SHIPBUILDING 



SHIPTON 



411 



ships, as afterwards of iron ones ; Cramp of Phila- 

 delphia and Roach of Chester became famous for 

 their iron and steel ships. At the outbreak of the 

 civil war, which ruined both shipbuilding and 

 carrying trades, Philadelphia had pushed ahead of 

 New York ; and the Delaware has been called the 

 Clyde of America, Wilmington and Chester being 

 also shipbuilding centres. Baltimore and San 

 Francisco build iron steamers ; and there are ship- 

 building yards at Pittsburgh, St Louis, Buffalo, 

 Cleveland, and many other places. 



In 1890 the United States had shipping to the 

 amount of 928,062 tons in the foreign trade, and in 

 coasting, &c., 3,409,345 tons. The 15,164 sailing- 

 vessels had a tonnage of 2,109,413 tons; the 5965 

 steamers, 1,859,089 tons ; and with barge and canal 

 boats, there was a grand total of 23,467 vessels of 

 4,424,497 tons. In the year 1889-90, 505 sailing- 

 vessels of 102,873 tons were built; 410 steamers 

 of 159,046 tons; 40 canal boats of 4346 tons; and 

 96 barges of 27,858 tons. Of the world's total 

 22,939,958 tons of shipping above 100 tons register, 

 1 1 ,928,624 tons belonged to Britain. Figures as to the 

 shipping and trade of the most important countries 

 are given in the articles on those countries. In 1890 

 the total tonnage of vessels built in the United 

 Kingdom was 1,197,235; in the United States, 

 148,178; in Germany, 102,465; in the British 

 colonies, 44,540 ; in France, 34,562 ; in Norway, 

 27,153; in Holland, 26,133. The table appended, 

 from Lloyd's Register, shows the tonnage building 

 in the United Kingdom in 1875 and 1891. 



In 1898 the tonnage of merchant- vessels built in 

 the United Kingdom was 1,367,570, and of war- 

 .-lii|.~ 191,555; total, 1,559,125 tons. Steel has 

 now all but supplanted iron for shipbuilding 

 purposes. Up to 1870 sailers were always most 

 numerous ; in 1872 the steamers built had eight 

 times the tonnage of the sailers ; in 1885 they were 

 on a level again ; and in 1892 sailers had only 32 

 per cent, and in 1894 10 per cent. ; in 1896 steam 

 to sailing tonnage built was as twenty-four to one. 



See also the articles on Boat, Bottomry, Brig, Brigan- 

 tine. Caulking, Crew, Cunard, Decks, Dock, Dockyards, 

 Galley, Great Circle Sailing, Insurance, Lighthouse, 

 Log, Navy, the P. A O. Company, Flimsoll, Privateer- 

 ing, Rule of the Road, Sails, Schooner, Signalling, Slip, 

 Steering, Timber, Tonnage. Wrecks, Yacht, Ac. On 

 the general subject of ship* and steam-navigation, see 

 Lindsay's ffiitory of Merchant Shipping and Ancient 

 Commerce (1883); Ocean Steamship!, by Commander 

 Chadwick and others (Murray, 1891). On the art and 

 science of shipbuilding, see Scott Russell's Modern 

 Xyttem of Naval Architecture (1800); Rankine's Ship- 

 building, Theoretical and Practical (1866); Reed's 

 Shipbuilding in Iron and Steel; White's Manual of 

 Naval Architecture; Thearle's Naval Architecture, 

 Practical and Theoretical; Reed's Stability of Ships; 

 Barnaby's Marine PropeUeri; Meade, Naval Contraction 

 (I'hila. 1W!!); Griffiths, The Propreaire Shipbuilder (Sev 

 York, 1875) ; Varney, The Shipbuilder 1 Manual (New 

 York, 1878) ; Henry Hall, The Shipbuilding Induitry of 

 the United State*; the present writer's Modern Ship- 

 building and the Men engaged in it ( 1885 ) ; A. J. Maginms, 

 The Atlantic Ferry (1892); Cecil Torr, Ancient Shipt 

 (1894) ; also the Traruactivn* of the Institute of Naval 

 Architects and other technical societies. 



Shipka, a pass in the Balkans, on the side next 

 Roumelia, 50 miles NE. of Philippopolis and 87 

 miles SW. of Rustchuk on the Danube, was 

 stoutly held by the Russians, in an entrenched 

 camp, against the desperate assaults of Suleyman 

 Pasha (21st to 26th August and 9th to 17th Sep- 

 tember) in the war of 1877. 



Ship-mono, an impost levied by Charles I. 

 in 1634-37, which led to tierce opposition on the 

 part of Hampden and the parliament. In old 

 English days royal navies were raised by the levy- 

 ing of ships ; and under the early Norman kings 

 the ports and the counties on the coast were called 

 on from time to time to provide ships and men to 

 strengthen a naval force paid for by the kings. In 

 1626 Charles's expedition to Cadi/ was largely 

 made up of merchant-ships pressed into the royal 

 service ; but it was in 1634, when the Dutch and 

 French navies were well able to dispute England's 

 sovereignty of the sea, that Charles set himself 

 seriously to the work of greatly strengthening the 

 English navy. By the advice of Noy, the attorney- 

 general, he issued writs to the port towns to furnish 

 ships, but agreeing to provide the ships if the towns 

 would equip and man them. In 1635 he demanded 

 the like from maritime and inland counties also ; 

 agreeing as before to find the ships if money for 

 manning and equipment were provided by the 

 counties. Thus a strong fleet was raised and 

 manned with money which was not sanctioned 

 by any parliamentary grant ; and much grumbling 

 was the result. In 1637 Charles consulted the 

 judges, and ten out of twelve de- 

 clared that the king had a right to 

 do what was necessary for the de- 

 fence of the kingdom in times of 

 danger. It was agreed that no 

 tax conld be levieu without par- 

 liamentary sanction ; but Charles 

 maintained that ship-money was 

 not a tax, but money paid in 

 lieu of the performance of the 

 duty incumbent on all English- 

 men of defending their country. 

 John Hampden refused to pay the 

 20s. levied on his estate in Buckinghamshire, 

 and his case was dealt with by the Exchequer 

 Chamber (for the issue, see HAMPDEN). The 

 Long Parliament in 1640 and 1641 pronounced 

 the levying of ship-money illegal ; and the bill to 

 this effect received the king's assent, 7th August 

 1641. 



Ship of Fools. See BRANDT. 



Ship Railway. See RAILWAYS, Vol. VIII. 

 p. 556, and NOVA SCOTIA. 



Shipton. MOTHER, a famous prophetess of 

 popular English tradition, whose story has at any 

 rate the weight of a considerable antiquity. S. 

 Baker published in 1797 her prophecies, together 

 with those of the Cheshire prophet Nixon, and 

 here we gather the following circumstantial 

 details. Ursula Shipton was born near Knares- 

 borough in Yorkshire, in July 1488, was duly 

 baptised as Ursula Southiel by tne Abbot of Bever- 

 ley, at twenty-four married Tony Shipton, a builder, 

 and departed this life with much serenity at over 

 seventy years of age. However, a book (1684) by 

 the notorious Richard Head is the real source of most 

 of the fables about her. Here we are told how 

 Agatha Shipton was carried off and married by the 

 devil, how she bore him an ugly impish child, 

 enjoyed power and knowledge beyond the measure 

 of mortals, and left many prophecies behind her. 

 < >f these the earliest known record is a pamphlet 

 of 1641, containing formal prophecies of the death 

 of Lord Percy and of Wolsey her prophecy that 



