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PHONE 7950 BOWLING GREEN FOR INFORMATION
PORT OF NEW YORK
HARBOR AND MARINE REVIEW
Vol. II. No. 2
Twenty-five Cents a Copy
WHITE STAR DOMINION LINE
AMERICAN LINE LEYLAND LINE WHITE STAR LINE
Our reputation for dependability in
Some steamer of the International Mercantile Marine Company sails nearly every day, and you can route your freight by one of our Lines with assurance of prompt loading and delivery on scheduled time.
RED STAR LINE
constructed and converted many vessels to Diesel-type propulsion including the M. S. Kennecott, which is giving highly successful and economical service to her owners.
The M. S. Fordonian, the M. Y. Alcyone, and the M. Y. Cynthia are among many others.
TODD SHIPYARDS CORPORATION
Ship Builders & Repairers-Engineers-Boiler Makers-Parsons Turbines-Oil Burning Equipment-Electric Drive Installations
this unusually wide and long experience with all types of Diesel engines in all types of vessels, will be glad to confer with owners or operators contemplating conversion. They will also be glad to arrange for a thorough inspection of the Kennecott upon her next arrival in port.
New York's Shipping and Foreign Commerce
What Shall Be Done to Save them from Diversion to Other Ports?
Twenty-five Cents a Copy
MUST BE GIVEN TO ADVERTISING THE FACILITIES POSSESSED
WE MUST MAKE PLAIN THAT NEW YORK HAS MORE STEAM-
THE PORT OF NEW YORK IS THE GREATEST IN THE WORLD.
THE WAY TO DO THIS IS TO GIVE GREATER PUBLICITY TO THE
NEW YORK NEEDS PORT BOOSTERS-LOTS OF THEM. IT NEEDS
IF WE LOSE OUR SHIPPING AND COMMERCE WE SHALL SOON
THE GREAT REAL ESTATE INTERESTS. THE BANKS, THE RAIL-
New Officers of American Steamship Owners' Association
H. Walker, Winthrop L. Marvin, vice-president and
Mr. Smith, the new chief executive of the Owners' Association, which is representative of approximately 90 per cent. of the privately owned tonnage under the American flag, for many years has been one of the outstanding figures in American steamship industry.
In 1883 he entered the service of James E. Ward & Co., then agents of the New York & Cuba Mail Steamship Company (the Ward Line). He has served through all departments and has actively participated in the development of the company's business. Mr. Smith was elected in 1907 vice-president and general manager and a director of the New York & Cuba Mail Steamship Co., and was appointed a member of the executive committee of the board of directors in 1912. Three years later he was elected president of the company, succeeding Henry R. Mallory.
N February 3 the American Steamship Owners' Association of this city will elect new officers at the annual meeting of that organization. As the nominees of the nominating committee will be unopposed, following will be the new officers:
Alfred Gilbert Smith, for many years president of the New York & Cuba Mail Steamship Co., one of the best known and most progressive of American steamship men, will be president, succeeding H. H. Raymond, president of the Cylde-Mallory lines, and who, after eight years in the presidency voluntarily retires.
Other officers selected by the nominating committee were for vice-presidents:
Gale H. Carter, president of the Pacific Mail Steamship Company.
David T. Warden, manager of the Marine Department of The Tidewater Oil Company.
Captain Eugene O'Donnell, manager of the Marine Department of C. H. Sprague & Co., Boston.
On the executive committee the nominating committee presented Alfred Gilbert Smith (ex-officio), and:
H. F. Alexander, president Pacific Steamship company.
A. G. Bates, vice-president and general manager Atlantic & Pacific Steamship Company.
Ernest M. Bull, president A. H. Bull Steamship Co. William M. Campion, vice-president and general manager Garland Steamship Corporation.
Harry C. Carr, assistant to president, Sun Company. P. A. S. Franklin, president International Mercantile Marine Company.
J. Howland Gardner, vice-president New England Steamship Company.
J. R. Gordon, traffic manager Union Sulphur Company. Robert L. Hague, manager marine department, Standard Oil Company of New Jersey.
C. W. Jungen, manager Southern Pacific Company.
Besides the presidency of the New York & Cuba Mail Steamship Company, Mr. Smith has other important connections as director of the Atlantic, Gulf & West Indies Steamship Lines, the Clyde Steamship Company, the Mallory Steamship Company, the New York & Porto Rico Steamship Company and the International Shipping Corporation. He was appointed by President Wilson as one of the Commissioners to represent this country at the International Maritime Conference on Safety of Life at Sea, held in London from November, 1913, to January, 1914.
During the World War he bore an important part as the representative of American shipping interests. In this connection he was appointed Deputy Assistant Secretary of State, and as such executed a confidential mission to Spain which brought him into personal relation with King Alfonso and the Premier. He also served on various important committees, notably the committee on the revision of navigation laws and the committee on classification and surveys, and on the construction committee of the London International Conference, appointed by the Department of Commerce in 1919.
Mr. Smith is the present chairman of the American Steamship Owners' Mutual Protection & Indemnity Association. He was appointed by the American Steamship Owners' Association to be the American delegate to the international conference called by the Chamber of Shipping of the United Kingdom in London in November, 1921. His home is in Greenwich, Conn.
The Retiring President
H. H. Raymond, the retiring president of the Association, will take with him when he surrenders the chair to Mr. Smith the highest gratitude and esteem of his associates. During the eight-year period that he served the Association has not only more than doubled its membership, but it passed through one of the most trying times ever experienced by this country.
When the United States entered the war, and the demand of the Allied nations was for ships, and more ships, to carry supplies and troops, Mr. Raymond was one of the first men called upon to give his services, as well as his ships. As a member of the important Allied ship control committee, in which he was associated with P. A. S. Franklin, Sir Cannop Guthrie and others, he rendered yoeman service in the way of smoothing out difficulties and in keeping the flow of tonnage unbroken through the lines of submarines and mines. He wanted to retire last year, but was prevailed upon by his associates to remain for another term.
Recent Great Growth and Decline of American Shipbuilding
Census Statistics Covering the Years 1916, 1919 and 1921, Graphically Tell the Story of Shipbuilding in the United States Under Normal and Abnormal Conditions
MERICAN shipbuilding today, for foreign trade, is in free trade competition with the shipbuilding of all the rest of the world. Our shipowners, too, are in free trade competition, in foreign trade, with the shipowners of all the rest of the world. It is a peculiar thing that, when the Congress is extending adequate protection to all other American industries that are subject to foreign competition, it is so slow-indeed, so reluctant -to extend protection to our shipbuilders and shipowners. Our Ocean-Going Domestic Carrying Prior to the Great War it was a rare thing for a ship to be built in the United States for foreign trade. Predicated upon our home construction for foreign trade it might have been truthfully said that this country had ceased to be a shipbuilding country. But our domestic carrying, which, most singularly, has been prohibitively protected against foreign competition, as have our shipbuilders in building for domestic trade, has nevertheless maintained the United States high up among the shipbuilding countries of the world. As our domestic carrying includes our trade between Atlantic and Pacific ports of the United States, our trade along our Atlantic, Gulf of Mexico and Pacific seaboards, covering thousands of miles and many fine ports, and our trade with Alaska, the
Hawaiian Islands and Porto Rico, where ocean-going steamships are required, despite the fact that we had ceased to build ships for foreign trade, we had by no means ceased to build them for ocean service. In fact, the very trades just mentioned, which require ocean-going tonnage, has compelled this country, year by year, steadily to increase its construction of ocean ships. It is this fact that causes our foreign rivals to regard our domestic navigation laws as evidence of our unfriendliness toward foreign shipping, it being impossible, in view of this country's attitude toward its shipping engaged in foreign trade, for our foreign rivals to believe that our domestic carrying is preserved for our own builders and owners of ships because the country maintains a friendly attitude toward that class of American shipping.
It is this protection of our large domestic shipping that accounts for the fact that during the decade ending with June 30, 1914, there were built in the United States a total of 3,601,003 gross tons of vessels in all trades, the banner year, preceding the great war, having been 1908, when this country constructed the very respectable total of 614,216 gross tons of vessels for all trades, the lean year of that decade having been 1912, when but 232,669 gross tons of vessels were built in the United States; but the annual average during the ten years ending with June 30, 1914, was no less than 360,100 gross tons of vessels. Our steam tonnage under register (in foreign trade) in 1905 totaled 601,180-the highest total in our entire history up to that time—and during the year ending June 30, 1914, our steam tonnage under register totaled 724,874. While the country built 3,601003 gross tons in ten years, therefore, our steam tonnage in foreign trade increased only 126,694 tons, during which period our steam tonnage under enrollment (engaged in domestic trade) increased 1,506,778 gross tons. Even our sailing tonnage in domestic (enrolled) trade only fell off 179,606 gross tons during that decade; and, in fact, the falling off of sailing tonnage in foreign trade during the same decade was negligablebut 2,055 gross tons.
Our total tonnage in foreign trade was about 1,500,000
immediately after the close of the civil war, from which it had dropped below a million tons in 1888; and with the exception of slightly exceeding a million tons in 1889 and in 1891, not until 1913 was it again lifted into the milliontotaling 1,076,152 gross tons. In 1921 our total tonnage ton class, slightly exceeding that tonnage, and in 1914 under register was 11,081,690, which had dropped in the fiscal year which ended with last June to 10,724,590 gross tons, a loss in one year of 357,100 tons. It is but proper to say that while our total tonnage under register presents such high figures during the past two years, it is likely that little more than one-half the tonnage so recorded actually was engaged in foreign trade, the balance being laid up because of unremunerative freight rates.
With the foregoing background we approach the study of the figures of the Census Bureau of the Department of Commerce of the United States, just issued.
Latest Census Figures on Shipbuilding
Late in January the following, put out by the Department of Commerce of the United States, was made public:
The Department of Commerce announces that according to reports made to the Bureau of the Census the value of work done in the shipbuilding industry was considerably less in 1921 than in 1919, but greater than in 1916. The value of products reported for 1921 amounted to $400,834,000 as compared with $1,622,361,000 for 1919 and $185,852,000 in 1916, a decrease of 75.3 percent. from 1919, but 115.6 percent. increase from 1916. These figures do not include statistics for shipbuilding plants owned and operated by the Federal Government.
"Of the 640 establishments reporting products valued at $5,000 and over in 1921, 112 were located in New York; 60 in New Jersey; 55 in California; 39 in Massachusetts; 32 in Maine; 29 each in Washington and Florida; 27 in Maryland; 25 in Pennsylvania; 21 in Virginia; 20 each in Connecticut and Ohio; 19 in Wisconsin; 17 in Louisiana; 16 each in Michigan and Oregon; 11 each in Illinois, Minnesota, Rhode Island and Texas; 8 in North Carolina; 6 each in Alabama and West Virginia; 5 each in Delaware, Indiana, Kentucky and Mississippi; 4 in Georgia; 3 each in Arizona, Idaho and New Hampshire. "Considerable fluctuation is noted in the number of wage earners employed in 1921. In January, month of maximum employment, 169,928 wage earners were reported; and in December, the month of minimum employment, 55,825, the minimum representing 32.8 percent. of the maximum. The average number employed during 1921 was 106,362 as compared with 387,446 and 72,497 in 1919 and 1916, respectively.
The figures for 1921 are preliminary and subject to such change and correction as may be found necessary from a further examination of the original reports. "The statistics for 1921, 1919 and 1916 are summarized in the following statement":
Number of establishments
Proprietors and firm members
Wage earners (average num-
Paid for ocntract work
Cost of materials
Value of products2
Value added by manufacture3..