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special favor. They are not demand- ing more than English, French, Dutch and Italian shipowners enjoy. As a matter of fact they are getting much less. All they seek is a fair chance to compete in the race for maritime supremacy. “Let no American forget that while England and her European allies were begging us for “‘ships, ships and more ships,’’ she had no complaint to make of our appropria- tions for their building. We poured hundreds of millions of the tax- payers’ money into our shipyards. That is when we spent the vast sum of which Sir Alan Anderson complains. It was that great enterprise on our’ part that had much to do with win- ning the war. It comes with poor grace for any Britisher to throw bricks now at a policy determined apon when all the Western European world was begging for this particu- lar form of assistance. Neither can we be blamed if we use what is left of these expensive ships to give us some small return for the flood of gold they cost. “The thing that hurts our critic — is that our adoption of English methods has made the United States a factor in world trade. In 1913 we had so small a part in international seaborne carrying trade that our tonnage was only 2 per cent of the world total. Indeep, we stood eighth in the list. Now we have reached second place, with 12 per cent of the world total tonnage. Where, before the war, our own ships carried a very small part of our own commerce, now, I am proud to say, in American bottoms 384 per cent of American commerce is carried. We shall not be satisfied until at least one-half our goods are transported in our own ships. “T am confident no American statesman will be moved by British critics to abandon the wise policy that has met such great success in so short a time. By persisting in our course, American agriculture, labor and industry will reap rich rewards from our increasing com- merce. The mail subventions are an essential part of this program. Construction Loan Funds “T cannot end my remarks with- out saying a word about the con- struction loan fund. That is a sub- ject of importance to this conference. The Congress has been most generous in its treatment of agriculture, the railroads and banks. It has provid- ed for human relief and aided the states. The federal farm board, joint stock banks, federal land banks, Reconstruction Finance Corp. and other governmental agencies have found it necessary to com- promise claims. Adjustments have been made and will have to be made. Our lawmakers recognize that in the face of continuing economic distress, 12 concessions are absolutely necessary. “The same course will need to be followed in the matter of construc- tion loans. If legislation is required, it should be formulated. I am con- fident that the shipping board, ever alert to the highest welfare of the merchant marine will point out avenues of relief. There must be no foreclosure or bankruptcies. We must not encourage our competitors by any disastrous performances, “With money as cheap as it is, and all the loans being self-liquidat- ing, no new hazards will be created by generous extensions and readjust- ments. The only point in mention- ing the matter, is to let it be known that we anticipate such action. When the shipping board moves, we are prepared to endorse its decisions. That, as I view it, is the natural and proper view to take in an unexpected economic crisis.’’ Merchant Marine Act of 1928 H. WHITE JR., United States W senator from Maine, in his speech referred to incidents in con- nection with formulating the mer- chant marine act of 1928, popularly known as the Jones-White law and of which he was joint sponsor. With reference to the continued support of this legislation, he said in part: “We face now a momentous time, 1 momentous decision, with respect to the American merchant marine. The American people must determine whether we are to go forward, main- taining, upholding, expanding the American merchant marine, extend- ing our trade and our influence throughout the world, or whether we are to slip back into that slough in which we were for long years before the war and at the time of the great World war. “We saw at that time, with no American ships, freight rates mount up and up. The rate on cotton jumped 35 cents for 100 pounds to $11 per 100 pounds; while wheat went from. 8 cents per bushel to $1.36 a bushel; on flour from 10 cents for 100 pounds to $1 per 100 pounds, and the general freight level rose ten times or over. And in that period and the period following the war, the American farmer and the American business man paid in trib- ute annually millions to foreign ships and to foreign lands, paid in humiliation because we had not met the emergency, the necessities, the obligations of American citizenship.” The Post Office Department I. GLOVER, second assistant postmaster, spoke on the post office department and the merchant marine. He said in part: “T believe it can be truthfully said that the true friends of the merchant marine act have been astounded at the attacks which have been made against it during the past twelve MARINE REVIEwW—March, 1933 months and even prior thereto by some of its erstwhile friends, pro- fessed friends, and its enemies. And many times the attacks made on the merchant marine policy of our gov- ernment have contained so mfrnv Un- truthful statements and have beet told in so many different ways and from so mauy different sources that I regret to say some of the state- ments have fallen upon fertile ground for the propagation of false- hoods and have blossomed forth and spread much poison from_ these “plants of attack.” The Ocean mail contracts are made primarily to insure the operation of regular services on_ satisfactory schedules over specific routes whicit are considered essential outlets for American trade, and to meet foreign competition differentials are offered to offset the higher cost of building ships in foreign yards and also 4 differential on the cost of operation of said ships after they are com- pleted and brought into service. “And, furthermore, if you will, neither would our country have adequate naval auxiliaries and naval reserve ships—these ships which would be of incalculable value in a national emergency.” Shipping and Manufacturers AMES E. EMERY, general coun- J sel, National Association of Manu- facturers spoke on the Relation of Shipping to Manufacturers. He said in part. “An Amercian merchant marine, American built, owned, manned and operated, is essential to the foreign trade of the American manufacturer. It is the tool of prosperity in peace, the weapon of defense in war. It earries American goods, the stamp of American quality, the spirit of Amer- ican goodwill, over the Seven seas. its renaissance asSures a secure in- vestment for American capital and an expanding field of employment for American labor. It deserves the sup- port and not the competition of its government. To have it, we must once again be-sea-minded. Our eyes, like our forefathers’, must turn to the possibilities of sea-borne com- merce. They must envisage the American flag once again in every port, American goods. circulating throughout the world and success- fully competing in friendly rivalry with every nation. To secure that ideal, we must will it. For the Na- tional Association of Manufacturers, I pledge you its members will speak for American-built, owned, manned and operated ships, and say it with cargoes.”’ Railroads and Merchant Marine We F. PLACE, assistant ice president, New York Cen- tral lines addressed the conference on