Delaware gazette and state journal. (Wilmington, Del.) 1883-1902, 1900-12-27

washington Correspondence N. Y. Evening Post.
Good Republican testimony to the
iniuuity Of the Shipping Subsidy bill
IL not so scarce as one would suppose,
though for reasons Of party discipline
it is often hard to get Republicans of
high standing to repeat in public what
they freely say in private conversation.
Thomas W. Phillips, however, formerly
a Representative in Congress from the
Twenty fifth district of Pennsylvania,
and a business man of note, has the |
courage Of his convictions, as is shown |
by these comments made to your corre- |
spondent:
"The supporters of the Ship Subsidy |
bill, in Senate Report ..473, explain its
introduction by saying that we need
more American vessels engaged in
foreign trade. They cite the fact of a
great decline in American shipping
and give as the reasons therefor: first,
that the cost of construction is greater
In the United States than in Great
Britain or Germany; second, that the
nost of operating vessels under the
American flag is greater than under
foreign flags; and as third reason
they cite causes based ON foreign legis-
lative encouragement.
"They then propose as remedy, this
bill, giving subsidy of $4,000, 900
annually for 20 years to American ship.
owners under very peculiar and'aston-
fishing conditions. To show that these
claims are incorrect one need only
remember that one of the principal
items in the cost of construction OF
steel ships is the steel plates of which
the whole ship, Except her machinery
and rigging. Is built. According to
the last report of the Commissioner of
Navigation, the price of steel ship
plates in the United States in Septem-
her last was s24.6 per ton, and in
Great Britain s3S. sS per ton, so that
the PRINCIPAL material used in the con-
'struction of ship was over one. third
cheaper in the United States than in
Great Britain. Another great item in
the cost Of building steamship is her
machinery. 1t is a fact we'll known
and conceded to-day. that American
machinery is now made better and sold
cheaper In all the markets of the world,
than the corresponding product of
other nations. Therefore, both in ship
plates and in machinery, America Is
now able to compete with the world.
The rate of wages is somewhat higher
in American shipyards than in British,
1t is true, yet it is admitted that
American worKmen with American
machinery turn out much greater
product per man than foreign workmen.
Add to this the fact that American
workmen in this industry generally
work one hour per day longer than the
British, and we then, understand why
ship building experts like Mr.. Cramp
say that steamship can now be built
as cheap In American as in any coun-
try.
''Agaln, the cost of operating vessels
under the American flag is practically
no greater than under the British flag.
Insurance is only IL per cent higher
here than in Europe, interest IS the
same, and there is less difference be-
tween British and American wages
than between British and Continental
wages; yet Britain builds and sails
more ships than all the rest of the
world combined. Furthermore, under
this bill American ship-owners are
specifically permitted to hire three.
fourths, or even more, OF their crews
In foreign ports, at as low wages as
their foreign competitors.
The aeagoing tonnage of the world
in 1859 was 18, $50, 600 tons, and of the
: United States $4,000 tons, giving 22lz
times as much for the rest of the world
las for the United States. As stated il
the Senate report, American subsid,
payments are 81, 400, 600 annually; anc
Foreign subsidy payments s26, 000, OK
;annually; showing that while foreign
tonnage Is 22A times as great al
American tonnage, foregn subsidies ar,
only 1879 times as great, the United
States already paying an average o
about 20 per cent more than the rest o
che world. If this bill becomes a Law
we shall be paying more than ons-thirt
Of the worlds subsidy, with less thai
one-twentieth Of the tonnage. Their
Is no assurance that our tonnage vii
be increased by this; for some Of tn
nations, which. like Norway, pay tn
smallest subsidies, make the creates
increases in the growth of their shir
ping. We are now paying create
subsidy per ton than other nation!
and our shipping increases less rapid,
These facts show that shipping due
mot increase in proportion to subsidies
land dispose of the last of the thrt
made in behalf of the bill.
'But there IL a fourth reason for Il
ardent support which this particuli
subsidy measure is resolving in Gel TIA
quarters. 1t is reason not set fort
I'm the bill itself or by ITS supporter
yet 1t Is potent with the promoters
the measure, and one that should r
.ceive the careful consideration
american lawmakers before they vot
This unmentioned cause is the g
pectatlon that the bill will material
aid in the creation of great oce
steamship Trust.
Zone need, only read the names
the men and corporations originate
and advocating this bill in order
grasp the purpose which lies behind
Here are some of them, as given
Senator Fr5e's speech on Decent
9th; 9. P. Huntington, railway ma
mate; Charles Fl. Cramp, shIpbuilds
G. A. Griscom, president of the Int,
national Navigation Co., which is &C
,trolied by the Standard Oil Co. a
the Pennsylvania Railroad Go. Aar
Vanderbilt; Harvey Goulder and Fra
j. Firth of the Lake Carriers Assoc
tion, and number of Others of Ii
connection. The House minority co
mittee's report throws still furtl
light on this feature of the case.
quotes from the Chicago Tribune
give an idea of the extent to viii
the prime movers of this Subsidy |
are concerned in, and backed by, otl
Trusts:
Among the officers of this so-cal
American Line Co. are Clement A. q
com, Pres ident, and w. II. Barnes,
ander j. Cassatt, and w. E. Elsi
directors. That is not the only directt
however, of which these gentlemen
members. They are also directors of
Pennsylvania Co. and Cassatt is presid
- no. 4 4