TRADE OPENINGS IN SOUTH AFRICA.

A number of reports dealing with various lines of imports into South Africa have been received from Consul-General Stowe, of Cape Town. Under date of June 7, 1898, he says:

COLD-STORAGE PLANTS.

It may be of interest to our manufacturers to know that there appears to be no limit to the possibilities of the erection of cold-storage plants in this country. The cities of Cape Town and Port Elizabeth, in Cape Colony; Pretoria and Johannesburg, in the South African Republic, and Durban, in the colony of Natal-all have taken steps. to establish local cold storage; but as yet no definite action has been reached.

The loss of so many cattle by the rinderpest is the cause of the movement. It is alleged that thousands of people who at one time would not think of eating frozen meat are now eating the meat imported in cold-storage steamers, and are pleased with it. It must be borne in mind that there may come a time when, with the absence of droughts and other reasons for the depletion of cattle, the country will again be stocked, and the present need of frozen meat will cease.

On May 3, the consul-general writes:

HORSES AND MULES.

The business in horses and mules is at a standstill, for the present at least. When the rinderpest attacked the cattle of this country, the hauling of freight, which had for years been done by oxen, ceased, and it was necessary to find some substitute. Mules, being hardy and not readily affected by the climate, were imported in large. numbers, both from the United States and South America. The demand was for mules from 14 to 16 hands high and weighing from 900 to 1,100 pounds. With good weather and care on the voyage, they arrived in fair condition, some of them gaining flesh on the way. They met with a ready sale, bringing from $250 to $300 each; but with increased shipments, prices dropped, competition was keen, and forced auction sales at unremunerative prices resulted.

Transportation to the interior by rail was expensive. Durban is 800 miles from Cape Town by sea; Kimberly, 600 miles by rail, in quite the opposite direction; Johannesburg, 1,000 miles north of Cape Town by rail. In none of these last-named places is the market large enough to take direct shipments, and the reshipment at

Cape Town, with dock charges and the duty of $5 per mule or horse, practically eats up profit.

Another cause, and perhaps the main one, of depression in this line of trade is the financial condition of the farmers and others who need draft animals. The drought, fly, and locust, following the rinderpest, produced in many cases dire distress.

It must be borne in mind that, although this is a very large country, the population is sparse, and our American mules are only fit for city use, where they can be stabled and fed. In this country transport animals have to thrive upon what they can pick up. In Rhodesia and the northern Transvaal, mules and horses die from climatic disease, only donkeys and oxen withstanding it successfully. The colonial farmers also report against the suitability of our mules for their work; hence, outside of the principal cities already mentioned, there is little or no market, and, as traction engines and electric-motor cars are rapidly coming to the front, the demand for horses and mules is decreasing.

With good times, good crops, and a class of farmers who will work and not leave all to the blacks, the demand will again exist.

In Natal, a smaller breed of horses and mules is in demand; these come from South America-a fifteen days' journey, as against five weeks from North America—and are freely sold at prices with which we can not attempt to compete. They also come from a similar climate, where they are handled more or less in the same manner as the native animals of this country.

I would advise those engaged in the horse and mule business in the United States not to make any shipments at present. After this country begins to raise crops, and the mines again produce, no better market for good horses can be found. At this writing, 52 mules and 48 donkeys have just been landed.

The imports for the year 1897 at all ports of South Africa, except Lourenço Marquez, were:

Imports of vehicles into South Africa in 1897 through all ports except Lourenço Marquez were valued at $472,804.54, the United States furnishing $355,985.28.

The United States has thus far been prominent in the vehicle trade in this country. Merchants here have in some instances been able to induce our manufacturers to build vehicles that would meet the demand, and in such cases both the merchant and the manufacturer have profited.

The vehicle that has a large sale is known as the four-wheel, four-and-six-seat, extension-top barouche, and is called here the "handy carriage." This vehicle is built on the same lines as the one used in America; it has the same "track," but the seats are made not less than 6 inches wider. The Dutch people of this country want comfort, and, being large themselves, they want room. I inclose cuts of vehicles used in this country.*

The most popular vehicle for passengers, and one manufactured largely in this country, is a four-seat, extension-top, two-wheel cart, known as the "Cape cart," which sells at $400 up; the “cab cart,' which has two wheels, two seats, and extension-top, sells for $200 up. The Malays, who do about all the livery business, and the farmers near the town use these carts almost universally. Working drawings can be obtained through this office.

The American buggy of the piano-box style has made some friends and is making more, but they should be constructed so as to be very strong and durable. It seems to me that our park wagons, three-spring wagons, and side-spring road wagons, all with tops, would sell well. Quite a number of regular express wagons with panel sides and canvas top is also sold.

Our manufacturers should meet the demand, and not try to send what is not wanted. The demand here will increase from year to year.

I regret to report, however, that the few wagon and carriage manufacturers of this country are up in arms, and are using every effort to have Parliament enact laws that will place a prohibitive duty on American vehicles. The wagon makers met at Worchester on the 25th of March, and the Paarl Protective Association urged. combination, memoralizing Parliament to place a high duty on imported vehicles. A union was formed and a committee appointed to draft a memorial to Parliament, which assembles in May.

King Williamstown, where wagons and carts to the value of $271,693.32 were built in 1896, has also taken action. In 1896, the South African Republic alone imported carts and carriages from different countries as follows:

* Filed for reference in the Bureau of Foreign Commerce, Department of State.

The duty on vehicles of all kinds is 20 per cent ad valorem. The duty now desired by the home builders is £20 per vehicle, or $97. 20. The duty on a fine vehicle, valued at $1,000, such as they can not build here, is $200; the proposed duty would be $97. 20. On an ordinary four-wheel vehicle at a valuation of, say, $100 the present duty is $20 and the proposed duty $97.20, the same as on a high-priced vehicle.

It is obvious that the duty would be prohibitive and would shut out all but the most expensive vehicles. Timber to make parts of vehicles pays a duty of 2 cents per cube of 12 feet; finished wood and iron parts pay a duty of 20 per cent. With no change in duty on these items, it seems conclusive that manufacturers here would make money.

The sale of American-made vehicles is in the hands of resident merchants, who do not desire any change in the duty; certainly the users do not. As all the timber and iron used here in the manufacture of vehicles is imported, I am of the opinion that no change in duty on these items will occur.

Horseless carriages are being introduced for passenger service, and are quite successful.

BICYCLES.

Mr. Stowe says, under date of May 6:

Imports of bicycles and accessories into all ports of South Africa, except that of Lourenço Marquez, for 1897 were:

Perhaps no country, in proportion to its white population, does. a larger business in bicycles than does South Africa. Here the bicycle is used not only by the whites, but also by the Malays.

Municipal authorities estimate that there are three thousand bicycles in Kimberly, or about one for every seven of the population. The imports from the United States in 1896 were £13,202 ($64,248), and the increase for 1897 is estimated at 171 per cent. All the English makes are sold here, and several American. It is to be

regretted that some very cheap bicycles have been imported from the United States, which has injured the trade. There being a lull in the demand, it was believed that a cheaper machine would find a market; but it was soon found that a cheap machine was not an economical one, and now only the best are in demand.

The duty on bicycles is 9 per cent. They sell here at about the same price as in the United States, with freight and duty added.

The two following reports bear date of May 2:

AGRICULTURAL IMPLEMENTS.

The imports of agricultural implements into the ports of South Africa for 1897 were to the value of $525,827.70, of which United States furnished $295,662.96. The figures speak for themselves. That the United States has much of the trade, and with proper action can retain it, is unquestioned. That the demand will continue to increase can not be doubted.

Although the country has much land that is arid, there are vast tracts of good ground, and the governments are building dams to hold the overflow in the rainy season; artesian wells are also being bored.

Present agricultural conditions are largely due to the fact that farmers here depend entirely upon black labor. American farmers produce more on 160 acres of land than African farmers do on thousands, and in Africa a farmer is not satisfied with less than 1,000 acres. Of this extent he cultivates, say, 20 acres. The grass,

that could be used for cattle and sheep when feed is scarce, is not cut. On the acres he cultivates, he raises, say, oats, which are cut straw and all, and for which he finds a ready market.

There should be openings for mowing machines, corn cultivators, grinders and shellers, wheat binders, potato diggers, etc. Africa can raise as good wheat as any other country, and the Government is now buying seed wheat and testing several kinds. A large number of small, cheap plows, both steel and cast, cutting from 7 to 14 inches, have been sold; and there is a demand for a light gang plow, the two small plows held together by an iron frame, with iron handles and no wheels.

The five-tooth cultivator is also in demand. I am of the opinion that hand corn planters, hand seeders, disk harrows, and in time. sweep corn grinders, will sell. One dealer said to me that he wanted for immediate delivery 100 feed cutters, and could not get them. Only the cheapest implements are purchased now; but in the future,

No. 216-7.