Resin and turpentine.-The resin and turpentine industry would have shown a good average production during 1914 had it not been reduced by the war to come 25 to 30 per cent. Up to the end of July the market was good, prices being steady, more especially between March and July. After the declaration of war all business practically ceased, and prices dropped about 40 per cent. On November 23 a decree was passed prohibiting all exports in resin and turpentine, but, fortunately for the trade, this order was somewhat modified towards the end of December, exports being permitted by a special permit, obtained through the Ministries of Finance and War, to the United Kingdom, the colonies and the allied nations. By this step trade was resumed again and became fairly brisk, especially with the United Kingdom, the only nation, in fact, to which these articles could be shipped. Since August all transactions have been greatly hampered by the scarcity of wagons, carts and mules, these having been requisitioned to a large extent, by the military authorities, and the difficulty of obtaining freight space, the steamers having more cargo than they can handle, and finally by the congested state of the port. Prices. The average prices paid for crude gum by the distillers to the producers, per barrel of 340 litres (75 gallons), of which the workers get half, was 91 fr. 55 c. (3l. 12s. 6d.). After July, till the end of the season (March 31) the average price was about 45 fr. (17. 15s. 6d.). The average prices for turpentine, brai and colophane ex Landes per 100 kilos. (220 lbs.) naked were as follows : Though hardly any transactions were carried out in September, this month has, nevertheless, been included in calculating the average. To calculate the selling prices in petrol casks f.o.b. Bordeaux 10 fr. (8s.) should be added to the above prices. The export in resin and turpentine amounted to 40,021 and 2,713 tons respectively during 1914. Shipping entered and cleared.-According to the custom-house statistics the number of entrances and clearances with cargo and in ballast during 1914 was 2,945 vessels registering 3,371,856 tons, a decrease of 200 vessels and 432,911 tons compared with figures for 1913. Entrances with cargo in 1914 numbered 1,477 vessels and 1,979,466 tons, a decrease on 1913 of 68 vessels and 434 tons. Entrances in ballast numbered 35 vessels, aggregating 31,865 tons, a decrease on 1913 of 9 vessels registering 10,762 tons. Entrances of British ships from the United Kingdom with cargo amounted to 340 vessels aggregating 330,210 tons, an increase over 1913 of 5 ships but a decrease in tonnage of 7,723 tons; and in ballast, 5 vessels with a tonnage of 4,588 tons, an increase over 1913 of 1 ship but a declined tonnage of 4,445 tons. Clearances of British ships for the United Kingdom with cargo showed 200 ships with a tonnage of 151,937 tons, a decrease compared with 1913 of 5 ships but an increase in tonnage of 57 tons; and in ballast 143 vessels aggregating 238,667 tons, an increase of 46 ships and 61,026 tons. The figures relating to British shipping have been compiled from the British shipping register at the Consulate. Quay berths. The want of quay space is still the great drawback of this port. Although considerable more work is now done in No. 2 Dock, on the south side of the river, and the 11 berths on the opposite side are in full swing, yet the delay to steamers is as great as ever. In this regard the demurrage paid during 1914 may be roughly estimated at about 40,000l., which, owing to the present abnormal congested state of the port, will, I fear, increase. Still, it is to be hoped that matters may improve, as the French Government, being obliged to pay heavy demurrage claims for their steamers running to Bordeaux on their account, have ordered the immediate construction of 400 metres of quays at a place called Bassens, to be ready in three months, and 200 more metres to be ready in another six months' time. As regards the Canal de Grattequina, this work has had to be temporarily suspended owing to the lack of workmen. Port improvements.-Owing to the mobilisation, the structural works of the Ceinture Railway have had to be suspended, but it is expected that arrangements will soon be made to continue this very important undertaking, which, when terminated, will link up the Midi Station with Docks Nos. 1 and 2 and with the port of Pauillac, and place these important centres in direct and rapid communication with the main French lines. Discharging appliances.-Four more steam cranes, which have been electrified, have been put into service at the following places, viz.:-Three at Floating Dock No. 2 and one at the Quay de Queyries. At Dock No. 1 a rolling bridge, fitted with special appliances for handling mineral, has been set up and is in full working order, also a transport bridge specially fitted for handling pit-props. The cement foundations on the right hand side of the River Quay de Queyries to receive the hoists and aërial transport buckets have now been completed by the opening to traffic of berth No. 2 and the erection of three discharging machines. New warehouses.-The following were constructed during the year: (a) One shed of 4,304 square feet surface capacity on the Quay Louis XVIII, and (b) one shed of 6,456 square feet surface capacity, nearly finished, on the Quay des Chartrons. Vertical quays.-The vertical quays which are being constructed above the custom-house, and which should have been completed by the end of 1914, have been greatly delayed on account of the mobilisa (534) B 2 tion. It is expected, however, that they will be finished in 1915, and opened to the use of the public. Shipping traffic.-During the first months of the war shipping was much restricted, consequently, when matters had adjusted themselves, the influx of ships was so augmented that the port soon became congested and has remained so ever since. This state of affairs has been most prejudicial to the commerce of the town, the steamship companies not knowing what to do with the thousands of tons of merchandise lying on the quays, the owners of the goods not being able to take delivery on account of the scarcity of labour and traction, all horses of any value having been commandeered by the military authorities. Although the new quays at Pauillac, lately constructed by the Chamber of Commerce, have been of inestimable help to relieve the pressure at Bordeaux, still more quays will have to be built before anything like normal conditions can be arrived at. Dredging operations.-In this work very important improvements have already been carried out, the depth of certain places, hitherto considered most difficult to pass, having been deepened by nearly 3 feet. The work is being continued. Depths of water at Bordeaux, Pauillac, Blaye and Verdon.-The following information may be of use to captains proceeding to Bordeaux with ships of large tonnage and drawing certain depths of water: During low tides, under the worst conditions, steamers drawing up to 23 feet of water can always come to Bordeaux by arriving at high water. During spring tides, under best conditions, steamers drawing up to 29 feet 6 inches are able to proceed up the river, and during normal tides, vessels drawing as much as 26 feet 3 inches. At the entrance to the docks above the sil there is a depth of 9 feet of water at mean low water spring tides, about 13 feet at mean low water neap tides, 23 feet at mean high water neaps and 27 feet at mean high water springs. The difference between high tide and low tide at Bordeaux is usually about 9 feet 11 inches during low tides and 17 feet 7 inches at spring tides. Information regarding other ports and roadsteads, compiled from official statistics, is as follows: NOTE. The variations between high water and low water at Pauillac, Blaye The Desmarais stockade only receives tank ships that are to discharge oir for the factory there. Advice to British manufacturers and merchants.-The opportunity has now arrived for British manufacturers and merchants to extend their trade a broad and to replace their German rivals on the markets of the world. There are certainly signs of a new development in the commercial relations between France and the United Kingdom, the war having naturally forced French buyers who, hitherto obtained their goods from Germany, now to look for them elsewhere. But if, after the termination of hostilities, British manufacturers wish to keep the places which they have thus been able to conquer, then they must adopt the German business methods, which were the secret of German success in foreign trade, viz. : - 1. They must send commercial travellers abroad, in order to see their clients on the spot, and find out exactly what kind of goods the latter want, instead of trying to impose their products upon them,. as, unfortunately, they appear to be too much in the habit of doing. German traders had an intimate knowledge of their clients' habits and needs and did their best to satisfy those needs. 2. They must correspond in the language of the country with whom they are dealing, have catalogues printed in that language, and, when quoting prices, make use of the currency, weights and measures of the country. This is especially true when corresponding with the ordinary French retail trader, who does not understand English, and knows nothing about pounds, shillings and pence. 3. But the most important factor in this question, and the one which the Germans understood so well, is the necessity to study the customs tariff of the country to which the exporter is shipping, as well as the freight market. The knowledge which German traders acquired in these matters enabled them to quote prices delivered at their clients' warehouses, or, at least, their nearest seaport, whereas the British merchant or manufacturer, as a rule, only quotes f.o.b. United Kingdom, thus leaving his clients to do a number of intricate calculations. This knowledge of tariffs and freights acquired by the German manufacturers has been scientifically learned by their commercial travellers or by their clerks, sent out specially to France to study their particular branch of trade, and, though the pecuniary outlay at first must have been a very heavy item of expense to their firm or commercial society, it has been amply rewarded by increased trade. If then, British manufacturers and merchants wish seriously to compete with their German rivals, they must adopt the aforementioned methods, otherwise, after this war, in spite of all the animosity which may exist for many months or, indeed years, against all things German, the Germans will gradually regain their trade position throughout the world. A table showing the principal articles imported from Germany through the port of Bordeaux during the first seven months of 1914 is annexed. Sanitary state of town.-This may be considered as having been good throughout the year. |