The daily morning journal and courier. [volume] (New Haven, Conn.) 1894-1907, 1902-01-09

lantic Transport Line controlled by
American capital, sailed under the Brit
ish hag), the Leyland Line, lately &C
quired by American capital represented
by j. Pierpont Morgan, and the Hol-
land American Line. The last of these
according to the report of the Commits
sioner of Navigation, paid dividend of
10 per cent in the fiscal year 1S99-l910
The countries mentioned, England
and Germany, are those usually cited
by the American advocates of subsi-
dies. But the country in which subsidies
have been paid most freely is France.
Mr. Bates, in his American Marine,
says: THE shipping protection given
by the Republic of France, being gener-
al, is the very best foreign example, if
we need one" What is the example Of
France? Commencing in 1861 with sub
sides of 9,300,000 francs, or S1,860000,
she has increased these payments from
time to time, until the total according
to the French budget for 1901, is $4,000
900 for the current year Qncluding
bounties on construction and naviga-
ton ard mail payments), For this vast
sum of money France has now steam
IIleECHdHl-ilIdIlpS VI why Ltp otVoo sSAit'
not as large as that of America
EXPERIENCE OF FRANCE.
BY the law of 1881, which lasted for
ten years, France initiated policy Of
bounties upon shipbuilding, and also
upon navigation in native and in foreisn
bottoms, in addition to- the regular SUBJ
ventions for postal services. The i'm
mediate effect of this Jaw was an in
crease In the number of ships sailing un-
der the French flag, and correspond
ing increase in the construction and
navigation bounties paid out by the
Government. In 1889 the total had
reached 81 900, 900 annually and has re-
manned at that figure or higher, ever
since. This increase in tonnage, how
ever, did not mean corresponding in
crease in French shipbuilding, for the
French ship owners seem to have been
able to buy foreign ships to better adj
vantage, despite the bounty the native
shipbuilder received, and despite the
fact that the navigation bounty for ma
tive built ships was twice as much as
that for foreign ones. Another note
worthy point is that. as the term of ex-
piration Of this laws approached, the
ship owners, uncertain whether the
bounty would be continued, ceased in
creasing their fleet. They seemed, then,
to regard the continued payment of the
bounty as a sine qua non of the life of
the French merchant marine. The most
ardent advocates of susidies In Aneri-
ca have always avnwed that the pay
ments proposed were only a temporary
measure.
BY the law of 1893 France abolished
the bounty on boats of foreign build,
hut at the same time increased the
payments for construction and naviga-
ton of native bottoms, and also renew
ed the liberal postal contracts. Her
steam tonnage then was S55, 798; in 1901
it was 1858, 036, During these nine
years the payments made under the
law mentioned averaged $7,500.00o year
ly. Almost coincident with the passage
of this law was the American act of 1892
establishing the American line. The
subjoned table Of figure since that date
may be interesting. r.Ihis eempi'e ed from
the annual report Of the United States
Commissioner of Navigation 1901, and
Lloyd's Register. The tonnage given i
is gross and includes steamers exceed
ing 100 tons. The tonnage for the
United States includes, lake and ocean !
steamers of the same capacity. The j
mail payments for the United States
are for the carriage Of mail by United 4
states steamers to foreign countries
only. The steam tonnage of the United
States registered for the foreign trade |
on June 80, 1901, was 429,722 tons).
Norway have a marine greater than
that of France, but they pay only about |
$1750o per annum dor susidies and |
mail contracts, and part Of this amount /
goes to foreign vessels not included In /
the tonnage given Sweden and Nor I
way have neither the colonies of Eng I
land France. or Germany, nor the out
lying territory of the United States; /
their commerce, compared with that or |
those countries is small; but of the
ships which entered Swedish and Nor
wegian ports In 1900 In the foreign
trade, two thirds We're native bottoms
To sum up in the two examples most /
cited by the advocates of
subsidies England and Germany--oth
ar causes, more effective than subsi-
dies, We're at work to build up the ma
fines Of those countries, viz, great nat
lral advantages, native industry, for
align commerce, and liberal navigation
avs. Moreover, the lines subsidized by
hose countries have not prospered to
any greater extent, for reasons shown,
han lines which We're unsubsidized. In
France, where heavy subsidies have
oeen paid for forty years past the mer-
has for long time been
still. The monarchy Of Swe-
len and Norway which grants subsi-
lies and mail contracts of only a tri-
ling amount, owns a steamr tonnage
,reater than that of France. In view of
hese facts, it does not seem that the
of European countries may be
AIKEN as arguments in favor of a gem
raj subsidized merchant marine,--New
FORK Evening Post
IT tho Baby Ii Cutting Teeth !