they are required to perform such duties as appertain to the merchant
service. The training-school for seamen is established by a provision
requiring that the contract steamers "shall take cadets or apprentices,
one American-born boy for each thousand tons gross register, and one for
each majority fraction thereof, who shall be educated in the duties of
seamanship, rank as petty officers, and receive such pay for their
services as may be reasonable."[HN]

The first advertisements for proposals under this act resulted in
contracts with eleven existing lines, of the third and fourth classes.
No bids were received for the North Atlantic service calling for
American-built steamships in the first class. But an offer was made by
the American Line[HO] to begin the performance of the service with two
British-built liners--the _City of New York_ and the _City of
Paris_--acquired from the Inman Line, if these steamers were admitted
to American registry, the company agreeing immediately to order two
similar ships from American shipyards and add these to their fleet. The
proposition was accepted, and a supplementary act was passed (May 10,
1892), legalizing such registry.[HP] The new American ships were
promptly built,--the _St. Louis_ and the _St. Paul_, launched November,
1894, and April, 1895, respectively,--each 11,600 tons, "larger,
swifter, safer, and more luxurious"[HQ] than the two British-built
vessels: a perfection of workmanship deemed a matter for congratulation
by patriotic Americans. To this extent at least the subsidy law was
declared to have been beneficent.

It had become evident, however, that the law was not fostering the
establishment of new American-owned and American-built steamship lines
as its promoters had hoped. In 1893 the contract service had been
reduced by the discontinuance of three of the routes. In 1894 only three