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Marine Business Statistics Condensed tons is proceeding well. The WucHANG Maru, 2600 tons gross, which is a part of the program was completed early in May and placed on the Formosan run. At present there are 10 other ships with a gross tonnage of 33,200 tons in course of construction, which will be completed between July and February, 1922, as follows: Date of Name of ship Gross ton completion ° RU ETRGMIO 6 Fh se sg 8 svecnanetere ot 2600 July PNA Gis 0 socio eee wile nivo 2600 July MURASAKI 25 )iu ic eu ates. 1550 September OL Yet Named). i8 oh 56s 1650 October NOt Vet NAMCd 6... os cn 1550 December Not yet named............ 2000 December INOU Viel MAING cc sk ue 5 2000 February BSATKAT Oso sas see eee tes 5000 August ¢ MSONDON, Cs iGiee tis so ie'as, ares 7500 August HRT is sp 0 sie Vs oc oo aedtece 7500 December Vessels of the smaller type, which are to be used in coastwise service, are being built at the Oska Iron Works. The BAIKAL is under construction at the Nagasaki shipyard, and the Lonpon and Paris have been ordered in England. The company declared a 12 per cent dividend for the first half of the year. June Ore Shipments Shipments of iron ore from the Lake Superior district in June were 3,600,989 tons, a decrease of 5,632,577 tons over. the same month last year. ures follow: Detailed fig- June, To July 1, Port 1921 1921 Wiseanana 66s os, 138,756 210,804 TAROUEILE). (ac. es 38,959 52,944 PSA ee P es oe 309,398 526,937 DUPENOI 365 kei ea eet 873,674 1,716,230 MOG ee as. 1,681,411 2,908,299 AW Tatbors, ... 6.6 558,791 965,013 POCA yak ihe is oars' « Sie 3,600,989 6,371,227 NOE MeCKeAGe. i. % ois es ss 5,632,577 10,069,278 Lake Erie Receipts Out of a total of 3,600,989 tons, shipped from upper lake ports in June, Lake Erie ports received 2,773,929 tons, as shown by the figures compiled by Marine Review. The balance on dock July 1 was 8,417,725 against 7,005,050 tons on. July 1, 1920. Detailed figures are: Port Gross tons Bultalov and Port Colborne....'........ 78,926 I 45,168 Comentiin e 1,063,690 PrcitaDiala 6 i, Bae facie ko os ok Kev 429,386 MAEMO ay ke ee, 253,583 Cela, ee es 401,654 MEOtOUN ee ec eo a pea 393,575 PAU sae NS ia cb Sw els cas 69,044 CO a eee eas ie sa we 38,903 RUE ee ee es eas bts ee aes MA ee A se cee ke es 2,773,929 Captain Stanley Pollard, 44 years old, late commander of the Atlantic Trans- port line Manopac, died June 7. Pittsburgh Traffic Gains Traffic in the Pittsburgh river district. in May totaled 1,650,320 tons, an in- crease of approximately 82,000 tons over April, according to the monthly report of the United States engineer for the district. The May traffic was as follows: MAY, 1921 Commodit Allegheny Monongahela Ohio Coalya.:. ef ieee 10,990 985,985 65,950 Cokes, ofan. | aes 17,956 este Gasoline, 205. ...- 2,700 1,050 1,300 Gravelinci6t4 a. 6 s,. 130,015 90,865 53,415 Sande: cig eae 145,021 97,969 40,256 Unclassified ...... 861 1,237 500 Packet cargo . sees tae 4,250 otal ee es 289,587 1,195,062 165,671 The tonnage carried on the same rivers in April was 'as follows: APRIL, 1921 Commodity Allegheny Monongahela Ohio COal ie aac ateie a. 14,180 1,048,417 59,520 Cokes ee fare | ZOOS eva ¢ Gasoline 35.8.0 °. . 2,000 1,170 1,200 GUAVEL ae Gs 128,053 76,095 24,377 DANG oho See ne acs 112,816 52,564 19,174 Unclassified ..... 370 1,291 1,700 IPACkKet Care se ns, oer ete ces 4,154 _ Total as7ao © RA99 915" 110135 Practical Ship Problems (Concluded from page 371) fect ight, to do. But, clearly for this emergency, the traditional English trade policy of laissez faire was suspended with great promptitude. And it is not probable that a protective sentiment which can ack: so effectively in an acute crisis, would lie dormant in case the danger became chronic. The point is that no intelligent at- tempt to keep our ships on the seas can be safely based on the assump- tion that our neighbors will in the fu- ture continue their policies of the past. As long as our merchant marine was negligible it was treated with an in- difference which was not far from contemptuous. But signs are not now lacking that all the maritime na- tions, whenever they regard Ameri- can competition as serious, are pre- pared to meet it with whatever meas- ures may be regarded as necessary for their own protection. It is the opinion of close observers that this protective sentiment is crys- tallizing very fast, especially among English business interests. For the first time their carrying trade is seri- ously threatened, not only by two or more foreign nations but by the eco- nomic results of the war in England itself. '©All experienced merchants know that national preferences in for- eign trade are impossible on any- thing better than even terms. That is axiomatic. But a preference on even 374 terms is an asset of great value to the recipient; and in trade matters its re- action is apt to be a prejudice against the severest competition. Thus an English importer might not say to himself "I will only charter English ships.' His sentiment might be "I will not charter Japanese or Ameri- can ships if I can help it." A preju- dice is sometimes more effective than a preference. It is evident from published utter- ances that England is _ thoroughly aroused by existing dangers to her commerce; and owing to her more homogeneous commercial population it is far easier effectively to concentrate such a sentiment there than here. Nor can we overlook the advantage which she possesses in an inherent popular preference for things English, where- as with our own purchasing public the term imported is the one that at- tracts: A keen observer once remarked that the English confidence in the superiority of all English products was equal in commercial effect to a moderate protective tariff. In brief, English . merchants and English shipowners appear to be work- ing in harmony. Both recognize that no preference at a higher rate is pos- sible. But the English owner makes the rate to meet foreign competition; and then the English merchant gives the preference to his own nationals. That is good team play born of long experience and a national education in Overseas trade such as, perhaps, no other great nation possesses. Furthermore, the effect of this is beine accentuated' by 4. process of "peaceful penetration" which becomes increasingly obvious here. Many large British merchants have. authorized branches here; buying their goods de- livered at inland. points..or ports of loading; and arranging their own freights,' On less -than cargo ; lots, British liners get the preference. On full carga. lots, charters are .made only through London whenever pos- sible (and: dt 'usually: is); Thus: not only British ships but British brokers are protected by British sentiment. What is true of our English cousins will also be true, to the extent of their respective abilities, of all our mari- time competitors. The English illus- tration is only used because, consid- ering their position, 'experience, fre- sources and wealth their competition will be the hardest which we shall have to meet.