New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1870-02-18
AMERICAN COMMERCE..
REPORT OF THE SPECIAL COMMITTEE ON
NAVIGATION INTERESTS.

REPORT OF THE SPECIAL COMMITTEE ON
NAVIGATION INTERESTS.
THE REBELLION THE SPECIAL CAUSE OF THE DE-
CLINE OF AMERICAN COMMERCR-IMPORTANT
REMEDIES SUGG ESTED.
The following is a synopsis, embracing the
more important facts arguments and suggestions of the
report OF Special Committee Navigation Interests
submitted the House OF Representatives yesterday
The Committee prosecuting Its inquiries have held
sessions the Cities OF NewYOrk Philadelphia, Boston,
and Portland receiving the statements OF merchants,
shIpbuders, shpowners aud insurance agents. gentle
having practical knowledge and experience reat-
ing TO the matter under investigation. The Ship
owners Associations OF New-YOrk, Philadelphia and
Maine, and the Board Of Trade Of Boston,
were represented at the sessions OF the Com
mtee and presented the views OF these various Assoca
tons. Like information and evidence have been re-
ceived the sessions OF tho Committee held at the
Capitol during tho present session OF Congress circular
letters have been addressed gentlemen engaged In the
various branches of business connected with the shipping
interests requesting statement OF their views on lhe
subject under inquiry and also to American Consus AZ
the principal ports foreign countries. asking them to
furnish information in regard to the condition OF the
mercantile marine OF those countries.
THE DECLINE IN AMERICAN OCEAN TUSSAGE.
The Report says In order fully TO comprehend the
extent Of the decadence OF American shipping and the
which operated to produce that decadeDce
we must ascertain points at which the prosperity Of
source OF that prosperity and forward to the present
time Of decay. 1t is that whatever may
existed prior to the commencement of the late Re-
beon tending produce the present condition OF our
period. Previously there was gradual steady. and
healthy increase OF our ocean tunnage, huctuating win
the fluctuations OF business, but constantly gaining until
It's dicult 70 realize that our country which In little
half century ending in 1860 had reached the
very foremost rank OF maritime nations has IN less than
1Te %s and that we now stand debating whether
shall without struggle yield all, and become the
mere commercial dependency OF the nation Tor whose al
vantage have been thus spoiled and reduced
FoBEIGS AND AMERICAN POLICY coNTRAsTED.
At present the whole tendency Of thesfreightng bust
ness OF the world ito seek direct routes. and by steam
communication, to combine mail and passenger with
merchandise transportation Great Britain availing her
self OF the steam has obtained control Of the chief
Of these direct lines ot ocean communication, and in
doing SO has occupied the shortest routes and those
points touch and tap the trade belonging TO them
ecn nations is the Want Of it manifested by our own
During year ending June 80 1902 there was paid by
which amount S336l63 was paid to foreign companies.
We have two lines Of mail steamers running on the
kcwYorG stopping at St. Thomas and Pernambuco. the
other Pacific Mail from SewcYoTE 10 AsplnWv wall
Panama, one line to San Francisco and from there to
semimouthly line to Honolulu, Sandwich Islands. one
TO Nancouver's Island. carrying the mails to oregon
British Columbia aud the Puget Sound country ana one
semimonthly, to Mazatlan, Mexico. In all not more
than thirty steamships are employed in this service, Of
which the Pacific Mail have fourteen. The British Pc
ninsuar and Oriental Company alone employ fortynlne
large vessels torysx Of which are mail carriers for the
Your Committee are Of opinion that the readmisson OF
the vessels that sought protection under foreign nag
during the Rebellion is against sound public
policy that allow citizens TO avail themselves of all
peace aud escape all the risks Of supporting during
by placing their property at such times under the
precedent to establish Most Of the vessels which
CHANGED their nationality were placed under the nag Of
v
upon for the benefit OF its They iden
all the advantages resulting from such connection To
readmit them to the same privileges accorded TO
vessels which adhered to the nag and fortunes OF the
country through all the perils and under all the dis
deseruon ~ times Wheh the country most needed the ad
OF It's citizens.
The argument in favor of the policy of admitting
foreignbut vessels to American registry based upon
the assumption that the change which has taken place
in The character OF commercial vessels from wood TO iron
and from SAIL 10 steam vessels has given 70 foreign
nations. particularly to Great Britain such ADVANTAGES
In regard 10 the cheap construction OF this latter class OF
vessels as to make impossible for us to compete with
purchasing ships Of her of surrenderlng to her
the carrying trade 1t is further urged that tins trade
contributes so greatly to the wealth OF nation that We
should secure by purchasing and sailing foreign buit
ships To which end II IS necessary that all restrictions
u4n me shase OF such ships should be removed from
The opposite policy Of allowing only Amercan-built |
vessels the privilege OF the American nag ana register
was adoptcd at formation OF the Government and
has been uniformly adhered TO since modified only by
tie act Of 1852. which permits foreign vessels
wrecked in OF the United states and repaired
the value Of vessel to take out American register
The proof of the wisdom of this policy the rapid
and uninterrupted progress which attained com
uercal nation under It's operations. Great Britain be-
first maritime nation OF the world under "a Ike
policy which relaxed until her merchant MA
Tne was sreugthened beyond danger from competition
We cannot build mp a truly American merchant marine
In foreign country for the reason mat the countries IN
which build viii have every advantage over US Ia
competing for the carrying trade when Is 10 sustain
such marine. First in the profits OF the business OF
building and hitting out the vessels second In the com
mand OF cheap capital third, IN combining the building
owning and managing Interests, which can only DE done
in the country the shipping is built aud fourth
in the prestige such would obtain by furnish
the vessels which Americans would own, ana also
those which were TO compete for the business
vessels Furthermore. it is not probable
m hru9 sinS With which 70 compete on equal terms Tor
business with ships of those who Dund for them,
less Ore built vessels were allowed TO parncl-
pate in cOasting trade change IN our poey winch
wOud moi only entirely destroy branch of mechan
zeal industry IN the United States dependent upon snip
building would ruin the present owners OF cOastlng
American business foreigners who pay no taxes TO the
American Government, and who, by virtue VI tbat e&'
emption would be enabled to drive American taxpayers
Thus il appears that shipping has declined absO
iutely and relatively with that OF other naonsi mat
only the carTylDgtrade between foreign nations Dut
between and foreign countries, the business
furnished by exports aud imports Is being trans
ferred 10 foreign bOttOs and last and most important
all prestige maritime nation ana our hnu
ence in the affairs Of the world, that We have allowed
other themselves OF the most important
lines navigation connecting distant parts OF the
globe ,,.,,,
ness of shipbuilding IN tho United States is at the
present time. at complete standstl The yards are
survived The wreck OF disaster Is either lue OF
turned INTO other channels.
CAUSES DECLINE.
The decline been wholly in the shipping OF the
United States While that Of other nations has been de-
pressed from the alluded TO. there has not only
been no absolute decline, but, has been shown, CON
In thu ALL nVpf fbafr