Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1901-02-21

- others Of Bryants Pond; Of w. II
Boynton ana - others Of Aroostoob
county; Of Ch3S. II. HodSdon and IS
others Of Cumberland county; Of l.. 7
True and u others of Hope: Of Man
deryille Hall ard - others of Pcruc: OF
A. Hannah and II others Of Wilton; OF
=. II. Gerald and ~ others of Clinton;
Of Percy ). EdgcOmb and 40 others Of
Belfast-all for same.
sAGADAHGC COUNTY DELEGATION
Ey Mr. Moulton Of Bowdoinham-Re-
monstrancc of W. Il. Kendall and l.
others, citizens Of IfoWdoinham. against
the county of Sagadahcc issuing bonds
for the purpose Of building a jail: Of
John NJ. curtis ana Is others, citizens
of BoWdoinh&m: OF Il. d. Purinton ana
IA others. citizens OF BoWGoinhan-all
against same.
TIT: SHIP SUBSIDY BILL.
Mr.. Hill. from the committee on com
menrce reported ought to pass on re-
solve in favor of the passage Of the
ship subsidy bill.
Mr.. MADDOCkS of Boothbay fIarbor.
Mr. Speaker ard Gentlemen of th, House.
"a non thp gentleman from Lagrange pre-
scented this resolution ] considered i'll 81
great Importance. ana as touching mat
ter pf vital Importance to this state il
seems 70 me- entirely proper that thlS
Legislature should express itself in no
uncertain tone in favor Of the passage Of
the pI by Congress.
ANY measure which affects favorabIy
pr adversely the American merchant ma
rine is a matter Of moment TO inc State
Of Maine. From the day nearly three
centuries ago Wnen FOpham built a yes
sci An the mouth "a ltc kennebCc tne
the waters of the United States, until
now. the people of Maine have had a di-
rect personal interest in al! things per
tanning To the shipping industry. For
generations the sails Of our ships whit
tncd every sea. ana Portland Bath, wis
caSSot, CaStine, and MaChiaS We're ia
miiar names in every foreign port. oar
shippers and men We're famed for their
bravery and skill. our ships for their
beauty and strength and speed The tim
Der for their frames came from our for
cstS. our mechanics wrought it into shape
and loneliness in our own yards: our
capital built them: our citizens ufiiccrcd
ANA manned them, ana the profits Of the
business enriched ali classes OF our peO-
PIE.
But today Ill il changed IN period 0!
forty years, since 1861. when .Americar
tonnage reached the enormous total OF
clSn commerce was carried in American
bottoms, until now when but per CEN
,
have seen our foreign commerce almost
driven from the seas. To this trench
douS ana hCmil-aunE result several
causes have contributed: the raVaGeS OF
war, the transition from sail to steam
and from wood to steel, the incxorablc
laws Of trade. which compel shipbuilders
to build where they can build cheapest
and to sail their ShipS under the iaE
which offers The greatest inducements IL
wages, SubVontionS ana frcights. Bul
tar greater than all other causes has
been eur idtuOuS, suicidal indifference t.
or trade rights. our complete ignoring
Of opportunities to recover our uGhtfui
share of the worlds commerce; our an
most cuntcmptuOuS Indifference to gu.
riShtiul position among nations. To-day
when our own markets are no longer sur
ticicnt to absorb the products Of or
farms and factories. when our production
is onc-third greater than our cousump-
ton. when our exports exceed our i'm
ports by $2nANHnm annually. We begin /,
realize the magnitude of our past error
ana strive to regain our past cminCncc
Eut what d0 We find" in the first place
IN" itrcrSt mercantile competition i'm tn,
history Of the world. Il battle iii which
every Civilized nation in the world is
using every weapon AT lts command
financial Legal. social, military ANA na-
val. for ITS own protection ana better
mcnt: IN which every nation is pushing
ltN schemes for trade IN every means at
hand: in which every governments Is
maintaining and increasing its avenues
If commerce IN the application III tn.
identical principle which we have apuiirC
To or home mark~t-the principle of pro.
lection. To-day, England. Germany
France. Russia. Italy. Austria, Japan
Thc Ncin"rlhnds. Norway. Sweden. Den.
mark, aud even mDribund Suain are as
sSting private \. numerical enterprises III
subsidies. whether called openly BY thar
name. or disguised under mail hountics
navigation hoInt.es, fishing bounti.s con
Struc;jon hounticS. remission OF cana
dues, q" admiralty SubVCutiuns In cv.
cry case government aid iS cxtcndr,
freely, willingly ana openly TO those pri
Nate companies engaged in extending III,
trad" ana commercial influence Of thcil
respective nations. With this Eandtcal
il is not merely foolish. it is absolutely
impossible. to try To regain cVcu our Owl
carrying trade without some ala outsid
OF ana beyond the power OF private en-
terprise to grant. The battle is to,
strenuous. the odds too great. fur nri
vate means To cope with, uuassisted !!
Is TO even Up these conditions. TO put til,
American merchant marine III Hi cvpi
footing with that of other countries, tina
the pending bill! Is designed to accom-
pliah. ana If il is equal Ia the demand.
pGt upon 1t every man in this lIOUs,
should do al in MS power to help it.
passage.
Now precisely, what are the advan
tages which the foreign shipbuiIder ant
shipOWner has oNe- The American buiIdei
and owner? They may be briefly sum
married. as follows:
|. The governmental aid already re
ferred to.
> The difference in construction cos
in favor OF the foreign builder. incIudins
wages, amounting TO at least so per ton
:. A rate of interest less, by nearl,
one-half.
!. The difference in officers ana crew
wages. averaging from 2 10 81 per cen
in favor Of the foreign ship.
>. The difference in maintenance pci
man per day-about y per cent III favor
of the foreigner.
These figures are official, based on re-
ard various treasury experts. The diff
ferences as will be seen are large anC
furnish a sufficient reason tor the su.
premacY of the foreign ship in our car
rying trade: they amply demonstrate Tho
necessity for prornpt and thorough ac-
ton on the part of the United States II
we are-not to save our carrying trade
for all but remnant Of il IS already
lost but to regain what is riShtfuly ours
Now the subsidy bill. so-caiied. Is
framed simply TO ecualze the difference.
which | have noted. II has been draw
with great care by experts in the ship
ping business. assisted BY counsel o
eminent ability. We believe ii viii pa
the American builder and owner on Z
level with the foreigner 50 far as cost %
cons truction and maintenance IS con
cerned and then he asks no faVorS %
anyone.
Now what arguments are urged agains
the bill? Practically only two-one tina
il is class legislation ard the other tha
the granting of Subsidies is opposed 70 tht