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280 ty for enforcement in a_ single depart- ment. The committee found that much of the criticism directed at the steamboat inspection service was due to the manda- tory character of the laws under which this service operates and the fact that no discretion is left to the officers responsi- ble for the enforcement of the law. The marine code of other maritime nations is much more elastic in allowing ad- ministrative latitude to officers responsi- ble for the supervision and enforcement of maritime regulation. With a mer- chant marine composed of so many di- versified types of vessels engaged in various kinds of navigation, the applica- tion of legislation which is general in character and does not consider in a practical manner each type or trade con- dition is rendered extremely difficult and, therefore, places on American shipowners burdens with which our competitors are not confronted. An example is that of the hydrostatic test of marine boilers. The law requires that marine boilers be annually submitted to a hydrostatic test, using cold water, of one and one-half times the working steam pressure allowed. Practical en- gineers claim that it is unwise annually to subject marine boilers to a stress the result of which makes doubtful the value ef the application of this hydrostatic pressure at such frequent intervals. As a comparison, the classification societies, the British board of trade and maritime governments generally require that the hydrostatic pressure be applied only at the original inspection of the boilers and thereafter at the surveyor’s dis- cretion, and as a rule it is not applied oftener than at the survey period which cecurs about every four years. Leaves No Discretion A further requirement of the inspec- tiow laws is the annual inspection of the hulls of cargo vessels. At these inspec- ticns it is required that all cargo !:: discharged and the boilers emptied in order that the inspection may be made. This means a loss of from 24 hours to two or three days, depending upon the size of the vessel. Although the in- spector might be satisfied that it would be unnecessary to subject the boilers to test or examine the hull of a_ vessel, the mandatory character of our legisla- tion does not leave any discretion, and he is obliged to carry out annually all tests and inspection. Foreign cargo vessels are not fre- quired to submit to these annual in spections and are subject. to inspection only at the classification period, which is once in every four years. It is suggested that passenger vessels might well be sub- jected to these annual inspections, with the exception of the hydrostatic boiler test, and that the life saving equipment of all vessels should be annually in- MARINE REVIEW spected. The inspection of the hulls of cargo vessels might properly be made at the survey periods, once in three or four years. It is particularly desirable also that American vessels trading between ports in foreign countries should not be ob- liged to return to an American port for the periodical inspection required by law and regulations. These inspections, might well be carried out by representatives of the American Bureau of Shipping in various foreign ports. This examination should extend the life of the certificate of inspection until the vessel’s first ar- rival in an American port, as other maritime nations have similar regulations to provide for vessels away from their home port. The general belief is that the repeal cf the seamen’s act will place American shipping on an equality with foreign ves- vessels. This is not the fact, however, because it is well known that before the seamen’s act was adopted American ves- sels were at a disadvantage in com- petition for world’s trade. What the seamen’s act really does is to place added burdens upon the American ship which are not applied to foreign vessels, and, while it should be materially modified, there are certain humane features which should remain undisturbed. These feat- ures of this act which have met with the greatest opposition from shipowners and which have caused the greatest hardships are the language tests, able seamen requirements, the excessive re- quirement of lifeboat men and the fre- quent payment of wages to seamen in foreign ports. Section 14 of the act, which relates to saving equipment, was taken from the regulations of the international confer- ence on safety of life at sea. These regulations were intended primarily to apply to passenger vessels engaged in transoceanic trade. The application of these stringent requirements to our small coastwise and inland vessels has reduced their passenger allowances, ultimately forcing several of these companies to sus- pend operation. It has been earnestly recommended by the shipping board committee that Sec- tion 13 of the seamen’s act be so amended that the extreme requirement of three vears’ apprenticeship for a rat- ing as able seaman be reduced to a reasonable period so that this manifest discrimination against young Americans miay be eliminated. It is well understood that this requirement of three years was craftily put into the law by the In- ternational Seamen’s union with its 90 per cent of foreign membership, so that Americans might as far as possible be discouraged from going to sea, and berths on American ships be left to be monopolized by aliens. Another important recommendation of the committee affecting the seamen’s law July, 1922 and the seagoing personnel was one in favor of the introduction into the Amer- ican service of the continuous discharge book, with its record of the conduct and efficiency of seamen. It has long been in use in the British and other foreign services. This book has already been given out by the Pacific American Steamship association with marked suc- cess and will be utilized also by the American Steamship Owners’ association. Government Fleet Hampers So long as any usable part of the government fleet remains in the posses- sion oi the government it will act as a damp blanket on the hopes and plans of American shipowners and _ operators and American shipbuilders. There is good reason to believe that, if the now prcposed shipping bill is enacted, a large proportion of the good shipping board tonnage can be disposed of within two years. American owners and operators very earnestly desire the continuous with- drawal of the government from vessel ownership and operation until the govern- ment fleet is entirely disposed of by sale or scrapping at the earliest practicable date. This is a first essential of the firm development of our merchant marine. Until the fleet can be disposed of there can be no objection to the maintenance by the shipping board of essential ocean services noncompetitive with private en- terprise, but this situation must be han- dled carefully so that private plans may not be blocked. Every effort ought to be made by the shipping board to turn every one of the essential services over to pri- vate ownership and management at the earliest possible moment. Many operators dread more than foreign competition even the faintest risk of the competition of their government. All practical men of our _ industry realize, that the government fleet can never be sold until ample national aid is provided for the operation of those ships after they have passed into the hands of those who have the knowledge and the means to use them. Absolutely vital to the success of the American shipowning and operating industry is the prompt passage of the great shipping bill prcposed by President Harding. If that fails, everything is lost that has been done toward a permanent restoration of American shipping in the overseas trade. Tf that fails, the American people lose all hope of realizing anything on their $3,- 000,000,000 investment in the shipping business. The national importance of this measure cannot be overestimated. Our foreign competitors are anxiously watching the result of the present legis- lative effort in Washington. They know as well as we know that this bill, once enacted, will make America a_ great commercial power on the seas. They dread the result of national aid applied to shipping exactly as it has been so gas ee a eS a a a a a a a j 2 4 t 3