FOOTNOTES:
[195] An Address of Shipowners to the Electors of the United Kingdom, 13th April, 1859.
[196] I had served my constituents, I thought, well and faithfully for two Parliaments. I had fought to obtain reciprocity from foreign nations, before we repealed our Navigation Laws, the only time when we could have had any hope of obtaining it unless the statesmen of other nations became as enlightened as our own; and, having been defeated, I was then doing my utmost to assist in obtaining for them from our own Legislature, relief from the unjust and oppressive burdens with which they had been saddled during a period of protection; consequently, I could not but feel keenly the determined opposition which they, the Shipowners—men of my own class—for whom I had worked so strenuously, had organised against my return to Parliament.
[197] The numbers were, Fenwick, 1527; Lindsay, 1292; Hudson, 790. The contest was between Mr. Hudson and myself; but, though Mr. Hudson, better known as the “Railway King” during the fleeting days of his transitory power, was a strong Conservative, he had done so much for Sunderland through the railways which he brought into the town, and the magnificent docks constructed entirely through his influence, that I felt regret, at having been the instrument of his political expulsion from the representation of a port, where he had rendered such marked and valuable services. But I fear it is too true, that popular constituencies are sometimes as inconsistent as they are fickle. Henry Fenwick, whom Sunderland on that occasion, and deservedly so, returned at the head of the poll, and who was one of the best of members and the manliest of men, soon afterwards lost his seat, because the Government of the day, appreciating his many good qualities, had appointed him the Civil Lord of the Admiralty.
[198] When Mr. Dunbar died four or six years afterwards, he left behind him somewhere close upon one million and a half pounds sterling, the larger portion of which was made since the Free-trade sun had been allowed to shine upon his ships!
[199] “Had I,” continued Mr. Lindsay, “remained a silent spectator at this meeting as I intended, I should have been an assenting party to a resolution which asks us to reverse our policy. (‘No, no!’) But such would have been the case, for the resolution says, ‘that the principal cause of the depression has been the impolicy of the existing system of maritime commerce.’ I hold that the establishment of a Free-trade policy has nothing whatever to do with the existing depression in the shipping interest (cries of ‘Oh, oh!’ and great disapprobation), and therefore I come forward and offer my dissent. This resolution, further, asks us to confirm a memorial which the Shipowners’ Society of London, this time last year, addressed to her Majesty. I, for one, cannot be a consenting party to that resolution or memorial, because I believe that the opinions therein expressed are fallacious, and I shall endeavour to show you how. What is the prayer of that memorial? It urgently entreats, indeed implores her Majesty to issue an Order in Council against those nations which have not reciprocated with us. (‘Bravo!’ and cheers.) I am in favour of reciprocity—it is Free-trade in its most extended sense—but I ask you to look at the difference between reciprocity and the enforcement of reciprocity by the Legislature. Enforced reciprocity, as prayed for by you in this memorial, is Protection in its worst and most pernicious form. (Cries of ‘Shame,’ and hisses.) It is a renewal of the old war of tariffs; therefore, it is the war of Protection. (Great uproar.) We must not retrograde, our course is onward.” (Hisses and uproar.)
Mr. G. F. Young: I rise to order. (Cheers, and a few cries of “No, no!”) Sir, I will not so far depart from the usages of debate as to introduce a speech on rising to order, but will submit that the course of discussion is irregular and unfair. I have challenged the hon. member to discuss this particular point with me publicly. He has declined my challenge. (Great cheering.)
The Chairman: I think that my friend Mr. Young in calling my hon. friend Mr. Lindsay to order has rather himself travelled a little out of order. (“Hear, hear!” and a laugh.) I cannot think that Mr. Lindsay is out of order; but it will rest with the meeting to decide whether or not they will hear Mr. Lindsay in continuation. (“Hear, hear!” and disapprobation.)
Mr. Lindsay: Gentlemen, remember that we are in the city of London, and that the eyes of England are upon us. We are assembled to discuss a question of deep interest to its maritime interests, viz., what is the best course for the nation to pursue in the first place.
Mr. Young: No, no; to inquire what should be done. (“Hear, hear!”)
Mr. Lindsay: Well, then, I suppose it is to discuss this, that we have come here. Now, I say, we have to inquire what is the best policy to be pursued for the nation at large (cheers); and, secondly, for ourselves as shipowners. (Cheers.) The question before us is this, whether the reversal of our Free-trade policy will be best for the interest of the country at large. (“Hear, hear!” hisses and confusion.)
Mr. G. F. Young: The Legislature will inquire into that. (“Hear, hear!”)
Mr. Lindsay: I say this resolution goes to the root of Free-trade, and confirms the memorial sent by you last year to the Queen. (Cheers.) Now, then, in reply to that memorial—and bear in mind that you received that reply from a Protectionist Government, my Lord Derby’s through whom you made this appeal. (“Hear,” cheers, hisses, and cries of “Question, question!”) I am speaking to the question. Now, the answer given to your memorial by the Board of Trade clearly and distinctly proved that under a Free-trade policy the British shipping had increased in a far greater ratio than it ever did under a Protectionist policy. (“Hear, hear!” and a cry, “Prove it!”) It has been proved, and let those deny it who can, that from 1842 to 1849 British shipping built and registered during the period of reciprocity increased 843,000 tons; but from 1850 to 1857 it had increased 1,670,000 tons, or more than double under Free-trade what it did under Protection. (Cries of “Bosh!”) It has been proved further, that the entries inwards and clearances outwards—(confusion, “Hear, hear!” and “No!”) It does not suit, you to hear the truth—you Protectionist shipowners! (Confusion.) I say it has been proved that the entries and clearances of British shipping have increased (cries of “Hear!” “No!” “Turn him out!”) in a ratio equally as great as the tonnage built and registered. (The hon. gentleman was here met by a storm of indignant and discordant cries, among which were heard: “Go to Sunderland!” “Rubbish!” “Bosh!” “Sit down!”) When order was restored the hon. member resumed as follows:—Mr. Bramley-Moore has referred to what he calls the advantages which Spain and France have gained by their protective system. (Uproar.) It is quite true that in the five years between 1853 and 1857 inclusive, no less than 600,000 tons of Spanish shipping entered and cleared our ports; but, on the other hand, it is equally true that, during the same period, no less than 1,700,000 tons of British shipping entered and cleared from Spanish ports. (“Hear, hear!”) What does Spain, therefore, gain by her system of protection? (Confusion, and a voice, “We can see all that in the ‘Times.’”) It is true that 3,900,000 tons of French shipping cleared for the ports of England during a similar period; but it is no less true that 10,000,000 tons of British shipping entered and cleared from the French ports. (“Hear, hear!” and “Question!”) I could go on with many more facts to prove my case. I can prove to you by undeniable facts that the British shipping interest, however much it may be distressed at the present time, has been a gainer by the policy of Free-trade (shouts of disapprobation), and that it is not for your interest as Shipowners to reverse that policy. (Uproar.) You, no doubt, wish to confine your trade to your own possessions (“No, no!”), but what, I ask, would England be if it were not for the vast magnitude of her trade with foreign countries? (Cries of “Oh, oh!” “Hear, hear!” and “No, no!”) On referring to the Customs’ entries and clearances, it will be found that out of the 5,000,000 tons of British shipping annually so entered, 2,000,000 came from our own colonies and dependencies, but that no less than 3,000,000 of British shipping are entered from foreign countries (“Hear, hear!” and confusion), thus proving that our trade with foreign countries is much more valuable to us than the trade with our own possessions (cries of “Question!”); and thus proving, further, that our trade with foreign countries is of greater advantage, even to the British Shipowner, than our trade with our own colonies and dependencies. (“Question, question!”) If instead of the resolution proposed you adopted such a resolution as I have sketched out since I have been in the room it would have been better for your interest. (Uproar, and cries of “Sit down!”) You may not think it for your interest, but the day will come when you will find it for your interest. (Disapprobation.) If instead of looking after the shadow, you would follow and grasp at the substance it would be better for you. (Uproar.) Have any of you looked at the existing burdens on British shipping? I have done so; but I will not occupy the time of the meeting by going into details. (Great cheering.) I must, however, tell you that these burdens are a serious hindrance to our onward progress; and I also tell you, and I tell you as a thinking man, that you are vainly attempting to get what you call reciprocity enforced. I say vainly, because you will never get it. (“Oh, oh!”) You are losing a chance, a favourable opportunity of obtaining relief from those burdens which still unjustly oppress the British shipowners. (A Voice:—“What is the amount?”) I am asked what is the amount? The amount of these burdens reaches nearly 1,000,000l. sterling. They are 2 per cent. upon the amount of the capital invested. Tax any interest 2 per cent., and what is the consequence? You will drive the capital employed in that interest elsewhere. (“Hear, hear!”) While that real grievance exists, you are following a shadow (“Oh, oh!”) How futile then are your attempts! (Confusion.) You are allowing the opportunity to pass of obtaining substantial relief while you are following this delusion of Protection. (Great uproar.) The policy I have recommended is the policy which is best for the interests of the British Shipowner, and it is as a British Shipowner that I advocate it. It is, as the representative of a large maritime constituency, that I have come forward regardless of your insults to state my opinions frankly on the subject, and to enter my solemn protest against the course of policy you vainly attempt to restore. (Great disapprobation.)
Mr. Duncan Dunbar rose to order. He said that they had not met there to discuss what had brought the shipping interest to its present state; for he thought the fact would be universally admitted that the Shipowners were on the road to ruin. (“Hear, hear!”) The object of the meeting, therefore, was not to discuss figures and tonnage, but simply to agree to a petition to the Houses of Parliament, asking them to appoint committees to hear the evidence of witnesses on the subject. His friend Mr. Lindsay,—no, he would not call him his friend (cheers and laughter), but the gentleman who spoke last went beside the mark in talking about the increase or decrease of tonnage. All must admit that the Shipowners were on the road to ruin. (“Hear, hear!”) The very property he had made by his industry and hard labour was melting away like snow before the sun. (“Hear!”) The man who called himself a British Shipowner, and moved such an amendment as the present, was the worst enemy the British Shipowner could have. (Cheers.)
[200] See ‘Hansard,’ vol. clvi. pp. 332 to 347, and p. 347 et seq.
[201] An Act for compensating the families of persons killed by accident 9 & 10 Vict. c. 93; the Merchant Shipping Act 1854; the Merchant Shipping Amendment Act (1855); the Passenger Act (1855); and the Chinese Passenger Act (1855).
[202] The following were the Members of the Committee:—Mr. Milner Gibson (then President of the Board of Trade), Lord Lovaine (now the Duke of Northumberland), Mr. (now Lord) Cardwell, Mr. Thomas Baring, Mr. Crawford, Mr. Francis Baring, Mr. Somes, Mr. Gore Langton, Mr. George William Bentinck, Mr. Wilcox, Mr. Liddell (now Lord Eslington), Mr. Francis Russell, Mr. Hugh Taylor, Mr. Alderman Salomons, and Mr. Lindsay.
[203] Though the Foreign Office is admirably administered, and was brought into a state of high perfection in all its details by Mr. (now Lord) Hammond, there can be no doubt that it is very ineffective in its dealings with foreign nations on nearly all commercial matters. Perhaps, this would be remedied if the Diplomatic and Consular Service were amalgamated, or even if it was permitted for gentlemen in the Consular to rise to the Diplomatic Service. I was strongly impressed with this idea when serving as a member on the Consular Committee of 1856-57; but my colleagues on that Committee were generally of a different opinion. Unquestionably our diplomatists are gentlemen in every sense of that word, and, as a rule, distinguished scholars, but they lack that description of knowledge which is expected from the representatives of by far the greatest commercial and maritime nation in the world. The time is fast approaching when this may prove a serious obstacle to our further progress. As times now go, we are a workshop or we are nothing. I respect rank and envy learning; but these will not feed the rising and increasing generations, who are to fill our vacant places.
[204] That Portugal gained nothing by her restrictive policy those of my readers who care to know may see by referring to a letter which I addressed by request of its President to the Commercial Association of Lisbon, when there in 1863. See [Appendix No. 6], p. 596.
[205] Since 1860 the law has been altered so far that the responsibility of foreign ships in our courts is limited on the same conditions, and to the same amount, as British ships, and these are now limited in the States, as well as in the Federal Court of the United States.
[206] When I visited the United States after Parliament rose that session (1860), the question of responsibility was one, to which, with others, I invited the attention of the Shipowners of that country at various meetings, with their chambers of Commerce and Boards of Trade, which were frequently held in public. As the whole of these questions refer directly to merchant shipping and seamen, I have given in the [Appendix] of this work, No. 2, p. 567, a copy of a letter I addressed to Lord Lyons on my arrival in Boston (U.S.), which embraces the whole of them, as also a subsequent correspondence which I had in 1866 with our Foreign Office (see [Appendix No. 3], p. 571), on the subject of the then unsatisfactory state of our relations with America, with regard to the responsibility of British Shipowners when sued in their State Courts. I have the less hesitation in giving this correspondence as it has not hitherto been published, and as some of the questions in my letter to Lord Lyons still wait solution.
[207] Since 1860 all passing tolls have been abolished, while most of the local charges have either been modified or swept away, but not, however, without a hard struggle, or without the payment of a large grant of public money to compensate the persons, corporations, or companies who held “vested interests”—a grant much greater, I think, than they were entitled to receive.
I remember when Mr. Lowe, in his capacity as Vice-President of the Board of Trade first brought in this measure, in the Session of 1856, he exclaimed, in reply to demands of an exorbitant character which were made on the ground of certain clauses in some very ancient deeds, What care I for your musty charters! or words to that effect. You could almost see the hair raising the hats from the heads of a number of old members who held all their property under musty charters. But though Mr. Lowe was not very far wrong so far as regards some of the monstrous claims made under ancient charters, and would I daresay, if he had had his own way, not have paid the claimants one-half the amounts they received, the expression was so appalling as coming from a member of Government, that Lord Palmerston at once saw that, after what Mr. Lowe had said, it would be impossible then to pass the Bill, and with his usual tact referred it to a Select Committee, to which I shall presently refer.
[208] 24 & 25 Vict., cap. 47.
[209] This was one of the most difficult and intricate questions any minister ever had to deal with. And for that reason these charges, to which I shall again refer, were not finally dealt with until 1867.
[210] By Parliamentary Papers, 176, 1871, no less than 1,846,400l. had been advanced up to that date, on loan for the improvement of trade harbours, and since then, 350,000l., making in all about 2,200,000l.
[211] The aggregate reductions since 1853 are estimated (see Parliamentary Paper, No. 27, 1875) at more than 750,000l., or at the rate of 237 per cent. on the present income of about 316,000l. per annum. Nor has economy been consulted at the cost of efficiency during the last twenty years, due in a great measure to the exertions of the late Sir Frederick Arrow, Deputy-Chairman of the Trinity House.
[212] Passages of clippers from China, 1868 to 1872 inclusive, see [Appendix No. 8], p. 611.
[213] The log of this ship on her first voyage from London to Melbourne, thence to Newcastle (N.S.W.), thence to China, and thence home, will be found in the [Appendix, No. 9], p. 613. She is a “composite” vessel, that is, constructed with iron frames and wood planking; she is 947 tons register, and her dimensions are 210 feet in length; 36 feet width of beam, and 21 feet depth of hold. She was designed by Mr. B. Waymouth, now Secretary to Lloyd’s Register. She was built in 1868 by Messrs. Walter Hood and Co., of Aberdeen, for her present owners, Messrs. George Thompson, Jun., and Co.
[214] This passage of the Thermopylæ, was eight days quicker than those of the Ariel, Taeping, and Serica, in the great race of 1866[215], and six days quicker than the Ariel and Spindrift in 1868; the nearest competitor was the Titania in 1871. By her log (see [Appendix No. 9], pp. 613-17) the Thermopylæ, in one day of twenty-four hours, made a run of 330 nautical miles (about 380 statute miles), see log, 3rd January 1870; or at the average rate of close upon 16 statute miles per hour!!
[215] This race excited extraordinary interest at the time among all persons interested in maritime affairs, five ships started for it, the Ariel, Taeping, Serica, Fiery Cross, and Tartsing. The three first left Foo-chow-foo on the same day, but lost sight of each other for the whole voyage until they reached the English Channel, where they again met, arriving in the Thames within a few hours of each other!!
[216] The Sir Lancelot is also a composite vessel. She was built by Mr. Steele, of Greenock, for her owner, Mr. James MacCunn, of that place, and was commanded by Captain Richard Robinson, a native of Maryport, who was brought up in the service of Messrs. Broklebanks, of Liverpool, and who had, previously to being placed in command of the Sir Lancelot, made very fast passages in the Fiery Cross. She is 886 tons register; and her dimensions are—length, 197 feet 6 inches; breadth, 33 feet 7 inches, and depth, 21 feet. This celebrated sailing ship, in her racing days, spread, when under full sail, 45,500 square or superficial feet of canvas. She was manned by 30 hands all told, and delivered 1430 tons of tea (of 50 cubic feet to the ton), and her draught of water, when thus laden, was 18 feet 7 inches forward, and 18 feet 9 inches aft. In addition to about 200 tons shingle ballast, there was 100 tons of iron kentledge (specially cast for the purpose), stowed in the limbers—that is, between the ceiling and the outer skin. This was fitted to the vacant spaces and distributed along the keelson, tapering towards the foremast and mizen-mast. It gave the ship great stability, and compensated for the immense height of the masts, which, without the kentledge, would have made the ship too tender. In the opinion of her owner, it contributed greatly to the ship’s success. I may add that the bottom, which consists of teak, was carefully planed before the metal was put on, and was quite as smooth as the bottom of a yacht.
As everything relating to this famous sailing ship must prove interesting and instructive to my nautical readers, I do not hesitate to furnish the following details of her performances, courteously supplied to me (4th October, 1875) by Mr. MacCunn. “The log,” he says, “of the Sir Lancelot, I regret, is not by me, but I have pleasure in handing you exact leading particulars of the celebrated passage referred to (extracted by me at the time, with great minuteness, from the log on board the ship, 14th October 1869).
“The particulars speak for themselves, and there is no parallel on so distant a voyage in ocean clipper sailing:—
| 1869. | |
| Up anchor at Foochow, and left the anchorage 7 A.M. | 17th July. |
| White Dogs bore N.N.E. 15 miles | 18th ” |
| Anjer Light bore E.S.E. 10 ” | 7th August. |
| Land about Buffalo River (Cape) | 28th ” |
| Signalled St. Helena | 11th September. |
| Sighted Lizard | 10th October. |
| Passed Deal | 13th ” |
| Berthed in West India Dock | 14th ” |
ANALYSIS.
| White Dogs to Lizard | 84 days. |
| Foochow anchorage to St. Helena | 56 ” |
| Foochow anchorage to Deal | 88 ” |
| Foochow anchorage to West India Dock | 89 ” |
“The greatest day’s work of the Sir Lancelot was crossing from Anjer to the Cape, when she made, by observation, 354 miles in 24 hours. For 7 days (consecutive) she averaged on the same track, with a beam wind, slightly over 300 miles per day; but I think the most remarkable feature in the sailing of this ship was the maintenance of a comparative high speed in light winds, and the great power she had to beat dead to windward against a strong breeze.
“I may mention that after the racing premium was abolished, and with it the sort of mania for China clipper sailing, I had 8 feet cut off all the lower masts, and reduced the masts aloft and the yards in proportion.
“Notwithstanding this the Sir Lancelot is now arrived in London after a voyage from London to Shanghai with general cargo, thence to New York with a tea cargo, thence to London with a general cargo—all in 9 months and 2 days.
“I am afraid I am troubling you with too many details, but I feel proud that this celebrated clipper, one of the very few China clippers left, proves herself in the tenth year of her life as swift as ever.”
Mr. MacCunn may well be proud of his ship, and such pride is one of the chief causes of our power and greatness as a maritime nation.
[217] Among those who took the lead in the production and improvement of clipper ships at that time may be mentioned Captain Maxton, of the Titania, who had formerly commanded the early iron clippers, Lord of the Isles and Falcon, and who has, with the assistance of Messrs. Robert Steele and Son, brought out in successive years the Ariel and Titania, vessels of great beauty. Nor must I overlook Captain Bullock, who navigated the Challenger through the most successful and exciting part of her career; and Captain Rodger, who commanded the Kate Carnie, and subsequently owned the Taeping, Ellen Rodger, Min, and other well-known clippers. Among the builders, the name of the late Mr. William Pile, of Sunderland, should not be overlooked: he designed, built, and launched many famous clipper ships, such as the Spray of the Ocean and the Crest of the Wave, two of the handsomest sailing vessels that ever floated. The latter vessel once left Shanghai for London with the American clipper ship, Sea Serpent, a well-known China trader, which was to receive 30s. per ton extra freight on her cargo of young teas (which obtain the highest price in their relative qualities), if she beat the Crest of the Wave. Both ships arrived off the Isle of Wight the same day, but the captain of the American, leaving his vessel in charge of the pilot, started by railway for London, and reported the Sea Serpent at the Custom House before his own ship or the Crest of the Wave had passed through the Downs.
[218] See [Appendix No. 10], p. 618. See also [No. 14], p. 637.