Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1884-12-29
FIRST ANNUAL REPORT
OF Jarvi- Patten, Commissioner OF Nav.
igaiion.
WAsHISGros, Dee. %.

mas Just completed his nfst annual report
He begins By SAYING that the recent shipping
act which went into operation at nearly the
same date with the organization of this bu-
reau in July last, has not yet been in force a
sufficient time to show the effect on shipping
that may be expected to result from its vsri-
Gus measures OF relief. The unfortunate
period of depression in the shipping business
of the world is brought on 10 a great extent
by over-production in the yards of Great
Britain, and viii probably tend to delay the
still further expected benefit"
The commissioner then gives a sketch of
the history OF American and English shipping
and at the conclusion of it SAYS: The
American merchant marine at the present
time, although il has not in late years kept
pace with that Of Great Britain, is second
only to hers. Notwithstanding the disadvan-
tages American shipbuilders have hadko con-
tend against, the high character of their yes
sells has been maintained. Our wooden ships
are probably the best and safest vessels
afioar, and comparatively the new iron ship
building works of the country are beginning
to turnSout steamships and iron crafts of
very high class"
1--WE are apt to talk as if we had no ships, -
said Hon. w. 2. Frye in speech to the Sen
ate April 30 1884, ''and you would nudge
from the ordinary discussion tn Congress that
there was no such thing as an American ship
today. Why, Mr.. President, we have the
finest coastwse trade in size, in ships, in
material, in men, in discipline, in comfort, in
convenience and in prosperity that there is
in the whole world;" and Senator Wright
with equal truth have said the same of the
fine fleet Of sailing ships engaged in the Cali
fornia wheat trade. When the guano trade,
which gave employment to large number of
ships for period of 20 years, collapsed VI th-
out a break of the Peru-Chil war, our vessels
went into the grain trade that had been
sprlnging up between our Pacific ports and
Europe. This trade, which has since grown
to great Importance, employs the largest and
best equipped fleet of wooden ships in the
world.
Letters with tables complied inofficially
are annexed to the report, showing the rela-
tive performance and risk OF vessels of differ
ent nationalities. The figures given appear,
the commissioner says, to prove that Ameri-
can wooden ships do their work the most sue
cessfully of any vessels engaged in the par
ticular trade mentioned. The wood sailing
ships of this country are thought to surpass
any others afoat in point of safety, and it is
q mistake to accept the opinion that the day
of wooden ships is entirely past Two-thirds
of the tonnage of the world is probably com
posed of wooden vessels, while their numical
propondeuce is much greater, notwithstand-
ing the fact that for screw steamers and many
other kinds of craft iron possesses certain
advantages. The money invested in steam
ers of various kinds from full power and
auxiliary for sea service to the swift pass
enger boats that ply along our coasts and up
and down our rivers, has heretofore been
considerable, and the outlay in that direction
continues to increase Most of these vessels
are constructed of wood. In round numbers
the total of our sea going marine was on June
30. 1884, vessels, 6536: tons, 300, ,404. Of
this number APP of COL 1856 tons were steam
ers and the rest sailing vessels but the entire
number of vessels of all kinds under the flag
on June 30, 1884, 24,s02 measuring 4,27l,-
22S. 1t is difficult to estimate the value of
the nations floating property with any degree
of precision, but II we adopt the rule hereto
fore used Of estimating the value of the ton
mage on Great Britain, allowing 10 per cent.
for the difference between wooden and iron
vessels, the value of the tonnage of the United
States is at present $50. .000. 600; the value
of the sea going fleet is Si22, SOC, 900, COM
pared with the preceding year, the total ton
mage of the country exhibits an increase of
30, 742 tons, the enrolled and licensed tonnage
having increased 33,6l3i tons. while the reg
istered tonnage has increased 2I26 tons.
Patten saws that ''the credit of passing the
first great measure of relief with a view to
the restoration of American shipping, is due
to the 4Sth Congress. The relief afforded by
thisact with the exception of section II.
which provides for drawback on foreign
materials used 10 building vessels). applies
chiefly to the sailing of ships and the removal
of burdens incurred in navigation. These
different measures which had been loudly
called for by the ship owners of the country,
for the last 10 years constitute in aggregate
an amount sufficient, it is thought, TO place
the American sailing ship on equality with
the vessels Of other flags, so far as the
expenses of navigation are concerned,
The shipping act passed during the last
session Of Congress has effected great relief
to ship owners by the removal of certain bur
dens they had to bear As far as has been
said it puts our ships on a footing with for
eign ships after they are afost. The counter
part of that wise enactment would seem to
be measure equslizing the cost of the con-
struction of iron ships, a busineas that is
comparatively new in this country. 1t is
important that the country be prepared to
compete tor the supply of the world with
ships, and equally as important that our
ships should start with the same advantages
that their competitors enjoy. At the time of
the last census in Europe (lsSl) statistical
inquiries were made in respect to the yearly
value of the over sea commerce of the world.
1t was found to approximate sum of Sl4.
400 900, 600 and to be increasing at the rate
OF IS per cent. each decade. OF this the COM
merce of Great Britain was estimated to cou-
troll nearly one half. while the toll which 9th
er nations paid her for doing a carrying
trade was thought to be equal to nearly
per cent of the value of the earth products.
In the point of fact no branch of the worlds
business, excepting, perhaps, the railway in
ieresis. has been increasing of late years
more regularly or more rapidly than that of
shipping. The fact that the former has had
such great success in this country, while our
ocean carrying trade has been passing to for
eign shores, is doubtless owing to certain cir
cumstances heyond our control, but il cannot
be denied that the prosperity of our railroads
may be traced to the fostering care and as
sistanee of the government, while the inter-
ests which extend beyond the shore have
been left to struggle unaided against
the wealth and national advantages of com
petitors, whose prosperity represents in
great part the Sctaal lesses sustained by the
American merchant marine. 1t is claimed
that with the advantages they now enjoy and
the experience acquired, our ship builders
are able to construct wooden vessels "a
cheaply as msratime architects of any other
country, and are able to compete with the
world in that branch of the ship building in