The New York herald., 1870-02-19
Our SAiDpius Iseersses-Rsport Of shs Ces-
xrcssiouai Special Cemnittcc.

House of Representatives TO inquire into the
causes of the decline of our mercantile marine
and to ascertain what can be done to restore it
has just submitted the report, which was pub
lished in the HERALD yesterday. Credit is
due to this committee for the labor 1t has
bestowed upon this important national subject.
Not only has it been in session for q long time
at the Capitol In Washington, examining wit
nesses and va st amount Of materials within
Philadelphia and other shipping ports for the
same purpose, besides collecting information
from American consuls ut the principal ports
of foreign countries.
The report shows that In the decades from
1880 to l840 the increase Of our tonnage in
the foreign carrying trade was about sixty
per cent; from lS40 to 1850, seventy-fve per
cent, and from 1850 to 1860, sixty per cent.
The increase in tho last decade was twenty
per cent over that of Great Britain. Our
tonnage engaged in the foreign trade reached
its highest point in 1861, when it was 2,642, 628
tons. That of Great Britain at the same time
was 8, I79, ,Gs3 tons. We held the second rank
among nations, and approached the first in
the extent of tonnage engaged in foreign trade.
In the total tonnage registered and enrolled
we believe we stood first. From 1861 to
1866 our tonnage engaged in foreign trade
declined to l,972,92G tons being loss Of
l,l49, 902 tons. Great Britain gained in the
same time 1884, 715 tons. The cause Of this
~ nd tn pr;toir
as consequence, in great measure,
was, we oil know, the war and those
rebel cruisers which were let loose upon
American commerce by England. Hypocritical
pretences of England to friendship, inter-
national good will, morality, neutrality and
high regard for national honor 60 no further
than her interests are concerned. She saw
fine opportunity to break down maritime
rival and to build up her mercantile marine on
the ruins, and she seized it with avidity. 1t
has always been so in the case OF maritime
rivals, and will be to the end of her history.
1t is the nature of England TO act thus. She
studies only British interests.
The committee remarks that the change of
sh0 cuoihCo' LII AAShCO Uy OWA III
exports and imports from American to foreign
vessels is still more striking. In 1850 seventy
five per cent of our total exports and imports
were shipped in American vessels. 1t was the
same in 1855 In 1869 thirty-four per cent
only was shipped in American vessels, while
sixty-six per cent were in foreign vessels.
Thus, as the committee says, our own exports
and imports are passing in foreign bottoms,
the freight going to enrich commercial rivals
and to swell the foreign balances against us.
which must be settled in gold. Nearly
seventy per cent of the imports at New York,
the great commercial centre, are in foreign
steamships.
That something ought to be done to revive
our shipping interests no one will deny.
Indeed, the people will willingly submit to some
exceptional legislation to accomplish this
object. But the question is, what can be
done? Has the committee hit upon the right
plan? The bill it has reported does not meet
the wants of the country. 1t is framed upon
the principle of protection to certain interests
more than for the general welfare or national
maritime greatness. The committee has been
governed evidently by its protectionist pro-
clivities and by the influence of interested
classes or parties. Under the exceptional
circumstances of our declined and declining
shipping there might be no objection to sub
sides to important steamship lines, provided
the government protects the Treasury
from imposition by mere speculators
that the vessels be built in the
best manner, and that they be subject to
the control of the government for mail ser
vice or war purposes. Nor can there be any
objection to taking off the duty or allowing
drawback on the materials that enter into the
building of vessels Of any description that are
for the foreign trade. So also might the
duties and taxes upon all ship stores and coal
to be used and consumed by vessels in the
foreign trade be taken off, as recommended
by the committee. But it is q very question:
able policy, and must lead to imposing heavy
burdens upon our people, who are taxed
already enormously, to give bounties upon the
materials Of American production used in
building vessels, and an annual bounty upon
each ton of steamships or sailing vessels that
may be constructed here. A bounty on home
materials equal to the duties on foreign that
enter into shipbuilding, and bounty of two,
three or four dollars ton annually on vessels
built in the United States, will amount to an
enormous tax upon the Treasury and people.
We are disposed to 60 good way in measures
to restore our shipping, but this stupendous
bounty system will never do. There Is all the
appearance of monstrous jobs in it tor the ben
eft of few shipbuilders. The mostimportant
means Of increasing American tonnage are
ignored by the committee. If the registry and
navigation laws were modified so as to permit
American capitalists to build or buy vessels
where they can get them cheapest, or to per-
NIT the re-registry Of those that once were
under our flag, there would soon be an