davidaulloa/AmericanStories huggingface dataset:
New-York tribune., 1922-07-30
Men of the Merchant Morine
Ask No Fauors-und Get None

Likewise there are some 26,o00 licensed en-
gineers, many Of whom getting land Jobs
Most OF these men pick up jobs as engineers
or mechanics. They would rather be at sea,
ali things being equal, but go where they can
make the best living.
These men gave their services freely DUR
ing the war, and no class did more effective
service fer the government. The men of the
merchant marine made the same record during
the Revolution and every other war this coun-
try has had. The merchant marine is need
ed auxiliary in case of war. No public objec-
ton is made, because our navy is the best paid
in the world. A sailor In the merchant ma
rine works twice IS hard as a man in the
navy and he stands ready to fight in case OF
emergency. He doesn't get as good pay as he
would in the navy and he gets no furlough,
no sick pay, no free medical and dental serv-
ice, and, finally, no retirement on a comfort.
able wage at the end OF a certain term of
service.
"unless the ship subsidy bill is passed and
some relief afforded, American sailors age go-
ing to be driven from the sea-"
In hriaf slnprsuhsidy advocates give il as
their opinion that the bill now before Com
gress, II passed, will build up merchant
marine Of 100000 tons, capable of carrying
the greater part of the exports and imports
OF the country, that it will maintain an active
shspbuiloing and repair industry, and that it
will provide large body Of citizen officers
and seamen as reserve in case Of war Fur
thermore, it will make certain that the ships
which are now in government possession will
not be turned over to competitors, to be used
against us, and that the product of our war
time shipbuilding days will eventually be
turned into national asset, instead Of q
heavy liability as at present.
Finally-and he should not be forgotten, by
any means--balm will be brought to the soul
OF the American traveller who wonders why il
IS that, under present conditions, he sees so
few American flags on ships In foreign poxts,
New-York tribune., 1922-07-30
American Officers Go Into Other
Lines, Euen to Being Butchers

Il venture to say we have not over fifty men
in our lists available for any CALL" said Cap
tain Milliken. "Men have gone into other lines
Of business that pay them better. They find
they cannot stay at sea and make both ends
meet ! know of one instance-a man who has
been fourteen years at sea an officer, filing
every berth up to that of master. He is get
ting S155 a month as chief mate. he is paying
$50 month rent in New York, which, Il you
know anything about rents here, means thaa
he is not living well. His insurance--..s c&r-
ries $4,000 war-risk insurance-eats g big
hole in his salary, that and his rent l.aving
him hardly enough to live on, even by nracSic.
ing the utmost economy.
"ln England if an officer pays $40 n1cn.ls
rent ne is living well, and other costs are in
proportion Instead Of decreasing, official re-
ports indicate that the cost Of living has been
increasing IN this country in the last few
months So, while American officers may get
more than officers on other ships, when wages
are compared on paper the difference van-
lshes when one considers the matter of living
costs. Also officers on British and other for
elgn vessels get certain rake-offs which ara
not countenanced on American ships
I'VE have kept close track of officers eener.
ally. Under the Shipping Board licenses were
issued for 1927 captains, 4,421 chief mates,
5,739 second mates and 4,5oo third mates, or
approximately 21,00O licensed officers in all.
At present there about 1000 vessels in
actual ocean-going and coastwise trade afford
ing jobs for about 5000 officers. The others
have gone into various lines of business ashore,
for the most part We have kept track and
find that many have taken up insurance the
automobile business, importing and exporting
and such lines. Here is one man, former Of
ficer, who has opened meat market. A good
many have bought small craft of their own
and have gone into fishing off the New Eng
land coast. But the point is that most of then,
are getting away from the sea into more
profitable lines.
New-York tribune., 1922-07-30
Drawing by ROY WILLIAMS

in which the writer says that he intends to
show:
First, the lavish gratuities of our govern
ment toward internal development in enormous
grants to states, canals, private corporations,
etc. while our merchant marine has been in
jured in manner strange to comprehend.
Second. the fosterin. care of other nations
New-York tribune., 1922-07-30

American steamers from New York to South
ampton-first class ships, with speed of 20
knots.
Attempts since then have been made to aid
American shipping. President Roosevelt in
1904 secured the appointment Of merchant
marine commission of Senators and Represen-
tatives to study the shipping question and pre-
New-York tribune., 1922-07-30
Claim of Wage-Cutting Is Made
Along NeW York Waterfront

'sUnquestionably there will always be plenty
of men available,'' he said. "Many men take
up what they like-not the thing that might
pay them best. For instance, in my own fam
lily we have followed the sea for many genera
tons Ny own sons have foregone university
opportunities in order to go to sea, as their
forefathers have DONE"
Among the indrec: aids to shipping in the
present bin are the reserving Of SO per cent
of immigration to American ships, the exemp-
tion from Federal taxes conditioned on build
ing of new ships, the per cent income tax
deduction to shippers in American vessels,
the construction loan fund, the allowance for
depreciation and the transfer Of army and
navy transport service to- the merchant marine.
Two-thirds Of the personnel in deck and en-
gine departments, under the requirements Of
the present bill, must be American citizens.
1t is claimed that fully $4,000 Chinese and
Iasear seainen are now employed, mostly at
Asiatic wages in the British merchant marine.
On paper there is considerable difference in
favor of the American sailor when American
wage scales and the wage scales CT other coun-
tries are compared. In reality, however, it is
claimed the differences are not so great.
Along the New York waterfront one gets the
information that the wage scale is not being
observed. According to the scale as given out
by the ship owners, able seanen command
New-York tribune., 1922-07-30
Moral Effect Is All This Fleet
Has YET Achieved

Just how great was the pressure under
which the Shipping Boards feet was built Is
best indicated by the news headlines OF those
days. Lloyd George alone was responsible for
launching several times the thousand ships
which are said to have been launched because
OF the beauteous face of Helen of Troy. He
Kept after the shipbuilders with warnings and
encouragement-not only the shipbuilders in
his own country but in this land as well. He
was quoted frequently on the subject, especial
ly in 1917 and the early part Of 1918. when
German submarines were making appalling
headway against the tonnage Of the Allies.
Lloyd George Urges Building of More Cargo
ships and Warships," 'Lloyd George says Vic
tory Hangs on Tonnage" and similar headings
showed how indefatigable he was in getting
more ships afoat. He cabled congratulations
70 President Wilson on July 5, 1918, concern
ing the wholesale launchings Of American
snlps on July Of that year.
Many of the ships that were launched in
tnis country never have, made voyage. Some
New-York tribune., 1922-07-30

troll of from so to 60 per cent Of our own trade.
"a proper ship subsidy, it must be renem-
bered, will give this country a powerful naval
auxiliary in case of war The vast sum which
this country was forced to spend for ships
during the World War would have subsidized
our shipping for hundreds of years."
Mr.. Marvin was asked if, in his opinion,
Americans would turn to the sea when the
average sailor could not make as much as the
average farm hand or laborer in this country.
New-York tribune., 1922-07-30

subsidy, yet her feet increased 100 per cent
in ten years. Norway spends only $450,ooo
a year in subsidy, yet her feet has shown a
steady growth, being larger than that of
France or Japan. h. England pays no
subsidies, except for the maintenance of fast
mail steamers to her colonies, and for the right
Of pre-emption in the case of the fast Gu
narders."
Shipping subsidy advocates declare that in
one way or another which may not be ap-
parent on the surface, foreign countries are
giving aid to their commerce.
"All foreign ships are powerfully aided"
said Winthrop L. Marvin, vice-president of the
American Steamship Owners Association, OF
II Broadway. "The present subsidy bill be-
fore Congress- which is amendment to the
New-York tribune., 1922-07-30

act Of 1920, permit
ting the sale Of govern
ment ships, as soon as
consistent with good
business methods, is in
tended as an effort to
put our ships on an
equality with the ships
O f o t h e r countries
which receive govern
nent aid. and which
pay their men lower
wages than American
sailors receive. Our
m a n u f a C tories and
farms have not been
able to prosper with
out government aid.
The same is true of
shipping. Yet, as a
matter Of fact, this bill
is more non-subsidy
than otherwise, and
most Of the assistance
rendered will be of an
indirect nature. Let US
suppose that a cargo
steamship Of ordinary
speed is given from
$4,000 to $4,000 a
year compensation.
This will not quite
cover the difference ip
wages and subsistence
cost, this difference in
favor of foreign ships
being about 80 per
cent. But owners and
operators of American
ships feel that they can
cover the remaining
difference. That is
where Yankee ingenu-
ity and Yankee sea-
manship will. come in.
cit should be noted
that there are certain
restrictions governing
compensation. For in
stance, compensation
is given only to for
eign trade ships. Also,
if a ship earns more
than 10 per cent in a
year, the subsidy must
be paid to the govern
ment. A study Of the
shipping bill will show
that it is not intended
to confer a monopoly,
but only to give US con-
New-York tribune., 1922-07-30

s47.50 month and ordinary seanaen $35 rn
reality, it is claimed, able seamen are being
signed up for $35, and even as low as $50, q
month.
This is not being done by the old, estab-
lished companies which in some instances are
paying above the scale in order to hold good
men. But the wage cutting Is being done by
companies that take advantage of the
needs Of men who are out OF work, 80 1t ID
claimed
This Is cause Of discomfort among the or
dinary seamen, and it is claimed the propa-
ganda Of the I. w. w. has been making strong
headway among this class of maritime labor
of late, the frenlen, coal passers and so on,
offering frst-class material for the propagan-
dist. "The Hairy Ape" of the drama---the
stoker meditating on his wrongs-has his
counterpart in real life, under present condi-
tions, and is easy prey for "Wobbly" phioso-
ply, so the claim is made.
Among American officers there Is said to ba
much dissatisfaction with present conditions,
The officers have their own organization,
known as the Neptune Association, with head
quarters at 81 Pearl Street. Captain John x.
Milliken, secretary Of the association, said
that officers have been victims of present eco~
nonlic conditions and will be driven from the
sea unless the ship-subsdy bill is passed and
some means found thereby to increase wages
New-York tribune., 1922-07-30
det Harding has
y URILPNA
By ARTHUR CHAPMAN

OF them have never had their interior fittings
put IN place The war ended before they had
an actual chance to earn anything in tangi-
Ole way on the investment they represented
80 they were left on the governments hands,
with world trade suddenly at low ebb. They
nave been moored in disconsolate groups here
and there, victims Of the inevitable disintegra-
ton which is said to be much more rapid in
the case Of an unused ship than an unused
mousse few years more and many of them
viii not be worth reconditioning. AS it is,
shipping experts say that fully third Of the
fleet is fit only for scrapping. Another third
is first-class and the final third is medium
class.
Advocates Of a ship subsidy say that the
best way for Uncle Sam to get out of the
New-York tribune., 1922-07-30

sent report A resulting bill, granting aid to
mail and cargo vessels was ultimately de-
feated by close vote.
In the days when the American flag was to
be seen in every port and when American ship
yards were at their busiest Maine was building
one-third of our ships, Massachusetts, one
fourth and New York, Maryland and Massa-
chusetts were next in order. Napoleonic wars
brought abnormal profits to the American car
rying trade, which enjoyed monopoly as neu
trail carriers. A writer in "The Journal of Po-
litical Economy" speaking Of this era, says:
When Western Prairie Schooncrs
Cultured the Ships At Sea
Wealth was accumulated in New England
with wonderful rapidity, and the people there
naturally came to believe that the welfare Of
the nation was bound up in the preservation of
its foreign commerce"
The Civil War hit American shipping its
worst blow. Many ships were destroyed, and
at the close Of the war they were not rebuilt,
for the country entered upon a long period Of
indifference to its shipping interests. This in
difference was due, no doubt, to the marvellous
period Of internal expansion which then began.
Cheap lands were available in the West where
there was as much romance as at sea. The
young manhood Of America turned to the
prairies instead OF toward the ocean. The
white tops of the covered wagons proved more
alluring than the white sails off the coast
Also there was no trouble about finding mar
ket for the produce Of the new farms. Manu-
factures had begun to thrive in way that
astonished the world. American inventive
genius asserted itself. Cities began to spring
up everywhere. America was too busy with its
own schemes to bother much about foreign trade.
With the panic of 1873 came more thought
concerning the possibilities of world commerce.
In the Ford collection Of Americana at the
New York Public Library is a pamphlet on
ship subsidy by Charles s. Hill, written in 1877,
New-York tribune., 1922-07-30

over all units Of their merchant marine.
Third what we have lost and are losing and
must retrieve for the protection Of cur COM
merce."
These are arguments which are being ad-
vanced in effect, in behalf Of the ship-subsidy
measure now pending.
To-day there is some conflicting testimony
among authorities concerning the value of the
shipping aid rendered by other nations. Rich
ard Washburn Child, in an article entitled
"Japans Long Arm" in the magazine "Asia,"
for June, 1917, describes the gain in Japan's
war with China to nearly 100000 at the time
his article written, and adds:
"In the general policy of giving government
aid to the laying Of keels and regular service
in fast and competent ships, japan has not
wavered. . The companies accepting
subsidy have experienced the boons and banes
Of government contracts. At times the burden
of shipbuilding and shipping subsidy have
caused mild protests and questions on the part
of the agricultural interests"
What Foreign Countries Are Doing
Along Subsidy Lines
John n. IhomaS, III lhe century Maga-
zine" for June, 1915 says
Excepting only the case Of Japan, it is not
possible to point to single instance in which
the payment of subsidies has even seemingly
created a merchant marine The
Japanese lines have opened up no new lines of
trade There is no such thing as tramp
steamer under the fag Four lines absorb
S6Ooo,oo0 of the s7,oO0,0oo paid in subsidies,
and return this money to their stockholders.
q The most liberal of all nations in pay
ment of subsidies is France, which extends
bounties to sailing vessels and shipbuildina
plants, payment now reaching $120OO,0OO an.
nually. Yet in 1913 only 47 of the tonnage
through the Suez Canal was French
Germany paid subsidy to two steamship
lines Her great cargo steamers received no
New-York tribune., 1922-07-30
When Launckinss Were Common
Along Our Seaboard

Not till 1891 was further aid given to Ameri-
can shipping, which dwindled rapidly after the
Civil War. Then Congress gave aid to both
mail and cargo steamers. The mail subsidy
resulted in the establishing Of new line Of
New-York tribune., 1922-07-30


nobody wants him in
that business-is to put
the subsidy through
and sch the ships to
American buyers, who,
with government aid, {.
will be enabled to put
them into commission
and compete against
the foreign ships that
have less expense to
meet.
Opponents of the B
subsidy say the best I
way for Uucle Sam to T
get out Of the shipping V
business is to scrap 7
what ships he cannot
sell to anybody and Il
every b d y and to q!
charge off the loss to g
the general wartime Y
account. They say that
the feet should be
looked upon as having
achieved the purpose
for which it was built
that its moral effect
upon Germany was
just as potent as if it
h a d actually trans
ported men and car
goes in war time. ri
Therefore, they say,
we can afford to sell
off or scrap every ship ss
now under government ~. ~
control, close the Ship
ping Board books and ss.
turn to other ways of A
making money than by Ssss, -
getting it out Of world s%s.
commerce. l's
Congress is going to ss
act one way or the
other on the question, g
but apparently there ]
will be lot of sound
ings in political seas
before vote is taken. &
Meantime, it is of in 81
tereSt to take lool.
at what has been done
by this country in the
way Of aiding Ameri-
can shipping and bring
ing back at least some
portion Of the maritime
glory that was ours
when Yankee clipper
ships controlled the trade Of
In 1888 the first Federal Congr
law allowing a preferential rate
cent Of the customs duties impos
same law On all goods imported in
States in ships built and owned by
citizens. Also the same ships we
to enter our ports on payment Of to
Of 6 cents as against so cents rec
foreign ships.
In 1894 Congress provided that
the 10 per cent discount in dutie
American ships 10 per cent shoul
to the tariff rates on goods impor
eign vessels.
In 1845 tho Postmaster General v
cred to make contracts with Ameri
ship companies for either fixed
postage rates. Two years later Co
vided generous subsidies "to provi
mail service, to encourage navigatio
merce and to build up a powerful f
in case Of war" A notable exam
working of subsidy was found
ment of 1886, 900 year to the Coli
a service from New York to Liv
abling the line to fulfill contracts
steamships of twice the size and gr
than the Cunarders, previously tn
swiftest. Congress voluntarily int
subsidy Of the Collins liners to 1858
American deep sea tonnage increase
870 in 1S49 to 115,045 in 1855. The
cut the Collins Line subvention to
year, and in 1853 further red1
made to s346,000 year.
When Launckinss We're Coz
Along Our Seaboard
Not till 1891 was further aid give
can shipping, which dwindled rapid
Civil War. Then Congress gave |
mail and cargo steamers. The m
resulted in the establishing Of q !
Sioux County pioneer. (Fort Yates, Sioux County, N.D.) 1914-1929, 1922-01-19
.sELF-FEEDERs ARE, POPULAR
Devices Eliminate Great Portion Of
Labor Involved and Insure
Uniform Results.

Self-feeders for hogs have, come into
great popularity among farmers and
feeders largely because they, eliminate
q great portion Of the labor involved
In. feeding and insure more uniform
results and gains from the hogs.
Hogs in the wild state were settled
animals, living upon such feeds as
would satisfy their appetites, and un-
der domestication they seem to- thrive
best when fed by the same principle.
The marked success Of the self-Reeding
principle of hog raising is largely due
to the fact that they may eAt an.
abundance Of those feeds which will.
nourish them to the best Advantage.
The self-feeder should be designed
primarily to keep an available supply
Of grain constantly before the hogs.
and at the same time protect the c1n-
tents against waste due to wind and
rain. A self-feeder consists of a hop
per to hold the feed and trough be-
lew 1t into which the grain flows as
the hogs eat 1t. Complete plans TOR
the Iowa self-feeder can be obtained
from the extension department, Iowa
State college, Ames, Iowa. 4
Sioux County pioneer. (Fort Yates, Sioux County, N.D.) 1914-1929, 1922-01-19

1,O7O pounds, the gain amounting to
2S4 pounds in a period of ia days.
The average quantity Of feed consumed
for 100 pounds Of gain was $50 pounds
of grain, 62 pounds. Of commercial con-
centrates, 391 pounds of dry roughage
such as hay and corn fodder, 1868
pounds of silage, and the equivalent. of
20 days of pasturage.
In addition to these cooperative
feeding trials with cattlemen in 1ndl-
ana, Illinois, Iowa, Nebraska, and Mis-
souri,, the United States Department
of Agriculture is conf ucting investiga-
tons in southwestern Wisconsin to de-
termine the costs andhainounts of feed
required to fatten cattle on grass, with
and without a supplement-, and of the
feed required to maintain a breeding
herd Of beef cattle for one year, and
to raise calves from wAaning time to
yearlings. @
Sioux County pioneer. (Fort Yates, Sioux County, N.D.) 1914-1929, 1922-01-19
MAKE YOUR VOICE HEARD

Secretary Mellon Of the treasury, in
letter to Representative Fordnsy,
chairman Of the committee on ways
and means Of the house of representa-
tives, says: Ordinary expenditures
for the first three quarters of the fis-
cal year, 1921, have been $3,783, ILL.,
99674, or at the rate of about $5,OOO,-
100000 for the year. According
to the latest estimates of the spending
departments. ordinary expendi.
lures during the fiscal year, 1922, in
Guiding interest on the public debt,
will be over $4,OOO,OOO,OOO.
1.-THE nation cannot continue to
spend at this shocking rate. AS the
President said in his message, the bur-
den is unbearable, and there are two
avenues Of relief, One is resistance
In appropriation and the other is the
utmost economy in administration
R. G. Lefingwell, formerly an assis-
tant secretary Of the treasury, whom
i have quoted previously in these ar
ticles, and who is still deeply and &C
lively interested in securing retrench-
ment in national expenditures. COM
tmenting on this utterance of Secretary
SMeIIon, says: "Why should there be
setrenchment in public expenditure?
Why does the secretary of the treas
dry speak Of current and estimated ex-
yEenditures as shocking? What is the
I'LL that we are discussing and what
ia Its effect7
Government expenditures must be
met from taxes. To the extent that
thtay are met promptly from taxes and
rofn honest taxes directly laid upon
the incomes Of the people, and in pro-
port lon to those incomes, exaggeration
Of the evil Of government expenditure
is avoided. Government expenditure
takes the money Of all the people for
the supposed benefit Of portion Of
the ! people. honestly or dishonesty,
equally or unequally, avowedly by d.
rect taxation, Or surreptitiously by the
Indirect taxation which results from
Imitation Of currency and credit and
Of tie public debt.
Government expenditure takes the
fruits Of the earth and the labor Of
the people and diyerts them from the
productive and reproductive enter
prises Of men. from the natural enjoy
ment Of the men, who by their pru-
dehce, foresight and effort. created the
wealth and made It available, to the
sometimes benevolent and sometimes
belligerent, but almost always econom-
ically wasteful. purposes Of govern
ment. 81 Z.
Government exploits all Of us for
the benefit, or supposed benefit, Of
soma ct ". Fielding % IL vague