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This newspaper page contains 18 articles. Subscribers can read the full text of each article.
Newspaper
Carthage Record
Location
Carthage, Indiana, United States of America
Date
Jan 04, 1901
Page
5
The text argues for an American merchant marine under the U S flag in foreign trade. It reviews partisan divides between protectionists and free traders, longstanding registry laws, and the Ship Subsidy bill proposals to admit foreign built ships under conditions. It stresses building ships in U S yards and restoring the American flag to seas.
The nation risks heavy losses if foreign vessels dominate trade. With 75 percent of U S foreign commerce on British and German ships, and Americans at only 9 percent, war could trigger prohibitive insurance and disrupt exports. Congress should act to cut dependence on foreign shipping and support American carriers to avert annual foreign payments nearing $200 million.
Foreign nations pay 20 million dollars annually in subsidies and bounties to merchant ships. This funds naval and military readiness and opens foreign markets for surplus goods, while the United States misses out on similar advantages from sea power and trade expansion.
The article argues that once American shipyards reach steadiness and permanence in building ships for foreign trade, costs may fall. It notes current underproduction limits competitiveness and independence, stressing the United States relies on other nations for ocean carrying. Immediate action is urged to remedy the situation.
The passage argues that the $200 million yearly ocean transportation appropriation should benefit Americans rather than foreigners. It contends that when non-Americans receive most of that money, American labor loses work, reducing employment for U.S. workers.
A speaker warns that accepting 90 percent foreign-flag shipping endangers exports and weakens national maritime strength, highlighting the risks of dependence on foreign carriers for U S trade.
A discussion on the U.S. ocean freight bill noting that over 90 percent of annual freight costs go to foreign shipowners, risking a $1 billion outflow every five years. The piece urges Congress to bolster American shipbuilding to shift as a creditor nation, cites scarce U.S. vessels for foreign trade, and calls for policy action to revive domestic shipping and related industry employment.
In a partisan editorial tone the piece argues Congress must enact a shipping bill to revive the U S merchant marine in foreign trade. It cites Frye and Payne bills as nearly identical paths to fulfill party pledges, urging leaders to craft and pass the measure before adjournment. It notes Republicans have held power across three Congresses with aligned presidents urging restoration of ships to sea.
The passage argues that shipyard activity proves nothing about the health of the U S foreign carrying trade unless tied to demand for ships for that trade. It contends that, in practice, the demand to build ships is placed upon foreign buyers rather than American builders, obscuring the link between domestic shipyard work and national commerce.
Congress has no greater duty than to enact laws that enable Americans to construct ships for foreign commerce, keeping at home the $200,000,000 now paid to foreigners for carrying goods.
The country’s attention to American shipping reveals that high American labor costs keep ship prices 20 to 25 percent above British builds and operating costs exceed by about 33 percent. Foreign subsidies further tilt the market, making American ships unprofitable in carrying imports and exports.
A historical critique argues that Congress delaying action on American merchant marine policy will extend foreign ship reliance, shrink US tonnage in foreign trade, weaken the navy, deepen seaborne vulnerability, and boost foreign subsidies while harming American labor and shipbuilding. It cites the 1900 Commissioner of Navigation report noting foreign subsidies totaling over 20 million dollars annually.
A public critique of the Merchant Marine Bill argues Congress must act to end dependence on foreign shipping and halt a yearly outflow of nearly 200 million dollars. It outlines nine key features claimed by supporters, questions subsidies and registry rules, and urges a stronger measure to build an American merchant marine.
The public seeks practical, effective shipping laws and asks Congress to study methods and enact workable measures. The emphasis is on results that benefit the nation, with details left to lawmakers to decide after gauging public intent.
The speaker argues that the nation loses vast revenue by relying on foreign vessels for overseas trade. If American ships handled the foreign carrying, the annual $200,000,000 in customs collections would double for the United States, benefiting American labor and the national economy.
A Washington lobby of foreign ship owners opposes the pending bill to revive American shipping in foreign trade. Foreign interests reportedly control vast stakes and argue against the measure, while Americans have far less influence. If defeated, Americans would still pay foreign owners far more than the proposed support to U S ships.
The article argues that the official favorable balance of trade is misleading once freight, foreign investments, and spending abroad are included. It warns that if American ships handled half of foreign carrying, the US would gain substantial gold, pressuring Europe toward a bimetallic standard. It urges bimetallists and free silverites to back a strong American merchant marine.
The article argues that restoring the merchant marine is vital not only to aid shipowners and builders but to strengthen national seaborne power and secure foreign markets for surplus products. It emphasizes reducing dependence on foreign shipping and focusing on building and sustaining a robust domestic fleet.
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