Industrial Cuba Part 42

The first course involved the most radical departure from both the policy which always has obtained in Cuban ports and the policy which has always obtained in the United States, which had undertaken to restore stable government on the Island. Had the coasting trade of the Island been thrown open temporarily to vessels of all nations, a reversal of that policy in the future could be effected only with difficulty and would certainly provoke complaint from commercial nations, eager to insist that a temporary privilege, be it enjoyed for never so short a time, becomes a vested right. An independent Cuban government will undoubtedly decree that the coasting trade of the Island shall be confined to vessels of the Cuban flag. Such a measure is the easiest and quickest method to begin the creation of a national merchant marine, which will be a necessity to the insular republic. It is equally certain that in the event of the ultimate annexation of Cuba to the United States, the coasting trade of the Island will be confined to vessels of American register, in pursuit of the traditional policy of this country.

The first course open was accordingly rejected.

The proposition to confine the coasting trade of the Island to vessels of American register was entirely out of consonance with the declared purposes of the United States in going to war with Spain. That proposition would, not unnaturally, have been construed as notice to the world and to the Cubans themselves that it was our purpose to exploit the Island for the benefit of our own trade, a purpose entirely opposite to the views which have inspired the Administration and the great ma.s.s of the American people throughout all the stages of discussion and action upon the Cuban situation. Military exigencies made it necessary to provide that American vessels should engage in carrying, from one port in Cuba to another, in order to move men, supplies, and mails. In the restoration of trade to its ordinary channels, the employment of some shipping to fill the place vacated by Spanish shipping withdrawn was a necessity; and the shipping of the nation which had liberated and a.s.sumed tutelage of the Cubans was properly drawn upon for this purpose. More than this the authorities of the United States have not asked of the Island in the way of navigation privileges; less than this could not have been taken consistently with the purpose to restore order and normal trade conditions, necessarily preliminary to the establishment of an independent government.

The regulation actually adopted and in force since the 1st of January contains the germs of a Cuban merchant marine. It is provided that any resident of Cuba, who owns a vessel, no matter where built, or under what flag, upon renouncing his allegiance to the King of Spain or any other foreign prince, state, or sovereignty whatever, may obtain from the military authorities of the United States in Cuba a permit ent.i.tling the vessel to engage in the coasting trade of the Island. It is thus within the power of any resident of the Island, who purposes to become a citizen of the future republic, to own as many ships as he has the money and inclination to buy. For the time being these ship-owners occupy the anomalous position of being men not without a country, but without an established form of government to which they can take allegiance. How long this anomalous condition shall continue rests to a very great extent with the Cubans themselves. Their shipping, too, is virtually without a flag. Yet in the designation of a distinctive signal--the blue flag with a white union--the authorities of the United States have more closely consulted historic and heraldic proprieties than did the Cubans themselves. The colours chosen are those adopted in different forms by Argentina, Uruguay, Guatemala, Honduras, and Nicaragua, the former Spanish colonies on the Atlantic which won and have maintained independence. The cynical student of history cannot point to a lone star, and croak that we have imposed it on Cuba as a sign that the history of Texas is to be repeated.

[Ill.u.s.tration: THE HAVANA FLOATING DOCK.]

The same just policy, the same desire to consult the probable wishes of a future independent government, the same willingness to forego selfish advantages, have characterised the formulation of navigation regulations for the foreign trade as for the coasting trade of Cuba.

Under the war power, as construed by the courts, the President could, without doubt, have so framed regulations as to divert forcibly to the United States, and to vessels of the United States, a large share of the commerce of the Island which now seeks other channels. Direct taxation is not the only form in which commerce can be made to pay its contributions toward the expenses of war. Disregarding narrow advice to create opportunities for American profit out of the Cuban situation, the President and his advisers have so framed the navigation regulations for foreign trade that not only is there no discrimination among nations in trade with Cuba, but also the opportunities for trade between the Island and Spain are greater even than they were under Spain's own rule; and the navigation and port charges imposed on ships and their cargoes have been materially reduced.

These are the general features of the navigation policy which has been in force in Cuba since the 1st of January. It is believed that the history of colonies and dependencies furnishes no other instance where the governing power has asked less for itself, has sought more carefully to furnish every opportunity for the development of an independent mercantile marine and the extension of an independent foreign trade. The people of Cuba have it easily within their power to have within a year a national shipping as great as that of Argentina after ninety years of independence.

Many ships, foreign and coastwise, ply between the ports of Cuba and every port of the world, especially American ports, and a number of lines have been long established, the most prominent of these being the New York and Cuba Mail Steamship Company, better known as the "Ward Line," from its founder, James E. Ward. This company, which is incorporated under the laws of the State of New York, was organised in July, 1881. Its authorised capital stock is $2,500,000, of which $2,200,000 has been issued and paid in. At the time of organisation, the following steamers were bought of James E. Ward & Co., and operated:

_Newport_ 2735 tons _Niagara_ 2265 tons _Saratoga_ 2820 " _Santiago_ 2359 "

The following steamers have been acquired since organisation:

_Cienfuegos_ 2332 tons _Seguranca_ 4115 tons _City of Washington_ 2684 " _Seneca_ 2729 "

_City of Alexandria_ 2915 " _Vigilancia_ 4115 "

_Yumuri_ 3497 " _Matanzas_ 3094 "

_Orizaba_ 3497 " _Havana_ 5667 "

_Yucatan_ 3525 " _Mexico_ 5667 "

with a number of auxiliaries, etc., in list hereafter.

The following have been lost and sold:

_City of Alexandria_ Lost _Cienfuegos_ "

_Newport_ Sold to Pacific Mail Steamship Company _Yumuri_ Taken by United States Government _Niagara_ Sold to United States Government

The _Newport_ was sold in March, 1886, to the Pacific Mail Steamship Company.

In June, 1888, the vessels owned by the Alexandria Line, which operated steamers to Cuba and Mexico, were purchased and added to the fleet. The vessels were the _City of Alexandria_, lost in 1893, and the _City of Washington_, which was thoroughly overhauled, renovated, and in which were installed new boilers and engines in 1889. In 1890 the _Yumuri_, _Orizaba_, and _Yucatan_, all three of about equal dimensions and tonnage, were built and placed in the service. In July, 1893, the _Seneca_ was purchased of the Old Dominion Steamship Company and added to the fleet. In January, 1894, the _Seguranca_ and the _Vigilancia_, sister ships, built in 1890 for the Brazil Line, were purchased and added to the fleet. In 1897 contracts were awarded to the Messrs. Cramp & Sons, of Philadelphia, for the construction of two vessels of over 5000 tons each. One of the vessels, the _Havana_, has just been completed, made 18.46 knots on her trial trip in January, 1899, and is now in commission. The other, the _Mexico_, will be soon launched, completed, and placed on the regular route. Both of these vessels are built under the provisions of the Subsidy Act of March 3, 1891; both are of the second cla.s.s, available as auxiliary cruisers, etc., and exceed in speed and tonnage the requirements of such cla.s.s. In August, 1898, the Spanish steamer _Guido_, captured during the war with Spain, was purchased of the Government, renamed the _Matanzas_, and, under American register, placed in the service as an auxiliary steamer. In April, 1898, the steamer _Niagara_ was purchased by the Government for use as an auxiliary to the navy, and soon after the steamer _Yumuri_ was taken by the Government under the provisions of the Subsidy Act, to be converted into an auxiliary cruiser.

The company has contracted with the British, Mexican, and United States Governments for service to and from and between ports in the Bahamas, Mexico, Cuba, and the United States. The contracts with the United States were entered into with the Post-Office Department in 1892. These contracts call for regular service of ships, which under test come under the provisions of the Act of March 3, 1891, as third-cla.s.s ships, to ports in Cuba and Mexico. Under the provisions of the Act above cited, American crews are employed and certain conditional requirements fulfilled. This especial service has been maintained uninterruptedly except during the Spanish war.

In addition to its regular express service, the company operates a fleet of modern freight and combined freight and pa.s.senger steamers, which touch at the princ.i.p.al ports of the various routes, according to the demand of traffic. The line maintains a service on each of the following routes:

New York to Havana, thence to Tampico, and return, via Havana, to New York.

New York to Tuxpan, via Havana, Progreso, and Vera Cruz, returning via Frontera, Campeche, Progreso, and Havana to New York.

New York to Na.s.sau, thence to Guantanamo, Santiago, Manzanillo and Cienfuegos, returning via Santiago and Na.s.sau.

The sailing on these routes is on fixed schedule, as follows:

To Havana and Tampico Sat.u.r.days To Havana and Mexico Wednesdays To Na.s.sau and South Coast of Cuba alternate Thursdays

Additional sailings are frequently made to the above ports by express ships, and it is contemplated to make such additional sailings fixed ones, subject to schedule, so that--so far as Cuba hereafter is concerned--in the near future, the south coast will have at least a weekly service, and Havana a tri-weekly service of fast express steamships. The princ.i.p.al ports of call in Cuba have been enumerated.

Other calls are made from time to time when traffic demands it.

The company operates, in addition to its Atlantic fleet, a number of steamers of suitable tonnage and speed to act as feeders to and from smaller ports in the Gulf of Mexico. These vessels act in combination with the larger ones of the fleet with which they connect, and in addition maintain a coastwise service.

Lighterage plants at Havana, Santiago, Vera Cruz, Tampico, Progreso, and tugs at the princ.i.p.al ports, complete the list of floats, the property of the company. Their auxiliary vessels are the following:

_Hidalgo_ 1128 tons _Atlantica_ (transfer) _Cometa_ 1151 " _Delenfeu_ (tug) _Manteo_ 584 " _Moran_ (tug) _Bailey_ 238 " _Francke_ (tug)

The rates may vary, but slightly. The present rates, or rates now in force, are named in following tariff.

[Ill.u.s.tration: A CUBAN FERRY.]

EFFECTIVE FROM OCTOBER 17, 1898

First Cla.s.s. First Cla.s.s, Second Cla.s.s.

Excursion.

To Havana $40 $ 70 20 " Progreso 55 95 35 " Vera Cruz 60 105 35 " Tuxpan 65 115 45 " Tampico 60 105 35 " Campeche 75 130 45 " Frontera 75 130 45 " Laguna 75 130 45 " Mexico City 65 115 45 " Guantanamo 60 100 30 " Santiago de Cuba 60 100 30 " Manzanillo 60 100 30 " Cienfuegos 60 100 30 " Na.s.sau 40 70 20

These rates are for rooms on main deck. An extra charge of five dollars per berth will be made for all hurricane-deck rooms taken in any direction. "Stop-over" privilege, five dollars for each port.

Children 3 to 12 years of age, half rates Children under 3 years of age, free Servants accompanying employers pay half rates.

Another leading line is the Compania Transatlantica Espanol (Spanish Transatlantic Company), whose list of ships, taken from the British Lloyd's Register, 1898-99, including those vessels sailing to and from Spanish ports as well, is as follows:

Net Net Tonnage. Tonnage.

_Alfonso XII_ 3418 _Columbia_ 2299 _Alfonso XIII_ 3585 _Covadonga_ 3523 _Alicante_ 2865 _Don Alvaro de Basan_ 2898 _Antonio Lopez_ 2238 _Fernando Po_ 151 _Buenos Aires_ 3765 _Habana_ 1573 _Cataluna_ 2247 _Isla de Luzon_ 2580 _Ciudad Condal_ 1616 _Isla de Mindanao_ 3036 _Ciudad de Cadiz_ 1845 _Isla de Panay_ 2460 _Colon_ 3935 _Joaquin Pielago_ 390 _Larache_ 1009 _P. de Satrustegui_ 5090 _Leon XIII_ 3950 _Rabat_ 514 _Manuel L. Villaverde_ 951 _Reina Maria Cristina_ 3634 _Mexico_ 1366 _Reina Mercedes_ 2074 _Mogador_ 323 _San Agustin_ 1554 _Montserrat_ 2306 _San Francisco_ 1672 _Monte Video_ 3673 _San Ignacio de Loyola_ 2299 _Normannia_ 3054

This line runs its steamers from New York to Havana direct on the 10th, 20th, and 30th of each month. The Compania Transatlantica, which has always manifested a progressive spirit, will, as soon as the differences in the Spanish-American war are definitely settled, immediately begin the extension of its lines in the development of commerce between the West Indies and the Americas, and will seriously entertain the establishment of a line connecting the Philippines with San Francisco; and, as it has a sufficient number of steamers to meet the requirements, it will be prepared to inaugurate the service at once, especially if the United States Government will enter into an arrangement to grant it a mail service. This additional service will in no-wise affect the service between Spain and Cuba, which must continue for at least ten years, under a contract entered into with the Spanish Government.

A third company is the Munson Steamship Line, which carries on an extensive and general transportation business in chartered steamers.

Every Sat.u.r.day a ship carrying pa.s.sengers and freight leaves New York for Cuban ports, and others go at irregular intervals, carrying freight to every port of any importance in Cuba. The Munson vessels go from Philadelphia and Baltimore, carrying coal; others carry cattle from Mobile, Galveston, and other American ports, and a steamer goes once a month from Halifax. This line does the bulk of the cattle business to Cuba. Its general offices are in New York.

There are a few unimportant, irregular lines, in addition to the three leading lines named, but they carry freight chiefly, and take their cargoes as they can get them. A large number of "tramp steamers" do business between various American and Cuban ports, coming and going as their work demands. In addition to ships from American ports, there are lines from Havana to Spanish ports; a monthly steamer between Vera Cruz and Southampton calling at St. Thomas and Havana; a French line runs from St. Nazaire to Havana, stopping at Santander; lines from Havana to Sisal and Vera Cruz; from Havana to Colon, calling at Nuevitas and Gibara; from Havana to Porto Rico, calling at all Cuban ports on the north coast; a French line from Havana to Vera Cruz and New Orleans; a German line from Havana to Hamburg; and the little steamers _Olivette_ and _Mascotte_ of the Plant Line, best known to Americans, who go from Tampa to Havana twice a week.

In 1894, 1309 foreign vessels, having a tonnage of 1,794,597 tons, entered the port of Havana. Of these 603 were American and 409 Spanish, with a tonnage, respectively, of 776,229 and 677,907. Coastwise steamers are not included in these figures. These are numerous, and the service between Havana and other Cuban ports is much better than might be expected, due very largely to the fact that communication by road and rail between Cuban towns is so far below the standard, and in many instances entirely lacking by rail and practically lacking by highways.

Since the occupation of Cuban ports by the United States authorities amended customs and port regulations have been adopted to meet the changed conditions of affairs in the Island. The following port regulations are taken from the latest report on the subject issued by the Treasury Department:

"CUSTOMS PORTS: The port of Habana has been duly designated as the chief customs port of Cuba, and the following have been declared to be subports, viz.: Matanzas, Cardenas, Cienfuegos, Sagua, Caibarien, Santiago, Manzanillo, Nuevitas, Guantanamo, Gibara, Baracoa, Trinidad, Santa Cruz, Zaza, and Batabano, in the Island of Cuba, and the officer of the Army duly a.s.signed to each of said ports as collector, will have general jurisdiction of the collection of customs at such ports respectively. Every collector stationed at a subport will make weekly reports to the collector at Habana of all transactions at his subport, with copies of all entries of merchandise duly certified, and all moneys collected at subports must be deposited with the duly designated officer, whose receipt therefor must be taken in duplicate. Any questions arising at any subport will be referred to the collector at Habana for his decision, from which there shall be no appeal, except in such cases as he may refer for decision to the Secretary of War.

"ENTRANCE AND CLEARANCE OF VESSELS: Every vessel shall, on arrival, be placed under customs control until duly discharged. Pa.s.sengers with no dutiable property in their possession may be permitted to land without detention.

"If, upon the unlading of any cargo, there shall be found goods, wares, or merchandise not duly declared on the manifest, such articles in excess shall be required to pay additional duties of 25 per cent. on the regular duties. Should any packages or articles named on the manifest be missing on the arrival of the vessel, the latter shall pay a penalty of $1 per ton measurement, unless such deficiency shall be satisfactorily explained or accounted for.

"Within twenty-four hours after the arrival of any vessel the master must, under a penalty for failure of $1 per ton registry measurement, produce to the proper officer a manifest of her cargo, with the marks, numbers, and description of the packages and the names of the respective consignees, which manifests, if the vessel be from a port in the United States, shall be certified by the collector of the port of sailing. If the vessel be from any other than a United States port, her manifest must be certified by the United States consul or commercial agent at such port; if there be no United States consul or commercial agent at such port, then by the consul of any nation at peace with the United States; and the register of the vessel shall, upon her arrival in Cuba, be deposited with the consul of the nation to which she may belong, if any there be; otherwise with the collector of the port, until the master shall have paid such tonnage taxes and other port charges as may be due under these regulations.

[Ill.u.s.tration: PIER OF THE JURAGUA IRON CO., LTD.]