New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1914-08-28

II becomes important then AT inns
moment, when Congress is displaying
a spirit Of impetuosity In its efforts TO
legislatc upon this subject, 20 inquire
whether the proposed government
ownership Of vessel, 10 trade between
North and South America is really a
practical method Of securing tho end in
view.
Subsidies Often Proposed.
For many years successive admins
tIatlons of the United States govern
ment have sought TO extend and i'm
prove the maritime communications
between North and South America to
place American shippers on a footing
of equality with their European COM
petitors. During Cleyeland'S first term,
although there was no regular ser
VICE. such as there is to-day, u was
never proposed that government as
sistance in the creation Of "A mercan-
tile marine should take any other form
than that OF subsidies.
During the Presidential terms Of
Colonel Roosevelt and Nr. Taft strenu-
Gus efforts we're made TO secure legis-
latlon granting subsidies to American
owned merchantmen. These bills failed
amendment bill. wnicn provided merely
for a diversion of the funds required
for the subsidies from the profits
earned by the carriage Of mails, was
defeated. The reason generally given
for this otherwise ineXplicable opposi-
ton 20 a method Of Increasing foreign
trade adopted By almost every other
great country Of the world is that. as
the farmer could not look 10 the ship
mcnt OF his crops - the countries en-
braced within The sphere OF the pro-
posed subsidies. he could see no reason
tor submitting 20 taxation for the cX-
elusive benefit OF a section C the bust
mess community.
Nevertheless IL is solf-evident that
under the contemplated official owncr.
ship. il would be impossible TO operate
merchant vessel for trade with South
america without enormous loss and R
consequent heavier tax upon the gen
Cral population OF the country chan
would be Involved iu the reproductive
policy Of granting fixed subsidies. In
setting this proposition. oTit all con-
sidcratiou Of the still more harmful
results that would cnsue from the
sitting OF private enterprise.
hpgUt3T ,NtFN lfc .NctuCU.
r. has long been recogn Led that a
direct end regular steamship service
between American ports and the River
Plate countries is condition precedent
to larger interchange OF trade A.
importer must be ia a position % cal
culatc with approximate security the
dates upon which, iu ordinary cicum-
stunccs. hc may count on receiving his
corsignmcnts. An exporter Is seriously
r4ciudiccd e the shipment o. his goods
is delayed and his capital tied up. there
being also the contingent liability %
tta loss OF his customer
r. is common knowledge that the cost
OF construction and operation OF ships
with caDacity Of fifteen knots or more
is practically double that OF vessels -
lesser speed. II private enterprise has
ouUd b. impossible probably 10 meet
'tc difficulty o. time, as compared Win
European shipping. how is 70 TO be eN-
pccted that "a government ownership
b ouid succc sfu'ly remove the OBJ
stacie,
The tcamct- now trading between
North and South American ports hav"
g.. average capacity OF from twelve %
,uir,ccr knots and take between TWEEN
.l-ttc and thirty da;s 10 make the pa
&c from New York 20 Bucuos Ayres.
. hcrcas the merchantmen OF many of
the countries Of Europe can accom-
ulish the distance in sixteen or seven
teen days.
The reason for this is plain. Eu-
ropean vessels make their return trips
with full cargoes. especially from Az
gcntira while the United States I'M
ucrts from that country are still insu.-
fcicnt 20 provide full cargocs for g
frequent service OF steamships.
More Might BE Shipped.
Argentina. which is . pastoral and
agricultural country. AZ present only
cvnorts a limited number OF products
10 the United States. such as certain
classes Of wool and hides. with small
-hipmerts Of hardwoOds, although
r-uch raw material might be shiQucd. +
rorinrocql tariffs could he established.
r. * entirely lilU-o-v 90 -Upposc. bow
over. that. with tho questions oi ti~'
and higher trciChts. service % mor'
amid steamer could be maintained 1'
q proft. In view Of the fact tnGt most
a. the ships would have 20 return Do
ballast.
II +, obvious that the proposed mer-
chant marine bill Is not calculated 90
meet the objects for which d. has been
projected. That American-owned mer-
chant vessels are an indispensable
condition 10 any considerable augmen-
-ation Of the international trade may
be proved By the fact that 100 recent
wears all the maritime countries Of
Europe have not only subsidized their
shipping to the River Plate. but have
done so almost exclusively OF condi-
tion that the vessels 80 engaged should
be Of constantly increasing canacity
and speed
Germany gives heavy subsidies TO
its merchant ships Vessels built m
France receive government aid during
n period Of twelve years. Belgium has
granted per cent loans OF millions Of
francs TO the Compagnic Royale Bego-
Argentine. redeemable in twenty years
AT the compauy's option, on condition
that the tonnage be augmented. with
tho result that large fleet of steam