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Editorial Tired of Government Ownership ANADA is providing an object lesson for C those who still persist in reading anything but failure into this country’s efforts to op- erate a government fleet. According to Canadian reports, that country’s national fleet last year piled up a. deficit of $8,000,000 from 65 vessels ‘ which cost $73,000,000. So the Canadians have decided to write down the fleet from its cost price of $191 per ton to $60 per ton, and then try to sell at least 27 of the 65 ships... More experimenting will be done with the 38 others. The other side of the picture shows the Canadian Pacifié railroad with its large private fleet, busily adding 100,000 tons to its holdings and apparently enjoying some degree of prosperity. If Canadians, relieved of the expensive restric- tions which American laws pile on American op- erators, and with the further advantage of a rela- tively small fleet against the unwieldly 1000-ship fleet of the shipping board, are willing to quit, the last American defendant of government owner- ship should surrender unconditionally. Organize Lake Port Commissions N :THE belief that the St. Lawrence passage between the Great Lakes and the Atlantic will be. opened within a reasonable period to sea- going vessels, cities along the lakes are discussing port development plans. Despite the opposition of the New York district to the St. Lawrence project and the uncertainty over Canada’s views, economic pressure inevitably will force its opening. The action of the lake cities in beginning a serious study of their port problems is a wise precaution. But whether the means chosen to bring about this development will be equally wise is more doubtful. Politics has retarded the growth of many American ports and it is too much to hope that none of the lake cities will suffer from the same baneful influence. Any commissions chosen to study lake port de- velopment will have to approach the problem from a new angle. Ocean ports have been developed to meet one class of shipping. Lake ports have been built to meet another distinct kind of shipping. The lake developments designed to take advantage of the open- ing of the St. Lawrence will have to combine those parts of ocean and lake design and practice which will best fit the ports to handle both kinds of ships. The major point for these new commissions to re- member is that their problem must be attacked from the other man’s viewpoint. Instead of a narrow view of what each individual city desires, the ports must be built to meet the needs of the trade. A Word from Mr. Bencher—Expert DENTIFIED by the pseudonym “Bencher,” and_ by the statement that he is a political and: in the Liverpool,’ England, Courier, forfeits his claim to the title of business expert, a writer expert in either field by the following: “Tt is, of course, perfectly open to any Britisher . subsidising. bill as. legitimately to regard the treachery to this country. pure sentiment toward America, alterations of her naval power standard, she has consented to the supercession of the Anglo- Japan- ese alliance by a pact more favorable to the United States, she has allowed the transatlantic con- sideration to affect ‘her handling of the Irish situ- ation, “And in return what has America done? “Worse than nothing. “America not only abstains from assisting Great Britain in her efforts to re-establish European social life: America actively menaces Great Brit- ain’s livelihood by subjecting her to trading con- ditions which are a gross breach of all international commercial morality as we at present conceive it. “There remain now three things to be done. “Diplomatic suasion must be brought to bear upon Washington. “Capital and labor must combine, in the most actual sense, to produce and to transport at the cheapest rate. “America must be left under no misapprehension as to the solidity of the Empire as one vast commercial unit, in the face of the sustained aggression which the subsidising bill foreshadows.” British acquiescence in the Washington pro- gram of limitation of armaments is commendable but basing her action on sentimental affection for this country is silly. Studying the naval pro- grams of two°countries, the constructive capacity for carrying through the programs and the funds available, most Americans have concluded that the Un‘ted States gave up more than any other. Equally silly is the claim that the subsidy bill is a gross breach of international commercial morali- ty. England has paid millions in subsidies and allows her shipowners almost complete freedom in operating and manning their vessels. The United States has given little direct aid for half a century and has piled up expensive restrictions on ther ship- owners. Common fairness justifies the government in paying some of the extra expense introduced by the restrictions which the lawmakers imposed. And when ‘the subsidy funds are matched with the extra; costs tunder the American ° flag, the balance will still be favorable to England. Britishers, trade to a successful American merchant marine, can fight their commercial battle more effectively than through the foolish mouthings of a “Bencher.” Great Britain, out of 372 has agreed to, agitated by ‘the prospective loss of: Se Sion BE Sie Si ‘ a