CO885-(25-26) — Page 553

129

511

With Cargoes.

In Ballast.

Tobal.

No.

Tonnage. No.

1911-12... 1912-13... 1918-14...

482

1,096,869 515

527

578

1,166,549 656 1,821,228 591

Tonnage. No. 1,182,774 997 1,692,320 1,188 1,524,8931,169

Tonnage. 2,219,643

2,758,869

2,846,121

>>

11

"

German-Year 1911-12...

1912-13. 1913-14

158

185

216 252;165 288,763 806

187

393,165 949

874 689,877 769,273 471 1,025,687 596

785,542 1,058,086 1,418,852

Austrian-Year 1911-12

1912-18... 1918-14...

176

"

11

229 198

116,429 88 181,275 101 204,934 121

158,694 264 178,085 380 208,258 317

275,117 859,860

408,192

122

stated, having even the mail contract, received a new impetus when the Deutsche Koblen Depot came. Steamers belonging to some German companies which never called here before made Malta their port of call for the purpose of bunkering from the Deutsche Kohlen Depot.

7. The establishment of this company was the means of introducing German coal, the importation of which was increasing very rapidly, as shown by the following figures, viz. :——

1911-12 1912-13

1913-14

15,387 tons.

40,323 tons.

95,103 tons.

8. The extent and growth of their bunkering operations can be seen by the following figures, which include not only German but also British coal:-

116,447 tons = 269 per cent. of total imports. 181,001 tons

- Importations.

1912

1913

1914 (Jan. to July) 119,274 tons

=

31.8 34.7

"

"3

1913

1914

"1

British-Year

PUBLIC RECORD OFFICE

C.O.

Reference :-

885/25

PUBLIC RECORD OFFICE, LONDON

ALLY WITHOUT PERMISSION OF THE BE REPRODUCED PHOTOGRAPHIC- COPYRIGHT PHOTOGRAPH-NOT TO

Bunker Supplies.

9.

191,704 tons.

99,198 tons (six months).

The figures relating to importation are official; those of bunker supplies, though not official, may be taken as approximately accurate.

10. Their bunkering operations, though at first confined to German and Austrian ships were being gradually extended to British ships as well as those of other nationalities.

11. In order to avoid a recurrence of the influence and trade secured by this company, as evinced by the aforementioned figures, we recommend that it would be desirable that no German or Austrian firm, or any firm of enemy origin, or any firm with enemy influence whatsoever, be allowed to establish a coaling depôt at Malta,

because :-

(a) The establishment of an enemy or semi-enemy coaling depôt would be to the detriment of British coaling firms.

(b) Malta being a naval base, the establishment of an enemy or semi-enemy coaling depôt would always constitute a danger.

12. Such restrictions could be enforced even if, after peace is concluded, no apparent restrictions are imposed on enemy trade, inasmuch as in a place like Malta, where military and naval interests are of paramount importance, laws exist enabling the Government to regulate the residence of foreigners. Slight alterations may be necessary in the law to remove any doubt that might exist on the subject, and to apply the law to the establishment of foreign firms in Malta, and by a wise use of such power the threatened danger might be averted.

13. We must point out that before the War the island benefited very consider- ably in revenue, trade, and employment of labour. by the coaling of German ships. This loss in trade and employment has not been felt during the War owing to the immense increase in the coaling operations of the Admiralty; but if, after the conclusion of peace, the island loses the German coaling, the loss will be seriously felt. To minimize the loss we recommend that, at the conference of the representa- tives of the Empire, strong representations be made to induce British shipowners to use Malta as their bunkering port in preference to other Mediterranean ports, Malta being a British Colony: British shipowners would thus be fostering trade within the Empire; we further suggest that it be made compulsory on all companies subsidized by the British Government to coal in British ports as far as practicable and induced to call at Malta in preference to other Mediterranean ports.

14. In the meantime we recommend that improvements be made in our harbours, especially where coal stores are situated, in order to allow steamers to discharge coal alongside the wharves, thus saving the expense of hiring lighters and of double handling This work should be commenced immediately.

15. German and Austrian Shipping.-The following is a return showing arrivals of British, German, and Austrian steamers, excluding the Austrian mail boat, during the three years immediately preceding the War :-

16. The success attending German and Austrian shipping was due to the following causes :-

(a) The Deutsche Levante Linie and Adria Company afforded facilities to shippers and consignees alike for goods to and from German and Austrian ports, which were extended or reduced according to the possibilities of competition or otherwise.

(b) By granting these facilities, more especially in the nature of drawbacks on freight or bonuses on goods shipped on their steamers, the Adria Company and the Deutsche Levante Liniè succeeded in diverting to Hamburg and to Trieste the transhipments of all goods from ports with which Malta was not in direct com- munication, to the gradual exclusion of British and Allied ports.

(c) It is not only with regard to goods from ports with which Malta was not in direct communication, but also with the trade with the United Kingdom, that Austrian ships competed successfully with British ships, and a regular service was established between Glasgow and Malta by the Adria Company, the freights being lower than those charged by British ships.

(d) The local Government also contributed to foster Austrian shipping by granting for many years the mail contract to the Adria boats.

17. We presume that the Imperial Conference, in any establishment of prefer- ential trade or customs union within the Empire, will only grant preferential treatment to British goods shipped to a British port in a British ship, and will, without prejudice to such preferential system, encourage by remission or reduction of duties the shipment of foreign goods to British ports in British ships, and will devise other measures in order to allow British shipping to compete with advantage with foreign shipping, and of course such measures will be enforced locally. We believe that the old principle of getting the cheaper freight, generally, is untenable, and that British money should be spent for British ships and not to help foreign shipping.

18. We feel sure that the Government will bear in mind that it is a risky matter to entrust the postal service to foreign ships or to ships over which it would be difficult to have control, and consequently the postal service should be given to the British flag, preferably to a British company formed in Malta.

If an adequate subsidy were given for the postal service it would be very easy to form a company.

The idea was recently mooted that a company on popular

lines of £1 shares should be formed, but we think that at the outset it would be much better, and more feasible, to have a company formed by a few merchants, who would thus teach Maltese capitalists that the investment of moneys in industries, and especially in shipping, is more profitable and better for the island and for the capitalists themselves, than the investment in doubtful securities or in reckless speculation.

19. Before the War the postal service was for many years entrusted to the Adria Company under Austrian flag. That company could offer to carry out the service for a lower subsidy than any British company because it had quite a fleet of steamers in the Mediterranean and received a subsidy from its own Government. The Adria always stepped in when there was a possibility of the contract being taken by a British company. We believe that at one time a British company had offered most advantageous terms, but the Adria secured the contract by reducing the subsidy by £2,000. In 1913 the Adria Company, on the plea that coals had risen in price and the Austrian Government had reduced the subsidy, gave up the postal

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