New-York tribune., 1873-06-20

Transatlantic steamship although ourffths OF her com
merce Is with Europe. Great Britain has nine lines
trading with her; Germany three or four. and France
amid all her trouble has maintained one-in all at least
100 steamships busly employed and equal in efficiency
10 $50 sailing vessels of 900 tons each If now, Phla-
dephia ia ahead in having line OF her own there is no
occasion for jealousy the success OF her enterprise
WILL 1t is evident lead to the inception OF several New
| York ones Of a similar kind.
The story Of the rise and decline OF American shipping
may be briefly told. In $780, the registered tonnage OF
the United States was 575Oj5 tons In the succeeding
decade the increase was about 60 per cent from 1910 to
1880 IS per cent from 1850 1860 co per cent Here are
the figures:
,o Sailing Yes ye.,e. Stem, se@; ,7e ,rS,ars TS'll
1910. SS5Si0 tons i,i55 tons. s99,765 tons.
1s5O..l,5iO769 tons. 4i.l29 tons. l6s1lg5 tons
1860. .2,4s9n tons. 1926 tons. a5i62J7 tons.
In 1862 the second year OF the war; decline set In
and continued excepting slight reaction in 1865 until
in 1863 the sail tonnage 3i303 tons; the steam,
221 939 making total OF 565,732 tons, showing, com
pared with 1850 decrease Of 9sO,505 tons This falling
off was undoubtedly attributable to the incidents OF the
war It estimated chat $4,000 tons OF shipping disap-
peared from lists during the Rebellion. or this
amount no. 163 were destroyed by corsars while sOO3
tons were either sold to foreigners passed nominay
into their hands and obtained the protection OF their
flags This change in our maritime fortunes happened
also at a time when great revolution was going on In
naval architecture Iron fast superseding wood,
and steamers were taxing the pace OF sail
| ing vessels ON all the routes. While
| the sail tonnage OF Great Britain increased
but very little from 1864 to 1868 her steam tonnage adj
yanced from $4,000 OJO TONS and is well known
that the efficiency Of the steamship is than double
that OF the sailing vessel Of the same capacity II we
suppose that the was firm land. that we had a
large number Of stage coaches on it, that large number
OF these burnt sold for fear they would be- and
that our rivals established railroads on this highway,
hfchx fed us n
conception can formed OF the condition OF mer
chant navy the close OF the than be had from
| the above figures.
Free Traders we're not slow to attribute the decline
our commercial marine to the tariff. 1t useless to
represent them the number OF transfers TO foreign
flags made during tho that the great ship yards
on the Thames and in Canada, which had been mainly
devoted to building wooden ships silent
own. Many persons were deceived aud failed to see
that policy under which our domestic manufactures
had largely increased and our foreign commerce at
tanned unprecedented proportions. could not under
binary circumstances be inimca TO the growth OF
shipping Moreover protective tariffs had not retarded
the growth OF the commercial marine OF other nations
aud in Great Britain, where the increase very great
the revenue system very far from Free Trade
Many remedies were proposed. Mr. Hncken OF the
NewYork ship-owners Assoclaonf free trade
ships-alowing Americans 10 buy foreign ships and
ceive American registers therefor. Mr.. A. A. Low
recommended subsidies and drawbacks. and cited in
favor OF the former tho example OF England, whose
mercantile marine has been greatly benefited thereby
Mr. william II. Webb advocated the remission Of duties
and taxes the materials used in shp-bulding while
Mr. George b. Upton OF Boston considered it would DO
best TO rely wooden vessels for which have abun
dant material The Congressional Committee reported
in favor Of allowing drawbacks also that tho tonnage
dues be placed aud that the States be prOhb
tied from evyng harbor dues, piotage fees other
charges OF that character There was on all aides
general want OF confidence created mainly by those
who were anxious TO aSsa the tariff than
age ship-buding and even one experienced Mr.
Hncken observed 1t would take four or Ave years to
acquire that facility in building ships as cheap and
a. good as they are now Qs7O) built on the Clyde"
The situation Is described thus definitely, In full
confidence that the sequel will still further show the
indomitable spirit OF people in overcoming difficult
ties. Tho nation which the steamship TO the world
may dstanced for while the ocean, but is not
fitting she should continue to be so.
Disregarding the several schemes proposed, and with
out waiting for the concessions granted last year by
Congress- the American Steamship Company organ
ized about twp years ago, mainly by the aid OF the
Pennsylvania Railroad Company. The reasons which
led its inception primarily the conviction that
iron steamships could be built on the Delaware at least
good as those on the clyde and that Transatlantic
line would pay Judging from the success attained by
others. The Cunard had realized immense wealth; the
nnan i @ % yesseI e. bs e 81 the most nrosperons
while the stock OF the National Steam Navigation Com
| ABOVE par. III was observed tnat tne pas
senger traffic very great that large sums we're paid
for carrying the mails; that our imports and exports,
amounting in the aggregate to 5000 100000 Alone yielded
a large to the established lines. Tho profits
resulting from this business all passed into foreign
| hands aud the expenditure in our ports for
stores &c, comparatively light. Millions, II was
estimated might have been saved the country had there
been "a few well-organZed American steamship lines.
Beside these incentives, the Pennsylvania Railroad was
desirous be able TO establish fixed basis. through
rates both to and from Europe, that the mm grant or
tourist could purchase ticket IN Europe which would
insure reaching without further railroad changes,
the many points which It's lines touch IN the interior III
New-YOrK II was argued, can sustain 100 steamships
making weekly trips aud fro II not too much TO
expect that Philadelphia could supply ample business
for four, sustained by powerful corporation. Beside
foregoing considerations the enterprise grew IN pubic
favor because IL deemed matter or national inter-
establish ron-ship building that the country
might be prepared against the CONTINGENCIES OF war;
aud also to Increase the number OF American sailors
that might have militia OF the seas AS well as or
/ the land. a.
Aotuated by the reasons given, the Company ordered
from Camp Sons four iron steamships OF 3lOO lous
each and less than Is months since the nrst keel
WAS laid, the four have been launched, and one, the
Pennsylyania, has made her first voyage to Europe.
These vessels t6OO00 each which Is less than they
| would cost In England to-day They built Of the
best American Iron, lifted with American engnes, aud
furnished In % which renders them In point OF
comfort well In attraotiyenes equal II not supe-
ror to any vessel af0aL The seerage each Is spa
cous, weyentlated, and provided with movable Iron
lttings tho saloon Is substantially furnished aud Ror
geOusy decorated, while the cabins spacious and
insure all tho comfort OF good hotel
on The ocean. That frstclass irou steamships be
| built on the Delaware without drawbacks or Congress
| slonal aid Is an incOntestblo facL