Europe's Undervaluation of America's Fighting Power—The Americans as Sailors—The Nation's Greatest Asset—Self-reliance of the People—The Making of a Doctor—And of a Surveyor—Society in the Rough—New York and the Country—An Anglo-Saxon Trait—America's Unpreparedness—American Consuls and Diplomats—A Homogeneous People—The Value of a Common Speech—America more Anglo-Saxon than Britain—Mr. Wells and the Future in America.
One circumstance ought in itself to convince Americans that cowardice or fear has no share in the greater outspokenness of England's good-will during these later years, namely that when Great Britain showed her sympathy with the United States at the time of the Spanish War, Englishmen largely believed that they were giving that sympathy to the weaker Power,[60:1]—weaker, that is as far as organised fighting strength, immediately available, was concerned. It is a century or two since Englishmen did Spain the compliment of being afraid of her. How then, in 1895, could they have had any fear of the United States?
Few Europeans, indeed, have any conception of the fighting power of the United States, for it is not large on paper. Nor is an Englishman likely to make special allowance for the fighting efficiency of either the ships or the men, for the reason that, in spite of experiences which might have bred misgivings (English memory for such matters is short), it remains to him unthinkable that, in the last resort, any men or still less any ships will prove—man for man and gun for gun—better than his own. He might be glad to concede that 25,000 American troops are the equivalent of 50,000 Germans or 100,000 Cossacks, or that two American men of war should be counted as the equivalent of three Italian. He makes no such concession when it comes to a comparison with British troops or British ships. What then can there be in the fighting strength of the United States, for all the figures that she has to show, to breed in him a suggestion of fear?
This is a statement which will irritate many a patriotic American, who will say that it is the same old British superciliousness. But it should not irritate; and if the American understood the Englishman better and the spirit which inspires him, he would like it. The Englishman prefers not to regard the American troops or ships as potentially hostile, and Great Britain has sufficient to do in measuring the strength of her possible enemies. As for the people of the United States, he opines that they know their own business. They are best able to judge how many ships and how many men under arms will serve their purpose. England would, indeed, be glad to see the United States with a few more ships than she has, but—it is none of England's business. Englishmen can only wish her luck and hope that she is making no mistake in her calculations and go on about their own affairs, which are pressing enough. At the same time if the United States should prove to have miscalculated and should ever need . . .—well, England has a ship or two herself.
It would be a gain for the world if Americans would only understand!
The Englishman of the present generation knows practically nothing of the Americans as a maritime nation; and again let me say that this arises not from superciliousness or any intentional neglect, but merely from the fact that the matter is one beyond his horizon. He is so familiar with the fact that Britain rules the waves that he has no notion that whenever opportunity of comparison has offered the Americans have generally shown themselves (if there has been anything to choose) the better sailors of the two. Every English reader will probably read that sentence again to see if he has not misunderstood it. The truth is that Englishmen have forgotten the incidents of the Revolutionary War almost as completely as they have forgotten those of the War of 1812; Paul Jones is as meaningless a name to them as Andrew Jackson. While it is true that American historians have given the American people, up to the present generation, an unfortunately exaggerated idea of the heroism of the patriot forces and have held the British troops up to all manner of unmerited odium, it is also true that English historians, while the less partial of the two, have perhaps been over-careful not to err in the same direction. Not until the last twenty years—hardly until the last four or five—have there been accessible to the public of the two countries the materials for forming a just judgment on the incidents of the war. It must be confessed that there is at least nothing in the evidence to permit the Englishman to think that a hundred years ago the home-bred Briton could either sail or fight his ships better than the Colonial. Nor has the Englishman as a rule any idea that in the middle of the nineteenth century the American commercial flag was rapidly ousting the British flag from the seas. Even with a knowledge of the facts, it is still hard for us to-day to comprehend.
So amazing was the growth of the mercantile marine of the young republic—such qualities did the Americans show as shipbuilders, as sailors, and as merchants—that in 1860, the American mercantile marine was greater in tonnage and number of vessels than that of all other nations of the world combined, except Great Britain, and almost equal to that of Great Britain herself. These were of course the days of glory of the American clipper. It appeared then inevitable that in a few years the Stars and Stripes—a flag but little more than half a century old—would be the first commercial flag of the world; and but for the outbreak of the Civil War, it is at least probable that by now Englishmen would have grown accustomed to recognising that not they but another people were the real lords of the ocean's commerce. When the Civil War broke out, the tonnage of American registered vessels was something over five and one-half millions; and when the war closed it was practically non-existent. The North was able to draw from its merchant service for the purposes of war no fewer than six hundred vessels of an aggregate tonnage of over a million and carrying seventy thousand men. Those ships and men went a long way towards turning the tide of victory to the North; but when peace was made the American commercial flag had disappeared from the seas.
It would be out of place here to go into a statement of the causes which co-operated with the substitution of iron for wood in shipbuilding to make it hard at first for America to regain her lost position, or into a discussion of the incomprehensible apathy (incomprehensible if one did not know the ways of American legislation) which successive Congresses have shown in the matter.
A year or so back, the nation seemed to have made up its mind in earnest to take hold of the problem of the restoration of its commercial marine; but the defeat in the early part of 1907 of the Ship Subsidies Bill left the situation much where it was when President Grant, President Harrison, and President McKinley, in turn, attempted to arouse Congress to the necessity of action; except that with the passage of time conditions only become worse and reform necessarily more difficult. The Ship Subsidies Bill was defeated largely by the votes of the representatives of the Mississippi Valley and the Middle Western States, and to an outsider the opposition of those regions looked very much like a manifestation of selfishness and lack of patriotism, on the part of the inland population jealous of the seaboard States. In the East, various reasons were given at the time for the failure of the measure. I happened myself to be travelling then through the States of the Mississippi Valley, and I discussed the situation with people whom I met, and particularly with politicians. The explanations which I received fell into one of two categories. Some said: "It is true that the Mississippi Valley and the West have little direct interest in our shipbuilding industry, but none the less we should like to see our merchant marine encouraged and built up. The trouble is that we have from experience acquired a profound distrust of a certain 'gang' in the Senate [and here would often follow the names of certain four or five well-known Senators, chiefly from the East], and the mere fact that these Senators were backing this particular bill was enough to convince us Westerners that it included a 'steal.'"
