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ON A Review of the Month on Coasts for the Men Who Get the Business 0200 wy y 4, and Lakes—Useful Pointers I ices AAA scl EFORE the war” is a familiar B phrase among Pacific coast ship brokers and charterers, for it covers the days when charter con- ditions were normal, in marked contrast to the situation’ today. Freights at present are so high’ that some of the larger shippers declare it will be impossible to operate long- er. However, with each successive advance, the same statement has been heard and still cargoes have to move and shipowners, who are in a strategic position, continue to get their de- mands. In view of the uncertainty prevail- ing today, much interest attaches to the recent announcement from Wash- ington’ that joint action by the United States and allied governments will shortly be taken for the purpose of lowering ocean rates. This report, together with the commandeering by the United States of ships building in this country, has tended to increase the uncertainty in which the market finds itself. No one is willing to predict the outcome. In the same way, no one was willing to hazard a guess a year ago that freights today would be on the record high level now prevailing. May Remove Japanese Tonnage If concerted action is taken by the allied government, it will remove from the Pacific considerable Japanese tonnage which now, is handling the greater part of the cargo movement across the western ocean. Previously, Japanese and Norwegian owners, who have vessels in the Pacific, have not been tempted by the relatively higher rates prevailing on Atlantic routes as they have been unwilling to assume the risks of sending their valuable tonnage ‘through the war zone. Freights between this coast and the Orient have been sufficiently high to satisfy these owners. A year ago, during the height of the rush of cargo to Vladivostok from Puget sound, when freights reached the high level of 45 shillings per deadweight ton, those in the market By Robert C. Hill believed that the peak had _ been touched. Today, owners of tramp steamers are asking from 60 shillings to 62 shillings 6 pence per dead- weight ton and charterers are offer- ing from 55 shillings up. Months ago, the lumber rate from Puget sound to Great Britain, which normally was about 85 shillings, went up to 300 shillings. Shippers gasped and said the traffic could not stand it. Wheat freights from north Pacific ports. to Great Britain soared and soared until they finally reached 150 shillings. Then, like lumber, they were lost to public view in the mysteries of “pri- vate terms” or in tonnage comman- deered by the British admiralty. In this connection it is interesting to recall that for years the normal rate for wheat from this coast to United Kingdom ports, by sailing Carriers Now Welcome Water Competition Fairfax Harrison, of the Amer- ican Railway association’s special committee on national defense, has set forth the position of the railroads of the country regard- ing commercial transportation on the navigable waters of the United States, in a letter to Gen. William B. Black, chief of engineers, U. S. army. He states that the rail- roads are prepared for cordial co-operation. He says: “In order that the position of the railroads regarding commer- cial transportation on the naviga- ble waters of the United States may be -clearly understood, at your request this committee now repeats in writing this statement: That the railroads will welcome any practicable water transporta- tion and are prepared to co-oper- ate cordially with responsible persons or corporations who may provide such water’ transporta- tions, by the exchange of traffic, the assurance of joint through bills of lading, and, if necessary, where conditions justify it, by joining the water carriers in the building of tracks to connect the railroads with the wharves and landings of water carriers.” 273 ships around Cape Horn, was 27 shillings 6 pence. In “lean” years owners have received as low as 18 shillings per ton for wheat by this route, while the record low freight was received some years ago by French sailors which were chartered for 10 shillings per ton. Within the last 10 years lumber has been carried from Puget sound to Europe by sail- ing ship at as low a rate as 42 shil- lings 6 pence. However, it might be only fair to add that only high-grade spruce lumber, used in airplane con- struction, has for months been able to. pay the abnormal freights now asked for cargo to Great Britain and all cargo moving on British steamers is under supervision and orders of the British government. How Rates Have Advanced Inasmuch as lumber is one of the principal exports from this coast, the fluctuations on this commodity frm an interesting story when compari-ons are offered. Table I furnishes these Statistics for the past several years, the rates being those prevailing on July 1 of each year. A study of these figures indicates the heights to which lumber rates have soared. It is also a noteworthy fact that charters to Chile and Peru are now figured in American money instead of shillings, as has been the custom. It is also true that coastwise freights have not kept pace with off- shore rates, but this was due largely to apathy in the domestic trade. However, the coastwise business is now more active and so great is the demand for coasters than many old hulks, abandoned for years, have been rehabilitated and are now engaged in carrying lumber from Puget sound to Californian ports. The increase in freight rates to New Zealand, Australia and Hawaii is of prime im- portance to owners on this coast as those markets take the greater por- tion of the north Pacific’s lumber surplus. . Just prior to the opening of hostili- ties three years ago, British tramp