The American system continued practically unchanged. In addition to those already stated, some of its more vexatious provisions which pre vailed for three-quarters of the nineteenth cen tury forbade or restricted the registration of foreign-built or foreign-owned vessels. the repair of vessels abroad. without payment of duty on materials used in repairs, or foreign vessels in the United States, without duty on entry of repairs, and compelled all vessels to first report at a port of entry and conform to the customs regulations before they could proceed to the port of delivery to discharge their cargoes; and for eign vessels could discharge only at the port of entry.
Meanwhile, American shipping had undergone various changes consonant with the economic forces in operation during this period. From 1815 to 1842 with an abundant natural supply of building material coupled with American in genuity, it increased 70 per 'put., but with the change from wooden to iron vessels, this advan tage was shifted in England's favor and during the period following the Civil War the depression in freight rates and the more lucrative oppor! tunity furnished for the investment of American capital in other directions resulted in the de crease of the American merchant marine. The decrease was also accentuated by the law for bidding any but American-built vessels to carry the American flag. The changed conditions of the past decade, however, and the modification of the statutory restrictions—by an act of 1892 foreign-built vessels of 8000 tons burden. and a speed of twenty knots an hour,which are owned in a certain part by Americans, van fly the American flag—have invigorated ship-building and shipping interests generally in the United States.
Under the provisions of the act of 1 884 owners can now fill vacancies in the positions of officers below captain by aliens when in foreign voyages; seamen can be discharged at foreign ports on mutual application of master and seaman with out payment of additional wages; seamen are al lowed only one month's pay in ease of injury to the vessel: eonsular fees for services to vessels and seamen are paid by the United States Treas ury. Ship-building is encouraged by permit
ting a drawback on imported materials equal in amount to time duty paid. if the vessel is built for export. Vessels must now have time port of registry. or the place where the owner resides, if in the same district, painted upon their sterns. Vessels in trade with contiguous foreign territory no longer are required to pay a capitation tax on passengers, thus putting vessels trading with Canada and Mexico on equal terms with the rail toad, and more liberal mail laws have been passed. 1:y the act of 18Sfi the tonnage rate, were reduced to 3 cents per ton. not to exceed 13 cents per ton per year in the aggregate on each entry of all vessels from any foreign port in North America, Central America .the Bahamas or Bermudas, and a rate of 6 cents not to exceed 30 cents upon all vessels entering front foreign ports, the President being authorized to suspend this duty so far as it was in excess of tonnage and other duties imposed by the country of their home port. The further act limiting the liability of ship-owners for the ship's debts, excepting wages, to the amount of his interest has prose(' a great benefit. The United States Shipping Commissioner, were established by the act of 1S72. and later. by the act of 1881. were placed under the control of the Treasury Depart ment, as was the Bureau of Navigation, estab lished in that year.