The Saint Paul globe. (St. Paul, Minn.) 1896-1905, 1901-08-09
AMERrc4N sHIpRULhD1YG.

4MEPTCIN SHIPBUILDING.
No doubt there are thousands of intel
ligent persons all over the country who
by reason of the frenzied efforts to Sc
cure subsidies for the maintenance Of
American vessels in the foreign carrying
trade, believe that the native industry
of shipbuilding is reduced to a very
decrepit condition. 1t is well that any
such idea should be put out of existence
at the earliest possible moment. Ameri-
can shipbuilding is a great and pros
porous industry and the results which
are being achieved every day are legiti-
mate subject of national congratulation.
During the year which has just passed
the snipbuilding industry is seen to have
been exceptionally prosperous. Every
shipyard in the country engaged in the
construction of steel ships has been run
ming fun time and in fulfllment of orders
which are given greatly ahead Of the
time necessary for their construction.
This state of things is not true alone Of
the inland snipbuilding. 1t is equally
true of the establishments maintained at
tide-water
The great bulk of the orders received
on the sea coast for steel ships is for
ships of war. But there have also been
very extensive orders filled for vessels
for the American coasting trade; and
that branch of the business which mas
been especially active for three years OF
so shows no signs of lessening.
Nor is the work of ship construction
for foreign trade entirely non-existent
in the United States, as one would nat
urally assume from the discussions
which have attended the attempted ship
subsidy legislation. On the contrary, the
great feature of shipbuilding during
the coming year or two will be the con-
carriers intended for the foreign trade
The coming year, for instance, will wit
ness the completion of six large freight
boats at Newport News, intended for
Atlantic carrying. The two vessels or
dered for the Pacific carrying, to be run
in connection with the Great Northern
railroad win also be completed this year.
They will each be as large if not larger
than the Celtic, about whose enormous
proportions so much has appeared in the
daily press since her appearance in New
York harbor after her initial voyage.
Nor are these all. There are also
+ol
for the regular Pacific Mail Steamship
company which in point of skill in
workmanship and equipment will equal
anything of the kind turned out in any
foreign shipyard whatever.
When we consider the extent Of Amer
lean operations in the construction of
war vessels, it seems absurd to speak Of
this as a decadent nation in the ship
building industry Indeed there is today
such a revival that we must go back
to clipper ship days to find parallel.
Contracts were this year awarded to
American shipbuilders for eighteen
warships representing in all 1884 tons
in displacement, and nearly 29S,GOO horse
power. Their cost exclusive of armor
and guns will net s5O,0OO0G0. There are
in all siXty-one warships now in process
of construction, representing in all $751;
go horse power, and the hulls and ma
chinery of which alone cost over $780,
100000
Steel has wrought a revolution IN ship
building There is concededly no ma
ton on earth qualified to meet Us in COM
petition in steel manufactures. If the
prevailing strike does not interfere it
may be safely assumed that the steel in
dustry in the United States will soon
have reached that condition of develop
ment which will enable the American
shipbuilder to turn out first-class
steel steamer at as low cost as it can be
produced in the shipyards of Germany
or Scotland. With such conditions ex-
listing or within measurable distance of
realization it viii require the unparalleled
ed nerve of Marcus Aure:us Hanna to
convince the people of the United States
that they are not being robbed in the be-
stowal Of extensive bounties on few
native shipping concerns cstensibly for
the promotion OF an American merchant
marine.