The decay of merchant shipping in our country from the proud position
it held before the great Civil War is due to many causes, chief among
which is the substitution of iron for wood, and steam for sails. There
are very many people living, and still active, who remember the time
when the whole of the passenger traffic between Europe and the United
States was in the hands of Americans--for the reason that their ships
were more staunch, more comfortable, and very much faster, while
their seamen were more enterprising. The same was the case with the
China trade; the American clippers carried all before them: while, in
the race to the Pacific, in the early days of California, none could
compare with our vessels in rapidity and the comfort of passage.
For some years those interested in such matters almost despaired; but
there is a brighter outlook ahead now. The great lake fleet of steamers
and sailing vessels has vastly increased. The tonnage passing through
the Sault de Ste. Marie is really greater than our whole ocean tonnage
of forty years ago: and the improvement in the quantity and size of
merchant vessels built during the last few years for ocean service,
while not keeping pace with the lake traffic, on account of foreign
competition, is still very gratifying.
We have already spoken of the ability shown by Americans, during the
last few years, to produce the best armor in the world, guns equal to
any, and war-ships of the very first class, in hull and machinery.
This is all a preparation and education for taking our proper place as
builders of the very best merchant vessels. Builders could not afford
the extensive apparatus and machinery necessary for such construction
unless they had been encouraged by government orders in the beginning.
Such works as those at Bethlehem, in Pennsylvania, would never have
constructed the largest steam-hammer in the world, if it had not been
for the encouragement afforded by government orders. Now they are
prepared to forge shafts, and other great pieces, for the largest
merchant steamers, for the obtaining of which we formerly had to send
abroad.
As for plants for iron or steel ship-building, we now have many.
Cramps’ establishment, in Philadelphia, is said to be the third
largest in the world--and will soon rank higher; there are other great
works for merchant vessels on the Lakes and the Mississippi, and at
Newport’s News, near Hampton Roads. After these come the works at South
Boston and the different establishments at New York. The purely naval
building-yards and plants at the New York navy yard, and at Norfolk,
are well known; while the Union Iron Works at San Francisco have turned
out some of the finest vessels afloat, both men of war and merchantmen.
There are also such works in Bath, Maine.
But the least effect of these great plants is shown in their production
up to this time. They are not only educational to ship and engine
builders, but they foster a number of most valuable trades--such as
ship-carpenters, plumbers, copper-smiths, joiners, and many others.
Above all come the naval designers or architects. Men so trained are
well paid, and are required to turn out the very highest grade of work;
and thus we are forming a force, at many points of our great country,
fitted, when the time comes (and it must soon come), to build up our
sea-going mercantile marine to an equality with the sister service on
the Great Lakes, so as to enable it to carry our products abroad, and
bring back the returns, without depending upon foreign bottoms for
that service. A few years ago there was no place in this country where
a young man could go to learn the business of designing and building
iron vessels--now there are many such places--and they are constantly
increasing in number.