ther act further enlarging the bounty system. This law
was promulgated in 1902 (April 7). It provided three classes of bounty:
construction and navigation as before, and "commission compensation" or
"shipping premiums." The construction bounty remained as in previous
law. The navigation bounty, now introduced as awarded "as a general
compensation for the charges imposed on the merchant navy, and for the
excessive cost of vessels built in France," was increased.[BY] It was
payable to all French-built sea-going ships, steam and sailing, of over
100 tons gross, and less than fifteen years old, and was limited to
twelve years. To stimulate speed development, only ships showing a trial
speed of at least twelve knots with half load were to receive the full
navigation bounty; to those making less than twelve knots the bounty was
diminished by five per cent; to those making less than eleven, by ten
per cent. The shipping bounty was declared to be granted "as
compensation for the charges imposed on the mercantile marine" by making
merchant vessels practically schools for seamen. It was a "chartered
allowance" made to foreign-built iron or steel steamers manned under the
French flag for long voyages or for international coastwise trade, of
more than 100 gross tons, belonging to French private persons or
joint-stock or other companies, the latter having on their boards a
majority of French citizens, and the chairman and managers being French.
This allowance was reckoned on the gross tonnage, and per day while the
steamer was in actual commission (three hundred days the maximum number
in any one year).[BX] The rate varied according to the tonnage. Up to
2000 tons gross, it was fixed at five centimes per ton; from 2000 to
3000 tons, at four centimes; 3000 to 4000, three centimes; above 4000,
two centimes; over 7000, the same grant as 7000. The creation of this
"chartered allowance," as Professor Viallates explains, was to prevent
the navigation bounty from becoming to the same extent as under the
previous law merely another form of bounty upon shipbuilding. It could
so become, he points out, only to the extent of which it exceeded the
owner's bounty.[BZ]

Not all of the shipping and navigation bounties were to go to
shipowners. Five per cent was to be retained for sailors' insurance
"with a view to reducing the deductions imposed on them for the purpose
of that insurance"; and six per cent to be reserved for distribution for
the ben