The Redwood gazette. [volume] (Redwood Falls, Minn.) 1873-1940, 1880-12-30


but also the rate Of wages paid to farm-labor-
on. the value of lands devoted to agricultural
purposes, and the revenue derived therefrom
by the British landowners. The growth of the
expectation of breadstufIs from the United
States hAs-also led to serious apprehensions in
competing grain-producing countries in which
Inferior methods OF agriculture prevail and
facilities for handling aud transporting grain
and existing methods of commerce are less
advanced than in this country"
Regarding the maritime interest Of the
United States, Mr.. Nimmo says: The deca-
dence of that branch Of the American mer-
chant marine which is employed in the foreign
commerce of the country continues to engage
public attention. This decadence is indicated
by the following facts: The building of ships
and barks employed by or foreign commerce
fell from an annual average of 233 during the
ten years from 1851 TO 1850 to an annual aver
age of fifty-six during the ten years from 1871
to 1850. There were only twenty-three ships
and banks built during the year ended Jans
40, 1850. The iron steamship is now the con-
trolling vehicle OF commerce on the ocean.
The tonnage of iron vessels built in this coun-
try the last five years amounted to only lOl,-
S3 tons, almost entirely for our cOastwise or
home trade in which no foreign competition
Is allowed under the provisions of our Naviga-
tion laws, whereas the iron ship-building of
Great Britain during the last five years re-
ported amounted to l,S00, 1893 tons. 1t is
stated that the iron steamers designed for
transatlantic trade now in course of construc-
ton in the ship yards of Great Britain would,
If placed in line, extend shout one mile. The
total tonnage OF the United States employed
in the foreign trade fell from 2,319, $50 tons in
1S6O to 1,3l4,41s tons during the year ending
IL hov di,Nur I'm
1856, the total value of the commodities trans
ported in American and foreign vessels im-
ports and cxports) amounted to the sum of
&1,5S9, Az, 093, of which the value transported
In American vessels amounted only to $780,.
005. ~. The value transported in foreign YES
sells amounted to 8, 309, 49,, 496. A marked de-
cline in the proportion Of commodities carried
in American vessels has taken place during
the past year, the falling OIL having been from
- per cent. in ls19to l..6 per cent. in $780,
After stating in detail the causes Of the de-
cline in that branch of American merchant
marine employed in foreign commerce, the re-
port continues: "The fact that capital finds
abundant and more profitable employment in
the home industries and enterprises of this
country of vast and widely varied resources
than in the employment of vessels upon the
ocean has undoubtedly had strong influence
and ship-owniny enterprises. This is the
c'sH.o.V... a.. ~ .e.--~.~ ~se3n,o da.
merce." The branch Of American merchant
marine which is employed in the internal and
coasting commerce of the United States, it 10
shown also exhibits decline. notwithstanding
the fact that under Cur Navigation laws no
foreign vessel is allowed to engage in this
trade. The tonnage thus employed fell from
s,e9a4s9 tons in 1874 to 2,637,6.5 tons in 1880.
The total tonnage built on the seaboard, en-
bracing the Atlantic Gulf and the Pacific
coasts, including both tonnage built for
coastwise and for foreign trade, but chiefly
for the coastwfse, fell from l,O13,040 tons dur
ing the five years from 1866 to 1870, to only
66s. s6s tons during the five years from 1876 to
1850. The American tonnage built on the
great lakes, almost exclusively for internal
trade, fell from 2l4.3S tons during the five
years from 1885 to 1870, to 74,499 tons during
the five years from 1876 to 1880 The tonnage
employed in the domestic trade of the United
States the ship ton being 100 cubic feet of
space on June 90 1880, amounted to 1855
tons. This embraces vessels employed both
In the carr iage of passengers and freight. But
the capacity of railroad cars OF all descriptions
employed on the railroads of the United States
according to the latest and most
reliable information, to about 100000 similar
tons of 100 cubic feet of space. This railroad
car tonnage, however, the report says, actual
" affords means Of transport for q much
larger amount of freight tonnage than is indi-
Gated by the foregoing comparison.
After further remarks regarding the excess
OF commodities by rail over the commerce by
water, Mr.. Nimmo continues: 1.-THE efficiency
of the railroads as highways of commerce has,
however, increased much more rapidly than
inn
railroad transportation has been mainly the
result of substitution of steel for iron rails,
and Of improvements in the equipment and
methods Of manaRing traffic"
The gross earnings OF the railroads Of the
United States for the years mentioned are
shown to be as follows. In 1851, $50 456, 35S; in
1851, $3.50 000, 900; in 1871, $40 .9 as; in 1879.
tS29,Ol2.939. This increase in gross earnings
has taken place Notwithstanding the constant
and very large decrease in the average rates
Of transportation. The number of freight
cars employed on the railroads in the State Of
New York increased from 1855 in 1867 to A.
e6s in 1879, and the number of freight-cars en-
p:oyed on al the railroads In the United States
from ,so3 in 1876 to $50, 100 in 1872
The tonnage of the New York State canals
fell from s ESQ., 0o0 tons in 1859 to 636e 372 tons
Ia 1873, but the tonnage of the two railroads
CGns
trail and the New York. Lake Erie & Western
increased from ESQ.,, Oe4 tons in 1869
10 II, ~, 89A tons in 1879.
These facts, It is maintained, serve to illus !
irate the most striking commercial develop. |
ment OF the age-namely: the TACT that the |
rehicle of commerce on wheels has, in our |
domestic trade, to . great extent superseded |
he vehicle of commerce on the water. 1.-THE |
'ame facts" it is held, "also indicate the |
cause of the decline of shipping employed on |
Internal water lines and in the coastwise trade |
" the United States'' E
In conclusion the report says: "Aside from !
he economic and commercial considerations, |
however, the American merchant marine, both |
nth respect to that branch which is employed |
a foreign commerce and to that branch which |
. employed in the internal commerce Of the |
country, has claims to public consideration |
which cannot possibly be presented by means
Il statistics OF tonnage built and employed. |
Ihe subject has not, however. received that
thorough investigation which its importance
demands. It is matter of interest to advert |
o the fact that on the 30th Of January, 1850.
he French Government adopted the some
THAT extraordinary scheme o6 subventions
or the promotion Of the French merchant
marine. Dounstes were provided for ships
'utlt In France, se1d subsidies granted in
avor Of all vessels built, ct the rate OF ~
rsncs on every ton for each 1000 miles trav-
led In voyages to and from that country. I
These measures arc evidently in high degree
protective and enabling, both ~ to the ship
ing and commercial Interests OF France.
Asidc from the appropriations for improving
z providing highway. of commerce, public
entilnent = the Unitea Suites ms always re-
asded with disfavor direct grants from the
treasury In aid OF particular industrial or
Commercial interests, except for the purpose
4 taking the initiative in industries promising
Irge public benefits in development, or for
he purpose OF promoting enterprises directly
onducive to the Nation's safety or conserve
I've ofthe National honor. To what extent
be merchant marine Of the United States pre-
ents Claims of this character 10 question to
Q determined by the legislative branch Of
be Government. The situation Of the Amer.
IAN merchant marine Is peculiar, 20 far as Il
cla,cs to the possibility Of adopting discrim-
Mating aud protective measures which