THE MACMILLAN COMPANY NEW YORK · BOSTON · CHICAGO ATLANTA · SAN FRANCISCO MACMILLAN & CO., Limited LONDON · BOMBAY · CALCUTTA MELBOURNE THE MACMILLAN CO. OF CANADA, Ltd. TORONTO South Street, New York; from Maiden Lane, 1834 From a print in the possession of the Lenox Library THE STORY OF THE AMERICAN MERCHANT MARINE BY JOHN R. SPEARS AUTHOR OF "STORY OF THE NEW ENGLAND WHALERS," ETC. ILLUSTRATED New York THE MACMILLAN COMPANY 1910 All rights reserved Copyright , 1910, By THE MACMILLAN C

T HE first vessel built within the limits of the United States for commercial uses was a sea-going pinnace of thirty tons named the Virginia . Her keel was laid at the mouth of the Kennebec River, in Maine, on an unnamed day in the fall of 1607. The story of this vessel, though brief, is of great interest because, in part, of certain peculiarities of rig and hull which, in connection with a sea-going vessel, now seem astounding, but chiefly because it portrays something of the character of the m

A LTHOUGH geographical conditions were in most respects against them, it is manifest from any study of the New Englanders that their chief mercantile interests, during the earliest years, were concentrated in the fur trade. The Pilgrims devoted their first surplus crop to that trade, and the first voyage of Winthrop's Blessing of the Bay was to "eastward." According to the contracts, they had come to make fishing stations; yet the large profits made on such furs as they were able to secure kept

A MONG the first acts of the English Parliament for the regulation of the commerce of the American colonies, notable here, was that passed in 1646, by which it was provided that no colonial produce should be carried away to foreign ports except in vessels under the British flag. Since the days of Raleigh, who had done his utmost to create the sea habit among his countrymen, the English people had been growing jealous of the enterprising Dutch, who then were carrying the commerce of the world. Th

T WO of the trades in which the ships of the American colonies were largely engaged during the seventeenth century are of special interest here—the whale fishery and the slave trade. It was in 1712 that Captain Christopher Hussey, while off Nantucket, in an open boat, looking for whales, was blown away to sea, where he killed a sperm whale, the profitable sale of which led the people of his famous home island to go cruising in deep water for more whales of the kind. The growth of the fishery tha

S OME of the most stirring tales in the history of the American merchant marine are those of the battles of men who, like Captain Jonathan Haraden, of Salem, commanded armed merchantmen during the War of the Revolution. These stories are of special interest here because they portray one side of the character of the American sailors as developed by the peculiar conditions where forest life and sea life met at the surf-line. But before giving any of these tales, it seems necessary to describe brie

W HEN the War of the Revolution came to an end, the territory of the United States extended along the Atlantic coast from Maine to Georgia, and westward over the Appalachian Mountains as far as the Mississippi River. The population, including slaves, numbered no more than 3,500,000. The settlements have usually been considered in groups—those of New England, of the Middle states, of the Southern states, and, last of all, that most interesting group west of the mountains. Virginia, Massachusetts,

O N July 25, 1785, while the schooner Maria , Captain Isaac Stevens, of Boston, was sailing past Cape St. Vincent, on the southwest corner of Spain, she was captured by an armed ship from Algiers, and carried to that port. Five days later the ship Dauphin , Captain Richard O'Brien, of Philadelphia, when fifty leagues west of Lisbon, suffered a similar fate. These vessels with their cargoes were confiscated, and the crews, numbering twenty-one men all told, were sold into slavery. In connection w

B EFORE considering the aggressions of the British government upon our shipping during the period between the Revolution and the War of 1812, it seems still more necessary than it was in the case of the French to try to get the point of view of the aggressor. The men who governed England were placed in power not only to guard but to promote English interests against those of all other nations. Patriotism and natural ambition inspired them to do this as fully as possible. The welfare of the natio

I T will help us to appreciate the work of the men who first experimented with steam-driven ships if we recall the fact that James Watt, working at Soho, near Birmingham, England, invented the engine which used steam on both sides of the piston in 1782, and that it was for many years after that date an enormously heavy and cumbersome machine. From this fact we see the state of the mechanic arts in England at the end of the eighteenth century, when practical experiments in steam navigation were f

W HEN seen in its true light, one of the most curious and interesting chapters in the history of the American merchant marine is that relating to the men who, having the might, used it to take from those who were weaker not only property but liberty and life; but the reader who supposes that superior ability, natural or acquired, gives him the right to take more of the good things of life than his less-favored neighbor receives, will scarcely comprehend the facts. The fighting done by the Americ

I N the year 1772 the people of Marblehead, Massachusetts, boasted that "the number of polls was 1203," and that the vessels of all kinds owned in the port measured more than 12,000 tons. In 1780 the number of polls was 544, the tonnage but 1509. Within the borders of the town were 458 widows with 966 fatherless children. Marblehead was a type of the New England fishing villages of the day. The nation had won freedom, but the fishing industry from which the American merchant marine had originate

T WO results of the War of 1812 are of especial interest here. Through good fighting the American ship was at last free to sail upon the high seas unmolested by any power upon earth, and the seafaring people had become aggressive to a degree that was little short of bumptious. In the weary years that had passed since the Trial sailed from Boston, our sailors had been engaged in a struggle for mere existence; now they were to enter with eager zest into a contest for the supremacy of the seas. The

I N order to comprehend the story of the efforts to establish lines of steam packets under the American flag between the United States and various ports in Europe, it is necessary at this point to review briefly our foreign relations in the period between the War of 1812 and the Civil War, and then to consider what was done by the British in the early development of steam navigation. In the year 1818, in the course of what is known as the Seminole War, General Jackson, at the head of a strong bo

T HE success of the British steamers that crossed the Atlantic in 1838 led a number of New York capitalists to form what they called the American Atlantic Steam Navigation Company, of which James de Peyster Ogden was chairman, and on March 22, 1839, calls for subscriptions to the capital stock were published in the New York papers. The answers to the calls were few, and the enterprise was abandoned. Out of several reasons for this failure, consider these: The American people had but little capit

I F ships under the American flag are ever again to obtain any share of the deep-water carrying-trade of the world, it is of the utmost importance that the American people should learn first of all why American ships lost the trade they once enjoyed. To enable us to comprehend the reasons for the decadence of our merchant marine it is necessary to have well in mind the fact that we obtained our supremacy by actual merit. It was an economic development, not the result of any kind of political or

I N 1866, just after the end of the Civil War, the American steam fleet registered for foreign trade, measured 198,289 tons. The steam vessels enrolled for coasting traffic measured 885,223 tons. In 1879 the steam tonnage in the foreign trade had fallen to 156,323, while the coasting tonnage had passed the million mark. In 1896 the coasting fleets measured more than 2,000,000 tons, while the foreign trade ships measured 264,289 tons. In 1908 the coasting steamers reached a tonnage of 4,055,295,—