The Hood River glacier. (Hood River, Or.) 1889-1933, 1922-01-12
new YORK APPLE
EXPORTER VISITS

manager OF lie Elu6T OJScl OlSashShip
Co., and C. O. Hirschbeg, of the Ad-
mral Lines Portland office, represent
atives there of the Elder concern, was
here last Thursday interviewing apple
shippers and growers.
Mr.. Da Costa, who has been handling
Hood River apples for more than
decade and who is now on tour OF all
Pacific coast apple districts. in order
that he may study, as he says, the de
sires of growers and shippers at first
hand, is an advocate of greater devel.
opment, on the part of apple shippers,
of use of refrigerated space of steam
ers plying between Pacific coast ports
and those of the Atlantic coast. Mr..
Da Costa points ont that the Elder
Steel Steamship Co.. operating three
vessels between Pacific ports and the
Atlantic coast points, has rendered
service to shippers that has been graf
flying.
"These three steamers, says Mr..
Da Costa, (which have already han
died material quantity of apples, will
carry 10000 additional boxes soon.
They are equipped with individual
refrigerated compartments. Shippers
may have their apples handled accord
ing to their individual desires. On
arrival at New York City the fruit is
discharged at Pier 26 on North river
at the foot of Franklin street. Apples
are displayed for view of buyers in
much the fashion employed at the Erie
Pier. The display rooms are heated
and there is no danger of freezing of
the product.
"A charge of 40 cents per box has
been set for this refrigerated steam.
ship service.
Even with the inland railroad
freights. wharf charges and insurance
added, this is under the railway freight
charges. The water route, as it elm
mates the possibility of damage from
frozen fruit, a contingency that the
shipper who uses the transcontinental
rail lines has to face at this season of
the year, has added favorable features
for the northwestern shipper. 1t APP
peals to the shipper who desires to get
late keeping varieties on the market
late in the season, in that it requires
a longer period in transit. and thus
may possibly eliminate an eastern
storage charge"
Mr.. Da Costa believes that the ham
ding of apples by inter-coast steamers
and the transfer of them at New York
City to trans Atlantic ships will be
greatly beneficial to the export busi
ness. He points out that it is not only
cheaper than the trans-continental rail
and trans Atlantic handling of the ap-
pies, but that it will tend to stabilize
the foreign demands.
During the past season" says Mr..
Costa, "the steamers that have handled
apples from the Pacific coast in quanti
ties by direct water route from Seat
tie, Portland and San Francisco, have
been advertised for at least month
before their arrival as apple steamers.
The trade of the British Isles is thus
induced to hold off buying. expecting a
reduction in prices at the time Of ar
rival of the heavy stocks. This condi-
tion, in my opinion, has had a material
effect in reducing the prices of apples
in England this season.
Another point that might be made
in behalf of the use of the coast to
coast service, combined with the trans
Atlantic ships, is that the Pacific coast
shipper will be given a diversion privi
lege. 1t may be that conditions, on
arrival of the apples in New York
City, are much more favorable for
good prices in the domestic market.
He may sell at home. In case the ex
pert trade offers better returns, then
the trans atlantic service is Immediate
ly available, and the apples may be
transferred and placed on the markets
of the British Isles in about 10 days.
The maximum transfer charge on
lightering the apples from the inter
coast ships to trans-A tlantic vessels is
four cents per box. The apples may
be forwarded from New York to Lon
don, Liverpool. South Hampton. Bris-
tol, Manchester, Hull or Glasgow.
"Another feature that should appeal
to the shipper of northwestern apples
engaged in the export trade, should be
the element of time that must neces-
sarily lapse from time of departure of
the fruit until its arrival. By loading
direct from northwestern ports, the
shipper must judge the market four
weeks or more ahead of time. BY the
time his product arrives, the conditions
may be materially changed. He only
mas to look forward nine or 10 days,
when shipping from New York City.
This time element is very advantage
Gus on occasion.
81 note. too, that two steamship
concerns are handling northwestern
apples direct from the Pacific coast to
Europe this year. The sailings of their
boats are very nearly simultaneous.
1t would be far better for the shipper
and grower If these sailings were al
ternate, and thus the depressing effect
of dumping huge quantities into the
English markets would be cut in half.
The alternate sailings would feed the
market more regularly and would have
an all around beneficial effect.
"Trans- Atlantic boats, engaged in
handling the freight Of general com
merce, would convey nominal Quanti-
ties of apples to the English market at
steady intervals. and thus the effects
of the gluts of the larger caTgoes
would be eliminated. These trans
Atlantic vessels are never advertised
as apple boats.
Mr.. Da Costa says that shippers of
the northwest who handle pears as
we'll as apples should never route the
fruits in the same refrigerated com
partments. 1t has been proven that
pears and apples cannot be safely ac-
commodated together, according TO Mr..
Da Costa. The apples will arrive all
right but invariably the pears will
show deterioration. Pears must be
subjected to a steady temperature.
whereas the apples can stand consider
able variance.
Mr.. Da Costa says that the war
time conditions developed numerous
new factors in the export market,
who, although they were inexperienced
in handling apples, were induced TO
attempt their sale.
Until this element Is rooted out Of
the trade" saws Mr.. Da Costa, ''the
established apple dealer and the grow
er and shipper, too. will feel its hurt
fol effects" The New York exporter,
who has connections IN al British Isle
distributing points. has handled les
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