SHIPPING OF THE WORLD

Evening Post, Volume CI, Issue 51, 1 March 1921, Page 6

SHIPPING OF THE WORLD

Notwithstanding the enormous loss of mnrcantile marine tonnage during the war, the world to-day has more such ships afloat than it ever had before. Sir Owen Philippe, the great shipping authority, according to a recent cablegram, estimated that there were in the world to-day over 60 millions of tons of shipping, or ten millions more than in 1914. Of this tonnage six English groups alone own or control fully eight millions of tons, including the fleets of the New Zealand Shipping Company and the Union Steam Ship Company—two lines which had their origin in this Dominion. The mercantile fleet of the world has been augmented during and since ths war by the extraordinary energy and enterprise shown by the United States to recover its lost ground as a sea-carrying nation. So powerful has this competition j become that Great Britain's premier position in the sea-trade of the world has received a serious challenge. The American flag is once{ again to be seen in waters where, the Red ensign had long bt-en supreme, but from which it was temporarily! withdrawn, or more rarely seen, because of the great demands made by the wai- upon the British merchant ships. The Japanese, Swedish, and.Norwegian merchant navies alEo gained greater strength in tonnage and finance for the same reason—Britain's engagements in the war.

With such a vaat fleet, representing sixty million tons, and the rather limited outlets for its employment, it would not be: surprising to see some startling shipping developments. The great British gjoups recognisable under the names P. and 0., Cunard, Royal Mail Steam Packet, White Star, and Furness, and others, may be relied upon to be psirticufarly active, especially in face of competition of nations which have suffered far less by the war than has Great Britain. There is an industrial aspect of the question, too, to be taken into account; but that is by the way. What will greatly concern this country in future shipping developments, and what the Government will'have to watch, will bo the future freight and passage rates as they affect this, the remotest country of them all in point of distance, yet one of the most productive and one of the most dependent upon overseas markets for the disposal of its surplus produce. The destinies of New Zealand are very innch wrapped up in its shipping facilities, with respect to both passengers and cargoes. It • can hardly afiord to be ignored in the framing of the shipping policies of the great groups which wield such power through the tonnage they control. /