The Kenosha telegraph. [volume] (Kenosha, Wis.) 1860-1888, 1871-12-14

IL HecdS no analysis or the SuhJect TO
snow that the interests of the country
VIII be greatly promoted by the pro-
ceedlng even although the commissions
should seem to be unnecessarily large. |
also secommend that authority be given
tor the payment of interest in London.
This can be done without cost or risk to
the Government.
Returns for the fiscal year 1870-7l show
that the commerce of the United States is
passing rapidly into the hands OF foreign
merchants and shipbuilders. In the year
| 1901 nearly II per cent of the foreign COM
Lnerce OF this country was in American ships.
In 1904 1t had fallen to As per cent, in 1868
| 10 "a per cent, and in 1871 1t is reported at
less than 80 per cent. The loss of the ship
| ping or the United States is due chiefly to
TWO causes First, the destruction OF Ameri-
can vessels by rebel cruisers during the war
secondly, the substitution of iron steamships
| Tor the transportation of freight and paSSen-
gers upon the ocean in place of sailing ves-
sells and steamships built of wood. When
the war opened English builders of steam
ships mad acquired considerable proficiency,
and since that period the art has been carried
10 higher perfection in Great Britain than IN
any other part of the world. 1t is stated
| That the superiority of British machinery, and
knowledge Of the business by British me-
( chanics, give an advantage over American
/ Shlpbul!deTS equal, at least, to III per cent.
upon the cost OF construction. They possess
additional advantage in the cost OF labor, the
cost OF lrOn coal, and other materials, aud In
the rate of interest upon the capital employ
ed equal to about 20 per cent more. SO,
| then, the difference in favor of British ship
builders is at least 80 per cent. In consider
ing the means for the restoration Of oceanic
commerce, two facts must be accepted: l.
That it is useless to attempt to revive it with
wooden ships; and 2. That iron ships moved
by sail cannot compete with iron ships pro-
PEELED by steam. Hence the only practical
questions for consideration are these: Can
the construction of iron steamships be estab-
lished in this country. and if so, by what
means? The trans ocean commerce Of the
\ United States would employ about six mil
lions tons of shipping, if each vessel made
but one round voyage year. The value of
our exports and imports has already reached
the sum of 81, loo, 0C0, 900, and during the pres
ent decade in will exceed 81 500 100000 annu
ally. Tho annual returns for freight and pas
sengers are about 500 900, 900. The history
of the loss of our commerce, as shown in the
statistics already given, renders it certain
that, without some efficient action on the
part of the Government, the entire foreign
trade Of the country would soon pass into the
hands of our rivals. The monopoly OF the
trade between United States and Europe by
foreign merchants and shipbuiders, carries
with it the monopoly of shipbuildlng for the
entire world, and, as consequence, the At
lantIc trade, and the trade of the Pacific and
seas adjacent thereto will be carried on in
English built steamers. An alteration of the
law by which foreign built vessels may be
admitted to American registry will furnish
no adequate relief. On the contrary, it
would stimulate shipbulding in England
The prospect of establishing it on this CONT
nent would diminish in proportion to The
prOsp erity of the business in the ship yards
of our rivals. In view OF the facts OF our ex.
tensive coast upon the Atlantic and Pacific
oceans, and our position with reference to
Europe and Asia, this country ought not to
be satisfied with any policy which does not
look to the establishment and continuance of
shipbuildng in the United States the en-
enlargement of our own seamen and mer-
chants, and the control OF so much, at least,
of the commerce of the world is derived
from the exports of our products and the
importation of articles required for domestic
consumption. The removal OF duties upon
foreign articles used in the construction of
iron S. eamships, or the allowance of draw
back equal to the amount of duties paid will
not, in the existing condition of things,
cure the re-establishment o. the business {;
but were it otherwise, the removal of duties
or the allowance Of drawback, raises pracGi-
cal questions of great difficulty, while any
concession by an indirect process is likely in
the end to prove unnecessarily expensive to
the country Several Of the existing lines Of
European steamers were established by aid
of Government subsidies. They are still en-
couraged by the same means, and it is un
reasonable to expect that our merchants and
shpbuilders can successfully compete with
this formidable combination, unless they are
supported by the power of their own Govern
ment. After careful consideration of the
whole subject, l am prepared to advise the
passage of Il law granting to persons who
may employ in the foreign trade American
built first-class steamers of not less than O.
600 tons burden each, an annual payment for
the period Of five years of the sum of $l3 per
ton. The subsidy should be proportionately
to vessels of lower classification. In making
this recommendation, / do not assume that
there is no other practicable method of re.
storing our commerce, but present it as the
method which appears to me to be the most
i efficient and economical connected with this
plan It will be wise to consider whether
the ships may not be so constructed as to be
available for naval purposes, and, in case of
war, subject to the right of the United States
to take them, upon payment of the appraised
value. similar suggestion was made by
the Secretary of the Navy, in the report for
the year 1869. They should also be required
to carry the mails upon moderate terms, or
| in consideration of the subsidy. The use of
sailing vessels and steamers built of wood
may be continued successfully in the coasting
j trade, and the trade with the British Posses.
sions, and upon the rivers and lakes of the
country, but any effort to regain our former
position upon the ocean by their agency
must end disastrously. [ entertain the posi-
ton that the policy suggested will be effect
nal, and that in q comparatively short period
! our mechanics and artisans will acquire
equal skill with those of England, and that
we shall not only have the aid of the best
machinery now in use anywhere, but that
important improvement will be made, calcu
lated to place the country in position of SUI
periority. We shall also be able to test prac-
tically the quality of American iron, which
for the purpose of shipbuilding is represented
as better than that used in Great Britain: I'll
it shall appear, claimed, that American
iron Is about 10 per cent. better than the iron
used in England, an advantage Will be secur-
ed not only in the diminished cost of the ves-