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1900.] MARINE REVIEW. | 21 SHIPPING BILL UNDER DISCUSSION. IT HAS THE RIGHT OF WAY IN THE UNITED STATES SENATE--THE SITUATION Is A HOPEFUL ONE. _ Congress convened on Monday for its short session and the first thing which the senate did was to grant the right of way to the shipping bill. This augers well for the passage of the measure, though it will have by no means plain sailing. Senator Frye, the author of the bill, called it up and asked for its immediate consideration, which was granted by a party vote. He addressed the senate in explanation of the bill. His statement was elaborate and at times eloquent. This great maritime nation, he said, was placed in a position humiliating beyond expression by the present condition of our merchant marine. With a boundless sea coast, unparalleled and unapproachable natural resources, ship builders the equal of any in the world, the greatest exports in the world and every other argument in our favor, the United States had permitted its commercial rivals to seize the pathways of commerce and hold them practically to the exclusion of this country. Last year of all the enormous exports and im- ports of the United States only 9 per cent. was carried in American bot- toms, and the United States paid to foreign nations (principally Great Britain and Germany) $500,000 a day for doing carrying trade work for this country. He pointed out that during the war with Spain the United States was forced to search the seas over for auxiliary cruisers and trans- ports 'because we had sacrificed our carrying ships. "The world,' Mr. Frye declared, 'thas entered upon a fierce com- mercial war, and it is to bea long and strenuous conflict. Each nation is seeking the advantage of its rivals in this conflict, and is pressing forward to gain that advantage. Most of the foreign nations are looking for commercial advantages in the east. Russia, France, Great Britain, Italy and Germany are paying an aggregate of $5,000,000 per year in subsidies for the carrying ships of the eastern trade." He pointed out that under present conditions it costs the United States from 40 to 80 per cent. more, principally in wages and food, to operate its ships than it costs Great Britain, and about 80 per cent. more than it costs Norway, and yet the United States is forced to compete under such a handicap with the encouraged and protected ships of foreign countries. , Mr.. Frye discussed at some length the question of export bounties and discriminating duties, maintaining that export bounties were imprac- ticable, and that in the matter of discriminating duties the United States would encounter no less than thirty-one different treaties. These would have to be abrogated if discriminating duties are enforced. The abro- gation of these treaties would be an offense to every nation involved. "Our relations with European countries today," said he, 'are most amicable. Do you think it wise to disturb these relations at this time?" Mr. Frye said he could see no reason why any man should favor free ships as a remedy. In this connection he referred to the ship yards of the United States, and expressed the opinion that a great maritime nation like this might as well be without a constitution as to be without ship yards. Mr. Frye showed how much greater was the cost of building and operating ships under the American flag. If these expenses were not greater, he said, there would bé no excuse for the pending bill, and its foundation would fall. He presented, therefore, an array of figures tu prove that it cost not only more to construct American ships, but more to operate them after they were built than foreign ships. His figures indicated that ships of Great Britain had an advantage of from $4.50 to $5 per gross ton over Amefican ships in the expense of construction and operation. He related the incident cited 'by Mr. 'Clyde, of the Clyde Steamship Co., before the commerce committee of the operation of a ship under the Norwegian flag and an exactly similar vessel under the American flag. The expense of operating the Norwegian ship, he said, was just half that of operating the American ship between the same ports. Mr. Frye also referred to the line of vessels run by the late John Roach from New York to Brazil. They came into competition with a line of Spanish ships exactly similar in size and speed to the American ships. The Spanish vessels had a yearly advantage of $120,000 over the American ships, and could make monev carrying freight at $5 per ton, while the American vessels, in order to make money, had to charge $7.50 per ton. Mr. Roach was forced to sell the line of vessels, and Mr. Thurber and the other purchasers of the ships eventually lost their entire investment. Senator Frye is now hopeful that a bill can be agreed upon that will pass. The situation at present is indeed encouraging. OPINIONS UPON THE SHIPPING BILL. Below are given additional opinions of senators and representatives upon the shipping bill. It will be found that the bill is favored by mem- bers from all parts of the union, showing that it is 'by no means a coast- wise measure, but is one of great general interest. : SENATOR BURROWS OF MICHIGAN. "T believe that laws affecting our merchant marine and the con- struction of a canal connecting the Atlantic and the Pacific will be passed at this session; that these measures will in some form be enacted into law. As to the bill commonly called the shipping bill, I think that something ought to be done by congress to build up our merchant marine. It is unquestionable that this great nation should send its commerce abroad in its own ships. We ought to have a merchant marine large enough to carry American commerce under the American flag to every foreign port. What plan may prove the wisest and best calculated to consummate this purpose is to be carefully considered, and there is no reasonable doubt as to the ultimate result." SENATOR THURSTON OF NEBRASKA. "T feel that we certainly ought at least to make some experiment to see if we cannot build up our merchant marine, and if other great gov- ernments are accomplishing that end_by subsidies it is a condition and not a theory that confronts us, as Cleveland said. But the session is so short and the opposition will probably be so strong, and there will be so much discussion in the senate, that the bill may fail for want of time." SENATOR M. A. HANNA OF OHIO. "The bill certainly ought to be passed, and I believe it will be. It is a bill which has been indorsed by the national platform of the Republi- can party and 'by the president in his messages. Its enactment is asked by chambers of commerce, boards of trade, maritime éxchanges and by com- mercial interests without exception. Ifthe demand for a new law means anything there ought not to be any delay in passing this bill. Personally, I am going to fight for it. I believe that the Republican senators and Republicans generally favor it and I know a great deal of money is spent every year for objects far less worthy than the development of our mer- chant marine. In our system of government the merchant marine is the one gap not fully protected and I think the time has come when we should afford all possible aid." SENATOR McCOMAS OF MARYLAND. "T think the shipping bill will pass during this session. The bill will be pressed for early consideration and vote, and I think that a conserva- tive measure will be agreed to by the' two houses." : SENATOR WILLIAM E. CHANDLER OF NEW HAMPSHIRE. "I favor the immediate passage of the Frye bill for the upbuilding of the American merchant marine." : REPRESENTATIVE STBHELE OF INDIANA. "I do not think there is much doubt concerning the passage of the shipping bill during this session. The intention is to get this measure before the house as early as possible. It is a bill that ought certainly to pass. It will encourage the American ship building industry and increase the number of American ship owners. 'The proposed subsidy to be ex- pended by the government according to the provisions of the bill will apply to mail steamers as well as vessels éngaged solely in carrying export trade. We have already increased our coastwise trade under existing law, but we have not increased our foreign shipping industry, and this bill is being pushed for the reason that it will afford encouragement to our trans-oceanic commerce in American ships and at the same time guarantee vessels to the government to be used in case of war, both as fighting ships and in the transport service. I want to say in this connection that there is a widespread demand for the passage of this bill. There is just as much interest being manifested in the proposition in the state of In- diana as there is in New York or any other coast state." AN ISTHMIAN WAI ERWAY. The report of the isthmian canal commission, just submitted to con- gress, gives as the unanimous conclusion of that body that "'the most practicable and feasible route for an isthmian canal, under the control, management and ownership of the United States, is that known as the Nicaragua route.' The commission estimates the cost of this route at $200,540,000. This estimate is much in excess of any heretofore made, and is due to increased dimensions and other features not heretofore con- sidered. The commission also estimates the cost of a canal by the Panama route at $142,342,579, according to one route, or $156,378,258 according to another route. As between the Nicaragua and Panama route the commission sums up a number of advantages favorable to the former. It states also that under the concession given by the government of Colombia to the Panama Canal Co. that government is not free to grant the necessary rights to the United States except upon conditions made by the company. The report is a document of about 17,000 words, almost as long as the president's message. Although the work of the commission is not yet completed, many of the field parties still being out, yet it has been sufficiently advanced to make it practicable to present this preliminary report giving the essential findings. A thorough investigation has been made, not only of the Nicaragua and Panama routes, but of other possi- ble routes, the commission keeping in mind the industrial, commercial and military value of an inter-oceanic canal, and also the rights, privileges and franchises necessary to be secured for the construction of a canal under the control, management and ownership of the United States. . In all thirty-one working parties were organized and sent into the field, making a force of about 220 engineers and assistants, besides about 600 laborers, boatmen and other workmen employed in the various coun- tries, a total of more than 800. Meanwhile, the members of the commis- sion personally conducted various branches of the work. One party went to Paris, where they examined the details of the Panama canal project now being executed by the French company. 'A detailed description is given of the trip over the several routes. Along the Nicaragua route it was found that the short section of partially constructed canal is perhaps in as good shape today as it was when the work was stopped. The buildings, however, are all rotten, and the dredges, boats, etc., are worthless. The commission visited President Zelaya and other leading officials of Nicaragua and found them greatly interested in the project. The occu- pation of their territory by the United States for canal purposes did not seem to be regarded as a serious obstacle, provided the sovereignty of the republic was respected. Along the Panama route, the commission found a large force of workmen engaged upon the canal line, about 2,000 in number, according to the Panama company. The canal had been opened to some extent at both ends. Immense quantities.of machinery, imple- ments and tools were found along the route. Much of this property, the commission reports, is ill adapted to American methods of work and all of it is now from thirteen to twenty years old, so that no value should be given to the plant now on the isthmus. <A visit was also made to Presi- dent Iglesias of Costa Rica, and his cabinet, and a strong sentiment found to exist for an American canal along the Nicaragua route. Trips were also made along the Darien route. -- After going over the several routes the commission considered the dimensions of the canal to be built. Having in mind the increasing size of ocean-going vessels, it was determined to fix upon a depth of 35 ft. at mean low water and a bottom width .of 150 ft., with sone increase of dimensions at certain points. These dimensions are larger than those proposed for any previous canal scheme.' While they may seem excessive today, the commission points out that the canal is not likely to be opened within ten years, during which time.the increase in maritime dimensions is likely to continue. A width of 150 ft. will allow all but the very largest ships to pass each other in the canal, while the locks are of a dimension to permit even the largest ships afloat to be maneuvered, The size of locks is 740 ft. length, 84 ft. width in the clear, with a depth of 35 ft. The commission then compares the Nicaraguan and Panama routes and decides in favor of the former.