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} 28 MARINE REVIEW [Feb. 4, AMERICAN MERCHANT MARINE, - Interview with Congressman Sulzer, Author of the Sulzer Bill for the Upbuilding of the American Merchant Marine. By Geo. W. Ramage. New York, Feb. 3--As considerable interest is being mani- fested by ship builders, ship owners and shipping interests gen- erally in the movement under way to find a means for the up- building of the American merchant marine on the high seas, to the end that it may take its rightful place among the merchant navies of the enlightened nations of the world, and as the Marine Re- view of Dec. 3 last contained the full text of a bill on the sub- ject introduced in congress on Nov. 9 by Representative Wm. Sulzer of New York, I have thought readers of the Review would probably be interested in learning something of the views of the author of the bill. Accordingly I sought and obtained an inter- view with Mr. Sulzer in his office at No. 11 Broadway. Before giving an account of interview, perhaps a short des- cription of the man and his personality may not come amiss. On meeting Mr. Sulzer the visitor who is at all familiar with por- traits of the late Kentucky statesman, Henry Clay, is struck with the resemblance between the two, both as'to form and features. In fact the resemblance is so striking that his friends, I am in- formed, often refer to him as Henry Clay Sulzer; and well they may, for as I conversed with him it was easy to imagine that time had turned backward three quarters of a century and I was in the presence of the great Kentuckian. Still, 1 presume there is a difference between the two, as climatic influences would naturally cause this. One can imagine the famous Clay was a typical Kentuckian, while Mr. Sulzer is a typical New Yorker, and those familiar with the two types are aware that while the Kentuckian is inclined to take life easy, dislike hurry and abomi- nate rush, the New Yorker is given to a hurry-up mode, both in business and politics. While Mr. Sulzer is as gracious and condescending as his Kentucky prototype is reputed to have been, there is an air of business about him which impresses the caller with the fact that time is valuable and business needs to be gotten to at once. But after all, this is a case of necessity with him, as he is one of the busiest men in busy New York city, and during sessions of congress his stay in the city does not exceed one day a week, which makes his time to devote to callers all the more limited. There is generally a string of visitors in his reception room awaiting their turns for an interview, and it is with limited rail- way speed that they are ushered in and out of his private of- fice, indicating his great capacity for business and expertness in handling men, as all issued from his presence with a satisfied expression on their countenances. . Besides his personal callers, his telephone bell is kept working overtime, necessitating the at- tendance of a clerk to answer calls, which, like a busy man's mail, have to be sorted by the clerk and only the important ones switched into the private office. Even then the congressman is interrupted every four or five minutes by the ring of his 'phone, between which interruptions he converses with a caller or at- tends to his correspondence. Under these circumstances I consid- ered myself fortunate in being able to secure an interview with Mr. Sulzer for the purpose of securing for the Review his ex- pression as to the needs of American shipping and the chances for congressional legislation in behalf of same. : Handing in my card, with explanation of my mission, I was soon ushered into the presence of the author of "H. R. 34," en- titled "A bill to regulate commerce with foreign nations, to make preference for the use of American vessels, to extend the postal service by sea, and to promote American commerce." I received a hearty welcome and a hand-shake that had real heart in it, and spoke more eloquently than any mere words could possibly do in proof of the fact that the heart was back of the hand in the struggle for the betterment of American shipping, or would be in any question that enlisted his sympathies. "Mr. Sulzer,' I said, "the Marine Review, recognizing you as a friend to the American merchant marine, would like an ex- pression of your views as to its present condition, and what is necessary to place it in its former position, prevailing prior to 1861." To this he replied: "You are right in rating me as a friend of our shipping in- dustry. In fact, not only am I a friend now but I always have been and expect to remain so, and, recognizing its importance, am an enthusiastic advocate of proper legislation by congress that will aid in re-establishing the supremacy of the American mer- chant marine." "What, in your opinion, is the cause of the present low ebb of the industry?" was my next question. "It is owing to adverse conditions brought about by the want of adequate laws for its encouragement, in default of which American shipping, and consequently American ship building, has been practically destroyed. Since 1860 merchant ships flying the stars and stripes have gradually decreased until at present they have almost disappeared from the high seas. This is very mani- fest when we consider that today more than 95 per cent. of our exports and imports are carried in foreign bottoms. 'This, I say, to our shame. It is a crying evil and must be remedied." "How does our present merchant' marine on the high seas compare with that of former years, and how do we rate in com- parison with other nations?" "Our registered ocean freight in 1810--nearly one hundred years ago--was 108,000 tons greater than it is now. While that of other nations has increased with time ours has decreased. A comparison of the registered freight tonnage, for deep sea com- merce, of several nations, shows the lamentable state into which American shipping has been allowed to fall. For instance, Italy has a tonnage of 1,180,000 tons; France 1,480,000 tons ; Norway 1,660,000 tons; Germany 2,960,000 tons, and Great Britain 14,800,- 000 tons, while that of the United States amounts to but 872,000 tons. A comparison of statistics on the subject shows conclu- sively that less than 5 per cent. of our exports and imports are at present being carried in American vessels; a state of affairs. redounding to our everlasting disgrace, and for which the United States congress must be held responsible." -- ro "That doesn't speak very well for the greatest nation on earth, especially considering our great stretch of sea coast, i remarked. oe Le "Tt does not," he responded. "As a people we are given to flattering ourselves that we are in the lead in all that makes to 4 nation's greatness, but, as a matter of fact, we are at the foot of the class, among enlightened nations, in one of the greatest fac- tors of national wealth and strength--a merchant marine. The ships of other nations carry our products to the markets of: the world and bring the products of other countries to our shores. According to the report of the bureau of statistics of the depart- ment of commerce and labor for the fiscal year of 1902, our total exports to Europe in that year amounted in value to $997,614,762 (almost a billion dollars), of which enormous amount but 134 per cent. was carried in American vessels, 9814 per cent. being transported in ships of other countries. We imported from Europe goods to the value of $474,927,159 and of this but a little over $30,000,000 worth was carried in American ships. Of the total imports and exports for the year, from and to Europe, amounting in value to the vast sum of $1,472,591,921, only 34 per cent. was carried by American vessels." "A very poor showing for American shipping when the vol- ume of business is considered?" I ventured, to which he replied: "Tt igs indeed. Our merchant marine is simply insignificant when compared with the volume of our commerce. They stand in inverse ratio to their position prior to 1860, for while we have lost in ships we have gained in commerce. But our gain in com- merce has come as a natural sequence to the rapid development of our wonderful natural resources, the great productiveness of our country and the unexampled consuming capacity of our peo- ple for the necessities and luxuries of life, which, per capita, greatly exceeds that of any nation on earth. Hence our com- merce has had to grow and increase whether our statesmen willed' it or no, until today we are daily exporting merchandise to the value of about $5,000,000, and it is a sad commentary upon our commercial greatness that these exports must be carried in for- eign ships. The tribute we pay in money to foreigners for con- veying merchandise, from and to the United States, amounts to over $300,000,000 a year. Quite an item, isn't it?" To which I nodded assent, and he proceeded: "Our country is foremost among the nations of the earth in nearly all lines of industrial: and commercial developments and pursuits, except in its ocean merchant marine; but I am pleased to note that the patriotic pride--not to mention business sagacity © --of the American people is at last asserting itself and is de- manding legislation at the hands of congress that will enable our merchant marine to regain its former supremacy and glory." "Mr. Sulzer," I asked, "as you have been active as a member of congress in pushing legislation in aid of our merchant marine, can you tell me why nothing in that direction has as yet been accomplished?" _ "Ever since, I have been a member of congress I have been doing every thing in my power to have some law enacted that would enable the American merchant marine to regain its lost prestige, and make it possible for American ships, flying the American flag, to carry not only American products but those of foreign countries as well; as was the case in former days. There are three remedies proposed for the relief of American shipping by those who have given the subject their best attention: "First, we have free ships, which is the old, honest, Ameri- can plan; but the Republican members of congress will never agree to a bill for free ships, because they believe such a measure would be a death-blow to their pet doctrine of protection. It is impossible, therefore, to pass through this or any other congress having a Republican majority a free ship bill. "Then we have as the second proposition ship subsidies in accordance with the provisions of the Hanna-Payne ship subsidy bill. This plan, however, meets with much opposition from those who are opposed to the doctrine of protection, for protection's sake--to the unjust taking of money from the pockets of the people generally to build up any special industry, on the ground that its principle is radically wrong and untenable. Democrats generally are opposed to ship subsidies, or bounties, because it is a policy that robs the many for the benefit of the few; because it is class legislation, favoritism, and because it is undemocratic, un-American and unconstitutional. In my opinion, it will be im- possible in this congress, or in any other congress, to pass a ship subsidy or bounty bill such as Mr. Hanna and some of the lead- ers of the Republican party advocate. It would be just as logical to give a subsidy or bounty to the potato producers and wheat growers of the country. "The third proposition to build up the American merchant marine is by means of discriminating duties in favor of Ameri- can ships. I have introduced several bills in different congresses to bring this about. In my opinion, it is the most feasible, the most practicable, the most honest and the most popular way of aiding the American merchant marine. This policy of discrimi- nating duties was instigated by Jefferson, followed by Madison