The following table shows the total export trade of abaca from the Philippine Islands during the past ten years: Exports of sugar by Manila show a decrease of 656,426 piculs (91,899,640 pounds) for 1897, as compared with 1896. At Cebu, on the contrary, the export trade of sugar increased. Both in the Visayos and Negros islands the production of sugar greatly developed. During the last ten years the quantity of sugar exported from the Philippine Islands has been as follows: The exports of dyewoods from Manila, entirely for China and Japan, amounted in 1897 to 9,167,900 pounds, as compared with 7,838,600 pounds in 1896. The exportation of cigars fell from 194,136,000 in 1896 to 169,465,000 in 1897. The export trade of 1897 was distributed as follows: Of leather for glue, there were exported, in 1897, 112,000 pounds for the United States and Canada, 77,150 pounds for Singapore and India, and 99,450 pounds for China and Japan. GHENT, September 17, 1898. HENRY C. MORRIS, Consul. SHIPBUILDING AT NAGASAKI. There has recently been delivered to the Nippon Yusen Kaisha what is said to be the largest steamship that has ever been launched outside of American or European waters. The vessel is the Hitachi Maru, built to order by the Mitsu Bishi Company in its shipbuilding yards at this port. She was about twelve months in the builders' hands, and before delivery to owners was subjected to survey by an officer sent especially from London. Her class is Lloyds' 100 A1, approved by the shipbuilding encouragement law of the Imperial Japanese Government; type, 3 decks; material of hull, steel; length, 462 feet; beam, 49 feet 2 inches; depth, 33 feet 6 inches; draft, average, 25 feet; gross tonnage, 6, 150 tons; displacement, 11,660 tons; freight capacity, 7, 150 tons; engines, triple-expansion, double screws; boilers, four; indicated horsepower, 3,500, speed, 14 knots. The Mitsu Bishi Company will immediately commence the construction of a sister ship to the Hitachi Maru for the Nippon Yusen Kaisha. There has also been opened at this port by the Mitsu Bishi Company a new granite dock, of an extreme length of 371 feet; length on blocks, 350 feet; breadth, 78 feet, with draft of 23 feet at high water. This dock is close to the engine works of the company, which have been largely improved by the extension of the buildings and by the addition of machines of the latest type, including a large overhead crane of 30 tons carrying power in the erecting shop and new sheer legs of 80 tons capacity on the jetty for the landing and delivery of heavy boilers and machinery. The boiler shop, with its 105-ton riveting machine and other appointments, is now equal to the heaviest kind of work. A powerful steam hammer has been added, as well as other improvements necessitated by the increasing requirements of vessels and the larger type of ships now navigating the eastern waters. Rails have been laid from the sheers to and around the works, with turntables, etc. A new molding shop of 50 tons capacity, with all the modern improvements, has been erected. The shipbuilding yard has been laid out for vessels up to 500 feet. in length, and ground enough has been added for four vessels to be on the stocks at one time. Ships of 300 to 450 feet are now being built. The molding loft, with carpenter shops underneath, has been greatly increased in size. The No. 1 dock has been lengthened so that it can now take in vessels of the heaviest draft, up to a length of 500 feet; while the No. 219—6. patent slip and siding can take vessels of over 1,000 tons register. The docks will accommodate five vessels of ordinary size at one time. The Mitsu Bishi Shipbuilding Company, when busy, employs 2,000 men; it pays laborers 60 sen a day, which is 30 cents gold; skilled workmen receiving from 1 yen (50 cents) per day upwards. This company is gradually advancing the pay of employees, for the reason that the cost of rent, fuel, clothing, and food to all classes has so increased as to render an advance necessary. The cost of living among all classes has increased enormously at this port-entirely out of proportion to the advance in wages and salaries. NAGASAKI, September 5, 1898. CHARLES B. HARRIS, Consul. WHEAT FLOUR IN JAPAN. I inclose a clipping, giving interesting information as to the condition of the trade in wheat flour in Japan. I can not agree with the expectation expressed by the writer of the article in his last sentence, as to the future reduction in imports from the United States. From inquiry and observation here, I am led to the conviction that the reverse will occur, provided no excessive import duties are levied on our flour. During the year 1897, the imports of this article into Japan (nearly all from the United States) showed a slight falling off in quantity, but an increase in value of $86,183, as compared with the preceding year. YOKOHAMA, September 6, 1898. JOHN F. GOWEY, WHEATEN-FLOUR BUSINESS IN JAPAN. [From the Japan Times, September 6, 1898.] The flour business in this country is yet in its infant stages, and consequently there are no large mills, such as are to be found in other countries. In Tokyo, there is only one establishment of the kind, two or three in Osaka, one in Nagasaki, one in Hiroshima, while a similar one was lately established in Sapporo, Hokkaido. At the one in Tokyo, where the latest improved machinery has been employed since 1896, the output of flour per month is said to amount to 16,000 bags on an average, about 4,000 koku (19,852 bushels) of wheat being consumed every month. But the output of all the mills in the country together can not be expected to entirely meet the demand of the ever-increasing number of consumers, thus necessitating the import of flour in considerable quantity. In 1892, the flour imported, chiefly from America, amounted to 752 kin (1,002 pounds); and in 1896, the imports amounted to 24,000,000 kin (32,000,000 pounds), with a marked increasing tendency. With regard to the quality of the home and American flour, there is some difference, the latter being perfectly white; and it is on this account that the American flour is widely consumed now in Japan. In order to remedy this state of things, some seeds of the American wheat plant have recently been introduced into Japan, and are now cultivated and successfully raised in Joshu, Ibaraki, and other neighboring localities of the capital. It is therefore expected that after the lapse of some years, the import of American flour will be greatly reduced. JAPANESE HAT TRADE. I inclose, as of interest to American manufacturers, a clipping from the Japan Times of August 31, 1898, relating to the hat trade in this country. The statistics of Japanese imports show that during the year 1897 some 26,617 dozen hats, valued at $134,098. 50, were brought in from all countries. Of this number, Great Britain furnished 17,321 dozen, valued at $112,375.50, and the United States 486 dozen, valued at $2,867. YOKOHAMA, September 1, 1898. JOHN F. GOWEY, Although of comparatively recent introduction, the manufacture of men's hats and caps has made rapid progress in Japan, so that the import of foreign-made goods has been sensibly reduced. It was in 1889 that the Tokyo Hat Manufacturing Company was first established, with a capital of 100,000 yen, under the management of two foreign experts, one American and the other a German. Shortly afterwards the premises were entirely destroyed by fire, and the business had to be suspended until 1892, when the company resumed work. Very soon it was able to declare a dividend of 8 per cent per annum, and it is now in a most prosperous condition. There are five establishments; one is suspending its work, but the output of the other four amounts to 40,000 dozen a year. At present, therefore, it is only the very superior kinds that are imported from abroad. The material is imported, but fair profits are being realized, and it is stated that some of the establishments have commenced export to Hongkong, Shanghai, and other ports in the East. REVISED REGULATIONS FOR INLAND NAVIGATION IN CHINA. Minister Conger sends from Pekin, July 31, 1898, copy of the revised inland steam navigation regulations, which were issued to take the place of those transmitted by Minister Denby under date of June 21, and which were printed in CONSULAR REPORTS No. 217 (October, 1898), p. 261. The principal points of difference are noted below: In paragraph 1, after the declaration that the inland waters of China are opened for steamers registered for that trade, it is stated that the steamers must confine their trade to the inland waters and must not proceed to places outside of Chinese territory. The expression "inland waters" is used with similar meaning to that given for places in the interior (wei ti) in the fourth article of the Chefoo convention. In paragraphs 5, 6, and 7 it is added that duties paid by vessels belonging to foreign merchants, as well as the method of dealing with such vessels, must be in accordance with the treaty tariff and provisions. Unregistered steamers are not permitted to tow vessels on the Yangtze. The following is added to paragraph 9: "In cases where foreignowned vessels are concerned, the merchant interested may elect to bring the whole case and the question of fine before a joint investigation court, to be dealt with according to regulations for cases of fine and confiscation promulgated in the year 1868." CHINESE CONTROL OF RAILWAYS AND MINES. Minister Conger transmits from Pekin, under date of August 11, 1898, a newspaper clipping purporting to be a translation of an edict issued by the Emperor on the 2d instant, establishing a commission to regulate the working and exploitation of mines and railways in the Empire. The commissioners appointed, adds Mr. Conger, are both members of the Tsungli Yamên. Chang Yin-huan represented his Government at Washington a few years ago, and is one of the most pro-foreign members of the Yamên. The clipping reads: BUREAU OF CONTROL FOR RAILWAYS AND MINES.-IMPERIAL EDICT OF AUGUST 2. [From the North China Daily News, August 6, 1898.] Railways and mines are nowadays the most important enterprises in this Empire. We have already had the Tientsin-Shanhaikuan and the Tientsin-Pekin railways built and in regular working order for some time past, while steps are now being taken for raising funds to build the Shanhaikuan extension to the Taling River (Niuchwang and vicinity). As for the Canton-Hankau and Hankau-Pekin lines, full control had been granted the Head Commercial Company to find ways and means for the construction of these railways, and matters appear to be now taking definite shape in this connection. Then as to mines, we have the Kaiping Colliery and the Muhô (Amur) gold mines as the most successful, so far, among the many mining enterprises embarked upon, and we have already further commanded those in control to seize every opportunity to extend the works of the two mines above noted. We are, however, apprehensive, in view of the number of provinces in the Empire and the various conditions of men who will attempt to open mines of all sorts in the future, that a diversity of methods and ensuing con |