LC
16
"It is quite patent that a very considerable volume of trade which used to come to Singapore for transhipment when rates of freight were reason- "able has been lost to this port, and now goes direct, say, from Java, Bangkok, and other ports, the transhipment here being impossible at the high homeward rates which rule, though the other expenses for handling here, by their lightness, invite shippers to choose this route."
CR
68
46
The Governor of Hong Kong reports that "until quite recently a difference was made by the "Conference in the homeward-bound rates for "British and Foreign ports; goods for Antwerp, for instance, being allowed a rebate of 2s. 6d. " per ton.'
"L
17
v. ANY SIMILAR MATTERS AFFECTING THE IMPORT AND EXPORT TRADE OF THE COLONY UNDER YOU'R GOVERNMENT, ESPECIALLY BRITISH TRADE.
v. (a) Railway Rates.
Special attention has been drawn in South Africa to the advantage conferred on Continental and American goods by railway rates.
The following table is extracted from Mulhall's Dictionary of Statistics.
Freight charge in pence for carrying a ton
100 miles (1895) :—
iv. PREFERENCE SHOWN TO FOREIGN GOODS, MERCHANTS, OR AGENTS BY LINES OF SHIPPING.
The reports often state that while British lines show no such favour, Continental lines have a decided preference to goods produced in their own country.
14
CC
The Natal Collector of Customs reports: "I do not think that any preference whatever is shown by British lines, but the German and French lines undoubtedly favour goods from their own countries."
The Governor of Hong Kong says: "I have not "been able to find that any preference is shown to
foreign goods or agents.'
"
On the other hand, a remarkable case of prefer- ence for a foreign agent is reported from the Straits Settlements. The Royal Danish line Aktiesels- kabet det Ostasiatiska Konyigen' was started
31
about 1898 to run between the Baltic and China and this line opened negotiations with the Conference. The line was told that it must agree with two sets of members of the Conference, viz., the British companies and the Continental companies. The negotiations with the P. and O., representing the British companies, were successful.
The Continental companies, through the Nord- deutscher Lloyd, declined to admit the Danish line unless its agency was transferred from Messrs. Guthrie & Co. to Messrs. Behn, Meyer & Co., agents for the N.D.L. (this firm has no branch in England). The Danish Company demurred but was given no option. A compromise was, however, arranged by which Messrs. Guthrie & Co. were allowed part of the agency but before long they had to relinquish even this.
The whole story is set forth in the confidential reports and copies of some of the correspondence furnished.
The Eastern Conference permitted sailing vessels to trade with Marseilles, but not with the United Kingdom. See page 20 and Appendix H.
Great Britain
174
Ireland
232
United States of America
41
France -
72
Germany
64
Switzerland
140
Belgium
-
68
Italy
80 160-
Holland
Some remarkable figures are given in the evidence in the Merchandise Marks report H.C. 346/97. See especially page 180.
Assuming these figures to be correct it would seem that an indirect subsidy is given to German shipping by the Government railways.
The Governor of Mauritius writes
"There is a serious difficulty with which British shippers and shipping lines have to contend, in competition with, say, German subsidised lines. Owing to German railways being in the hands of the State, which subsidises and encourages the subsidised lines, arrangements are made by which through bills of lading, giving a through quotation and covering all charges, are given for German goods from inland towns to foreign consignees. The German trader thus enjoys for his exports the same advantages which are obtained by British traders, to a very limited extent, through the agency of the Parcel Post, and it seems to be in this direction that the interests of British shippers and shipping lines lie. So far as the Colonies are concerned the issue of through bills of lading presents no difficulty as the railways are State railways and can assume responsibility for landing and transporting merchandise as well as for the collection of Customs dues. All that is necessary, and that is of course essential, is the co-operation of the British railway companies."
The evidence in the Confidential Hong Kong Report (p. 45) refers to the advantage thus given to German yellow metal,
v. (b) Subsidies.
The opinion is frequently expressed that such differential freights or preferences as exist are partly due to subsidies.
45842,
E
:
1
PUBLIC RECORD OFFICE
C.O.
Reference :-
+885
17 PUBLIC RECORD OFFICE, LONDON
ALLY WITHOUT PERMISSION OF THE BE REPRODUCED PHOTOGRAPHIC-
COPYRIGHT PHOTOGRAPH-NOT TO
17
ANY SIMILAR MATTERS AFFECTING THE IMPORT AND EXPORT TRADE OF THE COLONY UNDER YOUR GOVERNMENT, ESPECIALLY BRITISH TRADE.
v. (a) Railway Rates,
Special attention has been drawn in South Africa
the advantage conferred on Continental and erican goods by railway rates.
The following table is extracted from Mulhall's tionary of Statistics.
Freight charge in pence for carrying a ton
miles (1895):—
Great Britain
174
Ireland
232
United States of America
41
France -
72
Germany
64
Switzerland
140
Belgium
-
68
Holland
Italy
80
160
Some remarkable figures are given in the lence in the Merchandise Marks report H.C.
97. See especially page 180.
Assuming these figures to be correct it would n that an indirect subsidy is given to German >ping by the Government railways.
The Governor of Mauritius writes:-
C
'There is a serious difficulty with which British
>pers and shipping lines have to contend, in petition with, say, German subsidised lines.
ng to German railways being in the hands of State, which subsidises and encourages the sidised lines, arrangements are made by which ugh bills of lading, giving a through quotation covering all charges, are given for German is from inland towns to foreign consignees.
German trader thus enjoys for his exports the e advantages which are obtained by British ers, to a very limited extent, through the
agency he Parcel Post, and it seems to be in this ction that the interests of British shippers and
ping lines lie. So far as the Colonies are erned the issue of through bills of lading ents no difficulty as the railways are State ways and can assume responsibility for landing
transporting merchandise as well as for the ction of Custorns dues. All that is necessary, that is of course essential, is the co-operation of British railway companies."
The evidence in the Confidential Hong Kong ort (p. 45) refers to the advantage thus given to nan yellow metal.
v. (b) Subsidies.
The opinion is frequently expressed that such rential freights or preferences as exist are ly due to subsidies.
• 16842.
E
PUBLIC RECORD OFFICE
C.O.
Reference :-
+885
17 PUBLIC RECORD OFFICE, LONDON
ALLY WITHOUT PERMISSION OF THE BE REPRODUCED PHOTOGRAPHIC-
COPYRIGHT PHOTOGRAPH—NOT TO
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