The Portland daily press., 1868-12-08

in the United States, and many spaces are
now included in the measurement, which be-
fore were not taken into the account. The
proportion between the new system and the
old, changes with every difference of model,
and it is difficult 10 reach an exact estimate
in reference to it; the authorities of the de-
partment think that from ten TO fifteen per
cent, would cover it, IT we subtract only
ten per cent. from the tonnage of 1867, to
| bring it to the same terms with that OF 1864,
we have the following result:
Domestic tonnage in 1885, 1881 900 S4C4 SOC
Less ten per cent .... 25l,43S 2,262,sl2
-
Difference. ......1, ,14l ,56i
We have declined, it would seem, in our
domestic tonnage, thirty-three per cent. in
| the last three years; and these years, be it
| remembered, were years of peace, and of at
| least average commercial activity. Ii this is
| the condition of the eoasting trade, which is
| jealousy protected against all competition
| from without, what is likely to be the case in
regard to the registered tonnage, that is, the
tonnage engaged in foreign commerce, in ri
valry with all the world9 The official report
gives us the following information:
1851, registered tonnage, sail. 2,5io,O2O
1867 +" sail. ..1173,15
+" +" 6 steam. .175,52O 1851 ,2a5
Difference. :. ........... i,288,893
This shows loss of nearly fifty per cent.
But, as before, if we would reach the exact
truth, we must allow for the new system of
admeasurement: ~
Registered tonnage, 1861. ,642 62s
g Z" 1867. 7..........1 ,354 235
Less ten per cent. ........... 1928 l,2ls,sl2
| Difference SIG
The absolute decline therefore in the for
eign tonnage of the country, from 1861 to
| 1867, has been fifty-four per cent. or nearly a
million and half of TONS
| THE EFFECTS OF WAR UPON OUR SAILING
TONNAGE.
| So far as relates to our sailing tonnage, we
may safely affirm that nearly the whole of
| the decline which we now have occasion to
| deplore is the result OF the late war OF the
| rebellion, and of circumstances attending or
| growing out of it. In that conflict, the weak
ness of the national government and of the
| loyal peop.e-as is always the case with COM
| mercial nations, and in precise proportion to
| their commercial strength-was ON the ocean.
| Our vessels were everywhere exposed to cap
ture, and the government was unable to pro-
| tect them. Many were taken and destroyed;
but these were few as compared with others
| which were sold and transferred to foreign
| owners. The flag of the weakest power in
| Europe furnished an immunity to property
afloat which our own could not give. Amer
| lean merchants therefore were obliged to sell
| their shipping to those who could use it with
| safety and profit. The almost complete ces-
sation of shipbuilding for mercantile purposes
| followed asia necessary consequence. Thus,
| while the tonnage of the nation was rapidly
| disappearing by the ravages OF the rebel cruis-
| ers and by sales abroad, in addition to the
| usual loss by the perils of the sea, there was
| no construction of new vessels going for
ward, to counteract the decline even in part.
Nor did the cessation of actual hostiiities
bring any relief to this crippled branch Of our
| national industry. The annual decline was
nearly if not quit as great during two or
three years which succeeded the restoration
OF peace as at any time during the continu-
| ance ofthe war; and we are not sure that it
has yet been stopped. The returns of 1868
have not been made public; but the register
ed sail tonnage Of 1867 aoas less than that of
l047, making no dttowdnce for the neU
mode Of measurement, and less than that
| Of 1874.
| THE RELATIONS OF THE CURRENCY TO THE
| SHIPPING INTEREST.
One of these influences comes from the
present deprecated condition of our currency
This affects the national industry in every
department, but especially the shipping in
| terest, because this is Obliged to compete in
the maritime centres OF the globe, with ton
| mage built on a gold basis, and consequently
at a comparatively low cost of labor and ma
terials. This was iorcibly stated by dele
| gate from Milwaukee, and at the Commercial
Convention held in Boston last winter.
"Why." said he, "are your ships rotting at
| your wharves? 1t is because we are away
| from the rock bottom on which the nations
| of the earth transact business. When we can
] get back to the right basis, we shall again
have free commercial intercourse with the
world" OF course with redundant and ir-
redeemable currency, we cannot compete in
| the construction of vessels, with the people of
those countries in which specie standard
prevails to regulate prices and to give stabili-
| ty to values.
| THE TARIFF AND INTERNAL TAXATION.
Our present tariff and system of internal
| taxation, also, have operated prejudicially to
| the shipping interest of the country The
| effect of the tariff has been, first in protect
| ing and promoting production at home, to
| diminish our foreign trade, and So to lessen |
| the demand for tonnage; and secondly, in |
connection with internal taxes, to enhance |
| the price of many of the most important ma
terials used in building and outitting vessels.
| The legislation of the last few years, while |
| developing almost every other kind of manu-
| factures, has made it well nigh impossible for |
| our mechanics to build ships for use in geG-
eral commerce, or for our merchants to own |
them careful estimate shows that the |
duties paid on the foreign iron, copper, hemp
and other articles entering into the construc-
ton and completion of an American vessel |
amount to seven dollars ton in gold. AS |
against this, the policy of Great Britain and |
other maritime nations is to remit the i'm
posts upon all shipbuilding materials and |
ship supplies, so as to encourage their foreign |
trade to the utmost. What hope of success
full competition IN the carrying trade of the |
ocean can there be for the American ship un- |
der these circumstances?
As the result of the depreciation of our cur |
rency and the severity of our taxation, we
have it on the authority of the Hon. Mr. Pike
of Maine, that a thousand ton ship would cost
a builder of his State eighty-five thousand
dollars in currency, while a similar vessel
could be built in the adjoining British PROV |
inces for forty-fve thousand dollars in gold. |
And as was truly said by this gentleman in the
House OF Representatives at Washington last
winter:-"ltis is apparent that our ships cannot
compete with foreign ships, when the dlner-
ence OF cost is so great, unless corresp
advantage is in some way given to them III
the way of employment. But the house -
aware that an American ship has no SUCH au-
yantanes. She completes with her great rival
on a free trade basis. The st. Jonn snip comes
into the port of New York and gets the same
freight and is subject to the salne insurance
as the American Ship. The only privilege the |
American ship has is the coastwlse trade, and
that is hardly appreciable.
We have testimony to the same effect in
despatch on the commercial policy OF Great
Britain, addressed by Mr.. Morse, United
States Consul, at London, under cate OF jan
1, 1868, to Mr. Seward, in which II IS sald =
"Taxation on importations Is necessary Ior
revenue and to encourage and strengthen the
orou+h 81 some of our Industries by limiting
foreion competition in our home markets;
bnt If seriously cripples, and may fatally
wound an interest, the position and value of
which cannot be determined by ourselves. As
long as our ports are wisely kept open to the
reception Of cargoes from foreign ships, as
long as the freedom of the sea is maintained