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INDUSTRIAL STATISTICS, COMMERſ
NAVIGATION AND SHIPBUILDING ONI
THE DELAWARE RIVER -




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CLEOPATRA AND CAESAR.
HERE are some women before whom kings bow as naturally as
servants; who rule armies and control navies as if to the manner
born. Cleopatra, Queen of Egypt, was one of these, and Gérôme
has very truthfully represented Caesar as captured by her charms.
She appears before him in a room of her Egyptian palace, attended
by a slave, who has brought her thither wrapped in a roll of tapes-
try, which he has just removed, disclosing her figure, as Plutarch says in “ths
The time is about fifty years B. c.; the plags
dress and character of Venus.”
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Alexandria, which Caesar had just conquered. Cleopatra has some favor-to- âsk 2
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OFFICIAL DOCUMENT, No. 10.
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COMMERCE, NAVIGATION AND SHIP-BUILDING
ON THE DELAWARE RIVER,
[The large part taken by some Delaware river ship yards in the
building of the new navy has attracted general attention to this in .
dustry of our state; while the condition of the commerce of Philadel-
phia, the causes of the decline, the possibilities of the future, the re-
cent establishment of new steamship lines, the project of a ship canal
across New Jersey, the extensive improvements in progress in the
river opposite the city, have led the Bureau to make the following in-
vestigation. The historical part of the work has been done by Prof.
IE. P. Cheyney, of the University of Pennsylvania, whose study of in-
dustrial history has made him familiar with the sources of information.
The description of the process of steel ship-building, including the
mode of making and executing contracts with the government, has
been prepared by Mr. Lewis Nixon. It was supposed, when the in-
vestigation was begun, that complete statistics could be obtained by
the Bureau of the exports from Philadelphia from the time of estab-
lishing the custom's service, but a thorough inquiry, both in Phila-
delphia and Washington, reveals the fact that such statistics do not
exist except for a comparatively recent period. The earlier returns
sent to Washington were sold for old paper, or were deposited in a
cellar and destroyed by water. All known sources have been carefully
examined. It is believed that the investigation, though not as com-
plete as might be desired, will prove timely and instructive.— CHIEF
OF BUREAU. I
THE COLONIAL PERIOD.
When Penn chose the site of the town which was to be the metropolis
of his new province, he planned a city in which the various forms of in-
dustrial interest should be approximately equalin importance. It was
to be a “green country town,” the center of an agricultural community;
again, its location was placed where high land stretching from one river
to another would give the best facilities for commerce,” where most ships
may best ride, and load and unload at the bank or key side, without
boating or lightering of it”. Tastly, he offered prizes for the first woven
fabric, so that manufacturing industry might be encouraged. Thesecond
of these three interests, however, commerce, soon outstripped the other
two, and for a century and a half Philadelphia, looked seaward rather
than landward. Then, beginning to realize the continent that lay in-
land waiting for development, she found a new interest in the construc-
1 ()–10–91
transports.
Library
|//v4
2, 4%
2 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. Doc.
tion of internal means of communication, and in Opening up coal and
iron mines and oil fields. During this latter period, manufacturers also
were absorbing more and more energy and capital, while commerce was
stationary, notwithstanding its increase at other ports, till in the last
fifty years manufacturing has taken the predominating position that
Once belonged to commerce. During the last year or two, however,
there have been such signs of renewed life in commercial interests, that
it would seem that the old ideal of a well-balanced condition of indus-
trial activity would at last be realized. - -
The rapid immigration which followed immediately on the publication
of Penn's offers to settlers necessitated an active intercourse with Eu-
rope; not only for the transportation of the people themselves, but for
providing the articles of daily necessity and even of luxury which the
needs and growing wealth of the colonists demanded. Under these in-
ducements to commerce and the early production of a superfluity of
food products, the shape the new city took was far different from that
in which it had been originally laid out. Whereas its corporate bound-
aries stretched one mile along the Delaware and two miles backward to
the Schuylkill, the actual houses straggled up and down the shore of
the Delaware to Kensington and to Southwark, till by the end of the
colonial period it measured four miles north and South while it still ex-
tended but a few blocks backward from the river. -
The products of early Pennsylvania which were in demand in other
countries were of six or seven general classes: 1. Wheat, rye, corn, and
other grains, and their products, flour, ship-bread and biscuit. 2. Horses,
cattle and other live stock, beef and hog products, Salted meats, hams,
bacon and lard. 3. Lumber of all sorts, especially staves for barrels, for
tobacco, sugar and molasses hogsheads, and for wine and rum casks.
4. Flax, hemp and wool. 5. Soap, candles and starch, skins, peltry and
tanned leather, 6. In early times tobacco, and, 7, in later times iron.
The things in greatest demand here from other places were, in the first
place, manufactured goods of all kinds; second, rum, wine and other
liquors; third, sugar and molasses; fourth, Salt, and, finally, negro slaves
and European bound servants. -
Under these circumstances, the commerce passing in and out of the
Delaware river went in four great lines: 1. Up and down the coast of
the continent. 2. To the West Indies. 3. To the British Islands. 4.
To the south of Europe, Italy, Spain and Portugal, the Canary, Ma-
deira and Azores Islands. The cargoes sent from Philadelphia on the
second of these lines of export, that to the West Indies were principally
food products, staves for casks and other lumber, and horses. The West
Indies in their entire devotion to the production of the sugar cane came
to depend more and more completely on the colonies of the continent
for their food, and in no place was this produced in greater abundance
and variety than in the agricultural country surrounding Philadelphia.
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 3
When Franklin came here from Boston he was astounded at the amount
of wheaten bread he obtained for his first investment of three pence at
the baker's shop. So wheat and corn, flour, biscuits and ship-bread,
salt meats and Salt fish were exchanged for return cargoes consisting
mainly of rum, molasses and Sugar, negro slaves, and gold and silver
coin. The slaves were imported into Pennsylvania from Barbadoes, Ja-
maica and other West India Islands rather than direct from Africa, so
that they might have been partially acclimated before being subjected
to this rigorous climate. The specie was the result largely of illicit
trading between the British Islands and the Spanish Main, though Penn-
sylvania vessels themselves frequently dabbled in the same trade bring-
ing some coffee and logwood, but especially specie from the Spanish set-
tlements. w
Wessels leaving Philadelphia for any other one of the continental
colonies, Newfoundland, New England, New York or the southern
colonies, Maryland, Virginia, North and South Carolina, took either the
special productions of Pennsylvania or goods which had been already
brought from the West Indies or from Europe. The southern settle-
ments had almost no direct trade with the West Indies, so Philadelphia
sent to them, rum, Sugar, molasses and Salt, as well as her own provisions,
receiving in return, rice, tobacco, flax, indigo, ship-building timber,
tar and turpentine, and even wheat which was frequently sent to Phila-
delphia to be ground into flour before being exported. To New Eng-
land also, imported goods were largely sent, exchanging for the
products of the whale and other fisheries, and New England rum.
The third line of exportation was to the south of Europe. In the
latter part of the century this became One of the most considerable of
all the branches of Philadelphia commerce. It included principally
corn, wheat, fish, staves for wine casks and other lumber. These the
enterprising shipmasters carried to the Azores and Canaries, to Madeira,
to the southern ports of Spain and Portugal, the Mediterranean ports
of France and to Italy. They often sold the vessel in one or other of
these countries as well as the cargo. The productions which the navi.
gation laws allowed the colonies to buy in European countries were
very few, including little else than Salt and wine, so the results of such
voyages were usually taken to England in money, and there invested
in manufactured goods for the home market.
Between the British Isles and Pennsylvania the commercial inter-
course was, of course, constant. There were, however, unfortunately
but few of Our productions in demand in the English market. Hemp,
flax and flaxseed, a few skins and furs, some lumber, two or three kinds
of drugs, pig iron and an occasional vessel, were almost the only native
products which could be sent to England in return for the great mass
of manufactured goods which were imported from there. Along with
these, of course, went the goods imported into Philadelphia from the
4 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
West Indies and other American colonies; sugar and molasses, rice
indigo and tobacco, pitch, tar and turpentine, and, above all, gold and
silver coin. The balance of trade with Great Britain being steadily and
vastly against the colony, the question of making returns was a serious
One and caused a continual drain of specie. From England came all
the manufactured goods used in the colony, except the most primitive
kinds. Silk, woolen and cotton goods of twenty or thirty sorts, manu-
factured either in England or in some of the continental countries,
hardware, glass, metals and earthenware, shoes and gloves, paper and
stationery, powder and shot, were only a part of the long list of neces-
sities or luxuries which came over in the cargoes loaded at London,
Liverpool or Bristol. Through England also came all East Indian and
other oriental goods, tea, spices and China silks. Besides this trade in
manufactured goods, frequent vessels from certain English and Scotch,
and still more from Irish ports, had as their principal cargo, immigrants,
most of whom were brought out on speculation by the ship's captain,
who received from them no payment for food or passage money, but,
instead, an agreement to allow themselves to be sold for a sufficient
term of years to Pennsylvania employers to repay the shipmaster for
his expense, Of these “redemptioners” an incredible number came to
Pennsylvania and there are scarcely any advertisements more frequent
in the Philadelphia newspapers than such as the following: “Lately
arrived from Plymouth, in the ship John and Annie, a parcel of likely
servants, to be sold reasonable, for money Or Country produce.” This
form of importation also supported a considerable trade with Rotter-
dam and Amsterdam, German immigrants habitually coming to those
ports for vessels.
Besides these four forms of direct export and import, “three cor-
nered trips” were quite common. A cargo of flour, beef, pork or barrel
staves shipped from Philadelphia was sold in the West Indies and a
cargo of their produce immediately loaded for England, where English
goods would in turn be bought with the proceedsandshipped for Philadel-
phia. Similarly goods sent to the South of Europe were frequently
sold for cash and this taken to England and invested in goods for the
home market. Trips to New England, thence to England and SO return,
were also occasionally made. Such an embryo carrying trade was not
only profitable itself, but a natural outcome of the want of balance in
our exchanges. This will appear from the following statistics of com-
merce for 1769, just before the outbreak of the Revolution:
Eacports to. Imports from.
West Indies, . . . . . . . . . . . . . . . . . . 2178,331 4.180,591
South of Europe, . . . . . . . . . . . . . . . . 203,752 14,249
Great Britain and Ireland, . . . . . . . . . . . 26, 111 199,906
Direct trade with the West Indies therefore, almost exactly balanced;
with the south of Europe the account was vastly in our favor, and with
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE.
C. 5
Great Britain to an almost equal extreme against us. The actual ton-
mage entrances and clearances however, do not show nearly such a great
inequality, so that many of the vessels going to England and many of
those coming from the continent of Europe must have carried their
returns in money rather than in goods. The following table of tonnage
for 1769 shows this relation:
JEmtered JEntered
imºw Cºrds. Owtºwards.
West Indies, . . . . . . . . . . . . . . . . 10,745 tons. 11,959 tons.
South of Europe, . . . . . . . . . . 12,521 tons. 12,070 tons.
Great Britain and Ireland, . . . . . 9,309 tons. 7,219 tons.
Coast of America, . . . . . . . . . 12,453 tons. 11,738 tons.
This last statement is justified also by a count of the number of
vessels entering and departing in the next year, 1770, which is as fol-
lows:
In wards. Owtºwards.
West Indies, . . . . . . . . . . . . . . . . . . . . . 134 185
South of Europe, . . . . . . . . . . . . . . . . 196 155
Gºat Pritain and Ireland, . . . . . . . . . . . . . - * 68 73
Coast of America, . . . . . . . . . . . . . . . . . . & 261 302
For the actual quantities and values of the colonial commerce of
Pennsylvania, no complete statistics, so far as is known, are in existence,
but for a few years the amount of the principal exports are given. The
value of the total trade of the year 1769, has already been indicated.
We have the values of exports and imports to and from Great Britain
during the whole colonial period. These statistics are included in the
following tables:
QUANTITIES OF CERTAIN EXPORTS FROM PEIILADELPEILA IN CERTAIN YEARS.
* 3
#. 9 # 2 3. Tºp 'º 5 g 'aº
.d cº © 5 c § cº *=e §
s 5. * 5. 3 .C. 3. 5 5 .C.
cº £- rc gº S- $– !- *=sº
GE) C cº C. ;4 G-4 .* spºn &ºm=4 t-
º S § 5 3 $ 5 § bº $
5: £r. º O ºr, ſº 24 £C ſh- ſº
1729, 74,800 | 35,438 || 9,730 | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1730, 37,643 || 38,570 9,622 | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1731, 53,326 || 56,639 || 12, 436 | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1749, 45,775 | 67,092 | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1750, 86,745 82,095 | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1751, 76,870 | 108,695 || 23,016 | . . . . . 69,265 ! . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1752, 86, 500 | 125,960 | . . . . . 90,740 || 70,000 3,431 4,812 | . . . . . . . . . . . . . . . . .
1767, 367,500 | 198,516 26,052 | 60,206 | 84,858 609 6,645 882 813 1, 288
1771, 1,699 252,744 . . . . . 259,441 110,412 | . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1772, 92,012 | 284, 872 | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1773, 182,391 | 265,967 | . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6 C.
[OFF. DOC.
DEPARTMENT OF INTERNAL AFFAIRs.
VALUE OF EXPORTS FROM PENNSYLVANIA TO GREAT BRITAIN AND IMPORTS
FROM GREAT BRITAIN INTO PENNSYLVANIA FROM 1697 to 1776.
YEARS.
;
º
1697,
1698,
1699,
1700,
1701,
1702,
1703,
1704,
1705,
* * * * * * * *
* * * * * * * *
* * * * * * * *
• e e s e º 'º e
* * e - © tº º e
e s - e - - - e.
* * * * * * * *
* * * * * * * *
* & tº 3 tº 4 tº a
& e º 'º e º 'º a
* * * * * * * *
* * * * * * * *
* * * * * * * *
* * * * ~ * * *
11,981
5,960
12,823
15,230
7,434
10,582
12,786
8,524
14,776
20,217
21,919
20,786
£ º g
3. YEARS. 3. 3.
2. ;4 3
}- ſº H
22,997 || 1737, . . . . . . . . 4:15, 198 #256,690
10,704 || 1738, . . . . . . . . 11,918 61,450
17,064 || 1739, . . . . . . . . 8, 134 54,452
18, 529 || 1740, . . . . . . . . 15,048 56,751
12,003 || 1741, . . . . . . . . 17, 158 91,010
9,342 || 1742, . . . . . . . . 8,527 75,295
9,899 || 1743, . . . . . . . . 9,596 79,340
11,819 || 1744, . . . . . . . . 7,446 62,214
7,206 || 1745, . . . . . . . . 10, 130 54,280
11,037 || 1746, . . . . . . . . 15,779 73,699
14,365 || 1747, . . . . . . . . 3,832 82,404
6,723 || 1748, . . . . . . . . 12,363 75,330
5,881 || 1749, . . . . . . . . 14,944 238,637
8,594 || 1750, . . . . . . . . 28, 191 217,713
19,408 || 1751, . . . . . . . . 23,870 190,917
8,464 || 1752. . . . . . . . . 29,978 || 201,666
17,037 || 1753, 38,527 245,644
14,927 || 1754, . . . . . . . . 30,649 244,647
17, 182 || 1755, . . . . . . . . 32,336 144,456
21,842 || 1756, . . . . . . . . 20,091 200, 169
22,505 || 1757, . . . . . . . . 14, 190 168,426
22,716 || 1758, . . . . . . . . 21,383 260,953
27,068 || 1759, . . . . . . . . 22,404 498, 161
24,531 || 1760, . . . . . . . . 22,754 707,998
21,548 || 1761, . . . . . . . . 39, 170 204,067
26,397 || 1762, . . . . . . . . 38,091 206, 199
15,992 || 1763, . . . . . . . . 38,228 284, 152
30,324 || 1764, . . . . . . . . 36,258 436, 191
42,209 || 1765, . . . . . . . . 25, 148 363,368
57,634 || 1766, . . . . . . . . 26,851 327,314
31,979 || 1767, . . . . . . . . 37,641. 371,830
37,478 || 1768, . . . . . . . . 59,406 432, 107
29,799 || 1769, . . . . . . . . . 26, 111 199,906
48,592 || 1770, . . . . . . . . 28, 109 134,881
44,260 || 1771, . . . . . . . . 31,615 728,744
41,698 || 1772, . . . . . . . . 29, 133 507,909
40,565 || 1773, . . . . . . . . 36,652 426,448
54,392 || 1774, . . . . . . . . 69,611 625,652
48,804 || 1775, . . . . . . . . 175,962 1,366
61, 513 || 1776. . . . . . . . . 1, 121 365
The vessels in which the commerce of Pennsylvania was conveyed
were usually owned and for that matter built in Philadelphia.
tion to the familiar square-rigged vessels, the three-masted ship and the
two-masted brigantime or brig, a favorite vessel was the snow, the
predecessor of the modern bark. It differed from the full-rigged ship
in having the third mast very small, provided with one sail only and
capable of being lifted out of its setting and laid on deck when circum-
stances did not favor its use. Ships were seldom of more than 400 tons
measurement and frequently less than 100, with occasional instances of
only 50 or 60 tons; snows measured from 100 to 300 tons and brigs
ranged above and below, generally below 100.
In addi-
Schooners had never
more than two masts, and were never over 100 tons burden, while little
sloops of 15 tons and upward took a considerable part in the colonial
shipping trade.
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 7
The European traffic was altogether in the hands of square-rigged
vessels, the West Indies trade perhaps evenly divided between the
square-rigged and schooner-rigged vessels, while the coasting trade was
mainly carried on by the latter. Nevertheless sloops of almost incredi-
bly small size frequently made trips to the West Indies with their
flour or other produce, and full-rigged ships occasionally took part in
trade with the other continental colonies. Crews varied from as many
as twenty-five in the larger vessels to two or three in the smallest, trips
of several hundred or even a thousand miles being often made by a
crew of three men in a vessel of twenty tons.
Philadelphia vessels, as well as commerce, suffered considerably,
both from piracy and from privateering during the successive wars
of the eighteenth century. From the latter the British navy did little to
protect the colonists, being practically precluded from doing so by the
distance of the colonies and the length of the Seaboard; and some com-
pensation was found by the Philadelphia merchants, who themselves
fitted out privateers, which frequently sent or brought in valuable
prizes of French or Spanish vessels. Indeed with piracy also, in the
early years of the settlement, it was the common report and belief in
England that some of the colonists had only too much sympathy.
The actual number and tonnage of the vessels arriving and departing
during the colonial period, as in the case of the articles exported and
imported, is known only for occasional years. Such statistics as are
available, are given in the following tables:
NUMBER AND TONNAGE OF VESSELS LEAVING AND ARRIVING AT THE PORT
OF PHILADEI, PEIIA FOR CERTAIN YEARS.

# #3 | #. ##3 | #,
3 ##| || 5 E a £5 | EP
YEARS. - ro 9.3 ; : H → 9 :
- Q2 ..., cº 80, q) º º ëſ) :
3 * : : U) ~ ;: § .
ăgă āś ###| | ##
Z. E- Z. E–
1719, . . . . . . . . . . . . . . . . . . . 128 4,504
1720, . . . . . . . . . . . . . . . . . . . . 140 3,982
1721, . . . . . . . . . . . . . . . . . . . . 111 3,711
1722, . . . . . . . . . . . . . . . . . . . . 96 || 3,531
1723, . . . . . . . . . . . . . . . . . 99 3,942
1724, . . . . . . . . . . . . . . . . . . . 119 5,450
1725, . . . . . . . . . . . . . . . . . . . . 140 6,655
1730, . . . . . . . . . . . . . . . . . . . . . 17.1 ! . . . . . 161
1735, . . . . . . . . . . . . . . . . . . . . 212 | . . . . . 199
1749 to 1752, an average of . . . . . . . . . 403
1769, . . . . . . . . . . . . . . . . . . . . . . . . . . 42,986 . . . . . 45,028
1779, . . . . . . . . . . . . . . . . . . . . 715 49,654 659 50,901
1771, . . . . . . . . . . . . . . . . . . . . 554 46,654 537
1772, . . . . . . . . . . . . . . . . . . . . 730 46,841 674
1773, . . . . . . . . . . . . . . . . . . . . 755 46,972 730
1774, . . . . . . . . . . . . . . . . . . . . 897 tº $. S69
1775, one-half year . . . . . . . . . . . . . 387 | . . . . . 322
8 C.
LOFF. DOC.
DEPARTMENT OF INTERNAL AFFAIRs.
NUMBER OF EACEI KIND OF VESSEL AIRRIVING AT PBIILADELPEIIA FOR
CERTAIN YEARS.

off
*—t
#
YEARS. º th * wi e
3. º: § 3 3. Tº:
E à ‘E 3 O 5
CO ÚO CO ÚO Fſ E-
1785, . . . . . . . . . . . . . . 52 21 53 73 | . . . . 199
1770, . . . . . . . . . . . . . . . . 107 40 192 123 196 659
1771, . . . . . . . . . . . . . . . . 94 17 147 107 172 537
1772, . . . . . . . . . . . . . . . . 110 34 | 184 139 207 674
1773, . . . . . . . . . . . . . . . . 126 29 223 144 208 730
1774, . . . . . . . . . . . . . . . . 156 23 251 200 239 869
1775, one-half year, . . . . . . . . 51 14 118 68 71 322
FROZEN UP IN THE ICE IN THE RIVER,
1728, . . . . . . . . . . . . . . . . 14 3 S 2 8 35
Shipbuilding in Philadelphia began almost coincidently with the
settlements under Penn. In his “conditions agreed upon with the
settlers,” in 1681, he had provided that in clearing the land all good oak
trees should be preserved for shipping, and in 1685 it was already re-
ported that “some vessels had been built at Philadelphia and many
boats.” Before 1700, rope-walks, sail and block-makers’ shops, timber
yards and other accompaniments of Shipbuilding Sprang up along the
river streets and the ship yards themselves became the conspicuous
object to observant visitors which they have ever since remained. They
extended at first from just above Market street almost continuously to
West's great yard at Wine street wharf. This last lot had been itself
obtained by West in part payment for a vessel he built for Penn. The
yards were also scattered along South of Market street to Dock creek.
The bowsprits of ships on the stocks at some of these yards extended
out into what is now Water street. As wharf property became more
valuable the ship yards receded northward, and southward from the
centre of the town towards Kensington and Southwark, where they
long remained and at the former still continue the most characteristic
feature of the district. - -
The kinds of vessels commonly built were of the general types char-
acteristic of the commerce and navigation of the time, and have
been sufficiently described above. Pennsylvania-built vessels stood
high, both for model and material, and were, as has been already said,
frequently sold in Europe and the West Indies. This may have been
generally done in the course of Ordinary trade, by meeting a chance
customer, but a considerable number of vessels, also, were built to fill
orders from abroad, and at certain periods vessels built for English or
Irish merchants formed an important part of our returns for articles
imported thence.
No. 10.] STATISTICŞ—SHIP-BUILDING ON THE DELAWARE. C. 9
A peculiar kind of vessels, if they can be called vessels, belong espe-
cially to the colonial period of Pennsylvania history. These were the
large raft-ships built for the purpose of carrying timber to Europe.
They were masses of logs fastened together into the shape of a vessel
and capable of being navigated to their destination, where they were
taken apart and the timber was sold. They bent and twisted consider-
ably in the process of launching, but after reaching the water looked
much like any other vessel. They were sometimes composed of as
many as 800 logs of timber, sufficient to build six ships of 250 tons
each. One, named the “Baron Renfrew,” whose measurements were
double those of an ordinary seventy-four gun ship, and indicated a
capacity of 5,000 tons, reached the English channel safely, but was
there wrecked and subsequently towed into various French and English
ports in fragments, in the form of rafts of logs. On one of these sec-
tions which reached London, was erected the main spar of the original
vessel, a single white pine tree ninety feet high. The last of these con-
structions was built and launched at Kensington in 1774.
The few existing statistics of colonial shipbuilding are included in
the following table: • '
Square- Schooners || Total
YEARS. rigged and number | Tonnage.
vessels. sloops. built.
1722, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 428
1723, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 507
1724, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 959
1769, . . . . . . . . . . . . . . . ... • - 14 S 22 || 1,469
1770, . . . . . . . . . . . . . . . . . 8 S 16 2,354
1771, . . . . . . . . . . . . . . . . . . 15 6 21 1,307
FOREIGN COMMERCE.
The close of the active operations of the war, in 1781, gave an oppor-
tunity for the beginnings of a new commerce for Pennsylvania. In the
decade that followed, notwithstanding the difficulties in the way of com-
mercial prosperity, the nominal continuance of the war until 1783, the
disordered currency, the dissensions among the states, the want of for-
eign commercial treaties, Pennsylvania commerce nevertheless became
active, enterprising and lucrative. The first inducement to this activity
seems to have come from the abundance of natural productions, especi-
ally grain and lumber, which Pennsylvania possessed, and which were
in demand in other places. The early exports of flour, for instance,
were the following amounts, very striking in View of the small popula.
tion and comparative poverty of the country.
1786, . . . . . . . . . . . 150,000 barrels. 1792, . . . . . . . . . . . 420,000 barrels.
1787, . . . . . . . . . . . 202,000 “ 1793, . . . . . . . . . . . 422,075 “
1788, . . . . . . . . . . . 220,000 “ 1795, . . . . . . . . . . . 227,341 “
1789, . . . . . . . . . . . 369,000 “ 1796, . . . . . . . . . . . 196,955 “
J O C. DEPARTMENT OF INTERNAL AFFAIRs. | OFF. DOC.
Elour, indeed, was the characteristic production of Pennsylvania, as
much as rice was of South Carolina or tobacco of Virginia. The burthen
of vessels was commonly expressed in barrels of flour, as “a ship of 3,000
barrels,” “a brigantine of 1,600 barrels,” “a sloop of 500 barrels,” “a brig
of 150 tons or 1,500 barrels;” and every old print of the vessels in the
river shows them heaped high with deck loads of barrels. This flour
and similar food products were brought into Philadelphia from the sur.
rounding country in wagons, or floated down the Delaware from a long
distance northward, including the Lehigh Valley, or brought down the
Susquehanna to its mouth, hauled across the neck of land to the Dela-
ware and thence brought to Philadelphia in small Sailing vessels. Sim-
ilarly lumber for barrel and pipe staves, and for building purposes, cut
in the Pennsylvania woods, was sent to the West Indies, and to the
Mediterranean ports and Western Islands. Typical cargoes of this
early period were as follows:
Brig “Jenny,” 50 tons, built in Philadelphia, 1776; to Bar-
badoes, August 3, 1784, . . . . . . . . . . . . . . . . . . 10,000 feet boards.
6,000 staves and headings.
200 barrels of flour.
100 barrels of bread.
6,000 bricks.
20,000 shingles.
Ship “Queen of France,” 150 tons, built in Philadelphia,
1781; to Madeira, August 1, 1784, . . . . . . . . . . . . 5,326 bushels corn.
1,650 bushels wheat.
481 barrels of flour.
1,700 pipe staves.
But the returns from these simple exports soon provided a surplus of
the productions of other countries for the purposes of re-exportation.
Cargoes, therefore, became more varied, as the following instances will
indicate.
Ship “Friendship,” 180 tons, built in Philadelphia, 1783;
to Cork, Ireland, July 27, 1784, . . . . . . . . . . . . . 153 hogsheads tobacco.
59 barrelstar.
7 walnut logs.
70 handspikes.
89,600 barrel staves.
Brig “Greyhound,” 52 tons, built in Philadelphia, 1782;
to Charleston, South Carolina, July 28, 1784, . . . . . . 46 hogsheads spirits.
24 hogsheads sugar.
558 barrels ſlour.
100 half barrels ſlour.
100 barrels ship-bread
400 kegs biscuit.
50 tubs steel.
5 boxes merchandise.
No. 10.] STATISTICŞ—SHIP-BUILDING ON THE DELAWARE. C. 11
Sloop i. Lucy,” 35 tons, built in Philadelphia, 1783; to
New York, August 16, 1784, . . . . . . . . . . . . . . 92 barrels flour.
5 tierces linSeed oil.
9 hogsheads rum.
2 hogsheads Sugar.
25 cases gin.
17 quarter casks wine.
In the six months from March 15, 1784, to September 14, 1784, the
first period during which regular records were kept, there were 682 ves-
sels that cleared from Philadelphia. The ports to which they were
bound were as follows:
TO COastWise ports, . . . . . . . . . . . . . . . . . . . . . . . . . . 374
To West Indies, . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
To Great Britain and Ireland, . . . . . . . . . . . . . . . . . . . . 44
To other European ports, . . . . . . . . . . . . . . . . . . . . . 90
The cargoes taken out by the 308 vessels which went to foreign ports
consisted of some 140 different kinds of articles, the principal of which,
as has been already said, were different kinds of grains and their pro-
ducts, and lumber in various forms. Of these the quantities were about
as follows:
Corn, . . . . . . . . . . 46,216 bushels. Oats, . . . . . . . . . . 25 bushelS.
Corn meal, . . . . . . . 1,628 barrels. Oat meal, . . . . . . . . 8 CaskS.
Wheat, . . . . . . . . . 7,389 bushels. Flaxseed, . . . . . . . . 25, 185 barrels.
Wheat flour, . . . . . . 76,782 barrels. Rice, . . . . . . . . . . 931 Gasks.
Bread, . . . . . . . . . 14,677 barrels.
Lumber, . . . . . . . . 233,809 feet. Scantling, . . . . . . . . 19,569 pieces.
Planks, Single, . . . . . 240,801 Timber, . . . . . . . . . 826 pieces.
Planks, feet, . . . . . . 7,427 Timber, . . . . . . . . . 107 tons.
Boards, . . . . . . . . . 3,500,000 feet. Mahogany.
Headings, . . . . . . . 100,000 Lignum vitae.
Staves, . . . . . . . . . 1,682,954 Cedar posts.
Shingles, . . . . . . . . 6,953,185 Yellow wood.
Hoops, . . . . . . . . . 18,000 Log wood.
Scantling, . . . . . . . 371, 140 feet.
Of other food products, beef and pork in various forms, dried and
pickled fish, butter, potatoes, apples and Onions, coffee, cocoa and choco-
late, and tea, Sugar and molasses, were exported in quantities about in
the order of this list. Of liquors, rum, gin, wine, beer, porter and cider,
were sent out in quite large quantities. Of metals, some iron, steel,
copper and lead, and simple articles made from them were exported, as
well as crockery and earthenware. The naval stores—tar, pitch, turpen-
time and rosin, tobacco and snuff, and raw cotton, which were sent out
in such large quantities, were probably all previously imported, as were,
of course the wines, coffee, cocoa and sugar. In manufactured goods
the export was naturally weakest, as colonial conditions had allowed of
no native manufactures, and they had not yet had time to grow up.
Nevertheless simple manufactures are well represented. Among them
were the following: cordage, cables and hawsers, about 150,000 pounds,
12 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
leather, pipes, plows, staves, shoes, canvas, carriages, furniture, cutlery,
linens, candles, harness, soap, stills, woodenware, shot, 198,360 bricks,
guns, various medicinal roots, such as ginseng, Sassafras, Snake-root and
ginger, with six live horses and eighty-seven live sheep, make up the
tale of what must have been a period of most unprecedented activity in
the foreign commerce of Philadelphia, and the industries of the adjacent
country.
On the 374 vessels that went to other ports in the United States, the
cargoes were even more various in character, and of somewhat different
prevailing composition. The demand for food products in other Ameri-
can ports was naturally much less than abroad. Nevertheless Pennsyl-
vania's particular products, wheat, flour and bread, held their own well,
32,688 barrels of flour and 3,209 barrels of bread being sent out. Sim-
ple manufactures and foreign articles of luxury were the most conspic-
uous, however; among the former were iron and ironware of all kinds,
anchors, vises, nails, kettles, andirons, castings, etc., gunpower, paper,
and earthenware, while among the articles brought from other countries
and reshipped one finds, above all, liquors, then sugar and molasses,
figs, almonds, raisins, lemons and spices, woven goods and queensware.
The indications of Philadelphia being a center of distribution—inde-
pendently of production—are numerous and striking.
The growth of Pennsylvania commerce in its early years was not de-
pendent simply on the usual productions of the country and the normal
demands at home and abroad. The European war breaking out in 1792
caused an unusual demand for food products, and the destructive policy
of England and France and her allies toward one another's commerce
left to America, the entire, instead of the partial, provisioning of the West
Indies, and a great part of the carrying trade between the various colonies
and their mother countries. By various means, the neutrality of the
United States was preserved, with certain exceptions, until 1812, and
during this period of twenty years, with the exception of the time of
embargo and non-intercourse, the export of native American products,
and the importation and re-export of foreign goods was extremely active,
In the early part of the period. Philadelphia had far the greatest part of
this commerce, and through it all she preserved a considerable share.
The rise and decline of this trade can be traced in the table of values of
exports and imports, though the actual statistics of quantities unfortun-
ately cannot be found.
One of the earliest, the most lucrative, and most interesting branches
of foreign commerce which grew up at Philadelphia in the years imme-
diately after the Revolution was the China and East India trade. In col-
onial times the products of those countries came to us, when they came
at all, only through the intervention of the East India Company, whose
vessels did not of course come all the way here from the East, but landed
their cargoes in England, whence they were re-exported to the colonies.
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No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 13
The first American ship to make a voyage to China was the “Empress
of China” of 360 tons, which left New York on the 22d of February, 1784,
arriving at Canton on the 30th of August, and leaving there on her re-
turn voyage on the 28th of December. She reached New York again on
the 11th of May, 1785. -
Before the Empress of China started on a second voyage the new
Philadelphia ship “Canton,” of 250 tons, commanded by Thomas Trux-
tun and owned by John Donaldson, William Coxe, Tench Coxe, Walbro
Prazer, John Pringle and Thomas Truxtun, all of Philadelphia, sailed
for China on the 30th of December, 1785, with a cargo made up of 41
hogsheads and 226 barrels of ginseng and three rolls of lead. She re-
turned in May, 1787, after a favorable and remunerative voyage. In the
next month after her return, June, 1787, the ship “Alliance,” of 700 tons,
commanded by Captain Thomas Read and owned by Robert Morris'
sailed from Philadelphia for China. On the 6th of December, the Canton
left on her second voyage, and on the 12th of the same month the newly
built Philadelphia ship “Asia,” of 292 tons, under Captain John Barry,
left also for Canton. Voyages to China. Soon came to include Calcutta
and sometimes Madras, or the Dutch Islands; while other cargoes were
soon taken to and brought from the East Indies direct. The China and
East India trade-subsequently developed together. Its growth here was
steady and Philadelphia for some time was the principal American port
for intercourse with the East. Some statistics of arrivals during two
periods anterior to the war of 1812 are given in the following table. The
absence of arrivals in 1809 is due to the embargo:
From
! Proºm. Chima. East Indies.
1790, . . . . . . . . . . . . . . . . . . . . . . . 2
1791, . . . . . . . . . . . . . . . . . . . . . . . 1. l
1792, . . . . . . . . . . . . . . . . . . . . . . . 1 2
1793, . . . . . . . . . . . . . . . . . . . . . . . l 2
1794, . . . . . . . . . . . . . . . . . . . . . . . l 2
1805, . . . . . . . . . . . . . . . . . . . . . . . 4 5
1806, . . . . . . . . . . . . . . . . . . . . . . . 14 10
1807, . . . . . . . . . . . . . . . . . . . . . . . 14 13
1808, . . . . . . . . . . . . . . . . . . . . . . . S 13
1809, . . . . . . . . . . . . . . . . . . . . . . - 2
1810; . . . . . . . . . . . . . . . . . . . . . . . 8 4
1811, . . . . . . . . . . . . . . . . . . . . . . . 6 5
One Philadelphia shipbuilder built five ships for this trade between
1795 and 1810, three of them over 400 tons, the other two over 300 tons—
large vessels for that period. The annual vessels for the East usually
arrived all within a few days or weeks of one another, and their appear-
ance brought the prevailing commercial character of Philadelphia at that
period into striking prominence. The booming of the cannon from the
ships announcing their approach up the river, the crowds on the wharves
to Watch their arrival, the scenes of unloading, the auction sales by which
14 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
the cargoes were usually disposed of, the advertisements in the papers
of merchants provided with new stocks of Oriental goods, all together
made a conspicuous event in the year. The goods brought were teas,
China and India silks and muslims, shawls, cotton goods of all sorts,
indigo and other dyes, hemp, sugar, shellac, hides, saltpetre, etc. These
cargoes were often of very great value. The ship Montesquieu, belonging
to Stephen Girard and captured by the British off the capes of Delaware
in 1813, had a cargo on board valued at one and a half million dollars,
and Girard paid the British commander a fine of $180,000 in cash to
secure her release. The exports to the East were less numerous, and
pretty much restricted to ginseng, lead, raw cotton and specie. Of the
last the returns to China had almost entirely to consist, and the amount
was very considerable. In the year 1811, the sum of $2,960,000 in silver
was shipped from Philadelphia to Canton and Calcutta, supposed to be
about one-half the amount exported from the whole United States to Asia.
It was taken as follows.
For Canton— * For Calcutta–-
Ship Atalanta, . . . . . . . $500,000 Ship Dorothea, . . . . . . $475,000
Ship Pekin, . . . . . . . . 340,000 Ship Atlas, . . . . . . . . 325,000
Ship South Carolina, . . . 140,000 Ship Superior, . . . . . . 330,000
Ship Pacific. . . . . . . 180,000 Ship Coromandel, . . . . . 250,000
Ship China Packet, . . . 420,000 Total, . . . . . . . . . $1,380,000
Total, . . . . . ... . . . $1,580,000 —
This trade continued to flourish until some time after the war of 1812,
when, during the twenties, it gradually died out. Several causes for its
decadence have been suggested, one of the most popular being that it
was due to the imposition of one-half of one per cent. duty on all
auction sales by the Pennsylvania state government. As the goods
brought from the East were generally disposed of by auction, this is
said to have been a sufficient discouragement to have transferred the
trade to New York and Boston. Whatever may have been the cause,
Pennsylvania's great imports of Eastern goods have for a long while
now been made through one or other of the latter ports, the goods
being brought here subsequently in coasting vessels or by railroad.
There were thought to be evidences of a revival of the Eastern trade of
Philadelphia about the middle of the century. In 1858 two vessels,
with a tonnage of 4,007 tons, arrived direct from Calcutta, and in 1859,
five with a tonnage of 7,997, but no subsequent development took place,
and there is as yet no considerable direct trade between Philadelphia
and the East, except a certain amount of export of petroleum.
With the exception of the early China and East India trade, the car-
rying trade growing out of the European wars, and a pretty steady
growth of coastwise commerce, Philadelphia's commercial development
cannot be said to have carried out the promise of the period immedi-
ately after the Revolution. Its activity continued for some years into
No. 10.j STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 15
the present century, during which time Philadelphia was, above all, a
commercial port. Such men as Stephen Girard, the Walms, Henry
Pratt, Robert Burton, were as well known in the commercial world as
the Philadelphia shipbuilders of the same period were. The Eastern
trade, the West India trade, the European trade, each had its special
firms and special vessels; all the active life characteristic of a seaport
filled the eastern section of the city, and the foundations were laid for
large fortunes, many of which still exist. •
The embargo found in port at Philadelphia on the 1st of March, 1808,
86 ships, 60 brigs, 72 schooners, and about 100 sloops and river craft.
By the 18th of April these numbers had been raised by subsequent
arrivals from foreign ports to 132 ships, 107 brigs, and 112 schooners, a
number which must have crowded the river front of the city to a degree
we seldom see even now. A chance comparison with present commerce
might have some interest, though it can have little statistical value.
The number of vessels in harbor on the 20th of February, 1892, just
eighty-four years after the embargo, was as follows;
Steamers 37, . . . . tonnage 44,339, . . . largest 2,522 tons, . . . smallest 366 tons.
Ships 6, . . . { { 11,515, . . . “ 2,652 “ . . . { { 1,200 “
Barks 16, . . . { { 9,794, . . . “ 1, 118 “ . . . § { 296 t (
Brigs 3, . . . { { 1, 137, . . . { { 503 “ . . . { { 236 t (
Schooners 96, . . . { { 35, 630, . . . ( & 1,301 “ . . . ( & 96 t (
Total, . 158 . . . . t ( 102,415
That is, in 1808 there were 351 vessels, against 158 in 1892. But of
those in the earlier year, probably not one exceeded 400 tons, while by
the same system of measurement, many now would exceed 3,000 tons.
If the ships in 1808 were taken to average 200 tons, the brigs 100, and
the schooners 50, the total tonnage would equal about 40,000 tons, so
the capacity is now about two and one-half times as great, though the
number of vessels is less than half as many. Of course, too, the em-
bargo period was one of excessive numbers in their home port, while
February, 1892, is only a chance period. It is to be noticed that whereas
steamers are, of course, a new phenomenon, the popularity of schooners
seems to have survived, though that of all Square-rigged vessels has
declined.
Of the vessels in harbor on the first of January, 1808, some 50 ships
and barks, 37 brigs and 28 schooners belonged to Philadelphia, and
there were on the stocks on the same time 6 ships, 9 schooners and 26
gunboats in process of construction. According to a classification of
the full-rigged ships belonging to Philadelphia, of the first and second
class, in 1805, they were ordinarily occupied as follows:
China trade, . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ships.
East Indja trade, . . . . . . . . . . . . . . . . . . . . . . . . 8 ships.
British trade, . . . . . . . . . . . . . . . . . . . . . . . . . . 14 ships.
North of Europe trade, . . . . . . . . . . . . . . . . . . . . 17 ships.
South of Europe trade, . . . . . . . . . . . . . . . . . . . . . . 13 ships.
West India trade, . . . . . . . . . . . . . . . . . . . . . . . . 14 ships.
16 C. DEPARTMENT OF INTERNAL AFFAIRS. | OFF. DOC.
But this commercial activity did not continue. The number of vessels
owned in Philadelphia, the number arriving and departing engaged in
foreign commerce, the value of exports and imports, all declined, not
only relatively to population, but absolutely; and foreign commerce
has never since become anything like so large a constituent of Philadel.
phia's industry.
Much of the commerce which did exist, however, was of a particularly
valuable and reliable character. It consisted of the work done by the
well-known “packet lines.” From the habit of trading with a particular
port, as indicated in the classification of ships given above, it was a
short and natural step for a particular vessel, or group of vessels, to
undertake regular trips at advertised times to and from certain ports.
These lines of vessels, trading regularly and carrying both freight and
passengers, were known as “packet lines.” In addition to a large num-
ber of such lines established between Philadelphia and other American
ports, which will be described under the heading of coastwise commerce,
several were established at various times with foreign ports. Between
Philadelphia and Liverpool there came to be four lines. The first to be
established, as it was the longest continued and the best known, was
Cope's line, composed generally of four or five ships, one of which sailed
from Philadelphia on the 20th of each month, and another from Liver-
pool on the 8th of each month. It was founded in 1821, and ran its
packets continuously till 1874. The first vessels were the Alexander,
Montezuma and Tuscarora. Subsequently the Algonquin, launched
April 9, 1823; the Lancaster, Monongahela, Susquehannah, Shenandoah,
Saranac, Wyoming and Tonawanda were in the line, though seldom
more than five at a time, the older ships being disposed of as new ones
were added. They varied in burden from about 500 tons to 1,200.
Each ship usually made three voyages a year, a single trip taking from
18 to 60 days. But two vessels were lost in the whole history of the
line, one being struck by lightning and burned, the other wrecked on
the Bahamas. They took out and brought back mixed cargoes, and
before the competition of Ocean steam vessels had brought down rates,
they were very lucrative, the price of freight running as high as $10 per
ton, and passenger fare being at One time as much as $133.33. As a
typical cargo of the packets may be taken that of the Wyoming on her
first trip from Philadelphia, January 30, 1846:
Flour, 6,279 bbls. Stearine, 53 bbls.
Wheat, 10,272 bus. Whips, 1 case. -
Clover seed, 31 hlids and 80 tierces. Walnut and maple veneers, 25,000 ft.
Wool, 143 bales. A number of Smaller articles.
Feathers, 17 bales.
At another period, one locomotive was taken out on each of several
successive trips. After the great emigration from Europe began, in
1846, these packets did a very large passenger traffic.
A second and a third line were started in 1823 and 1824 between Phil.
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No. 10.] STATISTICs—-SHIP-BUILDING ON THE DELAWARE. C. 17
adelphia and Liverpool, a vessel of the former leaving Philadelphia. On
the 5th and Liverpool on the 25th of each month; and one of the latter,
sailing by way of Savannah, on the 20th of each month. The vessels of
these lines were all full-rigged ships. The first vessels of the two lines
were named as follows: r
Manchester, Sarah Ralston, Plato, Philadelphia, Florida, Julius
Caesar, Colossus, Courier, Delaware.
In 1850 there were four complete lines between Philadelphia and Liv-
erpool. A few years before that time, there had been, simultaneously,
three lines to Liverpool, one to Bremen and One to the West Indies,
running regularly. The vessels of the lines running from Philadelphia
were almost all built at our own shipyards and were excellent specimens
of shipbuilding skill, the requirements of passengers, freight, speed
and safety all having to be considered. Their sailing was remarkably
uniform, and of such commerce as there was at Philadelphia during the
middle decades of the century, these packet lines carried the most and
the best. After 1838 the ocean steam vessels entered into a competition
with the sailing packet lines, which made them less and less lucrative
and finally led to their abandonment, the last regular sailing from Phil-
adelphia being discontinued, as already stated, in 1874.
The only remaining important characteristic of Philadelphia's foreign
commerce has been the petroleum trade. The export of this great
American product began at Phildelphia in 1861, when the methods of
refining crude petroleum and its value for illuminating purposes came
to be known. The first full cargo cleared through the custom house
was 1,329 barrels of crude petroleum in the American brig “Elizabeth
Watts,” 224 tons, on the 19th of November, 1861, although before this
time several small shipments of refined oil had been made in the same
vessels as other goods. The subsequent exports have been of enor-
mous extent and increasing quantity. The annual shipments from
Philadelphia have been as follows: •

Years. Gallons. TYears. Gallons. Years. Gallons.
1861, . . . . . 86,400 || 1872, . . . . 56,306,063 || 1883, . . . . 79,505,430
1862, . . . . . 2,683,902 || 1873, . . . . 86,843,013 || 1884, . . . . 119,268,919
1863, . . . . . 5,206,607 || 1874, . . . . 74, 154,689 || 1885, . . . . . . 151,756,812
1864, . . . . . 7,760, 148 || 1875, . . . . 64, 104,300 || 1886, . . . . . 152,641,044
1865, . . . . . 12, 156,202 || 1876, . . . . . 65,881,610 || 1887, . . . . 163,416,560
1866, . . . . . 28,605,321 || 1877, . . . . . 49, 166,960 || 1888, . . . . . 134,750,778
1867, . . . . . 28,896, 160 || 1878, . . . . 75,308,720 || 1889, . . . . | 161,635,460
1868, . . . . . 40,505,620 || 1879, . . . . . 89,243, 110 || 1890, . . . . 164,684,578
1869, . . . . . 83, 145, 155 || 1880, . . . . 54,673,946 || 1891, . . . . . 200,530,023
1870, . . . . . 49,889,737 || 1881, . . . . 110,956,807
1871, . . . . . 55,901,590 || 1882, . . . . 85,931,595
During the same period the proportions shipped from Philadelphia,
New York, Baltimore and Boston have been of some interest. During
2 C.–10–91
18 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
each year, of all the amount shipped from the United States, the per-
centages have been as follows: -
Years. § > à F. Years. # > à -:
º *- .P. C º *~ .P. O
Tº: : == º F. : : J.
~ Q) º O ~! Q) ck; C
P- Z. ſº ſº ſh- Z. ſº ſº
1861, . . . . 7 93 1877, . . . . 15.3 70.6 || 14.1
1862, . . . . . 23 64 1.5 9 1878, . . . . 23.8 64.4 11.8
1863, . . . . . 19 70 3.2 7.2 || 1879, . . . 22:4 || 71.8 5.8
1864, . . . . . 24 67 3 5 1880, . . . . 18. 77.4 4.6
1865, . . . . . 42 49 3 5 1881, . . . . 23.2 | 72.8 || 4
1866, . . . . . 43 50 3.4 2.3 || 1882, . . . . 18. 1 || 79.5 2.4
1867, . . . . . 42 49 2 3 1883, . . . . 16.6 81.1 2.3
1868. 1884, . . . . 24.1 | 73.1 2.8
1869. 1885, . . . . 29.8 | 68.1 2.1
1870. 1886, . . . . 28.8 69. 2.4
187 ). 1887, . . . . 30.3 | 67.8 1.9
1872. . 1888, . . . . 26.5 | 72.1 1.4
1873. 1889, . . . . 26.5 | 72.03 | 1.47
1875. 1890, . . . . 25.82 71.92 || 2.26
1875, . . . . 30.6 || 57.6 11.8 1891.
1876, . . . . . 29.3 || 52.7 18
The vessels employed in this export were for a long time only such
as happened to take charter cargoes and were naturally of a very mis-
cellaneous character. The 345 vessels taking out the shipments of 1871
included 61 ships, 233 barks, 47 brigs and 4 schooners, belonging to a
dozen or more separate countries. Tatterly, however, tank steamers
taking the oil in bulk and belonging largely to the great oil pro
ducing, shipping and refining companies, have to a great extent taken
the place of the earlier miscellaneous fleet of Sailing vessels.
The ports to which the petroleum is sent include almost every con-
siderable seaport of Europe, Asia and Africa, as well as some of the
West Indies and South America. Taking the year 1871, again as typi-
cal, the petroleum went to 64 ports in 24 different countries. Some of
those which took the largest amounts were the following:

POrtS. Gallons. POrtS. Gallons. POrtS. Gallons.
Antwerp, . . 14,545,264 || Cork, . . . 2,729,789 || Havre, * 1,668, 187
Bremem, . . 8,513,882 || Gibraltar, . 2,344,266 || Marseilles, . 1,209,064
Hamburg, . . 6, 182,476 || London, . . 1,748,316 || Elsinore, . . 1,141,279
Rotterdam, . 2,967,040 || Stettin. . . . 1,676,596 || Dumkirk, . . 817,521
But the question of greatest interest connected with the commerce
of Philadelphia, certainly the one most debated, is what is known as
the “decadence” of commerce at this port. Undoubtedly there was
a time when Philadelphia was the chief commercial city of the American
continent. This position, however, she long ago lost and the history
of her foreign commerce has been One of stagnation, even at times of
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 19
retrogression. If this condition has ever been reversed, it has only
been in the very most recent times, and the fact remains that through
three-quarters of a century, while other ports were advancing in
foreign commerce, Philadelphia was dropping behind. Why is this so?
What was the cause for the decadence of our commerce? This question
has received a number of answers, the more serious of which are
analyzed below. They all fall into one or other of two classes, first, the
insuperable difficulties arising from the geographical location of the
city; second, the voluntary choice, acquiescence or neglect of the
people. - O -
I. THE LOCATION OF THE CITY.
1. The Bad Position on the Atlantic Seaboard.
It is declared that it is too far south for the natural entrance to the
continent, and instead of lying between the New England and the Mid-
dle States, the vigorous part of the country, it lies far down inside of
the latter group.
2. The Greater Distance from Europe.
It is pointed out that the countries of Europe with which our com-
merce principally exists lie far to the north, while Philadelphia's southern
and inland position brings her to a greater distance from them than
New York or Boston are.
3. The Bad Harbor.
Philadelphia lies one hundred and twenty miles from the sea, in a
river having several bends, numerous shoals, and liable in winter to
obstruction from fixed or floating ice. It is widely believed that this
has been the one great obstacle in the way of her commercial prosperity,
this reason having been given from at least as early a period as 1810.
On the basis of this being the principal difficulty, strenuous efforts have
been made from quite early times to obviate its difficulties. These plans
have consisted principally in developing to a high extent the skill and
esprit of the pilots, placing buoys, light houses, harbors of refuge, ice
breakers and the Breakwater at the critical points of the course of the
river, and in putting on the river ice-boats to break up that obstruction.
The comparative failure of these means seems to indicate either that this
natural difficulty is in fact insuperable, or else that the cause of com-
mercial decadence lies in some one or more other difficulties.
4. The Bad Relation to the Interior of the Country.
Many persons have believed that the great key to commercial success
has been either staple natural productions or access to the great west.
The ports which could export most readily the products of the western
country would become the principal seaports of the country, leaving a
Second grade of Success only to those which control some great staple
20 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
produced in their immediate vicinity. To the first class belonged New
Orleans, lying at the mouth of the Mississippi, and New York, drawing
the productions of the west through the Erie canal, opened in 1825.
To the second belonged Charleston, shipping cotton, rice and tobacco
from the adjacent states, and Boston, exporting the products of the New
England fisheries of various kinds. Philadelphia belonged to neither
of these classes, having, after the great demand for wheat was over, no
sufficient staple of production in her immediate vicinity, and cut off
from cheap access to the West by the Allegheny range of mountains.
According to this view, the strenuous efforts made to perfect the system
of turnpike roads, and to build a state system of canals and railroads,
was as vain a contest with the natural deficiencies of location as the
effort to overcome the difficulties of the harbor. This theory was ex-
pressed in a thoughtful article in a Philadelphia commercial journal as
early as 1822, while commercial decay was still a new phenomenon and
while the Erie canal was still only in process of construction. It is only
fair to say that now that railroads have long superseded canals, and the
shortest rail route from tidewater to the Great Lakes is that from Phil-
adelphia through Pennsylvania, the reasoning does not seem so con-
clusive as it might have a half century ago.
II. THE PERSONAL CHOICE OR NEGLECT OF THE PEOPLE.
1. Devotion of Capital and Energy to Other Interests.
It has been frequently said that Philadelphia capital and enterprise
has been so largely diverted to the development of coal and iron mines,
the building of canals, turnpikes and railroads, and, lastly, to manu-
factures, that there was not enough left to develop shipping and com.
mercial interests. It was said that Philadelphians were not satisfied
with the low profits obtainable for commerce when the enormous gains
of the period of the European wars was over, and that they turned their
investments into directions that promised more immediate and larger
returns. In 1847, it was estimated that there had been built in Penn-
sylvania, principally by Philadelphia capital, about 400 miles of canals
and 500 miles.of railroads, while about $34,000,000 had been spent in
the coal trade and thirty or forty million dollars more on turnpike roads
and other such improvements. Such great expenditures, surpassing
many times over those in the manufactures of New England, or the
shipping of New York, left little in the way of either capital or enter-
prise for commerce. .
2. Injurious Legislative Regulations.
An instance of this asserted cause of decadence has already been
given in the case of the duty on auction sales and its effect on the China
and East India trade. Another One is to be found, it is said, in the one-
half pilotage regulations, by which it was early Ordered, for the purpose
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 21
of encouraging the pilots, that all vessels should pay half-pilotage fees
to the board of port wardens even when they took no pilot on board.
Still another instance is said to have been the unusually stringent quar-
antine regulations of Philadelphia, though her experience with the yel-
low fever in the latter years of last century and the early years of this
would seem quite sufficient to account for the stringency without at-
tributing it to the dogmatism of the state legislature. This explana-
tion dates from as early a period as 1805. :
3. Discrimination by Railroads.
It has been argued that the interests of the great railroad corpora-
tions, long controlling Philadelphia's interior trade, have been such as
to lead them to use their influence to divert commerce from Philadelphia
rather than to develop it. It is said that they obtained the control of
roads in New Jersey, Delaware and Maryland under such terms that it
was necessary and profitable to carry the productions of Pennsylvania
and the west over these roads to New York and to Baltimore, rather
than to deposit them at the nearest and most natural shipping point—
Philadelphia. This theory for the decadence of our commerce has been
especially popular in comparatively recent years.
4. The Natural Character of Philadelphia People.
Lastly, it has been attributed to the unenterprising character of the
people, making them unwilling to run any risks, unable to take any
policy looking beyond the present day, and disinclined to the necessary
effort to win success in spite of difficulties. An evidence of this is given
in the unwillingness of Philadelphia bankers and financial institutions
to give common facilities for commercial Operations, such as advances
on bills of lading for articles exported to Europe. Another evidence is
supposed to be found in the slowness and smallness of national appro-
priations for harbor improvements obtained by Philadelphia influence
from Congress or the state legislature. Still another is in the willing-
ness of Philadelphia people to be instructed, overruled and victimized
by a few prominent individuals and corporations. This whole point is
naturally more popular in other parts of the country than it is in Phil-
adelphia. -
The amount and character of the foreign commerce of Philadelphia
since the Revolution can be gathered from the following tables of sta-
tistics, which have been constructed with great labor and care, and
probably represent the best that our official statistics of the past, fre-
quently badly collected and always badly preserved, can now give us.
The tables of foreign commerce are five in number: (1) the number and
tonnage of vessels arriving at and departing from the port of Philadel-
phia in each year; (2) the tonnage registered at Philadelphia, that is,
the total tonnage in each year of all vessels whose papers are taken out
22 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
from Philadelphia and which are engaged in foreign trade; (3) the
values of exports and imports in each year, the former divided into ex-
ports of domestic productions and re-export of foreign productions for
certain years; (4) duties on imports and drawbacks on re-exports of
foreign goods for early years, the record of the values of imports for
the period preceding 1821 and distinction of foreign and domestic goods
preceding 1803 having been lost for all the ports of the United States;
and (5) amounts of articles of domestic production exported from Phil-
adelphia in each year. No general commercial records were kept by
the United States government until after 1821. They were then kept
by the bureau of statistics of the treasury department, but were for a
long time quite incomplete and the various customs districts were not
generally differentiated. This last change, however, was introduced in
1857, and since then commercial statistics have been gradually brought
to their present state of comparative fullness. For earlier periods,
therefore, reliance has had to be placed on such local records as could
be disentombed from the Philadelphia custom house, pieced out by
matter gathered from contemporary commercial newspapers and other
publications, while for many years, as will be seen, no reliable statistics
at all have been discovered. Some words of explanation and comment
are given at the end of each table. , -
NUMBER AND TONNAGE OF VESSELS, ARRIVING AT AND DEPARTING FROM PHILA-
DELPHIA, FROM OR TO FOREIGN PORTs.
ENTRANCES. CLEARANCEs.
Number. Tonnage. Number. Tonnage.
1784.
1785, . . . . . . . . . . . . . . 501
1786.
1787, . . . . . . . . . . . . . . 596
1788, . . . . . . . . . . . . . . 411
1789, . . . . . . . . . . . . . . 324
1790, . . . . . . . . . . . . . . 639
1791, . . . . . . . . . . . . . . 595
1792, . . . . . . . . . . . . . 656
1793, . . . . . . . . . . . . . . 655
1794, . . . . . . . . . . . . . . . 618
1795, . . . . . . . . . . . . . . 779
1796, . . . . . . . . . . . . . . 858
1797, . . . . . . . . . . . . . . 641
1798, . . . . . . . . . . . . . . 459
1799, . . . . . . . . . . . . . 443
1800, . . . . . . . . . . . . . . 536
; s tº e º s º e º e tº e s is e §
1802, . . . . . . . . . . . . . . 65
1803, . . . . . . . . . . . . . . 611
1804, . . . . . . . . . . . . . . 498 618 . . . . . . .
1805, . . . . . . . . . . . . . . 520 . . . . . . . 617 | . . . . . . .
1806, . . . . . . . . . . . . . . 704 | . . . . . . . 730 | . . . . . . .
#. * * * * * * * * * * * is © e 701 | . . . . . . . 712 | . . . . . *
1808, . . . . . . . . . . . . . . 298
1809, . . . . . . . . . . . . . . 351 | . . . . . . . 590 | . . . . . . .
1810; . . . . . . . . . . . . . . 405 ! . . . . . . . 497 | . . . . . .
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE C. 23
NUMBER AND TONNAGE OF VESSELS, &c.—Continued.
ENTRANCES. CI,EARANCES.
Number. | Tonnage. Number. Tonnage.
1811, . . . . . . . . . . . . . . 500
1812, . . . . . . . . . . . . . . 323
1813, . . . . . . . . . . . . . . 74
1814, . . . . . . . . . . . . . . 43
1815, . . . . . . . . . . . . . . §
1816, . . . . . . . . . . . . . .
išîă, . . . . . . . . . . . . . 532 | . . . . . . . 472 | . . . . . . .
1818, . . . . . . . . . . . . . . 576
1819, . . . . . . . . . . . . . . 450
1820, . . . . . . . . . . . . . . ;
1821. . . . . . . . . . . . . . . -
1822. . . . . . . . . . . . . . . ; 85,926 . . . . . . 76,591
1823, . . . . . . . . . . . . . .
1824. . . . . . . . . . . . . . . # 81,555 . . . . . . . 82,226
1825, . . . . . . . . . . . . . . . . . . * * * * : * *
iš26, . . . . . . . . . . . . . . 482 87,034 | . . . . . . 73,889
1827, . . . . . . . . . . . . . . . 459 78,712 . . . . . . . 72,850
1828, . . . . . . . . . . . . . . 450 |. 88,670 . . . . . . 67,699
1829, . . . . . . . . . . . . . . . 374 73,454 . . . . . . 57,466
1830, . . . . . . . . . . . . . . 415 77,016 | . . . . . . 67,829
1881, . . . . . . . . . . . . . . 396 80,058 . . . . . . 72,745
1882, . . . . . . . . . . . . . . 428 81,939 . . . . . . 60,857
1833, . . . . . . . . . . . . . . #; 92,050 t 61,487
1884, . . . . . . . . . . . . . .
1835. . . . . . . . . . . . . . . 416 78,993 389 68,023
1836, . . . . . . . . . . . . . . 421 84,484 350 64,019
1837, . . . . . . . . . . . . . . . 438 91,715 332 63,469
1888, . . . . . . . . . . . . . . 428 83, 123 337 62,438
1839, . . . . . . . . . . . . . . 521 111,393 405 77,699
1840, . . . . . . . . . . . . . . 444 87,702 459 83,628
1841, . . . . . . . . . . . . . . 498 99,070 455 83,523
1842, . . . . . . . . . . . . . . 465 94,544 426 78,920
1843, . . . . . . . . . . . . . . #255 47,944 275 47,472
1844, . . . . . . . . . . . . . . . 447 89,529 453 79,277
1845, . . . . . . . . . . . . . . - 424 91,313 404 76,258
1846, . . . . . . . . . . . . . . 398 88,048 424 84,899
1847, . . . . . . . . . . . . . . 621 139,774 583 143, 143
1848, . . . . . . . . . . . . . . 524 119,787 476 98,088
1849, . . . . . . . . . . . . . . . 606 142,623 539 120,327
1850, . . . . . . . . . . . . . . . 537 132,370 479 111,618
1851, . . . . . . . . . . . . . . 581 159,636 530 140, 174
1852, . . . . . . . . . . . . . 581 178,364 472 139,932
1853, . . . . . . . . . . . . . . 589 183,944 514 151,685
1854, . . . . . . . . . . . . . . 538. 191,673 472 170,100
1855, . . . . . . . . . . . . . . 549 185,975 455 142,386
1856, 533 173, 178 412 129,739
1857, . . . . . . . . . . . . . . 546 189, 102 423 141,020
1858, . . . . . . . . . . . . . . 474 156,671 369 119,878
1859, . . . . . . . . . . . . . . 553 180,421 435 125,657
1860, . . . . . . . . . . . . . . 561 185, 162 454 135,037
1861, . . . . . . . . . . . . . . 566 183,408 547 179,358
1862, . . . . . . . . . . . . . . 555 171,882 585 197,449
1863, . . . . . . . . . . . . . . 613 194,443 607 201,438
1864, . . . . . . . . . . . . . . 618 188,938 505 158,738
1865, . . . . . . . . . . . . . . 531 159,579 449 142,562
1866, . . . . . . . . . . . . . . (398 222,952 627 230,815
1867, . . . . . . . . . . . . . . 776 286,735 751 295,516
1868, . . . . . . . . . . . . . . 813 277,440 798 297,089
1869, . . . . . . . . . . . . . . 910 292,595 761 271,511
1870, . . . . . . . . . . . . . . 865 300,006 776 282,639
1871. . . . . . . . . . . . . . . 954 369,616 828 330,743
1872, . . . . . . . . . . . . . . 1,025 4.17,911 890 405,312
1873, . . . . . . . . . . . . . . 1,048 466,817 944 450, 199
1874, . . . . . . . . . . . d 1, 193 657,045 1,222 689,230
* For nine months.
24 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
NUMBER AND TONNAGE OF VESSELs, &c.—Continued.
ENTRANCES. CLEARANCES.
Number. Tonnage. Number. Tonnage.
1875, . . . . . . . . . . . . . . 1,033 582,295 1,065 624, 185
1876, . . . . . . . . . . . . . . 1,385 844,294 1,334 826,054
1877, . . . . . . . . . . . . . . - 1,285 810,633 1,239 | 802,306
1878, . . . . . . . . . . . . . . 1,319 853,027 1,374 905,990
1879, . . . . . . . . . . . . . . 1,840 1,315,649 1,624 1,221,048
1880; . . . . . . . . . . . . . . 1,825 1,391,312 1,583 1,240,364
1881, . . . . . . . . . . . . . . 1,374 1,076,635 1,248 1,004,557
1882, . . . . . . . . . . . . . . J,313 1,055,961 1, 156 969,163
1883, . . . . . . . . . . . . . . 1,085 857,292 965 791,367
1884, . . . . . . . . . . . . . . 1,061 776,927 . 869 660,338
1885, . . . . . . . . . . . . . . 1,230 1,038, 167 1,055 L 921,276
1886, . . . . . . . . . . . . . . 1,348 1, 155,066 1,013 895,486
1887, . . . . . . . . . . . . . . 1,398 1,290,762 1,063 981,840
1888, . . . . . . . . . . . . . . 1,296 1, 170,528 973 879,070
1889, . . . . . . . . . . . . . . 1,230 1, 104,032 975 874,051
1890, . . . . . . . . . . . . . . 1,416 1,410,640 1, 104 1, 119,454
1891, . . . . . . . . . . . . . . 1,308 1,351,466 997 991,963
The number of arrivals and departures down to 1843 are for the calen-
dar years, those subsequent to that date for the fiscal year ending on
June 30. The small number of arrivals and absence of clearances in
1808 was due to the embargo which effectually prevented the departure
of vessels bound from Philadelphia to foreign ports. In other years
their absence in the list is simply from absence of discoverable statistics.
The small number in 1789 is due to imperfect statistics. The diminished
numbers in 1812, 1813 and 1814, was due to the war with England then
in progress, one incident of which was the almost complete blockade of
the mouth of the Delaware. Taking an average of the annual arrivals for
the decade 1790–1799, the number is about 634, a number not reached
again in a similar average until 1860–1869, when it reached 664. From
1815 to 1860 the annual number of arrivals and clearances remained
almost absolutely stationary, indicating a very great stagnation in trade.
This is slightly modified however by the increasing average size of the
vessels after about 1840; the number of vessels in the decade 1840–1849,
having been about tripled in the period 1880–1889, but the corresponding
tonnage having increased somewhat more than tenfold. The number of
arrivals and departures began to increase materially about 1860, and
has continued on the whole to increase ever since; the average number
of arrivals for the last three decades being, 1860–1869, 664; 1870–1879
1,175, and 1880–1889, 1,316, while the last average tonnage is a little over
a million tons a year.
No. 10.]
C. 25
STATISTICs—-SHIP-BUILDING ON THE DELAWARE.
TONNAGE OF VESSELS REGISTERED AT PHILADELPHIA, ENGAGED IN
FOREIGN TRADE.

Years. Tonnage. Years. Tonnage.
1791, . . . . . . . . . . . . 53,898 || 1842, . . . . . . . . . . . . 42,891
1792, . . . . . . . . . . . . 65,212 || 1843, . . . . . . . . . . . . 39,445
1793, . . . . . . . . . . . . 60,925 || 1844, . . . . . . . . . . . . 40,295
1794, . . . . . . . . . . . . 67,895 || 1845, . . . . . . . . . . . . 39,274
1795, . . . . . . . . . . . . 83,624 || 1846, . . . . . . . . . . . . 39,673
1796, . . . . . . . . . . . . 90,569 || 1847, . . . . . . . . . . . 43,209
1797, . . . . . . . . . . . . 88,401 || 1848, . . . . . . . . . . . . 48,850
1798, up ºn e º 'º e º e 85,477 || 1849, . . . . . . . . . . . . . 53,821
1799, . . . . . . . . . . . . 90,944 || 1850, . . . . . . . . . . . . 64,205
1800, . . . . . . . . . . . . 95,632 || 1851, . . . . . . . . . . . . 69,425
1801, . . . . . . . . . . . . 109,036 || 1852, . . . . . . . . . . . . 67,739
1802, . . . . . . . . . 64,637 || 1853, . . . . . . . . . . . . 72,712
1803, . . . . . . . . . . . . 67,629 || 1854, . . . . . . . . . . . . 74,951
1804, . . . . . . . . . . . . 71, 199 || 1855, . . . . . . . . . . . . 77,441
1805, . . . . . . . . . . . . 77,239 || 1856, . . . . . . . . . . . . 58,871
1806, . . . . . . . . . . . . 86,728 || 1857, . . . . . . . . . . . . 59,404
1807, . . . . . . . . . . . . 93,993 || 1858, . . . . . . . . . . . . 59,923
1808, . . . . . . . . . . . . 94,659 || 1859, . . . . . . . . . . . . 57,859
1809, . . . . . . . . . . . . 106,622 || 1860, . . . . . . . . . . . . 67,094
1810, . . . . . . . . . . . 109,629 || 1861, . . . . . . . . . . . 76,453
1811, . . . . . . . . . . . . 78,518 || 1862, . . . . . . . . . . . . 73,404
1812, . . . . . . . . . . . . 71,281 || 1863, . . . . . . . . . . . 57,486
1813, . . . . . . . . . . . . 64,537 || 1864, . . . . . . . . . . . . 54,500
1814, . . . . . . . . . . . . 64, 183 || 1865, . . . . . . . . . . . . 46,025
1815, . . . . . . . . . . . . 77, 199 || 1866, . . . . . . . . . . . . 52, 506
1816, . . . . . . . . . . . . 77,731 || 1867, . . . . . . . . . . . . 57, 130
1817, . . . . . . . . . . . . 80,513 || 1868, . . . . . . . . . . . . 63,438
1818, . . . . . . . . . . . . 58,201 || 1869, . . . . . . . . . . . . 55,526
1819, . . . . . . . . . . . . 59,626 || 1870, . . . . . . . . . . . . 51,255
1820, . . . . . . . . . . . . 59,458 || 1871, . . . . . . . . . . . . 47, 199
1821, . . . . . . . . . . . . 59,296 || 1872, . . . . . . . . . . . . 43,863
1822, . . . . . . . . . . . . 61,237 || 1873, . . . . . . . . . . . . 54,829
1823, . . . . . . . . . . . . 61,409 || 1874, . . . . . . . . . . . . 65,707
1824, . . . . . . . . . . . . 62,771 || 1875, . . . . . . . . . . . . 73,346
1825, . . . . . . . . . . . . 65,590 || 1876, . . . . . . . . . . . . 73,254
1826, . . . . . . . . . . . . 63,443 || 1877, , . . . . . 78,051
1827, . . . . . . . . . . . . 61,700 || 1878, . . . . . . . . . . . . 79,243
1828, . . . . . . . . . . . . 66,840 || 1879, . . . . . . . . . . . . 57,649
1829, . . . . . . . . . . . . 50,235 # 1880, . . . . . . . . . . . . 53,913
1830, . . . . . . . . . . . . 47,979 || 1881, . . . . . . . . . . . . 56,083
1831, . . . . . . . . . . 51,294 || 1882, . . . . . . . . . . . . 53,023
1882, . . . . . . . . . . 45,956 || 1883, . . . . . . . . . . . . 69,262
1883, . . . . . . . . . . . . 49,022 || 1884, . . . . . . . . . . . . 66,425
1884, . . . . . . . . . . . . . 51,441 || 1885, . . . . . . . . . . . . 67,818
1885, . . . . . . . . . . . . 51,588 || 1886, . . . . . . . . . . . . 64,243
1886, . . . . . . . . . . . . 51,035 || 1887, . . . . . . . . . . . . 58,399
1837, . . . . . . . . . . . . 39,056 || 1888, . . . . . . . . . . . . 61,552
1838, . . . . . . . . . . . . 42,266 || 1889, . . . . . . . . . . . . 53,030
1839, . . . . . . . . . . . . 48,569 || 1890, . . . . . . . . . . . . 60,630
1840, . . . . . . . . . . . . 52,268 || 1891.
1841, . . . . . . tº e º tº tº a 47,380
The ownership at Philadelphia of vessels engaged in foreign trade
has been decidedly less progressive than the commerce entering into
and leaving the port, the diminution of American-owned shipping
being a fact which is common to all our seaports.
The largest amount
of shipping ever registered at Philadelphia was in the year 1810 and
the next largest in the year 1801, while the amount now owned is
actually more than a third less than in the first year of the century.
26 C.
[OFF. DOC.
DEPARTMENT OF INTERNAL AFFAIRs.
There was a very evident decline in this respect during the years of the
civil war, losses of shipping under the American flag being SO numerous
as to lead a great many owners to sell their vessels. In the six months
ending with December, 1863, alone, 158 vessels returned their surrend-
ered registers through America's consuls abroad and of these an appre-
ciable number were vessels previously owned and registered in Phila-
delphia.
VALUE OF ExpoRTs of Dom ESTIC AND of For EIGN PRODUCTIONS AND OF
IMPORTs, AT THE CUSTOMs DISTRICT OF PHILADELPHIA.
Domestic
IForeign
Total
Year s. exports. exports. exports. Imports.
1791, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $3,436,093
1792, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.820,662
1793, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,958,836
1794, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,643,092
1795, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,518,260
1796, . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,513,866
1797, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,446,291
1798, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,915,463
1799, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,431,967
1800, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,949,679
1801, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,438, 193
1802, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,677,475
1808, . . . . . . . . . . . . . . . . $4,021,214 || $3,504,496 || 7,525,710
1804, . . . . . . . . . . . . . . . . 4, 178,713 6,851,444 11,030, 157
1805, . . . . . . . . . . . . . . . . 4,365,240 9,397,012 || 13,762,252
1806, . . . . . . . . . . . . . . . . 3,765,313 13,809,389 17,574,702
1807, . . . . . . . . . . . . . . . . 4,809,616 12,055, 128 16,864,744
1808, . . . . . . . . . . . . . . . . 1,066,527 2,946,803 4,013,330
1809, . . . . . . . . . . . . . . . . 4,238,358 4,810,883 9,049,241
1810, . . . . . . . . . . . . . . . . 4,751,634 6,241,764 || 10,993,398
1811, . . . . . . . . . . . . . . . . 5,694,447 3,865,670 9,560, 117
1812, . . . . . . . . . . . . . . . . 4,660,457 1,313,293 5,973,750
; e e s e º e s e º e e s is e s s 3,249,623 327,494 3,577, 117
1814.
1815, . . . . . . . . . . . . . . . . 3,659,551 1,024,368 4,593,919
1816, t e s e e s e º e s • * * 4,486,329 2,709,917 7, 196,246
1817, . . . . . . . . . . . . . . . . 5,538,003 3, 197,589 8,735,592
1818, . . . . . . . . . . . . . . . . 5,045,901 3,713,501 8,759,402
1819, . . . . . . . . . . . . . . . . 2,919,679 3,374, 109 6,293,788
1820, . . . . . . . . . . . . . . . 2,948,879 2,794,670 5,743,549
1821, . . . . . . . . . . . . . $ 2,832,387 4,559,380 7,391,767 8, 158,922
1822, . . . . . . . . . . . . . . . . 3,575, 147 5,472,655 9,047,802 11,874, 170
1823, . . . . . . . . . . . . . . . . 3, 139,809 6,477,383 9,617, 192 13,696,770
1824, . . . . . . . . . . . . . . . . . 3, 182,694 6, 182, 199 9,364,893 11,865,531
1825, . . . . . . . . . . . . . . . . 3,936, 133 7,338,848 11,269,981 15,041,797
1826, . . . . . . . . . . . . . . . . 3, 158,711 5,173,011 8,331,722 13,551,779
1827, . . . . . . . . . . . . . . . . 3,391,296 4, 184,537 7,575,833 11,212,965
1828, . . . . . . . . . . . . . . . . 3, 116,001 2,935,479 6,051,480 12,884,408
1829, . . . . . . . . . . . . . . . . 2,617, 152 1,472,783 4,089,935 10, 100, 152
1830, . . . . . . . . . . . . . . . . 2,924,452 1,367,341 4; 291,793 8,702, 122
1831, . . . . . . . . . . . . . . . . 3,594,302 1,919,411 5,513,713 12, 124,083
1832, . . . . . . . . . . . . . . . . 2,008,991 1,507,075 3,516,046 10,678, 358
1833, . . . . . . . . . . . . . . . . 2,671,300 1,407,651 4,078,951 10,451,250
1834, . . . . . . . . . . . . . . . . 2,031,803 1,957,943 3,989,746 10,479,268
1835, . . . . . . . . . . . . . . . . 2,416,099 1,323, 176 3,739,275 12,389,937
1836, . . . . . . . . . . . . . . . . 2,627,651 1,343,904 2,971,555 15,068,233
1837, . . . . . . . . . . . . . . . . 2,565,712 1,275,887 || 3,841,599 11,680, 111
1838, . . . . . . . . . . . . . . . . 2,481,543 995,608 3,477, 151 6,260,371
1839, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,299,415 15,050,715
1840, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,820, 145 8,464,882
No. 10.] STATISTICS–SHIP-BUILDING ON THE DELAWARE. C. 27
f
VALUE OF EXPORTS AND IMPORTs—Continued.
Domestic Foreign Total * * * * *
YEARS. exports. §: exports. Imports.
1841, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $5,152, 501 || $10,346,698
1842, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,770,727 7,385,858
1843, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,354,948 3,760,630
1844, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,535,246 7,217,367
1845, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,574,363 8, 159,227
1846, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,751,005 7,989,396
1847, . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,544,391 9,587,516
1848, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,732,333 11, 147,584
1849, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,343,421 10,645,500
1850, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,501,606 | 12,066,154
1851, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,356,039 || 14, 168,751
1852, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,828,571 || 14,785,917
1853, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,527,996 | 18,834,410
1854, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10, 104,416 21,359,306
1855, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,274,338 15,309,985
1856, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7, 144,488 16,585,685
1857, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7, 135,256 || 17,890,369
1858, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,947,241 12,890,369
1859, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,298,095 | 15,603,769
1860, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,839,286 14,531,352
1861, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,277,938 8,004, 161
1862, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,518,970 8,327,976
1863, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,628,968 6,269,530
1864, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,664,862 9, 135,685
1865, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,582,162 5,645,755
1866, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,867,716 7,331,261
1867, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,442,398 || 14,071,765
1868, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,706,445 14,218,365
1869, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,872,249 16,414,535
1870, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,694,478 || 14,952,371
1871, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,688,551 20,820,374
1872, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,484,803 || 26,824,333
1873, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,683,186 29, 186,925
1874, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,878,911 || 25,004,785
1875, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31,836,727 24,011,014
1876, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59,539,450 21,000,000
1877, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37,823,356 20, 126,032
1878, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48,362,116 || 21,048, 197
1879, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,685,838 27,224,549
1880; . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46, 589,584 || 38,933,832
1881, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41, 162,957 29,764,278
1882, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34,529,459 || 37,666,489
1883, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38,662,434 || 32,811,045
1884, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36,891,605 || 31,990,309
1885, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37,281,739 || 33,365,242
1886, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33,607,386 || 37,997,005
1887, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33,813,024 39,570,687
1888, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,012,879 || 45,020, 132
1889, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29, 183,468 50,996,802
1890, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36,478,554 || 56,057,013
1891, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42,845,724 || 62,438,219
28 C. TXEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
The values of exports and imports are for the calendar years.
Previous to 1791 there are no records in exictence. Exportation and im-
portation was practically suspended in the year 1814 on account of the
war. No records of the values of imports exist previous to the year 1821.
Between 1791 and 1803 the values of the exported domestic goods and
and re-exported goods of foreign production are not distinguished, and
after 1838 the latter became unimportant, as there was little imported to
be exported again, the amounts now for a long time having been abso-
lutely insignificant. The defect in the case of early imports and foreign
exports is partially made up by the figures given in the next table.
The large amounts of these early exports are very striking. The value
of exports in 1796 was not again reached for seventy years, a period in
which the population and wealth of Philadelphia had been increased
many fold. Down to the war of 1812 the average of yearly exports was
considerably above ten million dollars, while for the whole remainder
of the first half of this century the average was below five millions.
As previously explained, however, this was due to the abnormal European
condition, and the almost equally striking rise in the value of exports
and Imports during the last two decades has in it far more elements of
permanency. The large early exportation moreover was only one stage
of a carrying trade, as is evident from the relative proportions of it
which are of foreign and those of domestic production, while modern
exportation is altogether of articles of native production.
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 29
Duties on foreign | Drawbacks on for-
YEARS. merchandise eign merchandise
imported. re-exported.
1791, . . . . . . . . . . . . . . . . . . . . $1,475,428 $8,976
1792, . . . . . . . . . . . . . . . . . . . . 1, 138,863 37,753
1793, . . . . . . . . . . . . . . . . . . . . 1,926,337 102,659
1794, . . . . . . . . . . . . . . . . . . 2,000,091 502,447
1795, . . . . . . . . . . . . . . . . . . . 3,053, 109 752,550
1796, . . . . . . . . . . . . . . . . . . . . 3,646,271 1,586,065
1797, . . . . . . . . . . . . . . . . . . . . 2,907,894 1,086,839
1798, . . . . . . . . . . . . . . . . . . . . 2,086,714 1,018, 127
1799, . . . . . . . . . . . . . . . . . . . . 2,224, 313 955,264
1800, . . . . . . . . . . . . . . . . . . . . 3, 181, 101 1,785, 109
1801, . . . . . . . . . . . . . . . . . . . . 3,702,898 1,540,701
1802, . . . . . . . . . . . . . . . . . . . . 2,727,365 1,297,662
1803, . . . . . . . . . . . . . . . . . . . . 2,240,715 561,041
1804, . . . . . . . . . . . . . . . . . . . . 3,507,038 872,238
1805, . . . . . . . . . . . . . . . . . . . . 3,652,387 1,319,869
1806, . . . . . . . . . . . . . . . . . . . . 5, 100,657 2,052,551
1807, . . . . . . . . . . . . . . . . . . . 5, 197,806 2,012,543
1808, . . . . . . . . . . . . . . . . . . . . 2,599,673 928,568
1809, . . . . . . . . . . . . . . . . . . . . 2,318,699 894,984
1810; . . . . . . . . . . . . . . . . . . . . 3,332,377 879,527
1811, . . . . . . . . . . . . . . . . . . . . 2,364,635 510,328
1812, . . . . . . . . . . . . . . . . . . . . 2,474,990 378,936
1813, . . . . . . . . . . . . . . . . . . . . 503,593 185,821
1814, . . . . . . . . . . . . . . . . . . . . 277,757 3,227
1815, . . . . . . . . . . . . . . . . . . . . 7, 199,699 95,806
1816, . . . . . . . . . . . . . . . . . . . . 6,285,455 746,636
1817, . . . . . . . . . . . . . . . . . . . . 4,307,790 702,819
1818, . . . . . . . . . . . . . . . . . . . . 4,540,360 788,574
1819, . . . . . . . . . . . . . . . . . . . . 3,848,630 570,274
1820, . . . . . . . . . . . . . . . . . . . . 2,703,402 555,703
1821, . . . . . . . . . . . . . . . . . . . . . 2,719,996 474,394
1822, . . . . . . . . . . . . . . . . . . . . 3,648,745 310,956
1823, . . . . . . . . . . . . . . . . . . . . 3,991,687 612,037
1824, . . . . . . . . . . . . . . . . . . . . 4,311,926 939,322
1825, . . . . . . . . . . . . . . . . . . . . 5,270,030 998,778
1826, . . . . . . . . . . . . . . . . . . . . 5, 183,724 1,251,405
1827, . . . . . . . . . . . . . . . . . . . . 4, 188,915 1,053, 105
1828, . . . . . . . . . . . . . . . . 5,082,344 802,474
1829, . . . . . . . . . . . . . . . . . . . . . 3,574,816 708,970
1830, . . . . . . . . . . . . . . . . . . . . 3,542,977 516,311
1831, . . . . . . . . . . . . . . . . . . . . 4,372,533 326,607
1832, . . . . . . . . . . . . . . . . . . . . 3,501,397 402,972
1833, . . . . . . . . . . . . . . . . . . . . 2,985,278 697,927
1834, . . . . . . . . . . . . . . . . . . . . 2, 111,837 295,870
1835, . . . . . . . . . . . . . . . . . . . . 2,506,281 101,812
This table is given to fill out the deficiencies of the statistics of the
previous one.
On these imports are the only testimony to their amount.
Values of imports being missing until 1821, the duties
Judging
from the average of the years immediately following 1821 the average
duty was about 25 per cent. of the values of the imports, and a rough
estimate of the latter for 1791 to 1821 could therefore be made by mul-
tiplying the amount of import duty for the year by four. Similarly the
drawbacks on goods re-exported will indicate how much of the importa-
tion of the year was intended for re-export and how much of the export
was of goods of foreign production.
The following table gives the results of an inquiry made by the
United States engineer in charge of the improvements of the river
30 C.
[OFF. Doc.
DEPARTMENT OF INTERNAL AFFAIRs.
Delaware and tributaries. The amounts of exports and imports of for-
eign goods were found by personal inquiry from the shippers and con-
signees of goods and are expressed in gross tons.
A similar table will be given from the same source under the subject
of coastwise commerce.
WEIGHT AND VALUE OF GOODS IMPORTED AND EXPORTED AT THE CITY OF
PHILADELPHIA, DUR ING THE CALEN DAR YEAR 1890.

IMPORTS. Tons. EXPORTS. TOnS.
Drugs and chemicals, . 62,719 || Corn, . . . . . . . . . . . 428,283
Groceries and provisions, 8,261 || Wheat, . . . . . . . . . . . 18,900
Flour, . . . . . . . . . . . 3,939 || Flour, . . . . . . . . . . . 84, 102
Cernent, . . . . . . . . . . 27,600 || Cars and locomotives, . 7,360
Clay, . . . . . . . . . . . . 7,493 || Coal, . . . . . . . . . . . . 299,413
Coal, . . . . . . . . . . . . 2,549 || Cotton, . . . . . . . . . . . 8,660
Cotton and cotton fabrics, . . 1,288 || Glucose, . . . . . . . . . . 1,957
Hemp, jute and flax, º 3,940 || Iron, crude and manufac-
Wool and woolen fabrics, . . 9,820 tured, ... . . . . . . . . . 770
Glass, . . . . . . . . . . . . 540 || Oil cake, . . . . . . . . . . 25,500
Fruits, . . . . . . . . . . . 26,600 || Mineral oil and products, 559,000
Fertilizers, . . . . . . . . . 4,566 || Other oils, . . . . . . . . . 200
Chalk, . . . . . . . . . . . 15, 150 || Beef, pork and products, . . 35,470
Asphaltun, . . . . . . . . . 8,240 || Grass seeds, - * * - - 351
Rags, . . . . . . . . . . . . 3,086 || Groceries and provisions, . 2,770
Plaster of Paris, . . . . . . 8,790 || Sugar and syrup, . . . . . 10,220
Salt, . . . . . . . . . . . . 14,270 || Tobacco, . . . . . . . . . . 3,215
Tin, . . . . . . . . . . . . . 49,709 || Lumber, . . . . . . . . . . 15,300
Iron Ore, . . . . . . . . . . 686,682 || Miscellaneous, . . . . . . . 1,300
Iron, manufactured, 21,016
Flax seed, . . . . . 6,750 Total, . . . . . . . . . 1,502,771
Sugar and molasses, 445,000 || Value, . . . . . . . . . . . $36,462,951
Tobacco, ... • * * * 450 |-
§: ""," ". . . . 2.;|Pºgº.ºrg from ...,
73 - 90 gn countries. e -to 3 O-
Nº. liquors, . . . . . 2 ; Passengers departing for
iscellaneous, . . . . . . . } foreign countries, • * 5,741
Total, . . . . . . . . . . 1,424, 162
Value, . . . . . . $56,057,011
--
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 31
COASTWISE COMMERCE.
While Philadelphia, as a port of foreign commerce, has been sinking
in importance as compared with other seaports, and while foreign com-
merce has been sinking in relative value among Philadelphia's industries,
the same has been by no means true of her coastwise commerce. With
many changes of character and periods of slower and of more rapid
growth the commercial intercourse of Philadelphia with other American
ports has in the main kept up its proportionate activity. The following
tables, one set giving the number of vessels arriving at the port of
Philadelphia from other American ports in each year, and the other giv-
ing the tonnage of vessels owned in Philadelphia and licensed to engage
in the coastwise trade, will give some indication of the growth of this
traffic. Wessels engaged in the coast trade are not required to enter and
clear at the custom house, except in certain cases, and their full number
therefore is not reported by the collector nor published by the govern-
ment. A list of all arrivals, however, has generally been kept by the
Surveyor of the port, and it is from this list that the table is in the main
derived. Until about twenty years ago it was customary to include ab-
Solutely all arrivals, from the largest ships down to canal boats. Since
then different systems have prevailed. The rule in quite recent years
being to report all vessels above five tons which bear masts. For these
latter years, however, two other sources of statistics are available, those
kept by the Philadelphia Maritime Exchange and those kept by the
Board of Port Wardens, and these are also given. The annual tonnage
of arrivals, which would be the only accurate criterion of the growth of
commerce has not been recorded, except by the board of port wardens,
and in default of this record the character of the vessels arriving is given
for certain typical years. It is also to be noticed that the record of the
surveyor includes vessels arriving at Camden and Chester as well as at
Philadelphia, these cities lying in the same customs district, but the
number attributable to them is altogether inconsiderable.
The table of enrolled and licensed tonnage in each year indicates the
total amount of the tonnage of all the vessels engaged in the coastwise
trade which report to Philadelphia as their headquarters. There is of
course no necessary relation between the number of vessels enrolled at
any port, and the amount of commerce entering and departing from it,
but the changes in the two, in the case of coastwise commerce at Phila.
delphia, have probably gone on almost correspondingly.
32 C.
[OFF. DOC.
DEPARTMENT OF INTERNAL AFFAIRs.
NUMBER OF VESSELS ARRIVING AT TEIE CUSTOMS DISTRICT OF PHILADELPHIA
FROM OTHER AMERICAN Ports IN EACH YEAR (SURVEYOR OF THE PORT).
1785, . . . . . . . . 567
1786.
1787, . . . . . . . . 390
1788, . . . . . . . . 490
1789 (part of year), 376
1790, . . . . . . . . 715
1791, . . tº gº º 853
1792 (half year), . 505
1793, . . . . . . . . 765
1794, . . . . . . . . 1,250
1795, . . . . . . . . 1,228
1796, . . . . . . . . 1,011
1797, . . . . . . . . 929
1798, . . . . . . . . 1,002
1799, . . . . . . . . 825
1800, . . . . . . . . 1,051
1801, . . . . . . . . 1,125
1802, . . . . . . . . 1,106
1803, . . . . . . . . 1,064
1804, . . . . . . . 1,292
1805, . . . . . . . . 1,235
1806, . . . . . . . . 1,213
1807, . . . . . . . . 1,170
1808, . . . . . . . . 1,951
1809, . . . . . . . . 1,683
1810, . . . . . . . 1,477
1811, . . . . . . . . 1,425
1812, . . . . . . . . 1,549
1813, . 319
1814, . . . . . . . . 583
1815, . . . . . . . . 1,113
1816, . . . . . . . . 1, 101
1817, . . . . . . . . 1,238
1818, . . . . . . . . 1,101
1819, . . . . . . . . 1,046
1820, . . . . . . . . 877
1821,
1822,
* = e tº e s tº º
a e s º e º 'º a
* * * * * * * *
e e º e º 'º e &
s & e º ºs e º º
• e º e º 's # *
e & © & # * * *
e is a e s e º &
1,212
1,008
1,195
913 1857, . . . .
1858, . . . .
1859, . . . .
981 | 1860, . . . .
1861, . . . .
1862, . . . .
1,320 1863, . . . .
1864, . . . .
2,210 | 1865, . . . . .
1866, . . . .
2 | 1867, . . . .
1868, . . . .
1869, . . . .
1870, . . . .
1871, . . . .
1872, . . . .
1873, . . . .
10,860 | 1874, . . . .
11,188 1875, . . . . .
9,718 1876, . . . .
11,738 1877, . . . .
10,457 | 1878, . . . .
7,659 | 1879, . . . .
7,717 * * * * * *
8,029 | 1881, . . . .
6,018 1882, . . . .
e & © tº e º $ tº 17,083 | 1883, . . . .
* * * * * * * * 24,029 1884, . . . .
e is tº e º ſº tº º 24,563 | 1885, . . . .
* e e º e º # * 26,999 || 1886, . . . .
s & & # * = * * 26,480 | 1887, . . . .
e e º ſº tº e º e 27,715 1888, . . . .
. . . . . . . . . 29,456 | 1889, . . . .
e tº º e º ſº º & 29,960 | 1890, . . . .
tº e s e º º * * 28,820 | 1891, . . . .
. . 26,442
1880,
* & g e
sº e e -
e & e e
* ge tº tº
g º g e
w & . * *
. . . . 32,211
. . . . 26,827
. . . . 36,317
NUMBER OF VESSELS ARRIVING AND DEPARTING, ANNUALLY, COASTWISE, AT
AND FROM PHILADELPHIA, Accor DING TO DIFFERENT ACCOUNTS, DURING
RECENT YEARS.
i
:
i
#
i
i
.
6,819
5,316
4,955
4,970
5,730
4,422
11,509
11, 122
10,423
8,670
8,456
8,859
6, 125
5,308
5,691
5,869
5,203
4,728
4,531
4,414
3,987
3,746
3,844
4,248
YEARs.
tº e º g º º
tº º & © tº e º e
e º e º 'º e º &
& e º 'º e g º ºs
{º e º 'º e g tº gº
* * * * * * *
2,005,098
2,089,079
2,269,410
1,958,860
1,841,242
1,782, 177
1,556,497
1,596,611
1,562,324
1,640, 514
1,765,599
2,211,596
No. 10.] STATISTICS.–SHIP-BUILDING ON THE DELAWARE. C. 33
S. 3 # | %3 .
bſ) q) bſ) GD 3-
5 ºf .5% # 3
£ 3 ES 3.3
§§ §: §ſa º
$3 × 3 = Tº o ż
YEARS. & Gº & S ... ." §
U} @ to P- O 60 ×
§ 3 § 5 så :
ÉÉ £g §:
* 3: §§ #3;
3: a ſº 5 §ſ.
C Q E-
1880, . . . . . . . . . . . . . . . . 5,361 4,870 1,961,216
1881, . . . . . . . . . . . . . . . . 5,390 4,592 1,980,131
1882, . . . . . . . . . . . . . . . . 5,137 4,691 2, 184,313
1883, . . . . . . . . . . . . . . . . 5,079 4,408 1,908,345
1884, . . . . . . . . . . . . . . . . 5,049 4,571 1,841,748
1885, . . . . . . . . . . . . . . . . 4,736 4,377 1,846,214
1886, . . . . . . . . . . . . . . . . 4,669 4,001 T,902,571
1887, . . . . . . . . . . . . . . . . . 4,805 3,667 1,813,453
1888, . . . . . . . . . . . . . . . . 4,290 3,572 1,670,848
1889, . . . . . . . . . . . . . . . . 4, 143 4,115 1,929,908
1890, . . . . . . . . . . . . . 4,165 4,115 2,034,714
1891, . . . . . . . . . . . . . . . . 4,552 4,452 2,445,801
NUMBER OF EACEI DESCRIPTION
OF VESSELS ARRIVING IN TEIE CUSTOMS DIS-
TRICT OF PHILADELPHIA IN CERTAIN YEARs—(SURVEY or of THE PORT).
e U2
É § e
YEARS. e º tº th CA &
º *— rº- p-f cº C
à | # ſº CO à ÚO ſº CC
1790, . . . . . . . . . . . . * e 144 : - 321 252 637
1800, . . . . . . . . . . . . tº º 146 3 212 636 490
1810, . . . . . . . . . . . . tº e 130 l 236 787 666
1820, . . . . . . . . . . . . te 133 3 236 614 370
1830, . . . . . . . . . . . ſe 7 4 387 2,026 1,128
1833, . . . . . . . . . . . . tº º 101 34 291 | 1,950 371
1834, . . . . . . . . . . . . * * 83 20 494 || 2,035 484
1848, . . . . . . . . . . . . 464 101 353 965 5,907 || 3,629 3,265 9,880
1849, . . . . . . . . . . . . 661 115 325 | 888 6,480 4,486 || 3,686 8,528
1850, . . . . . . . . . . . . 1,043 106 || 342 |- 834 7,681 l. 5,200 3,850 8,490
1851, . . . . . . . . . . . . 995 || 112 || 344 775 7,047 3,051 5,154 || 9,583
1852, . . . . . . . . . . . 1,054 119 400 | 1,445 6,824 || 2,690 8,850 | 10,002
1853, . . . . . . . . . . . . 1,135 | 96 || 109 || 529 6,325 | 3,709 || 6,525 | 11,098
1854. . . . . . . . . . . . . 1,056 182 | 129 || 539 6, 156 3,332 7,821 || 9,735
1855, . . . . . . . . . . . . 952 116 | 126 451 6,002 3,240 || 7,784 10,159
1857, . . . . . . . . . . . 1,096 || 42 86 || 313 5,416 2,312 || 13,512 || 9,462
1858, . . . . . . . . . . . 1,257, 22 || 70 || 178 || 5,875 2,270 7,664 || 9,491
1869, . . . . . . . . . . . . 4,301 2 || 3 || 143 || 8,919 5,907 9,994 | 11,065
1870, . . . . . . . . . . . . 3,354 4 22 96 || 7,936 5,583 || 7,789 || 9,623
1871, . . . . . . . . . . . 3,364 11 36 106 || 7,169 || 4,695 1,951 | 20,590
1872, . . . . . . . . . . . . 3, 138 7 31 139 || 7,826 3,228 1,381 20, 146
1875, . . . . . . . . . . . . 2,160 9 | . . 58 || 4,730 | 1,281
1880, . . . . . . . . . . . . 2,008 || 30 - 40 || 4,741 44
1886, . . . . . . . . . . . . 3,295 7 79 24 6,369 | 1,738
1887, . . . . . . . . . . . . 3,289 2 (39 57 6,320 | 1,385
1888, . . . . . . . . . . . 3,538 17 59 63 || 5,028 || 1,718
1889, . . . . . . . . . . . 3,095 8 16 12 || 4,527 | 1,012
1890, . . . . . . . . . . . 2,468 5 55 18 4,989 921
1891, . . . . . . . . . . 2,960 9 31 9 || 4,811 103
3 C-10-91
34 C.
[OFF. DOC.
DEPARTMENT OF INTERNAL AFFAIRs.
NUMBER of EACH DESCRIPTION OF VESSELS OF MoRE THAN 100 Tons ARRIV-
ING AT PHILADELPHIA FROM CoASTWISE PORTS IN RECENT YEARs—(PHILA.
MARITIME ExCEIANGE).
05 º
§ Q)
YEARS. F. th uſ e 5
- cº Q4 +4 Éh 3
Q) • P- § º
à # , || 3 £º #.
1878, . . . . . . . . . . . . . . . . . . . . 1,780 tº e 11 10 4,070
1879, . . . . . . . . . . . . . . . . . . . . 1,681 2 36 26 4,707
1880, . . . . . . . . . . . . . . . . . . . . 1,872 .7 50 44 4, 152
1881, . . . . . . . . . . . . . . . . . . . . 1,657 5 47 50 3,549
1882, . . . . . . . . . . . . . . . . . . . . 1,846 11 33 53 3,748
1883, . . . . . . . . . . . . . . . . . . . . 1,777 7 49 56 3,980
1884, . . . . . . . . . . . . . . . . . . . . . 1,658 14 50 22 3,459
1885, . . . . . . . . . . . . . . . . . . . . 1,633 25 42 20 3,008
1886, . . . . . . . . . . . . . . . . . . . 1,619 19 53 25 2,518
1887, . . . . . . . . . . . . . . . . . . . . 1,539 19 77 52 2,727
1888, . . . . . . . . . . . . . . . . . . . . 1,517 18 34 22 2,396
1889, . . . . . . . . . . . . . . . . . . . . 1,433 11 21 8 2,509
1890, . . . . . . . . . . . . . . . . . . . 1,376 8 80 19 2,361
1891, . . . . . . . . . . . . . . . . . . . . 1,474 16 44 8 2,706
AN ESTIMATE OF ARIRIVALS AND DEPARTURES OF VESSELS COASTWISE AND
witH DOMESTIC Ports,
IN THE YEAR 1890–MADE BY THE UNITED STATES
ENGINEER'S OFFICE.
V ESSELS. Arrivals. Departures.
Steamers, excluding tug boats and ferry boats, . . . . . 9,678 9,785
Sailing vessels, . . . . . . . . . . . . . . . . . . . . . 5,420 4,208
Canal boats and barges, . . * * * • s & 8,070 11,640
Railroad lighters between Philadelphia and Camden, . . 9,040 6,718
Rafts, . . . . . . . . . . . . . . . . . . . . . . . . . . 205 235
Total, . . . . . . . . . . . . . . . . . . . . . . . . . 32,413 32,586

Tonnage of Delaware River to and from Wilmingtvn, Delaware, not included in
the statement of freight movement given under domestic commerce, 852,954 gross
tonS.
No. 10.] STATISTICŞ–SHIP-BUILDING ON THE DELAWARE. C. 35
TONNAGE OF VESSELS ENRO LL1, D AND LICENSED AT THE PORT OF PEIILADEL-
PEIIA TO TAKE PART IN THE COASTING TRADE.
1789, . . . . . . . 4,015 1824, . . . . . . . 27,796 1858, . . . . . . . 159,928
1790, . . . . . . . 5, 180 | 1825, . . . . . . . 29,421 | 1859, . . . . . . . 163,030
1791, . . . . . . . 3,222 | 1826, . . . . . . . 31,583 | 1860, . . . . . . . . 174,642
1792, . . . . . . . 3,515 | 1827, . . . . . . . 34,436 | 1861, . . . . . . . 182,759
1793, . . . . . . . 4,625 | 1828, . . . . . . . 37,416 | 1862, . . . . . . . 202,615
1794, . . . . . . . 6,273 1829, . . . . . . . 27,494 | 1863, . . . . . . . 163,949
795, . . . . . . . 7,325 | 1830, . . . . . . . 24,236 | 1864, . . . . . . . 194,502
1796, . . . . . . . 7,669 | 1831, . . . . . . . 29,225 | 1865, . . . . . . . 212,014
1797, . . . . . . . 8, 178 || 1832, . . . . . . . 31,147 | 1866, . . . . . 204,499
1798, 8,348 || 1833, . . . . . . . 30,529 | 1867, . . . . . . . 221,874
1799, . . . . . . . 7,857 | 1834, . . . . . . . 32,079 | 1868, . . . . . . . 237, 146
1800, . . . . . . . 8,032 1835, . . . . . . . 34,857 | 1869, . . . . . . . 157,037
1801, . . . . . . . 7,444 | 1836, . . . . . . . 40,871 1870, . . . . . . . 263,865
1802, . . . . . . . 8,951 | 1837, . . . . . . . . 42,592 1871, . . . . . . . 276,358
1803, . . . . . . . 9,855 | 1838, . . . . . . . 45,080 | 1872, . . . . . . . 296,729
1804, . . . . . . . 9,995 | 1839, . . . . . . . 48,293 | 1873, . . . . . . . 312,468
1805, . . . . . . . 11,000 | 1840, . . . . . . . 51,675 1874, . . . . . . . 329,053
1806, . . . . . . . 10,297 | 1841, . . . . . . . 58,425 | 1875, . . . . . . . 330,528
1807, . . . . . . . 11,440 | 1842, . . . . . . . 57,749 1876, . . . . . . . 179,932
1808, . . . . . . . 14,671 1843, . . . . . . . 64,894 | 1877, . . . . . . . 173,823
1809, . . . . . . . 14,922 | 1844, . . . . . . . 74,599 || 1878, . . . . . . . 140,057
1810, . . . . . . . 15,803 | 1845, . . . . . . . 91, 132 1879, . . . . . . . 151,878
1811, . . . . . . . 17,164 1846, . . . . . . . 88,228 1880, . . . . . . . 161,087
1812, . . . . . . . 17,502 1847, . . . . . . 109,407 | 1881, . . . . . . . 159,352
1813, 20,247 1848, . . . . . . . 126,371 | 1882, . . . . . . . 158,628
1814, . . . . . . . 20,407 | 1849, . . . . . . . 134,265 | 1883, . . . . . . . 158,067
1815, . . . . . . . 22,360 | 1850, . . . . . . . 142,292 | 1884, . . . . . . . 158,343
1816, . . . . . . . ,7 1851, . . . . . . . 153,003 | 1885, . . . . . . . 154,439
1817, . . . . . . . 24,296 | 1852, . . . . . . . 161,704 1886, . . . . . . . 166,878
1818, . . . . . . . 25, 148 1853, . . . . . . . 179,739 || 1887, . . . . . . . 160,384
1819, . . . . . . . 23,673 || 1854, . . . . . . . 193,794 | 1888, . . . . . . . 153,937
1820, . . . . . . . 24, 117 | 1855, . . . . . . . 217,365 1889, . . . . . . . 172,413
1821, . . . . . . . 25,080 | 1856, . . . . . . . 138,476 | 1890, . . . . . . . 194,975
1822, . . . . . . . 23,995 | 1857, 151,975 | 1891, . . . . . . . 204,407
1823, 27,291 - --
Some explanation of certain parts of the above tables is necessary.
The records for 1789 and for 1792 are incomplete.
The small number
of vessels arriving during the years 1813 and 1814 is due to the
British blockade of the Delaware during the war at that time in pro-
gress. The rapid increase beginning with the year 1829 was due to the
opening of the Chesapeake and Delaware canal in the spring of that
year, and the consequent addition of much of the commerce of the
Chesapeake bay and the Susquehanna river to that of the Delaware.
The subsequent increase was principally by the growing exportation
of coal. The smaller numbers, 1843–1846, are probably accounted for
by a temporary cessation of the record of smaller vessels, while the
similar change after 1872 is quite evidently attributable also to a
change of system of recording entrances. In the table giving classes
of vessels, the years down to 1852, include foreign arrivals as well as
coastwise. It may be repeated that a smaller number of vessels in
later times may really represent a very much greater tonnage than in
the time of the old small vessels. The other tables are self-explanatory
except that the decrease in the enrolled tonnage about 1875, probably
arises from the adoption of a different system of measuring ships to
estimate their tonnage
36 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
During the Revolution the commerce of Philadelphia, coastwise and
foreign alike, had sunk to insignificance. When it revived after the
cessation of active hostilities the main directions in which it extended
were but little changed from colonial times, as is indicated by the fol-
lowing table. Such changes as showed themselves on the first revival
of commerce, as for instance, the much greater proportionate amount
of coastwise commerce, tended soon to return to the earlier distribution.
PROPORTION OF THE VEssBLs LEAVING PHILADELPHIA For VARIOUs DEST1-
NATIONS AT CERTAIN PERIODs.
1735. 1770. 1785. 1801.
DESTIN ATION. Per cent. | Per Cent. | Per Cent. | Per Gent.
Continent of North America, . . . 25 40 54 25
West Indies and adjacent regions, . 36 26 31 30
British Isles, . . . . . . . . . . . . 18 , 10 # 12
Continent of Europe, Madeira, etc., 15. 20 ; 30
For some years the relative importance of foreign and coastwise com-
merce remained about the same, after which time the coastwise traffic
began to draw ahead, which it has since constantly continued to do.
Much of Philadelphia's importation from other American ports, espe-
cially in the early years of the century, was of articles intended to be sent
to Europe, and her coastwise exportation, likewise, consisted largely of
articles previously brought from abroad. It is true that Pennsylvania,
as in colonial days, still sent to New England and the South her wheat,
flour and other food products, her bar-iron, ironware, nails, paper, etc.,
and in later times, her coal and petroleum; bringing back from the
other states their own fish, tobacco, and rum, rice, Woods, indigo, bitum-
inous coal, tar and turpentine, etc., for use here. But a great deal more
of the exportation to domestic ports was made up of the manufactured
goods, the salt and the wines of Europe; the sugar, coffee, rum, and molas-
ses of the West Indies, and the teas, Spices and other products of China and
the East Indies; while we brought in cotton from Georgia, Louisiana and
the southern states, tobacco, rice, naval stores and other staples, largely
to be sent in turn to Europe. Before railroads existed for such internal
distribution or canals had made a cheap and easy route to the linterior,
the requirements and the products of the great Mississippi valley
passed up and down the Mississippi river through New Orleans and
made their way to or found their way from European markets through
the eastern seaboard cities. e
Of this combined foreign and coastwise trade Philadelphia had a
large share, as is indicated, among other evidences, by the early estab-
lishment of packet lines between Philadelphia and such points.
This last-named system grew up only after the Revolution, when more
regular trips began to be made by certain vessels to various places at
No. 10.] STATISTICS-SHIP-BUILDING ON THE DELAWARE. C. 37
stated times. These vessels were at first advertised as “regular traders,”
but soon became regularly established lines with stated days for depart-
ure, one or more vessels running to and from a certain port only. One
of the earliest of such lines ran between Philadelphia and Newcastle
on the Delaware, for the purpose of taking and receiving freight which
had been brought across the the narrow neck of land from the “Head
of Elk,” on the Chesapeake. This line of trade had come into exist-
ence with the great demand abroad for American grain during the
latter years of last century, making it profitable to bring wheat, flour,
corn and salt meats down the Susquehanna, across to the Delaware and
to ship it from Philadelphia to Europe. By the early years of this
century passenger traffic also, between Philadelphia and Baltimore, had
developed to such an extent that a new line of regular packets was put
on in 1805 between Philadelphia and Newcastle, consisting of three
packet boats, one of which left every day but Sunday, meeting a stage
coach at Newcastle which carried passengers across Delaware state and
connected with a line of four packet boats on the Chesapeake. A simi-
lar route to New York existed by means of packet boats to Burlington
or Trenton, there meeting stages in which to cross New Jersey to the
Raritan River, whence boats ran to New York and vicinity. Other
packet lines were established to points along the river, subsequently
the field was extended further and regular lines were established to
New York and Boston, to Charleston, S. C., to New Orleans, La., and
ultimately to almost every place of importance on the Atlantic sea-
board. -
By the end of the first quarter of the century the system had become
Something like a complete One, packet lines of Sailing vessels being in
existence to twenty or more points in the American coast, besides points
in the Delaware River, and even running to European ports. In 1827
there were ninety-four vessels regularly engaged as packets from Phila-
delphia to various coastwise ports. The number of vessels, the ports to
which they ran, and other particulars are indicated in the following
table constructed at that time for the purpose of influencing the United
States Government to spend more money in the improvement of navi-
gation in the Delaware river. wº
At the same period the annual value of transient coastwise vessels and
cargoes coming to and going from Phlladelphia, in addition to this
packet traffic, was estimated at an additional sum of $20,000,000.
38 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
TRAFFIC OF REGULAR PACKET LINES TO DOM ESTIC PORTS IN THE YEAR
1827–(A ContFMPORARY ESTIMATE).
2. c º 3 .
*—t
# a & #3
Q) ſt E - Ps
| | | | 3 | = 3
PORTS TO WITICEI PACIRET LINES RAN. O e P- aff 2. É
:- g) tº Gl) q) Q) bſ)
Q) bſ) q) ‘bſ) C. bſ cº
3 || 3: ; ; ; ;0 | # 3.
3 Q) Q) 35 º GD CŞ
E > P. P- º P- 24
Z. -: <! <!
Baltimore, Md., . . . . . . . à è is e e s e s a • * 5 $3,000 || $6,000 90
Alexandria, Va., . . . . . . . . . . . . . . . . . . - 4 3,000 5,000 70
Richmond, Va., . . . . . . . . . . . . . . . . . 5 4,000 7,000 90
Petersburg and Norfolk, Va., . . . . . . . . . . . 3 4,000 || 6,000 40
New Orleans, La., . . . . . . . . . . . . . . . . . 5 13,000 | 80,000 35
New Orleans, La., . . . . . . . . . . . . . . . . 3 || 13,000 || 37,000 24
Atacapas, . . . . . . . . . . . . . . . . . * * * 2 7,500 | 12,500 12
Mobile, Ala., and Pensacola, Fla., . . . . . . . . . 2 3,000 | 10,000 16
Newbern, N. C., . . . . . . . . . . . . . . . . 1 5,000 5,750 18
Wilmington, N. C., . s tº º g º 'º s 3 2,500 || 4,000 54
Charleston, S. C., and Savannah, Ga., . . . . . . . 4 | 12,000 || 36,000 90
New York, . . . . . . . . . . . . . . . . . . . 15 2,000 | 12,500 528
Hartford, Conn., . . . . . . . . . . . . . . . . . . 3 2,500 | 10,000 48 .
Nantucket, Mass., . . . . . . . . . . . . . . .. . . 3 2,000 6,000 48
New Bedford, Conn., . . . . . . . . . . . . . . . 3 2,000 6,000 32
Providence, R. I., . . . . . . . . . . . . . . . . . 6 3,000 21,666 60
Boston, Mass., . . . . . . . . . . . . . . . . . . . 11 6,000 | 16,000 171
Portsmouth, N. H., . . . . . . . . . . . . . . . . 2 1,500 5,000 40
Portland, Maine, . . . . . . . . . . . . . . . . . . - 2 2,000 7,000 15
Salem, Mass., . . . . . . . . . . . . . . . . . . 1. 3,000 || 10,000 15
Newburyport, Mass., . . . . . . . . . . . . . . . 4 2,400 || 3,000 48
Hingham, Mass., . . . . . . . . . . . . . . . . . 4 2,400 3,000 48
Stonington, Conn., . . . . . . . . . . . . . . . . 3 1,500 3,000 30
Total, . . . . . . . . . . . . . . . . . . . . 94
Total estimated value of vessels on all the trips of a year, . . . . $6,159,400
Total estimated value of cargoes on all the trips of a year, . . . . 21,736,500
Total value of vessels and cargoes on packet lines, . . . . . . . 27,895,900
Land carriage by railroads militated against the coastwise packet
lines and the development of steam vessels gradually superseded them
in the traffic that remained. -
The coastwise commerce of Pennsylvania, as far as it consisted of traffic
with the regions around Baltimore and with places in the vicinity of
New York, was manifestly taking a very roundabout route when it had
to go by way of the capes of the Delaware. Projects were therefore
early set on foot for cutting across the narrow parts of Delaware and of
New Jersey by means of canals. These plans were finally realized by
the opening of the Delaware and Chesapeake Canal in 1829, and the
Delaware and Raritan Canal in 1834. The amount of traffic that passed
through these canals was considerable as is indicated by the increase
of Philadelphia coastwise traffic shown in the general table, though the
development of railroads ultimately changed the conditions of the
problem of transportation. In 1830 a line of packets to run regularly
No. 10.1 STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 39
between Philadelphia and Port Deposit, Md., was established, and soon
two lines of steamboats and seven of Sailing packets ran through the
canal to points on the Chesapeake and its rivers. The following record
of traffic through the canal for the year ending June 1st, 1831 will give
some idea of its importance in these pre-railroad days:
1,230 packet vessels carrying general merchandise.
600 vessels carrying 13,332 cords wood.
272 do. do. 7,118,734 feet lumber.
294 do. do. 101,462 barrels flour.
446 do. do. 289,173 bushels wheat, corn, etc.
2,638 do. do. cotton, Iron, oysters, fish whisky, etc.
5,480 vessels and boats of every description.
The organization, in 1841, of a steamboat company to tow canal boats
between Philadelphia and Havre de Grace increased the amount of
freight passing through the canal very materially. The early business
of this company increased as follows:
NUMBER or BoATs Towed ANNUALLY BETwº N PHILADELPHIA AND
HAVRE DIE GRACE.
1841, . . . . . . . . 961 | 1844, . . . . . . . . 2,474 | 1847, . . . . . . . . 4,806
1842, . . . . . . . . 1,387 | 1845, . . . . . . . . 3,593 1851, . . . . . . . . 6,000
1843, . . . . . . . . 1,900 t
In the last of these years four iron steam towboats were occupied in
performing the work. Grain, flour, Salt beef and other provisions, iron
and certain manufactured articles were brought by way of the Dela-
ware and Chesapeake canal from the Susquehanna and other rivers
running into the Chesapeake bay for export from Philadelphia, and a
variety of articles sent back, partly the productions of Philadelphia
and its vicinity, partly imported. The Delaware and Raritan canal
served something of the same purpose, though the main part of the
traffic passing through it, as much of that of the Delaware and Chesa-
peake, was merchandise and othor products passing between New Eng-
land, New York and the southern states and therefore hardly to be con-
sidered as Pennsylvania commerce at all.
A product purely Pennsylvanian, however, soon came to make much
use of the Delaware and Raritan canal as of other waterways and rail-
roads. This was anthracite coal. Coal, in fact eventually became the
principal item in the coastwise commerce of the Delaware. The export
of anthracite from Pennsylvania began in 1822 with a cargo of seventy-
three tons sent out by the Lehigh Coal and Navigation Company, The
next year that company sent out 723 tons and in 1824 shipped 3,255
tons. In 1825 the Schuylkill Coal Company and others brought 5,000
tons down from that field and sent it away, principally to New York.
From that time onward coal was shipped constantly by these companies
and many others. The coal was loaded in vessels principally at two
points, first, Bristol, on the Delaware, fifteen miles above Philadelphia,
at the terminus of the Delaware branch of the state canal system. This
40 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
was opened in 1831 and by means of it the coal was brought down in
canal boats from the Lehigh region, to be loaded in vessels for ship-
ment to other, principally northern, ports. The shipments from Bristol
for some years were very active, some 200,000 tons having been shipped
in about 1,500 vessels in the year 1846. But the establishment of coal
wharves below at Port Richmond, the opening of an outlet from the state
canal into the river above, leading to canal boat shipments direct to the
vicinity of New York, the acquisition of canal and railroad routes across
New Jersey by some of the principal coal shipping companies and per-
haps other causes, brought the line of shipments from Bristol eventually
entirely to an end and now scarcely a vessel, except, river, pleasure, and
freight steamers, passes beyond the upper boundary of Philadelphia.
Just below this boundary, however, was the point chosen by the Read-
ing Railroad Company to place its coal wharves when the point of
shipment was changed from its old location at the terminus of the
Schuylkill canal. Port Richmond on the Delaware has ever since re-
mained the greatest point of water shipment of coal in the world.
The distribution of coal sent by water from this point is to almost
every American state and to several colonies, the West Indies and other
places. The 2,000,000 and more tons sent away in 1871 was destined to
some twenty-six states and colonies located as follows:
Total, 2,343,026. Of which
New England, . . . . . . 1,406,502 | South of Philadelphia, . . . 148,912
New York and New Jersey, 575,447 | Foreign ports, . . . . . . . 20,269
Pennsylvania, . • * * 191,896 -
As to the amount of coal shipped from the Delaware river, the statis.
tics are available for Some twenty-five years, for all shipments, and for
later years those from Port Richmond only.
Number of
YEARS. tons sent by Nº. Of
Water. *Je
1822, . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 4
1823, . . . . . . . . . . . . . . . . . . . . . . . . . . 723 11
1824, . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,255 40
1825, . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,520 150
1826, . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,413 71
1827, , . . . . . . . . . . . . . . . . . . . . . . . . . . 39,327 397
1828, . . . . . . . . '• • * * * * * * * * * * * * * * * * * 45,915. 469
1829, . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47, 100 489
1830, . . . . . . . . . . . . . . . . . . . . . . . . . . . 63, 137 644
1831, . . . . . . . . . . . . . . . . . . . . . . . . . . . 55,640 563
1832, . . . . . . . . . . . . . . . . . . . . . . . . . . 158,442 1,592
1833, . . . . . . . . . . . . . . . . . . . . . . . . . . . 198, 168 2,010
1834, . . . . . . . . . . . . . . . . . . . . . . . . . . . 156,154 1,575
1836, . . . . . . . . . . . . . . . . . . . . . . . . . . . 267,139 2,261
1836, . . . . . . . . . . . . . . . . . . . . . . . . . . . 344,812 3,225 .
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 41
From Richmond the terminus of the Philadelphia and Reading Com-
pany, the shipments since 1846 have been as follows, though a small
amount has sometimes been delivered at other wharves in the city limits
and is therefore hardly to be considered as coastwise export:

Years. Tons, Years. TOn S. Years. TOnS.
1846, . . . . . . 892,364 || 1862, . . . . . . . 1,325,400 || 1878, . . . . . . 2,136,215
1847, . . . . . . . 1,247,040 || 1863, . . . . . . 2,128,154 || 1879, . . . . . . 2,618,309
I848. 1864, . . . . . . 2, 158,423 || 1880, . . . . . . 1,631,603
1849. 1865, . . . . . . 2,051,202 || 1881, . . . . . . 1,920,913
1850, . . . . . . 1,075,344 || 1866, . . . . . . 2,402,897 || 1882, . . . . . . 2,017,897
1851, . . . . . . 1,211,605 || 1867, . . . . . . 2, 121, 199 || 1883, . . . . . . 2,127,965
1852, . . . . . . 1,236,649 || 1868, . . . . . . 2,113,581 || 1884, . . . . . . 1,886,421
1853, . . . . . . 1,505,984 || 1869, . . . . . . 2,362,972 || 1885.
1854. 1870, . . . . . . 1,951,467 || 1886.
1855, . . . . . . 1,576,596 || 1871, . . . . . . 2,343,025 || 1887.
1856, . . . . . . 1,421,213 || 1872, . . . . . . 2,238,850 || 1888.
1857, . . . . . . 1,076, 187 || 1873, . . . . . . 2,226,865 || 1889.
1858, . . . . . . 1,029,003 || 1874, . . . . . . 2,051,117 || 1890.
1859, . . . . . . 1,004,540 || 1875, . . . . . . 1,703,459 || 1891.
1860, . . . . . . 1, 186,477 || 1876, . . . . . 1,832,627
1961, . . . . . 909, 112 || 1877, . . . . . . 5,784,657
For many years the coal was shipped in whatever vessels presented
themselves for a cargo. These were principally brigs, schooners and
sloops ranging from 60 to 250 tons burden, but all rigs were repre-
sented; at certain times of year they were in great demand and all
vessels arriving, not otherwise engaged, were immediately chartered for
the carriage of coal. Much often remained on the wharves for want of
carrying facilities and the active trade of these times shows itself in the
list of coastwise arrivals given above. The number and variety of
vessels made use of will appear from the following table, for the two
years, 1846 and 1847:

7 Rºss'ſ 1846. 1847.
VEssels. Number. Number.
Ships, . . . . . . . . . . . . . . . . . . . . . . . . . * - 1 2
Barks, . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 37
Brigs, . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341 798
Schooners, . . . . . . . . . . . . . . . . . . . . . . . 3,092 5,614
Sloops, . . . . . . . . . . . . . . . . . . . . . . . . . . 935 1,066
Steamboats, . . . . . . . . . . . . . . . . . . . . . . . . 14 78
Barges, . . . . . . . . . . . . . . . . . . . . . . . . . . . . 928 177
Boats, . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,150 5,700
Total, . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,485 |' 13,472
Carrying Coal, (tons), . . . . . . . . . . . . . . . . . . . . 892,464 1,247,040
In 1869, however, the Reading Railroad Company determined to enter
themselves upon the business of transporting coal from Richmond to
its ports of Sale and immediately set about the creation of a fleet of iron
42 C. DEPARTMENT OF INTERNAL AFFAIRS. [OFF. DOC.
steamboats. Fourteen of these were soon built at a cost of something
over two and one-half million dollars and put into Service as follows:
DATE. NAME. Tonnage.
1869, . . . . . . . . . . . . . . . . Rattlesnake, . . . . . . . . . . . 4.17
1869, . . . . . . . . . . . . . . . . Centipede, . . . . . . . . . . . . 436
1870, . . . . . . . . . . . . . . . . Achilles, . . . . . . . . . . . . . 763
1870. . . . . . . . . . . . . . . . . Hercules, . . . . . . . . . . . . . 764
1870, . . . . . . . . . . . . . . . . Leopard, . . . . . . . . . . . . . 609
1870, . . . . . . . . . . . . . . . . Panther . . . . . . . . . . . . . 699
1873, . . . . . . . . . . . . . . . . | Reading . . . . . . . . . . . . . 1,283
1874, . . . . . . . . . . . . . . . Harrisburg, . . . . . . . . . . . . 1,283
1874, . . . . . . . . . . . . . . . . Lancaster, . . . . . . . . . . . . 1,283
1874, . . . . . . . . . . . . . . . . Perkiomen, . . . . . . . . . . . . 1,035
1874, . . . . . . . . . . . . . . . . Berks, . . . . . . . . . . . . . & 553
1874, . . . . . . . . . . . . . . . . Williamsport, . . . . . . . . . . . 1,283
1874, . . . . . . . . . . . . . . . . Allentown, . . . . . . . . . . . . 1,283
1874, . . . . . . . . . . . . . . . . Pottsville, . . . . . . . . . . . . . 1,283
These vessels carry from 500 to 1,650 tons of coal at a trip and make
from 30 to 35 trips a year, They deliver therefore from 450,000 to
500,000 tons of coal yearly to points along the Atlantic coast. They
run mainly to Boston and points between, though frequently as far as
Portland, Maine. The traffic would employ constantly from 150 to 250
schooners of medium size. -
But notwithstanding the continued activity in the shipment of coal
from Philadelphia and its vicinity (and this includes, in addition to the
Richmond traffic, a large amount of bituminous and anthracite shipped
by the Pennsylvania railroad on the Schuykill, and of anthracite by
the Lehigh companies at Camden), yet the relative importance of the
Delaware as a coal shipping stream, has decidedly sunk. In 1840 prac.
tically all the coal mined in Pennsylvania was sent to the banks of the
lower Delaware either for consumption or shipment. By 1870 there
were the following additional outlets:
TO New York, eight railroads and canals;
To Baltimore, four railroads and canals;
To the Great Lakes and northwest, five railroads.
In the same year the direction of consignments to tide water was as
follows: -
To Philadelphia and vicinity, 3,056,198 tons;
To New York and vicinity, 6,431,626 tons;
To Baltimore and vicinity, 305,494 tons.
And this condition of affairs has not materially changed since.
The following table is a record of receipts and shipments of articles
from and to other ports in the United States, collected by the United
States engineer in charge of improvements in the Delaware, from the
reports of the individual shippers and consignees for the year 1890 :
No. 10.]
C. 43
STATISTICS.–SHIP-BUILDING ON THE DELAWARE.
RECEIPTS FROM AND SEIIPMENT's To CoAs Twise, Ports IN THE YEAR 1890.
RECEIPTS. TOns. SEIIPMENTS. TOrls.
Ice, . . . . . . . . . . . . . 603,635 || Coal, . . . . . . . . . . . . 3,044, 130
Chemicals, . . . . . . . . . 11,003 || Iron, manufactured, . . . . 141,230
Oysters and fish, . . . . . . 103,561 || Cotton, . . . . . . . . . . 170
Iron, manufactured, 79,055 || Lumber, . . . . . . . . . . 31,696
Coal, . . . . . . . . . . . . 166,846 || Manure, . . . . . . . e g 60,217
Cotton, . . . . . . . . . . . 15,050 || Petroleum, . . . . . . . . . 27,020
Lumber, . . . . . . . . . . 216,234 || Fertilizers, . . . . . . . . . 18,009
Railroad ties, . . . . . . . . 87,848 || Unclassified, . . . . . . . . 1,263,927
Wood, . . . . . . . . . . . . 12,633 -
Stone, building, . . . . . . . 49,085 Total, . . . . . . . . . 4,686,399
Stone, paving, block, . . . . 40,064 || Passengers departing, . . 979,476
Sand, . . . . . . . . . . . . 178,582 ||
Fertilizers, . . . . . . . . . . 42,952
Sugar, . . . . . . . . . . . . 2,070
|Unclassified, . . . . . . . . 2, 138,258
Total . . . . . . . . . . . 3,746,877
* 949,079
Passengers arriving,
44 C. - DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
STEAM NAVIGATION.
Philadelphia was the birthplace of steam navigation, as far at least as
America is concerned. The story of Fitch, his struggles, his temporary
success, and his failure which might so easily have been a permanent
success, are now familiar to all. lt was in a little stream running into the
Delaware that John Fitch, in 1785, placed his first model. By the next
summer he had developed his plans, applied for patents, obtaining one
from the Legislature of New Jersey, formed a company of Philadelphia
men who had among them subscribed $300, and built and launched a
steamboat on the Delaware, which made some progress notwithstanding
the liberal leakage of its boiler, and other defects. A second steamboat
was now constructed forty-five feet long, and in the summer of 1787
this boat ran successfully in a trial trip up and down in front of the
city. Among the spectators were a number of delegates to the Federal
Convention at that time in session at Philadelphia. On July 12th,
1788, a new vessel with improved engines and paddles ran as its trial
trip to Burlington, N. J., in front of which, unfortunately, the boiler
burst. After many difficulties and discouragements another and a suc-
cessful test was at last made in December, 1789. In the spring of 1790,
this boat began running regularly on trips every other day between
Philadelphia, Burlington, Bristol, Bordentown and Trenton. On Sun-
days a pleasure trip was made down to Chester and back. This steam-
boat service continued through the summer of 1790 and into September,
when it ceased. During the same months Fitch's company was also at
work building a second steamboat destined to run on the waters of
the state of Virginia, but as it was reaching completion, a storm arose,
drove it from its moorings and it was wrecked in the mud of Petty’s
Island opposite. The finances and the faith of the company would not
endure any further strain and steamboat navigation on the Delaware for
a time came to an end.
Its failure at this first period probably arose not from individual
difficulties but from industrial conditions. There were in Philadelphia,
so many other ways for the investment of capital in which returns were
more certain and more immediate and the whole economic order of the
new nation was so incompletely developed, that it was only at a time
later by fifteen years and in a city where opportunities for investment
were not so varied and perhaps economic life more active and the spirit
of speculation stronger, that the inertia of custom was at last broken
and steamboat navigation put on an actual practical basis.
But at Philadelphia, for almost twenty years after the “Perseverance”
was wrecked, there were no boats in the Delaware propelled by steam.

No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 45
In 1809, however, the period of steam navigation here began its con-
tinuous existence. The great opportunity which attracted the early
projectors of steamboat lines, was their use as substitutes for the Sail-
ing vessels on the river packet lines, especially those which took pas-
sengers over one section of the journey to New York or to Baltimore.
Their use as ferry boats to Camden and for pleasure trips was, it is
true, almost simultaneous, but their more ambitious forms of service
as tug boats on the rivers and canals, as packet boats for freight and
passengers to distant coastwise ports and ultimately to Europe and
other foreign countries, were only thought of long afterwards and intro-
duced step by step. The pioneer boat in this development was the
“Phoenix,” built by Stevens in New York, but prevented from running
there by the monopoly given to Fulton & Livingston in 1787. On
account of this obstacle to its use as originally intended, it was brought
safely around the New Jersey coast, the first Ocean steam voyage, up
the river to Philadelphia and took its place along with the sailing
packet boats between Philadelphia and Trenton on the route to New
York. It carried some forty passengers for whom berths were provided
in the cabin and steerage. Pleasure trips were also made on moonlight
nights and on Sundays, with meals and music served on board in quite
modern style. In July, 1810, the “Phoenix” began running regularly
on Mondays, Wednesdays, Thursdays and Fridays to Bordentown, a
trip which was made in about four hours. Here stages were ready to
take passengers across New Jersey to the Raritan at New Brunswick,
a distance of twenty-six miles, where another steamboat was met, as
already described. In the same year, 1810, a steam ferry boat, the “Cam-
den,” was built in Philadelphia, and began to run regularly to Camden
for the transportation of passengers only, cattle and wagons being still
carried over in the old boats. Proposals were also published to estab-
lish a line of steamboats on the Baltimore route to run between Phila.
delphia and Wilmington, passengers being conveyed across the interven.
ing sixteen miles to the waters of the Chesapeake, there to take another
steamer to Baltimore, as was done in the old sailing packets. This pro-
posal took shape and the first steamboat for the service, the “Dela.
ware,” was launched at Grice's shipyard in Kensington, in September,
1812. g
In 1813 two more steamboats were put on a new route to New York
by way of Burlington and Bordentown, forming a daily line, another
steam ferry boat to Camden was added and two steamboats was placed
in the river for general traffic. In 1815 another steam ferry line was
established. Scarcely a year now passed in which some new steam-
boat was not launched for river traffic of some kind, several were also
brought from New York and some sent from Philadelphia to Baltimore.
By 1818 there were two regular lines to that city, each having two
steamboats on the Delaware and two on the Chesapeake. By 1824
46 C. DEPARTMENT OF INTERNAL AFFAIRs. LOFF. DOC.
there were five steamboat lines on the corresponding route to New York.
In the middle of the century there were between twenty-five and thirty
steamboat lines running on the Delaware. At present there are about
twenty river traffic lines with some thirty boats, aside from tugs, ferry
boats and steamboats going outside of the river. * .
One of the next uses to which steamboats were put after gaining
recognition as river packet boats was as tug boats. One of the old
difficulties of the harbor of Philadelphia was its liability to become
impassable from ice, either newly formed or collecting in broken masses
from above in the bends and narrow channels. Frequently for some
days or weeks, sometimes for a month or more, the river and bay would
be frozen over fast or so filled with floating ice that sailing vessels
could not make their way through. It was early suggested that steam
towboats, built especially for the purpose of making their way through
and breaking up the ice would be of inestimable advantage to winter
navigation. In 1833 the Philadelphia board of trade set itself vigor-
ously to work to create an interest in such boats and on the first of Sep-
tember, 1835, the Steam Tow Boat Company, which had been formed
for this purpose, saw its first boat, the “Pennsylvania,” launched from
Rensington. It was of 300 tons burden, with two engines, each of
100 horse power. Its engines were unfortunately so much delayed that
it was of no use for the first winter, but the next year a second, the
“Delaware,” was built and with the “ Pennsylvania,” put into service.
In the winters of 1836 and 1837 a large number of vessels were towed
up from the Capes by these boats. In the next year an ice boat built
by the city for similar purposes was placed on the river and was said to
have more than repaid her cost in opening up exit and entrance for
a large number of valuable merchant vessels in January, 1839. In the
winters of 1846 and 1847 the city ice boat towed between the city and
the capes, twelve ships, twenty-One barks, sixty-six brigs, thirty-one
schooners and thirty sloops, altogether 137 vessels, with an aggregate
tonnage of 26,460. In 1856 it was refitted and provided with two new
engines of 500 horse power each. It was then 198 feet long and twenty-
five feet wide with extensions which enabled it, when in use, to break a
pathway through the ice fifty-two feet in width. It was now much the
largest and most powerful ice boat in the United States. Subsequently
two other ice boats were added and all three have since been main-
tained by the city by an annual appropriation, though the increasing
mildness of the winters has to a great extent obviated the necessity of
their use. During the same period steam tugs for all purposes became
common and there are at present about 150 in constant use on the
Delaware. The formation in 1841 of the Steam Tow Boat Company
for towing freight boats through the Delaware and Chesapeake canal
and in the two rivers, has already been mentioned under the subject
of coastwise commerce.
No. 10.] STATISTICS-SHIP-BUILDING ON THE DELAWARE. C. 47
River steam packets soon suggested coastwise steam packets, and as
early as 1818 a meeting was called and the “Savannah Steamship Com-
pany” formed for the purpose of building and running a steamship be-
tween Philadelphia and Savannah. The project, however, never came
to completion. In 1835 there was again a good bit of discussion about
establishing a line of steamboats to run to Charleston, Key West and
New Orleans. But this also failed for want of sufficient subscriptions,
and it was not until 1850 that a southern line of steamboats was at least
actually running. In 1851 a second line to Richmond was established,
and in 1852 one to Boston. Subsequently others were added, and steam
vessels became at first a regular addition to, and finally a substitute for,
the old lines of coastwise sailing packets. There are now seven steam
lines running between Philadelphia and other coastwise ports.
During the same years steam connection with Europe was fir,ally
made. In 1838, when the first line between England and New York
began running, the board of trade of Philadelphia took up the matter
of ocean steam navigation with interest and appreciation. Public
meetings were held, and an agent was sent to England to visit the
principal steamship builders and owners. A committee reported in
favor of building a steamship of 2,500 tons, and subscriptions to the
$500,000 capital needed were invited. The capital, however, was not
forthcoming, and the project fell through.
In 1850, under English control, the Liverpool and Philadelphia
Steamship Line was established. Two vessels, the “City of Manches-
ter” and “City of Glasgow,” were put on and began to run regularly.
They continued to run during 1851, 1852, 1853 and 1854, making about
forty-four entry trips, while a third vessel, the “City of Philadelphia,”
was added in the last of these years, and subsequently the “City of
Washington,” “City of Baltimore” and “Kangaroo.” At the same time,
however, the breaking out of the Crimean war demanded such a num-
ber of transport vessels that in 1855 the two principal steamers of the
line were leased by the company to the British government, and the
regularity of sailing to Philadelphia, thereby broken up. The vessels
of the line still made trips in 1855, 1856 and 1857, but they were neither
prompt nor regular; the merchants of Philadelphia were dissatisfied,
and the owners of the line did not find it remunerative. It was there-
fore discontinued. During its continuance it had led to an increase in
the direct exports and imports of Philadelphia, as will be seen in the
annual values for those years. The cargoes had averaged about $250,-
000 in value, and the loss of direct connection with Europe was much
deplored.
Meantime, in the year 1851 the Pennsylvania Steamship Company
was incorporated and obtained some one hundred and five shareholders,
subscribing sums from $1,000 to $10,000 each. They built the steamer
“City of Pittsburgh,” to run between Philadelphia and Liverpool, but
48 C. DEPARTMENT OF INTERNAL AFFAIRs. | LOFF. Doc.
as it did not pay the managers determined to send it to California. On
the journey thither she was burnt in the Bay of Valparaiso, October
24, 1852. In 1859 the company was dissolved by the courts. In 1854
a project for a steamship line to Bordeaux, France, was discussed but
nothing came of it. In 1857 the Legislature of Pennsylvania chartered
the Philadelphia and Crescent Navigation Company, which proposed to
establish a line of weekly steamers between Philadelphia and Europe.
This company maintained a dragging existence for some years, latterly
making overtures to the Pennsylvania railroad to take it under its
control, but accomplished nothing. The Philadelphia Ocean Steam-
ship Company had a charter in 1859 but never had anything else.
Finally, after all this failure, in the summer of 1870, the old agitation
was again taken up, led by the board of trade, in connection with the
Pennsylvania Railroad Company. This time satisfactory arrangements
were made, all stock and bonds subscribed for, a charter obtained from
the legislature, and by the middle of 1871 a contract had been entered
into between the American Steamship Company and the Philadelphia
firm of William Cramp & Sons, to build four first-class iron propeller
ships. These were all finished and accepted by the beginning of 1874,
the “Pennsylvania” having made her trial trip in May, 1873, the “Ohio”
in July, the “Indiana” in October, and the Illinois in January, 1874.
They measured about 3,125 tons apiece, and cost altogether about $2,-
200,000. They were immediately placed in the service between Phila-
delphia and Liverpool, in which they have since remained, though un-
fortunately, it is said, at a continuous loss to their owners. There were
subsequently added to the line four steamers of British build, whose
arrivals at Philadelphia for the first time respectively were as follows:
Lord Clive, November, 1875; Lord Gough, May, 1879; British Prince,
April, 1882; British Princess; May, 1883. The vessels sail from Phila-
delphia weekly with passengers and freight.
In 1873 the Red Star Line began a regular service between Philadel-
phia and Antwerp. The first vessels run were the following: Water-
land, Abbotsford, Nederland, Kenilworth. In 1877, the Switzerland was
placed in the service, in 1879 the Zeeland, and still later the Rhynland
and Belgenland. The last four make up the present Service. .
In April, 1884, the Ailan Tine began running two steamers between
Philadelphia and Glasgow in a tri-weekly service. In 1885 an additional
vessel was placed on the line making a fortnightly service, which still
continues, though carrying freight Only. -
The Atlantic Transport Line began to run freight steamers to London
in 1885, and have had some half a dozen steamers in the Service since.
In December, 1889, the North Atlantic Trident Company established
a freight service between Philadelphia and London, making use of
chartered steamers. In December, 1890, the company became owner of
No. 10.] STATISTICs—-SHIP-BUILDING ON THE DELAWARE. C. 49
six new steamships, the Holskar, Enskar, Aidar, Follar, Bidar and Del-
mar. The first being of 5,600 tons burden, the largest steamer trading
regularly to Philadelphia. The vessels sail every ten days, acting in
connection with the Philadelphia and Reading railroad and its con-
mections with the interior of the country and the lakes. It has secured
especially favorable terminal facilities in conjunction with this railroad
at Port Richmond. Its rate of freight to London is exactly the same
from Philadelphia as it is on lines from New York, and the average time
to London is fourteen days. The same company have just started a
second service between Philadelphia and the ports on the Bristol Chan-
nel, England, especially Avonmouth and Swansea, at the latter of which
all their vessels will stop on the way to America to load tin plate. This
branch will include three steamers which will be run semi-monthly.
A line of foreign steamers are also run to Hamburg in connection with
the Spreckels’ Sugar Refining Company, and still another line sends
steamers to Rotterdam and Amsterdam. Still another company has re-
cently been chartered under the name of the Philadelphia Shipping
Company, and has begun running vessels from Philadelphia to London,
Botherdam, Amsterdam and Bristol, and proposes the establishment of
lines to other ports. -
A line of steamers to run between Philadelphia and Mexican ports
has just been Organized, based on valuable concessions from the Mexican
government. Its capital has all been subscribed, its organization perfected,
and two vessels have been put in service.
The large number of lines of foreign steamers which have come into
existence in the last decade is a striking feature of the existing com-
mercial situation at Philadelphia.
Something of the growth of steam navigation in the past can be seen
from the table of coastwise commerce in which the number of vessels
of each kind is given. This indicates a gradual growth in coastwise
steam vessels from about one in ten of all arrivals in the raiddle of the
century to one in three at the present time. The following table of
arrivals and departures from and to foreign ports shows that in the last
decade the proportion of steam vessels to sailing vessels has changed
from about one steam vesssel to six sailing vessels in 1890 to about an
equal number of each in 1891:
4. C.—10–91
50 C DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
JZNTRANCES. CLEARANCES
YEARS.
Steam. | Salling. Steam. | Sailing.
1880, . . . . . . . . . . . . . . . . . . . . 200 1,177 131 837
1881, . . . . . . . . . . . . . . . . . . . . 165 1,063 115 662
1882, . . . . . . . . . . . . . . . . . . . . 159 824 90 5()S
1883, . . . . . . . . . . . . . . . . . . . . 186 642 115 497
1884, . . . . . . . . . . . . . . . . . . . . 214 637 158 487
1885, . . . . . . . . . . . . . . . . . . . . 317 902 217 679
1886, . . . . . . . . . . . . . . . . . . . . 431 713 232 543
1887, . . . . . . . . . . . . . . . . . . . . 476 646 204 521
1888, . . . . . . . . . . . . . . . . . . . . 439 601 289 485
1889, . . . . . . . . . . . . . . . . . . . . 598 708 427 547
1890, . . . . . . . . . . . . . . . . . . . . 832 628 || 660 483
1891, . . . . . . . . . . . . . . . . . . . . 758 636 564 580
A further table is subjoined, giving the total tonnage of all the steam
vessels owned and entered at the custom house at Philadelphia in each
year since 1829:
TONNAGE OF STEAM VESSELS REGISTERED AND LICENSED AT PEIILADELPHIA.
YEARS. Tonnage. YEARS. Tonnage.
1829, . . . . . . . . . . . . . 3,596 || 1861, . . . . . . . . . . . . 29,262
1830, . . . . . . . . . . . . . 2,710 || 1862, . . . . . . . 45,049
1831, . . . . . . . . . . . . . 2,555 || 1863, . . . . . . . . . . . . 57,072
1832, . . . . . . . . . . . . . 2,405 || 1864, . . . . . . . . . . . 31,960
1833, . . . . . . . . . . . . . 2,660 || 1865, . . . . . . . . . . . . 38,826
1834, . . . . . . . . . . . . . 2,874 || 1866, . . . . . . . . . . . . 38,953
1835, . . . . . . . . . . . . . 4, 110 || 1867, . . . . . . . . . . . . 33,250
1836, . . . . . . . . . . . . . 4,727 || 1868, . . . . . . . . . . . 39,682
1837, . . . . . . . . . . . . . 5,356 || 1869, . . . . . . . . . . . . 51, 112
1838, . . . . . . . . . . . . . 4,825 || 1870, . . . . . . . . . . . . 50,489
1839, . . . . . . . . . . . . . 4,899 || 1871, . . . . . . . . . . . . 51,132
1840, . . . . . . . . . . . . . 5,377 || 1872, . . . . . . . . . . . . 59,270
1841, . . . . . . . . . . . . . 4,578 || 1873, . . . . . . . . . . . 72,206
1842, . . . . . . . . . . . . . 5,263 || 1874, . . . . . . . . . . . 78,937
1843, . . . . . . . . . . . . . 7,809 || 1875, . . . . . . . . . . . . 83,501
1844, . . . . . . . . . . . . . 9,355 || 1876, . . . . . . . . . . . . 80,619
1845, . . . . . . . . . . . . . 10,024 || 1877, . . . . . . . . . . . . 76,531
1846, . . . . . . . . . . . . . 11,444 || 1878, . . . . . . . . . . . . 74,677
1847, . . . . . . . . . . . . . 13,019 || 1879, . . . . . . . . . . . . 72,201
1848, . . . . . . . . . . . . . 13,631 || 1880, . . . . . . . . . . . . 70,336
1849, . . . . . . . . . . . . . 15,475 || 1881, . . . . . . . . . . . . 75,268
1850, . . . . . . . . . . . . . 19,665 || 1882, . . . . . . . . . . . . 79,024
1851, . . . . . . . . . . . . . 24,888 || 1883, . . . . . . . . . . . . 74, 116
1852, . . . . . . . . . . . . . 25, 545 || 1884, . . . . . . . . . . . . 77,413
1853, . . . . . . . . . . . . 25,629 || 1885, . . . . . . . . . . . 74,837
1854, . . . . . . . . . . . . . 28,732 || 1886, . . . . . . . . . . . . . 77,070
1855, . . . . . . . . . . . . . 19, 052 || 1887, . . . . . . . . . . . . 74,208
1856, . . . . . . . . . . . . . 23, 559 || 1888, . . . . . . . . . . . . 73, 195
1857, . . . . . . . . . . . . . 21,892 || 1889, . . . . . . . . . . . 85, 154
1858, . . . . . . . . . . . . . 2,238 || 1890, . . . . . . . . . . . . 103,594
1859, . . . . . . . . . . . . . 25,388
1860, . . . . . . . . . . . . . 25,472
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 51
The present outlook for the commerce of Philadelphia is more favor-
able than it has been in preceding times. The steady increase in the
value of imports and exports during the last few years is noticeable in
the tables. The increase in the tonnage of vessels entering and depart-
ing is not so evident for any considerable period, though there is a per-
ceptible increase. In the immediately preceding year the increase is
very marked. Some comparisons between the first three months of
1892, and the corresponding period of 1891, give the following results:
COASTWISE ARRIVALS. FOREIGN ARRIVALS. TOTAL ARRIVALS.
1891. . . . . . . 712 vessels, 416,098 tons. 274 vessels, 296,729 tons. 986 vessels, 712,827 tons.
1892, . . . . . . 654 vessels, 395,640 tons, 441 vessels, 475,868 tons. 1,095 vessels, S71, 50S tons.
} -
COASTWISE DEPARTURES. FOREIGN IDE PA RTURES. TOTAL DEPARTURES.
1891, . . . . . . 747 vessels, 457, 456 tons. 261 vessels, 244, 794 tons. 1,008 vessels, 702, 255 tons.
1892. . . . . . . 662 vessels, 401, 415 tons. 410 vessels, 443,096 tons. 1,072 vessels, 844, 511 tons.

Walwe of Ea:ports. Valwe of Imports.
1891, . . . . . . . . . . . . . . . . . . . . $7,996,888 $13,461,452
1892, . . . . . . . . . . . . . . . . . . . . 15,893,671 16,435,219
- Ea:port of Flow”. Eacport of Grain.
1891, . . . . . . . . . . . . . . . . . . . . . 238,052 barrels. 719,384 bushels.
1892, . . . . . . . . . . . . . . . . . . . . 513,896 barrels. 11,861,852 bushels.
This is a year of unusual demand in Europe and unusual abundance
in the United States, and to that extent it is not normal, but there have
been times when even such conditions would have found but little
response in the foreign trade of Philadelphia.
A more permanent indication of increased activity in foreign trade is
to be found in the rapid increase of regular lines of steamers running
between Philadelphia and foreign ports. Some statements about these
have been already given, and it is noticeable that within the last three
years four new lines have been started, and within one year lines pre-
viously running have added additional services to new ports in three
other cases. It is to be presumed that these costly investments are not
made without investigation, therefore as one group of vessels after an-
other is placed in service, each gives a new evidence that competent and
interested judges at least believe Philadelphia commerce is destined to
increase. A third indication is to be found in the improved terminal
facilities acquired on the river front recently by the great transportation
companies, with the object of having increased business in 'shipments
by water. -
Still a fourth reason why commerce may be expected to increase, is
that some of the old imperfections of Philadelphia as a port are losing
their importance. The lack of canal facilities in the access to the in-
52 C. - DEPARTMENT OF INTERNAI, AFFAIRs.
[OFF. DOC.
terior of the continent, to the great lakes and the greater west is no
longer a disadvantage when freight is almost all taken by railroad, not
by canal. The distance up the river from the sea is not of much dis-
advantage now, since to a modern steamer it means only an additional
half day’s steaming, and the old difficulty about the ice seems to have
disappeared in recent years. Fifthly, the improvements in helps to the
navigation of the river have been undertaken in a more active spirit than
ever before in the case of the removal of the islands opposite the city
now in progress. An improved breakwater, a full number of range
lights and other beacons, the channel widened and deepened in the few
bad places, an open river in front of the city, and extended wharf lines,
will soon make our harbor one of comparative excellence, and leave very
little in the way of natural obstacles to increased commerce. A sixth
point to be noted is the increased activity of the commercial organiza-
tions of the city, especially in the one most closely connected with com-
merce, the Philadelphia Maritime Exchange. Therefore if it is true that
a combination of causes brought about the decadence of Philadelphia
commerce, it is possible to find at the present time a combination of in-
dications of its revival and extension in the immediate future.
'.w）， IA ȘI CIIS ， №vae： ‘№ir， va JLS （Iv Av N ·s 'n


No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 53
SETIP-BUILDING.
At the close of the revolution Philadelphia was not only without com-
merce, but without vessels. The destruction of the war period, the long
time in which trading vessels could be put to no use, and the diversion of
activity into other lines had driven]’hiladelphia colonial ships and ship-
building almost entirely out of existence. Of all the vessels which en-
tered and left the port in the four years immediately following the Re-
volution but thirteen had belonged to Philadelphia before the war, and
not one had been built between 1778 and 1781. On the other hand an
active export and import trade was demanding shipping, the vigor and
activity called out by the national uprising was ready to take advantage
of these opportunities, timber was abundant and all the old skill of the
colonial ship-builders was still here. Under such circumstances, it is
not to be wondered at that Pennsylvania entered upon a wonderful
period of ship-building. A partial list of the vessels built in Philadel-
phia in the years from 1781 to 1787 has been made up from a list of ves-
sels leaving the harbor with cargoes during those years, and shows the
following figures. The diminution in the later years is probably largely
due to some of the vessels built in 1785, 1786 and 1787 not having yet
been entered at the custom house when this set of books comes to an
end. -
YEAR. Number. Tonnage. YEAR. Number. Tonnage.
1781, . . . . 7 1, 120 1785, . . . . . 20 2,412
1782, . . . . 22 2, 146 1786 . . . . , 13 905
1783, . . . . 40 4,477 1787 . . . . 16 1,644
1784, . . . . 44 5,303
A typical year's work may be seen from the following table of the ves-
sels built in the year 1783:

SEII PS AN ID BA RIKS. | TOn S. BRIGS. Tons, SCEIOONERS. Tons. SLoops. TOns.
Enterprise, . . . . . 243 || Jane, . . . . . . . 40 || Abigail, . . . . 18 || Polly, . . . . . 20
BrOthers, . . . . . . 80 || Charleston Packet. 48 || Mayflower, . . 25 || Black Duck, . 10
Philadelphia. . . . . 130 || ſtichmond. . . . . 60 || PH appy Return, 24 || Lucy, . . . . . 35
ThomsOn. . . . . . . 300 || Mary Catherine, . 60 || Elizabeth, . . 24 || Clyde, . . . . 20
Eriendship, . . . . . 210 || Xenia. . . . . . . (50 N. Y. Packet, 20
Pigou, . . . . . . . . 300 || Lucretia. . . . . 40 Little Andrew. 25
Aurora, . . . . . . . 150 || Adventure, . . . . 120 || Friendship, . . 20
Pallas, . . . . . . . . 200 || Cathêrine, . . . . 100 Despatch, . . 50
Alliance, . . . . . . 700 || Fame, . . . . . . . 130 @
William and George, 165 || New Judith, . . . . 40
Charles, . . . . . . . 150 || (; eneral Orde, . . (50
Francisca. . . . . . . 165 || Betsy. . . . . . . 165
Frederick, . . . . . . 150 || Constance. . . . . 100
Jesus Maria, . . . 100
Vulcan, . . . . . . 120
2.943 * 1, 243 {}| 200
Grand total, 4,477,
54 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
No statistics have been found again until 1793, when ship-building was
still more active, as there were built between the first of March and the
end of June in that year twenty-six vessels measuring 4,618 tons, while
there were said to be in June about as many more on the stocks to be
launched before the end of the year. In the eighteen months from
January, 1793, to June 30, 1794, the tonnage built amounted to 10,204
tons. In 1795 there were thirty-one vessels built, and in 1796, twenty-
two. Statistics again fail us, but as Philadelphia was just then entering
into the most active period of her commerce, and this commerce was
carried on almost altogether in home-built vessels, building must have
been progressively more active. - -
On the first of March, 1800, there were on the stocks at Philadelphia,
six ships, nine schooners and twenty six gunboats.
In February, 1811, there were about 9,145 tons of shipping in process
of building. -
A list of the vessels built in part of the year 1793, is subjoined, to
indicate the increased average of size due to the changes in foreign
commerce.
Vessels Launched at Philadelphia from March 1, to June 29, 1793.
SEII Ps. . TOnS. Blt IGS. Tons. || SCEIOONERS. TOnS. SLOOPS. TOns.
Indian Chief, . . 401 || Planter. . . . . 226 || Millie, . . . . . 62 || Cornelius, . . . . 58 .
India, . . . . . . 401 || Flora. . . . . . . 116 || Betsey, . . . . 156 || Walnford, . . . 26
America, . . . . 220 || Twins, . . . . . 195 || Flora, , . . . . 126 || Uran Ia, . . . . . . 79
GOod Friend, . . 246 || Sea Nymph, . . 189 - Fail' American, . . !).
Sagely. . . . . . 322 || Sally, . . . . . . 138 Lively, . . . . . . 13
Kensington, . . . 275 || Mary. . . . . . . 183
COncord, . . . . . 303 || Amiable Creole, 190
Jean. . . . . . . . 294 || Maria, . . . . . 118
Bacific, . . . . . . . . . || Ariel, . . . . . . 187
2, 462 1, 542 | 344 270
It is true that these vessels were but small. The largest were seldom
over four hundred tons and a great proportion were below two hundred
tons each. Yet they were quite equal to any other vessels of their time.
Indeed Philadelphia ship-building during this period between the Re-
volution and the war of 1812 is acknowledged to have excelled any other
south of the New England coast and larger vessels were built in Phila-
delphia than even in New England. The oak and other woods along
the Delaware were admirable in quality and abundant in quantity and
the live-oak of the south, much used in all ship-building at that time, was
readily brought here in, connection with the cónstant coastwise traffic
between Philadelphia and that section of the country. The ship.yards
stretched along the river front at Kensington and Southwark, as many
as twelve or fifteen being in operation at one time, and all busy, the
master ship builders’ society flourished, and not only were vessels built
here for both foreign and domestic orders, but foreign governments
came to the Delaware to seek for builders for their own navies. Samuel
‘NOLSOg “№ſ SIn（IO CI™IJLOĢIJAOYI， ºs 'n

No. 10.] STATISTICS–SHIP-BUILDING ON THE DELAWARE. C. 5
5
Bower, a Kensington ship-builder, was solicited in 1800 by the Spanish
government to become its chief naval constructor, and Samuel Hum-
phreys was similarly invited by the Russian government under the most
flattering and advantageous terms. -
There were few great innovations, so early as this, either in model or
rigging, but such as were made were due either to careful study of the
conditions of the trade for which the vessels were to be used, or to hints
obtained from French and other vessels which entered our ports. Soon
however the changes of build began which reached their culmination in
the American packets and clipper ships of many years afterward.
European ship-builders showed astrange conservatism and unchangeable-
ness in the building of their vessels, while American builders were con-
stantly experimenting, adapting their hulls to various kinds of trade,
and thus developing new models. But few vessels were built here at
the risk of the builder or on speculation, capital being generally too
small and work to fill orders being usually sufficient to Occupy the yards.
When a master ship-builder received an order for a vessel, her size was
agreed upon and the kind of work she was expected to do explained.
The builder then usually designed her hull himself, and put not only
his technical skill but his inventiveness and aesthetic ideas into the work.
Frequently he likewise laid down her whole model in the mold loft, leav-
ing little but the purely mechanical operations to the journeymen ship-
carpenters. Such work in a vigorous and quick-witted community could
hardly help but lead to some advance, and in this early advance Phila-
delphia took a prominent place. We find her vessels described as “a
fast sailer,” “a model of naval architecture,” “a very pretty model,” and
so forth. The Philadelphia-built ship Rebecca Sims, on One occasion,
as early as 1807, left the Capes of the Delaware with all sails set and
reached the Liverpool docks in fourteen days without having once low-
ered a sail. This ship, with her copmpanion, “Woodrop Sims,” were con-
spicuous vessels of their time. The latter, built in 1801, registered over
500 tons, was pierced for eighteen guns for her protection from pirates
and privateers, cost some $15,000, and was the largest ship then in the
American merchant-marine. When their owner failed in 1823 they were
sold to a New England house for the whale fishery. The Rebecca Sims
was long afterward bought by the government, with others filled with
stones and sunk off Charleston Harbor in 1862. The cost of building
vessels at Philadelphia at this time varied from $20 to $36 per registered
ton. Wessels were built for all sorts of trades. The largest ships wero
generally for the China and East India trade, others for the trade with
Europe or the West Indies, and small vessels for coastwise service.
Some also were built for the merchant and war marine of foreign coun-
tries, and several for the United States navy. Three or more causes
combined to keep merchant vessels small in size. In the first place cap.
ital was too scarce to lock up large amounts of it in a single vessel, then
33 C &
56 C. DEPARTMENT OF INTERNAL AFFAIRS. [OFF. DOC.
again it was not always possible to obtain enough cargo for a large ves-
sel in the short period in which it was desirable she should remain at
port. Still a third cause was the opinion which continued to be long
held that if a vessel was so long as to reach from the crest of one wave
to that of another, there was danger that she would break or suffer severe
strain. It was not until the disproof of this last fear and the disappear-
ance of the two other conditions that vessels here and elsewhere were
built larger.
As a type of the earlier wooden ship-building establishments in Phila-
delphia may be taken that of Samuel Bowers, a respectable and success-
ful builder, though not one of the largest, during the early years of this
century. Born in Southwark, a ship-building suburb, in 1760, during the
Revolution helping to build boats on the Susquehanna for the transport of
the American army, in business with a ship-builder at Baltimore, and
then with a ship-building firm in Philadelphia; in 1789 he bought a
wharf property in Kensington, became a member of the Master Ship-
wright's Society, and entered into ship-building on his own account.
In 1790 he built a ship and a brig for a well known firm of importing
merchants, receiving for the former $2,940.67, and for the latter $1,288.66,
and did some $2,000 worth of repairs. In 1791 he built three ships, one
as large as 325 tons, and repaired fifteen vessels, making a business of
about $15,000. So each year from one to five vessels were built and a
dozen or so repaired. Repairing in the time of wooden vessels was a
very considerable item of expense to the owners and advantage to the
ship-yards, the repairs in a few years often equaling the original cost
of the vessel. Occasionally vessels of unusual character appear in Mr.
Bowers’ list, as the unusually large ship, “Samuel Smith,” of 705 tons,
built in 1796, for $24,000; the ship “Indostan,” of 470 tons, built for
the East India trade in 1795, at $31 a ton; the “Sela Eisha,” a war ves-
sel for the Dey of Algiers, built in, 1798 under the inspection of the
United States Government, probably a tribute vessel. She was a war
schooner, pierced for thirty guns and two stern chasers, with sixteen
sweeps. The close connection between the commerce and the ship-
building of the time is shown by an incident of the year 1801, while Mr.
Bowers was building the “Monticello,” a ship of 400 tons, When the
news of the peace of Amiens reached Philadelphia, the owner of the new
vessel came and asked for delay, instead of the haste in the work of
building her which he had before been urging. His supposition was
that peace between England and France would make so much less trade
for America that vessels would be in less demand, and money to pay for
a new one would be a burdensome Outlay. For several years a ship for
the China and East India trade was launched from Bowers’ yard each
year. After 1816 several steamboats were built for use on the Delaware
and other rivers. He achieved several triumphs of ship building, such
as the completion of a brig of 200 tons in six weeks. . In addition to the
‘a i HS {ii^ IJ, Lva ™INI’I Lsvoo v “SJ.J.：ſsn Hovssv ſw

No. 10.]
C. 57
STATISTICs—SHIP-BUILDING ON THE DELAWARE.
invitation from the Spanish government before mentioned, he served on
several commissions and boards for Our Own government.
ceased building, and in 1830 disposed of his ship-yard and retired from
In 1822 he
business. The record of his yard for its thirty-three years of work was
as follows:–
Built. Repaired.
Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 149
Brigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 101
Schooners . . . . . . . . . . . . . . . . . . . . . . . . . . 5 62
Steamboats . . . . . . . . . . . . . . . . . . . . . . . . . . 8 l
Sloops . . . . . . . . . . . . . . . . . . . . . . . . . . . l 6
Gunboats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Total . . . . . . . . . . . . . . . . . . . . . . . . . . 56 || 323
This is certainly a good record for a single ship-yard, whose only dis-
tinction from twenty or thirty others was that its archives have remained
to us, while those of the others have been lost.
After the war of 1812–15 ship-building on the Delaware for a while
remained active, but did not continue to be progressive. The East
India trade still required its large ships, and the packet lines to Europe
called for vessels which Philadelphia builders furnished in scarcely less
perfection than any of those beautiful models which attracted the ad-
miration of Europe. But the decay of the former trade, the compara-
tively slight development of the latter, and the stagnation of general
commerce at the port, were reflected in the ship-building industry,
which now came to be exceeded in amount and in merit by that of other
places, and so remained until the era of iron ship-building had come.
Even during these later wooden ship-building days, however, some
large undertakings showed the continued activity of the Philadelphia
ship-builders. Besides the naval work, which will be described later on,
a number of orders were filled for foreigners. In 1824 a Kensington
builder sent off a fleet of gunboats ordered by the Columbian govern-
ment, and another launched for the Mexican government a corvetto
named the Tepeac, of 1,536 tons burden, and carrying thirty twenty-
four-pounders. She was considered a very large vessel, being 185 feet
long, 24 feet wide, and 21 feet in depth of hold. The Mexican govern-
ment failed to pay for her, and after numerous experiences she was
bought by Baron Krudener for the Russian government, renovated, and
left for Cronstadt in August, 1830. On the 20th of October, 1825, a ves-
sel of 1,800 tons burden, to carry sixty guns, was launched and departed
for sale abroad. Some clipper ships also were built in the forties and
fifties, though not in large numbers. Among these were the Manitou,
of 1,500 tons, the Bridgewater, of 1,525 tons, and the Morning Light, of
850 tons. The Arctic also made famous by Dr. Kane's expedition, was
built at Philadelphia.
58 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
The following list of the vessels built at Philadelphia and their ton-
mage, in the year 1833, is given as typical of the work of this period:
Ships and Barks. Brigs. Schooners. Steamboats and Sloops.
Delaware. . . . . . 479 || Pedraza, . . . . . 139 || Veto. . . . . . . . 5 -
Susquehanna, . . . 58(; | Santiago. . . . . . 126 E[arriet Porter, . . 68 || Oblo, . . . . . . . . . .314
Julia. . . . . . . . . 395 || James Coulter, . . 121 | Ellen, . . . . . . . 71 || 8 Sloops, . . . . . . . 617
lºagle. . . . . . . . 221 | Star, . . . . . . . . 129 || Adelaide, . . . . . 56
Margaret. . . . . . 244 || ViOlet, . . . . . . . 129 Ada, . . . . . . . . 152
Girard. . . . . . . . 485
IKonsington, . . . . 49 |
Madeline, . . . . . 293
The period from 1846 to 1857, on account of a series of occurrences,
was an active time for American ship-building, and to this activity there
was a partial response in Philadelphia ship-yards, as is indicated in the
general statistics which follow. During these years one firm built one
hundred and seven steamboats with an aggregate tonnage of 21,018 tons.
The causes referred to were as follows: In 1846 began the great stream
of European emigration to America. In 1849 the discovery of gold in
California called for a great number of vessels to take from the eastern
states not only the vast number of people who were rushing thither, but
also all the supplies necessary for their maintenance while there. In
1854 the breaking out of the Crimean war diverted a great many English
vessels from their ordinary uses to the service of their government, and
this gave an opportunity for American vessels in various lines of trade.
The result of this combination of causes was a rapid increase of Ameri-
can built ships, and consequent activity for American ship-builders.
But after about 1857 the inevitable reaction came. The demands of
the California trade diminished, as the gold fever passed away and the
western coast began to produce enough for its own consumption, the
Crimean war was over and the English vessels returned to their usual
routes. At the same time the steamship lines were absorbing the im-
migrant traffic. In Philadelphia, after this period, the wooden ship-
building industry never revived. The civil war soon interfered with
American shipping, high wages, taxes and other expenses, and the value
of land made wooden ship-building in cities everywhere very difficult.
The gradual change from wood to iron as the prevailing building ma-
terial made less and less repair work available, and so militated against
the wooden ship-builders. Especially in Philadelphia when the iron
steam colliers of the Philadelphia and Reading railroad, about 1870, took
the place to such a great extent of the great fleet of wooden vessels which
had before taken the coal from the Delaware, the ship-builders felt tho
loss of repair work most severely. In 1892, of all the old yards which
used to line the wharves of the upper and the lower sections of the city,
but one establishment for building wooden ships is left.
Outside of Philadelphia there is still a considerable amount of wooden
ship-building on the Delaware river and its tributaries. At Camden, op-
No. 10.] STATISTICS.–SHIP-BUILDING ON THE DELAWARE. C. 59
posite Philadelphia, there are three wooden ship-yards which build
schooners of large size and do a considerable amount of repairing. At
Wilmington, Delaware, there are two large yards which build wooden
vessels, the Jackson and Sharp Company and Pusey & Jones. The
former firm builds a great many large Schooners, frequently with four
masts and measuring as much as 1,800 tons. The second company make
a specialty of the building of light-draft stern-wheel and side-wheel
steamers for use on the South American rivers. At Mauricetown and
Leesburg on the Maurice river, and Dennisville, Millville and Dorches-
ter, all little towns of South Jersey, wooden vessels, oyster schooners
and the like, are built, and likewise at Milford, Milton, Odessa and Lewes,
in the State of Delaware. Yet altogether there are probably not so
many wooden vessels built now along the whole length of the Delaware,
as there were at Philadelphia alone fifty or a hundred years ago.
Of the 16,141 wooden sailing vessels in the merchant-marine of the
United States in 1889, but 110, or about seven-tenths of one per cent.,
had been built in Philadelphia, and some of these were built a number
of years ago. Of steam vessels, however, including both wood and iron,
the proportion built in Philadelphia was much larger, being 441 out of
a total of 6,636, or about six and two-thirds per cent. of the whole—pro-
bably a greater number than at any other one place. Of iron vessels
alone the proportion is strikingly different, 150, or twenty-two per cent.,
out of a total of 673, having been built at Philadelphia. Including the
301 built at other places along the river, more than sixty-seven per cent.
of all the iron and steel vessels in the merchant-marine of the United
States have been launched on the Delaware.
The same period and some of the very causes which led to the decay
of wooden ship-building gave rise to the iron ship-building which at
Philadelphia and other points has now made the Delaware the greatest
ship-building stream in the world, next to the Scottish Clyde. But be-
fore taking up this development it will be well to give some account of
another branch of Philadelphia ship-building, that of war vessels for the
United States government.
The following is a list, as complete as it can be made, of the vessels
that have been used by the United States government for the navy,
built at Philadelphia, either by the government, at private yards for the
government, or purchased by the government from private owners.
60 C. DEPARTMENT OF INTERNAL AFFAIRS. [OFF. DOC.
Date of
enº Description. Name. jº Tonnage. COSt.
navy.
1776, . . . Ship, . . . . . . . . Randolph, . . . . . 32
1776, . . . do. . . . . . . . . Washington, 32
1776, . . . do. . . . . . . . . Effingham, 28
1776, . . . do. . . . . . . . . Delaware, - - - 24
1797, . do. . . . . . . . . |United States, . . . 44 1,576 $299,336
1798, . do. Ganges, . . . . . 24 504 80,665
1798, . . . do. . . . . . . . . Delaware, . . . . . 20 321 59,563
1798, . . . Brig, . . . . . . . . Eagle, . . . . . . . 14 187 32,200
1798, . . Schooner, . . . . . Diligence, . . . . . 12 187
1798, . . . Sloop, . . . . . . . General Greene, . . 10 98
1799, . . . Ship, . . . . . . . Philadelphia, . . . 36 1,240 179,349
1803, . . Brig, . . . . . . . . Siren, . . . . . . . 16 - 250 32,522
1813, . . Schooner, . . . . . Helen, . . . . . . . 4 . . . . . 5,000
1814, . . . Sloop, . . . . . . . Buffalo, . . . . . . 5
1814, . . . do. . . . . . . . Camel, . . . . . . 5
1814, . . | Brig, . . . . . . . . Prometheus, 12 290 20,000
1814, . . . Frigate, . . . . . . Guérrière, . . 44 1,508 267,554
1815, . . do. . . . . . . Franklin, - - - - 74 2,257 438, 149
1820, . . do. . . . . . . North Carolina, . . 74 2,633 431,862
1821, . . Schooner, . . . . . Dolphin, . . . . . 14 198 25,389
1828, . . . . Sloop of war, . Vandalia, . . . . . 18 700 116, 123
1836, . . . Steamship, . . . . . Relief, . . . . . . . 6 468 91,300
1837, . . . Ship, . . . . . . . . Pennsylvania, 120 3,241 694,500
1839, . . Sloop of war, . . . . . Dale, . . . . . . 16 566 107,722
1840, . . . Steam frigate, Mississippi, . . . . 10 1,692 550,254
1843, . . . Steamship, . . . . . Princeton, . . . . . 9 672 212,614
1843, . . | Frigate, . . . . . Raritan, . . . . . . 44 1,726 406,087
1846, . . . Sloop of War, . . . . . Germantown, . . . 22 939 165,343
1850, . . . Steam frigate, Susquehanna, . . . 9 2,450 710,408
1856, do. Wabash, . . . . . . 40 3,200
1858, Steam sloop, Lancaster, . . . . . 18 2,360
1858, do. Wyoming. .
1858, do. Pawnee.
1861, Steamer, . . . . . . Keystone.
1861, do. . . . . . . Hatteras.
1861, do. . . . . . . Flag.
1861, do. . . . . . . State of Georgia.
1861, do. . . . . . . Delaware.
1861, do. - e. Touisiana.
1861, Sailing vessel, Rittatinny.
1861, ClO. Maria A. Wood.
1861, do. Adolf Huget.
1861, do. J. L. Davis.
1861, do, James S. Chambers.
1861, dO. Rachel Seamen.
1861, ClO. Samuel Rotan.
1861, dO. . . . . George Mangham.
1861, Side-wheel steamer, Juniata.
1861, dO. Monongahela.
1861, do. Tuscarora.
1861, dO. Shenandoah. ”
1861, Miami.
1861, Gunboat, . . . . . . Wissahickon.
1861, do. . . . . . . Scioto.
1861, do. . . . . . Itasca.
1862, Iron-clad steamer, New Ironsides, . . . . . . . . . 3,250
1862, dO. TOnawanda.
1862, do. Marietta.
1862, do. Manayunk.
1862, do. Sandusky.
1862, do. . Sangamon.
1862, . . . Side-wheel steamer, Wyalusing, . . . . . . . . . . 970
1862, . . dO. Tacony.
1862, . . . Screw steamer, Yantic.
1863, . . . Iron-clad steamer, ShackamaxOn.
1863, . . do. Umpqua.
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 61
Date of
* Description. JN 3LIIl G. jº Tonnage. Cost.
navy.
1863, . . . Transport, . . . . . Stanton, . . . . . . . . . . . . º 335
1863, . . do. . . . . . Walles, . . . . . . . . . . . . 335
1863, . . do. . . . . . Porter, . . . . . . . . . . . . 335
1863, . . do. . . . . . | Foote, . . . . . . . . . . . . . 335
1863, . . . Monitor, . . . . . . . Yazoo, . . . . . . . . . . . . . 2,500
1863, . . Screw steamer, . . . . Chattanooga, . . . . . . . . 3,300
1863, . . do. . . . . Neshaminy.
1863, . . do. . . . | Pontiac.
1863, . . do. . . . . Shanmokin.
1869, . . do. . . . . Omaha.
1877, . . do. . . . . Quinnebaug.
1883, . . . Monitor, . . . . . . Terror, * - * * : * * * * * 3,820
1889, . . . Protected cruiser, . Philadelphia, . . . 29 4,324 1,485,600
1889, . . . Cruiser, . . Yorktown, . . . . 6 1,703 494,825
1889, . . . Dynamite cruiser, . Vesuvius, . . . . . 3 911 350,000
1890, . . . Protected cruiser, . Baltimore, . . . . . 24 4,400 | 1,431,441
1891, . . do. . Newark, . . . . . 29 4,083 | 1,284,867
1892, . . . Armored cruiser, . . . New York, . . . . 34 8, 150
1892, . . . Building, Cruiser, . No. 12, • * ~ * 17 7,475
1892, . . do. do. . . No. 13, . . . . . . 17 7,475
1892, . . do. Battleship, Indiana, . . . . . 46 10,200
1892, . . do. do. Massachusetts, . . 46 10,200
Total number of vessels in the navy of the United States built at Philadelphia, 93.
The vessels built for the United States government at other points on
the Delaware river were: Wateree, Tunxis, Nina, Pinta, Sagamore, Le-
high, Tahoma, Paul Jones, Suwanee, Shamokin, Ranger, Patapsco,
Saugus, Napa, Amphitrite, Boston, Atlanta, Chicago, Dolphin, Concord,
Bennington—total on the Delaware, 114.
The first four on this list were ordered by Congress in 1775 to be built
at Philadelphia, mine others being distributed at the same time at other
ship-building points. Our vessels were all unfortunate. The Delaware
was captured while aground in the river during the blockade in 1777,
the Washington and the Effingham were burned by the British in Del-
aware Bay, 1778, before having received their armaments. The Ran-
dolph blew up at sea in the same year, March 7, 1778, her three hundred
and eleven men perishing with her. When the Revolution was over it
was hoped that there would be no further need for a navy, and the new
government was for a while entirely without one. But soon the depre-
dations of the Barbary pirates, and a few years later those of the warring
navies of England and France made it evident that the possession of a
navy Of some sort was an absolute necessity for us. The question of
what kind of vessels to build immediately came up for discussion, and
it was the ideas, the plans and the actual moulds of a practical Philadel-
phia ship-builder that were ultimately adopted. This man was Joshua
Humphreys. Descended from a well-known Welsh quaker family, he
had came from the country and been apprenticed about 1763 to a Phila-
delphia ship-carpenter. On the death of his master he took charge of
62 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
the ship-yard, even before the expiration of his years of apprenticeship,
and in 1785 established a yard of his own in Southwark. He was one
of a group of famous builders of that period, as we have before seen, and
in 1792, when the navy had become a matter of general interest, he ven-
tured to send letters giving his views of the needs of the situation to
Robert Morris and to General Rnox, then Secretary of War. In these
suggestions are already to be discerned the principal elements in Ameri-
can success in ship-building, originality and adaption to our own cir-
cumstances. Humphreys claimed that as the number of our vessels
would necessarily be inferior to that of European navies, our vessels must
be light enough and fast-sailing enough either to decline a battle or ac-
cept it at will; and yet if our vessels should enter a battle they must be
equal in fighting abilities, yessel for vessel, to any vessels of any size.
He proposed therefore to make the vessels larger and longer, and yet
lower than the existing type. The same number of guns could then be
placed on One deck as had previously been placed on two, and either in
heavy winds or light they could outsail existing European ships, could
easily Overcome those of the same rate and meet on equal terms those
of a higher rate. His suggestions were accepted, and when congress
ordered the building of six ships of war, Humphreys was instructed to
prepare the models for them. He did so, and the six vessels, Chesapeake,
Constellation, Constitution, President, Congress and United States were
built at various places on his model, the last in his own ship-yard at
Southwark, Philadelphia. The ship-of-the-line, Philadelphia, launched
in 1799, was also built by Humphreys at llis own yard The work done
by these vessels fully justified the ideas of their builder, the familiar
career of the Constitution, built at Boston, from Humphreys’ model,
having been truly remarkable, while the United States, the first vessel
of the national navy to be launched was still in the service sixty years
afterward. Their model exerted a very greatinfluence, not only on our own
subsequent navy, but on that of England and of other countries as well.
Samuel Humphreys, the son of Joshua, was brought up in the ship-yard,
taking charge of the business in 1808, being appointed constructor for
the Philadelphia Navy Yard in 1813, and chief naval constructor of the
United States in 1826, a position which he held till his death in 1846.
He was followed in it by John Tenthall, a ship-builder brought up under
Humphreys’ influence. One of the most constant of the influences
therefore that have controlled the American navy, in the past as in the
present, has emanated from Philadelphia.
The next vessel on the list, the Ganges, was purchased by the gov-
ernment from owners by whom she had been used as an Indiaman. She
was subsequently, in 1801, sold and returned to the mercantile marine.
The subject of government navy yards was discussed at the same time
as the new navy, and in 1801 the President on his own authority used
part of the naval appropriation for the purchase of six sites on different
††SI NI VIHā'ī£oTv， IIHa Ni Lºrina ºłºwv:ſ Ls （Iv Av N ·s 'n ºſaa IssissIIN

No. 10.] STATISTICS-SHIP-BUILDING ON THE DELAWARE. C. 63
parts of the coast, one of which was at Southwark, a suburb of Philadel-
phia. At this almost all the government work done at Philadelphia was
carried on until the breaking out of the civil war. Its insufficient size,
however, had been long recognized, and in 1868 the government finally
accepted the gift of League Island from the city of Philadelphia, dis-
posing of the old site for $1,000,000. This new navy yard has never been
put in a condition to construct or even make extensive repairs in modern
vessels, but valuable improvements are now being made, and its admir-
able situation cannot help but bring it at length into use and prominence.
The vessels of 1814 and 1815, the Guerriere and the Franklin, and the
ship-of-the-line Pennsylvania, launched in 1837, were the wonders of their
time for size. The steam frigate Mississippi, launched 1840, was long
considered the most useful steamer in the navy. She was Commodore
Perry's flagship during the Mexican war and in his expedition to Japan.
She also conveyed IKossuth from Turkey to France and his comrades in
exile to this country. The steam sloop of war Pawnee was one of the
first vessels to be built with machine bent timbers, hers being from
twenty to thirty-four feet in length, while the previous custom had been
to use only short pieces and to hew them into shape.
When the war broke out, in 1861, the navy yards were immediately
overwhelmed with the demands made upon them, and the government
was forced to have recourse to the purchase of merchant vessels, and to
giving contracts for building to private ship-yards. One hundred and
ninety-six vessels were bought outright, and of these the first fourteen
on the list given above under the date of 1861, had been built at Phila-
delphia. The other vessels on the list during the war period were built
some at the navy yard, others by private builders. Of these the Hat-
teras is of some interest as having been sunk by the Alabama in the
first naval engagement ever fought on the Ocean between two steamers.
The New Ironsides, the first ironclad of the navy, was a notable vessel in
many ways. She was built by William Cramp & Sons, and was con-
sidered not only as a new factor in naval warfare, but as a triumph of
successful ship-building. Within six months from the time when the con-
tract for her had been signed, her timber had been cut from the woods,
her hull built, covered with its belt of iron above the water, and she was
steaming on her way to Charleston. The private ship-yards continued
to be more than busy during the whole war, notwithstanding the 10,000
to 12,000 men engaged in each of the four northern navy yards. These
were kept busy in repairs and the building of smaller craft, while the
larger war vessels were built on contract for the government. One of
the largest vessels built was the steam frigate Chattanooga, of 3,500 tons,
also built by the Cramps, and launched in 1864.
After the war there was very little naval building until the present
reorganization of the navy was determined on in 1886. The last ten ves-
sels on the list, the major part of our navy, lately constructed or now
64 C. * DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
building at the yards of William Cramp & Sons are too familiar to
need description, and it is only to be noticed that this work is not only
a boma fide Pennsylvania achievement, but is also the crowning work of
one of the old historic firms of Philadelphia ship-builders.
During the last thirty years the history of ship-building on the Dela-
ware has been largely the history of iron ship-building. The question
of material has always been the most important element in this art, and
the material for wooden ships during that period has been in Philadel-
phia comparatively scarce and high in price, while for iron vessels it has
been abundant and cheap. When One realizes that the building of every
large wooden ship requires the felling of from one hundred and sixty to
two hundred and fifty trees, each from one hundred to two hundred and
fifty years old, and that ship-building has been going on along the Del-
aware for almost two centuries, one does not wonder that material should
eventually become scarce. The principal material was always white oak,
though southern live-oak was imported and used here from an early
period, at times almost exclusively, and other local and imported ma-
terials were used for subordinate parts. White Oak existed originally
along the whole Atlantic coast, but has long disappeared in any large
quantities from everywhere north of the Delaware. Here it long re-
mained in apparently inexhaustible quantities and of the very best
quality, due it is supposed to its comparative proximity to the ocean
and other advantages of soil and location. The lasting quality of Phil-
adelphia vessels built of it was famous, as evidenced by the experience
of the vessels of the Cope line of packets and others. Even yet one of
Stephen Girard’s old vessels, the Rousseau, of 305 tons, built in 1801, is
enrolled as being in service at New Bedford, Massachusetts. e
As late as 1862, a large business was done by cutters on the Delaware
in sending wood to New England. From April, 1860 to October, 1862, one
dealer reported having provided forty ships of Maine and Massachusetts
with timber, in some cases the timber for the whole vessel, in others only
the masts and spars. One firm, in the year 1862, sent 2,203,550feet of ship
timber to the same two states, in addition to several masts, being the
cargoes of thirty-three schooners. For each of the years from 1858 to
1863, they had loaded a ship to Bremen, Germany, with mast timber
and ship stock. In the year 1862 five other dealers estimate their ship-
ments at 2,100,000 feet, and three others further down the river at
650,000 feet. All the long timbers for the New Ironsides, one hundred
and twenty planks, thirty-eight feet long, twenty-two inclies wide, and
fourteen inches thick, were cut within twenty-five miles of Philadelphia,
in the middle of winter and with water navigation closed. During the
war a dread of the failure of white-oak timber became prevalent and
large amounts were cut and stored in the navy yards for future use. But
even yet sufficient timber is found for the wooden vessels built at Wil-
mington and the smaller ship building towns in Delaware and in New
No. 10. STATISTICS.–SHIP-BUILDING ON THE DELAWARE. C. 65
Jersey, and the scarcity is indicated rather by the high price of timber
than by any actual difficulty in obtaining material.
Nevertheless iron is relatively cheaper here, as it has proved to be for
many uses better than wood. In England it was probably this same in-
creased cost of material which induced the building of the first iron
boats, though for lighters and such vessels iron had other advantages
than cheapness. As early as 1820, at least, iron vessels were built in
that country and it was a very few years afterward when they appeared
here, though it is possible that the first were brought over from Eng-
land in sections and put together on this side. In early years we hear a
tradition of an iron vessel built in Philadelphia several squares from the
river, and carried down on trucks to be launched. Harlan & Hollings-
worth, of Wilmington, Delaware, claim to have built the first iron steam-
boat in America in 1834. The early iron vessels were not built in the
ship-yards but in the rolling mills. They belonged to iron manufac-
ture rather than to ship-building. The iron manufacturing firm engaged
a builder of wooden ships to prepare for them a model of a vessel, to
lay down the mould for it in their shop, and to Oversee its construction
till its launch, themselves providing material and labor. Subsequently
the iron men engaged regular mechanics from the ship-yards, vessels,
and engines for them, became a more and more important part of their
business, and so ship-building was superimposed on the iron manufac-
ture. It is only exceptionally, as in the case of the Cramps, that a
wooden ship-building establishment has deliberately changed its ma-
terial, and become an iron-using establishment.
In the thirty years from 1830 to the outbreak of the war, iron vessels
were built at Philadelphia, but apparently neither of such size nor so
numerously as at New York, and perhaps other places. The large num-
ber of active engine building establishments here seem to have been the
principal inducement for the building of such iron vessels as were con-
structed here during that period, as steamboats were the only vessels
that demanded that material, as is still the case in America. The
activity of the building of iron vessels everywhere in America was very
closely connected with the price of iron. This was far more true then
than now, the early crude methods of using the material being very
wasteful when compared with the nice calculation of present ship-build-
ing. For a long time, for instance, all the plates were furnished in
parallelograms, the extra amount being sheared off when they were
fitted on the ship. Mr. Charles H. Cramp was one of the first to intro-
duce a saving of material by shaping the plates at the time of their
manufacture. Now the plates, angles, bars, stanchions, frames, beams,
etc., are frequently ordered and rolled to measure and shape at the iron
works, leaving but little except some trimming, planing and rolling
out of inequalities to be done at the ship-yard. In a careful calculation
from a chance vessel being built at Roach's at Chester, this year, the
5 C–10–91
66 C. DEPARTMENT OF INTERNAL AFFAIRS. | OFF. DOC.
cost of the material, and that of the labor, the two great elements of ex-
pense, were almost exactly the same. According to the character of the
material and class of the vessel these relative proportions of cost of labor
and cost of material may vary a great deal. Labor has been much more
stable than price of material, and the steady fall of the latter for some
years now has mado it constantly of less extreme importance in ship-
building.
In the early forties iron was declining in price, reaching twenty-five
dollars a ton in 1842, and twenty-four dollars a ton in 1844. It was dur-
ing this period that two of the present great Delaware river firms, Neafie
& Levy of Philadelphia, and Harlan & Hollingsworth of Wilming-
ton, began building iron vessels regularly. In the later years of the
same decade railroad building brought iron up in price again and acti-
vity in iron ship-building decreased correspondingly. With the excep-
tion of a temporary fall in the year 1850, iron remained high until 1858.
In 1854, it had been fifty-four dollars per ton, in 1858 it fell to twenty-
One dollars and fifty cents. During all these years but few iron vessels
had been built. Now, however, both materials and wages were com-
paratively low, American builders were learning to handle iron, and also
learning the peculiar merits and strength of Our Owniron, workmen had
become used to working in an iron ship-yard, and a normaldevelopment
would doubtlessly have taken place, if the war had not broken out and
initiated an entirely new era.
The influence of the naval requirements of this war on iron ship-build-
ing was of extreme importance. Neither the price of iron nor the rate
of wages for a long time governed its activity, for with pig iron at $73.50
per ton and wages at double their recent rate, as was the case in
1864, no iron ships at all could have been built under ordinary circum-
stances. It was only the absolute necessity of the government which
had to have the strongest possible vessels and had to have them im-
mediately which made the ship-yards busy. Under the circumstances
the navy yards of course were entirely overwhelmed, as has been already
explained, and recourse was had to private yards. Many of the proprietors
of these yards in Boston, New York, Philadelphia, Chester and Wilming-
ton anticipated this necessity and made preparations to meet it by the
introduction of extensive machinery and other equipments. An iron
ship-building establishment is very different in its requirements from
one where wood is the material used. The capital required in the latter
is very small. Most of the tools are owned by the individual workmen,
and an establishment;building very large ships has often not more than
$5,000 or $10,000 invested in its plant. An iron ship-yard however, is a
concentration of a dozen or more establishments, many different trades
being represented, massive and expensive machinery required, an im-
mense amount of capital invested, and Operations necessarily being
carried on on a large scale. Large amounts of material moreover have to

No. 10.] STATISTICS.–SHIP-BUILDING ON THE DELAWARE. C. 67
be ordered and frequently paid for at one time. So in the early years
of the war the iron ship-builders invested sums ranging from a quarter
of a million to a million dollars in the equipment necessary to perform
the government work. e
When the demand came the private ship-yards were able to begin the .
work for the government, and the vast expenditures of the government
in turn made it possible to extend the yards and provide for them a still
larger equipment. Sad as were the causes which made the war ships
necessary, and burdensome as was the payment upon the government
and the people, yet the art of iron ship-building in America was thereby
put on a firm basis of capital, skill and excellence.
IFrom 1864 to 1870 the ship-yards were all alike dull. The govern-
ment orders had ceased, iron was dear and wages were high. After
1870, however, things began to improve; iron went down rapidly in
price, reaching its lowest point in American history, $16.50, in 1878, and
it has remained since at a moderate price. Under these circumstances
iron ship-building again became active for the river and coasting trade
for companies in South America, and for some foreign trade of Ameri-
can companies. Two new yards were opened, one at Philadelphia, an-
other at Marcus Hook, although both were closed after a few years ex-
istence. One of the old yards at Chester changed ownership and
entered on a new period of energetic work. In 1883 government work
was again begun in the reconstruction of the United States navy. Phil-
adelphia's old lines of wooden coasting steamboats, many of them side-
wheel steamers, were wearing out, and these were to be renewed and re-
placed by iron-propellor steamers. Certain firms have made a specialty
of iron steamboats for river use; others bave built fine ocean-going
steam yachts; still others have done a general business in iron steamers
for commercial use, while some have made government work a specialty.
During this period also the special facilities of Philadelphia and its
vicinity told so strongly that most of the iron ship-building of the At-
lantic coast came to be concentrated in the district along the Delaware
river. This superiority of location consists largely in the proximity of
the great iron manufacturing, establishments, not only in Philadelphia
itself but in many towns along the Delaware and the Schuylkill, and in-
land–Chester, Phoenixville, Pottsville, Coatesville and Bethlehem, and
in great centers further within the state, such as Harrisburg and Pitts-
burgh. Back from this part of the Atlantic coast lies a great circle of fur-
naces, rolling mills, and other establishments producing the best of iron
and steel in the most favorable of circumstances. The deep stream of
the river close up to the ship-yards, the fresh water, with its comparative
immunity from rust, above all the long-established habits, skill and rep-
utation of the builders and their employes—this group of advantages
makes it no wonder that iron ship-building has been steadily increasing
68 C. DEPARTMENT OF INTERNAL AFFAIRs. | OFF. DOC.
here, while it has been decreasing at many other places. The climate
also is considered particularly favorable, being free from the enervating
effects of the coast districts of the South, and not liable to the long-con-
tinued severe winter weather of New England, which interferes so seri-
ously with such outside work as ship-building. It is true that just in
recent times new activity has been displayed in iron ship-yards at Balti-
more, Md., Newport News, Va., Bath, Me., San Francisco, Cal., and
Puget Sound, Washington, but it is still too early to tell whether these
are destined to play a part of any considerable rivalry to the establish-
ments on the Delaware.
The iron ship-building yards at present in existence on the course of
the river are as follows: -
The Pusey and Jones Company, Wilmington, Delaware.
The Harlan and Hollingsworth Company, Wilmington, Delaware.
John Roach & Sons, Chester, Pa.
John A. Dialogue, Camden, New Jersey.
Neafie & Levy, Philadelphia, Pa.
The William Cramp and Sons Ship and Engine Building Company,
Philadelphia, Pa.
The Pusey and Jones Company have made a specialty of building
light-draught stern-wheel and side-wheel steamers for use in shallow
rivers. They have built probably as many as a hundred such iron
steamers for foreign orders, principally for use in the South American
rivers, having made a special study of the requirements for this service.
The Harlan and Hollingsworth Company was established in 1836. In
1843 they began ship-building, and in the next year launched three iron
vessels. Two of these were but small, the third, the Bangor, was an iron
propeller steamer of 450 tons, claimed to be the first iron coasting
steamer built in the United States. During the war they did a great
deal of work for the government, including the building of the follow-
ing vessels: - -
Iron clad sloop of war Ranger.
Iron clad monitors Patapsco, Saugus and Napa.
In 1869 they built an iron sailing vessel, the bark Iron Age, of 650
tons. They have made something of a specialty of iron and steel yachts,
having built a dozen or more that have been famous, such as Mr. As-
tor's Norumahal, Mr. Vanderbilt's Alva, and Mr. Gallatin’s Almy. The
company has built most of the steamers for the Old Dominion Steam-
ship Company, a number for the Panama Railroad Company, for the
Charles Morgan and other well-known lines. They build iron yessels
only, and have altogether built some two hundred and fifty, of about
175,000 total tonnage. . Since 1886 they have built thirty-three iron and
steel vessels, altogether of 30,000 tons, varying in size from a little steam
yacht of 123 tons to an iron and steel screw steamer of 2,400 tons. The
establishment is the largest industry in the city of Wilmington, with
'（[[J,SHIHO NI J.， II， 18 **) NI>{{Ha : IO ALIO “RIGHIN VOEILS （IIvIN OIGHIOwai
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No. 10.] STATISTICs—SHEP BUILDING ON THE DELAWARE. C. 69
the greatest area of any ship-yard in the world—a dry dock, and all of
the most extensive and best facilities for building and fitting out iron
ships. They manufacture, in addition to iron and steel vessels of all
kinds, and engines and boilers, both land and marine, railroad and other
cars of all descriptions. They employ about 2,000 hands, though the
facilities will admit of 3,000, and the pay-roll amounts to between $30,-
000 and $40,000 per week.
The Delaware River Iron Ship Building and Engine Works, of John
Boach & Sons, at Chester, is the successor to an older iron ship-yard,
that of Reaney, Son & Archbold, founded in 1860. In this Mr. Reaney
had invested, it is said, almost a million dollars, and had built some-
thing over one hundred vessels. During the war he built three moni-
tors, the Sangamon, Lehigh and Tunxis; One gunboat, the Tahoma, four
“double-enders,” the Paul Jones, Wateree, Suwanee and Shamokin, and
two small iron screw steamers, the Nina and the Pinta. In the dull
times following the war, however, the firm was not able to meet its lia-
bilities, and the yard was disposed of, in 1871, at private sale, to Mr.
John Roach of New York. In 1872 the latter, already the owner of the
IEtna, Morgan and Allaire iron and engine building works in New York,
organized a company and began building iron vessels at Chester. The
first ship was launched in 1873. Subsequently from four to ten large.
steamers were built every year with an average annual tonnage of 14,800
tons. For a while, therefore, the yard became the most important in
the United States. In the twenty years of their existence they have
built over one hundred large vessels. The total tonnage up to 1882 was
148,000 tons. Since that time it must have risen to 225,000 tons. In
the year of largest production they built 28,190 tons. The City of
Peking and City of Tokio, built in 1874, are the largest merchant vessels
yet built in this country. They are each 419 feet long, and measure
5,080 tons each. The Roachs have built for the government the Alert,
Miantonomoh and Puritan, and the earliest vessels of the new navy, the
Boston, Atlanta, Chicago and Dolphin. The unfortunate dispute as to
the acceptance of the last of these vessels belongs to political rather
than industrial history. They have now been long accepted, have been
paid for, and have performed good service. The company have since
refused to bid on government work, though two of the recent vessels,
the Concord and the Bennington, have been built by them as sub-con-
tractors under N. F. Palmer, Jr., & Co. The firm reports having been
very busy since about 1887, having refused about as much work as they
have accepted. In 1889 the contracts on hand amounted to about three
and one-half million dollars. They have built a large number of vessels
for the well-known American steamship lines, including sixteen vessels
for the Mallory Line, thirteen for the Pacific Mail Steamship Company,
and several each for the Old Dominion Steamship Company, the Ward
Line, the Oregon Steamship and Railroad Company and others. Their
70 C. DEPARTMENT OF INTERNAL AFFAIRs. | OFF. DOC.
material, as that of other yards along the Delaware, is ordered from
Coatesville, Phoenixville, Harrisburg, Pottsville and other iron manufac-
turing towns, some from as far away as Pittsburgh, and some from
Chester itself. The establishment is the largest industry in Chester and
during its existence has practically created one whole section of that
city. The yard includes about twenty-five acres, with a splendid water
frontage of some 2,000 feet, and with the full depth of the Delaware into
which to launch their vessels. The paid-up capital of the concern is
now $433,000. The pay-roll has averaged for the last twenty years from
$500,000 to $600,000 a year, the number of employes having varied from
500 to 1,500 men. At present the number of men employed is 700 and
the weekly pay.roll is $7,600.
At Kaighn's Point, in Camden, N. J., John A. Dialogue has an iron
ship-building establishment at which small iron tugs, light-house ten-
ders, iron pilot boats and such vessels are built. The first steam pilot
boat built of iron in the United States was built here for service at New
Orleans. Four or five iron tugs a year are built, and there are generally
as many as three under way at once. About fifty men are employed on
the average. .
At Philadelphia, as has been said, there are two iron ship-building
establishments. The Penn Works of Neafie & Levy, and the William
Cramp and Sons Ship and Engine Building Company. The former was
established in 1838 by Jacob Neafie. In 1844, under the firm name of
Beaney, Neafie & Co., they began ship and engine building along
with other forms of iron work. They built the engines for a great
many government steamers both before and during the war, and have
done a large business in the special manufacture of propellor wheels for
vessels. They build also iron merchant vessels of all kinds, tugs, ferry-
boats and river craft. Scarcely a year has passed since 1844 in which
they have not launched at least One vessel and frequently as many as
six. Altogether they have built some One hundred and twenty-five ves.
sels. Their location is at an eligible point on the river front, but the
yard is not large enough to admit of them building the largest class of
modern vessels.
The William Cramp and Sons Ship and Engine Building Company,
which has long been famous, and in recent years has became of national
interest, through building far the greater part of our new navy, is, as has
been formerly remarked, the development of one of Philadelphia's old
wooden ship-yards. This was founded by William Cramp in 1830. Mr.
Cramp was born in Kensington, a ship-building suburb of Philadelphia,
in 1807, educated in the public schools till he reached his sixteenth year,
when he was apprenticed to Samuel Grice, one of the best known ship-
builders of the time, the builder of the “Guerriere” and other famous
vessels. After completing his term of apprenticeship, Mr. Cramp
worked as a journeyman ship carpenter until 1830, when he secured some

No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 71
property fronting on the Delaware and established a yard of his own.
This was one of a considerable number of yards in the same Section of
the city, and was occupied in building wooden sailing vessels and steam-
boats. Between 1830 and 1860 something over one hundred vessels
were constructed in his yard. They included a few ships, one of them,
the “Bridgewater,” as large as 1,500 tons, a number of smaller sailing
vessels, mostly brigs and schooners, a large number of steamboats for
river and coasting trade, the “Samson,” the first tug boat built in
America, the two city ice-boats, and a number of other steam tugs and
ferryboats. The efforts to meet the requirements of the war period, the
participation of this firm in the building of the war mavy, and the effect
of that period in laying the foundation of the present greatness of the
establishment, have been already spoken of. Mr. Cramp built eight
vessels for the government during that time with a total tonnage of 11,-
360 tons, in addition to repair work and refitting of other vessels.
The period immediately following the war was, as has been said, a
dull period for all ship-building. The next step forward taken by this
firm was when they obtained the contract for building the four iron
steamers for the new American Line, in 1871. The Pennsylvania, Ohio,
Indiana, and Illinois were built in the years 1872 and 1873. These ves-
sels, of 3,125 tons each, made the wider reputation which the firm now
gained, and its work has subsequently been of a notable character. In
1876 the Cramps were engaged by the Russian government to do some
important repair work, and were subsequently employed by the same
government to build the three cruisers, Asia, Europe and Zabiaca. In
1871 the company gave up finally the building of wooden vessels, re-
stricting their work to iron and steel. Altogether they have built six
iron steam colliers for the Reading Railroad Company, of 1,283 tons
each; seven ocean steamers for the New York and New Orleans Line,
ranging from 3,000 to 4,500 tons each; three ocean steamers for the
Central Pacific Railroad Company, of over 3,000 tons each; five for the
Red D Line, between New York and Venezuela; four others, each above
2,500 tons, for the Clyde Line; eight for the Havana service, and some
twenty others for various lines. Many river and sound steamboats,
ferry boats and tugs also have been built since 1870. One of the few
iron Sailing vessels in the American merchant marine, the three-masted
Schooner Josephine, of 365 tons, was built by the Cramps.
When the construction of a new navy was resolved on a few years ago,
and bids to conform to the government specifications were called for,
the Cramps proved to be one of the most successful competitors, and
the work as far as completed has attained high success and won great
praise. Six great war vessels have been launched since 1889, and four
are still in process of building. Two of these are of more than 10,000
tons displacement, and are contracted for at a price of $3,063,000 each,
besides premiums to be given for additional speed. g
During this period of rapid growth new ground has been acquired
72 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
by the firm; in 1872 it was incorporated, a few years afterward the old
iron and engine-building works of I. P. Morris & Co. were purchased,
new capital has been invested, and the development of the theoretical
side of ship-building has gone on concurrently.
In the development of marine engines, contrary to the case in hull-
building, this country was for some time behind England. The prac-
tical introduction of the compound marine engine into American use
was in the steamship “George W. Clyde,” built by William Cramp &
Sons in 1871. During the next decade many improvements in engines
were made on the foundation of the use of double expansion. The
steam yacht Atalanta, built by the Cramps for Mr. Jay Gould in 1882,
was considered to have the most perfect engines of this type. In 1885
they built the Peerless, a steam yacht, at a cost of about $100,000, as a
practical experiment in the use of triple expansion engines. Almost
all vessels built by this firm since that time have had their engines of
this type, and indeed almost all marine engines are now of triple expan-
sion. The Vesuvius, with twin screws and triple expansion engines, has
developed a speed of 213 knots per hour. The two war cruisers now
being built have triple expansion engines and three screws, and are
guaranteed to reach 21 knots per hour.
During the whole existence of this establishment, from 1830 to 1892,
the number of vessels built and an approximation to the tonnage has
been as follows:
18 War Vessels, . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97,843 tons.
2 light-house tenders, . . . . . . . . . . . . . . . . . . . . . . . . 590 “
6 steam yachts, . . . . . . . . . . . . . . . . . . . . . . . . over 1,231 “
68 Ocean Steamers, . . . . . . . . . . . . . . . . . . . . . . . . . . 126,486 “
22 steamboats, . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,046 “
54 tugs and towboats (averaging 175 tons each), . . . . . . . . . . . 9,450 “
7 ships, . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * 7,024 “
1 bark.
7 brigs.
13 schooners.
11 vessels lengthened and rebuilt.
58 vessels, such as sloops, lighters, barges, floating docks and caissons.
Total lumber of vessels, etc., 267.
Total tonnage of larger vessels, . . . . . . . . . . . . ... • * * * * 192,670 “.
Some further statistics of the present condition of the establishment
are as follows:
Area of Works, . . . . . . . . . . . . . . . . . . . . . . 24-acres.
Water front, . . . . . . . . . . . . . . . . . . . . . . . . 1,229 feet.
Depth of Water in front, . . . . . . . . . . . . . . . . . . 36 feet.
Basin dry-dock, . . . . . . . . . . . . . . . . . . . . . y 462 feet long.
* l 111 feet wide.
Marine railway, . . . . . . . . . . . . . . . . . . . . . . 1,000 tons capacity.
Number of Gmployes, . . . . . . . . . . . . . . . . . . . g 3,200
Weekly pay-roll, . . . . . . . . . . . . . . . . . . . . $34,000
Total tonnage under construction, . . . . . . . . . . . . 43,696 tons.
Total value of contracts in hand April 7, 1892 (to be ſin-
ished before the end of 1893), . . . . . . . . . . . . . . $14,526,000
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 73
The following table is intended to give the number and tonnage of
vessels of all kinds built at Philadelphia since the Revolution, as far as
any such statistics are now attainable. - -
The number of vessels built in the years from 1781 to 1787 is prob-
ably not complete, as it only includes such as cleared from Philadelphia
on voyages during that period, as explained in the text. For 1793 and
the first six months of 1794 the tonnage built has been found, but not
the number of vessels, except for four months in the middle of 1793,
when the number was 9 ships, 2,462 tons; 9 brigs, 1,542 tons; 3 schoon-
ers, 344 tons, and 5 sloops, 270 tons. In 1795 and 1796 the number of
vessels of each description has been found in a contemporary record,
but not the tonnage. It is a matter of regret that the statistics of ship-
building during the active period from 1796 to 1825 cannot be found, ex-
cept the slight indications mentioned in the text. But no public record
seems to have been kept, or at least none is now discoverable. Even
the statistics for the decade from 1825 to 1835 are gathered from an account
kept in a contemporary commercial journal. Those of the years that fol-
low are from the records of the United States Commissioner of Naviga-
tion. The year for which the statistics are given is the government fis-
cal year, ending on the first of June. After the year 1868, they include
the whole customs district of Philadelphia, including Chester, and since
1880 Camden, at the latter of which places almost all the wooden vessels
recorded for recent years are built. There is considerable reason to
doubt, however, whether these official figures are by any means com-
plete.
NUMBER AND TON N AGE OF VESSELS (; F VARIOUS IX INDS BUILT
ANNUALLY IN PHILADELPEII A.
s vºw ºn ºr SERIPS AN ID * SLOOPS, BARGES
STEAM VEssBIs. BARKs. BIt IGS. SCEIOONERS. AND CANAL BOATS. ToTAI.
No. Tonnage. No. Tonnage. NO. TOnnage. NO. Tonnage. No. Tonnage. NO. Tonnage.
1781, . . . . . . . . . . . . . . . . . . . . . . e e i º e º e e s s 4 910 3 210 ! . . . . . . . . . . . . * • * : * * * * * * * e 7 1, 120
1782, . . . . . . . . . . . . . . . . . . . . . . g & tº e º & gº tº e 9 1, 575 4 227 9 344 tº g . * * * * g º is is 22 2, 146
1783, . . . . . . . . . . . . . . . . . . . . . . tº tº s tº º 'º º $ tº 13 2,943 15 1,243 4 91 8 200 40 4,447
1784. . . . . . . . . . . . . . . . . . . . . . . e e i e º e º 'º & tº 21 3.665 13 1,302 3 125 7 2] I 44 5,303
1785. . . . . . . . . . . . . . . . . . . . . . . gº gº & © º e º & Gº S 1,560 5 530 1 50 6 322 20 2,412
1786, . . . . . . . . . . . . . . . . . . . . . . e g e º e e º $ 3 1. 145 4 370 2 54 6 336 13 905
1787, . . . . . . . . . . . . . . . . . . . . . . & e e º ſº e º & tº 2 483 10 963 1 65 3 133 16 1,644
1793, . . . . . . . . . . . . . . . . . . . . gº & º & & & e º & * G - e º e º gº º s & © tº g º e º º ſº is tº & 8 & © e º & s e I e º & e º a º a tº e 8, 145
1794 (3 year), . . . . . . . . . . . . . . . . . . e tº i e º e º 'º & s a & I & # * g º & 8 & ſº º & © tº e º 'º g g g g : * * * * * * * e e I tº e º e g º ºs & e ‘º 2,059
1795, . . . . . . . . . . . . . . . . . . . . . . e & I & e º s º is & 10 ! . . . . . . . 9 . . . . . . . 5 | . . . . . . . 7 | . . . . . . . . 31 . . . . . . .
1796, . . . . . . . . . . . . . . . . . . . . . . e g I e tº t e º ſº e 5 . . . . . . . 9 | . . . . . . . . . . . . . . . . . . . . 8 . . . . . . . . . 22 . . . . . . .
1825, . . . . . . . . . . . . . . . . . . . . . . 1 25 | 8 4, 109 16 2,888 343 5 204 35 7,894
1826, . . . . . . . . . . . . . . . . . . . . . . 4 900 6 3, 361 10 1,925 19 1,046 12 355 51 7, 587
1827, . . . . . . . . . . . . . . . . . . . . . . 1 2.47 4 1,248 7 1, 426 16 905 368 37 4, 194
1828. . . . . . . . . . . . . . . . . . . . . . . I 230 1 | 4,658 5 727 5 448 15 453 37 6, 516
1829, . . . . . . . . . . . . . . . . . . . . . . 2 64 I 2 723 8 1,486 4 390 t 281 25 , 521
1830, . . . . . . . . . . . . . . . . . . . . . . 3 608 2 553 3 579 8 486 14 361 30 2, 590
1831, . . . . . . . . . . . . . . . . . . . . . . e e i e º ºs e is a tº 5 1,936 4 859 7 392 10 336 26 3, 525
1832, . . . . . . . . . . . . . . . . . . . . . . l 125 4 1, 732 2 300 (5 482 11 516 24 , 159
1883, . . . . . . . . . . . . . . . . . . . . . . 1 314 8 3, 196 5 644 5 351 8 410 27. 4,916
1834, . . . . . . . . . . . . . . . . . . . . . . 1 307 1 544 3 588 3 241 10 506 19 2, 483
1885, . . . . . . . . . . . . . . . . . . . . . . 6 1,166 3 1,240 2 328 12 681 16 971 39 4, 386
1836, . . . . . . . . . . . . . . . . . . . . . . 2 | . . . . . . . 2 | . . . . . . . 3 | . . . . . . . 4 | . . . . . . . 3 | . . . . . . . . 14 2,587
1837, . . . . . . . . . . . . . . . . . . . . . . 2 . . . . . . . 3 . . . . . . . 2 . . . . . . . 5 . . . . . . . 3 | . . . . . . . . 15 3,282
1838, . . . . . . . . . . . . . . . . . . . . . . 2 | . . . . . . . 4 . . . . . . . 4 | . . . . . . . 5 | . . . . . . . 13 | . . . . . . . . 28 3,567
1839, . . . . . . . . . . . . . . . . . . . . . . 4 | . . . . . . . 4 . . . . . . . 7 | . . . . . . . 14 | . . . . . . . 13 | . . . . . . . . 42 5,086
1840, . . . . . . . . . . . . . . . . . . . . . . 1 | . . . . . . . 6 | . . . . . . ; 6 | . . . . . . . 12 . . . . . . . 78 . . . . . . . . 103 8, 135
1841, . . . . . . . . . . . . . . . . . . . . . . tº e tº gº º e º & ºt 1 | . . . . . . . 4 | . . . . . . . 10 | . . . . . . . 78 | . . . . . . . . 93 , 615
1842, . . . . . . . . . . . . . . . . . . . . . . 1 . . . . . . . 1 | . . . . . . . 4 . . . . . . . 3 | . . . . . . . 158 | . . . . . . . . 167 9,306
1843, . . . . . . . . . . . . . . . . . . . . . . 3 | . . . . . . . 3 | . . . . . . . 3 | . . . . . . . . 2 | . . . . . . . 35 | . . . . . . . . 46 3,922
1844, . . . . . . . . . . . . . . . . . . . . . . 2 | . . . . . . . 4 . . . . . . . 3 . . . . . . . 2 | . . . . . . . 96 | . . . . . . . . 107 6,937
1845, . . . . . . . . . . . . . . . . . . . . . . 8 . . . . . . . G | . . . . . . . 4 : . . . . . . . 7 | . . . . . . . 100 | . . . . . . . . 125 9, 111
1846, . . . . . . . . . . . . . . . . . . . . . . G | . . . . . . . 2 | . . . . . . . 2 | . . . . . . . 15 . . . . . . . 87 | . . . . . . . . 112 8, 280
1847, . . . . . . . . . . . . . . . . . . . . . . 8 . . . . . . . . 8 . . . . . . . 2 | . . . . . . . 28 . . . . . . . 80 l . . . . . . . . 126 12, 457
1848, . . . . . . . . . . . . . . . . . . . . . . 5 ! . . . . . . . 7 | . . . . . . . 4 | . . . . . . . 26 . . . . . . . 161 | . . . . . . . . 203 19, 671
1849, . . . . . . . . . . . . . . . . . . . . . . 9 . . . . . . . 3 . . . . . . . 2 | . . . . . . . 26 . . . . . . . 102 | . . . . . . . . 142 13, 741
1850, . . . . . . . . . . . . . . . . . 17 | . . . . . . . 7 | . . . . . . . 1 ! . . . . . . . 34 | . . . . . . . 107 | . . . . . . . . 166 8, 150
1851, . . . . . . . . . . . . . . . . . . . . . . 26 . . . . . . . 4 . . . . . . . 3 | . . . . . . . 14 • * * 71 | . . . . . . . . 118. 20,056
1852, . . . . . . . . . . . . . . . . . . . . . . 20 ! . . . . . . . 4 | . . . . . . . 1 | . . . . . . . 18 . . . . . . . 61 . . . . . . . . 104 16,929
1853, . . . . . . . . . . . . . . . . . . . . . . 22 | . . . . . . . . 1 | . . . . . . . 4 | . . . . . . . 28 . . . . . . . 102 | . . . . . . . . 157 24, 426
1854. . . . . . . . . . . . . . . . . . . . . . . 14 i . . . . . . . 6 . . . . . . . 4 | . . . . . . . 26 . . . . . . . 110 ! . . . . . . . . | I61 24, 122
1855, . . . . . . . . . . . . . . . . . . . . . . . 23 | . . . . . . . 10 | . . . . . . . 1 ! . . . . . . . 20 ! . . . . . . . 146 | . . . . . . . . . 200 33, 829
1856, . . . . . . . . . . . . . . . . . . . . . . 8 . . . . . . . . 4 / . . . . . . . 2 . . . . . . . . 11 | . . . . . . . 168 | . . . . . . . . . 193 19, 695
1857, . . . . . . . . . . . . . . . . . . . . . . 1} | . . . . . . . 2 | . . . . . . * * * * * * * * * * 21 . . . . . . . 89 | . . . . . . . . : 126 14,787
1858, . . . . . . . . . . . . . . . . . . . . . . 12 . . . . . . . 2 | . . . . . . . e a g g s & # * * 14 | . . . . . . . 49 . . . . . . . . : 77 , 339
1859, . . . . . . . . . . . . . . . . . . . . . . 4 / . . . . . . . 1 " . . . . . . . 1 | . . . . . . . 7 ' . . . . . . . 58 4 71 9,887
:
:
No. 10.]
STATISTICS.–S
HIP-BUILDING ON THE DELAWARE. C. 75
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76 C. DEPARTMENT OF INTERNAL AFFAIRs. LOFF. DOC.
SHIP.BUILDING IN PENNSYLVANIA.
Though without a foot of Seacoast Pennsylvania has maintained a
front rank in the industry of ship-building since the earliest colonial
times, and at the present time excels all the rest of the Union taken
together, in the production of iron and steel steamships. A glance at
the shipping register will show that more than nineteen-twentieths of
the iron and steel steam tonnage afloat under the American flag on salt
water, is the output of Delaware river ship-yards. To Pennsylvania.
belongs the credit not only of building nearly all the steamships them-
selves, but also of fabricating an equal percentage of the material, such
as plates, shapes, forgings, castings, etc., used in their construction.
Hence it is a leading industry of the state and a source alike of prosper-
ity and pride. -
As the growth and development of ship-building in Pennsylvania is
now most prominently represented by the ship-yard of William Cramp
& Sons, at once the greatest and the oldest in the United States and
among the greatest in the World, we shall select their general method
and practice as the basis of our paper on the present state of the art.
The first step toward the construction of a new ship is its “scheme.”
This is a general and comprehensive outline of the qualities and char-
acteristics desired, which of course are determined by the work which
the vessel is intended to perform. If designed for passenger traffic
mainly, the chief requirements will be speed, safety and comfort of ac-
commodation. In such a case the “Scheme * would contemplate a long,
sharp ship, with fine “limes * and elaborate fittings, and provided with
high-powered machinery. If for freighting mainly, the “scheme’
would involve a maximum of stowage and carrying capacity with en-
gines of moderate power sufficient to drive the vessel at a comparatively
low rate of speed with all possible economy of coal and other operating
costs. - -
Having thus schemed the ship in view of her intended uses, the next
step is the plan. This involves general drawings of the hull and ma-
chinery, with specifications sufficient to determine the quality of mate-
rial and mode of construction. Upon the bases of the scheme and plan
a contract is made between the owner and builder. Naturally the char-
acter of a contract and the effect of its stipulations varies according to
the notions or predilections of the buyer; but experience has demon-
strated that the most effective forms of contract are those which define
the desired objects in the clearest and most concise general terms and
leave the multiplicity of constructive details to be settled according to
the common-sense rules of business as the work progresses. That is
to say, the private ship owner states the features he desires in his
） -
VESSELS PARTLY BUILT.


No. 10.] STATISTICS—SHIP-BUILDING ON THE DELAWARE. C. 77
vessel and awards the contract not always to the lowest bidder, but to
one in whom he has confidence, and with whose price he is satisfied and
leaves the details to the builder. The government gets out elaborate
plans and specifications and generally gives out the contract to the low-
est bidder. Sometimes, however, the builder submits plans of his own
as with the Cramp's in the case of the Vesuvius and the New York, and
sometimes the fowest bidder is not given the vessel, as was the case
when the Cramp's were awarded Cruiser No. 13 for work on behalf of the
government. On the contrary the naval practice is to elaborate the
terms of the contract and of the specifications to an extreme.
To exhibit the radical difference between the two methods of contract-
ing, that is say, the ordinary business-like method for private account
and that pursued by the government, we offer two forms of contract, one
for a war vessel and One for a merchant steamship :
Contract for the construction of an Armored Cruiser of about 8, (50 tons
displacement. “Armored Cruiser, No. 2.”
Contract, of two parts, made and concluded this 28th day of August, A. D. 1890,
by and between The William Cramp and Sons Ship and Engine Building Company, a
corporation created under the laws of the State of Pennsylvania, and doing business
at Philadelphia, in said state, represented by the president of said corporation, party
of the first part, and The United States, represented by the Secretary of the N avy
party of the second part. -
Whereas, the act entitled “An act making appropriations for the naval service for
the fiscal year ending June 30, 1889, and for other purposes,” approved September 7,
1888, authorized the construction of one armed eruiser, to be constructed in accor-
dance with certain provisions contained in the act, entitled “An act to increase the
naval establishment,” approved August 3, 1886, and to be, in all its parts, of domes-
tic manufacture ;
And whereas, after due advertisement, the proposal of the said party, of the first
part for the construction of the hull and machinery of said vessel, including the
fitting, fixing, placing, and securing of her armor, which vessel is, for the purpose of
this contract, designated and known as “Armored Cruiser No. 2,” has been duly
accepted by the Secretary of the Navy;
And whereas, the plans, drawings, and specifications required by said acts have
been duly provided, adopted, and approved, in accordance with the provisions of
said act of September 7, 1888;
Now, therefore, this contract witnesseth, that, in consideration of the premises, and
for and in consideration of the payments to be made as hereinafter provided for, the
party of the first part, for itself and its successors and assigns, and its legal repre:
sentatives, does hereby convenent and agree to and with the United States as follows,
that is to say :
First. The party of the first part will, at its own risk and expense, construct, in
accordance with the provisions of the acts of Congress relating thereto, and in con-
formity with the aforesaid plans, drawings, and specifications, one armored cruiser
of about eight thousand one hundred and fifty tons displacement, with fittings as
specified, of the following principal dimensions:
- Feel. Inches.
Length on mean load line, . . . . . . . . . . . . . . . . . 380 06;
Extreme breadth (not including armor belt), . . . . . . . 64 02;
Depth in hold from top of spar-deck beams to inner bottom, 41 O3
such vessel to be constructed of steel, of domestic manufacture, and to be provided
and fitted with machinery, engines, and boilers, also of domestic manufacture, com-
78 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
plete in all their parts, appurtenances, and spare parts, and in all respects as described
in the annexed plans, drawings, and specifications, and in the aforesaid acts of con-
gress, and will deliver the same at the Navy Yard, League Island, Pennsylvania, to
such person or persons as the Secretary of the Navy may designate; it being, how-
ever, expressly understood and agreed that if any article or thing included in, or
covered by, the plans, drawings, and specifications aforesaid shall be found, during
the prosecution of the work under this contract, to be not produced or manufactured
in the United States, and if, after reasonable effort, it shall be found impracticable to
obtain the same as an article of domestic manufacture, then and in such case provi-
sion shall be made, by or with the approval of the Secretary of the Navy, for such
alteration in the plans, drawings, and specifications, or for the adoption of such new
or different device or plan as may be found necessary in order to carry out and com-
plete this contract, subject, as to increase or diminished compensation by reason of
such change, to the conditions applicable to changes as expressed in the second
Clause of this contract. . e
Second. The construction of the hull and machinery and the fittings of the vessel
herein contracted for shall conform in all respects to and with the plans, drawings,
and spoifications above referred to, which plans, drawings and specifica-
tions are hereto annexed and shall be deemed and taken as forming part of this
contract with the like operation and effect as if the same were incorporated
herein. No omission in the plans, drawings, or specifications of any detail, object,
or provision necessary to carry this contract into full and complete effect, in accor-
dance with the object and intent of the acts of congress above referred to, shall
operate to the disadvantage of the United States, but the same shall be satisfactorily
supplied, performed, and observed by the party of the first part, and all claims for
extra compensation by reason of, or for, or on account of, such extra performance,
are hereby and in consideration of the premises expressly waived; and it is hereby
further provided, and this contract is upon the express condition that the plans,
drawings, and specifications aforesaid shall not be changed in any respect, when the
cost of such change shall, in the execution of the work, exceed five hundred dollars, .
except upon the written order of the Secretary or Acting Secretary of the Navy;
that, if changes are thus made, the actual cost thereof, and the damage, if any,
caused thereby shall be ascertained, estimated, and determined by a board of naval
officers, appointed by the Secretary of the Navy ; that the party of the first part shall
be bound by the determination of said board, or a majority thereoſ, as to the amount
of increased or diminished compensation which the said party of the first part shall be
entitled to receive, if any, in consequence of such change or changes, and that if all
the changes authorized increase the cost of constructing the vessel, and premiums are
earned hereunder by the party of the first part, such of Said increased cost, as re-
sults from changes tending to increase the speed of the vessel, shall be deducted
from such premiums in the final settlement under this contract.
Third. The party of the first part will, within ten months from the date of this
contract, furnish all working drawings and templates necessary to show the dimen-
sions and shape of each and every armor-plate required for use in the construction
of the vessel herein contracted for, including those to be used in the construction of the
turrets, barbettes, gun-shields, ammunition tubes, and in the protection of the guns
and loading positions, and the position and sizes of the bolt holes therein—the
spacing and dimensions of said bolt-holes to be in accordance with the specifica-
tions and subject to the approval of the Secretary of the Navy ; it being expressly
understood and agreed that the party of the first part shall furnish all the armor,
armor-bolts, and their accessories, and all the labor and material required in the con-
struction of the protective deck; that the party of the second part shall furnish all
other armor, armor-bolts and their accessories to be used in the construction of the
vessel, including such as may be required in the construction of the turrets, bar-
bettes, gun-shields, ammunition tubes, and in the protection for the guns and load-
ing positions, trim such armor-plates to the drawing or template sizes and shapes,
within reasonable manufacturing limits, as set forth in the specifications, and drill.
No. 10.] STATISTICS.–SHIP-BUILDING ON THE DELAWARE. C. 79
and tap all necessary holes therein, as shown by Said approved drawings and tem-
plates, and deliver said armor, armor-bolts, and their accessories, at such reasonable
place or places in the ship-yard of the party of the first part, as may be designated by
the party of the first part, and within the times and in the Order required to carry on
the work properly ; and that the party of the first part shall, at its own risk and ex-
pense, properly fit, fix, place, and secure all the armor to the vessel, including the
turrets, barbettes, gun-shields, ammunition tubes, and protection for the guns, and
loading positions, and furnish all other materials and labor required in the construc-
tion of said vessel and her machinery and fittings, as called for by the aforesaid plans
and specifications. -
Fowrth. The materials and workmanship used and applied in the construction of
the hull, machinery, and fittings of the vessel herein contracted for, and in the
fitting, fixing, placing, and securing of her armor, in details and finish, shall be first
class and of the very best quality, and shall, from the beginning to the end of the
work, be subject to the inspection of the Secretary of the Navy ; it being hereby ex-
pressly understood, covenanted, and agreed that the said Secretary may appoint
suitable inspectors, to whom the party of the first part shall furnish such samples,
and such information as to the quality thereof and the manner of using the same, as
may be required, and also any assistance such inspectors may require in determining
the weight and quality of steel and other metals, and of wood and other materials,
either used or intended for use in the construction of said vessel, hermachinery or fit-
tings, fixing, or in the fitting, placing, and securing of her armor; and that the inspectors
may, with the approval of the said Secretary, peren, ptorily reject any unfit material
or forbid the use thereof. The inspector shall, at all times during the progress of the
work, have full access thereto, and the party of the first part shall furnish them with
full facilities for the inspection and superintendence of the same.
Fifth. The steel to be used in the construction of the hull (including the protec-
tive deck), machinery, and appurtenances of the vessel herein contracted for, ex-
cept that used in the construction of her armor, shall conform to the “specifications
for inspection of steel for use in the construction of the hulls and machinery of
Armored Cruiser No. 2, and Cruiser (Protected) No. 6, for the United States Navy,”
approved by the Secretary of the Navy under date of May 10, 1890, which specifica-
tions are annexed to and form part a of this contract.
Siacth. The party of the first part will, at its own expense, prepare such plans or
drawings as may be necessary during the progress of the work, and will submit the
same to the Navy Department for approval before the material is ordered or the work
commenced.
Seventh. The party of the first part, in consideration of the premises, hereby cove-
nants and agrees to hold and save the United States harmless from and against all
and every demand or demands of any nature or kind for or on account of the adop-
tion of any plan, model, design, suggestion, or for or on account of the use of any
patented invention, article, or appliance which has been or may be adopted or used
in or about the construction of the hull, machinery, or fittings of said vessel, or any
part thereof, or in fitting, fixing, placing, and securing her armor, under this con-
tract, and to protect and discharge the government from all liability on account
thereof, or on account of the use thereof, by proper releases from patentees or other-
wise, and to the satisfaction of the Secretary of the Navy.
Eighth. The hull, machinery, and fittings of the vessel herein contracted for, and
all materials and appliances provided for and used, or to be used in the construction
thereof, shall be kept duly insured, which insurance shall be renewed and increased,
from time to time, by and at the expense of the party of the first part, the loss, if
any, to be stated in the policies, as payable to the United States; the insurance to be
effected in such manner and in such companies as shall be approved by the Secre-
tary of the Navy, and in an amount to be fixed, from time to time, by him, not ex-
ceeding the amount of advance payments made under this contract.
Ninth. The vessel herein contracted for, including her hull, machinery, and fit-
tings, with all her armor fitted, fixed, placed, and secured as aforesaid, shall be corn-
80 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
pleted and ready for delivery to the United States on or before the first day of Janu-
ary, eighteen hundred and ninety-threo ; but the lien of the United States upon
said hull, machinery, and fittings, respectively and collectively, and upon the ma-
terials on hand for use in the construction of the vessel, for all moneys advanced on
account thereof, shall commence with the first payment, and shall thereupon attach
to the work done and materials furnished, and shall, in like manner, attach, from
time to time, as the work progresses, and as further payments are made, and shall
continue until it shall have been properly discharged. In case the completion of the
vessel, machinery, and fittings, including the fitting, fixing, placing, and securing
of all her armor, as aforesaid, shall be delayed beyond the said date (January 1,
1893), deduction shall be made from the contract price of the vessel for each and
every day (excepting Sundays) during the time of such delay, and until the vessel,
machinery, and fittings, including the fitting, fixing, placing, and securing of all
her armor, shall be completed and ready for delivery to the United States, as follows,
viz.: during the month of January, eighteen hundred and ninety-three, one bun-
dred dollars per day; during the month of February, of said year, one hundred
and fifty dollars per day; and for each and every day (excepting Sundays) during
which such completion shall be delayed beyond the first day of March, eighteen
hundred and ninety-three, two hundred dollars per day—all such deductions from
the contract price of the vessel to be made, from time to time, from any payment or
payments falling due under this contract ; provided, however, that such delay shall
not have been caused by the act of the party of the second part, or by fire or water,
or by any strike or stand-out of workmen employed in the construction of the hull
or machinery of said vessel, or by other circumstances beyond the control of the
party of the first part; but such circumstances shall not be deemed to include delays
in obtaining materials when such delays arise from causes other than those herein
specified; provided, further, that in case of any such alleged delay, the party of the
first part shall give immediate notice thereof in writing to the Secretary of the Navy.
In case any question shall arise, under this contract, concerning premiums over
and above, or deductions from, the contract price of the vessel herein contracted for,
such question, with all the facts relating thereto, shall be submitted to the Secretary
of the Navy for consideration, and his decision thereon shall be conclusive and bind-
ing upon the parties to this contract.
All delays which the Secretary of the Navy shall find to be properly attributable
to the Navy Department, or to its authorized officers or agents, or any or either of
them, and to have been a delay operating upon the final completion of the vessel
within the time specified therefor in this contract, shall entitle the party of the first
part to a corresponding extension of the period herein prescribed for the completion
of the vessel; provided, however, that no delay, attributed by the party of the first
part to the Navy Department, its officers, or agents, or the alleged cause or causes
thereof, shall be considered by the Secretary of the Navy unless the party of the
first part shall, at the time of the occurrence of such delay, notify him in writing of
the facts and circumstances in each case, and of the extent to which the said party
of the first part claims that the final completion of the vessel is thereby delayed.
Tenth. The party of the first part hereby further covenants and agrees that the
vessel to be constructed under this contract shall be suſſiciently strong to carry her
armor, and the armament, equipment, coal, stores, and machinery prescribed by the
Secretary of the Navy and indicated in the annexed plans and specifications; that the
total weight of said machinery, including engines, boilers, and appurtenances; all
fixtures in engine and fire rooms; smoke-pipes ; distilling apparatus; and water in
boilers, condensers, pumps, pipes, and stern-tubes;–but not including turret-machi-
nery, stores, sparo parts, heating apparatus, tools in work-Shop, capstan, windlass,
steering-gear, or winches—shall not exceed fifteen hundred and twenty (1,520) tons,
this weight to be determined from the certified records of the actual weight of the
parts of the machinery as they are sent on board the vessel to be connected up, ex-
cept the weight of the contained water, which shall be calculated from the actual
volumes in steaming condition, as shown on the certified drawings of the completed
No. 10.] STATISTICS.–SHIP-BUILDING ON THE DELAWARE. C. 81
machinery, the weight to be calculated for salt water, except for those parts where
fresh water only is used; that if said total weight (1,520 tons) be exceeded, a deduc-
tion of five hundred dollars ($500) per ton shall be made from the contract price of
the vessel for each ton of excess weight over that stipulated (1,520 tons), and that if
said weight (1,520 tons) be exceeded by five per cent., a further deduction of ten
thousand dollars ($10,000) shall be made from the contract price of the vessel—all
such deductions to be made from any payment or payments falling due under this
contract; and that when the vessel is completed and ready for delivery, as required
by the plans and specifications, she shall be subjected to a trial trip, under condi-
tions prescribed or approved by the Secretary of the Navy, to test the hull and fit-
tings, the machinery, including engines, boilers,” and appurtenances, and the speed
of the vessel, and that such vessel shall be accepted only on fulfilment of, and sub-
ject to, the conditions and agreements hereinafter set forth :
(1.) That the working of the machinery in all its parts shall be to the satisfaction
of the Secretary of the Navy.
(2.) The party of the first part hereby guarantees that the speed developed by said
vessel upon said trial, under conditions prescribed by the Secretary of the Navy,
shall be not less than an average of twenty (20) knots per hour, maintained success-
fully for four (4) consecutive hours, during which period the air pressure in the fire
room shall not exceed two and one-half inches of water—the vessel to be weighted
to a mean draught of twenty-four (24) feet—it being mutually understood, cove-
nanted, and agreed that for every quarter knot of speed so exhibited and main- .
tained above said guarantee (20 knots) the party of the first part shall receive a pre-
mium, over and above the contract price of the vessel, of fifty thousand dollars
($50,000), and that for every quarter knot that said vessel fails of reaching said guar-
• anteed speed (20 knots) there shall be deducted, from the contract price, the sum of
fifty thousand dollars ($50,000); provided, however, and it is hereby further expressly
understood, covenanted, and agreed—the cost of Said vessel, exclusive of armament,
being limited by the aforesaid act of September 7, 1888, by reason of which limita-
tion it is not in the power of the Secretary of the Navy to incur or create, on the part
of the United States, in and about the construction of said vessel, pecuniary obliga-
tions which, in the aggregate, shall exceed such limit—that whenever the aggregate
expenditures incurred and paid in the construction and equipment of said vessel,
exclusive of armament, shall have reached the limit aforesaid, then and in such case
any and all premiums which may have been earned by the party of the first part
under the provisions of this contract, but which, when such limit is reached,
shall remain unpaid, shall be subject to the approval and action of Congress, and
that in no event shall any obligation be deemed to have been created, nor shall any
claim exist, for or on account of such unpaid premiums, until such claims shall have
been approved by Congress. * -
(3.) That said vessel, including hull, fittings, machinery, engines, boilers, and
appurtenances, and the fitting, fixing, placing, and securing of her armor, and all
other work required under this contract, shall be found to be strong and well built
and well performed, and in strict conformity with the contract, plans, drawings, and
specifications, and shall be approved by the Secretary of the Navy; provided, that
if, at and upon said trial, there shall be any failure in the vessel, including hull, fit-
tings, machinery, engines, boilers, and appurtenances, and the fitting, fixing, placing,
and securing of her armor, to meet fully the requirements of this contract, the party
of the first partshall be entitled to make further trials, sufficient in number to reason-
ably demonstrate the capabilities of the vessel; and provided also, that the number
of trials shall be determined and limited by the Secretary of the Navy, and that the
expenses of a successful trial shall be paid by the party of the second part, but that
any unsuccessful trial of the vessel or her machinery prior to her preliminary or
conditional acceptance, shall be at the expense of the party of the first part.
ICleventh. If, at and upon the trial trip before mentioned, the foregoing require-
6 C–10–91.
82 C. DEPARTMENT OF INTERNAL AFFAIRS. [OFF. DOC.
ments and conditions relating to the hull, fittings, and machinery of said vessel, and
to the fitting, fixing, placing, and securing of her armor shall be fulfilled, and if the
speed guaranteed as aforesaid shall be developed and maintained as aforesaid, then
and in such case the vessel shall be preliminarily accepted, and payment of the last
three instalments of the contract price of the vessel, and of all reservations shall be
made, subject, however, to a special reserve of fifty thousand dollars ($50,000) from
and out of the reservations hereinafter provided for; but if the speed developed and
maintained by said vessel, during such trial, shall fall below the speed guaranteed
as aforesaid, she shall be conditionally accepted, subject to deductions, as aforesaid,
from the contract price of the vessel on account of her failure to reach the speed
guaranteed as aforesaid ; provided however, that all the other requirements and con-
ditions of this contract, relating to the hull, fittings, and machinery of said vessel,
and to the fitting, fixing, placing, and securing of her armor shall have been ful-
filled ; and that, in case of such conditional acceptance, the twenty-eighth, twenty-
ninth, and thirtieth instalments of the contract price of the vessel and the reserva-
tions on payments under this contract, shall constitute a reserve fund which shall
be applicabio to or towards the satisfaction of such deductions from the contract price,
and shall be retained by the party of the second part for that purpose.
In case of a “preliminary '' acceptance of said vessel the said “special reserve ’’
of fifty thousand dollars ($50,000), or in case of a “conditional” acceptance of said
vessel, the said “reserve fund,” or so much thereof as may, in the judgment of the
. Secretary of the Navy, be necessary, shall be held until the vessel has been finally
tried, after being fully equipped, armed (or weighted correspondingly), and in all
respects complete and ready for sea, under conditions prescribed or approved by the
Secretary of the Navy ; provided, that such final trial shall take place within six
months from and after the date of the “preliminary'' or the “conditional '' accept--
ance of the vessel.
If, at and upon such final trial, or at any time within six months after either a “pre-
liminary'' or a “conditional ’’ acceptance of said vessel, such final trial not having
taken place, any weakness or defect in the hull or fittings, or defective workmanship
in the fitting, fixing, placing, and securing of the armor shall appear, or the machin-
ery, or any part or parts thereof, shall be found to be defective in any respect, or
there shall be any failure, breaking down, or deterioration, other than that due to
fair wear and tear of any part or parts of the machinery, engines, boilers, or appur-
tenances, the same shall be corrected and repaired, to the satisfaction of the Secretary
of the Navy, at the expense of the party of the first part, and the party of the first
part may, if it so desires, have an engineer of its own selection present in the engine-
room of said vessel at any time or times during said period, who shall have full op-
portunity to observo and inspect the working of the machinery in all its parts, but
without any directing or controlling power over the same, and in case such engineer
shall be a civilian, his compensation shall be paid by the party of the first part.
If the vessel be not in readiness for such final trial within six months from the
date of her “preliminary’’ or “conditional ’’ acceptance, through no fault or delay
on the part of the party of the first part, and no weakness or defects in the hull or
fittings or in the machinery, including engines, boilers, and appurtenances, Or defec-
tive workmanship in the fitting, fixing, placing, and Securing of the armor, shall
have appeared, then the vessel shall be finally accepted, and the said “special re-
serve,” or the surplus, if any, of the said “reserve fund,” paid, subject, however, to
deduction on account of any reductions that may be made in the contract price of
the vessel under the provisions of this contract.
Twelfth. The Department, having adopted, as foundation for this contract, plans
and specifications of a vessel which it has reason to think would, if properly carried
out, result in the production of a speed of not less than twenty (20) knots per hour,
assumes no responsibility with reference thereto, and will consider any changes sug-
gested by the party of the first part, either as to hull or machinery, and, as the respon-
sibility is with the party of the first part, will feel it to be its duty to deal liberally
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 83
with any proposed changes, so long as the size, strength, and character of the
vessel shall remain substantially the same ; changes in plans or specifications in-
volving increased or decreased expense to be dealt with as provided for in the second
clause of this contract.
Thirteenth. It is further mutually understood, covenanted, and agreed, that, in
case of the failure or omission of the party of the first part, at any stage of the work
prior to final completion, from any cause or causes other than those specified in the
ninth clause of this contract, to go forward with the work and make satisfactory pro-
gress towards its completion within the prescribed period, it shall be optional with
the Secretary of the Navy to declare this contract forfeited. The party of the first
part shall thereupon, and on notice thereof, in writing, be, and the said party of the
first part does hereby, in consideration of the premises, for itself and its successors
and assigns, and its legal representatives, acknowledge itself to be justly indebted
to the United States, as for liquidated and ascertained damages, in a sum equal to the
aggregate amount of all advance payments théretofore made to it for or on account
of work done under this contract, and does further, as aforesaid, covenant and agree
to refund the same on demand, or within sixty days thereafter, and that the United
States shall and may hold, as collateral Security for such refund, said vessel, ma-
chinery, materials, and fittings, or so much thereof as shall then have been con-
structed or furnished, or as shall be on hand for the purposes of construction. The
Secretary of the Navy shall thereupon cause to be taken and filed a full and complete
statement and inventory of all work done or commenced in, upon, or about the hull,
machinery and fittings of said vessel, and in the fitting, fixing, placing, and securing
of her armor, and of all malerials on hand applicable thereto, the property of the
party of the first part, and shall cause the same to be duly valued by a board, con-
sisting of not less than five persons, qualified by knowledge and experience for the
discharge of their duties, to be appointed by the Secretary of the Navy, which board
shall proceed without unnecessary delay to examine such work and materials and
ascertain and declare the fair market value thereof, including a reasonable and cus-
tomary margin of profit upon so much of the work as shall have been, at the time
such forfeiture is declared, satisfactorily performed ; and upon such examination the
party of the first part may attend, and, if it so desires, by counsel, and submit such
evidence as the board may deem proper.
JFowrteenth. Upon receipt of the report and finding of said board, and upon his
approval thereof, the Secretary of the Navy may, in his discretion, proceed to com-
plete said vessel, machinery, and fittings, and all other work required under this
: contract, in accordance with the contract, plans, drawings, and specifications, using
for that purpose all suitable materials on hand and included in the inventory afore-
said; and the title to said vessel, machinery, and fittings, or so much thereof as shall
have been completed, and to all such materials shall forth with vest in the United
States; and the party of the first part does hereby, for itself and its successors and
assigns, and its legal representatives, covenant and agree, to and with the United
States, that, on receiving notice of the intention of the Secretary of the Navy to pro-
ceed to the completion of the work, it will surrender said vessel, machinery, and
fittings, and all materials on hand, together with the use of the yard or “plant,” and
all machinery, tools, and appliances appertaining thereto and theretofore used or
necessarily to be used in and about the completion of the work.
Fifteenth. In case the Secretary of the Navy shall proceed, under the foregoing
clause, to complete the work, such procedure shall be without unnecessary delay,
and shall be at the risk and expense of the party of the first part, which party shall
be chargeable with any increase in the cost of materials or labor incurred by reason
of its failure to perform this contract. Upon the final settlement of tho liability of
the party of the first part an account shall be stated substantially as follows:
The party of the first part shall be charged—
1. With all advance payments.
2. With the extra cost, if any, of materials and labor, and all other extra expenses,
if any, over and above the contract price, incurred in the completion of the work.
*.
84 C. DEPARTMENT OF INTERNAL AFFAIRs. . [OFF. DOC.
The party of the first part shall then be credited with the value of the work done
up to the time of suspension, and of the materials on hand, as ascertained by the
board and approved by the Secretary of the Navy, under the provisions of the thir-
teenth clause of this contract, and with such advance payments, if any, as may have
been refunded. If a balance shall thereupon appear in favor of the party of the first
part, the same shall be paid to and accepted by the said party of the first part in full
discharge of all claims under this contract; but if a balance shall appear in favor of
the United States, the party of the first part hereby covenants and agrees as afore-
said to pay and discharge the same on demand. *
Sixteenth. It is mutually understood, covenanted, and agreed, by and between the
respective parties hereto, that it shall not, under any circumstances, be obligatory
upon the party of the second part to accept or pay for the vessel, or any part thereof,
to be constructed under this contract, unless she shall have been completed in strict
conformity with this contract, and in accordance with the provisions of the acts of
Congress relating thereto, and that this qualification shall be deemed and taken as
applicable and applying to each and every clause, covenant and condition, express
or implied, in this contract contained.
Seventeenth. It is mutually understood, Covenanted, and agreed, by and between
the respective parties hereto, that this contract shall not, nor shall any interest
therein, be transferred by the party of the first part to any other person or persons.
Eighteenth. It is hereby mutually and expressly covenanted and agreed, and this
contract is upon the express condition, that no member of or delegate to Congress,
officer of the navy, or any person holding any office or appointment under the navy
department, shall be admitted to any share or part of this contract, or to any benefit
to arise therefrom ; but this stipulation, so far as it relates to members of or delegates
to Congress, shall not be construed to extend to this contract, it being made with an
incorporated company.
Nineteenth. The United States, in consideration of the premises, do hereby con-
tract, promise, and engage, to and with the party of the first part as follows:
1. The contract price to be paid for the vessel, machinery, and fittings to be con-
structed and furnished in accordance with this contract, including the fitting, fixing,
placing and securing of her armor, shall be two million nine hundred and eighty-
five thousand dollars ($2,985,000). -
2. Payments shall be made by the United States in thirty equal instalments, as the
work progresses, with a reservation of ten per cent. from each instalment. -
3. No payment shall be made except upon bills, in triplicate, certified by the in-
spectors, in such manner as shall be directed by the Secretary of the Navy, whose
final approval of all bills thus certified shall be necessary before payment thereof.
4. All warrants for payments under this contract shall be made payable to the
party of the first part or its order.
5. The payment of the last three instalments shall not be made except as provided
for in the eleventh clause hereof. -
6. When all the conditions, covenants, and provisions of this contract shall have
been performed and fulfilled by and on the part of the party of the first part, said
party of the first part shall be entitled, within ten days after the filing and accept-
ance of Its claim, to receive the said “special reserve,” or the surplus, if any, of the
said “reserve fund,” or so much of either as it may be entitled to, on the execution
of a final release to the United States, in such form as shall be approved by the Sec-
retary of the Navy, of all claims of any kind or description under or by virtue of this
Contract. - .
Twentieth. If any doubts or disputes arise as to the meaning of anything in the
plans, drawings, or specifications, or if any discrepancy appear between said plans,
drawings, or specifications and this contract, the matter shall be at once referred to
the Secretary of the Navy for determination, and the party of the first part hereby
binds itself and its successors and assigns, and its legal representatives, to abide by
his decision in the premises.
No. 10.] STATISTICS.–SHIP-BUILDING ON THE DELAWARE. C. 85
In witness whereof, the respective parties have hereunto set their hands and seals
the day and year first above written.
Signed and sealed in the presence of
- THE WM. CRAM P & SoNs' SH1 P AND ENGINE BUILDING CoMPANY.
By CEIAS. H. CRAMP, [L. s.j
IPresident.
Attest :
HENRY W. CRAM P,
Secretary.
THE UNITED STATES
By B. F. TRACY, [L. s.j
- as Secretary of the Navy.
WM. B. REMEY, Judge Advocate General, -
as to B. F. TRACY, Secretary of the Navy.
Steame?’ ‘‘ Venezuela.” Red D. Line.
Memorandum of agreement, made this fifth day of December, 1888, between the
William Cramp and Sons' Ship and Engine Building Company, of Philadelphia,
party of the first part, and the firm of Boulton, Bliss & Dallett, of New York, party
of the second part.
The party of the first part agrees to build for the party of the second part an iron
steamer of the following dimensions:
Length from inside of stem to inside of rudder, post on
main deck, . . . . . . . . . . . . * * * * * * * * * e 310 feet.
Beam, . . . . . . . . . . . . * e • e • * * * * * . . . . . 40 feet.
Hold. . . . . . . . . . . . . . . . . . . . . . . . . 21 feet from top of floors.
The hull to be built according to the rules of British Lloyds, highest class.
The joiner work, passenger accommodations, hatches, etc., from plans to be ap-
proved by the party of the second part.
Boilers to be four in number having 200 square feet grate surface; also an auxiliary
boiler for hoisting engine and heaters; and to have a working pressure of 160 pounds
of steam. Machinery to be triple expansion ; diameters of cylinders 25, 41 and 67
inches; stroke of pistons, 42 inches; capable of developing 1,800 indicated horse
power. . -
The boilers and engine to be constructed under Lloyd's rules.
The party of the first part also agrees to furnish this vessel complete, according to
the requirements of the United States laws, for the carrying of passengers and
freight, and fitted ready for sea, except cabin, steward’s and kitchen outfits and
nautical instruments.
The party of the first part also guarantees the machinery and boilers for good work-
manship and materials for six months. - -
Any government assistance, such as bounty, drawback or other form that may
arise, shall be to the benefit of the party of the second part. *
It is understood and agreed that the title and ownership of this steamer vests abso-
lutely and to all intents and purposes in the said Boulton, Bliss & Dallett from and
after the laying of the keel.
For the faithful performance of the above the party of the second part agrees to
pay to the party of the first part the sum of . . . . . . dollars in the following
IY) 2.Ill] GI -
Twenty-five thousand dollars on signing contract; $25,000 when keel is laid; $25,000
when frame bars are in the yard; $62,500 when frame is erected, $62,500 when plated ;
$62,500 when launched; balance when completed.
The steamer to be inspected, finished, and, after making a trial trip, delivered at
Philadelphia.
(Signed) THE WILLIAM. C R A M P & SONS SETIP AND ENGINE, BUILDING CO.
(Signed) BOULTON, BLISS & DAL LETT.
86 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
But as the form or method of contracting does not materially affect
the processes of construction in the mechanical sense it is not pertinent
to discuss them here ; except to say that experience has not demon-
strated the merit of Superior economy in the government system as
compared with that commonly pursued in work for private account.
Having settled upon what is wanted, the ship-builder proceeds to pre-
pare the drawings and specifications of a vessel to fulfil the stipulated
requirements. The plans prepared are:
1. The lines, which are the projections on three plans of sections
through the vessel, and which show the dimensions and shape of its
outer surface before the plating is put on. . -
2. The sections, consisting af a plan of the midship section and any
other transverse sections of the vessel that are necessary to show the
method of putting together, and the sizes of the various parts.
3. The structural plans showing a longitudinal vertical section through
the ship with the positions of decks, etc., and plans of the various
decks, holds and platforms. -
4. Joiner plans showing the joiner work in the various compartments.
Preliminaries having been thus settled the plans and specifications ap-
proved, and the contract put in force, the first step towards actual con-
struction is that of “laying down the ſines of the ship in the mould loft.”
The “mold loft " is a large floor affording room for expansion of the
lines and body plans of the ship to natural size. The “ſines’ are sec-
tions of the hull cut longitudinally through horizontal planes for what
are termed the “water lines,” through vertical planes for what are
termed the “buttock lines" and through diagonal planes on a pitch of
forty-five degrees from the middle line vertical plane of the ship for
what are termed the “ diagonals”; and all these lines must coincide in
what is termed “fairness” before the model is considered perfect.
The body plan is a projection of the principal frames or cross sec-
tions of the ship in one plane, of which the midship frame or ‘dead
flat” is the basis and all the other frames recede from it in regular order
to the stem forward and to the sternpost aft. Here again the points of
intersection of the “lines" and the “frames” must be coincident and
that fact must be determined by the nicest measurements.
Instances have occured where, through lack of accuracy in these ad-
justments ships were built with unequal sides. One of them was the
old twenty-four gun corvette John Adams, built in New England towards
the end of the last century. She was well built and staunch so far as
workmanship and material were concerned, but in cqnsequence of the
slovenly manner in which her lines were laid down and checked off, she
had about six inches more beam on One side of the middle line of the
keel than on the other, which made her so “lop-sided" that her ballast
had to be unequally stowed, in Order to trim her on an even keel and she
would sail much faster and hold way much closer to the wind on One tack
than on the other.
|-|--
：
ſae：ſ： ， |-llº.º aeruae.
_ _ _ ·- -|-
： .|-|--|ºffattae.
|-_
THE BODY PLAN OF THE BALTIMORE AS LAID DOWN IN THE MOULD LOFT.




No. 10.] STATISTICS–SHIP-BUILDING ON THE DELAWARE. C. 87
However such errors are practically impossible now in consequence of
improved methods and the multiplication of devices for discovering and
checking error.
Simultaneously with this work in the mold-loft the force in the
draughting room is busy drawing and tracing similarlines and body plans
on paper to a scale of one-quarter or one-half inch to the foot of actual di-
mensions obtained from the loff, and these are embodied in a wooden model
usually representing a “half-breadth " or one side of the proposed ship
in miniature, and on the surface of this model the sizes of the plates are
“laid off” by lines showing the edges and butts of the plates and also
the outlines of the deck or stringer plates. When this model is com-
pleted and each plate marked with a letter for the strake to which it
belongs—as for example, strake A, strake D, etc,+and a number for
the plate itself, the numbers running from forward aft. This model now
forms the basis of the expansion plans of the framing and plating, from
which the dimension of each frame and each plate are determined and
this calculation in turn forms the basis of what is called the “schedules
of material,” which are dimensional descriptive catalogues embracing
each individual piece of iron or steel entering into the construction of
the vessel. * -
These schedules are now forwarded to the iron or steel makers who
proceed to manufacture the plates and shapes in accordance with their
requirements. Plates are usually ordered about an inch longer than the
finished size and sometimes, though not always, half an inch wider:
THE WM. CRA M P & Sons SHIP AND ENGINE BUILDING Co.,
PHILADELPHIA, April 27, 1891.
Mr. J. OG DEN HOF FMAN :
Please send the following: Steel plates for hull No. 270 (Battle-ship No. 1).
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|
134" | 38;"|384"| One edge. 25 Steel. 270 | No. 4 E Str. Outside pltg.
311' | . 36%" | . . . . . 15 ‘‘ | 270 | Floor NO. 47. A.
200'' | 45'' | 38' | One side. 14 { { 270 | No. 1 Inner Bottom E.
-------s-s
*-------------
88 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
THE W M. CRAM P & Sons SHIP AND ENGINE BUILDING Co.,
& PHILADELPHIA, April 11, 1891.
PHOENIX IRON CO. :
Please send the following: Steel shapes for hull No. 270 (Rattle-ship No. 1).

&- :- +:
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* * # # , e * F. MARKED. .
5 : .80 = 5 3. C T
= 8 || 5 .S 33 || 3 || 3 | E
Z. H "to ſh- ÚO GP I.
2 47' 3" | . 34'x3' . 8 L Steel. 70 | No. 48 Frame Keel & Shelf.
2 30' 7" | 6'x3'x3;" 15 Z | Steel. 270 | No. 80 Frame Keel & Prot dk
2 17' 1" | 6 |x34"x8;" 15 Z | Steel. 270 | No. 10 Frame Prot to Main dk
1. 56' 1" 9'x3;" 24 || "J | Steel. 270 | No. 26 Prot Clk. Beam.

As intimated at the outset, most of the material used in Pennsylvania
ship-yards—or in any others in the country for that matter—is made in
Pennsylvania mills. - - *
The tests demanded for ships plates and shapes for the merchant ser-
vice are not so elaborate as are required by our Navy Department.
Lloyd's Register requires for merchant vessels that the quality of the
iron shall be as follows:
“The whole of the iron to be of good malleable quality, capable of
withstanding a tensile strain of twenty tons per square inch width, and
eighteen tons across the grain, and to be subjected to tests at the dis-
cretion of the surveyors. Brittle or inferior material to be rejected.”
In the case of steel vessels Lloyd’s Register requires that strips cut
lengthwise or crosswise of the plates, also angle and bulb steel shall have
an ultimate tensile strength of not less than twenty-eight tons nor more
than thirty-two tons per square inch of cross section, with an elongation
equal to at least sixteen per cent. On a length of eight inches before
fracture. Steel angles for frames and bulb steel for beams may have a
maximum tensile strength of thirty-three tons per square inch of section,
providing they be capable of standing the bending tests and of being
efficiently welded. Strips cut from the plate, angle or bulb steel to be
heated to a cherry red and cooled in water of 82°Fahrenheit must stand
bending double around a curve of which the diameter is not more than
three times the thickness of the plates tested. -
The steel used in the men-of-war building for the United States navy
is tested as follows:
Specifications for inspection of steel for use in the construction of the hulls
and machinery of Coast-line Battle-ships Nos. 1, 2, and 3, Cruiser
(Protccted) No. 19, and IIarbor-Defense Ram for the United States
Navy—General Instructions.
1. All steel material must be of domestic manufacture and of uniform quality
throughout the mass of each object, and free from all defects.
º
.

No. 10.] STATISTICS.–SHIP-BUILDING ON THE DELAWARE. C. 89
2. All material, for which tests are herein prescribed, must be inspected and tested
at the place of manufacture by a naval inspector of material, and must be passed by
him, subject to restrictions hereinafter mentioned, before acceptance by the Navy
Department.
3. Each object made from the above material must be clearly and indelibly marked
in three places and with three separate stamps; First, the private stamp of the in-
spector; second, the stamp of the manufacturer; and third, with the regulation
government stamp—the latter must not be stamped on any of the above material
until the same has been inspected, weighed, and passed ready for shipment.
4. In case of small articles passed and packed in bulk, the above-mentioned stamps
shall be applied to the boxing or packing material of the objcct.
5. No steel material will be received at the building yard for incorporation into
these vessels except it bears, either upon its surface or that of its packing, all these
stamps as evidence that it has passed the required government inspection.
6. Material may be rejected at the building yard or works for surface or other de-
fects, either existing on arrival, or developed in working, though it bear the above-
mentioned Stamps.
7. The acceptance of material under any test hereinafter provided for will not re-
lieve the contractors from the necessity of making good any material that fails in
working, or which may be rejected by the inspector at the building yard or works.
8. Test pieces, after being cut from the plate or object to be tested, must not be sub-
jected to any treatment or process, except machining to size, and such pieces shall
not cut be off until the plate or object shall have received all treatment.
9. Tensile specimens must be uniform in cross-section between measuring points.
Specimens of blooms, layers of protective deck-plating of a tensile of 75,000 pounds
or over, other armor, and forgings to have a length of two (2) inches between meas-
uring points and a diameter of one-half (#) inch. Other tensile specimens must be
eight (8) inches between measuring points, except specimens of rounds, not includ-
ing rivets, which may be full-sized bars, eight diameters in length between measur-
ing points.
10. Full-sized rivet bars may be used as specimens, but other 8-inch speeimens
must have a sectional area, when practicable, of not less than .5 nor more than .8 of
one (1) square inch, except specimens of plates.8 of an inch in thickness and over,
in which case the width may be equal to the thickness, so that a tensile test piece
shall have a sectional area equal to the square of the thickness of the plate from
which it was Cut. -
11. Each tensile test piece must be subjected to a direct tensile stress until it breaks,
and in a machine of approved character.
12. The tensile strength herein specified means the ultimate tensile strength per
square Inch of original cross-section, and the elongation referred to is that obtained
after fracture.
13. Specimens which, in breaking, show flaws, may be thrown out and others
taken under the dirction of the steel inspection board.
14. A new speciman may be selected and tested to replace one which shows de-
fective machining or one which breaks outside measuring points, provided such
break is not due to defective metal.
15. The weight of all material must be carefully obtained by the inspector before
shipment. Invoices giving the location marks, dimensions, and weights for each
shipment of plates, shapes, forgings, castings, or rivets intended for the vessel,
must be furnished by the manufacturer to the Superintending inspector at the build-
ing yard or works where the work of construction is in progress. Such invoices to
have the weights extended for each plate, forging or casting, and each lot of similar
shapes or rivets of like dimensions.
16. Previous to acceptance manufacturers will furnish a chemical analysis of each
heat, made in the most approved manner. -
17. A list of all ingots, and weights of same, made from each heat, will be supplied
to the inspector, and the ingots must be so marked and arranged that he can identify
90 C. DEPARTMENT OF INTERNAL AFFAIRS. | OFF. DOC.
them. In case there is doubt as to the identity with a heat of a plate, forging, or
other object, it must conform with the chemical and other physical requirements
herein laid down for its kind. - - - -
18. The discarding of inferior portions of ingots, the fabrication, treatment, and
manufacture generally, must be so conducted as to insure uniformity in the quality
of the metal of each heat, lot, or object Submitted for inspection. All annealing must
be done at a sufficient heat and one which will not injure the matérial. The whole
of an object must be annealed at the same time, and at such a temperature as will in-
sure, as far as possible, uniform physical properties. Manufacturers will state the
amount of discard from the top and bottom of ingots, when required by the inspec-
tor; also the number and weight of the heads and the risers. .
19. Such additional tests may be made by the inspectors, from time to time, as they
may deem necessary, to detect lack of uniformity in the material.
20. Tests may be prescribed by the steel inspection board for the inspection of steel
material for which tests are not herein specified. -
21. The department shall have the right to keep inspectors at the works, who will
have free access to all parts thereof, and who will be permitted to examine the raw
material and to witness the processes of manufacture. -
22. Inspectors will be supplied, free, with suitable office-room by each firm manu-
facturing material for government use, and such plain office furniture as may be
necessary to the proper transaction of their business as agents of the government.
23. The chiefs of bureaus concerned are at liberty at any time to ask for any addi-
tional inspection of the processes of manufacture and, when so ordered by the de-
partment, all the necessary facilities shall be furnished by the contractors.
24. Contractors will furnish the steel inspection board with copies of their orders
to manufacturers for material requiring inspection. Manufacturers must exhibit to
inspectors the schedules of material that they receive from contractors, and must
give the inspectors all the information that the latter may call for, in order to the
proper inspection of the material on said schedule under these specifications.
SHIP PLATES AND SHAPES.
,25. Rind of Material.—Plates and shapes must be of Steel, made by the open-hearth.
process, and must not show more than .06 of one per centum of phosphorus nor more.
than .04 of one per centum of sulphur, and must be of best composition in other re-
spects.
26. Treatment.—At the option of the manufacturer, the 1r1aterial may be annealed.
27. Temsile Tests.-Plates and shapes may be tested by heats as follows: -
Four test pieces, each from a different plate or object, shall be made and tested for
each heat as finished at the rolls. -
Such test pieces shall show a tensile strength of at least 60,000 pounds and an elonga-
tion in eight inches of at least twenty-five per centum. If but one of such pieces fall.
below 60,000 pounds, but not below 58,000 pounds, in tensile strength, or below
twenty-five per centum, but not below twenty-three per centum, in elongation,
showing either or both of such deficiencies, and the average result of the tests of the
four pieces show a tensile strength above 60,000 pounds and an elongation above
twenty-five per centum, the beat shall be accepted, if the other conditions of test are
fulfilled. But if two such pieces fall below a tensile strength of 60,000 pounds or an
elongation of twenty-five per centum, or if each of the two pieces fail in either char-
acteristic, the heat shall be rejected.
28. When heats are rolled into plates of varying thicknesses the test pieces shall be
taken from plates of not less than three-tenths of an inch in thickness, and when
practicable, the test plates are to be of the same thickness as the plates into which
the heat is to be rolled. Test pieces for light plates, ten pounds and under, shall not
be more than three-tenths of an inch in thickness.
29. The tensile tests of any single plate or shape may be regarded as satisfactory,
provided it shows a tensile strength of at least 60,000 pounds and an elongation of at
least-twenty five per centum. -

No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 91
30. Cold-bending Test.—Two pieces to be cut from each heat as finished at the rolls
for cold-bending test, and they must bend over flat on themselves without sign of
fracture. If one of these specimens fail, an additional piece may be taken, but if this
one fail, each plate rolled from the heat must pass the cold-bending test or be re-
jected. The number of pieces under the cold-bending test may be increased if the
inspector has reason to suspect overheating or cold rolling.
31. Qwenching Test.—Two pieces shall be cut from each heat, as finished at the
rolls, for quenching tests, and after heating to a dark cherry-red, plunged into water
at a temperature of 82O F. Thus prepared, it must be possible to bend the pieces so
that they shall be doubled round a curve of which the diameter is not more than one
and a half times the thickness of the piece tested, without showing any cracks. The
ends of the pieces must be parallel after bending. Quenching and cold-bending
pieces must not have their sheared or planed sides rounded off, the only treatment
permitted being taking off the sharpness of the edges with a fine file.
32. Inspection for Swººſace and Other Defects.-Plates and shapes must be free
from slag, foreign substances, brittleness, hard spots, laminations, sand or scale
marks, scabs, Snakes, pits, and defects generally. Shapes must also be free from
defective sections, shaded backs, grooved ſillets, im perfect edges, etc. .
33. Opening and Closing Tests.--Angles, beams, bulb-bars, T and Z bars, etc., are
to be subjected to the following additional tests: A piece cut from one bar in twenty,
as rolled from the same heat, to be opened out flat while cold ; a piece cut from an-
other bar in the same lot shall be closed down on itself until the two sides touch in
both cases without showing cracks or flaws. *
34. Drop Tests.--From every heat rolled into shapes, two bars, not less than 6 feet
long, will be tested to destruction by means of a falling weight. Should this test
give evidence of brittleness, the inspector will cause other tests to be made, and re-
sults of same shall be referred to the steel inspection board for action.
35. Weighing.—Plates of 12% pounds per square foot and less, and strips and bars
of 6 pounds per linear foot and less, may bo accepted if the weights vary between 3°
per centum above and 5 per centum below the specified weights. .
36. All other plates and shapes may be accepted if the weights vary between the
specified weights and five per centum below them.
37. Contractors, in their orders to manufacturers, must state the weight per square
foot for plates, and per linear foot for shapes. .
PROTECTIVE DECK PLATING FCR CRUISER (PROTECTED) No. 12.
38. The bottom layer of plating will be inspected as shup plates.” The middle layer
will be inspected as follows: - , .
39. Temsile Tests.-Four test pieces, each, if practicable, from a different plate
shall be taken from each heat as finished. Such pieces shall show a tensile strength
of at least 80,000 pounds, and an elongation in 2 inches of at least 18 per centum.
40. The tensile test of any single plate may be regarded as satisfactory, provided it
shows a tensile strength of at least 80,000 pounds, and an elongation in 2 inches of at
least 18 per centum.
41. The tensile test of any single plate having a tensile strength of at least 75,000
pounds will be regarded as satisfactory, provided the elongation is augmented by .5
of 1 per centum for overy 1,000 pounds less than 80,000 pounds in such a manner that
at 75,000 pounds the corresponding elongation shall be at least 20, per centum.
42. Top Laycr.—Four test pieces, each, if practicable, from a different plate, shall
be taken from cach heat as finished. Such pieces shall show a tensile strength of at
least 90,000 pounds, and an elongation in 2 inches of at least 15 per centum.
43. The tensile test of any single plate may be regarded as satisfactory, provided
it shows a tensilo strength of at least 85,000 pounds, and an elongation in 2 inches of
at least 18 per centum. -
44. The tensile strength may rise above 90,000 pounds, but the elongation must in
no case be less than 15 per centum.
* The quenching test to be omitted
92 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
PROTECTIVE DEC IX PLATING FOR COAST-LIN 1, BATTLE-SHIPS.
45. The two lower layers of plating will be inspected as ship plates. The top layer
will be inspected as follows: -
46. Tensile Tests.-Four test pieces, each, if practicable, from a different plate,
shall be taken from each heat as fijnshed. Such pieces shall show a tensile strength
of at least 90,000 pounds, and an elongation in 2 inches of at least 15 per centum.
47. The tensile test of any single plate may be regarded as satisfactory, provided
it shows a tensile strength of at least 85,000 pounds, and an elongation in 2 inches of
at least 18 per centum.
48. The tensile strength may rise above 90,000 pounds, but the elongation must in
no case be less than 15 per centum.
49. The “kind of material,” weighing and inspection for surface and other defects
will be the same as for ship plates; slight pitting or roughness will not be regarded.
To detect brittleness, drop tests will be made on specimens of one square inch cross-
section, and 8 inches between supports, two test pieces being taken from each leat.
In case these tests show brittleness additional tests will be made, and the results re-
ferred to the steel inspection board for its action.
BOILER PIATES.
50. ICind of Material.—Steel for boiler plates must be made by the open-hearth
process, and must not show more than .035 of one per centum of phosphorus, nor
more than .04 of one per centum of sulphur, and must be of the best composition in
other respects. * -
51. One tensile test piece and one bending piece shall be cut from each plate as
rolled for boilers, either longitudinally or transversely, as directed by the inspector.
52. Temsile Test of Shell Plates.—Transverse specimens must show a tensile
strength between 58,000 and 67,000 pounds, with an elongation of at least 22 per centum
..in eight (8) inches. Ilongitudinal specimens must show a tensile strength be-
tween 58,000 and 67,000 pounds, with an elongation of at least 25 per centum in eight
(8) inches. The elastic limit must be at least 32,000 pounds per square inch. A
variation in elongation of 2 per centum below that specified will be permitted in the
case of additional tests made by the inspector to detect lack of uniformity.
53. Temsile Tests of Fwºmace and Flamge Plates.—Test pieces must show a tensile
strength between 50,000 and 58,000 pounds, with an elongation of 26 per centum in
eight (8) inches, either longitudinally or transversely.
54. Cold-bending Test.—One piece to be cut from each shell plate as finished at the
rolls for cold-bending test, which must bend over flat on itself without sign of frac-
ture. -
55. Qwenchvng Test.—One piece shall be cut from each furnace or flange plate as
finished at the rolls for quenching test, and aſter heating to a dark Cherry-red,
plunged into water at a temperature of 820 F. Thus prepared, it must be possible
to bend the piece so that it shall be doubled round a curve of which the diameter is
not more than one and a half (1}) times the thickness of the piece tested without
showing any cracks. The ends of the pieces must be parallel after bending. Quench-
ing and cold-bending pieces must not have their sheared or planed sides rounded
off, the only treatment permitted being taking off the sharpness of the edges with a
fine file. r
56. Inspection for Swºrface and Other Defects.-Plates must be free from slag, for-
eign substance, brittleness, laminations, hard spots, sand or scale marks, Scabs,
snakes, pits, and defects generally. &
57. Shearing.—Boiler plates +3 of an inch thick and over shall mot be sheared
Closer to finished dimensions than once the thickness of plate along each end and
one-half the thickness of the plate along each side. This allowance will be made by
the contractor on his order, and the manufacturer will shear to ordered dimensions.
58. Weight and Gauge.—Contractors will enter on their orders to manufacturers
both weight per square foot and gauge of plates. Shell plates must not vary from
the specified weignt more than two (2) per centum below, nor more than four (4)
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 93
per centum above. Forty-one pounds per square foot, for plates one (1) inch thick,
will be considered the standard. .
59. Shell plates must not average less than the specified thickness along the trans-
verse edges, which form the longitudinal seams in the boiler. No plate must, at any
point, fall below the specified thickness more than the following amounts : —.04 of
an inch for plates 80 inches wide and over ; .03 of an inch for plates between 60 and
80 inches wide; and .02 of an inch for plates less than 60 inches wide. -
HULL RIVETS.
60. Kinds of Material.—Steel for hull rivets must be made by either the open-
hearth or Clapp Griffith process, and must not show more than .05 of one per centum
of phosphorus, nor more than .04 of one per centum of sulphur, and must be of
best composition in other respects. -
61. Two tons of rivets, made from bars coming from the same heat or blow, shall
constitute a lot; and two tensile specimens, each from the end of a different bar, shall
be tested from each lot ; but in case of rivets less than ; inch in diameter, the ten-
sile tests required for each lot may be made on bars from the same heat or blow as
the lot to be tested, and not more than ; inch in diameter.
62. Temsile Test.—These specimens shall show a tensile strength of from 55,000 to
62,000 pounds per square inch, and an elongation in 8 inches of not less than 29 per
centum. If one of these specimens shall fall below 29 per centum, but not below 28
per centum, in elongation, and the average of the two specimens shall show an elonga-
tion of at least 29 per centum, the lot shall be considered to have passed this test.
63. Shearing Test.—From each lot of rivets, less than ; inch in diameter, four
must show a shearing strength of at least 45,000 pounds per square inch. At the option
of the steel inspection board, a shearing test of two rivets, selected from a lot, may be
substituted for the tensile test of every fifth lot of rivets manufactured of greater
diameter than ; of an inch. The two rivets must show an average shearing
strength of at least 45,000 pounds per square inch, the rivets to be driven at the same
heat as used in working.
64. Hammer Test.—From each lot six (6) rivets are to be taken at random and
submitted to the following tests:
65. Two (2) rivets to be flattened out cold under the hammer to a thickness of one-
half the diameter without showing cracks or flaws.
66. Two (2) rivets to be flattened out hot under the hammer to a thickness of one-
third the diameter without showing cracks or flaws—the heat to be the working heat
when driven. - - - --
67. Two (2) rivets to be bent cold into the form of a hook with parallel sides with-
out showing cracks or flaws.
68. Inspection for Surface and Other Defects.-Rivets must be true to form, free
from Scale, fins, seams, and all other injurious or unsightly defects.
BOILE R RIVETS.
69. Kind of Material.-Steel for boiler rivets must be made by either the open-
hearth or Clapp-Griffith process, and must not show more than .035 of one per centum
of phosphorus, nor more than .04 one per centum of sulphur, and must be of the
best bomposition in other respects.
70. Two tons of rivets, made from bars coming from the same heat or blow, shall.
constitute a lot, and four tensile specimens, each from the end of a different bar, shall
be tested from each lot.
71. Tensvle Tests.-The rivets for use in the longitudinal seams of boiler shells
shall have from 58,000 to 67,000 pounds tensile strength, with an elongation of not
less than 26 per centum in eight (8) inches, and all others shall have a tensile
strength of from 50,000 to 58,000 pounds with an elongation of not less than 30 per
centum in eight (8) inches. * -
72. Hammer Test.—Frem each lot six (6) rivets are to be taken at random and
submitted to the following tests: .
;94 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
73. Two (2) rivets to be flattened out cold under the hammer to a thickness of one-
half the diameter without showing cracks or flaws. .
74. Two (2) rivets to be flattened out hot under the hammer to a thickness of one-
third the diameter without showing cracks or flaws—the heat to be the working heat
when driven.
75. Two (2) rivets to be bent cold into the form of a hook with parallel sides with-
out showing cracks or flaws. -
76. Inspection for Surface and Other Defects.-Rivets must be true to form, free
from scale, fins, seams, and all other injurious or unsightly defects.
RODS, SHAPES, AND FORGINGS, FOR BOILER BRACING.
77. Kind of Material,—Steel for stay rods and braces must be made by the open-
hearth process, and must not show more than .035 of one per centum of phosphorus,
nor more than .04 of one per centum of sulphur, and must be of the best composi-
tion in other respects.
78. Two tons of material for boiler braces, from the same heat, shall constitute a
lot, from which two tensile test pieces shall be taken, each from a different object.
79. Treatment.—All material for boiler bracing, which receives any forging, must
be afterwards annealed. -
80. Tensile Test.—Bracing coming into contact with the fire must have a tensile
strength of from 50,000 to 58,000 pounds, and an elongation of not less than 26 per
centum in eight (8) inches, if rolled, or thirty (30) per centum in two inches if
forged, other bracing must have a tensile strength of not less than 65,000 pounds,
and an elongation of not less than 24 per centum in eight (S) inches, if rolled, or
twenty-six (26) per centum in two (2) inches, if forged. -
81. Bending Test.—One bar One-half (#) inch thick, cut from each lot of the brac-
ing coming into contact with the fire, must stand bending double to an Inner diame-
ter of one and one-half (1}) inches after quenching in water at a temperature of 82O
F., from a dark cherry-red heat, without showing cracks or flaws. A similar piece
cut from each lot of the other bracing must stand cold-bending double to an inner
diameter of one and one-half (1%) inches, without showing cracks or flaws,
82. Opening and Closing Tests.--Angles, T-bars, etc., are to be-subjected to the
following additional tests : A piece cut from one bar in twenty to be opened out flat
while cold; a piece cut from another bar in the same lot shall be closed down on
itself until the two sides touch without showing cracks or flaws.
83. Inspection for Surface and Other Deſects.-Stay-rods and bracing must be true
to form, free from seams, hard Spots, brittleness, Sand or scale marks, and defects
generally.
BOILE R TU B12S.
84. Steel for boiler tubes must be made by the open-hearth process, and must not
show more than .035 per centum of phosphorus, nor more .04 per centum of sulphur,
and must be of the best composition in other respects.
85. Every tube must be tested by hydrostatic pressure to at least 500 pounds per
square inch and carefully inspected, while under pressure, for any signs.of defects
or weakness. From the waste ends of one in every ten stay tubes, and one in every
twenty common tubes, test pieces will be taken which must successfully pass the
following tests : . -
86. A strip cut from each piece, after being heated to a cherry-red and quenched in
water at about 800 Fahrenheit, must stand being bent flat back on itself without
showing cracks or flaws.
87. After annealing, the ends of tubes two (2) inches and over in diameter most
stand flanging cold, to a half-inch collar; those of 1% inches in diameter to a one-
fourthº-inch collar, and those of 1-inch diameter to a three-sixteenth-inch collar with-
out cracks. - - w
88. After annealing a portion of the tube one inch long must stand crushing (in the
direction of its axis) under a steam hammer till flattened upon itself without cracks
Or flaws.
No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 95
89. If the tubes are lap-welded, a piece of sufficient length will be heated to a
cherry-red and, while at this heat, a taper pin (also heated) will be driven in till the
tube splits. Not more than half the test pieces must part 1n the weld.
90. A strip about one inch wide and four inches long, cut lengthwise of the tube,
must stand bending, while at a dull red heat, around a half-inch bar without signs
Of distreSS.
91. All tubes will be carefully examined for surface and other defects and lamina-
tions, and none accepted that are not entirely free from them ; and any tubes which
may show such defects afterwards, while being worked or pickled, will be rejected
and others must be furnished by the makers.
92. If safe ends are welded on, instead of the tube end being swelled or upset, any
tube which shows defective welds while the threads are being cut will be rejected
and another must be furnished by the makers.
GENERAL REQUIREMENTS FOR FORGINGS (NOT INCLUDING, Bo I LER BRACING).
93. Kind of Materval.—All steel for forgings must be made by the open-hearth
process, and must not show more than .06 of one per centum of phosphorus, nor more
than .04 of one per centum of sulphur, and must be of the best composition in other
respects. .
94. Threatment.—All forgings must be annealed, as a final process, unless other-
wise directed.
95. Inspection for Swrface and Other Defects.--All forgings must be free from
slag, cracks, blow-holes, hard spots, sand, foreign substances and all other defects
affecting their value. -
96. Rind of Ingot.—The tests, herein laid down, are adapted to exhibiting the
qualities of forgings made from the ordinary cylindrical, square or polygonal ingots,
cast on end. If the contractor intends to use any other, or special form, he must ad-
vise the department beforehand, in order that test bars may be so located as to ex-
hibit the value of the forging made from the new form.
97. If ingots are made by any process different from the ordinary one, the amount
of discard from them will be determined by the steel inspection board, with a view
to leaving the portion of the ingot to be used at least as good as the metal of a sound
ingot, cast in the Ordinary way, from which 30 per cent. of weight had been dis-
carded from the top and 5 per cent. from the bottom.
98. Uniformity Tests.--Whenever, from the form of the ingot or otherwise, the
inspector considers that certain parts of a forging may not have received sufficient
hammering, or other treatment, he will be careful to make the tests under Article
19, directing his examination particularly to the parts which he may consider to have
been neglected. -
99. A length of forging, except connecting and piston rods, may be machined into
two or more pieces after testing. -
CONNECTING AND PISTON-RO DS.
100. Ingots for connecting and piston rods will be cast on end, and at least thirty
(30) per centum, by weight, will be discarded from the upper end.
10. From each head of each rough-forged connecting-rod a longitudinal test piece
shall be cut. From each rough-forged piston-rod a test piece shall be taken from the
head or from a prolongation thereof, and one from a prolongation of the rod at the
other end of the ſorging. In no case must the part from which the test piece is
taken have received any more reduction than the part in the same half of the forging
that has received the least reduction. •
102. Temsile Test.—No test piece must show less tensile strength than 65,000 pounds
for connecting rod, nor an elongation less than 25 per centum in two (2) inches.
Test pieces from piston-rods must show not less than 58,000 pounds tensile strength,
and an elongation of not less than 28 per centum in two (2) inches. -
103. Bending Test.—One longitudinal bar one-half (#) inch thick, cut from each
piston-rod forging, must stand bending double to an inner diameter of one and one-
96 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
half (1%) inches after quenching in water at 820 l'., from a dark cherry-red heat, with-
out showing cracks or flaws. A similar piece cut from each connecting-rod forging
must stand cold-bending double to an Inner diameter of one and one-half (1%) inches
without showing cracks or flaws.
CRANK, TEIRUST, LINE AND PROPELLER SEIAFTs of MAIN ENGINEs.
104. Ingots for main engine shafting will be cast on end, and at least thirty (30)
per centum, by weight, will be discarded from the upper end.
105. Each length of rough-forged shaft must have a piece cut from each end of suf-
ficient size to allow of the removal of specimens for tensile test, parallel with the axis
Of the shaft.
106. From the piece removed from the end which was uppermost in the ingot, four
test pieces shall be taken—two at the circumference of finished diameter and two at
one-half radius from center. Two specimens will be taken at one-half radius from
center of the other piece. At the option of the manufacturer, the above pieces may
be taken at right angles to the axis and at right angles to the shaft radius. These
pieces to be broken under the same conditions as prescribed for tensile tests. In the
case of hollow shafting (either forged or bored) the inside specimens will be taken
within the finished section prolonged, but as near as practicable to one-half radius
from Center. . -
107. If the couplings are forged on the shaſt, test pieces may be taken from a pro-
longation of the shaft which shall not have received any more reduction than the
shaft at its least diameter. In the case of solid forged crank-shafts, in addition to the
test pieces above specified, two test pieces will be cut from the metal slotted out from
each crank, one from the surface of the metal slotted out and One at a distance of one.
half the radius of tho shaft from the plane passing through the axes of the shaft and
crank-pin ; both being taken in a plane perpendicular to that last mentioned and
containing the axis of the ingot. If desired, the piece between the arms of the crank
may be slotted out before annealing; in which case the two test pieces, above-men-
tioned, shall be taken from spare metal to be left on the crank-pin, on the side next
to the former position of the piece slotted out. One in a plane at half the radius of
the shaft from the plane containing the axis of the shaft and crank-pin, and the other
at or near the surface of the metal, but not near the position of the first test plece,
108. In the case of built-up crank-shafts, test pieces will be cut from each separate
forging of the shafts.
109. Tensile Test.—Of all the foregoing test pieces, none must show less tensile
strength than 58,000 pounds. The average elongation of the four pieces from the
upper end must be at least twenty-eight per centum in two (2) inches. The average
elongation of the two pieces from the lower end must be at least twenty-eight per
centum in two (2) inches. No piece must show less than twenty-four per centum
elongation in two (2) inches.
110. Should but one piece fall below the minimum requirement in either parti-
cular, the steel inspection board may allow two additional specimens to be taken in
close proximity to the failing specimen, and the average results of these two speci-
mens shall replace those of the failing specimen, provided neither falls below the
minimum requirement in either particular. <-- . .
111. Qwenching Test.—Bars one-half (#) inch thick, cut at the Outer radius, Aust
stand bending double to an inner diameter of one and one-half (1}) inches after
quenching in water at 820 F., from a dark cherry-red heat, without showing cracks
or flaws.
CRAN K AND W RIST PINs.
112. Steel for all separately made crank and Wrist pins, except those of main en-
gine shafts, shall be tested as follows: - .
113. A lot shall consist of the forgings made from the same ingot. From the upper
end of the piece made from the material which was uppermost in the ingot, and which
must have undergone no more reduction than the average reduction in cross-section
of the forgings of the lot, two tensile test pieces shall be taken.
• OſovoIHO ‘’RIGIS In（IO GIGIJLOĢIJLONIAI （S ºn

No. 10. STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 97
114. Temsile Test.—Neither of these test pieces must show less tensile strength
than 80,000 pounds nor an elongation less than fifteen per centum in two (2) inches.
115. The tensile test of any single length of forging may be regarded as satisfactory,
provided it shows at its upper end a tensile strength of at least 80,000 pounds, and an
elongation of at least fifteen per centum in two (2) inches.
FORGED STEEL ENGINE COLUMNS, ETC.
116. One longitudinal tensile specimen shall be taken from a prolongation of each
end of each column, forged not smaller than the rough diameter of the shaft, or to
be taken from the metal that is to be bored out from each end. These specimens are
to be taken at a distance from the axis of the forging equal to half the radius of the
Column.
117. Tensile Tests.-Each of the tensile specimens must show a tensile strength of
at least 58,000 pounds per square inch, and an elongation of twenty-five per centum
in two (2) inches. - -
- FORGED TILLERS.
118. At least one longitudinal tensile specimen will be taken, as directed by the in-
spector, from each important forging for tillers. g -
119 Temsile Test.—Each of the tensile specimens must show a tensile strength of
at least 58,000 pounds, and an elongation of at least 28 per centum in two (2) inches.
120. Bending Test.—One bar, one-half (#) inch thick, taken from each lot of forg-
ings from the same heat must stand bending double to an inner diameter of one and
one-half (1%) inches after quenching in water at temperature of 820 F., from a dark
cherry-red heat, without showing cracks or flaws.
MISCEL LANEOUS FORGINGS.
121. Forgings for which special tests are not provided may be tested by heats, as
follows :
122. Temsile Test.—Four test pieces, each, if practicable, from a different object,
and from the material uppermost in the ingot, shall be taken from each lot of mate-
rial forged from the same heat and annealed in the same furnace charge. No piece
must show less than 58,000 pounds tensile strength. The average elongation of the
four pieces must be at least 28 per centum in two (2) inches. No piece must show
less than 24 per centum in two (2) inches.
123. The tensile test of any single length of forging may be regarded as satisfac-
tory, provided it shows a tensile strength of at least 58,000 pounds, with an elon-
gation of at least 28 per centum.
124. Qwenching Test.—From each heat two bars, one-half (#) inch thick, will be
taken, which must stand bending double to an inner diameter of one and one-half
(1%) inches after quenching in water at 820 F., from a dark cherry-red heat, without
showing cracks or flaws.
MISCELLANEOUS ROLLED BARS For Bo LTs, BOLT BLANKs, ETC.
125. The material and chemical requirements must be the same as for hull rivets.
126. Two tons of bars coming from the same heat or blow shall constitute a lot,
and two tensile specimens, each from the end of a different bar, shall be tested from
each lot r
127. Tensile Tests.—These specimens shall show a tensile strength of not less than
55,000 pounds per square inch, and an elongation in 8 diameters of not less than 25
per centum.
128. When it is not practicable to take tests from the full sized bars, the test pieces
shall be two (2) inches between measuring points, and have a diameter of one-half
inch, with an elongation of 28 per centum.
129. Hammered Tests.--From each lot three pieces shall be taken at random, and
submitted to the following tests :
130. One piece to be flattened out cold under the hammer to a thickness of one-
half the diameter, without showing cracks or flaws; one piece to be flattened out hot
7 C–10–91
98 C. DEPARTMENT OF INTERNAL AFFAIRs. | OFF. DOC.
under the hammer, to a thickness of one-third the diameter, without showing Cracks
or flaws; one piece to be bent cold into the form of a hook without sign of fracture.
If after inspection these bars are to be made into headed bolts or other irregular
forms by the contractor, and the inspector has reason to suspect an important loss of
ductility due to the final process of manufacture, he will make a sufficient number
of rough bending tests to determine this point, and if the articles show brittleness
they must be rejected, or be annealed, and the bending tests be repeated.
BLOOMS.
131. Blooms from which miscellaneous forgings are to be made at the Smithy, will
be tested in the same manner as miscellaneous forgings, except that the tensile test
pieces may all be taken from the upper end of the upper bloom of an ingot from the
heat to be tested. -
132. Blooms from which separately made crank or wrist-pins are to be made at the
smithy, will be tested as required for forgings for such pins; test pieces being se-
lected from the upper end of the upper bloom, and which has received no greater
reduction than the average of the blooms intended for said pins.
STEEL CASTINGS.
133. Kind of Material.—Steel for eastings must be made by either the open-
hearth or the crucible process, and the following castings: Pistons, engine frames or
columns, bed-plates, reversing arms, rock-shaft arms, cross-heads, stern-posts, stems,
rudder-frames, struts, hawse-pipes, shaft-tube castings, stern-corner castings and
turret rollers must not show more than six-hundredths (.06) of one (1) per centum
of phosphorus. All other castings must not show more than one-tenth (, 1) of one
per centum of phosphorus and must be of the best composition in other respects.
134. Treatment.—All castings must be annealed, unless otherwised directed. (See
Art. 18.)
135. Sound test pieces shall be taken in sufficient numbers to thoroughly exhibit
the character of the metal in the entire piece from each of the following castings,
viz: Stem, stern-frame, rudder-frame, shaft struts or brackets, torpedo-tubes, hawse-
pipes, main cylinder and valve-chest liners, main pistons and followers, cross-heads,
bed-plates, and columns of main engine, main valve stem, cross-heads, air-pump
columns, shaft couplings, and all castings to be used as armor, and all large castings
not herein specified. --
136. All other castings may be tested by lots as follows: A lot shall consist of all
castings from the same heat annealed in the same furnace charge. From each lot two
tensile and one bending specimen shall be taken, and the lot shall be passed or re-
jected on the results shown by these specimens. -
137. If there are many unsound test specimens coming from a casting, the inspec-
tor will examine carefully to detect porosity or other unsoundness in the casting
itself.
138. The specimens may, at the discretion of the inspector, be cut either from cou-
pons to be molded and cast on to some portion of the casting, or from sinking heads,
'n cases where such heads of sufficient size are employed. Coupons to be so fixed as
not to interfere with the successful making of the casting, but at the same time show-
ing the quality of the material. In the case of castings tested by lots, the test pieces
may be taken from the body of a casting from the lot, if so desired by the manu-
facturer. -
139. Tensile Test.—The tensile strength of castings shall be at least 60,000 pounds,
with an elongation of at least fifteen per centum in eight (8) inches for all castings
for moving parts of the machinery, and at least ten per centurm in eight (8) inches
for other castings. -
140. The tensile test of any single casting will be considered satisfactory, provided
it shows a tensile strength of at least 60,000 pounds and the required elongation.
141. A test to destruction may be substituted for the tensile test, in the case of
small or unimportant castings, by selecting three castings from a lot as Specimens.
No. 10.] STATISTICS-SHIP-BUILDING ON THE DELAWARE. C. 99
This test must show the material to be ductile and free from injurious defects, and .
suitable for the purposes intended. A lot shall consist of all castings from the same
heat, annealed in the same furnace charge. -
142. Bending Test.—One bar or more from each object mentioned in article one
hundred and thirty-five, or one bar from each lot, one (1) inch square, shall bend
cold, without showing cracks or flaws, through an angle of 1200 for castings for mov-
ing parts of machinery, and 900 for other castings, over a radius not greater than
one and one-half (1}) inches.
143. Percwssive Test.—In the case of the stem, stern-post, and shaft-bracket, and
other large castings, the castings are to be raised to an angle of 600 from the horizon-
tal and allowed to fall on ground of the Sarne hardness as a good macadamized road.
After the percussive tests, the stem, stern-post, shaft-brackets, and other large cast-
ings are to be suspended in chains and hammered all over with a heavy sledge-ham-
mer. No cracks, flaws, defects, nor weakness must appear after such treatment.
144. Inspection for Swnface and Other Defects.--All castings must be sound, free
from brittleness, injurious roughness, sponginess, pitting, porosity, shrinkage, and
other cracks, cavities, foreign substances, and all other defects affecting their value.
Particular search must be made at the points where the heads or risers join the
castings, as unsoundness at this point is thought likely to extend into the casting.
Such cavities are often due to deficient size of risers or to the smallness of the neck,
both of which prevent the proper feeding of the casting. -
145. In case the results obtained from the first submission of a casting do not con-
form to the specifications, the steel inspection board, if deemed advisable, may per-
mit the manufacturer to retreat the casting and submit additional specimens, and
the results obtained from the former specimens will no longer be considered.
- B. F. TRACY,
Secretary of the Navy.
Approved September 1, 1890. -
The principal producers of plates are Carnegie, Phipps & Co., the
Carbon Iron Company, the Linden Steel Co., Park Bros., Phipps, Nimick
& Co., the Moorheads, and some other firms of less note in Pittsburgh;
the Chester Rolling Mills of Chester; together with concerns in Johns-
town, Pottsville, Pottstown and other places. Beams, angles, bulbs and
Z and channel bars are principally made at Phoenixville and in Pitts-
burgh. The most successful casting establishments, particularly in steel,
are the Standard Steel Casting Company of Thurlow, and the Fort Pitt
Foundry of Pittsburgh. Heavy forgings are made by the Midvale
works, of Nicetown, near Philadelphia, and by the Bethlehem works.
In ordering materials the Schedules are sometimes submitted to a num-
ber of concerns for competitive bids and sometimes orders are given
outright without competition, according to the best judgment of the
builders. Of course the object is to secure delivery of material as
nearly as possible in the Order of its incorporation in the ship and there-
fore the first plates ordered are those which are fashioned to form the
keel.
The next step is to prepare the “blocks” on which the vessel is to be
built and from which she is to be launched. The ‘’ blocks” consist of a
number of short beams or “balks” usually of yellow pine, raised to a
sufficient height from the ground to enable the workmen to pass freely
under the keel at all points, and they are generally spaced from four to
six feet apart the whole length of the ship. Care must be taken to pro-
vide a foundation for the blocks, generally by driving piles of sufficient
100 C. DEPARTMENT OF INTERNAL AFFAIRS. LOFF. DOC.
solidity to prevent the least settling, as the weight of the ship upon
them increases with the progress of construction. The blocks are laid
with an upward slope from the water, to give the hull the necessary in-
clination for launching. As a rule this slope is about five-eighths of an
inch to the foot, which, in the case of a vessel like, for example, Cruisers
12 and 13, elevates the bow about 21 feet above the level of the stern.
Naturally the line formed by the top surfaces of the blocks must be an
exact mold of the keel. To perfect this adjustment a mold is made from
the “sheer-plane” of the ship (the sheer plane is the longitudinal section
cut on the middle line fore and aft). A mold is made from this, showing
the exact sweep of the keel and the blocks are faired up to this mold.
All preliminaries having now been completed, foundations are made
on each side of the blocks to sustain the “ground ways” for launching,
and the necessary material being on hand the keel is laid.
There are several kinds of keels. If the design calls for a centre keel
it may be either a “bar-keel” which is a solid bar of forged iron in suit-
able length scarphed together from stem to stern, or a “box-keel” which
is built up of plates riveted together and forming a hollow trough, so to
speak. The latter practice, however, particularly in naval vessels, and
*
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No. 10.3 STATISTICS——SHIP-BUILDING ON THE DELAWARE. C. 101
to a growing extent in merchant ships, is to make the centre keel flat or
coincident with the bottom of the ship, and to attach a short projecting
keel to each bilge of the vessel, the principal office of which is to mod-
ify rolling. In fact the centre keel is an inheritance from the days of
sail power, when its chief office was to aid in “holding the ship up to
the wind” when running close-hauled on a tack; but in vessels pro-
pelled entirely by steam this need no longer exist and the consequence
is the gradual disappearance of the bar-keel in the more modern con-
struction. The dimensions of plates used for the keel depends on the
size of the ship. In case of a merchant ship it is settled almost en-
tirely by what are called the rules of ship-building, which, to a large
extent in this country and England, are according to Lloyd's Register.
These rules fix the sizes of scantling and must be followed as they are
made a bases of insurance by the underwriters. The sizes of the scant-
ling are fixed by what is known as a scantling number, which is depend-
ent upon the length, breadth, depth, girth, or longitudinal section of the
ship. This is not so in the case of a man-of-war where all this is gener-
ally calculated, the man-of-war usually being stronger than merchant
ships on account of greater subdivisions, and as government vessels do
not seek insurance they are not bound by underwriters' rules. As soon
as the keel is laid, the frames are bent. In order to have the frame ex-
actly fair, in Some ship-yards the frame is taken from the bending slab
and taken to what is known as a press, which is worked by hydraulic
power or hand, where it is pressed to the exact shape of the wooden
mold, which was taken from the body plan. In order to make this
doubly sure, it is taken to the black-board from which the wooden mold
was formed and laid directly on the board, and if there has been any
change in shape by virtue of its being heated and cooled, it is pressed
again until it is exactly the shape of the line of the ship. Each frame
has been bent for a particular position, this place being fixed on the
keel. - -
In placing the frames at the various points, we begin with the mid-
ship frame. The midship frame is raised by tackles, worked from a
pair of derricks, one on each side. The regulation of the first frame is
very important, and when raised, this frame is shored and regulated in
proper plane and in exact position. If possible, a beam is raised with
it. Each subsequent frame forward and aft of the midship is raised in
its turn and regulated both by its own bearing to the keel and by that
of its next neighbor.
There are two general systems of bottom-framing, called the trans-
verse and the longitudinal or bracket system. In the former the floor
plates are continuous from the vertical keel on each side to the bilge and
the keelsons are worked in short sections, called “intercostals,” between
them. But in the longitudinal system the keelsons extend continuously,
parallel to the vertical keel for considerable distances amidships, and
102 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
the floor plates are worked between them in short sections called brack-
ets. This system is now almost universal in double-bottomed ships,
whether designed for naval or commercial purposes, and the longitudi.
mals usually extend the whole length of the boiler and machinery
spaces, the ends of the ship forward and aft of these limits usually
being carried out on the transverse system. The effect of longitudinal
construction is to impart great rigidity to the hull and it is considered
imperative in the best practice in all cases where ships are to be pro-
vided with heavy engines, and to sustain the strains due to exertion of
the great power required for high speed. Single-bottomed ships built
on the transverse system are now in almost all cases “stiffened ” by run-
ning heavy Z bars or angle bulbs fore and aft, worked on top of the
floors or inside of the frames.
We now come to the plating of the ship. The floor plates are fas-
tened to the longitudinals by angle-clips; the outside plating by angles
on its bottom, and the inner bottom plating by angles on its top. Ships
are plated in various ways, but the most common is what is called the
raised and sunken strakes. The first strakes are the inner. The edges
are marked on the frames or nicked, and these are generally faired in.
In taking off the stakes what is called a template or mold is made up
of thin boards somewhat larger in outside dimensions than the plate,
and crossed battens are fitted on the templates at the frames; that is,
put up against the frames and held in place by little bent irons. Upon
that are marked the edges of the butts and position of the rivets. Then
the batten is taken down from the ship and laid on the plates; then
from that you get the exact size of the plate and the position of all the
rivet holes in it. The edges of the plate are then sheared approximately
to shape and the butts are planed to the lines obtained from the tem-
plates, after which the position of the rivets in the edges and butts are
laid off; then the holes are punched and countersunk and the plate is
put through the bending rolls to give it the shape of the side of the
ship. If there is much shape, iron molds are taken out for each frame,
that is, a piece of soft iron at each frame, and this gives the shape to be
followed in bending the plate. In Some ships some parts have to be
flanged out and bossed. The plate must be taken to the furnace and
shaped according to the wooden mold or pattern. When the plate has
been sheared, planed, punched and countersunk, as before described, it is
temporarily put in place and bolted up.
When it comes to working on the outside strake, the same kind of
template is used, but you must get from this same template the position
of all the holes in the edges, as they must fit in the holes which have
been laid off in the inside plate. The plates of the outside strakes are
punched from the inside, and the holes for the edge rivet for the inside
strake must be punched from the outside, while the holes for the rivets
securing to the frame and butt fastenings must be punched from the in-
VESSELS PARTLY BUILT.

No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. 103
side. In order to fill up the space which exists between the Outer strake
and the frame, a “liner” is put in. These liners fill in the space between
the frames and the outside plates. Little templates are made for them
and they are fitted in place after the frames are up. After the prepara-
tion is completed the rivets are driven in place. Sometimes the Outer
strake is riveted through liner and frame together, and sometimes to the
projecting edges of the liner. .
While the plating is going on, the work in the inner ship is advancing,
and the riveting of the plates and angle pieces goes On. The temporary
bolting spoken of is for the riveters. The plates are hung by two or
three bolts only. This is done by sub-contract usually. In the mean-
time we are getting in the beams or rafters of the deck. Work is ad-
vancing on the inside of the ship all this time, and plating for the deck
is going in. The part of the decking next to the side is called the
stringer plate. The bulkheads forming sub-divisions of the ship are
being gotten out practically the same as the side plating, and templates
are made for them in the same way. They are stiffened with angles or
other stiffeners so that they can stand the send of bodies of water which
may get in the vessel, or stop the waters and keep them from getting
into another part of the ship. The size of the rivets are specified or
divided generally into two divisions—the water-tight and the non-water-
tight. The rivets in the edges and butts have all water-tight spacing
so that they will hold a calked joint; but in the frames where their office
is simply to hold on, their spacing is wider and is regulated by the
strain to be withstood. After all the rivets are driven, a man goes
around and tests them with a hammer. If any are found loose, they are
cut out and new ones driven. This work is usually done by contract or
piece work. Every rivet is thus inspected, and, when approved, it is
painted. The rivets are heated red in a rivet furnace, and passed by a
boy to the place where they are to be used. The riveting gang proper
consists of two riveters, a holder—that is, the rivet is put in the hole.
held in its place at the back, and driven by riveters, of whom generally
one is a right and One a left-handed riveter. In some parts of the ship
only one man can drive. When the riveting is advanced to some ex-
tent, the edges and butts are calked, which is simply knocking down the
material so tight that water will not pass throught it. This is done
either by hand or by an ingenious little machine of recent invention
called a pneumatic calker. The government generally tests with water
under pressure. In merchant work this is not generally done, but is
simply inspected by the company’s man or the insurance surveyors, and
after this inspection it can be painted.
As soon as the ship has been framed and plated up and the main
structure completed, we come to the question of laying the decks and
other wood work generally. The decks are made from three to four
inches thick, and are bolted with deck bolts, the head of the bolt being
104 C. ſ)EPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
sunk below the surface of the deck, and the cavity filled up with a plug
of wood above, so as to make it appear a solid piece of wood.
When the frame of the ship has been completed to the ends, the
stem and stern-posts are erected in place. Formerly these were of forged
iron, but now they are usually made of cast steel. All men-of-war have
stem and stern-posts of cast steel. They are put up in place and the
keel plates are worked around and riveted to them. The stern post, if a
single screw ship, is bored for a screw tube, and generally the after sec-
tion of the screw shaft is put in place before launching. .
In the foregoing brief Survey of the process of shipbuilding, details
have necessarily been avoided, because an attempt at particular descrip-
tion of all the divisions and sub-divisions of industry embraced, would
necessitate a large volume. In many directions the genius of the age has
expressed itself in labor Saving-machines of various kinds and in im-
proved handling appliances. But notwithstanding all this, the fact re-
mains that a very large proportion of the skilled work pertaining to the
construction of a ship's hull is still done by hand and, in the nature of
things, must so continue. Certain parts may be built up separately by
the hydraulic riveter before being put in place; but the use of this ma-
chine is necessarily limited in its scope and the greater part of the rivet-
ing, drilling in place, chipping and much of the calking, must be done
by hand now and in the future as heretofore. Now we are ready to
launch the vessel.
The vessel is built, as before stated, on a foundation of keel blocks ex-
tending.her entire length. She is further supported by numerous heavy
shores or props. Before launching we must lift her from the keel blocks
and the shores must be removed. So that an entirely new system of sup-
porting her must be provided which consists of the launching ways.
The launching ways consist of the ground ways and the bilge or slid-
ing ways. The ground ways are fixed tracks laid on piling and blocks,
One on each side of the vessel, extending well down in the water.
On these, other ways called the sliding ways are laid, tallow and oil
being put between, so that the upper ways can slide easily along the
ground ways into the water. From the sliding to the bottom of the ves-
sel, packing of wood is fitted carrying the ground ways up to the bot-
tom. When wedges are driven in between the sliding ways and the
packing, it is easily understood that she will be lifted up and supported
on the two ways which are about one-third the width of the vessel apart.
Now if the keel blocks and shores are removed, we have the vessel sup-
ported entirely by the launching ways. The upper ends of the sliding
ways are carried out at a thickness of about four inches and this is bolted
through to the ground ways. This is what holds the vessel and as soon
as it is sawed off, she slides into the water. -
Launching is always the most delicate part of the ship-builder's work.
It involves the greatest responsibility, concentrated in the shortest time

No. 10.] STATISTICs—SHIP BUILDING ON THE DELAWARE. C. 105
and with little or no opportunity to avert the consequences or retrieve
the results of any serious errors, and naturally this responsibility is
augmented in a highly progressive ratio by the size and cost of the ves-
sel to be “put overboard,” as launching is usually termed in the parlance
of the ship-yard.
Many things may happen to disturb the symmetry of a launch. If
the weather is extremely cold, the tallow between the ways may not act
properly and it may be necessary to force her off by hydraulic jacks.
There have been instances in England, where a vessel was launched
with a number of people on board, partly capsized because of neglect to
provide proper ballast, or recklessly imperfect calculations as to her
initial stability, causing great loss of life. In view of such possibilities
the crowning moments of a ship-builder's career are those, when by rea-
son of the perfect adjustment of every mechanical appliance, accurate cal-
culation of every mathematical factor and perfect execution of every
manual detail, a colossal ship glides noiselessly down the slope of her
ways like a thing of life and takes to her destined element on a perfectly
even keel with a dip of her graceful bow to an admiring audience, and
then floats with the tide as if serene in the majesty of a graceful début.
No one who has not felt the responsibility of such a work can even
faintly appreciate the triumph of such a result.
When the vessel is launched she is taken at once to the shears and the
boilers and engines are hoisted on board and the whole vessel carried on
to completion.
We now turn to another branch of our theme, to which recent devel-
opments and modern genius have lent an interest surpassing even that
which appertains to the building of the ship. This is the design and
construction of her motive machinery. An eminent authority has said
that “a marine engine is the noblest work of man.” And the truth of
this aphorism seems not far to seek when one contemplates the enor-
mous and intricate, yet to the practiced hand simply and obedient mon-
sters of steel, iron and brass, which as if instinct with animate sense
throbs to the mighty breath of steam in the bowels of the great ships,
regardless of the elements and defiant of storms, converting to the most
commonplace uses of art the most colossal forces of nature.
As stated at the outset of this paper, an essential element in the
“scheme” of a new steamship is the general outline of her boilers and
machinery. The size and character of the ship having been determined
with reference to her proposed uses, the next step is to allot certain
spaces and weights to engine power sufficient to give her the contem-
plated speed. We will not stop here to discuss theimportant difference
of conditions which prevails in this respect between vessels destined for
commerce and those calculated for war, except to remark that such a
difference exists and is now a recognized factor in the science of marine
engineering ; and to explain generally that, in the construction of en-
106 C. DEPARTMENT OF INTERNAL AFFAIRs. [OFF. DOC.
gines for war-ships, economy of weight and space in proportion to power
is the chief desideratum, while in the case of merchant vessels, whether
for freight or for passenger traffic, economy of coal consumption is
mainly sought.
As soon as the plans of the ship are sufficiently advanced in the con-
struction or hull department, drawings of the frames, floors, etc.,
throughout the space allotted to machinery are taken off and furnished
to the engine department as a basis for detailed design of the boilers,
machinery, and coal bunkers. -
With these data as a basis, the designing of the motive machinery begins.
The approximate horse-power required to produce the speed contem-
plated in the scheme of the ship having been previously decided, the
problem now is to provide that power on the most economical basis
within the limitations of space and weight that have been determined on.
This involves agreat number of considerations. The principal ones are:
First. Dimensions and characteristics of boilers, such as length,
diameter, number of square feet of grate surface and of heating surface,
working steam pressure, dimensions of steam pipes and of their valve
connections, location and capacity of coal bunkers, arrangement of fire
rooms; and, if forced draught is to be used, provision for blowers.
Second. Dimensions and number of main steam cylinders, such as the
piston diameter of each, length of stroke, rapidity of stroke or “piston
speed" required to produce the desired power, dimensions of working
parts necessary to withstand the strains incident to the amount of
power be put through them, character of valve gear and dimensions of
valve openings, type of actuating and reversing gear, dimensions of
crank and driving shafts, adjustment of bearings, and diameter, pitch
and form of propeller screw or screws if a twin screw-ship.
Third. Arrangement and adjustment of auxiliaries, such as air pumps,
condensers, feed pumps, freeing pumps, steering gear, hoisting gear,
etc., if a merchant ship and numerous other mechanical appliances con-
Inected with the operation of the battery and gun protection, if a man
of war; dynamos and other elements of electric lighting apparatus,
evaporators and distillers to produce fresh water on board and a thou-
Sand and one other details, each apparently minor in comparison to the
importance of the main engines but each indispensable to the perfect
economy of the masterpiece, which is the marine engine as a symmetri-
cal whole.
When all these details have been elaborated and the necessary draw-
ings and calculations perfected, patterns for the castings and expansion
plans for the forgings are made, and orders are given for the material.
The principal castings are the bed plates, cylinders with their valve
chests, frames—if the engine is vertical—shaft tubes and “struts” or
outboard shaft supports—if a twin screw engine—cylinder covers, pis-
tons, pillow blocks, cylinder liners, and many other castings of less size,
-
-
- -
- -
-
- - -
- -
- -
-
- -
-
-
- -

No. 10. T STATISTICS–SHIP-BUILDING ON THE DELAWARE. C. 107
and note in iron or steel and all working bearings in brass or white
metal. The very highest qualities of iron or steel are required in these
castings, the cylinders and their appurtenances being made invariably
of best charcoal iron in all approved practice.
The principal forgings are crank shafts, line shafts and thrust shafts,
piston-rods, connecting-rods, cross-heads, rock shafts, link bars, valve
connecting-rods, eccentric straps, air-pump connecting levers if the air-
pumps take their motion from the main cross-heads—supporting columns
in vertical engines, and stay rods in horizontal ones, with smaller forg-
ings too numerous to mention. The propeller Screws are usually cast of
manganese bronze in the best modern practice, and for ships of any con-
siderable size the customistomake them on the “built-up * system—that
is to say, with a separate hub or “boss,” to which the blades are bolted.
In all well-ordered ship-building the construction of the boilers begin
simultaneously with the laying of the keel.
In no department of ship-building are skill and experience of more
vital importance than in the boiler shops; for the boilers are to the
steamship what the heart is to the human body; and upon the proper
discharge of their functions depend the whole efficiency of the structure.
There is doubtless wider difference in quality of boiler work and in con-
sequent performance between different establishments than in any other
branch of the art; some shops turning out boilers which begin with first-
class performance on the preliminary trial trip and maintain that stand-
ard throughout their period of duration, while others begin with leaky
tubes, sprung tube sheets and bad joints, and continue an unsatisfac-
tory career until they land in the Scrap heap at a time when a good
boiler would be at its best. Slovenly work on a ship's hull may be
remedied by thorough repair. Even imperfect construction or defective
adjustment of the working parts of an engine may be corrected. But
there is no salvation for a botched boiler, because one defect always
breeds others. Steam at 160 pounds to the square inch pressure, is an
agent that will tolerate no trifling, and hence, unless a boiler is perfect
at the start in every detail, the cheapest disposition that can be made of
it is to break it up and put in a new one that is perfect.
The boiler in most common use for seagoing ships is of the cylindrical,
fire tube type, with inside furnaces, and is usually termed the “Scotch
boiler.” Other types are used, such as the “through and through,” or
locomotive boiler, and the water coil or tubulous system, of which there
are many kinds. The essential difference is that in the cylindrical and
locomotive types the fire goes through the tubes which are immersed in
the water, while in the coiled types, the water is forced through tubes
surrounded by fire. As tar as developed the latter system presents
many objections, chief among which are increased liability to derange-
ment of the parts, great delicacy of manipulation as to feed water and
firing, difficulty of access for any needed repairs, and frequent impossi-
108 C. DEPARTMENT OF INTERNAL AFFAIRs. LOPF. DOC.
bility of such repairs on board ship. Consequently these boilers have
not come into general seagoing use, but are limited to yachts and other
small craft plying near shore Or, in naval service, to torpedo boats and
vessels which are not expected to make extended cruises.
|Recent improvements in material and enlargement of the capacity of
the rolling mills have enabled builders to augment the size of cylindri-
cal boilers to proportions not dreamed of a few years ago. This is not
only an essential condition in the building of large and high powered
ships, but it also conduces largely to economy of fuel and fire room
work, as the “coefficient of performance” increases in a rapidly progres-
sive ratio with the enlargement of the boiler.
The latest boilers completed at Cramp's ship-yard, are a set of eight
double enders for the United States Protected Cruiser No. 12. They are
each sixteen feet in diameter and twenty-One feet long, with four cor-
rugated furnaces three feet four inches diameter by seven feet and
eight and one-fourth inchés long, having 1,456 Square feet of grate surface
with 48,000 square feet of heating surface. Their shells are of steel plates
weighing fifty-five pounds to the square foot, or 1% inches thick, hydra-
ulic machine riveted throughout, with flange and fire plates of twenty-
four pounds to the square foot or ºf inches thick, and weighing eighty
tons each when ready to be placed in the ship. They are calculated for
forced draught on the closed fire room plan, each pair of boilers being
enclosed in an independent fire room and supplied with forced draft by
sixteen centrifugal blowers. These eight boilers are expected to supply
steam for about 3,000 indicated horse-power each under full forced draft,
or in the neighborhood of 24,000 collectively. They are the largest
boilers ever built in this country and, excepting those of the four most
recent transatlantic liners, the largest in the world.
The boiler shops of Cramp's ship-yard are among the most extensive
in the world. The main building is three hundred and seventy feet long
by fifty-five feet wide, with a “bay” or side annex of the same length
and fifty-eight feet wide. Throughout the whole length of the main
building two electric Cranes of fifty tons capacity each, travel with a
“hoist” of forty-nine feet six inches in the clear from the floor and hav-
ing a “hoist” of thirty-seven feet Over the top of the hydraulic riveter,
affording space for handling the shell of a boiler in the process of rivet-
ing. The side bay is provided with a Smilar crame of fifteen tons capa-
city and its space is occupied by the planing machines, drills, flanging
presses and other tools. An additional annex of lesser proportions
shelters the forges and steam hammers connected with the boiler plant.
In present practice more than half the work on a marine boiler is done
by machinery. All the planing, bending, flanging and drilling of the
main plates is done by machinery and the whole of the shell is riveted
up by the hydraulic riveter. Hand work is now mainly confined to the
fitting and riveting of the furnaces, tube sheets and boiler heads, fitting,
fastening the tubes and stay bolts, and calking the seams.
tour. TRIPLE EXPANSION ENGINES FOR U. S. STEAMER NEW YORK.

INo. 10.] STATISTICs—SHIP BUILDING ON THE DELAWARE. C. 109
As soon as the first consignment of shell plates is received in the yard
they are planed to exact size and the plates forming the first “ring” or
section of the boiler are bent to exact shape. These are then secured in
place on a circular drill table and the second ring is bent and fitted to
them. The rivet holes are then bored in place through and through
thus insuring exact coincidence. The thirdring, if a double ended boiler,
is then treated in the same manner, when the plates are fastened in
place by a sufficient number of bolts to hold them, and the structure is
picked up by the cranes and transferred to the hydraulic riveter. This
is a machine having two heavy vertical jaws with a sufficient opening
between them to admit the shell of the boiler freely. One jaw carries a
hydraulic cylinder and plunger, while the other holds a fixed die on the
same axis as the plunger. The shell is swung between these two jaws
and hot rivets handed up on the inside, each rivet hole being brought in
its turn in line between the plunger and the die, and the rivet is driven
home by a single impress, the force exerted being many tons to the
square inch, varying according to the size and “pitch’ of the rivet.
The flanging press is also a hydraulic machine. It consists of a ver-
tical pressure cylinder actuating a plunger which is provided with
cast iron dies of whatever size and shape may be needed to produce the
desired flange. The plate is heated to a bright red and placed in posi-
tion on the die, exact adjustment having been previously made by meas-
urement, and the power is applied. Some flanges are produced by a
single operation, while others require several impressions, according to
the size of the plate and depth of the flange. -
The boiler having been completed, all joints calked, tubes secured,
stay-bolts set up, manhole covers fastened and pipe connections seated,
it is tested under a pressure one and one-half times greater than that at
which it is designed to work, and is then taken to the boiler wharf in
readiness to be put in place on board ship.
In the meantime the engine has been undergoing similar progress in
the machine shops, and as fast as its parts are completed they have been
assembled on what is termed the “erecting floor” or platform, in the
same positions they would occupy on board. In other words, the engine
is completely set up in the shop and all its parts thoroughly adjusted,
except the boiler pipe connections. In this operation, all the guides,
piston-rod, cross-head and Connecting-rod bearings are carefully centred
and trued up, the crank shaft bearings are tested and perfected by
means of cast iron mandrels which are fac-similes or templates of the
shafts, and finally the crank shafts themselves are put in place, connected
and turned over. This is one of the most delicate processes known to
mechanical art, and upon the fidelity with which it is accomplished de-
pends much of the success of the machine. No triumph can excel that
of the marine engine builder, who sees the creation of his skill start off
On preliminary trial without hitch or jar and from the first, realize the
full performance designed or guaranteed.
110 C. - DEPARTMENT OF ENTERNAL AFFAIRs. [OFF. Doo
The engines are now taken apart in the shop—or “broken up,” as the
saying is—and transferred to their destined places in the ship, piece by
piece, the boilers are put on board, secured in their saddles, the pipes
are connected and the vessel is ready for what is called the “dock trial.”
This is a trial of the engines with the ship securely moored to the wharf,
and is continued for twenty-four hours or sometimes as long as forty-
eight hours, during which time the operation of every part of the ma-
chinery is carefully inspected, small defects, if any, are made good;
the delivery of steam, action of the condensors, function of the pumps
and valves, performance of the boilers, operation of the bearings, effi-
ciency of lubricating apparatus—in short, every item in the sum total of
the work of the machinery is closely observed and exhaustively noted.
After the dock trial nothing remains but the sea trial which, in the
case of Pennsylvania built ships, is often nothing more than a trip from
the ship-yard to the wharves of their owners, where they are approved,
received and the balance of the contract price paid. This is the usual
method with merchant steamships; but the government is more exacting.
As will have been observed by the terms of the copy of a naval con-
tract heretofore printed, the government is not satisfied with one trial.
When a naval vessel is finished and ready for trial, the department ap-
points a board of officers who inspect her from stem to stern, and from
keelson to truck, to see if the other inspectors, who have almost watched
the driving of every rivet during her construction, have done their duty.
This ordeal passed, the board takes possession of the ship and she goes
out of the capes for a sea trial. If the conditions of her contract require
a guarantee of indicated horse-power, her engines are put at full speed
for four hours, and indicator cards are taken of each end of each cylinder
every fifteen minutes. When she returns to port the indicators are
taken to a navy yard and tested to see if their springs have weakened
any under the ordeal to which they have been subjected. The cards are
then computed and the factol of decreased “weightage,” which may be one
one hundred thousandth of the total resistance of the spring is carefully
differentiated in ratio through the sixteen cards, these are then calcu
lated by the rule of a mean result of several means; and after some
weeks the builder is officially informed that his engines have developed
a certain number of units of indicated horse-power, plus certain one hun-
dredth parts of the same. In other cases, and this is now the regular
practice, the vessel is tried on a guarantee of speed in knots per hour.
The contract stipulates that she shall be tried at a certain draught and
displacement, which are officially termed “normal.”
Hence, after the quantity of coal and stores necessary for the trial trip
are on board, the vessel must be brought down to her “normal load
line” by extra weights.
In placing these on board, the naval inspectors require that the equiva.
lent of each gun with its carriage, etc., shall be located on each gun
A STEAMER INJURED BY COLLISION, WHICH IS TO BE REPAIRED.

No. 10.] STATISTICs—SHIP-BUILDING ON THE DELAWARE. C. iſ1
sponson or other place of mount; the equivalent of the regular ammu-
nition weight shall be stowed in the magazine; that of the ship's stores
shall be disposed in the places between decks and that of the remaining
coal supply in the bunkers, so that the relation of trial weights to the
buoyancy and stability of the vessel shall, as nearly as possible, ex-
actly conform to the conditions of actual service. The regulation limit
of speed trial is now four hours, and the practice adopted by the depart-
ment is to make two runs over a measured course half the distance which
the vessel is required to make as a whole, the professed object being to
equalize, as far as possible, the effect of tides, currents and winds which
may prevail during the run. *
So far as this method has been practiced, little is to be said in its
favor ; at least anywhere on the Atlantic coast. The water is too shal-
low to admit of running close enough in shore to make use of land-
marks or fixed ranges, and hence recourse must be had to buoys or ves-
sels anchored as markers, both as to the ends of the course and to indi-
cate its line. Of course these are subject to variations which, in meas-
uring the speed of a vessel going twenty knots an hour, or a knot in
three minutes, might considerably affect the result. However, the run
is made under these conditions, and after a week or two of calculation at
the Navy Department, the builder is officially informed that his ship
has developed a speed of a certain number of knots per hour, plus a
certain number of one thousandths of a knot, which is important, as a
thousandth of a knot is six feet and eight one hundredths of a foot, and
a vessel going twenty knots an hour requires eighteen one hundreths
of a second to traverse that distance. In view of the fact that the unequal
drift of ships or buoys moored as markers either of the ends of the
course or of its line, might easily affect its actual length a quarter of a
knot or more, this accuracy of reporting the speed developed to thou-
Sandths of a knot would seem to be indispensable.
All the signs of the times indicate that the lead which Pennsylvania
has achieved in steamship building will not only be maintained, but in-
creased in the future. If we include Wilmington, whose industries are
Pennsylvanian in everything except the accident of an imaginary line
On the map, we shall find that the amount of seagoing steam tonnage
built elsewhere under the American flag is not worth considering. The
steel and iron steamships of the Delaware river ship-yards plow every
sea where our flag is known and unless we incorrectly interpret the
genius of the period in which we live, the past ship building achieve-
ments of Pennsylvania afford but a feeble index of what will be seen in
the future. Of none of her vast and diversified industries has the state
more reason to be proud; for, though others may involve greater capital
and employ more hands for the time being, not one of them sheds so
much lustre on her name or carries her fame so far among the peoples
of the earth as the ship building of the Delaware.
112 C.
[OFF. DOC.
DEPARTMENT OF INTERNAL AFFAIRS.
EXPORTS.
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1.7% 536 SS 7.43
- - - - - s e 48 * * * * * * * : * * * * * * *
* * * * * * * 12% . . . . . . . . . . . . . . .
10 ! . . . . . . . . . . . . . . . . . . . . . . .
336 | . . . . . . . . . . . . . . . . . . . . . . .
- - - - - tº e 2 & ſº * * * - - - - - - e. e. e. g.
* * * * * * * 3 * * * * * * - I - º e º e º º
• * * * * * * 6 e e s e º e - I e º e s e s e
• * * * * * * i • * * * * * - r * * * s e s a 50
• * * * * * * 1 * * * * * * * 19
• * * * * * * I • * e < * ... • I e s s a • * * 17
• * * * * s e i < * * * * * * a s e s e º e 19
14, 354 23, 55] 9, 714 31,911
23,860 22, 264 8, 532 12,970
128 . . . . . . . . . . . . . . . . . . . . . . .
5] 19 4 . . . . . . .
540 1, 498 1, 162 | . . . . . . .
250 1,231 31
56 56 • * - - - - - I - - - - - - -
10 111 | . . . . . . . . . . . . . . .
23 1 | . . . . . . . . . . . . . . .
- - - - * * * 136 a s e º e - - - e. e º ºs
* * * * * * * 100 | . . . . . . . . . . . . . . .
* * * * * * 2,907 | . . . . . . * * *
2,005,025 2,933,285 1, 102.835 4,000
235,665 24, 466 2,847 . . . . . . . .
* * * * * * * 26, 402 | . . . . . . . . . . . . . . .
* * * * * e a i s = * * * * * : * * * * * * * 1,583,222
• * * * * * * I e = * * * * e i e s s a e º a 17, 120
9. 264 1, 541
106 119 191
• * * * * * * 14 | . . . . . . . . . . . . . . .
18 15 . . . . . . . . . . . . . . .
22 30 50 | . . . . . . .
11 | 29 92 | . . . . . . .
23 . . . . . . . . . . . . . . . . . . . . . . .
3 | . . . . . . . . . . . . . . . . . . . . . . .
5 2 . . . . . . . . . . . . . . .
928} | . . . . . . . . . . . . . . . 94, 135
* * * * * * * 2 l - - e s e º a
• * * * * * s 3 * * * * - - - - - - e s e s -
• * * * * * * 25 * * * * * - - - - - e s e s -
* * * * * * * 2 * * * * * * * | * * * * * * *
2 | . . . . . . . . . . . . . . . . . . . . . . .
159 1S3 G | . . . . . . .
10 | . . . . . . . 1 . . . . . . .
15 . . . . . . . . . . . . . . . . . . . . . . .
9 81 16 | . . . . . . .
- - - - e. e. e. 20 ! . . . . . . . . . . . . . . .
* * * * * * e i º 'º - - - s e 3 - - e s = e a
• * * * a s e i e = * * * * * 9 . . . . . . .
73 | . . . . . . . 8 . . . . . . . .
19 209 251 2,876
• * * * * * * 2 570 * * * * * * g.
* * * * * * * | * * * * * * * 14 | . . . . . . .
* * * * * e s | * * * * * * * 125 * * * * * * *
* * * * * * e i < * * * * * * 157 | . . . . . . .
* * * * * g e i = * * * * * * : * * * * * * * 200
279, 110 147,250 42,350 35,000
6 94 | . . . . . . . . . . . . . . .
5 ! . . . . . . . . . . . . . . . . . . . . . . .
290 . . . . . . . . . . . . . * . . . . . . . . . .
I 1 6 . . . . . . . . . . . . . . .
* * * * * * * 12 3 * * * * * * *
- - - e º e s 14 • * * * * * * | * * * * * * . .
• * * * * * * 130; * * 2.1%)
• * * * * * * r * * * * * * * 33 * * * . * * * *
* * * * * e s : * * * * * * * 2 . . . . . . . .
- - - - - -1 . . . . . . . . . . . . . . . 18, 510
sº 536 165 3, 205
49 52 | | . . . . . . .
6 6 . . . . . . . . . . . . . . .
10 40 ! . . . . . . . . . . . . . . .
90 1J9 81 | . . . . . . .
55 30 | . . . . . . . . . . . . . . .
| | . . . . . . . . . . . . . . . . . . . . . . .
64 . . . . . . . . . . . . . . . . . . . . . . .
8 . . . . . . . . . . . . . . . . . . . . . . . .
50 | . . . . . . . . . . . . . . . . . . . . . . .
• - • *
* . . .". . . ., "... • - "...” -- **-* ~ * : *- : ---
* -- ~ : -...-- ~...~-------> --- - ---->~rt
Caesar, looking up from the desk
e • , a i. - º º .. - e . . - - º - &
at which he has been writing, sº her beauty with an expression of wonder,
while four Roman attendants are similarly affected. The queen is a superb speci-
men of her sex, who, while not unmindful of her rank as a woman, is altogether
oblivious, in the gentle resignation depicted in her face, of her position as a
sovereign. She has come to appeal to Caesar, and history shows that her overtures
were not unheeded. It is needless to say that Gérôme has painted this picture
with his truly marvelous skill, and that each square inch depicted represents ac-
curately and beautifully the texture which it bears. The same might be said
of a painting by Meissonier, but Gérôme has an imagination which will give him
immortality.

UNIVERSI I Y OF MICH IGAN
§em Selected
$of Retention
by MDP-2013