The Portland daily press., 1867-01-15
.-.. American. Foreign.
In 1860, 6,165,Y24 tons. 2,624,O0o tons.
'' 1865, 1925, ,i34 4" 3,5y5,l25 .s
.s 1866 3,3o3, ,l76 g. 443S,3S4


crease of American tonnage in 1866, is the
result of the new rule OF admeasurement.
Within the last six years our tonnage employ
ed in the foreign trade has fallen off about
80 per centum and the tonnage offoreign yes
sells employed in the same trade has been
nearly doubled. Official returns of coastwise
and internal commerce show like decrease of
about II per centum, though this is partly
due to the substitution Of steam for sailing
vessels tl5fs Ia.
In view of these statistics, it must be ad-
mitted that more than half of our surplus
products are carried abroad in foreign bot
toms. 1t is true that the destruction of mer-
chant vessels by cruisers during the war in
duced sales to neutrals, discouraged ship
building, and turned large proportion of our
carrying trade temporarily into foreign hands.
But how happens it that the return of peace
does not bring a renewed activity in our ship
yards and rapid increase of tonnage I?
How happens it that the accidental result of
a state Of war is perpetuated, and that no signs
of Improvement are yet apparent? 1t is
true that we have built 81 vessels of an ag-
gregate burthen of 1900 tons in this district
within the year; but our losses by the perils
OF the sea and of condemned ships amount in
the same period to 10 vessels of an aggregate
burthen Of 6,544 tons, 1t is well known, be-
sides, how most Of these vessels are built A
ship builder who wants business and ship
master out Of employment usually start the
enterprise, each taking share, more OF less,
and each bringing in his friends and relatives,
and other interested parties-the blacksmith.
the sailmaker, the blockmaker, the SPAR
maker, the boat builder, a ship chandler here,
ship broker in each of several ports
until the whole is taken in sixteenths or
thirty seconds, by parties looking not for direct
returns upon their investment brt for indi-
rect returns in the way of business. 1t is but
few years since American ships were in de-
mand for their superiority and cheapness, and
large numbers of vessels We're built in Maine
and other States on foreign account, or sold
to foreigners, while at the same time our own
mercantile marine was being rapidly increas-
ed. How happens it, that shipbuiding has
ceased to be profitable and can no longer, ex-
cept indirectly, command capital at all?
The cause is not hard to find. In the car
rying trade we come directly into competition
with foreign nations. They can afford to car
ry our freights at the same rates which were
good enough for us before the war. They fix
the going rates. But these rates are not suffi-
cient forships constructed at current prices
for labor and materials in the United States.
We cannot build so cheaply as our neighbors
in the British Provinces. Commissioner
Wells says the vessels which cost 500 ton
in currency to build and equip in New York,
cost only $40 ton in gold in New Brunswick
and Nova Scotia. This is only an additional
Illustration of the fact that gold, as a COM
modify, is relatively cheap in this country !;
$40 in gold will buy less in the United States
than in other countries. Our ships cost more
in gold than the ships built in foreign yards.
Secretary McCulloch says timber can be TAX
en- from Virginia to the Provinces, and thence
to England, and there made into ships which
can be sold at profit, while vessels of the same
class can only be built in New England at
loss. Under these circumstances owners can
not afford to do business at rates which are
nevertheless sufficiently remuneratiye for our
luekier neighbors. The prime cost of buildinp
is driving our business into other hands. and
the cost Of sailing our vessels has doubled
Outfits and wages, port charges and insur
rance, are all affected by the general imitation
of prices. Rates of marine insurance have
advanced in the United States nearly so
per centum. ..f.-....-
There can be but one remedy for this state
of things. We cannot afford to sacrifice an in
terest like this. We must continue to carry
our own products abroad. We must be able
to build as cheaply as any other people, in Or
der to carry as cheaply. The duties and tax
es on materials used in shipbulding are esti-
mated at $4,000 for a ship Of 1000 tons regis
ter. This tax must be withdrawn, ii we are
to compete at all with foreign builders. Mr..
Lynch's timely movement in this direction
ought to be heartily and energetically second
ed. Congress ought to understand at once
from the Board of Trade i'm this citv and
from the Legislature of the State. that we
are in earnest in this matter. Maine is called
upon to speak and cannot speak too soon.
TIA