The Portland daily press. [volume] (Portland, Me.) 1862-1921, 1888-07-12

used in building ships operated uDjustly,
because the ship after il was built had no
protection from foreign competition. but was
compelled by the very nature of the case to
compete with foreign built ships on equal
terms. The raw material was subject to
duty while the manufactured product was
entirely unprotected. The condition of
the ship owner was closely similar to what
the condition of the wooden manufacturer
would be If the duty on wool should be re-
tanned and the duty on manufactured
woolens removed. The nature of the
business in which the ship destined
for the foreign carrying trade was
to engage was such that it was impossi-
BILE for our government to protect it. The
protective system never contemplated the
taxation of one interest entirely for the
benefit of another. 1t was not the protec-
tive system that was being applied here, but
simply, a form of taxation-and unjust
taxation. 1t was relief from this unjust
taxation that Mr.. Lynch asked for. The
very first clause of his bill recites that
whereas the mercantile marine of the coun-
try was nearly destroyed during the late
rebellion In consequence of the inabil-
ity OF the government TO protect it;
and now, while bearing its share of
taxation, has no such protection from
foreign competition as is afforded to
other great national interests and industries,
and is therefore steadily declining" showing
clearly that Mr.. Lynch and his committee
intended no attack upon the protective sys-
tenn and no denial of its benefits, but claimed
simply that inasmuch as ships in the foreign
carrying trade were deprived Of all protection
the shipbuilding industry as regarded then
was In very different position from the other
great industries Of the country which were
protected from foreign competition, while
these ships were exposed to it without any
restriction whatever.
Taken as a whole, Mr.. Lynch's bill was
the strongest kind of protective measure.
The favorite means of our free trade
friends to revive American commerce has
been to allow the admission of foreign built
ships to American registry. Concerning that
policy Mr.. Lynch said:
In order to understand and appreciate the prac-
teal operation Of the policy of admitting foreign
built ships TO American registry, and its effects
what in detail the manner III which tie SHIPPING
Of a country-and particularly that Of our owns
built up and maintained. The shipping of the
limited extent has it been owned, by capitalists,
but by men OF moderate means, the lumberman,
tpe mechanic, the ship-master, and the merchant,
sailing and the freight Of the ship, independent Of
the profits to be directly derived from its earnings
The lumberman to make q market for his timber
the mechanic 10 obtain employment In construct
ing the shipchandler for sale of his goods In fur
nishing, the ship,master to obtain business in his
proissslon ana tne merchant TO secure the com
business, all unite in building owning and sailing
vessels. To use the expression Of Mr.. Loring, o
building and owning vessels, who testified before
the committee at Portland: Tho whole paris
are often interested In building and owning ves-
This associated effort not only supplies the cap
ifal but the practical knowledge and experience
70 construct and manage this description Of prop
torioduce it far greater than that of Imere inter-
est on investment of capital alone.
transfer the labor "
struct them, from the taking Of the timber from
the forests, and the ore from the mines, to the
Launching OF the Ship but also all the business OF
furnishing the outfits and supplies for the voyage
ltwould not be tonnage, the production of which
would aid In furnishing profitable employment to
American mechanics and American agricultural
lists and help to increase our national wealth. 1t
would not multiply comfortable cottages nor
crea.e thriving villages q industrious workmen
1t would be simply the investment of American
capital in property out of 1.-THE country the diyi-
1t would give no strength in time ofwar. Repre-
septing capital alone, 1t would partake Of the
tlmidity Of capital, and whenever danger threat
ened, seek safety under neutral or hostile flag.
Here the tariff protected American labor
and American enterprise, and here Mr..
Lynch was in favor of its retention. When
he was in favor Of its removal was when it
tended to restrict the opportunities of Ameri-
can labor and to curtail American enterprise.
He favored its removal when it operated as
tax, instead Of as stimulus and protection
to American industries. In short, he OPP
posed tariff for revenue only and favored
tariff for protection. In his recommends
ton to grant drawback on the material
used in the construction Of ships to engage
in the foreign trade, and his opposition to
the admission Of foreign built ships to
American registry. Mr.. Lynch was exactly
in accord with the principles of protection
lists. Another recommendation of Mr..
Lynch deserves attention. Mr.. Putnam en-
dorsed him as thorough business man,
and awarded to him the credit of inyestigat-
ing the causes Of the decline of American
ohhPPAh6 bohootAJ' AtOU Az 10 ou1C w uoouluC
that Mr.. Putnam will not deny that Mr..
Lynch brought the same business capacity
and the same honesty to bear on the consid-
Grafton Of the remedies that he had en-
ployed to discover the causes Of the disease
Now one of the remedies that Mr.. Lynch
advocated, and the one on which he laid
greater stress In his report than on all the
others combined, was subsidy to American
vessels engaged in the foreign carrying
trade. This is the language of his bill:
.4,ad belt further enacted That the owner Of
any American registered sail or steam vessel
which shall be engaged for more than six months
in the year in the carrying trade between Ameri
can and foreign ports, or between the ports of
foreign countries, shall, at the end of each fsca
year In which such vessel bias been so engaged,
be paid by the collector of the port where such
vessel is registered, upon exhibiting satisfactory
evidence, in form to be prescribed by the secreta-
ny of the Treasury, that such vessel has been so
engaged, upon every sail vessel one dollar and
fifty cents for each registered ton; and upon ev-
cry steamer running TO and from the ports of the
North American Province, one dollar and fifty