had shown the strength in tonnage of certain of these ententes or "amalgamations," as the English call them. Such, for example, as that of the Peninsular and Oriental, which owns under its control 1,200,000 tons; the Canadian Pacific, 430,000 tons; the Royal Mail, 1,612,000 tons; the Hamburg America (before the war), 2,685,000 tons; the Navigazione Generale Italiana, 312,000 tons; the Morgan Trust, 745,000 tons, etc., etc. In France, almost nothing.

From the international point of view, this entente policy finds its application in the fixing of prices and pools.

Here there is a very important economic fact, from which it seems possible to take advantage in the future in favor of the cohesion and defence of the Allied marines. Likewise, in accord with the Sub-Commission of the Interparliamentary Committee, I concluded in my report by saying that it would be necessary, on the day following peace, between the different ship-owners in the Allied countries, to protect and encourage unions which, freely agreed to, would none the less constitute powerful groups, capable of opposing victoriously combinations of the same kind which the enemy enterprises would not fail to form. In order to protect these combinations against the intrusion of adversaries accustomed to all the masks and tricks, I proposed the adoption of the two following resolutions:

1st. The combinations under allied flags will not admit owners to their "conferences" and enterprises now under enemy flags.

2nd. The admission of neutral ship-owners to the said conferences will be subordinated to the engagement assumed by them not to ally themselves with any combination of enemy enterprises.

So as to encourage them, finally (while allowing each nation to favor its own marine) I suggested that, in regard to the collection of taxes and tolls, the ships would have to be treated differently according as they would strike-national flag, allied flag, neutral flag or enemy flag. This opinion, which is found very clearly expressed in a document addressed to the public powers by the Association of British Chambers of Commerce (November,

1916), is equally shared by my honorable friend and colleague, M. Louis Brindeau, Senator, who has on his side presented to the Interparliamentary Committee an essay on the mechanism of taxes, tolls and laws of ports throughout the entire world.

The Senator from the Seine Inférieure, whose eminent competency in all maritime questions is recognized, extolls the adoption. in the allied ports of a law bearing on the rough tonnage of ships and applying to the four classes of flags with descending tariffs, starting with the maximum rate, or de rigueur, and ending with the minimum rate, or de faveur.

For that, it would suffice to unify, for example, our "wharf dues" with the lights dues of the English ports, the anchorage dues collected in Italy and the tonnage taxes demanded in the ports of Russia and Belgium. A tax which would not bear on the raw tonnage, which would reach only the merchandise loaded or unloaded, such as the law of 1898 established, would not sufficiently strike the calling in navigation, which has made the fortunes of the German steamers to the detriment of our national armament.

We can naturally admit that each nation of the entente should have the right to pass special conventions with the neutral governments, whilst respecting the principle of the differential treatment, but the tax de rigueur designed for enemy navigation would have to be uniformly applied.

Certain people, perhaps, will find that such an attitude on the part of the Allies will result in continuing the war after peace has been declared. But do they believe that Germany is not prepared to wage this economic warfare on us with her whole strength? In spite of all the restitutions, ton for ton, which our British allies intend to demand of her, she counts-let us not doubt it-on the agreements made by her for three years with neutral navigation; on the reserves of her own raw material; on the activity of her factories intact, and on the weakening of our industry, to rapidly resume the first economic rank.

GEORGES ANCEL, Deputy.

A

CHAPTER VI

(Continued from March Number)

SI neared the ship the noise of the tide breaking on her bow made me realize for the first time the great danger to which I had subjected myself. In an instant my log had struck the anchor-chain, to which I had hoped to cling and climb up, throwing me off to the port side of the ship, while it passed to the starboard. I sang out lustily for a rope, but the men on the lookout failed to hear me. I found myself drifting by the ship rapidly, and as there was nothing I could grasp to save myself, I shouted:

"Man overboard! Man overboard! Throw me a rope!"

Instantly all was bustle on board, and I heard the order given:

"Lower away the boat, and put a lantern in her." To me they gave encouragement by calling out, "Swim, my lad, swim. The boat will pick you up directly." In the mean time a hen-coop had been thrown overboard, to which they told me to cling; but for this I had no use, having fortunately regained my log in the ship's wake, after we had both passed out of her eddy. I was drifting very rapidly to sea, and could hear the breakers roaring in the direction I was taking. Sure destruction was beyond if the boat missed me. The lantern, I could see, was not always coming in my direction. In the meantime I had lost my voice in calling out to indicate my position, and had become exhausted in trying to stem the tide. I was finally picked up by the boat just as I was about to be swallowed by the breakers, and taken back to the ship and hoisted on board. When questioned by the captain as to how I came to be overboard, I replied that I had to go into the ship's head, from which I fell. When asked how I got my clothes so nicely tied up, I said that, being a good swimmer, I undressed in the water. I knew the sailors dare not tell I had been ashore, for fear of punishment. The captain very doubtingly had to accept my yarn. The only one who guessed the truth was my friend Mr. Willing.

At five o'clock that morning we got under way and passed out by the Heads, bound to Manila, and thence through the Indian Archipelago. One fine morning we made an island ahead not laid down on the chart. This, of course, was a great event. We approached it cautiously, with the light sail stowed preparatory to making a survey. There was a lookout at the masthead watching for sunken rocks or reefs. Our ship was armed after the fashion of the East Indiamen of the time, as a defense

against the Malay prows-the pirate craft that infested nearly all the straits in and around the China seas. Our armament consisted of four carronades and six "Quakers." (Quakers were mock cannon bolted fast to the bulwarks, and with painted ports gave the ship the appearance of a sloop-of-war.) We had also the usual number of pistols, boarding pikes, cutlasses, etc. With our men well drilled we were a fair match for a single prow.

As we neared the island under its lee it appeared to be uninhabited, and we ran in close, clewed up our courses and lowered away the first cutter to land and reconnoitre. The island, we found, was well wooded and about three miles in length. Our captain expected to immortalize himself by reporting the position of his discovery. The second omcer, four men, two passengers and myself, well armed, formed the cutter's crew. We took with us the necessary instruments for ascertaining the situation of the centre of the island. As we pulled towards shore we discovered a coral reef, over which the sea was breaking. We rowed along the reef trying to find a passage to enter. The water was perfectly smooth inside. The distance was about a third of a mile from the reef to the beach, our ship being about one mile to the leeward of us. Presently we discovered smoke on the island, and that caused us to lay on our oars and await events. We had not waited long, when we saw three natives in nature's attire on the beach, beckoning us to approach. Opinion was divided between the second mate and the passengers as to whether it would be safe to cross the reef. While we were debating, the three natives on the beach were joined by about a hundred or more of their fellows. They all made signs for us to approach. The sign was a wave of the hand down toward the knee, instead of upward to the head, as is customary with civilized nations. We had an excellent opportunity of viewing these men. They appeared to be of herculean stature and were of a dark copper color, perfectly nude, with long hair which stood out from their heads fully five inches and flowed down over their backs and shoulders. How they contrived to make it stand out like bristles we never learned, but it gave them the appearance of horrible monsters instead of human beings. They had high cheek-bones, deepsunken eyes and large mouths and lips, like the Patagonians. Their numbers continued to increase until they must have exceeded three hundred. Finding that we did not attempt to cross the reef, they, with terrific yells, took to the water and began to swim toward us. They were perfectly regardless of the sharks, of which there were many about. As the

savages were unarmed and had no canoes we apprehended no danger, though we had made up our minds that they were cannibals. We waited in silence for their arrival. Clearing the smooth space, they passed over the reef and through the breakers and surrounded our boat. Like all other islanders, they were as much at home in the water as on land. So much at home did they seem to be, indeed, that we were suddenly possessed with a desire to return to our ship, but the moment we dipped our oars they were wrenched out of our hands. Upon this we drew our cutlasses to prevent them from coming near us. They evidently intended to upset our boat. Seeing the second cutter coming to our assistance, they made a rush for us. I was in the bow, and one of the savages near me put his hand on the rail, when I struck him with my cutlass. He let go and dived under the boat, as though to capsize her. As he did so I stabbed him between the shoulders. But in an instant our boat was upset, and we were all struggling in the water. The captain witnessed our danger from the ship and despatched the third cutter to our assistance. He also fired blank-cartridges, which frightened the natives, who had probably never heard a gun before. The cutter's men, using their pistols with deadly effect, gave us timely aid, and the natives, with yells and shrieks, swam for shore, leaving us to be picked up by our shipmates.

When we arrived on board the captain gave us a lecture. He said we deserved to be taken by the cannibals for not obeying the recall signal which had been made, and also for not having sense enough to fire our pistols, which would have frightened the savages, instead of using cutlasses when we found the oars wrenched from us. The fact was that Mr. Willing was so determined to land that he kept urging the second mate to pull ashore. We sailors backed Mr. Willing, but the mate, fortunate for us, was too great a coward to comply. If we had landed our fate would have been sealed.

After careful observations the captain located the island on his chart, placing it in or near the Caroline group.

We now continued our course through Micronesia, stopping at some of the larger isles to trade with the less savage natives, though, as all were cannibals, we never allowed more than one canoe to come along-side at a time. At one of these islands—one of the southwestern of the Carolines— we were met by a hearty hail from one of the canoes, calling upon us to heave-to and give them a rope, as they were civilized. We backed our main-yard and complied, when over the side jumped a Yankee whaler, who had deserted his ship about ten years previous. He had married the chief's daughter and received a coat of the most perfect tattooing, whereby he had become duly naturalized and invested with the privilege of man-eating. He assured us, however, that for a year or two cannibalism had not been practiced by the tribe with which he was identified. He was, however, rather too

anxious to pilot us into a lagoon, where he said we might lie and trade quietly for sandal-wood and tortoise-shell. His subjects wore aprons made of braided palm-leaves. Shells were thrust through the lobes of their ears and around their necks hung strings of beads and shells. The women had the most magnificent and abundant hair imaginable. It was braided across the top of the head in one flat braid, standing about four inches high, the ends falling loose over their backs, and was perfumed with cocoa-nut oil. Their bodies were smeared with the same oil, which gave them the appearance of bronze statuary highly polished. The men were even less scantily attired. We amused ourselves for a few hours in dressing some of these savages, to whom a coat or vest was an unknown article. Mr. Willing was particularly generous in dispensing his wardrobe. As he was six feet in height, his clothes would fit any of the natives. To one man was given a vest. Through the armholes he thrust his legs, buttoning the garment in front. Another, receiving a pair of trousers, put his arms into the legs and fastened the buttons behind his back. There was not a high hat left in the cabin when we were through. One of these people, with a crownless hat pulled down over his eyes, presented a most amusing appearance. It would require a Dickens to describe the ludicrous scene and the gravity and dignity which the savages displayed strutting the decks.

We received from these people some shells, yams and bread-fruit, for which we exchanged tin cuttings and scrap-iron, of which we had on board several casks for trading purposes. In those days in the Indian Ocean these articles were more useful to the natives than money. For one turtle--the largest I ever saw, it being over five feet long-we gave three old files, a broken saw and some pieces of old hoop-iron. This was considered a very fair and satisfactory exchange. The chief was so delighted with the reception we gave him that, after we had dressed him from head to foot, given his face a coat of red paint and treated him to a glass of whiskey, he offered to present each of us with any of his or his subject's wives or daughters. The generous offer was not accepted. After having as much fun as we wanted with our visitors we filled away the main-yard and cut the ropes by which their canoes were fastened. This was the only way of getting rid of them. When they saw the ropes cut they jumped overboard and swam for their boats or the shore.

We now shaped our course for Manila, situated on one of the Spanish islands of the Philippine group. We arrived there on our Saturday. The ship was leaking badly, and preparations were made for hauling her into the canal. We worked all day and night, and as the following day was Sunday we expected to have a holiday. But at daybreak (Continued on page x)

PRINCIPLES OF OCEAN TRANSPORTATION BY EMORY R. JOHNSON, PH.D., SC.D. AND GROVER G. HUEBNER, Ph. D.

513 p.p.

N

Illustrated. D. Appleton & Co., 1918
Price, $2.50

OTWITHSTANDING its physical and titular weight this book should be the vade mecum of every intelligent manufacturer and business man in the United States; more than that, it should be read, marked, learned and inwardly digested by every intelligent voter in the United States.

The reason is obvious: The future prosperity of this country depends more upon a sane knowledge by our voting public of the principles of ocean transportation than upon their familiarity with any other one department of knowledge which at present calls for thoughtful attention.

Never must it be forgotten that far more important than the fires that generate the propulsive steam within a ship's boilers are the industrial fires blazing throughout America in the countless factories that produce the freights without which all ship talk, theories, quarrels and arguments are sounding brass and tinkling cymbal.

The chapters on the different ways in which a vessel's tonnage is gauged, are important to the man who is sending his product across the seas; those on ocean ports and terminals affect the destinies of cities and of realty and waterfront owners.

The chapters on marine insurances are particularly valuable to all sorts and conditions of producers, because the net price they will eventually get for their products is largely determined by the rate of marine insurance. If marine insurance on American products is to be controlled by foreigners, who are trying to sell the same kind of goods to the same kind of people to whom Americans are also trying to sell, it follows that American sales abroad are not likely to be as frequent or as profitable as they would be if Americans themselves controlled their own marine insurance.

As the public will be asked and will desire to participate in the creation of new marine insurance companies in America, it will be quite necessary that the information contained in Johnson and Huebner's work should be brought widely to the attention of those who wish to forward the country's interest on this particular time.

The book is arranged with references at the end of the chapters which afford an opportunity for the business man who uses or operates vessels to pursue his study of the particular subject in which he may be especially interested.

There are chapters on the different kinds of tonnage and on ocean ports and terminals; on the difference between roadstead ports, natural bay ports, river ports, combination of river and bay ports and particularly the administration of ports,-all most important topics. Every American should read the chapters on Conferences and Agreements by foreigners to control American freights.

This book is one of the most useful on the subject that we have yet seen, and we commend it to our readers with satisfaction. P. H. W. R.

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South American Trade

(Continued from page 15)

But, in view of the conditions besetting South American trade prior to the war, will not we, as the newcomers in the field, least assured of our position by reason of our comparative unimportance in the past, suffer most from the interruption?

The answer is still that Germany cannot fail to be the nation that will suffer most. She is not now able to take advantage of any slowing down in the trade relations between the United States and South America; nor, for that matter, is a single one among our Allies able to take such an advantage.

The question is distinctly one of shipping and ship construction. If the Allied cause prosper, and if we are able to create ships in numbers adequate for the repelling of the submarine menace, general commercial conditions will improve. According to the opinion held in Washington, we have but recently passed the estimated "worst" stage in the struggle against the submarine; shipping conditions for the present merely reflect that fact. It cannot be too often repeated that our need, for the activities of peace as well as of war, remains ships, more ships, and yet more ships. If we make good with the ships, we can be sure of making good in our trade with South America, in the near and the distant future.

Sea Fights on the Spanish Main (Continued from page 28) Ayres and obliged us to steer for Ensenada; in this attempt we grounded, not having a rope left to manage the shattered remnant of our sails. Continued to defend ourselves until all our shot was expended and a small chain cable had been broken up to supply the place of grape and langridge. At 1:40 P. M. sent a boat on shore for shot, which being unsuccessful, determined to abandon

the vessel. At 2:15 fired a shot through the bottom to prevent the enemy from getting her off, and disembarked under a heavy shower of grape, canister and langridge. On landing manned a three-gun battery and continued a constant fire upon the enemy during the afternoon and night. At daybreak the enemy hauled off, but came in again during the day to get possession of the two vessels left aground; they were unsuccessful. Besides the great number killed in this action, the enemy's admiral lost an arm.” Unless salvaged from the treacherous shoals of the Rio de la Plata this was the end of the General Brandzen. The plains of the south bank teemed with broncos and Commodore de Kay soon had his crew on horseback and headed for Buenos Ayres. The late Paul Forbes of Boston, who was in that bustling little city at the time, used to tell with gusto how he had seen the "Boy Commodore" riding into Buenos Ayres at the head of his crew, very few of whom knew how to ride a horse and as Forbes had plenty of fun, the story never lacked appreciators of the humorous side of war.

Admiral Brown gave in charge of the Commodore three vessels of the defending squadron and made them his van; Espoora held the rear-guard, and thus the final attack of the Brazilian fleet was met. Owing to the shoals off Buenos Ayres, all the Brazilians could do was to pass in file as near the Argentine fleet as possible and give it one broadside after another; that was the way a century ago. It was the last effort of the war. England interfered and insisted that a peace between the, weary and bankrupt belligerents be signed.

Commodore de Kay finding that there was no prospect of any more fighting, asked and obtained a furlough from the Argentine government with the obligation on his part to return to Buenos Ayres if another war should (Continued on page viii)