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a Men Study' Delegates at Meetings of Foreign Trade Council and Cham-~- larie ber of Commerce Hear Discussions of Maritime Problems N recent weeks, American business has focused its attention on marine problems with a degree of appreciation and interest that would have been impossible several years ago but which is now becoming general. The discussion centered at the meeting of the Na- tional Foreign Trade council at Chicago, April 24-26, and of the Chamber of Commerce of the United States, St. Louis, April 29-May 1. The principal addresses were made by James A. Farrell, president of the United States Steel Corp., Homer L. Ferguson, president, Newport News Shipbuilding & Dry Dock Co. E. N. Hurley, chairman, United States shipping board, and Benjamin Rush, president, American. and Foreign Insurance association. Liberal abstracts from several of these papers follow: present situation, real encouragement for the future. Mr. Ferguson recommends a_ return to private initiative in shipbuilding. Mr. Hurley analyzes the government's attitude toward ship- building and ship operation, while Mr. Rush discusses marine insurance and the importance of strengthening America's position in this market. The chamber of commerce adopted resolu- tions recommending completion of government ship contracts at the earliest possible date; the removal of restrictions on building ships for foreigners; the revision of shipping, navigation, classification and measurement laws; the dis- continuance of government operation or owner- ship of vessels, ships to be operated by Amer- ican private interests through sale or charter, and the establishment of coal and fuel depots on olicy Mr. Farrell made a keen analysis of our merchant marine problems, drawing from the N connection with the develop- ment of American shipping from first to last the impelling force of the process has been the dictates of necessity. Anything which could properly be called policy that has guided the process has been the prod- uct of a felt want, and to that ex- tent at least has lacked the element of deliberate choice. What American Genius Did In regard to the decreasing of American shipping in the fifties, it is certain that the decline of our merchant marine was due to no falling off in the skill of American mechanics. It was they who made the essential improvements in Watt's engine; who introduced the long stroke and in- vented the accepted type of paddle wheels, besides showing how speed could be increased by substituting for the bluff, heavy type of steamship a more graceful contour. Regarding the present situation, the temporary appearance as a _ military necessity of the government of the United States as a shipbuilder and shipowner on a colossal 'scale does not render it any less a fact that the future of the American merchant ma- rine must depend on the attractions which it offers to the employment of private capital and the application of yy Y G Za By James A. Farrell President, United States Steel Corp. private enterprise. The steamship business is one requiring special and exceptional aptitudes. The men en- gaged in it have to match their wits against the keenest in the world; have to be prompt in decision, re- sourceful, expedient and expert in the calculation of probabilities. These are qualities which are not usually forthcoming when a government as- sumes the functions of private enter- prise. As a commercial proposition, government-owned ships in foreign trade could only result in disorgani- zation of existing trade routes in which government ships might engage, while bringing about a complete paralysis of individual effort to obtain for private American ships a larger share of American sea-borne commerce. Thus, in the event of government ownership and operation of merchant vessels be- coming a settled policy, the problem of the future of American shipping would solve itself by the extinction of private endeavor. Asks Pertinent Questions Any policy which places at the dis- posal of any single class of producers a fleet of government steamers is bound to be unsuccessful. How, for example, under the policy indicated, could it be determined in whose in- terest the necessity for the develop- 306 rove all foreign trade routes. ment of foreign trade was most press- ing; what section of the country would it favor; and would it take ac- count of the transportation of manu- factures wholly finished, half finished, or of crude materials? Mr. Hurley's plan, with perhaps a few minor exceptions, appeals to many shipping men of experience hav- ing at heart the upbuilding of an American merchant marine, as a plan dictated equally by business sense and equity and in the public interest. Must Provide Definite Policy If in other respects we are able to meet the competition of the world on equal terms, especially with types of ships built or to be built, comparable with those of our competitors, experi- enced in long voyage trades, the rela- tively high wages of American of- ficers, engineers and seamen sufficient in numbers to operate economically with safety will not prove to be a seri- ous handicap. Of course it is essen- tial that laws requiring the employ- ment of an excessive number of sea- men or engineers, be repealed by the establishment of a definite policy. One of the earliest requirements of the shipping situation is likely to be a general international agreement about the employment of the agencies of ocean transportation in the least