1901.] 



COMMERCIAL JAPyVX. 



2241 



(l) INSTITUTIONS. 



Many institutions were built for the encouragement and improvement of maritime interests. They are a feature of the country, ancf 



there are 927 students in these institutions. 



Before closing the subject of navigation I would like to add a few lines concerning the bn.siness of navigation. Just recently the 

 Japan Mail Steamship Company published its semiannual report for 1900, from which is summarized the following: 



(a) Coaat lines. — The economic condition of the country was not very active, but, as usual, in the latter half of the year the traffic 

 movement was great. The business was fairly done, as the company ran five extra ves.sels for the transportation of crops. Suddenly the 

 outbreak of the Chinese trouble compelled the company to hire thirteen ves.sels to the Government, and consequently the company was 

 forced to hire five vessels from other companies, and a decrea.se of the traffic was unavoidable. But the company did the best it could for 

 transportation, running extra vessels to the necessary places. 



(6) Oriental lines. — All were affected by the Chinese trouble and stopped all direct lines to northern China or decreased the nmnber 

 of trips. But the passenger traffic was great, and r?.ther more prosperous than in previous years. • 



(c) European lines. — For tlie outward trip the fi eight from the country does not yet exceed one-fifth of the capacity, but i.s on the 

 increase. And to the Straits Settlements, which are the most important export places of this line, a great decrease ha.s followed since the 

 Transvaal trouble. But by reducing their prices, and giving some advantages, they have found some incr3ase of traflic since last August. 

 On return trips only iron and the remainders of old orders were brought home. On account of the reaction in Japan again.st the great 

 excess of imports new orders were almost stopped. Only 8 per cent of the whole capacity of the ships, including the goods brought to 

 the Straits Settlements and elsewhere, was occupied. After July the traffic was fair in coal and other suppUea to China, and the 

 passenger traffic was prosperous. 



{d) American line. — On the outward trips the competition of different companies reduced the price lower and lower, but at the 

 end of April a committee was selected for the arrangement of charges, and the recovery of prices was made. But the ships now building 

 are not ready to use, and the ships which are in use are slow compared with other competing lines, therefore valuable goods which need 

 prompt delivery all go to other companies. On the return trips large shipments of flour to Oriental countries made a heavy traffic. The 

 passengers were almost all emigrants. 



(e) Australasia line. — Both trips generally increase their traffic, and the improvement is going on. Passengers increased about 30 

 per cent in first and second classes and 16 per cent in third class compared with previous year. Competition was expected with 

 Norddeutsche'r Lloyd Company. 



(/) Bombay line. — The important feature of this line is in the raw cotton traffic. As the Chinese trouble has affected the cotton 

 trade, the demand for raw cotton has almost disappeared, therefore the business was very poor, and naturally the trips decreased. 



(g) Revenue and e.vpense of the company. — The Chinese trouble and the great need of public ser\'ice caused vessels which had been 

 in the Oriental and Bombay lines to be utilized in places where they were needed. 



Yen. 



Revenue in transportation 7, 762, 471 



Total revenue 11,370,591 



Total expenditure 7, 372, 382 



Net revenue 3, 998, 009 



Surplus fund 11,025,601 



Sinking fund for building 12, 870 



Reserved fund by commercial code 



Fund reserved for dividend 



Compensation to directors 



Extra reward for employees 



Dividends, 10 per cent a year 1,100,000 



Extra dividends, 2 per cent a year 220, 000 



Yen. 



147, 986 



940,000 



94, 711 

 125,000 



II. Railways. 



The most important means of inland transportation is the railroad. The success attained of late years in industry and trade in 

 Japan is due to the measures taken for the extension and regulation of the railway system, because it gave great facilities for transportation 

 of surplus products, and also brought progressive ideas among peasants. The railroads of the country were started in 1872, with only 

 18 miles, between Yokohama and Tokyo, under Government control. Progress was rapid, and in March, 1900, there were 3,635 miles, 

 of which 833 miles belonged to the Government and 2,802 miles were managed by fifty-eight private companies. Only five companies 

 have more than 100 miles in operation. Railroad capitalization in March, 1899, was 234,567,634 yen; that is, 67,354.50 yen per mile. 

 The longest mileage under one company was 857.07 miles, and the shortest 8.06 miles. There is a uniform, stable, and reasonable 

 railway tariff, which is fixed in accordance with the general national interests in industry and trade. The passenger tariff is dieaper 

 than in other countries. Railroads are built largely for the passenger traffic, running along the coast lines, where many densely inhabited 

 cities are located, and many railroads have their destinations at the famous temples. The natural effect is that this business is eminently 

 satisfactory. The growth of railroads is wonderful, as is shown by the following tables: 



CoNSTEUCTioN OF Each Year, 1873-1896. 

 [Report of Bureau of Railroad Communication Department.] 



