Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1902-05-26

ceding year in the history of the
United States, with the possible excep-
lions of 1854 and 1859. Although in
other countries iron and steel long ago
largely superseded wood as the chief
material used in the construction of
ships, the census statistics show that
it was not until the last decade that
metal shipbuilding attained proportions
greater than wooden in the private
shipyards of the United States. This
substitution of iron and steel for wood
has wrought revolution in the ship
building industry in the United States.
The zenith of American shipbuilding,
judged by the tonnage annually added
10 the merchant marine, was reached
during the decade between 1850 and
1860. At that time the superiority of
ships built in the United states for
endurance, sped, and safety was con-
ceded 1t was the era of the American
clipper. This class Of wooden sailing
ships commanded higher freight rates,
even in Liverpool and London. than
British ships, and insurance rates on
American vessels and their cargoes
were lower than on foreign ships.
These advantages placed the United
States in the very front rank in inter-
national trade-carrying competition.
This prestige had been increasing ever
since the successes achieved by the
United States III the carrying trade
during the Napole0nfc wars. The easy
convertibility Of the wooden vessels Of
that time into ships of war gave a dis
tinct naval strength and solidity to the
nation. The passing of wooden ship
building, therefore, as the dominant
branch of the shipbuldng industry in
the United states. has an historical
Significance.
One remarkable feature Of the
growth OF the industry during the past
decade is the fact that the product Of
merchant vessels has been so largely
absorbed and employed in the domestic
commerce Of the country. Up to the
time of the Civil War the tomas &c of
vessels constructed in American ship
yards for the foreign trade compared
favorably with that for the domestic
trade; and. indeed, the progress and
nf M iT1l
largely upon the demands for vessels
for foreign commerce. THIS is no long
CT true. Comparatively few vessels
for foreign trade are now built in
American shipyarls. Eut in the mean
time the enormous growth Of Internal
commerce, together with the opror-
tunitics afforded by the extensive coast
line Of the United States, the Great
Lakes, and the navigable river, which
in many cases have been so deepaned.
at an expense reaching into hundreds
Of millions Of dollars, as to accommo-
date the passage of the largest vessels,
has greatly developed the demand for
vessels in the domestic trade. This has
not only Kept alive our shipblding in
dustry but constitutes also, in large
part, the foundation upon which it has
expanded. Another important element
in the growth Of the industry has been
the demand Of the government for a
new navy constructed in home ship
yards. During the last four decades,
therefore, the stability of the industry
in the United States has rested almost
wholly upon the protected domestic or
coGstwise trade, the vessels construct
ed for foreign trade representing but 4
small proportion of the entire output
Of the shipyards. The bulletin gives
many statistics to show how utterly
| hopeless under present conditions, are
The prospects Of the shipyards of tbs
| United States maintaining even the
present tonnage in the foreign Carrying
trade, TO say nothing of providing the
| additional tonnage made necessary by
the growth in volume of foreign COM
merce.