The Republican journal., 1882-01-12
BELFAST, MAINE, THURSDAY, JANUARY II, 1882.
The Shipping Interest.
WE MUST BUILD OUR OWN SHIPS

| In6 Snlppln& Interest.
| WE MUST BUILD OUR OWN SHIPS.
Among the many suggestions that have
been made to remedy this deplorable
state OF our commercial marine affairs, the
argument in favor of the policy Of admit
| ting foreign built vessels to American
registry has been strongly pushed for
ward, and at first thought seemed to
| promise advantageous results. But in
order to understand and appreciate the
practical operation of the policy of ad-
uniting foreign built ships to American
registry, and its effects upon the national
wealth, we must consider the manner in
which the shipping of a country-and
particularly that OF our owns built up
and maintained. The shipping of the
| United States has never been built, and
| only to a limited extent has it been owned
10y capitalists, but by men OF moderate
| means, the lumnerman, the mechanic,
the shpmaster and the merchant, each
having an interest in the production, the
sailing, and the freight Of the ship, indie
pendent Of the profits to be directly de
rived from its earnings. The lumber
man to make market for bis timber. the
mechanic to obtain employment in con-
structlng, the ship chandler for sale Of
bis goods III furnishing. the shipmaster
t. obtain business in his profession, and
The merchants TO secure commissions re-
sultlng from the management of the busi-
ness, all unite in build ng, owning, and
sailing vessels BY purchasing our ships
III foreign countries we would transfer
not only all the labor necessary to con
them from tho a nl,inr of tho
Der from the forests, and the ore from the
mines, to the launching of the ship, but
also all the business Of furnishing the out
fits and supplies for the voyage. What
advantage would it be to our country to
, have the real OF nominal ownership of
this class of vessels, built, fitted manned
and provisioned tor their voyage in a for
eign port, touching only at the ports of
the United States to obtain an American
registry and then pursuing their voyage
perhaps never to return?
''lf such vessels were really owned in
the United States, it could be of no ad-
vantage to us. 1t would not be tonnage,
the production of which would aid in fur
nlshlng profitable employment to Ameri-
can mechanics, and American merchants
and American agricuturists, and help to
increase our national wealth. 1t would
not multiply comfortable cottages nor
create thriving villages of industrious
workmen around busy American ship
yards in time of peace. 1t would simply
be the investment of American capital in
property out Of the country, the dividend
from which would only be returned to as
1t would give no strength in time of war
Representing capital alone, it would par
take OF the tlmldity Of capital, and when
ever danger threatened, seek safety un-
der neutral or hostile flag. Every con-
slderati"n, whether Of interest or of nat
ural pride, impels us to build upon OUT
own soil the ships which are to bear the
tiag of oar country to all quarters of the
globe. The result can only be accom-
plished by Congress adopting a policy
as liberal and enlightened as that of the
nations with which we are to compete
for carrying the trade of the world, which
nations are now in possession of the seas.
\. \. Economist.
AMERICAN SHIPS.
The advocates Of American ships have
appealed to the American people, and
the advocates OF free ships have been
routed, Nor is ii to be wondered at
when we consider the false premises the
free ship advocates started upon-as
false as those Of their allies, the free trad
ers. The supporters Of American ships,
which include the principal American
shipOWners and shipbuilders have clear
ly proven the five following propositions
First. Iha- the American shipbuilder
can build vessel at a cost Of within
twelve per cent. of the British shipbuild-
er. Second. That the cost of running
free ships is not less than that of running
American ships, except the interest on
twelve per cent. in cost. Third That
this loss is more than counterbalanced by
the loss to the labor of the country
Fourth. That the twelve per cent. would
be more Than gained by the skilled labor
the building Of ocean steamers in this
country would bring from Europe. Fifth.
1t has been conclusively shown that if the
American Government will pay the same
rates for mail service to American steam
ship lines that Great Britain paid to her
pioneer lines for the first ten years of
their existence, American shipping will
be established. We look to soon seeing
American ships carry ing the American
mails and their owners paid for the ser
vice. Protectionist.
REGULATIONS CONCERNING COLLISIONS.
The revised Code OF "Kegulations for
Preventing Collisions at Sea-" to which
the President, in his Message, called at
tention of Congress, IS system of lights,
whistle and tog horn signals and steering
rules, which the leading maritime nations
agreed upon sometime ago. 1t took ef-
feet respecting their vessels September
IL, 1880 1t has been officially adopted
and promulgated for the guidance of
United States naval vessels while they
are sailing upon the high seas or in for
eign waters. But Congress has never
yet adopted the new Code for the waters
within the United States. When YES
sci reaches the boundary line of the
United States jurisdiction, she comes
under the antique regulations now en-
bodied in the Revised Statutes. These
rules were good III their day, but the
increase in the shipping interest and
the various changes and progress made
in maritime affairs, have rendered alter
ations of them needful. 1t is grievously
unfortunate that vessels should be re-
quired to practice two systems of lights
and signals, one while on the high seas,
another when entering American ports
and livers. No better way of promoting
collisions could be devised.
MARINE INSURANCE.
The British Courts have recently de-
clded that if a vessel goes out of her
course to save another vessel she finds in
distress and is lost, her owners forfeit
their insurance, and are in consequence
liable for the freight that may be lost or
injured. A vessel is, however, allowed
to 90 out of her course to save life. This
decision exonerates from all blame the
captain of the Cunard steamship Mara
thon, who lately found the Bath City in