OUR MERCHANT MARINE A VOICE FOR AMERICAN COMMERCE BT OH-A-S. S. HXLL. THIRD EDITION—REVISED. nbw york : X3. A. F X.. T O IsT w our own harbors; she has outgeneraled us in commercial strategy, f While we have been occupied with our civil affairs and indifferent to our foreign relations, she has driven in our maritime guard, captured our ships, and taken quiet possession of all our Eastern and Southern ports, and she is now making us pay a heavy tribute (or subsidy) annually for that defeat (see pages 32 and 56), while she at present is proudly contemplating her success, rea2DÍng the great results, and paying to France only the honor of recognition as a rival merchant marine, by placing her largest subsidies against steamshijDS of that nationality. England has sustained her distant colonies, and a direct communication thereto, even at a loss to her pub¬ lic treasury, until those colonies have become self-sus¬ taining and remunerative to their mother country. * The U. S. pays about 3 cts. per oz. for letters, and 1 ct. per oz. for other matter, which barely pays for carting the mails to and from steamships. tEiigland paid for mail service to the United States this year, ending April 1st, 187Î, $401,8:35.00. Let the spirit of our people be incited to action in behalf of our commerce, and we will see how quickly England will increase her subventions, if, indeed she does not renounce her free trade theory. 13 In every instance where England has reduced her subsidies, we find it is because her object has been gained, and the necessity exists no longer. The contract of the Peninsular and Oriental Co. was made in 1870 for ten years, at an increased amount, on account of the severe competition of the French and our own China line (which was inaugurated in 1867), as avowed in Parliamentary papers hearing thereon. The policy pursued hy English statesmen, as shown in correspondence between the Postmaster-General and the Lords Commissioners of the Treasury, is to render succor to such lines as meet with opposition of foreign tonnage, and to such as meet with unavoidable reverses ; leaving those lines having an uninterrupted sway to take care of themselves, as for example : In a review hy the Postmaster-General, Lord Mont¬ rose, upon the condition of the affairs of the Royal Mail S. S. Company, he expresses forcibly the absolute necessity of subsidy for the maintenance of that company, as also the Peninsular and Oriental Steamship Company. He says : "In my report upon the accounts of the Peninsular and Oriental " Company, I showed that the revenue, exclusive of subsidy, which " the company expected to earn in the performance of the services " required from them, would cover only 85 per cent, of the expendi- " tures proper to those services." " The actual revenue, exclusive of subsidy, of the Royal Mail Com- " pany, in the year 1864, the period of their greatest prosperity, " amounted to 90 per cent, of their expenditure ; but in the following " year it fell to 85 per cent., and in the neiçt to 79 per cent., whilst " in the present year it will be barely 70 per cent, of their expene " diture." ****»«« 14 *' Both compauies have suffered somewhat from the general " stagnation of trade, but much, more from the competition of " the highly subsidised French companies." Here is seen the telling effects of the French policy. ¿See page 17 : " In both cases an important item of revenue—that which arises "■from the conveyance of specie—has been greatly reduced, partly by " competition of the French companies, and partly by a sudden " diversion of the amount of specie from its former channels." ******** And after advising lenity on account of the damages incurred loy the Royal Mail ComjDany from the hurricane at St. Thomas, he compares the prosperity of the com¬ pany in 1863 with later years, thus : "In this year they could have borne an abatement of 60,0001 from " their postal subsidies, and yet have paid (irrespective of their in- " surance fund) a dividend of more than 81 per cent. In the year of " 1864; they did suffer an abatement of 60,0001 from their postal sub- " sidies, but their earnings from trade were so large in this year, " notwithstanding the change of contract, they paid a dividend of a " little more than 191 per cent, out of the ordinary profits and interest, " together with a further dividend of 51 per cent, from their insur- " ance fund. " In this year, then, they could have home a further abatement of " 100,0001 from the postal subsidies, and yet paid 81 per cent., irre- " spective of their insurance fund. " In the present year the profits of the company are less than they " were in 1864 by the sum of 152,0001, a sum nearly sufficient to " produce 171 per cent, of dividend." He then argues, wisely, that if this company should be allowed to run down by losses, the consequence would be that England would have to make a contract on higher terms, with new parties, who would take advan¬ tage of the emergency. 15 What return has Englatid for this immense outlay yearly—continued with ceaseless earnestness—since 1837 ? Is she paid back by postage receipts ? Not at all, nor was a return by such means ever expected. But it has produced for her the largest trade of the world, has enriched her people, and doubled the effi¬ ciency of her navy ; all beyond the most sanguine calculation of her sagacious statesmen. The heavy expenditure has been a lucrative investment that has returned benefits incalculable to her government, and to every branch of her industry. A reasonable view to take in estimating the true result is to take the value of British exports from the years 1800 to 1840, in comparison with the same from 1840 (the subsidies commencing about 1837) to 1870, and the benefit will be seen. But how, it may be asked, could English officials pur¬ sue such a bold policy in advance of remuneration ? England's Board of Trade is a department of Govern¬ ment ; it is controlled by those experienced, who know the importance of her merchant marine. And further, English commerce has the most intelli¬ gent supervision. Her Merchant Shipping Act is con¬ tinually revised to meet circumstances. It is also requisite, as a qualification for the appoint¬ ment in the Consular corps, to be informed in this mat¬ ter of such vital importance to the whole nation. How sad a contrast has been presented in our own Consular corps, especially when we read and hear so 16 frequently of petty resorts in demanding fees, deceiving both sailors and steamship companies, under the pro¬ vision of the law "for return of destitute seamen;" of unfair charges against our merchantman—in fact, of almost every disadvantage to our shij)s in foreign ports. Let us hope that our Government will look to this serious matter, and into the great importance of an intel¬ ligent and honorable representation in our Consular ser¬ vice. In Imports— Great Britain shows a total valuation $1,865,000,000 The Uniteil States 476,000,000 And in Exports : Great Britain $1,115,000,000 The United States 055,000,000 Population Great Britain 31,857,331 " United States 38,558,378 Here we see facte that put us to the hlush. Almost the total exports of Great Britain are manu¬ factured goods, while most of the exports of the United States are of produce and raio material. Of France it can hardly he said that she has ever been dormant to the interests of her maritime power. She has even surpassed Great Britain in a vigilant protection of commerce. Look at the figures paid to her Steamship com¬ panies : Subsidies paid by the French Government for Maritime Mail Services. Sen'ice. S. S. Company. Dates of Contract. No. miles per year. Subsidy per annum. Rate per mile. Japan, Cliina & India... Soutli America, Mediterranean West Indies, Mexico, &o.. United States Englisli Channel Cie des Messageries Mar¬ itimes t í u it ii A. & L. Fruissinet & Co. Cie Generale Transatlan¬ tique i i it Societie Generale pour la dcvelopement du Com¬ merce et de Industrie 22 July, 1864, to 21 July, 1888. 22 July, 1861, to 22 July, 1888. 1 Oct., 1851, to 22 July, 1888. 1 Aug., 1873, to 31 July, 1883. 22 July, 1805, to 21 July, 1885. ft it it 1 Oct., 1872, to 30 Sept., 1884. 225,8441 99,552 146,5531 36,018f 138,400 82,600f 5,3531 8,573,024 fcs 3,044,000 " 4,382,203 " 375,000 " 3,953,257 " 2,861,848 " 100,000 " \37.96fcs. or|7..59i 36.60 fcs. or $7 321 29.90 fcs. or $5.98 10 40 fcs. or $2.08 28.56|fcs or $5.71 28.56^fcs or $5.71 18.08 fcs. or $3.73i Total amount paid yearly by France, per contract 734,388^ 23,388,892 fcs Average, 31.85 fcs. or $6.37 (From official contracts, translated and compiled to date, Sept. 1st, 1877.) 18 Even the large subsidies of Great Britain are eclipsed by the above figures, and yet has any one heard a wail from the people of France about this gigantic expen¬ diture ? The Republic follows the example of the Em¬ pire in this important respect at least. And here note the contrast between France and the United States. The former springs up like the Phoenix from the ashes of both foreign and civil war—from prostration and devastation. She knows well her source of revenue. Ask the French manufacturer what is the secret of his nation's recuperation from almost destruction, and you will learn that he would rather see $7.50 per mile paid out of the public treasury to the Messageries and to the Transatlantique Companies, and be reaping his renewed prosperity, than be to-day like the American tradesmen and manufacturers—idle, if not bankrupt. France has done even more for her merchant marine than merely pay a subsidy—she has placed her principal steamship companies on a national basi.s, made advances as necessary for the building of steamers, and takes a reasonable percentage annually thereafter ; thus repay¬ ing herself for the advance. Germany contracts with her numerous navigation companies for certain amounts of mail pay, and fosters her commercial interests in other resj)ects also. Her shipping laws are judicious. The following quotations from the Old North German 1!) Union shows the sense in that people to a proper rela¬ tionship of the merchant marine to the navy : Section 53. The entire marine population of the Union, the body of " engineers and marine mechanics included, is dispensed from the service in *' the army, but obliged to serve in the Federal navy." Section 54. The merchantmen of all the Federal States form a joint merchant marine. The Union will fix the mode of ascertaining tonnage of *' sea-vessels, regulate issue of bills of tonnage, ship certificates, etc., etc." Italy expends in subsidies to steamships, yearly, the sum of 8,322,028 florins, or $1,664,404; besides payments of postages to other lines. Russia pursues a system of compensation to her steam¬ ship lines, paying 2 roubles, or $1.40 per mile,* although to one line she pays a round subsidy. Austria likewise pays a remuneration per marine league per voyage. Denmark subsidises a line from Copenhagen to Ice¬ land. Japan even, is so discerning that she backs up her own marine, to the severe experience of foreign visitors to her waters. Only two years ago, a branch of the American Steamship line to China, viz., from Yokohama to Shang¬ hai, was compelled to withdraw from that route and sell out, on account of the severe losses sustained by the opposition of the Mitsu Bishi S. S. Co., which was so heavily supported by the Japanese Government, in the determination, to drive off a foreign rival from so lucra¬ tive a trade as lies in those Asiatic ports. This Japanese Company now receives a quarter of a million dollars * Nautical miles traversed being calculated with a fixed maximum. 20 per annum subsidy for so short a route of service. To¬ day the American line calls only at Yokohama and Hong Kong, hut the English and French lines, hacked hy their respective governments, are enabled to fight against opposition, and pursue the even tenor of their way to the rich ports of the Inland Sea, and carry home tons of wealth. 17 per cent, of her exports come to the United States. 55 per cent, of her exports go to Great Britain. 4 per cent, of her imports go from the United States. <)3 per cent, of her imports go from Great Britain. Yet England is six thousand miles further off. Old Spain taught the world commercial enterprise. How many centuries might our national existence have been retarded hut for her liberal patronage of naviga¬ tion ? What vast wealth she acquired from abroad, to he squandered at home ! Even to-day she subsidizes a line to the Phillipine Islands. Holland supports lines to the East Indies and the Mediterranean Sea. The Netherland India S. S. Co. has a contract for 15 years, receiving, as per French system, " an advanced fee '' for the building of new shijos. All the live world is actively working on the broad waters ; while the United States, through supineness, near-sightedness, and Rip Van Winkle-like navigation laws, has been for fifteen years almost invisible in the peaceful contest for sovereignty of the seas. Brazil has communication with England, Germany and France by ten steamship lines {heavily subsidised)-, with the United States, none. A very unwise and 21 narrow policy of our rulers has choked the breath from, the vitality of the one messenger that carried and brought millions of value to our interior as well as sea¬ port towns, and the same mad policy seems to point to the total destruction of the American merchant marine The late Mr. Thos. Tileston, in behalf of the Chamber of Commerce of New York, when submitting a memorial on behalf of our marine, to Congress in 1864, said: ** Although I have passed the age of three score and ten, I hope to live to see steamship lines established between New York and Rio de Janeiro, " and San Francisco and China, and with this beginning we may then ex- " tend our lines to Europe and other places." " for, as matters now stand, England has the advantage over us. For in- " stance, a merchant in Rio de Janeiro requires an invoice of China or Cal- cutta goods ; does he send his order to New York, where these goods can *' be procured in bond as cheap and on as good terms as they can be purchased ** in Europe ? No ! for the very reason that before his order could reach New " York, these goods might actually be on the way to him, by means of the " regular steamship lines plying between England and Brazil. And what is applicable to Rio de Janeiro is equally applicable to other ports where her " (British) steamship lines have, under a liberal and wise policy of Govern- ment, been established." Our Government was then moved to a more far-sighted policy, and provided assistance to the lines referred to ; but, alas, what a sad picture we look upon to-day ! The Government, weary of well-doing, seemingly because the most sanguine expectations were not realized in¬ stantly, or by a mistaken policy of economy, has cut off the small help given to both the Brazilian and Asiatic Lines for the last few years. The first has ceased to exist; the latter would likewise, but for recent energetic management, which has thus far struggled successfully 22 to keep it afloat. To-day the United States mail, or a traveler, must necessarily go to Brazil via England, or by a sail-vessel—think of it !—and we allow $112,500,000 value of her exports to go to other countries, and have no share directly in her $95,000,000 value of imports (for our exports and imports must now make a triangu¬ lar course via England, besides being subjected to other difBculties, delays, and costs outward and homeward) ; the shadow of which picture stands like a ghastly spec¬ tre, pointing with uplifted finger hauntingly to those legislators that unwittingly struck down this manly off¬ spring of our mei'chant marine. The Rio de la Plata, as well as the Amazon, drains rich lands, yet we seem indifferent to the importance of an exchange of staples with this country. The Argentine Confederation imported last year to the value of $60,000,000, and exported a valuation of $50,000,000, mostly with Great Britain and France; the greater part of which passed through Buenos Ayres. Venezuela's trade in imports reached $4,500,000; ex¬ ports, $5,000,000; principally with Germany and Great Britain. Chili imports a value of $.35,000,000, and exports $35,000,000, from and to Great Britain, France, and Germany, principally. Russia imports to the value of $300,000,000, receiving 40 per cent, from Germany, and 32 per cent, from Great 23 Britain; and expoi'ts to the value of $260,000,000 20 per cent, to Germany, 50 per cent, to Great Britain. The Australias import to the value of $234,000,000, and export a value of $288,000,000, one-third of which goes to Great Britain; and the rest of the trade is chiefly with the British Possessions. India imports the value of $221,500,000, and exports the value of $289,500,000, with Great Britain, China, and Japan, almost entirely. Africa will he a field for other than exploring enter¬ prise. Commercial activity there is as reasonable to anticipate as it is positive that it now exists in the once barbarous Australia. Her trade is divided as follows: Algeria imports in value, $38,500,000; and exports, $28,700,000; four-fifths with France, the balance divided with Spain, Turkey, and Great Britain. Good Hope imports $29,000,000; exports $22,000,000; almost entirely with Great Britain. Egypt's total trade is estimated at $150,000,000 per annum. Seventy per cent, is with Great Britain; the rest is reaped by Turkey, Austria, Italy and Greece. Western Africa, with Great Britain chiefly, to $35,- 000,000 imports, and $8,000,000 exports. Contrast with these countries the benefits reaped from Central America through the enterprise of one Steam¬ ship Company; for our own people—and in fact for the world: First, indomitable perseverance created a con- 24 necting link of a few hours' transit from Ocean to Ocean, inthe centre of our continent, drawing to a focus the commercial rays of all nations; tlien^ looking to a harvest of staples needed at home, that corporation sent forth its avant-coureurs to look for agricultural benefits; and for the grand result, see page 56. What opportunities for the "American Commercial Traveler ! " May this be an era for a bridging of the watery "chasm" with American shqis, through the united action of statesmen of every section of our country, for the re-establishment and perpetuation of American sovereignty on the seas ! , The fields are bountiful, and open to enterprise. The Government that aids in establishing commercial routes thereto will reap the benefits therefrom, and also relieve the flow of specie fi'om its treasury by remittances for imports m exports. The agriculturist, the miner, the manufacturer, the banker, as well as the merchant, lose by the present contracted policy of our Government. How can we boast of true enterprise ? We may have developed talent and smartness in advancing ingenious inventions, machinery, and even art, but we fail to reap the full advantages of all these by our deficiency in political economy. 25 What tub United States has Lost, and is Losing. The third division of our argument is naturally a " summing up " in behalf of our own Marine. The commerce of the United States peculiarly requires a national supervision and fostering; because our country is endowed naturally with a vast coast on the Atlantic, Pacific, and the Gulf, affording the benefit of outlet East, West, and South, to our merchants of inland as well as sea-board cities, placing within their reach, if availed of, the commerce of the world ; and on account of the determined efforts of our competitors, England and France—to say nothing of lesser foreign rivals—for the trade and profits which might, with proper nurturing, come to our people, and double the income of our revenue, as it has to those countries. The Northwest has her great water arteries, flowing into one stream to the Gulf; the Lake border, her canal to the Atlantic, as cheap channels to the coast—if relieved from heavy taxes. [See page 54.] But to relieve our coast from being overstocked with stores is the necessity. And why should individual capital alone be risked in a benefit that is national? In a measure we see such benefit to our Revenue from the China steamship service in the last ten years, by the following oflicial figures : ßTATEMENT showing the Amount received at ßan EVancisco for Increased Duties on Imports, cy ,13 •Is.a M ACTip;s. ' 639,183 531,800 "Í38ÍÓÓÓ 564,480 999,083 524,714 318,737 350,000 215,000 600,000 1,800,000 1,248,038 1,475,000 2,000,000 643,403 1,410,000 1,010,000 Ss> o a . a o o * a, a W ACKE8. 029,188 213,000 128,ÓÓO 520,000 800,000 ^ 843,453 I 565,000 600,000 750,000 1,348,038 940,000 3,000,000 378,000 710,000 850,000 2=1 I'gs B" a d .J ACHES. 639,183 217,434 432,707 138,000 517,908 79(),913 39,929 524.718 318,740 546,323 398,865 1,337,443 522,925 780,291 179,058 1,609,748 929,566 4^ CO Minnesota Kansas Corporations... May 5, 1864 July 4, 1866 July 4, 1866 Mar, 3, 18(>3 Mar, 3, 1863 Mar. 3, 1863 July 25, 1866 July 23, 1866 July 25, 1866 July 1, 1866 July 1, 1862 July 1, 18(i2 Mar. 3, 1869 July 1, 1862 July 1, 1862 May 6, 1870 July 2, 1864 July 2, 1864 July 13, 1866 July 25, 1866 .July 25, 1866 July 25, 1866 July 37, 1866 Mar. 3, 1871 Mar. 3, 1867 May 4, 1870 Mar. 3, 1871 Mar. 3. 1871- Lake Superior and Mississippi Southern Minnesota Hastings and Dakota Leavenworth, Lawrence & Galveston Missouri, Kansas and Texas Atchison, Topeka and Santa Fé Missouri liiver. Fort Scott and Gulf. St. Joseph and Denver (Jty Missouri River, Fort Scott and Gulf. Union Pacitic Central branch Union Pacific Kansas Pacific Denver Pacific Central Pacific Do Kurlington and Missouri River Sioux City and Pacific Northerji Pacific Placervillo and Sacramento Valley,.. Oregon branch of the Central Pacific. Oregon and California Atlantic and Pacific Southern Pacific Do Stockton and Copperopolis Oregon Central Texas Pacific N. Orleans, Bat. Rouge & Vicksburgh t Lauds declared forfeited by Congress. 920,000 735,000 550,000 800,000 1,520,000 3,000,000 1,7 0,000 2,350,000 12,000,000 245,160 6,000,000 1,000,400 8,000,000 1,000,100 2,441,600 60,000 47,000,000 f200,000 3,000,000 3,500,000 42,000,000 6,000,000 3,520,000 ■|-320,000 1,200,000 18,000,000 3,800,000 800,000 450,000 500,000 480,000 950,000 3,000,000 500,000 17,000 12,000,000 245,166 6,000,000 1,100,000 8,000,000 1,100,000 2,441,600 45,000 47,000,000 100,000 3,000,000 3,500,000 40,000,000 3,750,000 3,000,000 100,000 300,000 17,000,000 1,600,000 743,241 265,394 169,911 259,830 977,954 2,274,686 22,527 441,158 13,849 1,844,297 186,4.53 506,555 49,811 376,977 387,630 2,374,090 40,596 630,717, 494,6.59 236,525 504,478 686,118 41,178 to 50 Recapitulation of Statement exhibiting Land Concessions by Acts of Congress to States and Corporations for Railroad purposes, to the close of the fiscal year end- ing June 30, 18/6, (From official sources.) States. Illinois Mississippi Alabama Florida Louisiana Arkansas Missouri Iowa Michigan Wisconsin Minnesota Kansas Corporations, (Pacific Railroads) Deduct for lands revert¬ ed and lapsed and for lands declared forfeit¬ ed by Congress Total. Estimated quan¬ tity embraced in the limits of the grant. Estimated quan¬ tity which com¬ panies receive from the grant. Number of acres certified or pat¬ ented under the grant. Acres. 2,.195,053 2,062,34Ci 3,579,120 2,360,114 1,578 720 4,878,149 2,985,160 6,795,527 4,712,480 4,808,436 9,992,041 9,370,000 Acres. 2,595,053 1,137,130 2,708,135 1,760,467 660,411 2,753,171 1,949,175 4,215,337 8,343,125 3,5.58,453 7,876,638 4,947,000 Acres. 2,595,053 935,1,58 3,832,309 1,760,468 1,072.405 3,368,494 1,834,253 3,855,129 3,218,129 2,635,489 6,437,582 4,176,156 55,717,041 37,504,087 83,700,629 159,486,766 150,281,766 8,359,491 215,203,807 187,785,853 43,060,130 6,859,544 4,569,120 4,006,590 208,344,203 183,316,733 88,053,530 Public Lands granted for Canal purposes to June 30, 1876. (From Report of Chief of Bureau of Statistics.) Year. No. of acres. Year. No. of acres. 1837 1,996,729 833,836 125,431 750,000 200,000 500,000 1828 1866 1838 Total 1853 4,405,986 51 Subsidies -paid 31 States and 9 Territories last year from the U. S. Treasury for support of their Mail Service. (Prom Post-Offlce Report, page 199.) Missouri $879,609 59 Texas 353,146 39 Virginia 368,313 09 Mississippi 336,410 67 Kansas 334,347 35 Indiana 303,438 48 Tennessee 190,076 38 Minnesota 170,311 61 Nevada 139,477 39 Maryland 130,974 13 Oregon 109,305 94 Michigan 99,514 56 West Virginia 99,097 77 California 83,438 88 Maine 70,477 50 Vermont 64,676 11 New Mexico Ter. ... 151,539 86 Montana Ter 95,167 11 Idaho Ter 81,761 38 Dakota Ter 70,763 70 Ohio $613,340 49 Nebraska . 368,387 51 Illinois . 343,733 96 Iowa . 347,488 73 Arkansas . 333,084 45 Alal>ama . 330,101 93 Georgia . 199,943 15 North Carolina . 189,453 63 Louisiana . 141,635 30 Wisconsin . 136,544 95 Colorado . 116,673 90 Kentucky . 101,960 19 Florida . 98,609 00 South Carolina . 69,694 71 Delaware . 6,579 09 Utah Territory . 380,064 11 Washington Ter.... . 106,463 75 District of Columbia . 83,341 40 Arizona Territory.. . 78,690 04 Indian Territory.... Eeduced by miscellaneous items. ¡,830,189 78 55,434 37 Actual Deñcit of above States $6,774,765 41 N.B.—Total Expenses of Post-Office Department.. $33,303,487 58 " Eeceipts " " .. 38,644,197 50 Total Deficit of the Post-Office Department $4,619,390 08 Only Seven Slates and Two Territories are self-supporting ! Rccaiiitulation of Net Revenue hy Fiscal Years [From tiie Tronsiiry Department.] Customs. $04,023,8ü3 63,875,905 41,789,620 49,565,824 53,187,511 39,583,125 49,056,397 (;9,059,643 103,316,153 84,928,260 179,046,651 170,417,810 164,464,599 180,048,426 194,588,374 206,370,408 216,370,286 188,089,533 163,103,833 157,107,722 148,071,984 130,956,493 Internal Revenue. $37,640,787 109,741,134 209,404,315 309,226,813 266,037,537 191,087,589 158,350,460 184,899,756 143,098,153 130,642,177 113,729,314 102,409,784 110,007,493 116,700,733 "71 118,630,407 Direct Tax. Sales of Public Lauds. $1,795,331 73 1,485,103 61 475,648 90 1,300,573 03 1,974,754 12 4,200,233 70 1,788,145 85 765,685 61 339,102 88 580,355 37 "sis', 354'51 93,798 80 Premium on loans and sales of gold coin. f;8,917,644 93 3,839,486 64 3,513,715 87 1,7,56,687 30 1,778, .557 71 870,058 54 152,203 77 167,617 1 588,333 29 996,553 31 665,031 03 1,163,575 76 1,348,715 41 4,020,344 34 3.3,50,481 76 3,388,646 68 2,575,714 19 2,882,313 38 1,852,428 93 1,413,640 17 1,139,466 95 976.253 68 Miscellaneous Sources. Otiier miscelian- euus items. $709,357 10,008 33,630 68,400 603,345 31,174,101 11,683,446 38,083,055 37,787,330 29,203,629 13,7,55,491 15,295,643 8,893,839 9,412,637 11,560,530 5,037,665 3,979,379 4,029,280 405.776 $1,116,190 81 1,359,920 88 1,352,029 13 1,454,.596 24 1,088,530 25 1,023,515 31 915,123 31 3,741,794 38 30,331,401 25 35,441,550 00 39,036,314 23 15,037,523 15 17,745,403 59 13,997,338 65 12,943,118 30 23,093,,541 21 15,100,051 23 17,161,370 05 17,075,043 73 15,431,915 81 17,456,776 19 18,031,655 46 Net Revenue. $74,0.56,699 34 68,905,312 ,57 46,055,365 96 53,486,465 64 56,064,607 83 41,509,930 39 51,987,455 48 113,697,290 95 264,626,771 60 333,714,605 08 558,033,()20 06 490,634,010 27 405,638,083 33 370,943,747 21 411,2.55,477 03 383,333,944 89 374,106,867 56 333,738,204 67 889,478,755 47 388,000,051 10 387,482,039 16 369,000,586 63 Recapitulation of Net Ordinary Expenditures by Fiscal Years, (From the Treasury Department.) Civil and Miscellaneous. Premium on Loans and Purchase of Bonds, &c. $385,372 90 303,572 39 574,443 08 1,717,900 11 58,476 51 10,813,349 38 7,001,151 04 1,674,680 05 15,996,555 60 9,016.794 74 6,958,266 76 5,105,919 99 1,395,073 55 Other Civil & Miscellane¬ ous Items- $32,124,214 07 28,164,532.97 26,429,609 57 23,700,295 14 27,976,434 22 23,207,010 46 21,408,491 16 23,256,965 39 27,505,599 46 43,047,658 01 41,056,961 54 51,11 ,223 72 53,009,867 67 56,474,061 53 53,237,461 56 60,481,916 23 60,984,757 42 73,328,110 06 69,641,593 02 71,070.702 98 66,958,373 78 56,252,066 60 War Department. $16,948,196 89 19,261,774 16 25.485,383 60 23,243.822 38 16,409,767 10 22,981,150 44 394,368,407 36 599,298,600 83 690.791,842 97 1,031.323,3()0 79 284,449,701 82 95,224,415 63 123,246,648 62 78.501.990 61 57,655,675 40 35.799.991 82 35,372,157 20 46,323,138 31 42,313,927 22 41,120,645 98 38,070,888 64 37,082,735 90 Navy Department. $14,091,781 06 12,747,976 83 13,984,551 09 14,642,989 73 11,514,964 96 12,420,887 89 42,668,277 09 63,221,963 64 85,725,994 67 122,612,045 29 43.324,118 52 31,034,011 04 25.775,502 72 20,000,757 97 21,780,229 87 19,431,027 21 21.249,809 99 23,-526,256 79 30,932,587 42 21,497,626 27 18,9()3,309 82 14,959,935 36 Indians. $2,709,429 55 4,2()7 .543 07 4,926.738 91 3,625,027 24 2,949,191 34 2,841.358 28 2,273,223 45 3 154,3.57 n 2,629,858 77 5.116,837 08 3,247,064 56 4,642,531 77 4,100.682 32 7,042.923 06 3,407,938 15 7,426,997 44 7 061,728 82 7,951.704 88 6,692,462 09 8,384,656 82 5,966.558 17 5,277,007 22 Pensions. $1,298,208 95 1,312,043 01 1,217.488 47 1.220.378 29 1.102,926 15 1.036.064 06 853,095 40 1,078,991 59 4.983,924 41 16,338.811 13 15,605.352 35 20,936.551 71 23,782,386 78 28,476,621 78 28,340,202 17 34,443,894 88 28,5:53,402 76 29,359,426 86 29,0:38,414 66 29,456,216 22 28,2.57,395 69 27,963,752 27 Interest on Public Debt. $1,953,822 37 1,678,265 23 1.567,055 67 2,6.38.463 96 3,177,314 62 4,000,173 76 1.3,190.:324 45 24,729,846 61 5:3,685,421 69 77.:397.712 00 133,067,741 69 14:3,781.591 91 140,424,045 71 1:30,694,242 80 129,2:35,498 00 125,576,565 93 117,.357,8:39 72 104,750,688 44 107,119,815 21 103,093,544 57 100.243,271 23 97,124,511 58 Net Ordinary Expenditures. $69,571,025 79 67,795,707 66 74,185,270 39 69,070,976 74 63,1:30,598 39 66,.546,644 89 474,761,818 91 7 4,740,725 17 865,322,641 97 1,297,555,224 41 520,809,416 99 357,542,675 16 377,:340,284 86 322,865,277 80 309,653,560 75 292,177,188 25 277,517,962 67 290.:345,245 33 287,133,873 17 274,623,.392 84 258.4.59,797 33 238,660,008 93 * In 1861 there were issued, under the Act ofFebruary 8, 1861, $18,415,000 six per cent, bonds, for which there were received $16,395,'223 90, showing the discount t have been $2,019,776 10, ami this amount should have been treated as a premium in this year. As tliere is no authority of law for imiking the entry now, a warrant caniio be issued covering the transaction ; therefore, it does not appe.ar in this statement. This does not affect the total accounts, however, as in the statement of receipts an payments on account of loans, only the actual umouiit received is charged to this loan account. There are other items of this nature, but the amounts are small and ar offset by premiums received in the aai 54 IMPORTANCE OF PROTECTING TRANSPORTATION. Mr. Alonzo Richmond, President Buffalo Board of Trade, in a published Address, gives the following important data i The cost of railroad transportation is said by careful authorities to be about one cent per ton a mile. On this basis it will cost seventeen dollars to " transport a ton to New York from the Red River Valley (Minnesota and Da- kota). This on one bushel of w heat is about fifty cents. Now, the distance by " railroad from the central portion of Red River Valley to Duluth is about two " hundred and fifty miles, and the estimated cost by the railroad, to that point, " would be for a bushel of wheat eight cents; also, four cents for carriage by " lake to Buffalo, and five for freights by canal to New York, and the total cost "from the central portion of the valley will be only about seventeen cents, " against fifty cents by all rail ; a saving to the producer of thirty-three cents "a bushel. * * * * * * "During the present season canal freights have for a short time been as "low as four cents a bushel for corn, and four and three quarter cents for "wheat, from Buffalo to New York In the same proportion the rate would "be about three cents for corn, and three and three-quarters of a cent for " wheat for Albany or Troy, paying the present rate of tolls, on three hundred "and forty-five miles from Buffalo to West Troy, nine mills and sixty-sixth "thousandths on corn, and one cent and thirty-five thousandths mills on a "bushel of wheat, which is at the rate of $1.58 per ton on wheat, and com " at $1.41 per ton. If free of all tolls, the price would be $1.23 per ton." " The canal, with enlarged double locks, has the capacity to deliver at tide "water, in the average season of two hundred and ten days, the enormous "amount of eighteen million tons of produce. This amount of business may "never be done, but, with improved methods of propulsion, the canal is "capable of doing it; and in order to illust ate forcibly the magnitude of the " business, it will only be necessary to say, if all of this produce was exported, "twenty steamers, of three thousand tons freight capacity each, would be "needed dally for three hundred days in the year. The present departure of "European steamers from New York is only about twenty per week." President Woolsey's Law of Nations remarks : " Is such a nation to be crippled in Its resources, and shut out from man- " kind, or should H depend on another's caprice for a great'part of what makes " nations fulfill their vocation in the world ? * * * ♦ Transit, then, when " necessary, may be demanded as a right." Direct transit is now "necessary "—and "may be demanded as a right" by our people—to those countries tliat will become great markets for our produce and manufactures, if we «bow the enterprise and foresight of other nations. Such countries are now asking of us a reciprocal trade. Our exports should he remittances for our imports. Shall we any longer " depend upon the caprice of other nations" for our transit, or upon English excliange, or longer drain our country of millions and milliousof specie by cash remittances? Tlie cost of such exchange, the loss of specie, the extra freights and passage-money (to say notlnug of tliis loss), and the consequent contingent expenses by trans-shipments and delays, far more tliau overbalance all subventions to direct transit that could he reasonably proposed. 00 WHY HAVE WE NOT PEOSPEREDI Opinion of Ex-Attorney-General Pierrepont. Extract from address to the New York Boards of Com¬ merce, in 1876 : "Merchants of New York:—I left this busy city a year ago to go into "the Cabinet at Washington. When I went there you told me that you were "not prosperous, that trade was depressed in this great city, but that in the " coming Fall it would revive : but last Fall, you said trade had not revived "but would in the Spring. Well, I come here in the Spring, and you tell "me that Spring has nearly passed and that trade has not revived. What is " the matter with your trade ? What is the ditBculty ? * * * Where lies "it ? Surely it lies somewhere. You have everything that makes wealth; "that increases prosperity—mines, crops, health, people, energy, intelligence, " and willingness to toil. \Vhere lies the cause of this gloom, that hangs like " a pall over the whole land ? The difficulty lies in our system of manage- "ment." * * * Proportionate to the goodness of your government is the " value of the things you have. * * * Why has value departed ? Because "your Government is corrupt, and has not honestly and fairly protected you " in your property." In a severely just and able speech, the Attorney-General at¬ tributed the depression in business, commerce, &c., to the necessity of wise and pure legislation, and to fraudulent taxation. Aye, and unjust taxation ! How much better it would be even to make appropriations iiberaiiy to benefit the industries of our people generally than to keep our public Treasuries îuW—for political corruption funds for the party in power. Let us work anew era; for the revival of our commerce and protection of our industries. Prosperity will then follow. Send our manufactures to countries of our own continent; to Asia and Africa direct; not through and at the sufferance of our great European rivals. Our manufactures are equal—and many superior—to any In the world, and ail that our merchants need is, that our legis¬ lators give them a fair chance. In proof of this, ice quote the leading editorial in the London Telegraph, Oct. 17 : "American calicoes are reported to meet with increasing acceptance in "Manchester. The saws and cutlery of Philadelphia and Pittsburg are some- " times preferred to similar manufactures produced in Sheffield. The machine- " made watches of Waltham threaten to supplant the solid horologic workman- " ship of Coventry. Leather from the United States evoke from the tanners " of Bermondsey the confession that they are no longer able to sell the same " material of a certain quality against the Transatlantic product. Agricultural " implements bearing the tra(le-mark of a New York company are to be found " exposed for sale in English hardware shops; and indents from the Colonies " entrusted to firms in London and Birmingham for execution actually include " American edge tools." If this is so in England, what cannot we accomplish through¬ out the world f 56 CENTRAL AMERICAN TRADE. From Statistics collated by Captain John M. Dow; whose work in this country for the last twenty years has entitled him to be regarded as the great promoter of its trade, and to be quoted as authority; we illustrate its development in the last two decades by taking the one item— C <> FF K K . In 1857 Guatemala exported 19,000 lbs. 18G0 " " 130,000 " Tills year Guatemala exports 20,119,200 lbs. " Costa Rica " 25,517,050 " " Salvador " 10,992,997 " Making total exportation of 1877 5(5,629,343 lbs. Ten years ago the trade amounted to only 15,600,000 lbs. which shoics an increase of 250 "per cent! This large increase of production is chiefly due to the facilities afforded by the Pacific Mail Steamship Co.,* which makes semi-monthly calls at all the principal Cen¬ tral American and Mexican ports on the Pacific coast. Capt. Dow shows also that this peci^le, and also the South Americans, prefer our staples—especially cottons —but want a recijirocal trade. Here is an invitation to our Manufacturers ! * 111 1848 this Comi)any was nearly ruined in its inauguration, but saved by the Government advancing the full subsidy appropriated for that year. 57 Amounts of Mail Pay to Foreign and American Steam¬ ships, compared for ten years. [From Congressional Documents.] To Foreign Steam¬ To American Steam¬ ship Companies. ship Companies. 1860 $147,085 84 $280,712 53 1861 235,718 54 306,970 70 1862 285,884 23 90,303 77 1863 832,184 80 55,663 13 1864 871,740 43 54,543 54 1865 405,479 56 65,555 52 1866 464,978 60 136,089 33 1867 455,049 32 181,522 74 1868 887,304 35 132,095 09 1869 336,163 24 82,178 54 Assistance of U. S. Post- Offlce to Foreign Steam¬ ships $3,421,783 41 $1,385,634 89 Assistance of U. S. Post- Offlce to American Steam¬ ships 1,385,634 89 Total Mail payments to Steamships in ten years.. $4,807,418 30 Showing amount paid to Foreign tonnage to be almost three times the amount paid to American tonnage. DISTANCES IN NAUTICAL MILES. Prepared hy the Hydrographie Office^ U, 8. Navy Department, New York to Liverpool 3,080 " Southampton 3,147 " " Hamburg 3,577 " Havre 3.269 " " Lisbon 2,940 " " Suez 5,241 " Bombay 8.275 (via Suez.) " '-Calcutta 9,910 (via Suez.) " " Cape Verde 3,365 " " Congo River 4,410 " " Cape Good Hope 6,800 (Cape Town.) " Havana 1.170 '• " Aspinwall 2,017 " " Rio de Janeiro 4,733 " " Buenos Ayres 5,820 " " Cape Horn 7,000 New Orleans to Vera Cruz 817 " " Aspinwall 1,427 " " Havana 620 " " Rio de Janeiro 5.350 Aspinwall to Maracaybo 662 u u Trinidad 1,153 (Puerto España.: " " Pernambuco 3,265 •' " Rio de Janeiro 4,395 Cedar Keys to Havana 358 " " Kingston 1,010 " " St. Thomas 1,345 AVERAGE DISTANCES OF STEAMSHIP LOGS. San Francisco to Yokohama 4,750 miles " " Shanghai 5,960 " Hong Kong 6,370 " Singapore 7,825 " " " Calcutta 9,535 " Sandwich Islands 2,092 " " " Auckland 5,925 " " " Sydney L201 " Acapnlco 1,812 " " Panama 3,220 " " Callao 4,580 " "• Valparaiso 7,442 " Cape Horn.; - 9,127 " z n> ET tö z I- 3 ^ -3 o "br CO «0 Dollars. Boston, Mass. 180,192 Dollars. Boston, Mass. Ü» Or Ö ?" Buffalo, N. Y. iO Oi -a G Buffalo, N. Y. 'ti> CO £ - G Chicago, m. c M> "o (X o o JB Cincinnati, Ohio. ïd H o s œ 00 bo íí- G o_ Cincinnati, Ohio. G > GC CO O Ö o_ ÍC Cleveland, Ohio. <1 G oo B Cleveland, Ohio. X G O G ^3 Oi -5 SÛ G se Detroit, Mich. > H CO p' lo o X G o j» Detroit, Mich. H > G O Z G Oi g u œ Louisville, Ky. G G O G G - O ä Z O -a -1 ot G o. Louisville, Ky. JO CO £ 0 o X Memphis, Tenn. IC % CO G o_ Memphis, Tenn. O G 19,0851 Ö O cc Milwaukee, Wis. oo ül CO G 03 Milwaukee, Wis. O G G X s g G 2- '? Philadelphia, Pa. G O G G m CO >«- o G o 05 Philadelphia, Pa. O G G G X G > i® bo CO >ii«. G o ce Pittsburg, Pa. CO > g W G W G "cî 05 G JC Pittsburg, Pa. CO o "-q Ü o Providence, R. I. CO y O 03 Providence, R. I. 3 <3 G G j» "os Oi o G o Rochester, N. Y. O G _îO b». :0 en G Rochester, N. Y. >c^ >c^ Oi G San Francisco, Cal. co en bo Ci G o 03 San Francisco, Cal. 1 177,597 1 G Saint Louis, Mo. G "-0 G Saint Louis, Mo. X 1,101 1 G o Toledo, Ohio. "Vi X X G Toledo, Ohio. 1,729,482 O o 03 o H > s Ci ÍO ÎO G o » i-S 03 •e o H !»► t- GC WHAT ONE AMERICAN SHIP-YARD HAS ACCOMPLISHED. Mnterial Comumed and Money paid out therefor, and for Wages, in Construction of Iron Ships and Marine Engines, by one of our Ship-yards. (By permission.) Mateuials. 1873. 1875. Estimated to finish work under contract to be completed be¬ fore Sept. 1, 1877. Total in Last Five Years. Quantity. Value. Quantity. Value. Quantity. Value. Quantity. Value. Plate Iron, lb 18,078,722 $001,150 13,399,357 $518,035 3.597,542 $228,365 58,523,585 $2,524,072 Angle Iron, lb 2,013,410 136 580 4,309,582 155,070 2.153,570 53,818 15,024,754 588,892 Deck Beamp, lb 1,008,475 58.898 1,193,422 57,755 705,824 22,938 4,-583.329 220,748 Kivets, lb 725,5!»^1 50,591 939,070 57,161 081,300 27,752 3,914,336 233,668 Bar Iron and Forgingp, tons 2,188 210,480 1,418 101,232 1,285 66,834 7,920 618,390 Pig Iron, tons 3,288 135,777 1,770 56,472 1,506 31,648 12,531 457,339 Steel, lb 43.404 7,075 11,155 2,117 7,100 1,074 125,867 2,882 Ingot Copper, lb 205,528 74,293 224,870 50,520 103,959 20,824 1,028,476 261,159 Sheet Copper and Sheet Brass, lb. 102,525 38,959 110,139 20,921 09,575 22,264 402.095 136,158 Tin, lb 22,152 8,021 18,401 4,515 9,040 1,735 95,801 28,495 Spelter, lb 21,086 1,093 16,800 1,279 13,640 992 99,484 7,863 Brass Tube & Condenser Tubes, lb 89,010 37,014 77,133 26,602 56,125 17,081 347,745 128,731 30,674 20,707 11,621 Brass Boiler Tubes 49,407 34,656 109,998 Lumber, feet. Paints Files, Hardware, Bolts and Nuts, Rubber, Oil, Waste, &c., &c... Steam Pumps Windlasses Boats Wire Rope Manilla Rope Sails Tackle Blocks Steam and Gas Pipe and Fitting Anchors and Chains, lb Coal, tons Lead Plumbing Improvement and Increasing Ship¬ yard Facilities and Constniction of Rolling Mill Sundries. Lamps, Compasses, Hose, Glass, Masts, Capstans, Bell Hanging, &c, Wages. Total, 3,764,730 145,082 8,616 168,005 16,233 37,424 10,700 10,145 5,892 5,269 5,820 5,874 3 187 18,346 12,189 47,612 5,528 7,405 167,483 37,214 1,785,476 $3,888,244 3,303,430 7,475 135,274 19,158 36,488 9,064 8,534 569 6.377 3,144 866 1,416 8,392 1,202 40,'i22 8,878 13,300 101,493 36,082 1,212,819 $2,716,724 2,887,800 249,754 5,200 88,641 14,137 21,684 5,200 10,800 6,245 4,635 9,643 7,890 3,987 6,176 11,175 20,800 4,872 10,850 34,506 942,684 $1,746,617 15,377,888 43,606 618,834 93,148 154,636 46,371 44,134 24,883 33,591 39,653 26,222 17,815 62,988 43 91Í 224,400 36,351 65,235 414,353 199,484 7,269,734 *$14,890,147 * $14,000,000 of this sum was for labor; balance for raw material, viz., iron, coal and timber. COMPARISON of SAILING TONNAGE in the FOREIGN TRADE of the United States, by Months, for the Two Fiscal Years ending June 30, 1875 and 1876. (From Official Statistics.) MONTHS ENTERED. CLEARED. American Vessels. Foreign Vessels. American Vessels. Foreign Vessels. Num¬ ber. Tons. Men em¬ ployed* Num¬ ber. Tons. Men em¬ ployed* Num¬ ber. Tons. Men em¬ ployed* Num¬ ber. Tons. Men em¬ ployed* 1874-Jnly August September October November December 1875—January February March April e..,.. May Juno Total 1875- July August September October November December 1876—January February March April May June Total Total Steam Tonnage.. Grand Total.... 1,336 1,176 1,133 1,049 945 620 337 440 668 690 1,242 1,438 335,210 338,302 335,891 305,433 314,.360 244,8.50 150,002 186,524 293,970 297.005 371,518 399,985 11 383 10,888 10,745 9,715 9.704 7,592 4,918 5,820 8.296 9,079 11,8.52 12,907 2,064 2.072 2,081 1,9-31 1,534 854 500 495 803 945 1.709 1 899 798 550 825,431 813,334 788,327 687,319 642,223 4.54,092 483.578 631,183 601,590 715,802 677,431 27.713 28,397 28,025 25,642 20,758 17,074 11,896 12.683 16,468 16.540 21.966 23,631 1,196 l,l30 1,101 1.096 852 711 550 475 779 829 1,293 1,204 345.937 331,574 295,199 321,579 306,742 320,847 241,865 225,-342 323,488 314,028 367.244 342,793 11,125 10,727 9.270 10,:392 9,270 8,979 7,0:33 6,481 9,2:30 9,&44 11,870 11,189 2,138 1,979 2,000 2,016 1,524 877 600 548 712 1.0.53 1,610 1,963 834,801 744,093 766,603 797,477 637,573 6:36,390 542.:300 520,8:38 59:3.777 6.53,412 701.842 730,762 27,680 26,2(55 26,705 26,820 19,(572 17,:32] 13,770 13,288 15,:3,54 17,707 21,757 24,214 11.074 3,573,950 113,059 16,887 8,118,860 250,493 11,216 3,7:36,639 115,872 17,020 8,159,868 250,553 1,274 1,159 1,685 1,143 842 538 508 461 725 743 1,277 1,495 .353,992 332,582 295,374 333,972 265,941 242,652 218,835 190,9.38 310,645 271,.330 399,471 395,704 11,515 10,797 10,267 10,881 8,520 7,100 6,446 5,727 8,606 8,376 12,821 13,046 1,963 1,927 1,843 1,924 1,550 992 1,074 695 784 1,048 1,885 1,716 757,338 769,444 714,633 776.65.3 683,336 649,667 873,150 598.677 864,332 673,970 903,506 734,806 26,022 35.814 23,987 2:3,764 20,4:33 18.350 21,296 14,689 16 034 17,:377 25,780 22,421 1.273 1,1:32 1,159 1,029 1,031 677 611 520 569 794 1.274 1,279 357,846 329.789 224,345 326,997 327,960 315,:35:3 249,207 2:34,5.34 • 245,710 271,066 357,0s2 302,566 11.629 10,567 10.820 10,795 10.099 8,5:39 7,168 6,.52 ) 7,128 8. .5.39 11,906 12,482 2,197 1,8?>3 1.867 1,880 1,597 843 844 865 918 1,0:33 1,829 1,952 8:38,365 719.2:37 715,248 75(5,493 7'00,7:37 665,246 184,102 714,915 757,310 680,905 842,840 848,301 28,2.53 24,;3.54 2:3,997 23.801 20,627 16,4:30 1(5,706 17,157 18,159 17,414 24,025 25 479 11,250 967 3,611,4.36 1,100,513 114,102 39,278 17,401 1,323 8,899.312 3,319,053 255,967 91103 11,348 990 .3,732,415 1,100,262 116,246 39,133 17.688 1,3:31 8,922,699 3,:317,919 256,506 94,292 12,217 4,711,949 153,480 18 724 12,218,365 350,070 12,3:38 4,832,677 155,379 19,019 12,240,018 350,24 * Including only seamen. The building of one ship, say 2,500 tonnage, gives employment to 600 men, of over thirty trades, paying an average of $500 per year to each. Ten ships would employ 6,000 men, paying a gross sum of $3,000,000 to every trade from the miner to the engineer. . G3 PERCENTAGES OF THE DECADENCE OF AMERICAN SHIPPING. 1876. ï!cent. Sailing Vessels enterccl—Amerícan Tonnage 3,611,436 '2888 Foreign " 8,899,312 -Till Total entered 12,510,748 cleared—American Tonnage 3,732,415 *2948 Foreign " 8,922,699 -7151 Total cleared 12,655,114 Steamers entered—American Tonnage 1,100,513 *249 Foreign " 3,319,053 *751 Total entered 4,419,566 " cleared—American Tonnage 1,100,262 *249 " Foreign " 3,317,919 "751 Total cleared * 4,418,181 Sailing Vessels and Steamers entered—American 4,711,949 '2783 " " " Foreign 12,218.365 -7216 Total entered 16,930,314 " " cleared—American 4,832,677 *283 " " " Foreign 12,240,618 *717 Total cleared 17,073,295 Total Tonnage entered 1869—American Tonnage 3,402,668 .3888 Foreign " 5,347,694 *6112 8,750,362 Total American Tonnage, 1869 3,402.668 " 1876 4,711 949 Increase 1,309,281 *3847 Total Foreign Tonnage, 1869 5,347,694 " " " 1876 12,218,365 Increase 6,870,671 1.2849 Total Tonnage, 1876 ...*16,930,314 •' " 1869 8,750.362 Increase 8,179,952 Of this increase in 7 years the Foreign gain was 6,870,671 .8399 American " only 1,-309,281 *1600 The decrease in American tonnage from 1875 to 1876 was.. 583,611 * Employing Foreign seamen, 350,070 ; .69.52 per cent. " American " 153,480 ; .3048 " 64 American and Foreign Tonnage entered at Ports of the United States from Foreign Countries in. the following Tears, viz. : [From Official Figures.] Fiscal Years. American Tonnage. Foreign Tonnage. American in Ex¬ cess of Foreign Tonnage. Foreign in Ex¬ cess of Ameri¬ can Tonnage. 1830.. 967,227 131,900 825,327 1840.. 1,576,946 712,363 804,583 1850.. 2,573,016 1,775,623 797,393 \ 1860.. 5,921,285 2,353,911 3,567,374 1801.. 5,023,917 2,217,554 2,806,363 1862.. 5,117,085 2,245,278 2,872,407 1863.. 4,614,698 2,640,378 1,974,320 1864.. 3,066,434 3,471,219 404,765 1865.. 2,943,661 3,216,967 273,306 1866.. 3,372,060 4,410,424 1,038,364 1867.. 3,455,052 4,318,673 863,621 1868.. 3,550,550 4,495,465 944,915 1869.. 3,402,668 5,347,694 1,945,020 1876- 4,711,949 12,218,365* 7,506,416 *This is a startling increase of foreign tonnage in the last seven years, viz.: 128 per cent., and gives employment to over 3SO,000 foreign sailors, ccnwequently leaving that number of our own seamen unemployed. To learn, also, the neglect to our workmen, see pp. :i6, 38, and 61.