The Cordova daily times., 1920-08-30
CRY FOR SHIPS
 STILL HEARD
 AT SEAPORTS

Press The slogan or Sh1pS! ana still more ships" so effectively used during the war to speed up Ameri- ca's ship building program as a de- fiance of the submsroine campaign still is heard in American seaports. It comes, however, not so much from those having freight for transit as it does from those who desire to make trips to foreign shores on business or pleasure.
 Steamship accommodations for all lands, despite more than double pre- war tariffs, and rigid restrictions as to passports are at premium. Repre- sentatives in New York and other terminals of passengers-carrying lines say that all available accommodations are booked as far as three months ahead The unfortunate business man faced with the need of making an unexpected trip abroad, is forced to depend on possible cancellations of previously engaged passage on the part of someone who at the last ma- ment is prevented from sailing. On many ships thirdclass accommodations hold men and women who are f.nan- cially able to travel in the best that the ships affords. It is no infrequent occurrence for staid banker, or a wealthy head of a large business +o Io ble alien laborer returning to the land of his birth for visit.
 It was recently said by the head of a large line in speaking of tariffs that in 1914 a man could purchase a tourist ticket including rail fares and hotel for the same sum that he is now compelled to pay for a one-way ticket from Newk York to a Mediter- ranean port.
 Records of departures and arrivals are kept here by the Steamship Mems Association and show that despite the very apparent rush travel is only about half, as to the number of pas o, and June of that year there sailed from American to transatlantic ports 264,300 persons of whom more than 100000 were classed as third-class. In the same months of 1920 the outgoing total was 80,323 of whom 50,000 were third-class.
 Of incoming passengers in one month of 1914 there were 105, 100 per sons. The corresponding month of this same year showed 45,120 per sons arrivals.
 The rush this year and the diff culty in getting accommodations is accounted for by the fact that there is needed ships, ships and more sh1ps.' of the passenger-carrying class. Available tonnage, due to the ravages of the war, is greatly depict ed. The North German Lloyd and the Hamburg American lines, which prior to the war carried a large per- centage of the transatlantic travel do not exist. In addition, many of the big liners of allied flags are gone, as for example the Lusitania. AL most the entire pre-war fleet of an- other large British line were submar- inc victims. Other ships were of a necessity laid up for periods of more than a year for reconditioning due to their accommodations having been ripped out with axes to make them into troop carriers An example of this is the huge Olympic, which but recently was returned to the passen- ger-carrying trade.
 Of the former German liners. al- though taken over by the United States and other countries, but con- parative few are yet in operation One of these is the Leviathan, the largest ship afloat which is lying idle at her dock in Hoboken-a ship which could carry from 5000 to 6,O0O passengers were she in operation Leviathan could go to sea now, in- solar as her engines and boilers are concerned, but alterations of her cabins by which she was able to take on board 12,000 troops have unfitted her for passenger-carrying trade.
 The outlook of the American Mer- chant Marine passenger carrying trade, however, is very bright, ship ping men say. The United States Shipping Board is giving encourage ment to the organization of lines ad- equate to demands of the service. The International Mercantile Marine Company has added to it's American flag service a line to Ham burg with two of Americas best ships making regular runs therein Recent anounce-