AND SHIP NEWS

Views of Naval Architect W. F. Gibbs

J. C Boyle, for the Consolidated Press, has recently interviewed William F. Gibbs, noted American naval architect, who reconditioned the Leviathan and designed the Hawaiian liner Malolo launched at Philadelphia on June 26.

Mr. Gibbs has just returned from a careful study of conditions in industry and commerce in Europe. "It seems to be the feeling of English business men that the only way to raise profit is to reduce wages," he said. "That policy can never yield the result desired. The business salvation of England lies in advancing wages, not in coal mining alone but in all lines. It is necessary to increase individual efficiency, to increase opportunity for the workers and to rouse initiative before Great Britain can become the market for her own products or American products, which she could and should.

High Wage Policy

"The prosperity of America has been based on a policy of paying high wages, demanding efficiency, developing quantity production and making customers out of employs. Consequently we have developed a buying power and created a demand for our own products which has made America her own best customer. No saturation point is in sight.

"England on the other hand, has about reached the saturation point for consumption of her own products and ours. She apparently is willing, anxious and able to develop foreign markets, but she has neglected the possibilities of the 50,000,000 people within her own borders. One reason is that general opportunity for the workers does not exist.

Son Follows Father

"In general, the British workman is willing to remain in the line of work in which he started and have his son do the same. He is not efficient because he has become imbued with the idea that the more he does, the less work and pay there will be for his fellow workmen. The employing class is a class apart with little knowledge, or real understanding of the men and women they employ. In America, on the other hand, the employers in nearly every case have come so recently from the ranks of the workers that they have a full appreciation of the needs, desires and trends of thought of the people under them.

"What the British workman needs is an incentive such as high wages would apply."

Mr. Gibbs declared he doubted whether it would better conditions for one or two firms to raise wages. He indicated that temporarily this might place them under a severe handicap until practically all those in the same line of industry took similar steps. He himself is a big employer of labor.

In speaking of the practical results of his theory as worked out on the Leviathan, Mr. Gibbs said:

"The English shipping men said we could not opperate the Leviathan successfully under the American shipping laws. We proved we could and we accomplished it by making it plain to every member of her crew that opportunity was open for advancement. We had iron discipline on board but no 'brass hat' business. Good work was recognized by promotion."

Travel Book

The Seaboard National Bank has issued an interesting book of travel suggestions and general information of practical value to prospective seagoers. Among other things, the details which the traveler must attend to before leaving and answers to questions with which he will be confronted while on board ship, customs formalities, etc., are explained.

While it is provided in Article 14 that the Spanish shipbuilders are to pay customs duties on materials imported, they will at the same time benefit through premiums or subsidies on vessels or floating equipment of more than 100 tons capacity. These premiums range about as follows:

For each gross ton of total capacity of wooden vessels of all classes constructed for navigation, to be propelled without use of motor, 118 pesetas ($22.77 at par); if equipped with auxiliary motor, 130 pesetas ($25.09 at par).

For each gross ton of total capacity of wooden vessels of all classes constructed to be propelled with motor, 147 pesetas $28.37 at par).

For each gross ton of total capacity of iron hull or steel and mixed construction to be propelled without motor including dredges, scows, tankers, pontoons, floating dry docks, lighters,

etc., 176 pesetas ($33.96 at par).

For each gross ton of total capacity constructed to be propelled with motor, cargo vessels with hulls of iron, steel or mixed construction, 235 pesetas (45.35 at par).

This same subsidy will be enjoyed by vessels of iron or steel hulls with motor dedicated to the national fishing industry or port services without regard to speed.

For each gross ton constructed to navigate with its own motor used for freight and passenger service, with hull of iron, steel or mixed construction, 398 pesetas ($76.81 at par).

For each gross ton of passenger vessel of light class and same construction, 407 pesetas ($78.55 at par).

This subsidy allows for a bonus of 10 per cent for each full knot of speed in excess of 16 knots that a vessel makes on its trial trip with half cargo.

Under Article 16 it is necessary for the collection of these premiums to indicate that the vessel or part of the vessel is of national construction; that it has been declared fit for the service for which it is destined by the Minister of Marine: that the labor used in construction was Spanish and not foreign in excess of the proportion authorized by regulations; that the shipbuilders arrange with the state the conditions under which regulations governing ship yards and ships can be formulated for the scholars of official national institutes or special schools for marine industries, and that contributions in proportion are made, in accordance with regulations, for the maintenance of charit able institutes which the State founded or protects for the social betterment of seamen, or maintains on its own account or collectively, with other organizations or analogous institutions, according to the judgment of the Government.

Transfer and Foreign Registry The sale or removal to foreign ports of vessels, less than two years old, constructed under the terms of this subsidy, is prohibited. However, the permission of the government may be obtained for such sale of ships over that age, and when conditions are normal, by reimbursing the government with the amounts of the different premiums based on the following scale of percentages:

Vessels of more than 2, but less than 5 years old-50 per cent. Those over 5, but less than 8 years-40 per cent; Over 8 but less than 10 years-30 per cent; 10 to 12 years-20 per cent; 12 to 15 years-10 per cent.

No reimbursement is called for in cases of ships of more than 15 years old.

The premiums earned are to be liquidated annual

ly on the 31st of December. Should the premiums on ship construction earned in any one year be in excess of the amount decreed (8,000,000 pesetas) this amount will be divided pro rata among the shipbuilders.

Under Article 25, the Minister of the Treasury will take the necessary steps for the purpose of arbitrating the claims that will arise through the establishment of this decree.

Example of Working of Spanish Subsidy

It is believed that this subsidy will work out in actual practice something as follows: Assuming that a combination freight and passenger motorship of 3,000 gross tons could be built in Spain today for $750,000, the premium allowed under the decree for this type ship would be 398 pesetas, or $64.24 at the present rate of exchange, for each gross ton. On this 3,000 ton ship, this figures out to $193,920, or 25.86 per cent of the contract price.

For purposes of classification under the decree, a passenger and cargo vessel is designated as a vessel constructed to carry freight and passengers, which has holds and covered spaces arranged for the reception of passengers and freight of every class, and is provided with conveniences for the carrying of passengers of every category, though not capable of carrying more than 20 passengers for each 100 tons of capacity of the vessel's entire measurement. The vessel must, in addition, undergo a trial trip with half cargo, and must develop a registered speed of more than 14 knots.

Growth of Atlantic Ports' Trade

Atlantic coast ports of the United States handled 5 per cent greater tonnage of water borne foreign commerce in the calender year 1925 than in 1924, the 1925 total being 48,000,000 tons, as against 45,600,000 tons in the previous year.

The Shipping Board's bureau of research reports that this total of 48,000,000 tons represents more than 60 per cent of our 1925 ocean borne foreign trade and nearly 52 per cent of our total water borne foreign commerce, including Great Lakes traffic. In 1924, the Atlantic Coast total of 45,600,000 tons constituted 56 per cent of the ocean trade and 49 per cent of the total commerce.

This increase in Atlantic Coast trade is further emphasized by a decrease of 6 per cent in the combined cargo tonnage of the Gulf, Pacific and Great Lakes regions for 1925, as against 1924.

The total increase of 2,400,000 tons for Atlantic Coast ports was made up of imports of 2,000,000 tons and exports of 400,000 tons.

Imports Big in Raw Materials

Raw materials constitutes a large part of the import increases. The mineral group, including coal, ores and metals, advanced 1,000,000 tons over the receipts of the previous year. Increases in other groups are noted as follows: Sulphur, potash, nitrates and other chemical factors, 300,000; forest products, 200,000 tons; raw textiles, including cotton, wool, silk, jute, etc., 93,000 tons. In imports of food products sugar and molasses show an increase of 235,000 tons. Bananas increased 112,000 tons, and other miscellaneous food commodities advanced 45,000 tons.

The principal items in export increases for Atlantic Coast ports were grain 320,000 tons, coal 430,000 tons and machinery and vehicles 232,000 tons. Declines in shipments of petroleum, metal manufactures, naval stores and miscellaneous package freight resulted in a net increase in Atlantic Coast export carge tonnage of approximately 400,000 tons.

Gains and Losses in Foreign Trade

Atlantic Coast ports of the United States handled. 5 per cent greater tonnage of water-borne foreign commerce in the calendar year 1925 than in 1924, the 1925 total being 48,000,000 tons as against 45,600,000 tons in the previous year.

The Bureau of Research, United States Shipping Board, reports that this total of 48,000,000 tons represents more than 60 per cent of our 1925 ocean borne foreign trade and nearly 52 per cent of our total water borne foreign commerce including Great Lakes traffic. In 1924, the Atlantic Coast total of 45,600,000 tons constituted 56 per cent of the ocean trade and 49 per cent of the total commerce

This increase in Atlantic Coast trade is further emphasized by decrease of 6 per cent in the combined cargo tonnage total of the Gulf, Pacific and Great Lakes regions for 1925, as against 1924.

The total increase of 2,400,000 tons for Atlantic Coast ports was made up of imports 2,000,000 tons and exports 400,000 tons.

Raw materials constitute a large part of the import increase, the mineral group including coal, ores and metals advanced 1,000,000 tons over the previous year. Increases in other groupes are noted as follows: sulphur, potash, nitrates and other chemical factors 300,000 tons, forest products 200,000 tons, raw textiles, including cotton, wool, silk, jute, etc., 93,000 tons. In imports of food products sugar and molasses show an increase of 235,000 tons, bananas increased 112,000 tons and other miscellaneous food commodities advanced 45,000 tons.

The principal items in export increase for Atlantic Coast ports were grain 320,000 tons, coal 430,000 tons and machinery and vehicles 232,000 tons. Declines in shipments of petroleum, metal manufactures, naval stores and miscellaneous package freight resulted in a net increase in Atlantic Coast export cargo tonnage of approximately 400,000 tons.

Program For Breaking Ground For Bridges September 16 has been tentatively agreed upon as the date for the ceremonies inaugurating the construction of two of Staten Island's three new bridges provided for to connect the island with New Jersey.

Following is the program as planned:

Governor Moore of New Jersey, Governor Smith of New York, Mayor Walker of the City of New York, the Port Authority commissioners and the New York and New Jersey State Bridge and Tunnel Commissioners to be greeted at Mariners Harbor by Mayor Kenah of Elizabeth, Mayor Wilson of Perth Amboy, Mayor Maher of Keansburg and President Lynch of the Borough of Richmond, and to be welcomed by A. G. Marscher as chairman of the General Celebration Committee.

Ground to be broken at Howlands Hook by Governor Moore of New Jersey, with address by former Governor Silzer, chairman of the Port Authority, President John A. Lynch of the Borough of Richmond, presiding.

Ground to be broken at Tottenville by Mayor Walker of the City of New York, with address by W. W. Drinker, Chief Consulting Engineer for the Port Authority, Mayor John T. Maher, of Keansburg, N. J., presiding. Ground to be broken at Perth Amboy by O. H. Ammann, Chief Bridge Engineer for the Port Authority, with address by Geo. Geo. R. Dyer, chairman of the New York State Bridge and Tunnel Commission, Mayor William C. Wilson, of Perth Amboy, presiding.

Ground to be broken at Elizabeth by Gov. Smith of New York, with address by Theodore Boettger, chairman of the New Jersey State Bridge and Tunnel Commission, Mayor John Kenah, of Elizabeth, presiding.

Banquet with addresses by Governor Moore of New Jersey and Governor Smith of New York. Justice Thomas C. Brown of Staten Island, presiding.

This program has been approved by the general committee.

Grays Harbor Lumber Record

Ninety-nine ships carrying 182,557,000 feet of lumber from the port during the month of May broke all records for Grays Harbor, Wash., according to latest compilations. This is said to be 60,000,000 feet greater than any previous month. California, it is stated, furnished the biggest market 58 freighters carrying 74,070,000 feet of lumber to San Francisco and San Pedro.

Better Brooklyn-Staten Island Connection (Continued from Page 11)

Adequate Connections With Staten Island Needed For Brooklyn's Full Development

All three types of connection very materially aid in the present city planning idea of distributing congested centers so as to reduce the heretofore detrimental tendency of over-congestion. Such connections should greatly benefit industry and inhabitants of the very large area, nearly 1,400 square miles, composing Long Island, and the still larger area, the whole of New England, with no small benefit accruing to the Boroughs of Manhattan and the Bronx, and probably an equal benefit to the areas to the West of Staten Island.

The need of the connections is evident. The manner of their execution is doubtful. The ideal physical type of construction is the first thing to be known. Second, governmental permission should be secured and either public or private finance is the final necessity.

Brought First Wheat to New York

The Walsh Transportation Company of 25 Beaver street, is reported to have brought the first shipment of wheat to the Gowanus elevators this season. The concern on June 11 transported to New York this season from Oswego about 700,000 bushels of wheat. It was stated at the Walsh offices that the wheat transported in the first few weeks of this season by Walsh tows is the first out of Oswego for New York in thirty years. It had been stored in the new steel elevator at Oswego. The Walsh Transportation Company operates a fleet of forty-two barges and four tugs on the State Barge Canal. The Cornell Company does the Walsh Company's river towing.

To Finance New Harbor

The citizens of Hollywood, Fla., by a vote of 146 to 1, have authorized a $2,000,000 bond issue as the city's share in financing the creation of a new harbor at Bay Mabel. A similar issue is to be voted at Fort Lauderdale. Joseph W. Young, father of the project, has contributed $2,000,000, so that there will be a total of $6,000,000 available for the necessary construction. A Federal survey has already been authorized in the River and Harbor bill. It is proposed to have the harbor ready for service early in 1927. The harbor is to be dredged for vessels of nine and ten feet draft and later for vessels requiring thirty feet of water.

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showing now than they did last year, an improvement he hopes will continue.. Further economies will be possible when vessels the board is now converting to motorships are available for this service. These, he adds, are necessary to compete with the growing number of motorships placed in operation by other lines recently.

The Barber Line and the Tampa Interocean Company formed the Atlantic, Gulf & Oriental Steamship Company two years ago to operate the American Pioneer Line, a consolidation of the Shipping Board services from Atlantic and Gulf ports to the Far East. The line operates twenty ships of 223,000 tons from New York, Philadelphia, Newport News, New Orleans, Houston, Galvestons and Port Arthur to ports of Hawaii, Japan, China, Philippines and the Dutch East Indies.

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