New national era. [volume] (Washington, D.C.) 1870-1874, 1871-12-14
Our Declining Conn snerce-Saaii it
"Survfve or Perish 7,'

The rapid decline of our ocean commerce
since the great Democratic rebellion has been
officially proclaimed by Secretary boutwell,
in bis last annual report. He states, as will be
seen from the extracts we make from that
document, that since 1860 the commerce of this
country has decreased from IL to 38 per cent.
in 1871, almost one half-that is, we have but a
little more than one-half as many tons of ship
ping engaged in foreign commerce as we had
when the rebellion broke out. The question
ID now squarels presented to the country
whether our commerce shall continue TO de-
cline, without an effort to revive it, or whether
it shall be permitted TO perish utterly and the
United States cease to be commercial nation,
depending absolutely upon British ships to
bring to our shores the British fabrics and pro.
ducts of all kinds, which we are told must come
free. When this state of things has been
brought about we must not only rely upon
British manufacturers to make the stuff for our
shirts, trousers" =" gowns" &c, but we must
rely upon British shipowners to bring them to
US, and pay them their own price for the
service. Secretary BoUwELL's suggestions for
saving and reviving our commerce, notwith-
standing the sueers of such free trade Journals
as the New York Times and the opposition
Of the whole Copperhead press, is deserving the
very serious consideration of Congress. Every
sensible man in the nation will agree with him
that American merchants cannot com pete single
handed with the English government, by which
liberal subsidies are made to every line Of
British steamers on the ocean, especially those
plying to the United States. The Secretary
believes that to regain the foreign commerce
that has been slipping from US 80 steadily since
1860, our Government must adopt the English
policy and extend such encouragement to
American oceaR steamers as will put them on
footing of equality with our great rival. The
following is the extract from Secretary BOUT
WELLS report to which We refer, and it presents
this subject in so clear light as to leave no
room for doubt:
"Returns for the fiscal years 1870 and 1871
show that the ocean commerce Of the United
States is passing rapidly into the hands Of
foreign merchants and 'shipbuildcrs. In the
year 1860 nearly II per cent of the foreign
VI ILLS "dS III hiItTlCGl
ships. In 1864 it had fallen 10 As per cent;
in 1868 to Al per cent, and in 1871 it is re-
ported at less than IS per cent. The loss Of
the shipping of the United States is due chiefly
to two causes LIST, the destruction Of Ameri.
can vessels by rebel cruisers during the war;
and. secondly, the substitution of iron steam
ships for the transportation OF freight aad
passengers upon the ocean in place OF sailing
vessels and steamships built OF wood When
q wa nnanaf Er UIish huit1ars IF iron
ships had acquired considerable proficiency,
and since that period the art has been carried
to higher perfection ia Great Britain than in
any other part of the world.
1T is stated that the superiority of British
machinery and knowledge of tho business by
British mechanics give an advantage over Anne
rican shipbuiders equal at least to ten per
cent upon the cost of construction. They
possess additional advantages in cost Of labor
the cost of iron, coal. and other materials; in
the rate Of interest upon the capital employed,
equal in all to about twenty per cent. more, so
that the difference ia favor of British ship
builders is at least 80 per cent.
Sin considering the means for thu restora.
ton of our ocean commerce, two facts must be
accepted. FIRST, that it is useless TO attempt
to revive it with wooden ships and secondly,
that iron ships moved by sail cannot compete
with iron ships propelled by steam; hence the
only practical questions are these Can the
construction OF iron steamships be established
in this country, and If SO, by what means J?
The trans-oceanic commerce 'of the United
States would employ about 6 ,00Q 900 tons of
shipping, if each vessel made but one round
voyage in year. The value Of our exports
aud imports has already reached the sum Of
nearly 81 100000, 900, and during the present
decade it will exceed 81, 800 coo, 900 annually.
The annual returns for freight and passeu gers
are about 500, 200, 900.
THE history of the loss Of our commerce,
as shown in the statistics already given, rem
ders it certain that without some efficient &C
ton on the part Of the Government the entire
foreign trade of the country will soon pass into
the hands of our rivals. The monopoly of the
trade between the United States and Europe
BY foreign merchants and shipbuiders carries
with it the monopoly of shipbuilding for the
entire world. and, a. consequence. the Allan
tic trade. The trade OF the Pacific and the !
seas adjacent thereto will be carried on ia |
English built steamers.
Gan alteration OF the law by which foreign. |
built vessels may be admitted to American
registry will furnish no adequate proof. On |
he contrary, the change would stimulate ship |
building in England. The prospect of esta6- |
ishiDg il on this continent would diminish in /
proportion to the prosperity Of the business in |
he ship-yards OF our rivals. La view of the
acts OF our extensive coast upon the Atlantic
md Pacific oceans and our position with refer
nee to Europe and Asia, the country ought |
lot to be satisfied with any policy which does
lot look to the establishment and continuance
" shpbuildiDg in the United States the en-
'ouragement of our own seamen and INGREDIENTS,
md this control of so much at least of the com,
nerce of the world as is derived from the sx.
,orts of our producers and the importation of
rtcles required for domestic consumption.
1.-The removal OF duties upon foreign articles
sed in the construction of iron steamships, or
he allowance Of drawback equal to the
mount of duties paid, will not, in the existing
condition OF things, secure the REIMBURSEMENT
Il the business but were it otherwise, the
emoval of duties or the allowance of draw
Jack raises practical questions Of great diff
ulty, while any concession or indirect process
= likely in the end to prove unnecessarily ex
'ensive to the country Several of the existing
ines OF European steamers were established
y the aid OF Government subsidies. They are
till encouraged by the same means, and it 10
unreasonable to expect that our merchants aud
hipbuilders can successfully compete with this
printable combination unless they are sup
orted by the power of their own Government.
after careful consideration of the whole sub
ect, am prepared to advise the passage Of
aw guaranteeing, to persons who may employ
q the foreign trade American-built first class
ron steamships OF not less than 1000 tons
urden each, an annual payment for five years
{ the sum of $l3 per ton. The subsidy should ,
@ proportiouately less to vessels of o lower
" In making this Recommendation, / do not
ssume that there is no other practical method
reforming our commerce, but at present il is