was not introduced till the consolidation in 1825. The trade of the Isle of Man was put on the footing of a coasting trade in 1844. Such is an abridged history of the law of Navigation during the intermediate period between 1660 and 1847, comprising the four great divisions of the trade and navigation of the United Kingdom. No one can rise from a study of these laws without a feeling of amazement at the trouble our ancestors gave themselves" to beggar their neighbours," under the erroneous impression which too long prevailed, that, by their ruin, our own prosperity could be most effectively achieved. It is, therefore, not surprising that, under such legislative measures, maritime commerce was for centuries slow in growth, and that British merchants and shipowners frequently suffered quite as much through the instrumentality of laws meant for their protection as their foreign competitors, against whom these regulations were levelled. of the tion Laws. For the convenience of reference it may be useful Summary to give before closing this chapter a condensed re- Navigacapitulation of the principles of these extraordinary laws, as they stood in 1847, so that my readers may more clearly understand the discussions in the Lords and Commons preceding their repeal: 1st. Certain enumerated articles of European produce could only be imported into the United Kingdom, for consumption, in British ships, or in ships of the country of which the goods were the produce, or in ships of the country from which they were usually imported. 2ndly. No produce of Asia, Africa, or America could be imported for consumption into the United Kingdom from Europe in any ships; and such produce could only be imported from any other place in British ships, or in ships of the country of which the goods were the produce and from which they were usually imported. 3rdly. No goods could be carried coastwise from one part of the United Kingdom to another in any but British ships. 4thly. No goods could be exported from the United Kingdom to any of the British possessions in Asia, Africa, or America (with some exceptions with regard to India), in any but British ships. 5thly. No goods could be carried from any one British possession in Asia, Africa, or America to another, nor from one part of such possession to another part of the same in any but British ships. 6thly. No goods could be imported into any British possession in Asia, Africa, or America, in any but British ships, or in ships of the country of which the goods were the produce, provided, also, in such case, that such ships brought the goods from that country. 7thly. No foreign ships were allowed to trade with any of the British possessions unless they had been specially authorised to do so by Order in Council; and 8thly. Powers were given to the Queen in Council which enabled her to impose differential duties on the ships of any foreign country which did the same with reference to British ships; and also to place restrictions on importations from any foreign countries which placed restrictions on British importations into such countries. It will be remarked, that in the regulations respecting the trade of Europe the restrictions only applied to imports. Exports were not affected; in fact, so far as the Navigation Act was concerned, foreign ships might export any goods from this country. British manufacturers had naturally required that no impediment should be placed upon the exportation of British goods. This was perhaps the only sensible clause in the whole paraphernalia of these laws.' 1 Mr. Lefevre, of the Board of Trade, said he did not know the reason of this; but as a matter of fact, Venice, Spain, France, and the Hanseatic League had Navigation Laws before we had, and would not have our goods except in their own ships. So necessity, not wisdom, compelled us to make this allowance. of the the Navi Laws. CHAPTER V. Progress of the changes in the Navigation Laws-Reciprocity Treaties -Austria, July 1838-Zollverein States, August 1841-Russia, 1843 -Various anomalies, &c., then in existence-Curious effects of Registry Laws, as regarded individuals or corporate bodies-Ship Equador-Decision of the Queen's Bench, December 1846-Further details: owner to reside in the United Kingdom-Naturalisation of goods brought to Europe-Waste of capital caused thereby; and obstructions to trade-Story of the cochineal-But the Navigation Laws not always to blame-Special views of the Canadians-Montreal, its shipping and trade-Navigation of the St. Lawrence-Freetrade with the United States desired by the farmers of Canada— Negotiations proposed-Canadians urge the abolition of Protection -Views of Western Canada-Canadians, really, only for partial Freetrade-Improvements of their internal navigation-Welland Canal -Cost of freight the real question-Loss to Canada by New York line-General summary of results as to Canada-West Indians for Free-trade as well as Canadians-Divergent views of capitalists at home-Liverpool and Manchester opposed. Progress THE first instance of privileges being granted to changes in ships of certain countries to import goods from gation ports in other countries was in the case of Austrian ships. The 4th clause of the treaty of 1838 between city Trea- Austria and England provided, that all Austrian Austria, vessels from ports of the Danube, as far as Galatz July 1838. inclusive, should, with their cargoes, be admitted into Recipro ties. the ports of the United Kingdom and into all possessions of Her Britannic Majesty, exactly in the same manner as if the said vessels had come direct from ports strictly Austrian, with all the privileges and immunities granted under the Treaty of Navigation and Commerce. In August 1840, an Act was passed to give effect to this treaty, the 3rd clause of which, running as follows, was very important:"And whereas, by the application of steam power' to inland navigation, and the facility thereby afforded of ascending rivers in suitable vessels with imported goods, new prospects of commercial adventure are opened up to many States situate wholly or chiefly in the interior of Europe, and whose most convenient ports are not within their own dominions; and, consequently, the trade of this country with such States might be greatly extended if the ships of such States were permitted to use, for the purposes of such trade, some ports of other States, in like manner as if such ports were within their own dominions; and, accordingly, treaties of commerce and navigation beneficial to the shipping and trade of this country might be made with such States if Her Majesty were enabled to carry such treaties into effect. Be it therefore enacted, notwithstanding the Navigation Act, that it shall be lawful for Her Majesty from time to time to declare, by the Order in Council, to be published as aforesaid, that any port or ports to be named in such order, being the most convenient port or ports for 1 I give this clause at length, because it is about the first step towards a change in our Navigation Laws, which had become necessary to render them practicable, after steam had been introduced for the propulsion of our ships. This mighty instrument of civilisation, about which I shall have a great deal to say hereafter, drove itself through numerous Acts of Parliament, and showed how vain were legislative measures when opposed to the progress of science. |