REPORT ON I Shipping and Ship-Building / THE MANUFACTURERS’ ASSOCIATION, THE BOARD OF TRADE, and THE CHAMBER OF COMMERCE, OF SAN FRANCISCO, BY CASPAE T. HOPKINS, GEOEGE C. PEEKINS, ANDEEW CEAWFOED, CHAELES L. TAYLOE and OHAELES B. STONE, Joint Committee of the three Associations. Adopted by Resolution and ordered Printed December 30th, 1884. SAN FRANCISCO: H. S. CROCKER & CO., Printers and Stationers, 215-219 Bush Street. 1885 . jUL>SUlJ) oXiL/y CONTENTS. W C N> ■$ A lj? SHIPPING. PAGE. The Coasting Trade of the Pacific States 5 The Foreign Trade 6 Value of Pacific Coast Shipping compared with other States and the Union 7 Decay of American Shipping in Foreign Trade 7 Why our Flag is disappearing from the Foreign Trade 9 Wealth of the United States compared with European Countries 11 Railroads and Shipping compared 12 The Bounty System 14 Congressional Inaction 17 Bounty is not Subsidy 18 Results of former Agitation 19 The Dingley Law 20 Free Ships 23 Recommendations to Congress : . . . 25 Possible Results of the Free- Ship Policy 26 The South American Commission 28 Interest of San Francisco in developing Foreign Trade 29 SHIP-BUILDING. / Statement of Vessels over 50 Tons, Sail and Steam, built on the Pacific Coast from 1860 to 1884 33 Description of the “Union Iron Works,” South San Francisco 34 San Francisco Whale Fishery 43 938858 4 APPENDIX. PAGE. ‘A.” — Statement of United States Tonnage from 1850 to 1883, inclusive. 46 ‘ B 1.” — Statement of British Tonnage built from 1879 to 1883 47 ‘B2.” — Statement of British Tonnage lost and destroyed from 1879 to 1883 48 ‘ B 3.” — Statement of British Tonnage classified in Lloyd’s Register 1884 49 ‘C.” — Exhibit of the World’s Tonnage of Sailing Vessels 50 ‘D.” — Exhibit of the World’s Tonnage of Steam Vessels 51 ‘ E.” — Statement of Comparative American and Foreign Tonnage in the San Francisco Foreign Trade from 1868 to 1883 52 ‘ F.”- — Proposed Act to encourage Ship-Building for the Foreign Trade. . 53 ‘ Gr.” — Proposed Act to Promote the Building of American Iron and Steel Steamers 54 ‘ H.” — Proposed Act to Establish a Department of Commerce and Navi- gation and define its Powers and Duties 56 ‘I.” — Statement of the entire Tonnage built on the Pacific Coast from 1860 to 1883, per United States Reports 62 REPORT ON Shipping and Ship-Building. To the Manufacturers Association , the Board of Trade, and the Chamber of Commerce of San Francisco : — Your committee appointed September 22, 1884, to prepare a report on “ Shipping and Ship-Building,” beg leave to respectfully submit the following: The Coasting Trade. The Coasting trade out of San Francisco being protected from foreign competition by the navigation laws, and by the physical peculiarities of the coast from the competition of large Eastern vessels, except in the trade to Puget Sound and Portland, has thriven, until our coasting fleet, ocean and inland, now numbers 714 enrolled vessels, aggregating 180,167 tons, without counting 189 licensed vessels under 20 tons. As this tonnage includes steam as well as sail, we estimate its average value at $40 per ton, which exhibits a capital invested equal to about $7,200,000. This trade is now suffering from two causes: low freights, induced by overproduction (and conse- quent low prices) in the lumber trade, which is its principal » 6 employment, and the maintenance of high port charges. It is impossible for vessels to make any money by bringing lumber from Puget Sound at $4 per M, and coal from Seattle at $2 per ton, while wages, wharfage, dockage, stevedore charges and all other port charges are kept up to the rates that were considered fair when those freights were $10 and $5 respect- ively, and on other voyages in proportion. Moreover, the growing substitution of steam for sail vessels has an increas- ingly depressing effect on the building or purchase of sailing- vessels as additions to our local fleet. Our building of sailers has for some years been confined mostly to barkentines and schooners suitable for the lumber and coal trade. It is not to be expected that more than this will be attempted in the immediate future, for iron or steel steamers are what commerce now requires in the coasting as well as the foreign trades, except for coal and lumber, and our future building must necessarily be limited by the demand. The Foreign Trade. The registered tonnage of the Pacific Coast numbers 280 vessels, aggregating 144,468 tons. This is credited on the Custom House books to the following districts : Vessels. Tons. To California 192 115,114 “ Oregon 9 8,637 “ Washington Territory 74 20,627 “ Alaska 5 90 280 144,468 Valued at $30 per ton, these represent a capi- tal of f $4,334,040 Add capital in Coasting Vessels 7,200,000 Total capital invested in shipping on the Pacific Coast of United States $11,534,040 7 Proportionate Value of Pacific Coast Shipping. Comparing our tonnage with that of the whole Union, at the close of 1883, we find that we own : In the coasting trade, 6J per cent of the whole. In the foreign “ 11 J “ “ “ In both, 7J The following comparison of the relative interest in ship- ping of the Pacific States with that of several of the other ship-owning States and of the Union will he interesting to parties concerned : Population. Tonnage. One Ton to Population. * Pacific States in 1880 1,114,568 327,565 1 ton to 3 T % persons Maine 648,930 533,791 1 “ 1£ New York 5,082,871 1,175,208 1 “ 4J Massachusetts 1,783,085 442,010 1 “ 4 Pennsylvania 4,282,891 290,647 1 “15 The United States 50,155,783 4,235,487 1 “ 12 From which it appears that Maine only, of the States quoted, has a larger interest in shipping, in proportion to population, than the Pacific States ; that our interest is greater than that of either of the great shipping States of New York or Massa- chusetts ; that it is nearly five times that of Pennsylvania, and nearly four times that of the aggregate population of the United States. In other words , it is far greater proportion- ately than our own ship-owners are aware of, and it is of sufficient magnitude to command the respect of Congress and the country, to say nothing of our own Legislature, could the men who control it be only brought to associate themselves together for the combined assertion of their rights and the united and persistent urging of their claims. Decay of American Shipping in Foreign Trades. The widely known facts of the gradual decay of American shipping in the foreign trades, and of the corresponding growth of foreign, especially English, tonnage, are shown in the ap- * United States Census for 1880 and Report on Commerce and Navigation for 1883. 8 pendix to this report. For the details of American and British tonnage, see our tables marked A and B, taken respectively from the U. S. Report above quoted, and from Lloyd’s Register of British Shipping ; also, the tables marked C and D, compiled by Mr. I. E. Thayer, agent of the Veritas at this port, from the Repertoire Generate, showing the relative growth of steam and decadence of sail tonnage of England, America, France, Germany, and the world, from 1879 to 1884. We also produce in our appendix a table marked F, prepared by Mr. J. A. Coolidge, who was for many years the Secretary of the Merchants’ Exchange Association of San Francisco, which shows that, notwithstanding the great preponderance of foreign shipping employed of late years in the trade of the United States,* American tonnage entering and clearing at San * Note. — Nationality of tonnage entered at seaports of the United States from foreign countries during the years 1856 and 1883 respectively. Year ending June 30, Nationality of Tonnage. 1856. 1883. Increase. British . . 935,886 6,775,526 5,839,640 German .. 166,837 1,126,113 959,276 Norwegian and Swedish . . .. 20,622 694,240 673,618 Italian . . 15,677 417,728 402,051 French . . 23,935 376,890 352,955 Spanish . . 62,813 254,422 191,607 Austrian 1,477 147,848 146,371 Belgian 200 327,539 327,339 Russian 40 71,950 71,910 Dutch . . 16,892 165,976 149,084 Danish 5,838 98,954 93,116 Portuguese 4,727 19,493 14,766 All other foreign . . 14,819 49,497 34,678 Total foreign ..1,269,763 10,526,176 9,256,413 Total American . .3,194,275 2,834,681 —359,594 Decrease. 359,594 Aggregate 4,464,038 13,360,857 8,896,819 Proportion of American, British and Foreign Tonnage in U. S. Trade. American % British % Foreign % 1856 71.56 20.97 28.44 1883 21.22 50.71 78.78 [From U. S. Report on Commerce and Navigation, 1883, p. lxv.] 9 Francisco has, from 1868 to 1883, comprised more than half of the whole. But in this connection two facts must be borne in mind : First. That so far as our grain export is concerned, few American vessels, wherever owned, would be engaged in it were it not for the protection our navigation laws afford to the “ coasting” trade between American Atlantic and Pacific ports, which accounts for the excess of 959,096 tons in the departures for foreign ports over the arrivals therefrom at San Francisco, as shown in the table. Second. That hardly any of the American tonnage engaged in our grain trade is owned at San Francisco. It is in the Cape Horn trade to and from San Francisco that Maine deep sea tonnage is principally employed, this being almost the only voyage left in which large American wooden sailers can be used with even a hope of profit, while this hope is being gradually supplanted by the certainty of loss,* owing to Eng- land’s recent overbuilding the demands of the world’s trans- portation with her splendid iron and steel vessels, principally steamers. Why Our Flag is Disappearing from the Foreign Trade. The striking contrast shown during the past twenty -five years between the growth of British shipping and the decay of the American, is shown by David A. Wells, in his little book entitled “ Our Merchant Marine,” published in 1882, and in his several articles in the North American Review , to be mainly due to the working of free trade in England as opposed to protection and other legal obstructions in the United States. Our argument in defense of the same theory as to the effect of the tariff' upon our shipping may be condensed as follows : Owing, in great measure, to high tariff in the United States, * Note. — Many of the largest and finest specimens of American wooden vessels have been laid up in San Francisco for one to three years for want of profitable employment. 10 domestic manufactures have increased from 1850 to 1880, as shown in the following extract from the census of the latter year : CAPITAL. HANDS. WAGES PAID. VALUE OF PRODUCT. 1850 $ 533,245,351 957,059 $236,755,464 $1,019,106,616 1880 2,790,272,606 2,732,025 947,953,795 5,369,579,191 But of all this enormous manufacturing product, the amount exported was in 1883 only *$194,954,182, or the insignificant fraction of three and one-half per cent of the whole, the re- maining ninety-six and one-half per cent being consumed with- in the country, where alone the high wages and general wealth largely resulting from the tariff*, have enabled the people to pay remunerative prices for articles too expensive to be profit- ably sold abroad in competition with the cheaper conditions of manufacturing elsewhere. So of agriculture, whose increase in capital invested between 1850 and 1880 was as $3,967,343,580 is to $12,104,001,538 ; and against whose product of $2,212,540,927 in 1880 we find an export of only *j*$685,961,091, or thirty-one per cent, of the whole, the balance being consumed within the country, and in a protected market. But the value of 1,269,681 tons of American shipping in the foreign trade estimated at $30 per ton (it consisting almost wholly of sailing vessels, among which are very few new ones), does not exceed $38,090,430 — the net revenue from whose employment, after deducting expenses, may be safely placed at nothing at all ; for our small remaining fleet is occupied merely in the attempt to earn expenses, an attempt that would long since have been abandoned were it not for the traditions of the past, and the hope of better times in the future. The figures given in the census of 1880 are attacked by the Metropolitan Industrial League in their elaborate pam- phlet, prepared by Charles S. Hill, in 1882, for the informa- tion of the Congressional Tariff Commission, as being far below the truth. This pamphlet gives the following statement *U. S. Report on Com. and Nav., 1883, p. xlvi. fib. 11 as the real value of our manufacturing and agricultural product from 1850 to 1882 : Manufactures. Agriculture. Value Product. Increase PerCent. Value Product. Increase PerCent. 1850 $1,019,000,000 1,886,000,000 4.232.000. 000 8.000. 000.000 Not given. * Not given. $2,448,000,000 7,500,000,000 1860 85 1870 123 1882 90 200 If these figures be accepted as true, then our exports of manufactures fail to reach 1^ per cent of the production, and only 9 per cent of our farm produce reaches a foreign mar- ket ! Comparative Wealth of the United States. The pamphlet just quoted gives the following statement of the financial condition of our country as compared with the others indicated : Percentage of Wealth. National Debt. Debt to Wealth. United States $55,000,000,000 $1,800,000,000 .0327 Great Britain 45,000,000,000 3,800,000,000 .0833 France 40,000,000,000 4,000,000,000 .10 Germany 25,000,000,000 90,000,000 .0036 Russia 15,000,000,000 2,000,000,000 .1333 Austria 14,000,000,000 2,000,000,000 .1430 From which it appears: That we are altogether the richest of these six nations. That, excepting Germany, we owe least, in proportion to our ability to pay. It seems, therefore, that by the operation of our exclusive tariff, we have so stimulated our internal resources, as to be almost entirely independent of foreign trade; so that Ameri- can merchants are no longer found in foreign ports ; American shipping is no longer engaged in foreign commerce, and as if for want of these interests to protect abroad, the American 12 navy no longer exists. By the silent but unremitting action of the tariff, the manufacturers and farmers have unwittingly absorbed the ship-builder with his thirty dependent trades, and the ship-owner with his officers and crews. For the mar- ket of the manufacturer and farmer is within the protected country, but the increase in the cost of building and navigat- ing a ship caused by the tariff, carries with it no increase in the income of the property. So, the American ship is sent out burdened and crippled by American law, to be helplessly slaughtered by her free trade and cheap labor competitors in the open market of the broad ocean ! Railroads and Shipping Compared. To place this antithesis in a still stronger light, wdtness the following figures : The value of stocks and bonds representing railroads within the United States, in 1883, as given by Poor’s “Railroad Manual,” is. . $7,195,471,311 The R. R. freights earned were.. 823,772,924 The numbers of tons transported 400,453,439 The numbers of passengers 289,190,783 The value of merchandise transported esti- mated at $25 per ton $10,000,000,000 But the value of the American shipping in the foreign trade as above quoted is only $38,090,430 *The tonnage of American vessels entered in 1883, from foreign ports was. . . 2,834,681 Total value carried by vessels of all nations : f Imports , $723,180,914 J Exports 804,223,632 $1,527,404,546 §Of which only 21.22 °/ Q was carried in Ameri- can vessels, or the value of * U. 8. Report on Com. and Nav., 1883, p. lxv. t Ib.,p. 277. X lb., p. xlvi. § lb., p. lxiv. $324,115,244 13 Of passengers, American vessels carried but few, the Atlantic passenger trade being entirely in the hands of foreigners. The Tariff Cannot be Reduced merely to Benefit Shipping. Bearing now in mind the enormous values of the protected industries within the country, as compared with the insignifi- cance of the shipping interest, which being outside of the country is unprotected; and remembering that the causes which have built up the one are the same which have pulled down the other, it is apparent that to restore the shipping by the abolition or great reduction of the tariff, would be like buying pennies at $20 apiece. It would be “ paying too dear for the whistle.” All the present magnificent fleets of Great Britain do not equal the value of one month's production of our factories and farms ! With two months of that income we could pay $100 per ton for all the shipping in the world, and have more than six hundred millions of dollars to spare ! f We are not likely, therefore, to change the financial system which has made this nation the Schest the sun ever shown upon, even for the sake of owning all the vessels in the world. + Note.-- A t the values given by the Metropoli- tan Industrial League, our yearly manu- facturing product reaches $8,000,000,000 And our farm produce 7,500,000,000 — $15,500,000,000 One-twelfth whereof is $1,291,666,666, which is $39,683,866 more than $100 per ton for England’s whole fleet of 12,519,828 tons. At present her shipping is not worth, on an average, more than half of $100 per ton, £9. 10s. per ton being the price now asked for building new iron sailing-vessels on the Clyde. Two months of the above income equals $2,583,333,332 The shipping of the world, per “Repertoire,” (see tables C and D in appendix) amounts to, steamers, 6,675,230 tons; sailers, 13,010,879 tons ; total, 19,686, 109 tons, at $100 per ton 1,968,610,900 Balance to spare $ 614,722,432 14 But in view of the overproduction which of late years has resulted from the stimulus of the tariff", and now makes the attainment of foreign markets indispensable, as the alterna- tive of shutting down our factories and mills; in view of the possibility of foreign wars, in which we must have the advan- tages of abundant shipping, numerous sailors, well-equipped ship-yards, and trained ship-builders, or find our coasts and cities at the mercy of foreign enemies ; in view of the nation’s welfare in peace, and safety in war, some mode of reviving our shipping must be devised which will not disturb the other industries of the country. The treatment of this inter- est must be as exceptiondl as its circumstances and conditions. The alternative is our inevitable abandonment of the high seas, except as the employers of foreign tonnage. The Bounty System. Contending, as we do, that the property and revenues of the American ship-builder and ship-owner in the foreign trade have been indirectly confiscated by the Government for the benefit of all the internal industries of the country, we believe that in deference to the American principle, that “ private property shall not be taken for public use without just compensation,” Congress is under the clearest moral , if not legal obligation to make this business once more possible by taxation of the interests that have been so enormously enriched at its expense. Precedents for such enactments are to be found in abundance in the history of our own and other governments. The Ftshing Bounty. Thus it may be remembered that in the earlier days of the Republic, when the determination to contest the dominion of the seas with England was a dominant idea with our states- men; the fisheries were looked upon as a school for American seamen of such importance as to require special encouragement 15 by direct payments from the treasury. Accordingly, at the very first session of Congress, in 1789, an act was passed offering a bounty of 5 cents per quintal for dry codfish, which was increased from time to time till it reached 30 cents per quintal; a corresponding duty being meanwhile levied upon all foreign fish of the same class. This policy was not aban- doned until 1846, and even now special enactments are in force allowing the. refunding of duties paid on foreign salt, when used in the fisheries. British Bounties. . Old ship-owners need not to be reminded of the sums paid for a short time by our Government to the once famous Collins line of steamers, the withdrawal whereof caused the failure of that enterprise; nor of the sums formerly paid to the Pacific Mail Steamship Company, whose only perquisite of this kind of late years has been paid by colonies of Great Britain. Nor need students of nautical history be informed that the steady and uniform patronage of her merchant steamers by England (in contrast with the fitful and inconsistent course of our Government toward American steamers) has given her at length almost a monopoly of steam navigation. We quote from the Chamber of Commerce Journal of New York for November, 1884, the following figures showing the sums paid by Great Britain to British steamers for carrying the mails, and the consequent growth of her steam marine: Years. Tons. Amt. of Bounty since 1854. Bounty per ton of Shipping. 1854 304,559 $5,950,559 $12 95 1855 379,020 5,741,663 15 00 1856 385,038 5,713,560 14 00 416,032 5,133,485 13 00 1858 441,047 4,679,415 10 00 1859 434,987 4,740,190 11 00 1860 452,352 4,349,769 9 00 1861 504,698 4,703,285 9 00 16 BRITISH BOUNTIES— Continued. Years. Tons. Amt. of Bounty since 1854. Bounty per ton of Shipping. 1862 537,134 $4,105,353 8 00 1863 593,773 4,188,275 7 00 1864 695,575 4,503,050 7 00 1865 822,732 3,981,995 5 00 1866 874,425 4,227,018 4 50 1867 899,362 4,079,996 4 20 1768 900,599 4,047,586 4 20 1869 940,721 5,481,690 6 00 1870 1,111,375 6,107,761 5 50 1871 1,317,548 6,070,741 5 00 1872 1,536,075 5,693,500 4 00 1873 1,711,787 5,665,296 3 50 1874 1,868,059 5,697,366 3 00 1875 1,943,197 4,860,000 2 60 1876 2,902,538 4,420,261 1 75 1877 2,136,361 3,976,580 1 75 1878 2,313,332 3,914,990 1 70 1879 1,508,162 3,768,230 1 50 1880 2,820,551 3,873,130 1 40 1881 3,001,377 3,601,350 1 20 1882 1883 Amount bounty paid prior to 1854 3,290,875 5,120,000 3,538,835 28,450,000 $164,264,929 1 10 French Bounties. The French subsidies granted by a law passed in January, 1881, for ship-building, are estimated upon the gross tonnage, and are as follows : For iron and steel vessels, 60 francs per ton ; for wooden vessels of 200 tons or more, 20 francs per ton ; for wooden vessels less than 200 tons, 10 francs per ton ; for composite vessels, 40 francs per ton ; for engines placed on board steamers, and for auxiliary apparatus, boilers, pipes, etc , 12 francs per 100 kilograms. The French navigation bounty is fixed at 1 franc 50 cen- times per registered ton per 1,000 miles run, for new vessels. It is confined to vessels engaged in the foreign trade, and is to IT be reduced annually during a period of ten years, when it will cease. The navigation bounty is increased 1 5 per cent in the case of vessels built according to plans approved by the French Marine Department. Vessels receiving bounties are required to carry the French mails and mail agents free of charge.* The result of these bounties, as apparent from the Reper- toire Generate (see tables C and D, Appendix), shows a gain between 1881 and 1884 of 132 French steamers, with a net tonnage of 188,127 tons, and a decrease of 335 French sailing- vessels, with a net tonnage of 82,606 tons. This shows a net gain of 105,521 tons, all steam, or, at the usual estimate of one steam ton to three sailing tons, a net gain of 481,775 effective tons in the French merchant marine, as the apparent result of the bounty system in only three years. Congressional Inaction. Why, in the face of this, and numberless other precedents that might be cited from both our own and foreign legislation (which it is not necessary to quote here), is such an outcry now made against the moderate appropriation from the treas- ury which is absolutely necessary, not to merely encourage a small portion of our maritime industry (fishing), but to prevent the absolute destruction of all of it that is seeking to engage in foreign trade ? In the face of an annual expendi- ture of somef $18,500,000 for carrying inland mails, and $300,000 paid foreign vessels for carrying ocean mails, which excites no complaint from the people, 'why such opposition to the proposition to employ $5,000,000 annually in paying for *From David A. Wells’ “Our Merchant Marine.” +The figures for 1883, per Postmaster General’s Report, were : For carrying inland mail by rail $13,099,146.74 by Star Route service 4,712,845.51 by steamboats 606,703.21 $18,418,695.46 For foreign mail transportation 292,833.91 Mr. Blaine, however, in his “Twenty Years of Congress,” p. 625, gives the cost of transportation of the mails for 1883 at $23,870,666.00. 18 ocean postal service in American steamers, so built as to be available for Government use in case of war ? Why such re- luctance to employ a few additional millions from our over- flowing treasury, in refunding to iron and steel ship builders such addition to the cost of their work as has been imposed by the tariff ? Why is Congress so dilatory, so inattentive, so careless of the crying needs of the merchant marine and navy as to ignore the subject, session after session, and finally yield only the trifling concessions, grudgingly dealt out by the Dingley bill, while all the measures that would touch the vitals of the question are studiously ignored ? In whose in- terest has been such legislative conduct — that of America or England ? And if the latter, what has been the motive of it? Bounty is not Subsidy. We look upon the denial or indefinite postponement of all the petitions heretofore presented to Congress by ship-owners, asking for bounties on construction, and compensation for carrying the ocean mails — on the pretense that such payments would be “ subsidies” — as a false, pernicious, and grossly ignor- ant pandering to political prejudice. All that the ship-owners and builders ask is the equalizing of the tariff conditions that have ruined their business and destroyed in one operation our registered shipping, and the possiblity of our naval defense in case of war. They ask not for compensation for past losses, which, perhaps, they might justly do— but only for such por- tion of the revenue levied for the enhancement of all other interests, as would restore to shipping, fair equality with those other interests. They object to being longer ruined by the con- fiscation of their property for the benefit of the farmer, the miner, the manufacturer and everybody else. Congress has “subsidized” the Pacific Railroads by giving them enormous land-grants, as an inducement to construct works of national importance. This was the kind of gratuity to which the people now object. There is no similarity whatever between the two propositions. “ Subsidy is a gift in advance to induce 19 future investment. There is no element of claim or equity in it. It is like an extra freight offered to secure the undertak- ing of a dangerous voyage. But what the ship owner and builder ask is in the nature of a claim for losses inflicted by the Government. Their property has been blockaded by Government action in waters so shallow that many of the vessels are already stranded, and the remainder, having no room to tack or wear, are in imminent peril of the like disas- ter. These people demand that the blockade be raised ; that Government shall no longer pursue them, but shall now become their friend ; shall tow them into the offing, and there leave them in the same circumstances of freedom as it guarantees to all other American citizens. Let Congress persist in denying this petition, and inevitably the American flag must soon wholly disappear from the world’s commerce, or float only over foreign built vessels, with the necessary result of the extinc- tion of that ship-building art which is so indispensable to our national defense. Results of Former Agitation. In October, 1882, the Board of Trade of San Francisco held a public meeting, at which were present, by invitation, Senators Farley and Miller, and the Hons. H. F. Page (then Chairman of the House Committee on Commerce and Navigation) and W. S. Rosecrans, of our Congressional delegation. A c that meeting a report on the shipping question was read, asking of Congress the enactment of several specific measures in refor- mation of shipping laws, in many of which we co-operated with Eastern commercial bodies. At the request of the delega- tion our recommendations were afterwards expressed in six bills for Congressional action, all of which were adopted by the Joint Committee of both Houses on Shipping, and promptly in- troduced in the House during the 47th Congress by Mr. Page, and in the Senate by Senator Miller. No action was had at that session, though Mr. Page succeeded in holding the House to the steady consideration of the bills, during several days of fierce debate ; the most notable result whereof was the striking 20 out all appropriations in aid of the building of American ves- sels, by the decisive vote of 161 to 50, as well as of all other propositions that would have substantially benefited the ship- ping interest. The Dingley Law. At the last session, however (being the first session of the Forty-eighth Congress) the now well-known “ Dingley” bill was passed. The following analysis will show wherein Con- gress has agreed, and wherein it has thus far disagreed with the views of the commercial bodies East and West, as expressed in our memorial, and the bills referred to: Congress was asked to Enact: 1. That the Government should pay to all builders of iron and steel vessels for foreign trade, using American ma- terial, a sum equal to the duties on the like kind and quantity of dutiable foreign material. 2. That an American vessel losing any American officer below the grade of Master might employ a foreign officer for the return voyage, without penalty. 3. That all sections in the U. S. Statutes requiring the payment of 3 months’ extra wages to seamen dis- charged in a foreign port be-repealed. 4. That the uniform allowance of $10 for returning destitute seamen to an American port be changed to 50 cents per day of the length of the voyage. 5. That engagements of seamen might be made on time contracts, as well as on contracts for the voyage only. 6. That the requirement to return or account for seamen shipped foreign from an American port be repealed. 7. That the payment of advance wages be made illegal. The Dingley Law Enacts: 1. Nothing. 2. Granted. 3. Reduced to one month’s extra wages in certain cases, otherwise granted . 4. Changed to $10 for voyages not exceeding 30 days, and $20 for longer voyages, with additional allowances for carrying disabled seamen. 5. Granted. 6. Granted. 7. Granted. 21 Congress was ashed to Enact: 8. That foreign-bound American vessels be required to carry a slop- chest, and supply seamen with neces- saries at not more than 25 per cent profit. 9. That the tonnage tax of 30 cents per ton per annum might be commuted to American vessels carrying appren- tices, natives of the United States, at the rate one to each 300 tons of the vessel’s register. 10. That enrolled and licensed ves- sels be compelled to carry apprentices. 11. That registered vessels be per- mitted to import or withdraw, free of duty, all provisions, stores and sup- plies to be used or consumed by American vessels. 12. That all registered vessels be declared exempt from state or munic- ipal taxation. 13. That Consular fees be no longer chargeable against vessels. 14. That a sum not exceeding $5,- 000,000 per annum be appropriated for carrying ocean mails in American iron and steel steamers, under ten years’ contracts, to be let by bids : the steamers to be built on plans adaptable for war purposes, and the contracts to contain a clause fixing the price at which the vessels might be appro- priated by the Government in case of war, for transports or cruisers. 15. That a Department of Com- merce and Navigation be establishe l in the Executive Department, having powers and duties analogous to those of the British Board of Trade. 16. That seamen might be shipped at foreign ports on time or by the voyage. The Dingley Law Enacts: 8. Granted, with the limit of 10 per cent profit . 9. Not granted; but the tonnage tax reduced on vessels of all nations, which is no more beneficial to Amer- ican than to foreign vessels. The apprentice system ignored. 10. Not granted. 1 1 . Granted, excepting as to article s used in equipment of vessel. 12. Ignored, as conflicting with State rights. 13. Granted. 14. Not granted; but the laws compelling the carriage of mails by all American vessels, for the ocean postage, repealed, thus preparing the way for the measure asked for. 15. Entirely ignored, unless the act of July 5th, 1884, appointing a single Commissioner of Navigation, with nothing like the powers exercised by the British Board of Trade, be con- sidered a concession to the petitioners . 16. Granted. In addition to the above specified enactments, several other concessions were made to ship-owners in the “ Dingley” law, 22 of more or less value in the employment of their vessels. But neither that statute nor any other that has been passed during the last twenty-five years bears the impress of such patriotism and statecraft on our side as is required to match the consummate skill whereby the British Government has secured control of the high seas. Our maritime affairs have been allowed to go from bad to worse through sheer neglect, while the English have so carefully stimulated theirs that their vessels built in 1883 (mostly iron and steel steamers) aggregated 1,027,937 tons, and brought up the total of their net t6nnage to 12,519,828,* while our registered fleet has dwindled to 1,269,681 tons, nearly all wooden sailers more or less the worse for age. Among the speakers at the jubilee dinner of Lloyd’s Regis- ter of Shipping, on October 30th, 1884, was Mr. John Glover, from the report of whose remarks we quote the following : f “ He drew a contrast between the years 1834, when the society of Lloyd’s Register was established, and 1884, from which it appeared that the entries and clearances were 6,500,000 tons in the former year and 56,000,000 tons last year; that the value of our exports and imports had risen from <£91,000,000 in 1834 to <£665,000,000 last year; that the effective carrying power under our flag had grown from 2,500,000 tons to 16,000,000 tons ; that there were built in 1834 of sailing tonnage only 102,000 tons, and that in 1883 even of sailing tonnage 153,000 tons were built, and, in addition, 905,000 tons of steam tonnage, which, reduced by the usual rule that a steamer is equal to three sailing-vessels, made the increase in carrying power in 1883 twenty-eight times greater than that of 1834. In other words, the value of our imports and exports between 1834 and last year had increased sevenfold, our entries and clearances of tonnage had increased ninefold, our registered tonnage sixfold, and the effective carrying power built was twenty-eight times greater last year than it was in 1834.” Another of the speakers — Sir George J. Goschen, M. P. — said : “ In considering the matter there was one point which had not * See table B, Appendix. t From the Shipping Gazette Weekly Summary of November 7th. 23 been sufficiently emphasized, namely, the tremendous advantage which this country possessed in the resources of her ship-builders, who had accomplished such splendid results in passenger vessels, and would be prepared in an emergency to produce, with a rapidity which would astonish them, vessels of war.” Such is the result of England’s care versus America’s neglect of maritime affairs ! Free Ships. We believe that it is the true policy of our Government to maintain the old navigation laws, and to endeavor to equal- ize the adverse operation of the tariff upon shipping by direct contributions from the treasury, both for building the iron and steel vessel of the present and future, and for carrying the ocean mails. But if the very decisive vote of the Forty - seventh Congress against these propositions is to be taken as final — if the sentiment of the West and South be so thor- oughly indifferent to an industry in which the people of those sections have no personal interest, that it shall prove impossi- ble to arouse it even to the value of the art of ship-building in case of war — then it seems to us that American citizens should be permitted, for a while at least, to purchase and register foreign-built ships for the foreign trade, rather than to abandon the seas entirely. The effect of such a law would be to furnish us at once with as large a fleet as we could use, of England’s best iron and steel vessels, at a cost far less than that of building them in our own country. For England has recently so greatly overbuilt the world’s demands, that thou- sands of her vessels are reported to be laid up for want of business. The results of this policy would probably be the investment of considerable sums in British-built tonnage of the largest class, both sail and steam, and the earning for American owners of whatever profits might be realized from its use. It would again afford employment to American masters and officers, and increased custom to American underwriters, ship- 24 chandlers, rope and canvas factories, and other industries that supply or depend upon shipping. But, per contra, though it would not destroy any existing ship-yard (for there are none, except for the coasting trade), it would probably seal the doom of that industry for the for- eign trade. And by furnishing a new -and extensive market for the sale of British bottoms, it would greatly stimulate the ship-yards of Great Britain, which would easily be able to build two new vessels for every old one sold to us. The Eng- lish would have the plant, the skilled labor, the capital, con- trolled by experienced hands, always ready to maintain their present advantage over us. Our relations with Great Britain would be continually affected by her permanent maritime superiority. Should a war break out between the nations, she would be in a position to cut off our supply of shipping entirely, while doubling her own. She could lay all our wealthy sea-board cities under immediate contribution ; could transport large armies where she pleased ; could blockade our whole coast on both oceans. What could we do under such circumstances to rid ourselves of the enemy ? Again, if peace continues, and if we were allowed to pur- chase British bottoms for the foreign trade, how long ere owners in our coasting trade would claim the same privilege ? How long ere they would cry out against the injustice of being compelled to pay $100,000 for an American-built steamer, when the merchant in the foreign trade could buy as good a one for $75,000, or less? And if this demand were complied with, what would remain to prevent the entire extinction of the ship-building art in the United States ? While, therefore, we recognize the extreme difficulty of dealing with this question after so long a period of neglect on the part of our Congress, especially in view of the recent flooding of the shipping market by England (who seems to have sought to remove all motive to disturb her empire of the seas by destroying the profits of the carrying trade for every nation), we cannot but feel that a great deal may be accom- plished if our Rational Legislature will adopt the following : 25 Recommendations to Congress. First. Let Congress provide for the payment of a direct bounty from the treasury to all builders of iron and steel vessels, steam or sail, to be engaged in the foreign trade, or between Atlantic and Pacific ports of the United States, and using American material ; said bounty to be equal to the im- port duty which would have been collected upon the importa- tion of foreign material of like description and quantity. (See bill in Appendix.) Second. Let Congress make provision for carrying the ocean mails in American-built iron and steel steamers of large size and great speed, and so constructed as to be easily con- verted into war cruisers in time of war ; said mail service to be let to the lowest responsible bidders, in like manner as inland mail contracts are let, and the price at which the Gov- ernment may condemn the steamers for public use in case of war to be specified in the contracts. (See bill in Appendix.) Third. Above all, let Congress establish in the Executive Department a permanent Bureau of Commerce and Naviga- tion, having control of the pilot service in all ports of the United States ; also of all steamer and boiler inspectors and shipping commissioners; the examination and discipline of officers of merchant vessels ; and other powers similar to those of the British Board of Trade ; said Bureau to consist of at least five members, to be respectively an admiralty lawyer, a merchant, a ship-builder, a ship-master, and a steam -engineer ; and the other details of the law to be approximately such as were specified in the bill proposed by the Boafd of Trade of San Francisco, and introduced in the Senate of the United States by Senator Miller of California, at the second session of the Forty-seventh Congress, a copy whereof is appended to this report. (See Appendix.) Fourth. Let Congress further enact an apprentice system for all vessels of the United States employed upon the high seas. Fifth. Let Congress take immediate steps for the building of at least twenty-five steel war steamers, of great speed, and 26 carrying a few long-range rifled guns, for the protection of our foreign shipping in time of peace ; and also provide, steadily and efficiently, for the maintenance of our navy on a respecta- ble footing, as compared with England and France. Sixth. But if Congress again refuses to entertain the idea of paying bounties for the construction of American vessels, then we see no way to restore our interest in shipping in foreign trade except by permitting the purchase of foreign-built vessels. We are willing (in this case only) that such permis- sion should be granted, as an experiment, for a short time, say for five years, and limited strictly to vessels built of iron and steel, of not less than 1,000 tons net measurement, and not more than five years old; all vessels so purchased by American citizens to be entitled to American registry free of duty, and to give bonds to be employed in the foreign trade only. Possible Results of the Fkee-Ship Policy. ' It is possible that the results of such an experiment, for five years, would clearly point out our proper future policy on this question. Our inaction in the recent past has been partly owing to the fact that ship-owners and ship-builders could not agree on the free ship proposition ; hence one reason why Congress has been undecided how to act. We have tried experiments in reciprocity treaties, in derogation of our time- honored high tariff policy, and with results more or less satis- factory. Why not make a tentative experiment in the “ free ship” matter also ? It is possible that American inventive talent may only be stimulated instead of crushed by admitting free of duty the British iron and steel vessel. When England, in 1849, admitted to registry foreign-built ships of every class, and for every trade, wood was everywhere the only material for ship- building, and of ocean steamers there were none to speak of, But English oak became scarce, imported timber too costly. America was building wooden sailers of better quality and at less cost, and was rapidly gaining on British tonnage. Parties arose over the very question that now agitates us. Pending 27 the controversy, a writer in the Edinburgh Review for 1847 (p. 296), used this language : “We may depend upon it, that were full permission given us to purchase and employ foreign-built ships, where ships of home con- struction can now alone be used, our shipwrights, anchor-smiths, sail-makers, and the whole army of mechanics, whose ruin in that event is so confidently predicted, would only receive a new impulse. The more direct foreign competition would render them more skillful and more industrious, by which means they would acquire with a better security than they now enjoy for its continuance, a virtual monopoly of the manufacture of British shipping.” What a prophecy was this ! During a few years after the repeal of the old obstructions, British tonnage was rapidly increased by the purchase of American bottoms ; foreign pur- chases from us between 1850 and 1864 (principally English) reaching over 1,000,000 tons. But meanwhile, the struggle over the old-fashioned wooden sailer being abandoned as hope- less, the British mechanics turned their attention to new inventions. Utilizing the neglected American idea of propell- ing ocean vessels by steam and the screw, they devised the compound marine engine. Turning their skill to iron, and finally to steel, their ship-building industry has reached such dimensions, that besides building for all other nations, except our own, they retain under the British flag 5,090 steamers of 4,277,748 net tons, out of the 8,433 steamers of 6,675,230 net tons that comprise the steam fleet of the world ; while we own but 350 steamers of 347,682 tons (nearly all in our protected coasting trade only.) * Now, suppose we try the experiment of supplying our present wants by the purchase of a portion of England’s ex- cessive tonnage in iron and steel steamers. Our mechanics, borne down by free competition in the construction of that class of vessel, would naturally rack their brains to discover some other that would supplant the English in the markets of the world. Who knows what the “ Keely motor ” may yet ac- complish in navigation ? Who knows what electricity may See Table D, Appendix. 28 do ? Who knows the future outcome of the recent establish- ment for metal ship-building by the Union Iron Works at South San Francisco ? We are credibly informed that, among the numerous deposits of copper ore in Arizona, there is one mine from which ingots of 96 and 93 per cent of pure copper can be placed on the cars (were a branch railroad built to it) at cents per pound, and at the rate of 500 tons per month. If England has cheap iron, we certainly will soon have cheap copper — cheap enough to stimulate some of the California in- ventors (who have already taken out 10,000 patents for their discoveries) to find new uses for that metal in ship-building. Who knows that the Union Iron Works will not some day turn out vessels with bottoms entirely of copper, or made of plates rolled half steel and half copper, thus combining the strength and tenacity of steel with a facing of the only metal which prevents fouling in salt water ? And as to the motive power — has the laboratory of nature been exhausted ? Will it be always necessary to devote half the tonnage capacity to the carriage of fuel ? May not some new Ericsson or Yon Schmidt yet find out how to speed the good ship at higher rates than ever, and with such economy of room and expense as to again revolutionize the transportation of the world — this time with our flag to the fore ? South American Commission. # And now comes the United States Commission to the Cen- tral and South American States, asking the merchants of San Francisco : “ What can the Government do by Congressional legislation, or by commercial treaties, toward securing a market for our surplus agricultural and mechanical products in Cen- tral and South America ? ” And thus we are reminded that, owing — in great degree — to the forcing effects of our tariff, we have overproduced, and must either arrest the processes of supply, thus causing hard times at home, or once more turn our eyes beyond the seas, with a view to an entire change from our recent policy in reference to foreign commerce. To this Commission we reply : First. Urge upon Congress the adoption of all the measures 29 herein recommended for the restoration of our merchant ma- rine, and for the re-establishment of our naval power. Second. Let the Commission thoroughly investigate in each Central and South American State and country, which of their products we can admit duty free, or at a reduction of present duty, without crippling any home industry ; and what con- cession can be obtained in like manner from them for our products, and let reciprocal commercial treaties be negotiated on the basis of the facts as they shall be able to ascertain them. Interest of San Francisco in the Development of the Foreign Trade. In this movement, following the recent requirement and pub- lication of Consular reports from all countries (many of which are very interesting and valuable), we see the dawn of a brighter day for foreign commerce. To the people of our own city this promise is refulgent with peculiar hope. For we have recently lost the greater portion of our Northern trade through the completion of the Northern Pacific Railroad, the recovery whereof depends upon new rail connection, and not upon shipping. We have suffered in Arizona and South- ern California by the operations of the Southern Pacific, Texas Pacific, and Atchison, Topeka, and Santa Fe Railroads. To recoup our prosperity, manufactures are now being resorted to, but our markets are so hampered by the smallness of the population to be supplied (whose trade, small as it is, we must share with Eastern competitors) and by the high cost of labor and fuel, that our success must largely depend upon the de- velopment of trade beyond seas. Our location in this respect — as to Europe — is disadvantageous. We are the back door of the Union for Atlantic trade. But San Francisco is the front door for commerce on the Pacific. Our future depends largely on the foreign market we may open in South and Central America, in Australia, India, China, Siberia, and the Islands of the Pacific. We should send out our young men- the sons of successful merchants and manufacturers, to found 30 commercial houses in the sea-ports of all those countries. We should have lines of steamers running to all those places. This is what England does, and it is thus that the British merchant has become omnipresent. It is for him that the British Navy is everywhere affording never-failing protection to British subjects in foreign lands. It is to him that the British steamer, well paid for carrying the mails, comes, weekly or monthly, freighted with British goods, and bearing back the full cargoes of local produce which he gathers for her. How can we Americans hope to build up a foreign commerce worthy of the name, unless we adopt all the means which England so successfully uses, and by which she has almost excluded us from any share in the trade of the world ? Can San Francisco fail to use her every effort in impressing upon the Government the imperative necessity of such meas- ures, as shall fill her harbor with her own shipping, and make for this city the great mart for the exchange of the products of the Eastern Hemisphere ? 31 SHIP-BUILDING. Between 1849 and 1860 the shipping employed on the Pa- cific Coast was almost wholly of Eastern build. With the exception of a few vessels built experimentally or for special use — such as light Stern-wheel steamboats for river use — no attempt was made to build shipping from the Puget Sound fir, which has now come into such general use. The experience of the durability of this timber— at first entirely lacking — was gradually gained by its us^ in repairs ; and con- fidence once established on this important point, the enterprise of our ship-wrights was not long in bringing into general use a ship timber possessing many other advantages over the best timbers used elsewhere. These advantages are its great length and size, its lightness, and the extraordinary tenacity with which it holds iron fast- enings, the latter quality being unattended by the least dan- ger of “ iron sickness,” so prevalent with oak. IS either is it (when cut at the proper season and salted) subject to “ dry rot,” as sometimes happens with oak. Nothing need be said here in favor of the splendid spars produced in profusion at Puget Sound, which are in demand at all centers of ship- building over all others wherever grown. When to these good qualities are added the virtues of abundance, accessibil- ity, and consequent cheapness, it soon became apparent that the Pacific Coast could build as good a wooden vessel as any Eastern port, and for no greater cost per ton, the low price of the timber being an offset to the higher prices on this coast of labor and ship-chandlery. The building of shipping of this timber was somewhat stimulated by the publication in 1875 by the Board of Marine Underwriters of San Francisco of “Rules and Specifications for the Construction of Vessels from Pacific Coast Timber,” which were careful^ prepared by the Marine Surveyors of this port, and distributed gratis among the builders. Vessels 32 built according to these rules have generally received a first- class rating, and have been insured at the lowest rates, thus neutralizing the previous prejudice against Pacific Coast vessels, as being built of soft wood. We have now a large fleet, mod- eled for the lumber trade — which is their principal business — and for beauty of model, strength, buoyancy, fast sailing, and enormous carrying capacity, they may safely challenge com- parison with any other lumber fleet in the world. We have caused to be prepared a list of vessels, over fifty tons register, built upon this coast, with the rig, tonnage, year and place of building, and builder’s name of each, so far as they could be ascertained by the compiler, Mr. J. A. Coolidge. The following is a i^sumd of this list. Of course, a large fleet of vessels of less than fifty tons have also been built, mostly for inland service, but these are omitted from our record. 33 Vessels over Fifty Tons built on the Pacific Coast. YEAR. Sail. Steam. Total. No. Tons. No. Tons. No. Tons. 1860 13 1,684 6 2,712 19 4,396 1861 18 2,560 4 797 22 3,357 1862 5 849 6 1,867 11 2,716 1863 14 1,521 5 1,098 19 2,619 1864 14 1,308 6 1,984 20 3,292 1865 10 1,396 9 1,331 19 2,727 1866 17 1,794 9 4,122 26 5,916 1867 18 2,619 7 2*,484 25 5,103 1868 25 3,670 15 4,084 40 7,754 1869 37 5,114 17 3,324 54 8,438 1870 13 1,727 8 2,305 21 4,032 1871 7 1,731 4 1,473 11 3,204 1872 8 1,312 5 1,137 13 2,449 1873 14 2,412 6 1,818 20 4,230 1874 23 5,028 6 793 29 5,821 1875 47 7,853 14 6,109 61 13,962 1876 34 6,440 9 2,128 43 8,568 1877 13 2,588 8 2,937 21 5,525 1878 21 2,591 10 3,086 31 5,677 1879 7 921 10 7,540 17 8,461 1880 13 3,574 13 5,080 26 8,654 1881 30 7,754 7 1,986 37 9,740 1882 38 10,519 8 3,382 46 14,091 1883 33 7,277 16 5,259 49 12,536 1884 8 937 15 4,200 23 5,137 480 85,179 223 73,036 703 158,405 Unknown . . . 7 532 79 19,993 86 20,525 487 85,711 302 93,029 789 178,930 Barges 43 7,610 Totals 832 186,540 34 IRON SHIP-BTJILDING. # But after all that we have done in the building of wooden sail-vessels, the time has now arrived when the iron steamer must replace the wooden sailer, even on the Pacific Coast. To most men, the period when this change would occur in Califor- nia has seemed far in the uncertain future, and it has been with surprise, not unmingled with astonishment, that our ship-owners have witnessed the enormous expenditures of the Union Iron Works during the last two years, in providing at South San Francisco all the heavy plant required for the building of iron and steel vessels, sail and steam, and of any size or description, even up to the largest iron-clad ships of war. It is no disparagement to the numerous other iron works in this city, who have done their share in building the boilers and engines of the 300 or more steamers heretofore launched on this coast, for us to close our report with a full description of the Union Iron Works, for we look upon this enterprise as the germ from which must develop the ship- owning greatness of oux port, as the home port of future fleets of iron and steel steamers in the foreign trade of the Pacific and of the world. Union Iron Works. At the request of Irving M. Scott, Esq., your Committee visited the Union Iron Works, and have much satisfaction and pleasure in quoting the following description thereof: This establishment is something of which San Francisco and the State of California may well feel proud. The works are said to be the most complete of any of their kind in the United States, and not excelled in their appliances by the old and extensive iron ship- yards in Great Britain. It is connected by tracks with the Central and Southern Pacific Railroads, and thus with the entire railroad system of this State and the United States, Canada and Mexico. The position of the works on Mission Bay opens to them communication with the rivers of California and the sea. They are situated at Potrero Point, on Napa Street, occupying nine blocks, or an area of twenty-two acres. They occupy a strip of land 1,488 feet long, from north to south, with a frontage on Central Basin of 1,040 feet. Inside the area, all the streets except Napa Street have been closed by order of the Board of Supervisors. 35 The Machine Shop. The machine and erecting shops are comprised within a brick building 200 by 215 feet, with a gallery 150 feet long and 50 feet wide, all under one iron roof, and divided by four rows of cast-iron columns into five spaces, four of which are 40 by 200 feet, and one 55 by 200 feet. This latter, and one of the 40 feet spaces, are erect- ing shops, and are each provided with overhead hydraulic traveling cranes, having a run of 200 feet. One of these has a lift of 35 feet and the other of 25 feet; capacity of each, 60 tons. These cranes are operated by compressed air engines, which operate hydraulic machinery to do the lifting. The remaining three (40 by 200 feet) spaces are devoted to running machinery, with the exception of a space 45 by 70 feet, in which is a two-story brick structure contain- ing the offices and drawing-room, the floors of which are concrete. The entire floor and gallery surface occupies an area of 46,400 square feet. Car tracks traverse this floor. Planers. In this shop there is a planer that will plane a surface twelve feet wide and twenty-six feet long, fitted with six cutting tools, suited for planing and cutting any kind of machinery. Another planer of the same general description will cut ten feet square, a second six feet square, and a third four feet square, with smaller ones which cut or plane according to the dimensions required. Lathes. * The Lathe Department is likewise perfect. There are special lathes for ship work. One will turn a shaft 49 feet long, or a crank shaft, such as is used in compound marine engines. It is the most complete tool of its class in the United States, and is said to be in every respect the equal of the one used in the dock-yard belonging to the English Navy at Chatham, Kent, England. Boring* Mill. There is a Boring Mill that will turn thirty feet in diameter and ten foot face, or it will plane a surface thirty feet long by ten feet wide. The machine will also perform boring, planing, slotting, drilling and key-seating. It occupies a space fifty feet square and forty-three feet high. It combines all the modern tool improvements known up to 1884, and is said not to be excelled by any similar machine in the world. This shop also contains other additional boring mills of twelve, eight and five feet diameter, with various smaller ones, suiting all classes of work. There is likewise one for boring engine and cylinder frames, which will bore a cylinder ten feet in diameter and twenty feet long, face off* each end of the cyl- inder and drill holes in each end without moving it. 36 In this shop also there is one of the largest hydraulic presses in the world, for pressing in crank pins and pressing on crank plates. This shop further contains erecting pits, and all small tools neces- sary to make it a perfect and complete establishment for the purposes designed. In this shop engines, large or small, can be put together complete, then picked up by an overhead traveling crane, placed upon a car, and taken to the wharf, where a set of steam shears, with a capacity of 100 tons in a single piece, again picks it up and puts it in a vessel in the position required. It is almost needless to remark, that such a continuity of arrange- ments, avoiding the necessity of taking apart engines, and transport- ing them to the vessel, where they must be replaced, materially lessens the cost of the engine to the ship-owner, and places Safi Francisco on an equality with any city in the world, in the matter of the construction of engines and facilities for placing the same aboard of ships. The Engine Room. Directly south of and adjoining the machine shop is located the Engine House, built of brick, 40 x 80 feet, which contains a compound engine, with the latest modern appliances, and condensing apparatus. The water is supplied to the boilers by an iron tank on the roof of the building, which is two feet in depth and uncovered for the pur- pose of cooling the water from the condensers of the main engine, and at the same time it serves as a roof. The Air Compressor. In this structure is also located the Air Compressor, which supplies the motive power for the overhead traveling cranes and hydraulic pumps in the different shops ; also pumps for the accumu- lator for supplying hydraulic power throughout the establishment, under a pressure of 1,200 pounds to the square inch? The weight on the ram of the accumulator is composed of a single cube of concrete, 10x10x10 feet, and weighing 70 tons. In this compartment are also the electric dynamos used for lighting the establishment with electricity. The Boiler House. The Boiler House is supplied with the latest improved compound fire and water tube type boiler, internally fired, capable of supply- ing steam to a 250-horse power engine, with separate space for an- other of similar capacity, so that if anything happens to one boiler there need be no cessation of work. The chimney is of brick, octagonal, and 120 feet high. The Tool Room. Connected with the south-west end of the machine shop is a brick structure, with all the results of inventive genius as manifested in 37 modern appliances for the manufacture of all the small tools used in these works. Here the machinery is made or repaired for fitting lathes, planers, drills, etc., with small tools, and is supplied with lathes, drills, steam hammers, grinding machines, tempering appara- tus, blowers, etc. It has a floor surface of 1,520 feet, and concrete floors. Brass and Copper Shops. Adjoining the tool room is the Brass Foundry and Copper Shop, fitted with the most complete assortment of tools for the manufac- ture of copper or brass work, with hardening furnaces, tempering and babbitting furnaces, supplied with hydraulic cranes, etc. The Foundry, Directly south of and adjoining the last named building is the Iron Foundry, a brick building 100 x 200 feet, furnishing a floor surface of 20,000 square feet. Molding Pit. The Molding Pit is 14 feet in diameter, 14 feet deep, and can be utilized for making the largest castings. There is a second pit 9 feet in diameter and 10 feet deep. Core Ovens. There are four Core Ovens, with the most approved apparatus for heating and lifting cores, the largest of which is 18 feet square, capable of drying a core weighing twenty tons, in a short time ; also smaller ones in which cores of only a few ounces’ weight can be dried. Traveling Crane. The foundry is supplied with an overhead Traveling Crane, capa- ble of lifting 60 tons, which travels the entire length (200 feet), covering the whole space of the foundry floor, so that a casting may be run from or to any part of it. Cupolas, Etc. This well-equipped foundry is supplied with three Cupolas, the capacity of them being equal to making a casting weighing 60 tons in three hours. They are of the latest and most improved con- struction, and are surrounded with an iron floor and a hydraulic lift, which carries up iron, coal, and coke. The Foundry Blower is also supplied with a separate engine, so that the pressure of the blast can be regulated to suit the condition of the furnace. There are also the best class of grinding machinery, two sand and clay pulverizers, and cinder barrels. 38 There are in addition twenty-two small hydraulic cranes for hand- ling flasks. The car track delivers the iron, coal or coke, or takes the material from the cupolas without any additional cost for handling or trans- portation, and also enters the foundry at two points convenient to the overhead cranes. The Pattern Shop. Opposite, and eighty feet east of the foundry, is the pattern shop. This is a brick building four stories in height, 50 x 150 feet. The three upper ones are devoted to the storage of patterns, the lower one to making patterns, the running machinery being all on the ground floor, driven by a wire rope from the boiler shop. It is supplied with the latest of modern machinery for planing, sawing, turning, mitering, gear-cutting, molding, etc., all of the most improved type. Each pattern-maker has his own table and his own window. The three upper stories are supplied with eleva- tors for hoisting, and with water in case of fire, etc. There is here carried out the most perfect system of registering, so that any patterns once made, can be found at a moment’s notice. The Store Room. Adjoining the last named structure is the store-room. This is fifty feet square and four stories in height. In it are kept and stored all the supplies needed in and about the works, such as oils, files, chisels, steel, copper, brass, and anti-friction metals, steam-pumps, safety-valves, and ship-fittings of every description. It is supplied with an elevator, a complete and perfect system of fire-alarms, and other necessary arrangements for the safety of the materials therein contained. The system of delivery is, that the men in the various depart- ments bring orders from their several foremen to the store-keeper. A receipt is signed for everything delivered, with an entry, detail- ing the purpose for which it is to be used, and the person to whom delivered, thus insuring economy, certainty and cheapness. Connected with the store-room are iron racks for boiler tubes of all sizes, boiler plates, iron and steel boiler heads, bar-iron, round and square, of all dimensions, under the charge of the store-keeper, with a similar system for delivery as above described. The Boiler Shop. This occupies a space of 200 feet by 150 feet, and is fitted with overhead Hydraulic Traveling Cranes, such as have been previously described. Hydraulic Machines. There are in this shop three Hydraulic Machines, capable of riv- eting a rivet of two inches in diameter, or with equal facility, one of three-eights of an inch in diameter. 39 Hydraulic Shears. This shop is also supplied with Hydraulic Shears capable of shearing a steel plate one and a half inches thick and fourteen feet long, or by changing the dies, bending the water-leg for a fire-box boiler, or they will flange a boiler head in the same manner that tin plates are stamped out ; or they will form any irregular surface to the shape required. This is said to be one of the largest and most complete of modern tools in the world. Bending Machines. The shop is further supplied with Bending Machines, for shaping or bending angle, T, or Channel Iron, or taking a flat plate and shaping it into any conceivable form, such as expansion rings for flues of internally tired boilers. Planing Machines. There are likewise Planing Machines capable of planing twenty-five feet long, and planing armor plate eighteen inches thick, the tool cutting forward or backward. The sheet is held in place by an in- genious hydraulic device, and the machines are operated entirely by hydraulic power. Iron or Steel Rollers. There are further, in this excellently equipped boiler shop, Rollers for rolling iron or steel plates one and a half inches thick, twelve feet wide, and of any length. Angle Iron Shears, Etc. Here are to be found, in addition, Angle Iron Shears, Punches, etc., and small tools in general use, of the latest and most approved pattern, hydraulic machinery being used wherever possible. Transportation Facilities. A railroad connects in this shop with an overhead traveling crane, thus enabling work to be loaded on cars without the expense of drayage or loading. There are facilities in this boiler shop for fitting the largest and most difficult kind of boiler work in the world. There are now in course of construction in this shop, the boilers of the steam- ship State of California , the plates being of steel one inch thick, and the boilers fourteen feet in diameter, being intended to carry a pressure of one hundred pounds of steam. These boilers^ when completed, will weigh seventy-eight tons each, and will be the largest boilers ever made in this country, capable of carrying one hundred pounds of steam. 40 Running Machinery. Although the Running Machinery in this shop will ordinarily be run by the main engine in the machine shop, it is also provided with a separate vertical engine and hydraulic pumps and accumulator for night work. Light, Etc. The buildings are well lighted, the majority of the windows being twelve feet wide and twenty feet high. They are glazed with corru- gated wrought glass, the lower panes being one-fourth of an inch thick, and all the others one-eighth of an inch thick. In addition to the windows, the roofs are supplied with skylights and ventilators. The Blacksmith Shop. The Blacksmith Shop adjoins the Boiler Shop. It occupies a space of 200 by 50 feet, and is fitted with three steam hammers and all the modern tools of all designs requisite to make the necessary forgings and other work in an establishment of this description, and is supplied with a system of hydraulic cranes. Extensive Use of Hydraulic Power. The extensive use of hydraulic power in these works is said to be a peculiar feature, even in these modern times. Hot only are the cranes in all the shops, the punching, bending, shaping, shearing, and other machinery, operated by hydraulic power, but even the doors and gates of the various shops and buildings are opened and closed by it. Sanitary Arrangements. The Sanitary Arrangements of the entire establishment are most excellent, and, for completeness in sanitary requirements, the closets, etc., will vie with those of a first-class hotel. The Ship-Yard and Wharf. Across Napa Street, and north from the workshops, are located the Ship-yard and the Wharf. The car track on the wharf is of the usual gauge, and the wharf is so constructed as to sustain a weight of one hundred tons in a single carload, and carry the same to the lifting shears. These have a capacity of one hundred tons for a single lift, operated by steam power. The shears will take up a piece of machinery of this immense weight, place it over the side of the wharf, and put it in position in the hold of the largest ship afloat. Dry Dock. Alongside the wharf, on the east side, will be the Dry Dock, capable of taking a vessel 600 feet in length, equipped with all the latest modern improvements and appliances. 41 Ship Slip. On the west side of the wharf is a Ship Slip, with water of suffi- cient depth to float the largest vessels, and where they can come under the shears and have their boilers or other machinery put in or taken out, as a whole, without the expense of taking the same to pieces for removal. Ship Ways. To the west of the ship slip are the Ship Ways, with all the con- veniences and appliances for plating and handling a vessel in course of construction. These ways are supplied with overhead traveling cranes, which will take any part of a ship’s material from the dock and place it in any portion of the ship. On the ways there has just been built the iron caisson for the Dry Dock at Mare Island Navy Yard. There is also being built a steel steam collier for the Newport Coal Company, of Coos Bay. This vessel will be of about 1,000 tons burden, 207 feet long, 30 feet beam, and 17 feet depth of hold. Ship Shop. At the head of the ship’s ways is the Shop for handling rolling, planing, drilling, counter-sinking, punching, shearing, and fitting the plates and ribs of the ship. Everything is adjusted for the econom- ical and speedy handling of ship plates. Drawing Board. Adjoining this is the Drawing Board, 50 feet square, of Port Orford four-inch cedar, for transferring the lines of the ships from the molding loft to the place where the actual work is done. Bending Floor. There is also adjoining the wharf the Bending Floor, with all the modern appliances for bending and shaping the materials used in iron ship building. Connected with this is a heating furnace that will turn out an angle or plate 40 feet in length. Blacksmith Shop. Adjoining is the Blacksmith Shop, with all the appliances neces- sary for the ship-yard. Molding Loft. The second story of this building is occupied as the Molding Loft and Drawing Boom, where the lines of the ships are laid down. The Drawing-Room is located over the main office, with a superior light, and is fitted with the best known appliances and conveniences 42 for making and storing drawings. Adjoining the drawing-rooms are the baths, wash-rooms, and other offices for the workmen. The story above is devoted exclusively to making and copying blue prints. Extent of Water Front, Etc. The Company own 1,460 feet of water front, and it is intended to erect other ways from time to time, as business may render them necessary, which, when fully equipped, will give this establishment, as we are told, the largest capacity of any ship-yard in the United States. In conclusion, we may be allowed to express the hope that the skill and genius shown in the adaptation of the latest improvements in machinery may enable this enterprising company to offset the higher prices of fuel and material at San Francisco, as compared with Philadelphia and the Clyde; that the Government will find it profitable to avail of it in the building of its vessels of war; and that in the near future our ship-owners will crowd it with orders for iron and steel steamers, to be used in the foreign trade under the new order of things to grow out of reciprocity treaties and enlightened Federal legislation on the subject of shipping. 43 SAN FRANCISCO WHALE FISHERY. In the early “Fifties” it is stated that the number of whalers employed in the whale fishery out of the United States amounted to fully 600 vessels, and at the same period the fleet engaged in the Pacific alone was over 300, and it is stated that when the vessels would come into port with their catches at Honolulu, that, laying side and side, they reached across the entire harbor. Subsequently Lahaina was the favorite fitting-out place, and the Sandwich Islands continued until quite recently to be the rendezvous for the New Bedford fleet. Although every possible exertion was made, and all possible inducements were held out by San Francisco merchants to persuade whalemen to make this port their center for supply, they could not be induced to change; and it is only within the past few years, when energetic citizens of San Francisco have themselves entered the field by equipping first-class steamers for the business, that the great success of said fleet has com- pelled the New Bedford owners to order their ships here, so as to compete in the market with us for the sale of their oil and bone. At the present time the entire fleet of whalers out of the United States numbers 134 vessels. Of this fleet 87 belong to the port of New Bedford, and 19 are owned at this port, 11 at • Provinceto wn, 7 at Edgartown, and 5 at New London. Of the Eastern fleet 24 are engaged in the North Pacific, 17 in the South Pacific, 36 in the Atlantic, 2 in Hudson’s Bay, and the remaining 24 are in the various ports fitting out. Of the 87 New Bedford vessels two now employed in the North Pacific are steamers; while of the 19 vessels of San Francisco five are steamers, and their continued success proves them remarkably well adapted to the business — the said five steamers alone turning in to their owners during 1884 more oil, bone and ivory than the entire fleet of Eastern vessels, inclusive of their two steamers. 44 COMPARATIVE STATEMENT Of the Catch of the Eastern and California Whaling Fleets From 1878 to 1881/,, inclusive. Fleets. Barrels of 1 ' Oil. Pounds of Bone. Pounds of Ivory. f Eastern Fleet (14 vessels) 7,795 52,090 21,800 18781 ( California Fleet ( 1 1 vessels) 1,735 23,900 13,200 Totals 9,530 75,990 35,000 f Eastern Fleet (13 vessels) 13,430 90,000 14,560 1879-1 (California Fleet (9 vessels) 3,648 26,355 8,60C Totals 17,078 116,355 23,160 f Eastern Fleet (13 vessels) 20,328 291,400 9,250 1880 4 - (California Fleet (7 vessels) 4,860 71,000 11,400 Totals 25,188 362,400 20,650 f Eastern Fleet ( 14 vessels) 14,838 206,200 800 1881 -j ( California Fleet (7 vessels) 4,560 65,400 3,500 Totals 19,398 271,600 4,300 ( Eastern Fleet (23 vessels) 16,637 242,100 9,000 1882 ] ( California Fleet (6 vessels). 5,017 81,000 7,600 Totals 21,654 323,100 16,600 f Eastern Fleet (25 vessels) 7,772 88,404 16,500 18831 (California Fleet (12 vessels) 3,768 78,800 14,320 Totals 11,540 167,204 30,820 f Eastern Fleet (22 vessels) 9,054 131,783 1,839 1884 4 ( California Fleet (22 vessels) 11,586 183,429 3,633 Totals 20,640 315,212 5,472 45 COMPARATIVE STATEMENT— Continued. Fleets. Barrels of Oil. Pounds of Bone. Pounds of Ivory. Of the catch of 1884 the six steam whalers^ built and equipped in San Francisco V 6,680 94,042 730 brought into port 1 Brought down on the Beda 1,432 55,587 Total catch of the six steamers .... 8,112 149,629 730 Or considerably more than the catch of the entire Eastern fleet of twenty vessels, including their two steamers The vessels built here have proved themselves better in every way than the Eastern vessels. As an illustration, during the three years mentioned, the steamer Lucretia, owned in New Bedford, caught in all only 535 barrels of oil, 8,200 pounds of bone, and 350 pounds of ivory, and the steamer Belvidere of New Bedford, caught 1,830 barrels of oil, 19,500 pounds of bone, and 400 pounds of ivory; while in the last two years alone the steamer Orca, of this port, caught 3,430 barrels of oil and 34,000 pounds of bone, and the Bowhead, the pioneer of the steam whaling fleet of this port, caught in the three years of her existence 2,700 barrels of oil and 54,000 pounds of bone exclusive of her catch of oil for 1884, which was lost in the vessel when crushed in the ice. All of which is respectfully submitted. C. T. HOPKINS, GEORGE C. PERKINS, ANDREW CRAWFORD, C. L. TAYLOR, C. B. STONE, Joint Committee of the Board of Trade, the Manufacturers’ Association and Chamber of Commerce of San Francisco. 46 APPENDIX “A.” “ A .” — Tonnage of Vessels of the United States Employed in the Foreign Trade, in the Coastwise Trade, in the Whale Fisheries, and in the Cod and Mackerel Fisheries, from 1850 to 1883, inclusive. ( From, Statement prepared by the Register of the Treasury.) Year Ending Foreign Coastwise Whale Cod Mackerel Total Merchant June 30. Trade. Trade. « Fisheries. Fisheries. Fisheries. Marine 5 . 1850 . .. 1 , 439,694 1 , 797,825 146,017 93,806 58,112 3 , 535,454 1851 ... 1 , 544,663 1 , 899,644 181,644 95,617 50,539 3 , 772,439 1852 . . . 1 , 705,650 2 , 055,873 193,798 110,573 72,546 4 , 138,440 1853 ... 1 , 910,471 2 , 134,258 193,203 109,228 59,850 4 , 407,010 1854 .. . 2 , 151,918 2 , 322,114 181,901 111,928 35,041 4 , 802,902 1855 . . . 2 , 348,358 2 , 543,255 186,848 111,915 21,625 5 , 212,001 1856 . . . 2 , 302,190 2 , 247,663 189,461 102,452 29,887 4 , 871,653 1857 ... 2 , 268,196 2 , 336,609 195,842 111,868 28,328 4 , 940,843 1858 ... 2 , 301,148 2 , 401,220 198,594 119,252 29,594 5 , 049,808 1859 . . . 2 , 321,674 2 , 480,929 185,728 129,637 27,070 5 , 145,038 1860 . .. 2 , 379,396 2 , 644,867 166,841 136,653 26,111 5 , 353,868 1861 ... 2 , 496,894 2 , 704,544 145,734 137,846 54,795 5 , 539,813 1862 . . . 2 , 173,537 2 , 606,716 117,714 133,601 80,596 5 , 112,164 1863 . 1 , 926,886 2 , 960,633 99,228 117,290 51,019 5 , 155,056 1864 . .. 1 , 486,749 3 , 245,265 95,145 103,742 55,499 4 , 986,400 1865 . . . 1 , 518,350 3 , 381,522 90,516 65,185 41,209 5 , 096,782 1866 ... 1 , 387,756 2 , 719,621 105,170 51,642 46,589 4 , 310,778 1867 .. . 1 , 515,648 2 , 660,390 52,384 44,567 31,498 4 , 304,487 1868 . . . 1 , 494,389 2 , 702,140 71,343 83,887 4 , 351,759 1869 ... 1 , 496,220 2 , 515,515 70,202 62,704 4 , 144,641 1870 . .. 1 , 448,846 2 , 638,247 67,954 91,460 4 , 246,507 1871 ... 1 , 363,652 2 , 764,600 61,490 92,865 4 , 282,607 1872 .. . 1 , 359,040 2 , 929,552 51,608 97,547 4 , 437,747 1873 . . . 1 , 378,533 3 , 163,220 44,755 109,519 4 , 696,027 1874 . . . 1 , 389,815 3 , 293,439 39,108 78,290 4 , 800,652 1875 . . . 1 , 515,598 3 , 219,698 38,229 80,207 4 , 853,732 1876 . . . 1 , 553,705 2 , 598,835 39,116 87,802 4 , 279,458 1877 . . . 1 , 570,600 2 , 540,322 40,593 91,085 4 , 242,600 1878 .. . 1 , 589,348 2 , 497,170 39,700 86,547 4 , 212,765 1879 ... 1 , 451,505 2 , 598,183 40,028 79,885 4 , 169,601 1880 .. . 1 , 314,402 2 , 637,686 38,408 77,538 4 , 068,034 1881 . . . 1 , 297,035 2 , 646,011 38,551 76,137 4 , 057,734 1882 . . . 1 , 259,492 2 , 795,776 32,802 77,863 4 , 165,933 1883 ... 1 , 269,681 2 , 838,354 32,414 95,038 4 , 235,487 B 1 ” — Statement of the Number, Tonnage and Description of New Vessels built in the United King- dom, and Registered therein during the years from 1879 to 1883, both inclusive, as prepared from information by the Register General of Shipping, England. 47 APPENDIX “Bl.” GO 00 CO CO 05 1- CO CO O 05 CO co rP pq CO lO !>. 00 05 05 so so r— l wo' OC OO" n: rH m aT CM HH HH CM CM i>- >■ o vT5 VO t>- 05 CO 1^ o H rH co" «=d 1 t-H H 4 00 CM CM F-h o CM oc r- 00 00 co" VO 1- 00 05 O GO vf5 oc VO CO CO VO CM CO c c CO CO HH CM CO 05 05 rp HP So CM co 00^ »o CM 05^ CO rp^ 05_ r— 1 o vcT 05 ©" 00" 05" oo" VO" CM pH w VO !>. 00 VO CO 00 GO CO 00 rP I>- o rp HH co 1- rH 00 rH 1>-^ H o H co" H r— 1 O 00 CO VO CM rH i>- O i CM CM CO o rH r— 1 HH CO !>• rH i>- 00 CO rH HH CO -P CO VO CO co CO co" J-H 00 05 05 05 GO HR CO rH rH CO o 05 t- VO vO HH 00 co yo vO CO bC rp 00 i — ^ © H^ lq CO vO„ -P_ ft QQ CO pH OC rH co" pH co" rH co" cm" § § H CO rH rH 1 — 1 rH O rH is VO 05 o CO o 05 o CO o 05 1 - 5® CO CM 1^ CO VO CO HH CO CM pH CM CM .~ o' cT oo" of cm" cm" H^ o' CO CO rp H* 05 CO rH HH rH co O O HH H< VO CO rH r- pH CM • ^ £ H CO 1 oc o CM 05 rH O CO CO 00 CM 05 o H CO co CO rH vO HP 00 rP 1^) £5 CO CO ^P VO cm" o CO rH CO 1^ 05 00 CM CO 05 1 © o 05 CO CO HP 1- vO 05 CO & CO HH CO CO rH rP HP vq^ ; — i CO ft ft rp" rH CD rH go' cd* vo" cm" rH Hp" 05" a rH CO co rH rH -P i — 1 O ft H H rH rH rp GO o 00 rH CO hh HH co VO 00 CM rH CM CM CO CO 05 r— i vf5 CM CO cc LU >• g g p; g g LU > c6 , cd j 5 , , 3 , c8 i u- Cl c o> -H5 c<3 H3 c3 -+3 c3 c3 •+J c3 lZ. X x X x x x x x X X CO — J h* ft 05 o r-, CM CO CD <5 1>- 00 GO 00 00 Q ft 00 00 GO 00 00 Z kH 1— 1 rH rH rH 1 — 1 CC 0 B — Statement of the Number, Tonnage and Description of Vessels registered in the United King- don which were returned as Lost, Broken Up, etc., during the years from 1879 to 1883. 48 APPENDIX “ B 2. ’ CO 00 VO >0 l-H VO 00 CM O rH (» rH l-H JCt. 05 o" J>T rH CO co" i-H CO VO 05 CO CO CO CO CO a CM r- r— ^ CD 05 b- o CO CO CO 05 o O 05 05 vo rH 05 rH i VO CO VO 00^ CD vO_ CM^ r^ rH o' 05 ]>• 05" pH CM" CO © oT H' CO 00 H h H CD r-i 05 O r — 1 rH rH CM pH CM rH (M r— I r— I 05 J>- r- CO CM rH i— H DH i— T 05 i>- i>- CO" r-T HHNO00W(M^N(M vO(NCCiN'ON(X)HC5^ HOOHOOHOOHOOhN 05 rH CM >C j>- -h oo 05 co rH NH^H^DCDroiOW ^OOHIOONHOOM HOOOCMNOiOlNQffq CO CD HH 00 CM rH CO © CD CD ^H CD CO CD CM "H^ 7— l cm" pfT o o rH 00 ONCNNOOh^O CMCDCMpHi-hCMCMCD J>- 00 00 1^ CO CD O co" rH CO CD CD CM^O i— r co" COCMOO'OOCDCOCOOi— I LO N N ^ N CO ^ ‘O D D CO CD I>- CD^ CO OiNH D ™ jb-T cm" »o" oo" oo" co o" cd" co" rfT J>- 00 05 00 i— i o b- rH 00 O 1-H CD i>. CM 05 co" r- co CM oo" 00 CM^ cm" HH>OCOC5(NOO'ONCD CO lO H lO CO >0 ‘O ^ N »c O' 00 o o 0 ig 00 CM 05 b- co cm" I CD CO \o 00 rH co" 05 00 CD rH WH C5 co" o rH VO CM„ cd" o rH rH rH CM CM CM O vO VO CM CM £ • Q c3 i — i d3 , — i c3 i — i c3 i — i c3 h Q) . 1—1 ci -t-3 c3 o3 -u c$ h> cC5 mmmmmuimmmui 05 o rH CM CO 00 00 00 00 •oo 00 00 00 00 CO p Hi o H ' Q £ P6 o Q t* o H g 8 P w PQ A CO CO 1-1 *3 w w CO CO CO CO &3 w ►> K> B 3 — Statement showing the Number and Gross Tonnage of Vessels classed in Lloyds Register of Shipping, 1884-5. 49 APPENDIX “B3.” © SP S a o H o> SP Sh © a? co a» t> Xl o C3 © «+H O Total. i— i 00 586 928 _5 CO o o 05 00 Hh &= CM H-i o »o r* CM — CO 00 cS CZ2 r— 1 i- i^ • r-H 1 CO GO o 1 CO 00 00 CM ir cq * i— 1 rH 00 CM GO O0 w rp CM O CM o o r-H cq 00 <1 00 o' co 05" HH CM H* rH £ o rH r-H co" xo" rH rH w 05 CO r- CM o i— i xO CO rH <3 CO O rH 00 id ZD 1 id CM CO CO O CM 00 XO H r-H 1 1 cm" rH CO 00 XO o CO CO HH H* fc » £ xo^ 1— 1 l>- H 1 i — i w xo rH CO o r-H CO CM <1 i^ *0 i- fc rjT 00~ oo" rH*' fc CM O GO o bo a c3 02 © 02 r o o a3 fl o © g a3 © -4-3 02 W . co H H s d i-3 < H S d O £> gw o §s w t: PCj tO opq Ph CO <1 H O H ■Exhibit of the World’s Tonnage — ^Sailing Vessels of 50 Tons and Over. 50 APPENDIX “C.” Net Tonnage. 13,739,970 5,319,872 2,054,685 1,381,203 933,387 924,951 477,072 474,370 13,647,877 5,271,160 2,099,218 1,366,941 915,049 894,558 468,272 452,316 13,010,879 4,752,059 2,161,490 1,415,795 890,422 864,661 467,740 431,495 l>ini>03 p- irfllOCO pHIOpHCOpHpH— 'pH ■^p#p#coi>HC5m co co m ph t> m in co OI'hOQOHCOCO co oo p# >n co n co ^ 6 £ pH OO'hOO oh m O 00^03 0^0 CD ^ pH_ Ip CO^CO OOp#hK oo" oo" co" ph" of co" — .uciSoicdri^ 3 o3 ee rG M Of) (X) © bo © c3 es M a ioSb'csSsS H W <£mO0h^ (X) (X) t5 {>-§.2 g>, .2 S S J ^3 fl CO! ; a « a ! *h “ (D i a) D !OCO»O«i^tH 0O OINTtiINffiOOOOJ O'— itDCOl>.C5lO© copsfpfofpdftfofwf OOO^OOOINIXN ■I >n o w os os io HffllQHffllNMtO co co (M in oo m in oo^■ 00^ 03^ of csf ac —T co*' co" <-T to i>- oo -rj< tp io p-h cm 00^000050510^ m h i> 05 co co ph n3 rH m oo co 05 o 05 ^ C» ©^ • W CO CD 05 tH 03 oiiOHNinm'Hin OC0 05H05HC5 00 ^Noooeoonun ooioioo'hcoi>n in CO 05 rH rH 05 00 co w 00 H co oo co COO^NhhNh ©pH©— '©©©ph a a Sb o 03 £ c3 OJboS |*C OJU r* _ A 5 o ce Eh S O • pH <3 m u § w © S 0 OfepH K* *H f-> 05 bD g bO 03 J - 03 © 2 3 o.2 £ ejs S I o s « O two C3 &3-C g s o'bfiS g g hh<31z:o C3 42 3 9 C3 “ g § ^ Compiled from the “ Repertoire Generale ” for 1884, by I. E. Thayer, Surveyor of the French Veritas at San Francisco. Exhibit of the World’s Tonnage — *Steam Vessels of 100 Tons and Over. 51 APPENDIX “D.” w t-K 05 04 OO 4© 04 05 CD 05 CD 04 CO !>. OO CO 05 I© © CO 1© °i OO CO o o 04" 00 tF 05" _4 CD 04" E-j 5© 04 CD o CD o I- co I" l© rjC T* 05 CD CD 04 6 3? o DO GO DO 05" !>. t* T* rfH 05 00 04 O T* O 05 DO O Tt< I© 04 04 CD 6 CO l© CO CO CD rJH Th TjT rtT r^ 1 05 CO 04 GO DO CO TJ4 I- l© £» O CD © CO Til 00 04 TT l>» 04„ CO r~ 1 4©* r-4 04" 05" 04" tF "tjT 1© -f !>• 05 04 i- tJI co CO 04 00 CO CO o 4©" CO CD 04 O GO CO to 04^ I- DO !>• CO CD C©" O 4© 00 04 OO o 04 T* CD CD 04„ 4© CO T* CO dT o" 05" 05" 05 co 4© CO o DO 4© 4© C4 CD © O CO CO 05 05 00 O 'Cl T# O CO 1© CO CO Ttl 60 G g a <1 pG .3 o 1* g G g W PG •a £ C 4© 00 04 CO 05 04 r^» 04 . CO CD 04 o r- 05 t- 04 CD 00 co 00 04 4© * 4© 05 co CD DO 4© 05 4© oo CD 05^ I' CO I>- T* CD 4©" o" co" rF ,_r CO oj" P'T CO ,—T co" co 04" t(h" 4© CD CO 00 04 r^ oo 1^ © o CO o o CO DO CO 04 © i'- CO 04 04 TH 1— 1 CO 04 04" of T^" co" CO CD 04 CD 0O CD 04 05 04 Tf 1^ 05 Tfl O 4© 4© 04 04 CO oo vo r- rfl CO t— lO CO IM —I T* CD O I© CO CO 00 I W <1 .© 1 — ICO NMOOHOOMMCDONIOHINO) MOOHCOOiTf^OOQOOOiOfflHlNlO loioio-^toooooioooocscsr'* COHOSO^OOlOtDHHOINHNlOO COOHOHNH0505MNtO(NI>CON ^ONO^hhioOOOJOMhoOIN ao go" tjT co o tjT co o' tH" o' t*T of of ©" TjH" t-T HTjUOIXlO^HO’"' ‘ HrH(N(N(NW(NCOI GO © iOtjT of © tH MOMNM^tOlOQOQOOOOTHOOO o OS CO O O co — I OS O GO O 00 — iC5©THlOlOWOONCOrHWM ^■^00(N^»0(O^COIOO«C1-I^ 03^ini>COHNOO(N rfi'+COCO'^COCC'^T^rtHTtHOThiOiO^ «0 OOOOh(NM^UOONOOC3 0hNCO OOI^I^I>l>l>NNt^l>l>OOOOQOCO CO GO GO GO GO 00 00 00 GO OO GO GO OO 00 00 GO T)i|>(N(NOO(NMCJ'HOO(NCOripHiCM CO 22 ■^USCIOlOtOCOiO !>• 1>* 03 N (N r)t CO O l>- COCOCOCOCOCOCOCOCOCOCO'^^^^-^ OS - QOOO-HWM^IOONOOOSOHINM © OONI>l>t^NI>t'NNf'OOQOOOCO H GO GO GO 00 00 00 00 00 GO GO GO GO GO OO 00 GO •s^joj oi^souioq sjassaA uSiaao^ •J s H CD C3 H | GOCOrf."©" O0~ o' o' of ^H^bcnooowoHoiNoooin ] ^^COtOTtUGOONONONClOOO o GO CO 00 as IN © No. (NOOOOM^roWHMCJOHDSHO t>oo5cocoooio(NmOOt'HCOI> MiOHfflMOOiSHiiOONOHH lOOHHCJOOO^QOOHHONtO cf O" o' 00" CO of of O © O I>T Tlf h go" GO 1 >T 0^(N^©0«NIOIO-|'#HOWN rtrt Hrti-i(N«(NCO(NCO(MCOOO^ OS GO O Tjf No. OOWl>COTjHQOr-i(^oosi>iOOO'-HO C5COC5l>^-n^(N'^COrHNlOOOS ^— <-h-f © COt>lOlOCO®lOCONlO®(NHrt(^N COOOr)( NMCOiO®NWa)Ot^®NNI>00® JD .S ^3 d> c$ fl OJO c? .3 525 ^ § «i 8 ai g ^ I hO X ^ S3 O o 2 S fa Oh 0,2 h p; ^ go fa ._• w £> * * £ 2 o Pr Eh 5 § fa ^ O CD" m.£ GO H O o ti £ * rH fc na o -s H 2 S co H oo H 00 rH Ht 3 fa ci o Eh CO Sz; oo fa t-H S 05 CSl> 005 COFHCO aooocoororoococoorTjHpHtototoooo OCO«(NO«(Nt-T)CCOMt'rH 05 C* 3 -H Th COO CO to 0T r-H JC^ CO CO Tt< lO OT i-T r-T of of of of of co co" 0 Tt 005 C 0 '<*ll^C 0 C 5 C 0 ®l 0 r^ 0 rr^pHO COCOOOI'H-^ lO ■— I OT O — I COCOmh(M ®tOOTXXXO 5 pH 0 r C5-H00O10C0 0JOH C 5 Xt'-»ioo 5 cotorfor O X OT 00 CO CO O CO rtc r-H CO i>* OT T*< Tt< Ot pH OT • CO CO CO f-H CO tO CO l>» 05 Whole Tonnage. • 05 x x ph or to x • iq tJj or t*. x or co ; CD to CO 05 © PH CD . or x cd co x co x crotoxNoo^ cd oq t-* or ph -rt 05 o to rji oi rf to 05 id © co to x 05 t— x co 05 CO or pH CD X PH X ph" ph" of ph" No. of Vessels. • co x c-.or or t* lOH|>iO(MNOlO r-H r-H Whole Tonnage. O^tOMNOtOMOpOQOOHOl ot^orcDpHrtiiocDoqortoTfiioxo rrfoTj5cocdx'o5tfo5Tj5c5tfcD05o6 pHcococ5r-t^LotoorcoororpHC5t^ tOXHCOCOOtif55*«Orr)(OOOX pH of ph" ph" co" co" Tf to" of ph" or" No. of Vessels. OHNtQtONrH^rHHHCOCOO^ COXt-^X'^pHlOT^Ort'^Orr^Xt-^r^X OCOOOHtNO^COHHOOHONM 01^0^ 00 tH COX t^L'-TfHt^OOO-^COCO of t-f »o" i-T -hT co" co co" r-T ph" co co"x ® fee O *8 5 i CO to rtc or r-i or or-* to of S of I SSS' O or • - to CO 00 -+3 +3 o o fa fa lO to — ! 05 00 Ttt of to" 'S' S' co<* or i c CO C1 fa of I— lOOTtc-Hcr^l^-HHOiCO-HCOtOOrcOCC f-h tq oo to ^ or to cq -h or i-H oo co to c or 05 * co' CO © h Tji if fa CO 00 00 © OC oo o o -p co oo -h co or «o h to or c 05 i— icoor« 5 i>OiXcop- > x 05 co x ■>* ' ph" co" H ph" rH ph" fa" pH rf of T*" r-T CO" OT QOr-COOp-'«)COC 5 COH(/)H 03 NOH'HOOOri>UOrH o-HorcoHnocoNooooHorwTciocoNooaop