The Republican journal., 1884-04-10
The Shipping Interest.

| The Shipping Interest.
| NUT FOR FREE IRA DERS TO CRACK.
The idle and disengaged tonnage in the ports
of Portland and San Francisc is about in the
| proportion of eight Or ten American to one
British shp-many of the former, after wait
ing for months, and even years, find it impossi-
| BILE to get cargoes. In the season of 1923, the
average percentage of rates paid the British
over the prices for tonnage allowed the Ameri-
can fleet out of Portland, was orey nine per cent.
| The Lloyd's ''tarf,' against the latter was
eleeea per cent. of insurance premium This ab
stracton is equivalent to from five to six pence
per ton of the freight money. Predicating their
offers on this spoation, and taking advantage
| of the idleness of our vessels in consequence of
| the policy of Lloyds, the grain shppers-for
the most part the agents of British houses
| have set up scale of rates for American tom
mage which never approaches nearer than tro
| dAd stc pence, and runs down to ten ShtUtngs be-
| low the rates paid to British vessels In il re-
| cent example of this sort of killing discrmina-
| ton, in this port, two vessels Were chartered in
the ''spot' Tor porU Market in the same week,
| by the same parties, for like cargoes to the
| same destinations in Europe Although the
| British bark Beemah was chartered after the
American ship Indiana. she was given rate
tsrenty Setea per- cent hghef; and although several
| American ships were offering at rates much be-
low the price given the Beemah. She was chos
en- and they were rejected, no doubt owing to
the antagonsm of Lloyds. The Indiana. after
| waiting eight months in port for charter. took
32s and Cd; while the beemah lust unloaued
was favored with Ais and Sd.
DO the free traders" cali this t,e t,moel DO
| they think this kind of competition competyI
| Have they word to LAY on the American side
| OF the question: Have they any remedy to pro-
| pose! 1t is time to hear from them some
thing besides accusation and detraction of our
own laws and institutions. VIM. w. Bates in
Nautical Gazette.
IRON vs.. WOODEN SHIPS.
Experience hats already taught shippers that
iron ships do not land their cargoes in good
| condition az our first class American wooden
ones; has also proved that wooden ships in
point of speed on long voyages are superior to
| iron; and lastly, very important thing to be
considered is that reliable shipbuilders of our
| acquaintance will guarantee to build a first
class wooden ship of 2300 tons, hull and sparS.
| for one half the cost of an iron one of the same
tonnage and carrying capacity.
II then wooden ship can be built for one
| half the price of an iron one; if she will land
her cargo i'll better condition; if she will carry
it as speedily and will last longer in proportion
| to her cost, where is the point of argument in
| favor of the iron ship? Just here. and no
where else. Great Britain controls to-day the
| carrying trade AS arbitrarily aS she did during
| the rebellion. DO you ask how? We answer:
| by controlling the shipment of freights from
| this country, through her merchants. through
| her insurance companies which decide as to
rates of Insurance and through officers who
manipulate the rating of wooden and iron
! ships. This three fold cord is not easily to be
broken, but until it is, there is no hope for the
wooden sailing ship over the iron sailing one.
| though theoretically the arguments in favor of
| the former are indsputabe.
| A letter received by the owners agent Capt
Coomb>. from Capt. j. T. Conant, Master of
| Bark John NJ. Clerk 100 tons. built and own
| ed here and every Way first class ship, Illus
| trate> this
| Il had partly negotiated for cargo of ma
| chnery for Figi and had got 50 far that only
the Bank which made advances on the cargo
which was worth tt0,000 was to consent to
take the vessel. They, with the Insurance com
panies. refused to take any but an iron vessel,
| the difference of insurance between iron and
| first class wood on the cargo being one per cent.
or hoo. SO you can Judge by this what wood
must come to when vessel like the j. NJ. !.
will not insure at first class rates. Camden
| Herald.
| CoSCERNINCi ''CIIEAP" FREE SHIPS.
The leading article in this weeks issue re-
| counts in detail seven days losses of yessei,,
mostly owned and built by British Ship-oWner>
| The money loss is large and appalling, but
when we add to this the fearful loss of life and
| the consequent suffering, not only of those who
persisted 50 miserably. but of those left behind
TO mourn their sad fate, the cup of horrors Is
hIitN 10 ONtIllOWlng. ana no pen
to paint IA truthful picture which Shall dcineate
the suffering, misery, anguish, torture. and III
| ler d>mly, Which even !; calm review of the
subject must lead 10. We are asked to buy of
such ships; We are told that they are ch@1per
than those we can build here and that with
| them we can restore our fallen commercial
| power upon the sea. IAN any man with a
spark of love for his felloW-nlen believe that il
would be ANYTHING but base treason to aid in
| introducing such death-traps under our FLAG or
that Ill owning or sailing such types of vessels
that 1t would be any lthIng but conniying at
| mansauShltr or murder Out upon the advo-
Gates of such free Cheap" ships! We have
neither sympathy or respect for them; and if.
after the perusal Of such an official document
as We have this week presented, they cOn1iulIt.
to uphold the purchase of such man-trap~. such
denominations falsely called ships then thcv de-
serve 10 better fate than to be sent to sea in
them. and ultimately find their resting place
among the tens OF thousands who lie at The bot
tom of the sea- victims of the cupditv of 4 class
OF British ship-oWner>, who care less for Il hui
man being than man does tor Il discarded eur
dog. The Nautical Gazette.
''HOW TO EXTEND OUR FOREIGN TRADE"
| This is the topic discussed by Consul Shaw
of Manchester, Eng. He SAYS we must follow
the example of England. To secure a large
trade 1t Is almost necessary to have resident
| partner i'll new trade ccntres-;t fact which the
! English appreciate. Such agents usually Sc
| cure the confidence of the people and thu, hold
/ Il. 1
i iio tiaot asaihSt an competitors. IL Is very
ilipoit'i' ~ nt'ls'"hu 'ht pItluulre> ol lhe
'eI.loh lel"'iNc ~ SoouS; the lehStn, width,
t'lol' hitihs, ttc'' are All essential. Trade
| must be constant and the supply of good, ul-
| faihnS. Spurs will not open Il new trade. OF
| first importance is the creation of American
steamship lines to new markets. England's
hold on the trade of the world is becau she
| monopoIlzes the carrying trade. Her policy is
to push English made goods. The English
Government has i'll the past subsidized many
| lines, and several to remote quarters are still
well subsidized. Those have been of ncalcuI-
able benefit to British trade and manufactures
| Consul Shaw does not much promise OF
success in new markets until we have direct
cheap and sure communication.
| nov ro cp1pp1r cn,,,,,>- ,,>.,,,>
y Ds h",ihe e l'ossa cTo"a' nor DO we believe IN
baliavn Jrismau in tn I'M" ' 'J'>, We
more novprfml .yant il ,h'i hnI i',u :,
I,n,mitn an he With II ,t,i,,, ,iIIi''' '.,'" eNe'
Vii ,n.o,,,tih n,o, % ] n''t' hoy u:e'''
enemy th.l th,t nt,,H - " w ,i' ~
| b1Lnf Evprv Irishr,an ,yh ,.,,, -, f "'i ~. .iie
tr.,la ~ froo' .h;,, ,.ntn- =. i,, ~ ~
md orin Of Gri,t prt;n ~. ~ 'no poM'i
wuoss. he votas t maan tl 'o'e3 % ~ iC;'1'cc
he Vo,es tn ,,Sy,, h;Sait ~ ouSa ~ - ~ ~
| Than hn Jre,n,S nf M ia - =" = iN"'Ii uIStIe
sharklns Innn tb. "n1 ~ VIZ H., 10 i pn'. tne r.
.dontinn Wa u,,f t; ,,,int;ti NJ, ,nt i',' " IT.
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