The Saint Paul globe. (St. Paul, Minn.) 1896-1905, 1899-01-23

Totals .................15 10, 091 900 1868 900
There is no secret of the fact that
the carrying trade is enc of the most
profitable of British enterprises. 1t has
been maintained with the passive ap-
proval of our national legislators be-
cause the fact has long been recogniz-
ed that statesmen from the interior
= could not be mustered i'll sufficient
numbers to apply themselves to that
degree of study of the question which
would lead them to a proper under
standing and appreciation of the prin-
ciples involved.
Our navigation laws have long stood
in the relation Of dead line beyond
which no advance in the carrying trade
could be made. The details are in
Volved in many respects. Meanwhile
the excess In the matter of cost of
building ships here, as against that as
ISOLATED with their construction abroad
has afforded an excuse to those who
did not care, TO fail to inquire as to
what might be done to relieve the sit
nation. The time has come, however,
when the shipbuilders on the Clyde,
for instance are turning to this country
for their supplies of plates, and the
time has also come along with this IN
novation when the maritime interests
can be largely stimulated by striking
out obsolete features in our existing
navigation laws and experimenting
them with up to date provisions.
In the natural growth of this coun-
try, in commercial Importance, in its
relations to the world at large, feel
ing has grown up, especially among
seaboard traders and business men
that the United States, with so much
in the way of products to transport,
should enjoy the emoluments spring
ing from the tranSporta ton service.
We have maintained a structure in con-
nection with our coasting service ever
since 1916. We must now do something
in the way of extension, both to Porto
Rico on the east and Hawaii on the
west. Possibly the opening wedge will
be evidenced when we come to dealing
with the Philippines. A pretty broad
coastwise service we will have when
we come TO take in all our new de-
pendenciesi'
Under our existing laws no foreign
vessel can take cargo at an American
port for any point in these new pos
nized by all the interests involved
This, of course means strengthening
of the merchant marine employed in
our "coastwise" service. Will not this
condition have a tendency to effect the
long-desired change in the navigation
laws? The United States has advanc-
ed to a position where it must soon
take first rank among the maritime
nations of the world With the value
Of its annual exports reaching beyond
the billion dollar mark, will the people
rest content to see their products car
ried from their shores in the subsidized
bottoms of foreign countries, and
award to their nominal owners the
profits accruing from this trade? A
maritime nation must have sailors;
and these always constitute, in the ma
ture of things, a sort of reserve force
for the navy in time of war. But our
laws must be SO amended that marine
courts shall have jurisdiction over
those who sail the seas, in a manner
that shall leave no room for escape
through favoritism or other methods of
injustice.
Meanwhile it is an encouraging sign
to note the fact that the ship building
industry of the United States is show
ing signs of great activity. Thus we
find, in the Cleveland Marine Review
for Jan. u, that on Jan. l, 1899, there
were under contract or in course of
construction 262 vessels, valued at S62,-
110,e92. The merchant vessels were
numbered 204, with a tonnage of 254,
PIC tons, and of the value of SO, $50, 900
There were fifty-four war vessels, of
6,499 tons and 372, $50 horse power,
contracted for at cost of s42, 349, 1872,
exclusive. of armor and armament. In