Comparative Table.
Shipyards.
| Labor on the Clyde. | Labor on the Delaware. | |||
| Carpenters, | per day, | 10 hours, | $1 40 | $2 36 |
| Joiners, | " | " | 1 45 | 2 48 |
| Blacksmiths, | " | " | 1 30 | 2 18 |
| Platers, | " | " | 1 30 | 2 25 |
| Rivetters, | " | " | 1 15 | 2 07 |
| Laborers, | " | " | 75 | 1 31 |
| Angle iron-smiths, | " | " | 1 25 | 1 89 |
| Riggers, | " | " | 1 35 | 2 03 |
| Hammer-men | " | " | 85 | 1 91 |
| Holders up | " | " | 85 | 1 51 |
Engine and Boiler Works.
| Labor on the Clyde. | Labor on the Delaware. | |||
| Smiters, | per day, | 10 hours, | $1 32 | $1 35 |
| Hammer-men, | " | " | 85 | 1 91 |
| Angle iron-smiths, | " | " | 1 30 | 1 91 |
| Boiler-platers, | " | " | 1 41 | 2 25 |
| Riveters and caulkers, | " | " | 1 25 | 2 07 |
| Holders up, | " | " | 94 | 1 51 |
| Iron turners, | " | " | 1 29 | 2 25 |
| Iron Finishers, | " | " | 1 20 | 2 48 |
| Engine fitters and erectors, | " | " | 1 23 | 2 47 |
| Planing machinists, | " | " | 1 13 | 2 25 |
| Shaping machinists, | " | " | 1 03 | 2 25 |
| Slotting machinists, | " | " | 1 06 | 2 25 |
| Pattern makers, | " | " | 1 51 | 2 70 |
| Carpenters, | " | " | 1 40 | 2 36 |
| Joiners, | " | " | 1 10 | 2 70 |
| Engine drivers, | " | " | 91 | 2 25 |
| Laborers, | " | " | 80 | 1 31 |
There are two horns to the dilemma, either of which Mr. Roach may lay hold of, but he cannot swing on a pivot between them. If he accepts these figures, or anything approaching them,—and the fact that the ocean is covered by foreign built ships to the exclusion of his own is proof of their correctness,—he may go on asking for a bounty on every ton he builds equivalent to the difference in cost. Will he get it? No!
If, on the contrary, he chooses to repeat his assertion that his ships cost less than those built in Scotland, what inference is naturally drawn? Simply, that his ships are too cheap to be good.
Whatever position he may take, Section 21st of the new Tariff Bill meets every just demand of the ship owner whose rights have never been considered at all, and of the ship builder who has always been a mendicant in the lobby at Washington.
"All materials for the construction, equipment or repair of vessels of the United States may be imported in bond, and withdrawn therefrom under such regulations as may be prescribed by the Secretary of the Treasury; and upon proof that such materials have been used for such purpose no duties shall be paid thereon. And all vessels owned wholly by citizens of the United States shall be entitled to registry, enrollment and license, or license, and to all the benefits and privileges of vessels of the United States; and all laws, or parts of laws, conflicting with the provisions of this section shall be, and the same are hereby, repealed."
This is all the privilege that ship owners demand, and with the favoritism over all other mechanics shown to shipbuilders, how can they complain? Even now, Mr. Roach says
that he "can build steamships cheaper and better than they can be built on the Clyde." What will he not be able to accomplish with the provisions of this bill! His angle iron and his plates, his rivets and his brass work, his copper, his wire rigging, his sails, his paints, his cabin upholstery, mirrors, and everything appertaining to the completeness of his equipment—a great part of which would cost him vastly more at home—anything and all that he requires may be imported, duty free! Happy Mr. Roach! Why need he fear the effect of the clause in favor of ship owners? Who will avail themselves of it? But alas for the ship-builders upon the Clyde, in Newcastle and Belfast! Their occupation will be gone. Already building ships at a lesser cost than theirs, this remission of duties will enable Mr. Roach to build them from ten to twenty per cent. cheaper still. What will England then do? Will she grant bounties to her ship-builders, to meet the emergency? She did not do it in 1849, to sustain her wooden ship-builders; she will not do it now in order to "protect" an industry infinitely greater than ours, but infinitely less in importance than that of her ship owning. She will protect that, by leaving it free, and every Englishman who desires to buy a ship will come for that purpose to the Delaware. Mr. Roach objects to our buying British ships now; will he decline to sell American ships then?
In view of this glorious future, how can you, Mr. Roach, oppose the 21st section of this bill?
I have thus adduced some of the principal arguments in favor
of the free importation of ships, the only method by which the lost prestige of our commercial marine can be restored. I have given a very close attention to the subject for many years, having in the outset come to the conclusion which subsequent time and events have abundantly confirmed.
If this essay should prove too long to be carefully read by our law-makers, for whose perusal it is mainly intended, I still trust that they may turn over the leaves sufficiently to recognize the condition of our carrying trade compared with that of England and Germany, as I shall endeavor to portray it in the shorter form of a parable, of which I earnestly hope they will make the application.