Proceedings of the National Convention, of the American Shipping and Industrial League, held at New Orleans, La., February 16, 17 & 18, 1888

\ Proceedings OF THE Rational Convention, HEIrD m -7^.NEW ORLEANS, L fl.V- February 16, 17 & 18, 1888. 3>S 1 , 0 6 Ai^3 . ISS^ f to Co Oo > 111 £ o VJ Q) >- £ A pQ » . PROCEEDINGS OF THE American Shipping and Industrial League, HELD AT New Orleans, La., Feb. 16, 17, 18, 1888. FIRST DAY. Captain T. J. Woodward, Vice President of the League for the State of Louisiana called the Convention to order at 10:30 a. m., and said: I have the honor to call this Convention to order. The business before you is important, and I trust you have all come prepared to advocate the bill which will be presented to you for the revival and relief of American shipping. The Ameri- can ship cannot successfully compete for her portion of the carrying trade of the world unless aided and fostered by the national government. Other nations are giving that protection to their commerce, and have succeeded in driving nearly all of our tonnage from the foreign carrying trade. The American ship was once the pride of the nation, and had no peer ; her flag was honored and respected wherever it floated to the breeze. Let us hope that it may once more take its place among the progressive nations and successfully com- pete for that trade which justly belongs to the American ship. Less than two years ago four people met in the St. Charles Hotel in New Orleans, and formed this shipping league. The several great shipping conventions that have been held since over the country from Boston to San Francisco speak of the remarkable outgrowth of the league, and places it on record to-day as one of the most powerful organizations in the land, and we can point with pride to the good work accomplished for the cause of the American ship. Let us with one accord to-day and dur- ing the sitting of the Convention confine ourselves strictly to our text and not give up the ship, and I am sure we shall win. The Rev. B. M. Palmer then delivered a most eloquent and impressive prayer. At the conclusion of Dr. Palmer’s prayer, Mr. John Dymond of New Orleans, was selected as temporary chairman by acclamation, who upon taking the chair, spoke as follows : Gentlemen of the Convention: — I have the highest appreciation of the distinguished honor that is conferred upon me in my being asked to preside over the organiza- tion of this Convention. I well remember the pride that Americans had in the American Marine forty years ago. As a boy nvy dearest desire was to be an American sailor, and as a man my most cherished hope was to own an American ship. The older men here present, will remember the days of the clipper ships that carried the men of 749 to California in ninety days, that came from China in ninety days and from Australia In a hundred days — the American clipper ship was the pride of those days, but now it has departed from the sea You remember, too, the days when Commodore Ingraham demanded the re- lease of Martin Kosta, a naturalized American citizen, who was then imprison- ed by the Austrian Government, or it he was not, that he would fire upon the town, and Martin Kosta was released. (Applause.) Would such he the case to-day ? It is very rarely indeed, that so distin- guished a body of men is gathered together for any purpose, as we see here to-day. Merchants, bankers, railroad men and others, are gathered together from the various quarters of the land, and for one purpose. Let us endeavor while here, devise such means as shall best attain our ends. We are here to-day in strong force and with a good purpose, and we may fairly hope that much good will result from our deliberations. Gentlemen of the Convention, we are now ready for organization, but before proceeding'further, it is only proper that those who are here from distant parts of the country, should be welcomed to Louisiana, and for that purpose there has been chosen one of our fellow citizens whose reputation among ns is known from the hills of Caddo to the flats of Plaquemines, from the prairies of Calca- sieu to the woodlands of Washington, and who has been chosen to represent us in the councils of the nation — one of our most distinguished citizens, and he will welcome you to the home of the rose and the land of the orange and the cane. I have the pleasure of introducing the Honorable B. F. Jonas. Mr. Jonas then delivered an address of welcome to the visiting delegates, extend- ing to them the hospitalities of the City of New Orleans, on the part of the resi- dent members of the American Shipping and Industrial League. At the conclusion of Mr. Jonas’ remarks, Mr. E. K. Converse nominated Hon. E. O. Stanard of St. Louis, Mo., (or permanent President of the Convention, and he was unanimously elected. Upon being escorted to the platform by Mr. E. K. Converse and Mr. Hugh McCloskey, President of the Produce Exchange, he was greeted with loud and continued applause. Gov. Stanard upon assuming the chair spoke as follows : Mr. Chairman, gentlemen of New Orleans and gentlemen of the Convention : I am very thankful for the honor which you have conferred upon me in calling me to preside over the deliberations of this Convention. I was informed a few days ago that it was more than probable that I would be expected to say something upon this occasion, but I am here without a prepared speech I have had some pecu- liar experiences with prepared speeches ; they do not always fit the occasion; and then I have had peculiar experiences with speeches that were unprepared : they did not look well in print, but I have con- cluded that I would take my chances, as really it is not expected, I presume, that the presiding officer should occupy any great length of time in speaking, especial- ly as I observe there is quite an extended programme and various subjects allotted to gentlemen who have doubtless made careful preparation, and my duties will be largely to keep order and to see, so far as I can, that the Convention runs smoothly. I am glad that the people of New Or- leans took the initiatory step relative to the matters in question, some two or more years ago. I am exceedingly glad that you have gone into this matter of attempt- ing to revive American shipping with a great deal of earnestness. There have been numerous conventions held since the matter was brought to the attention of the country, more especially in the past two or three years. Delegations have visited Congress and appeared before the proper committees in the interest of Ameri- can shipping. Bills have been prepared, and I am satisfied that the Southern country especially is taking a very deep interest in this matter of such vital im- portance to the City of New Orleans, to the valley of the Mississippi; and, I may say, to the entire country. For the past twenty- five years or more the chief con- tracts to transport business has been given to artificial lines running from east to west. Large amounts of money have been expended both by individuals and by the Government of the United States in the construction of railroads, chiefly running from the west direct to the eastern sea- ports. Nearly three hundred millions of dollars in the shape of lands and subsidies was appropriated by the Government for the construction of the Pacific Railroads. Some criticisms has been offered at these large appropriations. I think that the appropriations were wisely made. (Loud applause.) They are large, but this is a large and growing country, with increas- ing wants, and nothing will do more for the promotion of the material interests of the country than to increase the transpor- tation facilities of it. The Government of the United States has lost no money by these appropria- tions of three millions of dollars. They had a great American desert that was not worth ten cents a square mile until this money was appropriated and until the railroads were constructed, and now, over that vast western country, reaching near- ly to the Pacific slope, are happy homes, fertile lands and places for our people to live, and the Government is receiving an income from their enterprise and from their industry and from the increasing value of lands that were worth nothing before. I expect that, for a great many years, a large proportion of the products of the country will still go across these artificial highways from the west to the east. These are, in round numbers, about 150,- 000 miles of railroad in the country, re- presenting, including capital invested, and including water , (laughter) about four billions of dollars in capital. This capi- tal, this energy and this force that is be- hind it, is wonderfully strong. It has the individual help, and it had the subsidy to put the enterprises upon their feet, hence, their position is strong. A good deal of complaint has been made for years, that the lines across the coun- try, from east to west, had their issues pooled, and that the rates of transporta- tion were not competitive. It is believed by many that they are high, and that the producer and consumer are being charged too much for transportation. The Inter- state Commerce Law was passed at the last session of Congress which was to be the great remedy for all of these evils, but we find that although the railroads are not pooled, that they are under a con- tract, or under an agreement with each other, that an even rate shall be charged, and still there is no competition between the railroads more than there was before the Interstate Commerce Law was passed. Many of us have believed, for many years, that although the railroads had been great benefactors, had served the in- terests of the people, had given additional transportation and helped to make the country rich and prosperous, that the waterways of the country running from north to south ought to be permanently and substantially improved, so that there should be competition that was reliable and effective, by which the trasportation of the country could be reduced, as no- thing but competition by water will re- duce the transportation rates upon the railroads. I am making no attack upon the railroads, because their managers are simply human. Their money is invested in them, and they will charge whatever the circumstances will allow, governed in their rates largely by competition by water and now, that there has been so great an interest taken in the improvement of the waterways — sometimes we have met with failure, and sometimes have achieved suc- cess— but there has been a great deal ac- complished ; DesMoines, the Rapids of Keokuk, have been improved. There are several places between here and St. Louis where the Government has so improved navigation that boats can enter without difficulty at all seasons of the year. Five millions or more have already been ex- pended on the Jetties between here and the Gulf of Mexico, and ships are coming in and going out with as much regularity and freedom, I am told, as they could in any other port in this country. And al- though the appropriations have sometimes failed, and sometimes the work has been stopped to a great extent, yet there has been more or less of improvement made, and every year, if there shall be appro- priations employed by the Government by which the waterways of this country, twelve to fifteen thousand miles of which empty into the gult, and now, more than ever before, the people of New Orleans, the people of the South and those engaged in ship-building, those who believe the promotion of that interest, and now mak- ing a move in favor of American ships car- rying the products of the country from the mouth of the Mississippi River or any other place. (Applause.) But as the honorable gentleman who addressed you last has said, I believe that very much has to be done by the people of the City of New Orleans and by the people of the Mis- sissippi Yalley and by those who are in- terested in the shape of private enterprises — this, I believe, and I do not believe that anything can be accomplished, or that any great results should be expected in any of the vocations of life unless we are willing to put our hands in our pockets and employ our brains with reflection and use all of our energies and see what we can do for our- selves. But, while this is the case, I must take issue with the gentleman when he intimates that we will be able, in the very near future, to put our merchant marine upon a competitive and successful basis with the merchant marine of foreign coun- tries. I believe that we have got to have help in order to do this. I doubt whether men are going to invest their money blind- ly in an enterprise of that kind unless they have encouragement from the Govern- 5 ment of the United States. (Loud ap- plause.) The Government is rich and they can afford to do this. It is along the line that the Government of the United States has been travelling for the past fifty years, and there is no reason why they should not make such an appropriation to assist what we might call an infant enter- prise to set it on its feet, and then if it cannot walk let it fall. (Applause.) I believe in the principle that “God helps those who help themselves,” and also I will go further — that man helps those who help themselves also. (Loud applause.) And if we in the South and West have ever been derelict in our duty heretofore, and in our enterprise, it seems to me there is about to be a new order of things in- augurated in this Southern country. Now, sir, I know, and so do you, that there can be no graduation without study, and man must do the studying himself. You cannot get to your journey’s end with- out travelling. You cannot expect any- body to take you in their arms and carry you to the top of some high mountain where you will have an opportunity of seeing the beautiful landscape and drink- ing in its pleasures, but, if you expect to do this, you must struggle up there your- self, and the lazy fellow who remains be- hind has no right to complain if he does not get up there and enjoy the luxuries surrounding him. The people of the Southern country, I am satisfied, are dis- posed to take heart and help them- selves, and as soon as they do that, others will help them. There are indications of it everywhere. There are new enter- prises being inaugurated all over this country, and it is a fact which cannot be gainsaid that cotton manufactories can be run in the South to better advantage than anywhere else. (Applause.) It is found that iron can be produced from $5 to $7 per ton cheaper in the Southern states than anywhere else in the United States. (Applause.) It is found that they have an abundance of timber of the best quali- ty in many of the Southern states. I think that, in the near future, of the thir- ty million additional people who will in- habit the United States before 1900, nine- tenths of that increase ought to come South by Mason and Dixon’s line. (Loud applause.) It is the best place for them. (Applause.) They have a better climate; the country is not so crowded; they have as rich a soil as there is in the world ; they have coal, and iron and timber and everything necessary to make a people great and prosperous, and to induce the incoming tide of imigration and the young men of our own country to come down here among you. I am satisfied that you are disposed to extend to them the right hand of fellowship and to invite them to come among you and give them happy and pleasant greetings. (Loud and long applause.) Emigration conventions are being held all over the Southern states, and I have seen and heard rnoje of the advantages of the Southern country in the past year or eighteen months than I ever did before, and I say to you, keep on with the good work and the people will come among you . M assachusetts has 230 people to the square mile, and many of the New Eng- land States the same number, while Lou- isiana has not more than 16 or 20. There is plenty of room for the mass of the peo- ple of the United States and of the nations of the earth. Invite them to come. This is what you are doing, and this Conven- tion argues in the right direction. Don’t forget to continue the work in your own interest; don’t fail to be heard in the councils of the nation; don’t fail to adver- tise what you have and to invite the peo- ple to come among you. This, I am satis tied, you will do. Mr. Chairman and Gentlemen : I have talked longer than I expected to talk, and I now propose to give way to others. I am again desirous of expressing my thanks for having been called to preside over your deliberations, and will now state that the Convention is ready to proceed with the regular order of business. (Loud and long applause.) The Chair. — What is the further pleas- ure of the Convention. The next in order will be the election of a permanent Secre- tary. Col. R. C. Wood. — Nominated for the office of Secretary, Col. Charles S. Hill, of Washington, D. C., who was unani- mously elected with applause. In accepting the position, Col. Hill spoke as follows: Gentlemen — I thank you for this honor, but the greatest pleasure to me is to look upon this large and distinguished assem- bly, and reflect upon the wonderful devel- opment of your work in behalf of this great economic cause during the short eighteen months since the inception of this American Shipping League. And when I think of the work you have done, and the great influence which you G have exercised over the whole community from the Gulf to the Lakes, and from the Atlantic to the Pacific, I offer you most heartily my congratulations. You have chosen a good part, the credit of which shall not be taken away from you. I bear to you a message of cheer from our friends of the North, who regret that they can not be with you. How the hearts of our absent friends would throb were they here to look upon this large representation, and upon these grand designs and inscriptions which adorn this room? Especially to see that you had illuminated so beautifully that patriotic injunction of Lawrence to his countrymen, which you have taken for your motto, “Don’t give up the ship,” as he fought so gallantly the United States Frigate Chesapeake against the British Frigate Shannon, in that desperate con- flict at Boston Habor, on June 1st, 1813. It is a remarkable commentary that you do honor to his memory while his immor- tal remains lie in Trinity Church-yard, New York, and while in that city, the population of which is seventy-five per cent foreign, pass heedlessly day by day, and the name of the hero of that patriotic injunction is not even known and where the American flag is rarely if ever seen at the mast-head. Go on my friends in your good work until no pent up continent contracts our powers and the broad high water-ways shall be ours. (Applause.) The Chair —The Convention is open for business. Mr. Hugh McCloskey, of New Orleans — Mr. President, before proceeding further with the business of the Convention, I de- sire to offer the following resolutions, which I will ask the chair to read. The Chair — The gentleman from New Orleans offers the following resolutions which the Secretary will please read : New Orleans, Feb. 16, 1888. Mr. Charles S. Smith, President, Chamber of Commerce, New York, City: The Shipping Convention in session in the Produce Exchange of this City, repre- senting the business centers of the South and West, and comprising commercial and industrial bodies and labor organiza- tions has just passed the following with great enthusiasm. Resolved, That this original American Shipping and Industrial League send greeting to the oldest Chamber of Com- merce of our country, and ask for united action in the determination to revive American shipping, which unites all in- dustries and sections of the United States in a covenant between capital and labor for progressiveness, peace and prosperity. Resolved , That we appeal to the whole country to join us in behalf of this great- est national economic work, whereby the products of American labor and American enterprise may be transported in Ameri- can ships. Mr. Fenner. — Mr. President permit me to say to the members of this Convention in regard to the resolutions just read that to-day, the Chamber of Commerce of the City of New York is holding a meeting to determine upon the action of a sub-com- mittee chosen by that body for the pur- pose of considering the objects of the American Shipping and Industrial League and it is important that these resolutions should get there as quickly as possible, but in preparing them last evening, it was necessary to affix the preamble which has been read, and which, you will all see anticipates the action of this body, but I do trust, in view of the great importance of these resolutions, that they will not only be passed unanimously, but by acclamation. Mr. Converse. — I move that the resolu- tions be adopted by a rising vote. The President. — It is moved and second- ed that the resolutions just read, be adopted by a rising vote. All those in favor of that motion will rise — those op- posed. will remain seated. The Convention arose en masse, and the result was followed by great applause. The Convention then took a recess un- til 1 o’clock p. m. Upon reassembling the Secretary read the following letter from Gen. Jos. Wheeler, President of the Ameri- can Shipping and Industrial League: House of Representatives, U. S., ) Washington, D. C., Feb. 9, 1888. $ To the Presiding Officer, National Con- vention, American Shipping League, New Orleans, La.: Dear Sir — I deeply regret that pressing official duties here will deprive me of the pleasure I should have in participating in the proceedings of your Convention, and becoming, if possible, more deeply imbued with sentiments of devotion to the cause in which you are engaged. 7 The re-establishment of our former su- premacy as a maritime people I regard as one of the most important questions now demanding solution at the hands of Ameri- can statesmanship and enterprise. The successful accomplishment of the object to which our League is devoted, means not only the saving of scores of mil- lions of dollars now being annually paid to foreigners for carrying our exported goods, but it means also useful and profit- able employment to thousands of our arti- sans; and the advantageous investment of capital now lying idle and comparatively unproductive. It means greatly increased activity in nearly every one of the vast number of our diversified industries now languishing or declining for want of favorable opportuni- ty to compete on equal terms with those of other countries. When the sails of American ships shall again whiten every sea, and the smoke of American merchant steamers ascend to the arching clouds in every accessible part of the globe, the dire and deplorable struggle between under- paid labor and unproductive capital now going on around us, will have passed away forever, for then we shall supply the mar- kets of the world with our surplus pro- ducts instead of having their sale limited to the consumers within our own borders. To accomplish this vast and incalcula- bly beneficent revolution in the commerce and industry of the country is the lofty and noble purpose of our League. Our success will insure contentment and hap- piness to our noble army of workmen, and satisfactory returns to our active, vigi- lant and enterprising capitalists. Let us achieve the purpose we have in view, and prosperity peace, plenty and contentment will prevail throughout our land — along the shores of the gulf, as on the borders of our northern lakes; upon our Atlantic sea- coast throughout its whole extent as upon the Pacific. To bear any part, even the humblest, in promoting the success of a design, the re- sults of which promise such comprehen- sive and enduring benefits to the people of our whole country, might well satisfy the ambition of a far more aspiring man than myself, and I shall eagerly seize every opportunity to contribute to that end. The statistics bearing upon the subject will be presented to you by gentlemen far more competent than I to deal with them, but I cannot refrain from saying that al- ready there are gratifying evidences of the advantages resulting from such an organ- ization as our League, in the renewed in- terest in our ship-building industry, and the newly aroused sense of the importance of our foreign trade, which is perceptible throughout the country. With renewed expressions of regret for my inability to be with you, and with im- plicit confidence that the result of your deliberations will be of great immediate benefit to the League, and ultimately to the country, I am, sir, Very respectfully, Your obedient servant, JOS. WHEELER. This letter was listened to with close attention and heartily applauded. Col. R. C. Wood then read the following letter from Hon. Geo. E. Adams, M. C., from Illinois: House of Representatives, ? Washington, D. C., Feb. 11, 1888. $ Chas. S. Hill, Esq., Secretary, New Or- leans, La.: Dear Sir — I thank you for the invita- tion lately received, to attend the Con- vention of the Gulf Department of the American Shipping League to be held at New Orleans. I regret that my duties here and a positive engagement at Chic- ago for the 22d, will render it impossible for me to accept it. When you held a meeting in Chicago last summer I was glad to feel that in your efforts in behalf of the revival of American Shipping you did not depend on the sentiment of the seaboard only. You judged, and you judged rightly, that we in the North-West, a thousand miles from salt water, shared the patriotic feeling which desires to see the American flag on the high seas once more. If there is one place in the the Union where more than elsewhere a Chicago man would be glad to attend a meeting of the League, that place is New Orleans. For thirty years Chicago has been looking East and West along the line of rail and water traffic made possible by the foresight of DeWitt Clinton, when he projected the Erie Canal. Now Chicago is looking Southward as well. From her own doors across a low divide barely ten feet above the level of her har- bor, she can trace the course of the mighty river which once connected Lake Michi- gan with the Gulf of Mexico. She desires to see that great river flowing once more, uniting the lakes and the gulf, and giving to the lower Mississippi a more abundant and even supply than will be furnished by 8 all the reservoirs which the Government can build on its head waters. It is not merely the local advantage of Chicago which prompts this desire. The restora tion of that water-way would benefit every city on the lakes and every city on the Mississippi river. If a part of the im- provement confers a local benefit on Chic- ago, the cost of that part will be paid by Chicago. But if the improvement as a whole, benefits the entire North West, it is a national work and a share of the cost is for the nation to pay. Some may think that a navigable water- way, connecting Lake Michigan with the Mississippi river hhs no logical connection with the restoration of the American Merchant Marine. To ray mind it has a very close connection . If we are r,o open new markets abroad, to be supplied with American goods in American ships, the pl. ce to begin with is in Central and South America. These countries offer a great and growing commerce to the nation which will have tin* foresight and enter- prise to seize it. It naturally belongs to us rather than Europe. The progressive nations of South America eagerly desire commercial union with ourselves. Our manufactured goods are better than Europe gives them. If they cost more, they are worth more. If our cotton goods, hardware and agricultural imple- ments were fairly introduced into South America, they would hold the market by their intrinsic merit. Trade is partly a matter of habit, as John Stuart Mill has pointed out. If British cottons, loaded with chalk and disguised under a Massachusetts trade mark, fill the South American markets to the exclusion of our genuine goods, the South Americans will buy and use the British frauds and be content because they know nothing better. Some theorists suppose that United States goods will go where they are want- ed and crowd out the inferior goods of Europe by the natural la vs of trade The laws of trade do not work without friction even in commercial centres. There is inertia to overcome before trade will follow new channels, England knows this well. It is one secret of her success. The British merchant pushes his ventures to the uttermost parts of the earth, be- cause the British Government sees to it that he shall. British lines of steamers, largely aided by government, search every corner of the globe, and fill the remotest markets with inferior British goods. To make a place in South American markets for our goods better and more honestly made as they are, requires a greater effort than private enterprise can be ex- pected to make. At first the busi- ness must be done at a loss. The loss should be shared by the Government. The Government should promote the establish- ment of new lines of steamers to those markets where there is a fair chance of securing a permanent advantage for American trade. Every dollar paid out in this way will come back threefold, not to the United States Treasury, which does not need it, but to the United States work- ingman, who does. I believe that a water-way from the lakes to the gulf, navigable for large river steamers, together with the estab- lishment of new steamship lines from New Orleans to South America, will give us the control of a large and growing foreign trade, with New Orleaus for its emporium and will help more than anything else to restore the Merchant Marine of this coun- try to its former glory. I say navigable for river steamers. That is perhaps all we can hope for now. But we shall not long be satisfied with that. The time is rapidly approaching when we shall see the need of a water- way from the lakes to the gulf, navigable for ocean steamers. Such a water-way would take us a long step toward accom- plishing the objects for which the Ship- ping League is formed. “A commercial fleet,” says the Chicago Daily News of recent date, “greater than the entire sea- coast marine, to day locked up in the ice bound harbors of the lakes, and idle by the suspension of navigation, 37 per cent, of every year, would sweep through this channel every fall, carrying the produce and manufactures of the North-West down to the Gulf for the Mexican, West Indian South American trade.” Especially important is the trade of the Argentine Republic. It can hardly be overestimated. That country is growing so rapidly in population and wealth, its institutions are so liberal and secure, and its enterprise so great that it is sure to become before long an important factor in the world’s commerce. But it has no fuel and no water power. For manufactured goods it must depend on other countries. It desires close commercial intercourse with the United States. It has offered $100,000 per annum for a steamship line to this country, if this country will give an equal sum. We can control this valuable market for our manufactures if — 9 — we choose. If we do not, England will: Sincerely yours, GEO. E. ADAMS. This letter attracted the earnest atten- tion of the Convention, and the senti- ments expressed therein were warmly en- dorsed. The Chair then announced that the business would proceed in the order as arranged by the Local Committe. The first subject for discussion was “On Ship-Building as a National Industry,” assigDed to Mr. W. W. Bates, of Buffalo, N. Y. This gentleman being unable to attend, requested that his paper he read by Mr. Breedlove Smith of New Orleans. Mr. Smith on taking the platform, said: Gentlemen of the Convention, before reading Mr. Bates’ article, I would state for your information, that in the course of his career he has been a ship-builder, a ship owner, and is an accepted authority on all maritime matters and therefore, in addition to a theoretical study of this question, he brings to bear a practical knowledge which renders any contribu- tion he makes to us, most valuble. Mr. President and Gentlemen. — Among the arts of civilization, the skill of man has many monuments, but only one mas- terpiece, wonderful in adaption, supreme in utility, sovereign in ascendancy, and that is ship-building . It is only because we are not acquainted with this art, or not connected with its growth, or have not studied its extraordinary character, that we fail to concede its greatness and genuine goodness. Consider for a moment what would he lost to our race, its civilization, progress and philanthropy; to the spread of indus- tries, the growth of trade, aud freedom of nations, if ships and steamers were no more, and the knowledge of ship-building has passed away. Without ship-building and navigation the dark ages would soon return, for art and science came in with commerce, and have flourished on commer- cial life. They have never otherwise suc- ceeded. The oldest civilization, and the primitive ship-building and navigation originated with the same people. In the earlier years of the world’s histo- ry, ship building was so primitive^that it cut no figure iu any land. The pole. the paddle, and the oar had little influence in civilizing mankind. Sail was the first power, and sailing ships the first machines for reducing the areas of barbarous life. However, before the mariner’s compass was invented, not much was accomplished. Ship-building, navigation and interna- tional commerce were important indus- tries, but held no consequential place in the economy of nations. There was no general strife and emulation to quicken national life, but one or two nations at a time making any effort to grasp the sceptre of the sea by coasting along the land. And the art of sailing had made but lit- tle progress up to four hundred vears ago, when Columbus first projected his great discovery to the west, and landed upon our eastern coast. Indeed, we have to look back no further than the enactment of the British navigation laws — 238 years ago — for the intelligent beginning of com- mercial authority through the vitalizing of ship-building skill. In fact, the history of American ship-building itself goes back to the time when navigation was really in its infancy, and when commerce first dis- closed its marvelous power of controlling the nations, through the use of ships. For more than two hundred years the British nation has led the world in maritime pur- suits, and the extension of her laws and institutions. Her success has depended greatly upon her merchant fleets, built by her own mechanics, and manned by her own mariners. Great Britain was the first of modern nations to perceive the advantage of dom- inating the sea before undertaking to sub- due the land. She well knew that two- thirds of our planetary surface is naviga- ble water, common to all mankind, and soon learned that colonies may be pos- sessed and held by ships, but by no other force. Merchant fleets are hut navies need- ing guns, By traffic they seize the sea in time of peace. By cruising, blockade and battle they hold it and conquer additions in time of war. At all limes they increase wealth and power. Foreign merchants are but emissaries and invaders, always encroaching upon national advantage. The mechanics who build their fleets, and the mariners who sail them, have a military as well as civil character. Their work is a constant warfare in the interest of their nation, and the extension of its power, no less than a trade for a living. For, what are modern ships'? And what is mercantile success? Ships are machines for war no less than means for trade. Not only platforms for guns, but ramparts and fortresses. Not — 10 — only outlying parts of the national do- main, but the outworks, fortifications and champions of a nation. Both for attack and defence, for transportation and occu- pation, for crusing and privateering the shies and seamen of commerce are equally well adapted. The national life and safe- ty cannot be secured independently of ships, and those of our own. It was dif- ferent in the olden time. Then the con- querors of the world rode proudly at the head of armies, but, now and henceforth, the admirals of navies are to subdue the nations. The ocean is yet to be the theatre of ex- traordinary efforts to conquer the weaker maritime powers. The most tremendous conflicts on the sea are yet to come. For this impending warfare the stronger Eu- ropean nations are all preparing. Ships and seamen are required. “Subsidies,” “bounties,” “ mail steamers,” “ grey- hounds of the sea,” are all the rage. All governments are enlarging their fleets. Look abroad ! and what shall we see ? Ship-building promoted to equality with cannon-building; the education and drill of seamen put on a par with the training of troops; new lines of steamers started by government aid, and the vessels of old lines renewed and enlarged. Look at home ! and what shall we see ? Ship-building degraded by economists , (not statesmen,) to the level of wood-chop- ping ; the postmaster-general offering ocean-going mails to be carried by the pound by American steamers; the naviga- tion laws threatened in House and Senate; and the principle of protective govern- ment denounced from the Executive Mansion. What madness is it that has seized our public men? What folly is it that is light- ing our shipping to extinction? When shall we see an end to the lethargy of the people, and a renewal of patriotic legisla- tion, which shall save the American ships and preserve the ship of state ? Lulled by a false sense of security, we have admitted untrue doctrines to our philosophy of pro- gress. The advance of civilization has brought us to a time when ships and steamers are not to be compared with ox- carts or wheelbarrows — mere vehicles for transportation. Shipwrights, engineers and mariners have come to be the right hand of national success, prosperity and power. No maritime nation can achieve its purpose or win its objects without them. The foremost statesmen in every land have recognized the changes of time, and wisely acknowledge that ship-build- ing, navigation and commerce, but par- ticularly ship-building , have developed the high destiny of man more directly and influentially than any other art, trade, or adventure. While ship buildingand navi- gation, in their effects, may not be said to have actually enlarged the earth, they have greatly extended the range of hu- man industry, and added to human hap- piness. However backward or progressive in our views of life, if we look, we cannot fail to see, that since the advent of the ocean steamer the world has progressed with unmeasured pace. Before the time of steamers the packet-ship led the van, sending a wave of fortune to the right and the left in every department of trade. The famous packets were American, as the far-famed steamers are British. Even the construction of ships causes undulations in the sea of business, which reach to the remotest shores, and preserve an equilebrium in every current of com- merce. The building of ships excites the energies of entire communities. Through- out the wide range of human industry, we shall search in vain for a physical employ- ment better calculated than shipbuilding to arouse the emotions of men, to lift up, broaden out and enlarge the minds of na- tions. Here is a community of interest, of pride and ambition, of admiration and patriotism, clustering around the building of ships, that defies descriptive expres- sion; that is as deep as human sympathy, as wonderful as the career of naan, and wider than the boundaries of civilized life. Think of the objects and purposes of the ocean ship! Consider the spirit and de- velopments of enterprise which attend her course! Reflect upon the great and bene- ficient service which she renders to com- merce; upon the prestige and advantages conferred on the flag whicr. she carries around the world; and fail not to note the distinction, the character, and power in- stinctively accorded to ship-building nations. It is because the successful ship is a trial of the finite with the infinite, a measuring of man’s capacity with the omnipotence of Diety, that we glory in the thought of ships. It is because by skill and labor, using the grand materials provided by Na- ture, a human prodigy built to ride the seas can defy the ocean and its angry waves, that we laud and cheer the noble ship. To conquer the forces of the mighty deep is a fight only to be waged by Gods and Titans. To the ocean belong the most fearful exhibitions of power known to man. The volcano, with its flaming pit ; — 11 the earthquake, whose track is desolation; as well as the avalanche, shaken from its glittering steep, are all circumscribed in the range of their wrath. But the ocean, aroused in its sovereign strength, exerts an energy that shakes a thousand shores At sea the largest ships of knarled and bolted oak, or rolled and riveted steel, thousands of tons in weight, are tossed like floating corks, or wrecked like futile hopes. It is because ocean navigation is a struggle with the genius of infinitude, that seamanship has furnished the most triumphant exhibitions of man’s courage and intelligence. Only the bravest of mankind make intrepid seamen — men con- fident in the powers of the living wonder upon which they safely ride. The skill embodied in sbip-building, and the prow- ess developed in navigation fitly supple- ment each other and crown these employ- ments with lasting renown. The Creator has made the ocean for a great highway of traffic between the nations; and a fas- cinating theatre of activity and progress. Of all the transforming influences that operate upon the characters of men, the ocean, as it induces ship-building and navigation, furnishes the most surprising example. 1 1 changes their habits, feelings and associations. It ravels out, and knits anew the texture of their social and moral being. It breaks up the sealed fountains of their inner nature, and recasts their character in higher types. The men who have made their homes upon their ships never bring back their entire sympathies to land. Even in their dreams they still sail grandly over the wa- tery waste, and still bound bravely through the foaming crest- The actuali- ties of land-life are tame, compared with the wild activities of the sea. A true tar ashore, for his adopted element sighs, like the caged eagle for his mountain crag. The midnight watch upon the mighty deep is more to him for happiness than all the Indies’ wealth. It is thus that ship-building and navi gation amplify, improve and enoble the life and character of a maritime people. And the commercial gains are even greater than the social and moral advantages. In fine, the utility and importance of these incomparable industries are infinite and incalculable to the United States. If we inspect the map of our great country, with its coast line long enough to unite the poles; with half the harbors of the New World, and double the number of ports belonging to any other nation; having now the greatest productive power of any people, and the largest per capita com- merce, we shall seek in vain for any natu- ral or moral reason why we should not enter and master the arena of the high seas. Indeed, if Providence Divine has not devolved upon our Republican nation the highest responsibilities of maintaining and advancing, not only our own fortune, but the destinies of mankind, by extending through commerce and nautical enterprise, the blessings of our institutions, then all rational signs fail signally to designate the paramount object of our National life. It is only by asserting our equality, if not our superiority upon the ocean, that we shall be able to exert our due influence in the world. To do less than this — to per- mit our flag to sink at sea, in the sight of God and man — is such a dereliction of du- ty, and such an humbling of pride, that the blessing of God, and the praise of men will never rest upon it. This is not a question of the self interest of a few citi- zens, or of the gains of any special classes of our people, but the chief concern of all good men; a matter of advantage to all the States; and, in reality, the gravest National question confronting this Repub- lic to-day. In his masterly farewell address, Wash- ington sagely said : ‘‘There is a rank due to the United States among nations, which will be with- held, if not absolutely lost by the reputa- tion of weakness. If we desire to avoid in- sult, we must be able to repel it; if we de- sire to secure peace, one of the most pow- erful instruments of our rising prosperity, it must be known that we are at all times prepared for war.” Now, what is our preparation for war to-day? How could we repel an insult to- morrow? Hasnot Canada recently insulted us? Is there a government on earth that is ignorant of our disgraceful “weakntss” on the sea? And yet it is proposed — the bill is oefore Congress — to cut down our weakness to the lowest level of impotency — to emasculate entirely our ability to build ships. Contented to stand by and see our ship-building art and power de- cline flay by day ; to witness without shame the loss of rank due to our nation, because our navigation, to exist, must be protected , and they repudiate the protect- ive principle, we have public men so des- titute of patriotism as to glory in carry- ing forward the work of our rivals and enemies. They would cast at the feet of Great Britain what little remains of our former prestige, and advance that King- 12 dom instead of this Republic to be the leader, law-giver and master of mankind. And what is this “free ship" proposi- tion? And what does its adoption involve? its principle is to yield up the sea to the nation that can build the “cheapest,” but not the best ships; to the nation that is able, through the degradation of labor, to run ships at the lowest cost, but not with greatest safety. In other words, the new statesmanship is thoroughly English — the survival of the unfittest, the meanest, and the most dangerous ships. It is to take from the United States, and give to Great Britain the vast benefit that of right should be enjoyed by our own citizens as builders, owners, mariners, mechanics, un- derwriters, and participants in carrying our own commerce, under our own flag to and from all parts of the world; be- cause imported ships will never build up a mercantile marine. It is to bar the sea to our young men, to shut them out from the world abroad as the theatre and field of activity ; and to relinquish to foreigners the natural and the only means of maintain- ing our rank among nations; because for- eign-built ships will, inevitably, be owned and manned by foreigners. It is to take a sure course to dwarf and extinguish our naval power, because this never can be built upon such quicksand as foreign shipwrights, foreign engineers, and foreign seamen. A consistent amendment of the “free ship” bill would be a provision for bringing over a foreign King and Parlia- ment, in the first foreign ships imported. Suppose for a moment that we could cover the sea with foreign built ships fly- ing the flag of the Union. What would the nations think of that display ? What foundation for rank or respect would they see in that spectacle? Nothing that we glory in; nothing to show our independ- ence; nothing to prove our intelligence and skill; nothing to demonstrate the pos- session of naval power; nothing to shadow forth that our institutions are the world's best examples On the contrary, the proof of our dependence, inferiority, weakness, and imperfection would be complete ; be- cause all that is fairly implied by our in- ability to build ships of our own. The flag that flies at American mastheads must not flaunt a lie. It should say to the world : “This is an American ship; its nation builds the best ships, the swiftest and the safest; its men and institutions are like their ships, the foremost in the world; no nati<m dare insult this emblem of inde- pendence, progress, skill and power.” Our qualities inhere in the building of our ships. Our character is evinced by the ship, and not by the flag. What a rare show we should make, sailing about the world, prostituting our flag, to ad- vertise the ability, superiority and rank of the British nation — that infernal tyrant now trampling, the Irish people into the dust. That very Balfour who is now beating down the liberty of Ireland has for years been engaged in treading under foot our American ships, and spit- ting upon the flag of our free Republic. The “free ship” proposition is, to buy “cherp” at second-hand, the rusted-out, slop-built tonnage of Balfour & Co., over which to flap the wings of the American Eagle on the Fourth-of-July mornings, and the Eighth-of- January evenings. What a contemptible and ridiculous idea ! Noth ing so un-American has heen suggested to the world since the faux pas of Benedict Arnold. It is scarcely possible to over-estimate the importance of building our own ships, and transacting our own commerce. British wealth and power rest primarily upon the ship-building industry. Eng- lishmen do not have to hold conventions and argue to their countrymen, and im- press their government, that ship building is a great national industry, which must be caused to flouris , not abroad, but at home. Shipping history and its teaching is known to ihe school- boys of England. In our country, our statesmen have not found out that the mysterious cause of our shipping decay is British rivalry, diplom- acy, chicanery and discrimination, and our own bad government, which stripped off protection. That is the whole story in a nutshell. In 1651, the British Parliament passed an Act, “that no goods should be import- ed into England, or exported out