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 1 
 
 2 
 
 3 
 
 4 
 
 5 
 
 6 
 
Pi 
 
 iUi/ 
 
 ENGLAND'S 
 
 NAVIGATION LAWS 
 
 ■i 
 
 I 
 
 ' 1 
 
 I 4< 
 
 NO PROTECTION 
 
 % 
 
 TO 
 
 BRITISH SHIPPING. 
 
 1 
 
 
 BY 
 
 JOHN REVANS. 
 
 : 
 
 LONDON: 
 JOHN W. PARKER, WEST STRAND. 
 
 MDCCCXLIX. 
 
 /r//f 
 
 m 
 
► i 
 
 I 
 
 f « 
 
INTRODUCTION. 
 
 V « 
 
 The annexed statement wiis written by me and first 
 published seventeen years ago, in the Westminster 
 /Review of July, 1831. It was drawn up at the request of 
 the late Ivirl Speneer, then Lord Althorp and Chan- 
 cellor of the Kxclieiiuer. His Lordshij) had attempted 
 to reducu; tlu; protei'ting duty on British North Ame- 
 rican timber, and in conse(pience had called forth the 
 loud liii.ientations of the British shipoAvner — British 
 ship[)ing Aras to be aimihilated, and Britain's glory to 
 set for ever. As the circumstances are now precisely 
 what they were then, so the same argument and the 
 same facts are just as applicable. I do not change the 
 dates, as they stand evidence that the error has con- 
 timied seventeen years after it was first pointed out, 
 and that ilw Whig (Jovernnient, so far back as 1832, 
 attempted its remedy, though repulsed by the com- 
 bined phahmx of sinister interests, then in its fullest 
 strength. My object was to show, that the Navicjation 
 Laws had never afforded the slightest proteetion to 
 
 British shipping that they had been useless to the 
 
 end for which thev were created. Thev were useless, 
 })ecause the competition of foreign shipping, so greatly 
 dreaded, had always been as complete as it could have 
 been if the Navigation Laws had never existed. The 
 
 I 
 
 I 
 
(•()jn|K'tition iM-twocii Kiiolisli iuid Ibroign shij)s luis at 
 Jill times l)L'i'n I'lirricd on cxti'iisivoly, in hucIi fon-i^ii 
 ])orts ns woiv ('(|Uiilly opon to both. No ono, I sup- 
 pose, will iisscrt tliiit Pn-itish can coinpctc with f()r('i<;n 
 ships in f'orcin;n ports, bnt cannot compete in Biltish 
 ])orts. If British ships had recpiired liin;hei- fivi'^hts 
 than tbi'cio;!!, they Avonld not have been employed 
 where either eonhl be obtained. British ships wonld 
 not have songht em])loy in tbrei<;n ports, if the frei«^ht8 
 there were not e(pial to those <j^iven in Ib-itish ])orts. 
 And if the rate of frei^^ht in l']n<ilan(l had not been 
 rennnierating, the bnilding of s]iii)s wonld have ceased, 
 and Ib'itish shipping, long ere this, wonhl have ceased 
 to be. 
 
 It will bo seen that I have fidly proved my ])osi- 
 tion. And thongh some additional evidence has been 
 obtained in snpport of that ])osition, nothing has 
 transpired dnring the long interval either to change 
 or to vary it. lUit if I have provt'd my position, 
 then it folloAvs of necessity that the Navigation Laws 
 had as nnich to do Avith prodncing the maritime 
 greatness of Kngland, as Tcntcnlcn Steeple had in 
 ])r()(lncing the (ioodwin Sands. Tlie good citizen in 
 Moliere Avas surprised to leani tlir.t he had always 
 spoken in prose. So the Ib-itish shipowner may be 
 surprised to learn that he has always been in full" and 
 successful comiH'tition with the foreign shipowner. 
 
 At the time I wrote the annexed statement, I had 
 been thirteen years actively engaged in the foreign 
 connnerce of this country and in shipping transac- 
 tions^ I was, therefore, i)ractically accpiainted with 
 tlie matters about which I wrote, and I had the satis- 
 faction of learning, that one of the most enli<diteiied 
 
 
 i^ 
 
 it 
 
 f 
 
r ^,. 
 
 '»' 
 
 
 i€ 
 
 mcrcliunts of tliiit timo, Mr. Tlioiiuis Tooko, (the 
 uiithor of the work on i'riccs,) proiiourici'd my state- 
 ment to l)e strictly coi-reet. 
 
 On the iiKiuiiy into the power of the JJritish to 
 eonjpete with the forei^ni shi|)owiier, an iimneiise muss 
 of useless detuil liiis hitely been eolU-eted about the 
 eompartitive cost of tar, oakum, iuid of tenpemiy 
 nails; about beef and biseuit; and about the natural 
 deli<«:ht which foreign sailors are siiid to take in being 
 on short connnons, and fed on bad food. We may 
 spend the remainder of our lives in striking balance 
 sheets between all the ditfei-ent nations of the world, 
 from Kamtschatka to the l' nited States, relative to the 
 - cost in each nation of every artiile of ship-building, 
 from the thread used by the sail-maker to the tim])er 
 used by the shipwi-ight, in the construction of each 
 class of vessel, from a Thames wherry to an Indiaman, 
 and yet not come by such means to a satisfactory 
 conelusion. If any one wishes to confuse another, 
 that's the process. 
 
 There is a very homely saying, which is very 
 applical)le to this (piestion — '' that the ])roof of the 
 putlding is in the eating." Who would think of going 
 to an elaborate proof of the qujdity of the phnns, 
 of the flour, of the candied peel, and of the brandy, of 
 which the pudding before him is composed, in order 
 to [)rove that it nnist be good, when a single mouthful 
 of the compound Avill instantly decide? AVhv, then, go 
 into an elaborate proof of our ability to buihl and 
 navigate as cheaply as any country in the world, when 
 the successful comj)etition, thi'oiigh b\-gone ages, of 
 Ib'itish with foreign ship])ing ti'iumjdianth' proves the 
 fact? Ihit if a long and successful competition with 
 
 » 
 
 i f 
 
n 
 
 6 
 
 the ton-'i^iicr is not siifHciciit proof of our iil)ility to 
 build aiul iiiiiii our ships ns cliciiply us h(! can we 
 have the followin^j^ irrcsistiljlc j)roof. 
 
 Shii)s built in the Chatniel Islands are, (h> farto, 
 British ships, and elaini a Uritish re«i:ister. There are 
 not an}' duties in the Channel Ishinds — they are free 
 ports. Anythin<x may be introduced from any 
 country, in any bottom, into those islands, perfectly 
 free from duty. Xo place in the world tlierefore, 
 possesses all the articles for the eonstruction of ship- 
 pinrr at so small a cost as the Channel Islaiuis. The 
 shipwrights of Portsmouth, riymouth, and South- 
 ampton, can reach those islands in a few hours ; and 
 when there can live upon perfectly untaxed food, and 
 even enjoy untaxed tobacco, and other untaxed 
 luxuries. There are localities in those; islands eligible 
 in position, and sufficient in space, in which the whole 
 shipping of Kuro])e might be rebuilt. Yet, with these 
 immcjise advantages, the liritish shipowner docs nut 
 construct above a dozen or two vessels a year in those 
 islands. It may fairly be inferred that he does not 
 build more there, because lie does not find any advan- 
 tage in building there. On the contrary, the resident 
 shipowner of the Chamiel Islands occasionally has a 
 vessel built in Kngland. Can there be better ])roof of 
 the ability of Kngland to build ships as cheaply as any 
 country in the Avorld? The facts ] state are per- 
 fectly knoAVii to every British shipowier. 
 
 It will be said this may all b(.' true, but why abolish 
 the navigation laim, if^ as you my, they have always 
 been a dead letter ? I answer— bectuise, tliough useless, 
 they are mischi(!Vous. 
 
 1st. Because they have been actually injurious to 
 liritish shippin; 
 
 ^'^' 
 
^P^^CTC 
 
 <Vi 
 
 2n(lly. — because they liavc boon most injurious to 
 the ^i'l'iicriil coinnicrcc of this country. 
 
 Jnjiirioiis to llnfish .s/ii/)pl>uf, hy JMihiciiifj other ooun- 
 tri(^s to have Xavi^ation Laws, and thus proventin;,'' the 
 extended use of Hriiish siiips. Injurious to liritish 
 shipping, in eausin;r our shipowners tode[H'n(l u])on the 
 support atforded hy those; hiws, instead of upon tlieir 
 own skill, and the skill and eare of those to whom they 
 entrust the navigation of their ships. In a note at page 
 17, it Avill be seen that, seventeen years ago, British 
 ships (quality for quality) obtainc^d higher freights in 
 foreign ports than the; shii)s of any other country. 
 l)i'itish ships then possessed a higher character than 
 the ships of other nations. The evidence given before 
 tlie late connnittee of the House of Commons j)roves, 
 that the vessels of the United States, of liremen, and 
 of several other countries, now obtain hi<du'r freights 
 than English vessels; Avhilst some foreign shipj)ers 
 will not, at any p"ice, charter our vessels for the car- 
 riage of damageable cargoes; not because the ships 
 are inferior, but because British masters and crews 
 are ])roverbially reckless — damaging their cargoes and 
 constantly incurring a general average. The British 
 shipowner, his captain, and his crew, now fancy they 
 dei'ive ])rotection from the Navigation Laws, and are 
 therefore reckless. I'emove those LaAVs, and vou make 
 them sensible thiit they have nothing to depend upon 
 but their own skill, industi'v, and economv. Then, in a 
 few years, the improvement in the mmd)er of British 
 shi])s, and in the character of their crews, will be re- 
 niiirkable. 
 
 Protection^ it thus appears, has been as mischievous 
 to liritish shipping, as it invariably has been to eveiy 
 
 n 
 
 
8 
 
 branch of Rritisli iiidusfry, nrouiid wliicli it lias thrown 
 its baiict'iil infiiu'iict'. When tlic Silk Trade was hi<rhiv 
 protected, it was periodically in distress. The cry was 
 always: " Oive lis more protection." The trade never 
 tliou;ilit of more economy, more skill, more ener^^y. 
 
 M>. 
 
 I, there was an easier course — more protection! 
 Since all protection has been removed from the Silk 
 Trade, it is not more often in distress than any other 
 trade. The mamifactnrers now rely uj)on more skill, 
 more cner^ry, more economy, and therefore they are 
 more prosperous. Whilst the Farmers relied on the 
 Corn Laws, they were always in distress. They were 
 afraid to improve, lest they should lose their chiim to 
 l)rotection. When the iiite of the Corn Laws was de- 
 cided, the invariable ciy at the a;-ncultural nieetin«,^8 
 was, '' \Ve must be up and doin;:, we must put our 
 shoulder to the wheel in earnest— Ave must not, we will 
 not be beaten by the foreigner." Theychan<red their 
 whining for the plucky self-reliance of Knglishmen. 
 Any one who knows anything of agricultui'e, knows 
 their resolve was no empty talk. During the hist two 
 years, fanning in Knghmd, in every bniiich, has pro- 
 gressed more than it had done diiniig the whole of the 
 l)reviou8 century. When the farmer has time to look 
 about him, he will be astonished to find how much he 
 has improved his knowledge, his pructice, and his re- 
 sults. ^ Karming will be another proof, that protection 
 and injury are synonymous terms, when applied to in- 
 dustry. 
 
 The second objection to the continuance of the 
 Navigation Laws is, that the// are iiio.st hijurious to the 
 general cotntnerceoft/iecoimtri/. Whenexer an Jiltera- 
 tion is proposed in our Tariff, the shipowner starts 
 
 
 
1 
 
 il with 
 
 11 
 
 
 Drwuni with n veto — '' I he shipping intcrost wi 
 sufftT." Th*' nation, j>ri»|)('rly ji'iiloii.s of it^ nuiritinu! 
 Hiipcriority, l)('('o!iH's iilnnncd; iirxl the proposed ini- 
 provc'iiu'iit is ^'ivcii >ip. Tliis coutitry has allowccl 
 itself to lie injured, diirinff a l()n<; period, to tlu! extent 
 of nearly two millions a year, for the support of the 
 
 i>ritish North American tindier trade, merely hecauso 
 the shipowners have declared, that importin<T our 
 timber fi'om North America is m(»re henelicial to 
 ilritish shippin;;-, than importin^^ it from the North of 
 l^nrope. 
 
 i>efor ' concliidin;,'', I will refer to a fact worthy of 
 the consideration of those who iii'e anxious lor the 
 extension of Uritish maritime superiority — to a fact 
 Avhich has never yet been bnai-rht under notice. It 
 is, that if the ports of the vliole world were eijualli/ 
 open to the shipping of all countries^ without the slightest 
 (listinetio7i, J'Jii(/l(iii(/ ii'ould neeessarily become in a 
 short time the sole shipowner of the irorld. 
 
 This may appear i-ather a stai'tlin;^ proposition; but 
 let us see ujion Avhat <rroiuids it is based. En<2;lan(l 
 is the oidy country possessiui; a lar^e surplus ca[)ital 
 — that is, capital which camiot be employed at home. 
 Hitherto she has manaired to I'asi' herself of it by 
 attemjitin;;- to work mines in foreifjn countries; by 
 lendiu",^ it to foreigJi (Jovermnents; and, lately, })y con- 
 structin<j^ forei<i^n railroads. In most cases, she loses 
 both principal and interest. A revolution, a war, or 
 a little I'epudiation — and all is «,^one. The rate of 
 discount in Knirland averages many jjcr cent, less than 
 in the rnited States, and somewhat less than in any 
 country in the world. The rate ot' discount in a 
 countr} is the bi'st criterion of the value of capital — 
 
 
 ■ilHMMii 
 
10 
 
 ti 
 
 tliiit is, oftlie nite of profit (ierived from the einplo>- 
 
 ment of capital. A rate of fruiglits, thorof( 
 
 will amply roiwy an English oai)italist for th 
 
 fore, which 
 
 of hi 
 
 s capital, will not be sufficient t 
 
 le use 
 
 () I'cpay a foreign 
 
 to 
 
 capitalist. Then, an English shipowner can aflbrd 
 take lower freights than the shipoAMier of any other 
 country. In an open market, he who offers at the 
 
 cheapest rate will 
 
 (1 the oupply. An 
 
 :'ommi 
 
 vui.uuiu.( wui not compete with the I'nited States 
 capitalist in o^vning houses in Xew York, though the 
 profits there are greater tliiin the profits of house- 
 owning in London — because he will not trust his 
 ca})ital permanently beyond his sui)ervision. liut 
 a ship is never beyond the control of its o^vner. 
 It can be removed from one port to another at any 
 moment— it can at any moment be ordered home; it 
 is never really out of the power of its owner. ' It 
 is, therefore, just that species of proi)erty which a 
 capitalist can most safely employ in a foreign country. 
 Shij)i)ing might ])e termed international capital. 
 
 As 1 have not time to arrange the valuable evidence 
 which exists in proof of my assertion, I must be content 
 for the present merely to throw it out as a suggestion. 
 I am aware, that shipowning is not quite i?s^simple 
 an emplo>nnent of cai)ital as owning shares in foreign 
 mines and in foreign railroads, or owning foreign 
 stock; that those investments <lo not i-e(|uire y)ersomil 
 supervision; but a mortgage upon a ship or upon a 
 number of ships, with a general policy of insurance, 
 has always been a connnon ])ractice, and is not a bad 
 security, with 5 per cent. When oui- example shall 
 have induced other countries to abolish those Naviga- 
 tion Laws which our foolish example caused them 
 
 t 
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 d 
 
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 SI 
 
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#¥»;■- •'•'rm.f^iimaiinmtamkMimiL' ^^*a'^*'-^'f"^,^r- 1. ai]m-i,|ttj. J 
 
 11 
 
 to adopt, and wlieii a demand for furtlier capital 
 in shipping sliall arise, in consoquence of a foreign 
 demand, the required eapital will soon find its way into 
 that channel ; for it will prove rather more profitable 
 than in South Ameri(.'an mines, or in Spanish bonds. 
 
 The Government measure of last year was a long 
 stride in the right direction; but still, it is far short 
 of what the true interests of the country demand. 
 However, we nmst take the instalment, and be 
 thiinkful. 
 
 I ^ 
 
 ii 
 
 i»si<i»tMii.unut'« 1 
 
ENGLAND'S 
 
 NAVIGATION LAWS, 
 
 ETC. 
 
 {Reprinted from the Westminster Review, Art. XI. July 1831.) 
 
 The people of this country are apt to attach excessive im- 
 portance to their naval superiority, and to view with uncom- 
 mon jealousy all enactments, which may be, or may be thought 
 to be, injurious to our maritime power. The mercantile 
 shipowners, taking advantage of the feeling, are ever on the 
 alert to keep the country in alarm on the subject of what they 
 call the Shipping Interest. They connect the Shipping In- 
 terest with the naval superiority of this country, and they 
 endeavour to persuade the ]>cople that none are so good 
 judges of what affects, or is likely to affect the Shipping In- 
 terest as the shipowners. In times past, when the legislature 
 was not more instructed than the shipowners, the Navigation 
 Laws were enacted to protect, as it is called, the shipping of 
 this country. From that hour to the present time, there has 
 been an ever constant clamour on the part of the shipowners 
 respecting the necessity of j)rotection, and the insufficiency of 
 the laws hitherto made for that purpose. No matter what 
 improvement in tratlc may be suggested, no matter how dis- 
 tant may be its connexion with shipping, the moment the 
 proposal is heard, a shout of disa])probation and doleful warn- 
 nig is immediately raised by the shipping interest. Destruc- 
 tion to this country is regularly at least once a year foretold 
 by this fearful body, and the ignorant and the timorous are 
 often scared by their lugubrious lamentations. 
 
 If the grounds of these warnings be considered, thev will 
 be seen to result rather from prejudiced and heated imagina- 
 tions, than from reason, — the offspring of ignorance worked 
 on by the powerful stimulus of self-interest. 
 
 II 
 
 ■ .& 
 
 wHi ' Wtmn 
 
 // 
 
14 
 
 The Navigation Laws have hoo.i, and are by the Shinpin.r 
 Interest considered their Palhidiuni. Without them it is sup" 
 posed that the mercantile marine could never have arisen 
 without them that it cannot be maintained. Both the one 
 opmion and the other are incorrect. 
 
 The Navigation Laws are deemed beneficial, because they 
 are fancied to exclude the vessels of other countries from com- 
 petition with our own. And this exclusive or monopoly 
 trade is usually pointed out as the happy circumstance which 
 has created the maritime superiority of Great Britain. But it 
 can be shown that this exclusive trade has not been main- 
 tained : that the Navigation Laws have not created a mono- 
 poly—therefore monopoly, through them, has not created our 
 naval superiority, theref\)re the Navigation Laws have not 
 produced those wonderful benefits fbr which they have 
 hitherla received the too blind admiration of our countrymen 
 On the other hand, while these benefits may be proved to 
 be chimerical, the evils resulting from this source may be 
 shown to be important. 
 
 To make out those two sets of propositions is the object of 
 the h)llovviiig observations. 
 
 It is an extraordinary circumstance, that in the various dis- 
 cussions on the subject of the commercial marine it should 
 never have been j)erceivcd, that the vessels of Great Ikitain 
 have, through a series of years, been actively and extensiyely 
 in C()in}ictition with the vessels of all foreign countries, so 
 completely in fact as to have rendered our highly-prized Navi- 
 gation Laws a mere cipher, as regards the "object for which 
 they were enacted. The competition, indeed, has hem in- 
 direct, and therefore it and its effects have been overlooked ; 
 its effects have nevertheless been as complete as if the most 
 <lirect and obvious competition had existed. 'I'he shipowner, 
 though always well ac(|uainted with the facts, from his habits 
 of mind, has not been able to view them as a chain of conse- 
 quences, nor to point out the cause which gave them birth 
 he therefore lias strenuously resisted all relaxation of the 
 Navigation Laws, supposing^ them to be his only protection. 
 The government indeed have been ignorant of the facts, ami 
 therefore could know nothing of the efficient, but indirect 
 competition which has throughout existed in spile of every 
 opf)osing enactment. 
 
 It must be remembered that competition, with its effect, 
 e(iiiali/ation of freights, may be produced in two ways, 'i'here 
 may be comi)etilion between the vessels of (ireat Britain, and 
 foreign vessels trading between foreign ports or British colo- 
 
. .-^j,.Iis£-«.'j.'«.^'\-aJlli*-i. 
 
 m 
 
 15 
 
 nial ports and the ports of Great Britain. And it may also 
 exist between the vessels of Great Britain and foreign vessels 
 trading between foreign ports alone. The former of these we 
 shall call direct competition, the latter indirect competition ; 
 and it is the latter which lias always existed between British 
 and foreign vessels. 
 
 It is well known to every ship-owner, or if it is not, any 
 one can immediately acqnire the information on reference to 
 the returns made to Lloyd's by their various agents abroad, 
 that not only since, but before, long before, the reciprocity 
 system was established in this country, British vessels were 
 tlie chief carriers between a variety of foreign ports, ports in 
 which any other vessels, equally foreign to those ports, would 
 have possessed equal privileges. British vessels are and have 
 been the principal carriers between the ports in South Ame- 
 rica ; and between the ports of South America and those of 
 the Mediterranean and the Baltic. The' proportion of British 
 to all other vessels trading between South America and foreign 
 Europe is two-thirds of the whole, the other third being prin- 
 cipally Spanish and Brazilian. British vessels are constantly 
 absent for three or four years trading between the Levant, 
 the Italian, and the Austrian ports ; as well as between an 
 immense variety of other ports in the Mediterranean ; and yet 
 in none of those ports are there any laws which give preter- 
 ence to British vessels over tlie build of any other country. 
 The American, the Swede, the Dane, or the Prussian, have 
 the same privilege. If the vessels of any of those countries 
 offered to carry equally cheap, they would be employed to at 
 least an equal extent with British vessels: and if while equally 
 good, they were more cheap, they would, of course, wholly 
 drive British vessels from their present foreign employ.* 
 
 It is no answer, to say that British vessels have not been 
 exclusively used between all foreign ports ; or to cite cases in 
 which the vessels of some particular country have almost 
 nionoj)olized the trade between two foreign ports. We know 
 that the vessels of the United States are the principal carriers 
 between the ])orts of St. Domingo and Cuba and Russian 
 )orts. This, however, is not because the vessels of the 
 Jnited States run at lower freights than the vessels ef Great 
 Britain. It is owing to the peculiar situation of those countries, 
 
 * If tlic gMviTniiifiit will (liri'ct the consul at the principal port of each 
 country, to :is' .'rtuiii the nunilier of vessels, or amount of tonnage, arrived 
 chirin^c eac . ir, from 1H14 to ISIiO, distinguishing tlie tonnasie of the 
 country itself, :,ritish tonnage, and all otlier foreign tonnage in one total, 
 the truth of what we have stated will ho instantly apparent. 
 
 \ 
 
 i' 
 
 I'WXHM 
 
 MBwiiW»''iiiii'i iwiii wiwii 
 
 Ti irmntaawipi 
 
10 
 
 both as to locality, and as to their wants as consumers The 
 people of those Islands require the provisions and lumber of 
 America, the Russians recjuirc the sugar and coffee of St. 
 J)omn.go and Cuba, and the Americans recuiire I'-e hemn mul 
 n-on of Russia. Thus a vessel leaving America for li;."!! 
 taluks a cargo to the Ilavannah, there she loads sugar and 
 coffee for Russia and m Russia receives a cm-go for A.neriea 
 1 hro.ighout her long voyage she is at no moment unemployed. 
 If Hntish vessels were empK.yed in the trade between the 
 p.rts of St. Donungo or of Cuba and Russia, they would go 
 m ballast frouj (,reat Hntam to those Islands, a voyn.re of six 
 or seven weeks; because, though they n.ight load in the 
 I mted Statc^ for the Islands when iu Russia they could not 
 load for the United States-they could only load fbr En-land 
 which ,s not half the voyage. At a much lower freight, £re- 
 tore, the American can earn in that trade as much as the 
 i^nghsh vessel at a much higher, and, coiise(iuently, the 
 American is enabled to carry for less ; but this is /i peculiarity 
 of situation. In like manner, the vessels of the Baltic ko to 
 the Mediterranean witi, eargoes of Raltic produce, and, con- 
 sequently, the Danish vessels in particular, which have a 
 reputation for goodness, are the chief carriers between the 
 ^Icditerranean and the Baltic. In this instance, as in the 
 ormcr, the foreign vessel is freighted throughout, whereas 
 tt e Lnghsh vessel would start, whether tor tho Baltic or the 
 Mediterranean port, in ballast. These, however, are instances 
 of decided advantage in peculiar trades arising from locality 
 \Ve do not contend that British vessels when under heavy 
 disadvantage have been able to compete with foreign vessels- 
 al that we arc endeavouring to prove is, that in e.iualiv 
 advantageous circumstances the British vessel has not only 
 continued m a trade, but driven the vessels of every other 
 country from it. We w-ill suppose the American vessels not 
 to exist, and the trade between the Islands and Russia to be 
 open to the Lug iish, Swedish, Danish, and Prussian vessels, 
 the three last ^^ould never be employed; they would have no 
 advantage over British vessels from locality-all four would 
 go to tiie Islands etiually in ballast, and depend solely on the 
 return voyage for compensation. Iu like manner let us 
 suppose the Danish, Swedish, and Prussian vessels not to 
 exist, and the trade between the Baltic and the Mediterranean 
 to be equallv open to the British and the United States vesseN 
 the vessels of the two countries would start equally in ballast' 
 and consequently upon an ecjual footing; the vcWls of the 
 Ignited States could not sail for the freight which would pay 
 
 
17 
 
 
 tho Eiifilisli vessels. Tlic trade between South America and 
 the Mi'ditcrraiiean and the IJahic is the best proof of the 
 assertion. In those trades the vessels o*' eitlicr country have 
 r(jiially to make one trip more or less v ithout a freight, and, 
 cons('(|uently, none but English vessels arc found thciein ; 
 American, Swedish, Danish, and Prussian vessels being hardly 
 known, or so little known as scarcely to need remark. 
 
 For carrying hides to Holland and Hamburgh from South 
 America the Danish vessels are sufficiently good; and being 
 of an inferior (juality to Hritish vessels are afforded at a less 
 freight. Hut such a circumstance cannot be adduced as a 
 proof of British vessels being imable to sail at as low a freight 
 as foreign vessels; and, consecjuently, that wherever they come 
 into eom])etilion, the Hritish vessels woidd be driven from the 
 niarket. As well might it be said that, because some of the 
 slop-built vessels manufactured in our North American colonies 
 (particularly in the years 1S24, 1825, and 1826) of timber 
 actually condemned t)y the ins])ectors as unfit for exportation, 
 could atl'ord to rmi at a much less freight than our Tliames- 
 bniit East and West Indiamen, the latter would be laid uj) in 
 dock. The former were never fit for carrying any but cargoes 
 that could not be damaged, as timber or coals; and would be 
 rejected if they would carry for nothing silk, cotton, or sugar. 
 If, on the other hand, the East or West Indiamen, built of the 
 best materials, anil finished in the highest manner, attempted 
 to compete in the timber or coal trade with the miserable class 
 of vessels just named, then, indeed, the owners would be ruined. 
 The vessels being of a superior description would not assist 
 them to higher freights ; the commoner vessels being equally 
 good for conveying timber and coals, would always be preferred 
 at a lower freight, ipiality not being of importance. Where- 
 ever foreign vessels are in foreign employ found competing 
 with Hritish vessels, the former are taken at inferior freights 
 ft)r inferior purposes, whilst the latter are taken at superior 
 freights for superior purposes.* 
 
 If it were fairly dealing with the (juestion to cite cases where 
 decided local advantages exist, such as arc the cases of the 
 Americans carrying from St. Dimiingo or (Uiba, to Russia, 
 and the Danes aiul Swedes, carrying between the Mediter- 
 ranean and the Haltie. we tnight adduce as a proof, that 
 British vessels are able to beat the vessels of all other coun- 
 
 • liritish vessels are generally hirt'tl in foreign ports at a rate from 
 twenty per cent, to thirty per cent, higher than the vessels of almost any 
 other country. 
 
 [ TjiifiWir liiii it muimm ••» 
 
 ■ » i I - i iili»-«««»<l«»MIW—p»»IWIMI 
 
 MM** 
 
IJ 
 
 p 
 
 18 
 
 tries, the trade from Great Britain to Mexico, There is no 
 law to prevent foreign vessels loading in Great Britain for 
 Mexico, and yet none bnt Hritisli vessels ever do ; the reason 
 being, tliat when at Mexico the Hritisli vessel can run to Hon- 
 duras or Belize, and obtain a cargo of mahogany, or to New 
 Orleans for a cargo of cotton, or to the West Indies for a 
 cargo of sugar, with which to return to this country. A 
 foreign vessel could not return with a cargo from any of these 
 places to (Jreat Britain, and for many of the cargoes there arc 
 few countries, except (Jreat Britain, which oti'er a market : it 
 woidd therefore make a voyage in ballast, most iirobably a 
 long one, but this would be no ])r()of that the foreign vessel 
 could ni)t sail at as low freight as the British, when under 
 e(jual advantages. 
 
 Besides the disadvantage of locality against British vessels 
 in carrying between the IJaltic and the Mediterranean, there 
 is another arising from the laws of the northern countries. 
 None of the countries of the Baltic, with the exception of 
 Sweden and Norway, will permit British vessels to enter from 
 ports not British, although they will allow the vessels of almost 
 every other foreign country to carry between their own and 
 any foreign port in the world. SuVh is also the cjiso with 
 France and Holland : they exclude us from a j)rivilege granted 
 to most other nations. 
 
 It is not wonderful, therefore, that our vessels are not often 
 found carrying between the Baltic and Mediterranean, placed 
 as they are under every disadvantage ; and their absence can- 
 not be adduced as a proof of their being unable to compete 
 with foreign vessels upon equal terms. K(jual terms are the 
 terms feared by the friends of restriction. 
 
 Were foreign vessels permitted to compete with British in 
 carrying from British colony and foreign ports to ports in the 
 United Kingdoui, they would only be on ecjual terms; but 
 then it is evident they need not be dreaded. 
 
 Having shown that British vessels not only are now, but 
 have been from time immemorial, emploved to a considerable 
 extent between foreign ports, where no fiscal or local cir- 
 cumstances exist either in favour or against British ships; 
 and in which consequently they are on an ecpiality with the 
 vessels of every other country, and no more ; it now remains 
 to be considered what have been the general effects to the 
 British shipowner resulting from this competition. 
 
 So long as British vessels carry between ports, wherein the 
 vessels of other Cf)untries are equally favoured, British vessels 
 must carrv at as low a rate as the vessels of other countries. 
 
 
11> 
 
 I)i<l they not tho^ w,ml,l not be employed ; this must be so 
 sol -ovi,k-nt, that it only needs to bo n.ot.tioncd. 
 
 rJ!i I ?' i''"";- ":''',''■'' ''''"*' ^'""" o.nployed abroad, have 
 car ,,1 at as low reifrhts as h.reijrn vessels of e(,ual goodness, 
 HO have hose which have been omploved between foreign 
 
 C "r '■""'' ,''"'"""' l"""'" '"^'^ "'•^ I"^rt« "^' ^•'•eat Britain, 
 troni which eiuplovinent formerly foreigners «erc wholly ex- 
 
 < e the llecmrocity Act It would be absurd t,> suppose, 
 ti. the vc'sselsot (,reat Hritain, carrying between foieign 
 pos. carry at Cwer freights than those emploved between the 
 K S ;; M ".'•.^"'•^•'f^'" l^orts and the ports of the United 
 lving<l ,, . No shipowner is willing to make a sacrifice for the 
 goo of the rest, hvery owner of ships, like every owner of 
 
 n . r T I i" 'f ''"I'' ''"' ^'''' "'^'^"^'^ «"*l ^4' takes the 
 c ufieicd hun because no better is to bo had ; diis position, 
 
 It! T'TT "'.'""r' '■'""•■'•^ explained than by the illus- 
 . ton of a charter by the month. That eng.igement may be, 
 la the charterer shall pay all the port charges and the in^ 
 siiance. In such case, it matters but little to the owner of 
 t It s up to what part of the world his vessel goes; he will pay 
 a o her expenses, and hire her at a fixed rate per ton, per 
 niunii,. J.et It be supposed that two monthly charters are in 
 10 market, the charterers to pay port charge's and insurance ; 
 he one to run wholly between British colonial ports and 
 v.ieai liritaiii, the other charter to run between wholly forei'm 
 ports--f„r example, between South American and forei-n 
 European ports. Let it be supposed that there are two 
 vessels, each applicable to the purpose of either charter. 
 1 "cnty shiJu.gs per ton per mouth are offered by the person 
 wanting a vesse for JJritish employment, and ninet-een shillings 
 u .1. ^M-o offered for the foreign employment. It is evident 
 
 V ll?",'"! • "''^ "''''"'"^ ''^'" ^'""'''^ '^'^ ^^"ti«h charter, but 
 Inch shall give way to the other? Each owner prefers 
 
 w.nty sliiiiiigs, and each considers that anything more than 
 nineteen shillings is preferable to that lattei sum. The two 
 vessels compete with each othor for the British emplovment 
 till tliey reduce the offer to nineteen shillings, the rate of the 
 toreign charter, when (both charters in other respects being 
 0(pia ) It becomes nnmaterial to each owner which charter his 
 vossx' may obtain ; but the effect on the freight in the mean- 
 time s evident That which is true, however, between two 
 vessels, is true between a greater number. It does not matter 
 wfiether there is one British and one foreign charter in the 
 market, or nincty-five British and five foreign charters. So 
 
 B 2 
 
/ 
 
 20 
 
 long as there arc any vessels willing to take foreign employ- 
 ment, so long foreign ein])loynient is evidently e(|iial in profit 
 to British employment : tor the snrpliis British vessels would 
 tender at something less than the other British vessels were to 
 receive, providetl it were oidy a traetion more than for foreign 
 employment; antl the persons recpiiring vessels for British 
 employment would take those vessels wjiieli, all things con- 
 sidered, offered at the lowest ])riee. Whilst, therefore, there 
 are one thousand British charters, and one thousand and fifty 
 British vessels, so long will liritish freights and foreign freights 
 heetpial. So long only as the numherof British vessels are just 
 sufHcicnt for British employment, will vessels in British em- 
 ployment receive higher remuneration than vessels in foreign 
 employment; whether those vessels be British or foreign ; and 
 consequently so long as a portion of vessels having British 
 registers, tiave been in foreign service, so long have liritish 
 freights and foreign freights been on a level : the differences 
 in voyages consisting of bad or good climates, intricate anil 
 easy navigations, and long or short periods, as well as the 
 (pialities of vessels being considered: for such differences 
 equally exist between the various British employments, as 
 between foreign employment and British employment. It 
 would be almost impossible to name two voyages, where, in 
 every minute particular, the circumstances were similar ; and 
 consequently any two instances of similar length where the 
 employment would be equally good at a similar price. 
 
 It is plain, then, that British vessels have from an indefinite 
 period been in full competition with foreign vessels, and that 
 It would be absurd to imagine that the carrying trade pos- 
 sessed by British ships between colonial and foreign ]K)rts aiul 
 the ports of the United Kingdom, is owing to the existence 
 of the Navigation Laws ; but it is evident, thai whether those 
 laws existed or not, British vessels would equally have pos- 
 sessed their past and present supremacy. 
 
 A case completely parallel to that of the Ikitish shipowner, 
 may be found in the exclusive supply of the British ilemand 
 for cotton by the British manufacturer. Does the British 
 manufacturer, — does any man who can lay claim to the smallest 
 powers of reasoning, suppose that the British cotton manufac- 
 turer owes his monopoly of the British markets to the duty of 
 ten per cent, imposed by the legislature on the importation of 
 foreign manufactured cotton ? If the protecting duty were 
 abolished to-morrow, and a bounty were given to the foreigner 
 of two and a half per cent, not an ounce more of foreign 
 manufactured cotton would be used in this country than is 
 
 I 
 
 \ 
 
i 
 
 21 
 
 now tjsed. Would any one contend that the British cotton 
 ninniifacturer docs not, to all intents and purposes, compete 
 with the foreign cotton manufacturer, because a protecting 
 duty of ten per cent, exists in this country, and of fifteen per 
 cent, in the colonics, and foreign cottons are never found in 
 either the one or the other? The foreign manufacturer could 
 not supply those markets, because he could not supply them 
 so cheajjly. In the markets of South America, and in the 
 markets of many countries of Europe, the British manufacturer 
 has no protection; and yet has he not always kej)t the markets 
 almost exclusively in his own hands: and is not the supply of 
 foreign markets competing with the foreign manufacturer, as 
 completely as if no protecting duty existed at home? Is it 
 not absurd to say, that we can compete with the foreigner 
 abroad, but not in our own markets, whilst to foreign markets 
 we have, like himself, a freight to pay, but for the home 
 market he has a freight, and we have none ? 
 
 In like niamier with our shipj)ing. Its monopoly of the 
 British carrying trade is not owing to the protection afforded 
 by the Navigation Laws, it is owing to circumstances perfectly 
 independent of them. Neither can it be said of^ British 
 shipping that it cannot compete with foreign shipping when 
 it does compete, and has always competed though only in 
 foreign markets; nor that British shipping can compete in 
 foreign ports, but cannot compete in British ports. 
 
 Whilst the truth of the statements and reasoning are ad- 
 mitti'd, it will probably be answered by some, that British 
 vessels have for a long series of years been sailing at a loss to 
 the owners. That, at the couLlusion of the War in 1815, a 
 great number of vessels which had hitherto been employed as 
 transports, or had found employment whilst we had a mono- 
 poly of the carrying trade of Europe, had been thrown into 
 the general market, and that by the reduced employment 
 freights were lowered so much as no longer to be a gain, but 
 to leave a partial loss to the shipowner ; and that, bad as 
 foreign freights and home freights may have been, the British 
 shipowner thought it belter to accept them than to be totally 
 idle, and to incur a total loss. Even if this had been true, it 
 does not in any way invalidate the above position, that the 
 existing Navigation lyaus have afforded no protection. That 
 it is not true, however, is evident, for if true, capital when in- 
 vested in shipping, not having yielded the ordinary remunera- 
 tion, no vessels would have been built till the iunii''cr in 
 existence were reduced to an exact sntficicney for the home 
 demand— viz., to carry for the Mother Country and her 
 
 ^ 
 
 I 
 
 I 
 
i 
 
 '22 
 
 colonics : for not till then could trcijilits have risen to a re- 
 munerating jtrice. What, however, has heen the ease? Why, 
 that in the Tuited Kin;:(loni alone there have heen hnill ui 
 each of the years Hinco the coninieneenicnt of the jHuice — 
 
 
 KNOhANl). 
 
 SCOTLAND. 
 
 lUEI.AM). 
 
 
 Hlilpii. 
 
 TuiH. 
 
 Slil|m. 
 
 TllMK. 
 
 Slilpa. 
 
 Ti.in. 
 
 1814 
 
 ...024 ... 
 
 09,539 
 
 1.30 .. 
 
 14,503 
 
 40. 
 
 . 1,973 
 
 1815 
 
 ..712 ... 
 
 84,794 
 
 105 ... 
 
 10,227 
 
 35 .. 
 
 . 1,882 
 
 18H) 
 
 ..018 ... 
 
 07,083 
 
 192 .. 
 
 15,008 
 
 42 . 
 
 .. 1,985 
 
 18i7 
 
 .. 500 ... 
 
 03,200 
 
 150 .. 
 
 14,824 
 
 102 . 
 
 . 3,120 
 
 1818 
 
 ..573 ... 
 
 70,542 
 
 131 .. 
 
 13.1123 
 
 49 . 
 
 . 2,480 
 
 1819 
 
 ..580 ... 
 
 71,257 
 
 154 .. 
 
 10,228 
 
 35 . 
 
 . 1,500 
 
 1820 
 
 ..401 ... 
 
 54,014 
 
 121 .. 
 
 11,014 
 
 38. 
 
 . 1,084 
 
 1821 
 
 ..399... 
 
 40,290 
 
 122 .. 
 
 9,457 
 
 04 . 
 
 .. 2,.343 
 
 1822 
 
 ..442 ... 
 
 4.3,212 
 
 87... 
 
 0,102 
 
 35 . 
 
 . I,.'i48 
 
 1823 
 
 .. 408 ... 
 
 54,068 
 
 92... 
 
 7,418 
 
 .34 .. 
 
 . 1,059 
 
 1824 
 
 ...025... 
 
 70,428 
 
 139 .. 
 
 12,840 
 
 .35 . 
 
 . 1,811 
 
 182.) 
 
 .. 722 ... 
 
 102,842 
 
 209 .. 
 
 17,1.30 
 
 44.. 
 
 . 2,497 
 
 1820 
 
 ... 802 ... 
 
 90,813 
 
 205 ... 
 
 24,897 
 
 48 . 
 
 . 2,053 
 
 1827 
 
 .. 050 ... 
 
 72,065 
 
 210 .. 
 
 18,029 
 
 34.. 
 
 . 2,450 
 
 1828 
 
 .. 030 ... 
 
 70,685 
 
 107 ... 
 
 15,973 
 
 45 .. 
 
 . 2,005 
 
 1829 
 
 ..517 ... 
 
 01,299 
 
 170... 
 
 14,023 
 
 31 .. 
 
 . 1,313 
 
 1830 
 
 .. 529 ... 
 
 00,720 
 
 150... 
 
 12,092 
 
 45 . 
 
 . 2,504 
 
 Total in the United Kini^doni: Ships, 13,194; Tons, 1,447,010. 
 To which must he added the followinn; hiiilt in the colonies — 
 
 
 Ships. 
 
 Tuns. 
 
 
 Sliipn 
 
 Tllll.H. 
 
 1814 . 
 
 . 131 . 
 
 . 11,009 
 
 1822 ... 
 
 209 ... 
 
 15,011 
 
 1815 . 
 
 .. 2.34 . 
 
 .. 24,001 
 
 1823 ... 
 
 245 ... 
 
 '22,240 
 
 1810 . 
 
 . 408 . 
 
 .. 32,282 
 
 1824 ... 
 
 .342 ... 
 
 50,522 
 
 1817 . 
 
 .. 310 . 
 
 . 22,321 
 
 1825 ... 
 
 353 ... 
 
 50,299 
 
 1818 . 
 
 . 298 . 
 
 .. 17, .302 
 
 1820 ... 
 
 580 ... 
 
 80,554 
 
 1819 . 
 
 . 328 . 
 
 . 21,701 
 
 1827 ... 
 
 529 ... 
 
 08,908 
 
 1820 . 
 
 .. 248 . 
 
 . 10,440 
 
 1828 ... 
 
 404 ... 
 
 50,844 
 
 1821 . 
 
 . 275 . 
 
 . 1.5,305 
 
 1829 . , 
 
 410 ... 
 
 39,237 
 
 It may he ohjectcd, tliat colonial vcs'^e! ;. 1 ■ njr built A' 
 timber on the spot, can be afforded ^U a uujcli cheaper rate 
 than tliosc built in the Mother (Country. This is true as 
 rcfiards the timber ; but, in the colonies, c'orda<ri<, canvass, and 
 ironwork are far more exi)cnsive, so also is that material iu- 
 predient, labour. If colonial-built vessels could be afforded at 
 a lower cost, they, bein<r e(pially entitled to a British rcf^istcr 
 yv'li those built in the Mother Country, and to all the advan- 
 tages which that register confers, would have wholly super- 
 
\ 
 
 23 
 
 Hcdoil home building ; that tliey huve not done so, a com- 
 
 piirisoii of'iho foroj^oing (iililcs will fully ovinco. 
 
 Tluis, ilien, it appciirs that on au average of sixteen years, 
 the Mother (Jountry and her eolonics have built I IfiO vessels 
 per uMUuni. This is siitlieieiil to show the utter ineorreetness 
 of the supposition, that capital invested in shipping juis not 
 yielded au ordinary profit during the last fifteen or sixteen 
 years. Unless indeed we are called upon to believe, that 
 th((re is a eirlain elass of people in this eountry, so wedded to 
 a ncenliar eiimloyiuont for their capital, that they would 
 rather lose by that than gain by any other. 
 
 It has been asserted, that althouiih vessels do not pay, they 
 are nevertheless built tor the einployuient, as captain or mate, 
 of a relation or friend. A few cases of this nature nuiy exist, 
 but there are very lew men who have friendship so intense as 
 to lead them into a decidedly bad speculation; but supposing 
 the feeling general, the building would still continue, whether 
 the Navigation Laws did or did not exist ; and then it is 
 evident those laws have afforded no protection, since the end 
 is not gain but the advantage of a friend. A more nlausible 
 pretext is, that vessels are retiuired for particular trades; and 
 that although they do not i>ay, the trade in which they are 
 employed does. Hut if the total capital investeil in the vessel 
 and the trade did not make a return e(|iiivalent to the return 
 in most other trades, the capital would l)e withdrawn from the 
 vessel and the partii-ular trade. If it does make the ordinary 
 return, then the trade and vessel will be continued under any 
 ciicnmstaiices; so that neither of these arguments is of any 
 im|)orlance. If motives exist sniHeiently strong to maintain 
 vessels at a loss with the Navigation Laws, they will be suffi- 
 ciently strong without them, since by them no protection is 
 afforded. No one, however, w ill for an instant believe that 
 cither one or the other statement is generally true. 
 
 Having shown that Hritish vessels have competed, and suc- 
 cessfully, with foreign vessels in foreign ports, in which foreign 
 vessels have eipial advantages; the next position to be main- 
 tained is, that thev have of late years competed with foreimi 
 vessels in British ports, and with perfect success. P.y the 
 Reciprocity Act introduced by Mr. Iluskissou in 1824, goods, 
 brought in vessels the build of the country producing the 
 go()(U, pay no more duty than goods brought in British 
 vessels. In other words, British and foreign shipping were by 
 that Act put on an e(pi;ility. 
 
 We will now see how far since the passing of the Reciprocity 
 Act foreign ship|)ing has been ul)le to exclude our own. 
 
 5?a 
 
 j.;<«^^^ff 
 
11 « I ' tHi l'' 
 
 24 
 
 » 
 
 The annual average of British tonnage entered into tlie 
 United Kingdom (or the four yt'ars ending 1823 (the year 
 ])revious to the passing of the Reciprocity Act) was 1,468,()9;"). 
 The annual average of British torniage for the four years 
 sul)se(iuent to the passing of the Reciprocity Act, including 
 1827 and 1830,* was 2,130,458, being an increase of 668,363 
 tons on the average of the first period ; amounting to between 
 forty and fifty per cent, on the already enormous amount of 
 British tonnage. Since the passing of this act (now six years) 
 our tonnage has only decreased with two countries, Norway 
 and Sweden, two countries whence the most inferior class of 
 vessels and the least damageable cargoes are brought, and 
 even with these countries the decrease has only amounted to 
 12,000 tons.t With the four })rincipal ship-owning covuitries of 
 the north of Europe, Norway, Sweden, Denmark, and Prussia, 
 taken together, our tonnage has increased 37,000 tons on a 
 comparison of the two periods. With Denmark and Prussia 
 the increase has been about 50,000 tons; and with the north 
 of Europe, including ihe ])receding four countries, and Ger- 
 many and Russia, the British tonnage has increased from 
 420,000 tons in the first period to 611,001) in the latter, an 
 increase of nearly fifty per cent. In the trade with the I'nited 
 States British tonnage lias iieen very nearly doubled. 
 
 We think further proof is not recjuisite to establish our 
 ability to comjiete with foreign vessels on ctjual terms in our 
 own ports. The foregoing is evidence of our having competed 
 most successfully with the vessels of the principal ship-building 
 countries of the world. 
 
 If under any circumstances British vessels are unable to 
 compete with foreign vessels, it is v.here vessels only of a very 
 inferior description are required. As for instance, to carry 
 cargoes that are not damageable or not easily so, cargoes of 
 wine, tallow, coals, hides, or more particularly of timber, which 
 cannot be damaged, but is able to assist the vessel to float. 
 It may be contended, that were Danish, Norwegian and 
 Swedish vessels allowed to carry f()r us without restriction, 
 that tor many of the above pur])oses they woukl be hired, as, 
 from their inferiority, they could take a freight lower than 
 British vessels could exist upon. 
 
 • 'I'hc years lh-J4, \f<-2'), lS'2(i luivc licen ludiik'd ; liaviiitr been of so 
 extraordinary a natiirt', tlicy inifflit not lit- cons-idcrtMl a I'uir (.'onijiariMJn. 
 
 t If WL- liad buen allowed cbeap timber, even this deerease would not 
 bave taken plaee. Our present duties on timber render that commodity 
 tull fifty per eent. liigher tiian it would be, was the protection withdrawn 
 from British colony timber. 
 
 \] 
 
25 
 
 In a commercial fleet of 22,000 vessels a large number are 
 1 early falling into decay, and at a certain period become unfit 
 for carrying cargoes of a valuable and of an easily damageable 
 nature, as silk, cotton, sugar, grain, tea, &c. These old ves- 
 sels nevertheless with slight rej)airs continue for many years 
 capable of carrying cargoes of a description not to be damaged, 
 as timber, coals, Sec. Since the Recij)r()city Act was passed a 
 great number of them have continued in the Baltic timber 
 trade, competing with the Baltic vessels. Now, as they would 
 not contiiuie in the Baltic trade, if North American timber 
 freights were better than Baltic freights, it is evident that our 
 old vessels have been, since the Reciprocity Act, to all intents 
 and purposes as much in competition, and have been reduced 
 in freights as low, as they would be, or could be were 
 foreigners allowed to carry timber between our North 
 American colonies and the United Kingdom. The competi- 
 tion with the lovTst class of foreign vessels has been as com- 
 plete since the Reciprocity Act, as the competition between 
 first (piality liritish vessels and first quality foreign vessels had 
 been previously. It is ])robable that the freights of a ])articular 
 size of o»»r inferior vessels — viz., of those between one hundred 
 andtwohuudrcd tons— would suffer a slight fall, were foreigners 
 allowed to compete with them, although vessels of a better 
 class or of a larger size would not ; and for this reason, the 
 vessels of this smaller size, not being more than equal, })crhaps 
 we might more properly say not being ecjual, to the demand 
 in British einployineut, enjoy a species of nionojioly. The 
 freight consecpiently may be rather higher on these vessels 
 than it otherwise would be. We do not sec, however, any 
 great mischief were a small class of our inferior vessels to be 
 slightly reduced in their freights. They would sell for less 
 when they came into inferior employment by a few hundred 
 ]M)unds, which difference would, in the shaj)e of freight, be 
 spread over the whole valuable cargoes which they carry dur- 
 inj; the first twenty years of their existence, and on which the 
 amount would be so trifling a per centage, as not to be felt, or 
 scarcely to be perceived by the consiuners of those ca'-goes. 
 
 The whole of this difficulty, however, would be obviated by 
 the iluty on foreign timber being reduced to the prtsent rate 
 on colonial timber — viz. lU.v. a load. It is peculiarly in the 
 lower class of vessel that tin; tax on wood acts so severely, in 
 a v( ssel built f()r the i»u-pose of carrying inferior cargoes, the 
 timber bears a greatly increased proj)ortion to the wliole cost, 
 compared with what it does in the superior chuss. In the su- 
 perior vessel, the workmanship, fittings, and finishing, form very 
 
 /li 
 
 m 
 
 1 
 
 i|S2«'<rji?»w!5?*«^'' 
 
26 
 
 materially the greatest portion of the expense, whilst in the 
 common vessel, as built in the timber growing countries of 
 Northern Eiu'ope, the wood is put together in a very rough 
 state, and the fittings and fastenings are of the poorest, if 
 Baltic timber was admitted at 10. (at which the revenue 
 would gain more than it has during tlie last lifteen years) the 
 material for building and repairing second and third class 
 vessels would then be had in the north-east of England, where 
 the bulk of our building establishments are, at a greatly re- 
 duced cost, nearly fifty ]>cr cent, less than now; whilst at the 
 same time wages, from the increased demand for timber, would 
 experience a considerable rise in the countries from whence 
 the timber would be brought ; the conseciuence would be, that 
 we should be able to build, and repair vessels of an inferior 
 description at as small, or at a smaller expense than any 
 country of Europe. 
 
 There is yet another subject respecting which great delusion 
 has been created and maintained by the Navigation Laws. It 
 is generally believed, that if they did not exist, foreign sailors 
 would wholly or nearly displace British sailors ; and that in 
 the course of time, particularly during war, we should find it 
 impossible to man our ships of war. The Navigation Eaws 
 allow every British vessel — no matter to what port she trades — 
 to have one-tiiurth of her crew of foreigners; in other words 
 those laws only compel her to have three-fourths of her crew 
 Engli>h. If foreign sailors could be had at lower wages, or 
 were better at the same wages, we should find advantage taken 
 to the full extent permitted i)y law, and every British vessel would 
 j)ossess a crew fully of one-fourth foreign seamen. To those who 
 are ac(|uainted with Jkitish shipping it is well known, that there 
 are not twenty-five per cent, of foreigners on board of our 
 commercial navy, nor even five per cent. Foreign sailors are 
 very rarely found in our vessels trading with the West Indies, 
 with North America, with Soiuh America, or the Mediter- 
 ranean, and seldom in those trading with the East Indies. The 
 only vessels in whii-h tiiey are to be found are those sailing to 
 and from ports of t!ie Baltic, and then thev are mostly of the 
 country to which the vessel generally trades. But even in 
 vessels trading to the Baltic, thev rarely amount to one-tburth ; 
 and in all instances the fbreitru sailor dcmandN wiiiies as hitih, 
 and provisions as good as those demanded bv the British 
 sailor. 
 
 It may now be asked, su])posing all these statements to be 
 correct, why need any alteration be made iu these laws? It 
 is said, they do not raise freights, they do not raise wages. 
 
27 
 
 what evil, then, is effected by them ? Although there is not a 
 rise of" freights or of wages, in consef|iiencc of the existence 
 of the Navigation Laws, there are ether injurions circnnistances 
 resulting from them. 
 
 According to the present laws, goods can only he imported 
 for constnnption into this country in ships of (ircat Britain, 
 or in those of the country producing the goods. The conse- 
 quence is, that, however nnich we n<ay recpiire produce of a 
 particular descrijnion, should there he twenty cargoes off our 
 coasts in ships neither British nor of the country of which the 
 produce is the growth, no relief can he derived therefrom, not 
 a particle of such produce can enter this country for consump- 
 tion. But, absurd as it may appear, the cargoes, after being 
 taken to (iiil)raltar and landed, maybe brought here in British 
 vessels, and then admitted for consumption. Of course, land- 
 ing, re-shipping, and the extra voyage tend materially to raise 
 the price to the consumer in this coutitry ; and great as such 
 an evil may be, in many instances the delay in obtaining 
 goods which are nuich needed, is a far greater evil. 
 
 A further, and, at times, a serious evil arises from the Navi- 
 gation J.aws, coupled with the inecpiality of the demand for 
 shijiping at different ])eri()ds. In a country possessing such an 
 enormous trade as England does, the demand for shipping is sub- 
 ject to great variations; so great as to make a difference in the 
 general rate of freights of full twenty per cent. During a period 
 of dinunished demand at home, many of our vessels are employed 
 in conveying between foreign countries ; and when a revival 
 of the home trade takes jilace, they are absent, and frequently 
 are engaged for an unexpired jieriod, and cannot return. To 
 supply the increased demand for shipping in those trades 
 in which none but HriMsh vessels are allowed to sail, as for 
 British colony ports, and the ports of foreign countries having 
 no shipping of their own, the best of the inferior British 
 vessels are taken from inferior employnicnt, the deficiency 
 being made up by an increase of foreign vessels, each foreign 
 country supplying an additional munl)er in its own trade with 
 (Jreat Britain. An additional mnnber of foreign vessels must, 
 from necessity, be admitted into our service ; but, by our 
 foolish laws, they are prevented from entering it so as to be 
 most serviceable. The better vessels of one country are em- 
 ployed for inferior j)urposes, whilst the worse vessels of another 
 are employed for superior purposes. And this because foreign 
 vessels can only enter our employ tln-ough the trade with 
 their respective countries. 
 
 If the Navigation Laws did not exist, at periods :uch as 
 
 /i 
 
1 
 
 28 
 
 those mentioned, the superior vessels, no matter of what 
 country, would be applied to the suj)eri()r purposes. 
 
 To those evils is the still }j;reater mischief that arises from 
 the erroneous opinions entortaiui'd by the shipowners as a 
 body, respectin<r the protection which the Navijijation Laws 
 are supposed to afford to our commercial marine. The 
 moment that any cliange is ]>roposed in the trade of this 
 country, no matter how obvious may he the benefit to the 
 commtmity, there is immediately raised by the shipping interest 
 a cry that their welfare is sacrificed to new and unwholesome 
 theories, no matter how indirect may be the j)r()bable influ- 
 ence of the proposed measure.* By this cherished interest, 
 opposition is immediately coimnenced and j)ertinaciousIy 
 adhered to. The old maxim, that prevention is better than 
 cure, is steadily acted on ; the other consideration, whether 
 the thinif prevented be an evil or not, is a matter carefully 
 neglected. Nut a session of Parliament passes over without 
 vehement lamentations on the part of this watchful interest. 
 Not a single beneficial measure is projiosed, without its being 
 seriously impeded by the ignorant clamour of those who fancy 
 themselves interested in the shipping of this country. If, as 
 we believe, it has been made manifest, that the Navigation 
 Laws are, as a protection, absolutely futile, it is of the highest 
 possible importance, that they should be known to be, and felt 
 to be so. Nothing, however, short of their repeal, and the 
 consequent plain j)r()of attendant on such repeal, will ever be 
 suflicicnt to convince those who are wedded to the olil system 
 of the utter uselessness of these much and long-prized enact- 
 ments. We would suggest, therefore, that the matter should 
 be fully reconsidered, and the various statements here urged 
 be thoroughly sifted. To us it appears j)lain, that by the 
 various facts and reasonings brought forward in the course of 
 the preceding oljservalioi;s, the assertions put forth at the 
 commencement have been fully borne out and substantiated. 
 To any purposes of protection the Navigation Laws are ])ower- 
 less; to purposes of mischievous restraint tlu-y are all-powerful. 
 
 • At a late iiicctiiig- <if tlio shipowners in Ldiiddii, a Mr. rniiiliart de- 
 preeateil the abolition of the Slave trade, as lia\iiig been injurious to the 
 shipiiinj,' interest. [Vide Muniiiii; Hirali/, Friilay, 10th .June, IH.'SI.] 
 After tins, a protest may he e.\peeted from the shipowners aj^ainst K'^'">3 
 Tnornl instruction to the jieople, as tending' to lessen crime, and e<!n>e(iuently 
 to diminish the iiuniher of convicts tor transportation in Ikitish vessels. 
 
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