1908-06-13 — Page 9

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THE BRITISH ASLEEP

By Edward Noble in the Morning Post.] For an Island Nation to stend with folded hands while her manufacturers are being strangled by foreign competition is, perhaps explicable, although no one woult call it wise; but that an Teised Nation which is unable to foed herself should take the same attitude while the Merchant Navy which feeds her a slowly. driven from the face of the set in so notonishing that it can only be put down to ignorance of the true position, Yet what do we see? It is a thorny subject, but I will try to put it plainly Not very long ago a daily paper pablished an appeal from the Lord Mayor of Liverpool for funds to enable a ogrtain Commitles to continne the work of training boys for the British Merchant Service-and on another page there appeared a nota showing Herr Balia, the managing director of the Hamburg-Amerika Libe, diplomatically escaping from the conse quences of statement which he was reported to have made. In discussing the relative strength of the British and German Mercantile Maribes Horr Ballin declared that the "overwhelming superiority" of the former existed only on paper. The British Mercantile Marino," he said, "numbers comparatively for first-class pass- enger ships, and consists for the most part of second-rate tranips, sonstructed at the material, and capable of staing only at tho. alowest speed,

15

of it without hyperbole? By common sezent it in recognised that the truth is often un pienant, and the truth here is even more than ssually nauseous. You I will state it.

THE HONGKONG DAILY FEL:38, SATURDAY, JUNE 13TH, 1988.

POSITIVISM.

"Thare in n- formula, applicable equally to a belief in ideas and to a belief in matter, which The conditions of service in the British Mer expresses, as Augusta Comte said, the most cantile Marine are suob that no self-respecting | absolute truth that there is, the consciousNSES man or boy will continue in it. That is my that is, that "averything is relative." Every statement, and last it should be supposed that I one knows it, every one understand it; who am alone in my bellef I quote the former Pro has not nared it once at least? Yet the aident of the Board of Trade, who in the House afirmation that "everything is relative" is, of Commoon on May 23, 1906, spoke them words; after all, of a positive nature. It is the ex "My own surprise is not that we have not a pression of an affirmation, which is at all sufflelent number of sailors, but that we have events neo wsary in order to be able to noo 150,000 Britisbers who go to sea under such into the heart of things, to make a start and conditions as prevail at present.” That, I take arrive at a conclusion. Undoubtedly, most of it, oosing an it does from one who was then at those who have this expression on their tongues the head of this great industry, may be regarded do not realise its scope. No one realises that as whiquivocal; yet I venture to quote one more this formula involves for us what the assumption extract, this time from a latter from Mr. H. A. of the existence of a God involved for the Duist, Livermore, the secretary to the Missions to the Christian or the Mussulman, Yet it is so. Seamon. He is speaking of the boys who go to This formale puts a final end to the Absolute. Bes, "the future officers and commanders of our The spread of this formula is a sign of the Mercantile Marine," These lado," he tells us, times, and a striking proof that in fature generally come from good homes, while very Positivism will dominate humanity. In tho many are the sons of professional men; but religion of humanity it plays the same part an the conditions under chich they too often did the formula "Christus regnat, Christus live and work on board ship are such imperat applied to Christ. It involves the ad as the majority of self-resposting working mission that we are merely simple observera and

Would olas lada in this country

not spectators of phenomens, which are Independent endure for a single day, Cooped up for three, of our will and subject to determinate laws of time, in the Nature. It involves this too, that we can get four, or even five months at a

gubordinat- discomfort, dirt, and evil surroundings of a profit from this phenomens only by modern sailing ship, these young gentlemen ing ourselves, to them, and that we are and when they reach port

ŭare only too ready to fall | sutherised to have recourse to prayer and prey to the landsharks, who hold out to them supplication. These three words, "everything opportunities of pleasure, but who generally is relative," which Comte did not invent, but, to and in robbing and ruining the poor lads which he gave an entirely new signification, That is the indictment of one who has also had indicate that everything in changing in our exceptional means of coming at the truth, and method of thinking, and that a new order of I accept it in all sincerity. You will notice, things will begin. in a certain eonse, they are

་ཟ་ too, that Mr. Livermore seye modern sailing the corner stone of the positivist dogmas, ships," also that the ex-President of the Board Accepted more or less faithfully by much. në of Trade saga" such conditions as prevail at repeat them. It is a potent formals, but more present," and I state here definitely from my polent still are the consequences, which it must own knowledge that this state of things has of necessity develop in the heart and soul, been brought upon us by competition: a too keen competition by overbuilding during "boom" years; by the constant aim of cheapen compete with Blato aided foreigners; by the comitant reduction of noen freight charges; by fights between rival lines until it pays nearly as wall to run ships empty as full.

Now I am not concerned here with the question of the number or equipment of our mail ships, nor with Germany's or England's claims to superiority in this branch of the Berrico, but I am conserned with the question of the second rate tramps conatrusted of the cheapest material and capable of steaming only at the slowest spoed." Herr Ballia is reported to hare withdrawn the statement and to deny that he made use of the phrase. Well-it is immaborial. A fast which is recognised by people conrerant with the condition of our Mercantile Macine only requires to be doniod in order to prove its truth. It is acknowledged that roughly, 80 per cent, of the British shiping ships in order that they may still be able to ping comes under the heating "Tramp tonnage." And for the benefit of them who are uncertain I may my that a tramp in a species of steamship which came into existence early in the Eighties, when first our liners began to feel the weight of foreign, competition. She has grown steadily larger, more unseaworthy, and carried fewer hands ever since. She is a brand

· រ of vessel which has no definite trade, bat i Freights of the whare and out into the She is built cheaply She is ran cheaply. She is a danger to well. ordered ships by the fact that she is under manned. In these days she is manned almost entirely by foreignora. She is tramp, an Ishmael of the sene, and comes deservedly sader the lash of Herr Baltis, bet she feeds the British people, and is owned by indi- viduals and companies who must make her pay. That is the object of her existance, the reason why she was bailt, and if directors are unable to earn dividends some uncomfortable traths or untruths are hurled at them at the half-yearly

mastinge

a

England is not fed and clothed and provided with obeap arookery because otherwise England would starve snd be very uncomfortable, bat because it pays someone to feed and cloths and keep England warm. Shipping does not pay in those days, or perhaps one should say that the considered adequate compensations are scarely, opani regolal, in times when the risks are daily accumulating, Quse it was possible to amass great fortunes and yot run ships with a fairly lavist: hand, but that time has passed. Competition arose. Competi- tion between British owners out-throat compe- tition, the aurvivor of them loftstaggering. And Istly there arrived the competition of State. aided foreigners, nations who see in our lack of ayetem an opportunity to gain for themselves some portion, all, if possible, of that ocean-borns traffic which once admittedly was oum,

Mr. John Herron, the shipowner, has recently given evidence before the Departwerial Com mittee on the supply and training of British boy seamen for the Mercantile Marine. He considers that Government should subsidize the shipowners for carrying and training boys whom they do not want, on the ground that sailing ships do not pay. Eighty per cant. of the companies owning sailing ships I quote from the leading article in the Journal of Com morce" are up to the neck in debt which they will never be sule to clear off, and in face of this it would be simply preposterond to, insist upon boys being carried on such vessels without the payment to their owners of an adequate quid pro que." The suggested quid quo pro, as far as lean gather, will cost the country £45 per boy for the two fist years of training, while on the third year he would be in receipt of "El per month less than au A.B.'s wages, Sailing ship says the same article, do not carry deck boys, nor do they want them. I agree they want man. "Bomething like 33 per cent. of the boys engaged by Mr. J. W. Hughes," a Liverpool shipowner, leave at the end of eighteen mentis for shore employment. A record of the servies of 43 lade shows that only three of them stayed more than a year, I am not warprised. Meanwhile we see appeals to philanthropic individuals for fonda to sable the men who ars werking heróically-in this ungrateful thank to carry on the homes and training establishments, some of them on shore and not on shipboard, which shall supply us with the necessary anten. That is to say, philanthropy is asked to take in band the duty of training seamen for the Meresatile Harinos duty the shipowner is no longer willing to carry dut, because it does not pay. In 1870," says a Board of Trado shipping return for 1900, "we had 18,303 apprentices. add To-day we have only 5,617. And, I may in 1906 the Board of Tade return pufs the number at 2,919 The actual figures for the period in question are as followe; 1870, 18,303; 1880, 14,667, 1890, 8,650, 1000, 5817; 1906, 2,934.

**

To relinquish the explanation of phenomena otherwise than through laws, involves the renunciation of all apevalations concerning initial and final causes. The result of this is a wise resignation to what is inevitable, and thie, so far from hampering human notivity, rather. concentrates it on the only phenomene which are amenable to influence and should for that

Horoc arises the'idos of a true Providence, a very reason form the real aim of bumss life. task of Humanity, which may be compared to Pascal's "Men, who can live for ever and can

pestarity." unlimited line of his for the welfare of the

Bat Positivism embraces life in the sum total

order and

Germany and France, and other protected countries in a lesser degree, here made for this selves diasts while our shipowners have fought to met them by reducing expouses; by launching, on thesesa thinga

of the tramp brand, by three mon in a watch, carrying two "yficors and harrying them night and day, in port and at ses, in the effort to make dividends for those of its interests, therefore Comte has summarised shareholders who will clamour, England in her his ideas also on morals and society in the mast struggle to maintain her position has succeeded striking formule. The words in sweating her sailors, and now that weare find progress," which he gives on the motto of ing it diffenlt to man our ships with Britishers politine, point to the twofold condition of mill we are asked to pat our bands in our pockets to life and development. They couple the statio perpetuate the evils to inoidly described by Herr with the dynamic, by pointing out that Ballin. If you can find an Englishman sailing progress is only a further development of order, befom the mast in ateam or sailing ship trampadinating itself with greater and grastar precis dom,sak him his opinion of the life. He will give with embellishments bordering on blasphemy If you ask his offer he will tell you be would not send a dog to soa. He may give you bis views of two officer ship, one of the "freak.brand" that is patiently butting against circumstances and the State-aided foreigner. He will explain, perhaps, how it feels to stand watch and wateb, which means 15 hours on duty daily what it is like to intly cargo Sunday and all days while in all night too if need be, and with. Aot through love and think in order to wat additional pay ; what he is it for when, sh

what he is fit for when, the act is the formala in which Comte has sam cargo discharged, bec

med up the main conditions, of all social and moral existence. It is most happily supple. for the mented by the expression live neighbour."

JAMO

on

sion to the necessition of its environment. The conception meets with spleitod oppsition from revolutionary minds, which believe that radioal and spontaneous changes can be produced in politics. A serious error, reduced to an absurdity through Comie's other formula that

The combination of tiane only replacement." these two expressions forms the best gaide and rule of conduct for our relations with political life.

destruc

Both expressions suggest for the life of a men an ideal, which has never been excellad in distine tion and nobility. It includes this within it, that the ides of Dnty-is to take precedence of that of Right, a thought of the highest social value, "of which all educated nations

already

дре

the bridge) and resumes a duty known as Lavigation. Whether he is it for it after perhaps 30 or 40 hours work at the cargo: what the three-hour snatch of sleep, spalshcocked between salt water hatha provided gratis by the tramp be directs, is like-whether on turning cut he is inclined to laugh and bitch his trousers after the manner of tara on the stage. Ask him, too, whether it pays to be an officer, whether there is any pension at possessed.—The International. the end of things or only the streets and the House? If he be skipper set him the qution does it pay? The man earns perhaps ten pounds a mouth, perhaps twenty-anything that lies between may be his salary plus in some cases written agreement to hand to his manag. ing director all those perquisites and commis sions on which he is supposed to grow pair of instant dismissal. Ask this British, be ho British, shipmaster his views on the justies of thons Board of Trade inquiries which sit in judgment upon him: whether the upshot ie penalty for the owner of the undermanned and cheaply-run tramp which has came to grief while he stood on her brigs or penalty for him whether he would and it esey to oligbgace mers to pominand after his certificate has bɔan sus pended, or whether he found it wise to say at that inquiry, all that he knew of the disaster. which bas ruined him. Ask the officers of some of our "lines" what it is like to sit f the head of a table and obat with passengers and system atically refuse these dishes which are meant only for the passenger who smiles in his face, what would be the consequences for him if he forgot his position and indulged in his appetite

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The thing stands too appallingly for what it is. It is not the condition which was, but the condition which is, that annoys. Yet, if you have patience, wek these questions, and if this sailor is inclined to trust you, or you are one of the brotherhood, he will keep you pinned with the story of the fall, of the competition which has brought it about of the orerbuilding and bounties which have reduced freights antil St. would honeft the merchant in Liverpool to ship goods to London via New York rather than

end them via Crowe. Eighty per cent. of British ships are tramps, scandalously handi capped from the hour of their birth, hopelessly "combination of inadeqanta to resist that pircumstances", which at any moment they may, meet, But they feel us, bring us cloaks and hats and cradles and winder-sales and roll top deska-things, it appears, we are too stupid to make; they bring as also coston and wool and grain and beef. Sometimes they find the back difficult, Sometimes that combin ation of circumstances against which man insures meets the tramp full face, and she mast stand there in the open and take her dressing Sometimes she is incompetent to take the dressing the band of the sea has prepared Competition has seen to that. Cheap freights. have seen to it. Cheap crews, cheap fittings, cheap material have rendered it plain to the mau on the bridge what will happen now that this combination, of circumstances has met him. Sometimes these steel tanka cava

I have no desire to make more difficult the task which bas boon placed before philanthropy to solve, but I sak plainly, Was it necessary forly years ago to solicit donations to aid our Mercantile Marine? Has anyone ever heard that Green, or Wigram, or Devitt and Moore, or any of the old time shipowners found it necessary to refuse to train boys on the ground that their vessels did not pay, or that a bonus, the quid pro of the "Journal of Commerce," was, derasnd d as an indudement? Does Fraugs or does Germany, our two chief competitors, And it fasential to their industry to appeal to in. Sometimes "the cargo shifts, despite your philanthropic persons for aid in this matter? ordered array of shifting boards, Bometimes the of batshes are stove, sometimes the plates. Thi To anyone who knows the condition

the Beefs of our rivals the answer is plain the ships lie down, threw up their heels, and we say necessity dura-not exist. Why is it that Ger they are missing.".Us. this subject I speak with bared-head-The list is long. Sometimes- many can make such records with hor Caps Horn fleet of sailing ships, while England only, it is heavy, sometimes it is light; but it is always is it present, staring at those who have eyes to see. succeeds in waving, bad sound because Britishers are getting as Babby as the I accept that statement of Her Ballin's, whether tanks in which they sail, or is it because the ho made it or not. Eighty per cent. of British German ship is well built and well manned ships are tramps, and life in a tramp is nervitude, and the British is inefficient? One hee heard, Cut at the heart of this evil. Recoguise the too, that the German can make a dividend for position.

t is a sweated industry: an industry

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2

9

HIS BRITANNIO MAJESTY'S SHIPS IN THE CHINA SQUADION.

Alnority, despatah-boat, 700 tona. 10 gung.

8000 h.p., Comdr. O, T. Fuller, Japsu Astram, 2nd olam cruiser 4360 tons. 10 guns, 7000 ib.p, Caplain F. E. C. Ryan, en route Weihaiwei

Bodford, British oraiser, Capt. 8. E. Brekior,

RN., Japan

Bramble, gunboat, 710 tous, 500 h.p. Livut-

Cendr. Hou, B. O, D. Bridgeman, en route- Hongkong

Britonert, gauboat, 710 tons, 900 hp, Lient.-

Camdr. F. B. Noble, Hourkong Cadmus, British sloop, 1070 tons, Comdr. B. L.

Majondin, Shanghai

Clio, British aloop, 1070 tons, Comdr, C. D.

S.Raikos, Japan

Fame, torpedo-bost destroyer, 310 toux,

ga, 5700 b.p., Liont-Comdr. Grosso, Jipan Flora, 2nd class crainor, 4960 tons, 10 gaur, 7000 hp, Capt. Roland Nugent, Hong- kmg

Handy, torpedo-bont destroyer 205 tons, 6 guns, 4000 b.p., Lieut.Comdr. W. H. Darwall Japan

Hart, torpedo-bont destroyer, 295 tons, 6 guur, 4,00 h.p, Lieut. -Comdr. G. C, Dickens, Slangbai

3000

Janus, torpedo-beat destroyer, 320 tone, 6 guns, h.p. Lt Comdr. C. A. Freemantle; Jipan

Kent, armoured, U800, tona. 14 guns, 22000, Lp, Capt. & C. A. Marescaux, Japan King Alfred, British cruiser, Fing abip of Vice Admiral the Hou, Sir Hedworth Lambton, Commander in Chief, 14100 tons, Cipt. L. Clinton-Baker, Japan Kisah river gunboat, 618 tons, Lieut.-Comdr.

Siley H. Tennyson, Yangtze Merlin, surveying ship, 1000, tous, fi guns, 1400 i.h.p. Comdr. F. H. Walter, Jernator Monmouth, cruiser, 9800 tour, Capt, G. W.

Smith, Hongkong

Moorhop, river gunboat, 180 tons, 2 gans,

Lleat.-Coudr. C. C. Walcott, West River Nightingale, river gunboat, $5 tous, 240 b.p., Lieut.-Comdr. R, B. Roy, P.N., Shanghai. Otter, torpedo boat destroyer, 385 tona, 6 guns;

630 hp, Paid off,

Robin river gunboat, 85 tons, 2 gane, 24 h.p.,

Leut-Comdr. J. White, West River Sandpiper, river, gunboat, 85 tona, 2 guns, 240

, Liszt.-Comdr. II. R.Tickell, Hong- kóg

Baipe, river garn-boat, 85 tons, guns, 240 h.p. Lout-Cozadr. Alan Dizon, Yangtsze

Taka, torpedo beat destroyer, Bosn. Strath,

Hongkong

Taman roniving ship, 4600 tons 6 gnus,

Commodore Bickes, Hongkong

Teal, Ivor ganbent. 180 tons, 2 guns, Lieute

Cmdr. H. Godfrey, Tangleze Thistle, gunboat, 710 tons, 900 h.p., Lieut.

Comdr. H. T. Atti 5, Shanghei

Virage, torpedo-boat destroyer, 390 tons, 6 guns, 6,300 Lb.p., Lieut Comar. Stevenson, Japan

Waterviteb, surveying ship, 620 tons, 4501.h.p. Lieut-Gomdr. H.P. Douglas, Port Swel teiliam

Whiting, torpedo-bont destroyer, 300 tons, 5 game, 5,900 h., Lieut. Comdr. J. Kiddle, Hongkong

Widgeon, gunboat 195, tons, 2 guns, 800 h.p.

Comdr. John F. Knox, Yangtsze Woodcock, gunboat, 150 tons, 2 guns, 550 h.p.. Laat-Comdr. B. R. V. Cottrell Dormor, Yingteze..

Woodlark gunboat, 150 tons, guns, 550.b.p.. List Courdr, &. It Livingstong, Yangtaza.

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