SUCCESSFULLY WITH FOREIGN SHIPS? 



195 



tors in some way or to some degree are all powerfully upheld by the active aid of their own 

 governments. 



It is not now possible to speak definitely and with authority as to the comparative cost of 

 building ocean ships in America and in Europe. But it is true that shipowners who have 

 made inquiry on the other side within recent months have found that British shipyard prices 

 were lower than American prices by at least a margin due to the abnormal state of sterling 

 exchange. On the other hand, the American yards could offer quicker completion and de- 

 livery, which in normal times is of itself a marked advantage. Altogether it will probably 

 be found, when conditions in America and in Europe have again settled down, particularly 

 with "tramp" cargo vessels, that foreign ship prices remain lower than our own, though by a 

 narrower margin than before. 



As to the costs of operation involved in at least the wages and maintenance of the crews, 

 Europe retains an undeniable advantage as contrasted with America. The La Follette Sea- 

 men's Law, whatever else it may have done, has conspicuously failed to equalize sea wage 

 conditions arovmd the world. Individual foreign seamen have quit foreign vessels in our 

 ports and have reshipped on other vessels at the American wage scale. But this process, 

 though not without significance, has not of itself brought foreign wage scales, as a whole, 

 up to American wage scales, as is demonstrated by the following comparative pay-rolls of 

 American, British, Japanese and Norwegian cargo steamers of like character and tonnage 

 previous to May 1, 1921 : 



MARINE 



BIOLOGICAL 



LABORATORY 



L- 



n rt P 



?Y 



WOODo IiLLL, IVlAi 



W. H. 0. I. 



