The Portland daily press., 1880-10-05
The Shipping and Commercial Con


As the time approaches for the Shipping
and Commercial Convention Gt meets in
Boston tomorrow and its scope and duties
are discussed, some fear is expressed that
that body will fall short of its oppor unity
and sanction some set of measures more in
the interests of individuals than for the gen.
eral benefit of American shipping In body
composed as this will be of delegates from
almost all kinds of business organizations,
there will be considerable number of theo-
rists who are likely to measure broad ques-
ton, like the one before them, by the same
standards which prevail in their own enter
prisee, and will be likely to be deluded by
the specious arguments of those who have
only selfish ends to promote.
In the present aspect of the matter it is
apparent that strong effort will be made
to promote steam lines to the neglect of
sailing vessels. 1t is true that steam has
wrought revolution in the carrying trade
of the world. But it is not strictly true
that nations maritime power is measured
by the extent Of its ocean steam navigation.
just now the new law of France which Of
fers large bounties to ship builders, and
which has been outlined in the PRESS, is at
tracing good deal of attention, and is ia :
vorably commented upon by many of our
newspapers. But we must wait some time
for the result of this policy; we see only the
beginning, and it would not be wise for
Americans to initiate France in a proceed
ing which, to many minds, will have a dis
astrous termination 1t is easy to build YES
sells, but not so easy to furnish profitable
employment for them. Good ships, low
freights and a free commerce-free from
petty and annoying exactions-are the fac
the carrying trade and ships will be pro-
duced as fast as the demand is made fo,
them. Profitable employment Of ships will
create investments in ships without any leg
islation. The Dutch once tried the system
of high bounties to shipping and failed. III
order to promote trade between Holland
and her rich colony of Java enormous
freights were guaranteed by Government
to vessels adapted to that trade. Soon al
most every man in Holland became a skip
owner. The business was overdone. Gov
ernment was compelled to reduce the rate
of freights one-third, and ships often waited
twelve or eighteen months for their 'turn.
The ship-owner lost money by having hi
vessel lie idle SO long; the consumer grum
bled at the enormous cost of his sugar ant
| tea; neither party was enriched. Large
direct bounties have not been found effica
cious by o her nations; we doubt if they cal
be made SO by the United States at thi
| juncture. Last Winter proposition wa
introduced in Congress to encourage tn
establishment of Il steamship line betweel
| the United States and South America, b,
the payment of large sums of money by th
| government to the owners of the proposed
| line for nominal mail service. This wa
wrong in principle nd failed. There is n'
more reason why government should. main
tain ocean steam navigation than it shoul'
! take the manufacture of boots and shoe
under its direct care. There are many way
in which national encouragement can b
given to shipping without violating prin
cple.
For five hundred years Great Britain la
| been working at the problem of ocean navi