I RE PORT TO TIHE SECRETARY OF THE TREASURY IN 1RELATION'1'T) TIIE FOREIGN COMMERCE OF THE UNITED STATES ANSI) T l' DECADENCE OF AMERICAN SHIPPING, JOSEPH NIMMO, JR{., CHIEF O1' TONNAGE DIVISION, TREASURY DEPARTMENT. WASHINGTON: GOVERNMENT PRINTING OFFICE. 1870. 41ST CONGRESS, HOUSE OF REPRESENTATIVES. Ex. Doc. 2d Session. No. 111. FOREIGN COMMERCE AND DECADENCE OF AMERICAN SHIPPING. LETTER FROM THE SECRETARY OF THE TREASURY, TRANSMITTING IReport of Chief of the Division of Tonnage in the Treasury Department in relation to the foreign commerce of the United States and the decadence of American shipping. FEBRUARY 3, 1870.-Referred to the Select Committee on the Decline of American Commerce and ordered to be printed. TREASURY DEPARTMENT, January 31, 1870. SIR: I have the honor to transmit to the House of Representatives a report made to the Secretary of the Treasury by Mr. Joseph Nimmo, jr., Chief of the Division of Tonnage in the Treasury Department, in relation to the Foreign Commerce of the United States and the Decadence of American Shipping. Very respectfully, GEO. S. BOUTWELL, Secretary. Hon. JAMES G. BLAINE, Speaker House of Representatives. Report to the Secretary of the Treasury in relation to the foreign commerce of the United States and the decadence of American shipping, by Joseph Nimmo, jr., Chief of Tonnage Division, Treasury Department. TREASURY DEPARTMENT, Washington, January 25, 1870. SIR: I have the honor to report as follows concerning the commercial marine of the United States, in compliance with your order dated June 25, 1869: In the performance of this duty during the months of August and September last, I visited Wilmington, Delaware; Chester, Pennsylvania; 2 FOREIGN COMMERCE OF THE UNITED STATES, ETC. Philadelphia; NewYork; Boston; Portland, Bath, and Eastport, Maine; and St. John, New Brunswick, for the purpose of conferring with persons who have been, or are now, largely engaged in shipping and ship-building, with most of whom I have since held correspondence. I have to acknowledge the very cordial and valuable co-operation of all with whom I have conferred. Commercial exchange is the first necessity of social well-being, and the fundamental condition of national prosperity. Transportation hence arises, not as a source, but as a means of securing individual and national wealth. In a true sense transportation is the natural obstacle of commerce. That policy is, therefore, wisest which seeks to remove from it all burdens, and to afford it all the aids which the present or prospective demands of commerce may require. Transportation adds nothing to, but subtracts from, the value of every article of commerce, and this reduction in value is equal to its cost in time and human effort. One of the most important services, therefore, which an individual can render to society is to devise means of reducing the cost of transportation, and at the same time of promoting commercial exchanges. This can be accomplished in various ways: by the discovery of new and economical motive powers; by the invention of improvements in locomotive mA;chinery, or in the form and capacity of the vehicles of commerce; by the carriage of commodities in bulk; by the opening of shorter or easier routes of commerce, or by such a distribution of the various industries of a nation as shall tend to bring producer and consumer nearer together. The extension of the telegraph to the large commercial ports of the world has also greatly reduced the cost of transportation by avoiding the risk of unprofitable voyages, thus reducing the amount of shipping required. The latest, and one of the most wonderful achievements of civil engineering in modern times, the Suez canal, may at first, by reducing the cost of transportation between Europe and the East Indies, throw thousands of tons of shipping out of employment, and individual fortunes may be lost, but that great work will ever be regarded as one of the most valuable improvements of the present age. It is a matter of the highest national importance that the tribute necessarily paid in this country to transportation shall be paid to our own citizens. Besides pecuniary considerations, there are other very weighty reasons why our entire coasting trade and at least one-half of our trade with foreign nations should be carried on in American vessels. At the beginning of this century "commerce among the States" embraced only the transportation of freight and passengers along the seacoast from Maine to Georgia in sailing-vessels, together with such exchanges as were made by teams over the public highways. After the purchase of Louisiana in 1803, for the more convenient regula.tion of the " coasting trade," it was provided that the coast and navigable waters of the United States, from Maine to Georgia, should constitute one " great district," and that the coast and navigable waters on the Gulf of Mexico should constitute another " great district." After the purchase of Florida in 1821 the shores and waters of that Territory were created a third " great district." But commerce in its mighty march has paid little heed to either State or "great district" lines. By its extension on inland waters, a vast interior territory has been developed, and to-day our merchant marine embraces three grand divisions, differing not only in the form and construction of the vessels employed, but separated by well-defined topographical and geographical limits. These divisions are the ocean, the FOREIGN COMMERCE OF THE UNITED STATES, ETC. 3 western rivers with their ten thousand miles of navigable waters, and the great lakes stretching from the State of New York to the center of the continent. The power of steam has also struck out new commercial lines, crossing mountains and valleys, spanning navigable rivers, and traversing the continent itself. Besides the railroads of the country, that most important public improvement, the Erie Canal, whose magnitude and value have never yet been fully appreciated, has formed a connecting link of navigation between the great lakes and the Atlantic. One of the principal desiderata of internal transportation at the present time is the improvement of that great work, so as to admit of the passage of steam-vessels of six hundred tons burden between Buffalo and New York, the terminal depots of lake and ocean commerce. The small practical value of the other avenue of water communication between the West and the ocean, the St. Lawrence River, is shown by the following statement of direct shipments from American lake ports to ports in Europe: Statement showing the number and tonnage of vessels cleared from ports on the northern lakes for ports in Europe, and the value of exports therein, from June 30, 1857, to June 30, 1869. Fiscal year. No. Tonnage. Value of Fiscal year., No. Tonnage. Value of exports. exports. 1857 -----—... —- 2 505 $25, 372 1864............... 2 808 $147, 647 1858................ 12 4,147 41,795 1865.............. 2 642 49, 654 1859 -........ —---...... 15 5, 212 34, 229 1866. —-..-.. —-. 2 458 4, 510 1860................ 3 942 9,185 1867.............. 316 36, 330 1861................ 5 1, 898 69, 682 1868............... 3 911 50, 222 1862........ 1 237 10, 661 1869............... 1 320 24, 760 1863..-....... 7 2, 306 100, 000 The extension of interior lines has developed a commerce far exceeding in value our commerce with foreign nations. The statistics of internal commerce, excepting those of the New York Canals, are very crude in comparison with the systematic and accurate statistics of our foreign trade. The value and amount of the commerce of the Mississippi River and its tributaries are a mere matter of conjecture. The statistics of the railroads of the country are made up from reports made by railroad officials to State governments. The relative value of our commerce with foreign nations, and our internal commerce, may be inferred from the following comparisons: VALUE OF MERCHANDISE TRANSPORTED. Value of merchandise transported in foreign trade by American and foreign vessels, A. D. 1868......... $827, 598, 038 Value of merchandise transported on Erie Canal, A. D. 1868.............. ------—.... —----—...... 239, 561, 569 Value of merchandise transported on railroads of New York, A. D. 1868................................ 1, 444, 373, 495 Value of merchandise transported on railroads of the United States, A. D. 1868, (estimated)............ 10, 472, 250, 000 GROSS EARNINGS. Estimated gross earnings: American and foreign vessels employed in foreign trade, A. D. 1869................ $97, 857, 752 Estimated gross earnings: Railroads of New York, A. D. 1867...................................... 49, 661, 572 4 FOREIGN COMMERCE OF THE UNITED STATES, ETC. Estimated gross earnings: Canals of New York for A. D. 1868, (embracing freight and tolls)................. $9, 012, 659 Estimated gross earnings: Railroads of Massachusetts.. 18 279,100 Estimated gross earnings: Railroads of United States.. 400, 000, 000 COST. Estimated cost: American and foreign vessels in foreign trade.............................................. $243, 966, 000 Estimated cost: American vessels in coasting trade.... 157, 271, 000 Estimated cost: Erie Canal.......................... 39, 152,640 Estimated cost: Railroads of the United States........ 1, 869, 529, 313 A question of profound interest to the country arises at this time in regard to the value of the Pacific railroad as an avenue of commerce. He has studied the subject of transportation to little purpose who supposes that it will, to any great extent, supersede transportation by water. It is believed that a part of the teas, and the most valuable fabrics, may bear railroad transportation, especially to the interior of the country; but the general commerce between Asia and the eastern markets of the United States must still seek the cheaper route by water. The effect which the Suez Canal will have upon the merchant marine and the, foreign commerce of the United States is also at this time a subject of deep interest. France has undoubtedly gained an advanced position in ocean commerce, and Marseilles may ere long, as a commercial center, rival London and Liverpool. The relative cost of the various modes of transportation by land and by water is a point of very great national importance, and one, indeed, worthy of thorough and careful investigation. Perhaps there are no available data on the subject more valuable than the results obtained by Hon. William J. MeAlpine, in his report for 1855, as engineer of the State of New York. That statement is as follows: Cost of transportation per ton per mile in 1852. Mills. Ocean, long voyage................................... 1 Ocean, short voyage................................... 2 to 4 Lakes, long voyage...................................... 2 Lakes, short voyage-..................... 3 to 4 River, (Hudson).......................................2 River, (St. Lawrence and Mississippi). -.................. 3 Canals, Erie enlargement................................ 4 Railroads, transporting coal............................. 6 to 10 Railroads, not for coal, favorable grades................ 12. Railroads, not for coal, steep grades....................... 15 to 25 The improvements made in the means of transportation have undoubtedly produced changes in these rates. Time, as an element of transportation, has a speculative and therefore an unknown value. It is generally over estimated, the tendencies of the age being to reduce time even at the sacrifice of increased freight charges. Owing to improvements in permanent roadway and equipments, railroads are every year carrying more of the products before transported only on water lines, while on the ocean the trade between our large ports is rapidly passing to the prosperous steam lines which within a few years have sprung up all along the Atlantic and Gulf coast. FOREIGN COMMERCE OF THE UNITED STATES, ETC. 5 When steam lines were first started between the United States and Europe it was supposed that they could carry only first-class passengers and the most costly freights; but the improvements in ocean steam navigation have been so great that now the enterprising English and German lines are carrying emigrant passengers and goods, which but a few years ago could be carried only in sailing vessels. The whole carrying trade with Europe has thus been changed within the last ten years. It would, however, be as absurd to predict the entire supersedure of sailing vessels by steamships, as it was a few years ago to suppose that the locomotive engine would in time render useless the labor of the horse and ox. There is work for all, and we may expect to see an increase rather than a diminution of both sailing and canal boat tonnage. Undoubtedly the rapid introduction of steamers has at first had a tendency to reduce the tonnage of sailing vessels, and especially to reduce the amount of ship-building for ocean commerce. It is estimated that in the general trade between the United States and Europe eighteen tons of steam tonnage are equal to about thirty-two tons of sailing tonnage. The entire substitution of steam for sailing vessels would, therefore, require a little more than one-half the tonnage actually employed in order to perform the same amount of work. The steam tonnage (American and foreign) employed between the United States and foreign countries being 31- per cent. of the total tonnage so employed, it may be stated in general terms that if our entire commerce was now carried on in sailing vessels, the amount of tonnage employed would be increased 25 per cent. The steam tonnage entered at the port of New York, from foreign countries, during the year ending June 30, 1869, was but 45 per cent. of the total tonnage entered at that port, whereas the value of imports in steam-vessels was 80139'3 per cent. of the value of the total imports. Hence it is estimated that 56 per cent. of the value of the total imports into the United States was received in steam-vessels. THE DECADENCE OF AMERICAN SHIPPING IN FOREIGN TRADE. Our ocean commerce is divided into two branches, the coasting trade and the foreign trade. American vessels in the coasting trade compete only with land lines of transportation-foreign vessels being debarred from all participation in this branch of our commerce. We, therefore, see no diminution of American tonnage so employed. American ships in the foreign trade, on the other hand, enter into free and equal competition with the ships of all nations holding relations of maritime reciprocity with the United States. The tonnage of American vessels thus employed has fallen off 43 per cent. since 1861. American vessels are not necessarily confined to either the home or foreign trade. They pass from one occupation to the other by simply exchanging their marine documents at the custom-house, the expense in neither case amounting to more than $2 25. Owing to the wars which prevailed in Europe from 1793 to 1815, English and French vessels were in constant danger of capture, and therefore foreign shippers sought the protection of the American flag. Thus our merchant marine had a rapid development in its very infancy. Not only did we gain almost the entire control of our own trade with foreign nations, but we became to a great extent common-carriers for the nations of Europe. Besides a considerable amount of the foreign trade of Europe was deflected to an indirect trade through ports of the United States. Owing also to the abundance and cheapness of ship-building 6 FOREIGN COMMERCE OF THE UNITED STATES, ETC. material in this country, the skill of our naval architects, and the enterprise of our ship-builders and merchants, American shipping enjoyed a long season of prosperity, culminating in the proud position which we held as a commercial nation in 1855, the tonnage of the United States being then nearly equal to that of England. It was estimated that at that time the marine tonnage of the world was divided about as follows: the United States one-third, England onethird, and all other nations combined one-third. A remarkable train of events led to the unprecedented prosperity of our merchant marine from 1846 to 1857, viz: the Mexican war in 1846, 1847, and 1848, the discovery of gold in California in 1848, and finally the Crimean war in 1854, 1855, and 1856, which, by engaging many of the merchant of England in the transportation of material of war, left an open field for our, enterprising ship-owners. About the year 1850 our fast and elegant clipper-ships attained a world-wide fame. It was said that in 1853 they took the preference for freights over British ships even in the port of London. England looked with alarm at the wonderful maritime growth of her young rival of the West, for she saw in it the threatened loss of her commercial power. As the natural result of a supply greatly exceeding the demand, the ship-building interests of the country were utterly prostrated in 1858 and 1859, (see Chart 22,) while the shipping interest, as indicated by tonnage entered and cleared, (see Chart No. 19,) held up very nearly to the highest point ever attained until the year 1861, when the fortunes of war proved as disastrous to our maritime interests as they had been propitious in the early history of the country. Armed privateers, built in British ship-yards, and enjoying the protection of British ports, went forth on their errand of destruction, and in the course of three years well-nigh drove the American flag from the commerce of the seas. Whether the course pursued by England, at that important crisis of our history, may or may not be attributed to a desire of once more grasping the international commerce of the world, it is certain that she has gained the alluring prize. The statistical charts at the end of this report tell in graphic lines the story of our commercial downfall, and of her commercial triumph.. During the dark period of civil war, (the year ending June 30, 1864,) for the first time in the history of the nation, the tonnage of American vessels entered at seaports of the United States from foreign countries fell below the tonnage of foreign vessels entered. This fact is illustrated by Chart No. 19. It is seen that the tonnage of British vessels entered at our seaports since 1861 has constituted 76 per cent. of the entire foreign tonnage entered. Similar facts are exhibited by Chart No. 20, which is compiled from the statistics of our imports. It is also seen that during the year ending June 30, 1862, the value of imports in American vessels fell below that in foreign vessels, and that the percentage of imports in foreign bottoms since that date is greater even than the percentage of tonnage entered of American vessels. This is accounted for by the fact that a very large proportion of our most valuable foreign goods are imported in British steamers at New York. These two charts (Nos. 19 and 20) indicate, the one by the line of total tonnage entered, and the other by the line of total imports, that our foreign commerce has been subject to frequent and violent fluctuations, and that during the last four years it has been larger than ever before in the history of the country. Our misfortune is simply this: British ships have superseded American -ships not only in the international commerce of the world, but also to a very great degree in our own trade with foreign nations. The extent of the reverse which our merchant marine has suffered FOREIGN COMMERCE OF THE UNITED STATES, ETC. 7 may perhaps be better appreciated from the following statement: (See Chart 19.) During the six years ending June 30, 1861, the tonnage entered in American vessels amounted to 18,136,439 tons, and the tonnage entered in foreign vessels amounted to 8,622,226 tons, while during the six years ending June 30, 1869, the tonnage entered in American vessels amounted to 10,242,425 tons, and in foreign vessels to 17,561,352 tons; showing that American tonnage in our foreign trade had fallen from 210 to 58 per cent. of foreign tonnage in the same trade. Stated in other terms, during the six years ending June 30, 1861, 67 per cent. of the total tonnage entered from foreign countries was in American vessels, and during the six years ending June 30, 1869, only 37 per cent. was in American vessels, a relative falling off of nearly one-half. Similar facts are indicated by Chart No. 20, which is correlative with Chart No. 19. Comparing the two periods, we find that during the six years ending June 30, 1861, the value of imports in American vessels was $1,358,619,000, and in foreign vessels $636,104,000, and that during the six years ending June 30, 1869, the value of imports in American vessels was $635,021,000, and in for. eign vessels $1,593,377,000, showing that the value of imports in American vessels had fallen from 213 per cent. to 40 per cent. of the imports in foreign vessels; or, stated in other terms, during the six years ending June 30, 1861, 68 per cent. of the total imports into the United States were received in American vessels, and during the six years ending June 30, 1869, only 28 per cent. were in American vessels. The charts from 1 to 20, inclusive, exhibit the incontrovertible fact that the loss of the United States has been the gain of England. The supersedure of American by British ships is also exhibited by Charts 1 to 14 inclusive. Brief summaries of the facts indicated by the charts are presented as follows: Comparative statement showing the decadence of American shipping at the ports of Boston, New York, Philadelphia, Baltimore, New Orleans, and San Francisco. [Charts 1 to 6 inclusive.] Per cent. of total tonnage entered in American and foreign vessels. Ports. 1856 to 1861, inclusive. 1862 to 1869, inclusive. Per cent. in Per cent. in Per cent. in Per cent. in American foreignv es- American foreign vesvessels. sels. vessels. sels. Boston....................................... 50 50 30 70 New York............................. 74 26 36 64 Philadelphia............................... 83 17 57 43 Baltimore -----............... —-—. —---- 79 21 49 51 New Orleans............................... 74 26 43 57 San Francisco..............7... 75 25 72 28 8 FOREIGN COMMERCE OF THE UNITED STATES, ETC. Comparative statement showing the decadence of American shipping in the various branches of foreign trade. [Charts 7 to 14 inclusive.] Per cent. of total tonnage entered in American and foreign vessels. 1856 to 1861, inclusive. 1862 to 1869, inclusive. Per cent. in Per cent. in Per cent. in Per cent. in American foreign yes- American foreign vesvessels. sels. vessels. sels. France.......................................87 13 50 50 Great Britain.-....... —....... - - -........65 35 31 69 German States..2..2.................. 28 72 10 90 The Mediterranean...6......... 3..... 68 32 40 60 West Indies. 1..5........................ 85 15 66 34 South American......................... 90 10 72 28 East Indies, (exclusive of China). —.-. —..92 8 60 40 China.......................................89 11 47 53 In 1862 the ship-building of the coast was less than it had been during any year since A. D. 1844, and there has been but little improvement since. The depression of our ocean ship-building is due almost exclusively to the great falling off in the building of large vessels designed for the foreign trade. This fact is shown by the following statement; ships and barks representing ocean or "foreign trade," and schooners the "home" or coasting trade:" Statement howing the number of schooners and the number of ships and barks built in the United States each year from A. D. 1855 to A. D. 1869. [The Atlantic, Gulf, and Pacific coasts.] Year. No. of ships No. of Year. No. of ships No. of and barks. schooners. and barks. schooners. 1855.................... 373 528 1863................... 83 153 1856.................... 302 438 1864................... 106 282 1857.................... 248 398 1865...........-....... 105 350 1858.................... 118 367 1866................... 84 419 1859.................... 88 276 1867................... 81 476 1860.................... 109 347 1868................... 69 458 1861 -.....-...... 105 327 1869................... 91 506 1862.................... 43 167 Thus it is seen that while the building of ships and barks, which are employed chiefly in the "foreign trade," fell from 373 in the year 1855 to 91 in the year 1869, the building of schooners, which are generally employed in the " coasting trade," is quite as prosperous as it was from 1855 to 1860. The falling off in the building of large vessels isfurther illustrated as follows: During the five years from 1853 to 1858, 65 per cent. of our total sea-going tonnage built on the coast consisted of ships and barks, while during the five years from 1863 to 1868 only 28 per cent. consisted of ships and barks. During the year 1855, the most prosperous year in the history of American ship-building, there were 305 ships and barks and 173 schooners built in the New England States, the aggregate tonnage built having been 326,429 tons; while during the year ending June 30, 1869, there were 72 ships and barks and 185 schooners built, the aggregate tonnage having been 92,750 tons. It is ascertained, more FOREIGN COMMERCE OF THE UNITED STATES, ETC. 9 over, that the average tonnage of ships and barks built since the war has fallen off 10 per cent. The diff'erence between the numerical expressions of tonnage under the " old" and " new " methods of admeasurement does not materially affect these resuls. Brigs, schooners, and sloops measure numerically less under the' new " than under the " old" admeasurement, while ships, barks, steamboats, and vessels, having closed-in spaces above their hulls, have their tonnage largely increased. The aggregate tonnage of the country under the " new " admeasurement is about five per cent. less than under the "' old." The following statement exhibits the number and tonnage of vessels captured and destroyed: Year. No. of Tons. vessels. 186137............................................................................. 37 11, 789 1862............................................................................... 35 12, 790 1863.97.............................................................................. 97 51, 710 1864........................36....................................................... 36 14,122 1865............................................................................... 34 14,194 Totals...................................................................... 239 104, 605 Besides American ship-owners, on account of the advanced rates of insurance of American vessels, and for the purpose of avoiding the risk of capture, transferred their vessels to the citizens of other countries either by actual or fictitious sales. The following statement exhibits the vessels sold to foreigners from 1821 to 1869: Statement of vessels under American registry sold to foreigners from 1821 to 1869. Year. Registered. Enrolled. Total. Year. Registerqd. Enrolled. Total. 1821.............. 8, 350.......... 8, 350 1846............. 10, 932.......- -... 10,932 1822.............. 5, 710.......... 5, 710 1847............ 13, 908 3, 061 16, 969 1823.............. 9, 269.......... 9, 269 1848............. 11, 079 1, 377 12, 456 1824.............. 12, 818......... 12, 818 1849............. 12, 506 115 12, 621 1825.............. 9, 949........ 9, 949 1850............. 13, 468.......... 13, 468 1826.............. 13, 994......... 13, 994 1851.15, 247.. 15, 247 1827.............. 19, 043......... 19, 043 1852............. 17, 612 309 17, 921 1828.............. 14, 678......... 14, 678 1853.......1..... 10, 035 1829.............. 14, 093......... 14, 093 1854............. 59, 244 789 60, 033 1830 10059............. 10, 059 1855 -------—..... 65, 887..... —----—. 65, 887 1831...9....... 9, 750......... 9, 750 1856......... — 41, 854 314 42,168 1832.............. 6, 083........ 6, 083 1857............ 51, 791 858 52, 649 1833...-..... 2, 932........ 2, 2, 91858............ 25, 926 379 26, 305 1834 4,725............. 4, 725 1859.30, 765 85 30, 850 1835.............. 7, 617....... 7, 617 1860. —--------- 17, 073 345 17, 418 1836 10,509............. 10, 509 1861............. 26, 503 146 26, 649 1837. 9, 916......... 9, 916 1862........ 114, 939 2, 817 117, 756 1838........ 5,386 -.. — 5, 386 1863 ----—. —. —. 217,126 5, 073 222,199 1839.5,769........ 5, 769 1864............ 291, 383 9, 482 300, 865 1840.............. 13, 837.......... 13, 837 1865............ 128, 197 5, 635 133, 832 1841........... 12, 713......... 12, 713 1866 —....-. 21, 678 439 22,117 1842.............. 7, 770........... 7, 770 1867............. 9, 016 72 9, 088 1843.............. 8, 818.......... 8, 818 1868............. 10, 664 3, 093 13, 757 1844.............. 7, 227........ 7, 227 1869............. 18, 652 411 19, 063 1845........... 8, 023 346 8, 369 It appears that during the four years of the war 774,652 tons were sold to foreigners, while during the preceding forty years, embracing the period of our highest prosperity in ship-building, only 671,377 tons were sold to foreigners. But nearly five years have elapsed since the last hostile flag was hauled down, and our merchant marine engaged in foreign trade still 10 FOREIGN COMMERCE OF THE UNITED STATES, ETC. remains in the low condition to which it fell in 1864. In a nation like ours, possessed of unsurpassed resources, abounding in ship-building material, and exhibiting in almost every other pursuit an unprecedented degree of prosperity, we must seek other causes for the continued depression of our maritime interests than those whichterminated with the war. A careful investigation of the changes which have taken place in'" ocean commerce" may perhaps lead to a solution of the difficulty. STEAM NAVIGATION. Steam navigation between the United States and Europe* dates from the year 1838, when the Sirius and the Great Western, the pioneer ships, arrived at New York. Since that time, there has been uninterupted transatlantic steam communication. In A. D. 1840 the Cunard line was established with five steamers, receiving from the British government a postal subsidy of ~85,000 ($413,666) per annum. The English government inaugurated the system of subsidies rather from political than from commercial considerations. The first grant to the Cunard line was for carrying the British mails from England to Halifax; the owners, however, extended their voyages to Boston and New York without extra compensation. Nearly all the other subsidized lines of England were those connecting her colonies with each other and with the mother country. During the year 1841 the Cunard subsidy-was increased to ~110,000. Even with this additional grant the proprietors failed. The government, however, came to the rescue, increasing the subsidy to ~145,000 ($705,666) in 1846, so that the line was continued. In 1862 the line had increased to eleven steamers, making weekly trips, with a subsidy of ~176,340, ($858,176,) or $16,503 per trip. At the present time this line is running twenty-one steamers, making one hundred and four trips per annum, and receiving from the British government a subsidy of only ~70,000 ($340,662) per annum, or $3,275 per trip. The history of American ocean steam lines is brief and by no means creditable to us as a great commercial nation. 1st. In 1850 the Collins line was started, the Atlantic, the Pacific, the Baltic, and the Arctic having been completed during that year. The Adriatic was added in 1856. In 1852 this line received a subsidy of $858,000 for twenty-six trips a year, being at the rate of $33,000 per trip, or $4 70 per mile run. In 1857 the subsidy was reduced to $385,000 for twenty-nine trips per annum, being at the rate of $13,276 per trip, or $3 101 per mile run, the gross postage being $415,867. At the same time the Cunard line received a subsidy of ~173,340 ($843,576) for fifty-two trips per annum, being at the rate of $16,222 per trip, or $2 381 per mile run, the gross postage being ~143,667, ($699,169.) The American steamers surpassed their rivals of the Cunard line in elegance and speed and also in popular favor. The career of the Collins line, though brilliant, was short, terminating in 1858 in the bankruptcy of the company and the withdrawal of the ships. The Arctic went down in 1854, the Pacific left Liverpool in 1858, and was heard from no more. Extravagance and bad management, added to these fearful disasters, completed the ruin of the company. 2d. The Havre line was established in the year 1847. i The statistics of steam lines between the United States and Europe prior to 1863 are taken from a memorial of the Chamber of Commerce of New York to Congress in February, 1864. FOREIGN COMMERCE OF THE UNITED STATES, ETC. 11 This line also met with very serious misfortunes in the loss of the Franklin and Humboldt. It continued until the outbreak of the rebellion in 1861, when the remaining steamers, the Arago and Fulton, were withdrawn and chartered to the United States government. This company was a successful one. By strict economy and good management the proprietors were enabled to retrieve their misfortunes. The compensation received from the government for carrying mails amounted to about $3 25 per mile run. One of the owners and managers of this line has informed me that he always was, and still is, opposed to government subsidies upon principle, believing them to be detrimental to the general interests of commerce. The Bremen line, the pioneer of the American lines, was established in 1846, but withdrew in 1858, for the reason that it did not pay. Thus it appears that American steam navigation to Europe failed before the outbreak of the war. During the fiscal years ending June 30, 1862, 1863, 1864, and 1865, there was no American steamer running between the United States and Europe. Since the war three attempts have been made to establish American lines. A company in Boston built two wooden-screw steamers, the Erie and Ontario, of about three thousand tons each. The Ontario was finished in August, 1867, and made three trips to Liverpool. The Erie was finished in February, 1868, but never went to sea. These vessels, which cost about $750,000 each, have been sold within a few weeks for less than half their original cost. An American line was started in New York, in the year 1866, by Messrs. Ruger Brothers. The vessels of this line made twelve voyages in 1866, fourteen in 1867, eight in 1868, and seven in 1869. During the early part of the year 1869 the proprietors extended the voyages of their line to Copenhagen, Denmark, and to Stettin, Prussia. This line has also failed for the following reasons, as stated by the owners: " A combination was formed by the English and German steamship lines to put on a steamer for New York at the same port, and on the same day that the vessels of this line were advertised to sail, and to take freight and passengers to New York at reduced rates. The result of this combination was death to their line." It is proper to state that the steamships of this line were old side-wheel wooden ships, and not at all adapted for competition with the improved iron screw-steamers of the foreign lines. An American line was established between Baltimore and Liverpool in 1866, but has been withdrawn during the present year, for the reason that it did not pay. The steamers of this line were also wooden vessels, purchased from the government. Two other ocean steamship companies have been organized in this country during the last two years, but I believe that neither of them has yet laid a keel. Were it not that the trade between San Francisco and New York, via the Isthmus, is declared to be a part of our " coasting trade," there is reason to believe that British iron screw-steamers would long since have monopolized the route now occupied by the magnificent American steamers of the Pacific Mail Steamship Company. To-day there is not a single steamer running between the United States and Europe which wears the American flag, whereas there are twelve foreign lines, comprising 117 steamers, whose aggregate tonnage is 268,437 tons. From the proportion of the value of imports in steam-vessels at the 12 FOREIGN COMMERCE OF THE UNITED STATES, ETC. port of New York, (802 per cent.,) it is estimated that during the year ending June 30, 1869, 492:o per cent. of the imports (value) into the United States have been received in foreign steamers. The value of the ships so engaged is estimated at $36,991,918, and the gross receipts for freight at $28,470,000. While Americans are unable to maintain lines of ocean steamers between our own and foreign ports, English steam lines have been established in all parts of the world. In opposition to the wealthy, subsidized Cunard line, other British lines have also been established between ports of the United States and Great Britain which do not now and never have received, any subsidy from the British government, but depend entirely upon their receipts from passengers and freights. These lines have enjoyed a high degree of prosperity, due to improvements in the construction of their vessels and to the enterprise and economy with which their business has been conducted. The names of these lines, together with the date when started, number and tonnage of steamers, &c., are shown in the following tabular statement: Statement of foreign steam lines between ports of the United States and Europe. On. To what foreignportName of lines. Nationality. Tonage. PORTLAND. Montreal Ocean Steamship 3 Glasgow.. l British. 1856 10 52 None. 23, 050. 91 Company. 7 Liverpool._ NEW YORK. Canard line................. Liverpool. B.. ritish,........ 1840 21 104 $3, 275 47, 747. 63 Inman line................. Liverpool..... British...-... 1850 14 72 2, 365 32, 259 Hamburg and Americanline Hamburg.-.. North German.. 1856 10 52 None. 26, 681 North German line......... Bremen....... North German.. 1858 11 52 None. 31, 053 London and New York London....... British.......... 1863 4 26 None. 7,422 Steamship Company. Anchorline................. Glasgow...... British.......... 1863 11 70 None. 16, 457 National line.............. Liverpool.... British -184.... 1864 9 60 None. 28, 540 General Transatlantic line.. Havre........ — French......... 1864 7 26 22, 320 15, 142 Liverpool and Great West- Liverpool.... British.......... 1866 6 52 None. 18, 594 ern line. New York and Bremenline.. Bremen....... North German. 1868 1...... None. 1, 797 Total to New York............................................ 94. — -. —.. —. 225, 692. 63 BALTIMORE. North German line......... Bremen....... North German.- 1868 4 26 None. 9, 275. 96 NEW ORLEANS. Liverpool and Southern Liverpool-..... British......... 1867 9 26 None. 10, 417. 54 Steamship Company. Thirteen lines..................................... —— A a 117 618....... 268, 437.04 Average tonnage, 2,208. 86. FOREIGN COMMERCE OF THE UNITED STATES, ETC. 13 The following is a statement of American steam lines making regular trips between ports of the United States and foreign ports: Statement of American steam lines making regular trips between ports of the United States and foreign ports....... Name of line. To what foreign No. of trips. Tonnage. port. IM PORTLAND. Portland and Halifax line..................... 1 St. John alifax 1867 2 52 1, 096. 71 1.St. John.... BOSTON. T. Nickerson & Co.......................... Charlotte Town. 1868 3 About 38 1, 840. 36 J. G. Hall & Co............................... St. John........ 1866 1 About 40 449. 27 International Steamship Co........... St. John.............. 3. ——..-.... 3, 067. 34 Total Boston...................................... 7........... 5, 356. 97 NEW YORK. New York and Mexican Mail Steamship Co..... Vera Cruz...... 1868 2 18 2,141. 23 New York and Bermuda steamship line......... Bermuda....... 1868 1 20 601. 00 Atlantic Mail Steamship Co..................... Havana...... ——. 4.. —--—... 5, 544.16 Pacific Mail Steamship Co. —-—...................... ----- Aspinwall...... 1849 6 26 17, 067. 99 United States and Brazil Mail Steamship Co... Rio de Janeiro. 1865 3 12 6, 435. 17 New York and Port au Prince line............. Port au Prince. 1864 1 12 490. 00 Total New York......................................- 17.. —-------- 32, 279. 55 NEW ORLEANS. Alliance line.................................... Havana......... 1866 4 52 1, 678. 09 SAN FRANCISCO. Pacific Mail Steamship Co....................... Panama........ 1849 6 24 18, 023. 59 Do........ do................... H....... ]ong-Kong... 1867 4 12 16, 369. 67 North Pacific Transportation Co................ Victoria.............. 4........ 3, 620. 25 Do....... do.............................. Mazatlan... —-.... 2.. —-—....... 2, 883. 50 Do.......... do............................. Honolulu. —.. —-- 1., 077.13 Total San Francisco................................................... 17 41,974.14 Total number of steamers, 47; total tonnage of steamers, 82,385.46; average tonnage, 1,753. Statement showing the number, tonnage, and nationality of steamers plying regularly between the Atlantic and Gulf ports of the United States and foreign ports. To ports in Eu To foreign ports T o ports in E. - other than ports Toallforeignports. rope. in Europe. Nationality..-n E Vessels. Tons. Vessels. Tons. Vessels. Tons. United States.......... 47 82, 385. 46 47 82, 385. 46 England................................ 84 184, 488. 08............ 84 184, 488. 08 France.................................. 7 15,142.00.................... 7 15,142.00 North Germany..................... 26 68, 806. 96................. 26 68, 806. 96 Total................... 117 268, 437. 04 47 82, 385. 46 164 350, 822. 50 14 FOREIGN COMMERCE OF THE UNITED STATES, ETC. The forty-seven American steamers running to ports other than ports in Europe during the year 1869 were as follows: Io. No. Havana.......................... 10 Prince Edward Island....................... 3 St. John, N. B......... —--.................. —-.. 5 Aspinwall ------..-............... — 6 Panama..-........ —.................... — 6 Rio de Janeiro............................. 3 Halifax -.................................... 1 Port au Prince. —-----—. —--—. 1 Bermuda.H.g-K..................-............... 4...............4.......4 Beictoria,,,-,, ——, —-----— 4 1 Hong-oong................................ Victoria................................... 4 Honolulu ----------------------------- 1 Mazatlan-...................... 2 Condensed statement of American and foreign steamers plying regularly between ports of the United States and foreignports. American steamers. Foreign steamers. Total. Name of port. Vessels. Tons. Vessels. Tons. Vessels. Tons. Portland...-........ —-... 2 1, 096. 71 10 23, 050. 91 12 24,147. 62 Boston. 7 5, 356. 97 —............... 7 5, 356. 97 New York............. 17 32, 279.55 94 225, 692.63 111 257, 972. 18 Baltimore......-..................................... 4 9, 275. 96 4 9, 275. 96 New Orleans.-... —-—..... 4 1, 678. 09 9 10, 417. 54 13 12, 095. 63 San Francisco............... 17 41, 974. 14 - -............ 17 41, 974. 14 Total................. 47 82, 385. 46 117 268, 437.04 164 350, 822. 50 NOTE.-This statement includes the steamers of the Pacific Mail Steamship Company running between New York and Aspinwall, and San Francisco and Panama. The rapid increase of steam navigation is clearly illustrated by Charts Nos. 16, 17, and 18, which exhibit the humiliating fact of the failure of the United States in this important branch of ocean commerce. The statistics of steam tonnage for these three charts were obtained by means of special investigations made at the custom-houses of the country within the last three months, the tonnage of sailing and steam vessels entered never having been kept separately in our statistics. It is a matter of high importance that this distinction should be observed in the future. These statistics from 1844 to 1869 have been compiled with much care and labor. The only subsidized lines now running between ports of the United States and Europe are the Royal Mail Steamship Company, (Cunard line,) the Inman line, and the General Transatlantic Company, subsidized by the French government. The compensation paid these lines is as follows: The Cunard line (British) receives ~70,000, ($340,662,) and makes one hundred and four trips per annum, being at the rate of $3,275 per trip, or 53 cents per mile run. The Inman line (British) receives ~35,000, ($170,331,) and makes seventy-two trips per annum, being at the rate of $2,365 per trip, or 38 cents per mile run. The General Transatlantic Company (French) makes about twenty-six trips per annum, and receives 120,000 francs per trip, being at the rate of $22,320 per trip, or $3 41 per mile run. At the present time there are three subsidized lines running between ports of the United States and Europe, and nine lines not subsidized, FOREIGN COMMERCE OF THE UNITED STATES, ETC. 15 the subsidized lines embracing forty-two steamers, and the lines not subsidized seventy-five steamers. During the past year the following steam lines have carried the United States mail to Europe: 1. Hamburg and American Packet Company (N. G. Union) every Saturday. 2. The Cunard line (British) every Wednesday. 3. The North German Lloyd (N. G. Union) every Thursday. 4. The Inman line (British) every Saturday. 5. The General Transatlantic Company (French) every alternate Saturday, taking a direct mail to France only. The Inman and Cunard lines have received 20 cents per ounce for letters and 6 cents per pound for printed matter, &c. The North German Lloyd and the Hamburg and American Packet Company have been paid 20 cents per ounce for letters and 6 cents per pound for printed matter, &c., except that portion of the mail designated direct mail to Germany, for which they have received 5 cents for each letter rate and 10 cents per kilogramme on all printed matter, &c. The General Transatlantic (French) steamers have received all but the United States postage. The mails have been given to the above-named lines for their speed and regularity, the United States having no postal contract with any line of steamers to Europe. The only lines which have brought European mails to the United States are the Inman, Cunard, North German Lloyd, Hamburg American Packet Company, and the General Transatlantic Company. Statement of amounts paid by the United States government to foreign steamship lines for carrying mails. Name of line. C 4. og Cunard line................................................................. 52 $1, 500 $78, 000 Inman line..................................................................... 52 1, 600 83, 200 Hamburg line..-...... —-.............................. — ----------—. 52 1, 400 72, 800 Bremen line —.................................................................. 52 1,200 6, 400 It is seen that the Cunard and Inman lines have received at the rate of $6,400 per ton for letters, and $120 per ton for newspapers. Comparing these rates with the rates paid for express freights, it will be seen that the United States government has really given a subsidy to all these lines. Within a few weeks the former postal arrangements with foreign steam lines have been broken up by the refusal of the above-named companies to carry the mails at the rates offered by the Postmaster General. New arrangements have been effected with other lines. The relative cost of operating British and American steam lines depends upon the difference in cost of vessels in the two countries, the difference in running expenses, and the difference in the value of annual depreciation and repairs. The cost of building in the two countries is fully referred to on pages 19 to 26, inclusive. The following estimate in regard to the cost of running American and 16 FOREIGN COMMERCE OF THE UNITED STATES, ETC. British steam lines has been computed from data furnished by persons of large practical experience: Relative annual cost of operating American and British lines of steamers. Percentage on capital invested. British. American. Insurance...8........................................... 8 8 Depreciation and repairs not covered by insurance................. 5 iron 10 wood Profits required by stockholders............................................... 12 16 Percentage of original stock required to be earned annually............... 25 34 The foregoing is merely a general expression, and is not, of course, supposed to be strictly accurate. The difference in the profits required on commercial ventures in England and the United States is due to the difference in the ruling rates of interest in the two countries. Beside the taxes imposed upon shipping in the United States by the general government there are State, county, and city taxes. The following statement upon this point is furnished to me by Mr. Edward Hincken, president of the Ship-owners' Association of New York: Estimated amount of taxation of an American line of steamers. State, county, and city taxes at New York on vessels, wharves, machine shops, offices, and floating capital, estimated at $3,000,000, 24 per cent............................. $75, 000 Advantage gained by British vessels on imported goods free of duty, estimated.................................. 25, 000 (This amount embraces only the drawback in England on sugar, coffee, tea, spirits, wines, and tobacco.) United States tax on gross receipts from passengers, 24 per cent., (estimated on a fair amount of business)......... 37, 500 United States tax 5 per cent. on profits of company, supposing net dividend of 12 per cent. on a capital of $3,000,000.... 18, 000 Total.....................1.................... 155, 500 Estimated amount of taxation of English line of steamers. Income tax of stockholders, 1j per cent. on dividend of 12 per cent. on $3,000,000................................... $6, 000 Tax on rental value of premises, estimated................... 4, 000 Total......................................... 10, 000 Mr. Hincken adds: "Although the port of New York owes its prosperity to commerce, there is no State in the Union that has done so little to encourage it as New York. It has grown up in the face of the enormous sums paid yearly to the commissioners of emigration, commis FOREIGN COMMERCE OF THE UNITED STATES, ETC. 17 sioners of quarantine, enormous rates of postage, and unserviceable wharves, for which large sums are fleeced out of vessel owners." In the efforts which are being made to revive our maritime interests, besides those remedies which may possibly be applied by the general government, an interesting question arises as to the share of the work devolving upon States, counties, and cities which are directly benefited by foreign commerce. The British government allows goods used on ship-board to be imported free of duty. The amount of this subsidy to the shipping of the kingdom during the year 1867 was $2,328,762 in gold. (See page 51.) WOODEN AND IRON VESSELS. From the earliest ages until a period within the memory of living men wood was the material chiefly used for the construction of sea-going vessels, and only within the last twenty years has iron been substituted to any great extent. Iron vessels were built for canal and river navigation in England and Scotland as early as 1787; but iron ship-building may be said to date from about the year 1830. Few sea-going iron vessels were built prior to 1843, when the steamer Great Britain was launched, then the largest steamship in the world. She demonstrated the safety of iron vessels upon the ocean, and their fitness for the severe trials of the stormy Atlantic. The peculiar advantages possessed by iron as a shipbuilding material are: 1. Iron vessels are more rigid than wooden vessels. _All wooden vessels change their form in the course of years, owing to the action of the sea, the strain of cargoes, the unequal expansion and contraction of the inner and outer planking, and the unequal bearing of different parts of the hull. In steam vessels the strain caused by the weight of the engine and boilers, and the rack of machinery, is so great that the application of the screw, the most economical method of propulsion, to wooden ocean steamers of more than two thousand tons, is generally considered impracticable. 2. Iron is much more durable than wood. The average lifetime of wooden sailing vessels is fourteen years; that of wooden ocean steamers is about twelve to fourteen years. The lifetime of iron vessels for ocean navigation cannot be accurately stated, merely from the fact that sufficient time has not elapsed since they were first built in order to determine that point. Iron vessels thirty years old are yet afloat and in good condition. Many iron vessels which were built fifteen to twenty years ago are still so well preserved that it is believed they will, with ordinary care, last twenty years longer. The steamer Great Britain, built in the year 1843, is still in service. In a recent communication I am informed that she is now employed on the line between Liverpool and Australia, and that she is considered the best ship of the line. This vessel ran on the north coast of Iceland in 1849, where she lay for months on a rocky shore exposed to the fury of a winter's storms. The damage done to her bottom being entirely local, slie was soon put in a condition as good as new. 3. Iron ships are superior to wooden ships in buoyancy, and hence are able to carry a greater weight of cargo. It is stated by Mr. Moorsom, late surveyor general for tonnage in England, that iron ships constructed according to British Lloyd rules. owing to their superior buoyancy, can carry a greater weight of cargo than wooden ships by thirteen per cent. The ordinary cargo of a wooden ship of one thousand tons, United States admeasurement, being about sixteen hundred tons, of H. Ex. Doc. 111 2 18 FOREIGN COMMERC E WITH THE UNITED STATES, ETC. twenty-two hundred and forty pounds, an iron ship of one thousand tons, loaded to the same depth would carry about eighteen hundred tons. 4. Iron vessels have greater internal capacity than wooden vessels, owing to the fact that their sides are thinner. Mr. Moorsomn states that a one thousand ton iron ship has 14 per cent. greater stowage capacity than a wooden ship of the same tonnage and dimensions. The commercial value of this advantage in f'avor of iron vessels is very great, owing to the fact that a large proportion of the cargoes of ocean commerce are estimated by the ton of forty cubic feet. As stated in a recent work by John Grantham, London, Vertue & Co., 1868, the engine, boilers,:and coals of a steamer constitute about one-half the load. A gain, therefore, of 14 per cent. in internal capacity would add 28 per cent. to the available cargo space. 5. Iron ships are stronger than wooden ships of corresponding Lloyd rates. This results from the greater strength of iron, its capability of being bent into any of the various forms required in naval architecture, and its uniform tenacity in all directions. Iron also admits of a method of construction which is impossible in wooden ships. The plates of the sides and bottom are firmly bolted to the adjoining plates, whereas, in a wooden ship, the plank, on which the strength of a ship mainly depends, are driven apart both at their ends and edges by the oakumn which is required in order to make the ship water-tight. From its superior adaptability for fastening, iron also affords great facilities for the insertion of intercostal beams and water-tight bulkheads, which add very much not only to the strength, but to the safety of a ship in case of accident. Iron offers peculiar advantages for the construction of ocean steamers. In fact, the success of the foreign transatlantic steam lines of today is due in great measure to the fact that they are built of iron. All the steamers now plying between the United States and'Europe (one hundred and seventeen in all) are built of iron. The desiderata in ocean steam navigation are speed and the largest amount of space available for passengers and cargo. An important commercial advantage possessed by iron steamers consists in the greatlength which it is possible to give them with safety. Vessels differ very much in speed owing to the form of their models; but it may be stated in general terms that the resistance offered to the passage of a ship through the water is in direct proportion to the area of the greatest transverse section. The advantage possessed by iron steamers over wooden steamers in increased length are well known, and generally acknowledged by the English naval architects and builders. The conditions of speed being so variable, depending upon the model and construction of a vessel, it is found impossible to assign any general value to increased length of hull which would be applicable to all vessels. To it is opposed increased lateral friction, the value of which element is not yet well defined. Many steamers have been lengthened amidships, thus adding very much to their carrying capacity without materially affecting their speed under the same applied power. The actual difference in the proportion of length to breadth has been determined in the case of twenty-six wooden steamers, all American, and nine iron steamers, all foreign. (See page 41.) The average ratio of length to breadth of the wooden steamers is seven, and of the iron steamers eight and three-tenths; the average difference in favor of the iron vessels being one and three-tenths. Without attempting to determine a point upon which there are differences of opinion, for the FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 19 sake of illustration, I assume a net gain in increased capacity of hull arising from an additional length equal to one breadth, in the case of a wooden steamer whose length is 360 feet, breadth 47.4, internal midship section 1,341.73 square feet, and tonnage 3,881.83 tons. Multiplying the area of the midship section by the breadth, we have 63,598 cubic feet, or 636 tons of increased carrying capacity arising from the additional length. But 636 tons affords a gain of 16 per cent. of the capacity of the ship as now constructed. We have then the advantages of iron steamers as follows: In thinner sides....................................... 14 per cent. In greater length -............................ 16 per cent. Total gain -.............-.............. 30 per cent. Supposing the space occupied by the engines, boilers, and coals to be 40 per cent. of the hull, the total gain of 30 per cent. would afford a net gain of 50 per cent. in the space available for freight and passengers. I am informed that iron steamers are proposed for the Suez route, whose length shall be thirteen to fourteen times their breadth. A great advantage in the construction of iron ships arises from the fact that a very large proportion of the work is done by machinery. All the plates, beams, and frames are cut, shaped, and punched by machinery. The principal manual labor consists in bolting the plates together. The proportion of skilled labor in the construction of a wooden ship is estimated at about 66 per cent., and the proportion of skilled labor on an iron ship at only about 25 per cent. of the total labor employed. COST OF BUILDING IRON VESSELS IN THE UNITED STATES AND IN ENGLAND. The most important commercial consideration in regard to shipping is the cost of construction. The iron ship-building interest of the United States is still in its infancy. There are but seven or eight establishments in the country which have built iron vessels, and the interest has barely had an existence during the last four years. Contracts have been made in this country not upon any well-established Lloyd rules, but according to such specifications and at such prices as parties could agree upon. Builders are unwilling, in the present state of changing values, to state definitely the terms upon which they are prepared to build vessels of established weight of metal. Relying upon the wellknown superiority of American ship-plate, they have in most cases used iron of less weight and thickness than that required by the English and French Lloyd rules. It is therefore impossible to state precisely the difference in the cost of iron vessels in the United States and in England. Upon this point of so much importance I think it best to state such facts as I have been able to obtain. The prices stated by builders in this country are generally the lowest possible rates. These I compare with the lowest rates mentioned in England for A 1 ships at the time the facts were ascertained, viz: ~15 per ton, ($94 90 currency,) the premium on gold at that time being $1 30. The following estimates have been given to me by responsible parties who have built iron ships: 1. An estimate was made about six months ago by an American builder for the construction of an iron ship of one thousand and three tons. His price for the finished ship, built exactly in conformity with 20 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. English Lloyd's specifications, with one suit of sails, was $121,000, or $120 64 per ton. This, compared with the English rate, ~15 or 894 90 per ton, shows the cost of the American ship to be 25 per cent. mnore than that of the English. Add, perhaps, for English extra suit of sails 5 per cent., making the difference 30 per cent. 2. Mr. Franklin W. Smith, treasurer of the Atlantic Works of Boston, in a recent pamphlet on iron ship-building, estimates the cost of an American iron ship of one thousand tons, built according to the requirements of British Lloyds, at $125 per ton, or 32 per cent. more than the English price, $94 90 per ton. 3. Bids were made about six months ago for the building of a ship of one thousand and thirty-one tons for a Boston merchant. The lowest offer in this country was $138,000, ($133 85 per ton.) A bid was also received for the same ship from a builder in Scotland of $87,000 currency, or $84 38 per ton; the American estimate being 58 per cent. greater than the Scotch. It is believed, however, that the Scotch bid was due to a sudden depression in the iron ship-building interest, and probably also to an inferior quality of iron. Compared with the ruling rate for first-class ships, viz: ~15 per ton, the comparison would stand thus: American $138,000; Scotch $97,842. American 41 per cent. more than Scotch. 4. Messrs. Tupper and Beattie, proprietors of the iron bark Iron Age, inform me that;" the price of Messrs Harlan & Hollingsworth, (builders of their vessel,) for a first-class ship, is $85 per ton, register for hull, spars, and top iron works. The outfit would cost $25 per ton more." This would amount to $110 currency for the finished ship. M3essrs. Tupper & Beattie add, however: " We are satisfied that the English put more material in their vessels than we do." I have reason to believe that the cost here stated would be increased to $125 per ton for a ship built in conformity with the rules of British Lloyds. This would be 32 per cent. higher cent. higheran than the prices in England and on the Clyde. Another iron ship-builder in this country gave me, as the general results of his calculations, the present cost of an A 1 iron sailing ship in the United States about$125 per ton. This, compared with the English rate, $94 90 per ton, shows a difference of $30 10 per ton, or 32 per cent. in favor of the English. These facts are stated as they were received. They seem to indicate an advantage in building iron vessels on the side of England of about 33 per cent. It is stated, however, that owing to the limited demand for iron ships, and falling prices in England, vessels of inferior quality have been constructed, using the cheapest grades of iron. Every iron vessel built in the United States, so far as I have been able to ascertain, has been constructed of American iron of superior quality. At present the British builders enjoy a great advantage over us in what they technically term their "' plant," viz: their stock of tools and machinery, buildings, &c. Especially is this true in regard to the building of marine engines. It is believed that if our shops were as well furnished with tools and machinery as are many of the large establishments in England and Scotland, and a sufficient amount of work were done to secure the advantages of labor skilled in routine, that the cost of building ships and engines would be reduced from 7 to 10 per cent. It is claimed by builders in. this country that the superiority of American iron gives us a decided advantage in iron ship-building. A'valuable series of experiments have recently been made at the FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 2:1 Watertown arsenal by Captain 0. E. Michaelis, United States; Army, under the orders of Brevet Brigadier General Charles B. Kingsbury4, showing the superiority of American ship plate. The average resultp, arrived at from thirteen specimens of English and eight specimens of American iron were as follows: Average tensile strength of all the English specimens, 41,505 pounds, per square inch. Average tensile strength of all the American specimens, 45,272 pounds per square inch. Showing that the American ship plate has 9 per cent. greater tensile strength than the English. Captain Michaelis adds: " So far as I could judge, the American iron is more homogeneous than the English." A full statement of these experiments in detail may be found on page 42. At present we cannot avail ourslves of any advantages arising from a superior quality of iron because the British and French Lloyds refuse, to recognize the fact in rating vessels. The precise difference in the cost of American and English iron ships, can only be arrived at by means of an extensive examination of the materials and methods of construction adopted in the two countries. The foregoing estimates are all for sailing vessels. It is probable that the relative cost of building iron ocean steamers in England and in the United States does not differ far from the above estimate, viz., 33 per cent. At present first-class three thousand ton ocean steamers cost in England about $145,, gold, per ton. The difference in weight, style, and power of engines built in the two countries is so great that it is impossible. to calculate the actual difference from a few particular vessels. The relative cost of operating wooden and iron ships depends upon first cost, annual depreciation, annual repairs not covered by insurance, and relative advantages in the carriage of freights. While it may bhe stated in general terms that the cost of first-class wooden sailing vessels in the United States, and of iron vessels in' England is about the same at the present time, it is difficult to compare the cost of wooden and iron steamers, the actual cost of wooden steamers in this country being generally known only to the proprietors and builders. The cost per ton9 differs very widely according to finish, style of engine, model, &c. The annual depreciation of both wooden and iron vessels depends upon their average life-time or term of actual service. The average life-time of wooden steamers being about fourteen years, the annual depreciation is about 7 per cent. per annum. From the best available data it is estimated that the average life-time of iron steamers is thirty years, the annual depreciation being about 3* per cent. per annum. The relative cost of ordinary repairs is estimated at 7 per cent. for wooden steamers, and 2 per cent. for iron steamers. The relative advantages of iron vessels in insurance is stated upon reliable authority as follows: Insurance of wooden sailing ships, voyage to Europe, 24 to 3 per cent. Insurance of iron sailing ships, voyage to Europe, 2 to 24 per cent. Insurance of wooden sailing ships, beyond Cape Good Hope, 34 per cent. Insurance of iron sailing ships, beyond Cape Good Hope, 3 per cent. tnsurance of wooden steamers, transatlantic voyage, 3 per cent. Insurance of iron steamers, transatlantic voyage, 2 per cent. It seeams to be a fact generally admitted by merchants and Lloyds' sprveyors that iron vessels are growing ii favor, on account of their seaworthiness, and the manner in which they carry cargoes. Upon this 22 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. point, of so much interest to our merchant marine, I submit the following extracts from letters of recent date. Captain Samuel HIarding, surveyor of French Lloyds' at New York, in a letter. dated December 10, says:'" I am informed by merchants who know, that iron ships in East Indies trade (except China) command a preference and higher rates of freight than wooden ships. Wooden ships are preferred for cargoes of tea. A part of the English tea ships are' composite,' (iron and wood.) For cargoes of wheat and all cereals from California to England, iron ships have the preference. So far as my observation goes, iron ships'at New York turn out cargoes in far the best order." Edward Hincken, esq., president of the Ship-owners' Association of New York, in a letter dated Dqcember 10, mentions several merchants largely engaged in East India trade in that city, who give iron ships $1 to $1 50 more per ton for freights than they give to wooden ships. Recent quotations of freights from Calcutta to New York being $11 50 to $12, the difference in favor of iron vessels amounts to 8A per cent. of the rates paid to wooden vessels; he adds: " The difference at Calcutta is a fair estimate of the East India ports. In the trade between the Umnited States and Europe there is not so much difference, but the preference given to iron vessels compels wooden vessels to lower their rates." Mr. Jas. MW. Elwell, merchant of New York, states that iron vessels receive five shillings ($1 21) more per ton for freight than wooden ships at the port of San Francisco. Captain John C. Cremony, of San Francisco, a gentleman of long experience in shipping, states as follows: "At San Francisco a decided preference is given to iron vessels, both by shippers and by insurance companies. The average freight charge to England is ~3 2s. 6d. and 2s. 6d. to 3s. per ton more is given to iron than to wooden vessels." This shows an advantage of 4 to 5 per cent. in favor of iron ships. In the ports of England certain classes of freights are advertised " for iron vessels only." Thus it appears that the relative condition of American and British ships in international commerce has been reversed since 1853. Then American ships were preferred at the port of London; now British ships take the preference at the port of New York. The practical substitution of iron for wood by other nations in the building of ocean steamships is shown by the fact that all the foreign steamers now plying between ports of the United States and ports in Europe are built of iron, and all, I think, built in England or on the Clyde. On page 42 will be found a statement concerning the cost of operating wooden and iron sailing vessels, by Mr. F. W. Smith, of Boston, which is inserted upon the authority of that gentleman. The results there shown are, of course, only approximate. A statement of the ship-building of England, Ireland, and Scotland, from 1853 to 1868, may be found on page 46. There are no reliable data in regard to the iron ship-building of the United States prior to 1868, the distinction of " wood," and " iron " not having been observed in the returns to the tonnage office. The following is a statement of the iron ship-building of the United States during the year ending June 30, 1869: One bark....................................... 680 tons. One brig.................... 359 tons. One ocean propeller............................. 1, 453 tons. Seven river steamers.................................... 2, 092 tons. Total...................................... 4, 588 tons. FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 23 During the past year the first iron sailing vessels designed for ocean commerce have been built in this country. First. The brig Novelty, of 359 tons, built by the Atlantic Works of Boston, for Messrs. Nash, SpIaulding & Co., of that city. Her owners and constructors are entitled to great credit for the successful introduction in this vessel of a method of transporting liquids in bulk in seagoing vessels. She has seven tanks in her hold, of a combined capacity of 90,000 gallons, being designed solely for the molasses trade. A saving has thus been effected of $6,365 on a single voyage, or 15 per cent. of the value of the entire cargo at Boston, equal to 7~ cents per gallon. Her owners inform ne in a recent letter that they expect to have two molasses vessels built in the United States during the present year. They state that in so doing they can save $30,000 in cost of construction. This saving would amount to 45 per cent. of the cost in Scotland. Second. The bark Iron Age, of 680 tons, built by Messrs. Harlan & Hollingsworth, of Wilmington, Delaware, for Messrs. Tupper and Beattie, of New York. She was built for general commerce. Her owners inform me that she has made one voyage, and has proved a perfect success. They are fully convinced of the superiority of iron ships. The following is a statement of the iron vessels now belonging to American citizens, and sailing under the American flag: Number and tonnage of American iron, sailing and steam vessels. vessels. Tonnage. Class. vessels. Tonnage. Ships...River steamers.............. 64 22, 810 Barks-........................ 1 680 Ocean steamers.........- 49 41, 881 Brigs........................ 1 359 Barges................... 1 244 Total.............. -- 118 6 68,299 Lake steamers.2 2, 325 These vessels, with the exception of a few captured blockade runners sold by the government, have been built in the United States of American iron. Thus far no vessel has been built in the United States of imported iron. Grantham, the distinguished English writer on iron ship-building, estimated in 1857 that iron vessels could be built in England for 10 per cent. less than first-class wooden ships. The same difference in prices is believed to exist at the present time. Just the reverse of this is the case in the United States. England resorted to iron as a necessity in order to maintain her place as a maritime nation upon the seas; but that necessity has been the mother of an invention which I think is destined to revolutionize the ocean shipping of the world. With all the light which I have been able to gain from a careful investigation of this subject, I hesitate not to say that the age of ocean commerce in wooden ships is passing away, and that the future success of the United States as a maritime nation will depend very much upon her ability to compete with other nations in the building of iron vessels. There is a method of building called "composite." Vessels of this kind are built with iron frames and beams, and wooden planking. These vessels are highly spoken of in some quarters, but none having been built in this country I am unable to give any facts in regard to them. 24 FOREIGN COMMERCE WITH THE UNITED STATRS, ETC. RELATIVE COST OF BUILDING WOODEN VESSELS IN THE UNITED STATES AND IN THE DOMINION OF CANA-DA. There are very wide differences in the cost of wooden ships, owing to difference in the material used, the manner of construction, the workmanship, outfitting, rates of wages at different points, rent, &c. In one locality ships are built for $60 per ton, and in other places as high as $110 per ton. It is necessary that these differences be consid. ered in any statements which may be made upon the subject. The wooden vessels of the United States are built principally of oak. In Canada and new Brunswick, spruce, hackmatack and pine are chiefly used. Such ships are of course much inferior to those built in the United States, and are built at much less cost. The relative cost of wooden vessels in this country ten years ago and at the present time is indicated by the following statements: 1. Messrs. Houghton Brothers, long-established ship-builders at Bath, Maine, state in a recent letter that the cost of building a one-thousandton first-class white-oak ship at Bath ten years ago, furnished with one suit of sails, and ready for sea, was $48 per ton; he also states the cost of the same ship now $65 per ton. Reducing the price in 1869 to gold basis, (premium on gold 130,) and we have cost, in 1859, $48 per ton, and cost in 1869 $50 per ton, an increase in cost of $2 (gold) per ton, or 46 per cent. 2. The deputy collector at Thomaston, Maine, states that the cost of building a one-thousand-ton oak ship ready for sea, with anchors, chains, and one suit of sails, which would rate 3-3 for seven years in French Lloyds, at that place, in 1856, was from $50 to $55 per ton. The cost of building a like ship in 1869 would be about $80 per ton. Reducing the present price to gold rates (130) we have cost in 1859, $55 per ton; cost in 1869, $62 per ton, an advance of $7, or 13 per cent. 3. The collector at Kennebunk, Maine, states in like manner for such vessels as have been built at that place: cost in 1856, $45 per ton; cost of same ship in 1869, $65 per ton; allowing for the premium on gold, cost in 1856, $45 per ton; costin 1869, $50 per ton; showing an advance of 11 per cent. 4. The collector at Waldoborao Maine, states cost of one-thousandton white-oak ship in 1856, $58, and cost of same ship in 1869, $80; reducing the latter price to gold rates, cost in 1856, $58 per ton; cost in 1869, $62 per ton; an advance of $4 per ton, or 7 per cent. The above-mentioned custom officers have all obtained their facts from long-established ship-builders in Maine. 5. Mr. William H. Webb, ofNew York, states as follows: A first-class ship of one thousand tons, built at this port ten years ago, cost about $65 per toii The same ship would now cost $90 per ton, allowing for the premium on gold; cost in 1859, $65 per ton; cost in 1869, $70 per ton, an advance of $5 per ton, or 8 per cent. The exact difference between the cost of building vessels in 1859 and 1869 cannot of course be stated from any special case, for no man can build two ships precisely alike or at precisely the same cost. Any gen. eral statement upon the subject must of course be derived from a numbet of special statements. I believe it is safe to state, therefore, that the cost of building wooden vessels in this country is now about 9 per cent. greater than in 1859. Our most formidable rival in the building of wooden vessels is the Dominion of Canada. The ship-building interest in that province, as in the United States, is greatly depressed. In a recent communication, the United States consul at St. John, FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 25 New Brunswick, says: " The ship-building interests of the province are in a low, almost an expiring state. In 1863 a great impetus was given to ship-building in the province, growing out of the war, shippers preferring other than American ships on account of the war risk, but at the close of the war the business suddenly broke down." The following statistics are given by the same gentleman in regard to the ship-building at St. John: Vessels built and registered at St. Johni, New Brunswick. Year. Vessels. Tons, Year. Vessels. Tons, 1863........................ 119 67, 437 186....................... 86 34, 717 1864........................ 103 66,157 1867. 84 28, 913 1865.............. 113 48, 239 i1868....-........ 65 22, 880 The vessels of St. John are built principally of spruce and hacklmatack, pitch pine being used for keelsons, water-ways, and rails. Many of their large ships have iron hanging knees, which are imported from Scotland. The small quantity of oak and pitch pine used is imported from the United States free of duty, there being no duties laid on imported ship-bluilding materials. The average cost of ships is stated at $42 per ton, gold, the estimate having been made upon a careful investigation of the subject. The American consul at Quebec states as follows: "This interest has been declining for several years. This is generally attributed to the rapid increase of iron ships, and the general desire of ship-owners to substitute iron for wood." The cost of building is about the same as in 1860. The materials used, and the style of building, are very much the same as at St. John, and much inferior in all respects to vessels built in the State of Maine. The average cost in Canada is stated at $38 50, gold. Owing to the differences in the methods of construction, and in the materials used, it is difficult to compare the cost of building in the two countries. Several ship-builders of Maine state that they can build such vessels as are built in the provinces about as cheaply as they can be built at St. John or Quebec. Messrs. Houghton Brothers, of Bath, Maine, state that they believe that a spruce ship, similar to those built in New Brunswick, could be built in Maine for $45, currency, per ton. The advantages of our extensive coasting trade, embracing the trade between the eastern ports and California, give to our own vessels a superior value. New vessels in the New York market, which wear the American flag, are on that account worth about 10 per cent. more than vessels under a foreign flag. In the building of wooden ships we have not lost our former ascendency. Drive the iron steamships of England from the seas, and abolish the use of iron as a ship-building material, and the merchant marine of the United States would soon rise to its former prosperous condition. COMMERCIAL STATISTICS. The statistics of our foreign commerce are probably more comprehen. sive and accurate than any other statistics published in this country, Their general accuracy is shown by a remarkable verification of the statistics of the movement of tonnage, and of the value of imports in American and foreign vessels during a period of forty-eight years. It is evident that the tonnage entered annually from foreign countries should exhibit 26 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. a development corresponding with the increase in the value of the annual imports from foreign countries, the tonnage employed each year corresponding with the amount of shipping. There have, of course, been wide differences in these developmuents from year to year, but in comparing long periods we should expect to find a substantial agreement. Such an agreement is found to exist. The statistics of navigation show that during the twenty-four years from 1822 to 1845, the total tonnage entered from foreign countries amounted to 31,083,474 tons, and during the twenty-four years from 1846 to 1869, to 93,583,360 tons, an increase of 198 per cent. A similar comparison of commercial statistics, during the same two periods of twenty-four years each, shows that the value of imports from foreign countries into the United States rose from $2,053,026,000 to $6,173,384,000 —an increase of 201 per cent. The returns from which these statistics are derived are entirely distinct from each other, and were compiled by different persons. LLOYDS' ASSOCIATIONS. The object of Lloyds' associations is to survey and classify vessels, upon such conditions and by means of such arbitrary symbols as they may choose to adopt. They have, or should have, no connection with insurance companies. The rate of the insurance of both vessel and cargo depends upon the class which they assign to a vessel. The Lloyds' rate is a general guide to shippers in all parts of the world; vessels of the highest rate having always an advantage in procuring remunerative freights. Many of the cargoes of commerce seek only vessels of the highest class. The oldest association of the kind is the British Lloyds', whose principal office is at London. Several years ago an American Lloyds' association was established at New York, in order to meet the wants of American ship-owners, the British Lloyds' adhering to antiquated rules of construction, having refused to give to American vessels as high a rate as they gave to inferior ships of British build, a discrimination which operated very much to the disadvantage of American ship-owners. Unfortunately, the American Lloyds' is now divided into three rival associations, which, in the general estimation of shippers and ship-owners, suffer the ill repute of a house divided against itself. Within a few years, the French Lloyds', or "Bureau Veritas," has come rapidly into popular favor in all parts of the world, under the able administration of its energetic and talented president, M. Charles Bal, of Paris. At the present time the French Lloyds' is the classification most extensively adopted in the United States, and also to a very great extent in New Brunswick and Canada. THE IMPORTANCE OF THE SHIP-BUILDING AND MARINE ENGINE-BUILDING INTERESTS TO THE UNITED STATES GOVERNMENT IN TIME OF WAR. The protection of the merchant marine of the United States is a traditional policy of the government, having for its object the promotion of commerce and the maritime defense of the nation in time of war. In time of peace our permanent navy has always been small, the nation depending upon the merchant marine for vessels, officers, and seamen to meet the exigencies of war. At a very early day, (act July 29, 1813,) in aid of the merchant marine, the government established bounties for vessels employed in the fisheries, that choicest school of seamanship. FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 27 By act June 20, 1864, that provision was changed to the more equitable plan of a drawback on imported salt used in curing fish. The acts December 31, 1792, and February 18, 1793, for the registration and enrollment of vessels, prohibited all foreign-built vessels from being documented as vessels of the United States. By act March 1, 18'17, the coasting trade was confined to American vessels, and it is also provided by law that all the owners, and the master of every American vessel, shall be American citizens. —Acts December 21, 1792, February 18, 1793, June 24, 1864. Under the favorable influence of these laws, which still stand upon our statute books, the merchant marine and the ship-building enterprises of the country enjoyed a long season of prosperity. Within half a century the tonnage of the United States attained to an equal rank with that of England, the nation which, for two hundred years, had enjoyed the naval and commercial supremacy of the seas. No array of figures or comparison with material resources can express the value of the services rendered by the naval branch of the war power during the late struggle for national life. Nor can we estimate the value of that aid and re-enforcement which the government drew so quickly and so fully from the merchant marine, and from the shipbuilding and marine engine-building interests of the country. We may, however, compute the amount of this added force in ships and men, and the relative share of the work which they served to accomplish. From an official statement of the Navy Department I have compiled the following table, showing the relative amount of work done for the government during the late war at the navy yards and at private establishments. The total cost of steamers (hull and engines) is stated in a report by the Navy Department. The relative cost of hull and engines has been computed for me by Mr. Thomas F. Rowland, proprietor of the Continental Works of Greenpoint, New York, from estimates made by himself and other contractors for government ships: S2tatement showing the amount and nature of work done for the United States Navy during the war, distinguishing work done at navy yards and at private establishments. Built at navy yards. Built at private establishments. Per cent. built Class of vessels. at private establishments. No. Value. No. Value. Screw sloops............................... 29 $7, 110, 540 2 $780, 083 9. 8 Gunboats...................................................... 23 1, 166, 485 100. 0 Paddle-wheel steamers, (double enders).. 19 2, 035, 884 20 1, 437, 944 44. 0 Paddle-wheel steamers, (iron)................................... 8 1, 419, 064 100. 0 Tugs..-............................. 11 874, 806 100. 0 Iron-clad, (sea-going casemated)................................ 2 1, 299, 573 100. 0 Iron-clad, (sea-going single turret)..-.................. 2 2, 518, 311 100. 0 Iron-clad, (sea-going double turret)......... 4 3, 571, 686 5 1, 851, 093 35. 0 Iron-clad, (single turret).................................. 44 18, 090, 265 100. 0 Iron-clad, (casemated)......................................... 4 585, 007 100. 0 Torpedo vessel.....1..................... I................. 1 30, 024 100. 0 Powder tugs................................ 2 38, 496....... Iron-clads first completed.......................................'2 408, 200 100. 0 Total........ -.................... -54 12, 756, 606 124 30, 461, 755 70. 0 Engines.................................... 2 121, 160 175 20, 978, 256 99. 0 Vessels purchased............................................. 439 19, 674, 508 100. 0 Grand total of all naval vessels proper, engines and vessels purchased.............. 56 12, 877, 766 738 71,114, 519 84. 5 28 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. Thus it appears that during the war the value of vessels built in the navy yards was $12,756,606, and in private establishments $30,461,755, 70 per cent. of the ship-building having been done at private establishments; also that there were but two marine engines built in the navy yards, (both built at the Washington navy yard,) whereas there were 175 built outside. It also appears that 84- per cent. of the entire work of building vessels and engines for the Navy Department was done at private establisments. In addition to the vessels supplied, to the Navy Department there were 343 vessels built for or purchased by the War Department, (all built at private establishments,) whose total tonnage was 100,583 tons, and aggregate value $9,397,125; besides, 2,503 vessels of an aggregate tonnage of 757,611 tons were chartered as government transports. The tonnage of the navy in 1865, built at the navy yards before or during the war, amounted to 280,517 tons, whereas the total force added from the merchant marine during the war amounted to 1,175,132 tons, or 419 per cent. of the entire marine force built by the government. These facts are clearly shown by the following statement: Statement of tonnage employed by the United States government during the late war, which was built at the navy yards and at private establishmnents. VESSELS BUILT AT NAVY YARDS. Tons. Tonnage of navy in 1861........................ 218, 016 Tonnage built at navy yards during the war............. 62, 501 Total tonnage employed during the war which was built by the United States government...................... 280, 517 VESSELS BUILT AT PRIVATE ESTABLISHMENTS. Tonnage of vessels built during the war for the Navy Department at private establishments................ 100, 963 Tonnage of vessels purchased by the government during the war for Navy Departmett 215, 975 Tonnage of vessels purchased or built for War Department during the war.................... —.... -.. ——.. 100, 583 Tonnage of vessels chartered by the War Department during the war....-..................................-. 757, 611 Total tonnage employed during the late war- which was built at private establishments.......................... 1, 175, 132 The foregoing statement shows that of the 1,455,649 tons of shipping employed by the government during the war 280,517 tons, or 19 per cent., was built at the navy yards, and 1,175,132 tons, or 81 per cent., was built at private etbjishments. 'OREIGN!C6iMMiRCE WITH THE UNITED STATES, ETC. 29 Statement of the value of work done during the late war in the building of vessels and marine engines far Navy Department, at the navy yards and private establishments. AT NAVY YARDS. Value of ships built............. -.....-....-.......... $12, 756, 606 Value of marine engines built........................ 121, 160 Total work done at navy yards..................... 12, 877, 766 PRIVATE ESTABLISHMENTS. Value of vessels built for Nav.y Department.......$30, 461, 756 Value of marine engines built for Navy Department.... 20,978, 256 Total work done at private establishments.......... 51, 440, 012 The above statement shows that during the late war the value of work done for the navy in the building of vessels and marine engines amounted to $64,317,778, of which 20 per cent. was done at navy yards and 80 per cent. at private establishments. Besides, all the vessels built for the War Department during the war were built at private establishments. The exact value of this work cannot be stated from the published reports of the Quartermaster General. Several of the most extensive machine shops where this work was performed are now closed. Others, formerly engaged in building marine engines, have gone into the manufacture of architectural and other iron works. There has also been a large falling off in the number of skilled laborers employed in the building of steamship machinery. But the government is no less dependent upon the merchant marine for seamen than for ships. In 1861 the entire forces of the navy embraced but 7,600 men. To meet the necessities of the war, the number was increased to 51,500 in 1865. Besides, there were employed by the War Department 24,000 seamen upon transports, making the total force 75,500 men, or about ten times the force employed in 1861. The substitution, within the last ten years, of iron for wood in the construction of ships of war has rendered the development of iron shipbuilding in the United States a matter of peculiar national importance in so far as relates to the maritime defense of the nation. It seems to be impossible for the government, under an economical administration of the Navy Department, to maintain, in time of peace, the skilled labor, the requisite machinery, or the ships necessary to meet the possible exigencies of war. The education of constant labor is necessary in order to maintain in any country a large force of mechanics skilled in the manufacture of iron ships and marine engines, and this can be accomplished only through the ordinary demands of a prosperous merchant marine. The naval architects and the mechanics employed in our navy yards have acquired their practical education at private establishments. Sometimes our navy yards have exhibited great activity, anid again a sweeping discharge has left all stillness, where but yesterday was heard the noise'of hundreds of busy mechanics. These sporadic efforts displayed by the government are certainly unfavorable to the development of genius or of a high degree of mechanical skill. It is a question of national policy whether it is not bet 30 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. ter for the government, in order to meet the requirements of its ordinary navy, to contract for the construction of iron war ships and marine engines at private establishments. I have it upon good authority that all the marine engines and all the iron war ships of England have been built outside the navy yards, and that the naval ships of nearly all the other nations of Europe are built at private contract, the greater part of them in England or on the Clyde. Upon this important subject I add the valuable testimony of the Secretary of the Navy in his recent annual report. There is another element of defense against the time of danger, perhaps as effective as any other, available to wise and liberal statesmanship. Nations, like men, hesitate to attack those who are prepared to do them serious injury, and in the means of destructive aggression is often found the surest defense against all who have anything to lose. Such means would be at hand if we had lines of ocean-going steamers established, running out of our ports in the peaceful pursuit of commercial enterprise, but carrying our own flag, and available to our government in time of need. The attention of thoughtful men has been much directed to this subject, and all are looking to the national government for encouragement. To provide and protect the great means of commercial intercourse, both domestic and international, is one of the direct purposes of government for which it is established, and to which its resources may properly be directed. Enterprises of such magnitude are undertaken at great expense and risk of capital. Important elements of the public wealth and prosperity, they are in their nature subject to the vicissitudes of public policy. They thus assume a national character, and are, I think, the proper subjects for government aid and direction. It will not become me to discuss in this report the many arguments of national prosperity and pride which press the subject upon us, but I may be permitted to urge it as an important element of national safety. In support of this view, I call attention to the fact that there are now running from the ports of New York, Boston, and Baltimore, for those of Europe, over sixty (60) powerful screw steamers, averaging nearly three thousand (3,000) tons each. These steamers, carrying the English, and French, and German flags, are most of them the results of wise liberality on the part of their respective governments; and they now absorb a very large proportion of the carrying trade across the Atlantic. Their average time in crossing, to and fro, in all weathers, is not more than eleven days. Any one of them could be quickly converted into an efficient and powerful ship of war, capable of carrying full sail power, and keeping the sea for any length of time. Here, then, is a heavy tonnage of possible war vessels, larger than that of our whole navy on the 1st of January, 1868. Had our mercantile marine possessed such lines at the breaking out of the late war, we might, instead of permitting the rebels to introduce a vast amount of war material before we could collect the means to prevent it, have quickly closed every southern port. A comparatively small force of this kind, appropriately armed and let loose on the ocean, under the command of bold and intelligent officers, would be a dangerous foe to the commerce of any country. Our own was substantially driven from the seas by two or three roughly equipped vessels, much inferior in power to those of which I have spoken. Thus it will be seen that, in giving up this field to the occupation of other nations, and yielding to them the commercial advantages which naturally belong to our own position and resources, we at the same time relinquish our own weapons, and arm our possible enemies. Upon.recent and very careful inquiry, it appears that instead of sixty steamers as stated by the Secretary, there are ten foreign steamers running from Portland, ninety-four from New York, four from Baltimore, and nine from New Orleans, to ports in Europe. There are in all one hundred and seventeen foreign steamers plying between ports of the United States and ports in Europe, whose average tonnage is 2,208.86, and aggregate tonnage 268,437.04, and not a single one wearing the American flag. Besides, England has steam lines in successful operation in all parts of the world. It appears by the Annual Report of Trade and Navigation for 1868, that there are now registered in the United Kingdom 594 ocean steamers, whose tonnage exceeds 500 tons, all, or very nearly all, constructed of iron. FOREIGN COMMERCE WITH THEl UNITED STATES, ETC. 31 CONCLITSION. I should depart from the purpose and limits of this report if I were to enter upon any extended discussion of the means to be adopted for the upbuilding of our merchant marine. A few statistical facts upon this point may, however, be admissible. Three methods have been proposed for restoring the shipping interests of the United States: 1. The admission of foreign vessels to American registry. —This subject has already been alluded to. The importation of ships, while it might afford temporary relief to ship-owners, would consign our ship-building interests to destruction, in the interest of the nation to whose complicity in the late rebellion, more than to any other cause, we owe the decadence of our ship-building and shipping interests. It is apprehended that the American people may be deterred by motives of self-respect, as well as of self-interest, from patronizing those very establishments which sent forth blockade runners to aid in the attempted work of disrupting the republic and those armed corsairs of the ocean which committed many of our best ships to the flames, and drove hundreds of others to the protection of foreign flags. 2. The importation of ship-building materials free of duty; and 3. The payment of a bounty on vessels built of American materials, equal to the amount of duty which would be paid on such materials if imported. These two methods may be referred to in the same connection. The principal imported materials used in the building of wooden vessels are chains, cables, anchors, copper, zinc, tin, lead, paints, glass, felt, canvas, cordage, and in some cases 20 per cent. of the timber, almost exclusively hackmatack. Mr. William H. Webb, of New York, upon a careful examination of this subject, states that the amount of duty which would be paid on a first-class oak ship of one thousand tons, provided such materials were used to as great an extent as they have ever been used at any time within the last ten years, would be about $8,000 in gold, or $8 per ton. His estimate of the present cost of such a ship being $90 currency per ton, the amount of duty would be 11-k- per cent. of the entire cost, (gold and exchange 132.) One of the principal builders in Maine estimates the amount of duties on imported materials at $3,000 gold, or $3,900 currency, on a ship costing $65,000 currency, or 6 per cent. of the entire cost of the ship. The following statement was made to the legislature of the State of Maine, about two years ago: "By a careful investigation of the duties upon materials entering into the construction of a ship, we find they would amount in round numbers to $7 per ton, in gold." This on a one-thousand-ton ship would amount to $7,000, or 11~ per cent. of the entire cost of the ship at $80, currency, per ton. In a recent publication, Mr. Donald McKay, a well-known ship-builder of Boston, estimates the amount of duty on imported materials used in a wooden ship of one thousand tons, at $8,665 33 in gold, which is 13. per cent. on $64, gold, about the present cost of wooden vessels at Boston. It appears from the above estimates that the amount of duty which would be paid on materials entering into the construction of a wooden ship, provided that foreign materials were used to as great an extent as they have been used at any time during the last ten years, would be about 10 per cent. of the entire cost of the ship. Owing to the superior advantages enjoyed by the builders of the United States in materials and skilled labor, wooden vessels can be built in this country as cheaply, or cheaper, than in the British Provinces. 32 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. But the privilege which all our large vessels, built for general commerce, enjoy, of engaging in our coasting trade whenever it may be to their interest so to do, is believed to give them a value in our own markets 10 per cent. greater than that of foreign vessels. At the present time our wooden ships suffer no disadvantage in competition with the wooden ships of any other nation on the globe. The declension of our sailing tonnage entered, would not appear so unfavorable if allowance were made for American-built vessels, actually owned by American citizens, but now sailing under foreign flags. In regard to the amount of duties which would be paid on an iron ship of one thousand tons, provided all the materials were imported, Mr. Thomas F. Rowland, proprietor of the Continental Works, Green Point, New York, has furnished the following statement: Duties on materils for a 1,000-ton iron ship. 53 per cent. plates.............. 530, 000 lbs., duty, 11 cent. $7,950 00 18 per cent. refined iron and rivets.. 180,000 lbs., duty, cent.. 1,800 00 26 per cent. T and angle or beam 260, 000 lbs., duty, 1~ cent.. 3, 250 00 3 per cent. forgings............... 30, 000 lbs., duty,2 cents.. 600 00 100 1,000,000 13, 600 00 Add 33j per cent. exchange and premium on gold............... 4, 533 33 $18, 133 33 Rigging: 35,000 pounds chain cable, duty, 21 cents, gold............. 075 00 8,000 pounds small rigging-chain, duty, 2J cents, gold.. -—.- 8,000 pounds anchors, 21 cents, gold:......................... 180 00 8j tons Russian hemp, $40 ton, gold duty; or if cordage be imported, 10 tons, 2,000 pounds each, 20,000 pounds, at 3 cents - 600 00 5 tons Manila hemp, or if (2,240 pounds, 25 cents gold) cordage be imported, 1, 200 pounds, at 21 cents gold...........-... 300 00 2, 155 00 Add 331 per cent., exchange and premium on gold..... 718 33 2, 873 33 21, 006 66 Were the government to allow drawback of duties, or a bounty equal to this amountt($21,006 66, or $21 perton,) the cost of American vessels would be reduced to $104 per ton, or only 9J per cent. more than the assumed current English price of ~15 per ton. This difference, however, would be met by the advantage enjoyed by sailing vessels employed in general commerce of engaging in our coasting trade, which advantage, as before stated, is estimated at 10 per cent. of the value of British vessels in our own markets. A drawback of duties or bounty on American ships equal to the full amount of the present duties on imported materials, would, therefore, enable us to enter into competition with the English and Scotch builders. But the full development of the iron ship-building interest in this country would enable our builders to construct ships from 5 to 8 per cent. cheaper than they can afford to build them now. But that most important branch of shipping, ocean steam navigation, cannot enjoy any of the advantages of participating in the coasting trade. Owing to the immense cost of building and operating ocean steamers, they can be profitably employed only on regular lines between large cities. Supposing the same difference to exist between the English and American steamships as exists in regard to sailing vessels, viz, 33 per cent., if a drawback of duty on imported materials, or bounty in lieu FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 33 thereof, were allowed, provided that American materials were used, there would still remain a difference in cost of 10 to 12 per cent. against us. Any drawback or bounty which might be established in favor of both wooden and iron vessels would apply not only to vessels in the " foreign trade," but also to vessels in the home or " coasting trade," there being no line of distinction between the ships employed in the two branches of commerce. This is readily apprehended. Sailing vessels on the coast of less than two hundred tons are, for the most part, engaged in the coasting trade; vessels above seven hundred tons are, to a very great extent, employed in foreign trade; while vessels between two hundred and seven hundred tons, as well as vessels above seven hundred tons, frequently change theiroccupation. EveryAmerican vessel above thirty tons may engage in the foreign trade if her owner so desires. The privilege of passing from the coasting trade to the foreign trade, and vice versa, being estimated as worth at least 10 per cent. of the value of all large ships, to adopt any policy which would confine American vessels to either the one or the other of these employments, would tend greatly to depress our merchant marine in both its branches. This is easily understood. A vessel arriving at a port of the United States from a foreign port, finds a paying cargo to another port of the United States. She avails herself of the opportunity by simply surrendering her register and taking out an enrollment. A foreign ship upon her arrival at an American port is dependent entirely upon cargoes to foreign ports. It is owing to this protective measure alone that we have been able to maintain any of our vessels in foreign commerce. Mr. William II. Webb having consulted with several of the oldest shipowners of New York upon this point, states in a recent letter: " These men, whose ships carried our flag all through the war, are unanimously of the opinion that to remove this restriction which excludes foreign ships would be to annihilate our commerce, the coasting trade being the only thing that has kept our shipping alive." Mr. Webb estimates the advantages of American ownership at 20 per cent. Other ship-owners of New York estimate it as low as 5 per cent. The advantages of the coasting trade are especially enjoyed by vessels of from two hundred and fifty to five hundred tons, which at times trade with the West Indies, Mexico, Central America, and South America, and also engage in domestic commerce. Our larger sailing ships, which are adapted only for long voyages in foreign trade, seldom engage in the coasting trade, and hence this privilege affords but little aid to the building and navigating of such ships. If the aid afforded by the government were to be extended to the vessels of the northern lakes and western rivers, which are embraced in the home trade, the relief granted to the different branches of the merchant nmarine would be in proportion to the tonnnge employed, as follows: Vessels in foreign trade, (coast,) 34 per cent. 74 Vessels in home trade, (coast,) 40 per cent..........'''' Vessels of the northern lakes.................................. 16 Vessels of the western rivers..10........................ 10 Total................................................ 100 No fears need be indulged of excessive prices arising from protection against foreign competition, for we have in this country at the present time all the competitive elements of home industry, which would surely keep the prices of ship-building within the range of fair commercial H. Ex. Doc. 111 3 34 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. profits. On pages 51 and 58 will be found statements prepared by men of large practical experience in regard to the relative cost of operating American and foreign sailing vessels and steamers. The following estimates are intended to show the value of our shipbuilding on the coast and the value of the American and foreign shipping employed in our trade with foreign countries. Estimated value of American vessels employed in our foreign trade. Value of American sailing vessels employed in foreign trade, estimated at $45 per ton........................ $60, 892, 605 Value of foreign sailing vessels employed in our foreign trade, estimated at $45 per ton..............-..... 67, 089,015 Value of American steamers employed on lines making regular trips between ports of the United States and foreign ports, estimated at $100 per ton, currency... 8, 238, 500 Value of foreign steamers employed on lines making regular trips between ports of the United States and foreign ports, estimated at $137 per ton, currency 36, 991, 918 Total value of American vessels (sail and steam) employed in our foreign trade.......................... 69,131,105 Total value of foreign vessels (sail and steam) employed in our foreign trade.................................... 104, 080, 933 Estimated gross earnings of American and foreign vessels in our foreign trade. American sailing vessels, currency..................... 31, 825, 470 American steam vessels, currency............... 2, 500, 000 Total American................................ 34, 325, 470 Foreign sailing vessels, currency................... $35, 062, 282 Foreign steam vessels, currency....-.................. 28, 470, 000 Total foreign.................................... 63, 532, 282 Total gross earnings of American and foreign.......... 97, 857, 752 Percentage of earnings of American and foreign vessels in our foreign trade. Per cent. of gross earnings of sailing tonnage in American vessels. 48 Per cent. of gross earnings of sailing tonnage in foreign vesssels.. 52 Per cent. of gross earnings of steam tonnage in American vessels.. 8 Per cent. of gross earnings of steam tonnage in foreign vessels... — 92 Per cent. which the total earnings of American sailing and steam vessels are of the total gross earnings of American and foreign vessels..................................................... 36 Per cent. which the total earnings of foreign sailing and steam vessels are of the total gross earnings of American and foreign vessels......................................................... 64 FOREIGN COMMERCE WITH tHE UNITED STATES, ETC. 35 Estimated number of men employed in our foreign trade. Number of men employed on American sailing vessels........ 33, 829 Number of men employed on foreign sailing vessels.......... 37, 272 Number of men employed on American steam vessels making regular trips...................................... 2, 471' Number of men employed on foreign steam vessels making regular trips......................... 8, 100 Total number of men employed on American vessels in our foreign trade....................................... 36, 300 Total number of men employed on foreign vessels in our foreign trade.................................................. 45, 372 Our merchant marine employed in foreign trade occupies a peculiar, and, in some respects, an anomalous position. Among the various industries which constitute the sources of individual and national wealth, some there are, such as the construction of railroads, canals, and permanent structures, in which competition upon foreign soil is impossible. There are others in which foreign competition is possible, but not profitable, owing to the weight and bulk of the finished product, and the consequent cost of transportation, or the fact that the raw materials used are produced in this country cheaper than if imported. But there is a third class of industries, also fruitful sources of wealth and of profitable employment to American laborers, in which foreign competition is not only possible, but which can be developed in this country only under the protection of tariff duties or of other legal enactments. Striking illustrations of the third class of industries are found in the building of vessels for the foreign trade and of employing them in that occupation. When an American vessel leaves our shores, bound for a foreign port, she enjoys no special protection from the government, but enters at once into free and equal competition with the ships of all the world. Precisely the reverse of this exists in regard to vessels employed in our coasting trade, foreign competition being entirely prohibited. The value of American vessels in the coasting trade is therefore determined solely by the demands of home commerce, while the value of our ships in foreign trade is determined by their cost in the country which can build them cheapest. Twenty years ago the advantage in cost was on the side of the United States, but England, by substituting iron for wood, and by building extensive ship yards, and machine shops, supplietl with tools at a vast expense, and by educating a large class of skilled laborers, has again thrown the advantages on her side; Besides, our national debt. the advantages of popular education, and the superior modes of living enjoyed by the laboring classes of this country, of necessity add to the cost of every product of labor. But the natural advantages of the United States, both in the production of iron and coal, and in the building of iron ships, are unsurpassed by England, or by any other nation. It is susceptible of proof that a given amount of labor in this country can produce a greater quantity of iron than is produced by the same amount of labor in England, the American product being superior to the English. The difference in the cost of the same product of labor in different countries is due mainly to differences of social and political institutions, giving rise to differences in the remuneration of labor. That the ship-building and shipping enterprises of the United States are of vast importance in the development of national wealth; that they are powerful agencies in maintaining the national influence abroad 36 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. and that they are invaluable sources of defense in time of war, are facts which no one can question or deny. That the prosperity of this important interest should be maintained, at all events, is a proposition that admits of no argument. It is evident that unless each nation in some way protects its own maritime interests, the nation which can build vessels cheapest will eventually drive the ships of all other nations from the seas. This fact is deeply graven upon our commercial statistics of the last eight years. The present necessity of protecting these important interests of our country by the strong arm of the government is, therefore, a truth so obvious that to state it is to prove it. All nations, in some way, secure to themselves their own coastwise trade, and if each nation does not also secure to itself at least one-half of its shipping in foreign trade, the maritime and commercial supremacy of England upon the ocean will again become more absolute than ever before. Were we to abolish the protection afforded to our extensive coastwise trade, England would in a few years become, not only the ruler, but the monopolist of the seas. Our prosperity as a commercial people, and our safety as an ocean-bound country, forbid that we should suffer such a disaster. If our commerce is to be carried on in British ships, Liverpool and London must become, to a great extent, points of distribution for a commerce which we now hold direct with other nations, and British merchants will do the business. Our shipping interests, though depressed, are not irretrievably fallen. We have all the national resources, the mechanical skill, and the commercial enterprise, which are requisite to place our merchant navy in the front rank of international commerce. We have along our extended coast a large population who naturally look to the sea for occupation and gain. Our brave whalers, and daring fishermen, have preserved their occupations as peculiarly American enterprises. If we can compete with other nations in building ships, we can maintain them upon the seas. At this day, when ocean steam navigation is highly advanced, and is rapidly superseding the use of sailing-vessels between all the large commercial ports of the globe, let us see to it that we no longer suffer the loss of the profits of our own commerce, and the burning disgrace of being obliged to subsidize foreign steam lines for the carriage of our own mails. No measures for restoring our commercial marine can be effective which do not clearly recognize the fact, that at this day a prosperous steam mqaine is the first necessity of the -maritime interests of any nation. This is:on important epoch in the history of commerce. By means of the Suez Canal, our trade with the East Indies will probably be greatly increased. We are also at this time especially interested in that great international project, the Darien Ship Canal, which, when completed, like the Suez Canal, will tend greatly to the development of steam navigation. To hesitate now, is to surrender entirely. Let us rebuild our merchant navy. Let the flag of the United States again be seen in all the large ports of the world, at the masthead of our merchant ships, those messengers of peace, and we shall need but little display of the war power abroad in order to maintain the national honor, or to protect the rights of American citizens. At this time of our commercial decline let us emulate the brave example of our old maritime rival, when twenty years ago she saw the international shipping of the world rapidly passing into our hands. Her course at that important crisis of her history is thus described by Hon. Freeman H. Morse, United States consul at London, in a dispatch to the FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 37 State Department, Ex. Doc. No. 283, fortieth Congress: " Comprehending her position she clearly foresaw the absolute necessity of great, prompt, and persevering efforts to recover and maintain her maritime prestige, or she might almost calculate the time when her lead on the ocean would pass permanently to other hands. She, therefore, went into a more close and thorough investigation, practical and theoretical, of the whole question of her commercial future, and without delay set about the application of such remedies as the nature of the case seemed to require. She made no serious attempt to revive restrictions on foreign commerce, but sought to obtain advantages for her own by great improvements in the models and construction of her ships, by removing, as far as practicable, all restrictions against it, and by giving it all the encouragement which favorable legislation can afford. The whole nation watched its commercial marine with care and anxiety, for it contained the ark of their safety, and the government performed its duty of guardian and protector with more vigilance, perhaps, than ever before. The government board of trade, the local boards, parliamentary committees, intelligent merchants, ship-builders, engineers, and men of commercial knowledge, all contributed their quotas of investigation, and thought to unfold its deficiencies and remedies; while the representatives of the government in foreign countries explained the resources of the countries to which they were accredited, and how English trade could be expanded therein." Let the interest, then, manifested in England be felt by the people of the United States, and we shall, within a few years, retrieve our fallen fortunes upon the ocean. It must not be that the ships of the nation to whom we mainly attribute our maritime disasters shall continue to supersede the American flag in our own ports, and bear off from us the prizes of our own commerce with other nations. Rather let us follow that line of policy which the President indicated in his inaugural address: " A prostrate commerce is to be rebuilt." Very respectfully, your obedient servant, JOSEPH NIMMO, JR., Chief of the Division of Tonnage. Hon. GEO. S. BOUTWELL, Secretary of the Treasury. CONDENSED STATEMENT OF STATISTICS EMBODIED IN THIS REPORT NOT PRESENTED IN TABULAR FORM. Page. Eighteen tons of steam tonnage equal thirty-two tons of sailing tonnage in carrying capacity -.- -5..................... —-—... 5 Total steam tonnage entered at American ports from foreign ports during the year ending June 30, 1869, 31~ per cent. of total tonnage -..................... 5 If all the vessels engaged in our foreign commerce were sailing-vessels the tonnage entered would be increased 25 per cent......... —--—. 5 Steam tonnage entered at New York from foreign ports 45 per cent. of total tonnage entered................................. 5 Value of imports into New York by steam vessels 80L%03%O per cent. of value of total imports.-..........-...........-...-.......... ----- 5 Estimated percentage of value of total imports into the United States in steam vessels 56 per cent..... 5 Tonnage of American vessels in foreign trade has fallen off 43 per cent. since 1861. 5 Estimated tonnage of the merchant marine of the world in 1855: United States, one-third; England, one-third; all other nations combined, one-third.-... 6 Tonnage of British vessels entered at United States seaports since 1861, 76 per cent. of the foreign tonnage entered........................................ 6 \American tonnage entered, 1856 to 1861, 18,136,439 tons........................ 7 Foreign tonnage entered, 1856 to 1861, 8,622,226 tons........................... —------- 7 American tonnage entered, 1864 to 1869, 10,242,425 tons........................ 7 Foreign tonnage entered, 1864 to 1869,17,561,352 tons.......................... 7 Falling off of American from 210 per cent. to 58 per cent. of foreign............ 7 American tonnage entered, 1856 to 1861, 67 per cent. of total tonnage entered.. 7 American tonnage entered, 1864 to 1869, 37 per cent. of total tonnage entered.. 7 Imports in American vessels, 1856 to 1861, $1,358,619,000........................ 7 Imports in foreign vessels, 1856 to 1861, $636,104,000........................... 7 Imports in American vessels, 1864 to 1869, $635,021,000......................... 7 Imports in foreign vessels, 1864 to 1869, $1,593,377,000........................... 7 Falling off of American from 213 per cent. to 40 per cent. of foreign.-.......... 7 Imports in American vessels, 1856 to 1861, 68 per cent. of total imports.......... 7 Imports in American vessels, 1864 to 1869, 28 per cent. of total imports....... 7 Ships and barks built in 1855, 373............................................. 8 Ships and barks built in 1869, 91..............................-.-.... 8 Per cent. of sea-going tonnage, ships and barks, 1853 to 1858, 65 per cent.; 1863 to 1868, 28 per cent........................................................ 8 Ships and barks built in New England in 1855, 305............................ 8 Schooners built in New England in 1855, 173................................. 8 Aggregate tonnage built in New England in 1855, 326,429 tons.................. 8 Ships and barks built in New England in 1869, 72... 8 Schooners built in New England in 1869, 185.. —---—................................ — 8 Aggregate tonnage built in New England in 1869, 92,750 tons.. —--------------- 8 The average tonnage of ships and barks built since war has fallen off 10 per cent. 9 Tonnage captured by rebels during the war, 239 vessels, 104,605 tons............ 9 Tonnage sold to foreigners during the war, 774,652 tons........................ 9 Tonnage sold to foreigners during the forty years preceding the war, 671,377 tons 9 Cunard line established 1840, five steamers................................... 10 Subsidy ~85,000 ($413,666) per annum......................................... 10 1841. Subsidy ~110,000 ($535,326) per annum...-.... —- -—. —- -------—... 10 1846. Subsidy ~145,000 ($705,666) per annum................................ —. 10 1862. Subsidy ~176,340 ($858,176) per annum; $16,503 per trip; 11 steamers, 52 trips................................................................... 10 1870. Subsidy ~70,000 ($340,666) per annum; $3, 275 per trip; 21 steamers, 104 trips..................................................................... 10 Collins line, established in 1850.............................................. 10 Subsidy in 1852, $858,000 for 26 trips a year; $33,000 per trip, $4 70 per mile run. 10 In 1857, subsidy $385,000 for 29 trips, or $13,276 per trip, or $3 101 per mile run. Postage $415,867........................................................... 10 Cunard line in 1857 received a subsidy of ~173,340 ($43,576) for 52 trips per annum, being at the rate of $16,222 per trip, or $2 38j per mile run. Postage ~143,667 ($699,169)........................................................ 10 Twelve foreign lines now running between the United States and Europe, comprising 117 steamers, whose aggregate tonnage is 268,437 tons................ 11 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 39 Page. Estimated per cent. of value of total imports into the United States now imported in foreign steamers, 491% per cent.................................... 11 Estimated value of foreign steamers running to the United States, $36,991,918.. 11 Estimated gross receipts from freights by foreign steam lines, $28,470,000........ 11 Subsidy to Canard line, A. D. 1869, ~70,000 ($340,662,) 104 trips; $3,275 per trip, 53 cents per mile run....................................................... 14 Subsidy to Inman line, A. D. 1869, ~35,000 ($170,331) for 72 trips; $2,365 per trip, 38 cents per mile run...................................................... 14 Subsidy to General Transatlantic Company (French,) A. D. 1869, 120,000 francs, 26 trips; $22,320 per trip, $3 41 per mile run................................. 14 Three subsidized lines, embracing 42 steamers, and nine unsubsidized lines, embracing 75 steamers..................................... 14 Average life-time of wooden sailing-vessels, 14 years.......................... 17 Average life-time of wooden ocean steamers, 12 to 14 years.................... 17 Iron vessels carry 13 per cent. more cargo than wooden vessels................ 17 Wooden ships of 1,000 tons can carry 1,600 tons of 2,240 pounds. Iron ships can carry 1,800 tons............................................................ 18 Thinner sides of iron vessels give them 14 per cent. greater cubical capacity for cargo than wooden vessels of same tonnage........... 18 Proportion of length to breadth of 26 wooden steamers, all American, 7:1...... 18 Proportion of length to breadth of 9 iron steamers, all foreign, 81%:1....-...... 18 Average difference in ratio of length to breadth in favor of iron vessels, 1?% -.. 18 Average tensile strength of 13 specimens of English iron tested at Watertown Arsenal, December, 1869, 41,505 pounds per square inch....................... 21 Average tensile strength of 8 specimens of American iron, 45,272 pounds per square inch..... 21 Superiority of American iron, 9 per cent........... 21 Average life-time of wooden ocean steamers, 14 years; annual depreciation 7 per cent....................................................................... 1 Average life-time of iron steamers 30 years; annual depreciation 3j per cent..- 21 Ordinary repairs of wooden steamers 7 per cent. of original cost.... 21 Ordinary repairs of iron steamers 2 per cent. of original cost.................... 21 Value of vessels built in navy yards during the war, $12,756,606.-............. 28 Value of vessels built for Navy Department in private establishments, $30,461,751, or 70 per cent. of total built for Navy Department. -.28 Two marine engines built at navy yards......... One hundred and seventy-five marine engines built for Navy Department at private establishments...................................................... 28 841 per cent. of the marine engines and vessels employed by the Navy Department during the war, including vessels purchased by the government, were built at private establishments ----.............................. —------------------ 28 343 vessels purchased or built by War Department, of 100,583 tons, and valued at $9,397 125................................................................. 28 2,503 vessels of 757,611 tons chartered as transports by War Department during the war................................................................... 28 Tonnage of the navy, built at navy yards in 1865, amounted to 280,517 tons. —-- 28 Total added force from merchant marine, 1,175,132 tons, or 419 per cent. of the tonnage built by the government.......................................... 28 19 per cent. of the tonnage employed during the war built by the government; 81 per cent. built at private establishments -......... —-.-. 28 The value of the vessels and marine engines built for the navy during the war was $64,317,778.......................................................... 29 20 per cent. of this work was done at navy yards; 80 per cent. at private establishments.............................................. 29 Force of navy in 1861, 7,600 men...........................-... —-........ 29 Force of navy in 1865, 51,500 men......... -.................... 29 Force employed on transports, 24,000 men..................................... 29 Total force in 1865, 75,000, or ten times that employed in 1861..... 29 Foreign steamers making transatlantic voyages, 117 in all; average tonnage, 2,209 tons; aggregate tonnage, 268,437 tons................................. 30 Ten steamers from Portland, 94 from New York, 4 from Baltimore, and 9 from New Orleans; 594 British ocean steamers over 500 tons in 1868, all iron.... 30 Classification of American tonnage: The coast $ Vessels in foreign trade, 34 per cent. 74 per cent.. 33 Vessels in home trade, 40 per cent.. 33 Vessels on the northern lakes.. -—.-16 per cent..............-. 33 Vessels on the western rivers...................... 10 per cent....-.......... 33 Total........................................ 100 per cent........ 33 COMMERCIAL STATEMENTS, STATEMENTS IN RELATION TO COMMERCE AND NAVIGATION. 1. Wooden vessels-ratio of length to breadth. 2. Iron vessels-ratio of length to breadth. 3. Statement in regard to the cost of building and operating wooden and iron vessels, prepared by Franklin W. Smith, esq., treasurer of Atlantic Works, Boston, Massachusetts. 4. Statement of a series of experiments made at the Watertown Arsenal, Massachusetts, in December, 1869, for the purpose of determining the relative tensile strength of American and British ship-plate iron, by Captain O. E. Michaelis, United States Army. 5. American, foreign and British tonnage entered at sea-ports of the United States from foreign countries 1821 to 1869. 6. Comparative statement of tonnage of American and foreign vessels, entered at ports of the United States from foreign ports, 1840 to 1869. 7. Statement of the tonnage entered at various countries from foreign ports, distinguishing home and foreign vessels, A. D. 1865. 8. Statement in regard to the dimensions, tonnage, carrying capacity, &c., of nine iron screw steamers belonging to lines running between New York and foreign ports, prepared by Major Henry Gaines, measurer of vessels at New York. 9. Statement of the ocean steamers of the United States. 10. Value of the ship-building of the Atlantic Gulf and Pacific Coasts of the United States, from 1850 to 1869, estimating the cost at $55 per ton prior to 1862, and at $61 per ton since 1862. 11. Statement of iron and wooden vessels built in the United Kingdom from 1853 to 1868. 12. Vessels built in the United Kingdom for foreigners. 13. Vessels built in Great Britain and Ireland for foreigners, distinguishing war and merchant vessels. 14. Statements of vessels built in the United States, Great Britain, and the British North American Provinces, respectively, 1853 to 1868. 15. Statement of iron sailing and steam vessels built in England and Scotland each year from 1853 to 1868. 16. Value of imports from various countries and geographical districts, from 1850 to 1869. 17. Statement of the imports from Canada and other British North American possessions into the United States, from 1850 to 1869. 18. Statement of total exports, and exports of foreign and colonial products from Great Britain to the United States, and the percentage which the exports of foreign and colonial exports are of the total exports. 19. Statement of gross imports and exports of ten commercial nations. 20. Statement of the quantities of, and amount of drawback allowed on goods delivered out of bonded warehouses in Great Britain for the use of merchant vessels, 1867. 21. Comparative cost of manning an English and an American sailing vessel of one thousand tons, prepared by Captain Samuel Harding, surveyor of Bureau Veritas, New York. FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 41 22. Comparative cost of operating an American and an English sailing ship of one thousand tons, supposing each to have cost $90,000 currency, prepared by Captain Samuel Harding, surveyor of Bureau Veritas, New York. 23. Statement of steamers making regular trips between the ports of the United States and foreign ports. 24. Comparative statement of'the cost of manning an American and a British steamer of three thousand tons. No. 1. —Wooden vessels. —Ratio of length to breadth. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~........... DIMENSIONS. Name of vessel Screwor side- Home port. Tonnage. Name of vessel. T n a e wheel. Length. Breadth. Depth. Chase.-.......... Screw..... —. Portland...... 547. 04 146 27 17 5. 4 Victor -........... do.... —. Mystic........ 1,326. 76 205. 5 36 19 5. 7 Henry Chauncy.... Side-wheel. New York.... 2, 656. 67 319. 45 43 20. 8 7. Arizona-............-do. —---—. —.do......... 2, 793. 44 323.8 44.8 41 7.2 Ocean Queen.......-.... do..-......... do.......-.. 2,715.34 324 42.8 23.3 7.5 Alaska................. do........... do - 4,011.64 346 47.6 23.5 7.2 Northern Light......... do. —... do.... -- - 2, 056. 53 254 38. 8 22. 6 6. 5 Rising Star............. do.....-..do......... 2, 726. 66 303. 45 43. 66 23 6. 9 Mary M. Roberts... I.... do.... —....do - - 1,170. 77 235 33. 5 12 7 Soufh America......... do. —...do-.... 2,150. 53 256 38. 5 24.1 6. 6 North America... d....do........... do......... 2, 085. 09 262 37. 5 27. 8 7 Golden City............ do.. —......... do......... 3, 589. 69 340 45. 6 21.6 7. 4 China................. do. do 3,836.12 360 47.4 22.8 7.6 Colorado..-. —----- I..Ido.......... do......... 3, 727. 80 340 45.6 22.6 7. 4 Constitution............ do.... —..... do......... 3, 575.36 340. 5 45. 2 22. 4 7. 5 Montana............... do-.......... do....-.... 2,676.82 318 42.5 20.6 7. 4 St. Louis............... do........... do......... 1,771.91 266.4 35.6 15.9 7.5 Great Republic....-.. do.......do......... 3, 881. 83 360. 3 47. 4 22. 8 7. 6 Sacramento............ do. do.2, 682.92 299 42. 5 18. 7 7 Japan.................. do...-..... do......... 4,351.72 362 49 23 7. 4 Baltic............... do........... do......... 2, 644. 44 280.6 46 25 6.1 Moses Taylor........... do-...... San Francisco. 1, 354. 00 240 34 19. 6 7 Oriflammb.............. do........... do......... 1,082.31 228 32 18.7 7.1 Nevada................ do........... do......... 2,143. 82 281 40 16.3 7 California.............. do........... do......... 673. 51 168 28. 5 15. 5 5. 8 Idaho................do........... do......... 1,077.13 198 31.2 16.9 6. 9 Average ratio of length to breadth of the above twenty-six wooden steamers, 7. No. 2.-Iron vessels. —Ratio of length to breadth. 4-0 DIMENSIONS. Name of vessel. Screw or sideName of vessel. Nationality. w s- Tonnage. - _ _ wheel. t Length. Breadth. Depth. P ~ City of Brooklyn._. British....... Screw...... 2, 973. 90 350 42. 5 26. 8 8.2 Columbia.............do........... do...... 1,716.01 278 34 22. 5 8.2 Minnesota.............. do............ do....... 2, 965. 30 320 41. 8 28 7.6 France............. do............. do....... 3, 586.11 375 42 29 9 Atlanta................ do............. do....... 2,109. 75 334.2 34.2 24 9.7 Javar-.-. -do............. do....... 2, 780. 86 332 42 28 8 Samana................ do............ ddo..... 2,605.31 320. 6 39. 5 26.6 8.1 Rhein.............. North German...do... 3, 017. 51 332 40. 8 26. 6 8.1 IHolsatia....do............. do....... 3, 025. 90 335 40. 6 26. 9 8. 2 Average ratio of length to breadth of the above nine iron steamers, 8. 3. 42 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. No. 3.-Statement in regard to the cost of building and operating wooden and iron vessels. [Prepared by Franklin Wr. Smith, esq., treasurer of Atlantic Works, Boston, Massachusetts.] Cost of building and annual expenses. Iron. Wood. BUILDING. Cost of building a 1,000-ton ship............................ $125, 000 $86, 000 Seventeen per cent. greater carrying capacity of iron vessel --—... -......... -. 21, 250 Balance against iron................................................................ 17, 750 ANNUAL EXPENSES. Interest on increased cost in iron................................................. $2, 662 50........ Recoppering, &c., wooden vessel —..$................................................ $2, 000 00 Scraping and painting iron vessel, and dockage --—.. —............-....- 600 00......... Depreciation of wooden vessel 7 per cent. of cost... —.. —---—............-.. -- 6, 020 00 Depreciation of iron vessel 3 per cent. of cost..................................... 3, 750 00......... Repairs of wooden vessel, 7 per cent. of cost -----.. —--........................ —-.......... 6, 020 00 Repairs of iron vessel, 2 per cent. of cost.......................... 2, 500 00 - --—......... —-- Balance in favor of iron vessel........................................ 4, 527 50..... The annual saving here stated ($4,527 50) is 3.6 per cent. of the cost of the iron ship, ($125,000,) or 5.3 per cent. of the cost of the wooden ship, ($86,000.) The annual saving in the expense of operating the iron ship would equal the extra cost of the iron ship in 3.1 years. No. 4.-Statement of a series of experiments made at the Watertown arsenal, Massachusetts, in December, 1869, for the purpose of determining the relative tensile strength of American and British ship plate-iron, by Captain 0. E. Michaelis, United States Army., Dimensions of Dimensions of ~i.2'3 i 5 section before section after ind ofiron. How cut from plate. 2 X - t applying strain. rupture. 0 nd of iron. How cut from plate. g4 ~ z Width. Depth. Width. Depth. Lbs. Lbs. In. I I. In. In. English........... Crosswise.......... 21, 761 41, 781 1. 332 0. 345 1. 328 0. 340 2 English........... Crosswise.......... 21, 540 40, 730 1. 502 0. 340 1. 498 0. 335 3 English........... Crosswise.......... 21, 256 39, 034 1. 500 0. 345 1. 470 0. 338 5 English........... Lengthwise*....... 19, 608 40, 784 1. 500 0. 340 1. 495 0. 334 7 English........... Lengthwise*....... 19, 454 42, 021 1. 503 0. 342 1. 492 0. 340 8 English........... Lengthwiset........ 30, 000 44, 250 1. 386 0. 481 1. 377 0. 459 9 English........... Lengthwise*....... 30, 973 35, 738 1. 738 0. 483 1. 730 0. 482 10 English........... Lengthwise........ 31, 736 45, 729 1. 392 0. 498 1. 370 0. 477 11 English........... Crosswise*........ 36, 421 39, 946 1. 730 0. 492 1. 725 0. 488 12 English........... Crosswise.......... 29, 667 44, 056 1. 390 0. 485 1. 375 0. 475 13 English........... Crosswise.......... 31, 974 42, 584 1. 390 0. 495 1. 380 0. 475 14 American......... Crosswise...... 2.. 25, 098 43, 742 1. 383 0. 605 1. 377 0. 590 15 American......... Lengthwise........ 25, 699 49, 685 1. 385 0. 590 1. 360 0. 581 16 American...... Lengthwise........ 25, 830 47, 479 1. 385 0. 587 1. 377 0. 585 17 American........ Lengthwise....... 32, 801 39, 736 1. 755 0. 608 1. 750 0. 593 19 American......... Lengthwise........ 31, 438 48, 728 1. 383 0. 552 1. 345 0. 510 22 American........ Crosswise.......... 30, 856 44, 226 1. 755 0. 554 1. 740 0. 545 23 American......... Crosswise.......... 27, 236 46, 323 1. 385 0. 558 1. 365 0. 540 28 American......... Crosswise.......... 31, 123 44, 645 1. 991 0. 234 1. 950 0. 225 * Broke at eye. t Broke at eye; commenced breaking at center. 0. E. MICHAELIS, Brevet Captain United States Army. FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 43 No. 5.-American, foreign, and British tonnage entered at seaports of the United States front foreign countries, 1821 to 1869. Year. American. Foreign. British. Year. American. Foreign. British. Per cent. Per cent. Per cent. Per cent. Per cent. Per cent. 1821.............. 90 10 6j 1846............. 69 31 23 1822 -------—.... —. 88 12 84 1847............ 62 38 28 1823.............. 86'14 10 1848............. 64 36 254 1824-.............. 89 11 7 1849............. 59 41 32 1825.............. 90 10 64 1850... 55 45 331 1826.............. 90 10 6- 1851............. 54 46 31 1827 —........... 87 13 9 1852............. 60 40 28 4-5 1828.-............. 85 15 10 1853............. 60 40 264 1829 -—.-.-.-. —- - 88 12 8 1854..-........... 65 35 254 1830.............. 87 13 74 1855............. 69 31 214 1831.............. 80 20 14 1856........... 70 30 214 1832.............. 74 26 17 1857............. 71 29 204 1833.............. 73 27 17 1858............. 69 31 21 4-5 1834.............. 74 26 17 1859............. 66 34 23 1835.............. 76 24 15 1860.... 64 36 26 1836.............. 80 20 174 1861.. 65 35 26 1837.............. 73 27 134 1862...-........ 61 39 28 3-5 1838-.......... 79 21 12 1863. 52 48 34 1839.............. 76 24 14 1864............. 35 65 49 1840.............. 76 24 164 1865. -,........ 37 63 50 1841.............. 74 -26 17 4-5 1866............ 34 66 51 1842.............. 71 29 20 2-5 1867............. 36 64 484 1843.............. 71 29 22 3-5 1868..-........ 40 60 45 1844.............. 69 31 22 1-5 1869............. 36 64 48 1845-............ 70 30 21 4-5 No. 6.- Comparative statement of tonnage of Americau and foreign vessels entered at ports of the United States from foreign ports-1840 to 1869. UNITED STATES. BRITISH. SWEDISH. GERMAN. ITALIAN. PRUSSIAN. SPANISH. DANISH. DUTCH. FRENCTH. OTHER PRUS~~~~~~~DNSEiA.GERHAN. OT NHER COUNTRIES. - ~~~~~~~~~~~~~~~~0 Pea. - I I Ir I I I II Year. AQ 4a -4a Total. 1040........ 1, Tonnage.; Tonnage. 0 0 00 A5i U M U " b a U, I 4 4 4 4 ~ ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~4 Z 0~ 0 0 I 0 o 0 o 0 _ __ _ P H PA H p H p, pt H Pp H Pq H P4 pH 1840........ 1,263,771 75.5 276,461 16.5 15,376.95 45,481 3 5,667.35 1,394.1 15,927 1 4,289.3 3,629.25 30,701 1.8 3,532.25 1,673,103 1841........ 1,294,294 75.2 305,891 17.8 19,090 1.1 46, 268 2.7 5,077.3 2,879.2 12,376.7 4,925.3 2,752.1 17,030 1 10,552.6 1,721134 1842....... 1,223,432. 71.8 347, 329 20.4 19,383 1.1 49,389 2.9 6,236.4 1,359.1 11,677.7 6,080.3 3, 471.2 15, 876.9 19,802 1.2 1,704 034 1843....... 1,261,735 71.2 403,397 22.7 9,444.5 40,252 2.3 1,618.1 1,916.1 7,249.4 2,190.1 511.03 13,582.77 31,556 1.8 1,773, 450 1844........ 1,280,898 69.7 407,725 22.2 34,706 2 55,729 3 5,612.3 5,526.3 6,974.4 5,896.3 2,501.1 17,257.9 16,044.8 1,838,868 1845...... 1,376,190 70.5 424,582 21.8 38,670 2 55,822 3 8,383.4 3,279.1 13,418.7 4,363.2 2,576.1 11,536.6 12,421.6 1,951,240 1846. 1,350,038 69.3 453,579 23.3 22,407 1.3 66,225 3.4 5,562.25 5,409.25 7,804.3 5,265.2 4,299.2 13,666.7 15, 185.8 1, 949, 439 1847....... 1,472,456 62.4 659,203 28 34,272 1. 5 91,440 3.9 7,446.3 5,117.2 18,852.7 9,535.4 13,621.6 30,704 1.3 15,799.7 2,358,445 1848....... 1,586,344 64.9 629,840 25.8 30,797 1.3 39,312 3. 7 6,767.2 5,116.2 29,342 1.2 11,100.5 12,758.5 24,970 1 17, 576.7 5, 443, 922 1849....... 1,669,523 59.7 901,595 32.2 31,172 1.1 82,714 3 9,512.35 4,536.15 29,814 1.1 9,278.3 7, 594.25 31,466 1.1 21,135.75 2,798, 339 1850....... 1,569,828 55.2 954,071 35.5 58.098 2 86,349 3 7,493.3 15,901.6 37,296 1.3 11,046.4 8,867.3 30,762 1.1 65,51212.3 2,845,223 1851....... 1,851,524 57.4 1,006,218 31.2 62,686 1.9 125,051 3.9/ 20,933.7 15,622.5 44,592 1.4 8,662.3 21,708.7 25,252.7 44,529 1.3 3,226I777 1852...... 2,227,749 60.9 1,053,126 28.8 42,401 1.2 151,444 4.2 23,416.6 17,319.5 38,151 1 10,069.4 18,868.5 25,992.7 44,353 1.2 3,652,888 M 1853....... 2,354,450 61.4 1,090,021 26.4 41,539 1.2 170,721 4. 7 23,319.8 19,356.7 41, 336 11.3 14, 595.6 17, 511.5 28, 813.9 44, 430 1.5 3, 846 091 1854... 2,646,462 65.2 1,035,828 25.5 29,901.7 196,128 4.8 17,959.4 12,396.3 41,178 1 7,467.2 15,554.4 21,837.5 39,474 1 4,064184 ] 1855....... 2,747,014 69.6 847,214 21.5 22,637.6 179,719 4.6 21,871.6 8,750.2 35,708.9 5,208.1 20,275.5 18,236.45 38,835.95 3,945,467 Z 1856....... 2,968,472 70.4 909,881 21.6 20,622.5 153,644 3.7 15,677.4 14,670.3 62,813 1.5 5,838.1 16,892.4 23,935.5,26,092.6 4,218,536 1857....... 3,284,383 71 944,608 20.4 19,284.4 196,547 4.3 14,646.3 4,931.1 66,828 1.5 9, 887.2 10,875.2 29,397.7 40,644.9 4, 622,030 j 1858....... 2,879,703 69.4 906,041 21.8 22, 208.5 192,945 4. 7 15,736.4 9,949.2 67,759 1.6 6,036.15 6,353.15 16,416.4 26,986.7 4,150,132 M 1859........ 3,135,236 66.6 1,086,043 23.1 34,979.7 241,698 5.1 33,8 3.7 20,262.4 67,727 1.5 9,717.2 17,330.4 22,487.5 37,621.8 4,706,953 1860. -----— 3,045,885 64.5 1,244,726 26.3 32,078.7 218,352 4.6 31,501.7 17,940.4 62,603 1.3 10,594.2 9,504.2 23, 557.5 29, 282.6 4,726, 022' 1861.' — 2,822,760 65.1 1,127,403 26 29,491.7 218,459 5 16,885.4 27,862.7 24,877.6 9,806.2 10,528.2 15,291.35 31,630.75 4,334, 992 1862 —-. —— 2,400,507 61.1 1,123,185 28.6 37,249.9 261,94616.7 14,365.4 23,287.6 9,623.25 9,602.25 12,350.3 17,008.4 20,953.5 3,930,075 1863.......2,077,547 52.4 2,341,438 33.9 58,663 1.5 305,907 7. 27,180.7 61,047 1.6 6,668.15 13,954.35 13,276.3 22,312.6 32,076.8 3, 960, 068 H1864..... 1,377,736 35.6 1,899,816 49 56, 366 1.5 297,4531 7.7 42, 567 1.1 38,710 1. 3,774.1 35, 714.9 24,930.6 40, 838 1.1 55, 179t. 4 3,873,083 d 1865..... 1,339,405 37.9 1,779,996 50.3 23,343.7 223,170 6.31 20,815.6 13,369.37 4,754.13 14,262.4 13, 256.3 35,715 1. 69, 685 2 3, 537, 770 rI 1866........ 1, 613, 627 34.2 2, 401,812 50.9 63, 015 1.3 393,136 8. 3 46, 759.9 34, 961.75 19, 728.4 14,885.3 17, 251.4 61, 815 1. 03 53, 639 1. 2 4, 729, 628 1867........ 1, 818,230 36.9 2,397,741 48.7 58,132 1.2 397,598 8 39, 244.8 52, 524 1. 1 22, 789.45 10,784.2 12,481.25 76, 577 1. 5 42, 049. 9 4, 928, 149 1868........2, 072, 991 40.2 2, 335, 414 45. 3 69, 640 11.3 486,360 9. 4 30, 240.6 (|).... 33,608. 65 10, 713.2 13,256.25 71, 282 1. 4 37, 210.7 5,160,714 1869. 2,035,361 36.4 2,652,950 47.8 92,092 1.6 597,40310.6 49,580.8 ().... 22,522.4 11,266.2 12, 960.2 72,346 1. 4 36,753.7 5,583, 233 *Included in German. No. 7.-Statement of the tonnage enter-ed at variouts coan tries fr-om foreign ports, distinguishing home and foreign vessels, A. D. 1865. TONNAGE ENTERED. PER CENT. Countries. - _ - 0 Home vessels. Foreign vessels. Home. For'n. United States........................................................203,891 37 63 Great Britain...4............................................................425 87 13 France.2,..048,.313.3... 179..88..3.....8...62............. Spain, (1864)..............6..... 90...0 1.047.412.37.................................... 633, 900 1047,412 37 63 Russia................410, 030 1, 986, 342 17 83 0 Italy.............................. 1,171,722 2,084,388 36 64 Hamburg and Bremen..................6.................. 1..........................050 30 70 0 No. 8.-Statement in regard to the dimensions, tonnage, ca)rrying capacity, i-c. of nine iron screwV steamers belonging to lines running between, New York and foreign ports. [Prepared by Major Henry Gains, measurer of vessels at New York.] H TONNAGE... 0. Cd P~~~~~~~~~d 0 o a,, C,N. Pe-2S a*. og:d M,' Name of vessel. Nationality. Name of line. Ca $.# ", " z 9 10 M~ ~~~~~~ C.)arz 0 4 Total. P"' 4ai H 0) $M481.t 0 0 0a Ro. ce~~~~~~~~~~~~~~~~~~~~~c Cityof Brooklyn British.......... Inman........................ 350.0 42.5 26.8 1,802.15 804. 92366.832 973.901 100 1,000 993 450 11 2,800 Queenstown. Columbia.......d.... do........... Anchor. ---------------------- 278.0 34.0 22. 5 1, 476. 09 804. 92239: 921, 760:011, 300 525 349 150 141 2,915 Glasgow H Minnesota.........do...........Liverpool and Great Western. 320. 0 41. 8 28. 0 1, 910. 40 738. 89 315. 91:2, 965. 30 2, 000 700 1, 015 350 13 2,800 Queenstown. b France........ d....do.. N........I ational. --------------------— 375.0 42. 0 29. 0 2, 331. 541, 025. 79 228. 78 3, 586. 11 2, 800 900 1,158 450 13 2, 800 Do. Atlanta........d.....o.......... London and New York...... 334.2 34.2 24.0 1, 892. 06 1, 025. 79 217. 69 2 109. 7511, 850 600 375 300 17 3, 068 Havre. Java............ do............Cunard....................... 332. 0 42. 0 28. 0 1, 757. 15 843. 32 180. 0402, 780 86i1, 080 1, 050 1,020 550 11 2,800 Queenstown. Samaria ~ do ~ do.320. 6 39. 5 26. 6 2, 354. 69 843. 32 250: 32i2, 605. 31'1, 800 700 910 390 13 2, 800 D H Rhein.......... North German_ North German Lloyd.........332. 0 40. 8 26. 6 1, 773. 34 809. 51 434. 6613, 017. 51 900 1,100 1, 150 600 10 3, 103 Southaimpton. Holsatia........do..........Hamburg.335. 0 40. 6 26. 9 1, 764. 94 832. 13 428. 83:3, 025. 90 900 1,100 11,150 600 10 3, 068 Havre. 46 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. No. 9.-Statement of the ocean steamers of the United States. No. Tons. No. Tons. Portland...... —---—.... —-. 4 2, 659.13 Baltimore................. 19 14, 958. 09 Saco.......................... 1 204.14 Mobile.................... 2 782. 81 Boston.. ——. —-----------—.. 20 22, 628. 65 New Orleans............... 36 23, 226. 03 Fall River.................... 2 904. 88 Galveston.................. 4 3, 292. 31 Stonington................... 3 2, 712.14 San Francisco.............. 16 15, 285. 95 New London................ 3 1, 366. 08 Astoria.................. 2 628. 00 Middletown.................. 1 354. 07 Alaska.................. 3 825. 96 New York -. ——.. -----—.-.. 144 185, 899.14 Sag Harbor................... 1 630. 96 Total........... 272 286, 440. 99 Philadelphia................. 11 10, 082. 65 N. B.-This statement embraces only steamers which have ship-like hulls, have no overhanging guards, and are capable of making transatlantic voyages. No. 10.-Value of the ship-building of the Atlantic, Gulf, and Pacific Coasts of the United States, fromnt 1850 to 1869, estimating the cost at $55 per ton prior to 1862, and at $61 per ton since 1862. Year. Dollars. Year. Dollars. Year. Dollars. 1850............... 13,631,585 1857.............. 15,699,915 1864..-........... 18,935,681 1851............... 14,540,845 1858.......... 9, 754, 415 1865.............. 16,795,496 1852........... 16,537,235 1859.............. 7,331,170 1866 —..... —----- 14,175,668 1853. —----—... —- 19,620,315 1860.............. 9, 340, 980 1867 —.... —------ 14, 079, 410 1854............... 25,032,480 1861.............. 9,887,185 1868......... 10,523, 232 1855............... 27,777,860 1862.............. 6, 861, 707 1869............. 11, 662, 834 1856............... 20,277,455 1863.............. 13, 145,805 No. 11.-Statement of iron and wooden vessels built in the United Kingdom from 1853 to 1868. Total. Wood. Iron. Year.......Pr. cent iron. No. Tons. No. Tons. No. Tons. 1853..................... 798 203, 171 671 149, 685 127 53 486 26 1854................... 802 196, 942 614 117, 897 188 79, 045 40 1855...................... 1098 323, 200 856 214, 990 242 108, 210 33 1856 -..-.. —.. —----—. 1150 244, 578 942 178,112 208 66, 466 27 1857. —.. —-—.... ——. —' 1278 250, 472 1085 187,181 193 63, 291 25 1858................... 1000 208, 080 863 144, 058 137 64, 022 30 1859............... 939 185, 970 799 130,116 140 55, 854 30 1860...................... 1016 211, 968 835 147, 269 181 64, 699 30 1861. —-------—.. —. ——. 975 200, 839 773 109, 744 202 91, 095 45 1862. ---—. —----—.. —--- 1048 241, 399 798 121, 049 250 120, 350 50 1863.. —-.. ——.. —. —---- 1160 360, 987 778 148, 076 382 212, 911 59 1864. —--—.. —... —---- 1241 431, 873 745 149,176 496 282, 697 65 1865 —... —------—. ——. 1304 415, 204 844 152, 767 460 262, 437 63 1866 ---—. —.. —--—.. —-. 1323 341,189 865 115, 067 458 226,122 66 1867................ 1158 269, 080 795 100, 435 363 168, 645 63 1868. —.. —-... —------- 1019 316, 197 635 88, 285 384 227, 912 72 The above statement includes only vessels built and registered in the United Kingdom of Great Britain and Ireland, omitting vessels built for foreigners. The statistics for the years 1866, 1867, and 1868 include composite vessels under the head of iron. No. 12. —Vessels built in the United Kingdom for foreigners. Year. No. Tons. Year. No. Tons. Year. No. Total. 1855.............. 48 26, 359 1860. —------—.. 36 13, 903 1865............. 75 32,965 1856. —-----—. —- 75 34, 061 1861............. 29 7, 487 1866............. 81 38, 350 1857.............. 101 36, 302 1862............. 44 20, 533 1867............. 62 36, 899 1858.............. 73 28, 474 1863............. 33 17, 320 1868........... 102 46,131 1859............ 81 26, 774 1864............. 47 28, 960 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 47 No. 13. — Vessels built in Great Britain and Ireland for foreigners, distinguishing war and merchant vessels. War. Mercantile. Year. No. Tons. No. Tons. 1864....................................................... 5 6,497 42 22,463 1865...................................................... 5 3, 700 70 29, 265 1866...................................................... 6 10, 301 75 28, 049 1867-........................................... 3 3,604 59 33,295 1868...................................................... 11 10, 254 91 35, 877 No. 14.-Statement of vessels built in the United States, Great Britain, and the British North American Provinces, respectively, 1853 to 1868. IBritish N. American United States. Great Britaint riN e Provinces. Year. No. Tons. No. Tons. No. Tons. 1853 -... —.. —---... —-.. —-------—. —-- 1,710 425,571 798 203,171.......... 1854.. —.. —-—.. —---—.. —------------ 1,774 535,636 802 196,942 —.. —.. —---------- 1855..-................ 2,047 583,450 1,146 349,559.... —. —-—. —-—.1856 ---------—.. —-—... —-.. ——. —-—. 1,703 469,394 1, 225 278,639.................... 1857 —---—. —......-..... —-—... —-. —. 1,434 378,805 1,379 286,774.................... 1858..................................... 1,225 242,287 1,073 236,554.................... 1859 -............................... 870 156,602 1,020 212,744.................... 1860.................................. 1,071 212,892 1,052 225,871 ---------- 1861.. -............... 1,143 233,194 1,004 208,326 451 108,338 1862..................................... 864 175,076 1,092 261,932 399 109,802 1863................. —. 1,823 310,884 1,193 378,307 612 222,293 1864.................................-.... 2,366 415,741 1,288 460,833 731 218,459 1865-..................................... 1,788 378,246 1,379 448,169 759 196,591 186C-..................................... 1, 888 336,147 1, 404 379, 539 774 163, 855 1867...................................-.. 1,519 303,529 1,220 305,979 618 132,044 1868..................................... 1,802 285, 305 1, 019 316,197 513 130, 489 No. 15.-Statement of iron sailing and steam vessels built in England and Scotland, each year, from 1853 to 1868. Sailing vessels. Steam vessels. Total Year. No. Tons. No. Tons. No. Tons. 1853...................................... 10 8,576 117 44,910 127 53,486 1854. —----------------—..... —---—.- - 36 16,880 152 62,165 188 79,045 1855 -.............................. 47 30,299 195 77,911 242 108,210 1856 —------—.. —---—. —.. —-—. —-—.- 33 11, 646 175 54,820 208 66, 466 1857.................................. 38 13,351 155 49,940 193 63, 291 1858-2.................. 5 14,516 112 49,506 137 64,022 1859 -.............................. 34 19, 694 106 36,160 140 55, 854 1860 --------------------------- 32 13, 584 149 51,115 181 64, 699 1861. —-. —---------—..... —----—.. —. 43 22,727 159 68,368 202 91,095 1862..................................... 69 44,047 181 76,303 250 120,350 1863.................................... 142 107, 074 240 105,837 382 212, 911 1864........................... 154 125,716 342 156,981 496 282,697 1865..................................... 116 85,055 344 177,382 460 262,437 1866..................................... 112 69,539 299 129,653 411 199,192 1867.................................. 99 59, 033 224 90,823 323 149, 856 1868..................................... 162 131, 731 188 75,109 350 206, 840 NoTE. —Composite, i. e., wood and iron, not included in the above. No. 16.- Values of imports from various countries and geographical districts from 1850 to 1869. h The MediterraUnited King- Germany, Den- nean, includ- The East Indom of Eng- mark, Hol- ing france Year. landSotlad, France. Spain. Portugal. mark, Hol- in France dies, exclusive China. South America. land,Scotia'd, land, and Bel- and Spain of China. of China. ~ and Ireland. gium. the Mediter- ranean. 1850................................. $75,159, 424 $27, 538, 025 $2, 082, 395 $339, 763 $13, 374, 852 $7, 232, 793' $5, 048, 885 $6, 593, 462 $16, 549, 452 1851.-............... 93, 847, 886 31, 715, 553 2, 162, 573 367, 548 15, 228, 917 8, 249, 623 5, 000, 571 7, 065, 144 20, 831, 701 1852. —-... —---... —-... ——... 90, 628, 339 25, 890, 266 1, 786, 071 266, 864 12, 207, 638 7,173,920 5, 879,270 10, 593, 950 20, 481,977 1853............................... 130, 265, 340 33, 455, 942 2,194, 525 411,155 18, 777, 453 8, 291, 597 6, 464,113 10, 573, 710 22, 894, 573 1854.-....-.....................-.... 146, 438, 537 35, 791,393 2,117, 578 243, 592 22, 738, 650 9, 326, 268 9, 445, 942 10, 506, 329 25, 894, 506 1855. ——.... —-.. ——.... —...... 106, 543, 090 31, 469,154 2, 398, 511 186, 067 ] 6, 931, 255 9, 705, 095 9, 363, 616 11, 048, 726 27, 552, 3 9 1856................................ 122, 266, 082 49, 016, 062 2, 232, 466 287,166 20, 630, 342 9, 963, 416 11, 348, 891 10, 454, 436 31, 243'97 - 1857.................................. 130, 803, 093 47, 795, 827 2, 743, 016 422, 836 23, 367, 755 10,193, 522 15, 713, 036 8, 356, 93-2 34, 909, 179 0 1858....... -........................ 95, 720, 658 35, 292, 521 3, 022, 577 142, 056 20, 675, 897 18, 782, 497 16,114, 214 10, 570, 536 27, 595, 801 1859.-......................... 125, 754, 421 41, 301,147 2, 735, 517 152, 339 26, 750, 933 12, 030, 705 13, 495, 773 10, 791, 381 34, 486, 143 1860 -...................... 138, 596, 484 43, 219, 549 3, 047, 051 146, 813 24, 713, 057 12,177, 233 14, 566, 041 13, 566, 587 35, 252, 797 1861........................... 120, 255, 245 32, 524, 822 3, 221, 963 159, 634 19,138, 985 9, 909, 045 11, 355, 523 9, 511, 534 27, 434, 810' 1862................................. 107, 968, 520 7, 835, 466 1,202, 348 160, 889 18,179, 770 *5, 702, 636 *4, 799, 698 7, 519, 283 28, 863, 308 H 1863.................................. 113,136, 700 10, 591, 624 2, 013, 030 245, 540 18, 094, 931 *6, 073, 346 *7, 860, 446 11, 007, 407 22, 734, 756 1864............................ 143,195, 714 11, 479, 627 2, 210, 766 444, 599 18,170,129 *7, 391,026 *7, 682, 992 10, 408, 453 31, 687, 607 1865........................... 85, 332, 482 6, 688. 662 1, 032, 983 110, 985 11, 139,146 5, 394, 053 8, 236, 066 5,130, 643 22, 082, 833 1866.-................. 202, 440, 242 22, 930, 289 2, 675, 009 247, 015 31, 761, 237 11, 313,921 12, 441, 281 10,132, 683 30, 843, 678 1867 -....................... 178, 915, 255 31,208, 734 3, 050, 812 244, 039 31, 906, 224 11,554,836 17, 668, 529 12,112, 440 31, 493, 983 i 1868.................................. 133,168,139 26, 921, 951 2, 879, 367 226, 964 24, 288,131 11, 829, 957 15, 772, 535 11, 385, 024 34, 923, 253 1869.................................................................................................................................................................... C 1869-CE * Estimates. H O~ cq H H 0~ FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 49 No. 17. —Statement of the imports from Canada and other British North American possessions into the United States from 1850 to 1869. Year. 20: Total importa. 3 1850. ——.-.-.-.... -....... —. —.-. —-—. —-- $5, 644, 462 $178, 138, 318 3 1851 —........ ——. —--—. —-- -------—. —--—. —- - -.. —. 6, 693, 122 216, 224, 932 3 1852 —............. ——. —------------------------ 6, 110, 299 208, 296, 855 3 1853.-.. —. —-----....... —-—. —-—. —. 7, 550, 718 267, 978, 647 2 8-10 1854. ----.. -. —.-.-.-.-. —--—.-. —- 8, 927, 560 301, 494, 094 2 9-10 1855.. ——... —-..-. — ---- - -----------—..-. 15, 136, 734 261, 468, 520 5 7-10 1856.-....... —... — --- 21, 310, 421 314, 639, 942 6 7-10 1857. —------------------------------------------ - 22, 124, 296 360, 890,141 6 1858.- ---- -------- -----------------------— * —-------- 15, 806, 519 282, 61:3, 150 5* 1859.-...-.... —-.-... 19, 727, 551 338, 768, 130 5 4-5 1860 ---—... —.-. —- --... —. —--------—... —. —-------—. 23, 851, 381 362, 166, 254 6* 1861. —...-.-... ——.. --—. —----- - -—. —.- ------------- 23, 062, 933 335, 650, 153 6 4-5 1862 —. —---—..-. - ---—. —..... —------------- 19, 299, 995 205, 771, 729 9 3-10 1863.-.......-.-.2................... 24, 021, 264 252, 919, 920 94 1864 - ----------- ----------- 38, 922, 015 329, 562, 895 11 4-5 1865.-........ ——. ——. 37, 308, 468 234, 434, 167 16 1866 - ----—..... ---.......... —----------- 54, 704, 959 437, 640, 354 12* 1867. ——.. —-.... —..... —--. 33, 604, 178 417, 831, 571 8 1868. —- -—.....-..... —... —--------- 30, 361, 221 371, 624, 808 8 1-10 1869.-............................ 32, 090, 314 437, 309, 868 7 3-10 No. 18.-Statement of total exports and exports of foreign and colonial products from Great Britain to the United States, and the percentage which the exports of foreign and colonial exports are of the total exports. Foreign and co- Per Year. Total. loniial prod'cts e exported. cent. 1858.. —...$.. ---—.-.. ——.-. —-----—.. —---------- $95, 720, 658 $6, 302, 905 64 1859 -----------—. - -,..- - - - -.. ------------ --—. 118, 182, 597 9, 024, 117 74 1860. ---—. —-----—...... —.. — -------—. ——... 138, 596, 484 6, 004, 581 4* 1861 ---—... —... —.......... —-..... —-—... —. 120, 255, 245 9, 492, 106 74 1862.. —--........ -—...-.... - -------------------- ------ 86, 481, 430 23, 454, 819 27 1863.-.... -----........ —-------------------- 113, 136, 70() 21, 065, 098 19 1864 --------—..... -- --........ —--- 143, 195, 714 16, 762, 445 11* 1865. —.... —-. ——. — ---—.. -. —--- --—..... 76, 990, 285 19, 083, 302 25 1866..-...........- -.......... 202, 440, 242 16, 186, 518 8 1867... —-... — ---. —-----.. —-. —------- 178, 915, 255 11, 113, 163 6 H. Ex. Doec. 111 4 No. 19.-Statement of gross imports and exports of ten commercial nations. 1862. 1863. 1864. 1865. 1866. Nation. Imports. Exports. Imports. Exports. Imports. Exports. Imports. Exports. Imports. Exports. d Russia..........-... $117,149, 359 $138, 269, 391 $118, 550, 229 $118, 379, 382 $134, 347, 583 $143,108, 975 $125, 912, 406 $160, 353, 546 $157, 319, 031 $170, 822, 040 Holland... - --.. -............ 178, 450, 360 151,141, 478 191, 316, 231 147, 811, 343 201, 879, 778 177, 059, 755....... Belgium... —...... - -...-..-.. —. 206, 847, 994 103, 316, 048 243, 817, 647 115, 558, 456 264, 253, 037 116, 679, 740............... France............... 561, 246, 400 589, 286, 400 626, 489, 600 682, 233, 600 659, 672, 640 759, 242,120 682, 904, 640 792,146, 400......................... Spain. -........... 81, 278, 735 53, 749, 758 91, 887, 928 59, 041, 756 96, 309, 568 68, 382, 013........ United States........ 258, 931, 999 182, 208, 909 243, 335, 815 184, 413, 950 316, 447, 283 141, 645, 677 227, 208, 790 131,617, 331 427, 311,198 334, 498,710 Great Britain..-.-.-.-........................... 1, 301, 568, 057 953, 007, 660 1, 330, 768, 512 1, 028, 927, 077 1, 311, 989, 859 1, 059,144, 828 1, 429, 204, 928 1, 156, 303, 501 Austria.-............ 120, 958, 207 149, 697, 546 129, 954, 259 147, 929, 615 127, 248, 513 161, 536, 476 128, 222, 127 167, 911, 637.-.-. —- - - - - —'-' —-- Brazil................ 60, 184, 224 65, 732, 006 53, 999, 536 66, 692, 775 68, 396, 629 71, 395, 048 71, 656, 452 76, 811, 783 75, 193, 248 85, 495, 473 n Chili................. 17, 884,110 25, 331, 737 24, 497, 220 23, 011, 920 23, 594, 371 30, 800, 032 25, 293, 380 29, 877, 335 20,189, 058 28,159, 014 Total.......... 1, 217, 641, 034 1, 204, 274, 747 2, 975, 580, 948 2, 489, 568, 184 3, 191, 918, 977 2, 695, 407, 217 3, 039, 320, 469 2, 711, 602, 355 2, 109, 217, 461 1, 775, 278, 738 Tations whose exports exceed their imports: Russia, France, Austria, Brazil, and Chili. Nations whose imports exceed their exports: Holland, Belgium, Spain, GreatBrit- ain, and the United States. H O~ td H Ui2 IT H1 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. 51 No. 20.-Statement of the quantities of and amount of drawback allowed on goods delivered out of bonded warehouses in Great Britain for the use of merchant vessels. Articles. Quantities. Drawback. Cocoa.......................................................... pounds.. 2, 279 $45 96 Coffee............................................... pounds.. 1, 658, 601 100, 345 36 Currants...-..-...........................-..... -............. cwts. 3, 215 54, 462 10 Raisins.................................................. cwts 5, 449 92, 306 06 Rum -..............-......-............... —..........-....... galls. 161, 210 396, 576 60 Brandy........................................................... galls. 76, 554 192,916 08 Geneva.......................................................... galls.- 21,810 54, 961 20 Sugar, raw.. —.. —-—......-.c....-...................... ewts 34, 723 104, 643 37 refined -....-. -. -.....-....-....................-........ cwts.. 5, 334 15, 383 26 British —. — ---. - -.- -. —................ cwts.- 20, 569 49, 321 00 Molasses -.-..-.., —-..-............................. cwts. - 5, 422 4, 603 28 Tea ---------....-.., —-. — - -...-... — -........... lbs.. 728, 943 88,202 10 Tobacco, manufactured —..-.. —.....-.................... lbs.- 101 76 76 unmanufactured. —..-................................ lbs. 907, 219 1, 097, 734 99 Wines —... — --..-. —...-...-.-.................... galls 127, 577 77, 184 08 Total value of drawback.......-............................ -. - -.-...... -2, 328, 762 20 No. 21.-Comparative cost of manning an English and an American sailing ship of 1,000 tons. [Prepared by Captain Samuel Harding, surveyor of Bureau Veritas, New York.] AMERICAN SHIP. ENGLISH SHIP. Captain, officers, men, and boys. Per month. Total. Per month. Total. Captain -----------------------—. —----------------------. $150 00 $150 00 $120 00 $120 00 First mate..-.. —.. —----..-..-..-.- -.-................. 60 00 60 00 54 00 54 00 Second mate —..-.....-................ 40 00 40 00 36 00 36 00 Third mate —...-..-.. —.-. —--- -.- -.,................ 35 00 35 00 30 00 30 00 Carpenter ---—. —.......- -—.- -.-....,........... 40 00 40 00 30 00 30 00 Steward ----—...-....-....,..,................. 35 00 35 00 30 00 30 00 Cook..-............................................... 35 00 35 00 30 00 30 00 Fifteen seamen........................................ each. 25 00 375 00 15 00 225 00 Fiveboys............................................... do. - 15 00 75 00 9 00 45 00 Total for one month --....-..-.. — -........ ----— 845 00 ---—...-.. 600 00 I Total annual cost of manning the American ship -.-..-.-.-...............- -..,-. —..... $10,140 00 Total annual cost of manning the British ship. —--...-..-......................,.... 7, 200 00 Difference in favor of English ship --------------------------- 2, 940 00 No. 22.-Comparative cost of operating an American and an English sailing ship of 1,000 tons, supposing each to have cost $90,000, currency. [Prepared by Captain Samuel Harding, surveyor of Bureau Veritas, New York.] n 0 4I Insurance on American ship, per annum, 10 per cent. —. —... —----—.. —.. —......... $9, 000 00 Insurance on English ship, per annum, 7 per cent ------—. —-... —- ------------- $6, 300 00. Depreciation of wooden ship, per annum, 7 per cent -... —-.-................-..... — ----- - 6, 300 00 Depreciation of iron ship, per annum, 2 per cent ------------------------------- 1, 800 00....... Cost of victualing American ship... —---- - -.. -.. -........ —. —-. —---—.- -.......... 5, 832 00 Cost of victualing English ship. —--—. ——. —-..-. —. —--—. —----...-.. —----- 4, 374 00. Wages for captain, officers, &c., American ship ----- 10, 140 00 Wages for captain, officers, &c., English ship. —-... -...... —.- -..-.-..' —-.- 7,200 00 — - Internal revenue tax, American ship ------ -... —- —. —----—.. —..-...-. —..-........ - 540 00 Total..........-..-..-........... —---—... —----------------- - 19,674 00 31, 812 00 One year's difference in favor of English ship, $12,138. No. 23.-Statement of steamers making regular trips between ports of the United States and foreign ports. Termini of route. Tonnage of Total tonnage,>~~ each steamer. of each line. ~1j To what nation -t ~__________Screwor ____________ __________ W!~ood Screw or O Name of line. b eo ngiong. -- Name of each steamer, or iron. side-wheel-. | ] I In the United In foreign States. countries. Tons. 100ths. Tons. 100ths. PORTLAND. a Portland and Halifax....................- United States. 1867. Portland...... Halifax.....Carlotta.....-..... Iron.... Screw.. 549 25 0 St. John's... Chase ---- ---- ood-.. do. 547 46. 1,096 71 *Montreal Ocean Steamship Company... British........ 1856. Portland...... Liverpool.. North American......- Iron.Screw. 1, 816 26,-' Peruvian..... -— do. — do.... 2, 566 84 Moravian. —---- do..... do...... 2, 727 98 | Damascus......do.......do...... 1,358 75 Nestorian............. do...do...... 2, 665 52 Hibernian............ do.... do...... 2, 444 Austrian......... -do...do...... 2,649 76 Glasgow.... St. Andrews.............do.......do......1,344 60 H Prussian......do......do...... 3, 055 74 Nova Scotian............do. do...... 2,421 46, ~ ~ 23, 050 91 H Total to Portland.......................................................... -24,147 62 t BOSTON. T. Nickerson & Co.'s line............... United States. 1868. Boston........ Charlottet'n, Oriental..Iron... Screw..... 740 82 P. E. I. Alhambra............... do....... do...... 764 54 Commerce - do-.. do...... 335 _ -- 1,840 36 J. G. Hall & Co.'s line.................. United States 1866. Boston........ St. John,N.B. Linda. Wood Screw.. 449 27. 449 27 International Steamship Company...... United States 1866. Boston........ St. John,N.B. New England. —- Wood... Screw 1,021 67 H New York........do...-do.- 1,110 39 New Brunswick.... do do 935 28 3,067 34 Total to Boston................................................................. 5,356 97 NEW YORK. i New York and Mexican Mail S. S. line United States 1868 New York.... Vera Cruz.. City of Mexico.... Wood... Screw..... 1,096 23 Cleopatra.... do....do.... 1,045 2!...do....I / ~ l-. —-I~2, 141 23 fNew York and Bermnuda steamship line. United States. 1868- New York....- Bermuda.... Fah KIee................. do-. — do....... 601 - - ~~~~601 Atlantic Mail Steamship Company. ----— United States.- 1868. New York.... Havana. Moro Castle....... Wood_ Screw -. 1, 680 96 Eagle. ----------------- -— do -—. —— do. ----— 1,411 82 Columbia............... do. -----— do...... 1, 271 38 Missouri...............do. -----— do......1, 180 - 5,544 16 Pacific Mail Steamship Company........ United States. 1849. New York.... Aspinwall.. Henry Chauncey..... Wood... Side-wheel. 2, 656 69 Arizona-do. do. 2, 793 44 Ocean Queen. ------- — do -—. —— do..... 2, 715 Alaska. -----------------— do -. —--— do...... 4, 011 64 Northern Light. —---- do.....do....2, 056 Rising Star...........do....... do..... 2, 835 22 17-jI, 067 99 ~ United States and Brazil Mail S.S. Co. United States. 1865. New York.... Rio de Jan. Merrimack........... Ironand Screw..... 2,199 45 eiro. wood. South America. —----— Wood... Side-wheel. 2, 150 53 North America.- - - -- do.......do ----- 2, 085 19 6, 435 17 ~ New York and Port au Prince line.... United States. 1864.- New York.. -— Po't auPrince City of Port an Prince. Iron... Screw.. 490 490 London and New York steamship line.. British.....1..863.- New York.-.. London.._ Atlanta............. Iron.... Screw. --— 2, 110 Celia. ------------------ -— do. —---— do-. —--- 1, 993 Bellona-. —------------ --- do....... do —. —- 1,845 Paragua. —-------------— do....... do..... 1, 474 7,422 AT Anchor line.........................British........ 1863. New York. —. Glasgow.... Acadia..Iron Screw 755 Columbia -—. —-------- -— do -...do... 1,716 HCaledonia-. —---------- --- do......do...... 1,418 Britannia................ do....... do......1, 418 Iowa. -----------------— do....... do......2, 030 Europa --------------- --- do....... do...... 1, 747 Cambria............ do -—. —— do..... 2, 141 India ----------------- --- do ------- do. —---- 2,116 Dowan................. do. -----— do. ----- 1,039 Dacian. ---------------- -— do...... do......1, 039 Tyrian................. do.....do...... 1, 038 - 16,457 **Inman line............................ British....... 1850. New York..-. Liverpool... City of Paris.......... Iron -Screw.. 2, 646 City of Antwerp. —---- -— do......do. —--— 2, 400 City of London. —-------— do -. —--— do...... 2,807 City of Boston. ------- -— do.......do..... 2, 250 City of Dublin. ------- -— do —. —-— do..... 1,997 City of Baltimore..... do. -— do. —-- 2, 352 City of Washington -.do. -do ---—. -2, 386 City of Manchester. -- — do. —.. —do..... 1, 895 P-3 tt City of Limerick-. — --- do.. —do...... 1, 604 H City of Brooklyn — dodo o. 2,974 * All the steamers of this line touch at Halifax, and run to Portland six months in the year, when navigation is closed in the St. Lawrence. t Calls at Sisal and Havana; 18 trips per annnm. 20 trips per annum. ~ Monthly. IT70 trips. ** Steamer leaves New York every Saturday. For carrying mails have received 20 cents per onnce for letters, and 6 cents per pound for printed matter. Received subsidy of $2,353 per trip from the British government. tt 72 trips. 013 No. 23.-Statement of steamers making regular trijps betweenports of the United,States and foreign ports-Continued. Tonnage of Total tonnage Termini of route. each steamer. of each line. Y To what nation - Wood or Screw or - Name of line. Nm ec teamer. iew el belonging. iron. side-wheell Bt:In the -United In foreign Tons. 100ths. Tons. 100ths. 0 States. countries. NEW YORK-Continued. 0 Inman Line......................... British -..... 1850. New York.... Liverpool. _ City of New York.... Iron..- Screw - 2, 094 City of Cork —-------- -- do ------ -— do. ----— 1,540 City of Brussels.......do-.........do -----— 3, 106 Etna —--------- -- do ---— do- 2,208 M 32, 259 C Cunard lie............................British-....... 1840. New York.... Liverpool... Russia-...-............-do-.........do —-- --- 3, 0133 Scotia ---------------— do ----— Side-wheel 3, 865 China -...-............. do.-.... Screw - - 2, 661 Cuba ------------------- do ------ --- do ------ 22,781 Java -.........-........do-.......do -...... 2,781 Tarifa ---- --- -- do ------ -— do ------- 2,118 Siberia ---------- — do ----- --- do -----— 2, 538 Aleppo-do- do-2, 103 Samaria-d-o2, 605 Tripolia................ do -........ do-....... 2, 059 Palmyra -..-........... do ------ -— do -..... 2, 081 Kedardo. ------ -— do ------ 1,825 Hecla.-.......... do —---- --- do-.......1, 784 62 Malta ---------- ---— do -....... do ----— 2, 206 Atlas ------- --------- -- do -........ do-...... 1, 793 66 Marathon-........... do -----— do ------ 1, 819 Calabria-............do ------— do.-.....2, 760 68 Olympus ---------------- do- do-...... d...... 1,850 Palestine ------------— do ------ -— do-......1, 468 98 Morocco —---------- -- do ------ -— do -..... 1,784 62 H Sidon - do-.......... -do... _do -...... 1,850 07 - - 47, 747 63 H tLiverpool and GreatWestern steamship British....... 1866. New York. - -. Liverpool.. - Manhattan-............. do ------ --- do-.....2, 965 line. Minnesota ---- -----— do ------ -— do -.......2,965 Nebraska.............-do..-..... do-...... 3, 392 Colorado -.............-..do —-----— do-.. 3,015 Nevada -.........-......do-........do - 3,125 H0 Idaho -.................. do -......... do ------- 3,132 __ _ __ _ __ _ 18, 594 T National steamship line-British ------- 1864. New York. -- Liverpool --- England - do - do - 3, 441 The Queen.-..........do ------ -— do- 3,560 Helvetia -............. do ------ -— do""'- 3,327 Denmark -...-........ do...-.-. —do -..... 3,178 Eriii......(l. do --------- do ------ - 3, 336 Pennsylvania --------- -- do ------ -— do -----— 2, 873 Louisiana ------------- -- do ------ --- dO-....... 2, 302 France ------ ---------- -- do ------ --- do ------- 3, 586 Virginia-................ (do-...... do ----— 2, 937 28,540 General transatlantic line ------------ French -......1864- New York....- Havre ------ Napoleon IIId...... o.... -do...... Side-wheel 2, 374 Europe -..-............ do ----- — do-....... 1, 929 I Periere-do-Screw.. - 1, 809 St. Laurent-...-........ do - - 2,048 Ville de Parisd....... o —.. 1.. d ----........... 1809 Lafayette-..............do ------ ----------- - 1,923 z Washington ------ ---- — do ----- -............ 3, 250 15, 142 NI orth German Lloyd line.............. North German 1858. New York... -Bremen- America..............- d..o ----— Screw - 2,614 Hermann —--- - - -- do ------ --- do -2...... 2,774 Union-.................-do ----- --- do -.......2,870 Hansa-................ -..do - do ----- 2, 909 Deutchland ------------ -- do —— do ------ 2, 881 Weser..-............... do -.......do-...... 2,871 Rhine -....-............ do —-----— do-...... 3, 019 Main -................-..ddo -- do — 3, 018 Donau.dd.............. o.. do --------- do -----— 3,018 New York-do- do- 2,528 Bremen-do-.............. d ------ --- do..-... 2,551 H 31,053 ~THamhurgand American packet line... North German 1856. New York..- I Hamburg. — Borussia-.............do -------— do - 2, 133 Saxonia-..............-do -....... do ----- 2, 591 H Hammoniado- do- 2, 964 Allemania-........... do —--- --- do - 2 —- 1, 620 Bavaria —-------------— do ------ --- do ------ 2, 235 Teutonia ------------- -- do -...... do-...... 2, 027 Cimbria - do- -do 2, 964 Holsatia-............ do ------ -— do-...... 3, 026 Westphalia ----------- -- do-........ do -----— 3, 054 Hj Silesiad............... o..-. d —— do....... 3, 067 -- ~ 26,681 t New York and Bremen Steamship Coi- North German 1868. New York. — - Bremen..... Smidt-..........W...... ood ------ do —---— 1, 797,8 pany. -1,797 Total to New York ----— 2- 5 —7 — --.................................... 257, 972 18't Steamer leaves New York every Wednesday. For carrying mail have received twenty cents per ounce for letters, and six cents per pound for printed matter. Receives, suhsidy of $3,257 per trip from the British government. 104 trips. t 52 trips. t 60 trips. M ~ Steamer leaves every alternate Saturday. Takes a direct mail to France only. Receives subsidy of $22,320 per trip from the French government. 24 trips. N. G. Lloyd Co. run two steamers, the Frankfort and Hanover, from New Orleans to Bremen during the season between March and September, making trips every 2 two weeks. Steamer leaves New York eveiy Thursday. For carrying mails have received twenty cents per ounce for letters, and six cents per ounce for printed matter, except that portion of the mail designated direct mail to Germany, for which they are paid five cents for each letter rate and six cents per kilogram on all printed matter, &c. 24 trips. ~ Steamer leaves New York every Thursday. For carryin mails receive twenty cents per ounce for letters, and six cents per pound for printed matter, &c., except that portion of the mail designated direct mail to Germany, for wfsich they are paid five cents for each letter rate, and ten cents per kilogram on all printed matter. 52 trips. UT No. 23.-Statement of steamters making regular trips between ports of the United States and foreign port8-Oontinued. Termini of route. Tonnage of Total tonnage each steamer. of each line. Naeof line. TohtntoW______-N fec eood or Screw or ___ ___ _____ Name ~~~~~~belonging,. N ame ofec stamer. sd-he.19 C~~~~~~~~~~~ ~iron. Ton.de-wheel.__ __ __ IliaI tho United In foreign Tos.10ths. Tons. 100ths. States. countries. 4~~~~~~~~~~~~~~~~ BALTIMORE. North German Lloyd Company-......North German. 1868:_ Baltimore- Bremen. Baltimore —----— Iron - -Screw. -2, 301 63 Berlin --------— do —--— do- -....2,250 81 Ohio ---------— do-......do —-— 2, 388 42 Leipsic* -........do ----— do- -....2,335 10 9, 275 96 Total ali or.......to........Baltimore......................9,.......275..........96....,2 59 NEW ORLEANS. Liverpool and Southern Steamship Co... British-.....1867. New Orleans..- Liverpool_ — Crysolite —----— Iron ---- Screw. 765 34H Fire Queen —----— do-......do- -....1,129 78 Alice ---------— do-......do —-— 1, 181 60 Alhambra —-----— do ----— do.... - -i1, 033 95H Gladiator -------— do-......do —--- 604 13 Statesman* ------— do - ----- -- o....I1, 400 Olinda --------— do ----— do —--- 648 74 Historian -------— do ----— do —-— 1,400 Castilla --------— do-......do —-— 2, 214 10,417 54 Alliance Line-..............United States. 1867....-.do —--— Havana-...Alliance........Iron-.. —do --- 418 72H Beaufort ------— Wood_-.do —-- 174 08 tl Lavacaf —-----— Iron-.-..do-.... 499 43 Florida -........Wood —-— do-.... 385 86 - - 1,678 09 Total ewO len ----— to —----— New —--- --— Orleans —----— 12,095 —------ ---------- ---...63.....1,H5 6 SAN FRANCISCO. Pacific Mail Steamship Company ---— United States. 1849. San Francisco. Panama...- Golden City —---— Wood - Side wheel. 3,589 69 Sacramento-*......do ----— do -..... 2,682 92H Colorado -------— do ----— do-....3727 80 C) Montana-........do ----— do ---— 2,676 82 St. Louis -------— do ----— do-....1,771 Constitution......d...... d o-..... 3,575 36 - - -- ~~18, 023 59 -..o.o........1867 -.Hn.....o.....g.ng - Great Republic.... —-. o.- — do ---- -- -....! 3, 881 83 China —... —---—....... -do - d.....o.( —--- 3,836 1'2 Japant.-..-.. —.......... do.....-... do -.. —-- 4,351 72 America -d...o..... —. — d -—...-do — -4,300 0016 North Pacific Transportation Company- do.........do........Victoria-... Moses Taylor o....... 354 0016,369 Oriflamme - l do..... —..do - 1,082 31 Active —------— do —--— do — 510 43 Californiae..-..........._do......-...do -- - 673 51 3 1 ~3,620 25 -.- do-...............I....do -. —..-.. Mazatlan... Continental.. —-.-...I — do ----— do......., 626 23 I Sierra Nevada — do - do - 1,257-7do....... 1,257 27 -.-~.do........do.........do........ Honolulu. Idaho _2883.................... do...... - 2,883 ~50 ~~do - do - Honolulu Idaho~~~~~~~~ --------— do-......do-....1,077 13 1,-077 13 / / i I I I j O~~~~~~~~~~~~~~~~~~~~~~~~~~ tl Total to San Francisco-........~.........l................./..... /......41, 9'74 14 Total number of steamers. —: —------- -- ------ --- —'' — ---------— i -------- 164 Total amount of tonnage ------ -------- 350, 822 50-100 - 24 trips.. 12 trips. H rif ~w H H3 H 58 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. No. 24.-Comnparative statement of the cost of manning an American and a British steamer of 3,000 tons. MONTHLY PAY. C Occupation. British. AmeriZ~~~~~~~~~~~4~~~~~~~~~~ ~~can. ~ s.d. 1 Master 6...8..$300................................ 300 1 Chief officer..115..................... ---------—.-.....- 1115 1 Second officer. ---— 9 10 75 1 Third officer................................................................... 7 10 60 1 Fourth officer —.. —.. —......5..-.. —.. —----—. —.. —- ----------------...... 10 55 1 Purser........................................................................ 15 1 Surgeon.9-.100.......... — -.-...................... —--------— 9 100 I Carpenter....................................................................7 65 1 Boatswain —----........................................................ 765 1 Boatswain's mate....................................................... 5 10 50 4 Quartermasters...............................4 5 45 22 Able seamen —..4....-... —-.. — - -..-..-........................ 40 2 Ordinary seamen...1.............................. 1 10 12 i Chief engineer..........................................................18 5 180 1 Second engineer.-..............-..... 14 5 105 1 Third engineer.....12................................ 12 590 1 Fourth engineer...............................................................10 5 75 1 Fifth engineer..1.0.......5..._ —-.... —....- -.-....... —-.. —-. —---—.. 75 6 Firemen -. —-5......., 55.......-...-..-...-........................ 55 11 Firemen.........4 10 45 7 Trimmers —.-..4.-.,- -.-..-... —-......... —-—........ —-—..- 40 1 Donkeyman..5-. -—....-....-.-....-....-. —..................... 60 1 Lamp trimmer -—..4 —........-. —-—........... --—. —.............-. 5 50 1 Storekeeper................................................................... 4 5 75 1 Barkeeper. 6.0...... —-—.....-.......-........................... 60 1 Chief steward -. -...., —---... —. —.. ------—....-.-.......... 10 100 1 Second steward. -.5. —..-.. -............-... —. —-—...-......... 5 50 1 Steerage steward —-..6-.... —.- -. -..... —....... —-..-..... —----—..-.- 6 40 1 Steerage steward --— 4 —... — -.....-...... —.............................. — 4 10 40 3 Steerage stewards.4. —....- -.......... -...-....... —........... 4 35 10 Steerage stewards........3 30 2 Steerage stewards.............................. 2 10 25 2 Steerage stewards.....1............................ 1 15 1 Chief cook -..8 ——.. - -..-...-., —-—..-......- -............. 75 1 Chief cook ------—....... —....6...0-.- -..-....... —--—..-..... —--—. —-- 60 1 Chief cook.4.......................................... 455 1 Chief cook —.. —.... —. —.....3.................................... 10 45 1 Chief cook -—.....-.. —........-.- —....-.......... —--------—. —-—. —-— 3 35 1 Baker. —.......... 6.-........ —---------—... 60 1 Baker's mate —.3 —- - - 50 —------------------------------------ 3 1 Butcher'..s............................................................... 5 1 Butcher.4 55 1 Stewardess...................3.............................0...... 101 British steamer, ~520 Ils. 8d. per month, or ~6,247 per year, gold and exchange 132, equal to (in United States currency) $36,649 06. American steamer, $5,149 per month, equal to $61,788 per year. STATISTICAL CHARTS. DESCRIPTION OF STATISTICAL CHARTS. The statistical charts forming a part of this report are intended to present at a glance a historical exhibit of the foreign commerce and shipping of the United States. Charts 1 to 6, show the foreign commerce of our six principal seaports: Boston, New York, Philadelphia, Baltimore, New Orleans, and San Francisco, distinguishing the American, foreign, and British tonnage entered at these ports from foreign ports from 1850 to 1869. The charts 2 and 6, showing the foreign commerce of New York and San Francisco, include the entrances from New Granada and the Isthmus of Panama. Chart 7 shows the tonnage of American, foreign, and French vessels entered at ports of the United States from France; and charts 8 to 14, inclusive, entrances of American, foreign, and British tonnage, from Great Britain, the German States, embracing Denmark, Holland, Belgium, and Austria, the Mediterranean, the West Indies, South America, the East Indies, and China. These charts, 1 to 14, inclusive, show the tonnage entered from 1850 to 1869, inclusive. Chart 15 is a resume of the first six, showing at a glance the relative importance of the commerce of the six principal sea-ports, and of all other ports, giving the total tonnage entered from foreign ports at Boston, New York, Philadelphia, Baltimore, New Orleans, and San Francisco, and at all other ports, from 1850 to 1869. Chart 16 shows the total tonnage entered at the port of New York, from foreign ports, (not including the Isthmus of Panama,) from 1844 to 1869, distinguishing sail, steam, American steam, foreign steam. Chart 17 shows the sailing tonnage and steam tonnage entered at all the sea-ports of the United States from foreign ports, (not including the Isthmus of Panama,) from 1844 to 1869. Chart 17~ shows the sailing tonnage entered at sea-ports of the United States from foreign countries, (not including the Isthmus of Panama,) from 1844 to 1869, distinguishing American and foreign sailing tonnage. Chart 18 shows the tonnage of steam vessels entered at sea-ports of the United States from foreign countries, (not including the Isthmus of Panama,) from 1844 to 1869, distinguishing American and foreign steam. Chart 19 shows the total American, foreign, and British tonnage entered at sea-ports of the United States from ioreign countries, from 1821 to 1869. It does not embrace tonnage entered from New Grenada and Nicaraugua, nor from Canada. Chart 20 shows the value in thousands of dollars of the total imports of the United States, (including coin and bullion,) in American and foreign vessels, from 1821 to 1869. Chart 21 shows the foreign commerce of the United States since 1821, giving the value of the annual exports, imports and total of exports and imports in thousands of dollars. The value of exports stated is the 62 FOREIGN COMMERCE WITH THE UNITED STATES, ETC. declared gold value of domestic merchandise, (not including coin and bullion,) exported. The value of imports is the estimated gold value, on which duties are levied, of foreign merchandise, (not including coin and bullion,) imported for consumption. Chart 22 shows the tonnage of vessels built annually since 1827, distinguishing the tonnage built on the coast, the lakes, the western rivers, and the New England States. INDEX OF CHARTS. Years inclusive. Nos. From- To1 Tonnage of vessels entered at the port of Boston from foreign countries -....... 1850 1869 2 Tonnage of vessels entered at the port of New York from foreign countries..... 1850 1869 3 Tonnage of vessels entered at the port of Philadelphia from foreign countries- 1850 1869 4 Tonnage of vessels enteZed at the port of Baltimore from foreign countries... 1850 1869 5 Tonnagre of vessels entered at the port of New Orleans from foreign countries. 1850 1869 6 Tonnage of vessels entered at the port of San Francisco from foreign countries. 1850 1869 7 American, foreign, and French tonnage entered at ports of the United States from France --—.. —. ----------—.. ----- ------------------.. —-- ----- 1850 1869 8 American, foreign, and British tonnage entered at ports of the United States from Great Britain.... -............ —--—. 1850 1869 9 American, foreign, and British tonnage entered at ports of the United States from the German States, Denmark, Holland, and Belgium.. —......... 1850 1869 10 American, foreign, and British tonnage entered at the ports of the United States from the Mediterranean.-.. —-- - —. —-- -. —-—......... 1850 1869 11 American, foreign, and British tonnage entered at the ports of the United States from the West Indies.-.. —--........ —1850 1869 12 American, foreign, and British tonnage entered at the ports of the United States from South America..-....... —- ----—..... -—... 1850 1869 13 American, foreign, and British tonnage entered at the ports of the United States from the East Indies, (exclusive of China)....-............................ 1850 1869 14 American, foreign, and British tonnage entered at the ports of the United States from China. —----.. —-- -------------------—. —----------—.. --- 1850 69 15 Statement showing the total tonnage entered at the ports of New York, Boston, Philadelphia, Baltimore, San Francisco, New Orleans, and other ports18...... 50 1869 16 The tonnage of sailing and of steam vessels entered at the port of New York from foreign countries -—. —--------—. —-—.... —-—.....-.. 1844 1869 17 The tonnage of sailing and of steam vessels entered at the ports of the United States from foreign ports.-.......................1844 1869 17. The tonnage of American and foreign sailing vessels entered at seaports of the United States from foreign ports..-.............:..1844 1869 18 The tonnage of American and foreign steam vessels entered at seaports of the United States from foreign ports..-............................. 1844 1869 19 The decadence of American shipping; total tonnage of American and foreign vessels entered at seaports of the United States from foreign countries 1821 1869 20 The decadence of American shipping; value of imports into the United States in American and foreign vessels. — -- ----.......... 1821 1869 21 The foreign commerce of the United States, the net imports of foreign nlerchandise, and exports of domestic merchandise 1821 1869 22 The progress of ship-building in the United States -. - 1821 1869 No.I TONNAGE OF VESSELS ENTERED AT THE PORT OF BOSTON, FROM FOREIGN COUNTRIES, FROM 1850 TO 1869. Tewett Chandler, Engraver, Buffalo, N. y JTus. Nimmow. Jr. P riod of the W r. 600.000 Tons..... 400.000 Tons. _ _ __ -./~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~; /~~~~~~~~. ~~~~~~~ -~~~~~~~~~~~~..... % 2,00.000 Tonrs._ __ _ _ ____ __ _ GP ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ A~~~~~~~~~~n R\~~~~~~~~~~~1CAN 200.000 Tons...../.A _ BA SE- L INVE YEAR, —-—. —- 1850 1851 1852 1853 1854 1855 1856 1857 1858 1859 1860 1861 1862 1863 1864 1865 1866 1867 1868 1869 TOTA L, —__ ___ 478,859 512,217 518,078 582,490 653,443 707,924 682,165 714,821 665,442 734,167 718,587 771,948 619,435 639,828 681,189 655,035 725,424 7,31,930 642,478 71'9,371 TOTAL,..~~~~~~:~.~'/ AM ERICAN, —- 260,550 236,900 257,320 287,969 320,174 373,626 354,526 397,756 337,803 359,339 344,191 366,212:337,441 275,593 181,484 178.202 196,725'2216,535 237,613 249.977 FO R El G N, 218,309 275,317 260,758 294,521 333,269 334,298 327,639 317,065 327,639 374,828 374,396 405,736 281,994 364,235 499,05 476,83:3 528,099 515,31)5 404,8C5 529,394 PerCent,Amer., —_ 54 46 I 49 49 49 52 52 55 51 49 49 47 54 43 -26 27[27 29 37 32 No. IL TONNAGE OF VESSELS ENTERED AT THE PORT OF NEW YORK, FROM FOREIGN COUNTRIES, FROM 1850 TO 1869. J08. Nimmtno, Jr. 3.000.000 Tons Period o. the War. 2.000.000 Tons. __'4 K~~~~~~' 1.000.000 Tons.__ _ FORdIGN B A S'E —L IATE I YEAR.,_ 1850 1851 185211853 1854 1.855 1856 1857 1858 018 591860 1861 1862 1863 1864 18651866 1867 1868 1869 ~TOTAL, _ ~1,14331 1,44868 169 1755511840007135907 1,i816592,0356491,6942191,801441,973 122,309272,509749 2,5548582,39722754005 2,865252 3.101691 AMERICAN, 734,431 956,879 1,221811,28497 1,379391,377738 1,3817261,5846411,2388,320290135665 1,59578 1,532176 1,340248818,91274,136 44S63 974,92S 1,04261,0572 AMERI!CAN'-'-4' FOREIGN i 4 9-1090 491,889 477,131 470,544 462,068 358,169 299,933 450,85 420,431 569,854 617.147 725,649 977 —573 1,2146101,5632801,3:01341 1,752462 1,779077L1,80989 2,044420 PerCentfAmer,, 64 66 72 73 74 79 82 78 74 70 69 68 61 I52 34 37 35 35 37 ________ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ o [_ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ No. III TONNAGE OF VESSELS ENTERED AT THE PORT OF PHILADELPHIA, FROM FOREIGN COUNTRIES, FROM 1850 TO 1869. J08. Nimm,,o, Jr. 300.000 Tons, —-- TOTAL Period of the War. 200.000 Tons. ___ 100.000 Tons. ___ _ BASE- LINE YEAR 1850 1851 1852s 11853 1854 1855 1856 1857 1858 1859 1860 1861 1862 1863 1864 1865 1866 186711868 1869 TOTAL _ - 132,370 159,636 178,364 183,944 191,673 185,975 173,178 189 102 156,671 180,421 185,162 183,408 171,882 194,443 188,938 159,579 222,552 286,735 278,440 292,59% AMER ICAN,-I 100.009 117,377 126,562 130,972 142,774 152,822 150,262 155,4181137,045 146,180 148,49 147,002 131,127 137,722100.206 78,836 122,692 153,921 188,318 1764141 FOREIGN, 32,361 42,259 51,802 52,972 48,899 33,153 22,916 33,684 19,626 34,241 36,703 36,406 40,755 56,721 88,732 80,S43 100,260 132,814 90,122 116,1154 Per Cent, Amer,,_ 76 74 71 71 75 82 87 82 88 81 80 80 76 71 53 49 55 54 68 60 No. IV TONNAGE OF VESSELS ENTERED AT THE PORT OF BALTIMORE, FROM FOREIGN COUNTRIES, FROM 1850 TO 1869. Jos. Nirzmm, Jr. — riod of the War 200.000 Tons.____ 150.000 Tons. __.041~~~~~~~~~~~~~~~~~~~~o 100.000 Tons. —-- __ __ 50.000 Tons__ —__ FOREI 1II I I P\. BASE - LINTE_ YEAR,_ 1850 1851 1852 1853 1854 1855 1856 1857 1858 1859 1860 1861 1862 1863 1864 j1865 1866 1867 1868 1869 TOTAL,__ — 99,588 113,021 128,021 119,089 156,448 165,127 153,323 163,381 156,810 189,982 186,411 225,110 123,688 128,565 102,152 88,466 132,836 203,618 216,1271 225,302 AMERICAN,- 10,427 86,174 85,606 13,188 111,404 121,331 111,400 122,119 118,488 134,820 139,514 169,555 69,522 78,505 45,764 35,006 51,855 119,190 115,146 106,445 FOREIGNN _ 2~),161 26,253 42,415 45,901 45,044 43,190 41,923 41,262 38,322 55,112 46,903 55,555 54,166 50,060 56,988 53,460 14,981 84,428 101,581 118,857 Per Cent. Amer,, 70 76 66 J171 73 72 74 7571 7575 56 61-15 40f43 58 53[47 No. V TONNAGE OF VESSELS ENTERED AT THE PORT OF NEW ORLEANS, FROM FOREIGN COUNTRIES, FROM 1850 TO 1869. JTos. Nimmo, Jr. 600-000 Tons. PC~~~~~~~~~~~~~~~~~~Priod of the War 600.000 Toiis.-. __ 500.000 Tois,,.__ 400.000 Tons. —__ _ - _ 300.000 T ons. _ _ _ __ __ _ __ _ _ _ __ _ _ _ __ _ _ _ __ _ _ _ __ _ _ _ __ _ _ _ _ ___ _ 200.000 Tons.-_ 100.000 Tons.7 A BASE-LINE - YEAR, 1 —-1850 1851 1852 1853 1854 1855 1856 1857 1858 11859 1860 1861 1862 1863 1864 1865 1866 1867 1868 1869 TOTAL, 349,949 328,932 423_358, 511,1878 492,434 435,863 663,067 612,286 583,77h 659,083 632,398 68,993 -~ 5P,588 50,970 228:339 253,729 326,216 381,882 AMERICAN, j 175,065 194,776 253_009 320,724 335,970 312,318 472,701 472,907 428,51 492.523 458,310 58,72.4 - 31,029 23,508,116 108,678 161,615 156,932 FO R EIGN, j- 174,884 134,156 170,349 191,154 156,464 123,545 190,366 139,316 155,260 166,560 174,088 10,269 - - - ~ 19,559 27,462 154,223 145,051 164,601 224,950 PerCentAmer,.j 51 59 59 62 68 71 71 77 7 3 74 72 86 -60 46 32 42 50 41 TONNAGE OF VESSELS ENTERED AT THE PORT OF SAN FRANCISCO, FROM FOREIGN COUNTRIES, FROM 1850 TO 1869. 01~ Period of the War. 400-000 Tonis._ 300.000 Tons.___ 200-000 Tons. —- IC I 00-000 Tons.,_c~ f BASE-L- IEV_ YEAR, 1850 1851 1852 1853 1854 1855 1856 1857 1858 1859 1860 1861 1862 1863 1864 1865 1866 1867 1868 1869 TOTAL, 130,864 245,588 238,238 252,S20 208,952 172,947 168,352 149,242 147,175 221,439 235,001 )205,602 231,698 256,584 299,558 321,253 338,130 310,89.)6 413,673 443,737 AMERICAN, 47,950 104,617 123,560 115,003 111,730 125,657 123,576 102,639 100,003 175,051 186,466 162,121 194,392 203,847 227,836 239,907 218,397 211,346 299,676 334,651 FO R ElG N, 82,914 140,971 114,678 137 817 97,222 47,290 44,776 46,603 47,172 46,388 45,535 33,481 37,306 52,737 71,722 81,346 119,733 99.550 113,997 109,086 Per Cent, American, 36 42 52 45 53 72 73 68 68 79 79 79 84 79 76. 7 4 64 6 72 7 No. VII AMERICAN, FOREIGN, AND FRENCH TONNAGE, ENTERED AT PORTS OF THE UNITED STATES, FROM FRANCE, FROM 1850 TO 1869..7os. Nimmo, Jr. 300.000 Tons. TOA II P rioT of the War. 200.000 Tons..__ _ __ _ _ _ _ 100.000 Tons. _ X",~~~~t~ ~\ /d-~ e\,'Y:RENC FORE[ V ~~~)~ FRENC14. —J,~ BASE- LINE YEAR, 1850 1851 1852 1853 185411855 1856 1857 1858 1859 1860 1861 1862 1863 1864 1865 1866 186 7 1868 1869 TOTAL,- - 157,719 183,996 240,010 227,882 264,981 228,460 273,115 267,977 259,020 281,212 298,436 214,587 283.512 113,588 103,186 68,954 158,051 171,1981 160,322 149,620 AM ER ICAN,- - 114,867 142,842 193,242 189,916 233.148 199,695 241,310 223,204 240,131 240,790 259,914 192,463 251,275 66,763 21,005 13,820 49,126 77,890 76,486 56,077 FOR El G N, —- 42,852 41,154 46,768 37,966 31,833 28,765 31,805 44,773 18,889 40,422 38,522 22,124 32,237 46,825 82,181 55,134 108.925 94.091 83,836 93,603 FR ENCH 19,220 17,272 20,684 21,992 15,246 12,875 15.648 20.919 10,647 14,630 13.623 10,234 11,817 10,319 26,644 28,911 46,372 64,600 61,989 65,044 PerCent,Amer.,_ 72 77 80 83 89 87 88 83 92 85 87 89 88 58- 20 19 31 45 471 38 No VIII AMERICAN, FOREIGN, AND BRITISH TONNAGE, ENTERED AT PORTS OF THE UNITED STATES, FROM GREAT BRITAIN, FROM 1850 TO 1869..J,~,imtoo, Jr. P riod of the WEr. 1.500.000 Tons. -_- _ _ _ \,\~~~~~~~~ 1.000.000 Toils. __ AMERICAN 500.000 Tons. —-- 1 1R'1TTISH AMEHIICAN YEAR,_______ 1850 1851 1852 1853 1854 1855 1856 1857 1858 11859 1860 18611 1862 1863 1864 11865 1866 1867 1868 1869 TOTAL, - --. 1,072829 1,175146 1,331135 1,4090481,456050 1,28172 1,451965 1,5113801,257741 14396511,464526 1,442999 1,449913 1,542781 1,355067.' 965,11 1,6;2092 1691686,01155 1, 966305 AMER I CAN, 5-18,66 643,299 776,971 855,081 S60,996 905,718 1,0364951,081091 852,082 914.721 866,7.20 854,97 8'89023 75.495 389 1' 26, 3S27137P,014 424223 363,507 FOR EIGM - N -1 ""554,063 511,847 554,164 553,967 595,054 3766,005 415,470 430,259 4056C;59 sso 597,806 588.020 560,890 757,286 965,895 701.649 1, 232blbs1,313672 1,376932 1,602798 BRITISH 532,811 501,498 534,253 521,299 560,508 350,655 383,550 410,27 381,9)2 78.881 552,201 513,21, 5 490,126 603 507 838.644 680.101 1,16972 1,25491 1' 3221S2 1 50.30092 PerCent, Amer,,._ 48 54 58 60 59 70 71 72 67 63 59 59 61 51'7 24/22 23 IS 1 No IX AMERICAN, FOREIGN, AND BRITISH TONNAGE, ENTERED AT PORTS OF THE UNITED STATES, FROM THE GERMAN STATES, DENMARK, HOLLAND AND BELGIUM, FROM 1850 TO 1869. Jo 8Xi mma VW, 600.000 Tons.-___ P~riodo, the Wrr. / 500.000 Tons..-.. ___ ot_ 400.000 Tons.. __ 300.000 Tons. T ___L _ _ _ _ _ _ ___ _ 200.000 Tos. ___ __ TOTAL FORE, _, 100.000 Tons;_ _ _ AMnER CAN BRITISH _ I I (__ BRITISH - -I I _________ -- ~~~~~~~~. *.. —- -~~~~~~~ — ~~~B ITISH YEAR, 1850 1851 1852 1853 1854 1855 185-6 1857 18508 1859 1860 1861 1862, 1863 1864 1865 1866 1867 1868 1869 TOTAL, 162,195 173,693 234,612 247,691 277,512 e26,667 247,852 308,542 23.619 298,147_238,924 238,1559 283,390 28,083 218,033 228,018 364,762 A444,08 500,155 608,510 AMERICAN, 72,033 50,543 60,187 79,566 1 87.704 93,489 98 997 102,111 99,194 80,611 47.397 54,484 62.064 38.834 4,291 11,267 33,081 48,770 51.451 43,003 FO R EIGNN 90,162 123,150 176,425 168,125 189,808 183,178 148,855 201 431 190,425 217,536 191,567 188,671 226,326 224,249 213,742 216,751 331,681 395:317 - 448,704 565,507 BRITISH, 3,204 3,083 3,345 9,273 1,596 2,591 6,337 9,255 11,692 1,389 4,317 2,806 4,240 10,022 10,292 19,961 15,850 33,292 35,640 40,800 Per Cent, Amer., 44 29 126 32 31 33 39 33 34 27 20 21 1 21 21 2 5 9 10 10 7 No. X? AMERICAN, FOREIGN, AND BRITISH TONNAGE, ENTERED AT PORTS OF THE UNITED STATES. FROM THE MEDITERRANEAN, FROM 1850 TO 1869. Jos.&i~im, Jr. 300.00( Tons. —_ _ TOTAL Period of the War. 200.000 Tons..__ _0 TOTAL T TAL --- ~~~~~~~~F%~ 100.000 Tons. -- ~I~~~~~~~~~~~~~~~~~~~~~~~~ /~~~~~~~~~~~~~I'9RE N N. s 7 BASE'-LINE YEAR, - -____ s1850 1851 1852 1853 1854 1855 1856 1857 1858 185)9 1860 1861 1862 1863 1864 1865 1866 1867 1868 1869 TOTAL, ~ — - 136,16Y71 156,324 119,532 129,746 136,903 184,181 274,109 274,560 197,160 232,171 263,249 180,957 174,057 197,918 180.031 108,029 183,145 180,123 178,284 271,833 AMERICAN,_ 75,117 64,183 66,556 80,842 92,380 114,589 195852 190,689 137,977.135,555 165,650 137,955 146,776 124,583 64,524 32,849 66,721 73,565) 93,711 94,303 FOREIG N, —-- 61,050 72,141 52,976 48,904 44,523 69,592 78,257 83,871 59,183 96,616 97,599 43,002 27,281 73,335 115,807 75,1SO 116,424 106,560 84.57 3,'5' 30 BRITISH.- -, 3,970 13,213 15,096 8,548 12,064 22,923 38,193 33,898 19,593 31,435 34,157 17,774 14,251 27,916 27,476 20,372 38,307 48,075 38,780 67,265 Per Cent, Amer.,_ 55 46 55 62 67 J62 71 71 69 58 63 76 84 62 35 30 36 40 52 31 No. XI AMERICAN, FOREIGN, AND BRiTISH TONNAGE, ENTERED AT PORTS OF THE UNITED STATES, FROM THE WEST INDIES, FROM 1850 TO 1869. Jos. 4i,,rnmo, fr. Period of te ar 1.000.000 Tons.__, IPo ERICA 750.000 Tons.- ___ ~ 4 -' - o*:~~~~~~~~~~~~~~~~~~~o 500.000 Tons. ___ ____ ____ _ _ __ 250.000 Toas..._ _ __ _ _ ___ ____ __ __ _ _ __ __ _ _ _ -BRITIS YEAR, ___50 1851 1852 1853 1854 1&55 1856 1857 18508 1859 1860 1861 1 862 1863 1864 1865 1866 1867 1-868 1869 TOTAL,..544.778 639,953 775,889 774,001 772,266 764,718 807,868 964,862 954,097 1,068279 1,090458 962,220 734,921 778,692 826,9031 841,267 9,90,624 1,047071 14179380 1,078651 AMERICAN, - 444,279 532 14 6-15,427 648,826 657,456 664,315 690,208 848,223 831,009 901,282 903,901 829,057 544,710 547,312 484,932 415,931 570,831 664,807 817,316 7:33,063 FO R ElG N,, 100,499 127,239 130,462 125,175 114,810 100,403 117,660 116,639 123,088 166,997 186,557 133,163 190,211 231,380 341,971 365,336 419,793 3882,264 362,064 645,588 BRITI$H,, 71,720 79,402 94,730 97,886 57,371 73,585 30,034 74,969 69,749 80,607 115,233 100,3741 168,573 181,373 294,730 339,752 366,632 336,338 304,499 305.653 Per CentAmer,, - 81 81 83 82 86 86 85 87 87 84 83 86 74 70 58 56 57 63 69 68 No. XII AMERICAN, FOREIGN, AND BRITISH TONNAGE, ENTERED AT PORTS OF THE UNITED STATES, FROM SOUTH AMERICA, FROM 1850 TO 1869. Ths. Nimmo,,Jr. TOTAL.500.000 Tons. - __ _ _ _ _ _ ___ P-riod o the W r. 400.000 Tons.__ 200.000 Tons. c 1 r 1 i~~~~~~~~1 IT s 700.000 Toas.~200.000 Tons. —-__ -_ _ _ _ _ _ _ _ _ _ oc~~ —- - YEAR, ------- 18570 1851 185~5 3 1854 18is,1551856 1857 185 8 1859 1860 1861 1862 1863 1864 1865 1866 1667L1868 1869 TOTAL, - 268,828 390,184 438,763 429,874 516,858 465,631 364,614 459,601 395,822 46,134 503,099 482,596 326,886 310,835 378,840 334,971 401,665 454,552 554,088 553,372 AMERICAN, 213,153 311,475 357,612 332,745 450,565 429,422 335,234 426,055 361,295 409,126 456,947 445,396 276,896 257,238 236,109 220,492 254,317 324,876 398,630 418.880 FOREI~G N 55,675 78,709 81151 97,129 66,293 36,209 29,380 33,546 34,527 67,008 46,152 37,200 49,990 53,597 142,731 111,479 147.348 129,676 155,458 13-1,492 BRITISH 6,017 c26,090 35,801 38,700 35,048 16,769 14,120 15,435 11,535 40,475 30,9173 20,045 30,270 22,204 71:364 68,757 86,494 82,765 96,782 85,193 Per Cent, Amer., — 80 80 80 7989 92 92 91 [oF 9 84 83 72 66 63 71 72 7 _No. XIII AMERICAN. FOREIGN, AND BRITISH TONNAGE, ENTERED AT PORTS OF THE UNITED STATES, FROM THE EAST INDIES, EXCLUSIVE OF CHINA, FROM 1850 TO 1869. Jos. Nimnw, Jr 200.000 Tons. __ _P riod ol the Wr. 0 TOTAL 150.000 Tons. 100.000 Tons. __ I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ol o~o 50.000 Tons. - - ____ s/~~~~~~~~~~~~~~~~~~~~~~ / FiOREIGNC ~OREI -- BRITISH~., —,:_. c:r:= RITIS_,~,~~=~: ~ 3' T S — G~-' YEAR T1850 1851 1852 1 1853 4 185 1856 157 185I 1I59 1860 1861 1862 1863 18641 1865 18G6 867 1868 1869 TOTAL, 30,9.05 52,074 68,919 67.532 91578 93282 102,89411515481 132.710 158,210 58,331 122,545 409106 81,329 67,636 81,099 132'6,190114,S800 148,814 197,39!) AIMERICAN, —I 4 l30.905 46,562 64,168 57,881 87,823 90,636 99,0811 144,334 125.:388 140011 144.088 109,833 44,569 75,038 51,573 48,654 67,913 64,446 S'2,393 114,626 FO REIGN, — _____ - J5,512 4,751 9,701 3,755 2,646 3,813 7,214 7,322 18,219 14,243 13,962 4,537 6,291 16,063 32,445J 58,277 81,354 66,421 82,713 BRITISH,____I - - I 3,755 3,652 7,145 1,817 1.855 2,388 5,664 3,476 13,715 11,807, 10,79.9 2,4041 4,818 9,378 24,863 37,337 74,824 57,453 77,991 PerCent, Amer., 100 88 94 85 958 - 97 99 95 95900 1 9 91 7 9 69 52 44 53 58 No. XIV AMERICAN, FOREIGN, AND BRITISH TONNAGE, ENTERED AT PORTS OF THE UNITED STATES, FROM CHINA, FROM 1850 TO 1869. Jos. Nimltto, r 90.000 Torils__ _Priod o the War. 60.000 Tons.- _. __ 30.000 Tons._ ___ BASE-LINE I I I I YEARI37_ 1850 1851 185'2 1853 1854 1855 185611857 18581859 186 1861 18 62 1863 186 11869 TOTAL, —---- 29!414 38,914 78,085 92,864 70,426 710.815 79.175 64,029 6 5,7q 72 71,085 81,467 75,950 60,569 68,519 58,941 39,644 64,423 67,850 56,161 65,854 AM ERICAN,- 21,969 27,587 52,076 65 899 51,196 55,048 69,194 57,042 49,958 63,275 77,254 70,295 40,962 56,382 21,765 17,272 16,984 26,176 15,093 31,674 FOREIGN, 7,445 11,327 26,009 26,965 19,230 15,767 9,981 6,987 15,814 7,810 4,213 5,655 19,607 12,137 37,176 22,372 47,439 41,674 41,068 34,180 BRITISHH____ — 4,526 7,884 16,993 22,251 10,186 6,734 3,978 2,810 10,525 5,331 2,803 1,250 14,904 9,301 18,291 18,077 34,847 35,007 32,641 23,341,Per Cent, American, 72 71 66 71 73 78 87 89 75 90 95 96 66 82 36 44 125 40,26 48 ISHOWIrlNG THE TBTAL TON\NA~E ENTERED PaT THE PORTS OF NEWa YORK, BOS3To3N, PHILADELPHIA,| jBALBIMORE, SAM FRANCIS@O,, NEW ORLEANS,, AND OTHFR F3>3RBe; FROM 1850 TO~ 18693',90tU%398Ew 3,0.00r~lS._L __i__ I i _i _I | i i | iii i._ i/ 3.000.O00 Tons. _ L I - -1 - L — _1_I a.800.Q^.,1\\. - T-1 g ~ ~ ~ ~ ~,B /'~ r SI _..j ~, _ - E - 4 X s — l -- r -E s z TOT |242~e358~iSG~l46l~l!447tWo324oS531 2 S370Si.7701262L$2S4. 1(UnI b11 S xP cl a ot,12366 S'iS Osol3o {2349734343ls48l300)> 65;5l747sLoill3iOS134o 54D3412) A te ot,- |5622 1s6s 6 2 9 |s1,2|66s|77.>9 4 3i 3,1 5465 5.04 7,2 0| 7COW|3726 1 )tv igGS (ALL_ OTp:S l l | | l l | | | | { t.RtP0CtOHta, SCL:L 11 2L -31JP51817-181a wa H w..~~~~~~~~~~~~~~ aANI~~~~~~~~~~~~~~, ~ ~ ~ ~ ~~~i~ ~~~~ - -- c,,~~~~~~~~~~~~~~~~Js sBiXt10 Jr.s THE TONNACE OF SAILINC-VESSELS AND OF STE ENTERED AT THE PORT OF NEWYORK, FROM FOREIGN COUNTRIES, FROM 1844 TO 1869: (VESSELS ENTE rovett J- Chandler, Engraverg, B?,tff(yl-.- N Y. 0.000.000 Tons. —2.500.00OTons. —--- 2.000.000 Tons. —1.500.000 Tons-.010 1.000.000 Tons. TOT SAILING T. 500.000 Tons. AMERICAN STEAM T. B A 8E-LINE. TOTAL STEW T, - R-Ej6i TEAW 1844 1845' 1846 1847 1848 1849 1850 1851 1852 1853 1854 1855 1856 1857 1858 18 TOTALTONNACE, 576ASO 579.218 655,877- 853,668 98, I I Irt 3 1p)0'8-. 1,541,816 1. 1,591.209 1,77E 1,110.5.93 9 1,340,596 585,500 1-692,780 1,W,560 1,519,250 1,890,413 SAILING TONNAGE; —- 571,908 575,438 642,526',M4,547 892.441 1,035,895 1 021,236 1,219,794. 1.382.063 1,386,107 1,506,811 1,440.332 1,334,144 1,600,895 1,801,954 1,45(' STEAM TONNAGE; —- 4,572 3,780 13,351 9,121 39,132 74,698 69,643 120,802 159.753 199,393 185X9 143,228 185,106 289,518 289,255 32 AMERICAN STEAM; —- M614 20,801 19.181 76.862 100.1)q 118,005 10114,713' 94.423 138.983 10,),706 112.391 FOREIGN STEAM; —-— j 4,572 I 3,780 13.351 9,121 26.518 53,897 50,462 43,940 597554 81,388 78,0,M 48,805 46.123 186 812 176,864 2(A TONNAGE of SAILING and of STEAM VESSELS entered at PORTS of the UNITED STATE jez"ett 4- Chardler, Ergravers, Bvffalo. N Y. 15.000.000 4.000.000 Tons. 000,.41 0001,.00, 00, 3.000.000 Tons. 2.000.000Tons. —---------- 1.000.000 Toils. -B-,,] 81-y-LIN-E. L-STEAM T., YEARY- 1844 1845 1846 1847 1848 1849 1850 1851 1 8 52) 1853 1854 1855 1856 1857 1858 TOTAL. Tonnage, i,-, 3 s, 8 6 8 1,9.51,240 1.949,439 2,358,445 ,443,9122, 2 798,339 2,845,12123 3,26,77 7 3,652,888 3,846,091 4,064,184 3,945,467 4,218,536 4,6-22,030 4,150,132 4 Sailing Tonnage, 1,8,!-44112,96 1,947,460 1,9.20,943 2,337.1209 2,389,951 2,707,641 2,755,580 3,065,788 3,428,256' 3,573,642 3 782,808 3,649,571 3,873,123 4,1:38,018 8,686,983 4 Steam Tonriage, —----- 4,572 317so 8,496 21,236 53,9. 7 1 1 90,698 &1)1643 160,989 224,632 272.,449 281,3 R) 295,896 345.413 484,012 463,14.9 E::2 Per Cent, Steam 0 0 V4 0 0 0 0 9., 2 /5 3 5 6 7 7V22' L lo TONNAGE of AMERICAN and FOREIGN SAILING VESSELS, entered at SEA-PORTS of the UNI Jewett 4- Chavd7er, Eigrawr8,_.Buffa7o,.,V. Y. 41000,000 Tons. 3,OOOPOOO z 000,.00 1000, el -.1.0000, 02,000,000 To-ns.__________ 00 POIREIGN.01.0 1,000,000 Toas. FOREIGN BA SE-LINE YEAR, 1844 1845 1846 1847 1848 1849 1850 1851 1852 1853 1854 1855 1856 1857 1858 TOTAL-TONNAGE, -1.834,296 1,947,460 1,920,943 2,337,209 2,390,951. 2,707,641 2,755,580 3,065,788 3,428,256 3,573,642 3,783,808 3,649,571 3.873,123 4,138,028 3,686,981c 53,398 671,270 570,905 864,753 816,1-21 1. 1,319,392 1,359,197 1,266,316.1J29,409 FOREICN TONN., 5P; 058,918 1,204,933 1,306,052 1,078,334 1,054,772 1,0 5,681 AMERICAN TONN., 1.2801898 1,376,190 1,350,038 1.4-12,456 1,574,730 1,W,723 1,550,647 1,759 786 2.108,864 2,214,445 2,517,432 2,571,237 2,743,714 3 083,256 2,671,3W 60 70 70 62 65 60 7 6 1 65, 66' 7'O 70 74 72 TONNAGE of AMERICAN and FOREIGNla STEALM -VESSELS, entered at, SEA-PORTS of the UN I E T E fo O IG R S r m 8 t 69 rw lrf 4 i Chai-ndler, Eng~ravem?, Buffalo o: L. -V. yo J I.000.000'rolls,.' j 00.000 Tons... -- I __ c FOREIGN. F O R E IG N - Y EA R 1844 1845~ 1846 184W 1848 1849 1850 1851 18521 1853 1854 1855 1806 1 85~ i ll 80 16 81i 82 16 b6 S~ 8GrP~ SS 1 ~~O TA& TONNBGE, _____I 4!~~~~~~~4,52 3, -"~0 23,496 2' 1O, 8"41 w~~ 89,643~ 160.9tv~ ) 2 2~4,6Y2 2-12,449 29,17i!5,896 345 413 4S4,012 4l319I5CI) 6,~~ I5rJaI4~~~ C-,'i3~~~ rU IG2nS,~ 0,T,-' FOREIGNI 4,57',1 3,1,$- O 28,496 21,~36 41,357 t,.9,,~ ls97 0, 4 W),2m 105,-,87 132,444~ 151,346 11;OAlis 120,65.5 2 8,2.'58 3j,~i8)l0t ~,'O ",9 1~39' TOOS Gj,0-, 101'7 A M E R I C A N 12),614 20~,,c Ir,,m!lis l~nj 11003 9.50 li6'7/04liX?1.51?~0 1 7U~ 3,JY11,~'al 197S J j ti41jl 8 118 895 140,005 VD430 0 175Dri 2(4.758 201.1S7 Per Cent, American _ __ _ __ __.__ __ _I tf2 2 57 53 51 4 5 9 I 3* 1 20 1 1)2 1 76 15 41;6]j ]f