A more favourable condition of things, however, is
likely to be established in the near future, for by
negotiations with the Australian Government on behalf
of the Manufacturers' Association I secured some sub-
stantial concessions in favour of British firms, which
will enable them to tender with a better prospect of
doing business, and I was able to arrange for the estab-
lishment in London of a sample room where specimen
instruments and parts of switchboards, &c., may be
inspected by manufacturers before quoting. This will
enable them to ascertain exactly what they are quoting
for and so to give closer prices. Manufacturers have
hitherto been compelled to quote to American and
Swedish standards, but the Australian Government has
now decided to adopt English standards wherever
possible.

NEW ZEALAND TRADE.

The total importations of engineering materials,
machinery and appliances into New Zealand in 1907
were ;^3, 159,394 as compared with ;^2,923,62 2 in 1906.

MACHINERY AND METAL MANUFACTURES. 163

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164

TRADE OF AUSTRALASIA.

Agricultural
Machinery.

Local
Industry.

Gas and Oil

Engines.

Engineering
Materials.

Rails.

;^ii2,898 worth of agricultural machinery and im-
plements were imported into New Zealand last year,
an amount somewhat less than the average of the
preceding four years. According to New Zealand sta-
tistics the United Kingdom's share of this trade was
worth ;^36,ooo, while the United States' contribution
amounted to ;^46,ooo, and Canada's ;^i 7,000. In
dairying machinery, according to the same authority,
the United Kingdom contributed ;^5,ooo worth out of
a total of ;^49,ooo worth, but there is an amount of
;^30,ooo contributed by Victoria and New South Wales,
which undoubtedly includes some British machinery,
but principally Swiss and Swedish. The amount credited
to Sweden direct is ;^6,ooo and the United States

There is a growing industry in New Zealand for
the manufacture of agricultural and dairying machinery,
and increased competition from this direction is bound
to appear in the future.

Last year the total imports were valued at ;^i 10,132,
of which the United Kingdom is credited with ;^7o,ooo
and the United States ;^30,ooo. There is a good
opening in New Zealand for small paraffin portable
engines for farm and dairy work and for self-contained
sets for house lighting. There is a considerable market
also for marine engines for motor boats and launches,
which are becoming increasingly popular in the many
magnificent harbours which New Zealand possesses.
The bulk of this trade is at present in American hands.

Engineering materials, including bars, rods, pig,
wrought, wire, were imported to the value of ;^i, 224,605
in 1907, which was nearly ;;^25o,ooo in excess of the
previous year's purchases. According to the Dominion's
statistics ;^8 2,000 came from the United States, ;^24,ooo
from Germany, and ;^6,ooo from other foreign countries ;
but, as a matter of fact, the foreign competition is very
much keener than these figures indicate.

In 1907 ;^i56,ooo worth of rails and railway bolts
were imported. In view of the large railway construction
programme which the Dominion Government have
decided upon for the current year, this item should be
largely increased for 1909.

MACHINERY AND METAL MANUFACTURES 165

About ;^25o,ooo worth of electrical machinery was Electrical
imported during the same year. There is keen com- Machinery,
petition for this trade, a very large proportion of wiiich
is in American and German hands, though official
statistics do not indicate it.

In 1907 the following machinery was imported : — Miscel-
Flour milling, ;^2,247 ; gas making, ;^28,8o3 ; mining, laneous
;^37,ooo ; portable and traction engines, ;^29,36o ; print-
ing machinery, ;^58,ooo ; refrigerating, ;£^8,ooo ; wood-
working, ;^9,ooo ; woollen milling, ;^ 10,000 ; and general
railway plant, ;^73,ooo. I mention these figures in order
to give an idea of the extent of trade in various lines.

The total value of telephone and telegraph instru- Telephones
ments and material ordered during the year ending ''^"^ h '
31st March 1908 was ;^i3o,554, and it will be seen
from the following list that practically all the important
orders, with the exception of those for wire and cable,
were for goods of foreign origin. This is much to be
regretted, since in recent years English firms have made
enormous progress in the manufacture of such goods.
The Department, however, have had their hands tied
to some extent as the business done has been largely
in the nature of " repeats," but I am glad to be able
to report that they will be able, and it is the intention
of the Department, to place more orders in Great Britain
than hitherto.

List of Material and Instruments
purchased by the new zealand government for
THE Year ending March 1908.

Wire, Iron - - W. F. Dennis & Co. New

„ Gah'anized - - W. F. Dennis & Co. Zealand's

„ Copper - - Shropshire Iron Co. purchases.

„ V.I.R., 1/18 & 1/20 Lawrence & Hansen, British Insulated and

Helsby Cable Co., Ltd.
„ S.C.C. - - London Electric Wires Co.

Cable, aerial - - British Insulated & Helsby Co., and Western

Electric Co.
Soldering Fluid - - Sir William Burnett.
Bolts - - - Messrs. Harton & Co., and the Lanarkshire

Bolts, &c., Ltd.
Zincs, Daniell Porous I.R.G.P. & Tel. Co.
Pots, Lightning Guards,
Rheostats, Galvano-
meters, Condensers,
Keys.

i66

TRADE OF AUSTRALASIA.

Extent of

Foreign

Trade.

Telephones

Salammoniac -

Cords - - -

Bells, Extension

Conduits, Fibre

Earth Plates

Sounders, Relays -

Resonators

Switchboard Plates,

Wire, Rubber 1/20
Sounders, Polarised
Plugs.

Cable, 102 to 300 pair
Jumper Wire, Cords,
Central Battery Switch-
boards, M.C. Material,
Cable Hangers, Jack
Switches, Switchboard
Plates.

Wire, Copper

Porous Pots

Insulators

Cells, Leclanche -

Cells, Gordon -

Switchboard Plates

Draw Vices, Pliers,
Ratchets.

Cable Submarine, Wire
G.P., Wire Copper,
Salammoniac.

British L. M. Ericcson Co., and Western

Electric Co.
The Cardiff Alkali Co. and Open Orde.
British L. M. Ericcson and Western Electric Co.
Western Electric Co.
Ivey Engineering Co., Ltd.
T. Bolton & Son.
H. W. Sullivan.

Bunnell Tel. and Electrical Co., N.Y.
British Insulated and Helsby Cable Co., Ltd.

Western Electric Co.

F. Smith & Co., and Elliott's Metal Co.

Fuller & Son.

BuUers, Ltd., and Siemens Bros.

Siemens Bros.

Gordon Battery Co., N.Y.

General Electric Co.

Buck & Hickman.

Open.

It may be safely said that foreign competition is
severe in practically all branches of the engineering
trade, and of the total of over three million pounds
sterling, a conservative estimate of the proportion of
foreign trade would be ;^85o,ooo. There are no
official figures that can be quoted with any real
authority.

Splendid

Mining

Prospects.

MINES AND MINING MACHINERY.

I am one of those who believe that the mining indus-
tries of both Australia and New Zealand are yet in their
infancy : not half of the territory has yet been prospected,
and recently rich discoveries have been made, which
only need capital to galvanise them into great producing
industries. The Australasian mining market has, for
various reasons, been in a somewhat depressed con-
dition, during the past year or so : this has not been
due to any signs of exhaustion of the mining fields.

f!^

'■Ir

4^^H^>

•^^Bu^^^h^i^H

j^R^^BeTi

iij

/ ' V

■f i

-^1

- Imi,

MACHINERY AND METAL MANUFACTURES. 167

but principally to falls in the market values of metals,
somewhat exorbitant labour demands, and to inevit-
able re-action which follows a period of unscrupulous
company promotion and reckless finance. Certainly in Recent
Western Australia some of the largest producers have Depression,
shown a decrease in output in the past two years'
working, but there is no need for any feeling of inse-
curity on this account. The Kalgoorlie fields are settling
down to be a low-grade proposition, but there are
immense reserves of ore available which will show good
profits for many years to come. That very important
section of mining in South Australia, Queensland,
New South Wales, and Tasmania dealing with copper,
silver, lead, and tin, has received a temporary set back
through the recent decline in values which dislocated
finance and production in this branch of industry.
Many new enterprises have had to be momentarily
abandoned. Already with a firmer market in these
metals the industries are beginning to recover. It is an
ill wind, however, as we all know, that benefits no
one, and in this instance the slump in prices has had
the effect of inducing mine owners and managers to
look more closely to the possibility of reducing cost of
production. More economical methods of working are
being discovered, and there is throughout this branch
of industry a movement in the direction of reform,
in works, and administration. New installations of
machinery have recently been installed and others are
under consideration. British firms dealing with mining
machinery and supplies will find that the market for
their goods is none the worse for the recent decline
in values.

It is almost impossible, to judge from the statistical Foreign
information available, what the foreign share is in the Competition,
trade in mining machinery and supplies, but a good
indication of the state of competition may be gleaned
from the following lists of purchases during definite
periods by some of the leading mines. From these lists
the British manufacturer will be able to gain an idea of
the amount and character of machinery and goods
which our competitors are supplying, and appended to
some of the lists are comments made by mine managers.

i68 TRADE OF AUSTRALASIA.

Statement of direct Purchases for

Three Years of a Large Mining Company in

Western Australia.

FROM GREAT BRITAIN:— £ s. d.

Quicksilver 933 i8 2

Electric Machinery 2,835 15 4

Steel Tapes 4 5 ^

Carbon Brushes 27 12 o

Gates' Crusher Spares 286 6 i

Electric Generator Spares - - - - 7° ^5 9

Crucibles 47° i 7

Steel 240 12 I

• Sodium Bromide 99 H 2

Cyanide 21,791 13 9

Filter Cloth 4.68o 17 7

Assay Mabor 43 ^o 2

Litharge - - 81 11 9

Fuse 107 9 2

Battery Screen ^^ ^ 'L

Gas Apparatus 3 H «

£31,707 o 2

FROM united states :—

Gates' Crusher Spares 39 8 3

Furnace Spares 3.969 2 7

Griffin Mill Spares 11,038 15 5

Raw Hide Belt 7^5 i 5

Leather Belt 357 12 7

Mine Trucks 428 14 3

Heine Boiler Spares . . - - - 2,968 14 9

Brass Tubes 7^ I5 7

Electric Machineiy - - - - - 660 2 2

Conveyor Belting 72 o 2

Lathe - - . 26 6 9

Crucibles 1.S89 15 o

Air Compressor 3>697 16 7

Tube Cleaners ------ 38 7 o

Time Recording Clocks . - - - 68 3 9

Rubber Valves - - - - - - I7 4 2

Packing - - 397 2 o

Dake Engine 28 12 3

Oils I '495 6 I

Engine Spares 54 8 9

Cupel Machine 7 I3 10

Rubber Gaskets - - - - - - 22 6 3

Shovels 36 3 "

Baize 23 8 9

Filter Paper 16 17 10

/28,i46 o I

MACHINERY AND METAL MANUFACTURES. 169

The following are the mine manager's comments
on the above lists : —

" With reference to the American imports we would Reasons for
draw your attention to the fact that over ;£i 8,000 out j^^^^f
of the total of ;^28,i46 is made up of Crusher furnace,
Griffin Mill and Heine boiler spares, which could not
be purchased elsewhere, as the machinery and boilers
in question are of American manufacture. Further, to
the above we would also point out that the balance
of about ;^io,ooo includes the amount of £z>^^l ^o^*
an Ingersoll-Sergeant Air Compressor, which was pur-
chased as being the most efficient machine for the
cost, and a further amount of ;^i,495 for a special
grade of oil, used on our electric generator, which
we have tried with unsatisfactory results to replace
with other grades of oil.

"The balance of our supphes for the three years
under review amount to about ;^i 50,000, and were
purchased from local stocks, which we are safe in
saying are mostly made up of British imports although
we are unable to state the exact percentage without
going thoroughly into figures, which would occupy
more time than we can spare at present."

This shows the danger of British firms losing initial Preference
orders. Our American competitors in respect of the QoodT^^'^^"
above machinery have supplied no less than ;^i 8,000
worth of spares. The above mine manager's comments
are not altogether correct, for the Griffin Mill and
Heine boiler have been, for some time past, manu-
factured in Great Britain as well as in the United
States, and in regard to the air compressor and
special lubricating oil, I find from enquiries that
both could have been satisfactorily purchased in this
country. I am also inclined to question the statement
that most of the supplies purchased locally, amounting
to ;^i 50,000, were mostly of British origin : enquiries
which I made pointed to their being largely of foreign
origin.

The following is another list of three years' pur-
chases, and in this instance local supplies are included,

170

TRADE OF AUSTRALASIA.

which, while being classed as British, are to some
extent of foreign origin : —

Class.

Value (c.i.f.).

Country of Origin.

Explosives, including Dynamite, Fuse,

24,476

Germany

and Detonators.

Oils, Paints, and Colours -

5.063

j 75^0 American
1 257I. British

Mining Tools and Steel -

1,665

1 65'/o American
I 35^0 British

Bolts and Nuts . . - .

872

British

Galvanized Iron ... -

1.237

Bar Iron and Steel, Sheet Iron and

2,084

Steel.

Candles -.-.--

3.898

Colonial

Sawn Timber - - - - -

9.035

( 70^0 American
1 30/0 Colonial

Bricks .--.--

867

j 80/0 British
I 207. Colonial

Fireclay ------

240

British

Cement ------

1,072

„

Implements and Tools - . -

1,665

( 55y<. American
i 45';i!. British

Wire Rope -----

936

British

Hemp Rope

286

Machinery, including Steam Engines,

23,196

Boilers, Belting, Machinery Spares,
&c.
Zinc Shavings - - - - -

563

„

Cyanide, Sodium and Potassium

13.705

Sulphuric Acid

395

Boneash - - - - -

177

Crucibles ------

452

Battery Screening - . - .

558

Pipes and Fittings - - - -

4.943

Sundry Supplies - . - -

4,204

Chemical and Assay Material -

1,074

Rails and Fastenings

3.420

Hardware -----

527

I 50/!. American

Electrical Material - . - -

1,039

< 2071. German
( 3070 British

Milling Machinery and Spares -

3.414

British

Pumps, Rock Drills and Spares

5.964

American

Quicksilver

1,012

Unknown

Coke ------

1,127

British

Nails, Screws, and Rivets - - -

354

£^^9,527

The mine manager's comments are as follows : —
"The reason why, in many instances, foreign goods
are supplanting British are that American tools are
lighter, better finished, and handier to use than those
of British manufacture."

MACHINERY AND METAL MANUFACTURES. 171

Yet another mine has purchased machinery in three
years as follows : —

I Climax Rock Drill (British).

I Holman Rock Drill (British).

14 IngersoU-Sergeant and Sullivan Drills (American,)

I lUake Vacuum Pump, size 6 in, X 12 in. X 6 in. (American).

I Blake Duplex Pump, size 10 in. x 5 in. x 10 in. (American).

I Knowles Mine Pump, 16 in. x 8 in. X 24 in. (American).

I Cameron Pump, 10 in. X 5 in. X 13 in. (American).

12 Mining trucks from Orienstein & Koppel (German).

Another mine has supplied the following record : —
Machi.nery, &c.

British. — Total imported for the three years,
consisting principally of Boilers, Engines,
Pumps, Lathes and Machines

Anieyican. — Comprising Belt Conveyors,
Rockbreakers, Dynamos, Air Compressors,
Rock-Drilling Machines and Pumps

German. — Filter Presses, Grit Mills, Motors,
Mining Trucks, and Automatic Weighing
Machines ......

16,740 14 6

22,025 14 4

6,283 13 10

Mining Supplies.

In many cases we are not certain of the countries of ori-
gin, but the following should give a rough estimate : —

British.

American.

German,

Explosives and Fuse

Detonators

Iron, Bar and Plates -

Mining Steel

Coke

Pipes and Fittings

Cyanide and Salts -

Filter Cloth -

Cieneral Stores

Kerosene and Oils

Cement -

£ s. d.

19,258 17

369 2 3

1,349 19 II

2,623 8 II
1,425 II 6

5.559 II 2
47,672 10 II

4-318 II 3
30,882 II II

9,095 13 I
5,620 18 10

£ s. d.

13,581

12,702 4 8

247 2 3

4.13& 3 ^

Total -

113,460 4 10

14,716 II II

30,666 10 5

The general manager of the above mine com- Reasons for
ments as follows :— " In many cases the reason that Trade going
machinery, &c., is imported from foreign countries is
that they can supply a more up-to-date and suitable
article ; some of the lines arc not manufactured in
Britain, other lines can be bought at a cheaper rate

172

TRADE OF AUSTRALASIA.

than British goods : and in some cases the foreign
companies are better represented and advertised than
is the case with British firms."

Finally, I give a more detailed list, which is par-
ticularly interesting in that it not only shows what
severe competition exists for mining machinery and sup-
plies between British, American, and German firms, but
indicates the class of machinery and goods which Aus-
tralian industries are producing for mining purposes.

Particulars.

Quantity.

Value.

Country of
Origin.

Piping, Blk. Gas

33747 ft.

English.

„ Steam -

3,682 „

—

Steel -

309 -.

—

Cement - - - -

468 casks

—

German.

Detonators

9^ cases

—

English.

» ...

2 ,,

German.

Explosives, Gel. Dynamite

2,306 „

—

„ ,,

352 »

—

British.

„ Gelignite

253 ,.

—

„ ,,

132

—

German.

„ Blasting Gelatine

212 „

—

>> )> >>

86 „

—

British.

„ „ Powder

35 kegs

—

German.

Fuse

63 casks

—

British.

,, „ - - -

—

Colonial.

Bolts . - - -

226 cwt.

Bolt Ends

532 »

Clouts - - . .

Hi „

Bricks - . . .

1.950

—

Local.

j> - - - .

20f

British.

Nails, Wire

116 cwt.

—

„ S.H.

24 cases

—

Colonial.

Screws - . . .

275 gross

—

Washers - - - -

8} cwt.

Rivets - - . .

44^ „

—

Colonial.

Ridging - - . -

loi lengths; —

—

Down Pipe

62 „

—

Gutter - - - -

Galvanised Corr. Iron

86 cases. —

British.

Plain Galvanised Iron

17I .. —

Doors . - - .

Colonial.

Sashes - - . .

77 pairs.

—

Jarrah ....

258.375 sup. ft. —

Local.

American - . - .

53,590 „

—

American.

T. &G. Deal -

26,352 ,,

Rolled Joists -

74 cwt.

—

Ropes, Steel - . -

I53i »

—

English.

„ Manila -

55i -.

tons cwt. qrs. lbs.

—

Colonial.

Steel, Mild

84 I 22

—

„ Cast

47 3 3

—

„ Drill

284 000

—

„ Plates -

—

Iron, Bar - - - .

42 6 2

—

Oils

10,857 galls.

—

Kerosene - - . -

432 cases.

—

American.

MACHINERY AND METAL MANUFACTURES. 173

Particulars.

Quantity.

Value.

Country of
Origin.

tons cwt. qrs.

£ S. d.

Coal . . - -

324 3

—

Colonial.

Coke . . - -

153 9 3

—

British.

Tram Rails

48 15 I

—

Sodium Cyanide

236 cases.

—

British.

Potassium „ - -

1,298 „

—

Rock Drill Spares -

—

1,661 15 9

American.

Filterpress „

—

115 6 7

—

Grinding Pan Spares

—

189 18 I

Colonial.

229 13 II

American.

Rockbreaker „ -

]

304 7

English.

Colonial.

Aerial Tram „

203 19 2

German.

Roaster „ -

—

787 I 2

Colonial.

Ball Mill „ -

: {

696 6 3
2,473 4 "

German.
English.

Ball Mills, Krupp -

1,240

German.

Grinding Pans

—

1,322 10

Colonial.

Rock Drills, Holman

—

63 17 6

English.

U. E. Sullivan

—

American.

„ IngersoU-Ser-

—

555 II I

„

geant.

Meters . - - -

—

133 9

English.

Rockbreakers, Blake's

—

568

„ Gates*

—

348

American.

Filterpresses, Martin's

—

2,085

Colonial.

„ Clarifying -

—

107 4

German.

Retorts . - - -

—

60 18

Colonial.

Screw Conveyor

—

178 8 8

German.

Boilers - - - -

—

2,376 10

English.

Feed Water Heater -

—

47 10

—

Dust Shoots - - -

—

Colonial.

Launders - - - -

—

150

„

Shafting . - - -

—

133

„

Pumps - - - -

—

1,765

English.

General Stores for 3 years

—

46,748 6 II

—

in addition to above.

Firewood and Mine Timber

—

38,623 17

Local.

Water . . - -

—

9,318 II 7

„

Electric Motors

—

188 10

German.

Galvanised Iron Tanks -

—

236 13 3

Colonial.

Pneumatic Drills

—

28 10

American.

Air Compressor Additions

—

390

Colonial.

Lathes . . - -

—

150

English.

Wheeler Condensers -

—

553 2 4

American.

Agitation Vats

—

760 12 3

Colonial.

Berdan Pan

—

Smoke Staclis - - -

—

491 00

Blowers - . - -

—

15 10

American.

Grease Extractors

—

175 13 8

Colonial.

Settling Tanks

—

455

Ball Mill Framing -

—

365

English.

Sump Tanks - - -

—

Colonial.

Included in the amour

it of General Stor

es are the following : —

Belting - - - -

1,247 16

British.

Candles - - - -

—

1,447 10

Colonial.

Filtercloth

—

1,117 7

British.

Insertion - - - -

—

157 II 2

India-Rubber Goods

—

159 14

Castings - - - -

—

2,327 13 II

Colonial.

Pipe Fittings - - -

""—

694 la I

British.

174

TRADE OF AUSTRALASIA.

Local

Industries.

Influences
against
British
Trade.

Immense
Field.

Australia is very strong in the manufacture of
mining and smelting machinery, and is exporting to
New Zealand, Straits Settlements, and other local mar-
kets, an increasing quantity every year. There is no
doubt that local manufacturers can make slow-speed
steam engines, air compressors, rock drills, and tools
of various kinds, and general mining plant suitable for
Australian conditions that will compare favourably with
the productions of other countries. The State of Vic-
toria exported ;^53,ooo worth, South Australia ;^3o,ooo,
and New South Wales ;^5,ooo worth in 1906, besides
catering largely for local requirements.

The British manufacturer has several distinct adverse
influences to fight in the struggle for trade in this
market. As in the case of the Rand in South Africa,
the American mine manager and engineer is very much
in evidence, although the tendency is to replace him
with locally trained men, and men from our own coun-
try. The American naturally favours the machinery to
which he has been accustomed in his own country,
and which he has successfully operated there. Then
the American and German manufacturers are able to
obtain lower freight rates, which is a very important
factor in this heavy class of goods.

Nevertheless there is an immense field for British
enterprise at the present time, and what our manufac-
turers must bear in mind is, that the potentiality of
Australia and New Zealand as a market for mining
machinery is very great. I do not doubt that in
another twenty years' time the market will be able to
absorb four times the quantity of machinery and sup-
plies that it does at the present time.

Water
Power in
Australia.

HYDRO-ELECTRIC SCHEMES.

There is comparatively little natural water power
available throughout the Commonwealth, but there are
a few important schemes under consideration. In the
section dealing with irrigation reference is made to
the Trawool scheme, where it is proposed to use the
whole of the water stored in the immense reservoir
for generating electricity for distribution in Melbourne

A VIEW OF THE FAMOl'S BROKEN HILL PKOrRIETARY MINE, N.S.W.

HYDRAULIC GOLD MIXING IN NEW ZEALAXD.

MACHINERY AND METAL MANUFACTURES. 175

and the mining districts of Ballarat and Bendigo.
There is a scheme also being discussed in New South
Wales.

The greatest development in this connection, how- fk-hemes
ever, will possibly take place in Tasmania. The Laun- ''^■' .^^"
ceston Corporation has shown the way by harnessing
a small flow and supplying throughout the city elec-
tric current to large consumers at a flat rate of ^d.
per unit, while for special contracts a discretionary
charge of from ;^5 to £1^ per h.p. per annum is in
vogue. Some of the mines on the west coast also
utilise water power available locally. It has been esti-
mated that some 80,000 h.p. is available at the outlets
of Lake St. Clair, Lake Echo and the Great Lake in
the interior of the island, and a scheme is now being
discussed for harnessing those waters and utilising the
power for manufacturing purposes in Hobart and for
operating a new railway linking Hobart and the west
coast.

In New Zealand there are numerous openings for Possibilities
establishing water-power schemes ; waterfalls are abun- ^" ^'^^^
dant in both the north and south islands, and engineers
and capitalists interested cannot do better than refer
to the excellent reports on the subject compiled by
Mr. P. S. Hay, M.Inst.C.E., and Mr. L. M. Hancock, an
American expert, copies of which can be seen at the
offices of the Manufacturers' Association.

One of the most interesting schemes in Australasia The Waipori
is the Waipori (New Zealand) hydro-electric power Hydro- Elec-
transmission scheme, from which power is obtained to
operate the tramway system of Dunedin, and for
lighting and general power purposes in that city.
This plant was originally started by a private company,
but before the work had proceeded very far was
acquired for, and completed by, the Dunedin Corpora-
tion. While the plant, through change in plans and
proprietorship in its early stages of construction, cannot
be described as an ideal one, it has many interesting
features, and I therefore propose to give some details of
the power station as supplied to me by the consulting
engineer, Mr. W. G. T. Goodman, M.Inst.C.E., now
consulting engineer to the Adelaide Tramways Trust.

176

TRADE OF AUSTRALASIA.

The Power
Station.

The Pelton
Wheels.

The power station is divided into two portions :
the h'ont portion forms the engine-room and is 100 ft.
long by 30 ft. wide ; the back portion is 100 ft. long
by 29 ft. wide, and has two floors. The main walls
of the engine-room carry a 15-ton Krupp travelling
crane, which runs the whole length of the building on
concrete girders, which are reinforced with steel rods
and partly supported on concrete corbels. There are
two main generating units, each unit consisting of
one General Electric 1,000 K.W. 2,400 volt 50 cycle
three-phase generator, revolving field type with 14 poles,
running at 429 r.p.m. The regulation at full load and
100 per cent. P.P. is 7 per cent., and with 1,000 K.V.A.
and 75 per cent. P.P. 15 per cent. The efficiency is
95 ' ~5 P^^ cent, at full load. The generator is driven
by two pelton wheels, each 4 ft. 6 in. diameter, one at
each end of the shaft, and on each pelton wheel there
are 15 buckets and the wheels are out-hung. Leading
to each water wheel is the 14-in. pipe, so designed as
to increase the velocity at the nozzles. The flow of
water is controlled by the main 14-in. gate valves on
each branch, which, under operating conditions, are
left wide open, and the regulation is adjusted by means
of moveable needles within the nozzles. The needles
(here illustrated) are of bronze and operated by worm
gear and hand wheels, so that the quantity of water
flowing through the nozzles varies according to the area
of the concentric aperture between needle and nozzle
tip, which is 5^ in. internal diameter. When operating
at full load the radial space is |- in. The needles are
provided with heavy reaction springs to ease the effort
required to increase the annular opening.

Under full load conditions the nozzles are at the top
position and the jet impinges on the centre of the
buckets. At no load the jet is quite clear of the buckets
and impinges against a hea\7' iron baffle plate which
deflects the water into the bottom of the tail race.
The jets discharge right across the river and strike the
opposite bank. They act as an ejector and special
inducts are led into the water educts to admit air.
The whole of the solid casting forming the nozzles is
attached to the main pipe by a ball and socket joint.

MACHINERY AND METAL MANUFACTURES. 177

and is free to move in a vertical plane through an angle
of four degrees. The nozzles are raised and deflected
by means of a system of levers, cut gearing, and rack
shaft operated by the hydraulic governors, which are
Lombard type " E." The deflecting portion of the
nozzles is counterbalanced by hydraulic pressure, so that
quick action can be secured from the governor on
account of the absence of inertia in heavy counter-
balanced weights.

The governors are provided with electrical control The
motors operated from the table switchboard, which Governors,
admit of instantaneous control of the speed of the
water wheels. This control is of great advantage
when synchronising. The regulation of the governors
is exceedingly sensitive and does not vary more than
. four per cent, from no load to full load and from full
load to no load. When the load is thrown off the
jets are deflected clear of the buckets.

The pelton wheels are capable of driving the
generators at 50 per cent, overload, but they are designed
to give the best efficiency at full load. The buckets
are made of the highest grade cast semi-steel, and the
wheels are guaranteed to safely withstand the highest
runaway speed attainable under the effective head of
665 feet without damage with the nozzle adjusted to
give the maximum stream. The nozzles are pivoted
on heavy trunnion pins and the ball joints are leather
packed with oak-tanned leather laid in tallow. The
pelton wheels are guaranteed to develop an efficiency
of 80 per cent, of the theoretical energy in the water
delivered to each wheel at full rated load, 75 per cent,
at three-quarter load, and 70 per cent, at half load.
In the tests made the efficiency obtained at full load
was 83 per cent. At the down stream end of the
engine-room are located two exciter units, foundations
being provided for a third. Each unit consists of a
G.E. 40 K.W. 6 pole D.C. 125 volt, 725 r.p.m.
generator coupled to a 60 h.p. pelton wheel ; coupled
at the other end of the pelton wheel is a 60 h.p.
induction motor, the object of the latter being to act
as a speed regulator for the exciter, the position of the

178 TRADE OF AUSTRALASIA.

adjustable needles in the deflecting nozzles being fixed
to take care of the normal load on the exciters.
Transformer In the transformer room there are 7 G.E.C. trans-

Room, formers, each having a rated capacity of 350 K.W.

and arranged in two banks of three each, with the
seventh as a spare. The transformer ratio is 2,400 to
20,000, and they are connected in " Delta " on the L.T.
side and in "Star" on the H.T. side, with neutral
earthed giving a potential of 34,700 volts between
phases. The primary full load current is 146 amperes,
and the secondary full load current 17*5 amperes. The
transformers are oil insulated, water cooled, and each
tank contains 350 gallons of oil. They are guaranteed
not to exceed a temperature rise of 35 degrees C. after
twenty-four hours' run at full load and 50 degrees C.
after two hours' run at 25 per cent, overload, and the
tests prove that these guarantees were fully conserva-
tive. The efficiency of the transformers at full load
is 97 per cent., the regulation wath non-inductive load
I "4 per cent., and at 90 per cent. P.P. 2*8 per cent.
There are several small transformers in the power
station for various purposes. Three 40 K.W. trans-
formers for motors and lighting, the potential being
regulated by taps connecting to the dial switches on
switchboard, and series transformers in transmission
lines for operating the overload relays and line ammeters.
The\'oltagc. The voltage, of course, depended upon the length
of transmission, the price of copper and the limit of
line loss. The question of good regulation practically
governed the latter, and after careful consideration a
voltage of 35,000 was adopted as being reasonable for
insulation and economical as regards weight of copper
in the line. The total distance along the transmission
route from power station to sub-station No. i is
27 miles 8 chains, and from the sub-station to the
converter station, in the centre of Dunedin, two
miles, the total length of transmission being, therefore,
29 miles 8 chains. The transmission line is in dupli-
cate throughout, and the lines entirely independent of
each other.

It would occupy too much space to deal with the
converter and sub-station work along the transmission

MACHINERY AND METAL MANUFACTURES. 179

line, switchboards and other details. The cost of the Cost,
various works described herein may be of interest, and
are given below : —

£ s. d. £ s. d.

Hydraulic Portion : —

Purchase of Rights - - - 12,500 o o

Dam ------ 5^0 II o

Flume - . - . . 6,694 5 7

Bench and Tunnels - - - 5,898 511

Pipe Line ----- 6,132 14 3

Governor Water Supply - - 828 12 o

Roads, Tramways, Bridges, Saw- 3.397 7 10

mills, etc.

Engineering - - - . 5,730 13 8

Law Costs, Office Expenses, In- 11,378 13 i

terest, Taxes, etc.

53.3^1 3 4

Electrical Portion : —

Power Station Building and 8,520 o o

Foundations.
Power Station Plant, etc. - - 20,815 o o

29,335 o o

H.T. Transmission Line ----- 19,312 5 i

No. I Sub-station 6,862 10 7

L.T. Transmission Line ----- 7,263 13 6

Converter Station ------ 18,834 ^ ^

Residences at Waipori ------ 2,154 ^^ ^

Underground Reticulation ----- io,o6g 3 6

Overhead Reticulation ------ 2,505 15 10

^^149,638 II 5

The total value of electrical plant used in the instal-
lation is ;^24,25i of which ^8,373 is General Electric
Co. of America, and ;^i 5,878 Westinghouse Co, It is
to be regretted that the larger orders involved in this
plant should have been placed almost entirely with
foreign firms. It should be mentioned, however, that
the cables used are chiefly British.

The Dunedin City Council have decided to carry New Exten-
out an enlargement of this scheme that will provide an s^°"-
additional 2,000 K.W. The estimated cost is ;^2o,9oo,
and manufacturers of electrical and other machinery
will do well to place themselves, through their agents,
in touch with the city electrical engineer.

M 2

i8o

TRADE OF AUSTRALASIA.

Hardware and Ironmongery.

Successful
Competition,

Preference
for English
Cioods.

Modern
Methods of
Competitors,

In no field of trade has the foreigner been more per-
sistent and successful than in the one which is covered
by the above heading, and the chief reason for this is,
that he is able to quote, as a rule, lower prices for his
goods. The kinds of goods usually stocked by hardware
houses are those which are generally manufactured in
large quantities at a time, involving much repetition
work ; and, for reasons given in a previous section of
this Report, our competitors are more advantageously
situated to produce many of these lines and are con-
sequently in a position to supply their goods at lower
prices. There is another reason for their success, and
it is that they seem to understand more thoroughly the
matter of packing and labelling goods. This question
is also more fully dealt with in a previous section (see
page 6i).

English goods are nearly always preferred by reason
of their generally higher quality and strength, but their
finish is not so attractive to the Australian buyer, while
the American satisfies local requirements and conditions
more completely than our own manufacturers do.

During my visit there were trav^elling through the
country a representative of a United States file-manu-
facturing firm, and another of a saw-making house.
Both these men were not men merely with a com-
mercial training, but familiar with every process in
the manufacture of the goods they were selling. They
not only called on the principal buyers and the largest
users, but gave lectures before engineering societies
and workmen's clubs, and practically demonstrated the
qualities and characteristics of their goods. I was
personally able to judge of a lecture on files given in
Melbourne, and it certainly was extremely interesting
and calculated to create an impression in favour of
American methods and productions as compared with
those of Great Britain. I have no doubt whatever
that some of the apparent " want of enterprise " of

MACHINERY AND METAL MANUFACTURES. i8i

British firms is a reflection of the condition of trade MlTects of
in our home market. In Great Britain to-day one ^^^^^ Com
sees year after year an increasing quantity of German
and American small tools on the market, and it is
possible that this struggle for existence which the
trade is undergoing at home has hampered our manu-
facturers in pushing their business in the Colonies.

Whatever the cause, the fact remains that the More Enter-
British manufacturer will have to exercise more enter- P.""'?^ essen-
tial
prise if he would regain the place he has lost in the

tool trade of Australia and New Zealand. He will
also have to put himself into a position to give
prompter deliveries. I heard a number of complaints
on this score, but probably the reason is the same as
that which I have just given. While the American is
able to manufacture these goods in large quantities,
having a huge home market to depend upon, the
British manufacturer can do little more than make
to order.

Up to about eight years ago practically the whole Lock Sets.
of this trade was done with British manufacturers, but
here the superiority of American methods in placing goods
on the market is shown. Two American firms in
particular sent to Australia special representatives with
complete samples of lock sets in entirely new finishes,
such as antique copper, oxidised silver, &c. They also
brought out a 3^-inch mortice lock which can be
placed on the style of the door slightly higher than
where the lock was usually placed on the lock rail.
The samples brought out were all fitted up and shown
in action. The method adopted by these special repre- American
sentatives was not so much to go to the importers ^-nterprise.
of locks, but to demonstrate them to architects and
builders, and thus create a demand. They then came
to the importers and practically forced their hand in
ordering the goods. Since that time, in cheap and
medium-priced lock sets they have practically held
the market. The British manufacturers have, during
the last two years, followed their footsteps in the new
style of finishes and locks and are regaining some of
the trade.

l82

TRADE OF AUSTRALASIA.

Stoves.

Lawn
Mowers,

Guns and
Cartridges.

Imports.

These are chiefly of Colonial manufacture, although
there are still some British and American imported.
The Scotch ones are the chief of these. A large importing
house avers that " in this class of stove the Americans
make a much finer casting and better finished article."
Either due to bad packing or irresponsible handhng
by shipping companies, there is always a larger per-
centage of breakages in consignments of stoves from
Great Britain than from America, and this militates
against British trade.

Up to five or six years ago the chief high-priced
lawn mowers were imported from Great Britain, also
many of the lower priced, although for a long time
the Americans have had a good hold of the market
for low-priced mowers. During the last few years,
higher-priced American mowers have come on to the
market, and are now to a very large extent superseding
the British. Discussing this question of competition
a Melbourne house says, " It is not, in this case, a
question of quality or finish, but simply a matter of
pushing the goods. The Americans have several repre-
sentatives in Australia, who know their business, but

the British manufacturers, such as , are practically

not represented."

These are practically divided between two British
manufacturers and two American manufacturers. Ac-
cording to an importing house, " In this case, the
Americans have got their goods on to the market simply
by sheer push. When the British held the market
completely the Americans sent out special representa-
tives, who, by their methods of doing business, and the
attractive way in which their goods were got up,
obtained orders, and gradually increased their trade."
In 1906 the United States contributed ;^76,2i2 worth
out of a total of ;^i46,647 of the trade in sporting
cartridges. Similarly in sporting rifles and shot guns
the United States predominates with a total value of
^^34,241 out of a total of ^^63,049, the United King-
dom's trade being ;^2o,733, Germany's £'J,S^9t ^^^
Belgium's ;45>°80' The American trade is chiefly in
rifles and the cheaper class of shot guns, while the

MACHINERY AND METAL MANUFACTURES. 183

British trade is in the better class of guns. These
figures refer only to Australian trade.

The bulk of this trade at present is in American Small Tools,
hands, and German tools are also growing in favour.
In 1907 the total importations of these goods into
Australia amounted to no less than ^478,123, of which
;^228,276 were of American origin, ;^2 19,907 of British
origin, ;^2 2,395 from Germany, ;^4,ooo from Canada,
and ;^2,ooo from France, and the balance from other
foreign countries.

New Zealand in 1907 imported "Artificers' tools"
to the value of ;^ 120,41 8, and foreign competition is
much the same there as in Australia.

United States manufacturers are rapidly gaining the Augers,
trade in this line. For a time British goods held the
market, but owing to uncertainties in delivery the trade
is going out of their hands.

As has been the case for some years, the Americans Axes,
hold the market almost entirely. The trade in axes is
a fairly large one, and American firms supply patterns
that are better liked by Australian and New Zealand
woodcutters than are British. In addition to showing
special patterns of their own they have made special
ones for the Australian trade. I found that British
manufacturers have in several instances been approached
to make these patterns, but have invariably refused.

Though the English article is said to be a better Anvils,
one, the American manufacturers are taking the trade
by supplying a more highly finished anvil at a lower
price. Cheap freights from America is said to be the
principal reason for the lower price.

These are chiefly supplied by British firms, whose Adzes, Picks,
goods are preferred to any foreign make. ^-i^^^^: ^

For some time past British firms have been sue- Drills,
cessful in doing a large proportion of the trade in
twist drills, but latterly American drills have again been
largely imported.

Two American firms hold the bulk of the Austra- Files.
lian trade in files. There is no doubt that British files
are the better of the two, but they are not sold at
prices to compete with the machine-cut American files.

1 84

TRADE OF AUSTRALASIA

{ron Planes.

Carpenters"
Hammers.

Saws.

Spades and
Forks.

Galvanized
Iron Sheets.

Conditions under which tradesmen work in Australia
are such that they do not need the heavy file which
can be re-cut from time to time ; they prefer a cheap
one that may be thrown away when worn. American
representatives also work the market direct.

Iron planes are imported almost exclusively from
America. The reason of this is that the American
manufacturer is continually producing something new.
The ones imported are stated to be of good quafity.

Whilst both the American and British are imported,
the American is more in favour as they produce lower-
priced goods.

These are very largely imported from America, and
although, in many instances, British and Americans
make the same patterns, the artisans in Australia seem
to prefer the American, as they say it is much easier
to sharpen than the British ; in fact, a common com-
plaint against the British saw is that it is too hard,
and that, when being sharpened by a carpenter and
set, the teeth very often break. According to an im-
porting house, " British manufacturers like and

are now making and showing saws through their

representatives, which should compete in every way
with the American."

The trade in these is fairly divided between America
and Great Britain, the higher-priced coming from Great
Britain, the lower from America. In such lines as hay
forks and long-handled mining shovels the Americans
hold the market, as they make a much better article
at the price than the British.

Though British firms control the bulk of the trade
in this line, the Americans have been able to work
into the Australian trade through being able to sell at
lower prices. This is said to be largely due to the
lower rates of freight prevailing from America as com-
pared with those from England. In New Zealand I
found a firm in Wellington who were doing consider-
able business in German corrugated galvanized sheets
upon which were stamped the name of their London
house. One of their customers had purchased these
sheets under the impression that they were of English
manufacture.

HARDWARE AND IRONMONGERY. 185

In the matter of cutlery Germany is making con- Cutlery.
siderable headway in Austraha. Last year she exported
goods to the value of over ^'23,000, while America's
sales were over ^10,000. The bulk of the business
continues to remain, as heretofore, in British hands ;
the imports from Great Britain being ^131,824 in 1907.
Certain British makers could do a much larger business
if they could give prompter deliveries. New Zealand
in 1907 imported cutlery to the value of £2'j,6oj.

The larger portion of the trade in horse-shoe nails Nails,
is of foreign origin. Of a total importation of the value
of ^12,070 in 1907, Great Britain contributed ;^3,i29.
Germany's share was £2,;^^$, United States ^1,480,
Belgium ;^79, other foreign countries £St^^l- The
trade in other nails of various kinds totalled ;£73,294, of
which the British share was ;^35,207, the United States
sold to the value of ;^2 1,420, and Germany ;^i 5,677.
New Zealand purchased nails in 1907 to the value of
^'60,166, and I found the condition of foreign com-
petition there in much the same state as in Australia.

Germany is rapidly forging ahead in this business. Wire
Her exports to Australia last year amounted to no less Netting.
than ;^i73,645 of a total of ;^58i,68i. The bulk is
sent from Great Britain, but German manufacturers are
lighting severely for the trade.

The same may be said in regard to barbed iron Wire,
and steel and other wire. Here the business is rapidly
being taken out of the hands of British manufacturers
altogether. Of the total importations of ;^728,405 in
1907, Germany contributed no less than ;^37 1,599,
the United States ;^i87,4i2, while the British share
amounted to only ;^i57,i46. The reason for this is
the same one that I have given so often, viz., that the
foreign manufacturer can under-sell. This is due not
only to his having a protected home market, but an
important factor is that he can get his goods to market
for a much lower freight rate than the Britisher is
compelled to pay.

A similar story can be told in regard to sewing Sewing
machines. Of a total importation in 1907 of ^^ 189,364, ^^^chmes.
Great Britain contributed ^'12,789, while the United
States' share was ;^i32,578, and Germany's ;^43,798.

i86

TRADE OF AUSTRALASIA.

Lamps and
I^ampware.

This, again, is a trade that is rapidly falling into
German and American hands. Of a total purchase by
Australia of ^151,000 worth in 1907, the British share
was only ;^6o,755. Here, agam, the difference in ship-
ping rates tell against the British article. The Americans
and Germans pack their lamps and lamp glasses in
separate boxes, whereas the Britisher has to be satisfied
to wrap his goods in paper only, as the separate card-
board-box method of packing bulks his consignment
too much, and the sea carriage on these goods is
charged by measurement.

Motor Vehicles.

Scope of the
Market.

Foreign
Enterprise.

I WAS very much impressed with the scope that
existed throughout Australia and New Zealand for the
sale of motor vehicles of all kinds, from the smallest
single-cylinder to the high-powered six, and from the .
lightest delivery van to the heaviest lorry. I made
careful enquiries into the condition of the market,
and am bound to say that this is one line of trade
which seems to have been very much neglected by
the British manufacturer. If one eliminated the exports
of two or three British firms, the market would be
found to be practically in the hands of German, French
and American houses, while one finds Italian and
Belgian cars in distinct evidence.

While in Western Australia the Government kindly
placed at my disposal the " official " car, and when
sent round to my hotel on the first occasion I
noticed with regret that it was of foreign production ;
but I must admit that under the very severe work
which I gave it, over rough roads, little better than
cattle tracks, it behaved extremely well. When I got
to South Australia the Government also generously
placed at my disposal a car, but again it was of French
production, while in another city a Manufacturers'
Association placed at my disposal a car of German
make, and in yet another city a car of French build.
On the other hand, I made many pleasant journeys in

A MOTOR CAR STAND IX ADELAIDE, SOUTH AUSTRALIA.

THE MOTUR liUAT I.\ THE AL SI KALIAN I'EARL FISHING INDUSTRY.

THE INDUSTRIAL MOTOR IN AUSTRALIA.

MOTOR VEHICLES. 187

Australia on a Talbot and a Star, while in New Zealand

I was delighted with the behaviour of a 30 h.p.

Daimler, which on one occasion took me to the

summit of Mount Eden, overlooking Auckland, on

top gear.

Before discussing any details relating to the trade General

it would, perhaps, be well to refer to the general con- Motoring

ux • • • A X 1 • ^x. 1 X A X 1- Conditions,

ditions obtammg m Australasia. Throughout Australia

the climate, as readers will know, is usually dry and
for a few months in each year it may be extremely
hot. The soil is, generally speaking, of a sandy
character, and the roads are nearly always covered
with a thick layer of dust. Within twenty miles of
the large towns, such as Adelaide, Perth, Fremantle,
Ballarat, Bendigo, Melbourne, Sydney, Newcastle and
Brisbane, the roads are made up, and will stand a
speed of twenty-five miles an hour without absolute
discomfort, while the old coach roads, between Adelaide In Australia,
and Melbourne, and Melbourne and Sydney, are fairly
good, though liable at times to be rough in places.
As, however, is known in all countries where distances
are so long between centres of population, and where
the population itself is so small, roads are usually
rough ; indeed, many of them are nothing more than
cattle tracks : but, owing to the dryness and peculiar
character of the soil, it is often possible to take a car
very long distances through the bush away from roads
altogether. I have known cars taken by squatters
from Perth across country, right up to the Northern
Territory ; and to realise what is possible in Australia
that probably could not be attempted in any other
country, one has only to remember the recent wonder-
ful feat of the motorist who followed the telegraph
lines right across the continent, from Adelaide to Port
Darwin. This demonstrates what can be done in a
motor car in Australia, even in the entire absence of
roads, and this will undoubtedly do much to forward
the automobile movement, which has already become
popular throughout Australasia.

The conditions are very different in New Zealand. In New
Here, in both the North and South Islands the climate Zealand,
very much resembles that of our own country, with

i88

TRADE OF AUSTRALASIA.

An Ideal
Colonial
Car.

Track.

Clearance.

Wheel-base.

Carburettor
and Com-
mutator.

Lock.

Fuel Supply.

heavy rainfall, and a soil more like our own, and
which in the absence of good roads gets into a
muddy and boggy condition during the wet season.
There is an excellent road, however, between Christ-
church through Omaru and Timaru to Dunedin, and
there are more cars in this part of New Zealand —
an extremely flat country — than in all the other parts
put together.

These conditions, as manufacturers will readily see,
call for some special features in design, especially as
there are very few bridges, and streams have con-
sequently to be forded. At the risk of repeating a
good deal that might already be known to car builders,
I think it might be well to go through the principal
features of a car suitable for ordinary touring use in
either Australia or New Zealand.

The most suitable track I would suggest is 4 ft. 10 in.

Owing to the deep ruts and soft sand that one
continually encounters, the lowest point on every car
should be II ins. from the ground.

The most suitable wheel-base for cars of 20 h.p.
and over is 9 ft. 6 ins. to 10 ft. 6 ins.

Owing to the necessity of occasionally having to
ford streams, these should be kept as high as possible,
and at least 3 ft. from the ground. Carburettors with
a separate air control are preferred, as automatic car-
burettors adjusted in this country do not work satis-
factorily and economically in a hot climate without
expert readjustment locally, which cannot always be
secured. There is no necessity to heat the air supply,
either from the exhaust branch or by water-jacketing.
Fuel economy is an important consideration, for although
in the large towns petrol can be obtained at prices very
close to those prevailing at home, the charges increase
rapidly the further inland it is purchased, owing to the
high cost of transportation.

A good lock is absolutely essential as cars very
often have to turn in narrow places to get out of
awkward positions.

Very steep hills are encountered and often excep-
tionally steep gradients entering and leaving river beds

MOTOR VEHICLES. 189

and ravines, and consequently it is always preferable
to (and owing to the high position of the carburettor
often necessary) to feed fuel under pressure.

Crank chambers should be well partitioned to pre- Lubricating.
vent oil flooding the crank chamber in ascending or
descending steep gradients.

Most of the cars that I saw in Australia and New Tyres.
Zealand were much nndertyred. Heavy tyres are
absolutely essential on roads such as are made there,
for while the wear on the tread is not excessive, the
bursting strains are very severe. 880 by 120 are suit-
able for a car of one ton, and larger sizes for heavier
cars.

All cars need to be very well sprung. No part is Springs,
more severely tested on Australian roads, where one
often comes across patches of soft sand which have to
be taken at a rush, and where the car leaves the hard
for the soft parts and up again the other side, the
jolting and strains are often severe, and also in fording
water courses. The springs on the average British car
do not allow of sufficient wheel play, and in very many
cases mud-guards are fitted too close to the wheels,
and have to be altered at considerable trouble and
expense to the importer. A transverse rear spring is
said to act better with the deep ruts and sand holes
met with on Australian roads.

Ample cooling capacity is a necessity, and I found Radiators,
the gilled straight tube radiator preferred : in case of
accident the tubes can be easily replaced.

Double ignition is generally preferred, namely, coil Ignition,
and accumulator and high tension magneto.

The high duty under the new tariff will prevent the Bodies,
importation of any large number of bodies. Their
local manufacture is now being successfully carried on,
but for some time the finest class of coach work will
be imported. It must be remembered that heat and
dust are important factors to be considered. Every
part that is glued must, of course, also be screwed,
and upholstery should be carried out in such a way
as to minimise the collection of dust. Practically all
cars are fitted with Cape cart hoods.

I90 TRADE OF AUSTRALASIA.

Coils. It should be remembered that in AustraHa in

particular, it is extremely hot in the sun, and if some
precaution is not taken in the fixing to protect coils,
they will very soon become defective, if not useless.
Last summer in Melbourne, on more than one occasion
a temperature of 120° F. was registered in the shade,
at the same time in the sun 170° was often reached.
Unless, therefore, it is protected in some way, the
insulation will soon be destroyed.
Lower Gears Cars for Australia and New Zealand should be

advisable. geared rather lower than for English roads. Generally
speaking, no car need have a speed above thirty-five
miles an hour, while lightness and strength are qualities
which must be aimed at in every car. I am aware
that this latter combination of qualities is rather diffi-
cult and costly to attain, but, on the other hand, it
must be remembered that a heavy car is not of much
value on Australian roads, except for town use.
Classes of There is a good market in Australia for the sale of

Cars wanted. ^^^^\\ ^^^s for professional and business men, in such
cities as Adelaide, Melbourne and Sydney. It has
become the practice for the middle and upper classes
to live either in the suburbs, or, as particularly in the
case of Adelaide, in the hills surrounding the cities,
and in such cases a handy car is rapidly growing in
favour. There is also a good demand for the medium
and high-powered cars amongst the large and wealthy
squatter class in Australia and New Zealand. With
these, absolute simplicity and reliability are the most
important considerations.

One of the principal importers in New Zealand
informed me that " there would be a good sale in this
country for two or four cylinder cars of 10 h.p.,
weighing not more than 10 cwt., with a two-seater
body, and 15 h.p. two-seater cars, weighing not more
than 14 cwt." To get sufficient strength for local
conditions, however, 1 am afraid it would not be easy
to build cars so lightly at a low price.
Local A few cars have been built, or partly built, locally,

Industry. but there is little prospect for some years of any serious
manufacturing being done. In the matter of tyres,
however, the Dunlop Company have established a

MOTOR VEHICLES. 191

factory and are selling excellent tyres at lower prices
than those which are generally charged for imported
ones,

1 would urge upon British manufacturers to pay Export
more attention to export business. Owing to the severe Business,
competition from continental firms at home the Colonial
markets are probably as valuable to them as the home
market if properly handled. Cars meeting the simple
local conditions (which are very similar, not only in
Australia and New Zealand but also in the South
African Colonies, which I visited a few years ago) should
find a large sale during the next few years, but one
of the most important matters to consider is that of
thorough standardisation. We all know the danger of
over-standardisation, how it checks improvement, &c., Standardi-
but the Colonial motorist not having proper repair shops sation
to fall back upon, must be able to purchase spare parts
locally, which, when assembled in place will be found
to work satisfactorily, practically without any fitting.
Now the local dealer in motor cars, and their parts,
will not stock parts of any car if continual alterations
are made in designs. This was specially emphasised
to me by a number of dealers. One firm in South
Australia having an agency for a well-known car, told
me that he had lost ;^2,ooo by stocking spare parts
one season, and finding that the design had, in the
following year, been entirely altered, leaving him with
little hope of ever disposing of his stock.

It should now be possible to standardise most of Suggested
the wearing parts in a car, and a firm making, say, two, ^y^^^"^ ^°''
four and six cylinder engines, could have in each engine Cm-s.
similar connecting rods, small and big end bearings,
engine brasses, valves and tappets, valve plugs, &c. In
the case of two and four cylinder cars, the gear-boxes
and transmission gear and back axle, and their wearing
parts, might also be similar. In this way, agents in the
Colonies, so far removed from the scources of supply
of spare parts, would practically only have to carry
one stock of parts of the same dimensions, which
would fit two of the cars, and a stock of gear-boxes
and axle parts for the six cylinder. There are, of
course, limits to which this system could be carried.

192 TRADE OF AUSTRALASIA.

but on the whole it is one which will always act to
the advantage of motor manufacturers doing business
in over- sea markets.

Small It is probable that there will be few radical departures

Alterations a from existing practice for some years, and before
Nuisance. t^ ^ j >

making small alterations to designs of cars for Colonial

use, manufacturers will do well to consider the feelings

and pockets of the men who are stocking spares and

endeavouring to build up a trade for their productions

in remote parts of the Empire.

Industrial Motor Vehicles, Tractors,
and Traction Engines.

Delivery THERE will be a good market for motor delivery
Vans. vans within the next few years in Australia and New

Zealand, but very little headway seems to have been
made with them up to the present time. Petrol and
paraffin can be obtained at prices very similar to those
prevailing at home, while, though horses are compara-
tively cheap, fodder, strange to say, is dearer than in
England. The cost of stabling and labour is also
higher. Another consideration is that at times of the
year it is difficult to work horses in the streets owing
to the excessive heat. Under these circumstances there
is no doubt that motor vans will be very largely used
in the near future.

Motor Lorries are also growing in favour, not only for

Lorries. distance work but for handling goods between the ware-

houses and docks, which one finds in such magnitude
in the large cities in Australia and New Zealand, coun-
tries which are, to a very great extent dependent on
external trade. Owing to the condition of the roads
motor waggons and lorries are not used to any great
extent outside of the towns and suburbs.

Tractors and The recent years of prosperity which Australia has

Traction enjoyed has placed her agricultural industries in a
Engines. ^ ■' . . ^ , . ° , , r , ,

strong position and owing to the dearness of labour

!aw< i'

..^^^. JBL. ^- .^

dfcMi

ffm

^a^-ApM A>#

mfH^uli

' '.;/'^ / i' ..><^£v .

HAILIXG LOGS IK OIEEXSLAXD.

A WOOL TEAM KX KdlTK FOR THE SEAliuARI), (JLEEXSLAN t).

HAULIXr, WOOL XEAR CAXTEKBIRY, XEW ZEALAXD.

THE TRACTION ENGINE IS RAPIDLY REPLACING HORSE HAULAGE.

INDUSTRIAL MOTOR VEHICLES, ETC.

193

and fodder the Australian is enterprising enough, and
what is more has the means to purchase any machinery
that will show him a saving in the cost of production.
For this reason it will be found that there is a good
market for tractors and traction engines, especially the
former, hut the farmer prefers a paraffin engine in pre-
ference to petrol driven. In many districts owing to
the sandy nature of the soil a traction engine is too
heavy, while the lighter tractor can be got about much
more readily.

There is certainly business to be done in the large Motor Cabs
towns in motor cabs and cars for street work, as well ^ Buses.
as in motor 'buses. In the main street of Adelaide
there are always to be seen a number of cars for hire.
Those I saw were of various designs, from 8 h.p. to
25 h.p,, but were all fitted with Cape cart-hoods {see
illustration). On questioning two of the proprietors,
who had a number of cars in use in this trade, I
found that they were doing an extremely good busi-
ness. I do not think there are motor cars for hiring
in the streets of any other towns, but at several places
I was questioned as to the most suitable British motor
cab available. Several schemes are now on foot to
start a cab service in Sydney and Melbourne, and
British firms should be extremely active, as I found
two foreign firms already looking into the business.
and one had booked the first order for fifteen cabs for
Melbourne. There is also a small amount of trade to
be done in motor 'buses, although the failure of the
Melbourne Motor 'Bus Service has raised a good deal
of prejudice against this type of vehicle.

The Manufacturers' Association will be glad to give
any of its members interested full information about
any of the items referred to.

One caught little more than an impression of the Foreign
state of foreign competition from the official statistics Trade m
available, owing to the difificulties which Statisticians
have to contend with in the way of "classification,"
and " country of origin " which it is almost impos-
sible to trace. The following, however, are the figures

194

TRADE OF AUSTRALASIA.

for 1906 for Australia, as recorded under certain
headings : —

Classification.

United
Kingdom.

France.

Germany.

United
States.

" Motors " -

"Vehicles, n.e.i."-

" Minor articles for

vehicles."
" Vehicles, n.e.i.,
parts thereof."

95.233

7.996

4,888
31.526

46,627

20
210

1.373

£
9.161

5.406

486

1,970

7.776

11,856

8,282

25.404

The last three items might, and probably do, refer
in a measure to horse as well as motor vehicles, while
the last item though including motor parts obviously
refers principally to parts of horse vehicles as used in
the manufacture of vehicles locally.

Vei)- Large
Market.

Want of
Enterprise.

Motor Boats.

I am quite sure that British manufacturers have
never realised the extent of the market for motor boats
and launches, and engines and parts thereof that exists
in Australia and New Zealand. I do not hesitate to
say, and I speak from some experience, that the
opportunities for business are much greater than exist
in our home market. These Colonies boast probably
the finest harbours to be found in any part of the
world, and with a salubrious and dependable climate
it is only natural that boating should be a very
favourite pastime, while the wide commercial use that
is made of them calls for boats and engines for business
purposes. Americans have long ago recognised the
value of this trade, and are already doing an excellent
business.

This is a line of trade in which the British
manufacturer has certainly not shown much enterprise,
if one may judge from the small number of English-
made boats and engines one sees in Australian waters.

MOTOR BOATS. 195

Motor boating is particularly popular in Western Popularity
Australia, and one may see moving on the Swan River, ^ *^'*^ Moior
between Perth and Fremantle, more motor boats in
one day than it is possible to see in any harbour, or
on any river in England, and most of these are fitted
with American engines, while the hulls are locally built.
English boats have not much reputation locally. Some
single-cylinder, long-stroke engines are also being fitted
in the pearl fishery boats {see illustration) which are
used along the northern coast of Western Australia.
What is true of Fremantle and Perth might be written
of Albany, Adelaide, Melbourne, Geelong, Sdyney,
Brisbane, Wellington, Auckland, Port Chalmers and a
dozen other harbours.

While there are practically no engines being built Local
locally, a good deal of boat-building is being done, Industry,
and I saw some really excellent work turned out of
some of the yards. Excepting in the very cheap boats,
or the very "expensive ones, Australians do not favour
imported motor-boat or launch hulls. The opinion is
held that they will not stand the hot weather like boats
built locally of Australian hard woods.

It was curious to see the methods adopted by American
American manufacturers to sell their motor-boat sets. Methods.
Not only do they send them to Australia on consign-
ment, but get all kinds of traders to sell them. I saw
their engines in the shop windows of hardware houses
as well as firms with businesses so divergent as books
and stationery.

There is plenty of scope, however, for British manu- Large
facturers, if they will only realise the importance of the Scope,
trade, manufacture in quantit}, thoroughlv standardise,
and sell cheaply.

Leather and Manufactures thereof.

During the past few years there has been a gradual Australian
growth in the production of leather in Australia, but no h^'u'^try and
figures are available which wall show the actual output. '* '
The annual export of Australian leather, however, has

N 2

196

TRADE OF AUSTRALASIA.

Boots and
Shoes.

increased from ;^52o,ooo in 1903 to ;^547,ooo in 1906,
the greater portion of this being sent away from New
South Wales, though it is not possible to ascertain
what proportion was actually produced in that State.
The value of leather imported, into Australia has shown
a marked increase from ^202,000 in 1903 to ;^38o,ooo
in 1906.

In 1907 boots and shoes to the value of ;^36o,386
were imported into Australia as compared with ^^342, 487
for 1906. Although the United Kingdom supplied a
great part she is experiencing keen rivalry from the
United States and other countries, as will be seen by
referring to the table given on p. 197. The severest
competition, however, comes from local manufactures,
and the new tariff will undoubtedly make this a still
more important factor for British traders to contend
with. In men's, youths', boys', women's, and girls', of
a total of ;^i 18,954 worth, the United States contributed
;^42,544 in 1906 compared with Great Britain's £6y,2'/^,
while Austria's share was ;^4,357. In boots and shoes,
"n.e.i.," the shares of the respective countries are : —
United Kingdom, ;^27,895 ; United States, ;^i3,337 ;
and Austria, ;^6,468. In rubber sand-shoes, infants'
boots, shoes, and slippers. Great Britain easily pre-
dominates, but when we look at the trade in " minor
articles" we find that the United States contribution
is no less than £ig,^yj compared with the British
;^29,79i.

Of Australian manufactures of leather the following
are the figures for 1903 to 1906, inclusive : —

Boots and Shoes.

Leather.

Men's, &c., of
Leather.

N.E.I.

Infants'.

Manufactures
N.E.I.

1903

162,580

56,485

52,637

£
42,459

1904

156,339

57,725

58,323

56,378

.1905

113,755

59,265

48,042

53,876

190b

118,954

58,604

54,965

60,908

LEATHER MANUFACTURES.

197

It will be seen by the foregoing figures that while
imports of leather have increased the imports of boots
have decreased, indicating the growth of the local boot
manufacturing industi-y.

The latter industry in New Zealand shows a sub- NewZealand
stantial decline in the past few years in the number of "^ ^^^^Y-
hides and skins tanned as well as leather manufactures.
For hides the number fell from 178,075 in 1900 to
124,695 in 1905, and skins from 272,775 to 191,496
in the same years respectively.

On the other hand, the importations of leather and New Ze.i-
leather ware have greatly increased, from ^^99,000 in 1^"^ Imix>rts.
1904 to ^136,000 in X907, While in the same period
the imports of boots and shoes were increased from
^^256,000 to ^^290,000.

Excluding rubber goods the condition of foreign Boots and
competition in boots and shoes is indicated in the Shoes,
following table : —

Countries.

1907.

1906.

1905.

1904.

United Kingdom -

202,146

£
198,995

181,782

135.852

United States

28,938

41,864

56.150

83,884

Canada

3.745

7,786

8,416

11,112

Australia

30.385

23,264

15.235

10,598

Other Countries -

4,997

2,960

4,421

3,608

i"270,2ii

;^274,869

;^266,oo4

ir245.o54

There is no doubt that British trade has benefited Effect of
considerably through the preference which she received Preference,
on this item, but, as I have elsewhere pointed out, these
figures only show the country of "shipment" and not
the country of "origin." From enquiries which I made
I am convinced that the foreign share of this trade is
greater than that indicated. What value of German,
French and Austrian come in via Australia, and what
American via Liverpool and British steamers, it is
impossible to state, but the value is in my opinion not
inconsiderable. Next year's figures will possibly show

Market.

198 TRADE OF AUSTRALASIA.

a decrease in the total imports. The recently increased
general tariff on these goods will undoubtedly stimulate
local industry to some extent.
New Zea- Of the importation of leather in 1904, of the value

landhnports. ^^ ^'80,220, the returns indicate that ^31,264 came
from the United Kingdom, a share that was increased
to ^^45,946 of a total of about ^118,000 for 1907. In
the same period the share of British Possessions, chiefly
Victoria and New South Wales, sprang from ;^23,525
to ;^5o,i87, while the share of foreign countries
decreased from ;^25,433 to about j^2 1,374.

The imports from Australia, while representing
substantially the products of New South Wales and
Victoria, probably include a quantity of German as
well as United Kingdom leather.
Permanent There will always be a demand throughout Austral-

asia for the best class of English leathers for boots
and shoes and other special purposes requiring the
finest qualities. It is generally acknowledged that there
is no leather equal in quality to the English oak
bark tannage. Wattle bark is generally used in local
manufacture but the results obtained are inferior to
those obtained by oak bark in our own country. In
Australia all shades of brown leather for boot uppers,
portmanteaus, bags, &c., are successfully produced and
the latter articles are locally sold at prices much below
those usually obtained in this country.

Glass and Glassware.

Severe In no line of trade with Australasia does the British

Competition, manufacturer meet with severer competition than in
this one, and while he has a tariff preference on some
items in both Australia and New Zealand, I do not
think it is sufficient to enable him to compete effectually
with foreign productions. Germany, Belgium and the
United States are making headway against our own
country, while local industries in Australia are success-
fully fighting all outside competition for certain lines
— particularly glass bottles and such goods.

GLASS AND GLASSWARE. 199

I could find no evidence that British trade was Foreign
suffering from want of enterprise or deficient repre- ^''^sunder-
sentation, and it was generally admitted that the quality
of British glass and glassware was superior to any other
in the market. It was all a question of price. Foreign
firms are able to sell cheap qualities — which form the
bulk of the trade — at prices considerably below those
which British manufacturers can afford to quote.

Let us, for a moment, examine the present condition Australian
of competition from foreign countries. In 1906 the :!P^^^
imports into Australia of bent, bevelled, etched, &c.
polished plate and sheet glass from the United Kingdom
were ;^ 17,889, from Germany, £37, <)()!, and Belgium,
;^59,639. It will be seen that Germany's trade is twice
as large as our own, and Belgium's three times greater.
When we come to glassware and miscellaneous glass
we shall also find competition extremely severe from
foreign competitors as well as local industries. The
figures are : United Kingdom, £72,7;^^ ; United States,
;^26,22 2 ; Germany, ;^7 1,834 ; and Belgium, ;^7,i5i.
A small quantity came also from France and other
countries.

With regard to local industries a considerable im- Australian
petus has been given to these by the new protective Industries,
tariff, and increased competition from them must be
looked for. The manager of one of the largest factories
is at present in England engaging a number of skilled
hands and investigating the latest methods of produc-
tion. He afterwards intends visiting Belgium, Germany
and Austria with a similar object.

There are factories in each of the six States of the
Commonwealth, but the principal are in or near Mel-
bourne and Sydney. Unfortunately there are no statistics
available of much value relating to this industry, but
there is little doubt that it will now progress very
rapidly. Glass bottles of Australian make to the value Australia
of ;^7,343 were exported in 1903, and ;^i6,409 in 1906. Exporting.
New Zealand is the principal customer, though some find
their way to South Africa, Japan and the South Seas.
There is a growing manufacture of stained glass.

There is no local production of any value in New New Zealand
Zealand, and while the market is more hopeful for the ^^^°^-

200 TRADE OF AUSTRALASIA,

British manufacturer than that of AustraHa, competition
with Belgium, Germany and America is very severe,
though this is not made clear in the statistics available.
For instance, for 1907 the total value of imports of
glass bottles (empty) was ;^59,oo3, and the shares of the
principal exporting countries are given as follows : United
Kingdom, £2^,^^/ ; Victoria, £7,373 ; New South Wales,
^17,962 ; Germany, ;^3,466 ; United States, ;^4,46o ;
Misleading and Belgium, ;^45i. It is well known to those locally
Statistics. interested in the trade, that a good proportion of the
British share should be credited to America, Germany
and Belgium, and some of that of New South Wales,
to which State large quantities of Continental goods are
brought out by the direct German and French shipping
services. On the other hand, we know from Australian
statistics that Australian bottles do find their way to this
market in substantial quantities. Again, according to
othcial figures, Great Britain holds the bulk of the trade
in " Mirrors and Looking-glasses," " Plate, Bevelled, &c.,"
and " Plate, Other Kinds," but in window glass Bel-
gium controls the principal share, while in glassware
the United Kingdom's share equals that of all foreign
British Trade countries. The total value of trade in the latter line is
dedining. £53,175. As a matter of fact little reliance can be
placed on these figures. The trade is cut up by foreign
competition nearly as badly as in Australia, and British
manufacturers would fare v^ery much worse if they did
not get the benefit of a substantial preference on some
items.
Reasons for The Australian agent of the largest British firm of

British de- plate glass manufacturers put before me very plainly
the main facts concerning the position of the British
manufacturer, and I cannot do better than repeat his
words. He said : " The import of foreign glass into
Great Britain is free, whereas the import of glass into
the Continental countries and the United States is
subjected to heavy duties, ranging from 10 per cent,
to 80 per cent. The foreign manufacturer can manu-
facture his glass at home and obtain a good profit in
his protected home market, a fact which enables him
to deliver his surplus production in competition with
the British product in the British market at prices

GLASS AND GLASSWARE. 201

giving him little or no profit as compared with what
he gets at home, but which makes the profit of the
English maker infinitesimal or nil. It may be men-
tioned, in 1904, the footage of foreign plate glass
imported into Great Britain exceeded the home pro-
duction nearly 2^ times.

" Railway rates abroad are much cheaper than in Influence of

Great Britain. For instance, the Belgian manufacturer Railway

R a tes
has the great advantage of delivering his wares to Ant-
werp from the Charleroi and other districts over State
subsidised railways, at rates greatly reduced in compa-
rison with those charged on the British railways. The
British manufacturer has to pay full railway rates on the
non-subsidised railways leading to the British seaports.

" In the United Kingdom the workmen cease work Labour

on Saturday mid-day, resuming it on Monday morning. Conditions
, \ compared.

The contmental workmen work the whole Saturday,

and the whole of Sunday too. The foreign manufac-
turer thus obtains the advantage of seven days' labour
as against an average of five-and-a-half days' labour
in the United Kingdom. Further, the English manu-
facturer during the period of rest by the workmen on
Saturday and Sunday has to maintain his furnaces at
full heat for thirty-two (32) hours without obtaining
any return therefor, a very serious disadvantage. The
rate of wages paid by the foreign manufacturer is
much lower than that paid in the United Kingdom,
enabling the manufacturer to make glass at a lower
cost. It is thus obvious that the British manufacturer
labours under heavy disadvantages compared with the
foreign manufacturer. The Belgian manufacturer has
an advantage amounting to as much as 25 per cent,
in the matter of cost."

If in addition to the above statement is added the Foreigner

fact that foreign glass is carried to Australia at sub- enjoys lower

Freio-ht
stantially lower freight rates than British glass, it will Rates.

be seen what enormous difficulties the British manu-
facturer has to deal with to get trade at the present
time in Australia. There is, of course, trade to be got,
otherwise British firms would not be represented there,
but it is particularly obtained for special qualities and
patterns rather than for ordinary commercial glass.

202

TRADE OF AUSTRALASIA.

Photographic Apparatus and
Supplies.

Trade

Prosperous.

Local
Industries

The photographic trade in Austraha at the present
time is in a prosperous condition ; photography in all
its branches is extremely popular. Not only is the
climate specially suitable for carrying on the trade and
pastime, but owing to the prosperous years which
Australia has been enjoying, employment is general
throughout the country, and ample wages and profits
give the people large spending powers. This condition
of things has a marked effect on a trade such as this
which, apart from the educational feature, may be re-
garded as a luxury. During the past year much unrest
was experienced in the trade through the uncertainty
of the tariff, but now that it has been finally settled,
business has resumed its normal course.

One notable result of the new tariff is the activity
in local manufacture. A new dry-plate manufacturing
company has been started in Victoria, whilst a well-
known American firm, it is stated, is about to manu-
facture films, plates, papers, and other photographic
goods — in other words, it is about to exploit Australia,
having its headquarters in Melbourne. Already the
locally-made bromide and gaslight papers are in greatest
demand, with the British close up ; American, German,
French, and others behind in order.

American goods are still largely in the Australian
Competition, market, but are losing ground to goods of British
manufacture, especially in cameras, papers, plates and
films. This is due mainly to the action of a British
manufacturing firm having amalgamated with other
manufacturers, thus enabling the one house to issue a
catalogue showing a complete line of instruments and
materials, and enabling them to supply everything the
photographic dealer in the Colonies might require.
This also enables the firm to cater more systematically
and economically for export business. The preferen-
tial tariff must considerably help the British article,

Foreign

PHOTOGRAPHIC APPARATUS, ETC. 203

and the feeling of the pubHc is in a great measure
favourable to British goods.

The official statistics relating to this trade are not Extent of
of much value. For instance, the item including J^P?""^
cameras also includes phonographs, &c., which might
account for ^^20,000 of the United States' share in the
following : — " Phonographs, cameras, magic lanterns
and the like," imported in 1906, ^137,487. Of this
value the United Kingdom's share is X4i,ii7; Ger-
many's, ;^Q,889 ; Belgium's, ^5,550 ; France's, ;^i,90 2 ;
and the United States, ;^78,5o8. " Dry plates, sensi-
tized films and paper," were imported to a total value
of :^35,936, of which the United Kingdom is credited
with ;^30,92i ; United States ;^4,595, and Germany
;^i58 ! As a matter of fact, the British value as given
is too high, and the German too low. German papers
have been systematically exported from London as
British. The attention of the Commonwealth Govern-
ment has been drawn to the matter by the Manufacturers'
Association.

In lenses, German goods still are much in favour, Cinemato-
with the British coming close. French goods, save for graphs.
autochrome plates, are practically out of the market ;
this does not apply, however, to cinematograph
films. In this branch of the trade there is consider-
able activity. The business done in cinematograph
machines and films is growing, but the sale of new
subjects is limited on account of the small and scattered
population not being sufficient to w^arrant exhibitors
buying, and they are therefore compelled to hire. The
British, American and French being in equal demand,
and practically all the greatest manufactories of the
world send their films to this market. The number of
exhibitors is increasing throughout the country, and
altogether this branch is a very important one to the
photographic houses.

As to' the various styles of cameras on the market Cameras.
— the demand is steady for the light stand camera —
the magazine, box-form, and folding styles being about
equal. The Reflex is being much sought after, and
new and improved types always sell. Portability is an
appreciated feature in all makes. The lens calls for

204

TRADE OF AUSTRALASIA.

much attention, and the Anastigmat of a cheaper grade
is in demand with low-priced cameras — the pubhc
understanding the value of such instruments much
more now than a few years back. Covering power is
almost an essential quality in the lens when an outfit
is being sought for.
Printing ^^ the choice of papers there is still a strong de-

Papers, mand for the glossy surface, but papers of a semi-matt

surface are also in favour. Rough surfaces are in
growing demand, especially among amateurs of the
pictorial school — an increasing power in the field.
Gaslight papers hold the lead, with self-toning P.O. P.
very strong — ordinary P.O. P. has lost ground to the
more quickly worked kinds. Collodion papers are not
too popular owing to their curling and crackling ten-
dencies. In professional portraiture the demand for
the matt-surface print seems to be increasing, and
papers of a high grade are in demand, as the public
taste is very much improved of late years, and artistic
results are appreciated.
Novelties Novelties attract the growing army of amateurs on

wanted. the look-out for something new in apparatus to simplify

their work. Tank developing is a coming vogue.
Tabloid and packet goods, such as developers, &c., are
greatly appreciated.
Future To show the rate at which Australia is growing,

Prospects. the progress of Sydney may be taken as a guide for
the rest of the Continent. It has been calculated that
since 1881 to date, the metropolitan population has in-
creased at the rate of 3I- per cent. If this rate is
maintained for another sixteen years the city will have
a million people, with a proportionate increase through-
out the country. What this means to the photographic
trade can easily be computed, as the amateur photo-
grapher is the incentive to the trade.

Cement.

German THERE is a good deal of competition from Germany

Competition. ^^ ^j^-^ ^^^^^^ ^^^ though their brands have not so

good a reputation as English, they are often able to

CEMEXT. 205

quote lower prices on account of bein/^ able to secure
lower freight rates.

Local industries find a sale for all that they can Local hidus-
produce, and while the purchases from Great Britain ^'''*^^-
will not diminish, owing to the number of large public
works being undertaken, yet the local production is
a factor which will assume an increasing importance
every year.

The Commonwealth Portland Cement Co., Ltd., with A Big
a capital of a quarter of a million, has a finely equipped ^o"cern.
works, situated at Portland, 119 miles north-west of
Sydney. The works are equipped with the latest types
of machinery imported from Great Britain and the Con-
tinent of Europe, while some have been built by the
Clyde Engineering Co. of Sydney. The enterprise is
remarkable for the occurrence of all the raw materials
of excellent quality and in inexhaustible quantities, and
of coal, on the same property, conditions which it is
believed do not exist in any other similar undertaking.

The raw materials, limestone, clay, and shale, are An Interest-
mined in the near neighbourhood of the works. Power '"o Equip-
is derived from coal obtained from the Company's "^^" "
Ivanhoe Colliery, situated at a short distance from
the works ; it is generated by a 600 horse-power steam
engine, which drives the whole of the milling and
mixing plant, and by a three-phase alternate cuiTent
generator in conjunction with a 350 horse-power steam
engine. The application of electricity permits the de-
tached plants to be independent of the main shaft. The
process for manufacturing cement is that known as the
dry process in conjunction with the system of rotary
kilns. It is briefly the following : — The raw materials —
limestone, clay, and shale — are roughly crushed and then
dried in rotary steel cylinders, from which they are
taken into the raw mill building, where they are mixed
in their proper proportion, coarsely ground by Krupp
ball mills, and subsequently to great fineness by Krupp
tube mills. The impalpable mixture, termed "raw meal,"
is mixed until complete homogeneousness is achieved,
upon which the success of the process depends. The
raw meal is then ready for being transformed by calcina-
tion into " clinker." For that purpose it is continuouslv

206

TRADE OF AUSTRALASIA.

A Victoria
Enterprise.

South
Australia.

New Zea-
land.

charged into four steel rotary kilns 365 feet long,
and one 80 feet in diameter, and lined with fire-bricks.
The kilns are set on a slight angle, and revolve slowly.
The raw meal fed in at the upper end passes slowly
through the cylinders, exposed all the time to the
intense heat produced by the burning of coal dust
blown in with warm air at the lower end, which effects
the chemical reaction between the various components
of the raw meal. The resulting clinker drops out at
the lower end of the kilns into rotating cooling drums,
and is from there conveyed to the cement mill, where
it is ground to impalpable fineness, by machinery
similar to that described in the raw mill, and forms
then the " Union " Portland cement of commerce.
The works include large repair shops, and an extensive
plant for manufacturing cement casks from the log,
whereby the Company is enabled to carry on an export
trade throughout Australasia, and beyond its limits.

Another enterprise of interest is the Victoria Portland
Cement Works, Melbourne. The manufacture here was
commenced upon the double kilning wet process, which
was altered about six years later to the direct dry method.
Recently, the dry process has undergone a change — a
complete rotary burning plant having been erected.
The raw materials used in the manufacture are obtained
from the proprietors' own quarries at Lilydale, Lara,
and Waurn Ponds.

In South Australia there is also a well-equipped
works owned by the South Australia Portland Cement
Co., of Brighton. The product of this works has been
used in the Adelaide Waterworks schemes, and many
of the large buildings recently erected in that city.

In New Zealand an increasing quantity of cement
is being produced locally every year.

Miscellaneous Trade Notes.

Office Furni- ONE of the largest dealers in office furniture in Austral-

ture and ^gja^ ^ent me the following statement : — " As the largest

" ^ ' dealers in office furniture, filing cabinets, &c., we

MISCELLANEOUS TRADE NOTES. 207

have to report that it is absolutely impossible to
purchase these lines from Great Britain, clue in the
first instance to the first cost, and then added thereto
the high rates of freight payable from Great Britain. High Ireiglit
It is possibly only fair that we should here state that f^ates.
we fully recognise that the manufacturer in Great
Britain is only just awakening to the enormous future
there is for this particular class of business. From an
intimate knowledge we believe that New Zealand in
regard to up-to-date office equipment is considerably
ahead of the average British mercantile house. Here
in New Zealand a most extensive business is being
done in card index supplies, one of the greatest labour-
saving devices that has been introduced during recent
years. It seems to us that British manufacturers are
only touching the very fringe of this business, and
there are tremendous possibilities if he can but compete
with the States, and also Canada — for this country is
becoming a strong competitor, especially in view of the
preference given it by our Government in regard to
duties payable.

The same firm states : " We believe there are consider- Scope for
able openings for trade in office furniture, including Enterprise,
desks (both flat and roll top), filing cabinets, card index
cabinets, card index supplies, chairs (the ordinary
office, revolving, and a really good stenographers'
chair). Having regard to the afore-mentioned goods,
it must be impressed upon the British manufacturer
that it is worse than useless attempting to do business
unless he can furnish goods equal to, in appearance
and adaptability, those manufactured by his cousins
across the water. We have done an enormous business,
for instance, in stenographers' chairs ; these are fitted
with adjustable backs, which adapt themselves to the
requirements of the operator, but we do not know of a
single British manufacturer who has ever attempted to
make these chairs. When there are any manufacturers
capable of carrying out the above-mentioned conditions
we shall be quite prepared to negotiate re agencies."

Germany and America are steadily capturing the Seeds.
trade in seeds in Australia and New Zealand. The

2o8 TRADE OF AUSTRALASIA.

trade is one in which there is a good deal of compe-
tition locally and prices are finely cut. The reason
given to me for the loss of British trade in this line,
repeated in at least a dozen instances, was higher
freight rates from Great Britain. It is not only possible
for Australian houses to get lower freights from Germany
and America but the difference is usually as great as
£i 2L ton, and I know of one shipment where the
difference amounted to £2 a ton. In a line where
there is so much local competition it is easy to see
that such a great difference in the cost of freight
would prevent orders being placed in Great Britain.
Earthen- The proprietor of one of the largest firms of general

ware, China, merchants in Sydney severely condemned British manu-
facturers of this line of goods for want of enterprise
and adaptability. He had, on numerous occasions,
endeavoured to induce British manufacturers to produce
goods suitable for his trade, and he had been un-
successful in evei*y instance. To this conservative
policy he attributed the fact that the trade in glass
ware, of all kinds, decorated china ware, ornaments
and vases, had gone into foreign hands, principally
American, Belgian and German. He also severely
criticised British methods of packing crockery. Owing
to the weak character of the crates and casks in which
the goods are sent out breakage is frequently very
extensive and the shipping companies will not accept
any liability for the damage, as they claim that the cases
are not sufficiently strong for the contents. He urges
British firms to adopt a standard strength of crate
and cask and thus avoid the loss in this respect.
Belting. There was ;^58,999 worth of composite belting im-

ported into Australia in 1906, and of this amount Great
Britain contributed ;^46, 125, the United States £y,i3<),
and Germany ;^5,6o3. The leather belting introduced
was comparatively small, amounting only to ;^6,940,
of which Great Britain contributed half. The reason
for this small import is that local industries are
supplying the needs to a very large extent. In some
respects also composite belting has been found to
withstand the climatic conditions better than leather
belting in some parts of Australia,

MISCELLANEOUS TRADE NOTES. 209

Wholesale druggists complain that American houses Drugs and
put up their goods with more neatness and regularity T.^^^."^
in regard to get-up and labels than is done in English
houses. This applies to drugs, patent medicines, and
pills. Cases are sometimes received of similar goods,
packed in clear as well as dark bottles, square and
round. In going through the warehouses it was
pointed out to me that the goods of American houses
were put up in an uniform manner, and with some
distinctive character in the bottles, labels and printing.
For instance, one American firm always uses amber
coloured bottles, which gives an easily distinguishable
appearance.

A large quantity of typewriters of United States Typewriters,
and Canadian origin are exported annually to Australia
and New Zealand. In this instance, as in many others,
agencies for foreign and colonial products are often
given to firms stationed in England. I was pleased
to note that a machine of British origin, namely the
" Empire " typewriter, is rapidly gaining in favour.
Cheapness, as I have pointed out in other parts of this
Report, is an important consideration in Colonial
trade, and as this excellent machine is little over half
the price of the foreign standard productions and
equally good in every respect, a large opening exists
for it or any other machine that can fill the same
specification.

APPENDICES.

f.) 2

213

APPENDIX I.

Commercial Travellers and Samples.

The following is a short statement of tlic conditions under
which commercial travellers may carry on their business in
Australia and New Zealand, and some information is given of
the railway facilities, import duties, and other matters likely
to be of interest. Most of the information given has been verified
by the Agents-General for the Australian States and the High
Commissioner for New Zealand.

AUSTRALIAN COMMON^VEALTH.

Commercial travellers' samples are liable to the ordinary Australian Com
rates of import duty, but the amount may be deposited with '°°''^^^
the Customs for a period not exceeding six months, such amount
being returned if the samples are exported within tlie prescribed
time. A certificate to the effect that the duty has been paid
or deposited will be recognised throughout the Commonwealth,
if the samples can be readily identified on transfer. It is not
necessary that the samples should be exported from the port
at which they were imported, but application for refund (in
cases where duty is deposited and goods are exported within
six months of importation) with proof of exportation must be
made to the collector at the port where the deposit was made.
In cases where duty is paid outright, or deposited and not
returned within six months, drawback of the full amount of
duty is allowed on exportation of the goods beyond the limits
of the Commonwealth.

The conditions prevailing in the several States are : —

Victoria.

There are no special regulations or taxes existing in Victoria Victori*
affecting British commercial travellers visiting this State, nor
are such travellers required to take out licences to carry on
their calling.

On the Victorian railways, commercial travellers holding
first class ordinary or periodical tickets are allow^ed li cwt. of
samples free of charge ; those holding second class periodical
tickets are allowed i cwt. free. Any excess over these weights
is carried at half ordinary parcel rates, with a minimum of
28 lbs. and a maximum of I2i cwt. Concessions in the matter
of fares are made to commercial travellers of firms who forward
certain quantities of goods over the railways annually.

The resident agents of British firms are liable to income tax
in respect to their own salaries, bonuses, commissions, or earnings
in Victoria. As agents they are liable also to assessment for
their British firms in respect of the income or profit of those
firms earned in Victoria. They are not liable to any licence fee.

214

TRADE OF AUSTRALASIA.

New South Wales.

New Sooth No Special regulations exist affecting commercial travellers,

^^'^^' and licences are not required by them.

On the railways of New South Wales commercial travellers
are entitled to a free allowance of 2 cwt. of luggage if first
class passengers and ij cwt. if second class, provided that they
travel with samples only in packages properly marked, and not
with stock for sale. Commercial travellers between Sydney and
Adelaide, Melbourne or Brisbane are allowed I2 cwt. of samples
free if they travel first class and i cwt. if second class. Com-
mercial travellers holding season tickets (annually, half-yearly,
quarterly, or monthly) may compound for the payment of excess
fees on their samples for the same periods.

Queensland.

Queensland. There are no regulations or licences of any kind required

for commercial travellers.

There are certain privileges accorded to commercial travellers
on the Queensland railways. First class season tickets available
for all railway lines cost ;^ioo a year, ^55 for six months, and
£^0 for three months. Second class tickets cost two- thirds of
these rates. Commercial travellers are allowed 2 cwt. of free
luggage in the first class, and i| cwt. in the second, these quantities
including personal luggage.

Resident agents of British firms in Queensland are not
affected by any other taxes or licence fees except the ordinary
business licence of £2.

South Australia.

Solid, Ausfraiiii. Commercial travellers are not taxed, they are not subject to

any special regulations, nor are licences necessary.

No special privileges are accorded to commercial travellers
so far as railway fares are concerned. The following are the
special conditions relating to baggage: —

Commercial travellers with first class tickets are entitled
to carry li cwt., and those holding second class tickets i cwt.
of luggage (samples and personal luggage included) free, by the
same train as they travel, any excess must be conveyed at full
parcel rates on the outward journey, and free on the return
journey when the receipt given at the station of original depar-
ture is produced. The allowance is only made when the
samples are booked by passenger, not goods train. The depart-
ment reserves the right to require a traveller to produce an
authority from the firm he represents. Samples can be booked
through, and the journey may be broken by the traveller with
his samples, on his so arranging at the station from which he
starts, provided he travel by the same train. When sent on
break of journey note, samples are conveyed at owner's risk.

Western Auf-
iralia.

Western Australia.

There is no legislation in Western Australia regulating or
taxing commercial travellers.

There are no fees or taxes payable by commercial travellers,
unless the individuals acting as such sell under an auctioneer's
licence or sell spirituous liquors, in which case the fees apper-
taining to each would have to be paid.

APPENDIX I. 215

On tlie railways commercial travellers are allowed, free of
charge, personal luggage and samples : — For each first class
ticket, 2 cwt. ; for each second class ticket, i^ cwt. All excess
weight of luggage over and above the weight allowed free
will be charged parcels rates (minimum i cwt.), but on the
return journey, bicycle and overweight samples accompanied
by travellers will be conveyed free on production of the outward
receipt.

Tasmania.

No record can be found of any tax or any provision as to Tasmania.
a licence being necessary.

Every commercial traveller journeying on the Tasmanian
Government Railways is allowed to take 112 lbs. as samples
or luggage free of charge, the same as ordinary passengers.
Commercial travellers holding a first class annual season ticket
available from any station to any station are allowed 2 cwt. of
luggage free. On every 56 lbs. or fraction of 56 lbs. above this
weight, for every 50 miles or fraction of 50 miles, the charge is
bd. On the Strahan-Zeehan line the charge on every 56 lbs. or
fraction of 56 lbs. above this weight is is.

As regards resident agents of tirms not domiciled in the Colony
it is to be noted that there is an importer's licence of £10 per
annum payable at the State Treasury.

NEW ZEALAND.

Commercial travellers, whether representing one or more New Zealand,
firms, are required, on arrival in New Zealand, to pay a deposit
— usually about £^ — as a guarantee that the income tax due
on the business done in the Colony will be paid. The deposit
is held until the traveller is in a position to furnish a return
of the total business resulting from the visit, when an adjust-
ment is made by refund if the deposit exceeds the tax payable,
or by a claim for the balance of tax if the deposit is less than
the amount payable. The assessment is made in accordance
with the provisions of Section 12, Subsection 6, of the Land
and Income Assessment Act, 1900, as amended by Section 3 of
the Amending Act, 1903.

The traveller on his arrival also receives a warrant permit-
ting him to exercise his calling. The warrant is issued free on
the payment of the deposit. The penalty for carrying on
business without the warrant is not less than £2, nor more
than £so.

Principals of firms travelling to take orders or to visit their
customers are subject to the same provisions as their represen-
tatives or agents. They are required to pay a deposit and take
out a warrant. Section 12 (i) of the Act referred to enacts that
" It shall not be lawful for . . . any non-resident trader
to carry on business unless he is the holder of a warrant in that
behalf from the Commissioner or a Collector of Customs."

On New Zealand railways commercial travellers are allowed
112 lbs. of luggage and samples free of charge, any excess over
that up to 10 cwt. being charged at bd. for every 56 lbs. or
fraction of 56 lbs. for every 50 miles or fraction of 50 miles,
being half the rate charged to the ordinary public.

Duty is to be paid or secured on all samples of sufficient
value for duty, including odd gloves, boots, and the like, which

2i6 TRADE OF AUSTRALASIA.

are to be treated as of half the value of the complete articles.
If a traveller signifies his intention to export his samples he
may be permitted to pass a "sight entry," examine the samples
and assess the value thereof with the examining officer; a
sufficient deposit, calculated to the nearest pound above the
duty, has to be taken, and a reasonable time fixed within
which a certificate of exportation is to be produced. In default
of such production, the amount deposited is forfeited. A dupli-
cate of the sight entry, with an examination account and with
these particulars stated thereon, is given to the traveller, who
is told that, in order to secure the return of his deposit, he must
produce his samples to the Examining Officer at the final port
of departure from the Colony, for examination and comparison
with the sight entry, and obtain from him a certificate of expor-
tation, to be given upon the duplicate sight entry. The above
regulations are to apply only to samples in quantities not greater
than are absolutely necessary for exhibiting the class of goods tl)e
traveller is desirous of taking orders for ; anything beyond this is
to be treated as merchandise, and entered for in the usual way.

Resident agents of British firms are not subject to any licence
fee for income-tax purposes. In their own private assessments
they are entitled to an exemption of ;fr3oo, the same as any other
resident. Non-resident taxpayers are not entitled to an exemp-
tion, but otherwise the British firm is taxed in the same manner
as a local firm, the resident agent making an annual return
showing the income derived in the Colony on behalf of his
principals. The tax charged to commercial travellers and
resident agents on behalf or their principals is at the same rate
as to a local taxpayer.

THE COMMERCIAL TRAVELLERS' ASSOCIATION
OF AUSTRALASIA.

The commercial travellers of Australia are a very highly
organised body, and are provided in all the principal cities with
excellent club houses, offices and sample warehouses. There
is an association in each of the six Australian States and one in
Dunedin, New Zealand. Then there is a federal body called the
United Commercial Travellers' Association of Australasia, with
which all the State Associations are affiliated. Commercial
travellers intending to work the Australasian market and not
having previously been acquainted with the countries, would do
well to apply in advance for a visiting members' ticket, which
entitles the holder to the entree of the affiliated clubs throughout
Australasia for a period of six months for one guinea, or for twelve
months for two guineas. The club houses are residential, and
it is a great privilege for visiting travellers to thus be able to
make use of these houses for such a nominal subscription. Then
the associations will provide the traveller with a list of " Associa-
tion Houses," which include the hotels throughout Australia
selected by the affiliated Associations, at which the traveller will
be tolerably sure of obtaining good accommodation at moderate
rates. Visiting members' tickets can be obtained on application
to Mr. James Davies, General Secretary, 190, Flinders Street,
Melbourne.

APPENDIX II.

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APPENDIX II. 219

Eight hours a day, or, more accurately, forty-eight hours a Limitation of
week, constitute the limitation of time of labour recognised Hours,
througliout Australia. The regulation is stated to have originated
in Sydney in 1855, when it was demanded by the l)uilding em-
ployes, and after some friction conceded. The trades gradually
urged a division of the day into equal periods for labour,
rex^reation, and rest, and this has become established for a majority
of occupations.

There is no general legislation to enforce this idea. The forty-
eight hours' limit was, in 1873, enacted in Victoria with reference
to women and children in factories, in 1874 with reference to miners,
and in those instances is law throughout the Commonwealth.
On the establishment of Wages Boards and Arbitration Courts,
in the States where those institutions exist, the authorities thus
created adopted the rule as part of their determinations and
awards wherever it seemed reasonably applicable. Reasonable
provision is, however, made by statute or award for overtime
working. It may be said that there has been but little opposition
in Australia to the establishment of the " eight hours" system.

All the Slates, excepting Tasmania, have statutes containing shops,
provisions respecting tlie hours during which shops may be kept
open for business. These provisions, in effect, not only limit the
hours during which shop-hands may be employed, but apply also
where the shops are tended by the proprietor alone and by himself
and family, with, however, certain exceptions, such as exist in the
State of Victoria. In that State, shops wherein not more than one
assistant, whether paid or not, is employed, are permitted to
remain open for two hours a day longer than other shops of the
same class. The object of this is to relieve the hardship which
exists for such persons, for example, as widows who are wholly
dependent for a livelihood upon the casual trade of small shops.
Generally speaking, the hours during which shops may remain
open for business are from g a.m. to 6 p.m., but these hours
may be varied according to the nature of the business affected.
Provision is also made for weekly half-holidays, on which shops
must close entirely, with in some cases, however, compensatory
provisions permitting them to remain open on one night a week.

LEGISLATIVE REGULATION OF WAGES AND
TERMS OF CONTRACT.

Two systems, based upon different principles exist in Australia General,
for the regulation of wages and general terms of contracts of
employment. A " Wages Ijoard " system exists in Victoria, South
Australia, and Queensland, and an Arbitration Court in New
South Wales and Western Australia. There is also the Arbitra-
tion Court of the Commonwealth, which has power, however,
to deal only with matters extending bevond the limits of a single
State.

Wages Bo.\rds.

This system was introduced in Victoria by the Factories and Victoria.
Shops Act of 1896. The original Bill made provision only for
the regulation of the wages of women and children, but was
afterwards amended in Parliament to extend the system to adult
operatives of both sexes.

The Act of 1896 made provision for the regulation of wages
only in the clothing and furniture trades and the bread-making

2 20 TRADE OF AUSTRALASIA.

and butchering trades. By an Act of igoo, the operations of
the Act were extended to include all persons employed either
inside or outside a " factory or workroom " — see sec. 4, i. (o) — in
any trade usually carried on therein. This section is now in the
Act of 1905. By an Act of 1907 the system was extended to all
persons wheresoever employed in a " factory," trade, and also to
shop employes, carters and drivers and their assistants, persons
employed in connection with buildings or quarrying, or the
preparation of firewood for sale or the distribution of wood, coke,
or coal.

The regulation is effected by a Board, called a Special Board,
to distinguish it from the Board of Health. Boards for the regu-
lation of wages in the trades specified in the Act of 1896 are
appointed as a matter of course, and by the Executive other
Boards are appointed only if a resolution for appointment be
passed by both Houses of Parliament. A Board consists of from
four to ten members, who must be or have been at a recent time
prior to appointment engaged in the trade concerned. Employers
and employes are equally represented. If one-fifth of the employers
or employes object to a representative nominated for them they may
elect a representative. Originally the Board was elected in the
first instance, but the difficulty of compiling electoral rolls led to
the adoption of the present system, which has proved satisfactory.
The Furniture Board is nominated outright owing to the prepon-
derance of Chinese. An independent Chairman, nominated by
the Board, is appointed by the Executive. A Board holds office
for three years.

The Board has power to determine the lowest wages, prices, or
rates to be paid to persons or classes of persons coming within the
Act for wholly or partly preparing, manufacturing, or repairing
articles, and for other services rendered, and may fix special rates
for aged, infirm, and slow workers.

The Board fixes the hours of work and may limit the number
of " improvers " to be employed (usually done by prescribing so
many to each journeyman employed). There is no power in
Victoria to limit the number of apprentices employed. Such a
power exists in South Australia. The Board fixes the wages of
apprentices and improvers according to age, sex, and experience,
and may fix a graduated scale of rates calculated on the same
basis. Apprentices bound for less than three years are improvers,
unless the Minister sanctions a shorter period of apprenticeship on
account of previous experience in the trade. The Minister may
sanction the employment of an improver over twenty-one years of
age at a rate proportionate to his experience. Out-workers in the
clothing trade must be paid piece rates. Manufacturers may, by
leave of the Board, fix their own piece rates, if calculated upon
the average wages of time-workers as fixed by the Board.

Licences for twelve months to work at a fixed rate lower than
the minimum rate may be granted by the Chief Inspector of
Factories to persons unable to obtain employment by reason of
age, slowness, or infirmity. Licences are renewable.

Determinations remain in force till altered by a Board or the
Court of Appeal. These determinations apply to all cities and
towns and such boroughs as the Executive determines, and the
Executive may also apply them to any shire within ten miles of a
city or town, or beyond that distance, if the shire council petitions
to that effect. (Similar provisions are in force in other States.)

The children of an employer are exempt from a determination.

APPENDIX II. 221

The Executive may direct a Board to fix out-workers' rates
and the rates payable in allied trades.

Penalties are fixed for the direct or indirect contravention of
determinations, the obedience to which is ascertained by examina-
tion of the records of wages, &c. (Sec. 4, i. a.)

A Court of Appeal, consisting of a Supreme Court Judge,
has power to review determinations of the Boards. The Court
may appoint assessors to assist the Judge.

The Acts fix an absolute weekly minimum wage, and the
evasion of this provision in the case of females employed in the
clothing trade by charging an apprenticeship premium is prevented
by the prohibition of all such premiums in that particular case.
This absolute minimum provision does not exist in New South
Wales.

South Australia adopted the Wages Board system in 1900, 1904 South Australia,
and 1906, but the first-mentioned Act was rendered inoperative
owing to the disallowance by Parliament of regulations necessary
for carrying it into effect. The Act of 1904 revived the Wages
Board system in respect to women and children employed in
clothing and whitework trades. The action of this statute was
paralysed by a decision, the effect of which was to prevent the
fixing of a graduated scale of wages as is done by the Victorian
Boards. The necessity for some protection to the persons intended
to be benefited by these statutes was urged in the annual reports
of the Chief Inspector of Factories, but, until igo6, without effect.
Many employers, however, voluntary complied with the Boards'
determinations, though these were without legal force. The
system has been brought into full operation by the Act of 1906,
which preceded the Victorian Act of 1907, in extending the system
to other than factory trades, and is of a still wider scope than the
Victorian Act.

In Queensland a Wages Board Act came into force in September Queensland.
last, consisting of forty clauses and nine specimen schedules.
Power is given to the Chief Inspector to prepare electors' rolls for
the election of members of Special Boards, and all the electors
must be eighteen years of age or over. For the purposes of the
preparation of these rolls, every employer shall forward to the
Chief Inspector, when required, a list of the persons employed by
him. Every employer of any factory or shop in which rates are
to be determined by a Special Board shall be enrolled as an
elector of employers' representatives on the Board, and he shall be
allowed one vole if the number of his employes be under ten, two
votes when the number is above ten and under thirty, three when
the number is above thirty and under sixty, and four votes when
the number of the employes is over sixty.

Special provisions have been made respecting the preparation
of the roll of electors of employers' representatives for a Special
Board for men's and boys' clothing. According to these, an
occupier of more than one factory may have his name on any
particular roll to Avhich he is entitled, but on not more than one.
No person shall be permitted to be enrolled as an elector for both
the representatives of employers and employes.

If a number of electors of representatives of employes on any
Special Board working outside a factory or shop is greater than
one-fifth of the whole number of electors who are employes, then
the electors working outside a factory or shop shall be entitled to
nominate candidates, and to vote for and elect one member of
such Special Board ; but shall not be entitled to nominate or vote

2 22 TRADE OF AUSTRALASIA.

for any person as representative of persons working inside a factory
or shop ; and employes working in a factory or shop shall not be
entitled to vote for any person nominated for election as a special
representative of persons working outside a factory or shop. If
the number of electors working outside a factory or shop is not
greater than one-fifth of the whole number of electors who are
employes, then the electors working outside a factory or shop
shall be entitled to vote for the full number of persons to be
elected as representatives of employes on such Special Board, but
shall not be entitled to elect a special representative for outworkers
only.

When an election is necessary, the Minister shall appoint a
nomination and election day, and the Chief Inspector shall be the
returning officer. The poll shall be taken by voting papers only,
and no voting paper will be accepted after 4 p.m. on polling day.
Voting papers will be posted at least four days prior to an election
to every person entitled to vote for a particular Special Board. If
necessary, the returning officer shall exercise his power of casting
vote. Every Special Board shall meet at the office of the Inspector
of Factories and Shops for the purpose of nominating a chairman,
and thereafter at such other times and places as may be arranged
by such Special Board. The Chief Inspector may direct some
officer to act as secretary to each Special Board.

The Arbitration Court System.

The Acts in force are as follows : —

South Australia : The Conciliation Act, 1894.

Western Australia : The Industrial Conciliation and Arbitra-
tion Act, 1902.

New South Wales : The Industrial Disputes Act, 1908.

Commonwealth : The Commonwealth Conciliation and
Arbitration Act, 1904.

In Victoria in 1891, and in New South Wales in 1892, Acts
were passed providing for the appointment of Boards of Concilia-
tion, to which application might be made voluntarily by the
contending parties. The awards of the Boards had not any
binding force. Boards were applied for on but few occasions,
their lack of power to enforce awards rendering them useless for
the settlement of disputes.

The first Australian Act whereby one party could be summoned
before, and, presumably, made subject as in proceedings of an
ordinary court of law to the order of a court, was the South
Australian Act of 1894. Its principles have been largely followed
in other States, but it proved abortive in operation, and in many
respects is superseded by the Wages Board system already described.
Western Australia passed an Act in 1900 — repealed and re-enacted
with amendments in 1902 — New South Whales followed in 1901
with an Act that was replaced by a new measure in 1908. A bill
introduced into the Tasmanian Parliament in 1903 was rejected by
the Upper Chamber. The Commonwealth Act, passed in 1904,
applies only to industrial disputes extending beyond the limits of
a single State.

223

APPENDIX III.

Notes on the Labour Laws of New Zealand.

(Compiled from the New Zealand Official Year Book, 1907, and
other sources.)

The legislation passed by the General Assembly of New
Zealand and termed the " labour laws " comprises the under-
mentioned statutes and regulations made under various Acts : —

The Accidents Compensation Act, igoi.

The Accident Insurance Companies Act, 1902.

The Alcoholic Liquors Sale Control Act Amendment Act, 1895 :
Section 10 (re holiday on licensing-election day).

The Bank Holidays Act, 1902.

The Bankruptcy Act, 1892 : Sections 112 and 120 (re wages of
employees).

The Coal Mines Act Compilation Act, 1905.

The Companies Act, 1893 : Sections i and 249 (re wages of
employees of companies that are being wound up).

The Conspiracy Law Amendment Act, 1894 (re conspirac}' in
trade disputes, &c.).

The Contractors' and Workmen's Lien Act, 1892. (Sec also
Threshing-machine Owners' Lien Act.)

The Criminal Code Act, 1893: Sections 150 and 213 (re
masters and apprentices).

The Deaths by Accidents Compensation Act, 1880. (See aL'^o
Legitimation Act.)

The Electoral Act, 1905 : Section 115 (re holiday on election-
day).

The Employers' Liability Act, 1882, with amendments of iSgi
and 1 892.

The Factories Act, 1901, with amendments of 1902, 1905, and
1906.

The Government Advances to Workers Act, 1906.

The Industrial Conciliation and Arbitration Acts Compilation
Act, 1905, and Amendment Acts, 1905 and 1906.

The Inspection of Machinery Act, 1902, with amendment of
1903.

The Kauri-gum Industr}' Act, 1898, and Amendment Acts of
1899, 1902, and 1903.

The Labour Day Act, 1899.

The Labour Department Act, 1903.

The Land for Settlements Consolidation Act, 1900: Section 13
(provision for workmen's homes).

The Legitimation Act, 1894 : Section 6. (See Deaths bv
Accident Compensation Act.)

The Licensing Act, 1881 : Section 131 (re payment of wages
at houses were liquor is sold).

The Master and Apprentice Act, 1865. Master and Apprentice :
Extract from the Criminal Code Act, 1893, sections 150 and 213.

The Mining Act Compilation Act, 1905, and Amendment Acts
of 1905 and 1906.

The Public Contracts Act, 1900.

2 24 TRADE OF AUSTRALASIA.

The Servants' Registry Offices Act, 1895.

The Scaffolding Inspection Act, 1906.

The Shearers' Accommodation Act, 1898.

The Shipping and Seamen Act, 1903, and^Amendment Act, 1905.

The Shops and Offices Act, 1904, and Amendment Act, 1905.

The Statute Law Amendment Act, 1906 : Sections 10 and 11.

The Threshing-machine Owners' Lien Act, 1895.

The Trade Union Act, 1878, and Amendment Act, 1896.

The Truck Act, i8gi.

The Wages Attachment Act, 1895.

The Wages Protection Act, 1899 (forming part of and to be
read with the Truck Act, 1891).

The Workers' Compensation for Accidents Act, 1900, with
amendments of 1902, 1903, 1904, and 1905.

The Workers' Dwellings Act, 1905, and Amendment Acts of
1905 and 1906.

The Workmen's Wages Act, 1893.

The labour laws have been passed in the effort to regulate
certain conditions affecting employer and employed. Their scope
embraces many difficult positions into which the exigencies of
modern industrial life have forced those engaged in trades and
handicrafts. The general tendency of these laws is to ameliorate
the position of the worker by preventing social oppression through
undue influences, or through unsatisfactory conditions of sani-
tation. It will undoubtedly be found that, with the advance of
time, these laws are capable of improvement and amendment ; but
they have already done much to make the lives of operatives
of fuller and more healthy growth, and their aim is to prevent
the installation of abuses before such abuses attain formidable
dimensions.

The manufacturing population in New Zealand differs from
that in some of the Australian States by its wide dispersion. The
capital city has hitherto been unable to draw to itself the indus-
trial ability of the other provincial centres ; and not only do
Auckland, Christchurch, and Dunedin vie with Wellington as
centres of population, but also as nuclei of commercial activity.
In the second-class towns, such as Palmerston North, Wanganui,
Nelson, Napier, Invercargill, &c., many important works are being
carried on, while even in the villages and rural districts the
progress of new settlement necessitates the manufacture of articles
which in older communities are produced in specialised localities.
Men scattered widely at the numerous occupations of colonial
country life, shearing, harvesting, bushfelling, road-making, or
sailing coastal vessels, &c., require legal protection against the
dangers and disabilities to which their callings expose them.
This general dispersion of industry necessitates not only a wide
system of supervision, but legislative measures of a peculiar
character, at once sufficiently elastic to comprehend many
varieties of function, and yet rigid to crush any apparent abuse.

The following explanatory notes on the labour laws of the
Colony are by Mr. E. Tregear, Secretary for Labour : —

" By far the most interesting and original of these laws is the
Industrial Conciliation and Arbitration Act, first passed in 1894.
This, with three later amending Acts, was consolidated in 1900,
but has been amended afresh in 1901, 1903, and 1904. The
substance of all these may be found in the Industrial Conciliation
and Arbitration Acts Compilation Act, 1905 ; but it has to be
supplemented with the amending Act of 1905. The necessity of

APPENDIX III. 225

continuous amendment has been thrust upon the Legislature
through the principle of industrial arbitration of a judicial
character being entirely unique and without statutory precedent.
The law on this subject has to be kept flexible in order to meet
the continual necessities of change and growth. As difliculties
impossible to foresee arise on the untrodden ground, they have to
be met by new efforts to cope with the new situation, and with
the knowledge which can only be born with experience.

" Societies consisting of two or more employers, or of seven or
more workers may be registered and become subject to the
provisions of the "Act under the title of ' industrial union.' Any
such union may bring a trade dispute before the Board of Con-
ciliation, which Board may proceed to investigate the dispute, or,
on requirement of one of the parties may refer the case direct to
the Arbitration Court. If the dispute is left to the Board, after
taking evidence, &c., the Board may make a recommendation,
which, if accepted by the parties, is put into the form of an
industrial agreement and has the force of law. If the Board's
recommendation is ignored for a month it automatically becomes
law, but if rejected the dispute is carried to the Court of Arbi-
tration. This Court, consisting of a President, who is a Judge of
the Supreme Court, and two other members — one elected by the
employers' unions, the other by the workers' unions — has wide
powers, and against its decisions there is no appeal. Inspectors
of Factories are Inspectors of Awards under the Arbitration Act.
The later amendments of the Act are mostly in the direction of
giving wider notice of Court sittings, of arranging for permits
being given at lower rates than the minimum wage mentioned in
the award, and of greater strictness in matters threatening to
bring about a strike or lock-out.

"The Factories Act, igoi, is a consolidation of former legis-
lation, but with important amendments within itself and in the
years 1902, 1905, and igo6. The Acts passed prior to igoi dealt
almost exclusively with the protection of working women and
children, but the existing law takes cognisance also of the working
hours of men, and arranges for payment being made for over-
time work. The forty-five-hour week is insisted on for women
and youths, except in woollen mills, where forty-eight hours
are allowed, but if men are employed over forty-eight hours in
one week overtime must be paid. The wages of young persons,
the statutory holidays (with payment therefor), the regulated
hours of overtime, the sanitation and hygiene of factories, pro-
vision of fire escapes, drinking water, &c., are all carefully
arranged for under this Act. Any establishment wherein two or
more persons work to produce articles intended for sale is a factory
in New Zealand. All bakehouses, all laundries, and all places
wherein Asiatics are employed are also factories, even if only one
person is employed therein. This low limit is made mainly for
the purpose of inspection, in order that the public should not be
injured by taint on food or clothing manufactured in filthy
surroundings. ' Sweating ' has almost disappeared in New
Zealand by the prohibition of sub-contracting in the issue of
textiles to be made up into garments. The Factories Act is
probably one of the most complete and perfect laws to be found
on the statute book of any Colony, and is greatly appreciated
by the workers, while the honest, fair-dealing employer is himself
thereby protected from the unscrupulous proceedings of the
piratical competitor.

226 TRADE OF AUSTRALASIA.

"The Shops and Offices Act, 1904, is the consoHdation of the
Shops and Shop Assistants Acts of 1894, 1895, i8g6, and 1901, but
was itself amended in 1905. The Act regulates the hours of
assistants in shops, not allowing them to exceed fifty-two hours a
week or more than nine hours a day, with some exceptions. The
shops are to be kept clean, and to have sanitary conditions
necessary where two sexes are employed together.

" A weekly half-holiday is compulsory, but the particular day
of the week is left to be chosen by each town separately. Com-
pulsory closing of shops at any hour whatever is not insisted on
unless under certain conditions whereby each trade is allowed to
settle its closing hour by a majority vote of all shopkeepers. To
all young persons wages of 5s. a week as a minimum must be
paid, with an annual increase of 3s. per week until twenty years
of age is reached. Overtime has to be paid for in both shops and
offices, but some establishments, such as banks and shipping
offices, are exempt.

" The hours of work and wages are subject to awards of the
Arbitration Court.

"The Employers' Liability Act, 1882, added to and amended
in 1 891 and 1892, is designed to protect workmen from negligence
on the part of employers by defining under what circumstances
compensation for injury or death may be recoverable. The Act
covers all employment except that of domestic service, and does
not allow of ' contracting out ' from its provisions, or permit the
plea of ' common employment ' to shield the employer or his
agent for payment of damages if incurred.

" The last-mentioned Act has been practically superseded by
the Workers' Compensation for Accidents Act, 1900 (amendments
1902, 1903, 1904, and 1905), because, while an accident to a
worker had not to be compensated by an employer under the
Employers' Liability Act unless such accident had occurred
through his carelessness or through that of his agent, under the
later Act all accidents are to be compensated unless they are
caused by the serious and wilful misconduct of the person injured.
This compensation is in no sense intended to be a punishment or
penalty on the employer, but to be a means of providing for an
injured workman or (in case of his death) for his family.

"A certain number of accidents take place— these numbers
can almost be computed beforehand by actuarial experts — in spite
of all that care and skill can do to prevent them. The workman,
in case of industrial accident, had formerly not only the risk and
pain to bear, but the money-loss of wages, the medical expenses,
and in some events the ruin of his family, in order that profits
might be made by others. Now the expense of accident is borne
by the business itself as one of the legitimate expenses of carrying
it on. To meet the difficulty of too great expense falling suddenly
on an employer through his having to pay large accident compen-
sation, provision is made by the Government Accident Insurance
Act, 1899, which insures employers against risk of paying compen-
sation. There are also several private insurance companies in the
Colony which undertake these risks, and are regulated in some
degree by the Accident Insurance Companies Act, 1902. The
Workers' Compensation for Accidents Act allows compensation up
to ;<^400 in case of death, and a less sum for injury. ' Contracting
out ' is permitted if the alternative scheme is accepted as a fair
equivalent by the Board of Conciliation of the district. The
Accidents Compensation Act, 1901, provides that an independent

APPENDIX HI. 227

medical examination of the injured person may be ordered by the
Judge before whom a claim of compensation for accident is
brought. See also tlie Deaths by Accidents Compensation Act,
1880, which deals with the status of persons to be benefited by
com]>ensation, and also the Legitimation Act, 1894, which includes
illegitimate children as legal recipients. The Statute Law Amend-
ment Act, 1906, amends the Workers' Compensation for Accidents
Act, 1900, as regards certain Court procedure.

" The Workmen's Wages Act, 1893, states that if a workman
shall demand payment of wages twenty-four hours or more after
they are due, and the wages are not paid, the worker can legally
attach moneys payable to the contractor by the employer until
such wages are paid. Without written agreement to the contrary,
all wages must be paid at intervals of not more than one week.
Before the passing of the Workers' Compensation for Accidents
Act, 1900, it was ascertained that certain employers were taking
out accident-insurance policies on their workpeople's risks, so as
to remove their own liability in case of accident, and deducting
premiums therefor from the wages of the workers. This was
considered by the Legislature as not only tending to produce
negligence or recklessness in employers and their agents or
foremen, by removing from them the liability for damages through
accidents, but was also condemned in principle, on the ground
that it is against justice to allow an employer to make arbitrary
deductions from any wage agreed upon and worked for. This
caused the Wages Protection Act, 1899, to be passed. It prevents
any deduction from lawfully earned wages as premiums for
accident insurance, and makes any such deductions recoverable
as debts within six months of such deductions being made.

"The Public Contracts Act, 1900, provides that in every
contract let by a public body (such as the Government, a
municipality, a Harbour Board, Education Board, &c.), the
contractor must pay such rates to his men for wages, overtime,
holidays, &c., as are generally considered usual and fair for such
description of labour in that locality, or as fixed by the Court of
Arbitration for the industrial district, whether the contractor is or
is not a party to the award.

"The Truck Act, 1891, requires that payment of wages or
earnings shall not be made in goods (technically known as ' truck '
or barter), but in money, any contra-account notwithstanding ;
but there are a few exceptions, such as for advances for food,
tools, &c., to men engaged in felling bush.

" In order to minimise the number of cases wherein fraudulent
or unfortunate contractors formerly victimised their labourers, the
Contractors' and Workmen's Lien Act, 1892, was brought into
existence. This entitles a person who has done work on any land,
building, or chattel to a lien upon such property. The lien is
only to be exercised under certain restrictions, and for a limited
amount ; but it gives priority of claim for wages against other
service, and enables legal proceedings for recovery to be taken
before the attached property can be disposed of or alienated.
With the Contractors' and Workmen's Lien Act, the Threshing-
machine Owners' Lien Act, 1895, is also to be considered. Liens
to be acquired for security of miners' wages are dealt with in the
Mining Acts Compilation Act, 1905, and in the Mining Act
Amendment Act, 1905.

" Among the enactments for the security of workers' wages
may be noticed the Companies Act, 1903, which gives priority o£

P 2

228 TRADE OF AUSTRALASIA.

payment for wages or salaries above other debts in the event of
the winding-up of a company, as the Bankruptcy Act, 1892, does
in the case of ordinary bankruptcy. The Wages Attachment Act,
1895, prevents wages below £2 a week from being hypothecated
for debt. It does not interfere with any workman being sued for
debt in the ordinary course, but prevents a particular creditor
from stepping in before others and seizing wages in advance before
they are earned. The wages or earnings of coal miners are
specially safeguarded in the Coal Mines Compilation Act, 1905,
and all conditions of other miners in the Mining Acts Compilation
Act, 1905, and the amending Acts of 1905 and 1906. No wages
or payments of any kind may be made to workers in a public
house or other premises licensed for the sale of alcoholic liquors ;
penalties are provided under the Licensing Act, 1881, for any such
payment.

"The Kauri-gum Industry' Act, 1898 (with its amending Acts
of 1899, 1902, and 1903), regulates the conditions under which the
fossil gum of the giant kauri-pine is dug and disposed of for sale.
It specifies the different classes of settlers who may obtain licences
for digging gum, the varieties of licences to dig and sell gum,
and the particular lands on which the right to dig gum may be
exercised.

"The Shearers' Accommodation Act, 1898, entails on Inspectors
of Factories the duty of inspecting shearing sheds on farms, runs,
and stations all over the Colony. Proper sleeping and other
accommodation has to be provided for shearers — the most nomadic
of workmen. If no provision is made, or if the accommodation
is insufficient, formal notice has to be served on the owner or
occupier in regard to improvements to be effected, and if the
notice is disregarded or not fully complied with the offender can
be brought before a magistrate and fined.

" The licences of registry offices for domestic or farm servants
are regulated by the Servants' Registry Offices Act, 1895. This
Act prevents friendless or uneducated persons from becoming the
prey of unscrupulous persons. Applicants for licences as registry
office keepers have to pay a fee to the Government and to present
a certificate of good character. Proper ledgers and books, open
to inspection, must be provided. Registry office keepers are not
allowed to keep lodging-houses for servants or have any interest
in such houses.

" The Shipping and Seamen Act, 1903 (with amending Act
■of 1905), contains all the existing legal provisions affecting the
protection of life at sea of both sailors and passengers. They
relate to the appointment of pilots, ships' officers and engineers, the
engagement and discharge of sailors, the sanitation, ventilation,
or overloading of vessels, and the number of duly rated hands to
be engaged in proportion to tonnage. They endeavour to prevent
injustice to the sailor as to advance notes or payments in foreign
money, and also specify penalties to be inflicted for desertion,
■disobedience, &c.

"The Inspection of Machinery Act, 1902 (with Amendment
Act, 1903), has, as its name implies, the oversight of all machinery,
whether on land or water. It also provides for proper persons
being in charge of machinery, &c., and for certificates of engineers
and others in charge of engines and boilers.

" The Labour Department Act, 1903, established that Depart-
ment on a statutory basis, although it had been in practical
existence for some years. Its duties are to administer the labour

APPENDIX III. 229

laws, and to furnish information on all industrial matters, while
power is given to certain of its officers to collect statistics with the
authority wherewith a Crown Commissioner is invested.

" The Master and Apprentices Act, 1865, applies mainly to the
indenturing of children to employers, such children being the
offspring of destitute parents. In other respjects the law of
England is held to be the law governing the relations between
master and apprentice in this Colony ; but this is tempered by
awards of the Arbitration Court, which allot the ratio of
apprentices to journeymen engaged. Special sections of the
main Act apply to the punishment of apprentices for absenting
themselves from duty, and to the fine on a master for neglecting
or ill-using his apprentice. The Criminal Code Act, 1893,
sections 150 and 213, also relates to the proper care of apprentices
by their masters.

" Combinations or associations of persons for regulating the
trade relations between masters and masters, or masters and
workmen, or workmen and workmen, are to be found in the
Trade Union Act, 1 878, with its amending Act of 1 896. Practically,
however, these relationships are determined by the Industrial
Conciliation and Arbitration Act, and it is to the latter statute
that attention must be paid if the relation of worker to employer
is to be understood.

"The Conspiracy Law Amendment Act, 1894, permits any
combination of persons in furtherance of a trade dispute, so long
as it is not a combination for riot, sedition or crime. Later
legislation, however, forbids such combination from attempting
to evade or defeat an award of the Arbitration Court, or to
promote a strike or lock-out.

" Holidays for workers in the different trades are regulated
under awards of the Arbitration Court, but by statute are referred
to in the Factories, Shops, and Offices, and other general Acts.
Special enactments relate to the Alcoholic Liquors Sale Control
Act Amendment Act, 1895, the Electoral Act, 1905, the Bank
Holidays Act, 1902, and the Labour Day Act, 1899.

" One of the latest departures in ' advanced legislation ' is the
provision of land and dwellings for labour by means of the
Workers' Dwellings Act, 1905, the Workers' Dwellings Act Amend-
ment Act, 1905, the Amendment Act of 1906, and a section of
the Land for Settlements Consolidation Act, 1900. The excessive
rents which workmen have had to pay in the chief centres of the
Colony needed reform in some protective way, and this method of
attempting to achieve the object has been adopted.

"The GoA'ernment Advances to Workers Act, 1906, enables
a worker, manual or clerical, who is not in receipt of more than
;^200 per annum to borrow from the Government Advances to
Settlers Office a sum not exceeding ;^350 for the purpose of
erecting a dwelling for himself. The loan, with interest at the
rate of five per cent, per annum (subject to a rebate of one-half
per cent, if paid withui fourteen days of due date), is repayable
by seventy-three half-yearly instalments, or the borrower may
from time to time reduce his liability by payment of five pounds,
or a multiple of five pounds.

" The Scaffolding Inspection Act, 1906, provides for the
appointment of inspectors, whose duties are to see that all
scaffolding and gear used in connection therewith is constructed
or rigged in accordance with regulations to be framed for the
purpose. Any person intending to set up scaffolding must in

230 TRADE OF AUSTRALASIA.

writing notify the inspector of such intention, subject to a penalty
for non-compliance not exceeding twenty pounds. The inspector
has power, if necessary, to order the owner or person in charge
of scaffolding or gear to make such alterations to the same as may
be required to render it safe. The penalty for failure to comply
with such direction is a fine not exceeding twenty pounds. There
is a right of appeal to the Minister against the decision of an
inspector."

DEVELOPMENT OF NEW ZEALAND INDUSTRIES.

The following table shows the number of persons employed
in the principal industries for the years ending 31st March 1895
and 1908, respectively, and indicates the progress made since the
Industrial Conciliation and Arbitration Act came into operation
in 1905 :—

1895.

Agricultural-implement making -
Bread and confectionery manufacturing
Butter and cheese manufacturing
Brewing and malting
Boot manufacturing . . -

Brick and pottery making
Cabinet-making and upholstering
Coachbuilding and blacksmithing
Cycle engineering
Dress and millinery making
Engineering and electrical engineering
Flax milling - - - -

Grain and seed dressing and wool
dumping . . . .

Gas manufacturing - - -

Laundry work - - - .

Meat preserving, bacon curing, tanning,

currying, fellmongering, &c.
Plumbing, tinsmithing and gasfitting -
Printing and publishing
Photography - - - -

Paper milling, paper-bag and card-
board-box making
Saddle and harness making
Soap, candle and tallow manufacturing
Sawmilling, joinery work, sash making

and coopering
Tailoring and clothing manufacturing
Woollen milling
Watch and jewellery making

355

835

1,380

3,686

231

1,581

411

915

2.568

3,168

293

1,340

718

2,623

i>739

4,082

149

961

^,5^3

6,182

1,240

4,387

262

3,541

288

226

784

2og

1,519

2,752

5,058

709

2,224

2,289

3,608

148

393

138

275

486

1,126

184

275

2,627

8,824

3.214

7,064

1,039

1,624

214

759

231

APPENDIX IV.

Notes on Sundry Commonwealth Acts affecting"
Trade and Industry.

(Compiled from Official sources.)

The Immigration Restriction Acts, igoi and 1905, prohibit the immigration,
immigration of any persons who are unable to comply with certain
educational conditions. The effect of this Act is to exclude Asiatic
and other coloured peoples from Australia.

The Contract Immigrants Act, 1905, defines a contract immi-
grant as an immigrant to Australia under a contract or agree-
ment to perform manual labour in Australia. The contract must
be in writing and must be made by or on behalf of a resident in
Australia. Its terms must be approved by the Minister of
External Affairs before the admission of the immigrant. It must
not be made in contemplation of, or with a view of affecting an
industrial dispute. The Minister must be satisfied that there
exists a difficulty of obtaining a worker of equal skill and ability
in the Commonwealth, but this last provision does not apply to
contract immigrants who are British subjects either born in the
United Kingdom or descended from persons there born. The
terms of the contract must offer to the immigrant advantages
equal to those of local workers. Domestic servants and personal
attendants accompanying their employers to Australia are excluded
from the operation of the Act. Contract immigrants not comply-
ing with the above conditions are excluded from Australia.

The Excise Act, 1901, regulates excise generally, and deals Excise,
with administration, producers, and dealers, licensing of manufac-
turers and regulation and supervision of factories, payment of duty
and excise control, drawbacks, officers, disputes, prohibitions, and
penalties.

The Customs Act, 1901, regulates the customs, and deals with Customs Regula-
the importation, exportation, and warehousing of goods, the ''°"-
administration and control of the customs, duties and drawbacks,
ships' stores, the coasting trade, agents and officers, forfeitures and
penalties, prosecutions and settlement of cases by the Minister.
This is a machinery Act, and does not impose any duties.

The Commonwealth Conciliation and Arbitration Act, 1904, Conciliation .^nd
provides for the prevention of lock-outs and strikes in relation Arbitration
to industrial disputes. It constitutes a Commonwealth Court of
Conciliation and Arbitration having jurisdiction for the prevention
and settlement of industrial disputes, and for the exercise of the
jurisdiction of the Court by conciliation, with a view to amicable
agreement between employers and employe. In default of such
amicable agreement, the Court is to exercise its jurisdiction by
equitable award. States may refer industrial disputes to the Court,
and the Court may call up cases under review by State industrial
authorities, and may override such authorities. Its awards and
orders are to prevail over theirs, and are to be binding on all parties
to the dispute who appear or are represented before the Court, on

232

TRADE OF AUSTRALASIA.

Sea Carriaf^e cf
Goods.

Secret Coininis-
sions.

Trade Descrip-
tions.

Prevention cf
Dumping.

all parties who have been properly summoned to appear, on all
organisations and persons on whom the award is at any time
declared by the Court to be binding, and on all members of organisa-
tions bound by the award. The organisation of representative
bodies of employers and employes, and their submission of
industrial disputes to the Court is facilitated and encouraged, such
organisations being registered, and preference being given to their
members where other things are equal. Provision is made for
the enforcement of orders and awards, and for their registration
in the principal registry and in the district registry, which may
be inspected by any person on payment of a fee of sixpence.

The Sea Carriage of Goods Act, 1904, to come into operation
on ist January 1905, declares to be null and void all clauses in
bills of lading which relieve ship masters and owners from liability
for loss or damage caused through negligence in loading or
carelessness in stowage and custody of goods ; or which lessen
or destroy the obligations of shipowners to properly man the ship,
make and keep her seaworthy, and make and keep all parts of
the ship where goods are carried fit and safe for their reception
and preservation ; or which lessen or destroy the masters' and
agents' obligations to carefully handle and stow, and to preserve
and properly deliver, all goods. Clauses thus declared illegal
are not in future to be inserted in bills of lading. In bills of
lading, a clause that the ship is seaworthy and properly manned
and equipped is to be implied ; as also a clause whereby, if the
ship is seaworthy and properly manned and equipped at the
beginning of the voyage, owners and masters are not responsible
for damage resulting from errors in navigation, perils of the sea,
acts of God or the King's enemies, inherent defect of the goods, or
their faulty packing, or their seizure under legal process, or for
omission of owner of goods or agent, or saving or attempting to
save life or property at sea.

The Secret Commissions Act, 1905, applies to trade and com-
merce with other countries and among the States, and to agencies
and contracts with the Commonwealth or any department or
officer thereof. Under very heavy penalties, the following offences
are defined : — Accepting by, or offering to, an agent, secret gifts
as inducement or reward ; giving an agent, or, being an agent,
receiving and using, false documents or accounts, with intent to
deceive the principal ; being an agent, secretly buying from or
selling to himself. Aiding and abetting offences under the Act,
are declared to be punishable as the offence itself. The principal
may recover the amount of secret gift.

The Commerce (Trade Descriptions) Act, 1905, relates to com-
merce with other countries, and is incorporated with the Customs
Act, 1901. Customs officers may enter any ship, wharf, or other
place, and inspect imports and exports, and take samples of them,
for the purposes of the Act. Imports and exports of articles used
for food or drink, or in the preparation thereof ; medicines, manures,
apparel (including boots and shoes), jewellery, and seeds and
plants, not bearing the prescribed trade description, may be
prohibited under the regulations. Importation and exportation
of falsely- marked goods are forbidden.

The Australian Industries Preservation Act, igo6, deals with the
repression of monopolies and the prevention of " dumping."
Monopolies are defined as combinations existing with intent to

APPENDIX IV. 233

restrain trade or commerce to the detriment of the public, or with
intent to destroy or injure by means of unfair competition any
Australian industry. The penalty is a fine of £s^o. Unfair
competition is deemed to be competition that would probably, or
does in fact, result in an inadequate remuneration for labour in
the Australian industry, or in creating substantial disorganisation
by throwing workers out of employment, also the giving of
rewards, rebates, refunds, discounts, upon condition of dealing
with certain corporations. In determining whether competitio>i is
unfair, regard shall be had to the management, processes, plant,
and macliinery employed in the Australian industry affected by
the competition being reasonably eflicient and up-to-date. Any
person or coqjoration who monopolises, or attempts to monopolise,
or combines or conspires with any other person to monopolise any
part of the trade with other countries or among the States with
intent to control to the detriment of the public the supply or price
of any service, merchandise or commodity, is guilty of an offence
for which a penalty of ;^500 may be exacted. With regard to
"dumping," if the Comptroller-General of Customs is of opinion
that imported goods have been purchased abroad at prices greatly,
below their ordinary cost of production, and for the purpose of
destroying or injuring any Australian industry, he shall certify to
the Minister accordingly, giving full particulars. On receipt of
the certificate, the Minister may, by order in writing, refer to a
Judge of the High Court the investigation and determination of
the question whether the goods are being imported with the intent
alleged, and if so whether the importation of the goods should be
prohibited either absolutely or subject to any specified conditions,
restrictions, or limitations. The determination of the Judge is to
be final and without appeal. In all cases of prohibition the
determination of the Judge must be laid before Parliament within
seven days after publication in the Gazette.

The first case under this Act was heard a few months ago at
Melbourne, when a local shipping firm was indicted for refusing
to answer certain questions bearing on the existence of an alleged
shipping ring. A fine of £^ was imposed.

APPENDIX V.

Patents, Copyrights, Trade Marks, and Designs, in
the Commonwealth.

(Extract jrom the Commonwealth Year Book, 1907.)

Prior to the establishment of Federation, and for a few years Devolution of
thereafter, each Australian State possessed independent jurisdiction /he'common^''*"*
in respect of patents, copyrights, trade marks, and designs, and wealth,
had in nearly all cases enacted its own laws governing them.
Any person, therefore, who desired to protect a patent, copyright,
trade mark, or design had necessarily to incur the trouble and
expense of making six separate applications — one in each State.

234

TRADE OF AUSTRALASIA.

The Commonwealth Constitution Act conferred upon the Federal
Parliament power to legislate respecting these matters.

The State x\cts, though in general based upon the Imperial
Statutes dealing with these subjects, were not wholly governed by
them. The Commonwealth Acts, both in regard to principle and
practice, have the same general foundation, but in some respects
have been modified and brought into line with the totality of
Australian experience.

Applications for
Patents.

Term for which
Granted.

Opposition to
Grant of Patent.

PATENTS.

The first Commonwealth Patents y\ct was passed in 1903, and
was amended in igo6. Under these Acts, which are administered
by a " Commissioner of Patents," the power of the States to grant
patents was abolished, and their functions in that respect were
transferred to the Commonwealth. A single Commonwealth
patent now gives throughout the Commonwealth that protection
which formerly could only be obtained by procuring a patent in
each State. The rights of State patentees are in all cases reserved
to them. A holder of a State patent in force may obtain, for a
period not exceeding the unexpired time thereof, a Commonwealth
patent for the invention comprised in the State patent. Any
State may, however, be excepted from the patent if the Commis-
sioner of Patents is satisfied that the invention either (a) is not
novel, (6) has been made the subject of a pending application, or

(c) has been published in such State. Comparatively small fees,
totalling ^8, are now sufficient to obtain for an inventor protection
throughout the Commonwealth, and the only renewal fee (£^) is
payable before the expiration of the seventh year of the patent.

Any of the following persons may make application for a
patent : — (a) The actual inventor. (6) His assignee, agent,
attorney, or nominee, (c) The actual inventor or his nominee
jointly with the assignee of a part interest in the invention.

(d) The legal representative of a deceased actual inventor or of his
assignee, (e) Any person to whom the invention has been com-
municated by the actual inventor, his legal representative or
assignee (if the actual inventor, his legal representative or assignee
is not resident in the Commonwealth). An application for a patent
must be for one invention only, and must be made in the form
prescribed, and lodged by being left at or sent by post to the
Patent Office at Melbourne. It must be accompanied by either
a provisional or a complete specification. The application must
contain a declaration in the prescribed form setting out the facts
relied on to support the application, and must be signed by the
applicant and attested by a witness.

The term for the duration of every patent is limited to fourteen
years from the date of application. A patent ceases if the patentee
fails to pay the renewal fee within the prescribed time. If in any
case, however, by accident, mistake, or inadvertence a patentee
fails to pay the renewal fee within the prescribed time, he may,
on application to the Commissioner and on payment of the pre-
scribed fees, obtain an extension of the time for not more than
one year.

Within three months of the advertisement of the acceptance of
a complete specification any person may give notice at the Patent
Office of opposition to the grant on any of the following grounds : —
(a) That the applicant has obtained the invention from the

APPENDIX V. 235

opponent, (b) That the invention has not been communicated to
the applicant by the actual inventor (if the actual inventor is not
resident within the Commonwealth), (c) That the invention has
already been patented in the Commonwealth, (d) That tlie
complete specification describes an invention other than that
described in the provisional specification, and that the opponent
has applied for a patent for such other invention in the interval
between the leaving of the provisional and complete specifications.
(e) Want of novelty, (f) Prior publication.

The case is heard and decided by the Commissioner, from
whose decisiofi an appeal lies to the High Court or the Supreme
Court.

An important feature of the Patents Act of 1903 was that Addition,!
special provisions were made for granting patents to a patentee in Amendments
respect of any improvement on his invention. Such patents are
called " additional patents," and are granted for the unexpired
term of the original patent, the amount of the fee for an additional
patent being half that for an ordinary patent.

Amendments to specifications by way of disclaimer, correction,
or explanation may be allowed on request to the Commissioner,
provided that the specification, if amended as requested, does not
claim an invention substantially larger than or different from the
original invention. Any person may oppose an amendment on
giving notice of opposition at the Patent Office.

Revocation of a patent may be obtained by petition to the Revocations of
High Court or the Supreme Court of a State. A petition must be puisory Licences,
presented by either (a) the Attorney-General or person authorised
by him, (b) any person alleging that he was the actual inventor or
that the patent was obtained from him by fraud, or (c) by any
person alleging that he had publicly used, made, or sold within
the Commonwealth before the date of the patent anything claimed
by the patentee as his invention.

A compulsory licence to work a patent in the Commonwealth,
or a petition for revocation of a patent, may be granted upon
proof by any person interested that the reasonable requirements of
the public with respect to the invention have not been satisfied.
The Act also contains provisions regarding the remedies for
infringement of patents.

The Patents Act of 1903 contained provisions under which the International
international arrangements for the protection of patents contained p^tems °" "^
in the Imperial Acts could be made applicable to the Common-
wealth by order of the King - in - Council. The necessary
proclamation was issued by the Imperial Government as regards
England and Australia on the ist February, 1907, and as regards
all other countries in the International Convention on the
5th August, 1907. British and foreign inventors are now, therefore,
if they apply in Australia within twelve months of their original
application, entitled to receive a patent for their inventions in
priority to other applicants, and such patent has the same date as
the date of the application abroad. Corresponding arrangements
have also been made by the Commonwealth and New Zealand.

Prior to the establishment of Federation the copyright legis-
lation enacted by all the States except Tasmania was based upon
and closely followed the English law of copyright, differing,

236

TRADE OF AUSTRALASIA.

Principal Fea-
ture.

Registration.

however, in some cases therefrom as to the periods for which a
copyright was granted. Only local publications were affected by
it. A Colonial law did not affect the rights of authors and artists
where copyrights were acquired outside the Colony. The Imperial
statutes governed copyright in those Colonies which had not
passed a local copyright law.

The first Commonwealth Act was passed in 1905. It follows
English legislation even more closely than the State Acts. It
deals with literary, musical, dramatic, and artistic copyrights and
applies only to Australian publications. It may be applied to
foreign publications by registration of them under it.

The principal feature of the Australian Act is that it provides
the same term of copyright and performing right for all publica-
tions under the above heads, namely, the life of the author and
seven years thereafter, or forty-two years from publication, which-
ever be the longer. Every book published in Australia for which
copyright is claimed must be printed from type set up or from
plates or negatives made in Australia. With respect to lectures, it
is provided that the author shall be the first owner of the lecturing
right, and that he may prevent publication of a report of the
lecture by giving notice at the beginning of the lecture, or by
a conspicuous written notice on the entrance door or in the lecture
room stating that reporting is prohibited. The author of an
article first published in a periodical to which it was contributed
for valuable consideration retains the copyright in the article, but
may not republish it until one year after the end of the year in
which it was first published. The owner of the copyright in a
book may be compelled to translate it, or to permit translation, if
it be not translated within ten years of publication. The person
ordering a photograph for which consideration is paid is the
owner of the copyright in it.

Registration is a necessary preliminary to an action for
infringement, but copyright exists independently of registration.
The Commissioner of Patents has been appointed " Registrar of
Copyrights."

Proceedings for the rectification of the register may be taken
before the Supreme Court of any State.

In the matters of copyright the Commonwealth possesses the
privileges conferred upon each signatory of the Berne Convention.

Essential Par-
ticulars of Trade
Marks.

TRADE MARKS.

The remarks made concerning the unification of the patent
system of the Commonwealth apply equally to trade marks.
Under the Trade Marks Act, 1905, which came into force on the
2nd July 1906, the Commissioner of Patents is appointed to act
also as " Registrar of Trade Marks." There are two trade marks,
viz., the "Workers' Trade Mark" and the "Commonwealth
Trade Mark," which call for the special references to be found
in the section herein dealing with " Industrial Legislation," see
p. 70.

A registrable trade mark must consist of essential particulars
with or without additional matter. The essential particulars must
be one or more of the following : — (a) A name or trading style of
a person printed, impressed, or woven, in some particular and
distinctive manner ; (Sj a written signature of the person applying

APPENDIX V. 237

for registration thereof or of some predecessor in his business ;

(d) one or more invented words; (e) a word or words having no
reference to the character or quality of the goods, and not being
a geographical name used or likely to be understood in a geo-
graphical sense. The additional matter which may be added must
be either (a) any letters, words, or figures ; or (b) any combination
of letters, words, or figures or any of them.

State registrations cease to be in force at the expiration of state Regisira-
fourteen years from the date of the Commonwealth Act, if the "''"*
registration has not previously expired. Commonwealth regis-
tration of a State-registered mark may be effected, and the fact of
its registration in a State prior to the coming into force of the
Commonwealth Act, may entitle the registered proprietor in the
State to Commonwealth registration, notwithstanding the exist-
ence of defects which might be ground for refusal of an original
application for Commonwealth registration.

The registration of a trade mark is for a period of fourteen Duration of
years, but may be renewed from time to time. International and Registration and
intercolonial arrangements for the protection of trade marks may sions.
be made in a manner similar to that provided for the protection
of patents. Registration may be opposed by any person lodging
a notice of opposition at the Trade Marks Office within three
months after the advertisement of the application. During the
year 1906 there were 3,373 applications for registration of marks
received at the Trade Marks Office. The total fees received
amounted to £"3,476.

DESIGNS.

The Designs Act of 1906 came into operation on the ist
January, 1907. Under this Act a Commonwealth Designs Office
has been established and the Commissioner of Patents appointed
" Registrar of Designs."

Any new and original design which has not been published Registration,
in Australia before the lodging of an application for its regis-
tration may be registered in respect of all or any of the articles
enumerated in the classification contained in the regulations,
which comprise jewellery, paperhangings, carpets, floor-cloths,
lace, hosiery, millinery, wearing apparel, textile fabrics, book-
binding, and articles composed wholly or chiefly of a variety of
solid substances. After an application for the registration of a
design has been lodged the design may be published and used
without prejudice to the validity of the registration.

The registration takes effect as from the date of the lodging Duration of Copy-
of the application, and, subject to the provisions of the Act, "^^' '" designs,
remains in force for a period of five years from that date. The
owner of a registered design must, within two years after regis-
tration, use the design in Australia, and if he fails to do so the
copyright ceases. If, however, such design is used in any
manufacture abroad the above period is limited to six months.

The Act also contains provisions regarding the remedies for General,
infringement of designs, the rectification of the register, and for
making arrangements for the international and intercolonial
protection of copyright in designs.

238

TRADE OF AUSTRALASIA.

APPENDIX VI.

WAGES AND COST OF LIVING IN AUSTRALASIA.

Approximate Averag-e Wages paid in Australia
in 1907.

(JThis List, which is reprinted from " Australia To-day,''' shcus the
actual wages paid in Victoria, hut, with slight variations,
indicates the minimum wages prevailing throughout the
Commonwealth.)

Trades for which Special Wages Boards are appointed : —

Class of Trade. Minimum Wage.

Aerated water
Artificial manure
Bedsteads and fenders
Bookbinding - - -

Boot " -

Brassworkers -

Bread . . . .

Breweries

Brick . - . .

Brushes and brooms -

Butchers - - . .

Cigar - - - -

Clothing ...

>)
Confectionery - - -

)j
Coopers
Dresses, mantles, &c.

)> >>

Engraving - - - -

Fellmongers ...
Furniture (European workers)
,, (Chinese)
(bedding)

>) >> " "

„ (wire mattress)

)> )>

„ (wood mantelpieces, &c.)
Iron moulders -
Jams, pickles, and sauces

>) )> ))

Jewellery - - . -

))
Leather goods

)) )) "

Malting . . . .

Millet brooms -
Ovens, stoves, &c. -

39s. 2d. for males.

39s- 3d-

44s. id.

57s. gd.

1 8s. 3d. for females.

47s. 7d. for males.

2is. 2d. for females.

5 IS. 4d. for males.

53s- 3d.
48s. od.
45s. 8d.

50s
49s
45s
33s
54s
22s,

od.
7d.
7d.
4d.
id.
4d.

for females.

for males.

for females.
50s. 7d. for males.
17s. od. for females.
56s. 6d. for males.
47s. 4d.

2 IS. 4d. for females.
65s. 5d. for males.
38s. lod. „
52s. I id. „
51S. 7d.

48s. 3d.
21S. 9d.
51S. 5d.
32s. od.

for females.

for males.

for females.
53s. 5d. for males.
50S. od. „
36s. 2d.

15s. lod. for females.
60s. I id. for males.
38s. 2d. for females.
47s. 5d. for males,
igs. gd. for females.
48s. id. for males.
46s. od. „
45s. 6d.

APPENDIX VI.

239

Class of Trade.

Pastry - - - - -

Plate glass . - - -

Pottery . . - -

Printing . - - -

Saddlery . - - -

Shirt ... -

>» '
Stone cutters

Tanning . . . -

Tinsmiths - - - -

Underclothing

Wicker . . - -

Wood workers
Woollen trade
i» )>

Trades for wliich Special Wages
appointed : —

Class of Trade.

Agricultural implements
Ammunition and safety fuse

>> )) )>

Artificial flowers ....

Asbestos ------

Bacon . . - .

Bags (gunny)

>> >>

Bark mills - . . - .

Bellows making

Biscuits

>>
Blinds (Venetian, &c.)
Butter and milk Pasteurising
Candles ------

Cardboard boxes

Carpets, curtains, cushions -
Carriages, waggons, and drays -
Cement - - . -

ChalTcutting and compressed fodder -
Chemicals - . - -

>>
Cork cutting

Corsets

Cutlery - . . .

Cycles

Distillers . - - -
Dye works

Electric light batteries, &c.
Electro-plating watches, &c.

Eucalyptus oil

Farriers . . . .

Firewood ------

Minimum Wage.

- 54s. 2d. for males.

- 48s. 4d.

- 45s- itl.

- 59s- 9d.

- 50s. id. „

- 54s- 7d-

19s. I id. for females.

- 51s. 8d. for males.

- 42s. od. „

- 45s. 7d.

- 41S. lod. „

- 19s. 8d. for females.

- 48s. I id. for males.

- 50S. I id.

- 39s. 8d.

- 20S. I id. for females.

Boards had not been

Wages for Operatives
over 21 Years.

lod. for males.

lod.

8d. for females.

od. for males.

od. for females.

id. for males.

id.

lid.

8d. for females.

od. for males.

6d.
38s. lid. „
15s. 6d. for females.
41s. id. for males.
36s. 7d.
35s. 8d.

41s.

53s-
16s.
30s.
15s.

35s.
44s,
25s,
17s

37s
38s

43S'

17s.

20S.
44s,
4OS

34s.
42s

5d.

id. for females,
iid. „
2d. for males.

7d-

lod. „

4d.
17s. 2d. for females.
38s. gd. for males.
22s. 3d. for females.
50S. lid. for males.
39s. od.
48s. 4d.
38s. 7d.
16s. 2d.

47s.
41s.
40s.
42s.
35s

9d.

iid,

od.

id.

lod

for females,
for males.

240

TRADE OF AUSTRALASIA.

Class of Trade.

Flock mills - - - -

Florists - - - -

Flour mills

Furriers . . - -

)i
General engineering
Glass bottles - - - -
Grocers' sundries, maizena, spices, &c.

,j )> >> >'
Hair carding
Hats

Heel lifts and boot laces -
Hosiery . . . -
Ink

Laundries (Chinese)
,, (European)

)) i»

Lead and shot works . - - •
Leather belt (machine)
Lenses (glass) . - - - •
Marine stores
Matches and fire kiadlers -

)) '» >> "

Mats, rugs, &c. - - - -
Metallurgical works

Millinery

Modelling - - - -

Nails

Organs and musical instruments -

Paints and varnish -

Paper bags - - - -

ji
Paper patterns

)> " " "

Photography

Picture frames - - - -
Plumbers - - - -

Pneumatic tyres and rubber goods

j» )i )) "

Preserving meats -
Refrigerating and ice
Rope, twine, &c.

)> "

Sausage skins - - - -

Signwriting - - - ■

Skin packing . - - -
Soap and soda - - -

Starch

Stationery

Stone crushing by machinery

Sugar refining

Tea packing . - - -

Wages for Operatives
over 21 Years.

42s. 8d. for males.
1 6s. od. for females.
25s. 4d. „

45s. 3d. for males.
45s. lod. ,,
22s. 5d. for females.

5d. for males.

8d.

47s.

43s-
40s.
15s.
37s.

id.
I id.
I id.

58s. gd.
19s. lod

for females.
for males.

>)
. for females,
for males,
for females,
for males.

47s. 6d.

19s. 5d.

41S. 3d.

25s. 4d. „

37s. 4d. „

i8s. I id. for females.

42s. 4d. for males.

42s.
47s.
29s.
35s.

8d.
9d.

3d-
5d.

i6s. I id. for females.
2 IS. 7d. for males.

35S. 5d. „

2 IS. 4d. for females.

47s. 8d. for males.

6d.

od.

2d. ,,

8d.

I id. for females.

2d. for males.

I id. for females,
for males.

41S.

53s-
40s.

33s.
14s.
50s
25s,
44s,
39s
45s
34s
17s

I id.

yd.

2d.

8d.

6d. for females.
44s. 7d. for males.
45s. 9d.
36s. 6d. ,,

14s. 7d. for females.
40S. 5d. for males.

od.

Id.

id.

lod. „
15s. 3d. for females.
49s. 4d. for males.
15s. I id. for females.
43s. 8d. for males.
44s. 5d. „

32s. 9d.

65s.
38s.
36s.
33s-

APPENDIX VI. 241

Wages for Operatives
Class of Trade. over 21 Years.

Tea packing - - - - i8s. 6d. for females.

Tents, nets, and flags .... ^^s. lod. for males.

„ „ ... 20s. 6d. for females.

Ties 17s. 3d. „

Tinsmiths (food tins) - - - 35s. lod. for males.

„ ,, 14s. yd. for females.

Tobacco and cigarettes - - - 41s. 6d. for males.

„ „ .... 24s. yd. for females.

Toys - - - - - 31S. yd. for males.

„ IIS. 4d. for females.

Umbrellas ..... 44s. gd. for males.

„ 19s. lod. for females.

Vinegar ..... ^gs. lod. for males.

Waterproof clothing 43s. 4d. „

„ ,, ... 20s. od. for females.

Wire works 38s. 3d. for males.

Wood patterns .... ^^g. g(]_ ^^

Average Wages paid in Wellington, New Zealand,
duping 1907.

{Compiled from Official Sources.)

I. — Agricultural Labour.
Farm labourers :

With board, per week - - - 20s. to 25s.

Without board, per day ....
Ploughmen :

With board, per week ... 25s. to 30s.

Without board, per day ....
Harvesters :

With board, per week - - - 25s. to 30s.

Without board, per day - - - - is. to is. 3d. p. hr.
Men cooks on farms, with board, per week - 20s. to 30s.
Female farm servants, with board, per week - 15s. to 25s.

II. — Pastoral Labour.

Shepherds, with board, per annum - - /"Go to £80.

Stock- keepers, with board, per annum - £6^ to ;^8o.

Station labourers :

With board, per week - - - 20s. to 25s.

Without board, per day ....

Shearers, with board, per 100 sheep shorn - lys. 6d. to 22s. 6d.

Men cooks on stations, with board, per week - 25s. to 30s.

III. — Artisan Labour (per day, without board).

Masons ..... 12s.

Plasterers 12s. to 14s.

Bricklayers - - - - - 12s. to 12s. 8d.

Carpenters - - - - - - - los. to 12s.

Smiths- ..... los.

Shipwrights lis. 8d.

Plumbers ..... los. to 12s.

Painters ------- gs. 4d. to los.

Saddlers - - - - - 8s. to ids.

242

TRADE OF AUSTRALASIA.

Shoemakers

Coopers .....

Watchmakers - ' -

Wheelwrights . - - - -

IV. — Servants.

Married couples without family, with board,

per annum

Married couples with family, with board, per

annum .....

Grooms, with board, per week
Gardeners :

With board, per week

Without board, per day ....
Cooks, with board, per week -
Laundresses, with board, per week
General house-servants, with board, per week
Housemaids, with board, per week
Nursemaids, with board, per week
Needlewomen :

With board, per week

Without board, per day (lunch always
provided) . - • - -

V. — Miscellaneous.

General labourers, without board, per day
Stonebreakers, without board, per cubic yard
Seamen, with board, per month

Miners, without board, per day ...

Engine-drivers, without board, per day

Tailors, ,, „

Tailoresses, „ per week

Dressmakers, „ ,,

Milliners, „ „

Machinists, „ „

Storekeepers, „ „

Storekeepers' assistants, „ „

Drapers' assistants, „ „

Grocers' assistants, „ „

Butchers, „ „

Bakers, „ „

Storemen, „ ,,

Compositors, „ „

Sawmill hands, „ „

Flaxmill hands, „ „

8s. to I OS.

lOS. to IIS.
I OS. to I2S.

los. to IIS. 8d.

£75 to ^100.

^■75 to iTgo.
20s. to 30S.

20s. to 25s.

ys. to gs.

20S. to 30S.

17s. 6d. to 25s.

I2S. to 15s.

i2s. 6d. to 17s. 6d.

7s. 6d. to i2S.

15s. to 20S.

4s. to 5$.

7s. to gs.
3s. 6d.

£6 I OS. to £7.
9s. 4d. to los.

I OS.

9s. to IIS.

25s. to 40S.
20S. to 40s.
25s. to 35s.
20S. to 30s.
40s. to 60s.

to 50s.

to 60s,

to 60s.

to 50s.

to 60s.

30S.
30s.

30s.

45s-
45s.
45s-
45s.
54s-
54s.

Approximate Average Prices of Foodstuffs and
Domestic Supplies in Australia in 1907.

Bread, per 2-lb. loaf
Butter, factory, per lb.
Jam, first grade, per tin
Flour, 25 lbs.
Oatmeal, 7 lbs.
Eggs, per dozen
Tea, average per lb.
Coffee, first grade, per lb.
Sugar, per lb.
Bacon, per lb.

2^d.
IS. 2d.
3id.

2S. 3d.

IS. 2d.
9id.
IS. 3d.
IS. 8d.
2id.
iid.

APPENDIX VI. 243

Soap, first grade, per lb. - - - - - 8d.

Sago, per lb. - - - - - - - 3^<i-

Candles, per lb. - - - - - - ^id.

Milk, per quart - - - - • ■ ^d.

Coal, per 5 cwts. - - - - - - 6s.

Beef, rump steak, per lb. - - - - - 8d.

Corned beef, round, per lb. .... ^Jd.

Mutton, hindquarter, per lb. - - - - - 4d.

Pork, per lb. ------ 6d.

Sausages, beef, per lb. ..... ^d.

Tripe, per lb. ----- - 4id.

Potatoes, per 14 lbs. - - - - - - is. 2d.

Onions, per lb. - - - - - - lid.

Averag-e Retail Prices of Foodstuffs and Domestic

Supplies in Welling-ton, New Zealand, during 1907.

{Compiled from Officiai

I Statistics.)

Flour, per bag of 50 lbs. -

6s. 6d. to 7s. 6d.

Bread, per 4 lb. loaf

7d. to 8d.

Butchers' meat :

Beef, per lb.

5d. to 6d.

Mutton, per lb.

•

4d. to 5|d.

Veal, per lb. ....

4^d. to 6d.

Pork, per lb. -

6d. to yd.

Lamb, per lb. - - - -

6d. to 8d.

Butter:

Factory-made, per lb.

IS. to IS. 2d.

Fresh, dairy-made, per lb. -

lod.

Salt ... -

8d. to lod.

Cheese :

Colonial, per lb. -

8d. to gd.

Imported, per lb.

23.

Milk, per quart ....

3d. to 4d.

Geese, per pair -

7s. to IDS.

Ducks, per pair ... -

5s. to 6s.

Fowls, per pair -

2S. 6d. to 5s.

Turkeys, per head . - - -

5$. to IDS.

Bacon, per lb. -

yd. to lod.

Ham, per lb.

8^d. to lid.

Eggs, per dozen

IS. to IS. 3d.

Potatoes, retail, per cwt. -

lOS. to I2S.

Onions, per lb. -

id. to 2d.

Carrots, per dozen bunches

IS. to 2S.

Turnips, per dozen bunches

IS. to 2S.

Cabbages, per dozen

2S. to 3s.

Tea, per lb. -

IS. 6d. to 2S.

Coffee, per lb.

IS. 6d. to IS. lod.

Sugar, per lb. -

2d. to 2id.

Rice, per lb.

2d. to 3d.

Salt, per lb. -

Id.

Soap, per cwt. . . . .

17s. 6d. to £1 7s.

Candles, per lb. -

6id. to 8d.

Tobacco, per lb. - - - -

5s. to 6s.

Coal, per ton

■

£1 1 6s. to £2 5s.

244 TRADE OF AUSTRALASIA.

APPENDIX VII.

Notes on the Tariflfs of Australia and New Zealand.

THE AUSTRALIAN TARIFF.

Indices and Indices and explanatory notes relating to the following items

^°^^^- of trade may be consulted at the offices of the Manufacturers'

Association of Great Britain, Queen Anne's Chambers, West-
minster : —

Tools of trade for artisans and mechanics, and tools in
general use which may be admitted free under a Customs'
byelaw.

Machines, machine tools and parts thereof as enumerated
which may be admitted free of duty under a Customs'
byelaw.

Minor articles for the manufacture of goods within the
Commonwealth which may be admitted free of duty under a
Customs' byelaw.

Definitions of items i6o, 162, and 176, including motive-
power machinery and appliances, machines and machinery,
n.e.i., and mining-machinery, &c.

Any article, not otherwise dutiable, composed of a com-
bination of other articles, some of which are dutiable when
imported separately, and of others free of duty when imported
separately, are dealt with as follows : —

(a) When the value of the dutiable portion exceeds the

value of the free portion, duty shall be charged
upon the whole article at the same rate as would be
chargeable on that portion of the dutiable portion
which, if imported separately, would be liable to the
highest rate of duty.

(b) When the value of the free portion exceeds the value of

the dutiable portion of such article, the whole article
shall be admitted free of duty.

Complete copies of the Tariff may be obtained from the
Manufacturers' Association.

Requirements of The following requirements of the Australian Commonwealth

Customs Depart- Cystoj^g Department should be carefully noted by manufacturers
and exporters : —

" The Preferential Tariff on goods the produce or manufacture
of the United Kingdom shall not be recognised as applying to
any goods imported, unless on importation into the Common-
wealth and entry of the goods, the importer shall produce to the
proper officer of Customs at the option of the latter —

" (i) A certificate by the suppliers or manufacturers, as the case
may be, on the form hereunder set out and marked " A " ;
and or

APPENDIX VIL 245

" (2) Such other or further evidence as the Officer of Customs
may require, proving that the goods are the bond fide
produce or manufacture of the United Kingdom ; or
" (3) A duly attested statutory declaration that the goods
described in the invoice of the goods shown in entry
presented are the produce or manufacture of the United
Kingdom ; or
" (4) A certificate to the same effect under the Seal of a British
Chamber of Commerce or the Manufacturers' Association
of Great Britain.
" The certificate hereunder set out marked " A " or the certificate
mentioned on para. 4 shall be written, printed, or stamped on the
invoice, or attached thereto.

" If the certificate is not written, printed, or stamped on the
invoice, such particulars of the goods must be shown on such
certificate as will satisfy the Officer of Customs that the certificate
and invoice refer to the same goods.

" If a statutory declaration (as in para. 3) is furnished, it shall
be attached to the invoice."

" Postal Packages.

" In the case of postal packages not exceeding ;^io in value, if
the contents of such packages are not merchandise for sale, a
certificate in the form hereunder set out and marked " B " will be
accepted if signed in the presence of a postal oSicerof the British
Post Office at which the package is posted."

FORM "A."

Form of Certificate to be produced with Entry and Certificates of
Invoices of any Imported Goods claimed to be Entered "^'°'

UNDER THE PREFERENTIAL TaRIFF .\S BEING THE PRODUCE

OR Manufacture of the United Kingdom.
I^ (manufacturer^

(the supplier)
of the articles included in this invoice, have the means of
knowing, and do hereby certify that the said invoice from myself
to and amounting to

is true and correct ; and that all the articles included in the
said invoice are bond fide the produce or manufacture of the
United Kingdom, and that a substantial portion of the labour
of that country has entered into the production of every manu-
factured article included in the said invoice to the extent in
each article of not less than one-fourth of the value of every such
article in its present condition ready for export to the Common-
wealth of Australia.

Signature —
Witness —
Dated at this day of

190 .

When this certificate is signed by some person on behalf of a
manufacturer or supplier, such person must state that he is duly
authorised to do so.

246 TRADE OF AUSTRALASIA.

FORM "B."

Certificates to be Indorsed on Postal Packages not
Exceeding ;^io in Value, the Contents of which are
not Merchandise for Sale.

The contents of this package are not merchandise for sale, and
every article herein to the extent of at least one-fourth of its
present value is bond fide the produce or manufacture of the
United Kingdom.

Dated at igo .

Sender.
In the presence of Postal Officer,

DutyonAdver- I. British manufacturers should take particular note of the

Using Matter. Australian Commonwealth Customs regulations regarding the

transmission of advertising matter. The following is an official

explanation : —

Tariff Item 356 (A). Paper: Manufactures of, framed
(including the weight of the frame — or unframed having
advertisements thereon, including price-lists n.e.i., trade
catalogues n.e.i., show cards n.e.i., and all printed, photo-
graphed, or lithographed matter, pictures n.e.i., and posters
of all kinds, used or intended to be used for advertising
purposes ; also all printed bags and cartoons ; calendars and
almanacs n.e.i.)

is dutiable at 6d. per lb., or 35 per cent. ad. val., whichever rate
returns the higher duty. It will be found, however, that, with
very rare exceptions, the duty may be properly assessed at the
specific rate of 6d. per lb. on such matter imported through
the post.

2. Under Item 356 (C), Australian directories, guides, and
time-tables are dutiable at 6d. per lb.

3. A special exemption has been made in respect of all printed
matter and photographs the property of any public institution
and intended for deposit or exhibition therein, and these are
admitted free. — Item 356 (B).

4. The rates mentioned in paragraphs i and 2 apply to all the
advertising matter mentioned in these paragraphs introduced
through the post, and even when forwarded in single copies
addressed to individuals, except in cases coming under para-
graph 6.

5. The duty may be paid by any of the methods specified
hereunder : —

(a) The total weight of any one mail may be taken by a
consignor and the duty payable as mentioned in
paragraphs i and 2 may be remitted in one sum to the
Deputy Postmaster-General of the State to which the
advertising matter is addressed.

(6) The duty may be paid on the same basis as in (a) by the
consignor's agents in the Commonwealth.

APPENDIX VII. 247

amount of duty payable on same. These stamps may be
purchased in denominations of id., 3d., and is. from the
Offices of the Commonwealth of Australia, 72, Victoria
Street, London, and must be cancelled before despatch.

(d) If neither of the above methods be followed the duty is

to be collected upon the packets containing the goods
mentioned in paragraphs i and 2, according to the
following scale : —

Duty.

Duty calculated at 6d. per lb.

Id.

Up to and including 3! oz.

2d. -

Over 3I oz. and not exceeding 6} oz.

3d. - -

Over 6} oz. and not exceeding 9 oz.

4d. -

Over 9 oz. and not exceeding 12 oz.

5d. - -

Over 12 oz. and not exceeding 14I oz.

6d. -

Over 14I oz. and not exceeding 16 oz.

6. In cases where the total duty on any one mail addressed by
any one consignor to any one State of the Commonwealth does
not exceed is., the payment of duty is waived.

As it has been found that the Imperial Postal Regulations do
not allow any postal packet to contain any other addressed to a
different person at a different address, the Commonwealth Customs
Department has approved of the following arrangements : —

(a) That the use of Commonwealth Duty stamps issued from

the London Office be limited to packets sent to single
addresses.

(b) That such Duty stamps be not allowed for use in

connection with the despatch of circulars, &c., packed
together.

"Where it is desired to take advantage of the saving on
fractions in duty the amount payable on the total weight of any
one mail addressed to individuals in any one State may be
remitted to the Deputy Postmaster-General of the State concerned,
and a notification that such remittance has been made may be
stamped on each packet.

Notes on the New Zealand Tariff Act, 1907, and the
Preferential and Reciprocal Trade Act, 1903.

The following sections of these Acts should be noted by British
Exporters : —

12. — (2) When any duty has been paid under the authority of
any resolution of the House of Representatives passed on or after
July i6th, 1907, and before the passing of this Act, in excess of
the duty payable under this Act, the Collector may allow a refund
of such excess, if he is satisfied that the goods on which such duty
has been paid are still in the possession of the person who paid
the same.

6. — (i) With respect to all articles mentioned in the Schedule
hereto the full duty under this Act shall be levied, collected and
paid, as if they were not the produce or manufacture of any part
of the British Dominions, imless there is produced to the Collector

248 TRADE OF AUSTRALASIA.

an invoice of the goods having written or printed thereon a
certificate signed by the sender or consignor, in such form as may
be prescribed by the Minister of Customs, stating that the articles
are bond fide the produce or manufacture of some part of the
British Dominions named in the certificate. No such invoice shall
relate to any goods other than those to which the certificate refers.
Note. — It has since been decided that the certificate may be signed by
the Agent, Representative or Attorney, who ships the goods at the
Port of Export.

(2) On the importation of any articles mentioned hereto, the
importer or his agent, in addition to the particulars required by
the principal Act to be given on the entry of dutiable goods, shall
state to the best of his knowledge, information, and belief, the
country of which such goods are the produce or manufacture, and
shall satisfy the Collector, by declaration or otherwise, of the
truth of such statement.

(3) If a Collector has reason to believe that any goods are not
the produce or manufacture of the country stated on such entry, he
may detain them for examination ; and if, after due inquiry, he is
satisfied that such statement was false the goods shall be forfeited
and dealt with as directed by the principal Act in the case of
forfeited goods.

(4) Every importer or agent of an importer who produces any
invoice or certificate, or makes any such statement, knowing the
same to be false in any particular, is liable to a penalty not
exceeding one hundred pounds, or at the option of the Minister of
Customs, to a penalty of treble the value of the goods specified in
such invoice.

(5) In any proceeding arising under this Act the onus of proof
that any goods are the produce or manufacture of any part of the
British dominions shall be on the importer.

(7) The Governor may from time to time, by Order-in-Council
gazetted, make regulations for carrying this Act into effect, and
may impose fines for the breach of any such regulation not
exceeding one hundred pounds, and in particular may prescribe
the classes of goods which shall be deemed, for the purposes of
this Act, to be the produce or manufacture of the British Dominions
or of any specified country.

Regulatiok.

Where such goods are imported in packages, such packages
shall not contain any goods other than those specified in the
invoice, and if any other goods are found in any such package
they shall be forfeited. Note. — Also decided that all goods of
British origin may be invoiced and packed together, whether same
come under the Act or not. Foreign goods, provided they are packed
in separate boxes, may be enclosed in cniter cases which also contain
British goods.

In every case where, pursuant to section eight of the said Act,
the full duty under the said Act is payable on any goods owing to
the non-production to the Collector of an invoice with the pre-
scribed certificate written or printed thereon, and at the time of
importation the importer alleges in writing, and the Collector has
reason to believe, that such goods are bond fide the produce or

APPENDIX VII . 249

manufacture of some part of the British Dominions, and that such
non-production is due to accident, the following provisions shall
apply: —

{a) The amount so paid may be held by the Collector at the
port of importation on deposit pending the production
of an invoice with the prescribed certificate written or
printed thereon.

(6) Such deposit shall be returned to the importer if the invoice,
with certificate as aforesaid, is produced within six
months from the date of payment of the deposit, but
otherwise the same shall be applied as duty payable
under the said Act.

Certificates required under Section 8 of the
Preferential and Reciprocal Trade Act, 1903.

No. I.

Form of Certificate prescribed to be written or printed on Certificates of
Invoices of all Articles, except Tea, for Entry under the ^'''S'"-
Preferential Tariff of New Zealand, when made and signed
by an Individual Exporter personally.

I, [Full name of cxpovtcr], the exporter of the articles included
in this invoice, have the means of knowing, and do hereby certify,
that the said invoice, being from myself to {Nmiie of pavty or
parties to whom articles invoiced], and amounting to \tnsert in
words at length total value of invoice], is true and correct ; that all
the articles included in the said invoice are bond fide the produce
or manufacture of one or more of the following countries, viz.
[Names of countries, being in every case part of the British Dominions] ;
and that a substantial portion of the labour of one or more of such
countries has entered into the production of every manufactured
article included in the said invoice to the extent in each article
of not less than one-fourth of the value of every such article in its
present condition, ready for export to New Zealand.

(Signed)

Dated at , this day of ,

igo .

Note. — Exporters are carefully to observe the above instructions
in italics when making their certificates on invoices.

No. 2.

Form of Certificate prescribed to be written or printed on
Invoices of all Articles, except Tea, for Entry under the
Preferential Tariff of New Zealand, when made and signed
by a Person other than an Individual Exporter.

1, [Full name of person signing certificate], hereby certify that I
am [Insert the words ''partner," ''manager," "chief clerk," or
"principal official," giving rank, as the case may be], of [Natnc and
address of exporter or exporters], the cxporter(s) of the articles
included in this invoice, and that I am duly authorised to make
and sign this certificate on behalf of the said exporter(s).

I have the means of knowing, and 1 do hereby certify, that this
invoice from the said [Name of exporter or exporters] to [Name of

2SO TRADE OF AUSTRALASIA,

party or parties to whom articles invoiced], amounting to [Insert in
words at length total value of invoice], is true and correct ; that all
the articles included in the said invoices are bond fide the produce
or manufacture of one or more of the following countries, viz.
[Names of countries, being in every case part of the British
Dominions] ; and that a substantial portion of the labour of one
or more of such countries has entered into the production of every
manufactured article included in the said invoice to the extent in
each article of not less than one-fourth of the value of every such
article in its present condition ready for export to New Zealand.

(Signed)

Dated at , this day of ,

190 .

Note. — Exporters are carefully to observe the above instructions
in italics when making their certificates on invoices.

Hvery Manufacturing Firm should join the

MANUFACTURERS' ASSOCIATION
OF GREAT BRITAIN.

Chief Offices: Queen Anne's Chambers, AVcstminster.

Telcfilione A'o. 5-154 Wesltniiistcr.

What the Association does for its
Members.

Combines British Manufacturers in mutual interests, to preserve

common rights, improve labour conditions, promote export

trade, and encourage manufacturing industry.

TRANSPORT-

I FCISf ATION - Closely watches all industrial measures under consideration

'■>'-'^l>->i-'^ I l^i-^ ' and represents Manufacturers' views.

INDUSTRIAL

(OVI MISSIONS - Assists Royal and other Government Coraraissions, submitting

VV/ivi.»llOOIv/l^ O * evidence and suggesting witnesses.

I A HOUR- - - Seeks to bring about closer relations between employers

'-''^^^' *-* ^^ " ' and employees.

( '()\1 I^FTITIOIV - Collects information regarding Competition in various Indus-
V^v/.Yi 1 !.< 1 I 1 lV7ii ■ tries, and watches operations of Trusts, Cartels, &c.

TARIFFS - - Carefully watches construction of and alteration to Foreign and

JAlMIlw) - • ColonialTariffs, and makes representations where advisable.

Gives information concerning Railway and Shipping matters,
and watches operations of Railway Organisations and
Shipping Rings.

T \' i^/\ I')'!'' 'rn A TM"" Furnishes information regarding possibilities of Foreign and
J<^}^ P(^)|\^ I 1 KADbi * Colonial Markets; assists in securing Agents, &c. Special

Trade Commissioner has investigated Markets in South
Africa, Australia, New Zealand and Canada.

PIIHI H'A'riONS Members receive the "Magazine of Commerce " monthly, and

I U i^l>lV^n 1 iwno - other publications, including Special Trade Reports.

The Association has no conconi with party politics, and Members incur
no linancial liability beyond the amounts of their subscriptions.

15I-:N. H. morgan, Hon. Secretary.

MEMBERSHIP APPLICATION FORM.

To The Secretary, Manuf.\cturers' Association of Gre.\t Britai.v,

OuEEN Anne's Chambers, Westminster, London, S.W.

-^p- shall be glad if you will enter — - name as a Member of the Manuf.\cturers'

Associ.\TiON at a subscription of jT^ 50 per annum.

Name

Address

Goods Manufactured

Date 190

PRINTED BY EVRE AN'D SPOTTISWOODE, LTD.,
HIS majesty's PRIXTERS,

EAST HARDIXG STREET, LONDON, E.C.

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