The Republican journal., 1902-04-03
ufacturing products has been intro
duced into foreign lands.

as the business grows. Commodities
begin to come in large quantities, and
then the steamship company looking
for business sends its agents to these
ports, and establishes wharves and
large lighters in order to make quick
delivery. When the business is large
enough for the steamboat company to
take hold of it, it does so, and the sail
ing vessel must hunt for other fields
undeveloped, and develop them 1t is
the restless, courageous pioneer of the
waters, marking the way for great en-
terprises.
There are OH the Atlantic coast 672
schooners and square rugged vessels OF
300 tons and over. Besides these. there
are 337 barks, briggs and brigantines,
and between 800 and 600 small vessels,
doing business along the coast, running
in and out of little ports, which but
for them would have 10 means OF trans
portatior. They run from Maine to
Texas: from New York to Mexico: to
the West Indies; to South America,
Africa, and, in fact. wherever ports are
still to be built up, and where small
cargoes must be taken.
SENATE REPORT MISLEADING.
One of the largest ship-owners III the
| nited States is Fields ;. Pendleton OF
Peudleton Bros. No. IS South Street:
lhS firm controls over one hundred
sailing craft.
1T the Senate bill becomes a law,
SAID Mr.. Pendleton Today. 1T means
that a vessel over twenty years OLD VIII
receive no subsidy. Consequently, all
vessels must have been built since 1883
to be benefited. 1t has been claimed
that the present measure deals llDefally
with sailing craft: that POI square-Ilgged
vessels out of Il total OF 33l engaged III
the foreign trade last year are included
i'll it's provisions. This is not true,
however Only IS vessels in this class
were built since 1888, divided as follows:
Nineteen ships, 13 barks, 40 brlgantlneS,
and briggs, making q total of 70. This
tonnage amounts 30 SO, 331, instead OF
300, 2e7, as claimed 10y the Senate report.
The Senate report states that 537
schooners, OF 231 ,29S tons, on the Allan
tic would receive sos, 1888, but by refer
ring to the Commissioner of Naviga-
tons report only 270 about one-half) of
these vessels are eligible. And yet all
these ships have been doing business
satisfactorily to shippers and consign-
ees. So you see that actually the en-
tire schooner fleet on the Atlantic would
receive, at the best, but $4,000, and to
get this they must carry one man on each
vessel to train in seamanShip, pay him
his wages, and furnish him with pro-
visions
eff Justice is done; and, in fact, if
the best interests of the whole country
are considered, any subsidy bill should
provide a subsidy on all classes OF veS-
sells, rated according to their needs.
They should be graded from the smaller
vessel down, the smaller vessel getting
the largest subsidy. This is so, because
the small vessels are more expensive;
that is, it costs more to run them III
comparison with the cargo carried.
They must have captain, mate, a
steward, and second mate, just as all
boats have, and vessel of double its
size only carries two seaman more, at a
cost of from S25 to $50 month. You
see that double the amount of cargo is
carried on the larger boat at an almost
equal expense.
And yet these small vessels are an
absolute necessity to the American
dealer \ man at Rio Grande de Sol, at
Cayenne, French Guiana, at Surinam,
Dutch Guiana, OF at all ports where
there is light draught, wants, we will
say, cargo of rosin. of beef, of -four
and he sends to the United states for it.
He only wants a small quantity. He
cannot use an S00-ton vessel He
has not the facilities for dealing with
such boat. There is not water enough
for it at his port. He must, therefore,
depend upon a small vessel.
"You may be surprised to learn that
lirbt n ral luht norris w bprp ON W
sail vessels run the trade of the United
States is better than that of any other
country. because the merchants of these
places are obliged TO send here as we
are the only country where they can
get both the goods and the conveyance
to deliver them. ! think that you will
agree that next to having the product
to sell, it is important that we have the
conveyance to deliver It,
{ INTEREST OF HOME LABOR.
''There is another point to consider
when we seek to give the sailing craft
its true position. Nlnety-fve per cent.
of the American made sailing vessel
represents labor The lumber in the
South on the stump is worth from 81 to
$3.50 per thousand feet, but those who
buy the ship stock pay from s32 to S34
per thousand feet. This difference al,
means labor, from the time the axe
strikes the tree until the timber is in
! the shipyards, somewhere along the
! coast. In the building of steamers, the
iron industry is the principal one to
benefit.
''In the building of sail vessels nearly
every State in the Union is represent
ed; we get our spars from the Pacific
States, our wire rigging from Western
factories, our lumber from the Southern
States, our treenailS from Virginia and
! North Carolina, our frames from Mary
land, Virginia, and other North Allan.
tic States, our other material, such as
cotton duck, a product of Northern
mills, from Southern fields, and in the
general fitting nearly all of the States
are represented. In the building OF
sail vessels you are building up the
East, helping the West, enriching the
South and making a savings bank fol
the small depositor all over the country
"Any man with little money and a
few friends can build a sail vessel,
because he cuts his garments according
to his cloth, but it takes a rich concern
or corporation to build a steamer. We
have few yards to build steamships, but
we have an unlimited number to build
sail vessels. Give us the legislation
that we justly deserve, and you will
| start factory on eyery beach from St