Evening star. [volume] (Washington, D.C.) 1854-1972, 1930-03-09


American citizens. The law provides
that the ships may be taken by our Gov
eminent in an emergency without en-
hancement in price on account OF tine
emergency or any consequential dam
ages
The life of ship, like that Of any
other piece Of machinery, is compare
lively short. New types of engines are
developed. new hatchway constructions
are evolved to expedite loading and I'M
loading. New standards of speed In
ocean transportation are being estab-
lished. Old ships-and by "old" is
meant ships built 10 or Is years ago
must be replaced or remodeled.
Foreign Nations Build.
Meanwhile, other nations have built
and are building millions of tons OF new
ships The new operators of American
vessels must meet the competition of
Old World lines that have been estab-
lished for scores or hundreds of years.
The Old World lines have the benefit
of aid from their governments in sub
sides. in mail contracts, in loans for
construction, in tariff preferences to
goods shipped in their vessels. The
great foreign steamship lines did not
Just grow" like Topsy. They were
built up, year after year, with the aid Of
| their national governments. Great Brit
ain for scores of years has aided her
maritime operators. In 1903, for in
stance, she granted one British ship
! ping line a fixed subsidy of $750,000 a
year. When Germany challenged Great
! Britain by the construction of faster
and larger transatlantic steamships
Great Britain loaned the Cunard COM
pany $l3000.000 to build the Maure-
tania and the Lusitania at an interest
rate of 275 per cent, repayable in 30
years.
Congress Recognizes Needs.
! After many years Of discussion the
Congress of the United States finally
recognized that If there ever was to be
permanent American merchant ma
rine worthy of the name, we would have
! to adopt the same measures of aid as
those extended by other countries to
| their nationals. The problem was one
that at last became apparent to the
American farmer and American bust
ness man generally as their problem.
By 1927 we were selling abroad more
than one-sixth of the total products Of
American farms. Practically half Of all
the wheat which reached the market
was going to foreign customers The
value of our exportable surplus for 1926
was almost $4,000, 000,0 900. It was vital
to America that this surplus should be
sold and delivered abroad. Our total
ocean freight bill was more than
$3.50, 900, 900.
Our farmers had seen ocean freight
rates on wheat rise from approximately
8 cents a bushel in 1914 to 81 cents In
| 1915 and then soar to $l.36 O bushel
They had seen. years after the war, our
ports congested with wheat and cotton
for which foreign markets were clamor-
ing, but for which there were no YES
sells available until our own Shipping
Board reconditioned scores that had
been lying at anchor unused. It was the
availability then Of American ships that
| gave market for American farm prod
ucts, and the farmer at last became
''ship-minded."
Foreign Market Increases.
Our foreign market for manufactured
goods had increased enormously also.
Our sales abroad of finished manufac-
lures in 1929 alone increased IL per
cent. Labor also came to realize its
interest in adequate transportation to
the markets Of the world. As shown by
William L. Cooper, director Of the Blu |
reau OF Foreign and Domestic Commerce
OF the Department Of Commerce, the |
cotton goods alone sold to foreign
countries in 1929 represented the entire
| output of all mills in the United States
Tor II days. thus contributing directly
TO sustained employment of the men
ana women engaged in this industry.
a foreign ship is never a salesman
Tor American goods. But wherever the
, American ship goes. American trade ex-
pands., Striking illustrations Of this
abound.
Annual Trade Increases.
In 1914 we had five ships under the
American flag in the trade between the
United States and South America, our
o Cotal exports and imports then to the
oLner America were $347 000, 900. In
1927 there were 80 American ships in
TINS trade, and 1t had expanded TO
81 900, 000. 900 annually.
There was not single American shin
IN regular operation to Africa in 1914.
Our total trade with that whole CONT
nent was only $47,00o,o 900. In 1927 we
mao 10 American ships plying the trade
routes TO Africa, and our exports and
imports had increased to over 5000
000, 900. ~-OO'
In 1914 there was operated from our
Pacific Coast to the Far East a single
line of American steamers and our trade
amounted to approximately 1886, 900 900.
In 1927 there were las American ships
engaged in trade to the Orient and our
exports and imports had risen to 81 ,SO0,-
100000.
The trade increases were not due
solely, Of course, to the expansion of
American shipping facilities, but the
latter undoubtedly we're a contributing
factor of large Importance.
Billions Spent in Acquiring Marine.
We have spent billions to acquire and
maintain a merchant marine. We have
| provided by law for a loan fund of
| $3.50, 000, 900 to construct American yes
sells for American foreign trade We
have not yet wrested commercial SUI
premacy Of the sea from Great Britain,
and probably We never shall. But we
carried, in 1929, 40 per cent of American
foreign commerce in American vessels
We shall not achieve our objective until
more than so per cent Of our foreign
trade Is carried in our own vessels. To
| protect our commerce against eXorbi-
tant and discriminatory charges, to in
sure a market throughout the world
for the products of our farms and fac
tories, to be prepared for the emergency
of war among other nations-all these
! call for an American merchant marine
today, tomorrow and so years from now.
Congress TO Act.
In the present session of Congress we
shall take other needful steps to foster
American shipping. Amendment Of the
ship construction loan law is needed to
provide the lowest possible rate Of in
terest while ships are being built. One
Of the most important changes of law
needed to insure the upbuilding and
maintenance of our merchant marine
under private ownership involves rea-
sonable assurance of the awarding of
necessary mail contracts to companies
which take over routes formerly oper-
ated by the Government
Another urgent need is for legislation
to curb unfair competition with regu-
larly established American lines by for
AZ 1A,anr Inn b. 81