Vol. VIII. No. 91. 
IMPERIAL INSTITUTE JOURNAL. 
[July, 1902.] 187 
COMMERCIAL INTELLIGENCE DEPARTMENT. 
CORRESPONDENCE AND ENQUIRIES. 
Vs? The following are given, as specimens of some of the enquiries which have been addressed to, 
and satisfactorily answered by, the Institute during the past month (June ). 
*** All communications must be authenticated by the name and address of the writer. Enquiries 
which would involve special applications or expense will be a matter of arrangement with 
the correspondent . 
A. G. E. & Co., London. — Building bye-laws of Johannesburg. 
C. C. Co., London. — Duty on carriages entering Australia. 
S. C. & Co., Liverpool. — Shippers of certain produce in Sicily and Holland. 
C. B., London. — Climate and cost of living in West Australia. 
F. B. W., Reading. — Agriculture in Australia and New Zealand. 
H. V., Cambridge. — Fibre-extracting machines. 
W. W. , London. — Process for “ oxydising” metals. 
W. R., Aberdeen. — Civil employment in Egypt. 
W. C. P. , London. — Enquiry for coarse manioc flour, 
J. M,, London. — The Moreton-bay fig tree. 
A, V., London. — Maltese lace. 

REQUIREMENTS REGISTRY. 
In order to provide correspondents with an opportunity of making known special “wants” 
or “needs” in the British Colonies, India, and Foreign Countries, space will be regularly 
devoted to the publication of approved notices in the Imperial Institute Journal. Notices, 
as a rule, should not exceed 25 words in length, for which a charge of 2s. 6d. will be made for 
each insertion. Special arrangements can be made for longer notices. 
Specimens of Foreign and Colonial Woods desired. Purchase or 
exchange. Names and localities must be well authenticated. Address — 
Herbert Stone, Bracebridge-street, Birmingham. 
The Curator of the Canadian Section of the Imperial Institute is prepared to 
furnish information about Canadian Trade and to supply names of importers, manufacturers, 
shippers, etc. 
The following trade enquiries have been received at the Canadian Section of the Imperial 
Institute, from the Curator of which Section further particulars may be obtained : — 
Home Enquiries. — A London firm wishes to hear from Canadian producers of pine Wool 
accompanied by samples and quotations. 
A firm of wholesale and export stationers is prepared to appoint suitable Canadian 
resident agents. 
A company manufacturing electric lights and all kinds of electrical materials and appliances 
desires to be placed in communication with Canadian firms willing to introduce their 
goods. 
A company manufacturing tiles, bricks and fireclay goods, wishes to hear from Canadian 
importers of these classes of goods. 
Canadian Enquiry. — A Canadian jewellery manufacturing company asks to be placed in 
communication with United Kingdom manufacturers of enamel, of which it uses 
considerable quantities. 

MAPS AND CHARTS.— RECORDS. 
[The entire collection of maps (with the exception of a few atlases and maps issued by private 
firms) consists of authoritative publications of the various government cartographical departments. 
Such as : the One-inch Ordnance Survey of Great Britain and Ireland, a complete set of Admiralty 
Charts, and a selection from the maps compiled in the Intelligence Division of the War Office; 
the monumental “ Indian Atlas,” and a large number of the publications of the Surveyor-General's 
Office, Calcutta ; the Geological Survey of Canada, and the Government Surveys of Victoria and 
New South Wales. In the arrangement of the collection, the geographical classification of the 
War Office Intelligence Department catalogue has, with some modifications, been followed.] 
ADDITIONS TO THE COLLECTION OF MAPS DURING MAY, 1902. 
AFRICA. 
_ , I.D.W.O. 
Last Africa, No. 1359 : — Yola, North-West Somaliland. 
British Central Africa, No. 1479, provisional, 9 sheets. 
Presented by the Director-General of Mobilization and Military Intelligence. 
+ 
CHARTS AND PLANS. 
Published by the Hydrographic Department , Admiralty , during March and April , IQ02 ; 
j. D. Potter, Agent, 145 , Minories, London, E.C. 
A T o. New Charts. 
31 England, south coast : — Fowey harbour. Mevagissey harbour. 
3168 Scotland, west coast: — Eigneig More to Black Leversay. (Plans: — Peter's Port. Loch 
Carnan). 
3220 France, south coast Cape Ferrat to Bordighera. 
3219 Italy, west coast : — Bordighera to Oneglia. 
2097 West Indies, Trinidad island :— Bocas de Dragos. Port of Spain. 
3181 China. Plans of anchorages in the Yang tse kiang : — Silver island. Wuhu anchorage. 
3182 China. Plans in the Yang-tse-kiang :— Havoc and Ella rocks. Lee rocks. King kau 
rocks. 
3183 China. Plans in the Yang-tse-kiang : — Mopanshih. Chenglin reach. 
3225 japan :— Simonoseki strait to Maruyama Zaki. 
3169 Australia, south coast : — Port Phillip to Gabo island. 
1416 Anchorages on the north-west coast of New Guinea. 
3269 North Pacific ocean : — Plans in the Gilbert islands. 
369 Plans in the Cape Verde islands. Plan added : — Port Ponta do Sol. 
1312 South America. Plans on the coast of Chile. Plan added : — Tongoi bay. 
3031 Bays and anchorages on the east cast of Borneo. New plan : — Sangkulirang bay. Plan 
added : — Kaniungan islands. 
2662 Celebes. Ports in Makassar strait. New plan : — Barito river. 
2169 Islands in the North Pacific. New plans: — Midway island. Seward road and Welles 
harbour. 
1490 North Pacific ocean. Harbours and anchorages in the Sandwich islands. New plan : — 
Kaunakakai harbour. 
Charts that have received additions or corrections too large to be conveniently inserted by hand , and 
in most cases other than those referred to in the Admiralty Notices to Mariners. 
No. 
No. 
1934 England, east coast :— River Tyne 
entrance. 
1626 England, east coast : — Blyth. 
114a Scotland, east coast. Firth of Forth: — 
St. Abb's Head to Edinburgh. 
126 Heligoland. 
2310 Norway, sheet viii. : — Donnoeso to 
Fleina. 
2962 Arctic Russia North cape to Ein- 
samkeit island. 
2963 Arctic Russia :— Gulf of Ob. 
144 Spain : — Gibraltar. 
1400 Italy : — Castellamare bay, etc. 
1233 Black Sea : — Kustenjeh anchorage. 
2235 Black sea, sheet vi. Fort Anakria to 
Kertch strait. 
2686 St. Lawrence river : — Caraquette har- 
bour. 
41 1 Cuba: — Anchorages on the north 
coast. 
13S0 Cuba :— Nipe Bay. 
2859 San Domingo. Plans on the south 
coast : — San Pedro de Macoris bay. 
589 British Columbia : — Esperanza and 
Nuchatlitz inlets. 
386 Africa, west coast : — Princes, San 
Thomd, and Anno Bom islands. 
1235 Persian gulf : — Mouth of the Eu- 
phrates. 
575 Bay of Bengal: — Madras to Ramia- 
patam. 
2637 Celebes :— Strait of Makassar, south 
part. 
2577 Philippine islands : — Between St. Ber- 
nardino and Mindoro, with adjacent 
islands. 
2454 Philippine islands : — Northern portion 
of island of Luzon. 
2809 China, north-east coast : — Yang tse 
kiang. 
2849 China, sheet iv. : — Hankau to Yoh 
chau fu. 
2119 Australia, east coast : — Newcastle har- 
bour. 
1674 Australia, east coast :— Brisbane river. 
THE MINERAL RESOURCES OF GREECE. 
A new significance and impetus has been given to the mining industry in Greece of 
recent years, owing to the increased demand for metals of all kinds, and more especially for 
iron, copper, and lead ores, in which the country is apparently so rich. 
In a recent Foreign Office Report (Misc. Series No. 576), the Commercial Attache to 
H.M. Legation at Athens, makes the following observations : — 
It is certainly astonishing that, in spite of the success achieved by those companies 
already working in Greece, foreign capital has as yet taken so little interest in the mineral 
development of the country. The results obtained at Laurium speak for themselves. The 
output of these mines has become a significant factor for the European market. But the 
mineral wealth of Greece is not confined to Laurium. The researches and reports of 
geologists and other experts clearly demonstrate that the mineral deposits are generally 
distributed throughout the country, more particularly on its eastern side. It is true that 
mining companies have frequently failed in Greece, but an investigation of the circumstances 
will generally show that failure was due to want of adequate capital. Companies, on the 
other hand, which commenced operations on a sound financial basis, are meeting with 
success and paying substantial dividends. 
The fact that foreign capital has hitherto fought shy of Greek mining undertakings 
arises, perhaps, rather from a want of confidence in the country, than from credulity as to 
the extent of its mineral resources. Of recent years Greece has been passing through 
troublous times, both of a financial and political nature, and the moment has certainly not 
been opportune for the attraction of foreign capital. 
Again, the difficulty connected with the acquisition of new concession has undoubtedly 
acted hitherto as a check to mining enterprise. As already pointed out, the applicant for a 
mining concession may be kept in suspense for years as to the result of his application. 
Since 1898 the Government has received application for about 1,000 concessions, of which 
up to the present time less than 50 have been granted. Assuming that on an average merely 
5 per cent, of the concessions sought are of real value, this alone would give some indication 
of the mineral wealth of the country. 
Many mining possessions in Greece are held by people who do not possess the necessary 
capital for working them, and who are trusting to an eventual sale or lease of their rights. 
These concessions, then, are practically on the market, and the working of many of them 
might give lucrative results. In addition to individual concession-holders of this category, it is 
worthy of note that there is a small syndicate of foreigners in Athens who have, of recent 
years, made exhaustive researches in connection with the various concessions in their hands, 
and have established an office in London for the express purpose of supplying information to 
British capitalists. 
Labour is very cheap in Greece, and the present population intelligent, well disposed to 
foreigners, and quite free from the Socialistic tendencies of the age. All mines at present 
working in this country employ native labour, and, as far as can be gathered, with most 
satisfactory results. 
The events of the last few years seem to indicate that Greece is now entering upon a 
period of greater tranquillity and prosperity, and it is to be hoped that in the peaceful 
economic development of the country the mining industry may meet with that attention which 
it certainly deserves. 
MOTOR WAGGONS FOR INDIA. 
In an article on the possible use of motor waggons in India, Indian Engineering of 
26th April states that the recent trials at Liverpool and Aldershot have proved that a load- 
carrying vehicle weighing but a few tons can be and is being made, which can not only 
travel on ordinary roads, but can negotiate any incline likely to be found thereon, and can 
besides be run across country, traversing any ground that would be practicable for an ordinary 
farm waggon. A large number of these motor waggons are in daily use by commercial 
firms, and this number is constantly increasing. Indian roads are at least as good, if not 
better than the average English highway, and it seems well worth while to investigate the 
economical applicability of the new vehicle to use in India. 
If the waggons can be run economically, i.e., at a less cost than bullock carts, and if they 
are trustworthy, and not liable to break down in ordinary work, their use as assistants and 
pioneers to railways would be advantageous in many ways. If a railway could be laid 
experimentally for a time, and shifted without cost when the most favourable alignment had 
been ascertained, much subsequent loss might be avoided, and many millions saved for the 
service of the country’s needs. But a railway must stay where it is put, any alteration is an 
expensive business, and loss of traffic must often be borne in preference to burdening the 
capital of the line with the cost of re-alignment. Then the construction of a railway is so 
costly that a lafge tract of country can only bear the expense of one line, and traffic points 
must often be left to one side. A road is a cheap affair to maintain when, once constructed, 
to say nothing of its comparatively small cost in construction, while railways are extremely 
expensive in the former respect. 
The use of motor waggons on roads for traction purposes overcomes these drawbacks. 
If one route is found not to be paying, it costs very little to change to another. If it becomes 
evident that a tract of country is not rich enough in traffic to support the motor, it can be 
loaded on a railway wagon, and taken elsewhere. Capital will have lost nothing but per- 
haps the cost of a few temporary sheds. The motor can not only run along the highway, but 
can penetrate the country on either side, and can reach almost any place accessible to the 
bullock cart. Railways lose much traffic because the merchant finds it as cheap to run his 
carts 20 miles, as to run them ten ; this woitld not apply to the motor, which could be 
loaded at the doors of his godown. 
For these and other reasons, motor waggons, if they could be run at the same cost per 
mile as bullock carts, would have a wide field of usefulness in India. The roads, taking 
them all round, are well above the average of English roads, and more level, as many of them 
have been built with the same care as a railway, and the gradients are easy and regular, even 
in hilly districts. 
The writer of the article goes on to say ; — “ We do not advocate the use of these waggons 
in competition with railways, under separate management, but think they should be owned 
and run by the railways which they serve, and under similar traffic rules. 
“The fact that the same agency could take the goods up at the customers door, and 
deliver them at any distance, would go far to assure the success of the motor waggon in 
competition with the cart. But when traffic rises to the point at which a railway can deal 
with it, the railway should be built. The motor waggon is fitted for two purposes in con- 
nection with railways : for pioneer work where there is any doubt as to the paying of a 
railway, and as a feeder where a railway is impossible.” 

The Cauveri Falls. —The Engineer gives a description of the carrying out of the scheme 
for the distribution of power obtained from the Cauveri Falls in Mysore, stating that the project 
which is now near completion will form the largest undertaking of its kind in the British Empire. 
The scheme consists in utilizing a part of the great natural power running to waste at the Cauveri 
Falls, and applying the power to driving the mining machinery, stamps, crushers, air compressors, 
pumps, etc., used throughout the Kolar goldfields, situated at nearly 100 miles’ distance from the 
falls. The Cauveri Falls have long been celebrated for their great natural beauty ; they are 
situated on the Cauveri river, 62 miles south-west of Bangalore. The Cauveri, one of the 
greatest rivers in Southern India, forms at this point the boundary between the native State ol 
Mysore and the Madras Presidency, and supplies water for irrigation to an endless network of 
channels taking off from low masonry dams thrown across its bed at intervals. 
J 
